Piper_Cherokee_PA28_151_1974 Piper Cherokee PA28 151 1974

User Manual: Piper_Cherokee_PA28_151_1974

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AIRCRAFT MODIFICATIONS INC.

F.A.A. APPROVED

AIRPLAI{E SIIPPLB,IENTAL

ELIGHT MANUAL

For

PIPER CIIEROKEE MODEL

PA-28-151

wirh

LYCOMING

0-320-D2A, -D28, -DzC, or -D3G

ENGINE INSTAILED

REcrsrmrroN NrnaER

N tP\^3:I

SERIAL NI]I,IBER

ftris Supplenental Flight ManuaL is F.A.A. approved material and must be

Ln Ehe airplane for all operations when Lycorning O-3?O-D?A, 0-320-D28, O-320-D2C

rr 0-320-D3G engine is installed in accordance with STC

SA2969SW. Ttre

lnformation contained herein supplernents or supersedes the lnformation

:n the form of placards, narkings, and approved rnanual material. For

limitations, procedures and perforrnance informatlon not contained in this

iuppleurental Flight Manual- consult the basic airplane placards, rnarkings

rnd approved manual-

material.

F.A.A. APPROVED

FEDERAL

AVIATION ADMINISIRATION

Southwest Region

Fort l{orth, Te:<as 76LOL

DATE: October 21 1981

S.T.C. No. 5A29695[{

Pagelof2pages

Woco-Modison

CooperAirport

P.O.

Box 5249

. Woco,

Texos

76708. 847-752-8381

2. PROPFT.T ER:

II. LIMITATIONS

1. NGINE LTMIIS:

2. PROPELLM.

LD{I15:

3. M{GINE INSTR.I]MENT

I4ARKINGS:

F.A.A. APPROVED

DATE: L|/LL/8L

{tF:jiii;:i:b

Lycmrlng 0-320-D2A

Lycoming 0-32O-D2B

Lyconing O-32O-D2C

Lycoming 0-320-D3G

Sensenich 74DM6-0-60

Sensenich 74DM6-0-58

Maximum

Continuous:

150 H.P. - 2550 RPM

Takeoff (Five (5) llinutes)

150 H.P. - 2700 RPM

Static RPM

at maximum

throttle setting:

Not over 2450, Not under 2350

Diameter: Maximrmr

= 74 inches

Minimurn = 72 inches

TACIIOMETERI

Green Arc

Yellow Arc

Red Radial

2200 - 2650 RPM

2650 - 2700 RPM

- 2700 RPM

AIRCRAFT MODIFICATIONS INC.

PIPER CIIEROKEE

MODEL

PA-28-151

SUPPLN,IE{TAL FL IGIIT MANUAL

GENEMI.

1. ENGINE:

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.

S.T.C. No. SA2969SW

Page2of2pages

Woco-Modison

Cooper

Airport

. P.O.

Box 5249.

Woco, Texos

76708

. 817-752-8384

ttfrd Sottr!f gula

Eqertmrnt

Crsruportation-fcdral

B0lation

lldminignation

Fupplgmsntsl

?[Upe €ntifirsts

(€ontinusfion

Fheet'ir

J(r"rrl'.* SA2969S!il Revision 2

Lfunitations and Conditions :

1. Fl.A Approved Airplane Supplenental Flight Manual dated April 5, L979,

for Lycming 0-320-D3G engine lnstallation with Sensenich 74DM6-O-58

propeller;0R

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.

2. Conpatibility of this nodification with other previously approved

uodifications must be deterained by the installer.

An1,allerattcrt

oJ this

ccrttfuaie

punishable

afru oJ nol cxcccding t|,000, or imfrtscnmtrti

ncl cxctcdtng

3 yars, or botli

FAA FoRM 8rrG2-t (tG69) This cettifuak nu2 bc

nazstarcd in ucordante

with FAR 21.47

pecg 2 or 2erces

CHEROKEE

WARRIOR

GENERAL SPECIFICATIONS

PERFOR.MANCE

Published figures are for standard airplanes

flown at gross weight under standard

conditions at sea level, unless otherwise stated. Performance for a specific airplane may 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 corresponding

performance

chart from

which it is taken in the Performance Charts Section.

Takeoff Ground Run

(minimum) (ft)

Takeoff

Distance

Over 5Gft Obstacle

(25

flaps)

(ft)

Best

Rate

of Climb Speed

(mph)

Rate

of Climb

(ft per

min)

Service Ceiling

(ft)

Absolute

Ceiling

(ft)

Top Speed

(mph)

Optimum Cruising Speed

(75%

power,

optimum altitude,

leaned to

best

power)

(mph)

Cruising

Range

(75%

power,

optimum

altitude, leaned to best economy.

no reserves)

(mi)

Optimum Cruising Range

(55%

power.

optimum altitude, leaned

best economy, no reserves)

(mi)

Stalling

Speed

(flaps

down)

(mph)

Stalling Speed

(flaps

up)

(mph)

Landing

Roll

(flaps

down)

(ft)

Landing Roll Over 50-ft

Banier

(flaps

down)

(ft)

065

17 60

649

12,700

14,960

35*

I 33*

720*

785

64.5

s95

lll5

WEIGHTS

Gross

Woight

(lbs)

Standard

Empty

Wciglrt

(lbs)

Maximum

Useful

Load

(lbs)

*With

Optional

Wheel Fairings

installed.

GENERAL SPECIFICATIONS

REVISED: JULY 14.1975

2325

133

994

-JL-*-

l-l

CHEROKEE

WARRIOR

POWER PLANT

Engine

(Lycoming)

Rated Horsepower

Rated

Speed

(rpm)

Bore

(inches)

Stroke

(

inches)

Displacement

(

cubic

inches)

Compression

Ratio

Dry Weight

(pounds)

Propeller

McCauley

Sensenich

FUEL AND OIL

Fuel

Capacity

(U.S.

gal)

(standard)

Fuel

Caprcitf'

(U.S.

gal)

Usable

Oil Capacity

(qts)

Fuel. Aviation Grade

Minimum Octane

Specified Octane

Altemate

Fuels

DIMENSIONS

Wing

Span

(ft)

Wing

Area

(sq

ft)

Length

(ft)

Heieht

(ft)

Wing

(lbs

per

ft)

Power

(lbs

per

hp)

Propeller

Diameter

(in.)

McCauley

Sensenich

Turning

Radius

BAC'GAGE

Maximum

Baggage

(lbs)

Baggage

Space

(cubic

ft)

Baggage

Door Size

(in.)

LANDING GEAR

Wheel

Base

(ft)

Wheel

Tread

(ft)

Tire Pressure

(psi) Nose

Main

o-320-E3D

2700

5.125

3.875

319.8

7:l

276

rcr60/EGM76s3

74DMGG58

8o/87

80/87

Refer to

Fuel

Requirements,

Section

l0 -

Page I G9

170.0

23.8

7.3

13.7

15.5

3.0

Nose

(4 ply rating)

Main

(4 ply rating)

200

20x22

6.7

10.0

5.00

x 5

6.00 x

GEITIERAL

SPECIFICATIONS

REVISED:

APRIL

16,1976

t-2

Tire

Size

CHEROKEE

WARRIOR

GENERAL SPECIFICATIONS

ISSUED: JULY 17.1973 1-3

DESCRIPIIlIlI

AIRPU]IE A]ID

SYSIETS

The Airplane 2-l

Airframe 2-l

Engine

and

Propeller 2-2

Landing Gear 2-4

Flight

Controls 2-6

Frrel

System 2-7

Electrical

System 2-9

Vacuum

System 2-13

Instnrment Panel

. 2-13

Pitot-Static

System 2-15

Heating

and

Ventilating 2-15

Cabin

Features 2-18

Baggage Area 2-18

StallWarning... 2-18

Finish 2-18

Emergency

Locator Transmitter 2-19

Piper

External Power 2-19

2-i

CHEROKEE

WARRIOR

DESCRIPTION

AIRPLANE AND SYSTEMS

THE AIRPLANE

The Cherokee Warrior is a single-engine, fixed gear

monoplane of all metal

construction

with low semi-tapered wings.

The fuselage

provides

a spacious, four-place

interior with optional features to ensure

individual comfort during short or extended cross-country flight.

The Cherokee

Warrior can serve as a rental or crossrountry airplane and also as a training

and utility airplane. Performance

and loading characteristics combine with economical

operation to make

the Warrior a

versatile

airplane in the business or personal

aviation 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 nonstructural

components

throughout the

airplane.

The fuselage

is a conventional semi-monocoque

structure. On the right side of the airplane

is a large cabin door for ease

of entrance

and exit and a large baggage

door to provide effortless

into the 24 cubic foot compartment. Maintenance

has been reduced

to a minimum with

advanced

fuselage

design.

The wing is a conventional

semi-tapered

design incorporating a laminar flow, NACA

652415, airfoil section. The cantilever wings are attached to each side of the fuselage by

insertion of the butt ends of the main spars into a spar box carry-through which is an integral

part of the fuselage

structure. The spar box carry-through

structure,

located

under the rear

seat,

provides

in effect

a continuous main

spar

with splices at each side of the fuselage.

There are also

fore and aft attachments

at the rear

and at an auxiliary front spar. This type of wing

structure

provides

unobstructed cabin space for the rear

passengers

and allows

for a lighter wing structure

to improve

the useful load of the

airplane.

Both ailerons and flaps are of modern,

all metal

construction

for smooth control of the

aircraft. The ailerons are tapered to accommodate the semi-tapered

wings.

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 fiberglass

tips.

AIRPIJ\NE AND SYSTEMS

REVISED:

JULY 14.1975 2-l

CHEROKEE

WARRIOR

ENGINE AND PROPELLER

The PA-28-l 5 | is powered by a Lycoming O-320-E3D four cylinder. direct drive,

horizontally

opposed

engine

rated at 150 HP

at 2700

RPM. It is equipped

with a starter,

a 60

amp l4 volt alternator,

a shielded

igrrition, dual

magnetos,

vacuuln

pump

drive, a fuel

pump,

and a wetted pol-vtrrethane

foam induction air filter. A recommended

overhaul

period

of 2000

hours

is based

on Lycoming service

erperience.

Operation

beyond

the recommended

time is

the

decision

of the

operator. Since

Lycoming

from time to time revises

the

recommended

overhaul

period.

thc'owner

should check

with his dealer

for the latest

overltauI

period

on his

engine

well as any

additional

Lycoming Servicc

Information.

The engine

compartment

is easily accessible

for inspection

through

top-hinged

side

panels

on either

side

of the engine cowlings.

The engine cowlings

are cantilever

strltctures attached

the fire wall. The engine

mounts are constructed

ol steel tubing,

and

dynafocal

mounts

are

provided

to reduce

vibration.

The. exhaust

system

is constructed

of stainless

steel and

incorporates

single

muffler with

heater shrouds

to supply heated

air for the cabin. the defroster

systent and the carburetor

deicing

system.

An oil cooler

is located on the left rear

of thc' engine mounted

to thc engine

baffling.

Engine cooling

air,

which is picked

up in the nose section

of the

engine cowling

and

carried

through the baffling. is utilized on the left side

for the oil cooler.

A winterization

plate is

provided

to restrict

air during

winter

operation.

(See

Winterization

in Harrdling

and Servicing.)

Engine air enters

on either

side of the

propeller

tltrouglt

openings

itt

thc' nose

cowling

and

is carrred

through

the engine

baffling

around

tlte engine

and oil cooler.

Air for the muffler

shroud

is also

pickc'd

up from the

nose cowling and carried

through

a largc

duct

to the shroud.

Carburetor

indrrction

air enters a chin scoop

on the

lower right cowling

and is

passed

through

wetted polyurethane

filter to the carburetor

air box. Heated air enters

the carburetor

air box

through a hose connected

to the heater

shroud.

A Mgcar.rley

lCl60/8GM7653 or a Sensenich

74DM6-0-58

fixed pitch propeller

is installed

standard

equipment.

The McCauley

propeller

has a diameter

of 76

inches

with a

pitch

of 53

inches

and the Sensenich

has a 74 inch diameter

with a 58 inch pitch.

The pitch of both

propellers

is determined

at75% of the diameter.

Both

propellerunitsare of an

aluminum

alloy

construction.

The pilot should

read

and

follow the

procedures

recommended

in the Lycoming

Operator's

Manual for this engine

in order to obtain maximum engine

efficiency

and time between

engine

overhauls.

AIRPLANE AND SYSTEMS

ISSUED:

JULY

17,1973

)-)

CHEROKEE WARRIOR

Throttle

Quadrant

and Console

AIRPLANE

AND SYSTEMS

ISSUED:

JULY 17,1973 2-3

CHEROKEE

WARRIOR

LANDING GEAR

The fixed gear

PA-28-

5 I is equipped

with is a Cleveland

5.00

x 5 wheel on the

nose

gear

and a Cleveland

6.00 x 6 wheel

orr each main gear.

Cleveland

single

disc

hydraulic

brake

assemblies

are

provided

on thc'main

gear.

The nose

gear

has a 5.00

x 5 four ply

tire,

while the

main wheel assemblies

have 6.00

x 6 four ply tires.

At gross

weight.

the

main

gear

tires

require

pressure

of 24 psi,

and

the

nose

gear

tire

requires

pressure

of 30 psi.

The nose

gear

is steerable

through

a 30 degree arc

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 bungee assembly

on the nose

gear

steering

mechanism

reduces

ground

iteering effort and dampens

shocks

and bumps

during taxiing.

The steering

mechanism

also

incorporates

a shimmy

damPener.

The three struts

are of the air-oil

type

with the

normal static

load extension

being 3'25

inches

for the

nose

gear

and

4.50

incltes

for the main

gear.

The brakes

are

actuated

by toc

brakc

pedals

which are attached

to the rudder

pedals

a hand lever

and master

cylinder

located

below

and

behind

the center

of the instrument

sub

panel.

Hydraulic

cylinders

are located

above

eaclt

pedal

and

adjacelrt

to the hand

brake lever.

The brake

fluid resenoir

is installetl

on the

top left front face of the

fire

wall. The

parking

brake

is incorporated

in the master

cylirrder

and

is actuated

by pulling

back

on tlte brake

lever

and

depressing

the

knob attached

to the'left

side

of tlte

handle.

To release

the

parking

brake,

pull

batt on the brake lever to disengage

the catch mechanism

and allow the handle

to swing

forward.

AIRPLANE

AND SYSTEMS

ISSUED:

JULY 17.1973

CHEROKEE

WARRIOR

Main

Wheel Assembly

AIRPLANE AND SYSTEMS

ISSLJED:

IULY 17,1973 2-5

CHEROKEE

WARRIOR

Console

FLIGHT CONTROLS

Dual flight controls are

provided

on the Warrior as standard

equipment. The flight controls

actuate

the control surfaces

through a cable system.

The horizontal

surface

(stabilator)

is of the flying tail design

with a trim tab mounted on

the trailing edge. This tab serves the dual function of providing

trim control and

pitch control

forces.

The trim tab is

actuated by a trim control wheel

located

on the control

console

between

the front seats. Forward rotation of the wheel

gives

nose

down trim and

aft rotation

gives

nose

up trim. The stabilator provides

extra stability and controllability with less area, drag

and

weight

than convcrrtional

tail

surfaccs.

The rudder is conventional

in design

and incorporates a rudder trim. The trim mechanism

is a spring loaded

recentering

device. The trim control is located

on the

right side of the

pedestal

below the throttle quadrant.

Tuming the trim control clockwise

gives

nose

right trim and

counterclockwise

rotation

gives

nose left trim.

