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PILOT'S
OPERATING
HANDÉOOK
PIPER CHEROKEE IRC-NCN
.-..-,.-,.t
FAA
APPBOVED
IN
NORMAL AND UTILITY
PA-28.1
CATEGORIES BASED ON CAR 3 ANO FAR PART 21,
SUBPAFT J. THIS HANDBOOK INCLUOES THE
MATERIAL REOUIRED TO BE FURNISHED TO THE
¡,.,)T BY CAR 3 AND FAR PART 21, SUBPART J
CONSTITUTES THE APPROVED AIRPI.ANE
FLIGHT MANUAL AND MUST BE CARRIED IN THE
I
ATF'LANE REGrsrRAroN
..
1
FAA APPROVED BY:
1Ç-
-. ctr
.,ì.
No. 0E-DKT '.+)\
\]\
DATE
E
; l.:
ililIt
,._t{1,,j,1,/(
HANDBOOK PAHT NO. 761 624
U
REPORT: VB-790
AIRPLANE AT ALLTIMES.
'--'u;"¡c:':
AtRPLÀNEttt'oato. ?8-78.0.0244
._-
'. :
j Ii
0J o¡J- Fvr 0,..¡,
WARD EVANS
D.O.A. NO. SO-1
PIPER AI RCRAFT CORPORATION
VERO BEACH, FLORIDA
OF APPBOVAL: JUNE 18, 1976
u'
AKLHTÌ( II'
CHEROKEE ARCHER
MODEL PA-28-l8l; CHEROKbþ
/<
.^\\v.
...":.:
pri.oT' S OPERATIÑ G IIANDB OOK 4ÞPvCP{i vB-? e 0
REvrStoN
.AIRCRÀFT CORPORATON ATPROVAL SIGNATURE AND STAMP
PIPER
Publislted bY
PUBLICATI ON S DEPARTT'IENT
Piper Aircraft CorPoration
Issued: June l8' 1976
REPORT: VB-790
ll
PR84n330 (Sì)
APPLIC.ASILITY
The aircraft scrial numbcr eligibiliry bracket
28-7990589. The spccific application ofihis hand
dcsignarcd by scrial number and registration num
This handbook cannot be uscd for operarional
REV
The i¡formation compiled in the Pilot:s Operating Handbook wiJJ
distdbuted to the airplane owners.
i
Revision material will consist of information necessary to update
and/or to add information to cover added aþlane eqúpmént.
I.
be,iept õunent.Þi nvisions
:
t¡e text of the p¡eænt ha¡dbook
Revisions
will be dist¡ibuted whenever irecessa¡y as complete page replacements ot additions a¡d
into t¡e handbook in accordance wiür trre instn¡stibns given beiow:
Revisions
be inserted
l.
2.
3.
II.
Revision pages will replace
o
shall
mber.
ach section.
Insert all additional pages in
Page numbers followed by
common numbered paç.
d in direct sequence wità the
same
ldentifìcation of Revised Material
Revised text and illusbations shall be indicated by a black vertical line along the outside margir of the
Page, opPosite revised, added o¡ deleted material. A tire along the outside margin of the page opfosite rhe
page number will indicate that an entire page was added.
Black lines will indicate only cu¡¡ent revisions with changes ancl additions to or deletions ofexisting
in cåpitalizâtion, spelling, punctuation or the physical location of mate¡ial
on â Dage will not be identjfìed by symbols.
text
and illustrations. Changæ
ORIGINAL PA,GES ISSI,JED
The origi¡al pages issued fo¡ thjs handbook prior to ævision a¡e given below:
_
-_
5-28,
Title, ü th¡oueh v,
Gl
l-l
through 1-14,2-l t¡roush 2-8,3-l th¡oueh 3-12,+l rhrough +16, 5-l rhroush
through 6-52,'1-l tlrough 7-26,
ùl
through & 16, 9-l through 9-14,
I
Gt ttrrougtr
t O2.
PILOÎS OPERÁTING H.ANDBOOK LOG OF REVISIONS
VB'790
Cur¡ent Revisions to the PA-2&l8l Che¡okee A¡che¡II Pilot's OperatingHandbook, REPORT:
jssued
Ju¡e 18,
19'16
Revision
Numbe¡ a¡d
Revised
Pages
Code
Rev.l-761624
2.1
(PR760804)
Gi
641
643
Rev.2-761624
34
(PR770r 20)
3-l I
+7
+8
+t4
4.15
54
5-6
5-23
æ
ç5
6-2t
6-3s
6-37
æ4
æ8
7-21
l0t
tù2
Rev. 3 -'161 624
(PR?70225)
l{
3-l I
44
+9
æ
649
7-25
REPORT: VB-790
iv
FAA App¡oval
Sigtature and
Description ôf Revision
Revised
Revised
Revised
Revised
Revised
Date
'Neve¡ Exceed Speed" KIAS value.
Ài¡spe¿d Indic¿tor MarkinSs.
report numbe¡ at bottom of page.
Arrn and Moment for item 177.
items 193, 195 a¡d 197.
Revised O¡ren Door procedure.
Revised para. 3.27 nfo.
Added Caution to para- 4.9; IËlocated material
to page 4-8.
Adcled ¡elocated material from page 47'
Àdded Note to para- 4.31,
Revised stall speed in para. 4.35.
Revised wording in pa¡a. 5.5 (c).
Revised fuel quantity figure ia para" 5.5 (s).
Revised 55% &TSVorange figures ia Fig. 5-25.
Ädded A & B values to Fig, 5.1.
Rwised weight and balance formul¿
Added Weight, Arm and Moment to item 29 a.;
added item 29 b.; changed existing item 29 b.
to 79 c.
Reviscd item 79 Arm and Moment.
Reviscd item I l5 Dwg 99æ2-5 to'8 and item
I l7 Dws 99003-5 to -7.
Revised footnotc.
Revised item 257t. A¡rn and Moment.
Added info to para.7.25.
Revised
t03(c);Ìelocatêd material to page I S2.
Âdded ¡elocated material f¡om paæ
lGI.
S)6o[
E.*
Wa¡d Evans
August 4, I !
l*iarÅ66+
Ward Evans
Jan,20, 1977
Conectsd to "lvleteorol ogical,"
Revised NOTE
Rcvjsad Hot Sta¡t procedure.
Reviscd 4.13 G).
' Revised l¡veling Diag¡am illustr¿tion.
Revised Dwg. Nos. of items 287 and 289,
Added ELT test info,
Il*.J-€t*
Ward Evans
Feb. 25, 1977
PILOTS OPERÄTING HÄNDBOOK LOc OF REVISIONS (cont)
Description of Revisi on
Rev.4 - 761 624
@R7707t2)
1-3
1-1
t,
l-12,
l-13, t-14
Added new propeller to 1.5 a¡d added fooûrote.
Revised section 1.21, Conversion Facto¡s.
Ädded new propeller to 2.7, item
footlote.
()
and added
Revised Starting With Extemal powe¡ Sourci.
4evised iþm 4.13 (d) Sra¡ting E¡eine lvith
Exte¡nal Power Sou¡ce.
0
4-1
5-9
9
5-1
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-28
5-29
5-30
5-3
l
s-32
5-33
5-34
ù.17
6-33
645
646
Added CAUTION.
Revised-page nos.; revised titles; added pages;
added figures.
Added ser. nos.
Relocated Fig. 5-19 to page 5-21; added aew
cha¡t (Fig. 5-18).
Relocated Fig. 5-2t to page 5-23; added ¡e.
located Fig. 5-19; added ser. nos.
Relocated Fig. 5-23 to page 5-25; added new
chart (Fie 5-20).
Relocated Fig. 5-25 to page 5-27; added ¡elocated Fig. 5-21; added ser. nos.
Relocated Fig.5-27 to page 5-29; added new
cha¡t (Fie" 5-22).
Relocated.Fig. 5-29 to page 5-30; added relocated Fig. 5-23; added ser. nos.
Relocated Fig. 5-3 I to page 5-3 l; added new
chart (Fis. 5-24).
Relocated Fig. 5-33 to page 5-32; added relocated Fig. 5-25; added se¡. nos.
Relocated Fig. 5-35 to page 5-33; added new
cha¡t (Fie. 926).
Added page (added relocated Fig. 5-2?).
Added page (added relocated Fig. 5-29).
Added page (added relocated Fig. $31).
Added page (added reloeated Fie $33).
Added page (added relocated Fig. 5-35).
Added page (int. ttu¡¡.t
Added item 3.
Added items '16 a¡d 77 .
Added item 223;renumbered items; relocated item.
Added ¡elocated items; renumbered items;
added new items; relocated items; removed
footnotes; adde¿f foot¡ote.
647
Added ¡elocated items; renumbered items;
added new item-s; relocaled items; added
footrote.
REPORT: vB-790
iv'a
(cont)
PILOTS OPERATING HÄNDBOOK LOG OF REVISIONS
FAA Approval
Revision
Number and
Code
Rev.4 - 761 624
Pages
æ8
(PR7'107 12)
(cont)
648a
#8b
æ9
6-50
1-l
7-r 8
Rev.5-'161 624
Description of Revision
Revised
l4
(PR780703)
2-7
Added ¡elocated items; renumbered items;
adde¡t new items;ævised ifem 277;
¡elocated items; added footnotes'
Àdcled Page (added relocated iterns and
new item).
Added Page'
Renum-beied items; revised items 325 a¡d
329.
Renumbe¡ed items; ¡evised item 349'
Âdded new propeller model to para- 7'5'
Revised alte¡nate static source description
npara- 7.21'
+9
+t2
Added Primer checked information to para'
3-7
+5
U*J.6"Ward Evans
Júy 12, 1971
Revised note.
Revised proPelle¡ toler¿nce RPM'
Added additional Takeoff Check List'
Ädded Primer i¡formation to "Engiae Power
Loss Duri¡g Taleoff ' check list.
Added Prime¡ i¡formation to "Engine Power
Loss During Takeoff."
Ädclect P¡imer information to "Befo¡e Takeoff'
check list.
Deleted "pressing in" of magneto switch as
3-3
Signature and
Date
necessafy.
raph.
5-5
s-25
5-26
5-27
5-28
Çt
ç35
æl
642
æ3
644
6.50
'7-21
7-24
8-i
Changed
item 5 f¡om Cruise Fuel to Cruise
Fuel Consumption.
Added note to graph.
Added note to g¡aph.
Added note to gra.Ph.
,{dded note to gra.ph.
Changed pa¡agaph.
Changed
item 93.
Added Collins VHF-250 to item 169, added
Collins VIR-350 to item l7l.
Relocated item 187, 189 a¡d l9l;added items to
189 and l9l.
Relocated item lE7, lE9 and 191, added items
194 and 195, changed item 195 to 196.
Relocated items 201 , 203 md 205, revised item 2l I
Added vendor information to iten 349.
Added "Caution" to'7.23.
Removed ELT inlormation îrom
7
'37'
Added 8.29 Cold Weather OPeration to table of
contents.
&15
REPORT: vB'790
iv-b
Added 8.29 Cold Weather Operation.
Ward Evans
July 3, I 978
PILOfs
OPERATING HANDBOOK LOC OF REVISIONS (cont)
Description of Revision
Rcv.6-761624
(PR?90228)
l-6
6l
633
l-12, 1-13
Ç37
û41
7-lO
(PR7904r3)
Rev.8-761624
(
PR 80052-:ì)
|
I
I
I
Rcvised para- 1.19.
Revised pan. 1.21.
Revisea para. 6.1.
Renumbered existiog items 75, 76,77 to 74,75,
?6; added new items 77 s¡d ?8.
Revised item ll3.
Addcd item l?8.
I
7-24 |
Revised para- 7.15.
Revised para.7.15.
Revised para. 7.37.
6.48 I
648a I
1-24,7-25 |
Revised item 279,
Ädded irem 280.
Revised para.7.37.
7-tl
Rev.7-761624
|
|
I
|
iii
l-3
L4
2-2
2-3
2-4
3-i
34
3-ll
4-i
4-S
4-6
I
D-Jfu
rJy'ard Evans
Feb. 28, 1979
LLe€*Ward Evans
April 13, 1979
Revised applicabitity.
| Revised para. 1.3.
| Revised para. l. I l.
| Revised para.2.7.
| Revised para. 2.1I
| Revised para.2.l3.
I naaea para.3.28.
| Added Carburetor lcing.
.
I
eaaeO para.3.28.
I Renumbered para.; added para.4.28.
I Added descent iñfo.: moved info. to pg.4-ó.
| Relocared info. from pg.4-5.
4-13 | aOaea pan. 4.28.
+14 | Conti. para.4.28.
5-l
I Added warning.
-3-5-6 |I Revised para.5.5
t3-5-6
oara. 5.5.
ll8
5-25.
U26
5-27
t28
5-29
t30
t3l
6.1
G3
9- 1
y!2
Ç37
| Revised fig. 5-15.
Revised fiç. 5-23.
I Revised
fie.5-24.
|
| Revised fig. 5-25.
| Rcvised fig. 5-26.
| Revised fis.5-27.
| Revised fig. 5-29.
I Rcvised fig. 5-31.
Revised pãra.
6.1.
|
| Added caution.
| Revised Fig. ó-t5.
Rqvised ¡rem ¡l: added itcm 17.
| ,aaaeOirem
122: moved irems t29 and 13t ro
| pg.
ó--38.
REPORT: VB-790
iv'c
FAA Approral
Revision
Number and
Code
Revised
Pages
Rev.8-?61ó24
û38
(PR 800s23)
(cont)
A
HI
6-42
7-l
7- t0
8-t I
rG.2
Rev.9-7óló24
r
t-3
I -ó.
t-7
PR 840330)
2-l
J-l
3-l
4-i
+s-
Description of Revision
Relocated irems 129 and l3l from pg. 6-37.
Relocated items I 69 thru I 77 from pg. 64 I : Revised
items 173 and I75.
Moved items 169 thru 177 to Pg' G40;
added item 180; relocated item 183 from pg. û42'
Moved item 183 to Pg. ó-41.
Revised para. 7.5.
Revised para. 7.13.
Revised
para.8.l9.
Signature and
Date
CI*S.
€--
Ward Evans
May 23, 1980
Added para. (j).
Revised Table of Contents
Revised para' 1.7
Revised para. l.l9
Revised
Revised
Revised
Revised
Revised
Revised
para. 2. I
Para. 2'7
Table of Contents
para. 3' I
Table of Contents
para. 4.5
4-5.
4-6
4-8
4-t2
4-t4
4-t5
Move para.4'31 from 4-14
GI
Revised
Revised
Revised
Revised
Revised
G3
6-6
CF1
b-s.
6.10
Gt7
7-lt
1-22
8-3
8-4
8-ll
8-l la.
8-ltb
9- r3
I
0-i
IÈI.
r
REPORT: VB-790
iv-d
Added Note
Added Note
Revised para. 4.29
0-2
para. 6.1
para. 6-3
para. 6.5
Fig. G5
Fig. fr7
Revised para. ó'9
Added Caution
Revised para. 7.31
Revised para.8.3
Revised Para. f{.5
Reviscd para. 8'21
Added new Page
Revircd Sec. 3(a)
Reviscd Tahle of Contents
Changed Scc. Titlc
tJ-i F-*,
Ward Evans
Mnrch 10. l9N4
)
PILOT'S OPERATING HANDBOOK LOc OF
REVTSTONS (cont)
Revision
Number and
Code
Revised
Pages
Description of Revision
FAA Appmval
Sigranrre and
Da¡e
Kev. t0 - 761 624
(PR900608)
r-3
14
8-l
8-3
8-4
8-11
8-11a
9-9
Moved iæm (c) Ìo ps. 1-4.
Relocared iæm (c)-fron pe. 1-3.
Revised item (c).
Revised para- 8.1.
Revised para- 8.3.
Revised para- 8.5.
Revised para. 8.19. Added Noæ.
Revised Fuel Grade Comparison Charr
Revised Fhergency Operarion, Item (a) (2).
REPORT; YB-?90
iv.e
TABLE OF CONTENTS
1
SECTION 2
JECTION 3
SECTION4
SECTION 5
SECTION 6
SECTION 7
SECTION
sEcTloN
I
9
sEcTloN 10
SECTION
GENERAL
LIMITATIONS
EMERGENCY PROCEDURES
'NORMALPROCEDURES
PERFORMANCE
WEIGHT AND BALANCE
DESCRIPTION AND OPERATION OF THE
AIRPLANE AND ITS SYSTEMS
A|RPLANE HANDL|Nc, sEBvtctNG AND
MAINTENANCE
SUPPLEMENTS
oPERATING TtPs
ì
REPORT: V8790
v
SECTION
1
GENERAL
SECTION
1
GENERAL
Paragraph
No.
l.'
)
1.3
1.5
1.7
Page
No.
1-l
1-3
l-3
1.9
l-3
1.lt
r.l3
14
t.1 5
l-3
l4
l4
1.1'l
14
1.21
t-5
l-11
r.l9
REPORT: V8790
t-i
PIPER AIRCRAFT CORP( TTON
PÀ-28-l 81, CHEROKEE AkçdER II
SECTION I
GENER,{L
sEcTtoN I
GENER,A,L
I.1
INTRODUCTION
p'ot
It als
kn
no
oP
i::-,åi?i
zupplied by
:f:rï"i.",{i''.'il'r't'S:J;lli:
"i,iiår:iiii,iff,,'i;åiiïi".,ili,ffïå;:ï;.31flå,1ìî1,:Tiî;
ic flig[t instruction or a training manual
current stâtus.
and should not U.
ur.¿-ioi
Assurance that the airplane is ia an airworthy conditio_n is the responsibility of the owner.
ïre p.ilot in
comma.nd is responsible foi determining that the aþlane is safe rot dieht. ih. pilot
i, .l.o responsible lor
remairing within the operating limitations as outlined by instrument rrrLìngr, placardi, a¡d
ha¡dbook.
rhis
the arrangement of th.is .handbook is intended to increase its .in-fligrt capabilities, it should
not -AJthough
be used so.lely as an occasional operating refe¡ence. Tlre pilot should studyire enti¡e handbook
to
familia¡ize lúmself with the limitations, performance, procedurei and operational úancÌling characteristics
of
the airplane before flight.
Ïle handbook has been divided intonumbered(arabic)sections,each provided with a,.lìnger-tip" tab
divide¡ for quick reference. The lirnitations and emergerrcy procedures l¡avc bccn placcd a¡cad
of the
nonnal procedures, performance and otller scctiorls to provitJc easier acccss to irrl'oi¡l¡rtion tlrlt rnuy 5c
required in füght' The "Emergency Procedures" Sectiòn has been fumished with a red tab divider to
prcsent an insta¡t ¡efe¡ence to the section. P¡ovisions for expansion of tìe
handbook have been made by
tle delibe¡ate omission of certain paragraph numbers, lìgurã numbers, item numbers and pages
noted ai
being left blank intentionally.
ISSUED: JUNE 18, 1976
REPORT: VB-790
l-l
SECTION
PIPERA'
1
GENERAL
PA-28.I8'.
RAFTCORPORATION
-ITEROKEE ARCHER
II
I
l7G0
Wi¡g A¡ea (sq. ft.)
30.0
Min. Turnirg Radius (ft.)
(from pivot Point to wingtiP)
REPORT: VB-790
l-2
ISSUED: JUNE
I8,
1976
PIPE-R AJRCRAFT
PA-28-181, CHEROKEÈ;
cI
rJ
,oRATIoN
oncnrn n
SECTION
GENERA
ENGINES
(a) Numbe¡ of Engines
(b) EngineManufãcrurer
lÐ Engine Model Number
(d)
t?
(I)
(e)
fl)
(U
C)
.
-
Rared Horsepower
Rared Speed (rpm)
Bore (inches)
S¡¡oke (inches)
Displacemenr icubic i¡ches)
Uompression Rado
Engine Type
Lycomin
O-36GA4A o¡ 0-360_e¿¡
l8r
2'701
5.12:
4.37:
361 .0
Four Cylinder, oir..,
11onzonElly Opposed,
,,
15
Ai¡
PROPELLERS
(a)
(b)
(c)
(0)
(e)
Cooled
Number of propellers
Propeller Manufacturer
I
Model
Sensenich
76EM8S5{-60r
Numbe¡ of Blades
PropelJer Diameþ¡ (inches)
(l)
(2)
(f)
jnlj
or 76EM9s5462**
2
Maximum
Minimurn
76
Propeller Tlpe
76
Fixed Pirch
(a)
(b)
(c)
50
(r) Minimum Ocune
(2)
(3)
-J.8--
Specified Ocune
Altemare Fuel
_
I.
Refer ¡o latesr issue of
Lycoaing lns¡¡ucrion No. 1070.
îTL
(a)
(b)
00/l 30 Green
100/130 Green
I
Oil Capaciry (U.S.
euaru)
urt Specificarion
8
Refer to laÈ$ issue of
_
Lycoming
Insrrucrion No. 1014.
+Serial nos
**Serial
2 g_
7j
gÐt
thmugþ 2g-77 9l}fJ7.
nos. 2g-?g90001 and up.
ISSUED: JTINE tE, 1976
REVISED: JUNE & 1990
REPORT: y8.790
1.3
¿
PIPER
ìRAFT CORPORATION
PA-28-18r, .IHEROKEE ARCHER tr
SECTION I
GENERAL
(c)'
Oil Viscosity per Average Ambient Temp. for Staning
MIL-L.60828
MIL-L-22851
Mineral
Ashless Dspenan¡
SAE Grades
SAE Gr¿de
(1)
(2)
(3)
(4)
(s)
(6)
(7)
All Temperaru¡es
Above 80'F
Above 60'F
30'F to 90'F
0'F to 70'F
0'F to 90'F
Below'10'F
-60
50
40
30
20w-50
20
l5W-50 or 20W-50
60
40 or 50
40
30,40 or 20W-40
20W-50 or 15W-50
30 or 20W-30
When operadng remperatures overlap indicared ranges, use the lightel grade oil.
1.11 MA)qMI.TM IVEIGHTS
UTILITY
[s
Maximum Taleoff Weight Qbs)
Maximum Landing Weight (Ibs)
Maximum Weighs in Baggage Comparunent
2130
2130
0
1.13 STANDARD AIRPLANE IVEIGHTST
(a)
(b)
Standard Empty Weight 0bs): Weigh¡ of a
s¡a¡rda¡d airplane including unusable fuel,
tull operating fluids and ñ¡11 oil
Maximum Useful Load (Ibs): The difference
berween the Maximr¡m Takeoff Weighl and
rhe Standa¡d Empty Weight
r4 16
1r34
r,15 BAGGAGE SPACE
(a)
O)
(c)
Compamnent Volume (cubic feet)
En¡¡y Wid¡h (inches)
Entry Heigh (inches)
24
))
20
r.17 SPECIFIC LOADINGS
(a) Wìng Loading Qbs per sq ft)
O) PowerLoading Qbsperhp)
r5.0
14.2
+These values are approximale and may vary from one aircrafi to ano¡her. Refe¡ to Figure 6-5 for the
Standard Empry Weighr value and Useful Load value ro b€ used for C.G, calculation for the aircraft
specifìed.
REPORT: YB-790
l-4
ISSUED: JLINE 18' 1976
REYISED: JIJNE I' 1990
PIPER AIRCR,A¡'T CORP/
PA.2Å.181, CHEROKEE Ä
\TION
.HER
SECTION I
GENERÀL
II
1.19 SYT{BOLS, ÀBBREVIÄTIONS AND TERMINOLOGY
. -Tlle following defi¡itions are of symbols, abbreviations and ter¡ninology used throughout the
ha¡dbook and those which may be ofadded operational significance to the pilot.
(a)
Gene¡al Airspeed Terminology ald Symbols
I c¡s
I
Calib¡ated ,{irspeed means the indicated speed of ar aircraft,
co¡¡ected for position and instrument er¡or. Calib¡ated airspeed is
equaJ to true airspeed in sta¡dard atmosphere at sea level.
KCAS
Calib¡ated Airspeed expressed
GS
Ground Speed is the speed of an airplane relative to the ground.
IAS
in "K¡ots."
Indicated Airspeed is the speed of an ai¡c¡aft as shown on the
i¡dicator when corrected for instrument erro¡. IAS values
published in tiris handbook assume zero inst¡ument er¡o¡,
airspeed
KIAS
Indicated Airspeed expressed in "Knots."
À{
}lach Numbe¡
TAS
True Airspeed is the airspeed of an airplane relative to undisturbed
.is the
ratio of true airspeed to the
ai¡ wlúch is the CAS cor¡ected for altitude,
speed of sounJ.
Lemperature and
compressabilì ty.
aneuvering Speed is the rnaximum speed at which application of
ftrll available aerodynamic cont¡ol will not overstress tite airplare.
lr,f
rL
Maximum Flap Extended Speed is the higlest speed permissible
with wilg flaps in a prescribed extended position.
V¡¡/À4¡¡
Neve¡ Exceed Speed or Mach Number is the speed limit rhat may
not be exceeded at any time-
vNo
Itfaximum Structu¡al Cruising Speed is the speed that should not
be exceeded except in smooth ah and then only with caution.
vs
Stalling Speed or the minimum steady flight speed at whiclt the
airplane is controllable.
vso
Stalliitg Speed or the minimum steady flight speed at \yììich the
airplane is controllable in the landing contìguration.
Va
Best Angle-of-Climb Speed is the airspeed which delivers the
greatest gain of altitude in t¡e shortest possible horizontal
dista¡ce.
Y
Best Rate-of-Climb Speed is the airspeed wjt.ich delivers tl.ìe
greatest gain in altitude
ISSUED: JUNE 18, 1976
in tite shortest possibte time.
REPORT: VB-790
t _<
A
'RAFT CORPORATION
PIPER
PJ4,-28'18. JHEROKEE ARCHER tr
SECTION 1
GENER-AL
(b) Meteorological TerminologY
ISA
OAT
lnternational Standard Atmosphere in which:
Outside
Ai¡
TemPeratu¡e
is the free ai¡ static
temPe¡ature'
ground
oUtain"¿ eithe¡ f¡õm infìigþt temperature indications or
meteorological sources, adjusted
for instrument erro¡ '-l
compressibilitY effects.
Indicated P¡essu¡e
Altitude
The number actually read lrom an altimeter when the barometric
suUsc.le has been s.i to 29'92 inches of mercur)' ( I 0 I 3'2 millibars)'
evel pressure (29.92
Pressure Altitud e
i¡'
Hg)
It is
the indicated Pressure
ínstrument erro¡. In this
a¡e assumed to be zero.
Sta
tion Pressure
Wind
Actual atmospheric pressure at field elevation'
The wi¡d velocities recorded as variables on the chârts of tlìis
handbook a¡e to be u¡derstood as the headwind or tailwind
components of the rePorted winds.
REPORT: \/B-?90
l-6
ISSUED: JUNE l8' 1976
REVÌSED: N'I^'RCH 30' I984
CORP \ÎON
PIPR, AIRCRÄFT
I,
PA-æ-l I
(c)
CEEROTTF .A;Ji-ffiR
Power
Måximu¡r
Continuous
Powe¡
Maximum power permissible fo¡ taleoff.
Maximum power permissible continuously during flight.
Maximum Oimb
Powe¡
Maximum power permissibte during climb.
Maxi¡num Cmise
Powe¡
Maximum power permissible during cn:ise.
Engine lnsEuments
EGT
(e)
1
GÐ.[ER.AI
Power Terminology
Taleoff
(d)
SECTION
tr
Gauge
Exhaust Gas Temperah:re Gauge
.A.irplane Pe¡fo¡mance and Flight planning Terminology
climb
G¡adient
The demonst¡ated ratío of the change in height during a portion
of
trave¡-sed i¡ the same time
a climb, to the horizontal distanðe
interval.
DemonsFated
Velocity
crosswind The demonst¡ated
crosswind velocity
c¡osswind component rot wrrich
is the velocify of
the
of the aþlane
du¡ing takeoff and landing was"ãequatJcÀuot
aciua.lly demonstrated during
certification tests.
Äccelerate'Stop
Dista¡ce
The distance required to
an airplane to a specilied speed
and, assumiag failu¡e of-accelerate
an engine at ihe insta¡t that speâd
attained, to bring the airplane to e stop.
Route
Segrnent
A part of a route. Each e¡d of that part is identihed by: (l) a
geogr_ aphical location; or (2) a point
af which a defnite ,ã¿iò i.i,
can be established.
ISSUED: JUNE 18. 1976
REVISED: MARCH 30. r9B4
.is
REPORT: v8.790
l-1
pü,ER
SECTION 1
GENER.AI,
(l)
AJP.ÈAFr
CORPOR A'TION
IEROIGE ARCHER II
PA.2&I8I
Weight a¡d Balance Terminology
Reference Datum
distances
An imagi¡a¡y vertical plane f¡om which all horizontal
Station
A location
Arm
the centerof
The horizontal distance from the rpfe¡ence datum to
(C.G')
an
item.
of
rraviW
Moment
its arm'
The product of the wei8ht of ari item multiplied by
niåri*t divicled by a const¡¡t is used to simplify balance
a¡e
measu¡ed for balance PurPoses.
aJong the airplane fuselage uzually given
distarice f¡om the ¡eference datum'
in terms of
àJcr¡ations bv ¡educing the number of digits')
Center of GravitY
(c.G.)
C.G..A'rm
lts
The point at which an aþlure would balance if zuspended'
lotal
the
dividi¡g
by
found
is
datum
the
¡eference
i¡om
ñil;
moment by the total weigþt of the airplare'
a¡d
The arm obtained by adding the airplane's individu¿l moments
dividing tìe sum by the total weight.
C.G' Limits
The ext¡eme ænte¡ of g¡avity locations within which the aþlane
Us¿ble Fuel
Fuel available for flight planning'
Unusable Fuel
Fuel æmaini¡g after a n¡nout test has been completed ia
Sta¡da¡d EmPtY Weight
lVeight of a standa¡d airplaae including unusable fuel' full
Basic EmPtY ìileight
Sta¡da¡d empty weight plus optional equipment'
PaYload
Weight ofoccupants, cargo ard baggage'
Useful Load
Difference between takeoff weight, or ramP weight
Maximum RamP Weight
Maximum weight approved for ground ma¡euve¡'
Maximum Takeoff
Weiehr
Maximum Larding
must be operated at a given weight.
accordan ce with governmentaJ regulations'
operating fluids and fi¡ll oil'
if
applicable'
and basic emPty $'eight.
(It i¡cl
weight of start, taxi and nrn up fuel,)
Maximum r¡/eight approYed for t¡e sta¡t of the ta-keoff run'
Maximum weight approved for the landing touchdown'
Weight
Maximum Zero Fuel
Maximum weightexclusive of usable fuel'
Weieht
REPORT: VB'790
1€
ISSUED: JUNE 18, 1976
PIPER'.AIRCRAFTCO.RP' \TION
PA.2&1 8I, CHEROKEE A-. -IIER
II
T}TIS PAGE
ISSUED: JUNE 18, 1976
IIüENTIONALLY LEFT BLANK
SECTION
PIPERA]
i,r-zgtei,
1
GENERAI
T1TIS PAGE
REPORT: YB'790
l -10
\.AFTCORPORATION
dERoKEE ARcHER II
INTENTIONALLY LEFT BLANK
ISSUED: JUNE t8, 1976
PIPER áJRCR,A'FT
PA-28-181,
CORPC
SECNON I
GENERAL
TION
CffROI.FF ARLdER tr
1.2T CONVERSION FACTORS
MIJLTIPLY
ET
TO OBTA]N
MULTPLY
acles
0.404.7
ha
cubic inches (cu.
43s60
sq. ft.
sq. mi.
0.001 5625
atrnæpheres
(atn)
16
29.92
British Thermal
(BTIÐ
cøtimeters
Unit
(cm)
of
mercury at OoC
(cm Hg)
centimeters
14.503768
aün.
lb./sq. in.
0.2519958
kecal
0,3937
0.032808
ùt.
atm
in. Hg
0.1934
27.8s
lb./sq. in.
lb./sq. ft.
13 5.9 5
kelm'
cubic
centimeteß
(cm!)
feet
(cu.ft.)
cubic feet per
(cu
264.2
35.3147
cu. ft./min.
1'l
0.'t646
202
cu. ft.
m3
U.S. gal.
degrees (arc)
0.01 745
radia¡s
degrees per second
0.01745
radians/sec.
0.125
î1. oz.
0.0625
oz. avdp.
30.48
0.3048
m
35.3t47
cubic meters per
minute (m3/min.)
(cu yd.)
(deg./sec.)
fl,)
drams, avdp.
(dr. avdp.)
mPh
0.03381
0.06102
3.531 x l0-5
lL oz.
cu. in.
cu. ft.
I
t2'
m.
0.001
0.33333
yd.
U.S. cal.
0.0606061
1.894 x 10{
1.645 x l0¿
rod
ML
x
104
28317
0.028317
112E
0.037037
1.481
28.32
minute 0.472
ft./min.)
I
0.02237
2.642
c.
cm3
m3
cu. ft.
f7. oz.
ft./sec.
ft.imin.
{
cu. i¡.
cu- yd.
cu. ft.
U.S. gal.
d¡ams, fluid (d¡.
per
centimeters
0.032808
second (cm/sec.) 1.9685
x 10{
1.308
ft.
0.3937
5.787
10
61024
cubic metes (m 3 )
cubic yards
0.013 16
x
U.S. gal.
U.S. qL
kçlcm"
0.98692
16.39
1.639
4.329 x 10'3
0.01132
ba¡
lb./sq. in.
lb./sq. ft.
TO OBTAIN
0.554 l
0.01 639
in.Hg
2tL6
(ba¡)
i¡.)
cm Hg
1.0133
1.033
14.70
bals
BY
0.02831'l
ISSUED: JLJNE 18, 1976
REYISED: IULY 12,1977
feet
(ft)
cm¡
m3
cu. in.
cû yd.
U.S. gal.
I
fæt per minute
(ftlrnin.)
0.0 r 136
0.0t 829
0.508
0.005 08
cm
NM
mph
km/hr.
cm/sec.
m/sec.
I /sec.
mr/min.
REPORT: VB-790
l-l I
PIPER
SECTION I
GСER,A'L
BY
feet per second
0.68r
foot-pounds (ft'-lb')
TO OBTAIN
mph
8
t.097
kmfu.
30.48
0.5921
cm/sec.
0.138255
m*g
3.24
kg-cal
3.030
foot-pounds Per
1.818
x
horsepirwer
10'5
hp
inches
eallons, U.S. liquid
(it.S.eal.)
ullons per acre
1.201
cu. in.
U.S. Cal.
4.546
I
268.8
cu. ln.
277.4
1.556
t.lø
x l0'r
cu. ft.
fams per centimeter
(elcrn)
F¿ms per cubic
centimeter (s/"qtt )
REPORT: VB-790
t-tz
2'471
107639
10000
acres
'
m*g/sec,
75
mJcg/sec.
0.9863
hp
25.40
mm
zs40
cm
m
metric
0.0254
at
0
"C
ft.
76.U
l'014
(i¡-)
inches of
sq.
m2
ft.-lb./min.
ft.-lb.i sec,
metric hp
0.08333
ft.
0.02'7771
yd.
mercury 0'03342L
Hg) 0.4912
(i¡.
atn
lb./sq. in.
lb./sq. ft.
4.405
I
70.73
345.3
231
cu. ln,
25-40
cm Hg
mm Hg
0.t337
cu. ft.
cu. yd.
0.01 1521
m*g
2.204622
35'21
lb.
oz. wdp.
1000
c
3.9683
BTU
3087
426.9
m*g
U.S. gat.
2'540
4.951 x t0-3
3't85.4
3.785 x l0-3
3.785
0.83268
m3
t28
fl.
9.353
I
0.001
kg
0.3527
2-205
x l0''
oz. avdp.
tb.
x
l1-z
kg/m
1b./fL
10'3
lb.iin.
cm3
inch-pounds
kilograms
(in.lb.)
(ke)
I
Imperial gal,
oz.
/ha
kilogram-calorÍes
(kccâI)
(gal./acre)
rams G)
TO OBTAIN
33000
550
horsepower,
x 10s
BY
(hP)
hp
second (fl-lb./sec.)
gallons, U.S. dry
(U.S. câ]. dry)
MULTIPLY
hectares (ha)
kts.
x l}a
foot-pounds Per
minute (ft.lb./min.)
gallons, Imperial
Clmperiat eal.)
CORPOR,A'TON
PA.2E18i JEROKEEARCHERII
MULTIPLY
(ft/sec.)
.RAFT
AI-
0.1
6.721
5.601
I
x
kglm'
000
0.036
62.43
l3
Ib./cu. in.
hlograms per cubic 0.06243
0'00I
meter (kg/m¡
)
kilogtams Per
0'892
kg/m'
ft.-lb.
lb./cu. ft.
glcm3
lb./acre
hecta¡e (kg/ha)
kilograms pet squa¡e 0.9678
centimeter (kel cm? 28.96
)
l4'22
2048
aEn
in. Hg
lb./sq. in.
lb./sq. ft.
lb.icu. ft.
ISSUED: JIJNE 18, 197ó
REVISED: FEBRUARY 28, r979
PIPR.,A.IRCRÀFrcoRP( iTIoN
PA-28.1 81, CEEROICEE /A,R'Cgrn
MULTTPLY
RY
-
kilograms per
2.g96
meter (kglm -squa¡e 1.422
2)
x
IO
SECI]ON
u
-i
x l0-3
TO OBTAIN
MULTIPLY
BY
TOOBTAIN
in. Hs
meters per minute
0.06
km¡ú.
rneters per second
3.280840
196.8504
ft./min.
lu.lrol irr.
0.2048 lb./sq'. rt.
kilometen (km)
l x 10.5 cm
3280.8 ft.
0.6214 mi.
0.53996 NM
kjjômete¡s perhour O.9ll3
'hr.)
s8.68 ft./sec.
ü.i'".lil.
0.53996 kt
0.6214 mph
0.27j78 mfsec.
16.67
m/min.
k¡ots (kt)
I
¡autical mph
1.689
ft./sec.
l.l516
statute mph
1.852
km/h¡.
51.48
m/sec.
ljten (l)
1000
cmr
61,02
cu. in.
0.03531 cu ft.
33.814 ft. oz.
0.264172 U.S. eal.
0.2200 Impeld eat.
1.05669 qt.
liten per hectare 13.69
f7. oz.lacre
(l/hâ)
o.l37
ga.l./acre
liten per
(l/sec.)
second
2.12
cu. ft./min.
(m/min.)
(m/se¡.)
mlc¡ons
3.937
miles statute (mi.)
5280
1.6093
1609.3
0.8684
2.151
milliba¡s
2.953
millimeten (mm)
0.03937
0.03937
millimeters of
mercury at 0'C
(mm Hg)
nautical miles
0.¡M)
ounces, fluid
ISSUED: JUNE 18, 1976
REYISED: FEBRU,A,Ry 2t. rg7g
in.-lb.
x lO'5 in.
miles per hour
squa¡e (m/h¡. sq.)
(oz avdp.)
frlb.
moh
rri/t..
ft.
km
m
NM
rnilæ per hour
(mph)
ounces, avdp.
7.23301
86.798
fr./sec.
2.237
3.6
metæ (m)
meter-kilogram
(m-ke)
1
GENERAL
(fl. oz.)
ft./sec. sq.
x lo-': i¡.
Hg
in.
in. Hg
6080
.1 51 6
1852
1.852
ft.
statute mi.
1
m
km
28.35
o
t6
dr. avdp.
8
29.57
I.805
0.0296
0.0078
dr. fl.
cm
cu.
3
i¡.
I
U.S. gal.
REPORT: VB-790
1-1 3
PIPER
SECTION
GENER.AI.
vÍULTIPLY
runces,
fluid
acre (f1.
ac¡e)
/4"
iÃ-ãsrsr,
1
Per
MULTIPLY
BY
TO OBTÀIN
BY
0.073
¡od
16.5
5.5
yd.
5.029
m
32.114
tb.
oz.l
pounds (lb.)
o.453s92
kg
slug
siug
souare
centimeten
squa¡e
feet (sq. ft')
453.6
x 10-'
3.108
pounds per acre
(lb.i acre)
l.l2l
(cm')
kc/ha
pounG Per cubic
t6.02
kg/m'
pounds per cubic
i¡ctr Ob./cu' i¡.)
t128
lb./cu.
foot Ob./sq' ft.)
pounds Per square
inch þsi or
lb.isq. in.)
quart, U.S. (OL)
radians
27.68
glcm3
0.1 41 4
i¡.
4.88243
4.725 x lOa
kelm2
s.l7l
5
2.036
0.06804
0.0689416
ft'
sq.
929
0.092903
m2
square inches
(sq. in.)
6.4516
6.944
x
square kilometers
0.3 86
I
Hg
atm
em Hg
squa¡e meters
(mz)
in. Hg
aün
ba¡
square miles
(sC.mi)
kelm'
0.94635
I
57.'149
cu. m.
square rods (sq. ¡ods)
57.30
deg. (arc)
square yards
0.1592
reY,
57.30
deg,/sec.
rev./sec.
9.549
rpm
revolutiors (rev')
6.283
.radians
revolutions Per
minute (rPm or
0.1
10's
ft.
cm2
sq.in.
sq.yd.
åcres
cm2
lQ'3
sq.
ft,
sq. m¡.
(krn')
703.1
047
sg.in.
550
0.001 076
t44
0.r592
radians Per second
(radians/sec')
0. I
ft.
0.il11
2.296 x
foot 0b.icu. ft.)
pounds Per square
IAFT CORPORÂTION
wEERoKEE ARcITER tr
ya¡ds (yd.)
ft.
l 0.7639 I
sq.
Lt96
sq.yd.
0.0001
ha
2.590
km2
&0
acres
30.25
sq.yd'
(sq.Yd.) 0.83 6 I
9
mz
sq.
0.03305 79
sq. rods
0.9r44
m
JO
0.1 8l
in.
¡od
8l 8
ft.
ft.
radians/sec.
rev./mi¡-)
revolutiors Per
6.283
¡adians/sec'
second (rev./sec')
REPORT: YB-790
1-14
ISSUED: JLINE 18, 1976
REVISED: JULY 12'1977
SECTION
2
LIMITATIONS
SECTION
2
LIMITATIONS
2.1
'\
2
2.t
2.'7
2.9
2.t1
2.13
2.15
2.17
t ro
2.2r
2.23
General
Âirçeedlimitations
Àirspeedlntlicato¡Ma¡kin$..,,
Powe¡Plantli¡nitations..
Por¡¿e¡Plantlnstn¡mentMa¡kin$ . . . .
Weight Limib
Cenþ¡ofG¡avitylimits
Maneuve¡Limits
FlightloadFactors
Typesof0perations.,
Fuellimltations ....
Ptaca¡ds
..:...
........2-l
,,.,..2-I
....2-2
,.,.....2-2
. . . . , . . Z-3
2-3
..., 24
..,.,,..
24
.,,...24
,.,.2-5
....2-5
.......2-7
PIPER AI RCR.A,FT CORPr^
PA.28.ISI, CITEROKEEÀ
- {TION
SECT]ON 2
iIER II
LIMITATIONS
SECTION 2
LIMITATIONS
2.1 CENERAI
This section provides the-"FAA Approved"-operating Iimitations. instrument markings. color coding
and basic placards necessary for the operation of the airplane and its systems.
This airplane must be ope;ated as a normal or utility category airplane in compliance wjth the
Iting limitations stated in the fo¡m of placards and markings a¡d
completè handboók.
Limitations associated with those optional systems
supplements ca¡ be found in Section 9 (Supplements).
those given
in this section and this
and equipment which require ha¡dbook
23 AIRSPEED LI]\IIT,A,TIONS
SPEED
Neve¡ Exceed Speed
any operatìon.
