Cherokee 6 manual/info?

[Al]

It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
anyone point me to an online copy of the flight maual, or perhaps some of
the pertinent information? I've got a couple of hours in a PA32-260 some
years ago, and will have a copy of the manual available when I pick up the
airplane, however I would like to prepare myself somewhat. Any warnings or
items I should watch out for?

Thanks,

Al G

[Dave Butler]

Al wrote:
> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
> anyone point me to an online copy of the flight maual, or perhaps some of
> the pertinent information? I've got a couple of hours in a PA32-260 some
> years ago, and will have a copy of the manual available when I pick up the
> airplane, however I would like to prepare myself somewhat. Any warnings or
> items I should watch out for?

Have your right leg ready on the takeoff roll. Use lots of rudder trim for
takeoff. Otherwise typical Cherokee behavior.

The PA32R-300T (T-tail Lance) that I flew was pretty squirrely on the ground, a
real handful for directional control, but I think that was just something screwy
about the gear on that particular aircraft. Also it was a real ground-lover,
long takeoff runs, which exacerbated the directional control issue.

[john smith]

In article >,
"Al" > wrote:

> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
> anyone point me to an online copy of the flight maual, or perhaps some of
> the pertinent information? I've got a couple of hours in a PA32-260 some
> years ago, and will have a copy of the manual available when I pick up the
> airplane, however I would like to prepare myself somewhat. Any warnings or
> items I should watch out for?

What year?
I have manuals for a 1972 and a 1978. There are differences depending on
aircraft serial number.
Does the one you will be flying have club seating or all forward facing?
- Fuel management is the important thing. The outboards have 17 gal, the
inboards/mains have 25. The tab on the inboards/mains may be at 15
gallons or 18 gallons, depending on the serial number. Know which one
you have. You will need this information depending on the load you will
be carrying. I think the -300 series with the straight wing has 84 gal
(17-25-25-17) usable, the -301 series with the taper wing has 96 gal
(48-48) usable.
- Find out how accurate the fuel flow gauge is. You fly off the mains
first, then the outboards.
- The manual warns that it may take up to 12 seconds to get fuel flowing
from a full tank to the engine if one tank is run dry. [It may give you
a warning, listen for the engine surging! Ask me how I know! ;-) ]
- Cruise at 16-18 gph, depending on what the owner wants.
- Full throttle altitude will vary with OAT, between 6000-8000 feet MSL.
- Know your speeds for the current weight you are flying. (Make a table
using a spreadsheet or word processor.)
- Use 10-deg flaps for all takeoffs to reduce takeoff run.
- Fly the airplane using trim.
- I prefer to fly high MP/low RPM at cruise, make sure you have a power
chart handy. Remember, at or below you can fly LOP without harming the
engine.

[Frank Ch. Eigler]

john smith > writes:

> [...] - I prefer to fly high MP/low RPM at cruise, make sure you
> have a power chart handy.

Likewise, but:

> Remember, at or below you can fly LOP without harming the engine.

"at or below" what?

- FChE

[john smith]

In article >,
(Frank Ch. Eigler) wrote:

> john smith > writes:
>
> > [...] - I prefer to fly high MP/low RPM at cruise, make sure you
> > have a power chart handy.
>
> Likewise, but:
>
> > Remember, at or below you can fly LOP without harming the engine.

> "at or below" what?

Sorry... 65% power

[.Blueskies.]

"zatatime" > wrote in message ...
> On Mon, 26 Jun 2006 09:11:50 -0700, "Al"
> > wrote:
>
>> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
>>anyone point me to an online copy of the flight maual, or perhaps some of
>>the pertinent information? I've got a couple of hours in a PA32-260 some
>>years ago, and will have a copy of the manual available when I pick up the
>>airplane, however I would like to prepare myself somewhat. Any warnings or
>>items I should watch out for?
>>
>>Thanks,
>>
>>Al G
>>
> Best glide is 110 MPH if I remember correctly. If you need it, pick
> something pretty much right below you.
>
> Other than that, just a fat Cherokee.
>
> Be safe and Have fun!
> z
>

Yea, and the nose blocks a lot of the view up front when landing.... ;-0

[zatatime]

On Mon, 26 Jun 2006 09:11:50 -0700, "Al"
> wrote:

> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
>anyone point me to an online copy of the flight maual, or perhaps some of
>the pertinent information? I've got a couple of hours in a PA32-260 some
>years ago, and will have a copy of the manual available when I pick up the
>airplane, however I would like to prepare myself somewhat. Any warnings or
>items I should watch out for?
>
>Thanks,
>
>Al G
>
Best glide is 110 MPH if I remember correctly. If you need it, pick
something pretty much right below you.