Ailerons are provided

with a differential

deflection.

This feature reduces

adverse

yaw in

turning maneuvers.

thus reducing

the amount of coordination required.

An aileron

centering

spring incorporated in the aileron control system

on early models centen the aileron by

returning

the control

wheel

to neutral.

AIRPLANE AI\D SYSTEMS

REVISED:

JULY 14.1975

CHEROKEE

WARRIOR

Manually controlled flaps are

provided on the PA-28-151. The flapsare balanced

forlight

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 desired flap setting

lO, 25 or 40 degrees.

To retract, depress the button on the end of the handle and lower the

control. When

extending or retracting flaps, there

is a pitch change

in the airplane.

This pitch

change can be conected either by stabilator trim or increased control wheel force.

When

the

flaps are in the retracted

(up) position the right flap, provided with an over-center

lock

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 gallons

usable). The tanks

are secured to the leading edge

of each wing with screws and

nut plates.

This allows easy removal

for service or 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

selector

valve.

On serial

numbers

7615001

and up there is only one outlet on each

tank and

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 selector cover must be depressed and held while the handle is moved

to the

OFF position. The button releases automatically

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

landings and

when

switching

tanks.

The fuel pump switch is located in the switch panel

above

the throttle quadrant.

'l'lrc

fuel druins

shotrltl

bc o;rcnctl

daily

prior

to first flight to chcck

fr>r

watcr or sedimcnt.

h,aclr tank has an individual

drain at the bottom, inboard

rear corner, and each

fuel manifold

(on early

models only) is

equipped

with a drain. The

outlets are

located on the underside of 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.

(See

the

Handling and Servicing Section for the complete

fuel draining

procedure.)

Fuel quantity and fuel pressure

gauges

are mounted in a gauge

cluster located on the left

side of the

instrument

panel

to the right of the control

wheel.

An optional engine priming system

is available

to facilitate starting.

The primer pump is

located to the immediate left of the throttle quadrant.

AIRPLANE AND SYSTEII{S

REVISED: JULY 14,1975 2-7

CHEROKEE

WARRIOR

EIIGIIIT

FUEt

PUTIP

l/"" SIRATnER

FUEI

IAIII(

SELICIOR

YATYI RIGHI MAI]I IAI{I(

TUTI.

OUAIITITY

GAUGTS

Fuel

System

Schematic

(Ser.

Nos.

7415001 through

7515449)

AIRPLANE

AND SYSTEMS

REVISED:

JULY 14,1975

2-8

CHEROKEE

WARRIOR

THRl]TITT

MIIIURT

tlfGflft

tutt PUfiP

--='

fl.tclnlc

tufl.

PUilP

r.ttl t^ilr lAlil( futl rrill stttcl0R

Yrtvl. RIGHI TAI]i TAITI(

TUIL {lUAilIIIY GAUGTS

Fuel System Schematic

(Ser.

Nos. 7615001 and up)

AIRPLANE AND SYSTEMS

ISSLJED: JULY 14,1975 2-8a

)

CHEROKEE

WARRIOR

Fuel Selector

ELECTRICAL SYSTEM

The Cherokee

Warrior

is equipped

with a simple

but highly

efficient

electrical

system that

can

easily

operated.

The electrical system includes a l4 volt 60 ampere alternator, voltage regulator,

overvoltage

relay, battery contactor

and a standard l2 volt 25 ampere hour or an optional l2

volt 35 ampere hour battery. The battery is mounted in a thermoplastic box located

immediately

aft of the main

spar on the right side

of the fuselage

below

the rear

passengers

seat.

The voltage

regulator

and overvoltage

relay are

located on the forward left side of the fuselage

behind

the instrument

panel.

Electrical switches are located on the right center instrument panel, and the circuit

breakers

are located on the lower right instrument

panel.

A rheostat

switch on the left side of

the switch panel

cotrtrols

the optional

navigation

lights

and the radio

lights.

A similar

switch

the

right side

of the switch

panel

controls

and

dims the

optional

panel

lights.

The master

switch,

anti-collision light, landing light and fuel pump are also

located

on the switch panel

and are

controlled by rocker tvpe

switches.

WARNING

Strobe lights

should

not

be operating * hen

l)r.ing

through o\ercast

and clouds since

reflected

light

can

producc-

spacial

distlricntation.

Do not operate

strobe

lights

in close prorinritr

grouncr

tjrrrrng

takeoll' and landing.

AIRPLANE

AND SYSTEMS

REVISIID:

APRIL

6. 1979 2-9

CHEROKEE

WARRIOR

A hinged

door

protects

and

gives

easv access

to the circuit breaker

panel.

Each circuit

breaker

the

panel

the

push to reset type

and is clearlv

marked

to its function

and

amperage. Circuit

prorisions

have

been

included

to handle a

full complement of

communication and

navigational

equlpment.

Standard

electrical

accessories

include a starter. an electric fuel pump. an audible stall

warning

indicator,

fuel

gauges,

ammeter.

and

annunciator

panel*.

T|e alnunciator

panel*

includes

alternator

and

low

oil pressure

indicator

lights.

When

the

optional

gyro s)'stem

is installed.

the

urnunciator

partel

also

includes a low vacuum

indicator

light. The annunciator

panel

lights are

provided

only as a

warning

to the

pilot that a

system may

not be

operating

properly,

and that he should check and

monitor the applicable system

gauge

de termine

wlten or if any

necessary action

required.

The system

also provides

for such optional electrical

accessories as additional lights

and

gallges,

heated

pitot head,

attd communication

and

navigational

equipment.

The master switch is a split rocker switch. One side of the switch is the battery side

("BAT") and the other

is the

alternator

side

("ALT"). Henceforth, the

words

"masterswitch"

Irsed in this

manual

will mean

both "BAT" and

"ALT" switches

and 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 advantages

over the generator

system

both in operation and maintenance.

T|e main

advantage

is full electrical

power

output at lower engine

RPM. This

provides

improved

radio and electrical

equipment

operation

and

increased

battery

life by reducing battery load.

This

will make

cold

weather

starting

easier.

Secondary

electrical

power

provided

by the standard

or optiotral

battery.

Unlike previous generator

systems,

the ammeter as installed does not show battery

discharge:

rather.

it indicates

the electrical

load on tlte alternator in amperes.

With all the

electrical

equipment

off and

the

master switch

on. the ammeter

will indicate the

charging

rate

of tlte

battery.

As each

electrical

unit

is switched

ott.

the ammeter

will indicate the total ampere

clraw of all the urrits

including

the batter1,.

For exantple.

the maximum

continuous load for

1ig|t flight with radios

on is abont

30 amperes.

This 30 ampere

value

plus

approximately 2

amperes

for a fully charged

battery

will appear cotrtiltuously

under

these tlight conditions.

The

amopnt of current showlr

on the ammeter

will tell inrmediately

if tlte alternatcr

system is

operating

normally.

as the

amount

of current

showrr

should

equal

the total amperage drawn b1'

the

electrical

equipmetrt

which is operating.

If 1c outpgt is indicated

on the ammeter

dttring

fligltt. redttce

the electrical load b1'

turlilg off all unnecessary

electrical

eqtripment.

C'lreck

both

the

ampere field breaker

and tlte

60 ampere

outpr,rt

breaker

and reset

if open.

If neithc'r

circuit

breaker

open. tttrn the

"AL'I"

srvitch

off for I second

to reset the

overvoltage

relav.

If thc amnteter continues

to indicate

output.

maintain

mhimum electncal

load and

termirtate

the

flight

as sooll

practical.

Maintenance

ou the alternator

should

prove to be a minor factor. Should service

required.

contact

the

local

Piper

Dealer.

*Serial

nos. 7515001

and

AIRPLANE

AND

SYSTEMS

REVISED:

APR|l.

6. 1979

2-t

CHEROKEE WARRIOR

STARTER

A ACCESSORIES ALTERNATOR

FIELD

{

STARTER

SOLENOID

Y,CABIN

LIGHT

MA9TER

SOLENOID

---_l

EXTERNAL

POWER

RECEPTACLE

RELAY EN€RGIZING

CIRCUIT

AMMT

TFR ( )HASIER

5Wt

I CH

t- t- - |

19 l

t--

! ALTEENATOR

. SOURCE-POWER

Alternator

and Starter

Schematic

(Ser.

Nos. 741

5001

through

7415731)

NRPI.ANE AND SYSTEMS

REVISED:

JLJhtE

14. 197

42-tl

CHEROKEE WARRIOR

STARTER

A ACCESSORIES ALTERI{ATOR

FIELD

(rN

L|NEI

STA

sot

---{

-t r-t

STARTER

swtTcH

RTER

-Er{oro

=')

lol

LAMP

TEST

\ waRN

r/ L|GHT

T.ASTER

soLENOtl

,. / LIGHT

\--

- - -;;;;-

POWER

-i

EXTERNAL

POWER

i nEceprecue

(rN

L|NE) 5"-or-----1,

F-----rI

------l

$*-lr--oiJ

rul

t*-----

4 ALTERf{ATOR

: souncE-powER

RELAY EI{ERGIZI

I oPTlo4L_ _ __J

AMMETER \ d d MASTER

) /--/ swrrc'

-L

EI{ERGIZING CIRCUIT

Alternator

and Starter

Schematic

(Ser.

Nos. 7515001

and

up)

AIRPLAI{E AND SYSTEMS

ISSUED:

JUNE

14.1974

2-lla

CHEROKEE

WARRIOR

aul

lrj Ul

r.i

olJ

NRPLANE AND SYSTEMS

REVISED:

JULY 14.1975

Circuit Breaker

Panel

2-12

CHEROKEE

WARRIOR

VACUUM SYSTEM*

The vacuum

system is designed

to operatc

the air driven

gyro

instruments. l'his includes

thc dircctiottal nrtd uttitudc

gyros

whcn installcd.

The system consists of an engine

<lriverr

\lrcuunl

ptl

nll). il

vircuilrn

rcgttllrtrlr,

l-i

ltcr lrrrrl

tlrc llccessitry

lllturtbing.

The vacuum

pump

is a dry' type

pump whrclt

eliminates

the nced for an air/oil separator

and

its plunrbing.

A sltear drive

protects

the

pump from damage. If the drive

shears. thc'gyros

will

heconrc

inoperrtivc.

A vacuum gauge.

mounted

on the far right instrument

panel provides

a pilot check

for the

system during operation.

A decrease

in pressure

in a system that remained

constant

over an

extended

period

mav indicate a dirty filter.

dirty screens,

possibly

a sticky

vacuum

regulator or

leak irt thc systent

(a low vacuum

indicator light is

provided

in the annunciator

panel**).

Zero

pressure

would indicate a sheared

pump dnve. detective

pump, possibly

a defective

gauge

collapsed line. In the c'vent

of any gauge

variation from the norm, the pilot should

have

mechanic

check

the system

to prevent

possible

damage

to the system components

or eventual

failure

of the system.

A vacuum

regulator is

provided

in the

system to protect

the

gyros.

The valve is set so the

normal

vacuurn

+ .l inchc's of mercury, a

setting

which

provides

sufficient

vacuum

opcrate all the

gyros

at their

rated RPM.

Higher settings

will damage the

gyros

and

with

a low

setting

the

gyros

will be unreliable. The regulator

located behind the instrument

panel.

INSTRUMENT

PANEL

Thc instrument

panel is designed

to be firnctiorral and professional,

accommodating

complete

instruments and avionics equipment

for VFR and IFR flights.

A wide range of

optional instmments and avionics

pennit

an equipment selection

to suit individual

needs.

A natural scparation

of the flight groul'r

and

power

group

provided

by placing

the fligltt

group in the upper instrument

panel

and

thc power group

in the center and

lower instrument

panels.

The radios and the- circuit breakers are located on the upper and lower right panel

respective'ly. and havt'

circuits

provided

for a complete

line of optional

radio equipment.

engine cluster is located to tht-' right of the pilot control wheel and includes a fuel pressure

gauge.

a rig}t and let't

main fuel quantity gauge.

an oil temperature

gauge

and an oil pressure

gallge.

Standard instruments

on the Warrior panel

include a compass, an airspeed indicator, a

tachometer. an altimeter, an ammeter,

an engine

cluster.

and an annunciator

panel**.

The

conlpass

is mounted to thc top of the instrument

panel

in clear

view of the pilot. The

annunciator

panel

is mounted

in the upper

instrument

panel

to warn

the pilot of a possible

nrall'unction in the alternator.

oil pressure.

vacuum

systems.

r\ r'otn;llt'tc

lttte

<ll

iltstrtnrrenl

olltious

uvrriluhlc

l'rlr

tlrc

panel

irtclrrdes u

suctir)n

gaugc,

rlrtrrl

sP1'q'11

rrttlitrrlot. rrllrttttlt'

gylo,

tlirt:ctiorr;rl

91,rt-1.

clock.

tru-spceitl ilrdicator

and a turn

rrrrtl

sliP

intlieutor

ol turrr eorlrul inatol'.

-[-lrc

attitudc

gyro

ancl directional

gyro

are

vacuum

operatcd

throrrglt

the use ol a vucuum pump

installcd on the engine,

while

the

turn

and slip

indicator is electrically'operated. The

vacuum

suction

gaugc

is on the far

right of the

instrument

panel

*Optional

equipment

**Serial

nos. 7515001

and up

AIRPLANE

AND SYSTEMS

REVISED:

JUNE

14.1974 2-t3

CHEROKEE

WARRIOR

)

4 -i

t!o

= <ogF@6oiN oi

NNNNNNOO6OO

N6€6@F€OO-N6

NNNN

od.

:Y F

AIRPLANE

AND SYSTEMS

REVISED:

JULY

20,1976

Instrument

Panel

2-14

CHEROKEE

WARRIOR

PITOT-STATIC

SYSTEM

The system

suppLies both pitot and

static

pressure

for the airspeed indicator. altimeter.

and

the optional

vertical

speed

indicator.

Pitot and static

pressure

are

pickc-d

up Lty

a pitot head

installed on the bottom

of the

left

wing

and carried

through

pitot and

static

lirte's within the

wing

and

fuselage to tire

gaugcs

on the

instrument

yranel.

A static

valve.

which

is mounted to the

knee

guard

below

the instrument

pancl

on the left

side,

provides

alternate static source for the s-vstem

when

opened.

Both the

pitot and static lines can be drained throLrgh separate

drain

valves located

on the

left lower

side

of the fuselage interior.

A heated

pitot head.

which alleviates

problems

with icing and heavy rain.

is available as

optional

equipment.

The switch for the heated

pitot head

located

on the electrical

switch

panel

to the left of the right control wheel.

To prevent

bugs and water from entering the

pitot and static

pressure

holes,

a cover should

placed

over the pitot head. A partially

or completely blocked

pitot head will

give

erratic

zero

readings on the instruments.

NOTE

During the preflight, check to make sure the pitot cover is

removed.

HEATING AND VENTILATING SYSTEM

Heat for the cabin interior and the defroster system

is provided

by a sluoud attached

the muffler. The amount of heat can be resrrlated

with the controls

located

on the far rieht side

of the

instnrment

panel.

The airflow between front and rear seats can

be regulated by the heat

diversion

controls

located

on either side of the console atop the

heat ducts.

CAUTION

When

cabin

heat is operated.

heat

duct surface

becomes

hot.

This

could result in

burns if

arms or legs

are

placed

too closeto

heat

duct

outlets or surface.

Fresh

air

inlets are located

in the leading edges of the

wings

on the

fin.

At each

front

seat

location

there

a hrge adjustable fresh

air outlet on the side of the

cabin near

the

floor. Rear

seat

vents

arc

optiotxtl.

