-if"."rXn"-
AIRCRAFT MODIFICATIONS INC.
F.A.A. APPROVED
AIRPLAI{E SIIPPLB,IENTALELIGHT MANUAL
For
PIPER CIIEROKEE
MODELPA-28-151
wirh
-D28, -DzC, or -D3G
LYCOMING0-320-D2A,
ENGINE INSTAILED
REcrsrmrroN
NrnaER
N tP\^3:I
SERIAL NI]I,IBER
ftris Supplenental Flight ManuaL is F.A.A. approved material and must be
Ln Ehe airplane
for all operations when Lycorning O-3?O-D?A, 0-320-D28, O-320-D2C
rr 0-320-D3G engine is installed
in accordance with STC SA2969SW. Ttre
lnformation contained herein supplernents or supersedes the lnformation
:n the form of placards, narkings, and approved rnanual material.
For
procedures and perforrnance informatlon
not contained in this
limitations,
iuppleurental Flight Manual- consult the basic airplane placards, rnarkings
rnd approved manual- material.
F.A.A.
APPROVED
FEDERAL AVIATION ADMINISIRATION
Southwest Region
Fort l{orth, Te:<as 76LOL
DATE:
October 21
1981
S.T.C. No. 5A29695[{
Pagelof2pages
Woco-ModisonCooperAirporto P.O.Box5249. Woco, Texos76708. 847-752-8381
{tF:jiii;:i:b
AIRCRAFT MODIFICATIONS INC.
PIPER CIIEROKEEMODELPA-28-151
SUPPLN,IE{TAL FL IGIIT MANUAL
I
GENEMI.
1. ENGINE:
2.
II.
PROPFT.T
ER:
LIMITATIONS
1. NGINE LTMIIS:
Lycmrlng 0-320-D2A
or
Lycoming 0-32O-D2B
or
Lyconing O-32O-D2C
or
Lycoming 0-320-D3G
Sensenich 74DM6-0-60
or
Sensenich 74DM6-0-58
Maximum Continuous:
150 H.P. - 2550 RPM
Takeoff (Five (5) llinutes)
150 H.P. - 2700 RPM
2.
PROPELLM.LD{I15:
Static RPM at maximum throttle
setting:
Not over 2450, Not under 2350
Diameter:
Maximrmr= 74 inches
Minimurn = 72 inches
3.
M{GINE INSTR.I]MENT
I4ARKINGS:
TACIIOMETERI
Green Arc
Yellow Arc
Red Radial
2200 - 2650 RPM
2650 - 2700 RPM
- 2700 RPM
III.
PROCEDIJRES
No Change
IV.
PERFORMANCE
the perfonnance of Lhis airptane equipped with a Lycoming O-320-D2A,
O'32O-D2B' 0-320-D2C, or 0-320-D3G engine is equal to or better than
the original
F.A.A. approved perfor:mance.
F.A.A.
APPROVED
DATE:
L|/LL/8L
S.T.C. No. SA2969SW
Page2of2pages
Woco-ModisonCooper Airport. P.O.Box5249. Woco, Texos76708. 817-752-8384
ttfrd Sottr!f gula
Eqertmrnt
0FCrsruportation-fcdral
lldminignation
B0lation
?[Upe
€ntifirsts
Fupplgmsntsl
(€ontinusfion
Fheet'ir
J(r"rrl'.*
Lfunitations
1.
SA2969S!il
Revision
2
and Conditions :
Fl.A Approved Airplane Supplenental Flight
for Lycming 0-320-D3G engine lnstallation
propeller;0R
Manual dated April 5, L979,
with Sensenich 74DM6-O-58
FAA Approved Alrplane Supplpoental Flight
for Lycoming 0-320-D3G engine installation
74DM6-0-58, or 74DM6-0-60 propeller;
OR
Manual dated ApriL 24, 1980,
with either Senenich
FAA Approved Airplane Supple'r'ental Flight Manual dated October 21, 1981,
for Lycoring 0-320-D2A, -D28, -DzC, or -D3G engine installation
with
either Sensenich 74DM6-0-58, ot 74DM6-0-60 propeller is required.
2.
Conpatibility
uodifications
of this nodification
with other previously
must be deterained by the installer.
approved
An1,allerattcrtoJ thisccrttfuaieis punishableby afru oJ nolcxcccding
t|,000, or imfrtscnmtrtincl cxctcdtng3 yars, or botli
FAA FoRM 8rrG2-t
(tG69)
This cettifuak nu2 bc nazstarcd in ucordante with FAR 21.47
pecg 2 or
2erces
CHEROKEEWARRIOR
GENERAL SPECIFICATIONS
PERFOR.MANCE
Published figures are for standard airplanes flown at gross weight under standard
conditions at sea level, unless otherwise stated. Performancefor a specific airplanemay vary
from published figures depending upon the equipment installed, the condition of engine,
airplane and equipment, atmospheric conditions and piloting technique. Each performance
figure below is subject to the same conditions as on the correspondingperformance chart from
which it is taken in the PerformanceCharts Section.
TakeoffGroundRun (minimum)(ft)
o
TakeoffDistanceOver5Gft Obstacle(25 flaps)(ft)
BestRateof Climb Speed(mph)
Rateof Climb(ft per min)
ServiceCeiling(ft)
AbsoluteCeiling(ft)
Top Speed(mph)
OptimumCruisingSpeed(75% power,optimumaltitude,leanedto
bestpower)(mph)
CruisingRange(75%power,optimumaltitude,leanedto besteconomy.
(mi)
no reserves)
OptimumCruisingRange(55% power.optimumaltitude,leanedto
(mi)
besteconomy,no reserves)
(mph)
(flaps
StallingSpeed
down)
StallingSpeed(flapsup) (mph)
LandingRoll (flapsdown)(ft)
LandingRoll Over50-ft Banier (flapsdown) (ft)
l 065
1 76 0
87
649
12,700
14,960
I 35*
I33*
720*
7 8 5*
58
64.5
s95
lll5
WEIGHTS
GrossWoight(lbs)
StandardEmptyWciglrt(lbs)
MaximumUsefulLoad(lbs)
2325
1 3 3I
994
*With OptionalWheelFairingsinstalled.
GENERAL SPECIFICATIONS
REVISED:JULY 14.1975
l-l
-JL-*-
CHEROKEEWARRIOR
POWER PLANT
Engine(Lycoming)
Rated Horsepower
Rated Speed(rpm)
Bore (inches)
Stroke ( inches)
Displacement( cubic inches)
CompressionRatio
Dry Weight(pounds)
Propeller
McCauley
Sensenich
o-320-E3D
rs
2700
5.125
3.875
319.8
7:l
276
rcr60/EGM76s3
74DMGG58
FUEL AND OIL
Fuel Capacity(U.S.gal) (standard)
Fuel Caprcitf' (U.S.gal) Usable
Oil Capacity(qts)
Fuel. AviationGrade
Minimum Octane
SpecifiedOctane
Altemate Fuels
50
48
8
8o/87
80/87
Referto FuelRequirements,
Sectionl0 - PageI G9
DIMENSIONS
Wing Span(ft)
Wing Area (sq ft)
Length (ft)
Heieht(ft)
Wing Loading (lbs per sq ft)
Power Loading (lbs per hp)
PropellerDiameter(in.)
McCauley
Sensenich
Turning Radius
35
170.0
23.8
7.3
13.7
15.5
76
74
t 3.0
BAC'GAGE
(lbs)
Maximum Baggage
BaggageSpace(cubic ft)
BaggageDoor Size(in.)
200
24
20x22
LANDING GEAR
WheelBase(ft)
WheelTread (ft)
Tire Pressure(psi)
Tire Size
t-2
Nose
Main
Nose(4 ply rating)
Main(4 ply rating)
6.7
10.0
30
24
5 . 0 0x 5
6.00x 6
GEITIERALSPECIFICATIONS
REVISED:APRIL 16,1976
CHEROKEEWARRIOR
I
? 36
GENERAL SPECIFICATIONS
ISSUED:JULY 17.1973
1-3
DESCRIPIIlIlI
AIRPU]IE
A]IDSYSIETS
The Airplane
Airframe
Engineand Propeller
LandingGear
FlightControls
FrrelSystem
ElectricalSystem
VacuumSystem
InstnrmentPanel .
Pitot-StaticSystem
Heatingand Ventilating
CabinFeatures
Baggage
Area
StallWarning...
Finish
EmergencyLocatorTransmitter
PiperExternalPower
2-l
2-l
2-2
2-4
2-6
2-7
2-9
2-13
2-13
2-15
2-15
2-18
2-18
2-18
2-18
2-19
2-19
2-i
J
CHEROKEEWARRIOR
DESCRIPTION
AIRPLANE AND SYSTEMS
THE AIRPLANE
The Cherokee Warrior is a single-engine,
fixed gear monoplane of all metal construction
with low semi-taperedwings.
The fuselageprovides a spacious,four-place interior with optional features to ensure
individual comfort during short or extended cross-countryflight.
The Cherokee Warrior can serve as a rental or crossrountry airplane and also as a training
and utility airplane. Performance and loading characteristicscombine with economical
operation to make the Warrior a versatileairplane in the businessor personalaviation fields.
AIRFRAME
The primary structure, with the exception of the steel tube engine mount, steel landing
gear struts and isolated areas, is of aluminum alloy construction. Tough fiberglass and
thermoplasfic are used extensively in the extremities - the wing tips, the engine cowling, etc. and in nonstructuralcomponentsthroughout the airplane.
The fuselage is a conventional semi-monocoquestructure. On the right side of the airplane
is a large cabin door for easeof entrance and exit and a large baggagedoor to provide effortless
loading into the 24 cubic foot compartment.Maintenancehas been reducedto a minimum with
advancedfuselagedesign.
The wing is a conventional semi-tapereddesign incorporating a laminar flow, NACA
652415, airfoil section. The cantilever wings are attached to each side of the fuselageby
insertion of the butt ends of the main spars into a spar box carry-through which is an integral
part of the fuselagestructure.The spar box carry-throughstructure,locatedunder the rear seat,
providesin effect a continuousmain spar with splicesat eachside of the fuselage.There are also
fore and aft attachmentsat the rear and at an auxiliary front spar.This type of wing structure
provides unobstructed cabin spacefor the rear passengers
and allows for a lighter wing structure
to improve the useful load of the airplane.
Both ailerons and flaps are of modern, all metal construction for smooth control of the
aircraft. The ailerons are tapered to accommodatethe semi-taperedwings. In the fully retracted
position, the right flap locks to provide a step for cabin entry. The flaps have three extended
positions: 10,25, and 40 degrees.
A horizontal stabilator, vertical fin, and a rudder make up the empennage.They utilize a
lightweight metal construction with fiberglasstips.
AIRPIJ\NE AND SYSTEMS
REVISED:JULY 14.1975
2-l
CHEROKEEWARRIOR
ENGINE AND PROPELLER
The PA-28-l 5 | is powered by a Lycoming O-320-E3D four cylinder. direct drive,
horizontallyopposedenginerated at 150 HP at 2700 RPM. It is equippedwith a starter,a 60
amp l4 volt alternator,a shieldedigrrition,dual magnetos,vacuulnpump drive, a fuel pump,
foam induction air filter. A recommendedoverhaulperiod of 2000
and a wetted pol-vtrrethane
Lycoming
serviceerperience.Operationbeyond the recommendedtime is the
on
is
based
hours
overhaul
decisionof the operator.SinceLycoming from time to time revisesthe recommended
period. thc'owner should check with his dealerfor the latestoverltauIperiod on his engineas
well as any additionalLycomingServiccInformation.
The engine compartment is easily accessiblefor inspection through top-hingedsidepanels
side of the enginecowlings.The enginecowlingsare cantileverstrltcturesattachedat
either
on
the fire wall. The enginemounts are constructedol steel tubing, and dynafocal mounts are
providedto reducevibration.
The.exhaust system is constructedof stainlesssteel and incorporatesa singlemuffler with
heater shrouds to supply heated air for the cabin. the defroster systent and the carburetor
deicingsystem.
An oil cooler is located on the left rear of thc' engine mounted to thc enginebaffling.
Engine cooling air, which is picked up in the nose sectionof the enginecowling and carried
through the baffling. is utilized on the left side for the oil cooler. A winterization plate is
providedto restrict air during winter operation.(SeeWinterizationin Harrdlingand Servicing.)
Engineair enterson either side of the propellertltrougltopeningsitt thc'nosecowlingand
is carrredthrough the enginebaffling around tlte engineand oil cooler. Air for the muffler
shroud is also pickc'dup from the nose cowling and carriedthrough a largcduct to the shroud.
Carburetor indrrction air enters a chin scoop on the lower right cowling and is passedthrough a
wetted polyurethane filter to the carburetor air box. Heated air enters the carburetor air box
through a hose connectedto the heatershroud.
A Mgcar.rleylCl60/8GM7653 or a Sensenich74DM6-0-58fixed pitch propelleris installed
as standardequipment.The McCauleypropellerhas a diameterof 76 incheswith a pitch of 53
inches and the Sensenichhas a 74 inch diameterwith a 58 inch pitch. The pitch of both
propellersis determinedat75% of the diameter.Both propellerunitsareof an aluminumalloy
construction.
The pilot should read and follow the proceduresrecommendedin the Lycoming Operator's
Manual for this engine in order to obtain maximum engineefficiency and time betweenengine
overhauls.
)-)
AIRPLANE AND SYSTEMS
ISSUED:JULY 17,1973
CHEROKEE
WARRIOR
Throttle Quadrantand Console
AIRPLANE AND SYSTEMS
ISSUED:JULY 17,1973
2-3
CHEROKEEWARRIOR
LANDING GEAR
The fixed gear PA-28-I 5 I is equipped with is a Cleveland5.00 x 5 wheel on the nosegear
and a Cleveland6.00 x 6 wheel orr each main gear. Clevelandsingledisc hydraulic brake
are providedon thc'main gear.The nose gearhas a 5.00 x 5 four ply tire, while the
assemblies
have 6.00 x 6 four ply tires. At grossweight. the main geartires require a
main wheel assemblies
pressureof 24 psi, and the nosegeartire requiresa pressureof 30 psi.
The nose gear is steerablethrough a 30 degreearc each side of center by the use of the
rudder pedals ind toe brakes. A spring device is incorporated for rudder centering and to
provide rudder trim. A bungeeassemblyon the nose gear steeringmechanismreducesground
iteering effort and dampens shocks and bumps during taxiing. The steering mechanismalso
incorporatesa shimmy damPener.
The three struts are of the air-oil type with the normal static load extensionbeing 3'25
inchesfor the nosegearand 4.50 incltesfor the main gear.
The brakesare actuatedby toc brakc pedalswhich are attachedto the rudderpedalsor by
a hand lever and master cylinder located below and behind the centerof the instrumentsub
panel. Hydraulic cylindersare locatedaboveeaclt pedaland adjacelrtto the hand brake lever.
The brake fluid resenoir is installetlon the top left front face of the fire wall. The parking brake
is incorporatedin the mastercylirrderand is actuatedby pulling back on tlte brake leverand
the knob attachedto the'left side of tlte handle.To releasethe parkingbrake,pull
depressing
the
brake lever to disengagethe catch mechanismand allow the handle to swing
batt on
forward.
24
AIRPLANE AND SYSTEMS
ISSUED:JULY 17.1973
CHEROKEEWARRIOR
Main WheelAssembly
AIRPLANE AND SYSTEMS
ISSLJED:IULY 17,1973
2-5
CHEROKEEWARRIOR
Console
FLIGHT CONTROLS
Dual flight controls are provided on the Warrior as standard equipment. The flight controls
actuatethe control surfacesthrough a cablesystem.
The horizontal surface(stabilator) is of the flying tail designwith a trim tab mounted on
the trailing edge.This tab servesthe dual function of providing trim control and pitch control
forces.The trim tab is actuatedby a trim control wheel locatedon the control consolebetween
the front seats.Forward rotation of the wheel givesnosedown trim and aft rotation givesnose
up trim. The stabilator provides extra stability and controllability with less area, drag and
w e i g h tt h a n c o n v c r r t i o n at al i l s u r f a c c s .
The rudder is conventionalin designand incorporatesa rudder trim. The trim mechanism
is a spring loadedrecenteringdevice.The trim control is locatedon the right side of the pedestal
below the throttle quadrant. Tuming the trim control clockwise gives nose right trim and
counterclockwiserotation givesnoseleft trim.
