Section 1 — General p. 9

1.1 Introduction p. 10

This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21 Subpart J. It also contains supplemental data supplied by the airplane manufacturer.

This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status.

Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook.

Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight.

The handbook has been divided into numbered (arabic) sections each provided with a "finger-tip" tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The "Emergency Procedures" Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank.

PDF p. 11

Three View Dimensions p. 11

1.3 Engines p. 12

1.5 Propellers

1.7 Fuel

1.9 Oil p. 13

(c) Oil Viscosity per Average Ambient Temperature for Starting

1.11 Maximum Weights

1.13 Standard Airplane Weights*

1.15 Baggage Space

1.17 Specific Loadings

1.19 Symbols, Abbreviations and Terminology p. 14

The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot.

(a) General Airspeed Terminology and Symbols

(b) Meteorological Terminology

(c) Power Terminology p. 16

(d) Engine Instruments

(e) Airplane Performance and Flight Planning Terminology

(f) Weight and Balance Terminology p. 17

p. 18 — This page intentionally left blank

p. 19 — This page intentionally left blank

1.21 Conversion Factors p. 20

(Continued from previous page — Section 1 General: Unit Conversion Table)

Section 2 — Limitations p. 24

Table of Contents

2.1 General p. 25

This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems.

Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements).

2.3 Airspeed Limitations

2.5 Airspeed Indicator Markings p. 26

2.7 Power Plant Limitations

2.9 Power Plant Instrument Markings p. 27

2.11 Weight Limits

2.13 Center of Gravity Limits p. 28

2.15 Maneuver Limits

No acrobatic maneuvers including spins approved.

2.17 Flight Load Factors

2.19 Types of Operations

The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135.

• (a) Day V.F.R.
• (b) Night V.F.R.
• (c) Day I.F.R.
• (d) Night I.F.R.
• (e) Non Icing

2.21 Fuel Limitations p. 29

2.23 Placards

In full view of the pilot:

In full view of the pilot, the following takeoff and landing check lists will be installed:

Takeoff Check List (Placard)

Landing Check List (Placard)

On the instrument panel in full view of the pilot:

PDF p. 31

Gear Warning System p. 32

Two micro-switches in the throttle quadrant activate a warning horn and a red Warning Gear Up light under the following conditions:

1. Gear up and power reduced below approximately 14 inches of manifold pressure.
2. On aircraft equipped with the backup gear extender, if the system has extended the landing gear and the gear selector is UP, except at full throttle.
3. Gear selector switch UP while on the ground.

The gear warning horn emits a steady sound on earlier models and a 90 Hz beeping sound on later models which are equipped with a stall warning horn.

Nose Gear Steering

The nose gear is steerable through a 30 degree arc each side of center through the use of the rudder pedals and brakes. As the nose wheel retracts, the steerage linkage disengages to reduce rudder pedal loads in flight. The nose wheel is equipped with a hydraulic shimmy dampener to reduce nose wheel shimmy. A bungee assembly is also included to reduce ground steering effort and to dampen shocks and bumps during taxiing.

Oleo Struts

The oleo struts are of the air-oil type, with normal extension being 2.75 inches for the nose gear and 2.0 inches for the main gear under normal static load (empty weight of airplane plus full fuel and oil).

Brake System

The standard brake system includes toe brakes on the left set of rudder pedals and a hand brake located below and near the center of the instrument panel. Toe brakes on the right rudder pedals are optional. The toe brakes and the hand brake have individual brake cylinders, but all cylinders use a common reservoir. The parking brake is incorporated in the lever brake and is operated by pulling back on the lever and depressing the knob attached to the top of the handle. To release the parking brake, pull back on the brake lever; then allow the handle to swing forward.

A single disc, single puck brake is mounted on the main gears. A brake disc is mounted on the inboard side of the wheels and the brake housing which incorporates the pucks is mounted to the inboard side of the wheel axle.

Cockpit Placards p. 33

On the instrument panel in full view of the pilot:

Near emergency gear lever:

Near emergency gear lever (aircraft equipped with backup gear extender):

Near gear selector switch:

Adjacent to upper door latch (front and rear doors):

On the instrument panel in full view of the pilot:

In full view of pilot and over the fuel quantity gauges:

"FUEL REMAINING WHEN QUANTITY INDICATOR READS ZERO CANNOT BE USED SAFELY IN FLIGHT."

In full view of the pilot, in the area of the air conditioner controls when the air conditioner is installed:

"WARNING – AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PERFORMANCE."

On inside of baggage compartment door:

"BAGGAGE MAXIMUM 200 LBS. SEE WEIGHT AND BALANCE DATA FOR BAGGAGE BETWEEN 150 LBS. AND 200 LBS."

Adjacent to fuel tank filler caps:

"FUEL – 100/130 AVIATION GRADE MIN. – USABLE CAPACITY 36 GAL."

"USABLE CAPACITY TO BOTTOM OF FILLER NECK INDICATOR 25 GAL."

On the instrument panel in full view of the pilot when McCauley propeller is installed:

"AVOID CONTINUOUS OPERATION BETWEEN 1500 AND 1950 RPM BELOW 15" MANIFOLD PRESSURE."

Section 3 — Emergency Procedures p. 35

Table of Contents

3.1 General p. 36

This section provides the recommended procedures for coping with various emergency or critical situations. All of the emergency procedures required by the FAA as well as those necessary for operation of the airplane, as determined by the operating and design features of the airplane, are presented.

Emergency procedures associated with optional systems and equipment which require handbook supplements are presented in Section 9, Supplements.

This section is divided into two basic parts. The first part contains the emergency procedures checklists. These checklists supply an immediate action sequence to be followed during critical situations with little emphasis on the operation of the systems.

The second part of the section provides amplified emergency procedures corresponding to the emergency procedures checklist items. These amplified emergency procedures contain additional information to provide the pilot with a more complete description of the procedures so they may be more easily understood.

Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the appropriate action should an emergency situation arise. The procedures are offered as a course of action for coping with the particular situation or condition described. They are not a substitute for sound judgement and common sense.

Most basic emergency procedures are a normal part of pilot training. The information presented in this section is not intended to replace this training. This information is intended to provide a source of reference for the procedures which are applicable to this airplane. The pilot should review standard emergency procedures periodically to remain proficient in them.

3.3 Emergency Procedures Check List p. 38

Engine Fire During Start

• Starter — crank engine
• Mixture — idle cut-off
• Throttle — open
• Electric fuel pump — OFF
• Fuel selector — OFF
• Abandon if fire continues

Engine Power Loss During Takeoff

If sufficient runway remains for a normal landing, leave gear down and land straight ahead.

If area ahead is rough, or if it is necessary to clear obstructions:

• Gear selector switch — UP
• Emergency gear lever (on aircraft equipped with backup gear extender) — locked in OVERRIDE ENGAGED position

If sufficient altitude has been gained to attempt a restart:

• Maintain safe airspeed
• Fuel selector — switch to tank containing fuel
• Electric fuel pump — check ON
• Mixture — check RICH
• Alternate air — OPEN
• Emergency gear lever — as required
• If power is not regained, proceed with power off landing.