KIAS
KCAS
(V¡¡ ) - Do not exceed this speed in
154
148
125
l2l
13
ilt
À4aximum Structu¡al Cruising Speed (V¡q). Do not
exceed this speed except i¡ smooth air and then onJy
I
with caution.
Des.ign Marreuvering Speed (Vo ) - Do
not make full o¡
abrupt control movements above this speed.
At 2550 LBS. c.W.
At 1634 LBS. c.W.
.l
89
89
CAU-TION
l4aneuvering speed decreases
at üghte¡
weigJrt as tjre effects of
aerodynamic fo¡ces become mo¡e pronounced. Li¡ea¡
interpolation may be used fo¡ inte¡mediate gross we.ights.
It{anuevering speed should
rough air.
not be
exceeded whjle operatíng in
Nfaliimum Flaps Extended Spe€d (VFE) - Do not exceed
tlús speed r¡,ith the flaps extended. -
ISSUED: JUNE 18, 1976
RE\/ISED: I\'IARCH 30. 1984
t02
100
REPORT:
.\rB-?90
7-l
PIPER AI' 'AFT CORPOR.ATION
PA.28-181, -IEROKEE ARCHER tr
;ECTION 2
]TúITATIONS
¿.5 ÀIRSPEED INDICATORM.A.RKINGS
IAS
À{ARKING
(ls4 KTS)
Red Radial Line (Never Exceed)
Yellow A¡c (Caution Range - Smooth Ai¡ Only)
Green A¡c (Normal Operating Range)
Wlúte A¡c (FlaP Down)
(12s KTS to I54 KT5)
(55 KTS to 125 KTS)
(49 KTS
to
102 KTS)
2.7 PO\{ER PLANT LIMITÄTIONS
(a) Number of Engines
iui rngi"" Manufacturer
(c) Engine Model No.
(d)
(e)
(l)
Eneine OPerating Limits
(l) Maximum HorsePower
iZi
(3)
180
2't00
t'l.ximum Rotation Speed (RPM)
Maximum Oil TemPerature
245'F
Oil P¡essu¡e
Minimum (red line)
Maximum (red line)
25 PSI
90 PSI
Fuel Pressure
(g)
(h)
(i)
ú)
(k)
Minimum (red line)
Maximum (red [i¡e)
Fuel Grade (AVCAS ONLY) (minimum octane)
Number of ProPellers
ProPellerMa¡ufacture¡
ProPeller Model
ProPeller Diamete¡
Minimum
0)
I
LYcoming
0360-A4A or 0-360-A4M with
carbu¡etor setti¡g I G3 87 8
Maximum
Propeller Tolerance (static RPM at maximum
Permissible throttle setti¡g)
.5 PSI
8 PSI
100/ 130
-
Creen
I
Sensenich
76EM855-G60
or 76EM8S5-G62
+
++
76 IN.
76 tN.
Not above 2425 RPI
Not below 2325 RPI:
Not above 2375 RPM*+
Not below 2275 RPM**
No additional tolerance permitted'
fserial nos' 28-7']9OOO| through 28-779Ð601'
,.!.¡¡¡
nos. 28-7890001 and uP'
REPORT: \¡8-790
ISSUED: JUNE I8' t976
REYISED: MARCH 30' 1984
PIPER
áJRCRJIT CORPC TION
CHEROI(E Äi ¡ER tr
sEcTloN 2
Pi4,-28-l 81,
2.9
LIMTTATIONS
POWER PLANT INSTRTJMENT MARKINGS
(a)
(b)
Tachometer
Green .4,¡c (Normal Operating Range)
Red Line (Maximum Continuous Power)
500 to 2?00 RPM
27OO RPM
Oil Temperature
G¡een A¡c (Normal Operating Range)
75'to245'F
Red Line (Maximum)
(c)
245"F
Oil hessu¡e
Green .A,rc (Normat Operating Range)
Yellow.A,¡c (Caution Raage) fldle)
Red Line (Minimum)
Red Line (Maximum)
d)
2.II
60 PSI to 90 PSI
25 PSI to 60 PSI
25 PSI
90 PSI
Fuel P¡essu¡e
Green Ä¡c (Normal Operating Range)
Red Line (Minimum)
Red Line (Maximum)
.5 PSI to 8 PSI
.5 PSI
8 PSI
WEIGHT LIMITS
(a)
(b)
NORMAL
2s50 LBS
Maximum Weight
Maximum Baggage
200 I.BS
UTILTTY
2r30 LBS I
O
LBS
NOTE
Refe¡ to Section 5 (Performance) fo¡ maximum weight
by performance.
ISSUED: JUNE 18, 1976
REVISED: MAY 23, 1980
a_s
limited
REPORT: VB-790
2-3
PIPERÄ
SECTION 2
LMITATIONS
RAFTCORPORATION
8¡. -ffiROKEE ARCHER II
PA-2&I
2.13 CENTER OF GRAWTY LIMITS
(a)
Normal Category
lnches
UtiIitY Category
I
zo5o
Rea¡ward Limit
lnches Aft of Datum
Forwa¡d Limit
Aft of Datum
Weight
Pounds
I
93.0
93.0
88.6
82.0
2550
2050 (and less)
(b)
Rearwa¡d Limit
Inches Aft of Datum
Forwa¡d Limit
Aft of Datur4
Weight
Pounds
lnches
93.0
82.0
(a¡d less).
93.0
83.0
zrro
NOTES
Str¿ight line va¡iation between poirts given'
Tlte datum used is ?8,4 inches ahead of the wing leading edge at
the inboa¡d intersection of the st¡aight and tapered section'
Itistheresporsibilityoftheaþlarreow¡erandthepiJottoi¡su¡e
is properly loaded' See Section 6 (Weight a¡d
thât the
"iipl-t
proper loading instructions'
Balance) for
2.1
5 MÄNEI.I\TER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins prohibite-d-'
iul Utility Categãry-App¡oved mareuvets for bank angjes exceeding 60''
Tums
Lazi Eishts
chandelles
SteeP
Entry Speed
I 13 KIAS
I 13 KIAS
I 13 KIAS
2.17 FLIGI T LOAD FACTORS
NORMAL
3.8 G
UTILITY
4.4 G
No invefed maneuvers aPProved
ISSUED: JIJNE 18, 1976
REVISED: MAY 23' l9t0
PIPERAIRCR,A,ETCORPI
.
NON
PA-28-1 81, CEEROKEE,AT--"IER
2.I9 TI?ES
_
_ The
FAR I35.
SECTION 2
tr
LIMITATIONS
OF OPER,A,TION
aþlane is approved for the following operations when equipped
i¡
acco¡dance
with FAR 9l or
(a) Day V.F.R
(b) Nisht v.F.R
(c) Day I.F.R
(d) Nisht LF.R.
(e) Non lcing
2
.:T'EL
(a)
(b)
(c)
LI}ÍITATIONS
Total Capacify
Unusable Fuel
The unusabþ fuel for tå-is aþlane has been determi¡ed
as 1.0 gallon in each wing in c¡iticat flieht attirudes,
Usabte Fuel
ïhe usable fuel in this aþlane h-as been determi¡ed æ
24.0 gallons in each wing
ISSUED: JUNE 18, 1976
5O U.S,
GAL
2 U.S, GAL
48 U.S. CÄ.L
REPORT: VB-790
2-5
PIPERÄ RAFTCORPORATION
PA.Z&I 8¡, -EEROKEE ARCHER II
THTS PAGE
INTENNONATLY LEFT BLANK
ISSUED: JUNE 18, 1976
ITPERAIRCRAFTCORPOh iON
PA-28-r 8I, cmRoKEE Anc¡l¡ñ
u
SECTION 2
LIMITATIONS
2.23 PLAC.A.RDS
ln full view of the pilot:
OR
TH
OF
S AND
PLé.CARDS ON THIS
OPERATION AS A UTILITf
.
är#i*iå
+ilB Hi'"'lt'
NO ACROB4TIC MANEWERS ARE APPROVED
- -sÞiñí FOR
NoRMA.l.
oTÈnerrox-s.
.tr¡Iuiv
PR
liiiÏ
_c_ArEGoRy
F
oHIB ITED
Ij:ü,,"":the
o R No
-cirÉäö
RMAL ANõ
nï.,
;ft
Î,',
pilot, one of the following takeoff checklists
a¡d the foilowing landing check tisr
TAKEOFF CHECK LIST
Fuel on p¡ope¡ te¡k
Elect¡ic fuel pump on
Engine gauges checked
Flaps - set
Ca¡b heat off
Àlixtu¡e set
Fasten belts/harness
Seat backs e¡ect
T¡im tab - set
Con t¡ols - f¡ee
Doo¡ - latched
Ai¡ Conditioner -
off
TAKEOFF CHECK LIST
Fuel on proper tank
Electric fuel pump on
Engine gauges checked
Ft-..ç - set
i
heat
Mixtu¡e set
Fasten belts/harness
P¡imer locked
Seat back e¡ect
Trim tab - set
Cont¡ols - free
Doo¡ - latched
Ai¡ conditioner - off
ofl
LI.NDING CHECK L]ST
Fue.l on proper tank
li{ixture rich
Elect¡jc fuel pump on
The "AlR COND OFF" item
conditioned aircraft onJy.
TSSUED: JUNE 18, 1976
REYISED: JULY 3, 1978
sear back
e¡ect
in the above takeoff
iiç;;i,!i3#.*s
Ai¡ Conditioner - off
max')
and landing check lists is mandatorv fo¡ air
REPORÎ: VB-790
2-7
PIPERAi
SECTION 2
IAFTCORPORATION
PÄ-2&1 8TT-TIEROKEE,ÀRCHER tr
LIMITATIONS
In full view of
tJre
piloi,
i¡ t¡e area of tire air conditioner
control panel when the air conditione¡
is
installed:
..WARNING _ AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CLIMB PERFORMANCE.''
Adjacent to uPPer door latch:
..ENGAGE LATCH BEFORE FLIGHT.''
doo¡:
On i¡side of the baggage comPartment
..BAGGAGE MAXIMT]M
2OO
,f
LBS''
..UTILITY CEiECONV OPERÄTION - NO BAGGAGE OR AFT
OPERATIO\
PASSENCERí ¿'I_'OW¡N' NORMAL CATEGORY
AND
. SEE PILòT;IbPEN¡'TTNG HANDBOOK WEIGHT
PASSENGER
BALANCE SECT¡O TON S¡CCECE AND AFI
-
;t)
LIMITÀTIONS.''
In full view of the Pilot:
..MANEWERING SPEED 113 KIAS
AT 2550 LBS'
(SEE
P.O.H.)"
..L]-IILITY CATEGORY OPERATON - NO AFT PASSENGERS
ALLOWED.''
..DEMONSTRATED CROSS WIND CON{PONENT
-
17
KTS'''
coole¡ winterization kit
on the instrument panel in full view of the pilot when the oil
is installed:
..OIL COOLER WINTERIZATION PI.ÀTE TO BE RET{OVED
WHEN AMBIENT TET{PERATURE EXCEEDS 5O.F'''
In full view of the Pilot:
..UTILITY CATEGORY OPERATION ON LY.
(1) NO AFf PASSENGERS ALLOVED.
(2) IðriösAîñ MANEWERS ARE LIMITED To rHE FoLLowING:
ENTRY SPEED
SPINS PROHIBITED
STEEP TURNS
LAZY
EIGTTTS
C}IANDELLES
I ]3 KIAS
1] 3 KIAS
I13 KIAS
On the instrument panel in full view of the pilot:
TURN OFF STROBE LIGHTS WHEN TAXII¡ÑG
- oF
oR DURING FLIGHT
ñ'vìtrñriv orHERORAIRcRAFT,
HAZE.''
"WARNING
THROUGH CLOUD, FOG
REPORT: VB-790
1Q
ISSUED: JUNE 18,1976
TABLE OF CONTENTS
SECTION
3
EMERGENCY PROCEDURES
Paragraph
No.
3.t
General
3.3
Emergency proåe¿uies ô¡..t
Engine Fire During Stari
Engine Po-wer Loss
f¡.i :. : .
'"
In Flighr
Loss Of Oil Pressure..
Loss Of Fuel Pressure
...
'
"":"'
.. ........
:::::::::::::::.::
.
Hìgh Oil Temperature
Alternator Failure.... -. _.
Spin Recovery
Open Door
Carburetor lcing . .
.........
EngineRoughnãss.....
35
3.7
Anrplified Emergency proced ures (Ceneral)
Engine Fire During Srart
_1.9
3.tl
3
r3
3.r5
3.17
3.r9
3.2t
3.23
3.25
3
l
327
3.28
3.29
3
Eneine Roughness
3
3
REPORT: \'B-?
PIPER .A,IRCRáFT CORPG .-.,NON
PA.2&1 8I, CEEROIGE,ÀRìÊER tr
SECTION 3
EMERGE.ICY PROCEDURES
SECTION
3
EMERGENCY PROCEDURES
3.I
GENER,AI,
The recom.mended procedures for coping with various types of emergencies and crirical siruarions are
pr'":ded by this-section. All of requircd (FAA regulations) èmergency prãcedures una rno,. n...rr^.y ioi
reration of the airplane as determined by the operating ãnd -däsign features of the airplanJ
tì
aie
p
re)sn led.
Emergency procedurcs associated with thosc optional systems and equipment which require handbook
9 (Supplemenrs).
lrovi\ecrion
supplements are
. The first Po-rtion of thisìection consists of an abbreviated emcrgencv-ofcheck list which supplies an
action sequence for critical situatíons with linlc emphasis on thc operat-ion
systems.
The remainder of the s.ection is devoted to amplified emergency procedures containing addirional
information ro provide the pilor wirh a more completi understand-ing ãf'rhe procedures.
.
These procedures are suggested as the best course of acrion
described.
themselves
for coping with the particular condirion
but are not a substitute for sound judgment and common sense. Piloti should familiarize
with the procedures given in this secrion and be prepared to take appropriate action should
an emergencv an\e.
. . Most basic emergency procedures. such as power otf landings. are a normal pan of pilor rrainin-g.
Although these emergencies are discussed here. this informarion ii not intended ro ieplace iuch rrainin!.
but only to provide a source of reference and review. and to provide information on piocedures which aie
nor Ihe same for all aircraft. It is suggested that rhe pilot review srandard emergenc!,procedures
periodicallv ro remain proficient in them.
ISSUED: JUNE ¡t. 1976
REVISED: MARCH 30.
1984
REPORT: vB-790
3-l
sEcTloN
3
EMERGENqY PROCEDURES
PIPERA ÀAFTCORPORATION
PA-2&18¡, ¿'HEROKEE ÁRCHER tr
THIS PAGE INTENTIONÁ,LLY LEFT BLANK
ISSUED: JlJl'¡E 18, 1976
-toN
PIPER AIRCRAFT COR?P
PA.28-I8I, CHEROKEE A,
3.3
SECTION 3
IER II
EMERGENCY PROCEDURES
EMERCENCY PROCEDURES CHECK LIST
If
ENGINE FIRE DURING START
.
Mixrure
Th¡ottle
Electricfuelpump.
Fuelselector
Starte¡
Abandon
if
crank engine
...OFF
.. ..,..OFF
1000
runway remains for a no¡mal landing,
land straight ahead.
sufficient altitude has been gained to attempt
a
Maintai¡ safe airspeed
selecto¡
switch to tank
contÀining fuel
. check ON
Elect¡ic fuel pump
Mixnrre
..... checkRlCH
Carburctorheat
. . .. . . .ON
Primer.
...locked
If power is not regained, proceed with power off
landing.
ENGINE POWER LOSS IN FLIGHT
selector
.
of cause of power loss
.....checklocked
If no fuel pressure is i¡dicated, check ta¡k selector
position to be surc it is o¡ a tank containing fuel.
ìilhen power is reslo¡ed:
Ca¡bu¡elorheat .
Elect¡icfuelpump
ISSUED: JIJNE 18, 1976
REVISED: JIJLY 3, 197E
Ignition
Maste¡switch
Fuelselecto¡
Mixtu¡e
Seat belt and hames
to 66 KIAS
....OFF
.. ..OFF
....OFF
.. .....OFF
..OFF
idle cut-off
. . .tight
FIREIN FUGHT
Sourceoffi¡e..,
.check
Elect¡ical fire (smoke in cabin):
Masterswitch
Vents
Cabinheat
La¡d
switch to tank
containing fuel
Elect¡icfuelpump
.....ON
Mi"ture
...RICH
,retorheat
. ... .. .ON
L,..,negauges
. . ..checkfo¡indication
Primer
for slortest landing.
When committed to landing:
resla¡t:
Fuel
above lìeld at downwind posirion for
possible airspeed with full flaps.
Maintai¡ safe airspeed
Fuel
ft.
normal landing approach.
When fìeld can easily be ¡eached slow
Touchdowns should normally be made at lowest
remains:
Make only shallow tum to evoid obstructions
Flaps as si¡uation requires
If
POWER OFF LANDÍNC
Locate suitable l¡eld.
Establish spiral pattem.
ENGINE POWER LOSS DURINC TAXEOFF
If insufficient runway
T¡im fo¡ 76 KIAS
idle cut-off
.open
Iì¡e continues
t. *Ifìcient
power is not restored prepare for power off
landing
as soon as
.. ... ..OFF
.
open
...OFF
prâcticable.
Engine fìre:
Fuelseleclo¡
Th¡ottle
Mixture
Electic fuel pump
Heatera¡ddef¡oste¡
P¡oceed with power off
. ....
..OFF
. CI0SED
idle cut-off
check OFF
...OFF
l¡¡di¡e procedwe.
LOSS OF OIL PRESSURE
Land as soon âs possible and investigate cause.
Prepare for power off landing.
RPORT: YÈ790
3'3
PIPER./
PA.aïIL
SECTION 3
EMERGENCY PROCÐURES
LOSS OF
''
' "
' check on
'ON
full ta¡k
Alt
switch
as
much
breekers
i¡
flight:
aþlane to 87 KL{S
.......close
.."'@en
Cabi¡vents
Stormwi¡dow
.. '.. ' '.I¡tch
Ifupperlatchisopen
Ifsidelatchisopen . . . . .' pullonarm¡estwl-"
AITERNATOR FAJLURE
cl¡cuit
will trail slightJy open and ainpeeds will be ¡educed
Slow
Prepare for Power off landing'
À;;;;t
are open, the door
If both upper a¡d side latches
To clo5e the doo¡
La¡d at nea¡est ai¡port and investigte the problem'
Verify failure
moving latch hai
to latched position
as possible'
" " checl
t
'rHlå';
If both latches a¡e oÞen
.
OFF (fo¡
If no ouÞut:
Alt switch
OFF
latch side låtch
then top latch
CARBURETOR ICING
Reduce elect¡ical load a¡d land as soon æ practical'
CarburctorHeat'..
""" ON
Mixture
'. Adjust for Max. Smoothness
SPIN RECOVERY
ENGINE ROUGHNESS
Throttle
Ajlerons
Rudder.
wheel
Rudder.
Conûol
II
slightly.
HIGH OILTHPER.ATURE
neáuL elect¡ic¿l load
JHEROI(EE ARCHER
OPH.I DOOR
zuEL PRESSURE
Electric fuel PumP
Fuel selector
]R.AFTCORPORATION
" " idle
' . neutral
' . . fulloPPositeto
di¡ection óf ¡otation
. . .full forwa¡d
. ' neut¡al(when
rotation stops)
Control wheel . . . . .asrequired
to smootNy
regain level flight altitude
.....ON
Ca¡buretorheat .
If rouglmess conti¡ues after one mi¡:
ca¡bu¡eto¡heat .
" "oFF
....adjustformax.
Mixtu¡e
ElectricfuelpumP
Fuel selector
Engi¡egaugBs
tt¡as¡etósttit"h .
smooth¡ess
.... 'ON
switch tanks
. ' . ' . . check
... '. "L"then"R"
then "BOTH"
operation is satisfactory on either one, contl
on ihat magneto at ¡educed power ard full "RICH '
mixûrre to lust airPort.
If
Prepare ior power
REFORT: YÈ790
34
off landing.
ISSUED: JIJNE 1E, 1976
REVISED: MAY 23' l9t0
PIPERAIRCR.{FTCORPO fON
PA-æ-l 81. CEEROKE .ÀREdER
)
tr
sEcnoN
3
EMERGENCY PROCEDURES
sEciloN
3
EMERGENCY PROCEDURES
PITER
A
IAFT CORPORATION
PA.2&l II;'TEEROKEE A&CEER tr
sEcTtoN
PIPERÂIRCRAFTCORP ITION
PÄ-28.18I, C}IEROKEE A,.JhER II
3.5
3
EÀIERGENCY PROCEDURES
A-h{PLIFIED EMERGEI.{CY PROCEDU RES (GENERAL)
1.)te foUowing paragraphs are presented to supply additional information for the purpose ofproviding
the pilot with a more complete understanding of the ¡ecommended cou¡se of action a:rd probable cause of
a¡ emergency situation.
3.7
ENGINE FIRE DURING STÄRT
Engine lìres during start are usually the result of overpriming. The first ettempt to extinguish the fìre
is to try to start tlìe engine and d¡aw the excess fuel back into the induction system.
If a ll¡e is present befo¡e the engine has started, move the mixtu¡e cont¡ol to idle cut-off, open tlìe
;tle and c¡a¡k the engine. This is an attemPt to d¡aw the fi¡e back into the engine.
Ifthe
engine has started,
conti¡ue operating to try to pull the lre into the engire.
In either case (above), if h¡e continues mo¡e than a few seconds, the fi¡e should be extinguished by
the best available extemal means.
The fuel selectol valves should
exti¡guishing method is to be used.
3.9
be "OFF" a¡d the mixture at idle cut-off if a¡r exte¡nal
lìre
ENGINE PO}YER LOSS DURING TÄ,KEOFF
The proper action to be taken if toss of power occurs rlurirtg takeoff will
of the particular situation.
If suflìcient¡unway remains to complete a normal landing, land straigltt
tlepcrt<J
on llte circunìst¡¡Ì]cës
ahead.
If insufficient nrnway remai¡s, maintain a sâfe aírspeed a¡rd make only a shallow tum if necessary to
avoid obstructiors. Use of flaps depends on the chcumstances. Normally, flaps should be fully extended for
touchdown.
the fuel
If sufhcient altifude has been gained to attempt a restart, mairtain a safe airspeedis and switch
and that the
selector to another tank containing f]¡el, Check the Jlect¡ic fuel pump to i¡sure that it "oN"
is locked'
mixture is "RICH." The ca¡buretor heat should Ue "ON'; a¡¿ tfr. ptimer checked to insure that it
.
If engine f¿ilu¡e was caused by fuel exl¡austion, povr'er will not be regained after switching fuel tanks
, the empty fuel lines a¡e filled. This may ¡equhe up to len seconds.
If
power is not regained, p¡oceed with the Power Off Landing procedure (refer to the emergency
check list and pa¡ag¡aph 3.13).
ISSUED: JUI.-E 18, 1976
REVISED: JULY 3, 1978
REPORT: vB-790
3'7
I
SECTION 3
EMERCENCY PROCEDURES
PIPER
I
-R.AFT CORPORATION
PA-28-1T JHEROKEE ARCHER
U
EI.IGINE POWER LOSS IN FLIGHT
3.11
usually caused by fuel flow interruption-and power will be ¡es-to¡ed
complete engire
-flo* power loss is powei los occurs at a low altitude, tle h¡st step is to prepare for an
is ¡"iior.d. If
.r.ig.""V la¡di¡g (¡efer to paragraph 3.13). An ainpeed of at least 76 KLAS should be maintahed.
orortlv-rä"i fu"l
ctor
If altitud
"Rl
pump "ON.".
gaugesfolanePgeprimerislocked.]fnofuel
posi
ireiure is ind
fuel and turn the electricfuel
t to "ON"' Check the engine
containing fuel'
"OFF" tlìe elecf ic
When power is ¡esto¡ed move the c¿rbruetor heat to the "OFF" position a¡d tum
fuel pump.
lftheprecedingstepsdonot¡estolePower'P'ePareforanemergencylarrding.
If time permits, tum the ignition switch to "L" then to "R" then back to "BOTH." Move the tluottle
a¡d mixture lontrol levers to dllferent settings. ftis may ¡estore power if the problem is too ¡ich o¡ too
lea' a nrixture o¡ i[ iltere is a partial fuel system ¡estriction, Try otlrer fuel tanks. Wate¡ ill tlte fuel couid
poweris due to
tal(e some time to be used up, and allowing the engine to windmill may lestore power' lf
water, fuel pressure indications will be normal'
If engine failure was caused by fuel exhaustion power will not be rcstored after switclúrg fuel tanks
until the empty luel lines a¡e fìlled. This may require up to ten seconds'
power is not regained, proceed witlr tlle Power Off tanding procedure (refer to thc emergency
check list and paraS¡aPh 3.13).
ll
3.I3
POWER OFF LANDING
If loss of power occurs at altitude, t¡im the ai¡craft fo¡best gliding a¡gle 76 KIAS (Ai¡ Cond. off) and
look for a suitãble l'leld. If measures taken to æstore power are not effective, and if time perrnits. clteck
your clì¡rts for airporls in the imnrediate vicinity; it may be possible to land at one if you have suflìcient
.ltitrdr. If possible, notify the FAA by radio ofyour difficulty and intentions. lf another pilot or PassenBer
is aboa¡d, let him helP.
When you have Iocated a suitable field, establish a spiral pattern a¡ound this field. Try to be at 1000
île lìeld at the downwi¡d position, to make a normal landing approach. When the fìeld
easily be ¡eached, slow to 66 KL{S with flaps down fo¡ the s}¡ortest landing. Excess altitude may be lo- r
widening your pattern, using flaps or slipping, or a combination of these'
feet above
Touchdown should normally be made at the lowest possible airspeed'
when committed to a landing, close the throttle control a¡d shut "oFF" the master and ignition
jdle
as desúed. Tum the fuel selector valve to "OFF" and move the mixture to
cut-off. ïìe seat telts and shoulder hamess (if installed) should be tightened' Touchdown should be
sn,itches. Flaps may be used
normalJy made at tlte lowest possible airspeed.
REPORT: VB-790
3-8
ISSUED: JU¡*E 18, 1976
PIPER AIRCRAFT
CORPO:
ION
SECTION 3
PA-24-181, CIIEROKEE ÄRcrfER U
EMERGENCY PROCEDURES
3.15 FIRE IN FLIGHT
' The presence of fue is noted through smoke, smell a¡rd heat in the
cabi¡. It is essential that the source
o.f the- h¡e be promptly identified through instrument readings, cha¡acter of the smoke, o¡ other
indicatjons
since the action to be taken diffe¡s somewhat i¡ each case.
Check for the soruce of the h¡e first.
If an electrical fì¡e is indicated (smoke in the cabin), the master switch should be turned ..OFF." The
cabi¡, vents should be opened and the cabin heat tumed "OFF." A .landing should be made as
soon as
p
ossible.
_ ' an engine fue is present, switch the fuel selecto¡ to "OFF" and close tlÌe throttle. The mixtu¡e
sh.
be at idle cut-off. Turn the electric fuel pump "OFF." In all cases, the heate¡ and def¡oster should
be "OFF." If ¡adio commr¡nication is not required, select maste¡ switch ';OFF." p¡oceed with power ofi
landing procedure.
NOTE
The possibility of an engine fue in flight is extremely remote. The
procedure given is general and pjlot judgment should be the
determining facto¡ for action in such an eme¡gency.
3.17
LOSS OF OIL PRESSURE
Loss
of oil
malfunction
P¡essure may be either partial or complete. A partial loss of oil p¡essure usually indicates
in the oil
a
pressue regulating system, and a landing should be mãde æ soon ai possible to
investigate the cause and prevent engine damage.
A complete loss of oil
pressu¡e indication may signify oil exhaustion or may be the ¡esu.lt of a faulty
case, p¡oceed toward the nearest airport, and be prepared fo¡ a forced landing. lf thl
problem is not a pressure gauge malfunction, the engine may stop suddenJy. Maintain altitude until such
time as a dead stick landing can be accomplished. Don't change power ættings unnecessarily, as this may
hasten complete power loss.
gauge.
In either
Depending on the ci¡cumstances, it may be advisable to make an off airport landirg while power is still
avaiJable, particularly if othe¡ i¡dications of actual oil p¡essure loss, such as sudden increases i¡
ter -râtures, or oil smoke, are apparent, and an aþort is not close.
Ifengine stoppage occurs, proceed with Power OffLanding.
ISSLIED: JLINE 18, 1976
REPORT: VB-790
3-9
;ECTION
PIPER
3
PA-z&I
I,ÍERGENCY PROCEDURES
,.19
RA¡'T CORPORATION
TIEROKEE ÄRCHER
II
LOSS OF FUEL PRESSURE
loss of fuel pressure occurs, tum
full tank.
If
"oN'the
If the problem is not an empty tank,
nd fuel system checked.
i.2I
A
8.
la¡d
electric fuel pump and check that the fuel selecto¡ is on
pump
as soon as practical a¡d have the engine-driven fuel
HIGH OIL TEMPERATURE
Ä¡abnormallyhighcausedbyalowoillevel,anobstructioninthe
ge, or other causes' I¿nd as soon as practical "
;fu
"""ì"i-ålî";;aþort and
.n appropriate
,;l
La¡rd at the nearcst airport and let
steady, rapid rise in oil temPerature is a sign of t¡ouble.
accompanying Ioss of pressure'
gauge
an
for
pæssure
oil
the
waich
problem.
n""r,u',i. in"ártigaìe the
A
a
}.23 ALTERNATOR FAILURE
the ammete¡' Befo¡e executing the
Loss of alternator output is detected through zero reading on
'ollowingprocedure, insure i¡-ai1i";";ãhC is ze¡Ja¡rd not merely low by actuating an elect¡icallv powered
can be
t*i.", rîiL the íanding iichi:-ii;;;t;ease i¡ the ammeter reading is noted, alternator failure
rssumed.
"r
the alternato¡ circuit breake¡s fo¡
The electrical load should be reduced æ much as possible' check
ropped circuit,
a
accomplished by moving the "A.LT"
The next step is to attempt to ¡eset the overvg.l!1æ relay. This is
by a momentary overvoltage
witch to "OFF" for on" ,".oiã -á t¡.n to "oN," Ifltre t¡óuule was caused
a normal reading'
to
anmeter
the
¡etu¡n
procedure
should
i¡.ir
(
,pi
uolts
u,t¿
.i
,ä"ãiiå" ie
will not ¡emain ¡eset' tu¡n off
the ammeter continues to indicate "O" output, o¡ if the altemator
practical. All electrical load is
as
as
soon
land
lðad'and
mai¡t$,nini-rr rl".trical
reing supplied bY the battery'
If
he ,,ALT,, switch,
I.25
he
SPIN RECOVERY
entered, immediately m
Intent.ional spirs are prohibited in tHs airplane. If a spin is inadvertently
th¡ottle to idle a¡d the ailerons to neutral'
followed by control wheel full
Full rudder should then be applied opposite to the dÍection ofrotation
the cont¡ol wheel as required to
on
ease
back
and
rudder
the
ui;e
,iãpi'n-.rt
fotation
o¡ward. when ú¡e
moothly regain a level flieht attitude'
IEPORT: VB-790
,-1
0'
ISSUED: JUNE 18, 1976
PIPERAIRCRÂFTCORPOI iON
PA-2&T
8I, CEEROIGE,A,RCEER tr
SECTION 3
EMERGENCY PROCEDURES
3.27 OPEN DOOR
The
both the
latch, the
open doo
oPen.
If both
sliBfitly.
\t
la.
upper a¡d side latches a¡e open, the doo¡ will t¡ail slightly open, and airspeed will be ¡educed
To
close the door in lliBht, slow the airplane to 87 KIAS, close the cabir vents md open t¡e storm
w. If the top latch is open, latch it. If the side latch is open, pull on the arm¡est while movirg the
-randle to the latched position. If both latches añ open, close thè side latch tlen the top latch.
3.2t CARBURETOR ICING
Under cenain moist atmosphcric condirions at temperatures of -5o C to 20" C, it is possible for ice to form
in the induction system, even in summer weathe¡. This is due to thc high airvelocitythrougb the carbureror
venturi and the absorption of heat from this air by vaporizarion of th1 fuel.
To avoid this, c¿rburetorpreheat is provided to replace the heat lost by vaporization. Carburetor heat
should be full on when cârburetor ice is encountered. Àdjusr mixture for maximum smoorhness.
3.29 ENGINE ROUGIINESS
Engine roughness is usually due to ca¡bu¡etor icing which is indicated by a drop i¡ RpM, and may be
accompanied by a slight loss of airspeed or altitude. Il too much ic¿ is allowed io accumutate, ¡ãstoration of
full power måy not be possible; therefore, prompt action is required.
Turn ca¡bureto¡ heat on (See Note). RPM will dec¡ease stightly a¡d roughness will i¡c¡ease. Wait for â
in engine roughness o¡ a¡ inc¡ease in RPM, indicating ice ¡emoval. if no cbange in approximately
one minute, return tÌ¡e c¿¡bu¡eto¡ heat to .,OFF."
decrease
If tåe engine is still rough, adjust the mixture for maximum smoothness. The engine will nrn rough if
too rich o¡ too lean' The electric firel pump should be switched to "ON" a¡d the fuel selector switcheã to
the other tank to see if fuel contamination is tl¡e problem. Check the engine gauges for abnormal readings.
If any gauge readings are abnormal, proceed accordingly. Move the magnetJswitch to ',L" then to ..R,"
th"- back to "BOT}I." lf operation is satisfactory on either magneto, proceed on t¡at magneto at ¡educed
pl , with mixture ñ¡ll "RICH," to a landing at the li¡st available airpõrt.
Ifroughress persists, prepare for
ISSUED: JUNE 18, 1976
REVISED: MAY23, l9t0
a
precautionary landing et pilot's disc¡etion.
REPORT: VR790
3lt
SECTION 3
ETúERGENCY PROCEDURES
PIPER
AJ
iÃ-zliar,
.I,A¡.T
CORPORATI'ON
*SERoKEE ARcEER u
THIS PAGE INTENTIONALLY LEFT BLANK
ISSIJED: JUNE 18, 1976
SECTION
4
NORMAL PROCEDURES
SECTION
4. NOBMAL
PROCEDURES
TABLE OF CONTENTS
sËcrloN
4
NORMAL PROCEDURES
Paragraph
N
4.1
4.3
4.5
General
Operations
Normal Procedures Check List
Preflight Check .
Before Staning Engine .
.r......
StaningEngineWhenCold..
StaningEngineWhenHot...
Starting Engine When Flooded
Starting With External Power Source
Warm-Up
Taxiinc
Ground Check ,.
Before Takeoff
Takeoff
Climb.
Cruising
Descent (Normal)
Descent(PowerOFF)
Approach And Landing
Stopping Engine .
Parking
Amplified Normal Procedures lGeneral)
PreflightCheck.
BeforeStaningEngine.
StaningEngine.
.:......
Warm-Up..,...
Taxiing
croundcheck.,
BeforeTakeoff
Takeoff
........
Climb.
Cruising
Descent
Approachandlanding
SioþpingEngine.
Airspeeds For Safe
4.7
4.9
4. ll
4. 13
4
4.
4.lg
4.21
4.23
4.25
4-27
4.?8
4.29
4.31
4.33 earking-.
4.35 Stalls..
4.77 Turbulent Air Operation
4.39 Weight and Balance
Page
No.
....... ... ¿l-¡
... . , , +l
'... ' . +3
....,.. ' 4-3
. .. ... . .. . +4
.,'.4'4
....44
..
..
.. . . .. . +4
.. . .. . 4'4
... -.. +4
..-..'..4'4
........ +4
....... '.. +5
.......' 4-5
........4-5
....... +5
....." 4'5
....'...... +5
... '...... 4'6
.. ' '... 4'6
..'.'... +ó
. ' '... +1
..........+1
'.'.48
.......".+9
.".......4-ll
.. .... '.. ' +ll
..........+ll
...-+12
.. . .. ... .. 4-t2
..........4-t3
-........ 4-13
...'-..'.'4-l-r
...'+14
-..-...'.4-15
..........+15
. . ' +16
'.. ' ' ' ' 4'16
REPORT: \'B-790
+i
PIPERATRCR¿FTCORPO fION
PA-æ.l 81, CHEROKEE ARCÉER
SECTION 4
tr
NORMÀL PROCEDURES
SECTION 4
NORMÂL PROCEDURES
4.1
GENERAI
This section clearly
des
the Ore¡okee A¡cher tr. .A.ll
or- -tion of the aþlane as
yit|
Normal procedu¡es associated
those optional systems and equipment
supplements are provided by Section 9 (Supplements).
on
wilch require ha¡dbook
These procedures are provided
to present a sou¡c¡ of ¡efe¡ence ¿¡d ¡eview and to supply
information
not the same for all aircTft ulots oouiã -iumilI""; themselves
wirh rhe
section
procedures which a¡e
procedures given jn rhis
in orde¡ to become pioficii"i
i" th"-;;nn*al;;äiËr,
of ràe aþtane.
The fì¡st portion of this section consísts of a short form
check list e/hich ¡uPr
zupplies an action sequence
for normal operations wittr linle emphasis
ti,i
"r
The
å'ir¿l
should
4.3
"e.iãtlffi #-õi,äiruur¡
f,iïi!:ryïffi'djåïffiìi#:i
e
be
:tî:."1î:1"Í
to the lengthly explanations. The short form
check list
AIRSPEEDS FOR SA.FE OPERåTIONS
The following airspeeds a¡e-those which a¡e sig¡rificant to the
safe operation
fìgures are fo¡ sta¡da¡d airplanes flown at gtoss *"ighi;de¡
stand¿¡d conditions
at
Pe¡forma¡ce
for
a specific airplane mây va¡y
installed, the condition
technique.
of the aþlale.
These
sea level.
from published figures depelding upon the equipment
of the engine, ¡tpu"á ÀJ
equipment,
;m;.pñ;;-;ónditions
and piloting
76 KIAS
64 KIAS
I 13 KIÀS
102 KLA.S
66 KIAS
I? KTS
ISSUED: JUNE 18, 1976
REPORT: VÈ790
+L
.RAFT
SEGTTON 4
NORMAI PROCEDURXS
CORPOR.ATION
PIPER.{/.
PA.2&18i. ÀEROKEE ARCEERII
THIS PAGEINTENTIONALLY LEFT BLANK
ISSLJED: JUNE 18, 19?6
-TON
PIPER AIRCR-{FT CORPOI
8 l, CÌTF.ROKEE .AX,
PA-2&l
¿:R
sEcTloN
II
4
NORMAL PROCEDURES
WAIK-AROUND
Figure 4-t
4,5 NORMAL PROCEDURES CHECK LIST
Brakeblocks
Pitot head
PREFLIGHT
holes clear
..
switch
,.
Control wheel
Master
Fuel quanrity gauges
Master switch
Hi'
W,
Stall waming
Navigation lights...
.
ON
,.
OFF
OFF
for damage
for interference -
check
check
free of ice, snow, frost
..check for inlerference
, . free of ice, snow, frost
Airinlets
...check
tanks
Fuel tank sumps
...
,..check
...,,...
,. ,.
Windshield
.....clcan
Propeller and spinner.
. ..check
Fuel and oil .. . ..
..... . check for leaks
oil ....
...checklevel
Dipstick
...... properlyseared
Cowling
...... secure
Inspection covers .
... ,. secure
Nose wheel tire ....
.....check
Nosegearstrut...
,..,.propcr
release belts
......., )
Ignition
Exterior
Control surfaces
Fuel
...chcck
.....remoye coyer-
..,... .
..,..check
check supply
vents
gearstruts..
Tires..
ISSUED: JUNE 18. 1976
REVISED: MARCH 30, 1984
clear
secu re
I
I
Fuel
......
Alternator belt . ..
.. . . ... check tension
Tow bar and control locks ..
. . ....stow
Baggage
.,.. sto\\,ed properll,-
vt
Main
inflation (3.25 in.)
.....
oo.n
.....proper
inflation (a.50 in.)
.......,check
I
.,
...... closeandsecure
Fuelstrainer
...drain
Primary flight controls
proper operation
Cabin door
. . close and secure
Required papefs .
.. ..on board
Seat bclts and harness
. fastcned/adjust Baggagedoor
check inertia recl
REPORT: VB-790
4-3
PIPER
sEcTloN 4
\IORM.ÀL PROCEDURES
STARTING
BEFORE STARTING ENGINE
Brakes .
.
.
Carbureto¡ heat
Fuel selecto¡
P¡oceed
STARTING ENGINE WHEN COLD
oP-en-
External power
" " "' 9¡!
" "q\
' tuU RICH
' 'engage
" ' adjust
" ' ' " ' check
engine does not sta¡t
repeat starting Procedure.
with normal start
ThrotUe
'l/4"
fhrottle
Masterswitch
Electric fuel pump .
Mixture
Starte¡ .
Throttle
Oilpressure
\{ITH EXTERNAL
within l0 sec' prime
ARcHER u
POWER SOURCE
" " ' ' 'OFF
.' " ' "OFF
Masterswitch
All etect¡ical equiptnent
Te¡minals
e*t"tn¡ power PIug
full COLD
desired tank
If
.!¡FT CORPOR.ATION
ÀI
iÃ-zçrsl', -ãPnoxrr
, colltìcct
tå::i:ä
. . . .lowest
Possible
RPM
plug
Master switch
Oil pressure . '
'
disconnect from
fusel age
., '.ON-checkammeter
ch
WARM.UP
Th¡ottle
and
.'
800
to
1200 RPM
TAXIING
STARTING ENGINE TYHEN HOT
Th¡ottle
Masterswitch
Electricfuel pumP.
Mixfure
Starter
Tluottle
Ojl p¡essr¡re
STARTING ENGTNE
REPORT: VF790
44
..
Taxi
.'..ON
.
full RICH
..
.
.. ' "
-¡emoved
' clea¡
aPPlYslowlY
...check
''
clteck
.engage
...adjust
.
check
''.
'i
WHEN FLOODED
fhrotlle
Masterswitch
ElectricfuelpurnP.
Vlixtuæ
Stîrtcr .
vlixture
rhrottle
3ilpressure
.
area
Iuottle
Brakes,
Steering
Chocks
' l/2" oPen
... . '.ON
GROUND CHECK
Th¡ottle
rMagnetos
vacuum
2000 RPM
'max' droP 175 RPM
'max' diff' 50 RPM
He. r ,l
" ' check
::::::::::::::::::iì::[
..press-to-test
nel.,.
. . che"k
, iår'ut*if *hen th¡ottle car
: engine falteri¡g'
mp..,...:,........oFF
,.,,..check
Fuelpressure
" ' retard
Tfuotue
. .-l .-. i.o;'
ISSUED: JUNE 18, I976
Jl.,];.-Y 12, 1977
REVISED:
.
PIPERAIRCR.A.FTCORPOI ION
PA-28-l Bt, CEERo¡GE ARðEER
u
SECIION 4
NORMAI PROCEDURES
BEFORETAKEOFF
SOFT FIELD
Masterswitch
Rightinstruments ..
Fuel selector
Electricfuelpump
Enginegauges
Ca¡bu¡eto¡heat
Seatbacks
Mixtu¡e
Primer.
Behs, harness
En seets .
......,.ON
......check
. . .ptope¡ tank
.....ON
...... check
,.'....Off
....i.
..erect
..... i..,..set
.....i...lockei
. r"*,.,i.àiràl.rrlìã |
.i.se"íu.tt"'
Ftpl ..
Accele¡ate to
weight
4l to 49 KIAS
Contolwtreel
.
