Piper Cherokee C User guide

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1111PIPER '
CHEROKEE C
OWNER'S HANDBOOK
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ft 33 94/

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CHEROKEE C
PA-28- 150-160-180
Owner's Handbook
Piper Aircraft Corporation, Vero Beach, Florida
U.S. A.

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NOTICE
THIS HANDBOOK IS NOT DESIGNED, NOR CAN ANY
HANDBOOK SERVE, AS A SUBSTITUTE FOR ADEQUATE AND
COMPETENT FLIGHT INSTRUCTION, OR KNOWLEDGE OF THE
CURRENT AIRWORTHINESS DIRECTIVES, THE APPLICABLE
FEDERAL AIR REGULATIONS, AND ADVISORY CIRCULARS. IT
IS NOT INTENDED TO BE A GUIDE OF BASIC FLIGHT
INSTRUCTION, NOR A TRAINING MANUAL.
THE HANDBOOK IS DESIGNED:
1.
TO HELP YOU OPERATE YOUR CHEROKEE WITH
SAFETY AND CONFIDENCE.
2.
TO MORE FULLY ACQUAINT YOU WITH THE BASIC
PERFORMANCE AND HANDLING CHARACTERISTICS
OF THE AIRPLANE.
3.
TO MORE FULLY EXPLAIN YOUR CHEROKEE'S
OPERATION THAN IS PERMISSIBLE TO SET FORTH IN
THE AIRPLANE FLIGHT MANUAL.
IF THERE IS ANY INCONSISTENCY BETWEEN THIS
HANDBOOK AND THE AIRPLANE FLIGHT MANUAL APPROVED
BY THE F.A.A., THE AIRPLANE FLIGHT MANUAL SHALL
GOVERN.
Revised text and illustrations shall be indicated by a
black vertical line in the margin opposite the change.
A line opposite the page number will indicate that
material was relocated.
Additional copies of this manual, Part No. 753 683,
may be obtained from your Piper Dealer.
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
753 683
Issued: August 1964
Revised: February 2, 1979
SECTION I
SPECIFICATION FEATURES
Power
Plant

1
1
Performance

2
Weights
2
Fuel

3
Baggage

3
Dimensions

3
Landing Gear


THE PIPER CHEROKEE
SECTION I
SPECIFICATION FEATURES:
POWER PLANT 
PA-28-150
PA-28-160
PA-28-180
Engine - Lycoming 
0-320-E2A
0-320-D2A 0-360-A3A
Rated Horsepower  150 160 180
Rated Speed  2700 2700 2700
Bore, inches 
5.125 5.125
5.125
Stroke, inches 
3.875
3.875
4.375
Displacement
(cubic inches) 
319.8 319.8
361.0
Compression Ratio 
7 :1 8.5:1
8.5 :1
Dry Weight, pounds 
272 278
285
Fuel Consumption
(75% power, gph)  9 9
10
Oil Sump Capacity (qts)
 8
8
8
Fuel Aviation Grade
Octane
 80 91/96
91/96
Propeller (Sensenich) M74DMS M74DMS M76EMNIS
PERFORMANCE
Take-off Run, ft. ** 780 740 720
Best Rate of Climb
Speed (MPH) 85 85 85
Rate of Climb (ft.
per min.) 690
730 750
Service Ceiling (ft. )
14,900 15,800 16,400
Absolute Ceiling
17,400
18,400 19,000
Top Speed (MPH) 141
(144*) 143 (146*)
152
Cruising Speed (75%
power, sea level
MPH)  123
(124*) 125 (128*)
134
Optimum Cruising
de —
Speed (75% power,
7000 ft.,
 MPH)  132 (135*) 134 (137*) 143
* Wheel fenders optional equipment on PA-28-150 and 160
** Max. effort, 25° flap
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SECTION 1
THE PIPER CHEROKEE
SPECIFICATION FEATURES: (cont.)
10
PERFORMANCE
9 9
Fuel Consumption
(gal. per hr. 75%
Cruising Range (75%
power, sea level,
std. fuel)
4 hrs.  (5.5#)
500 mi. (690#)
4 hrs.  (5.54)
510 mi. (705#)
5 hrs.
680 mi.
Cruising Range (75%
power, 7000ft.,
std.  fuel)
4 hrs.  (5.5#)
525mi. (725#)
4 hrs. 
(5.5#)
535 mi. (735#)
5 hrs.
725mi.
Optimum Cruising
Range (55% power,
10,000 ft. std. fuel
5 hrs. 
(7.0#)
5 hrs.

