PILOT'S — OPERATING HANDBOOK SENECA II FAA APPROVED IN NORMAL CATEGORY BASED ON FAR 23. THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY FAR 23 AND CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUAL AND. MUST BE CARRIED IN THE AIRPLANE AT ALL TIMES. ainpLane seniat no. 34-8070/S7 __ aimpcane necisrrationno.N 8/778 HANDBOOK PART NO. 761 634 PA-34-200T REPORT: VB-850, tanavwnoveosy, (Yard Exams _ SRDEVARS BOA NO BDA PIPER AIRCRAFT CORPORATION VERO BEACH, FLORIDA DATE OF APPROVAL: AUGUST 23, 1976Published by PUBLICATIONS DEPARTMENT Piper Aircraft Corporation Issued: August 23, 1976 REPORT: VB-850 4 z |APPLICABILITY Application of this handbook is limited to the specific Piper PA-34-200T 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 will be kept current by revisions distributed to the airplane owners. 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 in proper numerical order within each section. 3. Page numbers followed by a small letter 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. Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols. ORIGINAL PAGES ISSUED ‘The original pages issued for this handbook prior to revision are given below: Title ii through y, 1-1 through 1-14, 2-1 through 2-10, 3-1 through 3-18, 4-1 through 4-26, 5-1 through 5-34, 6-1 through 6-58, 7-1 through 7-36, 8-1 through 8-16, 9-1 through 9-18, 10-1 through 10-2.200 yay ia teh, ya! ‘ko PILOT'S OPERATING HANDBOOK LOG OF REVISIONS fa Current Revisions to the PA-34-200T Seneca II Pilot's Operating Handbook, REPORT: VB-850 issued August 23, 1976. Revision | Revised FAA Approval Number and Paar Description of Revision Signature and Code Date Rev. 1 - 761634] 44 Revised para. 4.15; added para. 4.16 (Starting (PR761029) Engines - Optional Primer System); revised para. 4.19. 44 Revised Starting Engines; added Starting Engines with Optional Primer System; relocated Flooded Start to pg. 4-5. 45 | Added Optional Primer System info; added Flooded Start from pg. 4-4; revised Cold Weather Start. 49 | Added flap position Caution to para. 4.11. 411 Revised para. 4.15; added para. 4.16 (Starting Engines - Optional Primer System); relocated para. 4.17 to pg. 4-12. 412 Added Figure 4-3; added para. 4.17 from pg. 4-11; revised para. 4.19; relocated 4.19 info. to pg. 4-13. 413 ‘Added revised para. 4.19 info from pg. 4-12. 422 Added flap position Note to para, 4.41. 6i Added para. 6.8 (Instructions for Using Weight and Balance Plotter). 64 Revised Fig. 6-3 65 Revised item 6.3 (4) (2). 6-15, 6-16 | Added para. 6.8 (Instructions for Using the Weight and Balance Plotter). 6.29 Added item 51 (Optional Engine Primer). 658 Revised item 321 Arm and Moment; added Scott No, 802180-01 to item 323. 743 Revised para. 7.15 info. 716 Revised Fig. 7-15. 95 Added Scott No. 802180-01 to Supplement 2 Word Gare heading. Ward Evans 101 | Revised 10.3 (c) Oct. 29, 1976 Rev. 2-761 634] 1-6 Corrected para. 1.19 (b). (PR770311) | 3-5 Added crossfeed info to Fuel Management During Single Engine Operation. 312 Added crossfeed info to pata. 3.23, 46 Added manifold pressure line info to Before ‘Takeoff - Ground Check. 411 Revised second Note in para. 4.16, 413 Revised starting procedure in para. 4.19; re~ located Note to page 4-14. 414 Added relocated Note; added manifold pressure line info to ground check procedure in para. 4.25. REPORT: VB-850 ivPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Resision ; FAA Approval Number and | Revised Description of Revision Signature and Code Pages Date Rey. 2-761 634] 5-32 _| Revised gross weight in example for Fig, 5-41. (PR770311) 4 Revised A & B arms in Fig. 6-3 (cont) 621 | Added Weight, Arm and Moment to item 132.5 added item 13b.; changed existing item 13b. to 3c. 637 _ | Revised item 115 Dwg. 990025 to-8, item 117 Dwg. 99003-5 to-7 and item 119 Cert, Basis - STC Cée, C9e, C520, to TSO Ce, C9e, C52c. 639 _ | Revised item 137 Dwg. 9002-5 to-8 and 99003-5 to-7 656 | Added Dwg. 79592-2 to item 285 and Dwe. 795923 to item 287. 18 Revised fuel injector info in para. 7.5. 713 _ | Revised info in para. 7.15. 7.23 | Added manifold pressure line drain valve info to para, 7.23. 725 | Added relocated material from page 7-28. 7-28 | Relocated material to page 7-25; added seat . retainer info to Note in para. 7.27. Wark Erne 7.30 | Revised ELT test info in second Note in para. 7.35. | Ward Evans 8:12 | Revised info in para. 8.23. March 11, 1977 Rev. 3-761 634 | 2-4 Revised para. 2.3 Design Maneuvering Speeds. (PRTTO4I1) 2 Reread pete. 339 Maneuvering Speed Placard, | CJardl Gren 41 Revised item 4.3 (c). Ward Evans April 11, 1977 Rev. 4-761 634 | 1-11, 1-12, | Revised 1.21, Conversion Factors. (PR770801) | 1-13, 14 28 Revised Takeoff Check List. 34 Revised Table of Contents. 33 thm 3-7 | Added Engine Inoperative Procedures section and restructured Emergency Check List to accommodate addition. 3.9 thru 3-17| Added Engine Inoperative Procedures and restructured Amplified Emergency Procedures to accommodate addition. 47 Revised Climb Procedure. 413 Revised Starting Procedures. 417 Revised para. 4,29, Climb, 647 Revised item nos.; added item; relocated item. 648 Revised item nos.; added relocated item; added new items; relocated items. 649 ‘Added new items; added relocated items. 6-50 ‘Added new items; added relocated items. 65) Revised item nos.; added new items; relocated items; revised item 289. REPORT: VB-850 ivaPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Revised FAA Approval Number and Pages Description of Revision Signature and Code Date Rev. 4- 761 634 | 6-52 Added items. (PR770801) | 6-55 Revised item nos. (cont) 6-56 Revised items nos.; revised item. 657 Revised item nos.; added new items; relocated items ; revised item 395. 658 Revised item nos.; added relocated items; revised item. 14 Revised page no. of para. 7.35; added para. 7.41, 72 /Revised Figure 7-5. TAT ‘Added cabin courtesy light system to 7.17, Electrical System. 729 ‘Added baggage compartment light to 7.31, Baggage Area; relocated 7.35, BLT. 730 ‘Added material from page 7-29; relocated Note to age 7-31. 731 ‘Added relocated material. 7-35, 7-36 | Added para. 7.41, Radar. 9-7 |Added STC No. to Section 1; revised (a) in Section 2; in Section 3 revised (c) and (4) and added (¢); relocated Section 4 to page 9-8. 98 /Added part of Section 3; added relocated Section 4; deleted “INSPECTION” from Section 4; revised PREFLIGHT item (a) (2); revised IN-FLIGHT item (b); relocated material to page 9-10, 99 [Added relocated material; revised (c) (2); revised (4); revised (4) (2) a., (4) (2) b. and (4) (3) a.; relocated (©) G) and Section 5 to page 9-10. 910 Added relocated material. oll ‘Added STC No. to Section 1 ; revised Section 2, items (a) and (c); relocated material to page 9-12. 9-12 Added relocated material; relocated (¢) to page 9-13 a (f); added new (e). 913 JAdded continuation of new (e); deleted EMERGENCY OPERATION WITH OPTIONAL, ]HSI which is now incorporated in (e); added re- located old (e) which becomes (f); relocated Section 4, item (b) to page 9-14. 914 ‘Added relocated material; revised (b) (4); added ‘TRIM SYSTEM heading; revised trim info. under “General”; (c) and (4) become (a) and (b); revised (a) (5); relocated material to page 9-15. 915 Added relocated material; revised (c) (1); revised (@); relocated (£) (2) to page 9-16. 9-16 Added relocated material; revised ()(2)a.ande.; | Wank Gane revised (h) (1) a. 917 Revised (2) b. and d. Ward Evans 10-2 Added item (m), Aug. 1, 1977 REPORT: VB-850 ivdPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision ‘ FAA Approval Number and 7 —_ Description of Revision Signature and Code = Date Rev. 5-761 634 aa) Revised page number on Rev 2 log, (PR780410) 13 Revised item (c) (1) and (c) (2). 14 Revised weights information; revised baggage space information. 16 Added VSSE and VSSE definition. 22 Revised items 2.7 (c) (1) and (2). 34 Revised item. 33 Revised item. 34 Revised Engine Failure Information. 35 ‘Added note to Single Engine Go-Around, revised Engine Fire in Flight paragraph. 39 Revised paragraphs. 3:10 Revised paragraphs. BAL Revised paragraphs. 345 Revised 3.25. BAT Revised title (3.33), 41 ‘Added item. 4i Revised index. 410 Revised paragraph. 415 Added caution note, 418 Revised paragraph. 425 Added 4.50 VSSE ; relocated 4.51 and 4.53. 4-26 ‘Added 4.51 and 4.53; revised 4.51 and 4.53. 5-20 Revised Figure 5-19. 61 Revised paragraphs. 619 Revised items, 6-46 Revised items, 6-50 Revised item. 658 Revised item 405. 72 Revised paragraph. Wand Gans 730 Revised paragraph. 733 Revised paragraph. Ward Evans 734 Revised Figure 7-29. April 10, 1978 REPORT: VB-850 ivePILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision : FAA Approval Number and | Revised Description of Revision Signature and Code Pages Date | Rev. 6-761 634 | 1-3,1-4 | Revised Propellers information and moved items (PR780830) to anew page. 14a Relocated items. 14b Added page and added relocated item. 16 Changed Celcius to Celsius. 4 Revised index 22 Relocated items to a new page. 23 Revised propeller information, tachometer markings and relocated items to page 2-4. 24 ‘Added items from 2-3 and relocated items to page 25. 25 \Added items from 2-4 and relocated items to page 26. 26 {Added items from 2-5 and added 2.31 Noise Level. 27 Added info. and changed 2.29 to 2.33 29 ‘Added two placards. 315 Added “and the green gear lights may not illuminate.” Sl Added two and three bladed propeller information. 631 Added McCauley Propellers item 59 and Synchrophasers item 60. 641 ‘Added items 165 and 167 on KFC 200 Flight Control Systems. 6-43 Revised items 171 and 173. 6-45, 6-46 | Revised items 189, 191, 193, 194, 195, 196, 197, 199, 201 and 202. 651 Revised item 297 and relocated item 301 to 6-52 652 Added item 301. 655 Revised item 355. 656 Added item 358 and relocated item 375 to page 657. 657 Relocated item 375 from page 6-56 and relocated items 399 and 401 to page 6-58. 658 Relocated items 399 and 401 from page 6-57 and added item 400. Relocated note from 6-57. Re- located “Exterior Finish” to new page 659, 6-59 Added new page 6-59 and relocated “Exterior Finish.” Ti Revised index. 74, 1-5 | Added McCauley propeller information under 7.7 PROPELLERS and added propeller synchrophaser information. Relocated part of bottom paragraph age 7-5. 16 Relocated part of paragraph from page 7-5. 7-22 Revised instrument panel title. REPORT: VB-850 ivePILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision . FAA Approval Numberand | Revised s meh Pages Description of Revision Signature and Rev. 6- 761 634 | F22a ‘Added new page with revised instrument panel. (PR780830) | 7-22b | Added new page. : : (cont,) 7-28, 7-29 | Added optional cabin work table information. 730 Revised ELT information. 733 Added McCauley propeller deicing sequence information. 736 ‘Added 7.34 AIR CONDITIONING. 8&9, 8-10 | Added McCauley propeller service information. 94 Revised index. 9-19, 9-20 | Added pages and added Air Conditioning Supplement. 9-21 thru | Added pages and Added KFC 200 AFCS Autopilot Jonk Erna | 930 (with Flight Director) Supplement. 9-31 thru | Added pages and Added KFC 200 AFCS Autopilot Ward Evans 9-40 (without Flight Director) Supplement. August 30, 1978) Rev. 7- 761 634 | 1-12 Revised para. 1.21. (PR781229) | 1-13 Revised para. 1.21 -8 Revised para, 2.33 6237 Revised item 113. 6-43 ‘Added item 180. 6-44 ‘Added item 187 from pg. 6-45. 6-45 Relocated item 187 to pg. 6-44; revised items Word Gone 189 and 191. Ward Evans 19 Revised Fig. 7-7. Dec. 29, 1978 Rev. 8 - 761 534 | 6-51 Revised item 293; added item 294; relocated item (PR790413) 299 to pg. 6-52. 6-52 ‘Added item 299 from pg. 6-51. Wad 7-30 Revised para. 7.35, 7-30a ‘Added pg. (added para. 7.35 info.), Some 7-30 ‘| Added pg. mia 731 Deleted Note. aon ee Rey. 9 - 761 634 Revised para. 1.11 (c). (PR790705) Revised para. 1.19 (e). Revised para. 2.3. Revised para. 2.11 (d). Revised para. 2.33. ‘Added placards to para. 2.33. Revised para. 3.7. Revised para. 4.7. Revised para. 4.31 Revised para. 5.5 (a),(c),(d).(e).(f) and (2) Revised Figure 5-21 REPORT: VB-850 ivePILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Nunbenen* ye Description of Revision Seuury and Rev, 9- 761 634] 5-22 Relocated Figure from pg. 5-23. (PR790709) | 5-23 Revised and relocated Figure 5-23 to pg. 5-22: added Figure from 5-24, 504 Revised and relocated Figure -25 to pg. 5-23; added Figure 5-26. : 5:25 Revised Figure 5.27. 5.26 Revised ard relocated Figure 5-29 to pe. $-26a; added Figure 5-28. 5-26a | Added page; (added Figure from pg. 5-26.) 5-26b | Added page. 5.28 Revised Figure 5-33, Gi Revised index. 1 Revised para. 6.1. 6-i0a | Added page; (added 6.6 General Loading Recommendations). 6-10b | Added page 6-11, 6-12 | Revised Figures 6-9 and 6-11 6-37 Added iter 124, 6-38 ‘Added item 130. 6-420 | Added page; (added Bendix Radio items.) 6-42b | Added page 6-43 Revised item nos. 171 to 176, 173 to 177, 175 to 179, 177 to 180, 179 to 181 and 180 to 182; added items 178 and 183 6-44 Revised item nos. 181 to 184, 183 to 186, 185 to 187 and 187 to 188; added item 185 6-45 ‘Added item 192. 6-46 ‘Added items 200, 204 and 210. 6-51 Revised item 295. 6-52 Revised item 299. 6-56 Revised item 369 6-58 Relocated info. to pg, 6-59. 6-59 Added info from pg 6-58 and item 410, 6-60 Added page: 6-61, 6-62 | Added pages; (added 6.9 (0) Maximum Zero Fuel Weight Increase). i Revised index. 7-16 Revised Figure 7-15 ma Added Warning and info. 72a Revised Figure 7-21a. 134 Revised Figure 7-29. 7-37, 7-38 | Added pages; (added items 7.45 and 7.47.) el Revised items 8,21 (d) and (e); relocated item 8.21 (©) to pg. &12 812 ‘Added item from pg. 8-1 Ward Bona Si Revised index. Ward Evans 9-60, 9-66 | Added pages; (added Supplement 2A.) [duty 9.1979 REPORT: VB-850 ivPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and | Revised Description of Revision Signature and Code . Date | Rev. 10-761 6342-7, 2-8 Revised para. 2.33. (PR791005) 2-9, 2-10 9-25, 9-26, 9-28] Revised Supplement 6 pas oat Yate | pss. 938 Revised Supplement 7 eae Rev. 14 - 761 634 (PR800725) 5-24, 5-25 5-26, 5-26a, Revised items 1.7 Revised item 2.7 (9). Reivsed item 2.9 (a) Revised Strobe Light Placard Added Fuel Tank Placards Added para, 3.39. Revised Trim info. Added para. 3.39. Revised spelling Revised para. 4.25 info. Revised pg. nos.; added Figures 5-26 and 5-28; revised Figures 5-27, 5-29 and $-43. Revised Figure nomenclature. Revised pg. no; added item 6.9 (0). Revised figure 6-9. Added items 21 and 23 Added item 47. Revised item 183. Added items 189 and 190. Revised item numbers. Revised item nos; added items 206 and 208 relocated items to pg. 6-47. Added items from pg. 6-46; added new items 210 and 213; relocated items to pg. 6-48. ‘Added items from pg. 6-47; relocated items to pe. 6-49. Added items from pg. 6-48; relocated items to pe. 6-50. ‘Added items from pg. 6-49; relocated items to pg. 6-51 ‘Added items from pg. 6-50; relocated items to pe, 6-52. ‘Added items from pg. 6-51 ‘Added items 307 and 309. Added items 392 thru 395; relocated items to PE. 6-58.PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) item 208 to.pg. 6-47. Revision FAA Approval Number and Revised Description of Revision Signature and Code Paes Date ftev. 11-761 634) 6-58 | Added hems from pe ©57; renumbered hems: tpRs00725) relocated tems to PB. 639 {cont 6-59 | éded items from PB. 688 Tet | Revised para. 77 75 Relocated info. to pgs. 7-6 and 7-7; added fynchrophaser info 16 Added info, from pg. 7-5; relocated info. to pg. 7-7. TT Added info. from pgs. 7-5 and 7-6; relocated info. (ope. 710, 7-10 ‘Added info from pg. 7-7; relocated info, to pg. 7-11. TAL ‘Added info. from pg. 7-10; revised para. 7.15. 723 | Added info. to paras 7-2. 7-28 Revised para, 7.27. 8-10 Relocated info. to pgs. 8-10a and 8-10b. 8-10a, 8-10b | Added info from pg. 8-10 and info. to item 8.21 (b). ‘Added Supplements 8, 9,10, Il, 12 and 13 9-29 Deleted item (j) (7); revised item no. 9-35 Revised ser. numbers. 9-39 Deleted item (j) (8); revised item no, 9-40 Added pg. gaat thru | Added pgs. (Added KNS 80 Navigation System) ett oasthra | Added pes. (Added ANS 351 Navigatior 9-48 Computer) odo thru | Added pes. (Added NP-208A Arca Navigation 9-52 Computer Programmer). o-sothru | Added pgs. (Added ROR-160 Weather Radar 9-56 System) \ 9-57 thru | Added pgs, (Added RDR-160/1N2026A Weather | (ay Siena 9-60. | Radar System) 9-61, 9-62 | Added pgs. (Added Piper Control Whee! Clock Ward Evans Tnstallavion) Jay 25, 1980 [Rev. 12 - 761 634} 5-16 Revised fig. 5-11. (PR8OL119) 5-17 Revised fig. 5-13. 519 | Revised fig. 8:17 G41 | Renumbered item 42a | Renumbered items: relocated items 175 and 176 from pe, 643 6-43 Renumbered items; moved items 175 and 17610 pe. 6-42a; relocated itenis 183 and.184 from pg. 644 644 Renumbered items; moved items 183 and 185 to pg. 6-43; revised item 188. 6-45 Renumbered items;‘added tiew item 192; revised item 193; moved itents. 