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0% found this document useful (0 votes)
76 views98 pagesSuplements
Uploaded by
Lucas FilardiCopyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
/ 98
SECTION 9
PA-34-2207; SENECA V. ‘SUPPLEMENTS:
‘TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
ParagraplvSupplement Page
No, No.
9.1 General rn 4
1 ixed Oxygen System Installation ($ pages) 9-3
2 Air Conditioning Installation. (6 pages) 9-7
3. Tee Protection System Installation. son(16 pages) 9-13
4 Propeller Synchrophaser Installe (4 pages) 9-29
5 Bendix/King KAP/KFC 150 Series
Flight Control System csv (2 pages) 9-33
6 Bendix/King RDR 2000 Vertical Profile
‘Weather Radar System... (20 pages) 9.35
7 Bendix/King KLN 90B GPS Navigation System
with KAP/CFC 150 Autopilot System..rcu(I2 pages) 945
8 Argus 7000 Moving Map Display. (8 pages) 9.57
9 Bendix/King KX 155A
‘Comm/Nav System... (02 pages) 9-65
10 Garmin GNS 430 Comm/Nw... (8 pages) 9-77
11 S-TRC System 55 Autopilo 9.85
12 Garmin GNS 430 Comm/Nav with Traffic Advisory
‘and Lightning Strike Advisory Data, (8 pages) 9-87
13. Garmin GNS 530 Comm/Nav with Traffic Advisory
and Lightning Strike Advisory Data. (8 pages) 9-95
14 BR Goodrich Skywatch Traffic Advisory System
‘Model SKY497... (6 pages) 9-103
ISSUED: JANUARY 23, 1997
REVISED: NOVEMBER 1, 2001
REPORT: VB-1649
ot SECTION 9
SUPPLEMENTS PA-34-220T, SENECA V.
‘TABLE OF CONTENTS (Continued)
SECTION 9
SUPPLEMENTS
Paragraph /Supplement Page
No, No,
15 Avidyne 740, 5-RR-MFC Series PlightMax
light Situation Display...
16 BE. Goodrich Aerospace WX-500 Stormscope -
‘Series II Weather Mapping Sersor...
17 Dual S-TEC ADF.650A ADF Receivers
with Bendix/King KI-229 RMI Indicator......(10 pages) 9-121
9.109
any
18 Garmin GTX 327 Transponde? cen (10 pages) 9-131
19 S-TRC System 55X Autopilot. 1a (
20 S-TECADF 650A System 6 pages) 9-143,
21 Garmin GMA 340 Audio Panel nsersonnnsnnnn6 pages) 9-149
22 S-TEC DME 450...
23 Avidyne 700/750, 5-RR-MBC Series FlightMax
light Situation Display.
24 $-TEC ADF-650D System.
25 Meggitt Blectronic Flight Display System (BFIS)
(4 pages) 9-155
( pages) 9-159
(10 pages) 9-167
Pilot Side Only) vane = SATT
26 -Bendix/King KMH 880
Malti-Hlazard Awareness System wn.cucnsnsn ~ 9119
27 Garmin GTX 330 Transponder... (4 pages) 9-181
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
Si REVISED: JANUARY 12, 2004 SECTIONS
‘SUPPLEMENTS
SECTION 9
‘SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with one or
‘more of the various optional systens and equipment not approved with the
standard airplane.
All of the supplements provided in this section are FAA Approved and
consecutively numbered as a permanent part of this Handbook. The
information contained in each Supplement applies only when the related
equipment is installed in the airplane,
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
9-1 SECTION 9
SUPPLEMENTS PA-34-220T, SENECA V
‘THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9.2 SECTION 9
PA-34-220T, SENECA V SUPPLEMENT 1
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRFLANE FLIGHT MANUAL
‘SUPPLEMENT NO. 1
FOR
FIXED OXYGEN SYSTEM INSTALLATION
SCOTT AVIATION PRODUCTS
AMBASSADOR MARK I
‘This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional fixed oxygen
system is installed per the Equipment List. The information contained herein
/~ supplements or supersedes the information in the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed hetein, For limitations, procedures and performance information not
Contained in this supplement, consult tee basic Plot's Operating Handbook and
FAA Approved Airplane Flight Manual.
FAA APPROVED: CBeG@e
PETER'E. PECK
D.O.A. NO. $O-1
‘THE NEW PIPER AIRCRAFT, INC.
‘VERO BEACH, FLORIDA
DATE OF APPROVAL: __ JANUARY 23, 1997 iat
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
1of4, 93 SECTION 9
SUPPLEMENT 1 PA-34-220T, SENECA V
SECTION 1 - GENERAL
‘This supplement supplies information necessary forthe operation of the
airplane when the optional fixed oxygen system is installed in accordance with
FAA Approved Piper data.
This fixed oxygen system provides supplementary oxygen for the erew
and passengers during high altitude fligats (above 10,000 feet). The major
components of the Scott oxygen system are a 77 cubic foot oxygen cylinder, an
‘oxygen supply gauge, an ON-OFF flow control knob, a pressure regulator, six
plug-in receptacles and six oxygen masks.
‘The oxygen cylinder is mounted in the forward baggage compartment.
When fully charged, the cylinder contains oxygen at a pressure of 1850 psi at
‘70°F. The oxygen supply gauge is mounted in the pilot's instrument panel. The
‘oxygen flow control knob, labeled Oxygen/ Pull-On is also mounted in the
pilot’s instrument panel. The pressure regulator is mounted directly on the
‘oxygen cylinder, once the oxygen flow control knob is on, each of the oxygen
plug-in receptacles operates as an automatic on-off valve. The oxygen cylinder
ccan be recharged through the forward baggage compartment on the left side of
the fuselage. ¢
If high altitade flight is anticipated, it should be determined that the
oxygen supply is adequate for the proposed flight and that the passengers are
briefed. When oxygen is required, the contol knob should be pulled to the ON
position, allowing oxygen to flow from the cylinder through the system.
Connecting the constant flow mask fitting to a receptacle and turning it 90
degrees clockwise, automatically releases oxygen to the mask through the on-
off valve feature of the receptacle. The occupant then dons the mask and
breathes normally fora sufficient supply of oxygen.
