Piper Warrior POH PA 28 161 1977 1982

CHEROKEE WARRIOR II
INFORMATION
MANUAL
.~
Cherokee Warrior II
PA-28-161
HANDBOOK PART NO. 761 649
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
Issued: December 16, 1976
REPORT: VB-880
ii
APPLICABILITY
Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by
serial number and registration number on the face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a current status.
REVISIONS
The information compiled in the Pilot's Operating Handbook will be kept current by revisions
distributed to the airplane owners.
Revision material will consist of information necessary to update the text of the present handbook
and/or to add infonnation to cover added airplane equipment.
I. Revisions
Revisions will be distributed whenever necessary as complete page replacements or additions and shall
be insert~d in to the handbook in accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each section.
3. numbers followed by a small letter shall be inserted in direct sequence with the same
common numbered page.
II. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the
page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the
page number will indicate that an entire page was added.
Black lines will indicate only current revisions with changes and additions to or deletions of existing
text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material
on a page will not be identified by symbols.
ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given below:
Title, ii through v, 1-1through1-14, 2-1 through 2-8, 3-1through3-12, 4J through 4-16, 5-1 through
5-26, 6-1 through 6-5 6, 7-1 through 7-24, 8-1 through 8-16, 9-1 through 9-10, 10-1 through 10-2.
REPORT: VB-880
iii
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-28-161 Cherokee Wafrior II Pilot's Operating Handbook, REPOP._T: ·VB-880
issued December 16, 1976.
;¥'!,_,.,
Revision FAA Approval

Revised Description of Revision
Number and Signature and
Pages
Code Date
Rev. 1 - 761 649 1-6 Corrected to "Meteorological."

(PR770224) 2-5 Revised 2.23.
3-11 Revised NOTE.
4-4 Revised Starting Engine When Hot procedure.
4-9 Revised 4.13 (b ). ! :} :1 ;;;-
6-4 Revised Leveling Diagram illustration. ·-'Ivd. _/.,..,~,.-v-
6-53 Revised Dwg. Nos. of items 277 and 279. Ward Evans
7-24 Added ELT test info. Feb. 24, 1977
Rev. 2 - 761 649 1-11, 1-12, Revised para. 1.21, Conversion Factors.
(PR 770711) 1-13, 1-14
2-7 In 2.25, revised Takeoff and Landing Checklists
to include air c.ond. info.; added air conditioning
'.Varning placard:
4-4 Added air cond. check to Ground Check.
4-5 Added air cond. directions to Before Takeoff
and to Approach and Landing.
4-6 Added air cond. directions to Stopping Engine.
4-11 Added air cond. check to 4.19, Ground Check.
4-12 Added air cond. directions to 4.21: Before
Takeoff.
4-!4 Added air cond. directions to 4.29, Approach
and Landing, and 4.31, Stopping Engine.
5-3 Revised Fig. nos. in item (b).
5-4 Revised Fig. nos. in footnote.
5-5 Revised Fig. nos. in item (e).
5-9 Revised Fig. Nos.; revised Page Nos.; revised
titles; added pages; added figures.
5-13 Relocated Normal Short Field Takeoff Dist.
to 5-14; added new chart.
5-14 Relocated Obs. Clearance Short Field Takeoff
Dist to 5-16; added revised chart relocated
from 5-13.
5-15 Relocated Eng. Perf. to 5-17; added new chart.
5-16 Relocated Climb Perf. to 5-19; added revised
chart relocated from 5-14.
5-17 Relocated Fuel, Time and Dist. to Climb to
5-20; added chart relocated from 5-15; added
ser. nos.
5-18 Relocated Best Power Cruise Perf. to 5-21;
added new chart.
REPORT: VB-880
iv
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
I
Revised
Number and Description of Revision Signature and
Pages
Code Date
Rev. 2 - 7 6 1 6 4 9 5-19 Relocated Best Econ. Cruise Perf. to 5-23;
(PR770711) added chart relocated from 5-16.
(cont) 5-20 Relocated Best Power Mix. Range to 5-25;
added chart relocated from 5-17.
5-21 Relocated Best Econ. Mix. Range to 5-27;
added chart relocated from 5-18; added
ser. nos.
5-22 Relocated Endurance to 5-29; added new
chart.
5-23 Relocated Fuel, Time and Dist. to Descend
to. 5-3 o~ added chart relocated from 5-19;
added ser. nos.
5-24 Relocated Glide Perf. to 5-31; added new
chart.
5-25 Relocated Landing Perf. to 5-3 2; added
chart relocated from 5-20; added ser. nos.
5-26 Added new chart.
5-27 Added page; added chart relocated from
5-21 ; added ser. nos.
5-28 Added page (new chart).
5-29 Added page (chart relocated from 5-22).
6-33 Added items 67 and 69.
6-45 Revised item nos.; added item 213.
6-46 Revised item nos.; added items 229 through
235; relocated items to following page;
added footnote.
6-47 Revised item nos.; added items 23 7 and 253;
added relocated items; relocated items to
following page; removed. footnote.
6-48 Added items 259 and 263; added relocated
items; added footnote.
6-49 Revised item nos.; revised items 273 and
275; added item 281; deleted footnote.
6-53 Revised item nos.; added item 3 25; revised
item 329 ..
6-54 Revised item nos.
7-i Added 7.37 to contents.
7-17 Added climate control panel to Fig. 7-15.
7-21 Revised air blower info. in 7. 23.
7-24 Added 7 .3 7, Air Conditioning; added
footnote.
7-25, 7-26 Added pages.
9-i Added Supplement 4 to contents.
REPORT: VB-880
iv-a
PILOT'S OPERATING HANDBOOK LOG OF ~EVISIONS (cont)
Revision
Revised Description of Revision
Number and
Pages
Code
Rev. 2 - 7 6 1 6 4 9 9-3 Added STC No. to Section 1 - General; in

(PR77071 l) Section 2 revised (a); in Section 3 revised
(cont) (a), deleted (c) and renumbered accordingly,
revised (c) and (d); added Preflight to
Section 4 and relocated material.
9-4 Added relocated material; added Inflight
heading; revised (a) through ( d) and added
(e).
9-5 Added STC No. to Section 1 - General; in
Section 2 revised (a); in Section 3 rev1sed
(c) and (d); added (e) and NSD 360
procedures; relocated Section 4.
9-6 Added NSD 360 and NSD 360 A procedures;
added relocated material; in Section 4
revised (a) (1 ), added (b) Radio Coupling
heading and renumbered (3) and (4) to
(b) (1) and (2); relocated material.
9-7 Added relocated material; completely revised
sections (d) and (e).
9-8 Removed item (g).
9~11, 9-12, Added Ward Evans
9-13, 9-14 Installation). July 11, 1977
Rev. 3 - 761 649 1-4 Revised items 1.13 and 1.17.

(PR780630) 2-7 Added new takeoff checklist; revised lead
sentence.
3-3, 3-7 Added info. to Engine Power Loss During
Takeoff.
4-5 Added info. to Before Takeoff.
4-9 Revised items 4.13 (a), (b) and (c).
4-12 Added info. to Before Takeoff.
4-13. Corrected info. under 4.23, Takeoff.
5-5 Revised item 5.5 (e).
5-19 Added Note to Figure 5-1 1.
5-25 Added Note to Figure 5-1 9.
5-26 Added Note to Figure 5-20.
6-1 Revised info. under item 6.1.
6-9, 6-10 Revised Figure No.
6-35 Revised item 93; added item 94.
6-41 Revised items 161and163. :
6-43 Revised and added info. to items 179 and 181;
relocated info. to pg. 6-44.
6-44 Added info. from pg. 6-43; added new items 184
and 185; existing item 185 changed to 186; re-
located info. to pg. 6-45.
REPORT: VB-880
iv-b
PILOTS OPERATING HANDBOOK LOG OF REVISIONS (cont)

Number and Revised
Pages Description of Revision Signature and
Code Date
Rev. 3-761649 6-45 Added info. from pg. 6-44; revised item 201; re- ·
(PR780630} located info. to pg. 6-46.
(cont.) 6-46 Added info. from pg. 6-45; relocated info. to
pg. 6-47.
6-47 Added info. from pg. 6-46; revised item 235; re-
located info. to pg. 6-48.
6-48 Added info. from pg. 6-4 7; revised footnotes.
6-49 Revised items 27J and 275.
6-54 Revised item 351.
7-13 Revised Para. 7 .15 info.
7-18 Revised Para. 7. 21 info.
7-21 Added Caution to para. 7.23.
7-23 . Revised para. 7.35.
8-12 Changed 8.21 (d) to (c).
8-13 Changed 8.21 (e) to (d).
8-i Revised 8.29. WarcrEvans
8-16 Revised para. 8. 29. June 30, 1978
Rev. 4 - 761 649 1-6 Revised para. 1. 19.
i (PR 790226) 1-12 Revised para. 1.21.
1-13 Revised para. 1.21.
6-33 Added items 71 and 73.
6-41 Added item 170.
7-12 Added Warning to para. 7.15. Wcv!~
7-13 Revised para. 7.15. Ward Evans
7-23 Revised para. 7.35. Feb. 26, 1979
Rev. 5 - 761 649 6-49 Revised item 277; added item 278.
(PR790413) 7-23 Revised para. 7.35.
7-24 Revised para. 7.35; relocated para. 7.37 to Ll~~
pg. 7-25. Ward Evans
7-25 Added info. from pg: 7-24. April 13, 1979
Rev. 6 - 761 649 1-3 Added new engine designation.

(PR 790703) 1-7 Revised item 1.19 (e).
2-2 Added new engine designation.
2-7, 2-8 Revised para. 2.25 (revised existing placards, ·
added new placards).
3-i Added para 3. 28, Carb. Icing.
3-4 · Added Carb. Icing.
3-11 Added para. 3.28. Carb. Icing.
4-i Ad<led para. 4.28, Descent: revised pg. no.
4-3 Revised para. 4.5, Preflight Check.
REPORT: VB-880
iv-c
.. .,.... _
Revised
Number and Description of Revision Sig:rnture and
Pages
Code Date
Rev. 6 - 761 649 4-4 Revised Before Starting Engine.
(PR 790703) 4-5 Added Descent; relocated Approach and
(cont.) Landing to pg. 4-6.
4-6 Added Approach and Landing from pg. 4-5.
4-7 Revised para. 4. 9.
4-14 Added para. 4.28, Descent; relocated para.
4.31 to pg. 4-15.
4-15 Added para. 4.31 from pg. 4-14.
5-3 Revised item 5.5 (a).
5-4 Revised item 5.5 (b) and (c).
5-5 Revised items 5.5 (d) and (e).
5-6 Revised items 5.5 (f) and (g).
5-20 Revised Figure 5-13.
6-3 Added Caution to item 6.3 (a)(3).
6-i2 Revised Figure 6-11.
6-17 Revised para. 6. 9; added item 3; revised item 1.
6-19 Revised items 5, 7 and 9; added new items.
6-21 Revised item nos.; added new items.
6-23 Added new items.
6-25 Revised item nos.; added new items.
6-27 Revised items; added new items.
6-29, 6-33, Revised items.
6-35, 6-36
6-37 Revised items; added new items.
6-38, 6-39 Revised items.
6-41, 6-42 Revised items; added item.
6-43, 6-44, Revised items; added items.
6-45, 6-46,
6-47, 6-48,
6-49, 6-53,
6-54
7-12 Revised para. 7.15 (added Warning).
7-20 Revised Figure 7-19. L)~Jfi~.
8-11 Revised para. 8. 19. Ward Evans
I 0-1 Revised para. 10.3. July 3, 1979 ·
REPORT: VB-880
iv-d
-
Revision Revised FAA .Approval
Number and Pages Description of Revision Signature and
Code Date
Rev. 7 - 761 649 1-3 Revised para 1. 7.
(PR800530) 1-4 Revised para. 1.11.
2-2 Revised para. 2. 7
2-9 Added page; added to para. 2.25.
5-5 Revised para. 5.5( d).
5-26 Revised fig. 5.20.
6-7 Revised fig. 6-5.
6-14 Revised 6-15.
6-15 Added para. 6. 8.
6-16 Added sample problem.
6-l6a Added page; cont. sample problem.
6-l6b Added page.
6-17 Corrected title.
6-27 Added to item 39.
6-29 Added item 47.
6-35 Added items 89 thru 91; renumbered items;
moved items 94 thru 99 to pg. 6-36.
6-36 Relocated items 94 thru 99 from pg. 6-35.
6-39 Added item 145, renumbered items.
6-40 Added items 151 thru 159.
6-42 Added item 176; relocated item 177 from
pg. 6-43.
6-43 Added item 178; moved item 177 to pg. 6-42.
6-44 Added items 196 and 198; renumbered items.
6-45 Added item 199; new item 201; renumbered
items; moved item 213 to pg. 6-46.
6-46 Relocated item 213 from pg. 6-45.
6-54 Added new items 344 and 345; renumbered items.
7-i Added para. 7.39.
7-21 Revised para. 7 .25.
7-26 Added para. 7.39.
8-i Changed page no.
8-12, 8-13 Revised para. 8.21; moved para. 8.23 to pg. 8-14.
8-14 Relocated para. 8.23 from pg. 8-13; relocated
8-15, 8-16
info. to pg. 8-15.
Relocated para. 8.27. UaoU~
10-2 Added para. U) to para. 10.3. Ward Evans
May 30, 1980
REPORT: VB-880
iv-e
PJLOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Number and Revised Description of Revision Signature and
Code Pages Date
Rev. 8 - 761 649 9-i Added Supplement 5 and pages.

(PR800814) 9-15 thru Added Century 21 Autopilot Supplement
9-18 w~~~~
Ward Evans
August 14, 1980
Rev. 9 - 761 649 2-2 Revised 2.7 (e).
(PR801218) 2-3 Revised 2.9 (c).
3-i Added para. 3.24; change para. title and pg. no.
3-4 Changed para. title, added info;
moved info. to pg. 3-5.
3-5 Relocated info. from pg. 3-4.
3-10 Changed para. 3.23, title and contents with
info. added; moved para. 3.25 to pg. 3-11.
3-11 Continued para. 3.23 addition; relocated para. 3.25
from pg. 3-10, moved para. 3.27, 3.28 and 3.29 to
pg. 3-12.
3-12 Relocated para. 3.27, 3.28 and 3.29 from pg. 3-1 L
6-17 Added item 4.
6-23 Added item 25.
6-25 Renumbered items.
6-35 Revised items 90, 91 and 93.
6-42 Relocated revised item 178 from pg. 6-43.
6-43 Moved item 178 to pg. 6-42; renumbered item;
added new item 181; revised item 182.
6-49 Added item 276; moved items 281, 283 and 285 to
pg. 6-50.
6-50 Relocated items 28 I, 283 and 285 from pg. 6-49.
7-12. 7-13 Revised para. 7. 15.
7-14 Revised fig. 7-11.
9-i Added supplement 6 and pages.
9-15 thru Retyped supplement 5 Century 21 auto pilot;
9-18 changed pg. nos.
9-19 thru Added supplement 6 Piper Control Wheel Clock
9-20 Installation. l)CJ/'J 6,., ~
Ward Evans
Dec. 18, 1980
REPORT: VB-880
iv-f

Number and Revised Description of Revision Signature
Code Pages and Date
Rev. 10 - 761 649 11 Rev1sea Wanung.
(PR810629) 1-4 Revised para. 1.13.
5-1 Added warning.
6-19 Revised item 11 .
6-41 Renumbered items.
6-42 Renumbered items; added new items 175 and
176.
6-43 Renumbered items; added new item 183.
6-55 Added item 361; removed info. lJaJl ~~~.
7-8 Revised para. 7 .11 Ward Evans
7-12 Revised para. 7.15 June 29, 1981
Rev. 11 - 761 649 2-1 Revised para. 2.1.
(PR8 11120) 3-1 Revised para. 3.1 .
4-i Amended pg. number.
4-1 Revised para. 4 .1 and 4. 3.
4-3, 4-5, Revised para. 4.5.
4-6
4-8 Added Note to para. 4.9.
4-12 Added Note to para. 4.21; moved info.
to pg. 413.
4-13 Relocated info. from pg. 4-12; moved
info. to pg. 4-14.
4-14 Relocated info. from pg. 4-13; added
Note to para. 4.29; moved info. to pg..4-15.
4-15 Relocated info. from pg. 4-14; moved
para. 4.35 to pg. 4-16.
4-16 Relocated para. 4.35 from pg. 4-15.
6-40 Revised item 151 .
6-44 Added new item 184; renumbered existing
items 185 thru 1882 moved item 198 to pg.
6-45.
6-45 Relocated item 198 from pg. 6-44; moved
items 209 and 211 to pg. 6-46.
6-46 Relocated items 209 and 211 from pg. 6-45;
moved items 229 and 231 to pg. 6-47.
REPORT: VB-880
iv-g
.
Number and Revised Description of Revision Signature
Code Pages and Date
Rev. 11 - 7bl 04--g 6-47 Relocated items 229 andTil Irom pg. 6-40;
(PR811120) moved item 247 to pg. 6-48.
(cont) 6-48 Relocated item 247 from pg. 6-47.
6-48 Added new item 277; renumbered items
278 thru 280.
7-10 Revised para. 7 .13. I\ J_ ~
~..;Jo.; l...i~
7-21 Revised para. 7 .25. Ward Evans

9-20 Corrected spelling errors. Nov. 20,1981
Rev. 12 - 761 649 3-i Revised Table of Contents
(PR890417) 3-1 Revised para. 3.1
4-i thru Revised Table of Contents
4-ii
7-22 Revised para. 7.31
8-1 Revised para. 8.1
8-3
8-4
Revised para. 8.3
Revisedpara. 8.5
.__Q~~
D.H.Trompler
8-11 Revised para. 8.19 and 8.21(b).
9-5 Revised Section 3 (a) A1Ig. 23.1282
9-9 Revised Section 3 (a) Date
Rev. 13 - 761 649 1-3 Revised para. 1.5 (c).
(PR900913) 2-2 Revised para's. 2.7 U) and (1). Added para. 2.7 (m)
7-3
and Notes.
Revised para. 7 .5. ~\~=r
8-4 Revised para. 8 .5. October 9, 1990
REPORT: VB-880
iv-h
TABLE OF C NTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF THE

AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING AND

MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 10 SAFETY TIPS
REPORT: VB-880
v
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph Page
No. No.
1.1 Introduction 1-1

1.3 Engines . . . 1-3
1.5 Propellers . 1-3
1.7 Fuel . . . . 1-3
1.9 Oil . . . . . 1-3
1.11 Maximum Weights .. 1-4
1.13 Standard Airplane Weights . . . . 1-4
1.15 Baggage Space . . . . . . . . . . . 1-4
1.17 Specific Loadings . . . . . . . . . 1-4
1.19 Symbols, Abbreviations and Terminology . 1-5
1.21 Conversion Factors . . . . . . . . . . . . . . 1-11
REPORT: VB~880
1-i
PIPER AIRCRAFT CORPORATION SECTION 1
PA-28-161, CHEROKEE WARRIOR II GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the
pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J.
It also contains supplemental data supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and competent flight instruction,
knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is
not in tended to be a guide for basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in
command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for
remaining within the operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should
not be used solely as an occasional operating refereLce. The pilot should study the entire handbook to
familiarize himself with the limitations, performance, procedures and operational handling characteristics of
the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each provided with a "finger-tip" tab
divider for quick reference. The limitations and emergency procedures have been placed ahead of the
normal procedures, performance and other sections to provide easier access to information that may be
required in flight. The "Emergency Procedures" Section has been furnished with a red tab divider to
present an instant reference to the section. Provisions for expansion of the handbook have been made by
the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as
being left blank intentionally.
· ISSUED: DECEMBER 16, 1976 REPORT: VB-880

1-1
________._._.,_,___________________________
SECTION 1
GENERAL
PIPER AIRCRAFT CORPORATION
'PA-28-161, CHEROKEE WARRIOR-TI
12' 11.75"--------.l
Wing Area (sq. ft.) 170.0

Min. Turning Radius (ft.) 30.0
(from pivot point to wingtip)
t
5' 3"
THREE VIEW
Figure 1-1
REPORT: VB-880 ISSUED: DECEMBER 16, 1976

1-2
r.!r .i!iK A.U:<.LKA.JIT LU J:U'URATI ON SECTION 1
PA-28-161, CHEROKEE WARRIOR Il GENERAL
1.3 ENGINES
(a) Number of Engines 1
(b) Engine Manufacturer Lycoming
(c) Engine Model Number 0-320-D2A or 0-320-D3G
(d) Rated Horsepower 160
(e) Rated Speed (rpm) 2700
(f) Bore (inches) 5.125
(g) Stroke (inches) 3.875
(h) Displacement (cubic inches) 319.8
(i) Compression Ratio 8.5:1
(h) Engine Type Four Cylinder, Direct Drive,
Horizontally Opposed, Air Cooled
LS PROPELLERS
(a) Number of Propellers 1
(b) Propeller Manufacturer Sensenich
(c) Model 74DM6-0-60 or I
74DM6-0-58
(d) Number of Blades 2
(e) Propeller Diameter (inches)
( 1) Maximum 74
(2) Minimum 72
(f) Propeller Type Fixed Pitch
1.7 FUEL
(a) Fuel Capacity (U.S. gal) (total)- 50
(b) Usable Fuel (U.S. gal) (total) 48
(c) Fuel
(1) Minimum Octane 100 - Green or 100 LL - Blue
Aviation Grade
(2) Alternate Fuel
Refer to Fuel Requirements,
Section 8 - Handling, Servicing and
Maintenance - paragraph 8.1, item (b).
1.9 OIL
(a) Oil Capacity (U.S. quarts) 8
(b) Oil Specification Refer to latest issue of
Ly·..::oming Service Instruction 1014.
(c) Oil Viscosity per Average Ambient Temp. for Starting
SINGLE MULTI
(1) Above 60°F S.A.E. 50 S.A.E. 40 or 50
(2) 30°F to 90°F S.A.E. 40 S.A.E. 40
(3) 0°F to 70°F S.A.E. 30 S.A.E. 40 or 20W-30
(4) Below 10°F S.A.E. 20 S.A.E. 20W-30
ISSUED: DECEMBER 16, 1976 REPORT: VB-880

REVISED: SEPTEMBER 13, 1990 1-3
SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-28-161, CHEROKEE WARRIOR II
1.11 MAXIMUM WEIGHTS

NORMAL UTILITY
(a) Maximum Takeoff Weight Obs) 2325 2020
(b) Maximum Landing Weight (lbs) 2325 2020
(c) Maximum Weights in Baggage Compartment 200 0
1.13 STANDARD AIRPLANE WEIGHTS
1 Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.15 BAGGAGE SPACE
(a) Compartment Volume (cubic feet) 24
(b) Entry Width (inches) 22
(c) Entry Height (inches) 20
1.17 SPECIFIC LOADINGS
(a) Wing Loading Obs per sq ft) 13.7
(b) Power Loading Obs per hp) 14.5
REPORT: VB-880 ISSUED:DECEMBER 16 1976

1~4 REVISED: JUNE 29, 1981
PA-28-161, CHEROKEE WARR10R II GENERAL
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and terminology used throughout the
handbook and those which may be of added operational significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated speed of an aircraft,

corrected for position and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in "Knots."
GS Ground Speed is the speed of an airplane relative to the ground.
IAS Indicated Airspeed is the speed of an aircraft as shown on the

airspeed indicator when corrected for instrument error. IAS values
published in this handbook assume zero instrument error.
KIAS Indicated Airspeed expressed in "Knots."
M Mach Number is the ratio of true airspeed to the speed of sound.
TAS True Airspeed is the airspeed of arr airplane relative to undisturbed

air which is the CAS corrected for altitude, temperature and
com pressabili ty.
Maneuvering Speed is the maximum speed at which application of

full available aerodynamic control will not overstress the airplane.
Maximum Flap Ex tended Speed is the highest speed permissible

with wing flaps in a prescribed extended position.
Never Exceed Speed or Mach Number is the speed limit that may
not be exceeded at any time.
Maximum Structural Cruising Speed is the speed that should not

be exceeded except in smooth air and then only with caution.
S tailing Speed or the minimum ~teady flight speed at which the

airplane is controllable.
Vso Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration.
Best Angle-of-Climb Speed is the airspeed which delivers the

greatest gain of altitude in the shortest possible horizontal
distance.
Vy Best Rate-of-Climb Speed is the airspeed which delivers the

greatest gain in altitude in the shortest possible time.

1-5
(b) Meteorological Terminology
ISA International Standard Atmosphere in which:

The air is a dry perfect gas;
The temperature at sea level is 15° Celsius (59° Fahrenheit);
The pressure at sea level is 29.92 inches hg. (1013 mb);
The temperature gradient from sea level to the altitude at which
the tempera tu re is -56.5 ° C (-69.7°F) is -0.00198°C
(-0.003566°F) per foot and zero above that altitude.
OAT Outside Air Temperature is the free air static temperature,

obtained either from inflight temperature indications or ground
meteorological sources, adjusted for instrument error and
compressibility effects.
In die a ted Pressure The number actually read from an altimeter when the barometric
Altitude subscale has been set to 29.92 inches of mercury (1013 millibars).
Pressure Altitude Altitude measured from standard sea-level pressure (29.92 in. Hg)
by a pressure or barometric altimeter. It is the indicated pressure
altitude corrected for position and instrument error. In this
handbook, altimeter instrument errors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field elevation.
Wind The wind velocities recorded as variables on the charts of this

handbook are to be understood as the headwind or tailwind
components of the reported winds.

1-6 REVISED: FEBRUARY 26, 1979
PIPER AIRCRAFT CORPORATION SECTION'l
PA-28-161, CHEROKEE WARRIOR II GENERA'L ..
(c) Power Terminology
Takeoff Power Maximum power permissible for takeoff.
Maximum Continuous Maximum power permissible continuously during flight.

Power
Maximum Climb Power Maximum power permissible during climb.
Maximum Cruise Power Maximum power permissible during cruise.
(d) Engine Instruments
EGT Gauge Exhaust Gas Temperature Gauge
(e) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in height during a portion of
a climb, to the horizontal distance traversed in the same time
interval.
Demonstrated Crosswind The demonstrated crosswind velocity is the velocity of the

Velocity crosswind component for u.rhich adequate control of the airplane
during takeoff and landing was actually demonstrated during
WIND) certification tests.
Accelerate-Stop Distance The distance required to accelerate an airplane to a specified speed

and, assuming failure of an engine at the instant that speed is
attained, to bring the airplane to a stop.
MEA Miniraum en route IFR altitude.
Route Segment A part of a route. Each end of-that part is identified by: (1) a
geographical location; or (2) a point at which a definite radio fix
can be established.

REVISED: JULY 3, 1979 1-7
GENERAL PA-~161, CHER~KEE WARRIOR II
(f) Weight and Balance Tenninology
Reference Lbtum An imaginary vertical plane from which all horiz0ntc.iJ distances are
measured for balance purposes.
Station A location along the airplane fuselage usually given in terms of

distance from the reference datum.
Arm The horizontal distance from the reference datum to the center of
gravity (C.G.) of an item.
Moment The product of the weight of an item multiplied by its arm.