.25"(secondnotch)
on.ir.;í
a.p"nding
. . . . .backpæssureto
.A,fter breakin g ground,
depending on ai¡craft w
Accelerate
KIAS
Fla,Ps
.
to best flap
.
.
..
Jehactslowly
CLIMB
up)
up)
En ¡oute
Elect¡ic fuel pump
.
Best rate (flaps
Best aagle (flaps
TÁ¡(EOFF
. . OFF at
desi¡ed altitude
NORT'J.L
Flaps
Tab
CRUISING
Accelerate to 52 ro 65 KtÄS
Controlwheel .
.
.. . .backpæs-çureto
rotate to climb attitude
Reference perform ance cha¡ts and Ävcolycoming
Operator's Manual.
SHORT FIELD, OBSTACLE CLE¿,R,A.NCE
Normalmaxpo\À,er.
Power .
Mixtu¡e
Flaps..
DESCENT
Acccler¿te to
weisirt
.2So(secondnotch)
4l to 49 KIAS depending on ai¡crjt
Cont¡olwheel
Àftr
.
.,..backpressureto
rotate to climb attitude
breaking Found, accelerate to 45 to 54 KI¡,E
ng on aircraft weight
Acce¡Ërate to best flåps up angle of climb speed - 64
KIAS, slowly ret¡act the flaps aad climb'past the
d"l
obstacle.
A_ccelerate
76 KIAS
64 KIA.S
g7 KIAS
to best flaps up rate of climb
KTÁ,S
speed - 76
......,'lSVo
set pet power table
...adjust
Normal
Tbrottle
Airspeed
Mixturc
Carburetor Heat...
... 2500 rpm
... t2ó KIAS
...... Rich
.....
On if required
.....
Onif
DESCENT
Power off
Cârburetor
Heat...
Throttle
Airspeed
Mixture
Power..
...Verify
required
......ilosed
.
As required
As required
wirh rhrottle
every 30 seconds
ISSUED: JUNE 18. t976
REVISED: MARCH 30. 1984
REPORT: \r8-790
4-5
PIPER
A]
I.AFT CORPORATION
iÃ-icr s i,*m.oKEE
SECTION 4
NORM.{L PROCEDURFS
ÄRcHER II
APPROACH AI'ID L.ANDING
Trim to 75 KIAS
Ëinul
"pp¡oach
sPeed (flaPs 40o)
,
. 66 KrAS
STOPPING ENGINE
PARKING
Parkingbrake
Contolwheel . .
Flaps ..
whãelchocks
Tie downs
REPORT: vB-790
+6
..
.. " " "set
" 'fulluP
""'inPlace
seculÊ
.secr¡¡edwithbelts
'
ISSUED: JUn*E I8. 19?6
REVISED: MARCH 30. 1984
PIPER AIRCRÄFT CORPOI ION
P,A,.æ.I 81, CHEROI(EE ARCTER tr
sEcTloN 4
NORM,A,L PROCEDURES
4.7,A,MPLIFIED NORM¿,L PROCEDI,JRES (GENER,A,L)
The following
paragr_aphs
p¡ovided
supply detailed info¡mation and explanations of the normal
!o
-are
procedures nec€ssâry fo¡ the safe
operatioa of the
4.9
lane.
PREFLIGHT CIIECK
The aþlaae should be given a thorough preftight and walk-a¡ou¡d check. The preflight should i¡clude
check
in-flight
facto¡s ¡
a
ai:
utation of weight and C.G. linúù, taËeoff distanã-anà
obtained foi the intended flighi path, arrd
oth;;
-y
¡e takeoff.
CAUTION
The flap positiorì strould be noted befo¡e boarding the ai¡c¡aft.
The flaps must be placed in the ,,Up" position before tley will
lock and support weight on the step.
Upon entering the cockpit, ¡elease the seat belts securing the control wheel. Turn ..ON" the maste¡
swjtch and check the fuet quantity gauçs for sufficient fuel. Aite¡'the fuel quantity check is made turn the
maste¡ switch "OFF" and check that the ignition switch is ..OFF."
To begia the exterior walk-around, check fo¡ extemal damage Ând operational interference of the
surfaces or hinges. Insue thåt the wings and contol surfãces a¡e fìee of snow, ice, frost or any
co¡tol
oth er forei gn materials.
Á'n operational check of the stall waming system and navigation lights should now be made. Tum the
maste¡ sr¡/itch "ON." Uft the detector while checking to determine if the hom is actuated a¡rd check that
the navigation lights are illuminated. The maste¡ switch should be ¡etumed to the "OFF" position afte¡ the
checks are complete.
A visual check of the fuel tank quantity should be performed. Remove the fille¡ cap from
and visually chect
tÏe supply
each tank
and colo¡. Be su¡e to secure the caps properly after the check is complete.
The fuel sysem sumps and straine¡ shoutd be drained daily p¡ior to the fi¡st flight a¡d after refueliag
zuch as water or sediment Eactr fuel tank is equipped with an
individual quick drain located at the lowe¡ inboa¡d rea¡ comff of the tank. The fuel strainei is equipped
wjr' r quick d.rÀin located on the f¡ont lower come¡ of the fi¡ewall. Each of the fuel ta¡k sumps shouid be
d- I f¡¡st. Then the fuel sFainer should be d¡ained twice, once with t}re fuel selectorvalve on each tank.
Eacn time fuel is drained, zufficient fuel should be allowed to flow to ensu¡e removal of contaminants. This
fuel should be collected in a suitable contairer, examined for conta¡ninants, and then disc¿¡ded.
to avoid the accumulation of contamjnants
.
cÄurloN
When draining any amount of fuel, care should be taken to ensure
that no fi¡e haz¿¡d exists before starting the engine.
Each quick d¡ai¡ should be checked after closing
has closed comoletely and is not lealing.
ISSLJED: JIJNE 18,
1976
2o,r977
REVISED: JANUÄRY
ít to make su¡e it
REpORT: V8790
+7
PIPERAII AfTCORPORATION
iÃ-isler, udERoKEE ARcHER II
;ECTION 4
IORMAL PROCEDURES
sure thcy arc oPcn'
Check all of the fuel tank vents to make
Next.
com
b
H[i:""'d.'Ìii"::H,j::fff''J;jii::fåa
Therc should
for 3.25 inches
visual chcck of
J wear and insure propcr inflation. Make
on thc underside of thc lcft wing' check rhe
Remove rhe covcr from thc pitot head
tur.
iiî'itol.t
"t.
pilot head to ma*e
optn and clear of obstruc¡ions'
Don\ forgct to
clean and check thc windshield'
for dcfecs or nicks'
Thc propeller and spinner should be checked
or oil leaks' check thc oil level' Make sure that the
Lift rhc cowling and check for any obvious fuel
.i*É"s. Sccurc the cowling and check the inspection covers'
aipr,iJ'r*, näp;;ì"y;;"1.J';;;i
Chcckthcairinlctsforforcignmatterandthealternatorbcltforpropcrtcnsion'
propcr storage and security. The baggage companmen¡
Stow the tow bar and chcck the baggage for
securc'
and
closed
be
should
doors
controls.op...t:'-t,llPttly' close and secure
uoon entcring the aircrafl,.asccrtain that all primary flight
and ln the arrplane'
order
in
atÊ
required
all
the
that
check
PaPers
,f,. .ãtin"¿ããr anã
and check tbe funetion ofthe incnia reel by pulìing
Fasren and adjust rhe scat belts and shoulder harness
seals'
empty
on
belts
sharply on rhe st¡aP. Fastcn scat
NOTE
IfthcFucdshouldcrharness(non.ineíiarecltyPe)is.installed,it
mustbcconnectedtotheseatbcltandadjustedtoallowproper
accessibilitytoallcontrols.includingfuelsclcctor,llaps.tnm.
ctc.' whilc maintaining adequate restraint for the occupant'
Ifthcineniarecltypcshoulderharnessisinstalled,apulltestof
is
locking restraini icaturc should bc pelormcd'
4.TI BEFORE STARTING ENGINE
frll
the carburctor heat lever moved to the
Before starting the engine the brakes should bc set 'oN'and
the
desired tank'
to
moved
be
rhen
should
selector
p*¡iióñ.
ðöiij
REPORT: VÞ790
+8
f¡. fiil
ISSUED: JtINE l8' 197ó
REVISED: MARCH 30' 1981
PIPER AIRCRA-FT CORPO,RÀTION
PÄ-2A.181, CHEROKEE ARCHER II
SECTION 4
NORMAL PROCEDURES
4.13 STARTINGETGINE
(a)
Starting Engine When Cold
open the th¡ottle leve¡ approximately J/4 inch. Tum "oN"
the maste¡ switch and
electic fuel pump,
t̡e
Move the mixtuæ cont¡ol to full "RICII":nd engage the starter by rotating
the magneto
switch clockwise- When the engine fires, release the magneio switch, and iove the
ürcttle to the
desired setting.
If the engine does not fi¡e within ûve to ten seconds, disengage the sta-rte¡, prime
the engine
and repeat the starting procedure.
(b)
Sø¡ting Engine WTen Hot
Open
pump
magneto s
ll2 nch.Turn ,.ON,, the maste¡ switch and the electric
leve¡ to full RICH and ."g.g. t¡r.,l"rte¡ by ¡otating the
engine fires, ¡elease the mãg¡eto swjtch and rnouã th.
fuel
throttle to
(.j
Starting Engine llhen Flooded
fte tfuottre reve¡ should be fult 'l)pEN." Tum ..oN" the m¡ster switch
o¡d tum ,,oFF,,
the electic fuel pump' Move the mixtu¡e coni¡ol.reve¡
to
rotating the mag¡eto switch clockwise. \ryhen-th..ngi""i¿È-.úì-"ï -ä';;g"g" the starre¡ by
¡t.i-;;t.;;ü"
rnagìelo swjrch,
advance the mixture a¡d retard the th¡ottle.
'(d)
Sta¡ting Engine With External power Source
Aa optional featu¡e c¿lled.the Pjper External Power (PEp)
allows the operato¡ to use a¡
extemal baftery to crá¡k the engine witirout having
to gain access to the airplane,s battery.
OFF and tum all electrical equipment OFF. Con¡rect the RED
lead
(+) rerminal oia¡ external l2:volt battery
rhe
:o-th,e,POSITIVE
rvE (-J terminal. Inse¡t the plug of ure jumpe¡ cable i¡to tñeand
socket
e.that when the plug is irseried, the eleðt¡ci sysi"m is ON.
?roceed
ruque.
¿¡
¡rr
dL
IN
reduce power
to the lowest possib.le RpM, to reduce
sparking,
from the ai¡c¡aft. Tu¡n the mæter s*itcÉ ON and c¡ecl r¡ï
O¡ Of OUtPUt. DO NOT ATTEMPT FLTGHT IF THERE ]S NO
OUTPUT..
NOTE
master
ttery in
.longer
ISSUED: JUNE 18, 1976
REMSED: JULY 3, 1978
REPORT: VB-790
+9
SECTION 4
NORMÄI PROCEDURES
Ii:iå,fi."Sf ä':8YßHI'f il
ISSUED: JUNE
REPORT: VÞ790
+70
I8'
1976
REVISED: JULY 12' 1977
PIPER
AIRC&{5T CORPI ITION
PA.2&I 8I, CEEROTGE,{R'CEER
4.15
sEçTroN 4
tr
NORMAI PROCEDURES
}YÀRM.IJP
warrr-up the engine a-t 800 to l2o0 RPM fo¡ not mo¡e than
trvo minutes in warm weathe¡ and fou¡
minutes in cold. Avoid prolonged idling at low RPM, as this practice
mayr"zuîin ro,rl"a spark plug.
Takeoff måy b€ mlde as soon æ the ground check is c.ompleEd, provided
that the tluottle may be
fully witrout backfiring or skipping, end without
irr'"-rrgin"ì¡ pr"*.
opened
","arr"åor,
Do not operate the engine at bigh RPM when running-up or taxürig
over grouad containing loose
stones, gravel or any loose sqteriar th¿t may cause damage to
trt" propri", üi"ã.r.
TÆüING
Before attemptins t9
the aþlane, ground penomel should be instn¡cted and approved
by
qualified person authorized Jaxi
by the o*n.ì. er""rt"in that the propeller back blast and taxi
a¡eas.are
a
clea¡.
Power-should be appüed slowly to start the taxi ¡oll. Taxi
a few feet forwa¡d and apply the brakes to
determi¡e thei¡ effectiveness. Whjle taxäng, make rlight tu-, to
.
ascertain
ti,e.r¡.cuu.n.r, of the
observe wing clearances when taxüng near buildings o¡ other
stationa¡y objects.
observer ouEide tl¡e airplar¡e.
If posible,
steering.
station
an
Avoid holes and n¡ts when taxüag over uneven ground.
Do not qrelate the engine at high RPM when runnirg_up o¡ taxü¡g
over ground containing loose
stones, glavel or ary loose materiar thai may cause dam age
to
thi prope[er ti"ãrr.
'
4.19 GROT,JNDCEEß
The magnetos should be checked at 2000 RPM. Drop
RPM and the difference between the magetos strã"ia
shor¡ld not exceed
l0
off on either magneto should not
"ãt
æconds.
ã**.J'¡¿i'Ri'îi'cË¡aüon
check the vâcuu¡n gauge; the indicato¡ should ¡ead 5.0" +
.l-
exceed l?5
on one magneto
Hg at 2000 RpM.
Check the a¡¡unciatoiPanel lights with the press-to-test button.
AIso check the ai¡ condiüone¡.
Ja¡bu¡eto¡ heat strould also be checked prior to takeoff to
be su¡e the cont¡ol is operating properly
taxüng. Ä";id p;;L;;;ä gouna operation wirh
ca¡bu¡eto¡ heat "ON' as the ai¡ is unfltered,
and
to cleã any ice which may h_ave formid during
tumed .,OFF" afte¡
_ The elecEic fuel pump should be.'hior
the engine driven pump is operating
to takeoff the
prevent loss of p
the engine driv
The
engine
oil pressure.
day' The
ISSUED: JUNE 18, 1976
some time if
when the throttle can be opened without the engine falteiing.
¡
REPORT: vÈ790
+ll
PIPERAJ RAFTCORPORATION
SECTION 4
NORMÄL PROCEDURES
U
PA.2&I8i.- dEROKEEARCEER
4.2I BEFORE TAKEOFF
prior to excculing ¡hc t¿kcoff procldurc'
All aspccts of cach particular takcoff should bc considercd
flightilutrumenS.as required' Check thc
Turn *ON'the masler switch and chcck and set all of the ;oN" rhc elcctric fuel pump and check
(fullest)' Turn
¡;;p.n!r.9n¡
i;i;'-o-n
iu.r ,iäïor-iå.;;i.';ñ
,il^.ö;;"ug"r. ñ. åtuuttror hcatihould be in thc 'oFF- position'
All
scat backs should be erect'
insure that it is locked' The seat belts and
The mixture should be set and thc primer.chccked to
snugly around the empty sears.'
,¡ouijü ¡"in.",toul¿
uc fasiir¡ca and adjusted. Fasten the seat bêlts
NOTE
Ifthefixedshouldcrharness(non.inertiareeltyPe)isinslalled.it
must bc connected to the seat belt and adjusted
to allow. proper
accessibilitytoallcon¡rols'includingfuclseleaor,flaps,trim,etc'.
while maintaining adequate
relraint for the occupant'
lf the inenia reel type shoulder harness is installed' a pull test of
its locking restraini ieature should be performed'
Exercise and set the flaps and
All doors should
trim tab. Insure proper flight control movement and response'
be properly secured and latched'
On air conditioned models. rhe air conditioner must b€
*OFF'to
insure normal takeoff performance.
{.23 TÀKEOFF
The tab should be set
The normal takeoff technique is conventional for the Cherokee Archer ll'
oineutral, with tt,i eiact setting determine.d by the loading of rbe airplane' Allow the airplane
"fi to 4g to 53 KIÁS Jepending ãn the weight oÎthe aircrafiand ease back on the control wheel
,oî..É1.*,.
:o rotate to climb attitude'
,l¡gfttiy
The procedure used for a short ficld
takeoff
rs
ft
,l¡gt,tivirãm rhe normal rc.nniqu"' The flaps sho
,o-r..ilrot. ro 4l to 49 KIAS depending on the
ê
After breaking ground. accelerate to 45 1o 54 KIAS.'de
rccelerating tã ìh. fl"pt-rp rare of climb speed- 76 Kl. ..
:learance ii a consideration. Slowly relract the flaps while climbing out'
REPORT: VÞ790
+tz
lÈ
ISSUED: JUNE
It.
19?ó
REVISED; MARCH 30' l98J
PI?ER AIRCR.AfT CORP( .TION
PA.28.181, CHEROKEE AR'CHER II
SECTION 4
NORMAL PROCEDURES
4.25 CLIMB
The best ¡ate of climb at gross weight will be obtai¡ed at 76 IilAS. The best angle of climb may be
obtained at 64 KIAS. At lighter than gross weight these s¡reeds are ¡educed somewhat. For cümbing en
¡oute, a speed of 87 ¡qAS is recommended. This will produce bette¡ forwa¡d speed and increased visibility
over the nose during the climb.
When reaching the desired altitude, the electric fuel pump may be tumed off.
4,27
CRIJISING
IÏe
a-..de,
cnrising speed of the Che¡okee A¡cher II is determi¡ed by many facto¡s, including power setting,
tempelatu¡e, loading and equipment installed in the aþlane.
The normal maximum crujsing power ß 75%
oî the ¡ated horsepower of
the engine. Airspeeds which
may be obt¿ined at va¡ious altitudes and power settings can be determined f¡om thõ performãnce graphs
provided by Section 5.
Use of the mixtu¡e cont¡ol in cnrising llight reduces fuel consumption signifìcantly, especially at
higher altitudes. The mixtu.re sirould be leaned during øuising operation above-5000 ft.-altitude a¡ã at
pfot's discretion at lower altitudes when 15% poì¡r'er or less is bãing used. If any doubt exists as to the
gngurrt of power being used, the mixtu¡e should be in the full 'RICH" position ior all operations unde¡
5000 feet.
To lean the mixture, dísengge the lock and pull the mixtu¡e cont¡ol until the engine becomes rough,
iadicating that the lean mixture limit hes been ¡eached in the leane¡ cyli¡ders. Then enrich the mixture by
pushing the cont¡ol towa¡ds the instnrment panel until engine operation becomes smooth.
If
means
Þe
aþlane is equipped with the optional exlaust gâs temperatu¡e (EGT) gauge, a more acculate
available to the pilot. For this procedure, ¡efer to the "Avco-Lycoming Operator's
of leaning is
Manual"
Always remembe¡ that the elect¡ic fuel pump should be tumed "ON" before switching tank, a¡d
shor:ld be left on fo¡ a short period thereafte¡, In o¡de¡ to keep the aþlane in best lateral trim during
cruising fli8ht' the fuel sl¡ould be used altemately from each tank. It is ¡ecommended tÌ¡at one tank be useà
fo¡ one hou¡ after takeoff, then the othe¡ tank be used for two hours; then ¡eturn to the fust rank, which
will have approximately one and one hålf hou¡s of fuel remaining if the tanls were full at takeoff. The
se^nnd tanT will contain approximately one half hou¡ of fuel. Do not run tanks completely dry i¡ flie¡t.
:lectic fuel prmrp should be normally 'lOFF".so that any malfunction of the engine driveniuel pump
rs -rrmediaæly aPParent. If signs of fuel starvation should occu¡ at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector strould be immediately positioned to the oùe¡ ta¡k
and the elecEic fuel pump switched to tl¡e "ON" position.
4.2t DESCENT
NORMAL
To achicvc the pcformance on Figurc 5-29 the power on descent must be used. The rhrottle should be set
for 2500 RPM, mixture full rich and maintain an airspeed of 122 KIAS. In case carburetor ice is encountered
apply full carburctor heat.
ISSUED: JUNE 18. 1976
R EvlS ED: MAY 23, 1980
RIPORT: vB-790
+13
PIPER
A
iår"T CORPOR'{TION
iÃ.lcra r,-uffi'oKEE ARcIIER tr
SECTION 4
NORMAL PROCEDURES
POWER OFF
llc
ixt
ilth
rrY
as
4.29 APPROACH AND LANDING
Checktoinsurethefuelselectorisontbeprop.er(fullest)tankandthattheseatbacksareerect.Theseal
reel checked'
nu-rrr rfãuîï. fJ;d'anã ad¡ust.d'and tbe inenia
belrs and shoulder
I{OTE
Ifthetlxedshoulderharness(non-ineniarceltype)is.installed,it
allow proper
U. tonntc¡ed ro the scat beh and adjusted to
flaps' trim'
....rr¡uiiìiv"iã-"rl tonttolt' including fuá selector'
occupanr'
etc., while maintaining adequate restraint for the
'trrt
a pull test of
the inertia reel type shoulder harness is installed'
performed'
be
should
ieature
rcsrraini
its locking
lf
conditioner' Thc mixrure should
Turn ..Oli" rhe elecrric fuel pump and lurn "oFF" the air
be set
in the
full "RICH" Position.
of about 75 KIAS wi¡h a final approach
The airplane should be trimmed ro an initial approach sPeed
ar speeds up to 102 KIAS. if desired'
fo*åe¿
ue
cán
flaps
fft.
.ii.iãi¿.
*irn
nup,
KIAS
speed of ó6
CH" position to insure maximum acceleration if it should
noi üe applied unlesi there is an indication of
rt.u,
"ñouiã
n:"1 ;Ji""'l¿'i : iïi;i':
a
v
b e cr
it ic
ar
i
n
ca
s
eora
l.m
the aircraft at conlact with the runway should
The amounr of flap used during landings and the speed of
and airplane loading' lt isgenerallygood
oiwìnd
*nairiottt
surface-and
landing
the
ro
according
varied
be
consisrenr with existing conditions'
ipeed
possiblc-saie
gro*ãäirilãinitun:
ro
conracr,rrc
pracrice
REPORT: vB'790
+14
tSSUEDT JUNE lt' 1976
REYISED: MARCH 30' 198'f
CORI
PIPER AIRCRÂFT
,A,TTON
PA'.28-I 81 , CHERoKEE I\RCTTER II
sEcTtoN 4
NORMAL PROCEDURES
4.31 STOPPING ENGINE
Ar rhe piror's discrerion, the flaps shourd
be raised and the erecrric fuer pump
turned..oFF.,.
NOTE
The flaps musr be placed in the
supporr weigh t. passengen shou
-uptd b,
posirion
for the flap srep to
J"i,i";; j ;"1å?jií!,i.
. The air conditioner an.d. radios should be turned ..OFF,,, and rhe engine
mrxture conl¡ol lock and pulling the
stopped by disengaging the
mixture *n,.åi'i""t ," iiL.lri-åä.
avoid engine vibrarion *irir. rrãpp¡ne.
;ï:'l;:r;1,,. shourd be reft fu,, aft ro
il;;;;;;"ero
and masrer.witch"s murt be rurned ..oFF.,.
-J PARKING
rf
necessary' the airolane
provided with each airptane
l
and.
n the ground with the aid of the nosc
wheer tow
i.u..r.ã.,r.
Th"
'i.,äLrti'liililå;T"ïiïyol,i
,,äbil",o,
"it;;;;;;å
åì*n..rand puring
it snug. rhe
bar
shoutd be
when
naps"on,rots
are rocked
Tie downs can be secured to rings provided
under each wing and to the tail skid.
The rudder
t¡. nåii';;;iätÏ;
.nd normàlry does nor have to ue secured. is held in
posirion by its connection, to
4.35 STALLS
The stall characteristics.of the cherokee
Archer
lI
are conventio.nal. An approaching
stall is indicated
mires per hour above-s,ail
Mìt;
lL'li:'iJ,?J,'lii"iil.ï,i¿i,:irui*${n*i::;::¿m:
The gross weight stalling-s.peed of
A¡che.r
Il
,;.;;
wirh
power off and tuli f.laps is 49
.the.cJr-erokee
):;'i,:l:rn:l'.:#!lïfl:'j j:jÎ:ïj;d;-Kîi' ä"ì "r..rii,"å"iï¡íËîiå,;"";;i., rrom ,00,o 350KIAS.
ree,,
NOTE
The srall warning system is inoperarive
with the masrer swirch
"oFF.'
lit""g
ruring preflight, the stSll warning system
shourd bt checked by turning rhe masrer
the detector and checking to ¿.t.i-ín.lï,h;;;;"
swirch,,oN,,,
to rhe "oFF" posirion àIter rhe-check
ISSUED: JUNE 18, 1976
RE\/ISED: MARCH 30,
1984
ì;-;;;;i.ì;.
""'
is a,,uared. The mastei switch shourd
be rerurned
REPORl: \'B-790
4-t 5
PIPER.tr
ÀA¡'TCOR.PORATION
ÉÃ--icrar, cttERoKEE ARcHER tr
SECTION 4
NORMÂL PROCEDURES
4.37 TURBULN'¡T ÀIR OPER'ÀTION
that when turbulent ai¡
reduce the structural loads
as a ¡esult of the tu¡bulence
clecl
wi
is encounte¡ed or
caused by gusts ar
In keeping
ction 2.-?)ì
o¡ of dist¡actions c
4.39 i{EIGHT AND BATA}'ICE
Itistheresponsibilityoftheownerand-pilottodeterminethattheaþlaneremainswithinthe
flieht.
gravity envelope while
allowable weight vs. center óf
i
to Section 6 (Weight and Balance)'
For weight a¡d balance data' refer
REPORT: VB-790
4-16
ISSUED: JUNE 18' 1976
SECTION
5
PERFORMANCE
SECTION
5 -
PERFORMANCE
PIPER AIRCR,{¡'T
CORPC ¡]ON
II
SECTION 5
PA-28-181, CIIEROKEE Ali'-dER
PERFORMÄNCE
sEcTroN
5
PERFORMANCE
5.1
GÐ{ER,AI
ÄIl of the required (F,A'A:egulations) and complementary performance
information
Che¡okee A¡che¡
II
is provided by this section.
applicable to the
ìerfo¡mance i¡fo¡mation
associated ì¡/ith those optional systems and equipment
which require
cok supplements is provided by
(Suppiements¡.
hi
Section 9
5.3
INTRODUCTION TO PERFORI,I,{NCE ÄND FLIGHT PLANMNG
The performance information Prcsented in this section
corrected to I'c'A.o. sta¡da¡d day ðonditions and ana.lyrically is based on measu¡ed Flight Test Data
.*pãã.¿-ïoi"ìüJ'varjous parameters of
'¿/eight, altitude, temperaturc, etc,
The performance c.harts ale unfscto¡ed and do not maJ<e any allowance
for varying degrees of pilot
p¡oliciencv o¡ mechanical detedoration of the ai¡maft¡rnis p.tiár-ãn;l;;;;.;;
can be duplicated by
following the stated procedures in a properly.¡nt"in.ã airplane.
cha¡ts must be evaluated by the pilot, such as the effect of
ä5.ïå'".'iff
;hi:,i.",:'iï1,:i":ilti'"j,r"ffiïîtr1
REMEMBERI To get chart performance, follow the chart procedures.
The information provided by paragrapL5.5 (Flight Planning
Example) outljnes a detailed flight plan
iú own
how ir is used.
using the performancæ clarts in this-sectiìn-. Each cha¡i
l¡cludes
";;;1.;;1"*
WÀRNING
Performance information derived by extraporation beyond the limits
shown on rhe
charts should not be used for flighi planning purporÉr.
ISSUED: JUNE 18,1976
RE\¡ISED: MÄY23,
19E0
REPORT: vB-790
5_l
PIPER Jô.-CRÂFT COR}ORATION
PA-28'L
THEROKEEARCIIERtr
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB'790
5-Z
ISSUED: JUNE 18, I 976.
P1PER AIRCR,A,FT
CORPG ÍION
sEcTloN
PA.2&I 81, CHEROKEE ARCHER tr
5
PERFORMANCE
5.5 FLIGET PI¡{NNING EX.{}{PLE
(a)
,A,ircraft loading
The fi¡st step in plaaning our flight is to cal*ate-the
aþlane weight and center of gravity
bv utilizing the information piovided úy section e
fweigtianã'g¿ä;;ËiihL
h¡¡dbook.
in
1"J
Make use of the weight and Batance Loading Form(Figu¡e
(Fig're 6lsj to determine t¡" tãt¡ i.ie¡'i àiiË. ólr) and the c.G. Raage and
i'prliá ilä tr,. ."nt.iorË""iiv
#1fåîtt
After proper u :lîzation of the information provided we have found
the following weights
fo¡ consideration in ou¡ flight plânning .r;pl..
ed until the weight of the fuel to be used hæ been
1400 lbs.
340 lbs.
(6)
ii:
Landi¡g
(a)(5)
333
24oo lbs.
lveieit
ninus GXI), (2400 lbs. minus t29
tbs.)
22jt tbs.
oLlr takeoff weight is below the maximu¡n of 2550 lbs.
and our
and bala¡ce
' weight
'
calcr¡l¿tions have determined
our C.G. posltion wittLin tfr.
(b)
"ppro".a
ti^ltr.
Takeoff a¡d Landi¡e
Now that we have determi¡ed oru ai¡qaft loading, we must
conside¡ all aspecls of our
takeoff a¡d laading.
,4,11
of the existing conditions at the depa¡fu¡e and destination Àirport
must
evaluated a¡d maint¿ined throughout the niehi.
be acquired,
conditions and takeoff weight to the appropriate Tal<eoff
detemine the length of runway necissary for the
r !7) to
The la¡ding distance calculations- are performed in the same manner
using the existing
conditio¡s at the destination aþort and, whå established, t1.,.
r-aing*.igi,t.
ISSUED: JUNE 18, I976
REVISED: M,{Y 23, 1980
REPORT: VB-790
5-3
I
PIPERÄT
JECTION 5
?ERFORMANCE
I.AFTCORPORATION
PA-z&l8r; LjHEROIGE ARCIíER U
below' The t¿Ìeoff and
The conditions and calculations for ou¡ example flieht are listed
well below the avaüable runway
landing distances requLed for our example flight have fatlen
lengûs,
Desti¡ation
Departure
Aþort
Akport
(1)
(2)
(3)
(4)
(5)
Altitude
2000 ft.
TemPerature
Wind ComPonent
RunwaY længtÏ Ävailable
Runway Required
IO KTS
7000 ft.
950 ft.*
Pæssu¡e
-
2300 ft.
70'F
70'F
5 KTS
4500 ft.
825
r*
NOTE
plan
The remainder of the performance charts used i¡ this flight
assume a no wind condition. The effect of winds aloft
"rr-pl"
b" conside¡ed by the pilot when computing climb' cruise and
;;t
descent performance'
(c)
Ctimb
The next step in oul flight plan is to determine the necessary clirnb segrnent components'
The remaining values are the true fuel, distance a¡d time components forthe climb segment
of the flight plan corrected for field pressuæ aldrude and temPeraturc'
The following values were determi¡ed from the above ins[uctions in our flight planning
example.
(1)
(2)
(3)
(4)
(5)
Cruise Èessr¡¡e Altitude
Cruise OAT
Time to Climb (l l'5 min. minus 3 min')
Distancc to Climb (16 minus 4.5 nautical miles)
Fuel to Climb (2 gal. minus I gal.)
6000 fr.
550F
E.5 min.*^
I 1.5 nautical
miles'
lgal''rrr
*¡eference Figwe 5-l I
r*¡eference Figu¡e 5-35
'r treference Figu¡e 5'l 5
|-EPORT: VB'790
4
ISSUED: JTINE 18, 1976
REVISED: MAY 23' 1980
PIPER AIRCR,4,FT CORPO. .ION
8 T, CEEROKFT¡ ARL-EIEI II
SECTION 5
PERFORMANCE
PA,-2&1
(d)
Descent
The descent data will be d.etermined prior to the cruise
data to provide the descent distance
for establishing the total cruise dista¡ce.
The valuæ obtained by proper utilízation of the graphs
example a¡e shown below.
to Descend (t6 min. minus 7.5 mi¡.)
(zJ Lrrsrance to Descend (35 minus 14.5
nautical miles)
u¡¡¡!J,
Fuel to Descend (2.0'gat.
;i:i-'¡vs'
flì I..
(3)
(e)
fo¡ tìe
descent segment
8.5 min.*
20.5 nautical miles*
1.0 gal.*
"ri"";l
Cruise
of our
q"I
Calsulate tlre cnrise
fo¡ the eruise power setting f¡om the information provided
{t.1
by
the .A,vco Lycoming Operato¡'s
Ma¡ual.
The cruise time is fou¡d by dividing the cruise distance
by ttre cruise speed and the cruise
fuel is found by multiplying th, t*iæ furi
ñ;ñ;rh.
cruise rime.
calcurations established fo¡ trre cruise segÍEnt of our
flight pranning example
^,
,orffiri*
(l) Total Distance
(2)
3
Cruise Dista¡ce
(c)(l) minus (c)(4) rninus (dX2), (314 minus ll.5 minus
(3) Cruise Powe¡
(4) Cruíse Speed
(5) Cruise Fuel Consumption
(6) Cruise Time
(7)
miles
282 naurical miles
65% rated power
IIOKTSTAST*
7.6 GPH
G)(2) divided by (e)(a), (282 nauticat miles divided by
Cruise Fuel
(e)(5) multiptied by (e)(6), (7.ó
20.6)
l4 nautical
are
cpH muttiplied by
lt0
KTS)
2.5ó hrs.)
2.5ó hrs.
19.5 gal.
r¡eference
Figpre 5-29
¡ ¡¡efe¡ence Figure 5-2
I
ISSLjED: JLINE 18, 1976
REVISED: MAY23, 19t0
REPORT: vB-790
5-5
PIPER
(Ð
A
pr.-z&l Bt.
;ECTTON 5
?ERFORMÀNCE
R,,AFT CORPORATION
iffi
oKEE ARCEER II
Total Fli8ht Time
to descend a¡d the
aPhs are in ¡ninutes
our
The following flight time is reguired for
iii
(e)
iãi¿
rts'iri'"'
(cX3) plus
(dxl) plus
(eX6),
flifit
Plånninc example'
('ta hrs' plus '14 hrs' ¡lus 2'56 hrs')
2'84 hrs'
Total Fuel REquired
the fuel to climb' the fuel to descend and
Determine the total tuel reguired bV a!dþe.
multiply this value bv 6lbigar
i¡ãetermbed,
cnrise tuel. When the tot.l"iuïitt ãanäns)
ãrt"*i"t the tot¿l fuel weight r:sed for the flight'
Thetotalfuelcalcu]ationsforourexanpleflightplana¡eslrownbelow'
(l)
\¡/
REPORT: YB'790
54
Total Fuel Required
iÐõ;ñ ià)it;l"'
le'5 eal')
gal' plus I
-' (l(2i.S
.e1l:.plu:
bv 6 lb/gal')
gal.
(eX7),
multiplied
21.5 gal.
I29 lbs.
ISSUED: JI.INE 18' 1976
REVISED: MAY 23' l9E0
PIPERATRCRAETCORP.
-{TION
P.4,.2&I8I, ffiEROKE ÁRCEER tr
TIITS PAGE INTENTION/A,LLY LEFT BI-ANK
ISSUED: JUNE 18, 1976
PIPERÄ
R.ÀFTqORPORÄTION
P¡,.ZCT AT, CHEROICEE ARCEER
tr
TT{IS PAGE INTENTIONALLY LEFT BTANK
ISSUED: JUNE 18, 1976
PIPER.AIRCR,A,FTCORPC ITON
PA.28.I 81, CIIEROKEE .A,ìt=dER tr
sEcnoN
5
PERFORMANCE
5.7 PEFJ'ORMÄNCE GRAPSS
LIST OF FIGURES
Figure
Page
No.
No.
5-l
Airspeed System Ca[bration
5-3
5-5
5-7
Haps ûp ra:<eonpe*år¡nan";'
5-q
stattspeeas
2sdFh;s
..
.-. .-:-.-.
r;;¡ii;;;-*
"'
'
"
...,
:::::::::::::.
:.:: ::.
s-11
s-12
s'r3
5'14
Roll . .
óioìni'nu
CIr,"t P;;;;;-: .-:': .
Time, Distance
Flaps Up TakeoffG¡ound
s-rs
s-r6
zsï nãishiteoir
5-l
5
5-17
5-l 8
tt9
5-17
-¿ ru.ità cmu
Engine Performance (Serial Nos. 28-7?90001
Engine Performance (Sedal Nos. 2&7890001
5-20
5-21
<-t t
5-23
5-24
5-25
5-26
5-27
5-29
Best Economy Mûture Range (Serial Nos. 2g-7jgt
Best Economy Mixture Reage (Serial Nos. 2g-7gg(
Endu¡ance
5-31
ç-? ?
5-35
ISSUED; JUNE 18, 1976
REVISED: IljLY 12- tg77
ï:':."î:1':
S-29
:.::.: ::: ::.:::r:.............ii
i.]å
REPORT: VB-790
5-9
PIPERA.,RâFTCORPORATION
i¡.-zara l.-cÆnoKEE ARcHER II
TTIIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: JUNE
l8'
1976
PIPER ]A,IRCR.A¡.T CORP( .NON
PA-23-181, CHERoKEE lRcirER
sEcnoN
tr
PA-29-lBl
q.. 9.Y$IE
2550
M
cA ri e-mÃvn
Bo so roo
lo
lzo
tBS.
6R0SS
oT
150
110
130
ts
o
-,
ê
4
120
lr0
r
00
Ø
=
ê
90
80
E
É
J
70
o
60
50
{0
0
l(IAS. HO I}ISTRUIIEIIT
l¡o
l¡o
lio-liî
TRROR
A-IRSPEED SYSTEM CA|JBRATION
Figu¡e 5-l
ISSIIED: JUNE 18, 1976
5
PERFORMANCE
REPORT: vB-790
5-l I
PIPER
;ECTION 5
]ER¡'ORMANCE
]RAFT CORPORAT]ON
PA-2&T b=, CÉIEROKEE ARCIIER
tr
PA-28-l 8l
ATT SPE
POlrER
fl"
OFT
FLAPS
25" FLAPS
--- - 10" TLAPS
ltAx. BR. Hr. 2550 tBS.
80
tl
CALIBRÀTTD SPEEI)S
q
70
Ø
Ê5
ë
60
E
-Þ
Ø
50
15
20
lYElÊHT
.
10
10
50
AIIÊLE OT BAHI( 'DEÊREES
100 LBs.
ixample:
Gross weiglrt: 2300 lbs.
Arlgle ofbank: 20'
Flap position: 25o
Stall speed: 46 k¡ots ('i¡dicated ainpeed)
'[il)tcllEI)
AlRsPEt0, li0 lHf)lcÄT()R tRR0R
STALL SPEEDS
Figure 5-3
TEPORT: YB'790
i-t2
ISSUED: JLINE 18, 1976
PA-29-lgl
(A
(D
cid
tl
;c
Ìt
¡É
ÞË
bJ lrl
tsts
2
:F
.6
f;F
ãT
xn
d
{
\o
o\
I 3800
|l,
Ë
É
É
E
q
E
(h
l,uoo
|
ç
3{oo
ll:ú
o
ÈF
9i
fr, :!
FO
aZ
Ë
I
-t
6
trt
32 00
o
@
rX
3000
ãH
2800
E'B
.E
qff'
Ð
tsrt
2600
o
ä
2t00
È
2200
l)
t¡l
É
a
o
-
ts
q
o
o
-
ts
2000
1800
-t0 -20 0 20 {0
f)uTstllt
x
H
o
F
:l
È
1$
P\O
IJJ
O
AtR T[MP.
. "r -õ
60
ÊRoss wflGHT
.
LBS.
il[
>ú
Exarnple:
Dcparture airport pressure altitude:
Temperature: ?0oF
Wind: l5 KT. (headwind)
Gross weìglrt: 2400 lbs.
Takeoff distance: t 900 ft.
20OO
ft,
xtsfrd
^Ø
ãä
àç
Irl q
-28-l 8l
PA
q:E
¡h
oð
F
Ft
fit trl
4t
E9
Fu
25'IFLAIPS llAffi
TULI THR(IIITT BIT{IRE BRAI(I RTTIASI
<
E
PAYEII,
$
\o
o
IEVTI,
ç.
I
ORY RUIIWÀY
tr
É
u
É
G
l.J
":
,rl
l.
Þ
2600
È
2t00
Ets
ã'fl
,2200
ã
'¡X
2000
ulll
rJH
ã
@
Ë
o
É
e
o
-ts
12
o
1800
o
rroo
o
E
I
È
l,,oo
o
-
Fúx
rÈ
¡,J rfl
cP
frl
i
2rû0
Ø
0ursl0t
ln
c
E
;e.
2.
d
-æ
{
\o
o\
-rb
-ztl
AIR IEMP.
0UIS|0E AIR
tl
ltl'lP.
- "f
'
GROSS WEIGHT
.
tBS.
tïilo .
1${0Is
t¡
rí>
F ¡tt
O*l
xô
rlO
20
'C
io
Example:
Departure airport prcssurc altitude: 2000 ftTcmperature: 70o F
Gross wciglrt: 2400 lbs.
l¡Vind: I knots (lrcarlwintl)
T¿¡kco[f distancc: I 8(r0 l't.
'
rlF
>!
:ÚU
ôF
rl¡
úi
rõõ
Éz
PIPER AIRCRÀFT CORP ,.\TION
PA-28.I81, CHEROKEE ARCI{ER II
SECTION
EIJ . 'll0u 0Hft0u9 lj0lyYI
ñññ=====B
========-
Ø
o
Þ
=
ç
o
Øö
F
æ
F
æ
ó
'l)^ô
É4
-=
ã
ä *.'<-
uÉ
Éê
=
3F3
o
N¡ s;È
(oJ
- ¡i
arc{vË
.!
d d!:
!<:
Ëã
=
o
..Eiìt-uo
?4;.;
NÞU
À
N
-A
É<
I
! h äø:
SËE3E.Y
l^Fg
iaÈo>È
lll
"--)J
Þ
o
qi
q
F
o
è'
o:E
U
æ
=
= ñê
_o
tø
Ø
F
e
-
FLAPS UP TAKEOFF GROUND ROLL
Fisure 5-9
ISSUED: JU^-E 18, 1976
5
PERFORMANCE
REPORT: VÈ790
5-l 5
/
;RAFT CORPORATION
PIPER
PA.2&1 8'-, CHEROKEE ARCHER II
SECT]ON 5
PERFORMANCE
-Lrll ' 'l'l0u
0Nn0u9
lj0l)lYr
=
Ø
Þ
Þ
-
=
.-.¡
F
æ
F
Ða'
zfrl
À
Gã ¡-.{
o
"ó
I
qu
i;=
-+É5i
I EË=
æ 0&uE
_Ë;
(\ ä
@E=
I
N
=Ø
N@
I
o
ø
E
a
q
e
e
E!
R'tn
=:..
èt!ô
åi=
-o
kôçv-O= I
Orcì
ør
.! o!:
=
.õEPÌú
=
<¿F d
I g >-9
o L : -^ '. o
--'Þu
t-É>
6-ù-<
õ.Í ãøE e
FÃËöËÊ
r¡l
CJ
o
È
=
g
F
=
ê
to
È
Þ=
É
Þ!!
tõ
Þ
I
25.FLAPS TAKEOFF GROUND ROLL
Figure 5-t1
REPORT: VB-790
5-1 6
ISSUED: JUNE 18,1976
PIPER AIRCR.AFT
CORPC rION
SECTION 5
PERFORMANCE
PA-æ-l 81, CHEROKEE ARç.dER tr
PA-29-lgI
2550 tBS.ÊR0SS
|YEIGHI
Fr.
stnYtct cflUll6-l3.650
l8soum ctuls-15,?50
FL
ttrItD
100
100.f
600
RATE OT CUMB.F.P.M.
