From the Cockpit- Early Piper PA-28 Cherokees

Cherokees Many And Varied

The first improved models appeared in 1962 and were designated the Cherokee B, this series also being the first to introduce a 180hp (135kW) version to the lineup (with increased fuel capacity) and the now familiar streamlined wheel fairings which added 3kt (5km/h) to the aircraft’s top speed. In addition, floatplane versions of the Cherokee 160B and 180B were made available under the designation PA-28-S160 and -S180.

The Cherokee received streamlined wheel fairings in 1962. Pictured is a PA-28-140. (Bill Lines)

The most powerful PA-28 was released in August 1963, the Cherokee 235 powered by a Lycoming O-540 six cylinder engine. One of the few aircraft which could carry a useful load greater than its standard empty weight (at least in standard form with no radios), the 235 had its maximum takeoff weight increased to 1315kg (2900lb), 227kg (500lb) more than the 180 and 318kg (700lb) over that of the 160. The 235’s increased span wing housed extra fuel in its tips, its structure was strengthened to cater for the extra weight and power and a redesigned engine cowling changed the lines of the front end. The next major Cherokee variant to appear was the PA-28-140 in 1964. Intended as a flying school trainer replacement for the PA-22 Colt, the Cherokee 140 utilised the basic Cherokee 150/160 airframe but had its accommodation restricted to two people. The very early models had a 140hp (105kW) Lycoming O-320 powerplant (with the power restricted by lower engine revs thanks to a repitched propeller) although this was soon replaced by the normal 150hp (112kW) version of the same engine with revised propeller pitch. Maximum takeoff weight was 975kg (2150lb). A number of detail refinements came with the Cherokee C models when they were released in 1964. Still available in 150, 160 and 180hp forms (112, 120 & 135kW), the Cherokee C had a redesigned engine cowling similar to that which had first appeared on the Cherokee 235 better cabin and engine soundproofing, a redesigned and updated interior including a new instrument panel design, more baggage capacity and a simplified fuel system. The Cherokee’s versatility further expanded with its certification for operation on skis. The Cherokee C remained in production for nearly four years, and in the meantime the 140 was further developed by way of the 140-4 (1965) with optional rear family seats and the 140B (1966) with detail refinements. An improved Cherokee 235B also appeared in 1966, at which time production of all models was averaging 11 per working day at Piper’s Vero Beach, Florida, factory. The Cherokee’s appearance received something of an update with the 1968 models 180D and 235C. Apart from another series of interior, and systems revisions (plus a major redesign of the instrument panel and throttle quadrant), these Cherokees had a third window added to each side of the cabin while both were offered with an optional constant-speed propeller.

The PA-28-180D (along with the PA-28-235C) introduced from 1968 featured a redesigned instrument panel, revised interior and the third window on each side of the fuselage. (Bill Lines)

The 150 and 160hp (112 and 120kW) four seater Cherokees disappeared from the range, although the 2/4 seat Cherokee 140B continued with ‘C’, ‘D’ and ‘E’ 140 models following before the type was renamed Cherokee Cruiser from the 1972 model year. The 140 had meanwhile received the interior and instrument panel improvements of the more powerful models. Simultaneous with the Cruiser, a simplified purely two seat variant of the 140 dubbed ‘Flite Liner’ was introduced, this aircraft being intended for flying schools as a trainer, particularly at Piper’s own ‘Flite Centers’. A limited number of Flite Liners were built up to 1976 while the Cruiser remained in production until replaced by the Cherokee. Cherokees proved to be extremely popular as trainers and private aircraft, production of all versions amounting to about 10,000 between 1964 and late 1977. Production of the four seat Cherokee 180 and 235 versions continued until 1972 (by which time ‘F’ and ‘E’ suffixes, respectively, were being used following a series of detail refinements), these being replaced in 1973 by the Cherokee Challenger and Cherokee Charger. Powerplants (180hp/135kW and 235hp/175kW) remained as before but some substantial changes were made over the previous models. Both featured a 13cm (5in) increase in fuselage length which provided more cabin space, larger horizontal tail surfaces, plus a bigger entrance door and front cabin windows and a larger dorsal fin fillet. The Challenger also grew the longer span wing which had always been used on the Cherokee 235/Charger (plus new fibreglass wingtips) while the Charger received a constant speed propeller as standard equipment. Maximum weights were now 1110kg (2450lb) for the Challenger and 1360kg (3000lb) for the Charger. The names ‘Challenger’ and ‘Charger’ failed to ignite the imaginations of potential customers and were used only briefly; for 1974 the 180hp (135kW) PA-28 became the Cherokee Archer and the 235hp (175kW) model the Cherokee Pathfinder.