Cabin air

is exhausted through

an orrtlet located

below'

the

rear

seat.

An optional

overhead

ventilating

s1'stem

with outlc'ts over

each

seat

also

available.

additiorral

oPtion to aid in I'reslt

air circulation is a cabin air blorver

to forcr-'

lrr througli

thc

overlteac'l

vt-nt

svstenr.

This blower is ops1x1e4 br l latr

srvitch rvith

four pctsitions

- "OFF."

"LOW." "l\41:D."

and

"HIGll." The switch is

locatc.ci

on tlie right

side

of the instrumer'lt

parlcl

witlt

tlic hcutcr

lrrd

dcl'roster

ctrrrtrols.

AIRPLANE

AND SYSTEMS

REVISUD:

Al'Rll. 6. 1979 2-l 5

CTIEROKEE WARRIOR

(

dNo96€

NRPLAI{E AI\D SYSTEMS

ISSUED:

JULY

17,1973

Pitot-Static

System

2-r6

CHEROKEE

WARRIOR

-ta

@ u.l

C)lJ-

G+

fr-rz

Joi;=;.;;;;c;jj

/'/

/'.

\ /_ \ /

AIRPI.ANE AI{D SYSTEMS

ISSLJED: JULY 17,1973

Heating

and

Ventilating

System

2-t7

CITEROKEE WARRIOR

CABIN FEATURES

For ease

of entry and

exit and for pilot-passenger

comfort, the front seats

are adjustable

fore and aft. The right front seat

tilts forward

to allow easy

entry to the rear

seats. The

cabin

interior

includes

a pilot storm

window,

ash

trays

and

armrests

on each front seat,

two map

pockets

and

pockets

the backs

of the front

seats.

The front seats

can be equipped

with optional

headrests

and

optional

push

button vertical

adjustment.

Seat belts are standard

equipment for both front and rear seats. The shoulder

straps

controlled by inertia reeb are standard

equipment

on the front seats

and are offered as an

option for the reat seats. The

shoulder

strap is

routed over

the shoulder

adjacent to the window

and attached

to the seat

belt in the

general

area

of the occupants'

inboard

hip.

A check

of the inertia

reel

mechanism

is made by pulling

sharply on the strap. The reel

should

lock in place

under this test and prevent

the

strap from extending.

For normal

body

movements,

the strap

will extend

or retract

as required. ,

BACCAGE

AREA

A 24 cubic foot bag:gage

ar€a, located

behind

the rear

seat,

accessible from

the

cabin or

loaded

through

a large

20 x 22 inch outside

baggage

door on the right side of the fuselage.

Maximum

capacity is 200 pounds.

Tie-down

straps

are available

and they should

be used at all

times.

NOTE

It is the pilot's responsibility to be sure when the baggage

loaded that the aircraft C.G. falls within the allowable

C.G.

range.

(See

Weight

and

Balance

Section.)

STALL WARNING

An approaching

stall is indicated

by an audible

alarm located

behind the instrument

panel.

The indicator

activates

at between

five and

ten miles

per

hour

above stall speed.

FINISH

All exterior

surfaces

are primed

with etching

primer

and finished with a durable

acrylic

Iacquer

which

is available

in a variety

of colors

and

combinations.

To keep

the

finish

attract-ive,

economy

size

spray

cans

of touch-up

paint

are available

from

piper

Dealers.

NRPI.ANE AND SYSTEMS

ISSUED:

JULY 17,

t973

2-t8

CHEROKEE

WARRIOR

PIPER

EXTERNAL FOWER*

An optional starting

installation

known as

Piler External Power

(PEP)

is accessible

through

a receptacle

located

on the right side

of the fuselage

aft of the baggage

door. An external

battery

can be connected

to the socket,

thus allowing

the operator to crank the engine without

having

to gain

access to the airplane's

battery. Instructions

on a

placard

located

on the cover

the

receptacle

should be followed

before

using the external

power.

For instructions

on the use

of the PEP

see: STARTING WITH EXTERNAL POWER

under the Operating

Instructions

Secfion of this

manual.

*Optional

equipment

AIRPLANE AND SYSTEMS

ISSUED: JULY 17,1973 2-t9

CHEROKEE

WARRIOR

SECTION I

LIMITATIONS

The following limitations must be observed in the operation of this airplane:

A. ENGINE

Lycoming O-320-E3D

ENGINE

LIMITS

For

all operations 2700 RPM, 150 HP

B. FUEL

80187

octane aviation

fuel minimum

grade

C. PROPELLER

Sensenich 74DM6, maximum

diameter

74 inches. Minimum diameter 72 inches. Static

RPM at maximum

permissible

throttle setting:

Not over

2375,

not under

2275. No

additional

tollerance

permitted.

McCauley lcl60/EGM7653, maximum diameter

76 inches. Minimum diameter 74.5

inches.

Static

RPM

at maximum

permissible

throttle setting:

Not over 2400,

not under

2300.

additional tollerance

permitted.

D. POWER INSTRUMENTS

OIL TEMPERATURE

FAA

APPROVED

JULY

25,1973

REVISED:

APRIL 16.1976

Green Arc

(Normal

Operating

Range)

Red

Line

(Maximum)

OIL PRESSURE

Green Arc

(Normal

Operating Range)

Yellow

Arc

(Caution

Range)

Rcd

Line

(Mininrum)

l(c:tl

l.inc

(

Mirxirnurrr)

FUEL

PRESSURE

Green

Arc

(NormalOperating

Range)

Red

Line

(Minimum)

Red

Line

(Maximum)

TACHOMETER

Green Arc

(NormalOperating

R*g.)

Red

Line

(Maximum

Continuous

Power)

75'F

245'F

245"F

60 PSI tO 90 PSI

25 PSI

to 60

PSI

()0

I'sl

PSI

to 8

PSI

.5 PSI

8 PSI

500 to 2700

RPM

27OO

RPM

REPORT: VB-573

PAGE 3-l

MODEL:

PA-28-151

CHEROKEE WARRJOR

E. AIRSPEED

LIMITATIONS

AND AIRSPEED

INSTRUMENT

MARKINGS

(Calibrated

Airspeed)

NEVER EXCEED 176

MPH

MAXIMUM STRUCTURAL

CRUISE I4O MPH

MANEUVERING I24 MPH

FLAPS

EXTENDED

(Ser.

nos. 7415001

tlrough 7515449) 125 MPH

FLAPS EXTENDED

(Ser.

nos. 7615001

and up) I 15 MPH

MAXIMUM

POSITIVE

LOAD

FACTOR (Normal

Category)

3.8

MA)0MUM POSITIVE

LOAD FACTOR (Utility

Category)

4.4

MAXIMUM

NEGATIVE

LOAD FACTOR No

inverted maneuvers

approved

AIRSPEED

INSTRI.JMENT MARKINGS

Red Radial Line

(Never

Exceed)

Yellow

Arc

(Caution

Range)

(Smooth

Air Only)

Green

Arc

(Normal

Operating Range)

White

Arc

(Flap

Dorvn Range)

(Ser.

nos. 7415001

through 7515449)

White

Arc

(Flap

Dorvn Range)

(Ser.

nos. 7615001

MAXIMUM WEIGHT

Normal

Category

Utility

Category

BAGGAGE

CAPACITY

176

MPH

(

I s3 KTS)

140 MPH to 176 MPH

(

I 22 KTS

to 153 KTS)

64.5 MPH

tO I40 MPH

(56

KTS

to 122 KTS)

MPH

to 125

MPH

(50

KTS to 109 KTS)

and up) 58 MPH

to I 15

MPH

(50

KTS to 100 KTS)

H. C. G. RANGE

The

datum used is 78.4

inches ahead of wing

leading edge

at the intersection

of the

straight

and tapered

section.

l. Normal

Category

Weight

(Pounds)

232s

I 950

2. Utility

Category

Weight

(Pounds)

950

REPORT: VB-s73

PAGE

3-2

MODEL:

PA-28-l5l

Forward

Limit

(ln.

Aft of Datum)

ti7.0

83.0

Forward

Limit

(ln.

Aft of Datum)

83.0

2325

LBS

I95O

LBS

2OO

LBS

Rearward

Limit

(ln.

Aft

Datum)

e3.0

93.0

Rearward

Limit

(ln.

Aft

of Datum)

86.5

FAA APPROVED

JULY

25,1973

REVISED:

JULY

14.1975

Straight

line

variation

between

points given.

CHEROKEE WARRIOR

NOTE

It is the responsibility of the airplane owner

and the pilot to

insure that the airplane is properly

loaded. See Weight and

Balance Section for

proper

instructions.

I. MANEUVERS

l. Normal

Category

All acrobatic maneuvers including spins

prohibited.

2. Utility

Category

Approved maneuvers

for Utility Category

only.

Steep

Turns

Lazy

Eights

Chandelles

J. PLACARDS

In full view of the

pilot:

Entry

Speed

I24MPH

I24 MPH

..THIS

AIRPLANE

MUST BE OPERATED AS A NORMAL OR

UTILITY CATEGORY AIRPLANE IN COMPLIANCE

WITH

THE

OPERATING

LIMITATIONS STATED IN THE

FORM

PLACARDS,

MARKINGS AND MANUALS.

ALL MARKINGS

AND PLACARDS

ON THIS AIRPLANE

APPLY TO ITS OPERATION AS A UTILITY CATEGORY

AIRPLANE. FOR NORMAL AND UTILITY CATEGORY

OPERATIONS, REFER TO THE AIRPLANE FLIGHT

MANUAL.

NO ACROBATIC MANEUVERS ARE APPROVED FOR

NORMAL CATEGORY OPERATIONS. SPINS ARE

PROHIBITED

FOR NORMAL AND UTILITY CATEGORIES.''

In full view of the

pilot,

the following takeoff and landing check

lists will

be installed:

TAKEOFF

CHECK

LIST

Fuel on

proper

tank Mixture set Fasten belts/harness

Electric fuel

pump

on Seat backs

erect Trim

tab

set

Engine

gauges

checked Controls

- free

Flaps

set Door

latched

Carb heat off

l. On aircraft

with

ser.

nos.

Fuel on

proper

tank

Mixture rich

Electric fuel

pump

74I

5001 through

7 5|5449.

LANDING CHECK LIST

Flaps

set

(

125

mph)

Seat backs erect Fasten

belts/harness

2. On aircraft

with

ser.

nos. 7615001

and

up.

LANDING

CHECK LIST

Fuel

proper

tank Flaps

set

(

I I 5

mph)

Mixture

rich Seat

backs

erect Fasten

belts/harness

Electric

fuel

pump

FAA APPROVED JULY 25,1973

REVISED:

JULY 14.1975 REFORT:

VB-573

PAGE

3-3

MODEL:

PA-28-l5l

CHEROKEE WARRIOR

Adjacent

to upper

door

latch:

..ENGAGE

LATCH BEFORE FLIGHT.''

On the instrument

panel

in full view

of the

pilot:

..DEMONSTRATED

CROSSWING

COMPONENT

20 MPH.''

On inside of the

baggage

compartment door:

..BAGGAGE

MAXIMI.JM

2OO LBS''

..UTILITY CATEGORY OPERATION

- NO BAGGAGE

AFT PASSENGERS

ALLOWED. NORMAL CATEGORY

OPERATION

- SEE AIRPLANE FLIGHT MANUAL WEIGHT

AND BALANCE SECTION FOR BAGGAGE AND AFT

PASSENGER

LIMITATIONS.''

In full view of the

pilot:

..ROUGH

AIR OR MANEUVERING SPEED

- I24 MPH.''

..UTILITY

CATEGORY

ONLY.''

ACROBATIC

MANEUVERS

ARE LIMITED

TO THE FOLLOWING:

SPINS

PROHIBITED

STEEP TURNS

LAZY EIGHTS

CHANDELLES

ENTRY

SPEED

I24 MPH

124 MPH

I24 MPH

FAA APPROVED JULY 25,1973

REVISED:

AUGUST

1,1973

On the instrument

panel

in full view of the pilot when the supplementary

white strobe

lights are

installed:

..WARNING

- TURN OFF STROBE

LIGHTS

WHEN

TAXIING

IN VICINITY OF OTHER

AIRCRAFT, OR DURING FLIGHT

THROUGH CLOUD.

FOG OR

HAZE."

REPIORT:

VB-573 PAGE

MODEL:

PA-28-151

CHEROKEE

WARRIOR

SECTION U

PROCEDURES

l. The stall

warning

system

is inoperative

with the

master switch off.

2. Electric fuel

pump

must be on for both landing and

takeoff.

3. Intentional spins are prohibited. In the event that an unintentional spin is

encountered, recovery can be accomplished

by immediately

using the following

procedures:

a. THROTTLE

IDLE

b. AILERONS.

NEUTRAL

c. RUDDER

FULL OPPOSITE

TO DIRECTION

OF ROTATION

d. CONTROL

WHEEL

- FULL FORWARD

e. RUDDER

NEUTRAL

(WHEN

ROTATION STOPS)

f. coNTRoL WHEEL

- AS REQLIRED TO SMOOTHLY REGAIN LEVEL

FLIGHT ATTITUDE

4. Except

noted

above, all

operating

procedures

for this airplane are

normal.

FAA APPROVED

JULY 25,1973

REVISED: JULY 14,1975 REPTORT:

VB-573 PAGE

3-5

MODEL:

PA-28-151

CHEROKEE

WARRIOR

THIS PAGE

INTENTIONALLY LEFT BLANK

REFORT: \tB-573 PAGE

MODEL:

PA-2&lsl FAA APPROVED

JULY 25, 1973

REVISED:

AUGUST 1,1973

CHEROKEE WARRIOR

SECTION M

PERFORMANCE

The following performance

figures were obtained during FAA type tests and may be

reahzed under conditions

indicated

with the airplane

and engine in good

condition

and with

average

piloting

technique.

All performance

given

for 2325

pounds.

Loss of altitude during stalls

varied from 100

to275 feet, depending on configuration

and

power.

Stalling speeds, in mph.

power

off, versus

angle

of bank

(Calibrated

Airspeed):

Angle of Bank

Flaps

Down

FAA APPROVED JULY 25,1973

REVISED:

AUGUST

30. 1973

64.5

60'

400

20"

500

REPORT:

VB-573 PAGE

3-7

MODEL: PA-28-151

CHEROKEE WARRIOR

SECTION

OPTIONAL EQUIPMENT

NOTE

THE INFORMATION CONTAINED IN THIS SECTION

APPLTES WHEN

THE RELATED EQUIPMENT IS INSTALLED

IN THE AIRCRAFT.

A. Electric Pitch

Trim Installation

B. AutoFlite II Installation

C. Installation of Piper

AutoControl III and/or

AutoControl IIIB

FAA APPROVED

JULY 25, 1973

REVISED:

JANUARY

17,

197 5 REFTORT:

VB-573 PAGE

13.9

MODEL: PA-2&151

CHEROKEE WARRIOR

I A. ELECTRTC

PrTCH

TRrM TNSTALLATTON

The following emergency information applies in case of electric pitch trim

malfunction:

l. In case of malfunction, disengage electric

pitch trim by pushing

pitch trim

switch

on instrument

panel

to OFF position.

2. In an emergency, electric

pitch trim may be overpowered using manual

pitch

trim.

3. [n cruise configuration, malfunction results in l0' pitch

change and

2OO ft

altitude

variation.

4. In approach

configuration,

a malfunction can result

in a 5

pitch

change and 50

ft altitude loss.