0lIßlDE
AIR
TtÀlP.-.C
Example:
Climb pressure altitude: 3600 ft.
OAT: 30oF
Rate of climb: 620 F.p.M.
CLIMB PERFORMAI{cE
Figure 5-13
ISSUED: JLJNE 18. 1976
REPORT: V8790
5-17
PIPERA,RAFT
SECTION 5
PERFORMANCE
PA-2&l
81
C]ORPOR,¡I'TION
;CEEROIGE ARCHER U
PA-28-l8l
11ÛME, DISTAN]GE
AND FUEL TO GTOMB
CUITB AT 7O I(IÂS À}ID FUII THROTTIT.
2550 t3S. ER0SS ITHEHI
INCI.IJDES
FUII
AIIOIYANCE
TOR START, TAXI AHD TAI(EOFF.
-20
0 20 10 50 E0 100
15 20 25
30
35 {0 15
50
TIME, OISTAHCE AHO RJEL TO CUMB
-20
-10 0 l0 20
30
üJßl0E ÀlR TElrlP'-'C
ixam ple:
Departure airport prcssure altitude:2000 f¡'
Debanure airport temperature: 70oF
Cruise pressure alritude: ó000 ft'
Cruise OAT: 55oF
ii..,o climb: I 1.5 min. minus 3 min' = 8'5 min'
öliiãn"tto climb: ló miles minus 4'5 miles = ll'5 naurical miles
Fuel ro climb: 2 gal. minus I gal. = I gal'
TI}{E
DISTA.I.¡CE AND FI,JEL TO CLJMB
Figu¡e 5-15
REORT: VB'790
5-1
I
ISSUED: JUNE
lE'
1976
REVISED¡ MAY 23' 19t0
PIPER AIRCRAFT CORPCL -TloN
P.4,.2&1 8 I, CEEROKEE ÄR-CEER N
SECTION 5
PERFORMANCE
PA-29-lgl
PERF@RMANGE
BESI P0ìYER I'IIXTURE fI,IAHIS
IOO'T RICll OF PEÂl( EßTI
T0
sl
¡t,fl. ¡t0lr Ê.P.lr.
PowtR StsT tc0lloHY
7.8 55% 6.3
9.0 E5%
10.5 75%
0UTSIDE AIR
TEllP.*'t
flmll)E
T$lP.-'C
AIR
EHGIHE SPttD
-
?.6
8.8
R,P.l'1.
Example:
Cruise pressure altitude: 5500
Cmise OAT: 40"F
Percenl. power: 65%
ft.
Engine RPM: 2440 RPM
ENGTNE PERFORMANCE (SERTAL NOS. 2&7790001 THROUCH
7790607)
Figure 5-17
ISSUED: JUNE 18, 197ó
REVISED: JVLY 12,1977
REPORT: VB-790
5-l 9
iEcfloN
if"'å,fi,'"+*'ËffiH'fì
5
?ERFORN{ÀNCE
PA- 28-l 8l
IFÍ-ro
oF
oc
T
¡n
rtY .0
prTe,' t
¡lu ït'l'n ì
2200
ì26 00
2{00
EHÊIHE SPEEI¡
Pl'l
OlJTSIDE AIR TEMP.
Example:
- ð;G
pressue altitude: 5500
ft'
Cruisc OAT: 4f F
P¿rcenÍ Povrett 6570
Engi¡e RPM: 2440 RPM
28'7890001 AND uP)
ENGINE PERToRMANCE (sERlÀL NOS'
I
8
5Figure
ISSUED: JUNE
REPORT: \.B-?90
5-20
REVISED: JULY
l8' 1976
l2' 1977
PIPER A-IRCRAFT CORPOìì ON
P,A,.28.1 81, CITËROKEE ÀRLì¡ÉR tr
SECI]ON 5
PERFORM,AME
PA-29-lgl
SPEED POWER -
PERFORNlANCE GRUÛSE
BTST POIYTR MIXTURE,
2550 LBS.
GROSS ITEIOllT
|l|.lxTqlE FlJLL RtCH AB0yE 75%,
IEANED IOO' F RICH Of PEÂK EGI
BELO}T 75% POlyER. IVHEEL TAIRIIIGS
INSTALLID, SUETRACT 3
KI{OTS++
Ex' rle:
ie p¡essure altitude: 5500 ft.
Cn:ise
OAT: 30oF
Power:
557o
True airspeed: 97.5 k¡ots
SPEED POì\ER . PER-FORI{ANCE CRUISE (SERIAL NOS. 23.77}OOOI TTIROUGH 7790607)
Figure 5-19
ISSUED: JLINE 18, 1976
REVISED: IULY 12,1977
REPORT: VB-790
5-21
PU'ER'
SECTION 5
PERFORMANCE
-
-.ÇRAFT CORPORATION
iÃ-zì-i .bnEnoxrs
PA
slst
-28-l 8l
PoYrrÄ
2550 LB.
ARcIIER II
ülxitlnl
GR0SS YlT.
iiuttto pn
LYcoMtttg
lilsntlcIloNs
l0
120
130
TRUE AIR SPEED ì(TS
OUTSIDE ÀIR TEMP.
Example:
-"ð-lt"
Þressure
altitude: 5500 ft'
cruise
bAT: 30'F
Power
setting:
55%
True al-rsPeed: I01 k¡ob
28-789O001 AND UP)
spEED POWER-PERTORMÀNCE CRUISE (SERIALNOS'
Figure 5-20
REPORT: YB'790
<-1)
ISSUED: JUNE 18, 1976
REVISED: JULY 12,1977
PIPER,A-IRCR,A,FTCORPO fON
PÄ-æ-181, CHEROKEE ARvdER II
SECTION 5
PERFORM,A.NCE
PA-29-lgl
EED P@WER.
BEST ICONOMY ìIIXTURE,
2550 tBS. MAX. GR. YtT.
MIXTURE LEAI{ED TO PEAK EGT.
}YHEEI TAIRIIIGS INST
UBTRÀCT 3 KNOTS If
+
0 20 40 60 80
. 'F
r00
100
OUTSIDE AIR TEMP.
-20 -10 0 l0 20
OUTSIDE ÀIR TTMP.
.
1t0
TRUE AIRSPEIO
120
.
KNOTS
30
"C
-ix amp le:
Cruise pressure alrirude: 6000 ft.
Cruise OAT: 55oF
Pou'er:657o
True airspeed: I l0 k¡ols
SPEED PO1VER . ECONOMY CRUISE (SERI,A.L NOS,
28.77g}æl TIIROUGH 7790607)
Figure 5-21
ISSUED: JUNE I8,1976
REVISED: IULY 12,1977
REPORT: VB-790
5'23
ECTION
PIPER Á'-..IR.AFT CORPO RÄTION
]HEROKEE ÄRCHER II
5
PA-2&1i
ERFORIIANCE
PA
-28-l 8l
255018. MÀX, GRoSS
M.
MINURE TIAHE! TO PEAI(
Y/llEIL
SUBTBACT
-20
0
ot
20
20
0
OUTSIDE
0
0c
EI
TAIRIHGS IHSTALLED,
8 KTS IT
REI||OYED
lr0
120
TRUE AIRSPEED KTS.
AIR TEMP,
Exam Þle:
Cruìse pressure aìtitude: 6000
Cruise OAT:55"F
ft'
Powersetting:657o
True airsPeed: I
l6 k¡ots
AND UP)
SPEED POWER - ECONOIÍY CRULSE (SERIÄL NOS. æ-7890001
Figure 5-22
REPORT: \E-790
5-24
-LïHEB1]UÌT i?. i3i9
PN'EIT ÂIRCR,AFT CORPO}. ,ION
PA.2&1 81, CIIEROKEE ÄRCHER tr
SECTION 5
PERFORMÄNCE
PA-2lg-lgl
IIIXÌURE TIAIIEI) TO IOO'T RICH OF PEAI( E8T
t-lt+l-+
tytilD, Lftifï;irnh
[{CtuDES CUilB ï¡i ti?; iõilÌi"
ìYHEttFArRtHÊsHSTArLED,
18 GAL USABI.I
25.50- LBS. iZER0
L
RAHEE
FUEI T+++++
x0lE
RIJIE
II¡I
SE
NÉDUCTD
sYUPm{7"
tf Htfft ¡tntßs
lRt
+-30 -20 _t0 0
t0 20
fl()T
tllstlilm
.
30 0c
OUTSIDE AIR TEMP.
Example:
'sc prtssure altitude: 5500 fr.
OAT: 35oF
Power setting: 75l¿
.se
Range (with reser.ve): 480 nautical miles
Range (no reserve): 535 nautical miles
BEST POWER
MDffURE RANGE (SERIAL NOS. ?ß-77¡OOO1T}IROUCH 7190607\
Figure 5-23
ISSUED: JUNE 18, 1976
REVISED: MAY 23, 1980
REPORT: VB-790
5-25
PIPER
AI
I'AFT CORPORANCT{
¡Ã-zct e t, -¡IERoKEE ARcnER II
ECTION 5
ERFORMANCE
PA-28-l 8l
H|XTURE LIAIIED
T0 100"
i -î'ì
t
nia
2550 P0lltDs,
zER0
ñrxe¡ ìctuoËs o-
-Ì' I i0ft-f-.lJ-+rrnnes
ÂRt
lû1 DlsTttu!
ïTTïHäïläiï
500
RÄHBE
HÄJNCAL HIIIS
0UTSIDE AIR TEI'lP'
lxample:
Cruise pressure altitude: 5500 ft'
C¡uise OAT: 35oF
Power se¡ting: 757o
Range (withicserve): 505 nautical miles
Ranle (no resene): 560 nautic¿l miles
2&7890001 AND uP)
BEST POIVER MD(TURE R-ANGE (SERTAL NOS'
Ft$Íe 5-24
ISSUED: JTINE
REPORT: VB-790
5-26
l8'
1976
REVISED; MAY 23' 1980
PIPERAIRCRAFTCOI\ .TATION
P4,.28-181, CHEROKEE }.RCHER II
SECTION
PERFORMANC
PA-29-llBl
BEST EG@NI@IVV RAO$GE:
.,...¡!¡luRE rEÂNr0 T0
PEAK EGT,
WHEET FAIRIIIGS INSTALLED,4S GAI.
FUEL, 2550 L8S. ûR. IYT.,
-USÄBLE
ZERO }IIIID RANGE IIICLUDES
I
I0Tt
¡ITY BT RIDUCI¡ 8Y UP Tf) 1%
lyflEfl. fÂtRtll6s IRE fioT ìsilu¡0
RAXÊT
I
CLIMB
+-30
60 80
_20
_10
&
OESCTHT DISTÀI{CE.
I
0 l0 20 30
0c
OUTSIOT AIR TEfiIP.
E.-
.ple:
Cruise pressure altirude: 3000 ft.
Cruise OAT: 35oF
Power setting: 65l¿
Range (with reserve): 570 nautícal milés
Range (no reserve): ó50 naut.ical miles.
BEST ECONOMY MDffURE RANGE (SERÌÄL NOS.
28-77gOOOt THROUGH 7790601)
.rrgure 5-25
ISSUED: JUNE 18, 1976
REVISED: MÄ.y23, 1980
REPORT: VB-790
5_27
IF
ECrloN
PIPERA' RAFTCORPORATION
8i. THEROKEE .ARCHER II
5
PÀ-2&1
ERFORMANCE
-28-l 8l
PA
EESI
ECONJ@bYIV N'IÜXT.UJ R Ig BANIG II
MIXIURE IEÂNED TO PTAK EOT
YÍHEEL TAIRINGS IHSTALIID
48
GÂ1. USABLE FUEL
2550 P0UllDS,
ZERo YilHo
RAIIGE IHCLUDES
RA}{ßt rTITll 15
AT s5% PovltR
R¡}ËE IÀAY
tJP
l0
rÀnHGS
'
lllll.
H0ït
BI EIUCTI)
8%
Ctll'lB
RtstRvt
BY
lf ìtllEtt
ÀE ll0Ï llsT^tltD
ot
100
60 80
40
0I 20
-20
I,
lt
I
I
r
, I ,
-åo
-zb
-io ô lb io io 4'o
o
AH0
700
RAHGE
NAIJTICAL
600
I'l ILE S
c
OUTSIDT ÀI.R TEMP.
xample:
Cruise pressure altitude:3000 ft.
Cruise OAT: 35oF.
Power selting: ó570
Range (with reserve): 600 nautical miles
Range (no reserve): ó?0 nautical miles
BESTECONOI\IYMIXTUREx,qrr*GE(SERIALNOS.28-7890001ANDUP)
Figure 5-26
EPORT: vB-790
28
ISSUED: JUNE 18' 19?6
REVISED: MAY23' I980
PIPER ¡,IRCRAFT CORPO UON
P4.28.1 81, CHEROKEE ,4,Ã. --¡ER II
tttttl
-iltI)URA}ICt
PA-29-lEl
llllll-
-45
Milt. RtSERYE-ÂT 55% P0ìY€R_
r
2,0 00
SECTION
ltttrr
ENlDURAO{GE
rtt
BEST ECOIIOMY IIIXTIJRE IPEAI( EGTI-
2550 tBS. MAX
GR0SS
RESERVT
rll
tTTT-f
|||I
ll
DURÀilCt
Ìn.
yïñ
.Tg-u'1ll!g-È yr!
!_r,lulÐ r,umö Afiu |
l.T-È.
YITll
-
H-
I
I
l0
¡
000
8,ooo
Ë5%
tt
-s5%
lr
tt
¡t
P()IT
I
55:
I
E R
6,000
=
4,000
2,000
stA ttYfl.
561
ENDlJRANCE. l]OURS
E:
rle:
¡se pressure
altitude: 2000 ft.
Power setting: ó5l¿
Endurance (with reserve): 5.5 hrs.
Endurance (no reserve):6.1 hrs.
ENDURA-{CE
Figure 5-27
ISSUED: luLY 12,1977
REYISED: I\'IAY 23, 1980
5
PERFORMÄI.ICE
REPORT:
V8790
5-29
PIPER
]CTION 5
AI
P4.28-16
-R-AFT CORPORATION
TIEROKEE ARCHER II
'RFORM,A,NCE
PA-28-l 8l
ioME;ÞnSTANc-E^AND
r
LA.S. AND 2500 R.P.M.
2550 LBS.
,I
c
#
-2r 0 20 40
-30 -20 -10 0 l0 20
GRoSS YlT.
t0 lt 20 25 30 35 10 15
30
TlìlE, DISTAI|CE, ÀHD ruEL T0
50
DESCEÏD
0UTSIDE AIR TEI'IP.
ample:
3ruise pressure altitude: 6000 ft.
Sruise OAT: 55oF
Destination airport pressure altitùde: 2300 ft.
Destination airPort temperature: 70oF
Fuel to descend: (2.0 gal. minus l Sal') = ¡.9 t"t'
fime to descend: (16 min' minus 7.5 min.) = 8'5 min'
Dir,un". to desce;d (35 miles minus 14.5 miles) = 20'5 nautical miles
TI]\ÍE, DISTANCE AND FUEL TO DESCEND
Figu¡e 5-29
EPORT: VB-?90
30
ISSUED: JIJLY 12'1977
R
EYISED: MAY 23r 1980
CORPOI ION
PA-2&I 81, CHEROKTE ÄRLìIER tr
PIPER AIRCR,A-FT
SECTION 5
PERFORMANCE
PA-29-l 8l
**f#lGLoDE
-P0WER 0FF, frÄps llL,
12000
I ttt
RANGE
H-+
l.q [Ts.,tAs,.2550 rBs.-
ttttdutr¡tTu tt ttt
tt
I
lt
w
-r
-r
I
+#
1¡n00
i
8000
f.
z
6000
1000
2
str
000
LtYEt.
051015202530
ÊLIDT RANÊE .}IAUTICAL MILES
Example:
.
ise pressure
altitude: 8000 ft.
ain pressurc alritudc: 1500 ft.
Gtrdc Range: I3 miles minus 2.5 miles = I0.5 nautical rDilcs
GLIDE RANGE
Figuæ 5-31
ISSUED: IULY 12,1977
REVISED: MAY23, 19E0
REPORT: V8790
5-3 r
PIPER
A]
ì,AFT CORPORATION
p¡.--lc-rfi; -HERoIcE ARcHER II
JCTION 5
JRFORMANCE
'U'ElUUfS
==
,09
tl'\0
ai
ISNYISI0 0NlOHn
=j3-=: ê---
F
e
6e
-
Ë
Ø2
É9
.e{
¿ó
F
æ
F
ssR?g
EJo=.::
é
v,!=ÈYø
Ë.e3
ÈE
*oé
..Ë Ì bt Ë
c{
È
!1
'=H
3=i
E*rrils
ã\òô ¡i..
3
I
æ
I
^..;
s2
q
-
å3.?ÊËç
É.: v õa= F
óë=-+-E
7--zã
(e) a1 È
-o
F<()F+¡
X
fJ¡
=
LANDING PERFORMÀNCE
Fieurc 5-33
ISSUED: tl..jilY 12,1917
REPORT: VB'79O
5-32
0
r
NotJ-Cls
PA-29-l
rn
fr,
(J
-c
t
rur,irff rrîül0ÂcH,i0.
P
_
\o
{{
..._tiilXtMljlit
'o ìt
Þã
FF
rF
6f
nAPs
8F
ãE
Xô
BRAtfl ilG
fr! O
trt ,rt
>!
7'
t-
H=
FO
EZ
l3 00
z
Þ
t200
ró
ÈJ
tr
J
J
Eo
ãÞ
uo
il00 P
e
1000
HEÞ
c00
F
o
800
F
o
É
=
@
@
-
5
=
800
F
lrl
rõ
o
F
:l
*l
uþ
oo
uutstut ÄlR T[MP. - "c
lTilD . l(il0Is
Exarnple:
Àirport presure altitude: 23OO Ít.
Airport temperature: 70"F
Gross weight: 2264 lbs.
Wind: 5 knots (headwindl
Ground roll: 825 ft.
¡Ú
lÌ,
É
hJ
^ø
:d
ã9
Ðã
ãz
db
PIPERA]
IAFTCIRPOR.ATION
iÃ.zcr er, -ITERoKEE ARcIIER tr
THIS PAGE INTENTIONALLY LEFT BLANK
)
SECTION
6 . WEIGHT &
BALANCE
SECTION
6 - WEIGHT &
BALANCE
TABLE OF CONTET\¡TS
SECTION
WEIGHT AND
6
BAIANCE
Paragraph
Page
No.
6.1
No.
Gclrcral
(
Airpla'eWeigJúngProccdu¡e' : : : :
c
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 Cea¡ a¡d Brakes .
6.7
6.9
(d)
(e)
( l)
(g)
(lt)
(i)
û)
(k)
(l)
(m)
(n)
:::::::::::..
.
ElectrjcalEquipment
6-l
6-3
6-6
6-t I
6-t7
6-17
6-t9
6-21
6-23
lnstruments
6-25
Miscellaneous
Engile and Engine Accessories (Optional Equipment)
Propeller ald Propcllcr Accesso¡ies (Optional E<luiprnent)
Lurding Gea¡ and Brakes (Optional Equipment)
6-27
6-29
6-3
I
6-33
6-35
Electrical Equipment (Optional Equipment)
Instruments(OptionalEqu.ipment)
6-31
Autopilots(Optiona.lEquipment)
6-39
Radio Equipment (Optional Equipment)
6-4t
Iliscellaneous(OptionalEquipment)
649
REPORT: VB-790
6-i
PIPER ÂIRCRâFT
P,1,-2A.181,
CORPO.
SECTION 6
JION
CI{EROKE ÄRCEER U
WEIC,IIT AND BALANCE
SECTION 6
WEIGHT.A,ND
BAIANCE
6,1 CENERAL
In order to achieve the performance and flying characteristics which are designed into rhe airplane. ir
must be flown with the weight and center of gravily (C.C.) position rvithin the approved operaring range
(envelope). Although the airplane offers flexibility of loading. it cannot be flown with rhe maximum number of
a passengers. full fuel tanks and maximum baggage. With the flexibility comes responsibility. the pilot
rr--. ensìrre that the airplane is loaded witbin the loading enveìope before he makes a takeoff.
Misloading carríes consequences for any aircraft. An overloaded airplane will not take off. climb or
cruise as u,ell 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. lf the C.G. is too lar for*,ard in any
airplane. it mav be difficult to rotate for takeoff or Ianding. lf the C.C. is too far aft. the airplane may rotate
prematurelv on takeoff or tend to pilch up during climb. Longitudinal srabilìty will bc reduced. This can lead
to inadveñent stalls and even spins. and spin recovery becomes more difficult as the center ofgravity moves aft
of the approved limit.
A properly loaded airplane. however, will perform as intended. Before the airplane is licensed. a basic
empty weight and C.C. location is computed (basic empry weight consists of rhe standard emptv weight of the
airplaneplustheoptionalequipment). UsingthebasicemptyweightandC.G.location.thepilorcandetermine
the weight and C.C. position for the loaded airplane by compuring rhe toral weight and momenr and then
determining u'hether they are wirhin the approved envelope.
The basic empty weight and C.G. location are recorded in rhe Weight and Balance Dara Form (Figure
û5) and the Weight and Balance Record (Figure ó-7). The current values should alwavs
be used. S/henever
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 \¡irite these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure rhar it is done.
A weight and balance calculation is necessarv in derermining how much fuel or baggage can be boarded
to keep within allowable ìimits. Check calculations prior to adding fuel to insure against improper
so as
lr
rg.
The following paBes are forms used in weighing an airplane and in computing basic empr),weìght. C.G.
position. and uselul load. Note that the useful load incìudes usable fuel. baggage. cargo and passengers.
Follou,ing this is the method for comprting takeoff weight and C.G.
ISSUED: JUNE 18, I976
REVISED: MARCH 30,
1984
REPORT: VB-?90
6-l
SECTION 6
WEIGHTAND BALANCE
PIPER
Ä1
PA.2&I8
-RA,FT CORPORATION
-¡IEROKEE ARCHER tr
)
THIS PAGE INTENTIONALLY LEFT BLANK
I,EPORTT YÞ.79O
-2
ISSUED: JIJNE 18. r976
CO
)RATION
SECTION 6
PÀ.æ-1 81, CHEROKE^ .RCHERII
WEIGHT AND BÀLÀNCE
PIPER AIRCR-A-FT
6.3 ÄIRPLÀNE
IìIEIGHING PROCEDURE
At the time of licensing, 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 ¡emoval o¡ addition of equipment or airplane modilications can affect the basic empty weight aad
center of gravity. The following is a weighing procedurc to determine this basic empty weight and cente¡ of
gravify locatíon:
(a)
Preparation
(l)
Be certain that all items checked in the airplane equipment list a¡e installed in the proper
location in the
aþlare.
(2)
Remove excessive dirt, greaæ, moisture, foreign items such as rags and tools from the
airpla¡e before weighing.
(3)
Defuel aþlane. Then open all fuel drains until all remaining fuel is d¡ajned, Operate engine
on each tank u¡til all undrainable fuel is used and engi¡e stops. Then add the unusable fuel
(2.0 gallöns 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 aminimum of 3
minutes at 1000 RPM on each tank to ensùre no air exists in the fuel
supply lines.
(4) Fill with oil to full
(5)
capacity.
pilot and copilot seats in fourth (4th) notch, aft of fo¡ward position. Put flaps in the
fully retracted position and all control su¡faces in theneutua.l position. Tow ba¡ should be in
Place
the proper location and all ent¡ance ard baggage doors closed.
(6)
(b)
Weigh the
aþlane inside a closed buildi¡g to prevent ero¡s in
scale readings due to wínd.
Leveling
(1) \ryithairplaneonscales,blockmai¡gearoleopistonsinthefullyextendedposition.
(2)
Level airplane (refer to Figu¡e 6-3) defìating nose wheel tire, to center bubble on level.
ISSUED: JU¡-E l8' 1976
RE\tlSED: I\'tARCH 30. 1984
REPORT: \¡B-790
6-3
PIPER A'. ^R,AFT CORPORATION
PA-àVIE HEROKEEARCHERU
SECTION 6
WEIGHT AND BALÄNCE
(c)
Weighi¡e - Airplane Basic Empty Weight
(l)
the weight shown on each scale' Deduct
With the aþlane level and brakes released, reco¡d
reading'
each
the ta¡e, if anY, from
Scale Position and SYmbol
Nose
Whee]
Right Main
t¡ft
Main
N)
Wheel
(R)
(L)
Wheel
Basic Empty Weight, as Weighed (T)
WEIGHINGFORM
Figure
(d)
6-
l
Basic Empty Weight Center of Gravity
(l)
is level' Refer to Leveling
The lollowing geometry applies to the PA'28-181 airpla¡re when it
pa¡ag¡aPh 6'3 (b).
C. G. A¡m
7
Level Po.ints
(Fuselage)
8.4
Wing Leading Edge
R+L
The datum is ?8.4 inches alread of the
wbg leading edBe at the intersection
of the st¡aight and tapered sectìon'
3 1.0
B
109.7
LEVELING DIAGRAM
Figure 6-3
REPORT: VB-790
64
ISSUED: JUNE 18' I 97ó
REVISED: FEBRUARY 25, 1971
PIPERATRCRA¡TCORPO' ¡ON
CHEROKEE AR-^ER II
SECTION 6
Pr4.-28-1 81,
(2)
WEIGHT AND BALÀNCE
Th9 basic empty weight center of gravity (as weighed including optional equipment, full oil
and unusable fuel) ca¡ be dete¡mined by the following formula:
C.G./C,Ín = N(A)
Whe¡e:
ISSUED: JUNE 18, 197ó
REVISED: JANUARY 20,
197 7
+ (R+L)(B)
T
T = N+R+L
inches
PIPER
SECTION 6
WEIGET AND BÄLANCE
A
RA¡'T CORPORATION
PÃ-isier- ;UERoKEE
ARCHER
t
5,5 \ryEIGHT AND BALANCE DATA AND RECORD
Load iisted in Figure û5 are for ¡he
The Basic Empry weight, center of cravity Location and usefuì
airplane serial number and
specific
to
the
only
apply
figures
itt.se
,n.
rirolane as licensed
",
'ejistr"rion number shown.
i"lal.
airp
BaThisformsta¡usoftheairplanebasicempty
weofpreviouepermanentlyinstalledequipment
*.ight ot
)r
of the
REPORT: VB-790
ç6
s been entered in the Weight and
Weight and Balance Record'
ISSUED: JUNE lE. t976
REVISEDT MARCH 30' l9E'f
PIPE{ AIRCR"{FT
PÄ-28-1 81,
CORPOI
ION
SECTION 6
CIÍEROKE ARcrlER II
WEIGHTAND BAIANCE
MODEL P¿,.2&I81 CIIEROI(EE ARCEER
Aþlane
II
Se¡ial Numbe¡
Regist¡ation Numbe¡
Date
ÄIRPLANE BÄSIC EMPTY WEIGHT
Weight
(Lbs)
Item
Standard Empty
x
C. G. tum
(lnches Aft
Moment
of Datum)
(I¡-Lbs)
Weight+ åompute¿
Optional Equipment
Basic Empty Weight
rThe standa¡d empty weight includes full oil capacity
and 2.0 gallons of unusable fuel.
AIRPLANE USEFUL LOAD
(Gross Weight) - (Basic Empty Weight) = Useful Load
Normal Category (2550 lbs)
Utility
Category (2130
-(
lbs) -
(
lbÐ =
lbs) =
lbs.
lbs.
j
-rls BASIc EMPTY wElcHT. c.c. At;D usEFUL LOAD ARE FoR THE AtRpLANE AS
LICENSED AT THE FACTORY. REFER TO APPROPRIATE AIRCRAFT RECORD WHEì\
ALTERATIONS HAVE BEEN MADE.
WEIGHT,A,ND B,AIA-I.ICE DATA FORM
Figure 6-5
ISSUED: JUNE 18, 1976
REVISED: MARCH 30, 1984
REPORT: \¡8-790
ç7
sEcrIoN
6
_-
WEIGI{TAND BAIANCE
if.tå'åt Hil':8f;iËHlfil
THIS PAGEINTENTONAILY LEFT BLANK
)
ISSUED: JIJNE 18, 1976
PIPER AÌRCR,A.FT
I, CTGRoKEE
P/A..28 - I E
SECTON 6
ì\'E]GIìT AI\D DALANCE
ÄÌ
ñ,'
!
Irj
t.\
\
o
;ô.¿
tl,'
È'
¡
t¿
-oa
E
=
!
E
e
ú
É,
c
o
ù
li\j
íì\
o
o
U
.\
Ë
3
o
z'ê
L
E
c
f
o
u7
ì\EIGHT A¡ID
B,A,LAN CE RECO RD
Fjsurc
lSSLjEDr JU¡iE ¡8, I9?ó
REVISED: Àf RCH J0, ¡98.t
^
67
REI0RT: \'B-790
Ç9
¡
PIPTP
;;-;fià
SECTION 6
WEIGIil.ÀND BAIA.I'{CE
RAFTCORPORÂTION
¡¡nox¡P
ARct{ER II
oX
F.3
côÐ
*Ì
.E>
þ
.1
;3
l]l
Ê4
z=
o!i
Ð
o
ð
Ëo
<é
Ê¿
==
(J_
s
Þx
cv
O-
>L
z
Orç
'é
Ð
!
!
<=
-¡
(
òô
Ð
d
d
E
0
o
o
BÉ
o
z
'E
À
o
(/)
co
z
E
c.ì
U
WEIGFI ÄND BAIANCE RECORD (cont)
Figu¡e 6-7 (cont)
REPORT: V8'790
Gr0
ISSUEDT JUNE l8' I976
REVISED: MARCH 30. leE{
PIPER AIRCRA-FT CORPORATI ON
PA.2¡.1 8I, CHEROKEE ARC1TER tr
6.7
SECTION 6
WEIGHT AND BAIÄNCE
WEIGHT AND Bi{LANCE DETERMINATION FOR FLIGHT
(a)
Add the weight of all items to be loaded to the basic empty weight.
(b)
Uæ the Loading Graph (Figure 6-13) to determine th-e moment of all items to be carried
aþlane.
(c)
thr
Add the moment of all items to be loaded to the basic emply weight moment.
(d) Divide
(e)
i¡
the total moment by the total weight to determi¡e the C.G. location.
By using the figlres ofitem (a) a¡d item (d) (above), locate a point on the C.G. range and weighl
g¡aph (Figu¡e 6-15). If the point falls withi¡ the C.G. envelope, the loadingmeets the weight a¡i
ba.lance requirements.
AÍri Àft
Weight
(Lbs)
Datum
0nches)
Moment
(ln-Lbs)
Bæic Empty Weight
Pilot and Front Passenger
340.0
80.5
2'1370
Passengers (Rea¡ Seats)+
340.0
I r8.1
401 54
Fuel (48 Gallon Maximum)
Baggage
95.0
r
Total Loaded
t42.8
Aþlane
inches aft of the datum li¡e
The cente¡ of gravity (C.G.) of this sample loadiag problem is at
Locate this point (
) on the C.G. range and weight g¡aph. Si¡ce this point falls withi¡ the weight.
.G. envelope, this loading meets the
weiglt and balance requirements.
IT IS THE RESPONSIBIUTY OF THE PILOT AND AIRCRAFI OWNER TO INSURE T}IAT
T1ÌT
AIRPLÀNE IS LOADED PROPERLY.
'Ut.ility Cåtegory Operation - No
baseage or rear passengen allowed.
SAMPLE LOADING PROBLEM (NORMAI CATEC'ORY)
Figure 6-9
ISSUED: JUNE 18, 1976
REPORT: VB-79{
Gt.
PIPER,A,IRCRAFT CORPORÂTION
TION 6
GHTAND BAIANCE
Basic
PA-2&I81, CHEROKEE ARCHER II
Empty Weight
Pilot and Front Passenger
Passengers (Rear Seats)r
FueÌ (48 Gallon Maximum)
Baggage*
Total Loaded Ai¡Plane
wit¡-in approved weight and C.G. limits, It is the responsibility of the aþlane owner a¡d the
to insu¡e that the aþlane is loaded properly. The Basic Empty Weight C.G. is noted on the Weigùt
Bala¡ce Dat¿ Form (Figu¡e 65). If the aþlane h¿s been aitered, refer to the Weight a¡d Balance
,rd for this i¡formation..
ls must be
jty
Category Operation - No basgrgie or rea¡ passengen allowed'
WEIGHT AND BALAI.¡CE LOA-DING FORM
Figu¡e 6-l
)RT: VB-790
I
ISSUED: JLJNE 18, 1976
PIPER A,IRCR,A.FT CORPORÂTION
PA.28.181, CI{EROKEE I.RCHER
SECTION 6
tr
WEIGHT.AND BAIANCE
I
450
ñ*
I
400
^"j
et
."*
350
p\at
ø
ô
3
o
-+
lã'-
(ùò
3oo
g
F
î,ffi
õ
3
Q
.^d
zoo
d
J
1æ
4
100
À /.
50
/¿
,./
v
0
051015má303s404550
MOMENT/lOOO {POUNOS . INCHES)
LOADING GRAPH
Fisure 613
ISSUED: JUNE 18, 1976
REPORT: VB-790
613
PIPER A]RCRAFT CORPORATION
PA-2&18I, CITB,OKEE ARCHER II
,CTION 6
:IGHTAND BAI.ÂNCE
NORMAL CATEGOBY
Ut
o
z
UTILITY CATEGOBY
o
È
t=I
0
¡¡.t
B
84
86
88
90
INCHES AFT OF DATUM
C. G, RANGE AND WEIGITT
Figure 6-15
)RT: VB-790
ISSUED: JIJNE I8, 1976
REYISED: MAY 23, t9t0
PIPER AIRCR-A-FT CORPORATI ON
PA-28.18I, CHEROKEE ¿,RCTIER
THIS
ISSUED: JUNE 18, 1976
SECTION 6
II
P/A,GE
WEIGHT AND BAIÂI.ICE
INTENTIONATLY LEFT BLANK
THIS PAGE INTENTIONALLY LEFT BLANK
PORT: VB'790
6
ISSUED: JUNE t8, 197ó
PIPER .A,IRCR,A.FT CORPORATTON
6.9
SECTION 6
II
P4.28.18I, CIIEROKEE ARCHER
I{EIGHT AND BAIANCE
EQUIPÀíENT LIST
The folìou,ing is a list of equipmenl which ma
used for defining the confiÊuration ofan airplane
licensin-q. Only those srandard items whjch åre alt
rhe certilìca-ting a.uthoriq, (FAA) are presenred.lrems m
on the airplane described below as delivered by rhe manufacturër.
of those items
at rhe time of
ã'U, ì¡riäJ W
ç*. i"i,.llãå
PIPER ¡JRCRAFT CORPOR,A.T]ON
-RIÄL NO.
(a)
)t^
?r'/o 2'tÇ
I
N
REGrsrR-A.Tro
No. OF'
y'-
KT
D^-18. -ç.3.7flc-1
Propeller and Propeller Accesso¡ies
Item
No.
PA.28-I8I CHEROKEE ARCHER II
lrla¡k
Item
if
lnstl.
Weight
(Pounds)
Arm (In.)
Moment
Aft Datum
(Lb-ln.)
PropelJer, Sensenich
76EM8S5-G60, Piper
Spec. PS50077-8
Cert. Basis - TC P4EA
Propeller, Sensenich
76EM8S5-G62, Piper
Spec. PS5007742
Ce¡t. Basis - TC P4EA
ISSUED: JUNE 18, 1976
REVISED: N{ARCH 30, 1984
/
REPORT: YB-790
6-17
PIPER AIRCRAFT CORPORÀTION
pÅ-zlïh,
cHERoKEE ARcHER tr
THIS PAGE TNTENTIONALLY LEI¡T BLANI(
ISSUED: JUNE18' 1976
PIPER ÂIRCR.A-FT CORPORATI ON
P4.28-I 8I, CHEROKEE,A,RCHER II
(b)
Engine and Engi¡e Accessories
Item
It{a¡k
No.
lt
SECTION (
WEIGHT AND BAIÄNCI
Item
if
(In.)
Datum
lnstl.
Weight
(Pounds)
X
281.0
20.9
285.0
20.9
5957
5.3
35.5
ll7
2.8
35.5
99
12.4
t4.0
114
4.0
r89
Arm
Aft
À{omenr
(Lb-ln.)
Engine
a.
Piper Dwg. 62941-16
Lycoming Model O-360-A4M
Çert. Basis - TC E286
58 73
b. Piper Dwg6294l-17
Lycoming Model O-3ó0-A4A
Cert. Basis - TC 286
IJ
OiJ Filter - Lycomirg No.
75s28 (AC'OF5s787?o)
Ccrt. lJosis - TC 8286
I5
Oil Filte¡ - Lycoming
'LW-13'143 (Champìon
'cH48 l l 0)
Cert. Bæis - TC E286
Alternaror ó0 Amp.
a. Chrysìer 3656624
b. Ghr¡'sler 4l I l8l0
ISSUED: JUNE 18, 1976
RE\¡ISED: I\4Ä\' 23, 1980
i<
r
3.5
I
REPORT: VB-?90
Gl9
ECT1ON ó
TEIGHT AND BAL¿"
PIPER AIRCRAFT CORPORATIOI'I
PA-2&I81, CHEROKEE ARCHER U
THIS PAGE INTENTIONALLY LË'FT BLANK
ISSUED: JUNE lE, 1976
PIPER,A,IRCRáFT CORPORÀTI ON
P4.23-1
8
1, CITEROKEE,A.RCHER
(c) Landirg
2'l
WEjGHTÂND BAIANCE
Gea¡ and B¡akes
Item
No.
SECTION 6
II
Item
It{a¡k
if
lnstl.
We.igJrt
Arm
(ln.)
(Pounds)
Aft Datum
Momcnt
(LbJrr.)
4.3
31.0
133
55
31.0
l'71
Two Main Wheel Assemblies
Piper Dwg. 63370-0 & -l
a. Cleveland Ai¡craft P¡oducts
Wheel Assembly No. 4G86
Bra-ke Assembly No. 3G55
Cert. Basis - TSO C26a
b. Two
lrf ain 4-Ply Rati¡g Tj¡es
6.00-6 with Regular Tubes
'
Cert. Bæis - TSO C62
29
One Nose Wheel
a. Clevel¿nd Ai¡craft P¡oducts
Wheel Assembly No. 40-?68
(Less Brake Drum)
Ce¡t Bæis - TSO C26a
b.
c.
McCauley Industrial Corp.
Wheel Assy. No. D-30625
Ce¡t. Basis - TSO C26b
.<
One Nose Wheel 4Ply Rating
Tire 6.00-6 wjth Regular Tube
Ce¡t. Bcsis - TSO C62
ISSUED: JUNE 18,1976
REVISED: JANUÄRY ZO, 1977
REPORT: VB-790
ç21
ü:iü,f,:8fi ffi
ìì
'?8å"^iHi'f
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: JUNE 18' 1976
PIPER AIRCR,A,FI CORPORáÏON
PA.æ.l 8 1, CHEROKEE ARGHER II
Item
No.
)
sEcTloN 6
ì4.- jHT AND BALANCE
ECTION 6
EIGHTÄND BALAN
PIPER AIRCRAFT
CO RPO
RATION
PA.2&I8I, CHEROKEE ARCHER I]
THIS PAGE INTENTIONALLY LEFT BI.A,NK
)
ISSUED: JUNE I8, 1976
PIPER A.IRCRA-FT CORPOR,A,TION
PA.æ-l 81, CHEROKEE ÀRCHER II
(e)
SECTION
}TÈIGHT AND BÄLANC.
lnstruments
Item
Ma¡k
No.
Item
53
Airspeed Indicato¡.
Piper Spec. pS5O0¿9-30S
Cert. Basis - TSO C2b
55
Altimeter, Piper
if
lnstl.
Weight
(Pounds)
Arm
(In.)
Aft Datum
Moment
(Lb-In.)
Spec. PS50008-2 or -3
Cert. Basis - TSO Cl0b
)t
Compass.
Cert. Basis=,-TSO C7c
ISSUED: JLJNE 18, 1976
REPORT: VB-790
625
PIPER AIRCRAFT CORPORATTON
PA-z&I81, CHEROKEE ARCHER U
THIS PÀGE ¡NTENTIONALLY LEFT BLA¡VK
)
ISSUED: JUNE 18' l9?6
sEcÍIoN
PIPER AIRCR,A,FT CORPORÄTION
PA.28.T8T, CIÍEROKEE ARCHER U
(0
Ìvliscellaneous
Item
No.
65
Ma¡k
Item
if
Instl.
(In.)
Datum
A¡m
Moment
Aft
(Lb-ln.)
Foirva¡d Seat Belts (2)
Piper Spec. PS500394-2A'
Cert. Basis - TSO C22f
Rea¡ Seat Belts (2).
Piper Spec. PS500394-3
Cert. Basis - TSO C22f
'ISSUED: JUNE 18,.1976
6
ì¡rsrGHT AND BAL.A,NCE
R-EPORT: VB-790
627
PIPER A¡RCRAFT CORPOR.A'TION
PÄ-2&1 81, CHEROKEE ARCHER II
THIS PAGE INTENTIONALLY LEFT BLANK
ISSUED: JUNE
l8'
1976
PIPER AIRCRÅFT CORPORÂTION
PÄ.26-I8I, CEEROKEE ARCTIER II
(g)
sEcTloN 6
}IT¡GHTAND BALANCE
Engine and Engine Àccessories
(Optional Eqúipment)
(In.)
Datum
Ârm
Item
ISSUED: JUNE 18, 1976
Aft
Moment
(Lbln.)
)
PIPER AIRCRAFT CORPOR,A,TION
PÄ-28.181, CITEBOKEE ÀRCHER tr
SECTION 6
WÈIGHTÀND BAIANCE
t-
(h)
Propeller and Propeller Accessories
(Optional Equipment)
Item
No.
ISSUED: JUNE 18, 1976
Ma¡k
Item
if
Instl.
(In.)
Datum
Arm
Moment
Aft
(Ltrln.)
PIPER AIRCR.AFT CO RPO RÄTION
PA.2&18I, CITEROKEE ARCHER tr
THIS PAGE INTENTIONALLY LEFT BLANK
PORT:
1
VÞ?Ð
ISSUED: JUNE 18,1976
PIPER ÂIRCR-A,FT CORPORATION
PA.28.I 81, CIIEROKEE ARCHER II
(i)
SECTION 6
WEIGHT AND BALANCE
La¡di¡ig Gear and Brakes
(Optional Equipmenr)
Item
No.
't3
if
Ma¡k
Item
Instl.
Nose Wheel Fairing
Piper Dwg. 65348-2
Cert. B¿sis - TC 2À13
lVeight
(Pounds)
(In.)
Datum
Arm
Moment
Aft
(Lb-In.)
J.b
36.3
-TC2Al3
'76
I 13.6
863
Nose Wheel Fairing
Piper Dwg. 3'1896-3
Cert. B¿sis - TC 2A13
103
36.3
3"14
20.6
I 13.6
2340
38
36.3
138
Main Wheel Fai¡ings
Piper Dwg. 6523?
Cert. Basis
78
Main tilheel Fairings
Piper Dwg. 37885-2, -3
Cert. Basis -TC2A13
X
Nose Wheel Fairing
Piper Dwg. 37896-3
Cen. Basis - TC 2Al3
K
Main Wheel Fairings
Píper Dwg. '19893-2, -3
Cert. Basis
-TC2Al3
ISSUED: JUNE 18, 1976
RE\¡ISED: FEBRUARY 2E, tgTg
I 13.ó
193
l
REPORT: VB-790
633
PIPER,A,IRCR,A,FT CORPOR,A,TI ON
PA-28.I81, CIIEROKEE ÄRCHER
(t)
ElectricalEquipment
(Optional Equipment)
Ite¡q
No,
79
if
Ma¡k
Item
I¡strument Panel Li ghts
Cert. Basís - TC 2Ä13
81
SECTION 6
WEIGHT,A,ND BALANCE
II
Instl.
lVeight
(Pounds)
X
(In.)
