O!av Kieserud
CHEROKEE I 40
OWNER'S HANDBOOK
753-584
Olav K jesecud
CHEROKEE 140
PA.28.l 40
Owner's Hondbook
Piper Aircraft Cotporotion, Vero Beoch, FlorUo
u.5. A.
NOTICI]
TIIIS IIANDI}OOK IS NO't DESIGNIiD, NOR CAN ANY
H^NDDOOK SERVE,
A SUBSTTTUTE FOR ADEQU^TE
coMpETENT FLIGHT^S
INSTRUCTION, OR KNOWLEDGE OF ^ND
THE
CURRENT AIRWORTHINES§ DIRECTIVES, THE APPLICABLE
FEDERAL AIR REGULATIONS, AND ADVISORY CTRCULARS. IT
IS NOT INTENDED TO IIE A GUIDI' OF ITASIC }'LIGHT
INSTRUCTION, NOR A TRAINING MANUAI,.
'l'ilrt il^NDD(x)K ls Drist(.;Ntil):
I. TO IIELID YOU OI'IiRA'I'E YOUR CHIIROKIiI' WITII
SA I.'ETY AND CONIIIDENCE.
2, TO MORE FULLY
yOU WITH THE BASIC
^CQU^rNT
PERFORMANCE AND
HANDLING CHARACTERISTICS
OFTHE AIRPLANE.
3. TO MORE FULLY EXPLAIN YOUR CHEROKEE'S
OPERÅTION THAN IS PERMISSIBLE TO SET FORTH IN
THE AIRPLANE FLIGHT MANUAL.
IF THERE IS ANY INCONSISTENCY BETIVEEN THIS
HANDBOOK AND THE AIRPLANE FLIGHT MANUAL APPROVED
BY THE F.A,A., THE AIRPLANE FLIGHT MANUAL SHALL
GOVERN.
Revised text and illustrations shall be indicated by a
black vertical line in the margin opposite the change,
A line opposite the page number will indicate that
materi al was relocated.
Additional copies of this manual, Part No. 753 584,
may be obtained from your Piper Dealcr.
Published by
PUB UCATIONS DEPARTMENT
Piper Aircraft Corporation
753 5U
Issu«l: Febnrary 1964
Revised: March l. l99l
SECT|ON I
SPECIFICATION FEATURES
Performance .
Weights
Power Planc.
FueI and Oil
Baggage
Dimens ions.
Landing Gear .
THE PIPER CHEROKEE
SECTION
sEcfloN I
SPECIFICATION FEATURES
PERFORMANCE
The gross $reighr o, l95O Pq.rnds ln the following perlårmance chÅrts appll,es ,o S{rUf Nos, 28-2OOOO
to 28-20939, uleas the airpleqe has been modilled t
Nos, 28-20940 snd llp hsvc bcen llcenircd from the fa
Perforrutrcq flgues ere for strnderd alrplanes
Ievel or ståld flhltudc. Any dcvistldl from Sta
GRO§S WEIGHTS
Telc-off Ru (It,) (flaps 14)
Tetc-off Di.Btaræ Over 50 ft. Obsracle (fr.) (fl8ps up)
Best Rate of CUmb Spæd (hph)
Rrte of CUmD (ft. per mln.)
I
Scrvtce Cetllug (ft.)
Absolute Ceiltng
Top $ced
(mph)
ClutslnB Sp€ed (75% power, sea level) (mph)
Optlmum Crulstng Speed pSS potuer, 7000 It., mph)
lsm
85
820
15, O0O
f7, OOO
r r4t (r44.)
'l
r20 (f23.)
f30 (f33.)
I
I
i
r?00
Ss
660
r4,3OO
,U. U*
i
t39 (r42.)
'
I
f30 (f33.)
I
570 (790.r)
tZt 1tU.1
level) 100 (102+)
.l r00 (r02r)
.
7.e
8.4
i
s.3
s.o
I
) 5r5, { hEs. (r20, 6 hr8...) +fO, n frru[ (680, 6 hrs.rr)
i 535 (725.+)
560 (780..)
)
wer, sea
Opttmu$ Grulslng Renge (55$ powrr, 10, 0m ft, )
'\iltren Fenders Instålled
"With 50 gal. Resene Fæl
730I I 5
600 (840..)
SECTION I
THE PIPER CHEROKEE
SPECIFICATION FEATURES: (cont)
PERFORMANCE
I
:
lnetruciloul Pover Crutsltrg Range
(50%,pqwer, sea level)
Sta[ln-gSpeed (flaps doyn, mFh)
Landlng Roll (flaps down, fr.)
aRosri
r9 50
TErGr{Ts
2r50
I
640,1 6.s hrs. (89s,
I
t hrs. ti) d50, 6.5 hrs, (910, t hrs. r.)
52
54
48s
53s
WEIGHTS
Gross U,eight (lbq. )
1950
,.180
Empcy Wetght (Standard) (Ibs.)
USEFUL LOAD (Standard) (lbs.)
Empcy \Yeighr (AutoFlight) (lbs.)
UsEFUl, LOAD (Åu.oFligtrr) (lbs.)
2150
l20l
770
949
1220
t24l
730
909
o-320-E2A
o-x20-E2A
140 ei 2450
150 at 2700
5, t25
POWER PI.ANT
EEgtne - L}æomlng
Rated Horsepryer md Speed (rpm)
Bore (lo:hes)
Stroke (inches)
Displaæmetrt (cubic incheE)
.
CompEesslotr Ratib
Dry Weighr (poutrds)
Oit Sump Capaqity (qts. )
5. r25
3.875
319.8
7:\
3.875
319.8
7i7
272
Propeller (Sensentch)
I
8
M74DM
M74DM
"Wirh 50 gal, Resefle Fuel
650630
1
THE PIPER CHEROKEE
SECTION I
SPECIFICATION FEAIURES: (conr)
GROSS WElerrrs
r950
2r50
FUEI. AND OIL
Fuel Capaclty (gal. ) Srandard
Fuel Capacity (Sal.) Reserve
Oil Capaclty (qts. )
Fuel Aviation Gradc (Minimum Octenc)
(Spccified Octane)
(Altanctc Fuels)
36
50
88
80187
80147
36
.50
80187
80.187
See pegc 3O
BAGGAGE
Maximum Baggage (lbs.)
100
,,
Baggaæ Space (cubic ft.)
200.*.
,'»
DIMENStONS
Wtng Span (ft. )
Wing Area (sq. ft.)
trVing LoadinS
Qbs. per sq. ft.)
Length (ft.)
Height (ft.)
Power Loading (lbs. per HP)
30
30
r60
12.2
23.3
r60
t3,4
23.3
7.3
7.3
13. 9
r4.3
6.2
6.2
r0.0
IANDING GEAR.