Each mask assembly oxygen line inccrporates a flow indicator. When the
red pellet in the indicator disappears, ocygen is flowing through the line
nonmally. Ifthe red indicator appears in ary of the lines during a period when
‘oxygen use is essential, descend immediately to a safe altitude,
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-4, 204 SECTIONS
PA:34-220T, SENECA V SUPPLEMENT 1
PA54220T SENECAY SUPPLEMENT 1
‘When not in use, masks may be stowed in the storage pockets behind the
front and center seats. Always remove fittings from the oxygen receptacles
and stow the mask when they are not in use. Ifthe control knob is pulled on
and the fitting is in the receptacle, oxygen will flow through the mask con-
tinuously. Masks may be damaged ifthey are not properly stowed.
cauTION
itively NO SMOKING while oxygen is
being used by anyonein the aircraft.
To stop the flow of oxygen through the system, the control knob should be
pushed to the OFF position. To bleed down low pressure lines, it is
recommended that the mask assembly be left connected to the outlet for at least
three minutes after the control knob is turned off.
To preclude the possibility of fire by spontaneous combustion, oil, grease,
paint, hydraulic fluid, and other flammable material should be kept away from
‘oxygen equipment.
‘SECTION 2- LIMITATIONS
(@) No smoking allowed when oxygen system is in use.
(b) Six occupants maximum when oxygen is required.
(©) Oxygen duration (Bottle pressure 1850 PST):
DURATION IN HOURS AT ALTITUDE
(Based on 90% Consumption)
Persons
Using System 10,000 15,000 20,000 25,000
1 93 98 101 103
2 47 49 SL 52
3 3 33 34 34
4 23 25 23 26
5 19 20 20 21
6 16 16 7 7
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
REVISED: SEPTEMBER 26, 1997 30f4, 95 SECTION 9
SUPPLEMENT 1
SECTION 3 -EMERGENCY PROCEDURES
(0) Time of useful conssiousness et 25,000 feet is approximately 3.
minutes. :
(©) If oxygen flow is interrupted as evidenced by the flow indicators or
hypoxic indications:
@) Install another mask unit.
@) Instat mask connection in an unused outlet if availabe.
G) If flow is not restored, immediately descend to below 12,500 fet.
In the event an emergency descent becomes necessary, CLOSE the
throtles and move the propeller controls fill FORWARD. Adjust the mixture
control as necessary to attain smooth operaion, Extend the landing gear &t 130
XKIAS and maintain this airspeed.
‘SECTION 4- NORMAL PROCEDURES
PREFLIGHT
(@) Check oxygen quantity.
(© Tum on oxygen system and check flow indicators on all masks. All
masks ae stored inthe Seat pocket ofthe font and mile seats.
IN-FLIGHT
(@) Adjust oxygen mask.
©) Tumonsystem.
(© Monitor flow indicators and quanti.
caution
Do not use oxygen system below 200 PSI to
prevent contamination anc/or moisture from
entering depleted cylinder-regulator assembly. If
cylinder has been depleted it must be removed
and refurbished in accordance with the
‘manufacturer's recommended procedures.
SECTION 5 - PERFORMANCE
‘No changes to the basic performance provided by Section 5 of this Pilo's
Operating Handbook are necessary for this supplement,
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-6, 4004 ~
SECTION 9
SUPPLEMENT 2
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL,
‘SUPPLEMENT NO. 2
FOR
AIR CONDITIONING INSTALLATION
‘This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional air conditioning
system is installed per the Equipmest List. The information contained herein
supplements or supersedes the information in the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
‘contained in this supplement, consult the basic Salts Operating Handbook and
FAA Approved Airplane Flight Manual,
FAA APPROVED: 2 a
PETER BE. PECK
D.O.A. NO. SO-1
‘THE NEW PIPER AIRCRAFT, INC.
‘VERO BEACH, FLORIDA
DATE OF APPROVAL: __JANUARY 23, 1997
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
10f6, 9.7 SECTION 9
‘SUPPLEMENT 2 PA-34-220T, SENECA V
SECTION 1 - GENERAL,
‘This supplement supplies information necessary for the operation of the
airplane when the optional air conditionirg system is installed in accordance (_
with FAA Approved Piper data. :
‘The air conditioning system is a recirculating air system. The major
‘components include an evaporator, condenser, compressor, blower, switches
and temperature controls,
‘The evaporator is located behind the rear baggage compartment. This
‘cools the air used for the air conditioning system.
‘The condenser is mounted aft of the firewall on the Teft engine. A
retractable condenser scoop extends when the air conditioner is ON and
‘etracts toa flush position when the air contitioner is OFF,
If the air conditioner is operated on the ground, the condenser scoop
operates to a ground opening position which is larger than the in-flight
‘opening. A circuit through the squat switch on the right main gear prevents the
scoop from operating tothe ground opening when the sicraftis in light.
‘The compressor is mounted on the rear outboard side of the left engine. It
has an electric clutch which automatically engages or disengages the
compressor.
Air from the baggage area is drawn through the evaporator by the blower
and distributed through an overhead duct to individual outlets located adjacent
to each occupant.
‘The switches and temperature contol ae located on the lower right side of
the instrument panel. The temperature contol regulates the temperature of the
cabin. Turning the control clockwise increases cooling; counterclockwise
decreases cooling.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
98, 20f6 SECTION 9
PA-34-220T, SENECA V. SUPPLEMENT 2
‘The fan speed switch and the ai: conditioning ON-OFF switch are below
the temperature control. The fan can be operated independently of the air
conditioning; however, the fan must be ON for air conditioner operation.
‘Turning either switch OFF will disengage the compressor clutch and retract the
‘condenser door. Cooling air should be felt within one minute after the air
conditioner is turned on.
‘NOTE
If the system is not operating in 5 minutes, tum
the system OFF until the Fault is corrected.
‘The fan switch allows operation of the fan with the air conditioner turned
OFF to aid in cabin air circulation. LOW or HIGH can be selected to direct a
flow of air through the air conditioner outlets in the overhead duct. These
outlets can be adjusted or turned off individually.
The condenser door light (Air Cond Door Open) is located in the
‘annunciator panel and illuminates when the door is open and extinguishes
when the door is closed.
(> circuit breaker onthe circuit beaker pane! protects the aircraft electrical
system,
SECTION 2- LIMITATIONS
(@) To ensure maximum climb performance the air conditioner must be
turned OFF manually prior to takeoff to disengage the compressor and
retract the condenser door. Also the air conditioner must be turned
OFF manually before the landing approach in preparation for a
possible go-around.
