Piper Cherokee Cruiser, Flite Liner airplane Pilot's Operating Manual

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This manual is incomplete without an APPROPRIATE FAA APPROVED AIRPLANE
FLIGHT MANUAL and an APPROPRIATE WEIGHT AND BALANCE REPORT.
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WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS MANUAL
TO APPLICABLE AIRCRAFT. THIS MANUAL REVISED AS INDICATED BELOW
OR SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE
IDENTIFIED BELOW WHEN APPROVED BY PIPER AIRCRAFT CORPORATION.
SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT CORPORATION
MUST BE PROPERLY INSERTED. |
MODEL PA-28-140
28-7525250 -
AIRCRAFT SERIAL NO. REGISTRATION NO.
16
PILOT'S OPERATING MANUAL, PART NUMBER 761 555 REVISIÓN
PIPER AIRCRAFT CORPORATION Y - 4 Cu
APPROVAL SIGNATURE AND ST lo
Assurance that the airplane is in an airworthy condition is the responsibility of the owner.
The pilot in command is responsible for determining that the airplane is safe for flight. The pilot
is also responsible for remaining within the operating limitations outlined by the Airplane Flight
Manual, instrument markings, and placards.
This Pilot’s Operating Manual is not designed as a substitute for adequate and competent
flight instruction, knowledge of the current airworthiness directives, applicable federal air
regulations, or advisory circulars. It is not intended to be a guide for basic flight instruction or a
training manual for transition from single to multi-engine flying.
If an inconsistency of information exists between the Pilot’s Operating Manual and the
Airplane Flight Manual approved by the FAA, the Airplane Flight Manual shall be the
authority. |
A complete or partial replacement of this manual, Part No.
761 555, may be obtained only from Piper Customer Services.
Published by
PUBLICATIONS DEPARTMENT
‘Piper Aircraft Corporation
761 555
Issued: July 1973
APPLICABILITY
This manual is applicable to Piper Model PA-28-140 aircraft having serial numbers
28-7425001 through 28-7625275. Contact Piper Customer Services for specific information on
the application of this manual.
REVISIONS
The information compiled in the Pilot’s Operating Manual will be kept current by revisions
distributed to the airplane owners.
Revision material will consist of information necessary to update the text of the present
manual and/or to add information to cover added airplane equipment.
I. Revisions
Revisions will be distributed whenever necessary as complete page replacements or
additions and shall be inserted into the manual in accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each section.
3. Page numbers followed by a small letter shall be inserted in direct sequence with the
same common numbered page.
TI. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line along the left hand
margin of the page, opposite revised, added or deleted material. A line opposite the page
number or section title and printing date, will indicate that the text or illustration was
unchanged but material was relocated to a different page or that an entire page was added.
Black lines will indicate only current revisions with changes and additions to or deletions
of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical
location of material on a page will not be identified by symbols.
II. Original Pages Issued
The original pages issued for this manual prior to revision are given below:
1-1 through 1-4, 2-1 through 2-18, 3-1 through 3-18, 4-1 through 4-6, 5-1 through 5-32,
7-1 through 7-11, 8-1 through 8-2, 9-1 through 9-11, 10-1 through 10-15. |
iii
Current Revisions to the PA-28-140 Cherokee Cruiser Pilot's Operating Manual, 761 555, 1ssued
PILOT’S OPERATING MANUAL LOG OF REVISIONS
July 6, 1973.
Revision Revised Description Date
Rev. 1 - 761 555 1-1 Changed Instructional Power Cruise Speed Oct. 22, 1973
(PR731022) from 50% to 60%.
W/B Added Rev. 1 to Report: VB-546.
9-4 Added “Best Economy Mixture”.
9-5 Revised type size.
9-6 Removed NOTE.
9-7 Removed NOTE.
Rev. 2 - 761 555 11 Added PAC Approval Form. May 29, 1974
(PR740529) 111 Added Applicability and Item III. Original
Pages Issued.
A F/M Added Rev. 1 to Report: VB-557.
W/B Added Rev. 2 to Report: VB-546.
(NOTE: AIRCRAFT DELIVERED WITH
MANUALS PRIOR TO THIS REVISIÓN
DO NOT REQUIRE THIS REVISIÓN.)
Rev. 3 - 761 555 Title Added Flite Liner. | June 13, 1974
(PR740613) 2-1 Added reference to Flite Liner to The
Airplane; relocate info to page 2-2.
2-2 Added info from page 2-1.
2-8 Added annunciator panel info and foot -
note; relocated info to page 2-11.
2-9 Revised Alternator and Starter Schematic.
2-9a Added page (Alternator and Starter
Schematic).
-10 Relocated page.
11 Relocated page; added info from page 2-8;
added annunciator panel to Vacuum System
and Instrument Panel; added footnote.
2-12 Relocated page; added annunciator panel.
2-12a Added page.
A F/M Added Rev. 2 to Report: VB-557.
4-6 Revised Alternator Failure, item 3.
W/B Added Rev. 3 to Report: VB-546.
7-1 Added Airspeed Data and revised page nos.
7-4 Added annunciator panel and footnote.
7-5 Revised Stall info; deleted stall table;
added Cruising info from page 7-6; revised
Cruising info; revised stall info.
7-6 Relocate Cruising to page 7-5; added
Approach-and Landing info from page 7-7.
IV
PILOTS OPERATING MANUAL LOG OF REVISIONS (cont)
Revision Pasco Description Date
Rev. 3 (cont) 7-7 Added Airspeed Data; relocated Approach
and Landing info to page 7-6.
8-1 Revised item 6. (added annunciator);
added footnote; relocated info from item 8.
to page 8-2.
8-2 Added info from page 8-1.
9-1 Revised chart nomenclature.
9-2 Revised Takeoff chart.
9-3 Revised Climb chart.
9-4 Revised Power chart.
9-5 Revised Cruise chart.
9-6 Revised Range chart (36 gal).
9-7 Revised Range chart (50 gal).
9-8 Revised Glide chart.
9-9 Revised Stall chart (weight).
9-10 Revised Stall chart (angle of bank).
9-11 Revised Landing chart.
| Rev. 4- 761 555 1-2 Revised footnote. Nov. 1, 1974
(PR741101) A F/M Added Rev. 3 to Report: VB-557.
W/B Added Rev. 4 to Report: VB-546.
7-4 Added new item 9. and revised existing
item nos. under Takeoff.
8-2 Added item 11.
Rev. 5 - 761 555 2-16 Revised Stall Warning description. Jan. 21, 1975
(PR750121) W/B Added Rev. 5 to Report: VB-546.
7-10 Revised Operating Instructions for Emergency
Locator Transmitter; relocated material to
page 7-11.
7-11 Added material relocated from page 7-10.
Rev. 6 - 761 555 1-2 Revised Empty Weight and Useful Load. May 16, 1975
(PR750516 W/B Added Rev. 6 to Report: VB-546. |
8-1 Relocated item 8. (fuel tip) to page 8-2.
8-2 Added and revised item 8. (fuel tip).
Rev. 7- 761 555 2-1 Deleted info (AIRFRAME). July 18, 1975
(PR750718) 2-10 Added callout.
2-12 Added Engine Hour Meter; revised
callouts.
W/B Added Rev. 7 to Report: VB-546.
iv-a
PILOT’S OPERATING MANUAL LOG OF REVISIONS (cont)
(NOTE: AIRCRAFT DELIVERED WITH
MANUALS PRIOR TO THIS REVISION
DO NOT REQUIRE THIS REVISIÓN.)
Revision к vised Description Date
ages
Rev. 8 - 761 555 A F/M Added Rev. 4 to Report: VB-557. Nov. 27, 1975
(PR751127) W/B Added Rev. 8 to Report: VB-546.
7-11 Revised ELT info.
8-2 Revised item 8.
Rev. 9 - 761 555 1-2 Revised Fuel Specifications. April 19, 1976
(PR760419) A F/M Added Rev. 5 to Report: VB-557.
| 7-4 Added Note.
7-5 Revised Cruising Info. |
7-6 Revised Approach and Landing item 2.
8-2 Added items 12, 13, 14.
10-1 Revised page nos. for Filling Fuel Tanks,
Draining Fuel Valves and Lines, Facts You
Should Know, and Required Service and
Inspection Periods.
10-8 Revised Fuel Requirements; relocated
Filling Fuel Tanks to page 10-5.
10-9 Added Fuel Grade Comparison Chart and
info from page 10-8; relocated Draining
Fuel Valves and Lines to page 10-10.
10-10 Added info from page 10-9 and relocated
Facts You Should Know to page 10-11.
10-11 Added info from page 10-10 and relocated
info to page 10-12.
10-12 Added info from page 10-11 and relocated
info to page 10-13.
10-13 Added info from page 10-12.
10-14 Revised Special Instruction No. 7.
Rev. 10-761 555 W/B Added Rev. 9 to Report: VB-546. July 19, 1976
(PR760719) 7-10 Added info from page 7-11. Deleted info
about Emergency Locator Transmitter.
7-11 Moved info to page 7-10; revised pilot's
remote switch description.
Rev. 11 - 761 555 7-2 Revised Starting Engines When Hot. June 3, 1977
(PR770603) 7-11 Revised ELT Note.
Rev. 12 - 761 555 111 Added Applicable Serial Numbers. Sept. 30, 1977
(PR770930) A F/M Added Rev. 6 to Report: VB-557.
W/B Added Rev. 10 to Report: VB-546.
iv-b
PILOT’S OPERATING MANUAL LOG OF REVISIONS (cont)
Revision Revised Description Date
ages
Rev. 13 - 761 555 2-8 Added Warning. April 16, 1979
(PR790416) 2-14 Added Caution.
W/B Added Rev. 11 to Report: VB-546.
7-10 Revised ELT info.
10-10 Added Caution; relocated info. to pg. 10-11.
10-11 Added info. from pg. 10-10.
Rev. 14- 761 555 2-8 Revised Waming. May 22, 1980
(PR800522) W/B Added Rev.12 to Report: VB-546.
Rev. 15-761 555 1-1 Revised General Specifications. July 13, 1984
(PR840713) 1-2 Relocated Dimensions to pg. 1-3:
revised fuel and Oil specification.
1-3 Added Dimensions from pg. 1-2.
2-6 Revised fuel info.
A F/M Added Rev. 7 to Report: VB-557.
W/B Added Rev. 13 to Report: VB-546.
7-1 Revised Preflight.
7-4, Added ending serial number effectivity.
8-1
9-1 Added Warning.
10-8 Revised Fuel Requirements.
10-11 Revised Handling and Servicing (Facts
You Should Know).
10-12 Revised Preventive Maintenance.
10-13 Deleted Preventive Maintenance info.;
revised Required Service and Inspection
Periods.
Rev. 16 - 761 555 1V-C Added Rev. 16 to 761 555 Log of Revisions. March 16, 1990
(PR900316) 10-8 Revised Oil Requirements. Moved Fuel
System to page 10-8a.
10-8a Added page. Revised and moved Fuel System
from page 10-8.
10-8b Added page.
10-9 Revised Fuel Grade Comparison Chart.
10-11 Revised Handling and Servicing (Facts
You Should Know).
10-13 Revised Required Service and Inspection
Periods.
TABLE OF CONTENTS
GENERAL SPECIFICATIONS
DESCRIPTION - AIRPLANE AND SYSTEMS
AIRPLANE FLIGHT MANUAL F.A.A. APPROVED
EMERGENCY PROCEDURES F.A.A. APPROVED
EMERGENCY PROCEDURES
WEIGHT AND BALANCE
LOADING INSTRUCTIONS
OPERATING INSTRUCTIONS
OPERATING TIPS
PERFORMANCE CHARTS
HANDLING AND SERVICING
GENERAL SPECIFICATIONS
Performance
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CHEROKEE CRUISER
GENERAL SPECIFICATIONS
PERFORMANCE
Published figures are for standard airplanes flown at gross weight under standard
conditions at sea level, unless otherwise stated. Performance for a specific airplane may vary
from published figures depending upon the equipment installed, the condition of engine,
airplane and equipment, atmospheric conditions and piloting technique. Each performance
figure below 1s subject to the same conditions as on the corresponding performance chart from
which it is taken in the Performance Charts Section.
Takeoff Ground Run, flaps up, sea level (ft) 800
Takeoff Distance Over 50-ft Obstacle, flaps up. sea level (ft) 1700
Best Rate of Climb Speed (mph) 89
Rate of Climb (ft per min) 631
Best Angle of Climb Speed, sea level (mph) | 78
Max Speed, sea level (mph) ] 42*
Max Speed, Optimum Alt, 7800 ft, 75% power (TAS) (mph) 135%
Service Ceiling (ft) 10,950
Absolute Ceiling (ft) 13.000
‘Cruise Speed at best power mixture, optimum altitude (TAS) (mph)
65% power, 10,250 ft | 127
55% power, 11,900 ft 114
Range at best power mixture optimum altitude (m1)**
75% power, 7,800 ft 705
65% power, 10,250 ft 765
55% power, 11,900 ft 855
Cruise Speed at best economy mixture, optimum altitude (mph)
75% power, 7,000 ft 126
65% power, 10,000 ft 120
55% power, 1 2,000 ft 114
Range at best economy mixture, optimum altitude (m1)**
75% power, 7,000 ft 720
65% power, 10,000 ft 795
55% power, 12,000 ft 880
Cruising Speed, sea level, 75% power (mph) 124
Instructional power cruise speed, sea level, 60% power (mph) 110
Cruising range, sea level, 75% power (mi) 475
(675***)
Instructional power cruising range, sea level, 60% power, (mi) 540
(760***)
* All speeds stated are with optional wheel fairings installed. Subtract 3 mph if wheel fairings
are not installed.
** Ranges based on 48 gal usable fuel, no reserve.
*** Ranges adjusted to reflect the use of best economy speeds with best economy fuel flows,
and 48 gallons usable.
GENERAL SPECIFICATIONS
REVISED: OCTOBER 22,1973 1-1
CHEROKEE CRUISER
Alternate Fuels
Fuel Consumption, 75% power (gal per hr) 8.4
Fuel Consumption, 50% power (gal per hr) 5.6
Stalling Speed, flaps down (mph) 55
Landing Roll, flaps down (ft) 535
WEIGHTS
Gross Weight (Ibs) 2150
Standard Empty Weight (1bs) 1275
Maximum Useful Load (Ibs) 875
POWER PLANT
Engine - Lycoming O-320-E3D
Rated Horsepower and Speed (rpm) 150 at 2700
Bore (inches) 5.125
Stroke (inches) 3.875
Displacement (cubic inches) 319.8
Compression Ratio 7:1
Dry Weight (pounds) 276
Oil Sump Capacity (quarts) 8
Propeller (Sensenich) M74DM
FUEL
AVGAS ONLY
Fuel Capacity (U.S. gal) Standard 36
Fuel Capacity (U.S. gal) Reserve 50
Fuel, Aviation Grade
Minimum Octane 80/87
Specified Octane 80/87
Refer to Fuel Requirements,
Section 10 - Page 10-8
OIL
Oil Capacity (quarts) 8
BAGGAGE
Maximum Baggage (lbs) 200%
Baggage Space (cubic ft) 22
* See Weight and Balance for limitations when family seats and safety family seats are installed or
baggage area mofified in accordance with Piper Drawing 66671.
GENERAL SPECIFICATIONS
1-2 REVISED: JULY 13, 1984
CHEROKEE CRUISER
DIMENSIONS
Wing Span (ft)
Wing Area (sq ft)
Wing Loading (Ibs per sq ft)
Length (ft)
Height (ft)
Power Loading (Ibs per hp)
LANDING GEAR
Wheel Base (ft)
Wheel Tread (ft)
Tire Pressure (lbs)
Tire Size
Nose
Main
Nose (4 ply rating)
Main (4 ply rating)
GENERAL SPECIFICATIONS
REVISED: JULY 13, 1984
30
160
13.4
23.3
7.3
14.3
6.2
10.0
24
24
6.00 x 6
6.00 x 6
1-3
CHEROKEE CRUISER
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GENERAL SPECIFICATIONS
ISSUED: JULY 6, 1973
DESCRIPTION
AIRPLANE AND SYSTEMS
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BLANK PAGE
CHEROKEE CRUISER
DESCRIPTION
AIRPLANE AND SYSTEMS
THE AIRPLANE
The Cherokee 140 is a single-engine, low wing monoplane of all metal construction. It 1s
available in two versions, the Cherokee Cruiser and the Cherokee Flite Liner.
The Cherokee Cruiser, which is the standard model, has a two-place configuration with a
third and fourth family seat offered as optional equipment. Economy, comfort and a wide range
of options make the Cherokee Cruiser a versatile business or personal airplane.
The Cherokee Flite Liner is basically a standard model Cruiser with optional equipment
installed that is tailored for flight instruction. This equipment includes instruments, radio and
lights. The Cherokee Flight Liner also has its own distinctive exterior color scheme. The
simplicity, stability and dual flight controls make it an especially good instructional airplane.
AIRFRAME
The basic airframe is of ‘aluminum alloy construction. The extremities - wing tips, cowling,
tail surfaces - are of durable fiberglass.
The wings are attached to each side of the fuselage by insertion of the butt ends of the
respective main spars into a spar box carry-through which 1s an integral part of the fuselage
structure, providing, in effect, a continuous main spar with splices at each side of 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, NACA65y-415 with the maximum
thickness about 40% aft of the leading edge. This permits the main spar carry-through structure
to be located under the rear seat, providing unobstructed cabin floor space ahead of the
rear seat.
ENGINE AND PROPELLER
The Lycoming O-320-E3D engine installed in the Cherokee PA-28-140 is rated at 150
horsepower at 2700 rpm. This engine has a compression ratio of 7 to 1 and requires 80/87
minimum octane fuel. The engine is equipped with direct drive or optional geared drive starter,
a 60 ampere alternator, dual magnetos, vacuum pump drive, diaphragm type fuel pump and a
float carburetor.
Exhaust gases are carried through a system constructed of heavy gauge stainless steel which
incorporates heater shrouds to provide cabin heat, defrosting, and carburetor deicing.
AIRPLANE AND SYSTEMS
REVISED: JULY 18, 1975 2.1
CHEROKEE CRUISER
The propeller used on the PA-28-140 is a Sensenich M74DM fixed-pitch aluminum alloy
anit. Its diameter is 74 inches with a standard pitch of 58 inches. All performance figures are
based on the standard 58 inch pitch propeller.