(Moment divided by a constant is used to simplify balance
calculations by reducing the number of digits.)
Center of Gravity The point at which an airplane would balance if suspended. I ts

(C.G.) distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane's individual mom en ts and
dividing the sum by the total weight.
C.G. Limits The extreme center of trnvity locations within which the airplane
must be operated at a given weight.
Usable Fuel Fuel available for flight planning.
Un.usable Fuel Fuel remaining after a n•.nout test has been completed in
accordance with governmentcl regulations.
Standard Empty Weight ·Weight of a standard aii·plane including unusable fuel, full
operating fluids :md full oil.
Basic Empty Weight Standard empty weight plus optional equipment.
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp weight if applicable,

and basic empty weight.
Maximum Ramp Weight Maximum weight approved for ground maneuver. (It includes
weight of start, taxi and run up fuel.)
Maximum Takeoff Maximum weight approved for the start of the takeoff run.
Weight
Maximum Landing Maximum weight approved for the landing touchdown.

Weight
Maximum Zero Fuel Maximum weight exclusive of usable fuel.

Weight

1-8
PIPER AIRCRAFf CORPORATION SECTION I
PA-28-161, CHEROKEE WARRIOR Il GENERAL
THIS PAGE INTENTIONALLY LEFT BLANK

1-9

1-10
PA-28-161, CHEROKEE WARRIOR II GENERAL
ISSUED: DECEMBER 16, ·1976 REPORT: VB-880

REVISED.: JULY 11, 1977 1-11
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
feet per second (J6818 mph hectares (ha) 2.471 acres

(ft./ sec.) 1.097 km/hr. 107639 sq. ft.
30.48 cm/sec. 10000 m2
0.5921 kts.
I
foot-pounds (ft.-lb.) 0.138255
3.24 x 10·4
m-k·g
kg-cal
horsepower (hp) 33000
550
76.04
ft.-lb./min.
ft.-lb./sec.
m-kg/sec.
1.014 metric hp
foot-pounds per 3.030 x 10·5 hp
minute (ft.-lb./min.) horsepower, metric 75 m-kg/sec.
5
0.9863 hp
foot-pounds per 1.818 x 10 · hp
second (ft.-lb./sec.) inches (in.) 25.40 mm
2.540 cm
gallons, Imperial 277.4 cu. in. 0.0254 m
(Imperial gal.) 1.201 U.S. gal. 0.08333 ft.
4.546 I 0.027777 yd.
gallons, U.S. dry 268.8 cu. in. inches of mercury 0.033421 atm
(U.S. gal. dry) l.556xl0" 1 cu. ft. at 0 °C (in. Hg) 0.4912 lb./ sq. in.
1.164 U.S. gal. 70.73 lb./sq. ft.
4.405 I 345.3 kg/m 2
2.540 cm Hg
gallons, U.S. liquid 231 cu. in. 25.40 mm Hg
(U.S. gal.) 0.1337 cu. ft.
1 x 10 ·3 cu. yd. inch-pounds (in.-lb.) 0.011 m-kg
3785.4 cm 3
3.785 x IO ·3 m3 kilograms (kg) 2.204622 lb.
3.785 35.27 oz. avdp.
0.83268 Imperial gal. 1000 g
128 fl. oz.
kilogram-calories 3.9683 BTU
gallons per acre 9.353 I/ha (kg-cal) 3087 ft.-lb.
(gal./acre) 426.9 m-kg
grams (g) 0.001 kg kilograms per cubic 0.06243 lb./ cu. ft.
0.3527 oz. avdp. meter (kg/m 3 ) 0.001 g/cm 3
-3
2.205 x 10 lb.
kilograms per 0.892 lb./acre
grams per centimeter 0.1 kg/m hectare (kg/ha)
(g/cm) 6.721 x 10·2 lb./ ft.
5.601 x io· 3 lb.fin. kilograms per square 0.9678 atm
centimeter (kg/cm 2 ) 28.96 in. Hg
grams per cubic 1000 kg/m 3 14.22 lb./sq. in.
centimeter (g/ cm 3 ) 0.03613 lb./ cu. in. 2048 lb./sq. ft.
62.43 lb./ cu. ft.
REPORT: VB-880 ISSUED:. DECEMBER 16, 1976

PIPER AIRCRAFT CORPORATION .. SECTION 1
PA-28-f61, CHEROKEE WARRIOR Il GENERAL
MULTIPLY BY TO OBTAJN MULTIPLY BY TO OBTAIN
kilograms per square 2.896 x 10 ·3 in. Hg meters per minute 0.06 km/hr.
meter (kg/m 2 ) 1.422 x 10· 3 lb./sq. in. (m/rnin.)
0.2048 lb./sq. ft.
meters per second 3.280840 ft./ sec.
kilometers (km) 1 x 10 ·5 cm (m/sec.) 196.8504 ft./ min.
3280.8 ft. 2.237 mph
0.6214 mi. 3.6 km/hr.
0.53996 NM
5
microns 3.937 x 10 · in.
kilometers per hour 0.9113 ft./ sec.
(km/hr.) 58.68 ft./min. miles statute (mi.) 5280 ft.
0.53996 kt 1.6093 km
0.6214 mph 1609.3 m
0.27778 m/sec. 0.8684 NM
16.67 m/min.
miles per hour 44.7041 cm/sec.
knots (kt) 1 nautical mph (mph) 4.470 x 10 · 1 m/sec.
1.689 ft./ sec. 1.467 ft./ sec.
1.1516 statute mph 88 ft./ min.
1.852 km/hr. 1.6093 km/hr.
51.48 m/sec. 0.8684 kt
liters (1) 1000 cm 3 miles per hour 2.151 ft./sec. sq.
61.02 cu. in. square (m/hr. sq.)
0.03531 cu. ft.
33.814 fl. oz. millibars 2.953 x 10 ·2 in. Hg
0.264172 U.S. gal.
0.2200 Imperial gal. millimeters (mm) 0.03937 in.
1.05669 qt.
millimeters of 0.03937 in. Hg
liters per hectare 13.69 fl. oz./acre mercury at 0°C
(1/ha) 0.107 gal./acre (mm Hg)
liters per second 2.12 cu. ft./min. nautical miles 6080 ft.
(I/sec.) CN11) 1.1516 statute mi.
1852 m
meters (m) 39.37 in. 1.852 km
3.280840 ft.
1.0936 yd. ounces, avdp. 28.35 er
b
0.198838 -4 rod (oz. avdp.) 16 dr. avdp.
6.214 x 10 4 mi.
5.3996 x 10- NM ounces, fluid 8 dr. fl.
(fl. oz.) 29.57 cm 3
meter-kilogram 7.23301 ft.-lb. 1.805 cu. in.
(m-kg) 86. 798 in.-lb. 0.0296 l
0.0078 U.S. gal.

REVISED: FEBRUARY 26, 1979 1-13

1-14 REVISED: JULY 11, 1977
TABLE OF CONTENTS
SECTION 2
LThUTATIONS
Paragraph Page
No. No.
2.1 General . . . . . . . . . . . . . . . 2-1

2.3 Airspeed Limitations . . . . . . . . 2-1
2.5 Airspeed Indicator Markings .. . 2-2
2.7 Power Plant Limitations . . . . . 2-2
2.9 Power Plant Instrument Markings . . . 2-3
2.11 Weight Limits . . . . . . . . 2-3
2.13 Center of Gravity Limits . . . . . 2-4
2.15 Maneuver Limits . . . . . . . . . 2-4
2.17 Flight Load Factors . . . . . . . 2-4
2.19 Types of Operations . . . . . . . 2-5
2.21 F•iel Limitations ..... . 2-5
2.23 Noise Levels .. . 2-5
2.25 Placards . . . . . 2-7
REPORT: VB-880
2-i
PA-28-161, CHEROKEE WARRIOR II LIMITATIONS
SECTION 2
LIMITATIONS
2.1 GENERAL
This section provides the "FAA Approved" operating limitations, instrument markings, color coding
and basic placards necessary for operation of the airplane and its systems.
I
This airplane must be operated as a normal or utility category airplane in compliance with the
operating limitations stated in the form of placards and markings and those given in this section and
handbook.
Limitations associated with .those optional systems and equipment which require handbook
supplements can be found in Section 9 (Supplements).
23 AIRSPEED LIMITATIONS
SPEED KIAS KCAS
Never Exceed Speed (VNE) - Do not exceed this speed in
any operation. 160 153
Maximum Structural Cruising Speed (VNo)- Do not
exceed this speed except in smooth air and then only
with caution. 126 122
Design Maneuvering Speed (VA) - Do not make full or
abrupt control movements above this speed.
At 2325 LBS. G.W. 111 108
At 1531 LBS. G.W. 88 89
CAUTION
Maneuvering speed decreases at lighter weight as the effects of
aerodynamic forces become more pronounced. Linear
interpolation may be used for intermediate gross weights.
Maneuvering speed should not be exceeded while operating in
rough air.
Maximum Flaps Extended Speed (VFE)- Do not exceed

this speed with the flaps extended. 103 100

REVISED: NOVEMBER 20, 1981 2-1
LTh1ITATIONS PA-28-161, CHEROKEE WARRIOR II
25 AIRSPEED INDICATOR MARKINGS

MARKING IAS
Red Radial Line (Never Exceed) 160 KTS
Yellow Arc (Caution Range - Smooth Air Only) 126 KTS to 160 KTS
Green Arc (N onnal Operating Range) 50 KTS to 126 KTS
White Arc (Flap Down) 44 KTS to 103 KTS
2.7 POWER PLANT LIMITATIONS
(a) Number of Engines 1
(b) Engine Manufacturer Lycoming
(c) Engine Model No. 0-320-D2A or 0-320-D3G
(d) Engine Operating Limits
(1) Maximum Horsepower 160
(2) Maximum Rotation Speed (RPM) 2700
(3) Maximum Oil Temperature 245°F
(e) Oil Pressure
Minimum (red line) 25 PSI
Maximum (red line) 100 PSI
(f) Fuel Pressure
Minimum (red line) 5 PSI
Maximum (red line) 8 PSI
(g) Fuel (minimum grade) 100 or lOOLL Aviation Grade
(h) Number of Propellers 1
(i) Propeller Manufacturer Sensenich
(j) Propeller Model 74DM6-0-60 or
74DM6-0-58
(k) Propeller Diameter
Minimum 72 IN.
Maximum 74 IN.
'(l) 74DM6-0-60 Propeller Tolerance
(static rpm at maximum permissible
throttle·setting, Sea Level, ISA) Not above 2430 RPM
Not below 2330 RPM
NOTE
Refer to the airplane maintenance manual for test procedure to
determine approved static rpm under non standard conditions.
(m) 74DM6-0-58 Propeller Tolerance

(static RPM at maximum pennissible
throttle setting, Sea Level, ISA) Not above 2465 RPM
Not below 2365 RPM
NOTE
Refer to the airplane maintenance manual for test procedure to
determine approved static rpm under non standard conditions.
REPORT: VB-880 ISSUED: DECEMBER 16 1976

2-2 REVISED: SEPTEMBER 13, 1990
P A-28-161, CHEROKEE WARRIOR II LIMIT A TIO NS
2.9 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer
Green Arc (Normal Operating Range) 500 to 2700 RPM
Red Line (Maximum Continuous Power) 2700 RPM
(b) Oil Temperature
Green Arc (Normal Operating Range) 75° to 245° F
Red Line (Maximum) 245°f
(c) Oil Pressure
Green Arc (Normal Operating Range) 60 PSI to 90 PSI
I
Yellow Arc (Caution Range) (Idle) 25 PSI to 60 PSI
Yellow Arc (Ground Warm-Up) 90 PSI to 100 PSI
Red Line (Minimum) 25 PSI
Red Line (Maximum) 100 PSI
(d) Fuel Pressure
Green Arc (Normal Operating Range) .5 PSI to 8 PSI
Red Line (Minimum) .5 PSI
Red Line (Maximum) 8 PSI
2.11 WEIGHT LIMITS
NORMAL UTILITY
(a) Maximum Weight 2325 LBS 2020 LBS
(b) Maximum Baggage 200 LBS 0 LBS
NOTE
Refer to Section 5 (Performance) for maximum weight as limited

by performance.

REVISED: DECEMBER 18, 1980 2-3
LIMITATIONS PA-28-161, CHEROKEE WARRIOR II
2.13 CENTER OF GRAVITY LThtlTS
(a) Normal Category
Weight Forward Limit Rearward Limit

Pounds Inches Aft of Datum Inches Aft of Datum
2325 87.0 93.0

195 0 (and less) 83.0 93.0
(b) Utility Category
Weight Forward Limit Rearward Limit

Pounds Inches Aft of Datum Inches Aft of Datum
195 0 (and less) 83.0 93.0

2020 83.8 93.0
NOTES
Straight line variation between points give~.
The datum used is 78.4 inches ahead of the wing leading edge at
the in board intersection of the straight and tapered section.
lt is the responsibility of the airplane owner and the pilot to insure

that the airplane is properly loaded. See Section 6 (Weight and
Balance) for proper loading instructions.
2.15 MANEUVER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins prohibited.

(b) Utility Category Approved maneuvers for bank angles exceeding 60°:
Entry Speed
Steep Tums 111 KIAS
Lazy Eights 111 KIAS
Chandelles 111 KIAS
2.17 FLIGHT LOAD FACTORS
NORMAL UTILITY
(a) Positive Load Factor (Maximum) 3.8 G 4.4 G
(b) Negative Load Factor (Maximum) No inverted maneuvers approved

24 REVISED: MAY 30, 1980
PA-28-f61, CHEROKEE WARRIOR II , LIMITATIONS
2.19 TYPES OF OPERATION
The airplane is approved for the following operations when equipped in accordance with FAR 91 or
FAR 135.
(a) Day V .F .R.

(b) Night V.F.R.
(c) Day I.F.R.
(d) Night I.F .R.
(e) Non Icing
2.21 FUEL LThiITATIONS
(a) Total Capacity 50 U.S. GAL

(b) Unusable Fuel 2 U.S. GAL
The unusable fuel for this airplane has been determined
as 1.0 gallon in each wing in critical flight attitudes.
(c) Usable Fuel 48 U.S. GAL
The usable fuel in this airplane has been determined as
24.0 gallons in each wing.
2.23 NOISE LEVEL
The noise level of this aircraft is 72dBA.
No determination has been made by the Federal A via ti on Administration that the noise levels of this
airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has been verified by and approved
by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36,
Noise Standards - Ain:raft Type and Airworthiness Certification. This aircraft model is in compliance with
all FAR 36 noise standards applicable to this type.

REVISED: FEBRUARY 24, 1977 2-5
LThiITATIONS PA-28-161, CHEROKEE WARRIOR II

'.1-6
PIPER AIRCRAFT CORPORATION SECTION2
'PA-28-161, CHEROKEE WARRIOR II LIMITATIONS
2.25 PLACARDS
In full view of the pilot:
"THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR

UTILITY CATEGORY AIRPLANE IN COMPLIANCE WITH
THE OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS.
ALL MARKINGS AND PLACARDS ON THIS AIRPLANE

APPLY TO ITS OPERATION AS A UTILITY CATEGORY
AIRPLANE. FOR NORMAL AND UTILITY CATEGORY
OPERATION, REFER TO THE PILOT'S OPERATING
HANDBOOK.
NO ACROBAT1C MANEUVERS ARE APPROVED FOR

NORMAL CATEGORY OPERATIONS. SPINS ARE
PROHIBITED FOR NORMAL AND UTILITY CATEGORY."
In full view of the pilot, one of the following takeoff checklists and one of the following landing check
lists will be instailed:
TAKEOFF CHECK LIST
Fuel on proper tank Mixture set Fasten belts/harness

Electric fuel pump on Seat backs erect Trim tab - set
Engine gauges checked Controls - free
Flaps - set Door - latched
Carb heat off Air conditioner - off
TAKEOFF CHECK LIST
Fuel on proper tank Mixture set Fasten belts/harness

Electric fuel pump-on Primer Jocked Trim tab - set
Engine gages checked Seat backs erect Controls - free
Flaps - set Door - larched
Carb. heat off Air conditioner off
LANDING CHECK LIST
Fuel on proper tank Flaps - set ( 103 KIAS max.)

Mixture rich Seat backs erect Fasten belts/harness
Electric fuel pump on Air conditioner off
LANDING CHECK LIST
Fuel on proper tank Flaps set (White Arc).

Mixture rich Seat backs erect Fasten belts/harness
Electric fuel pump on Air conditioner off
The "AIR COND OFF" item in the above takeoff and landing check lists is mandatory for air
conditioned aircraft only.
~SSUED:
DECEMBER 16, 1976 REPORT: VB-880
LIMITATIONS PA-28-161, CHEROKEE WARRIOR Il
In full view of the pilot, in the area of the air conditioner control panel when the air conditioner is
installed:
"WARNING AIR CONDITIONER MUST BE OFF TO INSURE

NORMAL TAKEOFF CLIMB PERFORMANCE."
Adjacent to upper door latch:
"ENGAGE LATCH BEFORE FLIGHT."
On inside of the baggage compartment door:
"BAGGAGE MAXIMUi\1 200 LBS"

"lITILITY CATEGORY OPERATION - NO BAGGAGE OR AFT
PASSENGERS ALLOWED. NORMAL CATEGORY OPERATION
- SEE PILOT'S OPERATING HANDBOOK WEIGHT AND
BALANCE SECTION FOR BAGGAGE AND AFT PASSENGER
LIMITATIONS."
"MANEUVERING SPEED 111 KIAS AT 2325 LBS. (SEE

P.O.H.)" OR "VA = 111 KIAS AT 2325 #(SEE P.O.H.)"
"UTILITY CATEGORY OPERATION - NO AFT PASSENGERS

ALLOWED."
''DEMONSTRATED CROSS WIND .COMPONENT - 17 KTS." or

··~EMO. X-WIND 17 KTS."
In full view of the pilot when the oil cooler winterization kit is installed:
"OIL COOLER WINTERIZATION PLATE TO BE REMOVED

WHEN AMBIENT TEMPERATURE EXCEEDS 50°F."
"UTILITY CATEGORY OPERATION ONLY."

( 1) NO AFT PASSENGERS ALLOWED.
(2) ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING:
ENTRY SPEED
SPINS PROHIBITED
STEEP TURNS 111 KIAS
LAZY EIGHTS 111 KIAS
CHAND ELLES 111 KIAS
"WARNING - TURN OFF STROBE LIGHTS WHEN IN
CLOSE PROXIMITY TO GROUND OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE."
REPORT: VB-880 ISSUED: DECEMBER 16,1976

i. u J.:,,n J-\.11\.Ll'\l-\.f' I LU.Kl'UHATlON SECTION 2
PA-28-161, CHEROKEE WARRIOR II LIMITATIONS
Adjacent to fuel filler caps:
FUEL - 100 OR lOOLL AVIATION GRADE
OR
FUEL - 100 AVIATION GRADE MIN.

USABLE CAPACITY 24 GAL.
USABLE CAPACITY TO BOTTOM OF
FILLER NECK INDICATOR 17 GAL.
ISSUED: MAY 30, 1980 REPORT: VB-880

2-9
TABLE OF CONTENTS
SECTION3
EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General................................................................................................................................................... 3-1
3.3 Emergency Procedures OJ.eek List......................................................................................................... 3-3
Engine Fire During Start.............................................................................................................. 3-3
Engine Power Loss During Takeoff ............................................................................................ .
Engine Power Loss On Flight .......... .. .. .. ... .. .. .. .. ..... .... .. .. ... .. .. .. .... ... .. .. .. .. ... .. .. .. .. .. ... .. .. .. .. .. ..... .. .. ... 3-3
Power Off Landing ...................................................................................................................... .
Fire In Flight................................................................................................................................. 3-3
Loss of Oil Pressure ....................................................................................................... :.............. 3-3
.L.oss of Fuel Pressure.................................................................................................................... 3-4
High Oil Temperature................................................................................................................... 3-4
Electrical Failures......................................................................................................................... 3-4
Electrical Overload....................................................................................................................... 3-4
Spin Recovery ... ..... .. .... .... ... .... ... .... .. .. .. .. .. ... .. .. .. .. ... ... ... ....... .. ..... .. .... .... .. ..... .. .. .. ....... .... .. ... .... .. ..... 3-4
Open [)()or.................................................................................................................................... 3-5
Engine Roughness .. ... ... ............. ....... .... .. .... ....... ... .. ..... ... .. ....... .... ....... .... .... ..... .. .. .. ..... .... ... ....... .... 3-5
Carburetor Icing............................................................................................................................ 3-5
3.5 Amplified Emergency Procedures (General)......................................................................................... 3-7
3. 7 Engine Fire During Start........................................................................................................................ 3-7
3.9 Engine Power Loss During Takeoff....................................................................................................... 3-7
3.11 Engine Power Loss In Flight.................................................................................................................. 3-8
3.13 Power Off Landing................................................................................................................................. 3-8
3.15 Fire In Flight........................................................................................................................................... 3-9
3.17 Loss of Oil Pressure............................................................................................................................... 3-9
3.19 Loss of Fuel Pressure............................................................................................................................. 3-10
3.21 High Oil Temperature............................................................................................................................. 3-10
3.23 Electrical Failures ................................................................................................................................... 3-10
3.24 Electrical Overload................................................................................................................................. 3-10
3.25 Spin Recovery........................................................................................................................................ 3-11
3.27 Open I>oor .............................................................................................................................................. 3-12
3.28 Carburetor Icing..................................................................................................................................... 3-12
3.29 Engine Roughness.................................................................................................................................. 3-12
REPORT:VB-880
3-i
PA-28-161, CHEROKEE WARRIOR Il EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL
This section provides the recommended procedures for coping with various emergency or critical situations.
All of the emergency procedures required by the FAA as well as those necessary for operation of the airplane, as
determined by the operating and design features of the airplane, are presented.
Emergency procedures associated with optional systems and equipment which require handtx:xJk supplements
are presented in Section 9, Supplements.
This section is divided into two basic parts. The first part contains the emergency procedures checklists.
These checklists supply an immediate action sequence to be followed during critical situations with little
I
emphasis on the operation of the systems.
The second part of the section provides amplified emergency procedures corresponding to the emergency
procedures checklist items. These amplified emergency procedures contain additional info 1mation to provide the
pilot with a more complete description of the procedures so they may be more easily understo;-:;j_
Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the
appropriate action should and emergency situation arise. The procedures are offered as a course of action for
coping with the particular situation or condition described.They are not a substitute for sound judgement and
common sense.
Most basic emergency procedures are a normal part of pilot training. The information presented in this section
is not intended to replace this training. This information is intended to provide a source of reference for the
procedures which are applicable to this airplane. The pilot should review standard emergency procedures
periodically to remain proficient in them.

REVISED: APRIL 17, 1989 3-1
1
EMERGENCY PROCEDURES PA-28-161, CHEROKEE WARRIOR II
REPORT: ~-880 ISSUED: DECEMBER 16, 1976

3-2
3.3 EMERGENCY PROCEDURES CHECK LIST
ENGINE FIRE DURING START If power is not restored prepare· for power off
landing.
Starter .. crank engine Trim for 73 KIAS
Mixture . . idle cut-off
Throttle . .open
Electric fuel pump . .OFF POWER OFF LANDING
Fuel selector . . . . . . .OFF
Abandon if fire continues Locate suitable field.
Establish spiral pattern.
1000 ft. above field at downwind position for
ENGINE POWER LOSS DURING TAKEOFF normal landing approach.
When field can easily be reached slow to 63 KIAS
If sufficient run way remains for a normal landing, for shortest landing.
land straight ahead.
Touchdowns should normally be made at lowest
If insufficient runway remains: possible aifspeed with full flaps.
Maintain safe airspeed
Make only shallow tum to avoid obstructions When committed to landing:
Flaps as situation requires Ignition . . . . .OFF
Master switch . . .. OFF
If sufficient altitude has been gained to attempt a Fuel selector .. OFF
restart: Mixture . . . . . . idle cut-off
Maintain safe airspeed Seat belt and hames.s . . . . . tight
Fuel selector . switch to tank
containing fuel
Electric fuel pump .. check ON FIRE IN FLIGHT
Mixture . . . . . check RICH
Carburetor heat . . . . . . . . ON Source of fire . . . . . . . . . . check
Primer . . . . . . . . . . . locked
If power is not regained, proceed with power off Electrical fire (smoke in cabin):
landing. Master switch .OFF
Vents . . . . . . . . . . . . . .open
Cabin heat . . . . . . . . . . .OFF
ENGINE POWER LOSS IN FLIGHT Land as soon as practicable .
Fuel selector . . switch to tank Engine fire:
containing fuel Fuel selector . . . . . OFF
Electric fuel pump .. ON Throttle . . . . . CLOSED
Mixture . . . . . . . . . . RICH Mixture . . . . . idle cut-off
Carburetor heat . . . . . . . . ON Electric fuel pump . check OFF
Engine gauges . . check for indication Heater . . . . . . . . . . . . OFF
of cause of power loss Defroster . . . . . . . . . . . . . . . . . . . . . OFF
Primer . . . . . . . . . . . check locked Proceed with POWER OFF LANDING procedure.
If no fuel pres.sure is indicated, check tank selector
position to be sure it is on a tank containing fuel.
LOSS OF OIL PRESSURE
When power is restored:
Carburetor heat .. .OFF Land as soon as possible and investigate cause .
Electric fuel pump . . . . OFF Prepare for power off landing.

REVISED: JUNE 30, 1978 3-3
EM:ERGENCYPROCEDURES :PA-28-f 61,-CHEROKEE WARRIOR Il
LOSS OF FUEL PRESSURE ELECTRICAL OVERLOAD (Alternator over 20

amps above known elec.trical load}
Electric fuel pump ....................... ON
Fuel selector ................ check on full tank FOR AIRPLANES WITH SEPARATE BAT
AND ALT SWITCH OPERATION
HIGH OIL TEMPERATURE
ALT switch ............................. ON
Land at nearest airport and investigate the problem. BA TT switch ........................... 0 FF
Prepare for power off landing.
If alternator loads are reduced:
ELECTRICAL FAILURES Electrical load ............ Reduce to Minimum
ALT annunciator light illuminated: Land as soon as practical.
Ammeter ............. Check to verify inop. alt.
NOTE
If ammeter shows zero:
ALT switch ............................. OFF Due to increased system vol-
tage and radio frequency noise,
Reduce electrical loads to minimum: operation with ALT switch ON
ALT circuit breaker ............ Check and reset and BATT switch OFF should
as required be made only when required by
ALT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON an electrical system failure.
If power not restored: If alternator loads are not reduced:

ALT switch ............................ OFF ALT switch ............................ OFF
BA TT switch ..................... As required
If alternator output cannot be restored, reduce
electrical loads and land as soon as practical. The Land as soon as possible. Anticipate complete
battery is the only remaining source of electrical electrical failure.
power.
ELECTRICAL OVERLOAD (Alternator over 20 SPIN RECOVERY

amps above known electrical load)
Throttle idle
FOR AIRPLANES WITH INTERLOCKED BAT Ailerons . . . . . neutral
AND ALT SWITCH OPERATION. Rudder . full opposite to
direction of rotation
Electrical load ........................ Reduce Control wheel . . .full forward
Rudder ..... . . . . neutral (when
If alternator loads are reduced: rotation stops)
ALT switch ............................ OFF Control wheel . as required to smoothly
regain level flight altitude
Land as soon as practical. Battery is the only re-
maining source of power. · Anticipate complete
electrical failure.
REPORT: VB-880 ISSUED: DECEMBER16, 1976

3-4 . REVISED: DECEMBER 18, 1980
OPEN DOOR
If both upper and lower latches are open, the door

will trail slightly open and airspeeds will be reduced
slightly.
To close the door in flight:

Slow airplane to 89 KIAS
Cabin vents . . . . . . . . . . . . . . . . . close
Storm window . . . . . . . . . . . . . . . . . . open
If upper latch is open . . . . . . . . . . . . latch
If side latch is open . . . . . . pull on arm rest while
moving latch handle to
latched position .
If both latches are open . latch side latch

then top latch
ENGINE ROUGHNESS
Carburetor heat . . . . . . . . . . . . ON
If roughness continues after one min:

Carburetor heat . . . . . OFF
Mixture . . . . . . . . adjust for max.
smoothness ,
Electric fuel pump . . . . . . . ON
Fuel selector . switch tanks
Engine gauges . . . . . check
Magneto switch "L" then "R"
then "BOTH"
If operation is satisfar,tory on either one, continue

on that magneto at reduced power and full "RICH"
mix tu re to first airport.
Prepare for power off lan9ing.
CARBURETOR ICING
Carburetor heat. . . . . . . . . . . . . . . . . . . . . . . . . . . 0 N
Mixture ....................... adjust for max .
. smoothness

EMERGENCY PROCEDURES tPA-28-161, CHEROKEE WARRIOR II

3-6
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information for the purpose of providing
the pilot with a more complete understanding of the recommended course of action and probable cause of
an emergency situation.
3.7 ENGINE FIRE DURING START
Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire
is to try to start the engine and draw the excess fuel back into the induction system.
If a fire is present before the engine has started, move the mixture control to idle cut-off, open the
throttle and crank the engine. This is an attempt to draw the fire back into the engine.
If the engine has started, continue operating to try to pull the fire into the engine.
In either case (above), if fire continues more than a few seconds, the fire should be extinguished by
the best available external means.
The fuel selector valves should be "OFF" and the mixture at idle cut-off if an external fire
extinguishlng method is to be used.
3.9 ENGINE POWER LOSS DURING TAKEOFF
The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances
of the particular situation.
If sufficient runway remains to complete a normal landing, land straight ahead.
If insufficient n.mway remains, maintain a safe airspeed and make only a shallow turn if necessfil"Y to
avoid obstructions. Use of flaps depends on the circumstances. Normally, flaps should be fully extended for
touchdown.
If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel
selector to another tank containing fuel. Check the electric fuel pump to insure that it is "ON" and that the
mixture is "RICH." The carburetor heat shol_!ld be "ON" and the primer locked.
If engine failure was caused by fuel exhaustion, power will not be regained after switchlng fuel tanks
until the empty fuel· lines are filled. This may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency
check list and paragraph 3.13).