Ailerons are provided with a differential deflection. This feature reducesadverseyaw in
turning maneuvers.thus reducing the amount of coordination required. An aileron centering
spring incorporated in the aileron control system on early models centen the aileron by
returning the control wheel to neutral.
24
AIRPLANE AI\D SYSTEMS
REVISED:JULY 14.1975
CHEROKEEWARRIOR
Manually controlled flaps are provided on the PA-28-151. The flapsare balancedforlight
operating forces and spring loaded to return to the retracted (up) position. A control handle,
which is located between the two front seats on the control console, extends the flaps by the
use of a control cable. To extend the flaps, the handle is pulled up to the desiredflap setting of
lO, 25 or 40 degrees.To retract, depressthe button on the end of the handle and lower the
control. When extending or retracting flaps, there is a pitch changein the airplane.This pitch
change can be conected either by stabilator trim or increasedcontrol wheel force. When the
flaps are in the retracted (up) position the right flap, provided with an over-centerlock
mechanism,acts as a step.
NOTE
The right flap will support a load only in the fully retracted(up)
position. When the flap is to be used as a step, make sure the
flaps are in the retracted(up) position.
FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gallons usable)fuel tanks, giving the airplane a
total capacity of fifty U.S. gallons(48 gallonsusable).The tanks are securedto the leadingedge
of each wing with screwsand nut plates.This allows easyremovalfor serviceor inspection.
On serial numbers 7415001 through 7515449 each fuel tank has two outlets, one forward
and one aft, to ensure an even fuel flow. Fuel is pumped from the tanks through the forward
and aft tank outlets to fuel manifolds in the inboard section of either wing. Each manifold is a
small collector with an inlet hose from each of the tank outlets, and an outlet hose to the fuel
selectorvalve.On serialnumbers 7615001 and up there is only one outlet on each tank and no
fuel manifolds are used.
The fuel tank selector control is located on the left side panel forward of the pilot's seat.
The button on the selectorcover must be depressedand held while the handle is moved to the
OFF position. The button releasesautomatically when the handle is moved back to the ON
position.
An auxiliary electric fuel pump is provided in case of the failure of the engine driven
pump. The electric pump should be ON for all takeoffs and landingsand when switchingtanks.
The fuel pump switch is located in the switch panel above the throttle quadrant.
'l'lrc
fuel druinsshotrltlbc o;rcnctldaily prior to first flight to chcck fr>rwatcr or sedimcnt.
h,aclrtank has an individual drain at the bottom, inboard rear corner, and each fuel manifold
(on early models only) is equippedwith a drain. The outlets are located on the undersideof the
wings.
A gascolator,located on the lower left front of the fire wall, has a drain which is accessible
from outside the nose section. The gascolator should also be drained before the first flight of
the day. (Seethe Handling and ServicingSection for the completefuel draining procedure.)
Fuel quantity and fuel pressuregaugesare mounted in a gauge cluster located on the left
side of the instrument panel to the right of the control wheel.
An optional engine priming system is available to facilitate starting. The primer pump is
located to the immediate left of the throttle quadrant.
AIRPLANE AND SYSTEII{S
REVISED:JULY 14,1975
2-7
CHEROKEEWARRIOR
FUEtPUTIP
EIIGIIIT
SIRATnER
l/""
FUEIIAIII(SELICIOR
YATYI
RIGHI
MAI]IIAI{I(
TUTI.
GAUGTS
OUAIITITY
(Ser.Nos.7415001through7515449)
FuelSystemSchematic
2-8
AIRPLANE AND SYSTEMS
REVISED:JULY 14,1975
CHEROKEEWARRIOR
THRl]TITT
MIIIURT
--='
tlfGflfttutt PUfiP
-fl.tclnlctufl.PUilP
r.ttl t^ilr lAlil(
futl rrill stttcl0RYrtvl.
RIGHI
TAI]iTAITI(
TUIL{lUAilIIIYGAUGTS
(Ser.Nos.7615001and up)
FuelSystemSchematic
AIRPLANE AND SYSTEMS
ISSLJED:
JULY 14,1975
2-8a
)
CHEROKEEWARRIOR
Fuel Selector
ELECTRICAL SYSTEM
The CherokeeWarrior is equipped with a simple but highly efficient electricalsystemthat
can be easily operated.
The electrical system includes a l4 volt 60 ampere alternator, voltage regulator,
overvoltagerelay, battery contactor and a standard l2 volt 25 ampere hour or an optional l2
volt 35 ampere hour battery. The battery is mounted in a thermoplastic box located
immediately aft of the main spar on the right side of the fuselagebelow the rear passengers
seat.
The voltage regulator and overvoltagerelay are located on the forward left side of the fuselage
behind the instrument panel.
Electrical switches are located on the right center instrument panel, and the circuit
breakersare located on the lower right instrument panel. A rheostat switch on the left side of
the switch panel cotrtrols the optional navigationlights and the radio lights.A similar switch on
the right side of the switch panelcontrolsand dims the optional panellights.The masterswitch,
anti-collision light, landing light and fuel pump are also located on the switch panel and are
controlledby rocker tvpe switches.
WARNING
S t r o b el i g h t ss h o u l dn o t b e o p e r a t i n g* h e nl ) r . i n gt h r o u g ho \ e r c a s t
a n d c l o u d ss i n c er e f l e c t e dl i g h t c a n p r o d u c cs-p a c i adl i s t l r i c n t a t i o n .
D o n o t o p e r a t es t r o b el i g h t si n c l o s ep r o r i n r i t r t o g r o u n c. rt j r r r r n g
t a k e o l la' n d l a n d i n g .
AIRPLANEAND SYSTEMS
R E V I S I I DA
: PRIL6. 1979
2-9
CHEROKEEWARRIOR
A h i n g e dd o o r p r o t e c t sa n d g i v e se a s va c c e stso t h e c i r c u i tb r e a k e rp a n e l .E a c hc i r c u i tb r e a k e r
t
h
o n e p a n e li s o f t h ep u s ht o r e s et y p ea n d i sc l e a r l vm a r k e da st o i t sf u n c t i o na n d a m p e r a g eC. i r c u i t
p r o r i s i o n sh a v eb e e ni n c l u d e dt o h a n d l ea f u l l c o m p l e m e not f c o m m u n i c a t i o na n d n a v i g a t i o n a l
equlpment.
Standard electrical accessoriesinclude a starter. an electric fuel pump. an audible stall
ammeter.and annunciatorpanel*.
warningindicator,fuel gauges,
T|e alnunciator panel* includesalternatorand low oil pressureindicatorlights.When the
optional gyro s)'stemis installed.the urnunciator partelalso includesa low vacuum indicator
light. The annunciatorpanel lights are providedonly as a warning to the pilot that a systemmay
not be operatingproperly, and that he should check and monitor the applicablesystemgaugeto
action is required.
determinewlten or if any necessary
as additional lights and
The system also provides for such optional electricalaccessories
equipment.
gallges,a heatedpitot head,attd communicationand navigational
The master switch is a split rocker switch. One side of the switch is the battery side
("BAT") and the other is the alternatorside ("ALT"). Henceforth,the words "masterswitch"
Irsedin this manual will mean both "BAT" and "ALT" switchesand they are to be depressed
to OFF or ON as directed.
simultaneously
Primary electrical power is provided by the 14 volt 60 amp alternator. The alternator
system offers many advantagesover the generatorsystem both in operation and maintenance.
T|e main advantageis full electricalpower output at lower engineRPM. This providesimproved
radio and electricalequipment operation and increasedbattery life by reducingbattery load.
This will make cold weatherstarting easier.
Secondaryelectricalpower is provided by the standardor optiotral battery.
Unlike previous generator systems, the ammeter as installed does not show battery
discharge:rather. it indicatesthe electricalload on tlte alternatorin amperes.With all the
electricalequipmentoff and the masterswitch on. the ammeterwill indicatethe chargingrate
of tlte battery.As eachelectricalunit is switchedott. the ammeterwill indicatethe total ampere
clraw of all the urrits including the batter1,.For exantple.the maximum continuousload for
1ig|t flight with radios on is abont 30 amperes.This 30 amperevalue plus approximately2
amperesfor a fully chargedbattery will appearcotrtiltuouslyunder thesetlight conditions.The
amopnt of current showlr on the ammeter will tell inrmediatelyif tlte alternatcr systemis
operatingnormally. as the amount of current showrrshouldequalthe total amperagedrawn b1'
the electricalequipmetrtwhich is operating.
If 1c outpgt is indicated on the ammeter dttring fligltt. redttcethe electricalload b1'
electricaleqtripment.C'lreckboth the 5 amperefield breakerand tlte
turlilg off all unnecessary
and
resetif open. If neithc'rcircuit breakeris open. tttrn the "AL'I"
breaker
outpr,rt
ampere
60
srvitchoff for I secondto reset the overvoltagerelav. If thc amntetercontinuesto indicateno
output. maintainmhimum electncalload and termirtatethe flight as sooll aspractical.
Maintenanceou the alternator should prove to be a minor factor. Should servicebe
required.contactthe local PiperDealer.
* S e r i anl o s .7 5 1 5 0 0 1a n d u p
2-t 0
AIRPLANEAND SYSTEMS
R E V I S E DA
: P R | l .6 . 1 9 7 9
CHEROKEE
WARRIOR
STARTERA ACCESSORIES
ALTERNATORFIELD
{
STARTER
SOLENOID
CABIN
LIGHT
Y,
MA9TER
SOLENOID
---_l
EXTERNAL
POWER
RECEPTACLE
t19
!
.
A M M TT F R (
)
t-
t--
- |
l
ALTEENATOR
SOURCE-POWER
RELAY EN€RGIZINGCIRCUIT
HASIER
5WtI CH
Alternatorand StarterSchematic
(Ser.Nos.7415001through7415731)
NRPI.ANE AND SYSTEMS
REVISED: JLJhtE14. 1974
2-tl
CHEROKEEWARRIOR
ALTERI{ATORFIELD
STARTERA ACCESSORIES
5A
(rN L|NEI
STARTER
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AIRPLAI{E AND SYSTEMS
ISSUED:JUNE 14.1974
CHEROKEEWARRIOR
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NRPLANE AND SYSTEMS
REVISED:JULY 14.1975
2-12
CHEROKEEWARRIOR
VACUUM SYSTEM*
The vacuum system is designedto operatc the air driven gyro instruments.l'his includes
t h c d i r c c t i o t t a ln r t d u t t i t u d c g y r o s w h c n i n s t a l l c d .T h e s y s t e mc o n s i s t so f a n e n g i n e< l r i v e r r
\ l r c u u n lp t ln l l ) .i l v i r c u i l r nr c g t t l l r t r lirl,l -lit c r l r r r r tl l r c l l c c e s s i t rl yl l t u r t b i n g .
The vacuum pump is a dry' type pump whrclt eliminatesthe nced for an air/oil separator
and its plunrbing.A slteardrive protectsthe pump from damage.If the drive shears.thc'gyros
w i l l h e c o n r ci n o p e r r t i v c .
A vacuum gauge.mounted on the far right instrument panel providesa pilot check for the
system during operation.A decreasein pressurein a system that remainedconstantover an
extendedperiod mav indicatea dirty filter. dirty screens,
possiblya sticky vacuumregulatoror
leak irt thc systent(a low vacuumindicator light is providedin the annunciatorpanel**). Zero
pressurewould indicate a shearedpump dnve. detectivepump, possiblya defectivegaugeor
collapsedline. In the c'ventof any gaugevariation from the norm, the pilot should have a
mechaniccheck the system to prevent possibledamageto the system componentsor eventual
failure of the system.
A vacuum regulatoris providedin the systemto protect the gyros.The valveis set so the
normal vacuurnreads5.0 + .l inchc'sof mercury,a settingwhich providessufficientvacuumto
opcrateall the gyros at their rated RPM. Higher settingswill damagethe gyros and with a low
settingthe gyroswill be unreliable.The regulatoris locatedbehindthe instrumentpanel.
INSTRUMENT PANEL
Thc instrument panel is designedto be firnctiorraland professional,accommodating
complete instrumentsand avionicsequipment for VFR and IFR flights. A wide range of
optionalinstmmentsand avionicspennit an equipmentselectionto suit individualneeds.
A natural scparationof the flight groul'rand power group is provided by placingthe fligltt
group in the upper instrumentpanel and thc power group in the centerand lower instrument
panels. The radios and the-circuit breakersare located on the upper and lower right panel
respective'ly.
and havt' circuits provided for a complete line of optional radio equipment.An
engine cluster is located to tht-'right of the pilot control wheel and includesa fuel pressure
gauge.a rig}t and let't main fuel quantity gauge.an oil temperaturegaugeand an oil pressure
gallge.
Standard instruments on the Warrior panel include a compass,an airspeedindicator, a
tachometer.an altimeter, an ammeter, an enginecluster.and an annunciatorpanel**. The
conlpassis mounted to thc top of the instrument panel in clear view of the pilot. The
annunciatorpanel is mounted in the upper instrumentpanel to warn the pilot of a possible
nrall'unctionin the alternator.oil pressure.
or vacuumsystems.
r \ r ' o t n ; l l t ' t cl t t t e < l l i l t s t r t n r r e nol l l t i o u s u v r r i l u h l lc' r l r t l r c p a n e l i r t c l r r d eus s u c t i r ) ng a u g c ,
v t r l r t r r ls P 1 ' q r' 1r t1t l i t r r l o rt .r l l r t t t t l g
t ' y l o , t l i r t : c t i o r r 9; r1l , r t -c1l .o c k .t r u - s p c e i ltrl d i c a t oar n d a t u r n
-[-lrc
r r r r t ls l i P i n t l i e u t o ro l t u r r r e o r l r ui nl a t o l ' .
a t t i t u d c g y r o a n c ld i r e c t i o n a gl y r o a r e v a c u u m
o p e r a t c dt h r o r r g l tt h e u s e o l a v u c u u mp u m p i n s t a l l c do n t h e e n g i n e w
, hilethe turn and slip
i n d i c a t o ri s e l e c t r i c a l l y ' o p e r a t eTdh.e v a c u u ms u c t i o ng a u g ci s o n t h e f a r r i g h t o f t h e i n s t r u m e n t
panel
*Optional equipment
* * S e r i a ln o s . 7 5 1 5 0 0 1a n d u p
AIRPLANEAND SYSTEMS
REVISED:JUNE 14.1974
2-t3
WARRIOR
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AIRPLANE AND SYSTEMS
REVISED:JULY 20,1976
CHEROKEEWARRIOR
PITOT-STATIC SYSTEM
The systemsuppLiesboth pitot and static pressurefor the airspeedindicator. altimeter. and
the optionalverticalspeedindicator.
Pitot and static pressureare pickc-dup Lty a pitot head installedon the bottom of the left
wing and carriedthrough pitot and staticlirte'swithin the wing and fuselageto tire gaugcson the
instrumentyranel.
A static valve.which is mounted to the knee guard below the instrumentpancl on the left
when opened.
side,providesan alternatestaticsourcefor the s-vstem
Both the pitot and static lines can be drainedthroLrghseparatedrain valveslocatedon the
left lower side of the fuselageinterior.
A heated pitot head. which alleviatesproblemswith icing and heavy rain. is availableas
optional equipment. The switch for the heated pitot head is locatedon the electricalswitch
panelto the left of the right control wheel.
To prevent bugs and water from entering the pitot and static pressureholes,a covershould
be placed over the pitot head. A partially or completelyblocked pitot headwill giveerraticor
zero readingson the instruments.
NOTE
During the preflight, check to make sure the pitot cover is
removed.
HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a sluoud attached to
the muffler. The amount of heat can be resrrlatedwith the controls located on the far rieht side
of the instnrmentpanel.
The airflow between front and rear seatscan be regulated by the heat diversion controls
locatedon eitherside of the consoleatop the heat ducts.
CAUTION
W h e n c a b i n h e a t i s o p e r a t e dh. e a td u c t s u r f a c eb e c o m e sh o t . T h i s
c o u l d r e s u l ti n b u r n si f a r m so r l e g sa r e p l a c e dt o o c l o s e t oh e a td u c t
o u t l e t so r s u r f a c e .
Fresh air inlets are located in the leadingedgesof the wingson the fin. At eachfront seat
location there is a hrge adjustablefresh air outlet on the side of the cabinnear the floor. Rear
seatventsarc optiotxtl.Cabinair is exhaustedthrough an orrtletlocatedbelow'the rear seat.
