Piper Cherokee Archer II airplane Pilot's Operating Handbook
Below you will find brief information for airplane Cherokee Archer II. The Cherokee Archer II is an aircraft designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J. It also contains supplemental data supplied by the airplane manufacturer.
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PILOT'S
OPERATING
HANDBOOK
PIPER CHEROKEE ARCHER II
FAA APPROVED IN NORMAL AND UTILITY
CATEGORIES BASED ON CAR 3 AND FAR PART 21,
SUBPART J.
THIS DOCUMENT INCLUDES THE
MATERIAL REQUIRED TO BE FURNISHED TO THE
PILOT BY CAR 3 AND FAR PART 21, SUBPART J
AND MUST BE CARRIED IN THE AIRPLANE AT ALL
TIMES.
AIRPLANE SERIAL NO.
AIRPLANE REGISTRATION NO.
PA-28-181
REPORT: VB-760
FAA APPROVED BY:
WARD EVANS
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORAT10N
VERO BEACH, FLORIDA
DATE OF APPROVAL: AUGUST 15, 1975
HANDBOOK PART NO. 761 619
WARNING
EXTREME CARE MUST
APPLICABLE
BE EXERCISED TO LIMIT THE USE OF THIS MANUAL TO
AIRCRAFT.
THIS MANUAL REVISED AS INDICATED BELOW OR
SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED ON THE
FACE OF THE TITLE PAGE WHEN OFFICIALLY APPROVED.
SUBSEQUENT REVISIONS
SUPPLIED BY PIPER AIRCRAFT CORPORATION MUST BE PROPERLY INSERTED.
MODEL PA-28-18 1, CHEROKEE ARCHER II
PILOT'S OPERATING HANDBOOK, REPORT: VB-760 REVISION
PIPER AIRCRAFT CORPORATION
APPROV AL SIGNATURE AND ST AMP
REPORT: VB-760
H
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
Issued: August 15, 1975
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-181 model airplane designated by serial number and registration number on the face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a current status.
REVISIONS
The information compiled in the Pilot's Operating Handbook will be kept current by -revisions distributed to the airplane owners.
and/or
Revision material will consist of information necessary to add information to cover added airplane equipment.
to update
I.
Revisions the text of the present handbook
Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the handbook in accordance with the instructions given below:
1.
Revision pages will replace only pages with the same page number.
2.
lnsert 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.
II.
Identification of Revised Material page,
Revised text and illustrations shall be indicated by a black vertical line along opposite revised, added page number will or deleted material.
A line indicate that an entire page was added.
along the the outside margin of outside margin of the page opposite the the
Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations.
Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given below:
Title, ii
5-26, 6-1 through v,
1-1 through 1-14, 2-1 through 2-8, 3-1 through 3-12, 4-1 through 4-16, 5-1 through through 6-52, 7-1 through 7-26, 8-1 through 8-16, 9-1 through 9-14, 10-1 through 10-2.
REPORT: VB-760 iii
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-28-181 Cherokee Archer ll Pilot's Operating Ilandbook, REPORT: VB-760 issued August 15, 1975.
Revision
Number and
Code
Rev. 1 761 619
(PR760106)
Revised
Pages
6-i
6-37
644
646
7-25
8-5
Description of Revision
Revised wording of 6.9
(a).
Removed Piper Dwg. No. from item 155.
Added items 236 and 238.
Revised item 263.
Revised ELT pilot's remote switch info.
Revised 8.7
(a), items (1), (2), and (3).
FAA Approval
Signature and
Date
Ward Evans
Jan. 6, 1976
REPORT: VB-760 iv
SECTION 1
SECTION 2
SECTION 3
SECTION 4
SECTION 5
SECTION 6
SECTION 7
SECTION 8
SECTION 9
SECTION 10
TABLE OF CONTENTS
GENERAL
LIMITATIONS
EMERGENCY PROCEDURES
NORMAL PROCEDURES
PERFORMANCE
WEIGHT AND BALANCE
DESCRIPTION AND OPERATION OF
AIRPLANE AND ITS SYSTEMS
THE
AIRPLANE HANDLING, SERVICING AND
MAINTENANCE
SUPPLEMENTS
SAFETY TIPS
REPORT: VB-760
Y
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph
No.
1.1
1.3
1.5
1.7
Introduction...............................................
Engines............
..............
Propellers
......................................
Fuel
........................
1.9
Oil
...............
....................................
1.11
MaximumWeights
......................
1.13
StandardAirplaneWeights.......................
1.15
BaggageSpace.............
1.17
SpecificLoadings
......................
..............................
1.19
Symbols, Abbreviations and Terminology
.
.
.
1.21
ConversionFactors
...........
......................
..........................
..
.
.
.
.....................
....................
.........
...............
.........
.
.
.
.
.
.
.
.
........
........
Page
No.
.
.
.
.
1-1
1-3
1-3
1-3
1-3
1-4
1-4
1-4
1-4
1-5
1-11
REPORT: VB-760
1-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 1
GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION pilot.
This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for
It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, the
Subpart J.
It also contains supplemental data supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars.
It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in commandris responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook.
Although the arrangement of not be used solely as an occasional familiarize himself with the this handbook is intended to increase its in-flight capabilities, it should limitations, operating reference.
The pilot should study the entire handbook to performance, procedures and operational handling characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each provided with a "finger-tip" tab divider for quick reference.
The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight.
The "Emergency Procedures" Section has been furnished with a red tab divider to present an instant reference to the section.
Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being left blank intentionally.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-1
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
12' 10.48"
2' 6.00"
Wing Area
Min.
(sq.
ft.)
Turning Radius (ft.)
(from pivot point to wingtip)
170.0
30.0
5' 3.00"
|
35' 0.00"
REPORT: VB-760
1-2
10' 0.08"
23' 5.80"
6' 6.91"
THREE VIEW
Figure 1-1
T 3.60"
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 1
GENERAL
1.3 ENGINES
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
Number of Engines
Engine Manufacturer
Engine Model Number
Rated Horsepower
Rated
Bore
Stroke
Speed
(inches)
(inches)
Displacement
Compression
Engine Type
(rpm)
(cubic
Ratio inches)
Lycoming
O-360-A4M
180
1
2700
5.125
4.375
361.0
8.5:1
Four Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled
1.5
PROPELLERS
(a) Number of Propellers
(b) Propeller Manufacturer
(c) Model
(d) Number of Blades
(e) Propeller Diameter (inches)
(1) Maximum
(2) Minimum
(f) Propeller Type
1
Sensenich
76EM8SS-0-60
2
76
76
Fixed Pitch
1.7
FUEL
(a) Fuel Capacity (U.S.
gal) (total)
(b) Usable Fuel (U.S.
gal) (total)
(c) Fuel Grade, Aviation (min.
octane)
50
48
100/130 Green
1.9
OIL
(a) Oil Capacity (U.S.
quarts)
(b) Oil Specification
(c) Oil Viscosity per Average Ambient Temp. for Starting
(1) Above 60°F
(2) 30°F to 90°F
(3) 0°F to 70°F
(4) Below 10°F
Lycoming
8
Refer to latest issue of
Service Instruction 1014.
SINGLE
S.A.E. 50
S.A.E. 40
S.A.E. 30
S.A.E. 20
MULTI
S.A.E. 40 or 50
S.A.E. 40
S.A.E. 40 or 20W-30
S.A.E. 20W-30
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-3
SECTION 1
GENERAL
1.11
MAXIMUM WEIGHTS
(a) Maximum Takeoff Weight (lbs)
(b) Maximum Landing Weight (lbs)
(c) Maximum Weights in Baggage Compartment
1.13
STANDARD AIRPLANE WEIGHTS
(a) Standard Empty Weight (lbs): Weight of a standard airplane including unusable fuel, full operating fluids and full oil.
(b) Maximum Useful Load (lbs)*: The difference between the Maximum Takeoff Weight and the Standard Empty Weight.
1.15
BAGGAGE SPACE
(a) Compartment Volume (cubic feet)
(b) Entry Width (inches)
(c) Entry Height (inches)
1.17
SPECIFIC LOADINGS
(a) Wing Loading (lbs per sq ft)
(b) Power Loading (lbs per hp)
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
NORMAL
2550
2550
200
UTILITY
1950
1950
0
1390
1160
24
22
20
15.0
14.2
*This value is for a standard airplane without optional equipment.
Refer value to be used for C.G. calculations for the airplane specified.
to Figure 6-5 for the useful load
REPORT: VB-760
1-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION
GENERAL
1
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following handbook and definitions are of symbols, abbreviations and those which may be of added operational significance terminology to the pilot.
used throughout the
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in "Knots."
GS
IAS
Ground Speed is the speed of an airplane relative to the ground.
Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument published in error. IAS values this handbook assume zero instrument error.
Indicated Airspeed expressed in "Knots." KIAS
M
TAS
Mach Number is the ratio of true airspeed to the speed of sound.
True Airspeed is air which the airspeed of an airplane relative to undisturbed is the CAS corrected for altitude, temperature and compressability.
VA
VFE
VNE/MNE
VNO
VS
VSO
VX
VY
Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.
Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.
Never Exceed Speed or Mach Number is not be exceeded at any time.
the speed limit that may
Maximum Structural Cruising be exceeded except
Speed is in smooth air and the then speed that should not only with caution.
Stalling Speed or the airplane is controllable.
minimum steady flight speed at which the
Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration.
Best Angle-of-Climb Speed is greatest gain of altitude in distance.
the airspeed which delivers the the shortest possible horizontal
Best Rate-of-Climb Speed is greatest gain in altitude in the airspeed which delivers the the shortest possible time.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-5
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(b) Meterological Terminology
ISA
OAT
Indicated Pressure
Altitude
Pressure Altitude
Station Pressure
Wind
International Standard Atmosphere in which:
The air
The is a dry perfect gas; temperature at sea level is 15° Celcius
The pressure at sea level is 29.92 inches hg.
(59° Fahrenheit);
(1013 mb);
The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C
(-0.003566°F) per foot and zero above that altitude.
Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or meteorological sources, compressibilityeffects.
adjusted for instrument error ground and
The number actually read from an altimeter when subscale has been set to 29.92 inches of mercury the barometric
(1013 millibars).
Altitude measured from standard sea-level pressure (29.92
in. Hg) by a pressure or barometric altimeter.
It is the indicated pressure altitude corrected for position and instrument error.
In handbook, altimeter instrument errors are assumed to be zero.
this
Actual atmospheric pressure at field elevation.
The wind handbook velocities recorded as variables on are the charts of this to be understood as the headwind or tailwind components of the reported winds.
REPORT: VB-760
1-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 1
GENERAL
(c) Power Terminology (Specific)
Takeoff Power
Maximum Continuous
Power
Maximum Rated Power (180 HP @ 2700 RPM)
Maximum Rated Power (180 HP @ 2700 RPM)
Maximum Climb Power
Maximum Cruise Power
Flight Idle Power
Ground Idle Power
Maximum Rated Power (180 HP @ 2700 RPM)
Maximum Rated Power (180 HP @ 2700 RPM)
Throttle Closed
Throttle Closed
(d) Engine Instruments
EGT Gauge Exhaust Gas Temperature Gauge
(e) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of a climb, interval.
the change in height during a portion of to the horizontal distance traversed in the same time
Demonstrated Crosswind
Velocity
The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests.
Accelerate-Stop Distance
MEA
Route Segment
The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at attained, to bring the airplane to a stop.
the instant that speed is
Minimum en route IFR altitude.
A part of a route. Each end of that part is identified by: geographical location; or
(1) a
(2) a point at which a definite radio fix can be established.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-7
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(f) Weight and Balance Terminology
Reference Datum
Station
An imaginary vertical plane from which all horizontal distances are measured for balance purposes.
A location along the airplane fuselage usually given in terms of distance from the reference datum.
Arm
Moment
The horizontal gravity (C.G.).of
distance from an item.
the reference datum to the center of
The product of
(Moment the weight of an item multiplied by its arm.
divided by calculations by reducing a constant is used the number of digits.) to simplify balance
Center of Gravity
(C.G.)
C.G. Arm
C.G.
Limits
Usable Fuel
Unusable Fuel
The point at which an airplane would balance if suspended.
Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.
The arm obtained by adding dividing the sum by the total the airplane's individual moments and weight.
The extreme center of gravity locations within which must be operated at a given weight.
the airplane
Fuel available for flight planning.
Fuel remaining after a runout test accordance with governmental regulations.
has been completed in
Standard Empty Weight
Basic Empty Weight
Payload
Useful Load
Maximum Ramp Weight
Maximum Takeoff
Weight
Maximum Landing
Weight
Maximum Zero Fuel
Weight
Weight of a standard airplane operating fluids and full oil.
including unusable fuel, full
Standard empty weight plus optional equipment.
Weight of occupants, cargo and baggage.
Difference between takeoff weight, or ramp weight if applicable, and basic empty weight.
Maximum weight approved for ground maneuver.
(It includes weight of start, taxi and run up fuel.)
Maximum weight approved for the start of the takeoff run.
Maximum weight approved for the landing touchdown.
Maximum weight exclusive of usable fuel.
REPORT: VB-760
1-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION
GENERAL
1
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-9
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
1-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
1.21 CONVERSION FACTORS
MULTIPLY BY atmospheres centimeters cm
Hg
76.00
29.92
14.696
21,116
1.033
0.3937
3.28 lx 10
1.934
27.85
135.95
x
10 em/second cu centimeters cu cu cu in.
cu meters cu yards deg ft ft/min
(arc)
3.281
x
10
2.237
x
10
10
6.102
xl 0
2.642
x
10-4
2.832
x
1,728
3.704
7.48 1 x
28.32
104
10
4.719
x
2.832
x
10-1
*
10
16.39
1.639
x
10
4.329
x
10
1.732
x l0
'
*
2
61,023
1.308
35.31
264.2
27.0
7.646
x 10
2.022
x
102
1.745 x 10
-2 cu cm cu in.
cu yards
U.S.
gal liters liters/sec cu m/min cu cm liters
U.S.
gal quarts cu in.
cu yards cu ft
U.S.
gal cu ft cu meters
U.S.
gal radians
TO OBTAIN cm in.
Hg at 0°C
Hg at 0°C lb/sq in.
lb/sq ft kg/sq cm in.
ft lb/sq in.
lb/sq ft kg/sq m ft/sec mph liters cu in.
U.S.
gal
MULTIPLY feet ft/min ft/sec ft/lb ft-lb/min ft-lb/sec fluid oz gal, Imperial gal, U.S. dry gal, U.S.
liquid grams/cm grams/cu cm
SECTION 1
GENERAL
BY
3.048
3.333
1.894
1.646
x x x x
10
10''
'
10"
10-4
1.136
1.829
5.080
x x x
10
10
10
.6818
1.097
30.48
.5925
TO OBTAIN meters yards miles nautical miles mph km/hr cm/sec mph km/hr cm/sec knots
1.383
x
10
3.030
x
10
1.818
x
10
8
29.6
277.4
1.201
4.546
268.8
1.556
x
10
1.164
4.405
231.0
1.337 x 10
3.785
8.327
1.280
x
0.1
6.721
5.601
x 10
10" x
2
1,000
62.43
m-kg hp hp dram cu cm cu in.
U.S.
gal liters cu in.
cu ft
U.S.
gal liquid liters cu in.
cu ft liters
Imperial gal fluid oz kg/m lb/ft lb/in.
kg/cu m lb/cu ft
ISSUED: AUGUST 15, 1975 REPORT: VB-760
1-11
SECTION 1
GENERAL
MULTIPLY BY TO OBTAIN MULTIPLY liters horsepower 33,000
550
76.04
1.014
ft-lb/min ft-lb/sec m-kg/sec metric hp horsepower, metric 75.0
9.863
x
10 inches in. Hg at 0 C m-kg/sec hp
2.540
83.33
x
10
' cm ft
3.342
4.912
70.73
3.453
x x x
10 l0
10
,
'
"
atmospheres lb/sq in.
lb/sq ft kg/sq m kilograms kg-calories
2.205
35.27
103
3087
4.269
x
10
2 lb oz grams ft-lb m-kg kg/cu m kg/sq cm
62.43
10¯' x
10
14.22
2.048
x
10
28.96
lb/cu ft grams/cu m lb/cu ft lb/sq ft in. Hg at 0°C kilometers km/hr knots
3.28 lx 10
6.214
x
10
5.400
10" x
10
9.113
x
10
5.396
x
10
6.214
x
10
2.778
x
10
1.0
1.688
1.151
1.853
5.148
x
10 ft miles nautical miles centimeters ft/sec knots mph m/sec nautical mph ft/sec mph km/hr m/sec meters meter-kilogram meter/sec microns miles mph miles/hr sq milibars nautical miles ounces, fluid lb/cu ft lb/cu in.
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
BY
10'
61.03
3.532
x
10
2.642
x
10
2.200
x
10
1.057
-2
39.37
3.28
1
1.094
6.214
x
10
7.233
3.28 1
2.237
3.600
3.937
x
10
5280
1.609
8.690
x
10
1.467
4.470
1.609
8.690
x x
10
10
2.151
2.953
x
102
6076.1
1.151
1852
29.57
1.805
16.02
1728
27.68
TO OBTAIN cu cm cu ft
U.S.
gal
Imperial gal quarts in.
ft yards miles ft-lb ft/sec miles/hr km/hr in.
ft km nautical miles ft/sec m/sec km/hr knots ft/sec sq in.
Hg at 0 C ft miles m cu cm cu in.
kg/cu m lb/cu ft grams/cu cm
REPORT: VB-760
1-12
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
MULTIPLY lb/sq in.
radians radians/sec revolutions rev/min rod slug sq cm sq ft sq in.
sq kilometers sq meters sq miles sq rods sq yards yards
_BY TO OBTAIN in. Hg at 0°C atmospheres kg/sq m deg (arc) deg/sec rev/sec rev/min radians radians/sec ft yd lb sq sq in.
ft sq cm sq in.
sq yards acres sq cm sq miles sq ft sq yards sq km acres sq yd sq m sq ft meters ft in.
2.036
6.805
x 10
7.031
x
102
57.30
57.30
15.92
x 10
9.549
6.283
1.047
x
10
16.5
5.5
32.174
1.550
1.076
x 10 x 10
929.0
144.0
1.111
2.296
x 10 x 10
-1
6.452
3.861
x 10
10.76
1.196
2.590
640
30.25
8.361
9 x 10
9.144
3.0
36.0
x 10
ISSUED: AUGUST 15, 1975
SECTION 1
GENERAL
REPORT: VB-760
1-13
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
1-14
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph
No.
2.1
2.3
2.5
2.7
General..................................................
AirspeedLimitations
..........................................
AirspeedIndicatorMarkings......................................
PowerPlantLimitations
........................................
2.9
PowerPlantInstrumentMarkings...................................
2.11
WeightLimits
.................................
2.13
CenterofGravityLimits........................................
2.15
ManeuverLimits
...............................
2.17
FlightLoadFactors
..........................................
2.19
TypesofOperations
2.21
FuelLimitations
2.23
Placards
.................................................
..........................................
............................................
............
............
Page
No.
2-3
2-3
2-4
2-4
2-1
2-1
2-2
2-2
2-4
2-5
2-5
2-7
REPORT: VB-760
2-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 2
LIMITATIONS
SECTION 2
LIMITATIONS
2.1
GENERAL
This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the airplane and its systems.
Limitations associated with supplements can be found in those optional systems and equipment which require handbook
Section 9 (Supplements).
2.3
AIRSPEED LIMITATIONS
SPEED
Never Exceed any operation.
Speed (VNE) Do not exceed this speed in
Maximum Structural Cruising Speed (VNo) Do not exceed this speed except in smooth air and then only with caution.
Design Maneuvering Speed (Vg) Do not make full or abrupt control movements above this speed.
Maximum Flaps Extended Speed (VFE) Do not exceed this speed with the flaps extended.
CAS
171 MPH
140 MPH
124 MPH
115 MPH
(148 KTS)
(121 KTS)
(108 KTS)
(100 KTS)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
2-1
SECTION 2
LIMITATIONS
2.5
AIRSPEED INDICATOR MARKINGS
MARKING
Red Radial Line (Never Exceed)
Yellow Arc (Caution Range Smooth Air Only)
Green Arc (Normal Operating Range)
White Arc (Flap Down)
2.7
POWER PLANT LIMITATIONS
(a) Number of Engines
(b) Engine Manufacturer
(c) Engine Model No.
(d) Engine Operating Limits
(1) Maximum Horsepower
(2) Maximum Rotation Speed (RPM)
(3) Maximum Oil Temperature
(e) Oil Pressure
Minimum
Maximum
(red line)
(red line)
(f) Fuel Pressure
Minimum
Maximum
(red line)
(red line)
(g) Fuel Grade (minimum octane)
(h) Number of Propellers
(i) Propeller Manufacturer
(j) Propeller Model
(k) Propeller Diameter
Minimum
Maximum
(1) Propeller Tolerance (static RPM at maximum permissible throttle setting)
No additional tolerance permitted.
PIPER AIRCRAFT
CORPORATÎÒN
PA-28-181, CHEROKEE ARCHER II
CAS
171 MPH (148 KTS)
140 MPH to 171 MPH
(121 KTS to 148 KTS)
68 MPH to 140 MPH
(59 KTS to 121 KTS)
61 MPH to 115 MPH
(53 KTS to 100 KTS)
Lycoming
O-360-A4M with carburetor setting 10-3878
1
180
2700
245°F
25 PSI
90 PSI
.5
PSI
8 PSI
100/130 Green
Sensenich
76EM8S5-0-60
1
76
76
IN.
