Cherokee 6 manual/info?

"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

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.

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: 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.

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

"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

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.