An optional overheadventilatings1'stemwith outlc'tsover each seat is also available.An
additiorraloPtion to aid in I'resltair circulationis a cabin air blorverto forcr-'lrr througli thc
overlteac'l
vt-nt svstenr.This blower is ops1x1e4br l latr srvitchrvith four pctsitions- "OFF."
" L O W . " " l \ 4 1 : D . "a n d " H I G l l . " T h e s w i t c hi s l o c a t c . coin t l i e r i g h t s i d eo f t h e i n s t r u m e r 'pl ta r l c l
w i t l t t l i c h c u t c rl r r d d c l ' r o s t ecr t r r r t r o l s .
AIRPLANE AND SYSTEMS
R E V I S U D :A l ' R l l . 6 . 1 9 7 9
2-l 5
CTIEROKEE
WARRIOR
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NRPLAI{E AI\D SYSTEMS
I S S U E DJ: U L Y 1 7 , 1 9 7 3
WARRIOR
CHEROKEE
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AIRPI.ANE AI{D SYSTEMS
ISSLJED:
JULY 17,1973
2- t7
CITEROKEEWARRIOR
CABIN FEATURES
For easeof entry and exit and for pilot-passenger
comfort, the front seatsare adjustable
fore and aft. The right front seattilts forward to allow easyentry to the rear seats.The cabin
interior includesa pilot storm window, ash trays and armrestson eachfront seat,two map
pocketsandpocketson the backsof the front seats.
The front seatscan be equippedwith optionalheadrests
and optionalpushbutton vertical
adjustment.
Seat belts are standard equipment for both front and rear seats.The shoulder straps
controlled by inertia reeb are standard equipment on the front seatsand are offered as an
option for the reat seats.The shoulderstrapis routed overthe shoulderadjacentto the window
and attachedto the seatbelt in the generalareaof the occupants'inboardhip.
A check of the inertia reel mechanismis madeby pulling sharplyon the strap.The reel
should lock in place under this test and prevent the strap from extending.For normal body
,
movements,the strapwill extendor retractasrequired.
BACCAGE AREA
A 24 cubic foot bag:gage
ar€a,locatedbehind the rear seat,is accessible
from the cabinor
loaded through a large 20 x 22 inch outside baggagedoor on the right side of the fuselage.
Maximum capacityis 200 pounds.Tie-downstrapsare availableand they shouldbe usedat all
times.
NOTE
It is the pilot's responsibility to be sure when the baggageis
loaded that the aircraft C.G. falls within the allowable C.G.
range.(SeeWeight and BalanceSection.)
STALL WARNING
An approachingstall is indicatedby an audiblealarmlocatedbehindthe instrumentpanel.
The indicatoractivates
at betweenfive and ten milesper hour abovestallspeed.
FINISH
All exterior surfacesare primed with etching primer and finishedwith a durableacrylic
Iacquerwhich is availablein a varietyof colorsand combinations.To keepthe finish attract-ive,
economysizespraycansof touch-uppaint areavailablefrom piper Dealers.
2-t8
NRPI.ANE AND SYSTEMS
ISSUED:JULY 17, t973
CHEROKEEWARRIOR
PIPEREXTERNAL FOWER*
An optional starting installation known asPiler External Power(PEP)is accessible
through
a receptaclelocated on the right side of the fuselageaft of the baggagedoor. An external
battery can be connectedto the socket,thus allowingthe operatorto crankthe enginewithout
havingto gain accessto the airplane'sbattery.Instructionson a placardlocatedon the coverof
the receptacleshould be followed beforeusingthe externalpower. For instructionson the use
of the PEP see: STARTING WITH EXTERNAL POWER under the OperatingInstructions
Secfionof this manual.
*Optionalequipment
AIRPLANE AND SYSTEMS
ISSUED:JULY 17,1973
2-t9
CHEROKEEWARRIOR
SECTIONI
LIMITATIONS
The followinglimitationsmustbe observed
in the operationof this airplane:
A.
ENGINE
LycomingO-320-E3D
ENGINELIMITS
For all operations
2700RPM,150HP
B.
FUEL
80187octaneaviationfuel minimumgrade
C.
PROPELLER
Sensenich74DM6, maximum diameter74 inches.Minimum diameter72 inches.Static
RPM at maximum permissible
throttle setting:Not over 2375, not under 2275. No
additionaltollerancepermitted.
McCauley lcl60/EGM7653, maximumdiameter76 inches.Minimumdiameter74.5
inches.Static RPM at maximumpermissible
throttle setting:Not over 2400,not under
permitted.
2300.No additional
tollerance
D.
POWERINSTRUMENTS
OIL TEMPERATURE
GreenArc (NormalOperatingRange)
RedLine(Maximum)
75'F to 245'F
245"F
OIL PRESSURE
GreenArc (NormalOperatingRange)
YellowArc (CautionRange)
R c dL i n e( M i n i n r u m )
l ( c : tll. i n c( M i r x i r n u r r r )
60 PSItO90 PSI
25 PSIto 60 PSI
25PSI
( ) 0I ' s l
FUEL PRESSURE
GreenArc (NormalOperating
Range)
RedLine(Minimum)
Red Line(Maximum)
.5 PSIto 8 PSI
.5 PSI
8 PSI
TACHOMETER
GreenArc (NormalOperating
R*g.)
RedLine (MaximumContinuousPower)
FAA APPROVEDJULY 25,1973
REVISED:APRIL 16.1976
500 to 2700RPM
27OORPM
REPORT:VB-573PAGE3-l
MODEL:PA-28-151
CHEROKEEWARRJOR
E.
AIRSPEED LIMITATIONS AND AIRSPEEDINSTRUMENTMARKINGS (Calibrated
Airspeed)
NEVEREXCEED
176MPH
MAXIMUMSTRUCTURAL
CRUISE
I4OMPH
MANEUVERING
I24 MPH
FLAPSEXTENDED(Ser.nos.7415001tlrough 7515449)
125MPH
F L A P SE X T E N D E D( S e r n. o s .7 6 1 5 0 0 1
a n du p )
I 1 5M P H
MAXIMUMPOSITIVELOAD FACTOR
(NormalCategory)3.8
MA)0MUM POSITIVELOAD FACTOR
(Utility Category)4.4
MAXIMUMNEGATIVELOAD FACTOR
No invertedmaneuvers
approved
AIRSPEEDINSTRI.JMENT
MARKINGS
RedRadialLine (NeverExceed)
YellowArc (CautionRange)
(SmoothAir Only)
GreenArc (NormalOperatingRange)
(Ser.nos.7415001
WhiteArc (FlapDorvnRange)
through7515449)
(Ser.nos.7615001andup)
WhiteArc (FlapDorvnRange)
F.
1 7 6M P H( I s 3 K T S )
1 4 0M P Ht o 1 7 6M P H
( I 22 KTS to 153KTS)
6 4 . 5M P Ht O I 4 0 M P H
( 5 6 K T St o 1 2 2K T S )
5 8 M P Ht o 1 2 5M P H
( 5 0 K T St o 1 0 9K T S )
58 MPHto I 15MPH
( 5 0 K T St o 1 0 0K T S )
MAXIMUMWEIGHT
NormalCategory
Utility Category
2 3 2 5L B S
I 9 5 OL B S
G.
BAGGAGECAPACITY
H.
C. G. RANGE
The datumusedis 78.4inchesaheadof wingleadingedgeat the intersection
of the straight
and taperedsection.
l.
2OOLBS
NormalCategory
Weight
(Pounds)
ForwardLimit
(ln. Aft of Datum)
Rearward
Limit
(ln. Aft of Datum)
232s
ti7.0
83.0
e3.0
93.0
Weight
(Pounds)
ForwardLimit
(ln.Aft of Datum)
Rearward
Limit
(ln.Aft of Datum)
I 950
83.0
86.5
I 950
2.
Utility Category
Straightline variationbetweenpointsgiven.
REPORT:VB-s73PAGE 3-2
MODEL:PA-28-l5l
FAA APPROVEDJULY 25,1973
REVISED:JULY 14.1975
CHEROKEEWARRIOR
NOTE
It is the responsibilityof the airplaneowner and the pilot to
insure that the airplaneis properly loaded. See Weight and
BalanceSectionfor properloadinginstructions.
I.
MANEUVERS
includingspinsprohibited.
l. NormalCategory- All acrobaticmaneuvers
for
Utility
Categoryonly.
2. Utility Category Approvedmaneuvers
Entry Speed
SteepTurns
I24MPH
Lazy Eights
I24MPH
Chandelles
I24 MPH
J.
PLACARDS
In full viewof the pilot:
..THISAIRPLANEMUSTBE OPERATEDAS A NORMALOR
UTILITY CATEGORY AIRPLANE IN COMPLIANCEWITH
THE OPERATINGLIMITATIONSSTATEDIN THE FORMOF
PLACARDS,MARKINGSAND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE
APPLY TO ITS OPERATION AS A UTILITY CATEGORY
AIRPLANE. FOR NORMAL AND UTILITY CATEGORY
OPERATIONS, REFER TO THE AIRPLANE FLIGHT
MANUAL.
NO ACROBATIC MANEUVERS ARE APPROVED FOR
NORMAL CATEGORY OPERATIONS. SPINS ARE
PROHIBITEDFOR NORMAL AND UTILITY CATEGORIES.''
In full view of the pilot, the followingtakeoffandlandingchecklistswill be installed:
TAKEOFFCHECKLIST
Fuel on propertank
Electricfuel pump on
Enginegaugeschecked
Flaps- set
Carbheatoff
l.
Mixtureset
Seatbackserect
Fastenbelts/harness
Trim tab - set
Controls- free
Door - latched
On aircraftwith ser.nos.7 4 I 5 0 0 1t h r o u g h75 | 5 4 4 9 .
LANDING CHECKLIST
Fuel on propertank
Mixture rich
Electricfuel pump on
2.
Seatbackserect
Flaps- set( 125mph)
Fastenbelts/harness
On aircraftwith ser.nos.7615001andup.
LANDING CHECKLIST
Fuel on propertank
Mixturerich
Electricfuel pump on
FAA APPROVEDJULY 25,1973
REVISED:JULY 14.1975
Seatbackserect
Flaps- set( I I 5 mph)
Fastenbelts/harness
REFORT:VB-573PAGE 3-3
MODEL: PA-28-l5l
CHEROKEE
WARRIOR
Adjacentto upper door latch:
..ENGAGELATCH BEFOREFLIGHT.''
On the instrumentpanelin full viewof the pilot:
..DEMONSTRATED
CROSSWING
COMPONENT20 MPH.''
On insideof the baggage
compartmentdoor:
..BAGGAGEMAXIMI.JM2OOLBS''
..UTILITY CATEGORY OPERATION - NO BAGGAGE OR
AFT PASSENGERSALLOWED. NORMAL CATEGORY
OPERATION- SEE AIRPLANE FLIGHT MANUAL WEIGHT
AND BALANCE SECTION FOR BAGGAGE AND AFT
PASSENGER
LIMITATIONS.''
In full viewof the pilot:
..ROUGHAIR OR MANEUVERINGSPEED- I24 MPH.''
..UTILITY CATEGORYOPERATION- NO AFT PASSENGERS
ALLOWED.''
On the instrumentpanelin full view of the pilot when the oil coolerwinterizationkit is
installed:
..OIL COOLERWINTERIZATIONPLATE TO BE REMOVED
WHENAMBIENTTEMPERATUREEXCEEDS5OOF.''
In full viewof the pilot:
..UTILITY CATEGORYONLY.''
ACROBATICMANEUVERSARE LIMITED TO THE FOLLOWING:
ENTRY SPEED
SPINSPROHIBITED
STEEPTURNS
LAZY EIGHTS
CHANDELLES
I24 MPH
124MPH
I24 MPH
On the instrumentpanel in full view of the pilot when the supplementarywhite strobe
lightsareinstalled:
..WARNING - TURN OFF STROBELIGHTS WHEN TAXIING
IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT
THROUGHCLOUD. FOG OR HAZE."
REPIORT:VB-573 PAGE 34
MODEL:PA-28-151
FAA APPROVEDJULY 25,1973
REVISED:AUGUST1,1973
WARRIOR
CHEROKEE
SECTIONU
PROCEDURES
l.
The stall warningsystemis inoperativewith the masterswitch off.
2.
Electricfuel pump must be on for both landingand takeoff.
3.
Intentional spins are prohibited. In the event that an unintentional spin is
encountered,recovery can be accomplishedby immediately using the following
procedures:
a.
b.
c.
d.
e.
f.
4.
THROTTLE- IDLE
AILERONS.NEUTRAL
TO DIRECTIONOF ROTATION
RUDDER- FULL OPPOSITE
CONTROLWHEEL- FULL FORWARD
RUDDER- NEUTRAL (WHENROTATIONSTOPS)
coNTRoL WHEEL - AS REQLIRED TO SMOOTHLYREGAIN LEVEL
FLIGHT ATTITUDE
Exceptasnoted above,all operatingproceduresfor this airplanearenormal.
FAA APPROVEDJULY 25,1973
REVISED:JULY 14,1975
REPTORT:
VB-573 PAGE 3-5
MODEL: PA-28-151
CHEROKEEWARRIOR
THIS PAGE INTENTIONALLY LEFT BLANK
REFORT:\tB-573PAGE3{
MODEL:PA-2&lsl
FAA APPROVEDJULY 25, 1973
REVISED:AUGUST1,1973
CHEROKEEWARRIOR
SECTIONM
PERFORMANCE
The following performancefigures were obtained during FAA type tests and may be
reahzedunder conditionsindicated with the airplaneand enginein good condition and with
piloting technique.All performanceis givenfor 2325 pounds.
average
and
on configuration
Lossof altitudeduringstallsvariedfrom 100 to275 feet,depending
power.
Stallingspeeds,
in mph. power off, versusangleof bank (CalibratedAirspeed):
Angleof Bank
FlapsUp
FlapsDown
FAA APPROVEDJULY 25,1973
REVISED:AUGUST30. 1973
00
64.5
58
20"
67
60
400
500
74
66
80
72
60'
9l
82
REPORT:VB-573PAGE 3-7
MODEL:PA-28-151
CHEROKEEWARRIOR
SECTIONry
OPTIONAL EQUIPMENT
NOTE
THE INFORMATION CONTAINED IN THIS SECTION
APPLTESWHEN THE RELATED EQUIPMENTIS INSTALLED
IN THE AIRCRAFT.
A.
ElectricPitch Trim Installation
B.
AutoFlite II Installation
C.
Installationof PiperAutoControl III and/or AutoControl IIIB
FAA APPROVEDJULY 25, 1973
REVISED:JANUARY17, 1975
REFTORT:
VB-573PAGE13.9
MODEL:PA-2&151
CHEROKEE
WARRIOR
I
I
A.
ELECTRTCPrTCH TRrM TNSTALLATTON
The following emergency information applies in case of electric pitch trim
malfunction:
l.
In caseof malfunction, disengageelectric pitch trim by pushing pitch trim
switch on instrumentpanelto OFF position.
2.
In an emergency,electric pitch trim may be overpoweredusingmanualpitch
trim.
3.
[n cruiseconfiguration,malfunctionresultsin l0' pitch changeand 2OOft
altitudevariation.
4.
In approachconfiguration,a malfunctioncanresultin a 5 o pitch changeand 50
ft altitudeloss.
FAA APPROVEDJULY 25.1973
REVISED:JANUARY 17. 1975
REFORT:VB-573PAGE3-l I
MODEL: PA-2&151
CHEROKEEWARRIOR
I
I
B.
AUTOFLITE II INSTALLATION
I.
LIMITATIONS
a. Autopilot useis prohibitedabove170MPH-CAS.
b. Autopilot "OFF" for takeoffand landing.
2' t*o::outflHaloperation
Referto the currentAutoFliteII Owner'sHandbook.
b.
EmergencyOperation
(l) In case of malfunction, PRESS disconnect switch on pilot's control
wheel.
(2) Rocker switch on instrument panel - OFF.
(3) Unit may be overpoweredmanually at either control wheel.
(4) An autopilot runaway, with a 3 second delay in the initiation of
recovery, while operating in a climb, cruise or descendingflight could
result in a 60' bank and a 320 foot altitude lossmeasuredat I 70 MPH
CAS in a descent.
