Piper PA-28 Cherokee explained

The Piper PA-28 Cherokee is a family of two-seat or four-seat light aircraft built by Piper Aircraft and designed for flight training, air taxi and personal use.[1] The PA-28 family of aircraft comprises all-metal, unpressurized, single piston-engined airplanes with low-mounted wings and tricycle landing gear. They have a single door on the right side, which is entered by stepping on the wing.[1] [2]

The PA-28 is the fourth most produced aircraft in history. The first PA-28 received its type certificate from the Federal Aviation Administration in 1960 and the series remains in production to this day. Current models are the Warrior, Arrow, Archer TX and LX,[3] [4] the diesel-powered Archer DX and DLX, and the Pilot 100 and 100i. The Archer was discontinued in 2009, but with investment from new company ownership, the model was put back into production in 2010.[5] [6] [7]

The PA-28 series competed with the now discontinued, similarly low-winged Grumman American AA-5 series and Beechcraft Musketeer designs and continues to compete with the high-winged Cessna 172.[8]

Piper has created variations within the Cherokee family by installing engines ranging from 140 to 300 hp (105–220 kW), offering turbocharging, retractable landing gear, constant-speed propellers and stretching the fuselage to accommodate six people. The Piper PA-32 (initially known as the "Cherokee Six") is a larger, six-seat variant of the PA-28. The PA-32R Saratoga variant was in production until 2009.[1] [9]

Development

At the time of the Cherokee's introduction, Piper's primary single-engined, all-metal aircraft was the Piper PA-24 Comanche, a larger, faster aircraft with retractable landing gear and a constant-speed propeller. Karl Bergey,[10] Fred Weick and John Thorp designed the Cherokee as a less expensive alternative to the Comanche, with lower manufacturing and parts costs to compete with the Cessna 172, although some later Cherokees also featured retractable gear and constant-speed propellers.[11] The Cherokee and Comanche lines continued in parallel production, serving different market segments for over a decade, until Comanche production was ended in 1972, to be replaced by the Piper PA-32R family.[1]

Original design

The original Cherokees were the Cherokee 150 and Cherokee 160 (PA-28-150 and PA-28-160), which started production in 1961 (unless otherwise mentioned, the model number always refers to horsepower).[1]

In 1962, Piper added the Cherokee 180 (PA-28-180) powered by a 180-horsepower (134-kW) Lycoming O-360 engine. The extra power made it practical to fly with all four seats filled (depending on passenger weight and fuel loading) and the model remains popular on the used-airplane market.[1] In 1968, the cockpit was modified to replace the "push-pull"-style engine throttle controls with quadrant levers. In addition, a third window was added to each side, giving the fuselage the more modern look seen in most recent production.[12]

Piper continued to expand the line rapidly. In 1963, the company introduced the even more powerful Cherokee 235 (PA-28-235), which competed favorably with the Cessna 182 Skylane for load-carrying capability. The Cherokee 235 featured a Lycoming O-540 engine de-rated to and a longer wing which would eventually be used for the Cherokee Six. It included tip tanks of 17-gallon capacity each, bringing the total fuel capacity of the Cherokee 235 to 84 gallons.[1] The aircraft had its fuselage stretched in 1973, giving much more leg room in the rear. The stabilator area was increased, as well. In 1973, the marketing name was changed from "235" to "Charger". In 1974, it was changed again to "Pathfinder". Production of the Pathfinder continued until 1977. No 1978 models were built. In 1979, the aircraft was given the Piper tapered wing and the name was changed again, this time to Dakota.

In 1964, the company filled in the bottom end of the line with the Cherokee 140 (PA-28-140), which was designed for training and initially shipped with only two seats.[1] The PA-28-140 engine was slightly modified shortly after its introduction to produce 150 horsepower (112 kW), but kept the -140 name.