EMERGENCY PROCEDURES :PA-28-161, CHEROKEE WARRIOR II
3.11 ENGINE PO\VER LOSS IN FLIGHT
Complete engine power loss is usually caused by fuel flow interruption and power will be restored
shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an
emergency landing (refer to paragraph 3.13). An airspeed of at least 73 KIAS should be maintained.
If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel
pump "ON." Move the mixture control to "RlCH" and the carburetor heat to "ON." Check the engine
gauges for an indication of the cause of the power loss. Check to insure the primer is locked. If no fuel
pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel.
When power is restored move the carburetor heat to the "OFF" position and tum "OFF" the electric
fuel pump.
If the preceding steps do not restore power, prepare for an emergency landing.
If time permits, tum the ignition switch to "L" then to "R" then back to "BOTH." Move the throttle
and mixture control levers to different settings. This may restore power if the problem is too rich or too
lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. 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.
If engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks
until the empty fuel lines are filled. This may require up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency
check list and paragraph 3 .13 ).
3.13 POWER OFF LANDING
If loss of power occurs at altitude, trim the aircraft for best gliding angle (73 KIAS) 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 him help.
When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000
feet above the field at the downwind position, to make a normal landing approach. When the field can
easily be reached, slow to 63 KIAS for the shortest landing. Excess altitude may be lost by widening your
pattern, using flaps or slipping, or a combination of these.
Touchdown should normally be made at the lowest possible airspeed.
When committed to a landing shut "OFF" the master and ignition switches. Flaps may be used as
desired. Tum the fuel selector valve to •'OFF" and move the mixture to idle cut-off. The seat belts and
shoulder harness should be tightened. Touchdown should be normally made at the lowest possible airspeed.

3-8
PA-28-161, CHEROKEE WARRIOR II EMERGENCY PROCEDURES
3.15 FIRE IN FLIGHT
The presence of fire is noted through smoke, smell and heat in the cabin. It is essential that the source
of the fire be promptly identified through instrument readings, character of the smoke, or other indications
since the action to be taken differs somewhat in each case.
Check for the source of the fire first.
If an electrical fire is indicated (smoke in the cabin), the master switch should be turned "OFF." The
cabin vents should be opened and the cabin heat turned "OFF." A landing should be made as soon as
possible.
If an engine fire is present, switch the fuel selector to "OFF" and close the throttle. The mixture
should be at idle cut-off. Tum the electric fuel pump "OFF." In all cases, the heater and defroster should
be "OFF." If radio communication is not required, select master switch "OFF." Proceed with power off
landing procedure.
NOTE
The possibility of an engine fire in flight is extremely remote. The

procedure given is general and pilot judgment should be the
determining factor for action in such an emergency.
3.1 7 LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a
malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to
investigate the cause and prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty
gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the
problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such
time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may
hasten complete power loss.
Depending on the circumstances, it may be advisable to make an off airport landing while power is still
available, particularly if other indications of actual oil pressure loss, such as sudden increases in
temperatures, or oil smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing.

3-9
EMERGENCY PROCEDURES PA-28-161, CHEROKEE WARRIOR II
3.19 LOSS OF FUEL PRESSURE
If loss of fuel pressure occurs, turn "ON" the electric fuel pump and check that the fud sdector is on a
full tank.
If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and
fuel system checked.
3.21 HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil
cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an
appropriate airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic
investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure.
3.23 ELECTRICAL FAILURES
Loss of alternator output is detected through zero reading on the ammeter. Before executing the follow-
ing procedure, insure that the reading is zero and not merely low by actuating an electricaliy powered device,
such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed.
The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a
popped circuit.
The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the ALT switch
to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5
volts and up) this procedure should return the ammeter to a normal reading.
If the ammeter continues to indicate ""O" output, or if the alternator will not remain reset, turn off the
ALT switch, maintain minimum electrical load and land as soon as practical. All electrical load is being
supplied by the battery.
3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)
If abnormally high alternator output is observed (more than 20 amps above known electrical load for the
operating conditions) it may be caused by a low battery, a battery fault or other abnormal electrical load. Uthe
cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload
condition persists attempt to reduce the load by turning off non-essential equipment. For airplanes with inter-
locked BA TT and ALT switch operation, when the electrical load cannot be reduced turn the ALT switch
OFF and land as soon as practical. The battery is the only remaining source of electrical power. Also
anticipate complete electrical failure.

3-10 REVISED: DECEMBER 18, 1980
PA-28-161, CHEROKEE WARRIOR II EMERGENCY PROCEDURES
For airplanes with separate BATT and--ALT switch operations, turn the BATT switch OFF and the
ammeter should decrease. Turn the BA TT switch ON and continue to monitor the ammeti::r. If the alternator
output does not decrease within 5 minutes, turn the BA TT switch OFF and land as soon as practical. All
electrical loads are being supplied by the alternator.
NOTE
Due to higher voltage and radio frequency noise, operation with the
ALT switch ON and the BATT switch OFF should be made only
when required by an electrical failure.
3.25 SPIN RECOVERY
Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the
throttle to id le and the ailerons to neutral.
Full rudder should then be applied opposite to the direction of rotation followed by control wheel full
forward. When the rotation stops, neutralize the rudder and ease back on the control wheel as required to
smoothly regain a level f1ight attitude.

EMERGENCY PROCEDURES · PA-28-161, CHEROKEE WARRIOR Il
3.27 OPEN DOOR
The cabin door on the Cherokee is double latched, so the chances of its springing open in flight at
both the top and side are remote. However, should you forget the upper latch, or not fully engage the ·side
latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially
open door will not affect normal flight characteristics, and a normal landing can be made with the door
open.
If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced
slightly.
To close the door in flight, slow the airplane to 89 KIAS, close the cabin vents and open the storm
window. If the top latch is open, latch it. If the side latch is open, pull on the ann rest while moving the
latch handle to the latched position. If both latches are open, close the side latch then the top latch.
3.28 CARBURETOR ICING
Under certain moist atmospheric conditions at temperatures of -5° C to 20° C, it is possible for ice to form
in the induction system, even in summer weather. This is due to the high air velocity through the carburetor
venturi and the absorption of heat from this air by vaporization of the fuel.
To avoid this, carburetor preheat is provided to replace the heat lost by vaporization. Carburetor heat
should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness.
3.29 ENGINE ROUGHNESS
Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be
accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of
full power may not be possible; therefore, prompt action is required.
Tum carburetor heat on (See Note). RPM will decrease slightly and roughness will increase. Wait for a
decrease in engine roughness or an increase in RPM, indicating ice removal. If no change in approximately
one minute, return the carburetor heat to "OFF."
If the engine is still rough, adjust the mixture for maximum smoothness. The engine will run rough if
too rich or too lean. The electric fuel pump should be switched to "ON" and the fuel selector switched to
the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings.
If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to "L" then to ''R,"
then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced
power, with mixture full "RICH," to a landing at the first available airport.
If roughness persists, prepare for a precautionary landing at pilot's discretion.
NOTE
Partial carburetor heat may be worse than no heat at all, since it

may melt part of the ice, which will refreeze in the intake system.
When using carburetor heat, therefore, always use full heat, and
when ice is removed return the control to the full cold position.

TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General................................................................................................................................................... 4-1
4.3 Airsi:>eed for Safe 0-peration................................................................................................................... 4-1
4.5 Nonnal Procedures Check List.............................................................................................................. 4.3
Preflight Oleck............................................................................................................................. 4-3
Before Starting Engine................................................................................................................. 4-4
Starting Engine W'hen Cold.......................................................................................................... 4-4
Starting Engine W'hen Hot ............................................................................................ ~.............. 4-4
Starting Engine W'hen Flooded .............................................................................. .,«.................. 4-4
Starting With External Power Source........................................................................................... 4-4
Warm-Up...................................................................................................................................... 4-4
Taxiing.......................................................................................................................................... 4-4
Ground Check............................................................................................................................... 4-4
Before Takeoff.............................................................................................................................. 4-5
Takeoff.......................................................................................................................................... 4-5
Climb............................................................................................................................................ 4-5
Cruising .. .. ... .. .... .. .. . .. .... .. ... .... ............... .. .. ..... .. .. .. .. . .. .. .... ... ...... .. ..... .. .... .. ... .. ..... . .. ....... .. .. .. . .. ......... 4-5
Descent ..... . .. .. .... .. ... .... ....... .. .. .. .. .. ...... ... .... ..... .. .. .. .. ..... ...... ......... .. ... ...... .. .. .. ... .. .. .. .. ......... ..... .. ....... 4-5
Approach and Landing................................................................................................................. 4-6
Stopping Engine ................ ..................... ........... ........... ....... ............... ............... .. ......... ... .. ........ ... 4-6
Parking.......................................................................................................................................... 4-6
4.7 Amplified Nonnal Procedures (General)............................................................................................... 4-7
4.9 Preflight Check....................................................................................................................................... 4-7
4.11 Before Starting Engine........................................................................................................................... 4-8
4.13 Starting Engine....................................................................................................................................... 4-9
4.15 Wann-Up ................................................................................................................................................ 4-11
4.17 Taxiing.................................................................................................................................................... 4-11
4.19 Ground Check ..... .. .. .. .. ......... ......... ...... ..... .. .. ............... ........... .................. ...... .. ....... .. .... ... .. .. ....... .... .. .... . 4-11
4 .21 Before Takeoff........................................................................................................................................ 4-12
4.23 Takeoff..... :.............................................................................................................................................. 4-12
4.25 Climb...................................................................................................................................................... 4-13
4.27 Cruising.................................................................................................................................................. 4-13
4.28 Descent ................................................................................................................................................... 4-14
4.29 Approach and Landing........................................................................................................................... 4-14
REPORT:VB-880
4-i
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
(Continued)
Paragraph Page
No. No.
4.31 Stopping Engine .................................................................................................................................... . 4-15
4.33 Parking .................................................................................................................................................. . 4-15
4.35 Stalls ..................................................................................................................................................... . 4-16
4.37 Turbulent Air 0-peration ........................................................................................................................ . 4-16
4.39 Weight and Balance ............................................................................................................................... . 4-16
REPORT: VB-880
4-ii
PA-28-161, CHEROKEE WARRIOR TI NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of normal operations for the
Cherokee Warrior 11. All of the required (FAA regulations) procedures and those necessary for operation of
the airplane as determined by the operating and design features of the airplane are presented.
Normal procedures associated with those optional systems and equipment which require handbook
supplements are provided by Section 9 (Supplements).
These procedures are provided to present a source of reference and review and to supply information
on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the
procedures given in this section in order to become proficient in the normal operations of the airplane.
The first portion of this section consists of a short form check list which supplies an action sequence
for normal operations with little emphasis on the operation of the systems.
The remainder of the section is devoted to amplified normal procedures which provide detailed
information and explanations of the procedures and how to perform them. This portion of the section is
not in tended for use as an in-flight reference due to the lengthly explanations. The short form check list
should be used for this purpose.
4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to operation of the airplane. These figures arefor
standard airplanes flown at gross weight under standard conditions at sea level.
Performance for a specific airplane may vary from published figures depending upon the equipment
installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting
technique.
(a) Best Rate of Climb Speed 79 KIAS

(b) Best Angle of Oimb Speed 63 KIAS
(c) Turbulent Air Operating Speed (See Subsection 2.3) 111 KIAS
(d) Maximum Flap Speed 103 KIAS
(e) Landing Final Approach Speed (Flaps 40°) 63 KIAS
(f) Maximum Demonstrated Crosswind Velocity 17 KTS

REVIS.ED: NOVEMBER 20, 1981 4-1
NORMAL PROCEDURES PA-28-161, CHEROKEE WARRIOR II

4-2
PIPER AIRCRAFr CORPORATION SECITON 4
PA-28-161, CHEROKEE WARRIOR II NORMAL PROCEDURES
....................................
.......... ........................ ...........: ·..·........................................... .
.................. ..................
.............................................
"
WALK-AROUND
Figure 4-1
4.5 NORMAL PROCEDURES CHECK LIST Pitot head . remove cover

holes clear
PREFLIGHT CHECK Windshield . . . . . . . clean
Control wheel ................. ·~ .. release belts Propeller and spinner . . . . . . check
Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 FF Fuel and oil . check for leaks
Master switch . . . . . .ON Oil . . . . . . check level
Fuel quantity gauges check Dipstick .. .properly seated
Master switch . OFF Cowling .. . secure
Ignition . . . . . . OFF Inspection covers . secure
Exterior . . . . . check for damage Nose wheel tire . check
Control surfaces . check for interference - Nose gear strut .proper
free of ice, snow, frost inflation (3.25 in.)
Hinges . . . . . check for interference Air inlets . . . . . . . . . . clear
Wings . . . . . free of ice, snow, frost Alternator belt . . . . check tension
Stall warning . . . . . . . . . . check Tow bar and control locks . . . . . . . . . stow
Tie down and chocks ................... remove Baggage . stowed properly -
0ia\·igation lights ......................... check secure
Fuel tanks . . . . . . . . . check supply Baggage door . close and secure
visually secure caps Fuel strain.er . . . . . . . . . drain
Fuel tank sumps .. drain Primary flight controls . proper operation
Fuel vents . . . . . . . . . . . . open Cabin door . . . . . . . close and secure
Main gear struts . . . . . . . . proper Required papers . . . . . on board
inflation (4.50 in.) Seat belts and harness ............ fasten/ adjust-
Tires . . . . . check check inertia reel
Brake blocks . . . . . . . . check

REVISED: NO.VEMBER 20, 1981 4-3
NORMAL PROCEDURES : -PA-28-161, -CHEROKEE WARRJORU
BEFORE STARTING ENGINE STARTING WITH EXTERNAL POWER SOURCE
Brakes . . . . . . . . . . . set Master switch . . . . . . . . . . . . OFF

Carburetor heat . . full OFF All electrical equipment . . . OFF
Fuel selector . . . . . . desired tank Terminals . . . . . . . . . connect
Radios ................................. OFF I External power plug . . . insert in
fuselage
STARTING ENGINE WHEN COLD Proceed with normal start
Throttle . . . . . . . . . lowest possible
Throttle . . . . . . . . 1/4" open RPM
Master switch .. . . . . . . ON External power plug . disconnect from
Electric fuel pump . . . . . ON fuselage
Mixture . full RICH Master switch .. .ON - check ammeter
Starter . . . .engage Oil pressure . . . . . . . . . . . . check
Throttle .. . adjust
Oil pressure . check
WARM-UP
If engine does not start within 10 sec. prime and
repeat starting procedure. Throttle . . . . . . . . . . 800 to 1200 RPM
STARTING ENGINE WHEN HOT TAXIING
Throttle . . . . . . . .. 1/2" open Chocks .. . .. removed

Master switch . . . . . . . . . .ON Taxi area . . . . . . clear
Electric fuel pump . . . . . . .ON Throttle apply slowly
Mixture . full RICH Brakes . . check
Starter . . . .engage Steering _. . . . . check
Throttle .. . adjust
Oil pres.sure . check
GROUND CHECK
Throttle . . . . . . . 2000 RPM

STARTING ENGINE WHEN FLOODED Magnetos . max. drop 17 5 RPM
-max. diff. 5 0 RPM
Throttle . . . . . . open full Vacuum . . 5.0" Hg.± .1
Master switch .. . . . . . ON Oil temp . . . . . . . . . check
Electric fuel pump . .. OFF Oil pressure . . . . . . . . check
Mixture . idle cut-off Air conditioner . . . . . . . . . . . . . . check
Starter . .. engage Annunciator panel . . . . . . . . . . . .press-to-test
Mixture . advance Carburetor heat . . . . . . . . . . . . . . . . . check
Throttle . retard Engine is warm for takeoff when throttle can be
Oil pressure .. check opened without engine faltering.
Electric fuel pump . . . . . . . . . . . . . . . .
Fuel pressure . . . . . . . . . . . . . . . . . . check
Throttle . . . . . . . . . . . . . . . . . . . . . retard

4-4 . REVISED: JULY 3, 1979
PIPER AIRCRAFT CORPORATION . SECTION 4
PA-28-161, CHEROKEE.WARRIOR Il NORMAL PROCEDURES
BEFORE TAKEOFF
Master switch . . . . . . . . . ON SOFT FIELD, OBSTACLE CLEARANCE

Flight instruments . . . . check
Fuel selector . proper tank Flaps . . . . . . . . . . . . . . . 25 ° (second notch)
Electric fuel pump . .ON Accelerate and lift off nose gear as soon as possible .
Engine gauges . check Lift off at lowest possible airspeed
Carburetor heat .OFF Accelerate just above ground to 52 KIAS to climb
Seat backs . . erect past obstacle height.
Mixture . . . . . .. set Continue climbing while accelerating to best rate of
Primer . . . . . .locked · climb speed, 79 KIAS
Belts/ harness ................. fastened/ adjusted Flaps . . . . . . . . . . . . . . . . . . . slowly retract
Empty seats . . . . seat belts
snugly fastened SOFT FIELD, NO OBSTACLE
Flaps .. . set
Trim tab . . . set Flaps . . . . . . . . . . . . . . . 25 ° (second notch)
Controls .. free Accelerate and lift off nose gear as soon as possible.
Doors latched Lift off at lowest possible airspeed
Air conditioner .. OFF Accelerate just above ground to best rate of climb
speed, 79 KIAS
Flaps . . . . . . . . . . . . . . . . . . .slowly retract
TAKEOFF
NORMAL CLIMB
Flaps . . . . . . . . . . . . . . . set Best rate (flaps up) 79 KIAS

Tab . . . . . . . . . . . . . . . . set Best angle (flaps up) KIAS
Accelerate to 45 to 5 5 KIAS En route . . . . . . 87 KIAS
Control wheel . . . . . . . . back pressure to Electric fuel pump . . OFF at
rotate to climb attitude desired altitude
SHORT FIELD, OBSTACLE CLEARANCE

CRUISING
Flaps . . . . . . . . . . 25 ° (second notch)
Accelerate to 52 KIAS Reference performance charts and Avco-Lycoming
Control wheel . . . . . . . back pressure to Operator's Manual.
rotate to climb attitude Normal max power . . . . . . . . . 75%
Maintain 5 2 KIAS until obstacle clearance Power . set per power table
Mixture . . . . . . . . . . . . . . adjust
Accelerate to 79 KIAS after obstacle is cleared
Flaps . . . . . . . . . . . . . . . . . . . retract slowly
SHORT FIELD, NO OBSTACLE

DESCENT
Flaps . . . . . . . . . . . . . . . . . . UP
Accelerate to 50 KIAS NORMAL
Control wheel . . . . . . back pressure to
rotate to climb attitude Throttle ............................ 2500 rpm
After breaking .ground accelerate to best rate of Airspeed ............................ 126 KIAS
climb speed 79 KIAS Mixture ................................. rich
Carburetor heat .................. ON if required
ISSUED: DE~MBER 16, 1976 REPORT: VB-880

NORMAL PROCEDURES PA-28-161, CHEROKEE WARRIOR Il
DESCENT
POWER OFF
Carburetor heat ................ ON if required

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . closed
Airspeed .......................... as required
Mixture ........................... as required
Power ...... verify with throttle every 30 seconds
APPROACH AND LAL~DING
Fuel selector . . . . . . . . . . . . . . . proper tank

Seat backs . . . . . . . . . . . . . . . . . . . . . erect
Belts/ harness ..................... fasten/ adjust
Electric fuel pump . . . . . . . . . . . . ON
Mixture . . . . . . . . . . . . . . . . . . . . . . . set
Flaps . . . . . . . . . . . . . . . set - 103 KIAS max
Air conditioner . . . . . . . . . . . . . . . OFF
Trim to 70 KIAS
Final approach speed (flaps 4Q° ) . . . . . 63 KIAS
STOPPING ENGINE
Flaps . . . . . . . . . . . . . retract
Electric fuel pump . . . . . . OFF
Air conditioner . . . . . OFF
Radios .. . . . . . OFF
Throttle . . . . . full aft
Mixture . . idle cut-off
Magnetos .OFF
Master switch . . . . . OFF
PARKING
Parking brake . . . . . . . . . . set

Control wheel . secured with belts
Flaps . . . . . .. full up
Wheel chocks . in place
Tie downs .. . . secure

4-6 REVISED: NOVEMBER 20, 1981
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information and explanations of the normal
procedures necessary for the safe operation of the airplane.
4.9 PREFLIGHT CHECK
The airplane should be g.iven a thorough preflight and walk-around check. The preflight should include
a check of the airplane's operational status, computation of weight and C.G. limits, takeoff distance and
in-flight performance. A weather briefing should be obtained for the intended flight path, and any other
factors relating to a safe flight should be checked before takeoff.
CAITTION
The· flap position should be noted before boarding the aircraft.

The flaps must be placed in the "UP" position before they will
lock and support weight on the step.
Upon entering the cockpit, release the seat belts securing the control wheel. Turn off all avionics eq uip-1
ment. Turn the master switch "ON" and check the fuel quantity gauges for sufficient fuel. After the fuel
quantity check is made turn the master switch "OFF' and check that the ignition switch is "'OFF."
To begin the exterior walk-around, check for external damage and operational interference of the
control surfaces or hinges. Insure that the wings and control surfaces are free of snow, ice, frost or any
other foreign materials.
An operational check of the stall warning system and navigation lights should now be made. Tum the
master switch "ON." Lift the detector while checking to determine if the horn is actuated and check that
the navigation lights are illuminated. The master switch should be returned to the ''OFF" position after the
checks are complete.
A visual check of the fuel tank quantity should be performed. Remove the filler cap from each tank
and visually check the supply and color. Be sure to secure the caps properly after the check is complete.
The fuel system sumps and strainer should be drained daily prior to the first flight and after reJueling
to avoid the accumulation of contaminants such as water or sediment. Each fuel tank is equipped -with an
individual quick drain located at the lower inboard rear corner of the tank. The fuel strainer is equipped
with a quick drain located on the front lower corner of the firewall. Each of the fuel tank sumps should be
drained first. Then the fuel strainer should be drained twice, once with the fuel selector valve on each tank.
Each time fuel is drained, sufficient fuel should be allowed to flow to ensure removal of contaminants. This
fuel should be collected in a suitable container, examined for contaminants, and then discarded.
CAUTION
When draining any amount of fuel, care should be taken to ensure

that no fire hazard exists before starting the engine.
After draining, each quick drain should be checked to make sure it

has closed completely and is not leaking.

REVISED.: JULY 3, 1979 4-7
NORMAL PROCEDURES PA-28-161, CHEROKEE WARRIOR TI
Check all of the fuel tank vents to make sure they are open.
Next, a complete check of the landing gear. Check the main gear shock struts for proper inflation.
There should be 4.50 inches of strut exposure under a normal static load. The nose gear should be checked
for 3.25 inches of strut exposure. Check all tires for cuts and wear and insure proper inflation. Make a
visual check of the brake blocks for wear or damage.
Remove the cover from the pitot head on the underside of the left wing. Check the pitot head to make
sure the holes are open and clear of obstructions.
Don't forget to clean and check the windshield.
The propeller and spinner should be checked for defects or nicks.
Lift the cowling and check for any obvious fuel or oil leaks. Check the oil level. Make sure that the
dipstick has properly seated after checking. Secure the cowling and check the inspection covers.
Check the air inlets for foreign matter and the alternator belt for proper tension.
Stow the tow bar and check the baggage for proper storage and security. The baggage compartment
doors should be closed and secure.
Upon entering the aircraft, ascertain that all primary flight controls operate properly. Close and secure
the cabin door and check that all the required papers are in order and in the airplane.
Fasten the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply
on the strap. Fasten seat belts on empty seats.
NOTE
If the fixed shoulder harness (non-inertia reel type) is installed, it

must be connected to the seat belt and adjusted to allow proper
accessibility to all controls including fuel selector, flaps, trim, etc.,
while maintaining adequate restraint for the .occupant.
If the inertia reel type shoulder harness is installed, a pull test of its
locking restraint feature should be performed.
4.11 BEFORE STARTING ENGINE
Before starting the engine the brakes should be set "ON" and the carburetor heat lever moved to the.full
OFF position. The fuel selector should then be moved to the desired tank. Check to make sure that all the
radios are 0 FF.

PA-28-161, CHEROKEE WARRIOR Il NORMAL PROCEDURES
4.13 STARTING ENGINE
(a) Starting Engine When Cold
Open the throttle lever approximately 1/4 inch. Tum "ONn the master switch and the
electric fuel pump.
Move the mixture control to full "RICH" and engage the starter by rotating the magneto
switch clockwise. When the engine fires, release the magneto switch, and move the throttle to the
desired setting.
If the engine does not fire within five to ten seconds, disengage the starter, prime the engine
and repeat the starting procedure.
(b) Starting Engine When Hot
Open the throttle approximately 1 /2 inch. Turn "ON" the master switch and the electric
fuel pump. Move the mixture control lever to full RICH and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the magneto switch and move the
throttle to the desired setting.
( c) Starting When Flooded
'The throttle lever should be full "OPEN." Turn "ON" the master switch and turn "OFF"
the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by
rotating the magneto switch clockwise. When the engine fires, release the magneto switch,
advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source
An optional feature called the Piper External Power (PEP) allows the operator to use an
external battery to crank the engine without having to gain access to the airplane's battery.
Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead
of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the
BLACK lead to the NEGATIVE(-) terminal. Insert the plug of the jumper cable into the socket
located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed
with the normal starting technique.
After the engine has started, reduce power to the lowest possible RPM, to reduce sparking,
and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the
alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO
INDICATION OF ALTERNATOR OUTPlIT.
NOTE
For all normal operations using the PEP jumper cables, the master
switch should be OFF, but it is possible to use the ship's battery in
parallel by turning the master switch ON. This will give longer
cranking capabilities, but will not increase the amperage.

