Professional Documents
Culture Documents
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For
PIPER CIIEROKEE
MODELPA-28-151
wirh
ENGINE INSTAILED
REcrsrmrroN
NrnaER
N tP\^3:I
SERIAL NI]I,IBER
F.A.A. APPROVED
Pagelof2pages
I GENEMI.
1. ENGINE: Lycmrlng 0-320-D2A
or
Lycoming 0-32O-D2B
or
Lyconing O-32O-D2C
or
Lycoming 0-320-D3G
2. PROPFT.T
ER: Sensenich 74DM6-0-60
or
Sensenich 74DM6-0-58
II. LIMITATIONS
1. NGINE LTMIIS: Maximum Continuous:
150 H.P. - 2550 RPM
Takeoff (Five (5) llinutes)
150 H.P. - 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.
FAA Approved Alrplane Supplpoental Flight Manual dated ApriL 24, 1980,
for Lycoming 0-320-D3G engine installation with either Senenich
74DM6-0-58, or 74DM6-0-60 propeller; OR
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.
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.
WEIGHTS
GrossWoight(lbs) 2325
StandardEmptyWciglrt(lbs) 1 3 3I
MaximumUsefulLoad(lbs) 994
*With OptionalWheelFairingsinstalled.
GENERAL SPECIFICATIONS
REVISED:JULY 14.1975 l-l
-JL-*-
CHEROKEEWARRIOR
POWER PLANT
Engine(Lycoming) o-320-E3D
Rated Horsepower rs
Rated Speed(rpm) 2700
Bore (inches) 5.125
Stroke ( inches) 3.875
Displacement( cubic inches) 319.8
CompressionRatio 7:l
Dry Weight(pounds) 276
Propeller
McCauley rcr60/EGM76s3
Sensenich 74DMGG58
Wing Span(ft) 35
Wing Area (sq ft) 170.0
Length (ft) 23.8
Heieht(ft) 7.3
Wing Loading (lbs per sq ft) 13.7
Power Loading (lbs per hp) 15.5
PropellerDiameter(in.)
McCauley 76
Sensenich 74
Turning Radius t 3.0
BAC'GAGE
LANDING GEAR
WheelBase(ft) 6.7
WheelTread (ft) 10.0
Tire Pressure(psi) Nose 30
Main 24
Tire Size Nose(4 ply rating) 5 . 0 0x 5
Main(4 ply rating) 6.00x 6
GEITIERALSPECIFICATIONS
t-2 REVISED:APRIL 16,1976
CHEROKEEWARRIOR
? 36
GENERAL SPECIFICATIONS
ISSUED:JULY 17.1973 1-3
DESCRIPIIlIlI
AIRPU]IE
A]IDSYSIETS
The Airplane 2-l
Airframe 2-l
Engineand Propeller 2-2
LandingGear 2-4
FlightControls 2-6
FrrelSystem 2-7
ElectricalSystem 2-9
VacuumSystem 2-13
InstnrmentPanel . 2-13
Pitot-StaticSystem 2-15
Heatingand Ventilating 2-15
CabinFeatures 2-18
Baggage Area 2-18
StallWarning... 2-18
Finish 2-18
EmergencyLocatorTransmitter 2-19
PiperExternalPower 2-19
2-i
J
CHEROKEEWARRIOR
DESCRIPTION
THE AIRPLANE
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.
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.
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.)
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.
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
assembliesare providedon thc'main gear.The nose gearhas a 5.00 x 5 four ply tire, while the
main wheel assemblies have 6.00 x 6 four ply tires. At grossweight. the main geartires require a
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
depressing the knob attachedto the'left side of tlte handle.To releasethe parkingbrake,pull
batt on the brake lever to disengagethe catch mechanismand allow the handle to swing
forward.
Main WheelAssembly
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.
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.
FUEtPUTIP
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FUEIIAIII(SELICIOR
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CHEROKEEWARRIOR
Fuel Selector
ELECTRICAL SYSTEM
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
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
t h
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,
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
simultaneously to OFF or ON as directed.
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.
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.
