Piper CHEROKEE WARRIOR II Pilot Operating Handbook

PILOT’S
OPERATING
HANDBOOK
REFERENCE ONLY
THIS ELECTRONIC VERSION
OF THE POH IS
NOT APPROVED TO
REPLACE ANY OPERATING
INFORMATION REQUIRED
BY THE REGULATIONS.
FAA APPROVED IN NORMAL AND UTILITY
CATEGORIES BASED ON CAR 3 AND FAR PART 21,
SUBPART J. THIS HANDBOOK INCLUDES THE
MATERIAL REQUIRED TO BE FURNISHED TO THE
PILOT BY CAR 3 AND FAR PART 21, SUBPART J
AND CONSTITUTES THE APPROVED AIRPLANE
FLIGHT MANUAL AND MUST BE CARRIED IN THE
AIRPLANE AT ALL TIMES.
PIPER CHEROKEE WARRIOR II
PA-28-161
REPORT: VB-880
FAA APPROVED BY: _______________________________
WARD EVANS
D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA
28-7916159
AIRPLANE SERIAL NO. _____________________________
N3067D
AIRPLANE REGISTRATION NO. ______________________
DATE OF APPROVAL: DECEMBER 16, 1976
WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS MANUAL TO
A P P L I C A B L E A I R C R A F T. T H I S M A N UA L R E V I S E D A S I N D I C AT E D B E L OW O R
SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED ON THE
FACE OF THE TITLE PAGE WHEN OFFICIALLY APPROVED. SUBSEQUENT REVISIONS
SUPPLIED BY PIPER AIRCRAFT CORPORATION MUST BE PROPERLY INSERTED.
MODEL PA-28-161, CHEROKEE WARRIOR II
PILOT’S OPERATING HANDBOOK, REPORT: VB-880 REVISION _________________________________
PIPER AIRCRAFT CORPORATION
APPROVAL SIGNATURE AND STAMP ________________________________________________________
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
Issued: December 16, 1976
REPORT: VB-880
ii
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by
serial number and registration number on the face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a current status.
WARNING
INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS HANDBOOK. WHEN
A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE
INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE INSPECTION
PROGRAM PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED
STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING
CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA MAY NOT BE VALID FOR
AIRPLANES WITH NON-PIPER APPROVED STC INSTALLATIONS.
REVISIONS
The information compiled in the Pilot’s Operating Handbook 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 handbook
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 handbook in accordance with the instructions given below:
1.
2.
3.
II.
Revision pages will replace only pages with the same page number.
Insert all additional pages in proper numerical order within each section.
Page numbers followed by a small letter shall be inserted in direct sequence with the same
common numbered page.
Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the
page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the
page number will indicate that an entire page was added.
Black lines will indicate only current revisions with changes and additions to or deletions of existing
text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material
on a page will not be identified by symbols.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given below:
Title, ii through v, 1-1 through 1-14, 2-1 through 2-8, 3-1 through 3-12, 4-1 through 4-16, 5-1 through
5-26, 6-1 through 6-56, 7-1 through 7-24, 8-1 through 8-16, 9-1 through 9-10, 10-1 through 10-2.
REVISED: APRIL 25, 2005
REPORT: VB-880
iii
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-28-161 Cherokee Warrior II Pilot’s Operating Handbook, REPORT:-VB-880
issued December 16, 1976.
Revision
Number and
Code
Rev. 1 - 761 649
(PR770224)
Rev. 2 - 761 649
(PR770711)
Revised
Pages
1-6
2-5
3-11
4-4
4-9
6-4
6-53
7-24
Corrected to “Meteorological.”
Revised 2.23.
Revised NOTE.
Revised Starting Engine When Hot procedure.
Revised 4.13 (b).
Revised Leveling Diagram illustration.
Revised Dwg. Nos. of items 277 and 279.
Added ELT test info.
1-11, 1-12,
1-13, 1-14
2-7
Revised para. 1.21, Conversion Factors.
4-4
4-5
4-6
4-11
4-12
4-14
5-3
5-4
5-5
5-9
5-13
5-14
5-15
5-16
5-17
5-18
REPORT: VB-880
iv
Description of Revision
In 2.25, revised Takeoff and Landing Checklists
to include air cond. info.; added air conditioning
warning placard:
Added air cond. check to Ground Check.
Added air cond. directions to Before Takeoff
and to Approach and Landing.
Added air cond. directions to Stopping Engine.
Added air cond. check to 4.19, Ground Check.
Added air cond. directions to 4.21, Before
Takeoff.
Added air cond. directions to 4.29, Approach
and Landing, and 4.31, Stopping Engine.
Revised Fig. nos. in item (b).
Revised Fig. nos. in footnote
Revised Fig. nos. in item (e).
Revised Fig. Nos.; revised Page Nos.; revised
titles; added pages; added figures.
Relocated Normal Short Field Takeoff Dist.
to 5-14; added new chart.
Relocated Obs. Clearance Short Field Takeoff
Dist. to 5-16; added revised chart relocated
from 5-13.
Relocated Eng. Perf. to 5-17; added new chart.
Relocated Climb Perf. to 5-19; added revised
chart relocated from 5-14.
Relocated Fuel, Time and Dist. to Climb to
5-20; added chart relocated from 5-15; added
ser. nos.
Relocated Best Power Cruise Perf. to 5-21;
added new chart.
FAA Approval
Signature and
Date
Ward Evans
Feb. 24, 1977
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 2 - 761 649
(PR770711)
(cont)
Revised
Pages
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30
5-31
5-32
6-33
6-45
6-46
6-47
6-48
6-49
6-53
6-54
7-i
7-17
7-21
7-24
7-25, 7-26
9-i
Description of Revision
FAA Approval
Signature and
Date
Relocated Best Econ. Cruise Perf. to 5-23;
added chart relocated from 5-16.
Relocated Best Power Mix. Range to 5-25;
added chart relocated from 5-17.
Relocated Best Econ. Mix. Range to 5-27;
added chart relocated from 5-18; added
ser. nos.
Relocated Endurance to 5-29; added new
chart.
Relocated Fuel, Time and Dist. to Descend
to 5-30; added chart relocated from 5-19;
added ser. nos.
Relocated Glide Perf. to 5-31; added new
chart.
Relocated Landing Perf. to 5-32; added
chart relocated from 5-20; added ser. nos.
Added new chart.
Added page; added chart relocated from
5-21; added ser. nos.
Added page (new chart).
Added page (chart relocated from 5-22).
Added page (chart relocated from 5-23).
Added page (chart relocated from 5-24).
Added page (chart relocated from 5-25).
Added items 67 and 69.
Revised item nos.; added item 213.
Revised item nos.; added items 229 through
235; relocated items to following page;
added footnote.
Revised item nos.; added items 237 and 253;
added relocated items; relocated items to
following page; removed footnote.
Added items 259 and 263; added relocated
items; added footnote.
Revised item nos.; revised items 273 and
275; added item 281; deleted footnote.
Revised item nos.; added item 325; revised
item 329.
Revised item nos.
Added 7.37 to contents.
Added climate control panel to Fig. 7-15.
Revised air blower info. in 7.23.
Added 7.37, Air Conditioning; added
footnote.
Added pages.
Added Supplement 4 to contents.
REPORT: VB-880
iv-a
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 2 - 761 649
(PR770711)
(cont)
Revised
Pages
9-3
9-4
9-5
9-6
9-7
9-8
9-11, 9-12,
9 13, 9-14
Rev. 3 - 761 649
(PR780630)
1-4
2-7
3-3, 3-7
4-5
4-9
4-12
4-13.
5-5
5-19
5-25
5-26
5-27
5-28
6-1
6-9, 6-10
6-35
6-41
6-43
6-44
REPORT: VB-880
iv-b
Description of Revision
Added STC No. to Section 1 - General; in
Section 2 revised (a); in Section 3 revised
(a), deleted (c) and renumbered accordingly,
revised (c) and (d); added Preflight to
Section 4 and relocated material.
Added relocated material; added Inflight
heading; revised (a) through (d) and added
(e).
Added STC No. to Section 1 - General; in
Section 2 revised (a); in Section 3 revised
(c) and (d); added (e) and NSD 360
procedures; relocated Section 4.
Added NSD 360 and NSD 360 A procedures;
added relocated material; in Section 4
revised (a) (1), added (b) Radio Coupling
heading and renumbered (3) and (4) to
(b) (1) and (2); relocated material.
Added relocated material; completely revised
sections (d) and (e).
Removed item (g).
Added pages (Supplement 4 - Air Conditioning
Installation).
Revised items 1.13 and 1.17.
Added new takeoff checklist; revised lead
sentence.
Added info. to Engine Power Loss During
Takeoff.
Added info. to Before Takeoff
Revised items 4.13 (a), (b) and (c).
Added info. to Before Takeoff.
Corrected info. under 4.23, Takeoff.
Revised item 5.5 (e).
Added Note to Figure 5-11.
Added Note to Figure 5-19.
Added Note to Figure 5-20.
Added Note to Figure 5-21.
Added Note to Figure 5-22.
Revised info. under item 6.1.
Revised Figure No.
Revised item 93; added item 94.
Revised items 161 and 163.
Revised and added info. to items 179 and 181;
relocated info. to pg. 6-44.
Added info. from pg. 6-43; added new items 184
and 185; existing item 185 changed to 186; re-
FAA Approval
Signature and
Date
Ward Evans
July 11, 1977
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 3-761649
(PR780630)
(cont.)
Revised
Pages
6-45
Rev. 5 - 761 649
(PR790413)
6-48
6-49
6-54
7-13
7-18
7-21
7-23
8-12
8-13
8-i
8-16
Ward Evans
June 30, 1978
1-6
1-12
1-13
6-1
6-19
6-33
6-37
6-41
7-12
7-13
7-23
Revised para. 1.19.
Revised para. 1.21.
Revised para. 1.21.
Revised para. 6.1.
Revised item 9.
Added items 71 and 73.
Revised item 113.
Added item 170.
Added Warning to para. 7.15.
Revised para. 7. 15.
Revised para. 7.35.
Ward Evans
Feb. 26, 1979
6-49
7-23
7-24
Revised item 277; added item 278.
Revised para. 7.35.
Revised para. 7.35; relocated para. 7.37 to
pg. 7-25.
Added info. from pg. 7-24.
Ward Evans
April 13, 1979
6-46
7-25
Rev. 6 - 761 649
(PR790703)
FAA Approval
Signature and
Date
Added info. from pg. 6-44; revised item 201; relocated info. to pg. 6-46.
Added info. from pg. 6-45; relocated info. to
pg. 6-47.
Added info. from pg. 6-46; revised item 235; relocated info. to pg. 6-48.
Added info. from pg. 6-47; revised footnotes.
Revised items 273 and 275.
Revised item 351.
Revised Para. 7.15 info.
Revised Para. 7.21 info.
Added Caution to para. 7.23.
Revised para. 7.35.
Changed 8.21 (d) to (c).
Changed 8.21 (e) to (d).
Revised 8.29.
Revised para. 8.29.
6-47
Rev. 4 - 761 649
(PR790226)
Description of Revision
1-3
1-7
2-2
2-3
2-4
2-7, 2-8
3-i
3-4
3-11
4-i
Added new engine designation.
Revised item 1.19 (e).
Added new engine designation.
Revised para. 2.11.
Revised para. 2.13.
Revised para. 2.25 (revised existing placards,
added new placards).
Added para 3.28, Carb. Icing.
Added Carb. Icing.
Added para. 3.28, Carb. Icing.
Added-para. 4.28, Descent; revised pg. no.
REPORT: VB-880
iv-c
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 6 - 761 649
(PR790703)
(cont.)
Revised
Pages
4-4
4-5
4-6
4-7
4-8
4-14
4-15
5-3
5-4
5-5
5-6
5-20
5-25
5-26
5-27
5-28
5-29
5-30
5-31
6-1
6-3
6-11
6-12
6-14
6-17
6-19
6-21
6-23
6-25
6-27
6-29, 6-33,
6-35, 6-36
6-37
6-38, 6-39
6-41, 6-42
6-43, 6-44,
6-45, 6-46,
6-47, 6-48,
6-49, 6-53,
6-54
7-3
7-12
7-16
7-17
7-20
8-11
10-1
REPORT: VB-880
iv-d
Description of Revision
FAA Approval
Signature and
Date
Revised Before Starting Engine.
Added Descent; relocated Approach and
Landing to pg. 4-6.
Added Approach and Landing from pg. 4-5.
Revised para. 4.9.
Revised para. 4.11.
Added para. 4.28, Descent; relocated para.
4.31 to pg. 4-15.
Added para. 4.31 from pg. 4-14.
Revised item 5.5 (a).
Revised item 5.5 (b) and (c).
Revised items 5.5 (d) and (e).
Revised items 5.5 (f) and (g).
Revised Figure 5-13.
Revised Figure 5-19.
Revised Figure 5-20.
Revised Figure 5-21.
Revised Figure 5-22.
Revised Figure 5-23.
Revised Figure 5-25.
Revised Figure 5-27.
Revised para. 6.1.
Added Caution to item 6.3 (a)(3).
Revised Figure 6-9.
Revised Figure 6-11.
Revised Figure 6-15.
Revised para. 6.9; added item 3; revised item 1.
Revised items 5, 7 and 9; added new items.
Revised item nos.; added new items.
Added new items.
Revised item nos.; added new items.
Revised items; added new items.
Revised items.
Revised items; added new items.
Revised items.
Revised items; added item.
Revised items; added items.
Revised para. 7.5.
Revised para. 7.15 (added Warning).
Revised para. 7.19.
Revised Figure 7-15.
Revised Figure 7-19.
Revised para. 8.19.
Revised para. 10.3.
Ward Evans
July 3, 1979
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 7 - 761 649
(PR800530)
Revised
Pages
1-3
1-4
2-2
2-4
2-9
4-3
5-5
5-26
6-7
6-14
6-15
6-16
6-16a
6-16b
6-17
6-27
6-29
6-33
6-35
6-36
6-39
6-40
6-42
6-43
6-44
6-45
6-46
6-53
6-54
7-i
7-21
7-26
8-i
8-12, 8-13
8-14
8-15, 8-16
10-2
Description of Revision
Revised para 1.7.
Revised para. 1.11.
Revised para. 2.7
Revised para. 2.13.
Added page; added to para. 2.25.
Revised para. 4.5.
Revised para. 5.5(d).
Revised fig. 5.20.
Revised fig. 6-5.
Revised fig. 6- 15.
Added para. 6.8.
Added sample problem.
Added page; cont. sample problem.
Added page.
Corrected title.
Added to item 39.
Added item 47.
Revised item 67.
Added items 89 thru 91; renumbered items;
moved items 94 thru 99 to pg. 6-36.
Relocated items 94 thru 99 from pg. 6-35.
Added item 145, renumbered items.
Added items 151 thru 159.
Added item 176; relocated item 177 from
pg. 6-43.
Added item 178; moved item 177 to pg. 6-42.
Added items 196 and 198; renumbered items.
Added item 199; new item 201; renumbered
items; moved item 213 to pg. 6-46.
Relocated item 213 from pg. 6-45.
Added item 342.
Added new items 344 and 345; renumbered items.
Added para. 7.39.
Revised para. 7.25.
Added para. 7.39.
Changed page no.
Revised para. 8.21; moved para. 8.23 to pg. 8-14.
Relocated para. 8.23 from pg. 8-13; relocated
info. to pg. 8-15.
Relocated para. 8.27.
Added para. (j) to para. 10.3.
FAA Approval
Signature and
Date
Ward Evans
May 30, 1980
REPORT: VB-880
iv-e
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 8 - 761 649
(PR800814)
Revised
Pages
9-i
9-15 thru
9-18
Description of Revision
FAA Approval
Signature and
Date
Added Supplement 5 and pages.
Added Century 21 Autopilot Supplement
Ward Evans
August 14, 1980
Rev. 9 - 761 649
(PR801218)
2-2
2-3
3-i
3-4
3-5
3-10
3-11
3-12
6-17
6-23
6-25
6-35
6-38
6-42
6-43
6-49
6-50
7-10
7-12, 7- 13
7-14
7-21
9-i
9-15 thru
9-18
9-19 thru
9-20
Revised 2.7 (e).
Revised 2.9 (c).
Added para. 3.24; change para. title and pg. no.
Changed para. title, added info;
moved info. to pg. 3-5.
Relocated info. from pg. 3-4.
Changed para. 3.23, title and contents with
info. added; moved para. 3.25 to pg. 3-11.
Continued para. 3.23 addition; relocated para. 3.25
from pg. 3-10, moved para. 3.27, 3.28 and 3.29 to
pg. 3-12.
Relocated para. 3.27, 3.28 and 3.29 from pg. 3-11.
Added item 4.
Added item 25.
Renumbered items.
Revised items 90, 91 and 93.
Added item 132.
Relocated revised item 178 from pg. 6-43.
Moved item 178 to pg. 6-42; renumbered item;
added new item 181; revised item 182.
Added item 276; moved items 281, 283 and 285 to
pg. 6-50.
Relocated items 281, 283 and 285 from pg. 6-49.
Revised para. 7.13.
Revised para. 7.15.
Revised fig. 7-11.
Revised para. 7.25.
Added supplement 6 and pages.
Retyped supplement 5 Century 21 auto pilot;
changed pg. nos.
Added supplement 6 Piper Control Wheel Clock
Installation.
Ward Evans
Dec. 18, 1980
REPORT: VB-880
iv-f
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 10 - 761 649
(PR810629)
Revised
Pages
ii
1-4
5-1
6-7
6-19
6-27
6-35
6-38
6-41
6-42
6-43
6-45
6-53
6-54
6-55
7-8
7-12
Rev. 11 - 761 649
(PR8 11120)
2-1
3-1
4-i
4-1
4-3, 4-5,
4-6
4-8
4-12
4-13
4-14
4-15
4-16
6-17
6-19
6-40
6-44
6-45
6-46
Description of Revision
Revised Warning.
Revised para. 1.13.
Added warning.
Revised Figure 6-5.
Revised item 11 .
Revised items 33, 35 and 39.
Revised item 81.
Revised item 132.
Renumbered items.
Renumbered items; added new items 175 and
176.
Renumbered items; added new item 183.
Revised item 199.
Revised item 342.
Revised items 343, 344 and 345.
Added item 361; removed info.
Revised para 7.11
Revised para. 7.15
FAA Approval
Signature and
Date
Ward Evans
June 29, 1981
Revised para. 2.1.
Revised para. 3.1.
Amended pg. number.
Revised para 4.1 and 4.3.
Revised para. 4.5.
Added Note to para. 4.9.
Added Note to para. 4.21; moved info.
to pg. 413.
Relocated info. from pg. 4-12; moved
info. to pg. 4-14.
Relocated info. from pg. 4-13; added
Note to para. 4.29; moved info. to pg. 4-15.
Relocated info. from pg. 4-14; moved
para. 4.35 to pg. 4-16.
Relocated para. 4.35 from pg. 4-15.
Revised para. 6.9.
Revised item 7.
Revised item 151.
Added new item 184; renumbered existing
items 185 thru 1882 moved item 198 to pg.
6-45.
Relocated item 198 from pg. 6-44; moved
items 209 and 211 to pg. 6-46.
Relocated items 209 and 211 from pg. 6-45;
moved items 229 and 231 to pg. 6-47.
REPORT: VB-880
iv-g
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision
Number and
Code
Rev. 11 - 761 649
(PR811120)
(cont)
Revised
Pages
6-47
6-48
6-48
6-55
7-10
7-21
9-20
Rev. 12 - 761 649
(PR890417)
Rev. 13 - 761 649
(PR900913)
Rev. 14 - 761-649
(PR050425)
REPORT: VB-880
iv-h
FAA Approval
Signature and
Date
Description of Revision
Relocated items 229 and 231 from pg. 6-46;
moved item 247 to pg. 6-48.
Relocated item 247 from pg. 6-47.
Added new item 277; renumbered items
278 thru 280.
Added item 361.
Revised para. 7.13.
Revised para. 7.25.
Corrected spelling errors.
Ward Evans
Nov. 20, 1981
3-i
3-1
4-i thru
4-ii
6-7
6-15
7-22
8-1
8-3
8-4
8-11
9-5
9-9
Revised Table of Contents
Revised para. 3.1
Revised Table of Contents
1-3
2-2
7-3
8-4
Revised para. 1.5 (c).
Revised para’s. 2.7 (j) and (l). Added para. 2.7 (m)
and Notes.
Revised para. 7.5.
Revised para. 8.5.
D.H. Trompler
October 9, 1990
iii
4-13
4-15
8-1
8-2
8-3
Added Warning.
Revised para. 4.27.
Revised para. 4.31.
Revised para. 8.1.
Moved info. from page 8-1.
Revised para. 8.3.
Linda J. Dicken
April 25, 2005
Revised Figure 6-5.
Revised para. 6.8.
Revised para. 7.31
Revised para. 8.1
Revised para 8.3
Revised para. 8.5
Revised para. 8.19 and 8.21(b).
Revised Section 3 (a)
Revised Section 3 (a)
D.H. Trompler
Aug. 23, 1989
Date
REVISED: APRIL 25, 2005
TABLE OF CONTENTS
SECTION 1
GENERAL
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
SECTION 4
NORMAL PROCEDURES
SECTION 5
PERFORMANCE
SECTION 6
WEIGHT AND BALANCE
SECTION 7
DESCRIPTION AND OPERATION OF THE
AIRPLANE AND ITS SYSTEMS
SECTION 8
AIRPLANE HANDLING, SERVICING AND
MAINTENANCE
SECTION 9
SUPPLEMENTS
SECTION 10
SAFETY TIPS
REPORT: VB-880
v
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph
No.
Page
No.
1.1
1.3
1.5
1.7
1.9
1.11
1.13
1.15
1.17
1.19
1.21
1-1
1-3
1-3
1-3
1-3
1-4
1-4
1-4
1-4
1-5
1-11
Introduction.......................................................................................................................................
Engines..............................................................................................................................................
Propellers ..........................................................................................................................................
Fuel ...................................................................................................................................................
Oil .....................................................................................................................................................
Maximum Weights............................................................................................................................
Standard Airplane Weights ...............................................................................................................
Baggage Space..................................................................................................................................
Specific Loadings .............................................................................................................................
Symbols, Abbreviations and Terminology .......................................................................................
Conversion Factors ...........................................................................................................................
REPORT: VB-880
1-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
This Pilot’s Operating Handbook is designed for maximum utilization as an operating guide for the
pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J.
It also contains supplemental data supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent flight instruction,
knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is
not intended to be a guide for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in
command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for
remaining within the operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should
not be used solely as an occasional operating reference. The pilot should study the entire handbook to
familiarize himself with the limitations, performance, procedures and operational handling characteristics of
the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each provided with a ‘’finger-tip’’ tab
divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to information that may be required in
flight. The “Emergency Procedures” Section has been furnished with a red tab divider to
present an instant reference to the section. Provisions for expansion of the handbook have been made by
the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as
being left blank intentionally.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
1-1
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THREE VIEW
Figure 1-1
REPORT: VB-880
1-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
1.3 ENGINES
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(h)
Number of Engines
Engine Manufacturer
Engine Model Number
Rated Horsepower
Rated Speed (rpm)
Bore (inches)
Stroke (inches)
Displacement (cubic inches)
Compression Ratio
Engine Type
1
Lycoming
0-320-D2A or 0-320-D3G
160
2700
5.125
3.875
319.8
8.5:1
Four Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled
1.5 PROPELLERS
(a) Number of Propellers
(b) Propeller Manufacturer
(c) Model
(d) Number of Blades
(e) Propeller Diameter (inches)
(1) Maximum
(2) Minimum
(f) Propeller Type
1
Sensenich
74DM6-0-60 or
74DM6-0-58
2
74
72
Fixed Pitch
1.7 FUEL
(a) Fuel Capacity (U.S. gal) (total)(b) Usable Fuel (U.S. gal) (total)
(c) Fuel
(1) Minimum Octane
50
48
100 - Green or 100 LL - Blue
Aviation Grade
(2) Alternate Fuel
Refer to Fuel Requirements,
Section 8 - Handling, Servicing and
Maintenance - paragraph 8.1, item (b).
1.9 OIL
(a) Oil Capacity (U.S. quarts)
(b) Oil Specification
(c)
Oil Viscosity per Average Ambient Temp. for Starting
SINGLE
(1) Above 60°F
S.A.E. 50
(2) 30°F to 90°F
S.A.E. 40
(3) 0°F to 70°F
S.A.E. 30
(4) Below 10°F
S.A.E. 20
ISSUED: DECEMBER 16, 1976
REVISED: SEPTEMBER 13, 1990
8
Refer to latest issue of
Lycoming Service Instruction 1014.
MULTI
S.A.E. 40 or 50
S.A.E. 40
S.A.E. 40 or 20W-30
S.A.E. 20W-30
REPORT: VB-880
1-3
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
1.11 MAXIMUM WEIGHTS
(a) Maximum Takeoff Weight (lbs)
(b) Maximum Landing Weight (lbs)
(c) Maximum Weights in Baggage Compartment
NORMAL
2325
2325
200
UTILITY
2020
2020
0
1.13 STANDARD AIRPLANE WEIGHTS
Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.15 BAGGAGE SPACE
(a) Compartment Volume (cubic feet)
(b) Entry Width (inches)
(c) Entry Height (inches)
24
22
20
1.17 SPECIFIC LOADINGS
(a) Wing Loading (lbs per sq ft)
(b) Power Loading (lbs per hp)
REPORT: VB-880
1-4
13.7
14.5
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and terminology used throughout the
handbook and those which may be of added operational significance to the pilot.
(a)
General Airspeed Terminology and Symbols
CAS
Calibrated Airspeed means the indicated speed of an aircraft,
corrected for position and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea level.
KCAS
Calibrated Airspeed expressed in “Knots.”
GS
Ground Speed is the speed of an airplane relative to the ground.
IAS
Indicated Airspeed is the speed of an aircraft as shown on the
airspeed indicator when corrected for instrument error. IAS values
published in this handbook assume zero instrument error.
KIAS
Indicated Airspeed expressed in “Knots.”
M
Mach Number is the ratio of true airspeed to the speed of sound.
TAS
True Airspeed is the airspeed of an airplane relative to undisturbed
air which is the CAS corrected for altitude, temperature and
compressability.
VA
Maneuvering Speed is the maximum speed at which application of
full available aerodynamic control will not overstress the airplane.
VFE
Maximum Flap Extended Speed is the highest speed permissible
with wing flaps in a prescribed extended position.
VNE/MNE
Never Exceed Speed or Mach Number is the speed limit that may
not be exceeded at any time.
VNO
Maximum Structural Cruising Speed is the speed that should not
be exceeded except in smooth air and then only with caution.
VS
Stalling Speed or the minimum steady flight speed at which the
airplane is controllable.
VSO
Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration.
VX
Best Angle-of-Climb Speed is the airspeed which delivers the
greatest gain of altitude in the shortest possible horizontal
distance.
VY
Best Rate-of-Climb Speed is the airspeed which delivers the
greatest gain in altitude in the shortest possible time.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
1-5
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(b) Meteorological Terminology
ISA
International Standard Atmosphere in which:
The air is a dry perfect gas;
The temperature at sea level is 15° Celsius (59° Fahrenheit);
The pressure at sea level is 29.92 inches hg. (1013 mb);
The temperature gradient from sea level to the altitude at which
the temperature is -56.5°C (-69.7°F) is -0.00198°C
(-0.003566°F) per foot and zero above that altitude.
OAT
Outside Air Temperature is the free air static temperature,
obtained either from inflight temperature indications or ground
meteorological sources, adjusted for instrument error and
compressibility effects.
Indicated Pressure
Altitude
The number actually read from an altimeter when the barometric
subscale has been set to 29.92 inches of mercury (1013 millibars).
Pressure Altitude
Altitude measured from standard sea-level pressure (29.92 in. Hg)
by a pressure or barometric altimeter. It is the indicated pressure
altitude corrected for position and instrument error. In this
handbook, altimeter instrument errors are assumed to be zero.
Station Pressure
Actual atmospheric pressure at field elevation.
Wind
The wind velocities recorded as variables on the charts of this
handbook are to be understood as the headwind or tailwind
components of the reported winds..
REPORT: VB-880
1-6
ISSUED: DECEMBER 16, 1976
REVISED: FEBRUARY 26, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(c)
SECTION 1
GENERAL
Power Terminology
Takeoff Power
Maximum power permissible for takeoff.
Maximum Continuous
Power
Maximum power permissible continuously during flight.
Maximum Climb Power
Maximum power permissible during climb.
Maximum Cruise Power
Maximum power permissible during cruise.
(d) Engine Instruments
EGT Gauge
(e)
Exhaust Gas Temperature Gauge
Airplane Performance and Flight Planning Terminology
Climb Gradient
The demonstrated ratio of the change in height during a portion of
a climb, to the horizontal distance traversed in the same time
interval.
Demonstrated Crosswind
Velocity
The demonstrated crosswind velocity is the velocity of the
crosswind component for which adequate control of the airplane
during takeoff and landing was actually demonstrated during
certification tests.
WIND)
Accelerate-Stop Distance
The distance required to accelerate an airplane to a specified speed
and, assuming failure of an engine at the instant that speed is
attained, to bring the airplane to a stop.
MEA
Minimum en route IFR altitude.
Route Segment
A part of a route. Each end of that part is identified by: (1) a
geographical location: or (2) a point at which a definitive radio fix
can be established.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
1-7
SECTION 1
GENERAL
(f)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Weight and Balance Terminology
Reference Datum
An imaginary vertical plane from which all horizontal distances are
measured for balance purposes.
Station
A location along the airplane fuselage usually given in terms of
distance from the reference datum.
Arm
The horizontal distance from the reference datum to the center of
gravity (C.G.) of an item.
Moment
The product of the weight of an item multiplied by its arm.
(Moment divided by a constant is used to simplify balance
calculations by reducing the number of digits.)
Center of Gravity
(C.G.)
The point at which an airplane would balance if suspended. Its
distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm
The arm obtained by adding the airplane’s individual moments and
dividing the sum by the total weight.
C.G. Limits
The extreme center of gravity locations within which the airplane
must be operated at a given weight.
Usable Fuel
Fuel available for flight planning.
Unusable Fuel
Fuel remaining after a runout test has been completed in
accordance with governmental regulations.
Standard Empty Weight
Weight of a standard airplane including unusable fuel, full
operating fluids and full oil.
Basic Empty Weight
Standard empty weight plus optional equipment.
Payload
Weight of occupants, cargo and baggage.
Useful Load
Difference between takeoff weight, or ramp weight if applicable,
and basic empty weight.
Maximum Ramp Weight
Maximum weight approved for ground maneuver. (It includes
weight of start, taxi and run up fuel.)
Maximum Takeoff
Weight
Maximum weight approved for the start of the takeoff run.
Maximum Landing
Weight
Maximum weight approved for the landing touchdown.
Maximum Zero Fuel
Weight
Maximum weight exclusive of usable fuel.
REPORT: VB-880
1-8
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
1-9
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
1-10
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
1.21 CONVERSION FACTORS
MULTIPLY
BY
TO OBTAIN
MULTIPLY
BY
TO OBTAIN
acres
0.4047
43560
0.0015625
ha
sq. ft.
sq. mi.
cubic inches (cu. in.)
atmospheres (atm)
76
29.92
1.0133
1.033
14.70
2116
cm Hg
in. Hg
bar
kg/cm2
lb./sq. in.
lb./sq. ft.
16.39
1.639 x 10-5
5.787 x 10-4
0.5541
0.01639
4.329 x 10-3
0.01732
cm3
m3
cu. ft.
fl. oz.
1
U.S. gal.
U.S. qt.
cubic meters (m3)
bars (bar)
0.98692
14.503768
atm.
lb./sq. in.
61024
1.308
35.3147
264.2
cu. in.
cu. yd.
cu. ft.
U.S. gal.
cu. ft./min.
0.2519958
kg-cal
cubic meters per
minute (m3/min.)
35.3147
British Thermal Unit
(BTU)
cubic yards (cu. yd.)
centimeters (cm)
0.3937
0.032808
in.
ft.
27
0.7646
202
cu. ft.
m3
U.S. gal.
centimeters of
mercury at 0°C
(cm Hg)
0.01316
0.3937
0.1934
27.85
135.95
atm
in. Hg
lb./sq. in.
lb./sq. ft.
kg/m2
degrees (arc)
0.01745
radians
degrees per second
(deg./sec.)
0.01745
radians/sec.
drams, fluid (dr. fl.)
0.125
fl. oz.
centimeters per
second (cm/sec.)
0.032808
1.9685
0.02237
ft./sec.
ft./min.
mph
drams, avdp.
(dr. avdp.)
0.0625
oz. avdp.
cubic centimeters
(cm3)
0.03381
0.06102
3.531 x 10-5
0.001
2.642 x 10-4
fl. oz.
cu. in.
cu. ft.
1
U.S. gal.
feet (ft.)
cubic feet (cu.ft.)
28317
0.028317
1728
0.037037
7.481
28.32
cm3
m3
cu. in.
cu. yd.
U.S. gal.
1
30.48
0.3048
12
0.33333
0.0606061
1.894 x 10-4
1.645 x 10-4
cm
m
in.
yd.
rod
mi.
NM
feet per minute
(ft./min.)
0.01136
0.01829
0.508
0.00508
mph
km/hr.
cm/sec.
m/sec.
0.472
0.028317
1/sec.
m3/min.
cubic feet per minute
(cu. ft./min.)
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
1-11
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
MULTIPLY
BY
TO OBTAIN
MULTIPLY
BY
TO OBTAIN
feet per second
(ft./sec.)
0.6818
1.097
30.48
0.5921
mph
km/hr.
cm/sec.
kts.
hectares (ha)
2.471
107639
10000
acres
sq. ft.
m2
horsepower (hp)
foot-pounds (ft.-lb.)
0.138255
3.24 x 10-4
m-kg
kg-cal
33000
550
76.04
1.014
ft.-lb./min.
ft.-lb./sec.
m-kg/sec.
metric hp
foot-pounds per
minute (ft.-lb./min.)
3.030 x 10-5
hp
horsepower, metric
75
0.9863
m-kg/sec.
hp
foot-pounds per
second (ft.-lb./sec.)
1.818 x 10-5
inches (in.)
gallons, Imperial
(Imperial gal.)
277.4
1.201
4.546
cu. in.
U.S. gal.
1
25.40
2.540
0.0254
0.08333
0.027777
mm
cm
m
ft.
yd.
gallons, U.S. dry
(U.S. gal. dry)
268.8
1.556 x 10-1
1.164
4.405
cu. in.
cu. ft.
U.S. gal.
1
inches of mercury
at 0°C (in. Hg)
gallons, U.S. Iiquid
(U.S. gal.)
231
0.1337
4.951 x 10-3
3785.4
3.785 x 10-3
3.785
0.83268
128
cu. in.
cu. ft.
cu. yd.
cm3
m3
1
Imperial gal.
fl. oz.
0.033421
0.4912
70.73
345.3
2.540
25.40
atm
lb./sq. in.
lb./sq. ft.
kg/m2
cm Hg
mm Hg
inch-pounds (in.-lb.)
0.011521
m-kg
kilograms (kg)
2.204622
35.27
1000
lb.
oz. avdp.
g
gallons per acre
(gal./acre)
9.353
1/ha
kilogram-calories
(kg-cal)
3.9683
3087
426.9
BTU
ft.-lb.
m-kg
grams (g)
0.001
0.3527
2.205 x 10-3
kg
oz. avdp.
lb.
kilograms per cubic
meter (kg/m3)
0.06243
0.001
lb./cu. ft.
g/cm3
lb./acre
0.1
6.721 x 10-2
5.601 x 10-3
kg/m
lb./ft.
lb./in.
kilograms per
hectare (kg/ha)
0.892
grams per centimeter
(g/cm)
kilograms per square
centimeter (kg/cm2)
1000
0.03613
62.43
kg/m3
lb./cu. in.
lb./cu. ft.
0.9678
28.96
14.22
2048
atm
in. Hg
lb./sq. in.
lb./sq. ft.
grams per cubic
centimeter (g/cm3)
REPORT: VB-880
1-12
hp
ISSUED: DECEMBER 16, 1976
REVISED: FEBRUARY 26, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 1
GENERAL
MULTIPLY
BY
TO OBTAIN
MULTIPLY
BY
TO OBTAIN
kilograms per square
meter (kg/m2)
2.896 x 10-3
1.422 x 10-3
0.2048
in. Hg
lb./sq. in.
lb./sq. ft.
meters per minute
(m/min.)
