Approach And Landing; Ground Handling And Mooring - Piper Cherokee C Owner's Handbook Manual

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SECTION III THE PIPER CHEROKEE
THE PIPER CHEROKEE SECTION III
The continuous use of carburetor heat during cruising flight
decreases engine efficiency. Unless icing conditions in the car-
buretor are severe, do not cruise with the heat on. Apply full
carburetor heat slowly and only for a few seconds at intervals
determined by icing severity.
In order to keep the airplane in best lateral trim during
cruising flight the fuel should be used alternately from each
tank. It is recommended that one tank should be used for one
hour after take-off, then the other tank used for two hours, then
return to the first tank, which will have approximately one and
one half hour of fuel remaining if the tanks were full plus re-
serve at take-off. The second tank will contain approximately
one half hour of fuel.
APPROACH AND LANDING
Landing check list:
1. Fuel on proper tank
4. Flaps - set
2. Mixture - rich 5. Fasten belts/harness
3. Elec.
fuel
pump on
The airplane should be trimmed to an approach speed of
about 85 miles per hour, with flaps up. The flaps .can be low-
ered at speeds up to 115 miles per hour, if desired, and the
approach speed reduced 3 MPH for each additional notch of flaps .
Carburetor heat should not be applied unless there is an indi-
cation of carburetor icing, since the use of carburetor heat
causes a reduction in power which may be critical in case of a
go -around . Full throttle operation with heat on is likely to cause
detonation.
The amount of flap used during landings and the speed of
the aircraft at contact with the runway should be varied accord-
ing to the landing surface, and existing conditions both wind-
wise and loadwise. It is generally good practice to contact the
ground at the minimum possible safe speed consistent with ex-
isting conditions.
Normally the best technique for short and slow landings is
to use full flap and enough power to maintain the desired air-
speed and approach flight path. Mixture should be full rich,
fuel on the fullest tank, carburetor heat off, and electric fuel
pump on. Reduce the speed during the flareout and contact the
ground close to the stalling speed (50 to 60 MPH). After ground
contact hold the nose wheel off, as long as possible. As the air-
plane slows down, drop the nose and apply the brakes. There
will be less chance of skidding the tires if the flaps are retracted
before applying the brakes . Braking is most effective when back
pressure is applied to the control wheel, putting most of the air-
craft weight on the main wheels. In high wind conditions, par-
ticularly in strong cross winds, it may be desirable to approach
the ground at higher than normal speeds, with partial or no flaps .
To stop the engine, after landing and when clear of the runway,
pull the mixture control full out to idle cut-off. When using alternate
fuels, the en
gi
ne should be run up to 1200 R.P.M. for one minute prior
to shutdown to clean out any unburned fuel. After the engine stops,
turn the ignition and master switches off, and retract the flaps.
GROUND IIANDLING AND MOORING
The Cherokee should be moved on the ground with the aid
of the nose wheel tow bar provided with each plane and secured
in the baggage compartment . Tie downs may be secured to rings
provided under each wing, and to the tail skid. The aileron and
stabilator controls should be secured by looping the safety belt
through the control wheel, and pulling it tight. The rudder is
held in position by its connections to the nose wheel steering,
and normally does not have to be secured. The flaps are lock-
ed when in the full up position, and should be left retracted.
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