Cherokee 6 manual/info?

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?

"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.

"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...

".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

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: 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

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.

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

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.

"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.

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