SENECA Ill PILOT'S INFORMATION MANUAL Seneca II! PA-34-220T ;= HANOBOOK PART NO. 761 756Published by PUBLICATIONS DEPARTMENT Piper Aircraft Corporation Issued: January 8, 1981 REPORT: VB-1110 aAPPLICABILITY Application of this handbook i limited to the specific Piper PA-34-220T ‘model airplane designated by serial number and registration number on the face of the title page of this handbook. “This handbook cannot be used for operational purposes unless kept in a current status, REVISIONS The information compiled in the Pilot's Operating Handbook, withthe exception of the equipment list, will be kept current by revisions distributed fo the airplane owners. The equipment list was eurrent atthe time the air- plane was licensed by the manufacturer and thereafter must be maintained by the owner. Revision material will consist of information necessary to update the text of the present handbook and/or to add information to cover added airplane equipment 1 Revisions Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the handbook in accordance with the instructions given below: 1. Revision pages will replace only pages with the same page number 2 Insert all additional pages is proper numerical order within each Page numbers followed by a small etter shall be inserted in direct sequence with the same common numbered page. IL Identification of Revised Material Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the page number will indicate that an entire page was added REPORT: VB-I110 iBlack lines will indicate only current revisions with changes and additions to of deletions af existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material on 4 page will not be identified ORIGINAL PAG ISSUED. The original pages issued for this handbook prior to revision are given below: Title, ii through vii, 1-1 through 1-11, 2-t through 2-12, 3-1 through 3-23, 41 through 4-37, $1 through $-31. 6-1 through 6-68. 7-1 through 7-39, 8-1 through 8-19, 9-1 through 9-102. and 10-1 through 10-3 REPORT: VB-1110 ivPILOT'S OPERATING HANDBOOK LOG OF REVISIONS Current Revisions to the PA-34-220T Seneca III Pilot’s Operating Hand- book. REPORT: VB-I110 issued January 8. 1981 ‘AA Approval Revision Number and | Revised | Description of Revision | Signature and Code Date Rev. 1 Revised Warning (PRBI0421) Revised Warning Revsed paced fevoed pore 431 pence Bes Si Made es 2 and 223 fed cm 285, Reviea fem 2 evied per 718 Revel para 133 Revbea Fae of Coments | Aasea supplement [RRC en Auomate Fig | | ontrt yen ah Fe Dict oss. | Added Supement fora | (SFC 300 Avtomatie Fight | Control System without | Fig Deseo once | Retued se '8 (6) (Dh ita | Aaded Soppement te this | ropeter ynchrophase Sits | teelacens La" | Aaded Supiement 17 thru | (Cemary 3 Auopion Sita | Sneataton aie [Ranet Sepbiement 18 | Ladprh Gouna thas, | (Centar a? Autopilot att vane ite | Sesatadond pat 1h REPORT: VB-1110PILOT'S OPERATING HANDBOOK LOG OF REVI ONS (cont) Revision ‘Number and Code Rev. 2 (PR810817) 418 +19 Description of Revision Revised para. 33. Revised para. 3.7. Changed pg. nos. Changed pg. nos. Revised para. 4.5 Revised para. 45. Revised para. 45. Revised para. 45. Revised para. 4.5, Moved para. 4.11 to pg. 4-16. Relocated para, 4.11 from pe. 4-15: moved info. to pe. 4-16a, New pg: relocated info. from pg. 4-16 and 4-17 New pg. relocated info. and para. 4.13 from pg, 4-17; added Note to para, 4.13, Moved info. to pgs. 4-16 and 4-16b; relocated info from pg. 4-18. Moved info. to pg. 4-17 relocated info. from pe 419. Moved info. to pg. 4-18 Revised para, 4.31; added Note; moved para. 4.33 t0 pe. 4-27 Relocated para, 4.33 from pe. 4-26 Added Note, moved info. to pe. 4-33 Relocated info. from ppp. 4-32: moved info. to pe. 4-34 EAA Approval Signature and DatePILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision | Number and Code Revised Pages Description of Revision FAA Approval Signature and Date in| (PR810817) (cont) | rary 435 4:36 om 63s 6-40 6-46 Relocated info. from pe. 4-33: moved para, 4.49 to pg. 4-35. Relocated para. 4.49 from pe. 4-34; moved para, 4.55 to pg. 4-36, Relocated para. 4.55 from pg. 4-35; moved info. to pe. 4-37 Relocated info. from pg. 4-36, moved para. 4.59 to pp. 4-38. New pg; relocated para. from pg. 4-37. Changed pg. n0s. Revised fig, 6-9. Revised fig. 6-i1 Relocated items 147 thru 151 from pg. 6-33 Moved items 147 thru 1ST to pg. 6232; added new item 154; relocated items 155 thru 159 from pg. 6-34, Moved items 155 thru 159 to pg. 6-33; relocated item 173 from pg. 6-35. Moved item 173 to pg. 6-34: removed previous item 177; added new items 177 and 178, Revised item 223 Added new items 264 and 265; renumbered item 266: ‘moved items 271 and 273 10 pe. 6-47. REPORT: VB-1110 vewPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision [FAA Approval Number and | Revised | Description of Revision | Signature and Code Pages Date Rev 2 Relocated items 271 and 273 (PRS1O817) from pe. 6-46: added new {ont) item 272; moved items 281 and 283 to pg. 6-48. 6-48 | Relocated items 281 and 283 | from pg. 6-87: moved item 287 40 pa. 6-49 6-49 | Relocated item 287 from pe. 6-48: moved item 291 to pg. 6-50 650 | Relocated item 291 from Pe. 6-89. | Added new item 441 | Revised para. 7.15 | Revised fig. 7-11 ‘Added inf Revised fig. 7-15. Revised Supplement. Section 1 9.49 | Added Caution Note: moved info, to pp. 9-50, | 950° | Relocated info, from pe. 9-49 9-51 | Revised Supplement, Section 3 9.53 | Revised Supplement, 1. Ge Section 3 Ward Erame- 9.105 | Revised Supplement, Ward Evans Section & Aug. 17, 1981 Rev. 3 14 | Corrected para. 19. (PR520225) | 34 | Expanded checklist; moved info. to pg. 3 3 Relocated info. from pg. 3-1 34 | Revised para. 23, | 3.15. | Revised para. 37, REPORT: VB-I110 vibPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and | Revised | Description of Revision Code Pages Rev 3 3:23 | Amended para. 3.29. «PR820225) | 41 | Expanded checklist: moved (cont) info. to pg. it. Ail | Relocated info. from pg. 41. 418 | Revised para. 4.17 4:20 | Corrected error. 437 | Removed Note 53 | Corrected error. 5-14 | Revised fig. $-7 heading info. 5-20 | Correeted error to fig. 5-19 info. 5.22 | Revised fig. 5-23 heading, 5-23 | Revised fig. 5-25, 5-26 | Revised fig. 5-31 pg. base info, 5-28 | Amended fig. 5-35 notation. ‘Added grid alignment number to fig. 5-37 5-30 | Amended lettered info. to fig. 5-39, 5-31 | Corrected error to fig. 5-41 example. 6-1 | Revised para, 6.1 6-6 | Revised fig. 6-5 info 69 | Corrected para, 6.7 (b) 610 | Revised para. 6.7 I | Corrected fig. 69. 6-12 | Corrected fig. 6-11 6-19 | Revised para. 6.13 | 6-21 | Revised item [1 data 6-31 | Revised item 135, 6-35 | Revised item 177 data. 6-37 | Revised iter 193 data. 6-4 | Revised item 223 b. data. 6-41 | Revised item 227 a, data. 6-44 | Revised item 255 data 6-46 | Revised and moved item 269 to pg. 6-47. REPORT: VB-1110 veePILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and | Revised | Description of Revision} Signature and Code Pages: Date Rev.) 47 | Relocated item 269 from pe. (PR820225) ‘o-to: revised item 272 data: (cont) ‘moved item 277 and 279 to bat 69 6-50 6-51 652 654 6-56 ot 669 72 718 aM 37 Ia pe. ot | Reiecated item 277 ang 279 ftom pp. 47; moved em 285 te pg -¥. Relocated item 288 from pe. fe-ths moved item 289 to Pe re) Relocated item 289 from pe 649, revised Hem 293 data tmoved item 295 and 297 to pe 631 Redocated items 298 and 297 from pe 650 revised item Sor da ‘Added new item 302 Revised eon 315: revised ic 119 data Reeved tern 385 ( data Moved info. 10 new pe. 6-09 New pe: relocated info trom pe 6th; added caution note, Revised para, 75 Revived para. 7 Revised volage iio, to para 77. = Revised fig. 713. Revised para. 7.17. Revised para. 723 Conectd info. stings 29, tot? Revised para. 7.27 info Amended para, 737 Revised para 423 REPORT: VB-I110PILOT'S OPERATING HANDBOOK LOG OF REVI JONS (cont) Revision Number and Code Revised Pages Description of Revision FAA Approval Signature and Date Rev 3 (PR820225) (cont) Re 4 (PR#20409) «17 S19 +6 38 Revised para. 831 (b). Corrected error Corrected error. Added info. to listing Revised caution note: corrected pg. no. error Corrected error Revised section 4 (gh. ‘Added info, to listing. Revised section 2 (f Revised caution note: cortected pg. no. error. Revised section 3 (d) (2) Corrected error. Revised section 4 (4. Corrected pg. no, error. Revised note. Revised note Corrected error. ‘Added heading to section 5 New pgs.: added supplement 19, | Changed pe. nos | Revised and added to procedure: moved info. tone +6 moved info. to pg. 7 moved info. to pg. 8 moved info. 10 pg. +9. Relocated info. from pg. 3-5: Relocated info. from pg. 3-6: Relocated info. from pg. 3-7; Ward Eras. Ward Evans Feb, 25, 1982PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and | Revised Code Pages: Rev. 4 cry (PRS20409) (cont) 310 BI 46 318 19 320 76a 26h x10 Re 5 Hite cpRs20609) | at FAA Approval Description of Revision | Signature and Date Relocated info. from pe. 3-% moved info. to pg. 3-10. Relocated info, from pg. 39: moved info, to pg. 11 Relocated info. from pg. 3-10. Revised and added to para, 47 ‘Added (0 para, 3.7; moved info. to pg. 3-18 Relocated info. from py. 3-17. moved info. to pg. 3-19. Relocated info. trom pe. 3-18, moved info. to pg. 3-20. Relocated info. from pg. 3-19: moved info. to pg. 3-21 Relocated info. from pg. 3-20. Revised fig. 5-13. Revised items 1 and 3 Added item 129 Revised para, 7.7 Cont. rev. para, 7.7; mosed para. 7.9 10 pg. 7-6b. New page. New page: relocated para 7.9 | Wand. Grom trom pe. 7-6 Ward Evans Revised para. 8.17 April 9. 1982 Revised Tine Page Revised para, Revised para. 1.1 Revised para. 1.15 Revised Table of Contents, Revised procedu Revised para, 3.23PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) “Revision Sumber and Code Rey. 5 (PRR20509) Revised Pages Description of Revision Moved info. to pe. 423 and 3-24, cont, revised. para, 4.23 Moved info. to pe. 3-24 cont, revised para, 3.23. re- located info, from pe. 3-22 New page: relocated info from pg. $22 Now paige: relocated info. from pg. 3:21 Revised para. 4.1 Revised para, 5.5 (a). Revised Table of Contents Revised para, 6.1 Revised para. 63 Revised para. 6.5. Revised fig. 6 Revised fi. 6-9. Revised para. 6.11 Revised para. 7.17 Revised fig. 7-13, New page, added fig. 7-14 New page. cont, revised para, 7.17 Cont, revised para, 7.17, Revised para. 7.23, Revised fig. 7-21 Now pages. added fig. 7 Revised para, 7.27, Revised para, 7.29 Revised para. 7.31 and 7.33, FAA Approval Signature and Date Word Bore Ward Evans August 9, 1982PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Ranion ] JiaN Approval Numberund | Revised | Pesesiption of Revivon [Signature and Cade | "apes Date Bae [14 Adrieme te) and te) wren, toram 3 144 | Heved terovcte prema (nb) Leto | Deleted MEA. 24 | Added items (i) ¢. and (i) d to para. 2.7 242 | Relocated f pel placard to 248 | Added pg. (added new and relocated tuel placards) $9 | Revised Figures $27, 5:29 and Sal Revived Figure 5-27 Revised Figure 5- Revised Figure 5-33, Revived Figure $35 Revived para, 715 into, Added Caution, Revived para, 7.25 info, Revised pe. ne Revised pasa. #3 ino, Revised para. 8.5 info. Deleted para. *5 info Revised stem 8.81 (gh. rele para, 8.33% 8-20, | Added pe. (added para 8.3%) 94 | Relocated Supplement No. 19 to pe. led py. tadded Supplements 19 and 20), 9-10 | Revised Section 1 into. relocated into. t0 pg. UT Added and relocated info, Added into Revised item ¢hy Cy Revised item (hd (1) wa EPORT: VB-IN10 hPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont Revnion FAA Approval weed | Revised | Description of Revision [Signature and cosa | lease! bate Rae] 9a? | Deteed Nove Pesos, | stir | aitded Supplement No. 20. | Ward Brena ray) | tora | (deavome Command | Ward Evans 1M | Eleeric Trim System sepr 2h. 1983 pev.7 | 45 | Added Warning: moved ito, (pnsao210) ens sus | Relocated inf, frum pg. 48 fnoved info. to pg 2 47 | Relocated info rom pe 46 | 48 | Revised procedure | | 45 | Revaed procedure | | Slo | Revised procedure | | Slee | Revied para 4 | 4-25 | Revised para, 4.29. | Soe | Revined para 431 Son | Revined para 133 Ta | Revived fable of Contents Thy | Relocated info trom pe 712, Td | Moved nto to pa, 21 reused pe Tt tas | Revied para &9: moved info moved info to op BS un | Relocated info, Wom ps. 87 Oo | Remned Tahle of Cowen | Oi | Added Supplement 21 95 — | Revised ie oto. | Remsed text £18, | RSaet ets aided suppte- Wont Sung, tha, | ment 20 Cennury At Atvopilot | Ward Fvane 3154 | tnstallation Feb 1d. 1988 ee REPORT: V1 1110 viiSECTION 1 SECTION 2 SECTION 3 SECTION 4 SECTION 5 SECTION 6 SECTION 7 SECTION 8 SECTION 9 SECTION 10 TABLE OF CONTENTS. GENERAL LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE WEIGHT AND BALANCE DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS AIRPLANE HANDLING, SERVICING AND MAINTENANCE SUPPLEMENTS SAFETY TIPS REPORT: VB-1110TABLE OF CONTENTS SECTION I GENERAL Paragraph No. Introduction Engine Propeller Fuel oil oo Maximum Weights 0... Standard Airplane Weights . Baggage Space Specific Loadings Stmbols, Abbreviations and TerminologyPIPER AIRCRAFT CORPORATION SECTION PA-3-220T, SENECA II GENERAL. SECTION 1 GENERAL LL INTRODUCTION This Pilot's Operating Handbook is designed for maximum utilization 4s an operating guide for the pilot. It includes the material required to be iurnished to the pilot by FAR 23, It also contains supplemental data supplied by the airplane manufacturer. This handbook is not designed as a substitute for adequate and com= petent flight instruction, knowledge of current airworthiness directives and Applicable federal air regulations or advisory circulars. Itis not intended to ibe guide for basie fight instruction or a training manual and should not be used for operational purposes unless kept in a current status Assurance that the airplane isin an airworthy condition is the responsi bility of the owner. The pilot in command is responsible for determining that he airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings. placards, and this handbook. Aithough the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating ‘sference. Ihe pilot should study the entite handbook to become familiar ‘sith the limitations, performance, procedures and operational handling characteristics of the airplane before flight, The handbook has been divided into numbered (arabic) sections, each provided with a “finger-tip" tab divider for quick reference. The limi: [ations and emergeney procedures have been placed ahead of the normal procedures, performance and other sections 10 provide easier access to information that may be required in flight. The “Emergency Procedures” Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers. tem numbers and pages noted as being intentionally left blank ISSUED: JANUARY 8, 1981 REPORT: VB-I110 REVISED: AUGUST 9, 1982 1PIPER AIRCRAFT CORPORATION PA-34-220T, SENECA IIT Wing Area (sq. ft) 208.7 Min. Turning Radius (ft) "332 (from pivot point to wingtip) | lL ‘ ' THREE VIEW Figore Vt REPORT: VB-1110 ISSUED: JANUARY 8, 1981 42PA-34-220T, 1.3 ENGINE PIPER AIRCRAFT CORPORATION SECTION 1 NECA IIE GENERAL. (a) Number of Engines Continental (b) Engine Manufacturer (e) Engine Model Number () Left 2) Right (d) Rated Horsepower (e) Rated Speed (pm) (1) Bore (inches) (g) Stroke (inches) (hy Displacement (cubic inches) 4) Compression Ratio Gy Engine Type LS PROPELLER STANDARD fa) Number of Propellers tb) Propeller Manufacturer te) Propeller Hub & Blade Models* (ay Left (2) Right {d) Number of Blades te) Propeller Diameter (in) () Maximum 2) Minimum (8) Propeller Type S10-260KB S10-360KB 1.0. Power Max. Cont SMin_Limit “Power 220 BHP 200 BHP 2800 2600 4438 3.875 360 751 Six Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 2 Hartzell BHC C2YF-2CKUF) FC8459-8R, BHC-C2VF-2CLKUF) FICSSI-AR % 75 Constant Speed, Hydraulically Acuvated. Full Feathering ‘The propellers have the same designation when deicing boots are installed ISSUED: JANUARY 8, 1981 REPORT: VB-1110SECTION PIPER AIRCRAFT CORPORATION FERAL PA-34-220T, SENECA HIT OPTIONAL G1) Number of Propellers 2 (b) Propeller Manufacturer MeCauley (c} Propeller Hub & Blade Models* Oy Lett BAFMCS08 QNFA-6 2) Right 3AF32C509. LSONFAG () Left RAFR2CSOR( ) ()-RINFA-6 (4) Right MDAFACSO04 ) (VL. KINEA6 (d) Number of Blades 3 (e}, Propeller Diameter (in.) (1) Maximum % (2) Minimum 5 (1) Propeller Type Constant Speed, Hydraulically Activated. Full Feathering 1.7 FUEL (a) Fuel Capacity (US. gal.) (total) (1) Without optional tanks 98 2) With optional tanks, De (b) Usable Fuel (US. gal (otal) 11) Wathoor optional ranks ” (2) With optional tanks 1 fey Fuet (1) Minimum Grade 100 Green oF 10011 Bluc Aviation Grade 42) Alternate Fuels Refer to latest revision of Continental Service Bulletin “Fuel and Oil Grades" 19 on fa) Oil Capacity (US. gts.) (per engined x thy Oil Specification Refer to latest revision ‘of Continental Service Bulletin “Fuct and On Grades +The propellers have the same designation when deicing boots are installed REPORT: VBA1I0 ISSUED: JANUARY 8, 1981 Ma REVISED: SEPTEMBER 23, 198%PIPER AIRCRAFT CORPORATION SECTION PA-3-220T, SENECA IIL GENERAL te) Oil Viscosity Aviation SAE Grade No. (1) Below 40°F 1065 30 (2) Above 40°F 1100 50 When operating temperatures overlap indicated ranges. use the lighter grade of oil. Multi-vscosity oils meeting Teledyne Co rental Motors’ Specification MHS-25A are approved. 