IN.
Not above 2425 RPM
Not below 2325 RPM
REPORT: VB-760
2-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 2
LIMITATIONS
2.9
POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer
Green Arc (Normal
Red
Operating Range)
Line (Maximum Continuous Power)
(b) Oil Temperature
Green Arc (Normal
Red Line
Operating Range)
(Maximum)
(c) Oil Pressure
Green Arc (Normal
Yellow Arc
Operating Range)
(Caution Range) (Idle)
Red Line (Minimum)
Red Line (Maximum)
(d) Fuel Pressure
Green Arc (Normal Operating Range)
Red Line
Red Line
(Minimum)
(Maximum)
2.11
WEIGHT LIMITS
(a) Maximum Weight
(b) Maximum Baggage
NORMAL
2550 LBS
200 LBS
NOTE
Refer to Section 5 (Performance) for maximum weight as limited by performance.
500 to 2700 RPM
2700 RPM
75° to
245°F
245°F
60 PSI to 90 PSI
25 PSI to 60 PSI
25 PSI
90 PSI
.5
PSI to 8 PSI
.5
PSI
8 PSI
UTILITY
1950 LBS
0 LBS
ISSUED: AUGUST 15, 1975 REPORT: VB-760
2-3
SECTION 2
LIMITATIONS
2.13
CENTER OF GRAVITY LIMITS
(a) Normal Category
Weight
Pounds
2550
2050 (and less)
Forward Limit
Inches Aft of Datum
88.6
82.0
(b) Utility Category
Weight
Pounds
1950 (and less)
Forward Limit
Inches Aft of Datum
82.0
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
Rearward Limit
Inches Aft of Datum
93.0
93.0
Rearward Limit
Inches Aft of Datum
86.5
NOTES
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section.
It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded.
See Section 6 (Weight and
Balance) for proper loading instructions.
2.15
MANEUVER LIMITS
(a) Normal Category All acrobatic maneuvers including spins prohibited.
(b) Utility Category Approved maneuvers for bank angles exceeding 60°.
Steep Turns
Lazy Eights
Chandelles
Entry Speed
124 MPH
124 MPH
124 MPH
2.17
FLIGHT LOAD FACTORS
(a) Positive Load Factor (Maximum)
(b) Negative Load Factor (Maximum)
NORMAL
3.8
G
UTILITY
4.4
No inverted maneuvers approved
G
REPORT: VB-760
2-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 2
LIMITATIONS
2.19 TYPES OF OPERATION
The airplane is approved for
FAR 135.
the following operations when equipped in accordance with FAR 91 or
(a) Day V.F.R.
(b) Night V.F.R.
(c) Day I.F.R.
(d) Night I.F.R.
(e) Non Icing
2.21
FUEL LIMITATIONS
(a) Total Capacity
(b) Unusable Fuel
The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical flight attitudes.
(c) Usable Fuel
The usable fuel in this airplane has been determined as
24.0
gallons in each wing.
50 U.S.
GAL
2 U.S.
GAL
48 U.S.
GAL
ISSUED: AUGUST 15, 1975 REPORT: VB-760
2-5
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
2-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 2
LIMITATIONS
2.23
PLACARDS
In full view of the pilot:
"THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR
UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE
APPLY TO ITS OPERATION AS A UTILITY CATEGORY
AIRPLANE.
FOR NORMAL AND UTILITY CATEGORY
OPERATIONS, REFER TO THE PILOT'S OPERATING
HANDBOOK.
NO ACROBATIC
NORMAL
PROHIBITED
MANEUVERS ARE APPROVED FOR
CATEGORY
FOR
OPERATIONS.
SPINS ARE
BOTH NORMAL AND UTILITY
CATEGORIES."
In full view of the pilot, the following takeoff and landing check lists will be installed:
TAKEOFF CHECK LIST
Fuel on proper tank
Electric fuel pump on
Engine gauges checked
Flaps set
Carb heat off
Mixture set
Seat backs erect
Fasten belts/harness
Trim tab set
Controls free
Door latched
Air Conditioner off
LANDING CHECK LIST
Fuel on proper
Mixture rich
Electric fuel tank pump on
Seat back erect
Flaps set (ll 5 mph)
Fasten belts/harness
Air Conditioner off
The "AIR COND OFF" item conditioned aircraft only.
in the above takeoff and landing check lists is mandatory for air
ISSUED: AUGUST 15, 1975
REPORT: VB-760
2-7
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
In full view of installed: the pilot, in the area of the air conditioner control panel when the air conditioner is
"WARNING AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE."
Adjacent to upper door latch:
"ENGAGE LATCH BEFORE FLIGHT."
On inside of the baggage compartment door:
"BAGGAGE MAXIMUM 200 LBS"
"UTILITY CATEGORY OPERATION NO BAGGAGE OR AFT
PASSENGERS ALLOWED.
NORMAL CATEGORY OPERATION
SEE PILOT'S OPERATING HANDBOOK WEIGHT AND
BALANCE SECTION FOR BAGGAGE AND AFT PASSENGER
LIMITATIONS."
In full view of the pilot:
"ROUGH AIR OR MANEUVERING SPEED 124 MPH."
"UTILITY CATEGORY
ALLOWED."
OPERATION NO AFT PASSENGERS
"DEMONSTRATED CROSS WIND COMPONENT 20 MPH."
On the instrument panel in full view of the pilot when the oil cooler winterization kit is installed:
"OIL COOLER WINTERIZATION PLATE TO BE REMOVED
WHEN AMBIENT TEMPERATURE EXCEEDS
50°F."
In full view of the pilot:
"UTILITY CATEGORY ONLY."
ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING:
STEEP
LAZY
TURNS
EIGHTS
CHANDELLES
ENTRY SPEED
124 MPH
124 MPH
124 MPH
On the instrument panel in full view of the pilot:
"WARNING
--
TURN OFF STROBE LIGHTS WHEN TAXIING
IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE."
REPORT: VB-7
2-8
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph
No.
3.1
3.3
3.5
3.7
3.9
General..................
Emergency Procedures Check List
.
Amplified Emergency Procedures
EngineFireDuringStart..........
3.11
EnginePowerLossInFlight.........
3.13
PowerOffLanding
3.15
FireInFlight
..........
........
3.17
LossofOilPressure...............
3.19
LossofFuelPressure
..............
..
...
....
.
..
....
(General)
.
EnginePowerLossDuringTakeoff..................................
.
3.21
HighOilTemperature
3.23
AlternatorFailure
3.25
SpinRecovery..............
3.27
OpenDoor.............
3.29
EngineRoughness
..........
.........
..........
.
....
.
...
..
..
.
.
..................
....
...........................
...........................
...........................
..................
..
...
................
................
.
.
........................
........................
..............
.
.............
.
.
..........
.
.
.
.
.
.
.
.
.
.
.
.
.........
.
.
.
.
.
.
........
........
........
........
........
........
Page
No.
.
3-9
3-10
3-10
3-10
3-10
3-11
3-11
3-1
3-3
3-7
3-7
3-7
3-8
3-8
3-9
REPORT: VB-760
3-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
3.1
GENERAL
The recommended procedures for coping with various types of emergencies and critical situations are provided by this section.
All of required (FAA regulations) emergency procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented.
Emergency procedures associated with supplements are provided by those optional systems and equipment which require handbook
Section 9 (Supplements).
The first portion of this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures.
These procedures are suggested as the described, but are not a substitute for sound best course of action for coping with judgment and common sense.
Since the particular emergencies condition rarely happen in modern aircraft, their occurrrence is usually unexpected and be obvious. Pilots should familiarize the best corrective action may not always themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.
Most basic emergency procedures, such as power off landings, are a normal part of pilot training.
Although but only these emergencies are discussed here, this information is not intended to replace such training, 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.
ISSUED: AUGUST 15, 1975
REPORT: VB-760
3-1
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
3-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPRATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
3.3 EMERGENCY PROCEDURES CHECK LIST
ENGINE FIRE DURING START
Starter
.
.
.
.
.
.
.
.
.
.
.
.
.
crank engine
..................idlecut-off
Mixture
......................open
Throttle
Electric fuel pump
Fuelselector
.
.
.
.
...................OFF
Abandon if fire continues
.
.
.
.
.
.
OFF
If power is not restored prepare for power off landing.
Trim for 87 MPH IAS (76 KTS IAS)
ENGINE POWER LOSS DURING TAKEOFF
If sufficient runway remains for a normal landing, land straight ahead.
If insufficient runway remains:
Maintain safe airspeed
Make only shallow turn to avoid obstructions
Flaps as situation requires
If sufficient altitude has been gained to attempt a restart:
Maintain safe airspeed
Fuel selector
.
.
.
.
.
.
.
.
.
.
.
.
.
switch to tank containing fuel
Electric fuel pump
.
.
.
Mixture
.................
Carburetorheat...................ON
.
.
.
.
.
.
check ON checkRICH
If power is not regained, proceed with power off landing.
ENGINE POWER LOSS IN FLIGHT
Fuel selector
.
.
.
.
.
.
.
.
.
.
switch to tank containing fuel
Electricfuelpump .................ON
Mixture .....................RICH
Carburetorheat ...................ON
Engine gauges
.
.
.
.
.
.
.
check for indication of cause of power loss
..................checklocked
Primer
If no fuel pressure is indicated, check position to be sure it is on a tank tank containing selector fuel.
When power is restored:
Carburetorheat..................OFF
Electric fuel pump
.
.
.
.
.
.
.
.
.
.
.
.
OFF
POWER OFF LANDING
Locate suitable field.
Establish spiral pattern.
1000 ft.
above field at downwind position for normal landing approach.
When field can easily be reached slow
IAS (66 KTS IAS) for shortest landing.
to 76 MPH
Touchdowns should normally possible airspeed with full flaps.
be made at lowest
When committed to landing:
Ignition
.
.
.
.
.
Masterswitch ...................OFF
.
Fuel selector
.
.
.
Mixture
.
.
.
.
.
.
.
Seat belt and harness
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF
.
.
.
.
.
.
.
.
.
.
.
OFF idle cut-off
.
.
tight
FIRE IN FLIGHT
..................check
Sourceoffire
Electrical fire
Masterswitch
(smoke in cabin):
...................OFF
Vents........................open
Cabin heat
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Land as soon as practicable.
OFF
Engine fire:
Magnetoswitch ..................OFF
Throttle ...................CLOSED
..................idlecut-off
Mixture
Fuel selector
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF
Electric fuel pump
.
.
.
.
.
.
.
.
.
.
.
check OFF
Masterswitch ...................OFF
Proceed with power off landing.
LOSS OF OIL PRESSURE
Land as soon as possible and investigate cause.
Prepare for power off landing.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
3-3
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
LOSS OF FUEL PRESSURE OPEN DOOR
Electric fuel pump
.
.
.
Fuel selector
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
check on full
.
.ON
tank
If both upper and lower latches are open, the door will trail slightly open and airspeeds will be reduced slightly.
HIGH OIL TEMPERATURE
Land at nearest airport and investigate
Prepare for power off landing.
the problem.
To close the door in flight:
Slow airplane to 100 MPH IAS
Cabin vents
.
.
.
.
.
.
.
.
.
Storm window
.
.
.
.
.
.
(87 KTS IAS)
.
.
.
.
.
.
.
.
.
.
.
.
.open
close
.latch
ALTERNATOR FAILURE
Verify failure
Reduce electrical
If upper latch is open
.
If lower latch is open
.
.
.
.
.
.
.
.
.
.
.
.
.open
top latch, push door further open and close rapidly.
Latch top latch.
load
Alternator circuit breakers
.
.
.
.
.
.
.
check
Alt switch
.
.
.
.
.
.
.
.
.
.
.
.
OFF (for 1 second), A slip in direction of open door will assist latching.
then on
If no output:
Alt switch
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF ENGINE ROUGHNESS
Reduce electrical load and land as soon as practical.
SPIN RECOVERY
Throttle
......................
Ailerons
....................
Rudder
.
.
.
.
Control wheel
Rudder
.
.
.
.
.
.
.
.
.
Control wheel
.
.
.
.
.
.
.
.
.
.
idle neutral
.
.
.
full opposite to direction of rotation
.full
.
.
.
.
forward
.
neutral (when rotation stops)
.as
required to smoothly regain level flight altitude
Carburetor heat
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.ON
If r.oughness continues after one min:
Carburetor heat
.
.
.
.
.
.
.
.
.adjust
MÏxture
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF for max.
smoothness
Electricfuelpump .................ON
Fuel selector
.
.
.
.
.
.
.
.
.
.
.
.
.
switch tanks
Engine gauges
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
check
Magneto switch
.
.
.
.
.
.
.
"L" then "R" then "BOTH"
If operation is satisfactory on on either one, continue that magneto at reduced power and full "RICH" mixture to first airport.
Prepare for power off landing.
REPORT:
3-4
VB-760 ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975 REPORT: VB-760
3-5
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
3-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
3.5
AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation.
3.7 ENGINE FIRE DURING START is
Engine fires during start are usually the result of overpriming.
The first attempt to extinguish the fire to try to start the engine and draw the excess fuel back into the induction system.
If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into the engine.
In either case (above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means.
The fuel selector valves should be "OFF" and the mixture at idle cut-off if an external fire extinguishing method is to be used.
3.9 ENGINE POWER LOSS DURING TAKEOFF of
The proper action the particular situation.
to be taken if loss of power occurs during takeoff will depend on the circumstances
If sufficient runway remains to complete a normal landing, land straight ahead.
If insufficient runway remains, maintain a safe airspeed and make only a shallow avoid obstructions.
Use of flaps depends on the circumstances.
Normally, turn if necessary to flaps should be fully extended for touchdown.
If sufficient altitude has been gained selector to attempt a restart, maintain a safe airspeed and switch the fuel to another tank containing fuel. Check the electric fuel pump to insure that it is "ON" and that the mixture is "RICH." The carburetor heat should be "ON." until
If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel the empty fuel lines are filled. This may require up to ten seconds.
tanks
If power is not regained, proceed with check list and paragraph 3.13).
the Power Off Landing procedure (refer to the emergency
ISSUED: AUGUST 15, 1975 REPORT: VB-760
3-7
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
3.11
ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored.
If power loss occurs at a low altitude, emergency landing (refer to paragraph 3.13).
An airspeed of at the first step is least 87 MPH IAS (76 to prepare for an
KTS IAS) should be maintained.
pump gauges
If altitude permits, switch
"ON." Move the fuel selector to another tank containing fuel and turn the electric fuel the mixture control to "RICH" and the carburetor heat to "ON." Check the engine for an indication of the cause of the power loss. Check to insure the primer is locked.
If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel.
When power is restored move fuel pump.
the carburetor heat to the "OFF" position and turn "OFF" the electric
If the preceding steps do not restore power, prepare for an emergency landing.
If time permits, turn and mixture control levers lean a mixture or if the ignition switch to "L" then to "R" then back to "BOTH." Move the throttle to different settings.
This may restore power if the problem is take some time to be used up, and allowing the engine too rich or too there is a partial fuel system restriction.
Try other fuel tanks.
Water in the fuel could to windmill may restore power. If power is due to water, fuel pressure indications will be normal.
until
If engine failure was caused by fuel exhaustion power will not be restored after switching fuel the empty fuel lines are filled. This may require up to ten seconds.
tanks
If power is not regained, proceed with check list and paragraph 3.13).
the Power Off Landing procedure (refer to the emergency
3.13
POWER OFF LANDING
(Air
If loss of power occurs at altitude, trim the aircraft for best gliding angle
Cond.
off) and look for a suitable field. If measures taken to restore
(87 MPH IAS/76 KTS IAS) 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.
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 feet above located a suitable field, establish a spiral pattern around this field. Try to be at 1000 the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow altitude to 76 MPH IAS (66 KTS IAS) with flaps down for the shortest landing.
Excess may be lost by widening your pattern, using flaps or slipping, or a combination of these.
Touchdown should normally be made at the lowest possible airspeed.
When committed to a landing, close the throttle control and shut "OFF" the master and ignition switches. Flaps may be used as cut-off.
desired.
The seat belts and shoulder
Turn harness the fuel selector valve
(if installed) should to "OFF" be and tightened.
move the mixture
Touchdown to should idle be normally made at the lowest possible airspeed.
REPORT: VB-760
3-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
3.15
FIRE IN FLIGHT of
The presence of fire is noted through smoke, smell and heat in the cabin. It is essential the fire be promptly identified through instrument readings, character of that the source the smoke, or other indications since the action to be taken differs somewhat in each case.
Check for the source of the fire first.
If an electrical fire is indicated cabin vents should be opened and possible.
(smoke in the cabin), the master switch should be turned "OFF." The the cabin heat turned "OFF." A landing should be made as soon as
If an engine fire is present, switch should be at idle cut-off.
In all cases, landing should be made immediately.
the the fuel selector to "OFF" and close the throttle.
The mixture heater and defroster should be "OFF." If the terrain permits, a
NOTE
The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in such an emergency.
3.17
LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete.
malfunction in the
A partial loss of oil pressure usually indicates oil pressure regulating system, and a landing should be made as soon as possible to a 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 problem is not a pressure gauge malfunction, nearest airport, and be prepared for a forced landing.
If the the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished.
Don't change power settings unnecessarily, as this may hasten complete power loss.
Depending on the circumstances, available, particularly if other it may be advisable to make an off airport landing while power is still indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
3-9
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
3.19
LOSS OF FUEL PRESSURE a full
If loss of fuel pressure occurs, tank.
turn "ON" the electric fuel pump and check that the fuel selector is on
If the problem is not an empty and fuel system checked.
tank, land as soon as practical and have the engine-driven fuel pump
3.21
HIGH OIL TEMPERATURE
An abnormally high oil oil cooler, damaged or temperature indication may be caused by a low oil level, an obstruction in the improper an appropriate airport and have baffle seals, a defective gauge, or other causes. Land as soon as practical the cause investigated.
at
A steady, rapid rise mechanic investigate in oil temperature is a sign of trouble.
Land at the nearest airport and let a the problem.
Watch the oil pressure gauge for an accompanying loss of pressure.
3.23
ALTERNATOR FAILURE
Loss of alternator output is detected following procedure, insure through zero reading on the ammeter.
that the reading is zero and not merely low by actuating
Before executing an electrically the powered device, such as assumed.
the landing light. If no increase in the ammeter reading is noted, alternator failure can be
The electrical load should be reduced popped circuit.
as much as possible. Check the alternator circuit breakers for a switch
The next step is condition (16.5
volts to attempt to reset and up) this procedure the overvoltage should return relay. This is accomplished the ammeter to a normal by moving reading.
the "ALT" to "OFF" for one second and then to "ON." If the trouble was caused by a momentary overvoltage
If the ammeter continues to indicate "O" output, or if the alternator the "ALT" switch, maintain minimum electrical load and land as soon as will not remain practical.
reset, turn off
All electrical load is being supplied by the battery.
3.25
SPIN RECOVERY the
Intentional spins are prohibited in throttle to idle and the ailerons to this neutral.
airplane.
If a spin is inadvertently entered, immediately move
Full rudder should forward.
When the then be applied opposite to the direction of rotation followed by control wheel full rotation stops, neutralize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude.
REPORT: VB-760
3-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 3
EMERGENCY PROCEDURES
3.27
OPEN DOOR
The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at both the top and bottom are remote.
However, should you forget the upper latch, or not fully engage the lower latch, partially open door open.
the door may spring partially open. This will usually happen at takeoff or soon afterward.
A door will not affect normal flight characteristics, and a normal landing can be made with the
If both upper and lower latches are open, slightly.
the door will trail slightly open, and airspeed will be reduced open push
To close the door in flight, slow the airplane the storm window.
If to 100 MPH IAS the door further open and close rapidly. Then secure
(87 the top latch.
KTS IAS), close the cabin vents and the top latch is open, latch it. If the lower latch is open, open the top latch,
A slip in the direction of the open door will assist in the latching procedure.
3.29
ENGINE ROUGHNESS
Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be accompanied by a slight loss of airspeed or altitude.
If too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required.
Turn carburetor heat on (See Note).
RPM will decrease slightly and roughness will increase. Wait for a decrease in engine roughness or an increase in
RPM, indicating ice removal. If no change in approximately one minute, return the carburetor heat to "OFF."
If the engine is still rough, adjust the mixture for maximum smoothness.
The engine will run rough if too rich or the other too lean. The electric fuel pump should be switched to "ON" and the fuel selector switched to tank to see if fuel contamination is the problem.
Check the engine gauges for abnormal readings.
If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to "L" then to "R," then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced power, with mixture full "RICH," to a landing at the first available airport.
If roughness persists, prepare for a precautionary landing at pilot's discretion.
NOTE
Partial carburetor heat may be worse
When using carburetor heat, when ice than no heat at all, since it may partially melt ice, which will refreeze in therefore, is removed return the control the intake system.
always use full heat, and to the full cold position.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
3-11
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
3-12
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph
No.
4.1
4.3
4.5
General..................................................
AirspeedsforSafeOperations.....................................
NormalProceduresCheckList
....................................
4.7
Amplified Normal Procedures (General)
.
.
.
4.9
PreflightCheck
...............................
4.11
BeforeStartingEngine
.........................
4.13
StartingEngine
.............................................
4.15
Warm-Up...................................