FAA APPROVED

JULY 25.1973

REVISED: JANUARY

17. 1975 REFORT:

VB-573

PAGE

3-l I

MODEL:

PA-2&151

CHEROKEE WARRIOR

I B. AUTOFLITE II INSTALLATION

I. LIMITATIONS

a. Autopilot

use is

prohibited

above 170 MPH-CAS.

b. Autopilot

"OFF" for takeoff and landing.

2' t*o::outflHaloperation

Refer

to the current

AutoFlite

II Owner's Handbook.

b. Emergency

Operation

(l) In case of malfunction, PRESS

disconnect switch on pilot's control

wheel.

(2) Rocker

switch on instrument

panel

- OFF.

(3) Unit may be overpowered

manually

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 descending flight could

result

in a 60' bank and a 320 foot altitude loss

measured

at I

70 MPH

CAS in a

descent.

(5) An autopilot runaway, with a I second delay in the initiation of

recovery, during an approach

operation,

coupled

or uncoupled, could

result

in a l5 o

bank and a 2O foot altitude loss.

FAA APPROVED

AUGUST

30.1973

REVISED: JANUARY 17. 197 5 REPORT:

VB-573

PAGE

3-15

MODEL:

PA-28-l5l

CHEROKEE WARRIOR

c. INSTALLATION

OF PIPER

AUTOCONTROL

lrr AND/OR AUTOCONTROL

IIIB

I. LIMITATIONS

a. Autopilot OFF

during

takeoff and

landing.

b. Autopilot

use

prohibited

above 140 MPH CAS.

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 engage roll section.

Rotate roll command knob Left and Right and observe

control wheel describes

a corresponding

Left and Right

turn. then center knob.

(b) Set

proper

D.G. Heading

or1

D.G.

and turn Heading

lndice

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.

available check

Omni mode on Radio

Coupler

by swinging Omni needle left and right slowly.

Observe that

control

wheel

rotates in direction of needle movement.

(d) Disengage

by placing

the A/P ON/OFF switch to the

"OFF"

position.

b. IN-FLIGHT

(

l) Trim airplane

(ball centered).

(2) Check air pressure

or vacuum

to ascertain that the Directional Gyro

and Attitude Gyro are receiving sufficient

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

bank should not exceed

30o.)

(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 select

a new aircraft

heading,

push

D.G. heading knob IN and rotate, in desired

direction of

turn, to the desired heading.

NOTE

In HDG mode the maximum bank angles are limited to

approximately 20" and single

command. heading

changes

should

be limited to 150'. (flDG lndice not more than 150o from

actual aircraft

heading.)

FAA

APPROVED

JUNE

14,1974

REVISED:

JANUARY

17.

197 5 REPORT: VB-573

PAGE

3-17

MODEL:

PA-28-151

CHEROKEE

WARRJOR

(4) VOR(a) To IntercePt:

l. Using OMNI Bearing

Selector,

dial desired

course'

inbound

or outbound.

2. Set identical

heading

on Course

Selector

D.G.

3. After aircraft has stabilized,

position coupler mode

selector knob to OMNI mode. As aircraft nears

selected

radial, interception and crosswind

correction

will be automatically accomplished

without further

switching.

NOTE

If aircraft

position is less

than 45

o from selected

radial,

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

the OMNI indicator needle

swings.

This alternate

banking

limited to the

standard

D.G. bank

angle,

is an

indication

of station

passage.

(b) To select

new course:

l. To select a

new

course

or radial,

rotate

the

HDG indice

to the desired

HDG (match

course).

2. Rotate OBS to the new course. Aircraft will

automatically turn to the intercept heading

for the

new

course.

stations:

L If same

course

is desired,

merely tune receiver

to 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 selector

to OMNI mode.

(5) VOR Approach

Track inbound

to station as

described

in VOR navigation

section.

After station

passage:

(a) Dial outbound course

on Course

Selector

D'G., then dial

same course

on OBS.

(b) After established

on outbound radial, position coupler

mode selector

to HDG mode and

select outbound

procedure

turn heading.

After 40 seconds to I minute select

a turn in

the desired direction with the Course

Selector

D.G. to the

inbound

procedure

turn heading.

course.

(d) When aircraft heading

is 45" to the inbound course,

dial

Course Selector D.G. to inbound course and position

coupler

mode selector

to OMNI mode.

REPORT:

VB-573 PAGE 3-18

MODEL:

PA-28-151 FAA APPROVED

JUNE 14.1974

CHEROKEE

WARRIOR

NOTE

For precise tracking over OMNI station, without "S" turn,

position coupler mode selector to HDG mode just prior to

station passage.

If holding pattern is dcsired,

position coupler

mode selector

to HDG mode at station passage

inbound and

select

outbound heading

in direction

of turn. After elapsed time.

dial inbound course on Course Selector D.G. When aircraft

heading

is 45

to radial,

position

coupler

mode selector

to OMNI

mode.

(6) LOC Approach Only

(a) To intercept dial ILS outbound course

on Course Selector

D.G. When stabilized,

position coupler mode selector to

(b)iJfr

il*"tii':"#:i*rl'r.B.;"rff JHi'illi:ffi':l:r

procedure turn heading.

After one minute, dial inbound

procedure

turn heading

in direction of turn.

heading

is 45o to ILS inbound course

dial

inbound course on Course Selector D.G. and position

coupler

mode

selector to LOC NORM mode.

(d) At the missed

approach

point (M.A.P.),

or when

missed

liji: lit : ;'ff [ 1I3.T

:il #.t'J,ff.ff

:: I

t o r t o

H D

(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

selector

to LOC NORM mode.

(b) After interception

and when beyond fix, position coupler

mode selector

to HDG and dial outbound procedure

turn

heading. After one minute, dial inbound procedure

turn

heading

in direction of turn.

on Course Selector

D.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) Missed

approach

- same

Front Course.

(See (6) d)

REPORT:

VB-573

PAGE

3-19

MODEL:

PA-28-151

FAA APPROVED

JUNE

14. 1974

CHEROKEE

WARRIOR

C. EMERGENCY OPERATION

(l) In an

emergency the

AutoControl

can

be disconnected

by:

(a) Placing

the

A/P ON/OFF

switch to the

"OFF" position.

(b) Pulling the Autopilot circuit

breaker

(aircraft

S/N 28-7615001

and up).

(2\ The AutoControl

can

overpowered

at either

control

wheel.

(

) *"**:Tfi.':;

:;?l;, T'l #':':ff

l, ::'::,::

"ffi

,:t"b1i

"ii

result in a

600 bank and 100 foot altitude

loss.

(4) An Autopilot runaway, with a I second

delay in the initiation of

l! i,lil? ;',tlT;?

;ll 1%"[;,o;'11

llx?

;:lo

u nc ou

pre

d' co ur

3. PERFORMANCE

No change.

REPORT:

VB-573 PAGE

3-20

MODEL:

PA-28-151 FAA APPROVED JUNE

14,1974

REVISED:

DECEMBER

l, 197

ETERGE]ICY

PROCEDURES

Introduction

Engine

Power

Loss During

Takeoff +l

Engine

Power

Loss

In Flight

Spins .

Power

Off Ianding

Open

Door

Fire

Loss

of Oil Presure

Loss

of Fuel Pressure

High

Oil Temperature

Alternator Failure

Engine

Roughness

CHEROKEE

WARRIOR

EMERGENCY PROCEDURES

INTRODUCTION

This section

contains

procedures

that are recommended if an emergency condition should

occur during

gound operation,

takeoff, or in flight. These

procedures

are suggested as the

best

course of action for coping

with the particular

condition

described. but are

not a

substitute for

sound

judgment and common sense.

Since emergencies rarely happen in modern aircraft, their

occurrence is usually unexpected,

and the best corrective action may not always

be obvious.

Pilots

should

familiarize

themselves with the

procedures

given

in this section and be

prepared

take appropriate action should

an emergency

arise.

Most basic emergency

procedures,

such

power

off landings, are a part of normal pilot

training. Although these emergencies

are discussed

here, this information is not intended to

replace

such training, but only to provide

a source of reference and review. and to provide

information on procedures

which are not the same for all aircraft.

It is suggested that the

pilot

review

standard emergency

procedures

periodically

to remain

proficient

in them.

ENGINE POWER LOSS

DURING TAKEOFF

The proper action to be taken if loss

of power occurs during takeoff will depend on

circumstances.

L If sufficient runway remains

for a

normal

landing,

land straight ahead.

2. If insufficient runway remains,

maintain a safe airspeed

and make only a shallow

turn

if necessary

to avoid obstructions.

Use of flaps

depends

on circumstances.

Normally,

flaps

should be fully extended for touchdown.

3. If you have

gained

sufficient altitude to attempt a restart,

proceed

follows:

a. MAINTAIN SAFE AIRSPEED

b. FUEL SELECTOR

- SWITCH TO ANOTHER TANK CONTAINING FUEL

c. ELECTRIC

FUEL PUMP

CHECK

d. MIXTURE -

CHECK RICH

e. CARBURETORHEAT-ON

NOTE

If engine failure was

caused by fuel exhaustion,

power

will not

rcgained

after tanks

are switched until empty

fuel lines are filled,

which

may require up

to ten seconds.

If power

is not regained,

proceed

with

the

POWER

OFF

LANDING

procedure.

EDTERGENCY

PROCEDURES

ISSIJED:

JULY 17,1973 +l

CHEROKEE

WARRIOR

ENGINE POWER IJOSS

IN FLIGHT

Complete enghe

power

los is usually

caused

by fuel flow intemrption, and

power

will be

restored shortly

after fuel flow is restored. If power

loss occurs

at low altitude, the first step is

to prepare

for an emergency landing

(See

POWER

OFF

LANDING).

Maintain

an airspeed of at

least 85 MPH,

and

if altitude

permits,

proceed

as follows:

l. Fuel

Selector

Switch to another

tank containing fuel.

2. Electric Fuel Pump

3. Mixture

- Rich

4. Carburetor

Heat

- On

5. Engine

Gaups

- Check

for indication

of the cause

of power

loss.

6. Primer

- Check

locked

7. If no fuel

pressure

is indicated,

check tank selector

position

to be sure it is

on a tank

containing fuel.

When

power

is restored:

E. Carburetor

Heat

- Off

9. Electric

Fuel Pump

- Off

If the above steps do not restore

power, prepare

for an

emergency landing.

If time

permits:

l. Ignition Switch

- "L" then

"R" then back to "BOTH."

2. Throttle and Mixture

- Different

settings.

(This

may restore

power

if the problem

too rich or too lean a mixture,

partial

fuel system restriction.)

3. Try another

fuel tank.

(Water

in the fuel

could

take

some

time to be used

up,

and

allowing the engine

to windmill may restore

power.

If power

loss

due to water, fuel

pressure

indications will

be normal.)

NOTE

If engine failure

was caused

by fuel exhaustion,

power

will not

restored after

tanks are switched

until empty fuel lines are

filled,

which may

require up to ten

seconds.

If power

not restored,

proceed

with

POWER

OFF

LANDING

procedure.

FOWER

OFF LAI{DING

If loss of power

occurs at altitude, trim the aircraft for best

ghding

angle 85 MPH, and

look

for a suitable field. If measures taken

to restore

power

iue not effective,

and

if time permits,

check

your

charts

for

airports in the immediate vicinity;it may

possible

to land at one if you

have

sufficient

altitude.

If possible,

notify the FAA by radio of your

difficulty and intentions.

If another

pilot

passenger

aboard, let them

help.

When

you have located

a suitable field,

establish a spiral

pattern

around

this field. Try to

be 1000 feet

above the field

at the downwind

position

to make a normal approach.

When

the

field can easily be

reached, slow up to 76

MPH

for the

shortest landing.

Excess

altitude may be

lost

by widening

your

pattern,

using flaps

or slipping,

or a combination

of these.

EMERGENCY PROCEDURES

ISSUED:

ruLY 17,1973

4-2

CHEROKEE WARRJOR

Touchdowns

should normally be

made

at the lowest

posible

airspeed,

with full flaps.

When

committed

to landing:

l. Ignition

Off

2. Master

Switch

Off

3. Fuel Selector

Off

4. Mixture

Idle CutOff

5. Seat Belt

tight

and Shoulder

Harness

in place.

SPINS

Intentional

spins are prohibited

in this aircraft.

If a spin is inadvertently entered,

immediately use the following

recovery

procedures:

I. THROTTLE

IDLE

2. RUDDER

FULL OPPOSITE

TO DIRECTION OF

ROTATION

3. CONTROL

WHEEL

FULL FORWARD

4. RUDDER

NEUTRAL

(WHEN

ROTATTON

STOPS)

5. CONTROL

WHEEL

- AS REQUIRED TO SMOOTHLY

REGAIN

LEVEL

FLIGHT

ATTITUDE

OPEN DOOR

The

cabin door on the Cherokee Warrior

is double latched, so

the

chances

of it springing

open in flight

at both the

top and bottom are remote. However, should

you forget

the

upper

latch, or not engage the lower

latch, the door may

spring

partially

open.

This will usually

happen

at takeoff or soon

afterward. An open

door

will not affect normal flight characteristics,

and a normal

landing

can be made with

the door open.

If both

upper

and lower latches

open, the door will trail slightly

open, and airspeed

wiil

reduced slightly.

To close the door in flight,

proceed

as follows:

l. Slow

aircraft to 100 MPH.

2. Cabin

Vents

3. Storm

Window

- Open

4. If upper latch is open

- latch. If lower

latch is open

- open top latch,

push

door

further

open, and

then close rapidly.

Latch top latch.

A slip

in the

direction

of the

open

door will assist in latching

procedure.

EMERGENCY PROCEDURES

ISSLJED:

JULY 17.1973 +3

CHEROKEE

WARRIOR

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,

since the action to be taken differs

somewhat

in each

case.

l Source

of Fire

- Check

a. Electrical

Fire

(Smoke

in Cabin):

(

l) Master Switch

- Off

(2) Vents

Open

(3) Cabin

Heat

Off

(4) Land as soon

practicable

b. Engine Fire:

(

) In case of engine

fire in flight

(a) Fuel Selector

OFF

(b) Throttle

IDLE CUT

OFF

(d) Heater

Off (In all cases of fire)

(e) Defroster

- OFF (ln all cases

of fire)

(f) If terrain

permits

- Land Immediately

The possibility

of an engine

fire in flight is extremely

remote.

The

procedure

given

above

general

and

pilot judgment

should

be the deciding

factor

for action

in such an

emergency.

(2)

ll,*i?

:l;'ffiT:Jffi

,"ljl:f.'".

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 engine has already started

and is

running,

continue operating

to try

pulling

the

fire into the engine.

case stated in (a) and (b), if the fire continues

longer

than a

few seconds, the fire should be extinguished

by the best available

external means.

(d) If extemal

fire extinguishing

is to be applied

l. Fuel Selector

Valve

- OFF

2. Mixture

IDLE CUTOFF

EMERGENCY

PROCEDUR.ES

ISSUED:

JULY

17.1973

CHEROKEE

WARRIOR

LOSS OF OIL PRESSURE

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

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

increase

in temperatures,

or oil smoke,

are apparent, and an airport

not close.

lf engine

stoppage occurs,

proceed

to POWER

OFF LANDING.

LOSS OF FUEL PRESSURE

l. Electric

Boost Pump

2. Fuel Selector

Check

on full tank

If problem is not an empty fuel tank, land as soon

practical

and have the fuel system

checked.

HIGH OIL TEMPERATURE

An abnormally high oil temperature

indication may be caused

by a low oil level,

obstruction in the oil cooler,

damaged or improper baffle seals,

a def'ective

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.

