Cherokee Systems Overview 2018

Aircraft Systems & Emergencies
Review
Piper Cherokee-Series
Piper PA-28 “Cherokee” Series Overview
 All metal, semi-
monocoque structure
 The skin provides part of
the structural strength
 0.051” (1.3mm) – 0.016”
(0.4mm) thick
 Wings are of a full
cantilever design with
removable tips
 No external bracing
2 (C) 2014 Open Sky Aviation, LLC.

Systems Review
Understanding the aircraft systems can save your life!

Cockpit Layout – “Classic” Cherokee
 Know where all the switches and circuit breakers are by memory
Caution Lights
Suction Gauge
Alternate Static Air Panel Lighting

Cockpit Layout – “Classic” Cherokee (Cont.)
 * = Optional item
Backup Vacuum*
Alternate Static Air Alt. Avionics Master

Cockpit Layout – “Modern” Cherokee
 * = Optional item
Electric Pitch Trim*
Digital Volt/Ammeter
Caution/Warning Lights
Suction Gauge
Alternate Static Air Panel Lighting Carb Ice Detector*

Cockpit Layout – Overhead Switches
Position Lights
Electric Primer &
Starter Buttons No Beacon light -
use Strobes
Magneto Switches

Pitot-Static System
 The ASI, altimeter, and VSI
Standard PA-28
static lines are plumbed in
parallel
 The pitot and static lines
should be drained prior to each
flight
 Not included on most checklists!
Pitot & Static Drains

(1 or 2)
Pitot-Static System – Close-up
Pitot-static lines to the pitot-static vane

Pitot-Static System - Components
 Heated pitot-static vane
 No external pitot drain
 Cabin pitot-static drain valves
must be opened prior to each
flight
Ram air pitot
 Some models have separate
dual static ports
Dual static port (1 of 2)

Static port / drain Static port

Pitot-Static System - Continued
Alternate Static Air
Instrument Indication
Using alternate static air
Airspeed Indicator Reads higher
Storm window and vents CLOSED
Altimeter Reads higher (error <50’)
Cabin heater and defroster FULL ON
Vertical Speed Indicator Momentary climb

Pitot-Static Problems
 Know specific power settings that give a known airspeed
 Pitot-heat is anti-ice; turn on before entering visible moisture when close to
freezing temperatures

Vacuum System
 Normal vacuum range: 4.5” – 5.5” at
cruise RPM.
 The vacuum warning light will
illuminate when the differential
pressure is less than 3.5” hg.
 At low RPMs (such as during
taxiing or idling), the vacuum light
may come on.
 This is normal, and momentarily
raising the RPMs should clear the
light.
Electric Vacuum Pump

Vacuum Failure
 If instrument rated, be  Know your backups
sure to include the  Turn Coordinator –
vacuum gauge in your scan electrically-powered gyro
 Know where it is on the  Rate-based autopilots will
instrument panel still be operational
 Some aircraft have a backup
 Affected systems
electrical Attitude Indicator
 Attitude Indicator
 Backup vacuum pump
 Directional Gyro
 Electric: Monitor electrical
load when turned on
 Manifold Vacuum: Observe
RPM/MP limitations

Electrical System
 The alternator warning light
will illuminate when the
alternator output drops to
zero.
 “Classic” PA-28
 14V system
 12V battery
 60A alternator
 “Modern” PA-28
 28V system
 24V battery
 70A alternator
 The “low bus voltage” light
will illuminate when the
voltage drops to 24.5v or less.

Electrical System (Cont).
 Normal Voltages  Typical battery life: 3-5
 12v system: 13.8-14.2 years
 24v system: 27.5-28.5  Older than that, the battery
 Ammeter vs Load Meter most likely won’t pass a load
test
 Ammeter shows
charge/discharge of the  Alternator Off-line
battery  Try recycling the alternator
 Load meter shows the (ALT switch off/on)
current draw on the  Check if the alternator field
electrical system circuit breaker is popped
 Know which one your
aircraft has

Circuit Breakers
 Know the layout of the circuit breaker panels
 Never reset a popped circuit breaker more than once!
 Know which circuit breakers can be pulled
Only some
Classic
can be pulled
All can
Modern
be pulled

Magnetos
 Completely independent
power system
 Two magnetos
 Two spark plugs per cylinder
 Each from a different magneto
 NOTE: “Dual” magnetos are
powered from the same input
shaft!
 Magnetos are grounded out
via a P-lead to disable them
 Magnetos need to be timed
properly
 To each other
 To the engine crankshaft