4.17
Taxiing............................
4.19
GroundCheck..........
4.21
BeforeTakeoff
.............................
4.23
Takeoff
....................................
..........
4.25
Climb
...................................................
4.27
4.29
Cruising
.................................................
ApproachandLanding
.........................................
4.31
StoppingEngine
............................................
4.33
Parking
..................................................
4.35
4.37
4.39
Stalls
................
TurbulentAirOperation
........................................
WeightandBalance
...........................................
...................................
.
.
.
.............
.....................
.
.
.
...............
.
............
.
.
.....
...
............
..........
.........
.........
.
.
.
.
.
Page
No.
.
4-11
4-11
4-12
4-12
4-13
4-13
4-14
4-14
4-1
4-1
4-3
4-7
4-7
4-8
4-9
4-11
4-15
4-15
4-16
4-16
REPORT: VB-760
4-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section clearly describes the recommended procedures for the conduct of normal operations for the Cherokee Archer II. All of the required (FAA regulations) procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements).
These procedures are provided on procedures which are not procedures given in this section the same for all aircraft.
Pilots should familiarize themselves with the in to present a source of reference order to become proficient in the and review and normal operations to supply information of the airplane.
The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems.
The remainder of the section is devoted information and explanations of to amplified normal procedures which provide detailed the procedures and how to perform them.
This portion of the section is not intended for use as should be used for an in-flight reference this purpose.
due to the lengthly explanations.
The short form check list
4.3
AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are figures are for standard airplanes those which are significant to the safe operation of the flown at gross weight under standard conditions at sea level.
airplane.
These
Performance for a specific airplane may vary from published figures depending upon installed, the condition of the engine, airplane and equipment, atmospheric conditions the equipment and piloting technique.
(a) Best Rate of Climb Speed (IAS)
(b) Best Angle of Climb Speed (IAS)
(c) Turbulent Air Operating Speed (IAS)
(d) Landing Approach Speed (IAS)
(e) Maximum Demonstrated Crosswind Velocity
87 MPH
74 MPH
127 MPH
76 MPH
20 MPH
( 76 KTS)
( 64 KTS)
(110 KTS)
( 66 KTS)
( 17 KTS)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-1
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE
INTENTIONALAY LEFT BLANK
REPORT: VB-760
4-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II e e e e e e e e
SECTION 4
NORMAL PROCEDURES e e
WALK-AROUND
Figure 4-1
4.5
NORMAL PROCEDURES CHECK LIST Pitot head
.
.
.
.
.
.
.
.
.
PREFLIGHT CHECK
Control wheel
.
.
.
.
.
Masterswitch ....................ON
.
.
.release
belts
Fuel quantity gauges
.
.
Masterswitch ...................OFF
Ignition ......................OFF
.
.
.
.
.
check
Exterior
.
.
.
.
.
.
.
.
check for damage
Control surfaces
.
.
.
.
.
check for interference free of ice, snow, frost
.............checkforinterference
Hinges
Wings
.
Stall warning
.'.
.
.
.
.
.
free of ice, snow, frost
.
.
.
.
.
.
check
Windshield
.
.
.
.
.
Propeller and spinner
.
.
.
.
Fuel and oil
.
.
.
.
.....................checklevel
Oil
Dipstick
.
.
Cowling
.....................secure
.
.
.
.
Inspectioncovers
................secure
Airinlets...........
Alternator belt
.
.
.
Tow bar and control locks
.
Baggage
.
.
.
.
.
.
.
.
.
Navagation lights
.
.
.
.
.
.
.
check
Fuel tanks
.
.
.
.
.
.
.
.
.
.
.
.
check supply visually secure caps
.................drain
Fueltanksumps
Fuel vents
.
Main gear struts
.
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.proper
.open
Tires
.
.
Brake blocks
.
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inflation
.
.
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.
(4.50
in.) Required papers
.
.
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.
check
.
Seat belts and harness
.
.
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.
.
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.
.
check
Baggage door
.
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.
Fuelstrainer....................drain
Primary flight controls
.
.
Cabin doors
.
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.
Nose wheel tire
.
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Nose gear strut
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..........ciear
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inflation
.
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.
.properly
.
.
.
.
remove cover holes clear
.clean
.
.
.
.
.
.
.
.
check check for leaks
.
.proper
seated check
(3.25
in.)
.check
.
.
tension
.
.
.
stow stowed properly secure close and secure
.
.
.proper
operation close and secure
.
.
on board fastened check inertia reel
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-3
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
BEFORE STARTING ENGINE STARTING WITH EXTERNAL POWER SOURCE
Brakes ........................set
Carburetor heat
.
.
.
.
.
.
.
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.
.
.
.
full COLD
Fuel selector
.
.
.
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.
.
desired
STARTING ENGINE WHEN COLD tank
Masterswitch ...................OFF
Terminals
.
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.
Plug
.
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.
.
.insert
.
.
.
.
connect in fuselage
Masterswitch ....................ON
Proceed with normal start
Master switch
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF
.................disconnectfrom
Plug
.1/4"
Throttle
.
.
.
.
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.
.
.
.
.
.
.
.
.
.
Master switch
.
.
.
.
.
.
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.
.
Electricfuelpump
.
.
..
.
..
.
..
Mixture
.
.
..
.
.
..
..
.
..
.
.
.
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.
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.
.
.
.
.
.
.ON
..fullRICH
.engage
open
.ON
Starter
..
.
..
.
...
.....................adjust
Throttle
...................check
Oilpressure
..
.
..
.
.
.
.
..
.
Master switch
.
.
.
.
.
.
.
.
fuselage
.ON
check ammeter
Oilpressure
..
.
.
.
.
..
.
..
.
..
.
...
.
check
WARM-UP
Throttle
........
......800tol200RPM
If engine does not start within 10 sec. prime and repeat starting procedure.
TAXIING
.removed
STARTING ENGINE WHEN HOT
Electricfuelpump
..................idlecut-off
Mixture
...................1/2"open
Throttle
Masterswitch ....................ON
.,...............ON
......................engage
Starter
Mixture
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
advance
.....................adjust
Throttle
...................check
Oilpressure
Chocks
.
.
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.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Taxiarea......................clear
.,................applyslowly
Throttle
......................check
Brakes
.....................check
Steering
GROUND CHECK
Throttle ..................2000RPM
Magnetos
.
.
.
.
.
.
.
.
.
.
.
.max.
drop 175 RPM
STARTING ENGINE WHEN FLOODED
-max.
diff. 50 RPM
Vacuum
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
5.0" Hg.±.1
Throttle
...................
Master switch
Electric fuel pump
..................idlecut-off
Mixture
.
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openfull
.
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Oiltemp
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.
.
check
...................check
Oilpressure
.ON
Air conditioner
.
.
.
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.
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.
.
.
.
.
.
check
.press-to-test
.
.
OFF Annunciator panel
.
.
.
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.
.
.
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.
.
.................check
Carburetorheat
.engage
Starter
.
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Mixture
.
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.
.
.
.
advance
.....................retard
Throttle
...................check
Oilpressure
Engine is warm for takeoff when throttle can be opened without engine faltering.
Electricfuelpump
Fuelpressure
..................check
................OFF
REPORT: VB-760
4-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF SOFT FIELD
Masterswitch ....................ON
Flight instruments
.
.
.
.
.
.
.
.
.
.
.
.
.
check
.proper
Fuel selector
.
.
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tank
Electric fuel pump
.
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.
.ON
Engine gauges
.
.
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.
.
check
Carburetor heat
.
.
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.
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.
.
OFF
.erect
Seat backs
.
.
.
.
.
.
.
.
.
.
.
.
.......................set
Mixture
.
Belts/harness
.
.
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.
.
.fastened
Empty seats
.
.
.
.
.
.
.
.
.
.
.
.
.
seat belts snugly fastened
.........................set
Flaps
.......................set
Trimtab
Controls
......................
Doors
.....................
Air conditioner
.
.
.
.
.
.
.
.
.
.
.
.
.
.
free latched
.
OFF
...............25°(secondnotch)
Flaps
Accelerate to 47-56 MPH IAS (41 to 49 KTS IAS) depending on aircraft weight
Control wheel
.
.
.
.
.
.
.
.
.
back pressure to
After rotate breaking ground, accelerate to climb attitude to 52-62 MPH
IAS weight
(45 to 54 KTS IAS) depending on aircraft
Accelerate
MPH IAS to best flaps up rate of climb speed 87
(76 KTS IAS)
.retract
Flaps
.
.
.
.
.
.
.
.
.
.
.
.
.
.
slowly
CLIMB
TAKEOFF
NORMAL
Best rate
Best angle
(flaps up)
.
.
.
.
.
.
.
.
.
.
87 MPH IAS
(76 KTS IAS)
(flaps up)
.
.
.
.
.
.
.
74 MPH IAS
Enroute
................
(164 MPH IAS)
100MPHIAS
Electricfuelpump
..............
(87 KTS IAS)
OFFat desiredaltitude
.........................set
Flaps
Tab ..........................set
Accelerate to 60 to 75 MPH IAS (52 to 65 KTS
IAS)
Control wheel
.
.
.
.
.
.
.
.
.
.
back pressure rotate to climb attitude to
CRUISING
Reference performance charts and Avco-Lycoming
SHORT FIELD, OBSTACLE CLEARANCE
...............25°(secondnotch)
Operator's Manual.
Normal max power
.
.
.
.
.
.
.
.
.
.
.
Power
.
.
.
.
.
.
.
.
.
set per power
.....................adjust
.
Mixture Flaps
Accelerate to 47-56 MPH IAS (41 to 49 KTS IAS) depending on aircraft weight
Control wheel
.
.
.
.
.
.
.
.
.
back pressure to APPROACH AND LANDING
After breaking ground, accelerate
IAS (45 to 54 KTS IAS) rotate to climb attitude to 52-62 MPH Fuel selector
.
.
.
.
.
.
.
.
.
.
.
.
.
depending on aircraft
Seat backs
.
.
.
.
.
.
.
.
.
.
weight Belts/harness
.
.
.
.
.
.
.
.
.
.
.
.
.
.proper
.
.
.
.
.erect
75% table tank fasten
Accelerate
MPH IAS to best flaps up angle of climb speed 74 Electric fuel pump
.
.
.
.
.
.
(64 KTS IAS), slowly retract the flaps Mixture
.
.
.
.
.
.
.
.
.
.
.
Flaps
.
.
.
.
.
.
.
.
.
.
.set
and climb past the obstacle.
Accelerate
MPH IAS to best flaps up rate of climb speed 87
(76 KTS IAS) Air conditioner
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.ON
set
115 MPH IAS
(100 KTS IAS) max
.
.
.
.
.
.
OFF
Trim to 86 MPH IAS (75 KTS IAS)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-5
SECTION 4
NORMAL PROCEDURES
STOPPING ENGINE
.......................retract
Flaps
Electric fuel pump
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF
Air conditioner
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
OFF
Radio's.......................OFF
.....................fullaft
Throttle
..................idlecut-off
Mixture
Magnetos .....................OFF
Masterswitch ...................OFF
PARKING
....................set
Parkingbrake
Control wheel
.
.
.
.
.
.
.
.
.
.
.
secured with belts
.....................,.fullup
Flaps
Wheel chocks
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
in place
Tiedowns ....................secure
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
REPORT:
4-6
VB-760 ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
4.7
AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs procedures necessary for are provided to supply detailed information and explanations of the normal the safe operation of the airplane.
4.9
PREFLIGHT CHECK
The airplane should be given a thorough preflight and walk-around check.
The preflight should include a check of the airplane's operational status, computation of weight and in-flight performance.
A weather briefing should be obtained for the
C.G. limits, intended flight takeoff distance and path, and any other factors relating to a safe flight should be checked before takeoff.
Upon entering the cockpit, release the seat belts securing the control wheel.
Turn "ON" the master switch and check the fuel quantity gauges for sufficient fuel.
After the fuel quantity check is made tum the master switch "OFF" and the ignition switch "OFF."
To begin the exterior walk-around, check for extemal damage and operatioñal interference of the control surfaces or hinges. Insure other foreign materials.
that the wings and control surfaces are free of snow, ice, frost or any
An operational check of
"ON," lifting the stall warning system should now be made by tuming the master switch the detector and checking to determine if the hom is actuated.
The master switch should be returned to the "OFF" position after the check is complete.
The next step is
Return to check the navigation lights. The master switch must be "ON" for this check.
the master switch to "OFF" after this check is complete.
A visual check of and visually check the fuel tank quantity should be performed.
Remove the filler cap from each tank the supply and color.
Be sure to secure the caps properly after the check is complete.
The fuel system should be drained daily prior accumulation of water or sediment.
Each fuel to the first flight and after refueling to avoid the tank is equipped with an individual quick drain located at the lower inboard rear comer front lower corner of of the tank.
The fuel strainer is equipped with a quick drain valve located on the the fire wall.
It is important that the fuel system be drained properly.
Open the quick drain valve with the fuel selector valve on one tank and allow fuel to flow for a few seconds. Place a container under the drain and examine the contents for sediment and water.
close
When enough fuel has flowed to ensure that the lines and strainers are free of water and sediment, the drain and dispose of the contents of the container.
Repeat the procedure with the fuel selector valve changed to the other tank.
CAUTION
When draining any amount of fuel, care should be that no fire hazard exists before starting engine.
taken to insure
After using the quick drain, it should be checked to make sure it has closed completely'and is not leaking.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-7
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Check all of the fuel tank vents to make sure they are open.
Next, a complete
There should be check of the landing gear.
Check the main gear shock struts for proper inflation.
4.50 inches of strut exposure under a normal static load.
The nose gear should be checked for 3.25
visual inches of strut exposure.
Check all tires for cuts and wear and insure proper inflation. Make a check of the brake blocks for wear or damage.
sure
Remove the cover from the pitot head on the holes are open and clear of obstructions.
the underside of the left wing.
Check the pitot head to make
Don't forget to clean and check the windshield.
The propeller and spinner should be checked for defects or nicks.
Lift dipstick the cowling and check for any obvious fuel or oil leaks.
Check the oil level.
Make sure that the has properly seated after checking.
Secure the cowling and check the inspection covers.
Check the air inlets for foreign matter and the alternator belt for proper tension.
Stow the tow bar and check doors should be closed and secure.
the baggage for proper storage and security.
The baggage compartment
Upon entering the aircraft, ascertain that all primary flight controls operate properly.
Close and secure the fore and aft cabin doors and check that all the required papers are in order and in the airplane.
on
Fasten the strap.
the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply
4.11
BEFORE STARTING ENGINE
Before starting the engine the brakes should be set "ON" and full COLD position.
The fuel selector should then be moved to the the desired carburetor tank.
heat lever moved to the
REPORT: VB-760
4-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II NORMAL
SECTION 4
PROCEDURES
4.13
STARTING ENGINE
(a) Starting Engine When Cold
Open the throttle lever approximately 1/4 inch. Turn "ON" the master switch and the electric fuel pump.
Move the mixture control to full "RICH" and engage the starter by rotating the magneto switch clockwise and pressing in. When the engine fires, release the magneto switch, and move the throttle to the desired setting.
If the engine does not fire within five to ten seconds, disengage the starter, prime the engine and repeat the starting procedure.
(b) Starting Engine When Hot
Open the throttle approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump.
Move the mixture control lever magneto switch clockwise and pressing in.
to idle cut-off and engage
When the engine fires, the release starter by rotating the magneto the switch, advance the mixture and move the throttle to the desired setting.
(c) Starting Engine When Flooded
The throttle lever should be full "OPEN." Tum "ON" the master switch and turn "OFF" the electric fuel pump.
Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise and pressing in. When the engine fires, release the magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With Extemal Power Source
An optional extemal battery feature called the Piper External Power (PEP) allows the operator to use an to crank the engine without having to gain access to the airplane's battery.
Tum the airplane master switch "OFF." Connect the RED lead of the PEP kit jumper cable to the POSITIVE
NEGATIVE
(+) terminal of an extemal 12-volt battery and the BLACK lead to the
(-) terminal.
Insert the plug of the jumper cable to the socket located on the fuselage.
Tum "ON" procedure.
the airplane master switch and proceed with the normal engine starting from
After the engine has started, turn the master switch "OFF" and disconnect the jumper cable the airplane.
Return the master switch to the "ON" position and check the altemator ammeter for an indication of output.
DO
INDICATION OF ALTERNATOR OUTPUT.
NOT ATTEMPT FLIGHT IF THERE IS NO
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-9
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated within longer thirty seconds, stop the engine and determine the trouble.
In cold weather it will take a few seconds to get an oil pressure indication.
If the engine has failed to start, refer to the Lycoming Operating
Handbook, Engine Troubles and Their Remedies.
Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.
REPORT: VB-760
4-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
-
ISSUED: AUGUST 15, 1975
SECTION 4
NORMAL PROCEDURES
4.15
WARM-UP
Warm-up minutes the engine at 800 to 1200 RPM for not more than two minutes in warm weather and four in cold.
Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as opened fully without backfiring the ground check is completed, or skipping, and without a reduction in provided engine that the oil pressure.
throttle may be
Do not operate the engine at high RPM when running up or stones, gravel or any loose material taxiing over ground containing loose that may cause damage to the propeller blades.
·4.17
TAXIING
Before attempting qualified person authorized to taxi the airplane, ground personnel should be instructed and approved by a by the owner.
Ascertain that the propeller back blast and taxi areas are clear.
Power should determine be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to their effectiveness.
While taxiing, make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when observer outside the airplane.
taxiing near buildings or other stationary objects. If possible, station an
Avoid holes and ruts when taxiing over uneven ground.
Do not operate stones, gravel or any the engine at high RPM when running up or taxiing over ground containing loose loose material that may cause damage to the propeller blades.
4.19
GROUND CHECK
The magnetos should be checked at 2000
RPM and
RPM.
Drop off on either magneto should not exceed 175 the difference between the magnetos should not exceed 50 RPM.
Operation on one magneto should not exceed 10 seconds.
Check the vacuum gauge; the indicator should read 5.0" ±
.1"
Hg at 2000 RPM.
Check is being run takeoff.
both oil temperature and oil pressure.
The for the first temperature may be low for some time if the engine time of the day, but as long as the pressure is within limits the engine is ready for
Check the annunciator panel lights with the press-to-test button.
Also check the air conditioner.
and
Carburetor heat should also be checked prior to takeoff to be sure the control is operating properly to clear any ice which may have formed during taxiing.
Avoid prolonged ground operation with carburetor heat "ON" as the air is unfiltered.
The electric fuel pump should be turned "OFF" after starting or during warm-up to make sure that the engine driven pump is operating.
Prior to takeoff the electric pump should be turned ON again to prevent loss of power during takeoff should the engine driven pump fail. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering.
REPORT: VB-760
4-11
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
4.21
BEFORE TAKEOFF
All aspects of each particular takeoff should be considered prior to executing the takeoff procedure.
Turn "ON" fuel selector the master switch and check and set all of the flight instruments as required.
Check the to make sure it is on the proper tank (fullest).
Turn "ON" the engine gauges.
The carburetor heat should be in the "OFF" position.
the electric fuel pump and check
All seat backs should be erect.
The mixture should be set and snugly around the empty seats.
the seat belts and shoulder harness fastened.
Fasten the seat belts
Exercise and set the flaps and trim tab.
Insure proper flight control movement and response.
All doors should be properly secured and latched.
On air conditioned models, the air conditioner must be "OFF" to insure normal takeoff performance.
4.23
TAKEOFF
The normal takeoff technique is conventional for the Cherokee Archer II.
The tab should be set slightly aft of neutral, with to accelerate to 60 to 75 MPH IAS back on the exact setting determined by the loading of the airplane.
Allow the airplane
(52 to 65 KTS IAS) depending on the control wheel to rotate to climb attitude.
the weight of the aircraft and ease
The procedure used for slightly from aircraft a short field depending on aircraft weight.
Continue
MPH IAS takeoff with an obstacle clearance or a soft the normal technique.
The flaps should be lowered to 25° to accelerate to 47 to 56 MPH IAS
(second notch).
field takeoff
Allow the differs aircraft
(41 to 49 KTS IAS) depending on the aircraft weight and rotate the to climb attitude.
After breaking ground, accelerate to 52-62 MPH IAS (45 to 54 KTS IAS), to climb while accelerating to the flaps-up rate of climb speed, 87
(76 KTS IAS) if no obstacle is present or 74 MPH IAS (64 KTS IAS) if obstacle clearance is a consideration.
Slowly retract the flaps while climbing out.
REPORT:
4-12
VB-760 ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
4.25
CLIMB
The best rate of climb at gross weight will be obtained at 87 MPH IAS of climb may reduced somewhat.
For climbing en route, a speed of 100 will produce be obtained at 74 MPH IAS (64 KTS IAS). At better forward speed and increased visibility over lighter
MPH IAS than
(87
(76 KTS IAS).
The best angle gross weight
KTS IAS) these speeds are is recommended.
the nose during the climb.
This
When reaching the desired altitude, the electric fuel pump may be turned off.
=‡.27
CRUISING
The cruising speed of altitude, the Cherokee Archer II is determined by many factors, including power setting, temperature, loading and equipment installed in the airplane.
The normal maximum cruising power is 75% of the rated horsepower may be obtained at various altitudes and power settings can provided by Section 5.
of the engine.