(7,0#)
6.8 hrs.
7.2 gph) 580 mi (800#)
590 mi. (815#)
845mi.
Stalling Speed (flaps
down, MPH)
54
55 57
Landing Roll (flaps
down, ft.)
535 550
600
#50 gal. reserve fuel
Performance figures are for airplanes equipped for cross-
country transportation flown at gross weight under standard
conditions at sea level, or stated altitude. Any deviation of
equipment may result in changes in performance.
WEIGHTS
PA-28-150
PA-28-160
PA-28-180
Gross Weight lbs.)
2150 2200
2400
Empty Weight
(Standard) (lbs.)
1210
1215 1230
USEFUL LOAD
(Standard) (lbs.)
940
985
1170
Empty
Weight
(AtitoF light) (lbs . ) 1250
1255 1270
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THE PIPER CHEROKEE
SECTOI
SPECIFICATION FEATURES (cont.)
PA-28-160
PA-28-180
WEIGHTS  PA-28-150
USEFUL LOAD
(AutoFlight) (lbs.)  900
945
1130
FUEL AND OIL
Fuel Capacity
(Standard) (gal) 
36
36
50
Fuel Capacity (with
reserve) (gal) 
50
50
Oil Capacity (qts) 
8 8
8
BAGGAGE
Maximum Baggage (lbs) 200
200
200
Baggage Space (cubic ft)
 17
17
17
Baggage Door Size (in) 20x22
20x22
20x22
DIMENSIONS
Wing Span (ft) 
30
30 30
Wing Area (sq. ft)  160
160
160
Wing Loading (lbs.
per sq. ft) 
13.4
13.8
15.0
Length (ft) 
23.5
23.5
23.5
Height (ft) 
7.3 7.3 7.3
Power Loading (lbs.
per HP)

14.3 13.8 13.3
LANDING GEAR
Wheel Base (ft) 
6.2 6.2 6.2
Wheel Tread (ft)

