seNeCA III

REFERENCE ONLY
pa-34-220T
THIS ELECTRONIC VERSION
OF THE POH IS
NOT APPROVED TO
pilot’s
REPLACE ANY OPERATING
INFORMATION REQUIRED
operating
BY THE REGULATIONS.
handbook
and

faa approved
airplane flight manual

airplane airplane
serial no._________________________ regist. no.______________________

pa-34-220T
report: vb-1110 faa approved by: ___________________________________
ward evans
d.o.a. no. so-1
date of approval: piper aircraft corporation
january 8, 1981 vero beach, florida

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.
 PIPER AIRCRAFT CORPORATION
PA-34-220T, SENECA III

warning
Extreme care must be exercised to limit the use of
this handbook to applicable aircraft. This hand-
book is valid for use with the airplane identified
on the face of the title page. Subsequent revisions
supplied by Piper Aircraft Corporation must be
properly inserted.

Published by
TECHNICAL PUBLICATIONS
Piper Aircraft Corporation
Issued: January 8, 1981
© 1981–1991, 1998, 2004–2005, 2015, 2018 Piper Aircraft, Inc.
All Rights Reserved.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

ii REVISED: JANUARY 10, 2018
 APPLICABILITY APPLICABILITY
Application of this handbook is limited to the specific Piper PA-34-220T Application of this handbook is limited to the specific Piper PA-34-220T
model airplane designated by serial number and registration number on the face model airplane designated by serial number and registration number on the face
of the title page of this handbook. of the title page of this handbook.

WARNING WARNING
THIS HANDBOOK CANNOT BE USED FOR OPERATIONAL THIS HANDBOOK CANNOT BE USED FOR OPERATIONAL
PURPOSES UNLESS KEPT IN A CURRENT STATUS. PURPOSES UNLESS KEPT IN A CURRENT STATUS.

WARNING WARNING
INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS
FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE
NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER
APPROVED STC INSTALLATION IS INCORPORATED ON THE APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE INSPECTION PROGRAM ACCORDANCE WITH THE INSPECTION PROGRAM
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND INTERFACE, OPERATING CHARACTERISTICS AND
COMPONENT LOADS OR STRESSES ON ADJACENT COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA
MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER
APPROVED STC INSTALLATIONS. APPROVED STC INSTALLATIONS.

REVISIONS REVISIONS
The Pilot's Operating Handbook and FAA Approved Airplane Flight The Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual, with the exception of the equipment list, is kept current by revisions Manual, with the exception of the equipment list, is kept current by revisions
which are distributed to the registered airplane owners. The equipment list was which are distributed to the registered airplane owners. The equipment list was
current at the time the airplane was licensed by the manufacturer and thereafter current at the time the airplane was licensed by the manufacturer and thereafter
must be maintained by the owner. must be maintained by the owner.

Revision material will consist of information necessary to add, update or Revision material will consist of information necessary to add, update or
correct the text of the present handbook and/or to add supplemental information correct the text of the present handbook and/or to add supplemental information
to cover added airplane equipment. to cover added airplane equipment.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 iii REVISED: NOVEMBER 15, 2004 iii
I. Identifying Revised Material I. Identifying Revised Material
Each handbook page is dated at the bottom of the page showing both the Each handbook page is dated at the bottom of the page showing both the
date of original issue and the date of the latest revision. Revised text and date of original issue and the date of the latest revision. Revised text and
illustrations are indicated by a black vertical line located along the outside illustrations are indicated by a black vertical line located along the outside
margin of each revised page opposite the revised, added, or deleted margin of each revised page opposite the revised, added, or deleted
information. A vertical line next to the page number indicates that an entire information. A vertical line next to the page number indicates that an entire
page has been changed or added. page has been changed or added.

Vertical black lines indicate current revisions only. Correction of Vertical black lines indicate current revisions only. Correction of
typographical or grammatical errors or the physical relocation of typographical or grammatical errors or the physical relocation of
information on a page will not be indicated by a symbol. information on a page will not be indicated by a symbol.

II. Revision Procedure II. Revision Procedure

Revisions will be distributed whenever necessary as complete page Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below. accordance with the instructions given below.

1. Revision pages will replace only pages with the same page number. 1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each 2. Insert all additional pages in proper numerical order within each
section. Discard old page. section. Discard old page.
3. Insert page numbers followed by a small letter in direct sequence 3. Insert page numbers followed by a small letter in direct sequence
with the same commonly numbered page. with the same commonly numbered page.

ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given The original pages issued for this handbook prior to revision are given
below: below:
Title, ii through vii, 1-1 through 1-11, 2-1 through 2-12, 3-1 through 3-23, Title, ii through vii, 1-1 through 1-11, 2-1 through 2-12, 3-1 through 3-23,
4-1 through 4-37, 5-1 through 5-31, 6-1 through 6-68, 7-1 through 7-39, 8-1 4-1 through 4-37, 5-1 through 5-31, 6-1 through 6-68, 7-1 through 7-39, 8-1
through 8-19, 9-1 through 9-102, and 10-1 through 10-3. through 8-19, 9-1 through 9-102, and 10-1 through 10-3.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
iv REVISED: NOVEMBER 15, 2004 iv REVISED: NOVEMBER 15, 2004
 PILOT'S OPERA TING HANDBOOK LOG OF REVISIONS

Current Revisions to the PA-34-220T Seneca III Pilot's Operating Hand-

book, REPORT: VB-I I IO issued January 8, 1981.

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. I 3-4 Revised Warning.

(PR810421) 3-15 Revised Warning.
4-9 Revised procedure.
4-26 Revised para. 4.31.
5-21 Revised fig. 5-21.
6-40 Added items 221 and 223.
6-48 Revised item 285.
6-49 Revised item 291.
7-14 ~ Revised para. 7.15.
7-26 Revised para. 7.23.
9-i Revised Table of Contents.
9-19 Added Supplement 4
thru (KFC 200 Automatic Flight
9-32b Control System with Flight
Director).
9-33 Added Suplement 5
thru (KFC 200 Automatic Flight
9-44d Control System without
Flight Director).
9-68 Revised sec. 4 (b Y(I).
9-103 Added Supplement 16
thru (Propeller Synchrophaser
9-I06 Installation).
9-I07 Added Supplement 17
thru (Century 21 Autopilot
9-112 Installation).
9-113
thru
Added Supplement 18
(Century 41 Autopilot
WcaJ
Ward Evans
9-124 Installation). April 21, 1981

REPORT: VB-1110 REPORT: VB-1110

v v
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approv<> I

Number and Revised Description of Revision Signature ar
Code Pages Date

Rev. 2 3-4 Revised para. 3.3.

(PR810817) 3-15 Revised para. 3.7.
4-i Changed pg. nos.
4-ii Changed pg. nos.
4-4 Revised para. 4.5.
4-5 Revised para. 4.5.
4-9 Revised para. 4.5.
4-10 Revised para. 4.5.
4-12 Revised para. 4.5.
4-15 Moved para. 4.11 to pg. 4-16.
4-16 Relocated para. 4.11 from
pg. 4-15; moved info. to
pg. 4-16a.
4-16a New pg; relocated info.
from pg. 4-16 and 4-17.
4-16b New pg; relocated info. and
para. 4.13 from pg. 4-17;
added Note to para. 4.13.
4-17 Moved info. to pgs. 4-16a
and 4-16b; relocated info.
from pg. 4-18.
4-18 Moved info. to pg. 4-17;
relocated info. from
pg. 4-19.
4-19 Moved info. to pg. 4-18.
4-26 .. Revised para. 4.31; added
Note; moved para. 4.33 to
pg. 4-27.
4-27 Relocated para. 4.33 from
pg. 4-26.
4-32 Added Note; moved info. to
pg. 4-33.
4-33 Relocated info. from
pg. 4-32; moved info. to
pg. 4-34.

REPORT: VB-1110 REPORT: VB-1110

vi vi
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 2 4-34 Relocated info. from

(PR810817) pg. 4-33; moved para. 4.49
(cont) to pg. 4-35.
4-35 Relocated para. 4.49 from
pg. 4-34; moved para. 4.55
to pg. 4-36.
4-36 Relocated para. 4.55 from
pg. 4-35; moved info. to
pg. 4-37.
4-37 Relocated info. from
pg. 4-36; moved para. 4.59
to pg. 4-38.
4-38 New pg; relocated para.
from pg. 4-37.
6-i Changed pg. nos.
6-11 Revised fig. 6-9.
6-12 Revised fig. 6-11.
6-32 Relocated items 147 thru
151 from pg. 6-33.
6-33 Moved items 147 thru 151
to pg. 6-32; added new item
154; relocated items 155
thru 159 from pg. 6-34.
6-34 Moved items 155 thru 159
to pg. 6-33; relocated item
173 from pg. 6-35.
6-35 Moved item 173 to pg. 6-34;
removed previous item 177;
added new items 177 and 178.
6-40 Revised item 223.
6-46 Added new items 264 and
265; renumbered item 266;
moved items 271 and 273 to
pg. 6-47.

REPORT: VB-1110 REPORT: VB-1110

vi-a vi-a
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 2 6-47 Relocated items 271 and 273

(PR8108 l 7) from pg. 6-46; added new
(cont) item 272; moved items 281
and 283 to pg. 6-48.
6-48 Relocated items 28 l and 283
from pg. 6-47; moved item
287 to pg. 6-49.
6-49 Relocated item 287 from
pg. 6-48; moved item 291
to pg. 6-50.
6-50 Relocated item 291 from
pg. 6-49.
6-62 Added new item 44 l.
7-14 Revi§ed para. 7.15.
7-15 Revised fig. 7-1 l.
7-20 Added info.
7-21 Revised fig. 7-15.
9-46 Revised Supplement,
Section I.
9-49 Added Caution Note; moved
info. to pg. 9-50.
9-50 Relocated info. from
pg. 9-49.
9-51 Revised Supplement,
Section 3.

· o,..cR.,,.
9-53 Revised Supplement,
Section 3. L) C.r::a.
9-105 Revised Supplement, Ward Evans
Section 4. Aug. 17, 1981

Rev. 3 1-4 Corrected para. l.9.

(PR820225) 3-i Expanded checklist; moved
info. to pg. 3-ii.
3-ii Relocated info. from pg. 3-i.
3-4 Revised para. 3.3. "
3-15 Revised para. 3. 7.

REPORT: VB-1110 REPORT: VB-1110

vi-b vi-b
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 3 3-23 Amended para. 3.29.

(PR820225) 4-i Expanded checklist; moved
(cont) info. to pg. 4-ii.
4-ii Relocated info. from pg. 4-i.
4-18 Revised para. 4. I 7.
4-30 Corrected error.
4-37 Removed Note.
5-3 Corrected error.
5-14 Revised fig. 5-7 heading info.
5-20 Corrected error to fig. 5- I9
info.
5-22 Revised fig. 5-23 headin~.
__ }-23 Revised fig. 5-25.
5-26 Revised fig. 5-31 pg. base info.
5-28 Amended fig. 5-35 notation.
5-29 Added grid alignment number
to fig. 5-37.
5-30 Amended lettered info. to
fig. 5-39.
5-31 Corrected error to fig. 5-41
example.
6-1 Revised para. 6.1.
6-6 Revised fig. 6-5 info.
6-9 Corrected para. 6.7 (b).
6-10 Revised para. 6. 7.
6-11 Corrected fig. 6-9.
6-12 Corrected fig. 6-11.
6-19 Revised para. 6.13.
6-21 Revised item 11 data.
6-31 Revised item 135.
6-35 Revised item 177 data.
6-37 Revised item 193 data.
6-40 Revised item 223 b. data.
6-41 Revised item 227 a. data.
6-44 Revised item 255 data.
6-46 Revised and moved item 269
to pg. 6-47.

REPORT: VB-1110 REPORT: VB-1110

vi-c vi-c
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 3 6-47 Relocated item 269 from pg.

(PR820225) 6-46; revised item 272 data;
(cont) moved item 277 and 279 to
pg. 6-48.
6-48 Relocated item 277 and 279
from pg. 6-47; moved item
285 to pg. 6-49.
6-49 Relocated item 285 from pg.
6-48; moved item 289 to pg.
6-50.
6-50 Relocated item 289 from pg.
6-49; revised item 293 data;
moved item 295 and 297 to
pg. 6-51.
6-51 Relocated items 295 and 297
from, pg. 6-50; revised item
301 data.
6-52 Added new item 302.
6-54 Revised item 315; revised
item 319 data.
6-56 Revised item 385 (f) data.
6-68 Moved info. to new pg. 6-69.
6-69 New pg.; relocated info.
from pg. 6-68; added
caution note.
7-3, 7-4 Revised para. 7.5.
7-12 Revised para. 7 .11.
7-18 Revised voltage info. to para.
7.17.
7-19 Revised fig. 7-13.
7-20 Revised para. 7 .17.
7-26 Revised para. 7.23.
7-29 Corrected info. listings 29,
46, 47.
7-34 Revised para. 7 .27 info.
7-37 Amended para. 7 .37.
8-14 Revised para. 8.23.

REPORT: VB-1110 REPORT: VB-1110

vi-d vi-d
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 3 8-17 Revised para. 8.31 (b).

(PR820225) 8-19 Corrected error.
(cont) 9-16 Corrected error.
9-20 Added info. to listing.
9-22 Revised caution note;
corrected pg. no. error.
9-26 Corrected error.
9-27 Revised section 4 (g).
9-34 Added info. to listing.
9-35 Revised section 2 (f).
9-36 Revised caution note;
corrected pg. no. error.
9-37 Revised section 3 (d) (2).
9-39 Corrected error.
9-41 Revised section 4 (4).
9-76 Corrected pg. no. error.
9-110 Revised note. •
9-115 Revised note.
9-120 Corrected error.
9-123 Added heading to section 5.
9-125 New pgs.; added WcvJ.~ ;

thru supplement 19. Ward_'Eva.ns

9-130 Feb. 25, 1982

Rev. 4 3-i, Changed pg. nos.

(PR820409) 3-ii
3-5 Revised and added to
procedure; moved info.
to pg. 3-6.
3-6 Relocated info. from pg. 3-5;
moved info. to pg. 3-7.
3-7 Relocated info. from pg. 3-6;
moved info. to pg. 3-8.
3-8 Relocated info. from pg. 3-7;
moved info. to pg. 3-9.

REPORT: VB-1110 REPORT: VB-1110

vi-e vi-e
 PILOT'S OPERATING HANDBOOK LOG OF RE~IONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 4 3-9 Relocated info. from pg. 3-8;

(PR820409) moved info. to pg. 3-10.
(cont) 3-10 Relocated info. from pg. J-9;
moved info. to pg. 3-11.
3-11 Relocated info. from pg. 3- 10.
3-16 Revised and added to
para. 3.7.
3-17 Added to para. 3. 7; moved
info. to pg. 3-18.
3-18 Relocated info. from pg. 3-17;
moved info. to pg. 3-19.
3-19 Relocated info. from pg. 3-18;
moved info. to pg. 3-20.
3-20 Relofated info. from pg. 3-19;
moved info. to pg. 3-21.
3-21 Relocated info. from pg. 3-20.
5-17 Revised fig. 5-13.
6-20 Revised items I and 3.
6-29 Added item 129.
1-5 Revised para. 7.7.
7-6 Cont. rev. para. 7.7; moved
para. 7.9 to pg. 7-6b.
7-6a New page.
7-6b New page; relocated para. 7.9 '-'lu.l
from pg. 7-6. Ward Evans
8-10 Revised para. 8.17. April 9, 1982

Rev. 5 Title
... Revised Title Page.
(PR820809) Ill Revised para.
1-1 Revised para. 1.1.
1-5 Revised para. 1.15.
3-ii Revised Table of Contents.
3-9 Revised procedure.
3-20, Revised para. 3.23.
3-21

REPORT: VB-1110 REPORT: VB-1110

vi-f vi-f
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 5 3-22 Moved info. to pg. 3-23

(PR820809) and 3-24, cont. revised
(cont) para. 3.23.
3-23 Moved info. to pg. 3-24,
cont. revised para. 3.23, re-
w-- located info. from pg. 3-22.
3-24 New page; relocated info.
from pg. 3-22 and 3-23.
3-25 New page; relocated info.
from pg. 3-23.
4-16a Revised para. 4. 11.
5-3 Revised para. 5.5 (a).
6-i Revised Table of Contents.
6-1 Revised para. 6.1.
6-2 Revised para. 6.3.
6-5 Revised para. 6.5.
6-7 Revised fig. 6-7.
6-11 Revised fig. 6-9.
6-15 Revised para. 6. 11.
7-18 Revised para. 7. 17.
7-19 Revised fig. 7-13.
7-19a New page, added fig. 7-14.
7-19b New page, cont. revised
para. 7.17.
7-20 Cont. revised para. 7.17.
7-26, Revised para. 7.23.
7-27
7-28, Revised fig. 7-21.
7-29
7-29a, New pages, added fig. 7-22.
7-29b
7-34
7-35
Revised para. 7.27.
Revised para. 7.29.
WcaJ...
Ward Evans
7-36 Revised para. 7.31 and 7.33. August 9, 1982

REPORT: VB-1110 REPORT: VB-1110

vi-g vi-g
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Rt>vision Signature and
Code Pages Date

Rev. 6 1-4 Added items (c) (3) and (c) (4)

(PR830923) to para. 1.5.
1-8 Revised barometric pressure
(mb).
1-10 Deleted M EA.
2-4 Added items (i) c. and (i) d.
to para. 2.7.
2-12 Relocated fuel placard to
pg. 2-13.
2-13 Added pg. (added new and
relocated fuel placards).
5-9 Revised Figures 5-27, 5-29 and
5-31.
5-24 Revised Figure 5-27.
5-25 Revised Figure 5-29.
5-26 Revised Figure 5-31.
5-27 Revised Figure 5-33.
5-28 Revised Figure 5-35.
7-16 Revised·-para. 7.15 info.
7-20 Added Caution.
7-33 Revised para. 7.25 info.
8-i Revised pg. no.
8-2 Revised para. 8.3 info.
8-3 Revised para. 8.5 info.
8-4 Deleted para. 8.5 info.
8-19 Revised item 8.31 (g); relocated
para. 8.33.
8-20 Added pg. (added para. 8.33).
9-i Relocated Supplement No. 19
to pg. 9-ii.
9-ii Added pg. (added Supplements
19 and 20).
9-10 Revised Section I info.:
relocated info. to pg. 9-11.
9-11 Added and relocated info.
9-12 Added info.
9-28 Revised item (h) (I).
9-42 Revised item (h) (I).

REPORT: VB-1110 REPORT: VB-1110

vi-h vi-h
 PILOT'S OPERA TING HANDBOOK LOG OF REVISIONS (cont)

Revision f AA Approval
Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 6 9-82 Deleted Note.

(PR830923)
(cont)
9-131
thru
Added Supplement No. 20.
(Edo-Avionics Command
IJ.J,&w
Ward Evans
9-134 Electric Trim System) Sept. 23, 1983

··•
Rev. 7 4-5 Added Warning; moved info.
(PR840210) to pg. 4-6.
4-6 Relocated info. from pg. 4-5;
moved info. to pg. 4-7.
4-7 Relocated info. from pg. 4-6.
4-8 Revised procedure.
4-9 Revised procedure.
4-10 Revised procedure.
4-16b Revised para. 4.13.
4-25 Revised para. 4.29.
4-26 Revised para. 4.31.
4-28 Revised para. 4.33.
..
7-i Revised Table of Contents.
_7-11 Relocated info. from pg. 7-12.
7-12 Moved info. to pg. 7-11; revised
; para. 7.11.
8-6 Revised para. 8.9; moved info.
to pg. 8-7.
.8-7 Relocated info. from pg. 8-6;
moved info. to pg. 8-8.
8-:8 Relocated info. from pg. 8-7.
9-i Revised Table of Contents.
9-ii Added Supplement 21.
9-9 •· Revised title.
9-10
9-135
thru
9-154
Revised text.
Added pages; added Supple-
~'-
ment 21, Century 31 Autopilot W~rij;~vans
Installation. Feb.'• H>~: 1984

REPORT: VB-1110
vi-i
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 8 Vlt Revised Table of Contents.

(PR840917) 1-4 Revised para. 1.7.
2-3 Revised para. 2.7.
3-1 Revised para. 3.1.
4-4, Revised para. 4.5.
4-10,
4-12
4-16 Revised para. 4.11.
4-28 Revised para. 4.33
4-32 Revised para. 4.41.
4-33 Continued revision para. 4.41;
relocated info. from pg. 4-34.
4-34 Move(j info. to pg. 4-33;
revised para. 4.43.
5-9 Revised para. 5.7.
5-24 Revised fig. 5-27.
5-25 Revised fig. 5-29.
5-26 Revised fig. 5-31.
5-27 Revised fig. 5-33.
5-28 Revised fig. 5-35.
5-30 Added renumbered fig.;
moved fig. to pg. 5-31.
5-31 Relocated fig. from pg. 5-30;
moved fig. to pg. 5-32.
5-32 New page; relocated fig.
from pg. 5-31.
6-11 Revised fig. 6-9.
6-12 Revised fig. 6-11.
6-27 Revised items 97 and 99.
7-i Revised Table of Contents.
7-1, 7-2 Revised para. 7.3.
7-12 Revised para. 7.13.
7-12a New page, continued revision
para. 7.13; relocated revised
fig. 7-9 from pg. 7-13.
7-12b New page; added fig. 7-10.
7-13 Moved fig. 7-9 to pg. 7-12a;
relocated info. from pg. 7-14.

REPORT: VB-1110
vi-j
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision FAA Approval
Number and Revised Description of Revision Signature and
Code Pages Date

Rev. 8 7-14 Moved info. to pg. 7-13.

(PR840917) 7-17 Revised para. 7.15.
(cont) 7-26 Revised para. 7.23.
7-28, Renumbered fig. 7-21.
7-29
7-29a, Renumbered and revised fig.
7-29b 7-22.
7-29c, New pages; added new fig.
7-29d 7-22.
7-34 Revised para. 7.27; moved
info. to pg. 7-35.
7-35 Relocated info. from pg. 7-34;
~
moved info. to pg. 7-36.
7-36 Relocated info. from pg. 7-35;
moved para. 7.33 to pg. 7-37.
7-37 Relocated and revised para.
7.33 from pg. 7-36; moved
info. to pg. 7-38.
7-38 Relocated info. from pg. 7-37;
moved info. to pg. 7-39.
7-39 Relocated info. from pg. 7-38.
8-5 Revised para. 8.9.
8-11 Revised para. 8. 21 (b).
8-14 Revised para. 8. 21 (d ).
9-ii Added Supplements 22, 23 and
24.
9-111 Revised Section 4 (e)(l).
9-122 Revised para. (i)(2).
9-141 Revised para. (d)(2).
9-155 Added Supplement 22, King
thru KAP /KFC 150 Series Flight
9-184 Control System.
9-185 Intentionally left blank.
thru
9-188

REPORT: VB-1110
vi-k
 PILOT'S OPERA TING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

N umber and Revised Description of Revision Signature and
Code Pages Date

Rev. 8 9-189 Added Supplement 24, Sperry

PR840917) thru WeatherScout Weather
(cont) 9-194
10-i
IO-I,
Radar System.
Revised Table of Contents.
Revised para. and page
u• .a.
Ward Evans
10-2 titles. Sept. 17, 1984

~Al.
Rev. 9 4-12 Revised para. 4.5. D. H. Trompler
(PR850930) 7-12a Revised para. 7 .13. Oct. 25, 1985

Rev. IO 5-19, Revised fig. 5-17.

(PR86l031) 5-20 Revised fig. 5-19.
6-11 Revised fig. 6-9. ,..A
6-12 Revised fig. 6-11. D.H. Trampler
7-34 Revised para. 7.31.
12/.1/~6
Rev. 11 4-11 Revised para. 4.5. ~rompl r
(PR870215) 4-29 Revised para. 4.35.
5-22a New page. Added fig. 5-24. zn1/t7
.1 ,
5-22b New page. Date

Rev. 12 4-4 Revised para. 4.5.

(PR871130) 4-16a Revised para. 4.11. j,r·
7-36 Revised para. 7. 31. D.H.Trompler
Jan. 25, 1988
Date

Rev. 13 8-1 Revised para. 8- l.

(PR890116 8-2 Revised para's. 8-1 and 8-3.
8-3 Revised para. 8-3.
9-ii
9-195
Revised Table of Contents.
Added Supplement 25, 3M J..
thru (Series II) Stormscope, D.H.Trompler
9-198 WX-1000. Feb. 16, 1989 '
Date

REPORT: VB-1110
vi-I
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (Cont)
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date
Rev. 14 9-ii Revise Table of Contents
(PR890301) 9-199 Added Supplement 26,
thru Northstar Ml Loran C ...I•~
9-202 Navigator. D.H.Trompler

MarQh 24, 1989

Date

Rev. 15 9-ii Revised Table of Contents.

(PR890501) 9-203 Added Supplement 27,
thru 3M (Series II) Stormscope, J_,~~
9-206 WX-1000+. D.H.Trmpler

Ma:i,: 26, 1989

Date

Rev. 16 1-4 Revised para. 1.5.

(PR891016) 2-4 Revised para. 2.7 (i).
4-25 Revised para. 4.31.
4-30 Revised para. 4-37.
6-17 Added Figure Title
7-6b Revised para. 7.9.
7-9 Revised Figure 7-7 & Title.
7-10 Moved portion of para. 7.9 to
page 7-IOb.
7-lOa New page, Added Figure 7-8.
7-lOb New page; relocated portion
of para. 7.9 from page 7-10.
9-ii Revised Table of Contents.
9-207
thru
9-214
Added Supplement 28,
ARGUS 5000 Moving
Map Display.
.J,\*
D.H.Trompler

Dec, 15, 1282

Date

REPORT: VB-1110
vi-m
 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Revision FAA Approval

Number and Revised Description of Revisions Signature and
Code Pages Date
Rev.17 vi-n Added revision page
(PR900504) 7-i Revised Table of Contents
7-37 Relocated info. from page 7-38
& 7-39; moved info. to page
7-38.
7-38 Relocated info. from page 7-37;
Moved info. to page 7-37.
7-39 Moved Note to page 7-37.
Added Narco ELT 910 info.
Moved para 7.39 to page 7-40.
7-40 Moved µira. 739 fuxn page 7-39.
9-28 Revised Section 4, item c.
9-156 Revised Section 2, item (b).
9-158 Revised Section 4, items (a)
&(b).
9-161 Revised Section 4, item (5) 2.
9-166 Revised Section 4, item (b).
Moved text to page 166b.
9-166a Added page. Added
Section 4, item (d).
9-166b Added page. Moved text
from page 166. Revised
Section 7 para..
9-167 Revised figure 7-1. Added
thru new item 2. Renumbered
9-169 descriptions. Revised item 7.
9-170 Revised figure 7-3. Added
thru new item 2. Revised item 7.

J~~
9-i72 Moved old item 2 and renum-
bered as item 14. D.H.Tropler
9-184 Revised circuit breaker info.
Aug, 8, 1290
Date

REPORT: VB-1110
vi-n
 PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date
Rev. 18 7-12 Revised para. 7.13.
(PR910412) 7-12a Revised fig 7-9 and para. 7.13. ~\~~
D.H. Trompler
April 12, 1991
Date

Rev. 19 7-11 Revised para. 7. 9 ~\~~

(PR910426) D.H. Trompler
April 26, 1991
Date

Rev. 20 vi-o Revised Log of Revisions.

(PR980508) 2-i Revised Table of Contents.
2-8 Added para. 2.32.
2-9 Added para. 2.32. Moved text
to page 2-10.
2-10 Moved text from page 2-9.
Moved text to page 2-1 1.
2-11 Moved text from page 2-10.
3-ii Revised Table of Contents.
3-6 Revised para. 3.3.
3-17 Revised para. 3.9.
4-ii Revised Table of Contents.
4-1 Revised para. 4.1.
4-9 Revised para. 4.5.
4-10 Revised para. 4.5.
4-25 Revised para. 4.31.


4-27
4-37
·Revised para. 4.33.
Moved text from page 4-38.
Q,c<~.
H z ..',/~~
,
4-38 Moved text to page 4-37. Peter E. Peck
Added para. 4.61.
9-157 Revised Section 4, item (a) (1). May 8, 1998
Date

ISSUED: JANUARY 8, 1981 REPORT: VB-1110

vi-o
 PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date
Rev. 21 iii Added Warning.
(PR041115) iv Moved info. from page iii.
vi-p Added Rev. 21 to L of R.
5-3 Revised para. 5.5 & 5.7 (revised
thru Flight Planning Example and
5-50 List of Figures, updated and
reorganized all performance
charts).
8-1 Moved info. to page 8-1b
and revised para. 8.1.
8-1a Added page and
revised para. 8.1.
8-1b Added page and moved info.
from pages 8-1 and 8-2.
8-2 Moved info. to page 8-1b
and revised para. 8.3. Linda J. Dicken
Nov. 15, 2004

Rev. 22 vi-p Added Rev. 22 to L of R.

(PR050301) 5-49 Revised figure 5-75. Linda J. Dicken
5-50 Revised figure 5-77. March 1, 2005

Rev. 23 vi-p Added Rev. 23 to L of R.

(PR050829) 5-3 Revised Para. 5.5 (a). Linda J. Dicken
August 29, 2005

Rev. 24 ii Added copyright.

(PR150812) vi-p Added Rev. 24 to L of R.
4-16a Revised Para. 4.11.
7-33 Revised Para. 7.25.
8-8 Revised Para. 8.15. Eric A. Wright
August 12, 2015

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

vi-p REVISED: AUGUST 12, 2015
PIPER AIRCRAFT CORPORATION
PA-34-220T, SENECA III
pilot’s operating handbook log of revisions (cont)
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date
Rev. 25 ii Added copyright.
(PR180110) vi-q Added Rev. 25 to L of R.



vi-r
7-15
Added revision page
Revised Fig. 7.11. ~____________
Eric A. Wright
January 10, 2018

ISSUED: JANUARY 8, 1981 REPORT: VB-1110

REVISED: JANUARY 10, 2018 vi-q
 PIPER AIRCRAFT CORPORATION
PA-34-220T, SENECA III
pilot’s operating handbook log of revisions (cont)
Revision FAA Approved
Number and Revised Description of Revisions Signature
Code Pages and Date

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

vi-r REVISED: JANUARY 10, 2018
 TABLE OF CONTENTS TABLE OF CONTENTS

SECTION 1 GENERAL SECTION 1 GENERAL

SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS

SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES

SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE

SECTION 6 WEIGHT AND BALANCE SECTION 6 WEIGHT AND BALANCE

SECTION 7 DESCRIPTION AND OPERATION OF SECTION 7 DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS THE AIRPLANE AND ITS SYSTEMS

SECTION 8 AIRPLANE HANDLING, SERVICING SECTION 8 AIRPLANE HANDLING, SERVICING

AND MAINTENANCE AND MAINTENANCE

SECTION 9 SUPPLEMENTS SECTION 9 SUPPLEMENTS

SECTION 10 OPERATING TIPS SECTION 10 OPERATING TIPS

REPORT: VB-1110 REPORT: VB-1110

vii vii
 THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 REPORT: VB-1110

viii viii
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 1 SECTION 1
GENERAL GENERAL

Paragraph Page Paragraph Page

No. No. No. No.

1.1 Introduction .............................................................................. 1-1 1.1 Introduction .............................................................................. 1-1

1.3 Engine....................................................................................... 1-3 1.3 Engine....................................................................................... 1-3
1.5 Propeller ................................................................................... 1-3 1.5 Propeller ................................................................................... 1-3
1.7 Fuel........................................................................................... 1-4 1.7 Fuel........................................................................................... 1-4
1.9 Oil............................................................................................. 1-4 1.9 Oil............................................................................................. 1-4
1.11 Maximum Weights ................................................................... 1-5 1.11 Maximum Weights ................................................................... 1-5
1.13 Standard Airplane Weights....................................................... 1-5 1.13 Standard Airplane Weights....................................................... 1-5
1.15 Baggage Space ......................................................................... 1-5 1.15 Baggage Space ......................................................................... 1-5
1.17 Specific Loadings ..................................................................... 1-5 1.17 Specific Loadings ..................................................................... 1-5
1.19 Symbols, Abbreviations and Terminology ............................... 1-6 1.19 Symbols, Abbreviations and Terminology ............................... 1-6

REPORT: VB-1110 REPORT: VB-1110

1-i 1-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 1 SECTION 1
GENERAL GENERAL

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

1-ii 1-ii
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

SECTION 1 SECTION 1
GENERAL GENERAL

1.1 INTRODUCTION 1.1 INTRODUCTION

This Pilot's Operating Handbook is designed for maximum utilization as 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 an operating guide for the pilot. It includes the material required to be furnished
to the pilot by FAR 23. It also contains supplemental data supplied by the to the pilot by FAR 23. It also contains supplemental data supplied by the
airplane manufacturer. airplane manufacturer.
This handbook is not designed as a substitute for adequate and com-petent This handbook is not designed as a substitute for adequate and com-petent
flight instruction, knowledge of current airworthiness directives and applicable flight instruction, knowledge of current airworthiness directives and applicable
federal air regulations or advisory circulars. It is not intended to be a guide for 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 basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status. operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsi- Assurance that the airplane is in an airworthy condition is the responsi-
bility of the owner. The pilot in command is responsible for determining that the bility 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 airplane is safe for flight. The pilot is also responsible for remaining within the
operating limitations as outlined by instrument markings, placards, and this operating limitations as outlined by instrument markings, placards, and this
handbook. handbook.
Although the arrangement of this handbook is intended to increase its in- Although the arrangement of this handbook is intended to increase its in-
flight capabilities, it should not be used solely as an occasional operating flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to become familiar with reference. The pilot should study the entire handbook to become familiar with
the limitations, performance, procedures and operational handling the limitations, performance, procedures and operational handling
characteristics of the airplane before flight. characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each The handbook has been divided into numbered (arabic) sections, each
provided with a "finger-tip" tab divider for quick reference. The limi-tations provided with a "finger-tip" tab divider for quick reference. The limi-tations
and emergency procedures have been placed ahead of the normal procedures, and emergency procedures have been placed ahead of the normal procedures,
performance and other sections to provide easier access to information that may performance and other sections to provide easier access to information that may
be required in flight. The"Emergency Procedures" Section has been furnished 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 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 for expansion of the handbook have been made by the deliberate omission of
certain paragraph numbers, figure numbers, item numbers and pages noted as certain paragraph numbers, figure numbers, item numbers and pages noted as
being intentionally left blank. being intentionally left blank.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 1-1 REVISED: AUGUST 9, 1982 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

7.======rJ-1
c::=13=•·~·_ _ _...,__ 2'10.28"

Wing Area (sq. ft.) ~08. 7

Min. Turning Radius (ft.) 33.2
(from pivot point to wingtip)
-&'4.90'''-'--10'3.43" -

t - - - - - - - - - - - - 3 1 ' 1 8 . 1 7 " - - - - - - - - -• I
12'U"

4'2.4"

I
l
I'll.I"

STATIC HOUND LINE

THREE VIEW THREE VIEW

Figure 1-1 Figure 1-1

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-2 1-2
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

1.3 ENGINE 1.3 ENGINE

(a) Number of Engines 2 (a) Number of Engines 2
(b) Engine Manufacturer Continental (b) Engine Manufacturer Continental
(c) Engine Model Number (c) Engine Model Number
(1) Left TSIO-360KB (1) Left TSIO-360KB
(2) Right LTSIO-360KB (2) Right LTSIO-360KB

T.O. Power Max. Cont. T.O. Power Max. Cont.

5 Min. Limit Power 5 Min. Limit Power
(d) Rated Horsepower 220 BHP 200 BHP (d) Rated Horsepower 220 BHP 200 BHP
(e) Rated Speed (rpm) 2800 2600 (e) Rated Speed (rpm) 2800 2600
(f) Bore (inches) 4.438 (f) Bore (inches) 4.438
(g) Stroke (inches) 3.875 (g) Stroke (inches) 3.875
(h) Displacement (cubic inches) 360 (h) Displacement (cubic inches) 360
(i) Compression Ratio 7.5:1 (i) Compression Ratio 7.5:1
(j) Engine Type Six Cylinder, Direct Drive, (j) Engine Type Six Cylinder, Direct Drive,
Horizontally Opposed, Horizontally Opposed,
Air Cooled Air Cooled

1.5 PROPELLER 1.5 PROPELLER

STANDARD STANDARD
(a) Number of Propellers 2 (a) Number of Propellers 2
(b) Propeller Manufacturer Hartzell (b) Propeller Manufacturer Hartzell
(c) Propeller Hub & Blade Models* (c) Propeller Hub & Blade Models*
(1) Left BHC-C2YF-2CKUF/ (1) Left BHC-C2YF-2CKUF/
FC8459-8R FC8459-8R
(2) Right BHC-C2YF-2CLKUF/ (2) Right BHC-C2YF-2CLKUF/
FJC8459-8R FJC8459-8R
(d) Number of Blades 2 (d) Number of Blades 2
(e) Propeller Diameter (in.) (e) Propeller Diameter (in.)
(1) Maximum 76 (1) Maximum 76
(2) Minimum 75 (2) Minimum 75
(f) Propeller Type Constant Speed, (f) Propeller Type Constant Speed,
Hydraulically Activated, Hydraulically Activated,
Full Feathering Full Feathering

*The propellers have the same designation when deicing boots are installed. *The propellers have the same designation when deicing boots are installed.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1-3 1-3
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

OPTIONAL OPTIONAL
(a) Number of Propellers 2 (a) Number of Propellers 2
(b) Propeller Manufacturer McCauley (b) Propeller Manufacturer McCauley
(c) Propeller Hub & Blade Models* (c) Propeller Hub & Blade Models*
(1) Left 3AF32C508-( )/( )-82NFA-6 (1) Left 3AF32C508-( )/( )-82NFA-6
(2) Right 3AF32C509-( )/( )-L82NFA-6 (2) Right 3AF32C509-( )/( )-L82NFA-6

(d) Number of Blades 3 (d) Number of Blades 3

(e) Propeller Diameter (in.) (e) Propeller Diameter (in.)
(1) Maximum 76 (1) Maximum 76
(2) Minimum 75 (2) Minimum 75
(f) Propeller Type Constant Speed, Hydraulically (f) Propeller Type Constant Speed, Hydraulically
Activated, Full Feathering Activated, Full Feathering

1.7 FUEL 1.7 FUEL

AVGAS ONLY AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total) (a) Fuel Capacity (U.S. gal.) (total)
(1) Without optional tanks 98 (1) Without optional tanks 98
(2) With optional tanks 128 (2) With optional tanks 128
(b) Usable Fuel (U.S. gal.) (total) (b) Usable Fuel (U.S. gal.) (total)
(1) Without optional tanks 93 (1) Without optional tanks 93
(2) With optional tanks 123 (2) With optional tanks 123
(c) Fuel (c) Fuel
(1) Minimum Grade 100 Green or 100LL (1) Minimum Grade 100 Green or 100LL
Blue Aviation Grade Blue Aviation Grade
(2) Alternate Fuels Refer to latest revision of (2) Alternate Fuels Refer to latest revision of
Continental Service Bulletin Continental Service Bulletin
"Fuel and Oil Grades." "Fuel and Oil Grades."

1.9 OIL 1.9 OIL

(a) Oil Capacity (U.S. qts.) (per engine) 8 (a) Oil Capacity (U.S. qts.) (per engine) 8
(b) Oil Specification Refer to latest revision of (b) Oil Specification Refer to latest revision of
Continental Service Bulletin Continental Service Bulletin
"Fuel and Oil Grades." "Fuel and Oil Grades."

*The propellers have the same designation when deicing boots are installed. *The propellers have the same designation when deicing boots are installed.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-4 REVISED: OCTOBER 16, 1989 1-4 REVISED: OCTOBER 16, 1989
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

(c) Oil Viscosity (c) Oil Viscosity

Aviation S.A.E. Aviation S.A.E.

Grade No. Grade No.
(1) Below40ÞF 1065 30 (1) Below40ÞF 1065 30
(2) Above40ÞF 1100 50 (2) Above40ÞF 1100 50
When operating temperatures overlap indicated ranges, use the lighter When operating temperatures overlap indicated ranges, use the lighter
grade of oil. Multi-viscosity oils meeting Teledyne Conti-nental grade of oil. Multi-viscosity oils meeting Teledyne Conti-nental
Motors' Specification MHS-24A are approved. Motors' Specification MHS-24A are approved.

1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS

(a) Max. Ramp Weight (lbs.) 4773 (a) Max. Ramp Weight (lbs.) 4773
(b) Max. Takeoff Weight (lbs.) 4750 (b) Max. Takeoff Weight (lbs.) 4750
(c) Max. Landing Weight (lbs.) 4513 (c) Max. Landing Weight (lbs.) 4513
(d) Max. Zero Fuel Weight (lbs.) - Std. 4470 (d) Max. Zero Fuel Weight (lbs.) - Std. 4470
(e) Max. Weights in Baggage (e) Max. Weights in Baggage
Compartment (lbs.) Compartment (lbs.)
(1) Forward 100 (1) Forward 100
(2) Aft 100 (2) Aft 100

1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.

1.15 BAGGAGE SPACE 1.15 BAGGAGE SPACE

FORWARD AFT FORWARD AFT
(a) Maximum Baggage (lbs.) 100 100 (a) Maximum Baggage (lbs.) 100 100
(b) Baggage Space (cu. ft.) 15.3 17.3 (b) Baggage Space (cu. ft.) 15.3 17.3
(c) Baggage Door Size (in.) 24 x 21 (c) Baggage Door Size (in.) 24 x 21

1.17 SPECIFIC LOADINGS 1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs. per sq. ft.) 22.8 (a) Wing Loading (lbs. per sq. ft.) 22.8
(b) Power Loading (lbs. per hp) 10.8 (b) Power Loading (lbs. per hp) 10.8

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 1-5 REVISED: AUGUST 9, 1982 1-5
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of 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 used throughout the handbook and those which may be of added operational
significance to the pilot. significance to the pilot.

(a) General Airspeed Terminology and Symbols (a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated CAS Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere equal to true airspeed in standard atmosphere
at sea level. at sea level.
KCAS Calibrated Airspeed expressed in "Knots." KCAS Calibrated Airspeed expressed in "Knots."
GS Ground Speed is the speed of an airplane GS Ground Speed is the speed of an airplane
relative to the ground. relative to the ground.
IAS Indicated Airspeed is the speed of an aircraft IAS Indicated Airspeed is the speed of an aircraft
as shown on the airspeed indicator when as shown on the airspeed indicator when
corrected for instrument error. IAS values corrected for instrument error. IAS values
published in this handbook assume zero published in this handbook assume zero
instrument error. instrument error.
KIAS Indicated Airspeed expressed in "Knots." KIAS Indicated Airspeed expressed in "Knots."
M Mach Number is the ratio of true airspeed to M Mach Number is the ratio of true airspeed to
the speed of sound. the speed of sound.
TAS True Airspeed is the airspeed of an airplane TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the CAS relative to undisturbed air which is the CAS
corrected for altitude, temperature and corrected for altitude, temperature and
compressibility. compressibility.
VA Maneuvering Speed is the maximum speed at VA Maneuvering Speed is the maximum speed at
which application of full available which application of full available
aerodynamic control will not overstress the aerodynamic control will not overstress the
airplane. airplane.
VFE Maximum Flap Extended Speed is the VFE Maximum Flap Extended Speed is the
highest speed permissible with wing flaps in highest speed permissible with wing flaps in
a prescribed extended position. a prescribed extended position.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-6 1-6
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

VLE Maximum Landing Gear Extended Speed is VLE Maximum Landing Gear Extended Speed is
the maximum speed at which an aircraft can the maximum speed at which an aircraft can
be safely flown with the landing gear be safely flown with the landing gear
extended. extended.
VLO Maximum Landing Gear Operating Speed is VLO Maximum Landing Gear Operating Speed is
the maximum speed at which the landing the maximum speed at which the landing
gear can be safely extended or retracted. gear can be safely extended or retracted.
VMCA Air Minimum Control Speed is the mini- VMCA Air Minimum Control Speed is the mini-
mum flight speed at which the airplane is mum flight speed at which the airplane is
directionally controllable as determined in directionally controllable as determined in
accordance with Federal Aviation Regu- accordance with Federal Aviation Regu-
lations. Airplane certification conditions lations. Airplane certification conditions
include one engine becoming inoperative and include one engine becoming inoperative and
windmilling; not more than a 5Þ bank windmilling; not more than a 5Þ bank
towards the operative engine; takeoff power towards the operative engine; takeoff power
on operative engine; landing gear up; flaps on operative engine; landing gear up; flaps
in takeoff position; and most rearward C.G. in takeoff position; and most rearward C.G.
VNE/MNE Never Exceed Speed or Mach Number is the VNE/MNE Never Exceed Speed or Mach Number is the
speed limit that may not be exceeded at any speed limit that may not be exceeded at any
time. time.
VNO Maximum Structural Cruising Speed is the VNO Maximum Structural Cruising Speed is the
speed that should not be exceeded except in speed that should not be exceeded except in
smooth air and then only with caution. smooth air and then only with caution.
VS Stalling Speed or the minimum steady flight VS Stalling Speed or the minimum steady flight
speed at which the airplane is con-trollable. speed at which the airplane is con-trollable.
VSO Stalling Speed or the minimum steady flight VSO Stalling Speed or the minimum steady flight
speed at which the airplane is controllable in speed at which the airplane is controllable in
the landing configuration. the landing configuration.
VSSE Intentional One Engine Inoperative Speed is VSSE Intentional One Engine Inoperative Speed is
a minimum speed selected by the manu- a minimum speed selected by the manu-
facturer for intentionally rendering one facturer for intentionally rendering one
engine inoperative in flight for pilot training. engine inoperative in flight for pilot training.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1-7 1-7
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

VX Best Angle-of-Climb Speed is the airspeed VX Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude in which delivers the greatest gain of altitude in
the shortest possible horizontal distance. the shortest possible horizontal distance.
VY Best Rate-of-Climb Speed is the airspeed VY Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude in which delivers the greatest gain in altitude in
the shortest possible time. the shortest possible time.

(b) Meteorological Terminology (b) Meteorological Terminology

ISA International Standard Atmosphere in which: ISA International Standard Atmosphere in which:
The air is a dry perfect gas; The temperature The air is a dry perfect gas; The temperature
at sea level is 15Þ Celsius (59Þ Fahrenheit); at sea level is 15Þ Celsius (59Þ Fahrenheit);
The pressure at sea level is 29.92 inches The pressure at sea level is 29.92 inches
Hg(1013.2mb); The tempera- ture gradient Hg(1013.2mb); The tempera- ture gradient
from sea level to the altitude at which the from sea level to the altitude at which the
t e m p e r a t u r e i s - 5 6 . 5 Þ C (-69.7ÞF) is - t e m p e r a t u r e i s - 5 6 . 5 Þ C (-69.7ÞF) is -
0.00198ÞC (-0.003566ÞF) per foot and zero 0.00198ÞC (-0.003566ÞF) per foot and zero
above that altitude. above that altitude.
OAT Outside Air Temperature is the free air static OAT Outside Air Temperature is the free air static
temperature obtained either from inflight temperature obtained either from inflight
temperature indications or ground temperature indications or ground
meteorological sources, adjusted for in- meteorological sources, adjusted for in-
strument error and compressibility effects. strument error and compressibility effects.
Indicated The number actually read from an Indicated The number actually read from an
Pressure Altitude altimeter when the barometric subscale has Pressure Altitude altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013.2 been set to 29.92 inches of mercury (1013.2
millibars). millibars).
Pressure Altitude Altitude measured from standard sea-level Pressure Altitude Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated barometric altimeter. It is the indicated
pressure altitude corrected for position and pressure altitude corrected for position and
instrument error. In this handbook, altimeter instrument error. In this handbook, altimeter
instrument errors are assumed to be zero. instrument errors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field Station Pressure Actual atmospheric pressure at field
elevation. elevation.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-8 REVISED: SEPTEMBER 23, 1983 1-8 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

Wind The wind velocities recorded as variables on Wind The wind velocities recorded as variables on
the charts of this handbook are to be the charts of this handbook are to be
understood as the headwind or tailwind understood as the headwind or tailwind
components of the reported winds. components of the reported winds.

(c) Power Terminology (c) Power Terminology

Takeoff Power Maximum power permissible for takeoff. Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible continuously Maximum Con- Maximum power permissible continuously
tinuous Power during flight. tinuous Power during flight.
Maximum Climb M aximum power permissible during Maximum Climb M aximum power permissible during
Power climb. Power climb.
Maximum Cruise M aximum power permissible during Maximum Cruise M aximum power permissible during
Power cruise. Power cruise.

(d) Engine Instruments (d) Engine Instruments

EGT Gauge Exhaust Gas Temperature Gauge EGT Gauge Exhaust Gas Temperature Gauge

(e) Airplane Performance and Flight Planning Terminology (e) Airplane Performance and Flight Planning Terminology

Climb Gradient The demonstrated ratio of the change in Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the height during a portion of a climb, to the
horizontal distance traversed in the same time horizontal distance traversed in the same time
interval. interval.
Demonstrated The demonstrated crosswind velocity is the Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane Velocity which adequate control of the airplane
(DEMO. during takeoff and landing was actually (DEMO. during takeoff and landing was actually
X-WIND) demonstrated during certification tests. X-WIND) demonstrated during certification tests.
Accelerate-Stop The distance required to accelerate an air- Accelerate-Stop The distance required to accelerate an air-
Distance plane to a specified speed and, assuming Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed is failure of an engine at the instant that speed is
attained, to bring the airplane to a stop attained, to bring the airplane to a stop

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1-9 1-9
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

Route Segment A part of a route. Each end of that part is Route Segment A part of a route. Each end of that part is
identified by: (1) a geographical location; or identified by: (1) a geographical location; or
(2) a point at which a definite radio fix can be (2) a point at which a definite radio fix can be
established established

(f) Weight and Balance Terminology (f) Weight and Balance Terminology

Reference Datum An imaginary vertical plane from which all Reference Datum An imaginary vertical plane from which all
horizontal distances are measured for balance horizontal distances are measured for balance
purposes purposes
Station A location along the airplane fuselage usually Station A location along the airplane fuselage usually
given in terms of distance in inches from the given in terms of distance in inches from the
reference datum. reference datum.
Arm The horizontal distance from the reference Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an datum to the center of gravity (C.G.) of an
item. item.
Moment The product of the weight of an item multi- Moment The product of the weight of an item multi-
plied by its arm. (Moment divided by a plied by its arm. (Moment divided by a
constant is used to simplify balance calcu- constant is used to simplify balance calcu-
lations by reducing the number of digits.) lations by reducing the number of digits.)
Center Or Gravity The point at which an airplane would Center Or Gravity The point at which an airplane would
(C.G.) balance if suspended. Its distance from the (C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the total reference datum is found by dividing the total
moment by the total weight of the airplane. moment by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane's C.G. Arm The arm obtained by adding the airplane's
individual moments and dividing the sum by individual moments and dividing the sum by
the total weight. the total weight.
C.G. I.limits The extreme center of gravity locations C.G. I.limits The extreme center of gravity locations
within which the airplane must be operated at within which the airplane must be operated at
a given weight. a given weight.
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for flight planning.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-10 REVISED: SEPTEMBER 23, 1983 1-10 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III GENERAL

Unusable Fuel Fuel remaining after a runout test has been Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with govern- mental completed in accordance with govern- mental
regulations. regulations.
Standard Empty Weight of a standard airplane including Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full Weight unusable fuel, full operating fluids and full
oil. oil.
Basic Empty Standard empty weight plus optional Basic Empty Standard empty weight plus optional
Weight equipment. Weight equipment.
Payload Weight of occupants, cargo and baggage. Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp Useful Load Difference between takeoff weight, or ramp
weight if applicable, and basic empty weight. weight if applicable, and basic empty weight.
Maximum Ramp Maximum weight approved for ground Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi Weight maneuver. (It includes weight of start, taxi
and run up fuel.) and run up fuel.)
Maximum Maximum weight approved for the start of Maximum Maximum weight approved for the start of
Takeoff Weight the takeoff run. Takeoff Weight the takeoff run.
Maximum Maximum weight approved for the landing Maximum Maximum weight approved for the landing
Landing Weight touchdown. Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel. Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight Fuel Weight

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1-11 1-11
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-34-220T, SENECA III GENERAL PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
1-12 1-12
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

Paragraph Page Paragraph Page

No. No. No. No.

2.1 General ..................................................................................... 2-1 2.1 General ..................................................................................... 2-1

2.3 Airspeed Limitations ................................................................ 2-1 2.3 Airspeed Limitations ................................................................ 2-1
2.5 Airspeed Indicator Markings.................................................... 2-2 2.5 Airspeed Indicator Markings.................................................... 2-2
2.7 Power Plant Limitations ........................................................... 2-3 2.7 Power Plant Limitations ........................................................... 2-3
2.9 Power Plant Instrument Markings ............................................ 2-5 2.9 Power Plant Instrument Markings ............................................ 2-5
2.11 Weight Limits ........................................................................... 2-6 2.11 Weight Limits ........................................................................... 2-6
2.13 Center of Gravity Limits .......................................................... 2-6 2.13 Center of Gravity Limits .......................................................... 2-6
2.15 Maneuver Limits ...................................................................... 2-7 2.15 Maneuver Limits ...................................................................... 2-7
2.17 Flight Maneuvering Load Factors ............................................ 2-7 2.17 Flight Maneuvering Load Factors ............................................ 2-7
2.19 Types of Operation ................................................................... 2-7 2.19 Types of Operation ................................................................... 2-7
2.21 Fuel Limitations ....................................................................... 2-7 2.21 Fuel Limitations ....................................................................... 2-7
2.23 Noise Level............................................................................... 2-8 2.23 Noise Level............................................................................... 2-8
2.25 Heater Limitations.................................................................... 2-8 2.25 Heater Limitations.................................................................... 2-8
2.27 Operating Altitude Limitations ................................................ 2-8 2.27 Operating Altitude Limitations ................................................ 2-8
2.29 Gyro Suction Limits ................................................................. 2-8 2.29 Gyro Suction Limits ................................................................. 2-8
2.31 Operation with Aft Doors Removed ........................................ 2-8 2.31 Operation with Aft Doors Removed ........................................ 2-8
2.32 Icing Information...................................................................... 2-8 2.32 Icing Information...................................................................... 2-8
2.33 Placards .................................................................................... 2-9 2.33 Placards .................................................................................... 2-9

REPORT: VB-1110 REPORT: VB-1110

REVISED: MAY 8, 1998 2-i REVISED: MAY 8, 1998 2-i
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

TABLE OF CONTENTS TABLE OF CONTENTS

SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

2-ii 2-ii
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

2.1 GENERAL 2.1 GENERAL

This section provides the "FAA Approved" operating limitations, This section provides the "FAA Approved" operating limitations,
instrument markings, color coding and basic placards necessary for the instrument markings, color coding and basic placards necessary for the
operation of the airplane and its systems. operation of the airplane and its systems.
This airplane must be operated as a normal category airplane in compliance This airplane must be operated as a normal category airplane in compliance
with the operating limitations stated in the form of placards and markings with the operating limitations stated in the form of placards and markings
and those given in this section and handbook. and those given in this section and handbook.
Limitations associated with those optional systems and equipment which Limitations associated with those optional systems and equipment which
require handbook supplements can be found in Section 9 (Supplements). require handbook supplements can be found in Section 9 (Supplements).

2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS

SPEED KIAS KCAS SPEED KIAS KCAS

Design Maneuvering Speed (VA) - Do not Design Maneuvering Speed (VA) - Do not
make full or abrupt control movements above make full or abrupt control movements above
this speed. this speed.
4750 lbs. 140 140 4750 lbs. 140 140
3205 lbs. 114 115 3205 lbs. 114 115
CAUTION CAUTION
Maneuvering speed decreases at lighter weight as Maneuvering speed decreases at lighter weight as
the effects of aerodynamic forces become more the effects of aerodynamic forces become more
pronounced. Linear interpolation may be used pronounced. Linear interpolation may be used
for intermediate gross weights. Maneuvering for intermediate gross weights. Maneuvering
speed should not be exceeded while operating in speed should not be exceeded while operating in
rough air. rough air.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
2-1 2-1
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

SPEED KIAS KCAS SPEED KIAS KCAS

Never Exceed Speed (VNE) - Do not exceed Never Exceed Speed (VNE) - Do not exceed
this speed in any operation. 205 203 this speed in any operation. 205 203
Maximum Structural Cruising Speed Maximum Structural Cruising Speed
(VNO) - Do not exceed this speed except (VNO) - Do not exceed this speed except
in smooth air and then only with caution. 166 165 in smooth air and then only with caution. 166 165
Maximum Flaps Extended Speed (VFE)- Maximum Flaps Extended Speed (VFE)-
Do not exceed this speed with the flaps Do not exceed this speed with the flaps
extended. 115 113 extended. 115 113
Maximum Gear Extended Speed (VLE) - Maximum Gear Extended Speed (VLE) -
Do not exceed this speed with landing Do not exceed this speed with landing
gear extended. 130 130 gear extended. 130 130
Maximum Landing Gear Extending Maximum Landing Gear Extending
Speed (VLO) - Do not extend landing Speed (VLO) - Do not extend landing
gear above this speed. 130 130 gear above this speed. 130 130
Maximum Landing Gear Retracting Maximum Landing Gear Retracting
Speed (VLO) - Do not retract landing Speed (VLO) - Do not retract landing
gear above this speed. 108 109 gear above this speed. 108 109
Air Minimum Control Speed (VMCA) - Air Minimum Control Speed (VMCA) -
Lowest airspeed at which airplane is con- Lowest airspeed at which airplane is con-
trollable with one engine operating at trollable with one engine operating at
takeoff power and no flaps. 66 65 takeoff power and no flaps. 66 65
One Engine Inoperative Best Rate of One Engine Inoperative Best Rate of
Climb Speed. (VYSE) 92 91 Climb Speed. (VYSE) 92 91

2.5 AIRSPEED INDICATOR MARKINGS 2.5 AIRSPEED INDICATOR MARKINGS

MARKING KIAS MARKING KIAS
Red Radial Line (Never Exceed) 205 Red Radial Line (Never Exceed) 205
Red Radial Line (One Engine Inoperative Red Radial Line (One Engine Inoperative
Air Minimum Control Speed) 66 Air Minimum Control Speed) 66

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-2 2-2
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

MARKING KIAS MARKING KIAS

Blue Radial Line (One Engine In- Blue Radial Line (One Engine In-
operative Best Rate of Climb (Speed) 92 operative Best Rate of Climb (Speed) 92
Yellow Arc (Caution Range - Smooth Yellow Arc (Caution Range - Smooth
Air Only) 166 to 205 Air Only) 166 to 205
Green Arc (Normal Operating Range) 67 to 166 Green Arc (Normal Operating Range) 67 to 166
White Arc (Flap Down) 64 to 115 White Arc (Flap Down) 64 to 115

2.7 POWER PLANT LIMITATIONS 2.7 POWER PLANT LIMITATIONS

(a) Number of Engines 2 (a) Number of Engines 2
(b) Engine Manufacturer Continental (b) Engine Manufacturer Continental
(c) Engine Model Number (c) Engine Model Number
(1) Left TSIO-360KB (1) Left TSIO-360KB
(2) Right LTSIO-360KB (2) Right LTSIO-360KB
(d) Engine Operating Limits (d) Engine Operating Limits
T.O. Power Max. Cont. T.O. Power Max. Cont.
5 Min. Limit Power 5 Min. Limit Power
(1) Rated Horsepower(BHP) 220 200 (1) Rated Horsepower(BHP) 220 200
(2) Max. Rotational Speed (RPM) 2800 2600 (2) Max. Rotational Speed (RPM) 2800 2600
(3) Max. Manifold Pressure (3) Max. Manifold Pressure
(Inches of Mercury) 40 (Inches of Mercury) 40
(4) Max. Cylinder Head Temperature 460°F (4) Max. Cylinder Head Temperature 460°F
(5) Max. Oil Temperature 240°F (5) Max. Oil Temperature 240°F
(e) Oil Pressure (e) Oil Pressure
Minimum (red line) 10 PSI Minimum (red line) 10 PSI
Maximum (red line) 100 PSI Maximum (red line) 100 PSI
(f) Fuel Flow (Pressure) (f) Fuel Flow (Pressure)
Normal Operating Range (green arc) 3.5 PSI to 18.1 PSI Normal Operating Range (green arc) 3.5 PSI to 18.1 PSI
Maximum at Sea Level (red line) 21 PSI Maximum at Sea Level (red line) 21 PSI
(g) Fuel Grade (AVGAS ONLY) (g) Fuel Grade (AVGAS ONLY)
(min. grade) 100 or 100LL (min. grade) 100 or 100LL
Aviation Grade Aviation Grade
(h) Number of Propellers 2 (h) Number of Propellers 2

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 2-3 REVISED: SEPTEMBER 17, 1984 2-3
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

(i) Propeller Manufacturer (i) Propeller Manufacturer

Hartzell (Two Blade) (Standard) Hartzell (Two Blade) (Standard)
Propeller Hub and Blade Models Propeller Hub and Blade Models
a. Left BHC-C2YF-2CKUF/ a. Left BHC-C2YF-2CKUF/
FC8459-8R FC8459-8R
b. Right BHC-C2YF-2CLKUF/ b. Right BHC-C2YF-2CLKUF/
FJC8459-8R FJC8459-8R

NOTES NOTES
Avoid continuous operation between 2000 and Avoid continuous operation between 2000 and
2200 RPM above 32 IN. HG. manifold pressure. 2200 RPM above 32 IN. HG. manifold pressure.

Avoid continuous ground operation between 1700 Avoid continuous ground operation between 1700
and 2100 RPM in cross and tail winds over 10 and 2100 RPM in cross and tail winds over 10
knots. knots.

McCauley (Three Blade) (Optional) McCauley (Three Blade) (Optional)

Propeller Hub and Blade Models Propeller Hub and Blade Models
a. Left 3AF32C508-( )/ a. Left 3AF32C508-( )/
( )-82NFA-6 ( )-82NFA-6
b. Right 3AF32C509-( )/ b. Right 3AF32C509-( )/
( )-L82NFA-6 ( )-L82NFA-6

(j) Propeller Diameter (inches) (j) Propeller Diameter (inches)

Maximum 76 Maximum 76
Minimum 75 Minimum 75

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-4 REVISED: OCTOBER 16, 1989 2-4 REVISED: OCTOBER 16, 1989
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

2.9 POWER PLANT INSTRUMENT MARKINGS 2.9 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer (a) Tachometer
Green Arc (Normal Operating Range) 500 RPM to 2600 RPM Green Arc (Normal Operating Range) 500 RPM to 2600 RPM
Yellow Arc (Takeoff - 5 Min.) 2600 RPM to 2800 RPM Yellow Arc (Takeoff - 5 Min.) 2600 RPM to 2800 RPM
Red Line (Maximum) 2800 RPM Red Line (Maximum) 2800 RPM
(b) Fuel Flow (Pressure) (b) Fuel Flow (Pressure)
Green Arc (Normal Operating Range) 3.5 PSI to 18.1 PSI Green Arc (Normal Operating Range) 3.5 PSI to 18.1 PSI
Yellow Arc (Takeoff - 5 Min.) 18.1 PSI to 21.0 PSI Yellow Arc (Takeoff - 5 Min.) 18.1 PSI to 21.0 PSI
Red Line (Max. at Sea Level) 21.0 PSI Red Line (Max. at Sea Level) 21.0 PSI
(c) Cylinder Head Temperature (c) Cylinder Head Temperature
Green Arc (Normal Range) 240°F to 460°F Green Arc (Normal Range) 240°F to 460°F
Red Line ( Maximum) 460°F Red Line ( Maximum) 460°F
(d) Oil Temperature (d) Oil Temperature
Green Arc (Normal Operating Range) 100°F to 240°F Green Arc (Normal Operating Range) 100°F to 240°F
Red Line ( Maximum) 240°F Red Line ( Maximum) 240°F
(e) Oil Pressure (e) Oil Pressure
Green Arc (Normal Operating Range) 30 PSI to 80 PSI Green Arc (Normal Operating Range) 30 PSI to 80 PSI
Yellow Arc (Caution - Ground 10 PSI to 30 PSI and Yellow Arc (Caution - Ground 10 PSI to 30 PSI and
Operation Only) 80 PSI to 100 PSI Operation Only) 80 PSI to 100 PSI
Red Line (Minimum) 10 PSI Red Line (Minimum) 10 PSI
Red Line (Maximum) 100 PSI Red Line (Maximum) 100 PSI
(f) Manifold Pressure (f) Manifold Pressure
Green Arc (Normal Operating Range) 10 IN. to 40 IN. HG. Green Arc (Normal Operating Range) 10 IN. to 40 IN. HG.
Red Line (Maximum) 40 IN. HG. Red Line (Maximum) 40 IN. HG.
(g) Exhaust Gas Temperature (g) Exhaust Gas Temperature
Red Line 1650°F Red Line 1650°F
Green Arc 1200°F to 1525°F Green Arc 1200°F to 1525°F
Yellow Arc (65% to 75% Yellow Arc (65% to 75%
Leaning Limit) 1525°F to 1650°F Leaning Limit) 1525°F to 1650°F

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
2-5 2-5
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

2.11 WEIGHT LIMITS 2.11 WEIGHT LIMITS

(a) Max. Ramp Weight 4773 LBS. (a) Max. Ramp Weight 4773 LBS.
(b) Max. Takeoff Weight 4750 LBS. (b) Max. Takeoff Weight 4750 LBS.
(c) Max. Landing Weight 4513 LBS. (c) Max. Landing Weight 4513 LBS.
(d) Max. Weights in Baggage Compartments (d) Max. Weights in Baggage Compartments
Forward 100 LBS. Forward 100 LBS.
Aft 100 LBS. Aft 100 LBS.
(e) Max. Zero Fuel Weight - Standard (e) Max. Zero Fuel Weight - Standard
(Refer to Section 6, Weight and (Refer to Section 6, Weight and
Balance) 4470 LBS. Balance) 4470 LBS.

2.13 CENTER OF GRAVITY LIMITS 2.13 CENTER OF GRAVITY LIMITS

Weight Forward Limit Rearward Limit Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum Pounds Inches Aft of Datum Inches Aft of Datum

3400 82.0 94.6 3400 82.0 94.6

4250 86.7 94.6 4250 86.7 94.6
4750 90.6 94.6 4750 90.6 94.6

NOTES NOTES
Straight line variation between points given. Straight line variation between points given.

The datum used is 78.4 inches ahead of the wing The datum used is 78.4 inches ahead of the wing
leading edge at the inboard edge of the fuel tank. leading edge at the inboard edge of the fuel tank.

It is the responsibility of the airplane owner and It is the responsibility of the airplane owner and
the pilot to ensure that the airplane is properly the pilot to ensure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for loaded. See Section 6 (Weight and Balance) for
proper loading instructions. proper loading instructions.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-6 2-6
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

2.15 MANEUVER LIMITS 2.15 MANEUVER LIMITS

All intentional acrobatic maneuvers (including spins) are prohibited. Avoid All intentional acrobatic maneuvers (including spins) are prohibited. Avoid
abrupt maneuvers. abrupt maneuvers.

2.17 FLIGHT MANEUVERING LOAD FACTORS 2.17 FLIGHT MANEUVERING LOAD FACTORS
(a) Positive Load Factor (Maximum) (a) Positive Load Factor (Maximum)
(1) Flaps U p 3.8 G (1) Flaps U p 3.8 G
(2) Flaps Down 2.0 G (2) Flaps Down 2.0 G
(b) Negative Load Factor (Maximum) No inverted (b) Negative Load Factor (Maximum) No inverted
maneuvers approved. maneuvers approved.

2.19 TYPES OF OPERATION 2.19 TYPES OF OPERATION

The airplane is approved for the following operations when equipped in The airplane is approved for the following operations when equipped in
accordance with FAR 91 or FAR 135. accordance with FAR 91 or FAR 135.
(a) Day V.F.R. (a) Day V.F.R.
(b) Night V.F.R. (b) Night V.F.R.
(c) Day I.F.R. (c) Day I.F.R.
(d) Night I.F.R. (d) Night I.F.R.
(e) Icing conditions when equipped per Ice Protection System Instal- (e) Icing conditions when equipped per Ice Protection System Instal-
lation Supplement (refer to Section 9). lation Supplement (refer to Section 9).

2.21 FUEL LIMITATIONS 2.21 FUEL LIMITATIONS

(a) Standard Fuel Tanks (a) Standard Fuel Tanks
(1) Total Capacity 98 U .S. GALS. (1) Total Capacity 98 U .S. GALS.
(2) Unusable Fuel 5 U.S. GALS. (2) Unusable Fuel 5 U.S. GALS.
The unusable fuel for this airplane has been determined as 2.5 U.S. The unusable fuel for this airplane has been determined as 2.5 U.S.
gallons in each wing in critical flight attitude gallons in each wing in critical flight attitude
(3) Usable Fuel 93 U.S. GALS. (3) Usable Fuel 93 U.S. GALS.
(b) Optional Fuel Tanks (b) Optional Fuel Tanks
(1) Total Capacity 128 U.S. GALS. (1) Total Capacity 128 U.S. GALS.
(2) Unusable Fuel 5 U.S. GALS. (2) Unusable Fuel 5 U.S. GALS.
(3) Usable Fuel 123 U.S. GALS. (3) Usable Fuel 123 U.S. GALS.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
2-7 2-7
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

2.23 NOISE LEVEL 2.23 NOISE LEVEL

The corrected noise level of this aircraft is 71.4d B(A) with the two blade The corrected noise level of this aircraft is 71.4d B(A) with the two blade
propeller and 74.2d B(A) with the three blade propeller. propeller and 74.2d B(A) with the three blade propeller.
No determination has been made by the Federal Aviation Adminis-tration No determination has been made by the Federal Aviation Adminis-tration
that the noise levels of this airplane are or should be acceptable or unacceptable that the noise levels of this airplane are or should be acceptable or unacceptable
for operation at, into, or out of, any airport. for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has been The above statement notwithstanding, the noise level stated above has been
verified by and approved by the Federal Aviation Administration in noise level verified by and approved by the Federal Aviation Administration in noise level
test nights conducted in accordance with FAR 36, Noise Standards - Aircraft test nights conducted in accordance with FAR 36, Noise Standards - Aircraft
Type and Airworthiness Certification. This aircraft model is in compliance Type and Airworthiness Certification. This aircraft model is in compliance
with all FAR 36 noise standards applicable to this type. with all FAR 36 noise standards applicable to this type.
2.25 HEATER LIMITATIONS 2.25 HEATER LIMITATIONS
Operation of the combustion heater above 25,000 feet is not approved. Operation of the combustion heater above 25,000 feet is not approved.
2.27 OPERATING ALTITUDE LIMITATIONS 2.27 OPERATING ALTITUDE LIMITATIONS
Flight above 25,000 feet is not approved. Flight up to and including 25,000 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 feet is approved if equipped with oxygen in accordance with FAR 23.1441 and
avionics in accordance with FAR 91 or FAR 135. avionics in accordance with FAR 91 or FAR 135.
2.29 GYRO SUCTION LIMITS 2.29 GYRO SUCTION LIMITS
The operating limits for the suction system are 4.8 to 5.1 inches of mercury The operating limits for the suction system are 4.8 to 5.1 inches of mercury
for all operations as indicated by the gyro suction gauge. for all operations as indicated by the gyro suction gauge.
2.31 OPERATION WITH AFT DOORS REMOVED 2.31 OPERATION WITH AFT DOORS REMOVED
The maximum speed with the aft doors removed is 129 KIAS and the The maximum speed with the aft doors removed is 129 KIAS and the
minimum single engine control speed is 67 KIAS. Door off operation is minimum single engine control speed is 67 KIAS. Door off operation is
approved for VFR non-icing conditions only. approved for VFR non-icing conditions only.
2.32 ICING INFORMATION 2.32 ICING INFORMATION

"WARNING" "WARNING"
Severe icing may result from environmental conditions outside of those for Severe icing may result from environmental conditions outside of those for
which the airplane is certified. Flight in freezing rain, freezing drizzle, or mixed which the airplane is certified. Flight in freezing rain, freezing drizzle, or mixed
icing conditions (supercooled liquid water and ice crystals) may result in ice icing conditions (supercooled liquid water and ice crystals) may result in ice
build-up on protected surfaces exceeding the capability of the ice protection build-up on protected surfaces exceeding the capability of the ice protection
system, or may result in ice forming aft of the protected surfaces. This ice may system, or may result in ice forming aft of the protected surfaces. This ice may
not be shed using the ice protection systems, and may seriously degrade the not be shed using the ice protection systems, and may seriously degrade the
performance and controllability of the airplane. performance and controllability of the airplane.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-8 REVISED: MAY 8, 1998 2-8 REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

During flight, severe icing conditions that exceed those for which the During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues. If one airplane is certificated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request priority handling from or more of these visual cues exists, immediately request priority handling from
Air Traffic Control to facilitate a route or an altitude change to exit the icing Air Traffic Control to facilitate a route or an altitude change to exit the icing
conditions. conditions.
Unusually extensive ice accumulation on the airframe and windshield in Unusually extensive ice accumulation on the airframe and windshield in
areas not normally observed to collect ice. areas not normally observed to collect ice.

Accumulation of ice on the upper surface of the wing, aft of the protected area. Accumulation of ice on the upper surface of the wing, aft of the protected area.

Accumulation of ice on the engine nacelles and propeller spinners farther aft Accumulation of ice on the engine nacelles and propeller spinners farther aft
than normally observed. than normally observed.

Since the autopilot, when installed and operating, may mask tactile cues Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the autopilot is that indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when any of the visual cues specified above exist, or when unusual prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the lateral trim requirements or autopilot trim warnings are encountered while the
airplane is in icing conditions. airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night. [NOTE: This supersedes any relief known or forecast icing conditions at night. [NOTE: This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).] provided by the Master Minimum Equipment List (MMEL).]

2.33 PLACARDS 2.33 PLACARDS

In full view of the pilot: In full view of the pilot:

THIS AIRPLANE MUST BE OPERATED AS A NOR-MAL THIS AIRPLANE MUST BE OPERATED AS A NOR-MAL
CATEGORY AIRPLANE IN COMPLIANCE WITH THE CATEGORY AIRPLANE IN COMPLIANCE WITH THE
OPERATING LIMITATIONS STATED IN THE FORM OPERATING LIMITATIONS STATED IN THE FORM
OF PLACARDS, MARKINGS. AND MANUALS. NO OF PLACARDS, MARKINGS. AND MANUALS. NO
ACROBATIC MANEUVERS (IN-CLUDING SPINS) ACROBATIC MANEUVERS (IN-CLUDING SPINS)
APPROVED. APPROVED.

THIS AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY, THIS AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY,
NIGHT AND ICING FLIGHT WHEN EQUIPPED IN NIGHT AND ICING FLIGHT WHEN EQUIPPED IN
ACCORDANCE WITH FAR 91 OR FAR 135. ACCORDANCE WITH FAR 91 OR FAR 135.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 2-9 REVISED: MAY 8, 1998 2-9
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

In full view of the pilot: In full view of the pilot:

MAXIMUM TAKEOFF WEIGHT 4750 POUNDS MAXIMUM TAKEOFF WEIGHT 4750 POUNDS
MAXIMUM LANDING WEIGHT 4513 POUNDS MAXIMUM LANDING WEIGHT 4513 POUNDS
ALL WEIGHT IN EXCESS OF 4470 POUNDS MUST ALL WEIGHT IN EXCESS OF 4470 POUNDS MUST
CONSIST OF FUEL, (EXCEPT IN CASES SPECIFIED BY CONSIST OF FUEL, (EXCEPT IN CASES SPECIFIED BY
SECTION 6 OF P.O.H.). SECTION 6 OF P.O.H.).
MINIMUM SINGLE ENGINE CONTROL SPEED 66 KIAS MINIMUM SINGLE ENGINE CONTROL SPEED 66 KIAS
On instrument panel in full view of the pilot: On instrument panel in full view of the pilot:

VA 140 AT 4750 LBS. VA 140 AT 4750 LBS.

(SEE A.F.M.) (SEE A.F.M.)
VLO 130 DN, 108 UP VLO 130 DN, 108 UP
VLE 130 MAX. VLE 130 MAX.
DEMO X-WIND 17 KTS DEMO X-WIND 17 KTS
Near emergency gear release: Near emergency gear release:
EMERGENCY GEAR EXTENSION EMERGENCY GEAR EXTENSION
PULL TO RELEASE. SEE A.F.M. PULL TO RELEASE. SEE A.F.M.
BEFORE RE-ENGAGEMENT BEFORE RE-ENGAGEMENT
Near gear selector switch: Near gear selector switch:
GEAR UP 108 KIAS MAX. GEAR UP 108 KIAS MAX.
DOWN 130 KIAS MAX. DOWN 130 KIAS MAX.
Adjacent to upper door latch (front and rear doors): Adjacent to upper door latch (front and rear doors):
ENGAGE LATCH BEFORE FLIGHT ENGAGE LATCH BEFORE FLIGHT
In full view of pilot: In full view of pilot:
WARNING - TURN OFF STROBE LIGHTS WHEN WARNING - TURN OFF STROBE LIGHTS WHEN
TAXIING IN VICINITY OF OTHER AIRCRAFT OR TAXIING IN VICINITY OF OTHER AIRCRAFT OR
DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. DURING FLIGHT THROUGH CLOUD, FOG OR HAZE.
On the inside of forward baggage compartment door: On the inside of forward baggage compartment door:
MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.
SEE THE LIMITATIONS SECTION OF THE AIRPLANE SEE THE LIMITATIONS SECTION OF THE AIRPLANE
FLIGHT MANUAL. FLIGHT MANUAL.
On aft baggage closeout: On aft baggage closeout:
MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS.
NO HEAVY OBJECTS ON HAT SHELF. NO HEAVY OBJECTS ON HAT SHELF.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-10 REVISED: MAY 8, 1998 2-10 REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

In full view of pilot: In full view of pilot:

SINGLE ENGINE STALLS NOT RECOMMENDED. CAN SINGLE ENGINE STALLS NOT RECOMMENDED. CAN
CAUSE 400 FT. LOSS OF ALTITUDE AND 15Þ PITCH CAUSE 400 FT. LOSS OF ALTITUDE AND 15Þ PITCH
ANGLE. ANGLE.

On sun visor: On sun visor:

TAKEOFF CHECK LIST LANDING CHECK LIST TAKEOFF CHECK LIST LANDING CHECK LIST

Fuel Selectors On Seat Backs Erect Fuel Selectors On Seat Backs Erect
Aux. Fuel Pumps Off Fasten Belts/ Harness Aux. Fuel Pumps Off Fasten Belts/ Harness
Alternators On Fuel Selectors On Alternators On Fuel Selectors On
Engine Gages Checked Cowl Flaps Set Engine Gages Checked Cowl Flaps Set
Mixtures Set Mixtures Rich Mixtures Set Mixtures Rich
Propellers Set Aux. Fuel Pumps Off Propellers Set Aux. Fuel Pumps Off
Alt. Air Off Propellers Set Alt. Air Off Propellers Set
Cowl Flaps Open Gear Down Cowl Flaps Open Gear Down
Seat Backs Erect Flap Set - (White Arc) Seat Backs Erect Flap Set - (White Arc)
Flaps Set Air Conditioner Off Flaps Set Air Conditioner Off
Trim Set (Stab. & Rudder) Trim Set (Stab. & Rudder)
Fasten Belts/Harness Fasten Belts/Harness
Controls Free - Full Travel Controls Free - Full Travel
Doors Latched/Air Cond. Off Doors Latched/Air Cond. Off

The "Air Conditioner Off" item in the above takeoff and landing check list The "Air Conditioner Off" item in the above takeoff and landing check list
is mandatory for air conditioned aircraft only. is mandatory for air conditioned aircraft only.

On storm window: On storm window:

DO NOT OPEN ABOVE 129 KIAS DO NOT OPEN ABOVE 129 KIAS
In full view of the pilot for flight with the aft fuselage doors removed: In full view of the pilot for flight with the aft fuselage doors removed:
FOR FLIGHT WITH AFT DOORS REMOVED, CONSULT FOR FLIGHT WITH AFT DOORS REMOVED, CONSULT
THE LIMITATIONS AND PROCEDURES SECTIONS OF THE LIMITATIONS AND PROCEDURES SECTIONS OF
THE AIRPLANE FLIGHT MANUAL. THE AIRPLANE FLIGHT MANUAL.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 2-11 REVISED: MAY 8, 1998 2-11
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

On the inside of both oil filter access doors: On the inside of both oil filter access doors:

OIL COOLER WINTERIZATION PLATE TO BE OIL COOLER WINTERIZATION PLATE TO BE

REMOVED WHEN AMBIENT TEMPERATURE REMOVED WHEN AMBIENT TEMPERATURE
EXCEEDS 50ÞF. EXCEEDS 50ÞF.

On the executive writing table: On the executive writing table:

CAUTION - THIS TABLE MUST BE STOWED DURING CAUTION - THIS TABLE MUST BE STOWED DURING
TAKEOFF AND LANDING. TAKEOFF AND LANDING.

On the instrument panel in full view of the pilot (2-blade propellers only) On the instrument panel in full view of the pilot (2-blade propellers only)

AVOlD CONTlNUOUS GROUND OPERATION 1700 -2100 AVOlD CONTlNUOUS GROUND OPERATION 1700 -2100
RPM IN CROSS/TAIL WIND OVER 10 KT. RPM IN CROSS/TAIL WIND OVER 10 KT.

AVOID CONTINUOUS OPERATIONS 2000 - 2200 RPM AVOID CONTINUOUS OPERATIONS 2000 - 2200 RPM
ABOVE 32" MANIFOLD PRESSURE. ABOVE 32" MANIFOLD PRESSURE.

Near the magnetic compass: Near the magnetic compass:

CAUTION - COMPASS CALIBRATION MAY BE IN CAUTION - COMPASS CALIBRATION MAY BE IN

ERROR WITH ELECTRICAL EQUIPMENT OTHER ERROR WITH ELECTRICAL EQUIPMENT OTHER
THAN AVIONICS ON. THAN AVIONICS ON.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-12 REVISED: SEPTEMBER 23, 1983 2-12 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2
PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III LIMITATIONS

Adjacent to fuel tank filler caps: Adjacent to fuel tank filler caps:

FUEL 100 OR 100LL AVIATION GRADE FUEL 100 OR 100LL AVIATION GRADE

Adjacent to fuel tank filler caps (serial numbers 34-8333042 and up): Adjacent to fuel tank filler caps (serial numbers 34-8333042 and up):

,,
AVGA.S ON Y
. . .. .
·· .
.
< ~
....
·.· .

C. RADS: QAADE
100 L 100•

ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110
2-13 2-13
SECTION 2 PIPER AIRCRAFT CORPORATION SECTION 2 PIPER AIRCRAFT CORPORATION
LIMITATIONS PA-34-220T, SENECA III LIMITATIONS PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
2-14 2-14
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

Paragraph Page Paragraph Page

No. No. No. No.

3.1 General ..................................................................................... 3-1 3.1 General ..................................................................................... 3-1

3.3 Emergency Procedures Checklist ............................................. 3-2 3.3 Emergency Procedures Checklist ............................................. 3-2
Airspeeds for Safe Operations............................................. 3-2 Airspeeds for Safe Operations............................................. 3-2
Engine Inoperative Procedures ............................................ 3-2 Engine Inoperative Procedures ............................................ 3-2
Fire....................................................................................... 3-6 Fire....................................................................................... 3-6
Fuel Management During One Engine Inoperative Fuel Management During One Engine Inoperative
Operation ............................................................................. 3-6 Operation ............................................................................. 3-6
Engine Driven Fuel Pump Failure ....................................... 3-7 Engine Driven Fuel Pump Failure ....................................... 3-7
Landing Gear Unsafe Warnings .......................................... 3-8 Landing Gear Unsafe Warnings .......................................... 3-8
Manual Extension of Landing Gear .................................... 3-8 Manual Extension of Landing Gear .................................... 3-8
Gear Up Landing ................................................................. 3-8 Gear Up Landing ................................................................. 3-8
Engine Failure With Rear Cabin and Cargo Doors Engine Failure With Rear Cabin and Cargo Doors
Removed.............................................................................. 3-9 Removed.............................................................................. 3-9
Electrical Failures ................................................................ 3-9 Electrical Failures ................................................................ 3-9
Gyro Suction Failures.......................................................... 3-10 Gyro Suction Failures.......................................................... 3-10
Spins .................................................................................... 3-10 Spins .................................................................................... 3-10
Emergency Descent ............................................................. 3-10 Emergency Descent ............................................................. 3-10
Combustion Heater Overheat .............................................. 3-11 Combustion Heater Overheat .............................................. 3-11
Open Door (Entry Door Only) ............................................ 3-11 Open Door (Entry Door Only) ............................................ 3-11
Propeller Overspeed ............................................................ 3-11 Propeller Overspeed ............................................................ 3-11
3.5 Amplified Emergency Procedures (General) ........................... 3-13 3.5 Amplified Emergency Procedures (General) ........................... 3-13
3.7 Engine Inoperative Procedures................................................. 3-13 3.7 Engine Inoperative Procedures................................................. 3-13
Detecting A Dead Engine.................................................... 3-13 Detecting A Dead Engine.................................................... 3-13
Engine Securing Procedure (Feathering Procedure) ........... 3-13 Engine Securing Procedure (Feathering Procedure) ........... 3-13
Engine Failure During Takeoff (Below 85 KIAS)............... 3-14 Engine Failure During Takeoff (Below 85 KIAS)............... 3-14
Engine Failure During Takeoff (85 KIAS or Above) .......... 3-15 Engine Failure During Takeoff (85 KIAS or Above) .......... 3-15
Engine Failure During Flight (Below 66 KIAS) ................. 3-15 Engine Failure During Flight (Below 66 KIAS) ................. 3-15
One Engine Inoperative Landing......................................... 3-16 One Engine Inoperative Landing......................................... 3-16
One Engine Inoperative Go-Around.................................... 3-16 One Engine Inoperative Go-Around.................................... 3-16
Air Start (Unfeathering Procedure) ..................................... 3-16 Air Start (Unfeathering Procedure) ..................................... 3-16

REPORT: VB-1110 I REPORT: VB-1110

3-i 3-i
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

TABLE OF CONTENTS (cont) TABLE OF CONTENTS (cont)

SECTION 3 (cont) SECTION 3 (cont)

Paragraph Page Paragraph Page

No. No. No. No.

3.9 Fire. .......................................................................................... 3-17 3.9 Fire. .......................................................................................... 3-17

Engine Fire On The Ground ................................................ 3-17 Engine Fire On The Ground ................................................ 3-17
Engine Fire In-Flight ........................................................... 3-17 Engine Fire In-Flight ........................................................... 3-17
3.11 Fuel Management During One Engine Inoperative 3.11 Fuel Management During One Engine Inoperative
Operation .................................................................................. 3-17 Operation .................................................................................. 3-17
Cruising ............................................................................... 3-18 Cruising ............................................................................... 3-18
Landing................................................................................ 3-18 Landing................................................................................ 3-18
3.13 Engine Driven Fuel Pump Failure ............................................ 3-18 3.13 Engine Driven Fuel Pump Failure ............................................ 3-18
3.15 Landing Gear Unsafe Warnings ............................................... 3-19 3.15 Landing Gear Unsafe Warnings ............................................... 3-19
3.17 Manual Extension Of The Landing Gear ................................. 3-19 3.17 Manual Extension Of The Landing Gear ................................. 3-19
3.19 Gear-Up Emergency Landing................................................... 3-20 3.19 Gear-Up Emergency Landing................................................... 3-20
3.21 Engine Failure With Rear Cabin and Cargo Doors 3.21 Engine Failure With Rear Cabin and Cargo Doors
Removed................................................................................... 3-20 Removed................................................................................... 3-20
3.23 Electrical Failures..................................................................... 3-20 3.23 Electrical Failures..................................................................... 3-20
3.25 Gyro Suction Failures............................................................... 3-23 3.25 Gyro Suction Failures............................................................... 3-23
3.27 Spins ......................................................................................... 3-24 3.27 Spins ......................................................................................... 3-24
3.29 Emergency Descent .................................................................. 3-24 3.29 Emergency Descent .................................................................. 3-24
3.31 Combustion Heater Overheat ................................................... 3-24 3.31 Combustion Heater Overheat ................................................... 3-24
3.33 Open Door ................................................................................ 3-25 3.33 Open Door ................................................................................ 3-25
3.35 Propeller Overspeed ................................................................. 3-25 3.35 Propeller Overspeed ................................................................. 3-25

REPORT: VB-1110 REPORT: VB-1110

3-ii REVISED: MAY 8, 1998 3-ii REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

3.1 GENERAL 3.1 GENERAL

The recommended procedures for coping with various types of emer- The recommended procedures for coping with various types of emer-
gencies and critical situations are provided by this section. Required (FAA gencies and critical situations are provided by this section. Required (FAA
regulations), emergency procedures and those necessary for the operation of regulations), emergency procedures and those necessary for the operation of
the airplane as determined by the operating and design features of the the airplane as determined by the operating and design features of the
airplane are presented. airplane are presented.
Emergency procedures associated with those optional systems and Emergency procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9 equipment which require handbook supplements are provided in Section 9
(Supplements). (Supplements).
The first portion of this section consists of an abbreviated emergency The first portion of this section consists of an abbreviated emergency
checklist which supplies an action sequence for critical situations with little checklist which supplies an action sequence for critical situations with little
emphasis on the operation of systems. emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency procedures The remainder of the section is devoted to amplified emergency procedures
containing additional information to provide the pilot with a more complete containing additional information to provide the pilot with a more complete
understanding of the procedures. understanding of the procedures.
Pilots should familiarize themselves with the procedures given in this Pilots should familiarize themselves with the procedures given in this
section and be prepared to take appropriate action should an emergency arise. section and be prepared to take appropriate action should an emergency arise.
Most basic emergency procedures, such as power off landings, are a normal Most basic emergency procedures, such as power off landings, are a normal
part of pilot training. Although these emergencies are discussed here, this part of pilot training. Although these emergencies are discussed here, this
information is not intended to replace such training, but only to provide a information is not intended to replace such training, but only to provide a
source of reference and review, and to provide information on procedures which source of reference and review, and to provide information on procedures which
are not the same for all aircraft. It is suggested that the pilot review standard are not the same for all aircraft. It is suggested that the pilot review standard
emergency procedures periodically to remain proficient in them. emergency procedures periodically to remain proficient in them.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 3-1 REVISED: SEPTEMBER 17, 1984 3-1
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

3.3 EMERGENCY PROCEDURES CHECKLIST 3.3 EMERGENCY PROCEDURES CHECKLIST

AIRSPEEDS FOR SAFE OPERATIONS AIRSPEEDS FOR SAFE OPERATIONS
One engine inoperative air minimum control .........................................66 KIAS One engine inoperative air minimum control .........................................66 KIAS
One engine inoperative best rate of climb ..............................................92 KIAS One engine inoperative best rate of climb ..............................................92 KIAS
One engine inoperative best angle of climb............................................78 KIAS One engine inoperative best angle of climb............................................78 KIAS
Maneuvering .........................................................................................140 KIAS Maneuvering .........................................................................................140 KIAS
Never exceed.........................................................................................205 KIAS Never exceed.........................................................................................205 KIAS

ENGINE INOPERATIVE PROCEDURES ENGINE INOPERATIVE PROCEDURES

NOTE NOTE
The power on the operating engine should be The power on the operating engine should be
reduced when safe to do so. reduced when safe to do so.

DETECTING DEAD ENGINE DETECTING DEAD ENGINE

Loss of thrust. Loss of thrust.

Nose of aircraft will yaw in direction of dead engine (with coordinated Nose of aircraft will yaw in direction of dead engine (with coordinated
controls). controls).

ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)

Minimum control speed ..........................................................................66 KIAS Minimum control speed ..........................................................................66 KIAS
One engine inoperative best rate of climb ..............................................92 KIAS One engine inoperative best rate of climb ..............................................92 KIAS
Maintain direction and airspeed above 85 KIAS. Maintain direction and airspeed above 85 KIAS.
Mixture controls .......................................................................................forward Mixture controls .......................................................................................forward
Propeller controls......................................................................................forward Propeller controls......................................................................................forward
Throttle controls ..........................................................(40 in. Hg. Max.) forward Throttle controls ..........................................................(40 in. Hg. Max.) forward
Flaps............................................................................................................retract Flaps............................................................................................................retract
Gear.............................................................................................................retract Gear.............................................................................................................retract
Identify inoperative engine. Identify inoperative engine.
Throttle of inop. engine.................................................................retard to verify Throttle of inop. engine.................................................................retard to verify

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-2 3-2
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

To attempt to restore power prior to feathering: To attempt to restore power prior to feathering:
Mixtures .......................................................................................as required Mixtures .......................................................................................as required
Fuel selector .............................................................................................ON Fuel selector .............................................................................................ON
Magnetos .............................................................................left or right only Magnetos .............................................................................left or right only
Aux. fuel pump .................................................................unlatch, ON HI, if Aux. fuel pump .................................................................unlatch, ON HI, if
...............................................................................power is not immediately ...............................................................................power is not immediately
................................................................................................restored - OFF ................................................................................................restored - OFF
Alternate air..............................................................................................ON Alternate air..............................................................................................ON
If power cannot be restored continue with feathering procedure. If power cannot be restored continue with feathering procedure.
Prop control of inop. engine ..................................................feather before RPM Prop control of inop. engine ..................................................feather before RPM
.............................................................................................drops below 800 .............................................................................................drops below 800
Mixture of inop. engine .......................................................................idle cut-off Mixture of inop. engine .......................................................................idle cut-off
Trim ........................................................................as required (3Þ to 5Þ of bank Trim ........................................................................as required (3Þ to 5Þ of bank
...............................................................................toward operative engine - ...............................................................................toward operative engine -
.............................................................................................ball 1/2 to 1 out) .............................................................................................ball 1/2 to 1 out)
Aux. fuel pump of inop. engine .....................................................................OFF Aux. fuel pump of inop. engine .....................................................................OFF
Magnetos of inop. engine ..............................................................................OFF Magnetos of inop. engine ..............................................................................OFF
Cowl flaps ......................................................................close on inop. engine, as Cowl flaps ......................................................................close on inop. engine, as
..........................................................................required on operative engine ..........................................................................required on operative engine
Alternator of inop. engine..............................................................................OFF Alternator of inop. engine..............................................................................OFF
Electrical load.............................................................................................reduce Electrical load.............................................................................................reduce
Fuel selector .............................................................................OFF inop. engine, Fuel selector .............................................................................OFF inop. engine,
..........................................................................................consider crossfeed ..........................................................................................consider crossfeed
Aux. fuel pump operative engine...................................................................OFF Aux. fuel pump operative engine...................................................................OFF
Power of operative engine ...................................................................as required Power of operative engine ...................................................................as required

ENGINE FAILURE DURING TAKEOFF (Below 85 KIAS) ENGINE FAILURE DURING TAKEOFF (Below 85 KIAS)
If engine failure occurs during takeoff and 85 KIAS has not been attained: If engine failure occurs during takeoff and 85 KIAS has not been attained:
Throttles ......................................................................CLOSE both immediately Throttles ......................................................................CLOSE both immediately
Stop straight ahead. Stop straight ahead.

If inadequate runway remains to stop: If inadequate runway remains to stop:

Throttles.................................................................................................CLOSED Throttles.................................................................................................CLOSED
Brakes.....................................................................................apply max. braking Brakes.....................................................................................apply max. braking
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF
Fuel selectors .................................................................................................OFF Fuel selectors .................................................................................................OFF
Continue straight ahead, turning to avoid obstacles. Continue straight ahead, turning to avoid obstacles.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3-3 3-3
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

ENGINE FAILURE DURING TAKEOFF (85 KIAS OR ABOVE) ENGINE FAILURE DURING TAKEOFF (85 KIAS OR ABOVE)
If engine failure occurs during takeoff ground roll or after lift-off with gear still If engine failure occurs during takeoff ground roll or after lift-off with gear still
down and 85 KIAS has been attained: down and 85 KIAS has been attained:
If adequate runway remains, CLOSE both throttles immediately, land if airborne If adequate runway remains, CLOSE both throttles immediately, land if airborne
and stop straight ahead. and stop straight ahead.
If runway remaining is inadequate for stopping, decide whether to abort or If runway remaining is inadequate for stopping, decide whether to abort or
continue. If decision is made to continue, maintain heading. After establishing continue. If decision is made to continue, maintain heading. After establishing
a climb, retract landing gear, accelerate to 92 KIAS, and feather inoperative a climb, retract landing gear, accelerate to 92 KIAS, and feather inoperative
engine prop (see Engine Securing Procedure). engine prop (see Engine Securing Procedure).
WARNING WARNING
In certain combinations of aircraft weight, In certain combinations of aircraft weight,
configuration, ambient conditions and speeds, configuration, ambient conditions and speeds,
negative climb performance may result. Refer to negative climb performance may result. Refer to
One Engine Inoperative Climb Performance chart, One Engine Inoperative Climb Performance chart,
Figure 5-21. Figure 5-21.
ENGINE FAILURE DURING FLIGHT (BELOW 66 KIAS) ENGINE FAILURE DURING FLIGHT (BELOW 66 KIAS)
Rudder...................................................................apply toward operative engine Rudder...................................................................apply toward operative engine
Throttles (both) .........................................................................retard to stop turn Throttles (both) .........................................................................retard to stop turn
Pitch attitude ...................................................................lower nose to accelerate Pitch attitude ...................................................................lower nose to accelerate
above 66 KIAS* above 66 KIAS*
Operative engine.........................................................increase power as airspeed Operative engine.........................................................increase power as airspeed
increases above 66 KIAS* increases above 66 KIAS*

If altitude permits, a restart may be attempted. If restart fails or if altitude does If altitude permits, a restart may be attempted. If restart fails or if altitude does
not permit restart, see Engine Securing Procedure. not permit restart, see Engine Securing Procedure.

ONE ENGINE INOPERATIVE LANDING ONE ENGINE INOPERATIVE LANDING

Inop. engine prop .......................................................................................feather Inop. engine prop .......................................................................................feather

When certain of making field: When certain of making field:
Landing gear...............................................................................................extend Landing gear...............................................................................................extend
Wing flaps (as required)...............................................................................lower Wing flaps (as required)...............................................................................lower
Maintain additional altitude and speed during approach. Maintain additional altitude and speed during approach.
Final approach speed ..............................................................................90 KIAS Final approach speed ..............................................................................90 KIAS

*67 KIAS with aft doors removed. *67 KIAS with aft doors removed.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-4 REVISED: FEBRUARY 25, 1982 3-4 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

ONE ENGINE INOPERATIVE GO-AROUND ONE ENGINE INOPERATIVE GO-AROUND

(SHOULD BE AVOIDED IF AT ALL POSSIBLE) (SHOULD BE AVOIDED IF AT ALL POSSIBLE)
Mixture .....................................................................................................forward Mixture .....................................................................................................forward
Propeller ...................................................................................................forward Propeller ...................................................................................................forward
Throttle .................................................................(40 in. Hg. Max.) open slowly Throttle .................................................................(40 in. Hg. Max.) open slowly
Flaps............................................................................................................retract Flaps............................................................................................................retract
Landing gear ...............................................................................................retract Landing gear ...............................................................................................retract
Airspeed ..................................................................................................92 KIAS Airspeed ..................................................................................................92 KIAS
Trim ..................................................................................................................set Trim ..................................................................................................................set
Cowl flap operating engine .................................................................as required Cowl flap operating engine .................................................................as required

AIR START (UNFEATHERING PROCEDURE) AIR START (UNFEATHERING PROCEDURE)

Fuel selector inop. engine................................................................................ON Fuel selector inop. engine................................................................................ON
Aux. fuel pump inop. engine..................................................................LO boost Aux. fuel pump inop. engine..................................................................LO boost
Throttle ............................................................................................open 1/4 inch Throttle ............................................................................................open 1/4 inch
Mixture ........................................................................................................RICH Mixture ........................................................................................................RICH
Magneto switches ............................................................................................ON Magneto switches ............................................................................................ON
Prop control........................................................................................full forward Prop control........................................................................................full forward
Starter ................................................................engage until propeller windmills Starter ................................................................engage until propeller windmills
Throttle ........................................................................reduce power until engine Throttle ........................................................................reduce power until engine
is warm is warm
Aux. fuel pump ..............................................................................................OFF Aux. fuel pump ..............................................................................................OFF
If engine does not start, prime as required. If engine does not start, prime as required.
Alternator (after restart)...................................................................................ON Alternator (after restart)...................................................................................ON

AIR START (UNFEATHERING PROCEDURE) AIR START (UNFEATHERING PROCEDURE)

On Airplanes Equipped With Unfeathering Accumulators On Airplanes Equipped With Unfeathering Accumulators
Fuel selector inop. engine................................................................................ON Fuel selector inop. engine................................................................................ON
Aux. fuel pump inop. engine..................................................................LO boost Aux. fuel pump inop. engine..................................................................LO boost
Throttle ............................................................................................open 1/4 inch Throttle ............................................................................................open 1/4 inch
Mixture ........................................................................................................RICH Mixture ........................................................................................................RICH
Magneto switches ............................................................................................ON Magneto switches ............................................................................................ON
Prop control & latch ..................................................................push full forward Prop control & latch ..................................................................push full forward
Throttle ........................................................................reduce power until engine Throttle ........................................................................reduce power until engine
is warm is warm
Aux. fuel pump ..............................................................................................OFF Aux. fuel pump ..............................................................................................OFF

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 9, 1982 3-5 REVISED: APRIL 9, 1982 3-5
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

If engine does not start, prime as required, and engage starter. If engine does not start, prime as required, and engage starter.
Alternator (after restart)...................................................................................ON Alternator (after restart)...................................................................................ON
NOTE NOTE
The starter may be used in conjunction with the The starter may be used in conjunction with the
unfeathering accumulators if required. unfeathering accumulators if required.
FIRE FIRE
ENGINE FIRE ON GROUND: ENGINE FIRE ON GROUND:
If engine has not started: If engine has not started:
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
Throttle ..........................................................................................................open Throttle ..........................................................................................................open
Starter ...............................................................................................crank engine Starter ...............................................................................................crank engine
If engine has already started and is running, continue operating to try pulling the If engine has already started and is running, continue operating to try pulling the
fire into the engine. fire into the engine.
If fire continues, extinguish with best available means. If fire continues, extinguish with best available means.
If external fire extinguishing is to be applied: If external fire extinguishing is to be applied:
Fuel selector valves........................................................................................OFF Fuel selector valves........................................................................................OFF
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
ENGINE FIRE IN FLIGHT ENGINE FIRE IN FLIGHT
Affected engine: Affected engine:
Fuel selector...................................................................................................OFF Fuel selector...................................................................................................OFF
Throttle..........................................................................................................close Throttle..........................................................................................................close
Propeller .....................................................................................................feather Propeller .....................................................................................................feather
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
Heater.............................................................................................................OFF Heater.............................................................................................................OFF
Defroster ........................................................................................................OFF Defroster ........................................................................................................OFF
Cowl Flap ......................................................................................................open Cowl Flap ......................................................................................................open
Affected Engine...................................COMPLETE Engine Securing Procedure Affected Engine...................................COMPLETE Engine Securing Procedure
If fire persists: If fire persists:
Airspeed ..................................................INCREASE in attempt to blow out fire Airspeed ..................................................INCREASE in attempt to blow out fire
Land as soon as possible at the nearest suitable airport. Land as soon as possible at the nearest suitable airport.

FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE
OPERATION OPERATION
CRUISING CRUISING
When using fuel from tank on the same side as the operating engine: When using fuel from tank on the same side as the operating engine:
Fuel selector operating engine.........................................................................ON Fuel selector operating engine.........................................................................ON

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-6 REVISED: MAY 8, 1998 3-6 REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

Fuel selector inop. engine ..............................................................................OFF Fuel selector inop. engine ..............................................................................OFF
Aux. fuel pumps.............................................................................................OFF Aux. fuel pumps.............................................................................................OFF
When using fuel from tank on the side opposite the operating engine: When using fuel from tank on the side opposite the operating engine:
Fuel selector operating engine........................................................CROSSFEED Fuel selector operating engine........................................................CROSSFEED
Fuel selector inop. engine ..............................................................................OFF Fuel selector inop. engine ..............................................................................OFF
Aux. fuel pumps.............................................................................................OFF Aux. fuel pumps.............................................................................................OFF

Use crossfeed in level cruise flight only. Use crossfeed in level cruise flight only.
NOTE NOTE
Do not crossfeed with full fuel on same side as Do not crossfeed with full fuel on same side as
operating engine since vapor return fuel flow will operating engine since vapor return fuel flow will
be lost through the vent system. be lost through the vent system.
LANDING LANDING
Fuel selector operating engine.........................................................................ON Fuel selector operating engine.........................................................................ON
Fuel selector inop. engine ..............................................................................OFF Fuel selector inop. engine ..............................................................................OFF

ENGINE DRIVEN FUEL PUMP FAILURE ENGINE DRIVEN FUEL PUMP FAILURE
Throttle ........................................................................................................retard Throttle ........................................................................................................retard
Aux. fuel pump ..............................................................................unlatch, on HI Aux. fuel pump ..............................................................................unlatch, on HI
Throttle.................................................................................................reset (75% Throttle.................................................................................................reset (75%
power or below) power or below)

CAUTION CAUTION
If normal engine operation and fuel flow is not If normal engine operation and fuel flow is not
immediately re-established, the auxiliary fuel immediately re-established, the auxiliary fuel
pump should be turned off. The lack of a fuel flow pump should be turned off. The lack of a fuel flow
indication while on the Hl auxiliary fuel pump indication while on the Hl auxiliary fuel pump
position could indicate a leak in the fuel position could indicate a leak in the fuel
system, or fuel exhaustion. system, or fuel exhaustion.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 9, 1982 3-7 REVISED: APRIL 9, 1982 3-7
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

CAUTION CAUTION
Actuate the auxiliary fuel pumps if vapor Actuate the auxiliary fuel pumps if vapor
suppression is required (LO position) or the suppression is required (LO position) or the
engine driven fuel pump fails (HI position). The engine driven fuel pump fails (HI position). The
auxiliary fuel pumps have no standby function. auxiliary fuel pumps have no standby function.
Actuation of the HI switch position when the Actuation of the HI switch position when the
engine fuel injection system is func-tioning engine fuel injection system is func-tioning
normally may cause engine roughness due to normally may cause engine roughness due to
excessively rich fuel air mixture. excessively rich fuel air mixture.

LANDING GEAR UNSAFE WARNINGS LANDING GEAR UNSAFE WARNINGS

Red light indicates gear in transit. Red light indicates gear in transit.
Recycle gear if indication continues. Recycle gear if indication continues.
Light will illuminate when gear warning horn sounds at low throttle settings. Light will illuminate when gear warning horn sounds at low throttle settings.

MANUAL EXTENSION OF LANDING GEAR MANUAL EXTENSION OF LANDING GEAR

Check following before extending gear manually: Check following before extending gear manually:
Circuit breakers............................................................................................check Circuit breakers............................................................................................check
Battery switch..................................................................................................ON Battery switch..................................................................................................ON
Alternators ...................................................................................................check Alternators ...................................................................................................check
Navigation lights............................................................................................OFF Navigation lights............................................................................................OFF
(daytime) (daytime)
To extend, reposition clip downward clear of knob and proceed as follows: To extend, reposition clip downward clear of knob and proceed as follows:
Airspeed...........................................................................reduce (85 KIAS max.) Airspeed...........................................................................reduce (85 KIAS max.)
Gear selector .................................................................................GEAR DOWN Gear selector .................................................................................GEAR DOWN
LOCKED position LOCKED position
Emerg. gear extend knob ................................................................................pull Emerg. gear extend knob ................................................................................pull
Indicator lights ..........................................................................................3 green Indicator lights ..........................................................................................3 green
Leave emergency gear extension knob out. Leave emergency gear extension knob out.

GEAR UP LANDING GEAR UP LANDING

Approach...................................................................................................Normal Approach...................................................................................................Normal
Flaps ......................................................................................................as desired Flaps ......................................................................................................as desired
Throttles .........................................................................................closed prior to Throttles .........................................................................................closed prior to
touchdown touchdown

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-8 REVISED: APRIL 9, 1982 3-8 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF

Fuel selector...................................................................................................OFF Fuel selector...................................................................................................OFF
Touch down at minimum airspeed. Touch down at minimum airspeed.

ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS
REMOVED REMOVED
S.E. min. control speed of 67 KIAS for this configuration. S.E. min. control speed of 67 KIAS for this configuration.

If airspeed is below 67 KIAS reduce power on operating engine to maintain If airspeed is below 67 KIAS reduce power on operating engine to maintain
control. control.

ELECTRICAL FAILURES ELECTRICAL FAILURES

ALT warning light illuminated: ALT warning light illuminated:
Ammeter/ Ammeters............................................................check L & R / check Ammeter/ Ammeters............................................................check L & R / check
Electrical load ........................................................................reduce to minimum Electrical load ........................................................................reduce to minimum
Alternators ................................................................OFF, then ON one at a time Alternators ................................................................OFF, then ON one at a time

If alternator outputs are NOT restored: If alternator outputs are NOT restored:
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF
Alternator switches ...................................................OFF, then ON one at a time Alternator switches ...................................................OFF, then ON one at a time

If alternator outputs are NOT restored: If alternator outputs are NOT restored:
Alternator switches ........................................................................................OFF Alternator switches ........................................................................................OFF
Battery switch......................................................................................as required Battery switch......................................................................................as required
If alternator cannot be restored, reduce electrical load and land as soon as If alternator cannot be restored, reduce electrical load and land as soon as
practical. The battery is the only remaining source of electrical power. practical. The battery is the only remaining source of electrical power.
WARNING WARNING
Compass error may exceed 10 degrees with both Compass error may exceed 10 degrees with both
alternators inoperative. alternators inoperative.

NOTE NOTE
If battery is depleted, the landing gear must be If battery is depleted, the landing gear must be
lowered using the emergency gear extension lowered using the emergency gear extension
procedure. Gear position lights will be in- procedure. Gear position lights will be in-
operative. operative.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 3-9 REVISED: AUGUST 9, 1982 3-9
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

Electrical overload (alternators over 30 amps above known electrical load): Electrical overload (alternators over 30 amps above known electrical load):
Electrical load.............................................................................................reduce Electrical load.............................................................................................reduce
If alternator loads cannot be reduced: If alternator loads cannot be reduced:
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF
If alternator loads are not reduced, land as soon as possible. If alternator loads are not reduced, land as soon as possible.
Anticipate complete electrical power failure. Anticipate complete electrical power failure.

GYRO SUCTION FAILURES GYRO SUCTION FAILURES

Pressure below 4.5 in. Hg. Pressure below 4.5 in. Hg.
RPM ............................................................................................increase to 2600 RPM ............................................................................................increase to 2600
Altitude..................................................................................descend to maintain Altitude..................................................................................descend to maintain
4.5 in Hg. 4.5 in Hg.
Use electric turn indicator to monitor Directional Indicator and Attitude Use electric turn indicator to monitor Directional Indicator and Attitude
Indicator performance. Indicator performance.

SPINS SPINS
Throttles............................................................................................retard to idle Throttles............................................................................................retard to idle
Rudder...........................................................................................full opposite to Rudder...........................................................................................full opposite to
direction of spin direction of spin
Control wheel ......................................................................release back pressure Control wheel ......................................................................release back pressure
Control wheel .................................................................................full forward if Control wheel .................................................................................full forward if
nose does not drop nose does not drop
Ailerons......................................................................................................neutral Ailerons......................................................................................................neutral
Rudder .........................................................................................neutralize when Rudder .........................................................................................neutralize when
rotation stops rotation stops
Control wheel .....................................................................smooth back pressure Control wheel .....................................................................smooth back pressure
to recover from dive to recover from dive

EMERGENCY DESCENT EMERGENCY DESCENT

Throttles ......................................................................................................closed Throttles ......................................................................................................closed
Propellers ...........................................................................................full forward Propellers ...........................................................................................full forward
Mixture ..........................................................................................as required for Mixture ..........................................................................................as required for
smooth operation smooth operation
Landing gear...............................................................................................extend Landing gear...............................................................................................extend
Airspeed ................................................................................................130 KIAS Airspeed ................................................................................................130 KIAS

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-10 REVISED: APRIL 9, 1982 3-10 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

COMBUSTION HEATER OVERHEAT COMBUSTION HEATER OVERHEAT

Unit will automatically cut-off. Unit will automatically cut-off.
Do not attempt to restart. Do not attempt to restart.

OPEN DOOR (ENTRY DOOR ONLY) OPEN DOOR (ENTRY DOOR ONLY)
If both upper and side latches are open, the door will trail slightly open and If both upper and side latches are open, the door will trail slightly open and
airspeeds will be reduced slightly. airspeeds will be reduced slightly.

