Piper CHEROKEE 180 1972 User guide

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CHEROKEE 180 SECTION I
SECTION I
SPECIFI_CATIQNS.
PERFORMANCE
Performance figures are for airplanes equipped for cross-country
transportation and flown at gross weight under standard conditions at
sea level or stated altitude. Any changes in equipment may result in
changes in performance.
Take-off Ground Run (S.L. Std., maximum effort, 25 °
flap) (ft)
Take-off over 50-ft Barrier S.L. Std., (maximum effort,
25 °flap) (ft)
Best Rate of Climb Speed (mph)
Rate of Climb (ft per min)
Service Ceiling (ft)
Absolute Ceiling (ft)
Top Speed (mph)·
Optimum Cruise Speed (TAS) (75% power,
optimum altitude, leaned to best power) (mph)
Cruising Range (75% power, optimum altitude
leaned to best economy, no reserves or climb
allowance) (mi)
Optimum Cruising Range (55% power, 10,000 ft,
leaned to best economy, no reserves or climb
allowance (mi)
Stalling Speed CAS (flaps down) (mph) .
Stalling Speed CAS (flaps up) (mph) ' ...
Landing Roll S.L. Std., (flaps down) (ft)
Landing Roll over 50-ft Barrier S.L Std., (ft)
720
1625
8f .
725
14,150
16,500
148
141
686
706
61
68
635*
1185*
*This value applies only for the conditions indicated on the landing
distance versus density altitude chart.

SPECIFICATIONS (cont.)
WEIGHTS
Gross Weight (lbs)
Empty Weight (Standard) (lbs)
USEFUL LOAD (Standard) (lbs)
POWER PLANT
Engine (Lycoming)
Rated Horsepower ·
Rated Speed (rpm)
Bore (in.)
Stroke (in.)
Displacement (cu in.)
Compression Ratio
Dry Weight (lbs)
Propeller
FUEL AND OIL
Fuel Capacity (U.S. gal) U.sable
Oil Caracity (qts)
Fue_l,Aviation Grade (min octane)
BAGGAGE
Maximum Baggage (lbs)
Baggage Space (cu ft)
Baggage Door Size (in.)
* Weight varies with each aircraft
CHEROKEE '180
2450
1384*
1066*
O-360-A4A
180
2700
5.125
4.375
361.0
8.5 :l
285
76EM8S5-0-60
48
8
100/130
200
24
20 X 22

C:HEROKEE-180
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l) SPECIFICATIONS (cont.)
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DIMENSIONS
Wing Span (ft)
Wing Area (sq ft)
Wing Loading (lbs per sq ft)
Length (ft) _
Height (ft)
Power Loading (lbs per hp)
LANDING GEAR
Wheel Base (ft)
Wheel Tread (ft)
Tire Pressure (psi)
Tire Size
Nose
Main
Nose (4 ply rating)
Main (4 ply rating)
SECTION:1•
32
170
14.4
24.0
7.8
13.6
6.7
10 .
24
24
6.00 X 6 ; .
6.00 X 6

SECTION I
+-----12' 10.SO"---
30"
I
CHEROKEE 180 .
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t--'------ - 24' 00"-------~
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CHEROKEE·l80 SECTIONll
SECTION II
DESIGN INFORMATION
ENGINE AND PROPELLER
The Cherokee 180 is powered by a Lycoming O-360-A4A four
cylinder, direct drive, horizontally opposed engine rated at 180 HP at·
2700 RPM. It is furnished with a starter, 60 ampere 12 volt alternator,
shielded ignition, vacuum pump drive, fuel pump, and a dry,
automotive type carburetor air filter.
The exhaust system is of the cross-over type to reduce back
pressure and improve· performance, It is made entirely from stainless
steel and is equipped with dual mufflers. A heater shroud around the
mufflers is provided to supply heat for the cabin and windshield
defrosting.
The Sensenich 76EM8S5-0-60 fixed-pitch propeller is made from a
one-piece alloy forging.
STRUCTURES
All structures are of aluminum alloy construction and are designed
to ultimate load factors well in excess of normal requirements. All
exterior surfaces are primed with etching primer and painted with
acrylic lacquer.
The wings are attached to each side of the fuselage by inserting the
butt ends of the respective main spars into a spar box carry-through
which is an integral part of the fuselage structure, providing in effect a
continuous main spar with splices at each side of the fuselage. There are
. also fore and aft attachments at the rear spar and at an auxiliary front
spar.

