Cherokee 6 Pros/Cons
Join Date: May 2001
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Thanks Bushy. Rusty memory is a curse and it was years ago. Maybe the pilot took off on one of the tip tanks. Does the excess fuel return to the mains? I can remember the fuel spill out down the wing when the main tank cap was opened.
Join Date: Feb 2008
Location: NZ
Age: 51
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Return Fuel
The lycosaurus doesn't have return fuel - it's not continuous flow like the Continental. Remember, the tips on the C6 are NOT AUXES! They are another main tank. Doesn't matter what you take off on. No where in the POH does it say inboard tanks for t/o and land. Inboards burn first. As bushy says, 300hp is great machine, our one walked all over 206's in the cruise.
I'm gettin all nostalgic now Bushy... damn you. PS, the old girl is now flying in Townsville....
Oh, and always use first stage flap on T/O... much better unstick.
I'm gettin all nostalgic now Bushy... damn you. PS, the old girl is now flying in Townsville....
Oh, and always use first stage flap on T/O... much better unstick.
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Damn! Now you have me questioning whether it was a Cherokee Six or another single altogether. Here comes a sleepless evening pondering the accuracy of my recollections. A glass of wine or two will help I'm sure.
Now, if I could just remember where I put the wine and the corkscrew.
Now, if I could just remember where I put the wine and the corkscrew.
As a passenger I've usually been bundled in the back row, 'coz I'm not tall, and I can say that the back of brand P is a great deal more comfortable than in brand C. Much more headroom.
As you know, the back doors in the 206 require a "procedure" to open them if the flaps are down. (Should the pax need to get out in a hurry, for example.) No such constraints in the 6. But the clamshell (really main door butting against the baggage door) doesn't allow for such large objects as can be forced into the back of a Cessna.
Passenger ventilation is slightly better in the 6. Preflight is easier, even though there are four tanks to dip, you don't need to clamber up to dip (or refuel) them.
On the other hand, the fuel drain is a bit of a PITA, but worth doing thoroughly if there is any chance of water in the system. (A not uncommon event in my cooler climes.) Each tank has it's own drain point, and there is also a central collection point which drains the lines downstream of the tanks,IIRC. This is activated from a valve under the pilots' seat, so you need to have placed a fairly large container amidships, or have help.
The 6 has a zero fuel weight, about 3140lb (sorry, got my rating a year or two back) I think. In practice, it doesn't seem to cut into the payload often (Gross is 3400) but it's worth remembering. Weight is important generally. I seem to remember that it's easier to gross out a PA32 than the 206.
There was an accident relating to fatigue cracking in the spar in the US many years ago, and, following field inspections, a subsequent AD, which reinforces to me that the zero fuel weight wasn't just listed in the POH to fill up the page. Not an engineer, so I don't know.
The TBO of the Lyc is about 200hr more than the equivalent Continental. Somewhat offset by a higher fuel burn in the climb; there are no cowl flaps, fuel is used to help keep the beast cool.
For actual flying, I like the 6, it's pleasant, a little quieter than the 206, and as said above a bit of a ute. It's a prick in a crosswind from the left; the nose is long and it doesn't make for great runway visibility while crabbing.
But the 206 beats it for general handling hands down, IMO. Especially if looking at a short runway. (My experience is quite limited, but I've played around with them both.)
Now if you could get your hands on a fixed gear Saratoga...
As you know, the back doors in the 206 require a "procedure" to open them if the flaps are down. (Should the pax need to get out in a hurry, for example.) No such constraints in the 6. But the clamshell (really main door butting against the baggage door) doesn't allow for such large objects as can be forced into the back of a Cessna.
Passenger ventilation is slightly better in the 6. Preflight is easier, even though there are four tanks to dip, you don't need to clamber up to dip (or refuel) them.