To close the door in flight: To close the door in flight:

Slow airplane to 90 KIAS. Slow airplane to 90 KIAS.
Cabin vents....................................................................................................close Cabin vents....................................................................................................close
Storm window ...............................................................................................open Storm window ...............................................................................................open

If upper latch is open .....................................................................................latch If upper latch is open .....................................................................................latch

If side latch is open .............................................................pull on armrest while If side latch is open .............................................................pull on armrest while
moving latch handle moving latch handle
to latched position to latched position

If both latches are open .................................................................latch side latch If both latches are open .................................................................latch side latch
then top latch then top latch

PROPELLER OVERSPEED PROPELLER OVERSPEED

Throttle ........................................................................................................retard Throttle ........................................................................................................retard
Prop control .......................................................................full DECREASE rpm, Prop control .......................................................................full DECREASE rpm,
then set if any then set if any
control available control available
Airspeed......................................................................................................reduce Airspeed......................................................................................................reduce
Throttle ................................................................................as required to remain Throttle ................................................................................as required to remain
below 2600 rpm below 2600 rpm

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 9, 1982 3-11 REVISED: APRIL 9, 1982 3-11
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-12 3-12
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional information The following paragraphs are presented to supply additional information
for the purpose of providing the pilot with a more complete understanding of for the purpose of providing the pilot with a more complete understanding of
the recommended course of action and probable cause of an emergency the recommended course of action and probable cause of an emergency
situation. situation.
3.7 ENGINE INOPERATIVE PROCEDURES 3.7 ENGINE INOPERATIVE PROCEDURES
DETECTING A DEAD ENGINE DETECTING A DEAD ENGINE
A loss of thrust will be noted and with coordinated controls, the nose of the 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. aircraft will yaw in the direction of the dead engine.
ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
Keep in mind that the one engine inoperative air minimum control Keep in mind that the one engine inoperative air minimum control
speed is 66 KIAS and the one engine inoperative best rate of climb speed is 92 speed is 66 KIAS and the one engine inoperative best rate of climb speed is 92
KIAS. KIAS.
To feather a propeller, maintain direction and an airspeed above 85 KIAS. To feather a propeller, maintain direction and an airspeed above 85 KIAS.
Move the mixture and propeller controls forward. The throttle controls should Move the mixture and propeller controls forward. The throttle controls should
be moved forward to maintain a safe airspeed. Retract the flaps and landing be moved forward to maintain a safe airspeed. Retract the flaps and landing
gear and identify the inoperative engine. The airplane will yaw in the direction gear and identify the inoperative engine. The airplane will yaw in the direction
of the dead engine. Retard the throttle of the inoperative engine to verify loss of of the dead engine. Retard the throttle of the inoperative engine to verify loss of
power. power.

NOTE NOTE
If circumstances permit, in the event of an actual If circumstances permit, in the event of an actual
engine failure, the pilot may elect to attempt to engine failure, the pilot may elect to attempt to
restore power prior to feathering. restore power prior to feathering.
If circumstances permit an 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 ON, and adjust the mixture control as required, move the fuel selector control to ON, and
select either L (left) or R (right) magneto. Move the ALTERNATE AIR control select either L (left) or R (right) magneto. Move the ALTERNATE AIR control
to ON and the AUX. fuel pump to the ON-HI position. If power is not to ON and the AUX. fuel pump to the ON-HI position. If power is not
immediately restored turn off the AUX. fuel pump. immediately restored turn off the AUX. fuel pump.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3-13 3-13
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

The propellers can be feathered only while the engine is rotating above 800 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 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 that keeps the propeller from feathering each time the engine is stopped on the
ground. One engine inoperative performance will decrease if the propeller of the ground. One engine inoperative performance will decrease if the propeller of the
inoperative engine is not feathered. inoperative engine is not feathered.
The propeller control of the inoperative engine should be moved to the The propeller control of the inoperative engine should be moved to the
feather position and the mixture control of the inoperative engine to idle cut- feather position and the mixture control of the inoperative engine to idle cut-
off. off.
Trim the aircraft as required and maintain a 3Þ to 5Þ bank toward the Trim the aircraft as required and maintain a 3Þ to 5Þ bank toward the
operating engine. The ball will be l/2 to 1 out for minimum drag. The AUX. fuel operating engine. The ball will be l/2 to 1 out for minimum drag. The AUX. fuel
pumps should be off except in the case of an engine driven fuel pump failure. 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. 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 Cowl flaps should be used as necessary on the operative engine. The
alternator of the inoperative engine should be turned OFF and the electrical alternator of the inoperative engine should be turned OFF and the electrical
load reduced to prevent depletion of the battery. Move the fuel selector control 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 for the inoperative engine to the OFF position. If necessary, consider the use of
crossfeed (refer to Fuel Management During One Engine Inoperative crossfeed (refer to Fuel Management During One Engine Inoperative
Operation, paragraph 3.11). Turn OFF the operative engine's AUX. fuel pump. Operation, paragraph 3.11). Turn OFF the operative engine's AUX. fuel pump.

NOTE NOTE
When an engine is feathered the alternator, When an engine is feathered the alternator,
gyro air, and oil annunciator warning lights will gyro air, and oil annunciator warning lights will
remain illuminated. remain illuminated.
ENGINE FAILURE DURING TAKEOFF (BELOW 85 KIAS) ENGINE FAILURE DURING TAKEOFF (BELOW 85 KIAS)
The one engine inoperative air minimum control speed for this airplane is The one engine inoperative air minimum control speed for this airplane is
66 KIAS under standard conditions. 66 KIAS under standard conditions.
If engine failure occurs during takeoff ground roll and 85 KIAS has not If engine failure occurs during takeoff ground roll and 85 KIAS has not
been attained, CLOSE both throttles immediately and stop straight ahead. If been attained, CLOSE both throttles immediately and stop straight ahead. If
inadequate runway remains to stop, close the throttles and apply maximum inadequate runway remains to stop, close the throttles and apply maximum
braking. The battery switch and fuel selectors should be turned OFF. Continue braking. The battery switch and fuel selectors should be turned OFF. Continue
path straight ahead turning to avoid obstacles as necessary. path straight ahead turning to avoid obstacles as necessary.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-14 3-14
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

ENGINE FAILURE DURING TAKEOFF (85 KIAS OR ABOVE) ENGINE FAILURE DURING TAKEOFF (85 KIAS OR ABOVE)
If engine failure occurs during takeoff ground roll or after lift-off with the If engine failure occurs 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 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, taken will depend on the runway remaining. If adequate runway remains,
CLOSE both throttles immediately, land if airborne and stop straight ahead. CLOSE both throttles immediately, land if airborne and stop straight ahead.
If the runway remaining is inadequate for stopping, the pilot must decide 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 whether to abort the takeoff or to continue. The decision must be based on
the pilot's judgment considering loading, density altitude, obstruc-tions, the the pilot's judgment considering loading, density altitude, obstruc-tions, the
weather, and the pilot's competence. If the decision is made to continue the weather, and the pilot's competence. If the decision is made to continue the
takeoff, maintain heading and airspeed. When climb is estab-lished RETRACT takeoff, maintain heading and airspeed. When climb is estab-lished RETRACT
the landing gear, accelerate to 92 KIAS, and FEATHER the inoperative engine the landing gear, accelerate to 92 KIAS, and FEATHER the inoperative engine
(refer to Engine Securing Procedure). (refer to Engine Securing Procedure).

WARNING WARNING
In certain combinations of aircraft weight, In certain combinations of aircraft weight,
configuration, ambient conditions and speeds, configuration, ambient conditions and speeds,
negative climb performance may result. Refer to negative climb performance may result. Refer to
One Engine Inoperative Climb Performance chart, One Engine Inoperative Climb Performance chart,
Figure 5-21. Figure 5-21.
ENGINE FAILURE DURING FLIGHT (BELOW 66 KIAS) ENGINE FAILURE DURING FLIGHT (BELOW 66 KIAS)
Should an engine fail during flight at an airspeed below 66 KIAS, apply Should an engine fail during flight at an airspeed below 66 KIAS, apply
rudder towards the operative engine to maintain directional control. The rudder towards the operative engine to maintain directional control. The
throttles should be retarded to stop the yaw force produced by the throttles should be retarded to stop the yaw force produced by the
inoperative engine. Lower the nose of the aircraft to accelerate above 66 inoperative engine. Lower the nose of the aircraft to accelerate above 66
KIAS and increase the power on the operative engine as the airspeed exceeds KIAS and increase the power on the operative engine as the airspeed exceeds
66 KIAS*. 66 KIAS*.
After an airspeed above 66 KIAS* has been established, an engine restart After an airspeed above 66 KIAS* has been established, an engine restart
attempt may be made if altitude permits. If the restart has failed, or if altitude attempt may be made if altitude permits. If the restart has failed, or if altitude
does not permit, the engine should be secured, see Engine Securing Procedure. does not permit, the engine should be secured, see Engine Securing Procedure.

*67 KIAS with aft doors removed. *67 KIAS with aft doors removed.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 3-15 REVISED: FEBRUARY 25, 1982 3-15
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

ONE ENGINE INOPERATIVE LANDING ONE ENGINE INOPERATIVE LANDING

Complete the Engine Securing Procedure. The landing gear should not be Complete the Engine Securing Procedure. The landing gear should not be
extended and the wing flaps should not be lowered until certain of making the extended and the wing flaps should not be lowered until certain of making the
field. field.
Maintain additional altitude and speed during approach, keeping in mind 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 that landing should be made right the first time and that a go-around should
be avoided if at all possible. be avoided if at all possible.
Establish a final approach speed of 90 KIAS and use wing flaps as Establish a final approach speed of 90 KIAS and use wing flaps as
required. required.

WARNING WARNING
Under some conditions of loading and density Under some conditions of loading and density
altitude a go-around may be impossible, and in altitude a go-around may be impossible, and in
any event the sudden application of power during any event the sudden application of power during
one engine inoperative operation makes control one engine inoperative operation makes control
of the airplane more difficult. of the airplane more difficult.
ONE ENGINE INOPERATIVE GO-AROUND ONE ENGINE INOPERATIVE GO-AROUND
NOTE NOTE
A one engine inoperative go-around should be A one engine inoperative go-around should be
avoided if at all possible. avoided if at all possible.
To execute a one engine inoperative go-around, advance the mixture and To execute a one engine inoperative go-around, advance the mixture and
propeller levers forward. The throttle should be advanced slowly to 40 in. propeller levers forward. The throttle should be advanced slowly to 40 in.
Hg. manifold pressure. Retract the flaps and landing gear. Maintain airspeed at Hg. manifold pressure. Retract the flaps and landing gear. Maintain airspeed at
the one engine inoperative best rate of climb speed of 92 KIAS. Set the trim the one engine inoperative best rate of climb speed of 92 KIAS. Set the trim
and cowl flaps as required. and cowl flaps as required.
AIR START (UNFEATHERING PROCEDURE) AIR START (UNFEATHERING PROCEDURE)
Move the fuel selector for the inoperative engine to the ON position and Move the fuel selector for the inoperative engine to the ON position and
check to make sure the AUX fuel pump for that engine is on LO boost. Open check to make sure the AUX fuel pump for that engine is on LO boost. Open
the throttle 1/4 inch and the mixtures should be set RICH. Turn ON the magneto the throttle 1/4 inch and the mixtures should be set RICH. Turn ON the magneto
switches and push the propeller control latch and propeller control lever full switches and push the propeller control latch and propeller control lever full
forward. On airplanes equipped with the optional unfeathering system the forward. On airplanes equipped with the optional unfeathering system the
propeller will start to windmill. On airplanes not so equipped, propeller will start to windmill. On airplanes not so equipped,

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-16 REVISED: APRIL 9, 1982 3-16 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

engage the starter until the propeller windmills freely. If the engine does not engage the starter until the propeller windmills freely. If the engine does not
start, prime as necessary. After restart turn OFF the AUX fuel pump, reduce the start, prime as necessary. After restart turn OFF the AUX fuel pump, reduce the
power until the engine is warm and turn the alternator switch ON. power until the engine is warm and turn the alternator switch ON.
If required the starter may be used in conjunction with the unfeathering If required the starter may be used in conjunction with the unfeathering
accumulators. accumulators.
3.9 FIRE 3.9 FIRE
ENGINE FIRE ON THE GROUND ENGINE FIRE ON THE GROUND
The first attempt to extinguish the fire is to try to draw the fire back into the 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 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 and open the throttle. Begin to crank the engine with the starter in an attempt to
pull the fire into the engine. pull the fire into the engine.
If the engine has already started and is running, continue operating to try If the engine has already started and is running, continue operating to try
to pull the fire into the engine. to pull the fire into the engine.
In either case (above), if the fire continues longer than a few seconds the In either case (above), if the fire continues longer than a few seconds the
fire should be extinguished by the best available external means. fire should be extinguished by the best available external means.
If an external fire extinguishing method is to be applied move the fuel If an external fire extinguishing method is to be applied move the fuel
selector valves to OFF and the mixture to idle cut-off. selector valves to OFF and the mixture to idle cut-off.
ENGINE FIRE IN-FLIGHT ENGINE FIRE IN-FLIGHT
The possibility of an engine fire in flight is extremely remote. The The possibility of an engine fire in flight is extremely remote. The
procedure given below is general and pilot judgment should be the deciding procedure given below is general and pilot judgment should be the deciding
factor for action in such an emergency. factor for action in such an emergency.
If an engine fire occurs in flight, place the fuel selector of the affected If an engine fire occurs in flight, place the fuel selector of the affected
engine to the OFF position and close its throttle. Feather the propeller on the engine to the OFF position and close its throttle. Feather the propeller on the
affected engine. Move the mixture control to idle cut-off. Turn OFF the heater affected engine. Move the mixture control to idle cut-off. Turn OFF the heater
and defroster units. The cowl flap should be open. After completion of the and defroster units. The cowl flap should be open. After completion of the
Engine Securing Procedure (para. 3.3) on the affected engine, and if the fire Engine Securing Procedure (para. 3.3) on the affected engine, and if the fire
persists, increase airspeed as much as possible in an attempt to blow out the fire. persists, increase airspeed as much as possible in an attempt to blow out the fire.

Land as soon as possible at the nearest suitable airport. Land as soon as possible at the nearest suitable airport.

3.11 FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE 3.11 FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE
OPERATION OPERATION
A crossfeed is provided to increase range during one engine inoperative A crossfeed is provided to increase range during one engine inoperative
operation. Use crossfeed in level flight only. operation. Use crossfeed in level flight only.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 3-17 REVISED: MAY 8, 1998 3-17
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

CRUISING CRUISING
When using fuel from the fuel tank on the same side as the operating 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 engine the fuel selector of the operating engine should be ON and the fuel
selector for the inoperative engine should be OFF. The AUX. fuel pumps should selector for the inoperative engine should be OFF. The AUX. fuel pumps should
be OFF except in the case of an engine driven fuel pump failure. If an engine be OFF except in the case of an engine driven fuel pump failure. If an engine
driven fuel pump has failed the AUX. fuel pump on the operating engine side driven fuel pump has failed the AUX. fuel pump on the operating engine side
must be ON - HI. must be ON - HI.
Increased range is available by using fuel from the tank on the opposite side Increased range is available by using fuel from the tank on the opposite side
of the operating engine. For this configuration the fuel selector of the operating of the operating engine. For this configuration the fuel selector of the operating
engine should be on X-FEED (crossfeed) and the fuel selector of the engine should be on X-FEED (crossfeed) and the fuel selector of the
inoperative engine should be OFF. The AUX. fuel pumps should be OFF. inoperative engine should be OFF. The AUX. fuel pumps should be OFF.

NOTE NOTE
A vapor return line from each engine will return a A vapor return line from each engine will return a
percentage of fuel back to the tank on the same percentage of fuel back to the tank on the same
side as that engine. Therefore, a minimum of side as that engine. Therefore, a minimum of
30 minutes of fuel should be used from this 30 minutes of fuel should be used from this
tank before selecting crossfeed. If the tank gauge tank before selecting crossfeed. If the tank gauge
approaches "FULL," go back to that tank and approaches "FULL," go back to that tank and
operate for 30 minutes to bring the fuel level operate for 30 minutes to bring the fuel level
down before returning to crossfeed or fuel may be down before returning to crossfeed or fuel may be
pumped overboard through the fuel vent. pumped overboard through the fuel vent.
LANDING LANDING
During the landing sequence the fuel selector of the operating engine must During the landing sequence the fuel selector of the operating engine must
be ON and the fuel selector of the inoperative engine OFF. The AUX. fuel be ON and the fuel selector of the inoperative engine OFF. The AUX. fuel
pump of the operating engine should be OFF. pump of the operating engine should be OFF.
3.13 ENGINE DRIVEN FUEL PUMP FAILURE 3.13 ENGINE DRIVEN FUEL PUMP FAILURE
Should a malfunction of the engine driven fuel pump occur, the auxiliary 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 fuel pump system can supply sufficient fuel pressure for engine power up to
approximately 75%. Any combination of RPM and Manifold Pressure defined approximately 75%. Any combination of RPM and Manifold Pressure defined
on the Power Setting Table may be used, but leaning may be required for 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. smooth operation at altitudes above 15,000 feet or for RPM 's below 2300.
Normal cruise, descent and approach procedures should be used. Normal cruise, descent and approach procedures should be used.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-18 REVISED: APRIL 9, 1982 3-18 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

Loss of fuel pressure and engine power can be an indication of failure of Loss of fuel pressure and engine power can be an indication of failure of
the engine driven fuel pump. Should these occur and engine driven fuel pump the engine driven fuel pump. Should these occur and engine driven fuel pump
failure is suspected, retard the throttle and unlatch the auxiliary pump and select failure is suspected, retard the throttle and unlatch the auxiliary pump and select
the Hi position. The throttle can then be reset at 75% power or below. the Hi position. The throttle can then be reset at 75% power or below.

CAUTIONS CAUTIONS
If normal engine operation and fuel flow is not If normal engine operation and fuel flow is not
immediately re-established, the auxiliary fuel immediately re-established, the auxiliary fuel
pump should be turned off. The lack of a fuel flow pump should be turned off. The lack of a fuel flow
indication while on the Hi auxiliary fuel pump indication while on the Hi auxiliary fuel pump
position could indicate a leak in the fuel system, position could indicate a leak in the fuel system,
or fuel exhaustion. or fuel exhaustion.
Actuate the auxiliary fuel pumps if vapor Actuate the auxiliary fuel pumps if vapor
suppression is required (LO position) or the suppression is required (LO position) or the
engine driven fuel pump fails (Hi position). The engine driven fuel pump fails (Hi position). The
auxiliary fuel pumps have no standby function. auxiliary fuel pumps have no standby function.
Actuation of the Hi switch position when the Actuation of the Hi switch position when the
engines are operating normally may cause engine engines are operating normally may cause engine
roughness and/ or power loss. roughness and/ or power loss.

3.15 LANDING GEAR UNSAFE WARNINGS 3.15 LANDING GEAR UNSAFE WARNINGS
The red landing gear light will illuminate when the landing gear is in 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 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 pilot should recycle the landing gear if continued illumination of the light
occurs. Additionally, the light will illuminate when the gear warning horn occurs. Additionally, the light will illuminate when the gear warning horn
sounds. The gear warning horn will sound at low throttle settings if the gear is sounds. The gear warning horn will sound at low throttle settings if the gear is
not down and locked. not down and locked.

3.17 MANUAL EXTENSION OF THE LANDING GEAR 3.17 MANUAL EXTENSION OF THE LANDING GEAR
Several items should be checked prior to extending the landing gear Several items should be checked prior to extending the landing gear
manually. Check for popped circuit breakers and ensure the battery switch is manually. Check for popped circuit breakers and ensure the battery switch is
ON. Now check the alternators. If it is daytime, turn OFF the navigation lights. ON. Now check the alternators. If it is daytime, turn OFF the navigation lights.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 9, 1982 3-19 REVISED: APRIL 9, 1982 3-19
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

To execute a manual extension of the landing gear, power should be To execute a manual extension of the landing gear, power should be
reduced to maintain airspeed below 85 KIAS. Place the landing gear selector reduced to maintain airspeed below 85 KIAS. Place the landing gear selector
switch in the GEAR DOWN position and pull the emergency gear extension switch in the GEAR DOWN position and pull the emergency gear extension
knob. Check for 3 green indicator lights. knob. Check for 3 green indicator lights.

WARNING WARNING
If the emergency gear extension knob has been If the emergency gear extension knob has been
pulled out to lower the gear due to a gear system pulled out to lower the gear due to a gear system
malfunction, leave the control in its extended malfunction, leave the control in its extended
position until the airplane has been put on jacks position until the airplane has been put on jacks
to check the proper function of the landing gears to check the proper function of the landing gears
hydraulic and electrical systems. hydraulic and electrical systems.
3.19 GEAR-UP EMERGENCY LANDING 3.19 GEAR-UP EMERGENCY LANDING
An approach should be made with power at a normal airspeed with the flap An approach should be made with power at a normal airspeed with the flap
position to be used at the pilot's discretion. Flaps up will reduce wing flap position to be used at the pilot's discretion. Flaps up will reduce wing flap
damage. Close the throttles just before touchdown. Turn OFF the battery and damage. Close the throttles just before touchdown. Turn OFF the battery and
ignition switches and move the fuel selector valve controls to OFF. Contact to ignition switches and move the fuel selector valve controls to OFF. Contact to
the surface should be made at a minimum airspeed. the surface should be made at a minimum airspeed.

3.21 ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS 3.21 ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS
REMOVED REMOVED
The minimum single engine control speed for this configuration is 67 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 KIAS. If engine failure occurs at an airspeed below 67 KIAS, reduce power as
necessary on the operating engine and apply rudder to maintain direc-tional necessary on the operating engine and apply rudder to maintain direc-tional
control. control.

3.23 ELECTRICAL FAILURES 3.23 ELECTRICAL FAILURES

S/N 34-8133001 THRU 34-8233205 S/N 34-8133001 THRU 34-8233205
If an ALT annunciator light illuminates, observe the ammeters to determine If an ALT annunciator light illuminates, observe the ammeters to determine
which alternator is inoperative. If both ammeters show zero output, reduce which alternator is inoperative. If both ammeters show zero output, reduce
electrical loads to the minimum. Turn OFF both alternator switches and then electrical loads to the minimum. Turn OFF both alternator switches and then
turn them momentarily ON one at a time while obscrving the ammeters. The turn them momentarily ON one at a time while obscrving the ammeters. The
alternator showing the LEAST (but not zero) current should be turned ON. alternator showing the LEAST (but not zero) current should be turned ON.
The other alternator should be left OFF. Electrical The other alternator should be left OFF. Electrical

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-20 REVISED: AUGUST 9, 1982 3-20 REVISED: AUGUST 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

loads may be reinstated as required to a maximum of 60 amperes. If both loads may be reinstated as required to a maximum of 60 amperes. If both
alternator outputs cannot be restored, both alternator switches should be left alternator outputs cannot be restored, both alternator switches should be left
OFF. Reduce the electrical load to essential systems and land as soon as OFF. Reduce the electrical load to essential systems and land as soon as
practical. The battery is the only remaining source of electrical power. practical. The battery is the only remaining source of electrical power.
If one ammeter shows zero output, cycle its switch OFF and then ON. If 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 this fails to restore output check the circuit breakers. The breakers may be
reset once if required. If the alternator remains inoperative reduce electrical reset once if required. If the alternator remains inoperative reduce electrical
loads if necessary and exercise judgment regarding continued flight. loads if necessary and exercise judgment regarding continued flight.
Corrective maintenance actions should be performed prior to further flights. Corrective maintenance actions should be performed prior to further flights.
NOTE NOTE
The markings on the ammeters (loadmeters) The markings on the ammeters (loadmeters)
require mental interpolations to estimate the require mental interpolations to estimate the
ampere values noted. Operating the alternators at ampere values noted. Operating the alternators at
less than 60 amperes will assure that the battery less than 60 amperes will assure that the battery
will not be depleted. will not be depleted.

WARNING WARNING
Compass error may exceed 10Þ with both Compass error may exceed 10Þ with both
alternators inoperative. alternators inoperative.
If abnormally high alternator outputs are observed and persists (more than If abnormally high alternator outputs are observed and persists (more than
30 amps above known electrical loads) they may be caused by a low battery, a 30 amps above known electrical loads) they may be caused by a low battery, a
battery fault, or other abnormal electrical load. If it is caused by a low battery battery fault, or other abnormal electrical load. If it is caused by a low battery
the indication should begin to decrease towards normal within 5 minutes. If this the indication should begin to decrease towards normal within 5 minutes. If this
condition is observed proceed with the following. Turn the battery switch OFF condition is observed proceed with the following. Turn the battery switch OFF
and the alternator output indications should decrease. Turn the battery switch and the alternator output indications should decrease. Turn the battery switch
ON. Should the alternator output indications not decrease, leave the battery ON. Should the alternator output indications not decrease, leave the battery
switch OFF and land as soon as practical. All electrical load is being supplied switch OFF and land as soon as practical. All electrical load is being supplied
by the alternators. Also anticipate complete electrical power failure. by the alternators. Also anticipate complete electrical power failure.

NOTE NOTE
Operation with the alternator ON and the battery Operation with the alternator ON and the battery
switch OFF should be made only when required switch OFF should be made only when required
by electrical failure, due to increased system by electrical failure, due to increased system
voltage and radio frequency noise. voltage and radio frequency noise.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 3-21 REVISED: AUGUST 9, 1982 3-21
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

S/N 34-8333001 AND UP S/N 34-8333001 AND UP

If an ALT annunciator light illuminates. check the output of each alternator If an ALT annunciator light illuminates. check the output of each alternator
individually, using the press-to-test buttons located on either side of the individually, using the press-to-test buttons located on either side of the
ammeter to determine which alternator is inoperative. If both alternators show ammeter to determine which alternator is inoperative. If both alternators show
zero output, reduce electrical loads to the minimum. Turn OFF both alternator zero output, reduce electrical loads to the minimum. Turn OFF both alternator
switches and then turn them momentarily ON one at a time while observing switches and then turn them momentarily ON one at a time while observing
alternator output. The alternator showing the LEAST (but not zero) current alternator output. The alternator showing the LEAST (but not zero) current
should be turned ON. The other alternator should be left OFF. Electrical loads should be turned ON. The other alternator should be left OFF. Electrical loads
may be reinstated as required to a maximum of 60 amperes. If both alternator may be reinstated as required to a maximum of 60 amperes. If both alternator
outputs cannot be restored, both alternator switches should be left OFF. Reduce outputs cannot be restored, both alternator switches should be left OFF. Reduce
the electrical load to essential systems and land as soon as practical. The the electrical load to essential systems and land as soon as practical. The
battery is the only remaining source of electrical power. battery is the only remaining source of electrical power.
If one alternator shows zero output, cycle its switch OFF and then ON. If If one alternator shows zero output, cycle its switch OFF and then ON. If
this fails to restore output check the circuit breakers. The breakers may be this fails to restore output check the circuit breakers. The breakers may be
reset once if required. If the alternator remains inoperative reduce electrical reset once if required. If the alternator remains inoperative reduce electrical
loads if necessary and exercise judgment regarding continued flight. loads if necessary and exercise judgment regarding continued flight.
When the ammeter needle indicates to the left of center, the battery is being When the ammeter needle indicates to the left of center, the battery is being
discharged; when the needle indicates to the right of center, the battery is discharged; when the needle indicates to the right of center, the battery is
being charged. During single alternator operation the feature can be used to being charged. During single alternator operation the feature can be used to
determine how much the electrical load should be reduced. determine how much the electrical load should be reduced.
Corrective maintenance actions should be performed prior to further flights. Corrective maintenance actions should be performed prior to further flights.

NOTE NOTE
The markings on the ammeter (loadmeter) require The markings on the ammeter (loadmeter) require
mental interpolations to estimate the ampere mental interpolations to estimate the ampere
values noted. Operating the alternators at less values noted. Operating the alternators at less
than 60 amperes will assure that the battery will than 60 amperes will assure that the battery will
not be depleted. not be depleted.

WARNING WARNING
Compass error may exceed 10Þ with both Compass error may exceed 10Þ with both
alternators inoperative. alternators inoperative.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
3-22 REVISED: AUGUST 9, 1982 3-22 REVISED: AUGUST 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

If abnormally high alternator outputs are observed and persists (more than If abnormally high alternator outputs are observed and persists (more than
30 amps above known electrical loads) they may be caused by a low battery, a 30 amps above known electrical loads) they may be caused by a low battery, a
battery fault, or other abnormal electrical load. If it is caused by a low battery battery fault, or other abnormal electrical load. If it is caused by a low battery
the indication should begin to decrease towards normal within 5 minutes. If this the indication should begin to decrease towards normal within 5 minutes. If this
condition is observed proceed with the following. Turn the battery switch OFF condition is observed proceed with the following. Turn the battery switch OFF
and the alternator output indications should decrease. Turn the battery switch and the alternator output indications should decrease. Turn the battery switch
ON. Should the alternator output indications not decrease, leave the battery ON. Should the alternator output indications not decrease, leave the battery
switch OFF and land as soon as practical. All electrical load is being supplied switch OFF and land as soon as practical. All electrical load is being supplied
by the alternators. Also anticipate complete electrical power failure. by the alternators. Also anticipate complete electrical power failure.

NOTE NOTE
Operation with the alternator ON and the battery Operation with the alternator ON and the battery
switch OFF should be made only when required switch OFF should be made only when required
by electrical failure, due to increased system by electrical failure, due to increased system
voltage and radio frequency noise. voltage and radio frequency noise.
3.25 GYRO SUCTION FAILURES 3.25 GYRO SUCTION FAILURES
A malfunction of the instrument suction system will be indicated by a A malfunction of the instrument suction system will be indicated by a
reduction of the suction reading on the gauge. In the event of a vacuum system reduction of the suction reading on the gauge. In the event of a vacuum system
failure or a feathered engine, a low vacuum warning light on the annunciator failure or a feathered engine, a low vacuum warning light on the annunciator
panel will illuminate. panel will illuminate.
In the event of a suction system malfunction, (suction lower than 4.5 inches In the event of a suction system malfunction, (suction lower than 4.5 inches
of mercury) increase engine RPM to 2600. Descend to an altitude at which 4.5 of mercury) increase engine RPM to 2600. Descend to an altitude at which 4.5
inches of mercury suction can be maintained, if possible. The electric turn inches of mercury suction can be maintained, if possible. The electric turn
indicator should be used to monitor the performance of the directional and indicator should be used to monitor the performance of the directional and
attitude indicators. attitude indicators.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 3-23 REVISED: AUGUST 9, 1982 3-23
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

3.27 SPINS 3.27 SPINS

Intentional spins are prohibited in this airplane. In the event a spin is Intentional spins are prohibited in this airplane. In the event a spin is
encountered unintentionally, immediate recovery actions must be taken. encountered unintentionally, immediate recovery actions must be taken.
To recover from an unintentional spin, immediately retard the throttles to To recover from an unintentional spin, immediately retard the throttles to
the idle position. Apply full rudder opposite the direction of the spin rotation. 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, 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. immediately push the control wheel full forward. Keep the ailerons neutral.
Maintain the controls in these positions until spin rotation stops, then Maintain the controls in these positions until spin rotation stops, then
neutralize the rudder. Recovery from the resultant dive should be with neutralize the rudder. Recovery from the resultant dive should be with
smooth back pressure on the control wheel. No abrupt control movement smooth back pressure on the control wheel. No abrupt control movement
should be used during recovery from the dive, as the positive limit maneu- should be used during recovery from the dive, as the positive limit maneu-
vering load factor may be exceeded. vering load factor may be exceeded.

NOTE NOTE
Federal Aviation Administration Regulations do Federal Aviation Administration Regulations do
not require spin demonstration of multi-engine not require spin demonstration of multi-engine
airplanes; therefore, spin tests have not been airplanes; therefore, spin tests have not been
conducted. The recovery technique presented is conducted. The recovery technique presented is
based on the best available information. based on the best available information.

3.29 EMERGENCY DESCENT 3.29 EMERGENCY DESCENT

In the event an emergency descent becomes necessary, CLOSE the throttles In the event an emergency descent becomes necessary, CLOSE the throttles
and move the propeller controls full FORWARD. Adjust the mixture and move the propeller controls full FORWARD. Adjust the mixture
controls as necessary to attain smooth operation. Extend the landing gear at controls as necessary to attain smooth operation. Extend the landing gear at
130 KIAS and maintain this airspeed. 130 KIAS and maintain this airspeed.

3.31 COMBUSTION HEATER OVERHEAT 3.31 COMBUSTION HEATER OVERHEAT

In the event of an overheat condition, the fuel, air and ignition to the heater 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 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 inspected and the cause of the malfunction has been determined and
corrected. corrected.

REPORT: VB-1110 ISSUED: AUGUST 9, 1982 REPORT: VB-1110 ISSUED: AUGUST 9, 1982
3-24 3-24
PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3
PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES

3.33 OPEN DOOR (ENTRY DOOR ONLY) 3.33 OPEN DOOR (ENTRY DOOR ONLY)
The cabin door is double latched. so the chances of its springing open in The cabin door is double latched. so the chances of its springing open in
flight at both the top and side are remote. However, should you forget the upper flight at both the top and side are remote. However, should you forget the upper
latch, or not fully engage the side latch, the door may spring partially open. This latch, or not fully engage the side latch, the door may spring partially open. This
will usually happen at takeoff or soon afterward. A partially open door will not will usually happen at takeoff or soon afterward. A partially open door will not
affect normal flight characteristics, and a normal landing can be made with affect normal flight characteristics, and a normal landing can be made with
door open. door open.
If both upper and side latches are open, the door will trail slightly open, and If both upper and side latches are open, the door will trail slightly open, and
airspeed will be reduced slightly. airspeed will be reduced slightly.
To close the door in flight, slow the airplane to 90 KIAS, close the cabin To close the door in flight, slow the airplane to 90 KIAS, close the cabin
vents and open the storm window. If the top latch is open, latch it. If the side vents and open the storm window. If the top latch is open, latch it. If the side
latch is open, pull on the armrest while moving the latch handle to the latch is open, pull on the armrest while moving the latch handle to the
latched position. If both latches are open, close the side latch then the top latch. latched position. If both latches are open, close the side latch then the top latch.

3.35 PROPELLER OVERSPEED 3.35 PROPELLER OVERSPEED

Propeller overspeed is usually caused by a malfunction in the propeller Propeller overspeed is usually caused by a malfunction in the propeller
governor which allows the propeller blades to rotate to full low pitch. governor which allows the propeller blades to rotate to full low pitch.
If propeller overspeed should occur, retard the throttle. The propeller If propeller overspeed should occur, retard the throttle. The propeller
control should be moved to full "DECREASE rpm" and then set if any control should be moved to full "DECREASE rpm" and then set if any
control is available. Airspeed should be reduced and throttle used to control is available. Airspeed should be reduced and throttle used to
maintain 2600 RPM. maintain 2600 RPM.

ISSUED: AUGUST 9, 1982 REPORT: VB-1110 ISSUED: AUGUST 9, 1982 REPORT: VB-1110
3-25 3-25
SECTION 3 PIPER AIRCRAFT CORPORATION SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-34-220T, SENECA III EMERGENCY PROCEDURES PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 REPORT: VB-1110

3-26 3-26
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

Paragraph Page Paragraph Page

No. No. No. No.

4.1 General ..................................................................................... 41 4.1 General ..................................................................................... 41

4.3 Airspeeds For Safe Operations................................................. 4-2 4.3 Airspeeds For Safe Operations................................................. 4-2
4.5 Normal Procedures Checklist................................................... 4-3 4.5 Normal Procedures Checklist................................................... 4-3
Preparation........................................................................... 4-3 Preparation........................................................................... 4-3
Preflight Check.................................................................... 4-3 Preflight Check.................................................................... 4-3
Before Starting Engines....................................................... 4-5 Before Starting Engines....................................................... 4-5
Starting Engines (Airplane Equipped With Starting Engines (Airplane Equipped With
Standard Primer System)..................................................... 4-5 Standard Primer System)..................................................... 4-5
Starting Engines (Airplane Equipped With Starting Engines (Airplane Equipped With
Optional Engine Primer System)......................................... 4-6 Optional Engine Primer System)......................................... 4-6
Starting Engines When Flooded.......................................... 4-7 Starting Engines When Flooded.......................................... 4-7
Starting Engines in Cold Weather (Airplane Starting Engines in Cold Weather (Airplane
Equipped With Standard Engine Primer System) ............... 4-7 Equipped With Standard Engine Primer System) ............... 4-7
Starting Engines With External Power ................................ 4-8 Starting Engines With External Power ................................ 4-8
Warm-Up ............................................................................. 4-8 Warm-Up ............................................................................. 4-8
Taxiing ................................................................................. 4-8 Taxiing ................................................................................. 4-8
Before Takeoff - Ground Check .......................................... 4-9 Before Takeoff - Ground Check .......................................... 4-9
Takeoff................................................................................. 4-10 Takeoff................................................................................. 4-10
Climb ................................................................................... 4-11 Climb ................................................................................... 4-11
Cruising ............................................................................... 4-11 Cruising ............................................................................... 4-11
Descent ................................................................................ 4-11 Descent ................................................................................ 4-11
Approach and Landing ........................................................ 4-12 Approach and Landing ........................................................ 4-12
Go-Around........................................................................... 4-12 Go-Around........................................................................... 4-12
After Landing ...................................................................... 4-12 After Landing ...................................................................... 4-12
Shutdown ............................................................................. 4-12 Shutdown ............................................................................. 4-12
Mooring ............................................................................... 4-13 Mooring ............................................................................... 4-13
4.7 Amplified Normal Procedures (General) ................................. 4-15 4.7 Amplified Normal Procedures (General) ................................. 4-15

REPORT: VB-1110 REPORT: VB-1110

4-i 4-i
 TABLE OF CONTENTS (cont) TABLE OF CONTENTS (cont)
SECTION 4 (cont) SECTION 4 (cont)

Paragraph Page Paragraph Page

No. No. No. No.

4.9 Preparation ............................................................................... 4-15 4.9 Preparation ............................................................................... 4-15

4.11 Preflight Check......................................................................... 4-16 4.11 Preflight Check......................................................................... 4-16
4.13 Before Starting Engines ........................................................... 4-16b 4.13 Before Starting Engines ........................................................... 4-16b
4.15 Starting Engines (Standard Primer System)............................. 4-17 4.15 Starting Engines (Standard Primer System)............................. 4-17
4.17 Starting Engines (Optional Primer System) ............................. 4-18 4.17 Starting Engines (Optional Primer System) ............................. 4-18
4.19 Starting Engines When Flooded............................................... 4-20 4.19 Starting Engines When Flooded............................................... 4-20
4.21 Starting Engines In Cold Weather (Standard 4.21 Starting Engines In Cold Weather (Standard
Primer System) .................................................................... 4-20 Primer System) .................................................................... 4-20
4.23 Starting Engines With External Power..................................... 4-21 4.23 Starting Engines With External Power..................................... 4-21
4.25 Preheating................................................................................. 4-22 4.25 Preheating................................................................................. 4-22
4.27 Warm-Up .................................................................................. 4-24 4.27 Warm-Up .................................................................................. 4-24
4.29 Taxiing...................................................................................... 4-25 4.29 Taxiing...................................................................................... 4-25
4.31 Before Takeoff - Ground Check ............................................... 4-25 4.31 Before Takeoff - Ground Check ............................................... 4-25
4.33 Takeoff...................................................................................... 4-27 4.33 Takeoff...................................................................................... 4-27
4.35 Climb........................................................................................ 4-29 4.35 Climb........................................................................................ 4-29
4.37 Cruising .................................................................................... 4-29 4.37 Cruising .................................................................................... 4-29
4.39 Descent ..................................................................................... 4-31 4.39 Descent ..................................................................................... 4-31
4.41 Approach and Landing ............................................................. 4-32 4.41 Approach and Landing ............................................................. 4-32
4.43 Go-Around ............................................................................... 4-34 4.43 Go-Around ............................................................................... 4-34
4.45 After Landing ........................................................................... 4-34 4.45 After Landing ........................................................................... 4-34
4.47 Shutdown.................................................................................. 4-34 4.47 Shutdown.................................................................................. 4-34
4.49 Mooring.................................................................................... 4-35 4.49 Mooring.................................................................................... 4-35
4.51 Turbulent Air Operation ........................................................... 4-35 4.51 Turbulent Air Operation ........................................................... 4-35
4.53 Flight With Rear Cabin and Cargo Doors 4.53 Flight With Rear Cabin and Cargo Doors
Removed.............................................................................. 4-35 Removed.............................................................................. 4-35
4.55 VSSE - Intentional One Engine Inoperative Speed ................... 4-36 4.55 VSSE - Intentional One Engine Inoperative Speed ................... 4-36
4.57 VMCA- Minimum Single Engine Control Speed ...................... 4-36 4.57 VMCA- Minimum Single Engine Control Speed ...................... 4-36
4.59 Stalls ......................................................................................... 4-37 4.59 Stalls ......................................................................................... 4-37
4.61 Icing Information...................................................................... 4-38 4.61 Icing Information...................................................................... 4-38

REPORT: VB-1110 REPORT: VB-1110

4-ii REVISED: MAY 8, 1998 4-ii REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

4.1 GENERAL 4.1 GENERAL

This section describes the recommended procedures for normal operations This section describes the recommended procedures for normal operations
for the Seneca III. Required (FAA regulations) procedures and those necessary for the Seneca III. Required (FAA regulations) procedures and those necessary
for the operation of the airplane as determined by the operating and design for the operation of the airplane as determined by the operating and design
features of the airplane are presented. features of the airplane are presented.
Normal procedures associated with those optional systems and equip-ment Normal procedures associated with those optional systems and equip-ment
which require handbook supplements are provided by Section 9 (Supplements). which require handbook supplements are provided by Section 9 (Supplements).
These procedures are provided to present a source of reference and review 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 and to supply information on procedures which are not the same for all
aircraft. Pilots should familiarize themselves with the procedures given in aircraft. Pilots should familiarize themselves with the procedures given in
this section in order to become proficient in the normal operations of the this section in order to become proficient in the normal operations of the
airplane. airplane.
This section also contains Icing Information. A series of guide lines are This section also contains Icing Information. A series of guide lines are
presented to help recognize, operate in, and exit from an inadvertant encounter presented to help recognize, operate in, and exit from an inadvertant encounter
with severe icing. with severe icing.
The first portion of this section consists of a short form checklist which The first portion of this section consists of a short form checklist which
supplies an action sequence for normal operations with little emphasis on the supplies an action sequence for normal operations with little emphasis on the
operation of the systems. operation of the systems.
The remainder of the section is devoted to amplified normal procedures The remainder of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures and how 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- to perform them. This portion of the section is not intended for use as an in-
flight reference due to the lengthy explanations. The short form check-list flight reference due to the lengthy explanations. The short form check-list
should be used for this purpose. should be used for this purpose.
All data given is for both two and three blade propellers unless otherwise All data given is for both two and three blade propellers unless otherwise
noted. noted.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 4-1 REVISED: MAY 8, 1998 4-1
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.3 AIRSPEEDS FOR SAFE OPERATIONS 4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the operation The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross weight of the airplane. These figures are for standard airplanes flown at gross weight
under standard conditions at sea level. under standard conditions at sea level.

Performance for a specific airplane may vary from published figures Performance for a specific airplane may vary from published figures
depending upon the equipment installed, the condition of the engine, airplane depending upon the equipment installed, the condition of the engine, airplane
and equipment, atmospheric conditions and piloting technique. and equipment, atmospheric conditions and piloting technique.

(a) Best Rate of Climb Speed 92 KIAS (a) Best Rate of Climb Speed 92 KIAS
(b) Best Angle of Climb Speed 76 KIAS (b) Best Angle of Climb Speed 76 KIAS
(c) Turbulent Air Operating Speed (See (c) Turbulent Air Operating Speed (See
Subsection 2.3) 140 KIAS Subsection 2.3) 140 KIAS
(d) Maximum Flap Speed 115 KIAS (d) Maximum Flap Speed 115 KIAS
(e) Landing Final Approach Speed (Flaps 40°) (e) Landing Final Approach Speed (Flaps 40°)
Short Field Effort 82 KIAS Short Field Effort 82 KIAS
(f) Intentional One Engine Inoperative Speed 85 KIAS (f) Intentional One Engine Inoperative Speed 85 KIAS
(g) Maximum Demonstrated Crosswind Velocity 17 KTS (g) Maximum Demonstrated Crosswind Velocity 17 KTS

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-2 4-2
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

i •••-
r.
•
-
•L ••:
•
:
:
:
II

•·· ...... ··-·'lc·······

· •·
liiliililLli

'

........... .. ., . . . lilill
'
• ll..a lilUl • llll lil1 ••
..
11

.
•
ll.i •, - - - - - • it.
----"".- .,. -- ii.; i.iiiiiiiiiiii.;;, o,,;;;; ii

WALK AROUND WALK AROUND

Figure 4-1 Figure 4-1
4.5 NORMAL PROCEDURES CHECKLIST 4.5 NORMAL PROCEDURES CHECKLIST
PREPARATION PREPARATION
Airplane Status ...........................................................airworthy, papers on board Airplane Status ...........................................................airworthy, papers on board
Weather .....................................................................................................suitable Weather .....................................................................................................suitable
Baggage ..............................................................................weighed, stowed, tied Baggage ..............................................................................weighed, stowed, tied
Weight and C.G.................................................................................within limits Weight and C.G.................................................................................within limits
Navigation ................................................................................................planned Navigation ................................................................................................planned
Charts and navigation equipment............................................................on board Charts and navigation equipment............................................................on board
Performance and range............................................................computed and safe Performance and range............................................................computed and safe

PREFLIGHT CHECK PREFLIGHT CHECK

INSIDE CABIN INSIDE CABIN
Landing gear control ...................................................................DOWN position Landing gear control ...................................................................DOWN position
Avionics .........................................................................................................OFF Avionics .........................................................................................................OFF

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
4-3 4-3
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

Battery switch..................................................................................................ON Battery switch..................................................................................................ON

Landing gear lights ...............................................................................3 GREEN Landing gear lights ...............................................................................3 GREEN
Fuel quantity .......................................................................adequate plus reserve Fuel quantity .......................................................................adequate plus reserve
Cowl flaps ...................................................................................................OPEN Cowl flaps ...................................................................................................OPEN
Flaps.............................................................................................check operation Flaps.............................................................................................check operation
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF
Ignition switches ............................................................................................OFF Ignition switches ............................................................................................OFF
Mixture controls ..................................................................................idle cut-off Mixture controls ..................................................................................idle cut-off
Trim indicators ...........................................................................................neutral Trim indicators ...........................................................................................neutral
Controls...........................................................................................................free Controls...........................................................................................................free
Pitot and static systems .................................................................................drain Pitot and static systems .................................................................................drain
Empty seats .........................................................................................fasten belts Empty seats .........................................................................................fasten belts
Crossfeed drains............................................................................................drain Crossfeed drains............................................................................................drain

OUTSIDE CABIN OUTSIDE CABIN

Crossfeed drains ...............................................................................check closed Crossfeed drains ...............................................................................check closed
Right wing, aileron and flap..............................................................check no ice Right wing, aileron and flap..............................................................check no ice
Right main gear........................................................................................no leaks Right main gear........................................................................................no leaks
Strut ..............................................................................................proper inflation Strut ..............................................................................................proper inflation
Tire...............................................................................................................check Tire...............................................................................................................check
Right wing tip ..............................................................................................check Right wing tip ..............................................................................................check
Right leading edge ...........................................................................check, no ice Right leading edge ...........................................................................check, no ice
Fuel cap .........................................................................open, check quantity and Fuel cap .........................................................................open, check quantity and
color, secure color, secure
Right engine nacelle ...............................................................................check oil Right engine nacelle ...............................................................................check oil
Right propeller .............................................................................................check Right propeller .............................................................................................check
Cowl flaps .................................................................................OPEN and secure Cowl flaps .................................................................................OPEN and secure
Fuel drains.....................................................................................................drain Fuel drains.....................................................................................................drain
Nose section.................................................................................................check Nose section.................................................................................................check
Nose gear .................................................................................................no leaks Nose gear .................................................................................................no leaks
Strut ..............................................................................................proper inflation Strut ..............................................................................................proper inflation
Tire...............................................................................................................check Tire...............................................................................................................check
Landing lights ..............................................................................................check Landing lights ..............................................................................................check
Tow bar.................................................................................removed and stowed Tow bar.................................................................................removed and stowed
Forward baggage door (key removable in locked Forward baggage door (key removable in locked
position only .........................................................................secured and locked position only .........................................................................secured and locked
Windshield ....................................................................................................clean Windshield ....................................................................................................clean
Left wing, engine nacelle and landing gear.............................................check as Left wing, engine nacelle and landing gear.............................................check as
on right side on right side
Stall warning vanes ......................................................................................check Stall warning vanes ......................................................................................check
Pitot mast ........................................................................................clear, checked Pitot mast ........................................................................................clear, checked
Dorsal fin air scoop .......................................................................................clear Dorsal fin air scoop .......................................................................................clear
Rear doors..................................................................................................latched Rear doors..................................................................................................latched
Left static vent ...............................................................................................clear Left static vent ...............................................................................................clear
Empennage.......................................................................................check, no ice Empennage.......................................................................................check, no ice

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-4 REVISED: NOVEMBER 30, 1987 4-4 REVISED: NOVEMBER 30, 1987
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

Stabilator .........................................................................................................free Stabilator .........................................................................................................free

Antennas ......................................................................................................check Antennas ......................................................................................................check
Navigation and landing lights ......................................................................check Navigation and landing lights ......................................................................check
Right static vent.............................................................................................clear Right static vent.............................................................................................clear

BEFORE STARTING ENGINES BEFORE STARTING ENGINES

Seats.............................................................................................adjusted, secure Seats.............................................................................................adjusted, secure
Seat belts and harness ....................................................................fasten/ adjust - Seat belts and harness ....................................................................fasten/ adjust -
check inertia reel check inertia reel
Parking brake ....................................................................................................set Parking brake ....................................................................................................set
WARNING WARNING
No braking will occur if knob is pulled before No braking will occur if knob is pulled before
brake application. brake application.
Circuit breakers ..................................................................................................in Circuit breakers ..................................................................................................in
Radios ............................................................................................................OFF Radios ............................................................................................................OFF
Cowl flaps ...................................................................................................OPEN Cowl flaps ...................................................................................................OPEN
Alternate air ...................................................................................................OFF Alternate air ...................................................................................................OFF
Alternators .......................................................................................................ON Alternators .......................................................................................................ON

STARTING ENGINES (AIRPLANE EQUIPPED WITH STANDARD STARTING ENGINES (AIRPLANE EQUIPPED WITH STANDARD
PRIMER SYSTEM) PRIMER SYSTEM)
Fuel selector ....................................................................................................ON Fuel selector ....................................................................................................ON
Mixture .............................................................................................FULL RICH Mixture .............................................................................................FULL RICH
Throttle..................................................................................................half travel Throttle..................................................................................................half travel
Prop control.............................................................................FULL FORWARD Prop control.............................................................................FULL FORWARD
Battery switch..................................................................................................ON Battery switch..................................................................................................ON
Ignition switches (mags) .................................................................................ON Ignition switches (mags) .................................................................................ON
Propeller ........................................................................................................clear Propeller ........................................................................................................clear
Starter.........................................................................................................engage Starter.........................................................................................................engage
Primer ..................................................................................................as required Primer ..................................................................................................as required
Throttle .........................................................................adjust when engine starts Throttle .........................................................................adjust when engine starts
Oil pressure ..................................................................................................check Oil pressure ..................................................................................................check
Repeat for opposite engine. Repeat for opposite engine.
Alternators ...................................................................................................check Alternators ...................................................................................................check
Gyro suction.................................................................................................check Gyro suction.................................................................................................check

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 10, 1984 4-5 REVISED: FEBRUARY 10, 1984 4-5
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

NOTE NOTE
When starting at ambient temperatures +20ÞF and When starting at ambient temperatures +20ÞF and
below, operate first engine started with alternator below, operate first engine started with alternator
ON (at max charging rate not to exceed 1500 ON (at max charging rate not to exceed 1500
RPM) for 5 minutes minimum before initiating RPM) for 5 minutes minimum before initiating
start on second engine. start on second engine.
STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL
ENGINE PRIMER SYSTEM) ENGINE PRIMER SYSTEM)
Fuel selector ....................................................................................................ON Fuel selector ....................................................................................................ON
Mixture .............................................................................................FULL RICH Mixture .............................................................................................FULL RICH
Throttle....................................................................................FULL FORWARD Throttle....................................................................................FULL FORWARD
Prop control.............................................................................FULL FORWARD Prop control.............................................................................FULL FORWARD
Battery switch..................................................................................................ON Battery switch..................................................................................................ON
Ignition switches (mags) .................................................................................ON Ignition switches (mags) .................................................................................ON
Auxiliary fuel pump.......................................................................................OFF Auxiliary fuel pump.......................................................................................OFF
Primer ..............................................................................................................ON Primer ..............................................................................................................ON
See Figure 4-3 for See Figure 4-3 for
Priming Time Priming Time
Throttle .....................................................................................................CLOSE Throttle .....................................................................................................CLOSE
Starter.........................................................................................................engage Starter.........................................................................................................engage
At temperatures below +20ÞF continue priming while cranking until engine At temperatures below +20ÞF continue priming while cranking until engine
starts. starts.

When engine starts & accelerates thru 500 RPM: When engine starts & accelerates thru 500 RPM:
Starter .........................................................................................................release Starter .........................................................................................................release
Throttle .........................................................................................advance slowly Throttle .........................................................................................advance slowly
to obtain 1000 RPM to obtain 1000 RPM
Primer.........................................................................................................release Primer.........................................................................................................release
Auxiliary fuel pump ...........................................................low only as necessary Auxiliary fuel pump ...........................................................low only as necessary
to obtain smooth engine to obtain smooth engine
operation (1-3 minutes will operation (1-3 minutes will
be required when temp. be required when temp.
is below +20ÞF) is below +20ÞF)
Oil pressure ..................................................................................................check Oil pressure ..................................................................................................check
Repeat for opposite engine. Repeat for opposite engine.
Alternators ...................................................................................................check Alternators ...................................................................................................check
Gyro suction.................................................................................................check Gyro suction.................................................................................................check

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-6 REVISED: FEBRUARY 10, 1984 4-6 REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

NOTE NOTE
When starting at ambient temperatures +20ÞF and When starting at ambient temperatures +20ÞF and
below, operate first engine started with alternator below, operate first engine started with alternator
ON (at max charging rate not to exceed 1500 ON (at max charging rate not to exceed 1500
RPM) for 5 minutes minimum before initiating RPM) for 5 minutes minimum before initiating
start on second engine. start on second engine.
STARTING ENGINES WHEN FLOODED STARTING ENGINES WHEN FLOODED
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
Throttle....................................................................................FULL FORWARD Throttle....................................................................................FULL FORWARD
Propeller..................................................................................FULL FORWARD Propeller..................................................................................FULL FORWARD
Battery switch..................................................................................................ON Battery switch..................................................................................................ON
Ignition switches (mags) .................................................................................ON Ignition switches (mags) .................................................................................ON
Auxiliary fuel pump.......................................................................................OFF Auxiliary fuel pump.......................................................................................OFF
Propeller ........................................................................................................clear Propeller ........................................................................................................clear
Starter.........................................................................................................engage Starter.........................................................................................................engage
When engine fires: When engine fires:
Throttle ........................................................................................................retard Throttle ........................................................................................................retard
Mixture .........................................................................................advance slowly Mixture .........................................................................................advance slowly
STARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED STARTING ENGINES IN COLD WEATHER (AIRPLANE EQUIPPED
WITH STANDARD ENGINE PRIMER SYSTEM) WITH STANDARD ENGINE PRIMER SYSTEM)
Ignition switches ............................................................................................OFF Ignition switches ............................................................................................OFF
Props.............................................................................................turn through by Props.............................................................................................turn through by
hand (3 times) hand (3 times)
Fuel selector ....................................................................................................ON Fuel selector ....................................................................................................ON
Mixture .............................................................................................FULL RICH Mixture .............................................................................................FULL RICH
Throttle....................................................................................FULL FORWARD Throttle....................................................................................FULL FORWARD
Prop control.............................................................................FULL FORWARD Prop control.............................................................................FULL FORWARD
Battery switch..................................................................................................ON Battery switch..................................................................................................ON
Ignition switches (mags) .................................................................................ON Ignition switches (mags) .................................................................................ON
Auxiliary fuel pump ........................................................................ON LO boost Auxiliary fuel pump ........................................................................ON LO boost
Starter.........................................................................................................engage Starter.........................................................................................................engage
Primer ....................................................................................................ON 3 sec. Primer ....................................................................................................ON 3 sec.
Throttle....................................................................................FULL FORWARD Throttle....................................................................................FULL FORWARD
to FULL AFT to FULL AFT
Primer ....................................................................................................ON 3 sec. Primer ....................................................................................................ON 3 sec.
then OFF 3 sec. then OFF 3 sec.
then ON 3 sec then ON 3 sec

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 10, 1984 4-7 REVISED: FEBRUARY 10, 1984 4-7
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

When engine fires: When engine fires:

Starter .............................................................................................leave engaged Starter .............................................................................................leave engaged
Primer button ...........................................................................................tap until Primer button ...........................................................................................tap until
rhythmic firing rhythmic firing
Starter .........................................................................................................release Starter .........................................................................................................release
Throttle..................................................................................................half travel Throttle..................................................................................................half travel
Oil pressure ..................................................................................................check Oil pressure ..................................................................................................check
If engine begins to falter: If engine begins to falter:
Primer button....................................................................................................tap Primer button....................................................................................................tap
Throttle ................................................................................................1000 RPM Throttle ................................................................................................1000 RPM
Auxiliary fuel pump ..............................................................................OFF after Auxiliary fuel pump ..............................................................................OFF after
start complete start complete
STARTING ENGINES WITH EXTERNAL POWER STARTING ENGINES WITH EXTERNAL POWER
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF
All electrical equipment.................................................................................OFF All electrical equipment.................................................................................OFF
Terminals ..................................................................................................connect Terminals ..................................................................................................connect
External power plug...................................................................insert in fuselage External power plug...................................................................insert in fuselage
Proceed with normal start. Proceed with normal start.
Throttles ..............................................................................lowest possible RPM Throttles ..............................................................................lowest possible RPM
External power plug ......................................................disconnect from fuselage External power plug ......................................................disconnect from fuselage
Battery switch ......................................................................ON - check ammeter Battery switch ......................................................................ON - check ammeter
Oil pressure ..................................................................................................check Oil pressure ..................................................................................................check
WARM-UP WARM-UP
Throttles..................................................................................1000 to 1200 RPM Throttles..................................................................................1000 to 1200 RPM
TAXIING TAXIING
Chocks.....................................................................................................removed Chocks.....................................................................................................removed
Parking brake .............................................................................................release Parking brake .............................................................................................release
Taxi area ........................................................................................................clear Taxi area ........................................................................................................clear
Throttle .............................................................................................apply slowly Throttle .............................................................................................apply slowly
Brakes ..........................................................................................................check Brakes ..........................................................................................................check
Steering ........................................................................................................check Steering ........................................................................................................check
Instruments ..................................................................................................check Instruments ..................................................................................................check
Heater and defroster.....................................................................................check Heater and defroster.....................................................................................check
Fuel selector .........................................................................ON. check crossfeed Fuel selector .........................................................................ON. check crossfeed
Autopilot ........................................................................................................OFF Autopilot ........................................................................................................OFF

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-8 REVISED: FEBRUARY 10, 1984 4-8 REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

BEFORE TAKEOFF - GROUND CHECK BEFORE TAKEOFF - GROUND CHECK

WARNING: WARNING:
Refer to paragraph 4.61, Icing Information, prior to any Refer to paragraph 4.61, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) flight operations. (Takeoff, cruise, landing, etc.)
Parking brake ....................................................................................................set Parking brake ....................................................................................................set
Mixture controls.................................................................................FORWARD Mixture controls.................................................................................FORWARD
Prop controls ......................................................................................FORWARD Prop controls ......................................................................................FORWARD
Throttle controls ..................................................................................1000 RPM Throttle controls ..................................................................................1000 RPM
Manifold pressure lines.................................................................................drain Manifold pressure lines.................................................................................drain
Prop controls..............................................................................check feathering, Prop controls..............................................................................check feathering,
300 RPM max. drop 300 RPM max. drop
Throttle controls ..................................................................................2300 RPM Throttle controls ..................................................................................2300 RPM
Prop controls.................................................................................check governor Prop controls.................................................................................check governor
Prop controls ......................................................................................FORWARD Prop controls ......................................................................................FORWARD
Alternate air.....................................................................................ON then OFF Alternate air.....................................................................................ON then OFF
Throttle controls ..................................................................................2000 RPM Throttle controls ..................................................................................2000 RPM
Magnetos ...................................................................................check, max. drop Magnetos ...................................................................................check, max. drop
150 RPM, max. diff. drop 50 RPM 150 RPM, max. diff. drop 50 RPM
Alternator output..........................................................................................check Alternator output..........................................................................................check
Gyro suction gauge ....................................................................4.8 to 5.1 in. Hg. Gyro suction gauge ....................................................................4.8 to 5.1 in. Hg.
Throttles .......................................................................................800-1000 RPM Throttles .......................................................................................800-1000 RPM
Fuel selectors...................................................................................................ON Fuel selectors...................................................................................................ON
Alternators .......................................................................................................ON Alternators .......................................................................................................ON
Engine gauges......................................................................................n the green Engine gauges......................................................................................n the green
Annunciator panel..............................................................................press-to-test Annunciator panel..............................................................................press-to-test
Flight instruments .............................................................................................set Flight instruments .............................................................................................set
Mixtures............................................................................................................set Mixtures............................................................................................................set
Quadrant friction...............................................................................ADJUSTED Quadrant friction...............................................................................ADJUSTED
Alternate air ...................................................................................................OFF Alternate air ...................................................................................................OFF
Cowl flaps .........................................................................................................set Cowl flaps .........................................................................................................set
Seat backs ......................................................................................................erect Seat backs ......................................................................................................erect
Wing flaps.........................................................................................................set Wing flaps.........................................................................................................set
Trim ..................................................................................................................set Trim ..................................................................................................................set
Belts/ harness............................................................................fastened/ adjusted Belts/ harness............................................................................fastened/ adjusted
Empty seats ..............................................................................seat belts fastened Empty seats ..............................................................................seat belts fastened
Controls .........................................................................................free, full travel Controls .........................................................................................free, full travel
Doors .........................................................................................................latched Doors .........................................................................................................latched
Auxiliary fuel pumps .....................................................................................OFF Auxiliary fuel pumps .....................................................................................OFF
Pitot heat..............................................................................................as required Pitot heat..............................................................................................as required
Parking brake .............................................................................................release Parking brake .............................................................................................release
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 4-9 REVISED: MAY 8, 1998 4-9
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

TAKEOFF TAKEOFF

WARNING: WARNING:
Refer to paragraph 4.61, Icing Information, prior to any Refer to paragraph 4.61, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) flight operations. (Takeoff, cruise, landing, etc.)
CAUTION CAUTION
Fast taxi turns immediately prior to takeoff run Fast taxi turns immediately prior to takeoff run
should be avoided. should be avoided.
Adjust mixture prior to takeoff from high elevations. Do not overheat. Adjust Adjust mixture prior to takeoff from high elevations. Do not overheat. Adjust
mixture only enough to obtain smooth engine operation. Do not exceed 40 in. mixture only enough to obtain smooth engine operation. Do not exceed 40 in.
Hg. manifold pressure. Hg. manifold pressure.

NORMAL TAKEOFF (Flaps up) NORMAL TAKEOFF (Flaps up)

Brakes............................................................................................apply and hold Brakes............................................................................................apply and hold
Flaps .................................................................................................................UP Flaps .................................................................................................................UP
Brakes.........................................................................................................release Brakes.........................................................................................................release
Accelerate to and maintain 79 KIAS. Accelerate to and maintain 79 KIAS.
Control wheel ..........................................................................ease back to rotate Control wheel ..........................................................................ease back to rotate
to climb attitude to climb attitude
After obstacle clearance, accelerate to best rate of climb speed of 92 KIAS. After obstacle clearance, accelerate to best rate of climb speed of 92 KIAS.
Gear..................................................................................................................UP Gear..................................................................................................................UP

SHORT FIELD TAKEOFF (25Þ Flaps) SHORT FIELD TAKEOFF (25Þ Flaps)
Flaps ................................................................................................................25° Flaps ................................................................................................................25°
Stabilator trim ...................................................................................................set Stabilator trim ...................................................................................................set
Brakes............................................................................................apply and hold Brakes............................................................................................apply and hold
Takeoff power before brake release. Takeoff power before brake release.
Brakes.........................................................................................................release Brakes.........................................................................................................release
Accelerate to 64 KIAS. Accelerate to 64 KIAS.
Control wheel ......................................................................rotate firmly to attain Control wheel ......................................................................rotate firmly to attain
66 KIAS through 50 ft. 66 KIAS through 50 ft.
Gear..................................................................................................................UP Gear..................................................................................................................UP

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-10 REVISED: MAY 8, 1998 4-10 REVISED: MAY 8, 1998
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

CLIMB CLIMB
TAKEOFF CLIMB TAKEOFF CLIMB
Best rate (flaps up)..................................................................................92 KIAS Best rate (flaps up)..................................................................................92 KIAS
Best angle (flaps up) ...............................................................................76 KIAS Best angle (flaps up) ...............................................................................76 KIAS
Cowl flaps............................................................................................as required Cowl flaps............................................................................................as required
Power ............................................................................................reduce to MCP Power ............................................................................................reduce to MCP

CRUISE CLIMB CRUISE CLIMB

Mixture ................................................................................................full RICH- Mixture ................................................................................................full RICH-
Power ....................................................2600 RPM and 33 in. Hg. MAN PRESS Power ....................................................2600 RPM and 33 in. Hg. MAN PRESS
Climb speed ..........................................................................................120 KIAS Climb speed ..........................................................................................120 KIAS
Cowl flaps.......................................................................CLOSED or as required Cowl flaps.......................................................................CLOSED or as required

CRUISING CRUISING
Power ......................................................................................set per power table Power ......................................................................................set per power table
Mixture controls ..........................................................................................adjust Mixture controls ..........................................................................................adjust
Cowl flaps............................................................................................as required Cowl flaps............................................................................................as required

DESCENT DESCENT
Mixtures..................................................................................adjust with descent Mixtures..................................................................................adjust with descent
Throttles............................................................................................................set Throttles............................................................................................................set
Cowl flaps..............................................................................................CLOSED Cowl flaps..............................................................................................CLOSED

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 15, 1987 4-11 REVISED: FEBRUARY 15, 1987 4-11
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

APPROACH AND LANDING APPROACH AND LANDING

Gear warning horn .......................................................................................check Gear warning horn .......................................................................................check
Seat backs ......................................................................................................erect Seat backs ......................................................................................................erect
Belts/harness .....................................................................................fasten/adjust Belts/harness .....................................................................................fasten/adjust
Fuel selectors...................................................................................................ON Fuel selectors...................................................................................................ON
Cowl flaps............................................................................................as required Cowl flaps............................................................................................as required
Auxiliary fuel pumps .....................................................................................OFF Auxiliary fuel pumps .....................................................................................OFF
Mixture controls..............................................................................................rich Mixture controls..............................................................................................rich
Prop controls ...........................................................................FULL FORWARD Prop controls ...........................................................................FULL FORWARD
Landing gear ..................................................................DOWN, 130 KIAS max. Landing gear ..................................................................DOWN, 130 KIAS max.
Flaps ......................................................................................set, 115 KIAS max. Flaps ......................................................................................set, 115 KIAS max.
Approach speed........................................................................90 KIAS or above Approach speed........................................................................90 KIAS or above

GO-AROUND GO-AROUND
Full takeoff power, both engines. (40 in. Hg. maximum manifold pressure) Full takeoff power, both engines. (40 in. Hg. maximum manifold pressure)
Establish positive climb at 85 KIAS. Establish positive climb at 85 KIAS.
Gear..................................................................................................................UP Gear..................................................................................................................UP
Flaps ................................................................................................retract slowly Flaps ................................................................................................retract slowly
Cowl flaps....................................................................................................adjust Cowl flaps....................................................................................................adjust
Trim .....................................................................................................as required Trim .....................................................................................................as required

AFTER LANDING AFTER LANDING

Clear of runway. Clear of runway.
Flaps............................................................................................................retract Flaps............................................................................................................retract
Cowl flaps ..........................................................................................fully OPEN Cowl flaps ..........................................................................................fully OPEN

SHUTDOWN SHUTDOWN
Heater (if ON) ...................................................................FAN, 2 min. then OFF Heater (if ON) ...................................................................FAN, 2 min. then OFF
Radios & electrical ........................................................................................OFF Radios & electrical ........................................................................................OFF
Throttle .......................................................................................................full aft Throttle .......................................................................................................full aft
Mixture ................................................................................................idle cut-off Mixture ................................................................................................idle cut-off
Magnetos........................................................................................................OFF Magnetos........................................................................................................OFF
Battery switch ................................................................................................OFF Battery switch ................................................................................................OFF

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-12 REVISED: SEPTEMBER 30, 1985 4-12 REVISED: SEPTEMBER 30, 1985
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

MOORING MOORING
Parking brake.......................................................................................as required Parking brake.......................................................................................as required
Control wheel ...........................................................................secured with belts Control wheel ...........................................................................secured with belts
Flaps ...........................................................................................................full up Flaps ...........................................................................................................full up
Wheel chocks............................................................................................in place Wheel chocks............................................................................................in place
Tie downs ....................................................................................................secure Tie downs ....................................................................................................secure

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
4-13 4-13
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-14 4-14
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information The following paragraphs are provided to supply detailed information
and explanations of the normal procedures necessary for the operation of the and explanations of the normal procedures necessary for the operation of the
airplane. airplane.

4.9 PREPARATION 4.9 PREPARATION

The airplane should be given a thorough preflight and walk-around check. The airplane should be given a thorough preflight and walk-around check.
The preflight should include a determination of the airplane's opera-tional The preflight should include a determination of the airplane's opera-tional
status, a check that necessary papers and charts are on board and in order, and 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 a computation of weight and C.G. limits, takeoff distance and in-flight
performance. Baggage should be weighed, stowed and tied down. performance. Baggage should be weighed, stowed and tied down.
Passengers should be briefed on the use of seat belts and shoulder harnesses, Passengers should be briefed on the use of seat belts and shoulder harnesses,
oxygen, and ventilation controls, advised when smoking is prohibited, and oxygen, and ventilation controls, advised when smoking is prohibited, and
cautioned against handling or interfering with controls, equipment, door cautioned against handling or interfering with controls, equipment, door
handles, etc. A weather briefing for the intended flight path should be obtained, 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. and any other factors relating to a safe flight should be checked before takeoff.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 4-15 REVISED: AUGUST 17, 1981 4-15
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.11 PREFLIGHT CHECK 4.11 PREFLIGHT CHECK

CAUTION CAUTION
The flap position should be noted before boarding The flap position should be noted before boarding
the airplane. The flaps must be placed in the "UP" the airplane. The flaps must be placed in the "UP"
position before they will lock and support weight position before they will lock and support weight
on the step. on the step.
Upon entering the cockpit, check that the landing gear selector is in the Upon entering the cockpit, check that the landing gear selector is in the
DOWN position, turn OFF all avionics equipment (to save power and prevent DOWN position, turn OFF all avionics equipment (to save power and prevent
wear on the units), and turn the battery switch ON. Check the landing gear wear on the units), and turn the battery switch ON. Check the landing gear
indicator lights to ensure that the three green lights have illuminated and that indicator lights to ensure that the three green lights have illuminated and that
the red light has not illuminated. Check the fuel supply. Adequate fuel should 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 be indicated for the flight plus reserve. The cowl flaps should be OPEN to
facilitate inspection and ensure cooling after engine start. Extend and retract facilitate inspection and ensure cooling after engine start. Extend and retract
flaps to check for proper operation. Return the battery switch to OFF to save flaps to check for proper operation. Return the battery switch to OFF to save
the battery. the battery.
Check that the ignition switches are OFF and move the mixture controls to 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 idle cut-off to prevent an inadvertent start while checking the propellers Move
the trim controls to neutral so that the tabs can be checked for align-ment. This the trim controls to neutral so that the tabs can be checked for align-ment. This
check is performed prior to engine start so that you can hear any noise that check is performed prior to engine start so that you can hear any noise that
might indicate binding. The controls should be free and move properly. Drain 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 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 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 leaving the cockpit, drain the two crossfeed drains on the forward side of the
spar box. spar box.
The first item to check during the walk-around is to ensure that the The first item to check during the walk-around is to ensure that the
crossfeed drains are closed. Check the right wing, aileron and flap hinges and 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 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 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 the tires are properly inflated and not excessively worn. The right wing tip
and leading edge should be free from ice and damage. and leading edge should be free from ice and damage.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-16 REVISED: SEPTEMBER 17, 1984 4-16 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES

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 to the engine nacelle, check the oil quantity (six to eight
quarts). Make sure that the dipstick has properly seated after checking.
Check and ensure that the oil filler cap is securely tightened and secure the
inspection door. Check the right propeller for nicks or leaks. The spinner
should be secure and undamaged (check closely for cracks). The cowl 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. Under a normal static load, 1.2 + .25 inches of
strut should be exposed. Check the tire for wear and proper inflation. If
the tow bar was used, remove and stow. Before moving on to the forward
baggage compartment, check the condition of the landing light. Open the
forward baggage compartment and check to make sure that the baggage has
been stowed properly. Close, secure and lock the baggage door. The forward
baggage compartment door key can be removed 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’t
forget to check the fuel and oil.
If a 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 freedom of movement and damage.
A squat switch in the stall warning system does not allow the units to be
activated on the ground.
CAUTION
Care should be taken when an operational
check of the heated pitot head and the heated
lift detectors is being performed. Both units
become very hot. Ground operation should
be limited to 3 minutes maximum to avoid
damaging the heating elements.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110

REVISED: AUGUST 12, 2015 4-16a
SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III

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 move-
ment and ensure that the right static vent is unobstructed. Antennas should
be secure and undamaged. After turning on the battery switch and light
switches in the cockpit, check the navigation and landing lights.

4.13 BEFORE STARTING ENGINES

Before starting engines, adjust the seats and fasten the seat belts and
shoulder harnesses.
NOTES
If the fixed shoulder harness (non-inertia reel
type) is installed, it must be connected to the
seat belt and adjusted to allow proper accessi-
bility to all controls, including fuel selectors,
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.
Set the parking brake by first depressing and holding the toe brake
pedals and then pulling out the parking brake knob.
WARNING
No braking will occur if knob is pulled prior to
brake application.
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.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

4-16b REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.15 STARTING ENGINES (AIRPLANE EQUIPPED WITH STAN- 4.15 STARTING ENGINES (AIRPLANE EQUIPPED WITH STAN-
DARD ENGINE PRIMER SYSTEM) DARD ENGINE PRIMER SYSTEM)
The first step in starting is to move the fuel selector to the ON position. 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 Advance the mixture control to full RICH, open the throttle half travel and
move the propeller control full FORWARD. Turn the battery switch and ignition move the propeller control full FORWARD. Turn the battery switch and ignition
switches ON. After ensuring that the propellers are clear, engage the starter. 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, The primer button should be used (ON) as required. For cold weather starts,
refer to paragraph 4.21 - Starting Engines in Cold Weather. When the engine refer to paragraph 4.21 - Starting Engines in Cold Weather. When the engine
starts, retard the throttle and monitor the oil pressure gauge. If no oil pressure 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 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 indication. cold weather it may take somewhat longer for an oil pressure indication.
Repeat the above procedure for the opposite engine. After the engines have Repeat the above procedure for the opposite engine. After the engines have
started, check the alternators for sufficient output and the gyro suction gauge for started, check the alternators for sufficient output and the gyro suction gauge for
a reading between 4.8 and 5.1 in. Hg. a reading between 4.8 and 5.1 in. Hg.

NOTE NOTE
To prevent starter damage, limit starter cranking To prevent starter damage, limit starter cranking
to 30-second periods. If the engine does not to 30-second periods. If the engine does not
start within that time, allow a cooling period of start within that time, allow a cooling period of
several minutes before engaging starter again. Do several minutes before engaging starter again. Do
not engage the starter immediately after releasing not engage the starter immediately after releasing
it. This practice may damage the starter it. This practice may damage the starter
mechanism. mechanism.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 4-17 REVISED: AUGUST 17, 1981 4-17
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.17 STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL 4.17 STARTING ENGINES (AIRPLANE EQUIPPED WITH OPTIONAL
ENGINE PRIMER SYSTEM) ENGINE PRIMER SYSTEM)

NOTE NOTE
Engine starts can be accomplished down to Engine starts can be accomplished down to
ambient temperatures of +20°F with engines ambient temperatures of +20°F with engines
equipped with standard (massive electrode) spark equipped with standard (massive electrode) spark
plugs. Below that temperature fine wire spark plugs. Below that temperature fine wire spark
plugs are highly recommended to ensure engine plugs are highly recommended to ensure engine
starts, and are a necessity at +10°F and below. In starts, and are a necessity at +10°F and below. In
addition, the use of external electrical power addition, the use of external electrical power
source and preheat is also recommended when source and preheat is also recommended when
ambient temperatures are below +20°F. ambient temperatures are below +20°F.

Upon entering the cockpit, begin starting procedure by moving the fuel 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 selector to ON. Advance the mixture to full RICH and the throttle and prop
controls to full FORWARD. Turn the battery switch and the ignition switches controls to full FORWARD. Turn the battery switch and the ignition switches
(mag.) ON. The auxiliary fuel pump should be OFF. Push primer switch and (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 hold for the required priming time (see Figure 4-3). Close throttle and
immediately engage starter. With ambient temperatures above +20°F, starts immediately engage starter. With ambient temperatures above +20°F, starts
may be made by discontinuing priming before engaging starter. With ambient may be made by discontinuing priming before engaging starter. With ambient
temperatures below +20°F, starts should be made by continuing to prime during temperatures below +20°F, starts should be made by continuing to prime during
cranking period. Do not release starter until engine accelerates through 500 cranking period. Do not release starter until engine accelerates through 500
RPM, then SLOWLY advance throttle to obtain 1000 RPM. Release primer and RPM, then SLOWLY advance throttle to obtain 1000 RPM. Release primer and
immediately place auxiliary fuel pump switch to LO. Auxiliary fuel pump immediately place auxiliary fuel pump switch to LO. Auxiliary fuel pump
operation will be required for one to three minutes during initial engine warm- operation will be required for one to three minutes during initial engine warm-
up. When starting at ambient temperatures of +20°F and below, operate the first 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 engine started with alternator ON (at maximum charging rate not to exceed
1500 RPM) for 5 minutes minimum before initiating start on second engine. 1500 RPM) for 5 minutes minimum before initiating start on second engine.

NOTE NOTE
When cold weather engine starts are made When cold weather engine starts are made
without the use of engine preheating (refer to without the use of engine preheating (refer to
TCM Operator's Manual), longer than normal TCM Operator's Manual), longer than normal
elapsed time may be required before an oil elapsed time may be required before an oil
pressure indication is observed. pressure indication is observed.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-18 REVISED: FEBRUARY 25, 1982 4-18 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

I!: ~r...i -1''

11

~J It• I ~
'' 1~
l
-++
JI-
-t '
·-

I
--

~ ~· ~
- T
- ' -
-
' TI
r, I· '
lj,iJ, -~ , -
,o ' I

- ;.• "I!' ,J
f-+
z 2.0
.,r- ,x ,~
I
r I"'

il . rr -
.J_ l
•'.'! I- ~, ~
I
'- i

t ;"'.! •·. .:. I

u:..
'

,~ - - -
~a
- .
.. - ~ I

-,_
L I rt".
'

-
-~
:,. ., -~" ·i
'
. -~ I
I

- H-
.- . I

'' '
I
I ! - ,, I
" ' ' ' ' '
4.0 -oo a-o '100
Hf lEMPE:R.li iflUIRE - ·•F.
OPTIONAL ENGINE PRIMER SYSTEM - PRIMING TIME OPTIONAL ENGINE PRIMER SYSTEM - PRIMING TIME
VS. AMBIENT TEMPERATURE VS. AMBIENT TEMPERATURE
Figure 4-3 Figure 4-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 4-19 REVISED: AUGUST 17, 1981 4-19
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.19 STARTING ENGINES WHEN FLOODED 4.19 STARTING ENGINES WHEN FLOODED
If an engine is flooded, move the mixture control to idle cut-off and If an engine is flooded, move the mixture control to idle cut-off and
advance the throttle and propeller controls full forward. Turn ON the battery advance the throttle and propeller controls full forward. Turn ON the battery
switch and ignition switches. The auxiliary fuel pump should be OFF. After 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, ensuring that the propeller is clear, engage the starter. When the engine fires,
retard the throttle and advance the mixture slowly. retard the throttle and advance the mixture slowly.

4.21 STARTING ENGINES IN COLD WEATHER (AIRPLANE 4.21 STARTING ENGINES IN COLD WEATHER (AIRPLANE
EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM)
NOTE NOTE
It may be necessary to apply an external power It may be necessary to apply an external power
source and preheat to facilitate engine cranking if source and preheat to facilitate engine cranking if
the aircraft's battery is deficient of charge. the aircraft's battery is deficient of charge.
Prior to attempting the start, turn the propellers through by hand three times Prior to attempting the start, turn the propellers through by hand three times
after ensuring that the magneto switches are off and mixture controls are in after ensuring that the magneto switches are off and mixture controls are in
the full aft position. Upon entering the cockpit, begin the starting procedure 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 by moving the fuel selector to ON. Advance the mixture to full RICH and the
throttle and prop controls to full FORWARD. Turn ON the battery switch and throttle and prop controls to full FORWARD. Turn ON the battery switch and
the ignition switches (mags). The auxiliary fuel pump should be ON in the LO the ignition switches (mags). The auxiliary fuel pump should be ON in the LO
boost position. Push the primer button and engage the starter boost position. Push the primer button and engage the starter
simultaneously. Begin moving the throttle control back and forth from full simultaneously. Begin moving the throttle control back and forth from full
forward to full aft. Release the primer button after about 3 seconds of 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 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. 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 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 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 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 the engine begins to falter during this period and adjust the throttle to a 1000
RPM idle speed. RPM idle speed.
The auxiliary fuel pump may be turned OFF as soon as it is determined that The auxiliary fuel pump may be turned OFF as soon as it is determined that
the engine will continue to run without it. the engine will continue to run without it.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-20 4-20
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.23 STARTING ENGINES WITH EXTERNAL POWER 4.23 STARTING ENGINES WITH EXTERNAL POWER
An optional feature called the Piper External Power (PEP) allows the 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 operator to use an external battery to crank the engines without having to gain
access to the airplane's battery. access to the airplane's battery.
Turn the battery switch OFF and turn all electrical equipment OFF. Connect Turn the battery switch OFF and turn all electrical equipment OFF. Connect
the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an
external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. 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 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 that when the plug is inserted, the electrical system is ON. Proceed with the
normal starting technique. normal starting technique.
After the engines have started, reduce power to the lowest possible RPM, After the engines have started, reduce power to the lowest possible RPM,
to reduce sparking, and disconnect the jumper cable from the aircraft. Turn to reduce sparking, and disconnect the jumper cable from the aircraft. Turn
the battery switch ON and check the alternator ammeter for an indi-cation of the battery switch ON and check the alternator ammeter for an indi-cation of
output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDI-CATION OF output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDI-CATION OF
ALTERNATOR OUTPUT. ALTERNATOR OUTPUT.
NOTE NOTE
For all normal operations using the PEP jumper For all normal operations using the PEP jumper
cables, the battery switch should be OFF, but it cables, the battery switch should be OFF, but it
is possible to use the ship's battery in parallel by is possible to use the ship's battery in parallel by
turning the battery switch ON. This will give turning the battery switch ON. This will give
longer cranking capabilities, but will not increase longer cranking capabilities, but will not increase
the amperage. the amperage.
CAUTION CAUTION
If the ship's battery has been depleted, the external If the ship's battery has been depleted, the external
power supply can be reduced to the level of the power supply can be reduced to the level of the
ship's battery. This can be tested by turning the ship's battery. This can be tested by turning the
battery switch ON momentarily while the starter battery switch ON momentarily while the starter
is engaged. If cranking speed increases, the ship's- is engaged. If cranking speed increases, the ship's-
battery is at a higher level than the external power battery is at a higher level than the external power
supply. If the battery has been depleted by supply. If the battery has been depleted by
excessive cranking, it must be recharged before excessive cranking, it must be recharged before
the second engine is started. All the alternator the second engine is started. All the alternator
current will go to the low battery until it receives current will go to the low battery until it receives
sufficient charge, and it may not start the other sufficient charge, and it may not start the other
engine imme-diately. engine imme-diately.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
4-21 4-21
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.25 PREHEATING 4.25 PREHEATING

The use of preheat and auxiliary power (battery cart) will facilitate starting The use of preheat and auxiliary power (battery cart) will facilitate starting
during cold weather and is recommended when the engine has been cold during cold weather and is recommended when the engine has been cold
soaked at temperatures of 10ÞF and below in excess of two hours. Successful soaked at temperatures of 10ÞF and below in excess of two hours. Successful
starts without these aids can be expected at temperatures below normal, starts without these aids can be expected at temperatures below normal,
provided the aircraft battery is in good condition and the ignition and fuel provided the aircraft battery is in good condition and the ignition and fuel
systems are properly maintained. systems are properly maintained.
The following procedures are recommended for preheating, starting, warm- The following procedures are recommended for preheating, starting, warm-
up, run-up and takeoff. up, run-up and takeoff.
(a) Select a high volume hot air heater. Small electric heaters which are (a) Select a high volume hot air heater. Small electric heaters which are
inserted into the cowling "bug eye" do not appreciably warm the oil inserted into the cowling "bug eye" do not appreciably warm the oil
and may result in superficial preheating. and may result in superficial preheating.
WARNING WARNING
Superficial application of preheat to a cold-soaked Superficial application of preheat to a cold-soaked
engine can have disastrous results. engine can have disastrous results.
A minimum of preheat application may warm the engine enough to A minimum of preheat application may warm the engine enough to
permit starting but will not de-congeal oil in the sump, lines, cooler, permit starting but will not de-congeal oil in the sump, lines, cooler,
filter, etc. Typically, heat is applied to the upper portion of the engine filter, etc. Typically, heat is applied to the upper portion of the engine
for a few minutes after which the engine is started and normal for a few minutes after which the engine is started and normal
operation is commenced. The operator may be given a false sense of operation is commenced. The operator may be given a false sense of
security by indications of oil and cylinder temperatures as a result of security by indications of oil and cylinder temperatures as a result of
preheat. Extremely hot air flowing over the cylinders and oil preheat. Extremely hot air flowing over the cylinders and oil
temperature thermocouples may lead one to believe the engine is temperature thermocouples may lead one to believe the engine is
quite warm; however, oil in the sump and filter are relatively remote quite warm; however, oil in the sump and filter are relatively remote
and will not warm as rapidly as a cylinder. For example, even when and will not warm as rapidly as a cylinder. For example, even when
heat is applied directly, oil lines are usually "lagged" with material heat is applied directly, oil lines are usually "lagged" with material
which does an excellent job of insulating. which does an excellent job of insulating.

Congealed oil in such lines may require considerable preheat. The Congealed oil in such lines may require considerable preheat. The
engine may start and apparently run satisfactorily, but can be damaged engine may start and apparently run satisfactorily, but can be damaged
from lack of lubrication due to congealed oil in various parts of the from lack of lubrication due to congealed oil in various parts of the
system. The amount of damage will vary and may not become evident system. The amount of damage will vary and may not become evident
for many hours. On the other hand, the engine may be severely for many hours. On the other hand, the engine may be severely
damaged and could fail shortly following application of high power. damaged and could fail shortly following application of high power.
Improper or insufficient application of preheat and the Improper or insufficient application of preheat and the

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-22 4-22
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

resulting oil and cylinder temperature indications may encourage the resulting oil and cylinder temperature indications may encourage the
pilot to expedite his ground operation and commence a takeoff pilot to expedite his ground operation and commence a takeoff
prematurely. This procedure only compounds an already bad situation. prematurely. This procedure only compounds an already bad situation.
Proper procedures require thorough application of preheat to all parts Proper procedures require thorough application of preheat to all parts
of the engine. Hot air should be applied directly to the oil sump and of the engine. Hot air should be applied directly to the oil sump and
external oil lines as well as the cylinders, air intake and oil cooler. external oil lines as well as the cylinders, air intake and oil cooler.
Excessively hot air can damage non-metallic components such as Excessively hot air can damage non-metallic components such as
seals, hoses and drive belts, so do not attempt to hasten the preheat seals, hoses and drive belts, so do not attempt to hasten the preheat
process. process.
Before starting is attempted, turn the engine by hand or starter until Before starting is attempted, turn the engine by hand or starter until
it rotates freely. After starting, observe carefully for high or low oil it rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates pressure and continue the warm-up until the engine operates
smoothly and all controls can be moved freely. Do not close the cowl smoothly and all controls can be moved freely. Do not close the cowl
flaps to facilitate warm-up as hot spots may develop and damage flaps to facilitate warm-up as hot spots may develop and damage
ignition wiring and other components. ignition wiring and other components.
(b) Hot air should be applied primarily to the oil sump and filter area. The (b) Hot air should be applied primarily to the oil sump and filter area. The
oil drain plug door or panel may provide access to these areas. oil drain plug door or panel may provide access to these areas.
Continue to apply heat for 15 to 30 minutes and turn the propeller, by Continue to apply heat for 15 to 30 minutes and turn the propeller, by
hand, through 6 or 8 revolutions at 5 or 10 minute intervals. hand, through 6 or 8 revolutions at 5 or 10 minute intervals.
(c) Periodically feel the top of the engine and, when some warmth is (c) Periodically feel the top of the engine and, when some warmth is
noted, apply heat directly to the upper portion of the engine for noted, apply heat directly to the upper portion of the engine for
approximately five minutes. This will provide sufficient heating of the approximately five minutes. This will provide sufficient heating of the
cylinders and fuel lines to promote better vaporization for starting. If cylinders and fuel lines to promote better vaporization for starting. If
enough heater hoses are available, continue heating the sump area. enough heater hoses are available, continue heating the sump area.
Otherwise, it will suffice to transfer the source of heat from the sump Otherwise, it will suffice to transfer the source of heat from the sump
to the upper part of the engine. to the upper part of the engine.
(d) Start engine immediately after completion of the preheating process. (d) Start engine immediately after completion of the preheating process.
Since the engine will be warm, use normal starting procedure. Since the engine will be warm, use normal starting procedure.
NOTE NOTE
Since the oil in the oil pressure gauge line may be Since the oil in the oil pressure gauge line may be
congealed, as much as 60 seconds may elapse congealed, as much as 60 seconds may elapse
before oil pressure is indicated. If oil pressure is before oil pressure is indicated. If oil pressure is
not indicated within one minute, shut the engine not indicated within one minute, shut the engine
down and determine the cause. down and determine the cause.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
4-23 4-23
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

(e) Operate the engine at 1000 RPM until some oil temperature is (e) Operate the engine at 1000 RPM until some oil temperature is
indicated. Monitor oil pressure closely during this time and be alert for indicated. Monitor oil pressure closely during this time and be alert for
a sudden increase or decrease. Retard throttles, if necessary, to a sudden increase or decrease. Retard throttles, if necessary, to
maintain oil pressure below 100 psi. If oil pressure drops suddenly to maintain oil pressure below 100 psi. If oil pressure drops suddenly to
less than 30 psi, shut down the engine and inspect lubrication system. less than 30 psi, shut down the engine and inspect lubrication system.
If no damage or leaks are noted, preheat the engine for an additional 10 If no damage or leaks are noted, preheat the engine for an additional 10
to 15 minutes before restarting. to 15 minutes before restarting.

4.27 WARM-UP 4.27 WARM-UP

Warm-up the engines at 1000 to 1200 RPM. Avoid prolonged idling at low Warm-up the engines at 1000 to 1200 RPM. Avoid prolonged idling at low
RPM, as this practice may result in fouled spark plugs. RPM, as this practice may result in fouled spark plugs.

Takeoff may be made as soon as the ground check is completed, pro-vided Takeoff may be made as soon as the ground check is completed, pro-vided
that the throttles may be opened fully without backfiring or skipping, and that the throttles may be opened fully without backfiring or skipping, and
without a reduction in engine oil pressure. without a reduction in engine oil pressure.

Do not operate the engines at high RPM when running up or taxiing over Do not operate the engines at high RPM when running up or taxiing over
ground containing loose stones, gravel or any loose material that may cause ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades. damage to the propeller blades.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-24 4-24
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.29 TAXIING 4.29 TAXIING

Remove chocks from the wheels. Release the parking brake by first Remove chocks from the wheels. Release the parking brake by first
depressing and holding the toe brake pedals and then pushing in on the parking depressing and holding the toe brake pedals and then pushing in on the parking
brake knob. Check to make sure the taxi area is clear. Always apply the throttles brake knob. Check to make sure the taxi area is clear. Always apply the throttles
slowly. slowly.
Before taxiing, the brakes should be checked by moving forward a few feet, 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, throttling back and applying pressure on the toe pedals. As much as possible,
turns during taxiing should be made using rudder pedal motion and turns during taxiing should be made using rudder pedal motion and
differential power ( more power on the engine on the outside of the turn, less on differential power ( more power on the engine on the outside of the turn, less on
the inside engine) rather than brakes. the inside engine) rather than brakes.
During the taxi, check the instruments (turn indicator, directional gyro, During the taxi, check the instruments (turn indicator, directional gyro,
coordination ball, compass) and the heater and defroster. Check the operation coordination ball, compass) and the heater and defroster. Check the operation
of the fuel management controls by moving each fuel selector to CROSSFEED 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. Return the for a short time, while the other selector is in the ON position. Return the
selectors to the ON position. DO NOT attempt a takeoff with the fuel selector on 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. CROSSFEED. The autopilot (if installed) should be off during taxi.
4.31 BEFORE TAKEOFF - GROUND CHECK 4.31 BEFORE TAKEOFF - GROUND CHECK
WARNING: WARNING:
Refer to paragraph 4.61, Icing Information, prior to any Refer to paragraph 4.61, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) flight operations. (Takeoff, cruise, landing, etc.)
A thorough check should be made before takeoff, using a checklist. Before A thorough check should be made before takeoff, using a checklist. Before
advancing the throttle to check the magnetos and the propeller action, be sure advancing the throttle to check the magnetos and the propeller action, be sure
that the engine oil temperature is 75°F or above. that the engine oil temperature is 75°F or above.
During engine run-up, head the airplane into the wind if possible (see 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 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 and propeller controls forward and the throttle controls to 1000 RPM. Drain the
manifold pressure lines by depressing the drain valves for 5 seconds. The drain manifold pressure lines by depressing the drain valves for 5 seconds. The drain
valves are located at the bottom of the instrument panel, behind and below the valves are located at the bottom of the instrument panel, behind and below the
dual manifold pressure gauge. Do not depress the valves when the manifold dual manifold pressure gauge. Do not depress the valves when the manifold
pressure exceeds 25 inches Hg. Check the feather position of the propellers by 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 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 2300 RPM 300 RPM drop during the feathering check. Move the throttles to 2300 RPM
and exercise the propeller controls to check the function of the governor. Retard 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 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 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 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 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 should stay the same when the throttle is advanced, thus indicating proper
function of the governor. function of the governor.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 4-25 REVISED: MAY 8, 1998 4-25
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

Return the propeller controls to full forward position and move the Return the propeller controls to full forward position and move the
alternate air controls to ON then OFF. Move the throttles to 2000 RPM and alternate air controls to ON then OFF. Move the throttles to 2000 RPM and
check the magnetos. The normal drop on each magneto is 100 RPM and the check the magnetos. The normal drop on each magneto is 100 RPM and the
maximum drop should not exceed 150 RPM. The maximum differential maximum drop should not exceed 150 RPM. The maximum differential
d r op should not exceed 50 RPM. The alternator output should be d r op should not exceed 50 RPM. The alternator output should be
approximately equal for both alternators. A 4.8 to 5.1 in. Hg. indication on approximately equal for both alternators. A 4.8 to 5.1 in. Hg. indication on
the gyro suction gauge signifies proper operation of the gyro suction system. the gyro suction gauge signifies proper operation of the gyro suction system.

CAUTION CAUTION
Ensure that the alternators are not indicating . full Ensure that the alternators are not indicating . full
charge prior to takeoff. charge prior to takeoff.
Set the throttles between 800 and 1000 RPM, check that the fuel selectors Set the throttles between 800 and 1000 RPM, check that the fuel selectors
and alternator switches are ON and that all the engine gauges are within their and alternator switches are ON and that all the engine gauges are within their
normal operating ranges (green arc). Press-to-test the annun-ciator light to normal operating ranges (green arc). Press-to-test the annun-ciator light to
make sure they all illuminate. Set the altimeter, attitude indicator, directional make sure they all illuminate. Set the altimeter, attitude indicator, directional
gyro and clock. Set the mixtures and advance the propeller controls to the gyro and clock. Set the mixtures and advance the propeller controls to the
forward position. The friction lock on the right side of the control quadrant forward position. The friction lock on the right side of the control quadrant
should be adjusted. Check to make sure the alternate air is OFF. Adjust the should be adjusted. Check to make sure the alternate air is OFF. Adjust the
cowl flaps and set the wing flaps and trim (stabilator and rudder) tabs as cowl 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. required. The seat backs should be erect and seat belts and harnesses fastened.
Fasten the seat belts on the empty seats. Fasten the seat belts on the empty seats.

NOTES NOTES
If the fixed shoulder harness (non-inertia reel If the fixed shoulder harness (non-inertia reel
type) is installed, it must be connected to the seat type) is installed, it must be connected to the seat
belt and adjusted to allow proper accessi-bility to belt and adjusted to allow proper accessi-bility to
all controls, including fuel selectors, flaps, trim, all controls, including fuel selectors, flaps, trim,
etc., while maintaining adequate restraint for the etc., while maintaining adequate restraint for the
occupant. occupant.
If the inertia reel type shoulder harness is If the inertia reel type shoulder harness is
installed, a pull test of its locking restraint feature installed, a pull test of its locking restraint feature
should be performed. should be performed.
All controls should be free with full travel, and all doors should be securely All controls should be free with full travel, and all doors should be securely
latched. Ensure that the auxiliary fuel pumps are OFF. Pitot heat should be used latched. Ensure that the auxiliary fuel pumps are OFF. Pitot heat should be used
as required. Release the parking brake. as required. Release the parking brake.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-26 REVISED: FEBRUARY 10, 1984 4-26 REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.33 TAKEOFF 4.33 TAKEOFF

To achieve the takeoff performance specified in Section 5, it is necessary to To achieve the takeoff performance specified in Section 5, it is necessary to
set rated power (2800 RPM, 40 In. Hg.) prior to brake release. set rated power (2800 RPM, 40 In. Hg.) prior to brake release.

WARNING: WARNING:
Refer to paragraph 4.61, Icing Information, prior to any Refer to paragraph 4.61, Icing Information, prior to any
flight operations. (Takeoff, cruise, landing, etc.) flight operations. (Takeoff, cruise, landing, etc.)
NOTES NOTES
Takeoffs are normally made with less than full Takeoffs are normally made with less than full
throttle - use throttle only as required to obtain 40 throttle - use throttle only as required to obtain 40
in. Hg. manifold pressure. DO NOT EX-CEED 40 in. Hg. manifold pressure. DO NOT EX-CEED 40
IN. HG. MANIFOLD PRESSURE. IN. HG. MANIFOLD PRESSURE.
The "overboost" indicator lights on the annun- The "overboost" indicator lights on the annun-
ciator panel will illuminate at approximately 39.8 ciator panel will illuminate at approximately 39.8
in. Hg. manifold pressure. Do not exceed 40 in. in. Hg. manifold pressure. Do not exceed 40 in.
Hg. manifold pressure. Hg. manifold pressure.
Illumination of the yellow overboost light on the annunciator panel does Illumination of the yellow overboost light on the annunciator panel does
not indicate a malfunction. The overboost lights illuminate when manifold not indicate a malfunction. The overboost lights illuminate when manifold
pressure approaches the maximum limit. The overboost lights should be pressure approaches the maximum limit. The overboost lights should be
monitored during takeoff to ensure that an overboost condition does not monitored during takeoff to ensure that an overboost condition does not
persist. persist.
Takeoff should not be attempted with ice or frost on the wings. Takeoff 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 distances and 50-foot obstacle clearance distances are shown on charts in the
Performance Section of this handbook. The performance shown on charts will Performance Section of this handbook. The performance shown on charts will
be reduced by uphill gradient, tailwind component, or soft, wet, rough or be reduced by uphill gradient, tailwind component, or soft, wet, rough or
grassy surface, or poor pilot technique. grassy surface, or poor pilot technique.
Avoid fast turns onto the runway, followed by immediate takeoff, especially Avoid fast turns onto the runway, followed by immediate takeoff, especially
with a low fuel supply. Fast taxi turns immediately prior to takeoff run can with a low fuel supply. Fast taxi turns immediately prior to takeoff run can
cause temporary malfunction of one engine on takeoff. As power is applied at 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 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 engines are operating properly and putting out normal power, and at the
airspeed indicator to see that it is functioning. Apply throttle smoothly until airspeed indicator to see that it is functioning. Apply throttle smoothly until
40 in. Hg. manifold pressure is obtained. DO NOT APPLY ADDITIONAL 40 in. Hg. manifold pressure is obtained. DO NOT APPLY ADDITIONAL
THROTTLE. THROTTLE.
The flap setting for normal takeoff is 0°. In certain short field takeoff efforts The flap setting for normal takeoff is 0°. In certain short field takeoff efforts
when the shortest possible ground roll and the greatest clearance distance over a 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. 50 ft. obstacle is desired, a flap setting of 25° is recommended.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 4-27 REVISED: MAY 8, 1998 4-27
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

When obstacle clearance is no problem, a normal flaps up (0Þ) takeoff When obstacle clearance is no problem, a normal flaps up (0Þ) takeoff
may be used. Apply and hold the brakes. Set the flaps to the up (0Þ) position. may be used. Apply and hold the brakes. Set the flaps to the up (0Þ) position.
Release the brakes, accelerate to 79 KIAS and ease back on the wheel enough Release the brakes, accelerate to 79 KIAS and ease back on the wheel enough
to let the airplane lift off and climb past obstacle. After obstacle clearance, to let the airplane lift off and climb past obstacle. After obstacle clearance,
accelerate to the best rate of climb speed, 92 KIAS, or higher if desired, accelerate to the best rate of climb speed, 92 KIAS, or higher if desired,
retracting the landing gear when a gear-down landing is no longer possible retracting the landing gear when a gear-down landing is no longer possible
on the runway. on the runway.

When the shortest possible ground roll and the greatest clearance distance When the shortest possible ground roll and the greatest clearance distance
over a 50-foot obstacle is desired, use a 25-degree flap setting. Set the over a 50-foot obstacle is desired, use a 25-degree flap setting. Set the
stabilator trim indicator slightly nose up from the takeoff range. Apply and stabilator trim indicator slightly nose up from the takeoff range. Apply and
hold the brakes and bring the engines to full power before release. Release the hold the brakes and bring the engines to full power before release. Release the
brakes, accelerate to 64 KIAS and rotate firmly so that when passing through brakes, accelerate to 64 KIAS and rotate firmly so that when passing through
the 50-foot height the airspeed is approximately 66 KIAS. Retract the gear the 50-foot height the airspeed is approximately 66 KIAS. Retract the gear
when a gear down landing is no longer possible on the runway. when a gear down landing is no longer possible on the runway.

It should be noted that the airplane is momentarily near VMC when using It should be noted that the airplane is momentarily near VMC when using
the above procedure. IN THE EVENT THAT AN ENGINE FAIL-URE the above procedure. IN THE EVENT THAT AN ENGINE FAIL-URE
SHOULD OCCUR WHILE THE AIRPLANE IS BELOW Vmc, IT IS SHOULD OCCUR WHILE THE AIRPLANE IS BELOW Vmc, IT IS
MANDATORY THAT THE THROTTLE ON THE OPERATING ENGINE MANDATORY THAT THE THROTTLE ON THE OPERATING ENGINE
BE RETARDED AND THE NOSE LOWERED IMMEDI-ATELY TO BE RETARDED AND THE NOSE LOWERED IMMEDI-ATELY TO
MAINTAIN CONTROL OF THE AIRPLANE. It should also be noted that 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 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 "wheel-barrowing" tendency. airplane on the runway too long may result in a "wheel-barrowing" tendency.
This should be avoided. This should be avoided.

The distances required using this takeoff procedure are given on a chart in The distances required using this takeoff procedure are given on a chart in
the Performance Section of this handbook. the Performance Section of this handbook.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-28 REVISED: SEPTEMBER 17, 1984 4-28 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.35 CLIMB 4.35 CLIMB

On climb-out after takeoff, it is recommended that the best angle of 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. speed (76 KIAS) be maintained only if obstacle clearance is a consideration.
The best rate of climb speed (92 KIAS) should be maintained with takeoff The best rate of climb speed (92 KIAS) should be maintained with takeoff
power on the engines until adequate terrain clearance is obtained. At this power on the engines until adequate terrain clearance is obtained. At this
point, engine power should be reduced to 2600 RPM and 33 inches Hg. point, engine power should be reduced to 2600 RPM and 33 inches Hg.
manifold pressure for cruise climb. Establish a climb speed of 120 KIAS and manifold pressure for cruise climb. Establish a climb speed of 120 KIAS and
close the cowl flaps. close the cowl flaps.
This combination of reduced power and increased airspeed provides This combination of reduced power and increased airspeed provides
better engine cooling, less engine wear, reduced noise level and better forward better engine cooling, less engine wear, reduced noise level and better forward
visibility. visibility.
When reducing engine power the throttles should be retarded first, followed When reducing engine power the throttles should be retarded first, followed
by the propeller controls. The mixture controls should remain at full rich by the propeller controls. The mixture controls should remain at full rich
during the climb. Cowl flaps should be closed or adjusted if required, to during the climb. Cowl flaps should be closed or adjusted if required, to
maintain cylinder head and oil temperatures within the normal ranges maintain cylinder head and oil temperatures within the normal ranges
specified for the engine. During climbs under hot weather conditions, it may be specified for the engine. During climbs under hot weather conditions, it may be
necessary to use LO auxiliary fuel pump for vapor suppression. necessary to use LO auxiliary fuel pump for vapor suppression.
Consistent operational use of the cruise climb configuration is strongly Consistent operational use of the cruise climb configuration is strongly
recommended since this practice will make a substantial contribution to recommended since this practice will make a substantial contribution to
increased engine life, and will reduce the incidence of premature engine increased engine life, and will reduce the incidence of premature engine
overhaul. overhaul.

4.37 CRUISING 4.37 CRUISING

When leveling off at cruise altitude, the pilot may reduce to a cruise power 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. setting in accordance with the Power Setting Table in this handbook.
For 45, 55 and 65% power the mixture should be leaned to 25° rich of peak For 45, 55 and 65% power the mixture should be leaned to 25° rich of peak
E.G.T. but not to exceed 1650°F E.G.T. For 75% power the mixture should be E.G.T. but not to exceed 1650°F E.G.T. For 75% power the mixture should be
leaned to 14.5 G.P.H. but not to exceed 1525°F E.G.T. The mixture should be leaned to 14.5 G.P.H. but not to exceed 1525°F E.G.T. The mixture should be
full rich at powers above 75%. full rich at powers above 75%.
For maximum engine service life, cylinder head temperatures should be For maximum engine service life, cylinder head temperatures should be
maintained below 420°F and oil temperatures below 200°F during cruise. These maintained below 420°F and oil temperatures below 200°F during cruise. These
temperatures can be maintained by opening the cowl flaps, reducing the temperatures can be maintained by opening the cowl flaps, reducing the
power, enriching the mixture or any combination of these methods. power, enriching the mixture or any combination of these methods.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 15, 1987 4-29 REVISED: FEBRUARY 15, 1987 4-29
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

The pilot should monitor weather conditions while flying and should be The pilot should monitor weather conditions while flying and should be
alert to conditions which might lead to icing. If induction system icing is alert to conditions which might lead to icing. If induction system icing is
expected, place the alternate air control in the "ON" position. expected, place the alternate air control in the "ON" position.

WARNING WARNING
Flight in icing conditions is prohibited unless Flight in icing conditions is prohibited unless
aircraft is equipped with the approved and aircraft is equipped with the approved and
complete Piper ice protection system (see complete Piper ice protection system (see
Supplement 6, Section 9). If icing is encoun-tered, Supplement 6, Section 9). If icing is encoun-tered,
immediate action should be taken to fly out of immediate action should be taken to fly out of
icing conditions. Icing is hazardous due to icing conditions. Icing is hazardous due to
greatly reduced performance, loss of forward greatly reduced performance, loss of forward
visibility, possible longitudinal control diffi- visibility, possible longitudinal control diffi-
culties due to increased control sensitivity. and culties due to increased control sensitivity. and
impaired power plant and fuel system operation. impaired power plant and fuel system operation.

The ammeter(s) for the electrical system should be monitored during flight, The ammeter(s) for the electrical system should be monitored during flight,
especially during night or instrument flight, so that corrective measures can be especially during night or instrument flight, so that corrective measures can be
taken in case of malfunction. The procedures for dealing with electrical failures taken in case of malfunction. The procedures for dealing with electrical failures
are contained in the Emergency Procedure Section of this handbook. The sooner 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 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 avoiding total electrical failure. Both alternator switches should be ON for
normal operation. On S/N 34-8133001 thru 34-8233205, the two ammeters normal operation. On S/N 34-8133001 thru 34-8233205, the two ammeters
continuously indicate the alternator outputs. On S/N 34-8333001 and up, the continuously indicate the alternator outputs. On S/N 34-8333001 and up, the
single ammeter indicates the battery charging current continuously and the single ammeter indicates the battery charging current continuously and the
alternator outputs momentarily. Certain regulator failures can cause the alternator outputs momentarily. Certain regulator failures can cause the
alternator output voltage to increase uncontrollably. To prevent damage, alternator output voltage to increase uncontrollably. To prevent damage,
overvoltage relays are installed to automatically shut off the alternator(s). The 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 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 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 the state of charge of the battery. Alternator outputs should not exceed 65
amperes. amperes.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-30 REVISED: OCTOBER 16, 1989 4-30 REVISED: OCTOBER 16, 1989
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

Should the current requirement exceed 130 amps, the alternators will Should the current requirement exceed 130 amps, the alternators will
continue at 65 amps each, the remainder coming from the battery. There-fore, continue at 65 amps each, the remainder coming from the battery. There-fore,
to insure against battery discharge, it is recommended that electrical loads be to insure against battery discharge, it is recommended that electrical loads be
adjusted to limit continuous alternator outputs to 55 amps. It is not adjusted to limit continuous alternator outputs to 55 amps. It is not
recommended to take off into IFR operation with only one alternator operative recommended to take off into IFR operation with only one alternator operative
even though electrical loads may be less than 55 amps. even though electrical loads may be less than 55 amps.
Since the Seneca III has one combined fuel tank per engine, it is advis- Since the Seneca III has one combined fuel tank per engine, it is advis-
able to feed the engines symmetrically during cruise so that approximately the able to feed the engines symmetrically during cruise so that approximately the
same amount of fuel will be left in each side for the landing. A crossfeed is same amount of fuel will be left in each side for the landing. A crossfeed is
provided and can be used in cruise after 30 minutes of flight to balance the fuel provided and can be used in cruise after 30 minutes of flight to balance the fuel
quantity and extend the range during single-engine operation. Monitor the fuel quantity and extend the range during single-engine operation. Monitor the fuel
quantity for the tank not being used to avoid overflow due to vapor return. 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 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 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 operating. If the fuel flow indication is considerably higher than the fuel
actually being consumed or if an asymmetric flow gauge indication is actually being consumed or if an asymmetric flow gauge indication is
observed, a fuel nozzle may be clogged and require cleaning. observed, a fuel nozzle may be clogged and require cleaning.
There are no mechanical uplocks in the landing gear system. In the event of There are no mechanical uplocks in the landing gear system. In the event of
a hydraulic system malfunction, the landing gear will free-fall to the gear down a hydraulic system malfunction, the landing gear will free-fall to the gear down
position. The true airspeed with gear down is approximately 75% of the gear position. The true airspeed with gear down is approximately 75% of the gear
retracted airspeed for any given power setting. Allowances for the reduction in retracted airspeed for any given power setting. Allowances for the reduction in
airspeed and range should be made when planning extended flight between airspeed and range should be made when planning extended flight between
remote airfields or flight over water. remote airfields or flight over water.
For flight above 12,500 feet see FAR 91.32 requirements for oxygen and For flight above 12,500 feet see FAR 91.32 requirements for oxygen and
Section 9- Supplements in this handbook. Section 9- Supplements in this handbook.
4.39 DESCENT 4.39 DESCENT
When power is reduced for descent, the mixtures should be enriched as When power is reduced for descent, the mixtures should be enriched as
altitude decreases. The propellers may be left at cruise setting; however if the 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 propeller speed is reduced, it should be done after the throttles have been
retarded. Cowl flaps should normally be closed and the E.G.T. should be retarded. Cowl flaps should normally be closed and the E.G.T. should be
maintained at approximately 1300°F or higher to keep the engines at the proper maintained at approximately 1300°F or higher to keep the engines at the proper
operating temperature. operating temperature.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
4-31 4-31
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.41 APPROACH AND LANDING 4.41 APPROACH AND LANDING

Sometime during the approach for a landing, the throttle controls should Sometime during the approach for a landing, the throttle controls should
be retarded to check the gear warning horn. Flying the airplane with the be retarded to check the gear warning horn. Flying the airplane with the
horn inoperative is not advisable. Doing so can lead to a gear up landing as it 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- 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 engine landing, or when other equipment is inoperative, or when attention is
drawn to events outside the cabin. The red landing gear unsafe light will drawn to events outside the cabin. The red landing gear unsafe light will
illuminate when the landing gear is in transition between the full up position 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 and the down and locked position. Additionally, the light will illuminate when
the gear warning horn sounds. The gear warning horn will sound at low throttle the gear warning horn sounds. The gear warning horn will sound at low throttle
settings if the gear is not down and locked. 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 The light is off when the landing gear is in either the full down and locked
or full up positions. or full up positions.
Prior to entering the traffic pattern, the aircraft should be slowed to Prior to entering the traffic pattern, the aircraft should be slowed to
approximately 120 KIAS, and this speed should be maintained on the down- approximately 120 KIAS, and this speed should be maintained on the down-
wind leg. The landing check should be made on the downwind leg. The seat wind leg. The landing check should be made on the downwind leg. The seat
backs should be erect, and the seat belts and shoulder harnesses should be backs should be erect, and the seat belts and shoulder harnesses should be
fastened. fastened.

