Production of the Pathfinder continued until In the aircraft was given the Piper tapered wing and was again renamed the Dakota. Piper apparently planned the entire Cherokee series so that even a student could work his or her way up the line progressively to constant-speed-prop retractables with a minimum of Piper Cherokee 6 Piper Cherokee 6.
Black tool box full of parts Grab bag of assorted parts Field box full of stuff ie: digital tach, power panel, electric and manual fuel pumps, tools etc etc Charger Bag of servo leads JR 8 transmitter Fuel tanks Box of balsa United States instructions Step-by-step Guide. Windows, Windshields. Wheel Fenders. Actual Price:. Our price is lower than the manufacturer's "minimum advertised price.
You have no obligation to purchase the product once you know the price. You can simply remove the item from your cart. Prices shown are in USD. Privacy Policy. Powered by HostDrive. Com Prices, features, and specifications are subject to change without notice. See View 5. Drive out the remaining shank with a pin having the same diameter as the rivet shank. See View6. Jacking Arrangement This includes jacking, weighing, leveling,mooring, parking, towing and taxiing.
Handling the airplane in the manner described in the following paragraphs will minimize damage to the airplane and its equipment. CAUTION When moving airplane forward by hand avoid pushing on the trailing edge of the ailerons for this will result in an out of trim condition. Jacking the airplane is necessary to service the landing gear and to perform other service operations. Proceed as follows: a. Placejacks under jack pads on the front wing spar. Refer to Figure Attach the tail support to the tail skid.
Place approximately pounds of ballast on the base of the tail support to hold down the tail. This may be used along with the wing jack points to raise the airplane, or alone it may be used to raise the front end. Raise the jacks until all three wheels are clear of the surface. For weighing purposes, place the airplane on scales as follows: a.
Position a scale and ramp in front of each of the three wheels. Secure the scales from rolling forward and tow the airplane up onto the scales. Refer to Paragraph Remove the ramp so as not to interfere with the scales.
If the airplane is to be weighed for weight and balance computations, level the airplane per instructions given in paragraph All configurationsof the airplane are provided with ameans for longitudinal and lateral leveling.
The airplane maybe leveled while on jacks, during theweighing procedure while the wheels are on scales, orwhile thewheels are on the ground. To level the airplane for purposes of weighing or rigging, the. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately below the left front side window. Place a level on these screws heads and adjust the jacks until the level is centered.
Should the airplane be either on scales or on the floor, first block the main gear oleos to full extension; then deflate the nose wheel until the proper position is reached.
To laterally level the airplane, place a level across the spar box assemblylocated at the forward baggage area of the PA or under the rear seat of the PA,, ; PA; PAR.
Raise or lower one wing tip by deflating the appropriate tire on the high side of the airplane or adjust eitherjack until the bubble of the level is centered. The airplane is moored to insure its immovability, protection and security under various weather conditions. In order to properly moor the airplane use the followingprocedures: a. Head the airplaneinto the wind, if possible. Block the wheels. Secure the aileron and stabilator controls using the front seat belt or control surface blocks.
Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angles to the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid damage to the airplane when the ropes contract due to moisture. Do not use slip knots.
NOTE Additional preparations for high windsinclude usingtie-down ropes on the landing gear forks, and securing the rudder.
Install pitot tube cover, if available. The cabin and baggage compartment doors are provided with an outside lock. The ignition switch and cabin door require the same key while the baggage compartment door has a different key.
When parking the airplane, insure that it is sufficientlyprotected against adverse weather conditions and presents no danger to other aircraft.
When parking the airplane for any length of time or overnight, it is recommended that it be moored as in Paragraph Park the airplane headed into the wind, if possible. PA, , Serial Nos. Set the parking brake by pulling back the brake lever and pulling the parking brake knob located at the left of the control panel. Release the brake lever while holding the knob, then release the knob. To release the parking brake, either push in the parking brake knob or pull back the brake lever. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left side of the handle, then release the handle.