Wheel Base (fr.)
Wheel Tread (ft. )
Tlre kessure (lbs.)
10.0
Nose
Main
24
24
24
24
'rtExcept when family seat and sefety belts are installed 340
lbs. ls permitæd.
770527
SECTIONI
THE PIPER CHEROKEE
SECTION I
DESIGN INFORAAAT]ON
Engine and Propeller
5
Stnrctures
6
Landing Gear
6
Conrol System
7
Fuel System
8
Electrlcal system
9
Heating and Ventilating System
r0
Cabin Feahrres
r2
THE PIPER CHEROKEE
SECTION II
sEcTtoN il
DESIGN INFORMATION
ENGINE AND PROPELI.ER
The Lycoming o-IZo.EzA enginc inselled in rhe Cherokce
PA-28-140 is ratcd ar l4O horsepowcr ar 2450 rpm or 150 horsepower
27OO rpm..,This cngine has a compression ratio of 7 to I end
"t
requires 8O/87 minimum octanc fucl. Rcfcr to Fuel Rcquiremenrs on
page 30 when using alrcrnarc fuels. The engiae is eguipped with a
gcared startcr, a 35 ampcre alternator, dual magnctos, vacuum pump
drive, a diaphragm-rypc fuel pump and a float carburetor.
Exhaust gases are carried through a system constructed
of heavy gauge stainless steel which incorporates a heater
shroud, to provide cabin heat and carburetor deicing.
The propeller used on the PA-28- I40 is a Sensenich M74DM
fixed-pitch aluminum alloy unit. Its diameter is 74 inches with
a standard pitch of 60* inches, All performance figures are
based on the srandard 60* inch pitch propeller.
Cowling on the Cherokee ts designed to cool the engine in
all normal flight conditions, including protracted climb, without the use of cowl flaps or cooling ftanges.
The throttle is of the push-pull type and is located ir the
lower center of the instrument panel. A knurled friction lock
ls provlded toprevent creepingof the throttle from any desired
position. The mixture control, located in the lower right hand
side of the instrument panel, is a push-pull control llke the
throttle. The full rich posirion is obrained when the control is
full forward, whil.e the full aft position provides an idle cur-off
*58 lnch plrch propellers when gross weight is 2I50.
+*When gross weight is 2150
770527
SECTION II
THE PIPER CHEROKEE
for stopping the engine. Intermediate posltlons are used for
leåning the mlxture at ahitudes above sea-level, The carburetor heat control, located to the left of the thronle, provides
maximum carburetor heat when pul.led to its full aft position.
With carburetor heat off, all eugine air passes througtt a highefficiency dry-type filter. Therefore, prolonged ground operatlon with carburetorheat"ON" should be avoided, particularly
on unlmproved ftelds as the alr is not flltercd.
STRUCTURES
All structures are of alumlnum alloy conatnrctlon and are
deslgned to ultlmate loed factors weU in excess of normal requirement§. All exterior surfaces are prtmed with etchlng
prlmer and painted wlth acrylic enarnel.
The wlngs are attached to each elde of the fuselage by Inserting the butt ends of the respective main spars into a spar
box carry through which is an integral part of the fuselage sfructure, provlding. ln effect, a contlnuoua main spar urith spllces
at each slde of the fuselage. There are also fore and aft attachments at the rear spar and at an auxlliary frmt epar.
The wing airfoil section is a l,aminar flow type, NACA
652-4fS wlth the maximum thicknessabout 40% aft of the treading edge. This permlts the main spar carrythrough structure to
be located under the rear seat providlng unobstructed cabln
floor space ahead of the rear seat.
TANDING GEAR
The thtee landing gears use a Clevelaod 6O0 x 6 wheel' tbe
main wheels belng provtded with brake drums and Cleveland
single disc hydraul.ic brake assemblies. The nose wheel and the
67m3r
!.- -. - r.'
THE PIPER CHEROKEE
I
SECTION II
main gear both use 600 x 6 four ply tires. All the tires have
tubes.
The nose gear is steerable through a 30 degree arc each
side of neutral by use of the rr.rdder pedals. A spring device is
lncoraorated in the rudderpedal torque tube assembly to aid in
nrdder centering and to provide rudder trim. The nose gear
steering mechanism also lncorporates a hydraulic shimmy
dampener.
The oleo struts are of the air -oil type with normal extension
being 3.25 inches for the nose gear and 4.50 inches for the main
gear under normal static (emptyweigfu of airplane plus full fueI
and oil) Ioad.
The brakes are actuated by a hand leverand master cylinder, which is located belowand behind the left centerof the instrument sub-panel. The brake fluid reservoir is installed on
the.top Ieft front face of the firavall. The parking brake is incorporated in the master cylinder and is actuated by pulting back
on the brake lever, depressirg theknob attached to the left side
of the handle and then releasing the brake lever. To release
theparking brake, puII backon the brakelever to dlsengage the
catch mechanism and allow the handle to swing fonrard.
CONTROT sYsTEM
Dual controls are provided as standard equipment with a
cable system used beEween the controls and the surfaces. The
horizontal tail is of the all movable slab type, with an anti -servo
tab which also acts as a longitudinal trim tab, actuated by a
control on the cabin ceiltng" The stå-bilator provides extra
sta-bility and
ss slze, drag, and weiglt
than conventi
allerons areprovlded with
a dlfferential
eliminate adverse yaw in
ilrning mane
the amount of coordlnation
67 103 r
SECTION II
THE PIPER CHEROKEE
requtred in normal turns.
The flaps are manually operated, balanced for light operating forces and spriog loaded to turn to the up position- A
past-center lock incorporated in the actuating linkageholds the
flap when it is in the up position so that it may be used as a
step on the rlght side. The flap will not support a step load except when in the full up position, so it must be completely retracted when useda§ a step, The flaps have threeextended po-
sitions, 10, 25 and 40 degrees.
FUEL SYSIEM
Fuel is stored in two twenty-five gallon tanks whlch are
secured to the leading edge structure of each wing by screws
and nut plates. This allows easy removal for service or inspection.
The standard quantity of fuel is 36 gallons for the Cherokee
140. Toobtain the standard quantity of fuel, fill the tanks tothe
bottom of the filler neck indicator.
An auxiliary electric fuel pump lsprovided for use in case
failure
of the engine driven pump. The electric pump should
of
be on for all take-offs and landings.
The fuel strainer, which
is equipped with a quick drain,
is located on the front Iower
left corner of the firewall.