(5) An autopilot runaway, with a I second delay in the initiation of
recovery,during an approach operation, coupled or uncoupled,could
result in a l5 o bank and a 2O foot altitude loss.
FAA APPROVEDAUGUST 30.1973
REVISED: JANUARY 17. 1975
REPORT:VB-573PAGE3-15
MODEL: PA-28-l5l
CHEROKEEWARRIOR
c.
INSTALLATION OF PIPERAUTOCONTROLlrr AND/OR AUTOCONTROLIIIB
I.
LIMITATIONS
a. Autopilot OFF duringtakeoffand landing.
b. Autopilotuseprohibitedabove140MPHCAS.
2.
PROCEDURES
a. PREFLIGHT
(l) Roll Section
(a) Place Radio Coupler in "Heading" mode and place A/P
ON/OFF switch in the "ON" position to engageroll section.
Rotate roll command knob Left and Right and observe
control wheel describes a corresponding Left and Right
turn. then centerknob.
(b) Set proper D.G. Headingor1D.G. and turn Headinglndice
to aircraft heading. Engage "Heading" mode switch and
rotate Heading lndice right and letl. Aircraft control wheel
should turn same direction as lndice. While D.G. indice is
set for a left turn, grasp control wheel and override the
servo to the right. Repeat in opposite direction for right
turn.
(c) If VOR signalavailablecheckOmni mode on Radio Coupler
by swingingOmni needleleft and right slowly. Observethat
control wheel rotates in direction of needlemovement.
(d) Disengageby placing the A/P ON/OFF switch to the "OFF"
position.
b.
IN-FLIGHT
( l) Trim airplane(ball centered).
(2) Check air pressureor vacuum to ascertainthat the Directional Gyro
and Attitude Gyro are receivingsufficient air.
(3) Roll Section
(a) To engage, center Roll Command Knob, place the A/P
ON/OFF switch tcl the "ON" position. To turn rotate roll
command knob in desired direction. (Maximum angle of
bank shouldnot exceed30o.)
(b) For heading mode, set Directional Gyro with Magnetic
Compass.Push directional gyro HDG knob in, rotate to
aircraft heading.Place the console HDG ON/OFF switch to
the "ON" position. To selecta new aircraft heading,push
D.G. heading knob IN and rotate, in desired direction of
turn, to the desiredheading.
NOTE
In HDG mode the maximum bank angles are limited to
approximately 20" and singlecommand. headingchangesshould
be limited to 150'. (flDG lndice not more than 150o from
actual aircraft heading.)
FAA APPROVEDJUNE 14,1974
REVISED:JANUARY 17. 1975
REPORT:VB-573PAGE3-17
MODEL:PA-28-151
WARRJOR
CHEROKEE
(4)
VOR
(a)
To IntercePt:
Using OMNI Bearing Selector, dial desired course'
l.
inbound or outbound.
2. Set identicalheadingon CourseSelectorD.G.
3. After aircraft has stabilized, position coupler mode
selector knob to OMNI mode. As aircraft nears
selectedradial, interception and crosswindcorrection
will be automatically accomplished without further
switching.
NOTE
o
If aircraft position is less than 45 from selectedradial, aircraft
will intercipt before station. If position is more than 45",
As the aircraft nears
interception will occur after station passage.
the OMNI station, (l/2 mile) the zone of confusion will direct an
"S" turn in alternate directions as the OMNI indicator needle
swings.This alternate banking limited to the standardD.G. bank
angle,is an indication of station passage.
(b)
To selectnew course:
To selecta new courseor radial,rotate the HDG indice
l.
to the desiredHDG (match course).
Rotate OBS to the new course. Aircraft will
2.
automatically turn to the intercept heading for the
new course.
(c) To changestations:
L
If same course is desired,merely tune receiverto new
station frequency.
2. If different course is desired, position coupler mode
selector to HDG mode. Dial course selector D.G. to
new course. Dial OBS to new course and position
coupler mode selectorto OMNI mode.
(5) VOR Approach
Track inbound to station as describedin VOR navigationsection.
After station passage:
(a) Dial outbound course on Course Selector D'G., then dial
samecourseon OBS.
(b) After established on outbound radial, position coupler
mode selectorto HDG mode and selectoutbound procedure
turn heading.After 40 secondsto I minute selecta turn in
the desired direction with the Course SelectorD.G. to the
inbound procedureturn heading.
(c) Set OBS to inbound course.
(d) When aircraft heading is 45" to the inbound course, dial
Course Selector D.G. to inbound course and position
coupler mode selectorto OMNI mode.
REPORT:VB-573PAGE3-18
MODEL: PA-28-151
FAA APPROVEDJUNE 14.1974
CHEROKEEWARRIOR
NOTE
For precise tracking over OMNI station, without "S" turn,
position coupler mode selector to HDG mode just prior to
station passage.If holding pattern is dcsired, position coupler
mode selector to HDG mode at station passageinbound and
select outbound headingin direction of turn. After elapsedtime.
dial inbound course on Course Selector D.G. When aircraft
o
heading is 45 to radial, position coupler mode selectorto OMNI
mode.
(6)
LOC Approach Only
(a) To intercept dial ILS outbound course on Course Selector
D.G. When stabilized,position coupler mode selectorto
(b)iJfr
il*"tii':"#:i*rl'r.B.;"rff
JHi'illi:ffi':l:r
(c)
(d)
(7)
procedure turn heading. After one minute, dial inbound
procedureturn headingin direction of turn.
When aircraft heading is 45o to ILS inbound coursedial
inbound course on Course Selector D.G. and position
coupler mode selectorto LOC NORM mode.
At the missed approach point (M.A.P.), or when missed
ectortoHDG
liji: -lit : ;'ff[ 1I3.T
::
I
:il #.t'J,ff.ff
LOC Approach Back Course(Reverse)
(a) To intercept dial ILS Back Course outbound heading on
Course Selector D.G. When stabilized, position coupler
mode selectorto LOC NORM mode.
(b) After interception and when beyond fix, position coupler
mode selector to HDG and dial outbound procedureturn
heading. After one minute, dial inbound procedure turn
headingin direction of turn.
(c) When heading 45" to inbound course,dial inbound course
on Course SelectorD.G. and position coupler mode selector
to LOC REV mode.
(d) Approximately ll2 rntle from runway, position coupler
mode selector to HDG mode to prevent "S" turn over ILS
station near runway threshold.
(e) Missedapproach- sameas Front Course.(See(6) d)
FAA APPROVEDJUNE 14. 1974
REPORT:VB-573PAGE3-19
MODEL:PA-28-151
CHEROKEEWARRIOR
C.
EMERGENCYOPERATION
by:
(l) In an emergency
the AutoControlcanbe disconnected
(a) Placingthe A/P ON/OFFswitchto the "OFF" position.
(b) Pullingthe Autopilot circuit breaker(aircraftS/N 28-7615001
andup).
(2\ The AutoControlcanbe overpowered
at eithercontrolwheel.
(3) *"**:Tfi.':;
::"ii
:;?l;,
T'l#':':ffl,::'::,::
"ffi,:t"b1i
(4)
result in a 600 bank and 100 foot altitude loss.
An Autopilot runaway, with a I second delay in the initiation of
llx?;:lo"o
l!i,lil?;',tlT;? ;ll 1%"[;,o;'11
3.
d'courd
oupre
orunc
PERFORMANCE
No change.
REPORT:VB-573PAGE 3-20
MODEL:PA-28-151
FAA APPROVEDJUNE 14,1974
REVISED: DECEMBERl, 1975
ETERGE]ICY
PROCEDURES
Introduction
EnginePowerLossDuring Takeoff
EnginePowerLossIn Flight
PowerOff Ianding
Spins .
OpenDoor
Fire
Lossof Oil Presure
Lossof Fuel Pressure
High Oil Temperature
Alternator Failure
EngineRoughness
+l
+l
+2
+2
+3
+3
44
+5
+5
+5
%
+6
+i
CHEROKEE
WARRIOR
EMERGENCY PROCEDURES
INTRODUCTION
This section contains proceduresthat are recommendedif an emergencycondition should
occur during gound operation, takeoff, or in flight. Theseproceduresare suggestedas the best
courseof action for coping with the particular condition described.but are not a substitutefor
sound judgment and common sense.Since emergenciesrarely happen in modern aircraft, their
occurrenceis usually unexpected,and the best correctiveaction may not always be obvious.
Pilots should familiarize themselveswith the proceduresgiven in this sectionand be preparedto
take appropriateaction should an emergencyarise.
Most basic emergencyprocedures,such as power off landings,are a part of normal pilot
training. Although these emergenciesare discussedhere, this information is not intended to
replace such training, but only to provide a source of referenceand review. and to provide
information on procedureswhich are not the samefor all aircraft. It is suggestedthat the pilot
review standardemergencyproceduresperiodicallyto remain proficient in them.
ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will depend on
circumstances.
L
If sufficient runway remainsfor a normal landing,land straightahead.
2. If insufficient runway remains, maintain a safe airspeedand make only a shallow turn
if necessaryto avoid obstructions. Use of flaps dependson circumstances. Normally,
flaps should be fully extendedfor touchdown.
3.
If you have gained sufficient altitude to attempt a restart, proceed as follows:
a. MAINTAIN SAFE AIRSPEED
b. FUEL SELECTOR - SWITCH TO ANOTHER TANK CONTAINING FUEL
ELECTRIC FUEL PUMP - CHECK ON
c.
d. MIXTURE - CHECK RICH
e. CARBURETORHEAT-ON
NOTE
powerwill not be
If enginefailurewascaused
by fuelexhaustion,
rcgainedafter tanksareswitcheduntil empty fuel linesarefilled,
which may requireup to ten seconds.
proceedwith the POWEROFF LANDING procedure.
If poweris not regained,
EDTERGENCY
PROCEDURES
ISSIJED:JULY 17,1973
+l
WARRIOR
CHEROKEE
ENGINE POWERIJOSSIN FLIGHT
Completeenghe power los is usuallycausedby fuel flow intemrption, and powerwill be
restoredshortly after fuel flow is restored.If power lossoccursat low altitude,the first stepis
to preparefor an emergency
landing(SeePOWEROFF LANDING).Maintainan airspeed
of at
least85 MPH,and if altitudepermits,proceedasfollows:
l. Fuel Selector- Switchto anothertank containingfuel.
2. ElectricFuelPump- On
3. Mixture- Rich
4. CarburetorHeat- On
5. EngineGaups - Checkfor indicationof the causeof powerloss.
6. Primer- Checklocked
7. If no fuel pressure
is indicated,checktank selectorpositionto be sureit is on a tank
containingfuel.
Whenpoweris restored:
E. CarburetorHeat- Off
9. ElectricFuel Pump- Off
If the abovestepsdo not restorepower,preparefor an emergencylanding.
If time permits:
l.
IgnitionSwitch- "L" then "R" thenbackto "BOTH."
2. Throttle and Mixture - Different settings.(This may restorepower if the problemis
too rich or too leana mixture,or partialfuel systemrestriction.)
3. Try anotherfuel tank. (Waterin the fuel could take sometime to be usedup, and
allowingthe engineto windmillmay restorepower.If powerlossis due to water,fuel
pressure
indicationswill be normal.)
NOTE
powerwill not be
If enginefailurewascausedby fuel exhaustion,
restoredafter tanks are switcheduntil empty fuel linesare filled,
which may requireup to ten seconds.
If poweris not restored,proceedwith POWEROFF LANDING procedure.
FOWEROFF LAI{DING
If lossof power occursat altitude,trim the aircraftfor bestghdingangle85 MPH,and look
for a suitablefield. If measures
taken to restorepower iue not effective,and if time permits,
checkyour chartsfor airportsin the immediatevicinity;it may be possibleto landat oneif you
havesufficientaltitude.If possible,notify the FAA by radio of your difficulty and intentions.
If anotherpilot or passenger
is aboard,let themhelp.
Whenyou havelocateda suitablefield, establisha spiralpatternaroundthis field.Try to
be 1000 feet abovethe field at the downwindpositionto makea normalapproach.Whenthe
field can easilybe reached,slow up to 76 MPH for the shortestlanding.Excessaltitudemay be
lost by wideningyour pattern,usingflapsor slipping,or a combinationof these.
4-2
EMERGENCYPROCEDURES
ISSUED:ruLY 17,1973
CHEROKEEWARRJOR
Touchdownsshouldnormallybe madeat the lowestposible airspeed,with full flaps.
Whencommittedto landing:
l.
Ignition- Off
2. MasterSwitch- Off
3. Fuel Selector- Off
4. Mixture- Idle CutOff
5. SeatBelt tight and ShoulderHarnessin place.
SPINS
Intentional spins are prohibited in this aircraft. If a spin is inadvertentlyentered,
immediatelyusethe followingrecoveryprocedures:
I. THROTTLE- IDLE
2. RUDDER- FULL OPPOSITE
TO DIRECTIONOF ROTATION
3. CONTROLWHEEL- FULL FORWARD
4. RUDDER- NEUTRAL(WHENROTATTONSTOPS)
5. CONTROLWHEEL - AS REQUIREDTO SMOOTHLYREGAIN LEVEL FLIGHT
ATTITUDE
OPENDOOR
The cabindoor on the CherokeeWarrioris doublelatched,so the chancesof it springing
open in flight at both the top and bottom are remote.However,shouldyou forgetthe upper
latch, or not engagethe lower latch, the door may springpartially open.This will usually
happenat takeoff or soonafterward.An opendoor will not affectnormalflight characteristics,
anda normallandingcanbe madewith the door open.
If both upperand lowerlatchesopen,the door will trail slightlyopen,and airspeed
wiil be
reducedslightly.
To closethe door in flight, proceedasfollows:
Slowaircraftto 100MPH.
l.
2. CabinVents- Close
3. Storm Window- Open
4. If upper latch is open - latch. If lower latch is open - open top latch, push door
furtheropen,and thencloserapidly.Latchtop latch.
A slip in the directionof the opendoor will assistin latchingprocedure.
EMERGENCYPROCEDURES
ISSLJED:
JULY 17.1973
+3
CHEROKEEWARRIOR
FIRE
The presence of fire is noted through smoke, smell, and heat in the cabin. It is essential
that the source of the fire be promptly identified through instrument readings,character of the
smoke.or other indications,sincethe action to be taken differs somewhatin eachcase.
l
Sourceof Fire - Check
ElectricalFire (Smoke in Cabin):
a.
( l) MasterSwitch - Off
(2) Vents - Open
(3) Cabin Heat - Off
(4) Land as soon as practicable
b.
EngineFire:
( I ) In caseof enginefire in flight
(a) Fuel Selector- OFF
(b) Throttle - CLOSE
(c) Mixture - IDLE CUT OFF
(d) Heater - Off (In all casesof fire)
(e) Defroster- OFF (ln all casesof fire)
(f) If terrain permits - Land Immediately
The possibility of an enginefire in flight is extremely remote. The proceduregiven aboveis
generaland pilot judgment should be the decidingfactor for action in such an emergency.
(2)
,"ljl:f.'".
ll,*i?:l;'ffiT:Jffi
-
Mixture IDLE CUT-OFF
Throttle - OPEN
Turn engine with starter (This is an attempt to pull the flre into
the engine.)
If enginehas already started and is running, continue operatingto try
pulling the fire into the engine.
In either casestated in (a) and (b), if the fire continueslonger than a
few seconds,the fire should be extinguishedby the best available
external means.
If extemal fire extinguishingis to be applied
Fuel SelectorValve - OFF
l.
2. Mixture - IDLE CUTOFF
1.
2.
3.
(b)
(c)
(d)
H
EMERGENCYPROCEDUR.ES
ISSUED:JULY 17.1973
CHEROKEEWARRIOR
LOSS OF OIL PRESSURE
Loss of oil pressuremay be either partial or complete. A partial loss of oil pressureusually
indicatesa malfunction in the oil pressureregulatingsystem, and a landing should be made as
soon as possibleto investigatethe causeand preventenginedamage.
A complete loss of oil pressureindication may signify oil exhaustionor may be the result
of a faulty gauge.In either case,proceed toward the nearest airport, and be prepared for a
forced landing. If the problem is not a pressuregauge malfunction, the engine may stop
suddenly.Maintain altitude until such time as a dead stick landing can be accomplished.Don't
as this may hastencomplete power loss.
changepower settingsunnecessarily,
Dependingon the circumstances,it may be advisableto make an off airport landing while
power is still available,particularly if other indicationsof actual oil pressureloss,such as sudden
increasein temperatures,or oil smoke, are apparent,and an airport is not close.
lf enginestoppageoccurs,proceedto POWER OFF LANDING.