To release the parking brake, pull back on the brake leverto disengagethe catch mechanism,and allow the handle to swing forward. NOTE Care should be taken when setting brakes that are overheated during cold weather when accumulated moisture may freeze the brakes. The aileron and stabilator controls may be secured using the front seat belt. The airplane may be moved by using the nose wheel steering bar that is stowed in the baggage area of the PA,,; PAand PAR, or by using power equipment that will not damage or cause excess strain to the nose gear steering assembly.
On the PAR, the stem on the bar is inserted in the hollow of the nose wheel axle at its right side. When towing with power equipment, do not turn the nose gear in either direction beyond its steering radius limits as this will result in damage to the nose gear and steering mechanism. Do not tow the airplane with control locks installed. When moving the airplane forward by hand, avoid pushing on the trailing edge of the control surfaces as this will cause the control surface contour to change resulting in an out-of-trim condition.
In the event towing lines are necessary, lines rope should be attached to both main gear struts as high up on the tubes as possible. Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other responsibleperson.
Engine starting and shutdown procedures should be covered as well. When it is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi roll and perform the followingchecks: a. Taxi forward a few feet and apply brakes to determine their effectiveness. Taxi with propeller set in low pitch, high RPM setting, where applicable. While taxiing, make slight turns to ascertain the effectivenessof steering. Observe wing clearances when taxiing near buildings or other stationary objects.
If possible, station a guide outside the airplane to observe. When taxiing on uneven ground, avoid holes and ruts. 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. The receptacle is located on the left side of the nose section,just aft of the enginecowling. Whenused for enginestarting or operation of the airplanes' other equipment, proceed as follows:. NOTE If using an external battery, and the airplanes' battery is low or depleted, disconnect the airplane battery at the negative terminal to prevent excessiveloading of the external battery.
Insert the plug of the jumper cable into the receptacle. Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent any solvent from entering these units.
Place a pan under the engine to catch waste. With the enginecowlingremoved, spray or brush the engine with solvent or a mixture of solvent and degreaser, as desired. Brushing may be necessarywhere heavy grease and dirt deposits have collected. Allow the solvent to remain on the engine from five to ten minutes; then rinse the engine clean with additional solvent and allow to dry.
Removethe protective covers from the magnetos. Lubricate controls, bearingsurfaces, etc. Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake assembly.
Place a pan under the gear to catch waste. Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired. Brushing may be necessary where heavy grease and dirt deposits have collected. Allow the solvent to remain on the gear from five to ten minutes, then rinse the gear with additional solvent and allow to dry. Remove the cover from the wheel and remove the catch pan. Lubricate the gear per Lubrication Chart. The airplane should be washed with a mild soap and water.
Harsh abrasives or detergents used on painted or plastic surfaces couldmake scratches or cause corrosionof metal surfaces. Cover areas where cleaning solution could cause damage.
Cover the mast of the PAR gear back-up extender. To wash the airplane, the following procedure may be used: a. Flush away loose dirt with water. Apply cleaning solution with a rag, sponge or soft bristle brush. To remove stubborn oil and grease, use a cloth dampened with naptha. Where exhaust stains exist, allow solution to remain on the surface longer.
Any good automotive wax may be used to preserve the 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. Remove dirt, mud, etc. Wash with mild soap and warm water or an aircraft plastic cleaner using cloth or sponge and a straight rubbing motion.
Do not harshly rub surRemove oil and grease with a cloth moistened with kerosene. NOTE Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone or window cleaning sprays. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion. A severescratch or mar in plastic can be removed by usingjeweler's rouge to rub out the scratch. Smooth both sides and apply wax. To improve visibilitythrough windshieldand windowsduring flight through rain, a rain repellant such as REPCON should be applied to the windshieldand windows.