Engine Power Loss in Flight

• Fuel selector — switch to tank containing fuel
• Electric fuel pump — ON
• Mixture — RICH
• Alternate air — OPEN
• Engine gauges — check for indication of cause of power loss
• If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel.

When power is restored:

• Alternate air — CLOSED
• Electric fuel pump — OFF

If power is not restored, prepare for power off landing.
Trim for 79 KIAS

Power Off Landing

• Trim for 79 KIAS
• Locate suitable field
• Establish spiral pattern
• 1000 ft above field at downwind position for normal landing approach
• When field can easily be reached, slow to 72 KIAS for shortest landing
• Touchdowns should normally be made at lowest possible airspeed with full flaps

When committed to landing:

• Ignition — OFF
• Master switch — OFF
• Fuel selector — OFF
• Mixture — idle cut-off
• Seat belt and harness — tight

Fire in Flight

• Source of fire — check

Electrical fire (smoke in cabin):

• Master switch — OFF
• Vents — open
• Cabin heat — OFF
• Land as soon as practicable

Engine fire:

• Fuel selector — OFF
• Throttle — CLOSED
• Mixture — idle cut-off
• Electric fuel pump — check OFF
• Heater and defroster — OFF
• Proceed with power off landing procedure

Loss of Oil Pressure p. 39

• Land as soon as possible and investigate cause
• Prepare for power off landing

Loss of Fuel Pressure

• Electric fuel pump — ON
• Fuel selector — check on full tank

High Oil Temperature

• Land at nearest airport and investigate the problem
• Prepare for power off landing

Alternator Failure

• Verify failure
• Reduce electrical load as much as possible
• Alternator circuit breakers — check
• Alt switch — OFF (for 1 second), then on

If no output:

• Alt switch — OFF
• Reduce electrical load and land as soon as practical

If battery is fully discharged, the gear will have to be lowered using the emergency gear extension procedure. Position lights will not illuminate.

Propeller Overspeed

• Throttle — retard
• Oil pressure — check
• Prop control — full DECREASE rpm, then set if any control available
• Airspeed — reduced
• Throttle — as required to remain below 2700 rpm

Emergency Landing Gear Extension

Prior to emergency extension procedure:

• Master switch — check ON
• Circuit breakers — check
• Panel lights — off (in daytime)
• Gear indicator bulbs — check

If landing gear does not check down and locked:

• Airspeed — below 87 KIAS
• Landing gear selector — DOWN
• Emergency gear lever (on aircraft equipped with backup gear extender) — OVERRIDE ENGAGED (while fishtailing airplane)

If gear has still failed to lock down, move and hold the emergency gear lever down to the Emergency Down position.

If gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder.

If all electrical power has been lost, the landing gear must be extended using the above procedures. The gear position indicator lights will not illuminate.

Spin Recovery

• Rudder — full opposite to direction of rotation
• Control wheel — full forward
• Ailerons — neutral
• Throttle — idle
• Rudder — neutral (when rotation stops)
• Wing flaps — up (if extended)
• Control wheel — as required to smoothly regain level flight attitude

Open Door

If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly.

To close the door in flight:

• Slow airplane to 87 KIAS
• Cabin vents — close
• Storm window — open

• If upper latch is open — latch
• If side latch is open — pull on armrest while moving latch handle to latched position
• If both latches are open — latch side latch, then top latch

3.5 Amplified Emergency Procedures (General) p. 42

The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation.

3.7 Engine Fire During Start

Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system.

If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine.

If the engine has started, continue operating to try to pull the fire into the engine.

In either case (above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means.

The fuel selector valves should be "OFF" and the mixture at idle cut-off if an external fire extinguishing method is to be used.

3.9 Engine Power Loss During Takeoff

The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation.

If sufficient runway remains to complete a normal landing, leave the landing gear down and land straight ahead.

If the area ahead is rough, or if it is necessary to clear obstructions, move the gear selector switch to the "UP" position. On aircraft equipped with the backup gear extender, lock the emergency gear lever in the "OVERRIDE ENGAGED" position.

If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to ensure that it is "ON" and that the mixture is "RICH." The alternate air should be "OPEN."

If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.

If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list and paragraph 3.13).

3.11 Engine Power Loss in Flight p. 43

Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (refer to paragraph 3.13). An airspeed of at least 79 KIAS should be maintained.

If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel pump "ON." Move the mixture control to "RICH" and the alternate air to "OPEN." Check the engine gauges for an indication of the cause of the power loss. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel.

When power is restored move the alternate air to the "CLOSED" position and turn "OFF" the electric fuel pump.

If the preceding steps do not restore power, prepare for an emergency landing.

If time permits, turn the ignition switch to "L" then to "R" then back to "BOTH." Move the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power is due to water, fuel pressure indications will be normal.

If engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.

If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency checklist and paragraph 3.13).

3.13 Power Off Landing p. 44

Trim the aircraft for best gliding angle (79 KIAS, Air Cond. off) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. At best gliding angle, with the engine windmilling, and the propeller control in full "DECREASE rpm," the aircraft will travel approximately 1.6 miles for each thousand feet of altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help.

When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow to 72 KIAS with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these.

Whether to attempt a landing with gear up or down depends on many factors. If the field chosen is obviously smooth and firm, and long enough to bring the plane to a stop, the gear should be down. If there are stumps or rocks or other large obstacles in the field, the gear in the down position will better protect the occupants of the aircraft. If, however, the field is suspected to be excessively soft or short, or when landing in water of any depth, a wheels-up landing will normally be safer and do less damage to the airplane.

On aircraft equipped with the backup gear extender, the landing gear will free-fall at airspeeds below approximately 95 KIAS and will take six to eight seconds to be down and locked. If a gear up landing is desired, it will be necessary to lock the override lever in the "OVERRIDE ENGAGED" position before the airspeed drops to 105 KIAS to prevent the landing gear from inadvertently free falling.

Touchdown should normally be made at the lowest possible airspeed.

(a) Gear Down Landing

When committed to a gear down emergency landing, close the throttle control and shut "OFF" the master and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to "OFF" and move the mixture to idle cut-off. The seat belts and shoulder harness (if installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed.

Always remember that the automatic gear mechanism will extend the gear below approximately 95 KIAS with power off. Be prepared to lock the emergency gear lever in the "OVERRIDE ENGAGED" position before the airspeed drops to 105 KIAS to prevent the landing gear from inadvertently free falling, unless gear extension is desired.

(b) Gear Up Landing p. 45

On aircraft equipped with the backup gear extender, lock the emergency gear lever in the "OVERRIDE ENGAGED" position to prevent the gear from inadvertently extending at airspeeds below 105 KIAS.

Touchdowns should normally be made at the lowest possible airspeed with full flaps.

When committed to landing, turn "OFF" the ignition and master switch. The fuel selector should be "OFF" and the mixture at idle cut-off.