Other than that, just a fat Cherokee.

Be safe and Have fun!
z

[Al]

"john smith" > wrote in message
...
> In article >,
> "Al" > wrote:
>
>> It looks like I will have a mission to pick up a PA32-300 on Thurs.
>> Can
>> anyone point me to an online copy of the flight maual, or perhaps some of
>> the pertinent information? I've got a couple of hours in a PA32-260 some
>> years ago, and will have a copy of the manual available when I pick up
>> the
>> airplane, however I would like to prepare myself somewhat. Any warnings
>> or
>> items I should watch out for?
>
> What year?
> I have manuals for a 1972 and a 1978. There are differences depending on
> aircraft serial number.
> Does the one you will be flying have club seating or all forward facing?
> - Fuel management is the important thing. The outboards have 17 gal, the
> inboards/mains have 25. The tab on the inboards/mains may be at 15
> gallons or 18 gallons, depending on the serial number. Know which one
> you have. You will need this information depending on the load you will
> be carrying. I think the -300 series with the straight wing has 84 gal
> (17-25-25-17) usable, the -301 series with the taper wing has 96 gal
> (48-48) usable.
> - Find out how accurate the fuel flow gauge is. You fly off the mains
> first, then the outboards.
> - The manual warns that it may take up to 12 seconds to get fuel flowing
> from a full tank to the engine if one tank is run dry. [It may give you
> a warning, listen for the engine surging! Ask me how I know! ;-) ]
> - Cruise at 16-18 gph, depending on what the owner wants.
> - Full throttle altitude will vary with OAT, between 6000-8000 feet MSL.
> - Know your speeds for the current weight you are flying. (Make a table
> using a spreadsheet or word processor.)
> - Use 10-deg flaps for all takeoffs to reduce takeoff run.
> - Fly the airplane using trim.
> - I prefer to fly high MP/low RPM at cruise, make sure you have a power
> chart handy. Remember, at or below you can fly LOP without harming the
> engine.

Thanks John.

No clue yet what year or config, I do know that the "Load" is 1 pax in
addition to me.

Al G.

[john smith]

> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
> anyone point me to an online copy of the flight maual, or perhaps some of
> the pertinent information? I've got a couple of hours in a PA32-260 some
> years ago, and will have a copy of the manual available when I pick up
> the airplane, however I would like to prepare myself somewhat. Any
> warnings or items I should watch out for?

Al, if you need pages from a manual, let me know, I can scan them and
email them to you.
Where will you be picking it up and flying it to?

[Al]

"john smith" > wrote in message
...
>
>> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
>> anyone point me to an online copy of the flight maual, or perhaps some of
>> the pertinent information? I've got a couple of hours in a PA32-260 some
>> years ago, and will have a copy of the manual available when I pick up
>> the airplane, however I would like to prepare myself somewhat. Any
>> warnings or items I should watch out for?
>
> Al, if you need pages from a manual, let me know, I can scan them and
> email them to you.
> Where will you be picking it up and flying it to?

Thanks John, I'd appreciate that, amybe just one of the intro specification
pages, best rate, gross weight, etc. Also, I just got a fax, The aircraft
is a:

1974 PIPER CHEROKEE 6/300, S/N: 32-7440103, N77RH, 1880 TT, 10 SPOH, Garmin
GNS-430, All Logs, No Damage.

The probable new owner and I will be moving it from Bend, Ore, SO7, to
Roseburg, KRBG, thursday afternoon.

I've got > 1k hrs in a TU206, so I'm probably used to the right rudder
requirement.


Al G.

[.Blueskies.]

