Piper CHEROKEE 180 Owner's Handbook Manual

CHEROKEE 180
PA-28-180
owner's
Piper
Aircraft
Handbook
Corporation,
U.5. A.
Vero Beach,
Florida
NOTICE
NOR CAN ANY
HANDBOOK
IS NOT DESIGNED,
HANDBOOK SERVE, AS A SUBSTITUTE FOR ADEQÚATE AND
COMPETENT FLIGHT INSTRÚCTION,
OR KNOWLEDGE OF THE
AIRWORTHINESS
CURRENT
THE APPLICABLE
DIRECTIVES,
AIR
AND
ADVISORY
CIRCULARS. IT
FEDERAL
REGULATIONS,
TO «BE A GUIDE OF BASIC FLIGHT
IS NOT INTENDED
INSTRUCTION, NOR A TRAINING MANUAL.
THE HANDBOOK IS DESIGNED:
THIS
YOUR CHEROKEE
WITH
TO HELP YOU OPERATE
SAFETY AND CONFIDENCE.
2. TO MORE FULLY ACQUAINT YOU WITH THE BASIC
PERFORMANCE
AND HANDLING
CHARACTERISTICS
OF THE AIRPLANE.
FULLY
EXPLAIN
YOUR
3. TO MORE
CHEROKEE'S
OPERATION THAN IS PERMISSIBLE TO SET FORTH IN
TI-iE AIRPLANE FLIGHT MANUAL.
BETWEEN
IF THERE
THIS
IS ANY INCONSIS'i'ENCY
HANDBOOK AND THE AIRPLANE PLIGHT MANUAL APPROVED
BY THE F.A.A., THE FLIGHT MANUAL SHALL GOVERN.
1.
Revised text and illustrations shall be indicated by a
black vertical lirm in the margin opposite the change.
Additional copies of this manual, Part No. 761 513,
may be obtained from your Piper Dealer.
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
761 513
Issued: June 1972
Revised: January 1973
SECTION 1
SPECIFICATIONS
Performance
Weights
.
............
.....
.........
PowerPlant....................
FuelandOil
Baggage
.........
...................
...
.........
2
2
3
................................
LandingGear.............
2
2
...........
...................
Dimensions
1
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..
...
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3
CHEROKEE 180
SECTION I
SECTION I
SPECIFICATIONS
PERFORMANCE
figures are for airplanes equipped for cross-country
and flown at gross weight under standard conditions
transportation
at
sea level or stated altitude. Any changes in equipment
may result in
Performance
in performance.
changes
Take-off Ground Run (S.L. Std., maximum
effort, 25
flap) (ft)
Take-off over 50-ft Barrier S.L. Std., (maximum effort,
25°flap) (ft)
Best Rate of Climb Speed (mph)
Rate of Climb (ft per min)
Service Ceiling (ft)
Absolute Ceiling (ft)
Top Speed (mph)
Optimum Cruise Speed (TAS) (75% power,
optimum
altitude, leaned to best power) (mph)
Cruising Range (75% power, optimum altitude
leaned to best economy,
no reserves or climb
allowance)
°
720
1625
85
725
14,150
16,500
148
141
686
(mi)
Optimum Cruising Range (55% power, 10,000 ft,
leaned to best economy,
no reserves or climb
allowance
-
Stalling
Stalling
Landing
Landing
(mi)
Speed CAS (flaps down) (mph)
Speed CAS (flaps up) (mph)
Roll S.L. Std., (flaps down) (ft)
Roll over 50-ft Barrier S.L. Std., (ft)
*This value applies only for the conditions
distance versus density altitude chart.
761 513
720615
706
61
68
635*
1185*
indicated on the landing
1
SECTION I
SPECIFICATIONS
CHEROKEE
180
(cont.)
WEIGHTS
Gross Weight (lbs)
Empty Weight (Standard) (lbs)
USEFUL LOAD (Standard) (lbs)
2450
1384*
1066*
POWER PLANT
Engine (Lycoming)
Rated Horsepower
Rated Speed (rpm)
Bore (in.)
Stroke (in.)
Displacement (cu in.)
Compression Ratio
Dry Weight (lbs)
O-360-A4A
180
2700
5.125
4.375
361.0
8.5:1
285
76EM8S5-0-60
Propeller
FUEL AND OIL
(U.S. gal) Usable
Oil Capacity (qts)
Fuel, Aviation Grade (min octane)
Fuel Capacity
48
8
100/130
BAGGAGE
Maximum Baggage (lbs)
Baggage Space (cu ft)
Baggage Door Size (in.)
*
2
Weight
varies
with
200
24
20 x 22
each aircraft
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CHEROKEE 180
SPECIFICATIONS
SECTION I
(cont.)
DIMENSIONS
Wing Span (ft)
Wing Area (sq ft)
Wing Loading (lbs per sq ft)
Length (ft)
Height (ft)
Power Loading (lbs per hp)
32
170
14.4
24.0
7.8
13.6
LANDING GEAR
Wheel Base (ft)
Wheel Tread (ft)
Tire Pressure (psi)
Tire Size
761 513
720615
Nose
Main
Nose (4 ply rating)
Main (4 ply rating)
6.7
10
24
24
6.00 x 6
6.00 x 6
3
CHEROKEE 180
SECTION I
50"
3
"
2.50"
10'
-
24'
09"
T
---8'
4
.ß0"
8.4"
761513
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SECTION 11
DESIGN INFORMATION
EngineandPropeller
............
Structures..........
LandingGear
.....
...
...........
ControlSystems
FuelSystem
6
..........
....
7
........
........
7
.......
.
.
.
.
Heating and Ventilating
Optional
.
.
.........
Electrical System
CabinFeatures
5
..........
...
.
5
.........
..
.
.
.
.
System
..........
Equipment
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13
13
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9
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16
SECTION 11
CHEROKEE 180
SECTION 11
DESIGN INFORMATION
ENGINE AND PROPELLER
The Cherokee 180 is powered by a Lycoming O-360-A4A four
cylinder, direct drive, horizontally opposed engine rated at 180 HP at
2700 RPM. It is furnished with a starter, 60 ampere 12 volt alternator,
shielded ignition, vacuum
pump drive, fuel pump, and a dry,
automotive
air filter.
type carburetor
The exhaust
back
system
type
to reduce
is of the cross-over
pressure and improve performance, It is made entirely from stainless
steel and is equipped with dual mufflers. A heater shroud around the
mufflers
is provided to supply heat for the cabin and windshield
defrosting.
The Sensenich 76EM8S5-0-60 fixed-pitch propeller is made from a
one-piece
alloy forging.
STRUCTURES
and are designed
All structures are of aluminum alloy construction
to ultimate
load factors well in excess of normal requirements.
All
exterior surfaces are primed with etching
primer and painted with
acrylic lacquer.
The wings are attached to each side of the fuselage by inserting the
butt ends of the respective
main spars into a spar box carry-through
which is an integral part of the fuselage structure,
providing in effect a
continuous
main spar with splices at each side of the fuselage. There are
also fore and aft attachments
at the rear spar and at an auxiliary front
spar.
761 513
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5
SECTION Il
CHEROKEE
180
The wing airfoil section is a laminar flow type, NACA652-415 with
the maximum thickness about 40% aft of the leading edge. This permits
structure to be located under the rear seat
the main spar carry-through
providing unobstructed
cabin floor space ahead of the rear seat.
LANDING GEAR
The three landing gears use a Cleveland 6.00 x 6 wheel, the main
wheels being provided with Cleveland single disc hydraulic
brake
No. 30-55. All wheels use 6.00 x 6 four ply tires with tubes.
assemblies,
The nose gear is steerable through a 44 degree are by use of the
rudder pedals. A spring device is incorporated
in the rudder pedal
torque tube assembly to aid in rudder centering
and to provide rudder
also incorporates
trim. The nose gear steering mechanism
a hydraulic
shimmy dampener.
The three struts are of the air-oil type, with the normal extension
being 3.25 inches for the nose gear and 4.50 inches for the main gear.
The standard brake system for the Cherokee consists
of a hand
lever and master cylinder which is located below and behind the left
center of the instrument sub-panel. The brake fluid reservoir is installed
on the top left front face of the firewall. The parking brake is
incorporated in the master cylinder and is actuated by pulling back on
the brake lever, depressing the knob attached
to the handle and
releasing the brake lever. To release the parking brake, pull back on the
lever to disengage the catch mechanism
and allow the handle to swing
forward.
