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A2A A2A SIMULATIONS
CHEROKEE
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ACCU-SIM CHEROKEE 180 © 2014 A2A Simulations Inc. All rights reserved. Published by A2A Simulations Inc. ATTENTION! Accu-Sim Cherokee 180, including sounds, aircraf, and all content is under strict, and enorceable copyright law. I you suspect anyone has pirated any part o Accu-Sim Cherokee 180 Trainer, please contact
[email protected] RISKS & SIDE EFFECTS Ergonomic Advice ▶ ▶
▶
Always maintain a distance o at least 45cm to the screen to avoid straining your eyes. Sit upright and adjust the height o your chair so that your legs are at a right angle. The angle between your upper and orearm should be larger than 90º. The top edge o your screen should be at eye level or below, and the monitor should be tilted slightly back-
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ACCU-SIM CHEROKEE 180 © 2014 A2A Simulations Inc. All rights reserved. Published by A2A Simulations Inc. ATTENTION! Accu-Sim Cherokee 180, including sounds, aircraf, and all content is under strict, and enorceable copyright law. I you suspect anyone has pirated any part o Accu-Sim Cherokee 180 Trainer, please contact
[email protected] RISKS & SIDE EFFECTS Ergonomic Advice ▶ ▶
▶
Always maintain a distance o at least 45cm to the screen to avoid straining your eyes. Sit upright and adjust the height o your chair so that your legs are at a right angle. The angle between your upper and orearm should be larger than 90º. The top edge o your screen should be at eye level or below, and the monitor should be tilted slightly back-
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A2A A2 A SIMULATIONS
CHEROKEE ACCU-SIM CHEROKEE 180
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CONTENTS 6
PIPER CHEROKEE PA-28-180 AN AEROPLANE FOR THE REST OF US
34
CHEROKEE SPRING
36
DEVELOPER’S NOTES
38
FEATURES
40
QUICK-START GUIDE
44 48
You're Reading a Preview Unlock full access with a free trial.
Download With Free Trial ACCU-SIM AND THE CHEROKEE 180
ACCU-SIM AND THE COMBUSTION ENGINE Sign up to vote on this title
54
PROPELLERS
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62
NORMAL PROCEDURES
68
PERFORMANCE
76
WEIGHT AND BALANCE
78
AIRPLANE & SYSTEM DESCRIPTIONS
86
EMERGENCY PROCEDURES
90
EMERGENCY PROCEDURES EXPLAINED
94
AIRPLANE HANDLING,You're Reading a Preview SERVICE & MAINTENANCE
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102 CREDITS
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PIPER CHEROKEE PA-28-180 AN AEROPLANE FOR THE REST OF U Download With Free Trial You're Reading a Preview
Unlock full access with a free trial.
By Mitchell Glicksman
This lying machine may rightly be called a “Goldilocks” aeroplane. It is not too big and not too small, not too complex and not too simple, etc. The Piper Cherokee 180 is, as the little laxen-haired girl so amously declared, “Just right!” The entire PA-28 Cherokee line rom the humble two- seat 150 h.p. PA-28-140 to the swif, retractable un-
dependable and well-perorming aircraf wh and satisying to ly, reliable, sae and eco Sign vote onHowever, this title getting to this own up andtooperate. time and astute business an Useful Not very useful some some tical skills and sense. HIGH FLYING ON HIGH WINGS
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A real Piper J-3 “Cub” 1961 Piper PA-28-150 Cherokee 150
the irst three years o the next decade in which a new, smaller, but no less vicious conlict in Korea came and went, a new, thriving American middle class began to enjoy the substantial positive changes engendered by the new peacetime culture and economy. As the economic boom o the ‘50s began to improve the lives o so many, all markets, and no less the GA market, began to grow and thrive as well. By the end o the ‘50s very 1948 Stinson 108-2 ew aircraf o the pre-war era were still being manuactured; however, in their place promising, new, exciting, and or those times revolutionary aeroplanes began to become available. But old conventions die hard. In the i mmediate postYou're Reading a Preview war era and or more than a decade most GA aeroplanes still had wings which sat up atop o the uselage (known Unlock full access with a free trial. as the “high wing” design) as they had in the pre - war years. The prominent post-war manuacturers o GA aeroplanes, Piper, Cessna, Taylorcraf, Stinson, AeronDownload With Free Trial ca, Luscombe and such all exclusively offered aircraf 1947 Luscombe 8a Silvaire with high wings and, naturally, that was how the public pictured all GA aeroplanes, all o which they generally deemed to be “Piper Cubs”. The proliic and successul high-wing design has a number o virtues: it is easier to design and build a wing Sign up to vote on this title which does not have to support itsel (non-cantilever), but which may be held up with struts attached to the Useful Not useful wings and the bottom o the uselage. The high- wing
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AN AEROPLANE FOR THE REST OF US
Left: 1947 Cessna 190 showing an unusual cantilever high wing Right: Dornier DO-27B showing a cantilever high wing. This was the first aeroplane permitted to be produced by a German manufacturer after W.W. II.
design was also the choice o most GA aircraf manupurchased the assets o the bankrupt Tay acturers because a strut- braced wing is economical to Company or $761.00, except or a small build being that it is lighter, thinner, and requires ewer interesting Piper low-wing prototypes alo parts than a cantilever wing. Except or aeroplanes like (PT-1 Trainer-1942, PA-7 Skycoupe-1944, P the Cessna 190/195 models, the Helio Courier STOL dan-1945, and PA-8 Skycycle-1945, none o (short take-off and landing), and the Dornier Do. 27/28, into production), Piper Aviation had exclu high-wing aeroplanes o the 50’s were virtually all strut duced high- wing aircraf until the twin-en braced. Apache in 1954. The Taylor/Piper Cub and i O course, the struts themselves add back some the the PA-15/17 Vagabond, the PA-16 Clipper, P weight savings o a non-cantilever high wing and addiCub and the PA-20 Pacer with its variants in tionally impose a drag penalty which t he cantilever wing revolutionary tricycle- undercarriage PA-2 design, requiring no support struts, does not. However, were all high- wing, abric- covered aeroplan while more aerodynamically clean, the weight penalty 22 Tri-Pacer which was introduced to the pu You're Reading a Preview o the heavier and bulkier cantilever wing may be as as February 1951 predated Cessna’s irst tri-g great a detriment in its way to overall aircraf peror- the 172 and 182 by ive years. Unlock full access with a free trial. mance as is the drag coefficient produced by wing support struts. Properly designed, a wing strut’s production o drag may be minimised.Download Aside rom economical With Free Trial concerns, another o the virtues o a high-wing design is that the pilot’s and passengers’ are granted an almost unobstructed view o the ground during light. In addition, or purposes o visual navigational orientation as well as or sightseeing, a high wing gives good service. Today, and since the introduction o the Cherokee series o aircraf in 1961, Piper Aircraf has come to be Sign up to vote on this title known as a manuacturer o mostly low- wing GA aero- Useful Not useful planes, the PA-18-150 Super Cub being the lone exception. However, or 24 years, rom its ounding in 1930, Typical wing struts when businessman and oil speculator William T. Piper
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1947 Beechcraft THE BONANZA BONANZA Bonanza Model 35 O course, amongst all o this GA high-wing high-jinx instrument panel with there were a ew exceptions with one very strong stand50’s style non- “T” out, the remarkably prescient Beechcraf Bonanza instrument layout and early classic Narco Model 35, designed in 1945 and i ntroduced in 1947. Well “Omnirange” VOR named, this aeroplane was a remarkable economic sucreceiver as almost an cess or Beechcraf, the irst GA success story o the imafterthought. Note- no mediate post-war times. In act, it was the enormously ILS equipment and positive response to the Bonanza in 1947 that uelled 30’s-40’s throwback throw-over yoke system, many GA aircraf manuacturer’s starry-eyed optimism toe brakes only on left and belie in the sales boom that never happened. rudder pedals. Designed by Ralph Harmon and his associates in 1945 as the war was coming to an end, Bonanza Model 35 had its irst test light on December 22, 1945. Incorporating Continental 0-470 what was then known o aerodynamics, aviation technology and modern manuacturing techniques, its clean, stressed skin (monocoque) all-metal structure was reminiscent o the recently lionised Spitires and Mustangs and in many ways was a distinct departure rom previous GA aircraf. With a retractable undercarriage, V-tail, seats or our adults, constant speed propeller and powered by a simple to manage and inexpensive to run six-cylinder, horizontally opposed, air cooled 165 hp Continental 0-470- E165 engine, it was the irst o a new breed. In its class and or its time the Bonanza was the epitome o aeronautical design and engineering — ast, sturdy, and looking like nothing that had come beore. You're Reading a Preview Sure, it was pricey at the then great sum o $7,975.00 ($7,975.00 in 1947 had the same buying power as Unlock full access with a free trial. $85,165.95 in 2013, annual inlation over this period being 3.65%), but to its purchasers it was worth every 1947 Beechcraft dime. Upon its introduction, corporations, businesses Download With Free Trial Bonanza Model and wealthy proessionals placed almost 1,500 orders in 35 3-view advance o its release making the Bonanza an unqualiied and immediate roaring success. While Cessna and many other manuacturers seemed to be still tied to old, pre-war designs and concepts, Beechcraf’s Bonanza was an entirely new breed, Sign up to vote on this title a leap orward that looked like and in every way was “the very model o a modern” aeroplane. Throughout Useful Not useful the 50’s the Bonanza’s sales continued to soar and its place at the top o the ood chain remained essentially unchallenged.
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AN AEROPLANE FOR THE REST OF US
1958 Piper PA-24-250 Comanche with one piece windshield and aftermarket spinner
1960 Piper PA-24-250 Comanche instrument panel with non- “T” instrument layout. As in contemporary Bonanz seem to be almost an afterthought. Note- modern-style no ILS equipment, dual controls but toe brakes on only l pedals, large flap handle but no Johnson bar brake hand
THE BONANZA KILLER Most painully cognizant o the Beechcraf Bonanza’s well-deserved success, by the end o the 1950s Piper Aviation was anxious to produce its own modern, all metal, retractable undercarriage, high perormance single-engine aeroplane. Seeking to enter and to dominate the high-perormance GA business aeroplane market and unseat the Bonanza, Piper Aviation made ready to topple the King and to take its place on the GA high- per1964 Piper a PA-24You're Reading Preview ormance throne. 250 Comanche with To this end, Piper designed and developed the PA-24 spinner, Unlock full unpainted access with a free trial. Comanche, “The Bonanza Killer”. Piper Aircraf’s ambiaftermarket onepiece windshield tious intent was to not only put an end to the Bonanza’s and tip-tanks long- held high-perormance single- engine commercial Download With Free Trial reign, but to put Piper irmly on the map as GAs leading and most advanced aircraf manuacturer. Piper knew that to do all o this would require an exceptional aeroplane, one that perormed to the highest standards, 1967 Piper PA-24was ast, comortable and sae. O all, this last require250 Comanche with ment was key. 3-blade propeller, Sign up to vote on this title Piper Aviation has traditionally leaned heavily toaftermarket wards light saety in its designs. Gentle and predicable spinner, one Useful Not useful stall characteristics, inter-connected rudder and aipiece windshield and tip-tanks lerons to prevent inadvertent spins on some models, slow landing speeds and the like had been regularly
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at 8,000’ is 139 knots (159.85 mph) which in its day was excellent or a our-seat, 180 hp aeroplane, but not quite ast enough to seriously compete with the 165 knot (189.75 mph) 240 hp Bonanza 35H at 75% power. The irst low-wing GA aeroplane produced in over a decade, the Comanche was something new and exciting. A breathtakingly beautiul design, its novel sweptback tail, its graceully tapering wings and sleek uselage gave it the look o innovative modernity in the same way that Lancaire and the Cirrus aircraf appear to us today. Accordingly, Piper began to immediately test the installation o a 250 hp Lycoming O-540 engine in the Comanche. The PA-24-250, introduced in April 1958 has a very competitive 75% cruise speed at 8,000’ o 160 knots (184 mph). So, did the Comanche actually kill the Bonanza? Well, the answer is clearly, no. However, it did compete well with it and better in that regard than anything else in its time. Piper and Beechcraf continued to strive with each other until the Comanche suddenly ceased production in 1972, along with the excellent, sleek and speedy Twin-Comanche, as a result o catastrophic damage to Piper’s Lock Haven, PA actory caused by the record rising o the nearby Susquehanna River due to Hurricane Agnes. Today, as newer and even sleeker modern composite designs vie with it or top dog in the You're Reading a Preview GA high-perormance, single- engine market the Bonanza lives on, albeit in the shape (i not the name) o Unlock full access with a free trial. the venerable, conventional tail Debonaire, and is still in production with no end in sight. While its time in the market as a new aeroplane Download With Free Trial was relatively short (1958-72), since its introduction the Piper Comanche has been and still is one the most highly- respected and desirable GA aeroplanes. A good one in good condition is considered a prime ind on the used aircraf market. Today there are many thousands o loyal Comanche adherents who irmly believe, and Sign up to vote on this title with good reason, that it is the most beautiul, elegant Lycoming 0-360 and overall best perorming single-engine GA aeroplane Useful Not useful ever built. Right, Scott?
Second proto-t Piper P Comanc
1958 Be Bonanz with tip
1959 Be Bonanz
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AN AEROPLANE FOR THE REST OF US HOW ABOUT AN AEROPLANE FOR THE REST OF US? Without any question, the Bonanza and the Comanche were and are very high perormance single-engine GA aircraf aimed at distinctly well-heeled potential private/corporate owners. However, there also existed a signiicant segment o the GA market that wished to own a new, reasonably ast (i not the astest), modern, all-metal, ourseat aeroplane, but who could not afford the Comanche’s and especially the Bonanza’s high price tag. FBOs (ixedbase operators), light school operators and lying clubs were also looking or aircraf that they could rent out at rates that the average weekend private pilot could afford.
Rib- stitching a fabric covered Tri-Pacer’s wing before doping — one of this process’s many labourintensive steps.
As the prosperous second hal o the 1950s came to a close, Piper understood that the time o the abric- covered Tri-Pacer and Colt had come to its end. Studies within Piper Aviation in the mid- 50’s showed that with modern manuacturing techniques it was actually now more cost-effective to produce an all-metal aeroplane than to something that would give potential owner continue to produce the old school parts and labour- in- tive alternative to Cessna’s popular 172. tensive, metal rame, abric- covered Tri-Pacer and Colt. Looking to produce a our-seat design w Even with plans to build the Comanche already be simpler and which could be produced less drawn, the actory tooling up to manuacture it, and ly than the complex, retractable gear, cons with Piper’s well-ounded hopes and expectations that propeller Comanche, Piper also knew that in its new beauty would well-establish Piper Aviation in competitive in the lucrative trainer market t the high-perormance single-engine, business aeroto build a replacement or the two- seat Col plane market, William T. Piper knew that i Piper was go- been commercially greatly overtaken by th You're Reading a Preview ing to survive and lourish into the next decade and be- Cessna 150. I these two needs could be reso yond that, urther aeronautical invention and progress overall design, so much the better. Unlock full access with a free trial. was wanted. He, his son Pug and the entire Piper team A product o the prosperity and economic knew that they had to produce a new, modern entry to o the late ‘50’s in the United States was a w mid-market level aeroplane as soon as possible in order student pilots. Flight schools and clubs we Download With Free Trial to compete with Piper’s true rival, the only other major up at virtually every local airport and busine aircraf company that was actively and successully ser- brisk. Since its introduction in 1958, the allvicing that segment o the GA market, Cessna. seat Cessna 150 had become by ar the m Immediately upon the introduction o the all- metal aircraf in this burgeoning trainer market. A the J-3’s, Aeronca Champs and other simila Cessna 172 in 1956 Piper knew that its internal evaluations regarding the obsolescence o abric-covered air- (then called “conventional undercarriag uptotodisappear vote on this title craf were indeed valid and that their then single-engine Sign began rom attrition mostly star, the Tri-Pacer, had already been eclipsed. While the wheel induced and landing accident Useful Not useful taxiing exceptional Comanche had, in act, turned out to be quickly being replaced by the tricycle under highly competitive in the high-end GA niche, giving the hp Cessna 150 and, to Piper’s disappointm equally exceptional Beechcraf Bonanza a good run or lesser extent the 108 hp, two seat version o
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1956 Cessna 172
1956 Cessna 172
ward to soon lying higher perormance aircraf, all o which had tricycle undercarriages.
something o an anachronism by the beginning o the ollowing decade. Its oreshortened appearance gave it a somewhat stodgy look and sitting seemingly precariAlso, unlike the J-3, etc. where the student and instructor sit in tandem, in the new trainers the instructor and ously upon its closely spaced undercarriage, it garnered student sit side- by- side, acilitating communication as the unortunate nickname “Flying Milk Stool”. Piper well as increasing the conidence o the student and makhad to ace it; the Tri-Pacer just didn’t imply a clear and deinite sense o modernity as surely as the Cessna 172. ing it easier or the instructor to demonstrate maneouvers and to teach the lesson. Additionally, and most signiiTaking everything into consideration, Piper saw the cantly or FBOs, light schools and clubs, with the advent writing on the wall. You're Reading a Preview o these new tricycle- undercarriage trainers, ground Ironically, the Tri-Pacer’s perormance is excellent, competing well with and in some instances beating the loops and nose overs whilst landing as well as collisions Unlock full access with a free trial. whilst taxiing became a thing o the un- mourned or past. newer Cessna 172. The 160 hp Tri-Pacer climbs at approxThe Tri-Pacer shared the same market as Cessna’s imately 800 pm loaded at or near MGW with a top speed 172; however, except that they were both high-wing, o 123With k (141.5 mph)Trial and a 75% cruise o 117k (134.5 mph) Download Free our place aeroplanes o similar power, they actually at 7,500’. Its useul load is 890 lbs., and its take-off and shared ew similarities, particularly with regard to con- landing perormance as well as its slow and departed struction and appearance. light perormance is overall better than the 172’s. The Firstly, the Tri-Pacer was abric covered whilst the Tri-Pacer is more responsive than the Cessna 172 and 172 was all metal. The higher maintenance cost o a many pilots have ound it to be more un to ly. Nevertheabric covering as well as the anticipated expense o an less, by the end o the 1950’s the more modern-looking Signaway up towith vote this title inevitable abric re-covering was a strong market moti- Cessna 172 was running theon middle GA market. vator toward the all- metal l72. Beore 1961 one well be or thinking Useful Not useful might excused Secondly, the Tri-Pacer’s rame has many steel compothat with the exception o the low-wing twin-engine nents within which can and do rust, and eventually cause Apache, the Comanche and the Pawnee crop-duster major repair headaches. The 172’s stressed-skin covered that Piper leaned heavily towards the production o
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AN AEROPLANE FOR THE REST OF US
Left: Fred Weick’s brilliant and innovative 1936 Erco 315CD “Ercoupe” Center: Very rare photograph of experimental retractable Ercoupe Right: Fred Weick with his Ercoupe Noteconstant speed propeller with anti- icing boots
the beginning o a new one when the irst o the all metal low-wing PA-28-150 and PA-28-160 Cherokees were introduced to replace the Tri-Pacer and the Colt which were then withdrawn rom production.