Cowling on the Cherokee is designed to cool the engine in all normal flight conditions,
including protracted climb, without the use of cowl flaps or cooling flanges.
The throttle quadrant is in the lower center of the instrument panel and contains the
throttle and mixture control. A friction lock on the right side of the quadrant prevents creeping
of the controls. To the right of the quadrant is the carburetor heat control that provides
maximum carburetor heat when fully ON. Air passes through a highly efficient dry type filter
when the carburetor heat is OFF.
The Flite Liner incorporates a throttle detent adjusted to the 60% power location for the
throttle control. When the throttle is set in this detent, the tachometer needle will match the
white radial decal indicating 2265 RPM on the glass of the tachometer at 3500 feet altitude.
The arcs of this decal represent 60% power at sea level (2180 RPM) and 7000 feet (2345 RPM).
Thus an economical 60% power setting can be easily obtained up to 7000 feet altitude.
LANDING GEAR
The three landing gears use Cleveland 6.00 x 6 wheels, the main wheels are being provided
with brake drums and Cleveland single disc hydraulic brake assemblies. The nose wheel and the
main gear all use 6.00 x 6 four ply tires with tubes.
The nose gear is steerable through a 60° arc by use of the rudder pedals and brake. A
spring device is incorporated in the rudder pedal torque tube assembly to aid in rudder centering
and to provide rudder trim. The nose gear steering mechanism also incorporates a bungee device
to provide lighter, smoother ground steering and to dampen bumps and shocks during taxiing.
The nose gear also includes a shimmy dampener.
The oleo struts are of the air-oil type with a normal extension of 3.25 inches for the nose
gear and 4.50 inches for the main gear under normal static (empty weight of airplane plus full
fuel and oil) load.
The brakes are actuated by a hand lever and a master cylinder which is located below and
near the center of the instrument panel. The toe brakes and the hand lever have their own brake
cylinders, but they share a common reservoir. The parking brake 1s incorporated in the lever
brake and is operated by pulling back on the lever and depressing the knob attached to the top
of the handle. To release the parking brake, pull back on the brake lever to disengage the catch
mechanism; then allow the handle to swing forward.
AIRPLANE AND SYSTEMS
2-2 REVISED: JUNE 13, 1974
CHEROKEE CRUISER
Main Wheel Assembly
AIRPLANE AND SYSTEMS
ISSUED: JULY 6, 1973 2.3
CHEROKEE CRUISER
Throttle Quadrant and Console
AIRPLANE AND SYSTEMS
2-4 ISSUED: JULY 6, 1973
CHEROKEE CRUISER
Console
FLIGHT CONTROLS
Dual controls are provided as standard equipment with a cable system used between the
controls and the surfaces. The horizontal tail is of the all-movable slab type, with an anti-servo
tab acting as a longitudinal trim tab. It is actuated by a control wheel on the floor between the
front seats. The stabilator provides extra stability and control with less size, drag, and weight
than conventional tail surfaces. The differential action of the ailerons tends to eliminate adverse
yaw in timing maneuvers and reduces the amount of coordination required in normal turns.
The flaps are manually operated, balanced for light operating forces and spring-loaded to
return to the up position. A past-center lock incorporated in the actuating linkage holds the flap
when 1t 1s in the up position so that it may be used as a step on the right side. The flap will not
support a step load except when in 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.
FUEL SYSTEM
Fuel is stored in two twenty-five gallon tanks which are secured to the leading edge
structure of each wing by screws and nut plates to allow easy removal for service or inspection.
The fuel selector control is located on the left side panel, forward of the pilot's seat. The
button on the selector cover must be depressed and held while the handle is moved to the OFF
position. The button releases automatically when the handle is moved back into the ON
position.
AIRPLANE AND SYSTEMS
ISSUED: JULY 6, 1973 2-5
CHEROKEE CRUISER
Fuel Selector
To obtain the standard fuel quantity of 36 gallons, fill the tanks to the bottom of the filler
neck indicator. To obtain the standard plus the reserve quantity, a total of 50 U.S. gallons, fill the
tanks to the top of the filler neck.
An auxiliary electric fuel pump 1s provided for use in case of failure of the engine driven
pump. The electric pump should be on for all takeoffs and landings and when switching tanks.
The fuel strainer is equipped with a quick drain and is located on the front lower left corner
of the fire wall. This strainer should be drained during preflight to check for water or sediment and
proper fuel (a special bottle is furnished for this operation). To drain the lines from the tanks, the
tank selector valve must be switched to each tank in turn, with the electric pump on, and the
gascolator drain valve opened. Each tank has an individual quick drain located at the bottom,
inboard, rear corner.
Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on
the left side of the instrument panel.
An engine priming system 1s installed to facilitate starting. The primer pump is located on the
immediate left of the throttle quadrant.
AIRPLANE AND SYSTEMS
2-6 REVISED: JULY 13, 1984
CHEROKEE CRUISER
MAIN TANK
FUEL QUANTITY GAUGES
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FUEL —
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FUEL TANK SELECTOR VALYE
PRIMER
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MAIN TANK
ENGINE FUEL PUMP
FUEL PRESSURE GAUGE
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ELECTRIC FUEL PUMP
MIXTURE
THROTTLE
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CARBURETOR
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Fuel System Schematic
AIRPLANE AND SYSTEMS
ISSUED: JULY 6, 1973
2-7
CHEROKEE CRUISER
ELECTRICAL SYSTEM
The electrical system includes a 14-volt 60 ampere alternator, battery, voltage regulator,
overvoltage relay, and master switch relay. The 12-volt battery and master switch relay are
located beneath the baggage compartment floor. Access for service or inspection is obtained by
raising the hinged floor panel. The regulator and overvoltage relay are located on the fuselage
behind the instrument panel.
Electrical switches are located on the right center instrument panel, and the circuit
breakers are located on the lower right instrument panel. A rheostat switch on the right side of
‘the switch panel controls the navigation lights and the intensity of the instrument panel light.
Standard electrical accessories include starter, electric fuel pump, stall warning indicator,
cigar lighter, ammeter, and annunciator panel*.
Optional electrical accessories include navigation lights, anti-collision light, landing light,
and instrument panel lighting. |
The Flite Liner includes as standard electrical accessories: starter, electric fuel pump, stall
warning indicator, ammeter, navigation lights, anti-collision light, landing light, instrument panel
lights, and annunciator panel*.
WARNING
Anti-collision lights should not be operating when flying through
cloud, fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity to
the ground such as during taxiing, takeoff or landing.
The annunciator panel* includes alternator and low oil pressure indicator lights. When the
optional gyro system 1s installed, the annunciator panel also includes a low vacuum indicator
light. The annunciator panel lights are provided only as a warning to the pilot that a system may
not be operating properly, and that he should check and monitor the applicable system gauge to
determine when or if any necessary action 1s required.
Circuit provisions are made 10 handle a full complement of communications and
navigational equipment.
The alternator system offers many advantages over the generator system. The main
advantage is full electrical power output at much lower engine RPM which results in improved
radio and electrical equipment operation. Since the alternator output is available all the time,
the battery will be charging almost continuously. This will make cold weather starting easier.
In generator systems, the ammeter indicates battery discharge. In the Cherokee electrical
system the ammeter displays in amperes the load placed on the alternator. With all electrical
equipment except the master switch in the OFF position, the ammeter will indicate the amount
of charging current demanded by the battery. As each item of electrical equipment 1s turned on,
the current will increase to a total appearing on the ammeter. This total includes the battery.
The maximum continuous load for night flight with radios on is about 30 amperes. This 30
ampere value plus approximately 2 amperes for a fully charged battery will appear continuously
under these conditions. Do not take off with a fully discharged battery as 3 volts are needed to
excite the alternator. |
*Serial nos. 7525001 and up
AIRPLANE AND SYSTEMS
2-8 REVISED: MAY 22, 1980
CHEROKEE CRUISER
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AIRPLANE AND SYSTEMS
REVISED: JUNE 13, 1974
2-9
CHEROKEE CRUISER
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AIRPLANE AND SYSTEMS
2-9a | | ISSUED: JUNE 13,1974
CHEROKEE CRUISER
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AIRPLANE AND SYSTEMS
REVISED: JULY 18, 1975
2-10
CHEROKEE CRUISER
The master switch is a split switch with the left half operating the master relay and the
right half energizing the alternator. The switch is interlocked so that the alternator cannot be
operated without the battery. For normal operation, be sure both halves are turned on.
Maintenance on the alternator should prove to be a minor factor. Should service be
required, contact the local Piper Dealer.
VACUUM SYSTEM
The vacuum system is designed to operate the air driven gyro instruments. This includes
the directional and attitude gyros when installed. The system consists of an engine driven
vacuum pump, a vacuum regulator, a filter and the necessary plumbing.
The vacuum pump 1s a dry type pump which eliminates the need for an air/oil separator
and its plumbing. A shear drive protects the pump from damage. If the drive shears, the gyros
will become inoperative.
The vacuum gauge, mounted on the right instrument panel to the right of the radios,
provides valuable information to the pilot about the operation of the vacuum system. A
decrease in pressure in a system that has remained constant over an extended period may
indicate a dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in system (a
low vacuum indicator light is provided in the annunciator panel*). Zero pressure would indicate
a sheared pump drive, defective pump, possibly a defective gauge or collapsed line. In the event
of any gauge variation from the norm, the pilot should have a mechanic check the system to
prevent possible damage to the system components or eventual failure of the system.
A vacuum regulator is provided in the system to protect the gyros. The valve is set so the
normal vacuum reads 5.0 + .1 inches of mercury, a setting which provides sufficient vacuum to
operate all the gyros at their rated RPM. Higher settings will damage the gyros and with a low
setting the gyros will be unreliable. The regulator is located behind the instrument panel.
INSTRUMENT PANEL
The instrument panel of the Cherokee is designed to accommodate the customary
advanced flight instruments and the normally required power plant instruments. The artificial
horizon and directional gyro are vacuum operated through use of a vacuum pump installed on
the engine, while the turn and bank instrument is electrically operated. A vacuum gauge 1S
mounted on the far right side of the instrument panel. A natural separation of the flight group
and power group is provided by the placement of the flight group in the upper instrument panel
and the power group in the center and lower instrument panels. The radios and circuit breakers
are on the right hand instrument panel, and extra circuits are provided for a complete line of
optional radio equipment. The microphone is located on the console. An annunciator panel 1s
mounted in the upper instrument panel to warn the pilot of a possible malfunction in the
alternator, oil pressure or vacuum systems*. |
*Serial nos. 7525001 and up
AIRPLANE AND SYSTEMS
2-11 REVISED: JUNE 13, 1974
CHEROKEE CRUISER
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CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
AIRPLANE AND SYSTEMS
2-12a ISSUED: JUNE 13, 1974
CHEROKEE CRUISER
VERTICAL SPEED INDICATOR
AIRSPEED INDICATOR
PITOT HEAT
PITOT HEAT SMTCH
ALTIMETER
Pitot-Static System
AIRPLANE AND SYSTEMS
ISSUED: JULY 6, 1973 2-13
CHEROKEE CRUISER
PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for the airspeed indicator, altimeter and
vertical speed indicator (when installed).
Pitot and static pressure are picked up by the pitot head on the bottom of the left wing.
To prevent bugs and water from entering the pitot and static pressure holes, when the
airplane is parked, a cover should be placed over the pitot head. A partially or completely
blocked pitot head will give erratic or zero readings on the instruments.
NOTE
During the preflight, check to make sure the pitot cover 1s
removed.
HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a heater muff attached
to the exhaust system. The amount of heat desired can be regulated with the controls located
on the far right side of the instrument panel. If unusual odors are noticed, the heat should be
shut off and the system inspected for leaks. The airflow may be regulated between the front and
rear seats by the use of the levers located on top of the heat ducts next to the control console.
CAUTION
When cabin heat is operated, heat duct surface becomes hot. This
could result in bums if arms or legs are placed too close to heat duct
outlets or surface.
Fresh air inlets are located in the leading edge of the wing at the intersection of the tapered
and straight sections. A large adjustable outlet is located on the side of the cabin near the floor
at each seat location; overhead air outlets are offered as optional equipment. Cabin air 1s
exhausted through an outlet located below the rear seat floor panel. A cabin air blower, which
helps to distribute fresh air through the cabin, is available as optional equipment when air
conditioning is not installed. This blower is operated by a “FAN” switch with 4 positions -
OFF,” “LOW,” “MED,” or “HIGH.”
On the Flite Liner, overhead air outlets are not offered as optional equipment.
AIRPLANE AND SYSTEMS
2-14 REVISED: APRIL 16, 1979
CHEROKEE CRUISER
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ISSUED: JULY 6, 1973
AIRPLA
CHEROKEE CRUISER
CABIN FEATURES
For ease of entry and exit and pilot-passenger comfort, the front seats recline and are
adjustable fore and aft. A family seat installation which provides two additional seats 1s
available. Each family seat is capable of carrying a full size adult, which gives the Cherokee 140
4-place capability. Optional headrests and vertically adjustable front seats are also available.
A single strap shoulder harness controlled by an inertia reel is standard equipment for the
front seats, and is offered as an option for the rear seats when they are installed. The shoulder
strap is routed over the shoulder adjacent to the windows and attached to the lap strap in the
general area of the occupant’s inboard hip.
A check of the inertia reel mechanism is made by pulling sharply on the strap. The reel will
lock in place under this test and prevent the strap from extending. Under normal movement the
strap will extend and retract as required.
The Flite Liner has all of the above features, except there is only one radio installed, and
optional headrests, vertically adjustable front seats, and family seats are not available.
BAGGAGE AREA
A 22 cubic foot luggage compartment is located behind the seats in the two-place model
and is accessible from the cabin. Maximum baggage capacity 1s 200 pounds.
NOTE
It is the pilot's responsibility to be sure when the baggage 1s
loaded that the aircraft C.G. falls within the allowable C.G.
Range. (See Weight and Balance Section.)
STALL WARNING
An approaching stall is indicated by a stall warning indicator which is activated between
five and ten miles per hour above stall speed. Mild airframe buffeting and gentle pitching may
also precede the stall. Stall speeds are shown on graphs in the Performance Charts Section. The
stall warning indicator is a red warning light on the left side of the instrument panel on earlier
models and a continuous sounding horn located behind the instrument panel on later models.
The stall warning indicator is activated by a lift detector installed on the leading edge of the left
wing. During preflight, the stall warning system should be checked by turning the master switch
“ON,” lifting the detector and checking to determine if the indicator 1$ actuated.
FINISH
All exterior surfaces are primed with etching primer and finished with a durable acrylic
lacquer in a variety of tasteful colors to suit individual owners. To keep a new look, economy
size “Touch-Up” spray paint cans are available from Piper Dealers.
| AIRPLANE AND SYSTEMS
2-16 - REVISED: JANUARY 21, 1975
CHEROKEE CRUISER
AIR CONDITIONING*
The air conditioning system 1s a recirculating air system. The major items include;
evaporator, condenser, compressor, blower, switches and temperature controls.
The evaporator is located behind the left rear side of the baggage compartment. This cools
the air that is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of the fuselage
and to the rear of the baggage compartment area. The scoop extends when the air conditioner 1s
“ON” and retracts to a flush position when the system 1s “OFF.”
The compressor is mounted on the forward right underside of the engine. It has an electric
clutch which automatically engages or disengages the compressor to the belt drive system of the
compressor.
An electrical blower is mounted on the aft side of the rear cabin panel. Air from the
baggage area is drawn through the evaporator by the blower and distributed through an
overhead duct to individual outlets located adjacent to each occupant.
The switches and temperature control are located on the lower right side of the instrument
panel in the climate control center panel. The temperature control regulates the temperature of
“the cabin. Turn the control clockwise for increased cooling, counterclockwise for decreased
cooling.
Located inboard of the temperature control 1s the fan speed switch and the air
conditioning “ON-OFF” switch. The fan can be operated independently of the air conditioning.
However, it must be on for air conditioner operation. Turning either switch off will disengage
the compressor clutch and retract the condenser door. Cooling air should be felt within one
minute after the air conditioner is turned on.
NOTE
If the system is not operating in 5 minutes, turn the system
“OFF” until the fault is corrected.
The “FAN” switch allows operation of the fan with the air conditioner turned “OFF” to
aid cabin air circulation if desired. A “LOW,” “MED” or “HIGH” flow of air can be selected to
the air conditioner outlets located in the overhead duct. The outlets can be adjusted or turned
off by each occupant to regulate individual cooling effect.
The “DOOR OPEN” indicator light 1s located to the left of the radio stack in front of the
pilot. The light illuminates whenever the condenser door 1s open and remains on until the door
1s closed.
A circuit breaker located on the circuit breaker panel protects the air conditioning
electrical system.
*Optional equipment
AIRPLANE AND SYSTEMS
ISSUED: JULY 6, 1973 2-17
CHEROKEE CRUISER
Whenever the throttle is in the full throttle position, it actuates a micro switch which
disengages the compressor and retracts the scoop. This is done to obtain maximum power and
maximum rate of climb. The fan continues 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.
PIPER EXTERNAL POWER?
An optional starting installation known as Piper External Power (PEP) is accessible through
a receptacle located on the right side of the fuselage aft of the wing. An external battery can be
connected to the socket, thus allowing the operator to crank the engine without having to gain
access to the airplane’s battery. This installation is not available on the Flite Liner.