* S e r i anl o s .7 5 1 5 0 0 1a n d u p
AIRPLANEAND SYSTEMS
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WARRIOR
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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
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
and havt' circuits provided for a complete line of optional radio equipment.An
respective'ly.
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 ,
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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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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
side,providesan alternatestaticsourcefor the s-vstem
when opened.
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
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.
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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.
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
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
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.
PIPEREXTERNAL FOWER*
*Optionalequipment
SECTIONI
LIMITATIONS
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.
D. POWERINSTRUMENTS
OIL TEMPERATURE
GreenArc (NormalOperatingRange) 75'F to 245'F
RedLine(Maximum) 245"F
OIL PRESSURE
GreenArc (NormalOperatingRange) 60 PSItO90 PSI
YellowArc (CautionRange) 25 PSIto 60 PSI
R c dL i n e( M i n i n r u m ) 25PSI
l ( c : tll. i n c( M i r x i r n u r r r ) ( ) 0I ' s l
FUEL PRESSURE
GreenArc (NormalOperating
Range) .5 PSIto 8 PSI
RedLine(Minimum) .5 PSI
Red Line(Maximum) 8 PSI
TACHOMETER
GreenArc (NormalOperating
R*g.) 500 to 2700RPM
RedLine (MaximumContinuousPower) 27OORPM
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) 1 7 6M P H( I s 3 K T S )
YellowArc (CautionRange) 1 4 0M P Ht o 1 7 6M P H
(SmoothAir Only) ( I 22 KTS to 153KTS)
GreenArc (NormalOperatingRange) 6 4 . 5M P Ht O I 4 0 M P H
( 5 6 K T St o 1 2 2K T S )
WhiteArc (FlapDorvnRange)
(Ser.nos.7415001 5 8 M P Ht o 1 2 5M P H
through7515449) ( 5 0 K T St o 1 0 9K T S )
WhiteArc (FlapDorvnRange)
(Ser.nos.7615001andup) 58 MPHto I 15MPH
( 5 0 K T St o 1 0 0K T S )
F. MAXIMUMWEIGHT
NormalCategory 2 3 2 5L B S
Utility Category I 9 5 OL B S
G. BAGGAGECAPACITY 2OOLBS
H. C. G. RANGE
The datumusedis 78.4inchesaheadof wingleadingedgeat the intersection
of the straight
and taperedsection.
l. NormalCategory
2. Utility Category
Straightline variationbetweenpointsgiven.
NOTE
On the instrumentpanelin full view of the pilot when the oil coolerwinterizationkit is
installed:
..OIL COOLERWINTERIZATIONPLATE TO BE REMOVED
WHENAMBIENTTEMPERATUREEXCEEDS5OOF.''
ENTRY SPEED
SPINSPROHIBITED
STEEPTURNS I24 MPH
LAZY EIGHTS 124MPH
CHANDELLES 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."
SECTIONU
PROCEDURES
a. THROTTLE- IDLE
b. AILERONS.NEUTRAL
c. RUDDER- FULL OPPOSITETO DIRECTIONOF ROTATION
d. CONTROLWHEEL- FULL FORWARD
e. RUDDER- NEUTRAL (WHENROTATIONSTOPS)
f. coNTRoL WHEEL - AS REQLIRED TO SMOOTHLYREGAIN LEVEL
FLIGHT ATTITUDE
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
SECTIONry
OPTIONAL EQUIPMENT
NOTE
B. AutoFlite II Installation
I
A. ELECTRTCPrTCH TRrM TNSTALLATTON
I
The following emergency information applies in case of electric pitch trim
malfunction:
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.
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
(4) VOR
(a) To IntercePt:
l. Using OMNI Bearing Selector, dial desired course'
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",
interception will occur after station passage.
As the aircraft nears
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:
l. To selecta new courseor radial,rotate the HDG indice
to the desiredHDG (match course).
2. Rotate OBS to the new course. Aircraft will
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.
NOTE
(b)iJfr
il*"tii':"#:i*rl'r.B.;"rff
JHi'illi:ffi':l:r
procedure turn heading. After one minute, dial inbound
procedureturn headingin direction of turn.