"Al" > wrote in message ...
>
> "john smith" > wrote in message
> ...
>>
>>> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
>>> anyone point me to an online copy of the flight maual, or perhaps some of
>>> the pertinent information? I've got a couple of hours in a PA32-260 some
>>> years ago, and will have a copy of the manual available when I pick up
>>> the airplane, however I would like to prepare myself somewhat. Any
>>> warnings or items I should watch out for?
>>
>> Al, if you need pages from a manual, let me know, I can scan them and
>> email them to you.
>> Where will you be picking it up and flying it to?
>
> Thanks John, I'd appreciate that, amybe just one of the intro specification pages, best rate, gross weight, etc.
> Also, I just got a fax, The aircraft is a:
>
> 1974 PIPER CHEROKEE 6/300, S/N: 32-7440103, N77RH, 1880 TT, 10 SPOH, Garmin GNS-430, All Logs, No Damage.
>
> The probable new owner and I will be moving it from Bend, Ore, SO7, to Roseburg, KRBG, thursday afternoon.
>
> I've got > 1k hrs in a TU206, so I'm probably used to the right rudder requirement.
>
>
> Al G.
>

A different beast than the Cessna - sounds like a nice plane. Watch not to exceed forward CG limits in the 300...

[Al]

".Blueskies." > wrote in message
. net...
>
> "Al" > wrote in message
> ...
>>
>> "john smith" > wrote in message
>> ...
>>>
>>>> It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
>>>> anyone point me to an online copy of the flight maual, or perhaps some
>>>> of
>>>> the pertinent information? I've got a couple of hours in a PA32-260
>>>> some
>>>> years ago, and will have a copy of the manual available when I pick up
>>>> the airplane, however I would like to prepare myself somewhat. Any
>>>> warnings or items I should watch out for?
>>>
>>> Al, if you need pages from a manual, let me know, I can scan them and
>>> email them to you.
>>> Where will you be picking it up and flying it to?
>>
>> Thanks John, I'd appreciate that, amybe just one of the intro
>> specification pages, best rate, gross weight, etc. Also, I just got a
>> fax, The aircraft is a:
>>
>> 1974 PIPER CHEROKEE 6/300, S/N: 32-7440103, N77RH, 1880 TT, 10 SPOH,
>> Garmin GNS-430, All Logs, No Damage.
>>
>> The probable new owner and I will be moving it from Bend, Ore, SO7, to
>> Roseburg, KRBG, thursday afternoon.
>>
>> I've got > 1k hrs in a TU206, so I'm probably used to the right rudder
>> requirement.
>>
>>
>> Al G.
>>
>
> A different beast than the Cessna - sounds like a nice plane. Watch not to
> exceed forward CG limits in the 300...
>
Aha, would full fuel and two 200lb pilots do that? I've got two collapsible
plastic water jugs, @ 5 gals each, if I need them.

Al G

[john smith]

> Thanks John, I'd appreciate that, amybe just one of the intro specification
> pages, best rate, gross weight, etc. Also, I just got a fax, The aircraft
> is a:
> 1974 PIPER CHEROKEE 6/300, S/N: 32-7440103, N77RH, 1880 TT, 10 SPOH, Garmin
> GNS-430, All Logs, No Damage.
> The probable new owner and I will be moving it from Bend, Ore, SO7, to
> Roseburg, KRBG, thursday afternoon.
> I've got > 1k hrs in a TU206, so I'm probably used to the right rudder
> requirement.

You should do alright.
One thing I forgot... the PA32-300 can be a real bitch to hot start.
Unlike the Continentals on the Cessna's, the Lycoming fuel injecteds do
not have a return line that you can purge by keeping the throttle open
and mixture full lean/closed with the fuel pump on.
The flooded procedure seems to work best.
I will scan the pertinent pages.
Send me an email to , and I will forward them to you.
If you aren't familiar with the G430, you can download a PDF file from
the Garmin website.

[Paul Tomblin]

In a previous article, john smith > said:
>One thing I forgot... the PA32-300 can be a real bitch to hot start.

I've never had any problem with starting our Lance hot or cold with the
same procedure - turn on the boost pump, crack the throttle open a tad,
use the mixture to prime if it's cold, close the mixture again, and crank.
When it catches, open the mixture and adjust the throttle to 1000 rpm.