Airspeeds which be determined from the performance graphs
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 ft. altitude and at pilot's discretion at lower altitudes when 75% power or less is being used. If any doubt exists as to amount of power
5000 feet.
the being used, the mixture should be in the full "RICH" position for all operations under
To lean indicating the mixture, disengage the lock and pull the mixture control until the engine becomes rough, that the lean mixture limit has been reached in the leaner cylinders.
Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth.
If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of
Manual." leaning is available to the pilot.
For this procedure, refer to the "Avco-Lycoming Operator's
In order to keep alternately from each the airplane in best lateral trim during cruise flight, the fuel should be used tank at one hour intervals.
should
Always remember that the electric fuel pump should be turned "ON" before switching tanks, and be left on for a short period thereafter.
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 takeoff, then the other tank be used for two hours; then return to the first tank, which will have approximately one and one half hours of fuel remaining if the tanks were full at takeoff.
The second tank will contain approximately one half hour of fuel. Do not run tanks completely dry in flight.
The electric fuel pump should be normally "OFF" so that any malfunction of the engine driven fuel pump is immediately apparent.
If signs of fuel starvation should occur at any time during flight, fuel exhaustion should be suspected, at which time the fuel selector should be immediately positioned to the other tank and the electric fuel pump switched to the "ON" position.
ISSUED: AUGUST 15, 1975
REPORT: VB-760
413
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
4.29
APPROACH AND LANDING seat
Check to insure the fuel selector is on the proper belts and shoulder harness should be fastened and
(fullest) tank and that the seat backs are erect. The the inertia reel checked.
Turn "ON" the electric fuel pump and turn "OFF" the air conditioner.
The mixture should be set in the full "RICH" position.
The airplane should be extended.
The flaps can trimmed to an approach speed of about 86 MPH IAS be lowered at speeds up to l 15 MPH IAS
(75 KTS IAS) with flaps
(100 KTS IAS), if desired.
should
The mixture control should be kept in full "RICH" position be necessary to open the throttle indication of carburetor icing, since the again.
Carburetor heat use of carburetor heat to insure maximum acceleration if it should not be causes a reduction applied unless in there is power which may an be critical in case of a go-around.
Full throttle operation with carburetor heat on is likely to cause detonation.
The amount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according generally good practice to the landing surface and conditions of wind and airplane loading.
It is to contact the ground at the minimum possible safe speed consistent with existing conditions.
Normally, maintain tank, and electric the best technique for short and slow landings is to use full flap and enough power to the desired airspeed and approach flight path.
Mixture should be full "RICH," fuel on fuel pump
"ON." Reduce the stalling speed.
After ground contact hold the speed during the flareout and contact the the fullest ground close to down, gently lower the nose wheel off as long as possible.
As the airplane slows the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the wind conditions, particularly control wheel, putting than normal speeds with partial or no flaps.
most of the aircraft in strong crosswinds, it may be desirable weight on the main wheels.
In high to approach the ground at higher
4.31
STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and conditioner and radios should be the electric fuel pump turned "OFF." The air turned "OFF," and the engine stopped by disengaging the mixture control lock and pulling the mixture control back to idle cut-off.
The throttle should be left full aft to avoid engine vibration while stopping.
Then the magneto and master switches must be turned "OFF."
REPORT: VB-760
4-14
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
4.33
PARKING
If necessary, secured by looping the airplane should be moved provided with each airplane and secured behind on the ground with the aid of the nose wheel tow bar the rear seats.
The aileron and stabilator controls should be the safety belt through the control wheel and pulling it snug. The flaps are locked when in the "UP" position and should be left retracted.
Tie downs can be secured position by its connections to rings provided under each wing and to the tail skid. The rudder is held in to the nose wheel steering and normally does not have to be secured.
4.35
STALLS
The stall characteristics of the Cherokee Archer II are conventional.
An approaching stall is indicated by a stall warning horn airframe buffeting which is activated between and gentle pitching may also precede five and the stall.
ten miles per hour above stall speed. Mild
The gross weight stalling speed of the Cherokee Archer II with power off and full flaps is 61 MPH CAS
(53 KTS CAS).
With the flaps up this speed is increased 7 MPH (6 KTS).
Loss of altitude during stalls varies from 100 to 350 feet, depending on configuration and power.
The following performance figures were obtained conditions indicated with during FAA type tests and may be realized under the airplane and engine in good condition and with average piloting technique.
101 performance is given for 2550 pounds.
Stall speeds at lower weights will be correspondingly less.
Stalling speeds, in mph and knots, power off, versus angle of bank (calibrated airspeed):
Angle of Bank
Flaps Up MPH
KTS
Flaps Down MPH
KTS
0°
68
59
61
53
20°
70
61
40°
78
68
50°
85
74
60°
96
83
NOTE
The stall warning system is inoperative with
"OFF." the master switch
During preflight, the stall warning system should be checked by turning the master switch "ON," lifting the detector and checking to determine if the horn is actuated.
The master switch should be returned to the "OFF" position after the check is complete.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
4-15
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
4.37
TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, caused or of by gusts and to allow distractions caused by the airspeed be reduced to maneuvering speed to reduce the structural loads for inadvertent the conditions.
speed build-ups which may occur as a result of the turbulence
4.39
WE[GHT AND BALANCE
It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.
For weight and balance data, refer to.Section 6 (Weight and Balance).
REPORT: VB-760
4-16
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph
No.
5.1
5.3
5.5
5.7
Page
No.
General..................................................
5-1
Introduction to Performance and Flight Planning
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
5-1
FlightP1anningExample
........................................
5-3
PerformanceGraphs
..........................................
5-9
ListofFigures............................................
5-9
REPORT: VB-760
5-1
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
5.1
GENERAL
All of
Cherokee the required (FAA regulations) and complementary performance information applicable to the
Archer II is provided by this section.
Performance information associated with handbook supplements is provided by those optional
Section 9 (Supplements).
systems and equipment which require
5.3 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING
The performance information presented in corrected this section is based on measured
Flight Test Data to I.C.A.O.
standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.
The performance proficiency charts or mechanical are unfactored deterioration of following the stated procedures and do not make any allowance for varying degrees of pilot the aircraft.
This performance, however, can be duplicated by in a properly maintained airplane.
Effects of conditions not considered soft or grass runway surface on range performance.
Endurance takeoff and landing performance, can flow and quantity checks are recommended.
on the charts must be evaluated or by the pilot, such as the effect of the effect of winds aloft on cruise and be grossly affected by improper leaning procedures, and inflight fuel
REMEMBER!
To get chart performance, follow the chart procedures.
using
The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan the performance charts in this section. Each chart includes its own example to show how it is used.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
5-1
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
5-2
VB-760
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 5
PERFORMANCE
5.5
FLIGHT PLANNING EXAMPLE
(a) Aircraft Loading
The first step in planning by utilizing our flight is to calculate the airplane weight and center of gravity the information provided by Section 6 (Weight and Balance) of this handbook.
Figure
The basic empty weight for the airplane as delivered from the factory has been entered in to the airplane have been made effecting weight and balance, reference
6-5.
If any alterations to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-13) and the C.G.
Range and
Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position.
After proper utilization of for consideration in the information our flight planning example.
provided we have found the following weights
The landing weight cannot be established
[refer
item (g)(l)
.
(1) Basic Empty Weight determined until the weight of the fuel
(2) Occupants (2 x 170 lbs)
(3) Baggage and Cargo
(4) Fuel (6 lb/gal x 50)
(5) Takeoff Weight
(6) Landing Weight
(a)(5) minus (g)(l), (2400 lbs. minus 135 lbs.) to be used has been
1400 lbs.
340 lbs.
360 lbs.
300 lbs.
2400 lbs.
2265 lbs.
Our takeoff weight is below the maximum of 2550 lbs. and our weight and balance calculations have determined our
C.G.
position within the approved limits.
(b) Takeoff and Landing
Now that we have determined our aircraft loading, we must consider all aspects of our takeoff and landing.
All of the existing conditions at evaluated and maintained the departure and destination airport must be acquired, throughout the flight.
Apply the departure airport conditions and takeoff weight to the appropriate Takeoff
Performance graph (Figure 5-5 or
5-7) takeoff and/or the barrier distance.
to determine the length of runway necessary for the
The landing conditions at distance calculations are performed in the same manner using the destination airport and, when established, the landing weight.
the existing
ISSUED: AUGUST 15, 1975 REPORT: VB-760
5-3
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
The conditions and calculations for our example flight are listed below. The takeoff and landing lengths.
distances required for our example flight have fallen well below the available runway
(1) Elevation
(2) Temperature
(3) Wind Component
(4) Runway Length Available
(5) Runway Required
Departure
Airport
2000 ft.
70°F
8 KTS
7000 ft.
1950 ft.*
Destination
Airport
2300 ft.
70°F
5 KTS
4500 ft.
1290**
NOTE
The remainder of the performance charts used in this flight plan example assume a no wind condition.
must be considered by the
The effect of winds aloft pilot when computing climb, cruise and descent performance.
(c) Climb
The next step in our flight plan is to determine the necessary climb segment components.
The variables desired cruise altitude and corresponding cruise to be considered in determining temperature values are the first the climb components from the Time, Distance, and
Fuel to Climb graph (Figure 5-11). After the time, distance and fuel for the cruise altitude and temperature values have been established, apply the existing conditions at the departure field to graph (Figure 5-1 1).
Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise elevation.
of
The remaining values are the true fuel, distance and time components for the climb segment the flight plan corrected for field altitude and temperature.
The following values were determined from example.
the above instructions in our flight planning
(1) Cruise Altitude
(2) Cruise Altitude Temperature
(3) Time to Climb (12.5
min. minus 4.5 min.)
(4) Distance to Climb (20.5
miles minus 7.5 miles)
(5) Fuel to Climb (3 gal. minus l gal.)
6000 ft.
55°F
8 min.***
13 miles***
2 gal.***
*reference
**reference
***reference
Figure
Figure
Figure
5-5
5-29
5-11
REPORT: VB-760
5-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SEC TION 5
PERFORMANCE
(d) Descent
The descent data will be determined prior for establishing the total cruise distance.
to the cruise data to provide the descent distance for at
Utilizing the cruise altitude and temperature we determine the basic time, distance and fuel descent (Figure 5-25). These figures must be adjusted for the field elevation and temperature the destination airport.
To find the necessary adjustment values, use the existing altitude and temperature conditions at the destination airport as variables to find the time, distance and fuel values from the graph (Figure 5-25). Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true time, distance and fuel values needed for the flight plan.
The values obtained by proper utilization of example are shown below.
the graphs for the descent segment of our
(1) Time to Descend (17 min. minus 10.5 min.)
(2) Distance to Descend (40.5
miles minus 25.5
miles)
(3) Fuel to Descend (1.7
gal. minus 1 gal.)
6.5
min.*
15 miles*
.7
gal.*
(e) Cruise
Using distance the total distance to be traveled during the flight, subtract the previously calculated to climb and distance to descend to establish the total cruise distance.
Refer to the appropriate established
Avco Lycoming Operator's Manual when selecting altitude and the cruise power setting. The temperature values and the selected cruise power should now be utilized to determine the true airspeed from the appropriate Speed Power graph (Figure 5-15 or 5-17).
Calculate the cruise fuel flow for the cruise power setting from the information provided by the Avco Lycoming Operator's Manual.
fuel
The cruise time is found by dividing the cruise distance by the cruise speed and the cruise is found by multiplying the cruise fuel flow by the cruise time.
The cruise calculations established for the cruise segment of our flight planning example are as follows:
(1) Total Distance
(2) Cruise Distance
(e)(l) minus (c)(4) minus (d)(2),(360 miles minus
13 miles minus 15 miles)
360 miles
(3) Cruise Power
(4) Cruise Speed
(5) Cruise Fuel
(6) Cruise Time
'
(e)(2) divided by (e)(4),(332 miles divided by 127 MPH)
(7) Cruise Fuel
(e)(5) multiplied by (c)(6),(7.6
GPH multiplied by 2.62
hrs.)
332 miles
65% rated power
127 MPH TAS**
7.6 GPH
2.62
hrs.
19.8
gal.
*reference
**reference
Figure 5-25
Figure 5-17
ISSUED: AUGUST 15, 1975 REPORT: VB-760
5-5
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(f) Total Flight Time cruise
The total flight time is determined by adding the time to climb, the time to descend and the time.
Remember!
The time values taken from the climb and descent graphs are in minutes and must be converted to hours before adding them to the cruise time.
The following flight time is required for our flight planning example.
(1) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6),(.13
hrs. plus
.11
hrs. plus 2.62
hrs.) 2.86
hrs.
(g) Total Fuel Required cruise
Determine the total fuel required by adding the fuel to climb, the fuel to descend and the fuel. When the total fuel (in gallons) is determined, multiply this value by 6 lb/gal to determine the total fuel weight used for the flight.
The total fuel calculations for our example flight plan are shown below.
(1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7),(2 gal. plus
.7
gal. plus 19.8
gal.)
(22.5
gal. multiplied by 6 lb/gal.)
22.5
gal.
135 lbs.
REPORT: VB-760
5-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 5
PERFORMANCE
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975
REPORT: VB-760
5-7
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
5-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
5.7
PERFORMANCE GRAPHS
LIST OF FIGURES
Figure
No.
5-1
5-3
5-5
5-7
Airspeed System Calibration
.
.
.
StallSpeeds
...............
Flaps Up Takeoff Performance
.
.
25°FlapsTakeoffPerformance.............
5-9 ClimbPerformance
.....................
5-11 Time, Distance and Fuel
5-13 Engine Performance
.
to
.
.
Climb
.
.
.
.
.
.
.
.
...
.
.
.
.
.
.
.
...
.
.
.....
5-15 Speed Power Performance Cruise
5-17 Speed Power Economy Cruise
.
.
.
.
.
.
.
5-19 BestPowerMixture-Range
5-21 BestEconomyMixture-Range
5-23 Endurance
.............................
..................
....................
5-25 Time, Distance and Fuel
5-27 GlideRange
...................
5-29 LandingPerformance..........
.
.
.
.
.....
.....
.
.
.
to Descend
.
.
.
.
.
.
.
.
.
.
.
...
.
.
.
...
......
.
......
...
.
..
.
.
.
.
.
..
..
.
.
.
.............
............
.
.
..
.
.
.........
.
.
.........
.
.
.
.
........
........
........
.......
.
.
.
SECTION 5
PERFORMANCE
Page
No.
.
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
ISSUED: AUGUST 15, 1975 REPORT: VB-760
5-9
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
5-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 5
PERFORMANCE
PA-28-181
120 n.
m
110 ca g 100
60 70 80 90 100
, , , .
,
100
-90
8g
70
-60
70
60
60
70 80 90 1 40 110 120
150
60 70 80 SO 100 110 12 ) 1 0
, , , , , ,
130
-120
140
130
110
120 m a.
110
100
ca
100
90
90
SO
80
70
70
60
60
60
70 80 90 100 1 0 120 130 1 0 1!
O
AIRSPEED SYSTEM CALIBRATION
Figure 5-1
ISSUED: AUGUST 15, 1975 REPORT: VB-760
5-11
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
CLLIIRATEl S EEOS
24 22 20
.--
--
PA-28-181
111111111
STA11SPEU $
¯-
-------
------
0° FLAPS
25° FLAPS
40° FLAPS
--
PE 08
24 22 20 0
---
100
85-
95
-85
E so-
Ib
-80 70-
--65
-75
-70
-60
50
50
45
40
65¯
60
55
20 40 60 i
MPH
OFBANK-DEGREES
I
KTS.
REPORT: VB-760
5-12
STALL SPEEDS
Figure 5-3
ISSUED: AUGUST 15, 1975
PA-28-181
¯ ¯¯
EIGHT I.A.S.
ZERO
2050 55 48 60 2
--
-4)
--40
-20
O 40
AIRTEMP.
°
O 20
BO 2550
,
'
,
2450 2350 2250
WEIGHT-LBS.
2150 2[5O i 5 10 15
WIND-KTS
2800
2600
2400
2000
1800
1600
4eo
1000
800
600
400
WEIGHT
SPEECS l.A.S.
lERO
LIFTOFF
MPHKTS
\
I
50 FT.
MPH
2550 56 49 62 54
2450 54 47
2250 50 43
59 51
55 48
2050 47 41 52 45
P A-28-181
i FLAPSTAE§©TTPURT©2NAME
E
---
7-
--
-40
-40 -20
0 o
40
20
SO 2550 i
2450 2350 2250
WEIGHT-LBS.
2150 2050 o 5 le 13
2200
2000
1800
1600
1400
3200
3000
2|||
2600
2400
800
O
SOO
400
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 5
PERFORMANCE
-ry
/
PA-28-181
CLlMB
PUBT©Ð¾¾lCE
UP,87 M.P.H.
'
(76 KTS.]I.A.S.
2000
| |
\
H LUlt Ltl mh
5, 50
RI
X URE
HANEU U lÈURE
FULLRN
-20
,
-20-10
I
0 20 40
I
60 E0 100
I \ I I
0 10 20 30
,
2 10 400 6 10 800 1000
ISSUED: AUGUST 15 1975
CLIMB PERFORMANCE
Figure 5-9
REPORT: VB-760
5-15
SECTION 5
PERFORMANCE
PA-28-181
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
MIXTURE
RICHOFPEAKEGT
MIXTURE
\76 KTS)I.A.S.
-20
O 20 43 GO 80 100 0
-20 llllli
-10
O 10 20 30
,
5 10 15 20 25 30 35 40 45 50 55 60
REPORT: VB-760
5-16
TIME, DISTANCE AND FUEL TO CLIMB
Figure 5-11
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
PA-28-181
PUEF©¾¾ARU
--
P RCN1PE E 5 0
-6
O 75
SECTION 5
PERFORMANCE
-20
O 20 41 60 80 110
OUTSIDE
1111111
111111
-20 --10
0 10 20 30
7.8
9.0
10.5
55% 6.3
65% 7.6
75°/.
8.8
2000 2 OO 2400 2600
ISSUED: AUGUST 15, 1975
ENGINE PERFORMANCE
Figure 5-13
REPORT: VB-760
5-17
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
PA-28-181
WT.
75°À,
¯
¯¯
85
-75
-20
0
Igigillit
-20 -10
20 4] 60 80 100
0 10 20 30
100
Ill
90
110 120 130
AIRSPEED lililit
100 110 120
140 190
130
REPORT: VB-760
5-18
SPEED POWER PERFORMANCE CRUISE
Figure 5-15
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
P A-28-181 lEST ECON[MY
¯
1.P.H.
IF REd0VED.¯
¯
SECTION 5
PERFORMANCE
55 6 75
-20
O 20 40 60 E0 110
Igill!
-20 -10
0 10 20 30
100
90
Il
110 1'O 1 O
AIRSPEED lilliii
100 110 120
1 O 1sO
130
ISSUED: AUGUST 15, 1975
SPEED POWER
-
ECONOMY CRUISE
Figure 5-17
REPORT: VB-760
5-19
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
P A-28-181
65%
75%
Pilm R 75¼
6 i¾
-20
O 20 40 60 80 100
' lilitilllli
OUTSIDE
-20 -10
0 10 20 30
500
450
600
500 550 g
500
11111
--;
I _f¯
J NO lESERVEll
600 700
500 550 600 650
REPORT:
5-20
VB-760
BEST POWER MIXTURE
-
RANGE
Figure 5-19
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
-
SECTION 5
PERFORMANCE
--
--
--
PA-28-181
-:MGEWITH-
5 AIN.RESIRV
T i5 POWR
66
--
7 %
-
-POWER75¾-65
-55
---
-20
O 20 40 60 80 100 6 10
OUTSIDE
111,1,111111!
-10
-20
O 10 20 30
7 10
500 550 600
700 800 9110
IIII
600 650 700 750
I
ISSUED: AUGUST 15, 1975
BEST ECONOMY MIXTURE
-
RANGE
Figure 5-21
REPORT: VB-760
5-21
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
P A-28-181
ER
--
75% 65% 554-
ILORESEtVE
POWER 5 15% 55%
-20
0 20 40 60 80 100
-20 -10
0 10 2O 30
5 6 7 5 6
ENDURANCE-HOURS
7
REPORT: VB-760
5-22
ENDURANCE
Figure 5-23
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
---
P A-28-181
DESCEND 140 MPH
2500R.P.k.
SECTION 5
PERFORMANCE
CruiseAltitud estin; tion
Altitude
-20
I
-20
IIIIII
-10
20 40 60 80 110
,
0 10 20 30
10 15 ,O 25 30 5 43 45 00 f5
ISSUED: AUGUST 15, 1975
TIME, DISTANCE AND FUEL TO DESCEND
Figure 5-25
REPORT: VB-760
5-23
SECTION 5
PERFORMANCE
4
PA-28-181
87 MPH (76 KTS.]I.A.S.,2550LBS.
2550 WT.
Air lai e
Ititude
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
-20
O 2O 40 60 80 100
OUTSIDE
11,1,1111
-20 -10
O 10 20 30
TerrainElevation
O
O
Ill
10
10
20 lill
20
30
30
REPORT:
5-24
VB-760
GLIDE RANGE
Figure 5-27
ISSUED: AUGUST 15, 1975
PA-28-181
76 M.P.H.
[66 KTS.]I.A.S.APPROACH
ison
1500
1400
-4]
-40
|
O 40
OUTSIDE TEMP.
°F
-20
0
°C
20
80 2 SO 2450 2350 2250
WEIGHT-LBS.
2150 2050 o 5 10 15
WIND-KTS.
1000
/
900
800
700
600
500
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
5-26
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph
No.