By 1936, as chie designer at ERCO, Mr signed the revolutionary ERCO 310, better kn “Ercoupe”, designed to be virtually stall and with integrated rudder and aileron controls pedals), a crosswind resistant undercarriage CREATING AN AFFORDABLE LEGEND the irst aeroplanes designed with a tricycl In 1957, Karl Bergey, Assistant Chie Engineer at Piper’s riage. brand new Vero Beach acility which was built to design, Both William Piper and his son, Pug grea test and ultimately manuacture the Cherokee, led the the extraordinary talents o the brilliant team o engineers and designers whose task it was to aeronautical engineer/designer John W. create an aeroplane that would establish the new, mod- agreed to join the team. In the course o c ern Piper Aviation in the present and secure it well into Cherokee this stellar design team ound Th the uture. Pug Piper sought to create a small team o aeronautical mind to be a great and power engineer/designers who had reputations or having the The design o the Cherokee ultimately great You're Reading a Preview oresight and imagination to create something new. To rom many o John Thope’s ideas and rom h that end, Pug Piper’s riend, the talented, progressive past designs. In particular, the team incorpo Unlock full access with a free trial. and imaginative 1928 Collier Trophy winner, Fred Weick eatures rom Thorp’s amazingly ahead o i was invited to join the team. 1945 all- metal T-211. Weick was one o the irst American aeronautical Download WithengiFree Trial neers who had, among other things, worked closely with A MOST DELICIOUS WING the United States Postal Service in the early 1920s to es- The irst thing that Pug Piper told his team w tablish and to develop the U.S. Air Mail Service. In 1925, new aeroplane would have a low wing or a whilst an engineer working or the National Advisory look and so that drag producing struts o any Committee or Aeronautics (NACA), Weick was the chie be avoided. He wanted Piper Aviation to b design engineer and responsible or developing stream- excellent reputation that the low-wing Com up to vote on this lined cowlings to improve aerodynamic efficiency while Sign already established andtitle envisioned an aer enhancing engine temperature control. He also helped to would look and as useful entirely different rom Useful Not be 172 as possible. design the irst ull-scale propeller wind tunnel.
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An all metal, cantilever 160 sq. f. (15.14 m�), 30’ (9.2 m) span, 5’ 3” (1.6m) constant-chord (non-tapering) Aspect Ratio - wing wing, popularly called the “Hershey Bar” wing because span (tip to tip) divided by average chord o its similarity in shape to that most amous rectangular conection, became the basic platorm upon which this new aeroplane was built. This wing’s aspect ratio (span divided by chord) is on the low side at 5.63. This was not a problem or a new situation at Piper. The immediate predecessors o the Cherokee, the so- called “short wing” Pipers, the Vagabond, the Clipper, the Pacer, the Tri-Pacer and the Colt which the Cherokee series o aircraf was to replace had even lower aspect ratios. By comparison Cessna 172’s aspect ratio was 7.448. It was a deliberate design choice to raise the new Cherokee’s wing’s aspect ratio a bit rom the shortwinged Pipers in order to increase its Cl (coefficient o lif) and thereby its efficiency. Up to a point, a higher aspect ratio wing promotes better high altitude cruise, climb and glide perormance. However, a wing with a lower asYou're Reading a Preview pect ratio has at least one advantage — it has a higher reducing P-effect (combination o twisting slipstream* critical angle o attack (Alpha), i.e., the positive Alpha Unlock full access with a free trial. at which it will stall; additionally the stall itsel tends to and induced propeller yaw in the opposite direction o be gentle. The old short-wing Pipers were not very effi- the turning o the propeller when at positi ve Alpha) durcient power-off gliders (I recall that the Colt, particularly, ing the takeoff run. They wanted to improve upon the Download With Free Trial Comanche’s distinctly nose-high stance on the ground glided like a stone); however, they were extremely orgiving at low airspeeds and in extreme departed light atti- which creates a good deal o P-effect on takeoff requirtudes. They could, with sufficient power applied, seem to ing lots o right rudder to keep it on the centreline. “hang on their propellers” with their noses sitting way up *For what it’s worth, this writer does not hold very much with the theory o a twisting slipstream as a major in the air whilst lying at very low airspeeds. It had been Fred Weick’s lielong goal to build aeroplanes such as the P-effect orce or a number o reasons to lengthy to go Sign upP-effect to vote operates on this title Ercoupe that were easy to ly and by extension, sae. All into here. Also, remember, in the yaw agreed that orgiving light characteristics would be a axis, torque in the roll axis. Useful Not useful Being a low-wing aeroplane, the Cherokee’s overall most attractive eature to the low-time pilots and FBOs that were Pipers commercial target. vertical centre o gravity (C.G. v) is low, however, it is The team designed the Cherokee’s wing to be necessarily at a point above it s low wing. This promotes
Left t 1) Pip Clipp 2) Pip Vaga 3) Pip Pace in red
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AN AEROPLANE FOR THE REST OF US
You're Reading a Preview Unlock full access with a free trial. Angle of Attack (AOA) also called “Alpha”
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Hershey Bar Cherokee showing 7 degrees of dihedral Cessna 172 showing 3.5 degrees dihedral
designed to be used or training new pilots and or comortable and easy touring. To create good lateral stability a low- wing aeroplane requires dihedral, more dihedral than is required or a high wing aeroplane. Also, a low wing aeroplane requires greater dihedral to provide or adequate wingtip clearance when on the ground and when a wing may be lowered during a cross-wind landing. Accordingly, the Cherokee’s low wing has 7º o You're Reading a Preview dihedral which gives it very good lateral stability which is especially welcome on long trips and when in mildly Unlock full access with a free trial. turbulent conditions. The vertical centre o gravity (C.G. v) o a high-wing aeroplane is also low, but at a point below the wing Download With Free Trial which promotes good stability in the lateral axis. This means that less dihedral is required or high-wing aeroplanes. Accordingly, the high wing Cessna 172’s dihedral is only 3.5º. Dihedral causes a sel-levelling orce to occur when the aeroplane is displaced rom level in the roll axis. As Sign up to vote on this title any orce, such as turbulence, begins to roll an aeroplane rom level, the downward moving wing’s Alpha Useful Not useful increases, creating lif. In addition, the lowered wing assumes a more horizontal attitude than the higher wing and, concurrently, the lower wing creates more lif be-
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AN AEROPLANE FOR THE REST OF US
ingly, the Cherokee is maneouverable, laterally stable uselage. This greatly simpliies assembly and rides quite well in all kinds o turbulent air. Accord- making major wing repairs or replacement ingly, it seems that the Cherokee’s wing’s dihedral, like sive. An additional plus is that this method o so much else about this aeroplane, appears to be just the wings separately permits the use o a m right. shipping crate, thus saving transportation Adverse yaw is the tendency or an aeroplane’s nose unassembled airrame. to yaw in the opposite direction o bank and is caused Piper reports that it has thoroughly teste by the rising wing pulling back because o increased okee’s wing mounting system, running at le You're Reading a Preview induced drag created by lif. To reduce adverse yaw, load and unload cycles with no damage t virtually all modern aeroplanes, including the Chero- mounts. Unlock full access with a free trial. kee, have ailerons which are differentially rigged; that The Cherokee’s constant-chord, rectan is, there is more upward aileron movement than down, planorm did not, however, come about wi causing there to be less lif- induced drag inWith the rising riction and dissent within the design team. Download Free Trial wing and thereby reducing its tendency to yaw the aero- wanted tapered wings as on the Comanch plane away rom the turn. aesthetic and aerodynamic reasons. Both To simpliy the Cherokee’s construction and to keep Bergey also initially thought that a tapere costs to a minimum, a ew new wing mounting tech- the new aeroplane would be best even tho niques were incorporated. As mentioned, the Comanin particular, had been a long-time, outsp che’s lef and right wings are joined in the middle in the cate o non-tapered wings or GA aircraf (se up to vote on this title actory making the wing one piece. The entire wing is Sign T-112). then attached to the bottom o the uselage, the main Useful Not useful spar being bolted to a receiving 3-sided box. This conSupermarine struction makes or a very strong +7g wing, perhaps Spitfires showing stronger than necessary in a non-aerobatic GA aero-
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The team considered a tapered wing or three basic “stickiness” o the air. For simplicity you can use the reasons: value 6327 or the Kv o air at the standard temperature At irst, Karl Bergey was, as was his boss, Pug Piper, o 59 degrees Fahrenheit at Sea Level. The speed value in avour o a tapered wing or the new design which he is in eet per second and the length is the chord o the said more closely emulated the commonly accepted wing in linear eet. ideal wing plan orm, the ellipse, as ound on R. J. MitchThe Reynolds Number is an essential measurement ell’s spectacular and beautiul Supermarine Spitire. o wing/aircraf perormance and i you are a serious Piper, Bergey and Thorp initially agreed that an ellipti- student o aerodynamics you will want to know a good cal wing produces less overall lif-induced drag than a deal about it. rectangular wing and is quite efficient. The others recognized Thorp’s argument to be sound The second argument or a tapered wing was that because, as is well-known, where the RN is lower the since the tapered outer part o the wing has a shorter maximum Cl is necessarily lower, creating less lif at chord it has less overall area than the inner part o the any given airspeed as compared to any other part o the wing. This reduced wing area would cause less upward wing where the chord is longer. Accordingly, it ollows bending pressure on the root o the wing when in light that where the maximum Cl is smaller, that part o the than i it the chord was constant to the tip. With less wing must stall irst. bending to worry about, a simpler, lighter inner wing Thorp urther argued that the relatively small size structure could be designed. o GA aircraf’s wings and their relatively slow takeoff The third and perhaps the most practical reason or and landing speeds exacerbates the tip stall problem a tapered wing (rom a marketing perspective at least) in a tapered or elliptical wing as the outer wing’s RN is was that they look sleek and aerodynamically “correct”. thereore even lower. Additionally, a tapered or elliptiAlways most aware o the importance o marketing with cal wing is more readily likely to have reduced aileron regard to o any commercial product, Pug Piper, as had effectiveness. While it makes sense that the aileron on his ather so many times beore him, ound this argu- a tapered wing may be less effective being mounted ment to be highly persuasive. at the tapered portion o the wing which has a shorter It looked like the Cherokee was going to have a tachord and thus a lower RN causing lower efficiency and pered wing similar to the Comanche’s when Thorp beYou're Reading a Preview gan to advocate or a rectangular wing instead. Afer ruminating about the issue or a while and he began to Unlock full access with a free trial. discount the structural argument or a tapered wing. He reasoned that the difference in the structural weight o a tapered verses rectangular wing o the same sizeDownload was With Free Trial too small to consider. Combining this with his aerodynamic analysis he said that aerodynamic scale effect makes it possible to use a smaller rectangular wing (rather than a larger tapered wing) or a given stalling speed. He went on to explain that thereore the tapered wing, though possibly inherently slightly lighter, must Sign up to vote on this title ultimately be o greater span in order to provide equal wing area to that o the un-tapered wing, thereby eras Useful Not useful ing any weight saving. As to the elliptical wing planorm theory, Thorp re joined Piper and Bergey’s opinions and held that there
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AN AEROPLANE FOR THE REST OF US
Some fixes for tip stall
Piper PA-28-161 showing semitapered wing
be as or more efficient as an elliptical or ta without any o the tapered wing’s attend problems and without the complexity and expense o building a more complicated ta structure. The team inally agreed upon a rectan stant- chord, “Hershey Bar” wing or the which indeed proved to possess a high degr efficiency, near to ideal lif distribution cha and which is highly stable at low airspeeds stall and departed light conditions. Always seeking to improve the Cherokee extension o the wing span was proposed in prove load carrying ability and rate o climb a lower maximum Cl; it is also true that the tapered preliminary tests showed that a longer wing wing’s outer section produces less aerodynamic lateral essarily increase positive bending pressure damping orce in a roll than does a constant chord wing. root and inboard wing structure requiring Thereore, all else being equal, with properly designed new and more robust inner wing design w ailerons a tapered wing could have as ast or a aster necessarily add to manuacturing costs. Th rate o roll than a constant chord wing o identical area tabled or the time being. and span. In 1973 Piper revisited the Cherokee’s w As a tapered wing or the Cherokee was being seriand decided to go with the original idea o ously discussed, the various known “ixes” or tip stall wing. While Thorp and Weick’s original theo were considered. The commonest o these is wing twist ing tapered vs. rectangular wings were corr or “washout” where the outer porti on o the wing’s trail- been well-proved, much to the dismay o m ing edge is built to ride slightly higher than the leading and without Piper Aviation, a n ew, tapered w edge (producing lower local static Alpha). Additional proved or the PA-28-150. You're Reading a PreviewThis aeroplane also incorporated a ew preventative measures or tip stall are aerodynamic devices which are attached and/or added to the wing such grades, improved wing airing and seals a Unlock full access with a free trial. as drooped or enlarged leading edges, stall strip at lead- named the PA-28-151 “Warrior”. Thereafe ing edge, more greatly cambered (curved) outer- wing aeroplane has a “1” as its last number, as in airoil sections, ixed or automatic leading edge slotsFree or Trial etc. it has a semi-tapered wing. The “Warrior Download With slats, and downward curved wing tips. er’s tradition which began in 1954 with the While these ixes do help the problem to some de- Apache o exclusively naming its aircraf af gree, they all add complexity, and/or weight to the lish language names o Native American trib wing and all produce additional airspeed- robbing drag gan a new tradition o also naming aircraf u which tends to negate the advantage that the tapered such as “Tomahawk”, “Arrow”, “Archer”, “Pa wing was supposed to deliver in the irst place. that closely suggested and alluded to tha In inal analysis, Thorp, Bergey and Weick (who ad- Sign ture.up to vote on this title mired Thorp’s sound reasoning on the matter) agreed Useful The new PA-28-151 was very similar to th Not useful that nothing o any value, especially airspeed, would be 150, except or its tapered wing, which is a gained by incorporating a tapered wing, and admitted tapered rom the mid - span point to the tip o that, in act, the tapered wing in its pure “unixed” orm and thereore ought to more properly be ca