Fuel System
• One fuel sump and two vents per tank (venting fuel cap), one main fuel strainer
sump
Carburetor System
Fuel-Injection System
Fuel and Oil System
Fuel (Priming) Oil

 Use a minimum amount of  The carburetor is attached
primer below the oil cooler on
 The primer lines inject fuel on Piper Lycomings, so you’re
the backside of the intake essentially always running
valves, so excess fuel will drain with partial carb heat.
down the intake manifold
 Do not pump the throttle in
lieu of priming  FAR 33.39 requires that a
certified aircraft engine be
 The carburetor is an updraft able to operate with only ½
design, below the engine
 Fuel will pool at the bottom of
of its oil capacity.
the carburetor, creating a fire
hazard

Engine Instrumentation
 Engine Tachometer  Manifold Pressure

 Hour meter only accurate (1:1)  Errors could be caused by
at approximately 75% power internal failure, moisture in the
 Pointer oscillations (without line, or leaking line
corresponding change in engine  Reading should be close to the
sound) could be due to a bad ambient air pressure with the
tachometer cable, or internal engine off
instrumentation failure  Sea level pressure minus 1”/1000’

Carb Icing (N/A for fuel-injected engines)
 Be aware of the potential for carb icing  ALWAYS use full carb heat!
 When is carb icing more of a threat: the winter or  Don’t use partial heat: ice could reform in the
the summer? intake system
 Answer: More likely in the summer  Partial heat is only acceptable with a carb
 But there’s the potential for it nearly year-round temperature gauge (avoid -10C to +10C)
 See more with AC 20-113, Lycoming SI 1148C  During run-up, note a 100-300 RPM drop with
carb heat applied
 An engine analyzer will show drop in all EGTs
 If engine roughness and/or RPM increase,
indicates potential carb icing
 Detecting carb ice
 Fixed-pitch
 Unexplained decrease in RPM
 Constant-speed
 Unexplained decrease in MP
 If carb ice is suspected*
1. Slowly add full power
2. Apply carb heat
3. Wait for a decrease in engine roughness
and/or increase in RPM
* Always refer to the POH for the manufacturer’s

recommended procedure

Carb Icing - Prevention
1. Perform a carb ice check just prior to
takeoff
2. If flying in conditions conducive to
cruise-power carb ice, it is permissible
to cruise with carb heat on
 Be sure to readjust the mixture
 Heated air is less dense, so re-lean the mixture
3. Avoid extended power-off descents
 Engine is producing less heat, so carb heat will
be less effective
4. Carb heat works best as a preventative measure
 Don’t wait for carb icing to form; if at all in doubt, use carb heat
 Use at the first sign of carb icing
 If you wait too long, there may not be enough engine heat left!
 Consider applying carb heat at regular intervals during cruise
Engine Problems
 Above all else, maintain a  When you have an engine
safe airspeed! problem, “think FAST”
 If doing so means having to  Fuel – Fuel pump on, switch
do a controlled crash, so be tanks, adjust mixture
it – better to crash land  Air – Carb Heat / Alternate
under control, than to Air, adjust throttle
stall/spin into the ground  Spark – Magnetos
 Nearly all low-altitude
stall/spin crashes are fatal!
 Trim - For best glide
 But controlled crash landings
have much more favorable
outcomes

Heating & Ventilation
 Airflow is regulated
between front and rear
seats by levers
 Air is exhausted by an
outlet under the rear
seats
 Heater and defroster
 Ram-air: ineffective until
you are moving
 Heat comes from a muffler
shroud
 Cracks in muffler could lead
to CO poisoning

Heating & Ventilation – Close Up
Fresh air gets ducted

from the engine
baffle, to the heater
muff on the muffler

Heating & Ventilation – Close Up (Cont.)

Heating & Ventilation – Heat Diversion
Push forward to divert Push rearward to divert
heat to the front seat heat to the back seat
Front seat heat opening: OPEN Front seat heat opening: CLOSED

Carbon Monoxide
Concentration Symptoms
35 ppm (0.0035%) Headache & dizziness within 6-8 hours of constant exposure
200 ppm (0.02%) Slight headache, fatigue, and nausea within 2-3 hours
400 ppm (0.04%) Headache within 1-2 hours
800 ppm (0.08%) Dizziness, nausea, and convulsions within 45 minutes
1600 ppm (0.16%) Headache, dizziness, and nausea within 20 minutes; death in less than 2 hours
3200 ppm (0.32%) Headache, dizziness, and nausea within 5-10 minutes; death within 1 hour
6400 ppm (0.64%) Death within 25 minutes
12800 ppm (1.28%) Death in less than 3 minutes
 Effects are cumulative over time; even small concentrations over time can be
hazardous
 Altitude intensifies the effects
 Smoking also intensifies the effect
 Smoking is roughly equivalent to a 5000’ altitude

