CHEROKJ!E WARRlOR

GENERAL SPECIFICATIONS

PERFORMANCE

Published li_gores are for standard olrplanes flown u gross weir,hl 11nder standard condi1iom at sea level, unless 0 1herwlse staled. Performance for a specific l.irplane may vary from published figuJ'CS dependina upoo the equlpoent installed, lhc condihon of engine. airpl3ne and equipment. atmospheric conditions :utd piloting technique . Eact, performance fi~ro below is subject 10 the s3me conditions as on the con-osponding perfonnonce chart from which it is taken in the Perfonnance ChartS Secllon.

Takeoff Ground Run (minimum) (ft) Takeoff Distance Over SO.ft Obst3cle (2S 0 flaps) (fl ) 13cst Rate ofCUmb Speed (mph) Rate of Climb (fl per m in) s~rvic,, Ceilins ( ft) Absolute Ceiling (fl) Top Speed (mph) Optimum Crulslng Speed (75% power. optimum a:titodc, leaned to

best powct){mph) · Crwsing Range (75% power, optimum altitude, leaned to bc11t economy,

no reserves)( mi) Optimum Cruising Range (SS,.. power, optimum all'itude. leaned to

best economy. no reserves) ( mi} Stalli~g Speed (flaps down} (mph} Stalling Speed (Onps up) (rnpb) Landing Roll (Jlnps down) (ft) Landing Roll Over SO-ft Barner (llaps down) ( fl}

Wlll.CH1S

G<CS$ Weighl ( lb>) Empty Weight (S1andatd) ( lbs) USEF UL LOAD (Standard) (lbs}

0 Wi1h Optional Wheel Fairings in$talled. ••weisbt varies wilh each aircraft.

GENERAL SPECIFJCA TIONS REVISED: JANUARY 25, 1974

1065 1760

87 649

12,700 14,960

13S*

133°

120•

78S• 58 -

64.S r

595 111 s

23lS 1301 .. 1024H

l · l

CHEROKEE W A.RRIOR

POWER PLANT

Engine (Lyooming) Rated Horsepower Rated Speed (rpm) .Bore (inch.es) Stroke (inches) Displacemem ( cubic inches) Compression Ratio Ory Wei&ht(pounds}

. Propeller McCauley Seusenich

FUEL AND OIL

Fuel Capacity (U.S. gal) (standard) Fuel Capacity (U.S. gal} Usable Oil Capacity ( qts) Fuel, Aviation Grade (min octane)

BAGGAGE

Maximum Baggage (lbs) Baggage Space(cubic ft) Ba&sage Door Size (in.)

OThfENSIONS

Wing Span (fl) Wing Area (sq ft) Length ( ft} Height (ft) Wing Loadbig (lbs per sq ft) P<>wer l.ooding (lbs per hp) Propeller Diameter (in.)

McCauley Sensenich

Turninl! Radius

LANDING GEAR

Wheel Base (ft) Wheel Tread ( ft) Tire J'Tessure (psi)

T\re Size

1-2

Nose Main Nose (4 ply rating) Main ( 4 p ly rating)

0 -3 20-f.30 ISO

2700 S.125 3.875 319.8

7: I 276

IC I60/EGM7653 74DM6-0.S8

50 4&

8 60 /87

200 24

20 X 22

35 170.0 23.8

7.3 13.7 I S.5

76 74

13.0

6.7 10.0

30 24

5.00 X 5 6.QQ X 6

GENERAL SPECIFICATIONS REVISED, JUN E 14, 1974

" ' -

SECTION I

LJMITATIONS

CHEROKEE WARRIOR

The following limitations must be obse,ved in the operation of this airplane :

A. ENG[NE Lycoming 0-32~E30

ENGINE LIMITS For all operations 2700 RPM. 150 HP

B. FUEL 80/87 octane aviation fuel

C. PROPELLER Sensenich 74Dllt6, maximum diameter 74 inches. Minimum diameter 72 inches. Static RPM at maximum pennissible throttle setting: Not over 2375, not under 2275. No additional tollerance permitted.

McCauley 1Cl60/EGM7653, maximum diameter 76 inches. Minimum diameter 74.5 inches. Static RPM at maximum pemiiss.ible throttle setting: Not over 2400. not under 2300. No addi1ional tollerance permitled.