Tighten the seat belts and shoulder harness (if installed).

3.15 Fire In Flight

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 since the action to be taken differs somewhat in each case.

Check for the source of the fire first.

If an electrical fire is indicated (smoke in the cabin), the master switch should be turned "OFF." The cabin vents should be opened and the cabin heat turned "OFF." A landing should be made as soon as possible.

If an engine fire is present, switch the fuel selector to "OFF" and close the throttle. The mixture should be at idle cut-off. Turn the electric fuel pump "OFF." In all cases, the heater and defroster should be "OFF." If radio communication is not required select master switch "OFF." If the terrain permits, a landing should be made immediately.

3.17 Loss of Oil Pressure p. 46

Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil exhaustion or 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 pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss.

Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close.

If engine stoppage occurs, proceed with Power Off Landing.

3.19 Loss of Fuel Pressure

If loss of fuel pressure occurs, turn "ON" the electric fuel pump and check that the fuel selector is on a full tank.

If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and fuel system checked.

3.21 High Oil Temperature

An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated.

A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure.

3.23 Alternator Failure p. 47

Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, ensure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed.

The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit.

The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the "ALT" switch to "OFF" for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and up) this procedure should return the ammeter to a normal reading.

If the ammeter continues to indicate "0" output, or if the alternator will not remain reset, turn off the "ALT" switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery.

3.25 Propeller Overspeed

Propeller overspeed is caused by a malfunction in the propeller governor or low oil pressure which allows the propeller blades to rotate to full low pitch.

If propeller overspeed should occur, retard the throttle and check the oil pressure. The propeller control should be moved to full "DECREASE rpm" and then set if any control is available. Airspeed should be reduced and throttle used to maintain 2700 RPM.

3.27 Emergency Landing Gear Extension

Prior to proceeding with an emergency gear extension, check to ensure that the master switch is "ON" and that the circuit breakers have not opened. If it is daytime, the panel lights should be turned off. Check the landing gear indicators for faulty bulbs.

If the landing gear does not check down and locked, reduce the airspeed to below 87 KIAS. Move the landing gear selector to the "DOWN" position. On aircraft equipped with the backup gear extender, place the emergency gear lever in the "OVERRIDE ENGAGED" position and fishtail the airplane.

If the gear has still failed to lock down, move and hold the emergency gear lever down to the EMERGENCY DOWN position.

If the gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder.

If all electrical power has been lost, the landing gear must be extended using the above procedures. The gear position indicator lights will not illuminate.

3.29 Spin Recovery p. 48

If a spin is inadvertently entered, immediately apply opposite rudder, control wheel full forward while neutralizing ailerons, then throttle to idle.

When the rotation stops, neutralize the rudder, retract the flaps if extended, and ease back on the control wheel as required to smoothly regain a level flight attitude.

3.31 Open Door

The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at both the top and side are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open.

If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly.

To close the door in flight, slow the airplane to 87 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the armrest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch.

3.33 Engine Roughness

Engine roughness may be caused by dirt in the injector nozzles, induction system icing, or ignition problems.

1. Mixture — ADJUST for maximum smoothness. The engine will run rough if the mixture is too rich or too lean.
2. Alternate Air — OPEN, then Electric Fuel Pump — ON.
3. Fuel Selector — SWITCH to another tank to see if fuel contamination is the problem.
4. Engine Gauges — CHECK for abnormal readings. If any gauge readings are abnormal, proceed accordingly.
5. Magneto Switch — CHECK by moving to "L," then "R," then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced power with full "RICH" mixture to a landing at the first available airport.
6. If roughness persists, prepare for a precautionary landing at pilot's discretion.

p. 49 — This page intentionally left blank.

Section 4 — Normal Procedures p. 50

Table of Contents

Section 4 — Normal Procedures p. 51

Table of Contents — Section 4: Normal Procedures (Continued)

4.1 General p. 52

This section clearly describes the recommended procedures for the conduct of normal operations for the Cherokee Arrow III. All of the required (FAA regulations) procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented.

Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements).

These procedures are provided to present a source of reference and review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane.

The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems.

The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lengthy explanations. The short form check list should be used for this purpose.

4.3 Airspeeds for Safe Operations

The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level.

Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique.

4.5 Normal Procedures Checklist p. 54

PDF p. 54

Preflight Check

Preflight Check (Continued) p. 55

• Fuel strainer — drain
• Primary flight controls — proper operation
• Cabin doors — close and secure
• Required papers — on board
• Seat belts and harness — fastened; check inertia reel

Before Starting Engine

• Parking brake — set
• Propeller — full INCREASE rpm
• Fuel selector — desired tank

Starting Engine When Cold

• Throttle — 1/2" open
• Master switch — ON
• Electric fuel pump — ON
• Mixture — prime, then idle cut-off
• Starter — engage
• Mixture — full RICH
• Throttle — adjust
• Oil pressure — check

Starting Engine When Hot

• Throttle — 1/2" open
• Master switch — ON
• Electric fuel pump — ON
• Mixture — idle cut-off
• Starter — engage
• Mixture — advance
• Throttle — adjust
• Oil pressure — check

Starting Engine When Flooded

• Throttle — open full
• Master switch — ON
• Electric fuel pump — OFF
• Mixture — idle cut-off
• Starter — engage
• Mixture — advance
• Throttle — retard
• Oil pressure — check

Starting With External Power Source

• Master switch — OFF
• All electrical equipment — OFF
• Terminals — connect
• External power plug — insert in fuselage
• Proceed with normal start
• Throttle — lowest possible RPM
• External power plug — disconnect from fuselage
• Master switch — ON; check ammeter
• Oil pressure — check

Warm-Up

• Throttle — 1400 to 1500 RPM

Taxiing

• Parking brake — release
• Chocks — removed
• Taxi area — clear
• Throttle — apply slowly
• Prop — high RPM
• Brakes — check
• Steering — check

Ground Check

• Parking brake — set
• Propeller — full INCREASE
• Throttle — 2000 RPM
• Magnetos — max. drop 175 RPM; max. diff. 50 RPM
• Vacuum — 4.8" Hg. to 5.1" Hg.
• Oil temp — check
• Oil pressure — check
• Air conditioner — check
• Annunciator panel — press-to-test
• Propeller — exercise, then full INCREASE
• Alternate air — check
• Engine is warm for takeoff when throttle can be opened without engine faltering.
• Electric fuel pump — OFF
• Fuel pressure — check
• Throttle — retard

Before Takeoff p. 56

• Master switch — ON
• Flight instruments — check
• Fuel selector — proper tank
• Electric fuel pump — ON
• Engine gauges — check
• Alternate air — CLOSED
• Seat backs — erect
• Mixture — set
• Prop — set
• Belts/harness — fastened
• Empty seats — seat belts snugly fastened
• Flaps — set
• Trim tab — set
• Controls — free
• Doors — latched
• Air conditioner — OFF
• Parking brake — released

Takeoff

Normal

• Flaps — set
• Tab — set
• Accelerate to 65 to 75 KIAS
• Control wheel — back pressure to rotate to climb attitude