EMERGENCY

PROCEDURES

ISSUED:

JULY

17,1973 +5

CHEROKEE

WAR.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

powered

device, such

as the

landing

light.

If no increase

in the

ammeter

reading

is noted, alternator

failure can

be assumed.

l. Reduce electrical

load.

2. Alternator

Circuit

Breakers

- Check

3. "Alt" Switch

Off (for I second), then

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 supplied

by the

battery.

ENGINE ROUGHNESS

Engine roughness

is usually

due to carburetor

icing

which is indicated

by a drop in RPM,

and may be accompanied

by a slight loss of airspeed

or altitude.

If too much ice

is allowed

accumulate,

restoration

of full power

may not be

possiblel

therefore,

prompt action

is required.

l. Carburetor heat - on (See Note). RPM will decrease

slightly and roughness

will

increase.

Wait for a decrease

in engine roughness

or an increase

in RPM,

indicating

ice

removal.

If no change

in approximately

one minute,

return

carburetor

heat

to OFF. If

the engine

is still rough,

try steps below.

a. Mixture - Adjust for maximum smoothness.

Engine

will run rough

if too rich or

too lean.

b. Electric

Fuel

Pump

- On

c. Fuel Selector

- Change

to other tank to see

if fuel

contamination

is the

problem.

d. Engine Gauges

- Check for abnormal readings.

If any gauge

readings

are

abnormal,

proceed

accordingly.

e. Magneto Switch - "L" then "R" then back to "BOTH." If operation is

satisfactory

on either

magneto,

proceed

on that magneto

at reduced

power,

with

mixture full rich, to a landing at the first available

airport.

If roughness

persists,

prepare

for a

precautionary

landing

at pilot's

discretion.

NOTE

Partial carburetor

heat may cause

partial melting of ice which

will refreeze in the intake system; therefore when using

carburetor

heat, always

use full heat and when ice is removed

retum to the full cold position.

EMERGENCY

PROCEDURES

REVISED:

JANUARY

25, 197

444

CHEROKEE

WARRIOR

INDEX. WEIGHT

AND BALANCE

Log of Revisions

Weight

and Balance

Weight

and Balance Data

Weight

and Balance Data

C. G. Range and

Weight

Instructions

Equipment

List .

A. Propeller and Propeller Accessories

B. Engine

and

Engine

Accessories

C. Landing Gear

and

Brakes

D. ElectricalEquipment

E. Instrument

F. Miscellaneous

G. Engine

and

Engine

Accessories

(Optional

Equipment) . . .

H. Electrical

Equipment

(Optional

Equipment) . . .

I. Instruments

(Optional

Equipment) . .

J. Autopilots

(Optional

Equipment) . . .

K. Radio Equipment

(Optional

Equipment)

. . .

L. Miscellaneous

(Optional

Equipment)

Weighing Procedure

5-iii

5-l

5-3

5-7

5-8

5-l I

5-t2

5-r

5-14

5-l 5

5-16

5-17

5-l

5-20

5-21

5-22

5-26

REPTORT:

VB-535

PAGE

5-i

MODEL:

PA-2&151

ISSUED:MAY

14, 1973

CHEROKEE

WARRIOR

WEIGHT AND BALANCE

In order

to achiel'e

the

performance and

flying characteristics

which

are

designed

into the

airplane,

must be

flown

with

the weight and

center

gravitl

(C.G.1

position within the approved

envelope.

The

aircraft

offers

a tremendous

flexibilitl

of loading. However,

you

cannot fill the

airplane.

with

the maximum

number of

adult

passengers.

full

fuel

tanks and maximum

baggage.

With the

flexibility

comes

responsibility'.

The

pilot

must insurethat

theairplane is loaded

uithin the

envelope

before

he tnakes

a takeoff.

Misloading

carries

consequences

for any aircraft.

An overloaded

airplane

will not take off,

climb or cruise

as well as a properl-v-

loaded

one. The heavier the airplane

is loaded,

the less

climb perforrnance

it will have.

Center of gravity is a determining

factor in flight characteristics.

If the C.G. is too far

forward in arry airplane,

it rnay

be difficult to rotate

for takeoff or landing.

If the C.G. is too far

aft, the airplane may rotate prematurely

orr takeoff or try to pitch up dnring climb.

I-ongitudinal

stability

will be reduced.

This can

lead

to inadvertent stalls

and

even spins:

and

spin

recovery

becomes

difficult as

the

center

of gravity

moves aft of the approved

limit.

A properly loadeC aircraft.

however.

u'ill

perform

as intended. Before

the airplane

delivered.

weighed,

and

a basic

weight and

C.G.

location is computed.

(Basic

weight

consists of

theempty

weight of

the

aircraft

plus the unusable

fueland full oil capacity.) Using

the basic

u'eight

and C.G.

location,

the

pilot can easily'determine

the

weight and C.G.

position

for the loaded airplane by

compuring

the

total

weight

and

moment

and then determining

whether thev

are

u ithin the approved

envelope.

The basic

u,eight and C.G.

location for a particular

airplane are recorded

in the

weight

and

balance

section

of the Airplane

Flight Manual.

The current

values should always

used. Whenever

new

cquipment

added

or any

modification

work is

done,

the mechanic responsible for the work is

required

to compute

new basic

weight

and

basic C.G.

position

and to write these in the aircraft log

book.

The owner

should make

sure that it is done.

A weight

and balance

calculation

is necessar-v in determining

how much fuel or

baggagecan

boarded

so as

to keep

within allowable limits. Check

calculations

prior

to adding

fuel to insure

against

improper

The

following

pages

are

forms used in

ueighing

airplane

production

and in computing

basic

weight, basic C.G.

position. and useful

load.

Note

that

the

useful

load

includes fuel.

oil.

baggage.

cargo

and

passengers.

Following

this is the method

for computing takeoff weight

and C.G.

ISSUED:

MAY 14, 1973

REVISUD:

Al'Rll.

6. 1979 REPORT: vB-535

PAGE 5-l

MODEL:

PA-2&l5l

CHEROKEE

WARRIOR

I{EIGHT AND BAI.ANCE DATA

WEIGHING PROCEDURE

At the time of delivery,

Piper Aircraft Corporation

provides

each airplane

with the licensed

empty weight and centerof gravity

location. This data

on Page

5-7.

The removal or addition of an excessive

amount of equipment or excessive

airplane

modifications can affect the licensed empty weight and empty weight center

of gravity.

The

following is a weighing

procedure

to determine

this

licensed

empty weight

and

center of gravity

location:

I. PREPARATION

a. Be certain that all

items checked in the airplane equipment

list are installed

in the proper

location in the airplane.

b. Remove excessive

dirt. grease,

moisture, foreign items such as rags and

tools

from the airplane

before

weighing.

c. 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.

CAUTION

Whenever

the fuel system

is completely

drained and fuel is re-

plenished

it will be necessary to run the engine for a minimum of

minutes at 1000 RPM on each tank to insure no

air exists in the fuel

supply lines.

d. Drain all oil from the engine. by means of the

oil drain, with the

airplane in

ground attitude. This will leave

the undrainable

oil still in the system.

Engine oil temperature

should be in the normal operating

range before

draining.

e. 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

in the

proper

location

and all entrance

and baggage doon closed.

f. Weigh the airplane inside a closed building to prevent errors in scale

readinss

due to wind.

2. LEVELING

a. With airplane

ol'r

scales.

block

main

gear

oleo

pistons

in the fully

extended

position.

ISSUED:MAY

14. 1973

REVISIiD:

APRII-

6. 1979 REPORT:

VB-535

PAGE

5-3

MODEL:

PA-28-l5l

CHEROKEE

WARRIOR

b. Level airplane

(see

diagram) deflating nose

wheel tire, to center

bubble on

level.

3. WEIGHING

AIRPLANE

EMPTY

WEIGHT

a. With the airplane

level

and brakes

released,

record

the weight

shown

c'ach scale.

Deduct

the

tare. if any'

from

each reading'

4. EMPTY

WEIGHT

CENTER

OF GRAVITY

a. The following geometry

applies

to the

PA-28-l5l airplane

when

airplane

level

(See

Item

2).

G. Arm

Level

Points

(Fuselage)

78.4

Wing Leading

Edge

R+L

The

clatunt

78.4 inches ahead

of the

wing leading edge at the

intersection

of the straight

and

tapered

section.

A-

B-

REPORT:

vB-s35

PAGE 54

MODEL:

PA-28-l5l ISSUED: IvtAY

14, 1973

REVISED:

APRll.

t,r79

Scale

Position

and

SYmbol

Scale

Reading Tare Net

Weight

Nose

Wheel (N)

Rieht

Main

Wheel (R)

Left

Main

Wheel (L)

Airplane

Empty

Weight, as

Weighed

(T)

CHEROKEE

WARRIOR

Obtain measurement

"A" by measuring

from a plumb

bob dropped from

one wing leading edge, at the intersection

of the straight

and inboard

tapered section, horizontally and

parallel

to the airplane centerline,

to the

main wheel centerline.

Obtain measurement

"B" by measuring

the distance from the main

wheel

centerline,

horizontally

and

parallel

to the airplane centerline,

to each side

of the nose

wheel

axle.

Then average the

measurements.

The empty weight center of gravity (as weighed including optional

equipment and undrainable

oil) can be determined

by the following

formula:

C.G.Arm

= 78.4+A-B(N)

G. Arm = 78.4

+ ()-( )( )-

() inches

5. LICENSED

EMPTY WEIGHT AND EMPTY WEIGHT CENTER

OF GRAVITY

Weight Arm Moment

Empty Weight

(as

weighed)

Unusable

Fuel

(2.0

gal.) t2 tb 103.0 1236

Licensed

Empty Weight

ISSUED:

MAY 14, 1973

REVISED:

JLjNE

14,1974 REPORT:

VB-535

PAGE

5-5

MODEL:

PA-2&lSl

CHEROKEE

WARRIOR

;d,"

"(+

.;$!

.a( gal

xi +?9'

\6 9\

"Ss

rs"

Zt/

z'/

450

400

350

3 3oo

r 25O

O o^^

150

100

GRAPH

05101520253035404550

MOMENT/IOOO

(POUNDS

. INCHES)

REPTORT:

VB-535

PAGE

5-9

MODEL:

PA-28-151

ISSUED:

I|{AY 14, 1973

CHEROKEE

WARRIOR

LlJ

2800

2600

2400

zmo

2000

1800

1600

1400

1 200

REPORT:

VB-535 PAGE

5-10

MODEL:

PA-28-151

RANGE AND

WEIGHT

DATUM

ISSUED: MAY 14,

1973

REVISED:

JANUARY

25. 197

NORMA CArEGC

rRY

.a /

/-UTLIT\

CATEGOIY

82''p.8688909294

WESTERN

AVIONICS,

INC.

19331

AIRPORT

WAY SO.

SANTA ANA,

CALIFORNIA

92707

F.A.A.

REPAIR

STATION NO.

465-45

(714)

852-8300

Ext. 64

DATE B- 1-89

REVISION

OF WEIGHT

AND BALANCE

DATA AND

EOUIPMENT

LIST

MODEL PIPER

WARRIOR SERTAL NO. 28-261q41'l N- 6q63 J

ITEM WEIGHT ARM MOMENT

T12MP12A1

P/S

RST - 501 AUDIO PNL

EMPTY

RPLANE

L24430.8

CURRENT

EMPTY

AIRPLANE

STAI{

USEFUL

LOAD 2325-L437

PREPARED

BY:

ERICKSO\

0PERrilil8

rlrsIRUCIl0llS

Preflight

Walk-Around Inqpection

Starting

Engrne

Starting

Engine

When

Cold

Starting

Engine When

Hot

Starting

Engine

When Flooded

Starting

Engrne with External Power Source

Warm-Up

Ground Check

Takeoff

Climb

Stalls

Cruising

Turbulent Air Operation

Maneuven

Engine Power Loss .

Approach and Landing . .

Stopping

Engine 7'9

Airspeed Data . 7-9

Mooring 7'9

Weight and

Balance 7'9

Emergency

Locator Transmitter 7-10

7-l

7-2

7-3

7-5

7-6

7-7

7:7

7-8

CHEROKEE WARRIOR

OPERATING INSTRUCTIONS

PREFLIGHT

The airplane

should be given a thorough preflight and walk-around

inspection. The

preflight

should

include a check

of the airplane's operational

status

and computation of weight

and C.G. limits, takeoff distance, and in flight perfornance.

A weather

briefing

should be

obtained

for the intended

flight path,

and

any

other

factors relating

to a safe

flight should

checked

before takeoff.

WALK-AROUND

INSPECTION

l. In Cabin

a. Release seat

belt securing controls.

b. Master

switch ON.

c. Check

fuel

quantity

gauges.

d. Master switch

OFF.

OPERATING INSTRUCTION S

ISSUED: JULY 17,1973 7-l

CIIEROKEE

WARRIOR

2. Control Surfaces

a. Check for external damage and operational

interference of control surfaces or

hinges.

b. Insure

that wings

and control surfaces are

free of snow, ice, or frost.

3. Wings

a. Visually check fuel supply, secure caps.

b. Drain fuel sumps

(two on each wing for early models,

one on each

wing for later

models).

c. Check that fuel system vents

are open.

d. On left wing check that pitot head cover is removed and that holes in the

pitot*tatic head are unobstructed.

4. Main Landing Gear

a. Check main gear

shock struts for proper inflation (approximately

4.50 inches

showing).

b. Check tires for cuts,

wear

and

proper

inflation.

c. Check

brake blocks and discs for wear

and damage.

5. Nose

Section

a. Inspect windshield for cleanliness

b. Check

the propeller

and spinner

for defects, dirt and cracks.

c. Check

for obvious fuel and oil leaks.

d. Drain

gascolator

fuel sump

(left side of airplane).

e. Check oil level. 8 quarts

maximum.

(Insure

that the

dipstick

properly

seated.)

f. Check cowling

and

inspection

covers for 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 baggage

for proper storage and

security.

c. Close

and secure the baggage compartment

door.

7. Inside

Airplane

a. Upon entering the airplane,

ascertain

that all flight controls operate

properly.

b. Close and secure the cabin door.

c. Check that required

papers

are in the airplane.

d. Fasten seat belts and shoulder harnesses. Check

function

of inertia

reels.

STARTING ENGINE

l. Set

parking

brake ON.

2. Set the carburetor

heat control in the fult OFF position.

3. Select

the desired

tank with the fuel selector

valve.

OPERATING INSTR.UCTIONS

REVISED:

JULY 14,1975

7-2

CHEROKEE

WARRIOR

STARTING

ENGINE

WHEN COLD

l. Open throttle

approximately

l/4 inch.

2. Turn

the master switch ON.

3. Turn the electric

fuel

pump

ON.

4. Move the mixture

control to FULL RICH.

5. Engage the starter

by rotating the

magneto switch

clockwise

and

pressing

in.

6. When the engine

fires, advance

the throttle

to the desired

setting.

If the

engine

does not fire

within five

to ten seconds, disengage

the

starter

and

prime

with one

to three strokes

of the

priming pump

if one is installed.

Repeat the starting

procedure.

STARTING

ENGINE

WHEN HOT

l. Open

the throttle

approximately

l/2 inch.

2. Turn the

master switch

ON.

3. Turn the electric

fuel

pump

ON.

4. Put the

mixture control

in IDLE CUT-OFF.

5. Engage the starter

by rotating

the magrreto

switch clockwise

and pressing

in.

When the engine

fires, advance the

mixture control

and

move the

throttle

to the

desired

setting.

STARTING

ENGINE

WHEN FLOODED

l. Open

the throttle

FULL.

2. Turn the

master switch

ON.