The 235hp (175kW) six cylinder Lycoming O-540 powered PA-28-235. Pictured is a PA-28-235 Cherokee Pathfinder. (Bill Lines)

The event which marked the beginning of the end for the original ‘Hershey Bar’ Cherokee was the 1974 release of the PA-28-151 Cherokee Warrior with its 150hp (112kW) Lycoming O-320 and intentions of meeting the venerable (and still extremely successful) Cessna 172 Skyhawk in the marketplace. The Warrior’s major innovation was a completely new semi tapered wing which replaced the previous constant chord unit. The other Cherokees would shortly follow suit, heralding the second generation of aircraft which will be covered in a later article.

Flying And Buying

For many, the Cherokee has always offered a viable low wing alternative to the various Cessna models against which it was competing. Many pilots like to be able to see where they’re going in a turn, especially in the circuit and a low wing allows this to happen. The Cherokee’s handling characteristics are best described as a non event, being benign in the extreme. The aircraft doesn’t have a clean break at the stall, something which many flying instructors will say is not a good characteristic when an aircraft is used extensively for training, as especially the 140 has been. This writer did his initial flying training in a Cherokee 140 and flew a Victa Airtourer and Beagle Pup shortly after going solo. It was then that he discovered what a stall really is, and more importantly, how to properly handle it. Cherokees have always been difficult to perform ‘greaser’ landings in because of the float which can be created as the low wing comes into ground effect. A few knots too fast and the thing will float down the runway seemingly forever. On the other hand, come in a bit under the required number and the Hershey Bar Cherokees will unceremoniously dump you on the runway with a thump that leaves you in no doubt about your error. Overall, the aircraft’s benign handling makes for safe if not exactly inspiring flying, something which is confirmed by its safety record. The largest proportion of incidents have occurred when the aircraft has been in the hands of a student pilot – undershoots, overshoots, losing directional control in a crosswind landing, mismanagement of the fuel system and so on. An ongoing feature of the Cherokee since the earliest models and still fitted to the latest versions is its manually operated ‘handbrake’ flap lever between the seats. Regular Cherokee flyers will tell you this is by far the best setup in any light aircraft and far superior to the electric flaps fitted to most others. They have a point: the pilot can feel what’s happening with the flaps as they are lowered and raised and of course they can be applied at whatever rate is felt to be appropriate. The pilot knows where the flaps are by feel and they’re very effective. One other Cherokee control worthy of mention is the ceiling mounted ‘coffee grinder’ elevator trim handle on the earliest models. It’s like anything else – you get used to it after a time but those early lessons were largely occupied with having to think which way the handle should be turned.

The arrival of a fore and aft elevator trim wheel mounted by the centre console caused great sighs of relief all round! There’s usually a reasonable selection of early model Cherokees for sale in Australia, some of them quite inexpensive. The cheapest and hardest worked are early Cherokee 140s, most of which have at some stage of their lives been subject to circuit bashing by usually inept students (like me!) and have acquired high hours and a very high landings to hours ratio in the process. That is why they are cheap. The more powerful four seat models have usually seen less training activity and more cross country flying and the prices reflect this. Regardless, many of these aircraft will be three decades old by now and have probably been subject to new paint, interiors and avionics at some stage. They can offer very good value for money for those who prefer the low wing alternative along with undemanding, safe and relatively inexpensive flying.

How Much?

The following is a selection of the prices asked for early model Cherokees which have been offered for sale in Australia over the past few months. Prices are in Australian dollars and as always, the price range reflects hours flown, general condition and the hours remaining before overhaul of the engine and propeller is necessary. 140 – $25-33,000; 140B – $31,000; Cruiser – $30-55,000; 160 (1961)-$30,000; 180-$35,000; 180B-$46,000; 180C -$42-47,000; 235B-$67,000. Next month: Cessna 150 and 152