NOTE NOTE
If the fixed shoulder harness (non-inertia reel If the fixed shoulder harness (non-inertia reel
type) is installed, it must be connected to the seat type) is installed, it must be connected to the seat
belt and adjusted to allow proper accessi-bility to belt and adjusted to allow proper accessi-bility to
all controls, including fuel selectors, flaps, trim, all controls, including fuel selectors, flaps, trim,
etc., while maintaining adequate restraint for the etc., while maintaining adequate restraint for the
occupant. occupant.
If the inertia reel type shoulder harness is If the inertia reel type shoulder harness is
installed, a pull test of its locking restraint feature installed, a pull test of its locking restraint feature
should be performed. should be performed.
Both fuel selectors should be ON, and the cowl flaps should be set as Both fuel selectors should be ON, and the cowl flaps should be set as
required. The auxiliary fuel pumps should be OFF. Set the mixture and propeller required. The auxiliary fuel pumps should be OFF. Set the mixture and propeller
controls. Select landing gear DOWN and check for three green lights on the controls. Select landing gear DOWN and check for three green lights on the
panel and look for the nose wheel in the nose wheel mirror. The landing gear panel and look for the nose wheel in the nose wheel mirror. The landing gear
should be lowered at speeds below 130 KIAS and the flaps at speeds as follows: should be lowered at speeds below 130 KIAS and the flaps at speeds as follows:
10° 140 KIAS maximum 10° 140 KIAS maximum
25° 122 KIAS maximum 25° 122 KIAS maximum
40° 115 KIAS maximum 40° 115 KIAS maximum

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-32 REVISED: SEPTEMBER 17, 1984 4-32 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

Maintain a traffic pattern speed of 100 KIAS and a final approach speed of Maintain a traffic pattern speed of 100 KIAS and a final approach speed of
90 KIAS. If the aircraft is lightly loaded, the final approach speed may be 90 KIAS. If the aircraft is lightly loaded, the final approach speed may be
reduced to 79 KIAS. reduced to 79 KIAS.
When the power is reduced on close final approach, the propeller When the power is reduced on close final approach, the propeller
controls should be advanced to the full forward position to provide maximum controls should be advanced to the full forward position to provide maximum
power in the event of a go-around. power in the event of a go-around.
The landing gear position should be checked on the downwind leg and 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 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 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 is extended. Remember that when the navigation lights are on, the gear position
lights are dimmed and are difficult to see in the daytime. lights are dimmed and are difficult to see in the daytime.
Flap position for landing will depend on runway length and surface wind. Flap position for landing will depend on runway length and surface wind.
Full flaps will reduce stall speed during final approach and will permit contact Full flaps will reduce stall speed during final approach and will permit contact
with the runway at a slower speed. Good pattern management includes a 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 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 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 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. used to assist a smooth back pressure during flare out.
Maximum braking after touch-down is achieved by retracting the flaps, Maximum braking after touch-down is achieved by retracting the flaps,
applying back pressure to the wheel and applying pressure on the brakes. applying back pressure to the wheel and applying pressure on the brakes.
However, unless extra braking is needed or unless a strong crosswind or gusty However, unless extra braking is needed or unless a strong crosswind or gusty
air condition exists, it is best to wait until turning off the runway to retract the air condition exists, it is best to wait until turning off the runway to retract the
flaps. This will permit full attention to be given to the landing and landing roll, flaps. This will permit full attention to be given to the landing and landing roll,
and will also prevent the pilot from accidentally reaching for the gear handle and will also prevent the pilot from accidentally reaching for the gear handle
instead of the flap handle. instead of the flap handle.
For a normal landing, approach with full flaps (40°) and partial power until For a normal landing, approach with full flaps (40°) and partial power until
shortly before touch-down. Hold the nose up as long as possible before and after shortly before touch-down. Hold the nose up as long as possible before and after
contacting the ground with the main wheels. contacting the ground with the main wheels.
Approach with full flaps at 82 KIAS for a short field landing. immedi-ately Approach with full flaps at 82 KIAS for a short field landing. immedi-ately
after touch-down, raise the flaps, apply back pressure to the wheel and apply after touch-down, raise the flaps, apply back pressure to the wheel and apply
brakes. brakes.
If a crosswind or high wind landing is necessary, approach with higher than If a crosswind or high wind landing is necessary, approach with higher than
normal speed and with zero to 25 degrees of flaps. Immediately after touch- normal speed and with zero to 25 degrees of flaps. Immediately after touch-
down, raise the flaps. During a crosswind approach hold a crab angle into the down, raise the flaps. During a crosswind approach hold a crab angle into the
wind until ready to flare out for the landing. Then lower the wing wind until ready to flare out for the landing. Then lower the wing

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 4-33 REVISED: SEPTEMBER 17, 1984 4-33
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

that is into the wind, to eliminate the crab angle without drifting, and use the that is into the wind, to eliminate the crab angle without drifting, and use the
rudder to keep the wheels aligned with the runway. Avoid prolonged side slips rudder to keep the wheels aligned with the runway. Avoid prolonged side slips
with a low fuel indication. with a low fuel indication.

The maximum demonstrated crosswind component for landing is 17 KTS. The maximum demonstrated crosswind component for landing is 17 KTS.

4.43 GO-AROUND 4.43 GO-AROUND

If a go-around from a normal approach with the airplane in the landing If a go-around from a normal approach with the airplane in the landing
configuration becomes necessary, apply takeoff power to both engines (not to configuration becomes necessary, apply takeoff power to both engines (not to
exceed 40 in. Hg. manifold pressure). While the pitch attitude is increased to exceed 40 in. Hg. manifold pressure). While the pitch attitude is increased to
obtain the balked landing climb speed of 85 KIAS,retract the landing gear and obtain the balked landing climb speed of 85 KIAS,retract the landing gear and
slowly retract the flaps, when a positive climb is established, and adjust cowl slowly retract the flaps, when a positive climb is established, and adjust cowl
flaps for adequate engine cooling. Airspeed should then be established at the flaps for adequate engine cooling. Airspeed should then be established at the
best angle of climb speed (76 KIAS) for obstacle clearance or to the best rate best angle of climb speed (76 KIAS) for obstacle clearance or to the best rate
of climb speed (92 KIAS), if obstacles are not a factor. Reset the longitudinal of climb speed (92 KIAS), if obstacles are not a factor. Reset the longitudinal
trim as required. trim as required.

4.45 AFTER LANDING 4.45 AFTER LANDING

After leaving the runway, retract the flaps and open the cowl flaps. Test the After leaving the runway, retract the flaps and open the cowl flaps. Test the
toe brakes, a spongy pedal is often an indication that the brake fluid needs toe brakes, a spongy pedal is often an indication that the brake fluid needs
replenishing. The alternate air control should be OFF. replenishing. The alternate air control should be OFF.

4.47 SHUTDOWN 4.47 SHUTDOWN

Prior to shutdown, switch the heater (if on) to the FAN position a few Prior to shutdown, switch the heater (if on) to the FAN position a few
minutes for cooling and then turn it OFF. All radio and electrical equipment minutes for cooling and then turn it OFF. All radio and electrical equipment
should be turned OFF. should be turned OFF.

Move the mixture controls to idle cut-off. Turn OFF the magneto and Move the mixture controls to idle cut-off. Turn OFF the magneto and
battery switches and set the parking brake. battery switches and set the parking brake.

NOTE NOTE
The flaps must be placed in the "UP" position for The flaps must be placed in the "UP" position for
the flap step to support weight. Passengers should the flap step to support weight. Passengers should
be cautioned accordingly. be cautioned accordingly.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-34 REVISED: SEPTEMBER 17, 1984 4-34 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

4.49 MOORING 4.49 MOORING

The airplane can be moved on the ground with the aid of the optional nose The airplane can be moved on the ground with the aid of the optional nose
wheel tow bar stowed aft of the fifth and sixth seats. Tie-down ropes may be wheel tow bar stowed aft of the fifth and sixth seats. Tie-down ropes may be
attached to tie-down rings under each wing and to the tail skid. The ailerons and attached to tie-down rings under each wing and to the tail skid. The ailerons and
stabilator should be secured by looping the seat belt through the control wheel stabilator should be secured by looping the seat belt through the control wheel
and pulling it snug. The rudder need not be secured under normal conditions, as and pulling it snug. The rudder need not be secured under normal conditions, as
its connection to the nose wheel holds it in position. The flaps are locked when its connection to the nose wheel holds it in position. The flaps are locked when
in the fully retracted position. in the fully retracted position.

4.51 TURBULENT AIR OPERATION 4.51 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recom- In keeping with good operating practice used in all aircraft, it is recom-
mended that when turbulent air is encountered or expected, the airspeed be mended that when turbulent air is encountered or expected, the airspeed be
reduced to maneuvering speed to reduce the structural loads caused by gusts and reduced to maneuvering speed to reduce the structural loads caused by gusts and
to allow for inadvertent speed build-ups which may occur as a result of the to allow for inadvertent speed build-ups which may occur as a result of the
turbulence or of distractions caused by the conditions. (See Subsection 2.3) turbulence or of distractions caused by the conditions. (See Subsection 2.3)

4.53 FLIGHT WITH REAR CABIN AND CARGO DOORS REMOVED 4.53 FLIGHT WITH REAR CABIN AND CARGO DOORS REMOVED
The airplane is approved for flight with the rear cabin and cargo doors The airplane is approved for flight with the rear cabin and cargo doors
removed. Certain limitations must be observed in the operation of this airplane removed. Certain limitations must be observed in the operation of this airplane
in this configuration. in this configuration.
The maximum speed with doors removed is 129 KIAS. The minimum The maximum speed with doors removed is 129 KIAS. The minimum
single engine control speed is 67 KIAS. Smoking is not permitted and all loose single engine control speed is 67 KIAS. Smoking is not permitted and all loose
articles must be tied down and stowed. The jumper's static lines must be kept articles must be tied down and stowed. The jumper's static lines must be kept
free of pilot's controls and control surfaces. Operation is approved for VFR free of pilot's controls and control surfaces. Operation is approved for VFR
non-icing flight conditions only. It is recommended that all occu-pants wear non-icing flight conditions only. It is recommended that all occu-pants wear
parachutes when operating with the rear cabin and cargo doors removed. parachutes when operating with the rear cabin and cargo doors removed.
All climb and cruise performance will be reduced by approximately five All climb and cruise performance will be reduced by approximately five
percent when the airplane is operated with the rear cabin and cargo doors percent when the airplane is operated with the rear cabin and cargo doors
removed. removed.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 4-35 REVISED: AUGUST 17, 1981 4-35
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.55 VS S E - INTENTIONAL ONE ENGINE INOPERATIVE SPEED 4.55 VS S E - INTENTIONAL ONE ENGINE INOPERATIVE SPEED
VSSE is a speed selected by the aircraft manufacturer as a training aid for VSSE is a speed selected by the aircraft manufacturer as a training aid for
pilot's in the handling of multi-engine aircraft. It is the minimum speed for pilot's in the handling of multi-engine aircraft. It is the minimum speed for
intentionally rendering one engine inoperative in flight. This minimum speed intentionally rendering one engine inoperative in flight. This minimum speed
provides the margin the manufacturer recommends for use when intentionally provides the margin the manufacturer recommends for use when intentionally
performing engine inoperative maneuvers during training in the particular performing engine inoperative maneuvers during training in the particular
airplane. airplane.

The intentional one engine inoperative speed, VSSE, for the Seneca III is The intentional one engine inoperative speed, VSSE, for the Seneca III is
85 KIAS. 85 KIAS.

4.57 VMCA MINIMUM SINGLE-ENGINE CONTROL SPEED 4.57 VMCA MINIMUM SINGLE-ENGINE CONTROL SPEED
VMCA is airspeed below which a twin-engine aircraft cannot be con-trolled VMCA is airspeed below which a twin-engine aircraft cannot be con-trolled
in flight with one engine operating at takeoff power and the other engine in flight with one engine operating at takeoff power and the other engine
windmilling. VMCA for the Seneca III has been determined to be 66 KIAS. windmilling. VMCA for the Seneca III has been determined to be 66 KIAS.
Under no circumstances should an attempt be made to fly at a speed below this Under no circumstances should an attempt be made to fly at a speed below this
VMCA with only one engine operating. As a safety precaution, when operating VMCA with only one engine operating. As a safety precaution, when operating
under single-engine flight conditions either in training or in emergency under single-engine flight conditions either in training or in emergency
situations, maintain an indicated airspeed above 85 KIAS, VSSE. situations, maintain an indicated airspeed above 85 KIAS, VSSE.
The VMCA demonstration required for the FAA flight test for the multi- The VMCA demonstration required for the FAA flight test for the multi-
engine rating approaches an uncontrolled flight condition with power reduced engine rating approaches an uncontrolled flight condition with power reduced
on one engine. The demonstration should not be performed at an altitude of less on one engine. The demonstration should not be performed at an altitude of less
than 3500 feet above the ground. Initiate recovery during the demonstration by than 3500 feet above the ground. Initiate recovery during the demonstration by
immediately reducing power on the operating engine and promptly lowering the immediately reducing power on the operating engine and promptly lowering the
nose of the airplane to accelerate to VSSE. nose of the airplane to accelerate to VSSE.
The most critical situation occurs where the stall speed and VMCA speed The most critical situation occurs where the stall speed and VMCA speed
coincide. Care should be taken to avoid this flight condition, because at this coincide. Care should be taken to avoid this flight condition, because at this
point loss of directional control occurs at the same time the airplane stalls, and point loss of directional control occurs at the same time the airplane stalls, and
a spin could result. a spin could result.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
4-36 REVISED: AUGUST 17, 1981 4-36 REVISED: AUGUST 17, 1981
PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4
PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES

VMCA DEMONSTRATION VMCA DEMONSTRATION

(a) Landing Gear UP (a) Landing Gear UP
(b) Flaps UP (b) Flaps UP
(c) Airspeed at or above (c) Airspeed at or above
85 KIAS (VSSE) 85 KIAS (VSSE)
(d) Propeller Controls HIGH RPM (d) Propeller Controls HIGH RPM
(e) Throttle (Simulated Inoperative (e) Throttle (Simulated Inoperative
Engine) IDLE Engine) IDLE
(f) Throttle (Other Engine) MAX ALLOWABLE (f) Throttle (Other Engine) MAX ALLOWABLE
(g) Airspeed Reduce approximately (g) Airspeed Reduce approximately
1 knot per second until 1 knot per second until
either VMCA or STALL either VMCA or STALL
WARNING is obtained WARNING is obtained

CAUTIONS CAUTIONS
Use rudder to maintain directional control Use rudder to maintain directional control
(heading) and ailerons to maintain 5° bank (heading) and ailerons to maintain 5° bank
towards the operative engine (lateral attitude). At towards the operative engine (lateral attitude). At
the first sign of either V MCA or stall warning the first sign of either V MCA or stall warning
(which may be evidenced by an inability to (which may be evidenced by an inability to
maintain heading or lateral attitude, aero-dynamic maintain heading or lateral attitude, aero-dynamic
stall buffet, or stall warning horn) immediately stall buffet, or stall warning horn) immediately
initiate recovery, reduce power to idle on the initiate recovery, reduce power to idle on the
operative engine, and immediately lower the nose operative engine, and immediately lower the nose
to regain VSSE. to regain VSSE.
One engine inoperative stalls are not recommended. One engine inoperative stalls are not recommended.

Under no circumstances should an attempt be made to fly at a speed below Under no circumstances should an attempt be made to fly at a speed below
VMCA with only one engine operating. VMCA with only one engine operating.

4.59 STALLS 4.59 STALLS

The loss of altitude during a power off stall with the gear and flaps retracted The loss of altitude during a power off stall with the gear and flaps retracted
may be as much as 400 feet. The loss of altitude with the gear down and 40° of may be as much as 400 feet. The loss of altitude with the gear down and 40° of
flaps may also be as much as 400 feet. flaps may also be as much as 400 feet.

A power on stall may result in as much as 150 feet of altitude loss. A power on stall may result in as much as 150 feet of altitude loss.

The stall warning system is inoperative with the battery switch OFF. The stall warning system is inoperative with the battery switch OFF.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 8, 1998 4-37 REVISED: MAY 8, 1998 4-37
SECTION 4 PIPER AIRCRAFT CORPORATION SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-34-220T, SENECA III NORMAL PROCEDURES PA-34-220T, SENECA III

4.61 ICING INFORMATION 4.61 ICING INFORMATION

"THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE "THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE
TO SEVERE IN-FLIGHT ICING" TO SEVERE IN-FLIGHT ICING"
Visible rain at temperatures below 0 degrees Celsius ambient air Visible rain at temperatures below 0 degrees Celsius ambient air
temperature. temperature.
Droplets that splash or splatter on impact at temperatures below 0 degrees Droplets that splash or splatter on impact at temperatures below 0 degrees
Celsius ambient air temperature. Celsius ambient air temperature.
"PROCEDURES FOR EXITING THE SEVERE ICING "PROCEDURES FOR EXITING THE SEVERE ICING
ENVIRONMENT" ENVIRONMENT"
These procedures are applicable to all flight phases from takeoff to landing. These procedures are applicable to all flight phases from takeoff to landing.
Monitor the ambient air temperature. While severe icing may form at Monitor the ambient air temperature. While severe icing may form at
temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at
temperatures around freezing with visible moisture present. If the visual cues temperatures around freezing with visible moisture present. If the visual cues
specified in the Limitations Section of the AFM for identifying severe icing specified in the Limitations Section of the AFM for identifying severe icing
conditions are observed, accomplish the following: conditions are observed, accomplish the following:
Immediately request priority handling from Air Traffic Control to facilitate Immediately request priority handling from Air Traffic Control to facilitate
a route or an altitude change to exit the severe icing conditions in order to avoid a route or an altitude change to exit the severe icing conditions in order to avoid
extended exposure to flight conditions more severe than those for which the extended exposure to flight conditions more severe than those for which the
airplane has been certificated. airplane has been certificated.
Avoid abrupt and excessive maneuvering that may exacerbate control Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties. difficulties.
Do not engage the autopilot. Do not engage the autopilot.
If the autopilot is engaged, hold the control wheel firmly and disengage the If the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot. autopilot.
If an unusual roll response or uncommanded roll control movement is If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-of-attack. observed, reduce the angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation with flaps Do not extend flaps when holding in icing conditions. Operation with flaps
extended can result in a reduced wing angle-of-attack, with the possibility of ice extended can result in a reduced wing angle-of-attack, with the possibility of ice
forming on the upper surface further aft on the wing than normal, possibly aft of forming on the upper surface further aft on the wing than normal, possibly aft of
the protected area. the protected area.
If the flaps are extended, do not retract them until the airframe is clear of ice. If the flaps are extended, do not retract them until the airframe is clear of ice.
Report these weather conditions to Air Traffic Control. Report these weather conditions to Air Traffic Control.

REPORT: VB-1110 ISSUED: AUGUST 17, 1981 REPORT: VB-1110 ISSUED: AUGUST 17, 1981
4-38 REVISED: MAY 8, 1998 4-38 REVISED: MAY 8, 1998
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

Paragraph Page Paragraph Page

No. No. No. No.

5.1 General ..................................................................................... 5-1 5.1 General ..................................................................................... 5-1

5.3 Introduction - Performance and Flight Planning...................... 5-1 5.3 Introduction - Performance and Flight Planning...................... 5-1
5.5 Flight Planning Example .......................................................... 5-3 5.5 Flight Planning Example .......................................................... 5-3
5.7 Performance Graphs ................................................................. 5-9 5.7 Performance Graphs ................................................................. 5-9
List of Figures...................................................................... 5-9 List of Figures...................................................................... 5-9

REPORT: VB-1110 REPORT: VB-1110

5-i 5-i
 TABLE OF CONTENTS TABLE OF CONTENTS

SECTION 5 SECTION 5

PERFORMANCE PERFORMANCE

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

5-ii 5-ii
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

5.1 GENERAL 5.1 GENERAL

This section contains the required FAA performance information applicable This section contains the required FAA performance information applicable
to this aircraft. Additional information is provided for flight planning purposes. to this aircraft. Additional information is provided for flight planning purposes.
Performance information associated with those optional systems and Performance information associated with those optional systems and
equipment which require handbook supplements is provided by Section 9 equipment which require handbook supplements is provided by Section 9
(Supplements). (Supplements).

5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING 5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on The performance information presented in this section is based on
measured Flight Test Data corrected to I.C.A.O. standard day conditions and measured Flight Test Data corrected to I.C.A.O. standard day conditions and
analytically expanded for the various parameters of weight, altitude, analytically expanded for the various parameters of weight, altitude,
temperature, etc. temperature, etc.
The performance charts are unfactored and do not make any allowance The performance charts are unfactored and do not make any allowance
for varying degrees of pilot proficiency or mechanical deterioration of the for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the stated aircraft. This performance, however, can be duplicated by following the stated
procedures in a properly maintained airplane. procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the Effects of conditions not considered on the charts must be evaluated by the
pilot, such as the effect of soft or grass runway surface on takeoff and landing pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance. performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and Endurance can be grossly affected by improper leaning procedures, and
inflight fuel flow and quantity checks are recommended. inflight fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures. REMEMBER! To get chart performance, follow the chart procedures.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5-1 5-1
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

The information provided by paragraph 5.5 (Flight Planning Example) The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using the performance charts in this section. Each outlines a detailed flight plan using the performance charts in this section. Each
chart includes its own example to show how it is used. chart includes its own example to show how it is used.

WARNING WARNING
Performance information derived by extrapo- Performance information derived by extrapo-
lation beyond the limits shown on the charts lation beyond the limits shown on the charts
should not be used for flight planning purposes. should not be used for flight planning purposes.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-2 5-2
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

5.5 FLIGHT PLANNING EXAMPLE 5.5 FLIGHT PLANNING EXAMPLE

(a) Aircraft Loading (a) Aircraft Loading
The first step in planning the flight is to calculate the airplane The first step in planning the flight is to calculate the airplane
weight and center of gravity by utilizing the information provided by weight and center of gravity by utilizing the information provided by
Section 6 (Weight and Balance) of this handbook. Section 6 (Weight and Balance) of this handbook.

The basic empty weight for the airplane as licensed at the factory The basic empty weight for the airplane as licensed at the factory
has been entered in Figure 6-5. If any alterations to the airplane have has been entered in Figure 6-5. If any alterations to the airplane have
been made effecting weight and balance, reference to the aircraft been made effecting weight and balance, reference to the aircraft
logbook and Weight and Balance Record (Figure 6-7) should be made logbook and Weight and Balance Record (Figure 6-7) should be made
to determine the current basic empty weight of the airplane. to determine the current basic empty weight of the airplane.

Make use of the Weight and Balance Loading Form (Figure 6-11) Make use of the Weight and Balance Loading Form (Figure 6-11)
and C.G. Range and Weight graph (Figure 6-15) to determine the total and C.G. Range and Weight graph (Figure 6-15) to determine the total
weight of the airplane and the center of gravity position. weight of the airplane and the center of gravity position.

The landing weight cannot be determined until the weight of the The landing weight cannot be determined until the weight of the
fuel to be used has been established [refer to item (g)(l)]. fuel to be used has been established [refer to item (g)(l)].

(1) Basic Empty Weight 3304 lbs. (1) Basic Empty Weight 3304 lbs.
(2) Occupants (1 x 170 lbs.) 170 lbs. (2) Occupants (1 x 170 lbs.) 170 lbs.
(3) Baggage and Cargo 15 lbs. (3) Baggage and Cargo 15 lbs.
(4) Fuel (6 lb./gal. x 80) 480 lbs. (4) Fuel (6 lb./gal. x 80) 480 lbs.
(5) Takeoff Weight 3969 lbs. (5) Takeoff Weight 3969 lbs.
(6) Landing Weight (6) Landing Weight
(a)(5) minus (g)(1), (3969 lbs. minus 193.8 lbs.) 3775.2 lbs. (a)(5) minus (g)(1), (3969 lbs. minus 193.8 lbs.) 3775.2 lbs.
The takeoff and landing weights are below the maximums and the The takeoff and landing weights are below the maximums and the
weight and balance calculations have determined that the C.G. position weight and balance calculations have determined that the C.G. position
is within the approved limits. is within the approved limits.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 29, 2005 5-3 REVISED: AUGUST 29, 2005 5-3
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

(b) Takeoff and Landing (b) Takeoff and Landing

Apply the departure airport conditions and takeoff weight to the Apply the departure airport conditions and takeoff weight to the
appropriate Takeoff Performance and Accelerate and Stop Distance appropriate Takeoff Performance and Accelerate and Stop Distance
graphs (Figures 5-11 thru 5-17) to determine the length of runway graphs (Figures 5-11 thru 5-17) to determine the length of runway
necessary for the takeoff and/or the barrier distance. necessary for the takeoff and/or the barrier distance.

The landing distance calculations are performed in the same The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport and, manner using the existing conditions at the destination airport and,
when established, the landing weight. when established, the landing weight.

The conditions and calculations for the example flight are listed The conditions and calculations for the example flight are listed
below. The takeoff and landing distances required for the example below. The takeoff and landing distances required for the example
flight have fallen well below the available runway lengths. flight have fallen well below the available runway lengths.

Departure Destination Departure Destination

Airport Airport Airport Airport
(1) Pressure Altitude 2000 ft. 3000 ft. (1) Pressure Altitude 2000 ft. 3000 ft.
(2) Temperature 21°C 22°C (2) Temperature 21°C 22°C
(3) Wind Component 9 KTS 10 KTS (3) Wind Component 9 KTS 10 KTS
(Headwind) (Headwind) (Headwind) (Headwind)
(4) Runway Length Available 7400 ft. 9000 ft. (4) Runway Length Available 7400 ft. 9000 ft.
(5) Runway Required (5) Runway Required
(Normal Procedure, Std. Brakes) (Normal Procedure, Std. Brakes)
Takeoff 1650 ft.* Takeoff 1650 ft.*
Accelerate and Stop 3032 ft.** Accelerate and Stop 3032 ft.**
Landing 2260 ft.*** Landing 2260 ft.***

NOTE NOTE
The remainder of the performance charts used in The remainder of the performance charts used in
this flight plan example assume a no wind condi- this flight plan example assume a no wind condi-
tion. The effect of winds aloft must be considered tion. The effect of winds aloft must be considered
by the pilot when computing climb, cruise and by the pilot when computing climb, cruise and
descent performance. descent performance.

* reference Figure 5-15 * reference Figure 5-15

** reference Figure 5-11 ** reference Figure 5-11
*** reference Figure 5-75 *** reference Figure 5-75

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-4 REVISED: NOVEMBER 15, 2004 5-4 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

(c) Climb (c) Climb

The desired cruise pressure altitude and corresponding cruise The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be considered in outside air temperature values are the first variables to be considered in
determining the climb components from the Fuel, Time and Distance to determining the climb components from the Fuel, Time and Distance to
Climb graph ( Figure 5-39). After the fuel, time and distance for the Climb graph ( Figure 5-39). After the fuel, time and distance for the
cruise pressure altitude and outside air temperature values have been cruise pressure altitude and outside air temperature values have been
established, apply the existing conditions at the departure field to the established, apply the existing conditions at the departure field to the
graph (Figure 5-39). Now, subtract the values obtained from the graph graph (Figure 5-39). Now, subtract the values obtained from the graph
for the field of departure conditions from those for the cruise pressure for the field of departure conditions from those for the cruise pressure
altitude. altitude.

The remaining values are the true fuel, time and distance The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for components for the climb segment of the flight plan corrected for
field pressure altitude and temperature. field pressure altitude and temperature.

The following values were determined from the above instructions The following values were determined from the above instructions
in the flight planning example. in the flight planning example.

(1) Cruise Pressure Altitude 10,000 ft. (1) Cruise Pressure Altitude 10,000 ft.
(2) Cruise OAT -4°C (2) Cruise OAT -4°C
(3) Time to Climb (8 min. minus 1.5 min.) 6.5 min.* (3) Time to Climb (8 min. minus 1.5 min.) 6.5 min.*
(4) Distance to Climb (14 naut. miles (4) Distance to Climb (14 naut. miles
minus 2.5 naut. miles) 11.5 naut. miles* minus 2.5 naut. miles) 11.5 naut. miles*
(5) Fuel to Climb (7 gal. minus 1 gal.) 6 gal.* (5) Fuel to Climb (7 gal. minus 1 gal.) 6 gal.*

* reference Figure 5-39 * reference Figure 5-39

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 5-5 REVISED: NOVEMBER 15, 2004 5-5
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

(d) Descent (d) Descent

The descent data will be determined prior to the cruise data to The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise distance. provide the descent distance for establishing the total cruise distance.

Utilizing the cruise pressure altitude and OAT, determine the basic Utilizing the cruise pressure altitude and OAT, determine the basic
fuel, time and distance for descent (Figure 5-69). These figures must be fuel, time and distance for descent (Figure 5-69). These figures must be
adjusted for the field pressure altitude and temperature at the destination adjusted for the field pressure altitude and temperature at the destination
airport. To find the necessary adjustment values, use the existing airport. To find the necessary adjustment values, use the existing
pressure altitude and temperature conditions at the destination airport as pressure altitude and temperature conditions at the destination airport as
variables to find the fuel, time and distance values from the graph variables to find the fuel, time and distance values from the graph
(Figure 5-69). Now, subtract the values obtained from the field (Figure 5-69). Now, subtract the values obtained from the field
conditions from the values obtained from the cruise conditions to find conditions from the values obtained from the cruise conditions to find
the true fuel, time and distance values needed for the flight plan. the true fuel, time and distance values needed for the flight plan.

The values obtained by proper utilization of the graphs for the The values obtained by proper utilization of the graphs for the
descent segment of the example are shown below. descent segment of the example are shown below.

(1) Time to Descend (1) Time to Descend

(10 min. minus 3 min.) 7 min.* (10 min. minus 3 min.) 7 min.*
(2) Distance to Descend (2) Distance to Descend
(26 naut. miles minus (26 naut. miles minus
8 naut. miles) 18 naut. miles* 8 naut. miles) 18 naut. miles*
(3) Fuel to Descend (3) Fuel to Descend
(3.4 gal. minus 1 gal.) 2.4 gal.* (3.4 gal. minus 1 gal.) 2.4 gal.*

* reference Figure 5-69 * reference Figure 5-69

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-6 REVISED: NOVEMBER 15, 2004 5-6 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

(e) Cruise (e) Cruise

Using the total distance to be traveled during the flight, subtract the Using the total distance to be traveled during the flight, subtract the
previously calculated distance to climb and distance to descend to previously calculated distance to climb and distance to descend to
establish the total cruise distance. Refer to the Power Setting Tables establish the total cruise distance. Refer to the Power Setting Tables
when selecting the cruise power setting. The established pressure when selecting the cruise power setting. The established pressure
altitude and temperature values and the selected cruise power should altitude and temperature values and the selected cruise power should
now be utilized to determine the true airspeed from the Speed Power now be utilized to determine the true airspeed from the Speed Power
graph (Figure 5-53). graph (Figure 5-53).

Calculate the cruise fuel for the cruise power setting from the Calculate the cruise fuel for the cruise power setting from the
information provided on Figures 5-43 thru 5-51. information provided on Figures 5-43 thru 5-51.

The cruise time is found by dividing the cruise distance by the The cruise time is found by dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise fuel cruise speed and the cruise fuel is found by multiplying the cruise fuel
flow by the cruise time. flow by the cruise time.

The cruise calculations established for the cruise segment of the The cruise calculations established for the cruise segment of the
flight planning example are as follows: flight planning example are as follows:

(1) Total Distance 394 miles (1) Total Distance 394 miles
(2) Cruise Distance (2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2), (e)(1) minus (c)(4) minus (d)(2),
(394 naut. miles minus 11.5 naut. (394 naut. miles minus 11.5 naut.
miles minus 18 naut. miles) 364 naut. miles miles minus 18 naut. miles) 364 naut. miles
(3) Cruise Power - Economy 2500 RPM (3) Cruise Power - Economy 2500 RPM
(4) Cruise Speed 152 KTS TAS* (4) Cruise Speed 152 KTS TAS*
(5) Cruise Fuel Consumption 10.0 GPH** (5) Cruise Fuel Consumption 10.0 GPH**
(6) Cruise Time (6) Cruise Time
(e)(2) divided by (e)(4), (364 naut. (e)(2) divided by (e)(4), (364 naut.
miles divided by 152 KTS) 2.39 hrs. miles divided by 152 KTS) 2.39 hrs.
(7) Cruise Fuel (7) Cruise Fuel
(e)(5) multiplied by (e)(6), (10.0 (e)(5) multiplied by (e)(6), (10.0
GPH multiplied by 2.39 hrs.) 23.9 gal. GPH multiplied by 2.39 hrs.) 23.9 gal.

* reference Figure 5-53 * reference Figure 5-53

** reference Figures 5-43 thru 5-51 ** reference Figures 5-43 thru 5-51

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 5-7 REVISED: NOVEMBER 15, 2004 5-7
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

(f) Total Flight Time (f) Total Flight Time

The total flight time is determined by adding the time to climb, the The total flight time is determined by adding the time to climb, the
time to descend and the cruise time. Remember! The time values taken time to descend and the cruise time. Remember! The time values taken
from the climb and descent graphs are in minutes and must be from the climb and descent graphs are in minutes and must be
converted to hours before adding them to the cruise time. converted to hours before adding them to the cruise time.

The following flight time is required for the flight planning The following flight time is required for the flight planning
example. example.

(1) Total Flight Time (1) Total Flight Time

(c)(3) plus (d)(1) plus (e)(6), (c)(3) plus (d)(1) plus (e)(6),
(0.11 hrs. plus 0.12 hrs. plus 2.39 hrs.) 2.62 hrs. (0.11 hrs. plus 0.12 hrs. plus 2.39 hrs.) 2.62 hrs.

(g) Total Fuel Required (g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb, the Determine the total fuel required by adding the fuel to climb, the
fuel to descend and the cruise fuel. When the total fuel (in gallons) is fuel to descend and the cruise fuel. When the total fuel (in gallons) is
determined, multiply this value by 6 lb. / gal. to determine the total fuel determined, multiply this value by 6 lb. / gal. to determine the total fuel
weight used for the flight. weight used for the flight.

The total fuel calculations for the example flight plan are shown The total fuel calculations for the example flight plan are shown
below. below.

(1) Total Fuel Required (1) Total Fuel Required

(c)(5) plus (d)(3) plus (e)(7), (c)(5) plus (d)(3) plus (e)(7),
(6 gal. plus 2.4 gal. plus 23.9 gal.) 32.3 gal. (6 gal. plus 2.4 gal. plus 23.9 gal.) 32.3 gal.
(32.3 gal. multiplied by 6 lb./gal.) 193.8 lbs. (32.3 gal. multiplied by 6 lb./gal.) 193.8 lbs.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-8 REVISED: NOVEMBER 15, 2004 5-8 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

5.7 PERFORMANCE GRAPHS 5.7 PERFORMANCE GRAPHS

LIST OF FIGURES LIST OF FIGURES

Figure Page Figure Page

No. No. No. No.

5-1 Temperature Conversion............................................................. 5-11 5-1 Temperature Conversion............................................................. 5-11

5-3 ISA Temperature Conversion ..................................................... 5-12 5-3 ISA Temperature Conversion ..................................................... 5-12
5-5 Airspeed Calibration................................................................... 5-13 5-5 Airspeed Calibration................................................................... 5-13
5-7 Stall Speed Vs. Angle of Bank ................................................... 5-14 5-7 Stall Speed Vs. Angle of Bank ................................................... 5-14
5-9 Wind Components ...................................................................... 5-15 5-9 Wind Components ...................................................................... 5-15
5-11 Accelerate and Stop Distance - 0° Flaps .................................... 5-16 5-11 Accelerate and Stop Distance - 0° Flaps .................................... 5-16
5-13 Accelerate and Stop Distance - 25° Flaps .................................. 5-17 5-13 Accelerate and Stop Distance - 25° Flaps .................................. 5-17
5-15 Normal Procedure Takeoff - 0° Flaps......................................... 5-18 5-15 Normal Procedure Takeoff - 0° Flaps......................................... 5-18
5-17 Maximum Effort Takeoff - 25° Flaps ......................................... 5-19 5-17 Maximum Effort Takeoff - 25° Flaps ......................................... 5-19
5-19 Takeoff Climb Performance - Gear Extended - 4750 LB .......... 5-20 5-19 Takeoff Climb Performance - Gear Extended - 4750 LB .......... 5-20
5-21 Takeoff Climb Performance - Gear Extended - 4300 LB .......... 5-21 5-21 Takeoff Climb Performance - Gear Extended - 4300 LB .......... 5-21
5-23 Takeoff Climb Performance - Gear Retracted - 4750 LB .......... 5-22 5-23 Takeoff Climb Performance - Gear Retracted - 4750 LB .......... 5-22
5-25 Takeoff Climb Performance - Gear Retracted - 4300 LB .......... 5-23 5-25 Takeoff Climb Performance - Gear Retracted - 4300 LB .......... 5-23
5-27 MCP Climb Performance - Gear Retracted - 4750 LB.............. 5-24 5-27 MCP Climb Performance - Gear Retracted - 4750 LB.............. 5-24
5-29 MCP Climb Performance - Gear Retracted - 4300 LB.............. 5-25 5-29 MCP Climb Performance - Gear Retracted - 4300 LB.............. 5-25
5-31 Takeoff Climb Performance - Gear Retracted - Single Engine 5-31 Takeoff Climb Performance - Gear Retracted - Single Engine
4750 LB ................................................................................. 5-26 4750 LB ................................................................................. 5-26
5-33 Takeoff Climb Performance - Gear Retracted - Single Engine 5-33 Takeoff Climb Performance - Gear Retracted - Single Engine
4300 LB ................................................................................. 5-27 4300 LB ................................................................................. 5-27
5-35 MCP Climb Performance - Gear Retracted - Single Engine 5-35 MCP Climb Performance - Gear Retracted - Single Engine
4750 LB ................................................................................. 5-28 4750 LB ................................................................................. 5-28
5-37 MCP Climb Performance - Gear Retracted - Single Engine 5-37 MCP Climb Performance - Gear Retracted - Single Engine
4300 LB ................................................................................. 5-29 4300 LB ................................................................................. 5-29
5-39 Fuel, Time and Distance to MCP Climb - 4750 LB .................. 5-30 5-39 Fuel, Time and Distance to MCP Climb - 4750 LB .................. 5-30
5-41 Fuel, Time and Distance to Cruise Climb - 4750 LB ................ 5-31 5-41 Fuel, Time and Distance to Cruise Climb - 4750 LB ................ 5-31
5-43 Power Setting Table - ISA -15°C ............................................... 5-32 5-43 Power Setting Table - ISA -15°C ............................................... 5-32
5-45 Power Setting Table - ISA .......................................................... 5-33 5-45 Power Setting Table - ISA .......................................................... 5-33
5-47 Power Setting Table - ISA +10°C .............................................. 5-34 5-47 Power Setting Table - ISA +10°C .............................................. 5-34
5-49 Power Setting Table - ISA +20°C .............................................. 5-35 5-49 Power Setting Table - ISA +20°C .............................................. 5-35
5-51 Power Setting Table - ISA +30°C .............................................. 5-36 5-51 Power Setting Table - ISA +30°C .............................................. 5-36
5-53 Speed - Economy Cruise Power ................................................. 5-37 5-53 Speed - Economy Cruise Power ................................................. 5-37

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 5-9 REVISED: NOVEMBER 15, 2004 5-9
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

5.7 PERFORMANCE GRAPHS (continued) 5.7 PERFORMANCE GRAPHS (continued)

LIST OF FIGURES (continued) LIST OF FIGURES (continued)

Figure Page Figure Page

No. No. No. No.

5-55 Speed - Recommended Cruise Power ........................................ 5-38 5-55 Speed - Recommended Cruise Power ........................................ 5-38
5-57 Speed - Maximum Cruise Power................................................ 5-39 5-57 Speed - Maximum Cruise Power................................................ 5-39
5-59 Standard Temperature Range (93 Gallons Usable) .................... 5-41 5-59 Standard Temperature Range (93 Gallons Usable) .................... 5-41
5-61 Standard Temperature Range (123 Gallons Usable) 5-61 Standard Temperature Range (123 Gallons Usable)
(With Reserves)...................................................................... 5-42 (With Reserves)...................................................................... 5-42
5-63 Standard Temperature Range (123 Gallons Usable) 5-63 Standard Temperature Range (123 Gallons Usable)
(Without Reserves) ................................................................ 5-43 (Without Reserves) ................................................................ 5-43
5-65 Endurance - 93 Gallons Usable .................................................. 5-44 5-65 Endurance - 93 Gallons Usable .................................................. 5-44
5-67 Endurance - 123 Gallons Usable ................................................ 5-45 5-67 Endurance - 123 Gallons Usable ................................................ 5-45
5-69 Fuel, Time, and Distance to Descend......................................... 5-46 5-69 Fuel, Time, and Distance to Descend......................................... 5-46
5-71 Balked Landing Climb Performance - 4513 LB ........................ 5-47 5-71 Balked Landing Climb Performance - 4513 LB ........................ 5-47
5-73 Balked Landing Climb Performance - 4300 LB ........................ 5-48 5-73 Balked Landing Climb Performance - 4300 LB ........................ 5-48
5-75 Landing Distance - Normal Procedure....................................... 5-49 5-75 Landing Distance - Normal Procedure....................................... 5-49
5-77 Landing Distance - Short Field Effort........................................ 5-50 5-77 Landing Distance - Short Field Effort........................................ 5-50

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-10 REVISED: NOVEMBER 15, 2004 5-10 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE

40
100

90
30
80

70 20

60

50 10

FAHRENHEIT 40 CELSIUS
DEGREES DEGREES
0
30

20
-10
10

0
-20
-10

-20
-30

-30

-40 -40

TEMPERATURE CONVERSION TEMPERATURE CONVERSION

Figure 5-1 Figure 5-1
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 5-11 REVISED: NOVEMBER 15, 2004 5-11
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

50
UI1 s 1 1s · 1:::rn i:i: :i:c= 1,w ::P--1--1- · m cq

1tl

40
ISA - TEMPERATURE CONVERSION

l
30
l

20
OUTSIDE AIR TEMPERATURE - °C
1
!

10
1

I I [)I

0
i)

-40 -30 -20 -10

I
\
I
I I
Ii
I

I I I
25000 1 1 , t 11nnn ccJ

-50
I

-60
I
I

-70
I
QI
~ 15000
20000

w 10000

5000
w
w

:::>

w
LL

I-
.....J

:::>
<(

0:::

0:::
a..
f-

(j)
(j)
f-
I
ISA TEMPERATURE CONVERSION ISA TEMPERATURE CONVERSION
Figure 5-3 Figure 5-3
REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-12 REVISED: NOVEMBER 15, 2004 5-12 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5
PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III PERFORMANCE
KCAS = CALIBRATED AIRSPEED- KTS Flaps 0°: 120 KIAS-120 KCAS
Flaps 40°: 86 KIAS - 85 KCAS

r'.s"":~

220
·(('\lit.
EXAMPLE:

AIRSPEED SYSTEM CALIBRATION

~··
-·~G

200
KIAS - ZERO INSTRUMENT ERROR
KIAS = INDICATED AIRSPEED - KTS

GROSS WEIGHT 4750 LBS.

180
120

160
~ ·
~

140
.

'~'4
~'

120
PA -34-22QT

100
80
6060
120
160

140

80
100
180
200
220

I
AIRSPEED CALIBRATION AIRSPEED CALIBRATION
Figure 5-5 Figure 5-5
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 5-13 REVISED: NOVEMBER 15, 2004 5-13
 PERFORMANCE
SECTION 5
5-14
REPORT: VB-1110

STALL SPEED VS. ANGLE OF BANK

Figure 5-7

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-14
REPORT: VB-1110

EXAMPLE:
Bank Angle: 30°
Flaps: UP
Weight: 4100 lb.
PA-34-220 T Stall Speed: 66 KIAS

STALL SPEED
STALL SPEED VS. ANGLE OF BANK

+~ + VS. . ,- H ; : .1

ANGLE OF BANK

1m +
·•·: ri- 100
. ·I'
Figure 5-7

ui
.§ + "'...
PIPER AIRCRAFT CORPORATION

,lffl
+---- 90
1il
0 h l
-L-LW l+ti=+ +
If)
....
-•--l-+--
-• ~-•--
REVISED: NOVEMBER 15, 2004

~+
~....
,t

,t:' ,-:
:!:
,l ci 80 r-
ISSUED: JANUARY 8, 1981

rfJ
,-: ~
..,. (:\=t b "~1 . h "tl
m
t-:-t
PA-34-220T, SENECA III

~ ~ ~
1-.c m
C
:ii:
w 70 I
~
.. t:t: ...z K, i 1- j;
~

·t-
-
~
~

·+
~ s I
.. ,..•
t- .. •l--
.......
~ (fl

I 60
'
.LW . - i
-t-l-

,1 r-+~
50
0 20 40 60 4500 4000 3500 3000
BANK ANGLE - DEGREES WEIGHT - POUNDS
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

WIND COMPONENTS
Figure 5-9
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-15
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
µOim-±H.
. 11lnl.0· l-++·+±-AA.N.GLE BETW. EEN HEADING AND WIND - DEG.:
~ I I _l____l___L_LL i
I i
EXAMPLE:
::iu 1. · I I I I :::.i:,~1 I JI I 20 ~ I I I I I I 11 111 I I I I I I I 111 I I I I I I I 1111 I 11
1
Wind Velocity: 30 Kt
Angle between flight
T
I- 3011 I I I I I I I 11 I I I I' I 11 I I I 11 I 111 path and wind: 30°
~
Headwind: 26 Kt
1- 40 Crosswind: 15 Kt
z
LU i:;

z
WIND COMPONENTS

0
c..
Figure 5-9

~
0
(.)
0 20
z I
70-
s
0
7 1'il

7
-u-TI 7,jf
<( 10 n
LU kfU'ltttl# 800-
REPORT: VB-1110

•m
PERFORMANCE

i" 1 I
I

tillIM?flflUIIlffll 1
SECTION 5

o
0 10 20 30 40 50
5-15

CROSSWI ND COMPONENT - KT
 PERFORMANCE
SECTION 5
5-16
REPORT: VB-1110

ACCELERATE AND STOP DISTANCE - 0° FLAPS

Figure 5-11

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-16
REPORT: VB-1110

ACCELERATE AND STOP DISTANCE - FLAPS UP

EXAMPLE,
ASSOCIATED CONDITIONS: NOTE;
O.Ls T 2-'c
Cowl Flaps: 1/2 OPEN Throttles BOTH CLOSED AT OISTA~J2ES INCLUC::. /:., THREE
?ress:..re AltitJde 2000 Ft
Power: "'"AKEOFf-- POWER ENGINE FAILURE SECOND RFCOCNITION TIME
Gross Weight 3969 Lb
BEFORE BRAKE Braking MAXIMUM
Headwind 9 Kt
Runway
ACCELERATE AND STOP DISTANCE - 0° FLAPS

RELEASE PAVED, LEVEL & DRY MULTIPLY CHART DISTANCE BY

2h2.rt Distance 3260 =t
Abort Speed· 79 KIAS 93% -c CBTAIN ACCELERAT::. &
A:::ce·erate & Stop
STOF C:·ISTANCE
Distance (.93Jx(3260) 0 3032 F:

7,000
CJ) o'
co z ' ~i= -'-
s
~
_J
~~i::.= 6,500
0
LO
0 _,
=+
~-

~
~
I'- ,.-
'St 0::
w
A"?' 6,000
~\- I-
5S· _.,,
~ I N ,, I ()
I ~{e -y (9 w
z I
r':. ~

l-tf2A.D - ~ 5,500
Figure 5-11

r§)G u )( w ~ )>
'o ~ 1·itt~h r\. ~
,o s _J

U.:
WttvD ;:o
-I
,,, ~
PIPER AIRCRAFT CORPORATION
0~ w
,. or;::,r\. J) 5,000 o
t,,O 2 . 0:: ,
........ en
REVISED: NOVEMBER 15, 2004

": ,L H··
~~~"'~r\. w ;j;!
·~· -
~4 z 4,500
~
J
7 ,?.G
- 4,000 mz
~

~
''
ti:1'
-
_J
()
ISSUED: JANUARY 8, 1981

U.:
~~ ~ .J.i-'"'" ~ e\ w
PA-34-220T, SENECA III

....._ )T
'~o ' I

' 0 ... sea \_.e\/

0::
- -· J

3,500
"Tl
Ri
1E= f _r,,."° 1-, I"
/
· 1-r.
'
= IT
3,000
-I

"
-t-H- --t-t- -~ :::r I
2,500
ffl ll • i. I =i 1= i= .. --=IT
' I ~1
2,000
25 -15 -5 5 15 25 35 45 45 40 35 30 0 5 10 15
OUTSIDE AIR TEMP - °C WEIGHT - LBx100 WIND- KT
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

ACCELERATE AND STOP DISTANCE - 25° FLAPS

Figure 5-13
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-17
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ACCELERATE AND STOP DISTANCE - FLAPS 25°
EXAMPLE:
NOTE: OAT 22°C
ASSOCIATED CONDITIONS: DISTANCES INCLUDE A THREE Pressure 300-J Ft
Cowl Fla:::s 1/2 OPEN Throttles BOTH CLOSED AT SECOND RECOGNITION TIME Gross ··,Ve g:~,t 4000 Lb
Power TAKEOFF ~G\NER ENGINE FAILURE Headw!rd 10 Kt
ACCELERATE AND STOP DISTANCE - 25° FLAPS

BEFORE BRA.-<E Braking MAXIMUM MULTIPLY CHART DISTANCE BY Chart Distance 2100 Ft
RELEASE Runway PAVED, LEVEL & CRV 87% TO OBTAIN ACCELERATE & Accelerate & Stop
Abort Airspeed: 64 KIAS STOP DISTANCE Distance {.87)x(2100)= 1827 Ft

4,000
I I . u.,_1-1--<---'-'--+-+-++++++-+-t -t-t-t- 0 I I ~ ~~
l-!.--l-l---l-l--l-l---,-J-H-+-+++---+++1+++++1+++t+1++ti ~ z .._ ' I~ -~~
l-l-1-+-1-t-++++++++-+-IH-+I-+++-'- I
I r I
1-++-t+-lf-+-t-++++-t--H-t-t-
I ~\- I _J N ~ s '' ,
I I
I n~e5S . ~
i, i.,, 'r"n
V'
o -l-----lOoJ...-1-+-'-+-+++-1-+-t-t-t-t--H---t- 0
LO II,.
I'
~"c:++..+ '-;:'N
-f~""-:H"---, 3,500
1-l-,i,-i-...i-.......---i..+-+++J..y\- ~~ 7 ~ , l'I 0:: .I "'""-~'+1-+f...~.-- 1
1 (\\)\)_ .A"I I I ~ -'< ... I- ~ I, "'- J - . .~..
,.-+-+,f.+.+-'-,--+-.'o~ r·t:::-·y'I.- <s I
I\
l'I
I'
, w 4r-..=i",l..i-H- 7"' x
0
\I 'i,\)()\) +++-t.ii-t"lli,·O 52 ' l'I z II ""L, fy~"lD~~
11,,;~ •:c
Figure 5-13

I ·1 I\ I y\- () W ~ 1 I _J ~ 3,000
+++acl-t--+··· ,..-f: ,_t:,.\)()\)~ ' ~ l't 1'11' ~\. ' LL ~~... ,~ ,...'lvD ::0
7.' ;. '?
I
" .... ~"i"l"'I"+"~>< w -I
tt, ~i-."
% . ~ ' ~\.
~ni\)~\)fl ·... <( ~~ l'I "I, ~ ~ r- '""' 0
~ Y-M'":f-1-HH-il\bM"A- t't+ttt~"'A-tii~
..j. ,,._

zw~~~~~+~~~~~+
I I
~~~~~~~+HTM'-
"'-
,;;I
"'- en ,
r 2,500 -1
, ·,
i-..,....,.-1--1h ' I .,_I1 1' ' I I i, ,.
,7.,_
~o•.._ ~ •+-1-+++++++-+·. ~ ~ µ1' ~ I" ,•~i•'""' ~ - --t-H-T°"-......_I )>

Ii
:::::~+-_+~--+()~!" .-
'
I e\Je\ 11
se-a \.-
LL
w
t..
1'
,....~
'
"'
1'
~
~ ~,.
~
r·- - r-.1-;i;;:,
II"

I t,+-i,. 1\-,....__,~1-1-......-j'""i
,+-
z
0
IT
1' m
i \ I I l O:: -.. "'"' I' i I 1£ 1, 1 1
2,000 I
I I II ... 1' I I
I "' " Ir'"" ,,. ,. ... -n
I I "' 1' I' I I m
i , ~, ~!,,..... - :~r 1""'--r- m
REPORT: VB-1110

1--+-t-Hf- i• 1 +- "'~ , I', -I

PERFORMANCE

~- I I I t'-i- ... , I ~ '

' I
I I II I '
'
111 I 1~
1,500
I 1 11 , I I I I
Rtttt
SECTION 5

._i cl ! 11 . , . I 1- 111 I 1

I- I
+-~~
't-+-,i i I
>-+-++-
1
~,
'I II --- +-+-+- i r++-,,-----
1,000
25 -15 -5 5 15 25 35 45 45 40 35 30 0 5 10 15
5-17

OUTSIDE AIR TEMPERATURE - °C WEIGHT - LBx100 WIND- KT

 PERFORMANCE
SECTION 5
5-18
REPORT: VB-1110

NORMAL PROCEDURE TAKEOFF - 0° FLAPS

Figure 5-15

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-18
REPORT: VB-1110

NORMAL PROCEDURE TAKEOFF - FLAPS UP

ASSOCIATED CONDITIONS: EXAMPLE,
,=-laps , /2 OFE.N OAT 21'C
Power 2800 RPM Pressure Altitude ::c:::O Ft
40 In. Hg MAP Gm% Weight 395q Lb
Liftoff Airspeed 79 KIAS Headwind 9 Kt
NORMAL PROCEDURE TAKEOFF - 0° FLAPS

Barr,er A,rspeed· 79 KIAS Takeoff ·SroL1d Roll d1sta1:::e- '350 Ft.

?urv,2.y PAVED, LEVEL & DRY Takeoff :)1starce Over 50 ::: Barrier. 1650 =-:

3,500

3,000

:j;!
Figure 5-15

;;,;;
2,500 m
0
Ht
PIPER AIRCRAFT CORPORATION
""fl
""fl
REVISED: NOVEMBER 15, 2004

CJ
2,000 ui
:j;!
z
ISSUED: JANUARY 8, 1981

(")
PA-34-220T, SENECA III

1,500 m
""fl
m
m
-i

111 ! 111111111111 ! 11111111111 I Ill 111 I I , II I 1111 I I I I I I I I I I I I I I I 500

25 -15 -5 5 15 25 35 45 45 40 35 30 0 5 10 15
OUTSIDE AIR TEMP - °C WEIGHT - LBx100 WIND-KT
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

MAXIMUM EFFORT TAKEOFF - 25° FLAPS

Figure 5-17
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-19
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
MAXIMUM EFFORT TAKEOFF - FLAPS 25°
ASSOCIATED CONDITIONS: ~AMPL,_~
Cowl Flaos , /2 OPEN OAT
Power 2800 RPM Pressure Alti'.,1de r1
40 In. Hg MAP Gross Weight 4250 Lb
Liftoff Airspeed: 64 KIAS Headwind 9 Kt
Barrier Airspeed 66 KIAS Takeoff Ground Roll distance: 820 Ft
MAXIMUM EFFORT TAKEOFF - 25° FLAPS

Runway: PAVED, LEVEL & DRY Takeoff Distance Over 50 Ft. Barrier 1040 Ft

~- I 2,QQQ

1,500 ~
Figure 5-17

;:,;;
m
,.,,.,
0

/
~ CJ
-I 1,000 ci5
---,,
~
91· ~~ z
0
F,l..,L_l_ 1.,1 !+++----- m
Iii:: ,.,
500 m
REPORT: VB-1110

m
PERFORMANCE

--!

[illllllll!Aar11m
f,111111111~

Ti 11111111 I I Ii I I
n±at=.•-mr-.
I
SECTION 5

'I i=+-w--1--1--1- +•. - . ,WL-- , I

0
25 -15 -5 5 15 25 35 45 45 40 35 30 0 5 10 15
5-19

OUTSIDE AIR TEMP - °C WEIGHT - LBx100 WIND- KT

 PERFORMANCE
SECTION 5
5-20
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE - GEAR EXTENDED - 4750 LB.

Figure 5-19

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-20
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE - GEAR DOWN, FLAPS UP

TAKEOFF CLIMB PERFORMANCE - GEAR EXTENDED - 4750 LB.

ASSOCIATED CONDITIONS: 4750 LB. EXAMPLE:

Mixture FULL RICH OAT· 10°c
Engines BOTH OPERATING PreS">lll e Alfltude 6000 FT
Power: ~PM Climb 1019 F.P.M
,::_: In. Hg. MAP Ta-:eoff power is limited
Cowl Flap~ Ci FEN to 5 :r.i'lutes of continuous
Airspeed 92 KIAS cperation
700
i
I I I J.,,
"

900
Figure 5-19

~ PIPER AIRCRAFT CORPORATION

1,000 ~
REVISED: NOVEMBER 15, 2004

"Tl
()

1,100~
ISSUED: JANUARY 8, 1981

OJ
PA-34-220T, SENECA III

"Tl
1,200 :s:::
-u

1,300
1'
i
l
1,400
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
OUTSIDE AIR TEMPERATURE - °C
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

TAKEOFF CLIMB PERFORMANCE - GEAR EXTENDED - 4300 LB.

Figure 5-21
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-21
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
TAKEOFF CLIMB PERFORMANCE - GEAR DOWN, FLAPS UP
TAKEOFF CLIMB PERFORMANCE - GEAR EXTENDED - 4300 LB.

ASSOCIATED CONDITIONS: 4300 LB. EXAMPLE:

Mixture: FULL RICH O.AT· 10°C
Engines·
Power:

Cowl Flaps·
BOTH OPERATING
2800 RPM
40 In. Hg. MAP
1/2 OPEN
I
NOTE
Takeoff power is limited
to 5 minutes of continuous
Pressure Altitude:
Climb:
6000 FT.
1233 F.P.M.

Airspeed· 92 KIAS operation

900
..- "
1,000

1,100
Figure 5-21

~
I I rri
1,200 o
1........-L.~ "Tl
("')
r
1,300 ~
OJ
I
"Tl
" 1,400 ~
REPORT: VB-1110

PERFORMANCE

1,500
SECTION 5

+t.l 1'
~~ n
_l__l
1,600
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
5-21

OUTSIDE AIR TEMPERATURE - °C

 PERFORMANCE
SECTION 5
5-22
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED - 4750 LB.

Figure 5-23

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-22
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED - 4750 LB.

TAKEOFF CLIMB PERFORMANCE - GEAR UP, FLAPS UP

~~OCIATED cor~DITIONS:
Mixt 111'c
4750 LB. EXAMPLE:
FULL~1r_·11 OAT 10 ° C
Engines: BOTH OPERATING Pressure Altitu::le 6000 FT.
Power: 2800 RPM NOTE: Climb "262 F.P.IJ
40 In. Hg MAP Takeoff power is limited
Co,\ 1/2 OF-'h' to 5 rrnnule'> of continuow,
Air :: ........ d 92 Kli< operal1on

1,000

1,100
Figure 5-23

1,200 ~
-i PIPER AIRCRAFT CORPORATION
m
0
REVISED: NOVEMBER 15, 2004

71
1,300 o
r
~
ISSUED: JANUARY 8, 1981

OJ
PA-34-220T, SENECA III

1,400 ~
7J
s:
1,500

1,600
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
OUTSIDE AIR TEMPERATURE - °C
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED - 4300 LB.

Figure 5-25
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-23
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
TAKEOFF CLIMB PERFORMANCE - GEAR UP, FLAPS UP
TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED - 4300 LB.

Mixture· FULL RICH

4300 LB.
ASSOCIATED CO.N.Q_ITIONS: £XAMPLE:
OAT 10 ° C
Engines: BOTH OPERATING Pressure Altitude 6000 FT.
Power: 21300 RPM \JOl"E:
Climb •--.P.M.
40 In. Hg. MAP ~ akeoff pov1er 1s :fmited

Cowl Flaps 112 OPEN :o 5 minutes of continuous

Airspeed· 92 KIAS operation

1,200
I I
' I

1,300

1.400
Figure 5-25

. ;:o
)>
-I
m
1,500 o
"Tl
0
r
I 1.600 ~
. CJJ

"Tl
1,700 ~
REPORT: VB-1110

I
PERFORMANCE

T"'l.:1.- 1,800

mu ffllJ{tt 11 tffl 11 ffl 11 m-1tlitl UiffltJ~iJ I 11H=UMUt

SECTION 5

.L....U..J 1,900
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
5-23

OUTSIDE AIR TEMPERATURE - °C

 PERFORMANCE
SECTION 5
5-24
REPORT: VB-1110

MCP CLIMB PERFORMANCE - GEAR RETRACTED - 4750 LB.

Figure 5-27

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-24
REPORT: VB-1110

MCP CLIMB PERFORMANCE - GEAR UP, FLAPS UP

MCP CLIMB PERFORMANCE - GEAR RETRACTED - 4750 LB.

/\SSOCIATED CONDITIONS: 4750 LB. EXAMPLE:

M1,·1," _.1,
1 k CH (t:it:.t::. cl
-
OAT 10 l
Engines BOTH OPERATING NCIE ;::,cess.Jre Altitude 6000 FT
Power: 2600 RPM It may be necessary to lean the , '.90 F.P.M
40 In. Hg MAP mixture to 22.5 +/~ .5 gal/hr to
C"·/,I Fl - =-rN ;y:hieve the presented climb
Air"·I··'"''""''' :.;·r performance

I I I I
950
I I I I
I I
I - HI! I ~I I _. ... ....... ~~ ;,-;,,
..... l,S' I i

~rt~:.... b+
I-~ ~

~ -T ~ ~~~ -• ~

.,,. ...
~ 30
I
I
I
I
I I I ..
, ....
C
c:c
....lS,1 ./' . " ..,...-I
~ "',,.,
,,,,.
1,050

0<::><c; ., ';
<O a" ~ .... ) ~m
Figure 5-27

1 , , ;:ii<. .,_ ' '

i I
-
I I~~ J.,, ....
_.
.,..... "' ""~ C J.., '; .,,.
"
'(;, I>-\, I,...
I
I I l~~ss""n
0~,.,1/'
I ....
- ...
.,,., . /.

... S,1r--: 7o~c"'

1......
';

/
" ,~r-...
J;

V
...
1...
1,150 0
'"11
PIPER AIRCRAFT CORPORATION

0
,,,_,
REVISED: NOVEMBER 15, 2004

y'\? ,J( :.,., ..,. I,... ~ ... ....,.. C

~~
.,..... _. l'C s:::
~
.,,.,

\CJJ,:: •~ y'\ i=:'.,.. I C:i<

.,.....,..
/s,1 ; .,.,,. !:)"" I I I OJ
ISSUED: JANUARY 8, 1981

I/
_,..,,. I 'o ()C) y'\ ., "'1 1x ... I
1,250 I
'"11
PA-34-220T, SENECA III

' ()\JC) y'\ :..' " .,,. ... "'IJ

s:::
le::
,~ ... " to""" ()\J()4 y'\ .. , I'-
,,,_, ';
V, .,Y /).y ~ . _.,
1'I,... " .... 2-~ e--ie' 1,350
lS,1 ,..i.,r H""" I 'e-c.V,.,,....,- I i
· . - 15 o .-....:.._ .-n s.. .....- 1 I I
· • re ..... '
I

,n I

m- lttt- It-Ft- t+--i rl-~ ,-~ -~

I I I I
. 'i. '. ,+-
It 1,450
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
OUTSIDE AIR TEMPERATURE - °C
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

MCP CLIMB PERFORMANCE - GEAR RETRACTED - 4300 LB.

Figure 5-29
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-25
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
MCP CLIMB PERFORMANCE - GEAR UP, FLAPS UP
4300 LB.
MCP CLIMB PERFORMANCE - GEAR RETRACTED - 4300 LB.

ASSOCIATED CQNDITIONS: EXAMe_LE·

Mixture FULL RICH (ScF NOTE) 0.A.T. 10°C
Engines BOTH OPERATING NOTE Pressure Altitude: 6000 FT
Power 2600 RPM It may be necessary to lean the Climb: 1427 F PM
40 In. Hg MAP mixture to 22.5 +/- 5 gal/hr to
Cowl Flaps 1/2 OPEN ac'11eve the prese'llcd clir,b
Airspeed: 92 KIAS pcr'o."Tance.

1,200

1,300
Figure 5-29

1,400 m
~
0 .,,
0
iK+++ ++,~+++-1:..1-"1:++-I +++++++++++++++++ I C
1,500 co
s::
.,,
-u
s::
REPORT: VB-1110

PERFORMANCE

1,600
SECTION 5

llttt tt-Hli'+- 1,700

-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
5-25

OUTSIDE AIR TEMPERATURE- °C

 PERFORMANCE
SECTION 5
5-26
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED -

SINGLE ENGINE - 4750 LB.
Figure 5-31

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-26
REPORT: VB-1110

TAKEOFF CLIMB PERFORMANCE -GEAR UP, FLAPS UP

NOTE:
TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED -

- - - - -- - 2" to 3" bank towards

ASSOCIATED CONDITIONS: EXAMPLE: the operative engine
OPERATIVE ENGINE: INOPERATIVE ENGINE: OAT.: 10 ° C
Power· 2800 RPM Propeller:: FEATHERED Pressure Altitude: 6000 FT Takeoff power is limited
40 In_ Hg_ MAP Cowl Flaps· CLOSED S.E. Climb: 149 F.P.M. to 5 minutes of continuous
Mixture: FULL RICH operation
Cowl Flaps. 1/2 OPEN Airspeed: 92 KIAS _
SINGLE ENGINE - 4750 LB.

~ ~
-<'V\,§) - - I',,. !I&..,.,
~\.-' - ... -7 -J.
t--+--+--+--l--+--l-l--+--+--+--l--+--+-0~~ ... , J'o .o---t---t'"1
:::=:t=t=t=:t=::t=j=j=jt=t=t=t~-~+-x:,.sS _ '" I.$'..</ - t8·-.--,.--,-,
Figure 5-31

~:::::::::::::~~:l::t::l::1.-+"Q
Q'v
~'\ -
\v•-
r\
~ ,._ I& -
"" -J.<o,c
~
o - ~ ~ ~
m
PIPER AIRCRAFT CORPORATION
.... K/-J. 0
REVISED: NOVEMBER 15, 2004

"Tl
- - - . . . . 'o '3- (")
A - -l r
- /2 ~
oOvr\'('
~ - iS'A/ - -
ISSUED: JANUARY 8, 1981

a.
~ o, ~'\ ' ,_ CIJ
.......... ·c.ooo
PA-34-220T, SENECA III

I
"Tl
- -~ I s:) ~'\ - ...__ - ""O
A.~Q~~~'\ - ....... ·- s::
I&.: -.
~==:==:==:=-+--7, "" _
,___,__--1--__,_---1~ 7S o ..
·"i,., =QO~
,L____I , e-J0~,--b""'F-+-t----ic----+-+-+--+-+-t--t-+--+--t--t-t--H
(:..0'<> V
t:j::t:j::t:j::+--a , ......._ I

350
-20 -10 0 10 20 30 40
OUTSIDE AIR TEMPERATURE - °C
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED -

SINGLE ENGINE - 4300 LB.
Figure 5-33
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-27
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
TAKEOFF CLIMB PERFORMANCE - GEAR UP, FLAPS UP
SINGLE ENGINE - 4300 LB. NOTE:
TAKEOFF CLIMB PERFORMANCE - GEAR RETRACTED -

2° to 3° bank towards
_ASSOCIAT_fp CONDlllONS: EXAMPLE: the operative engm('
OPERATIVE ENGINE INOPERATIV[ [NGINE· OAT 10 C
Power 2800 k~'M hopeller: !FATHERED Pressure Altitude· 6000 I- T Tctkeotf power 1s lirrntcd
40 In. Hg. MAP Cowl Flaps CLOSED S.E Climb: 272FPM. to 5 minutes of continuous
Mixture· FULL RICH
operation
Cowl Flaps 1/2 OPEN Airspeed 92 KIAS

I-++++++++
100
1-++++++++++++++++++++++++++I ++++I ++H++-1 ++bl-fH"!J I tttti I I 1-+++++-++-1
SINGLE ENGINE - 4300 LB.

150

71 200 :;o
Figure 5-33

::;m
250 O
71
(')
r
300 ~
OJ

71
350 ~
I I
REPORT: VB-1110

PERFORMANCE

+++-11'111111
400
SECTION 5

TITTi I 111 flllJ.R1 I 450

-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
5-27

OUTSIDE AIR TEMPERATURE - °c

 PERFORMANCE
SECTION 5
5-28
REPORT: VB-1110

MCP CLIMB PERFORMANCE - GEAR RETRACTED -

SINGLE ENGINE - 4750 LB.
Figure 5-35

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-28
REPORT: VB-1110

MCP CLIMB PERFORMANCE - GEAR UP, FLAPS UP

\CTE
- 2° to 3° bank towards
ASSOCIATED CONDITIONS: EXAMPLE: tre operative engine
OPERATIVE ENGINE I~,IOPERATIVE ENGINE
MCP CLIMB PERFORMANCE - GEAR RETRACTED -

OAT 10" C
Power 2600 R=>',1 P'ope!ler FEATHEREC Pressure Altitude· 6000 FT It may be necessary to lean
40 In Hg .VA~ Ccwl Flaps CLOSED S.E. Climb: 107 F P.M the mixture to 22.5:!:_.5 gph
Mixture FULL K CH i'SE= f.,J:=)-E to achieve the presented climb
Cowl Flaps· 1/2 OPE~~ i".l,'Speed· 92 KIAS performance

I -50
! I
I "" ""' !,._I I
L.,
,_ -7
"" ....: 1&
SINGLE ENGINE - 4750 LB.

... .
--,,,. "1 y. 0
,_ ~,_,_
""' .... .Jo
/15' "" i,.-10
\JQ~
.
J;
I, I.. ...
"\\"\ ~ "1 ~ !'I
ll-\...
. ... y. ~ 50 :::o
Figure 5-35

I" ""' ....

Vo
,_ "" "'"
I"
~'(::. -a
~;0 ·- I I"
~
'<~'(::.~ t<f--1 . '&'1 )( !->- .... ,, m
PIPER AIRCRAFT CORPORATION
I' I ,k ,_
100 O
-~ . .,o~~o'C-r'-@ .. ~ ... ,. l's 10'6 "" u,~ I• 1- t::;t. ._I• H
I"
REVISED: NOVEMBER 15, 2004

1.,b'II,. C "" I, "'Tl

~~
\'"'1 : 1 1 ,
'1.,,i.. ~ , _i;.
- ()

. I l()Cl'1/ r ! t; l::k1,; V~ ._. I I,

... ,,
' '
150
r
~
ISSUED: JANUARY 8, 1981

lo, - _JI~
C)ClCl ,.. i;
L,,J.,,
J.,,""
IJJ
I" ~~L..
'-+-·

-
PA-34-220T, SENECA III

,.,. . x:i_;.;.- \''\ L.,"" "' 1.,,L--

-
~ 1-
~ ~() ~ •-"" "'Tl
/),~ "\ ,. I
200 ~
"" ' 11 ~\' ,._ I
1
7&"1 " ( ) ~ ~ "1e\'
'2,,_
I
' I
'7 ,._, I \,.e ,_
So - se'o- ~ I
250
·C'1 "' ,_ I
I I"
I I
+- I I
~~. ~~ ~~

300
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
OUTSIDE AIR TEMPERATURE - °C
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

MCP CLIMB PERFORMANCE - GEAR RETRACTED -

SINGLE ENGINE - 4300 LB.
Figure 5-37
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-29
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
MCP CLIMB PERFORMANCE - GEAR UP, FLAPS UP
NOTE
SINGLE ENGINE - 4300 LB. ')" to 3° bank towards
ASSOCIATED COND,~IT~IO~N~S~·-------- EXAMPLE: the operative enu1rw
OPERATIVE FNCINF
MCP CLIMB PERFORMANCE - GEAR RETRACTED -

INOPERATIVE ENC-'ilNE 0/\.T.. 10°C

Power 2600 RP~;'. Propel e· FEATHERED Pressure Altitude It may :1e necessary to lean
SQOO FT.
40 In Hg MA.P Cow ::1cps CLOSED S ~- Climb: the ri:xture to 22.5 ! .5 gph
228 F.P M
Mixture FULL ,,1c~ i3EE NOTE) to achieve the presented climb
Cowl F,aps: 112 OPE'\ Airspeed 92 KIAS performa'1ce
SINGLE ENGINE - 4300 LB.

100
Figure 5-37

++-+_j_-.!cl'-+-L.Yll_J...i,,.,..,t-HH-+-,---t-~~
~~lttLI-.-~r:;tl:~ --t,,14--LI l""i 150 ~
200 m
0
"Tl
()
r
s:::
co
"Tl
300 7J
s:::
REPORT: VB-1110

PERFORMANCE

350
SECTION 5

fLLJ! 111111 !:f:11 r:t-fJ-ff:++;--'-'-i1 tt11tt1+=n++ 11111 t±+L+H 11111111111111145i 400

±w~~hlfir±fu1+11 1 _-,--,
--+-¼

-20 -15 -10 -5 0 5 10 15 20 25 30 35 40

5-29

OUTSIDE AIR TEMPERATURE - °C

 PERFORMANCE
SECTION 5
5-30
REPORT: VB-1110

FUEL, TIME, AND DISTANCE TO MCP CLIMB - 4750 LB.

Figure 5-39

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-30
REPORT: VB-1110

FUEL, TIME, AND DISTANCE TO CLIMB

MCP CLIMB - GEAR UP, FLAPS UP, 4750 LB.
ASSOCIATED CONDITIONS· EXAMPLE:
FUEL, TIME, AND DISTANCE TO MCP CLIMB - 4750 LB.

M)d:u-e· FULL RJCH (S::e N::xe) r-.QTE ClepartLre i6Jrp:xt OAT 21°C FWtoOimb 7-1=6Gal
Eajires BOTH OPERATING ~ 19,roJ R. Lean ~LIB Airp::irt ftllitu:le: aoJFl TmetoOimb 8-1_5=6.5Mn
Pu.,e; 2IDRPM rnbdi.re to 25' F Rich OuseOAT -4'C Dstan::eto01mb 14-25=11.SNM
401rrf-g, ofpeekEGT CrusePJtitu::le. 1COOJFI
1/20PEN
92~AS (Peak EGT 1E8J" F Wax)
Figure 5-39

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

-50 -40 -30 -20 -10 0 10 20 40 0 10 0 10 20 30 0 20 40 60 80

OUTSIDE AIR TEMPERATIJRE - "C FUB._- GAL TIME- MIN DISTANCE- N.M.
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

FUEL, TIME, AND DISTANCE TO CRUISE CLIMB - 4750 LB.

Figure 5-41
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-31
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
FUEL, TIME, AND DISTANCE TO CLIMB
CRUISE CLIMB - GEAR UP, FLAPS UP, 4750 LB
FUEL, TIME, AND DISTANCE TO CRUISE CLIMB - 4750 LB.

ASSOCIATED CONDITIONS: EXAMPLE:

Mixture: ::-L:11 R:ch Power 2,600 RPM Departure Airport OAT.. 21° C Fuel to Climb: 9-2=7Gal
Engines 3::ith Operating 33 In-Hg ,\1rport Altitude H. Time· 16-3=13Miri
Cowl f- laps CLOSFn Airspeed 170 KIAS
•\ T .. -·1 \- Dista·,, , L ,- limb 28-5=/JNM
,~!titude: Ft

=t -=+:==l:=i=ti 1----i=t I 1 i~- +

1--·
-
: ___
-- ~ -., ..-··· ---+··- -_ .. _,_-
~-_ffld--,_ ·_.±--··_
Figure 5-41

I f ~ ~ I }WfbtifttJim i
REPORT: VB-1110

PERFORMANCE

t~
----\d~ I \Fl --,-_ ' ' '\F 1=J::'~'+ ±1---1------tlLl+=ttflj +·1 •
J _ : - ± f ~ ~ ~ l i l ~ :: ;l-l=
SECTION 5

t-+---+- l t:-2,000 Ff [ \

I -=!=+ 1-==l==f-11\t------r \! {r= WL~~- ~----=il 1-~£----i==b I Ht±~¾~ t-=

10 20 30 0 10 20 30 40 50 60 70
-40 -30 -20 -10 0 10 20 30 40 0 10 0
5-31

o.JTSIDEAIRTEMPERAllJRE- °C FUEL-GOJ.. TIME-MIN DISTANCE-NM

 PERFORMANCE
SECTION 5
5-32
REPORT: VB-1110

POWER SETTING TABLE - ISA -15°C

Figure 5-43

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-32
REPORT: VB-1110

POWER SETTING TABLE (LS.A. -15° C)

T.C.M. TSIO-360K SERIES
PA-34-220T
Press Outside
Alt. Air Temp. Economy Cruise Power Recommended Cruise Power Maximum Cruise Power
Feet OF •cc 2400 2500 2600 2400 2500 2600 2500 2600
POWER SETTING TABLE - ISA -15°C

SL 32.0 0.0 28.0 27.2 26 3 32.8 31 6 30.9 33.3 322

2000 24.9 -4.0 27.3 26.6 25.8 32.4 31.3 30.5 32.9 31.8
4000 17.7 -7.9 26.7 26.0 25.2 32.0 30.9 30.0 32.5 31.5
6000 10.6 -11.9 26.1 25.4 24.7 31.6 30.6 29.6 32.2 31.1
8000 3.5 -15.8 25.5 24.8 24.2 31.2 30.2 29.1 31.8 30.8
10000 -3.7 -19.8 24 9 24.2 23 7 30.8 29 9 28.9 31.5 30.5
Figure 5-43

12000 -10.8 -23.8 24.2 23.6 23.1 30.5 29.5 28.6 31.1 30.5
14000 -17.9 -27.7 24 0 23.4 22.9 29.2 28.4 30.7 30.5
23.2 28.8 28.2 30.5
PIPER AIRCRAFT CORPORATION
16000 -25.1 -31.7 23.8 22.7
18000 -32.2 -35.7 23.6 23.0 22.5 27.9 30.5
REVISED: NOVEMBER 15, 2004

20000 -39.3 -39.6 22.8 22.3 27.7

22000 -46.5 -43.6 22.1
24000 -53.6 -47.5 21.9
ISSUED: JANUARY 8, 1981

25000 -57.2 -49.5 21.8

PA-34-220T, SENECA III

Mixture 25° F Rich of Peak EGT EGT 1525° F

Peak EGT 1650° F Max.

Approx. Fuel Flow per Engine GPH 9.9 10.0 10.2 13.1 13.4 13.5 14.8 15.0

NOTE: For temperatures colder than ISA-15° C reduce M.P. given in this table by 0.3" for each 5° C
EXAMPLE:
Cruise Altitude: 10000 ft Mixture Setting: 25° F rich of peak EGT
Cruise Power: Economy Manifold Press.: 24.2 In Hg
Engine Speed 2500 rpm Approx Fuel Flow: 10 GPH
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

POWER SETTING TABLE - ISA

Figure 5-45
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-33
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
POWER SETTING TABLE (I.S.A.)
T.C.M. TSIO-360K SERIES
PA-34-220T
Press Outside
Alt. Air Temp. Economy Cruise Power Recommended Cruise Power Maximum Cruise Power
Feet OF (Jc 2400 2500 2600 2400 2500 2600 2500 2600
POWER SETTING TABLE - ISA

S.L. 59.0 15.0 28.9 28.0 27.2 33.8 32.7 31.8 34.2 33.2
2000 51.9 11.0 28.3 27.4 26.6 33.4 32.3 31.4 33.9 32.9
4000 44.7 7.1 27.6 26.8 26.1 33.1 32.0 31.0 33.6 32.6
6000 37.6 3.1 27.0 26.3 25.5 32.7 31.7 30.6 33.3 32.3
8000 30.5 -0.8 26.4 25.7 25.0 32.4 31.3 30.2 33.0 31.9
10000 23.3 -4.8 25.8 25.1 24.4 32.0 31.0 30.0 32.7 31.8
Figure 5-45

12000 16.2 -8.8 25.2 24.5 23.9 31.7 30.7 29.8 32.4 31.8
14000 9.1 -12.7 25.0 24.3 23.7 30.4 29.6 32.1 31.7
16000 1.9 -16.7 24.8 24.1 23.5 30.0 29.4 31.7
18000 -5.2 -20.7 24.6 23.9 23.3 29.2 31.6
20000 -12.3 -24.6 23.7 23.1 29.0
22000 -19.5 -28.6 22.9
24000 -26.6 -32.5 22.7
25000 -30.2 -34.5 22.6

Mixture :::: 25° F Rich of Peak EGT - - EGT 1525° F

Peak EGT 1650° F Max.
REPORT: VB-1110

PERFORMANCE

Approx Fuel Flow per Engine GPH 9.9 10.0 10.2 13.1 13.4 13.5 14.8 15.0
SECTION 5

EXAMPLE
Cruise Altitude: 10000 ft. Mixture Setting: 25° F rich of peak EGT
Cruise Power: Economy Manifold Press.: 25.1 In Hg
5-33

Engine Speed: 2500 rpm Approx Fuel Flow: 10 GPH

 PERFORMANCE
SECTION 5
5-34
REPORT: VB-1110

POWER SETTING TABLE - ISA +10°C

Figure 5-47

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-34
REPORT: VB-1110

POWER SETTING TABLE (LS.A.+ 10° C)

T.C.M. TSIO-360K SERIES
PA-34-220T
Press Outside
Alt. Air Temp. Economy Cruise Power Recommended Cruise Power Maximum Cruise Power
POWER SETTING TABLE - ISA +10°C

Feet OF Uc 2400 2500 2600 2400 2500 2600 2500 2600

S.L. 77.0 25.0 29.5 28.6 27.8 34.4 33.4 32.5 34.9 33.8
2000 69.9 21.0 28.9 28.0 27.2 34.1 33.1 32.1 34.6 33.6
4000 62.7 17.1 28.3 27.5 26.7 33.8 32.8 31.7 34.4 33.3
6000 55.6 13.1 27.7 26.9 26.1 33.5 32.4 31.3 34.1 33.1
8000 48.5 9.2 27.1 26.3 25.5 33.2 32.1 31.0 33.8 32.8
Figure 5-47

10000 41.3 5.2 26.5 25.7 25.0 32.9 31.8 30.8 33.6 32.6
12000 34.2 1.2 25.8 25.1 24.4 31.5 30.7 33.3 32.6
PIPER AIRCRAFT CORPORATION
14000 27.1 -2.7 25.6 24.9 24.2 31.2 30.6 32.6
16000 19.9 -6.7 25.4 24.7 24.0 30.5 32.5
REVISED: NOVEMBER 15, 2004

18000 12.8 -10.7 24.5 23.8 30.3

20000 5.7 -14.6 24.3 23.6
22000 -1.5 -18.6 23.4
ISSUED: JANUARY 8, 1981

-··--•
PA-34-220T, SENECA III

Mixture ~ - - - - --- 25° F Rich of Peak EGT - EGT 1525° F

Peak EGT 1650° F Max.

Approx. Fuel Flow per Engine GPH 9.9 10.0 10.2 13.1 13.4 13.5 14.8 15.0

EXAMPLE:
Cruise Altitude: 10000 ft. Mixture Setting: 25° F rich of peak EGT
Cruise Power: Economy Manifold Press.: 25.7 In Hg
Engine Speed: 2500 rpm Approx Fuel Flow: 10 GPH
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

POWER SETTING TABLE - ISA +20°C

Figure 5-49
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-35
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
POWER SETTING TABLE (1.5.A. + 20° C)
T.C.M. TSIO-360K SERIES
PA-34-220T
Press Outside
POWER SETTING TABLE - ISA +20°C

Alt. Air Temp. Economy Cruise Power Recommended Cruise Power Maximum Cruise Power
Feet OF oc 2400 2500 2600 2400 2500 2600 2500 2600

SL. 95.0 35.0 30.2 29.3 28.4 35.1 34.1 32.9 35.6 34.2
2000 87.9 31.0 29 6 28.7 27.8 34.9 33.8 32.7 35.3 34.1
4000 80.7 27.1 29.0 28.1 27 3 34.6 33.5 32.5 35.1 34.0
6000 73.6 23.1 28.4 27.5 26.7 34.3 33.3 32.3 34.9 33.9
Figure 5-49

8000 66.5 19.2 27.8 27.0 26.2 34.1 33.0 32.0 34.7 33.7
10000 59.3 15.2 27.1 26.4 25.6 33.8 32.7 31.8 34.5 33.6
12000 52.2 11.2 26.5 25.8 25.0 32.4 31.6 34.3 33.5
14000 45.1 7.3 26.3 25.6 24 8 32 1 31.4 33.4
16000 37.9 3.3 26 1 25.4 24.6 31.2 33.3
18000 30.8 -0.7 25.2 24.4 30.9
20000 23.7 -4.6 24.2

Mixture 25° F Rich of Peak EGT -· · · • - - · .. __,.. EGT 1525° F

Peak EGT 1650° F Max.
REPORT: VB-1110

15.0
PERFORMANCE

Approx. Fuel Flow per Engine GPH 9.9 10.0 10.2 13.1 13.4 13.5 14.8

EXAMPLE:
SECTION 5

Cruise Altitude: 10000 ft. Mixture Setting: 25° F rich of peak EGT
Cruise Power: Economy Manifold Press.: 26.4 !n Hg
Engine Speed: 2500 rpm Approx Fuel Flow: 10 GPH
5-35
 PERFORMANCE
SECTION 5
5-36
REPORT: VB-1110

POWER SETTING TABLE - ISA +30°C

Figure 5-51

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-36
REPORT: VB-1110

POWER SETTING TABLE (1.5.A. + 30° C)

T.C.M. TSIO-360K SERIES
PA-34-220T
Press Outside
POWER SETTING TABLE - ISA +30°C

Alt. Air Temp. Economy Cruise Power Recommended Cruise Power Maximum Cruise Power
Feet OF oc 2400 2500 2600 2400 2500 2600 2500 2600

S.L. 113.0 45.0 30.9 29.9 29.0 35.8 34.9 33.6 36.1 34.9
2000 105.9 41.0 30.3 29.3 28.4 35.6 34.6 33.4 36.0 34.8
4000 98.7 37.1 29.7 28.8 27.9 35.4 34.3 33.2 35.8 34.7
6000 91.6 33.1 29.1 28.2 27.3 35.2 34.1 33.1 35.7 34.6
Figure 5-51

8000 84.5 29.2 28.5 27.6 26.8 34.9 33.8 32.9 35.6 34.5
10000 77.3 25.2 27.9 27.1 26.2 33.5 32.7 35.4 34.4 PIPER AIRCRAFT CORPORATION
12000 70.2 21.2 27.3 26.5 25.7 33.3 32.5 34.3
14000 63.1 17.3 27.1 26.3 25.5 32.3 34.2
REVISED: NOVEMBER 15, 2004

16000 55.9 13.3 26.1 25.3 32.2

18000 48.8 9.3 25.9 25.1
20000 41.7 5.4 24.9
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

Mixture r"'!I--. 25° F Rich of Peak EGT - - EGT 1525° F

Peak EGT 1650° F Max.

Approx. Fuel Flow per Engine GPH 9.9 10.0 10.2 13.1 13.4 13.5 14.8 15.0

EXAMPLE:
Cruise Altitude: 10000 ft. Mixture Setting: 25° F rich of peak EGT
Cruise Power: Economy Manifold Press.: 27.1 In Hg
Engine Speed: 2500 rpm Approx Fuel Flow: 10 GPH
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

SPEED - ECONOMY CRUISE POWER

Figure 5-53
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-37
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
EXAMPLE:
Cruise Press .AJ t.: 10000 II.
PA-34-220T
Cruise 06.T:
True Pirspeed:
-4' C
152 Knots
SPEED - ECONOMY CRUISE POWER
24,000 --- -
4450 Lb. Mid Cruise Weight
22,000
Flaps and Gear Up
SPEED - ECONOMY CRUISE POWER

Cowl Flaps Closed

Mixture Leaned to 25° F Rich of Peak
Peak EGT 1650° F Max.
Figure 5-53
REPORT: VB-1110

~i~~~t!W~ft~~@~=T+:Fffi
PERFORMANCE

~~~~¥ s~~~~
SECTION 5

2,000 l=:jtd···~·····~·········-+Jj-·
S.L.
130 135 140 145 150 155 160 165 170 175
5-37

KTAS
 PERFORMANCE
SECTION 5
5-38
REPORT: VB-1110

SPEED - RECOMMENDED CRUISE POWER

Figure 5-55

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-38
REPORT: VB-1110

EXAMPLE:
Cruise Press.Alt.: 1000011. PA-34-220T
Cruise OAT: -4•c SPEED - RECOMMENDED CRUISE POWER
True Airspeed: 172 Knots

1---t'=::::,LtJ_J+ t~±-ll. ,Il

22000
: ~ . . . _~1--tJ ~-=- ~ ~ 1
,-: 4450 Lb. Mid Cruise Weight ., : f-T ~ 1 , j 1 - -30° C- - 1~_;_
20000 -i , i -H ; i/" j, ~I#
SPEED - RECOMMENDED CRUISE POWER

::-, Flaps and Gear Up ii 7 ' -20· -> '

~ Cowl Flaps Closed -+ -i : 7 ~- i, v 1..-' • -10° c'-' 7 7 7
18000 ,_ Mixture Leaned to 25° F Rich of Peak . .J_._ , • ... o- c j ._ ,1 ~ 1
p 1 7 T ' I . 17 I, I/ , I I I 1 '
l+~--=T ,1
I-
w
16000
! -·
~fflf ''
- Peak EGT 1650° F Max.

1 ' 7 7
I I
1··
' '
I,,
11
"'
77

... , ....... .,
1 ....
,, 1 ~ 1-'
LI
,. '~- ·--.---- ·

-:,-!;I
.i i I
A 2o·c 1'

, I
_'
I
1
' '

17
7 7
t-t--J,
~ 14000
I - "",; ,,; ',•:I 77
I I I I I
1 1 t·r' r,-,·T
!
1 1,,
'
, 1 1
'
...
,,
~
~
,...
.,
,
...
-,
45° C
1'
J_1
1 ·,---1---1-----e----1
Figure 5-55

I
1-1--1-'--l---1-l'--l--··i 1-=r:-n---1---1-T~f---:-+l- _: J,,,.,;.-1}"+- _y ,, OAT
~ 12000
T

:::)
=r I .I . ''] I ~
. ·,. . "· ?'·T ·1-,,.:.-, ---:H-H-~...:: 1 1-- ,
L..i ~ ' I '- 1-1----l----+-I PIPER AIRCRAFT CORPORATION
I-
1---1---+--L->----L....J__J___._T~-- !-~--! I V f7 i I . - ' T
~ 10000
T

"T +1-~ ---+'=f- -,

REVISED: NOVEMBER 15, 2004

<( j___._,___J_J___J_L-'----LJ I _, y '":1" I ! I- -·----'-'-

w ~ I , ~ _;~~"i ~· --,~~ -·-r-·· I :-- ; i i __ L_

0::: 8000
ISSUED: JANUARY 8, 1981

1' I -' I JI i ' ••!---<I-+-+-- -I-+-~ _ _ ______ L ..

:::) I 71 i, .i ✓ I 1,·T T I I Ill!
PA-34-220T, SENECA III

Cl) 7 1'/:• ~ '·-;,' ,--V lT I 11,1 7

ff=
1 ___
Cl)
w
0:::
a.
6000
,-- +t ,
1
1
, , ~ ll~
•

t?~~1..-i.l"J
_ ~ ,~rYrr-~! J, i;..I ~i-+
i"1---!A"j f
Note: If 3 bladed propellers are
installed, subtract4 KTAS ~
4000
' I -/ , 77 7 ~.' • l.i ~,_ ' . ~i ;_:fil If 3 bladed propellers and Ft
-j. ~ r-f-./( i 1-
1

2000
R=W i I i i ' ~ f7 :... 1.7 l 4+= the de-ice package are : :: -
r=:J=+ : .,. "' .; •r7'""
7" ,I' I A a:. 7
i ;;
I
! :!/i I I j ! ,___I--µ+
t-, ,
installed, subtract 6 KTAS
· t,_ ,,---.;-
_
ct.;::
. ! c
7 -, 171
··7
, _,, I -1, j· -~
!
I
7, .·r--,----t-t--J
!-
'
. -1
- -J;, r----t. , ; :
'
S.L.
145 150 155 160 165 170 175 180 185 190 195 200
KTAS
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

SPEED - MAXIMUM CRUISE POWER

Figure 5-57
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-39
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
EXAMPLE:
Cruise Press Alt.: 10000 ft. PA-34-220T
Cruise OAT: -4° C
True Airspeed: 177 Knots SPEED - MAXIMUM CRUISE POWER
20,000 I I I I ,-,-
I
4450 Lb. Mid Cruise Weight OAT 7 -30° C 1 1 7
y :,,_0(\0('
18.000 Flaps and Gear Up
. 7 7 -10°C

. .. .. :
SPEED - MAXIMUM CRUISE POWER

Cowl Flaps Closed , 0'C

16,000
Mixture Leaned to 1525° F EGT . . ..
1 ... I. I•
I
J; ~(\o ( '
I-
w 14,000 .... .,. r-..
1... 1...
:.. r:.. . ..... 1. ,

UJ
LL -
>-
Note: If 3 bladed propellers are
installed subtract 4 KTAS I/
/
.,
r:;,

,..,[.,I I.;l,i
1...
r:;,
,. r:..
J,/'
'7 I

I
• .._, 'r
w 12,000 ....
1.; 1.; 1.;
.,..
Figure 5-57

If 3 bladed propellers and I/ L, IJ

0 1.; IJ 1.; l.;1/ IJ
::::> the de-ice package are 1,.,1.;
.,.. I / .,.. ..... I / I/ .,..
~

-
I.;'
1.... 1.,'
I-
~ 10,000 installed subtract 6 KTAS L, II/ ,,, .,_ V
...J
<(
UJ
- _,_
V
1/j.; L' II/ I / y
I,'
" ., "
.....
. 1.

l7
1..). .
--~
; - -

8,000
a:
::::> ,, ....., y •
1.;
I.;
I
',;I'

'
Cf)
Cf)
UJ
6,000 1...
. 1...

I/
1.;
I.;
'
'.,..
a: ...
... ...
'
1.; / I
a. 1.; I/ I

. 1.; I/ I
REPORT: VB-1110

4,000 ... ...

PERFORMANCE

IJ I/

,.., ... ... 1... ,... I.; I,' I / V

,., 1...
2,000 1... ,..,
,..,.
,.., ..... 1,/'
,.,. ,.,
.,. I.;
SECTION 5

:
-
1.;
1. . . .

,.., ),....
./1 1., ,..,. "
1/i ,..,. I/
I/ " 1...
- -
S.L.
150 155 160 165 170 175 180 185 190 195 200
5-39

KTAS
SECTION 5 PIPER AIRCRAFT CORPORATION SECTION 5 PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-34-220T, SENECA III PERFORMANCE PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
5-40 REVISED: NOVEMBER 15, 2004 5-40 REVISED: NOVEMBER 15, 2004
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

STANDARD TEMPERATURE RANGE - 93 GALLONS USABLE

Figure 5-59
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-41
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
PA-34-220T
STANDARD TEMPERATURE RANGE - 93 GALLONS USABLE

Example:
STANDARD TEMPERATURE RANGE
Cruise alt itude : 17500 ft. USABLE FUEL 93 GALLONS - 4750 LBS. - GEAR UP
Power: 55% COWL FLAPS CLOSED - WING FLAPS UP - CLIMB AT M.C.P.
Range w ith reserve: 62 5 n.m .
DESCENT AT 1000 FPM AND 145 KIAS - NO WIND
4.2 GAL. FUEL FOR START, TAXI AND T.O.
Range with no reserve 735 n.m . HIGH SPEED (75%)

25,000
45 % PowER
~IXTURE LEAN1ED 1 I1N ACCORDANCE
WITH PROCEDURES IN SECTION 4. 37.
ECONOMY
LONG RANGE
' ' , , ,
45% p
'''' -~
(6 5%)
(4 5 %)

ss S5

20,000
Figure 5-59

6S 75 6S
7S

ti
~ 15,000 NOTES
RANGE INCLUDES CLIMB
Ill AND DESCENT DISTANCES.
Q

E RANGE INCREASES APPROX.

1 N .M FOR EACH •c ABOVE
i 10,000 STD. TEMP. & DECREASES
APPROX. 1 N.M. FOR EA.
' C BELOW STD TEMP.
REPORT: VB-1110

PERFORMANCE

S000
SECTION 5

SEA LEVEL
400 S00 600 700 500 600 700 800
RANGE - NAUTICAL MILES RANGE - NAUTICAL MILES
WITH 45 MIN . RESERVE AT 45% POWER WITH NO RESERVE
5-41
 PERFORMANCE
SECTION 5
5-42
REPORT: VB-1110

STANDARD TEMPERATURE RANGE - 123 GALLONS USABLE -

(WITH RESERVES)
Figure 5-61

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-42
REPORT: VB-1110

STANDARD TEMPERATURE RANGE (WITH RESERVES)-123 GALLONS USABLE

STANDARD TEMPERATURE RANGE - 123 GALLONS USABLE -

ASSOC!ATEO CON DITIONS"

Takeofl'Wegrt: 4,75:J
EXAMPLE: NOTE·
Oimb· ~ ; 192i'JAS Cnise Altitude: 10,000 Ft (1) Range rncludes climb and (2) Range increases approx
tescert: 1,cm M ard 145 KIAS 6 n.m. for each 10° C above
Wed· Nore Po\Ner: Economy Cruise descent distances
std. temp. and decreases
Flaps ard Gear UP Range: 756n.m.
O:iwl Flaps: CLOSED 6 n.m. for each 10° C below
M)dLJ'e: SEE <ERTA1ll£ std. temp

26,000 .
24,000 If 3 bladed propellers are ... If 3 bladed propellers and
installed subtract range
L- the de-ice package are
22,000 L-
installed subract range
in parenthesis ( )
::: in braces { }
1- 20,000 Jf:
(WITH RESERVES)

LU I I TTl I I I I I I s~
lJ: 18,000 14 nm) (15 nm (20 nm ) 21- Q..o.t:,
-L-
Figure 5-61

LU
Cl
I
16,000
20_nm} 22 nm 30nm,
<Z>
,f/J 1-1-
j!:. 1-L-
(j I -
....
.....
PIPER AIRCRAFT CORPORATION
.:,, -
~ 14,000
.: §
REVISED: NOVEMBER 15, 2004

~ ;::- I-~
~ 12,000 Ji Ji 8
q:#
t,fj
Q.o
~ 10,000
ISSUED: JANUARY 8, 1981

.§
::::,
s-~
PA-34-220T, SENECA III

en 8,000 cJ ()'2'.
en
LU
c::: 6,000 § f
l'
Cl.. I- 1--•§

4,000 ... =~#

I-

§
l
2,000 ~
~ R' .
0
540 560 580 600 620 640 660 680 700 720 740 760 780 800
RANGE - NAUTICAL MILES (WITH 45 MIN. RESERVE AT 55% POWER)
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

STANDARD TEMPERATURE RANGE - 123 GALLONS USABLE -

(WITHOUT RESERVES)
Figure 5-63
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-43
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
STANDARD TEMPERATURE RANGE (WITHOUT RESERVES)-123 GALLONS USABLE
STANDARD TEMPERATURE RANGE - 123 GALLONS USABLE -

ASSOC~TED CON OITIONS:

Taleaff\Neigl1: 4i'ffi NOTE:
Oirri:I: MY ~~~l<J.AS . . EXA_MPLE: (1) Range includes climb and (2) Range increases ~pprox.
Deecert: 100) Cruise Altitude. 10000 Ft descent distances 6 n.m. for each 10 C above
\Mm: t>b'e
AapsardGeir: U' P<Mer: Economy Cruise std. temp. and decreases
°"'Flaps: CLOSED Range: 871 n.m. 6 n.m for each 10• c below
Mmle: SEE i.ERTABLE std. temp

26,000
If 3 bladed propellers are ., If 3 bladed propellers and
24,000
installed subtract range the de-ice package are
22,000 in parenthesis ( ) ~., installed subract range
in braces { }
(WITHOUT RESERVES)

1- 20,000 a:;-::
LU ·,16nm,~--++++++.-(18n~ >+-1-++..........++-....._,24 nm 1
-J ,_
~ 18,000 • ct - ...
Figure 5-63

t~ t5Jjjjj{?~. nm>+.tH-t...,...-++++..,., ..27 nmi:.• "4~++:l:t:i::i::{36

. nm ~ ",1,.+.,_"'-.,_'-'1,-1
LU' 16,000 , J.:".,_-'
0 cj_...,.~_c_t_tj:jj
~ 14,000 t:t±.±j~;-tJ-J1---l-1-.J ::::,..tt~::i\:ttt::l
i== :=tt:t-='i"=i'=-t1--tw.l ff+---;-r--:-;:;-t-t-ti::':+t-t-=':t-:.--t-ti::':t..t-t-=':i::-t..t-t~il'+ lr.t-t-='i::'tt±:±::l
;t_ 12,000 ~'l:±.±.:fi:1~~J-'q_o q_o+-11'+-l-+-++++-+--+-1-+++-+-,1-+..+-1,-1-+-11-+..+i.,. §~,t,t,t.t,t j~i:::l •
~ 10,000
~:i::lt::tt:i::l-'.~ 0 0
-~+::it.:-:-:1:1:i=.:+:.:1:-:1-:1:i=.:1=,:t:t=-:t:-=1-:e::.:t:t:t:-=1-:-:',:'::,:t:t=i:j:'::,:'::_:t:t:i:f=,:l=,:t:t~t
..q;t(j+·~:-;:_:-!:_:-:;_:j:~:=:::::t:±:j:j---l
t-+-+--+-+- ~-1---11+---l--l----l--l--' ~
:::J ~ U:-..j.Ll#L-1--'-_,_---'_J_---l---:_u_,_c. ut---.t't-ti='++-1-fi::'i::'+..t-t::i::-t-t-t::+t-t-='~-:"i='+-1-t::t.r::J:t+..t..t~i::'.i::-t..t-ti::'i=-++1
Cl) 8,000 §,-.................1-1-... /+--tt.:':..-.r-t.::..-.:.--t.::~t.r-t:!i:';-tt..:f.:':t.t..::-::;-.t-..t:t~tt-.:-..t.:::.t.t..:t::t.t..t.:--'....i
Cl) 1- .§..J_.L~l---.J-I-_J+_--1--ij- Ii t-th~f-+t--+-i-f-j-+f-t---i+--1--lf-+/--l+-,-f-1--l-f-_,_I--<+--f-le--1-/---. .;.+-'-}-/_j-1-/----+1----l+--1---Ju,_4-/----11-1'µ+"'-t~e- . .;.+-'+--I-+/--l-+---l-l-/--1-1-
• • +j... -+--11---l
w ~+-i-t,H,t..:--+.,_+,._-1+-<+--+-l-f.-++-•+-•+-<.+-+..t--'-.,__+l-...;.-l--<+--J4-t--1..:'-1--'-J----I-I---J-t-l•Jt:•.,__-'-l----l.,ll.-->.j.-'.+-l--l',--l-',-..t.l--l-.l,.-'..j.-4J-...-'-.,_-'-l--'----',I. . I
0:: 6,000 ,._ #,-1.,11.,..,1,.j..,..,.._
REPORT: VB-1110

~ I S_ --+--#-¼-+-H--l-f-+-+--++---l--+-l--i-+---l----l--!-+_J_---lH--+--I-I-H-L---l--l-.-l--1--1--l--+---l-+___j_L__j___.L+_J_.l-1
PERFORMANCE

t
Cl.
4,000 ' 8
:=:t::t.-;c'fi='i::'i::'~.t~.JqJi
SECTION 5

2,000 -,

S.L.
640 660 680 700 720 740 760 780 800 820 840 860 880 900 920 940
5-43

RANGE - NAUTICAL MILES (WITH NO RESERVE)

 PERFORMANCE
SECTION 5
5-44
REPORT: VB-1110

ENDURANCE - 93 GALLONS USABLE

Figure 5-65

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-44
REPORT: VB-1110

Example:
Cruise altitude: 16500 ft.
Power: 45%
Endurance with reserve: 4.33 hrs.
Endurance with no reserve: 5.08 hrs. ENDURANCE
GEAR UP - COWL FLAPS CLOSED - WING FLAPS UP - CLIMB AT M.C.P.
DESCENT AT 1000 FPM AND 145 KIAS - NO WIND
4.2 GAL. FUEL FOR START, TAXI AND T.O.
ENDURANCE - 93 GALLONS USABLE

USABLE FUEL 93 GALLONS - 4750 LBS.

25,000 -················
4!>%POWER
i-;.. MIXTURES LEANED IN ACCORDANCE
WITH PROCEDURES IN IECTION 4.37,
+•'-'-'-'-'-'-'++++" ~b~~~';;~ 0
LONG RANGE
4S%P()WER
l~;~l
145%)
11 IJ I 11 fJ l I

55 5S
Figure 5-65

NOTE
20,000 ENDURANCE INCLUDES CLIMI
• DESCENT TIMES.
5 65 PIPER AIRCRAFT CORPORATION
75 7.5
REVISED: NOVEMBER 15, 2004

15,000
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

10.000

5000

SEA LEVEL
2 3 4 S 3 4 S 6
ENDURANCE - HRS. ENDURANCE - HRS.
WITH 45 MIN. RESERVE AT 45% POWER WITH NO RESERVE
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

ENDURANCE - 123 GALLONS USABLE

Figure 5-67
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-45
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ENDURANCE - 123 GALLONS USABLE
ASSOCIATED CONDITIONS: EXAMPLE:
Takeoff Weight: 4750 LB Flaps and Gear: UP Cruise Press Alt.: 10,000 ft
Climb: MCP AND 92 KIAS Cowl Flaps: CLOSED Power: Economy Cruise NOTE:
Descent: 1000 FPM AND Mixture: SEE POWER TABLE Endurance Em.JRANCE INCLUDES CLll\13
145 KIAS with reserves: 5 hrs AI\JIJ DESCENT TllvES.
without reserves: 5. 7 hrs

26,000 1 , , , , , , , 1
ENDURANCE - 123 GALLONS USABLE

24,000
22,000
1- 20,000
UJ
~ 18,000
Figure 5-67

I
UJ 16,000
Cl
~ 14,000
j::
;:i! 12,000
~ 10,000
=>
en 8,000
en
UJ
a:: 6,000
REPORT: VB-1110

a.
PERFORMANCE

4,000
2,000
SECTION 5

S.L. I i II II I I I I I'll I I I ; II I ' II I I ; j I I,, II

3 4 5 6 4 5 6
ENDURANCE - HRS. ENDURANCE - HRS.
5-45

WITH 45 MIN. RESERVE AT 55% POWER WITH NO RESERVE

 PERFORMANCE
SECTION 5
5-46
REPORT: VB-1110

FUEL, TIME, AND DISTANCE TO DESCEND

Figure 5-69

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-46
REPORT: VB-1110

FUEL, TIME, AND DISTANCE TO DESCEND

GEAR UP, FLAPS UP
EXAM fl-,_~-~
ASSOCIATED CONDITIONS:
Descent Rate r·PM Cruise O.A T -4° C Fuel to De~•::er,::: 3 4 - 1 = 2.4 Gal
Airspeed · 45 K Cniise Altitude 10000 Ft Time to Descend 10 - 3;;; 7 Mm
Wind: r'.l'.)f;.;:,: Destination Airport OAT 22° C Distance to Descend 26 8 18 N. M
Destination Airport Altitude 3000 Ft
FUEL, TIME, AND DISTANCE TO DESCEND
Figure 5-69

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

-50 -40 -30 -20 -10 0 10 20 30 40 0 2 4 6 0 10 200 20 40 60 80

a.ITSIDEAIR TEMPERATURE- °C FUEL-C?AI... TIME-MIN DISTANCE-NM
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

BALKED LANDING CLIMB PERFORMANCE - 4513 LB.

Figure 5-71
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-47
REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
BALKED LANDING CLIMB PERFORMANCE
4513 LB, GEAR DOWN, FLAPS 40°
ASSOCIATED CONDITIONS: EXAMPLE:
Mixture NOTE:
BALKED LANDING CLIMB PERFORMANCE - 4513 LB.

FULL RIC:- OAT 23 ~ C

Engines SOTH OPERATING Takeoff power is limited Pressure Altitude· 2000 FT
Power 2800 RPM to 5 ninutes of continuous Climb 725 F.P.M
40 In Hg. MAP
operation.
Cowl Flaps 1/? OPEN
Airspeed 85 KIAS

7 400

.1.,1'""1 ,._ ,,,. 500

Figure 5-71

r,.. . . • ;:u
.- · '-I I I 600 )>
-:7 -I
,_. m

i "' ~11700 ~
~
~J:- ,LL
s:
OJ
- 800 ..;,
""C
llil II s:
REPORT: VB-1110

PERFORMANCE

I' I I 900

--~m
SECTION 5

-20 -15 -10 -5 0 5 10 15 20 25 30 35

-fflfifll,.ooo
40 45
5-47

OUTSIDE AIR TEMPERATURE - °C

 PERFORMANCE
SECTION 5
5-48
REPORT: VB-1110

BALKED LANDING CLIMB PERFORMANCE - 4300 LB.

Figure 5-73

PIPER AIRCRAFT CORPORATION

REVISED: NOVEMBER 15, 2004
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-48
REPORT: VB-1110

BALKED LANDING CLIMB PERFORMANCE

4300 LB, GEAR DOWN, FLAPS 40°
ASSOCIATED CONDlTIONS~ EXAMPLE:
BALKED LANDING CLIMB PERFORMANCE - 4300 LB.

Mixture IUl L RICH NOTE: OAT 23 ° C

Fn~imes 80TH OPERA I ING Takeoff power is limited PrPC>~.1uP Altitude 7,000 FT
Power 7,800 RPM to 5 rrinutes of continuous Climb 814 F PM
40 ,n Hg .VAP
operation.
Cowl ~la:::s 112 OPE\
A1rspee::i 85 K:IAS

I
+-+-+--+-+-+-+-~
---~WI!~ t+. 500
_,,,if'
c,IC;•
±lli 600
m:,oo ~
Figure 5-73

I
PIPER AIRCRAFT CORPORATION
m
0
REVISED: NOVEMBER 15, 2004

"Tl
800 o
r
ISSUED: JANUARY 8, 1981

~
OJ
PA-34-220T, SENECA III

900 -n
"lJ
~

m 1000

t+ti -1--e-i--+-+I
1100
-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45
OUTSIDE AIR TEMPERATURE - °c
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: MARCH 1, 2005
ISSUED: JANUARY 8, 1981

LANDING DISTANCE - NORMAL PROCEDURE

Figure 5-75
REPORT: VB-1110

PERFORMANCE
SECTION 5
5-49
REVISED: MARCH 1, 2005
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURE LANDING - FLAPS 40°
ASSOCIATED CONDITIONS: EXAMPLE:
Both Throttles: CLOSED OAT.: 22'C Headwind: 10 Kt.
Touchdown: FULL STALL Pressure Altitude: 3000Ft. Landing Ground Roll distance: 1120 Ft.
Braking: MAXIMUM Gross Weight: 3655 Lb. Landing Distance Over 50 Ft. Barner: 2260 Ft.
LANDING DISTANCE - NORMAL PROCEDURE

Runway: PAVED, LEVEL & DRY Barrier Speed: 82 KIAS

BARRIER SPEED - KIAS
go 88 86 84 8: 80 78 76
· o,....,_-1-1---1--1--l-1-1--1-.....,_,..J LLI 3,000
~ &-<-l--l-l--l--l-1--#-14-1--1-!--I-I- zt:t:t:tjjjjjjjttu ..Jz
~=+=t=t=t=t=t=t=t=+=t=:t=t=:t=t..J~..j=t±j=t±j=~±jjtt±j:::t>t:t:t:t:tjjjjjjtt~~..J~--~U•4 ~~~~f-U~
~=+=t=t=t=+=t=+=t=+=t=:t=t=:t=tM&-<-l--l-l--l--l-l--l,--l-4-l--l-!--!-l->,~~-1-1--1-1--'-'--l-l-'~'-'-H ,
1-~i~i~i~i~i~i~i~i~i~i~i~i~i~i~1:ta±a::!=!Ht:J~:S=l:N.,-........
~ VL-l-1--'-1--1--'-'~'-~-'-'-'--1-1-LLltiill"i.""L~~~
j'.ij &-<-l--l-l--l--l-1-11--14-1--l-!--l-l-~H-l-l--l--l--l-l-l <
~ 0
tt ~ ttt~~=~t~ 2,500 •
~~~~~-~u~A~~+_,_,_~u~

~
1-1-1
~=±=!:=±=!:=±=!:=±=!:=±=!:=±=:!=:±=:!i§ H ~f- ffi LI..l...Ul~L.J..U z
~=±=!:=±=!:=±=!:=±=!:=±=!:=±=:!=:t="+~!j=t±j=t±j=t±jj=t±j::!:~....,_-'-".Jj--l-1--l-1-l-'-'--l--'-,I...+..~'-'-''"'-'""-' 0
z
Figure 5-75

--=t=t=~~=l=l:::t::::t=t=t::::t:::t~~lj=l::t:ti=tt:!Jt:t:ll::tt:ttttb
1--+--+--1--,-,
.. .........--+--+--+--1--1--,-.,,........ z ._,_~_,__l-+-_,_..,c+-1_._......,_......,_ ~ J...L+iiiiitt~~Hit:l
;y§.io ~ G)
E::E::!::E::!::E::!::::t:=1"~~l;':,-::t.,;;;;!:~t::
t-,_=t=t=t:=1f--' ~teSS· .__. ~ ~ .-;:: <!
~
-
*1,v. 2,000 g
(/)
o0or\~; <b- .J -
,-,~oo0~ "0= ~ - ~
·- . o0of\. • ~ - z
- ~'la,~f\. LLI -- (")
1--t::~r-t:::;;;;;iia,.' ' z 1,500 ~
1--1-- " et-- ...J
~~7.s-o - saal..B'I ~~ U.: - -
C' w "T1
m
.
~
- m
-l
. -
REPORT: VB-1110

1,000
PERFORMANCE
SECTION 5

500
-25 -15 -5 5 15 25 35 4545 40 35 30 0 5 10 15
5-49

OUTSIDE AIR TEMP - °C WEIGHT - LBx100 WIND- KT

 PERFORMANCE
SECTION 5
5-50
REPORT: VB-1110

LANDING DISTANCE - SHORT FIELD EFFORT

Figure 5-77

PIPER AIRCRAFT CORPORATION

REVISED: MARCH 1, 2005
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

PERFORMANCE
SECTION 5
5-50
REPORT: VB-1110

SHORT FIELD EFFORT LANDING - FLAPS 40°

ASSOCIATED CONDITIONS: EXAMPLE:
Both Throttles: CLOSED OAT.: 22'C HeadVvind: 101<1.
Touchdov,n FULL STALL Pressure ,AJtitude: 3,000 Ft. Landing G'ound Roll distance: 1,120A.
Braking: MAXIMJM Guss Weight: 3,655 Lb. Landing Distance Over 50 A. Barner: 1,880Ft.
LANDING DISTANCE - SHORT FIELD EFFORT

Runway: PA\/ED, LE\iEL & DRY Barrier Speed: 74 KIAS

BARRIER SPEED - KIAS
8.2 8.0 7.8 7.6 7.4 7.2 7.0 6S
3,000

2,500
s;;
z
Figure 5-77

CJ
~
PIPER AIRCRAFT CORPORATION
2,000
CJ
en
~
1,500 ~
REVISED: MARCH 1, 2005
ISSUED: JANUARY 8, 1981

m
PA-34-220T, SENECA III

'Tl
m
m
1,000 --1

500
-25 -15 -5 5 15 25 35 45 45 40 35 30 0 5 10 15
OUTSIDE AIR TEMP - °C WEIGHT - LBx100 WIND- KT
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

Paragraph Page Paragraph Page

No. No. No. No.