1a1 MAXIMUM WEIGHTS. (ay Max. Ramp Weight (Ibs) 4773 tb) Max. Takeoff Weight (Ibs.) 4750 (e) Max. Landing Weight (ibs.) 4513 (a) Max. Zero Fuel Weight (Ibs.) - Std 4870 te) Max. Weights in Baggage Compartment (Ibs.) (1) Forward 100 Q) Aft 100 1.13 STANDARD AIRPLANE WE! TS Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load LIS BAGGAGE SPACE FORWARD. AFT ta) Maximum Baggage (Ibs.) 100 100 ib) Baggage Space (cu. 11) 153 m3 fc) Baggage Door Size (in.) 24x21 17 SPECIFIC LOADINGS tay Wing Loading (Ibs. per sg. ft) 228 (by Power Loading (Ibs. per hp) tox ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 9, 1982 15,SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-34-220T, SENECA HIT 19 SYMBOLS, ABBREVIATIONS AND TERMINO} LOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of ‘added operational significance to the pilot (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level KCAS Calibrated Airspeed expressed in “Knots.” as Ground Speed is the speed of an airplane relative to the ground, Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. JAS. values published in this handbook assume KIAS. Indicated Airspeed expressed in “Knots, M Mach Number is the to the speed of sound. io of true airspeed TAS. True Airspeed isthe airspeed of an airplane felative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility Va Maneuvering Speed is the maximum speed aL which application of full available aerodynamic control will not oversieess the airplane, ver Maximum Flap Extended Speed is the highest speed permissible with wing flaps ina prescribed extended position REPORT: VB-1 +6 SSUED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-220T, SENECA IIL GENERAL. vir Maximum Landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the landing gear extended, vio Maximum Landing Gear Operating Speed is the maximum speed at which the landing ear can be safely extended or retracted ves Air Minimum Control Speed is the mini: mum flight speed at which the airplane is directionally controllable as determined in accordance with Federal Aviation Regu= lations. Airplane certification conditions include one engine becoming inoperative and windmilling: not more than a 5° bank towards the operative engine; takeolf power on operative engine: landing gear up; flaps in takeoff position; and most rearward C.G. Vn Me Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time Vso Maximum Structural Cruising Speed isthe speed that should not be execeded except in smooth air and then only with caution, Vs Stalting Speed or the minimum steady flight speed at which the airplane is com rollable, Vso Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. Vsst Intentional One Engine Inoperative Speed is a minimum speed selected by the manu- facturer for intentionally rendering one engine inoperative in fight for pilot raining ISSUED: JANUARY 8, 1981 REPORT: VB-1110 7SECTION I PIPER AIRCRAFT CORPORATION GENERAL PA.34-220T, SENFCA TIL vs Hest Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance Y Best Rate-ol-Climb Speed is the aitspe which delivers the preatest in the shortest possible time (b) Meworological Terminology REPORT: VB-1110 1s 18 ISA International Standard) Atmosphere _in which: The air is a dry perfect gas: The temperature at sea level is IS° Celsius (59° Fahrenheit): The pressure at sca level is 20,92 inches He (1013.2 mby: The tempera ture gradient from sea level to the altitude nt which the temperature is -56.5°C (-69.7°F) is -0,00198°C (-0.003566°F) per foot and sero above that altitude OAT Outside Air Temperature is the free air Static temperature obtained either from inflight temperature indications or ground meteorological sources. adjusted tor te strument error and compressibility effects Indicatod The number actually read from an Pressure Altitude altimeter when the barometric subscale hhas beem sct t0 29.92 inches of mercury 110182 mills) Pressure Ahitude Altitude measured from standard sea-level pressure (29.97 in Hgy by a pressure or harometrie altimeter, It ys the indicated pressure altitude corrected for position and instrument cfror Ta this handbook. ahimeter instrument errors are assumed to be ser. Station Pressure Actual atmospheric pressure at field clesation ED: JANUARY 8 1981 REVISED: SEPTEMBER 23. 1983PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-2207, SENECA IID GENERAL. Wind ‘The wind velocities recorded as variables ‘on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. (©) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Con- Maximum power permissible continuously tinuous Power during flight. Maximum Climb Maximum power permissible during. Power climb. Maximum Cruise Maximum power permissible during Power cruise cr Engine Instruments EGT Gauge Exhaust Gas Temperature Gauge fe) Airplane Performance and Plight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during @ portion of a climb, to the horizontal distance traversed in the same time interval Demons The demonstrated crosswind velocity isthe Crosswind velocity of the crosswind component for Velocity which adequate control of the airplane (DEMO. during takeoff and landing was actually X-WIND) demonstrated during certification tests Accelerate-Stop The distance required to accelerate an ait: Distance plane to a specified speed and. assuming failure of an engine atthe instant that speed is attained, to bring the airplane to a stop. ISSUED: JANUARY 8, 1981 REPORT: VB-1110 19SECTION PIPER AIRCRAFT CORPORATION GENERAL PA-M-220T, SENECA TIT R Seement A part of a route. Fach end of that partis Identified by: (1) a geographical location: ‘or (2) point at which a definite radio fx ished (0) Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal distances balance purposes, measured for Station A location along the airplane fuselage usually given in terms of distance in inches from the reference datum Arm ‘The horizontal distance from the reference datum to the center of gravity (C.G.) of an item: Moment The product of the weight ofan item multi- plied by its arm. (Moment divided by a constant is used to simplify balance calcu lations by reducing the number of digits.) Center of Geavity The point at which an airplane would CG) balance if suspended. Its distance from the reference datum is found by dividing the toral moment by the total weight of the airplane CG. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight 6. Limins The extreme center of gravity locations within which the airplane must be operated at a given weight, Usable Fuct Fuel av, lable for Hight planning REPORT: VB-I110 110PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-220T, SENECA I GENERAL. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with govern- ‘mental regulations Standard Empty Weight of standard airplane ineluding. Weight tonusable fuel, full operating fluids and full oil Basic Empty Standard empty weight plus optional Weight ‘equipment Payload Weight of occupants, cargo and baggage Useful Load Difference between takeoff weight, or ramp weight if applicable, and basicempty weight Maximum Ramp Maximum weight approved for ground Weight maneuver. (It includes weight of start, taxi and run up fuel) Maximum Maximum weight approved for the start of akeoff Weight the takeoff run. Maximum Maximum weight approved for the landing Landing Weight touchdown, Maximum Zero, Maximum weight exclusive of usable fuel Fuel Weight ISSUED: JANUARY 8, 1981TABLE OF CONTENTS: SECTION 2 LIMITATIONS Paragraph No. 1 3 5 7 9 1 3 S 9 1 3 3 General . Airspeed Limitations ‘Airspeed Indicator Mar Power Plant Limitations : Power Plant Instrument Markings ‘Weight Limits ae Center of Gravi Maneuver Limit Flight Maneuvering Load Factors Types of Operation Fuel Limitations Noise Level Heater Limitations Operating Altitude Limitations Gro Suetion Limits Operation with Aft Doors Removed Placards ings REPORT: Page No. 2 2 8 9 vB-1110 wiPIPER AIRCRAFT CORPORATION SECTION 2 PA-34-220T, SENECA IT LIMITATIONS SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the “FAA Approved” operating limitations. instrument markings, color coding and basic placards necessary for the ‘operation of the airplane and its systems This airplane must be operated as a normal category airplane in compliance with the operating limitations stated in the form of placards land markings and those given in this section and handbook, Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements) 2.3 AIRSPEED LIMITATIONS. SPEED KIAS —-KCAS Design Maneuvering Speed (Va) - Do not make full or abrupt control movements above this speed 4750 tbs, 140 10 320 Ibs. na ns CAUTION Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become ‘more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded VB-I110 ISSUED: JANUARY 8, 1981 aSECTION 2 PIPER AIRCRAFT CORPORATION LIMITATION! PA-34-2207, SENECA IIE SPEFD. KIAS —KCAS Never Fxeved Speed (Vat) - Do not exceed this speed in any operation 205 203 Maximum Structural Cruising Speed (V0) ~ Do not exceed this speed except in smooth air and then only with caution, 106 16s Maximum Flaps Extended Speed (Vrr) Do not exceed this speed with the flaps extended us na Maximum Gear Extended Speed (Vit) Do not exceed this speed with landing gear extended. 130 130 Maximum Landing Gear Extending speed (Vio) - Do not extend landing gear above this speed. 130 130 Maximum Landing Gear Retracting Speed (Vio) ~ Do not retract landing gear above this speed tos 109 Air Minimum Control Speed (Vc Lowest airspeed at which airplane is e twollable with one engine operating at eof power and no flaps 66 68 ‘One Engine Inoperative Best Rate of Climb Speed. (Vvse) 2 on 2.8 AIRSPEED INDICATOR MARKINGS. MARKING. KIAS, Red Radial Line (Never Exceed) 205 Red Radial Line (One Engine Inoperative Air Minimum Control Speed) 6 ISSUED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION PA-34-220T, SENECA IID MARKING Blue Radial Line (One Engine In operative Best Rate of Climb (Speed) Yellow Arc (Caution Range - Smooth Air Only) Green Ate (Normal Operating Range) White Are (Flap Down) 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number (y Lett (2) Right (a) Engine Operating Limits SECTION 2 LIMITATIONS KIAS. 2 166 10 205 67 t0 166, 64 10 115 Continental 1S1O-300KB LTS10-360K 8 1.0. Power Max. Cont SMin. Limit ___Power (1) Rated Horsepower (BHP) (2) Max. Rotational Speed (RPM) (3) Max, Manifold Pressure Unches of Mercury) (4) Max, Cylinder Head Temperature (5) Max. Oil Temperature fe) Ont Pressure Minimum (red tine) Maximum (red line) Uf) Fuel Flow (Pressure) Normal Operating Range (green arc) Maximum at Sea Level (red line) (e) Fuel Grade (min. grade) (h) Number of Propellers ISSUED: JANUARY 8, 1981 220 200 2800 2600 40 460° F 240° F 10 Pst 100 PSI 35 PSI 10 18.1 PSI 21 PSI 100 oF 1OOLL Aviation Grade REPORT: VB-1110 23SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-220T, SENECA IIT (i). Propeller Manufacturer Marvell (Two Blade) (Standard) Propeller Hub and Blade Models a Left BHC-C2YP2CKUF ECSAS9-8R, b. Right BHO-C2YE-2CLKUF FICKSS9-8R c. Left SDAFI2C5OR( ) (}RINFA-6 4. Right SOAF32C500-( ) (:LSINF AG NOTES Avoid continuous operation between 2000 and 2200 RPM above 32 IN. HG. manifold pres- Avoid continuous ground operation between 1700 and 2100 RPM in cross and tail winds over 10 knots McCauley (Three Blade) (Optional) Propeller Hub and Blade Models a Left SAP 32C508 SONFA b. Right BAF R2C509 TRONFAS () Propeller Diameter (inches) Maximum % Minimum, 8 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 1 REVISED: SEPTEMBER 23. 1983PIPER AIRCRAFT CORPORATION SECTION 2 PA-34-220T, SENECA II LIMITATIONS 2.9 POWER PLANT INSTRUMENT MARKINGS, (a) Tachometer Green Are (Normal Operating Range) S00 RPM to 2600 RPM Yellow Are (Takeoff - 5 Min.) 2600 RPM to 2800 RPM Red Line (Maximum) 2800 RPM (b) Fuel Flow (Pressure) Green Arc (Normal Operating Range) 3.5 PSI to 18.1 PSI Yellow Are (Takeoff - 5 Min.) 18.1 PSI (0 21.0 PSI Red Line (Max. at Sea Level) 21.0 PSI (©) Cylinder Head Temperature Green Are (Normal Range) 240°F 10 460° F Red Line (Maximum) 460° F (a) Oil Temperature Green Atc (Normal Operating Range) 100° F to 240°F Red Line (Maximum) 240° F (e) Oil Pressure Green Are (Normal Operating Range) 30 PSI to 80 PSL Yellow Arc (Caution - Ground 10 PSI to 30 PSI and Operation Only) 80 PSL to 100 PSI Red Line (Minimum) 10 PSI Red Line (Maximum) 100 PSI (f) Manifold Pressure Green Are (Normal Operating Range) 10 IN. to 40 IN. HG Red Line (Maximum) a0 IN. HG. ig) Exhaust Gas Temperature Red Line PF Green Are 1200° F to 1525°F Yellow Are (65% to 75% Leaning Limit) 1525°F to 1650°F JANUARY 8, 1981 REPORT: VB-1110 2sSECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-220T, SENECA IIT 241 WEIGHT LIMITS fa) Max, Ramp Weight 4773 LBS. (b) Max. Takeoff Weight 4750 LBS. (e) Max. Landing Weight 4513 LBS. (d) Max. Weights in Baggage Compartments Forward 100 LBS. Aft 100 LBS. (e) Max. Zero Fuel Weight - Standard (Refer to Section 6, Weight and Balance) 4470 LBS. 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 3400 820 946 4250 867 94.6 4750 906 946 NOTES Straight line variation between points given The datum used is 78.4 inches ahead of the wing leading edge at the inboard edge of the fuel tank 1b is the responsibility of the airplane owner and the pilot to ensure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading insteuctions, SUED: JANUARY &, 1981PIPER AIRCRAFT CORPORATION :CTION 2 PA-34-220T. SENECA TIL LIMITATIONS 21S MANEUVER LIMITS. All intentional acrobatic maneuvers (including spins) ate prohibited Asoid abrupt maneuvers, 2.17 FLIGHT MANEUVERING LOAD FACTORS (a) Positive Load Factor (Maximum) (1) Flaps Up 38 G (2) Flaps Down 20G (b) Negative Load Factor (Maximum) No inverted maneuvers approved. 2.19 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135, (a) Day VFR tb) Night \ FR. fe) Day LER (d) Night LER. {e) Icing conditions when equipped per lee Protection System Instal: lation Supplement (refer to Section 9). 2.21 FUEL LIMITATIONS (a) Standard Fuel Tanks (1) Total Capacity 98 US. GALS. 2) Unusable Fuel 5.US. GALS. The unusable fuel for this aisplane has been determined as 2.5 U.S, gallons im cach wing in critical light attitudes. (3) Usable Fuel 93 US. GALS, (b) Optional Fuel Tanks (1) Total Capacity 128 U.S. GALS. 2) Unusable Fuel 5US. GALS. Q) Usable Fuet 123 US. GALS, ISSUED: JANUARY 8, 1981 REPORT: VB-11 aSECTION 2 PIPER AIRCRAFT CORPORATION IMITATIONS: 2.23 NOIS! LEVEL, The corrected noise level of this aircraft is 71.4d B(A) with the two blade propeller and 74.24 B(A) with the three blade propeller No determination has been made by the Federal Aviation Admini tration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport, The above statement notwithstanding, the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36. Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft ‘model is in compliance with all FAR 36 noise standards applicable to this, type 2.28 HEATER LIMITATIONS. ‘Operation of the combustion heater above 25,000 feet is not approved 2.27 OPERATING ALTITUDE LIMITATIONS Flight above 25.000 fect is not approved. Flight up to and including 25.000 feet is approved if equipped with oxygen in accordance with FAR 23.1441 and avionics in accordance with FAR 91 or FAR 135 2.29 GYRO SUCTION LIMITS The operating limits for the suction system are 48 to $.1 inches of mercury for all operations as indicated by the gyro suction gauge. 2.31 OPERATION WITH AFT DOORS REMOVED The maximum speed with the aft doors removed is 129 KIAS and the minimum single engine control speed is 67 KIAS. Door off operation is approved for VFR non-icing conditions only REPORT: VB-1110 ISSUED: JANUARY 8, 1981 2PIPER AIRCRAFT CORPORATION SECTION 2 PA-M4-220T, SENECA I LIMITATIONS 2.33 PLACARDS In full view of the pilot THIS AIRPLANE MUST BE OPERATED AS A NOR MAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS. AND MANUALS. NO ACROBATIC MANEUVERS (IN CLUDING SPINS) APPROVED THIS AIRCRAFT APPROVED FOR VFR. LER DAY, NIGHT AND ICING FLIGHT ‘WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135, In full view of the pilot MAXIMUM TAKEOFF WEIGHT 4750 POUNDS MAXIMUM LANDING WEIGHT 4513 POUNDS ALL WFIGHT IN EXCESS OF 4470 POUNDS MUST CONSIST OF FUEL. (EXCEPT IN CASES SPFCIFIED BY SECTION 6 OF POH) MINIMUM SINGLE ENGINE CONTROL SPEED 66 KIAS, ‘On instrument pane! in full view of the pilot Va 140 AT 4750 LBS. (SEE AFM) Vio 130 DN, 108 UP Vie 130 MAX. DEMO X-WIND 17 KTS Near emergeney gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE A.F.M BEFORE RE-ENGAGEMENT ISSUED: JANUARY 8, 1981 REPORT: VB-1110 2SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-220T, SENECA II gear sclector switch: GEAR UP 108 KIAS MAX. DOWN 130 KIAS MAX Adjacent to upper door latch (front and rear doors) ENGAGE LATCH BEFORE FLIGHT view of pilot: WARNING - TURN OFF STROBE LIGHTS WHEN TAXING IN VICINITY OF OTHER AIRCRAFT OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE, (On the inside of forward baggage compartment door MAXIMUM BAGGAGE THIS COMPARTMENT 100, TBS. SEE THE LIMITATIONS SECTION OF THF AIRPLANE FLIGHT MANUAL (On alt baggage closeout MAXIMUM BAGGAGE THIS COMPARTMENT 100. EBS. NO HEAVY OBJECTS ON HAT SHELF In full view of pitor: SINGLE ENGINE STALLS NOT RECOMMENDED. CAN CAUSE 400 FT. LOSS OF ALTITUDE AND 15 PITCH ANGLEPIPER AIRCRAFT CORPORATION SECTION 2 PA-34-220T, SENECA TIT LIMITATIONS On sun visor TAKEOFF CHECK LIST LANDING CHECK LIST Fuel Selectors On Seat Backs Erect Aus. Fuel Pumps Off jen Hels, Harness Alernators On Fuel Selectors On Engine Gages Checked Cow! Flaps Set Mixtures Set Mixtures Rich Propeliery Set ‘Aus. Fuel Pumps Off Alt. Air O1F Propellers Set Cow! Flaps Open Gear Down ‘Seat Backs Erect Flap Set - (White Are) Flaps Set Air Conditioner Off Trim Set (Stab. & Rudder) Fasten Belts; Harness Controls Free ~ Full Travel Doors Latched, Air Cond. OIF ir Conditioner Off" item in the above takeoff and landing check ned aircraft only. the list is mandatory for air condi On storm window DO NOT OPEN ABOVE 129 KIAS In full view of the pilot for light with the aft fuselage doors removed FOR FLIGHT WITH AFT DOORS REMOVED. CONSULT THE LIMITATIONS AND PROCEDURES, SECTIONS OF THE AIRPLANE FLIGHT MANUAL ISSUED: JANUARY 8, 1981 REPORT: VB-111 m1SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS, PA-34-220T. SENECA TIT On the inside of hoth oil titer access doors Ol} COOLER: WINTFRIZATION PLATE 10. BE REMOVED WHEN AMBIFNT TEMPPRATURE EXCEEDS S0°F ‘On the eyecutive writing table CAUTION - THIS TARLF MUST RE SLOWED DURING TAKFOFE AND LANDING (On the instrument panel in full view of the pilot (2-blade propellers only AVOID CONTINUOUS GROUND OPERATION 1700- 2100 RPM IN CROSS TAIL WIND OVER 10 KT AVOID CONTINUOUS OPERATIONS 2000 - 2200) RPM ABOVE 32° MANIFOLD PRESSURE Near the magnetic compass CAUTION - COMPASS CALIBRATION MAY BE IN ERROR WITH FLFCTRICAL FQUIPMENT OTHER, THAN AVIONICS ON, REPORT: VB-1110 JANUARY 8, 1981 22 REVISED: SEPTEMBER 25. 