CAUTION
Care should be exercised because if the ship's battery has been

depleted, the external power supply can be reduced to the level of
the ship's battery. Tilis can be tested ·by turning the master switch
ON momentarily while the starter is engaged. If cranking speed
increases, the ship's battery is at a _higher level than the external
power supply.
When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated
within thirty seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds
longer to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming Operating
Handbook, Engine Troubles and Their Remedies.
Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two
minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.
REPORT: VB-880 ISSUED:. DECEMBER 16, 197 6

4-10.
PIPER AIRCRAFI' CORPORATION SECTION.4
4.15 WARM-UP
Warm-up the engine at 800 to 1200 RPM for not more than two minutes in warm weather and four
minutes in cold. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as the ground check is completed, provided that the throttle may be
opened fully without backfiring or skipping, and without a reduction in engine oil pressure.
Do not operate the engine at high RPM when running up or taxiing over ground containing loose
stones, gravel or any loose material that may cause damage to the propeller blades.
4.17 TAXIING
Before attempting to taxi the airplane, ground personnel should be instructed and approved by a
qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas are clear.
Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to
determine their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an
observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high RPM when running up or taxiing over ground containing loose
stones, gravel or any loose material that may cause damage to the propeller blades.
4.19 GROUND CHECK
The magnetos should be checked at 2000 RPM. Drop off on either magneto should not exceed 175
RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto
should not exceed 10 seconds.
Check the vacuum gauge; the indicator should read 5.0" ±. l" Hg at 2000 RPM.
Check the annunciator panel lights with the press-to-test button. Also check the air conditioner.
Carburetor heat should also be checked prior to takeoff to be sure the control is operating properly
and to clear any ice which may have formed during taxiing. Avoid prolonged ground operation with
carburetor heat "ON" as the air is unfiltered.
The electric fuel pump should be turned "OFF" after starting or during warm-up to make sure that
the engine driven pump is operating. Prior to takeoff the electric pump should be turned ON again to
prevent loss of power during takeoff should the engine driven pump fail. Check both oil temperature and
oil pressure. The temperature may be low for some time if the engine is being run for the first time of the
day. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering.

SECITON 4 PIPER AIRCRAFT CORPORATION
4.21 BEFORE TAKEOFF
All aspects of each particular takeoff should be considered prior to executing th~ t2.~:coff procedure.
Tum "ON" the master switch and check and set all of the flight instruments as required. Check the
fuel selector to make sure it is on the proper tank (fullest). Turn "ON" the electric fuel pump and check
the engine gauges. The carburetor heat should be in the "OFF" position.
All seat backs should be erect and the seat belts and shoulder harness fastened. Fasten the seat belts
snugly around the empty seats.
NOTE

while maintaining adequate restraint for the occupant.
· The mixture should be set and the primer checked to insure that it is locked.
NOTE
The mixture should be set FULL RICH except a minimum

amount of leaning is permitted for smooth engine operation when
taking off at high elevation.
Exercise and set the flaps and trim tab. Insure proper flight control movement and response. All doors
should be properly secured and latched. On air conditioned models, the air conditioner must be "OFF" to
insure normal takeoff performance.
4.23 TAKEOFF
The normal takeoff technique is conventional. The tab should be set slightly aft of neutral, with the
exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 45 to 55 KIAS
depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude.
Premature raising of the nose or raising it to an excessive angle will result in a delayed takeoff. After
takeoff, let the airplane accelerate to the desired climb 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 surface, total distances can be reduced appreciably by
lowering the flaps to 25 ° and rotating at lower airspeed.·
A short field takeoff with an obstacle clearance is accomplished by first lowering the flaps to 25 °.
Apply full power before brake release and accelerate to 52 KIAS and rotate. Maintain 52 ··KIAS until

PA-2~161, CHEROKEE WARRIOR II NORMAL PROCEDUR-Es
obstacle clearance is attained. After the obstacle has been cleared, accelerate to· 79 KIAS and then slowly
retract the flaps.
A short field takeoff with no obstacle is accomplished with no flaps and applying full power before
brake release, lift off at 50 KIAS and accelerate to best rate of climb speed, 79 KIAS. ·
Takeoff from a soft field with an obstacle clearance requires the use of 25° flaps. Accelerate the
airplane and lift the nose gear off as soon as possible and lift off at the lowest possible airspeed. Accelerate
just above the ground to 52 KIAS to climb past obstacle clearance height. Continue climbing while
accelerating to the best rate of climb speed, 79 KIAS and slowly retract the flaps.
For a soft field takeoff without an obstacle to clear, extend the flaps 25°, accelerate the airplane and
lift the nose gear off as soon as possible. Lift off at the lowest possible airspeed. Accelerate just above the
ground to the best rate of climb speed, 79 KIAS and retract the flaps while climbing out.
4.25 CLIMB
The best rate of climb at gross weight will be obtained at 79 KlAS. The best angle of climb may be
obtained at 63 KIAS. At lighter than gross weight these speeds are reduced somewhat. For climbirig en
route, a speed of 87 KIAS is recommended. This will produce better forward speed and increased visibility
over the nose during the climb.
When reaching the desired altitude, the electric fuel pump may be turned off.
4.27 CRUISING
The cruising speed is determined by many factors, including power setting, altitude, temperature,
loading and equipment installed in the airplane.
The normal maximum cmising power is 75% of the rated horsepower of the engine. Airspeeds which
may be obtained at various altitudes and power settings can be determined from the performance graphs
provided by Section 5.
Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at
higher altitudes, and reduces lead deposits when the alternate fuels are used. During letdown and low power
flight operations, it may be necessary to lean because of excessively rich mixture. The mixture should be
leaned during cruising operation when 75% power or less is being used. If any doubt exists as to the amount
of power being used, the mixture should be in the FULL RICH position for all operations. Always enrich
the mixture before increasing power settings.
To lean the mixture, disengage the lock and pull the mixture control until the engine becomes rough,
indicating that the lean mLxture limit has been reached in the leaner cylinders. Then enrich the mixture by
pushing the control towards the instrument panel until engine operation becomes smooth. When leaning,
carefully observe the temperature ~strum en ts.
Always remember that the electric fuel pump should be turned ''ON" before switching tanks, and
should be left on for a short period thereafter. In order to keep the airplane in best lateral trim during
cmising flight, the fuel should be used alternately from each tank. It is recommended that one tank be used
for one hour after takeoff, then the other tank be used for two hours; then return to the first tank, which

will have approximately one and one half hours of fuel remaining if the tanks were full at takeoff. The
second tank will contain approximately one half hour of fuel. Do not run tanks completely dry in flight.
The electric fuel pump should be normally "OFF" so that any malfunction of the engine driven fuel pump
is immediately apparent. If signs of fuel starvation should occur at any time during flight, fuel exhaustion
should be suspected, at which time the fuel selector should be immediately positioned to the other fank
and the electric fuel pump switched to the "ON" position.
4.28 DESCENT
NORMAL
To achieve the performance on Figure 5-25 the power on descent must be used. The throttle should beset
for 2500 RPM, mixture full rich and maintain an airspeed of 126 Kl AS. In case carburetor ice is encountered
apply full carburetor heat.
POWER OFF
If a prolonged power off descent is to be made, apply full carburetor heat prior to power reduction if icing
conditions are suspected. Throttles hould be retarded and mixture control leaned as required. Power response
should be verified approximately every 30 seconds by partially opening and then closing the throttle (clearing
the engine). When leveling off enrichen mixture, set power as required and select carburetor heat off unless
carburetor icing conditions are suspected.
4.29 APPROACH AND LANDING
Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The
seat belts and shoulder harness should be fastened and the inertia reel checked.
NOTE

while maintaining adequate restraint for the occupant.
Tum the electric fuel pump "ON" and turn the air conditioner HOFF." The mixture should be set in
the full "RICH" position.
The airplane should be trimmed to an initial-approach speed of about 70 KIAS with a final-approach
speed of 63 KIAS with flaps extended to 40°. The flaps can be lowered at speeds up to 103 KIAS, if
desired.

The mixture control should be kept in full "RICH,, position to insure maximum acceleration if it
should be necessary to open the throttle again. Carburetor heat should not be apr: ?ied unless there is an
indication of carburetor icing, since the use of carburetor heat causes a reduction 1n power which may be
critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at contact with the runway
should be varied according to the landilg surface and conditions of wind and airplane loading. It is
generally good practice to contact the ground at the minimum possible safe speed consistent with existing
conditions.
Normally, the best technique for short and slow landings is to use full flap and enough power to
maintain the desired airspeed and approach flight path. Mixture should be full "RICH," fuel on the fullest
tank, and electric fuel pump "ON." Reduce the speed during the flareout and contact the ground close to
the stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slows
down) gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back
pressure is applied to the control wheel, putting most of the aircraft weight on the 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 flaps.
4.31 STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and the electric fuel pump turnea ''OFF." The air
conditioner and radios should be turned "OFF," and the engine stopped by disengaging the mixture control
lock and pulling the mixture control back to idle cut-off. The throttle should be left full aft to avoid engine
vibration while stopping. Then the magneto and master switches must be turned "OFF."
NOTE
When alternate fuels are used, the engine should be run up to 1200
RPM for one minute prior to shutdown to clean out any unburned
fuel.
NOTE
The flaps must be placed in the "UP" position for the flap step to
support weight. Passengers should be cautioned accordingly.
4.33 PARKING
If necessary, the airplane should be moved on the ground with the aid of the nose wheel tow bar
provided with each airplane and secured behind the rear seats. The aileron and stabilator controls should be
secured by looping the safety belt through the control wheel and pulling it snug. The flaps are locked when
in the "UP" position and should be left retracted.
Tie downs can be secured to rings provided under each wing and to the tail skid. The rudder is held in
position by its connections to the nose wheel steering and normally does not have to be secured.

4.35 STALLS
The stall characteristics are conventional. An approaching stall is indicated by a stall warning horn
which is activated between five and ten KTS above stall speed. Mild airframe buffeting and gentle pitching
may also precede the stall.
The gross weight stalling speed with power off and full flaps is 44 KIAS. With the flaps up this speed is
increased. Loss of altitude during stalls varies from 100 to 275 feet, depending on configuration and power.
NOTE
The stall warning system is inoperative with the master switch

"OFF."
During preflight, the stall warning system should be checked by turning the master switch "ON,"
lifting the detector and checking to determine if the horn is actuated. The master switch should be returned
to the "OFF" position after the check is complete.
4.37 TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air
is encountered or expected, the airspeed be reduced to maneuvering speed to reduce the structural loads
caused by gusts and to allow for inadvertent speed build-ups which may occur as a result of the turbulence
or of distractions caused by the conditions. (See Subsection 2.3)
4.39 WEIGHT AND BALANCE
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, refer to Section 6 (Weight and Balance).

TABLE OF CONTENTS
SECTIONS
PERFORMANCE
Paragraph Page
No. No.
5 .1 General . . . . . . . . . . . . . 5-1
5.3 Introduction to Performance and Flight Planning 5-1
5.5 Flight Planning Example 5-3
5.7 Performance Graphs 5-9
List of Figures 5-9
REPORT: VB-880
5-i
PIPER AIRCRAFT CORPORATION SECflON S
PA-28-161, CHEROKEE WARRIOR II · PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance information applicable to this
aircraft is provided by this section.
Performance information associated with those optional systems and equipment which require
handbook supplements is provided by Section 9 (Supplements).
5.3 INTRODUCTION TO PERF0&1ViANCE AND FLIGHT PLANNING
The performance information presented in this section is based on measured Flight Test Data
corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of
weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance for varying degrees of pilot
proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by
following the stated procedures in a properly maintained airplane. ·
Effects of conditions not considered on the charts must be evaluated by t_he pilot~ such as the effect of
soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and
range perform:.1nce. Endurance can be grossly affected by improper leaning procedures, and inflight fuel
f1ow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures.
The infonnation provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan
using the performance charts in this section. Each chart includes its own example to show how it is used.
WARNING
Performance information derived by extrapolation beyond the

limits shown on the charts should not be used for flight planning
purposes.
ISSUED: DECEi'1BER 16, 1976 REPORT: VB-880

PERFORMANCE PA-28-161, CHEROKEE WARRIORil

5-2
PIPER AIRCRAFf CORPORATION .SECTION 5
PA-28-161, CHEROKEE WARRJOR Il PERFORMANCE
5.5 FLIGHT PLANNING EXAMPLE
(a) Aircraft Loading
The first step in planning our flight is to calculate the airplane weight and center of gravity
by utilizing the information provided by Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as delivered from the factory has been entered in
Figure 6-5. If any alterations to the airplane have been made effecting weight and balance,
reference to the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to
determine the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11) and the C.G. Range and
Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the information provided we have found the following weights
for consideration in our flight planning example.
The landing weight cannot be determined until the weight of the fuel to be used has been
established [refer to item (g)( 1)].
(1) Basic Em;?tY Weight 1391 lbs.
(2) Occupants C x 170 lbs.) 680 lbs.
(3) Baggage and Cargo 50 lbs.
(4) Fuel(6lb/galx30) 180lbs.
(5) TakeoffWeight 2316 lbs.
(6) Landing Weight
(a)(5) minus (g)(l), (2316 lbs. minus 134.4 lbs.) 2181.6 lbs: I
Our takeoff weight is below the maximum of 23 25 lbs. and our weight and balance
calculations have determined our C.G. position within the approved limits.
(b) Takeoff and Landing
Now that we have determined our aircraft loading, we must .consider all aspects of our
takeoff and landing.
All of the existing conditions at the departure and destination airport must be acquired,
evaluated and maintained throughout the flight.
Apply the departure airport conditions and takeoff weight to the appropriate Takeoff
Performance graph (Figures 5-5 and 5-6 or 5-7 and 5-8) to determine the length of run w-ay
necessary for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same manner using the existing
conditions at the destination airport and, when established, the landing weight.

REVISED: JULY 3, -1979 5-3
SECTION 5 PIPER AIRCRAFf CORPORATION
.PERFORMANCE PA-ig.;.161, CHEROKEE WARRIOR II
The conditions and calculations for our example flight are listed below. The takeoff and
landing distances required for our example flight have fallen well below the available runway
lengths.
Departure Destination
Airport Airport
( 1) Pressure Altitude 15.00 ft. 2500 ft.

(2) Temperature 80°F (27°C) 75° F (24° C)
(3) Wind Component 15 KTS (Headwmd) OKTS
( 4) Runway Length Available 4800 ft. 7600 ft.
(5) Runway Required 2100 ft.* 1190**
NOTE
The remainder of the performance charts used in this flight plan

example assume a no wind condition. The effect of winds aloft
must be considered by the pilot when computing climb, cruise and
descent performance.
(c) Climb
The next step in our flight plan is to determine the necessary climb segment components.
The desired cruise pressure altitude and corresponding cruise outside air temperature values
are the first variables to be considered in determining the climb components from the Time,
Distance, and Fuel to Climb graph (Figure 5-13). After the time, distance and fuel for the cruise
pressure altitude and outside air temperature values have been established, apply the existing
conditions ;;it the departure field to graph (Figure 5-13). Now, subtract the values obtained from
the graph for the field of departure conditions from those for the cruise pressure altitude.
The remaining values are the true fuel, distance and time components for the climb segment
of the flight plan corrected for field pressure altitude and temperature.
The fallowing values were determined from the above instructions in our flight planning
example.
(1) Cruise Pressure Altitude 5000 ft.
(2) Cruise OAT 60° F (16° C)
(3) Time to Climb (10.0 min. minus 2.5 min.) 7.5 min.***
(4) Distance to Climb (13.5 miles minus 3.5 miles) 10.0 miles***
(5) Fuel to Climb (2 gal. minus .5 gal.) 1.5 gal.***
*reference Figure 5-6

**reference Figure 5-29
***reference Figure 5-13

PA-28-161, CHEROKEE WARRIOR Il PERFORMANCE
(d) Descent
The descent data will be determined prior to the cruise data to provide the descent distance
for establishing the total cruise distance. ·
Utilizing the cruise pressure altitude and OAT we determine the basic time, distance and
fuel for descent (Figure 5-25). These figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary adjustment values, use the existing
pressure altitude and temperature conditions at the destination airport as variables to find the
time, distance and fuel values from the graph (Figure 5-25). Now, subtract the values obtained
from the field conditions from the values obtained from the cruise conditions to find the true
time, distance and fuel values needed for the flight plan.
The values obtained by proper utilization of the graphs for the descent segment of our
example are shown below.
(1) Time to Descend (6.5 min. minus 3.5 min.) 3.0 min.*
(2) Distance to Descend ( 14 miles minus 7 .5 miles) 6.5 miles*
(3) Fuel to Descend ( 1.0 gal. minus.5 gal.) .5 gal.*
(e) Cmise
Using the total distance to be traveled during the flight, subtract the previously calculakd
distance to climb and distance to descend to establish the total cruise distance. Refer to the
appropriate Avco Lycoming Operator's Manual when selecting the cruise power setting. The
established pressure altitude and temperature values and the selected cruise power should now be
utilized to determine the true airspeed from the Cruise Perforn:umce graph (Figures i-15 through
5-18).
Calculate the cruise fuel consumption for the cruise power setting from the information
provided by the Avco Lycoming Operator's Manual.
The cruise time is found by dividing the cruise distance by the cruise speed and the cruise
fuel is found by multiplying the cruise fuel consumption by the cruise time.
The cruise calculations established for the cruise segment of our flight planning example are
as follows:
(1) Total Distance 300 miles
(2) Cruise Distance
(e)(l)minus (c)(4) minus (d)(2), (300 minus
10 miles minus 6.5 miles) 283.5 miles
(3) Cruise Power, Best Economy Mixture 75% rated power (2645 RPM)
(4) Cruise Speed 118KTSTAS**
(5) Cruise Fuel Consumption 8.5 GPH
(6) Cruise Time
(e)(2) divided by (c)(4), (283.5 miles divided by 118 KTS) 2.40 hrs.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6), (8.5 GPH multiplied by 2.40 hrs.) 20.4 gal.
*reference Figure 5-25

**reference Figure 5-17

REVISED: MAY 30, 1980 5-5
_____________________..........________....,.____________________________________ _________
PERFORMANCE PA-28~161,CHEROKEE .......,
WARRIOR II
(f) Total Flight Time
The total llight time is by adding the time to climb, the time to descend and the
cruise time. Remember! The time values taken from the climb and descent graphs are in minutes
and must be converted to hours before adding them to the cruise time. ·
The following flight time is required for our flight planning example.
( 1) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6), (.13 hrs. plus .05 hrs. plus 2.40 hrs.) 2.58 hrs.
(g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb, the fuel to descend and the
cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 lb/gal to
determine the total fuel weight used for the flight.
The total fuel calculations for our example flight plan are shown below.
(1) Total Fuel Required
· (c)(5) plus (d)(3) plus (e)(7), ( 1.5 gal. plus .5 gal. plus 20.4 gal.) 22.4 gaL
(22.4 gal. multiplied by 6 lb/ gal.) 134.4 lbs.

PIPER AIRCRAFT CORPORATION SECTIONS
PA-28-161, CHEROKEE WARRIOR II PERFORMANCE

5-7
PERFORMANCE PA-28-161, CHEROKEE WARRIOR Il
THIS.PAGE INTENTIONALLY LEFT BLANK

5-8
PA-28-161, CHEROKEE WARRIOR-n PERFORMANCE
5.7 PERFORMANCE GRAPHS
LIST OF FIGURES
Figure. Page
No. No.
5-1 Airspeed System Calibration . . . . . . . . . . . . . . . . . 5-11

5-3 Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5-5 Normal Short Field Ground Roll Distance - No Obstacle 5-13
5-6 Normal Short Field Takeoff Distance - No Obstacle . 5-14
5-7 Obstacle Clearance Short Field Ground Roll Distance .. 5-15
5-8 Obstacle Clearance Short Field Takeoff Distance . . . . . 5-16
5-9 Engine Performance (Serial Nos. 28-771600 l through 7716323) 5-17
5-10 Engine Performance (Serial Nos. 28-7816001 and up) . . . . . . 5-18
5-11 Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5-13 Fuel, Time and Distance to Climb . . . . . . . . . . . . . . . . . 5-20
5-15 Best Power Cruise Performance (Serial Nos. 28-7716001 through 7716323) 5-21
5-16 Best Power Cruise Performance (Serial Nos. 28-7816001 and up) . . . . . . . . 5-22
5-17 Best Economy Cruise Performance (Serial Nos. 28-7716001through7716323) 5-23
5-18 Best Economy Cruise Performance (Serial Nos. 28-7816001 and up) . . . 5-24
5-19 Best Power Mixture Range (Serial Nos. 28-7716001 through 7716323) .. 5-25
5-20 Best Power Mixture Range (Serial Nos. 28-7816001 and up) . . . . . . . . 5-26
5-21 Best Economy Mixture Range (Serial Nos. 28-7716001 through 7716323) 5-27
5-22 Best Economy Mixture Range (Serial Nos. 28-7816001 and up) 5-28
5-23 Endurance . . . . . . . . . . . . . . . . 5-29
5-25 Fuel, Time and Distance to Descend . 5-30
5-27 Glide Performance .. 5-31
5-29 Landing Performance . . . . . . . . . . 5-32

SECTIONS PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-28-161, CHEROKEE WARRIOR II

5-10
PA-28-161, CHEROKEE WARRIOR Il PERFORMANCE
PA-28-161
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INDICATED AIRSPEED · KNOTS
AIRSPEED SYSTEM CALlBRATION

Figure 5-1

5-11
PERFORMANCE PA-28.;161, CHEROKEE WARRIOR Il
PA-28-161
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GROSS WEIGHT · LBS. ANGLE OF BANK · DEGREES
Example:
Gross weight: 2170 lbs.
Angle of bank: 20 °
Flap position: 40°
Stall speed, indicated: 44 KTS
STALL SPEED
Figure 5-3
REPORT: VB-880 1SSUED: DECEMBER 16',.1976

5-12
PA-28-161
2400
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OUTSIDE AIR TEMP.
Example:
Departure airport pressure altitude: 1500 ft.
Departure airport temperature: 80° F
Weight: 2325 lbs.
Wind: 15 KTS headwind
Ground roll: 1150 ft.
Lift-off speed: 50 KIAS
NORMAL SHORT FIELD GROUND ROLL DISTANCE- NO OBSTACLE

Figure 5-5
ISSUED: DECEMBER16, 1976 REPORT: VB-880

REVISED: JULI 11, 1977 5-13
SECfION 5 PIPER AIRCRAFT CORPORATION
PA-28-161
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Example:
Weight: 2325 lbs.
Distance over 50 ft. barrier: 2100 ft.
Barrier speed: 5 5 KIAS
NORMAL SHORT FIELD TAKEOFF DISTANCE - NO OBSTACLE

Figure 5-6
. REPORT: VB-880 ISSUED: DECEMBER 16, 1976

PIPER AIRCRAFTCORPORATION SECTION 5
PA-28-161
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OUTSIDE AIR TEMP.
Example :
Weight: 2175 lbs.
Ground roll: 97 5 ft.
Lift-off speed : 48 KIAS
OBSTACLE CLEARANCE SHORT FIELD GROUND ROLL DISTANCE

Figure 5-7
ISSUED: DECE.t'1BER 16, 1976 REPORT: VB-880

SECTION s· PIPER AIRCRAFT CORPORATION
PERFORMANCE PA"'.28-161, CHEROKEE WARRIOR II
PA-28-161
~ Vb.\~~Q@[?[? @Q~V b.\~~rn ~ I T I T T 1 I 1 i lf;1 I
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3500
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Example:
Weight: 2175lbs.
Barrier speed: 53 KIAS
OBSTACLE CLEARANCE SHORT FIELD TAKEOFF DISTANCE

Figure 5-8

5-16 REVISED: JULY 11 , 1977
PIPER AIRCRAFf CORPORATION SECTION 5
PA-28-161, CHEROKEE WARRIOR l1 PERFORMANCE
PA-28 - 161
I ] [ : ~ ! I ! I 4 ~ ~ @Q lrJ ~ ~ ~ ~ [¥@ [ID ~J b\ lrJ ~ ~ -+-~ I : / ~ l 11'
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LBS., BEST POWER MIXTURE P~R 1 LY,ICOMl~G l~STR~CTIO~S \
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OUTSIDE AIR TEMP.
Example:
Cruise pressure altitude: 5 000 ft.
Cruise OAT: 60°F
Cruise power: 75%
Engine RPM: 264 5
ENGINE PERFORMANCE (SERlAL NOS. 28-7716001 THROUGH 7716323)

Figure 5-9

PERFORMANCJ: PA-28-161, CHEROKEE WARRIOR II
PA-28-161
1
FUh FL~w GAL L0Hs PER HOUR rn~@u~rn ~rnool?©ltJlf;J~~~rn--
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.LJ 0 ~~ _L _L_ L POWER %PQ_~_ER ECOHO_MY-_. INSTRUCTIONS GROSS W_EIGHT~ 2325 LB-
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OUTSIDE AIR TEMP.
Example:
Cruise OAT: 60° F
Cruise power: 75%
Engine RPM: 2620
ENGINE PERFOR.t'1ANCE (SERlAL NOS. 28-7816001 AND UP)

Figure 5-10
REPORT: VB-880 .· 1ssuEn: DECEMBER 16, 1976

PA-28-161, ·CHEROKEE WARR10R II PERFORMANCE
PA- 28-161
-20 0 20 40 60 80 1QQ Of 0 200 400 600 800

I I I I I I I I
I I I I I I
-20 0 20 40 °C RA TE 0F CLIMB · FPM
OUTSIDE AIR TEMP.
Example :
Climb pressure al ti tu de: 5 000 ft.
Climb OAT: 60CF
Rate of climb: 420 ft/min.
CLIMB PERFORMANCE
Figure 5-11
ISSUED: DECEMBER 16; 1976 REPORT:.VB-880

REVISED: JUNE30, 1978 5-19
PERFORMANCE PA-28-161, CHEROKEE WARRIOR II ,.
PA-28-1 1
+
I
I
-
FUEL, TIME AND DISTANCE TO CLIMB-+--·~-+-+-+-....+1--l
--rr1
I J --+--.-+·---:--+---l--~
1
WEIGHT 2325 LBS., FLAPS 0°, FULL THROTILE
\ I I 1 MIXTURE - LEANED PER LYCOMING INSTRUCTIONS I
I 1 I 79 KI As. N 0 WIND -+--+l--+---+--+--+---+--1---l
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OUTSIDE AIR TEMPERATURE
Example:
Departure airport temperature: 80° F ( 27° C)
Cruise pressure altitude: 5000 ft.
Cruise OAT: 60° F (16°C)
Time to climb (10 min. minus 2.5 min.): 7.5 min.
Distance to climb (13.5 miles minus 3 .5 miles): l 0 nautical miles
Fuel to climb (2 gal. minus .5 gal.): 1.5 gal.
FUEL, TIME AND DISTANCE TO CLIMB

Figure 5-13

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BEST POWER MIXTURE PER LYCOMING LEANING INSTRUCTIONS l
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Example:
Cruise OAT : 60 °F
Cruise power : 7 5% best power mixture
Cruise speed : 116 .5 KTS TAS
BEST POWER CRUISE PERFORMANCE (SERIAL NOS . 28-7716001 THROUGH 7716323)

Figure 5-15
·~· ; ~
, ISSUED: DECEMBER 16, 1976 REPORT: VB-880
PA-28-161
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L jl_\ x~~ t:' ~-L % BEST POWER MIXTURE PER 1 1 _'i.- I
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NOTE: SUBTRACT 7 KTS . IF WHEEL
OUTSIDE AIR TEMP. FAIRINGS ARE NOT INSTALLED.
Example:
Cruise OAT: 60°F
Cruise power: 7 5% best power mixture
Cruise speed : 122.5 KTS TAS
BEST POWER CRUISE PERFORMANCE (SERIAL NOS. 28-7816001 AND UP)

Figure 5-16

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NOTE: SUBTRACT 2KTS. IF WHEEL
OUTSIDE AIR TEMP. FARINGS ARE NOT INSTALLED.
Example:
Cruise OAT: 60° F
Cruise power: 7 5% best economy mixture
Cruise speed: 112.5 KTS TAS
BEST ECONOMY CRUISE PERFORMANCE (SERIAL NOS. 28-7716001 THROUGH 7716323)

Figure 5-17

'·REVISED: JULY 11, 1977 5-23
PERFORMANCE PA-28-161,· CHEROKEE WARRIOR II
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I ·, / · 1
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NOTE: SUBTRACT 7 KTS. IF WHEEL
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Example:
Cruise OAT: 60°F
Cruise power: 75% best power mixture
Cruise speed: 118 KTS T AS
BEST ECONOMY CRUISE PERFORMANCE (SERIAL NOS. 28-7816001 AND UP)

Figure 5-18

PIPER ·AIRCRAFf CORPORATION SECTION 5
PA-2 8- 161
t---+-+--+--+--+--+--+--+- BEST P0 WE R M I XT U R E RAN G E ~--+--l~~i---l
.,_._i---+--+-+--+---+---t---+-- (MIXTURE LEANED PER LYCOMING INSTRUCTIONS)
GROSS WEIGHT 2325 LBS., NO WIND
. 8;=--;:;G::..:. .A,L::..:. . -rU..::S+A..:. ::B:r:L=Er--:F:.. ,Ur-E:::;L;::.. _,W:.. :.H. :.-rE=E::,. :L=-F:.,.:A..,:. ;l;;:-R.:. :. I;-;;N....;:;G;..:::S'-Tl:..:...N;;..,;S=-T:...;..A~L;:,;:L:.;;:E~D:.._.,._-+--+--!--....;...:..:...;:.....:.-?=:.,=.;..:.r-=-l
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1-
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7 -; z i-; CJ'J r FAIRINGS ARE NOT , N ST Al- - --+-----l-.._.___.___._..__+--l
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r1 1 7 I L I I
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RANGE - NAUTICAL MILES
(INCLUDES DISTANCE TO CLIMB AND DESCEND)
Example:
Cruise OAT : 16° C ( 11 ° C above standard)
Cruise power: 75 % best power mixture
Range w / 45 min . reserve@ 55 % power: 476 + (.6 x 11) = 482.6 nautical miles
Range w / no reserve: 533 + (.6 x 11) = 539 .6 nautical miles
BEST POWER MIXTURE RANGE (SERIAL NOS. 28-7716001 TIIROUGH 7716323)

Figure 5-19

REVISED: JULY ·3, 1979 5-25
1--t--T-+---t--t---t-----r-- B EST P ER M I XT U R E RAN G E -+--+--+--+---+-+--+--+--!