6.1 General ..................................................................................... 6-1 6.1 General ..................................................................................... 6-1

6.3 Airplane Weighing Procedure .................................................. 6-2 6.3 Airplane Weighing Procedure .................................................. 6-2
6.5 Weight and Balance Data and Record ...................................... 6-5 6.5 Weight and Balance Data and Record ...................................... 6-5
6.7 General Loading Recommendations ........................................ 6-9 6.7 General Loading Recommendations ........................................ 6-9
6.9 Weight and Balance Determination for Flight ......................... 6-10 6.9 Weight and Balance Determination for Flight ......................... 6-10
6.11 Instructions for Using the Weight and Balance Plotter ............ 6-15 6.11 Instructions for Using the Weight and Balance Plotter ............ 6-15
6.13 *Equipment List ......................................................................... 6-19 6.13 *Equipment List ......................................................................... 6-19
(a) Propeller and Propeller Accessories ........................... 6-20 (a) Propeller and Propeller Accessories ........................... 6-20
(b) Engine and Engine Accessories.................................. 6-21 (b) Engine and Engine Accessories.................................. 6-21
(c) Landing Gear and Brakes ........................................... 6-22 (c) Landing Gear and Brakes ........................................... 6-22
(d) Electrical Equipment .................................................. 6-23 (d) Electrical Equipment .................................................. 6-23
(e) Instruments ................................................................. 6-26 (e) Instruments ................................................................. 6-26
(f) Miscellaneous ............................................................. 6-28 (f) Miscellaneous ............................................................. 6-28
(g) Propeller and Propeller Accessories (g) Propeller and Propeller Accessories
(Optional Equipment).............................................. 6-29 (Optional Equipment).............................................. 6-29
(h) Engine and Engine Accessories, (Optional (h) Engine and Engine Accessories, (Optional
Equipment) .............................................................. 6-30 Equipment) .............................................................. 6-30
(i) Landing Gear and Brakes (Optional (i) Landing Gear and Brakes (Optional
Equipment) .............................................................. 6-31 Equipment) .............................................................. 6-31
(j) Electrical Equipment (Optional Equipment) .............. 6-32 (j) Electrical Equipment (Optional Equipment) .............. 6-32
(k) Instruments (Optional Equipment) ............................. 6-34 (k) Instruments (Optional Equipment) ............................. 6-34
(l) Autopilots (Optional Equipment) ............................... 6-40 (l) Autopilots (Optional Equipment) ............................... 6-40
(m) Radio Equipment (Optional Equipment) .................... 6-41 (m) Radio Equipment (Optional Equipment) .................... 6-41
(n) Miscellaneous (Optional Equipment) ......................... 6-55 (n) Miscellaneous (Optional Equipment) ......................... 6-55
(o) Maximum Zero Fuel Weight Increase ........................ 6-65 (o) Maximum Zero Fuel Weight Increase ........................ 6-65

** Equipment List (Form 240 0010) ....................... ENCLOSED WITH ** Equipment List (Form 240 0010) ....................... ENCLOSED WITH
THIS HANDBOOK THIS HANDBOOK

* For 1982 and preceding models only. * For 1982 and preceding models only.
** For 1983 and subsequent models only. ** For 1983 and subsequent models only.

REPORT: VB-1110 REPORT: VB-1110

6-i 6-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

6-ii 6-ii
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

6.1 GENERAL 6.1 GENERAL

In order to achieve the performance and flying characteristics which are In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope). gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers flexibility of loading it cannot be flown with the Although the airplane offers flexibility of loading it cannot be flown with the
maximum number of adult passengers, full fuel tanks and maximum baggage. maximum number of adult passengers, full fuel tanks and maximum baggage.
With the flexibility comes responsibility. The pilot must insure that the With the flexibility comes responsibility. The pilot must insure that the
airplane is loaded within the loading envelope before a takeoff. airplane is loaded within the loading envelope before a takeoff.
Misloading carries consequences for any aircraft. An overloaded air-plane Misloading carries consequences for any aircraft. An overloaded air-plane
will not take off, climb or cruise as well as a properly loaded one. The heavier will not take off, climb or cruise as well as a properly loaded one. The heavier
the airplane is loaded, the less climb performance it will have. the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the C.G. Center of gravity is a determining factor in flight characteristics. If the C.G.
is too far forward in any airplane, it may be difficult to rotate for takeoff or is too far forward in any airplane, it may be difficult to rotate for takeoff or
landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff
or tend to pitch up during climb. Longitudinal stability will be reduced. This or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more can lead to inadvertent stalls and even spins; and spin recovery becomes more
difficult as the center of gravity moves aft of the approved limit. difficult as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the A properly loaded airplane, however, will perform as intended. Before the
airplane is licensed, it is weighed, and a basic empty weight and C.G. location airplane is licensed, it is weighed, and a basic empty weight and C.G. location
is computed (basic empty weight consists of the standard empty weight of the is computed (basic empty weight consists of the standard empty weight of the
airplane plus the optional equipment). Using the basic empty weight and C.G. airplane plus the optional equipment). Using the basic empty weight and C.G.
location, the pilot can easily determine the weight and C.G. position for the location, the pilot can easily determine the weight and C.G. position for the
loaded airplane by computing the total weight and moment and then loaded airplane by computing the total weight and moment and then
determining whether they are within the approved envelope. determining whether they are within the approved envelope.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 6-1 REVISED: AUGUST 9, 1982 6-1
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

The basic empty weight and C.G. location are recorded in the Weight and The basic empty weight and C.G. location are recorded in the Weight and
Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure 6- Balance Data Form (Figure 6-5) and the Weight and Balance Record (Figure 6-
7). The current values should always be used. Whenever new equipment is 7). The current values should always be used. Whenever new equipment is
added or any modification work is done, the mechanic responsible for the work added or any modification work is done, the mechanic responsible for the work
is required to compute a new basic empty weight and C.G. position and to is required to compute a new basic empty weight and C.G. position and to
write these in the Aircraft Log Book and the Weight and Balance Record. The write these in the Aircraft Log Book and the Weight and Balance Record. The
owner should make sure that it is done. owner should make sure that it is done.

A weight and balance calculation is necessary in determining how much A weight and balance calculation is necessary in determining how much
fuel or baggage can be boarded so as to keep the C.G. within allowable limits. fuel or baggage can be boarded so as to keep the C.G. within allowable limits.
Check calculations prior to adding fuel to ensure against improper loading. Check calculations prior to adding fuel to ensure against improper loading.

The following pages are forms used in weighing an airplane in production The following pages are forms used in weighing an airplane in production
and in computing basic empty weight, C.G. position, and useful load. Note that and in computing basic empty weight, C.G. position, and useful load. Note that
the useful load includes usable fuel, baggage, cargo and passengers. Following the useful load includes usable fuel, baggage, cargo and passengers. Following
this is the method for computing takeoff weight and C.G. this is the method for computing takeoff weight and C.G.

6.3 AIRPLANE WEIGHING PROCEDURES 6.3 AIRPLANE WEIGHING PROCEDURES

At the time of licensing, Piper Aircraft Corporation provides each air- At the time of licensing, Piper Aircraft Corporation provides each air-
plane with the basic empty weight and center of gravity location. This data is plane with the basic empty weight and center of gravity location. This data is
supplied by Figure 6-5. supplied by Figure 6-5.

The removal or addition of equipment or airplane modifications can affect The removal or addition of equipment or airplane modifications can affect
the basic empty weight and center of gravity. The following is a weighing the basic empty weight and center of gravity. The following is a weighing
procedure to determine this basic empty weight and center of gravity location: procedure to determine this basic empty weight and center of gravity location:

(a) Preparation (a) Preparation

(1) Be certain that all items checked in the airplane equipment list are (1) Be certain that all items checked in the airplane equipment list are
installed in the proper location in the airplane. installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as (2) Remove excessive dirt, grease, moisture, foreign items such as
rags and tools from the airplane before weighing. rags and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel (3) Defuel airplane. Then open all fuel drains until all remaining fuel
is drained. Operate each engine until all undrainable fuel is used is drained. Operate each engine until all undrainable fuel is used
and engine stops. Then add the unusable fuel (5.0 gallons total, 2.5 and engine stops. Then add the unusable fuel (5.0 gallons total, 2.5
gallons each wing). gallons each wing).

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-2 REVISED: AUGUST 9, 1982 6-2 REVISED: AUGUST 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

(4) Fill with oil to full capacity. (4) Fill with oil to full capacity.

(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward (5) Place pilot and copilot seats in fourth (4th) notch, aft of forward
position. Put flaps in the fully retracted position and all control position. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the proper surfaces in the neutral position. Tow bar should be in the proper
location and all entrance and baggage doors closed . location and all entrance and baggage doors closed .

(6) Weigh the airplane inside a closed building to prevent errors in (6) Weigh the airplane inside a closed building to prevent errors in
scale readings due to wind. scale readings due to wind.

(b) Leveling (b) Leveling

(1) With airplane on scales, block main gear oleo pistons in the fully (1) With airplane on scales, block main gear oleo pistons in the fully
extended position. extended position.

(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to (2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level. center bubble on level.

(c) Weighing- Airplane Basic Empty Weight (c) Weighing- Airplane Basic Empty Weight

(1) With the airplane level and the brakes released, record the weight (1) With the airplane level and the brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading. shown on each scale. Deduct the tare, if any, from each reading.

Scale Net Scale Net

Scale Position and Symbol Reading Tare Weight Scale Position and Symbol Reading Tare Weight
Nose Wheel (N) Nose Wheel (N)
Right Main Wheel (R) Right Main Wheel (R)
Left Main Wheel (L) Left Main Wheel (L)
Basic Empty Weight, as Weighed (T) Basic Empty Weight, as Weighed (T)

WEIGHING FORM WEIGHING FORM

Figure 6-1 Figure 6-1

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
6-3 6-3
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

(d) Basic Empty Weight Center of Gravity (d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-34-220T airplane when (1) The following geometry applies to the PA-34-220T airplane when
it is level. Refer to Leveling paragraph 6.3 (b). it is level. Refer to Leveling paragraph 6.3 (b).

A = 25 3 *The datum is 78.4 inches ahead of the A = 25 3 *The datum is 78.4 inches ahead of the
B = 109 8 wing leading edge at the inboard edge of B = 109 8 wing leading edge at the inboard edge of
the inboard fuel tank. the inboard fuel tank.

LEVELING DIAGRAM LEVELING DIAGRAM

Figure 6-3 Figure 6-3

(2) The basic empty weight center of gravity (as weighed including (2) The basic empty weight center of gravity (as weighed including
optional equipment, full oil and unusable fuel) can be deter-mined optional equipment, full oil and unusable fuel) can be deter-mined
by the following formula: by the following formula:

C.G. Arm = N (A) + (R + L) (B) inches C.G. Arm = N (A) + (R + L) (B) inches
T T

Where: T = N + R + L Where: T = N + R + L

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-4 6-4
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

6.5 WEIGHT AND BALANCE DATA AND RECORD 6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as licensed at the factory. These figures listed in Figure 6-5 are for the airplane as licensed at the factory. These figures
apply only to the specific airplane serial number and registration number shown. apply only to the specific airplane serial number and registration number shown.
The basic empty weight of the airplane as licensed at the factory has been The basic empty weight of the airplane as licensed at the factory has been
entered in the Weight and Balance Record (Figure 6-7). This form is provided entered in the Weight and Balance Record (Figure 6-7). This form is provided
to present the current status of the airplane basic empty weight and a complete to present the current status of the airplane basic empty weight and a complete
history of previous modifications. Any change to the perma-nently installed history of previous modifications. Any change to the perma-nently installed
equipment or modification which affects weight or moment must be entered in equipment or modification which affects weight or moment must be entered in
the Weight and Balance Record. the Weight and Balance Record.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 6-5 REVISED: AUGUST 9, 1982 6-5
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

MODEL PA-34-220T, SENECA III MODEL PA-34-220T, SENECA III

Airplane Serial Number _______________________________ Airplane Serial Number _______________________________

Registration Number __________________________________ Registration Number __________________________________

Date _______________________________________________ Date _______________________________________________

AIRPLANE BASIC EMPTY WEIGHT AIRPLANE BASIC EMPTY WEIGHT

C.G. Arm C.G. Arm

Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs.) of Datum) (In-Lbs.) Item (Lbs.) of Datum) (In-Lbs.)

Actual Actual
Standard Empty Weight* Computed Standard Empty Weight* Computed
Optional Equipment Optional Equipment
Basic Empty Weight Basic Empty Weight

* The standard empty weight includes full oil capacity and 5.0 gallons of * The standard empty weight includes full oil capacity and 5.0 gallons of
unusable fuel. unusable fuel.

AIRPLANE USEFUL LOAD-- NORMAL CATEGORY OPERATION AIRPLANE USEFUL LOAD-- NORMAL CATEGORY OPERATION

(Ramp Weight)** - (Basic Empty Weight) = Useful Load (Ramp Weight)** - (Basic Empty Weight) = Useful Load

(4773 lbs.) - ( lbs.) = lbs. (4773 lbs.) - ( lbs.) = lbs.

THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR
THE AIRPLANE AS LICENSED AT THE FACTORY. REFER TO THE THE AIRPLANE AS LICENSED AT THE FACTORY. REFER TO THE
APPROPRIATE AIRCRAFT RECORD WHEN ALTER-ATIONS HAVE APPROPRIATE AIRCRAFT RECORD WHEN ALTER-ATIONS HAVE
BEEN MADE. BEEN MADE.

** Includes fuel allowances for start-up, taxi and run-up (23 lbs.). ** Includes fuel allowances for start-up, taxi and run-up (23 lbs.).

WEIGHT AND BALANCE DATA FORM WEIGHT AND BALANCE DATA FORM
Figure 6-5 Figure 6-5

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-6 REVISED: FEBRUARY 25, 1982 6-6 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE
Mom.en.t
R1J.Ilidrig Bas it
Em.pty Weight

t100
page Num.ber

(Lb.)
'Wt .
Mom.en.t
noo
We :ight Change
Re:.!i;tration. Num.be r

Arm.
(In..)
(Lb.)
'Wt .
+::;
'T'

~
""' ~
1!""'a. .
0
....
De :::ctiption. of Ar tit 1
or Modfitation.

equipped ba:::it
A::: J:i.c en.:::ed -

em.ptywt.
Serial Num.ber

a
j!:i
....
~
PA-34-220T

D~te
WEIGHT AND BALANCE RECORD WEIGHT AND BALANCE RECORD
Figure 6-7 Figure 6-7
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 6-7 REVISED: AUGUST 9, 1982 6-7
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III
Mom.ell.t
R 1J.Il.Il.irig Bas i.c
Em.pty Weight

1100
page Hum.lier

(L:b.)
Wt .
Mom.ell.t
1100
We :ight Ch.uige
Re:ri;tra1:io11. Hum.lier

Arm.
(l11..) (L:b.)
Wt .
+::;
'T'

-1'
""' ~
1!""'a~
0-1'
De sctiptio11. of Artie l!
or Modfi.catio11.

equipped :basic
As lie eI1.Sed -

em.ptywt.
Serial Hum.lier

a
,=i
-1'
~
PA-34-220!

Date
WEIGHT AND BALANCE RECORD (cont) WEIGHT AND BALANCE RECORD (cont)
Figure 6-7 (cont) Figure 6-7 (cont)
REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-8 6-8
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

6.7 GENERAL LOADING RECOMMENDATIONS 6.7 GENERAL LOADING RECOMMENDATIONS

The following general loading recommendation is intended only as a guide. The following general loading recommendation is intended only as a guide.
The charts, graphs, instructions and plotter should be checked to assure the The charts, graphs, instructions and plotter should be checked to assure the
airplane is within the allowable weight vs. center of gravity envelope. airplane is within the allowable weight vs. center of gravity envelope.
(a) Pilot Only (a) Pilot Only
Load rear baggage compartment to capacity first. Without aft baggage, Load rear baggage compartment to capacity first. Without aft baggage,
fuel load may be limited by forward envelope for some combinations fuel load may be limited by forward envelope for some combinations
of optional equipment. of optional equipment.

(b) 2 Occupants - Pilot and Passenger in Front (b) 2 Occupants - Pilot and Passenger in Front
Load rear baggage compartment to capacity first. Without aft baggage, Load rear baggage compartment to capacity first. Without aft baggage,
fuel load may be limited by forward envelope for some combinations fuel load may be limited by forward envelope for some combinations
of optional equipment. of optional equipment.

(c) 3 Occupants - 2 in front, 1 in middle (c) 3 Occupants - 2 in front, 1 in middle

Load rear baggage compartment to capacity first. Baggage in nose may Load rear baggage compartment to capacity first. Baggage in nose may
be limited by forward envelope. Without aft baggage, fuel may be be limited by forward envelope. Without aft baggage, fuel may be
limited by forward envelope for some combinations of optional limited by forward envelope for some combinations of optional
equipment. equipment.

(d) 4 Occupants - 2 in front, 2 in middle (d) 4 Occupants - 2 in front, 2 in middle

Load rear baggage compartment to capacity first. Baggage in nose may Load rear baggage compartment to capacity first. Baggage in nose may
be limited by forward envelope. Without aft baggage, fuel may be be limited by forward envelope. Without aft baggage, fuel may be
limited by forward envelope for some combinations of optional limited by forward envelope for some combinations of optional
equipment. equipment.

(e) 5 Occupants - 2 in front, 2 in middle, 1 in rear (e) 5 Occupants - 2 in front, 2 in middle, 1 in rear
Investigation is required to determine optimum location for baggage. Investigation is required to determine optimum location for baggage.

(f) 5 Occupants - 1 in front, 2 in middle, 2 in rear (f) 5 Occupants - 1 in front, 2 in middle, 2 in rear
Load forward baggage to capacity first. Rear baggage and/ or fuel load Load forward baggage to capacity first. Rear baggage and/ or fuel load
may be limited by aft envelope. may be limited by aft envelope.

(g) 6 Occupants - 2 in front, 2 in middle, 2 in rear (g) 6 Occupants - 2 in front, 2 in middle, 2 in rear
With six occupants fuel and / or baggage may be limited by envelope With six occupants fuel and / or baggage may be limited by envelope
load forward baggage compartment to capacity first. load forward baggage compartment to capacity first.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 6-9 REVISED: FEBRUARY 25, 1982 6-9
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

(h) 7 Occupants - 2 in front, 3 in middle, 2 in rear (h) 7 Occupants - 2 in front, 3 in middle, 2 in rear
With seven occupants fuel and/or baggage may be limited by envelope. With seven occupants fuel and/or baggage may be limited by envelope.

For all airplane configurations, it is the responsibility of the pilot in For all airplane configurations, it is the responsibility of the pilot in
command to make sure that the airplane always remains within the allowable command to make sure that the airplane always remains within the allowable
weight vs. center of gravity envelope while in flight. weight vs. center of gravity envelope while in flight.

6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the basic empty weight. (a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all (b) Use the Loading Graph (Figure 6-13) to determine the moment of all
items to be carried in the airplane. items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight (c) Add the moment of all items to be loaded to the basic empty weight
moment. moment.
(d) Divide the total moment by the total weight to determine the C.G. (d) Divide the total moment by the total weight to determine the C.G.
Iocation. Iocation.
(e) By using the figures of item (a) and item (d) (above), locate a point on (e) By using the figures of item (a) and item (d) (above), locate a point on
the C.G. range and weight graph (Figure 6-15). If the point falls within the C.G. range and weight graph (Figure 6-15). If the point falls within
the C.G. envelope, the loading meets the weight and balance the C.G. envelope, the loading meets the weight and balance
requirements. requirements.

NOTES NOTES
Actual fuel allowance for start-up, taxi and run- Actual fuel allowance for start-up, taxi and run-
up (23 Ibs. max.) should be determined based on up (23 Ibs. max.) should be determined based on
local operating condition. local operating condition.

Moment due to gear retraction does not signifi- Moment due to gear retraction does not signifi-
cantly affect C.G. location. cantly affect C.G. location.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-10 REVISED: FEBRUARY 25, 1982 6-10 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs.) (Inches) (In-Lbs) (Lbs.) (Inches) (In-Lbs)
Basic Empty Weight 3212 88.5 284262 Basic Empty Weight 3212 88.5 284262
Pilot and Front Passenger 340 85.5 29070 Pilot and Front Passenger 340 85.5 29070
Passengers (Center Seats) 118.1 Passengers (Center Seats) 118.1
(Forward Facing) (Forward Facing)
Passengers (Center Seats) 236 119.1 28108 Passengers (Center Seats) 236 119.1 28108
(Aft Facing) (Optional) (Aft Facing) (Optional)
Passengers (Rear Seats) 340 157.6 53585 Passengers (Rear Seats) 340 157.6 53585
Passenger (Jump Seat) (Optional) 118.1 Passenger (Jump Seat) (Optional) 118.1
Baggage (Forward) (100 Lbs. Max.) 100 22.5 2250 Baggage (Forward) (100 Lbs. Max.) 100 22.5 2250
Baggage (Aft) (100 Lbs. Max.) 178.7 Baggage (Aft) (100 Lbs. Max.) 178.7
Zero Fuel Weight (4470 Lbs. Max - 4228 94.0 397275 Zero Fuel Weight (4470 Lbs. Max - 4228 94.0 397275
Std) (See equipment list.) Std) (See equipment list.)
Fuel (93 Gal. Max.) - Std. 545 93.6 51012 Fuel (93 Gal. Max.) - Std. 545 93.6 51012
(123 Gal. Max.) - Opt. (123 Gal. Max.) - Opt.
Ramp Weight (4773 Lbs. Max.) 4773 93.9 448287 Ramp Weight (4773 Lbs. Max.) 4773 93.9 448287
Fuel Allowance for Start, Taxi -23 93.6 -2153 Fuel Allowance for Start, Taxi -23 93.6 -2153
Runup Runup
Takeoff Weight (4750 Ibs. Max.) 4750 93.9 446134 Takeoff Weight (4750 Ibs. Max.) 4750 93.9 446134

The center of gravity (C.G.) of this sample loading problem is at 93.9 inches aft of the datum The center of gravity (C.G.) of this sample loading problem is at 93.9 inches aft of the datum
line. Locate this point (93.9) on the C.G. range and weight graph. Since this point falls within line. Locate this point (93.9) on the C.G. range and weight graph. Since this point falls within
the weight - C.G. envelope, this loading meets the weight and balance requirements. the weight - C.G. envelope, this loading meets the weight and balance requirements.

Takeoff Weight (4750 Lbs. Max.) 4750 93.9 446134 Takeoff Weight (4750 Lbs. Max.) 4750 93.9 446134
Minus Estimated Fuel Burnoff -450 93.6 -42120 Minus Estimated Fuel Burnoff -450 93.6 -42120
Landing Weight (4513 Lbs. Max.) 4300 93.9 404014 Landing Weight (4513 Lbs. Max.) 4300 93.9 404014

Locate the center of gravity for the landing weight on the C.G. range and weight graph. If this Locate the center of gravity for the landing weight on the C.G. range and weight graph. If this
point falls within the weight C.G. envelope, the loading may be assumed acceptable for landing point falls within the weight C.G. envelope, the loading may be assumed acceptable for landing

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO ENSURE IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO ENSURE
THAT THE AIRPLANE IS LOADED PROPERLY. THAT THE AIRPLANE IS LOADED PROPERLY.

SAMPLE LOADING PROBLEM SAMPLE LOADING PROBLEM

Figure 6-9 Figure 6-9

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: OCTOBER 31, 1986 6-11 REVISED: OCTOBER 31, 1986 6-11
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs.) (Inches) (In-Lbs) (Lbs.) (Inches) (In-Lbs)
Basic Empty Weight Basic Empty Weight
Pilot and Front Passenger 85.5 Pilot and Front Passenger 85.5
Passengers (Center Seats) 118.1 Passengers (Center Seats) 118.1
(Forward Facing) (Forward Facing)
Passengers (Center Seats) 119.1 Passengers (Center Seats) 119.1
(Aft Facing) (Optional) (Aft Facing) (Optional)
Passengers (Rear Seats) 157.6 Passengers (Rear Seats) 157.6
Passenger (Jump Seat) (Optional) 118.1 Passenger (Jump Seat) (Optional) 118.1
Baggage (Forward) (100 Lbs. Max.) 22.5 Baggage (Forward) (100 Lbs. Max.) 22.5
Baggage (Aft) (100 Lbs. Max.) 178.7 Baggage (Aft) (100 Lbs. Max.) 178.7
Zero Fuel Weight (4470 Lbs. Max - Zero Fuel Weight (4470 Lbs. Max -
Std) (See equipment list.) Std) (See equipment list.)
Fuel (93 Gal. Max.) - Std. 93.6 Fuel (93 Gal. Max.) - Std. 93.6
(123 Gal. Max.) - Opt. (123 Gal. Max.) - Opt.
Ramp Weight (4773 Lbs. Max.) Ramp Weight (4773 Lbs. Max.)
Fuel Allowance for Start, Taxi -23 93.6 -2153 Fuel Allowance for Start, Taxi -23 93.6 -2153
Runup Runup
Takeoff Weight (4750 Ibs. Max.) Takeoff Weight (4750 Ibs. Max.)

The center of gravity (C.G.) for the takeoff weight of the actual loading problem is at _______ The center of gravity (C.G.) for the takeoff weight of the actual loading problem is at _______
inches aft of the datum line. Locate this point (_____) on the C.G. range and weight graph. inches aft of the datum line. Locate this point (_____) on the C.G. range and weight graph.
If this point falls within the weight - C.G. envelope, this loading meets the weight and balance If this point falls within the weight - C.G. envelope, this loading meets the weight and balance
requirements. requirements.

Takeoff Weight (4750 Lbs. Max.) Takeoff Weight (4750 Lbs. Max.)
Minus Estimated Fuel Burnoff 93.6 Minus Estimated Fuel Burnoff 93.6
Landing Weight (4513 Lbs. Max.) Landing Weight (4513 Lbs. Max.)

Locate the center of gravity for the landing weight on the C.G. range and weight graph. If Locate the center of gravity for the landing weight on the C.G. range and weight graph. If
this point falls within the weight C.G. envelope, the loading may be assumed acceptable for this point falls within the weight C.G. envelope, the loading may be assumed acceptable for
landing landing
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO ENSURE IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO ENSURE
THAT THE AIRPLANE IS LOADED PROPERLY. THAT THE AIRPLANE IS LOADED PROPERLY.

WEIGHT AND BALANCE LOADING FORM WEIGHT AND BALANCE LOADING FORM
Figure 6-11 Figure 6-11

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-12 REVISED: OCTOBER 31, 1986 6-12 REVISED: OCTOBER 31, 1986
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

760
/
/
700
/
,,v
650 - ,,v
V
600 V

550
V
.v
:/
500
V V
~/ ,,v
~~
I/
-',, fi-~.~'1/
' [7
I~
('<11/
/

V I/ ,~~/ ,..,.."'
17 / ~ i tff"°/
,/11 / .,/ ~'.......<l•4"
./
,,l~ ,, I/ __ _

250
:t. , !/ I/
..,pV, V ,,, ......
I/, V V'
200 '--
'--
l I/
1717 I/
,
[7
1......

~
150
J V Iv
l/""-11'
,,'7 !/ ., I/~...~
100 " ~ I,' l/' I/
J '#, , '/'

,~ ..t
50
I ~

0 5

MOMENT/1000 (POUND•INCHESI

LOADING GRAPH LOADING GRAPH

Figure 6-13 Figure 6-13

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
6-13 6-13
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

4600 _ _ _ _ _ _ _ _ _ _ _~-+--l---+-+---- I--I

4513 - MAX. LANDING WT._
4470 - MAX. ZERO FUEL WT.
4400-------88A -----,t----+-----, t---+--+--+---t

WEIGHT
2200___ vs
82 84 86 88 90 92 94 C.G. ENVELOPE
C. G. LOCATION (INCHES AFT DATUM)

C.G. RANGE AND WEIGHT C.G. RANGE AND WEIGHT

Figure 6-15 Figure 6-15

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-14 6-14
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

6.11 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE 6.11 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE
PLOTTER PLOTTER
This plotter is provided to enable the pilot quickly and conveniently to: This plotter is provided to enable the pilot quickly and conveniently to:
(a) Determine the total weight and C.G. position. (a) Determine the total weight and C.G. position.
(b) Decide how to change his load if his first loading is not within the (b) Decide how to change his load if his first loading is not within the
allowable envelope. allowable envelope.

Heat can warp or ruin the plotter if it is left in the sunlight. Replacement Heat can warp or ruin the plotter if it is left in the sunlight. Replacement
plotters may be purchased from Piper dealers and distributors. plotters may be purchased from Piper dealers and distributors.
The "Basic Empty Weight and Center of Gravity" location is taken from the The "Basic Empty Weight and Center of Gravity" location is taken from the
Weight and Balance Form (Figure 6-5), the Weight and Balance Record (Figure Weight and Balance Form (Figure 6-5), the Weight and Balance Record (Figure
6-7) or the latest FAA major repair or alteration form. 6-7) or the latest FAA major repair or alteration form.
The plotter enables the user to add weights and corresponding moments The plotter enables the user to add weights and corresponding moments
graphically. The effect of adding or disposing of useful load can easily be seen. graphically. The effect of adding or disposing of useful load can easily be seen.
The plotter does not cover the situation where cargo is loaded in locations The plotter does not cover the situation where cargo is loaded in locations
other than on the seats or in the baggage compartments. other than on the seats or in the baggage compartments.
Brief instructions are given on the plotter itself. To use it, first plot a Brief instructions are given on the plotter itself. To use it, first plot a
point on the grid to locate the basic weight and C.G. location. This can be put point on the grid to locate the basic weight and C.G. location. This can be put
on more or less permanently because it will n~t change until the airplane is on more or less permanently because it will n~t change until the airplane is
modified. Next, position the zero weight end of one of the six slots over this modified. Next, position the zero weight end of one of the six slots over this
point. Using a pencil, draw a line along the slot to the weight which will be point. Using a pencil, draw a line along the slot to the weight which will be
carried in that location. Then position the zero weight end of the next slot over carried in that location. Then position the zero weight end of the next slot over
the end of this line and draw another line representing the weight which will be the end of this line and draw another line representing the weight which will be
located in this second position. When all the loads have been drawn in this located in this second position. When all the loads have been drawn in this
manner, the final end of the segmented line locates the total load and the C.G. manner, the final end of the segmented line locates the total load and the C.G.
position of the airplane for takeoff. If this point is not within the allowable position of the airplane for takeoff. If this point is not within the allowable
envelope it will be necessary to remove fuel, baggage, or passengers and/or to envelope it will be necessary to remove fuel, baggage, or passengers and/or to
rearrange baggage and passengers to get the final point to fall within the rearrange baggage and passengers to get the final point to fall within the
envelope. envelope.
Fuel burn-off and gear movement do not significantly affect the center of Fuel burn-off and gear movement do not significantly affect the center of
gravity. gravity.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 6-15 REVISED: AUGUST 9, 1982 6-15
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

SAMPLE PROBLEM SAMPLE PROBLEM

A sample problem will demonstrate the use of the weight and balance A sample problem will demonstrate the use of the weight and balance
plotter. plotter.

Assume a basic weight and C.G. location of 2850 pounds at 83.5 inches Assume a basic weight and C.G. location of 2850 pounds at 83.5 inches
respectively. We wish to carry a pilot and 5 passengers. Two men weighing 180 respectively. We wish to carry a pilot and 5 passengers. Two men weighing 180
and 200 pounds will occupy the front scats, two women weighing 115 and 135 and 200 pounds will occupy the front scats, two women weighing 115 and 135
pounds will occupy the middle seats and two children weighing 80 and 100 pounds will occupy the middle seats and two children weighing 80 and 100
pounds will ride in the rear. Two 25 pound suitcases will be tied down in the pounds will ride in the rear. Two 25 pound suitcases will be tied down in the
front baggage compartment and two suitcases weighing 2S pounds and 20 front baggage compartment and two suitcases weighing 2S pounds and 20
pounds respectively, will be carried in the rear compartment. We wish to carry pounds respectively, will be carried in the rear compartment. We wish to carry
60 gallons of fuel. Will we be within the safe envelope? 60 gallons of fuel. Will we be within the safe envelope?

(a) Place a dot on the plotter grid at 2850 pounds and 83.5 inches to (a) Place a dot on the plotter grid at 2850 pounds and 83.5 inches to
represent the basic airplane. (See illustration.) represent the basic airplane. (See illustration.)
(b) Slide the slotted plastic into position so that the dot is under the slot for (b) Slide the slotted plastic into position so that the dot is under the slot for
the forward seats, at zero weight. the forward seats, at zero weight.
(c) Draw a line up the slot to the 380 pounds position (180 + 200) and put (c) Draw a line up the slot to the 380 pounds position (180 + 200) and put
a dot. a dot.
(d) Move the slotted plastic again to get the zero end of the middle seat (d) Move the slotted plastic again to get the zero end of the middle seat
slot over this dot. slot over this dot.
(e) Draw a line up this slot to the 250 pound position ( 115 + 135) and (e) Draw a line up this slot to the 250 pound position ( 115 + 135) and
place the 3rd dot. place the 3rd dot.
(f) Continue moving the plastic and plotting points to account for weight (f) Continue moving the plastic and plotting points to account for weight
in the rear seats (80 + 100), forward baggage compartment (50), rear in the rear seats (80 + 100), forward baggage compartment (50), rear
baggage compartment (45), and fuel tanks (360). baggage compartment (45), and fuel tanks (360).
(g) As can be seen from the illustration, the final dot shows the total (g) As can be seen from the illustration, the final dot shows the total
weight to be 4115 pounds with the C.G. at 90.1. This is well within the weight to be 4115 pounds with the C.G. at 90.1. This is well within the
envelope. envelope.
(h) There will be room for more fuel. (h) There will be room for more fuel.
As fuel is burned off, the weight and C.G. will follow down the fuel line As fuel is burned off, the weight and C.G. will follow down the fuel line
and stay within the envelope for landing. and stay within the envelope for landing.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-16 6-16
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE

4600 _ _ _ _ _ _ _ _ _ _ _~--+--~--+----I---J--J
4513 - MAX. LANDING WT._
4470 - MAX. ZERO FUEL WT.
4400-------88..,..._---il ---+----i>---+--+--+---- I

WEIGHT
2200___ vs
82 84 86 88 90 92 94 C.G. ENVELOPE
C. G. LOCATION (INCHES AFT DATUM)
Moment change due to rettacting Landing Gear= -32 in. -lbs.
SAMPLE PROBLEM
Figure6-17

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: OCTOBER 16, 1989 6-17 REVISED: OCTOBER 16, 1989 6-17
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-18 6-18
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-19

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

6.13 EQUIPMENT LIST

The following is a list of equipment which may be installed in the PA-34-220T. It consists of those items used
for defining the configuration of an airplane when the basic empty weight is established at the time of licensing.
Only those standard items which are alternate standard items and those required to be listed by the certificating
authority-(FAA) are presented. Items marked with an "X" are those items which were installed on the airplane
described below as licensed by the manufacturer.

Where the letter "A," .. B," or "C" precedes an item; "A" denotes an item which is required equipment that
must be installed in the aircraft; "B" denotes an item which is required equipment that must be installed in the
aircraft unless replaced by an optional equivalent item; "C'' denotes an optional item which replaces a required
item of standard equipment. Where no letter precedes an item, that item is not required equipment.

Unless otherwise indicated, the installation certification basis for the equipment included in this list is the
aircraft's approved type design.
WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION PA-34-220T, SENECA III

REPORT: VB-1110

SERIAL NO, _ _ _ _ _ _ ___.L'-EGISTRATION NO. _ _ _ _ _ _ _--L-'ATE _ _ __

SECTION 6
6-19
6-20
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981
REVISED: APRIL 9, 1982

PA-34-220T, SENECA III

6-20
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(a) Propeller and Propeller Accessories

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

B Two Propellers
Hartzell Model BHC-C2YF-2CKUF/
FC8459-8R (Left Wing) 55.0 20.3 1117
Hartzell Model BHC-C2YF-2CLKUF/
FJC8459-8R (Right Wing) 55.0 20.3 1117

3 B Two Hydraulic Governors

Cert. Basis - TC P920
PIPER AIRCRAFT CORPORATION
Hartzell Governor, Piper
Dwg. 37845-10 (Left Wing) 3.9 28.1 110
Hartzell Governor, Piper
ISSUED: JANUARY 8, 1981

Dwg. 37845-11 (Right Wing) 3.9 28.1 110

REVISED: APRIL 9, 1982

PA-34-220T, SENECA III

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-21

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(b) Engine and Engine Accessories

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

11 A Two Engines
Cert. Basis - TC E9CE
Teledyne Continental Model
TSIO-360-KB Fuel Injected
Turbocharged (Left Wing) 411.0 38.8 15947
Teledyne Continental Model
LTSI0-360-KB Fuel Injected
Turbocharged (Right Wing) 411.0 38.8 15947
WEIGHT AND BALANCE
REPORT: VB-1110

SECTION 6
6-21
6-22
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-22
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(c) Landing Gear and Brakes

Item Mark if Weight Arm (In.) Moment

No. Item Inst I. (Pounds) Aft Datum (Lb-In.)

31 B Two Main Wheel Assemblies 34.4 109.8 3777

a. Cleveland Aircraft Products
Wheel Assy. No. 40-90
Brake Assy. No. 30-65
Cert. Basis - TSO C26a
b. 6.00-6 Type III 8 Ply
Rating Tires with Regular Tubes
Cert. Basis - TSO C62
PIPER AIRCRAFT CORPORATION

33 A Nose Wheel Assembly

a. Cleveland Aircraft Products
ISSUED: JANUARY 8, 1981

Wheel Assy. No. 40-76F

PA-34-220T, SENECA III

Cert. Basis - TSO C26a 3.8 25.3 96

b. McCauley Industrial Corp.
Wheel Assy. No. D-30625
Cert. Basis - TSO C26b 5.5 25.3 139
c. 6.00-6 Type III 6 Ply
Rating Tire with Regular Tubes
Cert. Basis - TSO C62 9.0 25.3 228
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-23

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(d) Electrical Equipment

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
51 Wing Nav Light (Right)
(Whelen A675-PG-14)
Piper Dwg. 36789-25
Cert. Basis - TSO C30b 0.4 105.0 42
53 Wing Nav Light (Left)
(Whelen A675-PR-14)
Piper Dwg. 36789-25
Cert. Basis - TSO C30b 0.4 105.0 42
55 Fin Strobe (Tail)
(Whelen A470-D-R-5 [3C3] )
WEIGHT AND BALANCE

Piper Dwg. 36789-25 0.3 289.0 87

$7 Power Supply
REPORT: VB-1110

(Whelen A412A-HS-DF-14)
Piper Dwg. 36789-25 1.2 231.0 277
SECTION 6
6-23
6-24
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-24
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(d) Electrical Equipment (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

59 A Landing Lights (2)

(G.E. P/N 4509)
Piper Dwg. 96240-0 1.6 *27.0 43

61 A Battery 12V 35 A.H.

Rebat R35 28.4 -6.2 -176

63 A Voltage Regulator (2)

Piper Dwg. 68804-3 1.0 51.7 52 PIPER AIRCRAFT CORPORATION

65 A Overvoltage Relay (2)

(Prestolite "Wico Div."
ISSUED: JANUARY 8, 1981

P / N FOC-4002B)
Piper PS50034- l 1.0 51.4 51
PA-34-220T, SENECA III

*With nose gear in extended position.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-25

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(d) Electrical Equipment (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)
67 A Battery Relay
Piper Dwg. 63880 l.l -6.2 -7
69 . A Starter Relay (2)
(RBM Control P/N Ill-Ill)
Piper Dwg. 99130-2 1.0 42.8 43
71 A Alternator (2)
(TCM P/N 641669 Prestolite*)

73 B Stall Warning Detector

(Safe Flight 186-2)
Piper Dwg. 78978-6, -7 0.4 80.2 32
WEIGHT AND BALANCE

75 A Stall Warning Horn

(Safe Flight 35214)
Piper Dwg. 78978-6, -7 0.2 64.6 13
REPORT: VB-1110

SECTION 6
6-25

*Included in basic engine dry weight.

6-26
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-26
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(e) Instruments

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
85 B Altimeter - Piper PS50008-4
or -5
Cert. Basis - TSO C IOb I.I 65.9 73
87 B Airspeed Indicator - Piper
PS50049-585
Cert. Basis - TSO C2b 0.6 66.8 40
89 A Compass - Piper Dwg. 67462-7 PIPER AIRCRAFT CORPORATION
Cert. Basis - TSO C7c 0.9 70.0 63
91 A Manifold Pressure (Dual)
ISSUED: JANUARY 8, 1981

Piper Dwg. 37554

Cert. Basis - TSO C45 1.2 66.2 79
PA-34-220T, SENECA III

93 A Fuel Flow Gauge (Dual)

Piper Dwg. 37341-2
Cert. Basis - TSO C47 1.2 66.2 79
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17,.1984
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-27

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17,.1984
ISSUED: JANUARY 8, 1981

(e) Instruments

Item Markif Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
95 A Exhaust Gas Temperature
Gauge (Dual)
Piper Dwg. 87231-2 0.4 67.2 27
97 A Tachometer (Dual)
Piper Dwg. 39648-3 or 39569-2 1.4 65.9 92
99 A Tach Generator Assy (2)
Piper Dwg. 87706-2 or 87706-3 1.2 56.8 68
101 A Cluster Assembly (2)
Piper Dwg. 96898-4 1.9 67.3 128

103 A Engine Hour Meter

WEIGHT AND BALANCE

Piper Dwg. 37731-0 0.3 62.9 19

REPORT: VB-1110

SECTION 6
6-27
6-28
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-28
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(f) Miscellaneous

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

113 A Front Seat Belts (2)

Piper PS50039-4-2
Cert. Basis - TSO C22f l.8 86.9 156

115 A Center Seat Belts (2)

Piper PS50039-4-3
Cert. Basis - TSO C22f l.6 123.0 197

l l7 A Aft Seat Belts (2) PIPER AIRCRAFT CORPORATION

Piper PS50039-4-4
Cert. Basis - TSO C22f l.6 163.0 261
ISSUED: JANUARY 8, 1981

119 B Shoulder Harness - Fixed (Front) (2)

P_iper PS50039-4-24 l.l 120.1 132
PA-34-220T, SENECA III
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: APRIL 9, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-29

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: APRIL 9, 1982
ISSUED: JANUARY 8, 1981

(g) Propeller and Propeller Accessories

(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

125 C Two Propellers

McCauley Model 3AF32C508/
82NFA-6 (Left Wing)
McCauley Model 3AF32C509/
L82NF A-6 (Right Wing)
Cert. Basis - P57GL *35.2 20.3 715

127 S ynchro phasers

a. Piper Dwg. 36890-2 5.9 61.3 362
b. Piper Dwg. 87719-2 (When
heated props are not installed.) 5.5 49.5 272
c. Piper Dwg. 87719-2 (When
heated props are installed.) 5.0 50.0 250
WEIGHT AND BALANCE

129 Propeller Unfeathering

Systems Piper Dwg. 39815 27.6 63.3 1747
REPORT: VB-1110

SECTION 6

*Weight and moment difference between standard and optional equipment.

6-29
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III
Moment
( Lb-In.)

119
Aft Datum
Arm (In.)

38.5
(Pounds)
Weight

3.1
Mark if
lnstl.

Optional Engine Primer System

Engine and Engine Accessories

Item
(Optional Equipment)

Piper Dwg. 37865-4

(h)

Item
No.

131
REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-30 6-30
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-31

(i) Landing Gear and Brakes

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(Optional Equipment)

Item Mark if Weight Arm (ln.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

135 C Heavy Duty Group No. I

a. Cleveland Aircraft Products
40-120C Wheel Assy. (2)
30-83 Brake Assy. (2)
Cert. Basis - TSO C26a
Goodrich 6.00 x 6 Ribbed
Type Ill 8 Ply Rating Tire
with Tube (2)
Cert. Basis - TSO C62 *2.9 109.8 318
b. Goodrich 6.00 x 6 Ribbed
Type Ill 8 Ply Rating Tire
with Tube
Cert. Basis - TSO C62 (Same as standard equipment)
WEIGHT AND BALANCE
REPORT: VB-1110

SECTION 6
6-31

*Weight and moment difference between standard and optional equipment.

6-32
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-32
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
G) Electrical Equipment
(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

143 Reading Lights

a. (2) Grimes #10-0154-1 0.5 149.3 75
b. (2) Grimes #10-0154-1 0.5 115.0 58

145 Wing/Tail Nav and

White Strobe Light (Right)
Whelen A600-PG-D-M-14 0.5 105.0 53

147 Wing/Tail Nav and

PIPER AIRCRAFT CORPORATION
White Strobe Light (Left)
Whelen A600-PR-D-M-14 0.5 105.0 53
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

149 Wing/Tail Nav and

PA-34-220T, SENECA III

Red Strobe Light (Right)

Whelen A600-PG-D-M-R-14 0.5 105.0 53

151 Wing/Tail Nav and

Red Strobe Light (Left)
Whelen A600-PR-D-M-R-14 0.5 105.0 53
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-33

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
(i) Electrical Equipment
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

(Optional Equipment) (cont)

Item Mark if Weight Arm (ln.) Moment

No. Item Inst I. (Pounds) Aft Datum (Lb-ln.)

153 Power Supply

Whelen A413-A-HDA-DF-14 *l.8 231.0 416
(Used with wingtip and
fin strobe lights.)

154 Wing Tip/ Recognition

Lights, Piper Dwg. 87744 1.0 83.0 83

155 Auxiliary Power Receptacle

Piper Dwg. 68815 2.6 -7.8 -20

157 External Power Cable

Piper Dwg. 62355-2 4.6 33.0 152
WEIGHT AND BALANCE

159 Lighter #200462, 12 Volt

Universal 0.2 67.9 14
REPORT: VB-1110

SECTION 6
6-33

*Weight and moment difference between standard and optional equipment.

6-34
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-34
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(k) Instruments
(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

171 Vacuum System Installation 2.2 67.3 148

a. Two Vacuum Pumps
Piper Dwg. 79399-0 & -2 4.6 54.3 250
b. Two Vacuum Pumps
Piper Dwg. 36535-2
(Edo-Aire P/N IUl28A) 4.4 54.3 239
PIPER AIRCRAFT CORPORATION
173 Attitude Gyro, Piper
Dwg. 99002-2, -3, -4 or -8
Cert. Basis - TSO C4c 2.2 64.4 142
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-35

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(k) Instruments
(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
175 Directional Gyro, Piper.
Dwg. 99003-2, -3, -4 or -7
Cert. Basis - TSO C5c 2.6 64.7 168
177 Horizontal Situation Indicator (HSI)
(Mitchell P /N NSD-360A)
Cert. Basis - TSO C6c, C9c, C52a 4.9 63.9 313
178 Horizontal Situation Indicator (HSI)
(Mitchell P /N NSD-360A-Slaved)
Cert. Basis - TSO C6c, C9c, C52a 7.7 116.6 898
179 C Tru-Speed Indicator
WEIGHT AND BALANCE

Piper PS50049-58T
Cert. Basis - TSO C2~ (Same as standard equipment)
REPORT: VB-1110

SECTION 6
6-35
6-36
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-36
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(k) Instruments
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

181 C Encoding Altimeter

Piper PS50008-6 or -7
Cert. Basis - TSO C lOb, C88 *0.9 65.9 59

183 Altitude Digitizer (United

Instruments P/N 5125-P3)
Cert. Basis - TSO C88 1.0 56.2 56
PIPER AIRCRAFT CORPORATION
185 Narco AR-500 Altitude Encoder
Cert. Basis - TSO C88 1.0 57.5 58
ISSUED: JANUARY 8, 1981

187 Vertical Speed -

a. Piper Dwg. 99010-2, -4 or -5
PA-34-220T, SENECA III

1.0 65.9 66
b. Piper Dwg. 99010-3 .5 67.2 34
Cert. Basis - TSO C8b

*Weight and moment difference between standard and optional equipment.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-37

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
(k) Instruments
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

189 Turn and Slip Indicator

Piper,P,S50030-2 or -3
Cert/Basis - TSO C3b 2.6 64.7 168

191 MK.IO Radar Altimeter

Piper Dwg. 37693-2 5.4 181.3 979

193 King KRA-10 Radio

.•· Altimeter 4.3 202.0 869

195 Clock 0.4 67.4 27

197 Digital Clock

WEIGHT AND BALANCE

Piper Dwg. 37754-4 0.3 76.6 23

Air Temperature Gauge

REPORT: VB-1110

199
Piper Dwg. 79316 .2 77.6 16
SECTION 6
6-37
6-38
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-38
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(k) Instruments
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

207 Vertical Speed

a. Piper Dwg. 99010-2, -4 or -5 1.0 65.9 66
b. Piper Dwg. 99010-3 0.5 67.2 34
Cert. Basis - TSO C8b

209 Altimeter, Piper

PS50008-4 or -5 PIPER AIRCRAFT CORPORATION
Cert. Basis - TSO CI Ob 1.0 65.9 66

211 Turn and Slip Indicator

ISSUED: JANUARY 8, 1981

Piper PS50030-2 or -3
Cert. Basis - TSO C3b 2.6 64.7 168
PA-34-220T, SENECA III

213 Clock 0.4 67.4 27

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-39

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(k) Instruments
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

207 Vertical Speed

a. Piper Dwg. 99010-2, -4 or -5 1.0 65.9 66
b. Piper Dwg. 99010-3 0.5 67.2 34
Cert. Basis - TSO C8b

209 Altimeter, Piper

PS50008-4 or -5
Cert. Basis - TSO C 1Ob 1.0 65.9 66

211 Turn and Slip Indicator

Piper PS50030-2 or -3
Cert. Basis - TSO C3b 2.6 64.7 168
WEIGHT AND BALANCE

213 Clock 0.4 67.4 27

REPORT: VB-1110

SECTION 6
6-39
6-40
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-40 FEBRUARY 25, 1982
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(1) Autopilots
(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

217 King KFC-200 Flight Control

System, KI-256 Flight Director
and 3" Gyros
Cert. Basis - STC SA1147CE 49.4 145.0 7163

219 King KFC-200 Flight Control

System, KG-258 Attitude Horizon
Indicator and 3" Gyros PIPER AIRCRAFT CORPORATION
Cert. Basis - STC SA1147CE 49.4 145.0 7163

221 Autopilot Century 21

ISSUED: JANUARY 8, 1981

Piper Dwg. 39796

Cert. Basis - STC SA3384SW-D 12. 76.4 917
PA-34-220T, SENECA III
FEBRUARY 25, 1982

223 Autopilot Century 41 24.2 146.1 3536

a. Horizon Ind. 52D267 2.8 64.3 180
b. Steering Horizon 52D 177 3.3 64.1 212
c. Steering Horizon 52C77 3.7 63.8 236
d. Directional Gyro 52D254 3.3 64.4 213
Piper Dwg. 39795
Cert. Basis - STC SA3371SW-D
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-41

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
(m) Radio Equipment
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
225 Bendix 2011 Dual Comm/Nav
Cert. Basis - TSO C34c, C35d,
C36c, C37b, C40a 16.8 66.8 1122
227 Bendix IU 20148 Indicator
a. Single 1.9 63.4 120
b. Dual 3.8 63.4 241
Cert. Basis - TSO C34c, C36c,
C40a, C66c

229 Bendix TR-2060 Transponder

Cert. Basis - TSO C74c *2.8 63.6 178
WEIGHT AND BALANCE
REPORT: VB-1110

SECTION 6
6-41

*Weight includes antenna and cable.

6-42
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-42
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

231 Bendix - ADF 2070 w/2073 Antenna

a. Single *6.0 118.1 709
b. Dual **10.6 125.0 1325
Cert. Basis - TSO C41c, C2a

233 Bendix DME 2030

Cert. Basis - TSO C66a *10.3 22.9 236

235 Bendix NCP-2040 PIPER AIRCRAFT CORPORATION

Nav Programmer 5.4 64.2 347

237 Bendix lU 2016A Interface

ISSUED: JANUARY 8, 1981

Cert. Basis - TS DOT- I60, C2a 4.9 27.2 133

PA-34-220T, SENECA III

239 Bendix Blower 14 VDC I.I 58.6 64

*Weight includes antenna and cable.

**Weight includes dual antenna and cable.
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-43

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(m) Radio Equipment

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)
241 Collins VHF-250 or VHF-251
Comm Transceiver
a. Single 4.0 61.9 248
b. Dual 8.1 61.9 501
Cert. Basis - TSO C37b, C38b

243 Collins VIR-350 or VIR-351

Nav Receiver
a. Single 3.9 62.4 243
b. Dual 7.9 62.4 493
Cert. Basis - TSO C40a, C36c

245 Collins IND-350 ( )

WEIGHT AND BALANCE

VOR/LOC Indicator
a. Single 1.0 65.2 65
b. Dual 2.0 65.2 130
REPORT: VB-1110

Cert. Basis - TSO C40a, C36c

SECTION 6
6-43
6-44
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-44
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)
247 Collins IND-351 ( )
VOR/LOC/GS Indicator
Cert. Basis - TSO C40a, C36c 1.3 65.2 85

249 Collins GLS-350 Glide Slope

Receiver
Cert. Basis - TSO C34c *3.6 86.8 312

251 Collins ANS 351 R-NAV PIPER AIRCRAFT CORPORATION

Cert. Basis - TSO C36c 3.8 63.2 240

253 Collins DCE 400 Distance

ISSUED: JANUARY 8, 1981

Computing Equipment
2.1 63.9 134
PA-34-220T, SENECA III

Cert. Basis - TSO C40a

255 Collins DME-451 with Ind.

450/451
Cert. Basis - TSO C66a 8.8 26.3 231

*Weight includes antenna and cable.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-45

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(m) Radio Equipment

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
257 Collins RCR-650 ADF Receiver
and Antenna and IND-650
Indicator
Cert. Basis - TSO C4 lc 7.0 122.1 855

259 Collins RCR-650A ADF

Receiver and Antennas and
IND-650A Indicator
Cert. Basis - TSO C4lc 7.7 116.7 899

261 Collins AMR-350 Audio/

Marker Panel
Cert. Basis -TSO C35d, C50b *3.3 123.9 409
WEIGHT AND BALANCE

263 Collins TDR-950 Transponder

Cert. Basis - TSO C74c *2.8 62.5 175
REPORT: VB-1110

SECTION 6
6-45

*Weight includes antenna and cable.

6-46
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

(m) Radio Equipment
6-46
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

264 King KX 155 VHF Comm/Nav

Receiver
a With Audio Amplifier 5.0 63.1 316
b. Glide Slope Receiver 5.3 63.1 334
c. Without Glide Slope Receiver 4.8 63.1 303
Cert. Basis - TSO C37b, C38b,
C40a, C36a

265 King KX 165 VHF Comm/Nav PIPER AIRCRAFT CORPORATION

Receiver
a. With Glide Slope Receiver 5.7 63.0 359
REVISED: FEBRUARY 25, 1982

b. Without Glide Slope Receiver 5.1 63.1 322

ISSUED: JANUARY 8, 1981

Cert. Basis - TSO C37b, C38b,

C40a, C36a
PA-34-220T, SENECA III

266 King KX 170 ( ) (VHF

Comm/Nav)
a. Transceiver, Single 7.5 61.6 462
b. Transceiver, Dual 15.0 61.6 924

267 King KR-21 Marker Beacon *2.2 128.3 282

*Weight includes antenna and cable.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-47

(m) Radio Equipment

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
269 King KNS-80 R-Nav 7.0 62.3 436
a. King KA-20 14 voe Blower 0.9 52.4 47

271 King KNS-81 Area Nav

Includes KN-63 DME, KDI-572
Indicator and KA-60 Antenna
and Cable, Piper Dwg. 39810
Cert. Basis - TSO C34c, C36c, C40a 10.4 52.9 550

272 King KI 202 VOR/LOC

Indicator
Cert. Basis - TSO C40a, C36c 1.3 65.9 86

273 King KI-206 R-Nav Indicator

WEIGHT AND BALANCE

Cert. Basis - TSO C34c, C36c,

C40a 1.3 61.6 80
REPORT: VB-1110

275 King KN-62A DME 3.3 63.3 209

SECTION 6
6-47
6-48
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-48
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional ~quipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

277 King KT 76 ( ) Transponder

Cert. Basis - TSO C746 *3.1 63.l 196

279 King KMA-24 Audio Control

Panel 1.7 65.3 II I

281 King KN-53 Nav Receiver with

GS Receiver
a. Single 3.2 63.0 202
PIPER AIRCRAFT CORPORATION
b. Dual 6.4 63.0 403
REVISED: FEBRUARY 25, 1982

Cert. Basis - TSO C40a, C34c, C36c

ISSUED: JANUARY 8, 1981

283 King KN-53 Nav Receiver

PA-34-220T, SENECA III

Cert. Basis - TSO C40a, C34c, C36c 2.8 63.0 176

284 King KR-86 with KA-42B

Loop and Sense Antenna 7.6 104.3 793

*Weight includes antenna and cable.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-49

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
(m) Radio Equipment
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

285 King KR-87 ADF Receiver

and Ind.
a. Single 4.0 64.0 256
b. Dual 7.4 63.7 471
c. KA 44B Antenna
(1) Single *3.6 179.1 645
(2) Dual *7.2 194.5 1400
d. Audio Amp. without KMA 24 0.8 54. l 43
Cert. Basis - TSO C4lc

287 King KX 175 ( ) VHF

a. Transceiver 7.5 61.6 462
b. King KN 72 VOR/LOC
WEIGHT AND BALANCE

Converter 1.3 12.0 16

c. King KN 75 Glide Slope
Receiver 1.6 12.7 20
REPORT: VB-1110

d. King KI-204 VOR/ILS

Indicator 2.8 65.5 183
Cert. Basis - TSO C36c, C37b,
SECTION 6

C38b, C40a
6-49

*Weight includes antenna and cable.

6-50
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-50
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

289 King KX 175 ( )VHF

a. Transceiver (2nd) 7.5 61.6 462
b. King KN 72 VOR/LOC
Converter 1.3 12.0 16
c. King KI-203 VOR/LOC
Indicator 1.6 65.5 105
Cert. Basis - TSO C36c, C37b,
C38b, C40a
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982

291 King KY-196E Transceiver

ISSUED: JANUARY 8, 1981

W/RB 125 Power Booster

a. Single 5.7 80.7 460
PA-34-220T, SENECA III

b. Dual 11.4 80.7 920

Cert. Basis - TSO C37b, C38b

293 King KY-197 Transceiver

a. Single 4.2 63.7 268
b. Dual 8.4 63.7 535
Cert. Basis - TSO C37b, C38b
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-51

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

(m) Radio Equipment

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
295 King KI-208 VOR/LOC Indicator
Cert. Basis - TSO C34c, C36c, C40a 1.0 64.9 65
297 King KI-209 VOR/LOC/GS
Indicator
Cert. Basis - TSO C34c, C36c, C40a 1.2 64.9 78
299 Antenna and Cable
a. Nav Receiving VRP 37 or
AV-12PPR 1.4 209.4 293
b. # 1 VHF Comm PS50040- l 8 1.4 146.3 205
c. #2 VHF Comm PS50040-l8 1.5 181.1 272
WEIGHT AND BALANCE

301 Anti Static Antenna and Cable

a. #l VHF Comm 1.5 162.7 244
b. #2 VHF Comm l.6 192.5 308
REPORT: VB-1110

c. Single ADF Sense 0.6 160.0 96

SECTION 6
6-51
6-52
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-52
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

302 Marker Beacon Antenna

Comant C 1 102
Piper Dwg. 39737-6 *1.2 199.0 239
303 Emergency Locator Transmitter
(Narco Model ELT-10) 3.5 267.2 935
a. Antenna and Coax 0.3 255.4 77 PIPER AIRCRAFT CORPORATION
b. Shelf and Access Hole 0.5 266.4 133
Cert. Basis - TSO C91
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

305 Microphone
Telex Acoustics Model lO0T /NH
PA-34-220T, SENECA III

a. Single - Piper Dwg. 79036-3 0.3 70.8 21

b. Dual - Piper Dwg. 79036-4 0.6 70.8 42
Narco Model M700B
c. Single - Piper Dwg. 79036-5 0.6 69.9 42
d. Dual - Piper Dwg. 79036-6 1.2 69.9 84

*Weight includes antenna coax wire to Marker Beacon Receiver.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-53

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(m) Radio Equipment

(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

307 Boom Microphone - Headset

Piper Dwg. 37921-3 or -9
Telex 5 x 5 Mark II
(P / N 62629-00)
a. Single 0.3 85.5 26
b. Dual 0.6 85.5 51
309 Cabin Speaker, Piper Dwg. 99820 I.I 97.5 107

311 Headset, Piper Dwg. 68856-10 0.5 65.0 33

WEIGHT AND BALANCE

313 Bendix Radar

Piper Dwg. 37916-2
REPORT: VB-1110

Cert. Basis - TSO C63b 19.5 12.4 242

SECTION 6
6-53
6-54
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-54
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

315 Bendix Radar

Piper Dwg. 37916-9 or 37916-10
Cert. Basis - TSO C63b 23.5 21.2 498

317 Radio Shelf, Piper Dwg. 69977-2 0.9 229.0 206

319 RCA - WeatherScout II Color

Radar, Piper Dwg. 37916-7
PIPER AIRCRAFT CORPORATION
Cert. Basis - TSO C63b 25.0 24.3 608
REVISED: FEBRUARY 25, 1982

321 RCA - WeatherScout II

ISSUED: JANUARY 8, 1981

Monochrome Radar
PA-34-220T, SENECA III

Piper Dwg. 37916-5

Cert. Basis - TSO C63b 15.7 9.2 144
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE
Moment
(Lb-In.)

1032

(Same as standard equipment)

Aft Datum
Arm (In.)

172.0
(Pounds)
Weight

6.0
Mark if
lnstl.

Stainless Steel Control Cables

Item

Zinc Chromate Finish

. (Optional Equipment)
Miscellaneous
(n)

Item

383
381
No.
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
6-55 6-55
6-56
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-56
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

385 Ice Protection System Installation

Piper Dwg. 37700
a. Windshield Heating Unit
Piper Dwg. 37700-12 2.6 59.6 155
b. Heated Pitot Head
Piper Dwg. 39563-4 or -6 0.4 100.0 40
c. Ice Light Kit PIPER AIRCRAFT CORPORATION
Piper Dwg. 87291-3 0.4 72.0 29
d. Electrothermal Hartzell
REVISED: FEBRUARY 25, 1982

Propeller Deicing System

ISSUED: JANUARY 8, 1981

Piper Dwg. 37700- IO 11.6 39.2 455

e. Electrothermal McCauley
PA-34-220T, SENECA III

Propeller Deicing System

Piper Dwg. 37700-11 10.2 28.0 286
f. Pneumatic Deicing System
Including Vacuum Pumps
Piper Dwg. 37700-9 34.3 111.9 3838
C g. Heated Stall Warning
Piper Dwg. 87291-2 0.2 79.8 16
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-57

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(n) Miscellaneous
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

387 Fuel Cells, Piper Dwg. 37077-3

Cert. Basis - TSO C80 6.2 93.6 580

389 Air Conditioning Installation 53.1 108.6 5767

391 Ground Ventilating Blower

Piper Dwg. 79273-5 8.1 207.3 1679

393 Super Cabin Sound Proofing

Piper Dwg. 78480 24.2 107.2 2594
WEIGHT AND BALANCE
REPORT: VB-1110

SECTION 6
6-57
6-58
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-58
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous
(Optional Equipment)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

395 Adjustable Front Seat (Left)

Piper Dwg. 79592-0/79592-2 *4.6 84.7 390

397 Adjustable Front Seat (Right)

Piper Dwg. 79592- l / 79592-3 *4.6 84.1 387

399 Jump Seat (with seat belts)

Piper Dwg. 78108-9 9.2 122.3 1125 PIPER AIRCRAFT CORPORATION

401 Club Seating (with Headrests)

Piper Dwg. 37825-3 *13.2 90.4 1193
ISSUED: JANUARY 8, 1981

403 Inboard Armrest - Aft Seats 2.6 152.0 395

PA-34-220T, SENECA III

405 Headrests (2) Front

Piper Dwg. 79337-18 2.0 QQ 5 199

.*Weight and moment difference between standard and optional equipment.

 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-59

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(n) Miscellaneous
(Optional Equipment) (cont)

·Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

407 Headrests (2) Center

Piper Dwg. 79337-18 2.0 132.1 264

409 Headrests (2) Rear

Piper Dwg. 79337-18 2.0 171.5 343

411 C Shoulder Harness - Inertia

(Front) (2)
Piper PS50039-4-21 *0.2 120.1 24

413 Shoulder Harness - Fixed

(Center) (2)
Piper PS50039-4-22 I.I 133.9 147
WEIGHT AND BALANCE

415 Shoulder Harness - Inertia

(Center) (2)
REPORT: VB-1110

Piper PS50039-4-19 1.3 133.9 174

SECTION 6
6-59

*Weight and moment difference between standard and optional equipment.

6-60
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-60
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

417 Shoulder Harness - Fixed

(Rear) (2)
Piper PS50039-4-22 l.l 181.5 200

419 Shoulder Harness - Inertia

(Rear) (2)
Piper PS50039-4- l 9 1.3 181.5 236

421 Assist Straps, Piper Dwg; 79455 0.3 120.0 36

PIPER AIRCRAFT CORPORATION

423 Curtain and Rod Installation

Piper Dwg. 39760-3 143.6 747
ISSUED: JANUARY 8, 1981

5.2
PA-34-220T, SENECA III

425 Refreshment Console 7.0 118.5 830

427 Executive Writing Table

Piper Dwg. 36800-2 3.9 **185.6 724
429 Deluxe Carpeting *-3.4 120.0 -408

*Weight and moment difference between standard and optional equipment.

**Stowed position.
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-61

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(n) Miscellaneous
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)

431 Luxurious Interior

Piper Dwg. 67954-3 25.0 120.0 3000

433 Fire Extinguisher

Piper Dwg. 87269-2
(Graviner HAIOl4-0I) 5.6 62.8 352

435 Tow Bar, Piper Dwg. 96331-0 4.4 8.0 35

437 Oxygen System - Scott Aviation

MK Ill (Incl. (I) Mike Mask)
a. Piper Dwg. 37684 (Forward
WEIGHT AND BALANCE

Facing Seating Arrangement)

Scott 802180-00 41.0 112.9 4629
b. Piper Dwg. 37825-4 (Club
REPORT: VB-1110

Seating Arrangement)
Scott 802180-0 I 41.6 112.9 4697
SECTION 6
6-61
6-62
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-62
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous
(Optional Equipment) (cont)

Item Mark if Weight Arm (In.) Moment

No. Item lnstl. (Pounds) Aft Datum (Lb-In.)

439 Fixed Oxygen System - Scott

Aviation, Ambassador MK III
System, Piper Dwg. 36960-3
a. Charged 45.5 201.3 9159
b. Uncharged 40.2 200.l 8044
PIPER AIRCRAFT CORPORATION
441 Locking Fuel Cap
Piper Dwg. 39824-2 *O. I 94.l 9
REVISED: AUGUST 17, 1981
ISSUED: JANUARY 8, 1981

*Weight and moment difference between standard and optional equipment.

PA-34-220T, SENECA III

TOT AL OPTIONAL EQUIPMENT

PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE
Base Color ___________________ Registration No. Color ___________

Trim Color _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Type Finish _______________

Accent Color__________________
EXTERIOR FINISH
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
6-63 6-63
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-64 6-64
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-65

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(o) Maximum Zero Fuel Weight Increase

Certain items of optional equipment are either partially or wholly installed in the wing of the Seneca III, and
hence need not be counted against the centerline loading restriction. The following is a list of these items:

Mark if Amount By Which Max. Zero

Item lnstl. Fuel Weight May Be Increased
(Pounds)

Optional Engine Primer System

Piper Dwg. 37865-4 1.4

Two Propellers
McCauley Model 3AF32C508/82NFA-6
(Left Wing)
McCauley Model 3AF32C509/L82NFA-6
(Right Wing)
Cert. Basis - P57GL 15.8
WEIGHT AND BALANCE
REPORT: VB-1110

SECTION 6
6-65
6-66
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-66
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(o) Maximum Zero Fuel Weight Increase (cont)

Mark if Amount By Which Max. Zero

Item Instl. Fuel Weight May Be Increased
(Pounds)

Synchrophasers
Piper Dwg. 36890 1.4

Heavy Duty Group No. I

a. Cleveland Aircraft Products
40-120 Wheel Assy. (2)
30-83 Brake Assy. (2)
PIPER AIRCRAFT CORPORATION
Cert. Basis - TSO C26a
b. Goodrich 6.00 x 6 Ribbed
ISSUED: JANUARY 8, 1981

Type III 8 Ply Rating Tire

With Tube (2)
PA-34-220T, SENECA III

Cert. Basis - TSO C62 0.3

Strobe Lights (Wing Tip) (Whelen)
Piper Dwg. 36789-26, -27 2.5
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

WEIGHT AND BALANCE

REPORT: VB-1110

SECTION 6
6-67

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

(o) Maximum Zero Fuel Weight Increase (cont)

Mark if Amount By Which Max. Zero

Item Instl. Fuel Weight May Be Increased
(Pounds)

Vacuum System Installation

Two Vacuum Pumps
Piper Dwg. 79399-0 & -2* 2.2*

Heated Pitot Head

Piper Dwg. 37700 0.5

Electrothermal Hartzell Propeller

Deicing System
Piper Dwg. 87281 4.9

Electrothermal McCauley Propeller

WEIGHT AND BALANCE

Deicing System
Piper Dwg. 87281 4.2
REPORT: VB-1110

SECTION 6

*Not installed with pneumatic deicing system.

6-67
6-68
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
PIPER AIRCRAFT CORPORATION
REVISED: FEBRUARY 25, 1982
ISSUED: JANUARY 8, 1981

PA-34-220T, SENECA III

6-68
REPORT: VB-1110

WEIGHT AND BALANCE

SECTION 6
(o) Maximum Zero Fuel Weight Increase (cont)

Mark if Amount By Which Max. Zero

Item Instl. Fuel Weight May Be Increased
(Pounds)

Pneumatic Deicing System

Including Vacuum Pumps
Piper Dwg. 37700-9 22.4

Fuel Cells
Piper Dwg. 37077-3
Cert. Basis - TSO C80 7.9 PIPER AIRCRAFT CORPORATION

Air Conditioning Installation

REVISED: FEBRUARY 25, 1982

Piper Dwg. 36809-3 19.3

ISSUED: JANUARY 8, 1981

Total of Installed Items = lbs.

PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6
PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE
(Max. Zero Fuel Wt.) + (Wing Options) = New Max. Zero Fuel Wt.

lbs.

Maximum zero fuel weight shall not exceed

Therefore, the new maximum zero fuel wt. of the airplane is:

maximum landing weight of 4513 lbs.

lbs.) =

CAUTION
(4470 lbs.) + (
Standard
ISSUED: ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110
6-69 6-69
SECTION 6 PIPER AIRCRAFT CORPORATION SECTION 6 PIPER AIRCRAFT CORPORATION
WEIGHT AND BALANCE PA-34-220T, SENECA III WEIGHT AND BALANCE PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
6-70 6-70
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS

Paragraph Page Paragraph Page

No. No. No. No.

7.1 The Airplane............................................................................. 7-1 7.1 The Airplane............................................................................. 7-1

7.3 Airframe ................................................................................... 7-1 7.3 Airframe ................................................................................... 7-1
7.5 Engines ..................................................................................... 7-2 7.5 Engines ..................................................................................... 7-2
7.7 Propellers.................................................................................. 7-5 7.7 Propellers.................................................................................. 7-5
7.9 Landing Gear............................................................................ 7-6b 7.9 Landing Gear............................................................................ 7-6b
7.11 Brake System............................................................................ 7-11 7.11 Brake System............................................................................ 7-11
7.13 Flight Control System .............................................................. 7-12 7.13 Flight Control System .............................................................. 7-12
7.15 Fuel System .............................................................................. 7-13 7.15 Fuel System .............................................................................. 7-13
7.17 Electrical System...................................................................... 7-18 7.17 Electrical System...................................................................... 7-18
7.19 Vacuum System ........................................................................ 7-22 7.19 Vacuum System ........................................................................ 7-22
7.21 Pitot Static System ................................................................... 7-24 7.21 Pitot Static System ................................................................... 7-24
7.23 Instrument Panel....................................................................... 7-26 7.23 Instrument Panel....................................................................... 7-26
7.25 Heating, Ventilating and Defrosting System ............................ 7-30 7.25 Heating, Ventilating and Defrosting System ............................ 7-30
7.27 Cabin Features.......................................................................... 7-33 7.27 Cabin Features.......................................................................... 7-33
7.29 Stall Warning............................................................................ 7-35 7.29 Stall Warning............................................................................ 7-35
7.31 Baggage Area ........................................................................... 7-36 7.31 Baggage Area ........................................................................... 7-36
7.33 Finish........................................................................................ 7-37 7.33 Finish........................................................................................ 7-37
7.35 Piper External Power................................................................ 7-37 7.35 Piper External Power................................................................ 7-37
7.37 Emergency Locator Transmitter............................................... 7-37 7.37 Emergency Locator Transmitter............................................... 7-37
7.39 Piper Control Wheel Clock ...................................................... 7-40 7.39 Piper Control Wheel Clock ...................................................... 7-40

REPORT: VB-1110 REPORT: VB-1110

7-i 7-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

7-ii 7-ii
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

SECTION7

DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS

7.1 THE .AIRPLANE

The Seneca III is a twin-engine, all metal, retractable landing gear,
turbocharged airpJane. It has seating for up to seven occupants and two
separate one hundred pound luggage compartments.
7.3 AIRFRAME
The basic airframe is of aluminum alloy with steel engine mounts and
landing gear and thermo-plastic or fiberglass fairings. Aerobatics are
prohibited in this airplane since the structure is not designed for aerobatic
loads.

The fuselage is a semi-monocoque structure. There is a front door on the

· right side and a rear door on the left A cargo door is installed aft of the rear
passenger door. Both rear doors may be opened for loading. large pieces of
cargo. A door on the left side of the nose section gives access to the nose
section baggage compartment.

The wing is of a conventional design and employs a laminar flow

NACA 652-415 airfoil section. The main spar is located at approximately
40% of the chord aft of the leading edge. The wings are attached to the
fuselage by the insertion of the butt ends of the spar into a spar box carry-
through, which is an integral part of the fuselage structure. The bolting of the
spar ends into the spar box carry-through structure, which is located under
the center seats, provides in effect a continuous main spar. The wings are
also attached fore and aft of ·the main spar by an auxiliary front spar and a
rear spar. The rear spar, in addition to taking torque and drag loads,
provides a mount for flaps and ailerons. Each wing contains two fuel tanks
as standard equipment An optional third tank may be installed on each side.
The tanks on one side are filled through a single filler neck located well
I
outboard of the engine nacelle.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7-1 REVISED: SEPTEMBER 17, 1984 7-1
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

I A vertical stabilizer, an all-movable horizontal stabilator. and a rudder

make up the empennage. The stabilator incorporates an anti-servo tab which
improves longitudinal stability and provides longitudinal trim. This tab
moves in the same direction as the stabilator, but with increased travel.
Rudder effectiveness is increased by an anti-servo tab on the rudder.
7.5 ENGINES
The Seneca III is powered by two Teledyne Continental six-cylinder
turbocharged engines each rated at 200 horsepower at 2600 R P M maximum
continuous at sea level and 220 horsepower at 2800 RPM takeoff power for
five minutes. The engines are air cooled and fuel injected and are equipped
with oil coolers with low temperature bypass systems and engine mounted
oil filters. A winterization plate is provided to restrict air during winter
operation. (See Winterization in Handling and Servicing Section.) Asym-
metric thrust during takeoff and climb is eliminated by the counter-rotation
of the engines, the left engine rotating in a clockwise direction when viewed
from the cockpit, and the right engine rotating counterclockwise.

The engines are accessible through removable panels, one on either side
of each engine cowling. Engine mounts are constructed of steel tubing, and
dynafocal engine mounts are provided to reduce vibration.
A Ray-Jay turbocharger on each engine is operated by exhaust gases.
Exhaust gases rotate a turbine wheel, which in turn drives an air compressor.
Induction air is compressed (supercharged) and distributed into the engine
air manifold, and the exhaust gases which drive the compressor are dis-
charged overboard. Engine induction air is taken from within the cowling, is
filtered, and is then directed into the turbocharger compressor inlet. Each
engine cylinder is supplied with pressurized air in operation from sea level to
maximum operating altitude. The pressure relief valve protects the engine
from inadvertently exceeding 42 inches Hg; 40 inches Hg is manually set
with the throttles. The turbo bypass orifice is preset for 40 inches Hg at
12,000 feet density altitude at full throttle and 2600 RPM.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-2 REVISED: SEPTEMBER 17, 1984 7-2 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

The intake filter air box incorporates a manually operated two-way

valve designed to allow induction air either to pass into the compressor
through the filter or to bypass the filter and supply heated air directly to the
turbocharger. There is an automatic alternate air door which opens in the
I
event that the primary air source becomes blocked. Alternate air selection
ensures induction air flow should the filter become blocked. Since the air is
heated, the alternate air system offers protection against induction system
blockage caused by snow or freezing rain, or by the freezing of moisture
accumulated in the induction air filter. Alternate air is unfiltered; therefore,
it should not be used during ground operation when dust or other con-
taminants might enter the system. The primary (through the filter) induction
source should always be used for takeoffs.
The fuel injection system incorporates a metering system which
measures the rate at which turbocharged air is being used by the engine and
dispenses fuel to the cylinders proportionally. Fuel is supplied to the injector
pump at a greater rate than the engine requires. The excess fuel is returned
to the fuel tank by the vapor return line. The fuel injection system is a
"continuous flow" type.
To obtain maximum efficiency and time between overhauls from the
engines, follow the procedures recommended in the Teledyne Continental
I
Operator's Manual provided with the airplane.
Engine controls consist of a throttle, a propeller control and a mixture
control lever for each engine. These controls are located on the control
quadrant on the lower center of the instrument panel where they are
accessible to both the pilot and the copilot. The controls utilize teflon-lined
control cables to reduce friction and binding.
The throttle levers are used to adjust the manifold pressure. They
incorporate a gear up warning horn switch which is activated during the _last
portion of travel of the throttle levers to the low power position. If the
landing gear is not locked down, the horn will sound until the gear is down
and locked or until the power setting is increased. This is a safety feature to
warn the pilot of an inadvertent gear up landing.
All throttle operations should be made with a smooth, not too rapid
movement to prevent unnecessary engine wear or damage to the engines,
and to allow time for the turbocharger speed to stabilize.
The propeller control levers are used to adjust the propeller speed from
high RPM to feather.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 7-3 REVISED: FEBRUARY 25, 1982 7-3
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

_,

''I
'.

: II
PULL-a..osE ! '

L COWL R
FLAP
PUSH-OPEN

COWL FLAP CONTROL

Figure 7-1
The mixture control levers are used to adjust the air to fuel ratio. An
engine is shut down by the placing of the mixture lever in the full lean (idle
cut-off) position. ··

The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle,
propeller, and mixture controls or to lock the controls in a selected position.

The alternate air controls are located on the control quadrant just below
the engine control levers. When an alternate air lever is in the up, or off,
position the engine is operating on filtered air; when the lever is in the down,

I
or on, position the engine is operating on unfiltered, heated air. Should the
primary air source become blocked the automatic alternate air door will
automatically select unfiltered heated air.

The cowl flap control levers (Figure 7-1), located below the control
quadrant, are used to regulate cooling air for the engines. The levers have
three positions: full open, full closed, and intermediate. A lock incorporated

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-4 REVISED: FEBRUARY 25, 1982 7-4 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

in each control lever locks the cowl flap in the selected position. To operate
the cowl flaps, depress the lock and move the lever toward the desired
setting. Release the lock after initial movement and continue movement of
the lever. The control will stop and lock into place at the next setting. The
lock must be depressed for each selection of a new cowl flap setting. The
intermediate lever position is used for climb and single engine operation.
The full open position is available when abnormal temperatures are
encountered.

7.7 PROPELLERS
Counter-rotation of the propellers provides balanced thrust during
takeoff and climb and eliminates the "critical engine" factor in single engine
flight.
Two-blade, constant speed, controllable pitch and feathering Hartzell
propellers are installed as standard equipment. The propellers mount
directly to the engine crankshafts. Pitch is controlled by oil and nitrogen
pressure. Oil pressure sends a propeller toward the high RPM or unfeather
position; nitrogen pressure sends a propeller toward the low RPM or feather
position and also prevents propeller overspeeding. The recommended
nitrogen pressure to be used when charging the unit is listed on placards on
the propeller domes and inside the spinners. This pressure varies with
ambient temperature at the time of charging. Although dry nitrogen gas is
recommended, compressed air may be used provided it contains no
moisture. For more detailed instructions, see "Propeller Service" in the
Handling and Service Section of this handbook.
Governors, one on each engine, supply engine oil at various pressures
through the propeller shafts to maintain constant RPM settings. A
governor controls engine speed by varying the pitch of the propeller to match
load torque to engine torque in response to changing flight conditions.
Each propeller is controlled by the propeller control levers located in the
center of the power control quadrant. Feathering of a propeller is accom-
plished by moving the control fully aft through the low RPM detent. into the
"FEATHER" position. Feathering takes place in approximately six .
seconds. Unfeathering is accomplished by moving the propeller control.
forward and engaging the starter until the propeller is windmilling.
An optional propeller unfeathering system may be installed which
consists of increased capacity governors, gas charged accumulators and a
latching propeller control lever.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 9, 1982 7-5 REVISED: APRIL 9, 1982 7-5
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

The feathering governors are designed to operate in the conventional

manner in addition to their accumulator unfeathering capability.
The accumulators store engine oil under pressure from the governors
which is released back to the governors for propeller unfeathering when the
propeller control lever is unlatched and moved forward from the feathered
position.
The feathering latches hold the propeller control lever in the feathered
position and prevent inadvertent unfeathering. These latches must be
manually released (pushed forward) to unfeather the propeller but do not
change the feathering procedure.
With this system installed the feathering time is 10 - 17 seconds and
unfeathering times is 8 - 12 seconds depending on the oil temperature.
A feathering lock, operated by centrifugal force, prevents feathering
during engine shut down by making it impossible to feather any time the
engine speed falls below 800 RPM. For this reason, when airborne, and the
pilot wishes to feather a propeller to save an engine, he must be sure to move
the propeller control into the "FEATHER" position.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-6 REVISED: APRIL 9, 1982 7-6 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED: APRIL 9, 1982 REPORT: VB-1110 ISSUED: APRIL 9, 1982 REPORT: VB-1110
7-6a 7-6a
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.9 LANDING GEAR

The Seneca III is equipped with hydraulically operated, fully retract-
able, tricycle landing gear.
Hydraulic pressure for gear operation is furnished by an electrically
I
powered, reversible hydraulic pump (refer to Figures 7-5, 7-7 and 7-8). The
pump is activated by a two-position gear selector switch located to the left of
the control quadrant on the instrument panel (Figure 7-3). The gear selector
switch, which has a wheel-shaped knob, must be pulled out before it is moved
to the "UP" or "DOWN" position. When hydraulic pressure is exerted in one
direction, the gear is retracted; when it is exerted in the other direction, the
gear is extended. Gear extension or retraction normally takes six to seven
seconds.

CAUTION
If the landing gear is in transit, and the
hydraulic pump is running, it is NOT advisable
to move the gear selector switch to the opposite
position before the gear has reached its full
travel limit, because a sudden reversal may
damage the electric pump.
The landing gear is designed to extend even in the event of hydraulic
failure. Since the gear is held in the retracted position by hydraulic pressure,
should the hydraulic system fail for any reason, gravity will allow the gear to
extend. When the landing gear is retracted, the main wheels retract inboard
into the wings and the nose wheel retracts forward into the nose section.
Aerodynamic loads and springs assist in gear extension and in locking the
gear in the down position. During gear extension, once the nose has started
toward the down position, the airstream pushes against it and assists in
moving it to the downlocked position. After the gears are. down and the
downlock hooks engage, springs maintain force on each hook to keep it
locked until it is released by hydraulic pressure.

REPORT: VB-1110 ISSUED: APRIL 9, 1982 REPORT: VB-1110 ISSUED: APRIL 9, 1982
7-6b REVISED: OCTOBER 16, 1989 7-6b REVISED: OCTOBER 16, 1989
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

UP 00KIAS MAX.
Ollll OPERATION
GEAR
SlWlllllllVER IOKT.
:RATION Z000.2200
!FOLD PRESSUIIE.
DOWN 130 KIA$ MAX.

LANDING GEAR SELECTOR

Figure 7-3
To extend and lock the gears in the event of hydraulic failure, it is
necessary only to relieve the hydraulic pressure. Emergency gear extension
must not be attempted at airspeeds in excess of 85 K.IAS. An emergency gear
extension knob, located directly beneath the gear selector switch is provided
for this purpose. Pulling this knob releases the hydraulic pressure holding
the gear in the up position and allows the gear to fall free. During normal
operation, this knob is covered by a guard to prevent inadvertent extension
of the gear. Before pulling the emergency gear extension knob, place the
landing gear selector switch in the "DOWN" position to prevent the pump
from trying to raise the gear. If the emergency gear knob has been pulled out
to lower the gear by gravity, 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. See Aircraft Service Manual for proper landing gear system check
out procedures. If the airplane is being used for training purposes or a pilot
check out mission, and the emergency gear extension has been pulled out, it
may be pushed in again when desired if there has not been any apparent
malfunction of the landing gear system.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
7-7 7-7
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

LANDING GEAR
HYDRAWC CONTROL a
WARNING

.
PUMP

,..
OH
THFIOTTLE
HYDRAULIC SWITCH
PUMP
MOTOR r---
CLOSEo OPEN I
I
NO NC ~
TONAV 7
LIGHTS

LANDING GEAR ELECTRICAL SYSTEM SCHEMATICA LANDING GEAR ELECTRICAL SYSTEM SCHEMATICA
Figure 7-5 Figure 7-5

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-8 7-8
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

RIGHT MAIN GEAR LEFT MAIN GEAR

HYDRAULIC CYLINDER HYDRAULIC CYLINDER

~p
DOWN
NOSE GEAR
HYDRAULIC
CYLINDER

DELIVERED
PRESSURE
400-800 PSI
I FREE FALL
CONTROL

1600 - 2000 PSI

. - - - - - - - - • HIGH PRESSURE
- - - ~ CONTROL

LOW
PRESSURE
CONTROL
650±150PSI
GEAR UP
CHECK VALVE

SHUTTLE
VALVE

LANDING GEAR HYRAULIC SYSTEM SCHEMATIC

PRIOR TO SIN 33170
Figure7-7

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: OCTOBER 16, 1989 7-9 REVISED: OCTOBER 16, 1989 7-9
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-10 REVISED: OCTOBER 16, 1989 7-10 REVISED: OCTOBER 16, 1989
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

RIGHT MAIN GEAR LEFT MAIN GEAR

HYDRAULIC CYLINDER HYDRAULIC CYLINDER

UP UP

odwN DO~N
NOSE GEAR
HYDRAULIC
CYLINDER
PRESSURE
SWITCH

UP
DELIVERED DolN
PRESSURE
400-SOOPSI
l -
FREE FALL
CONTROL

LOW
PRESSURE IRESERVOIR I CONTROL
CONTROL
\ r THERMAL
RELIEF

LANDING GEAR HYRAULIC SYSTEM SCHEMATIC

SIN 33170 AND UP
Figure 7-8

ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110
7-10a 7-10a
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

When the gear is fully extended or fully retracted and the gear selector is
in the corresponding position, electrical limit switches stop the flow of
current to the motor of the hydraulic pump. The three green lights to the left
of the landing gear selector switch illuminate to indicate that each of the
three landing gears is down and locked. A convex mirror on the left engine
nacelle both serves as a taxiing aid and allows the pilot to visually confirm
the condition of the nose gear. If the gear is in neither the full up nor the full
down position, a red warning light on the instrument panel illuminates.
Should the throttle be placed in a low setting - as for a landing approach
while the gear is retracted, a warning horn sounds to alert the pilot that the
gear is retracted. The gear warning horn emits a 90 cycle per minute beeping
sound.
The green gear lights are dimmed automatically when the navigation
lights are turned on. For this reason, if the navigation lights are turned on in
the daytime, it is difficult to see the landing gear lights. If the green lights are
not observed after the landing gear selector switch is placed in the "DOWN"
position, the first thing to check is the position of the navigation lights
switch.
If one or two of the three_green lights do not illuminate when the gear
down position has been selected, any of the following conditions could exist
for each light that is out:
· (a) The gear is not locked down.
(b) A bulb is burned out.
(c) There is a malfunction in the indicating system.
In order to check the bulbs, the square indicator lights can be pulled out
and interchanged.
A micro switch incorporated in the throttle quadrant activates the gear
warning horn under the following conditions:
(a) The gear is not locked down and the manifold pressure has fallen
below 14 inches on either one or both engines.
(b) The gear selector switch is in the" UP" position when the airplane is
on the ground.
To prevent inadvertent gear retraction should the gear selector switch be
placed in the "UP" position when the airplane is on the ground, a squat
switch located on the left main gear will prevent the hydraulic pump from
actuating if the master switch is turned on. On takeoff, when the landing gear
oleo strut drops to its full extension, the safety switch closes to complete the

REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989
7-10b 7-10b
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

circuit which allows the hydraulic pump to be activated to raise the landing circuit which allows the hydraulic pump to be activated to raise the landing
gear when the gear selector is moved to the “UP” position. During the pre- gear when the gear selector is moved to the “UP” position. During the pre-
flight check, be sure the landing gear selector is in the “DOWN” position and flight check, be sure the landing gear selector is in the “DOWN” position and
that the three green gear indicator lights are illuminated. On takeoff, the gear that the three green gear indicator lights are illuminated. On takeoff, the gear
should be retracted before an airspeed of 108 KIAS is exceeded. The landing should be retracted before an airspeed of 108 KIAS is exceeded. The landing
gear may be lowered at any speed up to 130 KIAS. gear may be lowered at any speed up to 130 KIAS.
The hydraulic reservoir for landing gear operation is an integral part of The hydraulic reservoir for landing gear operation is an integral part of
the gear hydraulic pump. Access to the combination pump and reservoir is the gear hydraulic pump. Access to the combination pump and reservoir is
through a panel in the nose baggage compartment. For filling instructions, see through a panel in the nose baggage compartment. For filling instructions, see
the PA-34-220T Service Manual. the PA-34-220T Service Manual.
The nose gear is steerable through a 27 degree arc either side of center by The nose gear is steerable through a 27 degree arc either side of center by
use of a combination of full rudder pedal travel and brakes. A gear centering use of a combination of full rudder pedal travel and brakes. A gear centering
spring, incorporated in the nose gear steering system, prevents shimmy spring, incorporated in the nose gear steering system, prevents shimmy
tendencies. A bungee assembly reduces ground steering effort and dampens tendencies. A bungee assembly reduces ground steering effort and dampens
shocks and bumps during taxiing. When the gear is retracted, the nose wheel shocks and bumps during taxiing. When the gear is retracted, the nose wheel
centers as it enters the wheel well, and the steering linkage disengages to centers as it enters the wheel well, and the steering linkage disengages to
reduce pedal loads in flight. The landing light turns off automatically when the reduce pedal loads in flight. The landing light turns off automatically when the
gear is retracted. gear is retracted.
All three landing gears carry 6.00 x 6 tires. The nose wheel has a 6-ply tire All three landing gears carry 6.00 x 6 tires. The nose wheel has a 6-ply tire
and the main wheels have 8-ply tires. For information on servicing the tires, and the main wheels have 8-ply tires. For information on servicing the tires,
see “Tire Inflation” in the Handling and Servicing Section of this handbook. see “Tire Inflation” in the Handling and Servicing Section of this handbook.
Struts for the landing gear are air-oil assemblies. Strut exposure should Struts for the landing gear are air-oil assemblies. Strut exposure should
be checked during each preflight inspection. If a need for service or adjust- be checked during each preflight inspection. If a need for service or adjust-
ment is indicated, refer to the instructions printed on the units. Should more ment is indicated, refer to the instructions printed on the units. Should more
detailed landing gear service information be required, refer to the PA- detailed landing gear service information be required, refer to the PA-
34-220T Service Manual. 34-220T Service Manual.
7.11 BRAKE SYSTEM 7.11 BRAKE SYSTEM
Two single-disc, double puck brake assemblies, one on each main gear, Two single-disc, double puck brake assemblies, one on each main gear,
are actuated by toe brake pedals mounted on both the pilot’s and the copilot’s are actuated by toe brake pedals mounted on both the pilot’s and the copilot’s
rudder pedals. A brake system hydraulic reservoir, independent of the rudder pedals. A brake system hydraulic reservoir, independent of the
landing gear hydraulic reservoir, is located behind a panel in the rear top of landing gear hydraulic reservoir, is located behind a panel in the rear top of
the nose baggage compartment. Brake fluid should be maintained at the level the nose baggage compartment. Brake fluid should be maintained at the level
marked on the reservoir. For further information see “Brake Service” in the marked on the reservoir. For further information see “Brake Service” in the
Handling and Servicing Section of this handbook. Handling and Servicing Section of this handbook.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: APRIL 26, 1991 7-11 REVISED: APRIL 26, 1991 7-11
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

The parking brake knob is located on the lower left instrument panel. To The parking brake knob is located on the lower left instrument panel. To
set the parking brake, first depress and hold the toe brake pedals and then set the parking brake, first depress and hold the toe brake pedals and then
pull out the parking brake knob. To release the parking brake, first depress pull out the parking brake knob. To release the parking brake, first depress
and hold the toe brake pedals and then push in on the parking brake knob. and hold the toe brake pedals and then push in on the parking brake knob.

WARNING WARNING
No braking will occur if knob is pulled prior to No braking will occur if knob is pulled prior to
brake application. brake application.
7.13 FLIGHT CONTROL SYSTEM 7.13 FLIGHT CONTROL SYSTEM
Dual flight controls are installed in the Seneca 111 as standard equip- Dual flight controls are installed in the Seneca 111 as standard equip-
ment. The controls actuate the control surfaces through a cable system. The ment. The controls actuate the control surfaces through a cable system. The
horizontal tail surface (stabilator) is of the all movable slab type with an anti- horizontal tail surface (stabilator) is of the all movable slab type with an anti-
servo tab mounted on the trailing edge. This tab, actuated by a control servo tab mounted on the trailing edge. This tab, actuated by a control
mounted on the console between the front seats, also acts as a longitudinal mounted on the console between the front seats, also acts as a longitudinal
trim tab (refer to Figure 7-9). trim tab (refer to Figure 7-9).
The ailerons are of the Frise type. This design allows the leading edge of The ailerons are of the Frise type. This design allows the leading edge of
the aileron to extend into the airstream to provide increased drag and improved the aileron to extend into the airstream to provide increased drag and improved
roll control. The differential deflection of the ailerons tends to eliminate roll control. The differential deflection of the ailerons tends to eliminate
adverse yaw in turning maneuvers and to reduce the amount of coordination adverse yaw in turning maneuvers and to reduce the amount of coordination
required in normal turns. required in normal turns.
The vertical tail is fitted with a rudder which incorporates a combination The vertical tail is fitted with a rudder which incorporates a combination
rudder trim and anti-servo tab. The rudder trim control is located on the control rudder trim and anti-servo tab. The rudder trim control is located on the control
console between the front seats. console between the front seats.
On aircraft serial numbers 34-8133002 through 34-8433086, the flaps On aircraft serial numbers 34-8133002 through 34-8433086, the flaps
are manually operated and spring loaded to return to the retracted position. A are manually operated and spring loaded to return to the retracted position. A
four-position flap control lever (Figure 7-9) between the front seats adjusts four-position flap control lever (Figure 7-9) between the front seats adjusts
the flaps for reduced landing speeds and glide path control. The flaps have the flaps for reduced landing speeds and glide path control. The flaps have
three extended positions - 10, 25 and 40 degrees - as well as the fully retracted three extended positions - 10, 25 and 40 degrees - as well as the fully retracted
position. A button on the end of the lever must be depressed before the control position. A button on the end of the lever must be depressed before the control
can be moved. A past center lock incorporated in the actuating linkage holds can be moved. A past center lock incorporated in the actuating linkage holds
the flap when it is in the retracted position so that it may be used as a step on the flap when it is in the retracted position so that it may be used as a step on
the right side. Since the flap will not support a step load except in the fully the right side. Since the flap will not support a step load except in the fully
retracted position, the flaps should be retracted when people are entering or retracted position, the flaps should be retracted when people are entering or
leaving the airplane. leaving the airplane.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-12 REVISED: APRIL 12, 1991 7-12 REVISED: APRIL 12, 1991
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

. ..
.- .-::-::-:-:-·

CONSOLE CONSOLE
Figure 7-9 Figure 7-9

On aircraft serial numbers 34-8533001, and 34-8633001 and up, the flaps On aircraft serial numbers 34-8533001, and 34-8633001 and up, the flaps
are electrically operated. A control lever and indicator light are located on the are electrically operated. A control lever and indicator light are located on the
lower right instrument panel. Selection of a new flap position will activate the lower right instrument panel. Selection of a new flap position will activate the
flap motor and the light. When the flaps reach the desired position the flap flap motor and the light. When the flaps reach the desired position the flap
motor is automatically switched off and the indicator light goes out. motor is automatically switched off and the indicator light goes out.
In the event of a flap drive malfunction; move the flap lever until the light In the event of a flap drive malfunction; move the flap lever until the light
goes out. The position of the flap lever relative to the instrument panel markings goes out. The position of the flap lever relative to the instrument panel markings
indicates the approximate flap position. indicates the approximate flap position.
On aircraft serial number 34-8533002 thru 34-8533069 there are three stops On aircraft serial number 34-8533002 thru 34-8533069 there are three stops
for the flap control lever, full up (0° flap), 1st notch (25° flap), and full down for the flap control lever, full up (0° flap), 1st notch (25° flap), and full down
(40° flap). (40° flap).
On aircraft serial numbers 34-8533001, and 34-8633001 and up there are On aircraft serial numbers 34-8533001, and 34-8633001 and up there are
four stops for the flap control lever, full up (0° flap), 1st notch (10° flap), 2nd four stops for the flap control lever, full up (0° flap), 1st notch (10° flap), 2nd
notch (25° flap), and full down (40° flap). notch (25° flap), and full down (40° flap).

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: APRIL 12, 1984 7-12a REVISED: APRIL 12, 1984 7-12a
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

BUS

5AMP
,-----------------~
r--------1
a.--.--c:.1 N.O.
1
I
:
I
:I ,n....;.'I -e--".r--:r.-t----o--"'i
: ___ N.C._J
RELAY

, _________________ J

,
I ----------------- I

r--------1
I I
e---+-v N.O. C :
n:..;:..--• ....-!""--cl~"'J I
I
I
RELAY I
I
I
I
I
I
-----------------J
-:-

ELECTRIC FLAP SCHEMATIC ELECTRIC FLAP SCHEMATIC

Figure 7-10 Figure 7-10

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
7-12b 7-12b
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

A past center lock incorporated in the actuating linkage hold the flap
when it is in the retracted position so that it may be used as a step on the
right side. Since the flap will not support a step load except in the fully
retracted position, the flaps should be retracted when people are entering
or leaving the airplane.
7.15 FUEL SYSTEM
Fuel is stored in fuel tanks located in each wing. The tanks in each wing
are interconnected to function as a single tank (refer to Figure 7-11). All
tanks on each side are filled through a single filler in the outboard tank, and
as fuel is consumed from the inboard tank, it is replenished by fuel from
outboard. Only two and one half gallons of fuel in each wing is unusable,
giving the Seneca III a total of 93 usable gallons with standard fuel tanks or
123 usable gallons with the optional fuel tanks installed. The minimum fuel
grade is 100 or lO0LL Aviation Grade. The fuel tank vents, one installed
under each wing, feature an anti-icing design to prevent ice formation from
blocking the fuel tank vent lines.
The fuel injection system is a "continuous flow" type that utilizes a
vapor return line leading back to the fuel tanks. This line provides a route
back to the tanks for vapor laden fuel that has been separated in the injector
pump swirl chamber. Each engine has an engine-driven fuel pump that is a
part of the fuel injection system. An auxiliary fuel system is provided. The
purpose of the electrically powered auxiliary fuel system is to supply fuel to
the engine in case of engine-driven fuel pump shaft failure or malfunction,
for ground and inflight engine starting, and for vapor suppression. The two
auxiliary fuel pump switches are located on the lower left side of the instru-
ment panel and are three-position rocker switches: LO, HI and OFF. The

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7-13 REVISED: SEPTEMBER 17, 1984 7-13
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

W auxiliary fuel pressure is selected by pushing the top of the switch. The
Ill auxiliary fuel pressure is selected by pushing the bottom of the switch,
but this can be done only after unlatching the adjacent guard. When the Ill
auxiliary fuel pump is activated, an amber light near the annunciation panel
is illuminated for each pump. These lights dim whenever the pump pressure
reduces automatically and manifold pressure is below approximately 21
inches.
In case of a failed engine-driven fuel pump, Ill auxiliary fuel pressure
should be selected. Adequate pressure and fuel flow will be supplied for up to
approximately 75% power. Manual leaning to the correct fuel flow will be
required at altitudes above 15,000 feet and for engine speeds less than 2300
RPM. An absolute pressure switch automatically selects a lower fuel pres-
sure when the throttle is reduced below 21" Hg manifold pressure and the Ill
auxiliary fuel pump is on.

N01E
Excessive fuel pressure and very rich fueVair
mixtures will occur if the HI position is ener-
gized when the engine fuel injection system is
functioning nonnally.
Low auxiliary fuel pressure is available and may be used during normal
engine operation both on the ground and inflight for vapor suppression
should it be necessary as evidenced by unstable engine operation or fluctu-
ating fuel flow indications during idle or at high altitudes.
Separate spring loaded OFF primer button switches, located adjacent to
the starter switches, are used to select In auxiliary fuel pump operation for
priming, regardless of other switch positions. These primer buttons may be
used for both hot or cold engine starts.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-14 REVISED: SEPTEMBER 17, 1984 7-14 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION
~TO HEATER
' \ FUEL PUMP
HEATER

FUE L SELECTOR
CONTROLS
GAGE AND NOZZLES
VENTED TO DECK
PRESSURE
FUEL SYSTEM SCHEMATIC
Figure 7-11
ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: JANUARY 10, 2018 7-15
SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III

On airplanes equipped with an optional primer system (identified by

Placard below starter switch shown in Figure 7-15). the primer switch
location and actuation is the same as the basic airplane However, this
system does provide a separate primer system as an integral part of the
engine fuel system An electrically operated diverter valve is located in the
metered fuel supply line between the air throttle valve and the manifold
valve. Other components are two primer nozzles located in the intake mani-
fold on each side of the engine, and the interconnecting fuel lines Actuation
of the engine primer switch operates the auxiliary electric fuel pump on HI
and energizes the diverter valve which supplies fuel to each primer nozzle.
The diverter valve does not shut off fuel flow to the manifold valve, there-
fore some quantity of fuel is also supplied to each cylinder nozzle during
priming Normal operation of the auxiliary fuel pump is unchanged.
Fuel management controls arc located on the console between the front
seats there is a control lever for each of the engines, and each is placarded
ON - OFF - X FEED during normal operation, the levers are in the ON
position, and each engine draws fuel from the tanks on the same side as the
engine The two fuel systems are interconnected by crossfeed lines. When the
X FEED position is selected, the engine will draw fuel from the tanks on the
opposite side in order to extend range and keep fuel weight balanced during
single-engine operation. The OFF position shuts off the fuel flow from a
side.
NOTE
When one engine is inoperative and the fuel
selector for the operating engine is on X FEED
the selector for the inoperative engine must be
in the OFF position. Do not operate with both
selectors on X FEED. Do not take off with a
selector on X FEED. Fuel and vapor are always
returned to the tank on the same side as the
operating engine.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

7-16 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

Before each flight, fuel must be drained from low points in the fuel
system to ensure that any accumulation of moisture or sediment is removed
from the system and to check for proper fuel. Fuel drains are provided for
I
each fuel filter (2), each fuel tank (4), and each crossfeed line (2). The fuel
filter drains are located on the outboard underside of each engine nacelle;
two fuel tank drains are located on the underside of each wing; fuel crossfeed
drains are located at the lowest point in the fuel system, on the underside of
the fuselage, just inboard of the trailing edge of the right wing flap.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7-17 REVISED: SEPTEMBER 17, 1984 7-17
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.17 ELECTRICAL SYSTEM

The electrical system of the Seneca m is capable of supplying sufficient
current for complete night IFR equipment. Electrical power is supplied by
two 65 ampere alternators (Figure 7-13), one mounted on each engine. A 35
ampere-hour, 12 volt battery provides current for starting, for use of elec-
trical equipment when the engines are not running, and for a source of stored
electrical power to back up the alternator output. The battery, which is
located in the nose section and is accessible through the baggage compart-
ment, is normally kept charged by the alternators. If it becomes
necessary to charge rhe battery, it should be removed from the airplane.
Two solid state voltage regulators maintain effective load sharing while
regulating electrical system bus voltage to 14 volts. An overvoltage relay in
each alternator circuit prevents damage to electrical and avionics equipment
by taking an alternator off the line if its output exceeds 17 volts. If this
should occur, the alternator light on the annunciator panel will illuminate.
Voltage regulators and overvoltage relays are located forward of the bottom
of the bulkhead separating the cabin section from the nose section.
The electrical system and equipment are protected by circuit breakers
located on a circuit breaker panel on the lower right side of the instrument
panel. The circuit breaker panel is provided with enough blank spaces to
accommodate additional circuit breakers if extra electrical equipment is
installed. In the event of equipment malfunctions or a sudden surge of
current, a circuit breaker can trip automatically. The pilot can reset the
breaker by pressing it in (preferably after a few minutes cooling period). The
circuit breakers can be pulled out manually.

Most of the electrical switches, including the battery switch and switches
for magnetos, fuel pumps, starters, alternators, lights and pitot heat, are
conveniently located on the switch panel (Figure 7-15) to the left of the
pilot's control wheel.
An optional starting installation known as Piper External Power (PEP)
is accessible through a receptacle located on the lower left side of the nose
section. An external battery can be connected to the socket, thus allowing
the operator to crank the engine without having to gain access to the
airplane's battery.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-18 REVISED: SEPTEMBER 17, 1984 7-18 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

ALTERNATOR STARTER
FIELD a
LEFT RIGHT ACCSY.

5A IOA

TO RADIO BUS

I~

I
1-~----
§.
1.-
-
MASTER

oQII

TOR-IUI-

ALTERNATOR AND STARTER SCHEMATIC ALTERNATOR AND STARTER SCHEMATIC

S/N 34-8133001 THRU 34-8233205 S/N 34-8133001 THRU 34-8233205
Figure 7-13 Figure 7-13

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 9, 1982 7-19 REVISED: AUGUST 9, 1982 7-19
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

STARTER &
ACCSY.

RADIO
MASTER
SWITCH

SHUNT
+
-

-=-!g
.,-
RT ALt
--- ],

ALTERNATOR AND STARTER SCHEMATIC

SIN 34-8333001 AND UP
Figure7-14

REPORT: VB-1110 ISSUED: AUGUST 9, 1982 REPORT: VB-1110 ISSUED: AUGUST 9, 1982
7-19a 7-19a
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

An optional cabin courtesy light system consists of a front entrance

light over the forward cabin door and rear entrance light, which replaces the
r~ding light over the aft cabin door. These lights are operated individually
with switches that are incorporated as part of each light assembly. The
courtesy light circuit is independent of the aircraft battery switch; therefore,
the lights can be operated regardless of the position of the battery switch.
Unless the engines are running, the courtesy lights should not be left on for
extended time periods, as battery depletion could result
An optional wing tip/recognition light system consists of 2 lights (one
in each wing tip) and is operated by a svitch mounted adjacent to existing
switches on the pilot's side of the instrument panel.
SIN 34-8133001 THRU 34-8233205
Approximately 2000 RPM or more is required to obtain full alternator
output of 65 amperes. It is normal to have zero output at idle RPM. This is
due to the reduced drive ratio from the engine. Dual ammeters and the ALT
annunciator light provide a means of monitoring the electrical system
operation. The two ammeters (load meters) indicate the output of the alter-
nators. Should an ammeter indicate a load much higher than the known
consumption of the electrical equipment in use, an alternator malfunction
should be suspected and the respective alternator switch turned off. In this
event, the remaining alternator's ammeter should show a normal indication
after ::ipproximately one minute. If both ammeters indicate a load much
higher than the known consumption for more than approximately five
minutes, an electrical defect other than the alternator system should be
suspected because a discharged battery will reduce the alternator load as it
approaches the charged conditions. A zero ammeter reading indicates an
alternator is not producing current and should be accompanied by illumi-
nation of the ALT annunciator light. A single alternator is capable of
supporting a continued flight in case of alternator or engine failure in most
conditions: however, with deicing equipment and other high loads, care
must be exercised to prevent the loads from exceeding the 65 ampere rating
and subsequent depletion of the battery. For abnormal and/or emergency
operations and procedures refer to Section 3 - Emergency Procedures.

ISSUED: AUGUST 9, 1982 REPORT: VB-1110 ISSUED: AUGUST 9, 1982 REPORT: VB-1110
7-19b 7-19b
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

S/N 34-8333001 AND UP

A single ammeter on the instrument panel indicates both battery
charging current and alternator output. When the ammeter needle indicates
to the left of center. the battery is being discharged; when the needle indicates
to the right of center, the battery is being charged. During single-engine
operation, this feature can be used to determine how much the electrical load
should be reduced. To check the output of each alternator individually, use
the press-to-test buttons located on either side of the ammeter. The left
button, when depressed, will cause the ammeter to indicate left alternator
output, and the right button, when depressed, will indicate right alternator
output. These buttons are the momentary type, and indicate alternator
output only while depressed.
Approximately 2000 RPM or more is required to obtain full alternator
output of 65 amperes. It is normal to have zero output at idle RPM. This is
due to the reduced drive ratio from the engine. Ammeter and the ALT
annunciator lights provide a means of monitoring the electrical system
operation. Should the ammeter indicate a load much higher than the known
consumption of the electrical equipment in use, an alternator malfunction
should be suspected and the respective alternator switch turned off. In this
event, the remaining alternator should show a normal indication on the
ammeter after approximately one minute. If both alternators indicate a load
much higher than the known consumption for more than approximately five
minutes, an electrical defect other than the alternator system should be
suspected because a discharged battery will reduce the alternator load as it
approaches the charged conditions. A zero ammeter reading indicates an
alternator is not producing current and should be accompanied by illumi-
nation of the ALT annunciator light. A single alternator is capable of
supporting a continued flight in case of alternator or engine failure in most
conditions: however, with deicing equipment and other high loads, care
must be exercised to prevent the loads from exceeding the 65 ampere rating
· and subsequent depletion of the battery. For abnormal and/or emergency
operations and procedures refer to Section 3 - Emergency Procedures.

CAUTION
Do not use cigar lighter receptacles as power
sources for any devices other than the cigar
lighters supplied with the airplane. Any other
device plugged into these receptacles may be
damaged.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-20 REVISED: SEPTEMBER 23, 1983 7-20 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION
He>' iiO'
e 0
•-
::1 ...
...
....ct: ..._
Q
L]
::z: z
00
-....
I- ::c
oa~
CL =>
0
••
II.I
..J
II.I
,I tP It )
~ • ~o
•~
111111111111111~ J

0
:,::II.I.Jo ii )
a: "' ..J
ct ct~
0. !ti 0.