In 1967, Piper introduced the PA-28R-180 Cherokee Arrow. This aircraft featured a constant-speed propeller and retractable landing gear and was powered by a 180-horsepower (134-kW) Lycoming IO-360-B1E engine. A 200-hp (149-kW) version powered by a Lycoming IO-360-C1C was offered as an option beginning in 1969 and designated the PA-28R-200; the 180-hp model was dropped after 1971.[13] At the time the Arrow was introduced, Piper removed the Cherokee 150 and Cherokee 160 from production.[1] [14] The Arrow II came out in 1972, featuring a five-inch fuselage stretch to increase legroom for the rear-seat passengers. In 1977, Piper introduced the Arrow III (PA-28R-201), which featured a semi-tapered wing and longer stabilator, a design feature that had previously been introduced successfully on the PA-28-181 and provided better low-speed handling. It also featured larger fuel tanks, increasing capacity from 50 to 77 gallons.

The first turbocharged model, the PA-28R-201T, was also offered in 1977, powered by a six-cylinder Continental TSIO-360-F engine equipped with a Rajay turbocharger. A three-bladed propeller was optional.

In 1979, the Arrow was restyled again as the PA-28RT-201 Arrow IV, featuring a "T" tail.

In 1971, Piper released a Cherokee 140 variant called the Cherokee Cruiser 2+2. Although the plane kept the 140 designation, it was, in fact, a 150-hp plane and was shipped mainly as a four-seat version. In 1973, the Cherokee 180 was named the Cherokee Challenger and had its fuselage lengthened slightly and its wings widened and the Cherokee 235 was named the Charger with similar airframe modifications.[1] In 1974, Piper changed the marketing names of some of the Cherokee models again, renaming the Cruiser 2+2 (140) simply the Cruiser, the Challenger to the Archer (model PA-28-181), and the Charger (235) to Pathfinder.

Piper reintroduced the Cherokee 150 in 1974, renaming it the Cherokee Warrior (PA-28-151) and giving it the Archer's stretched body and a new, semi-tapered wing.[1]

In 1977, Piper stopped producing the Cruiser (140) and Pathfinder (235), but introduced a new 235-hp (175-kW) plane, the Dakota (PA-28-236), based on the Cherokee 235, Charger, and Pathfinder models, but with the new semi-tapered wing.

The PA-28-201T Turbo Dakota followed the introduction of the PA-28-236 Dakota in 1979. The airframe was essentially the same as a fixed-gear Arrow III and was powered by a turbocharged Continental TSIO-360-FB engine producing 200 hp (149 kW). The aircraft did not sell well and production ended in 1980.[15]

In 1977, Piper upgraded the Warrior to 160 hp (119 kW) PA-28-161, changing its name to Cherokee Warrior II. This aircraft had slightly improved aerodynamic wheel fairings introduced in 1978. Later models of the Warrior II, manufactured after July 1982, incorporated a gross weight increase to 2,440 pounds, giving a useful load over 900 pounds. This same aircraft, now available with a glass cockpit, was available as the Warrior III and was marketed as a training aircraft.[4] [16]

PA-32

See main article: Piper PA-32.

In 1965, Piper developed the Piper Cherokee Six, designated the PA-32, by stretching the PA-28 design. It featured a lengthened fuselage and seating for one pilot and five passengers.[17]

Brazilian, Argentinian and Chilean production

PA-28s were built under license in Brazil as the Embraer EMB-711A and EMB-711C Corisco (PA-28R-200), EMB-711B (PA-28R-201), EMB-711T (PA-28RT-201) and EMB-711ST Corisco Turbo (PA-28RT-201T) and the EMB-712 Tupi (PA-28-181). Argentinian production was carried out by Chincul SACAIFI of San Juan, Argentina. Chincul S. A. built 960 airplanes between 1972 and 1995, including the Cherokee Archer, Dakota, Arrow and Turbo Arrow.[18] The PA-28-236 Dakota was also assembled under license by the Maintenance Wing of the Chilean Air Force (which later became known as ENAER). By September 1982, 20 Dakotas had been assembled in Chile.[19]

New Piper Aircraft

The original Piper Aircraft company declared bankruptcy in 1991. In 1995, the New Piper Aircraft company was created. It was renamed Piper Aircraft once again in 2006. The company originally produced one variant, the 180-horsepower (134 kW) Archer LX (PA-28-181),[20] and began testing two diesel versions, with 135 and 155 hp.[21]

As of 2022, five variants of the PA-28 are in production:[22]

Design

Wing

Originally, all Cherokees had a constant-chord, rectangular planform wing, popularly called the "Hershey Bar" wing because of its resemblance to the convex, rectangular chocolate bar.