The surfaces of the windshieldand windowstreated become so smooth that water beads up and readily flows off the surface. Apply this product in accordance with the manufacturer's instructions. Clean headliner, side panels and seats with a stiff bristle brush and vacuum where necessary. Soiled upholstery, except leather, may be cleaned by using an approved air type cleaner or foam upholstery cleaner.
Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing. Leather material should be cleaned with saddle soap or mild soap and water. Use a small whisk broom or vacuum to remove dirt.
For soiledspots, use a non-inflammabledry-cleaningfluid. This includes replenishment of fuel, oil, and hydraulic fluids; the maintenance of tire pressures; and the lubrication of various items. The general condition of the hydraulic pump and landing gear actuating cylinders should be checked. Ensure that there are no leaks and that the line fittings are tight.
The cylinder rods are to be free of all dirt and grit. To clean the rods use an oil soaked rag and carefully wipe them. All the hydraulic lines should also be checked for freedom of leaks, kinks, and corrosion. Check for tightness of the attachment fittings. The gear back up extender actuator assemblyis located beneath the rear seat and should be checked to determine that it is operating properly. The diaphragm shaft may be operated by hand to make sure that it is free to fluctuate and that the actuating arm and its components.
Check the pressure housing assembly for absence of cracks, breaks, or fatigue. Check to ensure that the hydraulic valve and fittings are free of leaks. Repair and check procedures for the hydraulic pump, cylinders and various components may be found in Section VI of this manual. The fluid level of the reservoir of the combination pump and reservoir should be checked every 50 hours by viewing the fluid through the filler plug hole in the hydraulic pump.
Access to the pump is through the panel at the right rear side of the baggage compartment. To check fluid level, remove the plug located on the forward side of the pump and ascertain that fluid is visible up to the bottom of the filler plug hole. Reinstall the filler plug and tighten. NOTE A small vent hole is located under the vent screw head.
The landing gear consists of tires, brakes, oleo strut assemblies and on some models, wheel fairings. The gear should be inspected for proper extension, unscored piston tubes, soundness of hydraulic fluid seals, the security and firm mechanical condition of all connection points and the absence of cracks in the fiberglass fairings.
Check the brake linings for excessive wear, the brake discs for scoring and replace as necessary. The PAR should be checked for proper adjustment of down locks, the mechanical soundness and firm action of drag and side brace links. Minor servicing is described in the following paragraphs. Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the impact of the wheels on the runway during landing.
To obtain proper oleo action, the nose gear oleo strut must have approximately 3. These measurements are taken with the airplane setting on a level surface under normal static load empty weight of airplane plus full fuel and oil. If the strut has less tube exposed than that prescribed, determine whether it needs air or oil by raising the airplane on jacks.
With the strut extended, remove the cap from the air valve at the top of the housing and depress the valve core to allow Allow the foam air to escape from the strut piston until it is fully compressed. If oil is visible at the bottom of the hole, then all that is required is the valve be checked for unsatisfactory conditions and air added as described in paragraph Should fluid be at any level below the bottom of the filler plug hole, the oleo should be checked for leaks, etc.
Depress the valve core pin until strut chamber pressure has diminished. Regardless the amountof oil required the nose gear oleo strut with hydraulicfluid MIL-H as follows: a. Raise the airplane on jacks until the nose wheel is completely clear of the ground.
Place a pan under the gear to catch spillage. If not previously accomplished, remove the engine cowl and relieve air. There are two methods by which the strut chamber may be filled and these are as follows: Method 1: 1.
Remove the valve core from the filler plug at the top of the strut housing. Allow the plug to remain installed. Attach one end of a clear plastic hose to the valve stem of the filler plug and submerge the other end in a container of hydraulic fluid. Ascertain that the end of the hose on the valve stem is tight and the fluid container is approximately equal in height to the top of the strut housing.