Short Field, Obstacle Clearance

• Flaps — 25° (second notch)
• Accelerate to 50 to 60 KIAS depending on aircraft weight
• Control wheel — back pressure to rotate to climb attitude
• After breaking ground, accelerate to 55 to 65 KIAS depending on aircraft weight
• Gear (OVERRIDE ENGAGED on aircraft equipped with the backup gear extender) — UP
• Accelerate to best flaps up angle of climb speed — 78 KIAS; slowly retract the flaps and climb past the obstacle.
• Accelerate to best flaps up rate of climb speed — 90 KIAS

Soft Field

• Flaps — 25° (second notch)
• Accelerate to 50 to 60 KIAS depending on aircraft weight
• Control wheel — back pressure to rotate to climb attitude
• After breaking ground, accelerate to 55 to 65 KIAS depending on aircraft weight
• Gear (OVERRIDE ENGAGED on aircraft equipped with the backup gear extender) — UP
• Accelerate to best flaps up rate of climb speed — 90 KIAS
• Flaps — retract slowly

Climb

• Electric fuel pump — OFF at desired altitude

Cruising

• Reference performance charts, Avco-Lycoming Operator's Manual and power setting table.
• Normal max power — 75%
• Power — set per power table
• Mixture — adjust

Approach and Landing p. 57

• Fuel selector — proper tank
• Seat backs — erect
• Belts/harness — fasten
• Electric fuel pump — ON
• Mixture — set
• Propeller — set
• Gear — down — 129 KIAS max
• Flaps — set — 103 KIAS max
• Air conditioner — OFF
• Trim to 75 KIAS

Stopping Engine

• Flaps — retract
• Electric fuel pump — OFF
• Air conditioner — OFF
• Radio's — OFF
• Propeller — full INCREASE
• Throttle — full aft
• Mixture — idle cut-off
• Magnetos — OFF
• Master switch — OFF

Parking

• Parking brake — set
• Control wheel — secured with belts
• Flaps — full up
• Wheel chocks — in place
• Tie downs — secure

4.7 Amplified Normal Procedures (General) p. 58

The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the safe operation of the airplane.

4.9 Preflight Check

The airplane should be given a thorough preflight and walk-around check. The preflight should include a check of the airplane's operational status, computation of weight and C.G. limits, takeoff distance and in-flight performance. A weather briefing should be obtained for the intended flight path, and any other factors relating to a safe flight should be checked before takeoff.

Upon entering the cockpit, release the seat belts securing the control wheel. Turn "ON" the master switch and check the fuel quantity gauges for sufficient fuel. After the fuel quantity check is made turn the master switch "OFF" and check that the ignition switch is "OFF."

To begin the exterior walk-around, check for external damage and operational interference of the control surfaces or hinges. Insure that the wings and control surfaces are free of snow, ice, frost or any other foreign materials.

An operational check of the stall warning system and exterior lights should now be made. Turn the master switch and appropriate light switches "ON." Lift the stall detector on the leading edge of the left wing while checking to determine that the warning horn is actuated, and check that navigation and anti-collision lights are illuminated. To check the optional heated pitot head, be sure to first remove any protective cover that might have been installed. With the heated pitot switch "ON" the pitot head should be found hot to touch. The master switch should be returned to the "OFF" position after these checks are complete.

A visual check of the fuel tank quantity should be performed. Remove the filler cap from each tank and visually check the supply and color. Be sure to secure the caps properly after the check is complete.

The fuel system tank sumps and strainer should be drained daily prior to the first flight and after refueling to avoid the accumulation of water or sediment. Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of the tank. The fuel strainer is located on the left forward side of the fire wall.

Drain each tank through its individual quick drain located at the lower inboard rear corner of the tank, making sure that enough fuel has been drained to insure that all water and sediment is removed.

Check all of the fuel tank vents to make sure they are open.

Next, complete a check of the landing gear. Check the main gear shock struts for proper inflation. There should be 2.5 ± .25 inches of strut exposure under a normal static load. The nose gear should be checked for 2.75 ± .25 inches of strut exposure. Check all tires for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage.

Remove the cover from the pitot head on the underside of the left wing. Check the pitot head to make sure the holes are open and clear of obstructions. Check static vent holes on both sides of aft fuselage to make sure the holes are open and clear of obstructions.

Don't forget to clean and check the windshield.

The propeller and spinner should be checked for defects or nicks.

Lift the cowling and check for any obvious fuel or oil leaks. Check the oil level. Make sure that the dipstick has properly seated after checking. Secure the cowling and check the inspection covers.

Check the air inlets for foreign matter and the alternator belt for proper tension.

Stow the tow bar and check the baggage for proper storage and security. The baggage compartment doors should be closed and secure.

Upon entering the aircraft, ascertain that all primary flight controls operate properly. Close and secure the fore and aft cabin doors and check that all the required papers are in order and in the airplane.

Fasten the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply on the strap. Fasten seat belts on empty seats.

4.11 Before Starting Engine

Before starting the engine the brakes should be set "ON" and the propeller lever moved to the full "INCREASE" rpm position. The fuel selector should then be moved to the desired tank.

4.13 Starting Engine p. 60

(a) Starting Engine When Cold

Open the throttle lever approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump. Move the mixture control to full "RICH" until an indication is noted on the fuel flow meter. The engine is now primed.

Move the mixture control to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture control to full "RICH" and move the throttle to the desired setting.

If the engine does not fire within five to ten seconds, disengage the starter and reprime.

(b) Starting Engine When Hot

Open the throttle approximately 1/2 inch. Turn "ON" the master switch and the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture and move the throttle to the desired setting.

(c) Starting Engine When Flooded

The throttle lever should be full "OPEN." Turn "ON" the master switch and turn "OFF" the emergency fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture and retard the throttle.

(d) Starting Engine With External Power Source

An optional feature called the Piper External Power (PEP) allows the operator to use an external battery to crank the engine without having to gain access to the airplane's battery.

Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique.

After the engine has started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT.

When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated within thirty seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming Operating Handbook, Engine Troubles and Their Remedies.

Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.

4.15 Warm-Up p. 62

Warm-up the engine at 1400 to 1500 RPM. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs.

Takeoff may be made as soon as the ground check is completed, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure.

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.

4.17 Taxiing

Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas are clear.

After releasing the parking brake, power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. Taxi with the propeller set in low pitch, high RPM setting. While taxiing, make slight turns to ascertain the effectiveness of the steering.

Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane.

Avoid holes and ruts when taxiing over uneven ground.

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.

4.19 Ground Check

1. Set the parking brake.
2. Check magnetos at 2000 RPM with the propeller set at high RPM. Drop off on either magneto should not exceed 175 RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds.
3. Check the vacuum gauge; the indicator should read 4.8" Hg to 5.1" Hg at 2000 RPM.
4. Check the annunciator panel lights with the press-to-test button. Also check the air conditioner and the alternate air.
5. Release the parking brake.