Beginning with the Warrior in 1974, Piper switched to a semi-tapered wing with the NACA 652-415 profile and a 2adj=midNaNadj=mid wingspan. The constant chord is maintained from the root to mid-wing, at which point a tapered section sweeping backwards on the leading edge continues until the tip. Both Cherokee wing variants have an angled wing root; i.e., the wing chord is greater at the root, with the leading edge swept back as it leaves the fuselage body, rather than the wing meeting the body at a perpendicular angle.

Debate is ongoing about the relative benefits of the two wing shapes. According to the Cherokee's lead designer, Fred Weick, the semi-tapered wing was introduced to "improve stall characteristics and increase wingspan," and side-by-side testing of the two shapes found that with the semitapered wing, "the plane had better climb and flatter flight characteristics" [26] The original 1974 version of the wing had a structural weakness that caused a structural failure during an aerobatic maneuver, but that was fixed for all later wings.[27] According to Terry Lee Rogers (summarizing interviews with Weick), "the outboard wing sections had a different taper than the wing root, which permitted them to retain control even when the inboard sections were stalled."[27]

However, designer John Thorp, who collaborated with Weick in the late 1950s on an early 180 hp version of the PA-28 (with Hershey-bar wings) and was not involved in the later semi-tapered design, publicly disagreed: "Tapered wings tend to stall outboard, reducing aileron effectiveness and increasing the likelihood of a rolloff into a spin."[28]

Aviation journalist Peter Garrison is also in the Hershey-bar wing camp, claiming that the semitapered shape has a neutral effect on drag: "to prevent tip stall, designers have resorted to providing the outboard portions of tapered wings with more cambered airfoil sections, drooped or enlarged leading edges, fixed or automatic leading edge slots or slats and most commonly, wing twist or "washout". The trouble with these fixes is that they all increase the drag, cancelling whatever benefit the tapered wing was supposed to deliver in the first place."[28]

Flight controls

For the Cherokee family, Piper used their traditional flight-control configuration. The horizontal tail is a stabilator with an antiservo tab (sometimes termed an antibalance tab). The antiservo tab moves in the same direction of the stabilator movement, making pitch control "heavier" as the stabilator moves out of the trimmed position. Flaps can extend up to 40° and 25° flaps are normally used for a short- or soft-field takeoff. The ailerons, flaps, stabilator and stabilator trim are all controlled using cables and pulleys.[29]

In the cockpit, all Cherokees use control yokes rather than sticks, together with rudder pedals.[29] The pilot operates the flaps manually using a Johnson bar located between the front seats: for zero degrees, the lever is flat against the floor and is pulled up to select the detent positions of 10, 25, and 40°.[29]

Older Cherokees use an overhead crank for stabilator trim (correctly called an antiservo tab), while later ones use a trim wheel on the floor between the front seats, immediately behind the flap bar.[29]

All Cherokees have a brake lever under the pilot side of the instrument panel. Differential toe brakes on the rudder pedals were an optional add-on for earlier Cherokees and became standard with later models.[29]

Some earlier Cherokees used control knobs for the throttle, mixture, and propeller advance (where applicable), while later Cherokees use a collection of two or three control levers in a throttle quadrant.[29]

Cherokees normally include a rudder trim knob, which actually controls a set of springs acting on the rudder pedals rather than an external trim tab on the rudder—in other words, the surface is trimmed by control tension rather than aerodynamically.[29]