0
'
~ ct)
SWITCH PANEL - WITH PRIMER SYSTEM
Figure 7-15
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 7-21 REVISED: AUGUST 17, 1981 7-21
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.19 VACUUM SYSTEM

The vacuum system operates the air driven gyro instruments. The
vacuum system (Figure 7-17) consists of a vacuum pump on each engine,
plus plumbing and regulating equipmenL
The vacuum pumps are dry type pumps, which eliminates the need for
an air oil separator and its plumbing. A shear drive protects the engine from
damage. If the drive shears the gyros will become inoperative.
The vacuum gauge, mounted in the center of the instrument panel below
the radios (refer to Figure 7-21). provides valuable information to the
pilot about the operation of the vacuum system. A decrease in pressure in a
system that has remained constant over an extended period, may indicate a
dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in
system (low vacuum indicator lights are provided in the annunciator panel).
Zero pressure would indicate a sheared pump drive, defective pump,
possibly a defective gauge or collapsed line. In the event of any gauge
variation from the norm, the pilot should have a mechanic check the system
to prevent possible damage to the system components or eventual failure
of the system.
A vacuum regulator is provided in the system to protect the gyros. The
valve is set so the normal vacuum reads 4.8 to 5.1 inches of mercury, a setting
which provides sufficient vacuum to operate all the gyros at their rated
RPM. Higher settings will damage the gyros and with a low setting the
gyros will be unreliable. The regulator is located behind the instrument
panel.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-22 7-22
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

DESCRIPTION & OPERATION

REPORT: VB-1110

SECTION 7
7-23

~'"~
~/ ~---------

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: JANUARY 8, 1981

--------
/ ·,
/(,,<~,
~ "'" "'\ ~
'
_/ r
'/
J I
/
I /
I
I /
~
I
; I._.,, /
"11n
i·; /~

·~
...:i C"'-1
-rn
...:i~

!
DESCRIPTION & OPERATION

1. PUMP
2. VACUUM SWITCH
3. VACUUM REGULATOR VALVE
4. FILTER
5. MANIFOW CHECK VALVE
6. ATTITUDE GYRO, COPILOT
REPORT: VB-1110

7. VACUUM GAUGE
8. DIRECTIONAL GYRO, COPILOT
/-~ '-
I
, I .
9. ATTITUDE GYRO it, '""' /
10. DIRECTIONAL GYRO

__
"
/~\
\
-~~
/
SECTION 7

-) )
/
,
__) ------- ~
7-23
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.21 PITOT STATIC SYSTEM

Pitot pressure for the airspeed indicator is sensed by an aluminum pitot
head installed on the bottom of the left wing and carried through lines within
the wing and fuselage to the gauge on the instrument panel (refer to Figure
7-19). Static pressure for the altimeter, vertical speed and airspeed indicators
is sensed by two static source pads, one on each side of the rear fuselage
forward of the stabilator. They connect to a single line leading to the instru-
ments. The dual pickups balance out differences in static pressure caused by
side slips or skids.
An alternate static source control valve is located below the instrument
panel to the right of the control quadrant. When the valve is set to the
alternate position, the altimeter, vertical speed indicator and airspeed
indicator will be using cabin air for static pressure. During alternate static
source operation, these instruments may give slightly different readings,
depending on conditions within the cabin. Airspeed, setting of heating and
ventilating controls, or the position of the storm window can influence cabin
air pressure. The pilot can deteJllline the effects of the alternate static source
on instrument readings by switching from standard to alternate sources at
different airspeeds and heating and ventilating configurations (including
open storm window below 129 KIAS).
If one or more of the pitot static instruments malfunction, the system
should be checked for dirt, leaks, or moisture. The pitot and static lines may
be drained through separate drains located on the side panel next to the
pilot's seat.
The holes in the sensors for pitot and static pressure must be fully open
and free from blockage. Blocked sensor holes will give erratic or zero
readings on the instruments.
A heated pitot head, which alleviates problems with icing and heavy
rain, is available as optional equipment. Static source pads have been
demonstrated to be non-icing; however, in the event icing does occur,
selecting the alternate static source will alleviate the problem.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-24 7-24
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION
\------ I I /',
\ --L \ I I '
\
\__,
\\ /\
I \I \ ;
/ '
', I \ /
'- '>-- \ ' I
I , \ \ I "'
I "- I \ /
), \ /
I
I
I \\ \ I I
I. \ / I
\ : \ I I
\ I I
I \ I I
I \ I I
I \ I I
I
I
\ >'
I
I
I
I
I
I
\'-.,/1\\
\ I \
I \
I \
I I
I
I I
I ,,~ \
I I I
\
\
\
\
\
\
\
\
\
\
\ \
\
\
PITOT STATIC SYSTEM
Figure 7-19
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
7-25 7-25
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.23 INSTRUMENT PANEL

I Flight instruments are grouped in the upper instrument panel (Figures

7-20, 7-21, 7-22), engine instruments are to the left of the radios. The auto-
pilot is to the left of pilots control wheel. The circuit breaker panel is on the
lower right instrument panel. The left and right engine instruments are
stacked ~Y the pilots control wheel shaft.
Radios are mounted in the center of the upper instrument panel. The
control quadrant-throttles, propeller and mixture controls are in the center
of the lower instrument panel. To the left of the control quadrant is the
landing gear selector.
An annunciator panel is located to the upper left of the radios, and
incorporates a press-to-test feature. The annunciator panel includes the
manifold pressure overboost, oil pressure, gyro vacuum, alternator
auxiliary fuel, gear unsafe, heater overheat and provisions for an optional
baggage door ajar and air conditioner door open lights. The illumination
of these lights in flight is an indication of a possible system malfunction. The
pilot should closely monitor instrument panel gauges to check the condition
of a system whose corresponding light on the annunciator panel illuminates.
Illumination of the manifold pressure overboost lights indicates manifold
pressure at or above the maximum allowable 40 inches Hg. During preflight
the operational status of the annunciator panel should be tested by use of
the press-to-test button. When the button is depressed all annunciator panel
lights should illuminate.
N01E
When an engine is feathered, the alternator,
gyro air and engine oil pressure annunciator
lights will remain illuminated.
Optimum cockpit lighting for night flying is achieved by using a
combination of the panel lights and the red overhead flood lights. The panel
lights are adjusted by rheostat switches below the pilot's control shaft. The
overhead lights are adjusted by rheostat switches adjacent to the lights.
A white map light can be selected from either overhead flood light.
Most of the electrical switches are located in the switch panel on the left
side of the instrument panel. A radio power switch is located near the top of
the instrument panel between the radio stacks. It controls the power to all
radios through the aircraft battery switch. The radio power switch has an
ON and OFF position.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-26 REVISED: SEPTEMBER 17, 1984 7-26 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

An optional ground clearance energy saver system is available to

provide direct power to Comm #1 without turning on the master switch. An
internally lit pushbutton switch, located on the instrument panel, provides
annunciation for engagement of the system. When the button is engaged
direct aircraft battery power is applied to Comm #1, audio amplifier
(speaker) and radio accessories. The switch must be turned off or depletion
of battery could result.
An "Auxiliary Avionics Bus Switch" is located on the instrument panel
to the right of the copilot conttol wheel shaft. The switch is provided to give
auxiliary power to the avionics bus in the event of a radio master switch
circuit failure.
The manifold pressure lines have drain valves located behind and below
the dual manifold pressure gauge at the bottom of the instrument panel.
This allows any moisture which may have collected from condensation to
be pulled into the engines. This is accomplished by depressing the two valves
for 5 seconds while operating the engines at 1000 RPM.

NOTE
Do not depress the valves when manifold
pressure exceeds 25 inches Hg.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7-27 REVISED: SEPTEMBER 17, 1984 7-27
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III
ii:
...
;!; ;;;
i:::
... =
;:; l/,!
~
~
..
,_
= !;I!
=
:::
=
:?
=
::
=
...
,_
:::! =
::: ~
::
:
-... ::;
...;;;
N
......
... i;i
REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-28 REVISED: SEPTEMBER 17, 1984 7-28 REVISED: SEPTEMBER 17, 1984
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17, 1984
ISSUED: JANUARY 8, 1981

DESCRIPTION & OPERATION

REPORT: VB-1110

SECTION 7
7-29

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17, 1984
ISSUED: JANUARY 8, 1981

1. HOURMETER 28. PILOT'S MIKE AND PHONE JACKS

2. RADAR ALTIMmR 29. SLAVING MmR
3. NAV INDICATOR 30. SWITCH PANEL
4. AIRSPEED INDICATOR 31. ADF INDICATOR
5. TURN AND BANK INDICATOR 32. PANEL LIGHTS
1:1:l
z,-;i
!.w~
6. ATTITUDE GYRO
7. AUTOPILOT ANNUNCIATOR PANEL
8. DIRECTIONAL GYRO
33. RADIO LIGHTS
34. ENGINE GAUGES
35. DUAL FUEL FLOW GAUGE
t' ~ 9. ALTIMmR 36. EMERGENCY GEAR EXTENDER
t:: n
QO - 10. ANNUNCIATOR PANEL
11. VERTICAL SPEED INDICATOR
37. LANDING GEAR SELECTOR

:n g i!=
38. DUAL EGT GAUGE
12. DUAL MANIFOLD PRESSURE GAUGE 39. LEFT ENGINE ALTERNATE AIR CONTROL LEVER

a
(IQ

-.,I
I
~
o-1~
=o-1
,, ,,
-
13. DUAL TACHOMmR
14. AVIONICS
15. MODE SELECTOR
18. AUDIO/MARKER PANEL
40. CONTROL LEVERS
41. VACUUM GAUGE
42. AMMmRS
43. RIGHT ENGINE ALTERNATE AIR CONTROL LEVER
~~~ 17. RADIO MASTER SWITCH 44. GROUND CLEARANCE SWITCH
DESCRIPTION & OPERATION

a' !.w : :
18. R-NAV 45. CONTROL FRICTION LOCK

=t~o-1
C, ~
19. DME
20. RADAR
21. AIRSPEED INDICATOR, COPILOT
46. TRANSPONDER
47.
48.
ADF
PNEUMATIC DE-ICE CONTROLS
~~ 22. TURN AND BANK INDICATOR
23. ATTITUDE GYRO, COPILOT
49. ECS CONTROL SWITCHES

Biz 24. DIRECTIONAL GYRO, COPILOT

50.
51.
AVIONICS EMERGENCY BUS SWITCH
CIRCUIT BREAKER PANEL
~~
REPORT: VB-1110

25. ALTIMmR, COPILOT 52. COPILOT'S MIKE AND PHONE JACKS

0 r"' 26. VERTICAL SPEED INDICATOR 53. CIGAR LIGHTER
! 27. AUTOPILOT CONTROL PANEL
SECTION 7
7-29
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III
=
=
~-:--'--~-I-:::
CJL-t--:;:
.---ir--;;;
-...
•
TYPICAL INSTRUMENT PANEL
SIN 34-8333001 THRU 34-8433086
Figure 7-21 Figure 7-21
REPORT: VB-1110 ISSUED: AUGUST 9, 1982 REPORT: VB-1110 ISSUED: AUGUST 9, 1982
7-29a REVISED: SEPTEMBER 17, 1984 7-29a REVISED: SEPTEMBER 17, 1984
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17, 1984
ISSUED: AUGUST 9, 1982

DESCRIPTION & OPERATION

REPORT: VB-1110

SECTION 7
7-29b

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
REVISED: SEPTEMBER 17, 1984
ISSUED: AUGUST 9, 1982

-1. HOURMETEfl 28. PILOT'S MIKE AND PHONE JACKS

2. RADAR ALTIMETER 29. SLAVING METER
3. NAV INDICATOR 30. SWITCH PANEL
4. AIRSPEED INDICATOR 31. ADF INDICATOR
00 ~ 5. TURN AND BANK INDICATOR 32. PANEL LIGHTS
z-<
'.t ;:g
6.
7.
ATllTUOE GYRO
AUTOPILOT ANNUNCIATOR PANEL
33. RADIO LIGHTS
34. ENGINE GAUGES
I (") 6. DIRECTIONAL GYRO 35. DUAL FUEL FLOW GAUGE
00 ~ 9. ALTIMETER 36. EMERGENCY GEAR EXTENDER
~ I:"' 10. ANNUNCIATOR PANEL 37. LANDING GEAR SELECTOR
11. VERTICAL SPEED INDICATOR 38. DUAL EGT GAUGE
'"r:I~~
.... ='L. 12. DUAL MANIFOLD PRESSURE GAUGE 39.'AMMETER PRESS-TO-TEST BUTTONS

a~,,
(IQ

-..J=~
..... ~ 13.
14.
15.
DUAL TACHOMETER
AVIONICS
MODE SELECTOR
40. LEFT ENGINE ALTERNATE AIR CONTROL LEVER
41. CONTROL LEVERS
42. AMMETER
N ,:, ::; 16. AUDIO/MARKER PANEL 43. VACUUM GAUGE
-t:::i,:i 17. RADIO MASTER SWITCH 44. GROUND CLEARANCE SWITCH

8~~
18. R-NAV 45. RIGHT ENGINE ALTERNATE AIR CONTROL LEVER

= 19. DME 46. CONTROL FRICTION LOCK

DESCRIPTION & OPERATION

00 47. TRANSPONDER
C,~!"1:1 20. RADAR
~~
~z 21.
22.
AIRSPEED INDICATOR, COPILOT
TURN AND BANK INDICATOR
48. ADF
49. PNEUMATIC DE-ICE CONTROLS
~i,::i 23. ATllTUOE GYRO, COPILOT 50. ECS CONTROL SWITCHES
O'I I:"' 24. DIRECTIONAL GYRO. COPILOT 51. AVIONICS EMERGENCY BUS SWITCH
'n' 'n' 25. ALTIMETER. COPILOT
g el 26. VERTICAL SPEED INDICATOR
52. CIRCUIT BREAKER PANEL
53. COPILOT'S MIKE AND PHONE JACKS
ee
REPORT: VB-1110

27. AUTOPILOT CONTROL PANEL 54. CIGAR LIGHTER

SECTION 7
7-29b
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III
TYPICAL INSTRUMENT PANEL
SIN 34-8533001 AND UP
Figure 7-22
REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
7-29c 7-29c
 PA-34-220T, SENECA III
PIPER AIRCRAFT CORPORATION
ISSUED: SEPTEMBER 17, 1984

DESCRIPTION & OPERATION

REPORT: VB-1110

SECTION 7
7-29d

PA-34-220T, SENECA III

PIPER AIRCRAFT CORPORATION
ISSUED: SEPTEMBER 17, 1984

1. HOURMETER 29. SLAVING METER

2. RADAR ALTIMETER 30. SWITCH PANEL
3. NAV INDICATOR 31. ADF INDICATOR
4. AIRSPEED INDICATOR 32. PANEL LIGHTS
~ 5. TURN AND BANK INDICATOR 33. RADIO LIGHTS

~
c,) ....
6.
7.
ATTITUDE GYRO
AUTOPILOT ANNUNCIATOR PANEL
34.
35.
ENGINE GAUGES
DUAL FUEL FLOW GAUGE

z~
:t r--
8.
9.
10.
DIRECTIONAL GYRO
ALTIMETER
ANNUNCIATOR PANEL
36.
37.
38.
EMERGENCY GEAR EXTENDER
LANDING GEAR SELECTOR
DUAL EGT GAUGE

'T.I oo Z
(iQ" ~ rJl
11.
12.
VERTICAL SPEED INDICATOR
DUAL MANIFOLD PRESSURE GAUGE
39.
40.
AMMETER PRESS-TO-TEST BUTTONS
LEFT ENGINE ALTERNATE AIR CONTROL LEVER
I,;
<i
-i=~
I
=,,
CM~

I-'==:
13.
14.
15.
DUAL TACHOMETER
AVIONICS
MODE SELECTOR
41.
42.
43.
CONTROL LEVERS
AMMETER
VACUUM GAUGE
44. GROUND CLEARANCE SWITCH
~~~
16. AUDIO/MARKER PANEL
17. RADIO MASTER SWITCH 45. RIGHT ENGINE ALTERNATE AIR CONTROL LEVER

gc~ 18. R-NAV 46. CONTROL FRICTION LOCK

DESCRIPTION & OPERATION

19. DME 47. WING FLAP SELECTOR (SIN 34-8533001 AND UPJ
::I~
C, "C ~ 20. RADAR 48. FLAP INTRANSIT LIGHT (SIN 34-8533001 AND UPI

'ii' z 21.
22.
AIRSPEED INDICATOR. COPILOT
TURN AND BANK INDICATOR
49.
50.
TRANSPONDER
ADF
g ~ 51. PNEUMATIC DE-ICE CONTROLS

~I 23.
24.
25.
ATTITUDE GYRO, COPILOT
DIRECTIONAL GYRO, COPILOT
ALTIMETER. COPILOT
52.
53.
ECS CONTROL SWITCHES
AVIONICS EMERGENCY BUS SWITCH
REPORT: VB-1110

26. VERTICAL SPEED INDICATOR 54. CIRCUIT BREAKf:R PANEL

~ 55. COPILOT'S MIKE AND PHONE JACKS
27. AUTOPILOT CONTROL PANEL
28. PILOT'S MIKE AND PHONE JACKS 56. CIGAR LIGHTER
SECTION 7
7-29d
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

7.25 HEATING, VENTILATING AND DEFROSTING SYSTEM

Heated air for cabin beat and windshield defrosting is provided by a
Janitrol combustion heater located in the aft fuselage behind the cabin
baggage compartment close-out panel (refer to Figure 7-23). Air from the
beater is ducted forward along the cabin floor to outlets at each seat and to
the windshield area.
Operation of the combustion beater is controlled by a three-position
switch located on the control console (Figure 7-25) between the front seats
and labeled FAN, OFF and HEATER. Airflow and temperature are regu-
lated by the two levers on the console. The right-band lever regulates air
intake and the left-hand lever regulates cabin temperature. Cabin comfort
can be maintained as desired through various combinations of lever
positions. Passengers have secondary control over heat output by individ-
ually adjustable outlets at each seat location.
For cabin beat, the air intake lever on the heater control console must be
partially or fully open and the three-position switch set to the HEATER
position. This simultaneously starts fuel flow and ignites the beater; and,
during ground operation, it also activates the ventilation blower which is an -
integral part of the combustion heater. With instant starting and no need for
priming, beat should be felt within a few seconds. When cabin air reaches
the temperature selected on the cabin temperature lever, ignition of the
beater cycles automatically to maintain the selected temperature. Two safety
switches activated by the intake valve and located aft of the beater unit
prevent both fan and heater operation when the air intake lever is in the
closed position. A micro switch, which actuates when the landing gear is
retracted, turns off the ventilation blower so that in flight the cabin air is
circulated by ram air pressure only.
When the three-position switch is in the FAN position during ground
operation, the ventilation fan blows fresh air through the heater ductwork
for cabin ventilation and windshield defogging when heat is not desired.
When the heater conttols are used either for cabin heat or for ventilation, air
is automatically ducted to the windshield area for defrosting.

The flow of defroster air to the windshield area can be increased by the
activation of a defroster fan. The fan is controlled by a defroster switch
located on the conttol console between the two front seats.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-30 7-30
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION
//l
,I I
\
CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
7-31 7-31
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

HEATING, VENTILATING AND DEFROSTING

CONTROL CONSOLE
Figure7-23

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-32 7-32
PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION

To introduce fresh, unheated air into the cabin during flight, the air
intake should be open and the heater off. Ram air enters the system and can
be individually regulated at each floor outlet. Overhead outlets also supply
fresh air for cabin ventilation. The occupant of each seat can manually adjust
an outlet in the ceiling to regulate the flow of fresh air to that seat area. An
optional fresh air blower may be installed in the overhead ventilation system
to provide additional fresh air flow during ground operation.
An overheat switch located in the heater unit acts as a safety device
to render the heater inoperative if a malfunction should occur. Should the
switch deactivate the heater, the OVERHEAT light on the annunciator panel
will illuminate. The overheat switch is located on the forward outboard end
of the heater vent jacket. The red reset button on the heater shroud can be
reached through the bulkhead access panel in the aft cabin close-out panel.
To prevent activation of the overheat switch upon normal heater
shutdown during ground operation, turn the three-position switch to FAN for
two minutes with the air intake lever in the open position before turning the
switch to OFF. During flight, leave the air intake lever open for a minimum
of fifteen seconds after turning the switch to OFF.
The combustion heater uses fuel from the airplane fuel system. An
electric fuel pump draws fuel from the right tank at a rate of approximately
one-half gallon per hour. Fuel used for heater operation should be considered
when planning for a flight.

7.27 CABIN FEATURES

The front seats are adjustable fore and aft. Each seat reclines and is
provided with an armrest The center and rear seats are easily removed to
provide additional cargo space.
NOTE
To remove the center seats, retainers securing
the back legs of the seats must be unlocked.
Re-leasing the retainers is accomplished by
de-pressing the plunger behind each rear leg.
Any time the seats are installed in the airplane,
the retainers should be in the locked position.
To remove the rear seats, depress the plunger
behind each front leg and slide seat to rear.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110

REVISED: AUGUST 12, 2015 7-33
SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III

An optional jump seat, which can be mounted between the two center
seats, gives the Seneca III seven-place capabilities.
Shoulder harnesses with inertia reels are standard equipment for the
front seats.
On aircraft serial numbers 34-8133001 through 34-8433086 shoulder
harnesses with inertia reels are offered as optional equipment for the third,
fourth, fifth and sixth seats, but not for the seventh seat.
On aircraft serial numbers 34-8533001 and up, shoulder harnesses with
inertia reels are standard equipment on the third, fourth, fifth and sixth seat.
A shoulder harness with inertia reel is also provided when the optional
seventh seat is installed.
The inertia reel should be checked by tugging sharply on the strap. The
reel will lock in place under this test and prevent the strap from extending.
Under normal movement, the strap will extend and retract as required.
On earlier aircraft provided with a single strap adjustable shoulder
harness for each front seat the shoulder strap is routed over the shoulder
adjacent to the windows and attached to the lap belt in the general area
of the person’s inboard hip. Adjust this fixed strap so that all controls are
accessible while maintaining adequate restraint for the occupant.
Shoulder harnesses shall be worn during takeoff and landing. Shoulder
harnesses should be worn during an emergency situation.
Standard cabin features include a pilot’s storm window, ashtrays, map
pockets, coat hooks and assist straps, a cigar lighter, sun visors, and pockets
on the front and center seat backs. Among the options which may be added
to suit individual needs are headrests, a fire extinguisher, and a special cabin
sound-proofing package.
An optional club seating interior is also available. In the club seating
interior the center seats face aft. These seats are equipped with lap belts and
adjustable shoulder harnesses.* Removal of the seats is accomplished by
removing the two bolts holding the aft attach points and sliding the seat aft.
An optional refreshment console is located between the center seats. It is
removed in a manner identical to the removal of the center seats.

*Earlier aircraft are equipped with lab belts only.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

7-34 REVISED: OCTOBER 31, 1986
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

An optional oxygen system is located between the center seats. It is

strapped to the jump seat in the standard seating arrangement. In the club
seating arrangement it utilizes the same attach points as the refreshment
console.

An optional cabin work table, serving the two seats on the right side of
the passenger cabin, is offered to the club seating arrangement. The table
must be stowed during takeoff and landing. If the table is to be used, it
should be set up after a level cruise is established.
To remove the cabin work table from the aft baggage compartment,
unlock the stud located on the bottom of the close-out bulkhead. Loosen the
white tie-down strap and remove the table from the mounting brackets by
lifting the table two inches straight up until it clears the mounting brackets.
Do not twist the table while it is in the brackets.
To install the cabin work table during night, hold the table ip place and
tilt the free end of the table upward 30° until the lobed upper knobs on the
table supports align with the top holes of the escutcheons located below the
right cabin window trim. Hold the upper lobes in place and lower the free
end of the table to the level work position. The retaining springs will click
when secure.
To stow the cabin work table, remove the table by lifting the free end of
the table upward to disengage the bottom lobes of the table supports. Lift
until the top support lobes disengage at approximately 30° of tilt and remove
the table. Position the table in the stowage area and, with the table work
surface facing forward, place the slots in the table support into the receptacle
clips mounted on the hat shelf. Make sure the tie-down strap is not behind
the tabl~ With the table fully placed in the clips, bring the tie-down strap
across the face of the table and lock over the stud located on the bottom of
the close-out bulkhead.
7.29 STALL WARNING
An approaching stall is indicated by a stall warning indicator which is
activated between five and ten knots above stall speed. Mild airframe
buffeting and gentle pitching may also precede the stall. Stall speeds are
shown on a graph in the Performance Charts Section. The stall warning
indicator consists of a continuous sounding horn located behind the instru-
ment panel. The stall warning horn has a different sound from that of the

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7-35 REVISED: SEPTEMBER 17, 1984 7-35
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

gear warning horn which has a 90 cycles per minute beeping sound. The stall
warning indicator is activated by two lift detectors on the leading edge of the
left wing. outboard of the engine nacelle. The inboard detector activates the
indicator when the flaps are in the 25 and 40 degree positions, the outboard
when the flaps are in other positions.
A squat switch in the stall warning system does not allow the units to be
activated on the ground.
7.31 BAGGAGE AREA
There are two separate baggage compartments. One, the nose section
baggage compartment. is accessible through a baggage door on the left side
of the nose section. It has a maximum weight capacity of 100 pounds. The
cabin baggage compartment. located aft of seats five and six has a weight
capacity of 100 pounds. This compartment is loaded and unloaded through
the rear cabin door, and it is accessible during night. Tie-down straps are
provided and should be used at all times. A cargo loading door. installed aft

I
of the rear door. facilitates the loading of bulky items. All cargo, baggage
compartment and passenger doors we the same key. the key can be
removed from the forward baggage compartment door only when in the
locked position. ,
A nose section baggage compartment ligh~ illuminates automatically
whenever the baggage door is opened. The baggage compartment light is
independent of the aircraft battery switch; therefore. when the baggage door
is opened, the light will illuminate regardless of the position of the battery
switch. When the baggage compartment light option is installed, the baggage
door should not be left open or ajar for extended time periods as battery
depletion could result
An optional forward baggage door ajar annunciator system is available,
which senses the baggage door latch pin positi~. Failure to latch the
forward baggage door will illuminate an amber light on the pilot's
annunciator panel. The annunciator, when illuminated, is "Baggage Door"
advising the pilot of this condition.
NOTE
It is the pilot's responsibility to be sure when
baggage is loaded that the airplane C.G. falls
within the allowable C.G. range. (See Weight
and Balance Section.)
*Optional equipment

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-36 REVISED: NOVEMBER 30, 1987 7-36 REVISED: NOVEMBER 30, 1987
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

7.33 FINISH 7.33 FINISH

All exterior surfaces are finished with acrylic lacquer. All exterior surfaces are finished with acrylic lacquer.

An optional polyurethane finish is available. An optional polyurethane finish is available.

7.35 PIPER EXTERNAL POWER* 7.35 PIPER EXTERNAL POWER*

An optional starting installation known as Piper External Power (PEP) An optional starting installation known as Piper External Power (PEP)
allows the airplane engine to be started from an external battery without the allows the airplane engine to be started from an external battery without the
necessity of gaining access to the airplane battery. The cable from the external necessity of gaining access to the airplane battery. The cable from the external
battery can be attached to a receptacle under the right side of the nose section battery can be attached to a receptacle under the right side of the nose section
of the fuselage. Instructions on a placard located on the cover of the receptacle of the fuselage. Instructions on a placard located on the cover of the receptacle
should be followed when starting with external power. For instructions on the should be followed when starting with external power. For instructions on the
use of the PEP, refer to Starting Engines - Section 4. use of the PEP, refer to Starting Engines - Section 4.
7.37 EMERGENCY LOCATOR TRANSMITTER* 7.37 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT) is located in the aft portion of The Emergency Locator Transmitter (ELT) is located in the aft portion of
the fuselage just below the stabilator leading edge and is accessible through a the fuselage just below the stabilator leading edge and is accessible through a
plate on the right side of the fuselage. This plate is attached with slotted-head plate on the right side of the fuselage. This plate is attached with slotted-head
nylon screws for ease of removal; these screws may be readily removed with a nylon screws for ease of removal; these screws may be readily removed with a
variety of common items such as a dime, key, knife blade, etc. If there are no variety of common items such as a dime, key, knife blade, etc. If there are no
tools available in an emergency, the screw heads may be broken off by any tools available in an emergency, the screw heads may be broken off by any
means. The ELT is an emergency locator transmitter which meets the means. The ELT is an emergency locator transmitter which meets the
requirements of FAR 91.52. requirements of FAR 91.52.
A battery replacement date is marked on the transmitter to comply with A battery replacement date is marked on the transmitter to comply with
FAA regulations, the battery must be replaced on or before this date. The FAA regulations, the battery must be replaced on or before this date. The
battery must also be replaced if the transmitter has been used in an emer- battery must also be replaced if the transmitter has been used in an emer-
gency situation or if the accumulated test time exceeds one hour, or if the unit gency situation or if the accumulated test time exceeds one hour, or if the unit
has been inadvertently activated for an undetermined time period. has been inadvertently activated for an undetermined time period.

NOTE NOTE
If for any reason a test transmission is necessary, If for any reason a test transmission is necessary,
the test transmission should be conducted only in the test transmission should be conducted only in
the first five minutes of any hour and limited to the first five minutes of any hour and limited to
three audio sweeps. If the tests must be made at three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated any other time, the tests should be coordinated
with the nearest FAA tower or flight service with the nearest FAA tower or flight service
station. station.

*Optional equipment *Optional equipment

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 4, 1990 7-37 REVISED: MAY 4, 1990 7-37
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

NARCO ELT 10 OPERATION* NARCO ELT 10 OPERATION*

On the ELT unit itself is a three position switch placarded ON, OFF and On the ELT unit itself is a three position switch placarded ON, OFF and
ARM. The ARM position sets the ELT so that it will transmit after impact ARM. The ARM position sets the ELT so that it will transmit after impact
and will continue to transmit until its battery is drained. The ARM position is and will continue to transmit until its battery is drained. The ARM position is
selected when the ELT is installed in the airplane and it should remain in that selected when the ELT is installed in the airplane and it should remain in that
position. position.
After a forced landing, and assistance is desired, verify the operation of the After a forced landing, and assistance is desired, verify the operation of the
ELT by tuning a radio receiver to 121.50 MHz. If the ELT transmission can be ELT by tuning a radio receiver to 121.50 MHz. If the ELT transmission can be
heard it is functioning properly. If there is no ELT transmission, remove the heard it is functioning properly. If there is no ELT transmission, remove the
ELT access plate in the tail cone and place the ELT selector switch in the ON ELT access plate in the tail cone and place the ELT selector switch in the ON
position. position.
After verification that the ELT is transmitting, turn off monitoring receiver After verification that the ELT is transmitting, turn off monitoring receiver
to conserve the battery. If radio communication is attempted, place the ELT to conserve the battery. If radio communication is attempted, place the ELT
selector switch in the OFF position until the communication is completed. selector switch in the OFF position until the communication is completed.
If required, the ELT may be removed from the airplane and used as a If required, the ELT may be removed from the airplane and used as a
portable unit. To use the ELT as a portable unit in an emergency, remove the portable unit. To use the ELT as a portable unit in an emergency, remove the
cover and unlatch the unit from its mounting base. The antenna cable is cover and unlatch the unit from its mounting base. The antenna cable is
disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on
the two small wires will break them loose. Deploy the self-contained antenna by the two small wires will break them loose. Deploy the self-contained antenna by
pulling the plastic tab marked "PULL FULLY TO EXTEND ANTENNA." pulling the plastic tab marked "PULL FULLY TO EXTEND ANTENNA."
Move the switch to ON to activate the transmitter. Move the switch to ON to activate the transmitter.
In the event the transmitter is activated by an impact, it can only be turned In the event the transmitter is activated by an impact, it can only be turned
off by moving the switch on the ELT unit to OFF. Normal operation can then off by moving the switch on the ELT unit to OFF. Normal operation can then
be restored by pressing the small clear plastic reset button located on the top be restored by pressing the small clear plastic reset button located on the top
of the front face of the ELT and then moving the switch to ARM. of the front face of the ELT and then moving the switch to ARM.
A pilot's remote switch located on the left side panel is provided to allow A pilot's remote switch located on the left side panel is provided to allow
the transmitter to be turned on from inside the cabin. The pilot's remote the transmitter to be turned on from inside the cabin. The pilot's remote
switch is placarded ON and ARMED. The switch is normally in the ARMED switch is placarded ON and ARMED. The switch is normally in the ARMED
position. Moving the switch to ON will activate the transmitter. Moving the position. Moving the switch to ON will activate the transmitter. Moving the
switch back to the ARMED position will turn off the trans-mitter only if the switch back to the ARMED position will turn off the trans-mitter only if the
impact switch has not been activated. impact switch has not been activated.

*Optional equipment *Optional equipment

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
7-38 REVISED: MAY 4, 1990 7-38 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7
PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION

The ELT should be checked to make certain the unit has not been The ELT should be checked to make certain the unit has not been
activated during the ground check. Check by selecting 121.50 MHz on an activated during the ground check. Check by selecting 121.50 MHz on an
operating receiver. If there is an oscillating chirping sound, the ELT may have operating receiver. If there is an oscillating chirping sound, the ELT may have
been activated and should be turned off immediately. This requires removal of been activated and should be turned off immediately. This requires removal of
the access cover and moving the switch to OFF, then press the reset button and the access cover and moving the switch to OFF, then press the reset button and
return the switch to ARM. Recheck with the receiver to ascertain the return the switch to ARM. Recheck with the receiver to ascertain the
transmitter is silent. transmitter is silent.

NARCO ELT 910 OPERATION* NARCO ELT 910 OPERATION*

On the ELT unit itself is a three position switch placarded ON, OFF and On the ELT unit itself is a three position switch placarded ON, OFF and
ARM. The ARM position sets the ELT so that it will transmit after impact and ARM. The ARM position sets the ELT so that it will transmit after impact and
will continue to transmit until its battery is drained. The ARM position is will continue to transmit until its battery is drained. The ARM position is
selected when the ELT is installed in the airplane and it should remain in that selected when the ELT is installed in the airplane and it should remain in that
position. position.
A pilot's remote switch, placarded ON and ARM, is located on the left side A pilot's remote switch, placarded ON and ARM, is located on the left side
panel to allow the transmitter to be armed or turned on from inside the cabin. panel to allow the transmitter to be armed or turned on from inside the cabin.
The switch is normally in the ARM position. Moving the switch to ON will The switch is normally in the ARM position. Moving the switch to ON will
activate the transmitter. A warning light, located above the remote switch, will activate the transmitter. A warning light, located above the remote switch, will
blink continuously whenever the ELT is activated. blink continuously whenever the ELT is activated.
NOTE NOTE
The warning light will not blink if the ELT is The warning light will not blink if the ELT is
activated by an incident that also results in activated by an incident that also results in
severance of the airplane's power supply lines. severance of the airplane's power supply lines.
Should the ELT be activated inadvertently it can be reset by either Should the ELT be activated inadvertently it can be reset by either
positioning the remote switch to the ON position for two seconds, and then positioning the remote switch to the ON position for two seconds, and then
relocating it to the ARM position, or by setting the switch on the ELT to OFF relocating it to the ARM position, or by setting the switch on the ELT to OFF
and then back to ARM. and then back to ARM.
In the event the transmitter is activated by an impact, it can be turned off In the event the transmitter is activated by an impact, it can be turned off
by moving the ELT switch OFF. Normal operation can then be restored by by moving the ELT switch OFF. Normal operation can then be restored by
resetting the switch to ARM. It may also be turned off and reset by positioning resetting the switch to ARM. It may also be turned off and reset by positioning
the remote switch to the ON position for two seconds, and then to the ARM the remote switch to the ON position for two seconds, and then to the ARM
position. position.

*Optional equipment *Optional equipment

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: MAY 4, 1990 7-39 REVISED: MAY 4, 1990 7-39
SECTION 7 PIPER AIRCRAFT CORPORATION SECTION 7 PIPER AIRCRAFT CORPORATION
DESCRIPTION & OPERATION PA-34-220T, SENECA III DESCRIPTION & OPERATION PA-34-220T, SENECA III

The transmitter can be activated manually at any time by placing either the The transmitter can be activated manually at any time by placing either the
remote switch or the ELT switch to the ON position. remote switch or the ELT switch to the ON position.
The ELT should be checked during postflight to make certain the unit has The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver. If not been activated. Check by selecting 121.50 MHz on an operating receiver. If
a downward sweeping audio tone is heard, the ELT may have been activated. a downward sweeping audio tone is heard, the ELT may have been activated.
Set the remote switch to ON. If there is no change in the volume of the signal, Set the remote switch to ON. If there is no change in the volume of the signal,
your airplane is probably transmitting. Setting the remote switch to ARM will your airplane is probably transmitting. Setting the remote switch to ARM will
automatically reset the ELT and should silence the signal being received on automatically reset the ELT and should silence the signal being received on
121.50 MHz. 121.50 MHz.
7.39 PIPER CONTROL WHEEL CLOCK 7.39 PIPER CONTROL WHEEL CLOCK
The time and date can be set by the operation of the reset (RST) button The time and date can be set by the operation of the reset (RST) button
while in the clock mode. while in the clock mode.
The month is set by pressing the reset (RST) button once, this will cause The month is set by pressing the reset (RST) button once, this will cause
the date to appear with the month flashing. Pressing the start/ stop (ST-SP) the date to appear with the month flashing. Pressing the start/ stop (ST-SP)
button advances the months at one per second or one per push, until the right button advances the months at one per second or one per push, until the right
month appears. To set the date, press the reset (RST) button once again month appears. To set the date, press the reset (RST) button once again
causing the date to flash, then press the start/stop (ST-SP) button to advance causing the date to flash, then press the start/stop (ST-SP) button to advance
to the correct date. to the correct date.
To set the correct hour, press the RST button two times causing the hours To set the correct hour, press the RST button two times causing the hours
digits to flash. Press the ST-SP button to advance to the correct hour. digits to flash. Press the ST-SP button to advance to the correct hour.
The minutes can now be set by pressing the RST button once again and The minutes can now be set by pressing the RST button once again and
causing the minutes digits to flash. Set the minutes to the next minute to causing the minutes digits to flash. Set the minutes to the next minute to
come up at the zero seconds time mark and depress the RST button to hold come up at the zero seconds time mark and depress the RST button to hold
the time displayed. At the time mark, press the ST-SP button momentarily the time displayed. At the time mark, press the ST-SP button momentarily
to begin time counting at the exact second. If the minutes are not advanced to begin time counting at the exact second. If the minutes are not advanced
when they are flashing in the set mode, pressing the RST button will return when they are flashing in the set mode, pressing the RST button will return
the clock to the normal timekeeping mode without altering the minutes the clock to the normal timekeeping mode without altering the minutes
timing. This feature is useful when changing time zones, when only the hours timing. This feature is useful when changing time zones, when only the hours
are to be changed. are to be changed.
The calender function will automatically advance the date correctly The calender function will automatically advance the date correctly
according to the four year perpetual calendar. One day must be added according to the four year perpetual calendar. One day must be added
manually on February 29 on leap year. The date advances correctly at midnite. manually on February 29 on leap year. The date advances correctly at midnite.
To display a test function, press both the RST and ST-SP buttons at the To display a test function, press both the RST and ST-SP buttons at the
same time. same time.

REPORT: VB-1110 ISSUED: MAY 4, 1990 REPORT: VB-1110 ISSUED: MAY 4, 1990
7-40 7-40
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE AIRPLANE HANDLING, SERVICING AND MAINTENANCE

Paragraph Page Paragraph Page

No. No. No. No.

8.1 General ..................................................................................... 8-l 8.1 General ..................................................................................... 8-l

8.3 Airplane Inspection Period....................................................... 8-2 8.3 Airplane Inspection Period....................................................... 8-2
8.5 Preventive Maintenance ........................................................... 8-3 8.5 Preventive Maintenance ........................................................... 8-3
8.7 Airplane Alteration................................................................... 8-4 8.7 Airplane Alteration................................................................... 8-4
8.9 Ground Handling...................................................................... 8-5 8.9 Ground Handling...................................................................... 8-5
8.11 Engine Induction Air Filter ...................................................... 8-7 8.11 Engine Induction Air Filter ...................................................... 8-7
8.13 Brake Service ........................................................................... 8-8 8.13 Brake Service ........................................................................... 8-8
8.15 Land ing Gear Service.............................................................. 8-8 8.15 Land ing Gear Service.............................................................. 8-8
8.17 Propeller Service ...................................................................... 8-10 8.17 Propeller Service ...................................................................... 8-10
8.19 Oil Requirement ....................................................................... 8-11 8.19 Oil Requirement ....................................................................... 8-11
8.21 Fuel System .............................................................................. 8-11 8.21 Fuel System .............................................................................. 8-11
8.23 Tire Inflation............................................................................. 8-14 8.23 Tire Inflation............................................................................. 8-14
8.25 Battery Service ......................................................................... 8-15 8.25 Battery Service ......................................................................... 8-15
8.27 Serial Number Plate ................................................................. 8-15 8.27 Serial Number Plate ................................................................. 8-15
8.29 Lubrication ............................................................................... 8-16 8.29 Lubrication ............................................................................... 8-16
8.3l Cleaning ................................................................................... 8-16 8.3l Cleaning ................................................................................... 8-16
8.33 Winterization ............................................................................ 8-20 8.33 Winterization ............................................................................ 8-20

REPORT: VB-1689 REPORT: VB-1110

8-i 8-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 8 SECTION 8
HANDLING, SERV & MAINT HANDLING, SERV & MAINT

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

8-ii 8-ii
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

SECTION 8 SECTION 8

AIRPLANE HANDLING, SERVICING, AND MAINTENANCE AIRPLANE HANDLING, SERVICING, AND MAINTENANCE

8.1 GENERAL 8.1 GENERAL

This section provides general guidelines relating to the handling, servicing, This section provides general guidelines relating to the handling, servicing,
and maintenance of the SENECA III. For complete maintenance instructions, and maintenance of the SENECA III. For complete maintenance instructions,
refer to the PA-34-220T Maintenance Manual. refer to the PA-34-220T Maintenance Manual.

WARNING WARNING
Inspection, maintenance and parts requirements for all Inspection, maintenance and parts requirements for all
non-PIPER approved STC installations are not included in non-PIPER approved STC installations are not included in
this handbook. When a non-PIPER approved STC this handbook. When a non-PIPER approved STC
installation is incorporated on the airplane, those portions of installation is incorporated on the airplane, those portions of
the airplane affected by the installation must be inspected in the airplane affected by the installation must be inspected in
accordance with the inspection program published by the accordance with the inspection program published by the
owner of the STC. Since non-PIPER approved STC owner of the STC. Since non-PIPER approved STC
installations may change systems interface, operating installations may change systems interface, operating
characteristics and component loads or stresses on adjacent characteristics and component loads or stresses on adjacent
structures, PIPER provided inspection criteria may not be structures, PIPER provided inspection criteria may not be
valid for airplanes with non-PIPER approved STC valid for airplanes with non-PIPER approved STC
installations. installations.

WARNING WARNING
Modifications must be approved in writing by PIPER prior Modifications must be approved in writing by PIPER prior
to installation. Any and all other installations, whatsoever, of to installation. Any and all other installations, whatsoever, of
any kind will void this warranty in it’s entirety. any kind will void this warranty in it’s entirety.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 8-1 REVISED: NOVEMBER 15, 2004 8-1
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)

WARNING WARNING
Use only genuine PIPER parts or PIPER approved parts Use only genuine PIPER parts or PIPER approved parts
obtained from PIPER approved sources, in connection with the obtained from PIPER approved sources, in connection with the
maintenance and repair of PIPER airplanes. maintenance and repair of PIPER airplanes.
Genuine PIPER parts are produced and inspected under Genuine PIPER parts are produced and inspected under
rigorous procedures to insure airworthiness and suitability for rigorous procedures to insure airworthiness and suitability for
use in PIPER airplane applications. Parts purchased from use in PIPER airplane applications. Parts purchased from
sources other than PIPER, even though identical in appearance, sources other than PIPER, even though identical in appearance,
may not have had the required tests and inspections performed, may not have had the required tests and inspections performed,
may be different in fabrication techniques and materials, and may be different in fabrication techniques and materials, and
may be dangerous when installed in an airplane. may be dangerous when installed in an airplane.
Additionally, reworked or salvaged parts or those parts obtained Additionally, reworked or salvaged parts or those parts obtained
from non-PIPER approved sources, may have service histories from non-PIPER approved sources, may have service histories
which are unknown or cannot be authenticated, may have been which are unknown or cannot be authenticated, may have been
subjected to unacceptable stresses or temperatures or may have subjected to unacceptable stresses or temperatures or may have
other hidden damage not discernible through routine visual or other hidden damage not discernible through routine visual or
nondestructive testing. This may render the part, component or nondestructive testing. This may render the part, component or
structural assembly, even though originally manufactured by structural assembly, even though originally manufactured by
PIPER, unsuitable and unsafe for airplane use. PIPER, unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility for malfunctions, PIPER expressly disclaims any responsibility for malfunctions,
failures, damage or injury caused by use of non-PIPER failures, damage or injury caused by use of non-PIPER
approved parts. approved parts.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-1a REVISED: NOVEMBER 15, 2004 8-1a REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)

Every owner should stay in close contact with an authorized Piper Service Every owner should stay in close contact with an authorized Piper Service
Center or Piper’s Customer Service Department to obtain the latest information Center or Piper’s Customer Service Department to obtain the latest information
pertaining to their airplane, and to avail themselves of Piper’s support systems. pertaining to their airplane, and to avail themselves of Piper’s support systems.

Piper takes a continuing interest in having owners get the most efficient use Piper takes a continuing interest in having owners get the most efficient use
from their airplane and keeping it in the best mechanical condition. from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including Service Consequently, Piper, from time to time, issues service releases including Service
Bulletins, Service Letters, Service Spares Letters, and others relating to the Bulletins, Service Letters, Service Spares Letters, and others relating to the
airplane. airplane.

Piper Service Bulletins are of special importance and Piper considers Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directly to the latest FAA-registered compliance mandatory. These are sent directly to the latest FAA-registered
owners in the United States (U.S.) and Piper Service Centers worldwide. owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may apply. Depending on the nature of the release, material and labor allowances may apply.
This information is provided to all authorized Piper Service Centers. This information is provided to all authorized Piper Service Centers.

Piper Service Letters deal with product improvements and servicing Piper Service Letters deal with product improvements and servicing
techniques pertaining to the airplane. They are sent to Piper Service Centers and, techniques pertaining to the airplane. They are sent to Piper Service Centers and,
if necessary, to the latest FAA-registered owners in the U.S. Owners should give if necessary, to the latest FAA-registered owners in the U.S. Owners should give
careful attention to Service Letter information. careful attention to Service Letter information.

Piper Service Spares Letters offer improved parts, kits and optional Piper Service Spares Letters offer improved parts, kits and optional
equipment which were not available originally, and which may be of interest equipment which were not available originally, and which may be of interest
to the owner. to the owner.

Piper offers a subscription service for Service Bulletins, Service Letters, and Piper offers a subscription service for Service Bulletins, Service Letters, and
Service Spares Letters. This service is available to interested persons such as Service Spares Letters. This service is available to interested persons such as
owners, pilots, and mechanics at a nominal fee, and may be obtained through an owners, pilots, and mechanics at a nominal fee, and may be obtained through an
authorized Piper Service Center or Piper’s Customer Service Department. authorized Piper Service Center or Piper’s Customer Service Department.

Maintenance manuals, parts catalogs, and revisions to both, are available Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers or Piper’s Customer Service Department. from Piper Service Centers or Piper’s Customer Service Department.

Any correspondence regarding the airplane should include the airplane Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response. model and serial number to ensure proper response.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: NOVEMBER 15, 2004 8-1b REVISED: NOVEMBER 15, 2004 8-1b
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.3 AIRPLANE INSPECTION PERIODS 8.3 AIRPLANE INSPECTION PERIODS

WARNING WARNING
All inspection intervals, replacement time limits, overhaul time All inspection intervals, replacement time limits, overhaul time
limits, the method of inspection, life limits, cycle limits, etc., limits, the method of inspection, life limits, cycle limits, etc.,
recommended by PIPER are solely based on the use of new, recommended by PIPER are solely based on the use of new,
remanufactured or overhauled PIPER approved parts. If parts remanufactured or overhauled PIPER approved parts. If parts
are designed, manufactured, remanufactured, overhauled are designed, manufactured, remanufactured, overhauled
and/or approved by entities other than PIPER, then the data in and/or approved by entities other than PIPER, then the data in
PIPER’S maintenance/service manuals and parts catalogs are PIPER’S maintenance/service manuals and parts catalogs are
no longer applicable and the purchaser is warned not to rely on no longer applicable and the purchaser is warned not to rely on
such data for non-PIPER parts. All inspection intervals, such data for non-PIPER parts. All inspection intervals,
replacement time limits, overhaul time limits, the method of replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., for such non-PIPER inspection, life limits, cycle limits, etc., for such non-PIPER
parts must be obtained from the manufacturer and/or seller of parts must be obtained from the manufacturer and/or seller of
such non-PIPER parts. such non-PIPER parts.

Piper has developed inspection items and required inspection intervals (i.e.: Piper has developed inspection items and required inspection intervals (i.e.:
50, 100, 500, and 1000 hours) for the specific model aircraft. Appropriate forms 50, 100, 500, and 1000 hours) for the specific model aircraft. Appropriate forms
are contained in the applicable Piper Maintenance Manual, and should be are contained in the applicable Piper Maintenance Manual, and should be
complied with by a properly trained, knowledgeable, and qualified mechanic at complied with by a properly trained, knowledgeable, and qualified mechanic at
a Piper Authorized Service Center or a reputable repair shop. Piper cannot accept a Piper Authorized Service Center or a reputable repair shop. Piper cannot accept
responsibility for the continued airworthiness of any aircraft not maintained to responsibility for the continued airworthiness of any aircraft not maintained to
these standards, and/or not brought into compliance with applicable Service these standards, and/or not brought into compliance with applicable Service
Bulletins issued by Piper, instructions issued by the engine, propeller, or Bulletins issued by Piper, instructions issued by the engine, propeller, or
accessory manufacturers, or Airworthiness Directives issued by the FAA. accessory manufacturers, or Airworthiness Directives issued by the FAA.
A programmed Inspection, approved by the Federal Aviation Administration A programmed Inspection, approved by the Federal Aviation Administration
(FAA), is also available to the owner. This involves routine and detailed (FAA), is also available to the owner. This involves routine and detailed
inspections to allow maximum utilization of the airplane. Maintenance inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continuous inspection costs are reduced, and the maximum standard of continuous
airworthiness is maintained. Complete details are available from all local airworthiness is maintained. Complete details are available from all local
distributors representing The New Piper Aircraft, Inc. distributors representing The New Piper Aircraft, Inc.
In addition, but in conjunction with the above, the FAA requires periodic In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection requirements owner is responsible for assuring compliance with these inspection requirements
and for maintaining proper documentation in logbooks and/or maintenance and for maintaining proper documentation in logbooks and/or maintenance
records. records.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-2 REVISED: NOVEMBER 15, 2004 8-2 REVISED: NOVEMBER 15, 2004
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

A spectographic analysis of the engine oil is available from several sources. A spectographic analysis of the engine oil is available from several sources.
This inspection, if performed properly. provides a good check of the internal This inspection, if performed properly. provides a good check of the internal
condition of the engine. To be accurate, induction air filters must be cleaned or condition of the engine. To be accurate, induction air filters must be cleaned or
changed regularly, and oil samples must be taken and sent in at regular changed regularly, and oil samples must be taken and sent in at regular
intervals. intervals.

8.5 PREVENTIVE MAINTENANCE 8.5 PREVENTIVE MAINTENANCE

The holder of a Pilot Certificate issued under FAR Part 61 may perform The holder of a Pilot Certificate issued under FAR Part 61 may perform
certain preventive maintenance described in FAR Part 43. This maintenance certain preventive maintenance described in FAR Part 43. This maintenance
may be performed only on an aircraft which the pilot owns or operates and may be performed only on an aircraft which the pilot owns or operates and
which is not used to carry persons or property for hire, except as provided in which is not used to carry persons or property for hire, except as provided in
applicable FAR's. Although such maintenance is allowed by law, each applicable FAR's. Although such maintenance is allowed by law, each
individual should make a self-analysis as to whether he has the ability to individual should make a self-analysis as to whether he has the ability to
perform the work. perform the work.
All other maintenance required on the airplane should be accomplished by All other maintenance required on the airplane should be accomplished by
appropriately licensed personnel. appropriately licensed personnel.
If maintenance is accomplished, an entry must be made in the appropriate If maintenance is accomplished, an entry must be made in the appropriate
logbook. The entry should contain: logbook. The entry should contain:
(a) The date the work was accomplished. (a) The date the work was accomplished.
(b) Description of the work. (b) Description of the work.
(c) Number of hours on the aircraft. (c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work. (d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work. (e) Signature of the individual doing the work.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: JANUARY 16, 1989 8-3 REVISED: JANUARY 16, 1989 8-3
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.7 AIRPLANE ALTERATIONS 8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance with approval for the alteration. Major alterations accomplished in accordance with
Advisory Circular 43.13-2, when performed by an A & P mechanic, may be Advisory Circular 43.13-2, when performed by an A & P mechanic, may be
approved by the local FAA office. Major alterations to the basic airframe or approved by the local FAA office. Major alterations to the basic airframe or
systems not covered by AC 43.13-2 require a Supplemental Type Certificate. systems not covered by AC 43.13-2 require a Supplemental Type Certificate.

The owner or pilot is required to ascertain that the following Aircraft The owner or pilot is required to ascertain that the following Aircraft
Papers are in order and in the aircraft. Papers are in order and in the aircraft.

(a) To be displayed in the aircraft at all times: (a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8100-2. (1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3. (2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed. (3) Aircraft Radio Station License if transmitters are installed.

(b) To be carried in the aircraft at all times: (b) To be carried in the aircraft at all times:
(1) Pilot's Operating Handbook. (1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and (2) Weight and Balance data plus a copy of the latest Repair and
Alteration Form FAA-337. if applicable. Alteration Form FAA-337. if applicable.
(3) Aircraft equipment list. (3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by giving complete and up to date. Good records will reduce maintenance cost by giving
the mechanic information about what has or has not been accomplished. the mechanic information about what has or has not been accomplished.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-4 REVISED: SEPTEMBER 23, 1983 8-4 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

8.9 GROUND HANDLING 8.9 GROUND HANDLING

(a) Towing (a) Towing
The airplane may be moved on the ground by the use of the nose The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the baggage compartment or by wheel steering bar that is stowed in the baggage compartment or by
power equipment that will not damage or excessively strain the nose power equipment that will not damage or excessively strain the nose
gear steering assembly. gear steering assembly.

CAUTIONS CAUTIONS
When towing with power equipment, do not turn When towing with power equipment, do not turn
the nose gear beyond its steering radius in either the nose gear beyond its steering radius in either
direction, as this will result in damage to the nose direction, as this will result in damage to the nose
gear and steering mechanism. gear and steering mechanism.
Do not tow the airplane when the controls are Do not tow the airplane when the controls are
secured. secured.
In the event towing lines are necessary, ropes should be attached In the event towing lines are necessary, ropes should be attached
to both main gear struts as high up on the tubes as possible. Lines to both main gear struts as high up on the tubes as possible. Lines
should be long enough to clear the nose and / or tail by not less than should be long enough to clear the nose and / or tail by not less than
fifteen feet, and a qualified person should ride in the pilot's seat to fifteen feet, and a qualified person should ride in the pilot's seat to
maintain control by use of the brakes. maintain control by use of the brakes.
(b) Taxiing (b) Taxiing
Before attempting to taxi the airplane, ground personnel should Before attempting to taxi the airplane, ground personnel should
be instructed and approved by a qualified person authorized by the be instructed and approved by a qualified person authorized by the
owner. Engine starting and shut-down procedures as well as taxi owner. Engine starting and shut-down procedures as well as taxi
techniques should be covered. When it is ascertained that the propeller techniques should be covered. When it is ascertained that the propeller
back blast and taxi areas are clear, the parking brake is released and back blast and taxi areas are clear, the parking brake is released and
power should be applied to start the taxi roll. The following checks power should be applied to start the taxi roll. The following checks
should be performed: should be performed:
(1) Taxi a few feet forward and apply the toe brakes to determine (1) Taxi a few feet forward and apply the toe brakes to determine
their effectiveness. their effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM setting. (2) Taxi with the propeller set in low pitch, high RPM setting.
(3) While taxiing, make slight turns to ascertain the effective-ness (3) While taxiing, make slight turns to ascertain the effective-ness
of the steering. of the steering.
(4) Observe wing clearance when taxiing near buildings or other (4) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the stationary objects. If possible, station an observer outside the
airplane. airplane.
(5) When taxiing over uneven ground, avoid holes and ruts. (5) When taxiing over uneven ground, avoid holes and ruts.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 8-5 REVISED: SEPTEMBER 17, 1984 8-5
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

(6) Do not operate the engine at high RPM when running up or (6) Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades. loose material that may cause damage to the propeller blades.
(c) Parking (c) Parking
When parking the airplane, be sure that it is sufficiently When parking the airplane, be sure that it is sufficiently
protected from adverse weather conditions and that it presents no protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length of danger to other aircraft. When parking the airplane for any length of
time or overnight, it is suggested that it be moored securely. time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible. (1) To park the airplane, head it into the wind if possible.
(2) The parking brake knob is located on the lower left of the (2) The parking brake knob is located on the lower left of the
instrument panel. To set the parking brake, first depress and instrument panel. To set the parking brake, first depress and
hold the toe brake pedals and then pull out the parking brake hold the toe brake pedals and then pull out the parking brake
knob. To release the parking brake, first depress and hold the knob. To release the parking brake, first depress and hold the
toe brake pedals and then push in on the parking brake knob. toe brake pedals and then push in on the parking brake knob.
WARNING WARNING
No braking will occur if knob is pulled prior to No braking will occur if knob is pulled prior to
brake application. brake application.

CAUTION CAUTION
Care should be taken when setting brakes that are Care should be taken when setting brakes that are
overheated or during cold weather when overheated or during cold weather when
accumulated moisture may freeze a brake. accumulated moisture may freeze a brake.
(3) Aileron and stabilator controls should be secured with the (3) Aileron and stabilator controls should be secured with the
front seat belt and chocks used to properly block the wheels. front seat belt and chocks used to properly block the wheels.

(d) Mooring (d) Mooring

The airplane should be moored for immovability, security and The airplane should be moored for immovability, security and
protection. The following procedures should be used for the proper protection. The following procedures should be used for the proper
mooring of the airplane: mooring of the airplane:
(1) Head the airplane into the wind if possible. (1) Head the airplane into the wind if possible.
(2) Retract the flaps. (2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt (3) Immobilize the ailerons and stabilator by looping the seat belt
through the control wheel and pulling it snug. through the control wheel and pulling it snug.
(4) Block the wheels. (4) Block the wheels.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-6 REVISED: FEBRUARY 10, 1984 8-6 REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT

(5) Secure tie-down ropes to the wing tie-down rings and

to the tail skid at approximately 45 degree angles to the
ground. When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should the
ropes contract.
CAUTION
Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear
forks and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove
the pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the
airplane is unattended.

8.11 ENGINE INDUCTION AIR FILTERS

(a) Removing Induction Air Filter
(1) Remove the upper cowling to gain access to the air filter
box.
(2) Turn the four studs and remove the air filter box cover.
(3) Lift the air filter from the filter box.

(b) Cleaning Induction Air Filters

The induction air filters must be cleaned at least once every
50 hours, and more often, even daily, when operating in dusty
conditions. Extra filters are inexpensive, and a spare should be kept
on hand for use as a rapid replacement.

To clean the filter:

(1) Tap filter gently to remove dirt particles. Do not use
compressed air or cleaning solvents.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110

REVISED: FEBRUARY 10, 1984 8-7
SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III

(2) Inspect filter. If paper element is torn or ruptured or gasket

is damaged, the filter should be replaced. The usable life
of the filter should be restricted to one year or 500 hours,
whichever comes first.

(c) Installation of induction Air Filters

After cleaning, place filter in air box and install cover. Secure
cover by turning studs. Replace cowl.

8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic
brake fluid. This should be checked periodically or at every 50-hour
inspection and replenished when necessary. The brake reservoir is located
in the forward maintenance area. Remove the four screws and rotate the
fiberglass nose cone forward and down. The reservoir is located at the top
rear of the compartment. Keep the fluid level at the level marked on the
reservoir.
No adjustment of brake clearance is necessary. Refer to the Service
Manual for brake lining replacement instructions.
8.15 LANDING GEAR SERVICE
Two jack points are provided for jacking the aircraft for servicing. One
is located outboard of each main landing gear. Before jacking, attach a tail
support to the tail skid. Approximately 500 pounds of ballast should be
placed on the tail support.
CAUTION
Be sure to apply sufficient support ballast;
otherwise the airplane may tip forward, and the
nose section could be damaged.
Landing gear oleos should be serviced according to instruction on the
units. Under normal static load (empty weight of airplane plus full fuel and
oil). main oleo struts should be exposed approximately 3.20 inches and the
nose oleo strut should be exposed 1.2 + .25 inches. Refer to the Service
Manual for complete information on servicing oleo struts.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981

8-8 REVISED: AUGUST 12, 2015
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT
PARKING BRAKE HANDLE
BRAKE FLUID RESERVOIR

PARKING BRAKE VAi.VE

BRAKE CYLINDERS

BRAKE ASSEMBLY
BRAKE LINES
5.
6.
1.

4.
2.
3.
BRAKE SYSTEM BRAKE SYSTEM
Figure 8-1 Figure 8-1
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
8-9 8-9
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.17 PROPELLER SERVICE 8.17 PROPELLER SERVICE

The gas charge in the propeller cylinder should be kept at the pressure The gas charge in the propeller cylinder should be kept at the pressure
specified on the placard located in the spinner cap. The pressure in the specified on the placard located in the spinner cap. The pressure in the
cylinder will increase about one-third psi for every degree Fahrenheit increase cylinder will increase about one-third psi for every degree Fahrenheit increase
in temperature. This effect should be considered when checking pressure. The in temperature. This effect should be considered when checking pressure. The
charge maintained must be accurate and free of excessive moisture since charge maintained must be accurate and free of excessive moisture since
moisture may freeze the piston during cold weather. Dry nitrogen gas is moisture may freeze the piston during cold weather. Dry nitrogen gas is
recommended. recommended.
CHAMBER PRESSURE REQUIREMENTS WITH CHAMBER PRESSURE REQUIREMENTS WITH
TEMPERATURE FOR HARTZELL COUNTERWEIGHT TEMPERATURE FOR HARTZELL COUNTERWEIGHT
TYPE PROPELLERS TYPE PROPELLERS

FOR PROPELLER HUBS: FOR PROPELLER HUBS:

BHC-C2YF-2CKUF AND BHC-C2YF-2CLKUF BHC-C2YF-2CKUF AND BHC-C2YF-2CLKUF

Temp. ÞF Pressure (PSI) Temp. ÞF Pressure (PSI)

70 to 100 22 ± 2 70 to 100 22 ± 2
40 to 70 17 ± 2 40 to 70 17 ± 2
0 to 40 14 ± 2 0 to 40 14 ± 2
-30 to 0 9±2 -30 to 0 9±2

NOTE: Do not check pressure or charge with propeller in feather position. NOTE: Do not check pressure or charge with propeller in feather position.

The spinner and backing plate-should be cleaned and inspected for cracks The spinner and backing plate-should be cleaned and inspected for cracks
frequently. Before each flight the propeller should be inspected for nicks, frequently. Before each flight the propeller should be inspected for nicks,
scratches, or corrosion. If found, they should be repaired as soon as possible by scratches, or corrosion. If found, they should be repaired as soon as possible by
a rated mechanic, since a nick or scratch causes an area of increased stress a rated mechanic, since a nick or scratch causes an area of increased stress
which can lead to serious cracks or the loss of a propeller tip. The back face of which can lead to serious cracks or the loss of a propeller tip. The back face of
the blades should be painted when necessary with flat black paint to retard the blades should be painted when necessary with flat black paint to retard
glare. To prevent corrosion, all surfaces should be cleaned and waxed glare. To prevent corrosion, all surfaces should be cleaned and waxed
periodically. periodically.
The gas charge in the optional unfeathering accumulators should be The gas charge in the optional unfeathering accumulators should be
maintained at 90 - 100 PSI. It is important to use nitrogen only for this maintained at 90 - 100 PSI. It is important to use nitrogen only for this
purpose since any moisture in the system may freeze and render it inopera- purpose since any moisture in the system may freeze and render it inopera-
tive. Do not check this charge pressure while engine is running. tive. Do not check this charge pressure while engine is running.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-10 REVISED: APRIL 9, 1982 8-10 REVISED: APRIL 9, 1982
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

8.19 OIL REQUIREMENTS 8.19 OIL REQUIREMENTS

The oil capacity of the Teledyne Continental engines is 8 quarts per engine The oil capacity of the Teledyne Continental engines is 8 quarts per engine
with a minimum safe quantity of 3 quarts per engine. It is recom-mended that with a minimum safe quantity of 3 quarts per engine. It is recom-mended that
oil be added if the quantity falls to 6 quarts. It is recommended that engine oil oil be added if the quantity falls to 6 quarts. It is recommended that engine oil
be drained and renewed every 100 hours, or sooner under unfavorable be drained and renewed every 100 hours, or sooner under unfavorable
conditions. Full flow cartridge type oil filters should be replaced each 50 conditions. Full flow cartridge type oil filters should be replaced each 50
hours of operation. The following grades are required for temperatures: hours of operation. The following grades are required for temperatures:

OIL VISCOSITY OIL VISCOSITY

Aviation Grade S.A.E. No. Aviation Grade S.A.E. No.

Below 40ÞF 1065 30 Below 40ÞF 1065 30

Above 40ÞF 1100 50 Above 40ÞF 1100 50

8.21 FUEL SYSTEM 8.21 FUEL SYSTEM

(a) Servicing Fuel System (a) Servicing Fuel System

The fuel screens in the strainers require cleaning at 50 hour or 90 The fuel screens in the strainers require cleaning at 50 hour or 90
day intervals, whichever occurs first. The fuel gascolator strainers are day intervals, whichever occurs first. The fuel gascolator strainers are
located in the wing between the fuel selector valves and the auxiliary located in the wing between the fuel selector valves and the auxiliary
pumps in the nacelles. The fuel injector screen is located in the pumps in the nacelles. The fuel injector screen is located in the
housing where the fuel inlet line connects to the injector. This screen housing where the fuel inlet line connects to the injector. This screen
should be cleaned every 50 hours of operation. should be cleaned every 50 hours of operation.
(b) Fuel Requirements (AVGAS ONLY) (b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel for the Seneca III is 100. The minimum aviation grade fuel for the Seneca III is 100.
Since the use of lower grades can cause serious engine damage in a Since the use of lower grades can cause serious engine damage in a
short period of time. the engine warranty is invalidated by the use of short period of time. the engine warranty is invalidated by the use of
lower octanes. lower octanes.
Whenever 100 or 100LL grade fuel is not available, commercial Whenever 100 or 100LL grade fuel is not available, commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart.) grade 100/130 should be used. (See Fuel Grade Comparison Chart.)
Refer to the latest issue of Continental Service Bulletin "Fuel and Refer to the latest issue of Continental Service Bulletin "Fuel and
Oil Grades." Oil Grades."

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 8-11 REVISED: SEPTEMBER 17, 1984 8-11
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

A summary of current grades as well as the previous fuel A summary of current grades as well as the previous fuel
designations is shown in the following chart: designations is shown in the following chart:

FUEL GRADE COMPARISON CHART FUEL GRADE COMPARISON CHART

Current Military Current Military
Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E) Previous Commercial Current Commercial Fuel Grades (MIL-G-5572E)
Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3 Fuel Grades (ASTM-D910) Fuel Grades (ASTM-D910-75) Amendment No. 3

Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL Max. TEL
Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal Grade Color ml/U.S. gal

80/87 red 0.5 80 red 0.5 80/87 red 0.5 80/87 red 0.5 80 red 0.5 80/87 red 0.5
91/98 blue 2.0 *100LL blue 2.0 none none none 91/98 blue 2.0 *100LL blue 2.0 none none none
100/130 green 3.0 100 green **3.0 100/130 green **3.0 100/130 green 3.0 100 green **3.0 100/130 green **3.0
115/145 purple 4.6 none none none 115/145 purple 4.6 115/145 purple 4.6 none none none 115/145 purple 4.6

* -Grade 100LL fuel in some overseas countries is currently colored green and designated as 100L. * -Grade 100LL fuel in some overseas countries is currently colored green and designated as 100L.
** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL ** -Commercial fuel grade 100 and grade 100/130 (both of which are colored green) having TEL
content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with
grade 100/130 fuel. grade 100/130 fuel.

The operation of the aircraft is approved with an anti-icing The operation of the aircraft is approved with an anti-icing
additive in the fuel. When an anti-icing additive is used it must meet additive in the fuel. When an anti-icing additive is used it must meet
the specification MIL-I-27686, must be uniformly blended with the the specification MIL-I-27686, must be uniformly blended with the
fuel while refueling, must not exceed 0.15% by volume of the refueled fuel while refueling, must not exceed 0.15% by volume of the refueled
quantity, and to ensure its effectiveness should be blended at not less quantity, and to ensure its effectiveness should be blended at not less
than 0.10% by volume. One and one half liquid ozs. per ten gallon than 0.10% by volume. One and one half liquid ozs. per ten gallon
of fuel would fall within this range. A blender supplied by the additive of fuel would fall within this range. A blender supplied by the additive
manufacturer should be used. Except for the information contained in manufacturer should be used. Except for the information contained in
this section, the manufacturer's mixing or blending instructions should this section, the manufacturer's mixing or blending instructions should
be carefully followed. be carefully followed.

CAUTIONS CAUTIONS
Some fuels have anti-icing additives pre-blended Some fuels have anti-icing additives pre-blended
in the fuel at the refinery, so no further blending in the fuel at the refinery, so no further blending
should be performed. should be performed.

Fuel additive can not be used as a substitute for Fuel additive can not be used as a substitute for
preflight draining of the fuel system. preflight draining of the fuel system.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-12 8-12
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

FUEL DRAIN FUEL DRAIN

Figure 8-3 Figure 8-3

CAUTION CAUTION
Assure that the additive is directed into the Assure that the additive is directed into the
flowing fuel stream. The additive flow should flowing fuel stream. The additive flow should
start after and stop before the fuel flow. Do not start after and stop before the fuel flow. Do not
permit the concentrated additive to come in permit the concentrated additive to come in
contact with the aircraft painted surfaces or the contact with the aircraft painted surfaces or the
interior surfaces of the fuel tanks. interior surfaces of the fuel tanks.

(c) Filling Fuel Tanks (c) Filling Fuel Tanks

Observe all required precautions for handling gasoline. Fill the Observe all required precautions for handling gasoline. Fill the
fuel tanks to the bottom of the filler neck with 100/130 octane fuel. fuel tanks to the bottom of the filler neck with 100/130 octane fuel.
Each wing holds a maximum of 49 gallons, giving a total of 98 gallons Each wing holds a maximum of 49 gallons, giving a total of 98 gallons
of fuel. With optional fuel tanks installed, the total fuel capacity is of fuel. With optional fuel tanks installed, the total fuel capacity is
increased to 128 gallons. increased to 128 gallons.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
8-13 8-13
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

(d) Draining Fuel Strainer, Sumps and Lines (d) Draining Fuel Strainer, Sumps and Lines
Each gascolator strainer is provided with a quick drain which Each gascolator strainer is provided with a quick drain which
should be drained before the first flight of the day and after refueling, should be drained before the first flight of the day and after refueling,
to check for fuel contamination and proper fuel. If contami-nation is to check for fuel contamination and proper fuel. If contami-nation is
found, fuel should be drained until the contamination stops. If found, fuel should be drained until the contamination stops. If
contamination persists after draining fuel for a minute, contact a contamination persists after draining fuel for a minute, contact a
mechanic to check the fuel system. mechanic to check the fuel system.
Each fuel tank is provided with a fuel quick drain to check for Each fuel tank is provided with a fuel quick drain to check for
contamination. Each tank should be checked for contamination in contamination. Each tank should be checked for contamination in
accordance with the above procedure. Crossfeed drains are located on accordance with the above procedure. Crossfeed drains are located on
the bottom of the fuselage inboard of the right flap. The fuel drained at the bottom of the fuselage inboard of the right flap. The fuel drained at
each quick drain should be collected in a transparent container and each quick drain should be collected in a transparent container and
examined for contamination. examined for contamination.

CAUTION CAUTION
When draining fuel, be sure that no fire hazard When draining fuel, be sure that no fire hazard
exists before starting the engines. exists before starting the engines.
(e) Draining Fuel System (e) Draining Fuel System
The bulk of the fuel may be drained either by opening the valve at The bulk of the fuel may be drained either by opening the valve at
the inboard end of each tank or by siphoning. The remaining fuel in the inboard end of each tank or by siphoning. The remaining fuel in
the lines may be drained through the gascolators and the two drains the lines may be drained through the gascolators and the two drains
located on the bottom of the fuselage, inboard of the right flap. located on the bottom of the fuselage, inboard of the right flap.

8.23 TIRE INFLATION 8.23 TIRE INFLATION

For maximum service from the tires, keep them inflated to the proper For maximum service from the tires, keep them inflated to the proper
pressures. The main gear tires should be inflated to 55 psi and the nose gear tire pressures. The main gear tires should be inflated to 55 psi and the nose gear tire
should be inflated to 40 psi. should be inflated to 40 psi.
Interchange the tires on the main wheels, if necessary, to produce even Interchange the tires on the main wheels, if necessary, to produce even
wear. All wheels and tires are balanced before original installation, and the wear. All wheels and tires are balanced before original installation, and the
relationship of the tire, tube, and wheel should be maintained if at all possible. relationship of the tire, tube, and wheel should be maintained if at all possible.
Unbalanced wheels can cause extreme vibration on takeoff. In the installation Unbalanced wheels can cause extreme vibration on takeoff. In the installation
of new components, it may be necessary to rebalance the wheel with the tire of new components, it may be necessary to rebalance the wheel with the tire
mounted. mounted.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-14 REVISED: SEPTEMBER 17, 1984 8-14 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

When checking the pressure, examine the tires for wear, cuts, bruises, and When checking the pressure, examine the tires for wear, cuts, bruises, and
slippage. slippage.

8.25 BATTERY SERVICE 8.25 BATTERY SERVICE

Access to the 12-volt 35 ampere hour battery is gained through the nose Access to the 12-volt 35 ampere hour battery is gained through the nose
baggage compartment. It is located in the forward portion of the nose baggage compartment. It is located in the forward portion of the nose
baggage compartment. The battery container has a plastic drain tube which is baggage compartment. The battery container has a plastic drain tube which is
normally closed off. This tube should be opened occasionally to drain off any normally closed off. This tube should be opened occasionally to drain off any
accumulation of liquid. accumulation of liquid.
The battery fluid level must not be brought above the baffle plates. It The battery fluid level must not be brought above the baffle plates. It
should be checked every 30 days to determine that the fluid level is proper and should be checked every 30 days to determine that the fluid level is proper and
the connections are tight and free of corrosion. DO NOT fill the battery above the connections are tight and free of corrosion. DO NOT fill the battery above
the baffle plates. DO NOT fill the battery with acid - use distilled water only. the baffle plates. DO NOT fill the battery with acid - use distilled water only.
A hydrometer check will determine the percent of charge in the battery. A hydrometer check will determine the percent of charge in the battery.
If the battery is not properly charged, recharge it starting with a rate of 4 If the battery is not properly charged, recharge it starting with a rate of 4
amperes and finishing with a rate of 2 amperes. Quick charges are not amperes and finishing with a rate of 2 amperes. Quick charges are not
recommended . recommended .
The external power receptacle, if installed, is located on the left side of the The external power receptacle, if installed, is located on the left side of the
nose section. Be sure that the master switch is off while inserting or removing nose section. Be sure that the master switch is off while inserting or removing
a plug at this receptacle. Connect 12 VDC external power source only. a plug at this receptacle. Connect 12 VDC external power source only.
Refer to the PA-34-220T Service Manual for detailed procedures for Refer to the PA-34-220T Service Manual for detailed procedures for
cleaning and servicing the battery. cleaning and servicing the battery.

8.27 SERIAL NUMBER PLATES 8.27 SERIAL NUMBER PLATES

The serial number plate is located on the left side of the fuselage near the The serial number plate is located on the left side of the fuselage near the
leading edge of the stabilator. The serial number should always be used when leading edge of the stabilator. The serial number should always be used when
referring to the airplane on service or warranty matters. referring to the airplane on service or warranty matters.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
8-15 8-15
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.29 LUBRICATION 8.29 LUBRICATION

Lubrication at regular intervals is an essential part of the maintenance of Lubrication at regular intervals is an essential part of the maintenance of
an airplane. For lubrication instructions and a chart showing lubrication an airplane. For lubrication instructions and a chart showing lubrication
points, types of lubricants to be used, lubrication methods and recom-mended points, types of lubricants to be used, lubrication methods and recom-mended
frequencies, refer to the PA-34-220T Service Manual. frequencies, refer to the PA-34-220T Service Manual.

8.31 CLEANING 8.31 CLEANING

(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape on Before cleaning the engine compartment, place a strip of tape on
the magneto vents to prevent any solvent from entering these units. the magneto vents to prevent any solvent from entering these units.
(1) Place a large pan under the engine to catch waste. (1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine (2) With the engine cowling removed, spray or brush the engine
with solvent or a mixture of solvent and degreaser. In order with solvent or a mixture of solvent and degreaser. In order
to remove especially heavy dirt and grease deposits, it may to remove especially heavy dirt and grease deposits, it may
be necessary to brush areas that were sprayed . be necessary to brush areas that were sprayed .

CAUTION CAUTION
Do not spray solvent into the alternator, pres-sure Do not spray solvent into the alternator, pres-sure
pump, starter, air intakes, or alternate air inlets. pump, starter, air intakes, or alternate air inlets.
(3) Allow the solvent to remain on the engine from five to ten (3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional solvent minutes. Then rinse the engine clean with additional solvent
and allow it to dry. and allow it to dry.

CAUTION CAUTION
Do not operate the engine until excess solvent has Do not operate the engine until excess solvent has
evaporated or otherwise been removed. evaporated or otherwise been removed.

(4) Remove the protective tape from the magnetos. (4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accor-dance (5) Lubricate the controls, bearing surfaces, etc., in accor-dance
with the Lubrication Chart in the PA-34-220T Service with the Lubrication Chart in the PA-34-220T Service
Manual. Manual.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-16 8-16
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

(b) Cleaning Landing Gear (b) Cleaning Landing Gear

Before cleaning the landing gear, place a plastic cover or similar Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly. material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste. (1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of (2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease and dirt solvent and degreaser, as desired. Where heavy grease and dirt
deposits have collected, it may be necessary to brush areas deposits have collected, it may be necessary to brush areas
that were sprayed, in order to clean them. that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten (3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and allow minutes. Then rinse the gear with additional solvent and allow
to dry. to dry.
(4) Remove the cover from the wheel and remove the catch pan. (4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart (5) Lubricate the gear in accordance with the Lubrication Chart
in the PA-34-220T Service Manual. in the PA-34-220T Service Manual.
CAUTION CAUTION
Do not brush the micro switches. Do not brush the micro switches.
(c) Cleaning Exterior Surfaces (c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make scratches Harsh abrasives or alkaline soaps or detergents could make scratches
on painted or plastic surfaces or could cause corrosion of metal. on painted or plastic surfaces or could cause corrosion of metal.
Cover areas where cleaning solution could cause damage. To wash Cover areas where cleaning solution could cause damage. To wash
the airplane, use the following procedure: the airplane, use the following procedure:
(1) Flush away loose dirt with water. (1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft (2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush. bristle brush.
(3) To remove exhaust stains, allow the solution to remain on the (3) To remove exhaust stains, allow the solution to remain on the
surface longer. surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with (4) To remove stubborn oil and grease, use a cloth dampened with
naphtha. naphtha.
(5) Rinse all surfaces thoroughly. (5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted (6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used to surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the coating of wax on the leading surfaces will reduce the
abrasion problems in these areas. abrasion problems in these areas.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 8-17 REVISED: FEBRUARY 25, 1982 8-17
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

(d) Cleaning Windshield and Windows (d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior (1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water. surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic (2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and cleaner. Use a soft cloth or sponge in a straight back and
forth motion. Do not rub harshly. forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with kerosene. (3) Remove oil and grease with a cloth moistened with kerosene.

CAUTION CAUTION
Do not use gasoline, alcohol, benzene, carbon Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window tetrachloride, thinner, acetone, or window
cleaning sprays. cleaning sprays.

(4) After cleaning plastic surfaces, apply a thin coat of hard (4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion. circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing (5) A severe scratch or mar in plastic can be removed by rubbing
out the scratch with jeweler's rouge. Smooth both sides and out the scratch with jeweler's rouge. Smooth both sides and
apply wax. apply wax.

(e) Cleaning Headliner, Side Panels and Seats (e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle (1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary. brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good (2) Soiled upholstery, except leather, may be cleaned with a good
upholstery cleaner suitable for the material. Carefully follow upholstery cleaner suitable for the material. Carefully follow
the manufacturer's instructions. Avoid soaking or harsh the manufacturer's instructions. Avoid soaking or harsh
rubbing. rubbing.

CAUTION CAUTION
Solvent cleaners require adequate ventilation. Solvent cleaners require adequate ventilation.

(3) Leather should be cleaned with saddle soap or a mild hand (3) Leather should be cleaned with saddle soap or a mild hand
soap and water. soap and water.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
8-18 8-18
PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8
PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT

(f) Cleaning Carpet (f) Cleaning Carpet

To clean carpets, first remove loose dirt with a whisk broom or To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a nonflammable dry vacuum. For soiled spots and stubborn stains use a nonflammable dry
cleaning fluid. Floor carpets may be removed and cleaned like any cleaning fluid. Floor carpets may be removed and cleaned like any
household carpet. household carpet.
(g) Cleaning Deicing Equipment* (g) Cleaning Deicing Equipment*
The deicers should be cleaned when the aircraft is washed using The deicers should be cleaned when the aircraft is washed using
a mild soap and water solution. a mild soap and water solution.
In cold weather. wash the boots with the airplane inside a warm In cold weather. wash the boots with the airplane inside a warm
hangar if possible. If the cleaning is to be done outdoors, heat the hangar if possible. If the cleaning is to be done outdoors, heat the
soap and water solution before taking it out to the airplane. If soap and water solution before taking it out to the airplane. If
difficulty is encountered with the water freezing on boots direct a difficulty is encountered with the water freezing on boots direct a
blast of warm air along the region being cleaned using a portable blast of warm air along the region being cleaned using a portable
ground heater. ground heater.
As an alternate cleaning solvent, use benzol or nonleaded As an alternate cleaning solvent, use benzol or nonleaded
gasoline. Moisten the cleaning cloth in the solvent, scrub lightly, gasoline. Moisten the cleaning cloth in the solvent, scrub lightly,
and then, with a clean, dry cloth, wipe dry so that the cleaner does and then, with a clean, dry cloth, wipe dry so that the cleaner does
not have time to soak into the rubber. Petroleum products such as not have time to soak into the rubber. Petroleum products such as
these are injurious to rubber, and therefore should be used sparingly these are injurious to rubber, and therefore should be used sparingly
if at all. if at all.
With the deicer boots properly cleaned, a coating of Agemaster With the deicer boots properly cleaned, a coating of Agemaster
No. 1 should be applied as described in the PA-34-220T Service No. 1 should be applied as described in the PA-34-220T Service
Manual. This treatment helps protect the boot rubber from ozone Manual. This treatment helps protect the boot rubber from ozone
attack, aging and weathering. attack, aging and weathering.
After the Agemaster coating is dry, a coating of B.F. Goodrich After the Agemaster coating is dry, a coating of B.F. Goodrich
Icex may be applied to the boots if icing conditions are anticipated. For Icex may be applied to the boots if icing conditions are anticipated. For
specific instructions refer to the PA-34-220T Service Manual. specific instructions refer to the PA-34-220T Service Manual.

*Optional equipment *Optional equipment

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 23, 1983 8-19 REVISED: SEPTEMBER 23, 1983 8-19
SECTION 8 PIPER AIRCRAFT CORPORATION SECTION 8 PIPER AIRCRAFT CORPORATION
HANDLING, SERV & MAINT PA-34-220T, SENECA III HANDLING, SERV & MAINT PA-34-220T, SENECA III

8.33 WINTERIZATION 8.33 WINTERIZATION

For winter operation a winterization kit is installed on the inlet opening For winter operation a winterization kit is installed on the inlet opening
of the oil cooler outboard chamber of the plenum chamber. This kit should be of the oil cooler outboard chamber of the plenum chamber. This kit should be
installed whenever the ambient temperature is 50ÞF or less. When the kit is installed whenever the ambient temperature is 50ÞF or less. When the kit is
not being used it can be stowed in the nose cone compartment, left hand side, not being used it can be stowed in the nose cone compartment, left hand side,
forward of the door, using the strap provided. forward of the door, using the strap provided.

REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983
8-20 8-20
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS

Paragraph/Supplement Page Paragraph/Supplement Page

No. No. No. No.

9.1 General .......................................................................................... 9-1 9.1 General .......................................................................................... 9-1

1 Portable Oxygen System Installation .............................(6 pages) 9-3 1 Portable Oxygen System Installation .............................(6 pages) 9-3
2 Fixed Oxygen System Installation (Part 2 Fixed Oxygen System Installation (Part
Numbers 36960-3 or 87441-2) ..................................(4 pages) 9-9 Numbers 36960-3 or 87441-2) ..................................(4 pages) 9-9
3 Air Conditioning Installation .........................................(6 pages) 9-13 3 Air Conditioning Installation .........................................(6 pages) 9-13
4 KFC 200 Automatic Flight Control System 4 KFC 200 Automatic Flight Control System
With Flight director .................................................(16 pages) 9-19 With Flight director .................................................(16 pages) 9-19
5 KFC 200 Automatic Flight Control System 5 KFC 200 Automatic Flight Control System
Without Flight director ............................................(16 pages) 9-33 Without Flight director ............................................(16 pages) 9-33
6 Ice Protection System Installation................................(10 pages) 9-45 6 Ice Protection System Installation................................(10 pages) 9-45
7 Propeller Synchrophaser Installation..............................(4 pages) 9-55 7 Propeller Synchrophaser Installation..............................(4 pages) 9-55
8 Bendix NP-2041A Area Navigation 8 Bendix NP-2041A Area Navigation
Computer Programmer ..............................................(6 pages) 9-59 Computer Programmer ..............................................(6 pages) 9-59
9 Collins ANS 351 Area Navigation 9 Collins ANS 351 Area Navigation
Computer ...................................................................(6 pages) 9-65 Computer ...................................................................(6 pages) 9-65
10 King KNS-80 Area Navigation System .........................(4 pages) 9-71 10 King KNS-80 Area Navigation System .........................(4 pages) 9-71
11 KNS-81 Digital Area Navigation System ......................(4 pages) 9-75 11 KNS-81 Digital Area Navigation System ......................(4 pages) 9-75
12 RCA Color WeatherScout II Weather 12 RCA Color WeatherScout II Weather
Radar System.............................................................(6 pages) 9-79 Radar System.............................................................(6 pages) 9-79
13 RCA WeatherScout II Weather Radar 13 RCA WeatherScout II Weather Radar
System .......................................................................(6 pages) 9-85 System .......................................................................(6 pages) 9-85
14 Bendix RDR-160 Monochrome Weather 14 Bendix RDR-160 Monochrome Weather
Radar System.............................................................(6 pages) 9-91 Radar System.............................................................(6 pages) 9-91
15 Bendix RDR-160/IN-2026A Color Weather 15 Bendix RDR-160/IN-2026A Color Weather
Radar System.............................................................(6 pages) 9-97 Radar System.............................................................(6 pages) 9-97
16 Propeller Synchrophaser Installation..............................(4 pages) 9-103 16 Propeller Synchrophaser Installation..............................(4 pages) 9-103
17 Century 21 Autopilot Installation...................................(6 pages) 9-107 17 Century 21 Autopilot Installation...................................(6 pages) 9-107
18 Century 41 Autopilot Installation.................................(12 pages) 9-113 18 Century 41 Autopilot Installation.................................(12 pages) 9-113

REPORT: VB-1110 REPORT: VB-1110

9-i 9-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS

Paragraph Page Paragraph Page

No. No. No. No.

19 Bendix RDR-160XD/IN-232A Weather 19 Bendix RDR-160XD/IN-232A Weather

Radar System.............................................................(6 pages) 9-125 Radar System.............................................................(6 pages) 9-125
20 EDO-Avionics Command Electric Trim 20 EDO-Avionics Command Electric Trim
System Model AK923 ...............................................(4 pages) 9-131 System Model AK923 ...............................................(4 pages) 9-131
21 Century 31 Autopilot Installation.................................(20 pages) 9-135 21 Century 31 Autopilot Installation.................................(20 pages) 9-135
22 King KAP/KFC 150 Series Flight 22 King KAP/KFC 150 Series Flight
Control System ........................................................(30 pages) 9-155 Control System ........................................................(30 pages) 9-155
23 This supplement intentionally left blank....................................... 9-185 23 This supplement intentionally left blank....................................... 9-185
24 Sperry WeatherScout Weather 24 Sperry WeatherScout Weather
Radar System.............................................................(6 pages) 9-189 Radar System.............................................................(6 pages) 9-189
25 3M (Series II) Stormscope, WX-1000 ...........................(4 pages) 9-195 25 3M (Series II) Stormscope, WX-1000 ...........................(4 pages) 9-195
26 Northstar M1 Loran C Navigator with 26 Northstar M1 Loran C Navigator with
KAP/KFC 150 Autopilot System ..............................(4 pages) 9-199 KAP/KFC 150 Autopilot System ..............................(4 pages) 9-199
27 3M (Series II) Stormscope, WX-1000+ .........................(4 pages) 9-203 27 3M (Series II) Stormscope, WX-1000+ .........................(4 pages) 9-203
28 Argus 5000 Moving Map Display..................................(8 pages) 9-207 28 Argus 5000 Moving Map Display..................................(8 pages) 9-207

REPORT: VB-1110 REPORT: VB-1110

9-ii 9-ii
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENTS PA-34-220T, SENECA III SUPPLEMENTS

SECTION 9 SECTION 9

SUPPLEMENTS SUPPLEMENTS

9.1 GENERAL 9.1 GENERAL

This section provides information in the form of Supplements which are This section provides information in the form of Supplements which are
necessary for operation of the airplane when equipped with one or more of the necessary for operation of the airplane when equipped with one or more of the
various optional systems and equipment not provided with the standard various optional systems and equipment not provided with the standard
airplane. airplane.
All of the Supplements listed on the preceding pages are “FAA Approved” All of the Supplements listed on the preceding pages are “FAA Approved”
and are required to be aboard the airplane when the related equipment is and are required to be aboard the airplane when the related equipment is
installed. Supplements for equipment installed should be identified to avoid installed. Supplements for equipment installed should be identified to avoid
confusion. Supplements for equipment not installed may at the owners confusion. Supplements for equipment not installed may at the owners
discretion be segregated or removed from the pilot's operating handbook. discretion be segregated or removed from the pilot's operating handbook.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
9-1 9-1
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENTS PA-34-220T, SENECA III SUPPLEMENTS PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-2 9-2
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 1 SUPPLEMENT NO. 1

FOR FOR
PORTABLE OXYGEN SYSTEM INSTALLATION- PORTABLE OXYGEN SYSTEM INSTALLATION-
SCOTT AVIATION PRODUCTS SCOTT AVIATION PRODUCTS
EXECUTIVE MARK III EXECUTIVE MARK III
PART NUMBER 802180-00 OR 802180-01 PART NUMBER 802180-00 OR 802180-01

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional portable oxygen system is installed in accor- airplane when the optional portable oxygen system is installed in accor-
dance with “FAA Approved” Piper data. The information contained within dance with “FAA Approved” Piper data. The information contained within
this supplement is to be used in conjunction with the complete handbook. this supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional portable oxygen system is installed. handbook at all times when the optional portable oxygen system is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-3 1 of 6, 9-3
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III

This portable oxygen system provides supplementary oxygen for the crew This portable oxygen system provides supplementary oxygen for the crew
and passengers during high altitude flights (above 10,000 feet). The system is and passengers during high altitude flights (above 10,000 feet). The system is
secured to the middle center seat with the forward facing seating arrangement secured to the middle center seat with the forward facing seating arrangement
and mounted between the center seats with the club seating arrangement. and mounted between the center seats with the club seating arrangement.
The major components of the system consist of two console cylinder kits The major components of the system consist of two console cylinder kits
and six oxygen masks. Each console is equipped with a 22 cubic foot oxygen and six oxygen masks. Each console is equipped with a 22 cubic foot oxygen
cylinder, an oxygen supply gauge, an ON-OFF flow control knob and two cylinder, an oxygen supply gauge, an ON-OFF flow control knob and two
plug-in receptacles. Two single supply line masks and two dual supply line plug-in receptacles. Two single supply line masks and two dual supply line
masks, which utilize dual manifold connectors, are provided to supply six masks, which utilize dual manifold connectors, are provided to supply six
masks with only four outlets. masks with only four outlets.
Each cylinder is enclosed in a console carrying case with a separate supply Each cylinder is enclosed in a console carrying case with a separate supply
gauge and ON-OFF flow control knob mounted on the sloped face of each gauge and ON-OFF flow control knob mounted on the sloped face of each
unit. Two plug-in outlets are mounted below the gauge and control knob on unit. Two plug-in outlets are mounted below the gauge and control knob on
each console. The masks for the rear seats are stowed in the pockets on the each console. The masks for the rear seats are stowed in the pockets on the
center seats and all other masks are stowed in the consoles. center seats and all other masks are stowed in the consoles.
When fully charged, each cylinder contains oxygen at a pressure of 1850 When fully charged, each cylinder contains oxygen at a pressure of 1850
psi at 70°F, the filler port is enclosed by a cover at the rear of each unit. If high psi at 70°F, the filler port is enclosed by a cover at the rear of each unit. If high
altitude flight is anticipated, it should be determined that the oxygen supply is altitude flight is anticipated, it should be determined that the oxygen supply is
adequate for the proposed flight and that the passengers are briefed. When adequate for the proposed flight and that the passengers are briefed. When
oxygen is required, insert the mask plug-in connector into an outlet and lock oxygen is required, insert the mask plug-in connector into an outlet and lock
by rotating the connector approximately 1/4 turn. Don mask(s) and rotate the by rotating the connector approximately 1/4 turn. Don mask(s) and rotate the
ON-OFF control knob fully counterclockwise (approximately two full turns). ON-OFF control knob fully counterclockwise (approximately two full turns).
Each mask assembly oxygen line incorporates a flow indicator. When the Each mask assembly oxygen line incorporates a flow indicator. When the
red pellet in the indicator disappears, oxygen is flowing through the line red pellet in the indicator disappears, oxygen is flowing through the line
normally. If the red indicator appears in any of the lines during a period when normally. If the red indicator appears in any of the lines during a period when
oxygen is essential, the airplane should be lowered to a safe altitude oxygen is essential, the airplane should be lowered to a safe altitude
immediately. immediately.
Always remove fittings from the oxygen receptacles and stow the masks Always remove fittings from the oxygen receptacles and stow the masks
when they are not in use. Connect only those mask assemblies being used to when they are not in use. Connect only those mask assemblies being used to
prevent oxygen loss through an unused mask assembly. If the control knob is prevent oxygen loss through an unused mask assembly. If the control knob is
ON and the fitting is in the receptacle, oxygen will flow through the mask ON and the fitting is in the receptacle, oxygen will flow through the mask
continuously. If a dual manifold connector is used, both masks must be donned. continuously. If a dual manifold connector is used, both masks must be donned.
Masks may be damaged if they are not properly stowed. Masks may be damaged if they are not properly stowed.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-4, 2 of 6 9-4, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1

WARNING WARNING
Positively no smoking while oxygen is being used Positively no smoking while oxygen is being used
by anyone in the airplane. by anyone in the airplane.

To stop the flow of oxygen through the system, the control knob should be To stop the flow of oxygen through the system, the control knob should be
turned OFF by rotating fully clockwise, finger tight. turned OFF by rotating fully clockwise, finger tight.
To preclude the possibility of fire by spontaneous combustion, oil, grease, To preclude the possibility of fire by spontaneous combustion, oil, grease,
paint, hydraulic fluid and other flammable material should be kept away from paint, hydraulic fluid and other flammable material should be kept away from
oxygen equipment. oxygen equipment.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) No smoking allowed. (a) No smoking allowed.
(b) The aircraft is restricted to six occupants with two (2) oxygen units (b) The aircraft is restricted to six occupants with two (2) oxygen units
installed. installed.
(c) The aircraft is restricted to four occupants with one (1) oxygen unit (c) The aircraft is restricted to four occupants with one (1) oxygen unit
installed. installed.
(d) Oxygen duration: (d) Oxygen duration:

DURATION IN HOURS AT ALTITUDE DURATION IN HOURS AT ALTITUDE

Persons Using Persons Using

Each Unit 10,000 15,000 20,000 25,000 Each Unit 10,000 15,000 20,000 25,000

1 6.3 4.7 3.8 3.3 1 6.3 4.7 3.8 3.3

2 3.2 2.4 1.9 1.7 2 3.2 2.4 1.9 1.7
3 2.1 1.6 1.3 1.1 3 2.1 1.6 1.3 1.1
4 1.6 1.2 0.95 0.8 4 1.6 1.2 0.95 0.8

NOTE NOTE
For six occupants maximum duration will be For six occupants maximum duration will be
obtained with three (3) persons utilizing each unit. obtained with three (3) persons utilizing each unit.
See preceding chart for number of persons vs See preceding chart for number of persons vs
duration (per unit). duration (per unit).

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-5 3 of 6, 9-5
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) Time of useful consciousness at 25,000 feet is approximately 3 (a) Time of useful consciousness at 25,000 feet is approximately 3
minutes. minutes.
(b) If oxygen flow is interrupted as evidenced by the flow indicators or (b) If oxygen flow is interrupted as evidenced by the flow indicators or
hypoxic indication: hypoxic indication:
(1) Install another mask unit. (1) Install another mask unit.
(2) Install mask connection in an unused outlet if available. (2) Install mask connection in an unused outlet if available.
(3) If flow is not restored, immediately descend to below 12,500 feet. (3) If flow is not restored, immediately descend to below 12,500 feet.

In the event an emergency descent becomes necessary, CLOSE the throttles In the event an emergency descent becomes necessary, CLOSE the throttles
and move the propeller controls full FORWARD. Adjust the mixture control and move the propeller controls full FORWARD. Adjust the mixture control
as necessary to attain smooth operation. Extend the landing gear at 130 KIAS as necessary to attain smooth operation. Extend the landing gear at 130 KIAS
and maintain this airspeed. and maintain this airspeed.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

PREFLIGHT PREFLIGHT
(a) Check oxygen quantity. (a) Check oxygen quantity.
(b) Installation (Forward facing seating arrangement only) (b) Installation (Forward facing seating arrangement only)
(1) Remove middle center seat and secure units to seat by use of belts (1) Remove middle center seat and secure units to seat by use of belts
provided. provided.
(2) Reinstall seat and secure seat by adjusting the middle seat belt (2) Reinstall seat and secure seat by adjusting the middle seat belt
tightly around seat aft of the oxygen units. tightly around seat aft of the oxygen units.
(c) Installation (Club seating arrangement only) (c) Installation (Club seating arrangement only)
(1) Install mounting base between center seats utilizing slotted (1) Install mounting base between center seats utilizing slotted
receptacles for front attachment points and bolts for aft attach- receptacles for front attachment points and bolts for aft attach-
ment points. ment points.
(2) Slide oxygen bottles into position on top of mounting base (2) Slide oxygen bottles into position on top of mounting base
ensuring that all mounting lugs engage in the slotted receptacle ensuring that all mounting lugs engage in the slotted receptacle
and that the locking pin is in the raised position. and that the locking pin is in the raised position.
(d) Turn on oxygen system and check flow indicators on all masks. Masks (d) Turn on oxygen system and check flow indicators on all masks. Masks
for the two aft seats are stowed in the seat pockets of the middle seats. for the two aft seats are stowed in the seat pockets of the middle seats.
All other masks are stowed in the oxygen system containers. All other masks are stowed in the oxygen system containers.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-6, 4 of 6 9-6, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1

IN-FLIGHT IN-FLIGHT
(a) Adjust oxygen mask. (a) Adjust oxygen mask.
(b) Turn on system. (b) Turn on system.
(c) Monitor flow indicators and quantity. (c) Monitor flow indicators and quantity.

CAUTION CAUTION
Use of oxygen unit is prohibited when gauge Use of oxygen unit is prohibited when gauge
approaches red area. approaches red area.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-7 5 of 6, 9-7
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 1 PA-34-220T, SENECA III SUPPLEMENT 1 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-8, 6 of 6 9-8, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 2 PA-34-220T, SENECA III SUPPLEMENT 2

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 2 SUPPLEMENT NO. 2

FOR FOR
FIXED OXYGEN SYSTEM INSTALLATION - FIXED OXYGEN SYSTEM INSTALLATION -
SCOTT AVIATION PRODUCTS SCOTT AVIATION PRODUCTS
AMBASSADOR MARK III AMBASSADOR MARK III
PART NUMBERS 36960-3 or 87441-2 PART NUMBERS 36960-3 or 87441-2

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional fixed oxygen system is installed in accor-dance airplane when the optional fixed oxygen system is installed in accor-dance
with "FAA Approved" Piper data. The information contained within this with "FAA Approved" Piper data. The information contained within this
supplement is to be used in conjunction with the complete handbook. supplement is to be used in conjunction with the complete handbook.
This supplement has been "FAA Approved" and must remain in this This supplement has been "FAA Approved" and must remain in this
handbook at all times when the optional fixed oxygen system is installed. handbook at all times when the optional fixed oxygen system is installed.

FAA APPROVED FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
FEBRUARY 10, 1984 1 of 4, 9-9 FEBRUARY 10, 1984 1 of 4, 9-9
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 2 PA-34-220T, SENECA III SUPPLEMENT 2 PA-34-220T, SENECA III

This fixed oxygen system provides supplementary oxygen for the crew and This fixed oxygen system provides supplementary oxygen for the crew and
passengers during high altitude flights (above 10,000 feet). The major passengers during high altitude flights (above 10,000 feet). The major
components of the Scott oxygen system are a 63 cubic foot oxygen cylinder, an components of the Scott oxygen system are a 63 cubic foot oxygen cylinder, an
oxygen supply gauge, an ON-OFF flow control knob, a pressure regu-lator, oxygen supply gauge, an ON-OFF flow control knob, a pressure regu-lator,
six plug-in receptacles and six oxygen masks. six plug-in receptacles and six oxygen masks.
On some models the oxygen cylinder is mounted aft in the tail cone. When On some models the oxygen cylinder is mounted aft in the tail cone. When
fully charged, the cylinder contains oxygen at a pressure of 1850 psi at 70°F. fully charged, the cylinder contains oxygen at a pressure of 1850 psi at 70°F.
The oxygen supply gauge is mounted in the aft overhead vent duct. The The oxygen supply gauge is mounted in the aft overhead vent duct. The
oxygen flow control knob, labeled "Oxygen / Pull-On" is mounted in the pilot's oxygen flow control knob, labeled "Oxygen / Pull-On" is mounted in the pilot's
overhead panel. The pressure regulator is mounted directly on the oxygen overhead 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 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 can be receptacles operates as an automatic on-off valve. The oxygen cylinder can be
recharged through the access door aft of the rear window on the left side of the recharged through the access door aft of the rear window on the left side of the
fuselage. fuselage.
On other models the oxygen cylinder is mounted in the forward baggage On other models the oxygen cylinder is mounted in the forward baggage
compartment. When fully charged, the cylinder contains oxygen at a pressure of 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 co-pilot's 1850 psi at 70°F. The oxygen supply gauge is mounted in the co-pilot's
instrument panel. The oxygen flow control knob, labeled "Oxygen/ Pull-On" is instrument panel. The oxygen flow control knob, labeled "Oxygen/ Pull-On" is
also mounted in the copilot's instrument panel. The pressure regulator is also mounted in the copilot's instrument panel. The pressure regulator is
mounted directly on the oxygen cylinder, once the oxygen flow control knob 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 on, each of the oxygen plug-in receptacles operates as an automatic on-off
valve. The oxygen cylinder can be recharged through the forward baggage valve. The oxygen cylinder can be recharged through the forward baggage
compartment on the left side of the fuselage. compartment on the left side of the fuselage.
If high altitude flight is anticipated, it should be determined that the oxygen If high altitude flight is anticipated, it should be determined that the oxygen
supply is adequate for the proposed flight and that the passengers are briefed. supply is adequate for the proposed flight and that the passengers are briefed.
When oxygen is required, the control knob should be pulled to the ON When oxygen is required, the control knob should be pulled to the ON
position, allowing oxygen to flow from the cylinder through the system. position, allowing oxygen to flow from the cylinder through the system.
Connecting the constant flow mask fitting to a receptacle and turning it Connecting the constant flow mask fitting to a receptacle and turning it
90 degrees clockwise, automatically releases oxygen to the mask through the 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 on-off valve feature of the receptacle. The occupant then dons the mask and
breathes normally for a sufficient supply of oxygen. breathes normally for a sufficient supply of oxygen.
Each mask assembly oxygen line incorporates a flow indicator. When the Each mask assembly oxygen line incorporates a flow indicator. When the
red pellet in the indicator disappears, oxygen is flowing through the line red pellet in the indicator disappears, oxygen is flowing through the line
normally. If the red indicator appears in any of the lines during a period when normally. If the red indicator appears in any of the lines during a period when
oxygen use is essential, the airplane should be lowered to a safe altitude oxygen use is essential, the airplane should be lowered to a safe altitude
immediately. immediately.
When not in use. mask may be stowed in the storage pockets behind the When not in use. mask may be stowed in the storage pockets behind the
front and center seats. Always remove fittings from the oxygen receptacles front and center seats. Always remove fittings from the oxygen receptacles

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-10, 2 of 4 REVISED: FEBRUARY 10, 1984 9-10, 2 of 4 REVISED: FEBRUARY 10, 1984
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 2 PA-34-220T, SENECA III SUPPLEMENT 2

and stow the mask when they are not in use. If the control knob is pulled on and and stow the mask when they are not in use. If the control knob is pulled on and
the fitting is in the receptacle, oxygen will flow through the mask con-tinuously. the fitting is in the receptacle, oxygen will flow through the mask con-tinuously.
Masks may be damaged if they are not properly stowed. Masks may be damaged if they are not properly stowed.
CAUTION CAUTION
Positively NO SMOKING while oxygen is being Positively NO SMOKING while oxygen is being
used by anyone in the aircraft. used by anyone in the aircraft.
To stop the flow of oxygen through the system, the control knob should be 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 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 recommended that the mask assembly be left connected to the outlet for at least
three minutes after the control knob is turned off. three minutes after the control knob is turned off.
To preclude the possibility of fire by spontaneous combustion, oil, grease, To preclude the possibility of fire by spontaneous combustion, oil, grease,
paint, hydraulic fluid, and other flammable material should be kept away from paint, hydraulic fluid, and other flammable material should be kept away from
oxygen equipment. oxygen equipment.

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

(a) No smoking allowed when oxygen system is in use. (a) No smoking allowed when oxygen system is in use.
(b) Oxygen duration: (Bottle pressure 1850 PSI). (b) Oxygen duration: (Bottle pressure 1850 PSI).
(c) Six occupants maximum when oxygen is required. (c) Six occupants maximum when oxygen is required.

DURATION IN HOURS AT ALTITUDE DURATION IN HOURS AT ALTITUDE

(Based on 90% Consumption) (Based on 90% Consumption)

Persons Persons
Using System 10,000 15,000 20,000 25,000 Using System 10,000 15,000 20,000 25,000

1 7.7 8.1 8.3 8.5 1 7.7 8.1 8.3 8.5

2 3.9 4.1 4.2 4.3 2 3.9 4.1 4.2 4.3
3 2.6 2.7 2.8 2.8 3 2.6 2.7 2.8 2.8
4 1.9 2.0 2.1 2.1 4 1.9 2.0 2.1 2.1
5 1.5 1.6 1.7 1.7 5 1.5 1.6 1.7 1.7
6 1.3 1.4 1.4 1.4 6 1.3 1.4 1.4 1.4

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) Time of useful consciousness at 25,000 feet is approximately 3 (a) Time of useful consciousness at 25,000 feet is approximately 3
minutes. minutes.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 23, 1983 3 of 4, 9-11 REVISED: SEPTEMBER 23, 1983 3 of 4, 9-11
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 2 PA-34-220T, SENECA III SUPPLEMENT 2 PA-34-220T, SENECA III

(b) If oxygen flow is interrupted as evidenced by the flow indicators or (b) If oxygen flow is interrupted as evidenced by the flow indicators or
hypoxic indications: hypoxic indications:
(1) Install another mask unit. (1) Install another mask unit.
(2) Install mask connection in an unused outlet if available. (2) Install mask connection in an unused outlet if available.
(3) If flow is not restored, immediately descend to below 12,500 feet. (3) If flow is not restored, immediately descend to below 12,500 feet.

In the event an emergency descent becomes necessary, CLOSE the throttles In the event an emergency descent becomes necessary, CLOSE the throttles
and move the propeller controls full FORWARD. Adjust the mixture control and move the propeller controls full FORWARD. Adjust the mixture control
as necessary to attain smooth operation. Extend the landing gear at 130 KIAS as necessary to attain smooth operation. Extend the landing gear at 130 KIAS
and maintain this airspeed. and maintain this airspeed.

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

PREFLIGHT PREFLIGHT
(a) Check oxygen quantity. (a) Check oxygen quantity.
(b) Turn on oxygen system and check flow indicators on all masks. All (b) Turn on oxygen system and check flow indicators on all masks. All
masks are stored in the seat pockets of the front and middle seats. masks are stored in the seat pockets of the front and middle seats.

IN-FLIGHT IN-FLIGHT
(a) Adjust oxygen mask. (a) Adjust oxygen mask.
(b) Turn on system. (b) Turn on system.
(c) Monitor flow indicators and quantity. (c) Monitor flow indicators and quantity.
CAUTION CAUTION
Do not use oxygen system below 200 PSI to Do not use oxygen system below 200 PSI to
prevent contamination and/or moisture from prevent contamination and/or moisture from
entering depleted cylinder-regulator assembly. If entering depleted cylinder-regulator assembly. If
cylinder has been depleted it must be re-moved cylinder has been depleted it must be re-moved
and refurbished in accordance with the and refurbished in accordance with the
manufacturer's recommended procedures. manufacturer's recommended procedures.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-12, 4 of 4 REVISED: SEPTEMBER 23, 1983 9-12, 4 of 4 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 3 SUPPLEMENT NO. 3

FOR FOR
AIR CONDITIONING INSTALLATION AIR CONDITIONING INSTALLATION
PIPER DWG. 36809 PIPER DWG. 36809

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional air conditioning system is installed in accor-dance airplane when the optional air conditioning system is installed in accor-dance
with "FAA Approved" Piper data. The information contained within this with "FAA Approved" Piper data. The information contained within this
supplement is to be used in conjunction with the complete handbook. supplement is to be used in conjunction with the complete handbook.
This supplement has been "FAA Approved" and must remain in this This supplement has been "FAA Approved" and must remain in this
handbook at all times when the optional air conditioning system is installed . handbook at all times when the optional air conditioning system is installed .

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-13 1 of 6, 9-13
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III

The air conditioning system is a recirculating air system. The major The air conditioning system is a recirculating air system. The major
components include an evaporator, condenser, compressor, blower, switches components include an evaporator, condenser, compressor, blower, switches
and temperature controls. and temperature controls.
The evaporator is located behind the rear baggage compartment. This cools The evaporator is located behind the rear baggage compartment. This cools
the air used for the air conditioning system. the air used for the air conditioning system.
The condenser is mounted aft of the fire wall on the left engine. A The condenser is mounted aft of the fire wall on the left engine. A
retractable condenser scoop extends when the air conditioner is ON and retracts retractable condenser scoop extends when the air conditioner is ON and retracts
to a flush position when the air conditioner is OFF. to a flush position when the air conditioner is OFF.
If the air conditioner is operated on the ground, the condenser scoop 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. 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 A circuit through the squat switch on the right main gear prevents the scoop
from operating to the ground opening when the aircraft is in flight. from operating to the ground opening when the aircraft is in flight.
The compressor is mounted on the rear outboard side of the left engine. It The compressor is mounted on the rear outboard side of the left engine. It
has an electric clutch which automatically engages or disengages the has an electric clutch which automatically engages or disengages the
compressor. compressor.
Air from the baggage area is drawn through the evaporator by the blower Air from the baggage area is drawn through the evaporator by the blower
and distributed through an overhead duct to individual outlets located and distributed through an overhead duct to individual outlets located
adjacent to each occupant. adjacent to each occupant.
The switches and temperature control are located on the lower right side The switches and temperature control are located on the lower right side
of the instrument panel. The temperature control regulates the temperature of of the instrument panel. The temperature control regulates the temperature of
the cabin. Turning the control clockwise increases cooling; counterclock-wise the cabin. Turning the control clockwise increases cooling; counterclock-wise
decreases cooling. decreases cooling.
The fan speed switch and the air conditioning ON-OFF switch are above The fan speed switch and the air conditioning ON-OFF switch are above
the temperature control. The fan can be operated independently of the air the temperature control. The fan can be operated independently of the air
conditioning; however, the fan must be ON for air conditioner operation. conditioning; however, the fan must be ON for air conditioner operation.
Turning either switch OFF will disengage the compressor clutch and retract 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 the condenser door. Cooling air should be felt within one minute after the air
conditioner is turned on. conditioner is turned on.