Carbon Monoxide – CO Alerts
 Some aircraft have panel-mounted CO detectors
 Good ones trigger when the CO level > 50ppm
 What to do if you suspect CO
 Shut off the heater and defroster
 Open fresh-air vents and storm window
 Descending will reduce the effects of altitude and might buy
you needed time
 Land as soon as practicable
 Declare an emergency if necessary

Control System – Aileron
 Cessna 172 and Piper PA-28 systems are very similar
Always check for proper control

movement on both sides!
There have been cases of

ailerons being mis-rigged
Yoke LEFT aileron RIGHT aileron
To the LEFT UP DOWN
To the RIGHT DOWN UP

Control System – Aileron, Continued
 What to check for during pre-flight
 Do both ailerons move in the proper direction?
 And do they move freely?
 Do you get full aileron deflection in both directions?
 If not, this also indicates a rigging issue
 Is the control wheel level when both ailerons are neutral?
 If not, indicates a rigging issue
 Are there any bulges in the ailerons?
 Bulges could mean the aileron was used to push the plane forward, and
will cause an out-of-trim condition during flight
 Are there any cracks in the aileron skin?
 Is there excessive free play in the ailerons (without a resulting
deflection in the control wheel)?
 Too much (>0.24 “) could indicate low cable tension, among other things

Control System – Rudder
Note, separate cable to actuate

left and right movement
Cessna nose gear

connected via bungees
Piper nose gear connected

directly to rudder pedals

Control System – Rudder, Continued
 What to check for during pre-flight
 Are the rudder pedals neutral when the rudder is streamlined?
 If not, indicates a rigging issue
 This may be difficult to check for – nose gear might not be in neutral
position, based on how the aircraft is parked
 Rudder travel and operation can’t be tested during the walk-
around (unlike a Cessna)
 Is there excessive free play in the rudder?
 Are there any bulges or cracks in the rudder or rudder skin?
 Since the nose gear is directly connected to the rudder, excessive
nose gear shimmy could cause damage

Control System – Stabilator
 NOTE: Stabilator/elevator and anti-servo/trim tab are rigged separately
Trim tab cables
Control cables
Note, separate cable to actuate

up and down movement

Control System – Stabilator, Continued
 What to check for during preflight
 Is there excessive free play in the
trim tab?
 Maximum of 0.15 “
 Does the trim tab cabling look
worn or frayed, or not evenly
wrapped around the trim
barrel?
 Does movement of the trim wheel
move the trim tab?
 And does it move freely, or is there
excessive resistance?
 Does the stabilator and tab move
in the proper direction?
 Trim tab is an “anti-servo tab”, and
moves in the same direction of the
stabilator’s movement
 Do you get full stabilator deflection
in both directions?

Control System – Flaps
 Two main things to note
1. Left and right flap are directly
linked together
 Virtually no chance of a split-
flap condition
2. Flap operation
 Flaps are indirectly pulled UP
by spring tension
 Flaps are directly pulled
DOWN by the flap handle

Brake System
 One master brake fluid
reservoir
 Hand brake, and left &
right toe brakes all have
separate brake cylinders
 The hand brake is
incorporated into the
master brake cylinder
 Pilot and Co-pilot brake
pedals are plumbed in
series

Brake System - Detail
From master brake reservoir Brake fluid from
the master
brake reservoir
feeds into the
Left toe brake lines left and right toe
brakes through
the co-pilot’s
side
Right toe brake lines

Tires & Landing Gear
• Consider what the tires go through for takeoff versus landing
• Landing: Sudden acceleration to touchdown speed, then continual deceleration
and slow taxiing
• Takeoff: Taxiing for takeoff (especially at a large airport) builds up heat in the
tires, and then continual acceleration during takeoff
• Tires are a critical component
 Over-inflation  Proper inflation values

 Can cause uneven tread wear  Archer II/III
 Reduced traction  Nose gear: 18psi
 Tread more susceptible to cutting  Main gear: 24psi
 Increased stress on aircraft wheels  Dakota
 Under-inflation  Nose gear: 28-30psi
 Main gear: 35-40psi
 Uneven tire wear
 Greatly increases stress and flex  Proper strut extension
heating in the tire  Nose gear: 3.25” +/- 0.25”
 Shortens tire life  Main gear: 4.5” +/- 0.50”
 Can lead to tire blowouts