0.06
km/hr.
kilometers (km)
1 x 10-5
3280.8
0.6214
0.53996
cm
ft.
mi.
NM
meters per second
(m/sec.)
3.280840
196.8504
2.237
3.6
ft./sec.
ft./min.
mph
km/hr.
microns
3.937 x 10-5
in.
kilometers per hour
(km/hr.)
0.9113
58.68
0.53996
0.6214
0.27778
16.67
ft./sec.
ft./min.
kt
mph
m/sec.
m/min.
miles, statute (mi.)
5280
1.6093
1609.3
0.8684
ft.
km
m
NM
knots (kt)
1
1.689
1.1516
1.852
51.48
nautical mph
ft./sec.
statute mph
km/hr.
m/sec.
miles per hour
(mph)
44.7041
4.470 x 10-1
1.467
88
1.6093
0.8684
cm/sec.
m/sec.
ft./sec.
ft./min.
km/hr.
kt
liters (1)
1000
61.02
0.03531
33.814
0.264172
0.2200
1.05669
cm3
cu. in.
cu. ft.
fl. oz.
U.S. gal.
Imperial gal.
qt.
miles per hour
square (m/hr. sq.)
2.151
ft./sec. sq.
millibars
2.953 x 10-2
in. Hg
millimeters (mm)
0.03937
in.
in. Hg
13.69
0.107
fl. oz./acre
gal./acre
millimeters of
mercury at 0°C
(mm Hg)
0.03937
liters per hectare
(l/ha)
liters per second
(1/sec.)
2.12
cu. ft./min.
nautical miles
(NM)
meters (m)
39.37
3.280840
1.0936
0.198838
6.214 x 10-4
5.3996 x 10-4
in.
ft.
yd.
rod
mi.
NM
6080
1.1516
1852
1.852
ft.
statute mi.
m
km
ounces, avdp.
(oz. avdp.)
28.35
16
g
dr. avdp.
ounces, fluid
(fl. oz.)
7.23301
86.798
ft.-lb.
in.-lb.
8
29.57
1.805
0.0296
0.0078
dr. fl.
cm3
cu. in.
1
U.S. gal.
meter-kilogram
(m-kg)
ISSUED: DECEMBER 16, 1976
REVISED: FEBRUARY 26, 1979
REPORT: VB-880
1-13
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
MULTIPLY
BY
TO OBTAIN
MULTIPLY
BY
TO OBTAIN
ounces, fluid per
acre (fl. oz./
acre)
0.073
l/ha
rod
16.5
5.5
5.029
ft.
yd.
m
pounds (lb.)
0.453592
453.6
3.108 x 10-2
kg
g
slug
slug
32.174
lb.
square centimeters
(cm2)
0.1550
0.001076
sq. in.
sq. ft.
pounds per acre
(lb./acre)
1.121
kg/ha
square feet (sq. ft.)
pounds per cubic
foot (lb./cu. ft.)
16.02
kg/m3
929
0.092903
144
0.1111
2.296 x 10-5
cm2
m2
sq. in.
sq. yd.
acres
pounds per cubic
inch (lb./cu. in.)
1728
27.68
lb./cu. ft.
g/cm3
square inches
(sq. in.)
6.4516
6.944 x 10-3
cm2
sq. ft.
pounds per square
foot (lb./sq. ft.)
0.1414
4.88243
4.725 x 10-4
in. Hg
kg/m2
atm
square kilometers
(km 2)
0.3861
sq. mi.
pounds per square
inch (psi or
lb./sq. in.)
5.1715
2.036
0.06804
0.0689476
703.1
cm Hg
in. Hg
atm
bar
kg/m2
square meters (m2)
10.76391
1.196
0.0001
sq. ft.
sq. yd.
ha
square miles (sq. mi.)
2.590
640
km2
acres
0.94635
57.749
1
cu. in.
square rods (sq. rods)
30.25
sq. yd.
radians
57.30
0.1592
deg. (arc)
rev.
square yards (sq. yd.)
0.8361
9
0.0330579
m2
sq. ft.
sq. rods
radians per second
(radians/sec.)
57.30
0.1592
9.549
deg./sec.
rev./sec.
rpm
yards (yd.)
revolutions (rev.)
6.283
radians
0.9144
3
36
0.181818
m
ft.
in.
rod
revolutions per
minute (rpm or
rev./min.)
0.1047
radians/sec.
revolutions per
second (rev./sec.)
6.283
radians/sec.
quart, U.S. (qt.)
REPORT: VB-880
1-14
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph
No.
Page
No.
2.1
2.3
2.5
2.7
2.9
2.11
2.13
2.15
2.17
2.19
2.21
2.23
2.25
2-1
2-1
2-2
2-2
2-3
2-3
2-4
2-4
2-4
2-5
2-5
2-5
2-7
General..............................................................................................................................................
Airspeed Limitations.........................................................................................................................
Airspeed Indicator Markings ............................................................................................................
Power Plant Limitations....................................................................................................................
Power Plant Instrument Markings ....................................................................................................
Weight Limits....................................................................................................................................
Center of Gravity Limits...................................................................................................................
Maneuver Limits...............................................................................................................................
Flight Load Factors ...........................................................................................................................
Types of Operations ..........................................................................................................................
Fuel Limitations................................................................................................................................
Noise Levels......................................................................................................................................
Placards.............................................................................................................................................
REPORT: VB-880
2-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 2
LIMITATIONS
SECTION 2
LIMITATIONS
2.1 GENERAL
This section provides the “FAA Approved” operating limitations, instrument markings, color coding
and basic placards necessary for operation of the airplane and its systems.
This airplane must be operated as a normal or utility category airplane in compliance with the
operating limitations stated in the form of placards and markings and those given in this section and
handbook.
Limitations associated with those optional systems and equipment which require handbook
supplements can be found in Section 9 (Supplements).
2.3 AIRSPEED LIMITATIONS
SPEED
Never Exceed Speed (VNE) - Do not exceed this speed in
any operation.
KIAS
KCAS
160
153
Maximum Structural Cruising Speed (VNO) - Do not
exceed this speed except in smooth air and then only
with caution.
126
122
Design Maneuvering Speed (VA) - Do not make full or
abrupt control movements above this speed.
At 2325 LBS. G.W.
At 1531 LBS. G.W.
111
88
108
89
CAUTION
Maneuvering speed decreases at lighter weight as the effects of
aerodynamic forces become more pronounced. Linear
interpolation may be used for intermediate gross weights.
Maneuvering speed should not be exceeded while operating in
rough air.
Maximum Flaps Extended Speed (VFE) - Do not exceed
this speed with the flaps extended.
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
103
100
REPORT: VB-880
2-1
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
2.5 AIRSPEED INDICATOR MARKINGS
MARKING
Red Radial Line (Never Exceed)
Yellow Arc (Caution Range - Smooth Air Only)
Green Arc (Normal Operating Range)
White Arc (Flap Down)
IAS
160 KTS
126 KTS to 160 KTS
50 KTS to 126 KTS
44 KTS to 103 KTS
2.7 POWER PLANT LIMITATIONS
(a)
(b)
(c)
(d)
Number of Engines
Engine Manufacturer
Engine Model No.
Engine Operating Limits
(1) Maximum Horsepower
(2) Maximum Rotation Speed (RPM)
(3) Maximum Oil Temperature
(e) Oil Pressure
Minimum (red line)
Maximum (red line)
(f) Fuel Pressure
Minimum (red line)
Maximum (red line)
(g) Fuel (minimum grade)
(h) Number of Propellers
(i) Propeller Manufacturer
(j) Propeller Model
1
Lycoming
0-320-D2A or 0-320-D3G
160
2700
245°F
25 PSI
100 PSI
5 PSI
8 PSI
100 or 100LL Aviation Grade
1
Sensenich
74DM6-0-60 or
74DM6-0-58
(k) Propeller Diameter
Minimum
Maximum
(l) 74DM6-0-60 Propeller Tolerance
(static rpm at maximum permissible
throttle-setting, Sea Level, ISA)
72 IN.
74 IN.
Not above 2430 RPM
Not below 2330 RPM
NOTE
Refer to the airplane maintenance manual for test procedure to
determine approved static rpm under non standard conditions.
(m) 74DM6-0-58 Propeller Tolerance
(static RPM at maximum permissible
throttle setting, Sea Level, ISA)
Not above 2465 RPM
Not below 2365 RPM
NOTE
Refer to the airplane maintenance manual for test procedure to
determine approved static rpm under non standard conditions.
REPORT: VB-880
2-2
ISSUED: DECEMBER 16 1976
REVISED: SEPTEMBER 13, 1990
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 2
LIMITATIONS
2.9 POWER PLANT INSTRUMENT MARKINGS
(a)
Tachometer
Green Arc (Normal Operating Range)
Red Line (Maximum Continuous Power)
(b) Oil Temperature
Green Arc (Normal Operating Range)
Red Line (Maximum)
(c) Oil Pressure
Green Arc (Normal Operating Range)
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Ground Warm-Up)
Red Line (Minimum)
Red Line (Maximum)
(d) Fuel Pressure
Green Arc (Normal Operating Range)
Red Line (Minimum)
Red Line (Maximum)
500 to 2700 RPM
2700 RPM
75° to 245°F
245°F
60 PSI to 90 PSI
25 PSI to 60 PSI
90 PSI to 100 PSI
25 PSI
100 PSI
.5 PSI to 8 PSI
.5 PSI
8 PSI
2.1 WEIGHT LIMITS
NORMAL
2325 LBS
200 LBS
(a) Maximum Weight
(b) Maximum Baggage
UTILITY
2020 LBS
0 LBS
NOTE
Refer to Section 5 (Performance) for maximum weight as limited
by performance.
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
REPORT: VB-880
2-3
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
2.13 CENTER OF GRAVITY LIMITS
(a)
Normal Category
Weight
Pounds
2325
1950 (and less)
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
87.0
83.0
93.0
93.0
Forward Limit
Inches Aft of Datum
Rearward Limit
Inches Aft of Datum
83.0
83.8
93.0
93.0
(b) Utility Category
Weight
Pounds
1950 (and less)
2020
NOTES
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing leading edge at
the inboard intersection of the straight and tapered section.
It is the responsibility of the airplane owner and the pilot to insure
that the airplane is properly loaded. See Section 6 (Weight and
Balance) for proper loading instructions.
2.15 MANEUVER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins prohibited.
(b) Utility Category - Approved maneuvers for bank angles exceeding 60°:
Steep Turns
Lazy Eights
Chandelles
Entry Speed
111 KIAS
111 KIAS
111 KIAS
2.17 FLIGHT LOAD FACTORS
(a)
(b)
Positive Load Factor (Maximum)
Negative Load Factor (Maximum)
REPORT: VB-880
2-4
NORMAL
UTILITY
3.8 G
4.4 G
No inverted maneuvers approved
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 2
LIMITATIONS
2.19 TYPES OF OPERATION
The airplane is approved for the following operations when equipped in accordance with FAR 91 or
FAR 135.
(a)
(b)
(c)
(d)
(e)
Day V.F.R.
Night V.F.R.
Day I.F.R.
Night I.F.R.
Non Icing
2.21 FUEL LIMITATIONS
(a) Total Capacity
(b) Unusable Fuel
The unusable fuel for this airplane has been determined
as 1.0 gallon in each wing in critical flight attitudes.
(c) Usable Fuel
The usable fuel in this airplane has been determined as
24.0 gallons in each wing.
50 U.S. GAL
2 U.S. GAL
48 U.S. GAL
2.23 NOISE LEVEL
The noise level of this aircraft is 72dBA.
No determination has been made by the Federal Aviation Administration that the noise levels of this
airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement not withstanding, the noise level stated above has been verified by and approved
by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36,
Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with
all FAR 36 noise standards applicable to this type.
ISSUED: DECEMBER 16, 1976
REVISED: FEBRUARY 24, 1977
REPORT: VB-880
2-5
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
2-6
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 2
LIMITATIONS
2.25 PLACARDS
In full view of the pilot:
“THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR
UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE
APPLY TO ITS OPERATION AS A UTILITY CATEGORY
AIRPLANE. FOR NORMAL AND UTILITY CATEGORY
OPERATION, REFER TO THE PILOT’S OPERATING
HANDBOOK.
NO ACROBATIC MANEUVERS ARE APPROVED FOR
NORMAL CATEGORY OPERATIONS. SPINS ARE
PROHIBITED FOR NORMAL AND UTILITY CATEGORY.”
In full view of the pilot, one of the following takeoff checklists and one of the following landing check lists
will be installed:
TAKEOFF CHECK LIST
Fuel on proper tank
Electric fuel pump on
Engine gauges checked
Flaps - set
Carb heat off
Mixture set
Seat backs erect
Fasten belts/harness
Trim tab - set
Controls - free
Door - latched
Air conditioner - off
TAKEOFF CHECK LIST
Fuel on proper tank
Electric fuel pump-on
Engine gages checked
Flaps - set
Carb. heat off
Mixture set
Primer locked
Seat backs erect
Fasten belts/harness
Trim tab - set
Controls - free
Door - latched
Air conditioner off
LANDING CHECK LIST
Fuel on proper tank
Mixture rich
Electric fuel pump on
Seat backs erect
Flaps - set (103 KIAS max.)
Fasten belts/harness
Air conditioner off
LANDING CHECK LIST
Fuel on proper tank
Mixture rich
Electric fuel pump on
Seat backs erect
Flaps - set (White Arc).
Fasten belts/harness
Air conditioner off
The “AIR COND OFF” item in the above takeoff and landing check lists is mandatory for air
conditioned aircraft only.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
2-7
SECTION 2
LIMITATIONS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
In full view of the pilot, in the area of the air conditioner control panel when the air conditioner is
installed:
“WARNING—AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE.”
Adjacent to upper door latch:
“ENGAGE LATCH BEFORE FLIGHT.”
On inside of the baggage compartment door:
“BAGGAGE MAXIMUM 200 LBS”
“UTILITY CATEGORY OPERATION - NO BAGGAGE OR AFT
PASSENGERS ALLOWED. NORMAL CATEGORY OPERATION
- SEE PILOT’S OPERATING HANDBOOK WEIGHT AND
BALANCE SECTION FOR BAGGAGE AND AFT PASSENGER
LIMITATIONS.”
In full view of the pilot:
“MANEUVERING SPEED 111 KIAS AT 2325 LBS. (SEE
P.O.H.)” OR “VA = 111 KIAS AT 2325 #(SEE P.O.H.)”
“UTILITY CATEGORY OPERATION - NO AFT PASSENGERS
ALLOWED.”
“DEMONSTRATED CROSS WIND COMPONENT - 17 KTS.” or
“DEMO. X-WIND 17 KTS.”
In full view of the pilot when the oil cooler winterization kit is installed:
“OIL COOLER WINTERIZATION PLATE TO BE REMOVED
WHEN AMBIENT TEMPERATURE EXCEEDS 50°F.”
In full view of the pilot:
“UTILITY CATEGORY OPERATION ONLY.”
(1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING:
ENTRY SPEED
SPINS PROHIBITED
STEEP TURNS
LAZY EIGHTS
CHANDELLES
111 KIAS
111 KIAS
111 KIAS
In full view of the pilot:
“WARNING — TURN OFF STROBE LIGHTS WHEN IN
CLOSE PROXIMITY TO GROUND OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE.”
REPORT: VB-880
2-8
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 2
LIMITATIONS
Adjacent to fuel filler caps:
FUEL - 100 OR 100LL AVIATION GRADE
OR
FUEL - 100 AVIATION GRADE MIN.
USABLE CAPACITY 24 GAL.
USABLE CAPACITY TO BOTTOM OF
FILLER NECK INDICATOR 17 GAL.
ISSUED: MAY 30, 1980
REPORT: VB-880
2-9
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph
No.
Page
No.
3.1
3.3
3-1
3-3
3-3
3-3
3-3
3-3
3-3
3-3
3-4
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-7
3-7
3-7
3-8
3-8
3-9
3-9
3-10
3-10
3-10
3-10
3-11
3-12
3-12
3-12
3.5
3.7
3.9
3.11
3.13
3.15
3.17
3.19
3.21
3.23
3.24
3.25
3.27
3.28
3.29
General .................................................................................................................................................
Emergency Procedures Check List ......................................................................................................
Engine Fire During Start ............................................................................................................
Engine Power Loss During Takeoff ...........................................................................................
Engine Power Loss On Flight ....................................................................................................
Power Off Landing .....................................................................................................................
Fire In Flight...............................................................................................................................
Loss of Oil Pressure ...................................................................................................................
Loss of Fuel Pressure .................................................................................................................
High Oil Temperature.................................................................................................................
Electrical Failures.......................................................................................................................
Electrical Overload.....................................................................................................................
Spin Recovery ............................................................................................................................
Open Door ..................................................................................................................................
Engine Roughness ......................................................................................................................
Carburetor Icing .........................................................................................................................
Amplified Emergency Procedures (General) .......................................................................................
Engine Fire During Start ......................................................................................................................
Engine Power Loss During Takeoff .....................................................................................................
Engine Power Loss In Flight................................................................................................................
Power Off Landing...............................................................................................................................
Fire In Flight ........................................................................................................................................
Loss of Oil Pressure .............................................................................................................................
Loss of Fuel Pressure ...........................................................................................................................
High Oil Temperature ..........................................................................................................................
Electrical Failures.................................................................................................................................
Electrical Overload...............................................................................................................................
Spin Recovery ......................................................................................................................................
Open Door............................................................................................................................................
Carburetor Icing ...................................................................................................................................
Engine Roughness................................................................................................................................
REPORT: VB-880
3-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL
This section provides the recommended procedures for coping with various emergency or critical situations.
All of the emergency procedures required by the FAA as well as those necessary for operation of the airplane, as
determined by the operating and design features of the airplane, are presented.
Emergency procedures associated with optional systems and equipment which require handbook supplements
are presented in Section 9, Supplements.
This section is divided into two basic parts. The first part contains the emergency procedures checklists.
These checklists supply an immediate action sequence to be followed during critical situations with little
emphasis on the operation of the systems.
The second part of the section provides amplified emergency procedures corresponding to the emergency
procedures checklist items. These amplified emergency procedures contain additional information to provide the
pilot with a more complete description of the procedures so they may be more easily understood.
Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the
appropriate action should and emergency situation arise. The procedures are offered as a course of action for
coping with the particular situation or condition described. They are not a substitute for sound judgement and
common sense.
Most basic emergency procedures are a normal part of pilot training. The information presented in this
section is not intended to replace this training. This information is intended to provide a source of reference for the
procedures which are applicable to this airplane. The pilot should review standard emergency procedures
periodically to remain proficient in them.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT: VB-880
3-1
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
3-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
3.3
SECTION 3
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES CHECK LIST
ENGINE FIRE DURING START
Starter ......................................................crank engine
Mixture .......................................................idle cut-off
Throttle .................................................................open
Electric fuel pump.................................................OFF
Fuel selector..........................................................OFF
Abandon if fire continues
ENGINE POWER LOSS DURING TAKEOFF
If sufficient runway remains for a normal landing,
land straight ahead.
If insufficient runway remains:
Maintain safe airspeed
Make only shallow turn to avoid obstructions
Flaps as situation requires
If sufficient altitude has been gained to attempt a
restart:
Maintain safe airspeed
Fuel selector...........................................switch to tank
containing fuel
Electric fuel pump........................................check ON
Mixture .....................................................check RICH
Carburetor heat .......................................................ON
Primer ................................................................locked
If power is not regained, proceed with power off
landing.
ENGINE POWER LOSS IN FLIGHT
Fuel selector...........................................switch to tank
containing fuel
Electric fuel pump ..................................................ON
Mixture ...............................................................RICH
Carburetor heat .......................................................ON
Engine gauges ..............................check for indication
of cause of power loss
Primer......................................................check locked
If no fuel pressure is indicated, check tank selector
position to be sure it is on a tank containing fuel.
If power is not restored prepare for power off
landing.
Trim for 73 KIAS
POWER OFF LANDING
Locate suitable field.
Establish spiral pattern.
1000 ft. above field at downwind position for
normal landing approach.
When field can easily be reached slow to 63 KIAS
for shortest landing.
Touchdowns should normally be made at lowest
possible airspeed with full flaps.
When committed to landing:
Ignition..................................................................OFF
Master switch........................................................OFF
Fuel selector..........................................................OFF
Mixture .......................................................idle cut-off
Seat belt and harness.............................................tight
FIRE IN FLIGHT
Source of fire ......................................................check
Electrical fire (smoke in cabin):
Master switch........................................................OFF
Vents .....................................................................open
Cabin heat .............................................................OFF
Land as soon as practicable.
Engine fire:
Fuel selector..........................................................OFF
Throttle .........................................................CLOSED
Mixture .......................................................idle cut-off
Electric fuel pump ......................................check OFF
Heater....................................................................OFF
Defroster ...............................................................OFF
Proceed with POWER OFF LANDING procedure.
LOSS OF OIL PRESSURE
When power is restored:
Carburetor heat .....................................................OFF
Electric fuel pump.................................................OFF
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
Land as soon as possible and investigate cause.
Prepare for power off landing.
REPORT: VB-880
3-3
SECTION 3
EMERGENCY PROCEDURES
LOSS OF FUEL PRESSURE
Electric fuel pump ..................................................ON
Fuel selector ....................................check on full tank
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
ELECTRICAL OVERLOAD (Alternator over 20
amps above known electrical load)
FOR AIRPLANES WITH SEPARATE BAT
AND ALT SWITCH OPERATION
HIGH OIL TEMPERATURE
Land at nearest airport and investigate the problem.
Prepare for power off landing.
ELECTRICAL FAILURES
ALT annunciator light illuminated:
Ammeter...............................Check to verify inop. alt.
ALT switch .............................................................ON
BATT switch .........................................................OFF
If alternator loads are reduced:
Electrical load .............................Reduce to Minimum
Land as soon as practical.
NOTE
If ammeter shows zero:
ALT switch ...........................................................OFF
Reduce electrical loads to minimum:
ALT circuit breaker.............................Check and reset
as required
ALT switch .............................................................ON
If power not restored:
ALT switch ...........................................................OFF
If alternator output cannot be restored, reduce
electrical loads and land as soon as practical. The
battery is the only remaining source of electrical
power.
ELECTRICAL OVERLOAD (Alternator over 20
amps above known electrical load)
FOR AIRPLANES WITH INTERLOCKED BAT
AND ALT SWITCH OPERATION.
Electrical load ..................................................Reduce
If alternator loads are reduced:
ALT switch ...........................................................OFF
Land as soon as practical. Battery is the only remaining source of power. Anticipate complete
electrical failure.
REPORT: VB-880
3-4
Due to increased system voltage and radio frequency noise,
operation with ALT switch ON
and BATT switch OFF should
be made only when required by
an electrical system failure.
If alternator loads are not reduced:
ALT switch ...........................................................OFF
BATT switch..............................................As required
Land as soon as possible. Anticipate complete
electrical failure.
SPIN RECOVERY
Throttle...................................................................idle
Ailerons.............................................................neutral
Rudder..................................................full opposite to
direction of rotation
Control wheel............................................full forward
Rudder....................................................neutral (when
rotation stops)
Control wheel .........................as required to smoothly
regain level flight altitude
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 3
EMERGENCY PROCEDURES
OPEN DOOR
If both upper and lower latches are open, the door
will trail slightly open and airspeeds will be reduced
slightly.
To close the door in flight:
Slow airplane to 89 KIAS
Cabin vents ....................................................close
Storm window ................................................open
If upper latch is open......................................latch
If side latch is open..............pull on arm rest while
moving latch handle to
latched position.
If both latches are open ..................latch side latch
then top latch
ENGINE ROUGHNESS
Carburetor heat.................................................ON
If roughness continues after one min:
Carburetor heat ...............................................OFF
Mixture ..........................................adjust for max.
smoothness
Electric fuel pump ............................................ON
Fuel selector .......................................switch tanks
Engine gauges...............................................check
Magneto switch .................................“L” then “R”
then “BOTH”
If operation is satisfactory on either one, continue
on that magneto at reduced power and full “RICH”
mixture to first airport.
Prepare for power off landing.
CARBURETOR ICING
Carburetor heat.................................................ON
Mixture ..........................................adjust for max.
smoothness
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
REPORT: VB-880
3-5
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
3-6
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 3
EMERGENCY PROCEDURES
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information for the purpose of providing
the pilot with a more complete understanding of the recommended course of action and probable cause of
an emergency situation.
3.7 ENGINE FIRE DURING START
Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire
is to try to start the engine and draw the excess fuel back into the induction system.
If a fire is present before the engine has started, move the mixture control to idle cut-off, open the
throttle and crank the engine. This is an attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into the engine.
In either case (above), if fire continues more than a few seconds, the fire should be extinguished by
the best available external means.
The fuel selector valves should be “OFF” and the mixture at idle cut-off if an external fire
extinguishing method is to be used.
3.9 ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances
of the particular situation.
If sufficient runway remains to complete a normal landing, land straight ahead.
If insufficient runway remains, maintain a safe airspeed and make only a shallow turn if necessary to
avoid obstructions. Use of flaps depends on the circumstances. Normally, flaps should be fully extended for
touchdown.
If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel
selector to another tank containing fuel. Check the electric fuel pump to insure that it is “ON” and that the
mixture is “RICH.” The carburetor heat should be “ON” and the primer locked.
If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks
until the empty fuel lines are filled. This may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency
check list and paragraph 3.13).
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
REPORT: VB-880
3-7
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
3.11 ENGINE POWER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption and power will be restored
shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an
emergency landing (refer to paragraph 3.13). An airspeed of at least 73 KIAS should be maintained.
If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel
pump “ON.” Move the mixture control to “RICH” and the carburetor heat to “ON.” Check the engine
gauges for an indication of the cause of the power loss. Check to insure the primer is locked. If no fuel
pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel.
When power is restored move the carburetor heat to the “OFF” position and turn “OFF” the electric
fuel pump.
If the preceding steps do not restore power, prepare for an emergency landing.
If time permits, turn the ignition switch to “L” then to “R” then back to “BOTH.” Move the throttle
and mixture control levers to different settings. This may restore power if the problem is too rich or too
lean a mixture or if there is a partial fuel system restriction. 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
to water, fuel pressure indications will be normal.
If engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks
until the empty fuel lines are filled. This may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency
check list and paragraph 3.13).
3.13 POWER OFF LANDING
If loss of power occurs at altitude, trim the aircraft for best gliding angle (73 KIAS) 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 him help.
When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000
feet above the field at the downwind position, to make a normal landing approach. When the field can
easily be reached, slow to 63 KIAS for the shortest landing. Excess altitude may be lost by widening your
pattern, using flaps or slipping, or a combination of these.
Touchdown should normally be made at the lowest possible airspeed.
When committed to a landing shut “OFF” the master and ignition switches. Flaps may be used as
desired. Turn the fuel selector valve to “OFF” and move the mixture to idle cut-off. The seat belts and
shoulder harness should be tightened. Touchdown should be normally made at the lowest possible airspeed.
REPORT: VB-880
3-8
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 3
EMERGENCY PROCEDURES
3.15 FIRE IN FLIGHT
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.
Check for the source of the fire first.
If an electrical fire is indicated (smoke in the cabin), the master switch should be turned “OFF.” The
cabin vents should be opened and the cabin heat turned “OFF.” A landing should be made as soon as
possible.
If an engine fire is present, switch the fuel selector to “OFF” and close the throttle. The mixture
should be at idle cut-off. Turn the electric- fuel pump “OFF.” In all cases, the heater and defroster should
be “OFF.” If radio communication is not required, select master switch “OFF.” Proceed with power off
landing procedure.
NOTE
The possibility of an engine fire in flight is extremely remote. The
procedure given is general and pilot judgment should be the
determining factor for action in such an emergency.
3.17 LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a
malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to
investigate the cause and prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty
gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the
problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such
time as a dead stick landing can be accomplished. Don’t change power settings unnecessarily, as this may
hasten complete power loss.
Depending on the circumstances, it may be advisable to make an off airport landing while power is still
available, particularly if other indications of actual oil pressure loss, such as sudden increases in
temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
3-9
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
3.19 LOSS OF FUEL PRESSURE
If loss of fuel pressure occurs, turn “ON” the electric fuel pump and check that the fuel selector is on a
full tank.
If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and
fuel system checked.
3.21 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.
3.23 ELECTRICAL FAILURES
Loss of alternator output is detected through 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.
The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a
popped circuit.
The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the ALT switch
to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5
volts and up) this procedure should return the ammeter to a normal reading.
If the ammeter continues to indicate “O” output, or if the alternator will not remain reset turn off the
ALT switch, maintain minimum electrical load and land as soon as practical. All electrical load is being
supplied by the battery.
3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)
If abnormally high alternator output is observed (more than 20 amps above known electrical load for the
operating conditions) it may be caused by a low battery, a battery fault or other abnormal electrical load. If the
cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload
condition persists attempt to reduce the load by turning off non-essential equipment. For airplanes with interlocked BATT and ALT switch operation, when the electrical load cannot be reduced turn the ALT switch
OFF and land as soon as practical. The battery is the only remaining source of electrical power. Also
anticipate complete electrical failure.
REPORT: VB-880
3-10
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 3
EMERGENCY PROCEDURES
For airplanes with separate BATT and ALT switch operations, turn the BATT switch OFF and the
ammeter should decrease. Turn the BATT switch ON and continue to monitor the ammeter. If the alternator
output does not decrease within 5 minutes, turn the BATT switch OFF and land as soon as practical. All
electrical loads are being supplied by the alternator.
NOTE
Due to higher voltage and radio frequency noise, operation with the
ALT switch ON and the BATT switch OFF should be made only
when required by an electrical failure.
3.25 SPIN RECOVERY
Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the
throttle to idle and the ailerons to neutral.
Full rudder should then be applied opposite to the direction of rotation followed by control wheel full
forward. When the rotation stops, neutralize the rudder and ease back on the control wheel as required to
smoothly regain a level flight attitude.
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
REPORT: VB-880
3-11
SECTION 3
EMERGENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
3.27 OPEN DOOR
The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at
both the top and side are remote. However, should you forget the upper latch, or not fully engage the side
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 side latches are open, the door will trail slightly open, and airspeed will be reduced
slightly.
To close the door in flight, slow the airplane to 89 KIAS, close the cabin vents and open the storm
window. If the top latch is open, latch it. If the side latch is open, pull on the arm rest while moving the
latch handle to the latched position. If both latches are open, close the side latch then the top latch.
3.28 CARBURETOR ICING
Under certain moist atmospheric conditions at temperatures of -5°C to 20°C, it is possible for ice to
form in the induction system, even in summer weather. This is due to the high air velocity through the
carburetor venturi and the absorption of heat from this air by vaporization of the fuel.
To avoid this, carburetor preheat is provided to replace the heat lost by vaporization. Carburetor heat
should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness.
3.29 ENGINE ROUGHNESS
Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be
accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of
full power may not be possible; therefore, prompt action is required.
Turn carburetor heat on (See Note). RPM will decrease slightly and roughness will increase. Wait for a
decrease in engine roughness or an increase in RPM, indicating ice removal. If no change in approximately
one minute, return the carburetor heat to “OFF.”
If the engine is still rough, adjust the mixture for maximum smoothness. The engine will run rough if
too rich or too lean. The electric fuel pump should be switched to “ON” and the fuel selector switched to
the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings.
If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to “L” then to “R,”
then back to “BOTH.” If operation is satisfactory on either magneto, proceed on that magneto at reduced
power, with mixture full “RICH,” to a landing at the first available airport.
If roughness persists, prepare for a precautionary landing at pilot’s discretion.
NOTE
Partial carburetor heat may be worse than no heat at all, since it
may melt part of the 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.
REPORT: VB-880
3-12
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph
No.
Page
No.
4.1
4.3
4.5
4-1
4-1
4-3
4-3
4-4
4-4
4-4
4-4
4-4
4-4
4-4
4-4
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-7
4-7
4-8
4-9
4-11
4-11
4-11
4-12
4-12
4-13
4-13
4-14
4-14
4.7
4.9
4.11
4.13
4.15
4.17
4.19
4.21
4.23
4.25
4.27
4.28
4.29
General .................................................................................................................................................
Airspeed for Safe Operation ................................................................................................................
Normal Procedures Check List ............................................................................................................
Preflight Check...........................................................................................................................
Before Starting Engine ...............................................................................................................
Starting Engine When Cold........................................................................................................
Starting Engine When Hot .........................................................................................................
Starting Engine When Flooded ..................................................................................................
Starting With Extemal Power Source.........................................................................................
Warm-Up ....................................................................................................................................
Taxiing........................................................................................................................................
Ground Check ............................................................................................................................
Before Takeoff............................................................................................................................
Takeoff........................................................................................................................................
Climb..........................................................................................................................................
Cruising ......................................................................................................................................
Descent .......................................................................................................................................
Approach and Landing ...............................................................................................................
Stopping Engine .........................................................................................................................
Parking .......................................................................................................................................
Amplified Nomnal Procedures (General) ............................................................................................
Preflight Check ....................................................................................................................................
Before Starting Engine.........................................................................................................................
StartingEngine......................................................................................................................................
Warm-Up..............................................................................................................................................
Taxiing..................................................................................................................................................
Ground Check ......................................................................................................................................
Before Takeoff......................................................................................................................................
Takeoff .................................................................................................................................................
Climb....................................................................................................................................................
Cruising ................................................................................................................................................
Descent.................................................................................................................................................
Approach and Landing.........................................................................................................................
REPORT:VB-880
4-i
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
(Continued)
Paragraph
Page
No.
No.
4.31 Stopping Engine ................................................................................................................................... 4-15
4.33 Parking ................................................................................................................................................. 4-15
4.35 Stalls .................................................................................................................................................... 4-16
4.37 Turbulent Air Operation....................................................................................................................... 4-16
4.39 Weight and Balance.............................................................................................................................. 4-16
REPORT: VB-880
4-ii
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of normal operations for the
Cherokee Warrior II. All of the required (FAA regulations) procedures and those necessary for operation of
the airplane as determined by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equipment which require handbook
supplements are provided by Section 9 (Supplements).
These procedures are provided to present a source of reference and review and to supply information
on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the
procedures given in this section in order to become proficient in the normal operations of the airplane.
The first portion of this section consists of a short form check list which supplies an action sequence
for normal operations with little emphasis on the operation of the systems.
The remainder of the section is devoted to amplified normal procedures which provide detailed
information and explanations of the procedures and how to perform them. This portion of the section is
not intended for use as an in-flight reference due to the lengthly explanations. The short form check list
should be used for this purpose.
4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to operation of the airplane. These figures are for
standard airplanes flown at gross weight under standard conditions at sea level.
Performance for a specific airplane may vary from published figures depending upon the equipment
installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting
technique.
(a)
(b)
(c)
(d)
(e)
(f)
Best Rate of Climb Speed
Best Angle of Climb Speed
Turbulent Air Operating Speed (See Subsection 2.3)
Maximum Flap Speed
Landing Final Approach Speed (Flaps 40°)
Maximum Demonstrated Crosswind Velocity
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
79 KIAS
63 KIAS
111 KIAS
103 KIAS
63 KIAS
17 KTS
REPORT: VB-880
4-1
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
4-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
WALK-AROUND
Figure 4-1
4.5 NORMAL PROCEDURES CHECK LIST
PREFLIGHT CHECK
Control wheel ...........................................release belts
Avionics ................................................................OFF
Master switch .........................................................ON
Fuel quantity gauges ...........................................check
Master switch........................................................OFF
Ignition..................................................................OFF
Exterior ............................................check for damage
Control surfaces ......................check for interference free of ice, snow, frost
Hinges .......................................check for interference
Wings........................................free of ice, snow, frost
Stall warning .......................................................check
Tie down and chocks ........................................remove
Navigation lights.................................................check
Fuel tanks ................................................check supply
visually - secure caps
Fuel tank sumps ...................................................drain
Fuel vents .............................................................open
Main gear struts .................................................proper
inflation (4.50 in.)