--
Paul Tomblin > http://xcski.com/blogs/pt/
I treat shops as military objectives to be penetrated and stripped of needed
resources in as little time as possible. She has adventures in them.
-- Joe Thompson

[john smith]

Another thing to be careful with on Pipers

The top latch can have excessive vertical play.
It is possible for the top latch (on the door) to ride up over the top
of the catch (on the fuselage). After you takeoff, the top of the door
will pop out. The main latch on the side will hold, but it will be a
noisy, windy ride. Do not attempt to close in flight. Land, pull off
onto the taxiway, reduce throttle to minimum, then relatch.
With the door open a couple of inches, it may be necessary to gently
pull the top latch down with a finger so that it will correctly engage
the catch.

[Jim Carter]

When I checked out in one years ago, with just the instructor and myself
onboard we had to load two cases of oil in the aft baggage compartment
to stay in the envelope. With just you two onboard, for heavens sake
don't load any baggage in the forward compartment. Stay near the center
or aft half of the W/B envelope and you won't find a tendency to hug the
ground or prang the nose wheel first. Properly loaded it flies off the
ground much better than the Mack truck you expect it to be.

The right rudder requirement is only a problem if you find yourself at
full throttle and low ground speed (little rudder authority). Since the
nose wheel is direct connected to the rudder pedals, a lot of pilots
tend to shove the power in and then steer with the nose wheel. If you've
got enough runway there's no need to cram it all in at the beginning of
the roll. As with any large engined aircraft, slow and deliberate yields
pleasant results.

We used to haul passengers in both the 260 and 300 for a small real
estate development outfit. The 300 is the right size plane with the
right size engine. Plenty of power to haul what you can get in it --
something the 260 often came up short on.


> -----Original Message-----
> From: Al ]
> Posted At: Monday, June 26, 2006 16:47
> Posted To: rec.aviation.owning
> Conversation: Cherokee 6 manual/info?
> Subject: Re: Cherokee 6 manual/info?
>
>
> "john smith" > wrote in message
> news:jsmith-A2C33B.14391126062006@network-065-024-007-
> 027.columbus.rr.com...
> > In article >,
> > "Al" > wrote:
> >
> >> It looks like I will have a mission to pick up a PA32-300 on
Thurs.
> >> Can
> >> anyone point me to an online copy of the flight maual, or perhaps
some
> of
> >> the pertinent information? I've got a couple of hours in a PA32-260
> some
> >> years ago, and will have a copy of the manual available when I pick
up
> >> the
> >> airplane, however I would like to prepare myself somewhat. Any
warnings
> >> or
> >> items I should watch out for?
> >
> > What year?
> > I have manuals for a 1972 and a 1978. There are differences
depending on
> > aircraft serial number.
> > Does the one you will be flying have club seating or all forward
facing?
> > - Fuel management is the important thing. The outboards have 17 gal,
the
> > inboards/mains have 25. The tab on the inboards/mains may be at 15
> > gallons or 18 gallons, depending on the serial number. Know which
one
> > you have. You will need this information depending on the load you
will
> > be carrying. I think the -300 series with the straight wing has 84
gal
> > (17-25-25-17) usable, the -301 series with the taper wing has 96 gal
> > (48-48) usable.
> > - Find out how accurate the fuel flow gauge is. You fly off the
mains
> > first, then the outboards.
> > - The manual warns that it may take up to 12 seconds to get fuel
flowing
> > from a full tank to the engine if one tank is run dry. [It may give
you
> > a warning, listen for the engine surging! Ask me how I know! ;-) ]
> > - Cruise at 16-18 gph, depending on what the owner wants.
> > - Full throttle altitude will vary with OAT, between 6000-8000 feet
MSL.
> > - Know your speeds for the current weight you are flying. (Make a
table
> > using a spreadsheet or word processor.)
> > - Use 10-deg flaps for all takeoffs to reduce takeoff run.
> > - Fly the airplane using trim.
> > - I prefer to fly high MP/low RPM at cruise, make sure you have a
power
> > chart handy. Remember, at or below you can fly LOP without harming
the
> > engine.
>
> Thanks John.
>
> No clue yet what year or config, I do know that the "Load" is 1 pax in
> addition to me.
>
> Al G.
>
>

[Jim Carter]

Yes - Plan on putting some weight in the aft baggage compartment. If you
guys have any size to you at all, I'd expect to put at least 80 lbs back
there. It flies and handles on the ground much nicer loaded in the back
half of the envelope.