This strainer should be draln-
ed regularly to check for rvater
or sediment accumulation. To
drain the lines from the tanks,
650630
THE PIPER CHEROKEE
SECTION II
the tank selector valve must be switched to each tank in turn,
with the electric pump on, and the gascolatordrainvalve opened. Each tank has an individual qulck drain located at the bot-
tom, inboard, rear corner.
Fuel quantity and pressure are indicated ongauges located
in the engine gauge cluster on the right side of the instrument
panel,
ELECTRICAT SYSTEM
The Cherokeeisequippedwith thepiper F.T.p. (Full Time
Power) Electrical System, ICs 12 volt alternatorprovides electrical power at all engine speeds and results in improved performance for radlo and electrical equipment and longerbattery
life.
In additionto thealternator, the electrical system includes
a 25 ampere-hour baEery, a voltage regulator and a master
switch relay. The battery and relay are mounted beneath the
baggage compartment floor. Access for service or inspection
is obtained by raising the hinged baggage compartment floor
panel. The battery box is designed to accommodate a Larger
capacity battery for extreme cold weather operation.
Electrical switches, fuses
and fuse spares are located on
the lower left side of the in-
strument panel.
Standard electrical acce s sories, in additiontothose already Iisted, include a starter,
stall warning indicator, cigar
lighter and ammeter. Mvigation lights, anti-collision
light, landing Iight, instrumenr
lighting and a cabin dome light
are offered as optional acces6s0630
SECTION tr
THE PIPER CHEROKEE
sorles.
Circult provlslons are made to handle optlonal communlcatlons and navlgational equipment.
In conventlonal generator systems, the ammeter indicates
battery discharge. In the Piper FullTime Powerelectrlcal system, the ammeter displays the load in amperes placed on the
system at any given time. Wtth all electricalequlpment except
the master switch in the "OFF" positionr the ammeter will indicate the amount ofcharging current demandedby the battery.
This amount will vary and depends on the percentage of full
clørge on the battery at tåe time. When the banery becomes
charged, the current dlsplaeed on the ammeter will reduce to
a mlnimum value of about two amperes. As each unit of elec-
trical equlpment ls swltched on the amount of current ir draws
will be shown on the ammeter. The maximum cqltlnuous load
for nlght flight with all equipment on is approximately thirty
amperes, Thts thlrty ampere s plus approximately two amperes
for the futly charged batterywill appear conriouously under these
flight condittoos.
Because of the mechanical simpliclty of the alternator,
matnteoance should prove to be a minor factor as compared
to prevlous systems. Should service be requlred, contact your
local Piper dealer.
HEATING AND VENTII.ATING SYSTEM
Heat for the cabln lnterlor and the defroster system is pro-
vided by a heater muff attached to the exbaust system. Controls fof these systems are locatedon the lower right hand side
of the instrument panel. A third confrol in this area regulates
a large fresh air vent located on the left hand stde of the cabin
near the pllot's feet. In addition, two side vents are provided
one at each seat location. Th"y may be tndependentlyregulated
as desired by the seat occupant.
IO
6s0630
glev Kleserud
THE PIPER CHEROKEE
L Frcrh Alr ConEol
L D.Iro.rrt codlrcl
!. lbrtlr @lsirrl
SECTION II
a. ILlro.alr AJt Omet
l. Frc.b Alr lnler
6 tG.llr [rEt
11
THE PIPER CHEROKEE
SECTION II
CABIN FEATURES
The instrument Panel of the Cherokee is deslgned to accommodate the customary advanced fllght instruments ard all
the normally requlred power plant in§truments. Ttrc Artificlal
Horlzorl Directiooal Gyro and ttre Turn and Bank instruments
are vacuum operated through use of a vacuum pump installed
on the englne. A natural separation of the flight group and rhe
power group ls provlded by placing the communicattons and
radio navigational equipment tn the center of the panel.
The front seats are adiustable fore and aft for pllot comfort and ease of enrry and exlt. A famlly seat installation ls
avallabl,e whlch provldes two additional seats. Each family seat
ls capable of carrylng a full size adult which glves the Ctrerokee
140, 4-place capabilttY.
FAMILY SEATS
1. Compass
2. Airspeed lndicator
3. Directional Gyro Indicator
4. Gyro Horizon Indicator
5. Radio ADF
6. Radio VHF
7. Tachometer
t2
8, Vacuum Gauge
9. Instrument Cluster
10. Turn and Bank Indicator
11. Clock
12. Stall Warning Light
13. Altimeter
14. Rate of Climb Indicator
6s0630
THE PIPER CHEROKEE
SECTION II
a?-
650630
L2a
SECTION ttl
OPERATING INSTRUCTTONS
Prcflight
...
Starting
.....14
.
W:um-up
..I5
'
GroundCheck
..
13
..
16
Takc-off
...
t6
Climb.
.....r7
Stalls .
18
Cnrfuing
,
; 18
Marreuvcrr
Approechandlanding
,,,f9
. . . - . . . tg
Mooring
WeightandBalancc
730tt5
19a
..
.l9t
THE PIPER CHEROKEE
SECTION TII
sEcTloN il
OPERATING INSTRUCTIONS
PREFLIGHT
The airplane should be given a thorough visual inspection
prior to each flight. Particular attention should be given to
*re followirg items in the illustration belov:
I. a. Master switch "ON. "
b. Check fuel quantlty indlcators (two tanks) '
c. Master switch and ignition "OFF. "
2. a. Check for o<ternal damage, operational lnterference
66t20t
13
SECTION III
THE PIPER CHEROKEE
of control surfaces or hiqges.
b. Insure that wings and conrrol surfaces are free of
snow, ice or frost,
3. a. Visually check fuel supply, secure caps.
b. Drain fuel tank sumps.
c. Check that fuel system vents are open.
4. a. Check landing gear shock struts for proper inflation.
b. Check tires for cuts, wear and proper inflatlon.
c. Drain fuel rystem sump (left side of eircraft)
5. a. [nspect windshteld for cleanliness.
b. Check the propeller and spinnet for defects or nicks.
c, Check for obvious fuel or oil leaks.
d. Check oil level, 8 quarts maximum. (Insure dipstick
is properly seated.)
e, Inspect cowling and inspection covers for security
f. Check nose wheel tire for inflatlon, wear,
g. Check nose wheel shock strut for proper inflation.
6. a, Stow tow bar and control locks, if used,
b. Check baggage for proper storage and security.
c. Close and secure the baggage compartment door.
7 . a . Upon entering aircraft ascertain that all primary flight
controls operate properly,
b. Close and secure the cabin door.
c. Check that required papers are in order and in the
aircraft.
d, Fastcn seat belts and shouldcr harncss.
STARTING ENGINE
After completlon of the preflight inspection:
I . Lock the wheel brakes.