SECTION II CHEROKEE 180
The wing airfoil section is a laminar flow type, NACA6Sz-415 with
the maximum thickness about 40% aft of the leading edge. This permits
the main spar carry-through structure to be located under the rear ·seat
providing unobstructed cabin floor space ahead of the rear seat.
LANDING GEAR
The three landing gears use a Cleveland 6.00 x 6 wheel, the main
wheels being provided with Cleveland single disc hydraulic brake
assemblies, No. 30-55. All wheels use 6.00 x 6 four ply tires with tubes.
The nose gear is steerable through a 44 degree arc by use of the
rudder pedals. A spring device is incorporated in the rudder pedal
torque tube assembly to aid in rudder ·centering and to provide rudder
trim . The nose gear steering mechanism also incorporates a hydraulic
shimmy dampener. ·
The three struts are of the air-oil type, with the normal extension
being 3.25 inches for the nose gear and 4.50 inches for the main gear.
The standard brake system for the Cherokee consists of a hand
lever and master cylinder which is located below and behind the left
center of the instrument sub~panel. The brake fluid reservoir is installed
on the top left front face of the firewall. The parking brake is
incorporated in the mas~er cylinder and is actuated by pulling back on
the brake lever, depressing the knob attached to the handle and
releasing the brake lever. To release the parking brake, pull back on the
lever to disengage the catch mechanism and allow the handle to swing
forward.
Optional toe brakes are .available to supplement the standard hand
lever and parking brake system.
·,

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CHEROKEE180 SECTI0-1\ffl
CONTROL SYSTEMS
Dual controls are provided .as standard equipment with a cable
system used between the controls and the surfaces. The horizontal tail
is of the Flying Tail type (stabilator), with a trim tab mounted on the
trailing edge of the stabilator to reduce the control system forces. This
tab is actuated by a control wheel on the floor between the front seats.
The stabilator provides extra stability and controllab ility with less size,
drag and weight than conventional tail surfaces. The ailerons are
provided with a differential action which tends to reduce adverse yaw
in turning maneuvers, and which also reduces the amount of
coordination required in normal turns . A rudder trim adjustment is
mounted on the right side of the pedestal below the throttle quadrant
and permits directional tri.qi as needed in flight.
The flaps are manually operated , balanced for light operating
forces and spring-loaded to return to the up position . A past~center lock
incorporated in the actuating linkage holds the flap when it is in the up
position so that it may be used as astep on the right side. The flap will
not support a step load except when in the full up position, so it must
be completely retracted when used as a step . The flaps have three
extended positions: 10, 25 and 40 degrees .
FUEL SYSTEM
Fuel is stored in two twenty-five gallon (24 gal. usable)· tanks
which are secured to the leading edge structure of each wing by screws
and nut plates. This ·allows easy removal for service or inspection .
The fuel selector control is located on th e left side-panel, forward
of the pilot's seat . The button on the selector must be depressed and
held while the handle is moved to the OFF position. The button
releases automatically when the handle is moved back into the ON
position.
An auxiliary electric fuel pump is provided in case of failure of the
engine driven pump . The electric pump should be on for all take-offs
and landings, and when switching tanks . The pu_mp switch is located in
the switch panel above the throttle quadrant.

CHEROKEE 180 SECTION JI
Each tank has an individual quick drain loacated at the bottom,
inboard rear corner, and should be drained to check for water before
each flight. The fuel strainer, which is also equipped with a quick drain,
is located on the front lower left corner of the firewall. This strainer
should be drained regularly to check .for water or sediment
accumulation. To drain the lines from the tanks. the tank selector valve
must be switched to each tank in turn, with the electric pump on, and
the gascolator drain valve opened.
Fuel quantity and. pressure are indicated on gauges located m a
cluster on the left side of the instrument panel.
ELECTRICAL SYSTEM
The electrical system includes a 12 volt 60 amp alternator, battery,
voltage regulator, overvoltage relay and master switch relay. The
battery is mounted in a stainless steel box immediately aft of the
baggage compartment. The regulator and overvoltage relay are located
on the forward left side.of the fuselage behind the instrumenfl>anel.
Electrical switches are located on the right center instrument panel,
andthe circuit breakers are located on the lower right instrument panel.
A rheostat-switch on the left side of the switch panel controls the
navigation lights and the dome instrument light. It also dims the dome
light. The similar switch on the right side controls and dims the panel
lights.
Circuit Breaker Pone I