LOSS OF FUEL PRESSURE
l.
2.
Electric Boost Pump - On
Fuel Selector- Check on full tank
If problem is not an empty fuel tank, land as soon as practical and have the fuel system
checked.
HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low oil level, an
obstruction in the oil cooler, damagedor improper baffle seals,a def'ectivegauge,or other
causes.Land as soon as practicalat an appropriateairport and have the causeinvestigated.
A steady, rapid rise in oil temperatureis a sign of trouble. Land at the nearestairport and
let a mechanicinvestigatethe problem. Watch the oil pressuregaugefor an accompanyingloss
of pressure.
EMERGENCYPROCEDURES
ISSUED:JULY 17,1973
+5
CHEROKEEWAR.RIOR
ALTERNATOR FAILURE
Loss of alternator output is detected through a zero readhg on the ammeter. Before
executing the following procedure, insure that the reading is zero and not merely low by
actuating an electrically powereddevice,such as the landing light. If no increasein the ammeter
readingis noted, alternator failure can be assumed.
Reduceelectricalload.
l.
2. Alternator Circuit Breakers- Check
3. "Alt" Switch - Off (for I second),then On
If the ammeter continues to indicate no output, or alternator will not stay reset,turn off
"Alt" switch, maintain minimum electrical load, and land as soon as practical.All electrical
power is being suppliedby the battery.
ENGINE ROUGHNESS
Engine roughnessis usually due to carburetor icing which is indicated by a drop in RPM,
and may be accompaniedby a slight loss of airspeedor altitude. If too much ice is allowed to
accumulate,restoration of full power may not be possibleltherefore,prompt action is required.
l.
Carburetor heat - on (See Note). RPM will decreaseslightly and roughnesswill
increase.Wait for a decreasein engineroughnessor an increasein RPM, indicatingice
removal.If no changein approximatelyone minute, return carburetorheat to OFF. If
the engineis still rough, try stepsbelow.
Mixture - Adjust for maximum smoothness.Engine will run rough if too rich or
a.
too lean.
b. Electric Fuel Pump - On
Fuel Selector- Changeto other tank to seeif fuel contaminationis the problem.
c.
Engine Gauges - Check for abnormal readings. If any gauge readings are
d.
abnormal,proceedaccordingly.
Magneto Switch - "L" then "R" then back to "BOTH." If operation is
e.
satisfactoryon either magneto,proceedon that magnetoat reducedpower, with
mixture full rich, to a landing at the first availableairport.
If roughnesspersists,preparefor a precautionarylanding at pilot's discretion.
NOTE
Partial carburetor heat may cause partial melting of ice which
will refreeze in the intake system; therefore when using
carburetor heat, always use full heat and when ice is removed
retum to the full cold position.
44
EMERGENCYPROCEDURES
REVISED:JANUARY 25, 1974
WARRIOR
CHEROKEE
INDEX. WEIGHTAND BALANCE
Log of Revisions
Weightand Balance
Weight and BalanceData - WeighingProcedure
Weight and BalanceData
C. G. RangeandWeightInstructions
EquipmentList .
A. PropellerandPropellerAccessories
B. Engineand EngineAccessories
C. LandingGearand Brakes
D. ElectricalEquipment
E. Instrument
F. Miscellaneous
(OptionalEquipment). . .
G. Engineand EngineAccessories
H. ElectricalEquipment(OptionalEquipment) . . .
(OptionalEquipment) . .
I.
Instruments
J. Autopilots(OptionalEquipment) . . .
K. RadioEquipment(OptionalEquipment) . . .
(OptionalEquipment)
L. Miscellaneous
ISSUED:MAY14, 1973
5-iii
5-l
5-3
5-7
5-8
5 - lI
5 - lI
5-t2
5-r3
5-14
5 - l5
5-16
5-17
5 - l8
5-20
5-21
5-22
5-26
REPTORT:
VB-535 PAGE 5-i
MODEL: PA-2&151
CHEROKEEWARRIOR
WEIGHTAND BALANCE
I n o r d e r t o a c h i e l ' et h e p e r f o r m a n c ea n d f l y i n g c h a r a c t e r i s t i cwsh i c h a r e d e s i g n e di n t o t h e
a i r p l a n e i,t m u s t b e f l o w n w i t h t h e w e i g h ta n d c e n t e ro f g r a v i t l ( C . G . 1p o s i t i o nw i t h i n t h ea p p r o v e d
envelopeT
. h e a i r c r a f t o f f e r sa t r e m e n d o u sf l e x i b i l i t l o f l o a d i n g .H o w e v e r ,y o u c a n n o t f i l l t h e
airplanew
. i t h t h e m a x i m u m n u m b e ro f a d u l t p a s s e n g e rfsu.l l f u e l t a n k sa n d m a x i m u m b a g g a g e .
y 'h. e p i l o t m u s ti n s u r e t h atth e a i r p l a n ei s l o a d e du i t h i n t h e
W i t h t h e f l e x i b i l i t yc o m e sr e s p o n s i b i l i t T
loading envelopebefore he tnakesa takeoff.
Misloading carriesconsequencesfor any aircraft. An overloadedairplanewill not take off,
climb or cruise as well as a properl-v-loaded one. The heavier the airplane is loaded, the less
climb perforrnanceit will have.
Center of gravity is a determining factor in flight characteristics.If the C.G. is too far
forward in arry airplane,it rnay be difficult to rotate for takeoff or landing. If the C.G. is too far
aft, the airplane may rotate prematurely orr takeoff or try to pitch up dnring climb.
I-ongitudinalstability will be reduced.This can lead to inadvertentstallsand even spins:and
spinrecoverybecomesmore difficult as the centerof gravity movesaft of the approvedlimit.
A properlyloadeCaircraft.however.u'ill perform as intended.Beforethe airplaneis delivered.
i t i s w e i g h e da, n d a b a s i cw e i g h ta n d C . G . l o c a t i o ni s c o m p u t e d(. B a s i cw e i g h tc o n s i s t os f t h e e m p t y
) s i n gt h e b a s i cu ' e i g h ta n d C . G .
w e i g h to f t h e a i r c r a f tp l u st h e u n u s a b l ef u e l a n df u l l o i l c a p a c i t y .U
p
o
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w
e
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and
c o m p u r i n gt h e t o t a l
envelope.
The basicu,eightand C.G. location for a particularairplaneare recordedin the weightand
. henever
b a l a n c es e c t i o no f t h e A i r p l a n eF l i g h tM a n u a l .T h e c u r r e n tv a l u e s h o u l da l w a y sb eu s e d W
t
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i
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a
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h
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be
in determininghow muchfuel or baggagecan
A weightand balancecalculationis necessar-v
p
r
i
o
r
t
o
f
u
e
l
t
o
i
n
s
u
re
adding
b o a r d e ds o a s t o k e e p w i t h i n a l l o w a b l el i m i t s .C h e c k c a l c u l a t i o n s
againstimproper loading.
T h e f o l l o w i n gp a g e sa r e f o r m s u s e di n u e i g h i n ga n a i r p l a n ei n p r o d u c t i o na n d i n c o m p u t i n g
b a s i cw e i g h t ,b a s i cC . G . p o s i t i o n .a n d u s e f u ll o a d . N o t e t h a t t h e u s e f u ll o a d i n c l u d e sf u e l . o i l .
Followingthis is the methodfor computingtakeoffweightand C.G.
baggage.cargoand passengers.
I S S U E DM
: A Y 1 4 ,1 9 7 3
R E V I S U DA
: l'Rll. 6. 1979
REPORT:vB-535 PAGE5-l
M O D E L :P A - 2 & l 5 l
CHEROKEEWARRIOR
I{EIGHT AND BAI.ANCE DATA
WEIGHING PROCEDURE
At the time of delivery, Piper Aircraft Corporation provideseach airplanewith the licensed
empty weight and centerof gravity location. This data is on Page 5-7.
The removal or addition of an excessiveamount of equipment or excessiveairplane
modifications can affect the licensed empty weight and empty weight center of gravity. The
following is a weighing procedureto determinethis licensedempty weight and centerof gravity
location:
I.
PREPARATION
a.
Be certain that all items checkedin the airplaneequipment list are installed
in the proper location in the airplane.
b.
Remove excessivedirt. grease,moisture, foreign items such as ragsand tools
from the airplanebefore weighing.
c.
Defuel airplane.Then open all fuel drains until all remainingfuel is drained.
Operate engine on each tank until all undrainablefuel is used and engine
stops.
CAUTION
Whenever the fuel system is completelydrained and fuel is replenishedit will be necessary
to run the enginefor a minimum of 3
minutesat 1000RPM on eachtank to insureno air existsin the fuel
s u p p l yl i n e s .
2.
d.
Drain all oil from the engine.by meansof the oil drain, with the airplanein
ground attitude. This will leave the undrainableoil still in the system.
Engine oil temperature should be in the normal operating range before
draining.
e.
Place pilot and copilot seatsin fourth (4th) notch, aft of forward position.
Put flaps in the fully' retracted position and all control surfacesin the
neutral position. Tow bar should be in the proper location and all entrance
and baggagedoon closed.
f.
Weigh the airplane inside a closed building to prevent errors in scale
readinssdue to wind.
LEVELING
a.
With airplaneol'rscales.block main gearoleo pistonsin the fully extended
position.
I S S U E D : M A Y1 4 .1 9 7 3
R E V I S I i DA
: P R I I -6 . 1 9 7 9
REPORT:VB-535PAGE5-3
MODEL:PA-28-l5l
CHEROKEEWARRIOR
Level airplane (see diagram) deflating nose wheel tire, to center bubble on
level.
b.
3.
WEIGHING - AIRPLANE EMPTY WEIGHT
a.
With the airplanelevel and brakesreleased,record the weight shown on
c'achscale.Deduct the tare.if any' from eachreading'
Scale
Reading
ScalePosition and SYmbol
NoseWheel
(N)
Rieht Main Wheel
(R)
Left Main Wheel
(L)
Tare
Net
Weight
(T)
AirplaneEmptyWeight,asWeighed
4.
EMPTY WEIGHT CENTER OF GRAVITY
a.
The following geometry appliesto the PA-28-l5l airplanewhen airplaneis
level(SeeItem 2).
C. G. Arm
Level Points
(Fuselage)
78.4
Wing LeadingEdge
R+L
A-
The clatuntis 78.4 inchesahead
of the wing leadingedgeat the
intersectionof the straightand
taperedsection.
B-
REPORT:vB-s35PAGE54
M O D E L :P A - 2 8 - l 5 l
ISSUED:IvtAY14, 1973
R E V I S E DA
: P R l l .6 . t , r 7 9
WARRIOR
CHEROKEE
b.
Obtain measurement"A" by measuringfrom a plumb bob droppedfrom
one wing leading edge, at the intersectionof the straight and inboard
taperedsection,horizontally and parallelto the airplanecenterline,to the
main wheelcenterline.
"B" by measuringthe distancefrom the main wheel
Obtain measurement
centerline,horizontally and parallelto the airplanecenterline,to eachside
of the nosewheelaxle.Then averagethe measurements.
d.
The empty weight center of gravity (as weighed including optional
equipment and undrainableoil) can be determined by the following
formula:
C . G . A r m= 7 8 . 4 + A - B ( N )
T
C. G. Arm = 78.4+ (
)(
)-(
)-
inches
()
5.
LICENSEDEMPTYWEIGHTAND EMPTYWEIGHTCENTEROF GRAVITY
Weight
Arm
Moment
t2 tb
103.0
1236
Empty Weight(asweighed)
UnusableFuel(2.0 gal.)
LicensedEmpty Weight
ISSUED:MAY 14, 1973
REVISED:JLjNE 14,1974
REPORT:VB-535 PAGE 5-5
MODEL: PA-2&lSl
CHEROKEEWARRIOR
LOADINGGRAPH
;d,"
450
3
400
"(+
!
gal
.;$
xi
350
U'
o
3
o
A
\6
+
.a(
?9'
9\
(
3oo
g
r
Iul
25O
7-
=
O
o^^
rs"
"Ss
o
150
100
z
50
Z
'/
at
t/
/
05101520253035404550
. INCHES)
(POUNDS
MOMENT/IOOO
ISSUED:I|{AY 14, 1973
REPTORT:
VB-535 PAGE 5-9
MODEL:PA-28-151
WARRIOR
CHEROKEE
C. G. RANGEAND WEIGHT
2800
2600
2400
N ORMA CArEGCr R Y
/
v,
o
.a
zmo I
/
=
F
I
/
2000
t
/
- U T LIT\ CATEGOIY
ILlJ
=
1
I
1800
I
1600
1400
1200
82''p.8688909294
DATUM
REPORT:VB-535PAGE 5-10
MODEL:PA-28-151
ISSUED:MAY 14, 1973
REVISED: JANUARY 25. 1974
WESTERN
AVIONICS,
INC.
19331AIRPORTWAY SO.
SANTAANA, CALIFORNIA92707
F.A.A.REPAIRSTATION
NO.465-45
(714)852-8300 Ext.64
DATE
B -1 - 8 9
REVISION
O F W E I G H TA N D B A L A N C ED A T A A N D E O U I P M E NLTI S T
MODEL
PIPER WARRIOR
ITEM
S E R T A LN O . 2 8 - 2 6 1 q 4 1 ' l
WEIGHT
N-
6q63 J
ARM
MOMENT
T12MP12A1P/S
RST - 501 AUDIO PNL
PREVIOUS
E M P T YA I R P L A N E
C U R R E N TE M P T YA I R P L A N E
U S E F U LL O A D
L24430.8
2325-L437
PREPARED
BY:
STAI{ ERICKSO\
rlrsIRUCIl0llS
0PERrilil8
Preflight
Walk-Around Inqpection
StartingEngrne
Starting EngineWhenCold
Starting EngineWhenHot
Starting EngineWhenFlooded
Starting Engrnewith External PowerSource
Warm-Up
Ground Check
Takeoff
Climb
Stalls .
Cruising
Turbulent Air Operation
Maneuven
EnginePowerLoss .
Approachand Landing . .
StoppingEngine
AirspeedData .
Mooring
Weightand Balance
EmergencyLocator Transmitter
7-l
7-l
7-2
7-3
7-3
7-3
7-3
74
74
7-5
7-6
7-6
7-6
7-7
7:7
73
7-8
7'9
7-9
7'9
7'9
7-10
74
CHEROKEEWARRIOR
OPERATINGINSTRUCTIONS
PREFLIGHT
The airplane should be given a thorough preflight and walk-aroundinspection.The
preflight shouldincludea checkof the airplane'soperationalstatusand computationof weight
and C.G. limits, takeoff distance,and in flight perfornance.A weatherbriefing should be
obtainedfor the intendedflight path, and any other factorsrelatingto a safeflight should be
checkedbeforetakeoff.
WALK-AROUND INSPECTION
l.
In Cabin
seatbelt securingcontrols.
a. Release
b. MasterswitchON.
c. Checkfuel quantity gauges.
d. MasterswitchOFF.
2,
OPERATING INSTRUCTIONS
ISSUED:JULY 17,1973
7-l
CIIEROKEE WARRIOR
2.
Control Surfaces
a. Check for external damage and operational interference of control surfacesor
hinges.
b.
Insure that wings and control surfacesare free of snow, ice, or frost.
3.
Wings
a. Visually check fuel supply, securecaps.
Drain fuel sumps (two on each wing for early models, one on each wing for later
b.
models).
c.
Check that fuel systemvents are open.
d. On left wing check that pitot head cover is removed and that holes in the
pitot*tatic head are unobstructed.
4.
Main Landing Gear
a. Check main gear shock struts for proper inflation (approximately 4.50 inches
showing).
b. Check tires for cuts, wear and proper inflation.
c.
Check brake blocks and discsfor wear and damage.
5.
Nose Section
Inspect windshield for cleanliness
a.
b. Check the propeller and spinner for defects,dirt and cracks.
c.
Check for obviousfuel and oil leaks.
d. Drain gascolatorfuel sump (left side of airplane).
e. Check oil level. 8 quarts maximum. (Insure that the dipstick is properly seated.)
f.
Check cowling and inspectioncoversfor security.
g. Check nose wheel tire for damage,wear, and proper inflation.
h. Check nose gear shock strut for proper inflation (approximately 3.25 inches
showing).
i.