Variants

Cherokee family

Unbuilt design study similar to the Thorp Sky Scooter. Was to have been powered by a 650NaN0 engine.[30] Developed into the PA-28.[31]
  • Two-place, fixed landing gear landplane, Lycoming O-320-E2A or -E3D engine of 1500NaN0, gross weight 19500NaN0. First certified on 14 February 1964. Approved as a 21500NaN0 gross weight four place aircraft on 17 June 1965. Built in the following variants:
    • Four-place, fixed landing gear landplane, Lycoming O-320-A2B or -E2A engine of 1500NaN0, gross weight 21500NaN0. First certified on 2 June 1961. Built in the following variants:
    Four-place, fixed landing gear landplane, Lycoming O-320-B2B or -D2A engine of 1600NaN0, gross weight 22000NaN0. First certified on 31 October 1960. Built in the following variants:
    Four-place, fixed landing gear seaplane, Lycoming O-320-D2A engine of 1600NaN0, gross weight 21400NaN0. First certified on 25 February 1963. Built in the following variants:
    Four-place, fixed landing gear landplane, Lycoming O-360-A3A or -A4A engine of 1800NaN0, gross weight 24000NaN0. First certified on 3 August 1962. Built in the following variants:
    Four-place, fixed landing gear seaplane, Lycoming O-360-A3A or -A4A engine of 1800NaN0, gross weight 22220NaN0. First certified on 10 May 1963. Built in the following variants:
    Four-place, fixed landing gear landplane, Lycoming O-540-B1B5, -B2B5, or -B4B5 engine of 2350NaN0, gross weight 29000NaN0. First certified on 15 July 1963 and introduced in 1964.[33] Built in the following variants:
    PA-28-235 built by Neiva (a subsidiary of Embraer) in Brazil from kits supplied by Piper.
  • PA-28-180 built by Neiva in Brazil from kits supplied by Piper. Also known as the Carioquinha.[34] [35]

    • Warrior family

    Four-place, fixed landing gear landplane, Lycoming O-320-E3D engine of 1500NaN0, gross weight 23250NaN0. First certified on 9 August 1973. Changes from the PA-28-150 include a tapered wing.[36]
  • Four-place, fixed landing gear landplane, Lycoming O-320-D2A or -D3G engine of 1600NaN0, gross weight 23250NaN0. First certified on 2 November 1976. Changes from the PA-28-160 include a tapered wing. Certified on 1 July 1982 for gross weight of 24400NaN0.
  • Four-place, fixed landing gear landplane, Lycoming O-320-D3G engine of 1600NaN0, gross weight 24400NaN0. First certified on 1 July 1994.
  • Two-place, fixed landing gear landplane, Lycoming O-320-D2A or -D3G engine of 1600NaN0, gross weight 23250NaN0. Replaced the PA-38 Tomahawk trainer in the late 1980s. Features the older Cherokee "2 side window" fuselage with the later tapered wing.[37] [38]
  • Four-place, fixed landing gear landplane, turbocharged Continental TSIO-360-FB, engine of 2000NaN0, gross weight 29000NaN0. First certified on 14 December 1978.[39]
  • Four-place, fixed landing gear landplane, Lycoming O-540-J3A5D engine of 2350NaN0, gross weight 30000NaN0. First certified on 1 June 1978. Changes from the 1972 certified PA-28-235 Cherokee Pathfinder include tapered wing.
  • PA-28-236 built by Neiva in Brazil from kits supplied by Piper.