D. POWERlNSTRUMENTS

OIL TEMPERATURE Green Arc (Normal Operating Range) Red Line (Maximum)

OIL PRESSURE Green Arc (Normal Operating Range) Yellow Arc (Caution Range)

.. Red Line (Minin1um) Red Linc (Maximum)

FUEL PRESSURE Green Ace (Normal Operating Range) Red Line (MJnlmum) Red Line (Maximum)

TACHOMETER Green Arc (Nom,al Operating Range) Red Line (Maximum Continuous Powe-r)

FAAAPl'ROVED JULY 25. 1973 REVISED: AUGUST 30, 1973

75'F to245'F 245'F

60 PSI to 90 PSI 25 PSI to 60 PSJ

25 !'Si 90PS1

.5 PSI to 8 PSI .5 PSI 8 l'SI

500 to 2700 RPM 2700RPM

REPORT: VB-573 PAGE 3-1 MODEL: PA-2S-15l

CHEROKEE WARRIOR

E. AIRSPEED LIMITATIONS AND AIRSPEED INSTRUMENT MARKINGS (Calibrate<! Airspeed)

NEVER EXCEED MAXIMUM STRUCfURAL CRUISE MANEUVERlNG FLAPS EXTENDED MAXIMUM POSITIVE LOAD FACTOR MAXIMUM .POSITIVE LOAD FACTOR MAXIMUM NEGATIVE LOAD FACrOR

AIRSPEED INSTRUMENT MARKINGS Red Radial Line (Never Exceed) Yellow Arc (Caution Range)

(Smooth Air Only) Green Arc (Nonnal Operating Range)

Whi te Arc (Flap Down Range)

F. MAXIMUM WB!GIIT Normal Category Utility Category

G. BAGGAGECAPACITY

H. C. G. RANGE

176 MPH 140 MPH 124 ~{PH 125 MPH

(Normal Category) 3.8 (Utility Category) 4.4

No inverted maneuvers approved

176 MPH (153 KTS) 140 Ml'H to 176 MPH

(122 KTS to 153 KTS) 64.5 MPH to 140 MPH

( 56 l<TS to 122 KTSi S8 MPH to 125 MPH

(50 KTS to 109 KTS)

2325 LBS 1950 LBS

200 LBS

The datum used is 78.4 inches a bead of wing leading edge al the intersection of the stnight and tapered section.

I. Normal Category

Weight (Pounds)

2325 1950

2. Utility Category

Weight (Pounds)·

19SO

Forward Limit (In. Aft of Datum)

87.0 83.0

Forward Limit (In. Aft of Datum)

83.0

Straight line variation between points given.

REPORT: VB•573 PAGE 3-2 MODEL: PA-28--151

Rearward Limit ( In. Aft of D3tum)

93.0 93.0

Rearward Limit (In. Aft of Datum)

86.5

FAA APPROVED JULY 25, 1973 REVISED: Atl(;IJST 30. 1973

fl.,

CHEROKEE WARRJOR

C. G. RANGE ANO WEIGHT INSTRUCTIONS

1. Add the weight of all !terns to be loaded to the Uccnsed empty weight.

2. Use the Ioawng graph 10 determine the moment of aJJ items to be carried in the airplane.

3. Add the moment or all items t<i"be loaded to the licensed empty weight moment.

4. Divide the totll momonc by the total weight to detem,ine ~,e c.9. location.

S. By usil\g the figures of Item I 311d Item 4, locate a point on the C.G. range and weight graph. If the point fall$ within the C.G. envelope, the load,ng m~ts the weijlh.t and b31ana: requirements.

SAMPLE LOADING PROBLEM (NonnaICategory)

Am>Aft Weight Datum Moment (Lbs) (lneh.:s) (In-Lbs)

Licensed Empty Weight 11-13 '3 . z.:_ 87 '2.. I 2. t, '/ II.

Oil (8 quarts) IS 27.S 413

Pilot and Front Passenger 340 80.S 'I 27370

Passengers, Aft' (Rear Seat) 340 118.1 : 40154

Fuel ( 48 Gill. Maximum) ' 95.0

Baggage ' 142.8-"

Total Loaded Airplane '\ . '' .,

The center of gravity (C.G.) of this sample loodlng problem is at inches aft of the datum line. Locate this point ( ) on the C.G. range a.,d weight graph. Since thls point falls within ll\e weight - C.G. envelope:, this loading meels the weight and balance requirements.

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE THAT TH£ AIRPLANE IS LOADED PROPERLY.

*Utility Category Operation - No baggage or aft passengers allowed.