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section, as Thorp had said would be necessary. The increase in span raised this new wing’s aspect ratio to 6.66 rom 5.63 and likewise slightly raised its Cl. The product o the additional span is a slight gain in rate o climb and high altitude cruise speed and a latter power-off glide. Some o these perormance gains were init ially credited solely to the new semi- tapered wing itsel; but upon closer inspection and analysis it was discovered that they were at least partially, i not mostly due to the improved wing/uselage seals and airing incorporated in the PA-28-151. At the same time, the semi-tapered wing’s increased aspect ratio, which in addition to its said perormance enhancements also reduces the effective range o Alpha at which the Cherokee may ly beore stalling. This causes the semi-taper wing Cherokee’s Alpha at the stall to be lower than that o the Cherokee with a rectangular wing. In 1976 the PA-28-180 was re-designed with a semitapered wing becoming the PA-28-181 “Archer”; and by FOILED AGAIN 1979 all Piper single- engine aircraf had received semi- Afer careul analysis, the team selected the rather thick tapered wings, all o them, accordingly, both gaining at 15% NACA 652-415 laminar-low airoil as it was highand losing thereore as mentioned above. ly efficient at the airspeeds and altitudes at which the As ar as perormance goes between the Cherokee Cherokee was expected to cruise while still preserving with a rectangular or semi-taper wing, all else being good low airspeed characteristics and a most gentle, equal and without wheel pants, rom sea-level to ap- benign stall. proximately 6,000’ the rectangular wing is actually astThis airoil is an NACA “6” series airoil, has its area er than the semi-tapered wing. However, as altitude in- o minimum pressure 50% o the chord rom the leading You're Reading a Preview creases past 6000’ the rectangular wing loses airspeed edge, maintains low drag at 0.2 above and below the lif more rapidly. As mentioned, the semi-taper wing Chero- coefficient o 0.4, has a maximum thickness o 15% o Unlock full access with a free trial. kee has a slightly better rate o climb and also a latter the chord, a= 0.5 means that the airoil maintains lamiglide. Flatter glide is good in itsel, but has a down side nar low over 50% o the chord. in that the semi-tapered wing Cherokee is more sensiDespite NACA numbers, the Cherokee’s wing’s Download With the Free Trial tive to airspeed when landing than is the rectangular thickest point is actually closer to 40% back rom the wing. This means that i there is any amount o excess leading edge. airspeed at the lair, the semi-tapered wing tends to Just a quick word or two about airoils and what a loat a while beore touching down where the rectangu- “laminar low airoil” is. The wing’s airoil is its crosssection shape rom leading to trailing edge and is prilar wing settles down more quickly and with less loat. Whatever the reasons may be, the semi-taper wing’s marily and most importantly an air diverter*. Among Signdiverts up to vote onthrough this title perormance increases are very slight. This writer, hav- other things, the airoil the air which an ing lown both versions o Cherokees preers the rect- aeroplane’s wing travels downwards at the wing’s trailuseful Useful Not angular wing over the semi-tapered wing or its speed, ing edge so that lif may be generated (see Newton’s sprightlier handling and its excellent landing, low-air- Third Law o Motion). In order to do this the “boundary speed and stall characteristics; or perhaps it’s also out layer”, which is the very thin, viscous layer o air closest
Chero root or ail wing remo edge
This Chero straig linecurve mid l camb
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AN AEROPLANE FOR THE REST OF US
NACA NUMEROLOGY The irst number, “6”, o NACA 652-415 ind this is a NACA “6-series” airoil. The second n indicates the position in percentage x 10 o (leading to trailing edge) where minimum p curs — here indicating the 50% chord pos mum pressure usually occurs at the thickes airoil. The subscript “2” indicates that this a coefficient approximates its minimum valu plus or minus 0.2 o the airoil’s design Cl 65(9)-415 airoil which is a later reinement 652-415 has been used in the Cherokee as w difference between it and the NACA 652-415 in the latter airoil the airoil’s drag coefficie mates its minimum value between plus or m the airoil’s design lif coefficient. The number “4” indicates the lif co tenths; here, 0.4. The last two numbers, “15”, indicate the edge is and has or many years been what this writer mum thickness as a percentage o the chord thinks is the most probable correct theory. O course, o the chord. the true scientiic mind must always be open to new A laminar low airoil is typically designe acts and disclosures. This writer awaits with great in- thickest point is usually at approximately terest what is yet to be discovered. chord. A normal airoil’s thickest point is us Also, a smooth and adherent boundary layer proproximately 25% to 33% o the chord. The la duces minimum pressure and/or parasite drag enabling airoil shape combined with a very smooth w You're Reading a Preview the aeroplane to ly aster or any given amount o pow- best promotes a smooth and adherent bou er. Slight micro-turbulation in the boundary layer actuThe North American P-51 “Mustang” was the Unlock full access with a free trial. ally increases its adherence to the surace o the wing; ematically designed aeroplane and its wing but, when this turbulation becomes more severe and to be deliberately designed with a “laminar becomes a turbulent low, lif is reduced andWith pressure however, even a very slight ripple or bump Download Free Trial drag increases. I this turbulence becomes too severe, surace o the wing can prevent the t rue lam which typically happens at critical positive Alpha, the ect. Despite all good intentions the P-51’s w turbulent boundary layer detaches rom the surace is not sufficiently smooth and uninterrupt o the wing creating random eddies and vortices caus- it optimally built or usually sufficiently ma ing considerable parasite and pressure drag to be pro- the ield to promote true laminar low. The duced. Upon boundary layer low separation rom the wing surace, however, is actually ar smoo to vote onclean, this title surace o the wing the ormer downward diverted air Sign kept up scrupulously promotes a stabl low ceases and, concurrently, the wing ceases to gener- boundary Useful layer Notwell. useful very ate lif. This is the “stall”. An airoil designed to produce A salient characteristic o the Cheroke maximum uninterrupted, adhesive boundary layer low that it has a airly lat Cd (Coefficient o Drag at the surace o the wing and minimum drag is called a thereby looses lif very slowly as the stall is a
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Simple Polar showing relative differences between high and low aspect ratio wing (here - AR)
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surace is displaced and is more efficient t han a conventional ixed stabiliser and hinged elevator. Accordingly, it may be o less overall area than a similar conventional ixed and hinged pitch control surace. Accordingly, the early Cherokees’ stabilator was designed to be approximately two eet shorter in span than later ones making these Cherokees with shorter stabilators slightly less eective in pitch control, particularly at slower airspeeds. An anti-servo tab is located at the trailing edge o the stabilator, similar to a trim tab; however an anti-servo tab is mechanically linked to the stabilator to move in the same direction as the stabilator when the stabilator is displaced by the pilot. This provides a proportional opposing orce to the displaced stabilator, thus avoiding negative aerodynamic stability (the tendency o a balanced, moving, aerodynamic surace to delect urther as it is displaced rom neutral) and which, by increasing the load on the stabilator as it is displaced, prevents over- sensitivity in the pitch axis control system at all airspeeds. In the Cherokee pitch trim is controlled by changing the angle o the entire stabilator and anti-servo tab. At the time that the Cherokee was being designed the alllying anti-servo stabilator was already a well-proved, smooth and highly efficient pitch control system which possessed the additional properties o being lighter and, as mentioned, producing less overall drag than
speciically designed to be virtually stall and spin-proo. Those who have lown a Cherokee will surely attest to its remarkably benign handling at low airspeed and its reluctance to stall or spin. In act, at one “g” with power off it does not really break at all at the stall, but merely oscillates gently orward and af while descending rapidly, which is the only indication that the wing has in act stalled. Pilots generally ind the Cherokee to You're Reading a Preview be reluctant to stall with power on; although in this coniguration the stall break may be a bit more deinite with Unlock full access with a free trial. the lef wing alling due to engine torque at high power. With power on the Cherokee rarely loses aileron control. This is a sharp contrast to the Cessna 172 which loses Download With Free Trial aileron control quite readily when near or at the stall. These stall characteristics apply to both semi-tapered and rectangular wing Cherokees, the rectangular wing being the more benign and reluctant to stall due to its higher Alpha beore stall due to its lower aspect ratio. Because the Cherokee’s NACA 652-415 laminar-low Sign up to vote on this title airoil’s thickest point is near the wing’s mid-chord, approximately 40%, the main wing spar is located arther Useful Not useful af than is possible with non-laminar airoils. Accordingly, as the main wing spar runs longitudinally across the wing at its thickest point, its proile is deep and
Cher show stabi anti-
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AN AEROPLANE FOR THE REST OF US
How a stabilator with anti-servo tab works
SWEPT AWAY We might as well get it out o the way here — back rudder and in — does it serve any use namic purpose as opposed to a straight ta merely intended to sweep customers off the a sweeping new design? (apologies)
Piper had incorporated a swept vertical 1958 Comanche, which this writer believes is t such appeared on any mass-produced GA aer Beechcraf Debonaire with its swept rudder an introduced until 1960. Having innovated this made it a priority to incorporate it as a signa on its next and subsequent Piper aeroplanes. I the usual hinged stabilizer and elevator. A stabilator/ the aeroplane that Piper was most competiti anti servo tab horizontal surace very similar to that entry/middle market, the 1960 Cessna 172A, n which was incorporated in the Cherokee appeared on In the late 50’s a swept vertical tail on a GA ae John Thorp’s 1945 T11 and T211. While Thorp’s original new. It certainly looked modern and streamlin design or the stabilator was innovative and effective, gested the tail suraces o jet ighters and all. ing strategy went something like this: Everyone it was also a bit complicated as to linkages and such. Ever seeking to economise on production costs, Piper’s jet ighters go ast and that they have swept Assistant Chie Engineer Karl Bergey modiied Thorp’s so, i your Piper has a swept back rudder/in system and was able to simpliy it while still bestowing jet ighter, well then, it ought to go ast as course, the swept suraces on jet ighters have its essential beneits on the new aeroplane. Speaking o pitch trim, early Cherokees ollowed with trans-sonic and super-sonic light which C Piper’s unique method o elevator trim control, a hori- Cessnas and Cherokees, etc. have little to worr zontal hand-crank and position indicator located in the all o that did the swept rudder/in on the Com ceiling between the ront two seats. Tri-Pacers, Colts o the Cessnas or, more to the point, the Chero You're Reading a Preview and the irst Comanches have the same control. It works any o them to ly aster? No, knot at all.
ine except that even though it is well-marked, many piFrom a strictly aerodynamic perspectiv Unlock full access with a free trial. lots (me too) have a devil o time remembering which back rudder, its uppermost portion anyway direction to turn the handle or up or down trim. BTW, slightly arther rearward than a straight rudd it’s clockwise or up and anti-clockwise or down. in the same position. This slightly moves the Download With Free Trial (centre o pressure) rearward and increases most part o the rudder’s moment arm whic ought to increase its effectiveness to a small Others have postulated that the swept b der is actually less effective and that it som promises directional stability and spin pr Sign vote onthat thiswith titleregard to this it may up be, to however, straight- tailed 172useful which was compared lierUseful Not later swept-tail Cessna 172/Skyhawk with . I so, it is more likely that the cause o any p duced rudder/in ineffectiveness, etc. was no
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aircraf’s cut - down rear uselage which provides or the “Omni-Vision” rear cabin window, and that the reduced side area o the uselage behind the C.G. is the real culprit or any directional stability or spin issues. Also, i the aeroplane is banked a displaced sweptback rudder will tend to couple with both the aircraf’s pitch axis (as usual) and also positively to greater than usual degree with the aircraf’s roll axis. Accordingly, a swept orward displaced rudder will couple negatively with the aircraf’s roll axis.
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single-engine lagship, the Comanche. However, Piper elt that its new, more economical aeroplane ought not compete so closely with its lagship aeroplane and it wanted to reserve to the Comanche just a bit more cabin comort than its less expensive brother. Accordingly, the Cherokee, as the new aeroplane was inally named, would have a 40 1/2” wide cabin, still an inch wider than its closest competitor, the Cessna 172. Another way that the Cherokee was designed to increase cabin space while keeping construction cost What a swept rudder/in actually does as compared to a low was by utilizing the uselage’s external belly skin, straight one with regard to relatively low- speed GA aircraf strengthened with external stiffening members, as the might be able to be measured in a wind tunnel or by a very cabin loor. This was inexpensive, light and required sensitive set o in-light instruments, but this writer is not ewer parts than did many contemporary designs. This aware that any such study has been conducted. Having oingenious design treatment added cabin headroom ten lown versions o the same aircraf (C-172 and 182) with without the need to expand the outer dimensions o the both straight and swept tails this writer has not noticed any uselage and thus increase parasite and orm drag. appreciable difference in the perormance and handling In addition to cabin size, Piper wanted their new thereo that might be due solely to the rudder/in coniguaeroplane to be quieter than its competition. The Cessration. Taking everything we know into consideration it na 172’s design approach is towards a deinite lightness seems that a reasonable conclusion regarding this matter o structure which results in a less noise- insulated cabin is that the swept back rudder/in on GA aeroplanes is nothdue to the 172 having a rather thin irewall, doors, wining more than an eye- catching marketing tool which is, adows and other structural members resulting in a airly ter all, still a legitimate reason or its existence. noisy cabin. Well-understanding Cessna’s design preerOne last, possibly deinitive note on this subject; Al ences, Piper looked to ind a way to gain an advantage Mooney ostensibly designed the Piper Comanche with by reducing the Cherokee’s cabin noise. This was done its swept back rudder/in. However, all o his designs or by generally using thicker, sturdier structural members You're Reading a Preview Mooney Aircraf incorporate rudder/ins that amously particularly in and around the cabin and by placing the sweep orward. engine as ar orward as possible without jeopardizUnlock full access with a free trial. ing good pitch control balance. This kept the engine’s COMFORT AND ECONOMY twin exhaust stacks, which are located near the ront o Comort: One o the important issues that Piper’s design the engine, ar away Download With as Free Trialrom the cabin as possible. The team had to consider was the creation o a new aero- upshot is that the Cherokee has a very quiet cabin, not plane that would cost ar less to build and thereby be usually requiring headphones or its occupants to conable to be sold at a much lower price than the Comanche. verse in light. While the team considered that designing an aeroplane that was less costly to build would not be so arduous a Economy: One o the ways that an aeroplane may be task (Weick and Thorp had been designing inexpensive to produced more economically is or it to be designed with Sign The up to vote onwas, thisaccordingly, title build aeroplanes or decades), simultaneously providing as ew parts as possible. Cherokee the new aeroplane with a cabin as or more comortable designed to be extremely simple to construct with much Not useful Useful than anything in its class was a bit more daunting. redundancy (i.e., all wing ribs were the same size, identiCabin size and particularly cabin width is a tricky cal lef and right parts where possible, etc.) as well as havthing to consider when designing a small aeroplane. Ev- ing very ew complex curves requiring more costly and
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AN AEROPLANE FOR THE REST OF US Corrugated skin on 30’s W.W. II era transport Junkers JU-52 “Iron Annie”
as possible by requiring no internal ribs or he structures within them. This particular we practice is also ound in the designs o many Stiffness o the Cherokee’s tail suraces, la rons is provided by beaded (corrugated) su similar to that which was pioneered by and a Junkers aircraf o the W. W. I era and later an also largely utilised by John Thorp on many o which he had previously designed in order to and to oster simplicity o construction. Pipe iar with this construction technique as its P Cub’s metal ailerons and laps are covered wi kind o corrugated skin or stiffness. Another parts- count, weight and cost the Cherokee’s incorporation o “wet wing” o uel tanks ormed by the wing’s leading edg rather than the usual practice o installing s cells within each wing. The wet-wing uel Piper Cherokee mises the quantity o uel that may be carrie rudder showing while requiring the least amount o wing s corrugated skin contain it. O course, the uel- carrying part must be designed and built with great integ all panels, rivets, connectors, etc are leak-pr not even slightly separate under light load the earliest application o wet wing uel tank in Fred Weick’s remarkably prescient 1936 E Another cost and weight saving measure You're Reading a Preview the Cherokee was the innovative and exten inexpensive- to- produce ibreglass parts in p Unlock full access with a free trial. minium or the wing and stabilator tips as we cowling. The use o ibreglass in these are potentially cost-effective or the Cherokee Download CherokeeWith Free Trial the event that these parts were ever damag unpainted stabilator to be replaced as the vulnerable wing and t showing cowling are ofen the common victims o “h corrugated skin and other inadvertent abuse.