SECTIONII CHEROKEE180
The alternator system offers many advantages over the generator
system both in operation and maintenance. The main advantage is full
electrical power output at lower engine RPM. This is a great
improvement for radio and electrical equipment operation . Since the
alternator output is available at all times, the battery will be charging
for a greater percentage of use. This will make cold-morning starting
easier.
· Standard accessories include a starter, electric fuel pump, stall
warning indicator, cigar lighter, fuel gauge and ammeter. The navigation
lights, anti-collision light, landing light, instrument lighting and cabin
dome light are optional. Circuits will handle an entire complement of
communications and navigational equipment.
The words "master switch" used hereafter in this manual indicate
both sides of the switch, battery side "BAT" and alternator side "ALT"
are to be depressed simultaneously to OFF or ON as directed .
Unlike preyious generator systems, the ammeter does not indicate
battery discharge; rather it displays in amperes the load placed on the
alternator. With all electrical equipment off (except master switch) the
ammeter will be indicating the amount of charging current demanded
by the battery . As each item of electrical equipment is turned on, the
current will increase to a total appearing on the ammeter. This total
includes the battery. The maximum continuous load for rtight flight,
with radios on, is about 30 amperes. This 30 ampere value , plus
approximately two amperes for a fully charged battery, will appear
continuously under these flight conditions. The amount of current
shown on the ammeter will tell immediately if the alternator·system is
operating normally, as the amount of current shown should equal the
total amperage drawn by the equipment which is operating.
If no output is indicated on the ammeter during flight, reduce the
electrical load by turning off all unnecessary electrical equipment.
Check both 5 ampere field breaker and 60 ampere output breaker and
reset if open. If neither circuit breaker is open, turn off the "ALT"
switch for 30 seconds to reset the overvoltage relay. If ammeter
continues to indicate no output, maintain minimum electrical load and
terminate flight as soon as practical. -
Maintenance on the alternator should prove to be a minor factor.
Should service be required, contact the local Piper Dealer.

CHEROKEE 180 SECTION II
HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by
a heater muff attached to the exhaust system. The amount of heat
desired can be regulated with the controls located on the far 'right side
of the instrument panel.
The air flow can be regulated between the front and rear seats by
levers located on top of the heat ducts next to the console.
Fresh air inlets are located in the leading edge of the wing at the
intersection of the tapered and straight sections. A large adjustable
outlet is located on the side of the cabin near the floor at each seat
location.• Cabin air is exhausted through an outlet located below the
rear seat.
CABIN FEATURES
The instrument panel of the Cherokee is designed to accommodate
the customary advanced flight instriiments and the normally required
power plant instruments. The Artificial Horizon ~nd Directional Gyro
are vacuum operated through use of a vacuum pump installed on the
engine, while the Turn and Bank instrument is electrically operated. A
vacuum gauge is mounted on the far right side of the instrument panel.
A natural separation of the flight group and the power group is
provided by placing the flight group in the upper instrument panel and
the power group in the center and lower instrument panels. The radios
and circuit breakers located on the right hand instrument panel have
extra circuits provided for a complete line of optional radio equipment.
The microphone is located on the control quadrant cover, see
illustration page 14.. item 42.
The cabin interior includes a pilot storm window, two sun visors,
ash trays, two map pockets, and pockets on the backs of each front
seat. The front seats are adjustable fore and aft for pilot-passenger
comfort and ease of entry and exit. Arm rests are also provided for the
front seats.

SECTION 11 CHEROKEE 180
11
2 3 4 5 6 7 8 9 10 12 13 14 15 16 17 18 19
0 0
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
1. STALLWARNINGLIGHT 10. MARKER BEACON PANEL 19. HEAT&OEFROSTCONTROL 28. CHECKLIST 37. NAV / INSTRU_MENTLIGHTS
2. CLOCK 11. MAGNETIC COMPASS 20. MIKE JACK 29. TACHOME TER 38. CIRCUIT BREAKER PANEL
3. TURN INDICATOR 12. OMNI & GLIDE SLOPE INOICATORS21. PHONE JACK 30. FUEL GA UG ES 39. CIRCUIT BR EAKER COVER
4. AIRSPEED INDICATOR 13. TRANSPONDER 22. AUTOPILOT 31. PRIMER 40 . CLIMATE CONTROL
5. DIRECTIONAL GYRO 14. VHFTRANSCEIVERS 23 . ENGINE INSTRUMENT CLUSTER 32. MICROPHONE
.·6. ATTITUDE GYRO 15. AOF RECEIVER 24. OMNI COUPLER 33. THROTTLE QUADRANT
7. VERTICAL SPEED INDICATOR 16. DME RECEIVER 25. NAV SWITCH 34. FRICTION LOCK
8, ALTIMETER 17. CIGAR LIGHTER 26. MAGNETO & STARTER SW ITCH- 35. CARB, H EAT CONTROL
9, AUDIO SELECTOR PANEL 13, SUCTION GAUGE 27. PITCH CONTROL 36. EGT GAUGE