(MIXTURE LEANED PER LYCOMING INSTRUCTIONS) NO RESERVE
48 GAL USUABLE FUEL, WHEEL FAIRINGS INSTALLED
I
-+--+--+--+--+--+--+---+--++--1-4 5 MIN. RESER VE
@55% POWER
--+-+-+-+-t--+-t--+--t--t--+--+--+--+--+--+-+-+-+++-i~BESTECONOMYMIXTURE-+-+-+-+----.--t
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l !
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NOTE NOTE
1--+--<---1---1~-'--+--+--+ADD .6 NAUTICAL MILE FOR RANGE MAY BE REDUCED
~ EACH DEGREE CENTIGRADE ~:...i..--4--1+-..;p.-BY UP TO 7 % IF WHEEL
i--+--+-7 I- 4000 ABOVE STANDARD TEMP- FAIRINGS ARE NOT INSTAL--H'-1---t-+1--H--t--+-+-+--i
VJ ERATURE ANO SUBTRACT 1 LED.
NAUTICAL MILE FOR EACH
-----r---+--+---1'
1
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I
15 SEALEVELL-.1..--l--'---.l.._.__.___............__..._...._,_..._.__.__,__.__.___._.......__.__._......__,__....__.__....___.__..._"--"--..._.
480 500 520 540 520 540 560 580 600 620
Example:
Cruise OAT: 16° C (11° C above standard)
Cruise power: 7 5% best power mixture
Range w/45 min. reserve @55% power: 501+(.6x11) =507.6 nautical miles
Range w/no reserve: 561 + (.6 x 11) 567.6 nautical miles.
BEST POWER MIXTURE RANGE (SERIAL NOS. 28-7816001 AND UP)

Figure 5-20

5-26 REVISED: MAY 30, 1980
PA- 28-1 61
1-----1--+---t--+--+---+--+--+-- B EST EC 0 N 0 MY M I XT U RE RAN G:E ---+---+-+--+--+--+---<
~----+-----+--+--+---+--+--+---+- (MIXTURE LEANED PER LY C 0 MING INS TR U CT I 0 NS} --+-I--+--+--+--+---+--t--1

,_______ 9 r-+- 12000 r-+-~4~8--tG_A~L_.TU_S~A_B~L_Er--F~U_E~L,~W--,..H_E~E_L~F_A~l_R~IN_G~S~l~N_S~T_A~L_L~E_D+-+--1--1N~O~R_E~S_E~R~V~E--1
1--+--+--+-+-'--+--+-_._-+--+---+-----+---i.---+--+---+- ~ 5 1M1 ~. 1R Efs EL~ -f-"1 r---'l--+---+---+--+---+--+--+---+-+----1r---+--1-1+--<v+--+-~
u I AT155% POWER 1
t---t----+---+--i~ t 1 + f T T NOTE 1
t----t---1---t-
0:
5 ~~ 1 00?0
NOTE·
j +--+-ADD.7NAUTICALMILEFOR
RANGE MAY BE REDUCED _
BY UP TO 2% IF WHEEL
__.._...__~_,
11
<t ~ t----t- EACH DEGREE CENTI GA ADE ---+-~j-+-~IJ.+-++-7---+---+
FAIRINGS ARE NOT IN ST AL- -11-+---Hf/'--+----+---l
,__,,____. ffi :'.)!--+- ABOVE ST AND ARD TEMP- --+-r--t--+--+-+--+--r---+-L-....ED_.-r-.......-........-..-,__.,,___,--++-+--+-/+-+----1
T I a..
· -~ I
,_____·__,_-+- I
~ ERATURE AND SUBTRACT
i== I--+- 1 .1 NAUTICAL MILES FOR /
1 1 I -i J_ 1 ./
,___I-+--+-1 ~ - 8 00 0 :i +---+- EACH DEGREE CENTIGRADE --tt---+--+-+-+-+-L---!lc ---t--+--t--+---+--+--++1_._-+--#--++-1+1-+-___.___-l
l 0 } 1 I w I snow STANDARD TEMP - 1 J, I
1J
1---t----+--+---; 0:
1----+-+--'---i <t
I 0: +----+-- ER AT u RE
:'.) I I l
1 1 I
I j
1
I Cl ~ ~ lj I I I l T I
1----f"---+---+--iZ w 75%r-65% 55% POWER 75%-t-65% 5~% POWER-
1---l---l--3 ~+-6000 g: J_ IJ.. 1_1 1L LI 1 I
L I I I
f
I (/)
I 1 Ii/__
1--+--1 , r--+- 2 ooo t---t--t--t---r--1-t--r--nf1--1--r--t-1--t--i~>--t----t--+--+--+-+-tv-+--Hi-l11-f-+---+f--1-+--+--+--+--+-~

1---
~ -{-- · v
1 t 1
l 1·
.l }J
.__.__.__,5..._.--._.._~sEALEVEL..__.__.__.__.__.__..__._....__._..__.__,__._--11/___._V_.___.._~~.__.__._V_._~_._-1.-_.__.__..._.
1
500 520 540 560 580 600 580 600 620 640 660 680

Example:
Cruise OAT : 16° C ( 11° C above standard)
Range w / 45 min. reserve @ 5 5% power: 540 + (. 7 x 11) = 54 7. 7 nautical miles
Range w / no reserve: 602 + (.7 x 11) =609.7 nautical miles
BEST ECONOMY MIXTURE RANGE (SERIAL NOS. 28-7716001 THROUGH 7716323)

Figure 5-21
ISSUED: JULY 11, 1977 REPORT: VB-880

PA- 8-161
t--t-t---+-__,_.......t--+--8 EST EC 0 N 0 MY M IXT U R E RANG E-+---+---+--T .....
(MIXTURE LEANED PER LYCOMING INSTRUCTIONS) I -+---+-+--1-i
-9+-+-12000
48 GAL USUABLE FUEL, WHEEL FAIRINGS INSTALLED
T J J 1 1
NO RESERVE
----+-+-+--+----1--+--+-+--+---1-----1-+--l-[-t---+---1-J-1--.1.4 5 ~IN. ~ES ER V E ---+----!--+---+---+---

AT 55% POWER 1
VfP
1-4--+--l-~u TI 1 I I I . r T I 1
i--+---+--·-5-1 ° !-10000 I 1
I I I !- I I I I j
t--+-+---~ ~I I 17 l I I I
1 I ~!
!---->--+--1- _, I
wT
Q I1 I I I " ll
11
t
~ ffi t-Jsooo E
1
1
i - - - -- - - -1 I I ! il l l
I ~1 I !- 1 ! POWER I I I POWER/ 7 II ;
...._..l_-i-_~ <. · I 75% 65% 755% l 75% 65% T{55%
t--+--+---+-1_~ ~ ii 77 I
.........._-+---+ 3 -i
~--_.._~~
1
< t--6000 en
0
~ "'.
I
I ~
~
I
NOTE
7
]_
/
I
1
7 I
71
-
NOTE
BY UP TO 7% IF WHEEL
r:bRINGS ARE NOT INST~Lz
I
-
11
RA NG E MAY BE REDUCED w---<1----t--+-l'-+-_..._--+--+--1
I
1 l
I
1
ffitJ
I
I
RtH
, ADD .7 NAUTICAL MILE FOR
7 ~~4000 t - EACH DEGREE CENTIGRADE
ABOVE STANDARD TEMPER- ~ T - /I
·
1
ATURE AND SUBTRACT 1.1}
1 1- T
11
I
1 '
NAUTICAL MILES FOR EACH I

i--<.__.._,.____-...~-1-..--DEGREE CENTIGRADE --+-+-+-+--+--l-+-4J-4-J.-1~--l-+-i--+--i--+-~I~
!
BELOW STANDARD TEMPER- V

l--'---+-....;---il---+----+---+---1- ATUR E I 1 ~ 7 I/ 1
1
11----+- 20 ~ 0 I T 7 1 7
1 1 v
~--'--1 5 ls EA LEVE L"----'j1--..1..__._.....1..-.J.-......1-..i...--<j.____._~f..J..Jlf..___._7..._.__-'--..1....-...1-..i...-W'h--'-_.u...1......__..1..-..J....1.l..i.lf_tJ....Li

7__,__..1.....I.....J...........1....-.l.........:..-...1
520 540 s6o 5ao 600 620 r
600 620 640 660 5so 700
RANGE NAUTICAL MILES
Example:
Cruise OAT: 16°C (l 1°C above standard)
Range w/45 min. reserve@ 55% power: 567 +(.7 x 11) = 574.7 nautical miles
Range w/ no reserve: 635 + (.7 x 11) = 642.7 nautical miles
BEST ECONOMY MIXTURE RANGE (SERIAL NOS. 28-7816001 AND UP)

Figure 5-22
REPORT: VB-880 ISSUED: JULY 11, 1977

PA- 1
ENDURA~JCE
I T T T T I I
I
I T T
I
I BEST ECONOMY MIXTURE PER LYCOMING INSTRUCTIONS
48 GALLONS USEABLE FUEL
12000
l I
11000
I I
I I I l I
T
II !
I I I I I I i I I T
10000
I I 45 MIN. RESERVE I I I
I ., l t I
NO RESERVE
i I
I i
AT 55% POWER
1-
u.. 9000 l i i I
I
I
\ I I I J_ _l I l I i I T I I ! I I
I
I
TI I
I
I
I
I : I lI I i I I T I
I i I
I
I l I
!
l I I I I I l
I
l I I ! II
1 l I
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~ 8000
::>
I i i
I
l ! II
I
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i
l !
I
l
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i I Cf?. (~ !-*LO I I I Cf?.
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I -tOtI"i'° I T
w T I I I I· I
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::> 5000 _,..I
(/)
(/)
J
w 4000 I l .:
a:
a.. ~
T
3000
j I I
I -~ l I
2000
I I
~ I
I l .L ll I
1000
l I
u
SEA LEVEL
I l
l ~ l 1
4 5 6 7 8 4 5 6 7 8
ENDURANCE - HOURS
(INCLUDES TIME TO CLIMB & DESCEND)
Example:
Cruise power: 75% best economy mixture
Endurance w / 45 min. reserve @ 55% power: 4.85 hrs.
Endurance w/no reserve: 5.45 hrs.
ENDURANCE
Figure 5-23

PA-2 -16
\ -t-+- v
SEA LEVEL \ ~ • W
·20 0 20 40 60 80 100 °F 0 10 20 30
.20 -10 0 10 20 30 40 °C FUEL, TIME DISTANCE TO DESCEND

OUTSIDE AIR TEMP.
Example:
Destination airport pressure altitude: 2500 ft.
Destination airport temperature: 75° F (24 ° C)
Cruise OAT: 60°F (16°C)
Time to descend (6.5 min. minus 3.5 min.): 3 min.
Distance to descend (14 miles minus 7.5 miles): 6.5 nautical miles
Fuel to descend: ( 1 gal. minus .5 gal.): .5 gal.
FUEL, TIME AND DISTANCE TO DESCEND

Figure 5-25

PIPER AIRCRAFT CORPORATION SECT10N 5
p 8-161
GLIDE PERFORMANCE
I
WEIGHT 2325 LBS. PROP WINDMILLING
i I
FLAPS 0° NO WIND
12000 73 KIAS I
)'
11000
v
LL
10000 L1
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....: I I I
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7 i T l
I
1000 v l I I
t
I
I
SEA LEVEL 0
v r
5
l
10
I
15 20
I
GLIDE RANGE - NAUTICAL MILES
Example:
Terrain pressure altitude: 2000 ft.
Glide distance (9.5 miles minus 3.8 miles): 5.7 nautical miles
GLIDE PERFORMANCE
Figure 5-27

PERFORMANCE P A-28-161, CHEROKEE WARRIOR II
PA-28-161
i ! i t IT i Ti TIT TT I TT IT I I I I JI T! 1
I I ! 1 I [lj_\~[Q)Q~~ ~rnoo~@~[r;Jj_\~~rn I
! i I i I
I 1
_ i
I
:
:
i T
!
I GROSS WEIGHT 2325 LBS., POWER OFF, FLAPS · 40° l
iZ TI y L_ 7 7 1
I PAVED LEVEL DRY 'RUNWAY, MAXIMUM BRAKING i
L1 \II \V '~7 [7 V ! 1 ! ! APPROACH SPEED 63 KIAS I
L'.l !Z ~L'_ Z :Z: :7. FULL STALL TOUCH DOWN
z z1L' 111\Z z /1r?¢'.:LLl7 3-
1
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t : 1 : 1 , ! 1 i l 1 l i 1 l : 1 : 1 , 1 1 1 !
L I i I 15 KTS HEADWIND i i
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I
100
I
°F 400 600 800 1000 1400
I I I I
I I I I I I I
-20 0 20 40 °C LANDING DISTANCE - FEET
OUTSIDE AIR TEMP.
Example:
Destination airport pressure altitude: 2500 ft.
Destination airport temperature: 75 ° F
Destination ~rport wind: 0 KTS
Ground roll: 660 ft.
LANDING PERFORMANCE
Figure 5-29

5-32
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General . . . . . . . . . . . . . . . . . . 6-1

6.3 Airplane Weighing Procedure . . . . . 6-3
6.5 Weight and Balance Data and Record 6-6
6.7 Weight and Balance Determination for Flight .. 6-11
REPORT: VB-880
6-i
PA-28-161, CHEROKEE WARRIOR II WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
In order to achieve the performance and flying characteristics which are designed into the airplane, it
must be flown with the weight and center of gravity (C.G.) position within the approved operating range
(envelope). Although the airplane offers flexibility of loading, it cannot be flown with the maximum number
of adult passengers, full fuel tanks and maximum baggage. With the flexibility comes responsibility. The pilot
must insure that the airplane is loaded within the loading envelope before he makes a takeoff.
Misloading carries consequences· for any aircraft. An overloaded airplane will not take off, climb or
cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will
have.
Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward in any
airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft, the airplane may
rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more difficult as the center of
gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the airplane is delivered, it is
weighed, and a basic empty weight and C.G. location is computed (basic empty weight consists of the standard.
empty weight of the airplane plus the optional equipment). Using the basic empty weight and C.G. location,
the pilot can easily determine the weight and C.G. position for the loaded airplane by computing the total
weight and moment and then determining whether they are within the approved envelope.
The basic empty weight and C.G. location are recorded in the Weight and Balance Data Form (Figure
6-5) and the Weight and Balance Record (Figure 6-7). The current values should always be used. Whenever
new equipment is added or any modification work is done, the mechanic responsible for the work is required to
compute a new basic empty weight and C.G. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much fuel or baggage can be boarded
~o as to keep within allowable limits. Check calculations prior to adding fuel to insure against improper
loading.
The following pages are forms used in weighing an airplane in production and in computing basic empty
weight, C.G. position, and useful load. Note that the useful load includes usable. fuel, baggage, cargo and
passengers. Foil owing this is the method for computing takeoff weight and C. G.

REVISEn:·JULY 3, 1979 6-1
WEIGHT AND BALANCE PA-2&-161, CHEROKEE WARRIORU

6-2
6.3 AIRPLANE WEIGHING PROCEDURE
At the time of delivery, Piper Aircraft Corporation provides each airplane with the basic empty weight
and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect the basic empty weight and
center of gravity. The following is a weighing procedure to detennine this basic empty weight and center of
gravity location:
(a) Preparation
( 1) Be certain that all items checked in the airplane equipment list are installed in the proper
location in the airplane.
Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the
airplane be fore weighing.
(3) . Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine
on each tank until all undraina ble fuel is used and engine stops. Then add the unusable fuel
( 2.0 gallons total, 1.0 gallons each wing).
CAUTION
Whenever the fuel system is completely drained and fuel is re-

plenished, it will be necessary to run the engine for a minimum of
three minutes at IOOO RPM on each tank to insure no air exists in
the fuel supply lines.
( 4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in the
fully retracted position and all control surfaces in the neutral position. Tow bar should be in
the proper location and all en trance and baggage doors closed.
( 6) Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully extended position.
( 2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to center bubble on level.

WEIGHT AND BALANCE PA-28-161, CHEROKEE WARR~OR II
(c) Weighing - Airplane Basic Empty Weight
( 1) With the airplane level and brakes released, record the weight shown on each scale. Deduct
the tare, if any, from each reading.
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)

I
I
Left Main Wheel (L)
I
Basic Empty Weight, as Weighed (T) . - -
WEIGHING FORM
Figure 6-1
(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-28-161 airplane when it is level. Refer to Leveling
paragraph 6.3 (b ) .
..____c. G. Arm--
Level Points
(Fuselage)
.__,_ _ 7 8 .4 -..-.i
J fN
-A~1 of the wing leading edge at the
intersection of the straight and
A = 30.9 tapered section.
B = 109.7
LEVELING DIAGRAM
Figure 6-3

PA-2S-161, CHEROKEE WARRIOR Il WEIGHT AND BALANCE
(2) The basic empty weight center of gravity (as weighed including optional equipment, full oil
and unusable fuel) can be determined by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches

T
Where: T = N+R+L

6-5
WEIGHT AND BALANCE PA-28-161, CHEROKEE WARRIORil
6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the
airplane as delivered from the factory. These figures apply only to the specific airplane serial number and
registration number shown.
The basic empty weight of the airplane as delivered from the factory has been entered in the Weight
and Balance Record (Figure 6- 7). This form is provided to present the current status of the airplane basic
empty weight and a complete history of previous modifications. Any change to the permanently installed
equipment or modification which affects weight or moment must be entered in the Weight and Balance
Record.

6-6
MODEL PA-28-161 CHEROKEE WARRIOR II
Airplane Serial Number _ _ _ _ _ _ _ __
Registration Number - - - - - - - - - -
Date -----------------=-
AIRPLANE BASIC EMPTY WEIGHT
C.G. Ann
Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs)
Standard Empty Weight* Actual
Computed
Optional Equipment
Basic Empty Weight
*The standard empty weight includes full oil capacity and 2.0 gallons of unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Basic Empty Weight) = Useful Load

Nonnal Category: (2325 lbs) - ( lbs) = lbs.
Utility Category: (2020 lbs) - ( lbs) = lbs.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE AIRPLANE AS LICENSED
AT THE FACTORY. REFER TO APPROPRIATE AIRCRAFf RECORD WHEN ALTERATIONS HAVE BEEN
I
MADE.
WEIGHT AND BALANCE DATA FORM

Figure 6-5
ISSUED: DECEMBER 16, 1976 REPORT:VB-880

WEIGIIT AND BALANCE PA-28-161, CHEROKEE WARRIOR Il

6-8
~Vi '"t:1~
;S en
en~
tT1 t::'
PA-28-161 Serial Number
- -
Registration Number Page Number
~~
~~
t::' ..
: . t::' Weight Change Running Basic
~tr'.1 Item No.
Empty Weight
~§
Removed(-)
~~
Added (+)
Date Description of Article or Modification
w to In Out
Wt. Arm Moment Wt. Arm Moment Wt. Moment
0tT1
~~ /l 00 (Lb.) On.) fl 00 (Lb.) /l 00
(Lb.) (In.) 0 (j
\O~
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00 .. As Delivered
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to
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o~ PA-28-161 Seri~! Number Registration Number Page Number sg
~ ~~
Weight Change Running Basic
;3I
I tern No.
Added(+) Removed (-) Empty Weight ~~
00
00
Date Description of Article or Modification
0
t::d
Wt. Arm Moment Wt. Arm Moment Wt. Moment
~
Jn Out
(Lb.) On.) /100 (Lb.) On.) /100 (Lb.) /100
As Deli vercd g
~
~
....,
~
~ t:1
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'° °"'°
......J ......J
00
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~z
. 6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the
airplane.
(c) Add the moment of all items to be loaded to the basic empty weight moment.
(d) Divide the total moment by the total weight to determine the C.G. location.
(e) By using the figures of item (a) and item (d) (above), locate a point on the C.G. range and weight
graph (Figure 6-15). If the point falls within the C.G. envelope, the loading meets the weight and
balance requirements.
Ann Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 340.0 80.5 27370
Passengers (Rear Seats)* 340.0 118. l 40154

I
Fuel ( 48 Gallon Maximum) 95.0
Baggage* (200 Lbs. Maximum) 142.8
Total Loaded Airplane
The center of gravity (C.G.) of this sample loading problem is at inches aft of the datum line.
Locate this point ( ) on the C.G. range and weight graph. Since this point falls within the weight -
C.G. envelope, this loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE THAT THE
AIRPLANE IS LOADED PROPERLY.
*Utility Category Operation - No baggage or aft passengers allowed.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9

WEIGHT AND BALANCE PA-28-161~ CHEROKEE WARRIOR II
Arm Aft
Weight
(Lbs)
Datum
(Inches)
1 Moment
(In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 80.5
Passenger (Rear Seats)* 118. l
i Fuel ( 48 Gallon Maximum) 95.0 I

I I
I I
Baggage* (200 Lbs. Maximum) 142.8 I
I I
Total Loaded Airplane
Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the
pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight
and Balance Data Form (Figure 6-5). If the airplane has been altered~ refer to the Weight and Balance
Record for this informc. ti on.
*Utility Category Operation - No baggage or aft passengers allowed.
WEIGHT AND BALANCE LOADING FOR.il\1

Figure 6-11

450
400
350
300
250 ZY ~
200
150 VYLY
100
50
o~
0 5 10 15 20 25 30 35 40 45 50
MOMENT/1000 (POUNDS INCHES)
LOADING GRAPH
Figure 6-13

6-13
WEIGHT AND BALANCE PA-28-161, CHEROKEE WARRIOR Il
WEIGHT
vs
C.G. ENVELOPE
87 88 89 90 91 92 93
2325 MAX. GROSS WT. - - - - - - - - - - - - - - - - -
NORMAL CATEGORY --2300
~-1900-
-l
1-
-------+----+-----+-----t----r---t---t---t---;---~5-1 soo
w
s
\--~r----+---+--+---+-~-,-+---+---+---l--~----~~-1700
<:(
-l
Cl.
----~-1600
__8_5__
~-------8-3--84 8_6__
87__8_8~8-9__
9_0__
91__9_2__9 · 3 - - - - - - - - - 1200
C.G. LOCATION (INCHES AFT DATUM)
C. G. RANGE AND WEIGHT

Figure 6-15

6-14 REVISED: MAY 30, 1980
6.8 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE PLOTTER.

This plotter is provided to enable the pilot quickly and conveniently to:
(a) Detem1ine the total weight and C.G. position.
(b) Decide how to change his load if his first loading is not within the allowable envelope.
Heat can warp or ruin the plotter if it is left in the sunlight. Replacement plotters may be purchased from Piper
dealers and distributors.
When the airplane is delivered, the basic weight and basic C.G. will be recorded on the computer. These
should be changed any time the basic weight or C.G. location is changed.
The plotter enables the user to add weights and corresponding moments graphically. The effect of adding or
disposing of useful load can easily be seen. The plotter does not cover the situation where cargo is loaded in
locations other than on the seats or in the baggage compartments.
Brief instructions are given on the plotter itself. To use it, first plot a point on the grid to locate the basic
weight and C.G. location. This can be put on more or less pennanently because it will not change until the
airplane is modified. Next, position the zero weight end of any one of the loading slots over this point. Using a
pencil, draw a line along the slot to the weight which will be carried in that location. Then position the zero
weight end of the next slot over the end of this line and draw another line representing the weight which will be
located in this second position. When all the loads have been drawn in this manner, the final end of the segmented
line locates the total load and the C. G. position of the airplane for takeoff. If this point is not within the allowable
envelope it will be necessary to remove fuel, baggage or passengers and/or to rearrange baggage and passengers
to get the final point to fall within the envelope.
Fuel burn-off does not significantly affect the center of gravity.