1983,PIPER AIRCRAFT CORPORATION SECTION 2 PA.M4-220T, SENECA TIT LIMITATIONS, Adiacent to fuel tank filler caps HUFL 100 OR 10011 AVIATION GRADE Adiscent to fuel tank filler caps (serial numbers 34-8332042 and up} AVGAS ONLY ee GRADE GRADE soot 100 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 213TABLE OF CONTENTS: SECTION 3 EMERGENCY PROCEDURES Paragraph General. Emergency Procedures Checklist. Airspeeds for Safe Operations Engine Inoperative Procedures Fire... Fuel Management During One Engine Imoperative Operation .. Engine Driven Fuel Pump Failure... Landing Gear Unsafe Warnings . Manual Extension of Landing Gear Gear Up Landing Engine Failure With Rear Cabin and Cargo Doors Removed Electrical Failures Gyro Suction Failures Spins Emergeney Descent : Combustion Heater Overheat Open Door (Entry Door Only) Propeller Overspeed...... Amplified Emergency Procedures (Genera Engine Inoperative Procedures . : Detecting A Dead Engine . Engine Securing Procedure (Feathering Procedure)... Engine Failure During Takeoff (Below 85 KIAS) Engine Failure During Takeoff (85 KIAS or Above) Engine Failure During Flight (Below 66 KIAS) ‘One Engine Inoperative Landing One Engine Inoperative Go-Around Air Start (Unfeathering Procedure) - REPORT: VB-1110 3TABLE OF CONTENTS (cont) SECTION 3 (cont) © On The Ground c Fire In-Flight Fuel Management During One Engine Inoperative Operation : Cruising ao AIX Engine Driven Fuel Pump Failure ie 315 Landing Gear Unsafe Warnings ort 3.17 Manual Extension Of The Landing Gear 3.19 Gear-Up Emergency Landing 421 Engine Failure With Rear Cabin and Cargo Doors Remosed Electrical Failures Gyco Suction Failures Spins Emergeney Descent jon Heater Overhes Open Door Propeller Overspeed REPORT: VB-IN10 Page No. My 17 M7 Mn a SIsPIPER AIRCRAFT CORPORATION SECTION 3 PA-34-220T, SENECA II EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3 GENERAL The recommended procedures for coping with various types of emer- encies and critical situations are provided by this section. Required (FAA regulations), emergency procedures and those necessary for the operation Of the airplane as determined by the operating and design features of the airplane are presented, Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements) The first portion of this section consists of an abbreviated emergency checklist which supplies an action sequence for critical situations with little ‘emphasis on the operation of systems. ‘The remainder of the section is devoted to amplified emergency procedures containing additional information to provide the pilot with more complete understanding of the procedures. Pilots should familiarize themselves with the procedures given in this section and be prepated to take appropriate action should an emergency Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here. this information 1s not intended to replace such training, but only to provide {source of reference and review, and to provide information on procedures ‘which are not the same for all aircraft, Its suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: JANUARY 8 1981 REPORT: VB-I110 3PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES: PA-34-220T, SENECA Tit 3.3 EMERGENCY PROCEDURES CHECKLIST AIRSPEEDS FOR SAFE OPERATIONS. ‘One engine inoperative air minimum control 66 KIAS ‘One engine inoperative best rate of climb ..........5 +92 KIAS ‘One engine inoperative best angle of climb... : 78 KIAS Maneuvering wee : os 140 KIAS, Never exceed « : — 20205 KIAS: ENGINE INOPERATIVE PROCEDURES NOTE The power on the operating engine should be reduced when safe to do so. DETECTING DEAD ENGINE Loss of thrust. Nose of aircraft will yaw in dicection of dead engine (with coordinated controls), ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Minimum control speed... co 66 KIAS, ‘One engine inoperative best rate of climb 92 KIAS, Maintain direction and airspeed above 85 KIAS. Mixture controls... ceceseeees forward Propeller controls : forward Throttle controls... ...226cee 5 “(40 in. Hg. Max.) forward Flaps. Gees 2 fetract Gear... coe : retract Identify inoperative engine Throttle of inop. engine retard to verify REPORT: VB-1120 ISSUED: JANUARY 8, 1981 32PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-220T, SENECA IT] EMERGENCY PROCEDURES. To attempt to restore power prior to feathering Mixtures as required Fuel selector ‘ -. ON Magnetos fine : left oF right only “unlatch, ON HI. if power is not immediately restored - OFF Aux, fuel pump Alternate ait... ece2e2 . ‘ON If power cannot be festored continue with feathering procedure. Prop control of inop. engine feather before RPM drops below 800 Musture of inop. engine an idle cut-off Trim cee sescsss as required O° t0 5° of bank toward operative engine ball 1/2 to 1 out) Aus. fuel pump of inop. engine .......2.2.+ w+ OFF Magnetos of inop. engine : oe OFF Cowl flaps. 7 21. elose on inop. engine, as fequired on operative engine Slternator of inop. engine oS OFF Electrical load . ee reduce Fuel selector 5. OFF inop. engine consider crossfeed Aus. fuel pump operative engine ‘OFF Power of operative engine... 4 required ENGINE FAILURE DURING TAKEOFF (Below 85 KIAS) 1i engine failure occurs during takeoff and 85 KIAS has not been attained: Theottes . = CLOSE both immediately Stop straight ahead 1f adequate runway remains to stop. Throttles ‘i CLOSED. Brakesteeteeees = apply max. braking Battery switch OFF Fuel selectors - OFF Continue straight ahead, turning t0 avoid obstacles. ISSUED: JANUARY 8, 1981SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES 1.2207, SENECA IT ENGINE FAILURE DURING TAKEOFF (85 KIAS or above? engine failure occurs during takeoff ground roll or after li still down and 85 KIAS has been attained Tadequate runway remains. CLOSE both throttles immediately, land if ome and stop straight ahead. if runway remaining is adequate for stopping. decide whether to abort for continue. Hf decision is made to continue ain heading. After establishing a climb, retract landing gear. accelerate to 92 KIAS, and feather inuperative engine prop (sce Engine Securing Procedure), WARNING In certain combinations of aireraft weight configuration, ambient conditions and speeds, negative climb performance may result. Refer to One Engine Inoperative Climb Performance chart, Figure 5-21 ENGINE FAILURE DURING FLIGHT (Below 66 KIAS) Rudder .. cocesessese+ apply toward operative engine Throttle (both) 2. see eeeee seseeees Fetard 10 stop turn Pitch anitude PIII ower nose to aceelerate above 66 KIAS* Operative engine inerease power as airspeed inereases above 66 KIAS* Wf altitude permits, a restart may be attempted. If restart fails or if altitude does not permit restart, see Engine Securing Procedure ONE ENGINE INOPERATIVE LANDING Inop. engine prop When certain of making field Landing gear... cesesess extend feather Wing flaps (as required) lower Maintain additional altitude and speed during approach Final approach speed cose 90 KIAS #67 KIAS with aft doors removed REPORT: VB-1110 ISSUED: JANUARY 8, 1981 x REVISED: FEBRUARY 25, 1982PIPER AIRCRAFT CORPORATION SECTION 3 4-3-2207, SENECA IIT EMERGENCY PROCEDURES. ONE ENGINE INOPERATIVE GO-AROUND. (SHOL LD BE AVOIDED IF AT ALL POSSIBLE) Misture : cose forward Propeller... = F forward Throttle rd TUTTI do inHg. Max.) open stowly Flaps. retract Landing gear retract Airspeed, 92 KIAS rome 7 set Cowl flap operating engine as required, AIR START (UNFEATHERING PROCEDURE) Fuel selector inop. engine . ON Aux. {uel pump inop. engine : i ~ LO boost Throttle ane : ‘open 14 inch Misture ——) : RICH ‘ON Magneto switches Prop control 2 full forward SUM sees cl lsesveseversevavs @nigage until propeller windmills Throttle s- Feduce power until engine is warm Aus tuel pump - OFF 1 engine does not start, prime as required Niternator (after restart)... 7 ON AIR START (UNFEATHERING PROCEDURE) (On Airplanes Equipped With Unfeathering Accumutators Fuel selector inop. engine on uy. fuel pump imop. engine . LO boost Throttle fopen 1) inch Mitre RICH Magneto switches -. oe ON Prop control & lateh : iiss push full forward Tarattle ++ 5 reduce power until engine is warm Aus, fuel pump. OFF ISSUED: JANUARY REPORT: VB-1110 REVISED: APRIL 9, 1982 35SECTION 3 _ PIPER AIRCRAFT CORPORATION EMERGENCY PROC PA-M-220T, SENECA IIT Hf engine does not start, prime as required, and engage starter Alternator (after FeStAPt) <.eeeseeceeeeseeeseeteresseeeseeesaees ON NOTE The starter may be used in conjunction with the uunfeathering accumulators if FIRE ENGINE FIRE ON GROUND. If engine has not started: Mixture idle cut-off Throttle ‘open, Starter. crank engine fengine has already started and is running, continue operating to try pulling the fire into the engine If fire continues, extinguish with best available means. If external fire extinguishing is to be applied: Fuel selector valves. peerrerer OFF Mixture : UI idlé cutoff ENGINE FIRE IN FLIGHT Affected engine Fuel selector . OFF Throttle rong cose Propeller feather Mixture : idie cut-off Heater fpotn OFF Defroster OFF If terrain permits land immediately FUEL MANAGEMED DURING ONE ENGINE INOPERATIVE OPERATION CRUISING When using fuel from tank on the same side as the operating engine Fucl selector operating engine oN REPORT: VB-1110 ISSUED: JANUARY 8 1981 36 REVISED: APRIL 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA-3-220T, SENECA IIL EMERGENCY PROCEDURE! . OFF Fue! velector inop. engi OFF Aus, fuel pumps: When using fuel from Fuel selector operating 1k on the side opposite the operating engine gine... es CROSSFFED Fucl selector inop. engine OFF Aus. fuel pumps OFF Use erossfeed in level eruise flight only NOTE Do not erosstced with full fuel on same side as ‘operating engine since vapor return fuel flow will be lost through the vent system LANDING Fuel selector operating engine = ON Fuel selector inop. engine ‘OFF ENGINE DRIVEN FUEL PUMP FAILURE retard r Aus Throttle uuniatch, on HI eo teset (75% power or below) CAUTION HC normal engine operation and fuel flow is not Immediately re-established. the auxiliary fuel pump should be turned off. The lack of a fuel flow indication while on the HI auxiliary fuel pump position could indicate a leak in the fuel system, or fuel exhaustion, ISSUED: JANUARY 8, 1981 REPORT: REVISED: APRIL 9, 1982SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES. PA-3-220T, SENECA IIT CAUTION Actwate the auxiliary fuel pumps if vapor suppression is required (LO position) or the engine driven fuel pump tails (HI position) The auxiliary fuel pumps have no standby iiction, Actuation of the HI switch position when the engine {uel injection system is func- tioning normally may cause engine roughness due to excessively rich fuel air mixture, LANDING GEAR UNSAFE WARNINGS. Red light indicates gear in transit Recycle gear if indication continues Light will illuminate when gear warning horn sounds at low throttle settings. MANUAL EXTENSION OF LANDING GEAR Check following before extending gear manually Cireuit breakers. ere: peo: check Battery switch ‘ON Alternators. check Navigation lights OFF édaytime) To extend. reposition clip downward clear of knob and proceed as follows: Airspeed = reduce (85 KIAS max.) Gear selector GEAR DOWN LOCKED position Emerg gear extend knob .....-.- pull Indicator lights : 3 green Leave emergeney gear extension knob out GEAR UP LANDING Normal fas desired Throttes S closed prior to touchdown, REPORT: VB-I110 ISSUED: JANUARY 8. 1981 ae REVISED: APRIL 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA-M-220T, SENECA TE EMERGENCY PROCEDURES Ratters sitet ovr Fuel selector . ot Touch down at minimum airspeed ENGINE FAILURE WITH REAR CABIN AND CARGO DOO! REMOVED. SF min, control speed of 67 KIAS for this configuration speed is below 67 KIAS reduce power on operating engine to maintain ELECTRICAL FAILURES ALT warning light illuminated: Ammeter Ammeters. Electrical load Alternators = check 1 & R check reduce to minimum OFF. then ON one at a It alternator outputs are NOT restored, Battery switch a Pecos cesesees OFF Alternator switehes. 2.2. ‘OFF. then ON one at i alternator outputs are NOT restored: Alternator switches. OFF Hatters switeh : as required jator eannot be restored. reduce electrical load and land as soon as I The battery is the only remaining source of electrical power WARNING Compass error may exceed 10 degrees with both alternators inoperative NOTE HW battery is depleted, the landing gear must be lowered using the emergency gear extension procedure. Gear position lights will be in: ‘operative ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 9, 1982 39SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES: PA-34-220T, SENECA HIT Electrical overload (alt nators over 30 amps above known electrical load): Electrical load = reduce 1 alternator loads cannot be reduced Battery switeh Poo fe OFF 1f alternator loads are not reduced, land as soon as possible Anticipate complete electrical power failure GYRO SUCTION FAILURES. Pressure below 4.5 in. He. RPM. : : increase 10 2600 Aluude .- jescend to maintain 45 in Hg. Use electric turn indicator to monitor Directional Indicator and Attitude Indicator performance SPINS Throttles.-.-. peter cores =e, tetard(to ile Rudder .- full opposite to direction of spin Comrol wheel cseses felease back pressure Control wheel coves full forward if rnose does not drop Ailerons oo... neutral Rudder 2.22020. cree neutralize when rotation stops Control wheel sss ssmooth back pressure to recover from dive EMERGENCY DESCENT Throttles -... closed Propellers... 2+ full forwaed Mixture Seseecas required for ‘smooth operation Landing gear noe ‘extend Aurspeed 130 KIAS, REPORT: VB-1110 ISSUED: JANUARY 8, 1981 310 REVISED: APRIL 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA.M-2201, SENECA IIL RGENCY PROCEDURES COMBUSTION HEATER OVERHEAT {nit will automatically cut-off Do not attempt to restart. OPEN DOOR (ENTRY DOOR ONLY) I both upper and side latches are open. the door will trail slightly open and airspeeds will be reduced slightly To clove the door in flight Slow airplane t0 90 KIAS. Cabin vents Sonn = dlose Storm window... Ss fees open’ 1 upper larch is open. ....2+- th) If side Latch is open = Soo. pull on armrest while moving latch handle to latched position latches are open... e.+2-e0+2 ceseeeees latch side lateh then top latch PROPELLER OVERSPEED Throscle Saco retard Prop contro! full DECREASE rpm, then set if any control available Auspeed foo reduce Trrottle : as required to remain below 2600 rpm ISSUED: JANUARY 8, 1981 REPORT: VB-1110 341SECTION 3 PIPER AIRCRAFT CORPORATION RGENCY PROCEDURES PA-34-220T, SENECA TIT THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1110 ISSUED: JANUARY 8, 1981 BDPIPER AIRCRAFT CORPORATION SECTION 3 EMERGENCY PROCEDURES. 5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation, 3.7 ENGINE INOPERATIVE PROCEDURES DETECTING A DEAD ENGINE A loss of thrust will be noted and with coordinated controls. the nose of the aiceraft will yaw in the direction of the dead engine ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Keep in mind that the one engine inoperative air minimum control speed is 66 KIAS and the one engine inoperative best rate of elimb speed is 92 KIAS. Yo feather a propeller. maintain direction and an airspeed above 85 KIAS. Move the mixture and propeller controls forward. The throttle controls should be moved forward to maintain a safe airspeed. Retract the ‘aps and landing gear and identify the inoperative engine, The airplane will 8 in the direction of the dead engine, Retard the throttle of the inoperative Engine t0 seni fos of power NOTE If circumstances permit, in the event of an actual engine failure, the pilot may elect to attempt to restore power prior to feathering circumstances permit an attempt to restore power prior to feathering. adjust the mixture control as required, mave the fuel selector contralto ON. and select either L (left) or R (right) magneto. Move the ALTERNATE AIR control to ON and the AUX. fuel pump to the ON-HI position, Ifpower is rot immediately restored turn off the AUX. fuel pump. ISSUED: JANUARY 8, 1981 REPORT: VB-1110 esr)SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-M-220T, SENECA HI The propellers can be feathered only while the engine is rotating above 800 RPM, Loss of centrifugal force duc to slowing RPM will actuate a stop pin that Keeps the propeller rom feathering each time the engine is stopped fon the ground. One engine inoperative performance will decrease if the propeller of the inoperative engine is not feathered, The propeller control of the inoperative engine should be moved to the feather position and the misture control of the inoperative engine to idle cut-off Trim the aircraft as required and maintain a 3° to S© bank toward the ‘operating engine. The ball will be #0 Vout for minimum drag. The AU fuel pumps should be off except in the case of an engine driven fuel pump failure, Turn OFF the magnetos and close the cowl flaps on the inoperative engine, Cow! flaps should be used as necessary on the operative engine The alternator of the inoperative engine should be turned OFF and the electrical load reduced to prevent depletion of the battery. Move the fuel selector control for the inoperative engine to the OFF position, Ifnecessary. consider the use of erossfeed (refer to Fuet Management During One Engine Inoperative Operation, paragraph 3.11). Turn OFF the operative engine's AUX. fuel pump. Nor When an engine is feathered the alternator gyro air. and il annunciator warning. lights wll remain illuminated ENGINE FAILURE DURING TAKEOFF (BELOW 85 KIAS) The one engine inoperative air minimum control speed for this airplane is 66 KIAS under standard conditions engine failure occurs during takeoft ground roll and 85 KIAS has not ‘been attained. CLOSE both throttles unmediately and stop straight stead Hf inadequate runway remains 10 stop, close the throttles and apply manimum braking. The battery switeh and fuel selectors should be turned OFF. Continue path straight ahead 1 ing 10 avoid obstacles as necessary REPORT: VB-I110 a4 ED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 3 PA-M-2207, SENECA IIL EMERGENCY PROCEDURES FAGINE FAILURE DURING TAKEOFF (5 KIAS OR ABOVE) Tr engine failure oceurs during takcotf ground roll or ater liftoff with the gear sll down and 8S KIAS has been attained, the course of action to be hen will depend on the runway’ remaining. If adequate runway remains. CLOSE. both throttles immediately. land if airborne and stop straight shsad. I the runway remaining is inadequate for stopping. the pilot must decide whether to abort the takeoff or to continue. The decision must be based on the pilot's judgment considering loading. density altitude, obstruc tions. the weather, and the pilot's competence. If the deciion is made to continue the takeoff, maintain heading and airypeed. When climb is esta shed RETRACT the landing gear, accelerate to 92 KIAS. and FEATHER the inoperative engine (refer to Engine Securing Procedure) WARNING In certain combinations of aireraft weight, configuration, ambient conditions and speeds. negative climb performance may result. Refer 10 One Engine inoperative Climb Performance chart, Figure 5-21 ENGINE FAILURE DURING FLIGHT (BELOW 66 KIAS) Should an engine fail during fight at an airspeed below 66 KAS. apply judder towards the operative engine 10 maintain direetional control. The Uhsottks should be retarded to stop the yaw force produced by the Inoperamie engine. Lower the nose of the aircraft to accelerate above 66 