> -----Original Message-----
> From: Al ]
> Posted At: Monday, June 26, 2006 18:25
> Posted To: rec.aviation.owning
> Conversation: Cherokee 6 manual/info?
> Subject: Re: Cherokee 6 manual/info?
>
>
> ".Blueskies." > wrote in message
> . net...
> >
> > "Al" > wrote in message
> > ...
> >>
> >> "john smith" > wrote in message
> >> news:jsmith-B029FC.17472426062006@network-065-024-007-
> 028.columbus.rr.com...
> >>>
> >>>> It looks like I will have a mission to pick up a PA32-300 on
Thurs.
> Can
> >>>> anyone point me to an online copy of the flight maual, or perhaps
> some
> >>>> of
> >>>> the pertinent information? I've got a couple of hours in a
PA32-260
> >>>> some
> >>>> years ago, and will have a copy of the manual available when I
pick
> up
> >>>> the airplane, however I would like to prepare myself somewhat.
Any
> >>>> warnings or items I should watch out for?
> >>>
> >>> Al, if you need pages from a manual, let me know, I can scan them
and
> >>> email them to you.
> >>> Where will you be picking it up and flying it to?
> >>
> >> Thanks John, I'd appreciate that, amybe just one of the intro
> >> specification pages, best rate, gross weight, etc. Also, I just got
a
> >> fax, The aircraft is a:
> >>
> >> 1974 PIPER CHEROKEE 6/300, S/N: 32-7440103, N77RH, 1880 TT, 10
SPOH,
> >> Garmin GNS-430, All Logs, No Damage.
> >>
> >> The probable new owner and I will be moving it from Bend, Ore, SO7,
to
> >> Roseburg, KRBG, thursday afternoon.
> >>
> >> I've got > 1k hrs in a TU206, so I'm probably used to the right
rudder
> >> requirement.
> >>
> >>
> >> Al G.
> >>
> >
> > A different beast than the Cessna - sounds like a nice plane. Watch
not
> to
> > exceed forward CG limits in the 300...
> >
> Aha, would full fuel and two 200lb pilots do that? I've got two
> collapsible
> plastic water jugs, @ 5 gals each, if I need them.
>
> Al G
>

[Al]

"john smith" > wrote in message
...
> Another thing to be careful with on Pipers
>
> The top latch can have excessive vertical play.
> It is possible for the top latch (on the door) to ride up over the top
> of the catch (on the fuselage). After you takeoff, the top of the door
> will pop out. The main latch on the side will hold, but it will be a
> noisy, windy ride. Do not attempt to close in flight. Land, pull off
> onto the taxiway, reduce throttle to minimum, then relatch.
> With the door open a couple of inches, it may be necessary to gently
> pull the top latch down with a finger so that it will correctly engage
> the catch.

Thanks gentlemen. Now I can at least sound like I know what I'm doing.

I'll watch the latch. Thanks for the glide speed, that is always nice to
know. ;)

An airplane this size is, of course, designed to carry a load and we'll have
it empty. Seems a waste. Maybe I should invite some "Ballast" to ride along.
If that doesn't work, I'll use lot's of trim. I'm guessing that the aux
tanks won't be full, as it leaves more loading options, and with a 106nm
flight we probably won't have a range/endurance problem.

Al G.

[Paul Tomblin]

In a previous article, john smith > said:
>Another thing to be careful with on Pipers
>
>The top latch can have excessive vertical play.
>It is possible for the top latch (on the door) to ride up over the top
>of the catch (on the fuselage). After you takeoff, the top of the door
>will pop out. The main latch on the side will hold, but it will be a
>noisy, windy ride. Do not attempt to close in flight. Land, pull off

4 of our 5 club planes have a grab strap thing near the top of the door to
grab to help you pull the door in tight while closing the top latch, but I
just realized our Lance doesn't have one. I've re-closed Warrior and
Archer doors in flight, but with the higher speed and lack of a strap, I
can see why you couldn't do it on the Lance or 6.