6.1
6.3
6.5
6.7
6.9
Page
No.
General.................................
AirplaneWeighingProcedure
............................
.................
Weight and Balance Data and Record
Weight and Balance Determination for
.
.
Flight
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
EquipmentList
.............................................
.
........
.
.
.
.
.
6-1
6-3
6-6
6-11
6-17
(a) Propeller and Propeller Accessories
.
.
.
(b) EngineandEngine Accessories
(c) LandingGearandBrakes
(d) ElectricalEquipment
............
..........
.
.
............
........................
.
.
.
.
.
.
.
.
.........
.
.
.
.
.
.
6-17
6-19
6-21
6-23
(e) Instruments................
(f) Miscellaneous..............................
(i)
.
....
.
.
.
.
.................
.
.
.
.
...........
.
.
.
.
.
.
6-25
6-27
(g) Engine and Engine Accessories (Optional Equipment)
.
.
.
.
.
.
.
.
.
.
6-29
(h) Propeller and Propeller Accessories (Optional Equipment)
.
.
.
.
.
.
.
6-31
Landing Gear and Brakes (Optional Equipment) 6-33
(j) Electrical Equipment (Optional Equipment)
.
.
.
.
.
.
.
.
.
.
.
(k) Instruments(OptionalEquipment)
.............................
(1) Autopilots(OptionalEquipment)
..............................
(m) Radio Equipment (Optional Equipment)
.
.
.
.
.
.
.
.
.
(n) Miscellaneous (Optional Equipment)
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
6-35
6-37
6-39
6-41
6-49
REPORT: VB-760
6-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1
GENERAL
In order to achieve the performance, safety and good flying characteristics which are designed into the airplane, it must be flown with the weight and center of gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers a tremendous flexibility of loading, you cannot fill the airplane with the maximum number of adult passengers, full fuel tanks and maximum baggage. With the flexibility comes responsibility.
envelope before he makes a
The pilot takeoff.
must ensure that the airplane is loaded within the loading
Misloading carries consequences for any aircraft. An overloaded airplane will not cruise as well as a properly loaded one. The heavier the airplane is loaded, the take off, climb or less climb performance it will have.
Center of gravity is a airplane, it may be determining difficult factor in flight characteristics.
If the C.G.
is too far forward in any to rotate for takeoff or landing.
If the C.G.
is too far aft, the airplane may rotate prematurely on can lead to inadvertent gravity moves aft of the takeoff or tend to approved limit.
pitch up during climb. Longitudinal stability will be reduced. This stalls and even spins; and spin recovery becomes more difficult as the center of
A properly loaded airplane, however, will perform as intended.
This airplane is excellent performance and safety within designed to provide the flight envelope.
Before the airplane is delivered, it is weighed, and a basic empty weight and empty weight of
C.G.
location is computed the airplane plus
(basic empty weight consists of the standard the optional equipment).
Using the basic 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 basic empty weight and
Balance Data
C.G.
location are recorded in the Aircraft Log Book, or
Form (Figure 6-5) and the Weight and Balance Record (Figure 6-7).
the Weight and
The current values should always be used.
Whenever new equipment is added or any modification work is responsible for the work is required these in the Aircraft Log Book and to the compute a new basic empty weight and C.G.
done, the mechanic position and
Weight and Balance Record. The owner should make sure to that write it is done.
A weight and balance calculation boarded so as to keep the C.G.
within maximum allowable gross weight, can be helpful in determining how much fuel or baggage can be within allowable limits.
If it is necessary to remove some of the pilot should not hesitate to do so.
the fuel to stay
The following empty weight, pages are and passengers.
Following forms used in weighing an airplane in production
C.G.
position, and useful load.
Note that the useful load and in computing includes usable fuel, this is the method for computing takeoff weight and C.G.
baggage, basic cargo
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-1
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
6.3
AIRPLANE WEIGHING PROCEDURE
At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect center of gravity.
gravity location:
The following is a weighing procedure to determine this the basic empty weight and basic empty weight and center of
(a) Preparation
(1) Be certain that all items checked in the airplane equipment list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the airplane before weighing.
(3) Defuel airplane.
Then open all fuel drains until all remaining fuel is drained.
Operate engine on each tank until all undrainable fuel is used and engine stops.
Then add the unusable fuel
(2.0
gallons total, 1.0 gallons each wing).
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward position.
Put flaps in the fully retracted position and all control surfaces in the neutral position.
Tow bar should be in the proper location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to center bubble on level.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-3
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(c) Weighing Airplane Basic Empty Weight
(1) 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
Left Main Wheel
(R)
(L)
Basic Empty Weight, as Weighed (T)
Scale
Reading
WEIGHING FORM
Figure 6-1
Tare
Net
Weight
(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-181 airplane when it is level. Refer to Leveling paragraph 6.3
(b).
C. G. Arm
78.4
Level Points
(Fuselage)
A
B =
=
REPORT: VB-760
6-4
N
Wing Leading Edge
R + L
B
LEVELING DIAGRAM
Figure 6-3
The datum is 78.4 inches ahead wing leading edge at of the the intersection of the straight and tapered section.
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
SECTION 6
WEIGHT AND BALANCE
(2) 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.
(3) 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.
(4) The basic empty weight center of gravity (as weighed including optional equipment, full oil and unusable fuel) can be determined by the following formula:
C.G. Arm
=
78.4
+ A B1)
T
C.G. Arm
=
78.4
+ ( ) ( ) ( ) = inches
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-5
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
6.5
WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the airplane as delivered from the registration number shown.
factory.
These figures apply only to the specific airplane serial number and and
The basic empty weight of the airplane as delivered from the
Balance Record (Figure 6-7).
This form is provided to present factory the has been entered in current status of the the Weight airplane basic empty weight and a complete history of previous modifications.
Any change to the equipment or modification which affects weight or moment must be entered in
Record.
the permanently installed
Weight and Balance
REPORT: VB-760
6-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181 CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
MODEL PA-28-181 CHEROKEE ARCHER II
Airplane Serial Number
Registration Number
Date
Item
Standard Empty Weight*
Optional Equipment
Basic Empty Weight
AIRPLANE BASIC EMPTY WEIGHT
Weight
(Lbs)
C. G.
Arm
(Inches Aft of Datum)
*The standard empty weight includes full oil capacity and 2.0
gallons of unusable fuel.
Moment
(In-Lbs)
AIRPLANE USEFUL LOAD
(Gross Weight) (Basic Empty Weight)
=
Useful Load lbs)
=
Normal Category (2550 lbs) (
Utility Category (1950 lbs) ( lbs) = lbs.
lbs.
THIS BASIC EMPTY WEIGHT, C.G.
AND USEFUL LOAD ARE FOR THE AIRPLANE AS
DELIVERED FROM THE FACTORY.
REFER TO APPROPRIATE AIRCRAFT RECORD WHEN
ALTERATIONS HAVE BEEN MADE.
ISSUED: AUGUST 15, 1975
WEIGHT AND BALANCE DATA FORM
Figure 6-5
REPORT: VB-760
6-7
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-8
ISSUED: AUGUST 15, 1975
Date
Item No
In Out
Description of Article or Modification
As Delivered
Addel
Weight Chante
(+) Removed (-)
Runn ng Basic
Empti Weight
Wt.
Arm Moment Wt.
Arm Moment Wt.
(Lb.) (In.) |100 (Lb.) (In.) |100 (Lb.)
Moment
/100 o
o
PA-28-181
Date
Item No.
In Out
Serial Number
Description of Article or Modification
Registration Number Page Number
Addel
Weight Chanre
(+) Removed (-)
Runn ng Basic
Empti Weight
Wt.
Arm Moment Wt.
Arm Moment Wt.
Moment
(Lb.) (In.) /100 (Lb.) (In.) /100 (Lb.) /100
As Delivered
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight moment.
(d) Divide the total moment by the total weight to determine the C.G. location.
(e) By using the figures of item (a) and item (d) (above), locate a point on the C.G. range and weight graph (Figure 6-15). If the point falls within the C.G. envelope, the loading meets the weight and balance requirements.
Weight
(Lbs)
Arm Aft
Datum
(Inches)
Moment
(In-Lbs)
Basic Empty Weight
Pilot and Front Passenger
Passengers (Rear Seats)*
Fuel (48 Gallon Maximum)
Baggage*
Total Loaded Airplane
340.0
340.0
80.5
118.1
95.0
142.8
27370
40154
The center of gravity (C.G.) of this sample loading problem is at
Locate this point
C.G. envelope,
( this loading meets the weight and balance requirements.
inches aft of the datum line.
) on the C.G. range and weight graph. Since this point falls within the weight
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER
AIRPLANE IS LOADED PROPERLY.
TO INSURE THAT THE
*Utility Category Operation No baggage or rear passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)
Figure 6-9
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-11
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
Weight
(Lbs)
Arm Aft
Datum
(Inches)
Moment
(In-Lbs)
Basic Empty Weight
Pilot and Front Passenger
Passengers (Rear Seats)*
Fuel (48 Gallon Maximum)
Baggage*
Total Loaded Airplane
80.5
l 18.1
95.0
142.8
Totals must be within approved weight and C.G.
limits.
It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded properly.
The Basic Empty Weight C.G.
is noted on the Weight and Balance Data Form (Figure 6-00).
If the airplane has been altered, refer to the Weight and Balance
Record for this information.
*Utility Category Operation No baggage or rear passengers allowed.
WEIGHT AND BALANCE LOADING FORM
Figure 6-11
REPORT: VB-760
6-12
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
450
--------------
350----
300
250--
-
200--
---
---
--
--go-----
---
50
0
0
--------
5 10 15 20 25 30 35
MOMENT/1000 (POUNDS INCHES)
40 45 50
ISSUED: AUGUST 15, 1975
LOADING GRAPH
Figure 6-13
REPORT: VB-760
6-13
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-2 181, CHEROKEE ARCHER H
O
2200
2 2000
1800
2800
2600
2400
I ;RIvige CATEG RY
--
--
UTI .ITY CAT GORY
--
--
1400
--
1m0
82 84 86 88 90
INCHES AFT OF DATUM
92 94 96
REPORT: VB-760
6-14
C.
G. RANGE AND WEIGHT
Figure 6-15
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-15
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-16
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II WEIGHT
SECTION 6
AND BALANCE
6.9
EQUIPMENT LIST
The following is a list of equipment which may be installed in the PA-28-18 1.
It consists of those items used for defining the configuration of an airplane when the basic empty weight is established at the time of delivery.
Only those standard items which are alternate standard items and those required to be listed by the certificating were installed on authority (FAA) are presented.
Items marked with an "X" are the airplane described below as delivered by the manufacturer.
those items which
PIPER AIRCRAFT CORPORATION
SERIAL NO.
REGISTRATION NO.
PA-28-18 1 CHEROKEE ARCHER II
DATE:
Item
No.
1
(a) Propeller and Propeller Accessories
Item
Propeller, Sensenich
76EM8S5-0-60, Piper
Spec. PS50077-8
Cert. Basis TC P4EA
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-17
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-18
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
11
13
15
(b) Engine and Engine Accessories
Item
Engine Lycoming Model
O-360-A4M Piper Dwg.
62941-16
Cert.
Basis TC E286
Oil Filter Lycoming
75528 (AC
No.
#OFSS78770)
Cert.
Basis TC E286
Oil Filter Lycoming
#LW-13743 (Champion
#CH-48 110)
Cert.
Basis TC E286
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
3.3
2.8
35.5
35.5
Moment
(Lb-In.)
117
99
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-19
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-20
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
Item
No.
27
29
(c) Landing Gear and Brakes
Item
Two Main Wheel Assemblies
-1
Piper Dwg.
63370-0 & a. Cleveland Aircraft
Products
Wheel Assembly No. 40-86
Brake Assembly No. 30-55
Cert.
Basis TSO C26a b.
Two Main 4-Ply Rating Tires
6.00-6 with Regular Tubes
Cert.
Basis TSO C26b
One Nose Wheel a. Cleveland
Aircraft Products
Wheel Assembly No. 40-76B
(Less Brake Drum)
Cert.
Basis TSO C26a b. One Nose Wheel 4-Ply Rating
Tire 6.00-6 with Regular Tube
Cert.
Basis TSO C26b
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-21
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-22
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
(d) Electrical Equipment
Item
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-23
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-24
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
53
55
(e) Instruments
Item
Airspeed Indicator,
Piper Dwg. 63205-2
Cert.
Basis TSO C2b
Altimeter, Piper
-3
Spec. PS50008-2 or
Cert.
Basis TSO C10b
WEIGHT
SECTION 6
AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-25
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:
6-26
VB-760 ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
65
(f) Miscellaneous
67
Item
Forward Seat Belts (2)
Piper Spec. PSSOO39-4-2A
Cert. Basis TSO C22f
Rear Seat Belts (2)
Piper Spec.
PSSOO39-4-3
Cert.
Basis TSO C22f
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975
0
REPORT: VB-760
6-27
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
REPORT: VB-760
6-28
THIS PAGE INTENTIONALLY LEFT BLANK
0
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
79
81
83
85
(g) Engine and Engine Accessories
(Optional Equipment)
Item
Vacuum Filter,
Mfg.
Airborne
Co., *lJ7-1 Piper
Dwg.
66673
Cert. Basis TC 2A13
Vacuum Pump, Airborne
Mfg. Co., Model 211cc and Drive, PAC 79399-0
Cert. Basis TC 2A13
Low Vacuum
Light
Annunciator
Cert. Basis TC 2A13
Vacuum
Mfg.
Regulator, Airborne
Co., #2H3-19
Cert.
Basis TC 2A13
3.2
Neglect
.5
SECTION
WEIGHT AND BALANCE
6
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
.3
52.0
32.0
52.0
16
103
26
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-29
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-30
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
Item
No.
(h) Propeller and Propeller Accessories
(Optional Equipment)
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-31
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-32
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
(i) Landing Gear and Brakes
(Optional Equipment)
Item
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: AUGUST 15, 1975
REPORT: VB-760
6-33
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-34
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(j) Electrical Equipment
(Optional Equipment)
Item
No.
111
Item
Mark if
Instl.
Weight
(Pounds)
113
115
117
119
121
123
125
127
129
Landing Light, G.E.
Model 4509
Cert. Basis TC 2A13
Anti-Collision Lights
(Wing Tip) (Whelen)
Cert. Basis STC SA615 EA
Navigation Light (Rear) (1)
Grimes Model 2064 (White)
Cert. Basis
-
TSO C30b
Battery 12V, 35 A.H.,
Rebat R-35 (Weight 27.2 lbs.)
Cert. Basis TC 2Al3
Cabin Light, Piper Dwgs.
66632-0 & 95229-0
Cert. Basis TC 2Al3
Cabin Speaker
6EU 1937,
SB-15052 or
Quincy Speaker Co.,
Oakton, Indiana
Cert. Basis TC 2Al3
Auxiliary Power Receptacle,
Piper Dwg. 79454
Cert. Basis TC 2Al3
External Power Cable 62355
Cert. Basis TC 2Al3
Piper Pitch Trim,
Piper Dwg. 67496-3
Cert. Basis TC 2Al3
Heated Pitot Head
Piper Dwg. 69041-7
Cert. Basis TC 2Al3
.5
5.7
.2
* 5.3
.3
.8
2.7
4.6
4.7
.4
*Weight and moment difference between standard and optional equipment.
WEIGHT
SECTION
AND BALANCE
6
Arm (In.)
Aft Datum
13.1
157.9
28 1.0
168.0
99.0
99.0
178.5
142.8
145.6
100.0
Moment
(Lb-In.)
890
30
79
482
657
684
40
7
900
56
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-35
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-36
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
Item
No.
145
147
149
151
153
155
157
159
161
163
(k) Instruments (Optional Equipment)
Item
Suction Gauge, Piper
-2
Dwg.
99480-0 or
Cert. Basis TC 2A13
Vertical Speed, Piper
-4 -5
Dwg.
99010-2,
Cert. Basis or
TSO C8b
Attitude Gyro, Piper
-3, -4
Dwg.
99002-2,
Cert. Basis TSO C4c or
-5
Directional Gyro, Piper
-3, -4
Dwg.
99003-2,
Cert. Basis TSO C5c or
-5
Air Temperature
Piper Dwg. 79316
Gauge,
Cert. Basis TC 2A13
Clock
Cert. Basis TC 2A13
Tru-Speed Indicator,
Piper Dwg.
Cert. Basis
62143-2
TSO C2b or
-13
Turn and Slip Indicator,
Piper Spec. PS50030-2 or
Cert. Basis TSO C3b
-3
Manifold Pressure Gauge,
Piper Spec. PS50031-3 or
Cert. Basis TSO C45
-4
Exhaust Gas Temperature,
Piper Dwg.
99026
Cert. Basis TC 2A13
Mark if
Instl.
Weight
(Pounds)
.5
1.0
2.2
2.6
.2
.4
(same
2.6
.9
.7
as
Arm (In.)
Aft Datum
62.2
60.9
59.4
59.7
72.6
62.4
Standard Equipment)
59.7
60.8
55.4
Moment
(Lb-In.)
31
61
131
155
15
25
155
55
39
ISSUED: AUGUST 15, 1975
REVISED: JANUARY 6, 1976
REPORT: VB-760
6-37
SECTION 6
WEIGHT AND BALANCE
Item
No.
165
(k) Instruments
(Optional Equipment) (cont)
Item
167
Encoding Altimeter
-7
Piper Spec. PS50008-6 or
Cert.
Basis TSO C10b C88
Engine Hour Meter
Piper Dwg. 79548-0
Cert.
Basis TC 2A13
* .9
.3
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
60.3
61.2
54
18
*Weight and moment difference between standard and optional equipment.
REPORT: VB-760
6-38
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(1) Autopilots
(Optional Equipment)
Item
No.
177
179
181
Item
AutoFlite II
Cert.
Basis STC SA3066SW-D
AutoControl IIIB
Cert.
Basis STC SA3065SW-D
Omni Coupler, #1C388
Cert.
Basis STC SA3065SW-D
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
5.6
9.6
1.0
91.8
77.6
59.3
514
745
59
ISSUED: AUGUST 15, 1975
REPORT: VB-760
6-39
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-40
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
191
193
195
197
199
201
(m) Radio Equipment
(Optional Equipment)
Item
King KX 170
Comm/Nav)
( ) (VHF
Transceiver, Single
Transceiver, Dual
Cert.
Basis TC 2Al3
King KX 175
Transceiver,
( ) VHF
King KN-73 Glide Slope
Receiver,
King KN-77 VOR/LOC
Converter,
King KNI 520 VOR/ILS
Indicator
Cert.
Basis TSO C36c,
C37b, C38b, C40a
King KX 175
Transceiver
King KN-77
( ) VHF
(2nd),
VOR/LOC
Converter,
King KNI-520
Indicator
VOR/ILS
Cert.
Basis TSO C36c,
C37b, C38b, C40a
King KI-201
LOC Ind.
( ) VOR/
Cert.
Basis TC 2Al3 a.
Single b.
Dual
King KI-213
Indicator
VOR/LOC/GS
Cert.
BasisTC 2Al3
King KI-214
LOC/GS Ind.
( ) VOR/
Cert.
Basis TC 2A13
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
7.5
15.0
9.4
3.2
3.6
2.8
8.6
4.2
2.8
56.6
56.6
56.6
184.3
183.6
60.5
56.6
183.6
60.5
425
849
532
590
661
169
487
771
169
2.5
5.0
2.5
3.3
59.6
59.9
60.4
59.9
149
300
151
198
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-41
SECTION 6
WEIGHT AND BALANCE
213
215
217
Item
No.
203
205
207
209
211
219
(m) Radio Equipment
(Optional Equipment) (cont)
Item
Narco Comm 10A VHF
Transceiver
Cert. Basis TC 2A13
Narco Nav 10 VHF Receiver
Cert. Basis TC 2A13
Narco Nav 11 VHF Receiver
Cert. Basis TC 2A13 a.
b.
Single
Dual
Narco Comm I lA VHF
Transceiver
Cert. Basis TC 2A13 a.
b.
Single
Dual
Narco Comm 11B VHF
Transceiver
Cert. Basis TC 2A13 a.
b.
Single
Dual
Narco Nav 12 VHF Receiver
Cert. Basis
-
TC 2A13
Narco Nav 14 VHF Receiver
Cert. Basis
-
TC 2A13
Narco Comm 111 VHF
Transceiver
Cert. Basis TSO C37b, C38b a.
b.
Single
Dual
Narco Nav 111
Cert. Basis TSO C36c, C40a,
C66a
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Mark if
Inst1.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
3.9
1.9
2.8
5.6
3.6
7.1
57.4
58.6
58.6
58.6
57.4
57.4
224
111
164
328
207
408
3.0
6.0
2.5
3.9
7.8
3.4
2.5
57.4
57.4
58.6
57.4
57.4
58.6
57.4
172
344
147
224
448
199
144
REPORT: VB-760
6-42
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
221
223
225
227
229
231
(m) Radio Equipment
(Optional Equipment) (cont)
Item
Narco Comm 111B VHF
Transceiver
Cert. Basis TSO C37b, C38b a.
Single b. Dual
Narco Nav 112 Receiver
Cert. Basis TSO C36c, C40a,
C66c, C34c
Narco Nav 114 VHF Receiver
Cert. Basis TSO C38b, C40a,
C36c, C34c, C66a
Narco UGR-2A Glide Slope
Receiver
Cable
Antenna
Cable, Antenna
Cert. Basis TC 2Al3
Narco UGR-3
Receiver
Cable
Glide Slope
Antenna
Cable, Antenna
Cert.