REPORT: VB-S3S PAC£ S-8 MODEL: l'A-23-15 1

ISSUED: MAY 14, 1973 REVJSEO: AUGUST 30, lSl73

CllEROKEE WARRIOR

C. G. RANGE ANO WEIGHT

2800

2400 NORMAL CATF.GORY •

V " \ / , 2200

/ ' -/ 2000

k(, UTILITY CATEGORY ... -·-,

1800

1600

1400

1200

92 84 86

REPORT: VB-53S PAGE S-10 MODEL: PA-lS-1St

I I

I

I I r I . . I.

-

88 90 92

I

'

1

94

ISSUED: MAY 14. 1973

450

400

350

.:;; 0 z 3il0 ::, 0 !!, .... :,: 250 e, ~ ~ 0 200 <( 0 ...

/ 150

I/ V 100

/ i/ V

/ 'V 0 " so

0

~ /"

~ "./

.. 0 5 10

JSSUED: MAY 14, 1973

CHEROKEE WARRIOR

LOADING GRAPH

. ' $~ ,:; , .

~-./., .f / ./ -.. il' q_':::tS-/

<>.~<:' / #' !/'~ .

/ ~ I ~ / 7 j, / " 7 / / '

/ . 7 / / 7 V

V / 7 If , b,,! ~'I,•<# / / / I/ . (

I/ / i7 I I I

!/ ./ I V , I _I-

j

15 20 30 35 40 45 50

MOMENT/ 1000 (POUNDS. INCHES)

REPORT: \111-535 PAGE 5-9 · MODEL: PA-28-151

TAK.EO.t't'

Just before takeoff the following i tems should be checked: 1. Fuel - on proper tank 2. Electric fuel pump - on 3. Engine gauges - checked 4. Flaps • set 5. Carburetor heat - off 6. Mixture · set 7. Seat backs • erect 8. Safety belts/harness· fastened 9. Trim tab · set

I 0. Controls - free l J. Door - latched

CHEROKEE WARRIOR

The takeoff technique is conventional. The trim tab should be set slightly aft of neutral wi th the exact setting determined by the loading of the airplane. Allow the akplanc ro accelerate to SO to 60 miles per hour, then ease back on the wheel enough to let the airplane fly itself from the ground. Premature raising of the nose or taislng it to an CXC'C':)-sivt. angle wiU resul t in a delayed takeoff. After take.off, let the airplane accelerate to the desired clinib speed by lowering the nose slightly.

Takeoffs are normally made with flaps up; 'however , for short field takeoffs and for takeoffs under difficult conditions such as deep grass or a soft sutfaoe. d istances can be reduced appreciably by lowering the Oaps to 25 ° and rotating at lower airspeeds.

Short Field, Obstacle Clearance: Lower the flaps 10 25 °. Apply full power before brake release. Accelerate 10 66 MPH CAS

and rotate , maintaining 66 MPH CAS unti! obstacle clearance has been attained . After the obstacle has been cleared accelerate to 87 miles per hour and then slowly retract the flaps.

Short Field. No Obstacle: Use of partia l lh r>S does not decrease minimum ground roll, therefore. leave the t1aps up or

lower the flaps to 25° as desired. Apply full power before brake release. Accelerate to 65 MPH CAS with !laps up or 52 MPH CAS with f!aps at 2S 0 and rotate. After breaking ground , accelera te to best rate of climb speed of 87 MPH CAS. Slowly retract the OaJ)S w hile climbing out.

Soft F ield, Obstacle Clearance: Lowe, the Oaps to 25' . Accekrate airplane, lift nose gear off as soon as possible. and lift

off at lowest possible airspeed. Acceierate just above the ground to 66 !',{PH CAS to climb past obstacle clearance heigh t. Continue climbing while accelerating to the best rate o f climb speed, S7 miles per hour, and slowly retract the flaps.

Soft Field, No Obst~cle: Lower rhe flaps to 25'. Accelerate the airplane and lift the nose gear off as soon as

possible, then lift off at the lowest possible airspeed. Acccklrate just above the-ground to the best rate of climb speed, 87 miles per hour. Climb out while slowly retracting the flaps.

OPERATING INSTRUCTIONS REVISED: JANUJ\RY 25. 1974 7-5

CHEROKEE WARRIOR

The best rate o r clim b at gross weigh t wfll be obtai71ed a t 87 miles per hour. The best angle of climb Is at 76 miles per hour. At lighter than gross ,;,eight. these ,;peeds arc somewha t reduced . For clir.lbing en route. a speed of 100 miles per hour Is recommended. This will produce better forward speed o.nd increased visibility over the nose during the climb. Shallow turns of a few degrees wiU also aid forw:ird visibility durinll climb out.