--
Paul Tomblin > http://xcski.com/blogs/pt/
I never really understood how there could be things that would drive you
insane just because you knew them until I ran into Windows.
-- Peter da Silva

[Robet Coffey]

Paul Tomblin wrote:
> In a previous article, john smith > said:
>
>>Another thing to be careful with on Pipers
>>
>>The top latch can have excessive vertical play.
>>It is possible for the top latch (on the door) to ride up over the top
>>of the catch (on the fuselage). After you takeoff, the top of the door
>>will pop out. The main latch on the side will hold, but it will be a
>>noisy, windy ride. Do not attempt to close in flight. Land, pull off
>
>
> 4 of our 5 club planes have a grab strap thing near the top of the door to
> grab to help you pull the door in tight while closing the top latch, but I
> just realized our Lance doesn't have one. I've re-closed Warrior and
> Archer doors in flight, but with the higher speed and lack of a strap, I
> can see why you couldn't do it on the Lance or 6.
>
>
I can't get the door to latch at cruise, but pull flaps & slow down and
trim to 70 mph and it is easy. I've had to do this more than once or
twice. See how it flies at that speed & trim for a minute before fooling
with the door. The simultaneous door slam / stall recovery maneuver
requires extra training and possibly an endorsement in your logbook.

[john smith]

In article <11gog.18090$Gh.8849@trnddc02>,
Robet Coffey > wrote:

> The simultaneous door slam / stall recovery maneuver
> requires extra training and possibly an endorsement in your logbook.

That should have been a footnote with asterisk.

[Steve S]

The useful load on the -260 is greater than the -300.

"Jim Carter" > wrote in message
.net...

> We used to haul passengers in both the 260 and 300 for a small real
> estate development outfit. The 300 is the right size plane with the
> right size engine. Plenty of power to haul what you can get in it --
> something the 260 often came up short on.
>
>
>> -----Original Message-----
>> From: Al ]
>> Posted At: Monday, June 26, 2006 16:47
>> Posted To: rec.aviation.owning
>> Conversation: Cherokee 6 manual/info?
>> Subject: Re: Cherokee 6 manual/info?
>>
>>
>> "john smith" > wrote in message
>> news:jsmith-A2C33B.14391126062006@network-065-024-007-
>> 027.columbus.rr.com...
>> > In article >,
>> > "Al" > wrote:
>> >
>> >> It looks like I will have a mission to pick up a PA32-300 on
> Thurs.
>> >> Can
>> >> anyone point me to an online copy of the flight maual, or perhaps
> some
>> of
>> >> the pertinent information? I've got a couple of hours in a PA32-260
>> some
>> >> years ago, and will have a copy of the manual available when I pick
> up
>> >> the
>> >> airplane, however I would like to prepare myself somewhat. Any
> warnings
>> >> or
>> >> items I should watch out for?
>> >
>> > What year?
>> > I have manuals for a 1972 and a 1978. There are differences
> depending on
>> > aircraft serial number.
>> > Does the one you will be flying have club seating or all forward
> facing?
>> > - Fuel management is the important thing. The outboards have 17 gal,
> the
>> > inboards/mains have 25. The tab on the inboards/mains may be at 15
>> > gallons or 18 gallons, depending on the serial number. Know which
> one
>> > you have. You will need this information depending on the load you
> will
>> > be carrying. I think the -300 series with the straight wing has 84
> gal
>> > (17-25-25-17) usable, the -301 series with the taper wing has 96 gal
>> > (48-48) usable.
>> > - Find out how accurate the fuel flow gauge is. You fly off the
> mains
>> > first, then the outboards.
>> > - The manual warns that it may take up to 12 seconds to get fuel
> flowing
>> > from a full tank to the engine if one tank is run dry. [It may give
> you
>> > a warning, listen for the engine surging! Ask me how I know! ;-) ]
>> > - Cruise at 16-18 gph, depending on what the owner wants.
>> > - Full throttle altitude will vary with OAT, between 6000-8000 feet
> MSL.
>> > - Know your speeds for the current weight you are flying. (Make a
> table
>> > using a spreadsheet or word processor.)
>> > - Use 10-deg flaps for all takeoffs to reduce takeoff run.
>> > - Fly the airplane using trim.
>> > - I prefer to fly high MP/low RPM at cruise, make sure you have a
> power
>> > chart handy. Remember, at or below you can fly LOP without harming
> the
>> > engine.
>>
>> Thanks John.
>>
>> No clue yet what year or config, I do know that the "Load" is 1 pax in
>> addition to me.
>>
>> Al G.
>>
>>
>
>