Exterior – Miscellaneous
Drain Holes
Be sure to let any water run out, especially during

the winter (and check for frozen ice around the
holes)

Exterior – Cowling (“Classic”)
Air Box Exhaust Stack
Cowl Vents
Main Fuel Strainer Drain

Exterior – Cowling (“Modern”)
Air Box Fuel Strainer Drain

Exhaust Stack
Alternator Air Inlet
Cabin Heat Air Inlet

Exterior – Lower Cowling
Main Cowl Vent
Crankcase Breather Hose

Exterior – Static Discharge Wicks
Static Discharge Wick
 As an aircraft moves through the air, it builds up a static

charge. Eventually, the charge differential will become
large enough that it will discharge into the air.
Static Discharge Cable
 This discharge causes electromagnetic interference that
will be picked up in the radios as loud static.
 The static discharge wicks help control the static build-
up, and greatly reduces the electromagnetic
interference from static discharges.

Emergencies

Pitot-Static Problems – Discussion
 How would you know if you have a static port blockage?
 Would ATC know? Why, or why not?
 You make a pitch and/or power change and don’t get the expected
indication
 Use and cross-check with GPS altitude
 What about occasionally switching to alternate air?
 If your altitude is way off, it may damage the altimeter
 How would you know if you have a pitot port blockage?
 Would ATC know? Why, or why not?
 Would they necessarily tell you?
 You make a pitch and/or power change and don’t get the expected
indication
 Use and cross-check with GPS airspeed
 Remember, GPS is ground speed, not air speed

Pitot-Static Problems – Examples
 Vertical Speed Indicator  Setting knob hard to turn
 Pointer not at zero when level  Instrument defective
 Aging diaphragm / zero rate-of-climb out of  Altimeter stuck / doesn’t change with
adjustment altitude
 Pointer doesn’t respond  Water or restriction in static line
 Obstruction in static line  Altimeter changes reading when airplane
 Static vents frozen over is banked
 Water in static line  Water in static line
 Pointer oscillates  Airspeed Indicator
 Leak in static lines  Airspeed oscillates
 Possibly defective instrument  Instrument defective
 Rate of climb changes reading when  Airspeed reads high
airplane is banked  Instrument defective
 Water in static lines  Leak in static lines
 Rate of climb reads very low during  Airspeed reads low
(obvious) climb or descent
 Instrument defective
 Instrument case broken or leaking
 Leak in static lines
 Altimeter  Pitot head incorrectly aligned
 Excessive scale error or oscillations  Airspeed changes when airplane is banked
 Instrument defective  Water in static line

Engine Problems
 Three types of problems  The type of problem you
1. Complete power loss have, and the phase of
2. Partial power loss flight that it occurs, will
3. Pending potential problem determine which steps
 Three phases of flight you should take
1. During takeoff
1. Before obtaining a safe
altitude
2. After obtaining a safe
altitude
2. Cruise
3. Descent & Approach

Engine Problems – Continued
 Complete Engine Power Loss  Engine Roughness / Partial Power Loss
 During takeoff, before safe altitude  Carb heat on
 Maintain safe airspeed  [Piper POH] If still rough after one minute,
 Use flaps as necessary carb heat off
 Make only shallow turns  Adjust mixture for maximum smoothness
 During takeoff, after safe altitude / During  Even at the same altitude, you may need to
descent and approach occasionally re-lean due to different air
densities (“high to low, lookout below”, etc)
 Switch fuel tanks
 Fuel pump on
 Verify mixture rich, fuel pump on, and
primer is locked 1. In order to switch tanks
 Carb heat on 2. In case of engine-driven fuel pump failure
 Try left or right magneto separately  Switch tanks
 Adjust mixture and/or throttle  Fuel tank may be empty (or nearly empty)
 During cruise  Fuel may be contaminated
 Check engine instruments for indication of  There may be a block in the fuel line to that
cause of power loss tank
 The fuel vent may be blocked
 Partial Engine Power Loss
 Try left or right magnetos separately
 Generally, the same steps as before,
except less time critical  If operation satisfactory, continue and land
at first practical airport
 Aviate, Aviate, Aviate
 THEN Navigate (and Communicate)