STALl.S

StaU charncleristics are convention2I. Audible stall Wlffling is provided by a horn located behind the instrnment panel which sounds autornaticany at between 5 and LO miles per hour 3bove stall speed.

Stall speed ,t a gross weight o f 232S pounds with Power off and full flaps is 58 miles per hour. With fb1,s up, this speed i$ increased.

The •••U ,peed chm is at e,o« weiaht. Stall speeds at lower weigh!$ will be corrtspondingly less.

Angle of Bank o•

20· 40 ' so· 60'

CRUlSING

STALL SPEED TAB LE

Flaps 40' S8MPH 60MPH 66 MPH 72 MPH 82 MPH

Power Off - Gross Weight 232S Lbs.

Flaps Retracted 64.S MPH 67 MPH 74 MPH 80 MPH 91 MPH

The crul,ing speed is decermined by mrmy factors, including power setting. atti tude, tcmpcratutt, lo3ding. •nd equipment inSUOUed on the airplane.

T he no·rmal cruising power is 75% of thu rated horsepower of the englnc. True alr..peeds, which may be obtained at vorious altitudes and power setting,, can be determined from the chan$ in the Performanoe Charts Section of this manual

Use of the mix hue control in cruising fligltt reduces fuel consumption significantly, especially at hlpter altitudes.

The mi)(ture sbould be lea.ned at tbe pilo t's discretion when 75% power or less is being used. lf any doubt eltists as to the amount of power beint used, the mixture should be in the F\fl.L RICH position for all operations.

7 -6 OPERA TING .INSTRUCTJONS

ISSUED: JULY 17, 1973

CHEROKEE WARRIOR

To lean the m ix tu re, pu ll the mlxrure control until lhc engine becomes rougJ,, indicat ing that the: l("l'n mixt\!.rC Hmit has beam rcu.~hed tn tht" leaner c)ilindr.~ . Then e nrich the mix.tu.re by pushiI\s lhe control tow:ud tbe instrumen t panel until entine opcr3tion becomes smooth.

The conunuous use of carburetor heat during cruising flight decr=es engine efficiency. Unles.~ icing conditions in the carburetor are severe, do not cruise with carburetor heat on. Apply FULL cnburetor heat slowly and only for a few seoonds at lnterv3ls determined by the icing conditions.

In order to keep the airplane in best lateral trim during cruist night. lhe fuel should be used altcmatelr from each tank. It is recommended that one tank be used !or one hour after takeoff, tJ1e other tank be used for two hours, then returc to the n.rs1 tank. The &econd tank will contain approximately one half hour of fuel. Do not ruo tanks completely d ry Jn Oight.

The following is a list of some fuel managemen t recommendations: I . Fuel quantity should be viSually checked i.n both tanks before entering the airplane. 2. Takeoff should be made on the fuller tank to assure best ruel flow, 3nd this tank

selected before o r immediately after starting 10 establish an adequate fuel now before tukcoff. The tank with the higher fuel quantity should be selected for lsnding.

3. Fuel tank selection .:i. t low nl litudc is not r.cornmended fln<'ie adequa te recovery time is essential in the event of an error in fuel selectionA

4. The cleclric fuel pump should be tw:ned on before switching tanks and left on for a short period thereafter .

5. To avoid the necessity of making a hasty ~election and to assure a continuous fuel 11ow, the selector should be changed to anolher tank before the fuel is exhaus ted from the tank in use.

6 Opemtion of lhe engine driven pum p should be checked while taxiing or during the preflight runup by switching off lhe electric fuel pump and obscrring the fuel pressure.

7. During cmise, Ute electric fuel pump should be in lhe off position so that any malfunction of the engine driven fuel pump is immediately apparent.

8. Jf siyis of fuel starvation should occur at any ti,ne duri11!1 night, fuel ex haust ion should be suspected, at which time the fuel selector should immediately be positioned to lt.e fuller tAnk and the electric fuel pump switched to the on position.