KIAS and increase the power on the operative engine ay the airspeed execeds 66 KIAS® After an airspeed above 66 KIAS* has been established, an engine restart attempt may’ be made if altitude permits. Ifthe restart has failed. ort nitude does not permit, the engine should be secured. see Engine Securing Procedure #87 KIAS with aft doors removed ISSUED: JANUARY 8, 1981 REPORT: VB-I110 REVISED: FEBRUARY 25, 1982 ASSECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES: PA-34-220T, SENECA TIT ONF ENGINE INOPERATIVF LANDING Complete the Engine Securing Procedure. The landing gear should not be extended and the wing flaps should not be lowered until certain of making the Field, Maintain additional altiude and speed during approach, keeping in mind that landing should be made right the first time and that a go-around, should be avoided if at all possible. Establish a final approach speed of 90 KIAS and use wing flaps as required. WARNING Under some conditions of loading and density altitude a go-around may be impossible. and in ‘any event the sudden application of power during one engine inoperative operation makes control of the airplane more difficult, ONE ENGINE INOPERATIVE GO-AROUND NOTE A one engine inoperative go-around should be avoided if at all possible. To execute a one engine inoperative go-around, advance the mixture ‘and propeller levers forward. The throttle should be advanced slowly to 40 in. He. manitold pressure. Retract the flaps and landing gear Maintain airspeed at the one engine moperative best rate of climb speed of 92 KIAS. Set the trim and cowl flaps as requiced AIR START (UNFEATHERING PROCEDURE), Move the fuel selector for the inoperative engine to the ON position and check to make sure the AUX fue! pump for that engine is on LO boost. Open the throttle 1,4 inch and the mixtures should be set RICH. Turn ON the magneto switches and push the propeller control latch and propeller control lever full forward. On airplanes equipped with the optional unfeathering system the propeller will start to windmill. On airplanes not so equipped REPORT: VB-1110 ISSUED: JANUARY 8, 1981 316 REVISED: APRIL 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA-M-2207, SENECA TIL EMERGENCY PROCEDU ES ‘engage the starter until the propeller windmills freely: Ifthe engine docs not Start prime as necessary. After restart tuen OF F the AUX uel pump, reduce the power until the engine is warm and turn the alternator switch ON Ii required the starter may be used in conjunction with the accumulators. nfeathering 49 FIRE FNGINE HIRE ON THE GROUND The list attempt to extinguish the ite ts to try to draw the fire back into the engine, It the engine has not started mave the mixture control to idle cut-off and open the thro, Begin to erank the engine with the starterinan fttempt to pull the fire into the engine. 11 the engine has already started and is running, continue operating to try to pull the fire into the engine In either ease (above). if the fire continues longer than a few seconds the fire should be extinguished by the best available external means 11 an external fire extinguishing method is to be applied move the fue! selector valves to OFF and the mixture to idle cut-off ENGINE FIRE IN-FLIGHT, The procedure given below is general and pilot judgment should be the deciding factor for action im such an emergency Ivan engine fire occurs in flight, place the fuel selector of the affected engine in the OFF position. Feather the propeller on the faulty engine. Move the misture control to idle cut-off. The cowl flap should be open. A landing Should be made if terrain permits, 3.11 FUEL MANAGEMENT DURING ONE ENGINE INOPER ATIVE OPERATION A crossfeed is provided to increase operation. Lise crossteed in level flight only ange during one engine inoperative ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: APRIL 9, 1982 317SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES: PA-M-2207, SENECA UL CRUISING When using fuel from the fuel tank on the same side as the operating engine the fuel selector of the operating engine should be ON and the fuel selector for the imoperative engine should be OFF. The AUX. fuel pumps Should be OFF except in the case of an engine driven fuel pump failure. If fan engine driven fuel pump has failed the AUX. fuel pump on the operating fengine side must be ON ~ HI Increased range is available by using feel from the tank on the opposite side of the operating engine, For this configuration the fuel selector of the operating engine should be on X-FEED (crossfeed) and the fuel selector of the inoperative engine should be OFF, The AUX. fuel pumps should be OFF NOTE A vapor return fine from each engine will return fa percentage of fuel back to the tank on the ‘same side as that engine. Therefore, minimum ‘of 30 minutes of fuel should be used from this tank before selecting crossfeed. If the tank ‘gauge approaches “FULL.” go back to that tank and operate for 3 minutes to being the fuel level down before returning to crossteed or fuel may be pumped overboard through the fuel vent LANDING: During the landing sequence the fuel selector of the operating engine mst be ON and the (uel selector of the inoperative engine OFF. The AUX fuel pump of the operating engine should be OFF 3.13 ENGINE DRIVEN FUEL PUMP FAILURE Should a maifunetion of the engine driven fuel pump occur. the auxiliary fuel pump system can supply sufficient fuel pressure for engine power upto approximately 756. Any combination of RPM and Manifold Pressure defined on the Power Setting Table may be used, but leaning mas be required for smooth operation at altitudes above 15,000 feet or for RPM's below 2800. Normal cruise, descent and approach procedures should be used REPORT: VB-I116 ISSUED: JANUARY 8, 1981 se REVISED: APRIL 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA.M-220T, SENECA IL NCY PROCEDURES Loss of fuel pressure and engine power can be an indication of failure ‘of the engine driven fuel pump. Should these occur and engine driven fuel pump failure is suspected, retard the throttle and unlatch the auxiliary purmp. tnd select the HI position. The throttle cam then be reset at 75% power or below. CAUTIONS If normal engine operation and fuel flow is immediately re-established, the auxiliary fue pump should be turned off, The lack of a fuel flow indication while on the HI auxiliary fuel pump position could indicate « leak in the fuel system, or fuel exhaustion, Actuate the auxiliary fuel pumps if vapor suppression is required (LO. position) or the engine driven fuel pamp fails (HI position) The auxiliary fuel pumps have no standby function. Actuation of the HI switch position when the engines are operating normally may ‘cause engine roughness and) or power loss, 3.18 LANDING GEAR UNSAFE WARNINGS. The red landing gear light ill illuminate when the landing gear is in transition hetween the full up position and the down and locked position, The pilot should recycle the landing gear sf continued illumination of the light occurs. Additionally. the light will illuminate when the gear warning horn sounds. The gear warning horn sill sound at low throttle settings ifthe gear is not down and locked. 3.17 MANUAL EXTENSION OF THE LANDING GEAR Several items should be checked prior to extending the landing gear ‘manually. Check for popped circuit breakers and ensure the battery switchs, ON. Now check the alternators, If it is davtime, turn OFF the navigation lights. ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: APRIL 9, 1982 319SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA.M-220T, SENECA HL Yo execute a manual extension of the landing gear, power should be reduced to maintain airspeed below 85 KIAS. Place the landing. gear Selector switeh in the GEAR DOWN position and pull the emergency g extension knob, Check for 3 green indicator fights, WARNING I the emergeney gear extension knob has been prlled out to lower the gear due toa gearsystem malfunction, leave the control in its extended position until the airplane has been put_on jacks to check the proper function of the landing gears bydraulic and electrical systems. 3.19 GEAR-UP EMERGENCY LANDING An approsch should be made with power ata normal airspeed with the flap position to be used at the pilot's discretion, Flaps up will reduee wing flap damage. Close the throttles just before touchdown. Turn OFF the battery and ignition switches and move the fuel selector valve controls to OFF. Contact to the surface should be made at a minimum airspeed. 3.21 ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS, REMOVED The minimum single engine contol speed for this configuration is 67 KIAS. IFengine failure occurs at an airspeed below 67 KIAS. reduce power as necessary on the operating engine and apply rudder to mantain direc- Fcantrol AIS ELECTRICAL FAILURES [sv sexi33000 THRU 34 33208 Hf an ALT annunciator light illuminates, observe the ammeters t0 determine which alternator is moperative, H both ammeters show sero ‘output, reduce electrical Ioads to the minimum, Turn OFF both alternator Switches and then turn them momentarily ON one ata time while obsersing. the ammeters. The alternator showing the LPAST (but not zero) current should be turned ON. The other alternator should be left OFF. Electrical REPORT: VB-1110 420PIPER AIRCRAFT CORPORATION SECTION 3 PA-M-2207, SENECA IIL EMERGENCY PROCEDURES loads may be reinstated as required to 3 maximum of 60 amperes. H both siternator outputs cannot be restored, both alternator switehey should be eit OFF Reduce the electrical load to essential systems and land as soon as prictical The battery is the only remaining source of eleetsical power one ammeter shows zero output. cycle ity switch OF Fand then ON. It this fails to restore output check the circuit breakers. The breakers may be reset once if required. Ifthe alternator remains inoperative reduce electrical Toads if necessary and exercise judgment regarding continued ight Corrective maintenance actions should be performed prior to further fights Nowe The markings on the ammeters (loadmeters) require mental interpolations to estimate the “ampere values noted, Operating the alternators fat less than 60 amperes will assure that the battery will not be depleted, WARNING Compass error may exceed 10° with both ‘iernitors inoperative, 1 abnormally high alternator outputs are observed and persists (more than 3W amps above known electrical Hoads) they may be caused by a low batters. « battery fault, or other abnormal electrical load, Hfit is caused bya, low battery the indication should begin to decrease towards normal within S minutes. Ii thiy condition is observed proceed with the following. Turn the fhattery switch OFF and the alternator output indications should decrease. Turn the battery switch ON. Should the alternator output indications not decrease, leave the battery switch OFF and land as soon as practical All tlectrteal oad is being supplied by the alternators. Also anticipate complete electrical power failure NOTE Operation with the alternator ON and the battery switch OFF should be made only when required by electrical failure. due 10 increased system voltage and radio frequency noise. ISSUED: JANUARY 8, 1981 REPORT: REVISED: AUGUST 9, 1982SECTION 3 PIPER AIRCRAET CORPORATION EMERGENCY PROCEDURES: PA-M.2207, SENECA IIT SN Maxz33001 AND UP. Mi an ALA annunciator fight illuminates. check the output of cach alternator individually. using the prssto-test buttons located on either side Of the ammeter to determine which alternator is inoperative, If both titernators show sere output, reduce electrical lads to the minimum, Turn OFF both alternator switches and then turn them momentarily ON one att fume while observing alternator ouput. The alternator showing the LEAST (but not sero) current should be turned ON. The other alternator should be eft OFF. Electrical loads may he reinstated as requited to a maximum of 60 amperes. IF both alternator outputs cannot be restored, both alternator Switches should be left OFF, Reduce the electrical load to essential systetms ‘and land as sion as practical, The battery is the only remaining source of clectnieal power I one alternator shows zero output, eyele its switch OFF and then ON 1M this fails to restore output check the hers. The breakers may be reset once if required. Ifthe alternator remains inoperative reduce electrical Toads if necessary and exercise judgment regarding continued flight When the ammeter needle indicates to the left of center, the battery is being discharged: when the needle indicates to ihe right of center the battery is being charged, During single alternator operation the feature can be used to determine how much the elecincal load should be reduced. Corrective maintenance actions should be performed prior to further Fights NorE The markings on the ammeter (loadmeter) require mental interpokitions to estimate the ampere values noted, Operating the alternators fat less than 60 amperes will assure that the battery will nor be depleted ARMING Compass error may exceed 10° with both alternators inoperanve REPORT: VB-1110 SUED: JANUARY 8 1981 3d REVISED: AUGUST 9, 1982PIPER AIRCRAFT CORPORATION SECTION 3 PA-M-2207, SENECA UL EMERGENCY PROCEDURES abnormally high alternator outputs are observed and persists more than W amps above known electrical loads} they may be caused by a low hattery. a batters fault, or other abnormal electrical load. If itis caused bya {ow batters the indication should begin to decrease towards normal within 5 minutes. H this condition is observed proceed with the following. Turn the hattery switch OFF and the alternator output indications should decrease he battery switch ON, Should the alternator output indications not se, leave the battery switch OFF and land as soon ay practical. Atl Clectrieal load ts being supplied by the alternators. Also anticipate complete electrical power failure NOTE Operation with the alternator ON and the battery switch OFF should be made only when required by electrical failure. due to increased ssstem voltage and radio frequency noise. 3.28 GYRO SUCTION FAILURES \\ malfunction of the instrument suction system will be indicated by « reduction of the suction reading op the gauge. In the event of a vacuum ete failure or a feathered engine, a low vacuum warning light on the Innuneistor pane! will illuminate In the event of & suction system malfunction. (suction lower than 4.5 inches of mercurs) increase engine RPM to 2600. Descend to an altitude at Which 45 inches of mercury suction can be maintained. if possible. The Glectrie turn indicator should be used to monitor the performance of the Girectionsl and attitude indicators, ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 9, 1982 3BSECTION + PIPER AIRCRAFT CORPORATION ERGENCY PROCEDURES, PA-34-220T. SENECA It 4.27 SPINS. Intentional spins are prohibited in this airplane, In the event a spin is encountered unintentionally, immediate recovery actions must be taken, 1o recover from an unintentional spin, immediately retard the throttles to the idle position. Apply full rudder opposite the direction of the spin rotation, Let up all back pressure on the control wheel, If the nose does not drop. immediately push the control wheel full forward. Keep the ailerons neutral, Maintain the controls in these positions until spin rotation stops, then neutralize the rudder. Recovery from the resultant dive should be with smooth back pressure on the control wheel, No abrupt control movement should be used during recovery from the dive, as the positive limit maneu= vering load factor may be exceeded NoTE Federat Aviation Administration Regulations do not require spin demonstration of multi ‘engine airplanes: therefore. spin tests have not been conducted. The recovery technique presented is based on the best available information 3.29 EMERGENCY DESCENT In the event an emergency descent hecomes necessaty. CLOSE the throttles and move the propeller controls full FORWARD. Adjust the mixture controls 'y 10 attain smooth operation, Extend. the landing gear at 130 KIAS and maintain this airspeed 3.1 COMBUSTION HEATER OVERHEAT In the event of an overheat condition, the fuel, air and ignition to the heater is automatically eut off. Do not attempt to restart the heater until it hhas been inspected and the cause of the malfunction has been determined and corrected. REPORT: VB-1110 3MPIPER AIRCRAFT CORPORATION SECTION 3 PA-M4-2207, SENECA TID EMERGENCY PROCEDURES. 4.33 OPEN DOOR (ENTRY DOOR ONLY) The cabin door is double latched, so the chances of ats springing open in Hight at both the top and side are remote. Howeser, should you for uuppet lateh, or not fully engage the side latch, the door may spring pi ‘open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with door oper 1 both upper and side latches are open, the door will al slightly open, and airspeed will be reduced slightly To close the door in Night, slow the airpkane to 90 KIAS. close the eabin vents anid open the storm window. If the top lateh is open, latch it. I the side latch is open, pull on the armrest while moving the latch handle to the ‘hed position. H beth latches are apen, close the side latch then the top latch, 4.38 PROPELLER OVERSPEED Propeller overspeed is usually caused by a malfunction in the propeller governor which allows the propeller blades 10 rotate to full low piteh, 1 propetice overspeed should occur. retard the throttle. The propeller control shouid be moved to full “DECREASE rpm” and then set if any Control is available, Airspeed should be reduced and throttle used to maintain 2640 RPM ISSUED: AUGUST 9, 1982 REPORT: VB-I110 325,TABLE OF CONTENTS: SECTION 4 NORMAL PROCEDURES Paragraph Ne. 4.1 General 4} Ainpeeds For Sale Operations 45 Normal Procedures Checklist ao) Preparation Preflight Check =... Before Starting Engines... Starting Engines (Airplane Equipped With Standard Primer System) Starting Engines (Airplane Equipped With Optional Engine Primer System). hing Engines When Flooded : Starting Engines in Cold Weather (Airplane Equipped With Standard Engine Primer System) Starting Fngines With External Power Warm-Up : Taxi before Takeoff ~ Ground Check Takeoff . Cima Cruising Descent Approach and Landing Go-Around « After Landing. Shutdown Mooring Amplified Normal Procedures (General) Page No. 4s 46 47 47 +8 +8 48 49 +10 41 41 +1 412 412 412 412 +23 415 REPORT: VB-1110 4TABLE OF CONTENTS (cont) SECTION 4 (cont) Paragraph No. 49. Preparation 4.1L Preflight Check. 