Datum
Arm
Aft
0.3
62.8
0.1
99.0
0.3
99.0
Moment
(LbIn.)
t9
Instrument Light
Grimes l5-0083-7
Cert. Basis - TC
2Al3
83
Cabin Light
Cert. Basis - TC 2Ä13
85
La¡ding Light, c. E.
x
30
Model 4509
Cert. Basis - TC 2A,13
87
t
3.l
Navigation Liehts (Wing) (2)
Grimes Model 41285
(Red and Green)
Cert. Basis
-TC2A13
I
06.6
+5
t.0
56
Navigation Lieht (Rea¡) (1),
Grimes Model 2064 CWhire)
Cert. Basis -TC
9l
2Al3
:<
l5
263.4
39s
\-
57
15'7.9
900
Heated Pitot Head,
Piper Dwg. 69Ml-7
Cert. Basis -TC 2A,13
100.0
Pipe¡ Pitch Trim
Piper Dwg. 69378-3
Cert. Basis - TC 2.A,13
99
28
Arti-Collision Lights
0Ving Tip) (Whelen)
Cert. Basis - STC SA800EÄ
95
2
Rotating Beacon
Cert . Basis - TC
93
2Al3
Battery l2V 35 Ä.H.
Rebat R35 (lVt. 2?,2 lbs.)
Cert. Basis
-TC2A13
K
*
4.'7
145.6
5.3
r
684
68.0
lWeight and moment diffe¡ence between
standa¡d and optional equipment,
ISSUED: JUNE 18, 1976
REYISED: JULY 3. 1978
REPORT: VB-790
63s
PIPER AIRCRAFT CO RPO RATION
PA-z&I81, CHEROKEE ARCHER II
CTTON 6
BALÂNC¡
'IGHTAND
0)
Elect¡icalEquipment
(Optional EquiPment) (cont)
:m
Item
fo.
Cl
if
Instl.
Mark
Weight
(Pounds)
(In.)
Dafum
A¡m
Aft
Moment
(Lb-h.)
Auxiliary Power RecePtacle,
Pipe¡ Dwg. 68815
Cert. Basis' TC
13
15
2Al3
Extemal Power Cable,
Piper Dwg. 62355
Cert. Basis -TC 2^13
Lighter, Ç20M62,
'ORT: VÞ790
I
Bâ<is -
TC
4.6
142.8
X
.2
62.9
6s7
l2Volt
Universal
Cert.
v
2Al3
i3
ISSUED: ruNE 18, 1976
PIPER AIRCRAFT CORPORATION
PA.28-181, CIIEROKEE ¡,RCHER
(k)
\r-rGHT ÀND BÀLANC
lnstruments
(Optional Equipment)
Item
No.
113
SECTION
II
À{ark
Item
if
lnstl.
(Pounds)
Arm (ln.)
Aft Datunl
4.5
39. I
176
4.9
39.1
192
2.2
59.4
131
26
59.'l
155
WeigJrt
Itlonr
er
(Lb-ln
Vacuum System Installation
a. With Airborne Model
2llcc
Pump
b. W;th Edo-Aire Model
lUl28A Pump
Cert. Basis - TC 2A¡3
115
tl7
119
t2l
122
Attitude Gyro, Piper
Dwg. 99002-2, -3,4 ot -8
Ce¡t. Basis - TSO C4c
Directional Gyro, Piper
Dwg. 99003-2, -3,4 or -1
Cert. Basis - TSO C5c
Tru-Speed Indicator, Piper
Spec. PS50049-307
Ccrt. Brsis - TSO C2b
.\-
Encoding Altimeter,
Piper PS50008-6 or -7
Ce¡t. Basis - TSO Cl0b, C88
*.9
60.3
54
t.0
5t.5
57
>r
1.0
65.9
6(
Y
.4
61.0
'),
2.6
59.'1
Altitude Digitizer
(United lnstrument P/N 5125-P3)
Cert. Basis - TSO C88
123
Vertical Speed
Piper Drvg. 99010-2,-4 or'5
Cert. Basis - TSO C8b
125
Altemate Static Source
Cert. Basis -TC2A13
\2'l
(same as standard equipment)
Tunl and Slip lndicator.
Piper PS50030-2 or -3
Cert. Basis - TSO C3b
J
+Weight a¡d moment difle¡ence between standa¡d and optional equípme¡t.
ISSUED: JUNE 18,1976
REPORT: VB-79
REVISED: l\{AY 23, 1980
63
:TION
PIPER AIRCRAFT CORPORAT]ON
PA-z&I 8I, CHEROKEE ARCHER II
6
IGHT AND BALAN{
(k)
Instruments
(Optional Equipment) (cont)
if
Instl.
Ma¡k
m
Item
o.
,_9
]l
Exhaust Gas TemPerature'
Piper Dwg. 99026
Cert. Basis - TC 2Al3
Manifold Pressure Gauge
Piper Spec. PS5003t'3 o¡
Cert. Basis - TC 2^13
Engine Hour lleter
Piper Dyg. 79548-0
Cert. Basis - TC 2413
Clock
Cert. Basis - TC
2Al3
4
Weight
(Pounds)
Y
(In.)
Datum
Arm
Aft
55.4
09
60.8
03
6t.2
lvloment
(LFIn.)
39
18
62.4
Âir Tenr¡crttturc Gcugc,
Piper Dwg. 99479-0 or -2
Cert, Basis - TC 2Al3
PORT: VB-?90
8
'12.6
IJ
ISSUED: JUNE 18,1976
REYISED: I\lAY 23' l9E0
PIPER AIRCRAFT CORPORATI ON
PA-28.1 8I, CHEROKEE,A.RCHER II
Item
AuloFlite II
Cert. Basis - STC SA3066SW-D
159
AutoControl IIIB
a, Omni Coupler, .lC38B
Cert. Basis - STC S/$065S1V-D
SECTION r
W¡TGHT ÄND B,A,LANCI-
(ln.)
Datum
Arm
Aft
lr{ornclr
(LbJn.l
roN
;i:tå,fr i8åÊfr äf8fl^iHl'f il
6
;HT AND BALANC¡.
(m)
Radio EquiPment
(OPtional EquiPment)
Mark
Item
Coltins VHF'250 or
VHF-25 I Comm Transceive¡
a.
Single
b. Dual
if
Instl.
Weieht
(Pounds)
4.0
8'l
(ln.)
Arm
Aft Datum
lr4oment
(LÞln.)
6.9
56.9
228
l.+
224
453
s
461
Cert. Basis'TSO C37b'
c38b
Collins VIR-350 or
VIR-351 Nav Receiver
a.
Single
b.
3.9
1.9
>
5',7.4
DuaI
Cert. Basis - TSO C40a,
C36c
Collins IND 350 ( ) VOR/LOC
I¡dicato¡
20
60.2
60.2
Cert. B¿sis - TSO C40a,
C36c
l3
60.2
Collins GLS-350
Glide SloPe Rec¿iver
Cert. Basis - TSO C34c
)o
l 81.8
a.
Single
b.
Dual
Cert. Basis - TSO C40a'
C36c
10
60
l?0
Collins IND 351 ( ) vOR/LOC
GS
Indicrto¡
PORT: VB-790
i0
364
TSSUED: JUNE 18' 1976
REVISED: MAY 23' 19E0
'
PPETì AXICRJ4IT CORP OR,A.TION
PÀ-ã-i{, óri¡n-oxÈ¡ ¡RcHER
(m)
179
180
Item
Collins DCE 400
Distance Computing Equipment
Cert. Basis _ TSO C40a-
Co[ins RCR-650 ADF
Receiver and A¡tenna
¿¡d IND650 Indic¿to¡
Cert. Basis - TSO C4lc
if
Instl.
{ark
Wejeht
@ounds)
Arm (In.)
,A,ft Dàtum
2.t
58.9
6.6
104.8
7.3
I
Coltins RCR - ó50A ADF
Receiver and antenna and
IND-6504 lndicaror
Cen. Basis - TSO C4lc
l8l
SE'
WEIGHTAND BI
Radio Equipmenr
(Oprional Equipmenr) (cont)
Item
No.
178
rr
00,3
Coli¡rs AMR-350
Audio/Marker panel
Cert. Basis - TSO C35d,
c50b
183
"3.3
110.0
*2.8
62.9
Coli¡s TDR-950
Transponder
Cert. Basis - TSO C74c
t\Yeight ilcludes antenna.
*rWeight includes anterìna and cable.
ISSUED: JUNE 18, 1976
REVISED: ItlAy23, 1980
RPORT: V
PIPER AIRCRATT CORPORATION
PA-2&18I, CHEROKEE ARCHER tr
]CTION ó
EIGHT AND BALA].
(m)
Radio EquiPrrent
(OPtional Equipment) (cont)
Mark
em
Item
{o.
E7
if
Instl.
\Yeight
(Pounds)
(h.)
Datum
Arm
Aft
Moment
(Lb.In.)
Ki¡e KX 170 ( ) VHF
Comm/Nav
b.
15.0
56.6
56.6
425
849
9.4
s6.6
532
't.5
a. Transceiver, Single
T¡ansceíver, Dual
Cert' Basis - TC 2413
89
Ki¡g KX 179,'( s ) VHF
a. Transceiver
b. King KN 72 VOR/LOC
c.
Converte¡
King KN 73 Glide SloPe
Receive¡
d. King KN
?5 Glide SloPe
Receive¡
e. Ki¡s KN 77 VOR/LOC
f.
Converter
Kjng KI-204 VOR/ILS
Indicato¡
c.
Kinc KNI 520 VORÃLS
Indicator
k
1.3
r
83.6
239
J.¿
184.3
590
1.6
184.3
295
3.6
183.6
661
t.7
6
0.5
103
2.8
60.5
169
8.6
56.6
487
83.6
239
Cert Basis - TSO C36c'
c37b, c38b, c40a
9l
Ki¡e KX l?5 ( ) Vgr
a. T¡ansceiver (2nd)
b. King KN 72 VOR/LOC
Converter
c. Ki¡g KN
?7 VOR/LOC
Converte¡
d. Ki¡e KI'203 VOR/ILS
Indicator
e. King KNI 520 VORÂLS
Indicator
i.3'
I
4.2
183.6
l6
60.5
9'l
28
60.5
r69
'1'l
1
Cert. Basis - TSO C36c,
c37b, c38b, c40a
IIPORT: vÞ790
F42
ISSUED: JLINE
lE'
197ó
REYISED: MAY 23' 1980
SECTION 6
PIPER AIRCRÁFI CORPOR.A,TI ON
PA.28.1 8I, CHEROKEE ARCHER II
(m)
W¡^<iHT AND BÄLANCE
Radio Equipment
(OptlonaI Equipment) (cont)
N{ark
Item
Item
No.
193
King KI 201
LOC Ind.
c. Siugle
b. Dual
Weight
(Pounds)
(ln.)
Datum
Arm
Aft
À{orncnt
(LbJn.)
) vOR/
2.5
5.0
s9.6
59.9
149
300
Indicato¡
a. Single
1.0
b. Dual
2.O
59.6
59.9
t20
t2
59.9
25
60.4
33
59.9
Cert. Basis - TC 24,13
47
5
King KN 6l DME
Cert, Basis - TC 2413
King KN 65,4' DÀ,lE
Ce¡t. Bæis - TSO C66a
-TC2A13
Cert. Basis
t94
(
if
Instl.
Kine
KI
208 VOR/LOC
60
Cert. Bæis - TSO C34c,
C36c, C40a
195
King KI 209 VOR/LOC/GS
ln dicator
Cert. Bæis - TSO C34c,
C36c, C40a
96
Kine KI 213 VOR/LOC/GS
Indicator
Cert. Basis
197
-TC2Al3
Kins KI 214
LOC/GS ]nd.
(
)
voR/
Cert- Basis - ^ÎC 2A13
t99
203
t5l
Ki¡e KN ?4 R-Nav
King KR 85 Djgitd ADF
a. Audio ,{mplihe¡
6.6
266
12.5
r'79.0
223'1
13.0
1'7
4.9
22't4
8s.2
'133
5 1.0
4l
86
08
Cert. Basis - TSO C41b
ISSUED: JLINE 18, 1976
RE\4SED: JULY 3, 1978
REPORT: Vß-r-9C
H3
cTtoN
PIPER AIRCRA-F'T CORPO RATION
6
PA.2&18I, CHEROKEE ARCHER II
JIGHTAND BALAN
(m)
Radio EquiPment
(Optional EquiPmen t) (cont)
Mark
:m
o.
)7
King KR 86 ADF
b. Second
c. Äudio Amplil-rer
)9
Weiglrt
(Pounds)
6,7
9.7
0.8
a. Fint
Cert. Basis
if
lnstl.
Item
(ln.)
Datum
Arm
Aft
lt{or¡ent
(Lb-ln.)
9t.6
614
107.0
I 038
5 1.0
4t
-TC 2Al3
King KMA 20
(
) Audio
Panel
Cert. Basis - TSO C35c' C50b
King KT 76
(
)178
(
) TransPonder
Cert. Basis - TSO C74b
+3.7
?
0.8
262
*3. I
58.1
80
eight includes antenna a¡d cable.
PORT: VB-790
4
ISSUED: JUNE l8' 1976
REVISED: JULY 3' 1978
SECTION
PIPER .A.IRCR.AFT CORPOR,A,TI ON
PA.2A.I 81, CIIEROKEE ARCÏIER tr
(m)
Radio Equipment
(Optional Equipment) (cont)
Item
No.
215
if
Instl.
I{ark
Item
213
WEIGHT AND BAI-ANC
l0A VFIF
T¡a¡sceive¡
Cert. Bæis - TC 2Al3
Weight
@ounds)
(In.)
Datum
Arm
Aft
Momen
(Lb-In..
Na¡co Comm
Na¡co Comm I
T¡ansceive¡
a.
3.9
s't.4
224
3.6
7.1
s7.4
51.4
20'l
3.9
't .8
5'l.4
5't.4
224
3.0
6.0
57.4
51.4
344
.4
5'1.4
224
448
lA VHF
Single
b. Dual
408
Cert. Basis - TC 2Al3
217
219
Na¡co Comm I lB VHF
Tra¡sceiver
a.
Single
b.
Dual
Na¡co Comm I 1l VHF
T¡a¡sceíver
a.
Single
b. Dual
448
t72
Cert. Bæis - TSO C37b, C38b
221
Narco Comm I
T¡a¡ sceive¡
a. Sirgle
b.
l18 WIF
3.9
7.8
Dual
57
Cert. Basis - TSO C37b, C38b
?23
Na¡co Comm 1?0 VFIF
T¡a¡sceiver
a. Single
b. Dual
4.8
8.6
s6.9
5'7.4
t.9
58.6
lll
2.8
s.6
s8.6
58.6
328
3.4
58.6
199
2'13
494
Cert. Basis - TSO C37b, C38b
225
Na¡co Nav 10 VHF Receiver
Cert. Basis - TC 2Al3
227
Na¡co Nav 11
a. Single
WIF Receiver
b. Dual
Cert.
229
B¿sis - TC
2Al3
Na¡co Nav l2 VHF Receiver
Cert. Basis - TC 2Al3
ISSUED: JUNE 18, 1976
RIVISED: IULY 12,1971
t64
REPORT: VB-7!
çt
PIPER AIRCR,AFT CORPO RATION
]TION 6
IGIIT ÄND BALANu
(m)
Radio EquiPment
(Optional EquiPment) (cont)
m
),
I
PA-2&18I, CHEROKEE ARCIIER N
Ma¡k if
Instl.
Item
We.ight
(Pounds)
Narco Nav l4 VHF Receiver
Cert. Bæis - TC 2Al3
(In,)
Datum
Arm
Aft
Moment
(LÞIn.)
2.5
5',7.4
144
2.5
s
8.6
t4'1
3.3
58.6
193
2.5
s7.4
144
Na¡coNavlll
Cert. Bæis - TSO C36c' C40a,
C66a
Na¡co Nav I l2 Receive¡
Cert. Bæis - TSO C36c, C40a,
C66c,Cik
Narco Nav I l4 VHF Reeeiver
Cert. Basis'TSO C38b, C40a'
C36c, C34c' C66a
Na¡co Nav
a.
l2i VgF Receiver
A)
58.4
l8r
58.4
362
5.1
994
829
507
8.6
* 5.2
* 8.8
98.5
82.2
+
92.3
3I
Single
b.
Dual
Cert. BasÍs - TSO C36c, C40c'
C66a
Narco Nav 122YHF Receive¡
a.
SingJe
b.
Dual
Cert. Bæis - TSO C35d, C36c,
C40c, C66a
Na¡co Nav
a.
l22AVHF
Receiver
Single
b.
Dual
Cert. Basis - TSO C34c' C35d,
C36c, C40c, C66a
Na¡co Nav 124,4'
a.
VIIF
Receiver
Single
b.
Dual
Cert. Basis - TSO C35d' C36c'
C40a, C66a
+
+
6.2
* 10.9
11 a
113
5t2
1)'l
<11
841
:ight includes ma¡ker a¡tenna a¡d cable
PORT: VB-790
6
ISSUED: JUNE 18, 1976
REVISED: IULY 12,1977
PIPER A]RCR.AFT CORPORÄTION
P4.2J.181, CIIEROKEE ÄRCHER II
(m)
Radio Equipment
(Optional Equipment) (cont)
Item,
No.
247
Na¡co
b.
4.2
8.4
154.0
220.0
641
1848
Na¡co UGR-3 Glide Slope
Cert. Bæis - TC 2413
4.2
154.0
647
Na¡co MBT-I2-R, Marker
Beacon
Cert. Basis - TC 2A13
3.1
69.1
2t4
2.2
55.0
I ?1
2.2
55.0
l2l
* 3.'t
114.3
423
Na¡co UGR-24 Glide Slope
a.
SingJe
Dual
Cert. Bæis - TSO C34b
Cert. Bæis - TC 2À13
Narco CP-135 Audio Selecto¡
Panel
Cert. Bæis - TSO C50b
259
Na¡co CP-l35M Audio Selector
Panel
Cert. Basis - TSO C50b, C35d
I
263
265
73
t4s
Narco CP-125 Audio Selector
Panel
25'l
(Lb-In.)
60.5
60.5
Dual
Cert. Bæis - TSO C34c, C35d,
C36c, C40c
255
Moment
1.2
2.4
a. Sineje
253
Weieht
Arm (In.)
@ounds) Afr Darum
ID 124 VOR/LOC/GS
b.
251
if
Instl.
Ma¡k
Item
Indicator
249
SECTION 6
WETGHT AND BAIANCE
Narco DME-190
Cert. Bæis - TC 2Ä13
*'5.9
60.9
359
Na¡co DME-190 TSO
Cert. Basis - TSO C66a
+' 5.9
60.9
359
'+13.2
154.5
2039
Narco DME-195
Receiver and Indicato¡
Cert. Bæis - TSO C66a
tWeight includes marker a¡tenna a¡d cable.
"Weight íncludes a¡tenna and cable.
ISSLJED:'JUNE 18, 1976
REV-ISED: IULY 12,1917
REPORT: VB-790
647
PIPER AIRCRAFT CORPORATION
PA-2&181, CHEROKEE ARCITER II
:CTION 6
EIGHT AND BALANUE
(m)
Radio Equipment
(Optional EquiPment) (cont)
lem
Item
',1o.
67
Mark if
Instl.
Weight
@ounds)
Na¡co ADF-140
a.
b.
Single
DuaI
*m (In.)
Aft
Dafum
Moment
(Lb-In')
547
6.0
91.2
107.6
t926
*l'7.9
6.0
91.2
107.6
t926
t'3.0
5'1.3
t'72
1.0
51.5
3.0
57.3
t72
1.0
51.5
<t
t.4
t9 5.7
214
0.7
0.8
0.9
t25.7
88
I t8
0-4
147.5
120,0
154.0
r 50.0
431
60
1.4
144.3
202
1.5
t70.7
256
0.5
147.5
74
t.7
236.2
402
0.2'-
224.4
235.4
l18
+17.9
Cert. Basis - TSO C4lc
69
Narco
a.
b.
ADF-I4l
Singie
Dual
547
Cert, Basis - TSO C4lc
7l
Na¡co AT50A TrarsPonder
Cert. Basis - TSO C74b
a. Na¡co AR-500 Altitude
Encoder
Cert . Basis - TSO C88
73
"t5
Na¡co AT I 50 TrarsPonder
Cert. Basis - TSO C74c
a. Na¡co AR-500 Altitude
Encoder
Cert. Basis - TSO C88
A¡tenna and Cable
a. Nav Receivirg
b. 'l
c. '2
VHF Comm
VHF Comm
d.
Güde Slope (Si¡gle)
Slope (Dual)
f.
Si¡eje ADF
e. GIide
Cert . Basis - TC
77
Sense
2'8
108
2Al3
Anti Static A¡tenna and
Cable
a.
'l
VHF Comm
b. '2 VHF
Comm
c. SinEJe A-DF Sense
Cen. Basis - TC 2,{13
'tg
rr
q':)
Emergency Locator Transmitter
(C.C.C, Model CIR-l l-2)
a. Antenna and Coax
b.
Shelf and Access Hole
0.
_-(
45
Cen. Basis - TSO C9l
tWeight includes dual antenna and cable.
tWeight i¡cludes anten¡a and cable'
iPORT: VB-790
48
ISSUED: JUNE 18' 1976
REVISED: APRIL T3' 1979
PIPER ÂIRCRÄFT CORPORÄTI ON
PA-23-1 81 . CTIEROKEE ARCHER
(m)
SECTION t
WT,IGHT AND BALÄNCI
II
Radio Equipment
(Optional Equipment) (cont)
Item
Ma¡k
No.
280
281
ltem
Emergency Locator Transmitter
(Narco Model ELT-t0)
a. Antenna and Coax
b. Shelf and Access Hole
Cert. Basis - TSO C9l
Weight
(Pounds)
Arm
(In.)
Aft Datum
Motncnl
(Lb-ln.)
3.5
0.3
0.5
236.2
224.4
235.4
0.3
0.6
0.3
64.9
l9
69.9
42
64.9
t9
03
80.5
24
82'1
67
il8
Microphone
a. PiperDwg.68856-10
b.. Piper Dwg. 6885611
c. PiperDwg.68856-12
Cert. Bæis - TC
2Al3
¿öJ
Boom Microphone - Headset
Piper Dwg. 3'1921-2
Ce¡t. Bosis - TC ?413
28s
Cabin Speaker
Cert. Basis - TC
287
if
lnstl.
2Al3
Headset, Piper Dwg.
68856-10
Cert. Bas.is - TC 2Al3
ISSUED: JTJLY 12, 1977
RE\¡lSEDr APRIL I3, I979
99.0
05
60.0
REPORT: VB-790
648a
Suppl. Chpt
6
Equipment List
Reg.:
Type.:
DiamOnd
Mass and Barance
MAINTENANCE
OE-DKï
PA28-181
S/N.:
28-789024i
Cert:
EODM-101; EMZ No.: RC/SA1 122 in conj. with FM-STC: SA00705W|
Man.: PIPER
Date.; 22.02.06
a^k¡
PIPER AIRCR.AFT CORPORATION
sEcTloN
P4.23.I8I, CHEROKEE ÂRCHER II
(n)
6
WEIGHT AND BAL,ANCE
lr{iscellaneous
(OptionaI Equipment)
Item
No.
Item
321
Zinc Ch¡omate Finish
Cert. Basis - TC 2Al3
323
Stainless Steel Cont¡ol
Cables
Cert. Basis - TC 2,A,13
?1<
Air Conditioner,
À{a¡k
if
Instl.
Weighr
(Pounds)
5n
Piper Dwg. 995?S-3
Cert. Basis - TC 2Al3
Ove¡head Vent System
Piper Dwg. '763U-9
Cert. Basis -TC2Al3
329
(In.)
Datum
Arm
Aft
158.0
Moment
(Lb-l¡J
79O
68.3
103.6
707 6
64
t59.6
1022
14.9
1',|2.2
2566
Overhead Vent System with
Ground Ventilating Blower
Piper Dwg. 76304-tO
Cert. Basis - TC 2À13
331
Assist Step,
Piper Dwg. 65384
Cert. Bæis - TC 2Al3
1.8
156.0
281
333
Super Cabin Sound p¡oofi¡s
Piper Dwg. 796Tti
Cert. Basìs - TC 2,A,13
18.1
86.8
1571
335
.Adjustable Front Seat (Left),
Piper Dwg. 79 59 t-0179 59 t-2
Cert. Basis - TC 2Al3
*6.6
80,7
533
80.0
514
Adjustable F¡onr Sear (RiChÐ,
Piper Dw-e.
7959t-t l'r.959i-3
Cen. Basis - TC 2Al3
*
6.8
*Weiglt and moment
difference between standa¡d and optional equipment.
ISSUED: JTJNE 18, 1976
REVISED:
lULy 12.1977
REPORT: VB-790
A9
PIPER AIRCRA-FT CORPO RATION
ECTION 6
PA.2&18I, CHEROKEE ÀRC}IER tr
EIGIil.AND BALA\W¿
(n)
Miscellaneous
(OptionaJ EquiPmen ¡) (cont)
Ma¡k
tem
No.
39
Item
Headæsts (2) Front,
Piper Dwg. '7933'l-18
43
Weight
(Pounds)
(In.)
Datum
Arm
Afl
11
94.5
Cert. Basis - TC 2AI3
22
132.1
Inertia SafetY Belts (Rea¡)
(2) 0.8 lbs. each, PiPer
PS50039¡-l 4
Cert. Basis - TC ?Ai 3
t6
t
40.3
2Al3
0.2
r
09.5
Deluxe CarPetirg
Ce¡t. Basis - TC 2A l3
+2.8
Cert. Basis - TC 2Al3
4l
if
Instl.
Head¡ests (2) Rear'
Piper Dwg. 7933'l-18
Moment
(LÞIn.)
29t
Assist StraP, PiPer
Dwç79455
Cert. Basis - TC
47
t49
Fire Extinguisher,
a. Piper Dwg.76161-?,
Scott 4221 l-00
Piper Dwe' 378'12-2,
Graviner ttAl0l4-01
Cert. Bæis - TC 2Al3
b.
10t.9
t.0
4.6
7
5.6
51.9
t85
32'l
equiPment'
weight and moment difference between standa¡d and optional
IEPORT: VB-790
-50
ISSUED: JUNE 18' 1976
REVISED: ruLY 3' 1978
PIPER AIRCR,A,FT CORPOR-A,TION
PÄ.28.1 81, C}IEROKEE .ÄRCITER II
'
(n)
Miscella¡eous
(
Opüonal Equipment) (cont)
Item
No.
)
SECTION 6
WEIGHT AND BALANCE
ltem
toTALOPTTONÀLEQUTPMENT
ISSUED: JUNE 18, 1976
if
Instl.
Ma¡k
.
Weight
Arm (In.)
(pounas) Aft Darum
Moment
(Lb_In.)
PIPER AIRCRÁ¡T CORPORATION
PA.2&I8I, CIIEROKEE ARCHER tr
THIS PAGÐINTENTIONALLY LEFT BLANK
ISSUED: ruNE 18, l9?6
SECTION
7.
DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMI
AND ITS SYSTEMS
SECTION 7 - OESCRIPTION AND OPEBATION OF THE AIRPLANE
I
TI.BLE OF CONTBTTS
SECTTON 7
DESCRTPTTON
OF
lUE
Paragraph
A}¡D OPER,A,TION
rA.IRPL¿,¡{E AND ITS SYSTET\4S
Page
No.
'7
-l
7-l
t-l
t-J
'7-5
7-ó
't-8
7-10
7-t5
1-t 6
7-l8
7-21
7-21
't-22
7-22
7-22
't-23
1.37
Emergency LocatorTransmitter
'1-24
"t-24
REPORT: \¡B-790
f-i
IPR, AIRCRâ¡T CORPORATI ON
A-?*181, CEEROKEE iA.RCEER tr
SECTION 7
DESCRIPTToN,AND OPERATION
SECTTON 7
DESCRIPTTON AND OPERATION
OF TEE AIRPLANE AND ITS bYSTN'IS
7.1
TIIEATRPLANE
The PA-28-181 Cherokee is a singleængiae, low-wing monoplane of all metal construction.
'rur-place seating, two Ïundred pound baggage capacity, and a I 80 ho¡sepowel
engine.
7.3
It
hes
ÄIRFR,AME
The ba-çic airframe, except for a tubrfa¡ steel engine mount, steel landing gear st¡uts, a¡d othef
miscell¿¡eous steel parts, is of aluminum alloy construction. The extrcmities . the wing tips, the cowling,
the tail su¡faces - are of fiberglass or ABS thermoplastic. Aerobatics are prohibíted irr this airplane si¡ce the
stmcture is not designed fo¡ ae¡obatic loads.
The semi-tapered wìngs have a lamina¡flow type NACA 651415 ai¡foil. The wings are attached to
of the fuselage by insertion of the butt ends of the reçective main çars into a spar box
ca¡ry-1fuough which is an integral part of t¡e fuselage stuctu¡e, p¡oviding, in effect, a continuous mai¡ spar
witå splices at each side of tåe fuælage. The¡e a¡e also fore a¡d aft attachmenE at t¡e rea¡ spâr a¡d at an
auruliary front spar.
each síde
7.5
ENGINE AND PROPELLER
The Cherokee l8l is powered by a four cylinder, direct drive, horizontally opposed engine rared ar 180
horsepower at 2?00 rpm. It is furnished with a staner, at 60 ampere, l4 volt alternaror, a shielded ignirion,
vacuum pump drive, a fuel pump, and a dry, automotivc typc cârburetor air filter,
The exhaust system is made entirely from stai¡less steel and is equipped with dual muffle¡s. A heate¡
sh¡oud a¡ound the mufflen is provided to snppìy heat fo¡ the cabin a¡d windshield defrosting.
The fixed-pitch propeller is made from a one-piece alloy forging.
ISSUED: JUNE 18, 1976
REPORT: VB-790
REvISED: MÀY 23;1980
7-l
PIPER AIRCRÁ¡'T CORPORATION
ECTION 7
,ESCRIPTION AND OP¡,..ATION
PA.2&181, CHR.OKEE ÀRCEER
tr
h{.A,IN WHEEL ASSEMBLY
Figu¡e 7-l
REPORT: YB'790
ISSUED: JUNE 18, 1976
PIPER ÀIRCRAFT C ORPORáTI ON
P,{.2&I 81, CEEROKEE,A,RCEER II
7.7 LÅNDING
SECTION
7
DESCRIPTION,{ND OPER,A,TION
GE¡,R
Th9 tht g landing gears use Clevela¡d 6.00 x 6 wheels, the main gear wheeis (Figure 7-l) being
provided wjth bnl<e dn¡ms and Clevel¿nd single disc hydraulic brale assemblies. All tlree wñeet use'g.OO
i
6, four-ply rating, Type III ti¡es with tubes.
and
anduce
nose
gea¡.
tåe
The tl¡¡ee struts a¡e of the ai¡-oil type, with a normal extension of 3.25 i¡ches fo¡ the nose gear and
0 inches
for the main gear.
ISSUED: JUNE 18, 1976
REPORT: \IB-790
7-3
SECTION 7
DESCRIPTION Al{D OPg¡IATION
THIS PAGE
PIPER AIRCRAFT CORPO RÄTION
PA.2&T 81, CEEROKEE ARCEER II
IMENTIONAILY LEFT BLANK
)
REPORT: VB-790
74
ISSUED: JUNE 18, 1976
SECTION 7
DESC RIPTION .A,ND OPER.A,TION
PI?R AIRCR.{FT CORPOR,A,TION
PÄ.28.I81, CEEROI(EE ARCSER
II
FLIGHT CONTROL CONSOLE
Figu¡e 7'3
7.9 FIJGHT
CONTROIS
Dual confuols a¡e provided as standa¡d equipmen! with a cable system used between the cont¡ols and
the zurfaces. The horizontal tail (stabilator) is of the all-movable slab type with a Eim lab mounted on the
trailing edge of the stabilato¡ to ¡educe the cont¡ol system forces. This tab is acruated by a control wheel
on the floor between tåe f¡ont seats (Figure 7-3).
A rudder t¡im adjustment is mounted on the ri'ght side of the pedestal below the throttle quadrant ard
permits directional him as needed in flight (æfer to Fígu¡e 7-5).
The flaps are malually operated and æringloaded to rctum to the up posirion' À Past'center lock
up Position so-that it may be used as a
-.corporated in the actuating linkage holds the flap when it is in the
step ðn the right side. The flap will not support a step load except when in the full up position,-so it must
be'completeli ætrâcted when used æ a ltèp. The flaps have three extended positions, 10, 25 a¡d 40
degrees.
ISSUED: JTJNrE 18,1976
REPORT: VB-790
7-5
SECTION 7
DESCRIPTION AND OPERÀTION
7.I1
PIPER AIRCRI{FT CORPORÂTION
PA.2&18I, CEEROKEE ARCEER tr
ENGINECONTROLS
Engine contols consist of a thlottle control and a mixtur€ cont¡ol lever, These cont¡oh a¡e locaþd on
the cont¡ol gu¿drüt on the lo\¡rer center of the instrumentpanel (Figuæ 7-5) whE¡e they are accessible to
both the pilot and the copilot. The cont¡ols uti-lize teflon-lined contol cables to ¡educe friction and
binding.
The tfuottle lever is used to adjust engine RPM. The mixtu¡e conþolleve¡ is used to adjust the ai¡ to
fuel ratio. The engine is shut down by the placing of the mixture cont¡ol leYer in tIe full lean position. In
addition, tle mixî¡¡e control lns a lock to prevent inadvertent activation of the rnixtu¡e conEol, Fo¡
information on the lea¡ring procedure, see the Avco-Lycoming Operato¡'5 lvf¿¡ual.
The frjction adjustment leve¡ on the ¡ight side ofthe conto¡ quadrart may be adjusted to inc¡ease c
dec¡ease the friction holding the th¡ottle a¡d mixtu¡e controls o¡ to lock the cont¡ols in a selected positio.
The ca¡bu¡etor heat control leve¡ is locaþd
panel. The control is placarded trith two posjtions:
REPORT:
74
\.Þ790
to the rigbt of the conùol quadrant on the instnrment
"ON' (dow¡), "OFF" (up).
ISSUED: JIJNE 18, 1976
PIPER ÂIRCRAFT CORPORÄTON
P4.28- 1 8 1, CHTROKEE AR'CIIER II
SECTION
CONTROL QU,A.DRANT ÀND CONSOLE
Figure 7-5
ISSUED: JUNE 18,1976
7
DESCRIMION AND OPERATION
REPORT: vB-'190
7-7
PIPER AIRCRAFT CORPORATION
PA.28-18I, CHEROKEE ARCHER II
SECTION 7
DESCRIPTION AND OPb\ATION
t:t,t-:----
4'
'a?
l;-.--
4-;*
j;¿
,
FUEL SELECTOR
Figu¡e 7-7
7.13 FUELSYSTEM
Fuel is stored in two tu,enty-fìve gallon (24 gallons usable) tanks which a¡e secured to the leading edge
structure of each wing by screws and nut plates'
The fuel selecto¡ control (Figure ?-7) is located on the left side-panel, fo¡wa¡d of the pilot's seat- TTe
button on the selecto¡ court rnusi be depressed and held while the handle is moved to the OFF position.
The button releases automatically when the handle is moved back into the ON position.
A¡ auxilia¡y electric fuel pump !s provided in case of failure of tÏe engine driven pump. The electric
pump should be on for all takeoffs and landings, and when switching ta¡ks. The pump switch is located in
the switch panel above the th¡ottle quadrant.
The fuel drains should be opened daily prior to fìrit flìght to check for \¡/ater or sediment. Each tmk
ras a¡r individual drain at the bottom, inboaid rear comer'
A fuel st¡ai¡e¡, located on the lower left f¡ont of the lue wall, hæ a drai¡ which is accessible f¡om
>utside the nose se;don. The st¡aine¡ should also be drained befo¡e the hnt flight of the day' Refe¡ to
raragraph 8.21 fo¡ the complete fuel cl¡airring procedu¡e.
REPORT: YB-790
7-8
ISSUED: JUNE 18,1976
PIPER,A,IRCR.dFT CORPOR,A,TION
PA-æ-I 8I. CEERO}'FF ARC:SER
SECTION 7
DESCRIPTION ÀI{D OPER.A.TION
tr
PnlrtR
sI n^HEt
LEFT
XAIII TÄIT
flJlt ÌÀtxstLtcTor
Ftjtt (lu^nfn
YÀ[Yt
nt6HI
Hilll
T^llX
ÊruÊÊs
FUEL SYSTEM SC¡IEIì{.A,TIC
Figu¡e 7-9
ISSUED: JUNE 18.1976
REPORT: VB-790
7-9
SFITION
7
DESCRIPTION AI{D O}..-
áTION
cluster on the left side of the
Fuel guantity and pressuæ a¡e indicated on gauges located in a
instilment Panel'
pump is located to the immediate
An engine priming sysrcm is provided to facilitatc starting. Tlre primer
7-5)'
Figure
(refer
to
quairant
ihtotìlt
of
thc
lefi
7,I5
ELECTRICAISYSTEM
alternator, a l2'volt battery' a voltage regulator' an
elecfic
ovewoltagerelaylt).Thebatteryismountedj¡athermoplasticbox
Ie8iulatol and overvoltage ælay a¡e located on the
immediately aft
Panel
forward lefi side
The
ci¡cuit b¡eaken a¡E
Electrical switches a¡e located on the right center instilment panel, -g F"
tÏe
left
side of t¡e s'¡¡itch panel controls
on
switch
panel.
Aiheostat
Lstrument
right
t]le
lo\4,e¡
on
located
iL,
"""ie.ii"r¿
lChts.
lights
;d
panel
the radio Ug¡ts. frre si¡nilar switch on the right side controls and dims the
Sta¡dad etecuical accessories include a sta¡te¡, electric fuel pump, stall waming indicator, cigar
lighter, fuel gåuge, ammeter, ard annunciator panel'
the optional ryro
The a¡rnunciator panel includes a]ternator a¡rd low oil pressure indrcator lights..When
panel
syst"m is Lstalted, t¡¡å a¡rnru¡aator panel also includes a lol vacuum indicato¡ lighl The annunciator
be operating properly, a¡d that he
íÁß ;" provided only as a **¡ni to the pilot that a system may-not when
or if any necessary action is
and monito¡ the appÍcable sistrm gangp to determine
,ñÑa
required."¡è.f
Optional electrical acceso¡ies include navigtion ligþts, anti+olli-sion tight, lariding light, instrument
dome light. Ci¡cuits wilt handle th! addition of communications a¡d navigational
üChË'; and cabi¡
equipment.
WARNING
Strobe liglrts should not bc o
and clouds silcc reflccred lig
Do not oPerate strobe lights
takcoff and landing.
battcry si'
The words -rnaster switch'used hercafter in this manual indicatc both sides ofthe switch;
arc to bc depressed siroultaneously to OFF or ON as dirccted'
-s,A,i.r,Jaiter¡ator sideI'ALT-
REPORT:
7-1 0
vÞ790
ISSUED: JIJNE 18, 1976
REVISED: MAY 23' l9t0
PIPER AIRCR¿,FT CORPORATION
P4.28-l 81, CHEROKE,A,RCTEB Ir
SECTION 7
DESCRIPTIU¡{ .A.ND OPER,A.TION
Unlike previors ænerato¡ syste¡ns, the ammeter does not irdicate battery discharge;¡ather it displays
tle load placed on tÌ¡e altemator. With all electrical equipment off (except mæter switch) the
ammete¡ will be indicating the amou¡t of cha¡ging cuÍent dernanded by the battery. As each item of
electical equipment is firrned on, the current will incrraæ to a total appearing on the ammete¡. This totat
r uight flight, with radios on, is about 30 amperes.
for a fuJJy.charged battery, will appear continuously
shown on the ammete¡ will tell immediately if the
t of curent shown should equal the total amperage_
in
ampeæs
I
un¡ec
æset
voltage relay.
.-.¡ninate flight
If
ammeter during flight, reduce the electrical load by tuming off all
ck both 5 ampere field breake¡ and 60 ampere ouþut brealer ard
er ís open, tu¡n off the "ALT' switcÌ¡ for I second to æset the
am¡nete¡ continues to indicate no output, maintaín minimum elect.ical load a¡d
as soon æ
practical.
CAUTION
Do not use cigar lighter receptacles as powersources for an¡,devices
other than the cigar lighrers supplied wirh rhe airplane. Any other
device plugged into these recepracles may be damaged.
ISSUED: JUNE I8, 1976
RE\rlSED: MARCH 30, I984
REPORT: \'B-790
7-11
sEcTtoN
PIPER AIRC RAFT CORPO RATION
7
PÄ-2&I8I, CEEROKEE ARCIIER II
DESCRIPTION Al{D O'-.LATION
s1r¡fEi
â ¡acessoñEs
c^ÞrH
LIqT
ãfER&
ffiR
s*Eroro
I
REW EIEIE¿ING CIM
rltlEl
sÍlÞi
AITERNATOR AND STARTER
SCHElYfrA'TlC
Figure 7-l I
REPORT:
7-12
V8790
ISSUED: JUNE 18, 1976
PIPER AJRCRÄFT CORPOR,A,TION
PA.æ.I EI. CEEROKEE ARCTER tr
.
SECTION 7
DESCRIPTIOI AND OPERATION
\-ì
... J:i
. -i.
ISSUED: JIJNE 18. 1976
RFORT: VB-790
7-13
SECTION 7
DESCRIPTION AND OPÞ'dTION
TTTIS PAGE
PIPER ÀIRCRAFT CORPORATION
iÃ-ãliat,
cEERoKEE ARcEER
II
IMENTIONALLY LEFT BLANK
I
PIPER AIRCR,AFT CORPORATION
PA-2¡.18I, CTIEROKEE ARCSER
7.17
SECTION 7
II
DESCRIPTION AND OPER,A,TION
V,A,CLUM SYSTB{
The lac '¡'m system is designed to operate the ai¡ d¡iven glro instruments. This i¡cludes
the
di¡ectional and attitude gy¡os,when i¡stall..eg. The system consists of an engine dri""n u".uu¡¡ pump;;
vacuum regulator, a filter and the necessary Þlumbine
_ The vacuum pump is z dry lype pump r,vhich elimi¡ates'the need for an air/oil æpæator and its
plumbing' A shear drive Protects the pump from damage, If tïe drive shea¡s, the gytår
*iX b;.;;;
inoperative.
ent panel to the right
ofthe radios, provides valuable
to prevent possible damage to the system componenb
A
vacuu
¡eads
at thei¡ ¡ated
vacuum
rhe
regurator
ISSUED: JUNE 18,1976
g/
suffici
p¡otect the
provides
flåäir?j?å
normal
e gy¡os
eliibre.
REPORT: VR790
7_15
SECTION
7
ofSCrumOX AND
7.r9
OPLTLATION
INSTRUIYIENT PAI'IEL
alfunction in the altemator' oil pressuæ' o¡ vacuum
systems.
REPORT: YF790
7-16
ISSUED: JIJNE
l8'
1976
l¡
TN
¡d ¡ú
H
I
ÞE
FH
lrl
2
FÈ
-æ
^a)
HT
{
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o\
ãT
Xl,)
hrl
trl
O
ã
L3
fiã
FO
nz
2
3
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FÞ
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Ì3
qt
È
l'rt
r.