T\JRBULENT AlR OPERATlON

In keepirg "ith gOOd operating practice used in all aircraft, it IS reooouncndcd that when I\Jtbulent air is encountered or expected, the airspeed te reduced 10 maneuvering speed 10 reduce lhc structural load caused by austs and to ollow for inadvenent speed build-ups which may occur.as a result of the turbulence or distractions caused by the conditions.

ilANEUVERS

The a,rphnc must be operated as a norm;,! or uulltycategory airplane in oomplianoe witll the opera ting limitations stated in the form of. placards , nd markings, and those given in the Airplane Fligl11 Manual. Except (or training maneuvers (sl<ep rums, chandeUes, and la,:y eights) wltich are permitted only when the airplane is loaded to the utility category, acrobatic man<:uvers are prohibited.

OPERA TING INSTRUCTIONS REVISED: )UNE H, 197-4 7-7

CHEROKEE WARRIOR

Intentional spins are prohibited. Maneuveru1g at speeds in excess or 124 mph must be .1voilicU i.u u1d~1 to p1·evt:Jlt ovcrstressi.ng the airframe .

ENGINE POWER LOSS

The most common cause or engine power loss is mismanagement of fuel. Therefore, the first step to take after engine power loss is to move the fuel selec,or to the tank not being used. This will often restore power even if then: is no apparent reason for <he engine to stop on the tank being used.

If changing to another tank does not restore power; I. Check fuel pressure - if electric fuel pump is off, turn it ON. 2. Push mixture control to full RICH. 3. Check igllition switch. Tum to best operating magneto - LEFT, RIGHT, or BOTH.

APPROACH ANO LANDING

f}(:fvrc: J..mdiug check list~ I. Seat backs • erect 2. Safety belts/harness - fastened 3. Fuel · on proper tank 4. Electric fuel pump - on 5. Mi"llire - rich 6 . Flaps · set ( 125 MPH)

The airplane should be trimmed to an approach speed of about 80 MPH with flaps up. The flaps can be lowered at speeds up to 1'25·MPH, if desired. and the approach speed reduced 3 MPH for each ~dd.itional notch of flaps. Carburetor heat should not be applied unless there is an indication of carburetor icing. since the use of carburetor heat causes a reduction of power which could be critical should a go-around be necessary. Full throttle operation with carburetor heat on is likely to cause detonation.

The amount of flap used during landingS and the speed of the airplane at contact with the runway should be varied according to the landing surface, wiJid conditions, and airplane loading. It is generd.lly good practice to contact the ground at the minimum possible safe speed consistent with existing conditions.

Nonnally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired air;pe,:d and approach flig:1t path. Reduce the airspeed during flareout an<! contact the ground a, close to stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slo~ down, drop tbe nose and apply the brakes. There will be less chance of skidding the tires if the flaps are ,:etracted before applying the brakes. Braking is most effective when back pressure is applied to the control wheel, putting most of the airplane weight on ,he main wheels. In high wind conditions. particularly in strong crosswinds. it may be desirable to approach the ground at higher than normal speeds with partial or no flap,;.

7-S OPERATING INSTRUCTIONS

, REVISED: JUNE 14, 1974

CHEROKEE WARRIOR

STOP!'INC ENCl:NE

At the pilo t's discretion, the flaps should be raise:! and the e lectric fuel pump tumed off. After p.srkini:. the radios should be tu med olT un<l the engine stopped by putting the mixture control in idk cut,off. The throtlle should be left full 3ft to avoid engine vibration while stopping. The magneto and master switches should be turned off and the parking brake sci.

AIRSPE.ED DATA

All •irspetds quoted in this manual are calibrated unless otherwise noted. Calibrated airspeed l$ indicated airspeed corrected for instrument and posllion errors. The following table gives the correlation between indicated airsp<led and calibrated au·speed if zero instrument error is assumed. This calibration is v:illd only when Oown at maximum gro.s weieJtt in level flighL

AIRSPEED CORRECDON TABLE

A.tv:!, o o IAS-MPH 60 70 80 90 100 110 120 no 140 150

CAS- MPH 66 74 82 90 99 108 117 126 135 144

F'laps 40 ° IAS-MPH 60 70 80 90 100 110 120

CAS · MPH 6S 73 81 89 98 107 116

MOORlNC

The ,jrplone can be moved on the ground wltb L)e aid of the optional n= whe<?l tow bar stowed in the t>auagc companmcnl. TiMown ropes :nay bo attached to rings under each wing and to the tail skid. The aileron and stabibtor conu-ols should be secured hy loopilti the seat belt thro\flth Lhc control wheel and pulling it snug. The rudder as held in position by its ..:onnec1ion to lhe nose wheel :nc.crlng and nur111u1Jy 1.1~ 1,ot have co be .s-c.cun;,d. The fl.ir,3 arc locked wru:n lit the full up p0silio11 and should be lcrt retracte.d.

