Piper CHEROKEE ARCHER II Pilot Operating Handbook page 43

SECTION
3
EMERCENCY PROCEDURES
PIPER AIRCRAFT CORPORATION
PA.28.18I, CHEROKEE ARCHER tr
3.1I
B.IGINE
POWER LOSS
tN FLIGHT
Complete engrne power loss is
usually caused
by fuel flow interruption
and
power will
be restored
shortly after fuel
tlow
is restored.
If
power loss occurs at a
low altitude, the first
step is
to prepare for
an
emergency
landhg (ret'er
to paragraph
3.1
3). An
airspeed
of at least 76 KLAS should be maintained.
If
altitude permits, switch the fuel selector
to another tank containing fuel and turn the electric fuel
pump
"ON."
Move the
mixture control to "RICH"
and the carburetor heat
to "ON."
Check the
engine
gaugps
for
an indication
of
the
cause
of the power
loss.
Check
to insure the primer is locked.
If
no fuel
pressure is
indicated, check the tank selector position to
be sure
it
is
on
a
tank containing fuel.
When power
is restored move the carburetor heat
to the
"OFF" position
and
tum "OFF"
the electric
fuel pump.
If
the preceding
steps
do
not
restore power, preparc
for
an
emergency landing.
If
time permits, tum
the ignition switch
to
"L"
then to
"R"
then back
to "BOTH."
Move the
throttle
and
mixture control
levers
to
different
settings.
This may restore power
if
the problem is too rich or too
lean a
mixture or
if
there is a partial fuel system restriction.
Try
other fuel tanks.
Water
in
the fuel could
take some
time to
be used
up,
and allowing the engine
to windmill
may restore power.
If
power is due to
water, fuel pressrue indications
will
be normal.
If
engine
failure
was catsed
by fuel
exhaustion power
will not
be restored after switching fuel tanks
until the empty fuel lines are filled. This may require up to ten
seconds.
If
power is not
regained, proceed
with
the
Power
Off
Landing procedure (refer to
the
emergency
check
list
and paragaph 3.13).
3.I3
FOWER OT,F
LANDING
If los
of
power occurs at altihrde, trim the aircraft for best
Sding
ande 76
KIAS (Air
Cond.
offl
and
look for
a suitable
field.
If
measurrs
tdcen
to rcstore power are
not effective,
and
if
time permits,
check
your
charts
for
airports
in the immediatc vicinity;
it
may be possible
to
land at
one
if
you
have
sufficient
altitude.
If
possible,
notiff
the
FAA
by radio of your difficulty
and intentions.
If
another
pilot or
passenger
is
aboard,let him
help.
When
you
have located a suitable
field,
establish a spiral
pattern around this field.
Try
to
be
at
1000
feet above
the field at the downwind position, to
make
a
normal landing approach. When
the field
can
easily be reached, slow
to 66 KIAS with
flaps down
for
the $hortest landing
Excess
altitude
may be lost
by
widening
your pattern,
using flaps or slipping, or
a
combination
of
these.
Touchdown should normally
be
made at the lowest possible ainpeed.
When committed
to
a landing,
close
the throttle control and strut
"OFF"
tf,,
*..tu
and ignition
switches. Flaps may
be used
as
desired.
Tum the fuel selector valve
to
"OFF"
and move the
mixture to
idle
cut-off. The
seat
belts and shoulder hames
(if
installed) should be tightened. Touchdown should
be
normally
made
at the lowest
posible
airspeed.
REPTORT:
Y8790
3.E
ISSUED: JI,JNE 18, 1976