10
10
10
Tire Pressure

Nose 
24
24 24
Main
 24 24
24
641215

3

STATIC GROUND LINE
74' PROPELLER - PA - 29 - ISO 160
76" PROPELLER - PA 28 -180
4
SECTIO•

THE PIPER CHEROKEE
SECTION II
DESIGN INFORMATION
Engine and Propeller

5
Structures

5
Landing Gear

6
Control Systems

7
Fuel System

7
Electrical System

8
Heating and Ventilating System

9
Cabin Features

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
SEC NII
SECTION II
DESIGN INFORMATION
ENGINE AND PROPELLER
The Cherokee is powered by a Lycoming engine of either
150, 160 or 180 H. P. (Refer to power plant specifications on
page 1) Each engine is furnished with a starter, 35 ampere 12
volt alternator, voltage regulator, 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 both
the cabin and carburetor de-icing.
The Sensenich fixed-pitch propeller is made from a one-
piece alloy forging. Refer to the Power Plant Specifications on
page 1 for the model of propeller used with each engine.
STRUCTURES
All structures are of aluminum alloy construction and are
designed to ultimate load factors well in excess of normal re-
quirements. All exterior surfaces are primed with etching
primer and painted with acrylic enamel.
The wings are attached to each side of the fuselage by in-
serting 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 attach-
ments at the rear spar and at an auxiliary front spar.
The wing airfoil section is a laminar flow type, NACA
652-415 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
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SECTION II
THE PIPER CHEROKEE
floor space ahead of the rear seat.
LANDING GEAR
The three landinggears use a Cleveland 600 x 6 wheel, the
main wheels being provided with Cleveland single disc hydraulic
brake assemblies, No. 30-55. All wheels use 600 x 6 four ply
tires with tubes.
The nose gear is steerable through a 30 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 mechan-
ism also incorporates a hydraulic shimmy dampener.
The oleo struts are of the air-oil type, with normal exten-
sion being 3.25 inches for the nose gear and 4.50 inches for the
main gear under normal static load (empty weight of airplane
plus full fuel and oil).
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 master 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.
THE PIPER CHEROKEE
SECTION II
MINEMOION•• ■■ •••• ■
-
Optional toe brakes are available to supplement the standard
hand lever and parking brake system.
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 all movable slab type, with an anti-servo
tab which also acts as a longitudinal trim tab, actuated by a
control on the cabin ceiling. The stabilator provides extra
stability and controllability with less size, drag, and weight
than conventional tail surfaces. The ailerons are provided
with a differential action which tends to eliminate adverse yaw
in turning maneuvers, and also reduces the amount of coordin-
ation required in normal turns.
The flaps are manually operated, balanced for light oper-
ating 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 a
step 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 tanks which are
secured to the leading edge structure of each wing by screws
and nut plates. This allows easy removal for service or in-
spection.
The standard quantity of fuel is 36 gallons for the Cherokee
150 and 160 and 50 gallons for the Cherokee 180. To obtain the
standard quantity of 36 gallons of fuel on the 150 and 160 fill
the tanks only to the bottom of the filler neck indicator, which
extends some distance into the tanks. To fill to the standard plus
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The fuel strainer, which is
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SECTION II
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THE PIPER CHEROKEE
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THE PIPER CHEROKEE 
SECTION,
reserve quantity of 50
gallons the tanks are filled
completely to the top. This
system allows the fuel
quantity to be varied con-
veniently according to the
payload.
An auxiliary electric
fuel pump is provided for
use in case of failure of the
engine driven pump. The
electric pump should be on
for all take-offs and landings.
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.
Each tank has an individual quick drain located at the bottom,
inboard, rear corner.
Fuel quantity and pressure are indicated on gauges located
in the engine gauge cluster on the right side of the instrument
panel.
ELECTRICAL SYSTEM
The electrical system in-
cludes a 12 volt alternator,
battery, voltage regulator
and master switch relay.
The battery, regulator and
relay are mounted in the
battery compartment immed-
iately aft of the baggage com-
partment. Access for service
or inspection is conveniently
obtained through a removable
panel at lower right corner of the compartment.
Electrical switches, fuses and fuse spares are located
on the lower left center of the instrument panel, and the left
side of the instrument sub-panel.
Standard electrical accessories include: Starter, Electric
Fuel pump, Fuel Gauge, Stall WarningInclicator, Cigar Lighter
and Ammeter.
Navigation Lights, Anti-Collision Light, Landing Light,
Instrument Lighting and the Cabin Dome Light are offered as
optional accessories.
Circuit provisions are made to handle optional commun-
ications and navigational equipment.
Installed on the Cherokees is the F.T.P. (full time power)
electrical system.
Derived from the system are many advantages both in
operation and maintenance. The main advantage is, of course,
full electrical power output regardless of engine R. P.M. This
is a great improvement for radio and electrical equipment
operation. Also because of the availability of generator out-
put at all times, the battery will be charging for a greater
percentage of use, which will greatly improve cold-morning
starting.
Unlike previous 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 the 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 in-
crease to a totalappearing on the ammeter. This total includes
the battery. The maximum continuous load for night 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 whether
the alternator system is operating normally, as the amount of
current shown should equal the total amount of amperes being
drawn by the equipment which is operating.
If no output is indicated on the ammeter during flight, re-
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650901
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680401
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SECTION II THE PIPER CHEROKEE
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THE PIPER CHEROKEE
SECTII'
iN II
duce the electrical load by turning off all unnecessary elec-
trical 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 master 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.
HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is pro-
vided by a heater muff attached to the exhaust system. The a-
mount of heat desired can be regulated with the controls located
on the lower right side of the instrument panel.
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 FEATURES
The instrument panel of the Cherokee is designed to ac-
commodate the customary advanced flight instruments and all
the normally required power plant instruments. The Artificial
Horizon, Directional Gyro and some Turn and Bank instruments
are vacuum operated through use of a vacuum pump installed on
the engine. Later C Model Cherokees are equipped with electric
Turn and Bank instruments. A natural separation of the flight
group and the power group is provided by placing the commu-
nications and radio navigational equipment in the center of the
panel.
The front seats are adjustable fore and aft for pilot com-
fort and ease of entry and exit.
10 
680401
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650901
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SECTION III
OPERATING INSTRUCTIONS
Preflight 
13
Starting