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WHEELS AND FLAPS The Cherokee’s undercarriage is tri-cycle with a ully steerable nosewheel, independently sprung but directly connected to the rudder control system which was the same arrangement as was used in the Tri-pacer and Comanche. In early Cherokees the main undercarriage brakes were not operated by toe pedals but by a single, centrally located “Johnson Bar” brake handle, also as in the Tri-Pacer. This system somewhat limited tight, precise ground steering and was not a popular eature. While trying to save on manuacturing costs by using previously designed, well-proved and readily available parts and components rom the Tri-Pacer, the act was that some o these were long overdue or an upgrade. The Cessna 172 had toe- operated brakes on both sets o rudder pedals rom the get go which was a notable eature discrepancy. Within a ew years and afer many complaints Piper relented and installed dual individual main toe brakes or both sets o rudder pedals in the Cherokee, operated by depressing the tops o the rudder pedals individually to turn or both together to slow or stop. Simple, easy to manuacture and to maintain straight oleo (compressed nitrogen and hydraulic luid) ing eature; but in all o the FAA approved official C-172 struts are used throughout. The Cherokee has a distinc t POHs, Cessna calls them “Slotted Flaps” and thereore advantage over the Cessna 172 in that, as a low-wing that is the only correct answer i you ever are tested on design, its main undercarriage is attached directly to the subject by your instructor or the FAA (you’re welYou're Reading a Preview the main wing spar providing maximum strength and come). The Cessna’s laps have slots (openings along stability. The Cherokee’s 10’ wide main undercarriage the hinge line to allow oncoming air to pass through Unlock full access with a free trial. tread provides excellent and stable ground handling when the laps are lowered) which prevent their large under all conditions while the Cessna 172’s main under- size rom creating uncomortable induced rumble, vicarriage which is a pair o steel struts attached toDownload the bration andFree turbulence With Trial when deployed. As it is there uselage, has a tread o a litt le more than 8’ 4”. is still a distinct audible and visceral rumble when you Fred Weick had done a number o advanced underlower the laps in a 172, but most pilots don’t mind this carriage tests when he was designing the Ercoupe which much as the laps are effective and do their job well. showed that in a tri-cycle undercarriage the nosewheel In any event, don’t get too exited by the Cherokee’s was ofen under the greatest load. He also determined 40º down lap position. The Cherokee’s laps do what that or operations on grass and on other sof ields that laps are intended to do, but even when ully lowered Sign extent up to vote thisotitle all three tires ought to be the same size. Accordingly, they perorm to a lesser thanon those the 172. In the Cherokee has 6.00 x 6 tires on all three wheels. With 1964 when the Cherokee had been two years Notonly useful Useful out regard to the Cherokee’s undercarriage, Piper evidently Cessna “upgraded” the 172’s manual laps to an electric got it right as pilots have universally praised the Chero- operating system. Whether or not this was intended as kee’s easy, dependable ground handling. a one-up on the Cherokee, this writer does not see this
Simple and mo
Slotted Cessna other G
Split fla 1930’s II era a
Fowler airliner heavy a
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AN AEROPLANE FOR THE REST OF US
VICTORY — EVOLUTION AND REFINEMENT For one year the 150 and 160 hp Chero Once Pug’s, Weick’s, Thorp’s and Bergey’s design was sented the entire line. However, Piper’s we named, solidiied and its exact details determined, to expand it to include Cherokees o greater the Cherokee was assigned Piper Aviation production busily being implemented. On 3 August 1962 model number PA-28 and a prototype or light test- 180 powered by the versatile and by now ing was built. This irst lying Cherokee was essentially workhorse o GA, the 180 hp Lycoming O-36 what would become the PA-28-160 and was powered was type certiied and began to roll out o th by the highly reliable 160 hp Lycoming O-320-B2B enactory at Vero Beach, Florida in early 1963. gine (later PA-28-160’s would also use the O-320-D2A). ul load o 1,170 lbs., this was the irst Cherok Thomas Heffner, chie test pilot or Piper, had the hon- our substantially sized adults could ly in our o being the irst Cherokee pilot to ly the irst o over ull tanks (50 US gallons). 33,000 Cherokees built on either 10 or 14 January 1960 By the end o 1963, Piper could quite r depending upon what you may read. victory and justiiably eel that its bourne The new Piper lew, as it is said, “Right off the draw- gloriously arrived and had produced mos ing board” and everything that its brilliant design team ruit. The Cherokee PA-28-160 equalled or had intended and built in to it was realised. The irst Cessna 172C in virtually every area o pe production Cherokee, the 160 hp PA-28-160 was type Additionally, and surely much to Cessna’s certiied on 31 October 1960 and went into production when Piper installed the 180 hp 0-360 Lyco in January 1961. Afer a short period o pre-release Cherokee airrame creating the Cherokee PA promotion it was released or sale to the public, and which Cessna had no equivalent model, the soon thereafer it was joined by the slightly less expen- 20 hp gave it even better perormance over t sive 150 hp PA-28-150. Both o these aeroplanes were ures below supplied by Piper and Cessna*) instant hits with the aviation public. Flight schools, *Just a note about manuacturer’s publis clubs and private owners all throughout the Unites mance igures: O course, there is always the States placed orders and Piper sold 286 Cherokees in to, let’s say out o politeness, “exaggerate” its debut year. Gratiied (but not, I dare say, entirely bers. However, the FAA does not permit this surprised) with this a great success, plans which had go too ar as pilots must be able to rely on You're Reading a Preview been made to expand the Cherokee amily i all went lished perormance numbers so that they m well went into immediate action. other things, saely plan cross-country light Unlock full access with a free trial. It is said that when one door shuts, another one aircraf POHs must be certiied as containi opens, and vice versa. This was no less true at Piper Avi- tion which is based upon real-world testing ation. Simultaneously with the introduction the Cheris as accurate as possible. To get around thi DownloadoWith Free Trial okee, the parts inventory, tooling, jigs and part manu- turers have been known to publish perorm acturing stations, all o which had been used to build bers, particularly in advertisements, that we the once revolutionary PA-22 Tri-Pacer and its two- seat when the aeroplane was loaded at less version, the Colt, were disassembled and disposed o. much less) than MGW. With a sigh and perhaps a tear or two, these aeroplanes Versatility is one o the many charms passed into aviation lore. kee’s basic airrame and it has been effortles
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Max. speed at sea level
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Cherokee 160
Cherokee 180
120 kts (138 mph)
132 kts (151.8 mph)
Cess
120 kts
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numbers aside or a moment, is obvious — the wing. 172s have a high wing, Cherokee’s, a low one. As mentioned, the pilot and passengers o a high wing aeroplane have and almost entirely unobstructed downward view which is excellent or sightseeing and which acilitates navigational orientation. The problem with most high - wing aeroplanes (excepting those ew highwing designs where the pilot sits well-orward o the wing) is that the wing obstructs visibility whilst in a turn. This may not be much o a problem enroute when ew turns are made and the sky is mostly clear o traic; however, when in the pattern at a busy airport, the Lycoming 0-320 B2B problem becomes clear. In a high-wing aeroplane, even though a pilot may be properly diligent in checking that the sky is clear prior to making a turn, once in the turn he or she is blind to all that may be to the inside o the turn. Additionally, or the duration o the turn, short o lifing the wing and stopping the turn to re-clear the sky, the pilot has no way to know i another aeroplane has entered that area. A low- wing aeroplane has no such problem in the pattern. The inside- turn wing politely gets right out o 1963 Piper PA-28-180 the way in the direction o the turn, granting the pilot an unobstructed view o where he or she is lying. As to engines o varying power, rom 150 to 300 horsepow- to downward visibility, the low wing does not obstruct er, with little airrame modiication being required. the view nearly as much a one might think. In all o the Piper Aviation and its brilliant engineering team many, many hours that this writer has spent lying low You're Reading a Preview had accomplished what it had set out to do, to provide wing aeroplanes, there has never been an instance that a real choice in the GA market between the new Piper comes to mind when a want o downward visibility was Unlock full access with a free trial. aeroplane and the Cessna 172. As William T. Piper, with an issue. his hand ever irmly on the aviation public’s pulse had Another difference between the high-wing 172 and predicted it would be, the introduction o the Cherokee the low-wing Cherokee Download With Free Trialis ground effect during takeoff was greeted most enthusiastically, which enthusiasm and landing. Ground Effect is that property o aerodyhas not and shows no sign o waning. namics which causes a “bubble” o lifing air to orm under a wing when it is lying within approximately at ½ o THE CHOICE its span rom an incompressible, solid surace which, o Fitting neatly between the Cessna 172 and 182, when course, includes water. Because o its proximity to the it was introduced in 1963 the Piper Cherokee 180 illed ground a low-wing aeroplane will usually create stron Sign up to voteaeroplane, on this title a niche that had long wanted illing. Accordingly, it be- ger ground effect than a high-wing and when came and remains on*e o GA’s most popular aeroplanes. descending to the runway, it will be elt Useful Notsooner useful as well. In both its latest incarnation, the PA-28-181 Archer TX During takeoff as well, all else being equal, the pilot o and LX, and in the many PA-28-161 Warriors which have a low-wing aeroplane will most ofen eel the onset o had a 180 hp Lycoming engine replacement,* the combi- lif more readily than the pilot o a high wing aeroplane.
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AN AEROPLANE FOR THE REST OF US
offset P-actor is required during the takeoff The Cherokee’s roll rate, particularly wi gular wing, is aster than that o most oth planes. At the commencement o a turn th lar wing produces little or no adverse yaw, event than does the semi-tapered Cheroke deinitely less than does a Cessna 172. Over shey Bar wing Cherokee eels more maneou sprightly than the 172, and very like a sport When landing a Cherokee the onset o gr can be clearly elt and may enable ver y gent ying touchdowns. While a gentle landing m also be made in a Cessna 172, in this regard kee is more consistent and seems to require When the wind blows strong the Chero Checking fuel level in Cessna obvious advantage over the Cessna 172 w 172 left tank ground. As mentioned, the Cherokee’s vertic gravity (C. G. v) is much closer to the ground the Cessna 172. Also, the Cessna’s wing sittin is more likely to catch the wind than the Che wing. Accordingly, the Cherokee naturally ground more irmly and stably and is less p tipped over by a mighty blast than is the 17 ally and most signiicantly, as mentioned, th undercarriage is only 83% as wide as the dercarriage which also handicaps it when tight turns whist taxiing. You're Reading a PreviewNot only does the Cherokee’s wider un permit easier and tighter turns, it is ar more Piper Cherokee Unlock full access with a free trial. with left cowling the 172 in a ast turn. Additionally, the high-w open for engine 172 is more vulnerable to cross- winds on tak inspection the Cherokee. This writer recalls being almo Download With Free Trial during walkonto the downwind wheel in a Cessna 172, w around (both den powerul cross- wind gust struck the aer sides open similarly) ing takeoff. This writer recalls that the Chero lar winds just tends to shrug off such a gust a with little problem. Our good riend Darryl kn thing about dangerous cross winds in a Cess SignThe upCherokee’s to vote onstall this and titledeparted light are ar gentler than that o the Cessna 1 useful ticsUseful Not tioned, the Cherokee does not break much the stall while the 172 has a most deinite a break. While neither the Cherokee nor the Some Piper Fuelling a Piper Cherokee
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the walk-around by “un- dzusing” and removing the top gentle and predictable light characteristics are bound o the cowling, the 172 has only a small door on the right to impart conidence and a sense o achievement in side o the cowling or accessing the oil dip stick. student pilots. Pilots graduating rom the Cherokee to However, the 172 does have an advantage over the higher- powered, higher perormance and perhaps a bit Cherokee with regard to entering the aeroplane — it has less well-mannered aeroplanes will ofen experience a door on each side o the cabin. The Cherokee unorsome period o adjustment; but this is always true as tunately ollows what has become something o a tra- a pilot moves up the chain o perormance to the next dition regarding low-wing GA aircraf. It has only one aster, more powerul aeroplane. door on the right side o the cabin whic h is, in any event, The AOPA (Aircraf Owner and Pilots Association) rather large enough, larger in act than the Cessna 172’s has ound that the accident rate o all Cherokee moddoors. The Cessna 172’s high step- up onto a step on els is signiicantly less than ½ o comparable aircraf the main undercarriage leg and then up into the cabin while it ound that the Cessna 172’s accident rate is no less awkward than the Cherokee’s step- up onto shows that it only has “a very slight edge over the comthe wing root and then down into the cabin; but the 172 parative aircraf.” is quite a bit less awkward to depart rom than is the For the private owner, no aeroplane can be too unCherokee, just giving the Cessna 172 the edge over the demanding, sae and reliable when it comes to hauling Cherokee in this regard. those kids and the spouse around, or on those balmy As mentioned above, the Cessna 172’s cabin is slight- hundred- dollar hamburger days with good riends. ly narrower than the Cherokee’s. The 172’s 39 ½” cabin FBOs and lying clubs also appreciate that a rented width means that even two moderate sized adults will Cherokee will virtually always be returned to the light soon become very riendly within. At 40 ½” wide, the line in the same condition it was in when it departed. In Cherokee’s cabin is not overly spacious either, to be this the Cherokee stands at the top o the heap. sure; but as she said, that extra inch makes a difference. The Cherokee cabin also has more headroom which is UP, UP AND AWAY mighty handy in turbulence, let me tell you; so it just The immediate popularity o the Cherokee and o its squeaks out a win in the space race. successul, substantial challenge to the Cessna 172 put Overall, while the Cessna 172 is a sae and well- the competitive bit in Piper Aviation’s mouth. In 1964, You're Reading a Preview made aeroplane, many ind that the more lightly built the year afer PA-28-180 was introduced Piper went afer the Cessna 172’s more powerul and larger sibling, the 172 eels to be less substantial and durable than does Unlock full access with a free trial. the Cherokee. As mentioned, it is not a secret that with Cessna 182/Skylane. With the generally revered Cessna regard to the 172, the Cessna design is biased towards 182 square in their cross-hairs, Piper bolted the robust lightness o structure. The lighter eel o the 172’sDownload air- 235 hp Lycoming 0-540 six cylinder, horizontally opWith Free Trial posed engine onto the Cherokee’s airrame and slightly rame as compared to the Cherokee carries through in the way each o them eel in light as well. lengthened its rectangular wing. Increasing both the Regardless o the power o the engine, the Chero- wing’s area and aspect ratio increased efficiency and kee always eels larger and heavier than it is. Not that in particular load carrying ability. The PA-28-235, later it lacks nimbleness when such is called or; Cherokees named “Dakota”, once again created a bold, viable and with both rectangular and tapered wings have a very attractive alternative to an existing Cessna aeroplane. Sign up to vote on this title ast rate o roll as well as very good control harmony and balance in all axes. The Cessna 172 is also quite nimble; Useful Not useful 1964 P however, it does give up just a bit o maneouverability PA-28-2 to the semi-taper wing Cherokee and just a bit more to the sporty- eeling Hershey Bar Cherokee.
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AN AEROPLANE FOR THE REST OF US When at its 2,900 lb. MGW, the Piper PA-28-235 does not quite match the excellent perormance specs o the Cessna 182 in most areas; however, it does greatly exceed the 182/Skylane’s 1,190 lb. useul load. The 235 can lif a whopping 1,433 lbs. o useul load. It had been said that the Cherokee 235 will lif anything that you can shoehorn into it. One might expect that i the Cherokee 235 was unloaded to that o the 182’s 1,190 lb. useul load that its perormance would at that weight would then likely match or perhaps exceed the 182. Striking at the other end o the Cessna line in the same year, Piper took what it had successully put into competition with the Cessna 172 and entered it squarely against with what was then the most popular basic training aircraf in the world, the Cessna 150. In 1964 Cessna had just redesigned the 150 to incorporate the “Omni-Vision” rear window cabin which was seen as by many as a deinite improvement with regard to making its very snug cabin seem to be brighter, airier and less claustrophobic. However, the Cessna 150 still retained its 100 hp Continental O-200. In 1964 the C-150’s useul load was upgraded by 100 lbs., but was still only 490 lbs.
1964 Piper PA-28-140 Trainer
1960 Cessna 150
It had only two narrow seats in the cabin w dubiously useul 120 lb. maximum weight, tw ger child seat option or the baggage comp o this greatly limited its overall utility excep with regard to its role as a basic trainer w ormed very well. Piper’s newest entry into the basic trai was the economical 150 hp PA-28-140 whic certiied on 14 February 1964 and introdu public shortly thereafer. Stripped o some o amenities o the Cherokee 160 to keep its pri tive with the Cessna 150, the Cherokee 140 roomier, and more powerul than the Cessn a useul load o 949 lbs and with our ullall located within the Cherokee’s cabin ( get model Cherokee 140 trainers had the removed). Shortly afer its introduction, a hoped, the humble Cherokee 140 was begi seen by many FBOs, light schools and lyin better bang or the buck than the two- seat Not only was the 150 hp Cherokee as excel trainer as the Cessna 150, it could also do tr a primary/instrument trainer, and as an ex comortable touring aeroplane or three o uel on board, our adults. With its 150 hp Ly PA-28-140 is the only Cherokee whose PA- nu not match its horsepower. You're Reading a PreviewAfer the Cherokee’s more than six years ing success and the entire Cherokee line enj Unlock full access with a free trial. -wide popularity, in 1967 the development retractable undercarriage Cherokee, the “Arrow” commenced. With a 180 hp, uel Download With Free Trial coming IO-360-B1E and a constant speed slightly smaller nosewheel (5.00 x 5) to acc the nosewheel’s retracting mechanism, the type certiied on 8 June 1967 and was es irst, a retractable undercarriage version o kee 180. Upgraded in 1969 with a 200 hp Ly Sign up to vote on this title 360-C1C engine, at 75% power and at 7.000 cruises at Not 144kuseful (165.6 mph) with a to Useful Arrow 153k (175.95 mph). It’s not the astest in its sure, but ast enough and possessing all o t lent Cherokee qualities which have made
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1972 Piper PA-28R-200 “Arrow” with “Hershey Bar” wings and aftermarket “anti-vortex” wing tips
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a third side window, a more aerodynamically efficient cowling, more luxurious interior appointments, lever engine controls, and even eventually a semi-tapered wing. However it may be dressed up, with more than 10,000 and counting having been built, the Cherokee PA-28-180/-181 “Archer” series has been and remains one the best-loved and most popular GA aeroplanes
1976 Piper PA28R-201 Arrow
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CHEROKEE SPRING Mitchell Glicksman © 2014
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There I was at my ing to takeoff and Rockville Centre to Amityville I am thinking the pattern, coordin turn (mind now, b how much I am going to enjoySign today’s up to votelyon thiscentre), title maintainin airspeed and levellin Not useful Useful ing lesson on this lovely early Spring Saturday. The actly 900’, reducing air is not really cold, but more brisk-like and I think nary throttle, then until the runway t
R
OLLING AND BUMPING ON THE TRAIN FROM
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the light simulator o my mind every day or hours on end and completely and easily suspended disbelie.
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main source o income. They also had two Luscombes light instruction at $16 per hour with Gene, their instru tor, a man o no more than 20 or 21 at that time whom worshipped.