(b) Placards
Jn full view of the pilot, in the area of the air conditioner controls
when the air conditioner is installed:
r WARNING
{ AIR CONDITIONER MUST BE OFF PRIOR
XY TO TAKEOFF AND LANDING AND ONE
ENGINE INOPERATIVE OPERATIONS
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
30f6, 9.9 SECTION 9
SUPPLEMENT 2
‘SECTION 3- EMERGENCY PROCEDURES
No changes to the basic Emergency Procedures provided by Section 3 of/-~
this Pilot's Operating Handbook are necessary for this supplement. 7
‘SECTION 4- NORMAL PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation
as follows:
(@) Check sirerat battery switch ON.
(©) Tum the air conditioner control switch to ON and the fan switch to
one of the operating positions - the AIR COND DOOR OPEN
annunciator light will illuminate, thereby indicating proper air
conditioner condenser door actuation,
(© Tum the air conditioner control switch to OFF - the AIR COND
DOOR OPEN annunciator warning light will go out, thereby
ting the air conditioner door is in the retracted position.
(@ Ifthe AIR COND DOOR OPEN annunciator light does not respond
as specified above an air conditioner system or indicator bulb
malfunction is indicated and further investigation should be
conducted prior to flight.
‘The above operational check may be performed during flight if an inflight
failure is suspected.
‘The condenser door light is located in the right annunciator cluster pane!
and illuminates when the door is open and extinguishes when the door is
closed.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
910, 4086 (
SECTION 9
PA-34-2207; SENECA V. ‘SUPPLEMENT 2
SECTION 5 - PERFORMANCE
Operation of the air conditioner will cause slight decreases in eruise speed
and range. Power from the engine is required to run the compressor, and the
‘condenser door, when extended, cauces a slight increase in drag. When the air
conditioner is tuned OFF there is normally no measurable difference in climb,
cruise or range performance ofthe aisplane.
NOTE
To ensure maximum climb performance the air
conditioner must be turned OFF manually before
takeoff to disengage tie compressor and retract
the condenser door. Also the air conditioner must
be turned OFF manually before the landing
approach in preparation for a possible go-arcund.
‘The air conditioner most be OFF daring all one
‘engine inoperative opecations.
Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight
planning. To be conservative, the following figures assume that the compressor
is operating continuously while the airplane is airborne. This will be the case
only in extremely hot weather.
(@) The decresse in true airspeed is approximately 4 KTS at all power
settings.
(b) ‘The decrease in range may be as much as 25 nantical miles forthe 93
gallon capacity.
(©) The decrease in range may be as much as 35 nautical miles for the
122 gallon capacity.
‘Climb performance is affected by the air conditioner operation, A decrease
in the rate of climb of as much as 80 pm can be expected at all altitudes with
the air conditioner operating,
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Sof6, 9-11 SECTION 9
‘SUPPLEMENT 2 PA-34-2207, SENECA V
‘THIS PAGE INTENTIONALLY LEFT BLANK,
aoe
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
912, 6of6 SECTIONS
PA.34.2207; SENECA V ‘SUPPLEMENT 3
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 3
FOR
ACE PROTECTION SYSTEM INSTALLATION
‘This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional ice protection
system is installed per the Equipment List. The information contained herein
supplements or supersedes the information in the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manval only in those areas,
__ listed herein. For limitations, procedures and performance information not
(~ entained in this supplement. consult the basic Pilot's Operating Handbok ant
— FAA Approved Aisplane Flight Manual
FAA APPROVED: REGO 4
PETER E. PECK
D.0.A.NO.S0-i
‘THE NEW PIPER AIRCRAFT, INC.
VERO BEACH, FLORIDA,
DATE OF APPROVAL: _JANUARY 23,1997
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
10f16, 9-13 SECTION 9
SUPPLEMENT 3 PA-34-220T, SENECA V
SECTION 1-GENERAL
This supplement supplies information necessary for the operation of the
sizplne when the optional lee Protection System is installed in accordance
with FAA Approved Piper data,
For flight into known icing conditions, a complete ice protection systen?
(igure 9-1) is required on the SENECA V.
SECTION 2 - LIMITATIONS
(@) The ice protection system was designed and tested for operation
in the meteorological conditions of FAR 25, Appendix C, for
continuous maximum and intecmittent maximum icing conditions.
‘The ice protection system was not designed or tested for flight
in freezing rain and/or mixed conditions or for icing
conditions more severe than those of FAR 25, Appendix C.
Therefore, fight in those conditions may exceed the capabilities
of the ice protection system,
(©) Equipment required for flight iio knowa or forecast icing:
) Pneumatic wing and empennage boots end SURF DEICE
annuneiation.
Q) Wing ice detection light.
G) Electrothermal propeller deice pads on the propeller blades,
(@) Blectreally heated windshield and WSELD HEAT anmunciation{
(5) Heated lift detector.
(©) Heated pitot hea.
() 2 Operating alternators.
(8) 2 Operating vacuum pumps.
(9) Alternate static source.
(20) Atl equipment required for right IFR fight.
(© If all the equipment listed is rot installed and operative, the fol
lowing placard must be installed in full view of the pilot.
WARNING
THIS AIRCRAFT IS NOT APPROVED FOR
FLIGHT IN ICING CONDIT:ONS.
PLACARDS
(On instrument panel in fll view ofthe pilot:
(SIN 3449105, 3449134, 3449140 thru 3449146, 3449150 thro 3449158,
3449161 thru 3449174, unless Piper Service Bulletin 1043 has beer
‘complied with) \
FLIGHT INTO KNOWN ICING
‘ABOVE 20,000 FT. MSL
NOT APEROVED
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9:14, 2of16 REVISED: MAY 22, 2000 ISSUED; JANUARY 23, 1997
REPORT: VB-1649
30f16, 9.15 SECTION 9
‘SUPPLEMENT 3 PA-34-220T, SENECA V
‘SECTION 3 - EMERGENCY PROCEDURES
WARNING (
The malfunction of any required deice
equipment requires immediate action to exit
icing conditions. Depending on the severity of
the icing encounter, failure to take immediate
positive action can lead to performance losses
Severe enough to make level flight impossible.
Therefore, upon verification of a system
‘malfunction or failure, clinb or descend out of
icing conditions if this provides the shortest.
route, If exit must be made in level flight,
‘consider the use of maximum power and exit by
the most direct route. The effect of the
additional fuel bumed at higher power settings
on aircraft range must be considered and an
altemate airport chosen if necessary.
ENGINE FAILURE IN ICING CONDITIONS
Select alternate air and attempt restart.
unable to restart engine:
Inoperative Propeller.
