ARROW TI
The airplane should be trimmed to an approach speed of about 90 MPH with the flaps and
gear extended. The flaps can be lowered at speeds up to 125 MPH and the gear can be extended
at speeds up to 150 MPH if desired. The propeller should be set at approximately 2600 RPM to
facilitate ample power for emergency go-around and to prevent over-speeding of the engine if
the throttle is advanced sharply. The mixture control should be kept in the full rich position to
insure maximum acceleration if it should be necessary to open the throttle again.
The amount of flap used during landings and the speed of the aircraft at contact with the
runway should be varied according to the landing 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 0aps and enough
power to maintain the desired approach flight path. The mixture should be full rich, fuel
selector on the fellest tank, and the.. electric fuel pump on. The airspeed should be reduced
during flare out and contact with the ground should be made close to stalling speed. After
ground contact, the nose wheel should be held off. As the airplane slows down, the nose should
be eased down and the brakes applied. There will be less chance of skidding the tires if the flaps
are retracted before applying the brakes. Braking is most effective when back pressure
is
applied
to the control wheel, putting most of the airplane weight on the main wheels without lifting the
nose wheel. In high wind conditions, although it may be desirable to approach at higher than
normal speeds, it is still desirable to make contact with the runway when the airplane is
approximately at its minimum speed.
STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and the electric fuel pump turned off.
After parking, the air conditioner and radios should be turned off, the propeller set to increase
RPM and the engine then stopped by pulling the mixture control to idle cut-off. The throttle
should be left full aft to avoid engine vibration while stopping. Then the ignition and master
switches should be turned off and the parking brake set.
MOORINGS
The Cherokee Arrow II should be moved on the ground
with
the aid of the nose wheel tow
bar provided with each plane and secured in the baggage compartment. Tie down ropes may be
secured to rings provided under each wing and to the tail skid. The aileron and stabilator control
should be secured by looping the seat belt through the control wheel and pulling it tight. The
rudder
is
held in position by its connections to the nose wheel steering and normally does not
have to be secured. The flaps are locked when in the full up position and should be left
retracted.
WEIGHT AND BALANCE
It
is
the responsibili
t
y of the pilot to determine that the airplane remains within the
allowable weight vs. center of gravity envelope while in flight. For weight and balance data see
the Airplane Flight Manual and Weight and Balance form supplied with each airplane.
OPERATING INSTRUCTIONS
ISSUED: November 15, 1971
REVISED: Jone 15, 1972
6-7
N16422 POH