So, having inally gotten off the train at Amityville station (the 30 minute trip always seems to take all day) and taken one o the waiting taxis to Zahn’s Airport, I am home. This I could only afford hal-hour lessons and even at that, $ was hard to come by. Still, the eeling o being up in the a is where my soul lives. I leave it here or sae keeping every and at the controls o a real aeroplane was electriying an Saturday afernoon and rejoin it again the next Saturday addicting. No other seventh grader was doing anything lik morning that the weather permits. I walk rom where the taxi leaves me off on Albany Avenue this that I knew o. Even those guys at school who bragged truthully or not that they had slept with a girl had nothin onto hallowed ground -- the airport. Even the loose, dusty on me (who deinitely had not). I lew aeroplanes, dammi dirt and sparse, grey-green, weedy grass seems special here. beat that! As I approach the main “building”, not really more than an old wooden shack, the smell o aviation uel sharpens my senses As I gazed at the Cherokee’s gleaming white beauty alon and the aeroplanes haphazardly strewn about the place ill with all the other pilots there, I decided t hat one day I wou my eyes. Hal a dozen yellow J-3s, three or our Piper Colts, a ly it and see what a real aeroplane elt like to ly. It took Tri-Pacer or two, all with the big, round, green “Amityville Flywhile, but I inally had enough money coming in rom a se ing Service” sticker on their tails (AFS is a Piper dealer, afer ond job and a little more than a year later I took one ho all). Mixed amongst these lying school planes is a Helio Coudual or $26 in their brand new Cherokee 180. rier, a Comanche 250, a blood-red Staggerwing Beech and a The eel and sound o all that power up ront was thri blue and yellow Stearman, and on different days every type ing. I taxied it to the side o the runway and did the run u according to the checklist. The instructor was very patient, and kind o aeroplane that I had ever heard o, even a civilianized B-17G that once came to visit. knew that I had a lot o hours already and was just waiting But something is different today; today there is a sort o turn 16 so that I could solo. He let me do everything. Checki a crowd surrounding an aeroplane that I had not seen there that there was no one on inal, I took the active and open the throttle. That acceleration was so much greater than beore. It’s parked at the gas pumps in ront o the operations shack. As I ease my way orward I see that it’s that new had ever elt beore in an aeroplane that I was lying. The i Piper, the one that I had seen in Flying magazine ads, i t’s the structor told me to rotate at 60 mph, I did and up we wen You're Reading a Preview new Cherokee 160, the irst one on Long Island. climbing out at almost 1,000 eet per minute (we were ligh loaded). This was no Cub, that was or sure. The irst climbi White with red trim it sits low on its tricycle undercarUnlock full access with a free trial. riage, a large, smooth spinner at the nose. Like the Comanturn away rom the airport was so easy; the Cherokee was che beore it, it has a low wing, still a strange look or a real pussycat. It was even smoother than the Tri-Pacer (whi Piper. Some men are up on the wing looking into the open is alsoFree a veryTrial nice aeroplane to ly). Download With door. I can see the black instrument panel and the red leathWe climbed to 4,000’ in no time, it seemed, and the er seats. I hear some guys talking about how this aeroplane structor let me do whatever I wanted to. I did lazy eights an and others like it, too, soon will be available or instruction chandelles and steep turns and stalls and all. I even did and rental. This really gets my attention and I ask one o spin or two as we were loaded within the utility category. them how much it will cost to rent. They don’t know, they was the most un I had ever had up to that time. As the ho say, but it’s bound to be at least as much as the Tri-Pacers, was waning ast (too ast) I lew the Cherokeeback to th Signthe uppattern to voteand on this probably a bit more. airport, entered with title the instructor callin I had taken a lesson in one o the Tri-Pacers [pict] just out the appropriate airspeeds, I brought usefulit down to a pret Useful Not to see what a heavier and more powerul aeroplane elt good landing -- not at all bad or a 14 year old kid. Afer the light, as the instructor was signing my log boo like. It was expensive or me, but very exciting. At all other times I had to be content to ly a J-3 with the instructor he said that as ar as he was concerned I was now check
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DEVELOPER’S NOTES
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YEARS AGO we discussed how great it would
With its release in 1960, the Cherokee was an in success. Over the years many Cherokee owne mained happy with their new aircraf. When peopl and get to know a well designed machine o any over time it’s natural to become attached and eve al to the machine. That is because we see throug nuts and bolts and into its heart that lives rom hu ingenuity and dedication. The Cherokee exempli machine with a “heart” as it continues to impres perorm over ive decades later. However, in a changing world o over-regul and lawsuits, general aviation almost became a dangered species. Both Piper and Cessna were o to close shop on the production o their two sing gine icons. Lawmakers responded with common s legal reorm that offered shelter to aircraf compa allowing both o these legends to return to pr tion. More reorm is needed still, in regards to the regulated laws governing aviation today, especial these small private aircraf. Personal responsibil what made general aviation lourish in the past a is needed once again. A2A Simulations is proud to present the legen Piper Cherokee in a orm that is similar to wha might ind at your local airport today. Our aircr based on a mid- 1960’s design, in the peak o ge You're Reading a aviation Preview aircraf production. The next time you are airport and see a Cherokee, irst look to see i it ha Unlock full access with a free trial. constant chord Hershey bar wing. I it does, coun number o windows it has on the side. I it has two dows,Trial chances are, i you look inside, you will see s Download With Free thing quite similar to what you will experience wit A2A Accu-Sim Piper Cherokee 180. Thank you or purchasing our Cherokee. We orward to a long uture o providing immersive experiences to both home and large, commercial lators. Long live the communities o aviation and Sign up to vote on this title simulation!
be to Accu-Sim both a Cessna 172 and a Piper Cherokee, and i you are reading this manual, then that moment has inally come. Both the Piper Cherokee and Cessna Skyhawk are the two most popular aircraf in general aviation. However, while they have similar perormance numbers, their designs are quite different. I you preer high winged over low-winged aircraf (or vice versa), you can or the irst time experience and compare these characteristics in a light simulation. Piper marketed these differences as advantages, saying the low wing design offered better visibility and was more stable on the ground with its wider landing gear (using struts). The wings are also a newer cantilever type (internally braced that require no external bracing) which gives both strength and a more modern, sleek look Piper also ocused on the Cherokee’s economical design and its ability (Cherokee 180) to carry our 170-pound adults. Lastly, the Cherokee is amous and almost unique with its most gentle stall characteristics.
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FEATURES
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A true propeller simulation.
Interactive pre-light inspection system.
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Persistent airplane even when the computer is off.
Four naturally animated passen that can sit in any seat.
3D Lights ‘M’ (built directly into the model).
Gorgeously constructed aircraf, inside and out, down to the last rivet.
Physics-driven sound environment.
Complete maintenance hangar internal systems and detailed engine tests including compression checks.
Pure3D Instrumentation.
In cockpit pilot’s map.
Visual Real-Time Load Manager.
Authentic uel delivery includes and proper mixture behavior. Mi can be tuned by the book using EGT or by ear. It’s your choice.
Piston combustion engine modeling. Air comes in, it mixes with uel and ignites, parts move, heat up, and A2A specialized materials with all work in harmony to produce the You're Reading a Preview wonderul sound o a Lycoming 360 metals, plastics, and rubber. engine. Now the gauges Unlock look beneath full access with a free trial. the skin o your aircraf and show Oil pressure system is affected b you what Accu-Sim is all Download about. With Free Trial viscosity (oil thickness). Oil visco affected by oil temperature. Now Bendix King Avionics stack with authentic you start the engine, you need to period LED’s. Three in-sim avionics careul to give the engine time to conigurations including no GPS, GPS 295, or the GNS 400. Built-in, automatic Eight commercial aviation spon support or 3rd party GNS 430 and 530. supported Sign up to vote onthe thisproject title including 66 Aviation, Champion Aerospac Useful Not useful and Knots2u speed modiication STEC-30 Autopilot built by the book.
Electric starter with accurate
And much more ...
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QUICK-START GUIDE
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C
HANCES ARE, IF YOU ARE R
this manual, you have prop stalled the A2A Accu-Sim kee 180 Trainer. However, in the o customer support, here is a b scription o the setup process, sys quirements, and a quick start guid you up quickly and efficiently in yo aircraf.
SYSTEM REQUIREMENTS The A2A Simulations Accu-Sim Cherokee 180 Trainer requires the ollowing to run: ▶ Requires licensed copy o ▶
Microsot Flight Simulator X Service Pack 2 ( SP2 ) required
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NOTE: while the A2A Accu-Sim Cherokee 18 Unlock full access with a free trial. may work with SP1 or earlier, many o the may not work correctly, i at all. We canno Download With Free Trialthe accuracy o the light model or aircraf sy der such conditions, as it was built using the Only Service Pack 2 is required. The Accele pansion pack is ully supported but is NOT R
OPERATING SYSTEM: ▶ Windows XP SP2 Sign up to vote on this title Vista ▶ Windows Windows 7 Not useful ▶ Useful ▶ Windows 8 & 8.1 PROCESSOR:
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INSTALLATION Included in your downloaded zipped (.zip) ile, which you should have been given a link to download afer purchase, is an executable (.exe) ile which, when accessed, contains the automatic installer or the sofware. To install, double click on the executable and ollow the steps provided in the installer sofware. Once complete, you will be prompted that installation is inished.
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IMPORTANT: I you have Microsof Security Essentials installed, be sure to make an exception or Microsof Flight Simulator X as shown on the right.
REALISM SETTINGS The A2A Simulations Accu-Sim Cherokee 180 Trainer was built to a very high degree o realism and accuracy. Because o this, it was developed using the highest realism settings available in Microsof Flight Simulator X. The ollowing settings are recommended to provide the most accurate depiction o the light model. Without these settings, certain eatures may not work correctly and the light model will not perorm accurately. The igure below depicts the recommended realism settings or the A2A Accu-Sim Cherokee 180 Trainer. Flight Model You're Reading a Preview To achieve the highest degree o realism, move all sliders to the right. The model was developed in this manner, thus Unlock full access with a free trial. we cannot attest to the accuracy o the model i these sliders are not set as shown above. The only exception would be “Crash tolerance.” Download With Free Trial Instruments And Lights
Enable “Pilot controls aircraf lights” as the name implies or proper control o lighting. Check “Enable gyro drif” to provide realistic inaccuracies which occur in gyro compasses over time. “Display indicated airspeed” should be checked to provide a more realistic simulation o the airspeed instruments. Engines
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QUICK FLYING TIPS
To Change Views Press A or SHIFT + A.
Keep the engine at or above 800 RPM. Failure to do so may cause spark plug ouling. I your plugs do oul (the engine will sound rough), try running the engine at a higher RPM. You have a good chance o blowing them clear within a ew seconds by doing so. I that doesn’t work, you may have to shut down and visit the maintenance hangar.
On landing, once the airplane settles slowly pull back on the yoke or additional elevator braking while you use Readinghas a Preview your wheel brakes. OnceYou're the airplane slowed down you can raise your laps.with a free trial. Unlock full access
Be careul with high-speed power-on dives Download With Free Trial (not recommended in this type o aircat), as you can lose control o your aircrat i you exceed the max allowable speed.
For landings, take the time to line up and plan your approach. Keep your eye on the speed at all times.
Using a Simulation Rate higher than
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ACCU-SIM AND THE CHEROKEE 180
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CCU-SIM IS A2A SIMULATIONS’ GROWING FLIGHT SIMUL
engine, which is now connectable to other host simu In this case, we have attached our Accu-Sim Cherokee You're Reading a Preview Microsof Flight Simulator X to provide the maximum amount Unlock full access with a free trial. ism and immersion possible. Download With Free Trial
WHAT IS THE PHILOSOPHY BEHIND ACCU-SIM? Pilots will tell you that no two aircraf are the same. Even taking the same aircraf up rom the same airport to the same location will result in a different experience. For example, you may notice one day your engine is running a bit hotter than usual and you might just open
ACTIONS LEAD TO CONSEQUENC Your A2A Simulations Accu-Sim aircraf Sign to vote on thismodeling title pleteup with ull system and lying as this requires constant attention Useful Not useful such tems. The ininite changing conditions arou your aircraf have impact on these systems operate both inside and outside their limit
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ACCU-SIM AND THE C172 TRAINER
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YOUR AIRCRAFT TALKSDownload With Free Trial sure gauge and idle the engine as low a keeping the oil pressure under 120psi. We have gone to great lengths to bring the internal physics o the airrame, engine, and systems to lie. Now, when the engine coughs, you can hear it and see a puff o smoke. I you push the engine too hard, you can also hear signs that this is happening. Just like an actual pilot, you will get to know the sounds o your aircraf, rom the tires scrubbing on landing to the stresses o the airrame to the window that is cracked opened.
PERSISTENT AIRCRAFT Every time you load up your Accu-Sim Che you will be lying the continuation o the which includes uel, oil along with all o y Sign up to vote on aware, this title conditions. So be no longer will y with ull uelNot every time, it will load wit Useful useful load amount o uel you lef off when you quit you BE PREPARED – STAY OUT OF TROUBLE You will learn the easy or the hard way to m The key to successully operating almost any aircraf is to very least, some basic checks on your syst
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to provide the most believable and immersive lying experience possible. The sound system is massive in this Accu-Sim Cherokee 180 and includes engine sputter / spits, bumps and jolts, body creaks, engine detonation, runway thumps, and laps, dynamic touchdowns, authentic simulation o air including buffeting, shaking, broken laps, primer, and almost every single switch or lever in the cockpit is modeled. Most o these sounds were recorded rom the actual aircraf and this sound environment just breaks open an entirely new world. However, as you can see, this is not just or entertainment purposes; proper sound is critical to creating an authentic and believable lying experience. Know that when you hear something, it is being driven by actual system physics and not being triggered when a certain condition is met. There is a big difference, and to the simulation pilot, you can just eel it. GAUGE PHYSICS Each gauge has mechanics that allow it to work. Some gauges run off o engine suction, gyros, air pressure, or mechanical means. The RPM gauge may wander because
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o the slack in the mechanics, or the gyro gauge may luctuate when starting the motor, or the gauge needles may vibrate with the motor or jolt on a hard landing or turbulent buffet. The gauges are the windows into your aircraf’s systems and thereore Accu-Sim requires these to behave authentically. LANDINGS Bumps, squeaks, rattles, and stress all happens in an aircraf, just when it is taxiing around the ground. Now take that huge piece o lightweight metal and slam it on the pavement. It’s a lot to ask o your landing gear. Aircraf engineer’s don’t design the landing gear any more rugged than they have too. So treat it with kid gloves on your inal approach. Kiss the pavement. Anything more is just asking too much rom your aircraf. Accu-Sim watches your landings, and the moment your wheels hit the pavement, you will hear the appropriate sounds (thanks to the new sound engine capabilities). Slam it on the ground and you may hear metal crunching, or just kiss the pavement perectly and hear just a nice chirp or scrub o the wheels. This landing system part o Accu-Sim makes every landing challenging and un.
YOUR TURN TO FLY SO ENJOY Accu-Sim is about maximizing the joy o light. We at You're A2A Reading a Preview Simulations are passionate about aviation, and are proud to be the makers o both the A2A Simulations AcUnlock full access with a free trial. cu-Sim Cherokee 180. Please eel ree to email us, post on our orums, or let us know what you think. Sharing this passion with you is what makes us happy. Download With Free Trial
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ACCU-SIM AND THE COMBUSTION ENGINE
The piston pul in the fuel / ai mixture, then compresses th mixture on its way back up.
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The spark plug
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HE COMBUSTION ENGINE IS BASICALLY AN AIR PUMP. IT CR
power by pulling in an air / uel mixture, igniting it, and turn explosion intoYou're usable power. The explosion pushes a piston Reading a Preview that turns a crankshaf. Asaccess the with pistons run up and down with con Unlock full a free trial. explosions, the crankshaf spins. For an automobile, the spinning Download With Free Trial shaf is connected to a transmission (with gears) that is connect driveshaf, which is then connected to the wheels. This is literally “ power to the pavement.” For an aircraf, the crankshaf is connect propeller shaf and the power comes when that spinning propeller Sign up to vote on this title bite o the air and pulls the aircraf orward. Useful Not useful
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ACCU-SIM AND THE COMBUSTION ENGINE
AIR TEMPERATURE Have you ever noticed that your car engine runs smoother and stronger in the cold weather? This is because cold air is denser than hot air and has more oxygen. Hotter air means less power.
WEAK
STRONG
Cold air is denser and so provides more oxygen to your engine. More oxygen means more power.
Why not just use the most economical mixture all the time?
Because a leaner mixture means a hotter gine. Fuel actually acts as an engine cool richer the mixture, the cooler the engine wil However, since the engine at high po nearing its maximum acceptable tempe would use your best power mixture (0.08% need power (takeoff, climbing), and your be mixture (.0625%) when throttled back in a c engine temperatures are low. So, think o it this way: ▶ For HIGH POWER , use a RICHER mixtur ▶ For LOW POWER , use a LEANER mixtur
THE MIXTURE LEVER Most piston aircraf have a mixture lever in t that the pilot can operate. The higher you l ner the air, and the less uel you need to a same mixture. So, in general, as you climb gradually pulling that mixture lever backw ing it out as you go to the higher, thinner ai
How do you know when you have the righ
The standard technique to achieve the pro MIXTURE in light is to lean the mixture until you jus You're Reading a Preview Just beore the air enters the combustion chamber it is engine getting a bit weaker, then richen the mixed with uel. Think o it as an air / uel mist. til the engine sounds smooth. It is this thr Unlock full access with a free trial. A general rule is a 0.08% uel to air ratio will produce you are dialing into your 0.08%, best pow the most power. 0.08% is less than 1%, meaning or ev- Be aware, i you pull the mixture all the way ery 100 parts o air, there is just Download less than 1 part uel. Free The Trial leanest position, this is mixture cutoff, whi With best economical mixture is 0.0625%. the engine.
Just before the Sign up to vote on this title air enters the Useful Not useful combustion cha
it is mixed with fuel. Think of it an air / fuel mis
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INDUCTION As you now know, an engine is an air pump that runs based on timed explosions. Just like a orest ire, it would run out o control unless it is limited. When you push the throttle orward, you are opening a valve allowing your engine to suck in more uel / air mixture. When at ull throttle, your engine is pulling in as much air as your intake system will allow. It is not unlike a watering hose – you crimp the hose and restrict the water. Think o ull power as you just opening that water valve and letting the water run ree. This is 100% ull power. In general, we don’t run an airplane engine at ull power or extended periods o time. Full power is only used when it is absolutely necessary, sometimes on takeoff, and otherwise in an emergency situation that requires it. For the most part, you will be ‘throttling’ your motor, meaning you will be be setting the limit.