Airspeed.
Descend if necessary fo maintain airspeed,
Blectrical Load..
Avoid further icing conditions
Land as soon as practical.
‘Maintain atleast 89 KIAS on final.
Do not extend gear or lower flaps until certain of making field.
Flaps...
-REDUCE,
possible.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
916, 40016 SECTIONS
‘PA-34-220T, SENECA V. SUPPLEMENT 3
ALTERNATOR FAILURE IN ICING CONDITIONS
(Left or Right Alternator Inop. annunciator light illuminated)
NOTE
Anytime total tie bus voltage is below 25 Vdc, the
‘LOW BUS VOLTAGE annunciator will iuminate,
Verify failure. a CHECK AMMETER
Electrical toad (if Low Bus Voltage
‘annunciator illuminated). ‘Reduce until load is less than
85 amps & LOW BUS VOLTAGE
annunciator extinguished.
Failed ALTR switch.
Failed ALTR circuit breaker.
Failed ALTR switch (after OFF at
least one second) .
If power not restored:
Failed ALTR switch...
vweMonitor and maintain
below 85 amps
‘While one alternator will supply sufficient current for minimum required
avionics and cockpit lighting, use of deicing equipment, particularly
‘windshield or propeller heat, may be limited. Immediate action should be
taken to avoid or exit icing conditions. Under no circumstances may the
total electrical load exceed 85 amps. The electric cabin heater, cabin
recirculation blowers, and positioa, strobe, and landing lights should not be
used unless absolutely necessary,
ISSUED: JANUARY 23, 1997 ‘REPORT: VB-1649
Sofl6, 9-17 SECTION 9
‘SUPPLEMENT 3,
220, SENECA V
SECTION 3 - EMERGENCY PROCEDURES (CONT'D)
SINGLE VACUUM PUMP FAILURE IN ICING CONDITIONS (
(Left o Right Vacuum Inop. light illuminated - annunciator panel)
Check (within normal operating range).
| Gyro Suction Gauge..
Although either vacuum pump has sufficient capacity to operate the deice
boots and flight instruments in a normal manner, immediate action should be
taken to exit icing conditions.
PROPELLER HEAT SYSTEM MALFUNCTION
Excessive vibration may be an indication that the propeller heat is not
functioning properly.
Propeller control
Propeller heat ammeter.
“check for proper indications:
(2) ON (needle in green are)
for approx. 90 seconds
(@) OFF for approx. 90 seconds
‘A reading below the green arc during the ON cycle is an indication that the
propeller blades may not be deicing propery,
PROPHEAT switch .
Fat
OFF f failure is indicated
WARNING
Itis imperative that the PROP HEAT switch be tumed OFF
if vibration persists, This can be a symptom of uneven
blade deicing which can lead to propeller unbalance and
engine failure.
IMMEDIATE ACTION SHOULD BE TAKEN TO EXIT ICING CONDITIONS.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
918, 6 0f 16 REVISED: AUGUST 19, 1998 SECTION 9
PA-34-220T, SENECA V ‘SUPPLEMENT 3
SURFACE DEICE MALFUNCTION
If SURFACE DE-ICE annunciator light remains illuminated more than 30
seconds, pull the surface deice circuit breaker. Immediate action should be
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Tof16, 9.19 SECTION 9
SUPPLEMENT 3 2207, SENECA V
‘SECTION 4- NORMAL PROCEDURES
‘The Piper SENECA V is approved fe ight into known icing conditions —
when equipped with the complete Piper ice Protection System. Operating in\_
icing conditions of the Continuous Maximum and Intermittent Maximum as
defined in FAR 25, Appendix C has been substantiated; however, there is no
‘correlation between these conditions and forecasts of reported Light, Moderate
‘and Severe conditions.
‘Therefore, on the basis of flight tests, the following guidelines should be
observed,
(@) Flight into severe icing is not approved.
(©) Freezing rain must always be avoided.
(© Moderate icing conditions above 10,000 ft. should be avoided
whenever possible: if moderate icing conditions are encountered
above 10,000 fi, a descent to a lower altitude should be initiated if
practical
(@) Operation in light icing is approved at all altitudes.
Icing conditions of any kind should te avoided whenever possible, since (~
‘any minor malfunction which may occur is potentially more serious in icing
conditions.
WARNING
Do not cycle pneumatic boots with less than 1/4
inch of ice accumulation; operation of boots with
less than 1/4 inch ice accumulation can result in
failure to remove ice.
Do not hold momentary surface deice switch
ON.
Continuous attention of the pilot is required to monitor the rate of ico
build-up in order to effect the boot cycle at the optimum time. Boats should be
‘eycled when ice has built to between 1/4 and 1/2 inch thickness on th. leading
edge to assure proper ice removal. Repeated boot eyetes at less than 1/4 inch
can case a cavity to form under the ice and prevent ice removal, boot cycles at |
thicknesses greater than 1/2 inch may also fil to remove ice.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9.20, Bof 16 SECTION 9
PA-34-220T, SENECA V_ SUPPLEMENT 3
Icing conditions can exist in any clouds when the temperature is below
freezing; therefore it is necessary to closely monitor outside air temperature
‘when flying in clouds or precipitation, Clouds which are dark and have sharply
defined edges have high water coment and should be avoided whenever
possible, Freezing rain must always be avoided.
NOTE
Pneumatic boots must be cleaned regularly for
‘Proper operation in icing conditions. The exterior
surfaces of the aircraft should be checked prior
to flight. Do not attempt flight with frost, ice
or snow adhering to the exterior surfaces of
the aircraft or landing gear.
Prior to dispatch into forecast icing conditions all ice protection should be
functionally checked for proper operation. Before entering probable icing
Conditions tse the following procedures:
(@) Windshield deftoster - ON (iomediately)
() Pitot heat ON (immediately)
(©) Windshield heat - ON (immediately)
(@) Propeller deice - ON (when ertering icing conditions)
(©) Wing deice - ON (after 1/4 to 1/2 inch accumulation)
(Relieve propelier unbalance (if required) by increasing RPM briefly.
Repeat 2s required.
“leat forthe lift detectors is activated by the pitot heat switch
‘When ice has accumulated on the unprotected surfaces of the airplane,
aerodynamic buffet commences between 5 and 10 knots above the stall speed.
A substantial margin of airspeed should be maintained above the normal stall
speed, since the stall speed may increase by up to 10 knots in prolonged icing
encounters. Allow for increased landing distance due to higher approach
speeds.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
9of 16, 9-21 SECTION 9
SUPPLEMENT 3 PA-34-220T, SENECA V
SUPPLEMENT3 ______‘PA-34-2207, SENECA V.