2. Set the carburetor heat control in the full "COLD"
position.
3. Select the desired tank with the fuel valve.
4. Move the mixture to the full "RICH" positton.
5. Open the throttle I/8 to t/4 inch.
6. Turn the electric fuel pump "ON. "
14
7t01t5
THE PIPER CHEROKEE
SECTION III
In cold weather (below 40 degrees F.) prime rhe engine
with onetothree full strokes of the priming pump. If extremely
cold, stårting will be aided by pulling the propeller through by
hand (switch "OFF') four ro five revolutions. If rhe temperature is above 40 degrees the engine may be primed by rhree
or four short quick strokes of the throttle.
After priming, turn the electric master sv/itch on, engage
the starter and allow the engine to turn approximately one full
revolution, then turn the ignition swltch to the "Left" magneto
position.
When the engine is firing evenly, turn the magneto switch
to the "Both" position and advance rhe thrortle ro 800 RpM,
Check the oil pressure gauge for a pressure indication. If
oil pressure is not indicated within thirty seconds, stop the
engine and determine the trouble.
If the engine fails to start at the first attempt, another
attempt should be made wirhout priming. If this fails, ir is
possible thar the engine is overprimed, Turn the magneto
switch off, open the throttle slowly, and rorate the engine
approximately ten revolutions with the starrer. Reprime the
engine with one half the amounr used in the inirial artempt,
turn the magneto switch to "Left, " and repear the starting
procedure. If the engine again fails to start, refer to the
"Lycoming OperatingHandbook, Section VII, Engine Troubles. "
WARM.UP
As soon as the engine starts, the oil pressure should be
checked. If no pressure is indicated within rhirry seconds,
stop the engine and determlne the trouble, In cold weather it
will take a few seconds Ionger to get an oil pressure indication.
Warm-up the engine ar 800 ro I200 RPM.
Take-off may be made as soon as ground check is completed, providing that the rhrottle may be opened fully wirhout
back firing or skipping, and wirhout reduction in engine oil
pres§ure,
l5
SECTION III
THE PIPER CHEROKEE
GROUND CHECK
Check the magnetos at 2o0o RPM by switching from Both to Right
then back to Both before switching to Left. Differential drop should
not exceed 50 RPM while the total drop on either magneto should not
exceed 175 RPM.
Check vacuum gauge, indicator should read 5" Hg t.1" Hg at 2oo0
RPM.
Check both the oil temperature and pr6sure. Thc temperature may
be low for some time if the engine isbeingrun forthefirst timeof the
day, but as long as the pressure is within limits the engine is ready for
take-off.
Carburctor heat should also be checked prior to take'off to be sure
that the control is operating properly and to clcar any icc which may
have formed during taxiing. Avoid prolonged ground operation with
carburetor heat ON as the air is unfiltered.
Mixture should be set full rich, except a minimum amornt of
leaning is permitted for smooth enginc operation when taking off at
high elevation.
TAKE.OFF
Just before take-off the following items should be checkcd:
7. Elecuic fuel pump "ON"
l. Controls free
8. Engine gauges normal
2. Flaps "UP"
3. Tab set
9. Dcor latched
4. Mixture "RICH"
5. Carburetor heat "OFF"
lo. Altimeter set
11. Fasten belts/harness
6. Fucl on proper tank
The take-off technique is conventional for the Cherokee. The tab
should be set slighdy aft of neutrd, with the exect setting determined
by the loading of the aircraft. Allow the airplane to accelerate to 50 to
60 miles per hour, then ease back on the wheel enough to let the
airplane fly itself off the ground. Premature raising of the nose, or
raising it to an excessive angle, will result in a delayed take-off, After
take-off let the aircraft accelerate to the desired climb specd by
lowering the nose slightly.
16
770527
THE PIPER CHEROKEE
SECTION III
Shon Field, Obstacle Clearance :
Lower the flaps to 25 " (second notch), accelerere to 55-60 miles
per hour and ease back on the control wheel to roate. After breaking
ground, accelerate to the best angle of climb specd, 74 miles per hour.
Slowly retrect the flaps when the obstacle has been cleared and
continue climb at 85 miles per hour,
Shon Field, No Obstacles:
Lower the flaps to 25 " (second notch) accelerate to 55{0 miles
per hour. Ease back on the control wheel to rotate and accelerate to
best rate of clirnb speed, 85 miJes per hour. Slowly rctract the fleps
while climbing out.
Soft Field, No Obstacle;
Lower the flaps to 25 o (second notch), accelerate aircraft and pull
nose gear from the ground assoon as possible, lift offat lowest possible
airspccd. Accclcrate just above the ground to best race of climb speed,
85 miles per hour. Climb out white slowly retracting the flaps.
Soft Field, Obstacle Clearance:
Lowcr flaps to 25 o (second notch), accelerate aircraft, pull nose
gcar off as soon as possbile and lift off at lowest possiblc airspced.
Accclerate jusr above the ground to best angle of climb speed, 74 miles
per hour to climb past obstaclc clearance height, continue climb whilc
accelcrating to best rate of climb spced, 85 miles per hour and slowly
retract the flaps,
CLIMB
The best rate of cli.mb at gross weight will be obtained at
85 miles per hour. The best angle of climb may be obtained at
74 miles per hour. At lighter rhan gross weight these speeds
are reduced somewhar. For climbing enroute a speed of l0O
miles per hour ls recommended. This wlll producebetter forward speed and lncreased vlslbtlity over the nose durtng the
climb.
7
30ll 5
t7
THE PIPER CHEROKEE
SECTION III
STALTS
stalt characteristics of tfie cherokee are conventional. Visual stall
warning is provided by a red light located on the left side of the
instruÅnt panel which is turned on automatically betwcen 5- and 1O
miles per hour above stall spced. Gross weight stalling speed with.power
off and full flaps is 52 miles pcr hour at 1950 pounds and 54 miles per
hour at 215o pounds. With flaps up this sPeed is increased 9 miles per
hour.
lntentional sPins are prohibited in the normal category airplane'
For approved maneuver§ and entry speeds refer to the Flight Manual'
CRUISING
The cnrising speed of thå Chetokee is determincd by many factos
including powei setdng, altitude, temPcraturg loading, and equipment
installed on the airPlane.
The normal cruising power is 75% of the rated horsepower-of the
engine. Tnre airspeedr, wi,ict may be obtained at *eriors altitudes and
polwer rettings, can be determined from the chans in "Section IV" of
this handbook.