Engine Problems – Indications
 Loss of oil pressure  Low oil temperature
 Faulty gauge  Engine not pre-heated enough
 Most likely if oil temperature doesn’t  Winterizer plate not installed during cold
also increase weather
 Malfunction in oil pressure regulating  Faulty gauge
system
 Most likely to happen on the ground –
 Oil leak shut engine down and investigate the
 Land as soon as possible cause
 If engine still running, maintain altitude in  High oil temperature
case of a sudden engine stoppage
 Low oil level
 The low oil pressure light will illuminate
when the oil pressure drops below  Obstruction in oil cooler
35psi.  Winterizer plate still installed during
warm weather
 High oil pressure  Damaged/improper baffle seals
 Faulty gauge  Faulty gauge
 Malfunction in oil pressure regulating
system  Climb at a higher airspeed or level off
 Land as soon as possible  Increase mixture
 High oil pressure can damage the engine  Reduce throttle
seals  If temperature continues to rise, land as
soon as possible

Engine Problems – Indications (2)
 Excessively high CHT  Low fuel pressure
(>400F)  Faulty gauge
 Use of a lower fuel grade than  Fuel system blockage
100 octane  Engine-drive pump failure
 Extremely high manifold  Low fuel
pressure with low RPM
 Boost pump on
 Extended ground operation or
steep climbs in which cylinder  Switch tanks
cooling is reduced
 Poor engine baffling
 Climb at a higher airspeed or
level off
 Increase mixture
 Reduce throttle
 If temperature continues to
rise, land as soon as possible

Engine Problems – Miscellaneous
 Excessive engine vibration  Engine fire
(other than engine  During start
roughness)  Mixture to idle cutoff
 Could be a propeller out of  Open throttle & continue
balance cranking engine
 If imbalance is severe enough,  This is to attempt to draw the
it could cause the engine to be fire back into the engine
pulled off the engine mount  If fire continues for more than
 If this happens, recovery is a few seconds, extinguish it by
likely impossible due to the the best external means
severe weight & balance  In flight
imbalance
 Fuel selector off
 Could also be a more serious
engine problem  Throttle closed
 Example: Failed exhaust valve  Mixture to idle cutoff
on one cylinder  Electric fuel pump off
 Heater & defroster off

Control System Failures
 FAR Part 23
 23.147(c) – Directional and lateral control
 Summary: The airplane must be safely controllable without the use of
the primary lateral (roll) control system within the approved
operating envelope.
 23.677 – Trim systems
 (b) Trimming devices must be designed so that, when any one
connecting or transmitting element in the primary flight control
system fails, adequate control for safe flight and landing is available
with—
 (1) For single-engine airplanes, the longitudinal (pitch) trimming devices
 (2) For multi-engine airplanes, the longitudinal and directional (yaw)
trimming devices
 (d) Summary: The airplane must be safely controllable following any
powered trim system runaway that might be reasonably expected in
service, following an appropriate time delay after pilot recognition.
Control System Failures
 Broken throttle cable
 Adjust power using the mixture control
 Broken stabilator cable
 Trim for stable, level flight, until ready to land
 Plan for a no-flap landing
 Reduces the pitch variations required
 Can’t raise nose
 Apply substantial nose-up trim
 Push forward to pitch down, release pressure to pitch up
 Can’t lower nose
 Apply substantial nose-down trim
 Pull aft to pitch up, release pressure to pitch down
 Jammed rudder
 Airplane will generally be flyable, but in a slip
 Keep this in mind as you make any configuration changes
 Airspeed may be erroneous
 Unnecessary maneuvering could cause a stall/spin

Control System Failures – Brakes
 Signs of impending brake failure
 Gradual decrease in braking action after brake application
 Noisy or dragging brakes
 Soft or spongy pedals
 Excessive travel and weak braking action
 Dealing with brake failure
 Throttle to idle
 Full aft elevator (to aide in aerodynamic braking)
 Flaps UP (increased weight on wheels, to aide in frictional braking)
 If spongy brakes or pedal travel increases
 Attempt to pump the brakes to build up brake pressure
 If one brake is weak or fails
 Use the other brake sparingly, using opposite rudder as required

Miscellaneous Emergencies
 Seat slides back on takeoff or  Turn off master switch
landing  Autopilot (including pitch trim)
 DO NOT grab the yoke! servos are designed to be
overpowered
 Be sure to inform your passengers
(especially non-pilots) in the pre-flight  There is also a speed sensor that
briefing disables the electric trim over 140
 Sick passenger (airsick or KIAS
otherwise)  Propeller over-speed
 What would you do? VFR, IFR  Fixed-pitch
 Runaway pitch trim  Reduce throttle
 Stay below red-line
 What would you do?
 Reduce airspeed
 Disconnect autopilot
 Yoke disconnect
 Constant-speed
 Autopilot master switch  Reduce throttle
 Pull circuit-breaker  Stay below red-line
 Disable electric pitch trim  Check oil pressure
 Electric pitch trim master switch  Reduce prop control
 Pull circuit-breaker  Reduce airspeed
 Turn off avionics master switch