[Steve S]

"john smith" > wrote in message
...
> In article >,
> (Frank Ch. Eigler) wrote:
>
>> john smith > writes:
>>
>> > [...] - I prefer to fly high MP/low RPM at cruise, make sure you
>> > have a power chart handy.
>>
>> Likewise, but:
>>
>> > Remember, at or below you can fly LOP without harming the engine.
>
>> "at or below" what?
>
> Sorry... 65% power

That's true for the -300, the -260 is carburated, LOP is not recommended.

[Jim Carter]

Steve,
For that to be true then the increase from engine weight and
associated accessories is greater than the pounds/horsepower of the 260.
Also, the gross weight increase of the aircraft has to be less than the
increase weight from the engine and accessories. I'm struggling to see
how that's possible -- but then I can't find my manuals either. If
someone has the figures for the 260 and the 300 circa 1972, I'd
appreciate seeing the data posted here for the gross weight and typical
useful loads.

I realize that was 35 years ago, but I was pretty sure the 300
could carry more then the 260.


> -----Original Message-----
> From: Steve S ]
> Posted At: Thursday, June 29, 2006 15:54
> Posted To: rec.aviation.owning
> Conversation: Cherokee 6 manual/info?
> Subject: Re: Cherokee 6 manual/info?
>
> The useful load on the -260 is greater than the -300.
>
> "Jim Carter" > wrote in message
> .net...
>
> > We used to haul passengers in both the 260 and 300 for a small real
> > estate development outfit. The 300 is the right size plane with the
> > right size engine. Plenty of power to haul what you can get in it --
> > something the 260 often came up short on.
> >
> >
> >> -----Original Message-----
> >> From: Al ]
> >> Posted At: Monday, June 26, 2006 16:47
> >> Posted To: rec.aviation.owning
> >> Conversation: Cherokee 6 manual/info?
> >> Subject: Re: Cherokee 6 manual/info?
> >>
> >>
> >> "john smith" > wrote in message
> >> news:jsmith-A2C33B.14391126062006@network-065-024-007-
> >> 027.columbus.rr.com...
> >> > In article >,
> >> > "Al" > wrote:
> >> >
> >> >> It looks like I will have a mission to pick up a PA32-300 on
> > Thurs.
> >> >> Can
> >> >> anyone point me to an online copy of the flight maual, or
perhaps
> > some
> >> of
> >> >> the pertinent information? I've got a couple of hours in a
PA32-260
> >> some
> >> >> years ago, and will have a copy of the manual available when I
pick
> > up
> >> >> the
> >> >> airplane, however I would like to prepare myself somewhat. Any
> > warnings
> >> >> or
> >> >> items I should watch out for?
> >> >
> >> > What year?
> >> > I have manuals for a 1972 and a 1978. There are differences
> > depending on
> >> > aircraft serial number.
> >> > Does the one you will be flying have club seating or all forward
> > facing?
> >> > - Fuel management is the important thing. The outboards have 17
gal,
> > the
> >> > inboards/mains have 25. The tab on the inboards/mains may be at
15
> >> > gallons or 18 gallons, depending on the serial number. Know which
> > one
> >> > you have. You will need this information depending on the load
you
> > will
> >> > be carrying. I think the -300 series with the straight wing has
84
> > gal
> >> > (17-25-25-17) usable, the -301 series with the taper wing has 96
gal
> >> > (48-48) usable.
> >> > - Find out how accurate the fuel flow gauge is. You fly off the
> > mains
> >> > first, then the outboards.
> >> > - The manual warns that it may take up to 12 seconds to get fuel
> > flowing
> >> > from a full tank to the engine if one tank is run dry. [It may
give
> > you
> >> > a warning, listen for the engine surging! Ask me how I know! ;-)
]
> >> > - Cruise at 16-18 gph, depending on what the owner wants.
> >> > - Full throttle altitude will vary with OAT, between 6000-8000
feet
> > MSL.
> >> > - Know your speeds for the current weight you are flying. (Make a
> > table
> >> > using a spreadsheet or word processor.)
> >> > - Use 10-deg flaps for all takeoffs to reduce takeoff run.
> >> > - Fly the airplane using trim.
> >> > - I prefer to fly high MP/low RPM at cruise, make sure you have
a
> > power
> >> > chart handy. Remember, at or below you can fly LOP without
harming
> > the
> >> > engine.
> >>
> >> Thanks John.
> >>
> >> No clue yet what year or config, I do know that the "Load" is 1 pax
in
> >> addition to me.
> >>
> >> Al G.
> >>
> >>
> >
> >