SECTION 4- NORMAL PROCEDURES (Continued)
1 fs is emaining on the unprotected surfaces of the aiplane at the~
termination of the flight, the landing should be made using full flaps and
carrying a slight amount of power wherever practical, and approach speeds
should be increased by 10 ro 15 knots
(Cruise speed may be significantly reduced in prolonged icing encounters.
If icing conditions are encountered at altudes above 10,000 feet, it may be
necessary to descend in order to maintain airspeed above the best rate of climb
[speed (88 KIAS).
NOTE
Pneumatic boots must be zegularly cleaned and
‘waxed for proper operation in icing conditions.
Pitot, windshield and lift detector heat should be
checked on the ground before dispatch into icing
conditions.
‘SECTION $- PERFORMANCE,
WARNING
Tce accumulation of the unprotected surfaces can
result in significant performance loss.
Installation of ice protection equipment results in a 30 F. P. M. decrease in
single engine climb performance and a reduction of 850 feet in single engine
service ceiling.
All other performance is unchanged.
SECTION 6 - WEIGHT AND BALANCE. /
Factory installed optional equipment is included inthe licensed weight |
and balance date in Section 6 of the Aircrait Flight Manucl.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-22, 10 0f 16 REVISED: FEBRUARY 7, 2000 of
SECTION 9
PA-34-220T, SENECA Y SUPPLEMENT 3
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-
‘TECTION SYSTEM AND EQUIPMENT
For flight into known icing corditions (FIKD, a complete ice protection
system (9-1) is required on the Seneca V.
The complete ice protection system consists of the following
components: Pneumatic wing and empennage boots, wing ice detection
light, electrothermal propeller deize pads, electrically heated windshield
panel, heated lift detectors, heated pitot head. A single component or a
‘combination of components may be installed. However, the warning placard
specified in Section 2 of this supplement is required when the complete
system is not installed. Such a placard is also required if any component is
inoperative,
‘The aircraft is designed to allow operation in the meteorological
conditions of the FAR 25 envelopes for continuous maximum and
intermittent maximum icing, The airplane is not designed to operate for
an indefinite period of time in every icing condition encountered in
nature. Activation of the ice protection system prior to entering icing
conditions and attempting to minimize the length of the icing encounter will
contribute significantly to the ice flying capabilities ofthe airplane.
Pneumatic Boot Deice System
‘The pneumatic wing and empeanage boots are installed on the leading
edges of the wings, the vertical stabilizer and the horizontal stabilator. During
normal operation, when the surface deicer system is off, the engine-driven
pneumatic pumps apply a constant suetion to the deicer boots to provide
‘smooth, streamlined leading edges.
Deicer boots are inflated by a momentary ON type SURFACE DE-ICE
switch (Figure 9-3) located on the inszument panel above the control quadrant.
Actuation of the surface deice switch activates a system cycle timer that
energizes the pneumatic pressure control valves until the system pressure
reaches 17 psi or until 6 seconds is reached. The boot solenoid valves are
activated and air pressure is released to the boots, inflating all surface deicers
on the airplane,
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Moft6, 9.23 SECTION 9
SUPPLEMENT 3 PA-34-220T, SENECA V
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-
‘TECTION SYSTEM AND EQUIPMENT (CONT'D)
{
‘Pneumatic Boot Deice System (Cont'd) \
A green indicator light (Wing/Tail Deice) located in the right annunciator
luster illuminates when the wing-tail deicer surface boots are inflated above 8
psi. When the cycle is complete, the deicer solenoid valves permit automatic
overboard exhaustion of pressurized air. Suction is then reapplied to the deicer
boots.
Circuit protection for the surface deicer system is provided by a
‘SURFACE DE-ICE circuit breaker located on the circuit breaker panel.
Wing Ice Detection Light
Wing icing conditions may be detected during night flight by use of an ice
detection light installed in the outboard side of the left engine nacelle. The
Tight is controlled by a WING ICE LIGHT switch Figure 9-3). A WING ICE
LIGHT cireuit breaker located in the cicuit breaker panel provides circuit (
protection,
of;
REPORT: VB-1649
9.24, 120616 SECTION 9
PA-34-200T, SENECA V SUPPLEMENT 3
Propeller Deice Pad System
Electrothermal propeller deicer pads are bonded to the leading edges of
the propeller blades. The system is controlled by an ON-OFF type PROP DE-
ICE switch Figure 9-3). Power for the propeller deicers is supplied by the
airplane's electrical system through a PROP DE-ICE circuit breaker in the
circuit breaker panel. When the prop deice switch is actuated, power is applied
to a timer through the PROP DE-ICER ammeter which monitors the current
through the propeller deicing system. With the propeller deicing system on, the
prop deicer ammeter needle should indicate within the shaded portion of the
ammeter for a normal reading.
ICE DETECTION LIGHT, SURFACE DEICER, PROPELLER
DEICER AND HEATED WINDSHIELD CONTROL SWITCHES
Figure 9-3,
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
1B0f16, 9.25 SECTION 9
SUPPLEMENT 3, 34-2207, SENECA V
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-
‘TECTION SYSTEM AND EQUIPMENT (CONT'D)
(
Power from the timer is cycled to brush assemblies which distribute power *
to slip rings. The current is then supplied from the slip rings directly to the
clectrothermal propeller deicer pads.
‘The McCauley 3-blade propellers and Hartzell two blade propellers are
deiced by heating the entire deicer pads alternately inthe following sequence:
(@) The entire deicer pads on the right engine for 90 seconds.
(©) The entire deicer pads on the left engine for 90 seconds,
When the system is tured ON, heating may begin on any one of the
above steps, depending upon the positioning of the timer switch when the
system was tumed OFF from previous use. Once begun, eycling will proceed
in the above sequence and will continue until the system is turned off,
A preflight check of the propeller deicers can be performed by turning the
prop deice switch on and feeling the propeller deicer pads for proper heating
‘sequence, The dicer pad should become warm to the touch. €
‘The heat provided by the deicer pads reduces the adhesion between the ice
and the propeller so that centrifugal force and the blast of airstream cause the
ice tobe thrown off the propeller blades in very small pieces.