3. Turn the

electric

fuel

pump

OFF.

4. Put the mixture

control

in IDLE CUTOFF.

5. Engage

the starter by rotating

the magneto

switch

clockwise

and pressing

in.

When the engine

fues, advance

the mixture control

and retard

the

throttle.

When the engine

is firing evenly, advance

the throttle to 800 RPM.

If oil pressure

is not

indicated

within 30

seconds,

stop the engine

and determine

the trouble.

In cold

weather it will

take

a few seconds

longer to get

oil pressure

indication.

If the

engine has

failed

to start,

refer

to the

"Lycoming

Operating

Handbook" for the

appropriate

engine

model.

Starter

manufacturers

recommend that

cranking

periods

limited to thirty

seconds

with

two minute rest

between

cranking

periods.

Longer cranking

will shorten

the life of the

starter.

STARTING

ENGINE

WITH EXTERNAL

POWER SOURCE*

An optional

feature

called

Piper

External

Power

(PEP)

allows

the operator

to use an

external

Uittery to crank

the engine

without having

to gain

access

to the airplane

battery.

The

procedure

follows:

l. Turn the

airplane

master

switch

OFF'

*Optional

equipment

OPERATING

INSTRUCTIONS

ISSUED: JULY 17,1973 7-3

CHEROKEE WARRIOR

2. Connect the RED lead of the PEP kit jumper cable

to the POSITIVE

1+1

terminal of an external l2-volt battery and the

BLACK lead

to the

NEGATIVE

(-) terminal.

3. Insert

the plug of the jumper cable into the socket

located

on the airplane's

fuselage.

Turn the airplane master switch ON and

proceed

with the normal engine starting

technique.

After the engine has been started, turn the master switch OFF and disconnect

the

jumper cable

plug from the airplane.

Turn the master switch ON and check the alternator ammeter for indication of

output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF

ALTERNATO R O I.-TTPIj"T.

WARM-UP

Warm-up

the engine at 800

to 1200 RPM for not more than

two minutes

in warm

weather

or four minutes in cold weather.

Avoid

prolonged

idling at low RPM as this

practice

may

result

in fouled spark

plugs.

If necessary

to hold before takeoff,

it is recommended

that the engine

idled at 1200 RPM.

Takeoff may be

made as soon as the

ground

check

is completed,

provided

the throttle

may

be opened

fully without backfiring

or skipping and

without a reduction

in engine

oil pressure.

GROUND

CHECK

Check the magnetos at 2000 RPM by switching

from BOTH to RIGHT,

then

back

BOTH before switching

to LEFT.

The drop on either magneto

should

not exceed

175

RPM, and

each magneto should read

within 50 RPM

of the other.

Prolonged

operation

on one

magneto

should be avoided.

Check

the

vacuum

gauge;

the

indicator

should

read 5" + .l " Hg at 2000

RPM.

Check both the oil temperature and

pressure.

The temperature

may

be low for some

time

if the engine

is being run for the first time of the day,

but as

long as

the oil pressure

is within

limits, the engine is ready

for takeoff.

Check

the annunciator

panel

lights

with the

press-to-test

button*.

Carburctor

hcat should

also

bc checkcd

prior tr.r takcoff

to be

sure that the control

operating

properly

and to clear

any ice that may have

formed during

taxiing.

Avoid

prolonged

operation

with carburetor

heat ON as the air is unfiltered.

Be sure

that carburetor

heat is OFF

for takeoff.

Operation

of the engine driven fuel pump should

be checked

while taxiing or during

preflight

engine runup

by switching the electric

fuel

pump

OFF and

observing the

fuel

pressure

gauge.

The electric

fuel pump should be ON during

takeoff to prevent

loss

of power

during

takeoff should the engine driven

pump

fail. The engine

is warm enough

for takeoff

when the

throttle can be fully opened

without the engine

faltering.

*Serial

nos. 7515001

and

OPERATING

INSTRUCTIONS

REVISED: JLJNE 14.1974

CHEROKEE WARRIOR

TAKEOFF

Just before

takeoff the following

items

should be

checked:

l. Fuel

proper

tank

2. Electric

fuel

pump

3. Engine

gauges

- checked

4. Flaps

set

5. Carburetor heat

off

6. Mixture

set

7. Seat backs

erect

8. Safety belts/harness

- fastened

9. Trim tab

- set

10. Controls

free

I l. Door

latched

The takeoff technique

is conventional. The trim tab should

set

slightly

aft of neutral

with the exact setting determined by the loading of the airplane. Allow the airplane to

accelerate

to 50 to 60 miles

per

hour,

then ease back

on the

wheel enough to let the airplane

fly

itself from the

ground.

Premature raising of the

nose

or raising

it to an

excessive angle

will result

in a delayed takeoff. After takeoff, let the airplane accelerate

to the desired climb speed

lowering

the nose slightly.

Takeoffs are normally made with flaps up; however,

for short field takeoffs and for

takeoffs

under difficult conditions

such as deep

grass

or a soft surface,

distances can be reduced

appreciably

by lowering the flaps to 25

and rotating at lower airspeeds.

Short

Field, Obstacle Clearance:

Lower the flaps to 25

Apply full power

before brake

release.

Accelerate to 66 MPH CAS

and rotate, maintaining 66 MPH CAS until obstacle clearance

has

been attained.

After the

obstacle has been cleared

accelerate to 87 miles

per

hour

and

then

slowly retract

the flaps.

Short

Field, No Obstacle:

Use of partial

flaps does

not decrease

minimum ground

roll, therefore,

leave the tlaps up or

lower the flaps to 25o as

desired. Apply full power

before

brake

release. Accelerate

to 65 MPH

CAS with flaps up or 52 MPH CAS with flaps at 25' and rotate. After breaking

ground,

accelerate

to best

rate

of climb speed of 87 MPH CAS. Slowly

retract the flaps

while climbing

out.

Soft Field,

Obstacle Clearance:

Lower the flaps to 25". Accelerate airplane, lift nose

gear

off as soon as

possible,

and

lift

off at lowest

possible

airspeed. Accelerate

just above

the ground

to 66 MPH

CAS to climb

past

obstacle clearance

height.

Continue climbing

while accelerating to the best

rate of climb speed,

87 miles

per

hour, and slowly retract the flaps.

Soft Field, No Obstacle:

Lower the flaps to 25'. Accelerate

the airplane

and lift the nose

gear

off as soon as

possible,

then lift off at the lowest

possible

airspeed.

Accelerate

just above the ground to the

best

rate of climb speed, 87 miles

per

hour. Climb out while

slowly

retracting the

flaps.

OPERATING

INSTRUCTIONS

REVISED:

APRIL

16.1976

NOTE

Mixture full rich except a minimum

amount of leaning is permitted for

smooth engine

operation

when taking off

at high

elevation.

7-5

CHEROKEE

I{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 gross

weight, these

speeds are somewhat

reduced.

For climbing en route, a speed

of 100 miles

per hour is recommended.

This will

produce better forward

speed and increased

visibility over

the nose

during the climb. Shallow

turns of a few degrees

will also aid

forward

visibility during climb

out.

STALI"S

Stall characteristics

are conventional.

Audible stall

waming is provided

by a horn located

behind the instrument panel

which sounds automatically

at between

5 and l0 miles

per hour

above stall

speed.

Stall speed

at a gross

weight of 2325 pounds

witlt power off and

full flaps

is 58 miles

per

hour.

With flaps up, this speed

is increased.

The stall speed chart is at gross weight. Stall speeds

at lower weights will be

correspondingly

less.

STALL SPEED

TABLE

Angle of Bank Flaps

40' Flaps

Retracted

OO 58

MPH 64.5

MPH

2OO 60 MPH 67 MPH

4OO 66 MPH 74 MPH

5OO 72 MPH 80 MPH

60' 82

MPH 9I MPH

Power

Off - Gross

Weight

2325 Lbs.

CRUISING

'l'hc cruising

speed

is dctcnnincd

by many lacton, including

powcr sctting.

attitude.

temperature,

loading,

and

equipment

installed on the airplane.

The normal cruising

power is 7

of the rated horsepower

of the engine.

True

airspeeds,

which may be obtained at various

altitudes and power settings,

can

be determined

from the

charts in the

Performance Charts Section

of this manual.

Use of the mixture control in cruising flight reduces fuel consumption significantly,

especially at higher altitudes,

and

reduces lead deposits

when

the alternate

fuels are

used.

Tlre mixture should

leaned

when75%

powerorlessisbeingused.

If anydoubtexistsas

to the amount of power being used,

the mixture should be in the FULL RICH position

for all

operations. Always

enrich the mixture before increasing

power

settings.

OPERATING

INSTRUCTIONS

REVISED: APRIL

16,1976

CTTEROKEE

WARRIOR

To lean

the mixture, 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

toward the instrument

panel

until engine

operation becomes smooth.

The continuous

use

of carburetor

heat during cruising

flight decreases

engine efficiency.

Unless icing conditions in the carburetor are severe.

do not cruise

with carburetor

heat on.

Apply FULL carburetor

heat slowly and only for a few seconds

at intervals

determined

by the

icing conditions.

In order to keep the airplane in best

lateral trim during cruise

flight, the fuel should be

used alternately from each

tank. It is recommended

that 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 approximately one

half

hour of fuel. Do not run tanks completely dry in flight.

The following is a list of some fuel management recommendations:

I . Fuel quantity should

be visually

checked

in both tanks

before

entering the airplane.

2. Takeoff should be made on the fuller tank to assure

best fuel flow. and this tank

selected

before or immediately after starting

to establish an

adequate fuel

flow before

takeoff. The tank with the

higher fuel

quantity

should

be selected

for landing.

3. Fuel tank

selection

at low altitude

is not recommended since

adequate recovery

time

is essential

in the event

of an error in fuel

selection.

4. The electric

fuel pump should

be turned on before

switching tanks

and left on for a

short

period

thereafter.

5. To avoid the necessity

of making a hasty selection

and to assure

a continuous

tuel

flow, the selector

should be changed

to another tank before the fuel is exhausted

from the tank in use.

6. Operation of the engine

driven

pump should be checked

while taxiing or during the

preflight runup by switching off the electric fuel pump and observing

the fuel

pressure.

7. During cruise, the electric fuel pump should be in the off position so that any

malfunction

of the engine driven

fuel

pump is immediately

apparent.

8. If signs

of fuel stawation should occur at any time during l-light,

fuel exhaustion

should be suspected. at which time the

fuel

selector

should

immediately

positioned

to the fuller tank and

the

electric

fuel

pump switched

to the

on position.

TURBULENT AIR OPERATION

In keeping with good

operating

practice

r"sed

in all

aircraft,

it is recommended

that

when

turbulc-nt air is cncountercd

or cxpected, the airspeed

be reduced

to maneuvering

spced

reduce

the structural

load caused by gusts

and to allow for inadvertent

speed

build-ups

which

may

occur as a

result

of the

turbulence

or distractions

caused

by the conditions.

MANEUVERS

The airplane

must be operated as a normal or utility category

airplane

in compliance

with

the operating

limitations stated in the form of placards

and markings,

and those

given

in the

Airplane

Flight Manual.

Except for training

maneuvers

(steep

turns,

chandelles,

andlazy

eights)

which are permitted only when the airplane is loaded to the utility category.

acrobatic

maneuvers are

prohibited.

OPERATING

INSTRUCTIONS

REVISED:

JUNE

14.1974 7-7

CHEROKEE

WARRIOR

Intentional spins

are prohibited. Maneuvering

at speeds in excess of 124 mph must be

luvoided

order

to prevent

overstressing

the airframe.

ENGINE POWER LOSS

The most common cause

of engine

power loss is mismanagement of fuel. Therefore, the

flrst step

to take after engrne

power

loss

is to move

the fuel selector to the tank not being used.

This rvill often restore

power even if there is no apparent reason for the engine

to stop

on the

tank being used.

If changing to another tank does not restore

power:

I . Check fuel

pressure

- if electric

fuel

pump is

off, turn it ON.

2. Push

mixture control to full RICH.

3. Check ignition switch. Turn to best

operating magneto

- LEFT, RIGHT, or BOTH.

APPROACH AND LANDING

Before

landing check list:

l. Seat backs

erect

2. Safety belts/harness

- fastened

3. Fuel

- on

proper

tank

4. Electric fuel

pump - on

5. Mixture -

full rich

6. Flaps

set

(

I l5 MPH)*,

The airplane should be trimmed to an

approach speed

of about

80MPH with flaps up.

The

flaps can be lowered at speeds

up tol l5 MPH*, if desired,

and the approach speed reduced

MPH for each

additional notch of flaps. Carburetor heat should not be applied unless there

is an

indication of carburetor

icing, since

the use of carburetor heat causes

a reduction of power

which could be critical should a

goaround be

necessary.

Full throttle operation

with carburetor

heat

on is likely to cause detonation.

The amount of flap used during landings and the

speed of the airplane at contact

with the

runway

should

varied

according to the landing surface, wind conditions,

and airplane

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. Reduce the airspeed

during

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 nose and 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

pressure

is 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 desirable to approach the ground at higher than normal speeds

with

partial

or no flaps.

*125

MPH

on serial nos. 7415001

throush 7515449.

OPERATING

INSTRUCTIONS

nrvtsnu AP-m[

t6, tg76

CHEROKEE

WARRIOR

STOPPING

ENGINE

At the pilot's discretion,

the flaps should be raised

and the electric

fuel pump turned off.

After parking.

the

radios

should

turned off and the

engine stopped by putting

the mixture

control in idle cut-off. The throttle should be left full aft to avoid engine

vibration while

stopping.

-fhe

magneto

and master

switches

should

be turned off arrd the

parking

brake set.

AIRSPEED DATA

All airspeeds

quoted in this manual are calibrated

unless

otherwise noted. Calibrated

airspeed

is indicated

airspeed corrected

for instrument and position errors. The following table

gives

the correlation

between

indicated

airspeed and calibrated airspeed if zero instrument

error

is assumed.

This calibration is

valid only when

flown at maximum gross

weight in level

flight.

AIRSPEED CORRECTION

TABLE

Flaps

IAS

MPH

CAS

- MPH

Flaps

IAS

MPH

CAS

- MPH

135t26lt7108

110

t0798

60 70

150

140

130t2Qr10

r00

t44

60 100

MOORING

The airplane

can be moved on the

ground

with thc ajd of the optiorral nose whecl

tow bar

stowed in the baggage compartment.

Tie-down ropi-s may be

attached to rings

under each wing

and to the tail skid. The aileron and stabilator

controls should

secured by looping

the seat

belt through the control wheel and pulling it snug. The rudder is held in position by' its

connection to the nose

wheel steeriug and normally does

not have to be

secured. The

flaps are

locked

when

in the

full up position

and should

be left retracted.

WEIGHT AND BALANCE

It is the

responsibility

of the owner

and

pilot to determine

that

the airplane

remains

within

thc allowable

weight vs.

center

of gravitl'

etrvelope while in flight.

For weight

and

balance data,

see the

Weieht

and Balance Section

of this

manual.

OPERATING

STRUCTI

ONS

REVISED: JULY

14.1975 7-9

CHEROKEE

WARRIOR

EMERGEN CY LOCATOR TRANST{ITTER*

The Emergency

Locator Transmitter

(ELT) when installed,

is located

in the aft portion of

thc fuselage

just below the stabilator

leading

edge and is

accessible

through a

plate

on the

right

side

of thi fuselage.

(On

aircraft

manufactured

prior

to mid-1975.

this

plate

is retained

by three

stcel Phillips

head screws.