NOTE NOTE
If the system is not operating in 5 minutes, turn If the system is not operating in 5 minutes, turn
the system OFF until the fault is corrected. the system OFF until the fault is corrected.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-14, 2 of 6 9-14, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3

The fan switch allows operation of the fan with the air conditioner turned 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 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 over-head duct. direct a flow of air through the air conditioner outlets in the over-head duct.
These outlets can be adjusted or turned off individually. These outlets can be adjusted or turned off individually.
The condenser door light is located on the annunciator panel and The condenser door light is located on the annunciator panel and
illuminates when the door is open and extinguishes when the door is closed. illuminates when the door is open and extinguishes when the door is closed.
A circuit breaker on the circuit breaker panel protects the aircraft electrical A circuit breaker on the circuit breaker panel protects the aircraft electrical
system. system.

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

(a) To ensure maximum climb performance the air conditioner must be (a) To ensure maximum climb performance the air conditioner must be
turned OFF manually prior to takeoff to disengage the compressor and turned OFF manually prior to takeoff to disengage the compressor and
retract the condenser door. Also the air conditioner must be turned retract the condenser door. Also the air conditioner must be turned
OFF manually before the landing approach in preparation for a OFF manually before the landing approach in preparation for a
possible go-around. possible go-around.
(b) Placards (b) Placards
In full view of the pilot, in the area of the air conditioner controls when In full view of the pilot, in the area of the air conditioner controls when
the air conditioner is installed: the air conditioner is installed:

WARNING WARNING
AIR CONDITIONER MUST BE OFF PRIOR AIR CONDITIONER MUST BE OFF PRIOR
TO TAKEOFF AND LANDING AND ONE TO TAKEOFF AND LANDING AND ONE
ENGINE INOPERATIVE OP-ERATIONS. ENGINE INOPERATIVE OP-ERATIONS.

SECTION 3- EMERGENCY PROCEDURES SECTION 3- EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 No changes to the basic Emergency Procedures provided by Section 3
of this Pilot's Operating Handbook are necessary for this supplement. of this Pilot's Operating Handbook are necessary for this supplement.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-15 3 of 6, 9-15
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

Prior to takeoff, the air conditioner should be checked for proper operation Prior to takeoff, the air conditioner should be checked for proper operation
as follows: as follows:
(a) Check aircraft battery switch ON. (a) Check aircraft battery switch ON.
(b) Turn the air conditioner control switch to ON and the fan switch to (b) Turn the air conditioner control switch to ON and the fan switch to
one of the operating positions - the A/C DOOR OPEN warning one of the operating positions - the A/C DOOR OPEN warning
light will illuminate, thereby indicating proper air conditioner light will illuminate, thereby indicating proper air conditioner
condenser door actuation. condenser door actuation.
(c) Turn the air conditioner control switch to OFF - the A/C DOOR OPEN (c) Turn the air conditioner control switch to OFF - the A/C DOOR OPEN
warning light will go out, thereby indicating the air conditioner door warning light will go out, thereby indicating the air conditioner door
is in the retracted position. is in the retracted position.
(d) If the A/C DOOR OPEN light does not respond as specified above an (d) If the A/C DOOR OPEN light does not respond as specified above an
air conditioner system or indicator bulb malfunction is indicated and air conditioner system or indicator bulb malfunction is indicated and
further investigation should be conducted prior to flight. further investigation should be conducted prior to flight.
The above operational check may be performed during flight if an in flight The above operational check may be performed during flight if an in flight
failure is suspected. failure is suspected.
The condenser door light is located on the annunciator panel and illu- The condenser door light is located on the annunciator panel and illu-
minates when the door is open and extinguishes when the door is closed. minates when the door is open and extinguishes when the door is closed.
SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise Operation of the air conditioner will cause slight decreases in cruise
speed and range. Power from the engine is required to run the compressor, and speed and range. Power from the engine is required to run the compressor, and
the condenser door, when extended, causes a slight increase in drag. When the the condenser door, when extended, causes a slight increase in drag. When the
air conditioner is turned OFF there is normally no measurable difference in air conditioner is turned OFF there is normally no measurable difference in
climb, cruise or range performance of the airplane. climb, cruise or range performance of the airplane.

NOTE NOTE
To ensure maximum climb performance the air To ensure maximum climb performance the air
conditioner must be turned OFF manually before conditioner must be turned OFF manually before
takeoff to disengage the compressor and retract takeoff to disengage the compressor and retract
the condenser door. Also the air conditioner must the condenser door. Also the air conditioner must
be turned OFF manually before the landing be turned OFF manually before the landing
approach in preparation for a possible go-around. approach in preparation for a possible go-around.
The air conditioner must be OFF during all one The air conditioner must be OFF during all one
engine inoperative operations. engine inoperative operations.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-16, 4 of 6 REVISED: FEBRUARY 25, 1982 9-16, 4 of 6 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3

Although the cruise speed and range are only slightly affected by the air Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight conditioner operation, these changes should be considered in preflight
planning. To be conservative, the following figures assume that the com-pressor planning. To be conservative, the following figures assume that the com-pressor
is operating continuously while the airplane is airborne. This will be the case is operating continuously while the airplane is airborne. This will be the case
only in extremely hot weather. only in extremely hot weather.
(a) The decrease in true airspeed is approximately 4 KTS at all power (a) The decrease in true airspeed is approximately 4 KTS at all power
settings. settings.
(b) The decrease in range may be as much as 25 nautical miles for the 93 (b) The decrease in range may be as much as 25 nautical miles for the 93
gallon capacity. gallon capacity.
(c) The decrease in range may be as much as 35 nautical miles for the 123 (c) The decrease in range may be as much as 35 nautical miles for the 123
gallon capacity. gallon capacity.

Climb performance is affected by the air conditioner operation. A decrease Climb performance is affected by the air conditioner operation. A decrease
in the rate of climb of as much as 80 fpm can be expected at all altitudes with in the rate of climb of as much as 80 fpm can be expected at all altitudes with
the air conditioner operating. the air conditioner operating.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-17 5 of 6, 9-17
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 3 PA-34-220T, SENECA III SUPPLEMENT 3 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-18, 6 of 6 9-18, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 4 SUPPLEMENT NO. 4

FOR FOR
KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM
(WITH FLIGHT DIRECTOR INSTALLATION) (WITH FLIGHT DIRECTOR INSTALLATION)
PIPER DWG. 36840 PIPER DWG. 36840

SECTION I - GENERAL SECTION I - GENERAL

This supplement is to acquaint the pilot with the operation of the KFC This supplement is to acquaint the pilot with the operation of the KFC
200 Automatic Flight Control System with optional Flight Director as 200 Automatic Flight Control System with optional Flight Director as
installed in the PA-34-220T Seneca III in accordance with “FAA installed in the PA-34-220T Seneca III in accordance with “FAA
Approved” Piper data. The airplane must be operated within the limitations Approved” Piper data. The airplane must be operated within the limitations
herein specified. herein specified.
This supplement has been “FAA Approved” based on King STC This supplement has been “FAA Approved” based on King STC
SA1147CE and must remain in this handbook at all times when the optional SA1147CE and must remain in this handbook at all times when the optional
King KFC 200 Automatic Flight Control System is installed. King KFC 200 Automatic Flight Control System is installed.

FAA APPROVED FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
1 of 16, 9-19 1 of 16, 9-19
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

The KFC 200 is certified in this airplane with two axis control, pitch and The KFC 200 is certified in this airplane with two axis control, pitch and
roll. The system may be operated as a flight director alone with the pilot roll. The system may be operated as a flight director alone with the pilot
steering the airplane to the flight director command presentation or the steering the airplane to the flight director command presentation or the
autopilot can be engaged to steer the airplane to the flight director command autopilot can be engaged to steer the airplane to the flight director command
presentation. presentation.
The airplane is equipped with a manual electric trim system which is The airplane is equipped with a manual electric trim system which is
controlled by pilot operation of the trim switch. controlled by pilot operation of the trim switch.
The autopilot uses the electric trim to accomplish trimming to unload the The autopilot uses the electric trim to accomplish trimming to unload the
autopilot elevator servo so that autopilot disengagement does not result in autopilot elevator servo so that autopilot disengagement does not result in
transient airplane motion. An autotrim/electric pitch trim monitor is provided in transient airplane motion. An autotrim/electric pitch trim monitor is provided in
the autopilot. Autotrim and/or electric pitch trim faults are visually the autopilot. Autotrim and/or electric pitch trim faults are visually
annunciated on the Mode Annunciator and accompanied by an audible annunciated on the Mode Annunciator and accompanied by an audible
warning. warning.
ABBREVIATIONS ABBREVIATIONS

AFCSAutomatic Flight Control System AFCSAutomatic Flight Control System

ALTAltitude or Altitude Hold ALTAltitude or Altitude Hold
AP Autopilot AP Autopilot
APPR Approach APPR Approach
ARMSystem Arm for Capture ARMSystem Arm for Capture
BC Back Course BC Back Course
CDICourse Deviation Indicator or Control CDICourse Deviation Indicator or Control
CPLD Coupled CPLD Coupled
CWSControl Wheel Steering CWSControl Wheel Steering
DISC Disconnect DISC Disconnect
FCSFlight Control System FCSFlight Control System
FD Flight Director FD Flight Director
FDIFlight Director Indicator FDIFlight Director Indicator
GA Go Around GA Go Around
GS Glide Slope GS Glide Slope
HDG Heading Select HDG Heading Select
LOC Localizer LOC Localizer
NAV Navigation NAV Navigation
PAH Pitch Attitude Hold PAH Pitch Attitude Hold
PNIPictorial Navigation Indicator PNIPictorial Navigation Indicator

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-20 2 of 16 REVISED: FEBRUARY 25, 1982 9-20 2 of 16 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) During autopilot operation, pilot must be seated at the controls (a) During autopilot operation, pilot must be seated at the controls
with seat belt fastened. Operation is restricted to left side pilot with seat belt fastened. Operation is restricted to left side pilot
position. position.
(b) Maximum speed for autopilot operation is 200 KIAS. (b) Maximum speed for autopilot operation is 200 KIAS.
(c) The maximum altitude for operation of the autopilot has not been (c) The maximum altitude for operation of the autopilot has not been
determined. The maximum altitude flight tested was 24,000 feet. determined. The maximum altitude flight tested was 24,000 feet.
(d) Do not extend flaps beyond 25° during autopilot operation. (d) Do not extend flaps beyond 25° during autopilot operation.
(e) The autopilot must be disengaged during takeoff and landing. (e) The autopilot must be disengaged during takeoff and landing.
(f) System approved for Category I operation only (APPR or BC (f) System approved for Category I operation only (APPR or BC
selected). selected).
(g) Autopilot attitude command limits: (g) Autopilot attitude command limits:
Pitch ± 15° Pitch ± 15°
Roll ± 25° Roll ± 25°

NOTE NOTE
In accordance with FAA recommendations, use In accordance with FAA recommendations, use
of “Altitude Hold” mode is not recom-mended of “Altitude Hold” mode is not recom-mended
during operation in severe turbulence. during operation in severe turbulence.

(h) Placards: (h) Placards:

Location - Pilot's control wheel, left horn: Location - Pilot's control wheel, left horn:

AP TRIM AP TRIM
DISC INTERRUPT DISC INTERRUPT

- Pilot's control wheel, left horn: - Pilot's control wheel, left horn:
CWS CWS
- Pilot's control wheel, left horn: - Pilot's control wheel, left horn:
TRIM UP/DN TRIM UP/DN
- Left throttle lever: - Left throttle lever:
GO AROUND GO AROUND

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
3 of 16, 9-21 3 of 16, 9-21
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) AUTOPILOT MALFUNCTION (a) AUTOPILOT MALFUNCTION
(1) Emergency Disengagement of AP - Hold the Control Wheel (1) Emergency Disengagement of AP - Hold the Control Wheel
firmly and press the AP DISC/TRIM INTERRUPT Switch. firmly and press the AP DISC/TRIM INTERRUPT Switch.
(b) ELECTRIC TRIM MALFUNCTION (either manual electric or (b) ELECTRIC TRIM MALFUNCTION (either manual electric or
autotrim) autotrim)
(1) AP DISC/TRIM INTERRUPT Switch - Press and hold down until (1) AP DISC/TRIM INTERRUPT Switch - Press and hold down until
recovery can be made. recovery can be made.
(2) RADIO POWER Switch - OFF. (2) RADIO POWER Switch - OFF.
(3) Aircraft- manually retrim. (3) Aircraft- manually retrim.
(4) PITCH TRIM circuit breaker - Pull. (4) PITCH TRIM circuit breaker - Pull.
(5) RADIO POWER Switch - ON. (5) RADIO POWER Switch - ON.
CAUTION CAUTION
When disconnecting the autopilot after a trim When disconnecting the autopilot after a trim
malfunction, hold the control wheel firmly (up to malfunction, hold the control wheel firmly (up to
45 pounds of force on the control wheel may be 45 pounds of force on the control wheel may be
necessary to hold the aircraft level). necessary to hold the aircraft level).

(c) ENGINE FAILURE (COUPLED) (c) ENGINE FAILURE (COUPLED)

(1) Disengage AP. (1) Disengage AP.
(2) Follow basic Airplane Flight Manual engine inoperative (2) Follow basic Airplane Flight Manual engine inoperative
procedures. procedures.
(3) Airplane rudder and aileron axes must be manually trimmed prior (3) Airplane rudder and aileron axes must be manually trimmed prior
to engaging autopilot for engine inoperative operations. to engaging autopilot for engine inoperative operations.
CAUTION CAUTION
If rudder and aileron trim cannot be main-tained If rudder and aileron trim cannot be main-tained
when power is changed during a single engine when power is changed during a single engine
inoperative coupled approach, disen-gage inoperative coupled approach, disen-gage
autopilot and continue approach manually. autopilot and continue approach manually.

CAUTION CAUTION
At airspeeds below 110 MPH/96 KTS IAS, rapid At airspeeds below 110 MPH/96 KTS IAS, rapid
power application may cause a pro-nounced power application may cause a pro-nounced
pitch up attitude of 20° or more. pitch up attitude of 20° or more.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-22, 4 of 16 REVISED: FEBRUARY 25, 1982 9-22, 4 of 16 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

(d) AUTOPILOT DISENGAGEMENT (d) AUTOPILOT DISENGAGEMENT

(1) The autopilot can be manually disengaged by the following (1) The autopilot can be manually disengaged by the following
actions: actions:
a. Press the AP DISC/TRIM INTERRUPT switch on the pilot's a. Press the AP DISC/TRIM INTERRUPT switch on the pilot's
control wheel. control wheel.
b. Move the Autopilot ON-OFF handle to the OFF position. b. Move the Autopilot ON-OFF handle to the OFF position.
c. Engage the Go-Around mode. c. Engage the Go-Around mode.
d. Pull the AUTOPILOT circuit breaker out (OFF). d. Pull the AUTOPILOT circuit breaker out (OFF).
e. Turn off the RADIO POWER switch. e. Turn off the RADIO POWER switch.
f. Operate manual electric trim switch UP or DN. f. Operate manual electric trim switch UP or DN.
(2) The following conditions will cause the Autopilot to auto- (2) The following conditions will cause the Autopilot to auto-
matically disengage: matically disengage:
a. Power failure. a. Power failure.
b. Internal Flight Control System failure. b. Internal Flight Control System failure.
c. With the KCS 55A compass system, a loss of compass valid c. With the KCS 55A compass system, a loss of compass valid
(displaying HDG flag) disengages the Autopilot and Flight (displaying HDG flag) disengages the Autopilot and Flight
Director when a mode using heading information is engaged. Director when a mode using heading information is engaged.
With the HDG flag present only vertical modes can be With the HDG flag present only vertical modes can be
selected for FD or Autopilot operation. selected for FD or Autopilot operation.
(e) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT (e) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT
MALFUNCTIONS MALFUNCTIONS
Cruise, Climb, Descent 400 feet Cruise, Climb, Descent 400 feet
Maneuvering 100 feet Maneuvering 100 feet
APPR 50 feet APPR 50 feet
SE APPR 50 feet SE APPR 50 feet
CAUTION CAUTION
When the autopilot is engaged, manual When the autopilot is engaged, manual
application of a force to the pitch axis of the application of a force to the pitch axis of the
control wheel for a period of three seconds or control wheel for a period of three seconds or
more will result in the autotrim system operating more will result in the autotrim system operating
in the direction to create a force opposing the in the direction to create a force opposing the
pilot. This opposing mistrim force will continue pilot. This opposing mistrim force will continue
to increase as long as the pilot applies a force to to increase as long as the pilot applies a force to
the control wheel, and will ultimately overpower the control wheel, and will ultimately overpower
the autopilot. If the autopilot is disengaged under the autopilot. If the autopilot is disengaged under
these conditions, the pilot may be required to these conditions, the pilot may be required to
exert control forces in excess of 50 pounds to exert control forces in excess of 50 pounds to
maintain the desired airplane attitude. The pilot maintain the desired airplane attitude. The pilot
will have to maintain this control force while he will have to maintain this control force while he
manually retrims the airplane. manually retrims the airplane.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
5 of 16, 9-23 5 of 16, 9-23
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) The BATTERY switch function is unchanged and can be used in an (a) The BATTERY switch function is unchanged and can be used in an
emergency to shut off all electrical power while the problem is emergency to shut off all electrical power while the problem is
isolated. isolated.
(b) The RADIO POWER switch supplies power to the avionics bus bar (b) The RADIO POWER switch supplies power to the avionics bus bar
of the radio circuit breakers, AP and TRIM circuit breakers. of the radio circuit breakers, AP and TRIM circuit breakers.
(c) The KFC 200 is controlled by the following circuit breakers: (c) The KFC 200 is controlled by the following circuit breakers:
AUTOPILOT - This supplies power to the FCS KC 295 Computer, AUTOPILOT - This supplies power to the FCS KC 295 Computer,
KC 290 Mode Controller, KA 285 Annunciator Panel, KI 256 FDI, KC 290 Mode Controller, KA 285 Annunciator Panel, KI 256 FDI,
and AP Pitch and Roll Servos. and AP Pitch and Roll Servos.
FCS MASTER - This in conjunction with the radio power switch FCS MASTER - This in conjunction with the radio power switch
supplies power to the avionics bus. supplies power to the avionics bus.
COMPASS SYSTEM - This supplies power to the KCS 55A Compass COMPASS SYSTEM - This supplies power to the KCS 55A Compass
System. System.
PITCH TRIM - This supplies power to the FCS Autotrim and manual PITCH TRIM - This supplies power to the FCS Autotrim and manual
electric trim systems. electric trim systems.

(d) FCS WARNING FLAGS AND ANNUNCIATORS (d) FCS WARNING FLAGS AND ANNUNCIATORS
The KI 256 Flight Director Indicator does not have a warning flag, The KI 256 Flight Director Indicator does not have a warning flag,
however the command bars will be biased out of view whenever the however the command bars will be biased out of view whenever the
system is invalid or a FD mode is not engaged. system is invalid or a FD mode is not engaged.
HDG - This warning flag mounted in the Pictorial Navigation Indicator HDG - This warning flag mounted in the Pictorial Navigation Indicator
will be in view whenever the directional gyro information is invalid. will be in view whenever the directional gyro information is invalid.
If a HDG invalid occurs with either NAV, APPR, or HDG modes If a HDG invalid occurs with either NAV, APPR, or HDG modes
selected the AP and/or FD is disengaged. Basic FD mode may selected the AP and/or FD is disengaged. Basic FD mode may
then be re-engaged along with any vertical mode and the AP re- then be re-engaged along with any vertical mode and the AP re-
engaged. engaged.
TRIM - The TRIM warning light, located in the lower right corner of TRIM - The TRIM warning light, located in the lower right corner of
the annunciator panel, will flash and be accompanied by an audible the annunciator panel, will flash and be accompanied by an audible
warning whenever the following autotrim and/or manual electric warning whenever the following autotrim and/or manual electric
pitch trim failures occur. The Trim servo motor running without a pitch trim failures occur. The Trim servo motor running without a
command is monitored on the manual electric and auto-trim. The command is monitored on the manual electric and auto-trim. The
trim servo motor not running when commanded to run and the trim servo motor not running when commanded to run and the
trim servo motor running in the wrong direction are trim servo motor running in the wrong direction are

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-24, 6 of 16 9-24, 6 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

monitored on Autotrim only. The TRIM warning light should flash monitored on Autotrim only. The TRIM warning light should flash
at least 4 but not more than six times and the audible warning sounds at least 4 but not more than six times and the audible warning sounds
when the test switch on the Mode Controller is depressed. when the test switch on the Mode Controller is depressed.
GS - The Glide Slope valid (GS pointer being in view on PNI) has to GS - The Glide Slope valid (GS pointer being in view on PNI) has to
be present before GS may couple. If after GS coupled, the valid is be present before GS may couple. If after GS coupled, the valid is
lost, the system will flash the GS Annunciator and transfer from GS lost, the system will flash the GS Annunciator and transfer from GS
coupled to PAH with the FDI pitch command bar providing pitch coupled to PAH with the FDI pitch command bar providing pitch
attitude steering information. If the GS valid returns, the system will attitude steering information. If the GS valid returns, the system will
revert back to GS. revert back to GS.
NAV FLAG - The NAV or APPR Modes (ARM or CPLD) may be NAV FLAG - The NAV or APPR Modes (ARM or CPLD) may be
selected and will function with or without a NAV warning flag present. selected and will function with or without a NAV warning flag present.
The FDI bank steering will continue to provide steering information The FDI bank steering will continue to provide steering information
with or without a valid NAV signal. with or without a valid NAV signal.
AP DISCONNECT ALERT - The Autopilot Disconnect Alert will AP DISCONNECT ALERT - The Autopilot Disconnect Alert will
sound an audible warning for approximately 2 seconds whenever the sound an audible warning for approximately 2 seconds whenever the
autopilot engage lever on the KC 290 Mode Controller is disengaged . autopilot engage lever on the KC 290 Mode Controller is disengaged .
(e) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS (e) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC/TRIM INTERRUPT - This emergency disconnect switch AP DISC/TRIM INTERRUPT - This emergency disconnect switch
will disengage the AP, interrupt the power to the electric trim system, will disengage the AP, interrupt the power to the electric trim system,
and disconnect all FD Modes. To resume AP control, a FD Mode and and disconnect all FD Modes. To resume AP control, a FD Mode and
the AP lever on the Mode Controller must be re-engaged. In the event the AP lever on the Mode Controller must be re-engaged. In the event
of electric trim or autotrim failure, the switch can be held depressed, of electric trim or autotrim failure, the switch can be held depressed,
which removes all power from the trim system to allow the pilot time which removes all power from the trim system to allow the pilot time
to turn off the RADIO POWER switch and pull the (PITCH TRIM) to turn off the RADIO POWER switch and pull the (PITCH TRIM)
circuit breaker. circuit breaker.
CWS - This switch when depressed and held will allow the pilot to CWS - This switch when depressed and held will allow the pilot to
manually fly the airplane without disengaging the AP. When the switch manually fly the airplane without disengaging the AP. When the switch
is released the AP will resume control, (within the pitch and roll is released the AP will resume control, (within the pitch and roll
attitude limits). The CWS switch will resync the FD in PAH, or ALT attitude limits). The CWS switch will resync the FD in PAH, or ALT
hold and will transfer the GA mode to PAH. When the CWS is held hold and will transfer the GA mode to PAH. When the CWS is held
depressed, Manual Electric Trim may be operated without disengaging depressed, Manual Electric Trim may be operated without disengaging
the AP. the AP.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
7 of 16, 9-25 7 of 16, 9-25
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

MANUAL PITCH TRIM - Manual Electric Pitch Trim is activated MANUAL PITCH TRIM - Manual Electric Pitch Trim is activated
by a dual action type switch that requires both parts to be moved by a dual action type switch that requires both parts to be moved
simultaneously for actuating up or down trim commands. Operation simultaneously for actuating up or down trim commands. Operation
of the manual electric pitch trim switch will disengage the AP lever of the manual electric pitch trim switch will disengage the AP lever
switch on the Mode Controller (except when CWS switch is held switch on the Mode Controller (except when CWS switch is held
depressed as previously noted). depressed as previously noted).
GA - The Go Around switch is located on the left throttle and the GA - The Go Around switch is located on the left throttle and the
operation of the switch will indicate a fixed angle of climb of 6° on the operation of the switch will indicate a fixed angle of climb of 6° on the
FDI. Selection of the GA Mode when in APPR or NAV CPLD Mode FDI. Selection of the GA Mode when in APPR or NAV CPLD Mode
will disengage the mode and revert to the FD Mode (wings level) for will disengage the mode and revert to the FD Mode (wings level) for
lateral steering. The AP, if engaged, will disengage. However, the AP lateral steering. The AP, if engaged, will disengage. However, the AP
may be engaged/re-engaged with the GA Mode selected and will may be engaged/re-engaged with the GA Mode selected and will
follow the FDI pitch command to climb at the fixed angle. follow the FDI pitch command to climb at the fixed angle.
NOTE NOTE
The flight control system incorporates its own The flight control system incorporates its own
annunciator panel which is located on the annunciator panel which is located on the
instrument panel. The modes and indications instrument panel. The modes and indications
given on the annunciator panel are placarded on given on the annunciator panel are placarded on
the face of the lenses and illuminate when the the face of the lenses and illuminate when the
respective modes are active. The switches on the respective modes are active. The switches on the
mode selector are the push-on, push-off type. mode selector are the push-on, push-off type.
When engaged, the corresponding flight When engaged, the corresponding flight
director/autopilot annunciator light illumi-nates. director/autopilot annunciator light illumi-nates.
The V-bars on the flight director indicator will The V-bars on the flight director indicator will
disappear to the bottom of the instrument when disappear to the bottom of the instrument when
a flight director mode is not engaged. The V- a flight director mode is not engaged. The V-
bars must be in view before the autopilot can be bars must be in view before the autopilot can be
engaged. engaged.

(f) BEFORE ENGAGING FLIGHT CONTROL SYSTEM (f) BEFORE ENGAGING FLIGHT CONTROL SYSTEM
(1) Check that all circuit breakers for the system are in. (1) Check that all circuit breakers for the system are in.
(2) Allow sufficient time for gyros to come up to speed and system (2) Allow sufficient time for gyros to come up to speed and system
warm-up (34 minutes). warm-up (34 minutes).

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-26 8 of 16 REVISED: FEBRUARY 25, 1982 9-26 8 of 16 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

(g) PREFLIGHT CHECK (Run prior to each flight) (g) PREFLIGHT CHECK (Run prior to each flight)
(1) With no modes engaged and power applied to all systems, depress (1) With no modes engaged and power applied to all systems, depress
the TEST button on the Mode Controller. All mode annunciators the TEST button on the Mode Controller. All mode annunciators
will be illuminated on the annunciator panel and the red autotrim will be illuminated on the annunciator panel and the red autotrim
failure light will flash. At least four but no more than six flashes failure light will flash. At least four but no more than six flashes
must be observed to indicate proper operation of the must be observed to indicate proper operation of the
autotrim/manual electric trim feature and an audible warning autotrim/manual electric trim feature and an audible warning
should sound. should sound.
(2) Engage the FD, then engage AP, depress the CWS switch, center (2) Engage the FD, then engage AP, depress the CWS switch, center
the flight controls and release CWS. Apply force to the controls the flight controls and release CWS. Apply force to the controls
to determine if the AP can be overpowered. to determine if the AP can be overpowered.
(3) Check that the pilot's emergency disconnect switch disconnects (3) Check that the pilot's emergency disconnect switch disconnects
the autopilot. the autopilot.
(4) Perform the following manual electric pitch trim checks: (4) Perform the following manual electric pitch trim checks:
a. Actuate the left-side switch to the fore and aft positions. The a. Actuate the left-side switch to the fore and aft positions. The
trim solenoid should engage, but the trim should not run. trim solenoid should engage, but the trim should not run.
(Solenoid engagement may be confirmed by addi-tional (Solenoid engagement may be confirmed by addi-tional
force required to move trim wheel.) force required to move trim wheel.)
b. Actuate the right-side switch to the fore and aft positions. b. Actuate the right-side switch to the fore and aft positions.
The trim solenoid should not engage and the trim should not The trim solenoid should not engage and the trim should not
run. run.
c. Grasping the manual trim wheel, run the trim both up and c. Grasping the manual trim wheel, run the trim both up and
down and check the overpower capability. down and check the overpower capability.
d. Press the AP DISC/TRIM INTERRUPT switch down and d. Press the AP DISC/TRIM INTERRUPT switch down and
hold. The manual electric pitch trim will not operate hold. The manual electric pitch trim will not operate
either up or down. either up or down.
e. Set manual trim for takeoff. e. Set manual trim for takeoff.
(5) Daily preflight check (must be performed prior to first flight (5) Daily preflight check (must be performed prior to first flight
of the day) of the day)
a. Engage the FD and AP and put in a pitch (UP) command a. Engage the FD and AP and put in a pitch (UP) command
using the vertical trim switch on Mode Controller. Hold the using the vertical trim switch on Mode Controller. Hold the
control column to keep it from moving and observe the control column to keep it from moving and observe the
autotrim run in the nose-up direction after approximately autotrim run in the nose-up direction after approximately
three seconds delay. Use the vertical trim switch and put in three seconds delay. Use the vertical trim switch and put in
a pitch (DN) command. Hold the control column and a pitch (DN) command. Hold the control column and
observe the autotrim run in the nose-down direction after observe the autotrim run in the nose-down direction after
approximately 3 seconds delay. approximately 3 seconds delay.
b. Engage the HDG mode and the AP. Set the HDG bug to b. Engage the HDG mode and the AP. Set the HDG bug to
command a right turn. The control wheel will rotate clock- command a right turn. The control wheel will rotate clock-
wise. Set the HDG bug to command a left turn. The control wise. Set the HDG bug to command a left turn. The control
wheel will rotate counterclockwise. wheel will rotate counterclockwise.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 9 of 16, 9-27 REVISED: FEBRUARY 25, 1982 9 of 16, 9-27
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

c. Run manual electric trim from full nose up to full nose down. c. Run manual electric trim from full nose up to full nose down.
Time required should be 39 ±5 seconds. Time required should be 39 ±5 seconds.
CAUTION CAUTION
Disengage the AP and check that the airplane Disengage the AP and check that the airplane
manual pitch trim is in the takeoff position prior manual pitch trim is in the takeoff position prior
to takeoff. to takeoff.
NOTE NOTE
If the autopilot circuit breaker is pulled, the red If the autopilot circuit breaker is pulled, the red
“TRIM” failure light on the annunciator panel “TRIM” failure light on the annunciator panel
will be disabled and the audible warning will will be disabled and the audible warning will
continuously sound indicating that the failure continuously sound indicating that the failure
light is disabled. In this event, the “Pitch Trim” light is disabled. In this event, the “Pitch Trim”
circuit breaker should be pulled and in-flight trim circuit breaker should be pulled and in-flight trim
accomplished by using the manual pitch trim accomplished by using the manual pitch trim
wheel. wheel.
(h) IN-FLIGHT OPERATION (h) IN-FLIGHT OPERATION
(1) Engage Procedure: (1) Engage Procedure:
After takeoff, clean up airplane and establish climb. Engage the After takeoff, clean up airplane and establish climb. Engage the
FD mode first, monitor flight controls and engage AP. The FD mode first, monitor flight controls and engage AP. The
pitch attitude will lock on any attitude up to 15° pitch attitude. pitch attitude will lock on any attitude up to 15° pitch attitude.
Engaging and holding the CWS switch allows the pilot to Engaging and holding the CWS switch allows the pilot to
momentarily revert to manual control, while retaining his previous momentarily revert to manual control, while retaining his previous
modes, except GA, and conveniently resuming that profile at this modes, except GA, and conveniently resuming that profile at this
discretion. discretion.
(2) Disengage Procedure: (2) Disengage Procedure:
Check the airplane trim by monitoring the command bars before Check the airplane trim by monitoring the command bars before
disengaging AP. While monitoring the flight controls, disengage disengaging AP. While monitoring the flight controls, disengage
the system by one of the following methods: de-pressing the the system by one of the following methods: de-pressing the
pilot's AP DISC/TRIM INTERRUPT switch, operation of the pilot's AP DISC/TRIM INTERRUPT switch, operation of the
manual trim switch or by the operation of the AP engage lever on manual trim switch or by the operation of the AP engage lever on
the Mode Controller. The AP light on the annunciator panel will the Mode Controller. The AP light on the annunciator panel will
flash at least four times and remain off and an audible warning flash at least four times and remain off and an audible warning
will be heard to indicate the AP is disengaged. To deactivate the will be heard to indicate the AP is disengaged. To deactivate the
Flight Director System, depress the FD switch on the Mode Flight Director System, depress the FD switch on the Mode
Controller or press the AP DISC/ TRIM INTERRUPT switch Controller or press the AP DISC/ TRIM INTERRUPT switch
on the pilot's control wheel. on the pilot's control wheel.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-28, 10 of 16 REVISED: MAY 4, 1990 9-28, 10 of 16 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

(3) Flight Director Mode: (3) Flight Director Mode:

The FD must be engaged before the AP can be engaged. The FD The FD must be engaged before the AP can be engaged. The FD
mode alone indicates PAH and wings level. The pilot may mode alone indicates PAH and wings level. The pilot may
choose to fly the FDI commands manually, without the AP choose to fly the FDI commands manually, without the AP
engaged, by depressing the FD switch on the Mode Controller or engaged, by depressing the FD switch on the Mode Controller or
selecting any of the other modes he wishes to follow. When the selecting any of the other modes he wishes to follow. When the
AP is engaged, the airplane will automatically follow the FDI AP is engaged, the airplane will automatically follow the FDI
commands. The FD may be disengaged by depressing the FD commands. The FD may be disengaged by depressing the FD
switch on the Mode Controller. If the AP is engaged the FD switch on the Mode Controller. If the AP is engaged the FD
cannot be turned off without first disconnecting the AP or by cannot be turned off without first disconnecting the AP or by
pressing the AP DISC/TRIM INTERRUPT switch on the pilot's pressing the AP DISC/TRIM INTERRUPT switch on the pilot's
control wheel. FD mode engagement is displayed on the control wheel. FD mode engagement is displayed on the
annunciator. annunciator.
NOTE NOTE
The “Vertical Trim” switch, located on the Mode The “Vertical Trim” switch, located on the Mode
Controller, may be used to trim the command Controller, may be used to trim the command
pitch attitude at a rate of one degree per second pitch attitude at a rate of one degree per second
(the pitch attitude degrees legend on the airplane (the pitch attitude degrees legend on the airplane
attitude indicator will not indicate accurate FDI attitude indicator will not indicate accurate FDI
pitch steering bar pitch attitude in degrees). pitch steering bar pitch attitude in degrees).
(4) Altitude Hold Mode (ALT): (4) Altitude Hold Mode (ALT):
When the ALT switch on the Mode Controller is pressed, the FDI When the ALT switch on the Mode Controller is pressed, the FDI
will provide commands for maintaining the pressure altitude will provide commands for maintaining the pressure altitude
existing at the time the switch is depressed. For smooth existing at the time the switch is depressed. For smooth
operation, engage the ALT at no greater than 500 feet per minute operation, engage the ALT at no greater than 500 feet per minute
climb/descent. The ALT will automatically disengage when glide climb/descent. The ALT will automatically disengage when glide
slope couples or the go-around switch is depressed. ALT hold may slope couples or the go-around switch is depressed. ALT hold may
be turned off at any time by depressing the ALT switch. ALT be turned off at any time by depressing the ALT switch. ALT
engagement is displayed on the annunciator panel. engagement is displayed on the annunciator panel.
NOTE NOTE
The “Vertical Trim” switch, located on the The “Vertical Trim” switch, located on the
Mode Controller, may be used to change or trim Mode Controller, may be used to change or trim
the command altitude up or down at 500 to 700 the command altitude up or down at 500 to 700
FPM without disengaging the mode. The new FPM without disengaging the mode. The new
pressure altitude that exists when the switch is pressure altitude that exists when the switch is
released will then be held. released will then be held.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
11 of 16, 9-29 11 of 16, 9-29
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

(5) Heading Mode (HDG): (5) Heading Mode (HDG):

Set the heading bug to the desired heading on the PNI, depress the Set the heading bug to the desired heading on the PNI, depress the
HDG switch on the Mode Controller and HDG will be displayed HDG switch on the Mode Controller and HDG will be displayed
on the annunciator panel. The FDI and/or AP will command a turn on the annunciator panel. The FDI and/or AP will command a turn
to the heading selected. The pilot may then choose any new to the heading selected. The pilot may then choose any new
heading by merely setting the bug on a new heading. The FDI heading by merely setting the bug on a new heading. The FDI
and/or AP will automatically command a turn in the direction and/or AP will automatically command a turn in the direction
of the new setting. To disengage the HDG mode, depress the of the new setting. To disengage the HDG mode, depress the
HDG switch on the Mode Controller and observe the HDG HDG switch on the Mode Controller and observe the HDG
light go out on the annunciator. The HDG mode will light go out on the annunciator. The HDG mode will
automatically disengage when APPR or NAV CPLD is automatically disengage when APPR or NAV CPLD is
achieved. achieved.
(6) Navigation Mode (NAV): (6) Navigation Mode (NAV):
The Navigation mode may be selected by tuning the NAV receiver The Navigation mode may be selected by tuning the NAV receiver
to the desired frequency, setting the CDI to the desired radial and to the desired frequency, setting the CDI to the desired radial and
depressing the NAV switch on the Mode Controller. The depressing the NAV switch on the Mode Controller. The
annunciator will indicate NAV ARM until capture of the selected annunciator will indicate NAV ARM until capture of the selected
course, unless the NAV switch is engaged with wings level and a course, unless the NAV switch is engaged with wings level and a
centered needle on the CDI. Then the mode will go directly to centered needle on the CDI. Then the mode will go directly to
NAV CPLD as displayed on the annunciator panel. The system can NAV CPLD as displayed on the annunciator panel. The system can
intercept at any angle up to 90° and will always turn toward the intercept at any angle up to 90° and will always turn toward the
course pointer. If a condition requiring a capture exists at mode course pointer. If a condition requiring a capture exists at mode
engagement, the pilot is required to set up an intercept angle engagement, the pilot is required to set up an intercept angle
using either HDG or FD mode. NAV may be disengaged by using either HDG or FD mode. NAV may be disengaged by
depressing the NAV switch or by engaging HDG when in NAV depressing the NAV switch or by engaging HDG when in NAV
CPLD or engaging APPR when in NAV CPLD or NAV ARM. CPLD or engaging APPR when in NAV CPLD or NAV ARM.
CAUTION CAUTION
The “NAV” mode of operation will continue to The “NAV” mode of operation will continue to
provide airplane commands and/or control provide airplane commands and/or control
without a valid VOR/LOC signal (NAV flag in without a valid VOR/LOC signal (NAV flag in
view). Also erroneous navigation information view). Also erroneous navigation information
may result from COMM radio interference with may result from COMM radio interference with
the NAV radio. This erroneous infor-mation may the NAV radio. This erroneous infor-mation may
cause premature NAV captures as well as cause premature NAV captures as well as
erroneous steering information. Should this erroneous steering information. Should this
occur reselect HDG mode and then reselect occur reselect HDG mode and then reselect
NAV mode. NAV mode.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-30, 12 of 16 9-30, 12 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

(7) Approach Mode (APPR): (7) Approach Mode (APPR):

The Approach mode may be selected by tuning the NAV receiver The Approach mode may be selected by tuning the NAV receiver
to the desired VOR or LOC frequency, setting the CDI to the to the desired VOR or LOC frequency, setting the CDI to the
desired radial or inbound heading and depressing the APPR desired radial or inbound heading and depressing the APPR
switch on the Mode Controller. The annunciator will indicate switch on the Mode Controller. The annunciator will indicate
APPR ARM until the course is captured unless the APPR mode is APPR ARM until the course is captured unless the APPR mode is
engaged with wings level and there is a centered needle on the engaged with wings level and there is a centered needle on the
CDI. In that situation, the mode will go directly to APPR CDI. In that situation, the mode will go directly to APPR
CPLD as displayed on the annunciator panel. CPLD as displayed on the annunciator panel.
The system can intercept at any angle up to 90° and will always The system can intercept at any angle up to 90° and will always
turn toward the course pointer. See approach procedure for more turn toward the course pointer. See approach procedure for more
detail. APPR mode can be disengaged by depressing the APPR detail. APPR mode can be disengaged by depressing the APPR
switch on the Mode Controller; by depressing the GO switch on the Mode Controller; by depressing the GO
AROUND switch on the engine throttle control; or by engaging AROUND switch on the engine throttle control; or by engaging
HDG when in APPR CPLD or engaging NAV when in APPR HDG when in APPR CPLD or engaging NAV when in APPR
CPLD or APPR ARM. CPLD or APPR ARM.
CAUTION CAUTION
The “APPR” mode of operation will continue to The “APPR” mode of operation will continue to
provide airplane commands and/or control provide airplane commands and/or control
without a valid VOR/LOC signal (NAV flag in without a valid VOR/LOC signal (NAV flag in
view). Also erroneous navigation information view). Also erroneous navigation information
may result from COM M radio interference with may result from COM M radio interference with
the NAV radio. This erroneous infor-mation the NAV radio. This erroneous infor-mation
may cause premature APPR captures as well as may cause premature APPR captures as well as
erroneous steering information. Should this erroneous steering information. Should this
occur reselect HDG mode and then reselect occur reselect HDG mode and then reselect
APPR mode. APPR mode.
(8) Back Course Mode (BC): (8) Back Course Mode (BC):
For BC operation, proceed as for normal approach mode, but For BC operation, proceed as for normal approach mode, but
engage BC mode after selecting APPR. The BC mode reverses the engage BC mode after selecting APPR. The BC mode reverses the
signals in the computer and cannot be engaged without a LOC signals in the computer and cannot be engaged without a LOC
frequency selected. BC status is indicated on the annun-ciator frequency selected. BC status is indicated on the annun-ciator
panel. BC mode can be disengaged by depressing either the panel. BC mode can be disengaged by depressing either the
BC, APPR or GO AROUND switches, or by selecting other BC, APPR or GO AROUND switches, or by selecting other
than a LOC frequency on the NAV receiver. than a LOC frequency on the NAV receiver.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
13 of 16, 9-31 13 of 16, 9-31
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

(9) Vertical Mode Switch (Trim Up/Dn): (9) Vertical Mode Switch (Trim Up/Dn):
Operation of the vertical trim switch on the Mode Controller Operation of the vertical trim switch on the Mode Controller
provides a convenient means of adjusting the ALT hold or PAH provides a convenient means of adjusting the ALT hold or PAH
angle function without disengaging the mode. angle function without disengaging the mode.

(10) Go-Around Mode (GA): (10) Go-Around Mode (GA):

The GA mode may be engaged at any time by depressing the The GA mode may be engaged at any time by depressing the
GO AROUND switch on the left engine throttle. GA will GO AROUND switch on the left engine throttle. GA will
illuminate on the annunciator panel indicating mode status. illuminate on the annunciator panel indicating mode status.
The GA mode provides a fixed pitch angle indication on the The GA mode provides a fixed pitch angle indication on the
FDI. The AP, if engaged, will disengage. GA will cancel all FDI. The AP, if engaged, will disengage. GA will cancel all
other vertical modes as well as APPR or NAV CPLD. other vertical modes as well as APPR or NAV CPLD.

(i) VOR PROCEDURES (i) VOR PROCEDURES

(1) Tune NAV receiver to appropriate frequency. (1) Tune NAV receiver to appropriate frequency.
(2) Set desired heading with the HDG BUG to intercept radial and (2) Set desired heading with the HDG BUG to intercept radial and
engage HDG and AP. (Maximum recommended intercept angle engage HDG and AP. (Maximum recommended intercept angle
90°.) 90°.)
(3) Select desired radial and engage NAV. The FCS will remain on (3) Select desired radial and engage NAV. The FCS will remain on
HDG as indicated on the annunciator panel and in ARM on the HDG as indicated on the annunciator panel and in ARM on the
NAV mode. When the airplane approaches the beam, the NAV mode. When the airplane approaches the beam, the
system will automatically couple, HDG will decouple and track system will automatically couple, HDG will decouple and track
in NAV mode and indicate CPLD on the annunciator panel. in NAV mode and indicate CPLD on the annunciator panel.
(4) A new course may be selected over the VOR station when (4) A new course may be selected over the VOR station when
operating in the NAV mode, by selecting a new radial when the operating in the NAV mode, by selecting a new radial when the
To-From indication changes. To-From indication changes.
(5) For VOR approach, see approach procedure. (5) For VOR approach, see approach procedure.

(j) APPROACH PROCEDURES (j) APPROACH PROCEDURES

(1) Tune ILS or VOR. (1) Tune ILS or VOR.
(2) Set CDI for front course. (2) Set CDI for front course.
(3) Set Heading Bug and engage HDG to intercept selected CDI (3) Set Heading Bug and engage HDG to intercept selected CDI
course beam at desired angle. (Maximum recommended course beam at desired angle. (Maximum recommended
intercept angle 90°.) intercept angle 90°.)
(4) Engage APPR and note APPR ARM on the annunciator. (4) Engage APPR and note APPR ARM on the annunciator.
(5) When airplane approaches the selected CDI course, APPR will (5) When airplane approaches the selected CDI course, APPR will
couple, HDG will decouple, the FDI and/or AP will give couple, HDG will decouple, the FDI and/or AP will give
command or steering to track LOC, or VOR, and CPLD will command or steering to track LOC, or VOR, and CPLD will
illuminate on the annunciator panel. illuminate on the annunciator panel.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-32, 14 of 16 9-32, 14 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4

(6) When the glide slope beam is intercepted, the glide slope (GS) (6) When the glide slope beam is intercepted, the glide slope (GS)
will couple automatically and indicates GS on the annunciator will couple automatically and indicates GS on the annunciator
panel. If the ALT mode was engaged prior to intercepting the glide panel. If the ALT mode was engaged prior to intercepting the glide
slope, it will automatically disengage when GS couples. FDI slope, it will automatically disengage when GS couples. FDI
and/or AP will now provide commands or steering to track and/or AP will now provide commands or steering to track
LOC and GS. Adjust throttles to control speed on descent. Set LOC and GS. Adjust throttles to control speed on descent. Set
HDG bug for missed approach but do not engage HDG. HDG bug for missed approach but do not engage HDG.
NOTE NOTE
Should the “GA” mode be inadvertently Should the “GA” mode be inadvertently
selected during "APPR" mode operation, cancel selected during "APPR" mode operation, cancel
“GA” mode (press CWS) prior to re-selection of “GA” mode (press CWS) prior to re-selection of
the “APPR” mode. It may be necessary to use the “APPR” mode. It may be necessary to use
some combination of vertical trim and power to some combination of vertical trim and power to
recenter the “GS” for “GS” coupling. Failure to recenter the “GS” for “GS” coupling. Failure to
follow this procedure will result in the “GS” follow this procedure will result in the “GS”
mode being inhibited. mode being inhibited.
(7) When middle marker signal is received, system will auto- (7) When middle marker signal is received, system will auto-
matically switch to a more stable track mode. matically switch to a more stable track mode.
NOTE NOTE
Operation of marker test function after APPR Operation of marker test function after APPR
CPLD will reduce the flight control system gains. CPLD will reduce the flight control system gains.
If this should occur, the APPR switch should be If this should occur, the APPR switch should be
recycled. recycled.
(8) Landing or missed approach (8) Landing or missed approach
a. Landing: Disengage AP and land. a. Landing: Disengage AP and land.
b. Missed Approach: See Go Around procedures. b. Missed Approach: See Go Around procedures.

(k) GO AROUND PROCEDURE (k) GO AROUND PROCEDURE

Depress the GO AROUND switch and perform missed approach Depress the GO AROUND switch and perform missed approach
procedure as per Airplane Flight Manual. The AP will disengage procedure as per Airplane Flight Manual. The AP will disengage
and the FDI will command a 6° climb attitude. When established in and the FDI will command a 6° climb attitude. When established in
climb attitude the AP may be reengaged and the APPR mode may climb attitude the AP may be reengaged and the APPR mode may
be selected for a straight away missed approach or HDG may be be selected for a straight away missed approach or HDG may be
selected to turn to the missed approach heading. selected to turn to the missed approach heading.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
15 of 16, 9-32a 15 of 16, 9-32a
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 4 PA-34-220T, SENECA III SUPPLEMENT 4 PA-34-220T, SENECA III

(l) BACK COURSE PROCEDURE (l) BACK COURSE PROCEDURE

Same as front course except that BC is engaged after APPR is Same as front course except that BC is engaged after APPR is
engaged and the airplane must be set for descent manually by engaged and the airplane must be set for descent manually by
holding the vertical trim control DN on the Mode Controller or by holding the vertical trim control DN on the Mode Controller or by
establishing the desired PAH using the CWS or vertical trim switch. establishing the desired PAH using the CWS or vertical trim switch.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-32b, 16 of 16 9-32b, 16 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT5 PA-34-220T, SENECA III SUPPLEMENT 5

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 5 SUPPLEMENT NO. 5

FOR FOR
KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM
(WITHOUT FLIGHT DIRECTOR INSTALLATION) (WITHOUT FLIGHT DIRECTOR INSTALLATION)
PIPER DWG. 36840 PIPER DWG. 36840

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement is to acquaint the pilot with the operation of the KFC This supplement is to acquaint the pilot with the operation of the KFC
200 Automatic Flight Control System as installed in the PA-34-220T Seneca 200 Automatic Flight Control System as installed in the PA-34-220T Seneca
III in accordance with “FAA Approved” Piper data. The airplane must be III in accordance with “FAA Approved” Piper data. The airplane must be
operated within the limitations herein specified. operated within the limitations herein specified.

This supplement has been “FAA Approved” based on King STC This supplement has been “FAA Approved” based on King STC
SA1147CE and must remain in this handbook at all times when the optional SA1147CE and must remain in this handbook at all times when the optional
King KFC 200 Automatic Flight Control System is installed. King KFC 200 Automatic Flight Control System is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
1 of 16, 9-33 1 of 16, 9-33
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

The KFC 200 is certified in this airplane with two axis control, pitch and The KFC 200 is certified in this airplane with two axis control, pitch and
roll. roll.

The airplane is equipped with a manual electric trim system which is The airplane is equipped with a manual electric trim system which is
controlled by pilot operation of the trim switch. controlled by pilot operation of the trim switch.

When the autopilot is coupled, the autopilot uses the electric trim to When the autopilot is coupled, the autopilot uses the electric trim to
accomplish automatic trimming to unload the autopilot elevator servo so that accomplish automatic trimming to unload the autopilot elevator servo so that
autopilot disengagement does not result in transient airplane motion. An autopilot disengagement does not result in transient airplane motion. An
autotrim/electric pitch trim monitor is provided in the autopilot. Auto-trim autotrim/electric pitch trim monitor is provided in the autopilot. Auto-trim
and/or electric pitch trim faults are visually annunciated on the Mode and/or electric pitch trim faults are visually annunciated on the Mode
Annunciator and accompanied by an audible warning. Annunciator and accompanied by an audible warning.

ABBREVIATIONS ABBREVIATIONS

AFCSAutomatic Flight Control System AFCSAutomatic Flight Control System

ALTAltitude or Altitude Hold ALTAltitude or Altitude Hold
AP Autopilot AP Autopilot
APPR Approach APPR Approach
ARMSystem Arm for Capture ARMSystem Arm for Capture
BC Back Course BC Back Course
CDICourse Deviation Indicator or Control CDICourse Deviation Indicator or Control
CPLD Coupled CPLD Coupled
CWSControl Wheel Steering CWSControl Wheel Steering
DISC Disconnect DISC Disconnect
FCSFlight Control System FCSFlight Control System
GS Glide Slope GS Glide Slope
HDG Heading Select HDG Heading Select
LOC Localizer LOC Localizer
NAV Navigation NAV Navigation
PAH Pitch Attitude Hold PAH Pitch Attitude Hold
PNIPictorial Navigation Indicator PNIPictorial Navigation Indicator

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-34, 2 of 16 REVISED: FEBRUARY 25, 1982 9-34, 2 of 16 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) During autopilot operation, pilot must be seated at the controls (a) During autopilot operation, pilot must be seated at the controls
with seat belt fastened. Operation is restricted to left side pilot with seat belt fastened. Operation is restricted to left side pilot
position. position.
(b) Maximum speed for autopilot operation is 173 KIAS. (b) Maximum speed for autopilot operation is 173 KIAS.
(c) The maximum altitude for operation of the autopilot has not been (c) The maximum altitude for operation of the autopilot has not been
determined. The maximum altitude flight tested was 24,000 feet. determined. The maximum altitude flight tested was 24,000 feet.
(d) Do not extend flaps beyond 25° during autopilot operation. (d) Do not extend flaps beyond 25° during autopilot operation.
(e) The autopilot must be disengaged during takeoff and landing. (e) The autopilot must be disengaged during takeoff and landing.
(f) System approved for Category I operation only (APPR or BC (f) System approved for Category I operation only (APPR or BC
Mode selected). Mode selected).
(g) Autopilot attitude command limits: (g) Autopilot attitude command limits:
Pitch ± 15° Pitch ± 15°
Roll ± 25° Roll ± 25°

NOTE NOTE
In accordance with FAA recommendations, use In accordance with FAA recommendations, use
of "Altitude Hold" mode is not recom-mended of "Altitude Hold" mode is not recom-mended
during operation in severe turbulence. during operation in severe turbulence.

(h) Placards: (h) Placards:

Location - Pilot's control wheel, left horn: Location - Pilot's control wheel, left horn:

AP TRIM AP TRIM
DISC INTERRUPT DISC INTERRUPT

- Pilot's control wheel, left horn: - Pilot's control wheel, left horn:
CWS CWS
- Pilot's control wheel, left horn: - Pilot's control wheel, left horn:
TRIM UP/DN TRIM UP/DN

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 3 of 16, 9-35 REVISED: FEBRUARY 25, 1982 3 of 16, 9-35
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) AUTOPILOT MALFUNCTION (a) AUTOPILOT MALFUNCTION
(1) Emergency Disengagement of AP - Hold the Control Wheel (1) Emergency Disengagement of AP - Hold the Control Wheel
firmly and press the AP DISC/TRIM INTERRUPT Switch. firmly and press the AP DISC/TRIM INTERRUPT Switch.

(b) ELECTRIC TRIM MALFUNCTION (either manual electric or (b) ELECTRIC TRIM MALFUNCTION (either manual electric or
autotrim) autotrim)
(1) AP DISC/TRIM INTERRUPT Switch - Press and hold down (1) AP DISC/TRIM INTERRUPT Switch - Press and hold down
until recovery can be made. until recovery can be made.
(2) RADIO POWER Switch - OFF. (2) RADIO POWER Switch - OFF.
(3) Aircraft - manually retrim. (3) Aircraft - manually retrim.
(4) PITCH TRIM circuit breaker - Pull. (4) PITCH TRIM circuit breaker - Pull.
(5) RADIO POWER Switch - ON. (5) RADIO POWER Switch - ON.
CAUTION CAUTION
When disconnecting the autopilot after a trim When disconnecting the autopilot after a trim
malfunction, hold the control wheel firmly (up malfunction, hold the control wheel firmly (up
to 45 pounds of force on the control wheel may to 45 pounds of force on the control wheel may
be necessary to hold the aircraft level). be necessary to hold the aircraft level).

(c) ENGINE FAILURE (COUPLED) (c) ENGINE FAILURE (COUPLED)

(1) Disengage AP. (1) Disengage AP.
(2) Follow basic Airplane Flight Manual engine inoperative (2) Follow basic Airplane Flight Manual engine inoperative
procedures. procedures.
(3) Airplane rudder and aileron axes must be manually trimmed (3) Airplane rudder and aileron axes must be manually trimmed
prior to engaging autopilot for engine inoperative operations. prior to engaging autopilot for engine inoperative operations.

CAUTION CAUTION
If rudder and aileron trim cannot be main-tained If rudder and aileron trim cannot be main-tained
when power is changed during a single engine when power is changed during a single engine
inoperative coupled approach, disen-gage inoperative coupled approach, disen-gage
autopilot and continue approach manually. autopilot and continue approach manually.

CAUTION CAUTION
At airspeeds below 110 MPH/96 KTS IAS, At airspeeds below 110 MPH/96 KTS IAS,
rapid power application may cause a pro- rapid power application may cause a pro-
nounced pitch up attitude of 20° or more. nounced pitch up attitude of 20° or more.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-36, 4 of 16 REVISED: FEBRUARY 25, 1982 9-36, 4 of 16 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

(d) AUTOPILOT DISENGAGEMENT (d) AUTOPILOT DISENGAGEMENT

(1) The autopilot can be manually disengaged by the following (1) The autopilot can be manually disengaged by the following
actions: actions:
a. Press the AP DISC/TRIM INTERRUPT switch on the a. Press the AP DISC/TRIM INTERRUPT switch on the
pilot's control wheel. pilot's control wheel.
b. Move the Autopilot ON-OFF handle to the OFF position. b. Move the Autopilot ON-OFF handle to the OFF position.
c. Pull the AUTOPILOT circuit breaker out (OFF). c. Pull the AUTOPILOT circuit breaker out (OFF).
d. Turn off the RADIO POWER switch. d. Turn off the RADIO POWER switch.
e. Operate manual electric trim switch UP or DN. e. Operate manual electric trim switch UP or DN.
(2) The following conditions will cause the Autopilot to auto- (2) The following conditions will cause the Autopilot to auto-
matically disengage: matically disengage:
a. Power failure. a. Power failure.
b. Internal Flight Control System failure. b. Internal Flight Control System failure.
c. With the KCS 55A compass system, a loss of compass valid c. With the KCS 55A compass system, a loss of compass valid
(displaying HDG flag) disengages the Autopilot when a mode (displaying HDG flag) disengages the Autopilot when a mode
using heading information is engaged. using heading information is engaged.

(e) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT (e) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT
MALFUNCTIONS MALFUNCTIONS
Cruise, Climb, Descent 400 feet Cruise, Climb, Descent 400 feet
Maneuvering 100 feet Maneuvering 100 feet
APPR 50 feet APPR 50 feet
SE APPR 50 feet SE APPR 50 feet
CAUTION CAUTION
When the autopilot is engaged, manual When the autopilot is engaged, manual
application of a force to the pitch axis of the application of a force to the pitch axis of the
control wheel for a period of three seconds or control wheel for a period of three seconds or
more will result in the autotrim system operating more will result in the autotrim system operating
in the direction to create a force opposing the in the direction to create a force opposing the
pilot. This opposing mistrim force will continue pilot. This opposing mistrim force will continue
to increase as long as the pilot applies a force to to increase as long as the pilot applies a force to
the control wheel, and will ultimately overpower the control wheel, and will ultimately overpower
the autopilot. If the autopilot is disengaged under the autopilot. If the autopilot is disengaged under
these conditions, the pilot may be required to these conditions, the pilot may be required to
exert control forces in excess of 50 pounds to exert control forces in excess of 50 pounds to
maintain the desired airplane attitude. The pilot maintain the desired airplane attitude. The pilot
will have to maintain this control force while he will have to maintain this control force while he
manually retrims the airplane. manually retrims the airplane.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 5 of 16, 9-37 REVISED: FEBRUARY 25, 1982 5 of 16, 9-37
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) The BATTERY switch function is unchanged and can be used in an (a) The BATTERY switch function is unchanged and can be used in an
emergency to shut off all electrical power while the problem is emergency to shut off all electrical power while the problem is
isolated. isolated.
(b) The RADIO POWER switch supplies power to the avionics bus bar (b) The RADIO POWER switch supplies power to the avionics bus bar
of the radio circuit breakers, AP and TRIM circuit breakers. of the radio circuit breakers, AP and TRIM circuit breakers.
(c) The KFC 200 is controlled by the following circuit breakers: (c) The KFC 200 is controlled by the following circuit breakers:
AUTOPILOT - This supplies power to the FCS KC 295 Computer, AUTOPILOT - This supplies power to the FCS KC 295 Computer,
KC 292 Mode Controller, KA 285 Annunciator Panel, and AP Pitch KC 292 Mode Controller, KA 285 Annunciator Panel, and AP Pitch
and Roll Servos. and Roll Servos.
FCS MASTER - This in conjunction with the radio power switch FCS MASTER - This in conjunction with the radio power switch
supplies power to the avionics bus. supplies power to the avionics bus.
COMPASS SYSTEM - This supplies power to the KCS 55A Compass COMPASS SYSTEM - This supplies power to the KCS 55A Compass
System. System.
PITCH TRIM - This supplies power to the FCS Autotrim and manual PITCH TRIM - This supplies power to the FCS Autotrim and manual
electric trim systems. electric trim systems.
(d) FCS WARNING FLAGS AND ANNUNCIATORS (d) FCS WARNING FLAGS AND ANNUNCIATORS
HDG - This warning flag mounted in the Pictorial Navigation HDG - This warning flag mounted in the Pictorial Navigation
Indicator will be in view whenever the directional gyro information Indicator will be in view whenever the directional gyro information
is invalid. If a HDG invalid occurs with either NAV, APPR, or HDG is invalid. If a HDG invalid occurs with either NAV, APPR, or HDG
modes selected the AP is disengaged. Basic AP mode may then be modes selected the AP is disengaged. Basic AP mode may then be
re-engaged along with any vertical mode. re-engaged along with any vertical mode.
TRIM - The TRIM warning light, located in the lower right corner of TRIM - The TRIM warning light, located in the lower right corner of
the annunciator panel, will flash and be accompanied by an audible the annunciator panel, will flash and be accompanied by an audible
warning whenever the following autotrim and/or manual electric warning whenever the following autotrim and/or manual electric
pitch trim failures occur. The Trim servo motor running without a pitch trim failures occur. The Trim servo motor running without a
command is monitored on the manual electric and auto-trim. The command is monitored on the manual electric and auto-trim. The
trim servo motor not running when commanded to run and the trim trim servo motor not running when commanded to run and the trim
servo motor running in the wrong direction are monitored on servo motor running in the wrong direction are monitored on
Autotrim only. The TRIM warning light should flash at least 4 but Autotrim only. The TRIM warning light should flash at least 4 but
not more than six times and the audible warning sounds when the not more than six times and the audible warning sounds when the
test switch on the Mode Controller is depressed. test switch on the Mode Controller is depressed.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-38, 6 of 16 9-38, 6 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

GS - The Glide Slope valid (GS pointer being in view on PNI) has to GS - The Glide Slope valid (GS pointer being in view on PNI) has to
be present before GS may couple. If after GS coupled, the valid is be present before GS may couple. If after GS coupled, the valid is
lost, the system will flash the GS Annunciator and transfer from GS lost, the system will flash the GS Annunciator and transfer from GS
coupled to PAH. If the GS valid returns, the system will revert back coupled to PAH. If the GS valid returns, the system will revert back
to GS. to GS.
NAV FLAG - The NAV or APPR Modes (ARM or CPLD) may be NAV FLAG - The NAV or APPR Modes (ARM or CPLD) may be
selected and will function with or without a NAV warning flag present. selected and will function with or without a NAV warning flag present.
The AP will continue to provide steering information with or without The AP will continue to provide steering information with or without
a valid NAV signal. a valid NAV signal.
AP DISCONNECT ALERT - The Autopilot Disconnect Alert will AP DISCONNECT ALERT - The Autopilot Disconnect Alert will
sound an audible warning for approximately 2 seconds whenever the sound an audible warning for approximately 2 seconds whenever the
autopilot engage lever on the KC 292 Mode Controller is autopilot engage lever on the KC 292 Mode Controller is
disengaged. disengaged.
(e) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS (e) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC/TRIM INTERRUPT - This emergency disconnect switch AP DISC/TRIM INTERRUPT - This emergency disconnect switch
will disengage the AP, interrupt the power to the electric trim system. will disengage the AP, interrupt the power to the electric trim system.
To resume AP control, the AP lever on the Mode Con-troller must be To resume AP control, the AP lever on the Mode Con-troller must be
re-engaged. In the event of electric trim or autotrim failure, the re-engaged. In the event of electric trim or autotrim failure, the
switch can be held depressed, which removes all power from the trim switch can be held depressed, which removes all power from the trim
system to allow the pilot time to turn off the RADIO POWER system to allow the pilot time to turn off the RADIO POWER
switch and pull the (PITCH TRIM) circuit breaker. switch and pull the (PITCH TRIM) circuit breaker.
CWS - This switch when depressed and held will allow the pilot to CWS - This switch when depressed and held will allow the pilot to
manually fly the airplane without disengaging the AP. When the manually fly the airplane without disengaging the AP. When the
switch is released the AP will resume control, (within the pitch and switch is released the AP will resume control, (within the pitch and
roll attitude limits). The CWS switch will resync PAH, or ALT hold. roll attitude limits). The CWS switch will resync PAH, or ALT hold.
When the CWS is held depressed, Manual Electric Trim may be When the CWS is held depressed, Manual Electric Trim may be
operated without disengaging the AP. operated without disengaging the AP.
MANUAL PITCH TRIM - Manual Electric Pitch Trim is activated MANUAL PITCH TRIM - Manual Electric Pitch Trim is activated
by a dual action type switch that requires both parts to be moved by a dual action type switch that requires both parts to be moved
simultaneously for actuating up or down trim commands. Operation simultaneously for actuating up or down trim commands. Operation
of the manual electric pitch trim switch will disengage the AP lever of the manual electric pitch trim switch will disengage the AP lever
switch on the Mode Controller (except when CWS switch is held switch on the Mode Controller (except when CWS switch is held
depressed as previously noted). depressed as previously noted).

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 7 of 16, 9-39 REVISED: FEBRUARY 25, 1982 7 of 16, 9-39
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

NOTE NOTE
The flight control system incorporates its own The flight control system incorporates its own
annunciator panel which is located on the annunciator panel which is located on the
instrument panel. The modes and indications instrument panel. The modes and indications
given on the annunciator panel are placarded on given on the annunciator panel are placarded on
the face of the lenses and illuminate when the the face of the lenses and illuminate when the
respective modes are active. The switches on the respective modes are active. The switches on the
mode selector are the push-on, push-off type. mode selector are the push-on, push-off type.
When engaged, the corresponding autopilot When engaged, the corresponding autopilot
annunciator light illuminates. The autopilot annunciator light illuminates. The autopilot
must be engaged before any other mode can be must be engaged before any other mode can be
selected. selected.

(f) BEFORE ENGAGING FLIGHT CONTROL SYSTEM (f) BEFORE ENGAGING FLIGHT CONTROL SYSTEM
(1) Check that all circuit breakers for the system are in. (1) Check that all circuit breakers for the system are in.
(2) Allow sufficient time for gyros to come up to speed and system (2) Allow sufficient time for gyros to come up to speed and system
warm-up (3-4 minutes). warm-up (3-4 minutes).

(g) PREFLIGHT CHECK (Run prior to each flight) (g) PREFLIGHT CHECK (Run prior to each flight)
(1) With no modes engaged and power applied to all systems, depress (1) With no modes engaged and power applied to all systems, depress
the TEST button on the Mode Controller. All mode annunciators the TEST button on the Mode Controller. All mode annunciators
except FD will be illuminated on the annunciator panel, including except FD will be illuminated on the annunciator panel, including
three marker lights. At least four but no more than six flashes three marker lights. At least four but no more than six flashes
must be observed to indicate proper operation of the must be observed to indicate proper operation of the
autotrim/manual electric trim feature and an audible warning autotrim/manual electric trim feature and an audible warning
should sound. should sound.
(2) Engage the AP, depress the CWS switch, center the flight (2) Engage the AP, depress the CWS switch, center the flight
controls and release the CWS switch. Apply force to the controls controls and release the CWS switch. Apply force to the controls
to determine if the AP can be overpowered. to determine if the AP can be overpowered.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-40, 8 of 16 9-40, 8 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

(3) Check that the pilot's emergency disconnect switch disconnects (3) Check that the pilot's emergency disconnect switch disconnects
the autopilot. the autopilot.
(4) Perform the following manual electric pitch trim checks: (4) Perform the following manual electric pitch trim checks:
a. Actuate the left-side switch to the fore and aft positions. a. Actuate the left-side switch to the fore and aft positions.
The trim solenoid should engage, but the trim should not The trim solenoid should engage, but the trim should not
run. (Solenoid engagement may be confirmed by addi-tional run. (Solenoid engagement may be confirmed by addi-tional
force required to move trim wheel.) force required to move trim wheel.)
b. Actuate the right-side switch to the fore and aft positions. b. Actuate the right-side switch to the fore and aft positions.
The trim solenoid should not engage and the trim should The trim solenoid should not engage and the trim should
not run. not run.
c. Grasping the manual trim wheel, run the trim both up and c. Grasping the manual trim wheel, run the trim both up and
down and check the overpower capability. down and check the overpower capability.
d. Press the AP DISC/TRIM INTERRUPT switch down and d. Press the AP DISC/TRIM INTERRUPT switch down and
hold. The manual electric pitch trim will not operate hold. The manual electric pitch trim will not operate
either up or down. either up or down.
e. Set manual trim for takeoff. e. Set manual trim for takeoff.
(5) Daily preflight check (must be performed prior to first flight of (5) Daily preflight check (must be performed prior to first flight of
the day) the day)
a. Engage the AP and put in a pitch (UP) command using the a. Engage the AP and put in a pitch (UP) command using the
vertical trim switch on Mode Controller. Hold the control vertical trim switch on Mode Controller. Hold the control
column to keep it from moving and observe the autotrim column to keep it from moving and observe the autotrim
run in the nose-up direction after approximately three run in the nose-up direction after approximately three
seconds delay. Use the vertical trim switch and put in a seconds delay. Use the vertical trim switch and put in a
pitch (DN) command. Hold the control column and observe pitch (DN) command. Hold the control column and observe
the autotrim run in the nose-down direction after the autotrim run in the nose-down direction after
approximately 3 seconds delay. approximately 3 seconds delay.
b. Engage the HDG mode and the AP. Set the HDG bug to b. Engage the HDG mode and the AP. Set the HDG bug to
command a right turn. The control wheel will rotate clock- command a right turn. The control wheel will rotate clock-
wise. Set the HDG bug to command a left turn. The control wise. Set the HDG bug to command a left turn. The control
wheel will rotate counterclockwise. wheel will rotate counterclockwise.
c. Run manual electric trim from full nose up to full nose down. c. Run manual electric trim from full nose up to full nose down.
Time required should be 39 ±5 seconds. Time required should be 39 ±5 seconds.
CAUTION CAUTION
Disengage the AP and check that the airplane Disengage the AP and check that the airplane
manual pitch trim is in the takeoff position prior manual pitch trim is in the takeoff position prior
to takeoff. to takeoff.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 9 of 16, 9-41 REVISED: FEBRUARY 25, 1982 9 of 16, 9-41
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

NOTE NOTE
If the autopilot circuit breaker is pulled, the red If the autopilot circuit breaker is pulled, the red
“TRIM” failure light on the annunciator panel “TRIM” failure light on the annunciator panel
will be disabled and the audible warning will will be disabled and the audible warning will
continuously sound indicating that the failure continuously sound indicating that the failure
light is disabled. In this event, the “Pitch Trim” light is disabled. In this event, the “Pitch Trim”
circuit breaker should be pulled and in-flight trim circuit breaker should be pulled and in-flight trim
accomplished by using the manual pitch trim accomplished by using the manual pitch trim
wheel. wheel.

(h) IN-FLIGHT OPERATION (h) IN-FLIGHT OPERATION

(1) Engage Procedure: (1) Engage Procedure:
After takeoff, clean up airplane and establish climb. Monitor After takeoff, clean up airplane and establish climb. Monitor
flight controls and engage AP. The pitch attitude will lock on flight controls and engage AP. The pitch attitude will lock on
any attitude up to 15° pitch attitude. Engaging and holding the any attitude up to 15° pitch attitude. Engaging and holding the
CWS switch allows the pilot to momentarily revert to manual CWS switch allows the pilot to momentarily revert to manual
control, while retaining his previous modes and conveniently control, while retaining his previous modes and conveniently
resuming that profile at this discretion. resuming that profile at this discretion.

(2) Disengage Procedure: (2) Disengage Procedure:

While monitoring the flight controls, disengage the system by While monitoring the flight controls, disengage the system by
one of the following methods: depressing the pilot's AP DISC/ one of the following methods: depressing the pilot's AP DISC/
TRIM INTERRUPT switch, operation of the manual trim TRIM INTERRUPT switch, operation of the manual trim
switch or by the operation of the AP engage lever on the Mode switch or by the operation of the AP engage lever on the Mode
Controller. The AP light on the annunciator panel will flash at Controller. The AP light on the annunciator panel will flash at
least four times and remain off and an audible warning will be least four times and remain off and an audible warning will be
heard to indicate the AP is disengaged. heard to indicate the AP is disengaged.

(3) AP Mode (AP): (3) AP Mode (AP):

The AP must be engaged before any other mode can be engaged. The AP must be engaged before any other mode can be engaged.
The AP mode alone provides PAH and wings level control. The The AP mode alone provides PAH and wings level control. The
AP will automatically follow any other mode e n ga g e d . AP will automatically follow any other mode e n ga g e d .
Disengaging the AP disengages all other modes. Disengaging the AP disengages all other modes.
NOTE NOTE
The “Vertical Trim” switch, located on the Mode The “Vertical Trim” switch, located on the Mode
Controller, may be used to trim the command Controller, may be used to trim the command
pitch attitude at a rate of one degree per second. pitch attitude at a rate of one degree per second.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-42, 10 of 16 REVISED: SEPTEMBER 23, 1983 9-42, 10 of 16 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

(4) Altitude Hold Mode (ALT): (4) Altitude Hold Mode (ALT):
When the AP is engaged and the ALT switch on the Mode When the AP is engaged and the ALT switch on the Mode
Controller is pressed, the airplane will maintain the pressure Controller is pressed, the airplane will maintain the pressure
altitude existing at the time the switch is depressed. For smooth altitude existing at the time the switch is depressed. For smooth
operation, engage the ALT at no greater than 500 feet per minute operation, engage the ALT at no greater than 500 feet per minute
climb or descent. The ALT will automatically disengage when climb or descent. The ALT will automatically disengage when
the glide slope couples. ALT hold may be turned off at any time the glide slope couples. ALT hold may be turned off at any time
by depressing the ALT switch. ALT engagement is displayed on by depressing the ALT switch. ALT engagement is displayed on
the annunciator panel. the annunciator panel.
NOTE NOTE
The “Vertical Trim” switch, located on the The “Vertical Trim” switch, located on the
Mode Controller, may be used to change or trim Mode Controller, may be used to change or trim
the command altitude up or down at 500 to 700 the command altitude up or down at 500 to 700
FPM without disengaging the mode. The new FPM without disengaging the mode. The new
pressure altitude that exists when the switch is pressure altitude that exists when the switch is
released will then be held. released will then be held.
(5) Heading Mode (HDG): (5) Heading Mode (HDG):
Set the heading bug to the desired heading on the PNI, engage the Set the heading bug to the desired heading on the PNI, engage the
AP, depress the HDG switch on the Mode Controller and HDG AP, depress the HDG switch on the Mode Controller and HDG
will be displayed on the annunciator panel. The AP will will be displayed on the annunciator panel. The AP will
command a turn to the heading selected. The pilot may then command a turn to the heading selected. The pilot may then
choose any new heading by merely setting the bug on a new choose any new heading by merely setting the bug on a new
heading. The AP will automatically command a turn in the heading. The AP will automatically command a turn in the
direction of the new setting. To disengage the HDG mode, direction of the new setting. To disengage the HDG mode,
depress the HDG switch on the Mode Controller and observe the depress the HDG switch on the Mode Controller and observe the
HDG light go out on the annunciator. The HDG mode will HDG light go out on the annunciator. The HDG mode will
automatically disengage when APPR or NAV CPLD is achieved. automatically disengage when APPR or NAV CPLD is achieved.
(6) Navigation Mode (NAV): (6) Navigation Mode (NAV):
The Navigation mode may be selected by tuning the NAV receiver The Navigation mode may be selected by tuning the NAV receiver
to the desired frequency, setting the CDI to the desired radial and to the desired frequency, setting the CDI to the desired radial and
depressing the NAV switch on the Mode Controller. The depressing the NAV switch on the Mode Controller. The
annunciator will indicate NAV ARM until capture of the selected annunciator will indicate NAV ARM until capture of the selected
course, unless the NAV switch is engaged with wings level and a course, unless the NAV switch is engaged with wings level and a
centered needle on the CDI. Then the mode will go directly to centered needle on the CDI. Then the mode will go directly to
NAV CPLD as displayed on the annunciator panel. The system can NAV CPLD as displayed on the annunciator panel. The system can
intercept at any angle up to 90° and will always turn toward the intercept at any angle up to 90° and will always turn toward the
course pointer. If a condition requiring a course pointer. If a condition requiring a

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
11 of 16, 9-43 11 of 16, 9-43
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

capture exists at mode engagement, the pilot is required to set up capture exists at mode engagement, the pilot is required to set up
an intercept angle using either HDG or AP mode. NAV may be an intercept angle using either HDG or AP mode. NAV may be
disengaged by depressing the NAV switch or by engaging HDG disengaged by depressing the NAV switch or by engaging HDG
when in NAV CPLD or NAV ARM. when in NAV CPLD or NAV ARM.
CAUTION CAUTION
The “NAV” mode of operation will continue to The “NAV” mode of operation will continue to
provide airplane commands and/or control provide airplane commands and/or control
without a valid VOR/LOC signal (NAV flag in without a valid VOR/LOC signal (NAV flag in
view). Also erroneous navigation information view). Also erroneous navigation information
may result from COMM radio interference with may result from COMM radio interference with
the NAV radio. This erroneous infor-mation the NAV radio. This erroneous infor-mation
may cause premature NAV captures as well as may cause premature NAV captures as well as
erroneous steering information. Should this erroneous steering information. Should this
occur reselect HDG mode and then reselect occur reselect HDG mode and then reselect
NAV mode. NAV mode.
(7) Approach Mode (APPR): (7) Approach Mode (APPR):
The Approach mode may be selected by tuning the NAV receiver The Approach mode may be selected by tuning the NAV receiver
to the desired VOR or LOC frequency, setting the CDI to the to the desired VOR or LOC frequency, setting the CDI to the
desired radial or inbound heading and depressing the APPR desired radial or inbound heading and depressing the APPR
switch on the Mode Controller. The annunciator will indicate switch on the Mode Controller. The annunciator will indicate
APPR ARM until the course is captured unless the APPR mode APPR ARM until the course is captured unless the APPR mode
is engaged with wings level and there is a centered needle on the is engaged with wings level and there is a centered needle on the
CDI. In that situation, the mode will go directly to APPR CPLD CDI. In that situation, the mode will go directly to APPR CPLD
as displayed on the annunciator panel. as displayed on the annunciator panel.
The system can intercept at any angle up to 90° and will always The system can intercept at any angle up to 90° and will always
turn toward the course pointer. See approach procedure for more turn toward the course pointer. See approach procedure for more
detail. APPR mode can be disengaged by depressing the APPR detail. APPR mode can be disengaged by depressing the APPR
switch on the Mode Controller; or by engaging HDG when in switch on the Mode Controller; or by engaging HDG when in
APPR CPLD or engaging NAV when in APPR CPLD or APPR APPR CPLD or engaging NAV when in APPR CPLD or APPR
ARM. The annunciator panel indicates the status of the approach ARM. The annunciator panel indicates the status of the approach
mode. mode.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-44 12 of 16 9-44 12 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

CAUTION CAUTION
The “APPR” mode of operation will continue to The “APPR” mode of operation will continue to
provide airplane commands and/or control provide airplane commands and/or control
without a valid VOR/LOC signal (NAV flag in without a valid VOR/LOC signal (NAV flag in
view). Also erroneous navigation information view). Also erroneous navigation information
may result from COMM radio interference with may result from COMM radio interference with
the NAV radio. This erroneous infor-mation the NAV radio. This erroneous infor-mation
may cause premature APPR captures as well as may cause premature APPR captures as well as
erroneous steering information. Should this erroneous steering information. Should this
occur reselect HDG mode and then reselect occur reselect HDG mode and then reselect
APPR mode. APPR mode.
(8) Back Course Mode (BC): (8) Back Course Mode (BC):
For BC operation, proceed as for normal approach mode, but For BC operation, proceed as for normal approach mode, but
engage BC mode after selecting APPR. The BC mode reverses the engage BC mode after selecting APPR. The BC mode reverses the
signals in the computer and cannot be engaged without a LOC signals in the computer and cannot be engaged without a LOC
frequency selected. BC status is indicated on the annun-ciator frequency selected. BC status is indicated on the annun-ciator
panel. BC mode can be disengaged by depressing either the BC, panel. BC mode can be disengaged by depressing either the BC,
APPR, or by selecting other than a LOC frequency on the NAV APPR, or by selecting other than a LOC frequency on the NAV
receiver. receiver.

(9) Vertical Mode Switch (Trim Up/Dn): (9) Vertical Mode Switch (Trim Up/Dn):
Operation of the vertical trim switch on the Mode Controller Operation of the vertical trim switch on the Mode Controller
provides a convenient means of adjusting the ALT hold or provides a convenient means of adjusting the ALT hold or
PAH angle function without disengaging the mode. PAH angle function without disengaging the mode.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
13 of 16, 9-44a 13 of 16, 9-44a
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

(i) VOR PROCEDURES (i) VOR PROCEDURES

(1) Tune NAV receiver to appropriate frequency. (1) Tune NAV receiver to appropriate frequency.
(2) Set desired heading with the HDG BUG to intercept radial and (2) Set desired heading with the HDG BUG to intercept radial and
engage HDG and AP. (Maximum recommended intercept angle engage HDG and AP. (Maximum recommended intercept angle
90°.) 90°.)
(3) Select desired radial and engage NAV. The FCS will remain on (3) Select desired radial and engage NAV. The FCS will remain on
HDG as indicated on the annunciator panel and in ARM on the HDG as indicated on the annunciator panel and in ARM on the
NAV mode. When the airplane approaches the beam, the NAV mode. When the airplane approaches the beam, the
system will automatically couple, HDG will decouple and track system will automatically couple, HDG will decouple and track
in NAV mode and indicate CPLD on the annunciator panel. in NAV mode and indicate CPLD on the annunciator panel.
(4) A new course may be selected over the VOR station when (4) A new course may be selected over the VOR station when
operating in the NAV mode, by selecting a new radial when the operating in the NAV mode, by selecting a new radial when the
To-From indication changes. To-From indication changes.
(5) For VOR approach, see approach procedure. (5) For VOR approach, see approach procedure.

(j) APPROACH PROCEDURES (j) APPROACH PROCEDURES

(1) Tune ILS or VOR. (1) Tune ILS or VOR.
(2) Set CDI for front course. (2) Set CDI for front course.
(3) Set Heading Bug and engage AP and HDG to intercept selected (3) Set Heading Bug and engage AP and HDG to intercept selected
CDI course beam at desired angle. (Maximum recommended CDI course beam at desired angle. (Maximum recommended
intercept angle 90°.) intercept angle 90°.)
(4) Engage APPR and note APPR ARM on the annunciator. (4) Engage APPR and note APPR ARM on the annunciator.
(5) When airplane approaches the selected CDI course, APPR will (5) When airplane approaches the selected CDI course, APPR will
couple, HDG will decouple, the AP will track LOC, or VOR, couple, HDG will decouple, the AP will track LOC, or VOR,
and CPLD will illuminate on the annunciator panel. and CPLD will illuminate on the annunciator panel.
(6) When the glide slope beam is intercepted, the glide slope (GS) (6) When the glide slope beam is intercepted, the glide slope (GS)
will couple automatically and indicates GS on the annunciator will couple automatically and indicates GS on the annunciator
panel. If the ALT mode was engaged prior to intercepting the glide panel. If the ALT mode was engaged prior to intercepting the glide
slope, it will automatically disengage when GS couples. The AP slope, it will automatically disengage when GS couples. The AP
will now track LOC and GS. Adjust throttles to control speed on will now track LOC and GS. Adjust throttles to control speed on
descent. Set HDG bug for missed approach but do not engage descent. Set HDG bug for missed approach but do not engage
HDG. HDG.
(7) When middle marker signal is received, system will auto- (7) When middle marker signal is received, system will auto-
matically switch to a more stable track mode. matically switch to a more stable track mode.
NOTE NOTE
Operation of marker test function after APPR Operation of marker test function after APPR
CPLD will reduce the flight control system gains. CPLD will reduce the flight control system gains.
If this should occur, the APPR switch should be If this should occur, the APPR switch should be
recycled. recycled.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-44b, 14 of 16 9-44b, 14 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5

(8) Landing or missed approach (8) Landing or missed approach

a. Landing: Disengage AP and land. a. Landing: Disengage AP and land.
b. Missed Approach: Disengage AP and perform missed b. Missed Approach: Disengage AP and perform missed
approach procedures per Airplane Flight Manual. approach procedures per Airplane Flight Manual.

(k) BACK COURSE PROCEDURE (k) BACK COURSE PROCEDURE

Same as front course except that BC is engaged after APPR is Same as front course except that BC is engaged after APPR is
engaged and the airplane must be set for descent manually by engaged and the airplane must be set for descent manually by
holding the vertical trim control DN on the Mode Controller if in holding the vertical trim control DN on the Mode Controller if in
ALT hold or by establishing the desired PAH using CWS or ALT hold or by establishing the desired PAH using CWS or
vertical trim switch. vertical trim switch.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
15 of 16, 9-44c 15 of 16, 9-44c
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 5 PA-34-220T, SENECA III SUPPLEMENT 5 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-44d, 16 of 16 9-44d, 16 of 16
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 6 SUPPLEMENT NO. 6

FOR FOR
ICE PROTECTION SYSTEM INSTALLATION ICE PROTECTION SYSTEM INSTALLATION
PIPER DWG. 37700 PIPER DWG. 37700

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional ice protection system is installed in accor-dance airplane when the optional ice protection system is installed in accor-dance
with “FAA Approved” Piper data. The information contained within this with “FAA Approved” Piper data. The information contained within this
supplement is to be used in conjunction with the complete handbook. supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional ice protection system is installed. handbook at all times when the optional ice protection system is installed.

FAA APPROVED _ FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 10, 9-45 1 of 10, 9-45
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III

For flight into known icing conditions, a complete ice protection system For flight into known icing conditions, a complete ice protection system
(Figure 9-1) is required on the Seneca III. (Figure 9-1) is required on the Seneca III.
The complete ice protection system consists of the following com- ponents: The complete ice protection system consists of the following com- ponents:
pneumatic wing and empennage boots, wing ice detection light, electrothermal pneumatic wing and empennage boots, wing ice detection light, electrothermal
propeller deice pads, electric windshield panel, heated lift detectors, and heated propeller deice pads, electric windshield panel, heated lift detectors, and heated
pitot head. A single system or any combination of systems may be installed. pitot head. A single system or any combination of systems may be installed.
However, the warning placard specified in Section 2 of this supplement is However, the warning placard specified in Section 2 of this supplement is
required. Such a placard is also required if any system is inoperative. required. Such a placard is also required if any system is inoperative.
The pneumatic wing and empennage boots are installed on the leading The pneumatic wing and empennage boots are installed on the leading
edges of the wings, the vertical stabilizer and the horizontal stabilator. During edges of the wings, the vertical stabilizer and the horizontal stabilator. During
normal operation, when the surface deicer system is off, the engine-driven normal operation, when the surface deicer system is off, the engine-driven
pneumatic pumps apply a constant suction to the deicer boots to provide pneumatic pumps apply a constant suction to the deicer boots to provide
smooth, streamlined leading edges. smooth, streamlined leading edges.
Deicer boots are inflated by a momentary ON type SURFACE DE-ICE Deicer boots are inflated by a momentary ON type SURFACE DE-ICE
switch (Figure 9-3) located on the instrument panel to the right of the control switch (Figure 9-3) located on the instrument panel to the right of the control
quadrant. Actuation of the surface deice switch activates a system cycle timer quadrant. Actuation of the surface deice switch activates a system cycle timer
that energizes the pneumatic pressure control valves until the system pressure 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 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 activated and air pressure is released to the boots, inflating all surface deicers
on the airplane. A green indicator light illuminates when the wing-tail deicer on the airplane. A green indicator light illuminates when the wing-tail deicer
surface boots are inflated above 8 psi. The light also incorporates a press-to- surface boots are inflated above 8 psi. The light also incorporates a press-to-
test and turn to dim feature. When the cycle is complete, the deicer solenoid test and turn to dim feature. When the cycle is complete, the deicer solenoid
valves permit automatic overboard exhaustion of pressurized air. Suction is valves permit automatic overboard exhaustion of pressurized air. Suction is
then reapplied to the deicer boots. The deicer boots do not inflate during the then reapplied to the deicer boots. The deicer boots do not inflate during the
press-to-test cycle. press-to-test cycle.
Circuit protection for the surface deicer system is provided by a wing tail Circuit protection for the surface deicer system is provided by a wing tail
deice, W/T DE-ICE, circuit breaker located on the circuit breaker panel. deice, W/T DE-ICE, circuit breaker located on the circuit breaker panel.
Wing icing conditions may be detected during night flight by use of an ice 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 light detection light installed in the outboard side of the left engine nacelle. The light
is controlled by a WING ICE LIGHT switch (Figure 9-3) located on the is controlled by a WING ICE LIGHT switch (Figure 9-3) located on the
instrument panel to the right of the surface deice switch. A wing ice light, instrument panel to the right of the surface deice switch. A wing ice light,
W/ICE, circuit breaker located in the circuit breaker panel provides circuit W/ICE, circuit breaker located in the circuit breaker panel provides circuit
protection. protection.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-46, 2 of 10 REVISED: AUGUST 17, 1981 9-46, 2 of 10 REVISED: AUGUST 17, 1981
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6

HEATED PITOT HEAD

ICE DETECTION LIGHT
,cfD,
DEICER BOOTS
PNEUMATIC

HEATED LIFT DETECTORS

WINDSHIELD PANEL
ELECTRIC

PROPELLER DEICER PADS

ELECTROTHERMAL
0
ICE PROTECTION SYSTEM ICE PROTECTION SYSTEM
Figure 9-1 Figure 9-1
ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 10, 9-47 3 of 10, 9-47
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III

Electrothermal propeller deicer pads are bonded to the leading edges of Electrothermal propeller deicer pads are bonded to the leading edges of
the propeller blades. The system is controlled by an ON-OFF type PROP the propeller blades. The system is controlled by an ON-OFF type PROP
DE-ICE switch (Figure 9-3) located to the right of the surface deice switch. DE-ICE switch (Figure 9-3) located to the right of the surface deice switch.
Power for the propeller deicers is supplied by the airplane's electrical system 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 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 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 PROP DE-ICER ammeter which monitors the current through the propeller
deicing system. With the propeller deicing system on, the prop deicer deicing system. With the propeller deicing system on, the prop deicer
ammeter needle should indicate within the shaded portion of the ammeter for ammeter needle should indicate within the shaded portion of the ammeter for
a normal reading. a normal reading.
Power from the timer is cycled to brush assemblies which distribute 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 power to slip rings. The current is then supplied from the slip rings directly to
the electrothermal propeller deicer pads. the electrothermal propeller deicer pads.
The Hartzell 2-blade propellers are deiced by heating the outboard half The Hartzell 2-blade propellers are deiced by heating the outboard half
and then the inboard half of the deicer pads in a timer controlled sequence. and then the inboard half of the deicer pads in a timer controlled sequence.
The heating sequence of the deicer pads is conducted in the following order: The heating sequence of the deicer pads is conducted in the following order:
(a) Outboard halves of the propeller deicer pads on the right engine. (a) Outboard halves of the propeller deicer pads on the right engine.
(b) Inboard halves of the propeller deicer pads on the right engine. (b) Inboard halves of the propeller deicer pads on the right engine.
(c) Outboard halves of the propeller deicer pads on the left engine. (c) Outboard halves of the propeller deicer pads on the left engine.
(d) Inboard halves of the propeller deicer pads on the left engine. (d) Inboard halves of the propeller deicer pads on the left engine.
The optional McCauley 3-blade propellers are deiced by heating the The optional McCauley 3-blade propellers are deiced by heating the
entire deicer pads alternately in the following sequence: entire deicer pads alternately in the following sequence:
(a) The entire deicer pads on the right engine for 90 seconds. (a) The entire deicer pads on the right engine for 90 seconds.
(b) The entire deicer pads on the left engine for 90 seconds. (b) The entire deicer pads on the left engine for 90 seconds.
When the system is turned ON, heating may begin on any one of the above When the system is turned ON, heating may begin on any one of the above
steps, depending upon the positioning of the timer switch when the system was steps, depending upon the positioning of the timer switch when the system was
turned OFF from previous use. Once begun, cycling will proceed in the above turned OFF from previous use. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off. sequence and will continue until the system is turned off.
A preflight check of the propeller deicers can be performed by turning 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 the prop deice switch on and feeling the propeller deicer pads for proper
heating sequence. The deicer pad should become warm to the touch. heating sequence. The deicer pad should become warm to the touch.
The heat provided by the deicer pads reduces the adhesion between the 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 ice and the propeller so that centrifugal force and the blast of airstream
cause the ice to be thrown off the propeller blades in very small pieces. cause the ice to be thrown off the propeller blades in very small pieces.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-48, 4 of 10 9-48, 4 of 10
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6

A heated glass panel is installed on the exterior of the pilot's windshield to A heated glass panel is installed on the exterior of the pilot's windshield to
provide visibility in icing conditions. The panel is heated by current from the 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 airplane's electrical power supply and controlled by an ON-OFF control
switch/circuit breaker. The control switch/circuit breaker is located in the right switch/circuit breaker. The control switch/circuit breaker is located in the right
hand side ofthe deice panel and is placarded WINDSHIELD PANEL HEAT - hand side ofthe deice panel and is placarded WINDSHIELD PANEL HEAT -
SEE AIRPLANE FLIGHT MANUAL. SEE AIRPLANE FLIGHT MANUAL.

CAUTION CAUTION
If the airplane is to be flown with the heated glass If the airplane is to be flown with the heated glass
panel removed, rotate the receptacle plate 180° panel removed, rotate the receptacle plate 180°
and replace it to cover the holes in the fuselage and replace it to cover the holes in the fuselage
skin. Also replace the windshield collar screws. skin. Also replace the windshield collar screws.
An operational check may be performed by turning the heated wind- An operational check may be performed by turning the heated wind-
shield panel switch on for a period not exceeding 30 seconds. Proper shield panel switch on for a period not exceeding 30 seconds. Proper
operation is indicated by the glass section being warm to the touch. operation is indicated by the glass section being warm to the touch.
Two heated lift detectors and a heated pitot head installed on the left Two heated lift detectors and a heated pitot head installed on the left
wing are controlled by a single ON-OFF type PITOT HEAT switch located wing are controlled by a single ON-OFF type PITOT HEAT switch located
on the instrument panel below the pilot's control wheel. on the instrument panel below the pilot's control wheel.

WARNING· TH'S A1RCRllF T 1S

NOT /lPPROVED FOR
FLltiHT IN IC1NG CONDITIONS

ICE DETECTION LIGHT, SURFACE DEICER, PROPELLER ICE DETECTION LIGHT, SURFACE DEICER, PROPELLER
DEICER AND HEATED WINDSHIELD CONTROL SWITCHES DEICER AND HEATED WINDSHIELD CONTROL SWITCHES
Figure 9-3 Figure 9-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 5 of 10, 9-49 REVISED: AUGUST 17, 1981 5 of 10, 9-49
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III

The heated lift detectors, one inboard and one outboard on the left wing, 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 are installed to prevent icing conditions from interfering with operation of the
stall warning transmitters. A Stall Warn circuit breaker in the circuit breaker stall warning transmitters. A Stall Warn circuit breaker in the circuit breaker
panel protects the system against an overvoltage condition. The stall panel protects the system against an overvoltage condition. The stall
warning system should not be depended on when there is ice on the wing. 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 A heated pitot head, mounted under the left wing, is installed to provide
pitot pressure for the airspeed indicator with heat to alleviate ice accumu- pitot pressure for the airspeed indicator with heat to alleviate ice accumu-
lation from blocking the pressure intake. The heated pitot head also has a lation from blocking the pressure intake. The heated pitot head also has a
separate circuit breaker located in the circuit breaker panel and labeled separate circuit breaker located in the circuit breaker panel and labeled
Pitot Heat. Pitot Heat.
With the heated pitot switch on, check the heated pitot head and heated With the heated pitot switch on, check the heated pitot head and heated
lift detector for proper heating. lift detector for proper heating.

CAUTION CAUTION
Care should be taken when an operational check Care should be taken when an operational check
of the heated pitot head and the heated lift of the heated pitot head and the heated lift
detectors is being performed. Both units become detectors is being performed. Both units become
very hot. Ground operation should be limited to very hot. Ground operation should be limited to
3 minutes maximum to avoid damaging the 3 minutes maximum to avoid damaging the
heating elements. heating elements.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) Equipment required for flight into known or forecast icing: (a) Equipment required for flight into known or forecast icing:
(1) Pneumatic wing and empennage boots. (1) Pneumatic wing and empennage boots.
(2) Wing ice detection light. (2) Wing ice detection light.
(3) Electrothermal propeller deice pads on the propeller blades. (3) Electrothermal propeller deice pads on the propeller blades.
(4) Electrothermal windshield panel. (4) Electrothermal windshield panel.
(5) Heated lift detectors. (5) Heated lift detectors.
(6) Heated pitot head. (6) Heated pitot head.
(7) Propeller spinners. (7) Propeller spinners.

(b) If all the equipment listed above is not operative or not installed, the (b) If all the equipment listed above is not operative or not installed, the
following placard must be installed in full view of the pilot. following placard must be installed in full view of the pilot.

WARNING - THIS AIRCRAFT IS NOT WARNING - THIS AIRCRAFT IS NOT

AP P ROV E D F O R F L I G H T I N I C I N G AP P ROV E D F O R F L I G H T I N I C I N G
CONDITIONS. CONDITIONS.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-50, 6 of 10 REVISED: AUGUST 17, 1981 9-50, 6 of 10 REVISED: AUGUST 17, 1981
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

The malfunction of any required deice equipment requires immediate The malfunction of any required deice equipment requires immediate
action to avoid icing conditions action to avoid icing conditions
ENGINE FAILURE IN ICING CONDITIONS ENGINE FAILURE IN ICING CONDITIONS

Select alternate air and attempt restart. Select alternate air and attempt restart.
If unable to restart engine: If unable to restart engine:
Inoperative Propeller..................................................................................feather Inoperative Propeller..................................................................................feather
Airspeed ...............................................................................at or above 92 KIAS Airspeed ...............................................................................at or above 92 KIAS
Descend if necessary to maintain airspeed. Descend if necessary to maintain airspeed.
Electrical Load............................................................................................reduce Electrical Load............................................................................................reduce
Avoid further icing conditions if possible. Avoid further icing conditions if possible.
Land as soon as practical. Land as soon as practical.
Maintain at least 89 KIAS on final. Maintain at least 89 KIAS on final.
Do not extend gear or lower flaps until certain of making field. Do not extend gear or lower flaps until certain of making field.
Flaps ................................................................................................................25° Flaps ................................................................................................................25°

ALTERNATOR FAILURE IN ICING CONDITIONS ALTERNATOR FAILURE IN ICING CONDITIONS

Alternator Switches.........................................................................OFF then ON Alternator Switches.........................................................................OFF then ON

Circuit Breakers...................................................................CHECK and RESET Circuit Breakers...................................................................CHECK and RESET

If unable to restore alternator: If unable to restore alternator:

Avionics.....................................................................all OFF except Nav, Comm Avionics.....................................................................all OFF except Nav, Comm
and Transp. and Transp.
Electric Windshield.....................................................................OFF to maintain Electric Windshield.....................................................................OFF to maintain
65A load 65A load
If icing continues, terminate flight as soon as practical. If icing continues, terminate flight as soon as practical.

Prior to landing: Prior to landing:

Electric Windshield .....................................................................ON if necessary Electric Windshield .....................................................................ON if necessary
Gear may require free fall extension. Gear may require free fall extension.

WING-TAIL DEICER PANEL LIGHT WING-TAIL DEICER PANEL LIGHT

If light is illuminated more than 20 seconds pull surface deice circuit breaker. If light is illuminated more than 20 seconds pull surface deice circuit breaker.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 7 of 10, 9-51 REVISED: AUGUST 17, 1981 7 of 10, 9-51
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

The Piper Seneca III is approved for flight into known icing conditions The Piper Seneca III is approved for flight into known icing conditions
when equipped with the complete Piper Ice Protection System. Operating in when equipped with the complete Piper Ice Protection System. Operating in
icing conditions in excess of the Continuous Maximum and Intermittent icing conditions in excess of the Continuous Maximum and Intermittent
Maximum as defined in FAR 25, Appendix C has been substantiated; Maximum as defined in FAR 25, Appendix C has been substantiated;
however, there is no correlation between these conditions and forecasts of however, there is no correlation between these conditions and forecasts of
reported “Light, Moderate and Severe” conditions. Therefore, on the basis reported “Light, Moderate and Severe” conditions. Therefore, on the basis
of flight tests, the following guidelines should be observed: of flight tests, the following guidelines should be observed:
(a) Flight into severe icing is not approved. (a) Flight into severe icing is not approved.
(b) Moderate icing conditions above 10,000 ft. should be avoided (b) Moderate icing conditions above 10,000 ft. should be avoided
whenever possible; if moderate icing conditions are encountered whenever possible; if moderate icing conditions are encountered
above 10,000 ft., a descent to a lower altitude should be initiated if above 10,000 ft., a descent to a lower altitude should be initiated if
practical. practical.
(c) Operation in light icing is approved at all altitudes. (c) Operation in light icing is approved at all altitudes.
Icing conditions of any kind should be avoided whenever possible, since Icing conditions of any kind should be avoided whenever possible, since
any minor malfunction which may occur is potentially more serious in icing any minor malfunction which may occur is potentially more serious in icing
conditions. Continuous attention of the pilot is required to monitor the rate of conditions. Continuous attention of the pilot is required to monitor the rate of
ice build-up in order to effect the boot cycle at the optimum time. Boots ice build-up in order to effect the boot cycle at the optimum time. Boots
should be cycled when ice has built to between 1/4 and 1/2 inch thickness on should be cycled when ice has built to between 1/4 and 1/2 inch thickness on
the leading edge to assure proper ice removal. Repeated boot cycles at less the leading edge to assure proper ice removal. Repeated boot cycles at less
than 1/4 inch can cause a cavity to form under the ice and prevent ice removal, than 1/4 inch can cause a cavity to form under the ice and prevent ice removal,
boot cycles at thicknesses greater than 1/2 inch may also fail to remove ice. boot cycles at thicknesses greater than 1/2 inch may also fail to remove ice.
Icing conditions can exist in any clouds when the temperature is below Icing conditions can exist in any clouds when the temperature is below
freezing; therefore it is necessary to closely monitor outside air temperature freezing; therefore it is necessary to closely monitor outside air temperature
when flying in clouds or precipitation. Clouds which are dark and have sharply when flying in clouds or precipitation. Clouds which are dark and have sharply
defined edges have high water content and should be avoided when-ever defined edges have high water content and should be avoided when-ever
possible. Freezing rain must always be avoided. possible. Freezing rain must always be avoided.
Prior to dispatch into forecast icing conditions all ice protection should Prior to dispatch into forecast icing conditions all ice protection should
be functionally checked for proper operation. Before entering probable icing be functionally checked for proper operation. Before entering probable icing
conditions use the following procedures: conditions use the following procedures:
(a) Windshield defroster - ON (immediately) (a) Windshield defroster - ON (immediately)
(b) Pitot heat - ON (immediately) (b) Pitot heat - ON (immediately)
(c) Windshield heat - ON (immediately) (c) Windshield heat - ON (immediately)
(d) Propeller deice - ON (when entering icing conditions) (d) Propeller deice - ON (when entering icing conditions)
(e) Wing deice - ON (after 1/4 to 1/2 inch accumulation) (e) Wing deice - ON (after 1/4 to 1/2 inch accumulation)
(f) Relieve propeller unbalance (if required) by increasing RPM (f) Relieve propeller unbalance (if required) by increasing RPM
briefly. Repeat as required. briefly. Repeat as required.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-52 8 of 10 9-52 8 of 10
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6

WARNINGS WARNINGS
Do not cycle pneumatic boots with less than 1/4 Do not cycle pneumatic boots with less than 1/4
inch of ice accumulation; operation of boots inch of ice accumulation; operation of boots
with less than 1/4 inch ice accumulation can with less than 1/4 inch ice accumulation can
result in failure to remove ice. result in failure to remove ice.
Do not hold momentary surface deice switch Do not hold momentary surface deice switch
ON. ON.
Heat for the lift detectors is activated by the pitot heat switch. When ice Heat for the lift detectors is activated by the pitot heat switch. When ice
has accumulated on the unprotected surfaces of the airplane, aerodynamic has accumulated on the unprotected surfaces of the airplane, aerodynamic
buffet commences between 5 and 10 knots above the stall speed. A sub- buffet commences between 5 and 10 knots above the stall speed. A sub-
stantial margin of airspeed should be maintained above the normal stall stantial 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 speed, since the stall speed may increase by up to 10 knots in prolonged icing
encounters. encounters.
If ice is remaining on the unprotected surfaces of the airplane at the If ice is remaining on the unprotected surfaces of the airplane at the
termination of the flight, the landing should be made using full flaps and termination of the flight, the landing should be made using full flaps and
carrying a slight amount of power whenever practical, and approach speeds carrying a slight amount of power whenever practical, and approach speeds
should be increased by 10 to 15 knots. should be increased by 10 to 15 knots.
Cruise speed may be significantly reduced in prolonged icing encoun- Cruise speed may be significantly reduced in prolonged icing encoun-
ters. If icing conditions are encountered at altitudes above 10,000 feet, it may ters. If icing conditions are encountered at altitudes above 10,000 feet, it may
be necessary to descend in order to maintain airspeed above the best rate of be necessary to descend in order to maintain airspeed above the best rate of
climb speed (92 KIAS). climb speed (92 KIAS).

NOTE NOTE
Pneumatic boots must be regularly cleaned and Pneumatic boots must be regularly cleaned and
waxed for proper operation in icing conditions. waxed for proper operation in icing conditions.
Pitot, windshield and lift detector heat should be Pitot, windshield and lift detector heat should be
checked on the ground before dispatch into icing checked on the ground before dispatch into icing
conditions. conditions.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 9 of 10, 9-53 REVISED: AUGUST 17, 1981 9 of 10, 9-53
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 6 PA-34-220T, SENECA III SUPPLEMENT 6 PA-34-220T, SENECA III

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

WARNING WARNING
Ice accumulation of the unprotected surfaces Ice accumulation of the unprotected surfaces
can result in significant performance loss. can result in significant performance loss.

Installation of ice protection equipment results in a 30 F.P.M. decrease 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 in single engine climb performance and a reduction of 850 feet in single
engine service ceiling. engine service ceiling.

All other performance is unchanged. All other performance is unchanged.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-54, 10 of 10 9-54, 10 of 10
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 7 PA-34-220T, SENECA III SUPPLEMENT 7

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 7 SUPPLEMENT NO. 7

FOR FOR
PROPELLER SYNCHROPHASER INSTALLATION PROPELLER SYNCHROPHASER INSTALLATION
PIPER DWG. 36890 PIPER DWG. 36890

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional propeller synchrophaser is installed in accor- airplane when the optional propeller synchrophaser is installed in accor-
dance with “FAA Approved” Piper data. The information contained within dance with “FAA Approved” Piper data. The information contained within
this supplement is to be used in conjunction with the complete handbook. this supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional propeller synchrophaser is installed. handbook at all times when the optional propeller synchrophaser is installed.

FAA APPROVED_ FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 4, 9-55 1 of 4, 9-55
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 7 PA-34-220T, SENECA III SUPPLEMENT 7 PA-34-220T, SENECA III

The function of the synchrophaser is to maintain both propellers at the The function of the synchrophaser is to maintain both propellers at the
same RPM and at a selected phase angle. This eliminates the propeller same RPM and at a selected phase angle. This eliminates the propeller
“beat” effect and minimizes vibration. When the synchrophaser is installed, “beat” effect and minimizes vibration. When the synchrophaser is installed,
the left engine is established as the master engine, and the right engine is the left engine is established as the master engine, and the right engine is
equipped with a slave governor which automatically maintains its RPM with equipped with a slave governor which automatically maintains its RPM with
the left engine RPM. When the propeller synchrophaser is installed, a rotary the left engine RPM. When the propeller synchrophaser is installed, a rotary
switch is located on the throttle quadrant below the propeller controls. It is switch is located on the throttle quadrant below the propeller controls. It is
labeled OFF for manual control or standby and PHASE ADJUSTMENT for labeled OFF for manual control or standby and PHASE ADJUSTMENT for
propeller synchronizing and phase angle adjustment. propeller synchronizing and phase angle adjustment.

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

Placards: Placards:
On the throttle quadrant below engine and propeller controls: On the throttle quadrant below engine and propeller controls:
USE OFF POSITION FOR TAKEOFF, USE OFF POSITION FOR TAKEOFF,
LANDING AND SINGLE ENGINE OPER- LANDING AND SINGLE ENGINE OPER-
ATIONS. ATIONS.

SECTION 3- EMERGENCY PROCEDURES SECTION 3- EMERGENCY PROCEDURES

The propeller synchrophaser must be in the OFF position for all single The propeller synchrophaser must be in the OFF position for all single
engine operations. engine operations.

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

The rotary switch must be in the OFF position during taxi, takeoff, landing The rotary switch must be in the OFF position during taxi, takeoff, landing
and single engine operations. Before operating the synchrophaser system, and single engine operations. Before operating the synchrophaser system,
ensure that the rotary switch is in the OFF position and manually synchronize ensure that the rotary switch is in the OFF position and manually synchronize
the propellers to within 40 RPM. To operate, rotate the switch clockwise out of the propellers to within 40 RPM. To operate, rotate the switch clockwise out of
the OFF detent and slightly into the PHASE ADJUST-MENT range. It may the OFF detent and slightly into the PHASE ADJUST-MENT range. It may
require up to 30 seconds for the propellers to syn-chronize. The phase angle of require up to 30 seconds for the propellers to syn-chronize. The phase angle of
the propellers may then be adjusted by rotating the switch within the PHASE the propellers may then be adjusted by rotating the switch within the PHASE
ADJUSTMENT range to obtain the smoothest operation. Remember to wait ADJUSTMENT range to obtain the smoothest operation. Remember to wait
30 seconds after any switch move-ment for the propellers to assume the new 30 seconds after any switch move-ment for the propellers to assume the new
phase angle. Turn the synchro-phaser switch to the OFF position for 30 seconds phase angle. Turn the synchro-phaser switch to the OFF position for 30 seconds
before changing power settings; re-establish synchrophaser operation before changing power settings; re-establish synchrophaser operation
following power changes using the above procedure. Pulling the circuit following power changes using the above procedure. Pulling the circuit
breakers completely de-activates the propeller synchrophaser system. If the breakers completely de-activates the propeller synchrophaser system. If the
master switch is turned master switch is turned

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-56, 2 of 4 9-56, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 7 PA-34-220T, SENECA III SUPPLEMENT 7

OFF or if there is an electrical system failure, the slave engine will return to the 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 syn- controlled selected RPM plus approximately 25 RPM “out of syn-
chronization” regardless of the position of the synchrophaser switch. chronization” regardless of the position of the synchrophaser switch.

SECTION 5- PERFORMANCE SECTION 5- PERFORMANCE

No changes to the basic performance provided by Section 5 of this No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 4, 9-57 3 of 4, 9-57
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 7 PA-34-220T, SENECA III SUPPLEMENT 7 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-58, 4 of 4 9-58, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 8 SUPPLEMENT NO. 8

FOR FOR
BENDIX NP-2041A AREA NAVIGATION BENDIX NP-2041A AREA NAVIGATION
COMPUTER PROGRAMMER COMPUTER PROGRAMMER
PIPER DWG. 39673 PIPER DWG. 39673

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Bendix NP-2041A Area Navigation Computer airplane when the optional Bendix NP-2041A Area Navigation Computer
Programmer is installed in accordance with “FAA Approved” Piper data. Programmer is installed in accordance with “FAA Approved” Piper data.
The information contained within this supplement is to be used in The information contained within this supplement is to be used in
conjunction with the complete handbook. conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional Bendix NP-2041A Area Navigation handbook at all times when the optional Bendix NP-2041A Area Navigation
Computer Programmer is installed. Computer Programmer is installed.