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a loud sucking sound. That is how much that engine is trying to breath. Those throttle valves are located at the base o your carburetor, and your carburetor is bolted on top o your intake maniold. Just below those throttle valves and inside your intake maniold, the air is in a near vacuum. This is where your maniold pressure gauge’s sensor is, and when you are idling, that sensor is reading that very low air pressure in that near vacuum. As you increase power, you will notice your maniold pressure comes up. This is simply because you have used your throttle to open those throttle plates more, and the engine is able to get the air it wants. I you apply ull power on a normal engine, that pressure will ultimately reach about the same pressure as the outside, which really just means the air is now equalized as your engine’s intake system is running wide open. So i you turned your engine off, your maniold pressure would rise to the outside pressure. So on a standard day at sea level, your maniold pressure with the engine off will be 30”.
MANIFOLD PRESSURE = AIR PRESSURE You have probably watched the weather on television and seen a large letter L showing where big storms are IGNITION located. L stands or LOW BAROMETRIC PRESSURE (low air pressure). You’ve seen the H as well, which The ignition system provides timed sparks to trigstands or HIGH BAROMETRIC PRESSURE (high air ger timed explosions. For saety, aircraf are usually pressure). While air pressure changes all over the world equipped with two completely independent ignition based on weather conditions, these air pressure chang- systems. In the event one ails, the other will continue to You're Reading a Preview es are minor compared to the difference in air pressure provide sparks and the engine will continue to run. This with altitude. The higher the altitude, the much lower means each cylinder will have two spark plugs installed. Unlock full access with a free trial. the air pressure. An added advantage to having two sparks instead On a standard day (59°F), the air pressure at sea level o one is more sparks means a little more power. The is 29.92 in. Hg BAROMETRIC PRESSURE . To keep things pilot can select Ignition Download With Free Trial 1, Ignition 2, or BOTH by using simple, let’s say 30 in. Hg is standard air pressure. You the MAG switch. You can test that each ignition is workhave just taken off and begin to climb. As you reach ing on the ground by selecting each one and watching higher altitudes, you notice your rate o climb slowly your engine RPM. There will be a slight drop when you getting lower. This is because the higher you ly, the go rom BOTH to just one ignition system. This is northinner the air is, and the less power your engine can mal, provided the drop is within your pilot’s manual produce. You should also notice your MANIFOLD PRESlimitation. Sign up to vote on this title SURE decreases as you climb as well. Why does your manifold pressure decrease as you climb?
Because maniold pressure is air pressure, only it’s mea-
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ACCU-SIM AND THE COMBUSTION ENGINE
ENGINE TEMPERATURE All sorts o things create heat in an engine, like riction, air temp, etc., but nothing produces heat like COMBUSTION.
The hotter the metal, the weaker its strength. Aircraf engines are made o aluminum alloy, due to its strong but lightweight properties. Aluminum maintains most o its strength up to about 150°C. As the temperature approaches 200°C, the strength starts to drop. An aluminum rod at 0°C is about 5× stronger than the same rod at 250°C, so an engine is most prone to ail when it is running hot. Keep your engine temperatures down to keep a healthy running engine. Without the layer of oil between the parts, an engine will quickly overheat and seize.
LUBRICATION SYSTEM (OIL) An internal combustion engine has precision machined metal parts that are designed to run against other metal suraces. There needs to be a layer o oil between those suraces at all times. I you were to run an engine and pull the oil plug and let all the oil drain out, afer just minutes, the engine would run hot, slow down, and ultimately seize up completely rom the metal on metal riction.
Above is a simple illustration o a cranks located between two metal caps, bolted toge the very crankshaf where all o the engine’s up. Vital oil is pressure-injected in between th There is a minimum amount o oil pressure required when the engine is running. The only time the or every engine to run saely. I the oil pressure alls beever physically touches these metal caps i low this minimum, then the engine parts are in danger o and shutdown. The moment oil pressure dro making contact with each other and incurring damage. minimum, these suraces make contact. The c You're Reading a Preview A trained pilot quickly learns to look at his oil pressure where all the power comes rom, so i you sta gauge as soon as the engine starts, because i the oil pres- component o oil, the engine can seize. How Unlock full access with a free trial. sure does not rise within seconds, then the engine must just one o hundreds o moving parts in be shut down immediately. need a constant supply o oil to run properly.
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MORE CYLINDERS, MORE POWER Horsepower, on the other hand, is the total power that The very irst combustion engines were just one or two engine is creating. Horsepower is calculated by combincylinders. Then, as technology advanced, and the de- ing torque with speed (RPM). I an engine can produce 500 mand or more power increased, cylinders were made oot pounds o torque at 1,000 RPM and produce the same You're amount Reading a Preview o torque at 2,000 RPM, then that engine is produclarger. Ultimately, they were not only made larger, but more were added to an engine. ing twice the horsepower at 2,000 RPM than it is at 1,000 Unlock full access with a free trial. Below are some illustrations to show how an enRPM. Torque is the twisting orce. Horsepower is how ast gine may be conigured as more cylinders are added. that twisting orce is being applied. The more cylinders you add to an engine, the more I your has a torque meter, keep that engine Download Withairplane Free Trial heat it produces. Eventually, engine manuacturers torque within the limits or you can break internal compostarted to add additional “rows” o cylinders. Some- nents. Typically, an engine produces the most torque in times two engines would literally be mated together, the low to mid RPM range, and highest horsepower in the with the 2nd row being rotated slightly so the cylinders upper RPM range. could get a direct low o ai r. THE PRATT & WHITNEY R4360 Pratt & Whitney took this even urther, creating the R4360, with 28 Cylinders (this engine is eatured in the A2A Boeing 377 Stratocruiser). The cylinders were run so deep, it became known as the “Corn Cob.” This is the
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The “ the m pisto engin produ
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PROPELLERS
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EFORE YOU LEARN ABOUT HOW DIFFERENT PROPEL
work, irst you must understand the basics o the mon airoil, which is the reason why a wing crea and in this case, why a propeller creates thrust. It is interesting to note when discussing Bernoulli and Newton You're Reading a Preview and how they relate to lif, that both theories on how lif is created were Unlock full access with a free trial. presented by each man not knowing their theory would eventually become an explanation or how lif Download With Free Trial is created. They both were dealing with other issues o their day. THE BERNOULLI THEORY This has been the traditional theory o why an airoil creates lif: Look at the image above which shows you how the shape o an airoil splits the oncoming air. The air above is orced to travel urther than the air at the bottom, essentially stretching the air
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dent upon its shape, the speed at which it through the air, and its angle to the oncomin
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PROPELLERS Look at the cross section of a propeller blade. Essentially, the same process creates lift.
LEFT: Level
Flight. A wing creating moderate lift. Air vortices (lines) stay close to the wing. RIGHT: Climb. Wing creating significant lift force. Air vortices still close to the wing.
STALL For the purposes o this manual, A2A just wants you to be aware that both Bernoulli and Newton represent The angle o attack has become too large. complete explanations or how lif is created. ary layer vortices have separated rom the You're Reading a Preview The main thing we want to impress upon you here o the wing and the incoming low no longer is that when considering lif and dealing with Bernoulli pletely around the leading edge. The wing is Unlock full access with a free trial. and Newton, it is important and indeed critical to un- only creating little lif, but signiicant drag. derstand that BOTH explanations are COMPLETE EXCan a propeller stall? BernoulliWith and NewPLANATIONS or how lif is created. Download Free Trial ton do NOT add to orm a total lif orce. EACH theory What do you think? More on this below. is simply a different way o COMPLETELY explaining the same thing. BOTH Bernoulli and Newton are in act in play and acting simultaneously on an airoil each responsible completely and independently or the lif being created Sign up to vote on this title on that airoil. Hopeully we have sparked your interest in the direc- Useful Not useful tion o proper research. Stall. WHAT IS A STALL?
is stal unable
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LIFT VS ANGLE OF ATTACK phases o light, that we will just let you experience or Every airoil has an optimum angle at which it attacks the irst time yoursel. the air (called angle o attack, or AoA), where lif is at it’s peak. The lif typically starts when the wing is level, PROP OVERSPEED and increases until the wing reaches its optimum angle, A ixed pitch prop spends almost all o it’s lie out lets say 15-25 degrees, then as it passes this point, the o it’s peak thrust angle. This is because, unless the lif drops off. Some wings have a gentle drop, others can aircraf is travelling at a speciic speed and speciic power it was designed or, it’s either operating too actually be so harsh, as your angle o attack increases past this critical point, the lif drops off like a cliff. Once slow or too ast. Lets say you are lying a P-40 and you are past this point o lif and the angle is so high, have the propeller in MANUAL mode, and you are the air is just being plowed around in circles, creating cruising at a high RPM. Now you pitch down, what is almost no lif but plenty o drag. This is what you experi- going to happen? The aster air will push your prop ence when you stall an aircraf. The buffeting or shaking aster, and possibly beyond it’s 3,000 RPM recomo the aircraf at this stall position is actually the turbumended limit. I you pitch up your RPM will drop, loslent air, created by your stalling wing, passing over your ing engine power and propeller efficiency. You really don’t have a whole lot o room here to play with, but rear stabilizer, thus shaking the aircraf. This shaking can sometimes become so violent, you can pop rivets you can push it (as many WWII pilots had to). and damage your airrame. You quickly learn to back off your stick (or yoke) when you eel those shudders approaching. Notice in the diagram on the next page, how the airoil creates more lif as the angle o attack increases. Ideally, your wing (or propeller) will spend most o it’s time moving along the lef hand side o this curve, and avoid passing over the edge. A general aviation plane that comes to mind is the Piper Cherokee. An older version has what we call a “Hershy bar wing” because it You're Reading a Preview is uniorm rom the root to the tip, just like an Hershy chocolate bar. Later, Piper introduced the tapered wing, Unlock full access with a free trial. which stalled more gradually, across the wing. The Hershy bar wing has an abrupt stall, whereas the tapered wing has a gentle stall. Download With Free Trial A propeller is basically a wing except that instead o relying on incoming air or lif, it is spinning around to create lif, it is perpendicular to the ground, creating a backwards push o air, or thrust. Just remember, whether a propeller is a ixed pitch, variable pitch, or constant speed, it is always attacking a variable, incoming air, Sign up to vote on this title and lives within this lif curve. FROM STALL TO FULL POWER With brakes on and idling, the angle at which the prop attacks the still air, especially closer to the propeller
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GENERAL
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ENGINES Number o Engines: 1 Engine Manuacturer: Lycoming Engine Model Number: O-360-A3A Rated Horsepower: 180 Rated Speed (rpm): 2700 Bore (inches): 5.125 Stroke (inches): 4.375 Displacement (cubic inches): 361 Compression Ratio: 8.5:1 Engine Type: 4 Cylinder, Horizontally Opposed, Direct Drive, Air Cooled
PROPELLERS Number o Propellers: 1 Propeller Manuacturer : Sensenich Model: M76EMMS Number o Blades: 2 Propeller Diameter (inches): 76 Propeller Type: Fixed Pitch
FUEL Fuel Capacity (U.S. gal.): 50 Usable Fuel, Total: 48 Fuel Grade: Aviation Minimum Octane: 100/130 Speciied Octane: 100LL
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OIL
Oil Capacity (U.S. Quarts): 8 Unlock full access with a free trial. Oil Speciication: 15W-50 OR 20W-50 Oil Viscosity per Average Ambient Temp. or Starting
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MAXIMUM WEIGHTS
NORMAL
UTILITY
Maximum Takeoff Weight (lbs)
2400
1950
Maximum Landing Weight (lbs)
2400
1950
Maximum Weights in Baggage Compartment
200
0
STANDARD AIRPLANE WEIGHTS Standard Empty Weight (lbs): 1270 (Accu-Sim is 1,350) Weight of a standard airplane including unusable fuel, full operating fluids and full oil
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LIMITATIONS
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HIS SECTION PROVIDES THE “FAA APPROVED”
operating limitations, instrument markings, color coding and basic placards necessary or the operation o the airplane and its systems.
This airplane must be operated as a normal o utility category airplane in compliance with the operating limitations stated in the orm o placards and markings and those given in this section and this complete handbook.
Never Exceed Speed (VNE): 171 IAS (mph) Do not exceed this speed in any operation. Maximum Structural Cruising Speed (VNO): 140 IAS (mph) Do not exceed this speed except in smooth air and then only with caution Design Maneuvering Speed (VA) Do not make ull or abrupt control movements above this speed You're At 2400 LBS. G.W.: 129 IAS (mph)
Red Radial Line (Never Exceed): 170 Yellow Arc (Caution Range – Smooth Air Only): 140 Greed Arc (Normal Operating Range): 65 to 140 White Arc (Flap Down): 55 to 115
POWER PLANT LIMITATIONS
Number o Propellers: 1 Propeller Manuacturer : Sensenich Propeller Model: 76EM8S5-60 Propeller Diameter: 76 inches Propeller Tolerance Static RPM at maximum: Not below 2275 RPM Permissible throttle setting: Not above 2700 RPM Reading a Preview
Unlock full access with aLOAD free trial. FLIGHT FACTORS
Maximum Flaps Extended Speed (VFE): 115 IAS (mph) Do not exceed this speed with the laps extended
AIRSPEED INDICATOR MARKINGS
Minimum Pressure (red line): .5 PSI Maximum Pressure (red line): 8 PSI Fuel Grade (AVGAS ONLY) (min octane): 100/130 - Green
PROPELLER
AIRSPEED LIMITATIONS
Caution: Maneuvering speed decreases at lighter weight as the effects o aerodynamic orces become more pronounced. Linear interpolation may be used or intermediate gross weights. Ma neuvering speed should not be exceeded while operating in rough air.
FUEL
Positive Load Factor (max): 3.8G(Normal) 4.4G(Utility) Negative Load Factor (max): No inverted maneuvers approved
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TYPES OF OPERATION The airplane is approved or the ollowing operations when equipped in accordance with FAR 91 or FAR 135. Day V.F.R. Night V.F.R. Day I.F.R. Night I.F.R. Non Icing
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FUEL LIMITATIONS
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Total Capacity: 50 U.S. GAL Unusable Fuel: 2 U.S. GAL
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NORMAL PROCEDURES
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HIS SECTION CLEARLY DESCRIBES
the recommended procedures or You're a Preview the Reading conduct o normal operations Unlock full access with a free trial. or the Cherokee 180. All o the required (FAADownload regulations) procedures and those With Free Trial necessary or the sae operation o the airplane as determined by the operating and design eatures o the airplane Sign up to vote on this title are presented. Useful Not useful
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NORMAL PROCEDURES AIRSPEEDS FOR NORMAL OPERATION The ollowing airspeeds are those which are signiicant to the sae operation o the airplane. These igures are or standard airplanes lown at gross weight under standard conditions at sea level. Perormance or a speciic airplane may vary rom published igures depending upon the equipment installed, the condition o the engine, airplane and equipment, atmospheric conditions and piloting technique. Vx
Best Angle of Climb Speed
76 mph
Vy
Best Rate of Climb Speed
85 mph
Vbg
Best Glide Speed
83 mph
Vs
Stall Speed, normal configuration
64 mph
Vso
Stall Speed, landing configuration
55 mph
Vo
Maximum Flap Extension Speed
115 mph
Va
Maneuvering Speed (at gross weight)
129 mph
Vno
Maximum Structural Cruising Speed
140 mph
Vne
Never Exceed Speed
171 mph
Normal Climb Out
100 mph
Short Field T/O, Flaps 25°
74 mph
Normal Landing Approach, Flaps Up
85 mph
Normal Landing Approach, Flaps 40°
76 mph
Short Field Approach, Flaps 40°
76 mph
Maximum Demonstrated Crosswind Velocity
STARTING Afer completion o prelight inspection: 1. 2. 3. 4. 5. 6. 7. 8.
Master switch ON Check uel quantity indicators Apply and hold toe brakes or use parkin Set the carburetor heat control in the ull “COLD”position. Select the desired tank with the uel va Move the mixture to the ull “RICH” pos Open the throttle 1/8 to 1/4 inch. Turn the electric uel pump “ON”.
You're Reading a PreviewIn cold weather (below 40 degrees F.) pr 17 kts
gine with one to three ull strokes o the prim extremely cold, starting will be aided by pull PREFLIGHT peller through by hand our to ive revolutio When the aircraf is stopped with the engineWith off, press the engine starter as well) with the mag switc Download Free Trial SHIFT-8 to bring up the interactive prelight inspection. Afer priming, turn the electric master sw gage the starter and allow the engine to tu mately one ull revolution, then turn the ign to the “Both” magneto position. When the engine is iring evenly, adjust to 800 RPM. Check the oil pressure gauge o Sign up to vote this title indication. I oil on pressure is not indicated w theNot engine and determine th Usefulstop useful seconds, the engine ails to start at the irst attempt, tempt should be made without priming. I th possible that the engine is over primed. Tu Unlock full access with a free trial.
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GROUND CHECK With the engine running at 2000 RPM, switch rom 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” Hg +/l” Hg at 2000 RPM. Check both the oil temperature and pressure. The temperature may be low or some time i the engine is being run or the irst time o the day, but as long as the pressure is within limits the engine is ready or take-off. Carburetor heat should also be checked prior to takeoff to be sure that the control is operating properly and to clear any ice which may have ormed during taxiing. Avoid prolonged ground operation with carburetor heat ON as the air is unfiltered. Take-off may be made as soon as ground check is completed, providing that the throttle may be opened ully without back iring or skipping, and without reduction in engine oil pressure. TAKE-OFF Just beore take-off the ollowing items should be checked:
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STALLS The gross weight stalling speed o the Cherokee with power off and ull laps is 57 MPH. This speed is increased 9 miles per hour with the laps up. Stall speeds at lower weights will be correspondingly less.