WEIGHT AND BALANCE PA-28-161, CHEROKEE WARRIOR II
WEIGHT
vs
C.G. ENVELOPE
87 88 89 90 91 92 93
2325 MAX. GROSS W T . - - - - - - - - - - - - - - - - - -
NORMAL CATEGORY --2300
\.-~+-~-+---+---+-~+----:,...CX.+-~-4-~---4----+--1 ~-~~-1900
cc
...J
l-
\---+---+---+-,.-c;__-+----+---+---+----1----+---Jr~--~a-1800
UJ
s
~-1700
<l'.
...J
c..
----~-1600
l---------8-~3__ 8_5_8_6__8~7--8~8--8_9__
8_4__ 90--9~1--9_2__
9~3--------- 1200
C.G. LOCATION (INCHES AFT DATUM)
SAMPLE PROBLEM

6-16 REVISED: MAY 30, 1980
SAMPLE PROBLEM
A sample problem will demonstrate the use of the weight and balance plotter.
Assume a basic weight and C.G. location of 1300 pounds at 85.00 inches respectively. We wish to carry a
pilot and 3 passengers. Two men weighing 180 and 200 pounds will occupy the front seats, and two children
weighting 80 and 100 pounds will ride in the rear. Two suitcases weighing 25 pounds and 20 pounds
respectively, will be carried in the rear compartment. We wish to carry 48 gallons of fuel. Will we be within the
safe envelope?
(a) Place a dot on the plotter grid at 1300 pounds and 85.00 inches to represent the basic airplane. (See
illustration.)
(b) Slide the slotted plastic into position so that the dot is under the slot for the forward seats, at zero
weight.
(c) Draw a line up the slot to the 380 pound position (180 + 200) and put a dot.
(d) Continue moving the plastic and plotting points to account for weight in the rear seats (80 + 100),
baggage compartment (45), and fuel tanks (288).
(e) As can be seen from the illustration, the final dot shows the total weight to be 2193 pounds with the
C.G. at 89.44. This is well within the envelope.
As fuel is burned off, the weight and C.G. will follow down the fuel line and stay within the envelope for
landing.
ISSl'EO: MAY 30, 1980 REPORT: VB-880

6-16a
WEIGHT AND BALANCE PA-28-161, CHEROKEE WARRIOR II
REPORT: VB-880 ISSUED: MAY 30, 1980

t 6-16b
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
7. l The Airplane 7-1

"I . .),.., Airframe . . . . . . . 7-1
7.5 Engine and Propeller 7-3
7.7 Landing Gear . 7-5
7.9 Flight Controls . 7-7
7 .11 Engine Controls . 7-8
7 .13 Fuel System . . . 7-10
7.15 Electrical System 7-12
7.17 Vacuum System . 7-15
7.19 Instrument Panel 7-16
7.21 Pitot-Static System .. 7-18
7.23 Heating and Ventilating System 7-21
7.25 Cabin Features . 7-21
7.27 Baggage Area . . . . . 7-22
Stall Warning . . . . . 7-22
7.31 Finish . . . . . . . . . 7-22
7.33 Piper External Power . 7-23
7.35 Emergency Locator Transmitter 7-23
7.37 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
7.39 Carburetor Ice Dectection System .................................................. . 7-26
REPORT: VB-880
7-i
PA-28-161, CHEROKEE WARRIORU DESCRIPTION AND OPERATION
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The Cherokee Warrior II is a single-engine, fixed gear monoplane of all metal construction with low
semi-tapered wings. It has four place seating and a two hundred pound baggage capacity.
7 .3 AIRFRAiviE
The primary structure, with the exception of the steel tube engine mount, steel landing gear struts and
isolated areas, is of aluminum alloy construction. Fiberglass and thermoplastic are used extensively in the
extremities - the wing tips, the engine cowling, etc. - and in nonstructural components throughout the
airplane.
The fuselage is a conventional semi-monocoque structure. On the right side of the a.lrplane is a cabin
door for entrance and exit and a baggage door to provide loading into the 24 cubic foot compartment.
The wing is a conventional semi-tapered design incorporating a laminar flow: NACA 65 2 415, airfoil
section. The cantilever wings are attached to each side of the fuselage by insertion of the butt ends of the
main spars in to a spar box carry-through which is an integral part of the fuselage structure. The spar box
carry-through structure, located under the rear seat, provides in effect a continuous main spar with splices
at each side of the fuselage. There are also fore and aft attachments at the rear and at an auxiliary front
spar.

7-1
DESCRIPTION AND OPERATION ·PA-28-161, CHEROKEE WARRIOR Il

7-2
PIPER AIRCRAFT CORPORATION SECTION?
PA-28-161, CHEROKEE WARRIOR Il DESCRIPTION AND OPERATION
7.5 ENGINE AND PROPELLER

The PA-28- 161 is powered by a four cylinder, direct drive, horizontally opposed engine rated at 160 HP at
2700 RPM. It is equipped with a starter, a 60 amp 14 volt alternator, a shielded ignition, two magnetos, vacuum
pump drive, a fuel pump, a wetted polyurethane foam induction air filter.
·The engine compartment is accessible for inspection through top-hinged side panels on either side of the
engine cowlings. The engine cowlings are cantilever structures attached at the fire wall. The engine mounts are
constructed of steel tubing, and dynafocal mounts are provided to reduce vibration.
The exhaust system is constructed of stainless steel and incorporates dual mufflers with heater shrouds to
supply heated air for the cabin, the defroster system and the carburetor deicing system.
An oil cooler is located on the left rear of the engine mounted to the engine baffling. Engine cooling air,
which is picked up in the nose section of the engine cowling and carried through the baffling, is utilized on the left
side for the oil cooler. A winterization plate is provided to restrict air during winter operation (refer to paragraph
8.29).
Engine air enters on either side of the propeller through openings in a nose cowling and is carried through
the engine baffling around the engine and oil cooler. Air for the muffler shroud is also picked up from the nose
cowling and carried through a duct to the shroud. Carburetor induction air enters a chin scoop on the lower right
cowling and is passed through a wetted polyurethane filter to the carburetor air box. Heated air enters. the
carburetor air oox through a hose connected to the heater shroud.
A fixed pitch propeller is installed as standard equipment. The propeller has a 74 inch diameter with a 58 or I
60 inch pitch. The pitch is determined at 75% of the diameter. The propeller is made of an aluminum alloy
construction .
The pilot should read and follow the procedures recommended in the Lycoming Operator's Manual for this
engine in order to obtain maximum engine efficiency and time between engine overhauls.

REVISED: SEPTEMBER 13, 1990 7-3
SECTION? PIPER AIRCRAFT CORPORATION
DESCRIPTION AND OPERATION PA-28-161, CHEROKEE WARRIOR II
MAIN WHEEL ASSEMBLY

Figure 7-1
REPORT: VB-880 ISSUED:DECEMBER 161976

7-4
PA-28-161, CHEROKEE WARRIOR II DESCRIPTION AND OPERATION
7.7 LANDING GEAR
The fixed gear PA-28-161 is equipped with a Cleveland 5 .00 x 5 wheel on the nose gear and a
Cleveland 6.00 x 6 wheel on each main gear (Figure 7-1 ). Oeveland single disc hydraulic brake assemblies
are provided on the main gear. The nose gear has a 5 .00 x 5 four ply tire, while the main wheel assemblies
have 6.00 x 6 four ply tires. At gross weight, the main gear tires require a pressure of 24 psi, and the nose
gear tire requires a pressure of 30 psi.
The nose gear is steerable through a 30 degree arc each side of center by the use of the rudder pedals
and toe brakes. A spring device is incorporated for rudder centering and to provide rudder trim. A bungee
assembly on the nose gear steering mechanism reduces ground steering effort and dampens shocks and
bumps during taxiing. The steering mechanism also incorporates a shjmmy dampener.
The three struts are of the air-oil type with the normal static load extension being 3.25 inches for the
nose gear and 4.50 inches for the main gear.
The brakes are actuated by toe brake pedals which are attached to the rudder pedals or by a hand lever
and master cylinder located below and behind the center of the instrument sub panel. Hydraulic cylinders
are located above each pedal and adjacent to the hand brake lever. The brake fluid reservoir is installed on
the top left front face of the fire wall. The parking brake is incorporated in the master cylinder and is
actuated by pulling back on the brake lever and depressing the knob attached to the left side of the handle.
To release the parking brake, pull back on the brake lever to disengage the catch mechanism and allow the
handle to swing forward (refer to Figure 7-5). ·

7-5
DESCRIPTION AND OPERATION PA-28-161, CHEROKEE WARRIOR Il

7-6
PA-28-16L, CHEROKEE WARRIOR II DESCR.IPJION AND OPERATION
(/)
'-,"'~,
'"-~©
....
.. .
-~ -
""- . ."-..·
"-<-
'·~ @
"~~
FLIGHT CONTROL CONSOLE

Figure 7-3
7.9 FLIGHT CONTROLS
Dual flight controls are provided as standard equipment. The flight controls actuate the control
surfaces through a cable system.
The horizontal surface (stabilator) is of the flying tail design with a trim tab mounted on the trailing
edge. This tab serves the dual function of providing trim control and pitch control forces. The trim tab is
actuated by a trim control wheel located on the control console between the front seats (Figure 7-3 ).
Forward rotation of the wheel gives nose down trim and aft rotation gives nose up trim.
The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring
loaded recentering device. The trim control is located on the right side of the pedestal below the throttle
quad.rant (refer to Figure 7-5). Turning the trim control clockwise gives nose right trim and
counterclockwise rotation gives nose left trim.

7-7
SECTION 7 --· .PIPER AIRCRAFT CORPORATION
Manually con trolled flaps are provided on the PA-4~-161. The flaps are balanced and spring loaded to
return to the retracted (up) position. A control handle, which is located between the two front seats on the
control console (Figure 7-3), extends the flaps by the use of a control cable. To extend the flaps, the handle
is pulled up to the desired flap setting of 10, 25 or 40 degrees. To retract, depress the button on the end of
the handle and lower the control. When extending or retracting flaps, there is a pitch change in the airplane.
This pitch change can be corrected either by stabilator trim or increased control wheel force. When the
flaps are in the retracted (up) position the right flap, provided with an over-center lock mechanism, acts as a
step.
NOTE
The right flap will support a load only in the fully retracted (up)
position. When the flap is to be used as a step, make sure the flaps
are in the retracted (up) position.
7.11 ENGINE CONTROLS
Engine controls consist of a throttle control and a mixture control lever. These controls are located on
the control quadrant on the lower center of the instrument panel (Figure 7-5) where they are accessible to
both the pilot and the copilot. The controls utilize teflon-lined control cables to reduce friction and
binding.
The throttle lever is used to adjust engine RPM. The mixture control lever is used to adjust the air to
fuel ratio. The engine is shut down by the placing of the mixture lever in the full lean position.For information
\ on the leaning procedure~ see the Avco-Lycoming Operator's Manual.
The friction adjustment lever on the right of the control quadrant may be adjusted to increase or
decrease the friction holding the throttle and mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located to the right of the control quadrant on the instrument panel.
The control is placarded with two positions: "ON" (down), '"OFF" (up).
REPORT: VB-880 ISSUED: DECBviBER16, 1976

7-8 REVISED: JUNE 29, 1981
PA-28-161~
CHEROKEE WARRIOR Il DESCRIPTION AND OPERATION
CONTROL QUADRANT AND CONSOLE

Figure 7-5
ISSUED: DECEMBER16, 1976 ·. REPORT:VB-880

7-9
SECTION 7 _PIPER AIRCRAFT CORPORATION
DESCRIPTION AND OPERATION PA-28-161, CHEROKEE .WARRIOifU
-·· .... -
i
--
I ------~--·----
__.. . . ._. . . : ... . ---;.,..- _.. . . . . . .--_....:.....-> -;. . ·..--
FUEL SELECTOR
Figure 7-7
7.13 FUEL SYSTEM
Fuel is stored in t '-VO twenty-five gallon (24 gallons usable) fuel tanks, giving the airplane a total capacity
ot titty U.S. gallons (48 _g allons usable). Each tank is equipped with a filler neck indicator tab to aid in deter-
mining fuel re.maining when the tanks are not full. Usable capacity to the bottom of the indicator tab is 17
gallons. The tanks are secured to the leading edge of each wing with screws and nut plates. This allows removal
for service or inspection.
The fuel tank selector control (Figure 7-7) is located on the left side panel forward of the pilot's seat.
The button on the selector cover must be depressed and held while the handle is moved to the OFF
position. The button releases automatically when the handle is moved back to the ON position .
An auxiliary electric fuel pump is provided in case of the failure of the engine driven pump. The
electric pump should be ON for all takeoffs and landings and when switching tanks. The fuel pump switch
is located in the switch panel above the throttle quadrant.
The fuel drains should be opened daily prior to first flight to check for water or sediment. Each tank
has cm individual drain at the bottom, inboard rear corner.
A fuel strainer, located on the lower left front of the fire wall, has a drain which is accessible from
outside the nose section. The strainer should also be drained before the first flight of the day. Refer to
paragraph 8.21 for the complete fuel draining procedure.
Optional locking fuel caps are a vailable for all fillers. A single key will fit fuel caps, cabin door and
baggage door compartments.

PA-28-161, CHEROKEE WARRIOR Il DESCRIPTION AND OPERATION
CARBURETOR
u--i
THROTTLE
MIXTURE
FUEL PRESSURE GAUGE
ENGINE FUEL PUMP

PRIMER
ELECTRIC FUEL PUMP FUEL STRAINER
LEFT MAIN TANK FUEL TANK SELECTOR VALVE ~IGHT MAIN TANK
FUEL QUANTITY GAUGES
FUEL SYSTEM SCHEMATIC

Figure 7-9

7-11
Fuel quantity and fuel pressure gauges are mounted in a gauge cluster located on the left side of the
instrument panel to the right of the control wheel (refer to Figure 7- I 5).
An optional engine priming system is available to facilitate starting. The primer pump is located to the·
immediate left of the throttle quadrant (refer to Figure 7-5).
7.15 ELECTRICAL SYSTEM
The electrical system includes a 14-volt, 60 amp alternator, a 12-volt battery. a voltage regulator, an over-
voltage relay and a master switch relay (Figure 7- l l ). The battery is mounted in a thermoplastic box
immediately aft of the main spar on the right side of the fuselage below the rear passenger seat. The regulator
and overvoltage relay are located on the forward left side of the fuselage behind the instrument panel.
Electrical switches are located on the right center instrument panel (refer to 7-15) and the circuit
breakers are located on the lower instrument panel {refer to Figure 7-13). A rheostat switch on the left
side of the switch panel controls the navigational lights and the radio lights. The similar switch on the right side
controls and dims the panel lights.
Standard electrical accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter,
fuel gauge, ammeter, and annunciator panel.
The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro
system is. installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel
lights are provided only as a warning to the pilot that a system may not be operating properly, and that he
should check and monitor the applicable system gauge to determine when or if any necessary action is
required.
Optional electrical accessories include navigation lights. anti-collision light. landing light. instrument
lighting. and cabin dome light. Circuits will handle the addition of communications and navigational equip-
ment.
An optional light, mounted in the overhead panel, provides instrument and cockpit lighting for night
flying. The light is controlled by a rheostat switch located adjacent to the light. A map light window in the lens
is actuated by an adjacent switch.
WARNING
Anti-collision lights should not be operating when flying through

cloud. fog or since the reflected light can produce spatial dis-
orientation. Strobe lights should not be used in close proximity to
the ground such as during taxiing, takeoff or landing.
NOTE
On airplanes with interlocked BAT and ALT switches. the ALT

switch is mechanically interlocked with the BAT switch. When ALT
switch is turned ON, the BAT switch will also be turned ON. On
airplanes with separate BAT and ALT switch operation, the
switches may be positioned independently as desired.

7-12 REVISED: JUNE 29, 1981
Unlike previous generator systems, the ammeter as installed does not show battery discharge; rather, it
indicates the electrical load on the alternator in amperes. With all the electrical equipment off and the master
switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the
ammeter will indicate the total ampere draw of all the units including the battery. For example, the average
continuous load for night flight with radios on is about 30 amperes. This 30 ampere value plus approximately 2
amperes for a fully charged battery will appear continuously under these flight conditions. The amount of
current shown on the ammeter will tell immediately if the alternator system is operating normally, as the
amount of current shown should equal the total amperage drawn by the electrical equipment which is oper-
ating.
For abnormal and/ or emergency operation and procedures, see Section 3.

DESCRIPTION AND OPERATION PA-28-161, CHEROKEE WARRIOR Il
STARTER S ACCESSORIES ALTERNATOR FIELD
SA
(INLINE) STARTER
SOLENOID
mJ
STARTER
SWITCH
~
T $TARTE
I
~.
(\
RV
WARN
l
LIGHT. LAMP TEST
,--
EXTERNAL
POWER
SOLENOID
EXTERNAL
POWER
RECEPTACLE
_r\~~R;ATO~
I_ _ _ OPTIONAL ,
~---
SOURCE-POWER
RELAY ENERGIZING CIRCUIT
AMMETER
SEPARATE
BATTERY a
ALTERNATOR
SWITCHES
RADIO INTERFERENCE
CAPACITOR
ALTERNATOR AND STARTER SCHEMATIC

Figure 7-11

CIRCUIT BREAKER PANEL

Figure 7-13
7.17 VACUUM SYSTEM*
The vacuum system is designed to operate the air driven gyro instruments. This includes the
directional and attitude gyros _when installed. The system consists of an engine driven vacuum pump, a
vacuum regulator, a filter and the necessary plumbing.
The vacuum pump is a dry type pump. A shear drive protects the pump from damage. If the drive
shears, the gyros will become inoperative.
A vacuum gauge, mounted on the far right instrument panel provides a pilot check for the system
during operation. A decrease in pressure in a system that remained constant over an extended period may
indicate a dirty filter, dirty screens, possibly a sticky vacuum regulator or leak in the system (a low vacuum
indicator light is provided in the annunciator panel). Zero pressure would indicate a sheared pump drive.
defective pump, possibly a defective gauge or collapsed line. In the event of any gauge variation from the
norm, the pilot should have a mechanic check the system to prevent possible damage to the system
components or eventual failure of the system.
A vacuum regulator is provided in the system to protect the gyros. The valve is set so the nonnal
vacuum reads 5.0 ± .1 inches. of mercury, a setting which provides sufficient vacuum to operate all the gyros
at their rated RPM. Higher settings will damage the gyros and with a low setting the gyros will be unreliable.
The regulator is located behind the instrnment panel. Vacuum pressure, even though set correctly, can read
lower at very high altitude (above 12,000 ft), and at low engine RPM (usually on approach or during
training maneuvers. This is nonnal and should not be considered a malfunction.
*Optional equipment
ISSUED: DECEMBER 16, 1976 REPORT: .VB-880

7-15
7.19 INSTRUMENT PANEL
The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment
for VFR and IFR flights.
The radios and the circuit breakers are located on the upper and lower right panel respectively, and have
circuits provided for the addition of .optional radio equipment. An optional radio master switch is located
near the top of the instrument panel between the radio stacks. It controls the power to all radios through the
aircraft master switch. An emergency bus switch is also provided to provide auxiliary power to the avionics bus
in event of a radio master switch circuit failure. The emergency bus switch is located behind the lower right shin
guard left of the circuit breaker panel. An engine cluster is located to the right of the pilot control wheel and
includes a fuel pressure gauge, a right and left main fuel quantity gauge, an oil temperature gauge and an oil
pressure gauge.
Standard instruments include a compass, an airspeed indicator, a tachometer, an altimeter, an
ammeter, an engine cluster, and an annunciator panel. The compass is mounted on the windshield bow in
clear view of the pilot. The annunciator panel is mounted in the upper instrument panel to warn the pilot
of a possible malfunction in the alternator, oil pressure, or vacuum systems.
Instrument options available for the panel includes a suction gauge, vertical speed indicator, attitude
gyro, directional gyro, clock. tm-speed indicator and a turn and slip indicator or turn coordinator. The
attitude gyro and directional gyro are vacuum operated through the use of a vacuum pump installed on the
engine, while the turn and slip indicator is electrically operated. The vacuum suction gauge is on the far
right of the in strum en t panel. -
REPORT: VB-880 ISSUED: DECEM:BER 16, 1976

13 14 15 16 17 18 19 20
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24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
1. CLOCK 15. ADF RECEIVER 29. TACHOMETER

2. TURN INDICATOR 16 . DME RECEIVER 30 . FUEL GAUGES
3. AIRSPEED INDICATOR 17 . ENGINE HOUR METER 31 . PRIMER
4. DIRECTIONAL GYRO 18. SUCTION GAU GE 32. THROTILE QUADRANT
5. ATTITUDE GYRO 19 . HEAT & DEFROST CONTROL 33 . FRICTION LOCK
6. VERTICAL SPEED INDICATOR 20. CIGAR LIGHTER '! 34 . CARBURETOR HEAT CONTROL
7. ALTIMETER 21 . MIKE JACK i 35 . EMERGENCY BUS SWITCH
8. ANNUNCIATOR PAN EL 22. PHONE JACK 36. EGT INDICATOR
9. MAGNETIC COMPASS 23. AUTOPILOT . 37 . INSTRUMENT PANEL LIGHTS
10. OMNI & GLIDE SLOPE INDICATORS 24 . ENGINE INSTRUMENT CLUSTER 38. RADIO MASTER SWITCH
11. TRANSPONDER 25. OMNI COUPLER ' 39. CIRCUIT BREAKER PANEL
12 . MARKER BEACON 26 . NAV SWITCH . 40. CLIMATE CONTROL
-..)
;3
I
13. AUDIO SELECTOR PANEL 27 . MAGNETO & STARTER SWITCH
I QO 14 . VHF TRANSCEIVERS 28 . PITCH CONTROL
~oo
-..lO
7.21 PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for the airspeed indicator, altimeter, and the
optional vertical speed indicator (Figure 7-17).
Pitot and static pressure are picked up by a pitot head installed on the bottom of the left wing and
carried through pitot and static lines within the wing and fuselage to the gauges on the instrument panel.
An alternate static source is available as optional equipment. The control valve is located below the
left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed
indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin
vents must be closed and the cabin heater and defroster must be on during alternate static source operation.
The altimeter error is less than 50 feet unless otherwise placarded.
Both the pitot and static lines can be. drained through separate drain valves located on the left lower
side of the fuselage interior.
A heated pitot head, which alleviates problems with icing and heavy rain, is available as optional
equipment. The switch for the heated pitot head is located on the electrical switch panel to the left of the
right control wheel.
To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed
over the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the
instruments.
NOTE
During the preflight, check to make sure the pitot cover is

removed.

7-18 REVlSED: JUNE 30, 1978
PA-28.,.161, CHEROKEE WARRIOR II DESCRIPTION AND OPERATION
l . AL Tl METER
2. AIRSPEED INDICATOR
3. PITOT HEAT SWITCH
4. VERT: CAL SPEED INDICATOR
5. PITOTHEAD
6. DRAINVALVES
PITOT-STATIC SYSTEM
Figure 7-17
. ISSUED: DECEMBER 16, 1976 REPORT: VB-880

7-19
SECTION 7 PIPER AIRCRAFT ,CORPORATION
DESCRIPTION AND OPERATION PA-28-161," CHEROKEE WARRIOR iI
1. FR ESH AIR INLET

2. DRAIN TUBE (EARLIER MODELS}
3. FRESH AIR BLOWER
4. BULKHEAD ASSEMBLY
5. FRESH AIR DUCT
6. CABIN EXHAUST OUTLET
7. DEFROSTER OUTLET
8. BLOWER SWITCH PANEL
9. DEFROSTER CONTROL
10 . HEATER CONTROL
11 . CABl.N HEAT DIVERSION CONTROL
12. FRESH AIR CONTROL
13. FRESH AIR INLET (EARLIER MODELS }
14 . FR ESH AIR INLET (LATER MODELS )
/
(
/
/"'
••
• ,,,._
/
.
...
/
--
/
/
/
/
~~ --._
·~..._____
FORWARO FACING LOUVERS
ON SIDE OF FUSELAGE
/
~
[) CABIN HEAT
t FRESH AIR
HEATING AND VENTILATING SYSTEM

Figure 7-19

7.23 HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system is provided by a shroud attached to the muffler
(Figure 7-19). The amount of heat can be regulated with the controls located on the far right.side of the
instrument panel.
The airflow between front and rear seats can be regulated by the heat diversion controls located on
either side of the console atop the heat ducts.
CAlITION
When cabin heat is operated, heat duct surface becomes hot. This
could result in burns if arms or legs are placed too close to heat
duct outlets or surface.
Fresh air inlets are located in the leading edges of the wings near the fuselage. At each front seat
location there is an adjustable fresh air outlet on the side of the cabin near the floor. Rear seat vents are
optional. Cabin air is exhausted through an outlet located below the rear seat.
An optional overhead ventilating system with outlets over each seat is also available. An additional
option to aid in fresh air circulation on models without air cori&tioning is a cabin air blower to force air
through the overhead vent system. This blower is operated by a fm switch with four positions - "OFF,"
"LOW," "MED," and "HIGH." The switch is located on the right side of the instrument panel with the
heater and defroster controls.
7.25 CABIN FEATURES
For ease of entry and exit and for pilot-passenger comfort, the front seats are adjustable fore and aft.
The right front seat tilts forward to allow easy entry to the rear seats. The cabin interior includes a pilot
storm window, ash trays and. armrests on each front seat, two map pockets and pockets on the backs of the
front seats.
The front seats can be equipped with optional headrests and optional vertical adjustment.
Seat belts are standard equipment for both front and rear seats. A single strap adjustable shoulder
harness located above the side window, protects each front seat occupant. Optional shoulder straps for the rear
seat occupants are available. The shoulder strap is routed over the shoulder adjacent to the window and
attached to the lap belt in the general area of the occupant's inboard hip. Adjust this fixed strap so that all
controls are accessible while maintaining adequate restraint for the occupant. Shoulder harness with inertial
reels are available for all four seats.
A check of the inertia reel mechanism is made by pulling sharply on the strap. The reel should lock in
place under this test and prevent the strap from extending. For normal body movements, the strap will
extend or retract as required.