Tires ....................................................................check
Brake blocks .......................................................check
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
Pitot head..............................................remove cover holes clear
Windshield ...........................................................clean
Propeller and spinner ..........................................check
Fuel and oil ..........................................check for leaks
Oil...............................................................check level
Dipstick................................................properly seated
Cowling..............................................................secure
Inspection covers ...............................................secure
Nose wheel tire ...................................................check
Nose gear strut ...................................................proper
inflation (3.25 in.)
Air inlets ...............................................................clear
Alternator belt ........................................check tension
Tow bar and control locks.....................................stow
Baggage............................................stowed properly secure
Baggage door .....................................close and secure
Fuel strainer .........................................................drain
Primary flight controls.......................proper operation
Cabin door..........................................close and secure
Required papers .............................................on board
Seat belts and harness .............................fasten/adjustcheck inertia reel
REPORT: VB-880
4-3
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
BEFORE STARTING ENGINE
STARTING WITH EXTERNAL POWER SOURCE
Brakes ......................................................................set
Carburetor heat...............................................full OFF
Fuel selector..............................................desired tank
Radios ...................................................................OFF
Master switch........................................................OFF
All electrical equipment........................................OFF
Terminals .........................................................connect
External power plug ........................................insert in
fuselage
Proceed with normal start
Throttle ................................................lowest possible
RPM
External power plug ...........................disconnect from
fuselage
Master switch..............................ON - check ammeter
Oil pressure .........................................................check
STARTING ENGINE WHEN COLD
Throttle .........................................................1/4” open
Master switch .........................................................ON
Electric fuel pump ..................................................ON
Mixture.........................................................full RICH
Starter................................................................engage
Throttle ...............................................................adjust
Oil pressure .........................................................check
WARM-UP
If engine does not start within 10 sec. prime and
repeat starting procedure.
Throttle ............................................800 to 1200 RPM
STARTING ENGINE WHEN HOT
TAXIING
Throttle .........................................................1/2” open
Master switch .........................................................ON
Electric fuel pump ..................................................ON
Mixture.........................................................full RICH
Starter................................................................engage
Throttle ...............................................................adjust
Oil pressure .........................................................check
Chocks............................................................removed
Taxi area ...............................................................clear
Throttle ....................................................apply slowly
Brakes .................................................................check
Steering ...............................................................check
GROUND CHECK
STARTING ENGINE WHEN FLOODED
Throttle ..........................................................open full
Master switch .........................................................ON
Electric fuel pump.................................................OFF
Mixture .......................................................idle cut-off
Starter................................................................engage
Mixture............................................................advance
Throttle ...............................................................retard
Oil pressure .........................................................check
REPORT: VB-880
4-4
Throttle ......................................................2000 RPM
Magnetos .....................................max. drop 175 RPM
-max. diff. 50 RPM
Vacuum....................................................5.0” Hg. ± .1
Oil temp ..............................................................check
Oil pressure .........................................................check
Air conditioner....................................................check
Annunciator panel ....................................press-to-test
Carburetor heat ...................................................check
Engine is warm for takeoff when throttle can be
opened without engine faltering.
Electric fuel pump.................................................OFF
Fuel pressure .......................................................check
Throttle ...............................................................retard
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
Master switch .........................................................ON
Flight instruments ...............................................check
Fuel selector...............................................proper tank
Electric fuel pump ..................................................ON
Engine gauges .....................................................check
Carburetor heat .....................................................OFF
Seat backs .............................................................erect
Mixture ....................................................................set
Primer ................................................................locked
Belts/harness.....................................fastened/adjusted
Empty seats ...................................................seat belts
snugly fastened
Flaps.........................................................................set
Trim tab ...................................................................set
Controls..................................................................free
Doors ................................................................latched
Air conditioner......................................................OFF
SOFT FIELD, OBSTACLE CLEARANCE
Flaps...............................................25° (second notch)
Accelerate and lift off nose gear as soon as possible.
Lift off at lowest possible airspeed
Accelerate just above ground to 52 KIAS to climb
past obstacle height.
Continue climbing while accelerating to best rate of
climb speed, 79 KIAS
Flaps .......................................................slowly retract
SOFT FIELD, NO OBSTACLE
Flaps...............................................25° (second notch)
Accelerate and lift off nose gear as soon as possible.
Lift off at lowest possible airspeed
Accelerate just above ground to best rate of climb
speed, 79 KIAS
Flaps .......................................................slowly retract
TAKEOFF
NORMAL
CLIMB
Flaps.........................................................................set
Tab ...........................................................................set
Accelerate to 45 to 55 KIAS
Control wheel .....................................back pressure to
rotate to climb attitude
Best rate (flaps up).........................................79 KIAS
Best angle (flaps up) ......................................63 KIAS
En route..........................................................87 KIAS
Electric fuel pump.............................................OFF at
desired altitude
SHORT FIELD, OBSTACLE CLEARANCE
CRUISING
Flaps..............................................25 ° (second notch)
Accelerate to 52 KIAS
Control wheel .....................................back pressure to
rotate to climb attitude
Maintain 52 KIAS until obstacle clearance
Accelerate to 79 KIAS after obstacle is cleared
Flaps .......................................................retract slowly
Reference performance charts and Avco-Lycoming
Operator’s Manual.
Normal max power ...............................................75%
Power .............................................set per power table
Mixture ...............................................................adjust
SHORT FIELD, NO OBSTACLE
DESCENT
Flaps ........................................................................UP
Accelerate to 50 KIAS
Control wheel .....................................back pressure to
rotate to climb attitude
After breaking ground accelerate to best rate of climb
speed 79 KIAS
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
NORMAL
Throttle .........................................................2500 rpm
Airspeed .......................................................126 KIAS
Mixture...................................................................rich
Carburetor heat .....................................ON if required
REPORT: VB-880
4-5
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
DESCENT
POWER OFF
Carburetor heat .....................................ON if required
Throttle...............................................................closed
Airspeed......................................................as required
Mixture .......................................................as required
Power .................verify with throttle every 30 seconds
APPROACH AND LANDING
Fuel selector...............................................proper tank
Seat backs .............................................................erect
Belts/harness ............................................fasten/adjust
Electric fuel pump ..................................................ON
Mixture ....................................................................set
Flaps .............................................set - 103 KIAS max
Air conditioner......................................................OFF
Trim to 70 KIAS
Final approach speed (flaps 40°) ...................63 KIAS
STOPPING ENGINE
Flaps...................................................................retract
Electric fuel pump.................................................OFF
Air conditioner......................................................OFF
Radios ...................................................................OFF
Throttle ..............................................................full aft
Mixture .......................................................idle cut-off
Magnetos...............................................................OFF
Master switch........................................................OFF
PARKING
Parking brake ...........................................................set
Control wheel ..................................secured with belts
Flaps ..................................................................full up
Wheel chocks...................................................in place
Tie downs ...........................................................secure
REPORT: VB-880
4-6
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
4.7 AMPLIFED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information and explanations of the normal
procedures necessary for the safe operation of the airplane.
4.9 PREFLIGHT CHECK
The airplane should be given a thorough preflight and walk-around check. The preflight should include
a check of the airplane’s operational status, computation of weight and C.G. Iimits, takeoff distance and
in-flight performance. A weather briefing should be obtained for the intended flight path, and any other
factors relating to a safe flight should be checked before takeoff.
CAUTION
The flap position should be noted before boarding the aircraft.
The flaps must be placed in the “UP” position before they will
lock and support weight on the step.
Upon entering the cockpit, release the seat belts securing the control wheel. Turn off all avionics equipment. Turn the master switch “ON” and check the fuel quantity gauges for sufficient fuel. After the fuel
quantity check is made turn the master switch “OFF’ and check that the ignition switch is “OFF.”
To begin the exterior walk-around, check for external damage and operational interference of the
control surfaces or hinges. Insure that the wings and control surfaces are free of snow, ice, frost or any
other foreign materials.
An operational check of the stall warning system and navigation lights should now be made. Turn the
master switch “ON.” Lift the detector while checking to determine if the horn is actuated and check that
the navigation lights are illuminated. The master switch should be returned to the “OFF” position after the
checks are complete.
A visual check of the fuel tank quantity should be performed. Remove the filler cap from each tank
and visually check the supply and color. Be sure to secure the caps properly after the check is complete.
The fuel system sumps and strainer should be drained daily prior to the first flight and after refueling
to avoid the accumulation of contaminants such as water or sediment. Each fuel tank is equipped with an
individual quick drain located at the lower inboard rear comer of the tank. The fuel strainer is equipped
with a quick drain located on the front lower corner of the firewall. Each of the fuel tank sumps should be
drained first. Then the fuel strainer should be drained twice, once with the fuel selector valve on each tank.
Each time fuel is drained, sufficient fuel should be allowed to flow to ensure removal of contaminants. This
fuel should be collected in a suitable container, examined for contaminants, and then discarded.
CAUTION
When draining any amount of fuel, care should be taken to ensure
that no fire hazard exists before starting the engine.
After draining, each quick drain should be checked to make sure it
has closed completely and is not leaking.
ISSUED : DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
4-7
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Check all of the fuel tank vents to make sure they are open.
Next, a complete check of the landing gear. Check the main gear shock struts for proper inflation.
There should be 4.50 inches of strut exposure under a normal static load. The nose gear should be checked
for 3.25 inches of strut exposure. Check all tires for cuts and wear and insure proper inflation. Make a
visual check of the brake blocks for wear or damage.
Remove the cover from the pitot head on the underside of the left wing. Check the pitot head to make
sure the holes are open and clear of obstructions.
Don’t forget to clean and check the windshield.
The propeller and spinner should be checked for defects or nicks.
Lift the cowling and check for any obvious fuel or oil leaks. Check the oil level. Make sure that the
dipstick has properly seated after checking. Secure the cowling and check the inspection covers.
Check the air inlets for foreign matter and the alternator belt for proper tension.
Stow the tow bar and check the baggage for proper storage and security. The baggage compartment
doors should be closed and secure.
Upon entering the aircraft, ascertain that all prirnary flight controls operate properly. Close and secure
the cabin door and check that all the required papers are in order and in the airplane.
Fasten the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply
on the strap. Fasten seat belts on empty seats.
NOTE
If the fixed shoulder harness (non-inertia reel type) is installed, it
must be connected to the seat belt and adjusted to allow proper
accessibility to all controls including fuel selector, flaps, trim. etc.,
while maintaining adequate restraint for the occupant.
If the inertia reel type shoulder harness is installed, a pull test of its
locking restraint feature should be performed.
4.11 BEFORE STARTING ENGINE
Before starting the engine the brakes should be set “ON” and the carburetor heat lever moved to the full
OFF position. The fuel selector should then be moved to the desired tank. Check to make sure that all the
radios are OFF.
REPORT: VB-880
4-8
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
4.13 STARTING ENGINE
(a)
Starting Engine When Cold
Open the throttle lever approximately 1/4 inch. Turn “ON” the master switch and the
electric fuel pump.
Move the mixture control to full “RICH” and engage the starter by rotating the magneto
switch clockwise. When the engine fires, release the magneto switch, and move the throttle to the
desired setting.
If the engine does not fire within five to ten seconds, disengage the starter, prime the engine
and repeat the starting procedure.
(b) Starting Engine When Hot
Open the throttle approximately 1/2 inch. Turn “ON” the master switch and the electric
fuel pump. Move the mixture control lever to full RICH and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the magneto switch and move the
throttle to the desired setting.
(c)
Starting Engine When Flooded
The throttle lever should be full “OPEN.” Turn “ON” the master switch and turn “OFF”
the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by
rotating the magneto switch clockwise. When the engine fires, release the magneto switch,
advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source
An optional feature called the Piper External Power (PEP) allows the operator to use an
external battery to crank the engine without having to gain access to the airplane’s battery.
Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead
of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the
BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket
located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed
with the normal starting technique.
After the engine has started, reduce power to the lowest possible RPM, to reduce sparking,
and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the
alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPUT.
NOTE
For all normal operations using the PEP jumper cables, the master
switch should be OFF, but it is possible to use the ship’s battery in
parallel by turning the master switch ON. This will give longer
cranking capabilities, but will not increase the amperage.
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
REPORT: VB-880
4-9
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
CAUTION
Care should be exercised because if the ship’s battery has been
depleted, the external power supply can be reduced to the level of
the ship’s battery. This can be tested by turning the master switch
ON momentarily while the starter is engaged. If cranking speed
increases, the ship’s battery is at a higher level than the external
power supply.
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.
REPORT: VB-880
4-10
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
4.15 WARM-UP
Warm-up the engine at 800 to 1200 RPM for not more than two minutes in warm weather and four
minutes in cold. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as the ground check is completed, provided that the throttle may be
opened fully without backfiring or skipping, and without a reduction in engine oil pressure.
Do not operate the engine at high RPM when running up or taxiing over ground containing loose
stones, gravel or any loose material that may cause damage to the propeller blades.
4.17 TAXIING
Before attempting to taxi the airplane, ground personnel should be instructed and approved by a
qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas are clear.
Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to
determine their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an
observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high RPM when running up or taxiing over ground containing loose
stones, gravel or any loose material that may cause damage to the propeller blades.
4.19 GROUND CHECK
The magnetos should be checked at 2000 RPM. Drop off on either magneto should not exceed 175
RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto
should not exceed 10 seconds.
Check the vacuum gauge; the indicator should read 5.0” ± .1” Hg at 2000 RPM.
Check the annunciator panel lights with the press-to-test button. Also check the air conditioner.
Carburetor heat should also be checked prior to takeoff to be sure 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.
The electric fuel pump should be turned “OFF” after starting or during warm-up to make sure that
the engine driven pump is operating. Prior to takeoff the electric pump should be turned ON again to
prevent loss of power during takeoff should the engine driven pump fail. Check both oil temperature and
oil pressure. The temperature may be low for some time if the engine is being run for the first time of the
day. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
4-11
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
4.21 BEFORE TAKEOFF
All aspects of each particular takeoff should be considered prior to executing the takeoff procedure.
Turn “ON” the master switch and check and set all of the flight instruments as required. Check the
fuel selector to make sure it is on the proper tank (fullest). Turn “ON” the electric fuel pump and check
the engine gauges. The carburetor heat should be in the “OFF” position.
All seat backs should be erect and the seat belts and shoulder harness fastened. Fasten the seat belts
snugly around the empty seats.
NOTE
If the fixed shoulder harness (non-inertia reel type) is installed, it
must be connected to the seat belt and adjusted to allow proper
accessibility to all controls including fuel selector, flaps, trim, etc.,
while maintaining adequate restraint for the occupant.
If the inertia reel type shoulder harness is installed, a pull test of its
locking restraint feature should be performed.
The mixture should be set and the primer checked to insure that it is locked.
NOTE
The mixture should be set FULL RICH except a minimum
amount of leaning is permitted for smooth engine operation when
taking off at high elevation.
Exercise and set the flaps and trim tab. Insure proper flight control movement and response. All doors
should be properly secured and latched. On air conditioned models, the air conditioner must be “OFF” to
insure normal takeoff performance.
4.23 TAKEOFF
The normal takeoff technique is conventional. The tab should be set slightly aft of neutral, with the
exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 45 to 55 KIAS
depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude.
Premature raising of the nose or raising it to an excessive angle will result in a delayed takeoff. After
takeoff, let the airplane accelerate to the desired climb speed by lowering the nose slightly.
Takeoffs are normally made with flaps up; however, for short field takeoffs and for takeoffs under
difficult conditions such as deep grass or a soft surface, total distances can be reduced appreciably by
lowering the flaps to 25° and rotating at lower airspeed.
A short field takeoff with an obstacle clearance is accomplished by first lowering the flaps to 25°.
Apply full power before brake release and accelerate to 52 KIAS and rotate. Maintain 52 KIAS until
REPORT: VB-880
4-12
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
obstacle clearance is attained. After the obstacle has been cleared, accelerate to 79 KIAS and then slowly
retract the flaps.
A short field takeoff with no obstacle is accomplished with no flaps and applying full power before
brake release, lift off at 50 KIAS and accelerate to best rate of climb speed, 79 KIAS.
Takeoff from a soft field with an obstacle clearance requires the use of 25° flaps. Accelerate the
airplane and lift the nose gear off as soon as possible and lift off at the lowest possible airspeed. Accelerate
just above the ground to 52 KIAS to climb past obstacle clearance height. Continue climbing whileaccelerating to the best rate of climb speed, 79 KIAS and slowly retract the flaps.
For a soft field takeoff without an obstacle to clear, extend the flaps 25°, accelerate the airplane and
lift the nose gear off as soon as possible. Lift off at the lowest possible airspeed. Accelerate just above the
ground to the best rate of climb speed, 79 KIAS and retract the flaps while climbing out.
4.25 CLIMB
The best rate of climb at gross weight will be obtained at 79 KIAS. The best angle of climb may be
obtained at 63 KIAS. At lighter than gross weight these speeds are reduced somewhat. For climbing en
route, a speed of 87 KIAS is recommended. This will produce better forward speed and increased visibility
over the nose during the climb.
When reaching the desired altitude, the electric fuel pump may be turned off.
4.27 CRUISING
The cruising speed is determined by many factors, including power setting, altitude, temperature,
loading and equipment installed in the airplane.
The normal maximum cruising power is 75% of the rated horsepower of the engine. Airspeeds which
may be obtained at various altitudes and power settings can be determined from the performance graphs
provided by Section 5.
Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at
higher altitudes, and reduces lead deposits when the alternate fuels are used. During letdown and low power
flight operations, it may be necessary to lean because of excessively rich mixture. The mixture should be
leaned during cruising operation 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, disengage the friction adjustment lever and pull the mixture control until the
engine becomes rough, indicating that the lean mixture limit has been reached in the leaner cylinders. Then
enrich the mixture by pushing the control towards the instrument panel until engine operation becomes
smooth. When leaning, carefully observe the temperature instruments.
Always remember that the electric fuel pump should be turned “ON” before switching tanks, and
should be left on for a short period thereafter. In order to keep the airplane in best lateral trim during
cruising flight, the fuel should be used alternately from each tank. It is recommended that one tank be used
for one hour after takeoff, then the other tank be used for two hours; then return to the first tank, which
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 25, 2005
REPORT: VB-880
4-13
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
will have approximately one and one half hours of fuel remaining if the tanks were full at takeoff. The
second tank will contain approximately one half hour of fuel. Do not run tanks completely dry in flight.
The electric fuel pump should be normally “OFF” so that any malfunction of the engine driven fuel pump
is immediately apparent. If signs of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately positioned to the other tank and
the electric fuel pump switched to the “ON” position.
4.28 DESCENT
NORMAL
To achieve the performance on Figure 5-25 the power on descent must be used. The throttle should be set
for 2500 RPM, mixture full rich and maintain an airspeed of 126 KIAS. In case carburetor ice is encountered
apply full carburetor heat.
POWER OFF
If a prolonged power off descent is to be made, apply full carburetor heat prior to power reduction if icing
conditions are suspected. Throttle should be retarded and mixture control leaned as required. Power response
should be verified approximately every 30 seconds by partially opening and then closing the throttle (clearing
the engine). When leveling off enrichen mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected.
4.29 APPROACH AND LANDING
Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The
seat belts and shoulder harness should be fastened and the inertia reel checked.
NOTE
If the fixed shoulder harness (non-inertia reel type) is installed, it
must be connected to the seat belt and adjusted to allow proper
accessibility to all controls including fuel selector, flaps, trim, etc.,
while maintaining adequate restraint for the occupant.
If the inertia reel type shoulder harness is installed, a pull test of its
locking restraint feature should be performed.
Turn the electric fuel pump “ON” and turn the air conditioner “OFF.” The mixture should be set in
the full “RICH” position.
The airplane should be trimmed to an initial-approach speed of about 70 KIAS with a final-approach
speed of 63 KIAS with flaps extended to 40°. The flaps can be lowered at speeds up to 103 KIAS, if
desired.
REPORT: VB-880
4-14
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4
NORMAL PROCEDURES
The mixture control should be kept in full “RICH” position to insure maximum acceleration if it
should be necessary to open the throttle again. 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 can 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 conditions of wind and airplane loading. It is
generally good practice to contact the ground at the minimum possible safe speed consistent with existing
conditions.
Normally, the best technique for short and slow landings is to use full flap and enough power to
maintain the desired airspeed and approach flight path. Mixture should be full “RICH,” fuel on the fullest
tank, and electric fuel pump “ON.” Reduce the speed during the flareout and contact the ground close to
the stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slows
down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and 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.
4.31 STOPPING ENGINE
At the pilot’s discretion, the flaps should be raised and the electric fuel pump turned “OFF.” The air
conditioner and radios should be turned “OFF,” and the engine stopped by disengaging the friction
adjustment lever and pulling the mixture control back to idle cut-off. The throttle should be left full aft to
avoid engine vibration while stopping. Then the magneto and master switches must be turned “OFF.”
NOTE
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.
NOTE
The flaps must be placed in the “UP” position for the flap step to
support weight. Passengers should be cautioned accordingly.
4.33 PARKING
If necessary, the airplane should be moved on the ground with the aid of the nose wheel tow bar
provided with each airplane and secured behind the rear seats. The aileron and stabilator controls should be
secured by looping the safety belt through the control wheel and pulling it snug. The flaps are locked when
in the “UP” position and should be left retracted.
Tie downs can be secured to rings provided under each wing and to the tail skid. The rudder is held in
position by its connections to the nose wheel steering and normally does not have to be secured.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 25, 2005
REPORT: VB-880
4-15
SECTION 4
NORMAL PROCEDURES
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
4.35 STALLS
The stall characteristics are conventional. An approaching stall is indicated by a stall warning horn
which is activated between five and ten KTS above stall speed. Mild airframe buffeting and gentle pitching
may also precede the stall.
The gross weight stalling speed with power off and full flaps is 44 KIAS. With the flaps up this speed is
increased. Loss of altitude during stalls varies from 100 to 275 feet, depending on configuration and power.
NOTE
The stall warning system is inoperative with the master switch
“OFF.”
During preflight, the stall warning system should be checked by turning the master switch “ON,”
lifting the detector and checking to determine if the horn is actuated. The master switch should be returned
to the “OFF” position after the check is complete.
4.37 TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it is 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 of distractions caused by the conditions. (See Subsection 2.3)
4.39 WEIGHT AND BALANCE
It is the responsibility of the owner and pilot to determine that the airplane remains within the
allowable weight vs. center of gravity envelope while in flight.
For weight and balance data, refer to Section 6 (Weight and Balance).
REPORT: VB-880
4-16
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph
No.
Page
No.
5.1
53
5.5
5.7
5-1
5-1
5-3
5-9
5-9
General .................................................................................................................................................
Introduction to Performance and Flight Planning................................................................................
Flight Planning Example......................................................................................................................
Performance Graphs.............................................................................................................................
List of Figures ............................................................................................................................
REPORT: VB-880
5-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance information applicable to this
aircraft is provided by this section.
Performance information associated with those optional systems and equipment which require
handbook supplements is provided by Section 9 (Supplements).
5.3 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on measured Flight Test Data
corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of
weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance for varying degrees of pilot
proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by
following the stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of
soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and
range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel
flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan
using the performance charts in this section. Each chart includes its own example to show how it is used.
WARNING
Performance information derived by extrapolation beyond the
limits shown on the charts should not be used for flight planning
purposes .
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
REPORT: VB-880
5-1
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
5-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
5.5 FLIGHT PLANNING EXAMPLE
(a)
Aircraft Loading
The first step in planning our flight is to calculate the airplane weight and center of gravity
by utilizing the information provided by Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as delivered from the factory has been entered in
Figure 6-5. If any alterations to the airplane have been made effecting weight and balance, reference
to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine
the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11) and the C.G. Range and
Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the information provided we have found the following weights for
consideration in our flight planning example.
The landing weight cannot be determined until the weight of the fuel to be used has been
established [refer to item (g)(1)].
(1) Basic Empty Weight
1391 lbs.
(2) Occupants (4 x 170 lbs.)
680 lbs.
(3) Baggage and Cargo
50 lbs.
(4) Fuel (6 lb/gal x 30)
180 lbs.
(5) Takeoff Weight
2316 lbs.
(6) Landing Weight
(a)(5) minus (g)(1), (2316 lbs. minus 134.4 lbs.)
2181.6 lbs
Our takeoff weight is below the maximum of 2325 lbs. and our weight and balance
calculations have determined our C.G. position within the approved limits.
(b) Takeoff and Landing
Now that we have determined our aircraft loading, we must consider all aspects of our takeoff
and landing.
All of the existing conditions at the departure and destination airport must be acquired,
evaluated and maintained throughout the flight.
Apply the departure airport conditions and takeoff weight to the appropriate Takeoff
Performance graph (Figures 5-5 and 5-6 or 5-7 and 5-8) to determine the length of runway
necessary for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same manner using the existing
conditions at the destination airport and, when established, the landing weight.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
5-3
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
The conditions and calculations for our example flight are listed below. The takeoff and
landing distances required for our example flight have fallen well below the available runway
lengths.
Departure
Airport
(1)
(2)
(3)
(4)
(5)
Pressure Altitude
Temperature
Wind Component
Runway Length Available
Runway Required
1500 ft.
80°F (27°C)
15 KTS (Headwind)
4800 ft.
2100 ft.*
Destination
Airport
2500 ft.
75°F (24°C)
0 KTS
7600 ft.
1190**
NOTE
The remainder of the performance charts used in this flight plan
example assume a no wind condition. The effect of winds aloft
must be considered by the pilot when computing climb, cruise and
descent performance.
(c)
Climb
The next step in our flight plan is to determine the necessary climb segment components.
The desired cruise pressure altitude and corresponding cruise outside air temperature values
are the first variables to be considered in determining the climb components from the Time,
Distance, and Fuel to Climb graph (Figure 5-13). After the time, distance and fuel for the cruise
pressure altitude and outside air temperature values have been established, apply the existing
conditions at the departure field to graph (Figure 5-13). Now, subtract the values obtained from
the graph for the field of departure conditions from those for the cruise pressure altitude.
The remaining values are the true fuel, distance and time components for the climb segment
of the flight plan corrected for field pressure altitude and temperature.
The
example.
(1)
(2)
(3)
(4)
(5)
following values were determined from the above instructions in our flight planning
Cruise Pressure Altitude
Cruise OAT
Time to Climb (10.0 min. minus 2.5 min.)
Distance to Climb (13.5 miles minus 3.5 miles)
Fuel to Climb (2 gal. minus .5 gal.)
5000 ft.
60°F (16°C)
7.5 min.***
10.0 miles***
1.5 gal.***
* reference Figure 5-6
** reference Figure 5-29
*** reference Figure 5-13
REPORT: VB-880
5-4
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
(d) Descent
The descent data will be determined prior to the cruise data to provide the descent distance for
establishing the total cruise distance.
Utilizing the cruise pressure altitude and OAT we determine the basic time, distance and
fuel for descent (Figure 5-25). These figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary adjustment values, use the existing
pressure altitude and temperature conditions at the destination airport as variables to find the
time, distance and fuel values from the graph (Figure 5-25). Now, subtract the values obtained
from the field conditions from the values obtained from the cruise conditions to find the true
time, distance and fuel values needed for the flight plan.
The values obtained by proper utilization of the graphs for the descent segment of our
example are shown below.
(1) Time to Descend (6.5 min. minus 3.5 min.)
3.0 min.*
(2) Distance to Descend (14 miles minus 7.5 miles)
6.5 miles*
(3) Fuel to Descend (1.0 gal. minus.5 gal.)
.5 gal.*
(e)
Cruise
Using the total distance to be traveled during the flight, subtract the previously calculated
distance to climb and distance to descend to establish the total cruise distance. Refer to the
appropriate Avco Lycoming Operator’s Manual when selecting the cruise power setting. The
established pressure altitude and temperature values and the selected cruise power should now be
utilized to determine the true airspeed from the Cruise Performance graph (Figures 5-15 through
5-18).
Calculate the cruise fuel consumption for the cruise power setting from the information
provided by the Avco Lycoming Operator’s Manual.
The cruise time is found by dividing the cruise distance by the cruise speed and the cruise
fuel is found by multiplying the cruise fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of our flight planning example are
as follows:
(1) Total Distance
300 miles
(2) Cruise Distance
(e)(1)minus (c)(4) minus (d)(2), (300 minus
10 miles minus 6.5 miles)
283.5 miles
(3) Cruise Power, Best Economy Mixture
75% rated power (2645 RPM)
(4) Cruise Speed
118 KTS TAS**
(5) Cruise Fuel Consumption
8.5 GPH
(6) Cruise Time
(e)(2) divided by (c)(4), (283.5 miles divided by 118 KTS)
2.40 hrs.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6), (8.5 GPH multiplied by 2.40 hrs.)
20.4 gal.
* reference Figure 5-25
** reference Figure 5-17
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
REPORT: VB-880
5-5
SECTION 5
PERFORMANCE
(f)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Total Flight Time
The total flight time is determined by adding the time to climb, the time to descend and the
cruise time. Remember! The time values taken from the climb and descent graphs are in minutes
and must be converted to hours before adding them to the cruise time.
The following flight time is required for our flight planning example.
(1) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6), (.13 hrs. plus .05 hrs. plus 2.40 hrs.)
2.58 hrs.
(g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb, the fuel to descend and the
cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 lb/gal to
determine the total fuel weight used for the flight.
The total fuel calculations for our example flight plan are shown below.
(1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7), (1.5 gal. plus .5 gal. plus 20.4 gal.)
(22.4 gal. multiplied by 6 lb/gal.)
REPORT: VB-880
5-6
22.4 gal.
134.4 lbs.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
5-7
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
5-8
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
5.7 PERFORMANCE GRAPHS
LIST OF FIGURES
Figure
No.
Page
No.
5-1
5-3
5-5
5-6
5-7
5-8
5-9
5-10
5-11
5-13
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-25
5-27
5-29
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30
5-31
5-32
Airspeed System Calibration ...............................................................................................................
Stall Speed............................................................................................................................................
Normal Short Field Ground Roll Distance - No Obstacle ...................................................................
Normal Short Field Takeoff Distance - No Obstacle ...........................................................................
Obstacle Clearance Short Field Ground Roll Distance........................................................................
Obstacle Clearance Short Field Takeoff Distance................................................................................
Engine Performance(Serial Nos. 28-7716001 through 7716323)........................................................
Engine Performance (Serial Nos. 28-7816001 and up) .......................................................................
Climb Performance ..............................................................................................................................
Fuel, Time and Distance to Climb .......................................................................................................
Best Power Cruise Performance (Serial Nos. 28-7716001 through 7716323) ....................................
Best Power Cruise Performance (Serial Nos. 28-7816001 and up) .....................................................
Best Economy Cruise Performance (Serial Nos. 28-7716001 through 7716323) ...............................
Best Economy Cruise Performance (Serial Nos. 28-7816001 and up)................................................
Best Power Mixture Range (Serial Nos. 28-7716001 through 7716323) ............................................
Best Power Mixture Range (Serial Nos. 28-7816001 and up).............................................................
Best Economy Mixture Range (Serial Nos. 28-7716001 through 7716323) .......................................
Best Economy Mixture Range (Serial Nos. 28-7816001 and up)........................................................
Endurance.............................................................................................................................................
Fuel, Time and Distance to Descend....................................................................................................
Glide Performance ...............................................................................................................................
Landing Performance ...........................................................................................................................
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-9
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
5-10
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
AIRSPEED SYSTEM CALIBRATION
Figure 5-1
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
5-11
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Gross weight: 2170 lbs.
Angle of bank: 20°
Flap position: 40°
Stall speed, indicated: 44 KTS
STALL SPEED
Figure 5-3
REPORT: VB-880
5-12
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80°F
Weight: 2325 lbs.
Wind: 15 KTS headwind
Ground roll: 1150 ft.
Lift-off speed: 50 KIAS
NORMAL SHORT FIELD GROUND ROLL DISTANCE - NO OBSTACLE
Figure 5-5
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-13
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80°F
Weight: 2325 lbs.
Wind: 15 KTS headwind
Distance over 50 ft. barrier: 2100 ft.
Lift-off speed: 50 KIAS
Barrier speed: 55 KIAS
NORMAL SHORT FIELD TAKEOFF DISTANCE - NO OBSTACLE
Figure 5-6
REPORT: VB-880
5-14
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80°F
Weight: 2175 lbs.
Wind: 15 KTS headwind
Ground roll: 975 ft.
Lift-off speed: 48 KIAS
OBSTACLE CLEARANCE SHORT FIELD GROUND ROLL DISTANCE
Figure 5-7
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-15
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80°F
Weight: 2175 lbs.
Wind: 15 KTS headwind
Distance over 50 ft. barrier: 1600 ft.
Lift-off speed: 48 KIAS
Barrier speed: 53 KIAS
OBSTACLE CLEARANCE SHORT FIELD TAKEOFF DISTANCE
Figure 5-8
REPORT: VB-880
5-16
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75%
Engine RPM: 2645
ENGINE PERFORMANCE (SERIAL NOS. 28-7716001 THROUGH 7716323)
Figure 5-9
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-17
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75%
Engine RPM: 2620
ENGINE PERFORMANCE (SERIAL NOS. 28-7816001 AND UP)
Figure 5-10
REPORT: VB-880
5-18
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Climb pressure altitude: 5000 ft.
Climb OAT: 60°F
Rate of climb: 420 ft/min.
CLIMB PERFORMANCE
Figure 5-11
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
REPORT: VB-880
5-19
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80°F (27°C)
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F (16°C)
Time to climb (10 min. minus 2.5 min.): 7.5 min.
Distance to climb (13.5 miles minus 3.5 miles): 10 nautical miles
Fuel to climb (2 gal. minus .5 gal.): 1.5 gal.
FUEL, TIME AND DISTANCE TO CLIMB
Figure 5-13
REPORT: VB-880
5-20
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75% best power mixture
Cruise speed: 116.5 KTS TAS
BEST POWER CRUISE PERFORMANCE (SERIAL NOS. 28-7716001 THROUGH 7716323)
Figure 5-15
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-21
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75% best power mixture
Cruise speed: 122.5 KTS TAS
BEST POWER CRUISE PERFORMANCE (SERIAL NOS. 28-7816001 AND UP)
Figure 5-16
REPORT: VB-880
5-22
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75% best economy mixture
Cruise speed: 112.5 KTS TAS
BEST ECONOMY CRUISE PERFORMANCE (SERIAL NOS. 28-7716001 THROUGH 7716323)
Figure 5-17
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
5-23
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F
Cruise power: 75% best power mixture
Cruise speed: 118 KTS TAS
BEST ECONOMY CRUISE PERFORMANCE (SERIAL NOS. 28-7816001 AND UP)
Figure 5-18
REPORT: VB-880
5-24
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 16°C (11°C above standard)
Cruise power: 75% best power mixture
Range w/45 min. reserve @ 55% power: 476 + (.6 x 11) = 482.6 nautical miles
Range w/no reserve: 533 + (.6 x 11) = 539.6 nautical miles
BEST POWER MIXTURE RANGE (SERIAL NOS. 28-7716001 THROUGH 7716323)
Figure 5-19
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
5-25
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 16°C (11°C above standard)
Cruise power: 75% best power mixture
Range w/45 min. reserve @ 55% power: 501 + (.6 x 11) = 507.6 nautical miles
Range w/no reserve: 561 + (.6 x 11) = 567.6 nautical miles.
BEST POWER MIXTURE RANGE (SERIAL NOS. 28-7816001 AND UP)
Figure 5-20
REPORT: VB-880
5-26
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 16°C (11°C above standard)
Cruise power: 75% best economy mixture
Range w/45 min. reserve @ 55% power: 540 + (.7 x 11) = 547.7 nautical miles
Range w/no reserve: 602 + (.7 x 11) = 609.7 nautical miles
BEST ECONOMY MIXTURE RANGE (SERIAL NOS. 28-7716001 THROUGH 7716323)
Figure 5-21
ISSUED: JULY 11, 1977
REVISED: JULY 3, 1979
REPORT: VB-880
5-27
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Cruise pressure altitude: 5000 ft.
Cruise OAT: 16°C (11°C above standard)
Cruise power: 75% best economy mixture
Range w/ 45 min. reserve @ 55% power: 567 + (.7 x 11) = 574.7 nautical miles
Range w/no reserve: 635 + (.7 x 11) = 642.7 nautical miles
BEST ECONOMY MIXTURE RANGE (SERIAL NOS. 28-7816001 AND UP)
Figure 5-22
REPORT: VB-880
5-28
ISSUED : JULY 11, 1977
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Cruise power: 75% best economy mixture
Endurance w/45 min. reserve @ 55% power: 4.85 hrs.