195 and 196 to pg. 6-46, 6-46 Relocated items 195 and 196 from pg. 6-45; moved REPORT: VB-850 iv-hPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Numberand | "puis? Description of Revision Signature and Code Date Rey, 10-761 634]2-7, 2-8 Revised para. 2.33. (PR791005) |2-9, 2-10 5-25, 9-26, 9.28] Revised Supplement 6 Wart aan Ward Evans Io-35, 9-38 | Revised Supplement 7 ard eo o-39 s Rev. I - 761 634) (PR800725) 5-24, 5-25 5-26, 5-26a, 5-33 6i etl 6-23 6-27 6-43 6-44 6-45 6-46 6-47 6-48 6-49 6-50 651 +52 6 6-53 6-57 Revised items 1.7 (c). Revised item 2.7 (g). Reivsed item 2.9 (a). Revised Strobe Light Placard. Added Fuel Tank Placards. Added para. 3.39. Revised Trim info Added para. 3.39. Revised spelling Revised para, 4.25 info. Revised pg. nos.; added Figures 5-26 and 5-28; revised Figures $-27, 5-29 and 5-43. Revised Figure nomenclature. Revised pg. no; added item 6.9 (0). Revised figure 6-9. Added items 21 and 23. ‘Added item 47. Revised item 183. Added items 189 and 190. Revised item numbers. Revised item nos; added items 206 and 208 relocated items to pg. 6-47. Added items from pg. 6-46; added new items 210 and 213; relocated items to pg. 6-88. ‘Added items from pg. 6-47; relocated items to pe, 6-49, Added items from pg. 6-48; relocated items to pe. 6-50. ‘Added items from pg. 6-49; relocated items to pe. 6-51 Added items from pg. 6-50; relocated items to pe. 6-52. Added items from pg. 6-51 ‘Added items 307 and 309, Added items 392 thru 395; relocated items to PE. 6-58. REPORT: VB-850 iv-gPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and ] Revised Description of Revision Signature and Code Pages Date Rev. 11 - 761 634] 6-58 ‘Added items from pg, 6-57; renumbered items; (PR800725) relocated items to pe, 6-59 (cont) | 6-59 ‘Added items from pg, 6-58 74 Revised para. 7.7 1 Relocated info. to pes, 7-6 and 7-7; added synchrophaser info, 16 ‘Added info. from pg, 7-5; relocated info. to pg. 7-7 oe ‘Added info. from pgs. 7-5 and 7-6; relocated info, to pe. 7-10. 7-10 ‘Added info from pg. 7-7;relocated info. to pg, 7-11 zu ‘Added info, from pg. 7-10; revised para. 715. 723 ‘Added info. to para. 7.23 7.28 Revised para, 7.27. 8:10 Relocated info to pgs. 8-10a and 8-10b 8-10a, 8-106 | Added info from pg. §-10and info.toitem 8.21 (b). 35 ‘Added Supplements §, 9, 10, 11, 12 and 13 9-29 Deleted item () (7); revised item no 9-35 Revised ser. numbers. 9:39 Deleted item () (8); revised item no 9-40 Added ps, 9-41 thru 9-44] Added pgs. (Added KNS 80 Navigation System) 9-45 thru 9-48] Added pgs. (Added ANS 351 Navigation Computer) 9-49 thru 9-52] Added pgs. (Added NP-2041A Area Navigation Computer Programmer). 9-53 thru 9-56] Added pgs. (Added RDR-160 Weather Radar System) 9-57 thru 9-60] Added pgs. (Added RDR-160/1N2026A Weather |) ) 9 c= Radar System), Ward Lona 9-61, 9-62 | Added pgs. (Added Piper Contro! Whee! Clock | "Ward Evans Installation) July 25, 1980 REPORT: VB-850 iv-hPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval ‘Number and Revised Description of Revision ‘Signature and Code Pages Date Rev, 12 - 761 634 6-47 Relocated item 208 from pg. 6-46; moved (PR801119) item 217 to pg. 6-48. (cont) 6-48 Relocated item 217 from pg. 6-47; moved fiom 257 to pg, 649 649 Relocated item 237 from pg. 6-48; moved item 253 to pg. 6-50. 650 | Relocated tem 253 from pg. 648. 51 Added item 290; moved item 294 to pg. 6-52. 6-52 Relocated item 294 from pg. 6-51. oi Added supplement 14 and 15. 9-42 Revised Sec. 4 (6) (8) a and b. 30 | Revised Note 9-62 Revised Sec. 4 (c). 9-63 thru Added supplement 14 (RCA WeatherScout II 9-66 | Monochrome Weather Radar) Wend Bane 9-67 thru Added supplement 15 (RCA WeatherScout II ‘Ward Evans 9-70 ‘Color Weather Radar) Nov. 19, 1980 ev, 13-761 634 | ii | Revised applicability (PR810403) 6-25 Revised item 31. 3) | Rewed tems i thru 47 6-38 Added item 134. 6a) | Revised tem 210, oS Revised item 291. 657 Revised items 391 thru 395; moved items 394 and 395 to pg. 6-58. 658 Relocated items 394 and 395 from pg. 6-57; fevsed tem 396: moved em 403 and 408 to pg. 6-59. 659 Relocated items 403 and 405 from pg. 6-58. ras | Revsed pare 727 Wed Sane 9-47 Revised Sec, 4 (b) (1). Ward Evans 9-69 Revised Sec. 1 (d) (9). April 3, 1981 ey. 14-761 634 | Tite | Revised tex (PR830630) Bi, Bi Revised Table of Contents. 318 Added para, 3.41 ais | Reviced Table of Contens Ga" | Revised Procedure os | Revised Procedure 47 Revised Procedure. REPORT: VB-850 iPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and | Revised Description of Revision Signature and Code Pages Date Rev. 14-761 634 | 410 | Added Note to para. 4.13. (PR830630) 415 | Added Note to para. 4.25. (cont) 4-20 | Added Note to para. 4.35. 423 | Added to Warning. 61 63 66 5. 67 Revised Figure 6-5. 69, | Revised Figure 6-7. 610 6-27 | Added item 49. 652 | Revised item 297. 119 | Revised para. 719. 7-27 | Revised para. 7.27. 7-29 | Revised para. 7.33. Wank Grane 7-31 | Relocated info. from pg. 7-33. Ward Evans 7-33 | Moved info. to pg. 7-31; added Caution. June 30, 1983 Rev. 15- 761.634 | 31 (PR871130) 44 410 617 7-16 7-28 7-29 Revised para. 3.1. Revised para. 4.5. Revised para. 4.11. Revised para. 6.9. Revised Figure 7-15. Revised Note. Revised para. 7.31. Bude D.H. Trompler January 25, 1988 Date REPORT: VB-850 ivPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval ‘Number and Revised Description of Revision Signature and Code Pages Date Rev. 12 - 761 634 6-47 Relocated item 208 from pg. 6-46; moved (PR8O1119) item 217 to pg. 6-48. (cont 648 | Relocated tem 217 from pe. 647; moved item 237 t0 pe, 6-49 6-49 Relocated item 237 from pg. 6-48; moved item 253 to. 650, 6-50 Relocated item 253 from pg. 6-49. 6-51 Added item 290; moved item 294 to pg. 6-52. 6-52 Relocated item 294 from pg. 6-51 Oi Added supplement 14 and 15. 9-42 Revised Sec. 4 (6) (8) a and b. 9-50 Revised Note. 9-62 Revised Sec. 4 (c) 9-63 thru Added supplement 14 (RCA WeatherScout II 9-66" | Monochrome Weather Radar), Wand rene 9-67 thru | Added supplement 15 (RCA WeatherScout II ‘Ward Evans 9-70 Color Weather Radar) Nov. 19, 1980 Rev. 13 - 761 634 iii Revised applicability. (eRsioWs) | 625 | Revised tem 3 627 | Revised items i thra 47 638 | Added tem 134, 647 | Revised item 210, si | Revised item 291, 6-57 Revised items 391 thru 395; moved items 394 and 395 to pg. 6-58. 6-58 Relocated items 394 and 395 from pg. 6-57; revised item 396; moved items 403 and 405 Cope 659. 6-59 Relocated items 403 and 405 from pg. 6-58. Ta | Revised para 7-2 Wed Gene 9-47 Revised Sec. 4 (b) (1). Ward Evans 9-69 Revised Sec. 1 (d) (9). April 3, 1981 Rev. 14 - 761 634 Title (PR830630) 3i, 3-ii 318 Added para. 3.41. 4, 4-i1 Revised Table of Contents. 44 Revised Procedure. $6 | Revised Procedure 7 | Revised Procedure REPORT: VB-850 iPILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision. FAA Approval Number and Revised Description of Revision, Signature and Cove vases Date Rev. 14-701 64 | 410] Added Note wo para €13 (PR830630) 415 Added Note to para. 4.25, (com) 420 | Added Note to para. 438 433 | Added to Warning. 1 Revised para. 6.1. 63 Revised para. 6.3. 6-6 Revised para. 6.5. 6-7 Revised Figure 6-5. 6-9, 6-10 Revised Figure 6-7. a7 | Added item 49 652 | Revised item 297, 129 | Revised paral 738 Wark Grane 23 Relocated info. from pg. 7-33. Ward Evans 7-33 Moved info. to pg. 7-31; added Caution. June 30, 1983 REPORT: VB-850 ivTABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY PROCEDURES: SECTION 4 NORMAL PROCEDURES SECTION 5 PERFORMANCE SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS. SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 SAFETY TIPS REPORT: VB-850.“ ynTABLE OF CONTENTS SECTION 1 GENERAL. Paragraph Page No. No. 1.1 Introduction . ae 1 130 Engines. cassie ne eas ea men ne 7 13 1S — Propellers area oY a v4 a vain wes aa weit : 13 17 Fud . gases sa . 13 19 Ow . 7 14 111 Maximum Weights _- emaeee’ . 14 1.13 Standard Airplane Weiss. . i 1.15 Baggage Space... . . 3 1.17 Specific Loadings . . 7 1.19 Symbols, Abbreviations and Terminology . « 7 1.21 Conversion Factors... 2... - : REPORT: VB-850. li6 oePIPER AIRCRAFT CORPORATION SECTION 1 PA-34-200T, SENECA II GENERAL, SECTION 1 GENERAL, 1.1 INTRODUCTION This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by FAR 23 and FAR Part 21 Subpart J. It also contains supplemental data supplied by the airplane manufacturer. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the 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. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with 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 limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to 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, item numbers and pages noted as being intentionally left blank. ISSUED: AUGUST 23, 1976 REPORT: VB-850 LdSECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-34-200T, SENECA IL -———_ 8 6 Wing Area (sq. ft.) 208.7 Min. Turning Radius (ft.) 33.2 (from pivot point to wingtip) i 5a —| 4" weTER a we a a 147" ‘DMEDRAL CENTER LIME MAM span sth 106628 —— STATIC GROOT UE THREE VIEW Figure 1-1 REPORT: VB-850 ISSUED: AUGUST 23, 1976 12PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-200T, SENECA II GENERAL. 1.3 ENGINES (a) Number of Engines 2 (b) Engine Manufacturer Continental (©) Engine Model Number (1). Left ‘TSIO-360E or TSIO-360EB (2). Right LTSI0-360E or LTSI0-360EB ()_ Rated Horsepower () Sealevel 200 @) 12,000 tt. 25 (©) Rated Speed (rpm) 2575 (Bore (inches) 4.438 (g) Stroke (inches) 3.875 (h) Displacement (cubic inches) 360 @__ Compression Ratio 75:1 @)__ Engine Type Six Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1,5 PROPELLERS (a) Number of Propellers 2 (b) Propeller Manufacturer Hartzell (1). Propeller Hub and Blade Models a Left BHC-C2YF-2CK F/FC8459-8R Right BHC-C2YF-2CLKF/FJC8459-8R b. Left BHC-C2YF-2CKUF/FC8459-8R Right BHC-C2YF-2CLK UF/FJC8459-8R When propeller deicing boots are installed: ce. Left BHC-C2YF-2CKF/FC8459B-8R. Right BIIC-C2YP-2CLKF /FIC8459B-8R 4d. Left BHC-C2YF-2CKUF/FC8459B-8R Right BHC-C2YF-2CLKUF/FIC8459B-8R (2) Number of Blades 2 McCauley (1) Propeller Hub and Blade Models a. Left 3AF34C502/80HA-4 b. Right 3AF34C503/L80HA-4 When propeller deicing boots are installed: Same as above. + (2) Number of Blades 3 (©) Propeller Diameter (1) Maximum 16 Q) Minimum, 75 (@)_ Propeller Type Constant Speed, Hydraulically ‘Actuated, Full Feathering ISSUED: AUGUST 23, 1976 z REPORT: VB-850 REVISED: AUGUST 30, 1978 ee 13SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II 1.7 FUEL 1.9 OIL @ (b) te) @) (b) () Fuel Capacity (U.S. gal) (total) (1). Without optional tanks (2). With optional tanks Usable Fuel (U.S. gal) (total) (1) Without optional tanks (2) With optional tanks Fuel (D) Minimum Grade (2) Alternate Fuels Oil Capacity (U.S. quarts) (per engine) Oil Specification Oil Viscosity per Average Ambient Temp. (1) Below 40°F Q) Above 40°F 98 128 93 123 100 Green or 1001.1. Blue Aviation Grade Refer to latest revision of Continental Service Bulletin “Fuel and Oil Grades” 8 Refer to latest issue of Continental Service Bulletin “Fuel and Oil Grades” Aviation Grade S.A.E. No. 1065 30 1100 50 When operating temperatures overlap indicated ranges, use the lighter grade of oil. Multi-viscosity oils meeting Teledyne Continental Motors’ Specification MHS-24A are approved. 1.11 MAXIMUM WEIGHTS @ (b) (c) @) Maximum Takeoff Weight (Ibs) Maximum Landing Weight (Ibs) Maximum Zero Fuel Weight (Ibs) - Standard ‘Maximum Weights in Baggage Compartments (Ibs) 1.13 STANDARD AIRPLANE WEIGHTS* @) (b) Standard Empty Weight (Ibs): Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Maximum Useful Load (Ibs): The difference between the Maximum Takeoff Weight and the Standard Empty Weight. (All weight in excess of 4000 Ibs must consist of fuel) 4570 4342 4000 FORWARD er 100 100) 2823 1747 *These valués are approximate and vary from one aircraft to another. Refer to Figure 6-5 for the Standard Empty Weight value and the Useful Load value to be used for C.G. calculations for the aircraft specified. REPORT: VB-850 14 ISSUED: AUGUST 23, 1976 REVISED: JULY 25, 1980PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-200T, SENECA Il GENERAL 1.15 BAGGAGE SPACE FORWARD AFT (a) Compartment Volume (cubic feet) 15.3 17.3 (t) Entry Width (inches) 4 (© Entry Height (inches) 2 1.17 SPECIFIC LOADINGS (@) Wing Loading (Ibs per sq ft) n (b) Power Loading (Ibs per hp) (1) Sea level 114 (2) 12,000 ft. 10.6 ISSUED: AUGUST 30, 1978 REPORT: VB-850 14a‘SECTION 1 PIPER AIRCRAFT CORPORATION (GENERAL, PA-34-200T, SENECA II ‘THIS PAGE INTENTIONALLY LEFT BLANK. REPORT: VB-850 ISSUED: AUGUST 30, 1978 1-4bPIPER AIRCRAFT CORPORATION PA-34-200T, SENECA IT SECTION 1 GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY ‘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, (2) General Airspeed Terminology and Symbols CAS KCAS Gs IAs KIAS TAS Yuc Vye/MNE ISSUED: AUGUST 23, 1976 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. Calibrated Airspeed expressed in “Knots.”” 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. IAS values published in this handbook assume zero instrument error. Indicated Airspeed expressed in “Knots.” Mach Number is the ratio of true airspeed to the speed of sound. True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the landing gear extended. Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted, Air minimum control speed is the minimum flight speed at which the airplane is controllable with a bank of not more than S degrees when one engine suddenly becomes inoperative and the remaining ‘engine is operating at takeoff power. Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. REPORT: VB-850 15SECTION 1 PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II My (b) Meteorological Terminology ISA OAT Indicated Pressure Altitude Pressure Altitude Station Pressure Wind (©) Power Terminology Takeoff Power Maximum Continuous Power REPORT: VB-850 16 Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. Intentional One Engine Inoperative Speed is a minimum speed selected by the manufacturer for intentionally rendering one engine inoperative in flight. Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. Intemational Standard Atmosphere in which: The airis a dry perfect gas; ‘The temperature at sea level is 15° Celsius (59° Fahrenh ‘The pressure at sea level is 29.92 inches hg. (1013 mb); ‘The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (69.7°F) is -0.00198°C (-0.003566" F) per foot and zero above that altitude. Ds Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects. ‘The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013 millibars) Altitude measured from standard sea-level pressure (29.92 in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Actual atmospheric pressure at field elevation. ‘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. Maximum power permissible for takeoff. Maximum power permissible continuously during flight ISSUED: AUGUST 23, 1976 REVISED: AUGUST 30, 1978PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II SECTION 1 GENERAL Maximum Climb Power Maximum Cruise Power (d)_Engine Instruments EGT Gauge Maximum power permissible during climb. Maximum power permissible during cruise, Exhaust Gas Temperature Gauge () Airplane Performance and Flight Planning Terminology Climb Gradient Demonstrated Crosswind Velocity (DEMO. X-WIND) Accelerate-Stop Distance MEA Route Segment ‘The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. ‘The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. Minimum en route IFR altitude. A part of a route, Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. (1) Weight and Balance Terminology Reference Datum Station Arm Moment ISSUED: AUGUST 23, 1976 REVISED: JULY 9, 1979 An imaginary vertical plane from which all horizontal distances are measured for balance purposes. A location along the airplane fuselage usually given in terms of distance from the reference datum. The horizontal distance from the reference datum to the ceater of gravity (C.G.) of an item. The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) REPORT: VB-850 17‘SECTION 1 (GENERAL PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II Center of Gravity (CG) CG. Arm CG. Limits Usable Fuel Unusable Fuel Standard Empty Weight Basic Empty Weight Payload Useful Load Maximum Ramp Weight Maximum Takeoif Weight Maximum Landing Weight Maximum Zero Fuel Weight ‘REPORT: VB-850 18 The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. ‘The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. The extreme center of gravity locations within which the airplane must be operated at a given weight. Fuel available for flight planning. Fuel remaining after a runout test has been completed in accordance with governmental regulations. Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Standard empty weight plus optional equipment. Weight of occupants, cargo and baggage. . Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum weight approved for ground maneuver. (It includes ‘weight of start, taxi and run up fuel.) Maximum weight approved for the start of the takeoff run. Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable fuel. ISSUED: AUGUST 23, 1976PIPER AIRCRAFT CORPORATION SECTION 1 PA-34-200T, SENECA IT GENERAL 1.21 CONVERSION FACTORS MULTIPLY BY TO OBTAIN BY To IN acres 0.4047 ha cubic inches (cu. in.) 1639, om? 43560 sq. ft. 1639x107 m? 0.0015625 sq. mi, 5.787 x 10* cu. ft. 0.5541 fl. 02. atmospheres (atm) 76 cm Hg 0.01639 1 29.92 in, Hg 4.329x 10" U.S. gal. 1.0133 bar 0.01732 ;US. at. 1.033 kg/cm? 14.70 1b./sq. in. cubic meters (m?) 61024 cu. in, 2116 Ib./sa. ft. 1.308 cu, yd. 35.3147 cu. Tt. bars (bar) 0.98692 atm. 264.2 US. gal. 14,503768 —Tb,/sq- in. cubic meters per 35.3147 cu. ft./min, British Thermal Unit 0.2519958 —_ke-cal ‘minute (m? /min.) (BTU) cubic yards (cu. yd.) 27 cu. ft centimeters (cm) 0.3937 in, 0.7646 m 0.032808 ft. 202 US. gal. centimeters of 0.01316 atm degrees (arc) 0.01745 radians mercury at0*C 0.3937 in, Hg (cm He) 0.1934 1b,/sq. in. degrees per second 0.01745 —_radians/sec. 27.85 Ib,/sa. ft. (deg/sec.) 135.95 kg/m? drams, fluid (dr. fl.) 0.125 fl. 02. centimeters per 0.032808 ft/sec. second (cm/sec.) 1.9685 ft/min. drams, avdp. 0.0625 oz. avdp. 0.02237 mph (ar. avdp.) cubic centimeters 0.03381 fl.oz. feet (ft.) 30.48 om (cm?) 0.06102, cu. in. 0.3048 m 3.531 x 10° cu. ft. 12 in, 0.001 1 0.33333 yd. 2.642 x 10% U.S. gal. 0,0606061 rod 1894x104 mi. cubic feet (cu.ft) 28317 om? 1.645 x 10* NM 0.028317 m? 1728 cu. in, feet per minute 0.01136 = mph 0.037037 cu. y6. (ft:/min.) 0.01829 km/hr. 7.481 US. gal. 0.508 cm/sec. 28.32 1 0.00508 ——mjsec. cubic feet per minute 0.472 1 sec. (cu. ft/min.) 0.028317 m?/min. ISSUED: AUGUST 23, 1976 REVISED: AUGUST 1, 1977 REPORT: VB-850 1-1SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-34-200T, SENECA I MULTIPLY BY TOOBTAIN | MULTIPLY BY TO OBTAIN feet per second 0.6818 mph heetares (ha) 2471 acres (ft sec.) 1.097 km/hr. 107639 sq. ft 30.48 cm/sec, 10000 m 0.5921 kts. horsepower (hp) 33000 ft-b./min, |foot-pounds (ft-Ib.) 0.138255 | m-kg 550 ft-lb. /sec. 3.24x10% — kg-cal 76,04 mkg/sec. 1.014 metric hp foot-pounds per 3.030x 10* hp minute (ft-1b./min.) horsepower, metric 75 m-kg/sec, F 0.9863 hp foot-pounds per 1.818x 10% hp second (ftIb./sec.) inches (in.) 25.40 mm 2.540 om gallons, Imperial 277.4 cu. in. 0.0254 m (Imperial gal.) 1.201 US. gal. 0.08333 ft. 4.546 1 0.027777 syd gallons, U.S. dry 268.8 cu. in, inches of mercury 0.033421 atm (US. gal. dry) 1.556 x 107 cu. ft at O°C Gin. Hg) 0.4912 1b./sq. in. 1.164 US. gal. 70.73 Ib,/sq. ft. 4.405 1 345.3, kg/m? 2.540 om Hg gallons, U.S. liquid 231 cu. in, 25.40 mm Hg (US. gal.) 0.1337 cu. ft. 4.951 x 107 cu. yd. inch-pounds (inIb.) 0.011521 mkg 3785.4 em? 3.785 x 10% m? kilograms (kg) 2.204622 Ib. 3.785 1 35.27 oz. avdp. 0.83268 Imperial gal. 1000 & 128 fl. 02. kilogram-calories 3.9683. BTU gallons per acre 9.353, I/ha (kgal) 3087 ft-lb. (gal.jacre) 426.9 mkg grams (g) 0.001 ke kilograms per cubic 0.06243 Ib./eu. ft. 0.3527, oz. avdp. meter (kg/m?) 0.001 fem? 2.205 x 10° Ib. kilograms per 0.892 Ib.Jacre grams per centimeter 0.1 kg/m hectare (kg/ha) (g/cm) 6.721 x 107 Ib./ft. 5.601 x 10° Ib./in. kilograms per square 0.9678 atm centimeter (kg/cm?) 28.96 in. Hg grams per cubic 1000 kg/m? 14.22 1b.(sq. in centimeter (g/cm?) 0.03613 Ib,/ou. in. 2048 Ib./sq. ft. 62.43 Ib.jeu. ft. REPORT: VB-850 112 ISSUED: AUGUST 23, 1976 REVISED: DECEMBER 29, 1978PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II MULTIPLY BY ‘TO OBTAIN kilograms per square 2.896 x 10 in. He. meter (kg/m*) 1.422 x 10° 1b./sq. in. 0.2048 Ib./sq. ft. kilometers (km) 1x 10% cm 3280.8 ft, 0.6214 mi. 0.53996 = NM kilometers per hour 0.9113 ft/sec. km/hr.) 58.68 ft/min. 0.53996 kt 0.6214 mph 0.27778 msec. 16.67 m/min. knots (kt) 1 nautical mph 1.689 ft/sec. 1.1516 statute mph 1.852 km/hr. 51.48 m/sec. liters (1) 1000 em? 61.02 cu. in, 0.03531 cu. ft. 33.814 fl oz 0.264172 ‘USS. gal. 0.2200 Imperial gal 1.05669 at. liters per hectare ‘13.69 fl o2./acre (Wha) 0.107 gal.facre liters per second m2 cu. ft/min, sec.) ‘meters (m) 39.37 in. 3.280840 ft. 1.0936 yd. 0.198838 , rod 6.214 x 10°, mi. 5.3996 x 10 NM meter-kilogram 7.23301 ft-lb. (kg) 86.798 in-lb. ISSUED: AUGUST 23, 1976 REVISED: DECEMBER 29, 1978 MULTIPLY, meters per minute (m/min.) meters per second (n/sec.) microns miles, statute (mi.) miles per hour (mph) miles per hour square (m/hr. sq.) millibars millimeters (mm) millimeters of, mercury at 0°C (mm He) nautical miles (NM) ounces, avdp. (oz. avdp.) ounces, fluid (fl. 02.) BY 0.06 3.280840 196.8504 2.237 3.6 3.937 x 10% 5280 1.6093 1609.3 0.8684 44,7041 4.470 x 107 1.467 88 1.6093 0.8684 2.151 2.953 x 107 0.03937 0.03937 6080 1.1516 1852 1.852 28.35 16 29.57 1.805 0.0296 0.0078 SECTION 1 GENERAL TO OBTAIN km/hr. ft/sec. ft/min. mph km/hr. cm/sec. m/sec. ft/sec. ft./min. km/hr. kt ft/sec. sa. in. Hg in. in, Hg ft. statute mi. m km g dr. avdp. dr. fl. cm? 1 US. gal. REPORT: VB-850 1-13SECTION i PIPER AIRCRAFT CORPORATION ‘ GENERAL PA-34-200T, SENECA II MULTIPLY BY TOOBTAIN | MULTIPLY BY TO OBTAIN ounces, fluid per 0.073 Wha rod 16.5 ft acre (fl. 02./ 55 yd. acre) 5.029 m pounds (1b.) 0.453592 kg, slug 32.174 Ib. 453.6 8 3.108 x 107 slug square centimeters 0.1550. sq. in, (cm*) 0.001076 sq, ft. pounds per acre 1.12 kg/ha (ib./acre) square feet (sq. ft.) 929 om? 0.092903 m2 pounds per cubic 16.02 kg/m? 144 sq. in, foot (Ib./cu. ft.) O11 sq. yd. 2.296 x 10 acres pounds per cubic 1728 Ib.feu. ft. inch (1b./eu. in.) 27.68 g/cm? square inches 6.4516 cm? (sq. in.) 6944x107 sq. ft. pounds per square 0.1414 in, Hg foot (Ib/sa. ft.) 4.88243 kg/m? square kilometers 0.3861 5q. mi. 4.725 x 10* atm (cm?) pounds per square 5.1715 em Hg square meters (m*) 10.76391 sq. ft. inch (psi or 2.036 in, Hg 1.196 sq. yd. 1b,/sq. in.) 0.06804 atm 0.0001 ha 6 0.0689476 bar 703.1 kg/m? square miles (sq. mi.) 2.590 km? 640 acres quart, US. (qt) 0.94635 I 57.749 cu. in. square rods (sq. rods) 30.25 sq. yd. radians $7.30 deg. (arc) square yards (sq. yd.) 0.8361 m? 0.1592 rev. 9 sq. ft. 00330579 sq. rods radians per second $7.30 deg, sec. ‘ (radians/sec.) 0.1592 rev./sec. yards (yd.) 0.9144 m 9.549 pm 3 ft. 36 in, revolutions (rev.) 6.283 radians 0.181818 rod revolutions per 0.1047 radians/sec. minute (rpm or rev./min.) revolutions per 6.283 radians/sec. second (rev./sec.) REPORT: VB-850 14 ISSUED: AUGUST 23, 1976 REVISED: AUGUST 1, 1977TABLE OF CONTENTS SECTION 10 SAFETY TIPS Paragraph Page Ne No. 10.1 General 2.10: 2. 108 10.3 Safety Tips REPORT: VB-850 104(9 aPIPER AIRCRAFT CORPORATION SECTION 10 PA-34-200T, SENECA II SAFETY TIPS SECTION 10 SAFETY TIPS 10.1 GENERAL This section provides safety tips of particular value in the operation of the Seneca IL, 10.3 SAFETY TIPS (a) (b) (o) «) e) oO @ Lear to trim for takeoff so that only a very light back pressure on the wheel is required to lift the airplane off the ground. On takeoff, do not retract the gear prematurely. The airplane may settle and make contact with the ground because of lack of flying speed, atmospheric conditions, or rolling terrain, Flaps may be lowered at airspeeds up to 107 KIAS. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps. The flap step will not support weight if the flaps are in any extended position. The flaps must be placed in the “UP” position before they will lock and support weight on the step. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period. Always determine position of landing gear by checking the gear position lights. ‘A high fuel pressure indication on the fuel flow indicator is a possible sign of restricted fuel nozales, ‘The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel flow will be interrupted and a temporary loss of power may result. Pilots can prevent inadvertent uncovering of the outlet by avoiding ‘maneuvers which could result in uncovering the outlet. Extreme running turing takeoffs should be avoided as fuel flow interruption may occur. Prolonged slips and skids which result in excess of 2000 feet of altitude loss, or other radical or extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow interruption may occur when the tank being used is not full ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: OCTOBER 29, 1976 7 10-1SECTION 10 PIPER AIRCRAFT CORPORATION SAFETY TIPS PA-34-200T, SENECA II i) @ a (ky o (m) “The rudder" pedals‘are suspended from a torque tube which extends across the fuselage. The should become familiar with the proper positioning of hie feet on the rudder pedal so as to avoid interference with the torque tube when moving the rudder pedals or operating the toe brakes. Anti-collision lights should not be operating when flying through overcast and clouds, since reflected light can produce spacial disorientation, Do not operate strobe lights when taxiing in the vicinity of other aircraft. In an effort to avoid accidents, pilots should obtain and study the.safety related information made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM and safety aids. Pilots who fly above 10,000 feet should be aware of the eed for special physiological training Appropriate training is available at approximately twenty-three Air Force Bases throughout the United States for a small fee. The training is free at the NASA’Center in Houston and at the FAA. Aeronautical Center in Oklahoma, Forms to be completed (Physiological Training Application and Agreement) for application for the training course may be obtained by writing to the following address: Chief of Physiological Training, AAC-143 FAA Acronautical,Center P.O. Box 25082. Oklahoma City, Oklahoma 73125 It is recommended that all pilots who plan to fly above 10,000 feet take this training: before flying this high and then take refresher training every two or three years. Sluggish RPM control and propeller overspeed with poor RPM recovery after rapid throttle application are indications that nitrogen pressure in the propeller dome is low. Experience has shown that the training advantage gained by pulling a mixture control or turning off the fuel to simulate engine failure at low altitude is not worth the risk assumed, therefore, it is recommended that instead of using either of these procedures to simulate loss of power at low altitude, the throttle be retarded slowly to idle position. Fast reduction of power may be harmful to the engine. m P REPORT: VB-850 ISSUED: AUGUST 23, 1976 10-2 REVISED: AUGUST 1, 1977Paragraph No. General... . Airspeed Limitations : ‘Airspeed Indicator Marking Power Plant Limitations .. . Power Plant Instrament Markings - Weight Limits Center of Gravity Limits . Maneuver Limits Flight Load Factor Limits ( CFians oy) ‘Types of Operation . . Fuel Limitations Gyro Pressure Limits : Flight Into Known Icing Con Heater Limitations Operating Altitude Limitations. Noise Level Placards TABLE OF CONTENTS SECTION 2 LIMITATIONS ions REPORT: VB-850 diPIPER AIRCRAFT CORPORATION SECTION 2 PA-34-200T, SENECA IE LIMITATIONS a SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the “FAA Approved” operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the PA-34-200T Seneca II and its systems. 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 Never Exceed Speed (Viz) - Do not exceed this speed in any operation. 195 195 Maximum Structural Cruising Speed (Vo) - Do not exceed this speed except in smooth air and then only with caution. 163 165 Design Maneuvering Speed (Va) - Do not make full or abrupt control movements above this speed. ‘At 4570 LBS. G.W. 136 138 At 3068 LBS. G.W. 121 122 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 while operating in rough air. Maximum Flaps Extended Speed (Vex) - Do not exceed this speed with flaps extended. 107 109 Maximum Gear Extended Speed (Vig) - Do not exceed this speed with landing gear extended. D9 130 Maximum Landing Gear Extending Speed (Vio) - Do not extend landing gear above this speed, 129 130 UGUST 23, 1976 REPORT: VB-850 JULY 9, 1979 2SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-200T, SENECA II eee KIAS KCAS Maximum Landing Gear Retracting Speed (Vio) - Do not retract landing gear above this speed. 107 109 Air Minimum Control Speed (V mc) - Lowest airspeed at which airplane is controllable with one engine operating and no flaps, 66 69 Best Single Engine Rate of Climb Speed 89 90 2.5 AIRSPEED INDICATOR MARKINGS MARKING KIAS Green Arc (Normal Operating Range) 63 to 163, Yellow Arc (Caution Range - Smooth Air) 163 to 195 White Arc (Flaps Extended Range) 61 to 107 Radial Red Line (Never Exceed - Smooth Air) 195 Radial Red Line (Minimum Control Speed - Single Engine) 66 Radial Blue Line (Best Rate of Climb Speed - Single Engine) 89 2.7 POWER PLANT LIMITATIONS (@)_ Number of Engines 2 (>) Engine Manufacturer Continental (©) Engine Model Number (). Left ‘TSIO-360E or TSIO-360EB (2) Right LTSIO-360E or LTSIO-360EB (a) Engine Operating Limits (1). Rated Horsepower Sea level 200 12,000 ft. 2s (2) Maximum Rotational Speed (RPM) 2575 (3) Maximum Manifold Pressure (Inches of Mercury) 40 (4) Maximum Cylinder Head Temperature 460°F (5)_Maximum Oil Temperature 240°F (©) Oil Pressure Minimum (red line) 10 PSI Maximum (red line) 100 PSI () Fuel Flow Normal Operating Range (green arc) 3.5 PSI to 20 PSI Maximum at Sea Level (red line) 25 GPH (20 PSI) (g) Fuel (minimum grade) 100 or 100LL Aviation Grade (nh) Number of Propellers 2 REPORT: VB-850 ISSUED: AUGUST 23, 1976 22 REVISED: JULY 25, 1980PIPER AIRCRAFT CORPORATION SECTION 2 PA-34-200T, SENECA II LIMITATIONS (Propeller Manufacturer: Hartzell Propeller Hub and Blade Models a Left BHC-C2YF-2CKF/FC8459-8R Right BHC-C2YF-2CLKF/FIC8459-8R b. Left BHC-C2Y F-2CKUF/FC8459-8R Right BHC-C2YF-2CLKUF/FIC8459-8R When propeller deicing boots are installed: ce. Left BHC-C2YF-2CKF/FC8459B-8R Right BHC-C2YF-2CLKF/FIC8459B-8R a. Left BHC-C2YF-2CK UF/FC8459B-8R Right BHC-C2YF-2CLKUF/FIC8459B-8R NOTES Avoid continuous operation between 2000 and 2200 RPM above 32 IN. HG. manifold pressure. Avoid continuous ground operation between 1700 and 2100 RPM in cross and tail winds over 10 knots. McCauley Propeller Hub and Blade Models a Left 3AF34C502/80HA-4 b. Right 3AF34C503/L80HA4 When propeller deicing boots are installed: Same as above. @)__ Propeller Diameter (inches) Maximum 6 Minimum 75 2.9 POWER PLANT INSTRUMENT MARKINGS (@) Tachometer Green Arc (Normal Operating Range) 500 RPM to 2575 RPM Red Line (Maximum) 2575 RPM ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: JULY 25, 1980 23SECTION 2 LIMITATIONS i, (b) © @ © wo (@) Fuel Flow and Pressure Green Arc (Normal Operating Range) Red Line (Maximum at Sea Level) Red Line (Minimum) Cylinder Head Temperature Green Arc (Normal Range) Red Line (Maximum) Oil Temperature Green Arc (Normal Operating Range) Red Line (Maximum) Oil Pressure Green Arc (Normal Operating Range) Yellow Arc (Caution) Red Line (Minimum) Red Line (Maximum) Manifold Pressure Green Arc (Normal Operating Range) Red Line (Maximum) Exhaust Gas Temperature Red Line 2.11 WEIGHT LIMITS (@) (b) (© @ Maximum Takeoff Weight Maximum Landing Weight Maximum Weights in Baggage Compartments Forward Aft Maximum Zero Fuel Weight - Standard (See page 6.61 and 6-62.) REPORT: VB-850 24 PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II 3.5 PSI to 20 PSI ‘25 GPH (20 PSI) 3.5 PSI either 360" F to 460° or 240°F to 40°F 460°F either 75°F to 240°F or 100°F to 240°! 240°F either 30 PSI to 80 PSI or 30 PSI to 60 PSI 10 PSI to 30 PSI and, either 80 PSI to 100 PST or 60 PSI to 100 PST 10 PSI 100 PSI 10 IN. to 40 IN. HG. 40 IN. HG. 1650°F 4570 LBS 4342 LBS 100 LBS 100 LBS 4000 LBS ISSUED: AUGUST 23, 1976 REVISED: JULY 9, 1979PIPER AIRCRAFT CORPORATION SECTION 2 PA-34-200T, SENECA II LIMITATIONS 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Aft Limit Pounds Inches Aft of Datum Inches Aft of Datum 3400 82.0 94.6 4570 90.6 94.6 NOTES Straight line variation between the points given. Datum is 78.4 inches forward of wing leading edge from the inboard edge of the inboard fuel tank. Itis the responsibility of the airplane owner and the pilot to assure that the airplane is properly loaded. Maximum allowable gross weight is 4570 pounds. See “Weight and Balance Section” for proper loading instructions. 2.15 MANEUVER LIMITS All intentional acrobatic maneuvers (including spins) are prohibited. Avoid abrupt maneuvers. 2.17 FLIGHT LOAD FACTOR LIMITS (Flaps Up) (a) Positive Load Factor (Maximum) 3.86 (b) Negative Load Factor (Maximum) No inverted maneuvers approved 2.19 TYPES OF OPERATIONS ‘The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day VFR. (b) Night VFR. () Day LF.R. (d) Night LPR. (@) Icing conditions when equipped per Section 2.25. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: AUGUST 30, 1978 25SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-200T, SENECA IT 2.21, FUEL LIMITATIONS (a) Unusable Fuel The unusable fuel in this aircraft has been determined as 2.5 gallons in each wing in critical flight attitudes (2.5 gallons is the total per side, each side having interconnected tanks). (b) Usable Fuel ‘The usable fuel in this aircraft has been determined as 46.5 gallons in each wing or a total of 93 gallons with standard fuel tanks and 61.5 gallons in each wing or a total of 123 gallons with optional fuel tanks installed. 