Optional toe brakes are available to supplement
lever and parking brake system.
6
the standard
hand
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CHEROKEE 180
SECTION II
CONTROL SYSTEMS
with a cable
Dual controls are provided as standard equipment
system used between the controls and the surfaces. The horizontal tail
is of the Flying Tail type (stabilator), with a trim tab mounted on the
trailing edge of the stabilator to reduce the control system forces. This
tab is actuated by a control wheel on the floor between the front seats.
with less size,
The stabilator
provides extra stability and controllability
drag and weight than conventional tail surfaces. The ailerons are
provided with a differential action which tends to reduce adverse yaw
the amount
of
in turning maneuvers,
and which also reduces
is
coordination
required
in normal turns. A rudder trim adjustment
mounted
on the right side of the pedestal below the throttle quadrant
and permits directional trim as needed in flight.
The flaps are manually operated,
balanced for light operating
forces and spring-loaded to return to the up position. A past-center lock
incorporated in the actuating linkage holds the flap when it is in the up
position so that it may be used as a step on the right side. The flap will
not support a step load except when in the full up position, so it must
be completely retracted when used as a step. The flaps have three
extended
positions: 10, 25 and 40 degrees.
FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gal. usable) tanks
which are secured to the leading edge structure of each wing by screws
and nut plates. This allows easy removal for service or inspection.
The fuel selector control is located on the left side-panel, forward
of the pilot's seat. The button on the selector must be depressed and
held while the handle is moved to the OFF position. The button
releases
when the handle is moved back into the ON
automatically
position.
An auxiliary electric fuel pump is provided in case of failure of the
engine driven pump. The electric pump should be on for all take-offs
and landings, and when switching tanks. The pump switch is located in
the switch
761 513
730122
panel above the throttle
quadrant.
7
SECTION II
CHEROKEE 180
FUELPRESSUREGAUGE
FUELQUANTITY
GAUGES
ENGINE
FUEL
PUMP
litt
rÎr
ELPUMP
DRAIN
SASCOLATOR
FUELSELECTOR
VALVE
VENT
VENT
LEFTTANK
RIGHTTANK
__,
U
DRAIN
U
ORAIN
FUEL SYSTEM SCHEMATIC
8
761513
720615
CHEROKEE 180
SECTION II
Each tank has an individual quick drain loacated at the bottom,
inboard rear corner, and should be drained to check for water before
each flight. The fuel strainer, which is also equipped with a quick drain,
is located on the front lower left corner of the firewall. This strainer
should be drained
regularly
check
or sediment
for water
to
accumulation.
To drain the lines from the tanks, the tank selector valve
must be switched to each tank in turn, with the electric pump on, and
the gascolator drain valve opened.
Fuel quantity and pressure are indicated on gauges located in a
cluster on the left side of the instrument panel.
ELECTRICAL
SYSTEM
The electrical system includes a 12 volt 60 amp alternator,
battery,
and master
switch
voltage regulator,
overvoltage
relay. The
relay
battery is mounted in a stainless steel box immediately aft of the
baggage compartment. 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,
and the circuit breakers are located on the lower right instrument panel.
A rheostat-switch
on the left side of the switch panel controls the
navigation
lights and the dome instrument light. It also dims the dome
light. The similar switch on the right side controls and dims the panel
lights.
eeeeooooseeee
ENGINE
ALTERNATOR
GUTPUT
FIELD
I
GROUP
FUEL
I
PUMP
STALL
I
1
lwAANING I
oeeeeeeeeeces
INSTRUMENTLIGHT
PANEL
OVEAHEA
NAV
LIGHTS
NTiLtBHT
LANDtNG
LlGHTS
AV-COM
:
NAV-COM
2
I
ADF
AUTO
PITOT
PILOT
HEAT
AUDIO
AIA
CONO.
PANEL
DOOR REMOVEDFÒR
|
TUANS
BANK
PtTCH
i
TRIM
DME
START
i SACC
TRANS
PONDER
CLARITY
Circuit Breaker Panel
761 513
730122
9
SECTION II
CHEROKEE 180
system offers many advantages
over the generator
The alternator
The main advantage
system both in operation
and maintenance.
is full
power output
electrical
RPM.
This is a great
at lower engine
improvement for radio and electrical
equipment
operation.
Since the
alternator output is available at all times, the battery will be charging
for a greater percentage of use. This will make cold-morning
starting
easier.
include a starter,
electric
fuel pump, stall
The navigation
warning indicator, cigar lighter, fuel gauge and ammeter.
anti-collision
lights,
light, landing light, instrument lighting and cabin
dome light are optional.
Circuits will handle an entire complement
of
communications
and navigational
equipment.
The words "master switch" used hereafter in this manual indicate
both sides of the switch, battery side "BAT" and alternator
side "ALT"
are to be depressed simultaneously to OFF or ON as directed.
Unlike previous generator systems, the ammeter
does not indicate
battery discharge; rather it displays in amperes the load placed on the
alternator.
With all electrical equipment
off (except master switch) the
ammeter
will be indicating the amount of charging current demanded
by the battery. As each item of electrical equipment
is turned on, the
on the ammeter.
This total
current will increase to a total appearing
Standard
accessories
includes the battery. The maximum
continuous
load for night flight,
radios
30 amperes.
This 30 ampere
on, is about
value, plus
approximately
two amperes
for a fully charged battery, will appear
with
The amount
of current
if the alternator
system is
operating
normally,
as the amount of current shown should equal the
drawn by the equipment
which is operating.
total amperage
If no output
is indicated on the ammeter during flight, reduce the
load by turning
off all unnecessary
electrical
electrical equipment.
Check both 5 ampere field breaker and 60 ampere output breaker and
reset if open. If neither
circuit breaker is open, turn off the "ALT"
switch for 30 seconds to reset the overvoltage relay. If ammeter
continues
electrical load and
to indicate no output,
maintain minimum
terminate
flight as soon as practical.
Maintenance on the alternator
should prove to be a minor factor.
Should service be required,
contact the local Piper Dealer.
under
these flight conditions.
continuously
shown on the ammeter
will tell immediately
10
761 513
730122
SECTION II
CHEROKEE 180
HEATING
AND VENTILATING
SYSTEM
Heat for the cabin interior and the defroster system is provided by
a heater muff attached to the exhaust
system. The amount of heat
desired can be regulated with the controls located on the far right side
of the instrument panel.
The air flow can be regulated between the front and rear seats by
levers located on top of the heat ducts next to the console.
Fresh air inlets are located in the leading edge of the wing at the
intersection of the tapered and straight sections. A large adjustable
outlet is located on the side of the cabin near the floor at each seat
location. Cabin air is exhausted through an outlet located below the
rear seat.
CABIN FEATURES
The instrument panel of the Cherokee is designed to accommodate
the customary advanced flight instruments and the normally required
power plant instruments. The Artificial Horizon and Directional Gyro
are vacuum operated
through use of a vacuum pump installed on the
engine, while the Turn and Bank instrument is electrically
operated. A
vacuum
gauge is mounted on the far right side of the instrument panel.
A natural separation
of the flight group and the power group is
provided by placing the flight group in the upper instrument panel and
the power group in the center and lower instrument panels. The radios
and circuit breakers located on the right hand instrument panel have
extra circuits provided for a complete line of optional radio equipment.
The microphone
is located on the control quadrant covet, see
illustration page 14, item 42.
The cabin interior includes a pilot storm window, two sun visors,
ash trays, two map pockets, and pockets on the backs of each front
seat. The front seats are adjustable fore and aft for pilot-passenger
comfort and ease of entry and exit. Arm rests are also provided for the
front seats.
761 513
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13
CHEROKEE 180
SECTION II
by an inertia reel is
A single strap shoulder harness controlled
standard equipment
for the front seats, and is offered as an option for
the rear seats. The shoulder strap is routed over the shoulder adjacent
to the windows
and attached
to the lap belt in the general area of the
person's inboard hip.
A check of the inertia reel mechanism
is made by pulling sharply
on the strap. The reel will lock in place under this test and prevent the
strap from extending. Under normal movement the strap will extend
and retract
as required.
The 24 cubic foot baggage area may be reached
through a large 20 x 22 inch outside door.