4.21 Before Takeoff p. 63

All aspects of each particular takeoff should be considered prior to executing the takeoff procedure.

After all aspects of the takeoff are considered, a pretakeoff check procedure must be performed.

Turn "ON" the master switch and check and set all of the flight instruments as required. Check the fuel selector to make sure it is on the proper tank (fullest). Turn "ON" the electric fuel pump and check the engine gauges. The alternate air should be in the "CLOSED" position.

All seat backs should be erect.

The mixture and propeller control levers should be set and the seat belts and shoulder harness fastened. Fasten the seat belts snugly around the empty seats.

Exercise and set the flaps and trim tab. Ensure proper flight control movement and response.

All doors should be properly secured and latched.

On air conditioned models, the air conditioner must be "OFF" to ensure normal takeoff performance.

*Approximately 75 KIAS at sea level to approximately 88 KIAS at 10,000 ft with a straight line variation between.

4.23 Takeoff p. 64

The normal takeoff technique is conventional for the Cherokee Arrow III. The tab should be set slightly aft of neutral, with the exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 65 to 75 KIAS depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude.

The procedure used for a short field takeoff with an obstacle or a soft field takeoff differs slightly from the normal technique. The flaps should be lowered to 25° (second notch). Allow the aircraft to accelerate to 50 to 60 KIAS depending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 55 to 65 KIAS, depending on aircraft weight and select gear up*. Continue to climb while accelerating to the flaps up rate of climb speed, 90 KIAS if no obstacle is present or to the best flaps up angle of climb speed, 78 KIAS if obstacle clearance is a consideration. Retract the flaps slowly, one notch at a time, while climbing out.

*If desired, on aircraft equipped with the backup gear extender the "OVERRIDE ENGAGED" position can be selected and locked before takeoff, and the gear will then retract as soon as the gear selector switch is placed in the up position. In this case care should be taken not to retract the gear prematurely, or the aircraft could settle back onto the runway. If the override lock is used for takeoff, it should be disengaged as soon as sufficient terrain clearance is obtained, to return the gear system to normal operation.

4.25 Climb

The best rate of climb at gross weight will be obtained at 90 KIAS. The best angle of climb may be obtained at 78 KIAS. At lighter than gross weight these speeds are reduced somewhat**. For climbing en route, a speed of 104 KIAS is recommended. This will produce better forward speed and increased visibility over the nose during the climb.

When reaching the desired altitude, the electric fuel pump may be turned off.

**To obtain the performance presented in the Performance Section of this handbook, full power (full throttle and 2700 RPM) must be used.

4.27 Cruising p. 65

The cruising speed of the Cherokee Arrow III is determined by many factors, including power setting, altitude, temperature, loading and equipment installed in the airplane.

The normal maximum cruising power is 75% of the rated horsepower of the engine. When selecting cruising RPM below 2400, limiting manifold pressure for continuous operation, as specified by the appropriate "Avco-Lycoming Operator's Manual," should be observed.

To obtain the desired power, set the manifold pressure and RPM according to the power setting table in this manual.

Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture should be leaned during cruising operation when 75% power or less is being used. If any doubt exists as to the amount of power being used, the mixture should be in the full "RICH" position for all operations.

To lean the mixture, disengage the lock and pull the mixture control until the engine becomes rough, indicating that the lean mixture limit has been reached in the leaner cylinders. Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth. The fuel flow meter will give a close approximation of the fuel being consumed. The low side of the power setting, as shown on the fuel flow meter, indicates best economy for that percent of power while the high side indicates best power.

If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. For this procedure, refer to the "Avco-Lycoming Operator's Manual."

In order to keep the airplane in best lateral trim during cruise flight, the fuel should be used alternately from each tank at one hour intervals.

4.29 Approach and Landing p. 66

Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The seat belts and shoulder harness should be fastened and the inertia reel checked.

Turn "ON" the electric fuel pump and turn "OFF" the air conditioner. The mixture should be set in the full "RICH" position. Set the propeller at full "INCREASE" rpm to facilitate ample power for an emergency go-around.

The landing gear may be extended at speeds below 129 KIAS. The airplane should be trimmed to a final approach speed of about 75 KIAS with flaps extended. The flaps can be lowered at speeds up to 103 KIAS, if desired.

The mixture control should be kept in full "RICH" position to insure maximum acceleration if it should be necessary to open the throttle again.

The amount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according to the landing surface and conditions of wind and airplane loading. It is generally good practice to contact the ground at the minimum possible safe speed consistent with existing conditions.

Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path. Mixture should be full "RICH," fuel on the fullest tank, and electric fuel pump "ON." Reduce the speed during the flareout and contact the ground close to the stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slows down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds with partial or no flaps.

4.31 Stopping Engine

At the pilot's discretion, the flaps should be raised and the electric fuel pump turned "OFF."

The air conditioner and radios should be turned "OFF," the propeller set in the full "INCREASE" position, and the engine stopped by disengaging the mixture control lock and pulling the mixture control back to idle cut-off. The throttle should be left full aft to avoid engine vibration while stopping. Then the magneto and master switches must be turned "OFF."

4.33 Parking p. 67

If necessary, the airplane should be moved on the ground with the aid of the nose wheel tow bar provided with each airplane and secured behind the rear seats. The aileron and stabilator controls should be secured by looping the safety belt through the control wheel and pulling it snug. The flaps are locked when in the "UP" position and should be left retracted.

Tie downs can be secured to rings provided under each wing and to the tail skid. The rudder is held in position by its connections to the nose wheel steering and normally does not have to be secured.

4.35 Stalls

The stall characteristics of the Cherokee Arrow III are conventional. An approaching stall is indicated by a stall warning horn which is activated between five and ten knots above stall speed. Mild airframe buffeting and gentle pitching may also precede the stall.

The gross weight stalling speed of the Cherokee Arrow III with power off and full flaps is 55 KIAS. With the flaps up this speed is increased 5 KTS. Loss of altitude during stalls can be as great as 400 feet, depending on configuration and power.

During preflight, the stall warning system should be checked by turning the master switch "ON," lifting the detector and checking to determine if the horn is actuated. The master switch should be returned to the "OFF" position after the check is complete.

4.37 Turbulent Air Operation

In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed be reduced to maneuvering speed to reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which may occur as a result of the turbulence or of distractions caused by the conditions.

4.39 Landing Gear p. 68

Some airplanes are equipped with an airspeed-power sensing system (backup gear extender) which extends the landing gear under low airspeed-power conditions^* even though the pilot may not have selected gear down. This system will also prevent retraction of the landing gear by normal means when the airspeed-power values are below a predetermined minimum. To override this system or to hold the emergency gear lever in the "OVERRIDE ENGAGED" position without maintaining manual pressure on the emergency gear lever, pull the lever full up and push the lock pin in. To release the override, pull lever up and then release. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, just as he would if the backup gear extender system were not installed.

The pilot should become familiar with the function and significance of the landing gear position indicators and warning lights.