Usc of the mixture control in cmising flight reduces fuel
consumption significantly, especially at higher dtiodes, and rcduces
fuels are used. The mixture should be
lead deiosits wfren thc
"it"-it.
leaned whcn 75o/o power or less is being used, If any doubt exists-T-t9
the amount of power being used, the mixture should be in the FULL
RICH position for all opirations. Æways enrich the mixture before
increasing powcr settings
-continuous
of
carburetor heat during cruising flight
,se
The
decreases engine efficiency. unles icing conditions in the carburetor
are severe, do not cruisc with thc heat on. Apply full carbuetor heat
slowly and only for a few seconds at intervals determined by icing
seventy,
In- order to keep the airplane in best lateral trim during cruising
flight, the fuel should be used elternately from each main tank' It is
rJommended that one main tank be used for one hour after take.off;
the other main tank used until nearly exhausted, then return to the first
main tank.
r8
770527
tl.l:.v Kiesersd
THE PIPER CHEROKEE
sEcTroN llr
MANEUVERS
The alrpl,ane ls approved for certain aerobatic måneuvers
up to a gross welght of 1950 lbs., provided it is loaded within
theapprovedweight and center of gravity limits. (See Airplane
Fli.ght Manual) The maneuvers are spins, steep turns, lazy
elghts and chandelles.
APPROACH AND TANDING
The airplane should be trlmmed to an approach speed of
about 85 mlles per hour with flaps up. The flaps can be lowered
at speeds up to ll5 miles per hour, if deslred, and lf approach
speed is reduced 3 miles per hour for each additlonal notch of
flap. Carburetor heat should not be applled unless there ls an
indicatlonof carburetor iclng slnce the use of carburetor heat
causes a reduction ln power which may be critical in case of a
go-around. Full throttle operationwlth heaton is likelytocause
detonation.
The amount of flap used during landings and the speed of
the aircraft at contact with the runway should be varied according to the landlng surface and existing condltions, both
windwise and loadwise. It is generally good practlce tocontact
the grotrnd at the minimum possible safe speed consistent with
existing conditlons.
Norrnalln the best technlque for short and slow landings
is to use full flap andenough powertomaintain thedesired airspeedand approach fltght path. Mixture should befullrich, fuel
on the fullest tank, carburetor heat off, and electric fuel pump
on. Reduce the speed during the flareoutand contact the ground
close to the stalling speed (55to65 MPIfl. After gtound contact
hold the nose wheel off as long as possible. As the airplane
slols down, drop tlre nose and apply the brakes. There wlll be
less chance of skidding the tires lf the flaps are retracted before
7301 I s
r9
SECTION UI
THE PIPER CHEROKEE
applying the brakes. Braking ls mosteffectivewhen back pressure isapplted tothe control wheel, pufttngmost of the atrcraft
wetght on the maln wheels. In high wlnd condttlons, ParticuIarly ln strong cross-winds, lt may be desirable to approach
the ground at htgher than normal speeds with partial or no flaps.
To stop the engine after landing, pull the mixure control full back
to idlc crt-off. trYhen dternatc fuels arc used, the engine should be run
up to 12OO RPM for one minute prior to shutdown to clesn out any
unburned fuel. Æter the engine stops turn magneto and mætcr
switches off.
MOORING
The Cherokee should be moved on ttre ground with the aid
of the nose wheel tourhar providedwith each plane and secured
tn the baggage compartment. Tie downs may be secutedto rings
provided under each wing, and to lhe tall skid, The aileron and
stabtlator controls should be secured by looping the safety belt
through the control wheel and pulling lt tight. The rudder is held
in positlon by lts connections to the nose wheel steering, and
normally does not have to be secured. The flaps are locked
when in the full up positlon, and should be left retracted.
WEIGHT AND BAIANCE
It is the responsibility of the owner and pilot to determine
that the airplane remains within theallowable weight v§ certer
of gravity envelopewhllein flight. For weight and balance data
see the Airplane Flight Manual and Weiglrt and Balance Form
supplied with each alrplane.
L9a
770527
sEcTroN lv
PERFORMANCE CHARTS
Takeoff DistancevsDensityAltinrde
Rate of Climb vs Dcnsity
1
Altitude
. .. ... , 20
. . . . 2l
TrucAirspccdvsDensityAltitude(l9Solbsgrosswt)
, . . ,. . . 22
TrueAirspeedvsDcnsityAltitudc(2150lbsgrosswt),
. . . . . . 2,
Rangc vs Density Altitude (1950lb,s gross
wt)
. . 23a-
Range vs Density Altitude (2f 50 lbs gross
wt)
. . 23b
PowervsAltinrde(l950 lbsgrosswt)
,,.....24
lbsgroswt)
...,.,.25
PowervsAltitude(2l5O
Landing Distance vs Density
Glide Distancc vs
Altitude
Altitudc
AltitudeConversionChart.
7rotts
. , 25a
, . . 2Jb
.,..,..26
THE PIPER CHEROKEE
SECTIONIV
PIPER CHEROKEE
PA-29-140
[AME.@FF DOSIIANGE
vs"llt
I
ALIIITUDE_]
,[ I,*lrrL"']
ns. §r0ss mf,rf
trtrttr
rlllr 0f clmr
It t
,000
I
ri0uE ,000 II. ls ivl lo
I I lll
I
,l
8000
I
-
I
tmo
I
E
§
t
Eiltl
e
,l
<
>
>
-§7
ttll
F
I
I
§
§1
3C00
§
ø
a
e
2000
t,
:
t000
I
^-0
500
I
00t
1500 2000 1500 3000 tlol
TllE -
730r15
lt0l
oft l[§nrct ttET
20
THE PIPER CHEROKEE
SECTION IV
PIPER CHEROKEE
PA-28-140
tttttr
I
RATE OF CLIMI
VS
16000
DENSITY ALTITI DE
\
I
--14000
ttll
H rzooo
,.t
l95O LBS. GROSS W]
2150 LBS GROSS W'
ttl
\\
\
\
\
ct
f
E roooo
tr
fz. sooo
UJ
ct
6000
\
\
4000
2000
o
\
loo 200 too.loo 500 6()0 700 800 90() looo
RATE OF CLIMB-FEET PER MINUTE
2l
730rr5
THE PIPER CHEROKEE
SECTION IV
PIPER CHEROKEE
PA-29-140
TRUE AIRSPEED
VS
DENSITY ALTITUDE
FULL THROTTLE
r2000
toooo
80()0
6000
4000
200()
o
730llt
22
THE PIPER CHEROKEE
SECTION IV
PIPER CHEROKEE
PA-28-t40
tltttll
TRUE AIRSPEED
VS
DENSITY ALT]TUDE
---
2I5O LB§ GROS§ w1
t4000
rlltt
12000
}(
F
trJ
H pooo
I
o
";
l
E Eooo
\
IG
!z eooo
L:q
el
tl.t
a
ie/
4000
2000
o
I I
I
loo
I
ilo
I I
120 130 t40
150
t60
rRUE AIRSPEEO, M.PH.