Endurance w/no reserve: 5.45 hrs.
ENDURANCE
Figure 5-23
ISSUED: JULY 11, 1977
REVISED: JULY 3, 1979
REPORT: VB-880
5-29
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Destination airport pressure altitude: 2500 ft.
Destination airport temperature: 75°F (24°C)
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60°F (16°C)
Time to descend (6.5 min. minus 3.5 min.): 3 min.
Distance to descend (14 miles minus 7.5 miles): 6.5 nautical miles
Fuel to descend: (1 gal. minus .5 gal.): .5 gal.
FUEL, TIME AND DISTANCE TO DESCEND
Figure 5-25
REPORT: VB-880
5-30
ISSUED: JULY 11, 1977
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5
PERFORMANCE
Example:
Cruise pressure altitude: 5000 ft.
Terrain pressure altitude: 2000 ft.
Glide distance (9.5 miles minus 3.8 miles): 5.7 nautical miles
GLIDE PERFORMANCE
Figure 5-27
ISSUED: JULY 11, 1977
REVISED: JULY 3, 1979
REPORT: VB-880
5-31
SECTION 5
PERFORMANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Example:
Destination airport pressure altitude: 2500 ft.
Destination airport temperature: 75°F
Destination airport wind: 0 KTS
Ground roll: 660 ft.
Distance over 50 ft. barrier: 1190 ft.
LANDING PERFORMANCE
Figure 5-29
REPORT: VB-880
5-32
ISSUED: JULY 11, 1977
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph
No.
Page
No.
6.1
6.3
6.5
6.7
6.9
6-1
6-3
6-6
6-11
6-17
6-17
6-19
6-21
6-23
6-25
6-27
6-29
6-31
6-33
6-35
6-37
6-39
6-41
6-53
General .................................................................................................................................................
Airplane Weighing Procedure ..............................................................................................................
Weight and Balance Data and Record..................................................................................................
Weight and Balance Determination for Flight .....................................................................................
Equipment List .....................................................................................................................................
(a) Propeller and Propeller Accessories...........................................................................................
(b) Engine and Engine Accessories .................................................................................................
(c) Landing Gear and Brakes ...........................................................................................................
(d) Electrical Equipment ..................................................................................................................
(e) Instruments .................................................................................................................................
(f) Miscellaneous.............................................................................................................................
(g) Engine and Engine Accessories (Optional Equipment) .............................................................
(h) Propeller and Propeller Accessories (Optional Equipment) ......................................................
(i)
Landing Gear and Brakes (Optional Equipment).......................................................................
(j)
Electrical Equipment (Optional Equipment)..............................................................................
(k) Instruments (Optional Equipment).............................................................................................
(i)
Autopilots (Optional Equipment)...............................................................................................
(m) Radio Equipment (Optional Equipment)....................................................................................
(n) Miscellaneous (Optional Equipment).........................................................................................
REPORT: VB-880
6-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
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 insure that the airplane is loaded within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or
cruise as well as 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 delivered, it is
weighed, and a basic empty weight and C.G. location is computed (basic empty weight consists of the standard
empty weight of the airplane plus the optional equipment). Using the basic empty weight and C.G. location,
the pilot can easily determine the weight and C.G. position for the loaded airplane by computing the total
weight and moment and then determining whether they are within the approved envelope.
The basic empty weight and C.G. location are recorded in the Weight and Balance Data Form (Figure
6-5) and the Weight and Balance Record (Figure 6-7). The current values should always be used. Whenever
new equipment is added or any modification work is done, the mechanic responsible for the work is required to
compute a new basic empty weight and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much fuel or baggage can be boarded
so as to keep within allowable limits. Check calculations prior to adding fuel to insure against improper
loading.
The following pages are forms used in weighing an airplane in production and in computing basic 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: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
6-1
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
6.3 AIRPLANE WEIGHING PROCEDURE
At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight
and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect the basic empty weight and
center of gravity. The following is a weighing procedure to determine this basic empty weight and center of
gravity location:
(a)
Preparation
(1) Be certain that all items checked in the airplane equipment list are installed in the proper
location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the
airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine
on each tank until all undrainable fuel is used and engine stops. Then add the unusable fuel
(2.0 gallons total, 1.0 gallons each wing).
CAUTION
Whenever the fuel system is completely drained and fuel is replenished, it will be necessary to run the engine for a minimum of
three minutes at 1000 RPM on each tank to insure no air exists in
the fuel supply lines.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in the
fully retracted position and all control surfaces in the neutral position. Tow bar should be in
the proper location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to center bubble on level.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
6-3
SECTION 6
WEIGHT AND BALANCE
(c)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Weighing - Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the weight shown on each scale. Deduct
the tare, if any, from each reading.
Scale Position and Symbol
Nose Wheel
(N)
Right Main Wheel
(R)
Left Main Wheel
(L)
Basic Empty Weight, as Weighed (T)
Scale
Reading
Tare
—
—
Net
Weight
WEIGHING FORM
Figure 6-1
(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-161 airplane when it is level. Refer to Leveling
paragraph 6.3 (b).
The datum is 78.4 inches ahead
of the wing leading edge at the
intersection of the straight and
tapered section.
A = 30.9
B = 109.7
LEVELING DIAGRAM
Figure 6-3
REPORT: VB-880
6-4
ISSUED: DECEMBER 16, 1976
REVISED: FEBRUARY 24, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(2) The basic empty weight center of gravity (as weighed including optional equipment, full oil
and unusable fuel) can be determined by the following formula:
C.G. Arm = N (A) + (R+ L) (B) inches
T
Where: T = N + R + L
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
6-5
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the
airplane as delivered from the factory. These figures apply only to the specific airplane serial number and
registration number shown.
The basic empty weight of the airplane as delivered from the factory has been entered in the Weight
and Balance Record (Figure 6-7). This form is provided to present the current status of the airplane basic
empty weight and a complete history of previous modifications. Any change to the permanently installed
equipment or modification which affects weight or moment must be entered in the Weight and Balance
Record.
REPORT: VB-880
6-6
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
MODEL PA-28-161 CHEROKEE WARRIOR II
28-7916159
Airplane Serial Number ________________________
N3067D
Registration Number __________________________
11/10/78
Date _______________________________________
AIRPLANE BASIC EMPTY WEIGHT
Weight
(Lbs)
Item
x
C.G. Arm
(Inches Aft
of Datum)
=
Moment
(In-Lbs)
Actual
XXXX
Standard Empty Weight* Computed
Optional Equipment
1340
85.4
114462
124.1
97.6
12108
Basic Empty Weight
1464.1
86.4
126570
*The standard empty weight includes full oil capacity and 2.0 gallons of unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Basic Empty Weight) = Useful Load
Normal Category: (2325 lbs) - ( 1464.1 lbs) = 860.9 lbs.
Utility Category: (2020 lbs) - ( 1464.1 lbs) = 485.9 lbs.
THIS BASIC 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.
WEIGHT AND BALANCE DATA FORM
Figure 6-5
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT: VB-880
6-7
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-8
ISSUED: DECEMBER 16, 1976
Serial Number
28-7916159
Registration Number
Item No.
Date
N3067D
Page Number
Weight Change
Added (+)
Removed (-)
Running Basic
Empty Weight
Description of Article or Modification
In Out
11-10-78
Wt. Arm Moment Wt. Arm Moment
(Lb.) (In.)
/100 (Lb.) (In.)
/100
As Delivered
3-13-79
X
ELT Removal
-1.7
236.2
-402
Wt. Moment
(Lb.) /100
1461.1
126570
1462.4
126168
WEIGHT AND BALANCE RECORD
Figure 6-7
10-19-80
X
ELT install and collins SB# 1
3.5
236.2
827
1465.9
126995
10-22-81
X
IFR avionics package installation
21.6
87.0
1878.9
1487.5
128874.5
2-21-82
X
Piper SB# 631B kit installation
2.0
113.6
227
1489.5
129101.5
6-6-86
X
KN64 DME installation
3.3
58.3
193
1492.8
129294.5
1487.8
129139.5
10-18-93
X
Nose fairing removal
-5.0
31.0
-155.0
8-28-03
Avionics retrofit
1.5
12.3
-18.5
1486.3
129121.0
11-2-05
Transponder swap TDR950 to KT76C
0.4
50
20.0
1486.7
129141.0
1-6-20
Transponder swap KT76C to NGT9000
0.88
70.45
62.0
1487.6
129203.0
5-6-20
Avionics retrofit
1484.3
129023.2
-3.3
54.5
-179.8
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
PA-28-161
SECTION 6
WEIGHT AND BALANCE
REPORT: VB-880
6-9
Serial Number
Item No.
Date
Registration Number
Page Number
Weight Change
Added (+)
Removed (-)
Running Basic
Empty Weight
Description of Article or Modification
In Out
Wt. Arm Moment Wt. Arm Moment
(Lb.) (In.)
/100 (Lb.) (In.)
/100
As Delivered
Wt. Moment
(Lb.) /100
SECTION 6
WEIGHT AND BALANCE
REPORT: VB-880
6-10
PA-28-161
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont)
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a)
Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the
airplane.
(c)
Add the moment of all items to be loaded to the basic empty weight moment.
(d) Divide the total moment by the total weight to determine the C.G. location.
(e)
By using the figures of item (a) and item (d) (above), locate a point on the C.G. range and weight
graph (Figure 6-15). If the point falls within the C.G. envelope, the loading meets the weight and
balance requirements.
Weight
(Lbs)
Arm Aft
Datum
(Inches)
1463.1
86.4
126570
Pilot and Front Passenger
340.0
80.5
27370
Passengers (Rear Seats)*
340.0
118.1
40154
180.9
95.0
Basic Empty Weight
Fuel (48 Gallon Maximum)
Baggage* (200 Lbs. Maximum)
Total Loaded Airplane
Moment
(In-Lbs)
17186
142.8
2325
90.9
211280
The center of gravity (C.G.) of this sample loading problem is 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.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)
Figure 6-9
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
6-11
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Weight
(Lbs)
Arm Aft
Datum
(Inches)
Moment
(In-Lbs)
Basic Empty Weight
Pilot and Front Passenger
80.5
Passenger (Rear Seats)*
118.1
Fuel (48 Gallon Maximum)
Baggage* (200 Lbs. Maximum)
95.0
142.8
Total Loaded Airplane
Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the
pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight
and Balance Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight and Balance
Record for this information.
*Utility Category Operation - No baggage or aft passengers allowed.
WEIGHT AND BALANCE LOADING FORM
Figure 6-11
REPORT: VB-880
6-12
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
LOADING GRAPH
Figure 6-13
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
6-13
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
C. G. RANGE AND WEIGHT
Figure 6-15
REPORT: VB-880
6-14
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
6.8 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE PLOTTER.
This plotter is provided to enable the pilot quickly and conveniently to:
(a) Determine the total weight and C.G. position.
(b) Decide how to change his load if his first loading is not within the allowable envelope.
Heat can warp or ruin the plotter if it is left in the sunlight. Replacement plotters may be purchased from Piper
dealers and distributors.
When the airplane is delivered, the basic weight and basic C.G. will be recorded on the computer. These
should be changed any time the basic weight or C.G. location is changed.
The plotter enables the user to add weights and corresponding moments graphically. The effect of adding or
disposing of useful load can easily be seen. The plotter does not cover the situation where cargo is loaded in
locations other than on the seats or in the baggage compartments.
Brief instructions are given on the plotter itself. To use it, first plot a point on the grid to locate the basic
weight and C.G. location. This can be put on more or less permanently because it will not change until the
airplane is modified. Next, position the zero weight end of any one of the loading slots over this point. Using a
pencil, draw a line along the slot to the weight which will be carried in that location. Then position the zero
weight end of the next slot over the end of this line and draw another line representing the weight which will be
located in this second position. When all the loads have been drawn in this manner, the final end of the segmented
line locates the total load and the C.G. position of the airplane for takeoff. If this point is not within the allowable
envelope it will be necessary to remove fuel, baggage or passengers and/or to rearrange baggage and passengers
to get the final point to fall within the envelope.
Fuel burn-off does not significantly affect the center of gravity.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT: VB-880
6-15
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SAMPLE PROBLEM
REPORT: VB-880
6-16
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
SAMPLE PROBLEM
A sample problem will demonstrate the use of the weight and balance plotter.
Assume a basic weight and C.G. location of 1300 pounds at 85.00 inches respectively. We wish to carry a
pilot and 3 passengers. Two men weighing 180 and 200 pounds will occupy the front seats, and two children
weighting 80 and 100 pounds will ride in the rear. Two suitcases weighing 25 pounds and 20 pounds
respectively, will be carried in the rear compartment. We wish to carry 48 gallons of fuel. Will we be within the
safe envelope?
(a) Place a dot on the plotter grid at 1300 pounds and 85.00 inches to represent the basic airplane. (See
illustration.)
(b) Slide the slotted plastic into position so that the dot is under the slot for the forward seats, at zero
weight.
(c) Draw a line up the slot to the 380 pound position (180 + 200) and put a dot.
(d) Continue moving the plastic and plotting points to account for weight in the rear seats (80 + 100),
baggage compartment (45), and fuel tanks (288).
(e) As can be seen from the illustration, the final dot shows the total weight to be 2193 pounds with the
C.G. at 89.44. This is well within the envelope.
As fuel is burned off, the weight and C.G. will follow down the fuel line and stay within the envelope for
landing.
ISSUED: MAY 30, 1980
REPORT: VB-880
6-16a
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-16b
ISSUED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
6.9 EQUIPMENT LIST
The following is a list of equipment which may be installed in the PA-28-161. It consists of those items
used for defining the configuration of an airplane when the basic empty weight is established at the time of
licensing. Only those standard items which are alternate standard items and those required to be listed by the
certificating authority (FAA) are presented. Items marked with an “X” are those items which were installed on
the airplane described below when licensed by the manufacturer.
Where the letter “A,” “B,” or “C” precedes an item, “A” denotes an item which is required equipment that
must be installed in the aircraft; “B” denotes an item which is required equipment that must be installed in the
aircraft unless replaced by an optional equivalent item; “C” denotes an optional item which replaces a required
item of standard equipment. Where no letter precedes an item, that item is not required equipment.
Unless otherwise indicated, the installation certification basis for the equipment included in this list is the
aircraft’s approved type design.
PIPER AIRCRAFT CORPORATION
PA-28-161 WARRIOR II
SERIAL NO. ___________________ REGISTRATION NO.______________________ DATE:_____________
(a)
Item
No.
1
3
4
Propeller and Propeller Accessories
Weight
(Pounds)
Arm (In.)
Aft Datum
32.4
3.8
123
Spinner Dome and
Bulkhead
Piper Dwg. 35323 or 36850
2.9
3.8
11
Spinner Dome and Bulkhead
Piper Dwg. 87325
3.3
3.8
13
Item
A
Propeller, Sensenich
74DM6-0-60
Cert. Basis - TC P886
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
Mark if
Instl.
Moment
(Lb-In.)
REPORT: VB-880
6-17
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-18
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(b) Engine and Engine Accessories
Item
No.
5
7
9
Arm (In.)
Aft Datum
Moment
(Lb-In.)
272.0
268.0
21.3
21.3
5794
5708
________
10.5
14.0
147
________
12.4
14.0
174
________
13.5
14.0
189
Engine Driven Fuel Pump
Lycoming Dwg. 75246
Cert. Basis - TC E274
1.7
36.3
62
Electric Fuel Pump
Bendix P/N 478360
1.8
36.8
66
0.4
61.9
25
Oil Coolers
Piper Dwg. 18622
Harrison No. C8526250
1.9
41.3
78
Air Filter
Piper Dwg. 35477
0.9
29.5
27
Starter
Prestolite MZ4218
Cert. Basis - TC E274
*17.0
14.5
247
Oil Filter
LW-13743 (Champion No.
CH48110) or Lyc. No. 75528
(AC No. OF5578770)
Cert. Basis - TC E274
**2.5
35.3
89
Item
A
B
A
10 A
11 A
12 A
13 A
14 A
15 A
Engine
a. Lycoming Model 0-320-D2A
b. Lycoming Model 0-320-D3G
Cert. Basis - TC 274
Alternator 60 Amp
a. Prestolite No. ALY6422
Piper Dwg. 99981-0
b. Chrysler 3656624
Piper Dwg. 99945-0
c. Chrysler 4111810
Piper Dwg. 99945-3
Fuel Valve
Piper Dwg. 66945 or Allen
Aircraft Prod. Inc. No. 6S122
Mark if
Instl.
Weight
(Pounds)
______
______
______
*Included in engine weight.
**Includes adapter.
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
REPORT: VB-880
6-19
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-20
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(c)
Item
No.
16 A
17 A
18 A
19 A
SECTION 6
WEIGHT AND BALANCE
Landing Gear and Brakes
Item
Two Main Wheel Assemblies
a. Cleveland Aircraft Products
Wheel Assy. No. 40-86
Brake Assy. No. 30-55
Cert. Basis - TSO C26a
b. 6.00-6 Type III 4 Ply
Rating Tires with Regular Tubes
Cert. Basis - TSO C62
Nose Wheel Assembly
a. Cleveland Aircraft Products
Wheel Assy. No. 40-77A
Cert. Basis - TSO C26a
b. McCauley Industrial Corp.
Wheel Assy. No. D-30500
Cert. Basis - TSO C26b
c. 5.00-5 Type III 4 Ply
Rating Tire with Regular Tube
Cert. Basis - TSO C62
Hand Brake Master Cylinder
Piper Dwg. 65842
(Cleveland Aircraft Products
P/N 10-22)
Toe Brake Cylinders
a. Cleveland Aircraft Products
No 10-27
b. Gar-Kenyon Instrument
No 17000
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
32.3
109.6
3540
______
2.6
30.8
80
______
3.6
30.8
111
______
5.8
30.8
179
______
0.6
60.9
37
______
0.7
53.0
37
______
0.4
53.0
21
REPORT: VB-880
6-21
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-22
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(d) Electrical Equipment
Item
No.
20 A
21 B
22 A
23 A
24 A
25 A
Weight
(Pounds)
Arm (In.)
Aft Datum
0.9
51.9
47
21.9
114.9
2516
Starter Relay
Piper Dwg. 99130-2
RBM Controls P/N 111-111
1.0
45.8
46
Overvoltage Relay
Piper Dwg. 35544
(Wico X16799)
0.5
55.4
28
Stall Warning Device
Piper Dwg. 35544
(Safe Flight P/N C52207-4)
0.2
80.2
16
0.2
58.8
12
Item
Mark if
Instl.
Voltage Regulator
Piper Dwg. 68804-3
Battery
Piper Dwg. 35544
(Rebat S-25)
Stall Warning Horn
Piper Dwg. 35544
(Safe Flight P/N 35214)
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
______
______
Moment
(Lb-In.)
REPORT: VB-880
6-23
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-24
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(e)
Item
No.
26 B
27 B
28 A
29 A
30 A
SECTION 6
WEIGHT AND BALANCE
Instruments
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Altimeter
Piper PS50008-2 or -3
Cert. Basis - TSO C10b
______
1.1
60.9
67
Airspeed Indicator
Piper PS50049-41S
Cert. Basis - TSO C2b
______
0.6
61.8
37
Compass
Piper Dwg. 67462
Cert. Basis - TSO C7c
0.9
59.9
54
Tachometer
Piper Dwg. 62177-3
0.7
61.2
43
Engine Cluster
Piper Dwg. 95241-17
0.8
62.4
50
Item
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
Moment
(Lb-In.)
REPORT: V-880
6-25
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-26
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(f)
Item
No.
Miscellaneous
Weight
(Pounds)
Arm (In.)
Aft Datum
Front Seat Belts (2)
Piper PS50039-4-2A
American Safety Eqpt. Corp.
500576
Davis Acft. Prod. Inc.
FDC-5900-120-5 (Black)
Cert. Basis - TSO C22f
1.8
84.0
151
Aft Seat Belts (2)
Piper PS50039-4-3
American Safety Eqpt. Corp.
449968
Davis Acft. Prod. Inc.
FDC-5900-120-2 (Black)
Cert. Basis - TSO C22f
1.6
123.0
197
Item
33 A
35 A
36 B
37 B
38
SECTION 6
WEIGHT AND BALANCE
Mark if
Instl.
Left Front Seat
Piper Dwg. 79337-21
______
15.5
84.0
1302
Right Front Seat
Piper Dwg. 79337-2
______
15.5
84.0
1302
27.0
124.1
3351
Rear Seat
Piper Dwg. 35131
39 A
B
40 A
Moment
(Lb-In.)
a. Shoulder Harness (2)
Front Seats Only)
Piper PS50039-4-20 Pacific
Scientific P/N 110747-13
______
1.4
119.5
167
b. Shoulder Harness-Fixed
(Front) (2)
Piper Dwg. PS50039-4-23
American Safety Eqpt.
Corp. 501385-407
Davis Acft. Prod. Inc.
FDC-7275-16-4 (Black)
______
1.1
119.5
131
1.3
142.8
186
Baggage Straps
Piper Dwg. 66804 and 66805
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
REPORT: VB-880
6-27
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-28
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(g) Engine and Engine Accessories
(Optional Equipment)
Item
No.
45
47
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Primer System
Piper Dwg. 35327-0
______
1.2
50.0
60
Carburetor Ice Detector
Piper Dwg. 39684-2
______
0.5
59.7
30
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
Moment
(Lb-In.)
REPORT: VB-880
6-29
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-30
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(h) Propeller and Propeller Accessories
(Optional Equipment)
Item
No.
Item
ISSUED: DECEMBER 16, 1976
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
REPORT: VB-880
6-31
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-32
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(i)
Item
No.
63
65
67
69
71
73
SECTION 6
WEIGHT AND BALANCE
Landing Gear and Brakes
(Optional Equipment)
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Nose Wheel Fairing
Piper Dwg. 35513
______
3.8
29.8
113
Main Wheel Fairings
Piper Dwg. 65237
______
7.6
113.6
863
Nose Wheel Fairing
Piper Dwg. 37896-2
______
10.3
36.3
374
Main Wheel Fairings
Piper Dwg. 37885-2, -3
______
20.6
113.6
2340
Nose Wheel Fairing
Piper Dwg. 37896-2
______
3.5
36.3
127
Main Wheel Fairings
Piper Dwg. 79893-2, -3
______
17.0
113.6
1931
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
Moment
(Lb-In.)
REPORT: VB-880
6-33
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-34
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(j)
Item
No.
79
81
83
85
87
88
89
90
91
92
93
SECTION 6
WEIGHT AND BALANCE
Electrical Equipment
(Optional Equipment)
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Instrument Panel Lights
Piper Dwg. 35544
______
0.3
62.8
19
Instrument Light (2), Grimes
15-0083-7 or Whelen A300-W-14
______
0.1
99.0
10
Cabin Light
Piper Dwg. 95229
______
0.3
99.0
30
Landing Light
G.E. Model 4509
______
0.5
13.1
7
Navigation Lights (2)
Grimes Model A1285
(Red and Green)
______
0.4
106.6
43
Navigation Light (Rear) (1)
Grimes Model A2064 (White)
______
0.2
281.0
56
Navigation Lights (Wing) (2)
Red/White & Green/White
Whelen Model A675
______
0.5
106.6
53
Navigation Lights (Wing) (2)
Red White & Green White
with White Strobe (Wing)
Whelen Model A600
Fin Strobe (A-470)
______
______
5.8
1.1
157.9
216.0
916
238
Navigation Lights (Wing) (2)
Red White & Green White
with Red Strobe (Wing)
Fin Strobe (A-470)
______
______
5.8
1.1
157.9
216.0
916
238
Rotating Beacon
Whelen Eng. Co. WRMI-12
Piper Dwg. 63892 or 63518
______
1.5
263.4
395
Anti-Collision Light
(Fin only) Piper Dwg.
99033-2 Includes power supply
______
3.1
210.3
652
Item
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
Moment
(Lb-In.)
REPORT: VB-880
6-35
SECTION 6
WEIGHT AND BALANCE
(j)
Electrical Equipment
(Optional Equipment) (cont)
Item
No.
94
95
97
99
101 C
103
105
107
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Mark if
Instl.
Weight
(Pounds)
Anti-Collision Lights
(Wing tips only)
Cert. Basis - STC SA800 EA
______
5.7
157.9
900
Anti-Collision Lights
(Fin and Wing Tips)
Piper Dwg. 99033-10
______
6.1
172.8
1054
Heated Pitot Head
Piper Dwg. 35493-2
______
0.4
100.0
40
Piper Pitch Trim.
Piper Dwg. 67496-3
______
4.3
155.3
668
Battery 12V 35 A.H.
Rebat R35 (Wt. 27.2 lbs.)
______
*5.3
114.9
609
Auxiliary Power Receptacle
Piper Dwg. 35298
______
2.7
178.5
482
External Power Cable
Piper Dwg. 62355-11
______
4.6
142.8
657
Lighter, #200462,
12 Volt Universal
______
0.2
62.9
13
Item
Arm (In.)
Aft Datum
Moment
(Lb-In.)
*Weight and moment difference between standard and optional equipment.
REPORT: VB-880
6-36
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(k) Instruments
(Optional Equipment)
Item
No.
113
115
117
119 C
121 C
122
123
125
127
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
Vacuum System Installation
a. With Airborne Model
211cc Pump
b. With Edo-Aire Model
1U128A Pump
______
4.5
39.1
176
______
4.9
39.1
192
Attitude Gyro, Piper
Dwg. 99002-2, -3, 4 or -8
Cert. Basis - TSO C4c
______
2.2
59.4
131
Directional Gyro, Piper
Dwg. 99003-2, -3, -4 or -7
Cert. Basis - TSO C5c
______
2.6
59.7
155
Tru-Speed Indicator
Piper PS50049-41T
Cert. Basis - TSO C2b
______
Encoding Altimeter
Piper PS50008-6 or -7
Cert. Basis - TSO C10b, C88
______
*0.9
60.3
54
Altitude Digitizer
(United Instruments
P/N 5125-P3)
Cert. Basis - TSO C88
______
1.0
51.5
52
Vertical Speed
Piper Dwg. 99010-2, -4 or -5
Cert. Basis - TSO C8b
______
1.0
60.9
61
Alternate Static Source
Piper Dwg. 35493
______
0.4
61.0
24
Turn and Slip Indicator
Piper PS50030-2 or -3
Cert. Basis - TSO C3b
______
2.6
59.7
155
(same as standard equipment)
*Weight and moment difference between standard and optional equipment.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
6-37
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(k) Instruments
(Optional Equipment) (cont)
Item
No.
Mark if
Instl.
Weight
(Pounds)
Engine Hour Meter
Piper Dwg. 69889-0
______
0.3
61.2
18
131
Clock
______
0.4
62.4
25
132
Control Wheel Digital Clock
Piper Dwg. 87347-3
______
0.3
71.9
22
Air Temperature Gauge
Piper Dwg. 99479-0 or -2
______
0.2
72.6
15
129
133
Item
REPORT: VB-880
6-38
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(l)
Item
No.
141
SECTION 6
WEIGHT AND BALANCE
Autopilots
(Optional Equipment)
Item
AutoFlite II
Piper Dwg. 99447
Cert. Basis - STC SA3066SW-D
143
AutoControl IIIB
a. Omni Coupler 1C-388
Piper Dwg. 79221
Cert. Basis - STC SA3065SW-D
145
AutoPilot - Century 21
Piper Dwg. 39726
Cert. Basis - STC SA3352SW
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
5.6
91.8
514
______
______
9.6
1.0
77.6
59.3
745
59
______
12.0
69.0
828
REPORT: VB-880
6-39
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(m) Radio Equipment
(Optional Equipment)
Item
No.
151
152
153
154
155
Mark if
Instl.
Weight
(Pounds)
Bendix AS-2015A-7 or -9
Audio Panel
______
1.0
66.4
66
Bendix CN2013-1 Com/Nav
Cert. Basis - TSO C34c, C35d,
C36c, C37b, C38b, C40a
______
7.5
61.4
461
______
8.2
61.4
504
Bendix CN 2013-4 Com/Nav
w/G.S. Receiver and M.B. Receiver
______
8.5
61.4
522
Bendix ADF 2070
Cert. Basis - TSO C41c, C2a
______
6.0*
105.0
630
______
2.8*
63.6
178
Item
Bendix CN2013-2 Com/Nav
w/G.S. Receiver
Cert. Basis - TSO C34c, C35d,
C36c, C37b, C38b, C40a
156
Bendix TR2060 Transponder
Cert. Basis - TSO C74c
157
Bendix CN2011 Dual Com/Nav
Cert. Basis - TSO C34c, C35d
C36c, C37b, C40a
158
159
Bendix IN2014B Indicator
a. Single
b Dual
Cert. Basis - TSO C34c, C 36c,
C40a, C66c
Bendix DME 2030
Cert. Basis - TSO C66a
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
16.8
66.8
1122
______
______
1.9
3.8
63.4
63.4
121
241
______
10.3*
185.0
1906
*Weight includes antenna and cable
REPORT: VB-880
6-40
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
161
162
163
164
165
167
168
169
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Collins VHF-250 or
VHF-251 Comm Transceiver
a. Single
b. Dual
Cert. Basis - TSO C37b,
C38b
______
______
4.0
8.1
56.9
56.9
228
461
Collins VIR-350 or
VIR-351 Nav Receiver
a. Single
b. Dual
Cert. Basis - TSO C40a,
C36c
______
______
3.9
7.9
57.4
57.4
224
453
Collins IND-350 ( )
VOR/LOC Indicator
a. Single
b. Dual
Cert. Basis - TSO C40a,
C36c
______
______
1.0
2.0
60.2
60.2
60
120
Collins IND-351 ( )
VOR/LOC/GS Indicator
Cert. Basis - TSO C40a,
C36c
______
1.3
60.2
78
Collins GLS-350
Glide Slope Receiver
Cert. Basis - TSO C34c
______
2.0
183.4
367
Collins DCE 400
Distance Computing Equipment
Cert. Basis - TSO C40a
______
2.1
58.9
124
Collins RCR-650 ADF
Receiver and Antenna
and IND-650 Indicator
Cert. Basis - TSO C41c
______
6.6
104.8
692
Collins RCR-650A ADF
Receiver and Antenna
and IND-650A Indicator
Cert. Basis - TSO C41c
______
7.3
100.3
733
Item
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
Moment
(Lb-In.)
REPORT: VB-880
6-41
SECTION 6
WEIGHT AND BALANCE
(m)
Radio Equipment
(Optional Equipment) (cont)
Item
No.
170
171
172
173
177
174
175
176
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
Collins AMR-350
Audio/Marker Panel
Cert. Basis - TSO C35d,
C50b
______
*3.3
110.0
363
Collins DME-451
W/Ind. 451 450
Cert. Basis - TSO C66a
______
8.0
174.9
1399
Collins TDR-950
Transponder
Cert. Basis - TSO C74c
______
**2.8
62.9
176
King KN 53
Nav/Receiver
______
2.8
63.8
179
King KX 170 ( ) VHF
Comm/Nav
a. Transceiver, Single
b. Transceiver, Dual
______
______
7.5
15.0
56.6
56.6
425
849
King KN 53
Nav Receiver W GS Receiver
a. Single
b. Dual
______
______
3.1
6.2
63.8
63.8
198
396
______
______
______
5.0
5.3
4.8
58.1
58.1
58.1
291
308
279
______
______
5.7
5.1
58.0
58.1
331
296
King KX 155 VHF Nav/Comm
Transceiver
a. With Audio Amplifier
b. With Glide Slope Receiver
c. Without Glide Slope Receiver
Cert. Basis - TSO C37b, C38b,
C40a, C36a
King KX 165 VHF Nav/ Comm
Transceiver
a. With Glide Slope Receiver
b. Without Glide Slope Receiver
Cert. Basis - TSO C37b, C38b
C40a, C36a
*Weight includes antenna and cable.
**Weight includes antenna.
REPORT: VB-880
6-42
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
178
179
180
181
182
183
Item
King KX 175 ( ) VHF
a. Transceiver
b. King KN 72 VOR/LOC
Converter
c. King KN 73 Glide Slope
Receiver
d. KN 75 Glide Slope
Receiver
e. King KN 77 VOR/LOC
Converter
f. King KI-204 VOR/ILS
Indicator
g. King KNI-520 VOR/ILS
Indicator
Cert. Basis - TSO C36c,
C37b, C38b, C40a
King KX 175 ( ) VHF
a. Transceiver (2nd)
b. King KN 72 VOR/LOC
Converter
c. King KN 77 VOR/LOC
Converter
d. King KI-203 VOR/ILS
Indicator
e. King KNI 520 VOR/ILS
Indicator
Cert. Basis - TSO C36c,
C37b, C38b, C40a
King KY 196E Transceiver
with RB 125 Power Booster
a. Single
b. Dual
Cert. Basis - TSO C37b, C38b
King KY 197 Transceiver
a. Single
b. Dual
Cert. Basis - TSO C37B, C38B
King KI 201 ( ) VOR/LOC
Ind.
a. Single
b. Dual
King KI 202 VOR/LOC
Indicator
Cert. Basis - TSO C40a, C36c
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
9.4
56.6
532
______
1.3
183.6
239
______
3.2
184.3
590
______
1.6
184.3
295
______
3.6
183.6
661
______
1.7
60.5
103
______
1.7
60.5
103
______
8.6
56.6
487
______
1.3
183.6
239
______
4.2
183.6
771
______
1.6
60.5
97
______
1.7
60.5
103
________
________
5.7
11.4
77.0
77.0
439
878
________
________
4.2
8.4
58.7
58.7
246
492
______
______
2.5
5.0
59.6
59.9
149
300
________
1.3
60.9
79
REPORT: VB-880
6-43
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
Mark if
Instl.
Weight
(Pounds)
________
1.3
60.9
79
________
________
1.0
2.0
59.6
59.9
60
120
King KI 209 VOR LOC GS Ind.
Cert. Basis - TSO C34c
C36c, c40a
________
1.2
59.9
72
187
King KI 213 VOR LOC GS Ind.
________
2.5
60.4
151
188
King KI 214 ( )
VOR LOC GS Ind.
________
3.3
59.9
198
189
King KN 74 R-Nav
______
4.7
56.6
266
191
King KN 61 DME
______
12.5
179.0
2237
192
King KN 62A DME
______
3.3
58.3
193
193
King KN 65A DME
Cert. Basis - TSO C66a
______
13.0
174.9
2274
194
King KRA-10 Radio Altimeter
______
4.3
162.6
699
195
King KR 85 Digital ADF
a. Audio Amplifier
Cert. Basis - TSO C41b
______
______
8.6
0.8
85.2
51.0
733
41
196
King KR 85 ADF with KA 42B
Loop and Sense Antenna
a. Audio Amplifier
Cert. Basis - TSO C41b
______
______
9.5
0.8
85.2
51.0
809
41
______
______
______
6.7
9.7
0.8
91.6
107.0
51.0
614
1038
41
184
185
186
197
Item
King KI 206 VOR/LOC
Indicator
Cert. Basis - TSO C40a, C36c
King KI 208 VOR LOC
Indicator
a. Single
b. Dual
Cert. Basis - TSO C34c,
C36c, C40a
King KR 86 ADF
a. First
b. Second
c. Audio Amplifier
REPORT: VB-880
6-44
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: DECEMBER 16, 1980
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
198
199
200
Item
King KR 86 ADF with
KA 42B Loop and Sense Antenna
a. First
b. Second
c. Audio Amplifier
King KR 87 ADF Receiver
and Indicator
a. KA 44 Antenna
b. KA 44B Antenna
c. Audio Amplifier
Cert. Basis - TSO C41c
King KMA 20 ( ) Audio Panel
Cert. Basis - TSO C35c, C50b
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
______
______
7.6
10.6
0.8
91.6
107.0
51.0
696
1134
41
________
________
________
________
4.0
2.8
3.6
0.8
59.0
147.4
150.6
51.0
236
413
542
41
______
*3.7
70.8
262
______
1.7
65.3
111
201
King KMA-24 Audio Panel
Cert. Basis - TSO C35d, C50b
203
King KT 76 ( )/78 ( )
Transponder
Cert. Basis - TSO C74b
______
*3.1
58.1
180
204
Narco Comm 10A VHF Transceiver
______
3.9
57.4
224
205
Narco Comm 11A VHF Transceiver
a. Single
b. Dual
______
______
3.6
7.1
57.4
57.4
207
408
Narco Comm 11B VHF
Transceiver
a. Single
b. Dual
______
______
3.9
7.8
57 4
57.4
224
448
207
*Weight includes antenna and cable.