4.13 Before Starting Fngines : 41S Starting Engines (Standard Primer System) 4.17 Starting Engines (Optional Primer System) 4.19 Starting Engines When Flooded 421 Starting Engines In Cold We ‘Standard Primer System) ere Stucting Engines With External Power Preheating = Warm-Up Tasiing Before Takeoff - Ground Cheek Takeo Chim Cruising Dewent Approach and Landing Go-Around After Landing Shutdown Mooring Turbulent Att Operation, Flight With Rear Cabin and Cargo Doors Removed Vso Intentional One Engine Inoperative Speed - 455 457 Ves Minimum Single Fngine Control Speed 459° Stalls REPORT: ¥ sii PapePIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T, SENECA IIT NORMAL PROCEDUR! SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section describes the recommended procedures for normal operations for the Sencea III, Required (FAA regulations) procedures and those necessary for the operation of the airplane as determined by the ‘operating and design features of the airplane are presented. Normal procedures associated with those optional systems and equi ment which require handbook supplements are provided by Section 9 (Supplements) These procedures are provided to present & source of reference and review and to supply information on procedures which are not the same for all aircraft, Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the plane The first portion of this section consists of a short form checklist which supplies an action sequence for normal operations with litle emphasis on the operation af the systems. The remainder of the section is devoted to amplified normal procedures ‘which provide detailed information and explanations of the procedures and how to perform them, This portion of the section is not intended for use as aan in-flight reference duc to the lengttiy explanations. The short form check~ list should be used for this purpose. Il data given is for both wo and three blade propellers unless otherwise noted ISSUED: JANUARY 8, 1581 REPORT: VB-I1 onSECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-220T, SENECA IID 4.3 AIRSPEEDS FOR SAFE OPERATIONS ‘The following airspeeds are those which are significant to the operation of the airplane. These figures are for standard aicplanes flown at gross ‘weight under standard conditions at sea level, Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine airplane and equipment, atmospheric conditions and piloting technique (a) Best Rate of Climb Speed 92 KIAS, (b) Best Angle of Climb Speed 76 KIAS (6) Turbulent Air Operating Speed (See Subsection 2.3) 140 KIAS (4) Maximum Flap Speed 1S KIAS (@) Landing Final Approach Speed (Flaps 40°) Short Field Effort 82 KIAS, (®) Intentional One Engine Inoperative Speed 85 KIAS, (g) Maximum Demonstrated Crosswind Velocity IT KTS REPORT: VB-1110 42 UED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PAA34-22 ECA TIL NORMAL PROCEDURES. WALK-AROUND Figure 41 4.8 NORMAL PROCEDURES CHECKLIST PREPARATION Airplane status airworthy, papers on board Weather - suitable Baggage weighed, stowed, tied Weight and CG. within limits Navigation : planned Charts and navigation equipment ‘on board Performance and range f computed and safe PREFLIGHT CHECK INSIDE CABIN Landing gear control <+. DOWN position Avionics : :. OFF ISSUED: JANUARY 8, 1981 REPORT: VISECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES NECA It 2. ON oo GREEN Fuel quantity... — ts adequate plus reserve Cow! flaps. eees OPEN Battery switch =.=. Orr Ignition switches... = OFF Mixture controls. — idle cut-off ‘Trim indicators ..- Q neutral Flap ese cee on Tleheck operation Controls 2.21.2. ras cesses fee Pitot and static systems rain Empty seats fasten belts Crossfeed drains drain OUTSIDE CABIN Crossfeed drains oe check, closed Right wing, aileron and flap - check, no ice Right main gear .... a 5 no leaks Sinn eee eee 1 proper inflation Tice eee = ‘check Right wing tip .-- check Right leading edge 4 ‘no ice Fuel cap eres open. cheek quantity and color, secure Right engine nacelle seseeeeees es cheek oit Right propeller... esi cece erechock Cow! flaps OPEN and secure Fuel drains Ss drain Nose section ‘check Nose gear : ‘no leaks Strut « proper inflation Tire « —— : ‘check. Tow bar ero removed and stowed Landing lights check Windshield on : clean Left wing, engine nacelle and landing gear... 2..2.22...... check as ‘on right side Stall warning vanes check Pitot mast clear, checked Dorsal fin air seoop “clear Rear doors .. CLIT latched Left static vent... clear Empennage ‘check. no ice REPORT: VB-1110 ISSUED: JANUARY 8, 1981 44 REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA.M-220T, SENECA I NORMAL PROCEDURES Stabstor E tee Antennas cosceheck on and landing fights check BEFORE STARTING ENGINES: Seats adjusted, sceure Sear belts and harness : fasten adjust chock inertia reel Parking brake ae “et WARNING No braking will accur sf knab is pulled before brake application Circuit breakers vin Radios : <. OFF Cowl haps eee : see OrEN Alternate ait OFF ior ON STARTING ENGINES (AIRPLANE EQUIPPED WITH STANDARD PRIMER SYSTEM) uct selector oN Misture FULL RICH Thrattle hall travel Prop contro FULT FORWARD, Rurtere switch ‘ON Ignition switches mags) on Propeller clear Starter engage Primer... as required Urotle adjust when engine starts O11 pressure check Repeat for opposite engine Alternators check Gyro suetion . check SUED: JANUARY 8, 1931 REPORT: VB-1110 ED: FEBRUARY 10, 1984 45SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PAAL220T, SENECA HL sou When starting at ambicnt temperatures 420° and below. operate Hirst cogine started with alternator ON (at_ may charging rate mot to exceed 1500 RPM) for § minutes minimum helore initiating start on second engine STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL ENGINE PRIMER SYSTEM) Fucl selector oN Misture . a 5 FULL RICH Throttle FULL FORWARD Prop control FULL FORWARD, Martery switeh oo... eee cena oN Ignition switches (mays) 5 ON Auxiliary fuel pump eo NIV oge Primer — 5 oo ON Sec Figure 423 for Priming Tome Throttle CLOSE Starter engage Attemperatures below #20" F continve prinung while cranking until engine stants When engine starts & aceelerates the S00 RPME Starter elease Throttle addance stow ls to obtain 1000 RPM Primer etelease Autti fuel pump low only as necessary to obtain smooth engine operation (1-3 minutes will be required when temp. is below +20°F) Oil pressure ‘check Repeat for opposite engine check cheek REPORT: VB: ISSUED: JANUARY 8, 1981 46 REVISED: FEBRUARY 10, 1984PIPER AIRCRAFT CORPORATION SECTION 4 NORMAL PROCEDURI When starting at atures #20°F and below. J with alternator ON (at_maax charging rate not to exceed 1500) RPM) lor 5 minutes minimum before initiating start-on Second engine STARTING ENGINES WHEN FLOODED Mixture idle eut-oll Throttle =... ee TULL FORWARD, Propeller = FULL FORWARD Busters swatch ‘ON Ipnition switches (mags) ON Auxiliary fuel pump barren 5 OFF Propeller . lear Starter g as engage When engine tires Throitle . boat cocoa retard Astute dance slows STARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED, WITH STANDARD ENGINE PRIMER SYSTEM) Ignition switches ore Pore turn through by hand (3 times) cl selector ON Mista FULL RICH Throttle FULL FORWARD Prop control FULT FORWARD Batters swatch On Ignition switches (mags) ON Availiary fuel pump ON LO boost Starter ‘engage Primer 3 ON ¥ see Vhroitle FULL FORWARD to FULL AFT Primer ON 3 see then OFF 3 see. then ON 3 sec ISSUED: JANUARY 8, 1981 REPORT: VB-I110 47 REVISED: FEBRUARYSECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA.M.220T. SENECA HD When engine fires: Starter. cleave engaged Primer bu cies. tap until rhythmic firing Starter : release Throttle 5 soctost hair travel Oi pressure Teves eheck H engine boxins to falter Puimer button ota Phrattle Hood RPM Ausitiany fet pump see... 22 OFF atter start complete STARTING EN GINES WITH EXTERNAL POWER Bawery switch oO ses OFF All eleetrictl equipment cee OFF Verminals ss... feonneet External power plug ‘insert in fuselage Proceed with normal stant Thrattes. .. fone lowest possible RPM F sternal power plug disconnect from fusela Battery switeh ‘ON ~ check ammeter Oil prosure : heck WARM-UP Ehrortes 1000 yo 1200 RPM TAXING Chocks remosed Parking brake clease Taxi area clear Throttle é Apply slow Brskes ebech Steering | heck Instruments cheek Heater and detroster cheek Ful selector OW, check crossteed Autopilot on REPORT: VB-AII0 ISSUED: JANUARY 8, 1981 +8 REVISED: FEBRUARY 10, 1984PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T, SENECA IIL NORMAL PROCEDURES, SOUND CHECK BEFORE TAKEOFF - ing brake cone se set Mixture controls FORWARD Prop controls... 0... 5 FORWARD Throitle controls os eess. 1000 RPM Manitold pressure lines drain check feathering, 300 RPM max. drop Prop controls Throvtle controls oe 2200 RPM. Prop controls... pnary check governor Prop conteols. FORWARD Altcenate ait ‘ON then OFF Throitle controls 2000 RPM Magnetor check. max. drop 150 RPM, max. dif drop 50 RPM Alternator outpus 2.2 eso check Gyro suction gauge. fino Ak 1051 in. He Throwles..... = 1800-1000 RPM. Fuel selectors = aoe ON Alternators... - Don © gauges : in the green Annunciator panel... press-to-test Flight instruments. 2. set Mixtures ooo : set Quadrant fnetion ADIUSTED Alternate air : OFF Cow thaps -. 2 set Seat backs oo 0s oo erect Wing taps o set Trim — 1 set Belts harness o fastened, adjusted Emprs seats seat belts fastened Controls — ae free, lull travel Doors : cos cose latched Auxiliary fuel pumps OFF Pitot heat... ee “as required Parking brake Q release REPORT: VB-1110 +9SECTION 4 PIPFR AIRCRAFT CORPORATION NORMAL PROCEDURES PA.34-220T, SENECA IIT TAKEOFF CAUTION Fast taxi turns immediately prior to takeoff run should be avoided Adjust mixture prior to takcofl from high elevations. Do not overheat ‘Adjust mixture only enough to obtain smooth engine operation Do not exceed 40 in, Hg. manifold pressure. NORMAL TAKEOFF (Flaps up) Brakes apply and hold Flaps 5 UP Brakes : e “release ‘Accelerate to and maintain 79 KIAS. Control wheel ease back (0 rotate to climb attitude {te of climb speed of 92 KIAS. uP ‘After obstacle clearance, accelerate to best Gear SHORT FIELD TAKEOFF (25° Flaps) Flaps ° (second notch) Stabilator trim set Brakes apply and hoki Takeotl power before brake rele Brakes : release Accelerate to 64 KIAS, Control wheel . rotate firmly to attain 66 KIAS through 50 f1 Gear uP; REPORT: VB-I110 ISSUED: JANUARY 8, 1981 +10 REVISED: FEBRUARY 10. 1984SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA IIT APPROACH AND LANDING Gear warning horn check ‘Seat backs i iaeeese creck Belts/ harness « + fasten adjust Fuel selectors : 5 ‘ON Cow flaps : _ as required Auxiliary fuel pumps ‘OFF Mixture controls .. tich 22. PULL FORWARD DOWN, 130 KIAS max set, IIS KIAS max 90 KIAS or above Prop controls. Landing gear Flaps.soseeces Approach speed GO-AROUND Full takeoff power, both engines. (40 in. Hg, maximum manifold pressure) Establish positive climb, Flaps. en ao retract Gear .22. 2 UP, Cowl Maps... 6.6 adjust APTER LANDING Clear of runway. Flaps retract Cow flaps fully OPEN SHUTDOWN Heater (if ON) FAN, 2 min, then OFF Radios & electrical . fs OFF Throttle = eee full aft Mixture idle cut-off Magnetos OFF Battery switeh ... OFF REPORT: VB-1110 ISSUED: JANUARY 8, 1981 42 REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA-3-220T. SENECA I NORMAL PROCEDURES CLIMB TAKEOFF CLIMB Best rate (aps up) 21-92 KIAS. Best angle (flaps up) 76 KIAS. En route - é 2.102 KLAS. Cowl flaps» as required Power reduce to MCP. CRUISE CLIMB Mixture... pacer ceceeees full RICH Power = 75% Climb speed $102 KIAS, Cow! flaps as required CRUISING Power set per power table Mixture controls — . é adjust Cow! flaps... cose as required DESCENT Mixtures ces eeeeeeeeeeeeeseseseees adjust with descent Throsties : set Cow! flaps CLOSED. REPORT: VB-11 +nPIPER AIRCRAFT CORPORATION SECTION 4 PA.34220T, SENECA IID NORMAL PROCEDURES MOORING Parking brake as required Control whee! secured with belts Flaps... full up. Whee! chocks “in place Tie downs... secure ISSUED: JANUARY 8, 1981 REPORT: VB-1110 +3ECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA IIT THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1110 ISSUED: JANUARY 8, 1981 44PIPER AIRCRAFT CORPORATION SECTION 4 PA-3-220T, SENECA IIT NORMAL PROCEDURES. 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the operation of the auplane 49 PREPARATION The airplane should be given a thorough preflight and walk-around check. The preflight should include a determination of the airplane's opera- tional status, a check that necessary papers und charts are on board and in order. and a computation of weight and C.G. limits, takeoff distance and in-flight performance. Baggage should be weighed, stowed and tied down. Passengers should be briefed on the use of seatbelts and shoulder harnesses, oxygen. and ventilation controls, advised when smoking is prohibited, and cautioned against handling or interfering with controls, equipment. door handles, etc. A weather briefing for the intended flight path should be obtained. and any other factors relating to a safe flight should be checked before takeoff. ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 17, 1981 415SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA.44-220T, SENECA HE 4.11 PREFLIGHT CHECK CAUTION The flap position should be noted before boarding the airplane. The flaps must be placed in the “UP” position before they will lock and support weight on the step. Upon entering the cockpit, check thatthe landing gear selector isin the DOWN position, turn OFF all avionies equipment (to save power and, prevent wear on the units), and turn the battery switch ON. Check the landing gear indicator fights to ensure that the three green lights have ifluminated and that the red light has not illuminated. Check the fuel supply. ‘Adequate fuel should be indicated for the flight plus reserve. The cow! should be OPEN to facilitate inspection and ensure cooling after engine start, Return the battery switch to OFF to save the battery ‘Check that the ignition switches are OFF and move the mixture controls, to idle cut-off to prevent an inadvertent start while checking the propellers, Move the trim controls to neutral so that the tabs can be checked for align- ‘ment, Extend and retract the flaps to check for proper operation. This check i performed prior to engine start so that you can hear any noise that might indicate binding. The controls should be free and move properiy. Drain the ot and static system lines through the drains located on the side panel next 10 the pilot's seat. Fasten the seat belis on the empty seats. Before leaving the cockpit, drain the two crossfeed drains on the forward side of the spar box he first item to check during the walk-around is to ensure that the crossfeed drains are closed. Check the right wing. aileron and flap hinges land surfaces for damage and ice. Make a close check of the right landing sear for leaks, proper piston exposure under a static load (3-1 inches) and that the tires are properly inflated and not excessively worn. The right wing. tip and leading edge should be free from ice and damage REPORT: VB-1110 ISSUED: JANUARY 8, 1981 416 REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T, SENECA III NORMAL PROCEDURES. Open the fuel cap to check the quantity and color of the fuel and cap vent, The sent should be free of obstructions. Secure the fuel cap properly Proceeding around to the engine nacelle, check the oi! quantity (Six to eight quarts) Make sure that the dipstick has properly seated after checking ‘Check and ensure that the oil filler cap is securely tightened and secure the inspection door. Check the right propeller for nicks or leaks. The spinner should be secure and undamaged (check closely for cracks). The cow! flaps should be open and secure The right fuel drains should be opened to drain moisture and sediment. Drain the two fuel tank drains under the wing and the gascolator drain near the bottom of the engine nacelle (refer to Section 8 for more detailed draining procedure) ‘Check the nose section for damage and the nose landing gear for leaks ‘and proper steut inflation. Under a normal static load. 2-1/2 inches of strut should be exposed. Check the tire for wear and proper inflation, I the tow bar was used. remove and stow. Before moving on to the forward baggage compartment, check the condition of the landing light, Open the forward baggage compartment and check to make sure that the baggage has been stowed properly. Close, secure and lock the baggage door, the front of the airplane. the windshield should be clean, secure and Iree from cracks or distortion. Moving around to the left wing, check the ‘wing. engine nacelle and landing gear as described for the right side. Don't forget to check the fuel and oil 1a pitot cover was installed, it should be removed before flight and the holes checked for obstructions. With the heated pitot switeh on, check the heated pitot head and heated lift detector for proper heating. Check the stall ‘warning vanes for freedom of movement and damage. 