Basis TC 2Al3
Narco MBT-12-R Marker
Cert.
Basis TC 2Al3
Beacon
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
3.9
7.8
3.3
2.5
2.4
1.8
.4
.5
2.4
1.8
0.4
0.5
3.1
57.4
57.4
58.6
173.8
128.0
87.4
145.0
69.1
57.4
173.8
128.0
87.4
145.0
224
448
193
417
230
35
73
214
144
417
230
35
73
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-43
SECTION 6
WEIGHT AND BALANCE
Item
No.
(m) Radio Equipment
(Optional Equipment) (cont)
Item
233
235
236
237
238
239
241
243
245
King KN-74 R-Nav
Cert.
Basis TC 2A13
King KN-60C DME
Cert. Basis TC 2A13
King KN-61 DME
Cert.
Basis TC 2A13
King KN-65 DME
Cert. Basis TSO C66a
King KN-65A DME
Cert.
Basis TSO C66a
Narco DME-190
Cert.
Basis TC 2A13
King KR-85 ADF
Cert.
Basis TSO C41b a.
Audio Amplifier
King KR-86 ADF
Cert. Basis TC A3SO a.
First b. Second c.
Audio Amplifier
Narco ADF-140
Cert.
Basis TSO C41c a.
Single b.
Dual
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
4.7
7.3
12.5
9.1
13.0
5.9
8.6
.8
6.7
9.7
.8
6.0
18.3
614
1038
41
547
1984
266
431
2237
1662
2274
389
733
41
91.6
107.0
51.0
91.2
108.4
56.6
59.0
179.0
182.6
174.9
65.9
85.2
5 1.0
REPORT: VB-760
6-44
ISSUED: AUGUST 15, 1975
REVISED: JANUARY 6, 1976
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
251
253
255
Item
No.
247
249
257
259
(m) Radio Equipment
(Optional Equipment) (cont)
Item
King KMA-20 ( ) Audio Panel
Cert.
Basis TSO C35c, C50b
Narco CP-125 Audio Selector
Panel
Cert. Basis- TC 2Al3
King KT76/78 Transponder
Cert. Basis TSO C74b
Narco AT-50A Transponder
Cert. Basis TSO C74b
Nav Receiving Antenna
Cert. Basis- TC 2Al3 a. Antenna b. Cable
Comm Antennas
Cert.
Basis TC 2Al3
#1 a.
b.
#1
Antenna
Cable
#2 c.
d.
#
Antenna
2 Cable
Single ADF Sense
Antenna and Cable
Cert.
Basis TC A3SO
-
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
3.7
2.2
3.1
3.0
0.5
0.9
0.3
0.4
0.3
0.5
265.0
157.0
157.8
103.4
192.8
120.9
70.8
55.0
58.1
57.3
262
133
141
47
41
58
60
121
180
172
0.4
150.0
60
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-45
SECTION 6
WEIGHT AND BALANCE
Item
No.
261
263
265
267
(m) Radio Equipment
(Optional Equipment) (cont)
Item
Anti-Static Kit
Cert. Basis TC 2A13
#1 a.
Comm Antenna and Cable b.
# 2 Comm Antenna and Cable c.
Low Frequency d.
Static Wicks
Antenna
Piper Automatic
Piper Dwg.
99890
Locator,
Cert. Basis TC 2A13 a.
Transmitter, Piper
Dwg. 79265-0 b. Transmitter, Piper c.
Dwg. 79265-6
Antenna and Coax
Microphone
Cert. Basis TC 2A13 a. (Carbon)
Piper Dwg. 68856-10 b. (Dynamic)
Piper Dwg. 68856-11 c. (Dynamic)
Piper Dwg. 68856-12
Headset
Piper Dwg. 68856-10
Cert. Basis TC 2Al3
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
1.4
-
1.5
0.5
144.3
170.7
147.5
0.3
0.6
0.3
0.5
1.7
1.3
0.2
236.2
236.2
224.4
64.9
69.9
64.9
60.0
202
256
74
402
307
45
19
42
19
30
REPORT: VB-760
6-46
ISSUED: AUGUST 15, 1975
REVISED: JANUARY 6, 1976
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 6
WEIGHT AND BALANCE
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-47
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
6-48
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
281
283
285
287
289
291
293
295
297
(n) Miscellaneous
(Optional Equipment)
Item
Fire Extinguisher,
#42211-00, Scott Aviation
Piper Dwg. 76167-2
Cert. Basis
-
TC 2A13
Assist Step,
Piper Dwg.
65384-0
Cert. Basis TC 2A13
Inertia Safety Belts
(Rear) (2) 0.8 lbs.
each
Piper Spec. PS50039-4-14
Cert. Basis TC 2Al3
Nose Wheel Fairing
Piper Dwg.
65348-2
Cert. Basis TC 2A13
Main Wheel Fairings
Piper Dwg.
65237
Cert. Basis TC 2Al3
Vert.
Adj. Front Seats (Left)
Piper Dwg. 79591-0
Cert. Basis TC 2A13
Vert.
Adj. Front Seat (Right)
Piper Dwg. 79591-1
Cert. Basis TC 2A13
Super Cabin Sound Proofing,
Piper Dwg. 79601-3
Cert. Basis TC 2A13
Lighter,
#200462
12V Universal
Cert. Basis TC 2A13
WEIGHT
SECTION 6
AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
71.0
156.0
140.3
36.3
113.6
80.7
80.0
86.8
62.9
7.6
* 6.6
* 6.8
18.1
.2
1.6
3.6
4.6
1.8
327
281
544
1571
863
533
224
131
13
*Weight and moment difference between standard and optional equipment.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
6-49
SECTION 6
WEIGHT AND BALANCE
Item
No.
299
301
303
305
(n) Miscellaneous
(Optional Equipment) (cont)
Item
Assist Strap,
Piper Dwg.
79455
Cert.
Basis TC 2A13
Overhead Vent System
Piper Dwg.
76304-9
Cert.
Basis TC 2A13
Overhead Vent System with
Ground Ventilating Blower
Piper Dwg.
76304-10
Cert.
Basis TC 2A13
Alternate Static Source
Piper Dwg.
35493-2
Cert.
Basis TC 2A13
307
309
311
Calibrated Alternate Static Source
Placard Required: Yes No
Headrest (2) (Front)
Piper Dwg.
79337-18
Cert.
Basis TC 2A13
Headrest (2) (Rear)
Piper Dwg.
79337-18
Cert.
Basis TC 2Al3
Air Conditioning Installation
Piper Dwg.
99575-3
Cert.
Basis
-
TC 2A13
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
.2
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
6.4
14.0
.4
2.2
2.2
67.4
109.5
159.6
170.7
61.0
94.5
132.1
102.8
22
1022
2390
24
208
291
6929
REPORT: VB-760
6-50
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
Item
No.
(n) Miscellaneous
(Optional Equipment) (cont)
Item
313
315
Zinc Chromate Finish
Piper Dwg. 79700-2
Cert.
Basis TC 2A13
Stainless Steel Control
Cables, Piper Dwg. 79700-0
Cert.
Basis TC 2A13
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
5.0
158.0
790
TOTAL OFTIONAL EQUIPMENT
EXTERIOR FINISH
Base Color
Trim Color
Accent Color
ISSUED: AUGUST 15, 1975
Registration No.
Color
Type Finish
REPORT: VB-760
6-51
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
6-52
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph
No.
Page
No.
7.1
7.3
7.5
7.7
7.31
TheAirplane
Airframe
.................................................
..............................................
EngineandPropeller
LandingGear
..............................................
..........................................
7.9
FlightControls
.............................................
7.11
EngineControls.............................................
7.13
FuelSystem
...............................................
7.15
ElectricalSystem
............................................
7.17
VacuumSystem.............................................
7.19
InstrumentPanel
............................................
7.21
7.27
7.29
Pitot-StaticSystem
...........................................
7.23
HeatingandVentilatingSystem....................................
7.25
CabinFeatures
.............................................
BaggageArea
..............................................
StallWarning
..............................................
Finish
..................................................
7.33
AirConditioning
............................................
7-10
7-15
7-16
7-18
7-21
7-21
7-22
7-22
7-22
7-23
7-1
7-1
7-1
7-3
7-5
7-6
7-8
7.35
PiperExternalPower
7.37
Emergency Locator
..........................................
Transmitter
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
7-24
7-24
REPORT: VB-760
7-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION
DESCRIPTION AND OPERATION
7
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1
THE AIRPLANE
The PA-28-18 1 Cherokee is a single-engine, low-wing monoplane of all metal construction.
Its full four-place seating, performance of a two hundred pound baggage capacity, and economical operation, coupled with the lively
180 horsepower engine, make this Cherokee a versatile airplane in the business and personal aviation fields.
7.3
AIRFRAME
The basic airframe, except for a miscellaneous steel parts, is of aluminum tubular steel engine mount, alloy construction.
The steel extremities landing gear struts, and other the wing tips, the cowling, the tail surfaces are of tough fiberglass or
ABS thermoplastic.
Aerobatics are prohibited in this airplane since the structure is not designed for aerobatic loads.
The semi-tapered respective main spars into a spar box carry-through which is an integral part of providing, in effect, wings are attached a continuous to each side of the fuselage main spar with splices at each side of by the insertion of the butt ends of the fuselage structure, the fuselage. There are also fore and aft attachments at the rear spar and at an auxiliary front spar.
The wing airfoil section is a laminar flow type, NACA652-415 with
40% aft of the leading edge. This permits seat, providing unobstructed cabin the main spar floor space ahead of carry-through the rear seat.
structure the to maximum be located thickness under about the rear
7.5
ENGINE AND PROPELLER
The Cherokee 18 1 is powered by a Lycoming O-360-A4M four cylinder, direct drive, horizontally opposed engine rated at 180 horsepower at 2700 rpm.
It is furnished with a starter, a 60 ampere,
14 volt alternator, filter.
a shielded ignition, vacuum pump drive, a fuel pump, and a dry, automotive type carburetor air
The exhaust system is of the cross-over type to reduce back pressure and improve performance.
It is made entirely from stainless steel and is equipped with dual mufflers. A heater shroud around the mufflers is provided to supply heat for the cabin and windshield defrosting.
The Sensenich 76EM8S5-0-60 fixed-pitch propeller is made from a one-piece alloy forging.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-1
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
REPORT: VB-760
7-2
MAIN WHEEL ASSEMBLY
Figure 7-1
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
7.7
LANDING GEAR
The three landing gears use
Cleveland 6.00
x
6 wheels, the main gear wheels (Figure 7-1) being provided with brake drums and Cleveland single disc hydraulic brake assemblies. All three wheels use 6.00
x
6, four-ply rating, Type III tires with tubes.
The nose gear is steerable brakes. A spring provides rudder through a 30 degree arc either side of center by use of the rudder pedals and device incorporated in trim.
The nose gear steering mechanism also incorporates a bungee assembly to reduce steering effort and the rudder pedal torque tube assembly aids in rudder centering and to dampen shocks and bumps during taxiing.
A shimmy dampener is included in the nose gear.
The three struts are of the air-oil type, with a normal extension of 3.25 inches for the nose gear and
4.50 inches for the main gear.
The standard brake system for and a hand this Cherokee consists of dual toe brakes attached to the rudder pedals lever and master cylinder located below and behind the left center of the instrument sub-panel.
The toe brakes and the hand brake have their own brake cylinders, but they share a common reservoir. The brake fluid reservoir is installed on in the top left front face of the fire wall.
The parking brake is incorporated the master cylinder and is actuated by pulling back on the brake lever, depressing the knob attached to the left side of the handle, and releasing the brake lever.
To release the parking brake, pull back on the brake lever to disengage the catch mechanism and allow the handle to swing forward (refer to Figure 7-5).
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-3
SECTION 7
DESCRIFFION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
7-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
FLIGHT CONTROL CONSOLE
Figure 7-3
7.9 FLIGHT CONTROLS
Dual controls are provided as standard equipment, with a cable system used the surfaces. The horizontal tail (stabilator) is of the all-movable slab type with a between trim tab the controls and mounted on the trailing edge of the stabilator to reduce the control system forces.
This tab is actuated by a control wheel on the floor between the front seats (Figure 7-3).
The stabilator provides extra stability and controllability with less size, drag and weight than conventional yaw in tail surfaces. The ailerons are provided with a differential action which tends to reduce adverse turning maneuvers, and which also reduces the amount of coordination required in normal turns.
A rudder trim adjustment is mounted on the right side of the pedestal below the throttle quadrant and permits directional trim as needed in flight (refer to Figure 7-5).
The flaps are manually operated, balanced for light operating forces and spring-loaded to return to the up position.
A past-center lock incorporated in position in so the full up position, so it must be completely retracted when used as a step. The flaps have three extended positions, 10, 25 and 40 degrees.
the actuating linkage holds the flap when it is in the up that it may be used as a step on the right side. The flap will not support a step load except when
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-5
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
7.11
ENGINE CONTROLS
Engine controls consist of a the control quadrant on both binding.
throttle control and a mixture control lever. These controls are located on the lower center of the instrument panel (Figure 7-5) where they are accessible to the pilot and the copilot.
The controls utilize teflon-lined control cables to reduce friction and
The addition, throttle lever is used to adjust engine RPM.
The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing of the mixture control lever in the full lean position.
In the mixture control has a lock to prevent inadvertent activation of the mixture control.
For information on the leaning procedure, see the Avco-Lycoming Operator's Manual.
The friction adjustment lever on decrease the right side of the control quadrant may be adjusted to increase or the friction holding the throttle and mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located panel. The control is placarded with to the right of the control quadrant on the instrument two positions: "ON" (down), "OFF" (up).
REPORT: VB-760
7-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
ISSUED: AUGUST 15, 1975
CONTROL QUADRANT AND CONSOLE
Figure 7-5
,
REPORT: VB-760
7-7
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
FUEL SELECTOR
Figure 7-7
7.13
FUEL SYSTEM
Fuel is stored in two twenty-five gallon structure of each wing by screws
(24 gallons usable) tanks which are secured to the leading edge and nut plates.
This allows easy removal for service or inspection.
The fuel selector control (Figure 7-7) is located on the left side-panel, forward of the pilot's seat. The button on the selector cover must be
The button releases automatically when depressed and held while the handle is moved the handle is moved back into the ON position.
to the OFF position.
An auxiliary electric fuel pump is provided in case of pump should be on for all the switch panel above the throttle quadrant.
failure of the engine driven pump. The electric takeoffs and landings, and when switching tanks.
The pump switch is located in from and
Each drained tank has an individual quick drain located at the bottom, inboard rear corner, and should be to check for water before each flight the tanks, the gascolator drain valve opened
(a strainer, which is also equipped with a quick
This strainer should be drained regularly drain, is located on the front lower left corner of the fire wall.
to check for water or sediment accumulation.
To drain the lines the tank selector valve must be switched to each tank in turn, with the electric pump on,
(refer to special container paragraph 8.21
is furnished for for the this complete operation).
fuel system
The fuel draining procedure).
REPORT: VB-760
7-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
CARBURETOR
THROTTLE
MIXTURE
PRIMER
ISSUED: AUGUST 15, 1975
FUEL SYSTEM SCHEMATIC
Figure 7-9
REPORT: VB-760
7-9
SECTION 7
DESCRIFI'ION AND OPERATION
PIFER AIRCRAFT CORPORATION
PA-2&l81, CHEROKEE ARCHER II
Fuel quantity and instrument panel.
pressure are indicated on gauges located' in a, cluster on the left side of the
An optional engine priming system is available immediate left of the throttle quadrant to facilitate starting. The primer pump is located to the
(refer to Figure 7-5).
7.15
ELECTRICAL SYSTEM
The electrical system includes a 14-volt, 60 amp alternator, a 12-volt battery, a voltage regulator, an overvoltage relay and a master switch relay (Figure 7-11). The battery is mounted in a stainless steel box immediately aft of forward left side of the baggage compartment.
The regulator the fuselage behind the instrument panel.
and overvoltage relay are located on the
Electrical switches are located on located on the right center instrument panel, and the circuit breakers are the lower right instrument panel.
A rheostat switch on the left säde of the switch panel controls the navigational lights and the radio lights. The similar switch on the right side controls and dims the panel lights.
The alternator system maintenance.
The main improvement offers many advantages over the generator advantage is full electrical power output at lower engine RPM. This is a great for radio and electrical equipment operation.
Since the system alternator both in output is operation and available at all times, the battery will be charging for a greater percentage of use. This will make cold weather starting easier.
Standard electrical accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter, fuel gauge, ammeter, and annunciator panel.
The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, lights are provided only as a warning should check and monitor the applicable system gauge to determine when or if any necessary action is required.
the annunciator panel also includes a low vacuum indicator light.
The annunciator panel to the pilot that a system may not be operating properly, and that he
Optional electrical accessories include navigation lights, anti-collision light, landing light, instrument lighting, and cabin dome light. Circuits will handle a full complement of communications and navigational equipment.
side
The words "master switch" used hereafter in this manual indicate both sides of the switch; battery
"BAT" and alternator side "ALT" are to be depressed simultaneously to OFF or ON as directed.
REPORT: VB-760
7-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
Unlike previous generator systems, the ammeter does not indicate battery discharge; rather it displays in amperes ammeter the load placed will be indicating on the alternator. With all electrical equipment off (except master switch) the the amount of charging current demanded by the battery.
As each item of electrical equipment is turned on, the current will increase to a total appearing on the ammeter.
This total includes under the battery. The maximum continuous load for night flight, with radios on, is about 30 amperes.
This 30 ampere value, plus approximately these flight conditions.
The amount two amperes for a fully of current shown on charged the battery, ammeter will will appear continuously tell immediately if the alternator system is operating normally, as drawn by the equipment which is operating.
the amount of current shown should equal the total amperage
If no output is indicated on unnecessary reset if open.
electrical equipment.
the oveivoltage relay.
If ammeter continues ammeter
Check both 5 ampere field breaker and 60 ampere output breaker and
If neither circuit breaker is open, to during flight, turn indicate no off the reduce output, the
"ALT" electrical switch for maintain load by minimum
1 second turning electrical to off all reset the load and terminate flight as soon as practical.
Maintenance on the local Piper Dealer.
the alternator should prove to be a minor factor.
Should service be required, contact
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-11
SECTION 7
DESCRIFFION AND OPERATION
STARTER & ACCESSORIES ALTERNATOR FIELD
(IN LINE)
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCIIER II
STARTER
SOLENOID
STARTER
SWITCH
STARTER
LF¯I
CIGAR
LIGHTER
G
¯¯
E
POWER
SO
L
WARN
LIGHT
LAMP
TEST
(INSL
NE)
MASTER
SOLENOID
EXTERNAL
POWER
RECEPTACLE
OPTIONAL
--
AMMETER
VOLTAGE
REGULATOR
OVER
VOLTAGE
PROTECTOR
---
---
ALTERNATOR
SOURCE-POWER
RELAY ENERGIZING CIRCUIT
MASTER
SWITCH
ALTERNATOR
REPORT: VB-760
7-12
ALTERNATOR AND STARTER SCHEMATIC
Figure 7-11
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
ISSUED: AUGUST 15, 1975
CIRCUIT BREAKER PANEL
Figure 7-13
REPORT: VB-760
7-13
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
7-14
ISSUEÐ: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIFI'ION AND OPERATION
7.17
VACUUM SYSTEM
The vacuum system is designed to operate the air driven gyro instruments.
This includes the directional and attitude vacuum regulator, a gyros when installed.
The system consists of an engine filter and the necessary plumbing.
driven vacuum pump, a
The vacuum pump is a plumbing.
A shear drive dry protects inoperative.
type pump which eliminates the need for an air/oil separator and its the pump from damage.
If the drive shears, the gyros will become
The vacuum gauge, mounted on information the right instrument panel to the right of the radios, provides valuable to the pilot about the operation of the vacuum system. A decrease in pressure in a system that has vacuum regulator or leak in system
Zero remained constant pressure would line. In the over an extended indicate a sheared
(a event of any gauge variation period may indicate a dirty filter, dirty low vacuum indicator light is provided pump from drive, defective the norm, the pump, possibly a screens, possibly a sticking in the defective annunciator panel).
gauge or collapsed pilot should have a mechanic check to prevent possible damage to the system components or eventual failure of the system.
the system
A vacuum regulator is provided in vacuum reads the system to protect the gyros. The valve is set so the
5.0
±.1
inches of mercury, a setting which provides sufficient vacuum to operate all normal 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 and is accessible from below the instrument panel.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-15
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
7.19
INSTRUMENT PANEL
The instrument panel (Figure 7-15) of advanced flight instruments and the Cherokee is designed to accommodate the customary the normally required power plant instruments. The artificial horizon and directional gyro are vacuum operated and instrument panel.
A natural separation through use of a vacuum pump installed on the engine, while the turn back instrument is electrically operated.
A vacuum gauge is mounted on of the flight youp and power group is the provided far by right side of the placement the of the flight panels.
group in the upper instrument
The radios and circuit breakers panel and are on the power group in the center and lower instrument the right hand instrument panel. Extra circuits are provided for panel a complete line of optional radio equipment.
An annunciator panel is mounted in the upper instrument to warn the pilot of a possible malfunction in the alternator, oil pressure, or vacuum systems.