761 513
720615
from the cabin or
15
SECTION 11
CHEROKEE 180
AIR CONDITIONING*
The air conditioning system is a recirculating air system. The major
items include; evaporator,
compressor, blower, switches and
condenser,
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
scoop located on the
is mounted on a retractable
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
It has an electric clutch
which
engine.
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
control
are located on the lower
and temperature
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
"ON-OFF" switch. The fan can be operated
and the air conditioning
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.
*Optional
16
Equipment
761513
720615
CHEROKEE 180
SECTION II
NOTE
If the system
system
"OFF"
is not operating in 5 minutes
until the fault is corrected.
turn
the
"FAN" switch
of the fan with the air
allows operation
conditioner
turned "OFF" to aid cabin air circulation if desired. A
"LOW," "MED" or "HIGH" flow of air can be selected to the air
conditioner outlets located in the overhead
duct. The outlets can be
adjusted or turned off by each occupant to obtain individual cooling
effect.
The "DOOR OPEN" indicator light is located to the left of the
radio stack in front of the pilot. The light illuminates whenever the
door is open and remains on until the door is closed.
condenser
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
rate of climb.
power and maximum
cool for
The fan continues
to operate and the air will remain
approximately
approximately one minute. When the throttle is retarded
again
1/4 inch, the clutch will engage and the scoop will extend,
supplying cool, dry air.
The
761 513
720615
17
SECTION 11
CHEROKEE
180
NOTES
18
761513
720615
SECTION III
OPERATING
Preflight......
....
INSTRUCTIONS
19
.......................
StartingEngine...........
Warm-UpandGroundCheck
Take-Off
Climb
Stalls
Cruising
20
..................
22
......................
23
.................................
...................................
23
...................................
24
................................
.
ApproachandLanding
StoppingEngine
24
25
.........................
26
.............................
EnginePowerLoss............................
26
Mooring
27
..................................
WeightandBalance
OperatingTips
Optional
27
...........................
Equipment
27
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..............
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30
CHEROKEE 180
SECTION III
SECTION III
OPERATING
INSTRUCTIONS
PREFLIGHT
1. Master switch and ignition OFF.
2. a. Check for external damage and operational interference of
control surfaces or hinges.
b. Insure that wings and control surfaces are free of snow,
ice or frost.
3. a. Visually check fuel supply and secure caps.
b. Drain fuel tank sumps (two).
761 513
720615
19
SECTION III
CHEROKEE 180
Drain fuel system sump (left side of aircraft).
d. Check that fuel system vents are open.
Check main landing gear shock struts for proper inflation
e.
(approximately
4.50 inches showing).
f.
Check tires for cuts, wear and proper inflation.
g. Check brake blocks and discs for wear and damage.
Check windshield
for cleanliness.
4. a.
b. Check propeller and spinner for defects or nicks.
Check for obvious fuel or oil leaks.
c.
d. Check oil level (insure dipstick is properly seated).
e.
Check cowling and inspection covers for security.
f.
Check nose wheel tire for inflation and wear.
strut
for proper
inflation
g. Check nose gear shock
(approximately
3.25 inches showing).
h. Check for foreign matter in air inlet.
5. a. Stow tow-bar and control locks if used.
b. Check baggage for storage and security.
c.
Close and secure the baggage compartment
door.
c.
6.
wheel.
a.
Upon entering airplane remove seat belt securing contról
Check that all primary flight controls operate properly.
b. Close and secure cabin door.
c. Check that required papers are in order and in the
airplane.
d.
Fasten seat belts and shoulder
harness. Check function of
inertia reel.
STARTING
1.
2.
3.
Starting
1.
2.
3.
4.
5.
pressmg
20
ENGINE
Set parking brake ON.
heat control in the full COLD position.
Set the carburetor
Select the desired tank with fuel selector valve.
Engine When Cold:
Open throttle approximately
1/4 inch.
Turn the master switch ON.
Turn the electric fuel pump ON.
Move the mixture control to FULL RICH.
Engage the starter by rotating magneto switch
clockwise
and
m.
761513
730122
CHEROKEE 180
SECTION III
When the engine fires, advance throttle
to desired setting. If
the engine does not fire within five to ten seconds, disengage starter and
prime with one to three strokes of the priming pump. Repeat the
starting procedure.
6.
Starting Engine When Hot:
1/2 inch.
1. Open the throttle approximately
2.
Turn the master switch ON.
3. Turn the electric fuel pump ON.
4. Put mixture control in IDLE CUT-OFF.
5. Engage the starter by rotating magneto switch clockwise and
pressing in. When the engine fires, advance the mixture control and
move the throttle to desired setting.
Starting Engine When Flooded:
1. Open the throttle full.
2. Turn the master switch ON.
3. Turn the electric fuel pump OFF.
4. Put mixture control in IDLE CUT-OFF.
5. Engage the starter by rotating magneto switch clockwise
pressing in. When the engine fires, advance the mixture control
retard
and
and
the throttle.
Starting With External Power Source:
An optional
feature known as Piper External
the operator
to use an external
battery to crank
having to gain access to the aircraft battery.
The procedure is as follows:
Power (PEP) allows
the
engine
without
1. Turn aircraft MASTER SWITCH to OFF.
2. Connect RED lead of PEP kit jumper cable to POSITIVE (+)
terminal of external 12 volt battery and BLACK lead to NEGATIVE (-)
terminal.
3. Insert plug of jumper cable into socket located on aircraft
fuselage.
4. Turn aircraft
MASTER SWITCH to ON and proceed with
NORMAL engine starting technique.
761 513
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21
SECTION III
CHEROKEE 180
has been started, turn MASTER
and remove jumpercable plug from aircraft.
5.
After engine
6.
Turn aircraft
SWITCH
to OFF
MASTER SWITCH to ON and check alternator
ammeter
for indication of output. DO NOT ATTEMPT FLIGHT IF
THERE IS NO INDICATION OF ALTERNATOR OUTPUT.
When the engine is firing evenly, advance
If oil pressure is not indicated within thirty
the throttle to 800 RPM.
seconds, stop the engine
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,
and
Engine Troubles and
"Lycoming Operating Handbook,
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.
refer
to
WARM-UP
the
AND GROUND
CHECK
Warm-up the engine at 800 to 1200 RPM for not more than two
minutes
in warm weather,
four minutes
in cold weather.
Avoid
prolonged idling at low RPM as this practice may result in fouled spark
plugs. If necessary to hold before take-off, it is recommended
that the
engine be idled at 1200 RPM.
The magnetos
either
magneto
RPM of the
should
at 2000 RPM and the drop off on
exceed 175 RPM and should be within
operation
Prolonged
on one magneto
should
should
other.
be checked
not
50
be
avoided.
Check vacuum
RPM.
gauge, indicator should
read 5" Hg ±
.1"
Hg at 2000
and pressure. The temperature
may
Check both the oil temperature
be low for some time if the engine is being run for the first time of the
day, but as long as the pressure is within limits the engine is ready for
take-off.
Carburetor heat should also be checked prior to take-off to be sure
that the control is operating properly and to clear any ice which may
have formed during taxiing. Avoid prolonged ground operation with
carburetor heat ON as the air is unfiltered.
22
761513
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CHEROKEE 180
SECTION III
Operation of the engine driven fuel pump should be checked while
taxiing or during pretake-off engine run up by switching off the electric
fuel pump and observing fuel pressure. The electric fuel pump should
be on during take-off to prevent loss of power should the engine driven
pump fail. The engine is warm enough for take-off when the throttle
can be opened without
the engine faltering. For air conditioner
ground
check refer to page 30.
TAKE-OFF
Just before
1.
2.
3.
4.
5.
6.
take-off
following items should be checked:
Seat backs erect
Fuel on proper tank
7.
Electric fuel pump on
8. Fasten belts/harness
Engine gages checked
9. Trim tab set
the
-
-
Flaps
-
set
Carb. heat off
Mixture set
-
10.
11.
12.
free
Controls
Door latched
Air conditioner
-
-
-
off
The take<>ff technique
for the Cherokee. The tab
is conventional
be set slightly aft of neutral, with the exact setting determined
by the loading of the aircraft. Allow the airplane to accelerate to 50 to
60 MPH, then ease back on the wheel enough to let the airplane fly
itself off the ground. Premature raising of the nose, or raising it to an
excessive
angle will result in a delayed take-off. After take-off let the
aircraft accelerate to the desired climb speed by lowering the nose
should
slightly.