On aircraft

manufactttred

lrom mid-1975 and on, this plate is

.rttached

with three

slottecl-head

nylon screws

for ease of removal;these

screws

may

be readily

rcmoved

with a variety

of common

items

such as

a dime, a key. a

knife blade.

etc.

If there are

po tools

available

in iur

emergency

the screw

heads

may be broken

off by any means.)

The ELT

is an emergency

locator

transmitter

which

meets

the requirements

of FAR 91.52. The

unit operates

on a self-contained

batter-v.'.

The replacement

date as

required

FAA regulations

is marked on the transmitter

label.

The

batter!'

should

also

replaced

if the transmitter

has

been

used in an

emergencl situation

or if

accumulated

test time exceeds

one

hour.

The unit is equipped

with

portable

antenna

to allou

the

locator to be

removed

from the airplane

in case

of an

emergencv and used

portable signal

transmltter.

On the unit itself

is a

three

position

selector

switch

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

selected

when the

transmitter

is installed

at the factory and the switch should

remain in that position

whenever

the r.rnit is installed

in the airplane.

The "ON" position is provided

so the

unit can be

used

as a

portable

transmitter or in the event the automatic

feature was not triggered by impact or to

periodically

test

the function of the

transmitter.

Select

the "OFF" position when changing

the battery, when rearming the unit if it has

been activated

for anv

reason.

or to discontinue

transmission.

NOTE

If the switch has been placed in the "ON" position for any

reason,

the "OFF" position has to be selected

before

selecting

"ARM." If "ARM" is selected directly

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,

provided

to allow the

transmitter

be controlled

from inside

the cabin.

l. On some

models

the pilot's

remote

switch

has three

positions

and 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

to the

"OFFi

RESET"

position.

The

aircraft

master

switclt

mttst be

'rON" 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

switch

is trorntally left in the

down or "ARNI" position.

To turn the transmitter

off. move tlte switch to the

"ON/RESET" position

for one second

then

return

it to the "ARI\'{"

position.

+Optional

equipnrent

OPERATING INSTRUCTIONS

REVIStID:

APRll.

6. tgig

7-10

CHEROKEE WARRIOR

activate

the transmitter

for tests

or other reasons,

move the switch upward to the

"ON/RESET" position

and leave

it in that position

long

transmission

desired.

The locator

should

be checked

during 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

activated

and should

be turned

off immediately.

Reset

to the "ARM" position

and

check

again to insure

against

outside

interference.

NOTE

If for any reason

a test transmission

is necessary,

the operator

must first obtain permission from a local FAA/FCC

representative

(or other

applicable

Authority).

Test

transmission

should

be kept

to a minimal

duration.

OPERATING

STRUCTIONS

REVISED:

JULY

20.1976 7

-ll

IIPERATI}IG TIPS

Operating

Tips 8-l

8-i

CHEROKEE

WARRIOR

OPERATING TIPS

The following

Operating

Tips are of particular

value in the operation

of the airplane.

l. Learn to trim for takeoff so that only a slight

back

pressure

on the

wheel is required

to lift the airplane

from the

ground.

2. The best speed

for takeoff is about 60 MPH under

normal conditions.

Trying to pull

the airplane

off the ground

at too low an airspeed

decreases

the controllability

of the

airplanc

in cvcnt of

enginc

failure.

3. t laps

may bg

lowered at airspccds

to I l5 MPH**. To reduce

flap

operating

loads,

it is desirable

to have the

airplane

at a slower

speed

before

extending

the flaps.

4. Before attempting

to reset

any circuit breaker,

allow

a two to five

minute

cooling

off

period.

5. Before

starting

the engine, check

that all radio switches,

light switches

and the

pitot

heat switch are in the off position to prevent

an overloaded

condition when the

starter

engaged.

6. The overuoltage

relay protects the electronics equipment from a momentary

overvoltage condition

(approximately 16.5

volts and up), or a catastrophic

regulator

failure.

In the event

of a momentary condition, the relay

will open

and the

ammeter

will indicate

"0" output from the alternator.

The relay

may be reset

by switching

the

ALT switch to OFF for approximately

I second and then returning

the

ALT switch

to ON. The ALT light

on the annunciator

panel*

will illuminate

if the

alternator

fails.

Recycle the ALT switch and check the ALT FIELD circuit breaker.

If the failure

persists

after

this action,

reduce

electrical loads and

land as soon

practical.

. The vacuum gauge

monitors the pressure

available

to assure

the correct operating

speed of the vacuum driven gyroscopic

flight instruments.

It also monitors the

condition

of the

common

air

filter by measuring

the

flow of air through

the

filter.

If the vacuum gauge

does

not register

5" t .10" Hg at 2000 RPM, the following

items

should be checked

before

flight:

a. Common

air

filter could

be dirty or restricted.

b. Vacuum lines could

be collapsed

or broken.

c. Vacuum

pump

could

be worn.

d. Vacuum regulator

could

be improperly

adjusted.

The

pressure,

even

though

set correctly,

can read

lower under

two conditions:

(

) Very high altitude

above 12000 feet, (2) Low engine

RPM - usually

on approach

or during

training maneLlvers.

This is normal and should not be considered

malfunction.

8. The shape

of the wing fuel tanks

is such that

in certain

maneuvers

the fuel may move

away from the tank outlet. lf the outlet is uncovered,

the fuel flow will be

interrupted

and a temporary

loss of power may result.

Pilots can

prevent

inadvertent

uncovering

of the outlet by avoiding

maneuven

which could

result in uncovering

the

outlet.

Extreme mnning turning takeoffs

should be avoided

fuel flow intemrption

may occur.

Prolonged slips

or skids

which result

in excess

of 2000 feet of altitude

loss, or

other radical or extreme

maneuvers

which could cause

uncovering

of the fuel outlet

must be avoided

fuel flow interruption

may occur

when tank being

used is

not full.

*Serial

nos.

75 15001

and

x*125

MPH

serial

nos.

7415001

tluough

7515449

OPERATING

TIPS

REVISED:

DECEMBER

l, 1975 8-l

CHEROKEE

WARRIOR

10.

Anti-collision lights should

not be operating

when flying through overcast and clouds,

since reflected light can produce spacial disorientation. Do not operate

strobe lights

when taxiing in the vicinity of other aircraft.

The rudder pedals are suspended

from a torque tube which extends across

the

fuselage. The pitot should

become

familiar with the proper

positioning

of his

feet on

the rudder

pedals

so as to avoid interference with the torque tube when moving the

rudder pedals

or operating the toe brakes.

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.

During letdown and low power flight operations, it may be necessary to lean because

of excessively rich mixture. Always

to full rich prior to landing sequence.

When leaning, careful observation of the temperature instruments should be

practiced.

When alternate fuels are used, the engine should be run up to 1200 RPM for one

minute

prior to shutdown

to clean out any

unburned fuel.

OPERATING TIPS

REVISED:

APRJL

t6,1976

I l.

t2.

13.

t4.

8-2

PERTI|RTA]ICE

CHARTS

Altitude Conversion Chart

Takeoff Performance

Climb Performance

Engine

Performance

Cruise Performance

- True Airspeed

(Best

Power)

Cruise Performance

- True Airspeed

(Best

Economy)

Cruise Performance

- Range

(Best

Power) . .

Cruise Performance

- Range

(Best

Economy) .

Stall Speed vs

Weight

Stall Speed vs

Angle of Bank

Glide Perforrnance

Landing Performance

9-l

9-2

9-3

9-4

9-5

9-6

9-7

9-8

9-9

9-10

9-l

9-t2

9-i

CHEROKEE

WARRIOR

PA-28-l 5l

CHEROKEE

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ALTOTUDE

G@NVERSO@N

CHAR]I

THIS CHART SH(lUTll

BE USED

T(l

DTIERTI]IT

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TR(IH TXISTI]IG

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CHARTS.

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ITTPERITURE.

PERFORMAI{CE CHARTS

ISSI.JED: JULY 17,1973

2{000

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CHEROKEE

WARRIOR

PA-28-l 5l

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PERFORMANCE

CIIARTS

REVISED:

ruNE 14,1974

TAKE@FF

PERFORMANG

PAYTD

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CHEROKEE

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CHARTS

REVISED:

JLJNE 14,1974

200

PA-28-l 5l

CHEROKEE

f00 600 t00

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CHEROKEE

WARRIOR

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CHEROKEE

2100 2200 2300 2{00 2500 2600 2700

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CHARTS

REVISED: JUNE 14,1974

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14,1974

tu0

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IIRSPT$

- NPH

CHEROKEE

WARRIOR

€

lrl

f.l

trl

ttl

rf000

r 2000

r 0000

8000

6000

f000

2000

0E00

550

PA-28-l 5l

CHEROKEE

650 700 750

RA]IGE

- SIIruTE

iltES

(RUISE PERF@RMANGE

- RANG

18 GAt.

TUEI

GR(ISS

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PERF ORMAfjCE

EIIA]RTS

REVISED:

JUNE 14.1974 9-7

CHEROKEE WARRJOR

PA-29-l 5l

CHEROKEE

t{000

| 2000

0000

lrl

; 8000

> 6000

l*l

f000

2000

0550 600 650 700 t50

RAilGT

- STITUTE

TIttS

PEMORMAI{CE

CI-IARTS

REVISED:

JUNE

14.1974

3RUISE

PERF@RMANGE

- RANG

fi eil ruil GR0SS

WHCHT

2325 18S.

BEST rc0lt0rY

WHtEt

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9-8

CHEROKEE

WARRJOR

PA-28-l 5l

CHER.OKEE

1500 n00 1900 2100 2300 2500

TIRCRTTT GRI|SS

TTTIGHT

- tBS.

aa,

-60

!+l Grt

E iru

v, 10

PERFORMANCE

CHARTS

ISSI.JED:

JULY 17,1973

STALL

SPEED

GR@SS

WEIGHT

P0lvtR

(lFt

rttll

9-9

CHEROKEE

WARRIOR

€

PA-28-l 5l

CHEROKEE

0r02030f05060

ATGTE

OT BITT

- OEORTIS

100

280

-llo

lrl

t*l

=oo

PERFORMANCE CHARTS

ISSUED:

JULY 17,1973

STALLONG

SPEED

ANGLE @F

BANK

GR(ISS

U|HGHT 2325

tBS.

P(lutER

(|ft

trrtl

oifl

$u*si\

9-10

CHEROKEE

WARRIOR

tr roooo

= tooo

l^l

lrl

= oooo

PA-28-l 5l

CHEROKEE

GLODE

PERFORMANGE

GR|ISS ftEtGHI 2325 t3S.

85 tPil CrS

PR(IP fftlilriltultc

TLAPS

- 110 Wlllll

lrlllll

0 5 l0 15 20 25 30 35

f,-n

GtIDt

RITSI

- SITTUTE

HUS

PERFORMAI{CE CHARTS

REVISED:

JUNE 14,1974 9-11

CHEROKEE

WARRIOR

€

PA-28-l 5l

CHEROKEE

0 200 f00 600 800 t000 1200

ulrDiltc llrsTAlrcE

- FEIT

7000

6 000

5000

lrl

f.l

; {000

frl

2000

| 000

9-12 PERFORMANCE

CHARTS

REVISED:

JUNE

14,1974

Llllllll

,ANDING

PERF@RMANG

GR0SS

tfEtGHT 2325

tBS. P(llltR

(ltt

40" TIAPS

PAYED

TEYTI

IIRY

RUI{IIAY

1t0 Tilltll

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APPR(IACH

SPTED

73 TPH

CAS

lllllll

EI =l

{

ul EI

-i

el +

HA}IDIIIIG A]ID SERYICI]IG

Ground

Handling

Towing

Taxiing

Parking

Mooring

Cleaning

Engine

Compartment

Cleaning

Landing Gear .

Cleaning

Exterior Surfaces

Cleaning

Windshield

and

Windows

Cleaning Headliner, Side

Panels

and Seats

Cleaning Carpets

Power

Plant Induction

Air Filter

Removal

of Induction Air Filter

Installation of Induction Air Filter

Brake

Service

Landing Gear Service

Propeller

Service l0-8

Oil

Requirements l0-8

Fuel System l0-9

Servicing

Fuel

System l0-9

Fuel Requirements l0-9

Filling Fuel Tanks I

GlO

Draining Fuel

Valves

and

Lines I GlO

Draining

Fuel

System I Gl I

Tire Inflation I Gl I

Battery Service l0-l I

Winterization l0-l I

Facts

You

Should Know lO-12

Preventive Maintenance 10-14

Required

Service

and lnspection

Periods 10-15

lG,l

l0-t

to-2

l0-3

l0-4

104

l0-4

l0-5

to-7

l0-i

CHEROKEE

WARRIOR

HAN DLING AI{D SERVICING

This section contains

information on preventive

maintenance.

Refer to the PA-28-151

Service Manual for further maintenance

procedures.

Any complex repair or modification should

be accomplished

by a Piper

Certified Service Center.

GROUND HANDLING

TOWING

The airplane

may be moved by using the nose

wheel tow bar available

with the

airplane, or by power equipment that will not damage

or cause

excess

strain to the nose

gear

assembly. The tow bar is stowed

in the

baggage compartment.

CAUTION

When towing with power equipment,

do not turn the nose

gear

beyond its turning radius in either direction as this will result

damage to the nose

gear

and steering

mechanism.

CAUTION

Do not tow the airplane

when the controls are

secured.

TAXIING

Before attempting to taxi the airplane,

ground personnel

should be instructed and

approved by a qualified person

authorized by the owner. Engine starting and shut-down

procedures

and taxiing techniques

should be covered.

When it is ascertained

that the

propeller

back blast

and taxi areas are clear,

power

should

applied to start

the taxi roll,

and the

following

checks

should be

performed:

l. Tlxi forwurd u

I'cw l'cct

and apply

tlrc brakcs

to dctcrrninc

tltcir

cl'lcctivcncss.

b. While

taxiing,

make slight turns

to ascertain the

effectiveness

of the

steering.

c. Observe

wing clearances

when taxiing near

buildings

or other stationary

objects.

If possible,

station an observer outside

to guide

the

airplane.

d. When

taxiing on uneven

ground, avoid holes

and ruts.

e. Do not operate

the engine at high

RPM

when running

up or taxiing

over

gSound

containing loose stones,

gravel,

or any loose

material

that might cause

damage

the propeller

blades.

HANDLING AND SERVICING

ISSUED: JULY 17.1973 tGr

CTIEROKEE

WARRIOR

PARKING

When parking the airplane, be sure that it is sufficiently protected from adverse

weather conditions and that it presents

no danger

to other aircraft.

When parking the

airplane for any length of time or overnight. it is suggested

that 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 lever and depressing the knob

on the handle. To release the parking

brake,

pull back on the handle until the

catch

disengages;then

allow the handle to swing

forward.

CAUTION

Care should

be exercised when

setting brakes that are overheated

or during cold weather when

accumulated moisture may freeze a

brake.

c. Aileron and stabilator

controls

may be secured with the front seat belt. Wheel

chocks mav be

used

if thev are available.

MOORING

The airplane should be moored for immovability, security, and protection. The

following

procedures

should be

used for the proper

mooring of the airplane:

a. Head

the airplane into 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 degree angles to the

ground.

When

using

rope of non-synthetic

material, leave

sufficient

slack to avoid

damage to the airplane

should the ropes

contract.

CAUTION

Use bowline knots, square knots,

or locked slip knots.

Do not use

plain

slip

knots.

NOTE

Additional preparations

for high winds include using tie-down

ropes from the landing

gear

forks

and securing the rudder.

f. Install a pitot head cover if one is available. Be sure to remove

the pitot head

cover before flight.

g. Cabin and baggage doors should be locked when the airplane is unattended.