'A squat switch in the stall warning system does not allow the units to be activated on the ground CAUTION Care should be taken when an operational ‘check of the heated pitot head and the heated lift detectors is being performed. Both units become very hot. Ground operation should be limited to 3 minutes maximum to avoid damaging the heating elements. ISSUED: AUGUST 17, 1981 REPORT: VB-1110 REVISED: AUGUST 9, 1982SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES: Luteh the rear door securely and check the left statie vent and dorsal fin air scoop for obstrvetions, The cmpennage should be free of iceand damage. ‘and all hinges should be secure. Check the stabilator for freedom of move= ment and ensure that the right static vent is unobstructed. Antennas should be secure und undamaged After turning on the battery switch and light Switches in the caekpit, check the navigation and landing lights 4.13 BEFORE STARTING ENGINES Before starting engines, adjust the seats and Fasten the seat belts and shoulder harnesses NOTES. It the fixed shoulder harness (nominertis reel typeb is installed, it must be connected to the seit belt and adjusted to allow proper accessi- bility to all controls. including fucl selectors. Maps. trim, ete.. while maintaining adequate festsaint for the occupant. If the inertia rect type shoulder harness is installed. a pull test of sts locking resteaint feature should be pertormed Set the parking brake by first depressing and holding the toc brake pedals and then pulling out the parking brake Knob, WARNING No braking will occur i knob is pulled prior to brake apphestion, Cheek to make sure all the cireuit breakers ate in and the radios are OFF, Coss} Taps should be OPEN and air OFF The alternators should now be switched ON’ REPORT: VB-INIO ISSUED: AUGUST 17, 1981 +16b REVISED: FEBRUARY 10, 1984PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-220T. SENECA IIT NORMAL PROCEDURES 4.18 STARTING ENGINES (AIRPLANE EQUIPPED WITH STAN- DARD ENGINE PRIMER SYSTEM) ‘The first step in starting is to move the fuel selector to the ON position. Advance the mixture control to full RICH, open the throttle half travel and ‘move the propeller control full FORWARD. Turn the battery switch and Jgnition switches ON, After ensuring that the propellers are clear. engage the starter, The primer button should be used (ON) as required. For cold weather stars. refer to paragraph 4.21 - Starting Engines in Cold Weather, When the engine starts, retard the throttle and monitor the oil pressure ‘gauge If no oil pressure is indicated within 30seconds, shut down theengine nd have it checked. In cold weather it may take somewhat longer for an oil, pressure indication. Repeat the above procedure for the opposite engine ‘Alter the engines have started, check the alternators for sufficient output and the gyre suction gauge for a reading between 4.8 and 5.1 in. Hg. NOTE To prevent starter damage, limit starter cranking to 30-second periods. If the engine does not start within that time, allow a cooling period of several minutes before engaging Starter again. Do not engage the starter immediately after releasing it. This practice may damage the starter mechanism, ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 17, 1981 417SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA TH 4.17 STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL ENGINE PRIMER SYSTEM) NOTE Engine starts can be accomplished down to ambient temperatures of +20°F with engines equipped with standard (massive electrode) spark plugs. Below that temperature fine wire spark plugs are highly recommended to ensure engine starts, and are a necessity at +10°F and below. In addition, the use of external electrical power source and preheat is also recommended When ambient temperatures are below +20° F Upon entering the cockpit, begin starting procedure by moving the fuet selector to ON. Advance the mixture to full RICH and the throttle and prop controls to full FORWARD. Turn the battery switch and the ignition switches (mag.) ON. The auxiliary fuel pump should be OFF. Push primer switch and hold for the required priming time (sce Figure 4-3), Close throttle and immediately engage starter. With ambient temperatures above +20°F. starts may be made by discontinuing priming before engaging starter. With ambient temperatures below +20°E, starts should be made by continuing to prime during cranking period. Do not release starter until engine accelerates rough 500 RPM, then SLOWLY advance throttle to obtain 1000 RPM, Release primer and immediately place auxiliary fuel pump switch to LO. Auxiliary fuel pump operation will be required for one to three minutes uring initial engine warm-up. When starting at ambient temperatures of +20°F and below, operate the first engine started with alternator ON (at maximum charging rate not to exceed 1500 RPM) for § minutes minimum before initiating start on second engine, NOTE When cold weather engine starts are made without the use of engine preheating (refer to TCM Operator's Manual). longer than normal elapsed time may be required before an oil pressure indication is observed REPORT: VB-1110 ISSUED: JANUARY 8, 1981 “ REVISED: FEBRUARY 25, 1982PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T. SENECA IIL NORMAL PROCEDURES. ‘Time - SECONDS AMBIENT TEMPERATURE - °F. OPTIONAL ENGINE PRIMER SYSTEM ; PRIMING TIME ‘S. AMBIENT TEMPERATURE. Figure 4-3 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 17, 1981 419SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA TIT 4.19 STARTING ENGINES WHEN FLOODED. If an engine is flooded, move the mixture control to idle cut-off and advance the throttle and propeller controls full forward, Turn ON the battery switch and ignition switches. The auxiliary fuel pump should be OFF. After ensuring that the propeller is clear, engage the starter. When the engine fires, retard the throttle and advance the mixture slowly 421 |ARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) NOTE It may be necessary to apply an external power source and preheat to facilitate engine cranking if the aircraft's battery is deficient of charge. Prior to attempting the start, turn the propellers through by hand three times after ensuring that the magneto switches are off and mixture controls are in the full aft position. Upon entering the cockpit, begin the starting procedure by moving the fuel selector to ON. Advance the mixture to full RICH and the throttle and prop controls to full FORWARD. Turn ON the battery switch and the ignition switches (mags). The auxiliary fuel pump should be ON in the LO boost position. Push the primer button and engage the starter simultaneously. Begin moving the throttle control back and forth from full forward to full aft. Release the primer button after about 3 seconds of cranking. Leave the primer button off for 3 seconds of cranking, and then reapply primer for about 3 seconds, repeat until the engine begins to fire ‘When the engine begins firing, leave the starter engaged and tap the primer periodically until a rhythmic firing pattern is observed and then release the starter switch and position the throttle at half travel. Tap the primer button if the engine begins to falter during this period and adjust the throttle to a 1000 RPM idle speed ‘The auxiliary fuel pump may be turned OFF as soon asit is determined that the engine will continue to run without i REPORT: VB-1110 ISSUED: JANUARY 8, 1981 420PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-220T, SENECA ITT NORMAL PROCEDURES 4.23 STARTING ENGINES WITH EXTERNAL POWER [An optional feature called the Piper External Power (PEP) allows the ‘operator to use an external battery to crank the engines without having to {gain access to the airplane's battery. Turn the battery switch OFF and turn all electrical equipment OFF Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique After the engines have started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aireraft Turn the battery switch ON and check the alternator ammeter for an indi- cation of output. DO NOT ATTEMPT FLIGHT IF THERE IS NOINDI- CATION OF ALTERNATOR OUTPUT, NOTE For all normal operations using the PEP jumper cables, the battery switch should be OFF. but it is possible to use the ship's battery in parallel by turning the battery switch ON This will give longer cranking capabilities, but will not increase the amperage. CAUTION If the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the battery switch ON momentarily while the starter is engaged. If eranking speed increases, the ship's battery is at a higher level than the external power supply. If the battery hhas been depleted by excessive cranking, it must be recharged before the second engine is started. All the alternator current will go to the low battery untit it receives sufficient charge, ‘and it may not start the other engine imme- diately, REPORT: VB-111/SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES 4.25 PREHEATING The use of preheat and auxiliary power (battery cart) will facilitate starting during cold weather and is recommended when the engine has been cold soaked at temperatures of 10°F and below in excess of two hours. Suecessful starts without these aids can be expected at temperatures below normal, provided the aircraft battery is in good condition and the ignition land fuel systems are properly maintained, The following procedures are recommended for preheating, starting, warm-up, run-up and takeoff (a) Selecta high volume hot air heater. Small electric heaters which are inserted into the cowling “bug eye” do not appreciably warm the oil ‘and may result in superficial preheating, WARNING Superficial application of preheat to a cold soaked engine can have disastrous results ‘A minimum of preheat application may warm theengineenough to permit starting but will not de-congeal oilin the sump. lines. cooler. filter. ete. Typically. heat is applied to the upper portion of the engine for a few minutes after which the engin: and normal operation is commenced. The operator may be given a false indications of oil and cylinder temperatures as 4 result of preheat. Extremely hot air lowing over theeylinders and oil temperature thermocouples may lead one to believe the engine is {quite warm: however. oil i the sump and filter are relatively remote and will not warm as rapidly as.a cylinder. For example. even when heat is applied directly, oif lines are usually “lagged” with material which does an excellent job of insulating Congealed oil in such lines may requite considerable prebeat. The engine may start and apparently tun satisfactorily. but can be damaged from lack of lubrication due to congealed oi! in various parts of the system. The amount of damage will vary and may not become evident for many hours. On the other hand. the engine may be severely damaged and could fail shortly following application of high power. Improper or insufficient application of preheat and the REPORT: VB-1110 ISSUED: JANUARY 8, 1981 +nPIPER AIRCRAFT CORPORATION SECTION 4 PA.M4-220T, SENECA III NORMAL PROCEDURES 0b te “ ISSUED: JANUARY 8, 1981 resulung oil and eylinder temperature indications may encourage the pilot to expedite his ground operation and commence a takeoft prematurely. This procedure only compounds an already bad situation Proper procedures require thorough application of preheat to all parts of the engine. Hot air should be applied directly to the oil Sump and external oil lines as well asthe eylinders, airintake and oil coolee. Excessively hot air can damage non-metallic components such as seals, hoses and drive belts, so do not attempt to hasten the preheat process Before starting is attempted, turn the engine by hand or starter until it rotates freely. After starting, observe carefully for high or low oil pressure and continue the warm-up until the engine operates smoothly and all controls can be moved freely. Do not close the Cowl flaps to facilitate warm-up as hot spots may develop and damage ignition wiring and other components. Hot air should be applied primarily to the oil sump and filter arca ‘The oil drain plug door or panel may provide access to these areas. Continue to apply heat for 15 to 30 minutes and turn the propeller, bby hand. through 6 or & revolutions at 5 or 10 minute intervals, Periodically feel the top of the engine and, when some warmth is noted. apply heat directly to the upper portion of the engine for approximately five minutes. This will provide sufficient heating of the cylinders and fuel lines to promote better vaporization for starting. Hf enough heater hoses are available, continue heating the sump area, Otherwise, it will suffice to transfer the source of heat from the sump to the upper part of the engine. Start engine immediately after completion of the preheating Process. Since the engine will be warm, use normal starting procedure. NOTE Since the oil inthe oil pressure gauge line may be congealed, as muchas 60 seconds may elapse before oil pressure is indicated. Ifoil pressureis not indicated within one minute, shut the engine down and determine the cause.ECTION 4 PIPER AIRCRAFT CORPORATIO NORMAL PROCEDURES 2207, SENECA I (€) Operate the engine indicated, Monitor oil pressure closely during this time and be for a sudden increase or decrease, Retard throttles. if necessary. to maintain oil pressure below 100 psi, foil pressure drops suddenly to less than 30 psi, shut down the engine and inspect lubrication system. Ifo damage or leaks are noted, preheat the engine for an additional 10 to 1S minutes before restarting. 427 WARM-UP Warm-up the engines at 1000 t0 1200 RPM. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed. pro- vided that the throttles may be opened fully without backfiring or skipping. land without a reduction in engine oil pressure, Do not operate the engines at high RPM when running up or taxiing over ground containing loose stones. gravel or any loose material that may ‘cause damage to the propeller blades. REPORT: VB-1110 ISSUED: JANUARY 8, 1981 404PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-220T, SENECA IIT NORMAL PROCEDURES 4.29 TANIING fe the park nd then pushing i on the a isclear, Alwaysapply Romose chocks rom the wheek, Relea deprewing and holding the toe brake pedaly parking brake knob. Check to make sure the the throttles slowly Beton the brakes should be checked by moving forward a few fect. throttling back and applying pressure an the toc pedals. AS much as possible, turns during (axing should be made using rudder pedal motion {nd differential power (more power on the engine on the outside af the turn, jess on th inside engine) rather than brakes, During the taxi, check the instruments (turn indicator. directional wyro, coordination bail compass) and the heater and defroster, Check the Speration of the tue! management controls by moving cach {uel selector to CROSSFEED fora short time, while the other selector isin the ON position Return the selectors to the ON position. DO NOT attempt atakcoff with the uct selector on CROSSFEED. The autopilot (if installed) should be off during tas! 431 BEFORE TAKEOFF - GROUND CHECK should be made before takeoff. using a cheeklist ng the throttle to check the magnetos and the propeller acim. be sure that the engine oil temperature ¥ 75°F or above During engine run-up. head the airplane into the wind if possible (see crowswind limits tor propellers) and set the parking brake. Advance the Imacture and propeller contro forward and the throttle controls to 100) RPM Drain the manifold pressure fines by depressing the drain valves Iocated behind and below the dual manifold pressure gauge for 5 seconds Davnat depress the valves when the manifold pressure exceeds 5 inches He ‘Check the feather position of the propellers by bringing the controls fully aft fand then Lull lorward, Do not allow more than a 300 RPM drop during the feathering check. Move the throttles to 2300 RPM and exercise the propeller controls to check the function of the governor. Retard contro! untih a 200 t0 300 drop in RPM is indicated. This should be done three times on the first flight of the day. The governor can be checked by retarding the propeller control until drop of 100 RPM to 200 RPM appears. then advancing the throttle to get a slight inereasc in manifold pressure. The propelicr speed Should stay the same when the throttle is advanced. thus indicating proper function of the governor. SUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: FEBRUARY 10, 1984 425SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-2207, SENECA TIL Return the propeller controls 10 full forward position and move the alternate aie controls to ON then OFF. Move the throttles to 2000 RPM ind cheek the magnetos. The normal drop on each magneto is 100 RPM ifthe maximum drop should not exceed 150 RPM. The maximum Uillerential drop should not exceed SO RPM. The alternator output should be approximately equal for both alternators, A 4.8 t0 5.1 in, Hg. indication ton the gyro suetion gauge signifies proper operation of the gyre suction CAUTION Fnsur ful ¢ that the alternators ate not indicating warge prior to takeoll Set the throttles between 800 and 1000 RPM, check that the fuel selectors and alternator switehes are ON and that all the engine gauges are within their normal operating ranges (green are). Press-tostest the annun. ator fight to make sure they all illuminate, Set the altimeter. attitude indicator. directional gyre and clock, Set the mixtures sind advance the propeller vontrok to the forward position. The friction lock on the right side ‘of the control quadrant should beadjusted. Check to make sure the alternate firs OFF, Adjust the cow! flaps and set the wing [laps and trim (stabilator and rudder) tabs as requited. The seat hacks shoud be crect and seat belts and harnesses fastened, Fasten the seat belts on the empty se NOTES W the fixed shoulder harness (non-incttia rect typed is installed, st must he connected to the seat belt and adjusted to allow proper ae bility to all controls. including fuct selectors, flaps. t4im, ete.. while maintaining adequate restraint for the occupant the inertia teel type shoulder harness is installed. pull test of its locking restraint Acature should be performed All controls should be free with [ull travel, and all doots s securely latched Ensure tht the auxiliary tue! pumps atc OFF. Py should he used as required. Release the parking brake REPORT: VB-I110 426 SUED: JANUARY 8, FEBRUARY 10, 1984PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T. SENECA ITT NORMAL PROCEDURES: 4.33 TAKEOFF ‘To achieve the takeoff performance specified in Section 5. itis necessary to set rated power (2800 RPM. 40 In. He.) prior to brake rel NOTES Takeoffs are normally made with less than full throtile- use throttle only as required to obtain 40 in. Hg. manifold pressure. DO NOT EX- CEED 40 IN. HG. MANIFOLD PRESSURE The “overboost” indicator lights on the annun- ciator panel will illuminate at approximately 39.8 in, Hg. manifold pressure. Do not exceed 40 in. Hg manifold pressure. Hiumination of the yellow overboost light on the annunciator panel does not indicate a malfunction. The overboost lights illuminate when manifold pressure approaches the maximum limit. The overboost lights should be monitored during takeoff to ensure that an overboost condition does not persist Takeoff should not be attempted with ice or frost on the wings, Takeoff distances and 50-foot obstacle clearance distances are shown on charts inthe Pertormance Section of this handbook. The performance shown on charts will be reduced by uphill gradient, tailwind component, or soft, wet, rough for grassy surface, oF poor pilot technique. Avoid fast turns onto the runway, followed by immediate takeoff, especialy with a low fuel supply. Fast taxi turns immediately prior to takeott run can cause temporary malfunction of one engine on takeoff. As power is applied at the start of the takeoff roll, look at the engine instruments to see that the engines are operating properly and putting out normal power. and at the airspeed indicator to see that it is functioning. Apply throttle Smoothly until 40 in. Hg. manifold pressure is obtained. DO NOT APPLY ADDITIONAL THROTTLE, The flap setting for normal takeoff is O°. In certain short field takeoff efforts when the shortest possible ground roll and the greatest clearance distance over a 50 fl, obstacle is desired, a flap setting of 25° is recom- mended ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 17, 1981 +nSECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-2207, SENECA IL When obstacle clearance is no problem. a normal flaps up (0°) takeoff be used. Apply atid hold the brakes, Set the flops to the up(0") position Release the brakes. aceekrate W 79 KIAS and ease back on the wheel enough to ket the airplane hilt off and climb past obstacle. After abstiele mee. accelerate to the best rate of climb speed. 