Fully compress and extend the strut thus drawing fluid from the fluid container and expelling air from the strut chamber. By watching the fluid pass through the plastic hose, it can be determined when the strut is full and no air is present in the chamber. When air bubbles cease to flow through the hose, compress the strut fully and remove the hose from the valvestem. With strut compressed, remove the filler plug to determine that the fluid level is visible up to the bottom of the filler plug hole.
Reinstall the core in the filler plug and apply thread lubricated Parker 6PB to the threads of the filler plug and install the plug in the top of the strut housing. Torque the plug to 45 foot pounds.
Method 2: 1. Remove the filler plug from the top of the strut housing. Raise the strut piston until it is fully compressed. Pour fluid from a clean container through the filler opening until it reaches the bottom of the filler plug hole. Install the filler plug finger tight, and extend and compress the strut two or three times to remove any air that may be trapped in the housing.
Remove the filler plug, raise the strut to full compression and fill with fluid if needed. Apply thread lubricant Parker 6PB to the threads of the filler plug. Reinstall the filler plug and torque to 45 foot pounds. With the airplane raised, compress and extend the gear strut several times to ascertain that the strut actuates freely.
The weight of the gear fork and wheel should extend the strut. Clean off overflow of fluid, and inflate the strut as described in Paragraph Check that fluid is not leaking from around the strut piston at the bottom of the housing. A main gear oleo strut that is partly full or one that has been completely emptied may be filled with MIL-H Fluid as follows: a. Raise the airplane on jacks until the landing gear torque link assembly has almost reached its full travel. If not previously accomplished, remove the cap on top of the wing to gain access to the top of the strut housing, and relieve air from the strut housing chamber by removing the cap from the air valveand depressing the valve core.
Remove any one of the three torque link bolts, and again raise the airplane until a minimum of ten inches do not exceed twelve inches of tube exposure of strut tube is exposed with the wheel remaining on the ground.
With this amount of tube exposed, fluid will flow from the middle chamber to the bottom chamber of the strut housing, insuring that the bottom chamber is filled with fluid. NOTE With the torque links disconnected, the piston tube is free to slide from the strut housing. Fill the main gear housing by one of two methods which are as follows: Method 1: 1. By watching the fluid pass through the plastic hose, it can be determined when the strut is full and no air is present in the chambers.
The strut must be extended to full ten inches to allow fluid to enter the bottom chamber of strut housing. With the strut fully compressed, remove the filler plug to determine that the fluid level is visibleup to the bottom of the filler plug hole.
Reinstall the core in the filler plug and apply thread lubricant Parker 6PB to the threads of the filler plug and install the plug in the top of the strut housing. Raise the strut to full compression. Pour fluid from a clean container through the filler opening until it is visible at the top of the strut chamber. If the housing has been completely emptied or nearly so, allow sufficient time for the fluid to drain through the orifice from the upper chamber into the middle chamber.
Raise the strut to full compressionand if needed, fill with fluid to the bottom of the filler plug. Replace the torque link bolt. Tighten bolt only tight enough to allowno side play in the connection. With the airplane raised, retract and extend the gear strut severaltimes to ascertain that the strut actuates freely. Clean off overflow of fluid and inflate the strut as described in Paragraph Check that fluid is not leaking around the strut piston at the bottom of the housing.
After making certain that the oleo strut has sufficient fluid, attach a strut pump to the air valve and inflate the oleo strut. The strut should be inflated until the correct inches of piston is exposed with normal static load empty weight of airplane plus full fuel and oil on the gears. Rock the airplane several times to ascertain that the gear settles back to the correct strut position.
If a strut pump is not available,the airplane may be raised and line pressure from a high pressure air system used. Lower the airplane and while rocking it, let air from the valve to bring the strut down to the proper extension. Before capping the valve,check for valve core leakage. PAR The air-oil type oleo strut should be maintained at proper strut tube exposures for best oleo action.
The nose gear strut must have approximately 2. These measurementsare taken with the airplane sitting on levelsurface under normal static load. Empty weight of airplane plus full fuel and oil.