2.23 GYRO PRESSURE LIMITS The operating limits for the pressure system are 4.5 to 5.2 inches of mercury for all operations as indicated by the gyro pressure gauge. 2.25 FLIGHT INTO KNOWN ICING CONDITIONS For flight in icing conditions the following equipment must be installed in accordance with Piper drawings or in an FAA approved manner: (a) Pneumatic wing and empennage boots (b) Electrothermal propeller boots (©) Electric windshield panel ()_ Heated pitot head (©) Wing ice light (8) Heated lift detectors (g) Propeller spinners must be installed. 2.27 HEATER LIMITATIONS. Operation of the combustion heater above 25,000 feet is not approved. 2.29 OPERATING ALTITUDE LIMITATIONS Flight above 25.000 feet 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. 2.31 NOISE LEVEL The noise level of this aircraft is 73.5 dB(A) when equipped with two bladed propellers and 76.4 dB(A) when equipped with three bladed propellers. No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. REPORT: VB-850 ISSUED: AUGUST 23, 1976 26 REVISED: AUGUST 30, 1978PIPER AIRCRAFT CORPORATION SECTION 2 PA-34-200T, SENECA II LIMITATIONS ‘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 Certificaton. This aircraft model is in compliance with all FAR 36 noise standards applicable to this type. 2.33 PLACARDS In full view of the pilot: THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE. OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS, AND MANUALS. NO ACROBATIC MANEUVERS (INCLUDING SPINS) APPROVED. THIS AIRCRAFT APPROVED FOR V.F.R., LF.R. DAY, NIGHT AND ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135. In full view of the pilot: MAXIMUM TAKEOFF WEIGHT 4570 POUNDS MAXIMUM LANDING WEIGHT 4342 POUNDS. ALL WEIGHT IN EXCESS OF 4000 POUNDS MUST CONSIST OF FUEL. oR MAXIMUM TAKEOFF WEIGHT 4570 POUNDS MAXIMUM LANDING WEIGHT 4342 POUNDS ALL WEIGHT IN EXCESS OF 4000 POUNDS MUST CONSIST OF FUEL, (EXCEPT IN CASES SPECIFIED BY SECTION 6 OF P.O.H.), MINIMUM SINGLE ENGINE CONTROL SPEED 66 KIAS On instrument panel in full view of the pilot: MANEUVERING SPEED = OR_—_—Va_ 136 AT 4570 LBS. 136 KIAS AT 4570 (See P.O.H.) LBS. (SEE P.O.H.) GEAR DOWN 129KIAS(MAX.) OR Vio 129 DN, 107 UP GEAR UP 107 KIAS (MAX.) Vie 129 MAX. EXTENDED 129 KIAS(MAX.) DEMONSTRATED CROSSWIND COMPONENT 17 KTS ‘OR DEMO X-WIND 17 KTS ISSUED: AUGUST 23, 1976 REPORT: VB-850 \CTOBER 5, 1979 27SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-200T, SENECA II Near emergency gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE P.O.H. BEFORE RE-ENGAGEMENT ‘Near gear selector switch: GEAR UP 107 KIAS MAX. DOWN 129 KIAS MAX. Adjacent to upper door latch (Front and rear doors): ENGAGE LATCH BEFORE FLIGHT In full view of pilot: WARNING - TURN OFF STROBE LIGHTS WHEN TAXIING 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 LBS. SEE THE LIMITATIONS SECTION OF THE PILOT’S OPERATING HANDBOOK. (On aft baggage closeout: MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. NO HEAVY OBJECTS ON HAT SHELF. On instrument panel: SINGLE ENGINE STALLS NOT RECOMMENDED. CAN CAUSE 500 FT. LOSS OF ALTITUDE AND 15° PITCH ANGLE. REPORT: VB-850 ISSUED: AUGUST 23, 1976 REVISED: JULY 25, 1980PIPER AIRCRAFT CORPORATION SECTION 2 PA-34-200T, SENECA IT LIMITATIONS (On instrument panel or sun visor: TAKEOFF CHECK LIST LANDING CHECK LIST “LANDING CHECK LIST Fuel Selectors On i Backs Erect Seat Backs Erect ‘Aux. Fuel Pump Off Fasten Belts/ Harness Fasten Belts/ Harness Alternators On. Fuel Selectors On Fuel Selectors On Engine Gages Checked Cowl Flaps Set Cow! Flaps Set Mixtures Set Mixtures Rich Mixtures Rich Propellers Set Aux. Fuel Pump Off Aux. Fuel Pump Off Alt. Air Off Propellers Set Propellers Set Cowl Flaps Open Gear Down Gear Down Seat Backs Erect Flap Set - 107 KIAS Max. Flap Set - (White Arc) Flaps Set Air Conditioner Off Air Conditioner Off" Trim Set (Stab. & Rudder) OR Fasten Belts/ Harness Controls Free - Full Travel Doors Latched/ Air Cond. Off ‘The “Air Conditioner Off" item in the above takeoff and landing check lists is mandatory for air conditioned aircraft only. On storm window: DO NOT OPEN ABOVE 129 KIAS Near windshield panel heat switch with windshield heating installation: WINDSHIELD PANEL HEAT - SEE PILOT'S OPERATING HANDBOOK. On engine instrument panel cover to left of engine controls with windshield heating installation without the entire Ice Protection System installed: WARNING - THIS AIRCRAFT IS NOT APPROVED FOR FLIGHT IN ICING CONDITIONS. In full view of the pilot for flight with the aft fuselage doors removed: FOR FLIGHT WITH AFT DOORS REMOVED, CONSULT THE LIMITATIONS AND PROCEDURES SECTIONS OF THE PILOT'S OPERATING HANDBOOK. Beneath the pitot heat switch: GND. OPP. 3 MIN. MAX. On the inside of both oil filler access doors: OIL COOLER WINTERIZATION PLATE TO BE REMOVED WHEN AMBIENT TEMPERATURE EXCEEDS 50°F. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: OCTOBER 5, 1979 29SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-34-200T, SENECA II ee On the throttic quadrant below engine and propeller controls. ‘USE PROP SYNC MANUAL FOR TAKE-OFF LANDING AND SINGLE ENGINE OPERATIONS. On the executive writing table: CAUTION - THIS TABLE MUST BE STOWED DURING TAKEOFF AND LANDING. On the instrument panel in full view of the pilot: AVOID CONTINUOUS GROUND OPERATION 1700 - 2100 RPM IN CROSS/TAIL WIND OVER 10 KT AVOID CONTINUOUS OPERATIONS 2000-2200 RPM ABOVE 32” MANIFOLD PRESSURE Adjacent to fuel tank fill caps with standard fuel tanks installed: FUEL - 100/130 AVIATION GRADE - USABLE CAPACITY 46.5 GAL. OR FUEL - 100 OR 100LL AVIATION GRADE Adjacent to fuel tank filler caps with optional fuel tank installed: FUEL - 100/130 AVIATION GRADE - USABLE CAPACITY 61.5 GAL. OR FUEL - 100 OR 100LL AVIATION GRADE REPORT: VB-850 ISSUED: AUGUST 23, 1976 210 REVISED: JULY 25, 198099-14-01 - Minimize the potential hazards See PREAMBLE ‘The New Piper Aircraft, ine (Category - Airframe Effective Date - 09/17/1999 Recurring -No ‘Supersedes - 98.04.27 Superseded by = N/A ‘The New Piper Aircraft, In. ‘Amendment 39-11209;, Docket No. 98-CE-77-AD;, Supersedes AD 98-04-27, Amendment 39-10339, Applicability: Models PA-23, PA-23-160, PA-23.235, PA-23-250, PA-E23-250, PA-30, PA-39, PA-40, PA31, PA-31300, PA-31-325, PASI-350, PASIP. PASIT, PA-3ITI, PA-31T2, PA-3IP-350, PA-34-200, PA-34-200T, PA34-220T, PA-42, PA-12-720, and PAA2-1000 airplanes ll etial number, ‘etifeated in any category. ‘Note 1: This AD appties to each aiplane dented in the preveding applicability provision, regardless of whether it hasbeen modified, altered, or repaired in the area subject to the requirements ofthis AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of {his AD is affected, the ovmer/operator must request approval for an alternative method of compliance in accordance wih paragraph (@) of this AD. The “equest should include an assessment of the ellet ofthe moiifiation, alteration, or epsir on the unale condition addressed by this AD; ad, ifthe unsale ) ition has not been eliminated, the request should include specifi propose actions to address it ompliance: Required as follows, unless already accomplished 1. For al fected airplanes, excep for Models PA-SIP,PA-31T, PA-3ITI, PA-31T2, and PA-31P-350 airplanes: Within 30 days aler March 13, 1997 (the fective date of AD. 98.04-27). 2. For all Models PA-SIP, PA-31T, PA-SIT1, PA-31T2, and PA-31P-350 airplanes: Within the next 30 days afer the effective dae ofthis AD. ‘To minimize the potential hazards associated with operating the airplane in severe icing conditions by providing mune clearly defined procedures and limitations associated with auch eonitions, accomplish the Following: (2) Atthe applicable compliance time presented in the Compliance section of this AD, aocomplish the requirements of pergraphs (a1) and (8X2) of this AD. "Note 2: Operators should iitiste action to notify and ensure that flight rewmembes are apprised ofthis change. (Revise the FAA approved Airplane Fight Manual (AFM) by incorporating the following into the Limitations Section of the AFM. This may be ‘accomplished by inserting a copy of this AD in the AFM. WARNING Sever sing may result ftom environmental conditions ouside of those for which the stplane is certiffeated. Flight in freezing rain, ficezing drizzle, or mixed ‘cing conditions (supercooled liquid water and je crystals) may result in ce buld-up on protected surfaces exceeding the capability ofthe ice protection sem, or may result in ie forming aft of the protected surfaces. This ie may not be shed using the ie protection systems, and may seriously degrade the performance and controllability of the airplane. ‘+ During fight, severe icing condition that exoeed those for which the aiplaneis certificated shall be determined by the following visual cues, Kone or ‘more ofthese visual cues exis, immediately request priority handling fiom Air Traffic Control to facilitate a route oran alte change to exit the icing conditions "=." ually extensive ice accumulation on the airfiame and windshield in ares not normally observed to collect ice. ~Accurnlation of ie onthe upper surface of the Wing, aft of the protected are. ~Accimulaton of ice on the engine nacelles and neonellersvinners firther af than normally observed.‘Sines the autopilot, when installed and operating, may mask tactile evs that indicate adverse changes in handing characterises, use ofthe autopilot is Prokibted when any of the visual cuss specie above exist, or when unusual lateral rian requirements or autopilot tim wamings arc encouniced, ‘while the aiplane isin icing conditions. * Allwing icin inapetion lights must be opentve prior ightinto known or freest icing conditions at night, (Not: This supersedes any reliet provided by the Master Minimum Equipment List (MMEL) |" @ Revie the FAA-approved AFM by incorporating the following into the Normal Procedures Seton ofthe AFM, This may be accomplished by inserting a ‘copy of this AD in the AM ‘THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE. TO SEVERE IN-FLIGHT ICING ‘Visible rain at temperatures below O degrees Celsius ambient ar temperature, * Droplets that splash or spatter on impact at temperatures below 0 degrees Celsius ambient air temperature. ‘Procedures for Exiting the Severe Icing Environment ‘These procedures ar applicable to all ight phases from takeoft to landing, Monitor the ambient ar ternperatue. While severe ing may form at temperatures s cold as -18 degrees Celsius, increased vigilance is warranted al temperatures around freezing with visible moisture present. Ie visual cues ‘specified in the Limitations Section of the AEM for idnliffing severe icing conditions ae observed, accomplish the following * Immediately request priority handling from Air Traffic Control ofiiltatea route ofan altitude change to exit the severe icing conditions inorder to avoid extended exposure to fight conditions more severe than those for which the aiplane hasbeen cereale. {Avoid abrupt and excessive maneuvering that may exacerbate contro diffeites, ‘© Donnot engage the autopilot. {Ifthe autopiot is engaged, hold the contro wheel firmly and disengage the autopilot. an unusual rol response or uncommanded roll control movement is observed, reduce the angle-of attack, * Donot extend laps when holding in king conditions, Operation with fhps extended can result in a reduced wing angle-f-attack, with the possibilty ‘of Forming on the upper surface futher af on the wing than normal, possibly af of the protected area, Ifthe faps are extended, do not retract them until the srfame is elerofice, *© Report these weather conditions to Ait Traffic Control {b) acorporating the AFM revisions as required by this AD, may be performed by the owner/operator holding at least private pilot certificate as authorized by Soo. 43:7 ofthe Federal Aviation Regulations (14 CFR 43.7), and must be entered ino the airerat records showing compliance with this AD in socordance with See, 43,9 ofthe Federal Aviation Regulations (14 CFR. 439). 2 Special ight permits may be issued in scordance with Sees. 21,197 and 2.199 ofthe Federal Aviation Reyultions (14 CFR 21.197 and 21.199) 0 ‘operat the stpane to Ication where the requirements ofthis AD ean be accompli (@) Analterative method of somplinnce or adjustment ofthe compliance time that provides an equivalent evel of safety maybe approved by the Manager, Sanll Airplane Direetorte, FAA, 1201 Walnut, site 900, Kansas City, Missouri 64106. The request shall be forwarded through an appropnate FAA, Maintenance Inspector, who may add comments and then send it tothe Manager, Small Airplane Directorate. ‘Note 3; Information conesming the existence of approved altemative methods of compliance with ths AD, if any may be obtained from the Small Airplane Directorate (@) All person fected by tis directive may examine information related to this AD atthe FAA, Central Region, ice ofthe Regional Counsel, Room 1588, 601 E. 12h Steet, Kansas City, Missouri 61106, (9 This amendment supersedes AD 98-04-27, Amendment 39-10339, ( This amendment becomes effective on August 17, 1999. FOR FURTHER INFORMATION CONTACT: Mr. John P. Dow, Sr, Aerospace Engineer, FAA, Small Aitplsne Directorate, 1201 Walnut, suite 900, ‘Kansas City, Missouri 64106; telephone: (816) 426.6932, facsimile: (816) 426-2169,TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES, Paragraph Page No. No. 3.1-—General . 3.3 Emergency Checklist... ma Airspeeds For Sale Operations Engine Inoperative Procedures Engine Fire On Ground Engine Fire In Flight . Fuel Management During Single Engine “Operation Engine Driven Fuel Pump Failure ..... Landing Gear Unsafe Warning ...... Manual Extension of Landing Gear Alternator Failure In Ieing Conditions Engine Failure With Rear Cabin and Cargo Door Removed - Electrical Failures Gyro Pressure Failures . : Combustion Heater Overheat ...... Spins : Emergency Descent : 35 Amplified Emergency Procedures (General) .- 3.7 Engine Inoperative Procedures . Detecting A Dead Engine Engine Securing Procedure (Feathering Procedure) Engine Failure Du-ing Takeoff (Below 85 KIAS) . Engine Failure Ducing Takeoff (85 KIAS or above) Engine Failure During Climb . Engine Failure During Flight (Below 66 KIAS) . Engine Failure During Flight (Above 66 KLAS) Single Engine Landing A Single Engine Go-Around Air Start (Unfeathering Procedure) 3.9 Engine Fire. : 3.11 Fuel Management During Single Engine Operation 3.13 Engine Driven Fuel Pump Failure 3.15. Landing Gear Unsafe Warnings 7 3.17. Manual Extension of the Landing Gear 3.19 Gear Up Emergency Landing 321 Engine Failure In leing Conditions 3.23 Alternator Failure In leing Conditions . REPORT: VB-850 3TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph Page No. 3.25 3.27 3.29 331 Engine Failure With Rear Cabin And Cargo Doors Removed . Electrical Failures . ales . Gyro Pressure Failures Combustion Heater Overhe Spin Recovery Emergency Descent Door Open On Takeoff . Dual Alternator Failure . Wing-Tail Deicer Panel Light. REPORT: VB-850 iiPIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA II EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3. GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided in this seciton. All of the required (FAA regulations) emergency procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane ar presented. Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided in Section 9 (Supplements). The first portion of this seciton consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systrems. ‘The remainder of the section presents amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures are suggested as a course of action for coping with the particular condition described, but are not @ substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this informaiton is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all sirraft It is suggested thatthe plot review standard emergency procedures periodically toremain proficient in them, ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: NOVEMBER 30, 1987 3SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA I ee THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-850 ISSUED: AUGUST 23, 1976TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General... . ™ 31 3.3 Emergency Check List * << - : 33 3.5 Amplified Emergency Procedures (General) . 39 3.7 Engine Inoperative Procedures 0 39 Detecting A Dead Engine 39 Engine Securing Procedure (Feathering Procedure) . - 39 Engine Failure During Takeoff (Below 85 KIAS) 3:10 Engine Failure During Takeoff (85 KIAS or above) 3:10 Engine Failure During Climb... .... 310 Engine Failure During Flight (Below 66 KIAS) . 31 Engine Failure During Flight (Above 66 KIAS) 31 Single Engine Landing . . at 311 Single Engine Go-Around . . . #12 Air Start (Unfeathering Procedure) 3 3:12 3.9 Engine Fire . . « : 312 3.11 Fuel Management During Single Engine Operation 313 3.13. Engine Driven Fuel Pump Failure 314 3.15 Landing Gear Unsafe Warnings 3-14 3.17 Manual Extension of the Landing Gear. 0... sss sss ccc cceceeeeeeeees 3.14 3.19 Gear Up Emergency Landing ...... « “ waka BIS 3.21 Engine Failure in Icing Conditions. 