Miscellaneous Emergencies
 Spins (unintentional)  Open door
 Exact steps vary from plane  Such a common occurrence
to plane – read the POH that is a non-issue, but
1. Throttle to idle frequently causes
2. Ailerons neutral unnecessary accidents
3. FULL opposite rudder  Remember, the doors are
1. Followed by control wheel full double-latched, so it’s unlikely
forward it is completely unlatched
4. Neutralize rudder after  AVIATE, then determine best
rotation stops and smoothly
regain level flight course of action
1. Airspeed will build rapidly, so  Nearly impossible to close the
return to level flight needs to be door yourself, but if it’s only
quick, but smooth so as not to partially unlatched, it may be
overstress the airframe possible for a passenger to
attempt to close the door
 Otherwise, consider landing as
soon as possible and closing on
the ground

More Information
 AFM or POH  Type Certificate
 Dakota: 761-689  Aircraft
 Archer II: 761-722  Piper PA-28
 Archer III: 761-868  Engine
 Arrow II: 761-493  Lycoming O-360
 Warrior II: 761-649  Lycoming O-540
 Operator’s Manual  Propeller
 Sensenich 76E-series
 Lycoming O/IO-360: 60297-12
 Hartzell F2YR-series
 Lycoming O-540
 Airplane Maintenance Manual
 Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25A)
Open Sky Aviation, LLC.

http://openskyaviation.biz
gbaluha@openskyaviation.biz

Piper PA-28 “Cherokee” Series Overview
 PA-28(S)(R)(T)-###(T)  Cherokee Lines
 PA – Piper Aircraft  150/160
 28(S)(R)(T) – Series ID  140 / 140E / Cruiser
 S = Seaplane  Warrior / II / III
 R = Retractable gear  180/180G
 T = T-tail  Archer II / III
 ### – Horsepower  Archer LX & TX
 ##0/5 = “Hershey bar” wing  28R-180/200 Arrow / II
 ##1/6 = Semi-tapered wing  201 Arrow III/201T Turbo
 ###T = Turbo-charged Arrow III
engine  Arrow
 235/Charger/Pathfinder
 236 Dakota

PA-28 Aircraft Examples
 PA-28-235/236
 235HP
 Constant-speed Propeller
 Fixed Gear
 PA-28R(T)-180/200 & 201

 180/200HP
 Constant-speed Propeller
 Retractable Gear
 PA-28-180/181
 180HP
 Fixed-pitch Propeller
 Fixed Gear