*Optional equipment
AIRPLANE AND SYSTEMS
2-18 | ISSUED: JULY 6, 1973
AIRPLANE FLIGHT MANUAL
LOZ Of REVISIONS ieee enana ran ener nece nico rene cerro ener cercare eee 3-111
LIMItAtIONS ..…............cccsecceccsrcrenensensennensenrenrereraencemeennresaenep aan men e nee enare ane ea case sa are na race e nee en nan en anne 3-1
Procedures «o.oo eee RO Le 3-7
Performance ....................ee.00c000ioaraena roer nera eee eee eee eee eee eee ee eee ee eee eee eee eee eae 3-9
Supplements .................2.e11meieereecereer eran e ener De rRe reee ren eReerereenennenenenenenrerenerneneennanene ea ror ira erececarenerenena aces 3-11
BLANK PAGE
CHEROKEE CRUISER
TABLE OF CONTENTS
Log of REViISIONS........………siscersasacesaecsaneenencee eanenooorareoananeanooconene canoa recae na nece nocr carece nenes renanaceconorenenes 3-iii
SECTION I
LiMItATIONS .….....rocccrcscansrensenersenenemterranerenenencerasentecrra rar anesececarasaanecaranaranenrane ne cenaseeeana case encens 3-1
A. EDGINES TT eee eae sees een ee seen. 3-1
N 3-1
C. Propellers....................eeneneenecna enero cenar Denon on eee einer eres 3-1
N 3-1
E. Airspeed Limitations and Airspeed Instrument Markings
(Calibrated Airspeed) (MPH)... coo eee eee 3-2
F. Maximum WEIENE o.oo eee eee eee eee eee eee eee eee 3-2
С. Baggage Capacity... irre eeee eerste eee eee eee 3-2
Н. Cl Gu RANZE cece eee eee eee eee eee eee eee eee ee 3-2
1. — MAANCUVETS «occ eee eee EEE BEER ecran are a 3-3
Jo PLACAIAS «eects eee eee eee eee eee eee r ae 3-3
К. Air Conditioned Airplanes ….…..….…..……ccenerenmaenenennnnmeennnnnnnnnnn+nnnnn+nnn+n+nnn 3-6
SECTION II
IN TT eee eee eee eee 3-7
SECTION III
Performance onic eee eee ee eee ee eee sees esse eee eee eee eee 3-9
SECTION IV
Supplements.......................eeeneiene ne eee ene DDD Deere nene Renee ee nene Dee eee. 3-11
A.” Electric Pitch Trim Installation ..................... eee ee e ea een ranas 3-15
B. AutoFlite II Installation............................ee nee en ener reee ee eee rene en ear raee reas 3-16
С. Air Conditioning Installation .....................ee ee. e e e een ener eee 3-18
D. Piper AutoControl IN and/or AutoControl IIB Installation 3-19
FAA APPROVED MAY 14, 1973 REPORT: ¥B 557 PAGE 3-i
REVISED: NOVEMBER 1, 1974 MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-557 PAGE 3-ii FAA APPROVED MAY 14, 1973
MODEL: PA-28-140 |
CHEROKEE CRUISER
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS
X
FAA Approved
Revision | Revised Pages Description and Revision Date
] Title Added PAC Approval Form. 7
(NOTE: AIRCRAFT DELIVERED WITH A Ju to
MANUALS PRIOR TO THIS REVISION D. H. Trompler
DO NOT REQUIRE THIS REVISION.) May 29, 1974
2 3-1 Added item G. Installation of Piper Auto-
Control IIIB to Supplements.
3-3 Revised Item 1. 2. a.,1. 2. b., and J. 1
3-4 Revised Item J. 2.
3-5 Revised Items 1. and 2.
3-11 Added Item G. Installation of Piper Auto-
Control IIIB. | „М host
3-19, 3-20,| Added pages (AutoControl IIIB Supple- D. H. Trompler
3-21, 3-22 ment info added). June 13, 1974
3 3-1 Under Supplements - deleted existing Items
A., B. and E.; revised remaining Items.
3-5 Added “Spins Prohibited” to Item 2. under
Maneuvers Placard for Utility Category with
Air Cond. or Vent. Blower.
3-11 Deleted existing Items A., B. and E.: revised
remaining Items.
3-13 Deleted Item A. Electric Pitch Trim Instal-
lation (Without Pitch Trim Switch).
-14 Deleted Item B. AutoFlite Installation.
-15 Revised existing Item letter (C. to A);
deleted (With Pitch Trim Switch).
3-16 Revised existing Item letter (D. to B.).
3-17 Deleted Item E. AutoControl III Installation.
3-18 Revised existing Item Letter (F. to C.).
3-19 Revised existing Item letter (G. to D.); added
AutoControl III to Title. Wand Evora
3-20 Deleted IIIB designation from Items c. (1) Ward Evans
and (2). Nov. 1, 1974
Want Evans
Ward Evans
4 3-22 Revised item c. (1). Nov. 27, 1975
arm Exam
5 3-1 Revised item B. Fuel. “Ward Evans
| April 19, 1976
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-iii
REVISED: APRIL 19, 1976
MODEL: PA-28-140
CHEROKEE CRUISER
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS (cont)
Revision | Revised Pages Description and Revision FAA pprovec
Ó Title Added Applicable Serial Numbers. (J E
(NOTE: AIRCRAFT DELIVERED WITH and ana
MANUALS PRIOR TO THIS REVISIÓN Ward Evans
DO NOT REQUIRE THIS REVISIÓN.) Sept. 30, 1977
Jard Enano”
7 3-1 Revised item B. Fuel. Ward Evans
3-22 Added ending serial number effectivity. July 13, 1984
REPORT: VB-557 PAGE 3-iv FAA APPROVED MAY 14, 1973
MODEL: PA-28-140 REVISED: JULY 13, 1984
CHEROKEE CRUISER
SECTION I
LIMITATIONS
The following limitations must be observed in the operation of this airplane:
A.
ENGINE
Lycoming O-320-E2A or O-320-E3D
ENGINE LIMITS
For all operations 2700 RPM, 150 HP
FUEL
AVGAS ONLY
80/87 Octane Aviation Fuel Minimum Grade
PROPELLER
Sensenich M74DM or 74DM6, Maximum diameter 74 inches. minimum diameter 72-1/2
inches. Static RPM at maximum permissible throttle setting: Not under 2150, not over
2425 for max. allowable weight of 1950 Ibs. Not under 2275, not over 2425 for max.
allowable weight of 2150 Ibs. No additional tolerance permitted.
POWER INSTRUMENTS
OIL TEMPERATURE
Green Arc (Normal Operating Range)
Red Line (Maximum)
OIL PRESSURE
Green Arc (Normal Operating Range)
Yellow Arc (Caution Range)
Red Line (Minimum)
Red Line (Maximum)
FUEL PRESSURE
Green Arc (Normal Operating Range)
- Red Line (Minimum)
Red Line (Maximum)
TACHOMETER
Green Arc (Normal Operating Range)
Red Line (Maximum Continuous Power)
FAA APPROVED MAY 14, 1973
REVISED: JULY 13, 1984
75°F 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
500 to 2700 RPM
2700 RPM
REPORT: VB-557 PAGE 3-1
MODEL: PA-28-140
CHEROKEE CRUISER
E. AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS (Calibrated
Airspeed)
NEVER EXCEED 171 MPH
MAXIMUM STRUCTURAL CRUISE 140 MPH
MANEUVERING 129 MPH
FLAPS EXTENDED 115 MPH
MAXIMUM POSITIVE LOAD FACTOR (Normal Category) 3.8
MAXIMUM POSITIVE LOAD FACTOR (Utility Category) 4.4
MAXIMUM NEGATIVE LOAD FACTOR No inverted maneuvers approved
AIRSPEED INSTRUMENT MARKINGS
Red Radial Line (Never Exceed) 171 MPH (148 KTS)
Yellow Arc (Caution Range) 140 MPH to 171 MPH
(Smooth Air Only) (121 KTS to 148 KTS)
Green Arc (Normal Operating Range) 64 MPH to 140 MPH
(56 KTS to 121 KTS)
White Arc (Flap Down Range) 55 MPH to 115 MPH
(48 KTS to 100 KTS)
F. MAXIMUM WEIGHT
Utility Category 1950 LBS
Normal Category 2150 LBS
G. BAGGAGE CAPACITY
At Fuselage Station +117 200 LBS
At Fuselage Station +133 when modified in accordance with
Piper drawing 66671 | 100 LBS
H. C.G.RANGE
The datum used is 78.4 inches ahead of wing leading edge at the intersection of the straight
and tapered section.
1. Normal Category
Weight Forward Limit Rearward Limit
(Pounds) (In, Aft of Datum) (In, Aft of Datum)
2150 88.4 95.9
1975 85.9 95.9
1650 84.0 95.9
2. ili
Weight Forward Limit Rearward Limit
(Pounds) (In, Aft of Datum) (In Aft of Datum)
1950 85.8 86.5
‚ 1650 84.0 86 5
REPORT: VB-557 PAGE 3-2 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
Straight Line variation between given points.
NOTE
It is the responsibility of the airplane owner and/or the pilot to
insure that the airplane is properly loaded. See Weight and
Balance Section for loading information.
I. MANEUVERS
1. Normal Category - All acrobatic maneuvers including spins prohibited.
2. Utility Category - Approved maneuvers for Utility Category only.
a. Models Without Air Conditioning Entry Speed
or Ventilation Blower
Spins (Flaps Up) Stall
Steep Turns 129 MPH
Lazy Eights 129 MPH
Chandelles 129 MPH
b. Models With Air Conditioning | Entry Speed
or Ventilation Blower
Steep Turns 129 MPH
— Lazy Eights 129 MPH
Chandelles | 129 MPH
J. PLACARDS
In full view of the pilot:
1. Models Without Air Conditioning or Ventilation Blower
“THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR
UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE
APPLY TO ITS OPERATION AS UTILITY CATEGORY
AIRPLANE. FOR NORMAL AND UTILITY CATEGORY
OPERATIONS, REFER TO THE AIRPLANE FLIGHT
MANUAL.
FOR SPIN RECOVERY, USE FULL RUDDER AGAINST SPIN,
FOLLOWED IMMEDIATELY BY FORWARD WHEEL.
NO ACROBATIC MANEUVERS (INCLUDING SPINS) ARE
APPROVED FOR NORMAL CATEGORY OPERATIONS.”
FAA APPROVED MAY 14,1973 REPORT: VB-557 PAGE 3-3
REVISED: JUNE 13, 1974 MODEL: PA-28-140
CHEROKEE CRUISER
> Models With Air Conditioning or Ventilation Blower
“THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR
UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE
APPLY TO ITS OPERATION AS A UTILITY CATEGORY
AIRPLANE. FOR NORMAL AND UTILITY CATEGORY
OPERATIONS. REFER TO THE AIRPLANE FLIGHT
MANUAL.
NO ACROBATIC MANEUVERS ARE APPROVED FOR
NORMAL CATEGORY OPERATIONS. SPINS ARE
PROHIBITED FOR 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 Mixture set Fasten belts/hamess
Electric fuel pump on Seat backs erect Trim tab - set
Engine gauges checked Controls - free
Flaps - set , Door - latched
Carb heat off Air Conditioner - off
LANDING CHECK LIST
Fuel on proper tank Flaps - set (115 mph)
Mixture rich Seat backs erect Fasten belts/harness
Electric fuel pump on Air Conditioner - off
The “AIR COND OFF” item in the above takeoff and landing
check lists is mandatory for air conditioned aircraft only.
In full view of the pilot, in the area of the air conditioner control panel when air
conditioner is installed:
“WARNING - AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE.”
REPORT: VB-557 PAGE 3-4 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140 REVISED: JUNE 13, 1974
CHEROKEE CRUISER
Adjacent to upper door latch:
“ENGAGE LATCH BEFORE FLIGHT.”
On aft side of baggage compartment:
“UTILITY CATEGORY OPERATION - NO BAGGAGE OR
AFT PASSENGERS ALLOWED. NORMAL CATEGORY
OPERATION - SEE AIRPLANE FLIGHT MANUAL WEIGHT
AND BALANCE SECTION FOR BAGGAGE AND AFT
PASSENGER LIMITATIONS.”
On the instrument panel in full view of the pilot when the oil cooler winterization kit is
installed:
“OIL COOLER WINTERIZATION PLATE TO BE REMOVED
WHEN AMBIENT TEMPERATURE EXCEEDS 50°F.”
On the instrument panel in full view of the pilot when the AutoFlite 1s installed:
“FOR HEADING CHANGES: PRESS DISENGAGE SWITCH
ON CONTROL WHEEL. CHANGE HEADING. RELEASE
DISENGAGE SWITCH.”
In full view of the pilot:
UTILITY CATEGORY ONLY
ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING:
1. Models Without Air Conditioning or Ventilation Blower
Entry Speed
SPINS (FLAPS UP) STALL
STEEP TURNS 129 MPH
LAZY EIGHTS | 129 MPH
CHANDELLES 129 MPH
2. Models With Air Conditioning or Ventilation Blower
Entry Speed
SPINS PROHIBITED
STEEP TURNS 129 MPH
LAZY EIGHTS 129 MPH
CHANDELLES 129 MPH
FAA APPROVED MAY 14,1973 REPORT: VB-557 PAGE 3-5
REVISED: NOVEMBER 1, 1974 MODEL: PA-28-140
CHEROKEE CRUISER
In full view of the pilot:
“ROUGH AIR OR MANEUVERING SPEED - 129 MPH.”
On the instrument panel in full view of the pilot when the AutoFlite II is installed:
“TURN AUTOFLITE ON. ADJUST TRIM KNOB FOR
MINIMUM HEADING CHANGE. FOR HEADING CHANGE,
PRESS DISENGAGE SWITCH ON CONTROL WHEEL,
CHANGE HEADING, RELEASE SWITCH. ROTATE TURN
KNOB FOR TURN COMMANDS. PUSH TURN KNOB IN TO
ENGAGE TRACKER. PUSH TRIM KNOB IN FOR HI
SENSITIVITY. LIMITATIONS AUTOFLITE OFF FOR
TAKEOFF AND LANDING.”
On the instrument panel in full view of the pilot when the supplementary white strobe
lights are installed:
“WARNING - TURN OFF STROBE LIGHTS WHEN TAXIING
IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE.”
K. AIR CONDITIONED AIRPLANES
Air Conditioner must be off for takeoff and landing.
REPORT: VB-557 PAGE 3-6 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
SECTION II
PROCEDURES
1. The stall warning system 1s inoperative with the master switch off.
2. The electric fuel pump must be on for both takeoff and landing.
3. Except as noted above, all operating procedures for this airplane are normal.
4. Air Conditioned Models only: Warning - The air conditioner must be off to insure
normal takeoff performance.
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-7
MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-557 PAGE 3-8 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
SECTION III
PERFORMANCE
All performance 1s given for a weight of 2150 pounds.
Loss of altitude during stalls can be as great as 200 feet, depending on configuration and
power.
Stalling speeds, in mph, power off, versus angle of bank (Calibrated Airspeed):
Angle of Bank 0° 20° 40° 50° 60°
Flaps Up 64 66 73 80 91
Flaps Down 55 — — — —
Air Conditioner Models only:
When the full throttle position is not used or in the event of a malfunction which
causes the compressor to operate and the condenser door to remain extended. a decrease in
rate of climb of as much as 100 fpm can be expected at all altitudes.
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-9
MODEL: PA-28 140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-557 PAGE 3-10 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
SECTION IV
SUPPLEMENTS
NOTE
A FLIGHT MANUAL SUPPLEMENT IS REQUIRED TO BE IN
THE AIRPLANE FLIGHT MANUAL ONLY IF THE
EQUIPMENT WHICH IS THE SUBJECT OF THE
SUPPLEMENT IS INSTALLED.
A. Electric Pitch Trim Installation
В. AutoFlite II Installation
C. Air Conditioner Installation
D. Piper AutoControl IIT and/or AutoControl IIIB Installation
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-11
REVISED: NOVEMBER 1, 1974 MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-557 PAGE 3-12 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
A. ELECTRIC PITCH TRIM INSTALLATION
The following emergency information applies in case of electric pitch trim
malfunction:
|.
In case of malfunction, disengage electric pitch trim by pushing pitch trim
switch on instrument panel to OFF position.
2. In an emergency, electric pitch trim may be overpowered using manual pitch
trim.
3. In cruise configuration, malfunction results in 10° pitch change and 30 ft
altitude variation.
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-15
REVISED: NOVEMBER 1, 1974 | MODEL: PA-28-140
CHEROKEE CRUISER
B. AUTOFLITE II INSTALLATION
I. LIMITATIONS
AutoFlite off for takeoff and landing.
2. PROCEDURES
a. Normal Operation
Refer to Manufacturer's Operation Manual.
b. Emergency Operation
(1) In case of malfunction, PRESS disconnect switch on pilot's control
wheel.
(2) Rocker switch on instrument panel - OFF.
(3) Unit may be overpowered manually.
(4) In cruise configuration malfunction, 3 seconds delay results in 60°
bank, and 100 ft altitude loss.
(5) In approach configuration malfunction, 1 second delay results in 10°
bank and O ft altitude loss.
REPORT: VB-557 PAGE 3-16 FAA APPROVED MAY 14, 1973
MODEL: PA-28-140 REVISED: NOVEMBER 1, 1974
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
FAA APPROVED MAY 14, 1973 REPORT: VB-557 PAGE 3-17
REVISED: NOVEMBER 1, 1974 MODEL: PA-28-140
CHEROKEE CRUISER
C. AIR CONDITIONER INSTALLATION
Prior to takeoff, the air conditioner should be checked for proper operation as
follows: |
1. Check aircraft master switch on.
> Turn the air conditioner control switch to “ON” and the fan switch to one of
the operating positions - the “AIR COND DOOR OPEN” waming light will turn
on, thereby indicating proper air conditioner condenser door actuation.
3. 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.
4 If the “AIR COND DOOR OPEN" light does not respond as specified above, an
air conditioner system or indicator bulb malfunction 1s indicated and further
investigation should be conducted prior to flight.
The above operational check may be performed during flight 1f an in flight failure 1s
suspected.
WARNING
The air conditioner must be off to insure normal takeoff
performance.
REPORT: VB-557 PAGE 3-18 FAA APPROVED MAY 14, 1573
MODEL: PA-28-140 REVISED: NOVEMBER 1, 1974
CHEROKEE CRUISER
D. PIPER AUTOCONTROL III AND/OR AUTOCONTROL IIIB INSTALLATION
1. LIMITATIONS
a. Autopilot OFF during takeoff and landing.
b. Autopilot use prohibited above 140 MPH CAS.
2. PROCEDURES
a. PREFLIGHT
(1) Roll Section
(a)
(b)
(с)
(4)
b. IN-FLIGHT
Place Radio Coupler in “Heading” mode and place A/P
ON/OFF switch in the “ON” position to engage roll section.
Rotate roll command knob Left and Right and observe
control wheel describes a corresponding Left and Right
turn, then center knob.