[john smith]

In article >,
"Jim Carter" > wrote:

> If someone has the figures for the 260 and the 300 circa 1972, I'd
> appreciate seeing the data posted here for the gross weight and typical
> useful loads.

The 1972 PA32-300 that I flew had the following numbers:
Empty weight: 1810.0 lbs
Basic weight: 1926.4 lbs
Gross weight: 3400.0 lbs
Useful load: 1473.6 lbs

[.Blueskies.]

"john smith" > wrote in message
...
> In article >,
> "Jim Carter" > wrote:
>
>> If someone has the figures for the 260 and the 300 circa 1972, I'd
>> appreciate seeing the data posted here for the gross weight and typical
>> useful loads.
>
> The 1972 PA32-300 that I flew had the following numbers:
> Empty weight: 1810.0 lbs
> Basic weight: 1926.4 lbs
> Gross weight: 3400.0 lbs
> Useful load: 1473.6 lbs


Yea, I seem to remember we could put 1000 lbs of freight for the short hops we flew, a long time ago ;-)

[Ray Andraka]

Jim Carter wrote:
> Steve,
> For that to be true then the increase from engine weight and
> associated accessories is greater than the pounds/horsepower of the 260.
> Also, the gross weight increase of the aircraft has to be less than the
> increase weight from the engine and accessories. I'm struggling to see
> how that's possible -- but then I can't find my manuals either. If
> someone has the figures for the 260 and the 300 circa 1972, I'd
> appreciate seeing the data posted here for the gross weight and typical
> useful loads.
>
> I realize that was 35 years ago, but I was pretty sure the 300
> could carry more then the 260.
>

The 260 and 300 both have the same max gross (3400 lbs). An identically
equipped 300 is some 80 lbs heavier, which gives the 260 the greater
useful load. My '65 -260 has a useful load of 1586 lbs. That said, the
-260 is not a short field machine when it is loaded up to gross. Not by
any stretch of the imagination.

[Steve S]

"john smith" > wrote in message
...
> In article >,
> "Jim Carter" > wrote:
>
>> If someone has the figures for the 260 and the 300 circa 1972, I'd
>> appreciate seeing the data posted here for the gross weight and typical
>> useful loads.
>
> The 1972 PA32-300 that I flew had the following numbers:
> Empty weight: 1810.0 lbs
> Basic weight: 1926.4 lbs
> Gross weight: 3400.0 lbs
> Useful load: 1473.6 lbs

[Steve S]

"john smith" > wrote in message
...
> In article >,
> "Jim Carter" > wrote:
>
>> If someone has the figures for the 260 and the 300 circa 1972, I'd
>> appreciate seeing the data posted here for the gross weight and typical
>> useful loads.
>
> The 1972 PA32-300 that I flew had the following numbers:
> Empty weight: 1810.0 lbs
> Basic weight: 1926.4 lbs
> Gross weight: 3400.0 lbs
> Useful load: 1473.6 lbs

My 1969 -260 had gross weight of 3400 and empty weight of 1919. Useful load
is 1481. I didn't say it was a lot more than the -300 but it's more :-)

[JOM]

You can get a POH and checklist for a PA32-260 here- http://www.bomar.biz/
Hope this helps.

John

It looks like I will have a mission to pick up a PA32-300 on Thurs. Can
anyone point me to an online copy of the flight maual, or perhaps some of
the pertinent information? I've got a couple of hours in a PA32-260 some
years ago, and will have a copy of the manual available when I pick up the
airplane, however I would like to prepare myself somewhat. Any warnings or
items I should watch out for?

Thanks,

Al G