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
REPORT: VB-880
6-45
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
209
211
213
Item
Narco Comm 111 VHF
Transceiver
a. Single
b. Dual
Cert. Basis - TSO C37b, C38b
Narco Comm IIIB VHF
Transceiver
a. Single
b. Dual
Cert. Basis - TSO C37b, C38b
Narco Comm 120 VHF
Transceiver
a. Single
b. Dual
Cert. Basis - TSO C37b, C38b
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
______
3.0
6.0
57.4
57.4
172
344
______
______
3.9
7.8
57.4
57.4
224
448
______
______
4.8
8.6
56.9
57.4
273
494
215
Narco Nav 10 VHF Receiver
______
1.9
58.6
111
217
Narco Nav 11 VHF Receiver
a. Single
b. Dual
______
______
2.8
5.6
58.6
58.6
164
328
219
Narco Nav 12 VHF Receiver
______
3.4
58.6
199
221
Narco Nav 14 VHF Receiver
______
2.5
57.4
144
223
Narco Nav 111
Cert. Basis - TSO C36c, C40a,
C66a
______
2.5
58.6
147
Narco Nav 112 Receiver
Cert. Basis - TSO C36c, C40a,
C66c, C34c
______
3.3
58.6
193
Narco Nav 114 VHF Receiver
Cert. Basis - TSO C38b, C40a,
C36c, C34c, C66a
______
2.5
57.4
144
225
227
*Weight includes marker antenna and cable.
REPORT: VB-880
6-46
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
______
______
3.1
6.2
58.4
58.4
181
362
______
______
*5.1
*8.6
99.4
82.9
507
713
______
______
* 5.2
* 8.8
98.5
82.2
512
723
______
______
* 6.2
*10.9
92.3
77.2
572
841
Narco ID 124 VOR/LOC/GS
Indicator
a. Single
b. Dual
Cert. Basis - TSO C34c, C35d,
C36c, C40c
______
______
1.2
2.4
60.5
60.5
73
145
Narco UGR-2A Glide Slope
a. Single
b. Dual
Cert. Basis - TSO C34b
______
______
4.2
8.4
154.0
220.0
647
1848
241
Narco UGR-3 Glide Slope
______
4.2
154.0
647
243
Narco MBT-12-R, Marker
Beacon
______
3.1
69.1
214
Narco CP-125 Audio Selector
Panel
______
2.2
60.2
132
229
231
233
235
237
239
245
Item
Narco Nav 121 VHF Receiver
a. Single
b. Dual
Cert. Basis - TSO C36c, C40c,
C66a
Narco Nav 122 VHF Receiver
a. Single
b. Dual
Cert. Basis - TSO C35d, C36c,
C40c, C66a
Narco Nav 122A VHF Receiver
a. Single
b. Dual
Cert. Basis - TSO C34c, C35d,
C36c, C40c, C66a
Narco Nav 124A VHF Receiver
a. Single
b. Dual
Cert. Basis - TSO C35d, C36c,
C40a, C66a
Moment
(Lb-In.)
*Weight includes marker antenna and cable.
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
REPORT: VB-880
6-47
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
Mark if
Instl.
Weight
(Pounds)
Narco CP135 Audio Selector
Panel
Cert. Basis - TSO C50b
______
2.2
55.0
121
Narco CP135M Audio
Selector Panel
Cert. Basis - TSO C50b, C35d
______
* 3.7
114.3
423
251
Narco DME-190
______
** 5.9
61.0
360
253
Narco DME-190 TSO
Cert. Basis - TSO C66a
______
** 5.9
60.9
359
Narco DME-195
Receiver and Indicator
Cert. Basis - TSO C66a
______
**13.2
154.5
2039
Narco ADF-140
a. Single
b. Dual
Cert. Basis - TSO C41c
______
______
6.0
***17.9
91.2
107.6
547
1926
Narco ADF-141
a. Single
b. Dual
Cert. Basis - TSO C41c
______
______
6.0
***17.9
91.2
107.6
547
1926
______
** 3.0
57.3
172
______
1.0
51.5
52
______
** 3.0
57.3
172
______
1.0
51.5
52
247
249
255
257
259
261
263
Item
Narco AT50A Transponder
Cert. Basis - TSO C74b
a. Narco AR-500 Altitude
Encoder
Cert. Basis - TSO C88
Narco AT150 Transponder
Cert. Basis - TSO C74c
a. Narco AR-500 Altitude
Encoder
Cert. Basis - TSO C88
Arm (In.)
Aft Datum
Moment
(Lb-In.)
*Weight includes marker antenna and cable.
**Weight includes antenna and cable.
***Weight includes dual antenna and cable.
REPORT: VB-880
6-48
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
273
275
276
277
278
279
280
Item
Antenna and Cable
a. Nav Receiving VRP-37 or
AV12-PPR
b. #1 VHF Comm VTP-17
c. #2 VHF Comm VTP-17
d. Glide Slope (Single) GS401
or CI 104
e. Glide Slope (Dual) GS401
or CI 104
f. Single ADF Sense 99841
Piper Dwg. 99461
Anti Static Antenna and Cable
a. #1 VHF Comm PS50040-18
b. #2 VHF Comm PS50040-18
c. Single ADF Sense 79160
Marker Beacon Antenna
Piper PS50040-15
King KA-23 or Narco VMA-15
or Commant CI-102
Marker Beacon Antenna
Comant CI 102
Piper Dwg. 39737-4
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
______
______
______
1.6
0.7
0.8
171.3
125.7
147.5
274
88
118
______
0.9
120.0
108
______
______
2.8
0.4
154.0
150.0
431
60
______
______
______
1.4
1.5
0.5
144.3
170.7
147.5
202
256
74
Included as part of marker beacon installation
______
*1.2
175.0
210
Emergency Locator Transmitter
(C.C.C. Model CIR-11-2)
a. Antenna and Coax
b. Shelf and Access Hole
Cert. Basis - TSO C91
______
______
______
1.7
0.2
0.5
236.2
224.4
235.4
402
45
118
Emergency Locator Transmitter
(Narco Model ELT-10)
a. Antenna and Coax
b. Shelf and Access Hole
Cert. Basis - TSO C91
______
______
______
3.5
0.3
0.5
236.2
224.4
235.4
827
67
118
______
______
______
0.3
0.6
0.3
69.9
69.9
69.9
21
42
21
Microphone
a. Piper Dwg. 68856-10
b. Piper Dwg. 68856-11
c. Piper Dwg. 68856-12
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
REPORT: VB-880
6-49
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(m) Radio Equipment
(Optional Equipment) (cont)
Item
No.
281
283
285
Mark if
Instl.
Weight
(Pounds)
Boom Microphone, Headset
Piper Dwg. 37921-2
______
0.3
80.5
24
Cabin Speaker
Piper Dwg. 99220
______
1.1
99.0
109
Headset
Piper Dwg. 68856-10
______
0.5
60.0
30
Item
REPORT: VB-880
6-50
Arm (In.)
Aft Datum
Moment
(Lb-In.)
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
6-51
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-52
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(n) Miscellaneous
(Optional Equipment)
Item
No.
321
323
325
327
329
331
333
335
337 C
339
341
342
Mark if
Instl.
Weight
(Pounds)
Zinc Chromate Finish
Piper Dwg. 79700
______
5.0
Stainless Steel Control
Cables
Piper Dwg. 79700
______
_
_
Air Conditioner
Piper Dwg. 99575-4
______
68.3
103.6
7076
Overhead Vent System
a. Piper Dwg. 76304-9
b. Piper Dwg. 76304-15
______
______
6.4
5.7
159.6
148.9
1022
849
Overhead Vent System with
Ground Ventilating Blower
a. Piper Dwg. 76304-10
b. Piper Dwg. 76304-16
______
______
14.9
14.2
172.2
168.5
2566
2393
Rear Seat Vents
Piper Dwg. 68556
______
2.5
98.0
245
Assist Step
Piper Dwg. 65384
______
1.8
156.0
281
Super Cabin Sound Proofing
Piper Dwg. 79030-2
______
18.1
86.8
1571
Adjustable Front Seat (Left)
Piper Dwg. 79591-0/79591-2
______
*6.6
80.3
530
Adjustable Front Seat (Right)
Piper Dwg. 79591-1/79591-3
______
*6.6
79.6
525
Headrests (2) Front
Piper Dwg. 79337-18
______
2.2
94.5
208
Shoulder Harness Inertia
(Front) (2)
Piper Dwg. PS50039-4-20
Pacific Scientific 1107447-13
(Black)
______
1.3
119.5
155
Item
Arm (In.)
Aft Datum
158.0
Moment
(Lb-In.)
790
_
*Weight and moment difference between standard and optional equipment.
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
REPORT: VB-880
6-53
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(n) Miscellaneous
(Optional Equipment) (cont)
Item
No.
343
344
345
346
347
349
351
352
355
357
Mark if
Instl.
Weight
(Pounds)
______
1.6
140.3
224
______
1.1
140.3
154
______
1.3
140.3
187
Sun Visors
Piper Dwg. 66991-0
______
1.5
85.0
128
Assist Strap
Piper Dwg. 79455
______
0.2
109.5
22
Curtain and Rod Installation
Piper Dwg. 67955-2
______
4.2
124.0
521
Luxurious Interior
Piper Dwg. 67952-4
______
*14.5
98.3
1425
Deluxe Carpeting
Piper Dwg. 66801
______
*2.6
97.8
254
Item
Inertia Safety Belts (Rear)
(2) 0.8 lbs. each, Piper
PS50039-4-14
Pacific Scientific 1107319-01
American Safety Eqpt. Corp.
500853-401 (Black)
Shoulder Harness - Fixed
(Rear) (2)
Piper Dwg. PS50039-4-22
American Safety Eqpt. Corp.
501385-403
Davis Acft. Prod. Inc.
FDC-7275-16-2 (Black)
Shoulder Harness - Inertia
(Rear) (2)
Piper Dwg. PS50039-4-19
Pacific Scientific 1107447-01
(Black)
Arm (In.)
Aft Datum
Moment
(Lb-In.)
Fire Extinguisher
a. Piper Dwg. 76167-2,
Scott 42211-00
b. Piper Dwg. 37872-2,
Graviner HA 1014-01
______
4.6
71.0
327
______
5.6
57.9
324
Tow Bar
Piper Dwg. 99458
______
1.3
156.0
203
*Weight and moment difference between standard and optional equipment.
REPORT: VB-880
6-54
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 6
WEIGHT AND BALANCE
(n) Miscellaneous
(Optional Equipment) (cont)
Item
No.
361
Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Locking Gas Cap
Piper Dwg. 39830-2
______
*0.1
94.1
Moment
(Lb-In.)
9
*Weight and moment difference between standard and optional equipment.
TOTAL OPTIONAL EQUIPMENT
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
124.1
______
97.6
______
12108
______
REPORT: VB-880
6-55
SECTION 6
WEIGHT AND BALANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
6-56
ISSUED: DECEMBER 16, 1976
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph
No.
Page
No.
7.1
7.3
7.5
7.7
7.9
7.11
7.13
7.15
7.17
7.19
7.21
7.23
7.25
7.27
7.29
7.31
7.33
7.35
7.37
7.39
7-1
7-1
7-3
7-5
7-7
7-8
7-10
7-12
7-15
7-16
7-18
7-21
7-21
7-22
7-22
7-22
7-23
7-23
7-25
7-26
The Airplane ........................................................................................................................................
Airframe ...............................................................................................................................................
Engine and Propeller ............................................................................................................................
Landing Gear........................................................................................................................................
Flight Controls .....................................................................................................................................
Engine Controls....................................................................................................................................
Fuel System..........................................................................................................................................
Electrical System..................................................................................................................................
Vacuum System....................................................................................................................................
Instrument Panel...................................................................................................................................
Pitot-Static System ...............................................................................................................................
Heating and Ventilating System ...........................................................................................................
Cabin Features......................................................................................................................................
Baggage Area .......................................................................................................................................
Stall Warning........................................................................................................................................
Finish....................................................................................................................................................
Piper External Power............................................................................................................................
Emergency Locator Transmitter...........................................................................................................
Air Conditioning ..................................................................................................................................
Carburetor Ice Dectection System .......................................................................................................
REPORT: VB-880
7-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The Cherokee Warrior II is a single-engine, fixed gear monoplane of all metal construction with low
semi-tapered wings. It has four place seating and a two hundred pound baggage capacity.
7.3 AIRFRAME
The primary structure, with the exception of the steel tube engine mount, steel landing gear struts and
isolated areas, is of aluminum alloy construction. Fiberglass and thermoplastic are used extensively in the
extremities - the wing tips, the engine cowling, etc. - and in nonstructural components throughout the
airplane.
The fuselage is a conventional semi-monocoque structure. On the right side of the airplane is a cabin
door for entrance and exit and a baggage door to provide loading into the 24 cubic foot compartment.
The wing is a conventional semi-tapered design incorporating a laminar flow, NACA 652415, airfoil
section. The cantilever wings are attached to each side of the fuselage by insertion of the butt ends of the
main spars into a spar box carry-through which is an integral part of the fuselage structure. The spar box
carry-through structure, located under the rear seat, provides in effect a continuous main spar with splices
at each side of the fuselage. There are also fore and aft attachments at the rear and at an auxiliary front
spar.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-1
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
7-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
7.5 ENGINE AND PROPELLER
The PA-28- 161 is powered by a four cylinder, direct drive, horizontally opposed engine rated at 160 H P at
2700 RPM. It is equipped with a starter, a 60 amp 14 volt alternator, a shielded ignition, two magnetos, vacuum
pump drive, a fuel pump, a wetted polyurethane foam induction air filter.
The engine compartment is accessible for inspection through top-hinged side panels on either side of the
engine cowlings. The engine cowlings are cantilever structures attached at the fire wall The engine mounts are
constructed of steel tubing, and dynafocal mounts are provided to reduce vibration.
The exhaust system is constructed of stainless steel and incorporates dual mufflers with heater shrouds to
supply heated air for the cabin, the defroster system and the carburetor deicing system.
An oil cooler is located on the left rear of the engine mounted to the engine baffling. Engine cooling air,
which is picked up in the nose section of the engine cowling and carried through the baffling, is utilized on the left
side for the oil cooler. A winterization plate is provided to restrict air during winter operation (refer to paragraph
8.29).
Engine air enters on either side of the propeller through openings in a nose cowling and is carried through
the engine baffling around the engine and oil cooler. Air for the muffler shroud is also picked up from the nose
cowling and carried through a duct to the shroud. Carburetor induction air enters a chin scoop on the lower right
cowling and is passed through a wetted polyurethane filter to the carburetor air box. Heated air enters the
carburetor air box through a hose connected to the heater shroud.
A fixed pitch propeller is installed as standard equipment. The propeller has a 74 inch diameter with a 58 or
60 inch pitch. The pitch is determined at 75% of the diameter. The propeller is made of an aluminum alloy
construction.
The pilot should read and follow the procedures recommended in the Lycoming Operator’s Manual for this
engine in order to obtain maximum engine efficiency and time between engine overhauls.
ISSUED: DECEMBER 16, 1976
REVISED: SEPTEMBER 13, 1990
REPORT: VB-880
7-3
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
MAIN WHEEL ASSEMBLY
Figure 7-1
REPORT: VB-880
7-4
ISSUED: DECEMBER 16 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
7.7 LANDING GEAR
The fixed gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel on the nose gear and a
Cleveland 6.00 x 6 wheel on each main gear (Figure 7-1). Cleveland single disc hydraulic brake assemblies
are provided on the main gear. The nose gear has a 5.00 x 5 four ply tire, while the main wheel assemblies
have 6.00 x 6 four ply tires. At gross weight, the main gear tires require a pressure of 24 psi, and the nose
gear tire requires a pressure of 30 psi.
The nose gear is steerable through a 30 degree arc each side of center by the use of the rudder pedals
and toe brakes. A spring device is incorporated for rudder centering and to provide rudder trim. A bungee
assembly on the nose gear steering mechanism reduces ground steering effort and dampens shocks and
bumps during taxiing. The steering mechanism also incorporates a shimmy dampener.
The three struts are of the air-oil type with the normal static load extension being 3.25 inches for the
nose gear and 4.50 inches for the main gear.
The brakes are actuated by toe brake pedals which are attached to the rudder pedals or by a hand lever
and master cylinder located below and behind the center of the instrument sub panel. Hydraulic cylinders
are located above each pedal and adjacent to the hand brake lever. The brake fluid reservoir is installed on
the top left front face of the fire wall. The parking brake is incorporated in the master cylinder and is
actuated by pulling back on the brake lever and depressing the knob attached to the left side of the handle.
To release the parking brake, pull back on the brake lever to disengage the catch mechanism and allow the
handle to swing forward (refer to Figure 7-5).
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-5
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
7-6
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
FLIGHT CONTROL CONSOLE
Figure 7-3
7.9 FLIGHT CONTROLS
Dual flight controls are provided as standard equipment. The flight controls actuate the control
surfaces through a cable system.
The horizontal surface (stabilator) is of the flying tail design with a trim tab mounted on the trailing
edge. This tab serves the dual function of providing trim control and pitch control forces. The trim tab is
actuated by a trim control wheel located on the control console between the front seats (Figure 7-3).
Forward rotation of the wheel gives nose down trim and aft rotation gives nose up trim.
The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring
loaded recentering device. The trim control is located on the right side of the pedestal below the throttle
quadrant (refer to Figure 7-5). Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-7
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Manually controlled flaps are provided on the PA-28-161. The flaps are balanced and spring loaded to
return to the retracted (up) position. A control handle, which is located between the two front seats on the
control console (Figure 7-3), extends the flaps by the use of a control cable. To extend the flaps, the handle
is pulled up to the desired flap setting of 10, 25 or 40 degrees. To retract, depress the button on the end of
the handle and lower the control. When extending or retracting flaps, there is a pitch change in the airplane.
This pitch change can be corrected either by stabilator trim or increased control wheel force. When the
flaps are in the retracted (up) position the right flap, provided with an over-center lock mechanism, acts as a
step.
NOTE
The right flap will support a load only in the fully retracted (up)
position. When the flap is to be used as a step, make sure the flaps
are in the retracted (up) position.
7.11 ENGINE CONTROLS
Engine controls consist of a throttle control and a mixture control lever. These controls are located on
the control quadrant on the lower center of the instrument panel (Figure 7-5) where they are accessible to
both the pilot and the copilot. The controls utilize teflon-lined control cables to reduce friction and
binding.
The throttle lever is used to adjust engine RPM. The mixture control lever is used to adjust the air to
fuel ratio. The engine is shut down by the placing of the mixture lever in the full lean position. For information
on the leaning procedure, see the Avco-Lycoming Operator’s Manual.
The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or
decrease the friction holding the throttle and mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located to the right of the control quadrant on the instrument panel.
The control is placarded with two positions: “ON” (down), “OFF” (up).
REPORT: VB-880
7-8
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
CONTROL QUADRANT AND CONSOLE
Figure 7-5
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-9
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
FUEL SELECTOR
Figure 7-7
7.13 FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks, giving the airplane a total capacity
of fifty U.S. gallons (48 gallons usable). Each tank is equipped with a filler neck indicator tab to aid in determining fuel remaining when the tanks are not full. Usable capacity to the bottom of the indicator tab is 17
gallons. The tanks are secured to the leading edge of each wing with screws and nut plates. This allows removal
for service or inspection.
The fuel tank selector control (Figure 7-7) is located on the left side panel forward of the pilot’s seat.
The button on the selector cover must be depressed and held while the handle is moved to the OFF
position. The button releases automatically when the handle is moved back to the ON position.
An auxiliary electric fuel pump is provided in case of the failure of the engine driven pump. The
electric pump should be ON for all takeoffs and landings and when switching tanks. The fuel pump switch
is located in the switch panel above the throttle quadrant.
The fuel drains should be opened daily prior to first flight to check for water or sediment. Each tank
has an individual drain at the bottom, inboard rear corner.
A fuel strainer, located on the lower left front of the fire wall, has a drain which is accessible from
outside the nose section. The strainer should also be drained before the first flight of the day. Refer to
paragraph 8.21 for the complete fuel draining procedure.
Optional locking fuel caps are available for all fillers. A single key will fit fuel caps, cabin door and
baggage door compartments.
REPORT: VB-880
7-10
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
FUEL SYSTEM SCHEMATIC
Figure 7-9
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-11
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Fuel quantity and fuel pressure gauges are mounted in a gauge cluster located on the left side of the
instrument panel to the right of the control wheel (refer to Figure 7-15).
An optional engine priming system is available to facilitate starting. The primer pump is located to the
immediate left of the throttle quadrant (refer to Figure 7-5).
7.15 ELECTRICAL SYSTEM
The electrical system includes a 14-volt, 60 amp alternator, a 12-volt battery, a voltage regulator. an overvoltage relay and a master switch relay (Figure 7-11). The battery is mounted in a thermoplastic box
immediately aft of the main spar on the right side of the fuselage below the rear passenger seat. The regulator
and overvoltage relay are located on the forward left side of the fuselage behind the instrument panel.
Electrical switches are located on the right center instrument panel (refer to Figure 7-15) and the circuit
breakers are located on the lower right instrument panel (refer to Figure 7-13). A rheostat switch on the left
side of the switch panel controls the navigational lights and the radio lights. The similar switch on the right
side controls and dims the panel lights.
Standard electrical accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter,
fuel gauge, ammeter, and annunciator panel.
The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro
system is installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel
lights are provided only as a warning to the pilot that a system may not be operating properly, and that he
should check and monitor the applicable system gauge to determine when or if any necessary action is
required.
Optional electrical accessories include navigation lights, anti-collision light, landing light, instrument
lighting. and cabin dome light. Circuits will handle the addition of communications and navigational equipment.
An optional light, mounted in the overhead panel, provides instrument and cockpit lighting for night
flying. The light is controlled by a rheostat switch located adjacent to the light. A map light window in the lens
is actuated by an adjacent switch.
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.
NOTE
On airplanes with interlocked BAT and ALT switches, the ALT
switch is mechanically interlocked with the BAT switch. When ALT
switch is turned ON, the BAT switch will also be turned ON. On
airplanes with separate BAT and ALT switch operation, the
switches may be positioned independently as desired.
REPORT: VB-880
7-12
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 29, 1981
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
Unlike previous generator systems, the ammeter as installed does not show battery discharge; rather, it
indicates the electrical load on the alternator in amperes. With all the electrical equipment off and the master
switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the
ammeter will indicate the total ampere draw of all the units including the battery. For example, the average
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 flight conditions. The amount of
current shown on the ammeter will tell immediately if the alternator system is operating normally, as the
amount of current shown should equal the total amperage drawn by the electrical equipment which is operating.
For abnormal and/or emergency operation and procedures, see Section 3.
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
REPORT: VB-880
7-13
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
ALTERNATOR AND STARTER SCHEMATIC
Figure 7-11
REPORT: VB-880
7-14
ISSUED: DECEMBER 16, 1976
REVISED: DECEMBER 18, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
CIRCUIT BREAKER PANEL
Figure 7-13
7.17 VACUUM SYSTEM*
The vacuum system is designed to operate the air driven gyro instruments. This includes the
directional and attitude gyros when installed. The system consists of an engine driven vacuum pump, a
vacuum regulator, a filter and the necessary plumbing.
The vacuum pump is a dry type pump. A shear drive protects the pump from damage. If the drive
shears, the gyros will become inoperative.
A vacuum gauge, mounted on the far right instrument panel provides a pilot check for the system
during operation. A decrease in pressure in a system that remained constant over an extended period may
indicate a dirty filter, dirty screens, possibly a sticky vacuum regulator or leak in the 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. Vacuum pressure, even though set correctly, can read
lower at very high altitude (above 12,000 ft), and at low engine RPM (usually on approach or during
training maneuvers. This is normal and should not be considered a malfunction.
*Optional equipment
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-15
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
7.19 INSTRUMENT PANEL
The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment
for VFR and IFR flights.
The radios and the circuit breakers are located on the upper and lower right panel respectively, and have
circuits provided for the addition of optional radio equipment. An optional radio master switch is located
near the top of the instrument panel between the radio stacks. It controls the power to all radios through the
aircraft master switch. An emergency bus switch is also provided to provide auxiliary power to the avionics bus
in event of a radio master switch circuit failure. The emergency bus switch is located behind the lower right shin
guard left of the circuit breaker panel. An engine cluster is located to the right of the pilot control wheel and
includes a fuel pressure gauge, a right and left main fuel quantity gauge, an oil temperature gauge and an oil
pressure gauge.
Standard instruments include a compass, an airspeed indicator, a tachometer, an altimeter, an
ammeter, an engine cluster, and an annunciator panel. The compass is mounted on the windshield bow in
clear view of the pilot. The annunciator panel is mounted in the upper instrument panel to warn the pilot
of a possible malfunction in the alternator, oil pressure, or vacuum systems.
Instrument options available for the panel includes a suction gauge, vertical speed indicator, attitude
gyro, directional gyro, clock, tru-speed indicator and a turn and slip indicator or turn coordinator. The
attitude gyro and directional gyro are vacuum operated through the use of a vacuum pump installed on the
engine, while the turn and slip indicator is electrically operated. The vacuum suction gauge is on the far
right of the instrument panel.
REPORT: VB-880
7-16
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
INSTRUMENT PANEL
Figure 7-15
SECTION 7
DESCRIPTION AND OPERATION
REPORT: VB-880
7-17
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
7.21 PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for the airspeed indicator, altimeter, and the
optional vertical speed indicator (Figure 7-17)
Pitot and static pressure are picked up by a pitot head installed on the bottom of the left wing and
carried through pitot and static lines within the wing and fuselage to the gauges on the instrument panel.
An alternate static source is available as optional equipment. The control valve is located below the
left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed
indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin
vents must be closed and the cabin heater and defroster must be on during alternate static source operation.
The altimeter error is less than 50 feet unless otherwise placarded.
Both the pitot and static lines can be drained through separate drain valves located on the left lower
side of the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy rain, is available as optional
equipment. The switch for the heated pitot head is located on the electrical switch panel to the left of the
right control wheel.
To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed
over the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the
instruments.
NOTE
During the preflight, check to make sure the pitot cover is
removed.
REPORT: VB-880
7-18
ISSUED: DECEMBER 16, 1976
REVISED: JUNE 30, 1978
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
PITOT-STATIC SYSTEM
Figure 7-17
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
7-19
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
HEATING AND VENTILATING SYSTEM
Figure 7-19
REPORT: VB-880
7-20
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
7.23 HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a shroud attached to the muffler
(Figure 7-19). The amount of heat can be regulated with the controls located on the far right side of the
instrument panel.
The airflow between front and rear seats can be regulated by the heat diversion controls located on
either side of the console atop the heat ducts.
CAUTION
When cabin heat is operated, heat duct surface becomes hot. This
could result in burns if arms or legs are placed too close to heat
duct outlets or surface.
Fresh air inlets are located in the leading edges of the wings near the fuselage. At each front seat
location there is an adjustable fresh air outlet on the side of the cabin near the floor. Rear seat vents are
optional. Cabin air is exhausted through an outlet located below the rear seat.
An optional overhead ventilating system with outlets over each seat is also available. An additional
option to aid in fresh air circulation on models without air conditioning is a cabin air blower to force air
through the overhead vent system. This blower is operated by a fan switch with four positions - “OFF,”
“LOW,” “MED,” and “HIGH.” The switch is located on the right side of the instrument panel with the
heater and defroster controls.
7.25 CABIN FEATURES
For ease of entry and exit and for pilot-passenger comfort, the front seats are adjustable fore and aft.
The right front seat tilts forward to allow easy entry to the rear seats. The cabin interior includes a pilot
storm window, ash trays and armrests on each front seat, two map pockets and pockets on the backs of the
front seats.
The front seats can be equipped with optional headrests and optional vertical adjustment.
Seat belts are standard equipment for both front and rear seats. A single strap adjustable shoulder
harness located above the side window, protects each front seat occupant. Optional shoulder straps for the rear
seat occupants are available. The shoulder strap is routed over the shoulder adjacent to the window and
attached to the lap belt in the general area of the occupant’s inboard hip. Adjust this fixed strap so that all
controls are accessible while maintaining adequate restraint for the occupant. Shoulder harness with inertial
reels are available for all four seats.
A check of the inertia reel mechanism is made by pulling sharply on the strap. The reel should lock in
place under this test and prevent the strap from extending. For normal body movements. the strap will
extend or retract as required.
ISSUED: DECEMBER 16, 1976
REVISED: NOVEMBER 20, 1981
REPORT: VB-880
7-21
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
7.27 BAGGAGE AREA
A 24 cubic foot baggage area, located behind the rear seat, is accessible from the cabin or loaded
through a large 20 x 22 inch outside baggage door on the right side of the fuselage. Maximum capacity is
200 pounds. Tie-down straps are available and they should be used at all times.
NOTE
It is the pilot’s responsibility to be sure when the baggage is loaded
that the aircraft C.G. falls within the allowable C.G. range. (See
Weight and Balance Section.)
7.29 STALL WARNING
An approaching stall is indicated by an audible alarm located behind the instrument panel. The
indicator activates at between five and ten knots above stall speed.
7.31 FINISH
All exterior surfaces are primed with etching primer and finished with acrylic lacquer. To keep the
finish attractive, economy size spray cans of touch-up paint are available from Piper Dealers.
An optional polyurethane finish is available.
REPORT: VB-880
7-22
ISSUED: DECEMBER 16 1976
REVISED: APRIL 17, 1989
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
7.33 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 baggage door. 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. Instructions on a placard located on the cover of the receptacle should be followed
before using the external power. For instructions on the use of the PEP see; STARTING WITH
EXTERNAL POWER SOURCE in Section 4 - Normal Operating Procedures.
7.35 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT) when installed, is located in the aft portion of the fuselage just
below the stabilator leading edge and is accessible through a plate on the right side of the fuselage. This plate
is attached with 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.
A battery replacement date is marked on the transmitter to comply with FAA regulations, the battery
must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an
emergency situation or if the accumulated test time exceeds one hour, or if the unit has been inadvertently
activated for an undetermined time period.
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 the tests must be made at
any other time, the tests should be coordinated with the nearest
FAA tower or flight service station.
NARCO ELT 10 OPERATION
On the ELT unit itself is a three position switch placarded “ON,” “OFF’ and “ARM.” The ARM position
sets the ELT so that it will transmit after impact and will continue to transmit until its battery is drained. The
ARM position is selected when the ELT is installed in the airplane and it should remain in that position.
To use the ELT as a portable unit in an emergency, remove the cover and unlatch the unit from its
mounting base. The antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp
tug on the two small wires will break them loose. Deploy the self-contained antenna by pulling the plastic tab
marked “PULL FULLY TO EXTEND ANTENNA.” Move the switch to ON to activate the transmitter.
In the event the transmitter is activated by an impact, it can only be turned off by moving the switch on the
ELT unit to OFF. Normal operation can then be restored by pressing the small clear plastic reset button
located on the top of the front face of the ELT and then moving the switch to ARM.
A pilot’s remote switch located on the left side panel is provided to allow the transmitter to be turned on
from inside the cabin. The pilot’s remote switch is placarded “ON” and “ARMED.” The switch is normally in
the ARMED position. Moving the switch to ON will activate the transmitter. Moving the switch back to the
ARMED position will turn off the transmitter only if the impact switch has not been activated.
*Optional equipment.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 13, 1979
REPORT: VB-880
7-23
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
The ELT should be checked to make certain the unit has not been activated during the ground check.
Check by selecting 121.50 MHz on an operating receiver. If there is an oscillating chirping sound, the ELT may
have been activated and should be turned off immediately. This requires removal of the access cover and moving
the switch to OFF, then press the reset button and return the switch to ARM. Recheck with the
receiver to ascertain the transmitter is silent.
CCC CIR 11-2 OPERATION
On the unit itself is a three position selector switch placarded “OFF,” “ARM” and “ON.” The ARM
position is provided to set the unit to the automatic position so that it will transmit only after impact and will
continue to transmit until the battery is drained to depletion or until the switch is manually moved to the OFF
position. The ARM position is selected when the transmitter is installed at the factory and the switch should
remain in that position whenever the unit is installed in the airplane. The ON position is provided so the unit
can be used as a portable transmitter or in the event the automatic feature was not triggered by impact or to
periodically test the function of the transmitter.
Select the OFF position when changing the battery, when rearming the unit if it has been activated for
any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the ON position for any reason, the
OFF position has to be selected before selecting ARM. If ARM is
selected directly from the ON position, the unit will continue to
transmit in the ARM position.
A pilot’s remote switch, located on the left side panel, is provided to allow the transmitter to be controlled
from inside the cabin. The pilot’s remote switch 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 actuate
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 is desired.
The unit is equipped with a portable antenna to allow the locator to be removed from the aircraft in case
of an emergency and used as a portable signal transmitter.
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 121.50 MHz. If there is an oscillating sound, the locator may
have been activated and should be turned off immediately. Reset to the ARM position and check again to
insure against outside interference.
REPORT: VB-880
7-24
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 13, 1979
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 7
DESCRIPTION AND OPERATION
7.37 AIR CONDITIONING*
The air conditioning system is a recirculating air system. The major items include: evaporator,
condenser, compressor, blower, switches and temperature controls.
The evaporator is located behind the left rear side of the baggage compartment. This cools the air that
is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear
of the baggage compartment area. The scoop extends when the air conditioner is “ON” and retracts to a
flush position when the system is “OFF.”
The compressor is mounted on the forward right underside of the engine. It has an electric clutch
which automatically engages or disengages the compressor to the belt drive system of the compressor.
An electrical blower is mounted on the aft side of the rear cabin panel. Air from the baggage area is
drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets
located adjacent to each occupant.
The switches and temperature control are located on the lower right side of the instrument panel in
the climate control center panel. The temperature control regulates the desired temperature of the cabin.
Turn the control clockwise for increased cooling, counterclockwise for decreased cooling.
Located inboard of the temperature control is 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 is located to the left of the radio stack in front of the pilot. The
light illuminates whenever the condenser door is open and remains on until the door is closed.
A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.
Whenever the throttle is in the full throttle position, it actuates a micro switch which disengages the
compressor and retracts the scoop. This is done to obtain maximum power and maximum rate of climb.
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.
*Optional equipment
ISSUED: JULY 11, 1977
REVISED: APRIL 13, 1979
REPORT: VB-880
7-25
SECTION 7
DESCRIPTION AND OPERATION
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
7.39 CARBURETOR ICE DETECTION SYSTEM*
A carburetor ice detection system is available as optional equipment.
The system consists of a control box mounted on instrument panel, a probe sensor mounted in the
carburetor and a red warning light to indicate the presence of ice in the carburetor. If ice is present apply full
carburetor heat. Refer to 3.28. Carburetor Icing, in the emergency procedures. To adjust the system for critical
ice detection, first turn on the airplanes master switch and then turn on the ice detection unit. Turn the
sensitivity knob fully counter clockwise causing the carb ice light to come on. Now rotate the sensitivity knob
back (clockwise) until the ice light just goes out. This establishes the critical setting.
WARNING
This instrument is approved as optional equipment only and Flight
Operations should not be predicated on its use.
*Optional equipment
REPORT: VB-880
7-26
ISSUED: JULY 11, 1977
REVISED: MAY 30, 1980
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph
No.
Page
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.17
8.19
8.21
8.23
8.25
8.27
8.29
8-1
8-3
8-4
8-5
8-6
8-8
8-8
8-10
8-11
8-11
8-11
8 14
8-14
8-14
8-16
General .................................................................................................................................................
Airplane Inspection Periods .................................................................................................................
Preventive Maintenance .......................................................................................................................
Airplane Alterations .............................................................................................................................
Ground Handling..................................................................................................................................
Engine Air Filter ..................................................................................................................................
Brake Service .......................................................................................................................................
Landing Gear Service...........................................................................................................................
Propeller Service ..................................................................................................................................
Oil Requirements .................................................................................................................................
Fuel System..........................................................................................................................................
Tire Inflation ........................................................................................................................................
Battery Service .....................................................................................................................................
Cleaning ...............................................................................................................................................
Cold Weather Operation.......................................................................................................................
REPORT: VB-880
8-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1
GENERAL
This section provides general guidelines relating to the handling, servicing and maintenance of the
Cherokee Warrior II. For complete maintenance instructions, refer to the PA-28 Service Manual.