7.27 BAGGAGE AREA

A 24 cubic foot baggage area, located behind the rear seat, is accessible from the cabin or loaded
through a large 20 x 22 inch outside baggage door on the right side of the fuselage. Maximum capacity is
200 pounds. Tie-down straps are available and they should be used at all times.
NOTE
It is the pilot's responsibility to be sure when the baggage is loaded
that the aircraft C.G. falls within the allowable C.G. range. (See
Weight and Balance Section.)
7.29 STALL WARNING

An approaching stall is indicated by an audible alarm located behind the instrument panel. The
indicator activates at between five and ten knots above stall speed.
7.31 FINISH
All exterior surfaces are primed with etching primer and finished with acrylic lacquer. To keep the
finish attractive, economy size spray cans of touch-up paint are available from Piper Dealers.
An optional polyurethane finish is available.
REPORT: VB-880 ISSUED:DECEMBER 161976

7-22 REVISED: APRIL 17, 1989
PA-28-161, CHEROKEE WARRIOR II DESCRIPTION AND O~ERATION
7.33 PIPER EXTERNAL POWER*
An optional starting installation known as Piper External Power (PEP) is accessible through a
receptacle located on the right side of the fuselage aft of the baggage door. An external battery can be
connected to the socket, thus allowing the operator to crank the engine without having to gain access to the
airplane's battery. Instructions on a placard located on the cover of the receptacle should be followed
before using the external power. For instructions on the use of the PEP see; STARTING WITH
EXTERNAL POWER SOURCE in Section 4 - Normal Operating Procedures.
7.35 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (EL T) when installed. is located in the aft portion of the fuselage just
below the stabilator leading edge and is accessible through a plate on the right side of the fuselage. This plate
is attached with slotted-head nylon screws for ease of removal; these screws may be readily removed with a
variety of common items such as a dime, a key, a knife blade, etc. If there are no tools available in an emergency
the screw heads may be broken off by any means. The EL Tis an emergency locator transmitter which meets
the requirements of FAR 91.52.
A battery replacement date is marked on the transmitter to comply with FAA regulations, the battery
must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an
emergency situation or if the accumulated test time exceeds one hour, or if the unit has been inadvertently
activated for an undetermined time period.
NOTE
If for any reason a test transmission is necessary, the test trans-

mission should be conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated with the nearest
FAA tower or flight service station.
NARCO ELT 10 OPERATION
On the EL T unit itself is a three position switch placarded "ON," "OFF" and "ARM." The ARM position
sets the EL Tso that it will transmit after impact and will continue to transmit until its battery is drained. The
ARM position is selected when the EL T is installed in the airplane and it should remain in that position.
To use the EL T as a portable unit in an emergency, remove the cover and unlatch the unit from its
mounting base. The antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp
tug on the two small wires will break them loose. Deploy the self-contained antenna by pulling the plastic tab
marked "PULL FULLY TO EXTEND ANTENNA." Move the switch to ON to activate the transmitter.
In the event the transmitter is activated by an impact, it can only be turned off by moving the switch on the
EL T unit to OFF. Normal operation can then be restored by pressing the small clear plastic reset button
located on the top of the front face of the EL T and then moving the switch to ARM.
A pilot's remote switch located on the left side panel is provided to allow the transmitter to be turned on
from inside the cabin. The pilot's remote switch is placarded "ON" and "ARMED." The switch is normally in
the ARMED position. Moving the switch to ON will activate the transmitter. Moving the switch back to the
ARMED position will tum off the transmitter only .if the impact switch has not been activated.
*Optional equipment

The EL T should be checked to make certain the unit has not been activated during the ground check.
Check by selecting 121.50 MHz on an operating receiver. If there is an oscillating chirping sound, the ELT may
have been activated and should be tu~ned off immediately. This requires removal of the access cover an~
moving the switch to OFF, then press the reset button and return the switch to ARM. Recheck with _the
receiver to ascertain the transmitter is silent.
CCC CIR 11-2 OPERATION
On the unit itself is a three position selector switch placarded "OFF," ''ARM" and "ON." The ARM
position is provided to set the unit to the automatic position so that it will transmit only after impact and will
continue to transmit until the battery is drained to depletion or until the switch is manually moved to the 0 FF
position. The ARM position is selected when the transmitter is installed at the factory and the switch should
remain in that position whenever the unit is installed in the airplane. The ON position is provided so the unit
can be used as a portable transmitter or in the event the automatic feature was not triggered by impact or to
periodically test the function of the transmitter.
Select the OFF position when changing the battery, when rearming the unit if it has been activated for
any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the ON position for any reason, the
OFF position has to be selected before selecting ARM. If ARM is
selected directly from the ON position, the unit will continue to
transmit in the ARM position.
A pilot's remote switch, located on the left side panel, is provided to allow the transmitter to be controlled
from inside the cabin. The pilot's remote switch is placarded "ON," "AUTO/ ARM" and "OFF/ RESET." The
switch is normally left in the AUTO/ ARM position. To turn the transmitter off, move the switch momentarily
to the OFF/RESET position. The aircraft master switch must be ON to turn the transmitter OFF. To actuate
the transmitter for tests or other reasons, move the switch upward to the ON position and leave it in that
position as long as transmission is desired.
The unit is equipped with a portable antenna to allow the locator to be removed from the aircraft in case
of an emergency and used as a portable signal transmitter.
The locator should be checked during the ground check to make certain the unit has not been accidentally
activated. Check by tuning a radio receiver to 121.50 MHz. If there is an oscillating sound, the locator may
have been activated and should be turned off immediately. Reset to the ARM position and check again to
insure against outside interference.

7-24 REVISED: APRIL 13, 1979
7.37 AIR CONDITIONING*
The air conditioning system is a recirculating air system. The major items include: evaporator,
condenser, compressor, blower, switches and temperature controls.
The evaporator is located behind the left rear side of the baggage compartment. This cools the air that
is used for air conditioning.
The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear
of the baggage compartment area. The scoop extends when the air conditioner is "ON" and retracts to a
flush position when the system is "OFF."
The compressor is mounted on the forward right underside of the engine. It has an electric clutch
which automatically engages or disengages the compressor to the belt drive system of the compressor.
An electrical blower is mounted on the aft side of the rear cabin panel. Air from the bag,gage area is
drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets
located adjacent to each occupant.
The switches and temperature control are located on the lower right side of the instrument panel in
the climate control center panel. The temperature control regulates the desired temperature of the cabin.
Turn the control clockwise for increased cooling, counterclockwise for decreased cooling.
Located inboard of the temperature control is the fan speed switch and the air conditioning
"ON-OFF" switch. The fan can be operated independently of the air conditioning. However, it must be on
for air conditioner operation. Turning either switch off will disengage the compressor clutch and retract the
condenser door. Cooling air should be felt within one minute after the air conditioner is turned on.
NOTE
If the system is not operating in 5 minutes, turn the system

"OFF" until the fault is corrected.
The "FAN" switch allows operation of the fan with the air conditioner turned "OFF" to aid cabin air
circulation if desired. A "LOW," "MED" or "HIGH" flow of air can be selected to the air conditioner
outlets located in the overhead duct. The outlets can be adjusted or turned off by each occupant to regulate
individual cooling effect.
The "DOOR OPEN" indicator light is located to the left of the radio stack in front of the pilot. The
light illuminates whenever the condenser door is open and remains on until the door is closed.
A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.
Whenever the throttle is in the full throttle position, it actuates a micro switch which disengages the
compressor and retracts the scoop. This is done to obtain maximum power and maximum rate of climb.
The fan continues to operate and the air will remain cool for approximately one minute. When the throttle
is retarded approximately I /4 inch, the clutch will engage and the scoop will extend, again supplying cool,
dry air.
*Optional equipment

7.39 CARBURETOR ICE DETECTION SYSTEM*
A carburetor ice detection system is available as optional equipment.
The system consists of a control box mounted on instrument panel, a probe sensor mounted in the
carburetor and a red warning light to indicate the presence of ice in the carburetor. If ice is present apply full
carburetor heat. Refer to 3.28. Carburetor Icing, in the emergency procedures. To adjust the system for critical
ice detection, first turn on the airplanes master switch and then turn on the ice detection unit. Turn the
sensitivity knob fully counter clockwise causing the carb ice light to come on.Now rotate the sensitivity knob
back (clockwise) until the ice light just goes out. This establishes the critical setting.
WARNING
This instrument is approved as optional equipment only and Flight

Operations should not be predicated on its use.
*Optional equipment.
RF.PORT: VB-880 ISSCED: JllLY 11. 1977

7-26 REVISED: MAY 30, 1980
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General . . . . . . . . . . . . 8-1

8.3 Airplane Inspection Periods 8-3
8.5 Preventive Maintenance 8-4
8.7 Airplane Alterations 8-5
8.9 Ground Handling 8-6
8.1 1 Engine Air Filter . . 8-8
8.13 Brake Service . . . . -8-8
8.15 Landing Gear Service 8-10
8.17 Propeller Service 8-11
8.19 Oil Requirements 8-1 1
8.21 Fuel System .. 8-11
8.23 Tire Inflation . 8~14
8.25 Battery Service 8-14
8.27 Cleaning . . . . 8-14
8.29 Cold Weather Operation .. 8-16
REPORT: VB-880
8-i
PA-28-161, CHEROKEE WARRIOR II HANDLING, SERVICING AND MAINTENANCE
SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
8.1 GENERAL
This section provides guidelines relating to the handling, servicing, and maintenance of the Cherokee Warrior I
II. For complete maintenance instructions, refer to the PA-28 Service Manual.
Every owner should stay in close contact with an authorized Piper Service Center or Piper's Customer
Services Department to obtain the latest information pertaining to their airplane, and to avail themselves of Piper
Aircraft's supJX)rt systems.
Piper Aircraft Corporation takes a continuing interest in having owners get the most efficient use from their
airplane and keeping it in the best mechanical condition. Consequently, Piper Aircraft, from time to time, issues
service releases including Service Bulletins, Service Letters, Service Spares Letters, and others relating to the
airplane.
Piper Service Bulletins are of special importance and Piper considers compliance mandatory. These are sent
directly to the latest FAA-registered owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may apply. This information is provided to
all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing techniques pertaining to the airplane. They are I
sent to Piper Service Centers and, if necessary, to the latest FAA-registered owners in the U.S. Owners should
give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment which were not available originally,
and which may be of interest to the owner.
Piper Aircraft Corporation offers a subscription service for Service Bulletins, Service Letters, and Service
Spares Letters. This service is available to interested persons such as owners, pilots, and mechanics at a nominal
fee, and may be obtained through an authorized Piper Service Center or Pipers Customer Services Department.
Maintenance manuals, parts catalogs, and revisions to both, are available from Piper Service Centers or
Piper's Customer Services Department.
Any correspondence regarding the airplane should include the airplane model and serial number to ensure
proper resJX)nse.
ISSuED: DECEMBER 16, 1976 REPORT:VB-880

HANDLING, SERVICING AND MAINTENANCE PA-28-161, CHEROKEE WARRIOR II
REPORT: VB-880 ISSUED:DECEMBER 16, 1976

8-2
PA-28-161, CHEROKEE WARRJOR II HANDLING, SERVICING AND MAINTENANCE
8.3 AIRPLANE INSPECTION PERIODS

Piper Aircraft Corporation has developed inspection items and required inspection intervals for the PA-28 (see
PA-28 Service and Inspection Manuals). The PA-28 Inspection Manual contains appropriate forms, and all
inspection 'procedures should be complied with by a properly trained, knowledgeable, and qualified mechanic at a
Piper Authorized Service Center or a reputable repair shop. Piper Aircraft Corporation cannot accept
responsibility for the continued airworthiness of any aircraft not maintained to these standards, and/or not brought
into compliance with applicable Service Bulletins issued by Piper Aircraft Corporation, instructions issued by the
engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the FAA.
A programmed Inspection, approved by the Federal Aviation Administration (FAA), is also available to the
owner. This involves routine and detailed inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued airworthiness is maintained. Complete
details are available from Piper Aircraft Corporation.
In addition, but in conjunction with the above, the FAA requires periodic inspections on all aircraft to keep
the Ainvonhiness Certificate in effect. The owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or maintenance records.
A spectrographic analysis of the engine oil is available from several sources. This inspection, if perfonned
properly, provides a good check of the internal condition of the engine. To be accurate, induction air filters must
be cleaned or changed regularly, and oil samples must be taken and sent in at regular intervals.
ISSUED: DECEMBER 16, 1976

REVISED: APRJL 17, 1989
REPORT:VB-880
8-3
I
8.5 PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations (FAR) Part 61 may perform
certain preventive maintenance as defined in the FARs. This maintenance may be performed only on an aircraft
which the pilot owns and operates, and which is not used in air carrier or air taxi/commercial operations
service.
All other aircraft maintenance must be accomplished by a person or facility appropriately certificated by the
Federal Aviation Administration (FAA) to perfonn that work.
Anytime maintenance is accomplished, an entry must be made in the appropriate aircraft maintenance
l records. The entry shall include:
i (a) The date the work was accomplished.
' (b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.

SA REVISED: SEPTEMBER13, 1990
8.7 AIRPLANE ALTERATIONS
If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration.
Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & p
mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not
covered by AC 43.13-2 require a Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft Papers are in order and in the
aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form F AA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:

( 1) Pilot's Operating Handbook.
(2) Weight and Balance data a copy of the la test Repair and Alteration F onn
F AA-33 7, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the aircraft, they should be made
available upon request. Logbooks should be complete and up to date. Good records will reduce
maintenance cost by giving the mechanic information about what has c: has not been accomplished.
ISSUED: DECEt\1BER 16, 1976 REPORT: VB-880

8-5
HANDLING, SERVICING AND MAINTENANCE PA-28-161, CHEROKEE WARRIOR Il
8.9 GROUND HANDLING
(a) Towing
The airplane may be moved on the ground by the use of the nose wheel steering bar that is
stowed below the forward ledge of the baggage compartment or by power equipment that will
not damage or excessively strain the nose gear steering assembly. Towing lugs are incorporated as
part of the nose gear fork.
CAUTION
When towing with power equipment, do not turn the nose gear
beyond its steering radius in either direction, as this will result in
damage to the nose gear and steering mechanism.
CAUTION
Do not tow the airplane when the controls are secured.
In the event towing lines are necessary, ropes should be attached to both main gear struts as
high up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not
less than fifteen feet, and a qualified person should ride in the pilot's seat to maintain control by
use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel should be instructed and approved
by a qualified person authorized by the owner. Engine starting and shut-down procedures as well
as taxi techniques should be covered. When it is ascertained that the propeller back blast and taxi
areas are clear~ power should be applied to start the taxi roll, and the following checks should be
performed.
( 1) Taxi a few feet forward and apply the brakes to determine their effectiveness.
(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.
(3) Observe wing clearance when taxiing near buildings or other stationary objects. If
possible, station an observer outside the airplane.
( 4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up or taxiing over ground
containing loose stones, gravel, or any loose material that may cause damage to the
propeller blades. ·

8-6
PA-28-161, CHEROKEE WARRIOR II HANDLING, SERVICING.AND MAINTENANCE
( c) Parking
When parking the airplane, be sure that it is sufficiently protected from adverse weather
conditions and that it presents no danger to other aircraft. When parking the airplane for any
length of time or overnight, it is suggested that it be moored securely.
( 1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and depressing the knob on
the handle. To release the parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward.
CAUTION
Care should be taken when setting brakes that are overheated or

during cold weather when accumulated moisture may freeze a
brake.
(3) Aileron and stabilator controls should be secured with the front seat belt and chocks
used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and protection. The following
procedures should be used for the proper mooring of the airplane:
( l) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt through the control
wheel and pulling it snug.
( 4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately
45 degree angles to the ground. When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip knots. Do not use
plain slip knots.
NOTE
Additional preparations for high winds include using tie-down

ropes from the landing gear forks and securing the rudder.
( 6) Install a pi tot head cover if available. Be sure to remove the pi tot head cover before
flight.
(7) Cabin and baggage doors should be locked when the airplane is unattended.
ISSUED: DECEMBER 16, 1976 REPORT: VB~sso

8-7
HANDLING, SERVICING·AND MAINTENANCE PA-28-161, CHEROKEE WARRIOR II
8.11 ENGINE AIR FILTER
The wet-type polyurethane foam air filter must be inspected at least once every fifty hours. Under
extremely adverse operating conditions, it may be necessary to inspect the filter more frequently. The filter
is disposable and inexpensive and a spare should be kept on hand for a rapid replacement.
(a) Removal Of Engine Air Filter
The filter is located in the lower right front of the engine compartment and may be removed
by the following procedure:
( 1) Open the right side of the engine cowling.
(2) Loosen each of the four quarter-tum fasteners securing the air filter cover.
(3) Separate the cover and remove the filter.
( 4) Inspect the filter. If it is excessively dirty or shows any damage, replace it immediately.
(b) Installation Of Engine Air Filter
When replacing the filter, install the filter in the reverse order of removal.
8.13 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level
shouid be checked periodically or at every 50 hour inspection and replenished when necessary. The brake
reservoir is located on the fire wall in the engine compartment. If the entire system must be refilled, fill
with fluid under pressure from the brake end of the system. This will eliminate air from the system.
No adjustment of the brake clearances is necessary. If after extended service brake blocks become
excessively worn, they should be replaced with new segments.

8-8
~-
/~) I L /
) /
/
1. BRAKE RESERVOIR B. LINE, INLET

2. RIGHT BRAKE ANO RUDDER PEDAL 9. CLEVIS PIN
3. LEFT BRAKE ANO RUDDER PEDAL l 0. MASTER CYLINDER ASS EMBLY
4. RIGHT BRAKE CYLINDER 11. BOLT ASSEMBLY
5. LEFT BRAKE CYLINDER l 2. TORQUE TUBE
6. BRAKE HANDLE 13. COPILOT'S RIGHT BRAKE ANO RUDDER PEDAL
7. HANDLE RELEASE BUTTON 14 . COPILOT'S LEFT BRAKE ANO RUDDER PEDAL
BRAKE SYSTEM
Figure 8-1
ISSUED: DECEMBER 16, 1976 REPORT: ::Vff-880

8-9
HANDLING, SERVICING AND MAINTENANCE PA""28-161, CHEROKEE WARRIOR II
8.15 LANDING GEAR SERVICE
The main landing gears use 6.00 x 6 wheels and the nose gear carries a 5.00 x 5 wheel. All three tires
are four-ply rating, type III tires with tubes. (Refer to paragraph 8.23).
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and the two bolts holding the
brake segment in place. Mark tire and wheel for reinstallation; then dismount by deflating the tire,
removing the three through-bolts from the wheel and separating the wheel halves.
Landing gear oleos should be serviced according to the instructions on the units. The main oleos
should be extended under normal static load until 4.50 ± .25 inches of oleo piston tube is exposed·, and the
nose gear should show 3.25 .25 inches. Should· the strut exposure be below that required, it should be
determined whether air or oil is required by first raising the airplane on jacks~ Depress the valve core to
allow air to escape from the strut housing chamber. Remove the filler plug and slowly raise the strut to full
compression. If the strut has sufficient fluid, it will be visible up to the bottom of the filler plug hole and
will then require only proper inflation.
Should fluid be below the bottom of the filler plug hole, oil should be added. Replace the plug with
valve core removed; attach a clear plastic hose to the valve stem of the filler plug and submerge the other
end in a container of hydraulic fluid. Fully compress and extend the strut several times, thus drawing fluid
from the container and expelling air from the strut chamber. To allow fluid to enter the bottom chamber of
the main gear strut housing, the torque link assembly must be disconnected to let the strut be extended a
minimum of 10 inches (the nose gear torque links need not be disconnected). Do not allow the strut to
extend more than 12 inches. When air bubbles cease to flow through the hose, compress the strut fully and
again check fluid level. Reinstall the valve core and filler plug, and the main gear torque links, if
disconnected.
With fluid in the strut housing at the correct level, attach a strut pump to the air valve and with the
airplane on the ground, inflate the oleo strut to the correct height.
In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be
used. At least 250 pounds of ballast should be placed on the base of the tail stand before the airplane is
jacked up. The hydraulic jacks should be placed under the jack pain ts on the bottom of the wing and the
airplane jacked up until the tail skid is at the right height to attach the tail stand. After the tail stand is
attached and the ballast added, jacking may be continued until the airplane is at the height desired.
The steering arms from the rudder pedals to the nose wheel are adjusted at the nose wheel by turning
the threaded rod end bearings in or out. Adjustment is normally accomplished at the forward end of the
rods and should be done in such a way that the nose wheel is in line with the fore and aft axis of the plane
when the rudder pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing
the airplane back and forth with the rudder centered to determine that the plane follows a perfectly
straight line. The turning arc of the nose wheel is 30.0° ± 2° in either direction and is limited by stops on
the bottom of the forging.
The rudder pedal arm stops should be carefully adjusted so that the pedal arms contact the stops just
after the rudder hits its stops. This guarantees that the rudder will be allowed to move through its full
travel.

8-10
PA-28-161, CHEROKEE WARRIORII HANDLING, SERVICING AND MAINTENANCE
8.17 PROPELLER SERVICE

The spinner and backing plate should be cleaned and inspected for cracks. Before each flight the propeller
should be inspected for nicks, scratches, and corrosion. If found, they should be repaired as soon as JX>SSible by a
rated mechanic, since a nick or scratch causes an area of increased stress which can lead to serious cracks or the
loss of a propeller tip. The back face of the blades should be painted when necessary with flat black paint to retard
glare. To prevent corrosion, the surface should be cleaned and waxed periodically.
8.19 OIL REQUIREMENTS

The oil capacity of engine is 8 quarts, and the minimum safe quantity is 2 quarts. It is recommended that
engine oil be drained and renewed every 50 hours. The oil filter element should be changed every 50 hours of
operation. The interval between oil and oil filter changes should not exceed a total of four (4) months. Under
unfavorable dusty conditions, the oil and oil filter should be changed more frequently.
The following seasonal aviation oil grades and seasonal ambient temperature ranges are recommended.
MIL-L-22851
Average Ambient MIL-L-6082B Ashless Dispersant
Temperature SAE Grade SAE Grades
All Temperatures 15W-50 or 20W-50
Above 80°F 60 60
Above 6Q°F 50 40 or 50
30°Fto 90°F 40 40
O"F to 70°F 30 30, 40 or 20W-40
Below l0°F 20 30 or 20W-30
When operating temperatures overlap indicated ranges, use the lighter grade oil.
NOTE
Refer to the latest issue of Textron Lycoming Service Instruction 1014 (Lubricating
Oil Recommendations) for further information.
8.21 FUEL SYSTEM

(a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, in the electric fuel pumps, and at the
carburetor inlet must be cleaned.
(b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel for the PA-28-161 is 100. Since the use of lower grades can
cause serious engine damage in a short period of time, the engine warranty is invalidated by the use of
lower octanes.
Whenever 100 or lOOLL grade fuel is not available, commercial grade 100/130 should be used.
(See Fuel Grade Comparison Chart, Page 8-12.) Refer to the latest issue of Lycoming Service
Instruction No. 1070 for additional information.

REVI~ED: APRIL 17, 1989 8-11
A summary of the current grades as well as the previous fuel designations is shown in the
following chart:
FUEL GRADE COMPARISON CHART

Current Military
Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E)
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3
Max. TEL Max. TEL Max. TEL
Grade Color ml/U.S. gal. Grade Color ml/U.S. gal. Grade Color ml/U.S. gal
80/87 red 0.5 80 red 0.5 80/87 red 0.5
91/98 blue 2.0 *lOOLL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 green **3.0
115/145 purple 4.6 none none none 115/145 purple 4.6
* -Grade lOOLL fuel in some over seas countries is currently colored green and designated as lOOL.
** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL content of up to 4 mW.S.
gallon are approved for use in all engines certificated for use with grade 100/130 fuel.
The operation of the aircraft is app:i.-oved with an anti-icing additive in the fuel. When anti-icing additive is
used it must meet the specification MIL-I-2.7686, must be uniformly blended with the fuel while refueling, must
not exceed 0.15% by volume of the refueled quantity, and to ensure its effectiveness should be blended at not less
than 0.10% by volume. One and one half liquid ozs. per ten gallon of fuel would fall within this range. A blender
supplied by the additive manufacturer should be used. Except for the information contained in this section, the
manufacturer's mixing or blending instructions should be carefully followed.
CAUTION
Assure that the additive is directed into the flowing fuel stream. The
additive flow should start after and stop before the fuel flow. Do not
permit the concentrated additive to come in contact with the aircraft
painted surfaces or the interior surfaces of the tanks.
Some fuels have anti-icing additives pre-blended in the fuel at the
refinery, so no further blending should be performed.
Fuel additive can not be used as a substitute for preflight draining of
the fuel system drains.
REPORT: VB-880 ISSUED:DECEMBER 16, 1976

8-12 REVISED: MAY 30, 1980
FUEL DRAIN
Figure 8-3
(c) Filling Fuel Tanks
Observe all required precautions for handling gasoline. Fuel is stored in two twenty-five gallon
(24 usable) tanks.
(d) Draining Fuel Strainer, Sumps and Lines
The fuel system sumps and strainer should be drained daily prior to the first flight and after
refueling to avoid the accumulation of contaminants such as water or sediment. Each fuel tank is
equipped with an individual quick drain located at the lower inboard rear corner of the tank. The
fuel strainer is equipped with a quick drain located on the front lower corner of the firewall. Each of
the fuel tank sumps s hou Id bed rained first. Then the f ue I strainers hou Id bed rained twice. once with
the fuel selector valve on each tank. Each time fuel is drained. sufficient fuel should be allowed to
flow to ensure removal of contaminats. This fuel should be collected in a suitable container.
examined for contaminan..ts. and then discarded.
CA UTIOT\
When draining any amount of fuel. care should be taken to ensure

that no fire hanird exists before starting the engine.
After draining. each quick drain should be checked to make sure it

has closed completely and is not leaking.
ISSUED: DECEMBER 16, 1976 REPORT: ''VR-880

REVISED: MAY 30, 1980 8-13
SECTION 8 PIPER AIRCRAFT <;ORPORA'TION
HANDLING, SERVICING AND MAINTENANCE PA-28-161, CHEROKEE WARRIORU
(e) Draining Fuel System
The bulk of the fuel may be drainecl from the system by opening valve at the inboard end of each
fuel tank. Push up on the arms of the drain valve and turn counterclockwise to hold the drain open.
The remaining fuel in the system may be drained through the filter bowl. Any individual tank may
be drained by closing the selector valve and then draining the desired tank.
8.23 TIRE INFLATION
For maximum from the tires, keep them inflated to the proper pressures - 30 psi for the nose
gear and 24 psi for the main gear. All wheels and tires are balanced before original installation, and the
relationship of tire, tube and wheel should be maintained upon reinstallation. Unbalanced wheels can cause
extreme vibration in the landing gear: therefore, in the installation of new components, it may be necessary
to rebalance the wheels with the tires mounted. When checking tire pressure, examine the tires for wear,
cuts, bruises, and slippage.
8.25 BAITERY SERVICE
Access to the 12-volt battery is obtained by raising the rear seat and removing the cover of the battery
box. The plastic battery box has a drain tube which is normally closed off with a cap and which should be
opened occasionally to drain off any accumulation of liquid.
The battery should be checked for proper fluid level. DO NOT fill the battery above the baffle plates.
DO NOT fill the battery with acid - use only water. A hydrometer check will determine the percent of
charge in the battery.
If the. battery is not up to charge, recharge starting at a 4 amp rate and finishing with a Q amp rate.
Quick charges are not recommended.
8.27 CLEANING
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape on the magneto vents to
prevent any solvent from entering these units.
( 1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture
of solvent and degreaser. In order to remove especially heavy dirt and grease deposits,
it may be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator, vacuum pump, starter, or

air in takes.
(3) Allow the solvent to :c:emain on the engine from five to ten minutes. Then rinse the
engine clean with additional solvent and allow it to dry.

8-14 REVISED: MAY 30, 1980
CAUTION
Do not operate the engine until excess solvent has evaporated or

otherwise been removed.
( 4) Remove the protective tape from the magnetos.

(5) Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication ---
Chart.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar material over the wheel and
brake assembly.
( l) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as
desired. Where heavy grease and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes. Then rinse the gear
wHh additional solvent and allow to dry.
( 4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordan'ce with the Lubrication Chart.
( c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh abrasives or alkaline soaps
or detergents could make scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To wash the airplane, use the
following procedure:
( 1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush.
(3) To remove exhaust stains; allow the solution to remain on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with naphtha.
( 5) Rinse all surfaces thoroughly.
( 6) Any good automotive wax may be used to preserve painted surfaces. Soft cleaning
cloths or a chamois should be used to prevent scratches when cleaning or polishing. A
heavier coating of wax on the leading surfaces will reduce the abrasion problems in
these areas.
( d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic cleaner. Use a soft cloth
or sponge in a straight back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon tetrachoride,

thinner, acetone, or window cleaning sprays.