(c) When aircraft heading is 45o to ILS inbound coursedial
inbound course on Course Selector D.G. and position
coupler mode selectorto LOC NORM mode.
(d) At the missed approach point (M.A.P.), or when missed
ectortoHDG
liji: -lit : ;'ff[ 1I3.T ::
:il #.t'J,ff.ff I
(7) 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)
C. EMERGENCYOPERATION
(l) In an emergencythe AutoControlcanbe disconnected by:
(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.':; T'l#':':ffl,::'::,::
:;?l;, ::"ii
"ffi,:t"b1i
result in a 600 bank and 100 foot altitude loss.
(4) An Autopilot runaway, with a I second delay in the initiation of
oupre
orunc d'courd
llx?;:lo"o
l!i,lil?;',tlT;? ;ll 1%"[;,o;'11
3. PERFORMANCE
No change.
+i
CHEROKEE
WARRIOR
EMERGENCY PROCEDURES
INTRODUCTION
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
c. ELECTRIC FUEL PUMP - CHECK ON
d. MIXTURE - CHECK RICH
e. CARBURETORHEAT-ON
NOTE
If enginefailurewascausedby fuelexhaustion,powerwill not be
rcgainedafter tanksareswitcheduntil empty fuel linesarefilled,
which may requireup to ten seconds.
EDTERGENCY PROCEDURES
ISSIJED:JULY 17,1973 +l
WARRIOR
CHEROKEE
Whenpoweris restored:
E. CarburetorHeat- Off
9. ElectricFuel Pump- Off
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
FOWEROFF LAI{DING
EMERGENCYPROCEDURES
4-2 ISSUED:ruLY 17,1973
CHEROKEEWARRJOR
Whencommittedto landing:
l. Ignition- Off
2. MasterSwitch- Off
3. Fuel Selector- Off
4. Mixture- Idle CutOff
5. SeatBelt tight and ShoulderHarnessin place.
SPINS
OPENDOOR
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.
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
(2)
,"ljl:f.'".
ll,*i?:l;'ffiT:Jffi
-
1. Mixture IDLE CUT-OFF
2. Throttle - OPEN
3. Turn engine with starter (This is an attempt to pull the flre into
the engine.)
(b) If enginehas already started and is running, continue operatingto try
pulling the fire into the engine.
(c) 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.
(d) If extemal fire extinguishingis to be applied
l. Fuel SelectorValve - OFF
2. Mixture - IDLE CUTOFF
EMERGENCYPROCEDUR.ES
H ISSUED:JULY 17.1973
CHEROKEEWARRIOR
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
changepower settingsunnecessarily, as this may hastencomplete power loss.
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.
If problem is not an empty fuel tank, land as soon as practical and have the fuel system
checked.
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.
l. Reduceelectricalload.
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.
a. Mixture - Adjust for maximum smoothness.Engine will run rough if too rich or
too lean.
b. Electric Fuel Pump - On
c. Fuel Selector- Changeto other tank to seeif fuel contaminationis the problem.
d. Engine Gauges - Check for abnormal readings. If any gauge readings are
abnormal,proceedaccordingly.
e. Magneto Switch - "L" then "R" then back to "BOTH." If operation is
satisfactoryon either magneto,proceedon that magnetoat reducedpower, with
mixture full rich, to a landing at the first availableairport.
NOTE
EMERGENCYPROCEDURES
44 REVISED:JANUARY 25, 1974
WARRIOR
CHEROKEE
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.
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.
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 .
baggage.cargoand passengers. Followingthis is the methodfor computingtakeoffweightand C.G.
I S S U E DM
: A Y 1 4 ,1 9 7 3 REPORT:vB-535 PAGE5-l
: l'Rll. 6. 1979
R E V I S U DA M O D E L :P A - 2 & l 5 l
CHEROKEEWARRIOR
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.
I. PREPARATION
a. Be certain that all items checkedin the airplaneequipment list are installed
in the proper location in the airplane.
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
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.