WARNING
Inspection, maintenance and parts requirements for all non-PIPER approved STC
installations are not included in this handbook. When a non-PIPER approved STC
installation is incorporated on the airplane, those portions of the airplane affected by the
installation must be inspected in accordance with the inspection program published by the
owner of the STC. Since non-PIPER approved STC installations may change systems
interface, operating characteristics and component loads or stresses on adjacent
structures, PIPER provided inspection criteria may not be valid for airplanes with
non-PIPER approved STC installations.
WARNING
Modifications must be approved in writing by PIPER prior to installation. Any and all
other installations, whatsoever, of any kind will void this warranty in it’s entirety.
WARNING
Use only genuine PIPER parts or PIPER approved parts obtained from PIPER approved
sources, in connection with the maintenance and repair of PIPER airplanes.
Genuine PIPER parts are produced and inspected under rigorous procedures to insure
airworthiness and suitability for use in PIPER airplane applications. Parts purchased
from sources other than PIPER, even though identical in appearance, may not have had
the required tests and inspections performed, may be different in fabrication techniques
and materials, and may be dangerous when installed in an airplane.
Additionally, reworked or salvaged parts or those parts obtained from non-PIPER
approved sources, may have service histories which are unknown or cannot be
authenticated, may have been subjected to unacceptable stresses or temperatures or may
have other hidden damage not discernible through routine visual or nondestructive
testing. This may render the part, component or structural assembly, even though
originally manufactured by PIPER, unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility for malfunctions, failures, damage or injury
caused by use of non-PIPER approved parts.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 25, 2005
REPORT: VB-880
8-1
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.1
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
GENERAL (continued)
Every owner should stay in close contact with an authorized Piper Service Center or Piper’s Customer
Services Department to obtain the latest information pertaining to their airplane, and to avail themselves of
Piper’s support systems.
Piper 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, from time to time, issues service releases
including Service Bulletins, Service Letters, Service Spares Letters, and others relating to the airplane.
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 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.
Maintenance 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
insure proper response.
REPORT: VB-880
8-2
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 25, 2005
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
8.3
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
AIRPLANE INSPECTION PERIODS
WARNING
All inspection intervals, replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., recommended by PIPER are solely based on the use
of new, remanufactured or overhauled PIPER approved parts. If parts are designed,
manufactured, remanufactured, overhauled and/or approved by entities other than
PIPER, then the data in PIPER’S maintenance/service manuals and parts catalogs are no
longer applicable and the purchaser is warned not to rely on such data for non-PIPER
parts. All inspection intervals, replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., for such non-PIPER parts must be obtained from
the manufacturer and/or seller of such non-PIPER parts.
Piper has developed inspection items and required inspection intervals for the PA-28 (see the latest
revision of the 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 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, instructions issued by the
engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the FAA.
A Progressive Inspection, approved by the Federal Aviation Administration (FAA), is also available to the
owner. This involves routine and detailed inspections to allow maximum utilization of the airplane.
Maintenance inspection costs are reduced, and the maximum standard of continued airworthiness is
maintained.
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 internal condition of the engine. To be accurate, induction
air filters must be cleaned or changed regularly, and oil samples must be taken and sent in at regular
intervals.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 25, 2005
REPORT: VB-880
8-3
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
8.5 PREVENTIVE MAINTENANCE
The holder of a pilot certificate issued under Federal Aviation Regulations (FAR) Part 61 may perform
certain preventive maintenance as defined in the FARs. This maintenance may be performed only on an aircraft
which the pilot owns and operates, and which is not used in air carrier or air taxi/commercial operations
service.
All other aircraft maintenance must be accomplished by a person or facility appropriately certificated by the
Federal Aviation Administration (FAA) to perform that work.
Anytime maintenance is accomplished, an entry must be made in the appropriate aircraft maintenance
records. The entry shall include:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
REPORT: VB-880
8-4
ISSUED: DECEMBER 16, 1976
REVISED: SEPTEMBER 13, 1990
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.7 AIRPLANE ALTERATIONS
If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.
Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & P
mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not
covered by AC 43.13-2 require a Supplemental Type Certificate.
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-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:
(1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and Alteration Form
FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not 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.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
8-5
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
8.9 GROUND HANDLING
(a)
Towing
The airplane may be moved on the ground by the use of the nose wheel steering bar that is
stowed below the forward ledge of the baggage compartment or by power equipment that will
not damage or excessively strain the nose gear steering assembly. Towing lugs are incorporated as
part of the nose gear fork.
CAUTION
When towing with power equipment, do not turn the nose gear
beyond its steering radius in either direction, as this will result in
damage to the nose gear and steering mechanism.
CAUTION
Do not tow the airplane when the controls are secured.
In the event towing lines are necessary, ropes should be attached to both main gear struts as
high up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not
less than fifteen feet, and a qualified person should ride in the pilot’s seat to maintain control by
use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel should be instructed and approved
by a qualified person authorized by the owner. Engine starting and shut-down procedures as well
as taxi techniques should be covered. When it is ascertained that the propeller back blast and taxi
areas are clear, power should be applied to start the taxi roll, and the following checks should be
performed:
(1) Taxi a few feet forward and apply the brakes to determine their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or other stationary objects. If
possible, station an observer outside the airplane.
(4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or taxiing over ground
containing loose stones, gravel, or any loose material that may cause damage to the
propeller blades.
REPORT: VB-880
8-6
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(c)
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
Parking
When parking the airplane, be sure that it is sufficiently protected from adverse weather
conditions and that it presents no danger to other aircraft. When parking the airplane for any
length of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and depressing the knob on
the handle. To release the parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward.
CAUTION
Care should be taken when setting brakes that are overheated or
during cold weather when accumulated moisture may freeze a
brake.
(3) Aileron and stabilator controls should be secured with the front seat belt and chocks
used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and protection. The following
procedures should be used for the proper mooring of the airplane:
(1) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt through the control
wheel and pulling it snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately
45 degree angles to the ground. When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip knots. Do not use
plain slip knots.
NOTE
Additional preparations for high winds include using tie-down
ropes from the landing gear forks and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the pitot head cover before
flight.
(7) Cabin and baggage doors should be locked when the airplane is unattended.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
8-7
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
8.11 ENGINE AIR FILTER
The wet-type polyurethane foam air filter must be inspected at least once every fifty hours. Under
extremely adverse operating conditions, it may be necessary to inspect the filter more frequently. The filter
is disposable and inexpensive and a spare should be kept on hand for a rapid replacement.
(a)
Removal Of Engine Air Filter
The filter is located in the lower right front of the engine compartment and may be removed
by the following procedure:
(1) Open the right side of the engine cowling.
(2) Loosen each of the four quarter-turn fasteners securing the air filter cover.
(3) Separate the cover and remove the filter.
(4) Inspect the filter. If it is excessively dirty or shows any damage, replace it immediately.
(b) Installation Of Engine Air Filter
When replacing the filter, install the filter in the reverse order of removal.
8.13 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level
should be checked periodically or at every 50 hour inspection and replenished when necessary. The brake
reservoir is located on the fire wall in the engine compartment. If the entire system must be refilled, fill
with fluid under pressure from the brake end of the system. This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If after extended service brake blocks become
excessively worn, they should be replaced with new segments.
REPORT: VB-880
8-8
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
BRAKE SYSTEM
Figure 8-1
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
8-9
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
8.15 LANDING GEAR SERVICE
The main landing gears use 6.00 x 6 wheels and the nose gear carries a 5.00 x 5 wheel. All three tires
are four-ply rating, type III tires with tubes. (Refer to paragraph 8.23).
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and the two bolts holding the
brake segment in place. Mark tire and wheel for reinstallation; then dismount by deflating the tire,
removing the three through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on the units. The main oleos
should be extended under normal static load until 4.50 ± .25 inches of oleo piston tube is exposed, and the
nose gear should show 3.25 ± .25 inches. 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. 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 aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be
used. At least 250 pounds of ballast should be placed on the base of the tail stand before the airplane is
jacked up. The hydraulic jacks should be placed under the jack points on the bottom of the wing and the
airplane jacked up until the tail skid is at the right height to attach the tail stand. After the tail stand is
attached and the ballast added, jacking may be continued until the airplane is at the height desired.
The steering arms from the rudder pedals to the nose wheel are adjusted at the nose wheel by turning
the threaded rod end bearings in or out. Adjustment is normally accomplished at the forward end of the
rods and should be done in such a way that the nose wheel is in line with the fore and aft axis of the plane
when the rudder pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing
the airplane back and forth with the rudder centered to determine that the plane follows a perfectly
straight line. The turning arc of the nose wheel is 30.0° ± 2° in either direction and is limited by stops on
the bottom of the forging.
The rudder pedal arm stops should be carefully adjusted so that the pedal arms contact the stops just
after the rudder hits its stops. This guarantees that the rudder will be allowed to move through its full
travel.
REPORT: VB-880
8-10
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
8.17 PROPELLER SERVICE
The spinner and backing plate should be cleaned and inspected for cracks. Before each flight the propeller
should be inspected for nicks, scratches, and corrosion. If found, they should be repaired as soon as possible by a
rated mechanic, since a nick or scratch causes an area of increased stress which can lead to serious cracks or the
loss of a propeller tip. The back face of the blades should be painted when necessary with flat black paint to retard
glare. To prevent corrosion, the surface should be cleaned and waxed periodically.
8.19 OIL REQUIREMENTS
The oil capacity of engine is 8 quarts, and the minimum safe quantity is 2 quarts. It is recommended that
engine oil be drained and renewed every 50 hours. The oil filter element should be changed every 50 hours of
operation. The interval between oil and oil filter changes should not exceed a total of four (4) months. Under
unfavorable dusty conditions, the oil and oil filter should be changed more frequently.
The following seasonal aviation oil grades and seasonal ambient temperature ranges are recommended.
MIL-L-22851
Average Ambient
MIL-L-6082B
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 20W-40
Below 10°F
20
30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter grade oil.
NOTE
Refer to the latest issue of Textron Lycoming Service Instruction 1014 (Lubricating
Recommendations) for further information.
8.21 FUEL SYSTEM
(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, in the electric fuel pumps, and at the
carburetor inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)
The minimum aviation grade fuel for the PA-28-161 is 100. Since the use of lower grades can
cause serious engine damage in a short period of time, the engine warranty is invalidated by the use of
lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial grade 100/130 should be used.
(See Fuel Grade Comparison Chart, Page 8-12.) Refer to the latest issue of Lycoming Service
Instruction No. 1070 for additional information.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT:VB-880
8-11
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
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
Fuel Grades (ASTM-D910)
Current Commercial
Fuel Grades (ASTM-D910-75)
Current Military
Fuel Grades (MIL-G-5572E)
Amendment No. 3
Grade
Color
Max. TEL
ml/U.S. gal.
Grade
Color
Max. TEL
ml/U.S. gal.
Grade
Color
Max. TEL
ml/U.S. gal
80/87
91/98
100/130
115/145
red
blue
green
purple
0.5
2.0
3.0
4.6
80
*100LL
100
none
red
blue
green
none
0.5
2.0
**3.0
none
80/87
none
100/130
115/145
red
none
green
purple
0.5
none
**3.0
4.6
* - Grade 100LL fuel in some over seas countries is currently colored green and designated as 100L.
** - Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL content of up to 4 ml/U.S.
gallon are approved for use in all engines certificated for use with grade 100/130 fuel.
The operation of the aircraft is approved with an anti-icing additive in the fuel. When anti-icing additive is
used it must meet the specification MIL-I-27686, must be uniformly blended with the fuel while refueling, must
not exceed 0.15% by volume of the refueled quantity, and to ensure its effectiveness should be blended at not less
than 0.10% by volume. One and one half liquid ozs. per ten gallon of fuel would fall within this range. A blender
supplied by the additive manufacturer should be used. Except for the information contained in this section, the
manufacturer’s mixing or blending instructions should be carefully followed.
CAUTION
Assure that the additive is directed into the flowing fuel stream. The
additive flow should start after and stop before the fuel flow. Do not
permit the concentrated additive to come in contact with the aircraft
painted surfaces or the interior surfaces of the tanks.
Some fuels have anti-icing additives pre-blended in the fuel at the
refinery, so no further blending should be performed.
Fuel additive can not be used as a substitute for preflight draining of
the fuel system drains.
REPORT: VB-880
8-12
ISSUED:DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
FUEL DRAIN
Figure 8-3
(c)
Filling Fuel Tanks
Observe all required precautions for handling gasoline. Fuel is stored in two twenty-five gallon
(24 usable) tanks.
(d)
Draining Fuel Strainer, Sumps and Lines
The fuel system sumps and strainer should be drained daily prior to the first flight and after
refueling to avoid the accumulation of contaminants such as water or sediment. Each fuel tank is
equipped with an individual quick drain located at the lower inboard rear corner of the tank. The
fuel strainer is equipped with a quick drain located on the front lower corner of the firewall. Each of
the fuel tank sumps should be drained first. Then the fuel strainer should be drained twice, once with
the fuel selector valve on each tank. Each time fuel is drained, sufficient fuel should be allowed to
flow to ensure removal of contaminants. This fuel should be collected in a suitable container,
examined for contaminants. and then discarded.
CAUTION
When draining any amount of fuel, care should be taken to ensure
that no fire hazard exists before starting the engine.
After draining, each quick drain should be checked to make sure it
has closed completely and is not leaking.
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
REPORT: VB-880
8-13
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
(e)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
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.
8.23 TIRE INFLATION
For maximum service from the tires, keep them inflated to the proper pressures - 30 psi for the nose
gear and 24 psi for the main gear. All wheels and tires are balanced before original installation, and the
relationship of tire, tube and wheel should be maintained upon reinstallation. Unbalanced wheels can cause
extreme vibration in the landing gear; therefore, in the installation of new components, it may be necessary
to rebalance the wheels with the tires mounted. When checking tire pressure, examine the tires for wear,
cuts, bruises, and slippage.
8.25 BATTERY SERVICE
Access to the 12-volt battery is obtained by raising the rear seat and removing the cover of the battery
box. The plastic battery box has a drain tube which is normally closed off with a cap and which should be
opened occasionally to drain off any accumulation of liquid.
The battery should be checked for proper fluid level. DO NOT fill the battery above the baffle plates.
DO NOT fill the battery with acid - use only water. A hydrometer check will determine the percent of
charge in the battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and finishing with a 2 amp rate.
Quick charges are not recommended.
8.27 CLEANING
(a)
Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape on the magneto vents to
prevent any solvent from entering these units.
(1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture
of solvent and degreaser. In order to remove especially heavy dirt and grease deposits,
it may be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator, vacuum pump, starter, or
air intakes.
(3) Allow the solvent to remain on the engine from five to ten minutes. Then rinse the
engine clean with additional solvent and allow it to dry.
REPORT: VB-880
8-14
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
CAUTION
Do not operate the engine until excess solvent has evaporated or
otherwise been removed.
(4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication
Chart.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar material over the wheel and
brake assembly.
(1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as
desired. Where heavy grease and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes. Then rinse the gear
with additional solvent and allow to dry.
(4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
(c)
Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh abrasives or alkaline soaps
or detergents could make scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To wash the airplane, use the
following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted surfaces. Soft cleaning cloths
or a chamois should 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.
(d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic cleaner. Use a soft cloth
or sponge in a straight back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon tetrachoride,
thinner, acetone, or window cleaning sprays.
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
REPORT: VB-880
8-15
SECTION 8
HANDLING, SERVICING AND MAINTENANCE
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly
with a soft cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing out the scratch with
jeweler’s rouge. Smooth both sides and apply wax.
(e)
Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle brush, and vacuum where
necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner
suitable for the material. Carefully follow the manufacturer’s instructions. Avoid soaking
or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand soap and water.
(f)
Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or vacuum. For soiled spots
and stubborn stains use a noninflammable dry cleaning fluid. Floor carpets may be removed and
cleaned like any household carpet.
8.29 COLD WEATHER OPERATION
For cold weather operation a winterization plate is installed on the inlet opening of the oil cooler. This
plate should be installed whenever the ambient temperature reaches 50°F or less. The plate should be
removed and stored in the cockpit when the ambient temperature exceeds 50°F.
It is recommended that an optional Engine Breather Tube Winterization Kit be installed for cold
weather operation. This kit is available through your Piper Dealer/Distributor.
REPORT: VB-880
8-16
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/ Supplement
No.
Page
No.
9.1
General .................................................................................................................................................
9-1
1
2
3
4
5
6
AutoFlite II Autopilot Installation .......................................................................................................
AutoControl IIIB Autopilot Installation ..............................................................................................
Piper Electric Pitch Trim......................................................................................................................
Air Conditioning Installation ...............................................................................................................
Century 21 Autopilot ...........................................................................................................................
Piper Control Wheel Clock Installation ...............................................................................................
9-3
9-5
9-9
9-11
9-15
9-19
99-
7
8
Avidyne IFD540 GPS/NAV/COM.........................................................................................
L3 LYNX NGT-9000 ADS-B transponder.............................................................................
REPORT: VB-880
9-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are necessary for efficient
operation of the airplane when equipped with one or more of the various optional systems and equipment
not provided with the standard airplane.
All of the Supplements provided by this section are “FAA Approved” and consecutively numbered as a
permanent part of this Handbook. The information contained in each Supplement applies only when the
related equipment is installed in the airplane.
ISSUED: DECEMBER 16, 1976
REPORT: VB-880
9-1
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
9-2
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 1
AUTOFLITE II AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional
AutoFlite II Autopilot is installed. The information contained within this supplement is to be used in
conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this handbook based on
EDO-AIRE Mitchell STC SA3066SW-D and must remain in this handbook at all times when the optional
AutoFlite II Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot operation prohibited above 155 KIAS. (Autopilot Vmo)
(b) Autopilot must be “OFF” for takeoff and landing.
SECTION 3 - EMERGENCY PROCEDURES
(a) In case of malfunction, depress disconnect switch on pilot’s control wheel, or overpower
autopilot at either control wheel.
(b) AutoFlite II master switch - OFF.
(c) In climb, cruise or descent configuration a malfunction with a 3 second delay in recovery
initiation may result in 60° bank and 320 foot altitude loss.
(d) In approach configuration, coupled or uncoupled, a malfunction with a 1 second delay in
recovery initiation may result in 15° bank and 20 foot altitude loss.
SECTION 4 - NORMAL PROCEDURES
AUTOFLITE II PREFLIGHT INSPECTION
(a) AutoFlite II master switch - ON.
(b) Rotate turn command knob to left and right. Aircraft control wheels should rotate in
corresponding directions.
(c) With AutoFlite II on, rotate aircraft control wheel to left and right. Only light forces should be
required to override roll servo clutch.
(d) AutoFlite II master switch - OFF - rotate control wheel left and right to assure disengagement.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
9-3
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
AUTOFLITE II IN-FLIGHT PROCEDURE
(a)
Engagement
(1) Check turn command knob in center detent position.
(2) AutoFlite II master switch - ON.
(b) Disengagement
(1) AutoFlite II master switch - OFF.
(c)
Heading Changes
(1) Move trim knob on instrument for drift correction from a constant heading.
(2) Move turn command knob for left or right banked turns. Rotation of knob to stop will yield an
appropriate bank angle to obtain an approximate standard rate turn. Intermediate settings
may be used for lesser turn rates.
(d) OMNI Tracker
(1) Turn command knob - move to center detent position and push IN to engage tracker.
Aircraft will track desired radial established on NAV 1 (or as selected, if equipped with a
NAV selector switch).
NOTE
Tracker must be engaged within 10° of being “on course,” i.e.
VOR course needle centered and aircraft heading within 10° of
VOR course.
(2) Trim knob - push IN for high sensitivity. Use high sensitivity position for localizer tracking
and as desired for OMNI tracking.
(e)
Maintain directional trim during all autopilot operations.
PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot’s Operating Handbook are
necessary for this supplement.
REPORT: VB-880
9-4
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 2
AUTOCONTROL IIIB AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional Piper
AutoControl IIIB Autopilot is installed. The information contained within this supplement is to be
used in conjunction with the complete handbook.
This supplement has been FAA Approved as a permanent part of this handbook based on EDO-AIRE
Mitchell STC SA3065SW-D and must remain in this handbook at all times when the optional Piper AutoControl
IIIB Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot operation prohibited above 155 KIAS. (Autopilot VMO)
(b) Autopilot must be OFF for takeoff and landing.
SECTION 3 - EMERGENCY PROCEDURES
(a)
In an emergency the AutoControl IIIB can be disconnected by:
(1) Pushing the A/P ON-OFF rocker switch - OFF.
(b) The autopilot can be overpowered at either control wheel.
(c) An autopilot runaway, with a 3 second delay in the initiation of recovery while operating in climb, cruise
or descending flight, could result in a 60° bank and 320 foot altitude loss.
(d) An autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach operation,
coupled or uncoupled, could result in an 15º bank and 20 foot altitude loss.
(e) Emergency operation with optional NSD 360 and NSD 360A (HST) - Slaved and/or Non-Slaved:
NSD 360
(1) Appearance of HDG Flag:
a. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg. min.).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card - pull circuit breaker and use magnetic compass for directional data.
NOTE
If heading card is not operational, autopilot should not be used.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT:VB-880
9-5
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(3) With card disabled:
a. VOR and Glide Slope displays are still functional; use card set to rotate card to aircraft
heading for correct picture.
b. Localizer - left-right information still usable. Flag information is disabled - compare
needle with No. 2 indicator for valid left-right needle operation.
(4) Slaving Failure - (i.e. failure to self-correct for gyro drift):
a. Check gyro slaving switch is set to No. 1 position.
b. Check for HDG Flag.
c. Check compass circuit breaker.
d. Reset heading card while observing slaving meter.
e. Select slaving amplifier No. 2 (gyro slaving switch is set to No. 2 position).
f.
Reset heading card while checking slaving meter.
g. Switch to free gyro and periodically set card as unslaved gyro.
NSD 360A (Instrument with red-white striped NAV-HDG Flags)
(1) The emergency procedures for the NSD 360A remain identical to those listed for the NSD
360 (above), except that the presence of the NAV Flag on a localizer frequency invalidates
the NAV left-right information. Usable navigation data will be indicated in both VOR and
Localizer modes by the absence of the NAV Flag, whether the card is disabled or not.
(2) In the localizer mode the “TO-FROM” arrows may remain out of view, depending upon the
design of the NAV converter used in the installation.
SECTION 4 - NORMAL PROCEDURES
PREFLIGHT
(a)
AUTOPILOT
(1) Place radio coupler in HDG mode (if installed) and place the A/P “ON-OFF” switch to the
“ON” position to engage roll section. Rotate roll command knob left and right and observe
that control wheel describes a corresponding left and right turn, then center knob.
(2) Set proper D.G. heading on D.G. and turn HDG bug to aircraft heading. Engage HDG mode
rocker switch and rotate HDG bug right and left. Aircraft control wheel should turn same
direction as bug. Grasp control wheel and manually override servo, both directions.
(b) RADIO COUPLER - (OPTIONAL)
(1) Tune and identify VOR or VOT station. Position radio coupler to OMNI mode. Engage
autopilot “ON” and HDG switches. Set HDG bug to aircraft heading and rotate OBS to
cause OMNI indicator needle to swing left and right slowly. Observe that control wheel
rotates in direction of needle movement.
(2) Disengage A/P “ON-OFF” switch. Reset radio coupler control to HDG.
IN-FLIGHT
(a)
Trim airplane (ball centered).
(b) Check air pressure or vacuum to ascertain that the directional gyro and attitude gyro are receiving
sufficient air.
REPORT: VB-880
9-6
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
(c)
SECTION 9
SUPPLEMENTS
Roll Section:
(1) To engage, center roll knob, push A/P “ON-OFF” switch to “ON” position. To turn, rotate
console roll knob in desired direction. (Maximum angle of bank should not exceed 30°.)
(2) For heading mode, set directional gyro with magnetic compass. Push directional gyro HDG
knob in, rotate bug to aircraft heading. Push console heading rocker (HDG) switch to “ON”
position. To select a new aircraft heading, push D.G. heading knob “IN” and rotate, in
desired direction of turn, to the desired heading.
(d) Radio Coupling VOR-ILS with H.S.I. (Horizontal Situation Indicator) Type Instrument Display (Optional)
(1) VOR Navigation
a. Tune and identify VOR station. Select desired course by rotating CRS knob of H.S.I.
b. Select OMNI mode on radio coupler.
c. Select HDG mode on autopilot console to engage coupler. Aircraft will turn to a 45°
intercept angle to intercept the selected VOR course. Intercept angle magnitude
depends on radio needle off course magnitude, 100% needle deflection will result in
45° intercept with the intercept angle diminishing as the needle offset diminishes.
d. NAV mode - NAV mode provides reduced VOR sensitivity for tracking weak, or noisy
VOR signals. NAV mode should be selected after the aircraft is established on course.
(2) ILS-LOC Front Course
a. Set inbound, front, localizer course on H.S.I.
b. Select LOC-Normal on radio coupler to intercept and track inbound on localizer.
Select LOC-REV to intercept and track outbound to the procedure turn area.
c. Select HDG mode on autopilot console to engage coupler.
(3) ILS - Back Course
a. Set inbound, front localizer course on H.S.I.
b. Select LOC-REV on radio coupler to intercept and track inbound on the back localizer
course. Select LOC-NORM to intercept and track outbound on the back course to the
procedure turn area.
c. Select HDG mode on autopilot console to engage coupler.
(e)
Radio Coupling - VOR-ILS with standard directional gyro. (Optional)
Radio coupler operation in conjunction with a standard directional gyro and VOR-LOC
display differs from operation with an integrated display (H.S.I.) only in one respect. The HDG
bug is used as the radio course datum and therefore must be set to match the desired VOR course
as selected on the OBS.
(1) For VOR intercepts and tracking:
Select the desired VOR course and set the HDG bug to the same heading. Select
OMNI mode on the coupler and HDG mode on the autopilot console.
(2) For ILS Front Course intercepts and tracking:
Tune the localizer frequency and place the HDG bug on the inbound, front course
heading. Select LOC-NORM mode on the coupler and HDG mode on the autopilot
console.
(3) For LOC Back Course intercepts and tracking:
Tune the localizer frequency and place the HDG bug on the inbound course
heading to the airport. Select LOC-REV mode with coupler and HDG mode on the
autopilot console.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
REPORT: VB-880
9-7
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of the Pilot’s Operating Handbook are
necessary for this supplement.
REPORT: VB-880
9-8
ISSUED: DECEMBER 16, 1976
REVISED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 3
PIPER ELECTRIC PITCH TRIM
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional Piper
Electric Pitch Trim is installed. The information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement has been FAA Approved as a permanent part of this handbook and must remain in this
handbook at all times when the optional Piper Electric Pitch Trim is installed.
SECTION 2 - LIMITATIONS
No changes of the basic limitations provided by Section 2 of this Pilot’s Operating Handbook are necessary for
this supplement.
SECTION 3
(a)
In case of malfunction, disconnect electric pitch trim by advancing pitch trim switch on instrument panel
to OFF position.
(b) In an emergency, electric pitch trim may be overpowered using manual pitch trim.
(c) In cruise configuration, malfunction results in 10° pitch change and 200 ft altitude variation.
(d) In approach configuration, a malfunction can result in a 5° pitch change and 50 ft altitude loss.
SECTION 4 - NORMAL PROCEDURES
The electric trim system may be turned ON or OFF by a switch located above the ignition switch. The pitch
trim may be changed when the electric trim system is turned on either by moving the manual pitch trim control
wheel or by operating the trim control switch on the pilot’s control yoke.
SECTION 5 - PERFORMANCE
No changes of the basic performance provided by Section 5 of this Pilot’s Operating Handbook are necessary
for this supplement.
ISSUED: DECEMBER 16, 1976
REVISED: APRIL 17, 1989
REPORT:VB-880
9-9
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
9-10
ISSUED: DECEMBER 16, 1976
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 4
AIR CONDITIONING INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the efficient operation of the airplane when the
optional air conditioning system is installed. The information contained within this supplement is to be
used “as described” in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this handbook and must remain in
this handbook at all times when the optional air conditioning system is installed.
SECTION 2 - LIMITATIONS
(a) To insure maximum climb performance the air conditioner must be turned “OFF” manually
prior to takeoff to disengage the compressor and retract the condenser door. Also the air
conditioner must be turned “OFF” manually before the landing approach in preparation for a
possible go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls when the air conditioner is
installed:
“WARNING - AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE.”
In full view of the pilot, to the right of the engine gauges (condenser door light):
“AIR COND DOOR
OPEN”
SECTION 3 - EMERGENCY PROCEDURES
No changes to the basic Emergency Procedures provided by Section 3 of this Pilot’s Operating
Handbook are necessary for this supplement.
ISSUED: JULY 11, 1977
REPORT: VB-880
9-11
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 4 - NORMAL PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation as follows:
(a)
Check aircraft master switch “ON.”
(b) Turn the air conditioner control switch to “ON” and the fan switch to one of the operating
positions - the “AIR COND DOOR OPEN” warning light will turn on, thereby indicating proper
air conditioner condenser door actuation.
(c)
Turn the air conditioner control switch to “OFF” - the “AIR COND DOOR OPEN” warning
light will go out, thereby indicating the air conditioner condenser door is in the up position.
(d) If the “AIR COND DOOR OPEN” light does not respond as specified above, an air conditioner
system or indicator bulb malfunction is indicated and further investigation should be conducted
prior to flight.
The above operational check may be performed during flight if an in flight failure is suspected.
The condenser door light is located to the right of the engine instrument cluster in front of the pilot.
The door light illuminates when the door is open and is off when the door is closed.
SECTION 5 - PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise speed and range. Power from the
engine is required to run the compressor, and the condenser door, when extended, causes a slight increase in
drag. When the air conditioner is turned off there is normally no measurable difference in climb, cruise or
range performance of the airplane.
NOTE
To insure maximum climb performance the air conditioner must
be turned off manually before takeoff to disengage the compressor
and retract the condenser door. Also the air conditioner must be
turned off manually before the landing approach in preparation
for a possible go-around.
Although the cruise speed and range are only slightly affected by the air conditioner operation, these
changes should be considered in preflight planning. To be conservative, the following figures assume that
the compressor is operating continuously while the airplane is airborne. This will be the case only in
extremely hot weather.
(a)
The decrease in true airspeed is approximately 4 KTS at all power settings.
(b) The decrease in range may be as much as 32 nautical miles for the 48 gallon capacity.
REPORT: VB-880
9-12
ISSUED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
The climb performance is not compromised measurably with the air conditioner operating since the
compressor is declutched and the condenser door is retracted, both automatically, when a full throttle
position is selected. When the full throttle position is 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.
ISSUED: JULY 11, 1977
REPORT: VB-880
9-13
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
9-14
ISSUED: JULY 11, 1977
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 5
CENTURY 21 AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the opitonal
Century 21 Auotpilot is installed in accordance with STC SA3352SW. The information contained within this
supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this handbook and must remain in
this handbook at all times when the optional Century 21 Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot operation prohibited above 155 KIAS.
(b) Autopilot OFF during takeoff and landing.
SECTION 3 - EMERGENCY PROCEDURES
(a)
AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilot is not performing as commanded,
do not attempt to identify the problem. Regain control of the aircraft by overpowering and
immediately disconnecting the autopilot by depressing the AP ON-OFF switch on the programmer
OFF.
Do not operate until the system failure has been identified and corrected.
(1) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent with a 3 second delay in
recovery initiation could reslut in as much as 60° of bank and 320' altitude loss.
Maximum altitude loss was recorded at 155 KIAS during descent.
b. An autopilot malfunction during an approach with a 1 second delay in recovery initiation
could result in as much as 15° bank and 20' altitude loss. Maximum altitude loss
measured in approach configurations and operating either coupled or uncoupled.
(b) COMPASS SYSTEM
(1) Emergency Operation With Optional NSD 360A (HSI) Slaved and/or Non-Slaved:
NSD 360A
a. Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg. min.)
2. Check compass circuit breaker.
3. Observe display for proper operation.
ISSUED: AUGUST 14, 1980
REPORT: VB-880
9-15
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
b.
To disable heading card - pull circuit breaker and use magnetic compass for directional
data.
NOTE
If heading card is not operational, autopilot should not be used.
c.
d.
With card disabled VOR/Localizer and Glide Slope displays are still functional: use card
set to rotate card to aircraft heading for correct picture.
Slaving Failure - (i.e. failure to self correct for gyro drift):
1. Check gyro slaving switch is set to No. 1 position (if equipped with Slave No. 1 No. 2 switch) or “Slaved” position when equipped with Slaved and Free Gyro Mode
Switch.
2. Check for HDG Flag.
3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter.
NOTE
Dead slaving meter needle or a needle displaced fully one direction
indicates a slaving system failure.
5.
6.
Select slaving amplifier No. 2 if equipped.
Reset heading card while checking slaving meter. If proper slaving indication is not
obtained, switch to free gyro mode and periodically set card as an unslaved gyro.
NOTE
In the localizer mode, the “TO-FROM” arrows may remain out of
view, depending upon the design of the NAV converter used in the
installation.
SECTION 4 - NORMAL PROCEDURES
Refer to Edo-Aire Mitchell Century 21 Autopilot Operator’s Manual. P/N 68S805, dated 1-79 for
Autopilot Description and Normal Operating Procedures.
(a)
PREFLIGHT PROCEDURES
NOTE
During system functional check the system must be provided
adequate D.C. voltage (12.0 VDC min.) and instrument air (4.2 in.
Hg. min.). It is recommended that the engine be operated to
provide the necessary power and that the aircraft be positioned in a
level attitude, during the functional check.
(b) AUTOPILOT WITH STANDARD D.G.
(1) Engage autopilot.
(2) Control wheel movement should correspond to HDG command input.
(3) Grasp control wheel and override roll servo actuator to assure override capability.
REPORT: VB-880
9-16
ISSUED: AUGUST 14, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
(4) With HDG bug centered select NAV or APPR mode and note control wheel movement
toward VOR needle offset.
(5) Select REV mode and note control wheel movement opposite VOR needle offset.
(6) Disengage autopilot.
(7) Check aileron controls through full travel to assure complete autopilot disengagement.
(c)
AUTOPILOT WITH COMPASS SYSTEM (NSD 360A)
(For other compass systems, refer to appropriate manufacturer’s instructions)
(1) Check slaving switch in slave or slave 1 or 2 position, as appropriate. (Slaving systems with
R.M.I. output provide only slave and free gyro positions.)
(2) Rotate card to center slaving meter - check HDG displayed with magnetic compass HDG.
(3) Perform standard VOR receiver check.
(4) Perform Steps (1) - (7) in Section 4 item (b) except in Steps (4) and (5) substitute course arrow
for HDG bug when checking control wheel movement in relation to L/R needle. HDG bug is
inoperative with NAV, APPR, or REV mode selected.
(d) IN-FLIGHT PROCEDURE
(1) Trim aircraft for existing flight condition (all axes).
(2) Rotate heading bug to desired heading. Engage autopilot.
(3) During maneuvering flight - control aircraft through use of the HDG bug. (HDG mode)
(4) For navigation operations select modes as required by the operation being conducted and in
accordance with the mode description provided in the Century 21 Operator’s Manual.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot’s Operating Handbook are
necessary for this supplement.
ISSUED: AUGUST 14, 1980
REPORT: VB-880
9-17
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-880
9-18
ISSUED: AUGUST 14, 1980
REVISED: DECEMBER 18, 1980
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 9
SUPPLEMENTS
SUPPLEMENT 6
PIPER CONTROL WHEEL CLOCK INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional Piper
control wheel clock is installed. The information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this handbook and must remain in
this handbook at all times when the optional Piper control wheel clock is installed.
SECTION 2 - LIMITATIONS
No changes of the basic limitations provided by Section 2 of this Pilot’s Operating Handbook are
necessary for this supplement.
SECTION 3 - EMERGENCY PROCEDURES
No changes of the basic Emergency Procedures provided by Section 3 of this Pilot’s Operating Handbook
are necessary for this supplement.
SECTION 4 - NORMAL PROCEDURES
(a)
SETTING
While in the CLOCK mode, the time and the date can be set by the operation of the RST button.
(b) DATE SETTING
Pressing the RST button once will cause the date to appear with the month flashing. Pressing the
ST-SP button will advance the month at one per second, or at one per push, until the right month
appears.