23
65(b30
THE PIPER CHEROKEE
SECTIONTV
PIPER CHEROKEE
PA-28-140
tttttrt
L-
RANGE
T
F
I
t4000
VS
OENSITY ALTITUDE
1950 L8S. GROSS rlrt
36 GAL.FUEL (slondod)
---'
-
50 GAL.FUEL (rith reserve)_
'åe
F
l!
lr,
L
)g
- roooo
-
II
aQo
12000
ilt
ål
lrJ
o
F
b eooo
F
eooo
f;
6
lt i ti
;o
D
tl
I
I
ilt
I
Ht
I
t
I
I
I
tt/l-/
I
I
I
4000
VI
I
I
2000
I
I
I
I
I
I
il
!O
I
I I
t
I
)
500 600 700 eoo 900 looo llo0
RANGE. MILES
7rott5
23a
SECTION IV
T'HE PIPER CHEROKEE
PIPER CHEROKEE
PA-29-140
36 GAL. FUEL(shndordl
----lrrr
t4000
50 GAL. FUEL (wilh rcscrvel
;€
a
åe
o
t2000
I
,
I
F
|o
lrJ
@
H roooo
I
ut
o
f
iS
I
to
5 sooo
-A
I
I
I
,l
I
F
Iut 6000
o
4000
t: I
I
I
o
I
I
,
I
I
I
I
I
I
I
I
_t
I
2000
I
I
I
I
I
I
I
500 600 700 800 900 rooo iloo
RA^IGE, MILES
730115
THE PIPER CHEROKEE
SECTION IV
PIPER CHEROKEE
PA-28-140
. POWER
-VS
- ALTITUDE
t950 LBS. GROSS WT.
t4000
F
lrj
lrJ
L
-o
t2000
I
I l.V *'/l*
I
t l- TOOOO
f
F
F
d Booo
F
U)
fr
o 6000
|
'e
(,
ø
_<r
_)_ *
rsl ,l
#
2000
o
E)_
q.
(,
§
a.
(r'
Q
/ s*.
-å
4000
lo-
o
,A
10
^§r,r^s7
I
*-lrl_l
I
-
*'/[ I-)
2000 2lo0 2200 2300 2400 2500 2600 2700
ENGINE SPEED - R,PM
ENGINE SPEEO - R.P.M.
730115
24
SECTIONIV
THE PIPER CHEROKEE
PIPER CHEROKEE
PA-28-140
rtt
POWER
VS
AUT|TUDE
ttr
r50 .8S. GRO ss li
r4000
F tzooo
UJ
trl
5 roooo
F
5
<
II
/
/
.r1 "+
ls/ *
a
u
+'
8000
Q'r
lJ/
F
zal,
a'
B eooo
4000
2000
e^r§rcft lo
o
I
N
2000 2loo 22c0 2300 ?4c,0 2500 2600 27c/c
ENGINE SPEED-RPM.
2S
730115
THE PIPER CHEROKEE
SECTION IV
PIPER CHEROKEE
PA-28-140
#
+
LANDING DISTANCE t
tr
tr
-i
DEN'ITYXLT.'UDE I
-l
FL, APs 4oo POTI'ER OFF PAVED LEVEL DRY RL INTIOAY
'No
WND I IIAXIMUM BRAK]NG SHOBT FIE] DE FFORT'
7000
F
trJ
lrl
L
tl 6000
E
5
< 5000
t95o LBS. GRosS
- -T-r2rsoLBs.
3r,
z
J
-it
-:
I
-o+EI
F
wr. I
offl*'j
H 4ooo
-oL
zl
3000
'rfi
P l-l
I
JI
ol
-<f J-
l
6t
Fl_
iH
:hr
*F
2000
I
I
roo0
I
o
200 400 600 800 looo 1200 1400
LANOING OISTANCE, FEET
730115
25a
sEcrIoN lv
THE PTPER CHEROKEE
PA-2E-140
PIPER CHEROKEE
llllll
GLOEE EDSTANCE
vs
AUTOIIUDE
rrrlll
talll
E- uto,
---
! ruu
a
:l
E rnr
IIII
fl$m
a
|l lr.r,
3l|0
trortr[r
ilr -Ms
lllt
0.
a0[0
tl0t
!
alllltlt2lt8
atrt urc[ ruI§
2sb
7ror,5
THE PIPER CHEROKEE
SECTIONIV
PIPER CHEROKEE
PA-28-140
lllllllllll
AL]IIIIUDE GQ)INVEIiI§||a)IN gIfiJ4\IB]I
fit§ GIrm $u,[0 lE uso n
oEttilltt ot§n [TluDr
rnof, EI§IltS IHmrIUnt
rID Pntssu[E rllluffi GffiDlIlo§
r0r ust ilTlrErmilrlff Gilm§.
1{000
20000
r§l
tr
,d»r
;18000
c
U»
$9
t
> 12000
\1t
-
ir! l/
A
t00t
+-
G
ia
T \[E»
-i
\ b!. .!il--
L
.t0
.10
0
20
13
ITTPMIIURT . 'F
7 3011 5
iL
80
l!
100
sEcfloN v
I
GENERAT MAINTENANCE
Tire lnflation
27
Battery.Scwice
27
Scrvicc
27
Scrvice
Fuel Requiremens
28
Brakc
Landing Gear
Carc of Air
Filtcr
CarcofWindshiddandWindour .....,
.
Lcvcling end Rigging
Scriel Nunbcr Plrtc
770527
30
t2
32
,,
)3
,
TTIE PIPER CH EIIOKI-.]IJ
SIjCT'I()N V
sEcfloN v
GENERAT MATNTENANCE
TIRE INFTATION
F'or rtraxinrurl service fronr the tires ()n thc Chcrokcc, kt.cp
the tlres inflatetl t() the proper pressurc of 24 pr»untls for thc
nrain gear an<l 24 pountls for thc. nose whccl. lnterchlngc thc
tires on the nrain wheels, if necessary, to pr«rtluce, even \t,cilr.
AII wheels an<l tires are balancccl bcfore original lrrstullation,
and the relationship of thc tire, tube and whccl shoukl bc ur:rintained, if at all poo-sible. Out of balancc wheels con causc (,x-
trenle vibration on take-off. In the installation o[ new cotup(r-
nents, it nray be necessary to rebalance thc' whce,lwith thc tire s
nrounted.
BATTERY SERVICE
The l2 volt hattery is locate'd in a stain.lcrss stcel containe,r
under the baggage conrFlrtment floor. Thc containersllould l)e
d rained occasional I y by opening t he nrbber ca p on t lrc d rain I ul)c.