I S S U E D : M A Y1 4 .1 9 7 3 REPORT:VB-535PAGE5-3
R E V I S I i DA
: P R I I -6 . 1 9 7 9 MODEL:PA-28-l5l
CHEROKEEWARRIOR
b. Level airplane (see diagram) deflating nose wheel tire, to center bubble on
level.
Scale Net
ScalePosition and SYmbol Reading Tare Weight
NoseWheel (N)
(T)
AirplaneEmptyWeight,asWeighed
C. G. Arm
Level Points
(Fuselage)
78.4
Wing LeadingEdge
R+L
C . G . A r m= 7 8 . 4 + A - B ( N )
T
Empty Weight(asweighed)
LicensedEmpty Weight
LOADINGGRAPH
450 ;d,"
"(+
400
!
3
gal
.;$ .a(
?9'
350 xi +
9\
\6
U' A
o (
3 3oo
o
g
r 25O
Iul
= 7- rs"
O o^^
"Ss
o
150
100
at
Z t/
50
z '/
/
05101520253035404550
. INCHES)
(POUNDS
MOMENT/IOOO
C. G. RANGEAND WEIGHT
2800
2600
2400
N ORMA CArEGCr R Y
/
.a
v, zmo I
o /
= /
t - U T LIT\ CATEGOIY
F 2000
I /
ILlJ 1
= I
1800
1600
1400
1200
82''p.8688909294
DATUM
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
T12MP12A1P/S
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
L24430.8
U S E F U LL O A D
2325-L437
PREPARED
BY:
STAI{ ERICKSO\
rlrsIRUCIl0llS
0PERrilil8
Preflight 7-l
Walk-Around Inqpection 7-l
StartingEngrne 7-2
Starting EngineWhenCold 7-3
Starting EngineWhenHot 7-3
Starting EngineWhenFlooded 7-3
Starting Engrnewith External PowerSource 7-3
Warm-Up 74
Ground Check 74
Takeoff 7-5
Climb 7-6
Stalls . 7-6
Cruising 7-6
Turbulent Air Operation 7-7
Maneuven 7:7
EnginePowerLoss . 73
Approachand Landing . . 7-8
StoppingEngine 7'9
AirspeedData . 7-9
Mooring 7'9
Weightand Balance 7'9
EmergencyLocator Transmitter 7-10
74
CHEROKEEWARRIOR
OPERATINGINSTRUCTIONS
PREFLIGHT
WALK-AROUND INSPECTION
l. In Cabin
a. Releaseseatbelt securingcontrols.
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.
b. Drain fuel sumps (two on each wing for early models, one on each wing for later
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.
5. Nose Section
a. Inspect windshield for cleanliness
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. -v
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
OPERATING INSTR.UCTIONS
7-2 REVISED:JULY 14,1975
CHEROKEEWARRIOR
STARTINGENGINEWHENCOLD
l. Openthrottleapproximatelyl/4 inch.
2. Turn the masterswitchON.
3. Turn the electricfuel pumpON.
4. Movethe mixturecontrolto FULL RICH.
5. Engage the starterby rotatingthe magnetoswitchclockwiseandpressing in.
6. Whenthe engine fires,advance the throttle to the desiredsetting.If the engine
doesnot fire within five to ten seconds, disengage the starterand prime with one
to three strokesof the priming pump if one is Repeat
installed. the starting
procedure.
STARTINGENGINEWHENHOT
STARTINGENGINEWHENFLOODED
l. Openthe throttleFULL.
2. Turn the masterswitchON.
3. Turn the electricfuel pumpOFF.
4. Put the mixturecontrolin IDLE CUTOFF.
5. 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
indicatedwithin 30 seconds, stop the engineand determinethe trouble.In cold weatherit will
take a few secondslongerto get an oil pressureindication.If the enginehasfailed to start,refer
to the "LycomingOperatingHandbook"for the appropriate enginemodel.
OPERATING INSTRUCTIONS
ISSUED:JULY 17,1973 7-3
CHEROKEEWARRIOR
2. 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.
3. Insert the plug of the jumper cable into the socket locatedon the airplane's
fuselage.