14
Warm-up 
15
Ground Check 
16
Take-off 
16
Climb 
17
Stalls 
17
Cruising 
17
Approach and Landing

18
Ground Handling and Mooring

19
Weight and Balance

20 I
THE PIPER CHEROKEE
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12
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THE PIPER CHEROKEE
11,
SECTION III
SECTION III
OPERATING INSTRUCTIONS
PREFLIGHT
Inspect the airplane as follows:
1. a. Master switch "ON".
b.
Check fuel quantity indicators (two tanks).
c.
Master switch and ignition "OFF".
2. a. Check for external damage or operational inter-
ference to the control surfaces, wings or fuselage.
b. Check that there is no snow, ice or frost on the
wings or control surfaces.
3. a. Check fuel supply visually and secure caps.
b. Drain fuel tank sumps.
c.
Check to insure that the fuel system vents are open.
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SECTION III
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THE PIPER CHEROKEE
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THE PIPER CHEROKEE
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SECTION III
4.
a. The landing gear shock struts are properly inflated.
(Refer to Section V)
b. The tires are satisfactorily inflated and not excessive-
ly worn.
5. The cowling and inspection covers are secured.
The windshield is clean and free of defects.
The propeller is free of detrimental nicks.
There are no obvious fuel or oil leads.
The engine oil is at the proper level.
f. Drain the fuel strainer with the fuel selector valve in
left or right tank position.
6.
a. The tow-bar and control locks are detached and prop-
erly stowed.
7.
a. Upon entering the airplane, ascertain that all controls
operate properly.
b. Close and secure the cabin door.
c.
Check that required papers are in order and in the
airplane.
d. Fasten safety belts and shoulder harness. Check inertia reel.
STARTING
After completion of preflight inspection:
1.
Lock the wheel brakes.
2.
Set the carburetor heat control in the full "COLD"
position.
3.
Select the desired tank with the fuel valve.
4.
Move the mixture to the full "RICH" position.
5.
Open the throttle 1/8 to 1/4 inch.
6.
Turn the electric fuel pump "ON".
In cold weather (below 40 degrees F.) prime the engine
with one to three full strokes of the priming pump. If extremely
cold, starting will be aided by pulling the propeller through by
hand (switch "OFF") four to five revolutions. If the temper-
ature is above 40 degrees the engine may be primed by three
or four short quick strokes of the throttle.
After priming, turn the electric master switch on, engage
the starter and allow the engine to turn approximately one full
revolution, then turn the ignition switch to the
} jell magneto
4 7 077f
14 
730124
position.
When the engine is firing evenly, turn the magneto switch
to the "Both" position and advance the throttle to 800 RPM.
Check the oil pressure gauge for a pressure indication. If
oil pressure is not indicated within thirty seconds, stop the
engine and determine the trouble.
If the engine fails to start at the first attempt, another
attempt should be made without priming. If this fails, it is
possible that the
engine is overprimed. Turn the magneto
switch off, open the throttle slowly, and rotate the engine
approximately ten revolutions with the starter. Reprime the
engine with one half the amount used in the initial attempt,
turn the magneto switch to "Left", and repeat the starting
procedure. If the engine again fails to start, refer to the
Lycoming Operating Handbook, Section VII, Engine Troubles.
WARM-UP
As soon as the engine starts, the oil pressure should be
checked. If no pressure is indicated within thirty seconds,
stop the engine and determine the trouble. In cold weather it
will take a few seconds longer to get an oil pressure indication.
Warm-up the engine at 800 to 1200 RPM.
Take-off may be made as soon as ground check is com-
pleted, providing that the throttle may be opened fully without
back firing or skipping, and without reduction in engine oil
pressure.
a.
b.
c.
d.
e.
15