2... 2.00 eee eee eee eee 2. BIS 3.23 Alternator Failure in Icing Conditions... . 3-15 3.25 Engine Failure with Rear Cabin And Cargo Doors Removed 315 3.27 Blectrical Failures . . . . - 316 3.29 Gyro Pressure Failures 316 3.31 Combustion Heater Overh susanne 216 3.33. Spin Recovery i paaeee HIT 3.35. Emergency Descent . 3.37 Door Open on Takeoff . 339 Dual Alternator Failure REPORT: VB-850 34PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA IL SECTION 3 EMERGENCY PROCEDURES: 3,3 EMERGENCY CHECK LIST AIRSPEEDS FOR SAFE OPERATIONS Minimum Single Engine Yue Control... Yo.» 66 KIAS Best Single Engine Rate. of Climb ow... 89 KIAS Best Single Engine Angle of Climb 78 KIAS Maneuvering . . tiie esse ee 21 KIAS Never Exceed 2.2.0... 2.2... 195 KIAS ENGINE INOPERATIVE PROCEDURES DETECTING DEAD ENGINE Loss of thrust. Nose of aircraft will yaw in direction of dead engine (with coordinated controls). ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) To attempt to restore power prior to feathering: Mixtures . as required Fuel selector sss + - cross feed Magnetos sleft or right only Alternate air... ee .ON ‘Auxiliary fuel pump. . unlatch, on si if power is not immediately restored, OFF Feather before RPM drops below 800. Minimum control speed 66 KIAS. Best S.E.R/C . +. + 89 KIAS Maintain direction and airspeed above 76 KIAS. Mixture controls : forward Propeller controls forward Throttle controls : forward. (40 in Hg max.) Flaps . = retract Gear retract” Identify inoperative engine. Throttle of inop. engine . . retard, to verify Mixture of inop.engine ............. idle cut-off ISSUED: AUGUST 23, 1976 REVISED: APRIL 10, 1978 Prop control of inop. engine Trim... ‘Auxiliary fuel pumps - engine driven pump failure) OFF close on inop. engine, as required on operative engine Magnetos of inop. engine Cow! flaps Alternator of inop. engine . - OFF Electrical load = reduce Fuel management . . - OFF inop. engine, consider crossfeed ENGINE FAILURE DURING TAKEOFF (Below 85 KIAS) If engine failure occurs during takeoff and 85 KIAS. has not been attained: Throttles . . - CLOSE both immediately Stop straight ahead. If inadequate runway remains to stop: Throttles . . . ; CLOSED Brakes... 2.2.0.0 0 + apply max. braking Master switch - OFF Fuel selectors OFF Continue straight ahead, turning to avoid obstacles. ENGINE FAILURE DURING TAKEOFF (85 KIAS or above) If engine failure occurs during takeoff ground roll, or after lift-off with gear still down and 85 KIAS, has been attained: If adequate runway remains CLOSE both throttles immediately, land if airborne and stop straight ahead. If runway remaining is inadequate for stopping, decide whether to abort or continue. If decision made to continue, maintain heading and airspee retract landing gear when climb is established and feather inoperative engine prop (see Engine Securing Procedure). REPORT: VB-850 33SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II ENGINE FAILURE DURING CLIMB If engine failure occurs when airspeed is below 66 KIAS: Rudder . . . + apply towards operating engine reduce throttle settings as required to maintain directional control lower nose to accelerate best single engine rate of climb speed (89 KIAS) increase power as, airspeed increases above 66 KIAS Tnoperative engine prop... . . FEATHER (see Engine Securing Procedure) Throttles . Nose Operative eng... . If engine failure occurs when airspeed is above 66 KIAS: Maintain directional control. Adjust airspeed toward the best single engine rate of climb speed (89 KIAS). Inoperative engine prop FEATHER (see Engine Securing Procedure) ENGINE FAILURE DURING FLIGHT (Below 66 KIAS) Rudder - -apply towards operative engine Throttles (both engines) . . . . .retard to stop turn Pitch attitude . . = « slower nose to “accelerate above 66 KIAS increase power as airspeed increases above 66 KIAS If altitude permits, a restart may be attempted. Operative eng . . If restart fails or altitude does not permit: Inop. eng. prop...... FEATHER [trim . s+ -adjust 5° bank toward operative eng. seessees complete Engine Securing Procedure as required Inop. eng. Cowl flap (operative eng.).... REPORT: VB-850 34 ENGINE FAILURE DURING FLIGHT (Above 66 KIAS) Rudder... apply toward operative engine Inop. eng. . - - identify Operative eng. ....... adjust as required Before securing inop. engine: Fuel flow check (if deficient- auxiliary fuel pump HI BOOST, if power is not restored, OFF Fuel quantity check Fuel selector (inop. ene) + cross feed Alternate air Paes - ON Mixture. . check Oil pressure and temp. + check Magneto switches .. . check If engine does not start, complete Engine Securing Procedure. Power (operative eng.) .... Mixture (operative eng.) . Fuel quantity (operative as required adjust for power eng. tank) sufficient Auxiliary fuel pump” (operative eng.) . - as required Cowl flap oeenetive eng.) ... : . asrequired Trim (Rudder) | adjust 5° bank toward operative eng. Electrical load ©... 22... dectease to min. required Land as soon as practical at nearest suitable airport. SINGLE ENGINE LANDING Inop. engine prop . . . . - feather When certain of making field: Landing gear - extend Wing flaps . lower Maintain additional approach, Final approach speed Wing flaps... altitude and speed during . 9LKIAS . 25° ISSUED: AUGUST 23, 1976 REVISED: JULY 25, 1980PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II SECTION 3 EMERGENCY PROCEDURES ee SINGLE ENGINE GO-AROUND (Avoid if at all possible.) Mixture forward Propeller forward Throttle ‘open slowly to 40 in Hg Flaps retract Landing gear +. retract Airspeed hot ~ 89 KIAS Trim 7 here oct Cowl flap operating engine... as required AIR START (UNFEATHERING PROCEDURE) Fuel selector inop. engine... . + ON ‘Aux, fuel pump inop. engine .. OFF Throttle . . . open 1/4 inch Prop control forward to cruise RPM position Mixture : Magneto switches . . Starter “prop windmills Throttle reduce power until engine is warm If engine does nt start, prime as required. Alternator .ON ENGINE FIRE ON GROUND If engine has not started: Mixture idle cut-off Throttle ....... ‘open Starter... as crank engine If engine has already started and is running, continue operating to try pulling the fire into the engine. If fire continues, extinguish with best available means. external fire extinguishing sto be applied: Fuel selector valves . Mixture .. .OFF idle cut-off ISSUED: AUGUST 23, 1976 REVISED: APRIL 10, 1978 ENGINE FIRE IN FLIGHT Affected engine: Fuel selector OFF ‘Throttle close Propeller feather Mixture idle cut-off Heater . OFF Defroster ‘ OFF If terrain permits land immediately, if fire continues. FUEL MANAGEMENT DURING SINGLE ENGINE OPERATION CRUISING When using fuel from tank on the same side as the operating engine: Fuel selector operating engine ON Fuel selector inop. engine OFF Auxiliary fuel pumps - OFF When using fuel from tank on the side opposite the operating engine: Fuel selector operating engine Fuel selector inop. engine . . . Auxiliary fuel pumps -CROSSFEED .» OFF OFF Use crossfeed in level flight only, NOTE Do not crossfeed with full fuel on same side as operating engine since vapor return fuel flow will be lost through the vent system, LANDING .ON Fuel selector operating engine Fuel selector inop. engine REPORT: VB-850 35SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II ENGINE DRIVEN FUEL PUMP FAILURE Throttle retard Auxiliary ‘uel pump sunlateh,, on HI Throttle = reset (75% power or below) CAUTIONS. If 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. DO NOT actuate the auxiliary fuel pumps unless vapor suppression is required (LO position) or the engine driven fuel pump fails (HI position). The auxiliary 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. LANDING GEAR UNSAFE WARNING Red light indicates gear intransit. Recycle gear if indication continues. Light will illuminate when gear horn sounds at low throttle settings. MANUAL EXTENSION OF LANDING GEAR Check following before extending gear manually Circuit breakers . check ‘Master switch... . . .. ON Alternators check Navigation lights OFF (aaytime) 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 emergency gear extension knob out. REPORT: VB-850 36 ENGINE FAILURE IN ICING CONDITIONS Select alternate air and attempt restart. If unable to restart engine Inop. prop oe feather Airspeed “ at or above 89 KIAS Descend if necessary to maintain airspeed. reduce Avoid further icing conditions if possible. Land as soon as practical. Maintain at least 89 KIAS on final Do not extend gear or lower flaps until certain of, ‘making field Flape les os ayes ex 3 pete 4 2s° ALTERNATOR FAILURE IN ICING CONDITIONS Overvoltage relay . reset Gireuit breakers . «check and reset Ifunable to restore alternator: Avionics. . all off except Nav Com and Transp. . OFF to maintain 65 load If icing continues terminate flight as soon as practical. Electric Windshield Prior to landing: Electric windshield i Gear may require free fall exter ON if necessary ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS REMOVED S.E. min, control speed of 67 KIAS for this configuration. If airspeed is below 67 KIAS reduce power on operating engine to maintain control. ISSUED: AUGUST 23, 1976 REVISED: AUGUST 1, 1977PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II SECTION 3 EMERGENCY PROCEDURES. ELECTRICAL FAILURES ALT annunciator light illuminated. ‘Ammeters - observe to determine inop. alt. If both ammeters show zero output, reduce electrical load to a minimum. Tum OFF both alt. switches; then tum them ON momentarily one at a time while observing ammeters. Determine alt. showing LEAST (but not zero) amperes and turn its switch on. Electrical loads . .Fe-establish up to 60A If one ammeter shows zero output, cycle its switch off, then on. If power is not restored check circuit breakers and reset once if required. If alternator remains inoperative, reduce electrical loads and continue flight. WARNING Compass error may exceed 10° with both altemators inoperative. GYRO PRESSURE FAILURES Pressure below 4.5 in Hg. RPM : . increase to 2575 Altitude descend to maintain 4.5 in Hg Use electric turn indicator to monitor Directional Indicator and Attitude Indicator performance. COMBUSTION HEATER OVERHEAT Unit will automatically cut-off. Do not attempt to restart. ISSUED: AUGUST 23, 1976 REVISED: AUGUST 1, 1977 SPINS Throttles retard to idle Rudder . . - -full opposite to direction of spin « Telease back pressure ++» full forward if nose does not drop and neutral + neutralize when rotation stops smooth back pressure to recover from dive Control wheel . Control wheel . Ailerons Rudder... Control wheel . EMERGENCY DESCENT Throttles closed Propellers . . . full forward Mixture . as required for smooth operation Landing gear extend Airspeed 129 KIAS. REPORT: VB-850 37SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA II ‘THIS PAGE INTENTIONALLY LEFT BLANK, REPORT: VB-850 ISSUED: AUGUST 23, 1976 38PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA I EMERGENCY PROCEDURES 3.$ 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 aircraft will yaw in the direction of the dead engine. ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ‘The propellers can be feathered only while the engine is rotating above 800 RPM. Loss of centrifugal force due to slowing RPM will actuate a stop pin that keeps the propeller from feathering each time the engine is stopped on the ground. Single engine performance will decrease if the propeller of the inoperative engine is not feathered. NOTE If circumstances permit, in the event of an actual engine failure, the pilot may elect to attempt to restore power prior to feathering. If circumstances permit an attempt to restore power prior to feathering, adjust the mixture control as required, move the fuel selector control to Crossfeed and select either L (left) or R (right) magneto to check magneto grounding. Move the alternate air control to ON and unlatch the auxiliary fuel pump switch and turn it to the HI position, If power is not immediately restored turn off the auxiliary fuel pump. Keep in mind that the minimum single engine control speed is 66 KIAS and the best single engine rate of climb speed is 89 KIAS when beginning the feathering procedure. To feather a propeller, maintain direction and an airspeed above 76 KIAS. Move the mixture and propeller controls forward. The throttle controls should be moved forward while monitoring the manifold pressure gauge to ensure that the manifold pressure does not exceed 40 inches of Hg. Retract the flaps and landing gear and identify the inoperative engine. The airplane will yaw in the direction of the dead engine. Retard the throttle of the suspect engine to verify loss of power. The mixture control of the inoperative engine should be moved to idle cut-off position and the propeller control of the inoperative engine should bbe moved to the feather position Trim the aircraft as required and maintain a 5° bank toward the operating engine. The auxiliary 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. Cowl flaps should be used as necessary on the operative engine. The alternator of the inoperative engine should be tumed 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. If necessary, consider the use of crossfeed (refer to Fuel Management During Single Engine Operation. paragraph 3.11) ISSUED: AUGUST 23, 1976 REPORT: VB-850 SED: JULY 9, 1979 39SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA IT —W NOTE When an engine is feathered the alternator, gyro air, and oil annunciator warning lights will remain illuminated. ENGINE FAILURE DURING TAKEOFF (Below 85 KIAS) ‘The single engine minimum control speed for this airplane is 66 KIAS under standard conditions, If engine failure occurs during takeoff ground roll or 85 KIAS has not been attained, CLOSE both throttles immediately, land if airborne, and stop straight ahead. If inadequate runway remains to stop, close the throttles, land if airbome and apply maximum braking. The master switch and fuel selectors should be tured OFF. Continue path straight ahead turning to avoid obstacles as necessary, ENGINE FAILURE DURING TAKEOFF (85 KIAS or above) If engine failure during takeoff ground roll or after lift-off with the gear still down and 85 KIAS has been attained the course of action to be taken will depend on the runway remaining. If adequate runway remains, CLOSE both throttles immediately, land if airbome and stop straight ahead. If 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, obstructions, the weather, and the pilot's competence. If the decision is made to continue the takeoff, maintan heading and airspeed. Feather the inoperative engine and when climb is established RETRACT the landing gear. (Refer to Engine Securing Procedures, paragraph 3.7). During a short field takeoff with 25° flaps, the airplane is momentarily below Vine. In the event that an engine failure should occur while the airplane is below Vic, it is mandatory that the throttle on the operating engine be retarded and the nose lowered immediately to maintain control of the airplane. ENGINE FAILURE DURING CLIMB The single engine minimum control speed for this airplane is 66 KIAS under standard conditi If an engine failure occurs when airspeed is below 66 KIAS reduce the power on the operating engine as required to maintain directional control. The nose of the airplane should be lowered to accelerate toward the best single engine rate of climb speed of 89 KIAS. The next step is to feather the inoperative engine (refer to Engine Securing Procedure, paragraph 3.7). If engine failure occurs when an airspeed of 66 KIAS has been attained, maintain directional control and adjust airspeed toward the best single engine rate of climb speed of 89 KIAS. The inoperative engine should now be feathered by following the Engine Securing Procedure provided by paragraph 3.7. REPORT: VB-850 ISSUED: AUGUST 23, 1976 340 REVISED: APRIL 10, 1978PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA II EMERGENCY PROCEDURES: ENGINE FAILURE DURING FLIGHT (Below 66 KIAS) fail during flight at an airspeed below 66 KIAS, apply rudder towards the operative engine to maintain directional control. The throttles should be retarded to stop the yaw force produced by the assymetrical thrust. Lower the nose of the aircraft to accelerate above 66 KIAS and increase the power on the operative engine as the airspeed exceeds 66 KIAS. After an airspeed above 76 KIAS has been established, an engine restart attempt may be made if altitude permits. If the restart has failed, or altitude does not permit, the engine should be secured. Move the propeller control of the inoperative engine to FEATHER and complete the “Engine Securing Procedure.” Adjust the trim to 5° bank toward the operating engine. The cow! flap on the operative engine should be adjusted as required to maintain engine temperature within allowable limits ENGINE FAILURE DURING FLIGHT (Above 66 KIAS) If an engine fails at an airspeed above 66 KIAS during flight, begin corrective response by identifying the inoperative engine. The operative engine should be adjusted as required after the loss of power has been verified. Once the inoperative engine has been identified and the operating engine adjusted properly, an engine restart may be attempted if altitude permits and the airspeed is maintained above 76 KIAS. Prior to securing the inoperative engine, check to make sure the fuel flow to the engine is sufficient. If the fuel flow is deficient, tum ON the auxiliary fuel pump to the inoperative engine. Check the fuel quantity on the inoperative engine side for a sufficient supply, switch the alternate air “ON” and vary the mixture control position. Check the oil pressure and oil temperature and insure that the magneto switches are ON. If the engine fails to start it should be secured using the Engine Securing Procedure. After the inoperative engine has been secured, the operative engine can be adjusted. Power should be maintained as required and the mixture control should be adjusted for power. Check the fuel supply and turn ON the auxiliary fuel pump if necessary. The cowl flaps on the operative engine should be adjusted as required to maintain engine temperatures within allowable limits. Trim 5° bank toward the operating engine. The electrical load should be decreased to a required minimum. Land as soon as practical at the nearest suitable airport SINGLE ENGINE LANDING Complete the Engine Securing Procedure (paragraph 3.7). The landing gear should not be extended and the wing flaps should not be lowered until certain of making the field. Maintain additional altitude 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. A final approach speed of 91 KIAS and the use of 25° rather than full wing flaps will place the airplane in the best configuration for a go-around should this be necessary. UNDER SOME CONDITIONS. OF LOADING AND DENSITY ALTITUDE A GO-AROUND MAY BE IMPOSSIBLE, AND IN ANY EVENT THE SUDDEN APPLICATION OF POWER DURING SINGLE ENGINE OPERATION MAKES CONTROL OF THE AIRPLANE MORE DIFFICULT. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: APRIL 10, 1978 341SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA I SINGLE ENGINE GO-AROUND A SINGLE ENGINE GO-AROUND SHOULD BE AVOIDED IF AT ALL POSSIBLE. To execute a single engine go-around, advance the mixture and propeller levers forward. The throttle should be advanced slowly to 40 inches of manifold pressure, Retract the flaps and landing gear, Maintain airspeed at the best single engine rate of climb speed of 89 KIAS. Set the trim and cowl flaps as required, AIR START (UNFEATHERING PROCEDURE) Move the fuel selector for the inoperative engine to the ON position and check to make sure the auxiliary fuel pump for that engine is OFF. Open the throttle 1/4 inch and push the propeller control forward to the cruise RPM position. The mixture should be set RICH. Turn ON the magneto switches and engage the starter until the propeller windmills. The throttle should be set at reduced power until the engine is warm. If the engine does not start, prime as necessary. The alternator switch should then be turned ON. 3.9 ENGINE FIRE IN-FLIGHT The possibility of an engine fire in flight is extremely remote. The procedure given below is general and pilot judgment should be the deciding factor for action in such an emergency. If an engine fire occurs in flight, place the fuel selector of the affected engine in the OFF position and close its throttle. Feather the propeller on the faulty engine. Move the mixture control to idle cut-off. The heater and defroster (in al! cases of fire) should be OFF. A landing should be made if terrain permits. ON THE GROUND The first attempt to extinguish the fire is to try to draw the fire back into the engine. If the engine has not started move the mixture control to idle cut-off and open the throttle, Begin to crank the engine with the starter in an attempt to pull the fire into the engine. If the engine has already started and is running, continue operating to try to pull the fire into the engine, In either case (above), if the fire continues longer than a few seconds the fire should be extinguished by the best available external means. If an external fire extinguishing method is to be applied move the fuel selector valves to OFF and the mixture to idle cut-off. REPORT: VB-850 ISSUED: AUGUST 23, 1976 312 REVISED: AUGUST 1, 1977PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA II EMERGENCY PROCEDURES 3.11 FUEL MANAGEMENT DURING SINGLE ENGINE OPERATION A crossfeed is provided to increase range during single engine operation. Use crossfeed in level flight only. 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 inoperative engine should be OFF. The auxiliary fuel pumps should be OFF except in the case of an engine driven fuel pump failure. If an engine driven fuel pump has failed the auxiliary fuel pump on the operating engine side must be ON. Increased range is available by using fuel from the tank on the opposite side o7 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 auxiliary fuel pumps should be OFF. NOTE A vapor retum line from each engine will return a percentage of fuel back to the tank on the same side as that engine. Therefore, a 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 30 minutes to bring the fuel level down before returning to crossfeed or fuel may be pumped overboard through the fuel vent. LANDING During the landing sequence the fuel selector of the operating engine must be ON and the fuel selector of the inoperative engine OFF. The auxiliary fuel pump of the operating engine should be OFF except in the case of an engine driven fuel pump failure. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: AUGUST 1, 1977 3-13SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA II 3.13 ENGINE DRIVEN FUEL PUMP FAILURE Should a malfunction of the engine driven fuel pump occur, the auxiliary fuel pump system can supply sufficient fuel pressure for engine power up to approximately 75%. Any combination of RPM and Manifold Pressure defined on the Power Setting Table may be used, but leaning may be required for smooth operation at altitudes above 15,000 feet or for RPM’s below 2300. Normal cruise, descent and approach procedures should be used Loss of fuel pressure and engine power can be an indication of failuce of the engine driven fuel pump. Should these occur and engine driven fuel pump failure is suspected, retard the throttle and unlatch the auxiliary fuel pump and select the HI position. The throttle can then be reset at 75% power or below. CAUTION If normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be tumed 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. DO NOT actuate the auxiliary fuel pumps unless vapor suppression is required (LO position) or the engine driven fuel pump fails (HI position). The auxiliary 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, 3.15 LANDING GEAR UNSAFE WARNINGS The red landing gear light will illuminate when the landing gear is in transition between the full up position and the down and locked position. The pilot should recycle the landing gear if continued illumination of the light occurs. Additionally, the light will illuminate wen the gear warning horn sounds. The gear warning horn will sound at low throttle settings if the 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 master switch is ON. Now check the altemators. If it is daytime, turn OFF the navigation lights. To execute a manual extension of the landing gear, begin by repositioning the clip covering the emergency disengage control downward, clear of the knob. Power should be reduced to maintain airspeed below 85 KIAS. Place the landing gear selector switch in the GEAR DOWN LOCKED position and pull the emergency gear extension knob. Check for 3 green indicator lights. WARNING If the emergency gear extension knob has been pulled out to lower the gear due to a gear system 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 hydraulic and electrical systems, REPORT: VB-850 \UGUST 23, 1976 344 REVISED: AUGUST 1, 1977PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA II EMERGENCY PROCEDURES Os 3.19 GEAR-UP EMERGENCY LANDING An approach should be made with power at a normal airspeed with the flaps up. The flaps are left up to reduce wing and flap damage. Close the throttles just before touchdown. Tum OFF the master 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 IN ICING CONDITIONS If engine failure occurs during icing flight select ALTERNATE AIR and attempt to restart the engine. If the engine restart procedure fails, feather the inoperative propeller (refer to Engine Securing Procedure, paragreph 3.7). An airspeed at or above 89 KIAS must be maintained. It may be necessary to descend to maintain this airspeed. Reduce the electrical loads (refer to Alternator Failure in Icing Conditions, paragreph 3.23, for load reduction), Further icing conditions should be avoided if possible and a landing ‘made as soon as practical. Maintain an airspeed of at least 89 KIAS during final approach. Do not extend the landing gear or lower the wing flaps until certain of making the field, Use 25 ° flaps rather than full flaps for landing, 3.23 ALTERNATOR FAILURE IN ICING CONDITIONS If an alternator fails during flight in icing conditions, an attempt should be made to reset the alternator overvoltage relay by cycling the corresponding alternator switch OFF and then ON. Check the circuit breakers and, if possible, reset any that have popped. If these attempts to restore the altemator have failed, turn off all avionics except one NAV COM and TRANSPONDER. Turn off the electric windshield to maintain a load less than 65 amperes. If icing conditions continue terminate flight as soon as practical. Prior to landing the electric windshield may be tumed on if necessary. If the battery has been depleted the gear may require free-fall extension and the green gear lights may not illuminate. 3.25 ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS REMOVED ‘The minimum single engine control speed for this configuration is 67 KIAS. If engine failure occurs at an airspeed below 67 KIAS, reduce power as necessary on the operating engine and apply rudder to maintain directional control. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: AUGUST 30, 1978 31SSECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA IL 3.27 ELECTRICAL FAILURES If an ALT annunciator light illuminates observe the ammeters to determine which altemator is inoperative. If both ammeters show zero output, reduce electrical loads to the minimum. Turn OFF both alternator switches and then tum them momentarily ON one at a time while observing the ammeter. The alternator showing the LEAST (but not zero) current should be turned ON. The other alternator should be left OFF. Blectrical loads may be reinstated as required to a maximum of 60 amperes. If one ammeter shows zero output, cycle its switch OFF and then ON. If this fails to restore output check the circuit breakers. The breakers may be reset once if required. If the alternator remains inoperative reduce electrical loads if necessary and continue the light. Corrective maintenance actions should be performed prior to further flights. WARNING Compass error may exceed 10 °with both alternators inoperative, NOTE ‘The markings on the ammeters (loadmeters) require mental interpolations to estimate the ampere values noted. Operating the altemators at less than 65 amperes will assure that the battery will not be depleted 3.29 GYRO PRESSURE FAILURES ‘A malfunction of the instrument pressure system will be indicated by a reduction of the pressure reading on the gauge. A red button annunciator will show in case of a feathered engine or pressure pump failure In the event of a pressure system malfunction, (pressure lower than 4.5 inches of mercury) increase engine RPM to 2575. Descend to an altitude at which 4.5 inches of mercury pressure can be maintained, if possible. The electric turn indicator should be used to monitor the performance of the directional and attitude indicators 3.31 COMBUSTION HEATER OVERHEAT In the event of an overheat condition, the fuel, air and ignition to the heater is automatically cut off. Do not attempt to restart the heater until it has been inspected and the cause of the malfunction has been determined and corrected. REPORT: VB-850 ISSUED: AUGUST 23, 1976 316 REVISED: AUGUST 1, 1977PIPER AIRCRAFT CORPORATION SECTION 3 PA-34-200T, SENECA II EMERGENCY PROCEDURES 3.33 SPIN RECOVERY Intentional spins are prohibited in this airplane. In the event a spin is encountered unintentionally, immediate recovery actions must be taken. To 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 maneuvering load factor may be exceeded. 3.35 EMERGENCY DESCENT ‘A malfunction of the oxygen system requires an immediate descent to an altitude at or below 12,500 feet NOTE Time of useful consciousness at 25,000 feet is approximately three minutes In the event an emergency descent becomes necessary, CLOSE the throttles and move the propeller controls full FORWARD. Adjust the mixture control as necessary to attain smooth operation. Extend the landing gear at 129 KIAS and maintain this airspeed. 3.37 DOOR OPEN ON TAKEOFF If either the main or rear cabin door is inadvertently left open or partially open on takeoff, fly the airplane in a normal manner and return for a landing to close the door on the ground. If a landing cannot be made it may be possible to close a door in flight. Maintain an airspeed between 85 and 94 KIAS and open the storm window. Pull the door closed, making certain the upper latch is properly positioned. Close the upper latch. It may be necessary to pull in on the upper portion of the door while the latch is being closed. It is necessary to have someone in the airplane in addition to the pilot to carry out this procedure. If the door. either main or rear, cannot be closed in flight, it is possible to continue safely for an extended period. In this case. the airspeed should be kept below 107 KIAS and above 85 KIAS to prevent buffeting as a result of the open door. 3.39 DUAL ALTERNATOR FAILURE In the event of a failure of both alternators. immediate action should be taken to reduce the overall electrical load on the system, Assuming the aircraft's battery and electrical system are in normal operating condition, the following approximate durations are probabie. Day VER with (1) cach Transponder. COMM, NAV. DME and ADF = I15 minutes. Night IFR with (1) cach Transponder, COMM. NAV. DME. ADF and Instrument Panel and position lights = 35 minutes. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: JULY 25, 1980 3.17SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-34-200T, SENECA II 3.41 WING-TAIL DEICER PANEL LIGHT If bight is illuminated more than 20 seconds pull surtace deice circuit breaker REPORT: VB-850 ISSUED: AUGUST 23, 1976 318 REVISED: JUNE 30, 1983TABLE OF CONTENTS. SECTION 4 NORMAL PROCEDURES Paragraph Page No. No. 4.1 General... 43 Airspeeds For Safe Operations | 45 Normal Procedures Checklist .. Preparation Preflight Check - Before Starting Engines . Starting Engines .. Starting Engines In Cold Weather . Warm-Up - . : 8 Belore Takeoff - Ground Check Takeoff . : : Takeoff Climb. Cruise Climb . Cruising... Descent .... Approach and Laing Go-Around.. After Landing Shutdown . 4.7. Amplified Normal Procedures (General). 4.9 Preparation . 4.11 Preflight Check : 4.13. Before Starting Engines . .. eee 415. Starting Engines (Standard Primer System) 4.16 Starting Engines (Optional Primer System) 4.17. Starting Engines When Flooded .. 4.19 Starting Engines In Cold Weather (Standard “Primer System) » 4.21 Starting Engines With External Power . a - 4.23, Taxiing .... 7 425. Before Takeofl - Ground Check - 4.27 Takeoff. . 4.29 Climb 431 Cruising 4:33. Descent .. 435. Approach and Landing 4.37 Go-Around . - REPORT: VB-850, 4iTABLE OF CONTENTS (cont) TION 4 (cont) Paragraph Page No, No. 4.39 After Landing 4.41 Shutdown 4.43, Mooring . : 4.45 Turbulent Air Operation... 4.47. Flight Into Known Icing Conditions. 4.49 Flight With Rear Cabin and Cargo Doors Removed « 4.50 VSSE - Intentional One Engine Inoperative Speed .. 4.51 VMC - Minimum Single Engine Control Speed . 453 Stalls saves cavvees vaavens vets me REPORT: VB-850PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA II NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL ‘This section describes the recommended procedures for the conduct of normal operations for the Seneca II. All of the required (FAA regulations) procedures and those necessary for the safe 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 equipment which require handbook supplements are provided by Section 9 (Supplements). ‘These procedures are provided to present a 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 normél operations of the airplane. ‘The first portion of this section consists of a short form check list which supplies an action sequence for no-mal operations with little emphasis on the operation of 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 an in-flight reference due to the lengthly explanations. The short form check list should be used for this purpose. 