Set proper D.G. Heading on D.G. and turn Heading Indice
to aircraft heading. Engage “Heading” mode switch and
rotate Heading Indice right and left. Aircraft control wheel
should turn same direction as Indice. While D.G. indice is
set for a left turn, grasp control wheel and override the
servo to the right. Repeat in opposite direction for right
turn. -
If VOR signal available check Omni mode on Radio Coupler
by swinging Omni needle left and right slowly. Observe that
control wheel rotates in direction of needle movement.
Disengage by placing the A/P ON/OFF switch to the “OFF”
position.
(1) Trim airplane (ball centered).
(2) Check air pressure or vacuum to ascertain that the Directional Gyro
and Attitude Gyro are receiving sufficient air.
(3) Roll Section
(a)
(b)
To engage, center Roll Command Knob, place the A/P
ON/OFF switch to the “ON” position. To turn rotate roll
command knob in desired direction. (Maximum angle of
bank should not exceed 30°.)
For heading mode, set Directional Gyro with Magnetic
Compass. Push directional gyro HDG knob in, rotate to
aircraft heading. Place the console HDG ON/OFF switch to
the “ON” position. To select a new aircraft heading, push
D.G. heading knob IN and rotate, in desired direction of
turn, to the desired heading
NOTE
In HDG mode the maximum bank angles are limited to
approximately 20° and single command, heading changes should
be limited to 150°. (HDG Indice not more than 150° from
actual aircraft heading.)
FAA APPROVED JUNE 13, 1974
REVISED: NOVEMBER 1, 1974
REPORT: VB-557 PAGE 3-19
MODEL: PA-28-140
CHEROKEE CRUISER
(4) VOR
(a) To Intercept:
1. Using OMNI Bearing Selector, dial desired course,
inbound or outbound.
2. Set identical heading on Course Selector D.G.
3. After aircraft has stabilized, position coupler mode
selector knob to OMNI mode. As aircraft nears
selected radial, interception and crosswind correction
will be automatically accomplished without further
switching.
NOTE
If aircraft position is less than 45° from selected radial, aircraft
will intercept before station. If position is more than 45°,
interception will occur after station passage. As the aircraft nears
the OMNI station, (1/2 mile) the zone of confusion will direct an
-S” turn in alternate directions as the OMNI indicator needle
swings. This alternate banking limited to the standard D.G. bank
angle, is an indication of station passage.
(b) To select new course:
1. To select a new course or radial, rotate the HDG indice
to the desired HDG (match course).
2. Rotate OBS to the new course. Aircraft will
automatically turn to the intercept heading for the
new course.
(c) To change stations:
1. If same course is desired, merely tune receiver to new
station frequency.
2. If different course is desired, position coupler mode
selector to HDG mode. Dial course selector D.G. to
new course. Dial OBS to new course and position
coupler mode selector to OMNI mode.
(5) VOR Approach
Track inbound to station as described in VOR navigation section.
After station passage:
(a) Dial outbound course on Course Selector D.G., then dial
same course on OBS.
(b) After established on outbound radial, position coupler
mode selector to HDG mode and select outbound procedure
turn heading. After 40 seconds to 1 minute select a turn in
the desired direction with the Course Selector D.G. to the
inbound procedure turn heading.
(c) Set OBS to inbound course.
(d) When aircraft heading is 45° to the inbound course, dial
Course Selector D.G. to inbound course and position
coupler mode selector to OMNI mode.
REPORT: VB-557 PAGE 3-20 FAA APPROVED JUNE 13, 1974
MODEL: PA-28-140
CHEROKEE CRUISER
NOTE
For precise tracking over OMNI station, without “S” turn,
position coupler mode selector to HDG mode just prior to
station passage. If holding pattern 1s desired, position coupler
mode selector to HDG mode at station passage inbound and
select outbound heading in direction of turn. After elapsed time,
dial inbound course on Course Selector D.G. When aircraft
heading is 45° to radial, position coupler mode selector to OMNI
mode.
(6) LOC Approach Only
(a)
(b)
(с)
(а)
To intercept dial ILS outbound course on Course Selector
D.G. When stabilized, position coupler mode selector to
LOC REV mode.
After interception and when beyond outer marker, position
coupler mode selector to HDG mode and dial outbound
procedure turn heading. After one minute, dial inbound
procedure turn heading in direction of turn.
When aircraft heading is 45° to ILS inbound course dial
inbound course on Course Selector D.G. and position
coupler mode selector to LOC NORM mode.
At the missed approach point (M.A.P.). or when missed
approach is elected, position coupler mode selector to HDG
mode and execute missed approach procedure.
(7) LOC Approach - Back Course (Reverse)
(a)
(b)
(с)
(а)
(е)
FAA APPROVED JUNE 13, 1974
To intercept dial ILS Back Course outbound heading on
Course Selector D.G. When stabilized, position coupler
mode selector to LOC NORM mode.
After interception and when beyond fix, position coupler
mode selector to HDG and dial outbound procedure turn
heading. After one minute, dial inbound procedure turn
heading in direction of tum.
When heading 45° to inbound course, dial inbound course
on Course Selector D.G. and position coupler mode selector
to LOC REV mode.
Approximately 1/2 mile from runway, position coupler
mode selector to HDG mode to prevent “S” turn over ILS
station near runway threshold. |
Missed approach - same as Front Course. (See (6) d)
REPORT: VB-557 PAGE 3-21
MODEL: PA-28-140
CHEROKEE CRUISER
c. EMERGENCY OPERATION
(1) In an emergency the AutoControl can be disconnected by:
(a) Placing the A/P ON/OFF switch to the “OFF” position.
(b) Pulling the Autopilot circuit breaker (aircraft S/N 28-7625001
through 28-7625275).
(2) The AutoControl can be overpowered at either control wheel.
(3) An Autopilot runaway, with a 3 second delay in the initiation of
recovery, while operating in a chmb, cruise or descending flight could
result in a 60° bank and 100 foot altitude loss.
(4) An Autopilot runaway, with a 1 second delay in the initiation of
recovery, during an approach operation, coupled or uncoupled, could
result in a 10° bank and 10 foot altitude loss.
3. PERFORMANCE
No change.
REPORT: VB-557 PAGE 3-22 FAA APPROVED JUNE 13, 1974
MODEL: PA-28-140 REVISED: JULY 13, 1984
EMERGENCY PROCEDURES
Introduction
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BLANK PAGE
CHEROKEE CRUISER
EMERGENCY PROCEDURES
INTRODUCTION
This section contains procedures that are recommended if an emergency condition should
occur during ground operation, takeoff, or in flight. These procedures are suggested as the best
course of action for coping with the particular condition described, but are not a substitute for
sound judgment and common sense. Since emergencies rarely happen in modern aircraft, their
occurrence 1s usually unexpected, and the best corrective action may not always be obvious.
Pilots should familiarize themselves with the procedures given in this section and be prepared to
take appropriate action should an emergency arise.
Most basic emergency procedures, such as power off landings, are a normal part of pilot
training. Although these emergencies are discussed here, this information is not intended to
replace such training, but only to provide a source of reference and review, and to provide
information on procedures which are not the same for all aircraft. It is suggested that the pilot
review standard emergency procedures periodically to remain proficient in them.
ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will depend on
circumstances. |
1. If sufficient runway remains for a normal landing, land straight ahead.
2. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn
if necessary to avoid obstructions. Use of flaps depends on circumstances. Normally,
flaps should be fully extended for touchdown.
3. If you have gained sufficient altitude to attempt a restart, proceed as follows:
MAINTAIN SAFE AIRSPEED
FUEL SELECTOR - SWITCH TO ANOTHER TANK CONTAINING FUEL
ELECTRIC FUEL PUMP - CHECK ON
MIXTURE - CHECK RICH
CARBURETOR HEAT - ON
© ao op
NOTE
If engine failure was caused by fuel exhaustion, power will not be
regained after tanks are switched until empty fuel lines are filled,
which may require up to ten seconds.
If power is not regained, proceed with the POWER OFF LANDING procedure.
EMERGENCY PROCEDURES
ISSUED: JULY 6, 1973 4-1
CHEROKEE CRUISER
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 low altitude, the first step 1s
to prepare for an emergency landing (See POWER OFF LANDING). Maintain an airspeed of at
least 80 MPH IAS, and if altitude permits, proceed as follows:
Fuel Selector - Switch to another tank containing fuel.
Electric Fuel Pump - On
Mixture - Rich
Carburetor Heat - On
Engine Gauges - Check for indication of the cause of power loss.
Primer - Check Locked
If no fuel pressure 1s indicated, check tank selector position to be sure it is on a tank
containing fuel.
NOW RW DT
When power 1S restored:
8. Carburetor Heat - Off
9. Electric Fuel Pump - Off
If the above steps do not restore power, prepare for an emergency landing.
If time permits:
1. Ignition Switch - “1 ’ then “R” then back to “BOTH.”
> Throttle and Mixture - Different settings. (This may restore power if the problem is
too rich or too lean a mixture, OT if there is partial fuel system restriction.)
3. Try other fuel tanks. (Water in the fuel could take some time to be used up, and
allowing the engine to windmill may restore power. If power loss is due 10 water, fuel
pressure indications will be normal.) |
NOTE
If engine failure was caused by fuel exhaustion, power will not be
restored after tanks are switched until empty fuel lines are filled,
which may require up to ten seconds.
If power 1s not restored, proceed with POWER OFF LANDING procedure.
POWER OFF LANDING
If loss of power occurs al altitude. trim the aircraft for best gliding angle (80 MPH IAS -
Air Cond. OFF) and look for a suitable field. If measures taken to restore power are not
effective, and if time permits, check your charts for airports in the immediate vicinity; it may be
possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of
your difficulty and intentions. If another pilot or passenger is aboard, let them help.
When you have located a suitable field, establish a spiral pattern around this field. Try to
be at 1000 feet above the field at the downwind position to make a normal approach. Excess
altitude may be lost by widening your pattern, using flaps or slipping. or a combination of
these.
EMERGENCY PROCEDURES
4-2 ISSUED: JULY 6, 1973
CHEROKEE CRUISER
Touchdowns should normally be made at the lowest possible airspeed, with full flaps.
When committed to landing:
1. Ignition - Off
2. Master Switch - Off
3. Fuel Selector - Off
4 Mixture - Idle Cut-Off
5 Seat Belt (and harness if available) - Tight
SPINS
Intentional spins are prohibited in the normal category airplane and the utility category
airplane when air conditioning is installed. For approved maneuvers as a utility category
airplane, refer to the Flight Manual. If a spin 1s inadvertently entered, immediately use the
following recovery procedures:
1. THROTTLE - IDLE
2. RUDDER - FULL OPPOSITE TO DIRECTION OF ROTATION
3. CONTROL WHEEL - FULL FORWARD
4. RUDDER - NEUTRAL (WHEN ROTATION STOPS)
5. CONTROL WHEEL - AS REQUIRED TO SMOOTHLY REGAIN LEVEL FLIGHT
ATTITUDE
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, the door may spring partially open. This will usually happen at
takeoff or soon afterward. A partially open door will not affect normal flight characteristics,
and a normal landing can be made with the door open.
If both upper and lower latches are open, the door will trail slightly open, and airspeed will
be reduced slightly.
To close the door in flight, proceed as follows:
1. Slow aircraft to 100 MPH IAS.
2. Cabin Vents - Close
3. Storm Window - Open
4
If upper latch is open - latch. If lower latch is open - open top latch, push door
further open, and then close rapidly. Latch top latch.
À slip in the direction of the open door will assist in latching procedure.
EMERGENCY PROCEDURES
ISSUED: JULY 6, 1973
CHEROKEE CRUISER
FIRE
The presence of fire is noted through smoke, smell, and heat in the cabin. It is essential
that the source of the fire be promptly identified through instrument readings, character of the
smoke, or other indications, since the action to be taken differs somewhat in each case.
SOURCE OF FIRE - CHECK
1.
4-4
Electrical Fire (Smoke in Cabin):
a.
b.
С.
d.
Master Switch - Off
Vents - Open
Cabin Heat - Off
Land as soon as possible.
Engine Fire (In Flight):
mono
Fuel Selector - Off
Throttle - Closed
Mixture - Idle Cut-Off
Heater - Off (In all cases of fire)
Defroster - Off (In all cases of fire)
If terrain permits, land immediately.
NOTE
“The possibility of an engine fire in flight 1s extremely remote.
The procedure given above 15 general and pilot judgment should
be the deciding factor for action in such an emergency.
Engine Fire (During Start):
Engine fires during start are usually the result of overpriming. The following
procedure is designed to draw the excess fuel back into the induction system.
a.
If engine has not started:
(1) Mixture - Idle Cut-Off
(2) Throttle - Open
(3) Turn engine with starter (This is an attempt to pull the fire into the
engine.)
If engine has already started and is running, continue operating to try pulling the
fire into the engine.
In either case stated in (a) and (b), if the fire continues longer than a few
seconds, the fire should be extinguished by the best available external means.
If external fire extinguishing is to be applied:
(1) Fuel Selector Valves - Off
(2) Mixture - Idle Cut-Off
EMERGENCY PROCEDURES
ISSUED: JULY 6, 1973
CHEROKEE CRUISER
LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually
indicates a malfunction in the oil pressure regulating system, and a landing should be made as
soon as possible to investigate the cause and prevent engine damage.
“A complete loss of oil pressure indication may signify oil exhaustion or may be the result
of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a
forced landing. If the problem 1s not a pressure gauge malfunction, the engine may stop
suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don’t
change power settings unnecessarily, as this may hasten complete power loss.
Depending on the circumstances, 1t may be advisable to make an off airport landing while
power is still available, particularly if other indications of actual oil pressure loss, such as sudden
increases in temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed to POWER OFF LANDING.
LOSS OF FUEL PRESSURE
I. Electric Boost Pump - On
2. Fuel Selector - Check on full tank
If problem is not an empty fuel tank, land as soon as practical and have engine-driven fuel
pump checked.
HIGH OIL TEMPERATURE
“An abnormally high oil temperature indication may be caused by a low oil level, an
obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other
causes. Land as soon as practical at an appropriate airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and
let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss
of pressure.
EMERGENCY PROCEDURES
ISSUED: JULY 6, 1973 4-
Un
CHEROKEE CRUISER
ALTERNATOR FAILURE
Loss of alternator output is detected through a zero reading on the ammeter. Before
executing the following procedure, insure that the reading is zero and not merely low by
actuating an electrically powered device, such as the landing light. If no increase in the ammeter
reading is noted, alternator failure can be assumed.
|. Reduce Electrical Load.
2. Alternator Circuit Breakers - Check
3. “Alt” Switch - Off (for 1 second), then On
If the ammeter continues to indicate no output, or alternator will not stay reset, turn off
“Alt” switch, maintain minimum electrical load and land as soon as practical. All electrical load
is being supplied by the battery.
ENGINE ROUGHNESS
Engine roughness 1s 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 1s allowed to
accumulate, restoration of full power may not be possible; therefore, prompt action 1s 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 COLD. If the engine is still
rough, try steps below:
1. Mixture - Adjust for maximum smoothness. Engine will run rough if too rich or too
lean.
2. Electric Fuel Pump - On
3. Fuel Selector - Change tanks to see if fuel contamination 1s the problem.
4. Engine Gauges - Check for abnormal readings. If any gauge readings are abnormal,
proceed accordingly.
5. Magneto Switch - “L” then “R”, then back to “BOTH.” If operation 1s 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 than no heat at all, since 1t
may partially melt ice, which will refreeze in the intake system.
When using carburetor heat, therefore, always use full heat, and
when ice is removed return the control to the full cold position.
EMERGENCY PROCEDURES
4-6 REVISED: JUNE 13, 1974
CHEROKEE CRUISER
INDEX - WEIGHT AND BALANCE
Logof Revisions . . ...... LL LL LL LL LL 11111110 5-11
Weight and Balance... 0 SL LL LL 11111 5-1
Weight and Balance Data - Weighing Procedure . . . .......... .. . __ 5-3
Weight and Balance... ........................ _.. . 5-7
C. G. Range and Weight Instructions . . . . ......... ..... . _. 5-8
Sample Loading Problem... ............. ... 110 5-9
Maximum Allowable Baggage . . . .......... ...... 111 5-11
Equipment List . . .... LL LE 5-15
A. Propeller and Propeller Accessories ......... 0 5-15
B. Engine and Engine Accessories . ............ .. 5-16
C. Landing Gearand Brakes ............... . .._ .. 5-17
D. Electrical Equipment ........ SE as 5-18
E. Instruments... 10 5-19
F. Miscellaneous .......... ..... LL LL LL 1 5-20
G. Engine and Engine Accessories (Optional Equipment) . . .... 5-21
H. Electrical Equipment (Optional Equipment) ......... 5-22
l. Instruments (Optional Equipment) ............. .. . _.__ 5-24
J. Autopilots (Optional Equipment) ......... 5-25
K. Radio Equipment (Optional Equipment) .............- _.. 5-26
L. Miscellaneous (Optional Equipmenty ........ 5-29
ISSUED: MAY 14,1973 REPORT: VB-546 PAGE 5-
MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-546 PAGE 54i ISSUED: MAY 14,1973
MODEL: PA-28-140
CHEROKEE CRUISER
WEIGHT AND BALANCE LOG OF REVISIONS
Revision
Revised Pages
Description and Revision
Approved Date
5-28
5-29
Title
Revised Oil Cooler Weight and Moment.
Revised Voltage Regulator Weight and
Moment; Revised Battery Weight and
Moment.
Revised Baggage Tie Down Straps Weight and
Moment; Revised Toe Brakes Weight and
Moment and added dwg. no.
Revised Battery Weight and Moment.
Revised Narco Audio Panel Weight, Arm and
Moment; Revised MBT-12-R Marker
Beacon Weight, Arm and Moment.
Revised -10, -12 Microphone Weights, Arms
and Moments. -
Revised Nose Wheel Fairing and Main Wheel
Fairing Weights, Arms and Moments:
Changed Jump Seat to -4 Install.; Revised
Ash Trays Weight and Moment.
Removed Baggage Tie Down Straps; Revised
Right and Left Vert, Adj. Front Seat
~ Weights, Arms and Moments; Revised
Ground Vent. Blower; Added Corrosive
Resistant Kit
Added PAC Approval Form.
(NOTE: AIRCRAFT DELIVERED WITH
MANUALS PRIOR TO THIS REVISION
DO NOT REQUIRE THIS REVISION.)