‘Heated Windshield Panel
A heated glass pane! is installed on the exterior of the pilot's windshield to
provide visibility in icing conditions. The panel is heated by current from the
airplane's electrical power supply and controlled by an ON-OFF control
switch. The control switch is located below the left avionics stack and is
placarded WINDSHIELD PANEL HEAT - SEE AIRCRAFT FLIGHT
‘MANUAL.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
926, WofIs SECTION 9
SUPPLEMENT 3
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-
‘TECTION SYSTEM AND EQUIPMENT (CONT'D)
cauTion
If the airplane is to be flown with the heated
lass panel removed, rotate the receptacle plate
180° and replace it to cover the holes in the
fuselage skin. Also replace the windshield collar
screws.
‘An operational check may be performed by turning the heated windshield
panel switch on for a period not exceeding 30 seconds. Proper operation is
indicated by the glass section being warm to the touch.
Heated Lift Detectors and Heated Pitot Head
‘Two heated lift detectors and a keated pitot head installed on the left wing
are controlled by a single ON-OFF type PITOT HEAT switch located below
the left avionies stack.
‘The heated lift detectors, one inboard and one outboard on the left wing,
are installed to prevent icing conditions from interfering with operation of the
stall warning transmitters. A Stall Warn circuit breaker in the cireut breaker
panel protects the system against an overvoltage condition. The stall warning
system should not be depended on when there is ice on the wing.
‘A heated pitot head, mounted under the left wing, is installed to provide
heat to alleviate ice accumulation from blocking the pressure intake. The
heated pitot head also has a separate circuit breaker located in the circuit
breaker pane! labeled Pitot Heat.
CAUTION
Care should be taken when an operational check
of the heated pitot head and the heated
detectors is being performed. Both units become
‘very hot. Ground operation should be limited to
3 minutes maximum to avoid damaging the
heating elements,
With the PITOT HEAT switch ON, check the heated pitot head and heated
Tift detector for proper heating.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Woft6, 9-27 SECTION 9
‘SUPPLEMENT 3 PA.34-220T, SENECA V
‘THIS PAGE INTENTIONALLY LEFT BLANK :
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9:28, 16 0f 16 SECTION 9
PA.34-220T, SENECA V ‘SUPPLEMENT 4
PILOT'S OPERATING HANDBOOK
- AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 4
FOR
PROPELLER SYNCHROPHASER INSTALLATION
‘This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional propeller
synchrophaser is installed per the Equipment List. The information contained
herein supplements or supersedes the information in the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
‘contained in this supplement, consult the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual.
FAA APPROVED: eo
PETER'E, PECK
D.O.A. NO. SO-I
‘THE NEW PIPER AIRCRAFT, INC.
‘VERO BEACH, FLORIDA
DATE OF APPROVAL: __JANUARY 23,1997
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
1of4, 9.29 SECTION 9
SUPPLEMENT 4 PA-34-220T, SENECA V
SECTION I- GENERAL
‘This supplement supplies information necessary for the operation of the
airplane when the optional propeller synchrophaser is installed in accordance’
with FAA Approved Piper data.
‘The function of the synchrophaser is to maintain both propellers at the
same RPM and at a selected phase angle. This eliminates the propeller beat
effect and minimizes vibration
When the propeller synchrophaser is installed, the left engine is
established as the master engine, and the right engine is equipped with a slave
governor which automatically maintains i's RPM withthe left engine RPM,
‘When the propeller synchrophaser is installed, a three-position switch
is located on the throttle quadrant below the propeller controls. It is
labeled OFF for manual control and 1 or 2 for propeller synchrophaser. A
blue press-to-test light is located below the switch and illuminates when the
propellers are out of synchronization.
‘SECTION 2- LIMITATIONS
Placards:
On the throttle quadrant below engine and propeller controls:
USE OFF POSITION FOR TAKEOFF,
LANDING AND SINGLE ENGINE OPER-
ATIONS.
‘SECTION 3- EMERGENCY PROCEDURES
‘The propeller synchrophaser must be in the OFF position for all single {
‘engine operations C
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9.30, 2084 SECTION 9
PA-34-220T SENECA V SUPPLEMENT 4
‘SECTION 4- NORMAL PROCEDURES
During taxi, takeoff, landing or single engine operations the propeller
synchrophaser switch should be in the OFF position. The blue press-to-test
light below the switch will illuminate while the propellers are out of
synchronization, whether the switch is in the OFF, 1, or 2 position,
‘When the switch is in the OFF position the propellers can be synchronized
‘manually and the light will go out when propeller synchronization is
complete.
For automatic synchronization, the propellers should be synchronized
manually to within approximately 10 RPM and the switch placed in the 1
position. The blue light will go out when synchronization is complete. For
given RPM and power setting, swiich position 2 may provide smoother
‘operation by means of providing a cifferent phase angle. Set the switch to
position 1 or 2, whichever provides the smoothest operation. Normally,
propeller synchrophasing will take place within a few seconds, but
‘occasionally it may take up toa full minute.
When the power setting is to te changed, the synchrophaser switch
should be set to OFF for 40 seconds betore the power setting is adjusted;
then the synchrophaser switch may be returned to the 1 of 2 position,
whichever provides the smoottest operation. If the propeller RPM
differential exceeds 50 RPM, the switch should be set at OFF for 30 to 40
seconds; then the propeilers can be synchronized again and the
synchrophaser switch returned to 1 or2
Pulling the circuit breakers completely deactivates the propeller
synchrophaser system. If the master switch is tured OFF or if there is an
electrical system failure, the slave engine will return to the controlled
selected RPM plus approximately 25 RPM out of synchronization
regardless of the position of the synchrophaser switch.