4. Turn the airplane master switch ON and proceed with the normal engine starting
technique.
5. After the engine has been started, turn the master switch OFF and disconnect
the jumper cable plug from the airplane.
6. 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
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.
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
OPERATING INSTRUCTIONS
71 REVISED:JLJNE14.1974
CHEROKEE
WARRIOR
TAKEOFF
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.
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 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
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.
OPERATINGINSTRUCTIONS
74 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.
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.
MANEUVERS
OPERATING INSTRUCTIONS
REVISED:JUNE 14.1974 7-7
CHEROKEEWARRIOR
Intentional spins are prohibited. Maneuveringat speedsin excessof 124 mph must be
luvoidedin order to preventoverstressingthe airframe.
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.
Beforelandingchecklist:
l. Seatbacks- erect
2. Safety belts/harness - fastened
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 .
OPERATINGINSTRUCTIONS
7A 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
o
Flaps40
IAS - MPH 60 70 80 90 100 110
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.
OPERATINGIN STRUCTIONS
REVISED:JULY 14.1975 7-9
CHEROKEEWARRIOR
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
.rttachedwith three slottecl-head nylon screwsfor easeof removal;thesescrewsmay be readily
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
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 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
on a self-contained batter-v.'.
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
a c c u m u l a t etde s tt i m e e x c e e d o 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
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 the "OFFi RESET" position.The aircraftmasterswitcltmttst be to turn the
transmitter "OFF." To activate the transmitter for tests or other reasons. move the
switch upward to the "ON" position and leave it in that position as long as
transmission is desired.
-)
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
OPERATING INSTRUCTIONS
7-10 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
OPERATINGIN STRUCTIONS
REVISED:JULY 20.1976 7 -ll
IIPERATI}IG
TIPS
OperatingTips 8-l
8-i
CHEROKEEWARRIOR
OPERATING TIPS
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.
OPERATING TIPS
8-2 REVISED:APRJLt6,1976
PERTI|RTA]ICE
CHARTS
Altitude ConversionChart 9-l
Takeoff Performance 9-2
Climb Performance 9-3
EnginePerformance 9-4
CruisePerformance- True Airspeed(Best Power) 9-5
CruisePerformance- True Airspeed(Best Economy) 9-6
CruisePerformance- Range(Best Power) . . 9-7
CruisePerformance- Range(Best Economy) . 9-8
Stall Speedvs Weight 9-9
Stall Speedvs Angleof Bank 9- 10
Glide Perforrnance 9-l I
Landing Performance 9-t2
9-i
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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PERFORMAI{CECHARTS
JULY 17,1973
ISSI.JED: 9-1
CHEROKEEWARRIOR
PA-28-l 5l
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9-2 REVISED: ruNE 14,1974
CHEROKEEWARRIOR
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REVISED:JLJNE14,1974 9-3
CHEROKEEWARRIOR
PA-28-l 5l
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PERFOR"IT{ANCE
94 REVISED:JUNE 14,1974
WARRIOR
CHEROKEE
PA-28-l 5l
CHEROKEE
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REVISED:.HJNE14,1974 9-5
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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94 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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9-8 REVISED:JUNE14.1974
CHEROKEEWARRJOR
PA-28-l 5l
CHER.OKEE
SPEED
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JULY 17,1973
ISSI.JED: 9-9
CHEROKEEWARRIOR
PA-28-l 5l
CHEROKEE
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9-10 ISSUED:JULY 17,1973
CHEROKEEWARRIOR
PA-28-l 5l
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9-12 REVISED:JUNE 14,1974
HA}IDIIIIG
A]IDSERYICI]IG
GroundHandling lG,l
Towing lG,l
Taxiing l0-t
Parking to-2
Mooring to-2
Cleaning l0-3
CleaningEngineCompartment l0-3
CleaningLandingGear . l0-3
CleaningExterior Surfaces l0-4
CleaningWindshieldand Windows 104
CleaningHeadliner, SidePanelsandSeats l0-4
CleaningCarpets l0-5
PowerPlantInductionAir Filter l0-5
Removalof InductionAir Filter l0-5
Installationof InductionAir Filter l0-5
BrakeService to-7
LandingGearService to-7
PropellerService l0-8
Oil Requirements l0-8
Fuel System l0-9
ServicingFuel System l0-9
Fuel Requirements l0-9
FillingFuelTanks I GlO
DrainingFuelValvesandLines I GlO
DrainingFuel System I Gl I
Tire Inflation I Gl I
BatteryService l0-l I
Winterization l0-l I
FactsYou ShouldKnow lO-12
Preventive Maintenance 10-14
RequiredServiceand lnspectionPeriods 10-15
l0-i
WARRIOR
CHEROKEE
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
TAXIING
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
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.