Pressing the RST button once again will cause the date to flash, and it can be set in a similiar
manner.
ISSUED: DECEMBER 18, 1980
REPORT: VB-880
9-19
SECTION 9
SUPPLEMENTS
(c)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
TIME SETTING
The RST button must now be pressed two times to cause the hours digits to flash. The correct hour
can be set in as described above.
Pressing the RST button once again will now cause the minutes digits to flash. The minutes should
be set to the next minute to come up at the zero seconds time mark. The RST button is pressed once
more to hold the time displayed. At the time mark, the ST-SP button is pressed momentarily to begin
the counting at the exact second.
If the minutes are not advanced when they are flashing in the set mode, pressing the RST button will
return the clock to the normal timekeeping mode without altering the minutes timing. This feature
is useful when changing time zones, when only the hours are to be changed.
(d) AUTOMATIC DATE ADVANCE
The calendar function will automatically advance the date correctly according to the four year
perpetual calendar. One day must be added manually on Feb. 29 on leap year. The date advances
correctly at midnight each day.
(e)
DISPLAY TEST
Pressing both the RST and ST-SP buttons at the same time will result in a display test function.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot’s Operating Handbook are
necessary for this supplement.
REPORT: VB-880
9-20
ISSUED: DECEMBER 18, 1980
REVISED: NOVEMBER 20, 1981
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
FAA Approved
Airplane Flight Manual Supplement
For
Piper Warrior PA28-161
_________________________________
Make and Model Airplane
with
Avidyne Integrated Flight Displays p/n 700-00182-XXX and 70000179-XXX
N3067D
Registration No. _________
28-7916159
Serial No. __________
This supplement must be attached to the applicable FAA Approved
Airplane Flight Manual when Avidyne 700-00182-XXX Integrated
Flight Display (IFD) and/or 700-00179-XXX Integrated Flight
Display installed in accordance with STC SA00343BO. The
information contained herein supplements or supersedes the basic
manual only in those areas listed. For limitations and procedures not
contained in this supplement consult the basic Airplane Flight
Manual.
FAA Approved
signed by
WILLIAM P Digitally
WILLIAM P WITZIG
Date: 2019.10.01
WITZIG
12:53:23 -04'00'
__________________________
:LOOLDP:LW]LJManager
Northeast Flight Test Section
Federal Aviation Administration
Burlington, MA
FAA APPROVED
Date: 2FW
Page 1 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
LOG OF REVISIONS
Revision
Number
00
Revised Pages
Description of Revisions
FAA Approval
Date
ALL
Initial Release
Robert Mann
Jul 24 2014
01
Pages 1,2, 3, 4, 5,
6, 7, 8, 9, 11, 15,
16, 17, 18, 21
Add IFD440 and Software
Release 10.1.0.0
-
-
02
Pages 13, 14, 19
AEG comments
Robert Mann
Jun 18 2015
03
Add models IFD410,
IFD510, IFD545, IFD550
and software version 10.2
-
-
04
Pages 2, 3, 4, 7,
8. 9, 10, 11, 12,
13, 18, 19, 20, 21,
24
Pages 4 - 24
Added 91.227 compliance
statement
-
-
05
Pages 11, 13, 22
Added limitation regarding
use of radar display, added
EmProc for disabling
wireless connectivity.ACO
comments incorporated
Anthony Pigott
Mar 06 2017
06
Pages 13
Added note regarding
IFD4XX FLTA aural alert
conflicts with other sensors
Anthony Pigott
Mar 20 2017
07
Pages 4, 5, 8, 26
Added TDR ADS-B out
compliance statement, BK
pilot guide references,
ADS-B in only limitations
W. Witzig
May 03 2019
08
Pages 4, 8, 26
Add ADS-B out
configurations. Revise
normal operations
description
::LW]LJ
2FW
A vertical black line in the margin shows revised portions of affected
pages.
FAA APPROVED
Date: 2FW
Page 2 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 1 – General
This airplane is equipped with an Avidyne p/n 700-00182-XXX
IFD5XX Integrated Flight Display (IFD) and /or Avidyne p/n 70000179-XXX IFD4XX Integrated Flight Display. Both part numbers
may be referred to in this document as simply IFD.
The IFD contains a GPS (SBAS) receiver (all IFD models), VHF
Nav/Com transceiver (IFD440, IFD540 and IFD550) and processing
to accomplish control, display, navigation and input/output to other
avionic systems. The IFD 545 and IFD550 include an internal ARS
and are capable of displaying attitude information and ego-centric
synthetic vision (SVS).
GPS/SBAS TSO-C146c Class 3 Operation
The IFD4XX and IFD5XX has airworthiness approval for navigation
using GPS and SBAS (Satellite Based Augmentation System
complying with ICAO Annex 10) for IFR en route, terminal area, and
non-precision approach operations (“GPS”, “or GPS”, and “RNAV
(GPS)” approaches). The IFD4XX and IFD5XX are approved for
approach procedures with vertical guidance including “LPV” and
“LNAV/VNAV” and approaches without vertical guidance including
“LP” and “LNAV”.
The IFD4XX and IFD5XX comply with the requirements for GPS
Class II oceanic and remote navigation (RNP-10) and (RNP-4)
without time limitations. A second navigation source may be required
for these operations to meet availability requirements.
Database Accuracy and Completeness
The operator is responsible to ensure that the navigation data used in
the unit has the accuracy, resolution, and timeliness appropriate for
the purpose of the flight operation being conducted. Using navigation
data from an Avidyne authorized supplier will ensure that the
navigation data has the same accuracy and resolution provided by
FAA APPROVED
Date: 2FW
Page 3 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
official sources, in a format compatible with the intended function of
the unit.
Avidyne requests that any observed database discrepancies are
reported. These discrepancies may be in the form of an incorrect
procedure, incorrectly identified terrain, obstacles, navigation fixes,
or any other displayed item used for navigation or communication in
the air or on the ground. Use the Service Hotline listed on the back
cover of the IFD4XX and IFD5XX Pilot Guides.
Avidyne accurately processes and validates the database data, but
cannot guarantee the accuracy and completeness of the data provided
by various state sources and their suppliers.
Avidyne Corporation holds a FAA Type 2 Letter of Acceptance
(LOA) in accordance with AC 20-153 for database integrity, quality,
and database management practices for the navigation database.
Flight crew and operators can view the LOA at www.avidyne.com.
ADS-B OUT Compliance
The IFD4XX and/or IFD5XX installed per this STC in conjunction
with the following transponders/ UAT transceivers have been shown
to meet the equipment requirements of 14 CFR 91.227 for ADS-B
OUT:
Garmin GTX330ES
Garmin GTX335/345
Collins TDR94(D)
Trig TT31
Bendix King KT74
IFD4XX and IFD5XX have been approved for ADS-B Out
compliance with other transponders under separate installation
approvals (STCs). Check the aircraft’s transponder or UAT
transceiver AFMS for the statement above indicating ADS-B out
compliance for the navigator and transmitter combination.
ADS-B In Only
The IFD4XX and/or IFD5XX installed per this STC may be
interfaced with an ADS-B UAT or 1090MHz receiver (ADS-B In)
that does not provide ADS-B out capability. If no ADS-B out system
FAA APPROVED
Page 4 of 26
P/N 600-00298-000
Date: 2FW
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
is installed, this installation will not be able to receive TIS-B client
status, and will not receive ADS-R or TIS-B broadcasts from ATC
unless the aircraft is in the same area as a valid TIS-B client
broadcasting that it has ADS-B In capability.
Figure 1. Avidyne IFD540 700-00182-XXX Integrated Flight
Display (IFD).
Volume / Power
/ Squelch Knob
USB Port
CDI Nav Source Knob
Frequency Swap
Line Select
Keys
Latch
Com/Nav Manual
Tuning Knob
FAA APPROVED
Date: 2FW
Page Function
Keys
Ambient
Light Sensor
Dedicated
Function Keys
Context Sensitive
IFD Knob
Page 5 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Figure 2. Avidyne IFD440 700-00179-XXX Integrated Flight
Display (IFD).
Volume / Power /
Squelch Knob
CDI Nav Source Knob
Ambient
Light Sensor
Frequency Swap
Line Select
Keys (LSKs)
Cam Latch
Com/Nav Manual
Tuning Knob
FAA APPROVED
Date: 2FW
Dedicated
Function Keys
Page Function
Keys
USB Port
Context Sensitive
IFD Knob
Page 6 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Figure 3. Avidyne IFD550 700-00182-XXX Integrated Flight
Display Ego-centric SVS.
FAA APPROVED
Date: 2FW
Page 7 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 2 – Limitations
1.
The appropriate IFD4XX and IFD5XX Integrated Flight
Display Pilot Guides must be available to the pilot during
all flight operations:
P/N 600-00300-001 for the IFD5XX Series
P/N 600-00304-000 for the IFD4XX Series
P/N 89000039-010 Bendix King AeroNav 900 and 910
P/N 89000041-008 Bendix King AeroNav 800
2.
For Class I airplanes (single engine, piston, under 6,000#
GTOW), a single IFD5XX or IFD4XX is sufficient for
flight under instrument flight rules (IFR). IFR is prohibited
when the GPS or VHF navigation receiver is inoperable
unless the airplane has an additional approved GPS and/or
VHF receiver.
For all other Airplanes (Class II, III and IV), dual VHF
communications transceivers and dual GPS or VHF
Navigation receivers are required for flight under
instrument flight rules (IFR). One communication
transceiver, or one GPS receiver, or one VHF navigation
receiver may be inoperable for IFR flight.
In all airplanes, an approved navigation display (external
CDI, HSI, or EHSI) is required for flight under instrument
flight rules (IFR).
3.
The IFD4XX and/or IFD5XX installed with an SBAS
approved antenna, provides pilot and automatic flight
control guidance for the following operations conducted
under instrument flight rules (IFR):
x VOR, LOC, ILS instrument approach procedures
(procedures using VHF radio guidance) – IFD440,
IFD540, IFD550 only
x RNP instrument approach procedures using the
following lines of minima:
o LNAV minima (including when using
advisory vertical guidance from the system);
FAA APPROVED
Page 8 of 26
P/N 600-00298-000
Date: 2FW
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
o LNAV/VNAV minima;
x
x
o LPV minima; and
o LP minima.
Note: The U.S. titles RNP instrument approach
procedures “RNAV (GPS) Rwy XX”. Other States may
use similar titling or may title these procedures “RNAV
(GNSS) Rwy XX”.
RNP terminal procedures, including RNP arrival
procedures and RNP departure procedures.
RNAV terminal procedures, including RNAV arrival
procedures and RNAV departure procedures.
The IFD4XX and/or IFD5XX when installed with a nonSBAS antenna, provide pilot and automatic flight control
guidance for the following operations conducted under
instrument flight rules (IFR):
x VOR, LOC, ILS procedures (procedures using VHF
radio guidance) – IFD440, IFD540, IFD550 only;
x RNP instrument approach procedures using the
following lines of minima:
o LNAV minima.
x RNP terminal procedures, including RNP arrival
procedures and RNP departure procedures.
x RNAV terminal procedures, including RNAV arrival
procedures and RNAV departure procedures.
4.
When GPS is available, the IFD440 and/or IFD540/550 ,
may serve as an RNAV alternate or substitute means of
navigation for ground-based navigation aids that are out-ofservice or unavailable.
5.
GPS/SBAS based IFR enroute, oceanic, and terminal
navigation is prohibited unless current Navigation and
Procedure databases are installed.
6.
Use of RNP terminal operations and RNP instrument
approach procedures containing RF leg segments (identified
on the approach plate) is prohibited.
FAA APPROVED
Date: 2FW
Page 9 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
7. In areas where SBAS coverage is not available, the pilot
must check RAIM availability.
8.
The Avidyne moving map display provides visual depiction
of the aircraft’s own-ship, GPS position on a moving map
for situational awareness (SA) purposes only. The pilot
shall not use the moving map display as a sole means of
navigation. The external CDI, HSI, or EHSI display must
be used as the primary navigation instrument.
9.
The Avidyne electronic checklists display supplements the
Pilot Operating Handbook checklists and are advisory only.
The pilot shall not use the electronic checklists as the
primary set of on-board aircraft checklists. FAA Approved
Flight Manual paper checklist must be available to the pilot
as the primary reference.
10. The IFD integrates with separately approved system
installations such navigation indicators, remote
annunciators. Adherence to limitations in installation AFM
supplements for those systems is mandatory.
11. The use of datalink, traffic and lightning sensor information
displayed on the IFD4XX and IFD5XX must be in
compliance with the approved AFM supplements for those
systems.
12. Gloves may not be used to operate the IFD4XX and
IFD5XX touch functions unless the Glove Qualification
Procedure located in the IFD4XX/IFD5XX Pilot’s Guides
has been successfully completed.
FAA APPROVED
Date: 2FW
Page 10 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
13. The IFD545 and IFD550 may not be used for primary
attitude information or standby attitude information (If
required by type design). The IFD545 and/or IFD550 may
only be used as a secondary (non-required) source for
attitude information.
NOTE
The IFD545 and/or IFD550 may be used in conjunction
with air data and turn rate indicators in determining if a
primary or standby attitude source has failed e.g. in the case
of primary/standby attitude indicator mis-compare.
14. The IFD545 and/or IFD550 may not be used for primary
navigation deviation information (horizontal of vertical).
The IFD545 and/or IFD550 may only be used as a
secondary (non-required) source for this information.
15. The Avidyne IFD4XX and IFD5XX may only be operated
in IMC conditions as a radar display when used in
conjunction with an independent lightning detection and
display system (Approved Thunderstorm Detection
Equipment).
CAUTION
Terrain information shown on the MAP page display is
provided to the pilot as an aid to situational awareness. The
MAP page terrain color representations should not be used
as a sole basis for terrain avoidance.
CAUTION
Traffic information shown on the Map page display is
provided to the pilot as an aid to visually acquiring traffic.
Pilots should maneuver their aircraft based only on ATC
guidance or positive visual acquisition of the conflicting
traffic. Avoidance maneuvers should not be made based
only on a Traffic Advisory.
FAA APPROVED
Date: 2FW
Page 11 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
CAUTION
In IFD545 and IFD550 units the inertial reference
accelerometers may be irreparably damaged by exposure
to temperatures below -40°C. The units are capable of
operating at -40°C, but exposure to temperatures below
this, even when powered off, can stress the parts
internally causing a detectable and annunciated failure of
the sensors.
FAA APPROVED
Date: 2FW
Page 12 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 3 – Emergency Procedures
Loss of GPS
In the event of the loss of the IFD440 or IFD540 GPS receiver, the
FMS will enter dead reckoning mode for 5 minutes, after that all FMS
functions are lost and the ownship is removed from map depictions.
The pilot should revert to remaining navigation receiver (required for
IFR operations).
Loss of VHF Nav/Com
In the event of the loss of IFD440, IFD540 or IFD550 VHF
navigation, the pilot should revert to remaining navigation receiver
(required for IFR operations).
Warning Messages
Caution and warning messages provided by the IFD4XX and
IFD5XX are related to functions performed by the IFD4XX and
IFD5XX and are additional to the caution and warning annunciation
system provided by the aircraft.
NOTE
The original caution and warning annunciator panel
remains as the primary indication. POH/AFM
Emergency procedures are not affected by this
installation.
CAUTION
IFD4XX units lack an audio inhibit output to preclude
other sensors aural alerts from sounding while IFD4XX
forward looking terrain awareness (FLTA) aural alerts
are issued. Simultaneous alerts are possible. Example; a
TIS-B aural traffic alert could be issued at the same
time as an FLTA terrain or obstacle aural caution or
warning.
FAA APPROVED
Date: 2FW
Page 13 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
To Disable WiFi/Bluetooth Connectivity on IFD4XX/IFD5XX:
1.
Press and hold the IFD4xx/IFD5XX power button/knob for
1 second (upper left bezel) --------------------------------------
2.
ALLOW/IGNORE WiFi Bluetooth dropdown is presented.
Press IGNORE--------------------------- Dropdown is removed
3.
Verify the WiFi and Bluetooth icons on the upper
right of the display are removed--------------------- Extinguish
FAA APPROVED
Date: 2FW
Page 14 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Caution Messages
The Caution and Warning panel is not altered as part of this
modification and remains the primary means of providing Caution
and Warning messages.
Caution and Warning messages are provided in the following table:
EXCEEDANCES | WARNINGS RED
Short Text
Long Text
Comments
Terrain Pull-Up*
Terrain Pull-Up
The FLTA algorithm has detected
an imminent ground collision Initiate an immediate recovery
maneuver.
Warning
Obstacle*
Warning Obstacle
The FLTA algorithm has detected
an imminent obstacle collision.
Initiate an immediate recovery
maneuver.
Unit Overtemp –
Unit Unreliable
Unit Overtemp: <internal
component name> Unit
reliability in question –
Get IFD serviced
One or more of the internal
components has exceeded its
maximum design temperature and
reliability cannot be ensured until
the unit is tested by the Avidyne
Service Center.
Contact the Avidyne Service
Center or a local dealer for
service. This message will be
present on every subsequent
power cycle until reset by the
Avidyne Service Center.
Low Volts – off in
<countdown from
60> sec
Low Volts – IFD powers
down in <countdown
from 60> sec
Main supply voltage has fallen
below 9 VDC. Contact a local
dealer for service.
Pull Up
Excessive Descent Rate
The TAWS Excessive Descent
Rate algorithm has detected a
CFIT potential – initiate an
immediate recovery maneuver.
FAA APPROVED
Date: 2FW
Page 15 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
EXCEEDANCES | CAUTIONS YELLOW
Short Text
Long Text
Comments
Caution Terrain*
Caution Terrain
The FLTA algorithm is
predicting a likely ground
collision within approximately
60 seconds – initiate a proper
recovery maneuver.
Caution Obstacle*
Caution Obstacle
The FLTA algorithm is
predicting a likely obstacle
collision with approximately 60
seconds – initiate a proper
recovery maneuver.
GPS Integrity Lost
GPS Integrity Lost –
Crosscheck Nav
This is alerting about imminent
exceedence of horizontal fault
detection limits or protection
levels.
Crosscheck the nav solution
and determine the best course
of action.
If on a GPS based approach,
Missed Approach is required.
GPS Fault Dead
Reckoning
Position updated via
dead reckoning
The system will use the last
known position and
groundspeed (and heading if
available) to estimate the
aircraft position following loss of
GPS for up to 5 minutes. Since
Dead Reckoning assumes no
directional or groundspeed
change, it will not be reliable
even during those first 5
minutes if either or both of
these factors have changed.
Execute a missed approach if
this occurs while performing a
GPS based approach. Use an
alternate GPS or VHF
navigation receiver.
FAA APPROVED
Date: 2FW
Page 16 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
GPS Fault No
Position
Long Text
Comments
No position available
The navigation solution cannot
compute a position, typically
after dead reckoning has
expired.
Execute a missed approach if
this occurs while performing a
GPS based approach. Use an
alternate GPS or VHF
navigation receiver.
Configuration Error
Configuration Error – IFD
Requires Service
The configuration of the IFD or
the devices to which it is
communicating with has
changed or experienced an
error.
Contact the Avidyne Service
Center or a local dealer for
service.
LPV Unavailable
Use L/VNAV DA
GPS integrity is
insufficient for LPV
Approach
Transition to a non-LPV
approach and the appropriate
minima if possible. Otherwise
execute a missed approach.
LPV Unavailable
Use LNAV MDA
GPS integrity is
insufficient for LPV
Approach
Transition to a non-LPV
approach and the appropriate
minima if possible. Otherwise
execute a missed approach.
LP Unavailable Use
LNAV MDA
GPS integrity is
insufficient for LP
Approach
Transition to a non-LP
approach and the appropriate
minima.
L/VNAV Unavail.
Use LNAV MDA
GPS integrity is
insufficient for L/VNAV
Approach
Transition to a non-L/VNAV
approach and the appropriate
minima.
VNAV Lost Use
LNAV MDA
Excessive XTK or Low
GPS Integrity for Vertical
Guidance
Transition to LNAV minima.
FAA APPROVED
Date: 2FW
Page 17 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
Long Text
Comments
Check Altitude Too
Low
Aircraft is below the glide
slope altitude at FAF
Correct aircraft altitude as
required to safely conduct the
approach or initiate a climb to a
published safe altitude and
abort the approach.
Traffic Sensor Fault*
No communication with
traffic sensor (local) OR
Traffic sensor has failed
(global)
Contact a local dealer for
service.
Traffic <Low | High>
<Bearing in clock
direction> <Distance
in NM>*
Traffic [Brg (e.g. 1:00)]
[dist (e.g. 2 NM)] [alt
(e.g. 200 ft)]
Traffic advisories - Alert to be
used to facilitate visual
acquisition of traffic. Pilots
should maneuver their aircraft
based only on ATC guidance or
positive visual acquisition of the
conflicting traffic.
Traffic <Low | High>
<Distance in NM>*
Traffic <Distance in NM>
<Signed relative altitude
in feet> FT
Traffic advisories with no
bearing information – Alert to
be used to facilitate visual
acquisition of traffic. Pilots
should maneuver their aircraft
based only on ATC guidance or
positive visual acquisition of the
conflicting traffic.
FAA APPROVED
Date: 2FW
Page 18 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
Long Text
Comments
Traffic <Bearing in
clock direction>
<distance in NM>*
Traffic <bearing in clock
direction> <distance in
NM>
Traffic advisories with no
relative altitude information –
Alert to be used to facilitate
visual acquisition of traffic.
Pilots should maneuver their
aircraft based only on ATC
guidance or positive visual
acquisition of the conflicting
traffic.
Traffic <distance in
NM>*
Traffic <distance in NM>
Traffic advisories with no
relative altitude information and
no bearing – Alert to be used to
facilitate visual acquisition of
traffic. Pilots should maneuver
their aircraft based only on ATC
guidance or positive visual
acquisition of the conflicting
traffic.
COM TX Fault
Transmitter Fault, No TX
Ability
Transition to a backup VHF
com radio (if available) or
initiate lost communication
procedures. Contact the
Avidyne Service Center or a
dealer for service.
COM Stuck TX
Stuck Mic Timeout,
Transmitter Disabled
Requires 35 seconds of
continuous transmission. Verify
the PTT is stuck and contact a
dealer for service as required.
FAA APPROVED
Date: 2FW
Page 19 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
Long Text
Comments
No Comm with VHF
No communication with
the VHF radio
Transition to a backup VHF
com radio (if available) or
initiate lost communication
procedures. Contact the
Avidyne Service Center or a
dealer for service.
Unit Overtemp –
Check cooling
Unit Overtemp: <internal
component
identification>
One or more of the internal
components has exceeded
80qC. Contact the Avidyne
Service Center or a dealer for
service – consider adding a
source of cooling and/or
improving air flow in/around the
IFD.
Low Volts
Backlight reduced to
25%
Main supply voltage has fallen
to approximately 11VDC.
Check the aircraft alternators
are on and functional.
Consider load shedding the
power bus that is powering the
IFD.
Manual Sequence
Req’d
Altitude invalid – leg will
not auto sequence
Heading Lost
Using ground track for
SVS
In basic E-M aircraft where the
IFD does not have altitude
input, this message will appear
when the FMS active leg is a
HeadingÆAltitude leg. In this
case, the FMS flight plan will
need to be manually sequenced
to the next leg. Failure to do so
will keep the FMS flying the
heading indefinitely.
Indicates loss of the TVV and
the aircraft reference symbol
(“wedge”) now points at ground
track, not aircraft heading.
“TRK” will also be displayed
below the digital compass on
the SVS page.
FAA APPROVED
Date: 2FW
Page 20 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
Long Text
Comments
No ADS-B Position
AXP322 Lost GPS
Position Data
ADS-B position data had
previously been valid and then
transitions to invalid.
Check the ADS-B position
source device.
Xpndr Fault
AXP322 Transponder
Fault
Any fault other than loss of
ADS-B GPS position. Contact
the Avidyne Service Center if
this persists across power
cycles.
No Comm With
Xpdr
No Communication with
Remote Transponder
No data has been received
from the remote transponder for
greater than 2 seconds.
Contact the Avidyne Service
Center if this persists across
power cycles.
Radar: Echos
Ahead
Radar: Heavy Echos
Ahead
Radar: Target Alert
Radar: Target Alert
Detected
Generated when a number of
red and/or magenta echos are
present within the area ±22q off
the nose of the aircraft at the
current displayed radar range.
Alerts the pilot to the
presence of a significant
weather cell that exists beyond
the currently
selected display range.
Radar Sensor Fault
No Communication with
Radar Sensor, or;
Radar Data is Invalid, or;
Sensor mode is
[selected] Selected
mode is [reported], or;
Radar fault code: any
active fault codes.
FAA APPROVED
Date: 2FW
No data is received from the
sensor for at least 2 seconds,
or;
The data stream from the radar
contains information that the
data stream should not be
used, or;
If the requested mode and the
reported mode do not match,
or;
Any specific fault code is active
from the sensor.
Page 21 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Short Text
Long Text
Comments
TIS Removed
TIS Traffic Removed
TIS Unavailable
TIS Traffic Unavailable
Too Low, Terrain
Premature Descent,
below glide path
Sink Rate
Excessive Descent Rate
Don’t Sink
Negative climb rate or
altitude loss
TAWS Fail
Invalid GPS
Positon/Velocity
TAWS System
Failure
TAWS Failed Self-Test
[reason why]
TIS traffic communications
have ceased for >12 seconds
No TIS ground station is
available or communications
have ceased for >60 seconds
TAWS PDA algorithm has
determined the aircraft is below
glide path.
TAWS EDR algorithm has
determined a potential CFIT
scenario is developing –
recover the aircraft
TAWS NCR algorithm has
determined corrective action
should be t aken immediately.
The GPS solution is lost or the
GPS velocity quality
parameters drop below required
accuracy limits. A “bing-bong”
chime is played if this condition
occurs. Contact the Avidyne
Service Center if this persists
across power cycles.
TAWS failed self-test for the
reason provided and TAWS will
be degraded or not available for
the power cycle. Contact the
Avidyne Service Center if this
persists across power cycles.
The pilot should utilize available instruments/data displays to verify
message(s) and take appropriate action(s) (ref POH/AFM) by
selection of alternate systems or settings. Invalid messages generally
indicate a failed sensor and that other messages associated with that
system will be unavailable. Caution messages indicate the possibility
of a pilot action.
FAA APPROVED
Date: 2FW
Page 22 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 4 – Normal Procedures
To Activate the IFD4XX/IFD5XX :
1.
2.
3.
Verify IFD circuit breakers (2) ------------------------------ IN
Verify Battery Master Switch --------------------------------ON
Avionics or Radio Master (if equipped) ------------------ ON
To Deactivate the IFD4XX/IFD5XX :
4.
5.
Avionics or Radio Master (if equipped) ------------------ OFF
or
Press and hold the Power Knob----------------------------- OFF
IMC Operations with Weather Radar
1.
While operating in IMC conditions with weather radar
active, activate lightning detection system and monitor.
Correlate lightning strike information with painted radar
information to confirm proper system operation.
2.
In the event that radar data and lightning do not coincide,
contact ATC for the latest severe weather information.
Also see Avidyne IFD4XX/IFD5XX Pilot’s Guides for Normal
operation procedures.
FAA APPROVED
Date: 2FW
Page 23 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 5 – Performance
No change from basic Handbook.
FAA APPROVED
Date: 2FW
Page 24 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 6 – Weight and Balance
No change from basic Handbook. See AFM/POH for current weight
and balance for this aircraft.
FAA APPROVED
Date: 2FW
Page 25 of 26
P/N 600-00298-000
Rev 08
Avidyne Corporation
4 Middlesex Green - Suite 221
561 Virginia Road
Concord MA 01742
Section 7 – Systems Description
See Avidyne IFD4XX and IFD5XX FMS/GPS/Nav/Com Pilot
Guides
P/N 600-00300-001 for the IFD5XX Series
P/N 600-00304-000 for the IFD4XX Series
P/N 89000039-010 Bendix King AeroNav 900 and 910
P/N 89000041-008 Bendix King AeroNav 800
FAA APPROVED
Date: 2FW
Page 26 of 26
P/N 600-00298-000
Rev 08
Piper PA-28-161
28-7916159
N3067D
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
or
SUPPLEMENTAL FLIGHT MANUAL
For The
L3 Aviation Products
Lynx Multilink Surveillance System
Models NGT-9000
L3 Part Number 9029000-20000
RECORD OF REVISIONS
Revision
Original
Date of Revision
3/31/2015
1
6/19/2015
2
3/27/2016
3
4
2/24/2017
9/19/2017
Revision 4 Issue: 9/19/17
FAA Approved
Description
Original Issue
Typographical error corrections
Corrections to Table 3-1 in section 3.2.1
Incorporation of s/w Revision 2.0: ATAS and
TAWS
Updated for s/w Version 2.1
Updated for s/w Version 3.x
Page 2 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
This page intentionally left blank
Revision 4 Issue: 9/19/17
FAA Approved
Page 3 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
TABLE OF CONTENTS
SECTION 1. GENERAL ........................................................................................................... 6
1.1
Functional Description ................................................................................................... 6
1.2
NGT-9000 ADS-B Traffic Advisory System (ATAS) [Optional] ...................................... 7
1.3
NGT-9000 Terrain Awareness and Warning System (TAWS) [Optional] ...................... 7
1.4
NGT-9000+ Traffic Awareness Overview [Optional] ...................................................... 8
1.5
NGT-9000D Antenna Diversity Overview [Optional] ...................................................... 8
1.6
Capabilities .................................................................................................................... 8
1.7
L-Band UAT Antenna ..................................................................................................... 9
1.8
GPS Antenna and the MSS Internal GPS Receiver ...................................................... 9
1.9
Configuring the NGT-9000 ............................................................................................. 9
1.10 Personal Electronic Devices .......................................................................................... 9
1.11 Weather Displays ........................................................................................................... 9
1.12 Lightning Detection (Optional) ....................................................................................... 9
1.13 Traffic Displays............................................................................................................. 10
1.14 Interaction of Major Components ................................................................................. 12
1.15 Installation Configuration for This Aircraft .................................................................... 13
SECTION 2. LIMITATIONS ................................................................................................... 14
2.1
Minimum Documentation ............................................................................................. 14
2.2
Minimum Equipment .................................................................................................... 14
2.3
ADS-B OUT Compliance.............................................................................................. 14
2.4
IDENT Function............................................................................................................ 14
2.5
ALT Function ................................................................................................................ 14
2.6
Standby Function ......................................................................................................... 14
2.7
Traffic Awareness ........................................................................................................ 14
2.8
Terrain Awareness ....................................................................................................... 15
2.9
Applicable System Software ........................................................................................ 15
SECTION 3. EMERGENCY PROCEDURES ......................................................................... 16
3.1
Emergency Procedures ............................................................................................... 16
3.2
Abnormal Procedures .................................................................................................. 17
SECTION 4. NORMAL PROCEDURES ................................................................................ 26
4.1
Normal Power ON ........................................................................................................ 26
SECTION 5.
PERFORMANCE .............................................................................................. 26
SECTION 6.
WEIGHT AND BALANCE................................................................................. 26
SECTION 7. SYSTEM DESCRIPTIONS................................................................................ 26
7.1
Pilot’s Guide ................................................................................................................. 26
7.2
Traffic Sources ............................................................................................................. 26
7.3
Weather Sources ......................................................................................................... 26
7.4
Lightning Detection Sources [Optional] ........................................................................ 27
7.5
Power ........................................................................................................................... 27
7.6
External Switches, Lights and Controls [Optional] ....................................................... 27
Revision 4 Issue: 9/19/17
FAA Approved
Page 4 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
TABLE OF FIGURES
Figure 1-1:
Figure 1-2:
Figure 1-3:
Figure 1-4:
Lynx NGT-9000 ......................................................................................................... 6
Typical NGT-9000 Traffic Screen ........................................................................... 10
NGT-9000 Connections and Functions ................................................................... 12
Installation Configuration Data ................................................................................ 13
TABLE OF TABLES
Table 1-1:
Table 2-1:
Table 2-2:
Table 3-1:
Table 7-1:
Typical Target Symbology ........................................................................................ 11
Required Equipment ................................................................................................ 14
Software Version ...................................................................................................... 15
Troubleshooting for the Panel Mount NGT-9000 ..................................................... 17
Light and Switch Functions ...................................................................................... 27
Revision 4 Issue: 9/19/17
FAA Approved
Page 5 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
SECTION 1.
GENERAL
1.1 Functional Description
The Lynx MultiLink Surveillance System (also referred to in this manual as the Lynx NGT-9000)
is a Mode S Level 2 dens Class 1 Transponder with an integrated GPS receiver providing
Automatic Dependent Surveillance-Broadcast (ADS-B) output using a 1090ES (Extended
Squitter). The unit also receives ADS-B data via 1090ES and UAT (978 MHz Universal Access
Transceiver). Figure 1-1 is a depiction of the NGT-9000.
The unit replies to Mode A, Mode C and Mode S interrogations receiving interrogations at 1030
MHz and transmitting responses at 1090 MHz. The unit is equipped with IDENT capability that
activates the Special Identification (SPI) pulse for 18 seconds.
Ground stations can interrogate Mode S Transponders individually using a 24-bit ICAO Mode S
address, which is unique to the particular aircraft. In addition, ground stations may interrogate
the unit for its transponder data capability and the aircraft's Flight ID.
The ADS-B provides own aircraft data with Enhanced Visual Acquisition (EVAcq) traffic
information that improves situational awareness and flight safety by providing aircraft position,
velocity, and heading information that is automatically transmitted from other aircraft and ground
stations providing immediate surveillance of air-to-air traffic.
In addition to ADS-B surveillance, the installed NGT-9000 includes an Active Traffic Awareness
System (TAS/TCAS), ADS-B Traffic Advisory System (ATAS) and Terrain Awareness and
Warning System (TAWS), as well as support for both top and bottom antenna diversity.
The 1090ES and UAT ADS-B data link have the following capabilities:
•
1030MHz/1090 MHz In – Receive ADS-R and TIS-B
•
1090ES OUT – Transmits 1090 MHz Extended Squitter ADS-B
•
UAT IN – Receives 978 MHz ADS-B, ADS-R and TIS-B, FIS-B, NOTAMS, and TFR’s
Figure 1-1: Lynx NGT-9000
Revision 4 Issue: 9/19/17
FAA Approved
Page 6 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
1.2 NGT-9000 ADS-B Traffic Advisory System (ATAS) [Optional]
The ADS-B Traffic Advisory System (ATAS) is a passive system that monitors ADS-B, ADS-R
and TIS-B ADS-B IN data and alerts the flight crew via on-screen alerts aural traffic calls and an
optional Traffic Alert lamp to nearby aircraft and assists the pilot in the visual acquisition of
aircraft that may represent a danger. Refer to the Pilot's Guide, L3 p/n 0040-17000-01 Revision
H or later, for examples of on-screen symbology and aural alerts.
•
The tracking of other aircraft is in a cylindrical volume centered on own aircraft with a
maximum radius of 20 nmi and extending 10,000 ft above and 10,000 ft below ownship.
•
ATAS will track up to 60 intruders simultaneously.
•
A Traffic Advisory (TA) is displayed when other aircraft are a potential threat.
•
When ownship is in the airport environment, a Traffic Advisory (TA) is displayed 12.5 to
35 seconds prior to the CPA with another aircraft when the CPA is within 750 ft
horizontally and 300 ft vertically.
•
A TA symbol remains on the screen for at least 8 seconds unless the respective track is
terminated.
•
When the aircraft is outside the airport environment, aircraft that are within a range of 6
nmi of ownship with a vertical distance of +/- 1200 ft (if altitude is reporting) are classified
as a Proximate Advisory (PA). A PA is displayed only for aircraft that are in air.
•
ATAS and TAS/TCAS may operate at the same time with traffic information being
correlated by the unit
When ATAS is installed, an Audio Acknowledge button will cancel the current aural
announcement.
1.3 NGT-9000 Terrain Awareness and Warning System (TAWS) [Optional]
The Terrain Awareness and Warning System (TAWS) is an optional function that is set up
during installation. The TAWS function continuously monitors the aircraft’s position, altitude,
speed, track, and phase of flight and compares the information to the terrain database loaded
during installation. Terrain and obstacle hazards are indicated by cautions and warnings using
screen annunciators, aural terrain alerts, and Terrain Caution and Warning alert lamps. Refer to
the Pilot's Guide, L3 p/n 0040-17000-01 Revision H, or later, for examples of on-screen
symbology and aural alerts.