Piper PA-28 Models
Model Approved Engine Engine Output Fuel Fuel Capacity Max Weight Max Baggage Seats
PA-28-160 Cherokee 10/31/1960 O-320-B2B/D2A 160hp @ 2700rpm 91/96 2x25g=50g 2200 125,200 4
PA-28S-160 Cherokee 2/25/1963 O-320-D2A 160hp @ 2700rpm 100/130 2x25g=50g 2140 125 4
PA-28-150 Cherokee 6/2/1961 O-320-A2B/E2A 150hp @ 2700rpm 80/87 2x25g=50g 2150 125,200 4
PA-28-180 Cherokee 8/3/1962 O-360-A3A/A4A 180hp @ 2700rpm 91/96 2x25g=50g 2400/1950 125,200 4/2
12/6/1966 O-360-A3A/A4A 180hp @ 2700rpm 91/96 2x25g=50g 2400/1950 125,200 4/2
Hershey-Bar Wing
PA-28S-180 Cherokee 5/10/1963 O-360-A3A/A4A 180hp @ 2700rpm 100/130 2x25g=50g 2222 125 4
PA-28-235 Cherokee Pathfinder 7/15/1963 O-540-B2B5/B1B5/B4B5 235hp @ 2575rpm 80/87 2x25g + 2x17g = 84g 2900 200 4
6/9/1972 O-540-B4B5 235hp @ 2575rpm 80/87 2x25g + 2x17g = 84g 3000 200 4
PA-28-140 Cherokee Cruiser 2/14/1964 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 2
6/17/1965 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 2
6/17/1965 O-320-E2A/E3D 150hp @ 2700rpm 80/87 2x25g=50g 2150/1950 100,200,300 4/2
PA-28R-180 Arrow 6/8/1957 IO-360-B1E 180hp @ 2700rpm 100/130 2x25g=50g 2500 200 4
PA-28R-200 Arrow 1/16/1969 IO-360-C1C 200hp @ 2700rpm 100/130 2x25g=50g 2600 200 4
PA-28R-200 Arrow II 12/2/1971 IO-306-C1C/C1C6 200hp @ 2700rpm 100/130 2x25g=50g 2650 200 4
PA-28-180 Archer 5/22/1972 O-360-A4A/A4M 180hp @ 2700rpm 100/130 2x25g=50g 2450/1950 200 4/2
PA-28-151 Cherokee Warrior 8/9/1973 O-320-E3D 150hp @ 2700rpm 80/87 2x25g=50g 2325/1950 200 4/2
PA-28-181 Archer II 7/8/1975 O-360-A4M/A4A 180hp @ 2700rpm 100/130 2x25g=50g 2558,2550/2138,2130 200 4/2
PA-28-181 Archer III 8/30/1994 O-360-A4M 180hp @ 2700rpm 100/100LL 2x25g=50g 2558,2550/2138,2130 200 4/2
Semi-Tapered Wing
PA-28-161 Warrior II/Cadet 11/2/1976 O-320-D3G/D2A 160hp @ 2700rpm 100 2x25g=50g 2332,2325/2020 200,50 4/2
7/1/1982 O-320-D3G/D2A 160hp @ 2700rpm 100 2x25g=50g 2447,2440/2027,2020 200 4/2
PA-28-161 Warrior III 7/1/1994 O-320-D3G 160hp @ 2700rpm 100/100LL 2x25g=50g 2447,2440/2027,2020 200 4/2
PA-28R-201 Arrow III 11/2/1976 IO-360-C1C6 200hp @ 2700rpm 100/100LL 2x38.5g=77g 2750 200 4
PA-28R-201T Turbo Arrow III 11/2/1976 Continential TSIO-360-F/FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2912,2900 200 4
11/2/1976 Continential TSIO-360-FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2912,2900 200 4
PA-28RT-201 Arrow IV 11/13/1978 IO-360-C1C6 200hp @ 2700rpm 100/130 2x38.5g=77g 2750 200 4
PA-28-236 Dakota 6/1/1978 O-540-J3A5D 235hp @ 2400rpm 100/130 2x38.5g=77g 3000 200 4
PA-28-201T Turbo Dakota 12/14/1978 Continential TSIO-360-FB 200hp @ 2575rpm/41" MP 100/130 2x38.5g=77g 2900 200 4
 Models span from 1960 to current

 Semi-tapered wing first available on the 1973 Cherokee Warrior
Pitot-Static System – Dual Static Ports
 Benefits of the
dual static-port
Dual static ports
configuration
 Less likely that
both will become
obstructed
 More accurate
during a slip

Pitot-Static Problems
Pitot Port Static Port Flight Attitude Result

Climbing ASI increasing
Activate Pitot port BLOCKED, Static port CLEAR
BLOCKED CLEAR Level ASI frozen
pitot heat
Descending ASI decreasing

Climbing
Pitot port BLOCKED, Static port BLOCKED
BLOCKED BLOCKED Level ASI & Alt. Frozen, VSI 0
Descending

Use Alt. Climbing ASI decreasing
Static Air Pitot port CLEAR, Static port BLOCKED
CLEAR BLOCKED Level ASI correct
Descending ASI increasing

Electrical Problems
What systems are powered by the electrical system?
 Attitude instruments  Digital tachometer (optional)
 Turn Coordinator  Lights
 Electric Attitude Indicator  Interior
 Vacuum gauge backlight  Exterior
 Navigation equipment  Landing Gear (if applicable)
 VOR/LOC/GPS  Electric landing gear motor
 Transponder  Landing gear horn & position lights
 Autopilot  Other
 Electric trim  CO detector
 Radios  Cabin fan
 Engine instruments  Electric fuel pump
 Fuel level  Clock
 Fuel pressure  Optional
 Oil pressure & temperature  Carb ice detector
 Electric vacuum pump
 EGT/CHT/OAT
 If digital
 Hobbs meter
 The one good thing!
 Volt/ammeter…obviously