REPORT: VB-760
7-16
ISSUED: AUGUST 15, 1975
1 4
I 7 8 13 13 14 15 16 17 18 19 2) e e
EC OLCEN
21 22 23 24 25 26 27 28 29
1.
CLOCK
2.
TURN INDICATOR
3.
AIRSPEED 1NDICATOR
4.
DIRECTIONAL
GYRO
GYRO
5.
ATTITUDE
6.
VERTICAL
7.
ALTIMETER
SPEED INDICATOR
8.
ANNUNCIATOR
9.
MAGNETIC
PANEL
COMPASS
10.
OMNI & GLIDE SLOPE INDICATORS
11.
TRANSPONDER
12.
MARKER BEACON
13.
AUDIO SELECTOR
14.
UHF TRANSCEIVERS
PANEL
30 31 32 33 34 35 38
15.
ADF RECEIVER
16.
DME RECEIVER
17.
18.
ENGINE HOUR METER
SUCTION
19.
HEAT &
GAUGE
DEFROST CONTROL
20.
CIGAR LIGHTER
21.
MIKE JACK
22.
PHONE JACK
23.
AUTOPILOT
24.
ENGINE INSTRUMENT
25.
OMNI COUPLER
26.
NAV SWITCH
27.
MAGNETO & STARTER
28.
PITCH CONTROL
CLUSTER
SWITCH
37 28 39 40
29.
MANIFOLD PRESSURE
30.
TACHOMETER
31.
FUEL GAUGES
32.
PRIMER
33.
MICROPHONE
34.
THROTTLE QUADRANT
GAUGE
35.
FRICTION
36.
CARBURETOR
LOCK
HEAT CONTROL
37.
EGT INDICATOR
38.
INSTRUMENT
39.
CIRCUIT
PANEL
BREAKER
40.
CLIMATE CONTROL
LIGHTS
PANEL
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
7.21
PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for optional vertical speed indicator (Figure 7-17).
the airspeed indicator, altimeter, and the
Pitot and static pressure are picked up by a pitot head installed on carried through pitot and static lines within the wing and fuselage to the the bottom gauges on the of the left instrument wing and panel.
A static valve, which is mounted provides an alternate static source for to the knee guard below the instrument panel on the left side, the system when opened.
Both side of the pitot and static lines can be drained through separate drain valves located on the left lower the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy rain, is available as optional equipment. The switch for the heated pitot head is located on the electrical switch panel to the left of the right control wheel.
over
To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the instruments.
NOTE
During removed.
the preflight, check to make sure the pitot cover is
REPORT: VB-760
7-18
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
ISSUED: AUGUST 15, 1975
PITOT-STATIC SYSTEM
Figure 7-17
REPORT: VB-760
7-19
1. FRESH AlR INLET
2. DRAIN TUBE
3. FRESH AIR BLOWER
4. BULKHEAD ASSEMBLY
5.
FRESH AIR DUCT
6.
CABIN EXHAUST
7.
DEFROSTER
OUTLET
OUTLET
8.
BLOWER SWITCH PANEL
9. DEFROSTER CONTROL
10.
HEATER CONTROL
EROSION CONTROL
M
Ín
FRESH AIR
CABIN HEAT
3
1
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
7.23
HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a heater muff attached to the exhaust system (Figure the controls located on the far right side of
7-19). The amount of heat desired can be regulated with the instrument panel.
The air flow can be regulated between ducts next to the console.
the front and rear seats by levers located on top of the heat
Fresh air inlets are located in straight sections.
A large adjustable outlet is located on location; overhead air outlets are the offered leading edge as optional of the the wing at side of equipment.
the the intersection cabin near the of the tapered floor at each and seat
Air is exhausted through an outlet under the rear seat.
A cabin air blower, incorporated in the ventilating system, is also available as optional equipment.
An optional overhead ventilating system with a cabin air blower is available on models without air conditioning.
This blower is operated by a
"FAN" switch with 4 positions "OFF," "LOW," "MED,"
"HIGH." or
7.25
CABIN FEATURES
For back of ease of entry and exit and pilot-passenger comfort, the front seats are adjustable fore and aft.
The the right front seat contains two latches, an outboard latch which allows the seat to be moved forward or aft allow easy entry rear seat for ease of entry, and an inboard latch which allows to the rear seats.
The rear seats are easily removed to the seat back provide room to be tilted forward installations incorporate leg retainers with latching mechanisms which must be released before to for bulky items. Some the rear seats can be removed.
Releasing the retainers is easily accomplished by
90° with a coin or screwdriver.
Armrests are also provided for the front turning the seats.
All latching mechanisms seats are available with optional headrests and optional vertical adjustment may be added to the front seats.
The cabin pockets on interior includes a pilot storm window, the backs of each front seat.
two sun visors, ash trays, two map pockets, and and
A single strap shoulder harness controlled by is offered as an option for windows and attached to the lap belt in the an inertia reel is standard equipment for general area of the person's inboard hip.
the front seats, the rear seats.
The shoulder strap is routed over the shoulder adjacent to the
A check of the inertia reel mechanism is made by pulling sharply on the strap.
The reel will lock in place under this test and prevent the strap from extending.
Under normal movement the strap will extend and retract as required.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
7-21
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
7.27
BAGGAGE AREA
A 24 cubic foot baggage area, located behind the rear seats, is accessible either from the cabin or through a large 20 x
22 inch outside baggage door on the right side of the aircraft. Maximum capacity is
200 pounds.
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 to Section 6 Weight and Balance).
(refer
7.29
STALL WARNING
An approaching stall is indicated by a small waming hom which is activated between five and per hour above stall speed.
Mild airframe buffeting and gentle pitching may also precede speeds are shown on graphs in ten miles the stall.
Stall and is activated by a lift detector installed on warning system should be checked by turning the master switch "ON," lifting the detector and checking to determine if the hom is actuated.
the Performance Section. The stall waming horn emits a continuous sound the leading edge of the left wing. During preflight, the stall
7.31
FINISH
All exterior surfaces are primed with etching primer and finished with a durable acrylic lacquer in a variety of tasteful colors paint cans are available to suit individual from Piper Dealers.
owners.
To keep a new look, economy size "Touch-Up" spray
REPORT: VB-760
7-22
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
7.33
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 is used for air conditioning.
the left rear side of the baggage compartment.
This cools the air that of
The condenser is mounted on a retractable scoop located on the baggage compartment area. The scoop extends when flush position when the system is "OFF." the bottom of the fuselage and to the rear the air conditioner is "ON" and retracts to a
The compressor is mounted on the forward right underside of which automatically engages or disengages the compressor to the the belt drive engine.
It system of has an electric clutch the compressor.
drawn
An electrical blower is mounted on the aft side of the rear cabin panel.
Air from the baggage area is 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 condenser the temperature control is the fan speed switch and the air conditioning
"ON-OFF" switch. The fan can be operated independently of for air conditioner operation.
Turning either switch off will the air conditioning.
However, it must be on disengage door. Cooling air should be felt within one minute after the the compressor air conditioner clutch and retract is turned on.
the
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 circulation the fan with the air conditioner turned "OFF" to aid cabin air if desired. A "LOW," "MED" or "HIGH" flow of air can be selected outlets located in to the air conditioner the overhead duct.
The outlets can be adjusted or turned off by each occupant to regulate individual cooling effect.
light
The "DOOR OPEN" indicator light is located illuminates whenever to the left of the radio stack in front of the condenser door is open and remains on until the door is closed.
the pilot. The
A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.
Whenever
The fan continues the scoop. This is done to obtain maximum power and maximum rate of climb.
to operate and the air will remain cool for approximately one minute. When the throttle is retarded approximately 1/4 inch, the clutch will engage and the scoop will extend, again supplying cool, dry air.
the throttle is in the full throttle position, it actuates a micro switch which disengages the compressor and retracts
*Optional equipment
ISSUED: AUGUST 15, 1975
REPORT: VB-760
7-23
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
7.35
PIPER EXTERNAL POWER*
An optional starting installation known receptacle located on as
Piper External Power (PEP) is accessible through a 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.
7.37
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. This plate is attached with removed with a variety of common available three slotted-head nylon screws for ease of removal; these screws may be readily items such as a dime, a key, a knife blade, etc. If there are no tools the screw heads may be broken off by any means.
The ELT is an emergency locator in an emergency transmitter which meets the requirements of FAR 91.52.
It is automatically activated by a longitudinal period of force of 5 to 7 g's and transmits a distress signal on both 121.5 MHz and 243.0 MHz for a from 48 hours in low operates on a self-contained battery.
temperature areas up to 100 hours in high temperature areas.
The unit
The battery has a useful life of four years. However, replaced after two years of shelf life or service life.
The battery has been used in an emergency situation or if accumulated to comply with FAA regulations it must be should also be replaced if the transmitter test time exceeds one hour.
The replacement date is marked on the transmitter label.
On the unit itself is a three position selector switch placarded "OFF," "ARM" and "ON." The
"ARM" position is provided impact and will continue to set the unit to the automatic position so that it will transmit only after to transmit until the battery is drained to depletion or until the switch is manually moved to the "OFF" position.
The "ARM" position is selected when the transmitter is installed at the factory and the switch should
"ON" position is provided so feature was not remain in that position whenever the unit is installed in triggered by impact or to periodically test the function of the transmitter.
the airplane.
The the unit can be used as a portable transmitter or in the event the automatic for
Select the "OFF" position when changing the battery, when rearming the unit if it has been activated any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the "ON" position for any reason, the "OFF" position has to be selected before selecting "ARM." If
"ARM" is selected directly from the "ON" position, the unit will continue to transmit in the "ARM" position.
*Optional equipment
REPORT: VB-760
7-24
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPERATION
A pilot's remote switch, located controlled from inside on the left side panel, is provided to allow the transmitter to be the cabin.
On early models the pilot's remote switch is placarded "ON," "ARM,"
"OFF RESET." If the pilot's remote switch has been placed in the 'ON" position for any reason, the
"OFF RESET" position must be selected for one second before position.
On later models the pilot's remote switch is placarded the switch
"ON/RESET" is placed in the "ARM" and "ARM (NORMAL
POSITION)." The switch is normally left in move the down or "ARM" position. To turn the transmitter off, the switch to the
"ON/RESET" position for one second then return it to the "ARM" position.
To actuate and the transmitter for tests or other reasons, move the switch upward to the
"ON/RESET" position leave it in that position as long as transmission is desired.
case
The unit is equipped with a portable antenna of an emergency and used as a portable signal to allow transmitter.
the locator to be removed from the airplane in
ISSUED: AUGUST 15 1975
REVISED: JANUARY 6, 1976
REPORT: VB-760
7-25
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
7-26
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph
No.
8.1
8.3
General..................................................
AirplaneInspectionPeriods
......................................
8.5
PreventiveMaintenance
........................................
8.7
8.9
AirplaneAlterations
..........................................
GroundHandling
8.11
EngineAirFilter
............................................
............................................
8.13
BrakeService
..............................................
8.15
LandingGearService..........................................
8.17
PropellerService
............................................
8.19
OilRequirements
............................................
8.21
FuelSystem
...............................................
8.23
TireInflation
..............................................
8.25
BatteryService
.............................................
8.27
Cleaning
.................................................
Page
No.
8-1
8-3
8-4
8-5
8-6
8-8
8-8
8-10
8-11
8-11
8-11
8-13
8-13
8-13
REPORT: VB-760
8-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1
GENERAL
This section provides general guidelines relating
Archer II.
to the handling, servicing and maintenance of the
Every owner should stay in close contact with his Piper
Service Center dealer or distributor and Authorized Piper to obtain the latest information pertaining to his aircraft and to avail himself of the Piper
Aircraft Service Back-up.
Piper Aircraft Corporation from his aircraft and keeping it in takes a continuing interest in having the owner get the most efficient use the best mechanical condition.
Consequently, Piper Aircraft from time to time issues Service Bußetins, Service Letters and Service Spares Letters relating to the aircraft.
Service Bulletins are of special importance and should be complied with promptly.
These are sent to the latest registered owners, distributors and dealers.
Depending on labor anowances may apply, and will be addressed in the body of the the nature of
Bulletin.
the bulletin, material and sent
Service Letters deal with product improvements and service hints pertaining to dealers, distributors and occasionaRy can properly attention service to the Service Letter information.
(at the aircraft and keep it up the factory's discretion) to to the aircraft. They are latest registered owners, so they to date with the latest changes.
Owners should give careful
Service Spares Letters offer improved parts, kits and optional equipment which originally and which may be of interest to the owner.
were not available
If an owner is not having his aircraft serviced by periodically check with a Piper dealer or distributor up to date.
an
Authorized Piper Service Center, he should to find out the latest information to keep his aircraft
Piper Aircraft Corporation has a
Subscription Service for
Service Spares Letters. This service is offered nominal fee, and may be obtained to interested the Service Bulletins, Service Letters and persons such as owners, pilots and mechanics at a through Piper dealers and distributors.
A service manual, parts catalog, and revisions distributor.
Any correspondence regarding to both, are available from your
Piper dealer or the airplane should include the airplane model and serial number to insure proper response.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
8-1
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
8-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.3
AIRPLANE INSPECTION PERIODS
The Federal Aviation Administration (FAA) occasionally publishes Airworthiness Directives (ADs) that apply to specific groups of aircraft. They are mandatory changes and are to be complied with within a time limit set by the FAA. When an
AD is issued, it is sent to the latest registered owner of the affected aircraft and also
A & P mechanic to subscribers of the service. The owner should periodically check with his Piper to see whether he has the latest issued AD against his aircraft.
dealer or
Piper Aircraft Corporation provides for the initial and first 50-hour inspection, at no charge to the owner. The in
Owner Service Agreement which the owner receives upon delivery of the aircraft should be kept the aircraft at all times.
This identifies him to authorized Piper dealers and entitles the owner to receive service in accordance with owner full warranty by the regular service agreement terms.
This agreement also entitles the transient any Piper dealer in the world.
One hundred hour inspections are required by law if inspection is left to the discretion of the the owner. This inspection aircraft is used commercially.
is a complete check of the
Otherwise this aircraft and its systems, and should be accomplished by a Piper
Authorized Service Center or by a qualified aircraft and power plant mechanic who owns or works for a reputable repair shop. The inspection is listed, in detail, in the inspection report of the appropriate Service Manual.
a
An annual inspection is required once a year same as a 100-hour inspection except
General Aviation District operated commercially or for pleasure.
that
Office (GADO) it must to keep the Airworthiness Certificate in effect. It is the be signed representative.
by
This an Inspection inspection
Authorized (IA) is required whether mechanic or the aircraft is
A Progressive Maintenance program is approved by the FAA and is available routine and detailed inspections at 50-hour intervals.
The purpose of to the owner. It involves the program is to allow maximum utilization of the aircraft, to reduce maintenance inspection cost and to maintain a maximum standard of continuous airworthiness.
Complete details are available from Piper dealers.
A spectographic analysis of the oil is available from several sources. This system, if used intelligently, provides must a good check of the internal condition of the engine. For this system to be accurate, be sent in at regular intervals, and induction air filters must be cleaned or changed regularly.
oil samples
ISSUED: AUGUST 15, 1975 REPORT: VB-760
8-3
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
8.5 PREVENTIVE MAINTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform certain preventive maintenance the described in FAR pilot may perform:
Part 43.
This maintenance pilot owns or operates and which is not used which in may be performed air carrier service. The following only on an aircraft which is a list of the the maintenance
(a) Repair or change tires and tubes.
(b) Service landing gear wheel bearings, such as cleaning, greasing or replacing.
(c) Service landing gear shock struts by adding air, oil or both.
(d) Replace defec.tive
safety wire and cotter keys.
(e) Lubrication not requiring disassembly other than removal of non-structural items such as cover plates, cowling or fairings.
(f) Replenish hydraulic fluid in the hydraulic reservoirs.
(g) Refinish the exterior or interior of the aircraft (excluding balanced control surfaces) when removal or disassembly of any primary structure or operating system is not required.
(h) Replace side windows and safety belts.
(i) Replace seats or seat parts with replacement parts approved for the aircraft.
(j) Replace bulbs, reflectors and lenses of position and landing lights.
(k) Replace cowling not requiring removal of the propeller.
(1) Replace, clean or set spark plug clearance.
(m) Replace any hose connection, except hydraulic connections, with replacement hoses.
(n) Replace prefabricated fuel lines.
(o) Replace the battery and check fluid level and specific gravity.
he has
Although the above work is allowed by law, each individual should make a self analysis as to whether the ability to perform the work.
If the above work is accomplished, an entry must be made in the appropriate logbook.
The entry should contain:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
REPORT: VB-760
8-4
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.7 AIRPLANE ALTERATIONS
If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.
Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed mechanic, covered may be approved by by AC 43.13-2 require a Supplemental Type Certificate.
by an A & P the local FAA office. Major alterations to the basic airframe or systems not
The owner or pilot is required aircraft.
to ascertain that the following Aircraft Papers are in order and in the
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8 100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:
(1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and Alteration Form
FAA-337, if applicable.
(3) Aircraft equipment list.
Although available the aircraft and engine logbooks are not required to be in the aircraft, they should be made upon request.
maintenance cost by giving
Logbooks should be complete and up to date. Good records will reduce the mechanic information about what has or has not been accomplished.
ISSUED: AUGUST 15, 1975
REVISED: JANUARY 6, 1976
REPORT: VB-760
8-5
SECTION 8
IIANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-2&l81, CHEROKEE ARCHER II
8.9
GROUND HANDLING
(a) Towing
The airplane may be moved on stowed below the ground by the use of the nose wheel steering bar that is the forward ledge of the baggage compartment or by power equipment that will not damage part of or excessively strain the nose gear fork.
the nose gear steering assembly.
Towing lugs are incorporated as
CAUTION
When towing with power equipment, do not turn the nose gear beyond its steering radius in either direction, as damage to the nose gear and steering mechanism.
this will result in
CAUTION
Do not tow the airplane when the controls are secured.
high less
In the event towing lines are necessary, ropes should be attached to both main gear struts as up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not than fifteen feet, and a qualified person should ride in the pilot's seat to maintain control by use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by as taxi techniques should be covered.
the owner.
Engine starting and shut-down procedures as well
When it is areas are performed: clear, power should be applied to start ascertained the taxi roll, that the and the propeller back blast following and checks should taxi be
(1) Taxi a few feet forward and apply the brakes to determine their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or other stationary objects.
If possible, station an observer outside the airplane.
(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or taxiing over ground containing that may cause damage to the propeller loose stones, gravel, or any loose material blades.
REPORT: VB-760
8-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
(c) Parking
When parking conditions and the airplane, be sure that it is sufficiently protected from adverse weather that it presents no danger to other aircraft.
When parking the airplane for any length of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and depressing the knob on the handle. To release the parking brake, pull back on the handle until the catch disengages; then allow the handle to swing forward.
CAUTION
Care should be taken when setting brakes that are overheated or during cold weather when accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the front seat belt and chocks used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and protection.
The following procedures should be used for the proper mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt through the control wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately
45 degree angles sufficient slack to the ground.
When using rope of non-synthetic material, leave to avoid damage to the airplane should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip knots.
Do not use plain slip knots.
NOTE
Additional preparations for high winds include using ropes from the landing gear forks and securing the rudder.
tie·<lown
(6) Install a pitot head cover if available.
Be sure to remove the pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane is unattended.
ISSUED: AUGUST 15, 1975
REPORT: VB-760
8-7
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
8.11
ENGINE AIR FILTER
(a) Removing Engine Air Filter
(1) Remove the lower cowl.
(2) Remove the wing nuts securing the filter. Remove the filter.
(b) Cleaning Engine Air Filter
The induction air filter must be cleaned at least once every 50 hours, and more often, even daily, when operating in dusty conditions.
Extra filters are inexpensive, and a spare should be kept on hand for use as a rapid replacement.
To clean the filter:
(1) Tap the filter gently to remove dirt particles, being careful not to damage the filter. DO
NOT wash the filter in any liquid.
DO NOT attempt to blow out dirt with compressed air.
(2) If the filter is excessively dirty or shows any damage, replace it immediately.
(3) Wipe the filter housing with a clean cloth and install the filter. The usable life of the filter should be restricted to one year or 500 hours, whichever comes first.
(c) Installation Of Engine Air Filter
After cleaning or when replacing the filter, install the filter in the reverse order of removal.
8.13
BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level should reservoir with be checked periodically or at every 50 hour inspection and replenished when necessary. The brake is located on the fire wall in fluid under pressure from the engine compartment.
If the entire system must be refilled, fill the brake end of the system. This will eliminate air from the system.
No adjustment of excessively worn, the brake clearances is necessary.
If after extended service brake blocks become they should be replaced with new segments.
REPORT: VB-760
8-8
ISSUED: AUGUST 15, 1975
1.
2.
BRAKE
RIGHT
RESERVOIR
BRAKE AND RUDDER
3.
LEFT BRAKE AND RUDDER
4.
RIGHT BRAKE CYLINDER
5.
LEFT BRAKE CYLINDER
6.
BRAKE HANDLE
7.
HANDLE RELEASE BUTTON
PEDAL
PEDAL
8.
LINE, INLET
9.
CLEVIS PIN
10.
MASTER CYLINDER
11.
BOLT ASSEMBLY
12.
TORQUE
13.
COPILOT'S
TUBE
RIGHT
14.