CRUISING The cruising speed o the Cherokee is determined by You're many Reading a Preview actors including power setting, altitude, temperature, loading, and equipment installed on the airUnlock full access with a free trial. plane. The normal cruising power is 55-75% o the rated horsepower o the engine. True airspeeds which maybe obtained at various altitudes and power settings can be Download With Free Trial determined rom the charts in this handbook. Use o the mixture control in cruising flight reduces uel consumption signiicantly, especially at higher altitudes, and reduces lead deposits when the alternate uels are used. The mixture should be leaned when 75% power or less is being used. I any doubt exists as to the Sign used, up to the votemixture on thisshould title be in The takeoff technique is conventional or the Cheroamount o power being kee. The tab should be set slightly af o neutral, with the the FULL RICH position or all operations. Always enrich Useful Not useful the mixture beore increasing power settings. exact setting determined by the loading o the aircraf. Allow the airplane to accelerate to 50 to 60 miles per hour, The normal maximum cruising power is 75% o the then ease back on the wheel enough to let the airplane fly rated horsepower o the engine. Airspeeds which may
Controls ree Flaps “UP” Tab set Mixture “RICH” (leaned or smooth operation at high elevations) 5. Carburetor heat “OFF” 6. Fuel on proper tank 7. Electric uel pump “ON” 8. Engine gauges normal 9. Door latched 10. Altimeter and heading set 11. Saety belts/shoulder harness - astened 1. 2. 3. 4.
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NORMAL PROCEDURES APPROACH AND LANDING Landing check list: 1. 2. 3. 4. 5.
Fuel on proper tank Mixture – rich Elec. uel pump on Flaps - set Fasten belts/harness
The airplane should be trimmed to an speed o about 85 miles per hour, with la laps can be lowered at speeds up to ll5 mil it desired, and the approach speed reduced each additional notch o laps. Carburetor h not be applied unless there is an indication the control towards the instrument panel until engine tor icing, since the use o carburetor heat c operation becomes smooth. I the airplane is equipped duction in power which may be critical in c with the optional exhaust gas temperature (EGT) gauge, around. Full throttle operation with heat on operate anywhere between peak EGT to 50° ROP (rich cause detonation. o peak). The amount o lap used during landin The continuous use o carburetor heat during cruisspeed o the aircraf at contact with the run ing light decreases engine efficiency. Unless icing be varied according to the landing surace, a conditions in the carburetor are severe, do not cruise conditions both wind wise and load wise. It with the heat on. Apply ull carburetor heat slowly and good practice to contact the ground at th only or a ew seconds at intervals determined by icing possible sae speed consistent with existing severity. Normally the best technique or short and In order to keep the airplane in best lateral trim dur- ings is to use ull lap and enough power t You're Reading a Preview ing cruising light the uel should be used alternately the desired airspeed and approach flight p rom each tank. It is recommended that one tank should should be ull rich, uel on the ullest tank, Unlock full access with a free trial. be used or one hour afer takeoff, then the other tank heat off, and electric uel pump on. Reduce used or two hours, then return to the irst tank, which during the lare-out and contact the ground will have approximately one and one hal hour o uel stalling speed (50 to 60 MPH). Afer ground c Download With Free Trial remaining i the tanks were ull plus reserve at takeoff. the nose wheel off, as long as possible. As t The second tank will contain approximately one hal slows down, drop the nose and apply the bra hour o uel. braking is required, there will be less chance
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the tires i the laps are retracted beore applying the brakes, otherwise leave the laps down or aerodynamic braking. Braking is most effective when back pressure is applied to the control wheel, putting most o the aircraf weight on the main wheels. In high wind conditions, particularly 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, afer landing and when clear o the runway, pull the mixture control ull out to idle cutoff. When using alternate uels, the engine should be run up to 1200 R.P.M. or one minute prior to shutdown to clean out any unburned uel. Afer the engine stops, turn the ignition and master switches off, and retract the laps. GROUND HANDLING AND MOORING The Cherokee should be moved on the ground with the aid o 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 tall skid. The aileron and stabilator controls should be secured by looping the saety 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 laps are locked when in the ull up position, and should You're Reading a Preview be lef retracted. Unlock full access with a free trial.
WEIGHT AND BALANCE It is the responsibility o the owner and pilot to determine that the airplane remains within the allowable weight vs Download With Free Trial center o gravity envelope while in light. For weight and balance data see the Airplane Flight Manual and Weight and Balance Form supplied with each airplane.
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PERFORMANCE
T
HE PERFORMANCE INFORMATION PRESENT
in this section is based on measured Fli Test Data corrected to ICAO standard day c ditions and analytically expanded or the vario parameters o weights, altitude, temperature, The perormance charts are unactored and do n make any allowance or varying degree o pilot p iciency or mechanical deterioration o the aircr The perormance however can be duplicated by lowing the stated procedures in a properly m You're Reading a Preview tained airplane. Unlock full access with a free trial.
Effects o conditions not considered on the charts must be evaluated b pilot, such as the effect o sof or grass runway surace on takeoff and lan perormance, the effect winds alof on cruise and range perormanc DownloadorWith FreeoTrial durance can be greatly affected by improper leaning procedures, and inuel low and quantity checks are recommended.
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PERFORMANCE
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PERFORMANCE
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PERFORMANCE
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WEIGHT AND BALANCE
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N ORDER TO ACHIEVE THE PERFORMANCE AND FLYING CHARACTERIS-
tics which are designed into the airplane, it must be lown with the weight and center o gravity (C.G.) positioned within the approved operating range (envelope). Although the airplane offers lexibility o loading, it cannot be lown with the maximum number o adult passengers, ull uel tanks, and maximum baggage. With the lexibility comes responsibility. The pilot must ensure that the airplane is loaded within the loading envelope beore he makes a takeoff.
Misloading carries consequences or any aircraf. An How to calculate the center o gravity: overloaded airplane will not take off, climb, or cruise as Total Moment ÷ Total Weight = C.G. (center o gravity) well as a properly loaded one. The heavier the airplane 184,751 ÷ 2,068 = 89.34 is loaded, the less climb perormance it will have. C.G. = 89.34 Center o gravity is a determining actor in light characteristics. I the C.G. is too ar orward in any airplane, Normal Category Limits: 84.0 - 95.8 it may be difficult to rotate or takeoff or landing. I the Utility Category Limits: 84.0 – 86.5* C.G. is too ar af, the airplane may rotate prematurely on *Utility Category Operation – No baggage or rear takeoff or tend to pitch up during climb. Longitudinal sta- passengers allowed. Max 1,950 lbs. You're Reading a Preview bility will be reduced. This can lead to inadvertent stalls and even spins, and spin recovery becomes more difficult Unlock full access with a free trial. as the center o gravity moves af o the approved limit.
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WEIGHT AND BALANCE LOADING FORM
(example using two 170 lbs passengers, ull uel, and 50lbs o baggage)
Weight (lbs.) Arm Af
Datum (in.)
Moment (in-lbs.)
Basic Empty Weight
1390
86.08
120,053
Front Seats
340
85.5
29,070
Rear Seats*
0
118.1
0
Baggage*
50
142.8
7,140
Fuel (max 48gal)
288
95.0
28,488
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AIRPLANE & SYSTEM DESCRIPTIONS
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HE PA-28-180 CHEROKEE IS
single-engine, low-wing mon plane o all metal constructio It has ourplace seating, two hundre pound baggage capacity, and a 18 You're Reading a Preview horsepower engine. Unlock full access with a free trial.
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ENGINE AND PROPELLER The Cherokee is powered by a Lycoming O-360-A3A, 180 H.P. engine with a starte ampere 12 volt alternator, voltage regulator, shielded ignition, vacuum pump d uel pump and a dry, automotive type carburetor air ilter. The exhaust system is o the cross-over type to reduce back pressure and Sign up stainless to vote on thisand title prove perormance. It is made entirely rom steel is equipped with mufflers. A heater shroud around the to supply heat or both Useful is provided mufflers Not useful cabin and carburetor de-icing. The Sensenich ixed-pitch 76EM8S5-60 propeller is made rom a one-pi alloy orging.
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AIRPLANE & SYSTEM DESCRIPTIONS
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LANDING GEAR CONTROL SYSTEMS The three landing gears use a Cleveland 600 x 6 wheel, Dual controls are provided as standard equip the main wheels being provided with Cleveland a cable system used between the controls a Download Withsingle Free Trial disc hydraulic brake assemblies, No. 30-55. All wheels aces. The horizontal tail is o the all movabl use 600 x 6 our ply tires with tubes. with an anti-servo tab which also acts as a l The nose gear is steerable through a 30 degree arc trim tab, actuated by a control on the cabin by use o the rudder pedals. A spring device is incorpostabilator provides extra stability and irrec rated in the rudder pedal torque tube assembly to aid in with less size, drag, and weight than conve rudder centering and to provide rudder trim. The nose suraces. The ailerons are provided with a upwhich to vote on this title gear steering mechanism also incorporates a hydrau- Sign action tends to eliminate adverse yaw lic shimmy dampener. The oleo struts are o the air-oil maneuvers, also useful reduces the amount o Useful and Not type, with normal extension being 3.25 inches or the tion required in normal turns. The laps ar nose gear and 1.50 inches or the main gear under normal static load (empty weight o airplane plus ull uel
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operated, balanced or light operating orces and spring loaded to return to the up position. A past-center lock incorporated in the actuating linkage holds the lap when it is in the up position so that it may be used as a step on the right side. The lap will not support a step load except when in the ull up position, so it must be completely retracted when used as a step. [Editor’s note: Even though its designed to be stepped on, many Cherokee owners preer passengers avoid stepping on the lap]. The laps have three extended positions, 10, 25 and 40 degrees.
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at the bottom, inboard, rear corner. Fuel quantity and pressure are indicated on gauges located in the engine gauge cluster on the right side o the instrument panel.
ELECTRICAL SYSTEM The electrical system includes a 12 volt alternator, battery, voltage regulator and master switch relay. The battery, regulator and relay are mounted in the battery compartment immediately af o the baggage compartment. Access or service or inspection is conveniently obtained through a removable panel at lower right corner o the compartment. FUEL SYSTEM Electrical switches and uses are located on the lower Fuel is stored in two twenty-ive gallon tanks which are lef center o the instrument panel, and the lef side o the secured to the leading edge structure o each wing by instrument sub-panel. Standard electrical accessories inscrews and nut plates. This allows easy removal or ser- clude: Starter, Electric Fuel pump, Fuel Gauge, Stall Warnvice or inspection. The standard quantity o uel is 50 ing Indicator, Cigarette Lighter and Ammeter. Navigation gallons. To obtain 36 gallons o uel, ill the tanks only Lights, Anti-Collision Light, Landing Light, Instrument to the bottom o the iller neck indicator (tabs), which Lighting and the Cabin Dome Light are offered as opextends some distance into the tanks. tional accessories. Circuit provisions are made to handle This system allows the uel quantity to be varied con- optional communications and navigational equipment. veniently according to the payload. An auxiliary electric Installed on the Cherokees is the F.T.P. (ull time powuel pump is provided or use in case o ailure o the er) electrical system. Derived rom the system are many engine driven pump. The electric pump should be on advantages both in operation and maintenance. The or all take-offs and landings. The uel strainer, which main advantage is, o course, ull electrical power output is equipped with a quick drain, is located on the ront regardless o engine R.P.M. This is a great improvement lower lef corner o the irewall. This strainer should be or radio and electrical equipment operation. Also beYou're Reading a Preview drained regularly to check or water or sediment accu- cause o the availability o generator output at all times, mulation. To drain the lines rom the tanks, the tank se- the battery will be charging or a greater percentage o Unlock full access with a free trial. lector valve must be switched to each tank in turn, with use, which will greatly improve cold-morning starting. the electric pump on, and the gascolator drain valve Unlike previous generator systems, the ammeter opened. Each tank has an individual quick drain located does With not indicate battery discharge; rather it displays Download Free Trial
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AIRPLANE & SYSTEM DESCRIPTIONS in amperes the load placed on the alternator. With all electrical equipment off (except the master switch) the ammeter will be indicating the amount o charging current demanded by the battery. As each item o 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 or night light, with radios on, is about 30 amperes. This 30 ampere value, plus approximately two amperes or a ully charged battery, will appear continuously under these light conditions. The amount o current shown on the ammeter will tell immediately whether the alternator system is operating normally, as the amount o current shown should equal the total amount o amperes being drawn by the equipment which is operating. I no output is indicated on the ammeter during light, reduce the electrical load by turning off all unnecessary electrical equipment. Check both 5 ampere ield breaker and 60 ampere output breaker and reset i open. l neither circuit breaker is open, turn off the master switch or 30 seconds to reset the overvoltage relay. I ammeter continues to indicate no output, maintain minimum elec trical load and terminate light as soon as practical.
HEATING AND VENTILATING SYST Heat or the cabin interior and the dero is provided by a heater muff attached to t system. The amount o heat desired can b with the controls located on the lower righ instrument panel. Fresh air inlets are loc leading edge o the wing at the intersectio pered and straight sections. A large adjusta located on the side o the cabin near the l seat location.
CABIN FEATURES The instrument panel o the Cherokee is des commodate the customary advanced flight i and all the normally required power plant in The Artiicial Horizon, Directional Gyro and and Bank instruments are vacuum operat use o a vacuum pump installed on the eng Model Cherokees are equipped with electr bank instruments. A natural separation o group and the power group is provided by communications and radio navigational eq the center o the panel.
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CENTER STACK AVIONICS SUITE We have spent much time developing extra modes and unctions that you won’t ind in any FSX airplane, like independent DME receiver, pilot- programmable COMM channels and NAV OBS mode. For example, you should pay attention to the autopilot. Even though it may look amiliar, you need to learn how to operate it properly or you may ind you plane going in completely wrong direction. The avionics suite in your Accu-Sim Piper Cherokee 180 is so complete, the best source or your inormation is straight rom the manuacturer. Below are links to the latest manuals online: DVOR
http://www.davtron.com/cmsAdmin/uploads/m903_ brochure.pd Clock
http://www.adstcoil.com/admin/useriles/ile/manuals/lc-2/ads_lc2_oper_instruction.pd Autopilot:
http://sharepoint.s-tec.com/Documentation/ Shared%20Documents/Pilot%20Operating%20Handbooks%20(POH)/System%20Twenty_Thirty_%20Thirty%20ALT.pd
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https://dealer.bendixking.com/servlet/com.honeywell. aes.utility.PDFDownLoadServlet?FileName=/TechPubs/ repository/006-18110-0000_5.pd Download With Free Trial
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AIRPLANE & SYSTEM DESCRIPTIONS
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EMERGENCY PROCEDURES
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HIS SECTION CONTAINS PROCEDURES THAT ARE
recommended i an emergency condition should occur during ground operation, takeoff, or in light. These procedures are suggested as the best course o action or coping with the particular condition described, but are not a substitute or sound judgment and common sense. Since emergencies rarely happen in modern aircraf, their occurrence is usually unexpected, and the best corrective action may not always be obvious. Pilots should amiliarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part o pilot training. Although these emergencies are discussed here, this inormation is not intended to replace such training, but only to provide a source o reerence and review, and to provide inormation on procedures that are not the same or all aircraf. It is suggested that the pilot review standard emergency procedures periodically to remain You're Reading a Preview proicient in them. Unlock full access with a free trial.
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ENGINE POWER LOSS DURING TAKEOFF I sufficient runaway remains or a normal landing, land straight ahead. 2. I insufficient runaway remains: Sign up to vote on this title a. Maintain sae airspeed Useful Not useful b. Make shallow turns to avoid obstructions c. Flaps as situation requires 1.
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EMERGENCY PROCEDURES
ENGINE POWER LOSS IN FLIGHT
FIRE IN FLIGHT Source o ire — check 2. Electrical ire (smoke in cabin): a. Master switch — OFF b. Vents — open c. Cabin heat — OFF d. Land as soon as practicable. 3. Engine ire: a. Fuel selector — OFF b. Throttle — Closed c. Mixture — idle cut-off d. Electric uel pump — check OFF e. Heater and deroster — OFF . Proceed with power off landing procedure. 1.
Fuel selector — tank containing uel 2. Electric uel pump — ON 3. Mixture — check RICH 4. Carburetor heat — ON 5. Engine gauges — check or indication o cause o pwr loss 6. Primer — check locked 7. I no uel pressure is indicated, check tank selector position is on a tank containing uel. 8. When power is restored: a. Carburetor heat — OFF b. Electric uel pump — OFF 9. I power is not restored, prepare power off landing. 10. Trim or 76 KIAS HIGH OIL TEMPERATURE You're Reading a Preview Land at nearest airport and Unlock full access withinvestigate a free trial. the problem. POWER OFF LANDING Prepare or a power off landing. 1. Locate suitable ield. Download With Free Trial 2. Establish spiral pattern 3. 1000 f. above ield at downwind LOSS OF OIL PRESSURE position or normal landing approach. Land as soon as possible 4. When ield can easily be reached, slow and investigate cause. to 66 KIAS or shortest landing. Sign to vote this title Prepare oruppower offon landing. 5. Touchdowns should normally be made at Useful Not useful lowest possible airspeed with ull laps. 6. When committed to landing: LOSS OF FUEL PRESSURE a. Ignition OFF 1.
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ALTERNATOR FAILURE
CARBURETOR ICING
1. Veriy ailure
1.
Reduce electrical load as much as possible. 3. Alternator circuit breakers — check 4. Alt switch — OFF 1 second then on 5. I no output: a. Alt switch — OFF b. Reduce electrical load and land as practical.
ENGINE ROUGHNESS
2.