CHEROKEE 180
A single strap shoulder harness controlled by an inertia reel is
standard equipment for the front seats, and is offered as an option for
the rear seats. The shoulder strap is routed over the shoulder adjacent
to the windows and attached to the lap belt in the general area of the
person's inboard hip.
. A check of the inertia reel mechanism is made by pulling sharply
on the strap. The reel will lock in place under this test and prevent the
strap from extending. Under normal movement the strap will extend
and retract as required.
The 24 cubic foot baggage area may be reached from the cabin or
through a large 20 x 22 inch outside door.
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CHER0KEE 180 SECTION Ill
SECTION II
OPERATING INSl'RUCTIONS
PREFLIGHT
1. Master switch and ignition OFF.
2. 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. a. Visually check fuel supply and secure caps.
b. Drain fuel tank sumps (two).
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SECTION Ill CHEROKEE 180
c. Drain fuel system sump (left side of aircraft).
d. Check that fuel system vents are open .
e. Check main landing gear shock struts for proper inflation
(approximately 4.50 inches showing).·
f. Check tires for cuts, wear and proper inflation.
g. Check brake blocks and discs for wear and damage.
4. a. Check windshield for cleanliness.
b. Check propeller and spinner for defects or nicks.
c. Check for obvious fuel or oil leaks.
d. Check oil level (insure dipstick is properly seated).
e. Check cowling and inspection covers for security.
f. Check nose wheel tire for inflation and wear.
g. Check nose gear shock strut for proper inflation
(approximately 3.25 inches showing).
h. Check for foreign matter in air inlet.
5. a. Stow tow-bar and control locks if used .
b. Check baggage for storage and security.
c. Close and secure the baggage compartment door.
6. a. Upon entering airplane remove seat belt securing control
wheel. Check that all primary flight controls operate properly.
b. Close and secure cabin door.
c. Check that required papers are in order and m the
airplane .
d. Fasten seat belts and shoulder harness. Check function or
inertia reel.
STARTING ENGINE
1. Set parking brake ON.
2. Set the carburetor heat control in the full COLD position.
3. Select the desired tank with fuel selector valve.
Starting Engine When Cold:
1. Open throttle approximately 1/4 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 magneto switch clockwise and
pressing m.

CHEROKEE 180 SECTION Ill
6. -When the engine fires, advance throttle to desired setting. If
the engine does not fire within five to ten seconds, disengage starter and
prime with one to three strokes of the pnmmg pump. Repeat the
starting procedure.
Starting Engine When Hot:
1. Open the throttle approximately 1/2 inch.
2. Turn the master switch ON.
3. Turn the electric fuel pump ON.
4. Put mixture control in IDLE CUT-OFF.
5. Engage the starter by rotating magneto switch clockwise and
pressing in. When the engine fires, advance the mixture control and
move the throttle to desired setting.
Starting Engine When Flooded:
1. Open the throttle full.
2. Turn the master switch ON.
3. Turn the electric fuel pump OFF.
4. Put mixture control in IDLE CUT-OFF.
5. Engage the starter by rotating magneto switch clockwise and
pressing in. When the engine fires, advance the mixture control and
retard tfre:;.throttle.
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Starting With'External Power Source:
An optiopal feature known as Piper External Power (PEP) allows
the operator to use an external battery to crank the engine without
having to gain access to the aircraft battery.
The procedurfiS as follows:
1. Turn aircraft MASTER SWITCH to OFF.
2. Connect RED lead of PEP kit jumper cable to POSITIVE(+)
terminal of external 12 volt battery and BLACK lead to NEGATIVE(-)
terminal. ·
3. Insert plug of jumper cable into socket located on aircraft
fuselage.
4. Turn aircraft MASTER SWITCH to ON and proceed with
NORMAL engine starting technique.