    • Archer family

    Four-place, fixed landing gear landplane, Lycoming O-360-A4A or -A4M engine of 1800NaN0, gross weight 24500NaN0. First certified on 22 May 1972. Changes from the PA-28-180 Cherokee include a five inch fuselage extension, wing span increase, larger horizontal tail, gross weight increase and other minor changes.[40] Renamed to Archer after minor detail changes.
  • Four-place, fixed landing gear landplane, Lycoming O-360-A4A or -A4M engine of 1800NaN0, gross weight 25500NaN0. First certified on 8 July 1975. Changes from the PA-28-180 Archer include a tapered wing.
  • Four-place, fixed landing gear landplane, Lycoming O-360-A4M engine of 1800NaN0, gross weight 25500NaN0. First certified on 30 August 1994.[41]
  • Four-place, fixed landing gear landplane, Lycoming O-360-B4A engine of 1800NaN0, maximum takeoff weight 25500NaN0. Produced in Archer TX trainer and Archer LX personal aircraft variants, both with Garmin G1000 NXi avionics.[42] [43]
  • Four-place, fixed landing gear landplane, turbocharged Continental CD-155 diesel engine of 1550NaN0. Introduced at AERO Friedrichshafen in April 2014.[44] [45] The compression-ignition engine is simpler to operate, avoiding starting difficulties, carburetor icing or propeller and mixture controls, and the liquid cooling does not suffer shock cooling in a rapid descent. The turbocharger maintains full power up to over to climbs at at, and cruise fuel flow is /h at 50 to 75% power and a IAS. The engine must be replaced every 2,100 hours.[46] Produced in Archer DX trainer and Archer DLX personal aircraft variants.[47] [48]
  • New versions introduced in 2019 intended as low cost VFR and IFR trainers respectively, for the flight training market.[49] Fixed landing gear, 180 hp Lycoming IO-360-B4A, Garmin G3X Touch Certified avionics. IFR version includes GFC500 autopilot.[50] Features the 2-side-window fuselage with the later tapered wing, no baggage door, no air conditioning, no instruments on right-hand panel, all-white paint with decals, two-place seating standard on 100, rear third seat with push-to-talk and Bluetooth functions standard on 100i and optional on 100.[51] These new versions were type certified in the US in December 2020 and in Europe in August 2021.[52] [53]

    • Arrow family

    Four-place, retractable landing gear landplane, Lycoming IO-360-B1E engine of 1800NaN0, gross weight 25000NaN0. First certified on 8 June 1967. Built in the following variants:
    Four-place, retractable landing gear landplane, Lycoming IO-360-C1C engine of 2000NaN0, gross weight 26000NaN0. First certified on 16 January 1969. Built in the following variants:
    Four-place, retractable landing gear landplane, Lycoming IO-360-C1C or -C1C6 engine of 2000NaN0, gross weight 26500NaN0. First certified on 2 December 1971. Changes from the 1969 certified PA-28R-200 Arrow include a five inch fuselage extension, wing span increase, larger horizontal tail, gross weight increase and other minor changes.
  • Four-place, retractable landing gear landplane, Lycoming IO-360-C1C6 engine of 2000NaN0, gross weight 27500NaN0. First certified on 2 November 1976.
  • Four-place, retractable landing gear landplane, turbocharged Continental TSIO-360-F or -FB engine of 2000NaN0, gross weight 29000NaN0. First certified on 2 November 1976.
  • Four-place, retractable landing gear landplane, Lycoming IO-360-C1C6 engine of 2000NaN0, gross weight 27500NaN0. First certified on 13 November 1978. Features a T tail.
  • Four-place, retractable landing gear landplane, turbocharged Continental TSIO-360-FB engine of 2000NaN0, gross weight 29000NaN0. First certified on 13 November 1978. Features a T tail.
  • Prototype armed military variant developed by Chincul in Argentina with a side-by-side two-seat cockpit and a sliding canopy. Powered by a 2600NaN0 Lycoming AEIO-540 engine and armed with a 7.62 mm gun. Intended for service in the Argentine armed forces but not accepted.
  • Two Piper-built prototypes of the ENAER T-35 Pillán. Military trainer with a cut-down PA-32R Saratoga fuselage with a two-seat tandem cockpit and a PA-28R Arrow wing. Powered by a 3000NaN0 Lycoming IO-540-K engine. First flown on 6 March 1981, and production aircraft were sent in kit form to be built by ENAER. The first and second prototypes were designated XBT and YBT, respectively.
  • PA-28R-201 Arrow III built by Neiva in Brazil from kits supplied by Piper.
  • PA-28R-200 Arrow II built by Neiva in Brazil from kits supplied by Piper.
  • PA-28RT-201 Arrow IV built by Neiva in Brazil from kits supplied by Piper.
  • PA-28RT-201T Turbo Arrow IV built by Neiva in Brazil from kits supplied by Piper. Also known as the Corisco Turbo.

    • Operators

    The Cherokee series has been popular with private owners and flying clubs, with over 32,000 delivered.