4.3. AIRSPEEDS FOR SAFE OPERATIONS ‘The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes 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 89 KIAS (>) Best Angle of Climb Speed 76 KIAS (c) Turbulent Air Operating Speed (See Subsection 2.3) 136 KIAS (@) Maximum Flap Speed 107 KIAS (e) Landing Final Approach Specd (Flaps 40° ) 79 KIAS, (Intentional One-Engine Inoperative Speed 76 KIAS 17 KT! (3) Maximum Demonstrated Crosswind Velocity ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: APRIL 10, 1978 41SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-200T, SENECA IL ‘THIS PAGE INTENTIONALLY LEFT BLANK, REPORT: VE-850 ISSUED: AUGUST 23, 1976 42PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA IT SECTION 4 NORMAL PROCEDURES, WALK AROUND Figure 41 4.5 NORMAL PROCEDURES CHECK LIST PREFLIGHT CHECK PREPARATION INSIDE CABIN Airplane status. - +. airworthy, Landing gear control... « DOWN position papers onboard Avionics. 0... see vee ee OFF Weather ... Suitable Master switch oo... eee ON Baggage weighed, stowed, Landing gear lights . . . . : 3GREEN, tied no red Weight and C.G. within limits Fuel quantity adequate plus Navigation . planned reserve Charts and navigation Cowl flaps... « : . OPEN equipment . 5 . onboard Master switch. . . » OFF Performance and range... . + computed — Ignition switches ae .. OFF ‘and safe Mixture controls : idle cut-off Trim indicators. - 2... neutral Flaps . . + check operation Controls + free Pitot and static systems -drain Empty seats . . fasten belts Crossfeed drains - drain ISSUED: AUGUST 23, 1976 REPORT: VB-850SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA IT OUTSIDE CABIN Crossfeed drains ......eeesee sees closed Right wing, aileron and flap . check, no ice no leaks Right main gear a proper inflat Strut . Tire swan see check Right wing tip...... ++. check Right leading edge .. check, no ice Fuel cap. + open, check quantity and color, secure check oil -check Right engine nacelle. Right propeller Cowl flaps ++ OPEN and secure Fuel drains... ae drain Nose section . check Nose gear. secre, NO leaks Strut . ++ proper inflation Tow bar +» femoved and stowed Landing light....0-.0.0cc0008 se check Forward baggage door (key removabl locked position only)......... secure and locked Windshield......... ores «clean Left wing, engine nacelle and landing gear..... +++ check as on Tight side Pitot tube. +++ clear, checked Stall warning vanes - - check Rear door en ss latched Left static vent... So + clear Dorsal fin air scoop teteeeeeeeese clear Empennage ... sisese cheek, no ice Stabilator......00.. feeeeeseees free Right static vent .........., sees Clear Antennas ..... Bees «check Navigation and landing lights............. check BEFORE STARTING ENGINES adjusted fasten/ adjust check inertia reel Parking brake ..... Circuit breakers. Radios . Alternators... REPORT: VB-850 +4 STARTING ENGINES (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) Fuel seiector Mixture .... Throttle ON ICH travel Propeller FORWARD Master switch ... severe ON Ignition switches. ON Propeller .... 3 clear Starter... feeeeenee ees EMgage Primer button ...... + ON as required Throttle ...... seeeeeeese Retard Wheh engine stars Oil pressure ....... ceceees ee check Repeat for opposite engine Alternators ..... seeeeeee cheek. Gyro pressure 22... veces check STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL ENGINE PRIMER SYSTEM) Fuel selector ON Mixture . vitcuee, FULL RICH Throttle... -.. secesee FULL FORWARD Prop control . . FULL FORWARD Master switch os ON Ignition switch (mag). ON Auxiliary fuel pump . “OFF Primer vente ON See Figure 4-3 for Priming Time Throttle . anaes CLOSE Starter ...00... - engage ‘At temperatures below *20°F continue priming while cranking until engine starts When engi Starter Throttle . starts & accelerates thru 500 RPM: pe release advance slowly 10 obtain 1000 RPM % «release vesees slow only as necessary to obtain smooth engine operation (1-3 minutes will be required when temp. is below 20° F) check, Primer .. ‘Auxiliary fuel pump. Oil pressure Repeat for opposite engine. ISSUED: AUGUST 23, 1976 REVISED: NOVEMBER 30, 1987PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II SECTION 4 NORMAL PROCEDURES Alternators Gyro pressure. NOTE When starting at ambient temperatures 420°F and below, operate first engine started with altemator ON (at _max charging rate not to exceed 1500 RPM) for 5 minutes minimum before initiating start on second engine. STARTING ENGINES WHEN FLOODED Mixture. . «idle cutoff Throttle + full FORWARD. Propeller -FORWARD Master swi .ON Ignition switches ON Auxiliary fuel pump. OFF Propeller . - clear Starter engage When engine fires: Throttle retard Mixture advance slowly STARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) Peaaaes . turn through by hand (3 times) Props - Fuel selector teens -..ON Mixture. a5 full RICH Throttle . ~ full FORWARD Prop control . full FORWARD Master switch . . . +++ ON Ignition switch (mag) | .ON ‘Auxiliary fuel pump ON LOW boost Starter =. engage Primer... « On for 3 sec. Throttle... full FORWARD to full AFT Primer... 2. ON 3 se0., then OFF 3 sec., then ON 3 sec. ISSUED: AUGUST 23, 1976 REVISED: OCTOBER 29, 1976 When engine fires: Starter eave engaged Primer button |: Die. tap until rhythmic fzing Starter... weve ee arolease ‘Throttle half travel Oil pressure «check If engine begins to falter: Primer button. . tap Throttle. . 1000 RPM. Avaxiliary fuel pump... 0... OFF after start complete STARTING WITH EXTERNAL POWER SOURCE Master switch... 2... OFF All electrical equipment OFF Terminals .......- ++ connect External power plug - insert in fuselage Proceed with normal start Throttles ... . . lowest possible RPM External power plug . disconnect from fuselage Master switch. . ON-check ammeter Oil pressure. . check WARM-UP ‘Throttles .. . « = 1000 to 1200 RPM TAXIING Chocks . . removed Taxi area clear Throttle apply slowly Brakes . ae check Steering : ease esse. chock Instruments... 06 eee + check Heater and defroster check Fuel selector « ON, check crossfeed Autopilot. sneueraw TE OFF REPORT: VB-850 45SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II BEFORE TAKEOFF - GROUND CHECK Parking brake . . Mixture controls Prop. controls . Throttle control Manifold pressure lines . Prop. controls “300 RPM max. drop Throttle controls 1900 RPM Prop. controls . + check governor Prop. controls . - full FORWARD Alternate air ON then OFF Magnetos check, max. drop 150 RPM, max. diff. drop 50 RPM. Alternator output . = «+ check Gyro pressure gauge «+. 4 to 5.2 in, Hg. Throttles : 800-1000 RPM Fuel selectors - @ Alternators ae Engine gauges anon Annunciator panel... . Altimeter Attitude indicator DG. ...... : Clock wound and set Mixtures - =. «set Propellers ‘set in forward position Quadrant friction . - -adjusted Alternate air tee eee ees OFF Cowl flaps... =. - ces Set Seat backs... 2. a erect Wing flaps... eee es eet i set belts and harness... «fasten jadjust Empty seats... . - seat belts fastened Controls. - free, full travel Doors « latched Auxiliary fuel pumps | OFF Pitot heat = as required REPORT: VB-850 46 TAKEOFF CAUTIONS Do not exceed 40 in, Hg. manifold pressure, Fast taxi tums immediately prior to takeoff run can cause temporary malfunction of one engine during takeoff. ‘Normal sea level takeoff at 39 in, Hg. and 2575 RPM. Adjust mixture prior to takeoff from high. elevations. Do not over heat. Do not exceed 40 in, Hg. manifold pressure. NORMAL TAKEOFF (Flaps up) Flaps... 0.2.2 cece esse UP Accelerate to 66 to 71 KIAS. Control wheel . “ ease back to rotate to climb attitude After breaking ground, accelerate to best rate of climb speed of 89 KIAS. Gear... . -UP SHORT FIELD TAKEOFF (Flaps up) Flaps uP Stabilator trim takeoff range Brakes 0.1. oes ese emeven ees set Full power before brake release, Accelerate to 66 KIAS. Control wheel . . . rotate firmly to attain 71 KIAS through 50 ft. Accelerate to best angle of climb speed of 76 KIAS for obstacle clearance or best rate of climb speed of 89 KIAS, no obstacle, Gear veneer se ISSUED: AUGUST 23, 1976 REVISED: JUNE 30, 1983PIPER AIRCRAFT CORPORATION PA-34-200T, SENECA II SECTION 4 NORMAL PROCEDURES SHORT FIELD TAKEOFF (25° Flaps) Flaps... » .25° (second notch) Stabilator trim a set Brakes rere “set Full power before brake release. Accelerate to 61 KIAS. Control wheel. . «rotate firmly to attain 69 KIAS through 50 ft. Gear en eee eee) UP TAKEOFF CLIMB Mixture full RICH Prop speed . 2575 RPM Manifold pressure . DO NOT EXCEED 40 in, He. Climb speed Best angle . 16 KIAS Best rate . - 89 KIAS Cow! flaps + as required CRUISE CLIMB Mixture «full RICH Prop speed : 2450 RPM Manifold pressure 31.5 in. Hg. Climb speed 102 KIAS Cowl flaps as required CRUISING Reference performance charts, Teledyne Continental Operator's Manual and power setting table. Power set Cow! flaps as required Mixture - adjust Engine gauges ‘monitor DESCENT Mixtures . . - enrich with descent Throttles . - cruise setting Cowl flaps - CLOSED ISSUED: AUGUST 23, 1976 REVISED: JUNE 30, 1983 APPROACH AND LANDING Gear warning hom . - wes. check Aimpeed ... 00 -98 KIAS on downwind leg Seat backs... .. +. erect Seat belts and harness + fasten/adjust Fuel selectors. 2 ON Cowl flaps . + as srequied Auxiliary fuel pumps - -OFF Mixture controls. . so set. Propellers 5 1... 2250 RPM Landing gear DOWN, 129 KIAS max. Flaps . set as required Airspeed - 97 KIAS on base leg, 87 KIAS on final On close final: Power see vaawoee be eee reduced Prop. controls... full FORWARD GO-AROUND Full takeoff power, both engines (40 in. Hg, max.) Establish positive climb, Flaps Gear one Cowl flaps 2... ss t AFTER LANDING retract Clear of runway Flaps... Cowl flaps Alternate air SHUTDOWN Heater . - FAN 2 min. then OFF Radio and electrical equipment . . Mixture controls Magneto switches . Master switch Parking brake . . REPORT: VB-850 47SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-200T, SENECA II THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-850 ISSUED: AUGUST 23, 1976 48PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA I 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 airplane. 4.9 PREPARATION The airplane should be given a thorough preflight and walk-around check. The preflight should include a determination of the airplane’s operational status, a check that necessary papers and 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 seat belts 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. 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 that the landing gear selector is in the DOWN position, tu OFF all avionics equipment (to save power and prevent wear on the units), and tum the master switch ON. Check the landing gear indicator lights to insure that the three green lights have illuminated and the red light has not illuminated. Check the fuel supply. Adequate fuel should be indicated for the flight plus reserve. The cowl flaps should be OPEN to facilitate inspection and ensure cooling after engine start. Return the master 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 alignment. Extend and retract the flaps to check for proper operation. This check is performed rior to engine start so that you can hear any noise which might indicate binding. The controls should be free and move properly. Drain the pitot and static system lines through the drains located on the side panel next to the pilot's seat. Fasten the seat belts on the empty seats. Before leaving the cockpit, drain the two crossfeed drains on the forward side of the spar box, The first item to check during the walk-around is to insure that the crossfeed drains are closed. Check the right wing, aileron and flap hinges and surfaces for damage and ice. Make a close check of the right landing gear for leaks, proper piston exposure under a static load (3-1/2 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, ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: JULY 9, 1979 49SECTION 4 PIPER AIRCRAFT CORPORATION ‘NORMAL PROCEDURES PA-34-200T, SENECA II ‘Open the fuel cap to check the quantity and color of the fuel and cap vent. The vent should be free of obstructions. Secure the fuel cap properly. Proceeding around the engine nacelle, check the oil quantity (sixto eight quarts). Make sure that the dipstick has properly seated after checking. Check and insure that the ol 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 strut inflation. Undera ‘normal static load, 2-1/2 inches of strut should be exposed. Check the tire for wear and properinflation. Ifthe tow ber 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 key can be removed from the forward baggage compartment door in the locked position only. At the front of the airplane, the windshield should be clean, secure and free 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’ forget to check the fuel and oil. Ifa pitot cover was installed, it should be removed before flight and the holes checked for obstructions. With the heated pitot switch on, check the heated pitot head and heated lift detector for proper heating. Check ‘the stall warning vanes for movement and damage. 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. Latch the rear door securely and check the left static vent and dorsal fin air scoop for obstructions. The empennage should be free of ice and damage and all hinges should be secure. Check the stabilator for freedom of movement and ensure that the right sttic vent is unobstructed. Antennas should be secure and undamaged. After turning on the master switch and light switches in the cockpit, check the navigation and landing lights. 4.13 BEFORE STARTING ENGINES Before starting the engines, adjust the seats and fasten the seat belts and shoulder harnesses. Set the parking brake and check to make sure all the circuit breakers are in and the radios are OFF. Cowl flaps should be OPEN and alternate air OFF. The alternators should now be switched ON. NOTE If the fixed shoulder harness (non-inertia reel type) in installed, it must be connected to the seat belt and adjusted to allow proper accessibility to all controls including fuel selector, flaps, trim, etc. while maintaining adequate restraint for the occupant. If the inertia reel type shoulder harness is installed, a pull test of its locking restraint feature should be performed. REPORT: VB-850 ISSUED: AUGUST 23, 1976 410 REVISED: NOVEMBER 30, 1987PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA IL NORMAL PROCEDURES 4.15 STARTING ENGINES (AIRPLANE EQUIPPED WITH STANDARD 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. Tum the master switch and ignition switches ON. After ensuring that the propellers are clear, engage the starter. The primer button should be used (ON) as required. For cold weather starts, refer to paragraph 4.19 - 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 30 seconds, shut down the engine and have it checked. In cold weather it may take somewhat longer for an oil pressure indicaticn. Repeat the above procedure for the opposite engine ‘After the engines have started, check the alternators for sufficient output and the gyro pressure gauge for a reading between 4.5 and 5.2 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. 4.16 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 is also recommended when ambient temperatures are below #20°F, ‘Upon entering the cockpit, begin 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 the master switch and the ignition switch (mag.) ON. The auxiliary fuel pump should be OFF. Push primer switch and hold for the required priming time (see 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°F, starts should be made by continuing to prime during cranking perio. Do not release starter until engine accelerates through 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 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 5 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 ISSUED: AUGUST 23, 1976 REVISED: MARCH 11, 1977SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA.34-200T, SENECA II TIME - SECONDS -20 oO +20 +40 +60 +80 +100 AMBIENT TEMPERATURE - °F. OPTIONAL ENGINE PRIMER SYSTEM - PRIMING TIME VS. AMBIENT TEMPERATURE Figure 4-3 4.17 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 master 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. 