FAA APPROVED _ FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-59 1 of 6, 9-59
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

No changes to the basic Limitations provided by Section 2 of this Pilot's No changes to the basic Limitations provided by Section 2 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

NOTE NOTE
The #1 VOR and DME receivers supply infor- The #1 VOR and DME receivers supply infor-
mation to the NAV computer programmer, which mation to the NAV computer programmer, which
in turn drives the pilot's navigation displays. in turn drives the pilot's navigation displays.
(a) Turn the VHF COM/NAV on and set the DME frequency pairing (a) Turn the VHF COM/NAV on and set the DME frequency pairing
selector to N1. selector to N1.
(b) Turn the DME on. (b) Turn the DME on.
(c) FREQUENCY SELECTION (c) FREQUENCY SELECTION
(1) MANUAL - Set KBD/NAV 1/COM 1 selector on COM/NAV to (1) MANUAL - Set KBD/NAV 1/COM 1 selector on COM/NAV to
NAV 1. Set in the frequency of the reference VOR/DME station. NAV 1. Set in the frequency of the reference VOR/DME station.
(2) KEYBOARD - Set KBD/NAV 1/COM 1 selector on COM/ NAV (2) KEYBOARD - Set KBD/NAV 1/COM 1 selector on COM/ NAV
to KBD. Set in the frequency of the VOR/DME station from the to KBD. Set in the frequency of the VOR/DME station from the
keyboard on the NP-2041A. keyboard on the NP-2041A.
(d) Set the mode selector on the NP-2041A to VOR/LOC. (d) Set the mode selector on the NP-2041A to VOR/LOC.
(e) Set the display selector on the NP-2041A to SBY. (e) Set the display selector on the NP-2041A to SBY.
(f) Address Standby Waypoint 1 by pressing the SBY WPT key and (f) Address Standby Waypoint 1 by pressing the SBY WPT key and
the #1 key. the #1 key.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-60 2 of 6 9-60 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8

(g) Program Waypoint 1 parameters (any sequence). (g) Program Waypoint 1 parameters (any sequence).
NOTE NOTE
Pressing the FREQ, BRG, DST, EL, or CRS keys Pressing the FREQ, BRG, DST, EL, or CRS keys
causes a flashing dot to appear in the asso-ciated causes a flashing dot to appear in the asso-ciated
display window. A flashing dot indicates the display window. A flashing dot indicates the
parameter that is being addressed. As number parameter that is being addressed. As number
keys corresponding to data are pressed, the keys corresponding to data are pressed, the
numbers appear in the addressed window. If numbers appear in the addressed window. If
valid data is entered into the window, the valid data is entered into the window, the
flashing dot will extinguish when the ENTER flashing dot will extinguish when the ENTER
key is pressed. If invalid data is entered in the key is pressed. If invalid data is entered in the
window, the data will be rejected when the window, the data will be rejected when the
ENTER key is pressed and the window will ENTER key is pressed and the window will
revert to a flashing dot, which indicates data revert to a flashing dot, which indicates data
should be re-entered. should be re-entered.
(1) STATION FREQUENCY - Press FREQ key; press number keys (1) STATION FREQUENCY - Press FREQ key; press number keys
corresponding to the frequency of the VOR station; and press corresponding to the frequency of the VOR station; and press
the ENTER key. the ENTER key.
(2) WAYPOINT BEARING - Press BRG key; press number keys (2) WAYPOINT BEARING - Press BRG key; press number keys
corresponding to the waypoint bearing; and press the ENTER key. corresponding to the waypoint bearing; and press the ENTER key.
(3) WAYPOINT DISTANCE - Press DIST key; press number keys (3) WAYPOINT DISTANCE - Press DIST key; press number keys
corresponding to the waypoint distance; and press the ENTER corresponding to the waypoint distance; and press the ENTER
key. key.
(4) STATION ELEVATION - Press EL key; press number keys (4) STATION ELEVATION - Press EL key; press number keys
corresponding to the station elevation in hundreds of feet; and corresponding to the station elevation in hundreds of feet; and
press the ENTER key. press the ENTER key.
(5) INBOUND AND OUTBOUND COURSE - Press CRS key; press (5) INBOUND AND OUTBOUND COURSE - Press CRS key; press
number keys corresponding to the desired inbound or outbound number keys corresponding to the desired inbound or outbound
course (depending upon whether IN or OUT annun-ciator lamp is course (depending upon whether IN or OUT annun-ciator lamp is
illuminated); and press the ENTER key. illuminated); and press the ENTER key.
Press CRS XFR key; IN/OUT annunciator lamps will switch. Press CRS XFR key; IN/OUT annunciator lamps will switch.
Press CRS key, press number keys corresponding to the desired Press CRS key, press number keys corresponding to the desired
inbound or outbound course (as annunciated); and press the inbound or outbound course (as annunciated); and press the
ENTER key. ENTER key.
(h) Repeat Step (f) and (g) for any (or all) of the remaining waypoints. (h) Repeat Step (f) and (g) for any (or all) of the remaining waypoints.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-61 3 of 6, 9-61
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III

(i) Press SBY WPT key; press number key corresponding to the (i) Press SBY WPT key; press number key corresponding to the
waypoint desired to be recalled from memory, and verify data. waypoint desired to be recalled from memory, and verify data.
(j) Set the display selector to BRG/DST. (j) Set the display selector to BRG/DST.
(k) Press the WPT XFR key to transfer the standby waypoint to active. (k) Press the WPT XFR key to transfer the standby waypoint to active.
NOTE NOTE
Provided the KBD/ NAV 1/COM 1 selector on the Provided the KBD/ NAV 1/COM 1 selector on the
COM/NAV unit is set to KBD, the NAV receiver COM/NAV unit is set to KBD, the NAV receiver
and DME will be automatically tuned to the and DME will be automatically tuned to the
frequency stored for the active waypoint. The frequency stored for the active waypoint. The
stored inbound course will be displayed in the stored inbound course will be displayed in the
CRS window for 30 seconds to allow the CRS CRS window for 30 seconds to allow the CRS
control (OBS) on the IN-831 HSI to be set to control (OBS) on the IN-831 HSI to be set to
that course. After the waypoint has been that course. After the waypoint has been
passed, the CRS XFR key can be pressed to passed, the CRS XFR key can be pressed to
recall the outbound course which will appear recall the outbound course which will appear
for 30 seconds to allow the CRS to be reset. for 30 seconds to allow the CRS to be reset.
The course pointer on the IN-881 HSI will The course pointer on the IN-881 HSI will
automatically reset to the display course, provided automatically reset to the display course, provided
its function switch is in the HSI position. its function switch is in the HSI position.
(l) With the mode selector set to VOR/LOC, the following data is (l) With the mode selector set to VOR/LOC, the following data is
displayed. displayed.
(1) DISPLAY SELECTOR SET TO BRG/DST - Bearing and (1) DISPLAY SELECTOR SET TO BRG/DST - Bearing and
distance to the selected VOR/DME station are displayed. distance to the selected VOR/DME station are displayed.
(2) DISPLAY SELECTOR SET TO KTS/TTS - Ground speed in (2) DISPLAY SELECTOR SET TO KTS/TTS - Ground speed in
knots and time-to-station are displayed in minutes. knots and time-to-station are displayed in minutes.
(3) HSI - The HSI presents unprocessed information with conven- (3) HSI - The HSI presents unprocessed information with conven-
tional angular sensitivity, i.e., full scale deviation equals 10° off tional angular sensitivity, i.e., full scale deviation equals 10° off
course. course.
(4) DISPLAY SELECTOR SET TO SBY - Data stored for stand-by (4) DISPLAY SELECTOR SET TO SBY - Data stored for stand-by
waypoint (number appearing in SBY window) is displayed, and waypoint (number appearing in SBY window) is displayed, and
can be altered as desired. can be altered as desired.
(5) DISPLAY SELECTOR SET TO ACT - Data stored for active (5) DISPLAY SELECTOR SET TO ACT - Data stored for active
waypoint (number in ACT display window) is displayed, but waypoint (number in ACT display window) is displayed, but
cannot be altered. cannot be altered.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-62, 4 of 6 9-62, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8

(m) With the mode selector set to RNAV, the following data is dis-played. (m) With the mode selector set to RNAV, the following data is dis-played.
(1) DISPLAY SELECTOR SET TO BRG/DST - Bearing and (1) DISPLAY SELECTOR SET TO BRG/DST - Bearing and
distance to the selected waypoint is displayed. distance to the selected waypoint is displayed.
(2) DISPLAY SELECTOR SET TO KTS/TTS - Ground speed in (2) DISPLAY SELECTOR SET TO KTS/TTS - Ground speed in
knots and time-to-waypoint is displayed in minutes. knots and time-to-waypoint is displayed in minutes.
(3) HSI - The HSI presents RNAV information with constant (3) HSI - The HSI presents RNAV information with constant
deviation, i.e., full scale deviation represents 5 nautical miles off deviation, i.e., full scale deviation represents 5 nautical miles off
course out to a distance of 100 nautical miles. From thereon full course out to a distance of 100 nautical miles. From thereon full
scale deviation represents 3° off course. scale deviation represents 3° off course.
(4) DISPLAY SELECTOR SET TO SBY - Data stored for stand-by (4) DISPLAY SELECTOR SET TO SBY - Data stored for stand-by
waypoint (number appearing in SBY window) is displayed and waypoint (number appearing in SBY window) is displayed and
can be altered as desired. can be altered as desired.
(5) DISPLAY SELECTOR SET TO ACT - Data stored for active (5) DISPLAY SELECTOR SET TO ACT - Data stored for active
waypoint (number appearing in ACT window) is displayed, but waypoint (number appearing in ACT window) is displayed, but
cannot be altered. cannot be altered.
(n) With the mode selector set to APR, the displays are the same as (n) With the mode selector set to APR, the displays are the same as
RNAV, except full scale deviation represents 1.25 nautical miles off RNAV, except full scale deviation represents 1.25 nautical miles off
course out to 25 nautical miles. From thereon, full scale deviation course out to 25 nautical miles. From thereon, full scale deviation
represents 3° off course. represents 3° off course.
(o) Program COM and NAV frequencies by performing the following (o) Program COM and NAV frequencies by performing the following
steps. steps.
NOTE NOTE
To program the COM/NAV Unit from the NP- To program the COM/NAV Unit from the NP-
2 0 4 1 A key b o a r d , t h e K B D / NAV / C O M 2 0 4 1 A key b o a r d , t h e K B D / NAV / C O M
selector switches must be set to KBD. selector switches must be set to KBD.
(1) MODE SELECTOR - The mode selector on the NP-2041A can be (1) MODE SELECTOR - The mode selector on the NP-2041A can be
on in any position other than OFF or TEST to program COM 1 on in any position other than OFF or TEST to program COM 1
or COM 2 frequencies. or COM 2 frequencies.
(2) COM 1 FREQUENCY - Press COM 1 key; press number keys (2) COM 1 FREQUENCY - Press COM 1 key; press number keys
corresponding to the desired frequency; and press the ENTER key. corresponding to the desired frequency; and press the ENTER key.
(3) COM 2 FREQUENCY - Press COM 2 key; press number keys (3) COM 2 FREQUENCY - Press COM 2 key; press number keys
corresponding to the desired frequency; and press the ENTER key. corresponding to the desired frequency; and press the ENTER key.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-63 5 of 6, 9-63
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 8 PA-34-220T, SENECA III SUPPLEMENT 8 PA-34-220T, SENECA III

(4) NAV 1 FREQUENCY - Set the mode selector to VOR/LOC. (To (4) NAV 1 FREQUENCY - Set the mode selector to VOR/LOC. (To
tune NAV 1 from keyboard, mode selector must be set to tune NAV 1 from keyboard, mode selector must be set to
VOR/LOC.) Press NAV 1 key; press number keys correspond-ing VOR/LOC.) Press NAV 1 key; press number keys correspond-ing
to the desired frequency; and press the ENTER key. to the desired frequency; and press the ENTER key.
(5) NAV 2 FREQUENCY - Press NAV 2 key; press number keys (5) NAV 2 FREQUENCY - Press NAV 2 key; press number keys
corresponding to the desired frequency; and press the ENTER key. corresponding to the desired frequency; and press the ENTER key.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of the Pilot's No changes to the basic performance provided by Section 5 of the Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-64, 6 of 6 9-64, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 9 SUPPLEMENT NO. 9

FOR FOR
COLLINS ANS 351 AREA NAVIGATION COMPUTER COLLINS ANS 351 AREA NAVIGATION COMPUTER
PIPER DWG. 87292 PIPER DWG. 87292

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Collins ANS 351 Area Navigation Computer is airplane when the optional Collins ANS 351 Area Navigation Computer is
installed in accordance with “FAA Approved” Piper data. The information installed in accordance with “FAA Approved” Piper data. The information
contained within this supplement is to be used in conjunction with the complete contained within this supplement is to be used in conjunction with the complete
handbook. handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional Collins ANS 351 Area Navigation handbook at all times when the optional Collins ANS 351 Area Navigation
Computer is installed. Computer is installed.

FAA APPROVED FAA APPROVED

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-65 1 of 6, 9-65
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

No changes to the basic limitations provided by Section 2 of this Pilot's No changes to the basic limitations provided by Section 2 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 No changes to the basic Emergency Procedures provided by Section 3
of this Pilot's Operating Handbook are necessary for this supplement. of this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

/\MBICNT L IGI IT SCN:SOR )ISTANCC:

WA'IP01MT
NUME!C:R
l::Nll/,-.,1 ~•11

.......

• <·

WA'r'POltJT lJ!::F CH Ff:K

SCLC::::TOR BUTTON GUror.J

ANS 351 AREA NAVIGATION COMPUTER, ANS 351 AREA NAVIGATION COMPUTER,
CONTROLS AND INDICATORS CONTROLS AND INDICATORS

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-66, 2 of 6 9-66, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9

(a) CONTROLS (a) CONTROLS

CONTROL OR CONTROL OR
INDICATOR FUNCTION INDICATOR FUNCTION

Mode Control Selects ENR (enroute) or APPR (approach) modes Mode Control Selects ENR (enroute) or APPR (approach) modes
of operation. In the enroute mode, CDI deviation is of operation. In the enroute mode, CDI deviation is
1 mile/dot, 5 miles full scale. In approach, CDI 1 mile/dot, 5 miles full scale. In approach, CDI
deflection is 1/4 mile/dot, 1-1/4 miles full scale. deflection is 1/4 mile/dot, 1-1/4 miles full scale.

Waypoint Selector Sequences display waypoints from 1 through 8. Waypoint Selector Sequences display waypoints from 1 through 8.
Winking waypoint number indicates inactive Winking waypoint number indicates inactive
waypoints; steadily-on-waypoint number indi-cates waypoints; steadily-on-waypoint number indi-cates
active waypoint. active waypoint.

Return Button Depressing RTN (return) button returns the display Return Button Depressing RTN (return) button returns the display
to the active waypoint when an inactive waypoint to the active waypoint when an inactive waypoint
is currently being displayed. is currently being displayed.

Use Button Depressing the USE button converts the way- Use Button Depressing the USE button converts the way-
point being displayed into the active waypoint. point being displayed into the active waypoint.

Radial Selector Two concentric knobs set radial information into Radial Selector Two concentric knobs set radial information into
the display. Knobs control information as follows: the display. Knobs control information as follows:
Large knob: Changes display in 10-degree Large knob: Changes display in 10-degree
increments. increments.

Small knob pushed in: Changes display in 1- Small knob pushed in: Changes display in 1-
degree increments. degree increments.

Small knob pulled out: Changes display in 0.1 Small knob pulled out: Changes display in 0.1
degree increments. degree increments.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-67 3 of 6, 9-67
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III

CONTROL OR CONTROL OR
INDICATOR FUNCTION INDICATOR FUNCTION

Distance Selector Two concentric knobs set distance information in Distance Selector Two concentric knobs set distance information in
nautical miles into the display. Knobs control nautical miles into the display. Knobs control
information as follows: information as follows:
Large knob: Changes display in 10-mile Large knob: Changes display in 10-mile
increments. increments.
Small knob pushed in: Changes display in 1- Small knob pushed in: Changes display in 1-
mile increments. mile increments.
Small knob pulled out: Changes display in 0.1- Small knob pulled out: Changes display in 0.1-
mile divisions from 00.0 through 100 miles. mile divisions from 00.0 through 100 miles.
Beyond 100 nmi, changes display in l-mile Beyond 100 nmi, changes display in l-mile
increments. increments.
Check Button Depressing CHK (check) button causes DME and Check Button Depressing CHK (check) button causes DME and
bearing indicators to display raw distance and bearing indicators to display raw distance and
bearing information. RNAV computation, CDI bearing information. RNAV computation, CDI
deviation, to/from display, and autopilot tracking deviation, to/from display, and autopilot tracking
of RNAV path remain unaffected. The check of RNAV path remain unaffected. The check
button is spring-loaded to prevent permanent button is spring-loaded to prevent permanent
actuation. actuation.

Ambient Light Automatically adjusts display lighting intensity Ambient Light Automatically adjusts display lighting intensity
Sensor as a function of cockpit ambient light. Sensor as a function of cockpit ambient light.

(b) AREA NAVIGATION WAYPOINT PROGRAMMING (b) AREA NAVIGATION WAYPOINT PROGRAMMING
(1) Presetting of Waypoint On Ground (1) Presetting of Waypoint On Ground
Waypoints are entered after engine start, sinse the waypoint Waypoints are entered after engine start, sinse the waypoint
information will probably be lost during the low-voltage condition information will probably be lost during the low-voltage condition
occurring during engine cranking. Waypoint data should always be occurring during engine cranking. Waypoint data should always be
written in flight planning form to facilitate checking later in written in flight planning form to facilitate checking later in
flight. When power is first applied to the ANS 351 and the flight. When power is first applied to the ANS 351 and the
system is in the RNAV mode, waypoint number 1 will be system is in the RNAV mode, waypoint number 1 will be
active, (waypoint number not blinking) and waypoint bearing active, (waypoint number not blinking) and waypoint bearing
and distance preset to zero will appear. and distance preset to zero will appear.
a. Waypoint number I coordinates are set into the ANS 351 a. Waypoint number I coordinates are set into the ANS 351
using concentric knobs under bearing and distance display using concentric knobs under bearing and distance display
fields. fields.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-68, 4 of 6 REVISED: APRIL 21, 1981 9-68, 4 of 6 REVISED: APRIL 21, 1981
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9

b. The waypoint selection knob is then rotated to select way- b. The waypoint selection knob is then rotated to select way-
point number 2. Note that the waypoint number is blink-ing, point number 2. Note that the waypoint number is blink-ing,
indicating that the waypoint is at this point inactive. indicating that the waypoint is at this point inactive.
Waypoint number 2 bearing and distance definitions are then Waypoint number 2 bearing and distance definitions are then
set into the ANS 351. set into the ANS 351.
c. Set up the rest of the desired waypoints as described above. c. Set up the rest of the desired waypoints as described above.
d. Press the RTN (return) pushbutton to display the active d. Press the RTN (return) pushbutton to display the active
waypoint. waypoint.

(2) Changing Waypoints In Flight (2) Changing Waypoints In Flight

To change a waypoint in flight, rotate the waypoint selector To change a waypoint in flight, rotate the waypoint selector
until the desired waypoint number and coordinates are dis- until the desired waypoint number and coordinates are dis-
played on the ANS 351. played on the ANS 351.
a. Verify that the waypoint definition is correct by comparing a. Verify that the waypoint definition is correct by comparing
the display with the flight plan. the display with the flight plan.
b. Uncouple the autopilot if tracking RNAV deviation. b. Uncouple the autopilot if tracking RNAV deviation.
c. Select the desired reference facility frequency on the c. Select the desired reference facility frequency on the
associated NAV receiver. associated NAV receiver.
d. Depress the USE pushbutton and note that the waypoint d. Depress the USE pushbutton and note that the waypoint
identification number stops winking. identification number stops winking.
e. Select the desired course on OBS. e. Select the desired course on OBS.
f. Recouple the autopilot after deviation and distance- f. Recouple the autopilot after deviation and distance-
to-waypoint indications have stabilized. to-waypoint indications have stabilized.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-69 5 of 6, 9-69
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 9 PA-34-220T, SENECA III SUPPLEMENT 9 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-70, 6 of 6 9-70, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 10 PA-34-220T, SENECA III SUPPLEMENT 10

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 10 SUPPLEMENT NO. 10

FOR FOR
KING KNS 80 NAVIGATION SYSTEM KING KNS 80 NAVIGATION SYSTEM
PIPER DWG. 36978 PIPER DWG. 36978

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional King KNS 80 Navigation System is installed in airplane when the optional King KNS 80 Navigation System is installed in
accordance with “FAA Approved” Piper data. The information contained within accordance with “FAA Approved” Piper data. The information contained within
this supplement is to be used in conjunction with the complete handbook. this supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional King KNS 80 Navigation System is handbook at all times when the optional King KNS 80 Navigation System is
installed. installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 4, 9-71 9-71
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 10 PA-34-220T, SENECA III SUPPLEMENT 10 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

No changes to the basic limitations provided by Section 2 of this Pilot's No changes to the basic limitations provided by Section 2 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) KNS 80 OPERATION (a) KNS 80 OPERATION
The KNS 80 can be operated in any one of 3 basic modes: (a) VOR, The KNS 80 can be operated in any one of 3 basic modes: (a) VOR,
(b) RNAV, or (c) ILS. To change from one mode to another, the (b) RNAV, or (c) ILS. To change from one mode to another, the
appropriate pushbutton switch is pressed, except that the ILS mode is appropriate pushbutton switch is pressed, except that the ILS mode is
entered automatically whenever an ILS frequency is channeled in entered automatically whenever an ILS frequency is channeled in
the USE waypoint. The display will annunciate the mode by lighting the USE waypoint. The display will annunciate the mode by lighting
a message above the pushbutton. In addition to the standard VOR a message above the pushbutton. In addition to the standard VOR
and RNAV enroute (RNV ENR) modes, the KNS 80 has a constant and RNAV enroute (RNV ENR) modes, the KNS 80 has a constant
course width or parallel VOR mode (VOR PAR) and an RNAV course width or parallel VOR mode (VOR PAR) and an RNAV
approach mode (RNV APR). To place the unit in either of these approach mode (RNV APR). To place the unit in either of these
secondary modes the VOR pushbutton or the RNAV pushbutton, as secondary modes the VOR pushbutton or the RNAV pushbutton, as
the case may be, is pushed a second time. Repetitive pushing of the the case may be, is pushed a second time. Repetitive pushing of the
VOR button will cause the system to alternate between the VOR and VOR button will cause the system to alternate between the VOR and
VOR PAR modes, while repetitive pushing of the RNAV button VOR PAR modes, while repetitive pushing of the RNAV button
causes the system to alternate between RNV ENR and RNV APR causes the system to alternate between RNV ENR and RNV APR
modes. modes.

(b) CONTROLS (b) CONTROLS

(1) VOR BUTTON (1) VOR BUTTON
Momentary pushbutton. Momentary pushbutton.
When pushed while system is in either RNV mode causes system When pushed while system is in either RNV mode causes system
to go to VOR mode. Otherwise the button causes system to to go to VOR mode. Otherwise the button causes system to
toggle between VOR and VOR PAR modes. toggle between VOR and VOR PAR modes.

(2) RNAV BUTTON (2) RNAV BUTTON

Momentary pushbutton. Momentary pushbutton.
When pushed while system is in either VOR mode causes system When pushed while system is in either VOR mode causes system
to go to RNV ENR mode. Otherwise the button causes system to to go to RNV ENR mode. Otherwise the button causes system to
toggle between RNV ENR and RNV APR modes. toggle between RNV ENR and RNV APR modes.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-72, 2 of 4 9-72, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 10 PA-34-220T, SENECA III SUPPLEMENT 10

(3) HOLD BUTTON (3) HOLD BUTTON

Two position pushbutton. Two position pushbutton.
When in depressed position, inhibits DME from channeling to a When in depressed position, inhibits DME from channeling to a
new station when the VOR frequency is changed. Pushing the new station when the VOR frequency is changed. Pushing the
button again releases the button and channels the DME to the button again releases the button and channels the DME to the
station paired with the VOR station. station paired with the VOR station.
(4) USE BUTTON (4) USE BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes active waypoint to take on same value as displayed Causes active waypoint to take on same value as displayed
waypoint and data display to go to FRQ mode. waypoint and data display to go to FRQ mode.
(5) DSP BUTTON (5) DSP BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes displayed waypoint to increment by 1 and data display to Causes displayed waypoint to increment by 1 and data display to
go to frequency mode. go to frequency mode.
(6) DATA BUTTON (6) DATA BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes waypoint data display to change from FRQ to RAD to Causes waypoint data display to change from FRQ to RAD to
DST and back to FRQ. DST and back to FRQ.
(7) OFF/PULL ID CONTROL (7) OFF/PULL ID CONTROL
a. Rotate counterclockwise to switch off power to the KNS a. Rotate counterclockwise to switch off power to the KNS
80. 80.
b. Rotate clockwise to increase audio level. b. Rotate clockwise to increase audio level.
c. Pull switch out to hear VOR Ident. c. Pull switch out to hear VOR Ident.
(8) DATA IN PUT CONTROL (8) DATA IN PUT CONTROL
Dual concentric knobs. Center knob has “in” and “out” positions. Dual concentric knobs. Center knob has “in” and “out” positions.
a. Frequency Data a. Frequency Data
Outer knob varies 1 MHz digit. Outer knob varies 1 MHz digit.
A carryover occurs from the units to tens position. A carryover occurs from the units to tens position.
Rollover occurs from 117 to 108 or vice versa. Rollover occurs from 117 to 108 or vice versa.
Center knob varies frequency in .05 MHz steps regardless Center knob varies frequency in .05 MHz steps regardless
of whether the switch is in its “in” or “out” position. of whether the switch is in its “in” or “out” position.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 4, 9-73 3 of 4, 9-73
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 10 PA-34-220T, SENECA III SUPPLEMENT 10 PA-34-220T, SENECA III

b. Radial Data b. Radial Data

Outer knob varies 10 degree digit. Outer knob varies 10 degree digit.
A carryover occurs from tens to hundreds position. A carryover occurs from tens to hundreds position.
A rollover to zero occurs at 360 degrees. A rollover to zero occurs at 360 degrees.
Center knob “in” position varies 1 degree digit. Center knob “in” position varies 1 degree digit.
Center knob “out” position varies 0.1 degree digit. Center knob “out” position varies 0.1 degree digit.

c. Distance Data c. Distance Data

Outer knob varies 10 NM digit. Outer knob varies 10 NM digit.
A carryover occurs from the tens to hundreds place. A carryover occurs from the tens to hundreds place.
A rollover to zero occurs at 200 NM. A rollover to zero occurs at 200 NM.
Center knob “in” position varies 1 NM digit. Center knob “in” position varies 1 NM digit.
Center knob “out” position varies 0.1 NM digit. Center knob “out” position varies 0.1 NM digit.

(9) COURSE SELECT KNOB (9) COURSE SELECT KNOB

Located in CDI unit. Located in CDI unit.
Selects desired course through the VOR ground station or Selects desired course through the VOR ground station or
waypoint. waypoint.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-74, 4 of 4 9-74, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 11 PA-34-220T, SENECA III SUPPLEMENT 11

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 11 SUPPLEMENT NO. 11

FOR FOR
KNS 81 DIGITAL AREA NAVIGATION SYSTEM KNS 81 DIGITAL AREA NAVIGATION SYSTEM
PIPER DWG. 39810 PIPER DWG. 39810

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional KNS 81 Navigation System is installed in airplane when the optional KNS 81 Navigation System is installed in
accordance with “FAA Approved” Piper data. The information contained within accordance with “FAA Approved” Piper data. The information contained within
this supplement is to be used in conjunction with the complete hand-book. this supplement is to be used in conjunction with the complete hand-book.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional KNS 81 Navigation System is installed. handbook at all times when the optional KNS 81 Navigation System is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 4, 9-75 1 of 4, 9-75
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 11 PA-34-220T, SENECA III SUPPLEMENT 11 PA-34-220T, SENECA III

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

No changes to the basic limitations provided by Section 2 of this Pilot's No changes to the basic limitations provided by Section 2 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 No changes to the basic Emergency Procedures provided by Section 3
of this Pilot's Operating Handbook are necessary for this supplement. of this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

(a) KNS 81 OPERATION (a) KNS 81 OPERATION
The KNS 81 can be operated in any one of 3 modes: (a) VOR, (b) The KNS 81 can be operated in any one of 3 modes: (a) VOR, (b)
RNAV, or (c) ILS. To change from one mode to another the mode RNAV, or (c) ILS. To change from one mode to another the mode
select knob is rotated (large knob on the left side of the panel) except select knob is rotated (large knob on the left side of the panel) except
that the ILS mode is entered automatically whenever an ILS that the ILS mode is entered automatically whenever an ILS
frequency is channeled. The display will annunciate the VOR or frequency is channeled. The display will annunciate the VOR or
RNAV mode by lighting a message beside the waypoint. In addition RNAV mode by lighting a message beside the waypoint. In addition
to the standard VOR and RNAV enroute modes, the KNS 81 has a to the standard VOR and RNAV enroute modes, the KNS 81 has a
constant course width or parallel VOR mode (VOR PAR) and an RNAV constant course width or parallel VOR mode (VOR PAR) and an RNAV
approach mode (RNV APR). To place the unit in either of these approach mode (RNV APR). To place the unit in either of these
secondary modes the mode selector knob is rotated. secondary modes the mode selector knob is rotated.
(b) CONTROLS (b) CONTROLS
(1) USE BUTTON (1) USE BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes displayed waypoint to become active waypoint and Causes displayed waypoint to become active waypoint and
“carrot” display to go to FRQ mode. “carrot” display to go to FRQ mode.
(2) RTN BUTTON (2) RTN BUTTON
Momentary pushbutton. Momentary pushbutton.
When pushed causes waypoint in use to be displayed and When pushed causes waypoint in use to be displayed and
“carrot” display to go to FRQ mode. “carrot” display to go to FRQ mode.
(3) RAD BUTTON (3) RAD BUTTON
Two position pushbutton. Two position pushbutton.
The KNS 81 is normally operated with the RAD button not The KNS 81 is normally operated with the RAD button not
pressed. pressed.
When in depressed position causes DME to display radial When in depressed position causes DME to display radial

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-76, 2 of 4 REVISED: FEBRUARY 25, 1982 9-76, 2 of 4 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 11 PA-34-220T, SENECA III SUPPLEMENT 11

information instead of ground speed. Radial displayed will be information instead of ground speed. Radial displayed will be
from the station in VOR mode and from the waypoint in RNAV from the station in VOR mode and from the waypoint in RNAV
modes. modes.
(4) CHK BUTTON (4) CHK BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes radial and distance waypoint parameters to show radial Causes radial and distance waypoint parameters to show radial
and distance from VOR station instead. and distance from VOR station instead.
(5) DATA BUTTON (5) DATA BUTTON
Momentary pushbutton. Momentary pushbutton.
Causes waypoint data display to change from FRQ to RAD to Causes waypoint data display to change from FRQ to RAD to
DST and back to FRQ. DST and back to FRQ.
(6) OFF/ON/IDENT CONTROL (6) OFF/ON/IDENT CONTROL
a. Power OFF-ON/Volume Function - Rotate clockwise for a. Power OFF-ON/Volume Function - Rotate clockwise for
power ON. power ON.
b. VOR Audio Level Control - Rotate clockwise for increased b. VOR Audio Level Control - Rotate clockwise for increased
audio level. audio level.
c. VOR IDENT Mute Function - Push-Pull switch. Enables c. VOR IDENT Mute Function - Push-Pull switch. Enables
the VOR Ident tone to be heard in out position. the VOR Ident tone to be heard in out position.
(7) DATA INPUT CONTROL (7) DATA INPUT CONTROL
Dual concentric knobs, right side of panel - Center knob has Dual concentric knobs, right side of panel - Center knob has
“in” and “out” positions. “in” and “out” positions.
a. Frequency Data a. Frequency Data
Outer knob varies 1 MHz digit. Outer knob varies 1 MHz digit.
A carry occurs from units to tens position. A carry occurs from units to tens position.
Rollover occurs from 117 to 108. Rollover occurs from 117 to 108.
Center knob varies frequency in 50KHz steps (“IN” or Center knob varies frequency in 50KHz steps (“IN” or
“OUT” position). “OUT” position).
b. Radial Data b. Radial Data
Outer knob varies 10 degree digit. Outer knob varies 10 degree digit.
A carry occurs from the tens to hundreds position. A carry occurs from the tens to hundreds position.
A rollover to zero occurs at 360 degrees. A rollover to zero occurs at 360 degrees.
Center knob “in” position varies 1 degree digit. Center knob “in” position varies 1 degree digit.
Center knob “out” position varies 0.1 degree digit. Center knob “out” position varies 0.1 degree digit.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 4, 9-77 3 of 4, 9-77
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 11 PA-34-220T, SENECA III SUPPLEMENT 11 PA-34-220T, SENECA III

c. Distance Data c. Distance Data

Outer knob varies 10NM digit. Outer knob varies 10NM digit.
A carry occurs from the tens to hundreds place. A carry occurs from the tens to hundreds place.
A rollover to zero occurs at 200NM. A rollover to zero occurs at 200NM.
Center knob “in” position varies 1NM digit. Center knob “in” position varies 1NM digit.
Center knob “out” position varies 0.1NM digit. Center knob “out” position varies 0.1NM digit.
(8) DUAL CONCENTRIC KNOBS, LEFT SIDE OF PANEL (8) DUAL CONCENTRIC KNOBS, LEFT SIDE OF PANEL
a. Mode Select a. Mode Select
Outer knob changes mode from VOR to VOR PAR to Outer knob changes mode from VOR to VOR PAR to
RNV to RNV APR and rolls over. RNV to RNV APR and rolls over.
b. WPT Select b. WPT Select
Center knob selects waypoint from 1 to 9 and rolls over. Center knob selects waypoint from 1 to 9 and rolls over.
(9) COURSE SELECT KNOB (9) COURSE SELECT KNOB
Located in remote unit. Located in remote unit.
Selects desired course through the VOR ground station or Selects desired course through the VOR ground station or
waypoint. waypoint.
- MODE SELECTOR KNOB NAV FREQ DISPLAY WAYPOINT DISTANCE
MODE
ANNUNCIATOR '' • •I • ' I •

C/ NV I -/'-/0 e '-! ~/ u /955

WPT >FRQ< RAD osr"

KNS 81

WAYPOINT
SELECTOR KNOB
USE BUTTON
RETURN BUTTON -
• Flll..TC" 011 W""\,'l'"r,TT- .l. T -. Inv-_., .. T .._ ,rwr, ... -..... ""' .. ' r,.,,...:;-~ .......
KNS 81 DIGITAL AREA NAVIGATION SYSTEM KNS 81 DIGITAL AREA NAVIGATION SYSTEM

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-78, 4 of 4 9-78, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 12 SUPPLEMENT NO. 12

FOR FOR
RCA COLOR WEATHERSCOUT II WEATHER RADAR SYSTEM RCA COLOR WEATHERSCOUT II WEATHER RADAR SYSTEM

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional RCA Color WeatherScout II Weather Radar System airplane when the optional RCA Color WeatherScout II Weather Radar System
is installed in accordance with “FAA Approved” Piper data. The information is installed in accordance with “FAA Approved” Piper data. The information
contained within this supplement is to be used in conjunction with the contained within this supplement is to be used in conjunction with the
complete handbook. complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional RCA Color WeatherScout II Weather handbook at all times when the optional RCA Color WeatherScout II Weather
Radar System is installed. Radar System is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-79 1 of 6, 9-79
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operations or in the vicinity of Do not operate the radar during refueling operations or in the vicinity of
trucks or containers accommodating flammables or explosives. Do not allow trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) SYSTEM CONTROLS (a) SYSTEM CONTROLS
All controls used to operate the radar system are located on the All controls used to operate the radar system are located on the
indicator front panel. These controls and the display features are indicator front panel. These controls and the display features are
indexed and identified in Figure 4-1 and described in Table 4-3. indexed and identified in Figure 4-1 and described in Table 4-3.

INDICATOR CONTROLS AND DISPLAY FEATURES INDICATOR CONTROLS AND DISPLAY FEATURES
Figure 4-1 Figure 4-1

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-80, 2 of 6 9-80, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12

(b) OPERATION (b) OPERATION

Preliminary Control Settings Preliminary Control Settings
Place the Indicator controls in the following positions before applying Place the Indicator controls in the following positions before applying
power from the aircraft electrical system: power from the aircraft electrical system:
INTensity control.............................Fully counterclockwise, in OFF INTensity control.............................Fully counterclockwise, in OFF
TILT control .................................................................Fully upward TILT control .................................................................Fully upward
RANGE switch.......................................................10 nautical miles RANGE switch.......................................................10 nautical miles

(1) Display Area See item A, B, and C for explanation of (1) Display Area See item A, B, and C for explanation of
alphanumeric display. alphanumeric display.

(A) Mode Field Selected mode is displayed as WX, CYC, (A) Mode Field Selected mode is displayed as WX, CYC,
MAP, or TEST. STBY is displayed if R-T is MAP, or TEST. STBY is displayed if R-T is
warming up and no mode is selected after warming up and no mode is selected after
turn-on. WAIT is displayed if a mode is turn-on. WAIT is displayed if a mode is
selected prior to end of warm up or when selected prior to end of warm up or when
Indicator and Antenna are syn-chronizing. Indicator and Antenna are syn-chronizing.

(B) Auxiliary FRZ is displayed as a blinking word if (B) Auxiliary FRZ is displayed as a blinking word if
Field radar is in freeze mode (to remind pilot that Field radar is in freeze mode (to remind pilot that
radar display is not being updated for radar display is not being updated for
incoming target returns). incoming target returns).

12 3 and color bar legend is displayed in 12 3 and color bar legend is displayed in
WX/C, TEST and MAP modes. In weather WX/C, TEST and MAP modes. In weather
mode, color bar is green, yellow, and red. mode, color bar is green, yellow, and red.
In map mode, color bar is cyan, yellow, and In map mode, color bar is cyan, yellow, and
magenta. magenta.

(C) Range Mark Five labeled range marks are displayed (C) Range Mark Five labeled range marks are displayed
Identifiers on each range. Label of furthest mark is Identifiers on each range. Label of furthest mark is
same as range selected. Range and azi-muth same as range selected. Range and azi-muth
marks are displayed in cyan for WX/C and marks are displayed in cyan for WX/C and
TEST, green for MAP. TEST, green for MAP.

INDICATOR CONTROLS AND DISPLAY FEATURES INDICATOR CONTROLS AND DISPLAY FEATURES
Table 4-3 Table 4-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-81 3 of 6, 9-81
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III

(2) INT/OFF Rotary control used to regulate bright-ness (2) INT/OFF Rotary control used to regulate bright-ness
(intensity) of display. (intensity) of display.

On/Off function: Full CCW rotation of On/Off function: Full CCW rotation of
intensitv control places system in OFF intensitv control places system in OFF
condition. CW rotation from OFF setting condition. CW rotation from OFF setting
turns system on. STBY is displayed until turns system on. STBY is displayed until
WX/C, MAP, or TEST is selected. WX/C, MAP, or TEST is selected.

If WX/C or MAP is selected initially or If WX/C or MAP is selected initially or

prior to the end of the warm-up period, prior to the end of the warm-up period,
WAIT will be displayed until RT warms up WAIT will be displayed until RT warms up
(approximately 30 seconds). (approximately 30 seconds).

If TEST is selected immediately, WAIT will If TEST is selected immediately, WAIT will
be displayed until Antenna is syn- be displayed until Antenna is syn-
chronized (less than 4 seconds and then test chronized (less than 4 seconds and then test
pattern will appear. pattern will appear.

(3) WX/C Alternate-action pushbutton switch used to (3) WX/C Alternate-action pushbutton switch used to
select weather mode or cyclic contour select weather mode or cyclic contour
mode. mode.

If selected at turn-on, system will come up If selected at turn-on, system will come up
in weather mode; second depression of in weather mode; second depression of
switch will select cyclic contour mode. switch will select cyclic contour mode.

INDICATOR CONTROLS AND DISPLAY FEATURES (cont) INDICATOR CONTROLS AND DISPLAY FEATURES (cont)
Table 4-3 (cont) Table 4-3 (cont)

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-82, 4 of 6 REVISED: SEPTEMBER 23, 1983 9-82, 4 of 6 REVISED: SEPTEMBER 23, 1983
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12

If selected when system is already oper- If selected when system is already oper-
ating in another mode, system will return to ating in another mode, system will return to
weather mode; second switch depres-sion weather mode; second switch depres-sion
will select cyclic contour mode. will select cyclic contour mode.

In cyclic contour mode, 3-level (red) dis- In cyclic contour mode, 3-level (red) dis-
play will flash on and off at 1/2-second play will flash on and off at 1/2-second
intervals. intervals.

(4) MAP Pushbutton switch used to select ground (4) MAP Pushbutton switch used to select ground
mapping mode. mapping mode.

(5) TEST Pushbutton switch used to select test (5) TEST Pushbutton switch used to select test
mode. Special test pattern is displayed. In mode. Special test pattern is displayed. In
test, transmitter does not transmit and test, transmitter does not transmit and
range is automatically 100 nm. range is automatically 100 nm.

(6) FRZ Pushbutton switch used to select freeze (6) FRZ Pushbutton switch used to select freeze
mode. Radar display is not updated with mode. Radar display is not updated with
incoming target return data. As a warning to incoming target return data. As a warning to
the pilot, FRZ level will flash on and off at the pilot, FRZ level will flash on and off at
1/2-second intervals. 1/2-second intervals.

(7) AZ MK Slide switch used to display three azimuth (7) AZ MK Slide switch used to display three azimuth
markers at 30 degree intervals. markers at 30 degree intervals.

(8) TlLT Rotary control that enables pilot to select (8) TlLT Rotary control that enables pilot to select
angles of antenna beam tilt with relation to angles of antenna beam tilt with relation to
airframe. Rotating control CW tilts beam airframe. Rotating control CW tilts beam
upward; CCW rotation tilts beam downward upward; CCW rotation tilts beam downward
. .

(9) 10/25/50/100/ P u s h bu t t o n s w i t c h e s u s e d t o s e l e c t (9) 10/25/50/100/ P u s h bu t t o n s w i t c h e s u s e d t o s e l e c t

200 (DI-1005) desired range. Five range marks are dis- 200 (DI-1005) desired range. Five range marks are dis-
played for each range. played for each range.

INDICATOR CONTROLS AND DISPLAY FEATURES (cont) INDICATOR CONTROLS AND DISPLAY FEATURES (cont)
Table 4-3 (cont) Table 4-3 (cont)

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-83 5 of 6, 9-83
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 12 PA-34-220T, SENECA III SUPPLEMENT 12 PA-34-220T, SENECA III

(c) OPERATING PRECAUTIONS (c) OPERATING PRECAUTIONS

WARNING WARNING
Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or operations or in the vicinity of trucks or
containers accommodating flammables or containers accommodating flammables or
explosives. Do not allow personnel within 15 feet explosives. Do not allow personnel within 15 feet
of area being scanned by antenna when system is of area being scanned by antenna when system is
transmitting. transmitting.
(1) Flash bulbs can be exploded by radar energy. (1) Flash bulbs can be exploded by radar energy.
(2) Since storm patterns are never stationary, the display is con-stantly (2) Since storm patterns are never stationary, the display is con-stantly
changing. Continued observation is always advisable in stormy changing. Continued observation is always advisable in stormy
areas. areas.

SECTION 5- PERFORMANCE SECTION 5- PERFORMANCE

No changes to the basic performance provided by Section 5 of the Pilot's No changes to the basic performance provided by Section 5 of the Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-84, 6 of 6 9-84, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 13 SUPPLEMENT NO. 13

FOR FOR
RCA WEATHERSCOUT II WEATHER RADAR SYSTEM RCA WEATHERSCOUT II WEATHER RADAR SYSTEM

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional RCA WeatherScout II Weather Radar System is airplane when the optional RCA WeatherScout II Weather Radar System is
installed in accordance with “FAA Approved” Piper data. The infor-mation installed in accordance with “FAA Approved” Piper data. The infor-mation
contained within this supplement is to be used in conjunction with the contained within this supplement is to be used in conjunction with the
complete handbook. complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional RCA WeatherScout II Weather Radar handbook at all times when the optional RCA WeatherScout II Weather Radar
System is installed. System is installed.

FAA APPROVED _ FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-85 1 of 6, 9-85
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operations or in the vicinity of Do not operate the radar during refueling operations or in the vicinity of
trucks or containers accommodating flammables or explosives. Do not allow trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) SYSTEM CONTROLS (a) SYSTEM CONTROLS
All controls used to operate the radar system are located on the front All controls used to operate the radar system are located on the front
panel. These controls and the display features are indexed and panel. These controls and the display features are indexed and
identified in Figure 4-1 and described in Table 4-3. identified in Figure 4-1 and described in Table 4-3.

INDICATOR CONTROLS AND DISPLAY FEATURES INDICATOR CONTROLS AND DISPLAY FEATURES
Figure 4-1 Figure 4-1

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-86, 2 of 6 9-86, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13

(1) OFF On/Off function: full CCW rotation of (1) OFF On/Off function: full CCW rotation of
INTensity control places system in OFF INTensity control places system in OFF
condition. condition.
(2) INT Rotary control used to regulate brightness (2) INT Rotary control used to regulate brightness
(INTensity) of display. (INTensity) of display.
(3) TILT Rotary control used to adjust antenna (3) TILT Rotary control used to adjust antenna
elevation position. Control indexes incre- elevation position. Control indexes incre-
ments of tilt from 0 to 12 degrees up or ments of tilt from 0 to 12 degrees up or
down. down.
(4) RANGE Rotary switch used to select one of four (4) RANGE Rotary switch used to select one of four
12/30/60/90 ranges. 12/30/60/90 ranges.
or or
12/30/60/120 12/30/60/120
(5) CYC Pushbutton switch used to select cyclical (5) CYC Pushbutton switch used to select cyclical
contour mode. Data is presented alter- contour mode. Data is presented alter-
nately as normal for 0.5 seconds, then nately as normal for 0.5 seconds, then
contoured for 0.5 seconds. Pressing switch contoured for 0.5 seconds. Pressing switch
a second time restores normal or WX a second time restores normal or WX
mode. mode.
(6) Range Field Maximum selected range is displayed. (6) Range Field Maximum selected range is displayed.
Maximum range is always displayed when Maximum range is always displayed when
indicator is in on-condition. indicator is in on-condition.
(7) Test Field Test block displays three illumination (7) Test Field Test block displays three illumination
levels. levels.
(8) Range Mark Individual label displayed for each range (8) Range Mark Individual label displayed for each range
Identifier mark. Identifier mark.
(9) Mode Field Operating mode is displayed as WX or (9) Mode Field Operating mode is displayed as WX or
CYC. CYC.
When system is first turned on, WAIT is When system is first turned on, WAIT is
displayed until system times out (30-40 displayed until system times out (30-40
seconds). seconds).

INDICATOR CONTROLS AND DISPLAY FEATURES INDICATOR CONTROLS AND DISPLAY FEATURES
Table 4-3 Table 4-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-87 3 of 6, 9-87
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III

(b) PRELIMINARY CONTROL SETTINGS (b) PRELIMINARY CONTROL SETTINGS

Place the Indicator controls in the following positions before applying Place the Indicator controls in the following positions before applying
power from the aircraft electrical system: power from the aircraft electrical system:

INTensity control ..........................Fully counterclockwise, in OFF INTensity control ..........................Fully counterclockwise, in OFF
TILT control..............................................................Fully upward TILT control..............................................................Fully upward
RANGE switch....................................................12 nautical miles RANGE switch....................................................12 nautical miles

(c) OPERATIONAL CONTROL SETTINGS (c) OPERATIONAL CONTROL SETTINGS

(1) Rotate INTensity control clockwise to bring system into ON (1) Rotate INTensity control clockwise to bring system into ON
condition. condition.
(2) Note that WAIT is displayed during warm-up period of (2) Note that WAIT is displayed during warm-up period of
30-40 seconds. 30-40 seconds.
(3) When WX is displayed, rotate INTensity control clockwise (3) When WX is displayed, rotate INTensity control clockwise
until display brightness is at desired level. until display brightness is at desired level.
(4) Set RANGE switch to desired range. (4) Set RANGE switch to desired range.
(5) Adjust TILT control for desired forward scan area. (5) Adjust TILT control for desired forward scan area.

(d) PRECAUTIONS (d) PRECAUTIONS

If the radar is to be operated while the aircraft is on the ground: If the radar is to be operated while the aircraft is on the ground:
(1) Direct nose of aircraft such that antenna scan sector is free of large (1) Direct nose of aircraft such that antenna scan sector is free of large
metallic objects (hangars, other aircraft) for a distance of 100 metallic objects (hangars, other aircraft) for a distance of 100
yards (90 meters), and tilt antenna fully upward. yards (90 meters), and tilt antenna fully upward.
WARNING WARNING
Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or operations or in the vicinity of trucks or
containers accommodating flammables or containers accommodating flammables or
explosives; do not allow personnel within 15 feet explosives; do not allow personnel within 15 feet
of area being scanned by antenna when system is of area being scanned by antenna when system is
transmitting. transmitting.
(2) Flash bulbs can be exploded by radar energy. (2) Flash bulbs can be exploded by radar energy.
(3) Since storm patterns are never stationary, the display is constantly (3) Since storm patterns are never stationary, the display is constantly
changing, and continued observation is always advisable where changing, and continued observation is always advisable where
areas of turbulence prevail. areas of turbulence prevail.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-88, 4 of 6 9-88, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of the No changes to the basic performance provided by Section 5 of the
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-89 5 of 6, 9-89
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 13 PA-34-220T, SENECA III SUPPLEMENT 13 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-90, 6 of 6 9-90, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 14 SUPPLEMENT NO. 14

FOR FOR
BENDIX RDR-160 MONOCHROME WEATHER RADAR SYSTEM BENDIX RDR-160 MONOCHROME WEATHER RADAR SYSTEM

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Bendix RDR-160 Monochrome Weather Radar airplane when the optional Bendix RDR-160 Monochrome Weather Radar
System is installed in accordance with “FAA Approved” Piper data. The System is installed in accordance with “FAA Approved” Piper data. The
information contained within this supplement is to be used in conjunction with information contained within this supplement is to be used in conjunction with
the complete handbook. the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional Bendix RDR-160 Monochrome handbook at all times when the optional Bendix RDR-160 Monochrome
Weather Radar System is installed. Weather Radar System is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6 9-91 1 of 6 9-91
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operations or in the vicinity of Do not operate the radar during refueling operations or in the vicinity of
trucks or containers accommodating flammables or explosives. Do not allow trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) SYSTEM CONTROLS (a) SYSTEM CONTROLS
Table 4-3 lists and describes the system controls, all of which are Table 4-3 lists and describes the system controls, all of which are
mounted on the panel of the radar indicator. Figure 4-1 illustrates the mounted on the panel of the radar indicator. Figure 4-1 illustrates the
location of these controls. Table 4-5 lists the alphanumeric read-outs location of these controls. Table 4-5 lists the alphanumeric read-outs
of range - range marks and mode selection as a function of switch of range - range marks and mode selection as a function of switch
position. position.

IINIOIIMAIIK IELICTID
HOLD IPACINQN.11. IINIOIIN.11.
PUIHeUT10N

BIIIQH'INEIIS
00NTIIOL

LOCATION OF CONTROLS LOCATION OF CONTROLS

Figure 4-1 Figure 4-1

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-92, 2 of 6 9-92, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14

CONTROL/ CONTROL/
FUNCTION OPERATIONAL USE FUNCTION OPERATIONAL USE

OFF/STBY/TEST 1. Controls primary power to radar system. OFF/STBY/TEST 1. Controls primary power to radar system.

Range Selector 2. Places system in “standby” condition during Range Selector 2. Places system in “standby” condition during
warmup period and when system is not in use. warmup period and when system is not in use.

3. Places system in “test” mode to determine 3. Places system in “test” mode to determine
operability of system. No transmission in operability of system. No transmission in
“test” mode. “test” mode.

4. Selects operating range. Enables trans- 4. Selects operating range. Enables trans-
mitter. mitter.

Wx/GAlN/Wx A 1. In Wx position, weather image gain is at Wx/GAlN/Wx A 1. In Wx position, weather image gain is at
preadjusted level. Contour operation is preadjusted level. Contour operation is
Gain Control and automatic and constant. Gain Control and automatic and constant.
Mode Selector Mode Selector
2. In GAIN position, 6 levels from MAP 2. In GAIN position, 6 levels from MAP
(maximum gain) to MIN may be selected for (maximum gain) to MIN may be selected for
ground mapping operations. Contour ground mapping operations. Contour
operation is disabled. operation is disabled.

3. In Wx A position, the radar indicator dis-play 3. In Wx A position, the radar indicator dis-play
alternately cycles between the Wx position alternately cycles between the Wx position
and the GAIN MAP position. This will verify and the GAIN MAP position. This will verify
if a contour storm cell area is a storm cell and if a contour storm cell area is a storm cell and
not a lake or some other terrain feature. not a lake or some other terrain feature.

CONTROL FUNCTIONS AND OPERATION CONTROL FUNCTIONS AND OPERATION

Figure 4-3 Figure 4-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-93 3 of 6, 9-93
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III

CONTROL/ CONTROL/
FUNCTION OPERATIONAL USE FUNCTION OPERATIONAL USE

HOLD When the HOLD pushbutton is initially de- HOLD When the HOLD pushbutton is initially de-
Pushbutton pressed, weather or ground mapping image last Pushbutton pressed, weather or ground mapping image last
presented is retained (frozen) on indicator presented is retained (frozen) on indicator
Video Hold/ display in order to evaluate the significance Video Hold/ display in order to evaluate the significance
Scan of storm cell movement. Depressing for a Scan of storm cell movement. Depressing for a
second time reveals direction and distance of second time reveals direction and distance of
target movement during hold period. During target movement during hold period. During
HOLD mode, the antenna continues to scan and HOLD mode, the antenna continues to scan and
the display will continue to be presented as the display will continue to be presented as
long as power is supplied to the system. The long as power is supplied to the system. The
word HOLD will be flashing. word HOLD will be flashing.

TILT Electrically adjusts the antenna to move the TILT Electrically adjusts the antenna to move the
radar beam to 15 degrees up or down from radar beam to 15 degrees up or down from
Antenna Tilt horizontal (“0” position). Antenna Tilt horizontal (“0” position).
Control Control

BRT Control CRT picture intensity. BRT Control CRT picture intensity.

Brightness Brightness
Control Control

CONTROL FUNCTIONS AND OPERATION (cont) CONTROL FUNCTIONS AND OPERATION (cont)
Figure 4-3 (cont) Figure 4-3 (cont)

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-94, 4 of 6 9-94, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14

RADAR-160 WEATHER RADAR SYSTEM RADAR-160 WEATHER RADAR SYSTEM

Range Switch Position Range-Range Mark Readout Range Switch Position Range-Range Mark Readout

**TEST 40-10 **TEST 40-10

5 5-1 5 5-1
10 10-2 10 10-2
20 20-4 20 20-4
40 40-10 40 40-10
80 80-20 80 80-20
160 160-40 160 160-40

Wx-MAP-Wx A Switch Position Mode Readout* Wx-MAP-Wx A Switch Position Mode Readout*

Wx Wx Wx Wx
MAP MAP MAP MAP
WxA WxA WxA WxA

* When the HOLD pushbutton is initially depressed, the MODE * When the HOLD pushbutton is initially depressed, the MODE
READOUT displays flashing HOLD. READOUT displays flashing HOLD.
** The MODE READOUT displays TEST. ** The MODE READOUT displays TEST.

ALPHANUMERIC READOUT ALPHANUMERIC READOUT

Table 4-5 Table 4-5

(b) GENERAL OPERATING PRECAUTIONS (b) GENERAL OPERATING PRECAUTIONS

WARNING WARNING

Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or con- operations or in the vicinity of trucks or con-
tainers accommodating flammables or ex- tainers accommodating flammables or ex-
plosives; do not allow personnel within 15 feet plosives; do not allow personnel within 15 feet
of area being scanned by antenna when system of area being scanned by antenna when system
is transmitting. is transmitting.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-95 5 of 6, 9-95
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 14 PA-34-220T, SENECA III SUPPLEMENT 14 PA-34-220T, SENECA III

(1) Flash bulbs can be exploded by radar energy. (1) Flash bulbs can be exploded by radar energy.
(2) Since storm patterns are never stationary, the display is con- (2) Since storm patterns are never stationary, the display is con-
stantly changing, and continued observation is always ad- stantly changing, and continued observation is always ad-
visable where areas of turbulence prevail. visable where areas of turbulence prevail.
NOTE NOTE
See RDR-160 pilot manual for detailed operating See RDR-160 pilot manual for detailed operating
information and analysis of targets. information and analysis of targets.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of the No changes to the basic performance provided by Section 5 of the
Pilot's Operating Handbook are necessary for this supplement. Pilot's Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-96, 6 of 6 9-96, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 15 SUPPLEMENT NO. 15

FOR FOR
BENDIX RDR-160/IN-2026A COLOR WEATHER RADAR SYSTEM BENDIX RDR-160/IN-2026A COLOR WEATHER RADAR SYSTEM

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Bendix RDR-160/IN-2026A Color Weather Radar airplane when the optional Bendix RDR-160/IN-2026A Color Weather Radar
System is installed in accordance with “FAA Approved” Piper data. The System is installed in accordance with “FAA Approved” Piper data. The
information contained within this supplement is to he used in con-junction information contained within this supplement is to he used in con-junction
with the complete handbook. with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional Bendix RDR-160/IN-2026A Color handbook at all times when the optional Bendix RDR-160/IN-2026A Color
Weather Radar System is installed. Weather Radar System is installed.

FAA APPROVED_ FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
1 of 6, 9-97 1 of 6, 9-97
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

Do not operate the radar during refueling operations or in the vicinity of Do not operate the radar during refueling operations or in the vicinity of
trucks or containers accommodating flammables or explosives. Do not allow trucks or containers accommodating flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.

SECTION 3- EMERGENCY PROCEDURES SECTION 3- EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

(a) EQUIPMENT OPERATION AND CONTROLS (a) EQUIPMENT OPERATION AND CONTROLS
(1) RDR-160/IN-2026A CONTROLS AND DISPLAYS (1) RDR-160/IN-2026A CONTROLS AND DISPLAYS
Controls and displays for the RDR-160/lN-2026A Color Weather Controls and displays for the RDR-160/lN-2026A Color Weather
Radar System are listed in Table 4-3, with a functional Radar System are listed in Table 4-3, with a functional
description. Location of the controls and displays is shown in description. Location of the controls and displays is shown in
Figure 4-1. All operating controls and displays are located on the Figure 4-1. All operating controls and displays are located on the
indicator. indicator.

RADAR RECEIVER
GAIN CONTROL

TRACK CURSOR
(BUTTON P08IT10N)

RANGEIIARK

==-~
(3011LE)

Lll.:1'11.,__ RANGE

LOCKIIGI PRl!SS TO LEPr RIGHT

PAWL RETAIN
DIBPLAY ..=ro:oVE
TRACKCU-

IN-2026A CONTROLS AND DISPLAYS IN-2026A CONTROLS AND DISPLAYS

Figure 4-1 Figure 4-1

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-98, 2 of 6 9-98, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
Function selector 1. OFF position removes primary power from Function selector 1. OFF position removes primary power from
the system. the system.
2. STBY position places system in the standby 2. STBY position places system in the standby
condition during warm-up period and when condition during warm-up period and when
the system is not in use. No display. the system is not in use. No display.
3. TEST position selects test function to de- 3. TEST position selects test function to de-
termine operability of the system. A test termine operability of the system. A test
pattern is displayed. No transmission exists pattern is displayed. No transmission exists
in the TEST condition. in the TEST condition.
4. ON position selects the condition for normal 4. ON position selects the condition for normal
operation. Radar transmission exists in the operation. Radar transmission exists in the
ON position. ON position.
[ ] RANGE Clears the display and places the indicator in [ t ] RANGE Clears the display and places the indicator in
button the next lower range each time the button is button the next lower range each time the button is
pressed (eg: 40 to 20), until minimum range is pressed (eg: 40 to 20), until minimum range is
reached. reached.
TILT control Electrically adjusts the antenna to move the TILT control Electrically adjusts the antenna to move the
radar beam up to +15 degrees above the hori- radar beam up to +15 degrees above the hori-
zontal, or to a maximum of -15 degrees below zontal, or to a maximum of -15 degrees below
the horizontal position. The horizontal posi- tion the horizontal position. The horizontal posi- tion
is indicated as zero degrees on the control. is indicated as zero degrees on the control.
TRACK [ ] When pressed, a yellow track cursor line ap- TRACK [ ] When pressed, a yellow track cursor line ap-
button pears and moves to the right (in one degree button pears and moves to the right (in one degree
steps) while the button is held depressed. The steps) while the button is held depressed. The
track cursor stops when the button is released, track cursor stops when the button is released,
and remains for about 10 to 15 seconds, then and remains for about 10 to 15 seconds, then
disappears unless the button is pressed again. disappears unless the button is pressed again.
The differential heading will be indicated in The differential heading will be indicated in
yellow numerals in the upper left corner of the yellow numerals in the upper left corner of the
display, and disappears simultaneously with the display, and disappears simultaneously with the
track cursor. track cursor.

CONTROL/DISPLAY FUNCTIONS CONTROL/DISPLAY FUNCTIONS

Table 4-3 Table 4-3

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
3 of 6, 9-99 3 of 6, 9-99
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
TRACK [
button
] When pressed, the yellow track cursor appears
and moves to the left while held depressed.
Operation is as explained above.
TRACK [
button - ] When pressed, the yellow track cursor appears
and moves to the left while held depressed.
Operation is as explained above.
GAIN control Varies the radar receiver gain when in the MAP GAIN control Varies the radar receiver gain when in the MAP
mode. Gain and the STC are preset in TEST mode. Gain and the STC are preset in TEST
function and in the WX and WXA modes. function and in the WX and WXA modes.
BRT control Adjusts brightness of the display for varying BRT control Adjusts brightness of the display for varying
cockpit light conditions. cockpit light conditions.
[ ] MODE Pressing momentarily produces an “informa- [ • ] MODE Pressing momentarily produces an “informa-
button tion list” on the display. Pressing again, while button tion list” on the display. Pressing again, while
information display is still present, advances the information display is still present, advances the
indicator display to the next higher mode shown indicator display to the next higher mode shown
on the list. The list disappears after a few on the list. The list disappears after a few
seconds and the mode does not change if the seconds and the mode does not change if the
button is not pressed again. The following stan- button is not pressed again. The following stan-
dard modes are available in the order shown. dard modes are available in the order shown.
NAV FLT LOG - Functions available NAV FLT LOG - Functions available
with optional IU-2023A. with optional IU-2023A.
MAP - Ground mapping MAP - Ground mapping
WXA - Weather mapping with alert. WXA - Weather mapping with alert.
The red area flashes. The red area flashes.
WX - Weather mapping WX - Weather mapping
NOTE: When the top mode is reached, the NOTE: When the top mode is reached, the
button will not change the mode. button will not change the mode.
[ ] MODE Moves the indicator display to the next lower [ t ] MODE Moves the indicator display to the next lower
button mode each time the button is pressed while the button mode each time the button is pressed while the
list is present. The sequence is as listed above. list is present. The sequence is as listed above.
NOTE: When the bottom mode (WX) is NOTE: When the bottom mode (WX) is
reached, this button will not change the reached, this button will not change the
mode. mode.

CONTROL/DISPLAY FUNCTIONS (cont) CONTROL/DISPLAY FUNCTIONS (cont)

Table 4-3 (cont) Table 4-3 (cont)

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-100, 4 of 6 9-100, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
NAV button Operational only when optional IU-2023A NAV button Operational only when optional IU-2023A
(push-on/push-off) Remote Computer Unit is connected. When (push-on/push-off) Remote Computer Unit is connected. When
actuated, provides NAV information super- actuated, provides NAV information super-
imposed over the MODE selected (WX, WXA, or imposed over the MODE selected (WX, WXA, or
MAP). If interface is not connected, the words MAP). If interface is not connected, the words
NO NAV will be displayed in the lower left NO NAV will be displayed in the lower left
corner. corner.
[ ] RANGE Clears the display and advances the indicator [ • ] RANGE Clears the display and advances the indicator
button to the next higher range each time the button is button to the next higher range each time the button is
pressed (eg: 20 to 40, 40 to 80, etc.). until 160 pressed (eg: 20 to 40, 40 to 80, etc.). until 160
mile range is reached. The range selected is dis- mile range is reached. The range selected is dis-
played in the upper right corner (on the last played in the upper right corner (on the last
range mark), and the distance to each of the range mark), and the distance to each of the
other range marks circles is displayed along the other range marks circles is displayed along the
right edge of the circles (arcs). right edge of the circles (arcs).
HOLD pushbutton Retains the display (NAV and weather) when HOLD pushbutton Retains the display (NAV and weather) when
(push-on push-off) button is actuated (push-on). The word HOLD (push-on push-off) button is actuated (push-on). The word HOLD
flashes in the upper left corner of the display. The flashes in the upper left corner of the display. The
weather or ground mapping image last pre- sented weather or ground mapping image last pre- sented
is retained (frozen) on indicator display in order is retained (frozen) on indicator display in order
to evaluate the significance of storm cell to evaluate the significance of storm cell
movement. Switching back to normal op- eration movement. Switching back to normal op- eration
(pressing HOLD pushbutton a second time) (pressing HOLD pushbutton a second time)
reveals direction and distance of target reveals direction and distance of target
movement during HOLD period. In HOLD, the movement during HOLD period. In HOLD, the
antenna continues to scan and a non-updated antenna continues to scan and a non-updated
display will continue to be presented as long display will continue to be presented as long
as power is supplied to the system. A change as power is supplied to the system. A change
in range selection, with indicator in HOLD in range selection, with indicator in HOLD
results in a blank screen. results in a blank screen.

CONTROL/ DISPLAY FUNCTIONS (cont) CONTROL/ DISPLAY FUNCTIONS (cont)

Table 4-3 (cont) Table 4-3 (cont)

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
5 of 6, 9-101 5 of 6, 9-101
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 15 PA-34-220T, SENECA III SUPPLEMENT 15 PA-34-220T, SENECA III

(b) OPERATING PRECAUTIONS (b) OPERATING PRECAUTIONS

WARNING WARNING
Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or con- operations or in the vicinity of trucks or con-
tainers accommodating flammables or ex- tainers accommodating flammables or ex-
plosives. Do not allow personnel within 15 feet plosives. Do not allow personnel within 15 feet
of area being scanned by antenna when system is of area being scanned by antenna when system is
transmitting. transmitting.

(1) Flash bulbs can be exploded by radar energy. (1) Flash bulbs can be exploded by radar energy.
(2) Since storm patterns are never stationary. the display is con-stantly (2) Since storm patterns are never stationary. the display is con-stantly
changing. Continued observation is always advisable in stormy changing. Continued observation is always advisable in stormy
areas. areas.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of the Pilot's No changes to the basic performance provided by Section 5 of the Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
9-102, 6 of 6 9-102, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 16 PA-34-220T, SENECA III SUPPLEMENT 16

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 16 SUPPLEMENT NO. 16

FOR FOR
PROPELLER SYNCHROPHASER INSTALLATION PROPELLER SYNCHROPHASER INSTALLATION
PIPER DWG. 87719 PIPER DWG. 87719

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional propeller synchrophaser is installed in accor-dance airplane when the optional propeller synchrophaser is installed in accor-dance
with “FAA Approved” Piper data. The information contained within this with “FAA Approved” Piper data. The information contained within this
supplement is to be used in conjunction with the complete handbook. supplement is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional propeller synchrophaser is installed. handbook at all times when the optional propeller synchrophaser is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
1 of 4, 9-103 1 of 4, 9-103
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 16 PA-34-220T, SENECA III SUPPLEMENT 16 PA-34-220T, SENECA III

The function of the synchrophaser is to maintain both propellers at the 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" same RPM and at a selected phase angle. This eliminates the propeller "beat"
effect and minimizes vibration. When the synchrophaser is installed, the left effect and minimizes vibration. When the synchrophaser is installed, the left
engine is established as the master engine, and the right engine is equipped engine is established as the master engine, and the right engine is equipped
with a slave governor which automatically maintains its RPM with the left with a slave governor which automatically maintains its RPM with the left
engine RPM. When the propeller synchrophaser is installed, a three-position engine RPM. When the propeller synchrophaser is installed, a three-position
switch is located on the throttle quadrant below the propeller controls. It is 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. labeled OFF for manual control and “1” or “2” for propeller synchrophaser.
A blue “press to test” light which illuminates when the propellers are out of A blue “press to test” light which illuminates when the propellers are out of
synchronization is located below the switch. synchronization is located below the switch.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

Placards: Placards:
On the throttle quadrant below engine and propeller controls: On the throttle quadrant below engine and propeller controls:
USE OFF POSITION FOR TAKEOFF, USE OFF POSITION FOR TAKEOFF,
LANDING AND SINGLE ENGINE OPER- LANDING AND SINGLE ENGINE OPER-
ATIONS. ATIONS.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

The propeller synchrophaser must be in the OFF position for all single The propeller synchrophaser must be in the OFF position for all single
engine operations. engine operations.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

During taxi, takeoff, landing or single engine operations the propeller During taxi, takeoff, landing or single engine operations the propeller
synchrophaser switch should be in the “OFF” position. The blue “press to 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 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 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 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 and the light will go out when propeller synchronization is complete. For
automatic synchronization, the propellers should be syn-chronized manually to automatic synchronization, the propellers should be syn-chronized manually to
within approximately 10 RPM and the switch placed in the “1” position. The within approximately 10 RPM and the switch placed in the “1” position. The
blue light will go out when synchronization is complete. For a given RPM and blue light will go out when synchronization is complete. For a given RPM and
power setting, switch position “2” may provide smoother operation by means power setting, switch position “2” may provide smoother operation by means
of providing a different phase angle. Set the switch to position “1” or “2,” of providing a different phase angle. Set the switch to position “1” or “2,”
whichever provides the smoothest o p e r a t i o n . N o r m a l l y, p r o p e l l e r whichever provides the smoothest o p e r a t i o n . N o r m a l l y, p r o p e l l e r
synchrophasing will take place within a synchrophasing will take place within a

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-104, 2 of 4 9-104, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 16 PA-34-220T, SENECA III SUPPLEMENT 16

few seconds, but occasionally it may take up to a full minute. When the power few seconds, but occasionally it may take up to a full minute. When the power
setting is to be changed, the synchrophaser switch should be set to “OFF” for setting is to be changed, the synchrophaser switch should be set to “OFF” for
30 seconds before the power setting is adjusted; then the syn- chrophaser 30 seconds before the power setting is adjusted; then the syn- chrophaser
switch may be returned to the “1” or “2” position, whichever provides the switch may be returned to the “1” or “2” position, whichever provides the
smoothest operation. If the propeller RPM differential exceeds 50 RPM, the smoothest operation. If the propeller RPM differential exceeds 50 RPM, the
switch should be set at “OFF” for 30 to 40 seconds; then the propellers switch should be set at “OFF” for 30 to 40 seconds; then the propellers
can be synchronized again and the synchrophaser switch returned to “1” can be synchronized again and the synchrophaser switch returned to “1”
or “2.” Pulling the circuit breakers completely deactivates the propeller or “2.” Pulling the circuit breakers completely deactivates the propeller
synchrophaser system. If the master switch is turned “OFF” or if there is an synchrophaser system. If the master switch is turned “OFF” or if there is an
electrical system failure, the slave engine will return to the controlled electrical system failure, the slave engine will return to the controlled
selected RPM plus approximately 25 RPM “out of synchroni-zation” selected RPM plus approximately 25 RPM “out of synchroni-zation”
regardless of the position of the synchrophaser switch. regardless of the position of the synchrophaser switch.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: AUGUST 17, 1981 3 of 4, 9-105 REVISED: AUGUST 17, 1981 3 of 4, 9-105
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 16 PA-34-220T, SENECA III SUPPLEMENT 16 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-106, 4 of 4 9-106, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17

SUPPLEMENT 17 SUPPLEMENT 17

CENTURY 21 AUTOPILOT INSTALLATION CENTURY 21 AUTOPILOT INSTALLATION

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Century 21 Autopilot is installed in accordance airplane when the optional Century 21 Autopilot is installed in accordance
with STC SA3384SW-D. The information contained within this supplement is with STC SA3384SW-D. The information contained within this supplement is
to be used in conjunction with the complete handbook. to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this This supplement has been “FAA Approved” as a permanent part of this
handbook and must remain in this handbook at all times when the optional handbook and must remain in this handbook at all times when the optional
Century 21 Autopilot is installed. Century 21 Autopilot is installed.

FAA APPROVED FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
1 of 6, 9-107 1 of 6, 9-107
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) Maximum airspeed for autopilot operation is 180 KIAS. (Autopilot (a) Maximum airspeed for autopilot operation is 180 KIAS. (Autopilot
VMO) VMO)
(b) Autopilot OFF during takeoff and landing. (b) Autopilot OFF during takeoff and landing.
(c) Autopilot coupled approaches prohibited with more than one notch (c) Autopilot coupled approaches prohibited with more than one notch
(10°) flap extended. (10°) flap extended.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) AUTOPILOT (a) AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilot is not In the event of an autopilot malfunction, or anytime the autopilot is not
performing as commanded, do not attempt to identify the problem. performing as commanded, do not attempt to identify the problem.
Regain control of the aircraft by overpowering and immediately Regain control of the aircraft by overpowering and immediately
disconnecting the autopilot by depressing the AP ON-OFF switch disconnecting the autopilot by depressing the AP ON-OFF switch
on the programmer OFF, or by pulling the autopilot circuit breaker. on the programmer OFF, or by pulling the autopilot circuit breaker.

Do not operate until the system failure has been identified and Do not operate until the system failure has been identified and
corrected. corrected.

(1) Altitude Loss During Malfunction: (1) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent with a. An autopilot malfunction during climb, cruise or descent with
a 3 second delay in recovery initiation could result in as a 3 second delay in recovery initiation could result in as
much as 60° of bank and 300' altitude loss. Maximum altitude much as 60° of bank and 300' altitude loss. Maximum altitude
loss was recorded at 180 KIAS during descent at high loss was recorded at 180 KIAS during descent at high
altitude. altitude.
b. An autopilot malfunction during an approach with a 1 second b. An autopilot malfunction during an approach with a 1 second
delay in recovery initiation could result in as much as 30° delay in recovery initiation could result in as much as 30°
bank and 100' altitude loss. Maximum altitude loss measured bank and 100' altitude loss. Maximum altitude loss measured
with one notch (10 degrees) flap, gear down, and operating with one notch (10 degrees) flap, gear down, and operating
either coupled or uncoupled, single or multi-engine. either coupled or uncoupled, single or multi-engine.

(b) COMPASS SYSTEM (b) COMPASS SYSTEM

(1) Emergency Operation with Optional NSD 360A (HSI) Slaved (1) Emergency Operation with Optional NSD 360A (HSI) Slaved
and/or Non-Slaved: and/or Non-Slaved:

NSD 360A NSD 360A

a. Appearance of HDG Flag: a. Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air 1. Check air supply gauge (vac or pressure) for adequate air
supply (4 in. Hg. min.). supply (4 in. Hg. min.).

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-108, 2 of 6 9-108, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17

2. Check compass circuit breaker. 2. Check compass circuit breaker.

3. Observe display for proper operation. 3. Observe display for proper operation.
b. To disable heading card - pull circuit breaker and use b. To disable heading card - pull circuit breaker and use
magnetic compass for directional data. magnetic compass for directional data.
NOTE NOTE
If heading card is not operational, autopilot If heading card is not operational, autopilot
should not be used. should not be used.
c. With card disabled VOR/Localizer and Glide Slope displays c. With card disabled VOR/Localizer and Glide Slope displays
are still functional; use card set to rotate card to aircraft are still functional; use card set to rotate card to aircraft
heading for correct picture. heading for correct picture.
d. Slaving Failure - (i.e. failure to self correct for gyro drift): d. Slaving Failure - (i.e. failure to self correct for gyro drift):
1. Check gyro slaving switch is set to No. 1 position (if 1. Check gyro slaving switch is set to No. 1 position (if
equipped with Slave No. 1 - No. 2 switch) or “Slaved” equipped with Slave No. 1 - No. 2 switch) or “Slaved”
position when equipped with Slaved and Free Gyro Mode position when equipped with Slaved and Free Gyro Mode
Switch. Switch.
2. Check for HDG Flag. 2. Check for HDG Flag.
3. Check compass circuit breaker. 3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter. 4. Reset heading card while observing slaving meter.
NOTE NOTE
Dead slaving meter needle or a needle displaced Dead slaving meter needle or a needle displaced
fully one direction indicates a slaving system fully one direction indicates a slaving system
failure. failure.
5. Select slaving amplifier No. 2, if equipped. If not 5. Select slaving amplifier No. 2, if equipped. If not
equipped, proceed with No. 7 below. equipped, proceed with No. 7 below.
6. Reset heading card while checking slaving meter. If 6. Reset heading card while checking slaving meter. If
proper slaving indication is not obtained, proceed with proper slaving indication is not obtained, proceed with
No. 7 below. No. 7 below.
7. Switch to free gyro mode and periodically set card as an 7. Switch to free gyro mode and periodically set card as an
unslaved gyro. unslaved gyro.
NOTE NOTE
In the localizer mode, the “TO'FROM” arrows In the localizer mode, the “TO'FROM” arrows
may remain out of view, depending upon the may remain out of view, depending upon the
design of the NAV converter used in the instal- design of the NAV converter used in the instal-
lation. lation.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
3 of 6, 9-109 3 of 6, 9-109
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

Refer to Edo-Aire Mitchell Century 21 Autopilot Operator's Manual, P/N Refer to Edo-Aire Mitchell Century 21 Autopilot Operator's Manual, P/N
68S805, dated 1-79 for Autopilot Description and Normal Operating 68S805, dated 1-79 for Autopilot Description and Normal Operating
Procedures. Procedures.
(a) PREFLIGHT PROCEDURES (a) PREFLIGHT PROCEDURES
NOTE NOTE
During system functional check the system must During system functional check the system must
be provided adequate D.C. voltage (12.0 VDC be provided adequate D.C. voltage (12.0 VDC
min.) and instrument air (4.2 in. Hg. min.). It is min.) and instrument air (4.2 in. Hg. min.). It is
recommended that one engine be operated recommended that one engine be operated
(minimum) to provide the necessary power and (minimum) to provide the necessary power and
that the aircraft be positioned in a level attitude, that the aircraft be positioned in a level attitude,
during the functional check. during the functional check.
(b) AUTOPILOT WITH STANDARD D.G. (b) AUTOPILOT WITH STANDARD D.G.
(l) Engage autopilot by pushing programmer OFF-ON switch ON. (l) Engage autopilot by pushing programmer OFF-ON switch ON.
(2) Rotate D.G. HDG bug left then right and verify that control wheel (2) Rotate D.G. HDG bug left then right and verify that control wheel
movement corresponds to HDG command input. movement corresponds to HDG command input.
(3) Grasp control wheel and override roll servo actuator to assure (3) Grasp control wheel and override roll servo actuator to assure
override capability. override capability.
(4) With HDG bug centered select NAV or APPR mode and note (4) With HDG bug centered select NAV or APPR mode and note
control wheel movement toward VOR needle offset. control wheel movement toward VOR needle offset.
(5) Select REV mode and note control wheel movement opposite (5) Select REV mode and note control wheel movement opposite
VOR needle offset. VOR needle offset.
(6) Disengage autopilot. (6) Disengage autopilot.
(7) Check aileron controls through full travel to assure complete (7) Check aileron controls through full travel to assure complete
autopilot disengagement. autopilot disengagement.
(c) AUTOPILOT WITH COMPASS SYSTEM (NSD 360A) (c) AUTOPILOT WITH COMPASS SYSTEM (NSD 360A)
(For other compass systems, refer to appropriate manufacturer's (For other compass systems, refer to appropriate manufacturer's
instructions) instructions)
(1) Check slaving switch in slave or slave 1 or 2 position, as (1) Check slaving switch in slave or slave 1 or 2 position, as
appropriate. (Slaving systems with R.M.I. output provide only appropriate. (Slaving systems with R.M.I. output provide only
slave and free gyro positions.) slave and free gyro positions.)
(2) Rotate card to center slaving meter - check HDG displayed with (2) Rotate card to center slaving meter - check HDG displayed with
magnetic compass HDG magnetic compass HDG
(3) Perform standard VOR receiver check. (3) Perform standard VOR receiver check.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-110, 4 of 6 REVISED: FEBRUARY 25, 1982 9-110, 4 of 6 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17

(4) Perform Steps (1) - (7) in Section 4 item (b) except in Steps (4) (4) Perform Steps (1) - (7) in Section 4 item (b) except in Steps (4)
and (5) substitute course arrow for HDG bug when checking and (5) substitute course arrow for HDG bug when checking
control wheel movement in relation to L/ R needle. H DG bug is control wheel movement in relation to L/ R needle. H DG bug is
inoperative with NAV, APPR, or REV mode selected. inoperative with NAV, APPR, or REV mode selected.

(d) IN-FLIGHT PROCEDURE (d) IN-FLIGHT PROCEDURE

(1) Rotate heading bug to desired heading. (1) Rotate heading bug to desired heading.
(2) Trim aircraft for existing flight condition (all axes). Engage (2) Trim aircraft for existing flight condition (all axes). Engage
autopilot. autopilot.
(3) During maneuvering flight - control aircraft through use of the (3) During maneuvering flight - control aircraft through use of the
HDG bug. (HDG mode) HDG bug. (HDG mode)
(4) For navigation operations select modes as required by the (4) For navigation operations select modes as required by the
operation being conducted and in accordance with the mode operation being conducted and in accordance with the mode
description provided in Operator's Manual. For specific in- description provided in Operator's Manual. For specific in-
structions relating to coupled instrument approach operations, structions relating to coupled instrument approach operations,
refer to Special Operations and Information Section. refer to Special Operations and Information Section.

(e) SPECIAL OPERATIONS AND INFORMATION (e) SPECIAL OPERATIONS AND INFORMATION
(1) Instrument Approach Operations (1) Instrument Approach Operations
Initial and/ or intermediate approach segments should be Initial and/ or intermediate approach segments should be
conducted at approximately 95 - 110 KIAS with a maximum of conducted at approximately 95 - 110 KIAS with a maximum of
10° flaps extended as desired. Upon intercepting the glide path or 10° flaps extended as desired. Upon intercepting the glide path or
when passing the final approach fix (FAF) immediately lower when passing the final approach fix (FAF) immediately lower
the landing gear and reduce the power for approximately 90 - 95 the landing gear and reduce the power for approximately 90 - 95
KIAS on the final approach segment. Monitor course guidance KIAS on the final approach segment. Monitor course guidance
information (raw data) throughout the approach. All power information (raw data) throughout the approach. All power
changes should be of small magnitude and smoothly applied for changes should be of small magnitude and smoothly applied for
best tracking performance. Do not change aircraft configuration best tracking performance. Do not change aircraft configuration
during approach while autopilot is engaged. during approach while autopilot is engaged.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 5 of 6, 9-111 REVISED: SEPTEMBER 17, 1984 5 of 6, 9-111
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 17 PA-34-220T, SENECA III SUPPLEMENT 17 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-112, 6 of 6 9-112, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

SUPPLEMENT 18 SUPPLEMENT 18
CENTURY 41 AUTOPILOT INSTALLATION CENTURY 41 AUTOPILOT INSTALLATION

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Century 41 Autopilot Mode AK865 or Century 41 airplane when the optional Century 41 Autopilot Mode AK865 or Century 41
Flight Director Autopilot Mode AK881/FD is installed in accordance with Flight Director Autopilot Mode AK881/FD is installed in accordance with
STC SA3371 SW-D. The information contained within this supplement is to STC SA3371 SW-D. The information contained within this supplement is to
be used in conjunction with the complete handbook. be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this This supplement has been “FAA Approved” as a permanent part of this
handbook and must remain in this handbook at all times when the optional handbook and must remain in this handbook at all times when the optional
Century 41 Autopilot or Century 41 Flight Director Autopilot is installed. Century 41 Autopilot or Century 41 Flight Director Autopilot is installed.

FAA APPROVED_ FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
1 of 12, 9-113 1 of 12, 9-113
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) Autopilot use prohibited above 180 KIAS. (Autopilot VMO) (a) Autopilot use prohibited above 180 KIAS. (Autopilot VMO)
(b) Autopilot OFF during takeoff and landing. (b) Autopilot OFF during takeoff and landing.
(c) Required Placard, P/N 13A990 stating “Conduct trim check prior (c) Required Placard, P/N 13A990 stating “Conduct trim check prior
to first flight of day - (See AFM)” to be installed in clear view of to first flight of day - (See AFM)” to be installed in clear view of
pilot. pilot.
(d) Autopilot coupled Go-Around maneuvers prohibited [See Section (d) Autopilot coupled Go-Around maneuvers prohibited [See Section
4 item (a)]. 4 item (a)].
(e) Category 1 operations only. (e) Category 1 operations only.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) AUTOPILOT (a) AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilot is not In the event of an autopilot malfunction, or anytime the autopilot is not
performing as commanded, do not attempt to identify the problem performing as commanded, do not attempt to identify the problem
system. Regain control by overpowering and immediately system. Regain control by overpowering and immediately
disconnecting the autopilot. This will disable both the autotrim system disconnecting the autopilot. This will disable both the autotrim system
and the autopilot system. If the malfunction was in the auto-trim and the autopilot system. If the malfunction was in the auto-trim
system there may be residual control wheel force after the system is system there may be residual control wheel force after the system is
OFF. Be prepared for any residual trim force and retrim, a s OFF. Be prepared for any residual trim force and retrim, a s
necessary, using the aircraft's primary trim control system. necessary, using the aircraft's primary trim control system.
NOTE NOTE
Do not overpower autopilot in pitch for more than Do not overpower autopilot in pitch for more than
approximately 3 seconds as the autotrim system approximately 3 seconds as the autotrim system
will cause an increase in pitch over-power forces. will cause an increase in pitch over-power forces.

(1) Autopilot may be disconnected by: (1) Autopilot may be disconnected by:
a. Depressing “AP OFF” bar on pilot's trim switch. a. Depressing “AP OFF” bar on pilot's trim switch.
b. Depressing the AP ON-OFF switch on the programmer. b. Depressing the AP ON-OFF switch on the programmer.
c. Depressing master disconnect switch on pilot's control wheel. c. Depressing master disconnect switch on pilot's control wheel.
(2) Autotrim may be disconnected by: (2) Autotrim may be disconnected by:
a. Depressing the autopilot ON-OFF switch - OFF. a. Depressing the autopilot ON-OFF switch - OFF.
b. Placing the autotrim master switch - OFF. b. Placing the autotrim master switch - OFF.
c. Depressing master disconnect switch on pilot's control wheel. c. Depressing master disconnect switch on pilot's control wheel.
After failed system has been identified, pull system circuit breaker After failed system has been identified, pull system circuit breaker
and do not operate until the system has been corrected. and do not operate until the system has been corrected.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-114, 2 of 12 9-114, 2 of 12
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

(3) Single Engine Operations: (3) Single Engine Operations:

a. Engine failure during an autopilot approach operation: a. Engine failure during an autopilot approach operation:
Disengage autopilot, conduct remainder of approach Disengage autopilot, conduct remainder of approach
manually. manually.
b. Engine failure during normal climb, cruise, descent: b. Engine failure during normal climb, cruise, descent:
Retrim aircraft, perform normal aircraft engine out Retrim aircraft, perform normal aircraft engine out
procedures. procedures.
c. Maintain aircraft yaw trim throughout all single engine c. Maintain aircraft yaw trim throughout all single engine
operations. operations.
NOTE NOTE
Single engine operations below Single Engine Single engine operations below Single Engine
Best Rate of Climb Speed (Blue Line) may Best Rate of Climb Speed (Blue Line) may
require manual rudder application to maintain require manual rudder application to maintain
directional trim depending upon aircraft directional trim depending upon aircraft
configuration and power applied. configuration and power applied.
(4) Altitude Loss During Malfunction: (4) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent with a. An autopilot malfunction during climb, cruise or descent with
a 3 second delay in recovery initiation could result in as a 3 second delay in recovery initiation could result in as
much as 60° bank and 700' altitude loss. Maximum altitude much as 60° bank and 700' altitude loss. Maximum altitude
loss measured at 180 KIAS during descent at high altitude. loss measured at 180 KIAS during descent at high altitude.
b. An autopilot malfunction during an approach with one second b. An autopilot malfunction during an approach with one second
delay in recovery initiation could result in as much as 30° delay in recovery initiation could result in as much as 30°
bank and 100' altitude loss. Maximum altitude loss measured bank and 100' altitude loss. Maximum altitude loss measured
with one notch (10 degrees) flaps, gear down, and operating with one notch (10 degrees) flaps, gear down, and operating
either coupled or uncoupled, single or multi-engine. either coupled or uncoupled, single or multi-engine.

(b) COMPASS SYSTEM (b) COMPASS SYSTEM

(1) Emergency Operation with Optional NSD 360A (HSI) Slaved (1) Emergency Operation with Optional NSD 360A (HSI) Slaved
and/or Non-Slaved: and/or Non-Slaved:

NSD 360A NSD 360A

a. Appearance of HDG Flag: a. Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air 1. Check air supply gauge (vac or pressure) for adequate air
supply (4 in. Hg. min.). supply (4 in. Hg. min.).
2. Check compass circuit breaker. 2. Check compass circuit breaker.
3. Observe display for proper operation. 3. Observe display for proper operation.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 3 of 12, 9-115 REVISED: FEBRUARY 25, 1982 3 of 12, 9-115
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

b. To disable heading card - pull circuit breaker and use b. To disable heading card - pull circuit breaker and use
magnetic compass for directional data. magnetic compass for directional data.
NOTE NOTE
If heading card is not operational, autopilot If heading card is not operational, autopilot
should not be used. should not be used.
c. With card disabled VOR/Localizer and Glide Slope displays c. With card disabled VOR/Localizer and Glide Slope displays
are still functional; use card set to rotate card to aircraft are still functional; use card set to rotate card to aircraft
heading for correct picture. heading for correct picture.
d. Slaving Failure - (i.e. failure to self correct for gyro drift): d. Slaving Failure - (i.e. failure to self correct for gyro drift):
1. Check gyro slaving switch is set to No. 1 position (if 1. Check gyro slaving switch is set to No. 1 position (if
equipped with Slave No. 1 - No. 2 switch) or “Slaved” equipped with Slave No. 1 - No. 2 switch) or “Slaved”
position when equipped with Slaved and Free Gyro Mode position when equipped with Slaved and Free Gyro Mode
Switch. Switch.
2. Check for HDG Flag. 2. Check for HDG Flag.
3. Check compass circuit breaker. 3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter. 4. Reset heading card while observing slaving meter.
NOTE NOTE
Dead slaving meter needle or a needle displaced Dead slaving meter needle or a needle displaced
fully one direction indicates a slaving system fully one direction indicates a slaving system
failure. failure.
5. Select slaving amplifier No. 2, if equipped. If not 5. Select slaving amplifier No. 2, if equipped. If not
equipped, proceed with No. 7 below. equipped, proceed with No. 7 below.
6. Reset heading card while checking slaving meter. If 6. Reset heading card while checking slaving meter. If
proper slaving indication is not obtained, proceed with proper slaving indication is not obtained, proceed with
No. 7 below. No. 7 below.
7. Switch to free gyro mode and periodically set card as an 7. Switch to free gyro mode and periodically set card as an
unslaved gyro. unslaved gyro.
NOTE NOTE
In the localizer mode, the “TO'FROM” arrows In the localizer mode, the “TO'FROM” arrows
may remain out of view, depending upon the may remain out of view, depending upon the
design of the NAV converter used in the instal- design of the NAV converter used in the instal-
lation. lation.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-116, 4 of 12 9-116, 4 of 12
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) NORMAL OPERATING PROCEDURES (a) NORMAL OPERATING PROCEDURES
NOTE NOTE
This autopilot is equipped with an A/P “OFF” This autopilot is equipped with an A/P “OFF”
warning horn that will sound for approxi-mately warning horn that will sound for approxi-mately
4 seconds anytime the autopilot is disengaged. 4 seconds anytime the autopilot is disengaged.
This will be accompanied by an “A/P” message This will be accompanied by an “A/P” message
flash on the autopilot remote annunciator for flash on the autopilot remote annunciator for
approximately 5 seconds. approximately 5 seconds.
The horn may be silenced before the 4 second time limit is up by: The horn may be silenced before the 4 second time limit is up by:
(1) Pressing “T” bar atop command trim switch, (1) Pressing “T” bar atop command trim switch,
(2) by re-engaging the autopilot. (2) by re-engaging the autopilot.
NOTE NOTE
If this autopilot is equipped with a Flight Director If this autopilot is equipped with a Flight Director
steering horizon the F/D must be switched on steering horizon the F/D must be switched on
before the autopilot may be engaged. Any before the autopilot may be engaged. Any
autopilot mode may be pre-selected and will be autopilot mode may be pre-selected and will be
retained upon autopilot engagement. retained upon autopilot engagement.

CAUTIONS CAUTIONS
Flight Director Autopilot versions only are Flight Director Autopilot versions only are
equipped with a remote go-around switch. When equipped with a remote go-around switch. When
G/A mode is selected the AUTOPILOT WILL G/A mode is selected the AUTOPILOT WILL
DISCONNECT and warning horn will sound. DISCONNECT and warning horn will sound.
Pilot may use Flight Director steering for missed Pilot may use Flight Director steering for missed
approach guidance. After aircraft is stabilized in approach guidance. After aircraft is stabilized in
a proper climb with gear and flaps up, the a proper climb with gear and flaps up, the
autopilot may be re-engaged and will retain G/A autopilot may be re-engaged and will retain G/A
mode. Autopilot only (no Flight D i r e c t o r ) mode. Autopilot only (no Flight D i r e c t o r )
versions do not have a G/A switch. versions do not have a G/A switch.
If glide slope coupling is not desired while If glide slope coupling is not desired while
operating on the localizer use NAV or REV mode operating on the localizer use NAV or REV mode
instead of APPR mode. instead of APPR mode.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
5 of 12, 9-117 5 of 12, 9-117
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

CAUTION CAUTION
Refer to Edo-Aire Mitchell Century 41 Operator's Refer to Edo-Aire Mitchell Century 41 Operator's
Manual, P/N 68S803, dated 1-79 for additional Manual, P/N 68S803, dated 1-79 for additional
System Description and Normal Operating System Description and Normal Operating
Procedures. Procedures.
(b) PREFLIGHT PROCEDU RES (b) PREFLIGHT PROCEDU RES
NOTE NOTE
During system functional check the system must During system functional check the system must
be provided adequate D.C. voltage (12.0 VDC be provided adequate D.C. voltage (12.0 VDC
min.) and instrument air (4.2 in. Hg. min.). It is min.) and instrument air (4.2 in. Hg. min.). It is
recommended that one engine be operating recommended that one engine be operating
(minimum) to provide the necessary power and (minimum) to provide the necessary power and
that the aircraft be positioned in a level attitude, that the aircraft be positioned in a level attitude,
during the functional check. during the functional check.
(1) AUTOPILOT (F/D Switch ON if F/D Equipped) (1) AUTOPILOT (F/D Switch ON if F/D Equipped)
a. Engage autopilot by pushing programmer OFF - ON switch a. Engage autopilot by pushing programmer OFF - ON switch
ON. ON.
b. Rotate D.G. HDG bug left then right and verify that control b. Rotate D.G. HDG bug left then right and verify that control
wheel movement corresponds to HDG command input. wheel movement corresponds to HDG command input.
c. Press pitch modifier button first up then down and note that c. Press pitch modifier button first up then down and note that
pitch control follows pitch command input. Autotrim should pitch control follows pitch command input. Autotrim should
follow pitch command input after approximately three follow pitch command input after approximately three
second delay. second delay.
d. Grasp control wheel and override roll and pitch servo d. Grasp control wheel and override roll and pitch servo
actuators to assure override capability. actuators to assure override capability.
e. Hold control yoke and disengage autopilot by activating the e. Hold control yoke and disengage autopilot by activating the
control wheel trim switch. control wheel trim switch.
f. Check controls through full travel in roll and pitch to assure f. Check controls through full travel in roll and pitch to assure
complete autopilot disengagement. complete autopilot disengagement.
g. Retrim aircraft for takeoff. g. Retrim aircraft for takeoff.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-118, 6 of 12 9-118, 6 of 12
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

(c) TRIM SYSTEM (c) TRIM SYSTEM

The autopilot is provided with an electric elevator trim system having The autopilot is provided with an electric elevator trim system having
two modes of operation. When the autopilot is engaged and the trim two modes of operation. When the autopilot is engaged and the trim
master switch is ON, automatic electric trim (autotrim) is provided. master switch is ON, automatic electric trim (autotrim) is provided.
When the autopilot is disengaged, command electric elevator trim is When the autopilot is disengaged, command electric elevator trim is
available by use of the control wheel switch provided or by use of the available by use of the control wheel switch provided or by use of the
primary trim control wheel. The electric elevator trim system has been primary trim control wheel. The electric elevator trim system has been
designed to withstand any type of single failure, either mechanical or designed to withstand any type of single failure, either mechanical or
electrical, without uncontrolled operation resulting. The automated electrical, without uncontrolled operation resulting. The automated
system self test circuit provided, in conjunction with a functional system self test circuit provided, in conjunction with a functional
check, described below will uncover internal failures that otherwise check, described below will uncover internal failures that otherwise
could remain undetected and thus compromise the fail-safe properties could remain undetected and thus compromise the fail-safe properties
of the system. Proper operation of the system is, therefore, predicated of the system. Proper operation of the system is, therefore, predicated
on conducting the following preflight check first flight of each day. on conducting the following preflight check first flight of each day.
If the trim system fails any portion of this test, turn the trim switch If the trim system fails any portion of this test, turn the trim switch
OFF and pull the trim circuit breaker, until the system is corrected. OFF and pull the trim circuit breaker, until the system is corrected.

The command electric trim switch on the left portion of the pilot's The command electric trim switch on the left portion of the pilot's
control wheel has two functions: control wheel has two functions:
(1) When the top bar (AP OFF) is pressed, it disconnects the (1) When the top bar (AP OFF) is pressed, it disconnects the
autopilot. autopilot.
(2) When the top bar is pressed and the rocker is moved forward, nose (2) When the top bar is pressed and the rocker is moved forward, nose
down trim will occur; when moved aft, nose up trim will occur. down trim will occur; when moved aft, nose up trim will occur.

Command Trim - Before the First Flight of Each Day Command Trim - Before the First Flight of Each Day
(1) Trim master switch - ON. (1) Trim master switch - ON.
(2) Verify normal trim UP and DOWN operation with control wheel (2) Verify normal trim UP and DOWN operation with control wheel
switch. switch.
(3) Press - center bar only - then release center bar. (3) Press - center bar only - then release center bar.
(4) Push rocker fore and aft - only. Trim should not operate with either (4) Push rocker fore and aft - only. Trim should not operate with either
separate action. separate action.

Any failure of the preceding operations indicates that a failure exists in Any failure of the preceding operations indicates that a failure exists in
the system and the Command Trim shall not be operated until the the system and the Command Trim shall not be operated until the
failure has been identified and corrected. failure has been identified and corrected.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
7 of 12, 9-119 7 of 12, 9-119
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

Autotrim - Before the First Flight of Each Day Autotrim - Before the First Flight of Each Day
(1) Check trim master switch ON, autopilot OFF. (1) Check trim master switch ON, autopilot OFF.
(2) Press and hold TEST pushbutton on Mode Annunciator. (2) Press and hold TEST pushbutton on Mode Annunciator.
Verify the following sequence. (Each sequence will last Verify the following sequence. (Each sequence will last
approximately two seconds): approximately two seconds):
a. All annunciations light with FAIL and AP flashing. a. All annunciations light with FAIL and AP flashing.
b. Autotrim flashes, goes steady, then flashes. b. Autotrim flashes, goes steady, then flashes.
c. All lights go steady. c. All lights go steady.
d. After three to five seconds, AUTOTRIM and FAIL flash d. After three to five seconds, AUTOTRIM and FAIL flash
continually. continually.
(3) With TEST button on the Mode Annunciator still depressed, verify (3) With TEST button on the Mode Annunciator still depressed, verify
Trim will not operate in either direction with the Control Wheel Trim will not operate in either direction with the Control Wheel
Switch. Switch.
(4) Release TEST pushbutton. All lights except HDG and ATT shall (4) Release TEST pushbutton. All lights except HDG and ATT shall
extinguish. extinguish.
Any deviation from the above sequence indicates that a failure Any deviation from the above sequence indicates that a failure
exists in either the primary system or in the monitor circuits. The exists in either the primary system or in the monitor circuits. The
autopilot and trim system shall not be operated until the failure has autopilot and trim system shall not be operated until the failure has
been identified and corrected. been identified and corrected.
CAUTION CAUTION
Recheck trim position prior to initiating takeoff. Recheck trim position prior to initiating takeoff.

(d) FLIGHT DIRECTOR (d) FLIGHT DIRECTOR

(1) Check circuit breaker - IN. (1) Check circuit breaker - IN.
(2) Flight director switch on steering horizon - ON. (Adjacent to (2) Flight director switch on steering horizon - ON. (Adjacent to
instrument on single cue horizon) instrument on single cue horizon)
(3) Pitch modifier DN-UP - check pitch steering indicator moves (3) Pitch modifier DN-UP - check pitch steering indicator moves
appropriately. appropriately.
(4) HDG bug RT-LT - check roll steering indicator moves (4) HDG bug RT-LT - check roll steering indicator moves
appropriately. appropriately.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-120, 8 of 12 REVISED: FEBRUARY 25, 1982 9-120, 8 of 12 REVISED: FEBRUARY 25, 1982
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

(e) COMPASS SYSTEM (NSD 360A) (e) COMPASS SYSTEM (NSD 360A)
(For other compass systems, refer to appropriate manufacturer's (For other compass systems, refer to appropriate manufacturer's
instructions) instructions)
(1) Check slaving switch in slave or slave 1 or 2 position, as (1) Check slaving switch in slave or slave 1 or 2 position, as
appropriate. (Slaving systems with R.M.I. output provide only appropriate. (Slaving systems with R.M.I. output provide only
slave and free gyro positions.) slave and free gyro positions.)
(2) Rotate card to center slaving meter - check HDG displayed with (2) Rotate card to center slaving meter - check HDG displayed with
magnetic compass HDG. magnetic compass HDG.
(3) Perform standard VOR receiver check. (3) Perform standard VOR receiver check.
(4) NAV-APPR - Engage NAV or APPR mode switch and observe (4) NAV-APPR - Engage NAV or APPR mode switch and observe
steering bar indicates turn toward the VOR needle. steering bar indicates turn toward the VOR needle.
NOTE NOTE
If the Omni Bearing Selector is more than 45° If the Omni Bearing Selector is more than 45°
from the aircraft heading, the flight director from the aircraft heading, the flight director
steering bar will only indicate a turn toward the steering bar will only indicate a turn toward the
omni bearing. omni bearing.
(f) IN-FLIGHT PROCEDURE - FLIGHT DIRECTOR (f) IN-FLIGHT PROCEDURE - FLIGHT DIRECTOR
(1) Century 41 circuit breaker - IN. Flight director switch - ON. (1) Century 41 circuit breaker - IN. Flight director switch - ON.
(2) Adjust HDG bug to aircraft heading and select desired pitch (2) Adjust HDG bug to aircraft heading and select desired pitch
attitude by activation of the CWS (Pitch Synch) switch or the attitude by activation of the CWS (Pitch Synch) switch or the
modifier switch. modifier switch.
(3) Maneuver aircraft manually to satisfy the commands presented. (3) Maneuver aircraft manually to satisfy the commands presented.
Select other modes as desired; refer to Century 41 Operator's Select other modes as desired; refer to Century 41 Operator's
Manual for mode description. Manual for mode description.

(g) IN-FLIGHT PROCEDURE - AUTOPILOT/FLIGHT DIRECTOR (g) IN-FLIGHT PROCEDURE - AUTOPILOT/FLIGHT DIRECTOR
AUTOPILOT AUTOPILOT
(1) Flight director switch - ON, if F/D equipped. Rotate heading bug (1) Flight director switch - ON, if F/D equipped. Rotate heading bug
to desired heading. to desired heading.
(2) Trim aircraft for existing flight condition (all axes). Engage (2) Trim aircraft for existing flight condition (all axes). Engage
autopilot. autopilot.
(3) During maneuvering flight-control aircraft through use of the (3) During maneuvering flight-control aircraft through use of the
HDG bug and the pitch modifier. (HDG-ATT modes) (For use of HDG bug and the pitch modifier. (HDG-ATT modes) (For use of
pitch synch switch see Operator's Manual.) pitch synch switch see Operator's Manual.)
(4) For navigation operations select modes as required by the (4) For navigation operations select modes as required by the
operation being conducted and in accordance with the mode operation being conducted and in accordance with the mode
description provided in Operator's Manual. For specific description provided in Operator's Manual. For specific
instructions relating to coupled instrument approach instructions relating to coupled instrument approach
operations, refer to Special Operations and Information operations, refer to Special Operations and Information
Section 4 item (i). Section 4 item (i).

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
9 of 12, 9-121 9 of 12, 9-121
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

(h) IN-FLIGHT PROCEDURE - COMMAND/AUTOTRIM SYSTEM (h) IN-FLIGHT PROCEDURE - COMMAND/AUTOTRIM SYSTEM
(1) Trim master switch - ON. (1) Trim master switch - ON.
(2) When the autopilot is engaged, pitch trim is accomplished and (2) When the autopilot is engaged, pitch trim is accomplished and
maintained automatically. maintained automatically.
(3) With the autopilot OFF, command trim is obtained by pressing and (3) With the autopilot OFF, command trim is obtained by pressing and
rocking the combination TRIM-AP disconnect bar on the pilot's rocking the combination TRIM-AP disconnect bar on the pilot's
control wheel trim switch. control wheel trim switch.

(i) SPECIAL OPERATIONS AND INFORMATION (i) SPECIAL OPERATIONS AND INFORMATION
(1) Altitude Hold Operation: (1) Altitude Hold Operation:
For best results, reduce rate of climb or descent to 1000 FPM For best results, reduce rate of climb or descent to 1000 FPM
before engaging altitude hold mode. before engaging altitude hold mode.
(2) Instrument Approach Operations: (2) Instrument Approach Operations:
Initial and/or intermediate approach segments should be Initial and/or intermediate approach segments should be
conducted between 95-110 KIAS with a maximum of 10° conducted between 95-110 KIAS with a maximum of 10°
flaps extended as desired. Upon intercepting the glide path or flaps extended as desired. Upon intercepting the glide path or
when passing the final approach fix (FAF) immediately lower when passing the final approach fix (FAF) immediately lower
the landing gear and reduce the power for approximately 90-95 the landing gear and reduce the power for approximately 90-95
KIAS on the final approach segment. Adjust power as necessary KIAS on the final approach segment. Adjust power as necessary
during remainder of approach to maintain correct airspeed. during remainder of approach to maintain correct airspeed.
Monitor course guidance information (raw data) throughout the Monitor course guidance information (raw data) throughout the
approach. All power changes should be of small magnitude and approach. All power changes should be of small magnitude and
smoothly applied for best tracking per-formance. Do not smoothly applied for best tracking per-formance. Do not
change aircraft configuration during approach while autopilot is change aircraft configuration during approach while autopilot is
engaged. For approaches without glide path coupling, adjust engaged. For approaches without glide path coupling, adjust
pitch attitude in conjunction with power to maintain desired pitch attitude in conjunction with power to maintain desired
airspeed and descent rate. airspeed and descent rate.
NOTE NOTE
Flight director or autopilot will not decouple from Flight director or autopilot will not decouple from
the GS or localizer in the event of radio failure, the GS or localizer in the event of radio failure,
however, warnings will flash in the mode however, warnings will flash in the mode
appropriate to the failure. Monitor course appropriate to the failure. Monitor course
guidance raw data during the approach to assure guidance raw data during the approach to assure
signal quality. signal quality.

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-122, 10 of 12 REVISED: SEPTEMBER 17, 1984 9-122, 10 of 12 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18

(3) Instrument Approach Go-Around Maneuver (Flight Director (3) Instrument Approach Go-Around Maneuver (Flight Director
Version Only): Version Only):
a. Select GA mode at the remote GA switch. Autopilot will a. Select GA mode at the remote GA switch. Autopilot will
disconnect and warning horn will sound. disconnect and warning horn will sound.
b. Add takeoff power, or power as desired. b. Add takeoff power, or power as desired.
c. Check the correct attitude and that a positive rate of climb c. Check the correct attitude and that a positive rate of climb
is indicated, then raise gear and flaps. is indicated, then raise gear and flaps.
d. Pilot may hand fly aircraft with reference to flight director d. Pilot may hand fly aircraft with reference to flight director
steering information. steering information.
e. After aircraft is established in climb, gear and flaps up e. After aircraft is established in climb, gear and flaps up
autopilot may be re-engaged by pushing “ON” button on autopilot may be re-engaged by pushing “ON” button on
console if flight director steering is switched on. console if flight director steering is switched on.
f. Set desired HDG and select HDG mode for lateral f. Set desired HDG and select HDG mode for lateral
maneuvering. maneuvering.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110
REVISED: FEBRUARY 25, 1982 11 of 12, 9-123 REVISED: FEBRUARY 25, 1982 11 of 12, 9-123
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 18 PA-34-220T, SENECA III SUPPLEMENT 18 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: APRIL 21, 1981 REPORT: VB-1110 ISSUED: APRIL 21, 1981
9-124, 12 of 12 9-124, 12 of 12
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 19 SUPPLEMENT NO. 19

FOR FOR
BENDIX RDR-160XD/IN-232A WEATHER RADAR SYSTEM BENDIX RDR-160XD/IN-232A WEATHER RADAR SYSTEM

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Bendix RDR-160XD/IN-232A Weather Radar airplane when the optional Bendix RDR-160XD/IN-232A Weather Radar
System is installed in accordance with “FAA Approved” Piper data. The System is installed in accordance with “FAA Approved” Piper data. The
information contained within this supplement is to be used in conjunction with information contained within this supplement is to be used in conjunction with
the complete handbook. the complete handbook.
This supplement has been “FAA Approved” and must remain in this This supplement has been “FAA Approved” and must remain in this
handbook at all times when the optional Bendix RDR-160XD/IN-232A handbook at all times when the optional Bendix RDR-160XD/IN-232A
Weather Radar System is installed. Weather Radar System is installed.

FAA APPROVED_ FAA APPROVED_

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110
1 of 6, 9-125 1 of 6, 9-125
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

No changes to the basic limitations provided by Section 2 of this Pilot's No changes to the basic limitations provided by Section 2 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by Section 3 of No changes to the basic Emergency Procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) EQUIPMENT OPERATION AND CONTROLS (a) EQUIPMENT OPERATION AND CONTROLS
(1) RDR-160XD/IN-232A CONTROLS AND DISPLAYS (1) RDR-160XD/IN-232A CONTROLS AND DISPLAYS
Controls and displays for the RDR-160XD/IN-232A Weather Controls and displays for the RDR-160XD/IN-232A Weather
Radar System are listed in Table 4-3, with a functional description. Radar System are listed in Table 4-3, with a functional description.
Location of the controls and displays is shown in Figure 4-1. All Location of the controls and displays is shown in Figure 4-1. All
operating controls and displays are located on the the indicator. operating controls and displays are located on the the indicator.

SCREEN
BRIGHTNESS RADAR RECEIVER
CONTROL GAIN CONTROL

TRACK CURSOR
PRESS TO SELECT CBUTTON POSmONEDI
WEATHER MODE .------:,u,._.- PRESS TO
RETAIN DISPI.AY
RANGE MARK
C30MILEI
L.:::nn-- PRESS TO INCREASE
RANGE

U-ttt--PAESS TO DECREASE
RANGE

ANTENNA TILT CONTROL

FUNCTION SWITCH

USED ONLY WITH

USED ONLY WITH OPTIONAL EQUIPMENT
OPTIONAL EQUIPMENT COISP\AYS UP TO TEN PILOT
CNAV PLUS WEATHER! PROGRAMMED WAYPOINTSI

IN-232A CONTROLS AND DISPLAYS

IN-232A CONTROLS AND DISPLAYS
Figure 4-1
Figure 4-1

REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982
9-126, 2 of 6 9-126, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
Function selector 1. OFF position removes primary power from the Function selector 1. OFF position removes primary power from the
system. system.
2. STBY position places system in the standby 2. STBY position places system in the standby
condition during warm-up period and when condition during warm-up period and when
the system is not in use. No display. the system is not in use. No display.
3. TEST position selects test function to de- 3. TEST position selects test function to de-
termine operability of the system. A test termine operability of the system. A test
pattern is displayed. NO transmission exists pattern is displayed. NO transmission exists
in the TEST condition. in the TEST condition.
4. ON position selects the condition for normal 4. ON position selects the condition for normal
operation. Radar transmission exists in the operation. Radar transmission exists in the
ON position. ON position.
[ ] RANGE Clears the display and places the indicator in [ t ] RANGE Clears the display and places the indicator in
button the next lower range each time the button is button the next lower range each time the button is
pressed (eg: 40 to 20), until minimum range is pressed (eg: 40 to 20), until minimum range is
reached. reached.
TILT control Electrically adjusts the antenna to move the TILT control Electrically adjusts the antenna to move the
radar beam up to +15 degrees above the hori- radar beam up to +15 degrees above the hori-
zontal, or to a maximum of -15 degrees below zontal, or to a maximum of -15 degrees below
the horizontal position. The horizontal posi- tion the horizontal position. The horizontal posi- tion
is indicated as zero degrees on the control. is indicated as zero degrees on the control.
TRACK [ ] When pressed, a yellow track cursor line ap- TRACK [ ] When pressed, a yellow track cursor line ap-
button pears and moves to the right (in one degree steps) button pears and moves to the right (in one degree steps)
while the button is held depressed. The track while the button is held depressed. The track
cursor stops when the button is released, and cursor stops when the button is released, and
remains for about 10 to 15 seconds, then remains for about 10 to 15 seconds, then
disappears unless the button is pressed again. The disappears unless the button is pressed again. The
differential heading will be indicated in yellow differential heading will be indicated in yellow
numerals in the upper left corner of the display, numerals in the upper left corner of the display,
and disappears simultaneously with the track and disappears simultaneously with the track
cursor. cursor.

CONTROL/DISPLAY FUNCTIONS CONTROL/DISPLAY FUNCTIONS

Table 4-3 Table 4-3

ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110
3 of 6, 9-127 3 of 6, 9-127
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION

TRACK [
button
] When pressed, the yellow track cursor appears
and moves to the left while held depressed.
Operation is as explained above.
TRACK [
button - ] When pressed, the yellow track cursor appears
and moves to the left while held depressed.
Operation is as explained above.