SECTION 5. PERFORMANCE,
No changes to the basic performance provided by Section 5 of this Pilot's
(Operating Handbook are necessary for this supplement.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
30f4, 9.31 SEGTION9
MENT 4
‘THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-32, 40f4 SECTION 9
SUPPLEMENT 5
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
‘SUPPLEMENT NO. 5
FOR
ENDIN/KING KFC 150 SERIES
FLIGHT CONTROL SYSTEM
‘The FAA Approved Operational Supplement to the Bendix/King 150
Series Flight Control System as installed per STC SA1S75CE-D is supplied
by the autopilot manufacturer. Bendix/King will be responsible to supply
and revise the operational supplement. It is permitted to include the
Bendix/King supplement in this location of the Pilots Operating Handbook
unless otherwise stated by Bendix/King. ‘The information contained in the
Bendix/King supplement may supersede or supplement the information in the
basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
with respect to the operation of the autopilot. For limitations, procedures and
performance information not contained in the Bendix/King supplement,
consult the basic Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649 SECTION 9
‘SUPPLEMENT 5 PA-34-220T SENECA V
‘THIS PAGE INTENTIONALLY LEFT BLANK 4
REPORT: VB-1649 ISSUED: JANUARY 23, 1997 SECTION 9
PA-34-220T SENECA V SUPPLEMENT 6
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL,
‘SUPPLEMENT NO. 6
FOR
BENDIX/KING RDR 2600 VERTICAL PROFILE
WEATHER RADAR SYSTEM
This supplement must be attached to the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual when the optional
Bendix/King RDR 2000 Vertical Profle Weather Radar System is installed per
the Equipment List. The information contained herein supplements or
supersedes the information in the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual only in those areas listed herein. For
limitations, procedures, and performance information not contained in this
supplement, consult the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
oN
FAA APPROVED A Exje £
PETER E.PECK
D.O.A. NO. SO-1
‘THE NEW PIPER AIRCRAFT, INC.
‘VERO BEACH, FLORIDA
DATE OF APPROVAL __JANI 1997
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Lof 10, 9.35 SECTION 9
‘SUPPLEMENT 6
SECTION 1- GENERAL
‘This supplement supplies information necessary for the operation of the /
airplane when the optional Bendix/King RDR 2000 Vertical Profile Weather °
Radar System is installed in accordance with FA.
SECTION 2 - LIMITATIONS
Do not operate the radar during refusling operations or within 15 feet of
trucks oF containers accommodating flammables
\A Approved Piper data,
or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is
trans
ing,
‘SECTION 3 - EMERGENCY PROCEDURES
No changes to the basic Emergency Procedures provided by Section 3 of
this Pilots Operating Handbook are necessary for
SECTION 4 - NORMAL PROCEDURES
WARNING
this supplement
Preflight and normal operating procedures are outlined in the Bendix/King
RDR 2000 Vertical Profile Weather Radar System Pilot's Guide, P/N 006-
Do not operata the radar during refueling
operations or within 15 feet of trucks or
containers accommodating flammables or
explosives. Do not allow personnel within 15
feet of area being scanned by antenna when
system is transmiting.
NOTE
At altitudes above 4,500 feet AGL when the
range is set to 2.5 miles, a small sector of return
may be observed a an arc at approximately 1.5
miles on the weather display. This is ground
reflection which will diminish with increasing
range. This anomaly is not significant and does
not effect the operation or display of weather
radar,
08755-0000, latest revision.
REPORT: VB.
9-36 20610
1649
ISSUED: JANUARY 23, 1997
REVISED: APRIL 30, 2003 SECTION 9
PA.34-220T SENECA V ‘SUPPLEMENT 6
‘SECTION 5- PERFORMANCE
No change to the aircraft Performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement.
SECTION 6 - WEIGHT AND BALANCE
Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the basic Pilot's Operating Handbook.
SECTION 7 - DESCRIPTION AND OPERATION
‘The RDR 2000 Vertical Profile Weather Radar system consists ofthe:
‘a. RS I8IA sensor which combines the system components of antenna,
receiver, and transmitter.
b. The IN 182A indicator which incorporates all the operational
controls.
‘The system's antenna is installed inside the nose ofthe aircraft.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
30f10, 9.37 SECTION
‘SUPPLEMENT 6 PA-34-220T SENECA V
OPERATION AND CONTROLS
RDR 2000 CONTROLS AND INDICATOR
Figure 7-1
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-38, 4of10 ¢
PA-34-2207 SENECA V_
SECTION 9
‘SUPPLEMENT 6
OPERATION AND CONTROLS (CONT)
‘CONTROL
DISPLAY
BRT Control
Wx/Wxa Button
‘VP Button
MAP Button
NAV Button
FUNCTION
Adjusts brightness of the display for varying
‘cockpit light conditions.
‘When pressed, alternately selects between
the Wx (weather) and Wxa (weather alert)
‘modes of operation. Wx or Wxa will appear
in the lower left ofthe display. Areas of high
rainfall appear in magenta color. When the
Wxa mode is selected, magenta areas of
storms flash between magenta and black.
When pressed, selects and deselects the
vertical profile mode of operation. Selecting
the VP mode of operation (see Figure 7-3)
will not change the selected mode of
operation: TST, Wx, Wxa, or MAP. Once
in VP, these modes may be changed a2
desired. VP will engage from the MAP
mode but NAV will be disabled during
‘VP operation.
fee
‘When pressed places indicator in ground-
‘mapping mode. Selecting ground-mapping
(MaP) will disable the weather-alert
feature and will activate the gain control.
‘The magenta color is not activated while in
the ground-mapping (MAP) mode.
‘Wien pressed, places indicator in navigation
mode so that preprogrammed waypoints may
be dsplayed. Iother modes are also selected,
the NAV display will be superimposed on
them. This bution is effective only if an
optional radar graphics unit and flight
‘management system is installed, If actuated
without these units, NO NAV will appear at
lower left screen. The radar is still capable of
sisplaying weather.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
Sof, 9.39 SECTION 9
SUPPLEMENT 6
PA-34-220T SENECA V
OPERATION AND CONTROLS (CONT)
‘CONTROL!
DISPLAY
GAIN Control Knob
Radar Function
Selector Switch
REPORT: VB-1649
9-40, 60f10
FUNCTION
‘Manual gain control becomes active only
when ground-mapping (MAP) is selected.
Gain is internally set in all other
modes.
1. LOG position is used only when the
Bendix/King 10 2023 series radar
graphics unit is installed along with a
compatible long range navigation
system, a listing of the latitudes and
Tongitudes of selected waypoints will
be displayed. If a compatible RNAV
is used, selected VOR. frequencies,
along with beatings and distances to
waypoints, will be presented. No radar
transmission occurs inthis mode,
Cc
ition of
normal operation, allowing for weather
detection or other modes of operation.
Radar transmission exists in the ON
‘TST position wall display the test patern
on the indicator (see Figure 7-3); no
transmission occurs.The antenna will
sean while in the test (TST) mode.
|. SBY position places system in the
standby condition during warm-up and
‘when the system is not in use. After 30
seconds in this mode ducing warm-up,
the system is in a state of readiness. No
radar transmissions occurs; th: antenna
is parked in the down position, STBY is.
navigation.