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SECTION III

THE PIPER CHEROKEE
GROUND CHECK
THE PIPER CHEROKEE
SECTION
III
CLIMB
With the engine running at 2000 RPM, switch from both magnetos
to only one and note the RPM loss; switch to the other magneto and
again note the RPM loss. Drop off on either magneto should not exceed
125 RPM.
Check vacuum gauge. Indicator should read 5" I Ig ± .1" Ilg 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.
Mixture should be set full rich, except a minimum amount of
leaning is permitted for smooth engine operation when taking off at
high elevation.
TAKE-OFF
Just before take-off the following items should be checked:
1.
Controls

6. Fuel on proper tank
2. Flaps "UP"

7. Electric fuel pump "ON"
3.
Tab set

8. Engine gauges normal
4.
Mixture "RICH"

9. Door latched
5.
Carburetor heat "OFF"

10. Altimeter set
11. Safety belts/shoulder harness - fastened
The take-off technique is conventional for the Cherokee. The tab
should be set slightly aft of neutral, with the exact setting determined
by the loading of the aircraft. Allow the airplane to accelerate to 50 to
60 miles per hour, then ease back on the wheel enough to let the
airplane fly itself off the ground. Premature raising of the nose, or
raising it to an excessive angle will result in a delayed take-off. After
take-off let the aircraft accelerate to the desired climb speed by
lowering the nose slightly. To shorten take-off distance, flaps extended
up to 25 °
may be used.
The best rate of climb at gross weight will be obtained at
85 miles per hour. The best angle of climb may be obtained at
74 miles per hour. At lighter than gross weight these speeds
are reduced somewhat. For climbing enroute a speed of 100
miles per hour is recommended. This will produce better for-
ward speed and increased visibility over the nose during the
climb.
STALLS
The gross weight stalling speed of the Cherokee with power
off and full flaps is 54 MPH on the 150, 55 MPH on the 160 and
57 MPH on the Cherokee 180. This speed is increased 9 miles
per hour with the flaps up. Stall speeds at lower weights will
be correspondingly less.
CRUISING
The cruising speed of the Cherokee is determined by many
factors including power setting, altitude, temperature, loading,
and equipment installed on the airplane.
The normal cruising power is 75% 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 "Section IV" of this handbook.
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. The mixture should be
leaned when 75% power or less is being used. If any doubt exists as to
the amount of power being used, the mixture should be in the FULL
RICH position for all operations. Always enrich the mixture before
increasing power settings.
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SECTION III 
THE PIPER CHEROKEE
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THE PIPER CHEROKEE
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SECTION III
The continuous use of carburetor heat during cruising flight
decreases engine efficiency. Unless icing conditions in the car-
buretor are severe, do not cruise with the heat on. Apply full
carburetor heat slowly and only for a few seconds at intervals
determined by icing severity.
In order to keep the airplane in best lateral trim during
cruising flight the fuel should be used alternately from each
tank. It is recommended that one tank should be used for one
hour after take-off, then the other tank used for two hours, then
return to the first tank, which will have approximately one and
one half hour of fuel remaining if the tanks were full plus re-
serve at take-off. The second tank will contain approximately
one half hour of fuel.
APPROACH AND LANDING
Landing check list:
1.
Fuel on proper tank