Added Oil Filters and footnote.
Added Annunciator Lights and footnote.
Revised Inertia Safety Belts weights,
moment and part no.
Added Airborne Vacuum Pump (PAC 79399-0):
added Low Vacuum Annunciator Light;
added Airborne Vacuum Regulator
(*2H3-19); added footnotes.
Added Overhead Red Panel Lights and Instru-
ment Panel Lights.
Added Encoding Altimeter and footnote.
Added Autocontrol IIIB and footnotes:
revised nomenclature (Console *1C338).
October 22, 1973
7 Jeria LC
May 29. 1974
—-
. -
+
Er ro —
June 13, 1974
RP Bm
ISSUED: MAY 14, 1973
REVISED: JUNE 13, 1974
REPORT: VB-546 PAGE 5-iii
MODEL: PA-28-140
CHEROKEE CRUISER
——
WEIGHT AND BALANCE LOG OF REVISIONS (cont)
Revision Revised Pages
3 (cont)
5-31
7 5-22
8 5-24
5-28
5-28a
9 5-28
REPORT: VB-546 PAGE 5-iv
MODEL: PA-28 140
Description and Revision
Approved Date
Revised nomenclature (King КХ 175); added
footnote.
Added footnote.
Revised nomenclature (King KMA-20 Audio
Panel).
Added pages (info for ser. nos. 7525001 and
up).
Revised Inertia Safety Belts part no.;
revised Assist Strap and Coat Hook dwg.
no., added Assist Strap.
Revised Utility Category Aft C.G. Limit.
Revised Airborne Vacuum Pump Moment.
Revised King Dual KNI-520 Weight.
Revised equations.
Added two Overhead Vent Systems.
Revised C.G. Range and Weight graph.
Deleted Chrysler Alternator.
Revised Dwg. No. (Piper Pitch Trim) to -2:
added -3; added footnote.
Added Engine Hour Meter and footnote.
Added 79590-0 left Front Seat; added
79590-1 right Front Seat; added 79337-1 8
Headrest. :
Added Stainless Steel Control Cables.
Revised Rotating Beacon desc.
Revised Clock.
Revised Automatic Locator Transmitter.
Added KN61 and KN65A DME s.
Added Automatic Locator Transmitter.
Nov. 1,1974
Jan. 21, 1975
May 16, 1975
AM
AL
July 18, 1975
Nov. 27, 1975
SELL
July 19, 1976
ISSUED: MAY 14, 1973
REVISED: JULY 19, 1976
CHEROKEE CRUISER
WEIGHT AND BALANCE LOG OF REVISIONS (cont)
Revision | Revised Pages Description ard Revision Approved Date
10 Title Added Applicable Serial Numbers. Sept. 30, 1977
(NOTE: AIRCRAFT DELIVERED WITH a” £ °
MANUALS PRIOR TO THIS REVISION . 2
DO NOT REQUIRE THIS REVISION.)
1] 5-1 Revised Weight and Balance info. April 16, 1979
5-3 Added Caution; relocated para. 2.b. to À ddr
pg. 5-4 7
5-4 Added para. 2.b. from pg. 5-3.
12 5-1 Revised Weight and Balance info. May 22, 1980
ДО ОЙ ль
13 5-1 Revised Weight and Balance info. July 13, 1984
5-3, Revised Weight and Balance Data info.
5-7 ados
5-15 Revised Equipment List.
5-16 Added Niagara N.D.M 20002A to existing
oll cooler description: added ending serial
effectivity.
5-18, Added ending serial number effectivity.
5-21,
5-22
5-24 Revised Encoding Altimeter Moment:
added ending serial number effectivity.
5-25 Added ending serial number effectivity.
5-26 Revised King KI 214 ( ) VOR/LOC/GS
Ind. Moment.
5-28а, Added ending serial number effectivity.
5-28b
5-28¢ Revised Sense Antenna and Cable #]
Moment; added ending serial number
effectivity.
ISSUED: SEPTEMBER 30, 1977
REVISED: JULY 13, 1984
REPORT: VB-546 PAGE 5-v
MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-546 PAGE 5-vi ISSUED: SEPTEMBER 30, 1977
MODEL: PA-28-140
CHEROKEE CRUISER
WEIGHT AND BALANCE
In order to achieve the performance and 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 flexibility of loading, it cannot be flown
with the maximum number of adult passengers, full fuel tanks and maximum baggage. With the
flexibility comes responsibility. The pilot must ensure that the airplane is loaded within the loading
envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off,
climb or cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb
performance it will have.
Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward
in any airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft the
airplane may rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability
will be reduced. This can lead to inadvertent stalls and even spins, and spin recovery becomes more
difficult as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the airplane is licensed.
it 1s weighed. and a licensed empty weight and C.G. location is computed (licensed empty weight
consists of the standard empty weight of the airplane plus the optional equipment). Using the
licensed empty weight and C.G. location the pilot can determine the weight and C.G. position for
the loaded airplane by computing the total weight and moment and then determining whether they
are within the approved envelope.
The licensed empty weight and C.G. location are recorded in the Weight and Balance Data
Form (Page 5-7). The current values should always be used. Whenever new equipment is added or
any modification work is done, the mechanic responsible for the work is required to compute a
new licensed empty weight and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Data Form. The owner should make sure that it is done.
À weight and balance calculation is necessary in determining how much fuel or baggage can be
boarded so as to keep within allowable limits. Check calculations prior to adding fuel to insure
against improper loading.
The following pages are forms used in weighing an airplane in production and in computing
licensed empty weight, C.G. position, and useful load. Note that the useful load includes usable
fuel, baggage, cargo and passengers. Following this is the method for computing takeoff weight
and C.G.
ISSUED: MAY 14,1973 REPORT: VB-546 PAGE 5-1
REVISED: JULY 13, 1984 MODEL: PA-28-140
CHEROKEE CRUISER
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REPORT: VB-546 PAGE 5-2 ISSUED: MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
WEIGHT AND BALANCE DATA
WEIGHING PROCEDURE
| At the time of licensing Piper Aircraft Corporation provides each airplane with the licensed
empty weight and center of gravity location. This data is on Page 5-7.
The removal or addition of equipment or airplane modifications can affect the licensed
empty weight and empty weight center of gravity. The following is a weighing procedure to
determine licensed empty weight and center of gravity location:
1. PREPARATION
Be certain that all items checked in the airplane equipment list are installed
in the proper location in the airplane.
Remove excessive dirt grease moisture foreign items such as rags and tools
from the airplane before weighing.
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 encine
stops.
CAUTION
Whenever the fuel system is completely drained and fuel is re-
plenished it will be necessary to run the engine for a minimum of 3
minutes at 1000 RPM on each tank to insure no air exists in the fuel
supply lines.
d.
Drain all oil from the engine by means of the oil drain. with the airplane in
ground attitude. This will leave the undrainable oil still in the system.
Engine oil temperature should be in the normal operating range before
draining.
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.
Weigh the airplane inside a closed building to prevent errors in scale readings
due to wind.
2. LEVELING
a. With airplane on scales, block main gear oleo pistons in the fully extended
position.
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-3
REVISED: JULY 13, 1984 MODEL: PA-28-140
CHEROKEE CRUISER
b. Level airplane (see diagram) by deflating nose wheel tire, to center bubble
on level.
3. WEIGHING - AIRPLANE EMPTY WEIGHT
a With the airplane level and brakes released, record the weight shown on
each scale. Deduct the tare, if any, from each reading
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
| Airplane Empty Weight, as Weighed (T)
4. EMPTY WEIGHT CENTER OF GRAVITY
a The following geometry applies to the PA-28-140 airplane when airplane 1s
level (See Item 2).
| ; C. G. Arm ) Level Points
(Fuselage Left Side)
© —— Wing Leading Edge
Datum
T
>
B >
| | The datum is 78.4 inches ahead
| of the wing leading edge at the
A = intersection of the straight and
tapered section.
B =
REPORT: VB-546 PAGE 5-4 ISSUED: MAY 14,1973
MODEL: PA-28-140 REVISED: APRIL 16, 1979
CHEROKEE CRUISER
b. Obtain measurement “A” by measuring from a plumb bob dropped from
the wing leading edge, at the intersection of the straight and tapered
section, horizontally and parallel to the airplane centerline, to the main
wheel centerline.
c. Obtain measurement “B” by measuring the distance from the main wheel
centerline, horizontally and parallel to the airplane centerline, to each side
of the nose wheel axle. Then average the measurements.
d. The empty weight center of gravity (as weighed including optional
equipment and undrainable oil) can be determined by the ‘following
formula:
C.G. Arm = 78.4 + À - B(N)
T
C. G. Arm = 78.4 + ( ) - ( ) ( ) = inches
( )
5. LICENSED EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY
Weight Arm Moment
Empty Weight (as weighed)
Unusable Fuel (3 pints) + 2.2 103.0 + 227
Licensed Empty Weight
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-5
REVISED: JANUARY 21, 1975 MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-546 PAGE 5-6 ISSUED: MAY 14, 1973
MODEL PA-28-140
CHEROKEE CRUISER |
WEIGHT AND BALANCE DATA
— MODEL PA-28-140 CHEROKEE
AND LANCE Da
Airplane Serial Number 28 - 7425363 st COMPUTED BY e eN IN TH
FEDERAL AVIATION ADMINISTRATION. Seok
CA => TRATION RV
Registration Number C-GODP AVE ES FOR ESTABLISHING FLEE] uE AT
Date 5-9-74 o
AIRPLANZ EMPTY WEIGHT
Weight X = Moment
Item (Lbs) (In-Lbs)
| *Empty Weight / Computed 1273.0 / . 108417
a Unusable Fuel С ув) | 22/ 103.0 227
—,
Standard Emp Weight — 7 175.2 85.2 108644
\ LC
Optional Fquipment У / 90.5 86.4 7820
oY ,
сева Empty КОЕК | / 1365.7 85.1 116237
A |
*Empty is defined as dry empty weight (including paint and hydraulic fluid) plus
1.8 165 uzdr inable engine of. Е
<
L7 AIRPLANE USEFUL LOAD
В (Сто s Weight) - (Licensed Empty Weight) = Useful Load
' Normal Categoíy: + (2150 Ibs) - (1365.7 168) =784.3 lbs
Utility Catégory: (1950 165) - (1365.7 lbs) = 584.3 lbs
ICENSED EMPTY WEIGHT, C. G. AND USEFUL LOAD ARE FOR THE
AS DELIVERED FROM THE FACTORY. REFER TO APPROPRIATE
AIRCRAFT RECORD WHEN ALTERATIONS HAVE BEEN MADE. -
“= .
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-7
a MODEL: PA-28-140
CHEROKEE CRUISER
WEIGHT AND BALANCE DATA
MODEL PA-28-140 CHEROKEE
Airplane Serial Number 28 -
Registration Number
Date
AIRPLANE EMPTY WEIGHT
C. G. Am
Weight X (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs)
Actual
*Empty Weight Computed
Unusable Fuel (3 pints) 2.2 103.0 227
Standard Empty Weight
Optional Equipment
Licensed Empty Weight
*Empty weight is defined as dry empty weight (including paint and hydraulic fluid) plus
1.8 1bs undrainable engine oil.
AIRPLANE USEFUL LOAD
(Gross Weight) - (Licensed Empty Wei ght) = Useful Load
Normal Category: (2150 1bs) - ( 1bs) = 155
Utility Category: (1950 1bs) - ( 155) = lbs
THIS LICENSED EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE
AIRPLANE AS LICENSED AT THE FACTORY. REFER TO APPROPRIATE AIRCRAFT
RECORD WHEN ALTERATIONS HAVE BEEN MADE. |
ISSUED: MAY 14, 1973 | REPORT: VB-546 PAGE 5-7
REVISED: JULY 13, 1984 MODEL: PA-28-140
CHEROKEE CRUISER
C. G. RANGE AND WEIGHT INSTRUCTIONS
Add the weight of all items to be loaded to the licensed empty weight.
2. Use the loading graph to determine the moment of all items to be carried in the airplane.
3. Add the moment of all items to be loaded to the licensed empty weight moment.
4. Divide the total moment by the total weight to determine the C.G. location.
5. Ву using the figures of Item 1 and Item 4, locate a point on the C.G. range and weight
graph. If the point falls within the C.G. envelope, the loading meets the weight and balance
requirements.
NOTE
With optional jump seats installed, aft passenger weight 15
restricted only by airplane weight and balance limitations (See
Page 5-14). For baggage allowance, see Page 5-11.
REPORT: VB-546 PAGE 5-8 ISSUED: MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
SAMPLE LOADING PROBLEM (Normal Category)
Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Licensed Empty Weight
Oil (8 quarts) 15 32.5 488
Pilot and Front Passenger 340 85.5 29070
Passengers, Aft * 117.0
Fuel (50 Gal. Maximum) 95.0
Baggage * Area | 117.0
Baggage * Area 2 133.3
Total Loaded Airplane
The center of gravity (C.G.) of this sample loading problem 1s at inches aft of the
datum line. Locate this point ( ) on the C.G. range and weight graph. Since this point
falls within the weight - C.G. envelope, this loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE
THAT THE AIRPLANE IS LOADED PROPERLY.
* Utility Category Operation - No baggage or aft passengers allowed.
Normal Category Operation - See Page 5-11.
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-9
MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-546 PAGE 5-10 ISSUED: MAY 14, 1973
MODEL: PA-28-140
CHEROKEE CRUISER
MAXIMUM ALLOWABLE BAGGAGE
A. Maximum Allowable Baggage Capacity Area @ = 200 155.
Maximum Allowable Baggage Capacity Area @ = 100 lbs.
Aircraft are eligible for 100-1b maximum baggage in this
area when modified in accordance with Piper drawing
66671.
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-11
MODEL: PA-28-140
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-546 PAGE 5-12 ISSUED: MAY 14, 1973
AN
MODEL: PA-28-140
CHEROKEE CRUISER
LOADING GRAPH
450 LS
К
A
400 SSA De
SELL] ws
O > 5
350 + — SA
— \ >
5 > E”
a «> pe Р
5 A 8°
© 7 e
= / A De
5 ZA A
y И И | у
= AL yd
Нав И И d
< 200 4
8 av
| O
150 A 0
/ >
у 17 SS
100 A 7 с
LG
со 7
0
5 10 15 20 25 30 35 40 45 50
MOMENT/1000 (POUNDS-INCHES)
ISSUED: MAY 14, 1973 REPORT: VB-546 PAGE 5-13
MODEL: PA-28-140
WEIGHT IN POUNDS
CHEROKEE CRUISER
C. G. RANGE AND WEIGHTS
Normal Category
Utility Category
REPORT: VB-546 PAGE 5-14
MODEL: PA-28-140
88 90 92
INCHES AFT DATUM
ISSUED: MAY 14, 1973
REVISED: MAY 16, 1975
OPERATING INSTRUCTIONS
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7-1
CHEROKEE CRUISER
OPERATING INSTRUCTIONS
PREFLIGHT
The airplane should be given a thorough visual inspection prior to each flight. Particular
attention should be given to the following items:
|. Release seat belt securing control wheel.
Master switch ON.
Check fuel quantity indicators (two tanks).
Master switch and ignition OFF.
Check for external damage, operation interference of control surfaces or hinges.
Insure that wings and control surfaces are free of snow, ice or frost.
Visually check fuel supply, secure caps.
Drain all fuel system sumps and lines and check for water, sediment and proper
fuel. (See Fuel System Section for procedure.)
to
on Ca To
c. Check that fuel system vents are open. |
4. a. Check landing gear shock struts for proper inflation (approximately 4-1, 2 inches).
b. Check tires for cuts, wear and proper inflation.
c Check brake blocks and discs for wear and damage.
I i
1 '
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OPERATING INSTRUCTIONS
REVISED: JULY 13, 1984 | 7-
rh
CHEROKEE CRUISER
5. а.
b.
С.
d.
e.
f.
g.
h.
1.
6. a.
b.
7. a.
b.
с.
а.
Inspect windshield for cleanliness.
Check the propeller and spinner for defects or nicks.
Check for obvious fuel or oil leaks.
Check oil level, 8 quarts maximum (Insure dipstick 1s properly seated.)
Inspect cowling and inspection covers for security.
Check nose wheel tire for inflation, wear.
Check nose wheel shock strut for proper inflation (approximately 3-1/4 inches).
Check for foreign matter in air inlets.
Check alternator belt tension.
Stow tow bar and control locks, if used.
Check baggage for proper storage and security.
Upon entering aircraft ascertain that all primary flight controls operate properly.
Close and secure the cabin door.
Check that required papers are in order and in the aircraft.
Fasten seat belts and shoulder harness. Check function of inertia reel.
STARTING ENGINE
1. Set parking brake ON.
2. Set the carburetor heat control in the full COLD (OFF) position.
3. Select the desired tank with fuel selector valve.
STARTING ENGINE WHEN COLD
Open throttle approximately 1/4 inch.
Turn the master switch ON.
Tum the electric fuel pump ON.
Move the mixture control to FULL RICH.
Engage the starter by rotating magneto switch clockwise and pressing in.
When the engine fires, advance throttle to desired setting. If the engine does not
fire within five to ten seconds, disengage starter and prime with one to three
strokes of the priming pump. Repeat starting procedure.
STARTING ENGINE WHEN HOT
ELN
Open the throttle approximately 1/2 inch.
Turn the master switch ON.
Turn the electric fuel pump ON.
- Put mixture control in full RICH.
Engage the starter by rotating magneto switch clockwise and pressing in. When
the engine fires move the throttle to desired setting.
STARTING ENGINE WHEN FLOODED
1.
2.
3.
Open the throttle full.
Turn the master switch ON.
Turn the electric fuel pump OFF.
OPERATING INSTRUCTIONS
REVISED: JUNE 3,1977
CHEROKEE CRUISER
4. Put mixture control in IDLE CUT-OFF.
5. Engage the starter by rotating magneto switch clockwise and pressing in. When
the engine fires, advance the mixture control and retard the throttle.
When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not
indicated within thirty seconds, stop the engine and determine the trouble. In cold weather it
will take a few seconds longer to get an oil pressure indication. If the engine has failed to start,
refer to the “Lycoming Operating Handbook, Engine Troubles and Their Remedies.”