    Military operators

    Angola
    Chile
    Indonesia
    Qatar

    Retired

    Notable accidents and incidents

    References

    Bibliography

    External links

    Notes and References

    1. Plane and Pilot: 1978 Aircraft Directory, pages 62–64. Werner & Werner Corp, Santa Monica CA, 1977.
    2. Web site: Training Aircraft Review: The Piper Warrior III. 2008-02-06. Twombly. Mark R.. https://web.archive.org/web/20080129054155/http://flighttraining.aopa.org/learntofly/articles/2988.cfm . 2008-01-29.
    3. Web site: Welcome to the Arrow. 2008-02-06. New Piper Aircraft. dead. https://web.archive.org/web/20071213011343/http://www.newpiper.com/aircraft/arrow/default.asp. 2007-12-13.
    4. Web site: Welcome to the Archer LX. 25 February 2011. New Piper Aircraft. dead. https://web.archive.org/web/20100127054533/http://www.piper.com/home/pages/ArcherIII.cfm. 27 January 2010.
    5. Web site: Discontinued Aircraft. 2009-06-03. Piper Aircraft. Piper Aircraft. 2009. dead. https://web.archive.org/web/20090621005712/http://www.newpiper.com/pages/DiscontinuedAircraft.cfm. 2009-06-21.
    6. Web site: Piper Likes Future With Imprimis . 2009-07-29. Niles. Russ . July 2009.
    7. Web site: Archer TX. 7 June 2011. Piper Aircraft. Piper Aircraft. 2011. dead. https://web.archive.org/web/20110713114649/http://trainers.piper.com/ArcherTX.htm. 13 July 2011.
    8. Web site: Flying Four By Fours. 2008-02-06. Collins. Richard L.. Richard L. Collins. May 2005. https://web.archive.org/web/20080517144234/http://www.flyingmag.com/article.asp?section_id=13&article_id=552. 2008-05-17. dead.
    9. Web site: Welcome to the Saratoga II TC. 2008-02-06. New Piper Aircraft. dead. https://web.archive.org/web/20080509172413/http://www.newpiper.com/aircraft/saratoga~tc/. 2008-05-09.
    10. Web site: Karl Bergey, Chairman & CEO. September 25, 2007. 2007-09-25. https://web.archive.org/web/20070709121831/http://www.bergey.com/About_BWC.htm#Key%20Personnel . 2007-07-09.
    11. Web site: Sullivan . Wade . A History of the Cherokee . General Aviation News . 2 October 2022 . 23 September 2010.
    12. Gilbert. James. Pilot Report:The Cherokee D. Flying. February 1968. 82. 2. 44–48.
    13. Twombly, Mark: "Piper Arrow," AOPA Pilot, June 1986.
    14. Web site: TYPE CERTIFICATE DATA SHEET NO. 2A13 Revision 49. 2010-02-24. Federal Aviation Administration. Federal Aviation Administration. January 2009. https://web.archive.org/web/20110608055203/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/a44b41c7e7d7d7458625753c004f4a2d/$FILE/2A13.pdf. 2011-06-08. dead.
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    17. Web site: The Piper PA-28 Cherokee Series. 2008-02-06. Airliners.net.
    18. Pereira de Andrade, Roberto.: Enciclopédia de Aviões Brasileiros, Editora Globo, 1997.
    19. [John W. R. Taylor|Taylor, John W.R.]
    20. Web site: Piper.com main page. 5 May 2011.
    21. "Aero-News" Video
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    24. Web site: Piper Archer DX. 15 Feb 2017.
    25. Web site: Piper Pilot 100i . 15 Feb 2017.
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    27. The Cherokee Tribe, p.45.
    28. Web site: Rectangular Wings. 2009-12-26. Garrison. Peter. January 2003.
    29. Piper Aircraft: Cherokee 140 PA-28-140 Owner's Handbook. Piper Aircraft Corporation publication 753 584, February 1964, Revised May 27, 1977
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    34. Web site: June 5, 2023 . Comercialização pela H8 ALS de certas partes fabricadas sem a devida autorização. . Commercialization by H8 ALS of certain manufactured parts without proper authorization. . July 23, 2024 . . Portuguese and English . PDF.
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