NOTE:
FAA approval of the KLN 90B does not f
necessarily constitute approval for use in {
foreign airspace. \
‘REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-46, 20f12 SECTION 9
PA-34-220T SENECA V ‘SUPPLEMENT 7
SECTION 2 - LIMITATIONS
oe
‘The KLN 90B GPS Pilot’s Guide, P/N 006-08773-0000, dated December,
1994 (or later applicable revision) must be immediately available to the
flight crew whenever navigation is predicated on the use of the system.
‘The Operational Revision Status (ORS) of the Pilot's Guide must match
‘the ORS level annunciated on the Self Test page.
IER Navigation is restricted as follows:
1, The system must utilize ORS level 20 or later FAA approved revision.
2, The data on the self test page must be verified prior to use. Verify
valid altitude data is availabl to the KLN 908 prior to flight
3. IER en route and terminal navigation is prohibited unless the pilot
verifies the currency of th: data base or verifies cach selected
‘waypoint for accuracy by reference to current approved data.
4, Instrument approaches must be accomplished in accordance with
approved instrament approach procedures tht are retrieved from the
XLN 90B data base. The KLN 908 data base must incorporate the
currentupdate cycle.
(@) The KLN 90B Memory Jcgger, PIN 006-08785-0000, dated 12/94
(Gr later applicable revision) must be immediately available tothe
Aight crew during instrument approzch operations.
(@)Instrument approaches must be conducted in the approach mode
and RAIM must be available at the Final Approach Fix.
(APR ACTV mode must be amnunciated a the Final Approach Fix.
(@ Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS
approaches are not authorized
(© When an alternate airport is required by the applicable operating
rules, it must be served by an approach based on other than GPS
or Loran-C navigation.
(The KLN 90B can only be used for approach guidance if the
reference coordinate datum system for the instrument approach is
'WGS-84 or NAD-83, (All approaches in the KLN 90B data base
use the WGS-84 or the NAD-83 geodetic datums.)
5. The aircraft must have other approved navigation equipment
appropriate to the route of flight installed and operational
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
30F12, 9.47 SECTION 9
‘SUPPLEMENT 7 PA-34-2207 SENECA.
‘SECTION 3 - EMERGENCY PROCEDURES.
ABNORMAL PROCEDURES
‘A. Ifthe KLN 90B GPS information is not available or invalid, utilize
remaining operational navigation equipment as required.
B, _Ifa"RAIMNOT AVAILABLE” message is displayed while conducting an
instrament approach, terminate the approach. Execute a missed approach
‘if requited,
©. Ifa“RAIMNOT AVAILABLE” message is displayed in the en route or
‘terminal phase of flight, continue to navigate using the KLN 90B or revert
to.an alternate means of navigation appropriate tothe route and phase of
‘light. When continuing to use GPS navigation, position must be verified
covery 15 minutes using another IFR approved navigation system.
D. Refer to the KLN 90B Pilot’s Guide, Appendices B and C, for appropriate
pilot actions to be accomplished in response to anmunciated messages.
‘SECTION 4 - NORMAL PROCEDURES.
WARNING:
Fanilicity with the en route operation of
the KLN 90B dozs not constitute
proficiency in approach operations. Do not o
attempt approach operations in IMC prior
to attaining proficiency in the use of the
KLN 908.
A. OPERATION
‘Normal operating procedures arc outlined in the KLN 90B GPS Pilot’s
Guide, PrN 006-08773-0000, dated December, 1994, (or later applicable
revision). A KLN 90B Memory Jogger, P/N 006-08785.0000 dated
12/94 (or later applicable revision} containing an approach sequence,
‘operating tips and approach related messages is intended for cockpit use
by the KLN 908 familiar pilot when conducting instrument approaches.
B. _ SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
1,_HSINAV presentation (NAV/GPS) switch annunciator - May be used
to select data for presentation on the plot's HSI; either NAV daa from the
number one navigation receiver or GPS data from the KLN 90B GPS.
Presentation on the HSI is also required for autopilot coupling.” NAV is
green. GPS is blue. 7
2. Message (MSG) annunciator -Wil flash to alert the pilot ofa situation /
‘that requires attention. Press the MSG ution on the KLN 90B GPS to view |
the message. (Appendix B ofthe KLN90B Pilot's Guide contains alist of
all ofthe message page messages and their meanings). MSG is amber.
REPORT: VB-1649 ISSUED: JANUARY 23, 1997
9-48, 40f12 a
SECTION 9
PA-34-220T SENECA V. SUPPLEMENT 7
SECTION 4 - NORMAL PROCEDURES (CONT'D)
3. Waypoint (WPT) annunciator- Prior to reaching a waypoint in the
active flight plan, the KLN 90B GPS will provide navigation along.
a curved path segment to ensure a smooth transition between two
‘adjacent legs inthe flight plan. This feature is called tum anticipation.
‘Approximately 20 seconds prior to the beginning of turn anticipation
the WPT annunciator will flash, going solid upon initialization of
the tar, and extinguishing upon turn completion, WPT is amber
‘WARNING:
‘Tum anticipation is automatically disabled
for FAF waypoints and those used
exclusively in SID/STARS where
overflight is required. For waypoints
shared between SID/STARS and published
en route segments (requiring overflight in
the SID/STARS), proper selection on the
presented waypoint page is necessary to
provide adequate route protection on the
SIDISTARS.
4. GPS uum beating o leg (GPS CRS OBS/LEG) course switchy
annunciator - Used to select the basic modes of KLN 90B operation,
either a) single waypoint with omni - bearing course (OBS) selection
‘through that waypoint (like 2 VOR) or b) automatic leg sequencing
(LEG) between waypoints. GPS CRS is white. OBS may either be
white or amber. LEG is green,
NOTE:
Either LEG or OBS will illuminate during
system self test depending upon switch
position,
5. HST course controt D knob Provides analog course input tothe
KLN 908 in OBS when the NAV/GPS switchvannunciator is in GPS,
‘When the NAV/GPS switch annunciation is in NAV, GPS course
selection in OBS mode is digital through the use of the controls and
display atthe KLN 90B. The HSI course contol knob must also be
set to provide proper course datum to the autopilot if coupled to the
KLN 90B in LEG or OBS.
ISSUED: JANUARY 23, 1997 REPORT: VB-1649
5 of 12, 9.49 SECTION 9
‘SUPPLEMENT’ 7 PA-34-220T SENECA V
‘SECTION 4 - NORMAL PROCEDURES (CONT'D)
NOTE 7
Manual HSI course centering in OBS (
using the control knob can be difficult, .
‘especially at Jong distances. Centering the