The red gear warning light on the instrument panel and the horn operate simultaneously in flight when the throttle is reduced to where the manifold pressure is approximately 14 inches of mercury or below, and the gear selector switch is not in the "DOWN" position. On aircraft equipped with the backup gear extender, this warning will also occur during flight when the system has lowered the landing gear and the gear selector switch is not in the "DOWN" position and the manifold pressure is reduced below approximately 14 inches of mercury.

The red gear warning light on the instrument panel and the horn will also operate simultaneously on the ground when the master switch is "ON" and the gear selector switch is in the "UP" position and the throttle is in the retarded position.

The three green lights on the instrument panel operate individually as each associated gear is locked in the extended position.

On aircraft equipped with the backup gear extender, the yellow "Auto Ext. OFF" light immediately below the gear selector switch flashes whenever the emergency gear lever is in the "OVERRIDE ENGAGED" position.

When the Emergency Landing Gear Extension Procedure (paragraph 3.27) is performed for training purposes, the following changes must be made to the procedure in order to prevent the hydraulic pump from activating during the procedure. On aircraft equipped with the backup gear extender, the landing gear selector must be left in the UP position until all gear position indicators are green. On aircraft which do NOT have the backup gear extender, a pull type LANDING GEAR PUMP circuit breaker is installed and must be pulled prior to executing the emergency extension procedure. The circuit breaker must be reset after completion of the procedure to allow normal system operation.

4.41 Weight and Balance

It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.

For weight and balance data, refer to section 6 (Weight and Balance).

^*Approximately 95 KIAS at any altitude, power off.

Section 5 — Performance p. 70

5.1 General p. 71

All of the required (FAA regulations) and complementary performance information applicable to the Cherokee Arrow III is provided by this section.

Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements).

5.3 Introduction to Performance and Flight Planning

The performance information presented in this section is based on measured Flight Test Data corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.

The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane.

Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended.

The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan using the performance charts in this section. Each chart includes its own example to show how it is used.

5.5 Flight Planning Example p. 73

(a) Aircraft Loading

The first step in planning our flight is to calculate the airplane weight and center of gravity by utilizing the information provided by Section 6 (Weight and Balance) of this handbook.

The basic empty weight for the airplane as delivered from the factory has been entered in Figure 6-5. If any alterations to the airplane have been made effecting weight and balance, reference to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine the current basic empty weight of the airplane.

Make use of the Weight and Balance Loading Form (Figure 6-11) and the C.G. Range and Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position.

After proper utilization of the information provided we have found the following weights for consideration in our flight planning example.

The landing weight cannot be determined until the weight of the fuel to be used has been established — refer to item (g)(1).

Our takeoff weight is below the maximum of 2750 lbs. and our weight and balance calculations have determined our C.G. position within the approved limits.

(b) Takeoff and Landing

Now that we have determined our aircraft loading, we must consider all aspects of our takeoff and landing.

All of the existing conditions at the departure and destination airport must be acquired, evaluated and maintained throughout the flight.

Apply the departure airport conditions and takeoff weight to the appropriate Takeoff Performance and Takeoff Ground Roll graph (Figures 5-5, 5-7, 5-9 and 5-11) to determine the length of runway necessary for the takeoff and/or the barrier distance.

The landing distance calculations are performed in the same manner using the existing conditions at the destination airport and, when established, the landing weight.

p. 74 The conditions and calculations for our example flight are listed below. The takeoff and landing distances required for our example flight have fallen well below the available runway lengths.

(c) Climb

The next step in our flight plan is to determine the necessary climb segment components.

The desired cruise pressure altitude and corresponding cruise outside air temperature values are the first variables to be considered in determining the climb components from the Fuel, Time and Distance to Climb graph (Figure 5-17). After the fuel, time and distance for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to the graph (Figure 5-17). Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude.

The remaining values are the true fuel, time and distance components for the climb segment of the flight plan corrected for field pressure altitude and temperature.

The following values were determined from the above instructions in our flight planning example.

* reference Figure 5-9

** reference Figure 5-35

*** reference Figure 5-17

(d) Descent p. 75

The descent data will be determined prior to the cruise data to provide the descent distance for establishing the total cruise distance.

Utilizing the cruise pressure altitude and OAT we determine the basic fuel, time and distance for descent (Figure 5-31). These figures must be adjusted for the field pressure altitude and temperature at the destination airport. To find the necessary adjustment values, use the existing pressure altitude and temperature conditions at the destination airport as variables to find the fuel, time and distance values from the graph (Figure 5-31). Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true fuel, time and distance values needed for the flight plan.

The values obtained by proper utilization of the graphs for the descent segment of our example are shown below.

*reference Figure 5-31

(e) Cruise

Using the total distance to be traveled during the flight, subtract the previously calculated distance to climb and distance to descend to establish the total cruise distance. Refer to the appropriate Avco Lycoming Operator's Manual and the Power Setting Table (Figure 5-19) when selecting the cruise power setting. The established pressure altitude and temperature values and the selected cruise power should now be utilized to determine the true airspeed from the appropriate Speed Power graph (Figure 5-21 or 5-23).

Calculate the cruise fuel flow for the cruise power setting from the information provided by the Avco Lycoming Operator's Manual.

The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel flow by the cruise time.

The cruise calculations established for the cruise segment of our flight planning example are as follows:

**reference Figure 5-21

(f) Total Flight Time p. 76

The total flight time is determined by adding the time to climb, the time to descend and the cruise time. Remember! The time values taken from the climb and descent graphs are in minutes and must be converted to hours before adding them to the cruise time.

The following flight time is required for our flight planning example:

(g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 lb/gal to determine the total fuel weight used for the flight.

The total fuel calculations for our example flight plan are shown below:

— Page 77 intentionally left blank —

5.7 Performance Graphs p. 79

List of Figures

Airspeed Calibration p. 81

PDF p. 81

Power Off Stall Speed Versus Angle of Bank p. 82

PDF p. 82

25° Flap Takeoff Performance Over 50 Foot Barrier p. 83

PDF p. 83

Associated Conditions

• Power: 2700 RPM and full throttle before brake release
• Wing Flaps: 25°
• Runway: Paved, level, dry

Worked Example

• Pressure altitude: 1900 ft
• Outside air temperature: 20°C
• Weight: 2600 lbs
• Surface wind: 4 kts (headwind)
• Liftoff speed: 57 KIAS
• Speed at 50 ft: 60 KIAS
• Takeoff distance: 1850 ft

25° Flap Takeoff Ground Roll p. 84

PDF p. 84

Associated Conditions:

• Power: 2700 RPM and full throttle before brake release
• Wing flaps: 25°
• Paved level dry runway

Liftoff Speeds — 25° Flaps

Example

0° Flap Takeoff Distance Over 50 Foot Barrier p. 85

PDF p. 85

Associated Conditions:

• Power: 2700 RPM and full throttle before brake release
• Wing flaps: zero degrees
• Paved level dry runway

Liftoff and 50 ft. Speeds — 0° Flaps

Example

0° Flap Takeoff Ground Roll p. 86

PDF p. 86

Associated Conditions:

• Power: 2700 RPM and full throttle before brake release
• Wing flaps: zero degrees
• Paved level dry runway

Liftoff Speeds — 0° Flaps

Example

Gear Up Climb Performance p. 87

PDF p. 87

Associated Conditions:

• Power: 2700 RPM, Full Throttle
• Mixture: Full Rich
• Gear and Flaps: Retracted
• Climb Speed: 90 KIAS

Gear Down Climb Performance p. 88

PDF p. 88

Associated Conditions:

• Power: 2700 RPM, Full Throttle
• Mixture: Full Rich
• Gear Down, Flaps Retracted
• Climb Speed: 78 KIAS
• Gross Weight: 2,750 lbs

Fuel, Time and Distance to Climb p. 89

PDF p. 89

Associated Conditions:

• Power: 2700 RPM, Full Throttle
• Mixture: Full Rich
• Gear and Flaps: Retracted
• Climb Speed: 90 KIAS
• No Wind
• Gross Weight: 2,750 lbs

Power Setting Table — Lycoming Model IO-360-C Series, 200 HP Engine p. 91

PDF p. 91

FT = Full Throttle. Manifold pressure values in inches Hg. All RPM values as indicated in column headers.

Speed Power — Performance Cruise p. 93

PDF p. 93

Conditions: Gear Up, Flaps Up, 2750 lbs Gross Weight — Mixture Leaned to 100°F Rich of Peak E.G.T.

Example — Performance Cruise

• Cruise pressure altitude: 6,000 ft.
• Cruise outside air temperature: 10°C
• Power: 65%
• Cruise speed: 134 kts.

Speed Power — Economy Cruise p. 94

PDF p. 94

Conditions: Gear Up, Flaps Up, 2750 lbs Gross Weight — Mixture Leaned to Peak E.G.T.

Example — Economy Cruise

• Cruise pressure altitude: 6,000 ft.
• Cruise outside air temperature: 10°C
• Power: 65%
• Cruise speed: 129 kts.

Range & Endurance Performance Charts p. 95

PDF p. 95

Figure 5-25: Range — Best Power Mixture

Associated Conditions:

• Best Power Mixture (100°F rich of peak E.G.T.)
• Gear Up, Flaps Up
• 2750 lbs. Gross Weight
• No Wind
• 72 gal. useable fuel
• Range includes climb and descent distances

Figure 5-27: Range — Best Economy Mixture p. 96

PDF p. 96

Associated Conditions:

• Best Economy Mixture (Peak E.G.T.)
• Gear Up, Flaps Up
• 2750 lbs. Gross Weight
• No Wind
• 72 gal. useable fuel
• Range includes climb and descent distances

Figure 5-29: Endurance p. 97

PDF p. 97

Associated Conditions:

• Gear Up, Flaps Up
• 72 gal. useable fuel
• Best Economy Mixture
• Endurance includes time to climb and descend

Performance Charts — Descent & Landing p. 98

PDF p. 98

Figure 5-31 — Fuel, Time and Distance to Descend

Associated Conditions:

• 146 KIAS
• 1000 FPM descent
• Power: 2400 RPM, throttle as required
• No wind

Figure 5-33 — Glide Time & Distance p. 99

PDF p. 99

Associated Conditions:

• Gear up (override engaged)
• Flaps up, 79 KIAS
• Power off, 2,750 lbs. gross weight
• No wind
• Propeller full decrease

Figure 5-35 — Landing Distance Over 50 Foot Barrier p. 100

PDF p. 100

Associated Conditions:

• Power off approach
• Wing flaps: 40°
• Full stall touchdown
• Maximum braking
• Paved, level, dry runway

Approach Speeds (KIAS) by Weight:

Landing Ground Roll Distance p. 101

PDF p. 101

Figure 5-37 Associated Conditions

• Power off
• Wing Flaps — 40°
• Full stall touchdown
• Maximum braking
• Paved level dry runway

Figure 5-37 Example

Section 6 — Weight and Balance p. 103

Table of Contents

Section 6 — Weight and Balance p. 104

6.1 General

In order to achieve the performance, safety and good flying characteristics which are designed into the airplane, it must be flown with the weight and center of gravity (C.G.) position within the approved operating range (envelope). Although the airplane offers a tremendous flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fuel tanks and maximum baggage. With the flexibility comes responsibility. The pilot must ensure that the airplane is loaded within the loading envelope before he makes a takeoff.

Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will have.

A properly loaded airplane, however, will perform as intended. This airplane is designed to provide excellent performance and safety within the flight envelope. Before the airplane is delivered, it is weighed, and a basic empty weight and C.G. location is computed (basic empty weight consists of the standard empty weight of the airplane plus the optional equipment). Using the basic empty weight and C.G. location, the pilot can easily determine the weight and C.G. position for the loaded airplane by computing the total weight and moment and then determining whether they are within the approved envelope.

The basic empty weight and C.G. location are recorded in the Aircraft Log Book, or the Weight and Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure 6-7). The current values should always be used. Whenever new equipment is added or any modification work is done, the mechanic responsible for the work is required to compute a new basic empty weight and C.G. position and to write these in the Aircraft Log Book and the Weight and Balance Record. The owner should make sure that it is done.

The following pages are forms used in weighing an airplane in production and in computing basic empty weight, C.G. position, and useful load. Note that the useful load includes usable fuel, baggage, cargo and passengers. Following this is the method for computing takeoff weight and C.G.

6.3 Airplane Weighing Procedure p. 106

At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight and center of gravity location. This data is supplied by Figure 6-5.

The removal or addition of equipment or airplane modifications can affect the basic empty weight and center of gravity. The following is a weighing procedure to determine this basic empty weight and center of gravity location:

(a) Preparation

1. Be certain that all items checked in the airplane equipment list are installed in the proper location in the airplane.
2. Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the airplane before weighing.
3. Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine on each tank until all undrainable fuel is used and engine stops. Then add the unusable fuel (5.0 gallons total, 2.5 gallons each wing).
   CAUTION: Whenever the fuel system is completely drained and fuel is replenished it will be necessary to run the engine for a minimum of three minutes at 1000 RPM on each tank to insure that no air exists in the fuel supply lines.
4. Fill with oil to full capacity.
5. Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in the fully retracted position and all control surfaces in the neutral position. Tow bar should be in the proper location and all entrance and baggage doors closed.
6. Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.

(b) Leveling

1. With airplane on scales, block main gear oleo pistons in the fully extended position.
2. Level airplane (refer to Figure 6-3) deflating nose wheel tire, to center bubble on level.

(c) Weighing — Airplane Basic Empty Weight p. 107

1. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading.