Check for foreign matter in air inlets.
6.
Fuselage
a. Stow tow bar if used.
b. Check baggagefor proper storageand security.
c.
Close and securethe baggagecompartment door.
7.
Inside Airplane
a.
Upon entering the airplane, ascertainthat all flight controls operate properly.
b. Closeand securethe cabin door.
c.
Check that required papersare in the airplane.
d.
Fastenseatbelts and shoulderharnesses.
Check function of inertia reels.
STARTING ENGINE
l.
2.
3.
7-2
Set parking brake ON.
Set the carburetor heat control in the fult OFF position.
Select the desired tank with the fuel selectorvalve.
OPERATING INSTR.UCTIONS
REVISED:JULY 14,1975
-v
CHEROKEEWARRIOR
STARTINGENGINEWHENCOLD
l.
2.
3.
4.
5.
6.
Openthrottleapproximatelyl/4 inch.
Turn the masterswitchON.
Turn the electricfuel pumpON.
Movethe mixturecontrolto FULL RICH.
in.
Engage
the starterby rotatingthe magnetoswitchclockwiseandpressing
If
engine
the
setting.
to
the
desired
the
throttle
fires,
advance
Whenthe engine
prime
with
one
and
starter
the
within
five
ten
seconds,
disengage
to
doesnot fire
starting
priming
pump
Repeat
the
installed.
one
is
if
to three strokesof the
procedure.
STARTINGENGINEWHENHOT
l.
2.
3.
4.
5.
Openthe throttleapproximatelyl/2 inch.
Turn the masterswitchON.
Turn the electricfuel pumpON.
Put the mixturecontrolin IDLE CUT-OFF.
Engagethe starter by rotating the magrretoswitch clockwiseand pressingin.
Whenthe enginefires, advancethe mixture control and movethe throttle to the
desiredsetting.
STARTINGENGINEWHENFLOODED
l.
2.
3.
4.
5.
Openthe throttleFULL.
Turn the masterswitchON.
Turn the electricfuel pumpOFF.
Put the mixturecontrolin IDLE CUTOFF.
Engagethe starter by rotating the magnetoswitch clockwiseand pressingin.
Whenthe enginefues,advancethe mixture control and retardthe throttle.
When the engineis firing evenly,advancethe throttle to 800 RPM. If oil pressureis not
stop the engineand determinethe trouble.In cold weatherit will
indicatedwithin 30 seconds,
get
an oil pressureindication.If the enginehasfailed to start,refer
take a few secondslongerto
enginemodel.
to the "LycomingOperatingHandbook"for the appropriate
with a
recommend
that crankingperiodsbe limitedto thirty seconds
Startermanufacturers
starter.
life
of
the
the
periods.
will
shorten
Longercranking
two minute rest betweencranking
STARTINGENGINEWITH EXTERNAL POWERSOURCE*
An optional featurecalledPiper ExternalPower(PEP)allowsthe operatorto usean
externalUittery to crank the enginewithout havingto gainaccessto the airplanebattery.
The procedureis asfollows:
l. Turn the airplanemasterswitchOFF'
*Optional equipment
OPERATING INSTRUCTIONS
ISSUED:JULY 17,1973
7-3
CHEROKEEWARRIOR
2.
3.
4.
5.
6.
Connect the RED lead of the PEP kit jumper cable to the POSITIVE 1+1
terminalof an external l2-volt battery and the BLACK leadto the NEGATIVE
(-) terminal.
Insert the plug of the jumper cable into the socket locatedon the airplane's
fuselage.
Turn the airplane master switch ON and proceed with the normal engine starting
technique.
After the engine has been started, turn the master switch OFF and disconnect
the jumper cable plug from the airplane.
Turn the master switch ON and check the alternator ammeter for indication of
output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF
ALTERNATO R O I.-TTPIj"T.
WARM-UP
Warm-upthe engineat 800 to 1200RPMfor not morethan two minutesin warmweather
or four minutesin cold weather.Avoid prolongedidling at low RPMasthis practicemay result
that the enginebe
to hold beforetakeoff,it is recommended
in fouledsparkplugs.If necessary
idledat 1200RPM.
Takeoff may be madeassoonasthe groundcheckis completed,providedthe throttle may
be openedfully without backfiringor skippingand without a reductionin engineoil pressure.
GROUND CHECK
Check the magnetosat 2000 RPM by switchingfrom BOTH to RIGHT, then back to
BOTH beforeswitchingto LEFT. The drop on eithermagnetoshouldnot exceed175 RPM,and
each magnetoshould read within 50 RPM of the other. Prolongedoperationon one magneto
shouldbe avoided.
Checkthe vacuumgauge;the indicatorshouldread5" + .l " Hg at 2000 RPM.
Checkboth the oil temperatureand pressure.The temperaturemay be low for sometime
if the engineis beingrun for the first time of the day, but as long as the oil pressureis within
limits, the engineis readyfor takeoff.
panellightswith the press-to-test
button*.
Checkthe annunciator
Carburctorhcat shouldalso bc checkcdprior tr.rtakcoff to be sure that the control is
operatingproperlyand to clearany ice that may haveformedduringtaxiing.Avoid prolonged
operationwith carburetorheat ON as the air is unfiltered.Be surethat carburetorheatis OFF
for takeoff.
Operation of the engine driven fuel pump should be checkedwhile taxiing or during
preflight enginerunup by switchingthe electricfuel pump OFF and observingthe fuel pressure
gauge.The electric fuel pump should be ON during takeoff to preventlossof power during
takeoff should the enginedriven pump fail. The engineis warm enoughfor takeoff when the
throttle can be fully openedwithout the enginefaltering.
*Serialnos.7515001andup
71
OPERATING INSTRUCTIONS
REVISED:JLJNE14.1974
CHEROKEE
WARRIOR
TAKEOFF
Just before takeoff the following items should be checked:
l. Fuel - on proper tank
2. Electricfuel pump - on
3. Enginegauges- checked
4. Flaps - set
5. Carburetorheat - off
6. Mixture - set
NOTE
7. Seatbacks- erect
Mixture full rich except a minimum
- fastened
8. Safety belts/harness
amount of leaning is permitted for
9. Trim tab - set
smooth
engine operation when taking off
10. Controls - free
at
high
elevation.
I l. Door - latched
The takeoff technique is conventional.The trim tab should be set slightly aft of neutral
with the exact setting determined by the loading of the airplane. Allow the airplane to
accelerateto 50 to 60 miles per hour, then easeback on the wheel enough to let the airplanefly
itself from the ground. Prematureraisingof the nose or raisingit to an excessiveanglewill result
in a delayed takeoff. After takeoff, let the airplane accelerateto the desiredclimb speedby
loweringthe noseslightly.
Takeoffs are normally made with flaps up; however, for short field takeoffs and for
takeoffs under difficult conditions such as deep grassor a soft surface,distancescan be reduced
o
appreciablyby lowering the flaps to 25 and rotating at lower airspeeds.
Short Field, ObstacleClearance:
o.
Lower the flaps to 25 Apply full power before brake release.Accelerateto 66 MPH CAS
and rotate, maintaining 66 MPH CAS until obstacle clearancehas been attained. After the
obstaclehas been clearedaccelerateto 87 miles per hour and then slowly retract the flaps.
Short Field, No Obstacle:
Use of partial flaps doesnot decreaseminimum ground roll, therefore,leavethe tlaps up or
lower the flaps to 25o as desired.Apply full power before brake release.Accelerateto 65 MPH
CAS with flaps up or 52 MPH CAS with flaps at 25' and rotate. After breaking ground,
accelerateto best rate of climb speedof 87 MPH CAS. Slowly retract the flapswhile climbing
out.
Soft Field, ObstacleClearance:
Lower the flaps to 25". Accelerateairplane,lift nose gear off as soon as possible,and lift
off at lowest possibleairspeed.Acceleratejust above the ground to 66 MPH CAS to climb past
obstacleclearanceheight. Continue climbing while acceleratingto the best rate of climb speed,
87 miles per hour, and slowly retract the flaps.
Soft Field, No Obstacle:
Lower the flaps to 25'. Accelerate the airplane and lift the nose gear off as soon as
possible,then lift off at the lowest possibleairspeed.Acceleratejust above the ground to the
best rate of climb speed,87 miles per hour. Climb out while slowly retractingthe flaps.
OPERATING INSTRUCTIONS
REVISED:APRIL 16.1976
7-5
CHEROKEEI{ARRIOR
CLIMB
The best rate of climb at gross weight will be obtained at 87 miles per hour. The best
angle of climb is at 76 miles per hour. At lighter than grossweight, thesespeedsare somewhat
reduced. For climbing en route, a speed of 100 miles per hour is recommended.This will
produce better forward speedand increasedvisibility over the nose during the climb. Shallow
turns of a few degreeswill also aid forward visibility during climb out.
STALI"S
Stall characteristicsare conventional.Audible stall waming is provided by a horn located
behind the instrument panel which sounds automatically at between 5 and l0 miles per hour
abovestallspeed.
Stall speedat a grossweight of 2325 pounds witlt power off and full flaps is 58 miles per
hour. With flaps up, this speedis increased.
The stall speed chart is at gross weight. Stall speeds at lower weights will be
correspondinglyless.
STALL SPEEDTABLE
Angle of Bank
OO
2OO
4OO
5OO
60'
Flaps 40'
58 MPH
60 MPH
66 MPH
72 MPH
82 MPH
Flaps Retracted
64.5 MPH
67 MPH
74 MPH
80 MPH
9I MPH
Power Off - GrossWeight 2325 Lbs.
CRUISING
'l'hc
cruising speed is dctcnnincd by many lacton, including powcr sctting. attitude.
temperature,loading,and equipmentinstalledon the airplane.
The normal cruising power is 7 5% of the rated horsepowerof the engine.True airspeeds,
which may be obtained at various altitudes and power settings,can be determined from the
charts in the PerformanceChartsSectionof this manual.
Use of the mixture control in cruising flight reduces fuel consumption significantly,
especiallyat higher altitudes,and reduceslead depositswhen the alternatefuels are used.
T l r e m i x t u r e s h o u l db e l e a n e dw h e n 7 5 %p o w e r o r l e s s i s b e i n g u s e dI f. a n y d o u b t e x i s t s a s
to the amount of power being used, the mixture should be in the FULL RICH position for all
operations.Always enrich the mixture before increasingpower settings.
74
OPERATINGINSTRUCTIONS
REVISED:APRIL 16,1976
WARRIOR
CTTEROKEE
To lean the mixture, pull the mixture control until the enginebecomesrough, indicating
that the lean mixture limit has been reachedin the leanercylinders.Then enrich the mixture by
pushingthe control toward the instrument panel until engineoperation becomessmooth.
engine efficiency.
The continuous use of carburetor heat during cruising flight decreases
Unless icing conditions in the carburetor are severe.do not cruise with carburetor heat on.
Apply FULL carburetorheat slowly and only for a few secondsat intervalsdeterminedby the
icing conditions.
In order to keep the airplane in best lateral trim during cruise flight, the fuel should be
used alternately from each tank. It is recommendedthat one tank be used for one hour after
takeoff, the other tank be used for two hours, then return to the first tank. The second tank
will contain approximatelyone half hour of fuel. Do not run tanks completelydry in flight.
The following is a list of somefuel managementrecommendations:
I . Fuel quantity should be visually checkedin both tanks before entering the airplane.
2. Takeoff should be made on the fuller tank to assurebest fuel flow. and this tank
selectedbefore or immediatelyafter startingto establishan adequatefuel flow before
takeoff. The tank with the higher fuel quantity should be selectedfor landing.
3. Fuel tank selectionat low altitude is not recommendedsinceadequaterecoverytime
is essentialin the event of an error in fuel selection.
4. The electric fuel pump should be turned on before switching tanks and left on for a
short period thereafter.
5. To avoid the necessityof making a hasty selectionand to assurea continuous tuel
flow, the selector should be changedto another tank before the fuel is exhausted
from the tank in use.
6. Operation of the enginedriven pump should be checkedwhile taxiing or during the
preflight runup by switching off the electric fuel pump and observing the fuel
pressure.
7. During cruise, the electric fuel pump should be in the off position so that any
malfunction of the enginedriven fuel pump is immediately apparent.
8. If signs of fuel stawation should occur at any time during l-light, fuel exhaustion
should be suspected.at which time the fuel selectorshould immediatelybe positioned
to the fuller tank and the electricfuel pump switchedto the on position.
TURBULENT AIR OPERATION
In keepingwith good operatingpracticer"sedin all aircraft,it is recommendedthat when
turbulc-ntair is cncountercdor cxpected,the airspeedbe reduced to maneuveringspced to
reduce the structural load causedby gusts and to allow for inadvertentspeedbuild-ups which
may occur as a result of the turbulenceor distractionscausedby the conditions.
MANEUVERS
The airplane must be operated as a normal or utility categoryairplanein compliancewith
the operating limitations stated in the form of placardsand markings,and those given in the
Airplane Flight Manual. Except for training maneuvers(steepturns, chandelles,andlazy eights)
which are permitted only when the airplane is loaded to the utility category. acrobatic
maneuversare prohibited.
OPERATING INSTRUCTIONS
REVISED:JUNE 14.1974
7-7
CHEROKEEWARRIOR
Intentional spins are prohibited. Maneuveringat speedsin excessof 124 mph must be
luvoidedin order to preventoverstressing
the airframe.
ENGINE POWER LOSS
The most common cause of engine power loss is mismanagementof fuel. Therefore, the
flrst step to take after engrnepower lossis to move the fuel selectorto the tank not beingused.
This rvill often restore power even if there is no apparent reasonfor the engine to stop on the
tank beingused.
If changingto another tank doesnot restorepower:
I . Check fuel pressure- if electric fuel pump is off, turn it ON.
2. Pushmixture control to full RICH.
3. Check ignition switch. Turn to bestoperatingmagneto- LEFT, RIGHT, or BOTH.
APPROACH AND LANDING
Beforelandingchecklist:
l.
Seatbacks- erect
- fastened
2. Safety belts/harness
3. Fuel - on proper tank
4. Electric fuel pump - on
5. Mixture - full rich
6 . F l a p s- s e t ( I l 5 M P H ) * ,
The airplane should be trimmed to an approachspeedof about 80MPH with flaps up. The
flaps can be lowered at speedsup tol l5 MPH*, if desired,and the approach speedreduced 3
MPH for eachadditional notch of flaps.Carburetorheat should not be applied unlessthere is an
indication of carburetor icing, since the use of carburetor heat causesa reduction of power
which could be critical should a goaround be necessary.Full throttle operation with carburetor
heat on is likely to causedetonation.
The amount of flap used during landingsand the speedof the airplaneat contact with the
runway should be varied accordingto the landingsurface,wind conditions,and airplaneloading.
It is generally good practice to contact the ground at the minimum possible safe speed
consistentwith existing conditions.
Normally, the best technique for short and slow landingsis to use full flap and enough
power to maintain the desired airspeedand approach flight path. Reduce the airspeedduring
flareout and contact the ground at close to stalling speed.After ground contact hold the nose
wheel off as long as possible.As the airplane slows down, drop the noseand apply the brakes.
There will be less chance of skidding the tires if the flaps are retracted before applying the
brakes. Braking is most effective when back pressureis applied to the control wheel, putting
most of the airplane weight on the main wheels.In high wind conditions,particularly in strong
crosswinds.it may be desirableto approach the ground at higher than normal speedswith
partial or no flaps.
* 1 2 5 M P H o n s e r i a nl o s .7 4 1 5 0 0 1t h r o u s h7 5 1 5 4 4 9 .
7A
OPERATINGINSTRUCTIONS
nrvtsnu AP-m[t6, tg76
WARRIOR
CHEROKEE
STOPPINGENGINE
At the pilot's discretion, the flaps should be raisedand the electric fuel pump turned off.
After parking.the radios should be turned off and the enginestopped by putting the mixture
control in idle cut-off. The throttle should be left full aft to avoid engine vibration while
-fhe
stopping.
magnetoand masterswitchesshouldbe turned off arrdthe parkingbrake set.
AIRSPEED
DATA
All airspeedsquoted in this manual are calibrated unless otherwise noted. Calibrated
airspeedis indicated airspeedcorrected for instrument and position errors.The following table
givesthe correlation between indicated airspeedand calibratedairspeedif zero instrument error
is assumed.This calibration is valid only when flown at maximum grossweight in level flight.