Take-offs
are normally
for short
made with flaps up. However,
take-offs
take-offs,
field
such as deep
and for
under difficult conditions
grass or on a soft surface, distances can be reduced
appreciably
by
lowering flaps to
25°.
CLIMB
The best rate of climb at gross weight will be obtained at 85 MPH.
The best angle of climb may be obtained
at 74 MPH. At lighter than
gross weight these speeds are reduced somewhat.
For climbing en route
a speed of 100 MPH is recommended.
This will produce better forward
speed and increased visibility over the nose during the climb. The air
conditioner
may be turned on after all obstacles have been cleared.
761 513
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23
SECTION III
CHEROKEE
180
STALLS
All controls are effective at speeds down through the stalling speed,
and stalls are gentle and easily controlled.
Stall speed chart on following page is at gross weight. Stall speeds
at lower weights will be correspondingly
less.
STALL SPEED TABLE
40°
Flaps
61 MPH
Angle of Bank
o°
20°
40°
60°
63
MPH
70 MPH
70 MPH
78 MPH
96 MPH
86
Power Off
-
Flags Retracted
68 MPH
MPH
Gross Weight 2450 lbs.
CRUISING
The cruising speed is determined by many factors including power
installed on the
temperature,
loading and equipment
altitude,
setting,
airplane.
The normal
power is 75% of the rated horsepower of the
engine. True airspeeds
which may be obtained
and
at various altitudes
power settings can be determined from the charts in Section IV of this
handbook.
fuel
Use of the mixture
control
in cruising
flight reduces
significantly,
consumption
especially
at higher altitudes.
The mixture
and
above 5000 feet altitude
should be leaned during cruising operation
when 75% power or less is being
at pilot's discretion at lower altitudes
of power being used, the
used.
If any doubt exists as to the amount
mixture should be in the FULL RICH position for all operations under
cruising
5000 feet.
24
761513
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CHEROKEE 180
SECTION III
To lean the mixture,
becomes rough, indicating
pull the
that
control
mixture
the lean mixture
until
the
engine
limit has been reached
by pushing the control
towards
the instrument panel until engine operation becomes smooth.
If the airplane
is equipped
with
the
optional
exhaust gas
in the leaner cylinders.
Then enrich
the mixture
(EGT) gauge, a more accurate means of leaning is available
to the pilot. For this procedure, refer
to the AVCO Lycoming
Operator's Manual.
In order to keep the airplane
in best lateral trim during cruising
flight, the fuel should
from each tank. It is
be used alternately
recommended
that one tank be used for one hour after take-off,
then
the other tank be used for two hours, then return to the first tank,
which will have approximately
one and one half hours of fuel remaining
if the tanks were full at take-off.
The second tank will contain
one
dry
half hour of fuel. Do not run tanks completely
approximately
temperature
in flight.
APPROACH AND LANDING
landing check list:
Fuel on proper tank
Mixture
rich
Electric fuel pump on
Before
1.
2.
3.
-
-
4.
5.
6.
7.
Seat backs erect
Flaps set (115 MPH)
Fasten belts/harness
Air conditioner
off
-
-
The airplane should be trimmed to an approach
speed of about 85
MPH with flaps up. The flaps can be lowered at,speeds up to 115 MPH,
if desired, and the approach
speed reduced
3 MPH for each additional
notch of flaps. 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 heat on is likely to cause detonation.
The amount of flap used during landings and 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
possible safe speed
the ground at minimum
consistent with existing conditions.
761 513
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25
CHEROKEE 180
SECTION III
for short and slow landings is to use
Normally, the best technique
power to maintain
the desired airspeed
and
full flap and enough
approach
flight path. Reduce the airspeed during flare out and contact
hold the nose
the ground close to stalling speed. After ground contact
wheel off as long as possible. As the airplane slows down, drop the nose
the tires if the
and apply brakes. There will be less chance of skidding
flaps are retracted before applying the brakes. Braking is most effective
when back pressure is applied to the control wheel, putting most of the
weight on the main wheels.
airplane
In high wind
conditions,
particularly in strong crosswinds,
it may be desirable to approach
the
ground at higher than normal speeds with partial or no flaps.
STOPPING
ENGINE
At the pilot's discretion, the flaps should be raised and the electric
fuel pump turned
off. After parking, the air conditioner
and radios
off and the engine stopped by pulling the mixture
The throttle
should be left full aft to avoid
control
to idle
engine vibration
while stopping.
Then the magneto and master switches
should be turned off and the parking brake set.
should
be turned
cut-off.
ENGINE POWER LOSS
of
The most common cause of engine power loss is mismanagement
the fuel. Therefore, the first step to take after engine power loss is to
move the fuel selector
valve to the tank not being used. This will often
keep the engine running even if there is no apparent reason for the
engine to stop on the tank being used.
If changing to another tank does not restore the engine:
1.
Check fuel pressure and turn on electric fuel pump if off.
2. Push mixture control to full "RICH."
magneto
left,
3. Check ignition switch. Turn to best operating
right, or both.
-
26
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SECTION III
MOORING
The Cherokee should be moved on the ground with the aid of the
nose wheel tow-bar
provided with each plane and secured in the
baggage compartment.
Tie down ropes may be secured to rings
provided under
each wing and to the tail skid. The aileron
and
stabilator controls should be secured by looping the seat belt through
the control wheel and pulling it tight. The rudder is held in position by
does not have
to the nose wheel steering and normally
its connections
to be secured.
The flaps are locked when in the full up position and
should be left retracted.
WEIGHT AND BALANCE
It is the responsibility
of the owner and pilot to determine that the
airplane
remains within the allowable
weight vs. center of gravity
envelope while in flight. For weight and balance data see the Airplane
Flight Manual and Weight and Balance form supplied with each
airplane.
OPERATING
TIPS
The following Operating
Tips are of particular value in the
operation of the Cherokee.
1. Learn to trim for take-off
so that only a very light back
pressure on the wheel is required to lift the airplane off the ground.
2. The best speed for take-off is about 60 MPH under normal
Trying to pull the airplane off the ground at too low an
conditions.
airspeed decreases the controllability
of the airplane in event of engine
failure.
3.
Flaps may be lowered at airspeeds up to 115 MPH. To reduce
flap operating loads, it is desirable to have the airplane at a slower speed
before extending
the flaps.
Before attempting
to reset any circuit
five minute cooling off period.
4.
761 513
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breaker, allow a two to
27
SECTION III
CHEROKEE 180
5. 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
when the starter is engaged.
create an overloaded condition
relay is provided to protect the electronics
6. The overvoltage
from a momentary
equipment
(approximately
overvoltage
condition
16.5 volts and up), or a catastrophic
regulator failure. In the event of a
the relay will open and the ammeter
momentary
condition,
will
indicate "0" output from the alternator.
The relay may be reset by
30 seconds
switching the "ALT" switch to "OFF" for approximately
switch
to "ON."
and then returning the "ALT"
gauge is provided to monitor
7. The vacuum
the pressure
available to assure the correct operating
speed of the vacuum driven
gyroscopic flight instruments,
it also monitors
of the
the condition
common
air filter by measuring
the flow of air thru the filter.
If the vacuum gauge registers lower than 5" ±
Hg at 2000
RPM, the following items should be checked before flight:
a.
Common air filter, could be dirty or restricted.
b. Vacuum lines could be collapsed or broken.
c. Vacuum pump, worn.
not adjusted
d. Vacuum regulator,
correctly.
The pressure,
can read lower under two conditions:
(1)
even though
set correctly,
Very high altitude, above 12000 feet, (2) Low engine RPM usually on
approach or during training maneuvers.
This is normal and should not
be considered a malfunction.
.10"
PIPER AUTOMATIC
LOCATOR
The Piper Automatic Locator, 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. It is an
of FAR
emergency locator transmitter which meets the requirements
activated
by a longitudinal force of 5 to 7 g's
91.52. It is automatically
and transmits
a distress signal on both 121.5 MHz and 243.0 MHz for a
period of 48 hours in low temperature areas to 100 hours in high
temperature areas. The unit operates on a self contained battery.