4.
Flaps - set
2.
Mixture - rich

5. Fasten belts/harness
3. Elec. fuel
pump on
The airplane should be trimmed to an approach speed of
about 85 miles per hour, with flaps up. The flaps .can be low-
ered at speeds up to 115 miles per hour, if desired, and the
approach speed reduced 3 MPH for each additional notch of flaps .
Carburetor heat should not be applied unless there is an indi-
cation of carburetor icing, since the use of carburetor heat
causes a reduction in power which may be critical in case of a
go -around . Full throttle operation with heat on is likely to cause
detonation.
The amount of flap used during landings and the speed of
the aircraft at contact with the runway should be varied accord-
ing to the landing surface, and existing conditions both wind-
wise and loadwise. It is generally good practice to contact the
ground at the minimum possible safe speed consistent with ex-
isting conditions.
Normally the best technique for short and slow landings is
to use full flap and enough power to maintain the desired air-
speed and approach flight path. Mixture should be full rich,
fuel on the fullest tank, carburetor heat off, and electric fuel
pump on. Reduce the speed during the flareout and contact the
ground close to the stalling speed (50 to 60 MPH). After ground
contact hold the nose wheel off, as long as possible. As the air-
plane 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 air-
craft weight on the main wheels. In high wind conditions, par-
ticularly in strong cross winds, it may be desirable to approach
the ground at higher than normal speeds, with partial or no flaps .
To stop the engine, after landing and when clear of the runway,
pull the mixture control full out to idle cut-off. When using alternate
fuels, the en gi
ne should be run up to 1200 R.P.M. for one minute prior
to shutdown to clean out any unburned fuel. After the engine stops,
turn the ignition and master switches off, and retract the flaps.
GROUND IIANDLING AND MOORING
The Cherokee should be moved on the ground with the aid
of the nose wheel tow bar provided with each plane and secured
in the baggage compartment . Tie downs may be secured to rings
provided under each wing, and to the tail skid. The aileron and
stabilator controls should be secured by looping the safety belt
through the control wheel, and pulling it tight. The rudder is
held in position by its connections to the nose wheel steering,
and normally does not have to be secured. The flaps are lock-
ed when in the full up position, and should be left retracted.
19
790202
18 
730124

• 
•
SECTION III

THE PIPER CHEROKEE
(
SECTION IV
PERFORMANCE CHARTS
Take-off Distance vs Density Altitude

21
Rate of Climb vs Density Altitude

22
True Airspeed and RPM vs Density Altitude,
PA-28-150 -160

23
Rangc vs Density Altitude, PA-28-150 -160

24
True Airspeed and RPM vs Density Altitude,
PA-28-180

25
Range vs Density Altitude, PA-28-180

26
Landing Distance vs Density Altitude

26a
Altitude Conversion Chart

26b
WEIGHT AND BALANCE
It is the responsibility of the owner and pilot to determine
that the airplane remains within the allowable weight vs center
of gravity envelope while in flight. For weight and balance data
see the Airplane Flight Manual and Weight and Balance Form
supplied with each airplane.
I 
20

790202

730124

•
THE PIPER CHEROKEE

SECTICOV
PIPER CHEROKEE C
PA-28-I50-160 -180
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DENSITY ALTITUDE, FEET
0
STSNIV
THE PIPER CHEROKEE
•
THE PIPER CHEROKEE
•
SECTION IV
PIPER CHEROKEE C

PIPER CHEROKEE C
PA-28-150-160-180

PA-28-150-160
18000
16000
14000
LA
LLI
LL
12000
10000
- 1
8000
(7)
LL.1 6000
121
4000
2000
—
-
___
I!
-----
--
RATE
DENSITY
PA-28
PA-28
PA-28
150
160
180
OF
2150
2200
2400
IIIIII
ALTITUDE
CLIMB
LBS
LBS
LBS
GROSS
GROSS
GROSS
VS
WT
WT
WT
A
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\
____\_\
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1 ,
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1'
400 
600 
800 
1000
OF CLIMB , FT PER MINUTE
22

730124

730124

23
1

08
1
-
83
-
Vd
0
33>1
083H0
83:
1
1d
1 TRUE AIRSPEED
AND
ALTITUDE
TO MAX. RPM
2400 LBS
RPM
1 
vs
1 
DENSITY
Mill,r
mar
,
Ally
MIXTURE LEANED
GROSS WEIGHT
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MIN=
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. 
,
1  to
1 
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ily
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NOTE-
WITH RPM AND
AND ESTABLISH
A. THIS GIVES
OF ,
POWER.
TO POINT
SAME ALTITUDE
OF POWER .
DOWN TO
, POINT C.
I 
1  I
NE
ll,
MAW
Arm

ALTITUDE
POINT
PERCENT
'Arm,
Wi
I
o i
I 
i
2.READ HORIZONTALLY
B AT THE
AND PERCENT
3.READ VERTICALLY
II
vs
TRUE AIRSPEED
I 
I  I
1
120 125 130 135 140 145 150
TRUE AIRSPEED, M P H
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ry 
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0 
( 
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0 0 0 O
U'
ENGINE ,RPM
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0
0
12000
13]d
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1
11
1
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A
l
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4
10000
9000
6000
4000
2000
•