TABLE
AIRSPEEDCORRECTION
Flaps0 "
IAS - MPH
60
70
80
90
r00
r10
t2Q
130
140
150
CAS - MPH
66
74
82
90
99
108
lt7
t26
135
t44
o
Flaps40
IAS - MPH
60
70
80
90
100
110
CAS - MPH
65
73
8l
89
98
t07
MOORING
The airplanecan be moved on the ground with thc ajd of the optiorralnosewhecl tow bar
stowedin the baggagecompartment.Tie-down ropi-smay be attachedto ringsunder eachwing
and to the tail skid. The aileron and stabilatorcontrolsshould be securedby looping the seat
belt through the control wheel and pulling it snug. The rudder is held in position by' its
connectionto the nose wheel steeriugand normally does not have to be secured.The flapsare
locked when in the full up position and should be left retracted.
WEIGHT AND BALANCE
It is the responsibilityof the owner and pilot to determinethat the airplaneremainswithin
thc allowableweight vs. center of gravitl'etrvelopewhile in flight. For weightand balancedata,
seethe Weiehtand BalanceSectionof this manual.
OPERATINGIN STRUCTIONS
REVISED:JULY 14.1975
7-9
CHEROKEEWARRIOR
EMERGEN CY LOCATOR TRANST{ITTER*
The Emergency Locator Transmitter (ELT) when installed,is located in the aft portion of
thc fuselagejust below the stabilator leading edge and is accessiblethrough a plate on the right
side of thi fuselage.(On aircraft manufacturedprior to mid-1975.this plate is retainedby three
stcel Phillips head screws.On aircraft manufactttredlrom mid-1975 and on, this plate is
nylon screwsfor easeof removal;thesescrewsmay be readily
.rttachedwith three slottecl-head
rcmovedwith a variety of common items such as a dime, a key. a knife blade.etc. If there are
po tools availablein iur emergencythe screwheadsmay be broken off by any means.)The ELT
r h i c hm e e t st h e r e q u i r e m e n tosf F A R 9 1 . 5 2T. h e u n i t o p e r a t e s
i s a n e m e r g e n clyo c a t o rt r a n s m i t t e w
batter-v.'.
on a self-contained
The replacementdate as requiredby FAA regulationsis markedon the transmitterlabel.The
r a s b e e nu s e di n a n e m e r g e n c sl i t u a t i o no r i f
b a t t e r ! 's h o u l d a l s o b e r e p l a c e di f t h e t r a n s m i t t e h
s n e h o u r .T h e u n i t i s e q u i p p e dw i t h a p o r t a b l ea n t e n n at o a l l o u t h e
a c c u m u l a t etde s tt i m e e x c e e d o
l o c a t o rt o b e r e m o v e df r o m t h e a i r p l a n ei n c a s eo f a n e m e r g e n c av n d u s e da s a p o r t a b l es i g n a l
transmltter.
On the unit itself is a three position selectorswitch placarded"OFF," "ARM," "ON." The
"ARM" position is provided to set the unit to the automatic position so that it will transmit
only after impact and will continue to transmit until the battery is drained to depletion or until
the switch is manually moved to the "OFF" position. The "ARM" position is selectedwhen the
transmitter is installed at the factory and the switch should remain in that position whenever
the r.rnitis installed in the airplane.The "ON" position is provided so the unit can be usedas a
portable transmitter or in the event the automatic feature was not triggeredby impact or to
periodicallytest the function of the transmitter.
Select the "OFF" position when changing the battery, when rearming the unit if it has
been activatedfor anv reason.or to discontinuetransmission.
NOTE
If the switch has been placed in the "ON" position for any
reason, the "OFF" position has to be selectedbefore selecting
"ARM." If "ARM" is selecteddirectly from the "ON" position
the unit will continue to transmit in the "ARM" position.
A pilot's remote switch, located on the left side panel,is provided to allow the transmitter
be controlled from inside the cabin.
l.
-)
On some models the pilot's remote switch has three positionsand is placarded"ON,"
"AUTO/ARM," and "OFF/RESET." T|e switch is normally left in the
"AUTO/ARI\,I" position. To turn the transmitter off. move the switch momentarily
'rON"
to turn the
to the "OFFi RESET" position.The aircraftmasterswitcltmttst be
reasons.
or
other
move the
tests
transmitter "OFF." To activate the transmitter for
position
"ON"
in
that
as
long as
position and leave it
switch upward to the
is desired.
transmission
On other models the pilot's renrote switch has two posittons artd is placarded
"ON/RESET" and "ARM (NORI\IAL POSITION)."The switchis trorntallyleft in the
down or "ARNI" position. To turn the transmitter off. move tlte switch to the
"ON/RESET" position for one secondthen return it to the "ARI\'{" position. To
+Optionalequipnrent
7-10
OPERATING
INSTRUCTIONS
R E V I S t I DA
: P R l l .6 . t g i g
CHEROKEE
WARRIOR
activate the transmitter for tests or other reasons,move the switch upward to the
"ON/RESET" position and leaveit in that position as long as transmissionis desired.
The locator should be checkedduring the ground check to make certain the unit has not
been accidentally activated. Check by tuning a radio receiver to 121.5 MHz. If there is an
oscillating sound, the locator may have been activatedand should be turned off immediately.
Resetto the "ARM" position and check againto insureagainstoutside interference.
NOTE
If for any reasona test transmissionis necessary,
the operator
must first obtain permission from a local FAA/FCC
(or other applicableAuthority). Testtransmission
representative
shouldbe kept to a minimalduration.
OPERATINGIN STRUCTIONS
REVISED:JULY 20.1976
7 -ll
IIPERATI}IG
TIPS
OperatingTips
8-l
8-i
CHEROKEEWARRIOR
OPERATING TIPS
The following OperatingTips are of particularvalue in the operation of the airplane.
l. Learn to trim for takeoff so that only a slight back pressureon the wheel is required'
to lift the airplanefrom the ground.
2. The best speed for takeoff is about 60 MPH under normal conditions.Trying to pull
the controllability of the
the airplane off the ground at too low an airspeeddecreases
a i r p l a n ci n c v c n to f e n g i n cf a i l u r e .
3. t laps may bg loweredat airspccdsup to I l5 MPH**. To reduceflap operatingloads,
it is desirableto have the airplaneat a slower speedbefore extending the flaps.
4. Before attempting to reset any circuit breaker,allow a two to five minute cooling off
period.
5. Before starting the engine,check that all radio switches,light switchesand the pitot
heat switch are in the off position to prevent an overloadedcondition when the
starteris engaged.
6. The overuoltage relay protects the electronics equipment from a momentary
overvoltagecondition (approximately 16.5 volts and up), or a catastrophicregulator
failure. In the event of a momentary condition, the relay will open and the ammeter
will indicate "0" output from the alternator.The relay may be resetby switching the
ALT switch to OFF for approximately I second and then returning the ALT switch
to ON. The ALT light on the annunciatorpanel* will illuminate if the alternator fails.
Recycle the ALT switch and check the ALT FIELD circuit breaker. If the failure
persistsafter this action, reduceelectricalloadsand land as soon as practical.
7 . The vacuum gauge monitors the pressure available to assure the correct operating
speed of the vacuum driven gyroscopic flight instruments. It also monitors the
condition of the common air filter by measuringthe flow of air through the filter.
If the vacuum gauge does not register 5" t .10" Hg at 2000 RPM, the following
items should be checked before flight:
a. Common air filter could be dirty or restricted.
b. Vacuum lines could be collapsedor broken.
c. Vacuum pump could be worn.
d. Vacuum regulator could be improperly adjusted.The pressure,eventhough
set correctly, can read lower under two conditions: ( I ) Very high altitude above 12000 feet, (2) Low engine RPM - usually on approach or during
training maneLlvers.This is normal and should not be considered a
malfunction.
8. The shapeof the wing fuel tanks is such that in certain maneuversthe fuel may move
away from the tank outlet. lf the outlet is uncovered, the fuel flow will be
interrupted and a temporary loss of power may result. Pilots can preventinadvertent
uncoveringof the outlet by avoiding maneuven which could result in uncoveringthe
outlet.
Extreme mnning turning takeoffs should be avoided as fuel flow intemrption
may occur.
Prolonged slips or skids which result in excessof 2000 feet of altitude loss, or
other radical or extreme maneuverswhich could causeuncoveringof the fuel outlet
must be avoidedas fuel flow interruption may occur when tank being usedis not full.
*Serialnos.7515001andup
x * 1 2 5M P Ho n s e r i anl o s .7 4 1 5 0 0 1
t l u o u g h7 5 1 5 4 4 9
OPERATINGTIPS
REVISED:DECEMBERl, 1975
8-l
CHEROKEEWARRIOR
9 . Anti-collision lights should not be operating when flying through overcastand clouds,
since reflected light can produce spacial disorientation. Do not operate strobe lights
when taxiing in the vicinity of other aircraft.
1 0 . The rudder pedals are suspendedfrom a torque tube which extends across the
fuselage.The pitot should become familiar with the proper positioningof his feet on
the rudder pedalsso as to avoid interferencewith the torque tube when moving the
rudder pedals or operating the toe brakes.
I l . In an effort to avoid accidents, pilots should obtain and study the safety related
information made available in FAA publications such as regulations, advisory
circulars, Aviation News, AIM and safety aids.
t 2 . During letdown and low power flight operations, it may be necessaryto lean because
of excessivelyrich mixture. Always go to full rich prior to landing sequence.
1 3 . When leaning, careful observation of the temperature instruments should be
practiced.
t 4. When alternate fuels are used, the engine should be run up to 1200 RPM for one
minute prior to shutdown to cleanout any unburned fuel.
8-2
OPERATING TIPS
REVISED:APRJLt6,1976
PERTI|RTA]ICE
CHARTS
Altitude ConversionChart
Takeoff Performance
Climb Performance
EnginePerformance
CruisePerformance- True Airspeed(Best Power)
CruisePerformance- True Airspeed(Best Economy)
CruisePerformance- Range(Best Power) . .
CruisePerformance- Range(Best Economy) .
Stall Speedvs Weight
Stall Speedvs Angleof Bank
Glide Perforrnance
Landing Performance
9-l
9-2
9-3
9-4
9-5
9-6
9-7
9-8
9-9
9- 10
9-l I
9-t2
9-i
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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PERFORMAI{CECHARTS
ISSI.JED:
JULY 17,1973
9-1
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
PERFORMANG
TAKE@FF
70 0 0
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REVISED: ruNE 14,1974
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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REVISED:JLJNE14,1974
9-3
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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PERtYCIIHI]IG
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CHARTS
PERFOR"IT{ANCE
REVISED:JUNE 14,1974
WARRIOR
CHEROKEE
PA-28-l 5l
CHEROKEE
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ID
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REVISED:.HJNE14,1974
9-5
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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iPEED
tu0t
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PERFORMANCECHARTS
REVISED:JUNE t4,1974
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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JUNE14.1974
REVISED:
9-7
CHEROKEEWARRJOR
PA-29-l 5l
CHEROKEE
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REVISED:JUNE14.1974
CHEROKEEWARRJOR
PA-28-l 5l
CHER.OKEE
SPEED
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GRI|SS
PERFORMANCECHARTS
JULY 17,1973
ISSI.JED:
9-9
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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PERFORMANCECHARTS
ISSUED:JULY 17,1973
CHEROKEEWARRIOR
PA-28-l 5l
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PERFORMAI{CECHARTS
REVISED:JUNE 14,1974
9-11
CHEROKEEWARRIOR
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9-12
PERFORMANCECHARTS
REVISED:JUNE 14,1974
HA}IDIIIIG
A]IDSERYICI]IG
GroundHandling
Towing
Taxiing
Parking
Mooring
Cleaning
CleaningEngineCompartment
CleaningLandingGear .
CleaningExterior Surfaces
CleaningWindshieldand Windows
CleaningHeadliner,
SidePanelsandSeats
CleaningCarpets
PowerPlantInductionAir Filter
Removalof InductionAir Filter
Installationof InductionAir Filter
BrakeService
LandingGearService
PropellerService
Oil Requirements
Fuel System
Fuel System
Servicing
Fuel Requirements
FillingFuelTanks
DrainingFuelValvesandLines
DrainingFuel System
Tire Inflation
BatteryService
Winterization
FactsYou ShouldKnow
Preventive
Maintenance
RequiredServiceand lnspectionPeriods
lG,l
lG,l
l0-t
to-2
to-2
l0-3
l0-3
l0-3
l0-4
104
l0-4
l0-5
l0-5
l0-5
l0-5
to-7
to-7
l0-8
l0-8
l0-9
l0-9
l0-9
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I GlO
I Gl I
I Gl I
l0-l I
l0-l I
lO-12
10-14
10-15
l0-i
WARRIOR
CHEROKEE
HAN DLING AI{D SERVICING
This section contains information on preventivemaintenance.Refer to the PA-28-151
ServiceManual for further maintenanceprocedures.Any complex repair or modification should
be accomplishedby a Piper Certified ServiceCenter.
GROUND HANDLING
TOWING
The airplane may be moved by using the nose wheel tow bar availablewith the
airplane, or by power equipment that will not damageor causeexcessstrain to the nose
gearassembly.The tow bar is stowed in the baggagecompartment.
CAUTION
When towing with power equipment, do not turn the nose gear
beyond its turning radius in either direction as this will result in
damageto the nose gear and steering mechanism.
CAUTION
Do not tow the airplanewhen the controls are secured.
TAXIING
Before attempting to taxi the airplane, ground personnelshould be instructed and
approved by a qualified person authorized by the owner. Engine starting and shut-down
procedures and taxiing techniques should be covered. When it is ascertainedthat the
propeller back blast and taxi areasare clear,power should be applied to start the taxi roll,
and the following checksshould be performed:
l.
Tlxi forwurd u I'cwl'cctand apply tlrc brakcsto dctcrrninctltcir cl'lcctivcncss.
b. While taxiing, make slight turns to ascertainthe effectivenessof the steering.
Observewing clearanceswhen taxiing near buildingsor other stationary objects.
c.
If possible,station an observeroutside to guide the airplane.
When taxiing on uneven ground, avoid holes and ruts.
d.
Do not operate the engineat high RPM when running up or taxiing over gSound
e.
containing loose stones,gravel, or any loose material that might causedamageto
the propeller blades.
HANDLING AND SERVICING
ISSUED:JULY 17.1973
tGr
CTIEROKEEWARRIOR
PARKING
When parking the airplane, be sure that it is sufficiently protected from adverse
weather conditions and that it presentsno danger to other aircraft. When parking the
airplanefor any length of time or overnight.it is suggestedthat it be moored securely.
a. To park the airplane,head it into the wind if possible.
b.
Set the parking brake by pulling back on the brake leverand depressingthe knob
on the handle. To releasethe parking brake, pull back on the handle until the
catch disengages;then
allow the handle to swing forward.
CAUTION
Care should be exercisedwhen setting brakesthat are overheated
or during cold weather when accumulatedmoisture may freezea
brake.
c.
Aileron and stabilator controls may be securedwith the front seat belt. Wheel
chocks mav be usedif thev are available.
MOORING
The airplane should be moored for immovability, security, and protection. The
following proceduresshould be used for the proper mooring of the airplane:
a. Head the airplaneinto the wind, if possible.
b.
Retract the flaps.
Immobilize the ailerons and stabilator by looping the seat belt through the
c.
control wheel and pulling it snug.
d. Block the wheels.
e.
Secure tie-down ropes to the wing tiedown rings and to the tail skid at
approximately 45 degreeanglesto the ground. When usingrope of non-synthetic
material, leavesufficient slack to avoid damageto the airplaneshould the ropes
contract.
CAUTION
Use bowline knots, squareknots, or locked slip knots. Do not use
p l a i ns l i p k n o t s .
NOTE
Additional preparations for high winds include using tie-down
ropes from the landinggearforks and securingthe rudder.
f.
g.
ro2
Install a pitot head cover if one is available.Be sure to remove the pitot head
cover before flight.
Cabin and baggagedoors should be locked when the airplane is unattended.
HANDLING AND SERVICING
ISSUED:ruLY 17,1973
CIIEROKEE WARRIOR
CLEANING
CLEANING ENGINE COMPARTMENT
Before cleaningthe engine compartment,placea strip of tape over the magnetovents
prevent
to
any solvent from entering theseunits.
a. Placea largepan under the engineto catch waste.
