Cherokee 180E PDF Owners Handbook Manual

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 down ropes may be secured to rings provided under each wing and to the tail skid. The aileron and stabilator controls should be secured by utilization of the control column lock pin in the left hand wheel control column. 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 locked when in the full up position and should be left retracted. It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.

For weight and balance data see the Airplane Flight Manual and Weight and Balance form supplied with each airplane. OPERATING TIPS The following Operating Tips are of particular value in the operation of the Cherokee. 1. Learn to trim for take-off so that only a very light back pressure on the wheel is required to lift the airplane off the ground. 2. The best speed for take-off is about 60 MPH under normal conditions. Trying to pull the airplane off the ground at too low an airspeed decreases the controllability of the airplane in event of engine failure. 3. Flaps may be lowered at airspeeds up to 115 MPH. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps.

4. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period. 5. Before starting the engine, check that all radio switches, light switches, and the pitot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged. 6. The overvoltage relay is provided to protect the elec- tronics equipment from a momentary overvoltage condition (ap- proximately 16.5 volts and up), or a catastrophic regulator failure. In the event of a momentary condition, the relay will open and the ammeter will indicate ” 0 ” output from the alternator. The relay may be reset by switching the”ALT”switch to “OFF” for approximately one second and then returning the “ALT” switch to “ON.” 7. The vacuum gauge is provided to monitor the pressure available to assure the correct operating speed of the vacuum driven gyroscopic flight instruments. It also monitors the condition of the common air filter by measuring the flow of air thru the filter. If the vacuum gauge does not register 5″ + .1″ Hg at 2000 RPM, the following items should be checked before flight: a. Common air filter, could be dirty or restricted. b. Vacuum lines could be collapsed or broken. c. Vacuum pump, worn. d. Vacuum regulator, not adjusted correctly.

The pressure, even though set correctly, can read lower under two conditions: (1) Very high altitude, above 12000 feet, (2) Low engine RPM usually on approach or during training maneuvers. This is normal and should not be considered a malfunction. 8. The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel flow may be interrupted and a temporary loss of power may result. Pilots can prevent inadvertent uncovering of the outlet by avoiding maneuvers which could result in uncovering the outlet. Running turning takeoffs should be avoided as fuel flow interruption may occur if tank in use is not full. Prolonged slips or skids in any pitch attitude or other unusual maneuvers which could cause uncovering of the fuel outlet must be avoided when tank being used is not full. 9. The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque tube when moving the rudder pedals or operating the toe brakes. 10. Anti-collision lights should not be operating when flying through overcast and clouds since reflected light can produce spacial disorientation. Do not operate strobe lights when taxiing in the vicinity of other aircraft. When power is restored: 8. Carburetor Heat – Off 9. Electric Fuel Pump – Off If the above steps do not restore power, prepare for an emergency landing. If time permits: 1. Ignition Switch – “L” then “R” then back to “BOTH.” 2. Throttle and Mixture – Different settings. (This may restore power if problem is too rich or too lean a mixture, or a partial fuel system restriction.) 3. Try another fuel tank. (Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power.

If power loss is due to water, fuel pressure indications will be normal.) NOTE If engine failure was caused by fuel exhaustion, power will not be regained after tanks are switched until empty fuel lines are filled, which may require up to ten seconds. If power is not restored, proceed with POWER OFF LANDING procedures. POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft for best gliding angle, 82 MPH IAS, and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let them help.

Download Cherokee 180E PDF Owners Handbook Manual