HANDLING AND SERVICING

ISSUED:

ruLY 17,1973

ro2

CIIEROKEE

WARRIOR

CLEANING

CLEANING ENGINE COMPARTMENT

Before

cleaning the engine

compartment,

place

a strip of tape over the magneto

vents

to prevent

any solvent from entering these units.

a. Place

large

pan

under

the engine to catch waste.

b. With the engine cowling removed, spray or brush the engine

with solvent or a

mixture of solvent and degreaser.

In order to remove especially

heavy dirt and

grease

deposits, it may be necessary to brush areas

that were

sprayed.

CAUTION

Do not spray

solvent

into the alternator,

vacuum

pump, statter,

or air intakes.

c. Allow the solvent to remain on the engine

from five to ten minutes.

Then rinse

the engine clean

with additional solvent and allow

it to dry.

CAUTION

Do not operate the engine until excess solvent has evaporated

otherwise been

removed.

d. Remove the

protective

tape from the magnetos.

e. Lubricate

the

controls,

bearing surfaces, etc.,

in accordance

with the Lubrication

Chart.

CLEANING LANDING GEAR

Before cleaning

the landing gear,

place

a cover

of plastic

or a similar waterproof

material

over the wheel and brake assembly.

a. Place a

pan

under the

gear

to catch

waste.

b. Spray

or brush the gear

area

with solvent or a mixture of solvent and

degreaser.

In order to remove especially heavy dirt and

grease

deposits,

it may be

necessary

to brush areas that were sprayed.

c. Allow the solvent to remain

on the

gear

from five to ten minutes.

Then rinse the

gear

with additional solvent and allow

it to dry.

d. Remove the cover

from the

wheel and remove the

catch

pan.

e. Lubricate the gear

in accordance with the Lubrication Chart.

HANDLING AND SERVICING

ISSUED:

JULY 17,1973 l0'3

CHEROKEE

WARRIOR

CLEANING EXTERIOR

SURFACES

The airplane should

washed

with a

mild soap and

water. Harsh

abrasives

or alkaline

soaps or detergents could make scratches

on painted or plastic

surfaces or could cause

corrosion

of metal.

Cover areas

where

cleaning

solution could cause damage. To wash the

airplane,

use the following

procedure:

a. Flush

away loose dirt with water.

b. Apply cleaningsolution with

a spongc, a soft cloth,

or a soft bristle brush.

c. To remove

exhaust

stains, allow the solution to remain on the

surface

longer.

d. To remove

stubborn oil and

grease

stains use

a cloth

dampened

with naphtha.

e. Rinse

all

surfaces

thoroughly.

f. Any good

automotive

wax may be used

to protect

and

preserve painted

surfaces.

Soft cleaning

cloths or a chamois

should be used to prevent

scratches

when

cleaning

or polishing.

A heavier

coating of wax on the leading surfaces

will

reduce the

abrasion

problems

in these areas.

CLEANING WINDSHIELD AND WINDOWS

A certain amount of care is needed to keep

the windows clean

and

unmarred. The

followin

g procedure

is recommended

a. Remove

dirt, mud, and other loose

particles

from exterior surlhces

with clean

water.

b. Wash

with mild soap and clean water

or with aircraft

plastic

cleaner.

Use

soft

cloth or sponge in a straight back and forth motion. Do not rub harshly.

c. Remove

oil or erease

with a cloth moistened

with kerosene.

CAUTION

Do not use gasoline,

alcohol, benzene, carbon tetrachoride,

thinner, acetone, or window cleaning sprays.

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 severe scratch or mar in plastic

can

be removed

by rubbing out the scratch

with jeweler's

rouge.

Smooth

both sides and apply

wax.

CLEANING HEADLINER, SIDE PANELS

AND SEATS

a. Clean

headliner,

side panels

and seats with a whisk broom, dusting

cloth, or a

vacuum cleaner.

b. Soiled upholstery may be cleaned with a

good upholstery cleaner

suitable

for the

material. Carefully follow the manufacturer's instructions. Avoid soaking or

harsh

rubbing.

CAUTION

Solvent cleanen require adequate ventilation.

HANDLING AND SERVICING

ISSUED:

JULY 17.1973

l(H

CHEROKEE

WAR"R.IOR

CLEANING

CARPETS

To clean

carpets,

first remove loose dirt with a

vacuum

or a

whisk broom.

For soiled

spots and

stubborn

stains use a noninflammable dry cleaning

fluid. Floor carpets

may be

removed

and cleaned

like any

household carpet.

POWER PLANT INDUCTION

AIR FILTER

The wet-type polyurethane

foam air filter must be inspected

at least once every

fifty

hours.

Under extremely

adverse operating conditions,

it may

be necessary

to inspect

the filter

frequently. The filter

disposable

and

inexpensive

and a spare

should

kept on

hand for

rapid replacement.

REMOVAL OF INDUCTION

AIR FILTER

The filter is located

in the lower right front of the engine

compartment

and

may be

removed

by the

following

procedure:

a. Open the

right side

of the

engine

cowling.

b. Loosen

each of the

four quarter-turn

fasteners

securing

the

air

filter cover.

c. Separate

the cover

and remove

the filter.

d. Inspect

the filter. If it is excessively dirty or shows

any

damage,

replace

immediately.

INSTALLATION

INDUCTION

FILTER

When

replacing

the

filter, install the

filter in the reverse

order

of removal.

HANDLING AND SERVICING

ISSLJED:

JULY 17,1973 lG5

CHEROKEE

WARRIOR

/^l

^r,/

\- _--J

r ----\

ulO

o trj

a!c

ultr

-NO*OQF6OO-NO9

Brake

System

HANDLING AT.{D

SERVICING

ISSUED: ruLY 17,1973105

CHEROKEE

WARRIOR

BRAKE SERVICE

The brake system is filled with MIL-H-5606 (peholeum base)

hydraulic brake fluid. The

fluid level

should be checked

periodically

or at each

50 hour inspection

and replenished

when

necessary. The brake reservoir is located on the upper left side of the fire wall in the engine

compartment.

If the

entire system

must be

refilled,

fill with fluid under

pressure

from the brake

end of the system.

This

will eliminate air from the system.

No adjustment of brake clearances

is necessary.

If after extended service

brake blocks

become

excessively

worn,

they

should be

replaced

with new segments.

LANDING GEAR SERVICE

The main landing

gears

use Cleveland 6.00 x 6 wheels, and the nose

gear

carries

a Cleveland

5.00 x 5 wheel.

All three

tires are

4 ply rating,

Type III tires with tubes;

the main

gear

tires are

6.00 x 6 and the

nose

gear

tire is 5.00

x 5.

(See

Tire Inflation, this Section.)

Main wheels

are removed

by taking off the hub cap, pin, axle nut, and the two bolts

holding the brake

segment

in place,

after

which the

wheel

slips

easily

from the axle.

The nose

wheel is

removed

by taking off the axle

nut and

washer

from one side,

sliding

out

the axle rod and plugs,

lightly tapping out the axle tube, and then removing

the wheel and

spacer tubes

from between

the fork. Wheels

are

replaced

by reversing

the

procedure.

Tires

are removed

from the wheels by deflating

the tire, removing

the through

bolts, and

separating

the wheel

halves.

Landing

gear

oleo

struts should

be checked

for proper

strut exposure

and

visible leaks.

The

required

extensions

for 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 needed

by first

raising

the airplane

on jacks.

Depress the valve core

to allow air to escape

from 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.

Replace

the

plug

with the

valve

core

removed.

Then attach a clcar

plastic

hose to the

valve stem

of the

filler

plug

and

submerge

the other end

in a container

of hydraulic

fluid (MlL-H-5606).

Fully compress

and

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

cease

to flow through

the hose,

fully compress

the

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.

HANDLING AND SERVICING

ISSLJED: JULY 17,1973 to-7

CIIEROKEE WARRIOR

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 underside

of the wings,

and the airplane

jacked

up until the tail stand can be attached to the tail skid. After attaching

the tail stand and adding

the ballast,

the

jacking can

be continued until the airplane

is 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 pedals

and rudder are

centered. Alignment of the nose wheel

can

be checked

by pushing

the airplane

back and

forth

with the rudder

centered

to determine that the

plane

follows

perfectly

straight line.

The turning arc of the nose wheel is 30 degrees

either

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 adjusted so that the rudder

bar reaches

its full

traveljust

after the rudder

hits

its stops.

This

guarantees

that the rudder

will be allowed

to move

through its full travel.

PROPELLER SERVICE

The spinner and backing plate should be cleaned and inspected

for cracks

frequently.

Before each flight the propeller

should be

inspected for nicks, scratches,

or corrosion.

If found,

they should be repaired as soon as

pssible

by a rated mechanic, since

a nick or scratch

causes

area of increased

stress which can lead to serious

cracks or the loss of a propeller

tip. The back

face of the blades should be painted when necessary

with flat black paint to retard glare.

prevent corrosion, all zurfaces

should be cleaned

and waxed periodically.

OIL REQUIREMENTS

The oil capacity

of the Lycoming O-320-E3D

series engines

is 8 quarts

and

the minimum

safe

quantity is 2 quarts.

It is recommended that the oilbe changed

every 50

hours and sooner

under unfavorable operating conditions. The following grades

are recomrnended

for the

specified tem

peratures

Temperafures

Above

60"

Between 30' and

90"

Between 0" and

70" F

Below l0'F

Single

Viscosity

Grade

SAE 50

SAE 40

SAE

Multi-Viscosity

Grade

SAE

or SAE 50

SAE

SAE 40 or 20W-30

sAE 20W-30

HANDLING AT{D SERVICING

ISSUED:

JULY 17,1973

lo{

CHEROKEE

WARRIOR

FUEL SYSTEM

SERVICING

FUEL

SYSTEM

At every 50 hour inspection,

the

fuel

screen in the strainer

will

require cleaning. The

strainer, located

ahead of the

fire

wall, is

accessible

for cleaning througJr the left cowl door.

After

cleaning,

a small amount of grease

applied to the

gasket

will

facilitate reassembly.

FUEL REQUIREMENTS

The minimum aviation

grade

fuel for the PA-28-l5l is 80/87. Shce the

use of lower

grades

can cause serious engine

damage in a short period

of time, the engine

warranty

invalidated by the use

of lower

octanes.

Whenever

80187 is not available. the lowest lead l00grade should be used.

(See

Fuel

Grade Comparison

Chart. below)

The continuous use. more than 257o

of the operating

time. of the higher

leaded fuels

can result in increased engine

deposits, both in the combustion

chamber and in the

engine

oil. It may require increased spark

plug maintenance

and more frequent oil changes. The

frequency of spark

plug

maintenance

and oil drain

periods

will be

governed

by the amount

of lead

per gallon

and the type of operation. Operation

at full rich mixture requires

frequent maintenance

periods:

therefore

it is important to use

proper approved

mixture

leaning

procedures.

Reference Avco Lycoming Service Letter No. Ll85A attached to the Engine

Operators Manual for care, operation

and maintenance of the airplane

when using the

higher leaded fuel.

A summary

of the current

grades

as well as

the previous

fuel designations are

shown

in the following chart:

FUEL

GRADE COMPARISON CHART

t - Gradc IOOLL fuel in some ovcr seas countries

is currently colored

green

and

designated as

"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

engines certificated

for use

with grade lOO/130

fuel.

HAN_D rp{ q AND SFsyIqrNG

REVISED:

APRIL 16,1976

Commercial

Fuel

Grades

(ASTM-D9l

0) Current Commercial

Fuel

Grades

(ASTM

D9lO-75)

Current

Military

Fuel Grades

(MlL-G-5

572E)

Arne ndnrent

No 3

Grade l.-_-- [ rrl"*.'rrr-

I c"to' I nrtru.s.

gar.

--l --f rur"*. re I

Grade

I color I nllu.S.

Sat. T I r'l^*. rrr-

Grade

I color I ml/U.S.

Sal.

80/87

none

I 00/1 30

L15 / 145

red

none

green

purple

0.5

none

**3.0

4.6

lG,9

CHEROKEE

WARR.IOR

Fuel

Drain

FILLING

FUEL

TANKS

Observe

all safety

precautions

required

when

handling

gasoline.

Fuel

is stored

in two

25 U.S.

gallon

tanks

(24 U.S.

gallons

usable).

To obtain

tiJstandard quantity

of 50 U.S.

gallons

(approximately

48 U.S.

gallons

usable),

fill each

tank

to the

toi of the

filler

neck.

DRAINING

FUEL VALVES

AND

LINES

The fuel system

should

be drained

daily prior to first flight and

after

refueling

avoid

the accumulation

of water

and

sediment.

Each

fuel tanli

has

an individuat quict

drain

at the

bottom

inboard

rear

corner,

and

early

models

each

fuel

collector

manifold

has

a drain

under

the wing

and

near

the fuselage.

Eich of these

drains

should

opened

until

sufficient

fuel

has

flowed

to ensure

the

removal

of any

contaminants.

The

gascolator'

located

the

lower

left

front

of the

fire wall,

also

equipped

with

drain.

It too should

checked

for water

or sediment

accumulation.

The

gascoiator

drain

accessible

from

outside

the

nose

section

of the

airplane.

A special

bottle

provided

for these

fuel

draining

and

checking

operations.

CAUTION

when draining

fuel, be sure that no fire hazard

exists

before

starting

the

engine.

HANDLING AT{D SERVICING

REVISED

IFRil6J'16-

tGl0

CHEROKEE WARRIOR

DRAINING FUEL SYSTEM

The bulk of the fuel may be drained

by opening the individual

drain on each

tank.

The remaining fuel in the lines

may be drained

through the fuel

collector

manifold

clrains

(on early models only) and the gascolator

drain. Any individual tank may be drained

through its individual drain.

CAUTION

Whenever the fuel system is completely drained and fuel is re-

plenished it will be necessary

to run the engine for a

minimum of

minutes

at 1000

RPM on each

tank to insure

no air exists

in the fuel

supply lines.

TIRE INFLATION

For maximum service

from the

tires, keep

them

inflated to the

proper pressures.

The main

gear

tires should

be inflated to 24 psi

and the

nose

gear

should be inflated to 30 psi.

Interchange the tires on the main

wheels

if necessary to produce

even wear. All wheels

and

tires

are balanced

before original installation, and the relationship of the tire, tube, and wheel

should be maintained if at all possible.

Unbalanced

wheels

can cause extreme vibration on

takeoff. ln the installation

of new components, it may

necessary to rebalance the wheel

with

the

tire

mounted.

When

checking

the pressure,

examine the tires

for wear,

cuts,

bruises,

and slippage.

BATTERY SERVICE

Access to the l2-volt battery is

obtained

by raising

the

rear

seat

and removing

the cover of

the battery box. The plastic

battery box has

a drain tube

which is

normally

closed

off with a

cap and

which

should

opened occasionally

to drain off any

accumulation

of 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 charge

in the battery.

If the battery is not up to charge,

recharge starting at a 4 amp rate and

finishing

with a 2

amp

rate.

Quick

charges are

ltot

recommended.

WINTERIZATION

For winter operation a winterization

plate is installed

on the inlet opening

of the oil

cooler.

This

plate

should be installed

whenever

the ambient

temperature

reaches

50" F or less.

The plate

should

removed and stored

in the cockpit

when

the ambient

temperature

exceeds

50"

HANDLING

AND SERVICING

RE!'f SEl):

APRll. 6. 1979 l0-l

Piper_Cherokee_PA28_151_1974 Piper Cherokee PA28 151 1974

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