COPILOT'S
ASSEMBLY
BRAKE AND RUDDER
LEFT BRAKE AND RUDDER
PEDAL
PEDAL
D
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
8.15
LANDING GEAR SERVICE
The three landing gears use
Cleveland Aircraft Products 6.00
x
6, four-ply rating, type III tires and tubes.
(Refer to paragraph 8.23.)
Wheels are removed by brake segment in place.
Mark taking off the hub cap, cotter pin, axle nut, and the two bolts holding the tire and wheel for reinstallation; then dismount by deflating the tire, removing the three through-bolts from the wheel and separating the wheel halves.
units.
Landing gear oleos on the Cherokee Archer II should be serviced according to the instructions on the
The main oleos should be extended under normal static load until 4.50
±
.25
inches of oleo piston tube is exposed, required, it should and the nose gear should show 3.25
±
.25
inches.
Should the strut exposure be below that be determined whether air or oil is required by first raising the airplane on jacks.
Depress the valve core to allow air to escape from the strut housing chamber.
Remove the filler plug and slowly raise the strut to full compression.
If the strut has sufficient fluid, it will be visible up to the bottom of the filler plug hole and will then require only proper inflation.
Should fluid be below the bottom of the filler plug hole, oil should be added. Replace the plug with valve core removed; attach a clear plastic end hose to the valve stem of the filler plug and submerge the other in a container of hydraulic fluid. Fully compress and extend the strut several times, thus drawing fluid from the container and expelling air from the strut chamber.
To allow fluid to enter the bottom chamber of the main gear strut housing, the torque link assembly must be disconnected to let the strut be extended a minimum of 10 inches (the nose gear torque links need not be disconnected).
Do not allow the strut to extend more than 12 inches. When air bubbles cease to flow through the hose, compress the strut fully and again check fluid level. Reinstall the valve core and filler plug, and the main gear torque links, if disconnected.
With fluid in airplane on the strut housing at the correct level, attach a strut pump to the air valve and with the the ground, inflate the oleo strut to the correct height.
used.
jacked
In airplane jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be
At least 250 pounds of ballast should be placed on up. The the base of the tail stand before 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 hydraulic the ballast added, jacking may be continued until the airplane is at the height desired.
is jacks should be placed under the jack points on the bottom of the wing and the
The steering arms from the rudder pedals to the nose wheel are adjusted 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 when be done in such a way that the nose wheel is in line with the fore and aft axis of the plane 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 are of the nose wheel is 30.0° ± 2° in either direction and is limited by stops on the bottom of the forging.
after
The rudder pedal arm stops should be carefully adjusted so that the pedal arms contact the stops just the rudder hits its stops.
This guarantees that the rudder will be allowed to move through its full travel.
REPORT: VB-760
8-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.17
PROPELLER SERVICE
The spinner and backing plate should be frequently cléaned and inspected for cracks. Before each flight the propeller should be inspected for nicks, scratches, and corrosion.
If found, they should be repaired which can as soon as possible by a rated mechanic, since a nick or scratch causes lead to serious cracks or when necessary with flat and waxed periodically.
the black paint loss of a propeller tip.
The back face of the an area blades of increased stress should be painted to retard glare. To prevent corrosion, the surface should be cleaned
8.19
OIL REQUIREMENTS
The oil capacity of the Lycoming O-360-A4M series engines is 8 quarts and the minimum safe quantity is 2 quarts.
It is recommended unfavorable conditions.
Engine oil that the oil filter element be changed every
50 hours or sooner under is normally changed with the filter.
However, if the full flow (cartridge type) oil filter is used and changed every 50 hours of operation, the intervals between oil changes may be increased as much as 100 percent.
The following grades are recommended for the specified temperatures:
Above 60°F
30°F
0°F to to
90°F
70°F
Below 10°F
SINGLE
S.A.E.
50
S.A.E.
40
S.A.E.
30
S.A.E. 20
MULTI
S.A.E.
40 or
50
S.A.E. 40
S.A.E.
40 or 20W-30
S.A.E. 20W-30
8.21
FUEL SYSTEM
(a) Servicing Fuel System
Refer servicing and to the PA-28 Cherokee Service Manual and Periodic Inspection Report for fuel system inspection.
(b) Fuel Requirements
Aviation grade fuel with a minimum octane of 100/130 must be used in this airplane.
Since the use of lower grades can cause serious damage in a short period of time, the engine warranty is invalidated by the use of lower octanes.
(c) Filling Fuel Tanks gallon
Observe all required precautions for handling gasoline.
Fuel is stored in
(24 gal. usable) tanks.
two twenty-five
ISSUED: AUGUST 15, 1975 REPORT: VB-760
8-11
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
FUEL DRAIN
Figure 8-3
(d) Draining Fuel Valves and Lines
The fuel system should be drained daily prior accumulation of located at water or sediment.
Each fuel the lower inboard rear corner of the tank.
The fuel strainer is equipped with an easy drain valve.
It is located on to first flight and after refueling to avoid the tank is equipped with an individual quick drain the front lower left corner of the fire wall.
It is important that the fuel system be drained in the following manner:
(1) Open the easy drain valve with the fuel selector valve on one tank, and allow fuel to flow for a few seconds.
(2) Place a container under the drain and examine the contents for sediment and water.
(3) When enough fuel has flowed to ensure that the lines and strainers are free of water and sediment, close the drain and dispose of the contents of the container.
(4) Repeat the procedure with the fuel selector valve changed to the other tank.
CAUTION
When draining fuel, be starting the engine.
sure that no fire hazard exists before
After using the fuel system quick drain, check from outside the airplane to be sure that it has closed completely and is not leaking.
REPORT: VB-760
8-12
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
(e) Draining Fuel System
The bulk of end of each fuel the fuel may be drained from the system by opening the valve at the inboard tank.
Push up on the arms of the drain valve and turn counterclockwise to hold the drain open. The remaining fuel in the system may be drained through the filter bowl. Any individual tank may be drained by closing the selector valve and then draining the desired tank.
8.23
TIRE INFLATION
For maximum service from gear and
24 psi relationship of for the main gear. All wheels and tires are balanced before original installation, and the tire, tube the tires, keep them inflated to the proper pressures
18 psi for the nose and wheel should be maintained upon reinstallation.
Unbalanced wheels can cause extreme vibration in the landing gear; therefore, in the installation of new components, it may be necessary to rebalance the wheels with the tires mounted.
When checking tire pressure, examine the tires for wear, cuts, bruises, and slippage.
8.25
BATTERY SERVICE
Access to the 12-volt battery is through an access panel at the right rear side of the baggage compartment. The battery box has a plastic be opened occasionally tube which is normally closed off with a cap and which should fluid level. DO NOT fill to drain off any accumulation of liquid. The battery should be checked for proper the battery above the baffle plates.
DO NOT fill the battery with acid use water only. A hydrometer check will determine the percent of charge in the battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and finishing with a 2 amp rate.
Quick charges are not recommended.
8.27
CLEANING
(a) Cleaning Engine Compartment
Before cleaning prevent any solvent the engine compartment, place a strip of tape on the magneto vents to from entering these units.
(1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of solvent and degreaser. In order to remove especially heavy dirt and grease deposits, it may be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into air intakes.
the alternator, vacuum pump, starter, or
(3) Allow the solvent to remain on the engine from five to ten minutes.
Then rinse the engine clean with additional solvent and allow it to dry.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
8-13
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
CAUTION
Do not operate otherwise the engine until excess solvent has evaporated or been removed.
(4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication
Chart.
(b) Cleaning Landing Gear
Before cleaning brake assembly.
the landing gear, place a plastic cover or similar material over the wheel and
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired.
Where heavy grease and dirt deposits have collected, it may be necessiiry brush areas that were sprayed, in order to clean them.
to
(3) Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(c) Cleaning Exterior Surfaces or
The airplane should be washed with a mild soap and water.
detergents metal.
Cover could make scratches areas where cleaning on painted or plastic surfaces or could solution could cause
Harsh damage.
abrasives or alkaline
To wash cause the soaps corrosion of airplane, use the following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted surfaces.
Soft cleaning cloths or a chamois should heavier coating of wax on be used to prevent scratches when cleaning or polishing.
A the leading surfaces will reduce the abrasion problems in these areas.
(d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic cleaner. Use a soft cloth or sponge in a straight back and forth motion.
Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon thinner, acetone, or window cleaning sprays.
tetrachoride,
REPORT: VB-760
8-14
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax.
Rub lightly with a soft cloth.
Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing out the scratch with jeweler's rouge.
Smooth both sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner suitable for the material.
Carefully follow the manufacturer's instructions.
Avoid soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand soap and water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or vacuum.
For soiled spots and stubborn stains use a noninflammable dry cleaning fluid.
Floor carpets may be removed and cleaned like any household carpet.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
8-15
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
8-16
ISSUED: AUGUST 15, 1975
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/Supplement
No.
9.1
1
2
3
4
General..................................................
Air Conditioning System Installation
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AutoFliteIIAutopilotInstallation
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AutoControl IIIB Autopilot Installation
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PiperElectricPitchTrim........................................
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Page
No.
9-1
9-3
9-7
9-9
9-13
REPORT: VB-760
9-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1
GENERAL
This section provides information in the form of Supplements which are necessary for efficient operation of the airplane when equipped with one or more of the various optional systems and equipment not provided with the standard airplane.
All of the Supplements provided by this section are "FAA Approved" and consecutively numbered as a permanent part of related equipment is this Handbook. The information contained in each Supplement applies only when the installed in the airplane.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-1
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
9-2
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 1
AIR CONDITIONING INSTALLATION
SECTION 1 GENERAL
This supplement supplies information necessary for the efficient operation optional air conditioning system is installed. The information contained within of the this airplane when supplement is to the be used "as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook this handbook at all times when the optional air conditioning system is installed.
and must remain in
SECTION 2 LIMITATIONS
(a) To insure maximum climb performance the air conditioner must be turned "OFF" manually prior to takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned "OFF" manually before the landing approach in preparation for a possible go-around.
(b) Placards
In full view of installed: the pilot, in the area of the air conditioner controls when the air conditioner is
"WARNING AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE."
In full view of the pilot, to the right of the engine gauges (condenser door light):
"AIR COND DOOR
OPEN"
SECTION 3
-
EMERGENCY PROCEDURES
No changes
Handbook to the basic Emergency Procedures provided by Section 3 of this Pilot's Operating are necessary for this supplement.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-3
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 4
-
NORMAL PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation as follows:
(a) Check aircraft master switch "ON."
(b) Turn the air conditioner control switch to "ON" and the fan switch 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 be performed during flight if an in flight failure is suspected.
The
The condenser door light is located door light illuminates when to the right of the engine instrument cluster in front of the pilot.
the door is open and is off when the door is closed.
SECTION 5
-
PERFORMANCE engine
Operation of is required the air conditioner will cause slight decreases in cruise speed and range.
Power from the 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 takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned off manually before the landing approach in preparation for a possible go-around.
Although the cruise speed and range are only slightly affected by the air conditioner operation, these changes should be considered in preflight planning.
To be conservative, the following figures assume that the compressor is operating continuously while the airplane is airborne.
This will be the case only in extremely hot weather.
(a) The decrease in true airspeed is approximately 5 mph at all power settings.
(b) The decrease in range may be as much as 37 statute miles for the 48 gallon capacity.
REPORT:
9-4
VB-760
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
The climb performance is not compromised measurably with the air conditioner operating since the compressor is position is declutched selected.
When and the the full condenser throttle door position is retracted, is both not used or in automatically, the when a full event of a malfunction throttle which would cause the compressor to operate and the condenser door to be extended, a decrease in rate of climb of as much as 100 fpm can be expected.
Should a malfunction occur which prevents condenser door retraction when the compressor is turned off, a decrease in rate of climb of as much as 50 fpm can be expected.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-5
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181 CHEROKEE ARCHER H
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REPORT: VB-760
9-6
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 2
AUTOFLITE II AUTOPILOT INSTALLATION
SECTION 1
-
GENERAL
This supplement supplies information necessary for
AutoFlite II Autopilot is installed. The information contained within described" in conjunction with the complete handbook.
the operation of this the airplane when supplement is to the optional be used "as
This supplement has been "FAA Approved" as a permanent part of this handbook and must remain in this handbook at all times when the optional AutoFlite II Autopilot is installed.
SECTION 2
-
LIMITATIONS
(a) Autopilot use prohibited above
165 MPH CAS.
(b) Autopilot "OFF" during takeoff and landing.
SECTION 3
-
EMERGENCY PROCEDURES
.
(a) In case of malfunction DEPRESS and hold interrupt switch on pilot's control wheel.
(b) Toggle switch on instrument panel "OFF."
(c) Unit may be overpowered manually.
(d) In climb, cruise or descent configuration a malfunction with a 3 second delay in recovery initiation may result in 45° bank and 180' altitude loss. Maximum altitude loss measured at 165
MPH CAS in a descent.
(e) In approach configuration a malfunction with a 1 second delay in recovery initiation results in
18° bank and 10' altitude loss.
SECTION 4
-
NORMAL PROCEDURES
(a) Engagement
(1) Toggle Switch on instrument panel -
ON.
(2) Interrupt Switch on left hand side of pilot's control wheel
-
RELEASED.
(b) Disengagement
(1) Depress Interrupt Switch on pilot's control wheel (or)
(2) Toggle Switch on instrument panel
-
OFF.
(c) Heading Changes
(1) Depress Interrupt Switch, make Heading Change, release Interrupt Switch.
(2) Move Trim Knob on instrument for Drift Correction from a constant heading.
(3) Move Turn Command Knob on instrument for right or left banked turns.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-T
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
(d) OMNI Tracker
(1) Center Turn Command Knob and push IN to engage Tracker.
(2) Trim Knob
push IN for high sensitivity.
SECTION 5
-
PERFORMANCE
No changes necessary for to the basic performance provided by Section 5 of this Pilot's Operating Handbook are this supplement.
REPORT: VB-760
9-8
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
1PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 3
AUTOCONTROL IIIB AUTOPILOT INSTALLATION
SECTION 1 GENERAL
Piper used
This supplement supplies information necessary for the operation of the airplane when
AutoControl IIIB Autopilot is installed.
The information contained within this the supplement optional is to be
"as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook and must this handbook at all times when the optional Piper AutoControl IIIB Autopilot is installed.
remain in
SECTION 2 LIMITATIONS
(a) Autopilot use prohibited above 165 MPH CAS.
(b) Autopilot "OFF" during takeoff and landing.
SECTION 3 EMERGENCY OPERATION
(a) In an emergency the AutoControl IIIB can be disconnected by:
(1) Pushing the roll ON-OFF Rocker Switch "OFF."
(2) Pulling the Autopilot Circuit Breaker.
(b) The autopilot can be overpowered at either control wheel.
(c) An autopilot runaway, with a 3 second delay in the initiation of recovery while operating in a climb, cruise or descending flight, could result in a 45° altitude loss measured at 165 MPH in a descent.
bank and 180' altitude loss. Maximum
(d) An autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach operation, coupled or uncoupled, could result in a 18° bank and 10' altitude loss.
SECTION 4 NORMAL PROCEDURES
PREFLIGHT
(a) AUTOPILOT
(1) Place Radio Coupler in "HDG" Mode (if installed) and place the AP "ON-OFF" switch to the "ON" position to engage roll section.
Rotate roll command knob left and right and observe that control wheel describes a corresponding left and right turn, then center knob.
(2) Set correct compass heading on D.G. and turn HDG bug to aircraft heading. Engage "HDG" mode rocker switch and rotate HGD bug right and left.
Aircraft control wheel should turn same direction as bug. Grasp control wheel and manually override servo, both directions.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-9
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
(b) RADIO COUPLER -(OPTIONAL)
(1) Tune and identify VOR or VOT station.
Position Radio Coupler to OMNI Mode. Engage
Autopilot ROLL and HDG switches.
Set HDG bug cause OMNI indicator Needle rotates in direction of needle movement.
to aircraft heading and rotate O.B.S.
to to swing left and right slowly.
Observe that control wheel
(2) Disengage AP "ON-OFF" switch. Reset Radio Coupler control to HDG.
IN-FLIGHT
(a) Trim airplane (ball centered).
(b) Check air pressure vacuum to ascertain that the directional gyro and attitude gyro are receiving sufficient air.
(c) Roll Section.
(1) To engage, center
ROLL knob, push AP "ON-OFF" switch to "ON" position.
To turn, rotate console ROLL knob in desired direction.
(Maximum angle of bank should not exceed
30°.)
(2) For heading mode, set directional gyro with magnetic compass.
Push directional gyro HDG knob in, rotate bug to aircraft heading. Push console heading rocker (HDG) switch to "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.
(d) Radio Coupling VOR/ILS with Standard directional gyro.
(Optional)
(1) For VOR Intercepts and Tracking:
Select the desired VOR course and set mode on the HDG bug to the same heading.
Select OMNI the coupler and HDG Mode on the autopilot console.
(2) For ILS Front Course Intercepts and Tracking:
Tune heading.
the localizer frequency and place the HDG bug
Select LOC-NORM mode on on the inbound, front course the coupler and HDG mode on the autopilot console.
(3) For LOC Back Course Intercepts and Tracking:
Tune the localizer frequency and place the HDG bug on the inbound course heading to the airport.
Select LOC-REV mode with coupler and HDG mode on the autopilot console.
SECTION 5 PERFORMANCE
No changes necessary for to the basic performance provided by Section 5 of this Pilot's Operating Handbook are this supplement.
REPORT: VB-760
9-10
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-11
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
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REPORT: VB-760
9-12
ISSUED: AUGUST 15, 1975
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 4
PIPER ELECTRIC PITCH TRIM
SECTION 1 GENERAL
This supplement supplies information necessary for the operation
Piper Electric Pitch Trim is installed.
The information contained within of the this airplane when supplement is to the be optional used "as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook this handbook at all times when the optional Piper Electric Pitch Trim is installed.
and must remain in
SECTION 2 LIMITATIONS
No changes of necessary for the basic limitations provided by Section 2 of this Pilot's Operating Handbook are this supplement.
SECTION 3 EMERGENCY PROCEDURES
(a) In case of malfunction, PRESS disconnect switch located above the ignition switch.
(b) In case of malfunction, overpower the electric trim at either control wheel.
(c) Maximum altitude change with a 4 second delay in recovery initiation is 800 feet and occurs in the descent configuration.
Maximum altitude change in the approach configuration with a 4 second recovery delay is 100 feet.
SECTION 4 NORMAL PROCEDURES pitch
The electric trim system may be turned ON or OFF by a switch located above the ignition switch. The trim may be changed when the electric trim system is turned on either by moving the manual pitch trim control wheel or by operating the trim control switch on the pilot's control yoke. To prevent excessive speed increase in the event of an electric trim run-away malfunction, the system incorporates an automatic disconnect feature which renders disconnected condition does not affect the system inoperative above approximately 165 MPH IAS.
The the manual trim system.
SECTION 5
-
PERFORMANCE
No changes necessary for to the basic performance provided by Section 5 of this Pilot's Operating Handbook are this supplement.
ISSUED: AUGUST 15, 1975 REPORT: VB-760
9-13
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-181 CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-760
9-14
ISSUED: AUGUST 15, 1975
Paragraph
No.
10.1
General.................................................
10.3
SafetyTips
..............................................
TABLE OF CONTENTS
SECTION 10
SAFETY TIPS
Page
No.
10-1
10-1
REPORT: VB-760
10-i
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER II
SECTION 10
SAFETY TIPS
SECTION 10
SAFETY TIPS
10.1 GENERAL
This section provides safety tips of particular value in the operation of the Cherokee Archer II.
10.3 SAFETY TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on the control wheel is required to lift the airplane off the yound.
(b) The best speed for takeoff is about 61 MPH IAS (53 KTS IAS) under normal conditions.
Trying to pull the airplane off the yound at too low an airspeed decreases the controllability of the airplane in the event of engine failure.
( c) Flaps may be lowered at airspeeds up to 115 MPH CAS (100 KTS CAS). To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps.
(d) Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.
(e) Before starting the engine, check that all radio switches, light switches and the pitot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged.
(f) Strobe 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.
(g) The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot should become familiar with interference with the proper positioning of his feet on the rudder pedals so as to avoid the torque tube when moving the rudder pedals or operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the safety related information made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM and safety aids.
(i) The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet.
If the outlet is uncovered, the fuel flow will be interrupted and a temporary loss of power may result.
Pilots can prevent inadvertent uncovering of the outlet by avoiding maneuvers which could result in uncovering the outlet.
Extreme running turning takeoffs should be avoided as fuel flow interruption may occur.
Prolonged slips or skids which result in excess of 2000 ft. of altitude loss, or other radical or extreme maneuvers which could cause uncovering of interruption may occur when tank being used is not the full.
fuel outlet must be avoided as fuel flow
ISSUED: AUGUST 15, 1975 REPORT: VB-760
10-1
SECTION 10
SAFETY TIPS
PIPER AIRCRAFT CORPORATION
PA-28-181, CHEROKEE ARCHER H
THIS PAGE INTENTIONALLY LEFT BLANK
RËPORT: VB-760
10-2
ISSUED: AUGUST 15, 1975
Advertisement
Key features
- Maximum utilization as an operating guide for the pilot
- Includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J
- Contains supplemental data supplied by the airplane manufacturer.
- Normal and Utility Categories
- Engine Fire During Start
- Engine Power Loss During Takeoff
- Engine Power Loss In Flight
- Power Off Landing
- Fire In Flight
- Loss Of Oil Pressure