Electrical Problems - Troubleshooting
 If the battery is dead, getting an external power start is not recommended
 The battery’s capacity is very low, and may not provide power very long if the alternator fails
Zero- Verify reading isn’t simply low by turning

on electrical equipment
reading on
Check for a popped alternator field circuit
ammeter breaker
Reset overvoltage relay (cycle ALT

switch)
Reduce electrical load and land as soon as

practical
“Stuck” starter Starter is acting as a generator; electrical

Electrical equipment may not function properly
overload Possibly a low battery Indication should decrease within 5
minutes
Turn BAT switch off, and monitor Indication should decrease within 5
ammeter minutes
Turn ALT switch off
Reduce electrical load and land as soon as

practical

Control System – Empennage
 Empennage access panel (rear of baggage compartment)
Cabin Fan Blower Stabilator Balance Arm

& Weight*
Bulkheads ELT Fresh Air Inlet Drain Tube
Battery Box Stabilator, Rudder,

and Trim Tab Cables
Stringers

Control System – Flaps (Cont.)
Extension/Retraction
Chain
Retraction
Spring
Torque Tube
Cabin Exhaust
Outlet
Tension Spring
(Extension)
Wing Spar
Exterior – Miscellaneous
Battery Vent/Drain
Aircraft Jack Point
Fuel Tank Vent

Wing Fuel Sump

Exterior - Antennas
VOR / Glideslope
ELT
VHF Communications
Glideslope

Exterior – Antennas
GPS Receivers
Transponder

Fuel Selector
To left fuel tank
Wing spar
To right fuel tank

Engine Cooling Airflow
High air pressure on top
Baffles help guide the

airflow and separate high
air pressure from low air
pressure
Low air pressure on the bottom

Cherokee Systems Overview 2018

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Aircraft Systems & Emergencies

2 (C) 2014 Open Sky Aviation, LLC.

3 (C) 2014 Open Sky Aviation, LLC.

Alternate Static Air Panel Lighting

4 (C) 2014 Open Sky Aviation, LLC.

Alternate Static Air Alt. Avionics Master

5 (C) 2014 Open Sky Aviation, LLC.

Electric Pitch Trim*

Alternate Static Air Panel Lighting Carb Ice Detector*

8 (C) 2014 Open Sky Aviation, LLC.

Pitot & Static Drains

Pitot-static lines to the pitot-static vane

10 (C) 2014 Open Sky Aviation, LLC.

Dual static port (1 of 2)

11 (C) 2014 Open Sky Aviation, LLC.

Alternate Static Air

12 (C) 2014 Open Sky Aviation, LLC.

13 (C) 2014 Open Sky Aviation, LLC.

Electric Vacuum Pump

14 (C) 2014 Open Sky Aviation, LLC.

15 (C) 2014 Open Sky Aviation, LLC.

16 (C) 2014 Open Sky Aviation, LLC.

17 (C) 2014 Open Sky Aviation, LLC.

18 (C) 2014 Open Sky Aviation, LLC.

19 (C) 2014 Open Sky Aviation, LLC.

Fuel (Priming) Oil

21 (C) 2014 Open Sky Aviation, LLC.

 Engine Tachometer  Manifold Pressure

22 (C) 2014 Open Sky Aviation, LLC.

* Always refer to the POH for the manufacturer’s

23 (C) 2014 Open Sky Aviation, LLC.

25 (C) 2014 Open Sky Aviation, LLC.

26 (C) 2014 Open Sky Aviation, LLC.

Fresh air gets ducted

27 (C) 2014 Open Sky Aviation, LLC.

28 (C) 2014 Open Sky Aviation, LLC.

29 (C) 2014 Open Sky Aviation, LLC.

400 ppm (0.04%) Headache within 1-2 hours

800 ppm (0.08%) Dizziness, nausea, and convulsions within 45 minutes

6400 ppm (0.64%) Death within 25 minutes

12800 ppm (1.28%) Death in less than 3 minutes

30 (C) 2014 Open Sky Aviation, LLC.

31 (C) 2014 Open Sky Aviation, LLC.

Always check for proper control

There have been cases of

Yoke LEFT aileron RIGHT aileron

To the LEFT UP DOWN

To the RIGHT DOWN UP

32 (C) 2014 Open Sky Aviation, LLC.

33 (C) 2014 Open Sky Aviation, LLC.

Note, separate cable to actuate

Cessna nose gear

Piper nose gear connected

34 (C) 2014 Open Sky Aviation, LLC.

35 (C) 2014 Open Sky Aviation, LLC.

Trim tab cables

Note, separate cable to actuate

36 (C) 2014 Open Sky Aviation, LLC.

37 (C) 2014 Open Sky Aviation, LLC.