4.19 STARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) NOTE ‘As cold weather engine operations are decidedly more demanding, it may become necessary to utilize the starting procedure listed below in low ambient temperatures. (See Continental Engine Operator's Manual for Cold Weather Operating Recommendations.) REPORT: VB-850 ISSUED: AUGUST 23, 1976 412 REVISED: OCTOBER 29, 1976PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA II NORMAL PROCEDURES NOTE It may be necessary to apply an external power source 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 insuring 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. Tum ON the master switch and the ignition switches (mags). The auxiliary fuel pump should be ON in the LOW 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 as it is determined that the engine will continue to run without it. 4.21 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 master switch OFF and turn all electrical equipment OFF. Connect the RED lead of the PEP. it 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 aircraft, Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. ISSUED: AUGUST 23, 1976 REPORT: VB-850 REVISED: AUGUST 1, 1977 413SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-200T, SENECA I NOTE For all normal operations using the PEP jumper cables, the master switch should be OFF, but it is possible to use the ships battery in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. CAUTION: Care should be exercised because if the ships battery has been depleted, the external power supply can be reduced to the level of the ships battery. This can be tested by turing the master switch ON momentarily while the starter is engaged. If cranking speed increases, the ships battery is at a higher level than the external power supply. If the battery has 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 until it receives sufficient charge, and it may not start the other engine immediately. 4.23 TAXING Remove chocks from the wheels and check to make sure the taxi area is clear. Always apply the throttles slowly. Before taxiing, the brakes should be checked by moving forward a few feet, throttling back and applying pressure on the toe pedals. As much as possible, turns during taxiing should be made using rudder pedal motion and differential power (more power on the engine on the outside of the tum, less on the inside engine) rather than brakes. During the taxi, check the instruments (turn indicator, directional gyro, coordination ball, compass) and the heater and defroster. Check the operation of the fuel management controls by moving each fuel selector to CROSSFEED for a short time, while the other selector is in the ON position. Retum the selectors to the ON position. DO NOT attempt a takeoff with the fuel selector on CROSSFEED, The autopilot (if installed) should be off during taxi. 4.25 BEFORE TAKEOFF - GROUND CHECK A thorough check should be made before takeoff, using a check list. Before advancing the throttle to check the magnetos and the propeller action, be sure that the engine oil temperature is 75°F or above. During engine run-up, head the airplane into the wind if possible (see crosswind limits for propellers) and set the parking brake. Advance the mixture and propeller controls forward and the throttle controls to 1000 RPM. Drain the manifold pressure lines by depressing the drain valves located behind and below the dual manifold pressure gauge for 5 seconds. Do not depress the valves when the manifold pressure exceeds 25 inches Hg. Check the feather position of the propellers by bringing the controls fully aft and then full forward. Do not allow more than a 300 RPM drop during the feathering check. Move the throttles to 1900 RPM and exercise the propeller controls to check the function of the governor. Retard control until a 200 to 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 a drop of 100 RPM to 200 RPM appears, then advancing the throttle to get a slight increase in manifold pressure, The propeller speed should stay the same when the throttle is advanced, thus indicating proper function of the governor. REPORT: VB-850 ISSUED: AUGUST 23, 1976 414 REVISED: MARCH 11, 1977PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA II NORMAL PROCEDURES. Retum the propeller controls to full forward and move the alternate air controls to ON then OFF. Check the magnetos. The normal drop on each magneto is 100 RPM and the maximum drop should not exceed 150 RPM. The maximum differential drop should not exceed 50 RPM. The alternator output should be approximately equal for both alternators. A 4.5 to 5.2 in. Hg. indication on the gyro pressure gauge signifies proper operation of the gyro pressure system, CAUTION Insure that the alternators are not indicating full charge prior to takeoff Set the throtles between 800 sind 1000 RPM, check that the fuel selectors and alternator switches are ON and that all the engine gauges are within their normal operating ranges (green arc). Press-to-test the annuneiator light to make sure they all illuminate. Set the altimeter, attitude indicator and directional gyro. Wind and set the clock. Set the mixtures and advance the propeller controls in the forward position. The friction lock on the right side of the control quadrant should be adjusted. Check to make sure the alternate air iy OFF. Adjust the cow! flaps and set the wing flaps and trim (stabilator and rudder) tabs as required. The seat backs should be erect and seat belts and harnesses fastened. Fasten the seat belts on the empty seats, NOTE, If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessibility to all controls including fuel selector, flaps, trim, etc, while maintaining adequate restraint for the occupant. of its If the inertia reel type shoulder harness is installed, a pull locking restraint feature should be performed, All controls should be free with full travel. and all doors should be securely’ latched. Ensure that the ausiliary fuel pumps are OFF, Pitot heat should be used ay required. 4.27 TAKEOFF ‘The normally recommended procedure for sea level takeoff is to advance the throttle until a manifold pressure of 39 in, Hg. is indicated at 2575 RPM. During pretakeoff check at a high elevation, lean the mixture to obtain maximum power. Apply 40 in. He. manifold pressure; then lean the mixture until the fuel flow pointer stabilizes at a fuel consumption mark consistent with the altitude as shown on the green takeoff range on the gauge. Leave the mixture in this position for takeoff. Do not overheat the engine when operating with mixture leaned, If overheating occurs, enrich the mixture enough that temperature returns. to normal. NOTE The “overboost” indicator lights on the annunciator pane! will illuminate at approximately 39.8 in. Hg. manifold pressure. Do not exceed 40 in. Hg. manifold pressure. ISSUED: AUGUST 23, 1976 REVISED: JUNE 30, 1983SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-200T, SENECA IL Mlumination 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 insure 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 in the Performance Section of this Handbook. The performance shown on charts will be reduced by uphill gradient, tailwind component, or soft. wet, rough or grassy surface, or poor pilot technique. Avoid fast tums onto the runway, followed by immediate takeoff, especially with a low fuel supply. Fast taxi tus immediately prior to takeoff 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 THROTTLES. NOTE At altitudes below 12,000 feet, normal takeoff’ are made with less than full throttle - use throttle only as required to obtain 40 in. Hg. manifold pressure. DO NOT EXCEED 40 IN. HG. MANIFOLD PRESSURE. 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 ft. obstacle is desired, a flap setting of 25° is recommended. When obstacle clearance is no problem, a normal flaps up (0°) takeoff may be used. Accelerate to 66-71 KIAS and ease back on the wheel enough to let the airplane lift off. After liftoff, accelerate to the best rate of climb speed, 89 KIAS, or higher if desired, retracting the landing gear when a gear-down landing isno longer possible on the runway ‘When a short field effort is required but the situation presents a wide margin on obstacle clearance, the safest short field technique to use is with the flaps up (0°). In the event of an engine failure, the airplane is in the best flight configuration to sustain altitude immediately after the gear is raised. Set the stabilator trim indicator in the takeoff range. Set the brakes and bring the engines to full power before release. Accelerate to 66 KIAS and rotate the airplane firmly so that the airspeed is approximately 71 KIAS when passing through the 50-foot height. The airplane should then be allowed to accelerate to the best angle of climb speed (76 KIAS at sea level) if obstacle clearance is necessary, or best rate of climb speed (89 KIAS) if obstacles are not a problem. The landing gear should be retracted when a gear-down landing is no longer possible on the runway. The distances for this takeoff procedure are given on a chart in the Performance Section of this Handbook. REPORT: VB-850 ISSUED: AUGUST 23, 1976 416PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA II NORMAL PROCEDURES When the shortest possible ground roll and the greatest clearance distance over a S0-foot obstacle is desired, use a 25-degree flap setting (second notch). Set the stabilator trim indicator slightly nose up from the takeoff range. Set the brakes and bring the engines to full power before release. Accelerate to 61 KIAS and rotate firmly so that when passing through the 50-foot height the airspeed is approximately 69 KIAS. Retract the gear when a gear down landing is no longer possible on the runway. It should be noted that the airplane is momentarily below Vme when using the above procedure. IN THE EVENT THAT AN ENGINE FAILURE SHOULD OCCUR WHILE THE AIRPLANE IS BELOW Vc, IT IS MANDATORY THAT THE THROTTLE ON THE OPERATING ENGINE BE RETARDED AND THE NOSE LOWERED IMMEDIATELY TO MAINTAIN CONTROL OF THE AIRPLANE. It should also be noted that when a 25-degree flap setting is used on the takeoff roll, an effort to hold the airplane on the runway too long may result in a “wheelbarrowing” tendency. This should be avoided. The distances required using this takeoff procedure are given on a chart in the Performance Section of this Handbook, 4.29 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 consideration. The best rate of climb speed (89 KIAS) should be maintained with full power on the engines until adequate terrain clearance is obtained. At this point, engine power should be reduced to 31.5 inches manifold pressure and 2450 RPM (approximately 75% power) for cruise climb. A cruise climb speed of 102 KIAS or higher is also recommended. This combination of reduced power and increased climb speed provides better engine cooling, less engine wear, reduced fuel consumption, lower 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. Cowl 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 auxiliary 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. ISSUED: AUGUST 23, 1976 REPORT: VB-850 UGUST I, 1977 417SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-34-200T, SENECA II 4.31 CRUISING When leveling off at cruise altitude, the pilot may reduce to a cruise power setting in accordance with the Power Setting Table in this Handbook. The mixture should be leaned in accordance with the recom- mendations for the engine in the Teledyne Continental Operator's Manual which is provided with the aircraft. If cylinder head temperatures become too high during flight, reduce them by.enriching the mixture, by opening cow! flaps, by reducing power, or by use of any combination of these methods, Following level-off for cruise, the cowl flaps should be closed or adjusted as necessary to maintain Proper cylinder head temperatures, and the airplane should be trimmed to fly hands off. 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 per ice protection system (see paragraph 4.47). If icing is encountered, 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 difficulties due to increased’ control sensitivity, and impaired power plant and fuel system operation. ‘The ammeters for the electrical system should be monitored during flight, especially during night or instrument flight, s0 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 altemator outputs, Certain regulator failures can cause the alternator output voltage to increase uncontrollably. To prevent damage, overvoltage relays are installed to automatically shut off the alternator(s). The alternator light on the annUnciator panel will illuminate to warn of the tripped condition. Alternator outputs will vary with the electrical equipment in use and the state of charge of the battery. Alternator outputs should not exceed 65 amperes. REPORT: VB-850 ISSUED: AUGUST 23, 1976 418 REVISED: JULY 9, 1979PIPER AIRCRAFT CORPORATION SECTION 4 PA-34-200T, SENECA II NORMAL PROCEDURES It is not recommended to takeoff into IFR operation with a single alternator. During flight, electrical loads should be limited to $0 amperes for each alternator. Although the alternators are capable of 65 amperes output, limiting loads to 50 amperes will assure battery charging current. Since the Seneca has one combined fuel tank per engine, it is advisable 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 provided and can be used to even up the fuel, if necessary. After 30 minutes of flight, it is permissible to operate both engines from the same tank through the crossfeed. Monitor the fuel quantity for the tank not being used to avoid overflow due to vapor return. During flight, keep account of time and fuel used in connection with power settings to determine how the fuel flow and fuel quantity gauging systems are operating. If the fuel flow indication is considerably higher than the fuel actually being consumed or if an asymmetric flow gauge indication is observed, a fuel nozzle may be clogged and require cleaning. ‘There are no mechanical uplocks in the lading gear system. In the event of a hydraulic system malfunction, the landing gear will free-fall to the gear down postion. The true airspeed with gear down is approximately 75% of the gear retracted airspeed for any given power setting. Allowances for the reduction in airspeed and range should be made when planning extended flight between remote airfields or flight over water. For flight above 12,500 feet see FAR 91.32 requirements for oxygen and Section 9 - Supplements in this Handbook, 4.33 DESCENT Wien 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, Cowl flaps should normally be closed to keep the engines at the proper operating temperature. ISSUED: AUGUST 23, 1976 REPORT: VB-850 419SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES. PA-34-200T, SENECA IL 4.35 APPROACH AND LANDING Sometime during the approach for a landing, the throttle controls should be retarded to check the gear warning hom. Flying the airplane with the horn inoperative is not advisable. Doing so can lead to a gear up landing as it is 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 Janding gear unsafe light will illuminate when the landing gear is in transition between the full up position and the down and locked position. Additionally, the light will illuminate when the gear warning horn sounds. The gear warming horn will sound at low throttle settings if the 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 98 KIAS and this speed should be maintained on the downwind leg. The landing check should be made on the downwind leg. ‘The seat backs should be erect and the seat belts and shoulder hamesses fastened. Both fuel selectors should be ON and the cowl flaps set as required. The auxiliary fuel pumps should be OFF. Set the mixture controls and adjust the propellers to 2250 RPM. 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 129 KIAS and the flaps at speeds as follow’ 10° (first notch) 138 KIAS maximum 25° (second notch) 121 KIAS maximum 40° (third notch) 107 KIAS maximum NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted co allow proper accessibility Lo all controls including {uel selector. flaps. trim, ete, while maintaining adequate restraint for the occupant Ivthe inertia reel type shoulder harness is installed, a pull test of its locking restraint feature should be performed. Maintain a traffic pattern speed of 98 KIAS and a final approach speed of 83 KIAS. If the aircraft is lightly loaded, the final approach speed may be reduced to 79 KIAS, When the power is reduced on close final approach, the propeller controls should be advanced to the full forward position to provide maximum power in the event of a go-around. The landing gear position should be checked on the downwind leg and again on final approach by checking the three green indicator lights on the instrument panel and looking at the external mirror to check that the nose gear is extended. Remember that when the navigation lights are on, the gear position lights are dimmed and are difficult to see in the daytime. Flap position for landing will depend on runway length and surface wind, Full flaps will reduce stall speed dusing final approach and will permit contact with the runway at a slower speed. Good pattern management includes a smooth, gradual reduction of power on final approach, with the power fully off before the wheels touch the runway. This gives the gear warning horn a chance to blow if the gear is not locked down. If electric trim is available, it can be used to assist a smooth back pressure during flare-out, REPORT: VB-850 ISSUED: AUGUST 23, 1976 4.20 REVIS NE 30, 1983,