SECTIONIll CHEROKEE·1so
5. After engine has been started, turn MASTER SWITCH to OFF
and remove jumper cable plug from aircraft.
6. Turn aircraft 'MASTER SWITCH to ON and check alternator
ammeter for indication of output. DO N01 ATTEMPT FLIGHT IF
THERE IS NO INDICATION OF ALTERNATOR OUTPUT.
When the engine is firing evenly, advance the throttle to 800 RPM.
If oil pressure is not indicated within thirty sec_onds, stop the engine
and determine the trouble. In cold weather it will take a few seconds
longer to get an oil pressure indication. If the engine has failed to start,
refer to the "Lycoming Operating Handbook, Engine Troubles and .
Their Remedies."
Starter manufacturers recommend that cranking periods be limited
to thirty seconds with a two minute rest between cranking periods.
Longer cranking periods will shorten the life of the starter.
WARM-UP AND GROUND CHECK
Warm-up the engine at 800 to 1200 RPM for not more than two
minutes in warm weather, 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 take-off, it is recommended that the
engine be idled at 1200 RPM.
The magnetos should be checked at 2000 RPM and the drop off on
either magneto should not exceed 175 RPM and should be within 50
RPM of the other. Prolonged operation on one magneto should· be
avoided.
Check vacuum gauge, indicator should read 5" Hg± .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 pressure is within limits the engine is ready for
take-off.
Carburetor heat should also be checked prior to take-off to be sure
that the control is operating properly and to clear any ice which may
have formed during taxiing. Avoid prolonged ground operation with
carburetor heat ON as the air is unfiltered.

CHEROKEE '180 SECTION 111·
Operation of the engine driven fuel pump should be checked while
taxiing or during pretake-off engine run up by switching off the electric
fuel pump and observing fuel pressure. The electric fuel pump should
be on during take-off to prevent l0ss of power shculd the engine driven
pump fail. The engine is warm enough for take-off when the throttle
can be opened without the engine faltering. For air conditioner ground
check refer to page 3_0.
TAKE-OFF
Just before take-off the following items should be checked:
1. Fuel on proper tank 7. Seat backs erect
2. Electric fuel pump - on 8. Fasten belts/harness
3. Engine gages checked 9. Trim tab - set
4. Flaps - set 10. Controls - free
5. Carb. heat off 11. Door - latched
6. Mixture - set 12. Air conditioner - off
The take-off technique is conventional for the Cherokee. The tab
.should be set slightly aft of neutral, with the exact setting determ ined
by the loading of the aircraft. Allow the airplane to accelerate to /5Q'to
60 MPH, then ease back on the wheel enough to let the airplan~ fly
itself off the ground. Premature raising of the nose, or raising it to an
excessive angle will result in a delayed take-off. After take-off let the
aircraft accelerate .to the desired climb speed by lowering the nose
slightly.
· Take-offs are normally made with flaps up.' However, for short
field take-offs, and for take-offs under difficult conditions such as deep
grass or· on a soft surface, distances can ·be reduced appreciably by
lowering flaps to 2 5°.,
CLIMB
The best rate of climb at gross weight will be obtained at 85 MPH.
The best angle of climb may be obtained at 74 MPH. At lighter than
gross weight these speeds are reduced somewhat. For climbing en route
a speed of 100 M?H is recommended. This will produce better forward
speed and increased visibility over the nose during the climb. The air
conditioner may be turned on after all obstacles have been cleared.

SECTION 111 CHEROKEE 180
STALLS
All controls are effective at speeds down through the stalling speed,
and stalls are gentle and easily controlled.
Stall speed chart on following page is at gross weight . Stall speeds
at lower weights will be correspondingly less.
STALL SPEED TABLE
Angle of Bank 0 Flaps 40 Flaps Retracted
oo 61 MPH 68MPH
20° 63 MPH 70 °MPH
40° 70MPH 78MPH
60° 86MPH 96MPH
Power Off - Gross Weight 2450 lbs.
CRUISING
The cruising speed is determined by many factors including power
setting, altitude, temperature, loading and equipment installed on the
airplane.
The normal cruising power is 75 % of th e rat ed horsepower of the
engine. True airspeeds wh1ch may be obtained at various altitudes and
power settings can be determined from the charts in Section IV of this
handbook .
Use of the mixture control in cruising flight reduces fuel
consumption $ignificantly, especially at higher altitudes. The mixture
should b~fleaned during cruising operation above 5000 feet altitude and
at pilot' s discreti on at lower altitudes when 75% power or less is being
used . lf any doubt exists as to the amount of power being used, the
mixture should be in the FULL RICH position for all operations under
5000 feet .