Carburetor Heat — ON 2. Mixture — max. smoothness
Carburetor heat — ON 2. I roughness continues afer one min: 3. Carburetor heat — OFF 4. Mixture — max smoothness 5. Electric uel pump — ON SPIN RECOVERY 6. Fuel selector — switch tanks 1. Throttle — idle 7. Engine gauges — check 2. Ailerons — neutral 8. Magneto switch — ”L”&“R” then BOTH 3. Rudder — ull opposite to 9. I operation is satisactory on either one, direction o rotation continue on that magneto at reduced power and ull “RICH” mixture to irst 4. Control wheel — ull orward airport. Prepare or power off landing 5. Rudder — neutral when rotation stops You're Reading a Preview 6. Control wheel — smoothly regain level light altitude Unlock full access with a free trial. 1.
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EMERGENCY PROCEDURE EXPLAINED
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HE FOLLOWING PARAGRAPHS ARE PRESENTED
to supply additional inormation or the purpose o providing the pilot with a more complete understanding o the recommended course o action and probable cause o an emergency situation.
ENGINE POWER LOSS DURING TAKEOFF indication o the cause o power loss. Check the engine The proper action to be taken i loss o power occurs gauges or an indication o the cause o the power loss. during takeoff will depend on the circumstances o the Check to ensure the primer is locked. I no uel pressure particular situation. is indicated, check the tank selector position to be sure I sufficient runway remains to complete a normal it is on a tank containing uel. landing, land straight ahead. When power is restored move the carburetor heat You're Reading a Preview I insufficient runway remains, maintain a sae air- to the “OFF” position and turn “OFF” the electric uel speed and make only a shallow turn i necessary to pump. I the preceding steps do not restore power, preUnlock full access with a free trial. avoid obstructions. Use o laps depends on the cir- pare or an emergency landing. cumstances. Normally, laps should be ully extended I time permits, turn the ignition switch to “L” then to or touchdown. “R” then back to “BOTH.” Download With Free Trial Move the throttle and I sufficient altitude has been gained to attempt a mixture control levers to different settings. This may restart, maintain a sae airspeed and switch the uel restore power i the problem is too rich or too lean a selector to another tank containing uel. Check the mixture or i there is a partial uel system restriction. Try electric uel pump to ensure that it is “ON” and that other uel tanks. Water in the uel could take some time the mixture is “RICH.” The carburetor heat should to be used up, and allowing the engine to windmill may be “ON” and the primer checked to ensure that it is restore power. I power is due to water, uel pressure inSign up to vote on this title locked. dications will be normal. I engine ailure was caused by uel exhaustion, powI engine ailure wasUseful caused by exhaustion useful powuelNot er will not be regained afer switching uel tanks until er will not be restored afer switching uel tanks until the empty uel lines are illed. This may require up to the empty uel lines are illed. This may require up to ten seconds. ten seconds. I power is not regained, proceed with the
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EMERGENCY PROCEDURES EXPLAINED spiral pattern around this ield. Try to be at 1,000 eet above the ield at the downwind position, to make a normal landing approach. When the ield can easily be reached, slow to 66 KIAS with laps down or the shortest landing. Excess altitude may be lost by widening your pattern, using laps or slipping, or a combination o these. Touchdown should normally be made at the lowest possible airspeed. When committed to a landing, close the throttle control and shut “OFF” the master and ignition switches. Flaps may be used as desired. Turn the uel selector valve to “OFF” and move the mixture to idle cut-off. The seat belts and shoulder harness (i installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed.
NOTE: The possibility o an engine ire in light remote. The procedure given is general and ment should be the determining actor or ac an emergency.
LOSS OF OIL PRESSURE Loss o oil pressure may be either partial or partial loss o oil pressure usually indicates tion in the oil pressure regulating system, an should be made as soon as possible to inve cause and prevent engine damage. A complete loss o oil pressure indication oil exhaustion or may be the result o a aul either case, proceed toward the nearest airp prepared or a orced landing. I the problem i sure gauge malunction, the engine may sto Maintain altitude until such time as a dead s can be accomplished. Don’t change power necessarily, as this may hasten complete pow Depending on the circumstances, it may b to make an off airport landing while power able, particularly i other indications o actu sure loss, such as sudden increases in temp oil smoke, are apparent, and an airport is not I engine stoppage occurs, proceed with Landing.
FIRE IN FLIGHT The presence o ire is noted through smoke, smell, and heat in the cabin. It is essential that the source o the ire be promptly identiied through instrument readings, character o the smoke, or other indications since the action to be taken differs somewhat i n each case. Check or the source o the ire irst. I an electrical ire is indicated (smoke in the cabin), the master switch should be turned “OFF.” The cabin vents should be opened and the cabin heat turned “OFF.” A landing should be made as soon as possible. You're Reading a Preview I an engine ire is present, switch the uel selector LOSS OF FUEL PRESSURE to “OFF” and close the throttle. The mixture should be I loss o uel pressure occurs, turn “ON” Unlock full access with a free trial. at idle cut-off. Turn the electric uel pump “OFF.” In all uel pump and check that the uel selector cases, the heater and deroster should be “OFF.” I radio tank. I the problem is not an empty tank, la communication is not required, select master switch as practical and have the engine-driven ue Download With Free Trial “OFF.” Proceed with power off landing procedure. uel system checked.
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HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a deective 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 o trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge or an accompanying loss o pressure. ALTERNATOR FAILURE Loss o alternator output is detected through zero reading on the ammeter. Beore executing the ollowing procedure, ensure that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. I no increase in the ammeter reading is noted, alternator ailure can be assumed. The electrical load should be reduced as much has possible. Check the alternator circuit breakers or a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the “ALT” switch to “OFF” or one second and then to “ON.” I the trou- ENGINE ROUGHNESS ble was caused by a momentary overvoltage condition Engine roughness is usually due to carburetor icing which (16.5 volts and up) this procedure should return the am- is indicated by a drop in RPM, and may be accompanied meter to a normal reading. I the ammeter continues to by a slight loss o airspeed or altitude. I too much ice is indicate (0) output, or i the alternator will not remain allowed to accumulate, restoration o ull power may not You're Reading a Preview reset, turn off the “ALT” switch, maintain minimum elec- be possible; thereore, prompt action is required. trical load and land as soon as practical. All electrical Turn carburetor heat on. RPM will decrease slightly Unlock full access with a free trial. load is being supplied by the battery. and roughness will increase. Wait or a decrease in engine roughness or an increase in RPM, indicating ice SPIN RECOVERY removal. I no change in approximately one minute, reDownload With Free Trial Intentional spins are prohibited in this airplane. I a spin turn the carburetor heat to “OFF.” is inadvertently entered, immediately move the throttle I the engine is still rough, adjust the mixture or to idle and the ailerons to neutral. maximum smoothness. The engine will run rough i Full rudder should then be applied opposite to the too rich or too lean. The electric uel pump should be direction o rotation ollowed by control wheel ull switched to “ON” and the uel selector switched to the orward. When the rotation stops, neutralize the rud- other tank to see i uel contamination is the problem. Sign up vote on this title I any der and ease back on the control wheel as required to Check the engine gauges ortoabnormal readings. smoothly regain a level light attitude. gauge readings are proceed accordingly. Useful Not useful abnormal, Move the magneto switch to “L” then to “R,” then back CARBURETOR ICING the “BOTH.” I operation is satisactory on either magUnder certain moist atmospheric conditions at tem- neto, proceed on that magneto at reduced power, with
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AIRPLANE HANDLING, SERVICE & MAINTENAN
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HIS SECTION CONTAINS FACTORY RECOMM
procedures or proper ground handling a tine care and servicing o your airplane. identiies certain inspection and maintenance ments which must be ollowed i your airplane tain that new plane perormance and dependab is wise to ollow a planned schedule o lubricati preventive maintenance based on climatic and conditions encountered in your locality. You're Reading a Preview Unlock full access with a free trial.
FUEL CONTAMINATION system purged by qualiied m Fuel contamination usually the result personnel. All evidence o con Download WithisFree Trial o oreign material present in the uel sys- must be removed beore urt tem, and may consist o water, rust, sand, the airplane has been servic dirt, microbes or bacterial growth. In ad- improper uel grade, deuel dition, additives that are not compatible and reuel with the correct gr with uel or uel system components can ly the airplane with conta cause the uel to become contaminated. unapproved uel. In additio Sign up to voteOperators on this title Beore each light and afer each reuelwho are not acqu ing, use a clear sampler cup andUseful drain at a particular Not usefulixed base oper least a cupul o uel rom each uel tank be assured that the uel supp drain location and rom the uel strainer checked or contamination an quick drain valve to determine i con- ly iltered beore allowing the
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AIRPLANE HANDLING, SERVICE & MAINTENANCE
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2D PANELS The 2D panels are there to provide the extra unctionality needed when there is so much additional inormation available to you, the pilot. Each 2D panel is accessed by the key-press combination in parentheses afer the 2D panel title.
Pilot’s Notes (Shif 2) ▶
▶
▶ ▶
▶
▶
▶
▶
▶
Outside Temp: is the ambient temperature outside the aircrat. Watch Engine Temps: this warning will display i your engine temperature is nearing danger limits. Corrective action should be carried out immediately i this warning appears. Cabin Temperature: displays how comortable the temperature o the cabin eels. Ground Speed: this is your speed in relation to the ground in miles/hour and knots. Endurance: this igure tells you approximately how long you could remain in powered light beore running out o uel. This igure will update throughout your light, and as such you should take into account that during a climb phase, the endurance will be less than once the aircrat is settled in a cruise coniguration. Range: given in statute (sm) and nautical miles (nm), this igure will give you an approximation o You're Reading a Preview your maximum range under current uel consumption and airspeed conditions. Again, this igUnlock full access with a free trial. ure will change depending on your light phase. Fuel Economy: is the current uel burn rate given in gallons/hour (gph), miles/gallon Download With Free Trial (mpg) and nautical miles/gallon (nmpg). Power Settings: this represents your clipboard, showing you important inormation or the correct settings or take o, climb and cruise conigurations. Notes: these are a set o pages (accessed Sign up to vote on this title by the small arrow to the right o the page number) that include inormation such Useful Not useful as actions to be carried out when irst entering the cabin, to landing checks.
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Controls (Shif 3)
Initially designed to provide a means to perorm various in cockpit actions whilst viewing the aircraf rom an external viewpoint, this control panel now provides quick access to a number o different commands. From this panel, you can: ▶
▶
▶ ▶
▶ ▶
▶
Remove the pilot igure rom the external view (only available whilst the engine is not running). Note the visual change in the aircrat balance when you remove the pilot. Control electrical systems such as the generator or magnetos. Toggle aircrat lighting, both internal and external. Change the GPS system installed in your aircrat, rom a bracket mounted handheld unit, to panel mounted units, or no GPS installed at all. Set whether you want the aircrat to already be in a Cold and Dark state when you irst enter it. Have your aircrat switch to a “Used” state, where some aircrat components will immediately show signs o wear. Check your maintenance hangar beore you go lying, so that you’re aware o the systems and components that you’ll need to keep an eye on. Turn Accusim damage on and o.
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Download With Free TrialPayload and Fuel Manager (Shif 4)
The payload and uel manager not on an overview o your current payload, quantities, it is also an interactive load where you can:
▶ Add and remove passengers and ba Sign ▶upIncrease to vote on title pilot, pasor this decrease senger Notbaggage useful weights. Useful and ▶ Add or remove oil in the reservoir, and change the oil viscosity depending on seasonal changes.
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AIRPLANE HANDLING, SERVICE & MAINTENANCE
Pilot’s Map (Shif 5)
The pilot’s map gives ull and easy a ormation that may be ound on real allows this inormation to be accesse cockpit, as opposed to using the dea the drop-down menus. The accompanying panel to the m you to select what inormation you w displayed on the map, rom a compass altitude airways. Also note that some o the button have an increasing amount o inorm sented with each subsequent button p For example, the APT (Airport) butto the ollowing inormation: ◆ ◆ ◆ ◆
Quick RAdios (Shif 6)
This small popup panel provides input or your virtual cockpit radios but in a simpliied and easy to use manner. This popup eatures all the amenities o the actual radios but in a singular unit which allows you to control your communication, navigation, ADF and transponder radios rom a single source.
APT 1: Airport ID. APT 2: Airport name. APT 3: Airport elevation. APT 4: Airport radio requencies.
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Maintenance Hangar (Shif 7)
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The maintenance hangar is where you can review the current state o your aircraf and its major systems. It is one o the core elements to visualizin g Accusim at work.
Compression Test At the lower right hand corner is a “COMPRESSION TEST button, which will tell your mechanic to run a high pre sure differential compression test on the engine cyli nder
With the invaluable assistance o your local aircraf maintenance engineer/technician, a.k.a “grease monkey”, you will be able to see a ull and in-depth report stating the ollowing:
This is done by compressed air being applie through a regulator gauge to the tester in the cylinde The gauge would show the total pressure being applie to the cylinder.
▶ ▶
▶ ▶
A summary o your airrame, engine and propeller installed. Total airrame hours, and engine hours since the last major overhaul. General condition o the engine. Important notes provided by the ground crew.
From the maintenance hangar, you can also carry out a complete overhaul, by clicking the COMPLETE OVERHAUL button in the bottom right corner. This will overhaul the engine and replace any parts that are showing signs o wear or damage, with new or reconditioned parts. In order to ix any issues the mechanic has lagged up, we need to inspect the engine in greater detail. By lef clicking the “CHECK ENGINE” text on the engine cover, it will open the ollowing window. COLOUR CODES: ◆ GREEN: OK ◆ YELLOW: WATCH ◆ RED: MUST FIX OR REPLACE
Heavy wear or a component ailure will be shown in red, and these components must be replaced. We can choose to continue lying with the worn components, but extra care should be used and a close eye kept on those systems/components. Any component with a yellow highlight is worn, but not unser-
The compressed air would then pass through a calibra ed restrictor and to the cylinder pressure gauge. This gaug would show the actual air pressure within the cylinder.
Any difference in pressure between the two gauge would indicate a leak o air past the engine comp nents, whether that is the valves, piston rings, or even crack in the cylinder wall itsel.
The readings that your mechanic presents to you in th “Compression Test Results” in the notes section, will b annotated with the actual amount o pressure read in th cylinder over the actual pressure that was applied to th cylinder through the regulator.
Low compression on a cylinder isn’t necessarily a te rible thing, because as the engine picks up in speed, th worn cylinder becomes productive. It is mostly notice at lower R.P.M.’s where the cylinder may have troub iring, and also a marked increase in oil consumptio may also occur (sometimes with an accompanying blu smoke out o that cylinder during light). You're Reading aHowever, Previewnote that this is a reading o the gener condition o the cylinders, and lower condition do Unlock full access with a free trial. bring additional risks o ailure, or even engine ires.
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AIRPLANE HANDLING, SERVICE & MAINTENANCE Pre-Flight Inspection (Shif 8)
The Pre-Flight Inspection is anothe ment in bringing real lie standard op cedures into FSX. The inspection system is done in as to emulate making your walkarou tion prior to light. There are 19 separate check sheet accessed by clicking the arrows in the b corner o the aircraf top-down view wi As you select the next check sheet, tomatically be moved to the relevant v the aircraf.
It’s not just a case o clicking the sheet over and over again however, a actions to be carried out and visua be made in order to complete the pre rectly. I you miss something, maybe t light lens cover on the leading edge i expect to be notiied by your mech Maintenance Hangar, as his sharp ey up anything you miss. The checklist itsel shows an over aircraf, with your walkaround rout and dots to highlight the areas wh quent checks will be carried out.
The check list starts with actions to
You're Reading a Preview out in the cockpit, prior to your walkar
Ensure that the checklist is carried ly, as checks and actions missed here, you rom carrying out the proper che Download With Free Trial your walkaround. The irst o the external checks cov area. The checklist now has an additio section in which speciic actions can out, or additional views can be accesse ence to what to look out or. By lef clicking on an action button, Sign up to vote this title perorm anon action, i.e. remove the tail it will bring up auseful reerence picture. In t Useful Not below, we’re looking at the elevator hi As part o the walkaround, checki tank sump quick drain valves is an ex
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Pause Control (shif 9) The pause controls are made available or those times when you need to be away rom the simulation.
By lef clicking the various boxes, you will turn that pause command on, and or the Altitude, Time and Distance boxes, a plus and minus arrow allow you to change the values or when the pause command will be issued. I more than one box is switched on, the irst trigger to be reached will pause the simulation.
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CREDITS MICROSOFT:
Creators o Microsof Flight Simulator X EXTERNAL AIRCRAFT ARTIST:
Michal Puto (lead), Marcelo da Silva INTERNAL AIRCRAFT ARTIST:
Robert Rogalski PROGRAMMING:
Scott Gentile, Robert Rogalski, Michal Krawczyk, Krzyszto Sobczak PUBLIC RELATIONS, WEB DESIGN:
Lewis Bloomield LEAD CONSULTANT:
Dudley Henriques DIRECTOR OF QUALITY CONTROL:
Oskar Wagner VISUAL EFFECTS AND AUDIO :
Scott Gentile MANUAL:
Mitchell Glicksman, Scott Gentile MANUAL EDITING AND PROOFREADING:
The beta team
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MANUAL GRAPHIC DESIGN:
Mark Kee SPONSORS:
Phillips66 Aviation, Knots2U, Champion Aerospace, ASL Camguard, Concorde Battery, and Lord Corporation. QUALITY CONTROL BETA TEAM:
The world’s most effective and knowledgeable light simulation beta team, including Cody Bergland, Forest “FAC257” Crooke, Glenn Cummings (GlennC), Ryan “Hog Driver” Gann, Mitchell Glicksman,
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