On the other hand, the fuel drain is a bit of a PITA, but worth doing thoroughly if there is any chance of water in the system. (A not uncommon event in my cooler climes.) Each tank has it's own drain point, and there is also a central collection point which drains the lines downstream of the tanks,IIRC. This is activated from a valve under the pilots' seat, so you need to have placed a fairly large container amidships, or have help.
The 6 has a zero fuel weight, about 3140lb (sorry, got my rating a year or two back) I think. In practice, it doesn't seem to cut into the payload often (Gross is 3400) but it's worth remembering. Weight is important generally. I seem to remember that it's easier to gross out a PA32 than the 206.
There was an accident relating to fatigue cracking in the spar in the US many years ago, and, following field inspections, a subsequent AD, which reinforces to me that the zero fuel weight wasn't just listed in the POH to fill up the page. Not an engineer, so I don't know.
The TBO of the Lyc is about 200hr more than the equivalent Continental. Somewhat offset by a higher fuel burn in the climb; there are no cowl flaps, fuel is used to help keep the beast cool.
For actual flying, I like the 6, it's pleasant, a little quieter than the 206, and as said above a bit of a ute. It's a prick in a crosswind from the left; the nose is long and it doesn't make for great runway visibility while crabbing.
But the 206 beats it for general handling hands down, IMO. Especially if looking at a short runway. (My experience is quite limited, but I've played around with them both.)
Now if you could get your hands on a fixed gear Saratoga...
Only from the standpoint that if there's a strong crosswind on approach, that long nose prevents a good view of the touchdown area until you (or I) kick it straight near the threshold. (Workaround, if you have the luxury, is to make a constantly left-turning approach to the flare.) Mainly a factor during a flapless landing when the attitude's a bit higher.
The actual handling of the aeroplane is normal, 'tis just the viz I'm referring to.
The actual handling of the aeroplane is normal, 'tis just the viz I'm referring to.
Last edited by Tarq57; 13th Aug 2008 at 09:35.
Enough "From Memory" and "I've been told..." bullsh*t
The PA-32 has four tanks, individually selectable.
Tip Tanks hold 65L useable each.
POH SPECIFIES FILL TIPS FIRST THEN MAINS AND THEN
USE MAIN TANKS FIRST
(Relates to ZFW. Keeping the weight as far outside the gear mounting points as possible reduces the load on the wing joint)
You may find with a very rearward CG on extending full flap as you slow through 90-80 Kts (approx) you have a severe lack of forward elevator authority. If this happens, I found reducing to 2nd stage flap and slowing below 80 Kts before extending full flap helped.
The centre drain (as suggested) is best checked with a 2L ice cream container under the centre drain to check for water/sediment.
You need to hold each tank position for 10sec for each tip to allow sufficient fuel to drain through the lines.
If flying the 260, make sure your mags are on BEFORE you hit the starter button.
Do not let the rear cargo door strap get caught outside the door. It makes a hell of a racket and flogs the crap out of the paint.
Hot starts can be a bitch. Ask a pilot familiar with the aircraft what works for them.
Tip Tanks hold 65L useable each.
POH SPECIFIES FILL TIPS FIRST THEN MAINS AND THEN
USE MAIN TANKS FIRST
(Relates to ZFW. Keeping the weight as far outside the gear mounting points as possible reduces the load on the wing joint)
You may find with a very rearward CG on extending full flap as you slow through 90-80 Kts (approx) you have a severe lack of forward elevator authority. If this happens, I found reducing to 2nd stage flap and slowing below 80 Kts before extending full flap helped.
The centre drain (as suggested) is best checked with a 2L ice cream container under the centre drain to check for water/sediment.
You need to hold each tank position for 10sec for each tip to allow sufficient fuel to drain through the lines.
If flying the 260, make sure your mags are on BEFORE you hit the starter button.
Do not let the rear cargo door strap get caught outside the door. It makes a hell of a racket and flogs the crap out of the paint.
Hot starts can be a bitch. Ask a pilot familiar with the aircraft what works for them.
Last edited by MakeItHappenCaptain; 17th Aug 2008 at 11:35.