Starter manufacturers recommend that cranking periods be limited to thirty seconds with a
two minute rest between cranking periods. Longer cranking periods will shorten the life of the
starter.
STARTING ENGINE WITH EXTERNAL POWER SOURCE*
An optional feature known as Piper External Power (PEP) allows the operator to use
an external battery to crank the engine without having to gain access to the aircraft
battery. |
The procedure 1s as follows:
1. Turn aircraft MASTER SWITCH to OFF.
2. Connect RED lead of PEP kit jumper cable to POSITIVE (+) terminal of
external 12-volt battery and BLACK lead to NEGATIVE (-) terminal.
3. Insert plug of jumper cable into socket located on aircraft fuselage.
4. Turn aircraft MASTER SWITCH to ON and proceed with NORMAL engine
starting technique.
5. After engine has been started, turn MASTER SWITCH to OFF and remove
jumper cable plug from aircraft.
6. Turn aircraft MASTER SWITCH to ON and check alternator ammeter for
- indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.
WARM-UP
As soon as the engine starts, the oil pressure should be checked. If no pressure is indicated
within thirty seconds, stop the engine and determine the trouble. In cold weather it will take a
few seconds longer to get an oil pressure indication. Warm-up the engine at 800 to 1200 RPM.
Takeoff may be made as soon as the ground check 1s completed, providing that the throttle
may be opened fully without backfiring, or skipping. and without a reduction in engine oil
pressure.
GROUND CHECK
Check the magnetos at 2000 RPM by switching from Both to Right then back to Both
before switching to Left. Differential drop should not exceed 50 RPM while the total drop on
either magneto should not exceed 175 RPM.
Check vacuum gauge; indicator should read 5” = .1” Hg at 2000 RPM.
* Optional equipment
OPERATING INSTRUCTIONS
ISSUED: JULY 6, 1973 7-3
CHEROKEE CRUISER
Check both the oil temperature and pressure. The temperature may be low for some time
if the engine is being run for the first time of the day, but as long as the pressure is within limits,
the engine is ready for takeoff.
Check the annunciator panel lights with the press-to-test button*.
Carburetor heat should also be checked prior to takeoff to be sure that the control is
operating properly and to clear any ice which may have formed during taxiing. Avoid prolonged
ground operation with carburetor heat ON as the air is unfiltered.
Operation of the engine driven fuel pump should be checked while taxiing or during
preflight engine run up by switching off the electric fuel pump and observing fuel pressure. The
electric fuel pump should be on during takeoff to prevent loss of power should the engine
driven pump fail. The engine is warm enough for takeoff when the throttle can be opened
without the engine faltering. For air conditioner ground check refer to page 7-8.
TAKEOFF
Just before takeoff the following items should be checked:
Fuel on proper tank
Electric fuel pump - on
Engine gauges - checked
NOTE
Mixture full rich except a minimum
So heat - off amount of leaning is permitted for
ar uretor heat - © smooth engine operation when taking off
Mixture - set
at high elevation.
Seat backs - erect
Safety Belts/harness - fastened
. Empty seats- seat belts snugly fastened
10. Trim tab - set
11. Controls - free
12. Door - latched
13. Air conditioner - off
о со 1 Lh hw
In the conventional takeoff procedure set the trim control slightly aft of neutral. Allow the
airplane to accelerate to 50 to 60 miles per hour, then ease back on the wheel enough to let the
airplane fly itself from the ground. Premature Or excessive raising of the nose will result in a
delayed takeoff. After takeoff let the aircraft accelerate to the desired climb speed by lowering
the nose slightly.
Short Field, Obstacle Clearance:
Lower the flaps to 25° (second notch), accelerate to 55-60 miles per hour and ease back on
the control wheel to rotate. After breaking ground, accelerate to the best angle of climb speed,
78 miles per hour. Slowly retract the flaps when the obstacle has been cleared, and continue
climb at 89 miles per hour. |
Short Field, No Obstacles:
Lower the flaps to 25 * (second notch), accelerate to 55-60 miles per hour. Ease back on the
control wheel to rotate and accelerate to best rate of climb speed, 89 miles per hour. Slowly
retract the flaps while climbing out.
*Serial nos. 28-7525001 through 28-7625275
OPERATING INSTRUCTIONS
7-4 REVISED: JULY 13, 1984
CHEROKEE CRUISER
Soft Field, No Obstacle:
Lower the flaps to 25° (second notch), accelerate aircraft and pull nose gear from the
ground as soon as possible, lift off at lowest possible airspeed. Accelerate just above the ground
to best rate of climb speed, 89 miles per hour. Climb out while slowly retracting the flaps.
Soft Field, Obstacle Clearance:
Lower flaps to 25° (second notch), accelerate aircraft, pull nose gear off as soon as
possible and lift off at lowest possible airspeed. Accelerate just above the ground to best angle
of climb speed, 78 miles per hour to climb past obstacle clearance height; continue climb while
accelerating to best rate of climb speed, 89 miles per hour, and slowly retract the flaps.
CLIMB
The best rate of climb airspeed at gross weight is 89 miles per hour. The best angle of climb
airspeed is 78 miles per hour. At lighter than gross weight these speeds are reduced. The
recommended en route climbing speed of 100 miles per hour provides increased visibility over
the nose. Shallow turns of a few degrees will also aid forward visibility during climb out. The air
conditioner may be turned on after all obstacles have been cleared.
STALLS
Stall characteristics of the Cherokee are conventional. Visual stall warning 1s provided by a
red light located on the left side of the instrument panel which illuminates automatically
between 5 and 10 miles per hour above stall speed. Gross weight stalling speed with power off
and full flaps 1s 55 miles per hour at 2150 pounds. With flaps up this speed is increased 9 miles
per hour. Loss of altitude during stalls can be as great as 200 feet, depending on configuration
and power. Intentional spins are prohibited in the normal category airplane and when air
conditioning or ventilation blower is installed.
CRUISING
The cruising speed is determined by many factors, including power setting, altitude,
temperature, loading and equipment installed on the airplane.
The normal cruising power is 75% of the rated horsepower of the engine. True airspeeds,
which may be obtained at various altitudes and power settings, can be determined from the
charts in Performance Charts Section.
Use of the mixture control in cruising flight reduces fuel consumption significantly,
especially at higher altitudes, and reduces lead deposits when the alternate fuels are used. The
mixture should be leaned when 75% power or less is being used. If any doubt exists as to the
amount of power being used, the mixture should be in the FULL RICH position for all
operations. Always enrich the mixture before increasing power settings.
To lean the mixture, pull the mixture control until the engine becomes rough, indicating
that the lean mixture limit has been reached in the leaner cylinders. Then enrich the mixture by
pushing the control towards the instrument panel until engine operation becomes smooth.
OPERATING INSTRUCTIONS
REVISED: APRIL 19, 1976
в
wn
CHEROKEE CRUISER
The continuous use of carburetor heat during cruising flight decreases engine efficiency.
Unless icing conditions in the carburetor are severe, do not cruise with the heat on. Apply full
carburetor heat slowly and only for a few seconds at intervals determined by icing severity.
In order to keep the airplane in best lateral trim during cruising flight, the fuel should be
used alternately from each main tank. It is recommended that one main tank be used for one
hour after takeoff, the other main tank used until nearly exhausted, then return to the first
main tank.
TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it 1s recommended that when
turbulent air is encountered or expected the airspeed be reduced to maneuvering speed to
reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which
may occur as a result of the turbulence or distractions caused by the conditions.
MANEUVERS
The airplane is approved for certain aerobatic maneuvers, provided 1t 1s loaded within the
approved weight and center of gravity limits. (See Airplane Flight Manual.) The maneuvers are
spins, steep turns, lazy eights and chandelles. Spins are prohibited when air conditioning 1s
installed. -
Intentional spins are prohibited in the normal category airplane. Lazy eights and chandelles
may be performed in the normal category provided a 60° angle of bank and/or a 30° angle of
pitch is not exceeded. For approved maneuvers and entry speed refer to the Airplane Flight
Manual. |
APPROACH AND LANDING
Landing check list:
Fuel on proper tank
Mixture - full rich
Electric fuel pump on
Seat backs - erect
Flaps - set (115 MPH)
Safety Belts/harness - fastened
Air conditioner - off
Noh
The airplane should be trimmed to an approach speed of about 85 miles per hour with
flaps up. The flaps can be lowered at speeds up to 115 miles per hour, approach speed is
reduced 3 miles per hour for each notch of flaps used. Carburetor heat should not be applied
unless there is an indication of carburetor icing, since the use of carburetor heat causes a
reduction in power which may be critical in case of a go-around. Full throttle operation with
carburetor heat on 1s 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 to the landing surface and existing conditions, both
windwise and loadwise. It is generally good practice to contact the ground at the minimum
possible safe speed consistent with existing conditions.
OPERATING INSTRUCTIONS
7-6 REVISED: APRIL 19, 1976
CHEROKEE CRUISER
Normally, the best technique for short and slow landings is to use full flaps and enough
power to maintain the desired airspeed and approach flight path. Mixture should be full rich.
fuel on the fullest tank, carburetor heat off, and electric fuel pump on. Reduce the speed during
the flareout and contact the ground close to the stalling speed (55 to 65 MPH). After ground
contact hold the nose wheel off as long as possible. As the airplane slows down, drop the nose
and apply the brakes. There will be less chance of skidding the tires if the flaps are retracted
before applying the brakes. Braking is most effective when back pressure is applied to the
control wheel, putting most of the aircraft weight on the main wheels. In high wind conditions,
particularly in strong crosswinds, it may be desirable to approach the ground at higher than
normal speeds with partial or no flaps.
STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and the electric fuel pump turned off.
After parking, the air conditioner and radios should be turned off and the engine stopped by
pulling the mixture control to idle cut-off. The throttle should be left full aft to avoid engine
vibration while stopping. Then the magneto and master switches should be turned off and the
parking brake set.
AIRSPEED DATA
All airspeeds quoted in this manual are calibrated unless otherwise noted. Calibrated
airspeed 1s indicated airspeed corrected for instrument and position errors. The following table
gives the correlation between indicated airspeed and calibrated airspeed if zero instrument error
1s assumed. This calibration 1s valid only when flown at maximum gross weight in level flight.
AIRSPEED CORRECTION TABLE
Flaps 0°
IAS-MPH 60 70 80 90 100 110 120 130 140 150
CAS - MPH 66 75 83 92 101 110 119 128 137 146
Flaps 40°
IAS - MPH 60 70 80 90 100 110 120
CAS-MPH 64 72 81 90 99 108 117
OPERATING INSTRUCTIONS
REVISED: JUNE 13, 1974 7-7
CHEROKEE CRUISER
MOORING
The Cherokee should be moved on the ground with the aid of the nose wheel tow bar
provided with each plane and secured in the baggage compartment. Tie downs may be secured
to rings provided under each wing, and to the tail skid. The aileron and stabilator controls
should be secured by looping the seat belt through the control wheel and pulling it snug. The
rudder is held in position by its connections to the nose wheel steering, and normally does not
have to be secured. The flaps are locked when in the full up position, and should be left
retracted.
WEIGHT AND BALANCE
It is the responsibility of the owner and pilot to determine that the airplane remains within
the allowable weight vs. center of gravity envelope while in flight. For weight and balance data
see the Airplane Flight Manual and Weight and Balance form supplied with each airplane.
AIR CONDITIONING*
To operate the air conditioning system either on the ground or in flight:
|. Start the engine (ground operation).
2. Tum the air conditioning Master Switch to “ON.”
3 Turn “TEMP” control to desired temperature. Clockwise rotation increases cooling.
4 Select desired “FAN” position, “LOW,” “MED” or “HIGH.”
AIR CONDITIONER OPERATIONAL CHECK PROCEDURE
Prior to takeoff the air conditioner should be checked for proper operation as follows:
|. Check aircraft Master Switch ON.
2. Select desired “FAN” position, “LOW,” “MED or “HIGH.”
3 Turn the air conditioner control switch to “ON” - the “Air Cond. Door Open”
warning light will turn on, thereby indicating proper air conditioner condenser door
actuation. |
4 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 1S In
the up position.
5 1f the “Air Cond. Door Open” light does not respond as specified above, an air
conditioner system or indicator bulb malfunction is indicated, and further
investigation should be conducted prior to flight.
The above operational check may be performed during flight if an inflight failure 1s
suspected.
* Optional equipment
OPERATING INSTRUCTIONS
7-8 ISSUED: JULY 6, 1973
CHEROKEE CRUISER
Air Conditioner Controls
AIR CONDITIONER EFFECTS ON AIRPLANE PERFORMANCE
“Operation of the air conditioner will cause slight decreases In the cruise speed and range of
the Cherokee 140. Power from the engine 1s required to run the compressor, and the condenser
door, when extended, causes a slight increase in drag. When the air conditioner 1s 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 1s operating continuously while the airplane is
airborne. This will be the case only in extremely hot weather.
OPERATING INSTRUCTIONS
ISSUED: JULY 6, 1973 7-9
CHEROKEE CRUISER
1. The decrease in true airspeed is approximately 5 mph at 75% power and 4 mph at
50% power.
2. The decrease in range may be as much as 28 statute miles for the 36 gal. (standard)
capacity and as much as 39 statute miles for the 50 gal. (reserve) capacity.
NOTE
To read power from the Power vs. Density Altitude Chart in this
manual, add 50 rpm to the value observed on the tachometer
when the air conditioner is operating.
The climb performance of Cherokee 140 is not compromised measurably with the air
conditioner operating since the compressor is declutched and the condenser door 1s retracted,
both automatically, when a full throttle position 1s selected. When the full throttle position 1s
not used or in the event of a malfunction 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.
EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT) when installed, 1s located in the aft portion of
the fuselage just below the stabilator leading edge and is accessible through a plate on the right
side of the fuselage. (On aircraft manufactured prior to mid-1975, this plate 1s retained by three
steel Phillips head screws. On aircraft manufactured from mid-1975 and on, this plate 1s
attached with three slotted-head nylon screws for ease of removal: these screws may be readily
removed with a variety of common items such as a dime, a key, a knife blade, etc. If there are
no tools available in an emergency the screw heads may be broken off by any means.) The ELT
is an emergency locator transmitter which meets the requirements of FAR 91.52. The unit operates
on a self-contained battery.
A battery replacement date is marked on the transmitter label. To comply with FAA regu-
lations. the battery must be replaced on or before this date. The battery must also be replaced if the
transmitter has been used in an emergency situation or if the accumulated test time exceeds one
hour, or if the unit has been inadvertently activated for an undetermined time period.
On the unit itself is a three position selector switch labeled “OFF,” “ARM” and “ON.”
The “ARM” position is provided to set the unit to the automatic position so that 1t will
transmit only after impact and will continue to transmit until the battery is drained to depletion
or until the switch is manually moved to the “OFF” position. The “ARM” position 1s selected
when the transmitter is installed at the factory and the switch should remain in that position
whenever the unit is installed in the airplane. The “ON” position is provided so the unit can be
used as a portable transmitter or in the event the automatic feature was not triggered by impact
or to periodically test the function of the transmitter.
Select the “OFF”. position when changing the battery, when rearming the unit if 1t has
been activated for any reason, or to discontinue transmission.
* Optional equipment
OPERATING INSTRUCTIONS
7-10 REVISED: APRIL 16, 1979
CHEROKEE CRUISER
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” 1s selected directly from the “ON” position,
the unit will continue to transmit in the “ARM?” position.
A pilot's remote switch, located on the left side panel, is provided to allow the transmitter
to be controlled from inside the cabin.
1. On some models the pilot's remote switch has three positions and is placarded “ON.”
“AUTO/ARM,” and “OFF/RESET.” The switch is normally left in the
“AUTO/ARM” position. To turn the transmitter off, move the switch momentarily
to the “OFF/RESET” position. The aircraft master switch must be “ON” to turn the
transmitter “OFF.” To activate the transmitter for tests or other reasons, move the
switch upward to the “ON” position and leave it in that position as long as
transmission 1s desired.
2. On other models the pilot's remote switch has two positions and is placarded
“ON/RESET” and “ARM (NORMAL POSITION).” The switch is normally left in the
down or "ARM" position. To turn the transmitter off, move the switch to the
“ON/RESET” position for one second then return it to the “ARM” position. To
activate the transmitter for tests or other reasons, move the switch upward to the
“ON/RESET” position and leave it in that position as long as transmission is desired.
The locator should be checked during the ground check to make certain the unit has not
been accidentally activated. Check by tuning a radio receiver to 121.5 MHz. If there is an
oscillating sound, the locator may have been activated and should be turned off immediately.
Reset 1o the “ARM” position and check again to insure against outside interference.
NOTE
If for any reason a test transmission is necessary, the test
transmission should be conducted only in the first five minutes
of any hour and limited to three audio sweeps. If tests must be
made at any other time, the tests should be coordinated with the
nearest FAA tower or flight service station.
OPERATING INSTRUCTIONS
REVISED: JUNE 3, 1977 7-11
BLANK PAGE
CHEROKEE CRUISER
OPERATING TIPS
The following Operating Tips are of particular value in the operation of the Cherokee 140.
1.
2.
Learn to trim for takeoff so that only a very light back pressure on the wheel is
required to lift the airplane off the ground.
‘The best speed for takeoff is about 60 MPH under normal conditions. Trying to pull
the airplane off the ground at too low an airspeed decreases the controllability of the
airplane in event of engine failure.
Flaps may be lowered at airspeeds up to 115 MPH. To reduce flap operating loads, it
is desirable to have the airplane at a slower speed before extending the flaps.
Before attempting to reset any circuit breaker, allow a two to five minute cooling off
period. |
Before starting the engine, check that all radio switches, light switches and the pitot
heat switch are in the off position so as not to create an overloaded condition when
the starter is engaged. |
The overvoltage relay is provided to protect the electronics equipment from a
momentary overvoltage condition (approximately 16.5 volts and up), or a
catastrophic regulator failure. In the event of a momentary condition, the relay will
open and the ammeter will indicate “0” output from the alternator. The relay may be
reset by switching the ALT switch to OFF for approximately 1 second and then
returning the ALT switch to ON. If after recycling the ALT switch the condition .
persists, the flight should be terminated as soon as practical; reduce the battery load
to a minimum. The ALT light on the annunciator panel* will illuminate if the
alternator fails. Recycle the ALT switch and check the ALT FIELD circuit breaker. If
the failure persists after this action, reduce electrical loads and land as soon as
practical,
The vacuum gauge is provided to monitor the pressure available to assure the correct
operating speed of the vacuum driven gyroscopic flight instruments. It also monitors
the condition of the common air filter by measuring the flow of air through the filter.