c. Immobilize the ailerons and stabilator by looping the seat belt through the
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
NOTE
f. Install a pitot head cover if one is available.Be sure to remove the pitot head
cover before flight.
g. Cabin and baggagedoors should be locked when the airplane is unattended.
CLEANING
CAUTION
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
Before cleaning the landing gear, place a cover of plastic or a similar waterproof
material over the wheel and brake assembly.
a. Placea pan under the gear to catch waste.
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.
c. Allow the solvent to remain on the gearfrom five to ten minutes.Then rinse the
gearwith additional solventand allow it to dry.
d. Removethe cover from the wheel and remove the catch pan.
e. Lubricate the gear in accordancewith the Lubrication Chart.
A certain amount of care is neededto keep the windows clean and unmarred. The
followin g procedureis recommended:
a. Remove dirt, mud, and other loose particlesfrom exterior surlhceswith clean
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.
c. Removeoil or ereasewith a cloth moistenedwith kerosene.
CAUTION
d. After cleaning plastic surfaces,apply a thin coat of hard polishing wax. Rub
lightly with a soft cloth. Do not use a circular motion.
e. A severescratch or mar in plastic can be removed by rubbing out the scratch
with jeweler'srouge.Smooth both sidesand apply wax.
a. Clean headliner, side panels and seatswith a whisk broom, dusting cloth, or a
vacuum cleaner.
b. 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.
CLEANING CARPETS
The wet-type polyurethanefoam air filter must be inspectedat least once every fifty
hours.Underextremelyadverse operatingconditions,it may be necessaryto inspectthe filter
and inexpensive
more frequently.The filter is disposable and a should
spare be kept on handfor
a rapidreplacement.
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.
d. Inspect the filter. If it is excessively dirty or showsany damage,replaceit
immediately.
INSTALLATIONOF INDUCTIONFILTER
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BrakeSystem
HANDLING AT.{DSERVICING
105 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.
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 links-
With 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.
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
safe quantity is 2 quarts. It is recommendedthat the oilbe changedevery 50 hours and sooner
under unfavorable operating conditions. The following grades are recomrnended for the
specifiedtemperatures:
SingleViscosity Multi-Viscosity
Temperafures Grade Grade
FUEL SYSTEM
SERVICINGFUEL SYSTEM
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.
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.
FUEL GRADECOMPARISON
CHART
CurrentMilitary
PreviousCommercial Current Commercial F u e lG r a d e s( M l L - G - 55 7 2 E )
F u e lG r a d e s( A S T M - D 90l ) F u e l G r a d e s( A S T M D 9 l O - 7 5 ) A r n en d n r e n N
t o 3
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l.-_-- [ rrl"*.'rrr- rur"*.
reI T r'l^*.
rrr-
I ml/U.S.
Grade c"to' nrtru.s.
gar. Grade color nllu.S. Sat. Grade color Sal.
I I I I I I
80/87 red 0.5
none none none
I 0 0 / 13 0 green **3.0
L15/ 145 purple 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.
rp{ q ANDSFsyIqrNG
HAN_D
REVISED:APRIL 16,1976 lG,9
CHEROKEEWARR.IOR
Fuel Drain
FILLING FUEL TANKS
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.
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.
CAUTION
when draining fuel, be sure that no fire hazardexists before
startingthe engine.
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
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.
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.
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 .