92 KTAS, or higher if id. retracting the landing gear when & geardown landing. is no possible on the runway eke desi lon When the shortest possible ground roll and the greatest clearance distance over a SO-faot obstacle iy desired, use a 25-degree fup setting {sceond notch). Set the stabikator trim indicator slightly nove up trom the takeoll range, Apply and hold the brakes and bung the engines to full power betore release, Release the brakes. accelerate t0 64 KIAS and rotate lirmly so that ashen passing through the $O-foot height the airspeed isapproximately 64 KIAS. Retruct the gear when a gear down landing is ne longer possible fon the runw In should be noted that the airplane is momentarily: near Ve when using the above procedure, INTHE EVENT THAT AN ENGINE FAIL- URE SHOULD OCCUR WHILE THE AIRPLANE IS BELOW Vwc. IT IS MANDATORY THAT THE THROTTLE ON THE OPERATING TNGINE BE RETARDED AND JHE NOSE LOWERED IMMEDI ATELY 10 MAINTAIN CONTROL OF THE AIRPLANE. should also he noted that when a 25-degree fap setting is used on the takeoft roll, an ‘flort to bold the airplane on the runway too kong may result ia a “wheel: burrowing” tendency. This should be avoided. he distances required using this takealf procedure are given on a chy in the Performance Section of this handbook REPORT: VB-I110 ISSUED: JANUARY 8, 1981 +8 REVISED: FEBRUARY 10, 1984PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-220T, SENECA IIT NORMAL PROCEDURES 4.35 CLIMB (On climb-out after takeoff, it is recommended that the best angle of climb speed (76 KIAS) be maintained only if obstacle clearance is a consid- eration. The best rate of climb speed (92 KIAS) should be maintained with takeoff power on the engines until adequate tetrain clearance is obtained {At this point, engine power should be reduced to approximately 75% power for cruise climb. A cruise climb speed of 102 KIAS or higher is also cecom mended. This combination of reduced power and increased climb speed provides better engine cooling, less engine wear, reduced fuel consumption, Tower cabin noise level, and better forward visibility. When reducing engine power the throttles should be retarded first, followed by the propeller controls. The mixture controls should remain at full rich during the climb, Cow! flaps should be adjusted to maintain cylinder head and oil temperatures within the normal ranges specified for the engine. During climbs under hot weather conditions, it may be necessary to use LO auniliary fuel pump for vapor suppression. Consistent operational use of cruise climb power settings is strongly recommended since this practice will make a substantial contribution to fuel economy and increased engine life, and will reduce the incidence of premature engine overhauls, 437 CRUL iG When leveling off at cruise altitude, the pilot may reduce to a cruise power setting in accordance with the Power Setting Table inthis handbook For 45, 55 and 65¢% power the mixture should be leaned to 25° rich of peak E-G.T. but not to exceed 1650°F E.G.T. For 75%; power the mixture Should be leaned to 14.5 G.P.H, but not to exceed 1525°F F.G.1. The mixture should be full rich at powers above 75% For maximum engine service life, cylinder head temperatures should be maintained below 420°F and oil temperatures below 200°F during cruise. These temperatures can be maintained by opening the cowl fiaps, Feducing the power, enriching the mixture or any combination of these methods. REPORT: VB-1110 429 ISSUE]SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA IT The pilot should monitor weather conditions while flying and should be alert to conditions which might lead to icing. If induction system icing is ‘expected, place the alternate air control in the “ON* position. WARNING Flight in icing conditions is prohibited unless aircraft is equipped with the approved and complete Piper ice protection system (see Supplement 6, Section 9). If icing is encoun- tered, immediate action should be taken to fly out of icing conditions, Icing is hazardous due to greatly reduced performance. loss of forward visibility, possible longitudinal control diffi- culties due to increased control sensitivity, and impaired power plant and fuel system operation. The ammeters for the electrical system should be monitored during Aight, especially during night or instrument flight, so that corrective measures can be taken in case of malfunction, The procedures for dealing With electrical failures are contained in the Emergency Procedure Section of this handbook. The sooner a problem is recognized and corrective action taken, the greater is the chance of avoiding total electrical failure. Both alternator switches should be ON for normal operation. The two ammeters Continuously indicate the alternator outputs. Certain regulator faslures ean Cause the alternator output voltage to increase uncontrollably. To prevent damage. overvoltage relays are installed 10 automatically shut off the alternator(s). The alternator light on the annunciator panel will lluminai to warn of the tripped condition Alternator outputs will vary with the eleettical equipment in use and the state of charge of the battery. Alternator ‘outputs should not exceed 65 amperes REPORT: VB-1110 ISSUED: JANUARY 8, 1981 430 REVISED: FEBRUARY 25, 1982PIPER AIRCRAFT CORPORATION SECTION 4 PA-34¢-220T, SENECA I NORMAL PROCEDURE! Should the current requirement exceed 130 amps, the alternators will continue at 6S amps each, the remainder coming from the battery. There- fore. to insure against battery discharge, itis recommended that electrical loads be adjusted to himit continuous alternator owiputs to 55 amps. Itis not recommended to take off into IFR operation with only one alternator ‘operative even though electrical loads may be less than 55 amps. Since the Seneca III has cne combined fuel tank per engine, itis advis- able to feed the engines symmetrically during cruise so that approximately the same amount of fuel will be left in each side for the landing. A crossfeed is presided and can be used in cruise after 30 minutes of flight to balance the fue! quantity and extend the range during single-engine operation. Monitor the fuel quantity for the tank not being used to avoid overflow due to vapor During flight, keep account of time and fuel used in connection with power settings to determine how the fuel flow and fuel quantity gauging {ystems are operating. If the fuel flow indication is considerably higher than the fuel actually being consumed or ifn asymmetric flow gauge indication is observed. a fuel nozzle may be clogged and require cleaning, “There ate no mechanical uplocks in the landing gear system. Inthe event of a hydraulic system malfunction. the landing gear will free-fall to the gear oun position. The true airspeed with gear down is approximately 75% of the wear retracted airspeed for any given power sctting. Allowances for the eduction in airspeed and range should be made when planning extended fligh: between remote airfields or flight over water. For fight above 12.500 fect see FAR 91,32 requirements for oxygen and Section 9 Supplements in this handbook. 4.39 DESCENT When power is reduced for descent, the mixtures should be enriched as “altitude decreases. The propellers may be left at cruise setting; however if the propeller speed is reduced. it should be done after the throttles have been retarded. Cow! flaps should normally be closed and the E.G.T. should be maintained at approximately 1300°F or higher to keep the engines at the proper operating temperature, ISSUED: JANUARY 8, 1981 REPORT: VB-1110 aSECTION 4 PIPER AIRCRAFT CORPORATION : PA-34-220T, SENECA IIT 441 APPROACH AND LANDING Sometime during the approsch for a landing, the throtile controls should be retarded to check the gear warning horn. Flying the airplane with the horn inoperative is not advisable, Doing so can lead to a gear up landing fs itis easy to forget the landing gear. especially when approaching for a Single-engine landing. or when other equipment is inoperative. or when Attention is drawn to events outside the cabin. The red landing gear unsafe Fight will illuminate when the landing gear isin transition between the full up position and the down and locked position. Additionally, the light will Iiluminate when the gear warning horn sounds. The gear warning horn will sound at low throttle setlings ifthe gear is not down and locked, The light is off when the landing gear is in either the full down and locked or full up positions Prior to entering the traffic pattern, the aircraft should be slowed to approximately 120 KIAS, and this speed should be maintained on the down- wind leg. The landing check should be made on the downwind leg. The seat backs should be erect, and the seat belts and shoulder harnesses should be fastened, NOTE typed is installed, it must be connected to the seat belt and adjusted to allow proper acces bility to all controls, including fuel selectors, flaps, trim, ete. while maintaining adequate restraint for the occupant Ifthe inertia reel type shoulder harness is installed, a pull test of its locking restraint feature should be performed Both fuel selectors should be ON, and the cowl flaps should be set as required. The auxiliary fuel pumps should be OFF. Set the mixture and propeller controls, Select landing gear DOWN and check for three green lights on the panel and look for the nose wheel in the nose wheel mirror. The landing gear should be lowered at speeds below 130 KIAS and the flaps at speeds as follows 10° (first notch) 140 KAS maximum 25° (second notch) 122 KIAS maximum 40° (third notch) 11S KIAS maximum REPORT: VB-I110 ISSUED: JANUARY 8, 1981 42 REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA.M-220T. SENECA IID NORMAL PROCEDURES. Maintain a traffic pattern speed of 100 KIAS and a is of 90 KISS. If the aircraft is lightly loaded. the final a be reduiced 10 79 KIAS. | approach speed proach speed may When the power is reduced on close final approach. the propeller controls should be advanced to the full forward position to provide mavinium power in the event of & go-around The landing gear position should be checked on the downwind ley ‘again on final approach by checking the three green indicator lights 0 instrument paneland looking at the external mirror to check that the nase eit inextended, Remember that when the navigation lights are on. the gear position lights are dimmed and are difficult to sec im the daytime, Flap position for landing will depend on runway length and surface ‘vind, Pull Naps will reduce stall speed during final approach and will permit Contact with the runway at a slower speed. Good pattern management jncludes a smooth. gradual reduction of power on final approach, with the power fully off before the wheels touch the runway, This gives the gear ering horn a chance to blow ifthe gear is not locked down, If electric trim is aailable. ean be used €0 assist a smooth back pressure during flare out. Maximum braking after touch-down is achieved by retracting the flaps, applsing back pressure to the wheel and applying pressure on the brakes Huwever, unless extra braking is needed oF unless a strong crosswind or {gusts ait condition exist, itis best to wait until turning off the runway to fetract the flaps. This will permit full attention to be given to the landing and Tonding roll. and will also prevent the pilot from accidentally reaching for the gear handle instead of the flap handle For 4 normal landing. approach with full laps (40°) and partial power uunul shortly before touch-down, Hold the nose up as long as possible before land aiter contacting the ground with the main wheels Approach with full flaps at 82 KIAS for # short field landing. immedi ately alter touch-down, raise the flaps, apply back pressure to the wheel and ‘apply brakes. JANUARY 8, 1981 REPORT: VB-1110 ‘AUGUST 17, 1981 43SECTION 4 PIPER AIRCRAFT CORPORATION 2207, SENECA Il PA. NORMAL PROCEDURES If crosswind or high wind landing is necessary. approach with higher than normal speed and with zero to 25 degrees of flaps. Immediately after touch-down, raise the flaps, During a crosswind approach hold a crab angle into the wind until ready to flare out for the landing. Then lower the wing. that is into the wind, to eliminate the crab angle without drifting, and use the ridder to keep the wheels aligned with the runway. Avoid prolonged side slips with a low fuel indication, The maximum demonstrated crosswind component for landing is 17 KTS. 4.43 GO-AROUND Ifa go-around from a normal approach with the airplane in the landing configuration becomes necessary. apply takeoff power to both engines (not to exceed 40 in, Hg. manifold pressure). Establish a positive climb attitude. retract the flaps and landing gear and adjust the cowl flaps for adequate engine cooling 4.45 AFTER LANDING ‘After leaving the runway. retract the flaps and open the cow! flaps. Test the toe brakes, a spongy pedal is often an indication that the brake fluid needs replenishing. The alternate air control should be OFF 4.47 SHUTDOWN Prior to shutdown. switch the heater (if on) to the FAN position a few minutes for cooling and then turnit OFF. Allradioand electrical equipment should be turned OFF Move the mixture controls to ile cut-off. Turn OFF the magneto and battery switches and set the parking brake, NOTE The flaps must be placed in the “UP” position for the flap step co support weight, Passengers should be cautioned accordingly REPORT: VB-I110 ISSUED: JANUARY 8, 1981 4M REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T. SENECA IIT NORMAL PROCEDURES, 4.49 MOORING The airplane can be moved on the ground with the aid of the optional ose whee! 1ow bar stowed aft of the fifth and sixth seats. Tie-down ropes may be attached to tie-down rings under each wing and to the tail skid. The tilerons and stabilator should be secured by looping the seat belt through the Control whee! and pulling it snug, The rudder need not be secured under hormal conditions, as its connection to the nose wheel holds it in position, The flaps ure locked when in the fully retracted position. 4.5) TURBULENT AIR OPERATION In keeping with good operating practice used in all aircraft, itis recom- mended that when turbulent air is encountered or expected, the airspeed be reduced to mancuv ering speed to reduce the structural loads caused by gusts find to allow for inadvertent speed build-ups which may occur asa result of, the turbulence or of distractions caused by the conditions. (See Subsection 23) 453 FLIGHT WITH REAR CABIN AND CARGO DOORS REMOVED The ausplane is approved for flight with the rear cabin and cargo doors removed. Certain limitations must be observed in the operation of this airplane 19 this configuration, The maximum speed with doors removed is 129 KIAS. The minimum single engine control speed is 67 KIAS. Smoking is not permitted and all Toose articles must be tied down and stowed. The jumpers static nes must be kept free of pilot's controls and control surfaces. Operation is approved for VFR non-icing flight conditions only. It is recommended that all oceu- pants wear parachutes when operating with the rear cabin and cargo doors removed All climb and cruise performance will be reduced by approximately five percent when the airplane is operated with the rear cabin and cargo doors removed ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 17, 1981 435SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-2201, SENECA IIT 4.58 Voor - INTENTIONAL ONE ENGINE INOPERATIVE SPEED \Vsst is a speed selected by the aircraft manufsctureras a training aid for pilot's in the handling of multicengine aircraft. It the minimum speed for intentionally rendering one engine inoperative in flight, This minimum speed provides the margin the manufacturer recommends for use when intentionally performing cngine inoperative maneuvers during training in the particular airplane “The intentional one engine inoperative speed. Vsst, for the Seneca IIL is 85 KIAS, 4.87 Ytca MINIMUM SINGLE-ENGINE CONTROL SPEED. Vavea is airspeed below which a twin-engine aircraft cannot be con- trolled in flight with one engine operating at takeoff power and the other engine windmilling. Vitcs for the Seneca III has been determired 10 be 66 KIAS, Under no circumstances should an attempt be made to fiy ata speed below this Vatca with only one engine operating. As a safety precaution, when operating under single-engine flight conditions either in training or in emergency situations, maintain an indicated airspeed above 85 KIAS, Vsst. The Viycs demonstration required for the FAA flight test for the multi- engine rating approaches an uncontrolled flight condition with power reduced on one engine. The demonstration should not be performed at an ‘altitude of less than 3500 feet above the ground. Initiate recovery during the ‘demonstration by immediately reducing power on the operating engine and promptly towering the nose of the airplane to accelerate 10 Vsst The most critical situation occurs where the stall speed and Vacs speed coincide. Care should be taken to avoid this light condition, because at this, point loss of directional control occurs at the same time the airplane stalls, and a spin could result, REPORT: VB-1110 ISSUED: JANUARY 8, 1981 436 REVISED: AUGUST 17, 1981PIPER AIRCRAFT CORPORATION SECTION 4 PA-M-220T, SENECA IID NORMAL PROCEDURES Vaca DEMONSTRATION up up at or above 85 KIAS (Vsst) (a) Landing Gear (b) Flaps (e) Airspeed (a) Propeller Controls HIGH RPM (e) Throttle (Simulated Inoperative Engine) IDLE (6) Throttle (Other Engine) MAX ALLOWABLE Reduce approximately 1 knot per second until either Vie or STALL WARNING is obtained (g) Airspeed CAUTIONS Use rudder to maintain directional control (heading) and ailerons to maintain 5° bank towards the operative engine (lateral attitude), At the first sign of either Vites or stall warning (which may be evidenced by an iability to maintain heading or lateral attitude. aero- dynamic stall bulfet. or stail warning horn) immediately initiate recovery. reduce power to idle on the operative engine, and immediately lower the nase to regain Voor One engine inoperative stally are not recom= mended Under no circumstances should an attempt be made to fly at a speed below Vas with only one engine operating ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: FEBRUARY 25, 1982 437SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-220T, SENECA IIT 4.59 STALLS The loss of altitude during a power off stall with the gear and flaps retracted may be as much as 400 feet. The loss of altitude with the gear down and 40° of flaps may also be as much as 400 feet A power on stall may result in as much as 150 feet of altitude loss. ‘The stall warning system is inoperative with the battery switch OFF. REPORT: VB- 438 0 ISSUED: AUGUSTTABLE OF CONTENTS: SECTION 5 PERFORMANCE Paragraph Page No. No. Sa General ecogoeco st 5.3. Introduction - Performance and Flight Planning .