Check the batte ry fo r propcr tluid levc'l (bek»v tlrc baf flc platcs ).
Use a hydrometer to determine thedensity of the battcry fluid.
If the battery is discharged, clrarge lt llcfore takc-off as
tlrrce volts areneeded toexcitcthe alternator. Rcchurgcstarting at a 4 anrp rate and finishing witlt a 2 amp rate. Quick
charges are not recommended.
BRAKE SERVICE
Tlre brake system is filled with MIL-ll-5606 (petrolcunr
6ri0s0 t
27
SECTION V
THE PIPER CHEROKEE
base) hydraulic brake fluid. This should be checked at evertI00 hour inspection and replenished when necessary by filIurg
the brake resenroir on the firewall to the indicated level. If
the system as a whole has to be refilled with fluid, this should
be done by filling with the fluid under pressure from the brake
end of the system. This will elimlnate air from the system as
it is being filled.
No adjustment of brake clearances is necessary on the
Cherokee, If after extended sewice the brake blocks become
worn excessively, they are easilyreplaced with new segments.
TANDING GEAR SERVICE
Main wheels are easlly removed by taking off the hub cap,
axle nut, and the two bolts holding the brake segment in place,
after wNch the wheel slips easlly from the axle.
Tires are removed from the wheels by first deflating the
tire, removing thethreethroughbolts, and separating thewheel
halves.
Landing gearoleo stnlts should be checked for proper srrut
exposures and fluid leaks. The required extensions for the strut
when under normal static load (ernpty weight of airplane plus
tuII tuel and oil) is 3. 25 inches for the nose gear and 4. S0 incbes
for the main gear. Should the strut exposure be belor,v that required, it should be determined whether alr or oil is required
by first raisirg the alrplane on jacks. Depress the valve core
to allowair toescape from thestrut housing chamber, Remove
the filler plug and slowly raise the strut to full compression. U
the strut has sufficient fluid itwill be visibleupto the bottom of
the filler plug hole and will then only require proper inflation.
Should fluid be below the borrom of the filler plug hole, oil
should be added, Replace the plug with valve core remqved,
attach a clear plastic hose to the valve stem of the filler plug
and submerge the other end in a container of hydraulic fluid
(MIL-H-5606). Fully compress and extend the strut several
2B
670424
THE PIPER CHEROKEE
sEcTtoNv
FUEL SELECTOR
VALVE
RIOI{T TAilK
LEFT TANX
FUEL OUANTITY GAUCES
29
SECTION V
THE PIPER CHEROKEE
times thus drawlng fluid from the container and expelllngair
from the strut chamber. To allow fluid to enter the botrom
chamber of the main gear stnrt housing, the torque link assem bly must be disconnected to let the strut be extended a minimum
of l0 inches, (The nose gear torque llnks need not be disconnected.) Do not allow the stmt to extend more than l2 inches.
When air bubbles cease toflow through the hose, compress the
strut fully and againcheck fluid level Reinstall the valve core
and filler plug, and the main gear torque links if disconnected.
Wit With fluid in thestrut housingat thecorrect level, artach a
strut pump to the air valve and with the airplane on the ground,
inflate the oleo strut to the correct heiglrt.
In jacking the Cherokee for landing gear or other service,
a jack kit (available through the PiperAircreft Sewice Depart ment) should be used. This kit conslsts of two hydraulic jacks
and a tail stand. At least 350 pounds of ballast should be placed
on the base of the tail stand beforejacking up rheairplane. The
hydraulic jacks should be placed under the jack points on the
bottom of the wing and the airpl,anejacked up until the tail skid
is at the right height to attach the tail stand. After attaching
the tail stard, and adding the ballast, rhe jacking may be continued until the airplane is at the height desired.
FUEI REQUIREMENTS
The minimum aviation grade fuel for åe pA-28-f4O is g0/87.
Since the use of low€r grades can cause serious engine drmage in a
short pcriod of time, rhe engine warranEy is invalidated by the use of
lowcr oclanes.
Whcnoer 8O/E7 is not av&ilable, rhe low6r lcad 100 grade should
be used. (Sec Fuel Grade Comparison Chan, next page.) Refer to the
Latest issue of Lycoming Service Insrnrcrion No. 1070 for addirional
information,
The continuous us€, more than Z1oh of thc opcraring time, of thc
higher leadcd fuels can result in increased eogine deposits, both in the
combustion chamber and in the engine oil. It may require increased
30
770527
THE PIPER CHEROKEE
SECTION V
spsrk plug meintcna.nc! and morc frcqucnt oit changcs. The frcquency
of sperk plug maintenancc and oil drain pcriods will bc governeC bv
thc amount of lead pcr gallon and thc rypc of.opcration. Opcration at
full rich mixrure rcquires inorc frcqucnt mainrenance pcriods;
thcrcforc, it is important ro use propcr approved mixturc leaning
proccdures. 'i
Rcfcrcncc the latcst issuc of Lycorning Scrvicc Lcttcr No. Llg5
for carc, opcration,rnd mlintcnanc. of dhc airplanc whcn using tlre
highcr lcaded fud.
A summary of thc current grades as well as thc previous fuel
dcsignatioru arc shown in rhc following chan:
FUEL CRADE COMPARISON CTIART
Pnviou Commrr<i:l
(^ST[LD9lo)
Fucl Grd6
Cu..m( Mili(lry
Curtnr ('bmmcacial
I;ucl Gr:dc! (ASTM-)9lG7r)
Fucl Gndcr (^tll--G-JJ72li)
^mandmcnr
(lrerlc
Cul r
Har, TEL
ml/U S gzl
8(Vff7
9lle6
rm/tJo
Iil/l4l
b luc
ta(!n
purplc
i
( r.d(
ot
80
z0
'l00LL
l.o
l([
4.6
(:oldr
,Uax TEL
ml/U,S.8rl.
rcd
blu<
o.5
2.0
8(ccn
't. o
(itrdc
tolil
100/uo
t t5l 1+t
No t
Mu. Tl:L
Co or
rad
gr«n
purpl.
ml/U.S. gd
0.5
" J.o
4.6
:..n1#,'?,-Jå:ffi ';"J;:i:i'åt'l:';ifr [1;'I,;:f ::5;l*-#:'iliJili;l?h;*",
up ro .a mUU.S. BlUon rrc approvtd Io. ut. in rll engin<, I crdfiarcd for u* wirh Frdc loo/l rO tuel.