The TAWS function uses Forward Looking Terrain Avoidance (FLTA) and Ground Proximity
Warning System (GPWS) functionality to determine when a terrain alert or altitude callout is
triggered due based on the following conditions:
•
•
•
•
•
•
Reduced required terrain or obstacle clearance (FLTA)
Imminent terrain impact (FLTA)
Premature descent
Excessive descent rate (GPWS)
Negative climb rate or altitude loss after takeoff (GPWS)
Passing an altitude of 500 ft (GPWS)
Revision 4 Issue: 9/19/17
FAA Approved
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
There are four TAWS configurations available with the NGT-9000:
• Disabled
•
TAWS B – Default Aural Phrases
•
TAWS B – Alternate Aural Phrases
•
Display Only – No Alerts
When a TAWS configuration is enabled with audio, an Audio Acknowledge button will cancel the
current aural announcement.
1.4 NGT-9000+ Traffic Awareness Overview [Optional]
The NGT-9000+ (“9000 Plus”) supports optional active Traffic Awareness System (TAS) and
Traffic Conflict Avoidance System (TCAS).
The TAS/TCAS options are active systems that operate as aircraft-to-aircraft interrogation
devices. The unit interrogates transponders in the surrounding airspace similar to ground based
radar. When replies to these active interrogations are received, the responding aircraft’s range,
altitude, and closure rates are computed to plot traffic location and predict collision threats. The
unit alerts the flight crew to nearby transponder equipped aircraft and assists the pilot in the
visual acquisition of aircraft that may represent a danger. Traffic information, out to a selected
range, is graphically displayed on the unit or alternate display. Refer to the Pilot's Guide, L3 p/n
0040-17000-01 Revision K or later, for examples of on-screen symbology and aural alerts for
each system.
•
The system display shows the relative position of traffic using text, shapes (i.e., Traffic
Advisory = solid circle; Other Traffic = open diamond) and colors.
•
The effective active-mode surveillance range is 35 nm and the system is capable of
tracking 35 Intruders simultaneously with the target bearing relative to the nose of own
aircraft.
•
The tracking of targets is in a cylindrical volume centered on own aircraft that has, at a
minimum, a radius of 35 nm and extends 10,000 ft above and 10,000 ft below own
aircraft.
•
The system uses a voice audio output that announces Traffic Advisory and relative
altitude (with optional Extended Call-outs enabled).
•
The TCAS option qualifies as a TCAS I system and as such, offers only Traffic
Advisories (TA) (“Traffic, traffic. 12-O’clock, one mile”) but not Resolution Advisories
(RA) such as “Climb, climb”.
1.5 NGT-9000D Antenna Diversity Overview [Optional]
The NGT-9000D has the same hardware and firmware/software as the basic NGT-9000, but is
capable of supporting dual L-band antennas (one bottom and one top) to enhance system
performance and prevent fuselage blanking of a single bottom antenna in tight turns into a
ground station or UAT target. The upper L-band antenna may be a single blade antenna or the
optional Directional Antenna.
1.6 Capabilities
The NGT-9000 transceiver can be software configured as either an NGT-9000, 9000+, or
9000D. It can also be installed with, or without TAWS and peripheral ARINC-429 or RS-422
panel mounted traffic and weather displays.
Revision 4 Issue: 9/19/17
FAA Approved
Page 8 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
1.7 L-Band UAT Antenna
The L-Band antenna is used by the Lynx NGT-9000 to transmit and receive 1090 MHz ADS-B
and receive 978MHz ADS-B (UAT). At least one L-band antenna must be located on the
bottom of the aircraft.
1.8 GPS Antenna and the MSS Internal GPS Receiver
The GPS utilizes signals from Global Positioning System (GPS) satellite constellation and
Satellite-Based Augmentation Systems (SBAS). The MSS has an internal GPS function that
provides position, velocity, time and integrity (NIC, NAC, etc.) information to the ADS-B
functions. It is located on the top of the aircraft.
NOTE
The NGT-9000’s built-in GPS does not provide Ownship position for external
moving map displays
1.9 Configuring the NGT-9000
The unit’s configuration is preserved within the Data Configuration Module (DCM), which is
permanently attached to the aircraft and communicates with the NGT-9000 via a serial
connection. The configuration options are set up during installation and cannot be changed
except by a licensed installer.
NOTE
The NGT-9000’s configuration parameters can only be changed by a
licensed installer
1.10 Personal Electronic Devices
The Lynx NGT-9000 supports the use of personal electronic devices (e.g., iPad) via a Wi-Fi
connection. The PED must use approved applications that support the ADS-B broadcast
services (i.e., ADS-B In, TIS-B, ADS-R, and FIS-B). Check with an L3 approved avionics
dealer or contact L3 Aviation Products for a current list of approved applications.
1.11 Weather Displays
NEXRAD, METARS, TAFS, PIREPS, NOTAMS and temperatures and winds aloft are displayed
on the NGT-9000 provided that the aircraft is within the service volume of a ground station.
Additionally, the same information can be displayed on approved weather displays can interface
with the NGT-9000 to provide FIS-B weather information using the ADS-B IN link. Screen
information and controls may be different for each of the approved displays.
1.12 Lightning Detection (Optional)
The WX-500 Stormscope is a Weather Mapping System that provides lightning discharge
information. This information is shown on the right application screen of the NGT-9000 Panel
Mount unit. This function is available beginning with Software 2.1.
Revision 4 Issue: 9/19/17
FAA Approved
Page 9 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
1.13 Traffic Displays
The NGT-9000 will provide, at a minimum, UAT, TIS-B and ADS-R traffic on the unit’s built-in
display and can repeat this traffic information on any approved ARINC-429 or RS-422 display.
The NGT-9000+ can also display active Traffic Awareness System (TAS/TCAS) targets on the
unit’s built-in display and can repeat this traffic information on any approved ARINC-429 or RS422 display. Figure 1-2 Illustrates a typical traffic display on the NGT-9000 screen. Table 1-1
illustrates typical target symbology.
Refer to the Pilot's Guide, L3 p/n 0040-17000-01 Revision K, or later, for details on operation
and a description of how the information is depicted. Check with an L3 approved avionics
dealer or contact L3 Aviation Products for a current list of approved traffic displays.
Figure 1-2: Typical NGT-9000 Traffic Screen
1.13.1 Traffic Priority
Traffic is displayed on the screen using the following priority scheme:
1.
2.
3.
4.
5.
TAS/TCAS Traffic Advisories (TA’s)
ATAS (ADS-B) Traffic Alerts
Selected Traffic
Proximate Advisories
Other Traffic
Traffic may also be prioritized according to phase of flight by using the ALT Mode toggle on the
left of the screen with:
•
•
•
•
Normal (NRM) displaying traffic ± 2,700 ft relative to Ownship
Above (ABV), or Takeoff Mode, displaying traffic +9,000 and -2,700 ft relative to
Ownship
Below (BLW), or Landing Mode, displaying traffic +2,700 and -9,000 ft relative to
Ownship
Unrestricted (UNR) or Enroute Mode, displaying traffic +9,900 and -9,900 ft relative to
Ownship
Revision 4 Issue: 9/19/17
FAA Approved
Page 10 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 1-1: Typical Target Symbology
* To promote cockpit commonality, installation configuration options are available to set the
airborne PA & OT traffic color to either cyan or white.
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FAA Approved
Page 11 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
1.14 Interaction of Major Components
Figure 1-3 shows how the major components of the NGT-9000 connect to other aircraft
systems.
Figure 1-3: NGT-9000 Connections and Functions
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FAA Approved
Page 12 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
1.15 Installation Configuration for This Aircraft
Figure 1-4 should be completed by a licensed installer.
Model NGT-9000:
P/N 9029000-20000
Model NGT-9000+:
P/N 9029000-20000
Model NGT-9000D:
P/N 9029000-20000
Model NGT-9000D+: P/N 9029000-20000
Aircraft Specific
Tail Number:
Mode S Identifier (Octal):
Transponder Diversity:
TAS Enable:
Disabled
Disabled
Enabled
Enabled
TAS/TCAS Ground Filtering Altitude:
TCAS Enable:
Disabled
TAS/TCAS or ATAS Extended Callout Enable:
FIS-B Enable:
Disabled
Enabled
ATAS:
Disabled
Enabled
Enabled
Disabled
Enabled
Auto
TIS-B/ADS-R Service Status Indication Enable:
Normal (Prox/Other) Traffic Color:
Disabled
Cyan
Disabled
Enabled
White
Enabled
Terrain Display Enable:
Disabled
TAWS B – Default Aural Phrases
TAWS B – Alternate Aural Phrases
Display Only – No Alerts
WX-500 Enabled (Stormscope)
Disabled
Enabled – Bottom Antenna
Enabled – Top Antenna
Heading Source:
Disabled
On Ground Discrete Installed:
Enabled
Not Installed
In Air/On Ground
On Ground Discrete Installed:
Standby Input
Standby Discrete Installed:
Open – In Air
Not Installed
Not Installed
Input/Output Configuration
RS-422 #1:
External Display
WX-500
RS-232 #1:
WX-500
L3 Protocol 1
Wi-Fi:
Disabled
Enabled
Open – On Ground
Open – In Air
Open – On Ground
Ground-Standby
L3 Protocol 1
Figure 1-4: Installation Configuration Data
Revision 4 Issue: 9/19/17
FAA Approved
Page 13 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
SECTION 2.
LIMITATIONS
2.1 Minimum Documentation
The L3 Pilot’s Guide for the NGT-9000 Part Number 0040-17000-01 (Rev K, or later revision)
must be carried on board the aircraft at all times.
2.2 Minimum Equipment
The NGT-9000 must have the following system interfaces in Table 2-1 fully functional in order to
be compliant with the requirements for 14 CFR 91.225 and 91.227 ADS-B OUT operations:
Table 2-1: Required Equipment
Interfaced Equipment
NGT-9000, NGT-9000+, NGT-9000D, or NGT-9000D+
With operable SBAS position source
Number
Required
Number
Installed
1
1
2.3 ADS-B OUT Compliance
The NGT-9000 only complies with 14 CFR 91.227 when all its required functions are operational
as indicated by external annunciators not being illuminated and/or interfaced display ADS-B
messages not being present.
2.4 IDENT Function
The system must be capable of squawking IDENT when requested by Air Traffic Control.
2.5 ALT Function
While operating within airspace requiring an ADS-B OUT compliant transmitter, Pressure
Altitude Broadcast Inhibit (PABI), shall only be enabled when requested by Air Traffic Control.
2.6 Standby Function
The Standby Mode input is used to place the unit’s transponder into Standby. It is intended for
use when dual transponders are installed on the aircraft.
2.7 Traffic Awareness
Traffic Awareness and Traffic Alerting are intended as an aid to visual acquisition of conflicting
traffic and may not be used as the sole basis for aircraft maneuvering.
NOTE
Information shown on the display is provided to the pilot as an aid to visually acquiring traffic.
Pilots should maneuver their aircraft based only on ATC guidance or positive visual
acquisition of the conflicting traffic. Maneuver should be consistent with ATC instructions.
ATC should be contacted for resolution of the traffic conflict.
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FAA Approved
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
2.8
Terrain Awareness
a. Navigation must not be predicated on the use of TAWS;
b. To avoid giving unwanted alerts, the TAWS must be inhibited when landing at an airport
that is not included in the airport database;
c. The use of the TAWS terrain warning and Terrain Display functions is prohibited during
QFE operations.
d. TAWS must meet the requirements of TSO-151c for Class B.
e. If unit is configured for Terrain Display Only (no aural alerts), then unit is not considered
a Class B TAWS.
2.9 Applicable System Software
This AFMS/SFM is applicable to the software versions shown in Table 2-2 or later FAA
approved version.
Table 2-2: Software Version
1
2
Software
Part No.
Version
NGT-9000 Ops s/w
9020010-( )
where 9020010-004 is the first
in the series
Rev 3.x
where Rev 3.0 is the first
in the series
68DC Navigational Database
North America (68.bin)
8010-22310-0001
72DC Cultural Features Database
North American Extended (72.bin)
8010-12004-0001
Most current cycle
2
71DC World Terrain Database
8010-23010-0001
Most current cycle
2
Most current cycle
1, 2
Available from Jeppesen on 28-day cycles
There is no requirement to update this database because it is used only for informational purposes.
Revision 4 Issue: 9/19/17
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
SECTION 3.
3.1
EMERGENCY PROCEDURES
Emergency Procedures
3.1.1 Terrain Warning Alert (Display Alert, Audio Alert, or Terrain Warning (Red) Lamp
TAWS Display PULL UP, Audio Alert of
“Terrain, Terrain; Pull Up, Pull UP” or
“Obstacle, Obstacle; Pull Up, Pull Up”
and/or Red Terrain Warning
IMMEDIATELY STOP DESCENT AND
Lamp……………..
BEGIN MAXIMUM PERFORMANCE RATE
OF CLIMB CONSISTENT WITH PHASE OF
FLIGHT.
CHECK TERRAIN CLEARANCE, OR
ATTEMPT TO VISUALLY ACQUIRE
OBSTACLE.
CONTINUE CLIMB UNTIL CLEAR OF
TERRAIN OR OBSTACLE
3.1.2
Terrain Caution Alert (Display Alert, Audio Alert, and/or Terrain Caution (Amber)
Lamp)
TAWS Display TERRAIN, Audio Alert of
“Caution Terrain, Caution Terrain” or
“Caution Obstacle, Caution Obstacle”
and/or Amber Terrain Warning Lamp……….. IMMEDIATELY STOP DESCENT AND
BEGIN A SAFE RATE OF CLIMB
CONSISTENT WITH PHASE OF FLIGHT.
CHECK TERRAIN CLEARANCE, OR
ATTEMPT TO VISUALLY ACQUIRE
OBSTACLE.
CONTINUE CLIMB UNTIL CLEAR OF
TERRAIN OR OBSTACLE
3.1.3
Loss Of Aircraft Electrical Power Generation (Loss of Generator)
Loss of electrical power generation ......................... REMOVE POWER FROM NGT-9000
If the NGT-9000 is shut down in order to shed load from the aircraft’s electrical system, ADS-B
OUT and ADS-B IN will no longer be available. If under ATC control, notify your Controller of
loss of ADS-B OUT.
NOTE
This guidance is supplementary to any procedure provided in the AFM
or POH for the aircraft in Loss of Power situations
Revision 4 Issue: 9/19/17
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
3.1.4
Loss of GPS/SBAS Position Data
Loss of GPS/SBAS indicated by a GPS failure
message on the NGT-9000/CP-2500 and a
PULL NGT CIRCUIT BREAKER.
SLOW blinking ADS-B FAIL light (if installed) .........
WAIT 5 SECONDS AND RESET. IF
SLOW BLINKING ADS-B FAIL LIGHT
CONTINUES, OR BECOMES STEADY,
ASSUME AN ADS-B OUT FAILURE.
If under ATC control, notify your Controller of loss of ADS-B OUT.
3.1.5
Visual/Aural Traffic Alert From ATAS, TAS or TCAS
Traffic Alert ............................................................. VISUALLY ACQUIRE TRAFFIC
3.2
3.2.1
Abnormal Procedures
Abnormal Indications
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
• Blank display.
Screen
Cause/Corrective Actions
All
Loss of power or damaged unit.
1. Check power connections, breakers, and main
avionics switch.
2. Verify Battery (BAT) Master switch is on.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
The unit has manual
brightness adjustment only.
All
Loss of light sensor data.
1. Try clearing the failure by restarting the unit by
tapping the Restart button.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
When touching the screen,
the command function
seems to be slightly off from
the center of the screen
symbol or area.
All
The screen calibration is out of tolerance.
1. Perform the Screen Calibration has described in the
Installation Manual (L3-76AK-IM1).
Contact L3 Field Service before removal of unit.
Internal fan is always active.
MSG button on screen.
N/A
Loss of temperature sensor data. The message seen is
“Unit Over Temp Service Soon”.
1. Try clearing the failure by restarting the unit by
tapping the Restart button.
2. If in maintenance mode the fan remains active. This
is normal.
3. Check System Status Messages.
4. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
• ADS-B Fail lamp is OFF
Revision 4 Issue: 9/19/17
FAA Approved
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
Message page contains
messages that do not
indicate a functional failure
on the system status page.
Screen
N/A
Cause/Corrective Actions
The following internal tests do not create a fail message
in the system status page.
• Configuration Module Test
• Configuration Module Configuration Validity
• Mutual Suppression Bus Self-Test
• Over-Temperature Monitor (in air)
• Power Fail Monitor
Although no immediate loss of function is occurring, an
undesired condition is taking place. At the earliest
convenience, perform the following action:
1. Try clearing the failure by restarting the unit by
tapping the Restart button (or cycling power).
Contact L3 Field Service before removal of unit.
Unit does not operate in
normal mode and starts in
Bootloader or maintenance
mode.
MSG button on screen.
N/A
The following internal hardware test failures cause the
unit to automatically reset. This happens without cycling
power to the unit. If the hardware failure being detected
does not clear, a system fail message is sent.
• ARINC 429 Receiver Loop Back Self-Test
• Panel Mount Refresh Display Test
• Panel Mount Frozen Display Test
• SDRAM Self-Test
• Persistent Memory Self-Test
• FPGA CBIT Test/Monitor
• System Clock Test/Monitor
• RAM Continuous Monitor
• NVM Copy Test
• Flash Copy OPS Test
• Flash Copy Airport DB Test
• Flash Copy Map DB Test
• SW Exception Interrupt Monitor
1. Cycle power to the unit.
Contact L3 Field Service before removal of unit.
Display indicator GROUND
TEST
Traffic
This indication is shown in the upper right hand corner of
the traffic screen. It is shown when the unit is connected
to the MPC and the Lynx MAT is active with the ground
test function started.
Display indicator TRK
(Track)
Traffic
Indicates that the traffic display orientation is true track.
1. This is a normal condition used for pilot information.
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
• Display indicator ADS
ONLY (Models with
TAS/TCAS only) showing
on traffic screen.
Screen
Traffic
Cause/Corrective Actions
A traffic mode indicator that is shown when TAS/TCAS is
failed (or not available) and ADS-B is operating.
1. Possible problem with directional antenna or
internal hardware.
2. Cycle power to the unit.
3. Check System Status Messages.
4. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
Traffic
A traffic mode indicator that is shown when TAS/TCAS is
in operation but ADS-B traffic information is not available
1. The TAS/TCAS is operational on the ground but
there is no heading input and ground speed is <
7kts.
2. The GPS is failed (GPS has not acquired).
3. Possible problem with L-Band antenna or internal
hardware.
4. Cycle power to the unit.
5. Check System Status Messages.
6. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
Display indicator TAS/TCAS
STBY (Models with
TAS/TCAS) showing on
traffic screen.
Traffic
A traffic mode indicator that is shown when the Traffic
Awareness (TAS/TCAS) system is in standby.
1. This is a normal condition when the aircraft is on
ground.
2. If the indication is seen during flight. Contact L3
Field Service before removal of unit.
• Display indicator
TRAFFIC FAILED
(Amber text) showing on
traffic screen.
Traffic
Displayed if both ADS-B and TAS/TCAS (optional) have
failed.
1. Cycle power to the unit.
2. Check the secondary equipment (antenna) for
problems.
3. Check System Status Messages.
4. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
• MSG button on screen.
• Display indicator
TAS/TCAS ONLY
(Models with TAS/TCAS)
showing on traffic
screen.
• MSG button on screen.
• MSG button on screen.
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
Display indicator TRAFFIC
UNAVAILABLE (Amber text)
showing on traffic screen.
• Indicates both
TAS/TCAS and ADS-B
traffic sources are not
available for a variety of
reasons: However, both
are not failed. If all
available traffic sources
are unavailable due to
failure, ‘Traffic Failed’ will
be indicated. This will be
the normal indication for
units on the ground with
no heading input.
(TAS/TCAS in standby).
Screen
Traffic
Cause/Corrective Actions
ADS-B is operational but heading and track are invalid or
GPS is failed. TAS/TCAS is in Standby. Transponder
Mode Control is “ON” which inhibits the display of
relative altitude so traffic is unavailable.
1. View the GPS page under the information button
and verify GPS is operational. If not, check the
GPS antenna location and ensure that the aircraft is
not inside the hangar or repeater is on if inside the
hangar, GPS antenna is exposed to clear sky.
2. Cycle power to the unit.
3. Check the GPS antenna for problems.
4. Check System Status Messages.
5. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
• Other aircraft are not
shown on the traffic
screen.
Traffic
The aircraft is not in an ADS-B (UAT / 1090ES)
coverage area, or the targets are not transmitting ADS-B
data, or the ground station is not transmitting TIS-B data.
1. The symptoms are normal if the target or ground
station is not transmitting TIS-B data.
2. The target or ground station needs to be within lineof-site range.
Contact L3 Field Service before removal of unit.
Traffic
Possible hardware problem with the unit.
1. Cycle power to the unit.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
Traffic
Possible problem with the UAT/1090 antenna or RF
cables.
1. Cycle power to the unit.
2. Check cable connections.
3. Check System Status Messages.
4. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
• Ownship data is
displayed.
• Alternate display shows
normal operation.
• ADS-B Out Fail lamp is
OFF.
• No Coverage Indicator is
showing on the display.
• Other aircraft are not
shown on the traffic
screen.
• Ownship data may or
may not be displayed on
the weather screen.
• MSG button on screen.
• Ownship is shown, but
no traffic is being
displayed.
• ADS-B Out Fail lamp (if
installed) is OFF.
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Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
The traffic symbols on the
traffic display are nondirectional (diamond shape).
Screen
Traffic
Cause/Corrective Actions
Non-directional traffic symbols on the traffic display is
due to one of the following reasons:
1. The traffic information that is being received by the
unit does not have directional data. The unit
continues to transmit non-directional data to the
traffic display.
2. Note - TAS/TCAS traffic is not displayed as
directional. A TAS/TCAS or ADS-B correlated
target will use the ADS-B/TIS-B directional
information.
3. An alternate (secondary) traffic display does not
support the STIF data format necessary to show
directional data provided by ADS-B.
Traffic display is working
correctly, but some aircraft
are not showing up on the
display.
Traffic
Lack of data as described below:
1. The ADS-B In requires other aircraft to be equipped
with ADS-B Out.
2. The TIS-B and ADS-R services are supported when
in range of ground stations and are providing the
service.
3. If receiving the TIS-B service, but the Mode C and
Mode S transponder equipped aircraft that do not
provide altitude information are not seen on the
traffic display.
4. If receiving the TIS-B service, but aircraft not
equipped with a transponder, or equipped with a
Mode A transponder are not part of the TISB data
and will not be seen on the traffic display. Refer to
the NGT-9000 Pilot's guide for more information
regarding what traffic can be displayed.
Traffic display is working
correctly, but TAS/TCAS
targets are not showing up
on the display.
Traffic
Lack of data as described below:
1. Aircraft is out of the selected TAS/TCAS altitude
range (Above/Below/Unrestricted)
2. The installed Lynx NGT-9000 does not have
TAS/TCAS functionality.
3. The TAS/TCAS Configuration option was not
enabled during installation.
4. The TAS/TCAS requires other aircraft to be
equipped with equipped with an active ATCRABS
transponder.
Revision 4 Issue: 9/19/17
FAA Approved
Page 21 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
No TIS-B Coverage
Indicator
Screen
Traffic
Cause/Corrective Actions
The No Coverage Indicator is shown on the traffic
display for the following reasons:
1. No TIS-B / ADS-R data available in the area
2. Aircraft is not within range of an ADS-B ground
station. Move aircraft in location where information
can be received.
3. UAT-In test failed (indicator seen after 60 seconds
of test failure)
4. 1090 Receiver failed
It is located on the traffic
screen next to the Zoom Out
button.
NOTE: The indicator is
suppressed when
TAS/TCAS is operational
(i.e. installed, not failed, not
in standby).
• Try clearing the failure by cycling power to the
unit.
• Check the L-Band antenna or cables for possible
errors.
• If the problem continues, replacement of the LBand antenna or the unit may be required.
Contact L3 Field Service before removal.
Display indicator ON-GND
showing on transponder
screen.
Transponder
Transponder is operating in the on-ground mode.
1. This is a normal condition when the aircraft is on
ground.
2. If the indication is seen during flight. Contact L3
Field Service.
• Display indicator XPDR
FAIL (Amber text)
showing on transponder
screen.
Transponder
Transponder data is invalid. This indication is shown on
the transponder screen and alternate traffic screen.
1. Possible problem with internal hardware.
2. Cycle power to the unit.
3. Check System Status Messages.
4. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
Transponder
Invalid Pressure Altitude.
Note: Some altitude encoders may not provide pressure
altitude until after 1-3 minutes of operation.
1. Cycle power to the unit.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
4. Check the wiring between the unit and the
secondary equipment supplying the pressure
altitude.
5. Check the secondary equipment for problems.
Contact L3 Field Service before removal of unit.
Weather
The FIS-B data is not being transmitted to the weather
display.
Note: NEXRAD data is only transmitted every 5 minutes.
CONUS data is only transmitted every 15 minutes.
1. No ground station is in range.
2. The ground station may not provide FIS-B service.
• MSG button on screen.
Pressure Altitude digits
replaced with amber
dashes.
• No data on the weather
display.
• ADS-B Out Fail lamp is
OFF.
Revision 4 Issue: 9/19/17
FAA Approved
Page 22 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
No FIS-B Coverage
Indicator
Screen
Weather
Cause/Corrective Actions
The No Coverage Indicator is shown on the weather
display for the following reasons:
1. No FIS-B data available in the area
• Aircraft is not within range of an ADS-B ground
station. Move aircraft in location where
information can be received.
2. UAT-In test fails (indicator seen after 15 minutes of
test failure)
It is located on the Weather
screens at the bottom
center.
• Try clearing the failure performing a warm
startup by tapping the Restart button or cycling
power to the unit.
• Check the L-Band antenna or cables for possible
errors.
• If the problem continues, replacement of the LBand antenna or the unit may be required.
Contact L3 Field Service before removal.
• Display indicator
INITIALIZING (white text)
showing on FIS-B
application screen.
• ADS-B Out Fail lamp is
Off for 2 minutes and
then flashes (1 second
On/Off) indefinitely until a
GPS position is acquired.
• Compatible displays may
indicate “STANDBY” or
"DATA-FAIL" and Wi-Fi
information is not
available
Revision 4 Issue: 9/19/17
FAA Approved
Weather
The indication is shown on the weather map indicating
that GPS is Acquiring (On Ground – no previous position
fix).
1. This is a normal condition. It continues to be shown
until internal operations have completed. The GPS
requires approximately 60 to 90 seconds to provide
a position after power is applied to the unit.
2. The GPS signal may be weak. Move the aircraft into
an area where the unit can acquire the GPS signal.
3. Make sure nothing is covering or blocking the GPS
antenna.
4. Cycle power to the unit.
5. Check System Status Messages.
6. Check the Lynx MAT fault log.
7. Check that GPS Antenna Short pin doesn’t get
grounded.
8. Observe the GPS Receiver Information MPC
(Service – GPS) for correct signal strength (C/No)
of the GPS satellites. This has a range from 30 dB
to 50 dB. If this is not the case, then check if the
antenna cable loss is more than 10 dB.
9. Check if 12V power is available at GPS antenna
port, when the unit is powered on.
Contact L3 Field Service before removal of unit.
Page 23 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
• ADS-B Out Fail lamp
flashes (1 second
On/Off) for 2 minutes,
and then remains ON
indefinitely until a GPS
position is acquired.
Screen
Weather
Cause/Corrective Actions
GPS is Acquiring (In Air – no previous position fix).
1. The GPS may need up to 4 minutes to provide a
position after power is applied to the unit.
2. The GPS signal may be weak. Move the aircraft into
an area where the unit can acquire the GPS signal.
3. Cycle power to the unit.
Contact L3 Field Service before removal of unit.
Weather
GPS-Acquiring previous (position fix – On Ground or In
Air) This means only GPS data is not available however,
the GPS position was available once during this power
ON or it is shown when a fault is detected that prevents
the FIS-B data from showing on the screen.
1. The GPS signal may be weak. Move the aircraft
into an area where the unit can reacquire the GPS
signal.
2. Cycle power to the unit.
3. Possible problem with L-Band antenna or internal
hardware.
4. Check System Status Messages.
5. Check the Lynx MAT fault log.
6. Observe the GPS Receiver Information using the
Lynx MAT (Service – GPS) for correct signal
strength. Verify that the signal bars are showing at
least 40 -50% in the GPS Receiver Information
Packet. If this is not the case, then check if the
antenna cable loss is more than 10 dB.
7. Check if 12V power is available at GPS antenna
port, when the unit is powered ON.
Contact L3 Field Service before removal of unit.
• Compatible displays may
indicate “STANDBY” or
"DATA-FAIL" and WI-FI
information is not
available.
• Display indicator MAP
FAIL (red text) showing
on FIS-B application
screen.
• ADS-B Out Fail lamp is
Flashing (1 second
On/Off) for 2 minutes and
then remains ON.
• Compatible displays may
indicate “STANDBY” or
"DATA-FAIL" and Wi-Fi
information is not
available..
• Display indicator TAWS
UNAVAILABLE (White
text) showing on TAWS
screen.
TAWS
Displayed when TAWS is not available.
1. Cycle power to the unit.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
TAWS
Displayed when TAWS is Failed.
1. Cycle power to the unit.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
• MSG button on screen.
• Display indicator TAWS
FAILED (Amber text)
showing on TAWS
screen.
• MSG button on screen.
Revision 4 Issue: 9/19/17
FAA Approved
Page 24 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
Table 3-1: Troubleshooting for the Panel Mount NGT-9000
Symptom
• Display indicator
TERRAIN DISPLAY
FAILED (Amber text)
showing on TAWS
screen.
Screen
TAWS
• MSG button on screen.
• Display indicator
Lightning Failed (amber
text) showing on
Lightning screen.
Lightning
• Heading shows “- - -“ on
Lightning screen.
Lightning
Revision 4 Issue: 9/19/17
FAA Approved
Cause/Corrective Actions
Displayed when an alert fault causing loss of terrain
display. Alerting is still operational.
1. Cycle power to the unit.
2. Check System Status Messages.
3. Check the Lynx MAT fault log.
Contact L3 Field Service before removal of unit.
Displayed when Lightning detection is not available.
1. Cycle power to the unit.
2. Cycle power to the WX-500.
3. Check System Status Messages.
4. Check the MPC (MAT) fault log.
Contact L3 Field Service before removal of unit.
Heading input is missing.
Cycle power to the unit.
1. Verify “STAB” is set to “ON” (See lightning setting
page)
2. Cycle power to the WX-500.
3. Check System Status Messages.
4. Check heading source for failure.
Contact L3 Field Service before removal of unit.
Page 25 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
SECTION 4.
NORMAL PROCEDURES
The procedures described below are specific only to the NGT-9000. Reference the Pilot's
Operating Handbooks and AFM Supplements for operating instructions specific to any installed
displays or peripheral devices.
4.1 Normal Power ON
The NGT-9000 is self-starting and self-tests once avionics power has been applied to the
system
NGT Power .............................................................. ON
SELF TEST ............................................................ PASS. Audio “Self Test Pass”
NOTE
GPS alignment may take 2 – 3 minutes depending on the aircraft
location. An ADS-B OUT OF RANGE icon is normal until the aircraft is
airborne and within the service volume of an ADS-B Ground Station
(GBT).
SECTION 5.
PERFORMANCE
No change
SECTION 6.
WEIGHT AND BALANCE
See current weight and balance data
SECTION 7.
SYSTEM DESCRIPTIONS
7.1 Pilot’s Guide
THE L3 LYNX, Models NGT-9000, NGT-9000D and NGT-9000+ Pilot’s Guide, Document Part
Number 0040-17000-01, Revision K and later, contains additional information regarding the
system’s description, function and control. The Pilot should become familiar with the contents of
this Guide and keep it available for reference.
7.2 Traffic Sources
The NGT-9000 is capable of receiving ADS-B IN traffic advisories and displaying them on the
Main Display, PED’s such as the Apple iPad and on panel mounted RS-422 capable display
such as the Garmin GMX 200. Refer to the appropriate installed display manual for information
on target symbology and optional alerting functions.
7.3 Weather Sources
The NGT-9000 is capable of receiving ADS-B IN Flight Information System (FIS) weather and
airspace information on the Main Display, PED’s such as the Apple iPad, and on panel mounted
RS-422 capable display such as the Garmin GMX 200.
METAR, TAF, SIGMET and PIREP data is normally displayed in text format, while NEXRAD
weather radar images are available graphically. Refer to the appropriate installed display
manual for information on the type of information available and display options.
Revision 4 Issue: 9/19/17
FAA Approved
Page 26 of 27
Document Number L3-76AK-AFMS1
Airplane Flight Manual Supplement or Supplemental Flight Manual for the NGT-9000
7.4 Lightning Detection Sources [Optional]
The WX-500 Stormscope is required for installation configured for lightning detection. The WX500 detects electrical discharges from thunderstorms within a 200 nmi radius of the aircraft.
This information plots the location of the thunderstorms and is shown on the right application
screen of the NGT-9000.
7.5 Power
Power for the NGT-9000 is provided through a circuit breaker labeled “NGT”.
7.6 External Switches, Lights and Controls [Optional]
The following external lights listed in Table 7-1 are supported by the NGT-9000.
Table 7-1: Light and Switch Functions
Switch or Light
ADS-B FAIL lamp [optional]
(amber)
Function
Out – Normal operation
Steady – ADS-B Failure
Slow Flashing – GPS aligning
TRAFFIC Caution lamp
Out – No traffic of concern detected
(amber) [optional]
Steady – Traffic detected
TERRAIN Caution lamp
Out – No terrain of concern
(amber) [TAWS installed] [optional] Steady – Terrain hazard detected
TERRAIN Warning lamp
Out – No immediate terrain avoidance required
(red) [TAWS installed] [optional]
Steady – Immediate terrain avoidance required
Revision 4 Issue: 9/19/17
FAA Approved
Page 27 of 27
Document Number L3-76AK-AFMS1
TABLE OF CONTENTS
SECTION 10
SAFETY TIPS
Paragraph
No.
Page
No.
10.1 General .................................................................................................................................................
10.3 Safety Tips ...........................................................................................................................................
10-1
10-1
REPORT: VB-880
10-i
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
SECTION 10
SAFETY TIPS
SECTION 10
SAFETY TIPS
10.1 GENERAL
This section provides safety tips of particular value in the operation of the Cherokee Warrior II.
10.3 SAFETY TIPS
(a)
Learn to trim for takeoff so that only a very light back pressure on the control wheel is required
to lift the airplane off the ground.
(b) The best speed for takeoff is about 55 KIAS under normal conditions. Trying to pull the airplane
off the ground at too low an airspeed decreases the controllability of the airplane in the event of
engine failure.
(c)
Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap operating loads, it is desirable
to have the airplane at a slower speed before extending the flaps. The flap step will not support
weight if the flaps are in any extended position. The flaps must be placed in the “UP” position
before they will lock and support weight on the step.
(d) Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.
(e)
Before starting the engine, check that all radio switches, light switches and the pitot heat switch
are in the off position so as not to create an overloaded condition when the starter is engaged.
(f)
Anti-collision lights should not be operating when flying through cloud, fog or haze, since the
reflected light can produce spatial disorientation. Strobe lights should not be used in close
proximity to the ground such as during taxiing, takeoff or landing.
(g) The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot
should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the safety related information
made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM
and safety aids.
(i)
Prolonged slips or skids which result in excess of 2000 ft. of altitude loss, or other radical or
extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when tank being used is not full.
ISSUED: DECEMBER 16, 1976
REVISED: JULY 3, 1979
REPORT: VB-880
10-1
SECTION 10
SAFETY TIPS
(j)
PIPER AIRCRAFT CORPORATION
PA-28-161, CHEROKEE WARRIOR II
Hand starting of the engine is not recommended, however, should hand starting of the engine be
required, only experienced personnel should attempt this procedure. The magneto selector should
be placed to “LEFT” during the starting procedures to reduce the probability of “kick back.” Place
the ignition switch to “BOTH” position after the engine has started.
REPORT: VB-880
10-2
ISSUED: DECEMBER 16, 1976
REVISED: MAY 30, 1980
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