If the vacuum gauge does not register 5” + .10” Hg at 2000 RPM, the following
items should be checked before flight:
Common air filter could be dirty or restricted.
Vacuum lines could be collapsed or broken.
Vacuum pump worn.
Vacuum regulator, not adjusted correctly. The pressure, even though set
correctly, can read lower under two conditions: (1) Very high altitude,
above 12,000 feet, (2) Low engine RPM, usually on approach or during
training maneuvers. This is normal and should not be considered a
malfunction.
oo ow
* Serial nos. 28-7525001 through 28-7625275
OPERATING TIPS |
REVISED: JULY 13, 1984 8-1
CHEROKEE CRUISER
8-2
11.
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 feet of altitude loss, or
other radical or extreme maneuvers which could cause uncovering of the fuel outlet
must be avoided as fuel flow interruption may occur when tank being used 1s not full.
Anti-collision lights should not be operating when flying through overcast and clouds,
since reflected light can produce spacial disorientation. Do not operate strobe lights
when taxiing in the vicinity of other aircraft.
The rudder pedals are suspended from a torque tube which extends across the
fuselage. The pilot should become familiar with the proper positioning of his feet on
the rudder pedals so as to avoid interference with the torque tube when moving the
rudder pedals or operating the toe brakes.
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.
During letdown and low power flight operations, it may be necessary to lean because
of excessively rich mixture. Always go to full rich prior to landing sequence.
. When leaning, careful observation of the temperature instruments should be practiced.
When alternate fuels are used, the engine should be run up to 1200 RPM for one
minute prior to shutdown to clean out any unburned fuel. |
OPERATING TIPS
REVISED: APRIL 19, 1976
PERFORMANCE CHARTS
Altitude Conversion Chart…............rsrecsseccrerrecenereecentrerenarten caserne erareananee rare care ra can ea neue
Takeoff Performance ................ 22... nna nara aerea neon e o nenern arena aerea enero.
Climb Performance......................eeeccecrrecen rca en ren arena arena reaneacee e neacorerecneranreanraaeareenoereemeo.
Engine Performance ...............eeeeeeseerericoraoreerae rene ere re RN Renee eeene cenar nana oeererecera anne nene enes
Cruise Performance - True Ailrspeed.................eeeeenerereree een e RR RI II II II eee
Cruise Performance - Range (Standard Fuel Capacity)
Cruise Performance - Range (Maximum Fuel Capacity)
Stall Speed vs Aircraft Gross Weight
Landing Performance
WARNING
PERFORMANCE INFORMATION DERIVED BY EXTRAPO-
LATION BEYOND THE LIMITS SHOWN ON THE CHARTS
SHOULD NOT BE USED FOR FLIGHT PLANNING PURPOSES.
er... CSC 400 VE 0
1e. UUe 4
Glide PerformanCeE ee eee des ae aa ace eee
+..." .........................................u.............
Stall Speed vs Angle of BanK eect etter eee ce ceneerece casse cannes
BEALS CELL u 2000000. EUVAU AUS
BLANK PAGE
CHEROKEE CRUISER
TTT TT TT]
ALTITUDE CONVERSION CHART
THIS CHART SHOULD BE USED TO
DETERMINE DENSITY ALTITUDE
FROM EXISTING TEMPERATURE
AND PRESSURE ALTITUDE CONDITIONS
FOR USE WITH PERFORMANCE CHARTS.
24000
| 7
20000 ст uu _— —
TEMP. : но + —-
- 16000 Er = |
= 12001 AT 0 LL
E CN 0 LT LL
= LL 2000 LL
00 LA — — Sc —
>» > sat — LA
TT |
4000 a — TT NÉ LA
TT | AN LT
1 AT — AT aan a
Da —
а 2 + >
-40 -20 0 20 40 60 80 100
TEMPERATURE - °F
PERFORMANCE CHARTS
PA-28-140
CHEROKEE
ISSUED: JULY 6, 1973
9-1
CHEROKEE CRUISER
PA-28-140
CHEROKEE
| |
+ TAREQFF PERFORMANCE
FLAPS 0°
| PAYED LEVEL DRY RUNWAY
761 555
FULL POWER BEFORE BRAKE RELEASE
men т ZERO WIND | |
EXTRAPOLATION OF CHART ABOVE 7000 FT. IS INVALID
000 | Es |
рр ны 17
м BB | JL sows | / /
e EA AZ
E YY
CL 2/7 y
2 ë | /
aa 1H A
: [ДН
Som | À | /
| / / AIRSPEED THROUGH 50 FEET
PLL rl Paes
1000 | | / / a
Й 7 ||
LM YA | |
500 1000 1500 2000 2500 3000 3500 4000
TAKE — OFF DISTANCE - FEET
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHART
9-2 REVISED: JUNE 13,1974
CHEROKEE CRUISER
PA-28-140
CHEROKEE
|
CLIMB PERFORMANCE
TAKEOFF GROSS WEIGHT 2150 LBS.
FLAPS 0°
POWER - FULL THROTTLE
MIXTURE - LEAN PER LYCOMING INSTRUCTIONS
83 MPH CAS |
761 565
14000
12000
10000
8000 \
so}
4800 N
2006 N
\
\
o \
6 200 400 600 800
DENSITY ALTITUDE-FEET
RATE OF CLIMB-FEET PER MINUTE
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974 9-3
CHEROKEE CRUISER
9-4
PA-28-140
CHEROKEE
ENGINE PERFORMANCE
GROSS WEIGHT 2150 LBS.
WHEEL FAIRINGS INSTALLED
MIXTURE - LEAN PER LYCOMING INSTRUCTIONS
761 555
BEST POWER
|
14000
|
12000
HE
10000 ) — f
He,
ui 8000 — A
= / ДН
= 6000 sr A A
2 ms
4000 | 7 5 3
wl AA
/ 7
À 1 |
2000 2100 2200 2300 2400 2500 2600 2700
ENGINE R. P. M.
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
CHEROKEE CRUISER
PA-28-140
CHEROKEE
“1 1 TT T TT 1 1 1 |
CRUISE PERFORMANCE - TRUE AIRSPEED -
GROSS WEIGHT 2150 LBS.
NO WHEEL FAIRINGS INSTALLED
BEST POWER
MIXTURE - LEAN PER LYCOMING INSTRUCTIONS
761 555
|
14000
Л FULL THROTTLE
> 1
EU |
Es 12000 NOTE: ADD 3 MPH WHEN WHEEL —
= \ FAIRINGS ARE INSTALLED.
= / ——
= N |
= [ENN
=
2 ДД |
= 8000 voi |
SA
a SS / :
Las x
6000 - = =
| S =
sz 18) 18
1 18/ E \
4000 © =
ОЕ |
2000 / /
1 I
100 110 120 130 140 150 160
TRUE AIRSPEED, M.P.H.
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
CHEROKEE CRUISER
PA-28-140
CH EROKEE
|
; | CRUISE PERFORMANCE - RANGE
$ | GROSS WEIGHT 2150 LBS. |
o] WHEEL FAIRINGS INSTALLED
— ¡| STANDARD FUEL CAPACITY 36 GAL.
| 34 GAL. USABLE FUEL | Ш
| BEST ECONOMY
— MIXTURE - LEAN PER LYCOMING INSTRUCTIONS
ot | | | ZERO WIND
ND RESERVE
45 MIN. RESERVE AT 55% POWER
Ï
12000 - | = =
A Y _ |
ai
10000 cie | PERCENT | APPROX.
| = RATED
E SL | POWER |
e | 2 | | | | 75 8.4
. - | = 1 1 1 65 1.3
ey 609 TT = Ll 55 6.2
= — EA
= Sel | | |
> 6000 HEN A |
E |
4000 | | | |
1} 1
2000 | |
ПД
dE
300 400 500 600 700 800
RANGE-STATUTE MILES
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
RMANCE CHARTS
REV VIS SED: JUNE 13, 1974
nr
rn
9-6
CHEROKEE CRUISER
PA-28-140
CHEROKEE
: CRUISE PERFORMANCE - RANGE
~ GROSS WEIGHT 2150 LBS.
WHEEL FAIRINGS INSTALLED
MAXIMUM FUEL CAPACITY 50 GAL.
48 GAL. USABLE FUEL
BEST ECONOMY
MIXTURE - LEAN PER LYCOMING INSTRUCTIONS
ZERO WIND ———
000 : —— NO RESERVE
——— 45 MIN. RESERVE AT 55% POWER |
12000 -
°I
RE |
10000 = N
_ NY
= o | |
80. = + _
= gl |
= О
>= 6000 Sa Г
= E
4000 LL | | |
| | I I PERCENT | АРРЖОХ
| RATED an
o | | POWER EAN
2000 — AL | 15 Y
HI | | | 65 1.3
- ) FT 55 6.2
DA | | | a
400 500 600 100 800 900
RANGE-STATUTE MILES
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974 9-7
CHEROKEE CRUISER
9-8
ALTITUDE ABOVE TERRAIN, FEET
761 555
14000
12000
10000
8000
6000
4000
2000
S.L.
PA-28-140
CHEROKEE
GROSS WEIGHT 2150 LBS.
PROP WINDMILLING
1 T_T |
GLIDE PERFORMANCE
FLAPS 0°
ZERO WIND
STANDARD DAY CONDITIONS
85 MPH CAS
7
7
/
7
VA
7
5 10 15 20 25 30
GLIDE DISTANCE - STATUTE MILES
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
CHEROKEE CRUISER
PA-28-140
CHEROKEE
: STALL SPEED
5 Vs
AIRCRAFT
GROSS WEIGHT
POWER OFF
80
ES 70
=
| LT
60 y LL]
a ç
= o —
50 зо
jis
AT
40
1400 1600 1800 2000 2200
AIRCRAFT GROSS WEIGHT - POUNDS
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
CHEROKEE CRUISER
9-10
~ STALL SPEED — MPH CAS
761 565
100
90
80
10
60
50
40
PA-28-140
CHEROKEE
STALL SPEED
Vs
ANGLE OF BANK
GROSS WEIGHT — 2150 LBS.
POWER OFF
Des Va
~~ ~~ vd L
FLAPS TANTES — >
— —
LPS A A
10 20 30 40 50 60
ANGLE OF BANK — DEGREES
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
CHEROKEE CRUISER
PA-28-140
CHEROKEE
> LANDING PERFORMANCE
GROSS WEIGHT 2150 LBS.
PAVED LEVEL DRY RUNWAY
POWER OFF
40° FLAPS
ZERO WIND
MAXIMUM BRAKING
APPROACH AIRSPEED 71 MPH CAS
7090 | |
Es 6000 | |
‘ |
E 5000
=
2 4000
3000 E =
2000 | |
1808 | |
| | |
200 400 TT sos 1088 1208 1480
LANDINS OISTANCE, FEET
NOTE: SEE SECTION 7 FOR EFFECTS OF AIR CONDITIONING
INSTALLATION ON PERFORMANCE.
PERFORMANCE CHARTS
REVISED: JUNE 13, 1974
9-11
HANDLING AND SERVICING
Ground Handling o.oo eect eter eee eee eee ease eee ee eee eee eann 10-1
Ne: CAT TT at eat see annne see ee eens 10-1
Taxing ——neeeeeeeeeeerrin nen en nacen enano eran enenceonenoereaorerennoonee eo eneee en enarenna race neones eee reee 10-1
Parking etter eee ener eens 10-2
Mooring | .....…ocreccesacerececememenanenansererenee ce rancecereneresa este cen cc cca cree cena eme nnasanasaere caca en e caen 10-2
Cleaning Locnne se aeaeaaarnanenseerenneeneceneees eme eee meme ace nacaaarenaa cac se etes career nee et ee ee ee cena eee caca cerse races eee ce cena 10-3
Cleaning Engine Compartment ………........….…...…....….…eseeccccure eee eee tear ener ere 10-3
Cleaning Landing Ged essen eee eee EEE 10-3
Cleaning Exterior SUrfACES.................….errrrrcerieneenennmenenacsssressase cena nee cerencenrananananaanaa sens 10-4
Cleaning Windshield and WINdOWS L.….…………rreccrsascccsssersacenecerasearsasercannereaaaenecremsrecerenenen ce canne 10-4
Cleaning Headliner, Side Panels and Seats.............................. 00D ere ane neones 10-5
Cleaning Carpets ........................reeeeeene eee een De e een ee nene enero eens 10-5
Power Plant Induction AIT FILET cocoon 10-5
Removal of Induction Air FIIeT ooo, 10-5
Cleaning Induction AIL FIeT couse eee 10-5
Installation of Induction Air Filter …….....…..…...…..…cesrccccaceresenesreneranssccanenanrena seance nanas 10-5
Brake SETVICE | ........evorerecscrarenrrreaceneereetescrcerrcerenenaeen sea ca en REG R ER E ERBE RER RER R BEER R RER neeereer rana. 10-7
Landing Gear Service ................——.- Nennanonananaana naaa nereanenenennnaneneee ener errar ea neenaan ene nenenene e ener oererreees 10-7
Propeller ServiCe........................emerinenerne nono nn enn nenenerrerrrenerenener errar nnecarecer rana eee e eee aera nee ae eens 10-8
Oil Requirements .......................eeereeerien nene ee nneneDe nene einer rene rLe recae nenree ee nene ereoe ene errar 10-8
Fuel System ............ ennenennnnnrennanan ooo reneeanana na errrrnana ne reernrnenar aero rerrrerarrenraen anna eee rene erooneeaerorenenes 10-8
Fuel Requirements......................eeeeeeeerececenn een nennen rene eo none ener De rene naaa RER RER EE ERBE R RER REEL 10-8
Filling Fuel Tanks..................ee eee ener a non ananenanennr anne ee rare enana erae eran eee eee eee eee 10-9
Draining Fuel Valves and Lines .................... 2... .000eeereeenn e rene Renan nene nao RER RR RER ERE RER 10-10
Draining Fuel System... eee eee eee eee eee 10-10
N eee eee ett a ee eee aaa en 10-10
Battery Service ...................ecccccccccececenceneonacereenena nera rana nene e rar enene nee EEE EEE 10-10
Facts You Should Know ....................e.=eeeeeeeneeeeee ene RR RR RR O RR IR DR eee ee 10-11
Preventive Maintenance ..............e...eemeeenei0errire DD DD IR Re RR e e sees esses sees eee ee eee eee enee es 10-12
Required Service and Inspection Periods ...........................eme eee 10-13
10-i
BLANK PAGE
CHEROKEE CRUISER
HANDLING AND SERVICING
This section contains information on preventive maintenance. Refer to the Cherokee 140
Service Manual for further maintenance procedures. Any complex repair or modification should
be accomplished by a Piper Certified Service Center.
GROUND HANDLING
TOWING
The airplane may be moved by using the nose wheel steering bar provided, or power
equipment that will not damage or cause excess strain to the nose gear assembly. The
steering bar 1s stowed in the baggage compartment.
CAUTION
When towing with power equipment, do not turn nose gear more
than 30 degrees in either direction, as this will result in damage
to the nose gear and steering mechanism.
TAXIING
Before attempting to taxi the airplane, ground personnel should be instructed and
approved by a qualified person authorized by the owner. Engine starting and shut-down
procedures as well as taxi techniques should be covered. When it 1s ascertained that the
propeller back blast and taxi areas are clear, power should be applied to start the taxi roll
and the following checks should be performed.
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. While taxiing, make slight turns to ascertain the effectiveness of the steering.
c. Observe wing clearances when taxiing near buildings or other stationary objects.
If possible, station a guide outside the airplane to observe.
When taxiing on uneven ground, look for holes and ruts.
e. Do not operate the engine at high RPM when running up or taxiing over ground
containing loose stones, gravel or any loose material that may cause damage to
the propeller blades.
`
HANDLING AND SERVICING
ISSUED: JULY 6, 1973 10-1
CHEROKEE CRUISER
PARKING
When parking the airplane, insure that it is sufficiently protected against adverse
weather conditions and presents no danger to other aircraft. When parking the airplane for
any length of time or overnight, it is recommended that it be moored securely.
a. To park the airplane, head it into the wind, if possible.
b. Set the parking brake. (Use wheel chocks if available.)
NOTE
Care should be taken when setting brakes that are overheated or
during cold weather when accumulated moisture may freeze a
brake.
MOORING
The airplane should be moored to insure its immovability, protection and security
under varying weather conditions. The following procedure should be used for proper
mooring of the airplane.
a. Head the airplane into the wind, if possible.
b. Lock the aileron and stabilator controls by looping the seat belt through the
control wheel and pulling 1t snug.
C. Block the wheels. |
d Secure tie down ropes to the wing tie down rings and tail skid at approximately
45-degree angles to the ground. When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should the ropes contract.
CAUTION
Use bowline knots or locked slip knots. Do not use a plain slip
knot.
NOTE
Additional preparations for high winds include using tie-down
ropes from the landing gear forks, and securing the rudder.
e. Install a pitot head cover, if available.
HANDLING AND SERVICING
10-2 ISSUED: JULY 6, 1973
CHEROKEE CRUISER
CLEANING
CLEANING ENGINE COMPARTMENT
Before cleaning the engine compartment, place a strip of tape on the magneto vents
to prevent solvent from entering these units.
a.
b.
Place a large pan under the engine to catch waste.
With the engine cowling removed, spray or brush the engine with solvent or a
mixture of solvent and degreaser, as desired. Where heavy grease and dirt
deposits have collected, it may be necessary to brush areas that were sprayed in
order to clean them.
CAUTION
Do not spray solvent into the alternator, vacuum pump, starter or
air intakes.
Allow the solvent to remain on the engine from five to ten minutes. Then rinse
the engine clean with additional solvent and allow to dry.
CAUTION
Do not operate the engine until excess solvent has evaporated or
otherwise been removed.
Remove the protective covers from the magnetos.
Lubricate controls, bearing surfaces, etc., in accordance with the Lubrication
Chart.
CLEANING LANDING GEAR
Before cleaning the landing gear, place a plastic cover or similar material over the
wheel and brake assembly.
a.
b.
Place a pan under the gear to catch waste.