REVISED: MAY 30, 1980 8-15
( 4)After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly
with a soft cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can ·be removed by rubbing out the scratch with
jeweler's rouge. Smooth both sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle brush, and vacu~m where
necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner
suitable for the material. Carefully follow the manufacturer's instructions. Avoid
soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand soap and water.
(f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or vacuum. For soiled spots
and stubborn stains use a noninflammable dry cleaning fluid. Floor carpets may be removed and
cleaned like any household carpet.
8.29. COLD WEATHER OPERATION
For cold weather operation a winterization plate is installed on the inlet opening of the oil cooler. This
plate should be installed whenever the ambient temperature reaches 50 ° F or less. The plate should be
removed and stored in the cockpit when the ambient temperature exceeds 50° F.
It is recommended that an optional Engine Breather Tube Winterization Kit be installed for cold
weather operation. This kit is available through your Piper Dealer/Distributor.
REPORT: VB-880 ISSUED: DECEMBER I 6, 1976

8-16 REVISED: MAY 30. 1980
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/ Supplement Page

No. No.
9.1 General ......................................................................... . 9-1
AutoFlite II Autopilot Installation ................................................. . 9-3

2 A utoControl III B Autopilot Installation ............................................. . 9-5
3 Piper Electric Pitch Trim .......................................................... . 9-9
4 Air Conditioning Installation ...................................................... . 9-1 l
5 Century 21 Autopilot ............................................................. . 9-15
6 Piper Control Wheel Clock Installation ............................................. . 9-19
REPORT: VB-880
9-i
PIPER AIRCRAFT CORPORATION SECITON 9
PA-28-161, CHEROKEE WARRIOR TI SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are necessary for efficient
operation of the airplane when equipped with one or more of the various optional systems and equipment
not provided with the standard airplane.
All of the Supplements provided by this section are ''FAA Approved" and consecutively numbered as
a pennanent part of this Handbook. The information contained in each Supplement applies only when the
related equipment is installed in the airplane.

9-1
SUPPLE1\1ENTS PA-28-161, CHEROKEE WARRIOR IT
REPORT: VB-880 ISSUED: DECE1\1BER 16, 1976

9-2
PA-28-161, CHEROKEE WARRIOR II SUPPLEMENTS
SUPPLEMENT 1
AUTOFLITE II AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional
AutoFlite II Autopilot is installed. The information contained within this supplement is to be used in
conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook based on
EDO-AlRE Mitchell STC SA3066SW-D and must remain in this handbook at all times when the optional
AutoFlite II Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot operation prohibited above 155 KIAS. (Autopilot Vmo)

(b) Autopilot must be "OFF" for takeoff and landing.
SECTION 3 - EMERGENCY PROCEDURES
(a) In case of malfunction, depress disconnect switch on pilot's control wheel, or overpower
autopilot at either control wheel.
(b) AutoFlite II master switch - OFF.
(c) In climb, cruise or descent configuration a malfunction with a 3 second delay in recovery
initiation may result in 60° bank and 320 foot altitude loss.
(d) In approach configuration, coupled or uncoupled, a malfunction with a 1 second delay in
recovery initiation may result in 15 ° bank and 20 foot altitude loss.
SECTION 4 - NORMAL PROCEDURES
AUTOFLITE II PREFLIGHT INSPECTION
(a) AutoFlite II master switch - ON.

(b) Rotate tum command knob to left and right. Aircraft control wheels should rotate in
corresponding directions.
(c) With AutoFlite II on, rotate aircraft control wheel to left and right. Only light forces should be
required to override roll servo clutch.
(d) AutoFlite II master switch - OFF - rotate control wheel left and right to assure disengagement.

SUPPLEMENTS PA-28-161, CHEROKEE WARRIOR Il
AUTOFLITE II IN-FLIGHT PROCEDURE
(a) Engagement
(1) Check turn command knob in center detent position.
(2) AutoFlite II master switch - ON.
(b) Disengagement
(1) AutoFlite II master switch - OFF.
( c) Heading Changes
( 1) Move trim knob on instrument for drift correction from a constant heading.
(2) Move turn command knob left or right banked turns. Rotation of knob to stop will yield
an appropriate bank to obtain an approximate standard rate turn. Intermediate
settings may be used for lesser turn rates.
(d) OMNI Tracker

(1) Turn command knob - move to center detent position and push IN to engage tracker.
Aircraft will track desired radial established on NA V 1 (or as selected, if equipped with a
NA V selector switch).
NOTE
Tracker must be within I 0 ° of being "on course," i.e.

VO R course needle centered and aircraft heading within 10 ° of
VOR course.
(2) Trim knob - push IN for high sensitivity. Use high sensitivity position for localizer tracking
and as desired for OMNI tracking.
(e) Maintain directional trim during all autopilot operations.
PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot's Operating Handbook are
necessary for this supplement.

PA-28-161, CHEROKEEWARRIOR II SUPPLEMENTS
SUPPLEMENT 2
AUTOCONTROL IlIB AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the optional Piper
AutoControl IIIB Autopilot is installed. The information contained within this supplement is to be used in
conjunction with the complete handbook.
This supplement has been FAA Approved as a permanent part of this handbook based on EDO-AIRE
Mitchell STC SA3065SW-D and must remain in this handbook at all times when the optional Piper AutoControl
IIIB Autopilot is installed.
(a) Autopilot operation prohibited above 155 KIAS. (Autopilot V Mo)

(b) Autopilot must be OFF for takeoff and landing.
(a) In an emergency the AutoControl IIIB can be disconnected by:

(1) Pushing the A/PON-OFF rocker switch - OFF.
(b) The autopilot can be overpowered at either control wheel.
(c) An autopilot runaway, with a 3 second delay in the initiation of recovery while operating in climb, cruise
or descending flight, could result in a 60° bank and 320 foot altitude loss.
(d) An autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach operation,
coupled or uncoupled, could result in an 15° bank and 20 foot altitude loss.
(e) Emergency operation with optional NSD 360 and NSD 360A (HSI) - Slaved and/or Non-Slaved:
NSD360
(1) Appearance of HDG Flag:
a. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg. min.).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card - pull circuit breaker and use magnetic compass for directional data.
NOTE
If heading card is not operational, autopilot should not be used.

SUPPLEMENTS PA-28-.161, CHEROKEE WARRIOR II
(3) With card disabled:

a. VOR and Glide Slope displays are still functional; use card set to rotate card to aircraft
heading for correct picture.
b. Localizer - left-right information still usable. Flag information is disabled - compare
needle with No. 2 indicator for valid left-right needle operation.
( 4) Slaving Failure - (i.e. failure to self-correct for gyro drift):
a. Check gyro slaving switch is set to No. 1 position.
b. Check for HDG Flag.
c. Check compass circuit breaker.
d. Reset heading card while observing slaving meter.
e. Select slaving amplifier No. 2 (gyro slaving switch is set to No. 2 position).
f. Reset heading card while checking slaving meter.
g. Switch to free gyro and periodically set card as unslaved gyro.
NSD 360A (Instrument with red-white striped NAV-HDG Flags)

(1) The emergency procedures for the NSD 360A remain identical to those listed for the NSD
360 (above), except that the presence of the NAV Flag on a localizer frequency invalidates
the NAV left-right information. Usable navigation data will be indicated in both VOR and
Localizer modes by the absence of the NAV Flag, whether the card is disabled or not.
(2) In the localizer mode the "TO-FROM" arrows may remain out of view, depending upon the
design of the NAV converter used in the installation.
PREFLIGHT
(a) AUTOPILOT
( 1) Place radio coupler in HDG mode (if installed) and place the A/P "ON-OFF" switch to the
"ON" position to engage roll section. Rotate roll command knob left and right and observe
that control wheel describes a corresponding left and right turn, then center knob.
(2) Set proper D.G. heading on D.G. and turn HDG bug to aircraft heading. Engage HDG mode
rocker switch and rotate HDG bug right and left. Aircraft control wheel should turn same
direction as bug. Grasp control wheel and manually override servo, both directions.
(b) RADIO COUPLER - (OPTIONAL)

(1) Tune and identify VOR or VOT station. Position radio coupler to OMNI mode. Engage
autopilot "ON" and HDG switches. Set HDG bug to aircraft heading and rotate OBS to
cause OMNI indicator needle to swing left and right slowly. Observe that control wheel
rotates in direction of needle movement.
(2) Disengage A/P "ON-OFF" switch. Reset radio coupler control to HDG.
IN-FLIGHT
(a) Trim airplane (ball centered).
(b) Check air pressure or vacuum to ascertain that the directional gyro and attitude gyro are receiving
sufficient air.

PIPER AIRCRAFT CORPORATION _ SECTION 9
(c) Roll Section:

(1) To engage, center roll knob, push A(P "ON-OFF" switch to "ON" position. To turn, rotate
console roll knob in desired direction. (Maximum angle of bank should not exceed 30 ° .)
(2) For heading mode, set directional gyro with magnetic compass. Push directional.gyro HDG
knob in, rotate bug to aircraft heading. Push console heading rocker (HDG) switch to "ON"
position. To select a new aircraft heading, push D.G. heading knob "IN" and rotate, in
desired direction of turn, to the desired heading.
(d) Radio Coupling VOR-ILS with H.S.I. (Horizontal Situation Indicator) Type Instrument Display -
(Optional)
(1) VOR Navigation
a. Tune and identify VOR station. Select desired course by rotating CRS knob of H.S .I.
b. Select OMNI mode on radio coupler.
c. Select HDG mode on autopilot console to engage coupler. Aircraft will turn to a 45°
intercept angle to intercept the selected VOR course. Intercept angle magnitude
depends on radio needle off course magnitude, 100% needle deflection will result in
45 ° intercept with the intercept angle diminishing as the needle offset diminishes.
d. NA V mode - NAV mode provides reduced VOR sensitivity for tracking weak, or noisy
VOR signals. NAV mode should be selected after the aircraft is established on course.
(2) ILS-LOC Front Course

a. Set inbound, front, localizer course on H.S.L
b. Select LOC-Normal on radio coupler to intercept and track inbound on localizer.
1
Select LOC-REV to intercept and track outbound to the procedure tum area.
c. Select HDG mode on autopilot console to engage coupler.
(3) ILS - Back Course

a. Set inbound, front localizer course on H.SJ.
b. Select LOC-REV on radio coupler to intercept and track inbound on the back localizer
course. Select LOC-NORM to intercept and track outbound on the back course to the
procedure him area.
c. Select HDG mode on autopilot console to engage coupler.
(e) Radio Coupling - VOR-ILS with standard directional gyro. (Optional)

Radio coupler operation in conjunction with a standard directional gyro and VOR-LOC
display differs from operation with an integrated display (H.S.I.) only in one respect. The HDG
bug is used as the radio course datum and therefore must be set to match the desired VOR course
as selected on the OBS.
( 1) For VOR intercepts and tracking:
Select the desired VOR course and set the HDG bug to the same heading. Select
OMNI mode on the coupler and HDG mode on the autopilot console.
(2) For ILS Front Course intercepts and tracking:
Tune the localizer frequency and place the HDG bug on the inbound, front course
heading. Select LOC-NORM mode on the coupler and HDG mode on the autopilot
console.
(3) For LOC Back Course intercepts and tracking:
Tune the localizer frequency and place the HDG bug on the inbound course
heading to the airport. Select LOC-REV mode with coupler and HDG mode on the
autopilot console.

SECTION S - PERFORMANCE
No changes to the basic performance provided by Section 5 of the Pilot's Operating Handbook are

SUPPLEMENT 3
PIPER ELECTRIC PITCH TRIM
SECTION 1 - GENERAL
Electric Pitch Trim is installed. The information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement has been FAA Approved as a permanent part of this handbook and must remain in this
handbook at all times when the optional Piper Electric Pitch Trim is installed.
SECTION 2- LIMITATIONS
No changes of the basic limittions provided by Section 2 of this Pilot's Operating Handbook are necessary for
t.ilis supplement. ·
SECTION 3
(a) In case of malfunction, disconnect electric pitch trim by activating pitch trim switch on instrument panel
to OFF position.
(b) In an emergency, electric pitch trim may be overpowered using manual pitch trim.
(c) In cruise configuration, malfunction results in 10° pitch change and 200 ft altitude variation.
(d) In approach configuration, a malfunction can result in as· pitch change and 50 ft altitude loss.
The electric trim system may be turned ON or OFF by a switch located above the ignition switch. The pitch
trim may be changed when the electric trim system is turned on either by moving the manual pitch trim control
wheel or by operating the trim control switch on the pilot's control yoke.
SECTION 5 - PERFORMANCE
No changes of the basic performance provided by Section 5 of this Pilot's Operating Handbook are necessary
for this supplement.
ISSUED: DECEMBER 16, 1976 REPORT: VB·880

REVISED:APRIL 17, 1989 9.9

9-10
PlPER AIRCRAFT CORPORATION SECTION 9
PA-28-161, CHEROKEE WARRIOR Il SUPPLEMENTS
SUPPLEMENT 4
AIR CONDIDONING INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessazy for the efficient operation of the airplane when the
optional air conditioning system is installed. The information contained within this supplement is to be
used "as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as .a permanent part of this handbook and must remain in
this handbook at all times when the optional air conditioning system is installed.
SECTION 2- LIMITATIONS
(a) To insure maximum climb performance the air conditioner must be turned "OFF" manually
prior to takeoff to disengage the compressor and retract the condenser door. Also the air
conditioner must be turned "OFF" manually before the landing a;:iµroach in preparation for a
possible go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls when the air conditioner is
installed:
"WARNING - AIR CONDITIONER MUST BE OFF TO INSURE

NORMAL TAK.EOFF CLIMB PERFORMANCE."
In full view of the pilot, to the right of the engine gauges (condenser door light):
"AIR COND DOOR

OPEN''
No changes to the basic Emergency Procedures provided by Section 3 of this Pilot's Operating
Handbook are necessary for this supplement.
ISSUED: JULY 11, 1977 REPORT:···VB-880

9-11
SUPPLEMENTS PA-28-161, CHEROKEE WARRIOR II
Prior to takeoff, the air conditioner should be checked for proper operation as follows:
(a) Check aircraft master switch "ON."
(b) Turn the air conditioner control switch to "ON" and the fan switch to one of the operating
positions - the "AIR COND DOOR OPEN' warning light will turn on, thereby indicating proper
air conditioner condenser door actuation.
(c) Turn the air conditioner control switch to "OFF" - the "AIR COND DOOR OPEN" warning
light will go out, thereby indicating the air conditioner condenser door is in the up position.
(d) If the "AIR COND DOOR OPEN" light does not respond as specified above, an air conditioner
system or indicator bulb malfunction is indicated and further investigation should be conducted
prior to flight.
The above operational check may be performed during flight if an in flight failure is suspected.
The condenser door light is located to the right of the engine instrument cluster in front of the pilot.
The door light illuminates when the door is open and is off when the door is closed.
Operation of the air conditioner will cause slight decreases in cruise speed and range. Power from the
engine is required to run the compressor, and the condenser door, when extended, causes a slight increase in
drag. When the air conditioner is turned off there is normally no measurable difference in climb, cruise or
range performance of the airplane.
NOTE
To insure maximum climb performance the air conditioner must

be turned off manually before takeoff to disengage the compressor
and retract the condenser door. Also the air conditioner must be
turned off manually before the landing approach in preparation
for a possible go-around.
Although the cruise speed and range are only slightly affected by the air conditioner operation, these
changes should be considered in preflight planning. To be conservative, the following figures assume that
the compressor is operating continuously while the airplane is airborne. This will be the case only in
extremely hot weather.
(a) The decrease in true airspeed is approximately 4KTS at all power settings.
(b) The decrease in range may be as much as 32 nautical miles for the 48 gallon capacity.

I
9-12
The climb performance is not compromised measurably with the air conditioner operating since the
compressor is declutched and the condenser door is retracted, both automatically, when a full throttle
position is selected. When the full throttle position is not used or in the event of a malfunction which
would cause the compressor to operate and the condenser door to be extended, a decrease in ra.te of climb
of as much as 100 fpm can be expected. Should a malfunction occur which prevents condenser door
retraction when the compressor is turned off, a decrease in rate of climb of as much as 50 fpm can be
expected.

9-13
SUPPLEMENTS PA-28-161, CHEROKEE WARRIORil
· THIS PAGE INTENTIONALLY LEFT BLANK .

9-14
SUPPLEMENT 5
CENTURY 21 AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane when the opitonal
Century 21 Auotpilot is installed in accordance with STC SA3352SW. The information contained within this
supplement is to be used in conjunction with the complete handbook.
This supplement has been ·'FAA Approved" as a permanent part of this handbook and must remain in
this handbook at all times when the optional Century 21 Autopilot is installed.
SECTION 2 - LIMIT A TIO NS
(a) Autopilot operation prohibited above 155 KIAS.

(b) Autopilot OFF during takeoff and landing.
(a) AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilot is not performing as commanded,
do not attempt to identify the problem. Regain control of the aircraft by o'verpowering and
immediately disconnecting the autopilot by depressing the AP ON-OFF switch on the programmer
OFF.
Do not operate until the system failure has been identified and corrected.
( l) Altitude Loss During Malfuntion:

a. An autopilot malfunction during climb, cruise or descent with a 3 second delay in
recovery initiation could reslut in as much as 60° of bank and 320' altitude loss.
Maximum altitude loss was recorded at 155 KIAS during descent.
b. An autopilot malfunction during an approach with a l second delay in recovery
initiation could result in as much as 15° bank and 20' altitude loss. Maximum altitude
loss measured in approach configuration, and operating either coupled or uncoupled.
(b) COMPASS SYSTEM

(1) Emergency Operation With Optional NSD 360A (HSI) Slaved and/ or Non-Slaved:
NSD 360A
a. Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg. min.)
2. Check compass circuit breaker.
3. Observe display for proper operation.
ISSUED: AUGUST 14, 1980 REPORT: VB-880

9-15
SUPPLEMENTS P A-28-161, CHEROKEE WARRIOR II
b. To disable heading card - pull circuit breaker and use magnetic compass for directional
data.
NOTE
If heading card is not operational, autopilot should not be used.
c. With card disabled VOR/Localizer and Glide Slope displays are still functional: use card
set to rotate card to aircraft heading for correct picture.
d. Slaving Failure - (i.e. failure to self correct for gyro drift):
I. Check gyro slaving switch is set to No. I position (if equipped with Sia ve No. I -
No. 2 switch) or "Slaved'' position when equipped with Slaved and Free Gyro Mode
Switch.
2. Check for H DG Flag.
3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter.
NOTE
Dead slaving meter needle or a needle displaced fully one direction

indicates a slaving system failure.
5. Select slaving amplifier No. 2 if equipped.

6. Reset heading card while checking slaving meter. If proper slaving indication is not
obtained, switch to free gyro mode and periodically set card as an unslaved gyro.
NOTE
In the localizer mode, the "TO-FROM" arrows may remain out of

view, depending upon j:he design of the NA V converter used in the
installation.
Refer to Edo-Aire Mitchell Century 21 Autopilot Operator's Manual. P /N 68S805, dated l-79 for
Autopilot Description and Normal Operating Procedures.
(a) PREFLIGHT PROCEDURES
NOTE
During system functional check the system must be provided

adequate D.C. voltage ( 12.0 VDC min.) and instrument air (4.2 in.
Hg. min.). It .is recommended that the engine be operated to
provide the necessary power and that the aircraft be positioned in a
level attitude, during the functional check.
(b) AUTOPILOT WITH STANDARD D.G.

(I) Engage autopilot.
(2) Control wheel movement should correspond to H DG command input.
(3) Grasp control wheel and override roll servo actuator to assure override capability.
I
REPORT: VB-880
9-16
ISSUED: AUGUST 14, 1980
(4) With HDG bug centered select NAV or APPR mode and note control wheel movement
toward VOR needle offset.
(5) Select REV mode and note control wheel movement opposite VOR needle offset.
(6) Disengage autopilot.
(7) Check aileron controls through full travel to assure complete autopilot disengagement.
(c) AUTOPILOT WITH COMPASS SYSTEM (NSD 360A)

(For other compass systems, refer to appropriate manufacturer's instructions)
(l) Check slaving switch in slave or slave 1or2 position, as appropriate. (Slaving systems with
R. M.I. output provide only slave and free gyro positions.)
(2) Rotate card to center slaving meter - check HDG displayed with magnetic compass HDG.
(3) Perform standard VOR receiver check.
( 4) Perform Steps ( 1) - (7) in Section 4 item ( b) except in Steps ( 4) and ( 5) substitute course arrow
for HDG bug when checking control wheel movement in relation to L; R needle. H DG bug is
inoperative with NAY, APPR. or REV mode selected.
(d) IN-FLIGHT PROCEDURE

( l) Trim aircraft for existing flight condition (all axes).
(2) Rotate heading bug to desired heading. Engage autopilot.
(3) During maneuvering flight - control aircraft through use of the H DG bug. (H DG mode)
(4) For navigation operations select modes as required by the operation being conducted and in
accordance with the mode description provided in the Century 21 Operator's Manual.
ISSUED: AUGUST 14, 1980 REPORT: VB-880

9-17
I
REPORT: VB-880
9-18
ISSUED: AUGUST 14, 1980
REVISED: DECEMBER 18, 1980
SUPPLEMENT 6
PIPER CONTROL WHEEL CLOCK INSTALLATION
SECTION 1 - GENERAL
control wheel clock is installed. The information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement has been "'FAA Approved'' as a permanent part of this handbook and must remain in
this handbook at all times when the optional Piper control wheel clock is installed.
No changes of the basic limitations provided by Section 2 of this Pilot's Operating Handbook are
No changes of the basic Emergency Procedures provided by Section 3 of this Pilot's Operating Hand book
are necessary for this supplement.
(a) SETTING
While in the CLOCK mode, the time and the date can be set by the operation of the RST button.
(b) DATE SETTING

Pressing the RST button once will cause the date to appear with the month flashing. Pressing the
ST-SP button will advance the month at one per second, or at one per push, until the right month
appears.
Pressing the RST button once again will cause the date to flash, and it can be set in a similiar
manner.
ISSUED: DECEMBER 18, 1980

REPORT: VB-880
9-19
I
(c) TIME SETTING

The RST button must now be pressed two times to cause the hours digits to flash. The correct hour
can be set in as described above.
Pressing the RST button once again will now cause the minutes digits to flash. The minutes ·should
be set to the next minute to come up at the zero seconds time mark. The RST button is pressed once
more to hold the time displayed. At the time mark, the ST-SP button is pressed momentarily to
begin the counting at the exact second.
If the minutes are not advanced when they are flashing in the set mode, pressing the RST button will
return the clock to the normal timekeeping mode without altering the minutes timing. This feature
is useful when changing time zones, when only the hours are to be changed.
(d) AUTOMATIC DA TE ADVANCE

The calendar function will automatically advance the date correctly according to the four year
perpetual calendar. One day must be added manually on Feb. 29 on leap year. The date advances
correctly at midnight each day.
(e) DISPLAY TEST

Pressing both the RST and ST-SP buttons at the same time will result in a display test function.

TABLE OF CONTENTS
SECTION 10
SAFETY TIPS
Paragraph Page
No. No.
10.l General .. 10-1

10.3 Safety Tips 10-1
REPORT: VB-880
10-i
PA-28-161, CHEROKEE WARRIOR II SAFETY TIPS
SECTION 10
SAFETY TIPS
10.l GENERAL
This section provides safety tips of particular value in the opera ti on of the Cherokee Warrior II.
10.3 SAFETY TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on the control wheel is required
to lift the airplane off the ground.
(b) The best speed for takeoff is about 55 KIAS under normal conditions. Trying to pull the airplane
off the ground at too low an airspeed decreases the controllability of the airplane in the event of
engine failure.
(c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap operating loads, it is desirable
to have the airplane at a slower speed before extending tire flaps. The fkp step will not support
weight if the flaps are in any extended position. The flaps must be placed i!i the "UP" position
before they will lock and support weight on the step.
(d) Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.
(e) Before starting the engine, check that all radio switches, light switches and the pi tot heat switch
are in the off position so as not to create an overloaded condition when the starter is engaged.
(f) Anti-collision lights should not be operating when flying through cloud, fog or haze, since the
reflected light can produce spatial disorientation. Strobe lights should not be used in close
proximity to the ground such as during taxiing, takeoff or landing.
(g) The rudder pedals are suspended from a torque tube which ex tends, 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.
(h) In an effort to avoid accidents, pilots should obtain and study the safety related information
made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM
and safety aids.
(i) Prolonged slips or skids which result in excess of 2000 ft. of altitude loss, or other radical or
extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when tank being used is not full.

SAFETY TIPS PA-28-161, CHEROKEE WARRIOR II
(j) Hand starting of the engine is not recommended, however, should hand starting of the engine be
required, only experienced personnel should attempt this procedure. The magneto selector should
be placed to ""LEFT" during the starting procedures to reduce the probability of ""kick back." Place
the ignition switch to ""BOTH" position after the engine has started.

10-2 REVISED: MAY 30, 1980

Piper Warrior POH PA 28 161 1977 1982

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CHEROKEE WARRIOR II

II. Identification of Revised Material

ORIGINAL PAGES ISSUED

Revision FAA Approval

Rev. 1 - 761 649 1-6 Corrected to "Meteorological."

Rev. 2 - 7 6 1 6 4 9 9-3 Added STC No. to Section 1 - General; in

Rev. 3 - 761 649 1-4 Revised items 1.13 and 1.17.

Revision FAA Approval

Rev. 6 - 761 649 1-3 Added new engine designation.

Revision FAA Approval

Rev. 8 - 761 649 9-i Added Supplement 5 and pages.

Revision FAA Approval

7-21 Revised para. 7 .25. Ward Evans

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTION 6 WEIGHT AND BALANCE

SECTION 7 DESCRIPTION AND OPERATION OF THE

SECTION 8 AIRPLANE HANDLING, SERVICING AND

SECTION 10 SAFETY TIPS

1.1 Introduction 1-1

· ISSUED: DECEMBER 16, 1976 REPORT: VB-880

Wing Area (sq. ft.) 170.0

REPORT: VB-880 ISSUED: DECEMBER 16, 1976

ISSUED: DECEMBER 16, 1976 REPORT: VB-880

1.11 MAXIMUM WEIGHTS

REPORT: VB-880 ISSUED:DECEMBER 16 1976

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated speed of an aircraft,

KCAS Calibrated Airspeed expressed in "Knots."

GS Ground Speed is the speed of an airplane relative to the ground.

IAS Indicated Airspeed is the speed of an aircraft as shown on the

KIAS Indicated Airspeed expressed in "Knots."

M Mach Number is the ratio of true airspeed to the speed of sound.

TAS True Airspeed is the airspeed of arr airplane relative to undisturbed

Maneuvering Speed is the maximum speed at which application of

Maximum Flap Ex tended Speed is the highest speed permissible

Maximum Structural Cruising Speed is the speed that should not

S tailing Speed or the minimum ~teady flight speed at which the

Best Angle-of-Climb Speed is the airspeed which delivers the

Vy Best Rate-of-Climb Speed is the airspeed which delivers the

ISSUED: DECEMBER 16, 1976 REPORT: VB-880

(b) Meteorological Terminology

ISA International Standard Atmosphere in which:

OAT Outside Air Temperature is the free air static temperature,

Station Pressure Actual atmospheric pressure at field elevation.

Wind The wind velocities recorded as variables on the charts of this

REPORT: VB-880 ISSUED: DECEMBER 16, 1976

(c) Power Terminology

Takeoff Power Maximum power permissible for takeoff.

Maximum Continuous Maximum power permissible continuously during flight.

Maximum Climb Power Maximum power permissible during climb.

Maximum Cruise Power Maximum power permissible during cruise.

(d) Engine Instruments

EGT Gauge Exhaust Gas Temperature Gauge

(e) Airplane Performance and Flight Planning Terminology

Demonstrated Crosswind The demonstrated crosswind velocity is the velocity of the

Accelerate-Stop Distance The distance required to accelerate an airplane to a specified speed

MEA Miniraum en route IFR altitude.