(d) Basic Empty Weight Center of Gravity

1. The following geometry applies to the PA-28R-201 airplane when it is level. Refer to Leveling paragraph 6.3 (b).

   

   PDF p. 107

   LEVELING DIAGRAM — Figure 6-3: Key Dimensions

   Symbol	Description	Value
   A	Nose wheel arm (distance from datum to nose wheel)	15.6 inches
   B	Main wheel arm (distance from datum to main wheels)	109.7 inches
   Datum	78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section	78.4 in. fwd of wing L.E.
   N	Nose wheel scale reading (net)	—
   R + L	Right + Left main wheel scale readings (net)	—
   Level Points	Fuselage left side	—

2. p. 108

   The basic empty weight center of gravity (as weighed including optional equipment, full oil and unusable fuel) can be determined by the following formula:

   C.G. Arm = N(A) + (R+L)(B) inches
   T

   Where: T = N + R + L

   CG Formula Variables

   Variable	Definition
   N	Net weight on nose wheel scale (lbs)
   R	Net weight on right main wheel scale (lbs)
   L	Net weight on left main wheel scale (lbs)
   T	Total weight = N + R + L (lbs)
   A	Nose wheel arm = 15.6 inches
   B	Main wheel arm = 109.7 inches

6.5 Weight and Balance Data and Record p. 109

The Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the airplane as delivered from the factory. These figures apply only to the specific airplane serial number and registration number shown.

The basic empty weight of the airplane as delivered from the factory has been entered in the Weight and Balance Record (Figure 6-7). This form is provided to present the current status of the airplane basic empty weight and a complete history of previous modifications. Any change to the permanently installed equipment or modification which affects weight or moment must be entered in the Weight and Balance Record.

Weight and Balance Data Form — Figure 6-5 p. 110

Airplane Basic Empty Weight

*The standard empty weight includes full oil capacity and 5.0 gallons of unusable fuel.

Airplane Useful Load — Normal Category Operation

(Gross Weight) − (Basic Empty Weight) = Useful Load

(2750 lbs) − (1791.5 lbs) = 958.5 lbs

Weight and Balance Revision p. 112

Revision — Previous Values (Superseded)

Revised Empty Weight Summary

Weight and Balance Revision Records p. 113

Prepared by: North East Gyro & Autopilot Co. (Dyer's Aircraft Service, Inc.) — FAA Repair Station 163-6

Equipment Installation — 3/23/84

Make: Piper    Model: PA 28R-201    Serial #: 28R-7837134    Registration #: N3757M

Installed Equipment: 3M (Ryan) Stormscope WX8

Weight and Balance — 2/7/90 p. 114

Prepared by: Cherry Hill Flying Service, 348 Botons Mill Rd., Cherry Hill, NJ 08034  |  A&P: C. S. Platt, 13 Virgina Dr., Whiting, NJ 08759, A&P 207603

Aircraft: Piper PA-28R-201    Reg: N3757M    S/N: 28R-7837134

New Useful Load: 947.7 lbs.

Weight and Balance — 3-4-93 p. 115

Prepared by: Cherry Hill Flying Service, 348 Bortons Mill Road, Cherry Hill, NJ 08034  |  F. W. Holler, Jr. A&P 479-22-0620

Aircraft: Piper Arrow PA-28R-201    Reg: N3757M    S/N: 28R-7837134

New Useful Load: 941.3 lbs.

Weight & Balance Revision Record p. 116

CG–Arm–Moment/Weight

Equipment Added

Equipment Removed

Computed by Eagle's Nest Aviation — Quality Aircraft Services, 1465 South State Street, Ukiah, CA 95482 — Phone: 707-462-0110

Weight and Balance Record — Figure 6-7 p. 117

Aircraft: PA-28R-201  |  Serial Number: 28R-7837134  |  Registration: N3757M

PDF p. 117

Weight and Balance Record (Continuation Sheet) — Figure 6-7 (cont) p. 118

Section 6 — Weight and Balance | PA-28R-201, Cherokee Arrow III | Report: VB-870, p. 6-10 | Issued: December 21, 1976

PDF p. 118

6.7 Weight and Balance Determination for Flight p. 119

1. Add the weight of all items to be loaded to the basic empty weight.
2. Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the airplane.
3. Add the moment of all items to be loaded to the basic empty weight moment.
4. Divide the total moment by the total weight to determine the C.G. location.
5. By using the figures of item (a) and item (d) (above), locate a point on the C.G. range and weight graph (Figure 6-15). If the point falls within the C.G. envelope, the loading meets the weight and balance requirements.

Sample Loading Problem (Normal Category) — Figure 6-9

The center of gravity (C.G.) of this sample loading problem is at 90.9 inches aft of the datum line. Locate this point (90.9) on the C.G. range and weight graph. Since this point falls within the weight-C.G. envelope, this loading meets the weight and balance requirements.

Weight and Balance Loading Form — Figure 6-11 p. 120

Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight and Balance Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight and Balance Record for this information.

Loading Graph — Figure 6-13 p. 121

PDF p. 121

C.G. Range and Weight p. 122

PDF p. 122

Moment due to retracting landing gear = +819 in. lbs.

The C.G. envelope (from Figure 6-15) defines the following boundaries:

p. 123 This page intentionally left blank.

p. 124 This page intentionally left blank.

6.9 Equipment List p. 125

The following is a list of equipment which may be installed in the PA-28R-201. It consists of those items used for defining the configuration of an airplane when the basic empty weight is established at the time of delivery. Only those standard items which are alternate standard items and those required to be listed by the certificating authority (FAA) are presented. Items marked with an "X" are those items which were installed on the airplane described below as delivered by the manufacturer.

(a) Propeller and Propeller Accessories

(b) Engine and Engine Accessories p. 127

(c) Landing Gear and Brakes p. 129

PDF pages 128 and 130 are intentionally left blank (Section 6 — Weight and Balance, Report VB-870, pages 6-20 and 6-22).

(d) Electrical Equipment p. 131

(e) Instruments p. 133

(f) Miscellaneous p. 135

Pages 6-26 and 6-28 (PDF pp. 134, 136) intentionally left blank.

(g) Engine and Engine Accessories (Optional Equipment) p. 137

(h) Propeller and Propeller Accessories (Optional Equipment) p. 139

(i) Landing Gear and Brakes (Optional Equipment) p. 141

(j) Electrical Equipment — Optional Equipment p. 143

*Weight and moment difference between standard and optional equipment.

(j) Electrical Equipment — Optional Equipment (cont) p. 144

(k) Instruments — Optional Equipment p. 145

*Weight and moment difference between standard and optional equipment.

(k) Instruments — Optional Equipment (cont) p. 146

(l) Autopilots — Optional Equipment p. 147

p. 148 — This page intentionally left blank.

(m) Radio Equipment (Optional Equipment) p. 149

*Weight includes antenna and cable.

(Continued)

*Weight includes antenna and cable.

(Continued)

(m) Radio Equipment — Optional Equipment p. 154

* Weight includes marker antenna and cable.

(Continued)

(m) Radio Equipment — Optional Equipment p. 157

(Continued) p. 158

(Continued) p. 159

THIS PAGE INTENTIONALLY LEFT BLANK

THIS PAGE INTENTIONALLY LEFT BLANK

(n) Miscellaneous (Optional Equipment) p. 162