The battery has a useful life of four years. However, to comply
with FAA regulations,
it must be replaced after two years of shelf life
or service life. The battery should also be replaced if the transmitter has
been used in an emergency
situation or if the accumulated test time
28
761513
730122
CHEROKEE 180
exceeds
one hour. The replacement
SECTION III
date is marked on the transmitter
label.
The unit has 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
continue
to transmit until the battery power is drained to depletion or
the switch is manually
moved to the "OFF" position. The "ARM"
position is selected when the locator is installed at the factory and
should remain in that position whenever the unit is installed in the
aircraft.
The "ON" position is provided so the unit can be used as a
portable transmitter
feature was not
or in the event the automatic
triggered
of
the transmitter
by impact or to check the function
periodically.
The "OFF" position is provided for the purpose of changing the
battery or if used as a portable transmitter or rearming the unit if it
should be activated for any reason.
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 transmitter
will
continue to transmit in the "ARM" position.
Attached to the unit is a portable antenna, provided so that the
locator may 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
Check by tuning a
the unit has not been accidently
activated.
radio receiver to 121.5 MHz. If you hear an oscillating audio sound the
locator may have been activated and should be turned off immediately.
Reset to "ARM" position and check again to insure against outside
interference.
761 513
730122
29
SECTION Ill
CHEROKEE 180
OPTIONAL
EQUIPMENT
AIR CONDITIONING
To operate
flight:
1.
2.
3.
rotation
4.
the air conditioning
Start the engine (groundoperation).
Turn the air conditioning
"Master" switch to "ON."
Turn "TEMP"
control
to desired temperature.
Clockwise
increases cooling.
Select desired "FAN" position, "LOW," "MED" or "HIGH."
AIR CONDITIONER
Prior
operation
1.
2.
3.
system either on the ground or in
to take-off
OPERATIONAL
the air conditioner
CHECK PROCEDURE
should be checked
for proper
as follows:
Check aircraft Master Switch ON.
Select desired "FAN" position, "LOW," "MED" or "HIGH."
Turn the air conditioner control switch to "ON"
the "Air
-
Cond. Door Open" warning light will turn on, thereby indicating proper
air conditioner
condenser
door actuation.
4. Turn the air conditioner control switch to "OFF"
the "Air
-
Cond. Door Open" warning light will go out, thereby indicating the air
conditioner
condenser
door is in the up position.
5. If the "Air Cond. Door Open" light does not respond as
specified
system
bulb
an air conditioner
or indicator
above,
malfunction
is indicated, and further investigation should
be conducted
prior to flight.
The above operational
inflight failure is suspected.
30
check
may
be performed
during flight if an
761 513
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SECTION 111
CHEROKEE 180
AIR CONDITIONER
EFFECTS
ON AIRPLANE
PERFORMANCE
Operation
will cause slight decreases in the
of the air conditioner
cruise speed and range of the Cherokee 180. Power from the engine is
required
and the condenser
to run the compressor,
door, when
causes a slight increase in drag. When the air conditioner is
extended,
turned
off there is normally no measurable
difference in climb, cruise
or range performance of the airplane.
NOTE
To
insure
maximum
climb
turned
performance
the
air
conditioner
be
off manually
must
before
take-off
the
and retract
to disengage the compressor
door. Also the air conditioner
must
turned
off manually before the landing approach
preparation for a possible go-around.
condenser
be
in
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
while the airplane
is airborne.
the compressor is operating continuously
This will be the case only in extremely
hot weather.
1. The decrease in true airspeed is approximately
5 mph at all
power settmgs.
2. The decrease in range may be as much as 37 statue miles for
the 50 gaL capacity.
761 513
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31
SECTION III
CHEROKEE 180
NOTE
To read power from the Power vs. Density Altitude
Chart in this manual,
add 50 rpm to the value
observed
is
on the tachometer
when
the air conditioner
operating.
performance
180 is not compromised
with the air conditioner
operating
is
since the compressor
measurably
de-clutched and the condenser
door is retracted, both automatically,
when a full throttle
position is selected. When the full throttle position
which
caused
the
is not used or in the event of a malfunction
a
compressor
to operate
and the condenser
door to be extended,
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.
The
32
climb
of Cherokee
761513
720615
SECTION IV
PROCEDURES
EMERGENCY
Introduction
.
.
-
-
GroundOperations
Take-Off
InFlight
-
-
-
·
-
-
·
-
.
-
-
·
-··-········--
-
-
-
·
·
.
.
.........
-
..........
.
·
·
·
·
--
.
..
..........
-··-·
-
34
35
36
·
·
33
33
······
Power Off Landing
Fire
37
Loss of Oil Pressure
.
LossofFuelPressure
Alternator
Engine Roughness
OpenDoor
···
.........
37
.
.
..
..
Failure
·····
.
.
HighOilTernperature
Spins
·
.......
...
..
...
............
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
..
38
38
........
.
.
38
.
38
.
40
-
.
........-
40
SECTION IV
CHEROKEE 180
SECTION IV
EMERGENCY
PROCEDURES
INTRODUCTION
procedures that are recommended
if an
take-off,
emergency
condition
should occur during ground operation,
or in flight. These procedures are suggested as the best course of action
for coping with the particular condition described, but are not a
This section
contains
substitute for sound judgementand common sense. Since emergencies
is usually unexpected,
rarely happen in modern aircraft, their occurrence
and the best corrective
action may not always be obvious. Pilots should
familiarize themselves with the procedures given in this section and be
prepared to take appropriate
action should an emergency arise.
Most basic emergency procedures, such as power off landings, are a
part of normal pilot training. Although these emergencies are discussed
herein, this information
is not intended to replace such training, but
to
provide
only
a source of reference and review,
and to provide
information on procedures which are not the same for all aircraft. It is
suggested
that
the pilots review standard
emergency
procedures
periodically to remain proficient in them.
GROUND OPERATIONS
ENGINE FIRE DURING START
Engine fires during start are usually the result of over
priming. The procedures below are designed to draw the excess
fuel back into the induction system:
1. If engine has not started:
Mixture Idle cut-off
a.
-
b.
Throttle
Open
c.
Turn engine with starter (This is an attempt to pull the
fire into the engine.)
2. If engine has already started and is running, continue
operating
to try pulling the fire into the engine.
761 513
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-
33
SECTION IV
CHEROKEE 180
3. In either case stated in (1) and (2), if the fire continues longer
than a few seconds, the fire should be extinguished
by the best available
external means.
4. If external fire extinguishing is to be applied:
a. Fuel Selector Valves Off
b. Mixture
Idle cut-off
-
-
TAKE-OFF
ENGINE POWER LOSS DURING TAKE-OFF
The proper action to be taken if loss of power occurs
during take-off will depend on circumstances.
for a normal landing,
1. If sufficient runway remains
land straight ahead.
maintain
a same
2. If insufficient runway remains,
airspeed
and make only a shallow turn to avoid obstructions.
Normally, flaps should
Use of flaps depends on circumstances.
be fully extended
for touchdown.
a
3. If you have gained sufficient altitude to attempt
restart, proceed as follows:
MAINTAIN SAFE AIRSPEED
a.
SWITCH TO ANOTHER
b. FUEL SELECTOR
TANK CONTAINING FUEL
c.
ELECTRIC FUEL PUMP CHECK ON
d. MIXTURE
CHECK RICH
e.
CARBURETOR HEAT ON
-
-
-
-
NOTE
caused by fuel exhaustion,
power will not be regained after tanks are switched
until empty fuel lines are filled, which may require up
to ten seconds.
If
engine
failure
was
If power is not regained,
LANDING procedure.
34
proceed with the POWER OFF
761513
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CHEROKEE 180
SECTION IV
IN FLIGHT
ENGINE POWER LOSS IN-FLIGHT
engine power loss is usually caused by fuel flow
Complete
interruption,
and power will be restored shortly after fuel flow
is restored. If power loss occurs at low altitude, the first step is
to prepare for an emergency
landing. (See POWER OFF
LANDING.) Maintain an airspeed of at least 80 MPH IAS, and
if altitude permits, proceed as follows:
switch to another tank containing
1. Fuel Selector
fuel.
2. Electric Fuel Pump On
3. Mixture Rich
4. Carburetor Heat On
check for an indication of the cause
5. Engine Gauges
-
-
-
-
-
of Power
Loss.
6.
7.
Primer Check Locked
If no fuel pressure is indicated, check tank selector
position to be sure it is on a tank containing fuel.