(t
lrt
H
t
o
F
:i
ì.I
{o
H\O
t.
2.
¡.
..
5.
6.
I.
¡.
',
IO.
I I.
I2.
IJ.
I'.
cLocK
TURN INOICAIOR
AIRSPEED INDICATOR
DIRECTIONAL OYRO
ATTITUOECYRO
VERTICALSPEED
ALTIMETER
INOICAIOR
ANNUNCIATOR PANEL
MAGNETICCOMPAS
OMNI & GLIDE SLOPE INOICAIORS
TRANSPONDER
MARKER BErcON
AUOIO SELECTOR PANEL
VHF TRANSCEIVERS
II.
I5.
I'.
I !.
I9.
¡0.
2I.
22.
23.
2 I.
2S.
26.
Z'.
2I.
ADF RECEIVER
DME RECEIVER
ENGINEHOURMEIER
SUCTION OAUOE
HEAT¿ DEFROSI CONTROL
CIGAR LIGHTER
MIKE JACK
PHONE JACK
AUTOP|LOI
ENGINE INSTRUMENT CLUSTER
OMN¡ COUPLER
NAVSWTTCH
MAGNETO& sTARTER SWITCH
PITCH CONTROL
IE
29.
IO.
3I.
]2.
I¡.
¡I.
J5.
J6.
!7.
]I.
¡9.
IO.
MANIFOLO PRESURE GAUOE
TACHOMEIER
FUELGAUOE
z''
THROTTLEOUADRANT
FRICTION LOCK
CAREUREIOR HEAT
EOT INDICATOR
H
oj
PRIMER
MICROPHONE
C
ONTROL
INSTRUMENI PANEL LIGHTS
CIRCUII EREAKER PANEL
CLIMATECONTROL
à
U
o
4v,
rlF'
fg
å2
Z*¡
SECTION 7
DESCRIPTION AND OP.
7,21
- ^TION
PITOT.STATIC SYSTEM.
The system supplies both pitot and static Ptessuæ
optional vertical speed i¡dicato¡ (Figrue 7'17)'
Pitot and static
carriJ tlgough pitot
for the airspeed indic¡tor,
altimeter, and the
pitothead instaled on the bottom of the left wi¡g and
Pressu¡e are picked up by a
wing
and fuselage to the gauges on the i¡strument panel'
wittrin-Ure
and st¿tic ünà
below the
An alternåte static source is available æ optional equipment' The conbolvalve is located
vertical speed
left side of tjre instrument pa"rr, wrr* tl¡e valviis set in the altemate position, tlle altimeter,
;;l;;r-;ã ,hp"r¿ ittdicatoi will be using cabin aj¡ for static pressurc' The stonn wi¡dow and cabi¡
In*t be clos-ed an¿ tf¡e caUin heate¡ andãefroster must be on during
"""t,
ff,. Ati-tt"t erro¡ is less th¿n 50 feet u¡less otlterwise placarded'
alternate statíc sou¡ce operation'
lowe:
Both the pitot and static lines c¿n be d¡ained th¡oueh sepa¡ate d¡ain valves located on tl¡e left
interio¡.
fuselage
the
side of
A
heated
pitot
head, which alleviaþs prcblsms with icing and heavy rain,- is available as optional
foi the heated pitot head is locaæd on the electrical switch panel to tl¡e left of the
,quip.rf nr'r*it.h
right conþol wheel.
placed
To prevent bug5 aad water from entering the pitot a¡¡d static pressure holes-, a cove¡ should be
give e¡¡atic or zero ¡eadi¡Es on the
will
pitot
head
blocked
partialy
or
completeþ
treaA]A
tfti'pitot
ourt
i¡st¡uments.
NOTE
During the prefüght, check to make su¡e the pitot cove¡
is
¡emoved,
REFORT: YB-790
7-18
ISSUED: JUNE 18, 1976
REVISED: IULY 12.1977
.
PIPER AIRCRAFI CORPORAT¡ON
PÄ.24.1 81, CHEROKEE ARCHER II
f¿
sEcTloN
EU
ou
tsÉ
{l
UO
cÃø
q
9t,
EoI
iïf;
'f;
=Ëäeìp
fltd-õSs
u¡9r-:
ËãÞ5ãH
:FUtstrJ
(i>io{
.J;J;;J
PITOT.STÄTIC SYSTEM
Fieure 7-17
ISSUED: JUNE 18,1976
7
DESCzuPTìdN AND OPER,A,TION
REPORT: vB-79
7-11
sEcTroN
PIPER AIRCRAFT CORPORATION
PA.28.I8I, CHEROKEE Ä'RCHER tr
7
DESCRIPIION,A,ND OPi,ATION
tr<
-U
<I
-z
UE
tr<
BO
t-
õÕ
J
ú
ts
o
Lo
, ! d,
,; 5bãP .Fd
6
¡ äüsüËËEEäã
iHËä!iEãËÉFE
(ts(ù{í,ìi4Ei4trfq
üããgñrEäEË;r
ÍËieË5BdËiÜË
iñÉ-ú
HEATING AND VENTILATING SYSTET'I
Figure 7-19
REPORT: VB-790
7-20
ISSUED: JUNE
l8'
1976
PIPER AIRCRÂFT CORPORATION
PA.2&18I, TFFROKE ARCEER
SECTION 7
tr
7.23 EEATING A¡{D YENTTLATING
DESCRIPTION AND OPER.A,TION
SYSTEM
Heat for the c¿bin inJgrigr and the def¡oste¡ system is provided by
exhaust system (Figu¡e 7-19). The amount
fa¡ rieht side of the instnrment panel.
ofheat desi¡ed
The ai¡ flow caa be regulated between the
ducts next to the console.
can be
I
heåter muff attached to the
regulatedwith the contols located on the
front a¡d rea¡ seats by leve¡s located on top of the heat
Fæsh ai¡ inlets a¡e located. i¡ the leadilg edge of the rying near the fixelage. Aa adjustable
outlet is
located on t}le side of the cabin nea¡ the ftoo¡ ãt each seat lõcation; ove¡head-ai¡ o"lJt
-.-ofLr"lÃ
rtional equipment.
outlet
.rcorporated in the
able æ
ventilating system \À,i
on mo
opemted by a "FAN"
' ,.I¡W
CATJTION
lVhen cabin heat is operated, heat duct su¡face becomes hot. This
could ¡ezult in bums if arms o¡ legs are placed too close to heat
duct outlets o¡ su¡face.
7.25 CÄBIN¡EÄTURES
the f¡ont seats a¡e adjrstable fore a¡d aft. The
Rea¡ seat installations incoçorate leg retainers
the ¡ea¡ seats can be removed. Relãasing the
,
optional verticål adjustment may be added to tt¡e
g the latching mechanjsms 90. with a coin o¡
n late¡ models by depressing the plunger behjnd each
ttt available with optional head¡ests a¡d
tonlss#l.tttt'
The cabin interior includes a pilot storm window, two sun visors, æh trays, two map pockets, and
pockets on Îl¡e bacla of eech front seat.
A single strap shoulder_hamess cont¡olled by an inertia ¡eel is standa¡d equipment for the front seats,
is offe¡ed as an option for the ¡ea¡ seats. The shoulder strap is ¡outed over'thå shoulder adjacent to the
'¿¿indows and attached to the lap belt in the general area of the ienon's i¡boa¡d hip.
A
check of the inerlia reel mechanism is made by pulling sharply on the strap. The reel will lock i¡
iormal .ou"rn"-nt the strap will extend
place under this test and prevent the strap from extending. Under
and ¡et¡act as required.
ISSUED: JLJNE 18, 1976
REVISED: JULY 3, 1978
REPORT: VB-790
7_21
SECTION 7
DESCRIPTION
PIPER ÀIRCRAFT CORPO RÀTION
A},f
pÀ-zstet, cEERoKEE ARcHER tr
D OPE.TÌ,A'TION
7.27 BAGGAGEAREA
accessible eithe¡ f¡om the cabi¡ or
otbic foot baggage area, located behind the lear seats, is
ai¡c¡aft' Maximum capacity is 200 pounds'
the
of
side
right
the
Urgguæ"äõt-'on
through an outside
A 24
ütJl*"ittpu
are provided and should be used at all times'
NOTE
It is the pilot's responsibility to be suæ when the baggage is loaded
(æfer
Uot t¡t'Ãotft i'C. f¿t within the allowable C'G' Range
to Section 6'Weight and Balance)'
7.29 STATLWARNING
7.3I FINISH
Aìl exterior surfaces are primed with etching primer and fìnished with acn4ic lacquer'
REPORT: VB'790
7-22
TSSUED: JUNE lE. l9?6
REVISED: MARCH 30. l9E4
PIPER AIRCRáFT CORPOR,A,TION
SECTION 7
tr
PA.2&181, CEEROKEÉ ARCIIER
DESCRIPTIOÑ AND OPERATION
7.33 AIRCONDITONING'
The ah conditioning sysæ1 is a recirculating air system. The major items i¡clude: evaporâtor,
condenser, compæsso¡, blower, switches and temperatu¡e cont¡ols.
The evaporator is Jocated behi¡d the left ¡ear side of the baggage compartment. This cools the ai¡ that
for ai¡ conditioning.
is used
The condenæ¡ is mounted on
of the
Â
¡et¡actâble scoop located on the bottom of the fuselage and to the ¡eai
baggage compartment a¡ea, The scoop extends when the
flush position when the system is .,OFF."
air conditione¡ is "ON"-a¡a
The compresso¡ is mounted on the forwa¡d right undenide of the engine.
'ch automatically
engages
It
t.to.t iol
has an electric clutch-
or disengages the compressor to the belt drive system of t¡e
compressor.
An electrical blower is mounted on the aft side of the ¡ear cabin panel. Air f¡om the baggage area is
drawa.t¡rough the evaporator by the blower and distributed through anìverhead duct to individual outles
located adjacent to eech occupant.
Ïhe switches and temperature contol a¡e located on the lower right side of the instrument panel in
the clim¿te contol center panel. The tempemtuæ contol ¡egulates thJ desi¡ed tempelatu¡e of the cabin.
Tum the control clockwise fo¡ increased cooling cou¡terclockwise fo¡ dec¡eased
"ooling,
inbo
"oN'oFF' switch.
fo¡ ai¡ conditione¡
condenser doo¡. Co
Located
is the fan çeed
switch a¡d the air conditioning
dently of the a'r conditioning. However, it must be on'
ff wri dise¡gaæ the compreõor clutch a¡d ¡eûact t¡e
¡ninute aftei the ai¡ conditioner is turned on.
NOTE
If the sysæm is not
operating
in 5 minutes, tum the
"OFF" until the fault is cor¡ected.
The
system
"FAN" switch allows operation of the fan with the ai¡ conditione¡ turned "OFF" to aid cabin ai¡
if desi¡ed. .A' "LOW," "MED" or "HIGH" flow of ai¡ can be selected to the ¿i¡ conditione¡
ci¡culation
outlets located in the ove¡head ducl The outlets ca¡ be adjusted o¡ tumed off by each occupânt to regulate
i¡ dividual coolin g effect.
The "DOOR OPEN" indicator light is located to the left of the ¡ad.io stack in f¡ont of the pilot. The
Li"r't illumi¡ates wheneve¡ the condense¡ door is open and ¡emains on until the doo¡ js closed.
A ci¡cuit b¡eaker located on the ci¡cuit breaker panel protects the ai¡ conditioning electrical system.
\'Vheneve¡
the th¡ottle is in the full tluottle position, it actuates a mic¡o switch which disengages the
a¡d retacts the scoop. Thi! is done to obtain maximum power and maximum ¡ate òfitimU.
]he fan conti¡ues to operate a¡d the ai¡ will ¡emai¡ cool for approximately one minute. when the thottle
is ¡eta¡ded approximately 114 nch, the clutch will engaç atrd th" scoop will extend, again supplying cool,
compæssor
dry ai¡.
rOptionaJ equipment
ISSUED: JUNE
I8,
1976
REPORT: vB-790
7-23
sEcrloN
7
DESCRTPTION Æ{D
7.35
PIPER
OT..,áTION
Þ(TERNAI POWERI
is accessible through
An optional starting i¡stallation known as Piper External Power (PEP)
battery can be connected to
,...piãålr io.áiã on gr.iigitî s¿t of trt. fuselage aft õf the wing Aa external
to gair acces to the airplane's
a
t̡e socket, thus allowing
battery.
tiri.p"ãt*.t" c¡'a"f'Oe
engi¡e withóut having
7.37 EMERGENCY LOCATOR TRANSMITTERT
ocated
on the
ese scr
Lo
lea
led
em
be
the requirements of
lagejust
his Plare
d with a
lade, etc, lfthere are no tools available in an emergency
ELT is an emergency locator transmilter which meet:
FAR 9l'52'
ate is marked on the t¡ansmitter to comply with FAA regulatioDs, the battery
this date. The battery must also be replacèdif the transmittcr has been used in a¡
accumulated test time exceeds one iour, or if the unit has been inadvertently
d time period.
NOTE
is necessary' tle test lransmission should be couducted only in tbc fint five minutes of any
hour and limited to three audio sweeps. If the tests lnust be made at
any other time, tbe tests should be coordinated with the nearest
FAA tower or flight service statiou'
If for any reason a test transmission
NARCO ELT IO OPERATION
position
On the ELT unit itself is a threc position switch placarded "ON,'"OFF and'ARM"'TheARM
ÈlT so rhat ir will transmit after impact and- will continue to transmit until its battery is drained' The
ÂñV !ãti,i"" is selected when the ELT ii installed in thc airplanc and it should remain in that position'
sers the
To use the ELT as a Portable
mounting base. The antenna cable is
tus on the lwo small wires will break
mãrked 'PULL FULLY TO EXTE
In the event the transminer is activated by an impact, it can only be turned off by moving the switch on tl
ELT unit to OFF. Normal operation c¿n then bc icstored by pressing the small clear pìastic reset buÌtoh
located on the top of rhc front face of the ELT and then moving thc switch to ARM.
A pilot's remore switch located on the lcft side panel is provided to aI_o1v tlrg t¡1¡¡milter to be turned on
-ARMED.- The swi'.ch is normalìy in
¡ror¡riniiAe the c¿bin. The pilot's rcmore switch is placardeù-ON- and
;;.-ÁRñD position. Moïing thc switch to ON will aaivatc the transmitter. Moving the switch.back lo the
ÄRMED;;rition will turn oif thc rransmitter only if the impact switch has not becn aclivated.
rOptional equipment
REPORT: VB-790
7-24
ISSUED: JLNE 18, t976
REYISED: APR¡L 13. 1979
_
PIPER AIRCR¿FT CORPOR,A,TION
PA.28-181, CHEROKE /A,RCIIER tr
sEcTloN
check
MHz
nd shoul
OFF, tb
uni
If
iare
bc
.50
r.
g the ground check.
soundlthe ELT may
be access
.ou.,
aná
ton a¡d ¡cturn the swirch to ARM. Recheck with the
receiver to ascertain thc transnitter is silent.
CCC CIR I I.2 OPERATION
On the unit itself is a th
position is provided to ser the
continue to transmit until the
position. The ARM position
-¡ain in that position whenever the unit is installed
be used as a ponablc transmitte¡ or in the event
pcriodically test rhe funcrion of the transmitter.
Select the OFF position wben changing the battery, when rearming rhe unit if ir has
been activated for
any reason, or to discontinue tÌansrnission.
NOTE
If
the switch has been placed in the ON position for any reason, the
OFF position has ro be selccted before selecting ent,í. If eni¿ is
selected direaly f¡om the ON position, the uñit will continue ro
transmit in thc ARM posirion.
A pilot's remote s
from inside the cabin.
switch is normally left
to the OFF/RESETp
the transmilte¡ fo¡ tests or other reasons, move the switch upwârd to the
ON position and leave it in that
position as long as transmissio¡ is desired.
-
Tbe unit is equipped with a portable antenne to allow the locator to be removed
f¡om the aircraft in case
of an emergency and used as a portable signal transmitter.
The locator should be checked during the ground chcck to make certain the unit has
not been accidentally
activated. check by luning a radio reccivir tolzl.so MHz. If iheie i";;;;ilt;;i;;
sound, the locator may
have been activated and should be turned off immediately. Reset to the
ARM pårTtlon and check again tá
i.'',re against outside interference.
ISSUED: JUNE 18, 1976
REVISED: APRIL 13, 1979
7
DESCRIPTION AND OPERATION
REPORT: V8790
7-25
sEclrON
PIPER AIRCRAFT CORPORÂTION
7
DESCRIPTION AND OPER.ATTON
iÀ-zer er, cEERoKEE ARcI{FR u
TTIIS PAGE, INTENTIONÄLLY LEFT BLANK
J
SECTION 8 - AIRPLANE HANDLING, SERVICE & MAINTENANCE
SECTION 8 - AIRPLANE HANDLING. SERVICE & MAINTENANCE
TA¡LE
OF CONTB.IIS
sEcTtoN
8
AIRPLANE HANDIING, SERYICING ANb À{ÄINTE}IANCE
Pa-ragraph
Page
No.
8t
No.
Gene¡al
.
Aþlane Inçection Periods
P¡even tive Maintena¡ ce
Àþlane Alte¡ations
8.9
8.1 I
Ground Handling
Engine Air Filter
8.13
B¡akeService
8.1 5
8.1 7
8.1 9
....
8.21
Landing Gea¡ Se¡vjce
Propeller Service
Oil Requirements
Fuel System
8.23
8.25
Ti¡e Inflation
Battery Sewice
8.2'l
Cleaning
Cold lVeathe¡ Operation
8.29
8-l
8-3
84
oa
8-6
8-8
8-8
8-t0
8-t I
8-l
I
8-l3
8-l3
8-t5
REPORT: VB-790
8-i
|
t
PIPER A_TRCR, ,FT CORPORATION
PA.28.I81, CHEROKEE ÀRCHER tr
SECTION
E
HANDLIN G, SERYICING ÀND MÄINTENANCE
SECTTON 8
AIRPLANE HANDLING, SERVICIN G, AND M,A.INTENANCE
E.I
GENERAL
This section provides general guidelines relaring to the handling, servicing, and maintena¡ce of
Archer lI. For complere mainrenance ins¡ruc¡ions, ¡efer to ¡he pA-2g Sèrvice Manual.
rhe
Every owner should stay in close conLact with an autho¡ized Piper Service Cenrer or pipels
Cusromer
ìervices Deparunent to obtain the latest informerion penaining to rheir airplane, and ro avail themselves
of piper
.A.ircraft's suppon syslems.
Piper Aircraft Corporarion takes a conrinuing inære$ in having owners get úre most effcieru use f¡om
rheir
airplane and keeping it i¡ the best mechanical condidon. Consequendy, eipei,Lircraft, from
dme rc ri¡ne, issues
service releases includíng Service Bu.llerins, Service læners, Service Spares Lerærs, and oûlers reladng ro
rhe
airplane.
PiPe¡
to
Depending
all auùoriz
direcdy
and
Unite
and labor
na¡ce
rhe
mandarcry. These are senr
t
ervice Cei¡en worldwidei¡formarion is orovided lo
I
I
I
Service Lenen deal wirh product improvemens and servicing rechniques pe¡Éining n the airplane. They
are sent ro Pþr Sewice Cenren and, if necessary, ¡o gts 1x¡ss¡ ¡Ar{-registered owners in Oe
U.S. Owners stroUá
give carefirl anention ¡o Service Lener informadon.
Service Spares Ler¡ers offe¡ improved pans, kirs, and oprional equipmenr which were nor available
originally, ard which may be of inerest !o r¡e owner.
Piper Aircraft Corporation offen a subscription service for Service Bultetins, Service Lene¡s, and Service
Spares Leners. Tbjs service is available [o inreresred persons such as oulers, pilos, and mechanics a¡ a nomina]
fee, and may be ob¡ained through an auúrorized Piper Sewice Center or Pipe/s Cus¡omer Services Deparrnenr.
Service ma¡uals, paru cauJogs, and revisions
Customer Services Deparunent.
A¡y correspondence regarding
oper response.
ISSUED: JUNE 18,1976
REVISED: JLINE 8, 1990
þ
both, a¡e available from Piper Service Cenren or piper,s
ùe ai¡plane should include the aþlane model and serial number to
ensurc
REPORT: vB-790
8-1
I
|
SECTION I
HANDLING,
SERVICL
AND
MAINTENANCE
pIpER AIRCRT{,¡-[ CORPORATION
PA.28.18L CHEROKEE ARCIüR tr
THIS PAGE INTENTIONALLY LEFT BLANK
)
PIPER A-IRCRAFT
CO
RPORATION
PA.2E.T81, CHEROKEE ÄRCI{ER
83
sEcTtoN
tr
8
HANDLING, SERYIC¡ TG AND M,A.INTENANCE
AIRPLANE INSPECTION PERIODS
on irems and requircd in_specdon intervals for the pA-2g
2g Servic¿ Manual conrains appropriate forms, and all
perly uained, klowledgeable, and qualified mechanic ar
tion ca¡not accept
engine, propeuer, or accessory manufacpre¡s, o¡
, and,/o¡ not broughr
ctions.issued
the
Ai
-by
A Progresive Inspecrion, approved by the Fe-rleral Aviation
Administrarion trA,q,), is also available to úe
owner' This involves
¡outine and deailed inspections ¡o allow maximum
u¡ilizarion of the airplane. Maintena¡ce
inspecdon costs are reduced' and ùe maximum sEndard
of continued airwonhiness is mainuined. complere
derails are available from piper Aircra-fr Coçoration-
ln addirion, but in conjuncrion wirh ûre above, ûre
the Airwonhiness Cenifica¡e in effect. The owner is respons
FAA
requiremenrs a¡d for mainraining proper ¿o.u,n.n,r.ioï
in
on all aircraft
o
keep
;tljï:.**tt*
A specrmgraphic analysis of rhe engine oil is available from
sever¿l sources. This inspectiorr if performed
propedy' provides a good check of the intem¿l condirion
ofthe engine. To be accura¡e.inducdon air file¡s must
be clea¡ed orcharged regularly, and oil samples musr
be raken ind senr in
ar regularinrervals.
ISSUED: JIJNE 18, 1976
REVISED: JUNE & 1990
REPORT: VB-790
8-3
SECTION 8
HANDLING, SERVICING AND M.A,INTENANCE
8.5
PIPER AIRCRA¡-T CORPORATION
PA.2&18I, CIIEROKEE ARCI{ER tr
PREVENITI¡E MAINTENANCE
holder of a pilot cenificate issu
| cenain*.prevendve
maintena¡ce æ defined
I
which tle pilot owns and operates, and
I
arions (FAR) pan 61 may perfonn
ay be performed orùy on an aircraff
or air taxi/commercial operarions
I service.
I
All other aircraft maintenance must
I Federal AviaÉon
be accomplished by
Adminisration (FAA) to perform thar work
a
penon or faciliry appropriaæly ænificared by the
Anytime mainlenance is accomplished, an entry must be made in rhe appropriate
Irecords.
The entry shall include:
I
(t) The date the work was accomplisheC.
(2) Descriprion of the work(3) Number of houn on tÌ¡e ai¡cr¿ft"
(4)
(5)
Tt¡e cenificare nunber of pilot performing ¡he woÈ.
Signaruæ of rhe inclividual doing rhe work-
REPORT: YB-790
8-4
aircraft mainrenance
ISSLJED: JIJNE 18, 1976
REYISED: JIJNE 8, 1990
SECTION
PIPER .A,IRCRAFT COR.PORATI ON
PA-æ.I81, CHEROKEE ÄRCHER
II
8
H]{NDLING, SERVICINL'-ÂND }IAINTEI\ANCE
8.7 AIRPLANE ALTER.A,TTONS
lf the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.
lrlajor alte¡ations accomplished in acco¡dance r¡rith Advisory Circula¡ 43.13-2, when pcrforrncd by an A & l'
mechanic, may be approved by the local FAA office. Majoralte¡ations to the basic airframe o¡ systems not
covered by AC 43.13-2 require a Supplemental Type Ce¡tificate..
The owne¡ or pilot is required to ascertain that flre following Ai¡c¡aft Papers are
ai¡craft.
(a) To be displayed in the ai¡c¡aft at all times:
(l) Ai¡c¡aft Ai¡wo¡thiness Ce¡tifìcate Fo¡m FAA-810G2.
. (2) Ai¡c¡aft Registration Certificate Form FAA-8050-3.
(3) Ai¡c¡aft Radio Station License if transmitters a¡e installed.
(b)
To be carried in the aì¡craft at all times:
(l) Pilot's OperatingHardbook.
(2) Weight and Balance data plus
(3)
FAA-337 ,
in order
antl
a copy of the latest Repair and Alte¡ation
in
the
Form
if applicable.
Ai¡c¡aft equipment list.
ÄlthougJr the ai¡c¡aft a¡d engine logbooks are not required to be in the aircraft, they should be made
avaìlable upon request. Logbooks should be complete and up 1o date. Good ¡ecords will ¡educe
m¡-i¡teua:tce cost by giving the mecha¡ic information about what has or has not been accomplislted.
ISSUED: JUNE 18,1976
REPORT: VB-790
8-5
PIPER AIRCRAFT CORPORATION
PÄ-2&181, CHEROKEE ARCHER tr
SECTION 8
H¿NpLÛVC, SER\¡ICI\ ..,,{ND MAINTENANCE
8.9
GROUND }IANDLING
(a)
Towing
on the ground by the use of the nose wheel steering ba¡ that is
of the baggge cómpartment or by power equipment that will
tlle nose gea¡-steerinã assembly' Towing lugs are incorporated
Part of
the nose gear
as
fork'
CATIIION
\ilhentowingwithpowerequipment,donottum.the-rosegear
in
ueyondits sierring iaclius in eithe¡ di¡ection, as this will result
damage to the nose gear and steering mecha¡rism'
CAUTION
Do not tow the airplane when the cont¡ols a¡e secured'
Intheeventtowinglinesaænecessary'tobothmaingearstrutsas
the nose and/or tail by not
higjr up on u," tuuJr'Ã-pot iul.' Lintt tttoi'i
less than fifteen feei,ãd a qualifìed person
usc of the b¡akes.
(b)
seat
to mailtain cont¡ol by
Taxü¡g
be
i¡structed and aPProved
utdown Procedures
it
i
,
as
well
roPeller back blast and taxi
following cliecks should be
performed:
'
ill
(2)
(3)
effectivenes'
Taxi a few feet forward and apply tle brakes to determine thei¡
steeri¡g.
of
the
p
effectiveness
tlte
ascertai¡
turni
slight
make
While taxüng,
-Jiíå-;Ë;;;r when taxüng nea¡ buildinss or othe¡ stationarv objects
ouserve
Possible, stati
When taxüng
lf
e airPlane'
d holes and ruts'
(4)
(5)DonotoperRPMwhenrunninguportaxiìngover¡found
containingloyloosematerialthatmaycausedamagetothe
ProPeller blades.
REPORT: YB,'790
8{
ISSUED: JUNE 18' 1976
PIPER AIRCR-A,FT CORPOR,A,TION
PA.æ-l81, CHEROKEE ARCHER
(c)
sEcTtoN
Parki:rg*
CAI.IIION
Ca¡e should be taken when setting b¡akes that are overheated o¡
during cold lveâthe¡ when accumulated moisture mÃy freeze
b¡ake.
(3)
^
Äileron and stabilato¡ contols should be secu¡ed with the front seat belt and chocks
used to properly block the wheels.
(d)
À{oori¡g
The aþlane should be moo¡ed fo¡ immovability, security and protection. The following
procedures should be used fo¡ the proper mooring of the airplané:
( l) Head the airyla¡e into the wind if possible.
(2) Ret¡act the flaps.
(3)
(4)
(5)
Immobilize the aile¡ons and stabilato¡ by looping tÌ¡e seat belt through t¡e control
wheel and pulling it snug.
Block the wheels.
Secu¡e tie-down loPes to the wing tie-down rings and to the tail skid at approximately
45 degree angles to the ground. When using rope of non-syntìetjc material, leavã
sufficient slack to avoid damage to the airplanJshou.td th. rop.s contract.
cAuiloN
Use bowli¡e knots, square knots o¡ locked slip knots. Do not use
plain slip knots.
NOTE
Additional prepa¡ations for Ëigh winds include using tie{own
ropes from the landing gea¡ fo¡ks and securing the rudde¡.
(6)
(7)
Install â pitot head cove¡ if available. Be su¡e to remove the pitot head cover befo¡e
flight.
Cabi¡ and baggage doors should be locked when the airplane is unattended.
ISSUED: JUNE 18,1976
I
H.{NDLING, SERVICING AND MAINTENANCE
TI
REPORT: vB-790
8-7
SECTION
8
r¡,Al.fprn'¡C, SERvICINtt AND }ÍÀINTENANCE
PIPER AIRCRAFT CORPO RATION
PÄ.2&I81. CHEROKEE ARCIIER tr
8.IT E]'IGINEAIRFILTER
(a)
Removing Engine Àir Filter
(l)
Remove the lowe¡ cowl'
izjR''o"ethel¡/ingnutssecuringthefilter'Removethef¡lter'
(b)
Cleaning Engine
Air Filter
Theinductionairf¡]te¡mustbecleanedatleastonceevery50hor¡n,andmo¡eoften,-even
filte¡s a¡e inexpensive, and a spare should be
daiJy, when oprräi¡ü ir, ã"rty .""ations. Ext¡a
kepi on hand fo¡ use as a rapid replacement'
To clean the f¡lter:
(t) Taptrreñlt-eigentlvtofemovedirtparticleqbeingcarefulnottodamagethefrlter'Di
¡lof *arî'ürJ;,í;r i" any [qujd. bO nOf attempt to blow out di¡t with compressed
Àk.
(2)lftheorshowsanydamage,¡eplacc.itimmedialely.
clcan cloth and inslall the filte¡. Tlre usablc life of tlte
(3) Wipc
e: ear or 500 hours' whichever comes fi¡st'
fiJte¡
(c)
Instatlation Of Engine Ai¡ Filter
¡eve¡se o¡der of ¡emoval'
After cleaning or when replacing the fìlter, install the filterin the
8,T3 BR.AKE SERVICE
blocks become
cleara¡lces is necessary. lf afte¡ extended service b¡ake
$
with
new
replaced
Ernents'
be
they should
No adjustment of the brake
excessively
ïorn,
REPORT: VB'790
8-8
ISSUED: JUNE 18' l9?6
PIPER AIRCRAFT CORPOR,I,TI ON
P4.28-1 81, CHEROKEE ARCIIER II
SECTION
)(J
ô<
UO
ÀU
Eo
UC
OU
I
oo
fo
G]
oc
ø
{
d
E<
Eâ2
\\\_J
\\
_)"J
YU
óE
ö¿ l"
ÍdHCÞ
r=òf;3iü
,.í>FF(,!_J
=öff?5õõ
;u4JtrdÀ
-JSOooo
JU>ótsUO
-'; ci -.: ñ; j
J(J
o(
uo
dÀ
ud
OUd
38xr
É)zo
z
O
F
&^4-Z J
Ã:oif
!l
;{Zú>ul(
duquulu
UYUYU:..I
üÍTÍÍÉH
EótrEEIU
irlrlVd
(âi!;iiL(z
E:U:dE<(
OtrJEJ@I
\¿.
_
_._Jì
BRáKE SYSTET{
Figure 8-l
ISSUED: JUNE 18, 1976
8
HANDLING, SERVICINU AND I\IAINTE}IANCE
REPOIIT: vß-790
8_9
SECTION
PIPER ÄIRCRAFT CORPO RÀTION
8
PA.2&1 8I, CHEROKEE .ARCHER
HANDLING, SERVIflÌ.. .åND MAINTENANCE
8.15 LANDING
tr
GEAR SERVICE
x 6, four-ply ratirrg, type
The tluee la¡rding gea¡s use cleveland Atcraft P¡oducts 6.00
8'23')
paragraph
(Refer
to
tubes.
III
tires a¡d
pin, axle nut,. and the two bolts holding the
\vheels a¡e ¡emoved by taking off the hub-cap, cotte¡
then dismount by deflating the ti¡e'
¡ei¡stallation;
fo¡
wheel
and
tË
brake segnent in place. M"tk
halves'
wheel
the
and
separating
wheel
the
from
intougn-totts
tL;"
;;;;;;;-th;
hould be serviced acco¡di¡g to the instructions ön the
aJ static load until 4'50 r' '25 i¡ches of oleo piston
t.25 inches' Should the strut exposure be below that
the aþiane on jacks. DePress
the filler Plug and slowlY rais"
uP
to the bottom ofthe fiL
added' Replace the plug w-itJt
should fluid be below the bottom of the f-dle¡ plug hole, oil should.be plug and submerge the otlle¡
fi1le¡
the
of
stem
valve
the
to
hot"
Jeaill"rti"
valve co¡e removed; attacr¡
end in a contai¡er
from the contai¡er
the main Bear strut
rni¡imum
of I0
in
extend more than
l2
inches. When air bubbles ceæe
again check fluid level. Reinstall the valve core
disconnected.
with fluid i¡ the stn¡t housing at the correct level, attach
^ir"b;;
;;
Û.r. c¡ou¡d, inflate the oleo strut to the
cc
a strut pumP
to the ai¡
valve a¡d with the
rrect height'
O;
In jackj¡g the ai¡c¡aft
used. Ät least 250 Pounds
jacked up. The hYdraulic ja
ai¡plane jacked uP until th
aitached a¡d the b¡llast add
he
is
Þ
g
.Oo
the bottom of
tÏe
+ 2' i¡ either di¡ection and is limited by stops
forging'
Therudde¡peda.larmstopsshouldbecarefullyadjustedsothattheq:du]T-'contactthestopsjust
6tat ¡tt rudde¡ will be allowed to move ttuoue¡ its full
afrer the rudde¡ hits itr rt;;;:il;;g"t;;t*,
travel.
R-EPORT: VB-790
8-1 0
ISSUED: JUNE
I8'
1976
PIPER AJRCRAFT CORPORATION
PA-28-181, CHEROKXE ARCHER
SECTION I
tr
HANDLING, SERWCING ÀND MAINTENANCT
8.T7 PROPELLER SERVICE
endy clea¡ed and inspected for cracks. Before eacl
scrarches, and corrosion. lf found, rhey should b(
ce a nick or scratch causes an area of incieased srresl
eller dp, The back face of ùe blades should be painrec
. To prévent cor¡osion, Ìhe surface should be äleanec
8.19 OIL REQUIREMENTS
The oil capaciry of rhe e¡gine is g quans and ¡he
ùrar engine oil be drained and ¡enewed èvery 50 hours. The
minim
hou¡s oJ operarion. rtte ìn¡.*a be¡ween oil and oil filrer
monrhs. under unfavorable dusry condidons, ¡¡. ol
-á ol fl
lr is recommended
changed every 5c
iåiirtfu!"tt
n,
I¡ ìs recommended that single or
lulti viscosity aviadon grade oils in'dccordance wirh latest issue of
Textron Lycoming Sewice Insm:ition 1014
be used.
e fouowing seasonal aviail-on oit $âdes and seasonal
ambient temperature ranges are recommended:
î
Avemge Ambien¡
Air Temper¿rure
For Sraning
MIL-L.60828
Mineral
SA-E Grade
All Temperarures
15W-50 or 20W-50
Above 80'F
60
.Above 60'F
30'F ¡o 90'F
0'F ro 70'F
0'F ro 90'F
50
40
Below 10'F
Mn--L-2285r
Ashless Dispersant
SA-E Grades
30
20w-s0
20
60
40 or 50
40
30, 40 or 20W40
20W-50 or 15W-50
30 or 20W-30
when operadng remperarures overrap ildicated ranges, use the lighrcr grade
oil.
NOTE
Refer to the latest issue of Text¡on Lycoming Service lnsrrucrion
1014 (Lubricaúng OiI Recommen¿adons) for dnher informadon.
8.21 FUEL SYSTEM
(a)
Servicing Fuel Sysrem
Refer to the PA-28 Che¡okee Service Manual and Period.ic Inspecr.ion Repon for fuel system
sewicing and inspecrion
O)
Fuel Requiremenß (ÀVGAS ONLÐ
Aviation grade fuel with a minimum octille of 100/130 must be used in rhis airp.lane.
Since the use of lower grades ca¡ cause serious damage in a shon period of rime, rhe eigine
warranty is invalidated by the use of lower octanes. Refer ro ¡he larest issue of Lycoming Seriice
Insrruc¡ion No. 1070 for altemare fuets a¡d addidonal informarion.
_.
ISSUED: JUN'E 18,1976
REVISED: JLNE & 1990
REPORT: v8.790
8-1
I
SECTION
PIPER AIRCRAFT CORPORATION
E
H,A.NDLING, SERYICIII¡r' AND MAINTENANCE
A summary of
folìowing charl:
tle
PA-2E.18I, CHEROKEE ARCHER
current grades as well as rhe previous fuel designations is shown
in
II
ûle
FUEL GRADE COMPARISON CHART
Prevìous Commercial
Fuel Grades (ASTM-D910)
Grade Color
Max. TEI
mYU.S.
gi
Curren¡ Com¡nercial
Fuel Grades (ASTM-D9 10-75)
Grade
80
*l00LL
100
none
Cuæntlvfiliury
Fuel Grades (MIL-G-5572Ð
Max. TEL
Color mW.S. gal.
red
0.5
blue
2.0
green **3.0
none none
Grade Coior
Max. TEL
mW.S. gal.
80/87 red
0.5
8Al8'1 rcd
0.5
9t/96 blue
2.0
none none none
100/130 green 3.0
100/130 blue
2.0
115/145 puqple 4.6
115/145 purple
4.6
- Grade l00LL fuel in some overseas counlries is currenlly colored green and designared as "100L."
' Commercial fuel grade 100 and grade 100/130 having TEL con!en! of up ro .! ml¡U.S. gallon are
approved for use in all engines ce¡rifica¡ed for use wi¡h grade 100/130 fuel.
The operarion of ¡he aircraft is approved wirh an anri-icing addidve in rhe fuel. When a¡ a¡uiicing addidve is used, it must ¡eflec¡ ¡he specificadon MIL-I 27ó86, mu$ be uniformally blended wirh
ùe fuel while refueling, mus! not exæed .157o by volurne of rhe refueled quaùiry, and ro ensu¡e is
effectiveness mu$ be blended at not less than .lIvo by volume. One and one half liquid ozs. per ren
gallons of fuel would fa.ll witiLin ùis rarge. A blender supplied by rhe addidve ma¡ufacrurer should
be used. Except for the informarion contained in rhis secüon, rhe manufacrurels mixing or blending
insrucrions should be carefully followed.
CAUTIONS
Assure tha¡ rhe addirive is direcred inro rhe flowing fuel
slream. The additive flow should start after rhe srop
before rhe fuel florv. Do not permir the concentrated
additive to come in contact with the aircraft painred
surfaces or the in¡erior surfaces of ¡¡e fueI tanks.
Some fuels have anri-icing addirives preblended in ùe
fueI a¡ the refinery, so no furrher blending should be
performed.
REPORT: VB-790
3-l 1a
ISSUEDT MARCH 30, 1984
REYISED: JIJNE & 1990
PIPER AIRCRAFT CORPORAT¡ON
PÄ.28.I8I CHEROKEE ARCHER ¡T
(c)
SECTION
Fillìng Fuel Tanks
Observeall requiredprecautionsforhandlinggasoline.Fueljsstoredintwotwenty-fitegallon
-. gal. usable) tanks.
(24
There is approxi mately I 7 gâllons in I he fuel ra¡k whei fuel level is even wirh bott om of
neck indicaror.
ISSUED: I'IARCH 30, 1984
8
HÄNDLING, SERVICING . -,Ð MAINTENANCE
filler
SECTION 8
H,A,NDLING. SERVICNi.
ND MAINTENANCE
PIPER AIRCRAFT CORPO Rr¿\TION
PA-2&18I, CHEROKEE ARCHER tr
FUEL DRAIN
Figure 8-3
(d)
Draini¡g Fuel Strainer' Sumps and Lires
CAUTION
When draining any amouÌìt of fuel, care shor¡ld be taken 1o ensure
that no frre haza¡á exists befoæ starti¡g the enghe'
Each quick drain should be checked after ciosing
has closed completely and is not leaking'
REPORT: YB'790
8-12
it to make
suæ
it
ISSUED: JIJNE 18' 1976
PIPER ÄIRCR,1.FT CORPORTA,TION
PA.28-181, CIIEROKEE ARCHER
(e)
SECTION 8
TIANDLING, SERYICING-AND MÂINTENANCE
II
D¡aining Fuel System
The bulk
9f t¡q fu"l may be drained f¡om the system by opening the va.lve at the inboard
end of each fuel ta¡k. Pustr up on the a¡ms ofthe d¡ain valve-a¡á turn counte¡clockwise
to hold
th9 d¡ain open. The remaining fuel in 1]re system may be d¡ained through the filte¡ b;*i A"t
i¡dividual tank may be drained by closing tÍre selector valve and then draining the desi¡ed tank.
8.23
TTRE INFL,A,TION
For maximum service f¡om the tires, keep the
p¡essuies - lg psi for the nose
for the main gear. All wheels a¡d
originâl instaliation, a¡d the
'elationshjp of tire, tube a¡¡d wheel should be maint
Unbalanced *fr..t á*
vib¡ation
gear;
in
the
landiry
therefore,
"rr."
in
the
installation of new components, it may be n.."rr.ry
'(treme
to ¡ebalance the wheels with the tires mounted. When checking tire pressureiexamine the L", i;;;;;i
gear a¡rd 24 psi
'
cuts, bnrises, aad slippage.
8.25 Bi4.TTERY SERVICE
,A'ccess
to the l2-voll bâttery is through en
access
parel at the right ¡ea¡ side of the
baggage
compartment. The battery box has a plastic tube which is normally closed oflwith a cap and wtric¡
*iãuî¿
be.opcned gcga¡io,qitly to drain off any accumulatíon of liquid. The battery strould u..frr.t.a iãìpiãp.i
fluid level. DO NOT äll the battery above the baffle plates. DO NOT fill the battery with acid - urJ*ri.,
only. Ä hydromete¡ check will determi¡e tJle percent oì charye in the battery.
. .If F" battery
is
not up to charge, recharge sta¡ting at a 4 amp ¡ate and fi¡ish-ing with a 2 a¡¡p ¡ate.
^
Quick charges a¡e not ¡ecommended.
8,27 CLEANING
(a)
Clea¡Ling Engine Compartment
Before cleaning the engine compa¡tment, place a strip of tape on the magneto vents to
pævent aay solvent from entering these units.
(l) Place a large pan unde¡ the engine to catch waste.
(2) With the engiae cowling rernoved, spray or brush the engine with solvent o¡ ã mixture
of solvent and degreaser. In o¡de¡ to remove especially heavy dirt and grease deposits,
it may be necessary to brush a¡eas that were sprayed.
CAT]-IION
Do not spray solvent into the altemator, vacuum pump, starte¡, o¡
ai¡ intakes.
(3) Allow
the solvent to remai¡ on the engine f¡om five to ten minutes. Then rinse the
engine clean
ISSUED: JUNE 18,1976
with additional solvent and allow it to dry.
REPORT: VB-790
&r3
SFITION
PIPER AIRCRAFT CORPORATION
8
iÃ-zcrar,
HÄñiÑG, SERVICIÌI ..NDMAINTENANCE
cHERoKEE ARcIIER tr
CAUTION
Do not operate the engine until
or
excess solvent has evaporated
otherwise been removed'
l4l
ì;í
(b)
Remove the protective tape from the magnetos'
Lit;;;d-ini-"onuor.,'bearine
su¡faces,
etc'' in
accordance
with the Lubrication
Chart.