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
necessary to brush areas that were sprayed in order to clean them.
Allow the solvent to remain on the gear from five to ten minutes. Then rinse the
gear with additional solvent and allow to dry.
Remove the cover from the wheel and remove the catch pan.
Lubricate the gear in accordance with the Lubrication Chart.
HANDLING AND SERVICING
ISSUED: JULY 6, 1973 | 10-3
CHEROKEE CRUISER
10-4
CLEANING EXTERIOR SURFACES
The airplane should be washed with a mild soap and water. Harsh abrasive or alkaline
soaps or detergents used on painted or plastic surfaces could make scratches or cause
corrosion of metal surfaces. Cover areas where cleaning solution could cause damage. To
wash the airplane, the following procedure may be used:
cap op
Flush away loose dirt with water.
Apply cleaning solution with a rag, sponge or soft bristle brush.
To remove stubborn oil and grease, use a cloth dampened with naphtha.
Where exhaust stains exist, allow solution to remain on the surface longer.
Any good automotive wax may be used to preserve the painted surfaces. Soft
cleaning cloths or a chamois should be used to prevent scratches when cleaning
or polishing. A heavier coating of wax on the leading surfaces will reduce the
abrasion problems in these areas.
CLEANING WINDSHIELD AND WINDOWS
A certain amount of care is needed to keep the plexiglas windows clean and
unmarred. The following procedure is recommended:
a.
b.
Remove dirt, mud, and other marks from exterior surface with clean water.
Wash with mild soap and warm water or an aircraft plastic cleaner. Use a soft
cloth or sponge using a straight rubbing motion. Do not rub surface harshly.
Remove oil and grease with a cloth moistened with kerosene.
NOTE
Do not use gasoline, alcohol, benzene, carbon tetrachloride,
thinner, acetone, or window cleaning sprays.
After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub
lightly with a soft cloth. Do not use a circular motion.
A severe scratch or mar in plastic can be removed by using jeweler’s rouge to rub
out the scratch. Smooth both sides and apply wax.
HANDLING AND SERVICING
ISSUED: JULY 6, 1973
CHEROKEE CRUISER
CLEANING HEADLINER, SIDE PANELS AND SEATS
Clean headliner, side panels and seats with a stiff bristle brush, and vacuum
where necessary.
Soiled upholstery, except leather, may be cleaned by using an approved foam
upholstery cleaner. Carefully follow the manufacturer’s instructions. Avoid
soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
CLEANING CARPETS
Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots, use a
noninflammable dry cleaning fluid.
POWER PLANT INDUCTION AIR FILTER
The induction air filter must be cleaned at least once every fifty hours. Under extremely
adverse conditions of operation it may be necessary to clean the filter daily. Extra filters are
“inexpensive and a spare should be kept on hand and used as a rapid replacement.
REMOVAL OF INDUCTION AIR FILTER
The air filter is located below the spinner assembly. If a landing light is installed. it
will be within the center of the filter assembly. To remove the filter:
a.
b.
с.
а.
Open the cowl.
Remove the thumb screw on the back of the filter assembly.
Remove the retainer assembly. If a landing light 1s installed, disconnect the
WIres.
Remove the filter.
CLEANING INDUCTION AIR FILTER
Tap filter gently to remove dirt particles. Do not use compressed air or cleaning
solvents.
Inspect filter. If paper element 1s torn or ruptured or gasket is damaged, the filter
should be replaced. The usable life of the filter should be restricted to one
year or 500 hours, whichever comes first.
INSTALLATION OF INDUCTION AIR FILTER
After cleaning or replacing the filter, install 1t in the reverse order of removal.
HANDLING AND SERVICING
ISSUED: JULY 6, 1973 10-5
CHEROKEE CRUISER
IYva3d H3AANYH ANY 3HYYE 14371 S.LOTIdO7 *
1va3d YHIGANY ANY IMYYE LHOIH SLOTIdO9 *
38N1L 3NDHOL
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Brake System
ISSUED: JULY 6, 1973
HANDLING AND SERVICING
10-6
CHEROKEE CRUISER
BRAKE SERVICE
The brake system 15 filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. This
should be checked at every 50 hour inspection and replenished when necessary by filling the
brake reservoir on the fire wall to the indicated level. If the entire system has to be refilled, It
should be done by filling from the brake end of the system with fluid under pressure. This will
eliminate air from the system.
No adjustment of brake clearances is necessary on the Cherokee. If after extended service
the brake blocks become worn excessively, they are easily replaced with new segments.
LANDING GEAR SERVICE
Main wheels are removed by taking off the wheel fairings, hub cap, axle nut, retainer pin,
and the two bolts holding the brake segment in place. The wheel will slip easily from the axle.
Tires are removed from the wheels by first deflating the tire, then removing the through
~ bolts, and separating the wheel halves.
Landing gear oleo struts should be checked for proper strut exposures and fluid leads. The
required extensions for the strut when under normal static load (basic empty weight of airplane plus
full fuel and oil) are 3-1/4 inches for the nose gear and 4-1/2 inches for the main gear. Should
the strut exposure be below that required, it should be determined whether air or oil is required
by first raising the airplane on jacks. Depress the valve core to allow air to escape from the strut
housing chamber. Remove the filler plug 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 hose to the valve stem of the filler plug and
submerge the other end in a container of hydraulic fluid (MIL-H-5606). 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 the strut housing at the correct level, attach a strut pump to the air valve and
with the airplane on the ground, inflate the oleo strut to the correct height.
In jacking the Cherokee for landing gear service, a jack kit (available through the Piper
Dealers and Distributors) should be used. This kit consists of two hydraulic jacks and a tail
stand. At least 350 pounds of ballast should be placed on the tail stand before jacking the
aircraft. The jacks should be placed under the jack points on the wing and the airplane jacked
up until the tail skid 1s at the right height to attach the tail stand. After attaching the tail stand
and adding ballast, jacking may be continued until the aircraft is at the height desired.
HANDLING AND SERVICING
ISSUED: JULY 6, 1973 | | 10-7
CHEROKEE CRUISER
PROPELLER SERVICE
The spinner and backing plate should be cleaned and inspected frequently for cracks. The
propeller should be inspected before each flight for nicks, scratches, and corrosion. If found,
they should be taken care of as soon as possible by a rated mechanic, because nicks and
scratches cause areas of increased stress which can cause serious damage or loss of a propeller
tip. The back face of the blades should be painted when necessary with flat black paint to retard
glare to the pilot's eyes. To prevent corrosion the surface should be cleaned and waxed
periodically.
OIL REQUIREMENTS
The oil capacity of the Lycoming O-320 series engines 1s 8 quarts, and the minimum safe
quantity is 2 quarts. It is recommended that engine oil be drained and renewed every 50 hours. The o1l
filter element should be changed every 50 hours of-operation. The interval between oil and oil filter
changes should not exceed a total of four (4) months. Under unfavorable dusty conditions, the oil and
oil filter should be changed more frequently. Should fuel other than the specified octane rating for the
power plant be used, refer to the latest issue of Lycoming Service Letter No. L185 for additional
information and recommended service procedures.
The following seasonal aviation oil grades and seasonal ambient temperature ranges are
recommended.
MIL-L-6082B MIL-L-22851
Averase Ambient Mineral Ashless Dispersant
Temperature SAE Grade — SAE Grades
All Temperatures — 15W-50 or 20W-50
Above 80°F 60 60
Above 60°F | 50 40 or 50
30°F to 90°F 40 40
0°F to 70°F 30 30, 40 or 20W40
0°F to 90°F 20W-50 20W-50 or 15W-50
Below 10°F 20 30 or 20W-30
When operating temperatures overlap indicated gauges, use the lighter grade
oil.
NOTE
Refer to the latest issue of Textron Lycoming-Service Instruction 1014
(Lubricating Oil Recommendations) for further information.
HANDLING AND SERVICING
10-8 REVISED: MARCH 16, 1990
CHEROKEE CRUISER
FUEL SYSTEM
FUEL REQUIREMENTS (AVGAS ONLY)
The minimum aviation grade fuel for the PA-28-140 is 80/87. Since the use of lower
grades can cause serious engine damage in a short period of time, the engine warranty 1s
invalidated by the use of lower octanes.
Whenever 80/87 is not available, the lowest lead 100 grade should be used. (See Fuel
Grade Comparison Chart, Page 10-9.) Refer to the latest issue of Lycoming Service Instruction
No. 1070 for additional information.
The continuous use, more than 25% of the operating time, of the higher leaded fuels
can result in increased engine deposits, both in the combustion chamber and in the engine
oil. It may require increased spark plug maintenance and more frequent oil changes. The
frequency of spark plug maintenance and oil drain periods will be governed by the amount
of lead per gallon and the type of operation. Operation at full rich mixture requires more
frequent maintenance periods; therefore it is important to use proper approved mixture
leaning procedures.
Reference the latest issue of Lycoming Service Letter No. L185 for care, operation
and maintenance of the airplane when using the higher leaded fuel.
HANDLING AND SERVICING
ISSUED: MARCH 16, 1990 10-8a
CHEROKEE CRUISER
THIS PAGE INTENTIONALLY LEFT BLANK
HANDLING AND SERVICING
10-8b ISSUED: MARCH 16, 1990
CHEROKEE CRUISER
Fuel Drain
A summary of the current grades as well as the previous fuel designations is shown
in the following chart: |
FUEL GRADE COMPARISON CHART
Previous Commercial Current Commercial Current Military
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D9 10-75) Fue] Grades (MIL-G-5572F)
Max. TEL Max. TEL Max. TEL
Grade Color ml/U.S. gal. Grade Color ml/U.S. gal. Grade Color | ml/U.S. gal
80:87 | red 0.5 80 red 0.5 80/87 red 0.5
91/96 blue 2.0 *100LL blue 2.0 none none none
100/130 | green 3.0 100 green **3.0 100/130 blue 2.0
115/145 | purple 4.6 none none none 115/145 purple 4.6
* _Grade 100LL fuel in some over seas countries is colored green and designated as “100L."
| ** _Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallons are
approved for use in all engines certificated for use with grade 100/130 fuel.
FILLING FUEL TANKS
Observe all required precautions for handling gasoline. Each fuel tank holds a
maximum of 25 U.S. gallons. To obtain the standard fuel quantity of 36 U.S. gallons total
or 18 gallons per tank, fill the tanks to the bottom of the filler neck tube or visual
indicator. To obtain the standard plus reserve quantity, fill the tanks to the top of the filler
neck. ;
HANDLING AND SERVICING
REVISED: MARCH 16, 1990 10-9
CHEROKEE CRUISER
DRAINING FUEL VALVES AND LINES
The fuel system should be drained daily prior to first flight and after refueling to
avoid the accumulation of water or sediment. Each fuel tank is equipped with an individual
quick drain located at the lower inboard rear corner of the tank. The fuel strainer and a
quick drain valve are located on the lower left corner of the fire wall. It is important that
the fuel system be drained in the following manner:
a. Open the quick drain valve for a few seconds with the fuel selector valve on one
tank. Then change the fuel selector valve to the opposite tank and repeat the
procedure. Allow enough fuel to flow out to clear the fuel line as well as the fuel
strainer.
b. Collect the fuel in the container provided for that purpose, and examine the contents
for water and sediment. Dispose of contents.
c When fuel is flowing clearly, close drain securely, making sure that there 1s no
leakage.
CAUTION
When draining any amount of fuel, care should be taken to
ensure that no fire hazard exists before starting engine
DRAINING FUEL SYSTEM
The bulk of the fuel may be drained from the system by opening valve at the
inboard end of each fuel 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.
CAUTION
Whenever the fuel system is completely drained and fuel 1s re-
plenished it will be necessary to run the engine for a minimum of 3
minutes at 1000 RPM on each tank to insure no air exists in the fuel -
supply lines.
TIRE INFLATION
For maximum service from the Cherokee tires, inflate all three to the proper pressure of 24
pounds. If necessary, interchange the tires on the main wheels to produce even wear. All wheels
and tires are balanced before original installation, and the relationship of tire, tube and
wheel should be maintained if possible. Out of balance wheels can cause extreme vibration on
takeoff. In the installation of new components, it may be necessary to rebalance the wheels with
the tire mounted. |
BATTERY SERVICE
The 12-volt battery is located under the baggage compartmént floor. The battery box has a
plastic drain tube which should be opened occasionally to drain off any accumulation of liquid.
Check the battery for proper fluid level. (Do not fill above the baffle plates.) Use only water -
no acid. A hydrometer check should be performed to determine the percent of charge in the
battery.
HANDLING AND SERVICING
10-10 REVISED: APRIL 16, 1979
CHEROKEE CRUISER
If the battery is not up to charge, charge 1t before takeoff, as three volts is needed to excite
the alternator. Recharge starting at a 4 amp rate and finishing with a 2 amp rate. Quick charges
are not recommended.
FACTS YOU SHOULD KNOW
The Federal Aviation Administration (FAA) occasionally publishes Airworthiness Directives
(ADs) that apply to specific groups of aircraft. They are mandatory changes and are to be complied
with within a time limit set by the FAA. When an AD is issued, it is sent by the FAA to the latest
registered owner of the affected aircraft and also to subscribers of their service. Owners should
periodically check with their Piper Service Center or Piper's Customer Services Department to see
whether they have the latest AD against their airplane. The owner is solely responsible for keeping up
with ADs.
Piper Aircraft Corporation takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition. Consequently, Piper Aircraft,
from time to time, issues service releases including Service Bulletins, Service Letters, Service Spares
Letters, and others relating to the airplane.
Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
These are sent directly to the latest FAA-registered owners in the United States (U.S.) and Piper
Service Centers worldwide. Depending on the nature of the release, material and labor allowances
may apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing techniques pertaining to the
‘airplane. They are sent to Piper Service Centers and, if necessary, to the latest FAA-registered owners
in the U.S. Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment which were not
available originally, and which may be of interest to the owner.
Piper Aircraft Corporation offers a subscription service for Service Bulletins, Service Letters.
and Service Spares Letters. This service is available to interested persons such as owners, pilots, and
mechanics at a nominal fee, and may be obtained through an authorized Piper Service Center or
Piper's Customer Services Department.
Service manuals, parts catalogs, and revisions to both, are available from Piper Service
Centers or Piper's Customer Services Department. Any correspondence regarding the airplane
should include the airplane model and serial number to ensure proper response.
Pilot's Operating Manual supplements are distributed by the manufacturer as necessary. These
revisions and additions should be studied and put into the operating manual to keep it up to date. This
manual contains important information about the operation of the aircraft and should be kept with the
aircraft at all times, even after. resale. Every owner, to avail themselves of the latest information
concerning their airplane, should stay in close contact with an authorized Piper Service Center or
Piper's Customer Services Department.
If the owner desires to have his aircraft modified, he must obtain FAA approval for the
alteration. Major alterations accomplished in accordance with Advisory Circular 43.13-2, when
performed by an A & P mechanic, may be approved by the local FAA office. Major alterations to
the basic airframe or systems not covered by AC43.13-2 require a Supplemental Type Certificate.
HANDLING AND SERVICING
REVISED: MARCH 16, 1990 10-11
CHEROKEE CRUISER
The owner or pilot is required to ascertain that the following Aircraft Papers are in order
and in the aircraft.
a. To be displayed in the aircraft at all times:
1. Aircraft Airworthiness Certificate Form FAA-1 362B.
2. Aircraft Registration Certificate Form FAA-500A.
3 Aircraft Radio Station License FCC-404A, if transmitters are installed.
b. To be carried on the aircraft at all times:
(1) Aircraft Flight Manual.
(2) Weight and Balance Data plus a copy of the latest Repair and Alteration Form
FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the aircraft, they
should be made available upon request. Logbooks should be complete and up to date. Good
records will reduce maintenance cost by giving the mechanic information about what has or has
not been accomplished.
PREVENTIVE MAINTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform certain preventive
maintenance described in FAR Part 43. This maintenance may be performed only on an aircraft
which the pilot owns or operates and which is not used to carry persons or property for hire,
except as provided in applicable FAR's. Although such maintenance is allowed by law, each
individual should make a self-analysis as to whether he has the ability to perform the work.
All other maintenance required on the airplane should be accomplished by appropriately
licensed personnel.
If maintenance is accomplished, an entry must be made 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 alrcraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
HANDLING AND SERVICING
10-12 | REVISED: JULY 13, 1984
CHEROKEE CRUISER
REQUIRED SERVICE AND INSPECTION PERIODS
The Owner Service Agreement which the owner receives upon delivery of the aircraft should be
kept in the aircraft at all times. This identifies him to authorized Piper dealers and entitles the owner
to receive service In accordance with the regular service agreement terms. This agreement also
entitles the transient owner full warranty by any Piper dealer in the world.
Piper Aircraft Corporation has developed inspection items and required inspection intervals for
the PA-28 (see PA-28 Service and Inspection Manuals). The PA-28 Inspection Manual contains
appropriate forms, and all inspection procedures should be complied with by a properly trained,
knowledgeable, and qualified mechanic at a Piper Authorized Service Center or a reputable repair
shop. Piper Aircraft Corporation cannot accept responsibility for the continued airworthiness of any
aircraft not maintained to these standards, and/or not brought into compliance with applicable Service
Bulletins issued by Piper Aircraft Corporation, instructions 1ssued by the engine, propeller, or
accessory manufacturers, or Airworthiness Directives issued by the FAA.
A Programmed Inspection, approved by the Federal Aviation Administration (FAA), is also
available to the owner. This involves routine and detailed inspections to allow maximum utilization of
the airplane. Maintenance inspection costs are reduced, and the maximum standard of continued
airworthiness 1s maintained. Complete details are available from Piper Aircraft Corporation.
In addition, but in conjunction with the above. the FAA requires periodic inspections on all
aircraft to keep the Airworthiness Certificate in effect. The owner is responsible for assuring
compliance with these inspection requirements and for maintaining proper documentation in-logbooks
and/or maintenance records.
A spectrographic analysis of the engine oil is available from several sources. This inspection. if
performed properly, provides a good check of the intemal condition of the engine. To be accurate,
induction air filters must be cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals. |
HANDLING AND SERVICING
REVISED: MARCH 16, 1990 10-13
CHEROKEE CRUISER
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HANDLING AND SERVICING
REVISED:
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CHEROKEE CRUISER
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HANDLING AND SERVICING
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