-
When Power is Restored:
8. Carburetor Heat Off
9. Electric Fuel Pump Off
-
-
steps do not restore power, prepare for an
emergency
landing. If time permits:
1. Ignition
Switch
back to
"R" then
"L" then
If the
above
-
"BOTH".
2. Throttle arrd Mixture
Different settings. (This may
restore power if problem is too rich or too lean a mixture, or
partial fuel system restriction).
3. Try another fuel tank
(Water in the fuel could take
some time to be used up, and allowing the engine to windmill
may restore power. If power loss is due to water, fuel pressure
-
-
indications will be normal).
761 513
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35
SECTION IV
CHEROKEE 180
NOTE
If engine
failure was caused by fuel exhaustion,
power will not be regained after tanks are switched
until empty fuel lines are filled, which may require up
to ten seconds.
If power is not restored,
LANDING procedures.
proceed
with
POWER
OFF
POWER OFF LANDING
If loss of power occurs at altitude, trim the aircraft for best gliding
angle (80 MPH IAS) (Air Cond. Off) and look for a suitable field. If
measures
and if time permits,
taken to restore power are not effective,
check your charts
for airports in the immediate vicinity, it may be
possible to land at one if you have sufficient altitude. If possible, notify
the FAA by radio of your difficulty and intentions. If another pilot or
passenger is aboard, let them help.
When you have located a suitable field, establish
a spiral pattern
around
this field. Try to be at 1000 feet above
the field at the
downwind position, to make a normal approach. Excess altitude may
be lost by widening
your pattern, using flaps or slipping, or a
combination
of these.
should normally
Touchdowns
be made at the lowest possible
airspeed, with full flaps.
When committed
to landing:
1. Ignition
Off
2. Master Switch Off
Off
3. Fuel Selector
4. Mixture
Idle Cut-Off
-
-
-
-
5.
36
Seat belt and harness
-
Tight
761 513
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SECTION IV
CHEROKEE 180
FIRE
The presence of fire is noted through smoke, smell, and heat in the
cabin. It is essential that the source of the fire be prornptly identified
instrument
readings,
character
of the
or other
through
srnoke,
indications, since the action to be taken differs sornewhat in each case.
Source of fire
1.
Check
-
Electrical Fire (smoke in cabin):
Master Switch Off
a.
b. Vents Open
Cabin Heat Off
c.
d. Land as soon as possible.
Engine Fire
Off
Fuel Selector
a.
Closed
b. Throttle
c. Mixture Idle cut-off
d. Heater Off (In all cases of fire)
e.
Defroster
Off (In all cases of fire)
f.
If terrain permits, land immediately.
-
-
-
2.
-
-
-
-
-
of an engine fire in flight is extremely remote. The
procedure given above is general and pilot judgment should be the
deciding factor for action in such an emergency.
The possibility
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.
loss of oil pressure indication
A complete
may signify oil
or may be the result of a faulty gauge. In either
exhaustion
case,
proceed toward
the nearest airport,
and be prepared
for a forced
landing. If the problem is not a pressure gauge malfunction,
the engine
761 513
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37
SECTION IV
CHEROKEE 180
Maintain altitude until such time as a dead stick
Don't
change
power settings
landing can be accomplished.
as this may hasten complete power loss.
unnecessarily,
Depending on the circumstances,
it may be advisable to make an
off airport landing while power is still available, particularly if other
increase in
of actual
oil pressure loss, such as sudden
indications
or oil smoke, are apparent, and an airport is not close.
temperatures,
If engine stoppage
occurs, proceed to POWER OFF LANDING.
may stop suddenly.
LOSS OF FUEL PRESSURE
1.
2.
Electric
boost pump
Fuel Selector
-
On
Check on Full Tank
-
If problem is not an empty fuel tank, land as soon as practicable,
and have engine driven fuel pump checked.
HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a
low oil level, an obstruction
in the oil cooler, damaged or improper
baffle seals, a defective gauge, or other causes. Land as soon as
practicable at an appropriate
airport and have the cause investigated.
A steady rapid rise in oil temperature
is a sign of trouble. Land at
the nearest airport
and let a mechanic investigate the problem. Watch
the oil pressure gauge for an accompanying
loss of pressure.
ALTERNATOR
FAILURE
is detected through a zero reading on the
ammeter.
Before
the following procedure, insure that the
executing
powered
reading is zero and not merely low by actuating
an electrically
device, such as the landing light. If no increase in the ammeter reading
is noted, alternator failure can be assumed.
Loss of alternator
38
output
761513
720615
SECTION IV
CHEROKEE 180
1.
2.
3.
Reduce electrical load.
Alternator circuit breakers Check
Off (for 30 seconds),
"Alt" switch
-
-
Then On.
continues to indicate no output, or alternator will
not stay reset, turn off "Alt" switch, maintain minimum
electrical
load
and land as soon as practical. All electrical load is being supplied by the
If the ammeter
battery.
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,
prompt action
restoration
of full power may not be possible, therefore,
is required.
1. 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
carburetor
heat to COLD. If the engine is still
rough, try steps below.
Adjust for maximum
Engine will
a. Mixture
smoothness.
run rough if too rich or too lean.
b. Electric Fuel Pump
On
Fuel Selector
c.
Change to other tank to see if fuel
contamination
is the problem.
d. Engine Gauges
Check for abnormal
If any
readings.
gauge readings are abnormal, proceed accordingly.
e. Magneto Switch
"L" then "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
discretion.
761 513
720615
persists, prepare
for a precautionary
landing
at pilots
39
CHEROKEE 180
SECTION IV
NOTE
Partial carburetor
heat may be worse than no heat at
all, since it may partially melt ice, which will refreeze
in the intake system. When using carburetor heat,
therefore,
always
use full heat, and when
ice is
removed
return the control to the full cold position.
SPINS
spins are prohibited in both the normal and the utility
category
airplane.
For approved
maneuvers
category
as a utility
airplane, refer to the Flight Manual. Use the following procedure to
recover from inadvertent spins.
1. THROTTLE
IDLE
OF
OPPOSITE
2. RUDDER
FULL
TO DIRECTION
ROTATION
3. CONTROL WHEEL FULL FORWARD
4. RUDDER
NEUTRAL (WHEN ROTATION STOPS)
TO SMOOTHLY
5. CONTROL
WHEEL
AS REQUIRED
REGAIN LEVEL FLIGHT ATTITUDE.
Intentional
-
-
-
-
-
OPEN DOOR
The cabin door on the Cherokee is double latched, so the chances
of it springing
open in flight at both the top and bottom are remote.
However, should you forget the upper latch, or not fully engage the
lower latch, the door may spring pa'rtially open. This will usually
happen at take-off
or soon afterward.
An open door will not affect
normal flight characteristics,
and a normal landing can be made with
the door open.
If both upper and lower latches open, the door will trail slightly
open, and airspeed will be reduced slightly.
To close the door in flight, proceed as follows:
1. Slow aircraft to 100 MPH IAS.
2. Cabin Vents Close
-
40
761513
720615
CHEROKEE 180
SECTION IV
Storrn Window Open
If upper latch is open
latch. If lower latch is open open top
latch, push door further open, and then close rapidly. Latch top latch.
3.
4.
-
A slip in the direction
-
-
of the
open
door will assist in latching
procedure.
761 513
720615
41
CHEROKEE 180
SECTION IV
NOTES
42
761513
720615
SECTION V
PERFORMANCE
CHARTS
Take-off Distance vs Density Altitude
Altitude
Conversion
chart
.
.
.
.
.
.
True Airspeed vs Density Altitude
RPMvsDensityAltitude
.
.
.
.
.
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Rate of Climb vs Density Altitude
Range vs Density Altitude
.
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.
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.
.
44
45
46
47
48
........................
Landing Distance vs Density Altitude
43
.
.
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.
49
SECTION V
CHEROKEE 180
PA-28-180
PIPER CHEROKEE
TA
387A CE
-©77
TY ALTBTU
1ROSS
WT.2458LBS
MAXIMUM
EFFORT
15° FLAPS
PAVEE
LEVEL
DRYRUNWAY
7000
0000
--
5000
--
4000
3000
2000
1000
0
li
500
1000
1500
2000
2500
3000
TAKE-0FF
DISTANCE-FEET
43
761 513
730122
SECTION V
CHEROKEE 180
PA-28-180
PIPER CHEROKEE
Illllllllll
CNAUT
MTOTU®§C©WV§Ð$0©W
THISCHART
SHOULD
BEUSED
TO
ALTITUDE
DETERMINE
DENSITY
TEMPERATURE
FROM
EXISTING
CONDITIONS
ALTIBIDE
ANDPRESSURE
CHARTS.