If the strut has lesstube exposure than prescribed, determine whether it needs air or oil by rocking the airplane. If the oleo strut oscillated with short strokes approximately one inch and the airplane settles to its normal position within one or two cycles after the rocking force is removed, the oleo strut requires inflating.
Check the valve core and filler plug for air leaks, correct if required, and add air as described in Paragraph If the oleo strut oscillateswith long strokes approximately three inches and the airplane continues to oscillate after the rocking force is removed, the oleo struts require fluid.
Check the oleo for indications of oil leaks, correct if required and add fluid as described in Paragraph Depressthe valve core pin until strut chamber pressure has diminished. To fill the nose or main gear oleo strut with fluid MIL-H , whether it be the addition of a small or large amount, proceed as follows: a.
Raise the airplane on jacks. At the filler plug, relieve air pressure from the strut housing chamber by removing the cap from the air valveand depressingthe valvecore. Remove the valve core from the filler plug at the top of the nose gear strut housing or at the top inboard side of the main gear housing. Allow the filler plug to remain installed. Attach one end of a clean plastic hose to the valve stem of the filler plug and submergethe other end in a container of hydraulic fluid.
NOTE An air-tight connection is necessary between the plastic tube and the valve stem. Without such a connection, a small amount of air will be sucked into the oleo strut during each sequence, resulting in an inordinate amount of air bubbles and a prolonged filling operation.
With the strut compressed, remove the filler plug to determine that the fluid level is visible up to the bottom of the filler plug hole. Remove the filler plug from the top of the nose gear strut housing or at the top inboard side of the main gear housing. Raise the strut piston tube until it is fully compressed. Air pressure type oil container may be helpful. Install the filler plug finger-tightand extend and compress the strut two or three times to remove air from the housing.
Reinstall the filler plug and torque -to 45 foot pounds. With the airplane raised, compress and extend the gear strut several times to ascertain that the strut movesfreely. The weightof the gear fork and wheel should extend the strut. After making certain that an oleo strut has sufficient fluid, attach a strut pump to the air valve and inflate the oleo strut.
The strut should be inflated until the correct inches of piston are exposed with normal static load on the gears empty weight of the airplane plus full fuel and oil. Rock the airplane severaltimes to ascertain that the gear settles back to the correct strut position. If a strut pump is not available, the airplane may be raised and line pressure from a high pressure air system used. Lower the airplane and whilerocking it, let air from the valveto bring the strut down to the proper extension.
Beforecapping the valve, check for tightness of the valve core, that is, no leakage. The brake system incorporates a hydraulic fluid reservoir through which the brake system is periodically serviced. Fluid is drawn from the reservoir by the brake cylinders to maintain the volume of fluid required for maximum braking efficiency.
Spongy brake pedal action is often an indication that the brake fluid reservoir is running low on fluid. Instructions for filling the reservoir are given in Paragraph The brake cylinder reservoir should be filled to the level marked on reservoir, with the fluid specified in Table II-I. The reservoir, located on the left side of the fire wallin the engine compartment, should be checked at every. To drain the brake system, connect a hose to the bleeder fitting on the bottom of the cylinder and place the other end of the line in a suitable container.
Open the bleeder and slowly pump the hand brake lever and the desired brake pedal until fluid ceases to flow. To clean the brake system, flush with denatured alcohol. The tires should be maintained at the pressure specified in Table II-I.
When checking tire pressure, examine the tires for wear, cuts, bruises and slippage on the wheel. The tire, tube, and wheel should be properly balanced when installed with the index mark on the tire aligned with the index mark on the tube. Regularly check the engine compartment for oil and fuel leaks, chaffing of lines, loose wires and tightness of all parts.
For cleaning of the engine compartment, refer to paragraph The induction air filter is located below the spinner assembly within the nose cowling. If the airplane is equipped for night flying, a landing light will be installed within the center of the filter assembly. The filter may be removed in accordance with the following instructions: 1.
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