With the engine cowling removed, spray or brush the engine with solvent or a
b.
mixture of solvent and degreaser.In order to remove especially heavy dirt and
greasedeposits,it may be necessaryto brush areasthat were sprayed.
CAUTION
Do not spray solvent into the alternator, vacuum pump, statter,
or air intakes.
c.
Allow the solvent to remain on the engine from five to ten minutes.Then rinse
the enginecleanwith additional solventand allow it to dry.
CAUTION
Do not operate the engineuntil excesssolventhas evaporatedor
otherwisebeen removed.
d.
e.
Remove the protective tape from the magnetos.
Lubricate the controls, bearingsurfaces,etc., in accordancewith the Lubrication
Chart.
CLEANING LANDING GEAR
Before cleaning the landing gear, place a cover of plastic or a similar waterproof
material over the wheel and brake assembly.
Placea pan under the gear to catch waste.
a.
b.
Spray or brush the gear area with solvent or a mixture of solventand degreaser.
In order to removeespeciallyheavy dirt and greasedeposits,it may be necessary
to brush areasthat were sprayed.
Allow the solvent to remain on the gearfrom five to ten minutes.Then rinse the
c.
gearwith additional solventand allow it to dry.
Removethe cover from the wheel and remove the catch pan.
d.
e.
Lubricate the gear in accordancewith the Lubrication Chart.
HANDLING AND SERVICING
ISSUED:JULY 17,1973
l0'3
CHEROKEEWARRIOR
CLEANING EXTERIOR SURFACES
The airplaneshould be washedwith a mild soapand water. Harshabrasivesor alkaline
soaps or detergentscould make scratcheson painted or plastic surfacesor could cause
corrosion of metal. Cover areaswhere cleaningsolution could causedamage.To wash the
airplane,use the following procedure:
a. Flush away loosedirt with water.
b. Apply cleaningsolutionwith a spongc,a soft cloth, or a soft bristlebrush.
c.
To removeexhauststains,allow the solution to remain on the surfacelonger.
d. To removestubborn oil and greasestainsuse a cloth dampenedwith naphtha.
e.
Rinseall surfacesthoroughly.
f.
Any good automotive wax may be used to protect and preservepainted surfaces.
Soft cleaning cloths or a chamois should be used to prevent scratcheswhen
cleaning or polishing. A heavier coating of wax on the leading surfaceswill
reduce the abrasionproblemsin theseareas.
CLEANING WINDSHIELD AND WINDOWS
A certain amount of care is neededto keep the windows clean and unmarred. The
followin g procedureis recommended:
Remove dirt, mud, and other loose particlesfrom exterior surlhceswith clean
a.
water.
b. Wash with mild soap and clean water or with aircraft plastic cleaner.Use a soft
cloth or spongein a straight back and forth motion. Do not rub harshly.
Removeoil or ereasewith a cloth moistenedwith kerosene.
c.
CAUTION
Do not use gasoline, alcohol, benzene, carbon tetrachoride,
thinner, acetone,or window cleaningsprays.
d.
e.
After cleaning plastic surfaces,apply a thin coat of hard polishing wax. Rub
lightly with a soft cloth. Do not use a circular motion.
A severescratch or mar in plastic can be removed by rubbing out the scratch
with jeweler'srouge.Smooth both sidesand apply wax.
CLEANING HEADLINER, SIDE PANELS AND SEATS
a.
b.
Clean headliner, side panels and seatswith a whisk broom, dusting cloth, or a
vacuum cleaner.
Soiled upholstery may be cleanedwith a good upholstery cleanersuitable for the
material. Carefully follow the manufacturer's instructions. Avoid soaking or
harsh rubbing.
CAUTION
Solventcleanen require adequateventilation.
l(H
HANDLING AND SERVICING
ISSUED:JULY 17.1973
WAR"R.IOR
CHEROKEE
CLEANING CARPETS
To cleancarpets,first removeloosedirt with a vacuumor a whisk broom. For soiled
spots and stubbornstainsusea noninflammabledry cleaningfluid. Floor carpetsmay be
removedand cleanedlike any householdcarpet.
POWERPLANT INDUCTION AIR FILTER
The wet-type polyurethanefoam air filter must be inspectedat least once every fifty
to inspectthe filter
operatingconditions,it may be necessary
hours.Underextremelyadverse
kept on handfor
be
should
and
a
spare
and inexpensive
more frequently.The filter is disposable
a rapidreplacement.
REMOVALOF INDUCTIONAIR FILTER
The filter is locatedin the lower right front of the enginecompartmentand may be
removedby the followingprocedure:
a. Openthe right sideof the enginecowling.
b. Looseneachof the four quarter-turnfastenerssecuringthe air filter cover.
c. Separatethe coverand removethe filter.
dirty or showsany damage,replaceit
d. Inspect the filter. If it is excessively
immediately.
INSTALLATIONOF INDUCTIONFILTER
Whenreplacingthe filter, installthe filter in the reverseorder of removal.
HANDLING AND SERVICING
JULY 17,1973
ISSLJED:
lG5
CHEROKEEWARRIOR
J
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ulO
o trj
a!c
ultr
:\
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BrakeSystem
105
HANDLING AT.{DSERVICING
ISSUED:ruLY 17,1973
CHEROKEEWARRIOR
BRAKE SERVICE
The brake system is filled with MIL-H-5606 (peholeum base) hydraulic brake fluid. The
fluid level should be checkedperiodically or at each 50 hour inspectionand replenishedwhen
necessary.The brake reservoir is located on the upper left side of the fire wall in the engine
compartment. If the entire systemmust be refilled, fill with fluid under pressurefrom the brake
end of the system.This will eliminateair from the system.
No adjustment of brake clearancesis necessary.If after extended servicebrake blocks
becomeexcessivelyworn, they should be replacedwith new segments.
LANDING GEAR SERVICE
The main landing gearsuse Cleveland6.00 x 6 wheels,and the nose gear carriesa Cleveland
5.00 x 5 wheel. All three tires are 4 ply rating, Type III tires with tubes;the main geartires are
6.00 x 6 and the nosegeartire is 5.00 x 5. (SeeTire Inflation, this Section.)
Main wheels are removed by taking off the hub cap, pin, axle nut, and the two bolts
holding the brake segmentin place,after which the wheel slips easilyfrom the axle.
The nosewheel is removedby taking off the axle nut and washerfrom one side,sliding out
the axle rod and plugs, lightly tapping out the axle tube, and then removing the wheel and
spacertubes from betweenthe fork. Wheelsare replacedby reversingthe procedure.
Tires are removed from the wheelsby deflating the tire, removing the through bolts, and
separatingthe wheel halves.
Landing gear oleo struts should be checkedfor proper strut exposureand visible leaks.The
required extensionsfor the struts under normal static load (empty weight of airplane plus full
fuel and oil) are 3.25 inches for the nose gear and 4.50 inches for the main gear. If the strut
exposure is below that required, it should be determined whether air or oil is neededby first
raising the airplane on jacks. Depressthe valve core to allow air to escapefrom the strut housing
chamber. Remove the filler plug and slowly raise the strut to full compression.If the fluid is
then visible up to the bottom of the filler plug hole, only proper extension with air is required.
If fluid is below the bottom of the filler plug hole, oil should be added.Replacethe plug
with the valve core removed.Then attacha clcarplastichoseto the valvestem of the filler plug
and submergethe other end in a containerof hydraulic fluid (MlL-H-5606). Fully compressand
extend the strut several times, thus drawing fluid from the container and expelling air. The
torquie link assembly must be disconnected to let the strut be extended a minimum of l0
inches. (The nose gear torque links need not be disconnected.) DO NOT allow the strut to
extend beyond l2 inches.When air bubbles ceaseto flow through the hose,fully compressthe
strut, remove the f,rller plug, and again check the fluid level. When the fluid level is correct,
disconnect the hose, reinstall the valve core, the filler plug, and the main gear torque linksWith the fluid in the strut housing at the proper level, attach a strut pump to the air valve.
With the airplane on the ground under normal static load, inflate the oleo strut to the proper
strut exposure.
HANDLING AND SERVICING
ISSLJED:
JULY 17,1973
to-7
CIIEROKEEWARRIOR
In jacking the airplane for landing gear or other service,two hydraulic jacks and a tail stand
should be used. At least 250 pounds of ballast should be placed on the tailstand before jacking
the airplane. The hydraulic jacks are placed under the jack points on the undersideof the wings,
and the airplane is jacked up until the tail stand can be attachedto the tail skid. After attaching
the tail stand and adding the ballast,the jacking can be continued until the airplaneis at the
desired heieht.
The steering arrns from the rudder pedals to the nose gear are adjusted at the rudder pedals
or at the nose wheel by turning in or out the tlrreaded rod end bearings. Adjustments are
normally made at the forward end of the rods and should be done in such a way that the nose
wheel is in line with the fore and aft axis of the airplane when the rudder pedalsand rudder are
centered.Alignment of the nose wheel can be checkedby pushing the airplaneback and forth
with the rudder centeredto determinethat the plane follows a perfectly straight line.
The turning arc of the nose wheel is 30 degreeseither side of center and is factory adjusted
at stops on the bottom of the forging.The turning radius of the nose wheel is l3 feet.
The rudder bar stops should be carefully adjustedso that the rudder bar reachesits full
traveljust after the rudder hits its stops.This guaranteesthat the rudder will be allowed to move
through its full travel.
PROPELLER SERVICE
The spinner and backing plate should be cleanedand inspected for cracks frequently.
Before each flight the propeller should be inspectedfor nicks, scratches,or corrosion.If found,
they should be repairedas soon as pssibleby a rated mechanic,sincea nick or scratchcausesan
area of increasedstresswhich can lead to serious cracks or the loss of a propeller tip. The back
face of the blades should be painted when necessarywith flat black paint to retard glare. To
prevent corrosion, all zurfaces should be cleaned and waxed periodically.
OIL REQUIREMENTS
The oil capacity of the Lycoming O-320-E3D seriesenginesis 8 quarts and the minimum
quantity
is 2 quarts. It is recommendedthat the oilbe changedevery 50 hours and sooner
safe
under unfavorable operating conditions. The following grades are recomrnended for the
specifiedtemperatures:
Temperafures
Above60" F
Between30' and90" F
Between 0" and 70" F
B e l o wl 0 ' F
lo{
SingleViscosity
Grade
Multi-Viscosity
Grade
SAE 50
SAE 40
SAE 30
SAE 20
SAE40 or SAE 50
SAE 40
SAE40 or 20W-30
sAE 20W-30
HANDLING AT{D SERVICING
ISSUED:JULY 17,1973
CHEROKEEWARRIOR
FUEL SYSTEM
SERVICINGFUEL SYSTEM
At every50 hour inspection,the fuel screenin the strainerwill requirecleaning.
The
strainer,locatedaheadof the fire wall,is accessible
for cleaningthrougJrthe left cowl door.
After cleaning,
a smallamountof grease
appliedto the gasketwill facilitatereassembly.
FUEL REQUIREMENTS
The minimum aviation grade fuel for the PA-28-l5l is 80/87. Shce the use of lower
gradescan causeseriousengine damagein a short period of time, the engine warranty is
invalidatedby the use of lower octanes.
Whenever80187 is not available.the lowest lead l00grade should be used.(SeeFuel
Grade ComparisonChart. below)
The continuous use. more than 257oof the operatingtime. of the higher leadedfuels
can result in increasedengine deposits,both in the combustion chamberand in the engine
oil. It may require increasedspark plug maintenanceand more frequent oil changes.The
frequency of spark plug maintenanceand oil drain periods will be governedby the amount
of lead per gallon and the type of operation. Operation at full rich mixture requiresmore
frequent maintenanceperiods: therefore it is important to use proper approved mixture
leaningprocedures.
Reference Avco Lycoming Service Letter No. Ll85A attached to the Engine
Operators Manual for care, operation and maintenanceof the airplane when using the
higher leadedfuel.
A summary of the current gradesas well as the previousfuel designationsare shown
in the following chart:
FUEL GRADECOMPARISON
CHART
PreviousCommercial
F u e lG r a d e s( A S T M - D 90l )
Grade
l.-_-- [ rrl"*.'rrrc"to' nrtru.s.
gar.
I
I
Current Commercial
F u e l G r a d e s( A S T M D 9 l O - 7 5 )
--l
--f
Grade
color
I
rur"*.
reI
I
nllu.S. Sat.
CurrentMilitary
F u e lG r a d e s( M l L - G - 55 7 2 E )
A r n en d n r e n N
t o 3
T
Grade
80/87
none
I 0 0 / 13 0
L15/ 145
I
color
red
none
green
purple
r'l^*.
rrrI ml/U.S.
Sal.
I
0.5
none
**3.0
4.6
t - Gradc IOOLL fuel in some ovcr seascountries is currently colored green and designatedas "lOOL."
* *- Commercial fuel grade lOO and grade IOO/130 (both of which are colored green) having TEL content of
up to 4 ml/U.S. gallon are approved for use in all enginescertificated for use with grade lOO/130 fuel.
HAN_D
rp{ q ANDSFsyIqrNG
REVISED:APRIL 16,1976
lG,9
CHEROKEEWARR.IOR
FILLING FUEL TANKS
Fuel Drain
Observeall safetyprecautions
requiredwhen handlinggasoline.Fuel is storedin two
25 U.S.gallontanks(24 U.S.gallonsusable).To obtain tiJstandard quantityof 50 U.S.
gallons(approximately48 U.S.gallonsusable),fill eachtank to the toi of
the filler neck.
DRAININGFUEL VALVES AND LINES
The fuel systemshould be draineddaily prior to first flight and after refuelingto
avoid the accumulationof water and sediment.Each fuel tanli has an individuatquict
drain at the bottom inboardrear corner,andon earlymodelseachfuel collectormanifold
has a drain under the wing and near the fuselage.Eich of thesedrainsshould be opened
until sufficientfuel hasflowedto ensurethe removalof any contaminants.
The gascolator'locatedon the lowerleft front of the fire wall,is alsoequippedwith a
drain.It too shouldbe checkedfor wateror sedimentaccumulation.
The gascoiator
drain
is accessible
from outsidethe nosesectionof the airplane.
A specialbottle is providedfor thesefuel drainingand checkingoperations.
CAUTION
when draining fuel, be sure that no fire hazardexists before
startingthe engine.
tGl0
HANDLING AT{D SERVICING
REVISEDIFRil6J'16-
CHEROKEEWARRIOR
DRAINING FUEL SYSTEM
The bulk of the fuel may be drained by opening the individual drain on each tank.
The remaining fuel in the lines may be drained through the fuel collector manifold clrains
(on early models only) and the gascolatordrain. Any individual tank may be drained
through its individual drain.
CAUTION
Whenever the fuel system is completelydrained and fuel is reto run the enginefor a minimum of 3
plenishedit will be necessary
minutesat 1000RPM on eachtank to insureno air existsin the fuel
supply lines.
TIRE INFLATION
For maximum servicefrom the tires, keep them inflated to the proper pressures.The main
geartires should be inflated to 24 psi and the nosegearshould be inflated to 30 psi.
Interchangethe tires on the main wheelsif necessaryto produce evenwear. All wheelsand
tires are balancedbefore original installation, and the relationshipof the tire, tube, and wheel
should be maintained if at all possible.Unbalanced wheels can causeextreme vibration on
takeoff. ln the installation of new components,it may be necessaryto rebalancethe wheel with
the tire mounted.
When checkingthe pressure,examinethe tires for wear, cuts, bruises,and slippage.
BATTERY SERVICE
Accessto the l2-volt battery is obtained by raisingthe rear seatand removing the cover of
the battery box. The plasticbattery box has a drain tube which is normally closedoff with a
cap and which should be openedoccasionallyto drain off any accumulationof liquid.
The battery should be checked for proper fluid level. DO NOT fill the battery above the
baffle plates. DO NOT fill the battery with acid - use only water. A hydrometer check will
determine the percent of chargein the battery.
If the battery is not up to charge,rechargestarting at a 4 amp rate and finishing with a 2
amp rate. Quick chargesare ltot recommended.
WINTERIZATION
For winter operation a winterization plate is installedon the inlet opening of the oil
cooler.This plate should be installedwheneverthe ambient temperaturereaches50" F or less.
The plate should be removedand stored in the cockpit when the ambienttemperatureexceeds
5 0 "F .
HANDLING AND SERVICING
R E ! ' fS E l ) : A P R l l . 6 . 1 9 7 9
l0-l l