FORUSEWITHPERFORMANCE
24000
18000
12000
4000
$L
-40
20
0
20
40
80
80
100
°F
TEMPERATURE
-
44
761 513
720615
CHEROKEE 180
SECTION V
PA-28-180
PIPER CHEROKEE
02Ñ$lŸY AÚRU
U
VL
BAR ©ŒCUlMU
TAKE-0FF
GROSS
WT.2450LBS.
WHEEL
FAIRINGE
ON
13000
14000
'
12000
18000
4000
2000
0
n
210
000
408
800
RATE
OFCUMB-FPM
(SEE
SECTION
INSTALLATEON
761 513
720615
lit
FOR
ON
OF AIR
OF CLIMB)
EFFECTS
RATE
CONDITioNER
45
SECTION V
CHEROKEE
180
PA-28-180
PIPER CHEROKEE
BEST
ECONOMY
R.0W
AIRSPEED
&FUEL
ALLOWANCE
NORESERVE
NOCLIMB
ALLOWANCE
ORDESCENT
ZERO
WIND
CONDillONS
FAIRINGS
INSTALLED
WHEEL
48 GALUSEABLE
GROSS
WEIGHT
2450 LBS
BEST
ECONOMY
APPROXIMATELY
POWER
AIRSPEEDS
12000
AIRSPEEDS
MPH LESS
FOR
A GIVEN
8
WILL
BE
THAN
BEST
ALTITUDE
AND
POWERSETTING.
10000
8000
6000
2000
-
820
800
640
880
700
680
720
7 O
RANGE-STAT.
ML
(SEE
SECTION
INSTALLATION
46
111 FOR
ON
EFFECTS
OF
AIR
CONDITIONER
RANGE)
761513
720615
SECTION V
CHEROKEE 180
PA-28-180
PIPER CHEROKEE
VS.
TUUUABBSPUID
16000
GROSS
WT.2450LBS. FAIIIINGS
WHEEL
ON
TOBEST
POWER
WHEN
LEANED
T 75% POWER
0 BELOW
---
-
14066
12008
8080-
en
CCCC
¾000
If0
110
140
130
120
150
TRUEAIRSPEED-MPH
(SEE
SECTION
INSTALLATION
761 513
720615
III
FOR
ON
EFFECTS
CRUISE
OF
AIR
CONDITIONER
SPEEDS)
47
SECTION V
CHEROKEE
180
PA-28-180
PIPER CHEROKEE
GROSS
WT.2450LBS.
WHEEL
ON
FAIRINGS
ESTPOWFR
12000
10000
8000
0000
2000
2100
2200
2300
2430
2500
2000
2700
RPM
ENGINE
761 513
720615
SECTION V
CHEROKEE 180
PA-28-180
PIPER CHEROKEE
OFF FLAPS40° PAVED
POWER
LEVEL
DRYRUNWAY
BRAKING
SHORT
FIELD
EFFORT
NOWINDMAXIMUM
GROSS
WEIGHT
2450LBS.
7000
6000
5000
4000
t-
-
3000
2000
1000
410
800
800
1000
1200
1400
DISTANCE-FEET
LANDING
761 513
720615
49
CHEROKEE 180
SECTION V
NOTES
50
761513
720615
SECTION VI
MAINTENANCE
GENERAL
Landing Gear Service
.
.
.
.
.
.
.
.
.
BrakeService..........
Care of Windshield and Windows
..........
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
CareofAirFilter
.
.
.
..
.
.
.
.
.
.
.
.........
.
.
.
.
.
.
.
.
.
..........
.
.
.
.
.
.
.
.
.
.
.
..........
.
55
55
55
.........
.
54
54
.......
.
51
53
.........
Leveling and Rigging
SerialNumberPlate
.
.
53
.
........
.
.
........
.
...
.
.
.......
.
..
.
Fuel and Oil Requirements
FuelSystem
.
.
.
.
..
.
...
.
.
.
TireInflation.........
BatteryService
.
.
.
.
.
.
.
.
.
56
57
CHEROKEE 180
SECTION VI
SECTION VI
GENERAL
This section of the
which
pertains to minor
MAINTENANCE
Cherokee
contains
Handbook
information
maintenance
of the airplane.
For further
refer to the Service Manual for this airplane.
maintenance
assistance
repairs
or modification
should be accomplished
Any complex
by a
Piper Certified Service Center or equivalent.
LANDING GEAR SERVICE
The main wheels are Cleveland Aircraft Products, Modelf 40-86,
ModelA30-55.
single disk hydraulic brake assemblies,
with Cleveland
The nose wheel is a Cleveland Aircraft Products, Model 40-76B. All
wheels use a 6.00 x 6, four ply rating, Type III tire with tube.
Main wheels are easily removed by taking off the hub cap, axle nut,
and the two bolts holding the brake segment in place, after which the
wheel slips easily from the axle.
Tires are demounted from the wheels by deflating the tire,
removing the three through-bolts,
and separating the wheel halves.
gear oleo struts should be checked
for proper strut
Landing
exposures and fluid leaks. The required extensions for the strut when
under normal
static load (empty weight of airplane plus full fuel and
oil) is 3.25 inches for the nose gear and 4.50 inches f'or the main gear.
Should the strut exposure
be below that required, it should be
determined whether air or oil is required by first raising the airplane on
jacks. Depress the valve core to allow air to escape from the strut
housing chamber. Remove the filler plug and slowly raise the strut to
full compression.
If the strut has sufficient fluid it will be visible up to
the bottom of the filler plug hole and will then only require proper
inflation.
761 513
720615
51
SECTION VI
CHEROKEE 180
Should fluid be below the bottom of the filler plug hole, oil should
attach
be added. Replace the plug with valve core removed,
a clear
plastic hose to the valve strut of the filler plug and submerge the other
end in a container of hydraulic fluid (MIL-H-5606). Fully compress and
extend the strut several times thus drawing fluid from the container and
expelling
air from the strut chamber.
To allow the fluid to enter the
bottom chamber
of the main gear strut housing, the torque link
a minimum
assembly
must be disconnected
to let the strut be extended
of 10 inches. (The nose gear torque links need not be disconnected.)
Do
not allow the strut to extend more than 12 inches. When air bubbles
cease to flow through
the hose, compress the strut fully and again
check fluid level. Reinstall the valve core and filler plug, and the main
gear torque links, if disconnected.
With fluid in the strut housing at the correct level, attach a strut
pump to the air valve and with the airplane on the ground, inflate the
oleo strut to the correct height.
In jacking the Cherokee for landing gear or other service, a jack kit
(available through
Piper Dealers or Distributors) should be used. This
kit consists of two hydraulic jacksand a tail stand. 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 jackedup until
the tail skid is at the right height to attach the tail stand. After
the ballast, the jacking may be
attaching
the tail stand and adding
until the aircraft is at the height desired.
continued
The steering arms from the rudder pedals to the nose wheel are
adjusted
at the rudder pedals or at the nose wheel by turning in or out
the threaded
rod end bearings. Adjustment is normally
accomplished
at
the forward end of the rods and should be done in such a way that the
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
that the plane follows a perfectly straight line.
to determine
The turning are of the nose wheel is 22 degrees in either direction and
factory adjusted
at stops on the bottom of the forging. The turning
radius of the nose wheel is 17 feet.
nose
52
wheel
761513
720615
CHEROKEE 180
SECTION VI
The steering arm stops should be carefully
adjusted so that the
nose wheel reaches its full travel just after the rudder hits its stops. This
guarantees that the rudder will be allowed to move through its full
travel.
BRAKE SERVICE
The brake system
is filled with MIL-H-5606 (Petroleum
base)
hydraulic
brake fluid. This should be checked
at every 50 hour
inspection and replenished when necessary by filling the brake reservoir
on the upper left front side of the firewall to the indicated level. If the
system as a whole has to be refilled with fluid it should be done from
the brake end of the system by filling with fluid under pressure. This
will eliminate air from the system as it is being filled.