Clea¡Ling Landing Gear
Beforecleanjngthelandinggear,placeaplasticcoYerorsimila¡materialove¡thewheela¡d
brake assemblY.
(1)
(2)
(3)
(4)
iS)
(c)
Plac! a pan under the gear to catch- was-te'
mixtwe of solvent and degreaser' as
Sp¡ay o¡ bn¡sh utîlE t *t with.solvent o¡ a
collected, it may be necessary to
have
deposits
d.irt
rrå'avfþ;;d
desi¡ecl. wirere
them'
clear
to
o¡der
in
brush areas that weæ sprayed,
ten minutes' Then ¡i¡se the gear
Àllow tt e solveniî ä;ú-ä; the gear f¡om fìve to
with additional solvent and allow to dry'
the catch pan'
Remove the cover from the wheel and rem-ove
Cha¡t'
Lubrication
the
with
gear
accordance
in
I-uU¡cate the
Clea¡ri¡g Exterior Surfaces
The aþtane should be washed with a mild s
or detergents could make;";.1.-h; on paiatedmetal. Cover a¡eas wherc cleaning solution coul
ives or alkaline soaps
d cause corrosion of
the airplane' use the
a sponge or a soft bristle brush'
on to ¡emai¡ on the surface longer'
a
cloth damPened with naPhtla'
d srufaces' Soft cleanirg
n clean-ing or Polishing' A
the abrasion Problems in
these areas.
(d)
Clea¡ri¡g Wi¡dshield and Windows
o)
,TiTlilüi,i,ili""
(2)
(3)
CAUTION
benzene, carbon tetracho¡ide'
thinne¡, acetone, or window cleanìrg sprays'
Do not ur" à"rolir,", alcohol,
REPORT: vB-790
8-14
ISSLJED: JUNE 18' 1976
PIPER .ÀIRCR-A,FT CORPORÀTION
PA.2ß.181, CITEROKEE ARCHER II
SECTION
8
HANDLING, SERYICING AND MAINTEN ANCE
(4) Âfte¡ cleaning
(5)
(e)
plastic surfaces, apply a thi¡ coat of hard polishing wax. Rub ¡ìghtly
with a soft cloth. Do not use a ci¡cula¡ motion.
A severê sc¡atch o¡ mar in plastic can be ¡emoved by mbbing out the scratch with
jeweler's rouge. Smooth both sides and apply wax.
Cleanine Headliner, Side Panels and Seats
(l)
(2)
Clea¡ headliner, side panels, and seats with a stiff bristle brush, and vacuum wÌæ¡e
necessafy.
Soiled upholstery, except leather, may be clea¡ed with a good upholstery cleaner
suitable fo¡ the material. Ca¡efully follow the manufachrre¡'s instnrctions. Avoid
soaking or harsh rubbing.
CAUTION
Solvent cleane¡s requte adequate ventilation.
(3)
(f)
Leathe¡ should be clea¡red with saddle soap o¡
a
mild hand soap and wate¡.
Cleaning Carpets
To clean ca¡pets, fì¡st ¡emove loose di¡t with a whisk b¡oom or vacuuÍf, For soiled spotË
and stubborn stains use a noninflammable dry cleaning fluid. Floor carpets may be removed a¡d
cleaned like any household carpet.
8.29 COLD WEÄTHER OPERATION
Fo¡ cold weather operation a winterization plate is installed on the inlet opening ofthe oil coole¡ duct
on the rigltt rear engine baffle. This plate should be installed whenever the ambjent temperature reaches
50o F o¡ less. The plate should be ¡emoved and sto¡ed in the cockpit when the ambient temperature
exceeds 50o F
It is ¡ecommended that an optional
weathe¡ ope¡ation. This
Engine Breather Tube lVinterization
Kit be installed for
cold
kit is available through you¡ Piper Deale¡/Distributor.
ISSUED: JLINE 18, 1976
RE\{ISED: JULY 3, 1928
REPORT: VB-790
&15
8
Hñbtñô, SERVIcIN
SECTION
ND
MÄINTENANcE
PIPER AIRCR.AFT CORPORâTION
cIIERoKEE ARcHER II
PA-28'1 81,
)
THIS PAGEINTENTIONALLY LEFT BLANK
REPORT: VB-?9C
8-1 6
ISSUED: JUNE 18, 1976
SECTION
9.
SUPPLEMENTS
SECTION
9 -
SUPPLEMENTS
TABLE OF CONTENTS
SECTION 9
SIJPPLEMENTS
Paragraph/Supplement
No.
General
I
,)
.
Ai¡ Conditioning System Installation
.A.utoFlite II Àutopilot Instdlation
3
Autocontrol ItrB Autopilot Installation
4
Piper Electric Pitch Trim
PIPER AIRCR.A.FT CORPOR,A,TI ON
P,A.-æ-l 81,
cHERoKEE ÁRcuËa
sEcTtoN
u
SECTION 9
SI,JPPLEMENTS
9.1
GENER,{L
This
;ïï,:îî.
Lî,ff""i:T;:,:îi"fi;låJi;1"ilî J:::iffijxï:iiïlll
section a¡e .,FAA.Approved,,and consecutively
numbered
The information contained iri ãr.rr-sìppí.-r*t
applies
.d-Pl
re
ISSUED: JUNE 18, r976
9
SUPPLEMENTS
f:
airplane.
as
only when t¡e
REPORT: VB-790
9-l
ì
ISSUED: JUNE 18' 1976
PIPER AIRCRáFT CORPORATION
PÀ.æ.181, CIIEROKEE .A,RCHER
SECTION 9
SUPPLEMENTS
II
SI.JPPLEMENT
1
AIR CONDITIONING INSTAILATION
SECTION
I.
GENER.A,L
This supplement supplies information nec€ssary fo¡ the efficient operation of the airplane when the
optional air condìtioning system is installed. The information contained within t}ris suppiement is to be
used "as described" in conjunction with the complete handbook.
Tl.is supplement has been "FAA App¡oved" as a permanent pa¡t of this handbook a¡d must remai¡
this ha¡dbook at all times when the optiona.l air conditioning system is installed.
SECTION
i¡
2. LIMITATIONS
(a) To insu¡e maximum climb performance the aj¡ conditioner must be tu¡ned "OFF" manually
prior to takeoff to disengage the compressor ând ¡etract the condenser door. Also the ajr
conditioner must be tumed "OFF" manually befo¡e the landing approach in preparation for
possible go-around.
(b)
a
Placa¡ds.
In full view of the pilot, in the a¡ea of the ai¡ conditioner cont¡ols when the ai¡ conditione¡
installed:
is
..WARNING AIR CONDITIONER MUST BE OFF TO INSURE
NORMAL TAKEOFF CUMB PERFORMANCE.''
In fr:ll view of the pi.lot, to the right of the engine gauges (condenser door light):
..4]R COND DOOR
OPEN''
SECTION
\'
3. E}IERGENCY PROCEDURES
No changes to tle basic Emergency P¡ocedu¡es provided
-¿ndbook a¡e necessary for this supplement.
ISSUED: JUNE 18,1976
by
Section
3 of this
Pilot's Operating
REPORT: VB-790
9-3
PIPER AIRCRÂFT CORPORÁTION
PA-2&181, CHEROKEE ÀRCHER tr
SECTION 9
STJPPLEì{EMS
SECTION
4. NORN{ÄL PROCEDURES
Prio¡ to takeoff, lhe air conditionef should be checked for proper operation
as
follows:
(a)
Check ai¡craft master switch
(b)
t-'
control switch to "ON" md the fan switch to one of the operating
Turn the ai¡ conditione¡
p"rit"", - tfr" ,,afn CONO OOOR OPEN" warning light wi]l tum on, the¡eby indicating proper
"ON'"
ai¡ conditione¡ condense¡ door actuation'
(c)
OPEN" warning
Tum the ai¡ conditione¡ cont¡ol switch.to "oFF" - the "AIR COND DOOR position'
up
the
in
doo¡
is
condenser
aii
conditioner
t¡e
i¡dicating
light will go orrt, t¡"trUy
OPEN" lig¡t does not respond as specified above, an ai¡ conditioner
(d)
, ' If the "AIR COND DOORmalfunctio¡iis
indicated and furthe¡ investigation should be conducteo
,yri"* or i¡alicato¡ Ur¡b
p¡io¡ to flight.
The above operational check may be performed during flight
ifan in flight failure
is suspected'
The condenser door light is located to the right of the engine instrument cluster
The doo¡ lieht illuminates ri¡en the door is open a¡d is off when the door is closed'
i¡
front of the piJot'
SF,CTION 5 - PERFORMANCE
decreases
door
re is normally n
of
t
drag. When the air
ower f¡om the
slight
Operation
in
limb' cruise or
Eht i¡c¡ease
co-ndenser
engine is required
rarge performance of the aþlane.
NOTE
To insu¡e maximum climb performance the ai¡ conditioner must
off manuaJly before takeoff to disengage the compressor
and ret¡act tite condJnse¡ door' Also the ai¡ conditioner must be
turned off manually befo¡e t}te landing approach in preparation
for a Possible go-around.
be turned
operation, these
A.ltliouflr the cruise speed ar¡d range a¡e only sli_ehtly affected by the 'ir-c.onditioner
the following figures æsume.that'
bã
consewative,
fo
r¡ãíld Ue co'siAeieãlpi"fUcÃt p1¿"nine.
-the
airplane is ai¡borne. This will be the case only
"i'-eÃ
operatinf .oni""ã'ùrv while
t¡, Ëo.prrrror is
extremely hot weather'
(a) The decrease in true airspeed is approximately 4 KTS at all power se-ttings.
iùi nr dec¡easein t-gr.áy be as much as 32 nautical miles fo¡ tJre 48 ga.llon caPacity'
REPORT: VB-790
94
ISSUED: JUNE 18,1976
PTPER .CIRCR,A.FT CORPORAT1ON
P4.28.181. CIIEROKEE i4.RC¡IER
II
SECTION
9
SUPPLEMENTS
The climb performance is not compromised measurab.ly with ihe ai¡ cond.itione¡ operating since tl¡e
is declutched and the condense¡ doo¡ is ¡euacled, both automatically, whìn a fùI tluottle
position is selected. When the full th¡ottle position js not used o¡ in the event óf a malfu¡ction wlúc¡
$'ould cause the compressot to operate and the condenser door to be extended, a dec¡ease in ¡ate of cljnlb
of as much æ 100 fpm can be expected. Should a malfunction occur whiciì prevents condenser doo¡
¡et¡actio¡ when the compresso¡ is tumed off, a decrease in rate of climb of asmuch as 50 fpm can be
compressor
expected.
ISSUED: JUNE 18,1976
REPORT: W-790
9-5
PIPER AIRCRåFT CORPORÄTION
PA.2&I81, CHEROKEE ARCHER II
TTIIS PAGE
INTENTIONAILY LEFI BLANK
ISSUED: JUNE 18, r976
PIPER AIRCR.A.FT CORPORATTON
8I, CHEROKEE ÄRCTTER II
sECnoN
P.A.2E.I
SUPPLEMENT 2
AUTOFLITE tr AUTOPILOT INSTALLATION
SECTION
1
. GENR,4,I
the operation of the aþtane when the optional
tained within this srpplement is ro be
rutoFlil ìTtÏfffiÏi
described,,in
cory.unction
";ã-"r.
This supplement hæ been "FA'A App¡oved" as a p-e¡ma¡ent part
of this handbook and must remai¡ in
.ris ha¡dbook at alr rimes when 1åe optiäna AutoFriie'Ill,utopitåt
is inrt.n-rä:"-"
SECTTON 2.. IJÞÍITATIONS
(a) ,{utopilot
(b) Autopilot
uæ prohibited above 149 KIAS.
..OFF"
during takeoff and laniing.
SECTION 3 . EMERGENCY PROCEDURES
Disconnect switch on piJot,s control wheel.
å'iiî:lï J* ; i
(e) ln approach configuration a malfu¡ction with a I
I 8' ba¡k and 10, altitude loss.
second delay
oä0".",1*.
*'^
i.i
:?
ìï3
in recovery initiation ¡esulls in
SECTION 4 - NORM.A,L PROCEDURES
(a)
Engagement
)
l)
(I
(
(b)
(c)
Rocke¡ Switch on instrument panel - ON.
Disconnect switch on reft h¡¡d side of pilot's contor wheel RELEASED.
Disengagement
(l)
(2)
Dep¡es Discon¡ect Switch on pilot's control wheel (or)
Rocke¡ Switch on instument janel . OFF.
Heading Changes
(!) Denres Disconnect switch, make Heading change, release Discon¡ect s,ritch.
(2) Move Trim Knob on instrument fo¡ D¡ift-cor¡ecÉón
.
ir""ai.g.
(3) Move Tum command K¡ob on ínstument fo¡ ¡ig¡t o¡f¡om
"o^tÃiturns.
lert ua¡ie¿
ISSUED: JUNE 18, 1976
9
SUPPLEh{ENTS
RPORT: vB-790
9_7
SECTION 9
STJPPLEMENTS
(d)
'-'
OMM Tracker
¿it-
Crnæt
iiÍ ftit"
SECTION
to-
Comma¡d l(nob and pusir IN to engage T¡acker'
Ihob 'push IN for high sensitivity'
5. PERFORMÀNCE
5 of this Pilot's operating Handbook
No changes to the basic performance provided by section
necessa¡Y
for this suPPlement'
REPORT: \¿8'790
9-8
are
ISSUED: JIJNE 18' 1976
PIPER AIRCRAFT CORPORATION
PA.28.18I, CHEROKEE ARCHER tr
SECTION I
SUPPLEMENT¡
SL?PLEMENT 3
AUTOCONTROL rnB
^4,UTOpILOT INSTAILATION
SECTION 1 - GENERAL
This supplement cupplies information
necessary for tie operadon of ¡be
airprane when úe optionar
Piper Autoconrol IIIB Autopilo, it
i"r,nu.ã.
i.åfo.m"rion-conr¡nea witrrii irLis suppr"-"nt
used "as described" in conjuncrion wi¡h
i. ro uJ
rhe .ornpi",.
r¡.
iL¿¡oor..
This supplemen¡ has been "FAA Approved"
as a permanenr pan of this handbook
a¡d
rhis handbook ar a' ¡imes wirh rhe oprioni
rip* ar.ð*rror I'IB Auropilor is ins¡ared. musl remain in
SECTION
2. LI}trTATIONS
(a) Auropilor
(b) AuropiloÌ
use prohibired above 149 KIAS.
,,OFF,
during ¡akeoff and lanahg.
SECTION 3 . EMERGENCY OPERATION
(a) In an emergency Lhe Autoconrol
(1) Pushiig r¡. rol oÑ-órr
(2) Pu.lling the Auropilor Circu
onty)
no
L'gu
Y:
nos' 28-7790001 through 28-789u151
(b)
I
(c)
iniriation of recovery while operaring in a
45ô ba¡k a¡cl 1g0, ahitude loss. Maximum
(d)
e initiation of recovery, during an approach
8o bank and
l0,aldrude loss.
SECTION 4 . NORM, .L PROCEDURES
PREFLIGHT
(a)
AUTOPILOT
Place Radìo couprer in "HDG" Mode (if
insraüed) and place rhe Ap ,,oN-oFF,, swirch ro
the "oN" position to engage rou secrion.
Ro¡are roII àommand k¡ob teft and righr and
observe råat conrrol wheel describes a corresponding
left and right rum, t]len cente¡ knob.
(2) set conect compass heading on D.G. and
rum HDG bug ro ai¡cra--ñ heading. Engage .,HDG,,
mode rocker switch a¡d ¡otare HDG bug left
and rightl Ai¡craft coru¡ol wheel should rum
same direction as bug. Grasp conrol whãel ana
manuatty override servo, bol¡ di¡ections.
(t)
Jt
,E 18, 1976
ISSUED:
REWSED: JUNE 8, r990
REPORT: v8.790
9.9
SECTION 9
PIPER AIR CR,A,FT CORPO RATI
SUPPLEMENTS
PA-2&I8I, CHEROKEE ARCIIER tr
o)
ON
RADrO COT.JPLER - (OPTTONAL)
(1) Tune and identify VOR or VOT s¡a¡ion. Position Radio Coupler ro OMNI Mode. Engage
Autopilot ROLL and HDG switches. Set HDG bug to aircrafr heading and rorare O.B.S. ro
cause OMNI indicator Needle to swing lefr and right slowly. Observe rha¡ conrrol wheel
rotates in direction of needle Eovement.
(2)
Dsengage AP "ON-OFF' Swirctr. Res€r Radio Coupler conrrol ro HDG.
IN FLIG}IT
(a)
(b)
Trim airplane (batl cenæred).
(c)
Roll Secdon.
(1) To engage, center ROLL krob, push AP "ON-OFF" swirch ¡o "ON" position. To turn,
rolate console ROLL knob in desired direction. (Maximum angle of barl should nor exceed
Check air pressure vaa¡um to ascenain that
sufficient air.
(2)
(d)
and ani$de gyro are receiving
30".)
For heading mode, set directional gyro with magnetic compass. Push directional gyro HDG
k¡ob in, rotrte bug to aircraft heading. Push console heading ¡ocker (HDG) switch ro "ON"
position. To select a new ai¡craft heading, push D.G. heading knob "IN" and ro¡are, in
desired direcrion of rum, ro the desired heading.
VORIILS with Sråndad directional gf,ro. (Optíonaf)
For VOR Intercepts and Tracking:
Select the desired VOR course and set üe HDG bug ro the same heading. Selecr OMM
mode on the coupler and HDG Mode on rhe auropilor console.
Radio Coupling
(1)
ùe directional gyro
-
(2)
For ILS Fron¡ Course lnærceprs and Tracbng:
Tune the localizer frequency and place the HDG bug on ¡he inbound, front course
heading. Select LOC-NORM mode on the coupler and HDG mode on the auropilor console.
(3)
For LOC Back Course Inærc€prs and Tracking:
T\¡¡e tle localizer frequency and place the HDG bug on rhe inbou¡d course heading to
the airport. Select LOC-REV mode with coupler and HDG mode on the autopilot console.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided
necessary for this supplement.
REPORT: VB-790
9-10
by Section 5 of rhis Pilot's Operating Handbook arî
ISSUED: JIJNE 1& 1976
PIPER AIRCRJA,FT CORPORá.TION
PÄ.28.I8I, CUEROKE ARWER
II
THIS PAGE INTENTIONALLY LEFT BLANK
ISSLJED: JIJNE 18, tg7d
TI{IS PAGE INTENTIONAILY LEFT BI-ANK
PIPER ÄIRCRATT CORPOR.A,TION
PÄ.28.I81, CHEROKEE ARC¡IER
SECTION 9
II
SUPPLEMENTS
SUPPLE}ÍENT 4
PIPER ELESIRIC PITCH TRIM
SFCTTON 1 - GENERAL
This supplement supplies r1þya_tion necessary for the operation
Piper Electric Pitch T¡im is i¡stalled. The informatiån contained *ithir
described" in conjunction with ttre complete handbook.
of the airplane when the optìonal
tlú;;";lement
.,as
is to be used
This supplement has been "FAA App¡oved" as a permanent part of this handbook
a¡d must ¡emain
a[ times when the optiònar piper Ereitric pitch rri- i. i"rãù;d-
"-,a handbook at
SFCTION
2. LIMITATIONS
No changes of the bæic limitations provided by Section 2 of this Pilot's Operating
Handbook
necessâry
i¡
are
for this supplement.
SECTION 3 - EJ\IERGENCY PROCEDURES
(a)
In case of malfunction, ACTIVATE disconnect su,irch locared above the ignition swiLch. ro OFF
POStt¡ On.
(b) ln case ofmalfunction, overpo\\¡er the electric trim at either control q,heel.
(c) Maximum altitude change with a 4 second delay in recovery iniriarion is 800 leet and occurs
the descenI configuration. Maximum ahitude óhange in the approach configuration u,ith a
second recove¡, delay
SECTTON 4 .
is
in
4
100 feet.
NORìÍÄL PROCEDURES
. The elect¡ic trim system may be turned ON o¡ OFF by a switch located above the ignition switch. The
pitch bim may be changed when the e.lechic trim s-vstem is turned on either by movin! the manual pitch
trim contol wheel o¡ by operating the trim cont¡ol switch on the pi.lot's control yoke. To prevent excessiye
speed increase in the event of an electric trim run-au'ay malfunctiãn, the system-incorporates an automatic
disconnect feature which ¡enden thesystem inoperative abôve approximatily 143 KIAS. The disconnecteá
tition does not affect the manual trim
system.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of this PiJot's Operating Handbook
necessarlr
for this supplement.
ISSUED: JUNE 18. 1976
REYISED: IIIARCH 30, ¡984
are
REPORT: \/B-790
9-r3
PIPER AIRCR.A.FT CORPO RATION
PA.2&I 81, CHEROI(EE ÄRCHER U
THIS PAGEINTENTIONALLY
IEFT BLANK
ISSUED: JUNE 18, 1976
SECTION
1O SAFETY TIPS
SECTION
1O SAFETY TIPS
TABLE OF CONTENTS
SECTION IO
OPERATIn-G TIPS
Paragraph
No.
0.1 General
.0-i OperatingTips....
Page
No
......... l0-l
....... l0-l
REPOR.T: VE-790
1Gi
PIPER A¡RCRAFT CORPORATION
PÄ.28.I8I, CHEROKEE ARCHER II
SECTION IO
OPNRATINC TIPS
SECTION IO
OPERATINC TTPS
IO.I CENERAL
This section provides operating tips of particular lalue in rhe operarion of the Cherokee Archer
ll.
.0.3 OPERATINC TIPS
(a)
Leam to trim for takeoff so that only
tö lift the aþlane off the ground.
(b)
The best speed fo¡ takeoff js about 53 KIAS unde¡ normal conditions. Tryirg to pull tJre airpla¡e
an ainpeed dec¡eæes the cont¡ollability of the airplani in the evùt of
engine failure.
a
very light back pressure on the control wheel is requrred
off the ground ât too low
(c)
Flaps may be lowe¡ed at airspeeds up to I 02 KIAS. 1o reduce flap operating loads, it js desirable
to have tie airylane ât a slower speed before extending the flaps. The flap slep w.ill not support
weigltt ifthe flaps are in a¡y extended position. The flaps must be placed in the "UP" position
before they will lock and support weight on tle step.
(d)
Before attempting to reset a¡y ci¡cuit breaÌer, allow a two to five minute cooling off period.
(e)
Before starti:rg the engine, check that all radio switches, light switches and the pitot heat s*,itch
are in t¡le offposition so as not to create an overloaded condition when the sta¡ter is engaged.
(l)
Strobe ligJrts sholtld rtot be operating s'lten llying through ovcrcast arrd cìoucls, sincc rcflcctcc.l
lig.ltt can produce spacial disorientation. Do not operate strobe lig|ts when taxiing in the vicinity
of other ai¡c¡aft.
(g)
The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot
should becomefamilia¡withtheproperpositioningof lúsfeetontherudderpedalssoastoayoid
interference with the torque tube when moving the rudder pedals or operating the toe brakes.
(h) In a¡ effo¡t to
avoid accidents, pilots should obtain and study the safety related information
made available in FAA publications such as regulations, advisory circulars, Aviation Nervs, AIM
and safety aids.
(Ð
The shape of tlre wing fuel ta¡ks is such that in certajn maneuvers the fuel nlay move away lrom
the tanÌ outl€t. lf the outlet is uncovered, the fuel flow will be interrupted and a temporary loss
of power may result. Pilots can prevent i¡adve¡tent. uncoveri¡g of the outlet by avoiding
nìarteuvers which could ¡esult in uncovering the outlet.
ISSUED: JUNE I8, 1976
REYISED: N'l,,\RCH 20, 1984
REPORT: \'B-790
r0-l
ECTIoN
PIPER AIRCRAFT CORPORATION
PA-28-I8I, CHEROKEE ARCHER II
10
PERATINC TIPS
Extreme running turning takeoffs should be avoided
as
fuel flow intemrption may occur.
or skids which result in excess of 2000 ft. of a]titude loss, or other radical o¡
*rnãuur6 which could cauæ uncovering of the fuel outlet must be avoided as fuel Oow
P¡olonged slips
.iitrri
intem.rption may occur when tank being used is not full'
Ú)
er, should hand starting
sra
required,rocedure'Themagnetoselectorshouldbe
placedtotheprobabilityof..KickBack.'.Placethe
started'
ígnition s
Hand
EPORT: VB-790
vz
of the engine. be
ISSUED: JUn*E 18. I976
REVISED: À'IARCH 30' I984
Anhang zum Flughandbuch
fùr
PA-28 - 160
PA-28 - lô1
PA-28 - 180
PA-28 -
181
Kennzeich:n: D
w-Nr. 28-67j bis 28_1760 ,28-176i bîs 28 -1377
w-Nr.28-2716001 bis 2EJ116001 und höher
rL¿
\
n
\J P
^ II s^
W-Nr. 28-67.t bis 28-1760,28-116i bis 2g_S8s9,
28_71 05001 bis28750S26t
w-Nr.28-769000,t b¡s 2E-7990626, 28+O9oo01 bis 28€590001 u. höher
-
Werk-Nr.:
Beschränkungen / Limitations
Kraftstoff:
ZusåÞlich zu den im Original-Flughandbuch aufgeführien Kraitsioffen sind
folgende Kraftstoffe zugelassen:
UnverbleiterAutor¡obilkraftstoff nach DIN EN 228 ROZgE
Unverbleiter Automobilkraftstoif gemãß ASTM Spezifikation D-439 mit einem
Antiknockindex von m¡ndestens g1 Oktan (ROZ+MOZ)IZ
Verbleiter Automobilkraftsiofí gemäß ASIM Spezifikation D-439 mit einern
Antiknockindex von mindesiens 91 Oktan (ROZ+MOZ)/2
Das Mischen mit AVGAS Flugzeugkraftstoff ist gestatiet.
Anmerkung: Es dürfen nur K¡afts-toffe mit einem Atkohotgehalt von maximal l% ve¡y¿endet
wercien! Falls díese lnformation nicht vortiegt bzw. dieser Kraftstoff nicht
veíügbar r's4 muss AVGAS getanktwerden (entsprechend den Angaben des
h a ndbuches).
K¡aftstoff nach DIN EN 228 kann bís zu S % Atkohot enthalten I
FIug
Beschriftung: Neben den bestehenden AVGAS-Beschriftungen ist an jeder Tankeinfullöffnung
ein AuÍklebe¡ mit dem folgenden Text anzubringen:
Ausçabe:1
Fä8?Ä2&t
ûl
vom 24. t 0.2001
Seite 1 von 2
{s
'häirira
331
Å
Or
n:Blen ks.r.
2
g
unschweig
Amlnsfrumentenbrett,imdirehenBlickfelddesP¡lotenilfolgendesllinwe¡ssch¡ldanzubringen:
Kopie
Normalverfahren / Normal Procedures
Tankwahlschalter
':
Autobenzin oder ein
Start und Landung auf Tank rechls durchfÜhren 'wenn
wird'
verwendet
LL
1oo
AVGAS
und
aus
Autõbenzin
é.Àii"r'
Kraftloif - Planung
:
dass bei Venvendung von Auto'
Die Tankwahlschaltung soll so gewählt werden '
als 30' c ein Krefisiofme-hr
(OAÐ
von
Eenzin und eìner Aussentempeiatur
Betrieb
.inoestens % dei Behältervolumens fÚr den normal€n
úã"ãi
"on
verbleiÞt.
Kra ftstoff-Zusatz'
pumPen
Nr' 2 ) eingebaut
2 elektrisch betriebene Zusalzpumpen ( nr' 1 und
: Es sind
-Jurcn
werden'
e¡ngeschaltet
lnlrumenlenbrett
â''n
Schal"er
A:e
'
oder Landung eÌnEeEine dieser Pumpen muss Þei Rollen , Start, Steigflug
ausreichender
IåriãriËi-.ãìi t ê'.¡rlt.t oN ). Während des Reisefluges '
werden
ki.rtJ,o;'¡rucÈ uorrrrg.s.tå , kann diese Pumpe ausgeschaltet
(d"î;li;;i.ll;;s orr i. vgl. auch Beschränkunsen / Limitations im
Origin
Zur gl
wird d
Fu nktionskontrolle
der PumPen vor
dem Anlassen
es'
r Pumpen im lnteresse der Betriebssicharheit
ung der PumPen emPfohlen'
Nr' 1 und Nr' 2 nacheinanCer
Batterie-HauPtschalter eìnschalten und die Pumpen
des
FunKion durch Hören des Pumpenlaufgeräusches und
eusschalten'
Xiaistofiorucfes jeder Pumpe überprÛfen' Pumpe wieder
.i.r"Àitlr . ir"eils
Notverfahren / Emergency Procedures
im rechten Tank weiniger
Faìls aus unbekannten GÑnden der Kraftloffuonat
alsZseinsollte,kannausnahmsweisedieLandungmìtdemlinkenTank
eusgefúhrt werden'
Vom Luftfahrt-Bundesamt genehmigt:
Datum: ,l Z Juni t2
Suppl. ChPt 8
AFM SupPlList
Reg.:
Type.:
S/N.:
DiamOnd
Mass and Balance
MAINTENANCE
OE-DKT
PA 2B-181
28-7890244
Man.: PIPER
Date.: 22.02.06
Sup.
No
Title
Rev.
No
Date
Applicable
YES
NO
AFM-M1O
GMA-340
06.02.06
,q
o
AFM-M12
Gt106A
06,02.06
Þ:
o
AFM-M26
KR87
06.02.06
E}
o
22.10.99
F,
o
o
o
E
D
o
o
o
o
1
90-
00 1 40-03
GN543O
B
@2Dia¡p,gg{
EASA APPROVED FLIGHT MANUAL SUPPLEMENT
GMA-340
This document must be carried in the aircraft
at ail times. It describes the operating
procedures for the GMA-340 when it has
bee r instailed in accordance with the GMA_340
installation manual and EODM-101.
For aircraft with EASA Approved Airplane Flight
Manual, this document serves as the EASA
Approved Ftight Manuar suppremeni ror tne
ð¡¡R-gì0. Ëor aircraft tnat oo not trave an
approved flight manuar, this document seryes as the
EASA Approu.J srppì.r"nirìigi,t
Manual for the ct\4A-340.
The information contained herein supprements or supersedes
the basic Airprane Fright
Manual only in those areas ri,sted.heiéin. For rimitatiáni,-procedures,
and performance
info¡mation not contained in this document, ."rrrli
in" brsic Airprane Èr¡gî,i
vã";i.
Technical Visa by ACG:
European Aviation Safety Agency (EASA) approved
Date:
Pags
0
@Dia¡pgp_!,
Doc.No.: AFM-M10
GMA-340
0.1
ìev
,,1o.
RECORD OF REVISIONS
Reason
Chap- Pase(s)
ter
AFM-M10 I Rev.:-
)ate of
levision
\pprovel
06 Feb 2006
Date of
Date
Approval
I
Signature
nse rted
Page
'1
3ÞDia¡p,ggf,
0.2
LIST OF EFFECTIVE PAGES
Chapter
Page
0
1
1,2,3,
0
2
3
4A, 48,5
4
Date
06 Feb
06 Feb
06 Feb
06 Feb
2006
2006
2006
2006
06 Feb 2006
Ã
06 Feb 2006
5
6
7
11
06 Feb 2006
06 Feb 2006
06 Feb 2006
06 Feb 2006
06 Feb 2006
06 Feb 2006
06 Feb 2006
7
12
06 Feb 2006
B
2
ot
B
I
10
06 Feb 2006
AFM-M1O I Rev.:-
06 Feb 2006
Page 2
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äinén, ileb¡---ls SS959
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FL lOdT T,ANUAL SUp p LTHENT
FOR
p
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2S-67tt028-1760
28- l t'6t to?8-4377
pA_28- I 6 I
26-77 t6001 to 26-Et t600l &
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26-67 I to ZE-1760
2ô- I t-6 t to 28-SBS9
28-7 I 0S00 I ro 2B-7S0S26
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28-769000
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lÀr.¿Ï;
(Set Prcceduras Section of this Su¡-rpìenert)
pci't:
plecards at æh fuel servicing
ilær exìsiing AV-GcS
PPOCTDURIS STCTION:
Imerosnry PrrceCur6
l)llfofðf|yfæsorì.fuelQuant.ityontherighttônkisnærìydepletec(læsthanl/4fuìì)
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UæRigtrl'tankfortakæff
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1.
s,ùoøm,gnil
Doc.No.: AFM-M10
GMA.34O
0.3
TABLE OF CONTENTS
Page
1.
2.
..
......................
OPERATING LIMITATIONS
GENERAL
.,'"'' ''4
EMERGENCY
5. PERFORMANCE......................
6. MASS AND BALANCE........
7. DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
8,
..............
" ......4
.....".." "'"..4
.....
... .....
06 Feb 2006
.4
.. ...... ... .'.. .....5
.
""...... ...."" ...
AIRPL,CNEHANDLING,CAREANDMAINTENANCE.""...............",..",,..12
AFM-M1O I Rev.:-
4
... ..............4
PROCEDURES
4A. NORMAL OPERATING PROCEDURES
4F.. ABNORMAL OPERATING PROCEDURES
3.
'...'.............'.
Page 3
'
5
@Dia¡p,ggf,
1,
GENERAL
This Supplement supplies the information necessary for the efficient operation
of the airplane
when the Audio Paner GMA 340 is instailed. The infãrmation containeá
within this
Supplement is to be used in conjunction with the complete AFM,
This Supplement is a permanent part of this AFM and must remain in this AFM
at a¡l times
when the GMA 340 is installed.
2.
LIMITATIONS
No change.
3.
EMERGENCYPROCEDURES
A failsafe circuit connects the pilot's headset and microphone direcfly to
power is interrupted or the unit is turned off.
4A.
coM
1 in case the
NORMAL PROCEDURES
No change.
48.
ABNORMALPROCEDURES
No change.
5.
PERFORMANCE
No change.
6.
MASS AND BALANCE
upon removal orinslallation of the GMA 340 the change of empty mass and corresponding
center of gravity of the airplane must be recorded according to bÍrapter o of the Airplane
Flight Manual.
7.
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
7.14
AVtONtCS
AFM-M1O I Rev.:-
06 Feb 2006
Page 4
ØDraim?#_il
Doc.No.: AFM-M10
GMA.34O
ORERATION
FRONT PANEL CONTROLS
1.
Marker Beacon Lamps
2.
Marker Beacon Receiver Audio SelecVMute Button
Marker Beacon Receiver Sensitivity lndicator LED's
4.
Marker Beacon Receiver Sensitivity Selection Button
5.
Unit On/Off, Pilot lntercom System (lCS) Volume
o.
Pilot ICS Voice Activated (VOX) lntercom Squelch Level
7.
Copilot and Passenger ICS Volume Control (Pull out for Passenger Volume)
B.
Copilot and Passenger VOX lntercom Squelch Level
o
Crew lsolation lntercom Mode Button
10.
Pilot lsolation lntercom Mode Bufton
11.
Passenger Address (PA) Function Button
12.
Speaker Function Button
tJ.
Transceiver Audio Selector Buttons (COM 1, COM 2, COM 3)
14.
Transmitter (Audio/Mic) Selection Buttons
AFM-N/'IO I Rev.:-
06 Feb 2006
Page
5
<þDia¡p,o¿fl
1E
Split COM Button
16.
Airplane Radio Audio Selection Buttons (NAV
1, NAV 2, DME, ADF)
17.
Annunciator Test Button
18.
Locking Screw Access
19
Photocell - Automatic Annunciator Dimming
ON. OFF. AND FAILSAFE OPERATION
ïhe GMA 340 is powered off w
counter-crockwise inro the
the click. The knob then functio
connects the pilot's headset
interrupted orthe unit is
dete
,tnl'il:f:T:Jl|,jl[r r..,
control' A failsafe circuit
M 1 in case the power is
an
turned
LIGHTING
The intensity of the LED button annunciator and
marker beacon lamps are controiled
automatically by a built-in photocell (19) on
the frònt panel. Nomenclature
backlighting is controlled by the airpianå inst¡ument
light dimmer.
TRANSCEIVERS
NOTE
Audio level is controlled by the selected COM radio
volume
control.
selection of either coM 1 or coM 2 (13) for both
Mrc and audio source is
accomprished by pressing either coM 1 Mrc
or coM 2 MrC (14) The-"-.tlu" .o'.n
audio is always heard on the headphones.
in
they
selecie
Each audio source can be selected
(13). When selected in this way,
of which transceiver has been
g COM 1 or COM 2
sources independen¡y
one source.
when a microphone is keyed, the active transceiver's Mlc button
LED blinks
approximately once per second to indicate the transmitter
is active.
when no airplane radio activity is detected by the GMA 340, the amount
of amb¡ent
Rev.:-
06 Feb 2006
ØtDiamond
Doc.No.: AFM-M10
GMA-340
MAINTENANCE
background noise from the radios is further reduced by the MASQ rMcircuit. This
processing is also applied to the Nav radios.
SPILT COM
Pressing the COM 1/2 button (15) activates the split com function. While this mode is
active, COM 2 is dedicated solely to the copilot as a MIC/audio source while COM 'l
is dedicated tó the pilot as a MIC/audio source. The pilot can still listen to NAV 1,
NAV 2, DME, ADF, and MKR. The pilot and copilot can simultaneously transmit in
this mode, the pilot transmitting over COM 1 and the copilot transmitting over COlvl
2. The SPLIT COM mode is canceled by pressing the COM 1/2 button a second
time.
AIRPLANE RADIOS & NAVIGATION
NOTE
Audio level is controlled by the selected nav radio volume
control.
Pressing NAV 1, NAV 2, DME, ADF (16), or MKR (2) (see MARKER BEACON
RECEIVER) selects that audio source. A second button press deselects the audio
source.
SPEAKER OUTPUT
Pressing the SPKR button (12) selects the airplane radios over the cabin speaker.
The speaker output is muted when a COM microphone is keyed.
INTERCOM SYSTEN/ (ICS)
lntercom volume and squelch (VOX) are adjusted using the following front panel
knobs:
-
LEFT SMALL KNOB
Unit on/off power
control and Pilot ICS volume (5). Full counterclockwise DETENT position OFF,
LEFT LARGE KNOB Pilot squelch level (6).
Clockwise rotation increases the amount of mic
audio required to break squelch. Full counterclockwise is the 'hot mic' position.
RIGHT SMALL KNOB
AFM-M10 I Rev.:-
06 Feb 2006
-
lN position: Copilot ICS
Page
7
ØDiamond
MAINTENANCE
volume. OUT position: passenger ICS
volume (7).
r
e
The GMA 340 provides three intercom
modes: prLoï, CREW and ALL. The mode
selection is accomptished using tne nf f_ói1fõ¡anO
CneW (9) buttons.
by
irï.'fü
p Lor
he.correspondins tCS,mode.
IETlns
asain deactivates
'#J:.iilfflll,ilJJ:3l':"i,å.y''*i:r,.3n',y"ç""
or CREW
These modes ailow different degrees of
interaction'between the crew and
passengers:
'
prLor mode isorates the pirot
from everyone erse and dedicates the
airplane radios to the pitoi exclusivety.
f-ne copifoì;;;
share communication between theméerves
but cannot communicate
with the pilot or hear the airplane radios.
CREW mode places the pilot and copilot
on a common ICS
communication channel.
;;;;;;"r,
.
.
ALL mode allows full intercom communication
between everyone
plugged into the GMA 340. Airprane
radios are rrearo-¡yìri.'''"
The following tabre summarizes the different
modes supported by the GMA o4o.
Rev.:-
06 Feb 2006
@Dia¡p,ggfl
MODE
Doc,No.: AFM-M10
GMA.340
PILOT HEARS
COPILOT HEARS
PrLOT (LED LtT.i
Selected Radios. Pilot.
Copilot.
cREW (LED
Selected Radios. Pilot.
Copilot.
Selected Radios. Copilot.
Selected Radios. Pilot
Copilot.
Selected Radios. Pilot.
LtT)
ALL (LED's
oFF)
Pilot.
Copilot.
MONO/STEREO HEADSETS
lf monaural headsets are plugged into stereo jacks that do not have a switch
installed, the unit will not be damaged.
MARKER BEACON RECEIVER
pproach, and in certain instances, to
rker beacon functions, the GMA 340
lluminate, and an associated keyedhen the airplane passes over a 75
The lamp and audio keying for ILS approach operation are summarized below.
Audio
Audio Keying
Frequency
40Q Hz
IIIIII
1300 Hz
OrOrOr
3000 Hz
aoaooa
AFM-M'IO I Rev.:-
06 Feb 2006
Lamp Actuated
Blue (Outer)
Amber (Middle)
White
(Airwayilnner)
Page 9
<bDia¡p,,ogfl
Doc.No.: AFM-M10
GMA-340
The GMA 340's marker beacon receiver controls are located on the left side of the
front panel [(1)through (a)]. The SENS button (4)selects either high orlow
sensitivity as indicated by the Hl or LO LED being lit. Low sensitivity is used on ILS
approaches while high sensitivity allows operation over ain'vay markers or to get an
earlier indication of nearing the outer marker during an approach.
The marker audio is selected initially by pressing the MKRiMUTE button (2). lf no
marker beacon signal is being received, then pressing again will deselect the marker
audio. This operation is similar to selecting any other source on the GMA 340.
However, if the second button press occurs while a marker beacon signal is being
received, then the marker audio is muted but not deselected.
The button's LED will remain lit to indicate that the source is still selected.
The GMA 340's SmartMutert¡ function then moniiors the marker signal and
automatically unmutes the audio when the current marker signal is no longer being
received.
ln all cases, the marker beacon lamps operate independently of any audio selection
and cannot be turned off.
8,
AIRPLANE HANDLING, CARE AND MAINTENANCE
No change.
AFN4-N410
I Rev.:-
06 Feb 2006
Page 10
<þDia¡p,o¿fl
Doc.No,: AFM-M',l2
ct-106A
EASA APPROVED FLIGHT MANUAL SUPPLEMENT
cDt ct-106A
This document must be canied in the aircraft at alì times. lt describes the operating
procedures for the Gl-1064 when it has been installed in accordance with the Gl-106A
installation manual and EODrVì-1 01.
For aircraft with EASA Approved Airplane Flight Manual, this document seryes as the EASA
Approved Flight Manual supplement for the cDl Gl-106A For aircraft that do not have an
approved flight manual, this document serves as the EASA Approved supplement Flight
Manual for the CDI Gl-1064.
erein supplements or supersedes the basic Airplane Flight
isted herein. For limitations, procedures, and performance
this document, consult the basic Airplane Flight lr/anual.
Technical Visa by ACG:
Date:
European Aviation Safety Agency (EASA) approved
Date:
<fuDia¡1¡gt4fl
0.1
RECORD OF REVISIONS
AFM-M12 | Rev.;-
06 Feb 2006
Page
1
(bDiamond
Doc.No.: AFM-M12
Gt-106A
MAINTENANCE
0.2
LIST OF EFFECTIVE PAGES
Chapter
Page
n
06 Feb 2006
1
06 Feb 2006
06 Feb 2006
2
0
Date
3
1,2,3,4A,48,
4
06 Feb 2006
5
06 Feb 2006
7
5
6
7
8
06
06
06
0ô
o
B
06 Feb 2006
5
6
t
AFM-M12 I Rev.:-
06 Feb 2006
Feb
Feb
Feb
Feb
2006
2006
2006
2006
Page 2
<þDia¡p,,ogfl
Doc.No,:AFM-M12
ct-106A
0.3
TABLE OF CONTENTS
AFM-M12 | Rev.:-
06 Feb 2006
Page 3
(ÐDiamond
.'/
Doc.No.: AFM-M12
MAINTENANCE
ct-106A
1.