WEIGJ:IT ANO BALANCE

It is the responsibility of the owner and pilot to determine that the airplane rem!lins within the allow:iblc wci\:hl vs. center or gravity envelop;, while in flight. For weight and balance data. see th~ W,i_gl11 oud Balance Section o f this manual.

OPERATING INSTRUCTlONS RE,mIBD: JANUARY 25. 19H

( •'

I I

PA-28-151 CHEROKEE

I I I I I I I

CHEROKEE W AR.RIOR

l I

6\l!. 'ifOffl®§ t@OOW~~$0@00 «'.IMJ6\li'if

280N

....: ....

..:, 16908 Q

i2 .:= ..... 4" ~ 128110

~ ... C>

IIJllt

4180

-i.----

i.----I.--' -' -i....---

--------

TIIS CHART SIICJll1.D BE USED TO DEltllOIE IIOIS11l AL TITUOE F10II EXlSTIIG TEMPEIATDIE AIID PRESSURE ALlTIUIE CONDmONS FOIi USE WITH PElfOIIWICE CHARTS.

' .

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\. '~ ---i..--- -- ..... ----- _..,_... .:,,,-" \. ti ~ i.--

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·- -- \ --- i..:-- ~ Sl ·40 ·28 0 28 · 48 88

PERFORMANCE CHARTS ISSUED: JULY 17.1973

ffllPERATUlt - °F

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------- I ------.-

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80 100

9-1

CHEROKEE WARRIOR

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I I I I I I I I 'irc\!13~@~0! IP~ID!f@!Fl~c\OO~m

PAYED uvtL DaY RUNWAY &aoSS WEIGltl 2325 LBS.

NO WIND FUll POWER B£RJIIE 8.RAKE RELIASE

£ITIAPOUTIIN OF CHART ABOVE 7000 FT. IS INUIJI).

9-2

7000

l;: 6088 ... "" :::, !::: !::: 5000 --!::: <n z ~ '988

3808

2080

1001

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. .. '&5 - ·12 - --I I O" ' 72 -e--e- ' 12 - --

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'AU AIISPEEDS Alt 1~8-CAS. I . . . .

2188 3800 · 4881 5080

T llitFF DISTANCE I fT. J

PERFORMANCE CHARTS REVISED: Jll1iE 14. 1974

~

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PERFORMANCE CHARTS REVISED: JUNE 14, 1974

PA-28-151 CHEROKEE I I I I I I {

l I (I!. O!M@ 11>~/fdU:@i !Mffi\ 00«:~

POW ER · FULL TIIIIOTTLE lilOSS WEJGRT 2325 llS.

I

MIXlUIIE ·LEAN PER l YCOIIIR IIISl1IIICTDS 87 MPH CAS

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RATE Of CUIIB lfT /MIHI

CHEROKEE WARRIOR

-· . '

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PA- 28-151 CHEROKEE

I I I I ' I I

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MIXTURE - LEANED PER LYCOMING INSTIIUCTIOIIS

... .... .... ...

.... Q :::, ... ;:: ..., ,c

>-t:: .,, z .... Q

9-4

14800

12000

10000

1008

6000

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2800

0 2100

.

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2200

GROSS WEIGHT 232 5 LBS. BEST POWER WHEEL FAIRINGS ON

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DIGINE R.P.M.

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PERFORMANCE CHARTS REVISED, JUNE 14, 1974

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' '

PA- 28-151 CHEROKEE

' I I • I I • I I

<®MO~~ !P~OOU:@OO~b\tro<t:~ 0 i!Ml\!Jfg b\0~$1j)~~@ .

GROSS WEl6HT 2325 lBS. BEST POWER

MIXTURE-LEAII PER LYCOIIIIG IIISTRUCTIOMS

14108

12000

IOGDI ... ... ... ... ... 8DIO c:,

~ !::. C

r: 6008 .,, "" ... "' "" -4080

~

2080

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PERFORMANCECllAllTS REVISED: JUNE 14. 1974

118

WHEEl FAIRINGS OIi 1 I I I

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TRUE AIRSPEID - .. H

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PA- 28-151 CHEROKEE

' ' l ' ' ' . ' . ~(!;JQJ.l0$·~ ~~00~@1;3\Mti.\~(~ 0 iJ~[!jJ~ ti.\000$~~~©

16100

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