Specifications

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CHEROKEE
SIX.3OO
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.
MANEUVERS
Intentional
spins are
prohibited
in
this airplane.
[n
the event that an inadvertent
spin
occurs, standard recovery technique
should
be used immediately.
APPROACH
AND
LANDING
Before landing check list:
l. Seat
backs erect
2. Fastenbelts/harness
3.
Air
Conditioning
off
,4.
Fuel
on
proper
tank
'ir5. Electric
fuel
pump
on
t0.
Mixture rich
l:,7
.
Propeller
set
8. Flaps down
(125
mph)
The
airplane should
be
trim'med-to
an
approach
speed of
about
90 miles
pcr
hour
with
flaps
extended. The
flaps
can
be lowered at speeds up
to
125 miles
per
hour, if desired. The
propeller
should
be set
at approximately
2500
RPM to
facilitate
ample
power
for an
emergency
go-around
and to
prevent
overspeeding
of the
engine
if
the throttle is advanced
sharply.
The
mixture control
should
be kept
in
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
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
(63
to 70 MPH).
After
ground
contact
hold
the
nose
wheel
off as
long as
possible.
As
the
airplane slows
down,
drop
the nose
and apply
thc
brakes.
There will be
less
chance of skidding the tires if
the
flaps are retracted
before
applying
the
brakes. Braking is most
effective when back
prcssure
is applied to the
control
wheel,
putting
i
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.
OPERATING
INSTRUCTIONS
ISSUED:
JULY
12,1973
7-8