No adjustment
of brake clearances is necessary on the Cherokee
brakes. If after extended
service the brake blocks become worn
excessively, they are easily replaced with new segments.
TIRE INFLATION
service from the tires on the Cherokee, keep the
tires inflated to the proper pressure of 24 pounds for all three wheels.
Interchange
the tires on the main wheels if necessary
to produce even
wear. All wheels and tires are balanced before original installation, and
the relationship of the tire, tube, and wheel should be maintained
if at
all possible. Unbalanced
vibration
on
wheels
can cause extreme
take-off.
In the installation of new components
it may be necessary to
rebalance
the wheel with the tire mounted.
For maximum
761 513
720615
53
SECTION VI
CARE OF WINDSHIELD
CHEROKEE 180
AND WINDOWS
A certain amount of care is needed to keep the plexiglas windows
clean and unmarred. The following procedure is recommended:
1. Flush with clean water and dislodge excess dirt, mud, etc. with
your hand.
2. Wash with mild soap and water or Piper Plastic Cleaner. Use a
soft cloth or sponge. Do not rub.
3. Remove oil, grease or sealing compounds with a soft cloth and
kerosene.
4. After cleaning, apply a thin coat of hard polishing wax. Rub
lightly with a soft cloth.
5. A severe scratch or may may be removed
by using jeweler's
rouge to rub out the scratch, smoothing,
and then applying wax.
BATTERY SERVICE
Access for service or inspection of the battery is obtained through
the removal
of the panel at the right rear side of the baggage
The stainless steel box has a plastic drain tube which is
compartment.
normally
closed off with a clamp and which should be opened
occasionally
to drain off any accumulation
of liquid. The battery
should be checked
for proper fluid level, but must not be filled above
the baffle plates. Use only water
no acid. A hydrometer check should
be performed to determine the percent of charge present in the battery.
If the battery is not up to charge, recharge starting at a 4 ampere
rate and finishing with
a 2 ampere
rate.
Quick charges are not
-
recommended.
54
761513
720615
CHEROKEE 180
SECTION VI
FUEL AND OIL REQUIREMENTS
Aviation Grade 100/130 Octane (minimum)
fuel must be used in
the Cherokee. Because the use of lower grades can cause serious damage
in a very short period of time, the engine warranty
is invalidated by
such use.
The oil capacity of the Lycoming O-360-A4A is 8 quarts, and the
minimum safe quantity is 2 quarts. It is recommended that the oil and
oil filter be changed
every 50 hours, or sooner
under
unfavorable
conditions.
The following grades are recommended
for the specific
temperatures:
Temperatures
Temperatures
Temperatures
Temperatures
60°F
above
90°F
30°
between
and
70°F
0°
between
and
10°F
below
S.A.E. 50
S.A.E. 40
S.A.E. 30
S.A.E. 20
FUEL SYSTEM
The fuel screen in the strainer will require cleaning every 50 hour
inspection. The strainer, located ahead of the firewall, is accessible for
cleaning by removal of the lower cowl. When the strainer is reassembled
after cleaning,
of grease applied
a small amount
to the gasket will
facilitate assembly.
CARE OF AIR FILTER
The carburetor
air filter must be cleaned at least once every fifty
hours. Under extremely adverse conditions
of operation
it may be
to clean the filter daily. Extra filters are inexpensive and a
necessary
spare should be kept on hand and used as a rapid replacement.
recommends
that the filter be tapped
The filter manufacturer
air.
gently to remove dirt particles. Do not blow out with compressed
761 513
720615
55
SECTION VI
LEVELING
CHEROKEE 180
AND RIGGING
Leveling the Cherokee
"F"
for purposes of weighing
or rigging is
accomplished as follows:
1. Partially withdraw two machine screws located immediately
below the left front side window. These screws are leveling points, and
the airplane is longitudinally level when a level placed on the heads of
these screws indicates level.
2. To put the airplane in a longitudinally level position on scales,
first block the main gear oleos in the fully extended position, then
For
deflate the nose wheel tire until the proper attitude
is obtained.
rigging only, the airplane may be placed on jacks for leveling.
3. To level the airplane laterally, place a level across the baggage
floor along the rear bulkhead.
compartment
Rigging:
Although
the fixed flight surfaces on the Cherokee
upon
cannot be adjusted for rigging purposes, it may be necessary
occasion
to check the position of these surfaces. The movable surfaces
all have adjustable stops, as well as adjustable
turnbuckles on the cables
or push-pull tubes, so that their range of travel can be altered. The
positions and angular travels of the various surfaces are as follows:
7°
2°
1. Wings:
dihedral,
washout.
±1°.
°
2°
2. Stabilator Travel: 14 up,
down, tolerance
3. Fin should be vertical and in line with center of fuselage.
15°
±2°.
30°
4. Aileron Travel:
up,
down, tolerance
±2°.
25°, 40°,
5. Flap Travel: 10°,
tolerance
27°
±2°.
6. Rudder Travel:
right and left, tolerance
12°
3°
±1°.
7. Stabilator Tab Travel:
up,
down, tolerance
Cable tensions for the various controls are as follows:
40 ±5 2
Stabilator:
Rudder: 40 ±5 #
Ailerons: 40 ±5 #
Stabilator Trim: 10 ±1#
Flaps:
Approx. 10
56
761 513
720615
CHEROKEE 180
SECTION VI
cases of wing heaviness, the flap on the wing heavy
side may be adjusted down from the zero position as desired.
The service manual should be consulted
for the proper method of
surface travels.
adjusting
For extreme
SERIAL NUMBER PLATE
The serial number plate is located near
Refer to this number
side of the airplane.
the stabilator on the left
for service or warranty
matters.
761 513
720615
57
SECTION VI
CHEROKEE 180
NOTES
58
761513
720615
INDEX
Page
1
1
2
2
2
2
SECTION I
Specifications:
...........................
Performance
Weights
PowerPlant
.
.............
...............
..........
............
..........................
FuelandOil
..........................
Baggage................
Dimensions...........................
LandingGear
............
...........
SECTION II
DesignInformation:
3
3
.............
5
5
5
...........
...........
EngineandPropeller
Structures
.....................
...........................
LandingGear
.............
6
7
7
...........
ControlSystem
FuelSystem
ElectricalSystem
Heating and Ventilating
CabinFeatures...........
OptionalEquipment
.
..........
..........
.........
...........
.
..........
9
...........
System
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
,
.
.
.
.
.
.
.
.
.
...........
.....................
13
13
16
SECTION III
Operating Instructions:
.
.
.
.
Preflight
StartingEngine
Warm-Up and Ground Check
.
.
.
.
.
.
.
.
............................
...........
...........
Take-Off
Climb
Stalls
.
.
.
.
,
...............
,
...........
..............................
...........
.................
Cruising...........
ApproachandLanding
StoppingEngine...........
..........
....................
............
19
19
20
22
23
23
24
24
25
26
INDEX (cont)
SECTION III (cont)
EnginePowerLoss
Mooring
WeightandBalance
OperatingTips.........................
OptionalEquipment
Page
26
27
27
27
......................
............................
......................
30
.....................
SECTION IV
Emergency Procedures:
Introduction
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
33
33
..........................
GroundOperations
Take-Off
33
34
35
......................
............................
InFlight
PowerOffLanding....................
Fire
LossofOilPressure
Loss of Fuel Pressure
High Oil Temperature
AlternatorFailure
ÈngineRoughness
Spins............................
OpenDoor
............................
............................
...................
.
.
.
.
.
.
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.
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.
.
.
.
38
....................
39
....................
40
40
........................
SECTION V
PerformanceCharts:
Take-Off Distance vs Density Altitude
Altitude Conversion Chart
Rate of Climb vs Density Altitude
Range vs Density Altitude
True Airspeed vs Density Altitude
RPM vs Density Altitude
Landing Distance vs Density Altitude
43
........................
.
.
.
.
.
.
.
.
36
37
37
38
38
.
.
.
.
.
.
.
.
.
.
.
.
.
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.
.
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.
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.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
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INDEX (cont)
SECTION VI
General Maintenance:
Landing Gear Service
BrakeService
Tireinflation
Care of Windshield and Windows
Battery Service
FuelandOilRequirements..
FuelSystem
CareofAirFilter
Leveling and Rigging
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