GENEML
This Supplement,supplies the information necessary for the effìcient operation of the
airplane when the CDI Gl '1064 is installed. The information contained within this
Supplement is to be used in conjunction with the complete Manual.
This Supplement is a permanent part of this Manual and must remain in thls l\¡lanual
as long as the CDI Gl 1064 is installed.
2.
OPERATINGLIMITATIONS
No change.
3.
EMERGENCYPROCEDURES
Nd change.
44.
NORMAL OPERATING PROCEDURES
No change.
48.
ABNORMAL OPERATING PROCEDUREg
No change.
5.
PERFORMANCE
No change.
6
MASS AND BALANCE
Upon removal or installation of the CDI the change of empty mass and
AFM-M12 I Rev.:-
06 Feb 2006
Page 4
<fuDia¡p,o¿fl
corresponding center of gravity of the airprane
must be recorded according to
Chapter 6 of the Airplane Flight Manual.
7.14
AVtONtCS
GENERAL
The Gl 1064 course Deviation rndicator is designed to operate
with VHF and Gps
navigationar equipment to provide VoR, Locarizer (Loc),
Gps and Gridesrope (GS)
information
ïhe Gl 1064
is designed to accept signals from a remote mounted
VoR converter or
GPS receiver. Additionalry it will accept signals from glideslope
a
receíver which will
drive the Gridesrope Deviation Bar arong with an Gridesrope
warning flag. The unit
incorporates NAV, Gps and VLoc (voR/Loc as disprayed
on the Garmin GNS
430) annunciation with photocell d¡mming.
when GPS is serected fordispray, the Gr 106A receives inputsfrom
the Gps
receiver to provide a visual presentation to the pilot. All information presented
on the
navigation indicator is generated from thls external receiver.
AFM-M12 | Rev.:-
06 Feb 2006
Page 5
(fuDia¡p,gnd
Doc.No,: AFM-M12
Gl-1064
VOR OPERATION
Channel the VOFI/lLS receiver to the desired VOR frequency and positively identify
the station by listening to received audio. Determine the lefVright (VORyLOC)
warning flag is out of view.
Flying inbound to a VOR station is accomplished by fìrst rotating the OBS knob to
center the deviation indicator, and determining the TOiFROM indicator is in the TO
conditlon. Read the 'To' bearing under the top indicator index and maneuver the
airplane to approximately fly the magnetic course 'To' the station. When the airplane
is on course, the vertical pointer will be centered. lf the airplane moves off the
course, the deviation bar will move away from the center position and flying in the
direction of pointer deflection (left or right) is required to re-intercept the course.
The procedure forflying outbound from a VOR station is the same as flying inbound,
except the OBS knob is fìrst rotated to cause a 'FROM' indication to appear with the
pointer centered.
AFM-M12 I Rev.:-
06 Feb 2006
Page 6
@Dia¡p,o¿fl
Doc,No,: AFM-M12
ct.106A
To íntercept a serected VoR radiar (from the station) and fly
outbound, turn the oBS
knob to set the desired radial under the top indicator index.
Maneuver the airplane to
fly the selected radial magnetic heading plus or minus 45. which
will provide a
sufficient intercept angle. The intercept angle should be reduced
as the deviation
needle approaches an on course condition (center) to prevent excessive
course
bracketing.
LOCALIZER OPERATION
select the desired rocarizer frequency and observe that the localizer
flag is
concealed. The To/FRoM indicator is not functionar for localizer
operation. when
flying on the front course or outbound on the back course
make corrections toward
the localizer (verticar) needre deflection. The rocarizer path narrows
as the approach
end of the runway becomes croser. when frying inbound on
the back course or
outbound on the front course, the conections are made away
from the direction of
needle deflection.
A helpful hint when flying the localizer is to set the localizer heading
on the oBS dial
under the lubber line for quick reference.
GLIDESLOPE OPERATION
The glideslope (horizontar) deviation bar provides the pirot with verticar
steering
information during ILS approaches. The glideslope circuitry is energized
when the
associated localizer frequency is selected on the navigation receiver.
observe that
the glideslope warning flag is concealed. The glideslope deviation bar deflects
towards the direction the pilot must fly to remain on the glide path.
AFM-M12 I Rev.:-
06 Feb 2006
Page 7
<ÐDra¡pggg
Doc.No.: AFM-M12
Gt-1064
lf the glideslope deviation bar deflects upward, the airplane is below the glide path
and the pilot must climb to again intercept the gllde path and center the deviation
bar. lf the deviation bardeflects downward, the airplane is above the glide path and
the pilot mustdescend to again interceptthe glide path and centerthe deviation bar.
When the deviation bar is centered the airplane is on the glide path.
B.
AIRPLANE HANDLING, CARE AND MAINTENANCE
No change.
AFM-M12 I Rev.:-
06 Feb 2006
Page
B
s,ùO¡qm,gAil
Doc.No.: AFM.M26
KR87
EASA APPROVED FLIGHT MANUAL SUPPLEMENT
KR87
This document must be carried in the aircraft at ail times, rt describes
the operating
procedures forthe KRBT when it has been installed in accordance
with the KR8T ñrstallation
manual and EODM-101,
Flig
K
EA
For aircraft with EASA Approved Airplane
Approved Flight Manual Supplement for the
flight manual, this document serves as the
KR87.
The
Man
infor
serves as the EASA
ot have an approved
t Flight Manual for the
herein supplements or supersedes the basic Airplane Flight
s listed herein. For limitations, procedures, and performan"ce
in this document, consult the basic Airplane ffljnt Vanuáf .
Technicai Visa by ACG:
Date:
European Aviation Safety Agency (EASA) approved
Date:
@Diag,o¿fl
0.1
RECORD OF REVISIONS
Rev.:-
29 Nov 2005
<rÐDía¡gggfl
AFM-M26 I Rev.:-
Doc,No,: AFM-M26
KR87
29 Nov 2005
Page 2
<fr2P¡m,gnd
1.
GENERAL
This user Manuar'suppries the information necessary
for the efficient operation of the
airplane when the ADF KR B7 is instailed. The information
contained within this
Supplement must be used in conjunction with the
complete AFM.
This user Manual is a permanent part of this AFM
and must remain in this AFM at ail
times when the ADF KR 87 is installed.
2.
LIMITAT]ONS
No change.
3.. EMERGENCY PROCEDURES
No change.
No changé.
Rev.:-
29 Nov 2005
@Diam,ggd
6.
Doc.No,l AFM-M26
KR87
MASS AND BALANCE
upon removal or installation of the ADF System KR 87 the change of empty mass
and corresponding center of gravity of the airplane must be recorded according to
Chapter 6 of the Airplane Flight Manual.
7.
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
7.14 AVIONICS
The Bendix/King Digital ADF is a panel-mounted, digitally tuned automatic direction
fÌnder. lt is designed to provide continuous 1 kHz digital tuning in the frequency
range of 2OO k1zto 1799 kHz and eliminates the need for mechanical band
switching. The system is comprised of a receiver, a built-in electronics timer, a
bear¡ng indicator, and a KA 448 combined loop and sense antenna. operating
controls and displays for the Bendix/King Digital ADF are shown and described are
shown in the Figure below.
The Bendìx/King Digital ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude-modulated (AM) signals'
The 'flip-flop'frequency display allows switching between preselected 'STANDBY'
and 'ACTIVE'frequencies by pressing the frequency transfer button. Both preselected frequencies are stored in a non-volatile memory circuit (no battery power
required) and displayed in large, easy-to-read, self-dimming gas discharge numerics.
The active frequency is continuously displayed in the left window, while the right
window will display either the standby frequency or the selected readout from the
built-in electronic time¡,
The built-in electronic timer has two separate and independent timing functions'
-
An automatic flight timer that starts whenever the unit is tumed on. This timer
Rev.:-
29 Nov 2005
<þDia¡¡o,ffi
Doc.No.: AFM-M26
KR87
functions up to 59 hours and 5g minutes.
-
An elapsed timer which will count up or down for up to sg minutes and s9
seconds.
when a preset tlme interval has been programmed and the countdown reaches
:00,
the display will flash for 15 seconds. since both the flight timer and erapsed
timer
operate independenily, it is possible to monitor either one without disrupting
ihe
other. The pushbutton controls and the bearing indicators are internally lighted.
lntensity is controlled by the instrument lights potentiometer.
ANT/ADF MODE ANNUNCIATOR - Antenna (ANT) is selected by the ,out,
position of the ADF button. This mode improves the audio reception and is
AFM-M26 | Rev.:-
29 Nov 2005
Page 5
4ÐDiamond
''//
Doc.No.: AFM-M26
KR87
MATNTENANîE
usually used for station identifìcation.
The bearing pointer is deactivated and will park in the 90' relative position.
Automatic Direction Finder (ADF) mode is selected by the depressed
position of the ADF button. This mode activates the bearing pointer. The
bearing pointer will point in the direction of the station relative to the airplane
heading,
lN-USE FREQUENCY DISPLAY - The frequency to which the ADF is tuned
is displayed here. The active ADF frequency can be changed directly when
either of the timer functions is selected.
BFO (Beat Frequency Oscillator) ANNUNCIATOR - The BFO mode,
activated and annunciated when the 'BFO' button is depressed, permits the
canier wave and associated morse code identifier broadcast on the canier
wave to be heard.
NOTE
CW signals (Morse Code) are unmodulated and no audio
will be heard without use of BFO. This type of signal is not
used in the United States air navigation. lt is used in some
other countries and marine beacon.
STANDBY FREQUENCY/FLIGHT TIME OR ELAPSED TIME
ANNUNCIATION - When FRQ is displayed the STANDBY frequency is
displayed in the right hand display. The STANDBY frequency is selected
using the frequency select knobs. The selected STANDBY frequency is put
into the ACTIVE frequency windows by pressing the frequency transfer
button. Either the standby frequency, the flight timer, or the elapsed timer is
displayed in this position. The flight timer and elapsed timer are displayed
replacing the standby frequency which goes into 'blind' memory to be called
AFM-M2ô I Rev.:-
29 Nov 2005
Page 6
<iÐDia,ç,o¿g
back at any time by depressing the FRe button. Flight time or
elapsed time
are displayed and annunciated arternativery by depressing
the FLT/EÏ
button.
5.
FLIGHT TIMER AND ELAPSED Tf MER MoDE ANNUNcTATToN Either the
elapsed time (ET) or flight time (FLT) mode is annunciated here.
b
FREQUENCY SELECT KNOBS - Selects the standby frequency when
FRe
is displayed and directly selects the active frequency whenever either
of the
time function is selected. The frequency selector knobs may be rotated
either
clockwise or counterclockwise. The smail knob is puiled out to tune
's.
the
1
The small knob is pushed in to tune the 10's. The outer knob tunes the
100,s
with rolloverintothe 1000's up to 17g9. These knobs are also used to set
the desired time when the erapsed timer is used in the countdown mode.
7.
ON/OFFA/OLUME CONTROL SWTTCH (ON/OFFA/OL) _ Controts primary
power and audio output rever. crockwise rotation from oFF position
appries
primary power to the receiver; further clockwise rotation increases
audio
level. Audio muting causes the audio output to be muted unless the receiver
is locked on a valid station.
o
o
sET/RESET ELAPSED TIMER BUTTON (sET/RST)- The sevreset butron
when pressed resets the elapsed timer whether it is being displayed or not
FLTGHT TTMER/ELAPSED TTMER MODE SELECTOR BUTTON (FLT/ET)
_
The Flight Timer/Elapsed Time mode selector button when pressed
alternatively selects either Flight Timer mode or Elapsed Timer mode.
10
FREQUENOY TRANSFER BUTTON (FRo)- The FRe transfer button when
pressed exchanges the active and standby frequencies. The new frequency
becomes active and the former active frequency goes into standby.
11.
BFO (Beat Frequency Oscillator) BUTTON - The BFO button selects the
BFO mode when in the depressed position. (See note under item 3).
AFM-M26 | Rev.:-
29 Nov 2OO5
Page 7
(ÍùDiamond
-//
Doc,No.:AFM-M26
MAINTENANîE
KR87
12
ADF BUTTON - The ADF button selects either the ANT mode or the ADF
mode. The ANT mode is selected with the ADF button in the out position,
The ADF mode is selected with the ADF button in the depressed position.
13
LUBBER LINE - lndicates magnetic heading of the airplane'
14
COMPASS CARD - Slaved Compass Card, derives its headÌng input from
the Slaved Compass System KCS 554.
15
BEARING POINTER - lndicates magnetic bearing to the station.
16
SYNC KNOB - The compass card is synchronized to the HSI compass card
by rotating the SYNC knob untìl the heading matches that of the HSl.
OPERATING THE KR 87
TURN-ON
Rotate the ON/OFFA/OL knob clockwise from the detented 'OFF' position. The unit
will be activated and will be readyto operate. Rotation of this control also adjusts
audio volume. The KR 87 has 'audio muting'which causes the audio output to be
muted unless the receiver is locked on a valid station.
FREOUENCY SELECTION
The active frequency (to which the ADF is tuned) is displayed in the left side of the
window at all times. A standby frequency is displayed in the right side when 'FRQ' is
annunciated. The standby frequency is placed in 'blind' memory when either FLT
(Flighi Time) or ET (Elapsed Time) mode is selected,
With 'FRQ' annunciated, the standby frequency is selected using the frequency
select knobs which may be rotated either clockwise or counterclockwise. Pull the
AFM-M2ô | Rev.:-
29 Nov 2005
Page
I
ØþDia¡p,,ogfl
small inner knob out to tune 1's. push the smailer
inner knob to tune 10.s. The outer
knob tunes the ,1,00's and the 1000,s up to 1799.
OPERATING MODES
Antenna (ANT) mode is serected and annunciated when
the 'ADF, button is in the
'out' position. ANT provides improved audio reception from
the station tuned and is
usually used for identification. The bearing pointer in
the Kl 227 indicator will be
deactivated and immediatery tum to the g0" rerative position
and remain there during
ANT reception.
The ADF mode is serected and annunciated when the 'ADF'
button is in the
depressed position. ADF activates the bearing pointer
in the Kl 227 indicalor,
causing it to move without hesitation to the point in the direction
of the station relative
to the airplane heading. The compass card on theKr227
may be rotated as desired
by using the heading knob.
NOTE
The Kl 227 indicator has a slaved compass card. The
magnetic heading of the airplane will be under the lubber
line. The indication of this compass card should be
compared with that of the Kl S2SA master indicator from
t¡me to time. Check especially after steep bank turns and
taxi tums, lf a discrepancy between the two readings
exists, the Kl 227 compass card should be synchronized to
the Kl 5254 compass card by rotating the 'SyNC, knob on
AFM-M26 | Rev.:-
29 Nov 2005
Page 9
%Diamond
-'/
Doc.No.: AFM-M26
MATNTENAN'E
KR87
the indicator.
Some stations are unmodulated and use an interrupted canierfor identifìcation
purposes. The BFO mode, activated and annunciated when the 'BFO' button is
depressed, permits the carrier wave and the associated Morse code identifìer
broadcast on the carrier wave to be heard.
ADF TEST (PRE-FLIGHT OR IN-FLIGHT)
Select ANT mode. This will cause the bearing pointer to move directly to the parked
90" position. Make sure the unit is tuned to a useable frequency.
Now select ADF mode and the needle should move without hesitation to the station
bear¡ng. Excessive sluggishness, wavering or reversals indicate a signal that is too
weak or a system malfunction.
OPERATING THE TIMERS
The flight timer will always be automatically reset to :00 whenever power is
interrupted either by the avionics master switch or the unit's ON/OFF switch.
Flight time or elapsed time are displayed and annunciated altematively by
depressing the FLT/ET button. Ihe flight timer continues to count up until the unit is
turned off, The elapsed timer may be reset back to :00 by pressing the SETiRST
button. lt will then start counting up again.
NOTE
Pressing the SET/RST button will reset the elapsed timer
whether it is being displayed or not.
The elapsed timeralso has a'count-down'mode. To enterthe countdown mode, the
SET/RST button is depressed for about two seconds, or until the 'ET' annunciation
begins to flash. lt is now in the ET set mode, and a time up to 59 minutes, 59
AFM-M26 | Rev.:-
29 Nov 2005
Page 10
<þDia,g¡,g¿fl
Doc.No.: AFM-M26
KR87
seconds may be preset into the elapsed timer with the concentric knobs.
The preset time-will be displayed and remain unchanged untir sET/RST is pressed
again, which will start the elapsed timer counting down from the preset time. when
the timer reaches :00 it will start to count up as the display flashes for 1b seconds
and an aural alarm is activated for about 1 second.
NOTE
The standby frequency which is in memory while flight time
or elapsed time modes are being displayed maybe called
back by pressing the FRQ button, then transfened to active
use by pressing the FRQ button again.
while FLT or ET is displayed the 'in use'frequency on the left side of the window
may be changed, by using the frequency select knobs, without any effect on the
stored standby frequency or the other modes. This feature is especially useful when
searching for stations with unknown frequencies.
ERRONEOUS ADF BEARINGS DUE TO RADIO FREQUENCY PHENOMENA
SIAI/ON OVERUP
ln the u.s., the FCC, which assigns AM radio frequencies, occasionally will assign
the same frequencyto more than one station in an area. certain conditions, such as
Night Effect, may cause signals from such stations to overlap. This should be taken
into consideration when using AM broadcast stations for naviation.
sunspots and atmospheric phenomena may occasionally distort reception so that
signals from two stations on the same frequency will overlap. For this reason it is
always wise to make positive identification of the station being tuned, by switching
AFM-M26 I Rev.:-
29 Nov 2005
Page
11
4bDiamond
"//
Doc.No.: AFM-M26
MATNTENANîE
KR87
the function selector to ANT and listening for station call letters.
ELECTRICAL STORMS
ln the vicinity of electrical storms, an ADF lndicator pointer tends to swing from the
station tuned toward the electrical discharges. Location of the storm can be useful
information, but the enatic behavior of the pointer should be taken into account.
NIGHT EFFECT
This is a dìsturbance particularly strong just after sunset and just after dawn. An ADF
indicator pointer may swing erratically at these times. lf possible, tune to the most
powerful station at the lowest frequency. lf this ¡s not possible, take the average of
pointer oscillations to determine relative station bearing.
MOUNTAIN EFFECT
Radio waves reflecting from the surface of mountains may cause the pointerto
fluctuate or show an erroneous bearing. This should be taken into account when
taking bearings over mountainous tenain.
COASTAL REFRACTION
Radio waves may be refracted when passing from land to sea orwhen moving
parallel to the coastline. This should be taken into accountwhen operating near
coastal areas.
8,
AIRPLANE HANDLING. CARE AND MAINTENANGE
No change.
AFM-M26 | Rev.:-
29 Nov 2005
Page
'12
FAA APPROVED
AIRPLANE FLICIJT MANUAI SUPPLEMENT
FOR
PIPER PÄ32
V/lTH
GARM1N GNS 430 VHF COMMUNICATION
TRANSCEIVER / VOMLS R.ECE'IVER / GPS RECE]VER
Reg, No.
,rlf
-,1¡<
¡
SrH f
S'
-'?:i
.¡ ,..
,-
,i
This Supplemcrt must bc Â[tsched ro thê FAA Approved Airptæe
Flighr Milual
when the CARMIN CNS 430 VHr Communicìtion
tran'sceivei') vOR/Ls
posirioning Sysrem is insraued
l:.^i::.1_Ctlb"L
q4!805ry.
The informarion conrâined
in u""o,dun"" wirt
herein sùpplements
STC#
lhe
tle infornation of
Mmual. For Limitation;, præedures ,nã'p..fo*-."
information not coilained in thìs Supplemen! consulr the bæic
Àirptme fliglt
besìc ^A,irplane Flight
Manual.
FAA APPROVED
//"nB¿*
/L
Ronâld K. Rarhgeber
Monagcr,,¿rirmft CertiJic¡lion OfÏice
Federal Aviation Adminisu,arion
Wich¡taj Kânsas 6?209
Date: Lll21l02
GARMIN Inlemarional, loc.
I 200 E. I 5 I" Slrect
Olathe, KS 66062 USA
FAA APPROVED AIRPLANE FLIGHT MAMJÀL SUPPLEMENT
GARMIN 6NS 430 VHT COMMUNICATION
TRANSCETVER / VOMLS RECEIVER / GPS RECEIVER
LOG OF REVISIONS
190-00140-03 Rçv. C
Pûgc2ofl0
PIPERPA32
FAA APPROVED
DATET ll12ll02
GARMIN Intcmational, lnc,
I200 E. I 5l¡t Sh€et
Otarhe, KS 66062 USA
FAA APPROVED A1RPLANE FLIGHT MANUÄL SUPPLEMENT
GARMIN GNS 430 VHF COMMIJNICATION
TRANSCEIVER i VOMLS RECETVER / GPS RECEIVER
Table ofContents
SECTTON
PIPERPA32
FÀÀ ÄPPROVED
DATE: I l/21l02
PAGE
190-00140-03 Rcv. C
Page 3 of l0
GARMIN Intemational, Inc.
1200 E. l5l" Street
Olathe, KS 66062 USA
FAA APPROVED ÀIRPLANE FLIGHT MAI'IT'AL SUPPLEMENT
CARMIN GNS 4]O VHF COMMUNICATION
TRANSCEIVER / VOMLS RECEIVER / GPS RECEIVER
SECTION I
CENI'R,AL
l.
The GNS 430 System js a fully int%rated, puel mounted iffihrmenl" which
contains a VHF Communic¡tions Trånscciver' a VORJILS receivcr' and a
omPuter' The system consists of
Global Positionin
/GS uteua, VOMLS receiver,
a GPS anlema, G
rions TranscciYer' Thc primary
VHF COMM atrt
function ol dre VHF Communic¿tion portion of lhe equipmenc is to facilitate
communication wiùr Air TrafÏic Control. The pr¡mary fuDction of the VOMLS
demodulate VOR,
Receiver p
a
systcm
makc
Læaliz¡r,
the
data,
re¿l-time to obtain he user's position, velocity, ard rim8.
2.
the GPS Portion of
ites, recoYer orbital
this iofomarion in
Provided the OARMfN GNS 430's GPS ¡ecEive¡ is rruiving adequate usable
signals, it hæ been demonst¡al€d æPable of md has been shovm ro mccl thc
accuracy spccifìetions for:
.
VFR/¡FR enroutc' teminal, and non'precislon inslrumc0¡
approach (GPS, Lorao-C, VO& VOR-DME, TACAN' NDB,
NDB'DME, RNAÐ oPcrârion within tlre U'S. Natioml
Airspace Systen üt accordace with AC 20'l38'
Onc ofthe approved senson, for a single or dual GNS 430
insøllatíon, for Nonh .Atlantic Minimrm Navigation
Pcrlomance Specification (MNPS) Ainpacc in aciorduce
with AC 9l-49 ud AC 120-33.
Thc systems meets RNP5 îirsPac€ (BRNAÐ requitemenls
of AC 90-96 and in accordance with AC 20-138, md J^A
AW 2OX2 Lcallet 2 Revision l, providcd it is receivÌng
usable navìgation infomation from üle GPS rcccivc¡.
PIPER PA32
190-00140-03 Rcv. C
Pago 4 of l0
FÁA APPROVED
DATE:
ll2lÆ2
.'
GARMÍN lnremationâ|, lnc.
t200 E. l5l'r SrrEet
OlarIe, KS 66062 USA
FAA APPROVED AIRPLANE FLICHT MANUAL SÙPPLEMENî
GARMIN GNS 430 VHFCOMMUNICATION
TMNSCEIVER / VOR/ÍLS RECETVER / CPS RECEIVER
Navigation is accomplished using rhe WGS-84 (NAD_83) coordinûte referÊnc€
js bascd upon ur. oi only úc Clobal positioning
.datum, .N_avigalion data
System (CPS) opeËted by tle United Srates ofAmcrica
SECTION II
LIM¡TATTONS
l.
âted
elo
.lÃ
¡lso
must be immcdÍately available to the flight crew for lighhing detecdon and
trofEc infomarion seruice (TlS) equipmcnt ìnrerfaced ø I}e syitem.
2.
The GNS 430 must utílize the following or later FAA approved software
versions:
Sub.System
Sollware Vers¡on
Man
4.00
GP¡;
2.00
COMM
t.2z
voR./Loc
t25
c/s
2.00
The Ma¡n software version is displayed on ùhe GNS 430 sell tst page
immediately aftcr tum€n for 5 scconds. The remaining sysl.em software
vc¡sions
.,SOFTWA
3.
cån be verited on
RE/DATA
B
the
AUX group
sub-page
2,
ASE VER"
ïFR en¡oute and teminal navigation predi€ted upon the GNS 430,s GpS
Reccìver is prohibited unless rhc pilol vcrif¡es the cunÊncy of the dsra base or
verifies each sclecled waypoint for accumcy by refermce to cuEent app¡oved
data.
PIPERPA32
FAA APPROVED
DATET llt2ll02
I
90.00 I 4G03 Rev. C
Page 5 of l0
GARMIN Intemational, Inc'
l?00 E. l5tr Street
Olathe, KS 6606? USA
FAA APPROVED AIRPLÀNE FLIGHT MANUAL SUPPLEMENT
GARMIN GNS 430 VHF COMMUNICAT¡ON
TRANSCÊIVER / VOMLS RECEIVER / GPS RECEIVER
4. lns(rument
musl bc a
proc€dures
iquipmcnt
(a)
ted upon the GNS 410's GPS ReceiYer
wilh appovcd instrument BPPruach
GPS equÞment data base' The GPS
c currentuPdate cycle'
Jffiffiii"iïiJ:;;'åÏ'i};
Fix.
LOC, LOC-BC, LDA, SDF, MLS or uy other
type ofapproach not approved for GPS overlay with the GNS 430's CPS
rcceivcr is not authoriæd'
(b) Amnplishmcnt of ILS,
Use ofthe CNS 430 VOR/ILS receiver to fly approaches not approved for
GPS require VOMLS navigat¡on dara lo be Prsent oD the extemsl
(c)
i¡dicator.
(d)
When an altcmste BirPort is re4uired by the applic
must be sened by an approach ba*d on othe¡
navigation, thc aircnfr must have the opentional
using Ûrat navigation aid and the requìred na
opemtiotra l.
(e) VÌ'{AV inlormation may be utiliæd for advisory iniomation only' Use of
Vl"lAV infomation for I¡strument Approach Procedurw dow not
guùant9e steFdown f¡x ajtitude pfolectior¡,
mìnimums in nomal Positim to land'
or ürival at
aPProach
PIPER P.4,32
190-00140-03 Rev. C
Page 6
of l0
FAA APPROVED
DATE:
llzll02
''
GARMÍN Lntemational, Inc.
1200 E. 15l! Sheer
Olathc, KS 66062 USA
FAA APPROVED AIRPLANE FLTCHT MÄNUAL SUPPLEMENT
CARMIN GNS 430 VHF COMMUNICATION
TR.ANSCETVER / VOR/TLS RECEIVER / GPS RECEIVER
5. lf nor previously
defined, lbe followîng default senings must be mâde in the
l" mcnu oftho GNS 430 prior to operôrion
ro pilots Guidc for
procedurc ifneæsszry):
(;fr
'SETUP
(a) dis, spd .....,... A \ 1r"c n.uigation u¡irs ro ,,nauúql mil*', and ,,knors,')
(b) alt, v¡ .......-..-.ft Þm (sts slt¡tude unie to ,,feqt. Ðd,,fæ¡ per minutc,)
(c)
(d)
map datuø ..ÌVGS 84 (see map drtum lo WGS-84, sec note below)
poso ,,,,..........deg-min (ses navigation grid unirs ro decirnal minuæs)
fn some ü6 oùtside lhe United States, datums other rhan WCF
84 or NAD-83 may bo uscd. lf the cNS 410 is ruthorized for usc by the
appropriate Airvorthiness authority, ttre requircd gcodetic datum must bc
ser in the GNS 430 prior to its use for navigation.
NOTE:
SECTION IIT
EMf,RGENCY PROCEDURES
ABNORMAL PROCEDIJRES
l. If
CARMIN CNS 430 navigation j¡fo¡muion is not available or ìnvalid,
utilize remaining operational navigation equipment as reqlired.
2. If "MIM POSITION W^RNINC" message is displayed tho system will flag
ad no longcr provide GPS based navigational guìdmcc. The crew should
revert to thc CNS 430 VOR¡lLS receiver or an a[mate mems of navigation
other rha¡ rhê GNS 430's CpS Receivc¡,
3. Ìf
"RAIM IS NOT AVAILABLE" mmgc is disptaycd in thc eùoure,
tcminal, or initial approach phasc of flight, continue !o navigatc using the
CPS equipment or rcvert lo aâ altemale meÐs of nav¡gotion other thm tåe
GNS 430's GPS ræeive¡ appropriat¡ ro the rout€ and phase of flight. Wlcn
continu¡[g to use GPS navigation, position must be verified every l5 minutes
using the GNS 430's VOR/fLS rcceivef or another IFR-approvcd navigation
syslem,
PJPER PA32
FAA APPROVED
DATEi ltnV02
190{0140-03 Rev. C
Page 7 of I0
GARMIN Intcmational, Ine.
1200 E. l5ì'r Streel
Olathe, KS 66062 USA
FAA APPROVED AIRPLANE FLICHT MAMJAL SUPPLEMENT
CARMIN GNS 430 VI{F COMMUN]CATION
TMNSCEIVERi VOMLS RECEIVER/
GPS RECEIVER
tf 'RAIM lS
NOT AVAILASLE" message is displayed while on lhe fÌnal
approoclì scgmènt, CPS bæcd navigarion wilì continuc for up to 5 minutes
witì approach CDI smsitìvity
rvill Rag and no longcr Provi
Missed approach course guida
CDI smsitivity by execuring lhe missed approach,
In an in-flíght emergenoy, dcPr€sing aod holding the Comm transfcr button
for 2 scconds v¡ll selcct thc cmorgency &cqucnry of 12l'500 MH¿ into the
"Active" frcquency window.
SECTION IV
NORMÂL PROCEDIJRES
I
DETAILED OPERATING PROCEDURES
.
Nomal opcrating proædurcs ore desc¡ibcd in tìe GARMIN GNS 430 Pilots
Guide, P/t{ 190-00l40-00, Rov. A, datcd Octobcr 1998, or ìatcr aPPrcPriEte
reYls rorr.
P.ILOîS D¡SPLAY
The CNS 430 System data will appçar on rhe Pllofs HSI' The source ofdam
is either GPS or VLOC as annunciated on trc diqpfay above the CDI key'
PIPER PA32
190-00140-03 Rev. C
Page 8 of l0
FAA APPROVED
DATEi llnvïz
OARMIN Tnlemational, Inc.
1200 E. l5t,rSbcc¡
Otarhe, KS 66062 USA
FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
CARMIN CNS 430 VI{F COMMI.JNICATTON
TMNSCEIVER/ VOR/ILS RECEIVER/ GPS RECEIVER
3.
AUTOPILOT/ FLICHT DIRECTOR OPEMTION
Coupling of lhe GNS 430 Sysrem steering infomarÌon 10 the
autop¡lornighr
dìrcclor cnn-bc accornplished by engaginl thc autopiloÈ/flight
dircdor in r-hc
NAV or APR mode.
4.
^UTOM,C,TIC
5.
LOCALIZER COTJRSE CAPTURE
DISPLAY OF LICHTNING STRIKE DATA
PIPER PA32
FAA ¡,PPROVED
DATEi
lll2ll02
190-00140-03 Rey. C
Page 9 of l0
CARÀ'ItN Intemarìona)' Inc'
1200 E' l5ln Street
Olarhe, KS 66062 USA
T
FAA APPROVED A
GARM]N
TRANSCEIVER
6.
DATA
DISPLAY OF TRAFFIC INFORMATON SERVICE
TtS survei
GTX 330
dìsPlaY Pa
the inlerfa
Guide Addendum fof th€ TIS System inlerfacc'
SECTION V
PERFORMANCE
No change.
SECTION VI
\ilXìGHT AND BAI,ANCE
Sec
curent weight md balonce daø'
SECTION VIT
AIRPLANE & SYSTEM DESCRIPTIONS
See GNS
of the GNS 430 system'
430 Pilot's Guide lor a complcte descfiption
PI PER
19tr00110-03 Rev' C
Pagel0ofl0
PA32
ÌAAAPPROVED
DATù
llnllo2
sEcTloN 4
NO,. .AL PROCEDURES
PIPER AIRCR-A-FT CORPORÄTON
PA-28.1 81, CHEROIGE ÄRCIIER II
WAIK.AROlJND
Figu¡e 4-l
Brakeblocks
Pitot head
4.5 n-ORI\ÍAL PROCEDURES CHECK LIST
PREFLIGHT
Control wheel
...chcck
.....remove cover holes clear
..
..
Master sq,itch
Fuel quantity gauges
Master switch
lgnition
Exterior
Conrrol surfaces
Hinges .
Wings .
Stall waming
Navigation lights...
Fuel tanks
Fuel tank sumps
Fuelvents
Main gear struts
.
........ )
\\/indshield
,.... cìc¡n
...check
Propellerand spinner.
...... checkforleaks
Fuelandoil.....
...checklevel
Oil ....
.. .... properly seated
Dipstick
....., secure
Cowling
.....secure
lnspectioncovers.
.....check
Nose wheel tire....
.....propcr
Nosegearstrut...
releasebelts
... ON
.. 'check
..
OFF
.. .. .. .. OFF
. . .. check for damage
check for interference lree of ice, snow, frost
.check for interference
. free of ice, snow, frost
..,check
.. ..
.....check
..
Baggage
.. ..díain and cheåk I
..
for water, sediment
I
and proper fuel
I
....'
'. '..
oPen
ProPer
inflation (4.50 in.)
Tires,.
ISSUED: JUNE 18, 1976
REYISED: MARCH 30, 1984
..'.....check
......
.......check
Tow bar and control locks
check supply
visuallv - secure caDs
..
inllation (3 25 in.)
Airinlets
Alternatorbelt,..
Baggage
door .,
strainer
controls
Cabin door
Required papers .
Seat bclts and harness
Fuel
Primary flight
,.
....
.
clear
tension
' '...stow
slou'ed ProPerì-v-
... ...
secu re
close and secure
. '. drain
proper operation
. , close and secure
. ...on board
. fastcned/ad.iust check inertia reel
REPORT: vB-790
4-3
PIPER AIRCRAFT CORPORATION
SECTION 4
PA.2&I8I, CHEROKEE ARCHER
NORTÍAL PROCEDURE.
U
STARTTNG 1YITH EXTERNAL PO\{iER SOURCE
BEFORE STARTING ENGINE
..set
Brakes
Carbureto¡ lìeat
Fuel selector
lult COLD
desi¡ed tank
Maste¡srvitch
Allclectriccl eqLtiptnctrt
Ternti¡alS
External power pìug
""'
. '...
oFF
'.OFF
. coltllcct
' insert
i¡
fuseì a ge
STARTING ENGINE WHn{ COLD
Throttle
Masterswitch
Electricfuel pump
Mixture
starter
Th¡ottle
Oilpressure
if
engine does
repea
t startin
Proceed
with normal start
Th¡otfle
'l/4" oPen
' . . .. . ' .ON
. ' ' ".ON
.
full RICH
'engage
...adjust
... '
check
not start within l0 sec' prime
and
.
lowest Possible
RPNf
External power
plug
. disconnect f¡om
fusel age
Maste¡switcli
Oil pressure
.,..ON-clteckammeter
'
check
\TÀRM.UP
. . 800 to
Th¡ottle
I 200
RPI{
g Procedure'
TÄXIING
START]NG ENGINE ìYHEN HOT
Throttle
Masterswitch
Elect¡jcfuel pump
Mixture
Starter
Throttle
OiJpressure
.l12"
open
.. ......ON
.....ON
.
full RICH
. . engage
...adjust
._..
"check
STA.R.TING ENGINE WHEN FLOOD ED
open
Throttle
Master switch
Elect¡ic fuel pump
I{ixtu re
S
lirtcr
Mix tu re
Throttle
OiJ pressure
full
.oN
...
..oFF
.
.
.
.
.cngage
. idle cut-off
. adva¡ce
. retard
check
Chocks ,
Taxi area
REPORT: VF790
.. ' '.
Tluottle
Brakes
Steering
aPPlYslowlY
' check
. check
GROUND CHECK
Throttle
I{agnetos
2ooo RPì'{
.max. droP I75 RPltf
-max. diff. 50 RPN{
Vacuum
Oil temp
Oilpresure
Ai¡ conditione¡
Annunciatorpanel....
Carburcto¡ heat .
. '.. '5'0"Hg.r.l
.'
.
check
check
check
'press'to-test
cllcck
Engi¡e is warm for taleoff when tluottle can
opened without engine faltering'
Elect¡ic fuel pump
Fuel pressure
Tfr¡oitle
44
.removed
. clear
be
OFF
. check
. retard
ISSUED: JUNE 18, 1976
REVISED: JULY 12,1977
PIP ER I,IRCRÄ-FT CORPOR,A.TION
P.4.2&181, CEEROKEE ÀRCHER tr
SECTION 4
NORMAI. PROCEDURES
BtrORE T.A-IGOFF
Masterswitch
Flightinstmments
SOFT FIELD
.....,..ON
....check
...,
selecto¡
Electicfuelpump.
Enginegauges
Ca¡buætorheat
Seatbacks
Mixtu¡e
Primer.
Belts, harness
Emptyseas
..
Fuel
Flaps..
Acceler¿te
weight
.proper tank
....ON
. ...,
.
Conüol
check
...i.
Fìaps..
Trimtâb
Contols
Doors
Ai¡conditioner
.....:
.....:
seatbelts
p.heel
back preszuæ 1o
rotate to climb attitude
After breaking gmu¡d, accelerate to 45 to 54 KIAS
..'...,OFF
. ,. .::., .e¡ect
.....:.
.s€t
,....:...locked.
, fasteñedladjusred
.25'(secondnotch)
to 41 to 49 KIAS depending on aircraft
depending on aircraft weight
to best flaps up rate
Accelerate
KIAS
I
of climb speed ?6
Flaps .
retact slowly
snú8jy fastened
..set
.set
t..
free
...latched
......OFf
T.Ä.KEOFF
CLIMB
up)
up)
?6 KIAS
64 KIAS
pump ,
87 KlÄS
OFF at
desi¡ed altitude
Best ¡ate (flaps
Best angJe (flaps
En ¡oute
Elect¡ic fuel
NORMÀL
Flaps .
Tab,..
. set
.set
Accele¡ate to 52 to 65 KIAS
Cont¡ol
wheel
back pressure to
¡otate to climb attitude
SHORT FIELD, OBSTI,CLE CLEÄRANCE
FLaps ,
. 25o (second notch)
Accelcnte to 41 to 49 KIAS depending on ai¡cr¿ft
weidrt
Conr¡olwheel
....backpressureto
rotate to climb attitude
After breaking ground, accelerate to 45 to 54 KIAS
depending on aircraft weight
Accelerate to best flaps up angJe of climb speed - 64
KJ-A,S, slowly rerlact t¡e flaps and climb past the
obstacle.
Accele¡ate lo best flaps up rate of climb speed - 76
K]AS
CRUISING
Refe¡en ce pe¡form
Operator's Ma¡ual.
an
c€ charts
an
Normalmaxpower
Power
ÌYtixture
d Avco-Ly comin g
,,.'15%
set per power table
. adjusl
DESCENT
Norm¡l
Throttìe
Airspeed
Mixture
...
2500 rpm
,,.126KI.AS
,.. ,.
.
Rìch
required
Carburetor Heat
,..
..
.,.
On
DESCENT
Power off
Carburetor Heat
...
,,
,,.
On if required
Thrortle
Airspeed
Mixture
Power,.
if
......Closed
As required
As requirél
.,.Verify with throttlé
every 30 seconds
fSSUED: JUNE 18. t976
REvISED: MARCH 30. I984
REPORT: YB-790
4_5
r.'
PIPER NRCRAFT CORPO R.ATION
PA-2&18I, CHEROICEE ARCHER II
SECTION 4
NORM,A,L PROCEDURE5
.A.PPROACH AND LÄNDING
. . 'ProPer tanl<
selector
backs
' 'erect
.,,..fasten/adjust
Beltsrharness
Electic fuet pumP
" " 'ON
Mixture
' ' " 'set
Flaps ..'.
":"'set'lO2KIASmax
Ai¡conditioner
" ' ' ' 'orr
Trim to 75 KIAS
Finalapproachspeed(flaps40") ' '.. ' 66KIAS
Fuet
Seat
STOPPING
T¡¡GNE
Flaps ,
Eleãtricfuelpump
Ai¡conditione¡ :....'
Radios
Th¡ottle
Mixtu¡e
Magnetos
Masterswitch
' 'retact
'. ' 'OFF
. "'.'OFF
., ,.OFF
' ' 'fuuaft
idle cut-off
. ' 'OFF
' " ' ' "oFF
4
PARKING
Parkingbrake.
Conrolwheel
Flaps ..
Wheelchocks
Tiedowns
REPORT: YB-790
+6
.'.'."set
....secu¡edwithbelts
. ' 'fulluP
'.".inPlace
' 'secure
ISSUED: JUNE lE. 197ó
REYISED: l\IARCH 30. 198'{
7
ìteßen Avialion lnc
inden,/^ilE, USA
Âm lnstrumenlenbrett , im dir€klen glickfeìC des Piloten isl folgendes Hinweisschild anzubringen:
Kopie
Normalverfahren / Normal Procedures
Tan kwa hlscha lter
:
Starl und Lendung euf Tank rechts durchfÜhren ,wenn Autobenzin oder e¡n
Gemisch aus Autobenzin und AVGAS 100 LL verwendet w¡rd.
Krâftloff- Ptanung
:
Die Tankwahlscheltung soll so gewähll werden , dass be¡ Verwendung von AutoEenzin und einerAussentemperalur (OAÐ von mehr als 30" C ein KrêftsiofVonet von minCelens Z des Behältervolumens fúr den normalen Betrieb
verble ibt
Kratlloff-Zusetz-
: Es sind 2 elektrisch betri€bene Zusatzpumpen ( nr. 1 und Nr. 2 ) eingebaut
die durch Schalier êm Instrumenlenbrett eingescha¡tet werden.
pumpen
,
E¡ne dieser Pumpen muss bei Rollen , Starl , Steigflug oder Landung ein-oeschâ¡tet sein ( Schaller ON ). Wäh¡end des Reisefluges , ausreichender
Krafislofdruck vorausgesetzt , k¿nn diese Pumpe ausgescheltet werden
(Schalterstellung OFF ). Vgl. auch Beschränkungen / Limitations im
originalhandbuch des Flugzeuges.
Zur gleichmässi-oen Nutzung der Pumpen im lnleresse der Betriebssicherheil
wird d¡e wechselweise Ven¡rendung der Pumpen empfohlen'
Fun ktionskontrolle
der Pumpen vor
dem Anlassen
: Benerie-Heuptschaller einschalten und dìe Pumpen Nr. 1 und Nr. 2 nacheinander
einschallen . Jeweils Funhion durch Hö¡en des Pumpenlaufgeräusches und des
Kraftsloffdruckes jeder Pumpe úberprÙfen. Pumpe wieder ausschallen.
Notverfahren / Emergency Procedures
Fells aus unbekannten Gründen der Kreflstoftvonat im rechlen Tank weiniger
als % sein sollte . kann ausnahmsweise die Lendung mil dem linken Tank
eusgefúhrt werden.
Vom Lufrfahrt-Bundesamt genehmigt:
Datum:
,l Z Juni
Ausgabe: 1:r
'.
,
.i - :.. .'-"-4.!"1
tl2
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