OIL REQUIREMENTS
The capaciry of the 0-320 scries engine is 8 qurrts, and the
minimum safc quantity is 2 quarts [t is rccommcndcd that t]re oil be
changcd crrcry 50 hours and sooner. under unfavorablc operating
-conditions. Interrels bctween oil changcs can be incrcased as much as
100% on cngines cquipped with full flow carridge typc oil filters,
prorridcd the elemerrt is rcplaccd cach 50 hours of opcration and the
specificd octane fuel is used. Should fucl other than the specified
o«ane rating for the powcr plant bc uscd, rcfcr to the latcst issuc of
Lycoming Servicc Letter No. L185 and Lycoming Service Irutruction
No. 1014 for additional information and recommcndcd scrvice
770527
3l
SECTION V
THE PIPER CHEROKEE
proccdures. Thc following grades ere recommended for tJrc specificd
temPcratures:
Tcmpcratwcs above 60oF
SAE 5O
Tempcratures bctwcen 30oF to 90oF
Temperatuies between 0oF to TOoF
Temperatures bclow 10oF
SAE 30
SAE 20
SAE 40
Either mineral oil or anti-dispcrsånl oil may bc uscd, but the two
typcs of oil may never bc mixcd.
CARE OF AIR FILTER
The ca rbu retor a I r filte r must be cl caned at least once every
fifty hours. Under extremelyadverse conditionsof operatiott it
may be necessary to clean the filterdaily. Extra filters areinexpensive and a spare should be kept on hand and used a:; a rapid
replacement.
The filter manu(acturer recommends thar the filterbe tapped gently to remove dirt particles. Do not blow out \ryith compressed air.
CARE OF WINDSHIELD AND WTNDOWS
A cerrain amount of care is ncedcd to keep the plexiglass
win<low.s clcun and untnarrctl. 'l'hc following procctlurc is rccollt rtrc nrlctl:
l. Flush witlr clean wate r and tlislodge excess dirt, mud,
etc . , with your lund.
2. Wash with mild soap and water. Use a soft cloth or
sponge, do not nrb.
32
770527
THE PIPER GHEROKEE
SECTION V
3. Remove oil, grease or sealrng compolrnos wrth a sofr
cloth and kerosene.
4. Afler cleaning apply a thin coat of hard polishing wax
Rub lightly with a soft cloth.
5. A severe scratch or mar may be removed by using
jeweler's rouge to rub out the scratch, smoothing, and then
applying wax.
SERTAL NUMBERPLATE
The serial nurnber plate is located near the stabilator on
the left side of the airplane . Refer to this number for service
or warranty matters.
LEVELING AND RIGGING
Leveling the Cherokee for puposes of weighing or rigging
is accomplished as follows:
l. Partially withdraw two machine screws locaM irnmdiately below the left front side window. Thæe screws are leveling points and the airplane is longitudinally level when a lwel
placed on the heads of thæe screws indicates level.
2. To put the airplane in a longitudinally level position on
scales, first block the main gear ol.eos in the firlly extended position, then deflate the nose wheel tire rrntil the proper attitude
is obtained. For rigging only, the airplane ruay be placed on
jacks for leveling.
3. To level the airplane laterally, place a lwel across the
baggage compartment floor along the rearbulkhead.
Rigging: Æthough the fixed flight surfaces on the Cherokee
cannot be adjusted for rigging purposæ, it may be necessary
upon occasion to check the position of these surfaces. The
mo.vable surfaces all have adjustable stops, as well as adjustable
turnbuckles on the cables or push-pull tubes, so that their range
770527
9tr
e<-
gEE
6 H:
EO
=a
f--
I
I
L"
z
o
ts
(J
El
:i
THEPIPERCHEROKEE
SECTION V
of Lravel can be altered. The positions and angular travels of
the various surfaccs are as follows:
1. Wings: 7o dihedral,2" washoul
2. Søbilator Travel: l8': up, 2o down, tolerance * lo.
3 Fin should be vcrtical and in line wih center of fuselage .
4. Ailcron Travcl: 30" up, 15" down, rolcrancc+ 2".
5. Flap 'fravcl: 0", 25', 40o, tolerance + 2"6. Ruddcr Travcl: 27" right and ldft, lolcnrn«r + 2o.
7 - Surbilator Tab Travcl: 3"up, l? &lwn, tolcmncc f -l ".
1
Cablc tensions for thervarious controls arc as follows:
Rudden,l0 t5 lbs,
Ailerons:4Ot5 lbs.
9 1030 I
Stabilars:40 +5 lbs.
StabilaorTrim: 14 tl lb.
35
'f ltE PtI'riR cl{liR oKUrl
(,r,
I',UJ,IlqA:IlOll CiråJ!'J
IOrr .
.
\,
Prpunc[.runoruuiz]\-atl.t{ro
I
I
il;----_l
rriro
l"l*"a
I
I
I
olrll
lil'
o l*"
I *ollli
Olav Klesercd
INDEX
I
SpecificationFeaturcsr
Performance
SECTTON
Itowcr I'Lutt
FuelandOil ...
....,..
......
Dimensions
Landing Gear .
Starting
Warnrup
GroundCheck .
Takeoff
Climb.
Stslls.....
Cnrising
Mananvers
Approachandlanding
Mooring
Weight and Bdance
770527
z
3
J
Informations
Sructures
Landing Gear
Conuol Systcm
FuelSystem
......
ElectricalSystem
........9
HeetingandVcntilatingSystem .....
CabinFeanrres
.,...
Opcratinglnstrucions:
1
I
3
SECTION II
Design
SECTION III
Pag.
. ......
5
6
6
7
8
1O
12
13
.,..1+
..,f5
,... 16
. .. 16
....17
.....18
....18
.......19
..... 19
...19a
. . l9e
INDEX (cont.)
SECTION lV
Pagc
Takeoff DistanccvsDcruityAltitude
Rate of Climb vs Densiry Altitude
True Airspced vs Density Altitude
(f95Olbsgrossweight)
. . - . . . 20
. . . 2L
.....-.22
True Airspeed vs Dcnsiry Aldtudc
(2150 lbs. gross weight)
Range vs Density Altitude (1950 lbs, gross wt)
Rangc w Density Altirudc (2150 lb6, gross r+r)
Power vs Ntitude (1950 lbs. gross weight)
Powcr rrs Altitudc (2150Ibs. gross wcight)
23
232
23b
2+
25
252
Glidc Distance vs Altitude
25b
Altitude Convcrsion Chan .
26
SECTION V
'GeneralMaintcnancc , . ,
Tirelnflation
BettcryServicc
BrekeServicc
LandingGcarService
FuclRequircments
OilRcquirements..
Carc of Windshickl antl
Wilr«lowc
Ssill Nunrbcrtrhtc..
....27
. ....27
....27
.....27
.. ....28
.:..... !O
,.....31
. . . . 32
.....33
770527