- SI 55 Flight Planning Example peny 33 57 Performance Graphs 39 59) List of Figures REPORT: VB-1110 SiPIPER AIRCRAFT CORPORATION ECTION $. PA-34-220T, SENECA IIT PERFORMANCE. SECTION $ PERFORMANCE 5.1 GENERAL. ‘This section contains the required FAA performance information applicable to this aircraft. Additional information is provided for flight planning purposes. Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements) INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING The performance information presented in this section is based on measured Flight Test Data corrected to LC.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the Stated procedures in a properly maintained airplane. Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended. REMEMBER! To get chart performance, follow the chart procedures ISSUED: JANUARY 8, 1981 REPORT: VB-1110 StSECTION 5 PIPER AIRCRAFT CORPORATION PERFORMANCE, PA-34-220T, SENECA IIT The information provided by paragraph 5.5 (Flight Planning Example) ‘outlines a detailed flight plan using the performance charts in this section Each chart includes its own example to show how it is used. WARNING Performance information derived by extrapo- lation beyond the limits shown on the charts should not be used for flight planning purposes. REPORT: ¥ 52 1110 ISSUED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 5 PA-34-220T, SENECA IIL PERFORMANCE 5.8 FLIGHT PLANNING EXAMPLE (a) Aircraft Loading The first step in planning the Might is to caleulate the airplane \seight and center of gravity by utilizing the information provided by Section 6 (Weight and Balance) of this handbook The basic empty weight for the airplane as licensed at the actory has been entered in Figure 6-5. any alterations to the “irplane have been made effecting weight and balance, reference to the aircraft logbook and Weight and Balance Record (Figure 6-7) Should be made to determine the current basic empty weight of the airplane Make use of the Weight and Balance Loading Form (Figure o-11) and C.G. Range and Weight graph (Figure 6-15) to deter- mine the total weight of the airplane and the center of gravity position, ‘The landing weight cannot be determined until the weight of the suet to be used has been established [refer to item (gX1)} (1) Basic Empty Weight 3122 Ibs. (2) Occupants (2 x 170 tbs.) 340 ibs. (3) Baggage and Cargo 77 Ibs. (4) Fuel (6 tb./ gal. x 80) 4480 Ibs (5) Takeoff Weight 3969 Ibs. (6) Landing Weight (4X5) minus (gi(1}, (3969 Ibs. minus 314 Ibs.) 3655 ibs The takeoff and landing weights are below the maximums and she weight and balance calculations have determined that the C.G. position is within the approved limits (b) Takeoff and Landing Apply the departure airport conditions and takeoff weight to the appropriate Takeoff Performance and Accelerate and Stop Distance graphs (Figures 5-7 thru 5-15) to determine the length of runway necessary for the takeoff and, or the barrier distance. The landing distance calculations are performed in the same ‘manner using the existing conditions at the destination airport and. shen established. the landing weight ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: AUGUST 9, 1982 53SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-34-220T, SENECA IIT ‘The conditions and calculations for the example flight are listed below. The takeoff and landing distances required for the example flight have fallen well below the available runway lengths, Departure Destination ‘Airport Airport (1) Pressure Altitude 2000 ft. 3000 ft. (2) Temperature ec 22°C (3) Wind Component 9KTS — 10 KTS (Headwind) (Headwind) (4) Runway Length Available 7400 ft, 9000 ft (5) Runway Required (Normal Procedure, Std. Brakes) Takeoff ‘Accelerate and Stop Landing 2260 f.*"" NOTE ‘The remainder of the performance charts used in this flight plan example assume a no wind condition. The effect of winds aloft must be ‘considered by the pilot when computing climb, ‘etuise and descent performance (©) Climb The desired eruise pressure altitude and corresponding cruise outside air tempe: sture values are the first variables to be con- sidered in determining the climb components from the Fuel, Time and Distance to Climb graph (Figure 5-23). After the fuel time and distance for the cruise pressure altiude and outside air temperature values have been established. apply the existing condi jons at the departure field to the graph (Figure 5-23). Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude. ‘reference Figure 5-7 reference Figure 5-13 seereference Figure 5-39 REPORT: VB-I1 s4 ISSUED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 5 PA-34-220T, SENECA IIL PERFORMANCE, @) The remaining values are the true fuel, time and distance components for the climb segment of the flight plan corrected for field pressure altitude and temperature, The following values were determined from the above instructions in the fight planning example. (1) Cruise Pressure Altitude 16,500 ft (2) Cruise OAT “1eC G) Time to Climb (15 min, minus 2 min.) 13 min.* (8) Distance to Climb (27 naut. miles ‘minus 3 naut, miles) 24 naut, miles® (5) Fuel to Climb (12 gal. minus 1 gal.) U1 gal Descent ‘The descent data will be determined prior to the cruise data to provide the descent distance for establishing the total cruise distance. Utilizing the cruise pressure altitude and OAT, determine the basic fuel. time and distance for descent (Figure 5-37). These figures must be adjusted for the field pressure altitude and temperature at the destination airport. To find the necessary adjustment values, use the existing pressure altitude and temperature conditions at the destination airport as variables to find the fuel, time and distance values from the graph (Figure 5-37). Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true fuel, time and distance values needed for the flight plan. ‘The values obtained by proper utilization of the graphs for the descent segment of the example are shown below. (1) Time to Descend (16 min, minus 3 min.) 13 mine* (2) Distance to Descend (44 naut, miles minus 7 naut. miles) 37 naut, miles** (3) Fuel to Descend (6 gal. minus 1 gal.) S gale ‘reference Figure $-23 ‘ssreference Figure 5-37 ISSUED: JANUARY 8, 1981 REPORT: VB-1110SECTION § PIPER AIRCRAFT CORPORATION PERFORMANCE PA-34-220T, SENECA I (e) Cruise Using the total distance to be traveled during the fight, subtract, the previously calculated distance to climb and distance to descend {o establish the total cruise distance. Refer to the Power Setting Tables when selecting the cruise power setting. The established pressure altitude and temperature values and the selected cruise power should now be utilized to determine the true airspeed from the Speed Power graph (Figure 5-27). Calculate the eruise fuel for the cruise power setting from the information provided on Figure 5-25. ‘The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel i found by multiplying the cruise fuel flow by the cruise time. The cruise calculations established for the cruise segment of the flight planning example are as follows: () Total Distance 304 miles 2) Cruise Distance (@)(1) minus (e\4) minus (€)(2) (394 naut. miles minus 24 naut miles minus 37 naut, miles) 333 naut. miles Q) Cruise Power 58% rated power (8) Cruise Speed 172. KTS TAS* (8) Cruise Fuel Consumption 18.7 GPH** (6) Cruise Time (€)(2) divided by (e)(4), (333 naut. miles divided by 172 KTS) 1.94 hrs. (7) Cruise Fuel (e)(5) multiplied by (e)(6), (18.7 GPH multiplied by 1.94 brs.) 36.3 gal ‘reference Figure $27 ‘reference Figure 5-25 REPORT: VB-1110 56 )UED: JANUARY 8, 1981PIPER AIRCRAFT CORPORATION SECTION 5 PA-34-220T, SENECA IIT PERFORMANCE (f) Total Flight Time ‘The total flight time is determined by adding the time to climb, the time to descend and the cruise time, Remember! The time values taken from the climb and descent graphs are in minutes and must be converted to hours before adding them to the cruise time. ‘The following flight time is required for the flight planning example, (1) Total Flight Time (€)(3) plus (4)(1) plus (€X6). (0.22 his, plus 0.22 hrs, plus 1.94 hrs.) 2.38 brs. (g) Total Fuel Required Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel, When the total fuel (in gallons) is determined, multiply this value by 61. gal. to determine the total fuel weight used for the flight ‘The total fuel calculations for the example flight plan are shown below. (1) Total Fuel Required (€)(5) plus (4)(3) plus (eX7). (IT gal. plus 5 gal. plus 36.3 pal.) 52.3 gal (52.3 gal. multiplied by 6 Ib./gal,) 3138 Ibs. ISSUED: JANUARY 8, 1981 REPORT: VB-1110 7SECTION § PIPER AIRCRAFT CORPORATION PERFORMANCE PA-34-220T, SENECA Hl ‘THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1110 ISSUED: JANUARY 8, 1981 58PIPER AIRCRAFT CORPORATION SECTION 5 PA.34.220T, SENECA II] PERFORMANCI 5.7 PERFORMANCE GRAPHS LIST OF FIGURES: ‘Temperature Conversion Chart . Airspeed System Calibration Stall Speed Vs. Angle of Bank Normal Procedure Takeof". is Figure Intentionally Left Blank Maximum Effort Takeoff - 25° Flaps Accelerate and Stop Distance - 0° Flaps... ‘Accelerate and Stop Distance ~ 25° Flaps... ‘Takeoff Climb Performance - Gear Extended ‘Takeoff Climb Performance - Gear Retracted Climb Performance - Gear Retracted - Maximum Continuous Power... Fuel, Time and Distance to Climb Power Setting Table Speed - Cruise Power fi Range - Cruise Power ~ 93 Gallons Usable Range - Cruise Power - 123 Gallons Usable Endurance - 93 Gallons Usable Endurance - 123 Gallons Usable .. Fuel. Time and Distance to Descend Landing Distance - Normal Procedure. . Landing Distance - Short Field Effort... ISSUED: JANUARY 8, 1981 REPORT: VB-1110 REVISED: SEPTEMBER 23, 1983SECTION 5 PIPER AIRCRAFT CORPORATION PERFORMANCE, PA-34-220T, SENECA II ‘THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1110 ISSUED: JANUARY 8, 1981 510PIPER AIRCRAFT CORPORATION PA-34-220T, SI ECA 100 90 80 70 60 50 40 FAHRENHEIT pecrers 20 10 40 30 20 10 “10 “40 SECTION § PERFORMANCE CELSIUS DEGREES TEMPERATURE CONVERSION CHART SSUED: JANUARY 8, 1981 Figure S-1 REPORT: VB-I110 suus O1-RA LMOdaa 1861 8 ANVANVE :agasst fs amnftg, NOLLVUAITYD WAISAS aAaSUIV PA-34-220T [AIRSPEED SYSTEM CALIBRATION GROSS WEIGHT 4750 LBS. i ett : Exar "Fnpe O" 120 KAS 120 KAS. Flap 40" 66 KAS - 85 KCAS § NOLLOIS SONVNOAYAA “eV NOLLYHOdNOD LAVAOUIV WIdId TI VOaNASPIPER AIRCRAFT CORPORATION SECTION $ ‘PA-34-220T, SENECA IIL PERFORMANCE, weigh — POUNDS 00 PA-34-220T STALL SPEED VS. INGLE OF BANK it Se afl f 58 38 a.7 ' int i Bil ez aS a! STALL SPEED VS. ANGLE OF BANK Figuie 33 ISSUED: JANUARY & 1981 REPORT: VB-I10 513ves. O1LT-HA *LMOdTA te6K ‘St AMVOUATA :CASIATY sqansst 1861'S AUVANVE bos amt AMOTMVL TANGIONd TWAUON PA-34-220T peers Example Oat: 20¢ Prastreaitude: 2000 ‘OUTSIDE AIR TEMPERATURE — °C NORMAL PROCEDURE TAKEOFF + ASSOCIATED CONDITIONS: 2600 RPM AND 40 INCHES MAP PAVED, LEVEL. ORY RUNWAY. LIFTOFF AT 78 KIAS |ARRIGR AT 70 KIAS. FLAPS 0” COWL FLAPS 1/2, OPEN ‘WeioT ~ POUNDS ‘WIND COMPONENT — KTS. 3 4334—Jowvisia om § NOLS SONVUOTNAA NOWVUOdOD LAVAIUIY Wadla HL VOaNAS ‘Love-re-VaPIPER AIRCRAFT CORPORATION SECTION 5 PA-34-220T, SENECA HL PERFORMANCE ‘THIS FIGURE INTENTIONALLY LEFT BLANK Figure 5.9 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 SASors OI-EA LUOGTE 1s sani, SdVId S¢- AJOTNVL LOLA WAWIXVK ‘qanssi 1861 "8 AUVANE PA-34-220T_ === MAXIMUM EFFORT TAKEOFF — FLAPS 25° Pressure etude: 2000 ‘Goss weight 250 Horch 9 knots “Takeo ground ol: 800 OUTSIDE Ain TEMPERATURE — °C Weicht— POUNDS "WIND COMPONENT — KTS, $ NOLLDAS PONVINWOANTS § ama — 29nvusia 44oayvs g NOLLVYOAUOD LAVUIUIV WIaId MIL YOUNGS “Lovt-ve-Vadqaasst ROI ‘6 TAY *GaSIATY 1861 "8 AUVANYE ers anna SdV'Ld .0- JONVISIG dOLS ONY ALVAITIIIV OLIT-HA *L4OaTH Ls PA-34-220T ACCELERATE AND STOP DISTANCE 222115354 es ASSOCIATED CONDITIONS: — ve TEU rowen BEFORE BRAKE RELEASE Pree wit 2000 EETIE ot wine tuars “abort svezo 79 Ras ‘ron gh 3869 be hfs: sont mmorrtss ctosco ar enaine raLune eee ana 9 ante MARIMUM BRAKING. PAVED, LEVEL. DRY RUNWAY brace 2260 OWL FLAPS 1/2 OPEN. a a a a cms OUTSIDE AiR TEMPERATURE —°C WeIGHT — POUNDS “WIND CoMPONE TIL YOUNGS ‘LOCPE-Va NOLLVMOAHOD LAVUOUIY Wald “ONVIMONIE $ NOLLOISais TAA LMOdTA ‘aansst 1861 '8 AUVONVE ss amitg SaV'1d «St- ANVISI dOLS NV BLVHATIOOV PA-34-220T ACCELERATE AND STOP DISTANCE i aasocueD countrons Se CU Nae SO SRe eae nucase Wine ave a5" Rnant sect sting ee Fee ee a tities | SE nen Ceo Eom rises ore Bitae fe Pr ma 201 Gross weight 4000 be. 8 feotone tote Sol rane eae de 21008 eal wens Eo faa] 3 by roo 8 1s} : 00 4 WeIGitT— Pot UNDS WIND COMPONENTS — KTS. § NOLLOaS AONVNOAWAA NOUVHOdUOD LAVAOUIV WIA I VoaNS “Love-ve-Vadansst 161 8 AUVANYE O1TT-@A L¥OaaY ors: Lis anita GAQNLXG UVAD - IONVAAOATd AIT AIOANVL Ea PA-34-220T SSK TAKEOFF CLIMB PERFORMANCE # associate conomon SE BOTH ENGINES OPERATING TAKEOFF POWER CANDING GEAR EXTENDED FLAPS UP 82 KIAS | FT exemple Praure atv: 8000 ft oar ie ES Rate of cmb: 1140 tom OUTSIDE AIR TEMPERATURE ~ °c RATE OF LIMO — FPA Tl VOANAS “LOTEPE-Vd NOLLYWOdHOD LAVUOMIY Wadld SONVINMOTNTA § NOLLDaSors O1IT-HA s1MOdTA 61-5 sant GALQVALAN AVA - ONVAAOAAAd ANTI ALOANVL 861 'ST AUVOUAAS :CASIATY 18618 AUVANYE :GaNSSI exam: OAT: 10 PA-34-220T Leeper F CLIMB PERFORMANCE! wre engine cmb 1880 1pm. SSSt/agg0CIATED CONDITIONS: One ear nopertne mw 300 Tp i thkGore rowan’ Puls iow wnevoRE Ac yictanur we rears o Som rar’ 2 OPEN on oPeRaTivG Enchieayctooeo on NorenaTWE ENGINE INOPERATIVE ENGINE FEATHERED. =| Cie sree 92 rine ste eae § NOLS DONVNWOANTT NOMVHOdHOD LAVAUTY UIaIL TI VOaNGS ‘LOZT-FE-Vaa se a5 $5 ee Peed Be é FE OES & $5 fp BE i Z3 Sy dz *2 2 ae 24 538 229 ee Ge 3 3 a3 | 5 BS g $ = 5 ie 2 £ £2 PA-34-220T TWO ENGINE CUMS ‘GEAR UP WING FLAPS 0" CLIMB PERFORMANCE: =F: ASSOCIATED CONDITIONS: ONE ENGINE CLIMB OPERATING ENGINE MCP COWL FLAPS 1/2 {E Open e wixtune FULL Rich INOPERATIVE BOTH ENGINES RICP COWL FLAPS 1/2 cee FEATHERED & COWL FLAPS CLOSED TEE Open & MIXTURE AS NOTED S2KIAS. || gp kiqs Gean uP. WiNG LAPS 0” TH epieseedeeeeet Pipe ETE ii mole a OAT: 10% EE Prenure ite: 10.000 f a OUTSIDE AIR TEMPERATURE — °C RATE oF CUMB — FPM, IL VOANAS “LOTE-PE-Ved NOILVHOdNOD LAVUOMIY Wadia DONVAUOANAE $ NOLLO3Sws PA-34-220T <2 FUEL, TIME AND DISTANCE TO CLIMB | 1 associaten conomons, O1IF-AA "LNOdTa ‘COWL FLAPS 1/2 OPEN § NOLLOIS @ONVNUOANA ecg aun Bi WIT OL AONVISIG ONY ANIL “TIN Teer ‘Sz AUVANGTS :GaSIATU 161 “8 ANVANVE :Ga Sst OUTSIDE AiR TEMPERATURE —“¢ NOLLVHOdHOD LIVAUIY Uadld II VOaNAS ‘LOtt-Fe-Va ‘Te, DISTANCE & FUELTO CLIMBSECTION § PERFORMANCE. PIPER AIRCRAFT CORPORATION PA-34-220T, SENECA IIL fees to papa met 99 28 1) Bt 9 vonms Wd 28) vos wou ms | Fe DANVW 459) i roe se roe UE Os 6st dor Ou Ie oe rit cx ow ox toe ose st wie Ow ove BE re eo ca rw ea sm sw ce re 50 oe re ER OW 0 ESE te box on ae So | vee eee Lee owe ese #8 on oe ee ce bic | sz em ee ee roe Te Wadoeteed wuny | WeDca ped towdy | WuDUM pea udly Wa'p 91 bea ocdy ied BSL or Peg 85 med or LOTE-FE-Va SALAS NO9-OISL “W'I'L- ATAVL ONLLLAS NAMOA POWER SETTING TABLE Figure 5-25 523 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REVISED: FEBRUARY 25, 1982res OLT-HA LUOdTA PA-34- SPEED — CRUISE POWER marune ru est supe vox roves Fe et, wecnon 637 Ae athe @ONVANUOTUAM § NOLLOGS ‘Mio CRUISE WEIGHT (4460 18) g é 5 les ania waMod aSINad - adaas OUTSIDE AIR TEMPERATURE —“¢ TRUE AIRSPEED — KNOTS NOLLVHOdNOD LAVAOULY Wala z z 2 z z 2 8 3 3 = Pa = H 3 B I VOaNAS “LOTz-F8-Va 1861 "8 AUVANVE #4IaSIAGE 1868 AMVANVE :GaNSSt Ror ‘tz MAaWALA: sts O1L-aA ‘LuOdaa oes aint HIGYSA SNOTIYD £6 - WAMOd ASIN - TONVA PA-34-220T RANGE — CRUISE POWER ee ieee sonal "RANGE NAUTICAL MILES. rr 48 MIN. RESERVE AT 48% POWER "WITH NO RESERVE. Il VOANAS “LOEFE-VE. NOLLYMONOD LAVUOIV WAdld SONVANOSHAd 5 NOLLOSors. OLLI-HA LNOdTA Rr ‘eT UAMINTLAAS :CaSIATY 1861 °8 ANVANVE :GSSI lees aunty, AIWYSA SNOTIVD £21 = WAMOd ASINUD - IONVA PA-34-220T RANGE — CRUISE POWER tuna | USABLE FUEL 123 GALLONS 4750 L8S. - GEAR UP ‘COWL FLAPS CLOSED - WING FLAPS UP CLIMB AT M.C.P, Power: 55%. [DESCENT AT 1000 FPM AND 145 KIAS -NO WIND. TAXI AND TO. Tag oat rue ron TA ‘rae ated 16800 4 Range wit oserve 894 rm RANGE — NAUTICAL MILES "WITH NO RESERVE. § NOLLDAS AONVAOSUAd IL VOANAS ‘LOTE-¥E-Va NOLLVHOdHOD LAVAOUIY UadldR61 ‘ET AAATLATS “ASIA as :GaSS] 1861 8 AMVANVE suuodaa OHA g 3 2 2 5 z 4 8 2 £ z E 5 a ¢ g & = 5 PA-34-220T ENDURANCE oe ‘DESCENT AT 1000 FM AND 148 Klas NO WIND, ‘rue sttude 16500 2 GAL FUEL FOR START. TAX! AND T1- Power 88% Endurance wy reserve: 2 ‘GEAR UP - COWL FLAPS CLOSED . WING FLAPS UP- CUMB AT M.C. sae ENDURANCE — Has. \WHTh 45 MINN RESERVE AT 46% POWER ENDURANCE uns. iwitl WO RESERVE, HL VOUNAS “LOCz4E-Va_ NOLLYHOdHOO LAVUOLY Wadld @ONVIRUOANTE S NOLSas OLIL-BA 180d S861 “CT MAMWALAAS *UaSIAa 1861 8 AUVANVE :GanSst ses ainaig ATEVSA SNOTIVD €i1 = SONVUNGNA PA-34-220T eee ENDURANCE BE —s SABLE FUEL 123 GALLONS - 4750 L88. . GEAR UP ss SRE close Fees BP i ‘Curse studs 18500 BESCENTAY Soo sou Ant 148 AS Power 55% 2;Gal Foes Fon START. TAX ANOT. Enaurance wth sere 6.38 Ms. noutance wath no ream 600 25.000 =f Bit ewoURANCE — HRS. WITH 45 MIN, RESERVE AY 45% POWER. ‘WITH NO RESERVE aDNVAUOANAd S$ NOLLDAS ea-vEV NOLVHOdHOD LAVAOUIY Usdld MI VINAS *ZR6I ‘St AUVANGAS :GASIATA os 1861'S ANVANYE :GaSS1 OTIFaA LuOaaN cers oan NdOSAG OL SONVISIG GNV AWLL “TAA PA-34-220T FUEL, TIME AND DISTANCE TO DESCEND ASsOciaTED CONDITIONS: ‘KIAS. 1000 FPM DESCENT 330100 10% 30D 0 TO 30 36 MH 80-00 7000 ‘OUTSIDE AIR TEMPERATURE —“C FUEL, TIME AND DISTANCE TO DESCEND HH VOANTS ‘LOePe-Va NOLLYHOHOO LAVUOULY Wada SONVINNOSUA S$ NOLLDaSOrta sLHOdTA AMVAMATA

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