GAIN control Varies the radar receiver gain when in the MAP GAIN control Varies the radar receiver gain when in the MAP
mode. Gain and the STC are preset in TEST mode. Gain and the STC are preset in TEST
function and in the WX and WXA modes. function and in the WX and WXA modes.

BRT control Adjusts brightness of the display for varying BRT control Adjusts brightness of the display for varying
cockpit light conditions. cockpit light conditions.

NAV button Operational only when optional IU-2023A NAV button Operational only when optional IU-2023A
(push-on/push-off) Remote Computer Unit is connected. When (push-on/push-off) Remote Computer Unit is connected. When
actuated, provides NAV information super- actuated, provides NAV information super-
imposed over the MODE selected (WX, WXA, or imposed over the MODE selected (WX, WXA, or
MAP). If interface is not connected, the words MAP). If interface is not connected, the words
NO NAV will be displayed in the lower left NO NAV will be displayed in the lower left
corner. corner.

[ ] RANGE Clears the display and advances the indicator [ ] RANGE Clears the display and advances the indicator
button to the next higher range each time the button is button to the next higher range each time the button is
pressed (eg: 20 to 40, 40 to 80, etc.), until 240 mile pressed (eg: 20 to 40, 40 to 80, etc.), until 240 mile
range is reached. The range selected is dis- played range is reached. The range selected is dis- played
in the upper right corner (on the last range mark), in the upper right corner (on the last range mark),
and the distance to each of the other range marks and the distance to each of the other range marks
circles is displayed along the right edge of the circles is displayed along the right edge of the
circles (arcs). circles (arcs).

CONTROL/DISPLAY FUNCTIONS (cont) CONTROL/DISPLAY FUNCTIONS (cont)

Table 4-3 (cont) Table 4-3 (cont)

REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982
9-128, 4 of 6 9-128, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19

CONTROL/ CONTROL/
DISPLAY FUNCTION DISPLAY FUNCTION
HOLD pushbutton Retains the display (NAV and weather) when HOLD pushbutton Retains the display (NAV and weather) when
(push-on/ push-off) button is actuated (push-on). The word HOLD (push-on/ push-off) button is actuated (push-on). The word HOLD
flashes in the upper left corner of the display. The flashes in the upper left corner of the display. The
weather or ground mapping image last pre- sented weather or ground mapping image last pre- sented
is retained (frozen) on indicator display in order is retained (frozen) on indicator display in order
to evaluate the significance of storm cell to evaluate the significance of storm cell
movement. Switching back to normal op- movement. Switching back to normal op-
eration (pressing HOLD pushbutton a second eration (pressing HOLD pushbutton a second
time) reveals direction and distance of target time) reveals direction and distance of target
movement during HOLD period. In HOLD, the movement during HOLD period. In HOLD, the
antenna continues to scan and a non-updated antenna continues to scan and a non-updated
display will continue to be presented as long as display will continue to be presented as long as
power is supplied to the system. A change in power is supplied to the system. A change in
range selection, with indicator in HOLD results range selection, with indicator in HOLD results
in a blank screen. in a blank screen.
Wx pushbutton Selects the weather mode (Wx) when pressed. Wx pushbutton Selects the weather mode (Wx) when pressed.
Pushbutton switch returns to normal position Pushbutton switch returns to normal position
when released. “WX” appears in display. when released. “WX” appears in display.
WxA pushbutton Selects weather alert mode (WxA) when WxA pushbutton Selects weather alert mode (WxA) when
(push-on/push-off) pressed. Red area flashes. Returns to previous (push-on/push-off) pressed. Red area flashes. Returns to previous
mode (Wx or MAP) upon push-off. mode (Wx or MAP) upon push-off.
MAP pushbutton Selects ground mapping mode (MAP) when MAP pushbutton Selects ground mapping mode (MAP) when
pressed. Mechanical operation same as Wx. pressed. Mechanical operation same as Wx.
FLT LOG Operational only when optional NAV equip- FLT LOG Operational only when optional NAV equip-
pushbutton ment is connected. When actuated, will display pushbutton ment is connected. When actuated, will display
the flight log information stored in the optional the flight log information stored in the optional
NAV programmer. Ten waypoints and course NAV programmer. Ten waypoints and course
information may be displayed (e.g., from NP- information may be displayed (e.g., from NP-
2041A). If a Remote Computer Unit is not 2041A). If a Remote Computer Unit is not
connected, the words “NO LOG” appear in the connected, the words “NO LOG” appear in the
lower left corner. lower left corner.

CONTROL/DISPLAY FUNCTIONS (cont) CONTROL/DISPLAY FUNCTIONS (cont)

Table 4-3 (cont) Table 4-3 (cont)

ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110
5 of 6, 9-129 5 of 6, 9-129
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 19 PA-34-220T, SENECA III SUPPLEMENT 19 PA-34-220T, SENECA III

(b) OPERATING PRECAUTIONS (b) OPERATING PRECAUTIONS

WARNING WARNING
Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or con- operations or in the vicinity of trucks or con-
tainers accommodating flammables or ex- tainers accommodating flammables or ex-
plosives. Do not allow personnel within 15 feet plosives. Do not allow personnel within 15 feet
of area being scanned by antenna when system is of area being scanned by antenna when system is
transmitting. transmitting.
(1) Flash bulbs can be exploded by radar energy. (1) Flash bulbs can be exploded by radar energy.
(2) Since storm patterns are never stationary, the display is con-stantly (2) Since storm patterns are never stationary, the display is con-stantly
changing. Continued observation is always advisable i n changing. Continued observation is always advisable i n
stormy areas. stormy areas.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of the Pilot's No changes to the basic performance provided by Section 5 of the Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982 REPORT: VB-1110 ISSUED: FEBRUARY 25, 1982
9-130, 6 of 6 9-130, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 20 PA-34-220T, SENECA III SUPPLEMENT 20

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 20 SUPPLEMENT NO. 20

FOR FOR
EDO-AVIONICS COMMAND ELECTRIC TRIM SYSTEM EDO-AVIONICS COMMAND ELECTRIC TRIM SYSTEM
MODEL AK923 MODEL AK923

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement is to acquaint the pilot with the operation of the EDO- This supplement is to acquaint the pilot with the operation of the EDO-
Avionics Command Electric Trim System Model AK923 as installed in the Avionics Command Electric Trim System Model AK923 as installed in the
PA-34-220T Seneca III in accordance with “FAA Approved” Piper data. The PA-34-220T Seneca III in accordance with “FAA Approved” Piper data. The
airplane must be operated within the limitations herein specified. airplane must be operated within the limitations herein specified.
This supplement has been “FAA Approved” based on EDO-Avionics STC This supplement has been “FAA Approved” based on EDO-Avionics STC
SA3422SW-D and must remain in this handbook at all times when the optional SA3422SW-D and must remain in this handbook at all times when the optional
EDO-Avionics Command Electric Trim System Model AK923 is installed. EDO-Avionics Command Electric Trim System Model AK923 is installed.

FAA APPROVED FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110
1 of 4, 9-131 1 of 4, 9-131
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 20 PA-34-220T, SENECA III SUPPLEMENT 20 PA-34-220T, SENECA III

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) Placards (a) Placards

In full view of pilot: In full view of pilot:

CONDUCT TRIM CHECK PRIOR TO FLIGHT CONDUCT TRIM CHECK PRIOR TO FLIGHT

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

(a) AUTOPILOT MALFUNCTION (a) AUTOPILOT MALFUNCTION
(1) Overpower control wheel forces initially, and depress and hold the (1) Overpower control wheel forces initially, and depress and hold the
master interrupt switch on the control wheel. This will stop all master interrupt switch on the control wheel. This will stop all
trim action. trim action.
(2) Retrim aircraft with manual trim system to alleviate control force. (2) Retrim aircraft with manual trim system to alleviate control force.
(3) Move the trim master switch to the OFF position. (3) Move the trim master switch to the OFF position.
(4) Release interrupt switch while observing trim wheel to assure that (4) Release interrupt switch while observing trim wheel to assure that
the trim system is disabled. the trim system is disabled.
(5) Pull trim circuit breaker. Leave circuit breaker open until the trim (5) Pull trim circuit breaker. Leave circuit breaker open until the trim
system is corrected. system is corrected.

SECTION 4- NORMAL PROCEDURES SECTION 4- NORMAL PROCEDURES

(a) PRE-FLIGHT INSPECTION - BEFORE EACH FLIGHT (a) PRE-FLIGHT INSPECTION - BEFORE EACH FLIGHT
(1) Circuit breaker - IN. (1) Circuit breaker - IN.
(2) Trim master switch - ON. (2) Trim master switch - ON.
(3) Depress switch center bar and rock switch fore (down) and aft (up) (3) Depress switch center bar and rock switch fore (down) and aft (up)
- check that trim operates in correct direction both Up and Down. - check that trim operates in correct direction both Up and Down.
(4) Release trim switch. Depress only the center bar - Trim should not (4) Release trim switch. Depress only the center bar - Trim should not
operate. operate.
(5) Rock switch fore and aft only - (Do not depress center bar.) Trim (5) Rock switch fore and aft only - (Do not depress center bar.) Trim
should not operate. should not operate.
(6) Operate trim normally - grasp trim wheel and check that trim may (6) Operate trim normally - grasp trim wheel and check that trim may
be overpowered by hand. be overpowered by hand.
(7) Operate trim Up or Down - Depress Interrupt Switch - Check that (7) Operate trim Up or Down - Depress Interrupt Switch - Check that
trim action stops. trim action stops.

REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983
9-132, 2 of 4 9-132, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 20 PA-34-220T, SENECA III SUPPLEMENT 20

If the trim system fails any portion of the above check procedures, If the trim system fails any portion of the above check procedures,
turn the trim master switch OFF and do not operate the trim system turn the trim master switch OFF and do not operate the trim system
until the system is corrected. This trim system has been designed to until the system is corrected. This trim system has been designed to
require two separate failures before uncontrolled operation can occur. require two separate failures before uncontrolled operation can occur.
The pre-flight inspection procedure is established to identify a system The pre-flight inspection procedure is established to identify a system
failure that might otherwise go undetected. failure that might otherwise go undetected.
(b) IN-FLIGHT PROCEDURES (b) IN-FLIGHT PROCEDURES
Depress center bar and move switch rocker fore or aft to obtain Depress center bar and move switch rocker fore or aft to obtain
electric trim nose down or up. Release switch to stop trimming. electric trim nose down or up. Release switch to stop trimming.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No changes to the basic performance provided by Section 5 of this Pilot's No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are necessary for this supplement. Operating Handbook are necessary for this supplement.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the delivered weight Factory installed optional equipment is included in the delivered weight
and balance data in Section 6 of the basic Pilot's Operating Handbook. and balance data in Section 6 of the basic Pilot's Operating Handbook.

ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110
3 of 4, 9-133 3 of 4, 9-133
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 20 PA-34-220T, SENECA III SUPPLEMENT 20 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983 REPORT: VB-1110 ISSUED: SEPTEMBER 23, 1983
9-134, 4 of 4 9-134, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 21 SUPPLEMENT NO. 21

FOR FOR
CENTURY 31 AUTOPILOT MODEL AK895 CENTURY 31 AUTOPILOT MODEL AK895

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the Century 31 Autopilot System FAA Approved Airplane Flight Manual when the Century 31 Autopilot System
Model AK895 is installed in accordance with STC SA3390SW-D. The Model AK895 is installed in accordance with STC SA3390SW-D. The
information contained herein supplements or supersedes the infor-mation in information contained herein supplements or supersedes the infor-mation in
the basic Pilot's Operating Handbook and FAA Approved Airplane Flight the basic Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic performance information not contained in this supplement, consult the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED _ FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL: February 10, 1984 DATE OF APPROVAL: February 10, 1984

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
1 of 20, 9-135 1 of 20, 9-135
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Century 31 Autopilot Model AK895 is installed in airplane when the optional Century 31 Autopilot Model AK895 is installed in
accordance with “FAA Approved” Piper data. accordance with “FAA Approved” Piper data.

SECTION 2- LIMITATIONS SECTION 2- LIMITATIONS

(a) Autopilot OFF during takeoff and landing. (a) Autopilot OFF during takeoff and landing.
(b) Maximum airspeed for autopilot operation is 180 KIAS. (b) Maximum airspeed for autopilot operation is 180 KIAS.
(c) Autopilot operation prohibited with more than 2 notches (25°) (c) Autopilot operation prohibited with more than 2 notches (25°)
flaps extended. flaps extended.
(d) Autopilot coupled single-engine approaches to be conducted at 90 (d) Autopilot coupled single-engine approaches to be conducted at 90
KIAS or faster. with flaps up. KIAS or faster. with flaps up.
(e) Category I operations only. (e) Category I operations only.
(f) Placard - in full view of the pilot: (f) Placard - in full view of the pilot:

CONDUCT TRIM CHECK CONDUCT TRIM CHECK

PRIOR TO FIRST FLIGHT PRIOR TO FIRST FLIGHT
OF DAY (SEE AFM). OF DAY (SEE AFM).

SECTION 3- EMERGENCY PROCEDURE.S SECTION 3- EMERGENCY PROCEDURE.S

(a) AUTOPILOT (a) AUTOPILOT
In the event of an autopilot malfunction, or anytime the autopilot is not In the event of an autopilot malfunction, or anytime the autopilot is not
performing as commanded, do not attempt to identify the problem performing as commanded, do not attempt to identify the problem
system. Regain control of the aircraft by overpowering and system. Regain control of the aircraft by overpowering and
immediately disconnecting the autopilot. Be prepared for any residual immediately disconnecting the autopilot. Be prepared for any residual
trim force and retrim, as necessary, using the aircraft's primary trim trim force and retrim, as necessary, using the aircraft's primary trim
control. control.
CAUTION CAUTION
Do not overpower autopilot in pitch for more than Do not overpower autopilot in pitch for more than
approximately 3 seconds as the autotrim system approximately 3 seconds as the autotrim system
will cause an increase in pitch over-power forces. will cause an increase in pitch over-power forces.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-136, 2 of 20 9-136, 2 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

(1) Autopilot may be disconnected by: (1) Autopilot may be disconnected by:
a. Pressing “AP OFF” bar on pilot's trim switch. a. Pressing “AP OFF” bar on pilot's trim switch.
b. Pressing the AP ON-OFF switch on the programmer OFF. b. Pressing the AP ON-OFF switch on the programmer OFF.
c. Depressing Master Disconnect/Trim Interrupt switch. c. Depressing Master Disconnect/Trim Interrupt switch.
d. Pulling the AP System Circuit breaker OFF. d. Pulling the AP System Circuit breaker OFF.
(2) Autotrim may be disconnected by: (2) Autotrim may be disconnected by:
a. Any action in (1) above, or a. Any action in (1) above, or
b. Pulling the trim system circuit breaker OFF. b. Pulling the trim system circuit breaker OFF.
After failed system has been identified, leave system circuit After failed system has been identified, leave system circuit
breaker open and do not operate until the system failure has breaker open and do not operate until the system failure has
been identified and corrected. been identified and corrected.
(3) Altitude Loss During Malfunction: (3) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent with a. An autopilot malfunction during climb, cruise or descent with
a 3 second delay in recovery initiation could result in as a 3 second delay in recovery initiation could result in as
much as 60° of bank and 500 foot altitude loss. Maximum much as 60° of bank and 500 foot altitude loss. Maximum
altitude loss was recorded at 180 KIAS during descent. altitude loss was recorded at 180 KIAS during descent.
b. An autopilot malfunction during an approach (single engine, b. An autopilot malfunction during an approach (single engine,
gear down, flaps up) with a 1 second delay in recovery gear down, flaps up) with a 1 second delay in recovery
initiation could result in as much as 18° bank and 120 foot initiation could result in as much as 18° bank and 120 foot
altitude loss. altitude loss.
(4) Single Engine Operations: (4) Single Engine Operations:
a. Engine failure during approach operation: Disengage a. Engine failure during approach operation: Disengage
autopilot, conduct remainder of approach manually. autopilot, conduct remainder of approach manually.
b. Engine failure during climb. cruise or descent: Retrim b. Engine failure during climb. cruise or descent: Retrim
aircraft, perform aircraft engine inoperative procedures. aircraft, perform aircraft engine inoperative procedures.
c. Maintain aircraft Yaw Trim throughout all single engine c. Maintain aircraft Yaw Trim throughout all single engine
operations, either by aircraft rudder trim or manual rudder operations, either by aircraft rudder trim or manual rudder
application. application.

(b) COMPASS SYSTEM (b) COMPASS SYSTEM

(1) Emergency Operation with Optional NSD 360A (HSI) Slaved (1) Emergency Operation with Optional NSD 360A (HSI) Slaved
and/or Non-Slaved: and/or Non-Slaved:
a. Appearance of HDG Flag: a. Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate air 1. Check air supply gauge (vac or pressure) for adequate air
supply (4.2 in. Hg. min.). supply (4.2 in. Hg. min.).
2. Check compass circuit breaker. 2. Check compass circuit breaker.
3. Observe display for proper operation. 3. Observe display for proper operation.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
3 of 20, 9-137 3 of 20, 9-137
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

b. To disable heading card - pull circuit breaker and use b. To disable heading card - pull circuit breaker and use
magnetic compass for directional data. magnetic compass for directional data.
NOTE NOTE
If heading card is not operational, autopilot If heading card is not operational, autopilot
should not be used. should not be used.

c. With card disabled VOR/Localizer and Glide Slope displays c. With card disabled VOR/Localizer and Glide Slope displays
are still functional; use card set to rotate card to aircraft are still functional; use card set to rotate card to aircraft
heading for correct picture. heading for correct picture.
d. Slaving Failure - (i.e. failure to self correct for gyro drift): d. Slaving Failure - (i.e. failure to self correct for gyro drift):
1. Check gyro slaving switch is set to No. 1 position (if 1. Check gyro slaving switch is set to No. 1 position (if
equipped with Slave No. 1 - No. 2 switch) or SLAVED equipped with Slave No. 1 - No. 2 switch) or SLAVED
position when equipped with Slaved and Free Gyro Mode position when equipped with Slaved and Free Gyro Mode
Switch. Switch.
2. Check for HDG Flag. 2. Check for HDG Flag.
3. Check compass circuit breaker. 3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter. 4. Reset heading card while observing slaving meter.
NOTE NOTE
Dead slaving meter needle or a needle displaced Dead slaving meter needle or a needle displaced
fully one direction indicates a slaving system fully one direction indicates a slaving system
failure. failure.

5. Select slaving amplifier No. 2, if equipped. 5. Select slaving amplifier No. 2, if equipped.
6. Reset heading card while checking slaving meter. If 6. Reset heading card while checking slaving meter. If
proper slaving indication is not obtained, switch to free proper slaving indication is not obtained, switch to free
gyro mode and periodically set card as an unslaved gyro. gyro mode and periodically set card as an unslaved gyro.
NOTE NOTE
In the localizer mode, the TO FROM arrows may In the localizer mode, the TO FROM arrows may
remain out of view, depending upon the design of remain out of view, depending upon the design of
the NAV converter used in the instal-lation. the NAV converter used in the instal-lation.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-138, 4 of 20 9-138, 4 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) PREFLIGHT PROCEDURES (a) PREFLIGHT PROCEDURES
NOTE NOTE
During system functional check the system must During system functional check the system must
be provided adequate D.C. voltage (14.0 VDC be provided adequate D.C. voltage (14.0 VDC
min.) and instrument air (4.2 in. Hg. min.). It is min.) and instrument air (4.2 in. Hg. min.). It is
recommended that the engine(s) be operated to recommended that the engine(s) be operated to
provide the necessary power and that the aircraft provide the necessary power and that the aircraft
be positioned in a level attitude, during the be positioned in a level attitude, during the
functional check. functional check.
(1) AUTOPILOT/AUTOTRIM - To be performed before the first (1) AUTOPILOT/AUTOTRIM - To be performed before the first
flight of each day. flight of each day.
a. Trim system switch - on. a. Trim system switch - on.
b. Engage autopilot. b. Engage autopilot.
c. Move the heading bug left and right of the lubber line. c. Move the heading bug left and right of the lubber line.
Observe that the control wheel moves in the direction of the Observe that the control wheel moves in the direction of the
heading bug displacement. heading bug displacement.
d. Press the DN switch - verify that the control wheel moves in d. Press the DN switch - verify that the control wheel moves in
the down direction. Verify that after approximately a 3 the down direction. Verify that after approximately a 3
second delay, the trim moves in the down direction. second delay, the trim moves in the down direction.
e. Press the UP switch - verify that the control wheel moves in e. Press the UP switch - verify that the control wheel moves in
the up direction. Verify that after approximately a 3 second the up direction. Verify that after approximately a 3 second
delay, the trim moves in the up direction. delay, the trim moves in the up direction.
f. Grasp control wheel and override roll and pitch servo f. Grasp control wheel and override roll and pitch servo
actuators to assure override capability. actuators to assure override capability.
g. Hold control yoke and disengage autopilot by activating the g. Hold control yoke and disengage autopilot by activating the
AP OFF switch on the control wheel. AP OFF switch on the control wheel.
h. Check controls through full travel in roll and pitch to assure h. Check controls through full travel in roll and pitch to assure
complete autopilot disengagement. complete autopilot disengagement.
i. Press and hold the TEST switch - all mode annunciators light i. Press and hold the TEST switch - all mode annunciators light
with AP flashing. with AP flashing.
j. Release the TEST switch after all annunciator lights except j. Release the TEST switch after all annunciator lights except
HDG, ATT, and TEST turn off. HDG, ATT, and TEST turn off.
k. Press Pitch Modifier switch DN then UP- HDG, ATT, and k. Press Pitch Modifier switch DN then UP- HDG, ATT, and
TEST remain on. TEST remain on.
l. Momentarily press the TEST switch - HDG and ATT remain l. Momentarily press the TEST switch - HDG and ATT remain
on, TEST flashes. on, TEST flashes.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
5 of 20, 9-139 5 of 20, 9-139
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

m. Press Pitch Modifier switch DN then UP - the TEST light m. Press Pitch Modifier switch DN then UP - the TEST light
remains off as long as the switch is held. remains off as long as the switch is held.
n. Momentarily press the TEST switch - HDG and ATT lights n. Momentarily press the TEST switch - HDG and ATT lights
remain on and the TEST light turns off. remain on and the TEST light turns off.
(2) COMMAND TRIM SYSTEM - To be performed before the first (2) COMMAND TRIM SYSTEM - To be performed before the first
flight of each day. flight of each day.
a. Using the control wheel trim switch, verify normal trim up a. Using the control wheel trim switch, verify normal trim up
and down operation. and down operation.
b. Press and hold the center bar on the control wheel trim b. Press and hold the center bar on the control wheel trim
switch. Observe that the trim system does not operate. switch. Observe that the trim system does not operate.
c. Release the center bar on the control wheel trim switch. Move c. Release the center bar on the control wheel trim switch. Move
the control wheel trim switch fore and aft. Observe that the the control wheel trim switch fore and aft. Observe that the
trim system does not operate. trim system does not operate.
This completes the test sequences. This completes the test sequences.
CAUTIONS CAUTIONS
Any failure of the above procedures indicates that Any failure of the above procedures indicates that
a failure exists in the system and the system shall a failure exists in the system and the system shall
not be operated until the failure has been located not be operated until the failure has been located
and corrected. and corrected.
Check the elevator trim position before takeoff. Check the elevator trim position before takeoff.
(3) COMPASS SYSTEM (NSD 360A) (3) COMPASS SYSTEM (NSD 360A)
(For other compass systems, refer to appropriate manu-facturer's (For other compass systems, refer to appropriate manu-facturer's
instructions) instructions)
a. Check slaving switch in SLAVE or No. 1 or No. 2 position, as a. Check slaving switch in SLAVE or No. 1 or No. 2 position, as
appropriate. (Slaving systems with R.M.I. output provides appropriate. (Slaving systems with R.M.I. output provides
only slave and free gyro positions.) only slave and free gyro positions.)
b. Rotate card to center slaving meter - check HDG (Heading) b. Rotate card to center slaving meter - check HDG (Heading)
displayed with magnetic compass heading. displayed with magnetic compass heading.
c. Perform standard VOR receiver check. c. Perform standard VOR receiver check.

(b) IN-FLIGHT PROCEDURE - AUTOPILOT (b) IN-FLIGHT PROCEDURE - AUTOPILOT

(1) Rotate heading bug to desired heading. (1) Rotate heading bug to desired heading.
(2) Trim aircraft for existing flight condition (all axes). Engage (2) Trim aircraft for existing flight condition (all axes). Engage
autopilot. autopilot.
(3) During maneuvering flight - control aircraft through use of the (3) During maneuvering flight - control aircraft through use of the
heading bug and the pitch modifier. (HDG-ATT modes) heading bug and the pitch modifier. (HDG-ATT modes)

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-140, 6 of 20 9-140, 6 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

(4) For navigation operations select modes as required by the (4) For navigation operations select modes as required by the
operation being conducted and in accordance with the mode operation being conducted and in accordance with the mode
description provided in Section 7.1. For specific instructions description provided in Section 7.1. For specific instructions
relating to coupled instrument approach operations, refer to relating to coupled instrument approach operations, refer to
Special Operations and Information. Special Operations and Information.
(c) IN-FLIGHT PROCEDURE - COMMAND/AUTOTRIM SYSTEM (c) IN-FLIGHT PROCEDURE - COMMAND/AUTOTRIM SYSTEM
(1) When the autopilot is engaged, pitch trim is accomplished and (1) When the autopilot is engaged, pitch trim is accomplished and
maintained automatically. maintained automatically.
(2) With the autopilot OFF, command trim is obtained by pressing and (2) With the autopilot OFF, command trim is obtained by pressing and
rocking the combination TRIM-AP disconnect bar on the pilot's rocking the combination TRIM-AP disconnect bar on the pilot's
control wheel trim switch. control wheel trim switch.
(d) SPECIAL OPERATIONS AND INFORMATION (d) SPECIAL OPERATIONS AND INFORMATION
(1) Altitude Hold Operation (1) Altitude Hold Operation
For best results, reduce rate of climb or descent to 1000 FPM For best results, reduce rate of climb or descent to 1000 FPM
before engaging altitude hold mode. before engaging altitude hold mode.
(2) Instrument Approach Operations (2) Instrument Approach Operations
Initial and/or intermediate approach segments should be conducted Initial and/or intermediate approach segments should be conducted
between 90 - 109 KIAS with up to 25° flaps selected if desired. between 90 - 109 KIAS with up to 25° flaps selected if desired.
Upon intercepting the glide path or when passing the final Upon intercepting the glide path or when passing the final
approach fix (FAF) immediately lower the landing gear and approach fix (FAF) immediately lower the landing gear and
reduce the power for approximately 90 KIAS on the final reduce the power for approximately 90 KIAS on the final
approach segment. Adjust power as necessary during remainder of approach segment. Adjust power as necessary during remainder of
approach to maintain correct airspeed. Monitor course guidance approach to maintain correct airspeed. Monitor course guidance
information (raw data) throughout the approach. All power information (raw data) throughout the approach. All power
changes should be of small magnitude and smoothly applied changes should be of small magnitude and smoothly applied
for best tracking performance. For optimum performance do for best tracking performance. For optimum performance do
not change aircraft configuration during final approach while not change aircraft configuration during final approach while
autopilot is engaged. For approaches without glide path coupling, autopilot is engaged. For approaches without glide path coupling,
adjust pitch attitude in conjunction with power to maintain desired adjust pitch attitude in conjunction with power to maintain desired
airspeed and descent rate. Proper rudder trim must be airspeed and descent rate. Proper rudder trim must be
maintained throughout the approach to insure maximum maintained throughout the approach to insure maximum
tracking quality. tracking quality.
NOTE NOTE
The autopilot will not decouple from the GS or The autopilot will not decouple from the GS or
localizer in the event of radio failure, however, localizer in the event of radio failure, however,
warnings will flash in the mode appropriate to the warnings will flash in the mode appropriate to the
failure. Monitor course guidance raw data during failure. Monitor course guidance raw data during
the approach to assure signal quality. the approach to assure signal quality.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 7 of 20, 9-141 REVISED: SEPTEMBER 17, 1984 7 of 20, 9-141
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

(3) Instrument Approach Go-Around Maneuver (3) Instrument Approach Go-Around Maneuver
a. Disconnect the autopilot and manually control the aircraft. a. Disconnect the autopilot and manually control the aircraft.
b. Add takeoff power, or power as desired. b. Add takeoff power, or power as desired.
c. Check that correct attitude and a positive rate of climb is c. Check that correct attitude and a positive rate of climb is
indicated, then raise gear and flaps. indicated, then raise gear and flaps.
d. Set the heading bug to the desired missed approach heading. d. Set the heading bug to the desired missed approach heading.
e. Re-engage the autopilot. e. Re-engage the autopilot.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the basic Pilot's Operating Handbook. balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The Century 31 Autopilot is a light weight electronic autopilot system The Century 31 Autopilot is a light weight electronic autopilot system
utilizing vertical and directional gyro signals and D.C. electric servos to provide utilizing vertical and directional gyro signals and D.C. electric servos to provide
three axis sensing and two surface control. The system includes lateral and three axis sensing and two surface control. The system includes lateral and
vertical radio coupling, command and automatic elevator trim; a n d vertical radio coupling, command and automatic elevator trim; a n d
navigation and autopilot failure monitor and warning systems. navigation and autopilot failure monitor and warning systems.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-142, 8 of 20 9-142, 8 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

The Century 31 is activated with the aircraft master switch and operates in The Century 31 is activated with the aircraft master switch and operates in
a low power state until the autopilot is engaged. Mode selection is made by a low power state until the autopilot is engaged. Mode selection is made by
pushing the desired mode switch on the mode programmer. The selected pushing the desired mode switch on the mode programmer. The selected
mode will illuminate on the annunciator panel. mode will illuminate on the annunciator panel.
The annunciator panel contains an ambient light level sensor which will The annunciator panel contains an ambient light level sensor which will
automatically dim the annunciator light level during night operations. The automatically dim the annunciator light level during night operations. The
programmer contains mode recognition lights and dimming is provided by the programmer contains mode recognition lights and dimming is provided by the
panel light dimmer switch. panel light dimmer switch.
The electric elevator trim system is a fully redundant type in both the The electric elevator trim system is a fully redundant type in both the
manual and autotrim modes. The trim system is powered through a separate manual and autotrim modes. The trim system is powered through a separate
system master switch that must be “ON” during autopilot operations, and for system master switch that must be “ON” during autopilot operations, and for
the control wheel trim command switch to function when the autopilot is the control wheel trim command switch to function when the autopilot is
OFF. OFF.

WARNING WARNING
Several comments are made throughout this Several comments are made throughout this
supplement about warnings being flashed in supplement about warnings being flashed in
NAV/APR/REV and GS modes in the event NAV/APR/REV and GS modes in the event
valid NAV or GS signal is lost. This is true only valid NAV or GS signal is lost. This is true only
if the aircraft is equipped with navigation and if the aircraft is equipped with navigation and
glide slope receivers that have external warning glide slope receivers that have external warning
flag pickoffs. Pilot should monitor raw data at flag pickoffs. Pilot should monitor raw data at
all time to insure flight safety w h e n t h e all time to insure flight safety w h e n t h e
autopilot is engaged. autopilot is engaged.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
9 of 20 9-143 9 of 20 9-143
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

7.1 COCKPIT CONTROLS AND FUNCTIONS 7.1 COCKPIT CONTROLS AND FUNCTIONS

2 7

GI 0

3 4 5 6 9 8

CONTROLLER/FLIGHT COMPUTER CONTROLLER/FLIGHT COMPUTER

Figure 7-1 Figure 7-1

1. Trim Control Wheel Switch - on autopilot control wheel switch cap 1. Trim Control Wheel Switch - on autopilot control wheel switch cap
(Figure 7-3) - provides power for all autotrim and control wheel (Figure 7-3) - provides power for all autotrim and control wheel
electric trim operations. electric trim operations.
2. Autopilot ON - OFF Switch - Momentary rocker type switch which 2. Autopilot ON - OFF Switch - Momentary rocker type switch which
engages or disengages the autopilot roll, pitch and trim servos and engages or disengages the autopilot roll, pitch and trim servos and
lights or extinguishes autopilot (AP) annunciator, as appropriate. lights or extinguishes autopilot (AP) annunciator, as appropriate.
NOTE NOTE
The autopilot will switch to HDG and ATT modes The autopilot will switch to HDG and ATT modes
upon engagement or disengagement w i t h upon engagement or disengagement w i t h
automatic pitch attitude synchronization. automatic pitch attitude synchronization.

3. HDG Mode Selector Switch - provides turn control and heading hold 3. HDG Mode Selector Switch - provides turn control and heading hold
through use of the heading index (bug) on the D.G. or H.S.I. heading through use of the heading index (bug) on the D.G. or H.S.I. heading
instrument. instrument.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-144, 10 of 20 9-144, 10 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

Figure 7-1 (cont) Figure 7-1 (cont)

4. NAV (Navigation) Mode Selector Switch - provides automatic 45° 4. NAV (Navigation) Mode Selector Switch - provides automatic 45°
VOR-LOC intercept angle; tracking and crosswind correction. The VOR-LOC intercept angle; tracking and crosswind correction. The
autopilot utilizes the HDG bug as the VOR course reference and a autopilot utilizes the HDG bug as the VOR course reference and a
separate VOR indicator instrument for left-right information when separate VOR indicator instrument for left-right information when
using a D.G. or the course indicator and left-right needle for reference using a D.G. or the course indicator and left-right needle for reference
inputs when using an H.S.I. type compass/ VOR display. The NAV inputs when using an H.S.I. type compass/ VOR display. The NAV
mode provides automatic gain and rate reductions and bank limiting to mode provides automatic gain and rate reductions and bank limiting to
improve tracking performance. NAV mode should normally be used as improve tracking performance. NAV mode should normally be used as
an enroute function. Select APR mode for LOC and VOR approaches. an enroute function. Select APR mode for LOC and VOR approaches.
NOTES NOTES
1. The heading bug is disabled when using an 1. The heading bug is disabled when using an
H.S.I. and NAV, APR or REV is selected, H.S.I. and NAV, APR or REV is selected,
except when using selected angle intercept except when using selected angle intercept
feature (refer to Special Modes and feature (refer to Special Modes and
Operations). Operations).
2. With a D.G., the heading bug must be set to 2. With a D.G., the heading bug must be set to
the desired radio course when using NAV, the desired radio course when using NAV,
APR or REV modes. APR or REV modes.
Select desired course on H.S.I. course selector (or OBS and D.G.) and Select desired course on H.S.I. course selector (or OBS and D.G.) and
select NAV mode for VOR tracking. select NAV mode for VOR tracking.
5. APR (Approach) Mode Selector Switch - provides automatic 45° 5. APR (Approach) Mode Selector Switch - provides automatic 45°
VOR-LOC intercept angle, tracking and crosswind correction during VOR-LOC intercept angle, tracking and crosswind correction during
instrument approach operations. D.G./H.S.I. operation and instrument approach operations. D.G./H.S.I. operation and
function are identical to NAV mode. Select the desired course on function are identical to NAV mode. Select the desired course on
H.S.I. (or O.B.S. and D.G.) course selector and select APR mode. H.S.I. (or O.B.S. and D.G.) course selector and select APR mode.
6. REV (Back Course) Mode Selector Switch - for use in tracking the 6. REV (Back Course) Mode Selector Switch - for use in tracking the
LOC front course outbound, or the LOC back course inbound, or the LOC front course outbound, or the LOC back course inbound, or the
published VOR approach course outbound. When using an H.S.I. published VOR approach course outbound. When using an H.S.I.
display always set the course selector on the inbound front localizer display always set the course selector on the inbound front localizer
course or VOR inbound published approach course when using REV course or VOR inbound published approach course when using REV
mode. When using a D.G. the heading bug must be set to the final mode. When using a D.G. the heading bug must be set to the final
approach course. approach course.
7. Pitch Modifier/Attitude Selector Switch 7. Pitch Modifier/Attitude Selector Switch
The pitch data modifier is a momentary type switch that is used to The pitch data modifier is a momentary type switch that is used to
select the ATT mode or modify the aircraft attitude. When the select the ATT mode or modify the aircraft attitude. When the
autopilot is engaged, automatic pitch synchronization is provided to autopilot is engaged, automatic pitch synchronization is provided to
the attitude existing at engagement. In ATT mode, actuation of the the attitude existing at engagement. In ATT mode, actuation of the
modifier U P or DN will cause a pitch attitude change at a rate of modifier U P or DN will cause a pitch attitude change at a rate of

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
11 of 20, 9-145 11 of 20, 9-145
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

Figure 7-1 (cont) Figure 7-1 (cont)

.7° per second. In ALT mode, actuation of the pitch modifier will cause .7° per second. In ALT mode, actuation of the pitch modifier will cause
the autopilot to enter the ATT mode with subsequent operation as the autopilot to enter the ATT mode with subsequent operation as
described above. described above.
8. ALT (Altitude) Mode Selector Switch 8. ALT (Altitude) Mode Selector Switch
Selection of ALT mode will cause the autopilot to maintain the Selection of ALT mode will cause the autopilot to maintain the
pressure level (altitude) at the point of engagement. Because of the pressure level (altitude) at the point of engagement. Because of the
pitch rate control provided by the autopilot, altitude mode may be pitch rate control provided by the autopilot, altitude mode may be
engaged from any rate of climb or descent, however, for maximum engaged from any rate of climb or descent, however, for maximum
passenger comfort, rate of climb or descent should be reduced to 1000 passenger comfort, rate of climb or descent should be reduced to 1000
FPM or less prior to ALT mode engagement. FPM or less prior to ALT mode engagement.
9. Test - See Section 4 for test procedures. 9. Test - See Section 4 for test procedures.

(a) SPECIAL MODES AND OPERATIONS (a) SPECIAL MODES AND OPERATIONS
(1) Glide Slope (GS) Mode - The GS mode is fully automatic, (1) Glide Slope (GS) Mode - The GS mode is fully automatic,
therefore, no GS engage switch is used. The GS mode may be therefore, no GS engage switch is used. The GS mode may be
entered from either ATT mode or ALT mode, from above the GS entered from either ATT mode or ALT mode, from above the GS
centerline or below the centerline. centerline or below the centerline.
Activation of the GS mode depends upon satisfying two sets of Activation of the GS mode depends upon satisfying two sets of
conditions; completion of the ARMING sequence and the conditions; completion of the ARMING sequence and the
satisfying of an equation relating to the aircraft's position relative satisfying of an equation relating to the aircraft's position relative
to the GS centerline and the rate at which the aircraft is to the GS centerline and the rate at which the aircraft is
approaching or departing from the GS centerline. approaching or departing from the GS centerline.
For GS mode arming, the following conditions must exist For GS mode arming, the following conditions must exist
simultaneously: simultaneously:
a. No. 1 NAV radio must be channeled to a localizer frequency. a. No. 1 NAV radio must be channeled to a localizer frequency.
b. Localizer deviation must be less than 80%. b. Localizer deviation must be less than 80%.
c. Localizer flag not extended - valid LOC signal. c. Localizer flag not extended - valid LOC signal.
d. GS Flag not extended - valid GS signal. d. GS Flag not extended - valid GS signal.
e. System in APR mode. e. System in APR mode.
f. System in either ATT or ALT mode. f. System in either ATT or ALT mode.
When the GS mode arming conditions are met, the GS mode When the GS mode arming conditions are met, the GS mode
annunciator will illuminate in conjunction with the active pitch annunciator will illuminate in conjunction with the active pitch
mode. Loss of any arming condition prior to GS capture will mode. Loss of any arming condition prior to GS capture will
cause the GS annunciator to extinguish. cause the GS annunciator to extinguish.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-146, 12 of 20 9-146, 12 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

GS mode activation (GS capture) is indicated by the active pitch GS mode activation (GS capture) is indicated by the active pitch
mode annunciator extinguishing, leaving only the GS mode annunciator extinguishing, leaving only the GS
annunciator lighted. Since GS mode activation results from a annunciator lighted. Since GS mode activation results from a
combination of position and rate information, GS capture will combination of position and rate information, GS capture will
probably occur before the GS needle centers in such a manner that probably occur before the GS needle centers in such a manner that
the transition on to the GS centerline will be anticipated and the transition on to the GS centerline will be anticipated and
therefore, very smooth. therefore, very smooth.
After GS capture, loss of valid GS signal will cause the GS After GS capture, loss of valid GS signal will cause the GS
annunciator to flash. Also selection of HDG, NAV or REV mode annunciator to flash. Also selection of HDG, NAV or REV mode
will cause GS to flash, indicating an inconsistent GS tracking will cause GS to flash, indicating an inconsistent GS tracking
condition. APR mode must be selected while tracking glide slope. condition. APR mode must be selected while tracking glide slope.
The GS mode may be deactivated by selection of any other pitch The GS mode may be deactivated by selection of any other pitch
mode (ATT, ALT), however, automatic reactivation is possible mode (ATT, ALT), however, automatic reactivation is possible
from any pitch mode if APR mode is selected. from any pitch mode if APR mode is selected.
NOTE NOTE
If valid glide slope data is lost after coupling, the If valid glide slope data is lost after coupling, the
autopilot will NOT automatically decouple, autopilot will NOT automatically decouple,
however the GS light will flash. The pilot must however the GS light will flash. The pilot must
monitor raw course guidance data during the monitor raw course guidance data during the
approach to assure signal quality. approach to assure signal quality.
Since GS arm and capture are automatic when the arming and Since GS arm and capture are automatic when the arming and
capture sequence is met, the GS must be locked out for holding capture sequence is met, the GS must be locked out for holding
operations on the localizer at the L.O.M. When localizer holding operations on the localizer at the L.O.M. When localizer holding
is desired, localizer tracking must be performed in NAV mode is desired, localizer tracking must be performed in NAV mode
which will offer the same tracking dynamics as APR mode but which will offer the same tracking dynamics as APR mode but
will inhibit GS arm and capture. When APR clearance is received, will inhibit GS arm and capture. When APR clearance is received,
select APR mode for completion of the approach. select APR mode for completion of the approach.
(2) Selected Angle Intercepts - If an H.S.I. type heading system is (2) Selected Angle Intercepts - If an H.S.I. type heading system is
installed, selected angle intercepts may be made during VOR or installed, selected angle intercepts may be made during VOR or
localizer intercept situations by selecting HDG and NAV, HDG localizer intercept situations by selecting HDG and NAV, HDG
and APR, or HDG and REV, simultaneously, as appropriate. and APR, or HDG and REV, simultaneously, as appropriate.
During a selected angle intercept operation, the autopilot will During a selected angle intercept operation, the autopilot will
follow the heading bug until reaching the computed On Course follow the heading bug until reaching the computed On Course
Turn Point at which time capture is indicated by extinguishing of Turn Point at which time capture is indicated by extinguishing of
the HDG mode annunciator. Selected angle intercepts of over the HDG mode annunciator. Selected angle intercepts of over
60° are not recommended. 60° are not recommended.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
13, of 20, 9-147 13, of 20, 9-147
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

NOTE NOTE
If radio information becomes invalid (Flag) after If radio information becomes invalid (Flag) after
initiation of a selected angle intercept the initiation of a selected angle intercept the
applicable navigation mode annunciator will flash applicable navigation mode annunciator will flash
and the autopilot will remain in HDG mode. The and the autopilot will remain in HDG mode. The
automatic mode shift to the invalid radio mode automatic mode shift to the invalid radio mode
will not occur. will not occur.
(3) CWS Mode - The system is equipped with a control wheel (3) CWS Mode - The system is equipped with a control wheel
steering switch on the pilot's control wheel. When depressed and steering switch on the pilot's control wheel. When depressed and
held, this switch will disengage the autopilot roll and pitch servos held, this switch will disengage the autopilot roll and pitch servos
to allow manual aircraft maneuvering. When released, the servos to allow manual aircraft maneuvering. When released, the servos
will re-engage with the lateral (roll) mode previously in use will re-engage with the lateral (roll) mode previously in use
activated. The pitch mode previously engaged will remain activated. The pitch mode previously engaged will remain
programmed in the following condition: programmed in the following condition:
a. ALT Mode - If ALT mode had been in use, the ALT mode a. ALT Mode - If ALT mode had been in use, the ALT mode
will synchronize at the new pressure altitude existing at will synchronize at the new pressure altitude existing at
release of the CWS switch. release of the CWS switch.
b. ATT Mode - If the ATT mode had been in use, the system will b. ATT Mode - If the ATT mode had been in use, the system will
synchronize with the aircraft attitude existing at release of synchronize with the aircraft attitude existing at release of
the switch. the switch.
(4) System Test (Ground Operations Only) - The system is equipped (4) System Test (Ground Operations Only) - The system is equipped
with a comprehensive test circuit which, when activated, will test with a comprehensive test circuit which, when activated, will test
the failure monitor circuits and all the annunciator lamps. the failure monitor circuits and all the annunciator lamps.
Activation of the TEST switch will initiate the system test only Activation of the TEST switch will initiate the system test only
when the autopilot is NOT engaged. When autopilot is engaged, when the autopilot is NOT engaged. When autopilot is engaged,
activation of the TEST switch will test the annunciator lamps. If activation of the TEST switch will test the annunciator lamps. If
the autopilot is engaged during the test sequence, the sequence the autopilot is engaged during the test sequence, the sequence
will terminate immediately. Refer to Section 4 for tests required will terminate immediately. Refer to Section 4 for tests required
before the first flight of each day. before the first flight of each day.
(5) Warning System and Interlocks - The Century 31 System includes (5) Warning System and Interlocks - The Century 31 System includes
a number of automatic interlocks that will prevent system a number of automatic interlocks that will prevent system
operation or individual mode operation if the input information is operation or individual mode operation if the input information is
not valid or if other prerequisite conditions do not exist. In not valid or if other prerequisite conditions do not exist. In
addition to the interlocks, the system will annunciate various addition to the interlocks, the system will annunciate various
failure conditions as advisory information for the pilot. failure conditions as advisory information for the pilot.
Following is a brief description of the interlocks and warnings Following is a brief description of the interlocks and warnings
provided. provided.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-148, 14 of 20 9-148, 14 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

a. Interlocks a. Interlocks
1. Autopilot engagement is inhibited unless an excitation 1. Autopilot engagement is inhibited unless an excitation
signal is being provided to the attitude gyro. signal is being provided to the attitude gyro.
2. Selection of ALT mode is inhibited if the system altitude 2. Selection of ALT mode is inhibited if the system altitude
information is unreliable or if the entire system has not information is unreliable or if the entire system has not
been powered for approximately 3 minutes to allow been powered for approximately 3 minutes to allow
stabilization of the altitude source. stabilization of the altitude source.
3. During Dual Mode (selected angle) intercepts, if the 3. During Dual Mode (selected angle) intercepts, if the
navigation information becomes invalid the appropriate navigation information becomes invalid the appropriate
NAV/APR/REV annunciator will flash and automatic NAV/APR/REV annunciator will flash and automatic
mode switching from HDG to the coupled navigation mode switching from HDG to the coupled navigation
mode will be inhibited. mode will be inhibited.
b. Warnings b. Warnings
1. Low Voltage - When the aircraft bus voltage falls below 1. Low Voltage - When the aircraft bus voltage falls below
the minimum required for reliable system function, any the minimum required for reliable system function, any
mode annunciator not already ON will flash. mode annunciator not already ON will flash.
2. Attitude Gyro Excitation - Absence of valid gyro 2. Attitude Gyro Excitation - Absence of valid gyro
excitation will cause the autopilot to disengage and the excitation will cause the autopilot to disengage and the
AP annunciator to flash. The autopilot cannot be re- AP annunciator to flash. The autopilot cannot be re-
engaged until this condition is corrected. engaged until this condition is corrected.
3. AP Disengagement - Anytime the autopilot is disen- 3. AP Disengagement - Anytime the autopilot is disen-
gaged the AP annunciator will flash for approximately 5 gaged the AP annunciator will flash for approximately 5
seconds, then remain OFF. seconds, then remain OFF.
4. Navigation Information Invalid - The appropriate 4. Navigation Information Invalid - The appropriate
navigation mode annunciator will flash when selected navigation mode annunciator will flash when selected
and invalid navigation signals are present (NAV Flag in and invalid navigation signals are present (NAV Flag in
view). Additionally, the appropriate navigation mode view). Additionally, the appropriate navigation mode
annunciator (NAV/APR/REV) will flash during a dual annunciator (NAV/APR/REV) will flash during a dual
mode intercept if invalid navigation information is mode intercept if invalid navigation information is
present. present.
5. GS Information Invalid - The GS annunciator will flash 5. GS Information Invalid - The GS annunciator will flash
when GS information ( GS Flag in view) is invalid after when GS information ( GS Flag in view) is invalid after
the GS mode is active or when HDG, NAV or REV mode the GS mode is active or when HDG, NAV or REV mode
is selected after GS capture. If valid GS information is is selected after GS capture. If valid GS information is
not available during the arming sequence, the system not available during the arming sequence, the system
will not arm and GS capture will not occur. will not arm and GS capture will not occur.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
15 of 20, 9-149 15 of 20, 9-149
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

(b) REMOTE CONTROL SWITCHES (b) REMOTE CONTROL SWITCHES

AUTOPILOT CONTROL WHEELSWITCH CAP AUTOPILOT CONTROL WHEELSWITCH CAP

Figure 7-3 Figure 7-3

(1) Control Wheel Trim Switch - Dual action type switch requiring (1) Control Wheel Trim Switch - Dual action type switch requiring
the top bar to be depressed and the rocker to be moved fore or aft the top bar to be depressed and the rocker to be moved fore or aft
to cause the electric trim to function from the control wheel to cause the electric trim to function from the control wheel
switch. Depressing the center bar will disconnect the autopilot. switch. Depressing the center bar will disconnect the autopilot.
(2) Control Wheel Steering (CWS) Switch (2) Control Wheel Steering (CWS) Switch
See explanation in Special Modes and Operations Section. See explanation in Special Modes and Operations Section.
(3) Master Disconnect/Trim Interrupt Switch - Pressing this switch (3) Master Disconnect/Trim Interrupt Switch - Pressing this switch
will disconnect autopilot and interrupt manual electric trim will disconnect autopilot and interrupt manual electric trim
while held depressed. Trim operation will resume when the while held depressed. Trim operation will resume when the
switch is released. switch is released.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-150, 16 of 20 9-150, 16 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

7.3 INSTRUMENTS 7.3 INSTRUMENTS

2 3 4

ATTITUDE GYRO ATTITUDE GYRO

Figure 7-5 Figure 7-5

1. Standard 3 Inch Air Driven Attitude Indicator Gyro. 1. Standard 3 Inch Air Driven Attitude Indicator Gyro.
2. Symbolic Airplane - Serves as a stationary symbol of the aircraft. 2. Symbolic Airplane - Serves as a stationary symbol of the aircraft.
Aircraft pitch and roll attitudes are displayed by the relationship Aircraft pitch and roll attitudes are displayed by the relationship
between the fixed symbolic aircraft and the movable background. between the fixed symbolic aircraft and the movable background.
3. Roll Attitude Index - Displays airplane roll attitude with respect to the 3. Roll Attitude Index - Displays airplane roll attitude with respect to the
roll attitude scale. roll attitude scale.
4. Roll Attitude Scale - Scale marked at 0, ±10, ±20, ±30, ±60 and 4. Roll Attitude Scale - Scale marked at 0, ±10, ±20, ±30, ±60 and
±90 degrees. ±90 degrees.
5. Pitch Attitude Scale - Moves with respect to the symbolic airplane to 5. Pitch Attitude Scale - Moves with respect to the symbolic airplane to
present pitch attitude. Scale graduated at 0, ±5, ±10, ±15, ±20 degrees. present pitch attitude. Scale graduated at 0, ±5, ±10, ±15, ±20 degrees.
6. Symbolic Aircraft Alignment Knob - Provides manual positioning of 6. Symbolic Aircraft Alignment Knob - Provides manual positioning of
the symbolic aircraft for level flight under various load conditions. the symbolic aircraft for level flight under various load conditions.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
17 of 20, 9-151 17 of 20, 9-151
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

11 3 10 2

4 6

NSD-360A NAVIGATION SITUATION DISPLAY NSD-360A NAVIGATION SITUATION DISPLAY

Figure 7-7 Figure 7-7

1. NSD-360A Compass System - (For details of any other compass 1. NSD-360A Compass System - (For details of any other compass
system, refer to manufacturer's information.) system, refer to manufacturer's information.)
2. Slaving Meter - Oscillation of needle indicates that compass is slaved 2. Slaving Meter - Oscillation of needle indicates that compass is slaved
to magnetic flux detector. Needle maintained in either extreme to magnetic flux detector. Needle maintained in either extreme
position for more than 2- 3 minutes indicates system failure. position for more than 2- 3 minutes indicates system failure.
NOTE NOTE
NSD-360A System includes a slaving selector NSD-360A System includes a slaving selector
switch allowing the selection of free gyro mode. switch allowing the selection of free gyro mode.
Refer to emergency procedures for failure Refer to emergency procedures for failure
instructions. instructions.
3. HDG index (bug) for autopilot heading control. 3. HDG index (bug) for autopilot heading control.
4. Compass card. 4. Compass card.
5. Left-right portion of VOR-LOC Course Needle. 5. Left-right portion of VOR-LOC Course Needle.
6. HDG Control Knob - push in for initial compass setting. 6. HDG Control Knob - push in for initial compass setting.
7. VOR Course Needle Set Knob (O.B.S.). 7. VOR Course Needle Set Knob (O.B.S.).
8. GS Indicator with Flag Alarm. 8. GS Indicator with Flag Alarm.
9. VOR-LOC Bearing Selector Course Needle and Omni Bearing 9. VOR-LOC Bearing Selector Course Needle and Omni Bearing
Indicator. Indicator.
10. Heading Warning Flag. 10. Heading Warning Flag.
11. Navigation Warning Flag. 11. Navigation Warning Flag.

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-152, 18 of 20 9-152, 18 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21

DIRECTIONAL GYRO DIRECTIONAL GYRO

Figure 7-9 Figure 7-9

1. Non-Slaved Directional Gyro - Provides a stable visual indication of 1. Non-Slaved Directional Gyro - Provides a stable visual indication of
aircraft heading to the pilot. The gyro is air driven. aircraft heading to the pilot. The gyro is air driven.
2. Lubber Line - Indicates aircraft magnetic heading on compass card 2. Lubber Line - Indicates aircraft magnetic heading on compass card
(4). (4).
3. Heading Bug - Moved by ( ) knob (5) to select desired heading. 3. Heading Bug - Moved by ( ) knob (5) to select desired heading.
4. Compass Card - Rotates to display heading of airplane with 4. Compass Card - Rotates to display heading of airplane with
reference to lubber line (2) on DG. reference to lubber line (2) on DG.
5. Heading Selector Knob ( ) - Positions heading bug (3) on compass 5. Heading Selector Knob ( ) - Positions heading bug (3) on compass
card (4) by rotating the heading selector knob. The bug rotates with the card (4) by rotating the heading selector knob. The bug rotates with the
compass card. compass card.
6. Gyro Adjustment Knob (PUSH) - When pushed in, allows the pilot to 6. Gyro Adjustment Knob (PUSH) - When pushed in, allows the pilot to
manually rotate the gyro compass card (4) to correspond with the manually rotate the gyro compass card (4) to correspond with the
magnetic heading indicated by the magnetic compass. The unslaved magnetic heading indicated by the magnetic compass. The unslaved
compass card must be manually reset periodically to compensate for compass card must be manually reset periodically to compensate for
precessional errors in the gyro. precessional errors in the gyro.

ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110
19 of 20, 9-153 19 of 20, 9-153
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 21 PA-34-220T, SENECA III SUPPLEMENT 21 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984 REPORT: VB-1110 ISSUED: FEBRUARY 10, 1984
9-154, 20 of 20 9-154, 20 of 20
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 22 SUPPLEMENT NO. 22

FOR FOR
KING KAP/KFC 150 SERIES FLIGHT CONTROL SYSTEM KING KAP/KFC 150 SERIES FLIGHT CONTROL SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the King KAP/ KFC 150 Series FAA Approved Airplane Flight Manual when the King KAP/ KFC 150 Series
Flight Control System is installed in accordance with STC SA1575CE-D. Flight Control System is installed in accordance with STC SA1575CE-D.
The information contained herein supplements or super-sedes the information The information contained herein supplements or super-sedes the information
in the basic Pilot's Operating Handbook and FAA Approved Airplane Flight in the basic Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic performance information not contained in this supplement, consult the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED_ FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL______________SEPTEMBER 17. 1984 ___ DATE OF APPROVAL______________SEPTEMBER 17. 1984 ___

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
1 of 30, 9-155 1 of 30, 9-155
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional King KAP/KFC 150 Series Flight Control System airplane when the optional King KAP/KFC 150 Series Flight Control System
is installed. The Flight Control System must be operated within the limitations is installed. The Flight Control System must be operated within the limitations
herein specified. The information contained within this supple-ment is to be herein specified. The information contained within this supple-ment is to be
used in conjunction with the complete handbook. used in conjunction with the complete handbook.
This supplement has been FAA Approved as a permanent part of this This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the optional King handbook and must remain in this handbook at all times when the optional King
KAP/KFC 150 Series Flight Control System is installed. KAP/KFC 150 Series Flight Control System is installed.
SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS
(a) During autopilot operation. a pilot with seat belt fastened must be (a) During autopilot operation. a pilot with seat belt fastened must be
seated at the left pilot position. seated at the left pilot position.
(b) The autopilot and yaw damper must be OFF during takeoff and (b) The autopilot and yaw damper must be OFF during takeoff and
landing. landing.
(c) The system is approved for Category I operation onlv (Approach mode (c) The system is approved for Category I operation onlv (Approach mode
selected). selected).
(d) Autopilot operation prohibited with more than 25° flaps. (d) Autopilot operation prohibited with more than 25° flaps.
(e) Autopilot airspeed limitation: Maximum 200 KIAS. (e) Autopilot airspeed limitation: Maximum 200 KIAS.
(f) When equipped with a KAS 297B, altitude select captures below 800 (f) When equipped with a KAS 297B, altitude select captures below 800
feet AGL are prohibited. feet AGL are prohibited.
(g) Maximum demonstrated altitude during flight test: 24,000 feet. (g) Maximum demonstrated altitude during flight test: 24,000 feet.
NOTE NOTE
In accordance with FAA recommendation, use of In accordance with FAA recommendation, use of
"altitude hold" mode is not recommended during "altitude hold" mode is not recommended during
operation in severe turbulence. operation in severe turbulence.
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES
(a) In case of Autopilot malfunction: (accomplish items 1 and 2 (a) In case of Autopilot malfunction: (accomplish items 1 and 2
simultaneously) simultaneously)
(1) Airplane Control Wheel - GRASP FIRMLY and regain (1) Airplane Control Wheel - GRASP FIRMLY and regain
aircraft control. aircraft control.
(2) AP DISC/TRIM INTER Switch - PRESS and HOLD. (2) AP DISC/TRIM INTER Switch - PRESS and HOLD.
(3) AP DISC/TRIM INTER Switch - RELEASE while observing (3) AP DISC/TRIM INTER Switch - RELEASE while observing
pitch trim wheel. If pitch trim wheel is in motion, follow the pitch trim wheel. If pitch trim wheel is in motion, follow the
Electric Trim Malfunction Procedure. Electric Trim Malfunction Procedure.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-156, 2 of 30 REVISED: MAY 4, 1990 9-156, 2 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

(b) In case of Electric Trim Malfunction (either manual electric or (b) In case of Electric Trim Malfunction (either manual electric or
autotrim): autotrim):

(1) AP DISC/ TRIM INTER Switch - PRESS and HOLD throughout (1) AP DISC/ TRIM INTER Switch - PRESS and HOLD throughout
recovery. recovery.
(2) PITCH TRIM Circuit Breaker- PULL. (2) PITCH TRIM Circuit Breaker- PULL.
(3) Aircraft- RETRIM manually. (3) Aircraft- RETRIM manually.
CAUTION CAUTION
When disconnecting the autopilot after a trim When disconnecting the autopilot after a trim
malfunction, hold the control wheel firmly; up to malfunction, hold the control wheel firmly; up to
45 pounds of force on the control wheel may be 45 pounds of force on the control wheel may be
necessary to hold the aircraft level. necessary to hold the aircraft level.
Maximum Altitude losses due to autopilot malfunction: Maximum Altitude losses due to autopilot malfunction:

Configuration Alt Loss Configuration Alt Loss

Cruise, Climb, Descent 400' Cruise, Climb, Descent 400'

Maneuvering 100' Maneuvering 100'
APPR 50' APPR 50'

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT) (a) PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT)

(1) GYROS - Allow 3 to 4 minutes for gyros to come up to speed. (1) GYROS - Allow 3 to 4 minutes for gyros to come up to speed.
(2) RADIO POWER Switch - ON. (2) RADIO POWER Switch - ON.
(3) PREFLIGHT TEST BUTTON - PRESS momentarily and (3) PREFLIGHT TEST BUTTON - PRESS momentarily and
NOTE: NOTE:
a. All annunciator lights on (TRIM annunciator flashing). a. All annunciator lights on (TRIM annunciator flashing).
b. When equipped with KAS 297B, all legends and digits are b. When equipped with KAS 297B, all legends and digits are
displayed on the KAS 297B. displayed on the KAS 297B.
c. After approximately 5 seconds, all annunciator lights off c. After approximately 5 seconds, all annunciator lights off
except AP which will flash approximately 12 times and then except AP which will flash approximately 12 times and then
remain off. remain off.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: MAY 8, 1998 3 of 30, 9-157 REVISED: MAY 8, 1998 3 of 30, 9-157
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

NOTE NOTE
If trim warning light stays on then the autotrim If trim warning light stays on then the autotrim
did not pass preflight test. The autopilot circuit did not pass preflight test. The autopilot circuit
breakers should be pulled. Manual electric trim breakers should be pulled. Manual electric trim
cannot be used. cannot be used.

(4) MANUAL ELECTRIC TRIM - TEST as follows: (4) MANUAL ELECTRIC TRIM - TEST as follows:
a. Actuate the left side of the split switch to the fore and aft a. Actuate the left side of the split switch to the fore and aft
positions. The trim wheel should not move on its own. Rotate positions. The trim wheel should not move on its own. Rotate
the trim wheel manually against the engaged clutch, to check the trim wheel manually against the engaged clutch, to check
the pilot's overpower capability. the pilot's overpower capability.
b. Actuate right side of split switch unit to the fore and aft b. Actuate right side of split switch unit to the fore and aft
positions. The trim wheel should not move on its own and positions. The trim wheel should not move on its own and
normal trim wheel force is requlred to move it manually. normal trim wheel force is requlred to move it manually.
c. Press the AP DISC/ TRIM INTER switch down and hold. c. Press the AP DISC/ TRIM INTER switch down and hold.
Manual Electric Trim should not operate either nose up or Manual Electric Trim should not operate either nose up or
nose down. nose down.
(5) FLIGHT DIRECTOR (KFC 150 ONLY) - ENGAGE by pressing (5) FLIGHT DIRECTOR (KFC 150 ONLY) - ENGAGE by pressing
FD or CWS button. FD or CWS button.
(6) AUTOPILOT/YAW DAMPER - ENGAGE by pressing AP ENG (6) AUTOPILOT/YAW DAMPER - ENGAGE by pressing AP ENG
button. button.
(7) CONTROL WHEEL - MOVE fore, aft, left and right to verify that (7) CONTROL WHEEL - MOVE fore, aft, left and right to verify that
the autopilot can be overpowered. the autopilot can be overpowered.
(8) AP DISC/TRIM INTER Switch - PRESS. Verify that the autopilot (8) AP DISC/TRIM INTER Switch - PRESS. Verify that the autopilot
and yaw damper disconnects and all flight director modes are and yaw damper disconnects and all flight director modes are
cancelled. cancelled.
(9) TRIM - SET to take off position. (9) TRIM - SET to take off position.

(b) AUTOPILOT OPERATION (b) AUTOPILOT OPERATION

(1) Before takeoff (1) Before takeoff

AP DISC/TRIM INTER Switch - PRESS. AP DISC/TRIM INTER Switch - PRESS.

(2) Autopilot Engagement (2) Autopilot Engagement

a. FD Mode Selector Button (KFC 150 Only) - PRESS. a. FD Mode Selector Button (KFC 150 Only) - PRESS.
b. AP ENG Button - PRESS. Note AP and YD annunciator on. b. AP ENG Button - PRESS. Note AP and YD annunciator on.
If no other modes are selected the autopilot will operate in If no other modes are selected the autopilot will operate in
wings level and pitch attitude hold. wings level and pitch attitude hold.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-158, 4 of 30 REVISED: MAY 4, 1990 9-158, 4 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

(3) Climb or Descent (3) Climb or Descent

a. Using CWS a. Using CWS
1. CWS Button - PRESS and MOVE aircraft nose to the 1. CWS Button - PRESS and MOVE aircraft nose to the
desired attitude. desired attitude.
2. CWS Button - RELEASE. Autopilot will maintain 2. CWS Button - RELEASE. Autopilot will maintain
aircraft pitch attitude up to the pitch limits of +15° or - aircraft pitch attitude up to the pitch limits of +15° or -
10°. 10°.
b. Using Vertical Trim b. Using Vertical Trim
1. VERTICAL TRIM Control - PRESS either up or down 1. VERTICAL TRIM Control - PRESS either up or down
to modify aircraft attitude at a rate of .7 deg/ sec. up to to modify aircraft attitude at a rate of .7 deg/ sec. up to
the pitch limits of +15° or -10°. the pitch limits of +15° or -10°.
2. VERTlCAL TRlM Control - RELEASE when desired 2. VERTlCAL TRlM Control - RELEASE when desired
aircraft attitude is reached. The autopilot will maintain aircraft attitude is reached. The autopilot will maintain
the desired pitch attitude. the desired pitch attitude.

(4) Vertical Speed and Altitude Select, when equipped with KAS (4) Vertical Speed and Altitude Select, when equipped with KAS
297B 297B
a. Vertical Speed Select a. Vertical Speed Select
1. VERTICAL SPEED SELECT knob - PULL small knob 1. VERTICAL SPEED SELECT knob - PULL small knob
to the OUT position. to the OUT position.
2. VERTICAL SPEED SELECT knob - ROTATE until 2. VERTICAL SPEED SELECT knob - ROTATE until
desired vertical speed is displayed. desired vertical speed is displayed.
3. VERTICAL SPEED MODE (ENG) button - PUSH to 3. VERTICAL SPEED MODE (ENG) button - PUSH to
engage the vertical speed hold mode. engage the vertical speed hold mode.

b. Changing Vertical Speed b. Changing Vertical Speed

1. Using CWS 1. Using CWS
CWS button - PRESS and HOLD, while establishing the CWS button - PRESS and HOLD, while establishing the
desired vertical speed. desired vertical speed.
CWS button - RELEASE, when the desired vertical CWS button - RELEASE, when the desired vertical
speed is obtained. speed is obtained.
2. Using Vertical Trim Control 2. Using Vertical Trim Control
VERTICAL TRIM CONTROL - PRESS either up or VERTICAL TRIM CONTROL - PRESS either up or
down to increase or decrease the vertical speed. down to increase or decrease the vertical speed.
Displayed vertical speed changes 100 fpm for every Displayed vertical speed changes 100 fpm for every
second the control is held down. second the control is held down.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
5 of 30, 9-159 5 of 30, 9-159
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

CAUTIONS CAUTIONS
When operating at or near the best rate of climb When operating at or near the best rate of climb
airspeed and using vertical speed hold, it is easy airspeed and using vertical speed hold, it is easy
to decelerate to an airspeed on the back side of the to decelerate to an airspeed on the back side of the
power curve (a decrease in airspeed results in a power curve (a decrease in airspeed results in a
reduced rate of climb). Continued operation on reduced rate of climb). Continued operation on
the back side of the power curve in vertical speed the back side of the power curve in vertical speed
hold mode will result in a stall. hold mode will result in a stall.

When operating at or near the maximum autopilot When operating at or near the maximum autopilot
speed, it will be necessary to reduce power in speed, it will be necessary to reduce power in
order to maintain the desired rate of descent and order to maintain the desired rate of descent and
not exceed the maximum autopilot speed. not exceed the maximum autopilot speed.

c. Altitude Preselect c. Altitude Preselect

1. ALTITUDE SELECT knob - PUSH small knob to the IN 1. ALTITUDE SELECT knob - PUSH small knob to the IN
position. position.
2. ALTITUDE SELECT knob - ROTATE until the desired 2. ALTITUDE SELECT knob - ROTATE until the desired
altitude is displayed. altitude is displayed.
3. ALTITUDE SELECT MODE (ARM) button - PUSH 3. ALTITUDE SELECT MODE (ARM) button - PUSH
to arm the altitude select mode. to arm the altitude select mode.
4. Airplane - ESTABLISH ATTITUDE necessary to 4. Airplane - ESTABLISH ATTITUDE necessary to
intercept the selected altitude. intercept the selected altitude.

(5) Altitude Hold (5) Altitude Hold

a. ALT Mode Selector Button - PRESS. Note ALT mode a. ALT Mode Selector Button - PRESS. Note ALT mode
annunciator ON. Autopilot will maintain the selected pressure annunciator ON. Autopilot will maintain the selected pressure
altitude. altitude.

b. Change selected altitudes b. Change selected altitudes

1. Using CWS (recommended for altitude changes greater 1. Using CWS (recommended for altitude changes greater
than 100 ft.) than 100 ft.)
CWS Button - PRESS and fly aircraft to desired pressure CWS Button - PRESS and fly aircraft to desired pressure
altitude. altitude.
CWS Button - RELEASE when desired pressure altitude CWS Button - RELEASE when desired pressure altitude
is reached. The autopilot will maintain the desired is reached. The autopilot will maintain the desired
pressure altitude. pressure altitude.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-160, 6 of 30 9-160, 6 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

2. Using Vertical Trim (Recommended for altitude changes 2. Using Vertical Trim (Recommended for altitude changes
less than 100 ft.) less than 100 ft.)
VERTICAL TRIM Control - PRESS either up or down. VERTICAL TRIM Control - PRESS either up or down.
Vertical Trim will seek an altitude rate of change of 500 Vertical Trim will seek an altitude rate of change of 500
± 100 fpm. ± 100 fpm.
VERTICAL TRIM Control - RELEASE when desired VERTICAL TRIM Control - RELEASE when desired
pressure altitude is reached. The autopilot will maintain pressure altitude is reached. The autopilot will maintain
the desired pressure altitude. the desired pressure altitude.
(6) Heading Changes (6) Heading Changes
a. Manual Heading Changes a. Manual Heading Changes
1. CWS Button - PRESS and MANEUVER aircraft to the 1. CWS Button - PRESS and MANEUVER aircraft to the
desired heading. desired heading.
2. CWS Button - RELEASE. Autopilot will maintain 2. CWS Button - RELEASE. Autopilot will maintain
aircraft in wings level attitude. aircraft in wings level attitude.
NOTE NOTE
Aircraft heading may change in the wings level Aircraft heading may change in the wings level
mode due to an aircraft out of trim condition. mode due to an aircraft out of trim condition.
b. Heading Hold b. Heading Hold
1. Heading Selector Knob - SET BUG to desired heading. 1. Heading Selector Knob - SET BUG to desired heading.
2. HDG Mode Selector Button - PRESS. Note HDG mode 2. HDG Mode Selector Button - PRESS. Note HDG mode
annunciator ON. Autopilot will automatically turn the annunciator ON. Autopilot will automatically turn the
aircraft to the selected heading. aircraft to the selected heading.

c. Command Turns (Heading Hold mode ON) c. Command Turns (Heading Hold mode ON)
HEADING Selector Knob - MOVE BUG to the desired HEADING Selector Knob - MOVE BUG to the desired
heading. Autopilot will automatically turn the aircraft to the heading. Autopilot will automatically turn the aircraft to the
new selected heading. new selected heading.

(7) NAV Coupling (7) NAV Coupling

a. When equipped with HSI. a. When equipped with HSI.
1. Course Bearing Pointer - SET to desired course. 1. Course Bearing Pointer - SET to desired course.
NOTE NOTE
When equipped with NAV 1/ NAV 2 switching When equipped with NAV 1/ NAV 2 switching
and NAV 2 is selected, set OBS to the desired and NAV 2 is selected, set OBS to the desired
course. course.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: MAY 4, 1990 7 of 30, 9-161 REVISED: MAY 4, 1990 7 of 30, 9-161
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

2. HEADING Selector Knob - SET BUG to provide desired 2. HEADING Selector Knob - SET BUG to provide desired
intercept angle. intercept angle.
3. NAV Mode Selector Button - PRESS. 3. NAV Mode Selector Button - PRESS.
If the Course Deviation Bar is greater than 2 to 3 dots: the If the Course Deviation Bar is greater than 2 to 3 dots: the
aircraft will continue in HDG mode (or wings level if aircraft will continue in HDG mode (or wings level if
HDG not selected) with the NAV annunciator flashing; HDG not selected) with the NAV annunciator flashing;
when the computed capture point is reached the HDG when the computed capture point is reached the HDG
will disengage, the NAV annunciator will illuminate will disengage, the NAV annunciator will illuminate
steady and the selected course will be auto- matically steady and the selected course will be auto- matically
captured and tracked. captured and tracked.
If the D-Bar is less than 2 to 3 dots: the H DG mode will If the D-Bar is less than 2 to 3 dots: the H DG mode will
disengage upon selecting NAV mode; the NAV disengage upon selecting NAV mode; the NAV
annunciator will illuminate steady and the capture/ track annunciator will illuminate steady and the capture/ track
sequence will automatically begin. sequence will automatically begin.
b. When equipped with DG b. When equipped with DG
1. OBS Knob - SELECT desired course. 1. OBS Knob - SELECT desired course.
2. NAV Mode Selector Button - PRESS. 2. NAV Mode Selector Button - PRESS.
3. Heading Selector Knob - ROTATE BUG to agree with 3. Heading Selector Knob - ROTATE BUG to agree with
OBS course. OBS course.
NOTE NOTE
When NAV is selected, the lateral operating mode When NAV is selected, the lateral operating mode
will change from HDG (if selected) to wings level will change from HDG (if selected) to wings level
for 5 seconds. A 45° intercept angle will then be for 5 seconds. A 45° intercept angle will then be
automatically established based on the position of automatically established based on the position of
the bug. the bug.
If the D-Bar is greater than 2 to 3 dots: the autopilot will If the D-Bar is greater than 2 to 3 dots: the autopilot will
annunciate HDG mode (unless HDG not selected) and annunciate HDG mode (unless HDG not selected) and
NAV flashing; when the computed capture point is NAV flashing; when the computed capture point is
r e a c h e d t he HDG annunciator will go out, the NAV r e a c h e d t he HDG annunciator will go out, the NAV
annunciator will illuminate steady and the selected course annunciator will illuminate steady and the selected course
will be automatically captured and tracked. will be automatically captured and tracked.
If the D-Bar is less than 2 to 3 dots: the H DG mode will If the D-Bar is less than 2 to 3 dots: the H DG mode will
disengage upon selecting NAV mode; the NAV annun-ciator disengage upon selecting NAV mode; the NAV annun-ciator
will illuminate steady and the capture/track sequence will will illuminate steady and the capture/track sequence will
automatically begin. automatically begin.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-162, 8 of 30 9-162, 8 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

(8) Approach (APR) Coupling (8) Approach (APR) Coupling

a. When equipped with HSI a. When equipped with HSI
1. Course Bearing Pointer - SET to desired course. 1. Course Bearing Pointer - SET to desired course.
NOTE NOTE
When equipped with NAV 1/ NAV 2 switching When equipped with NAV 1/ NAV 2 switching
and NAV 2 is selected, set OBS to the desired and NAV 2 is selected, set OBS to the desired
course. course.
2. HEADING Selector Knob - SET BUG to provide desired 2. HEADING Selector Knob - SET BUG to provide desired
intercept angle. intercept angle.
3. APR Mode Selector Button - PRESS. 3. APR Mode Selector Button - PRESS.
If the Course Deviation Bar is greater than 2 to 3 dots: the If the Course Deviation Bar is greater than 2 to 3 dots: the
aircraft will continue in HDG mode (or wings level if aircraft will continue in HDG mode (or wings level if
HDG not selected) with the APR annunciator flashing; HDG not selected) with the APR annunciator flashing;
when the computed capture point is reached the HDG when the computed capture point is reached the HDG
will disengage, the APR annunciator will illuminate will disengage, the APR annunciator will illuminate
steady and the selected course will be auto-matically steady and the selected course will be auto-matically
captured and tracked. captured and tracked.
If the D-Bar is less than 2 to 3 dots: the H DG mode will If the D-Bar is less than 2 to 3 dots: the H DG mode will
disengage upon selecting APR mode; the APR annun- disengage upon selecting APR mode; the APR annun-
ciator will illuminate steady and the capture/track ciator will illuminate steady and the capture/track
sequence will automatically begin. sequence will automatically begin.
b. When equipped with DG b. When equipped with DG
1. OBS Knob - SELECT desired approach course. 1. OBS Knob - SELECT desired approach course.
2. APR Mode Selector Button - PRESS. 2. APR Mode Selector Button - PRESS.
3. Heading Selector Knob - ROTATE Bug to agree with 3. Heading Selector Knob - ROTATE Bug to agree with
OBS course. OBS course.
NOTE NOTE
When APR is selected, the lateral operating mode When APR is selected, the lateral operating mode
will change from HDG (if selected) to wings level will change from HDG (if selected) to wings level
for 5 seconds. A 45° intercept angle will then be for 5 seconds. A 45° intercept angle will then be
automatically established based on the position of automatically established based on the position of
the bug. the bug.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
9 of 30, 9-163 9 of 30, 9-163
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

If the D-Bar is greater than 2 to 3 dots: the autopilot will If the D-Bar is greater than 2 to 3 dots: the autopilot will
annunciate HDG mode (unless HDG not selected) and annunciate HDG mode (unless HDG not selected) and
APR flashing; when the computed capture point is APR flashing; when the computed capture point is
reached the HDG annunciator will go out, the APR reached the HDG annunciator will go out, the APR
annunciator will illuminate steady and the selected course annunciator will illuminate steady and the selected course
will be automatically captured and tracked. will be automatically captured and tracked.
If the D-Bar is less than 2 to 3 dots: the HDG mode will If the D-Bar is less than 2 to 3 dots: the HDG mode will
disengage upon selecting APR mode; the APR annun- disengage upon selecting APR mode; the APR annun-
ciator will illuminate steady and the capture/track ciator will illuminate steady and the capture/track
sequence will automatically begin. sequence will automatically begin.
(9) BC Approach Coupling (9) BC Approach Coupling
a. When equipped with HSI a. When equipped with HSI
1. Course Bearing Pointer - SET to the ILS front course 1. Course Bearing Pointer - SET to the ILS front course
inbound heading. inbound heading.
NOTE NOTE
When equipped with NAV 1/ NAV 2 switching When equipped with NAV 1/ NAV 2 switching
and NAV 2 is selected, set OBS to the ILS front and NAV 2 is selected, set OBS to the ILS front
course inbound heading. course inbound heading.
2. HEADING Selector Knob - SET BUG to provide desired 2. HEADING Selector Knob - SET BUG to provide desired
intercept angle. intercept angle.
3. BC Mode Selector Button - PRESS. 3. BC Mode Selector Button - PRESS.
If the Course Deviation Bar is greater than 2 to 3 dots: the If the Course Deviation Bar is greater than 2 to 3 dots: the
aircraft will continue in HDG mode (or wings level if aircraft will continue in HDG mode (or wings level if
HDG not selected) with BC annunciated steady and APR HDG not selected) with BC annunciated steady and APR
annunciator flashing; when the computed capture point annunciator flashing; when the computed capture point
is reached the HDG will disengage, and the APR is reached the HDG will disengage, and the APR
annunciator will illuminate steady and the selected course annunciator will illuminate steady and the selected course
will be automatically captured and tracked. will be automatically captured and tracked.
If the D-Bar is less than 2 to 3 dots: the H DG mode will If the D-Bar is less than 2 to 3 dots: the H DG mode will
disengage upon selecting BC mode; the APR and BC disengage upon selecting BC mode; the APR and BC
annunciators will illuminate steady and the capture/ track annunciators will illuminate steady and the capture/ track
sequence will automatically begin. sequence will automatically begin.
b. When equipped with DG b. When equipped with DG
1. OBS Knob - SELECT the ILS front course inbound 1. OBS Knob - SELECT the ILS front course inbound
heading. heading.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-164, 10 of 30 9-164, 10 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

2. BC Mode Selector Button - PRESS. 2. BC Mode Selector Button - PRESS.

3. Heading Selector Knob - ROTATE Bug to the ILS front 3. Heading Selector Knob - ROTATE Bug to the ILS front
course inbound heading. course inbound heading.
NOTE NOTE
When BC is selected, the lateral operating mode When BC is selected, the lateral operating mode
will change from HDG (if selected) to wings will change from HDG (if selected) to wings
level for 5 seconds. A 45° intercept angle will level for 5 seconds. A 45° intercept angle will
then be established based on the position of the then be established based on the position of the
bug. bug.
If the D-Bar is greater than 2 to 3 dots: the autopilot will If the D-Bar is greater than 2 to 3 dots: the autopilot will
annunciate HDG (unless HDG not selected) and BC annunciate HDG (unless HDG not selected) and BC
modes with APR flashing; when the computed capture modes with APR flashing; when the computed capture
point is reached the HDG annunciator will go out, the BC point is reached the HDG annunciator will go out, the BC
and the APR annunciators will illuminate steady and the and the APR annunciators will illuminate steady and the
selected course will be automatically captured and selected course will be automatically captured and
tracked. tracked.
If the D-Bar is less than 2 to 3 dots: the H DG mode will If the D-Bar is less than 2 to 3 dots: the H DG mode will
disengage upon selecting BC mode; the APR and BC disengage upon selecting BC mode; the APR and BC
annunciators will illuminate steady and the capture/ track annunciators will illuminate steady and the capture/ track
sequence will automatically begin. sequence will automatically begin.

(10) Glide Slope Coupling (10) Glide Slope Coupling

NOTE NOTE
Glide slope coupling is inhibited when operating Glide slope coupling is inhibited when operating
in NAV or APR BC modes. Glide slope coupling in NAV or APR BC modes. Glide slope coupling
occurs automatically in the APR mode. occurs automatically in the APR mode.
a. APR Mode - ENGAGED. a. APR Mode - ENGAGED.
b. At glide slope centering - NOTE GS annunciator ON. b. At glide slope centering - NOTE GS annunciator ON.
NOTE NOTE
Autopilot can capture glide slope from above or Autopilot can capture glide slope from above or
below the beam while operating in either pitch below the beam while operating in either pitch
attitude hold or ALT hold modes. attitude hold or ALT hold modes.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
11 of 30, 9-165 11 of 30, 9-165
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

(11) Missed Approach (11) Missed Approach

a. AP DISC/ TRIM INTER Switch - PRESS to disengage AP a. AP DISC/ TRIM INTER Switch - PRESS to disengage AP
and YD. and YD.
b. MISSED APPROACH - EXECUTE. b. MISSED APPROACH - EXECUTE.
c. CWS Button - PRESS (KFC 150 only) as desired to activate c. CWS Button - PRESS (KFC 150 only) as desired to activate
FD mode during go-around maneuver. FD mode during go-around maneuver.
d. AP ENG Button - PRESS (if AP operation is desired). d. AP ENG Button - PRESS (if AP operation is desired).
Note AP and YD annunciators ON. Note AP and YD annunciators ON.
NOTE NOTE
If it is desired to track the ILS course outbound as If it is desired to track the ILS course outbound as
part of the missed approach procedure, use the part of the missed approach procedure, use the
NAV mode to prevent inadvertent GS coupling. NAV mode to prevent inadvertent GS coupling.

12. Before Landing 12. Before Landing

AP DISC/TRIM INTER Switch - PRESS to disengage AP and AP DISC/TRIM INTER Switch - PRESS to disengage AP and
YD. YD.

(c) FLIGHT DIRECTOR OPERATION (KFC 150 SYSTEMS ONLY) (c) FLIGHT DIRECTOR OPERATION (KFC 150 SYSTEMS ONLY)
NOTE NOTE
The flight director modes of operation are the The flight director modes of operation are the
same as those used for autopilot operations except same as those used for autopilot operations except
the autopilot is not engaged and the pilot must the autopilot is not engaged and the pilot must
maneuver the aircraft to satisfy the flight director maneuver the aircraft to satisfy the flight director
commands. commands.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-166, 12 of 30 REVISED: MAY 4, 1990 9-166, 12 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

(d) YAW DAMPER OPERATION (d) YAW DAMPER OPERATION

(1) With Yaw Damper Switch Installed (1) With Yaw Damper Switch Installed
a. Before takeoff a. Before takeoff
(1) AP DISC Switch - PRESS to disengage AP and YD. (1) AP DISC Switch - PRESS to disengage AP and YD.
b. Yaw damper engagement b. Yaw damper engagement
(1) YD Switch - PRESS. Note YD annunciator ON. (1) YD Switch - PRESS. Note YD annunciator ON.

NOTE NOTE
Yaw damper engagement will occur auto- Yaw damper engagement will occur auto-
matically with autopilot engagement. The yaw matically with autopilot engagement. The yaw
damper may be disengaged by pressing the YD damper may be disengaged by pressing the YD
switch. switch.
c. Before landing c. Before landing
(1) AP DISC Switch - PRESS to disengage AP and YD. (1) AP DISC Switch - PRESS to disengage AP and YD.

(2) Without Yaw Damper Switch Installed (2) Without Yaw Damper Switch Installed
a. Before takeoff a. Before takeoff
(1) AP DISC Switch - PRESS to disengage AP and YD. (1) AP DISC Switch - PRESS to disengage AP and YD.
b. Yaw damper engagement b. Yaw damper engagement
(1) FD Mode Selector Button (KFC 150 Only) - PRESS. (1) FD Mode Selector Button (KFC 150 Only) - PRESS.
(2) AP ENG Button - PRESS. Note AP and YD annun-ciator (2) AP ENG Button - PRESS. Note AP and YD annun-ciator
ON. ON.
NOTE NOTE
For yaw damper operation without the auto-pilot, For yaw damper operation without the auto-pilot,
disengage the autopilot by pressing the AP ENG disengage the autopilot by pressing the AP ENG
button or manual electric trim control switches. button or manual electric trim control switches.
c. Before landing c. Before landing
(1) AP DISC Switch - PRESS to disengage AP and YD. (1) AP DISC Switch - PRESS to disengage AP and YD.

ISSUED: MAY 4, 1990 REPORT: VB-1110 ISSUED: MAY 4, 1990 REPORT: VB-1110
12a of 30, 9-166a 12a of 30, 9-166a
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in Section 6 of the basic Pilot's Operating Handbook. balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The 150 Series AFCS is certified in this airplane with 2 axis control, pitch The 150 Series AFCS is certified in this airplane with 2 axis control, pitch
and roll, or 3 axis control if the optional yaw damper is installed. The 3rd axis and roll, or 3 axis control if the optional yaw damper is installed. The 3rd axis
(yaw), when installed, provides yaw damping and turn coordination whenever (yaw), when installed, provides yaw damping and turn coordination whenever
the autopilot is engaged. With installation of the optional yaw damper switch, the autopilot is engaged. With installation of the optional yaw damper switch,
yaw damping and turn coordination are available with or without initially yaw damping and turn coordination are available with or without initially
engaging the autopilot. The various instruments and the controls for the engaging the autopilot. The various instruments and the controls for the
operation of the 150 System are described in Figures 7-1 thru 7-17. operation of the 150 System are described in Figures 7-1 thru 7-17.
The 150 Series AFCS has an electric pitch trim system which provides The 150 Series AFCS has an electric pitch trim system which provides
autotrim during autopilot operation and manual electric trim for the pilot. The autotrim during autopilot operation and manual electric trim for the pilot. The
trim system is designed to withstand any single inflight malfunction. Trim trim system is designed to withstand any single inflight malfunction. Trim
faults are visually and aurally annunciated. faults are visually and aurally annunciated.
A lockout device prevents autopilot engagement until the system has been A lockout device prevents autopilot engagement until the system has been
successfully preflight tested. successfully preflight tested.
The following conditions will cause the Autopilot to automatically The following conditions will cause the Autopilot to automatically
disengage: disengage:
(a) Power failure. (a) Power failure.
(b) Internal Flight Control System failure. (b) Internal Flight Control System failure.
(c) With the KCS 55A Compass System, a loss of compass valid (c) With the KCS 55A Compass System, a loss of compass valid
(displaying HDG flag) disengages the Autopilot when a mode using (displaying HDG flag) disengages the Autopilot when a mode using
heading information is engaged. With the HDG flag present, the heading information is engaged. With the HDG flag present, the
Autopilot may be re-engaged in the basic wings level mode along with Autopilot may be re-engaged in the basic wings level mode along with
any vertical mode. any vertical mode.
(d) Roll rates in excess of 14° per second will cause the autopilot to (d) Roll rates in excess of 14° per second will cause the autopilot to
disengage except when the CWS switch is held depressed. disengage except when the CWS switch is held depressed.
(e) Pitch rates in excess of 6° per second will cause the autopilot to (e) Pitch rates in excess of 6° per second will cause the autopilot to
disengage except when the CWS switch is held depressed. disengage except when the CWS switch is held depressed.

REPORT: VB-1110 ISSUED: MAY 4, 1990 REPORT: VB-1110 ISSUED: MAY 4, 1990
9-166b, 12b of 30 9-166b, 12b of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

1 2 3 4 3 5 6 1 2 3 4 3 5 6

YD FD ALT HDG GS NAV APR BC TRIM AP YD FD ALT HDG GS NAV APR BC TRIM AP
DN DN
UP FD ALT HDG NAV APR BC
APı UP FD ALT HDG NAV APR BC
APı
ENG ENG

15 14 13 12 11 10 9 8 7 15 14 13 12 11 10 9 8 7
KC 192 AUTOPILOT & FLIGHT DIRECTOR COMPUTER KC 192 AUTOPILOT & FLIGHT DIRECTOR COMPUTER
Figure 7-1 Figure 7-1

1. KFC 150 SYSTEM KC 192 AUTOPILOT COMPUTER - Complete 1. KFC 150 SYSTEM KC 192 AUTOPILOT COMPUTER - Complete
Flight Director and Autopilot computer to include system mode Flight Director and Autopilot computer to include system mode
annunciators and system controls. annunciators and system controls.
2. YAW DAMPER (YD) ANNUNCIATOR - Illuminates continuously 2. YAW DAMPER (YD) ANNUNCIATOR - Illuminates continuously
whenever the optional yaw damper is engaged. whenever the optional yaw damper is engaged.
3. MODE ANNUNCIATORS - Illuminates when a mode is selected by 3. MODE ANNUNCIATORS - Illuminates when a mode is selected by
the corresponding mode selector button (PUSH ON - PUSH OFF) or the corresponding mode selector button (PUSH ON - PUSH OFF) or
when the glide slope (GS) mode is automatically engaged. when the glide slope (GS) mode is automatically engaged.
4. GLIDE SLOPE (GS) ANNUNCIATOR - Illuminates continuously 4. GLIDE SLOPE (GS) ANNUNCIATOR - Illuminates continuously
whenever the autopilot is coupled to the glide slope signal. The GS whenever the autopilot is coupled to the glide slope signal. The GS
annunciator will flash if the glide slope signal is lost ( GS flag in CDI annunciator will flash if the glide slope signal is lost ( GS flag in CDI
or absence of glide slope pointers in KI 525A). The autopilot reverts to or absence of glide slope pointers in KI 525A). The autopilot reverts to
pitch attitude hold operation. If a valid glide slope signal returns within pitch attitude hold operation. If a valid glide slope signal returns within
six seconds, the autopilot will automatically recouple in the GS mode. six seconds, the autopilot will automatically recouple in the GS mode.
If the valid signal does not return within six seconds, the autopilot will If the valid signal does not return within six seconds, the autopilot will
remain in pitch attitude hold mode until such time that a valid glide remain in pitch attitude hold mode until such time that a valid glide
slope returns and the aircraft passes thru the glide slope. At that slope returns and the aircraft passes thru the glide slope. At that
point GS couple will re-occur. point GS couple will re-occur.
5. TRIM WARNING LIGHT (TRIM) - Illuminates continuously 5. TRIM WARNING LIGHT (TRIM) - Illuminates continuously
whenever trim power is not on or the system has not been preflight whenever trim power is not on or the system has not been preflight
tested . Flashes and is accompanied by an audible warning whenever a tested . Flashes and is accompanied by an audible warning whenever a
manual trim fault is detected. The TRIM warning light will illuminate manual trim fault is detected. The TRIM warning light will illuminate
steady and be accompanied by a steady audible tone whenever an steady and be accompanied by a steady audible tone whenever an
autotrim failure occurs. The autotrim system is autotrim failure occurs. The autotrim system is

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: MAY 4, 1990 13, of 30, 9-167 REVISED: MAY 4, 1990 13, of 30, 9-167
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

Figure 7-1 (cont) Figure 7-1 (cont)

monitored for the following failures: trim servo running without a monitored for the following failures: trim servo running without a
command; trim servo not running when commanded to run; trim servo command; trim servo not running when commanded to run; trim servo
running in the wrong direction. The trim power switch may be cycled running in the wrong direction. The trim power switch may be cycled
off to silence the continuous tone but the trim fail light will remain on. off to silence the continuous tone but the trim fail light will remain on.
The manual electric trim may be used but the autopilot should not be The manual electric trim may be used but the autopilot should not be
engaged. engaged.
6. AUTOPILOT ANNUNCIATOR (AP) - Illuminates continuously 6. AUTOPILOT ANNUNCIATOR (AP) - Illuminates continuously
whenever the autopilot is engaged. Flashes approximately 12 times whenever the autopilot is engaged. Flashes approximately 12 times
whenever the autopilot is disengaged (an aural alert will also sound for whenever the autopilot is disengaged (an aural alert will also sound for
2 seconds). 2 seconds).
7. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed, 7. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed,
engages autopilot if all logic conditions are met. When pushed again, engages autopilot if all logic conditions are met. When pushed again,
disengages the autopilot. Also engages the Yaw Damper if installed. If disengages the autopilot. Also engages the Yaw Damper if installed. If
the Yaw Damper is installed without the Yaw Damper Switch option, the Yaw Damper is installed without the Yaw Damper Switch option,
Yaw Damper operation without the autopilot may be accomplished by Yaw Damper operation without the autopilot may be accomplished by
first engaging the autopilot (and Yaw Damper) and then disengaging first engaging the autopilot (and Yaw Damper) and then disengaging
the autopilot be depressing the AP ENG button a second time. The the autopilot be depressing the AP ENG button a second time. The
Yaw Damper will remain engaged. Momentary activation of manual Yaw Damper will remain engaged. Momentary activation of manual
electric trim also will disengage the autopilot leaving the Yaw Damper electric trim also will disengage the autopilot leaving the Yaw Damper
engaged. engaged.
8. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed, 8. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed,
initiates preflight test sequence which automatically turns on all initiates preflight test sequence which automatically turns on all
annunciator lights, tests the roll and pitch rate monitors, tests the annunciator lights, tests the roll and pitch rate monitors, tests the
autotrim fault monitor, checks the manual trim drive voltage and autotrim fault monitor, checks the manual trim drive voltage and
tests all autopilot valid and dump logic. If the preflight is successfully tests all autopilot valid and dump logic. If the preflight is successfully
passed, the AP annunciator light will flash for approxi-mately 6 passed, the AP annunciator light will flash for approxi-mately 6
seconds (an aural tone will also sound simultaneously with the seconds (an aural tone will also sound simultaneously with the
annunciator flashes). The autopilot cannot be engaged until the annunciator flashes). The autopilot cannot be engaged until the
preflight test is successfully passed. preflight test is successfully passed.
9. BACK COURSE APPROACH (BC) MODE SELECTOR BUTTON 9. BACK COURSE APPROACH (BC) MODE SELECTOR BUTTON
- When pushed, will select the Back Course Approach mode. This - When pushed, will select the Back Course Approach mode. This
mode functions identically to the approach mode except that response mode functions identically to the approach mode except that response
to LOC signals is reversed. Glide slope coupling is inhibited in the to LOC signals is reversed. Glide slope coupling is inhibited in the
Back Course Approach mode. Back Course Approach mode.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-168, 14 of 30 REVISED: MAY 4, 1990 9-168, 14 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

Figure 7-1 (cont) Figure 7-1 (cont)

10. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, 10. APPROACH (APR) MODE SELECTOR BUTTON - When pushed,
will select the Approach mode. This mode provides all angle will select the Approach mode. This mode provides all angle
intercept (with HSI) or a fixed angle intercept of 45° (with DG), intercept (with HSI) or a fixed angle intercept of 45° (with DG),
automatic beam capture and tracking of VOR, RNAV or LOC automatic beam capture and tracking of VOR, RNAV or LOC
signals plus glide slope coupling in the case of an ILS. The tracking signals plus glide slope coupling in the case of an ILS. The tracking
gain of the APR mode is greater than the gain in the NAV mode. The gain of the APR mode is greater than the gain in the NAV mode. The
APR annunciator will flash until the automatic capture sequence is APR annunciator will flash until the automatic capture sequence is
initiated. initiated.
11. NAVIGATION (NAV) MODE SELECTOR BUTTON - When pushed, 11. NAVIGATION (NAV) MODE SELECTOR BUTTON - When pushed,
will select the Navigation mode. The mode provides all angle will select the Navigation mode. The mode provides all angle
intercept (with HSI) or a fixed angle intercept of 45° (with DG), intercept (with HSI) or a fixed angle intercept of 45° (with DG),
automatic beam capture and tracking of VOR, RNAV or LOC automatic beam capture and tracking of VOR, RNAV or LOC
signals. The NAV annunciator will flash until the automatic capture signals. The NAV annunciator will flash until the automatic capture
sequence is initiated. sequence is initiated.
12. HEADING (HDG) MODE SELECTOR BUTTON - When pushed, 12. HEADING (HDG) MODE SELECTOR BUTTON - When pushed,
will select the Heading mode, which commands the air-plane to will select the Heading mode, which commands the air-plane to
turn to and maintain the heading selected by the heading bug on turn to and maintain the heading selected by the heading bug on
the DG or HSI. A new heading may be selected at any time and will the DG or HSI. A new heading may be selected at any time and will
result in the airplane turning to the new heading with a maximum bank result in the airplane turning to the new heading with a maximum bank
angle of about 20°. Selecting HDG mode will cancel NAV, APR or angle of about 20°. Selecting HDG mode will cancel NAV, APR or
BC track modes. BC track modes.
13. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON When 13. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON When
pushed, will select the Altitude Hold mode, which commands the pushed, will select the Altitude Hold mode, which commands the
airplane to maintain the pressure altitude existing at the moment of airplane to maintain the pressure altitude existing at the moment of
selection. Engagement may be accomplished in climb, descent, or level selection. Engagement may be accomplished in climb, descent, or level
flight. In the APR mode, altitude hold will auto-matically disengage flight. In the APR mode, altitude hold will auto-matically disengage
when the glide slope is captured. when the glide slope is captured.
14. FLIGHT DIRECTOR (FD) MODE SELECTOR BUTTON When 14. FLIGHT DIRECTOR (FD) MODE SELECTOR BUTTON When
pushed, will select the Flight Director mode (with KC 292 Autopilot pushed, will select the Flight Director mode (with KC 292 Autopilot
Computer only), bringing the Command Bar in view on the KI 256 Computer only), bringing the Command Bar in view on the KI 256
and will command wings level and pitch attitude hold. The FD mode and will command wings level and pitch attitude hold. The FD mode
must be selected prior to Autopilot engagement. must be selected prior to Autopilot engagement.
15. VERTICAL TRIM CONTROL - A spring loaded to center rocker 15. VERTICAL TRIM CONTROL - A spring loaded to center rocker
switch which will provide up or down pitch command changes: while switch which will provide up or down pitch command changes: while
in ALT will adjust altitude at rate of about 500 fpm; when not in ALT in ALT will adjust altitude at rate of about 500 fpm; when not in ALT
will adjust pitch attitude at a rate of .7 deg/ sec. Will cancel GS couple. will adjust pitch attitude at a rate of .7 deg/ sec. Will cancel GS couple.
The aircraft must pass through the glide slope again to allow GS The aircraft must pass through the glide slope again to allow GS
recouple. recouple.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: MAY 4, 1990 15 of 30, 9-169 REVISED: MAY 4, 1990 15 of 30, 9-169
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

1 2 3 4 3 5 6 1 2 3 4 3 5 6

YD ALT HDG GS NAV APR BC TRIM AP YD ALT HDG GS NAV APR BC TRIM AP

APı APı
ALT HDG NAV APR BC ENG ALT HDG NAV APR BC ENG

14 13 12 11 10 9 8 7 14 13 12 11 10 9 8 7
KC 191 AUTOPILOT COMPUTER KC 191 AUTOPILOT COMPUTER
Figure 7-3 Figure 7-3

1. KFC 150 SYSTEM KC 191 AUTOPILOT COMPUTER Complete 1. KFC 150 SYSTEM KC 191 AUTOPILOT COMPUTER Complete
Flight Director and Autopilot computer to include system mode Flight Director and Autopilot computer to include system mode
annunciators and system controls. annunciators and system controls.
2. YAW DAMPER (YD) ANNUNCIATOR - Illuminates continuously 2. YAW DAMPER (YD) ANNUNCIATOR - Illuminates continuously
whenever the optional yaw damper is engaged. whenever the optional yaw damper is engaged.
3. MODE ANNUNCIATORS - Illuminate when a mode is selected by the 3. MODE ANNUNCIATORS - Illuminate when a mode is selected by the
corresponding mode selector button (PUSH ON - PUSH OFF) or corresponding mode selector button (PUSH ON - PUSH OFF) or
when the glide slope (GS) mode is automatically engaged. when the glide slope (GS) mode is automatically engaged.
4. GLIDE SLOPE (GS) ANNUNCIATOR - Illuminates continuously 4. GLIDE SLOPE (GS) ANNUNCIATOR - Illuminates continuously
whenever the autopilot is coupled to the glide slope signal. The GS whenever the autopilot is coupled to the glide slope signal. The GS
annunciator will flash if the glide slope signal is lost (GS flag in CDI annunciator will flash if the glide slope signal is lost (GS flag in CDI
or absence of glide slope pointers in KI 525A). The autopilot reverts to or absence of glide slope pointers in KI 525A). The autopilot reverts to
pitch attitude hold operation. If a valid glide slope signal returns within pitch attitude hold operation. If a valid glide slope signal returns within
six seconds, the autopilot will automatically recouple in the GS mode. six seconds, the autopilot will automatically recouple in the GS mode.
If the valid signal does not return within six seconds, the autopilot will If the valid signal does not return within six seconds, the autopilot will
remain in pitch attitude hold mode until such time that a valid glide remain in pitch attitude hold mode until such time that a valid glide
slope returns and the aircraft passes thru the glide slope. At that point slope returns and the aircraft passes thru the glide slope. At that point
GS couple will re-occur. GS couple will re-occur.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-170, 16 of 30 REVISED: MAY 4, 1990 9-170, 16 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

Figure 7-3 (cont) Figure 7-3 (cont)

5. TRIM WARNING LIGHT (TRIM) - Illuminates continuously 5. TRIM WARNING LIGHT (TRIM) - Illuminates continuously
whenever trim power is not on or the system has not been preflight whenever trim power is not on or the system has not been preflight
tested. Flashes and is accompanied by an audible warning whenever a tested. Flashes and is accompanied by an audible warning whenever a
manual trim fault is detected. The TRIM warning light will illuminate manual trim fault is detected. The TRIM warning light will illuminate
steady and be accompanied by a steady audible tone whenever an steady and be accompanied by a steady audible tone whenever an
autotrim failure occurs. The autotrim system is moni-tored for the autotrim failure occurs. The autotrim system is moni-tored for the
following failures: trim servo running without a command; trim servo following failures: trim servo running without a command; trim servo
not running when commanded to run; trim servo running in the wrong not running when commanded to run; trim servo running in the wrong
direction. The trim power switch may be cycled off to silence the direction. The trim power switch may be cycled off to silence the
continuous tone but the trim fail light will remain on. The manual continuous tone but the trim fail light will remain on. The manual
electric trim may be used but the autopilot should not be engaged. electric trim may be used but the autopilot should not be engaged.
6. AUTOPILOT ANNUNCIATOR (AP) - Illuminates continuously 6. AUTOPILOT ANNUNCIATOR (AP) - Illuminates continuously
whenever the autopilot is engaged. Flashes approximately 12 times whenever the autopilot is engaged. Flashes approximately 12 times
whenever the autopilot is disengaged (an aural alert will also sound for whenever the autopilot is disengaged (an aural alert will also sound for
2 seconds). 2 seconds).
7. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed, 7. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed,
engages autopilot if all logic conditions are met. When pushed again, engages autopilot if all logic conditions are met. When pushed again,
disengages the autopilot. Also engages the Yaw Damper if installed. If disengages the autopilot. Also engages the Yaw Damper if installed. If
the Yaw Damper is installed without the Yaw Damper Switch option, the Yaw Damper is installed without the Yaw Damper Switch option,
Yaw Damper operation without the autopilot may be accomplished by Yaw Damper operation without the autopilot may be accomplished by
first engaging the autopilot (and Yaw Damper) and then disengaging first engaging the autopilot (and Yaw Damper) and then disengaging
the autopilot be depressing the AP ENG button a second time. The the autopilot be depressing the AP ENG button a second time. The
Yaw Damper will remain engaged. Momentary activation of manual Yaw Damper will remain engaged. Momentary activation of manual
electric trim also will disengage the autopilot leaving the Yaw Damper electric trim also will disengage the autopilot leaving the Yaw Damper
engaged. engaged.
8. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed. 8. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed.
initiates preflight test sequence which automatically turns on all initiates preflight test sequence which automatically turns on all
annunciator lights, tests the roll and pitch rate monitors, tests the annunciator lights, tests the roll and pitch rate monitors, tests the
autotrim fault monitor, checks the manual trim drive voltage and autotrim fault monitor, checks the manual trim drive voltage and
tests all autopilot valid and dump logic. If the preflight is successfully tests all autopilot valid and dump logic. If the preflight is successfully
passed, the AP annunciator light will flash for approxi-mately 6 passed, the AP annunciator light will flash for approxi-mately 6
seconds (an aural tone will also sound simultaneously with the seconds (an aural tone will also sound simultaneously with the
annunciator nashes). The autopilot cannot be engaged until the annunciator nashes). The autopilot cannot be engaged until the
preflight test is successfully passed. preflight test is successfully passed.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
REVISED: MAY 4, 1990 17 of 30, 9-171 REVISED: MAY 4, 1990 17 of 30, 9-171
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

Figure 7-3 (cont) Figure 7-3 (cont)

9. BACK COURSE APPROACH (BC) MODE SELECTOR BUTTON 9. BACK COURSE APPROACH (BC) MODE SELECTOR BUTTON
- When pushed, will select the Back Course Approach mode. This - When pushed, will select the Back Course Approach mode. This
mode functions identically to the approach mode except that response mode functions identically to the approach mode except that response
to LOC signals is reversed. Glide slope coupling is inhibited in the to LOC signals is reversed. Glide slope coupling is inhibited in the
Back Course Approach mode. Back Course Approach mode.
10. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, 10. APPROACH (APR) MODE SELECTOR BUTTON - When pushed,
will select the Approach mode. This mode provides all angle will select the Approach mode. This mode provides all angle
intercept (with HSI) or a fixed angle intercept of 45° (with DG), intercept (with HSI) or a fixed angle intercept of 45° (with DG),
automatic beam capture and tracking of VOR, RNAV or LOC automatic beam capture and tracking of VOR, RNAV or LOC
signals plus glide slope coupling in the case of an ILS. The signals plus glide slope coupling in the case of an ILS. The
tracking gain of the APR mode is greater than the gain in the NAV tracking gain of the APR mode is greater than the gain in the NAV
mode. The APR annunciator will flash until the automatic capture mode. The APR annunciator will flash until the automatic capture
sequence is initiated. sequence is initiated.
11. NAVIGATION (NAV) MODE SELECTOR BUTTON - When pushed. 11. NAVIGATION (NAV) MODE SELECTOR BUTTON - When pushed.
will select the Navigation mode. The mode provides all angle will select the Navigation mode. The mode provides all angle
intercept (with HSI) or a fixed angle intercept of 45° (with DG), intercept (with HSI) or a fixed angle intercept of 45° (with DG),
automatic beam capture and tracking of VOR, RNAV or LOC automatic beam capture and tracking of VOR, RNAV or LOC
signals. The NAV annunciator will flash until the automatic capture signals. The NAV annunciator will flash until the automatic capture
sequence is initiated. sequence is initiated.
12. HEADING (HDG) MODE SELECTOR BUTTON - When pushed, 12. HEADING (HDG) MODE SELECTOR BUTTON - When pushed,
will select the Heading mode, which commands the air-plane to turn will select the Heading mode, which commands the air-plane to turn
to and maintain the heading selected by the heading bug on the DG to and maintain the heading selected by the heading bug on the DG
or HSI. A new heading may be selected at any time and will result in or HSI. A new heading may be selected at any time and will result in
the airplane turning to the new heading with a maximum bank angle the airplane turning to the new heading with a maximum bank angle
of about 20°. Selecting HDG mode will cancel NAV, APR or BC of about 20°. Selecting HDG mode will cancel NAV, APR or BC
track modes. track modes.
13. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON - When 13. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON - When
pushed, will select the Altitude Hold mode, which commands the pushed, will select the Altitude Hold mode, which commands the
airplane to maintain the pressure altitude existing at the moment of airplane to maintain the pressure altitude existing at the moment of
selection. Engagement may be accomplished in climb, descent, or selection. Engagement may be accomplished in climb, descent, or
level flight. In the APR mode, altitude hold will auto-matically level flight. In the APR mode, altitude hold will auto-matically
disengage when the glide slope is captured. disengage when the glide slope is captured.
14. VERTICAL TRIM CONTROL - A spring loaded to center rocker 14. VERTICAL TRIM CONTROL - A spring loaded to center rocker
switch which will provide up or down pitch command changes: while switch which will provide up or down pitch command changes: while
in ALT will adjust altitude at rate of about 500 fpm; when not in ALT in ALT will adjust altitude at rate of about 500 fpm; when not in ALT
will adjust pitch attitude at a rate of .7 deg/ sec. Will cancel GS couple. will adjust pitch attitude at a rate of .7 deg/ sec. Will cancel GS couple.
The aircraft must pass through the glide slope again to allow GS The aircraft must pass through the glide slope again to allow GS
recouple. recouple.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-172, 18 of 30 REVISED: MAY 4, 1990 9-172, 18 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

1 2 3

5
6

KI 256 FLIGHT COMMAND INDICATOR KI 256 FLIGHT COMMAND INDICATOR

Figure 7-5 Figure 7-5
1. Kl 256 FLIGHT COMMAND INDICATOR (FCI) - Displays airplane 1. Kl 256 FLIGHT COMMAND INDICATOR (FCI) - Displays airplane
attitude as a conventional attitude gyro and displays commands for attitude as a conventional attitude gyro and displays commands for
flight director operation. The gyro is air driven. flight director operation. The gyro is air driven.
2. ROLL ATTITUDE INDEX - Displays airplane roll attitude with 2. ROLL ATTITUDE INDEX - Displays airplane roll attitude with
respect to the roll attitude scale. respect to the roll attitude scale.
3. ROLL ATTITUDE SCALE - Scale marked at 0, ±10, ±20, ±30, ±60 3. ROLL ATTITUDE SCALE - Scale marked at 0, ±10, ±20, ±30, ±60
and ±90 degrees. and ±90 degrees.
4. PITCH ATTITUDE SCALE - Moves with respect to the symbolic 4. PITCH ATTITUDE SCALE - Moves with respect to the symbolic
airplane to present pitch attitude. Scale graduated at 0, ±5, ±10, ±15, airplane to present pitch attitude. Scale graduated at 0, ±5, ±10, ±15,
±20 and ±25 degrees. ±20 and ±25 degrees.
5. COMMAND BAR - Displays computed steering commands 5. COMMAND BAR - Displays computed steering commands
referenced to the symbolic airplane. The command bar is visible only referenced to the symbolic airplane. The command bar is visible only
when FD mode is selected. The command bar will be biased out of when FD mode is selected. The command bar will be biased out of
view whenever the system is invalid or a Flight Director mode is not view whenever the system is invalid or a Flight Director mode is not
engaged. engaged.
6. FCI SYMBOLIC AIRPLANE - Airplane pitch and roll attitude is 6. FCI SYMBOLIC AIRPLANE - Airplane pitch and roll attitude is
displayed by the relationship between the fixed symbolic airplane and displayed by the relationship between the fixed symbolic airplane and
the movable background. During flight director operation, the the movable background. During flight director operation, the
symbolic airplane is flown to align it with the command bar to satisfy symbolic airplane is flown to align it with the command bar to satisfy
the flight director commands. the flight director commands.
7. DECISION HEIGHT (DH) ANNUNCIATOR LIGHT - Optional light 7. DECISION HEIGHT (DH) ANNUNCIATOR LIGHT - Optional light
for use with the aircraft's optional radar altimeter. for use with the aircraft's optional radar altimeter.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
19 of 30, 9-173 19 of 30, 9-173
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

1 2 3

KG 258 VERTICAL GYRO KG 258 VERTICAL GYRO

Figure 7-7 Figure 7-7

1. KG 258 VERTICAL GYRO - Displays airplane attitude as a 1. KG 258 VERTICAL GYRO - Displays airplane attitude as a
conventional attitude gyro. The gyro is air driven. conventional attitude gyro. The gyro is air driven.
2. ROLL ATTITUDE INDEX - Displays airplane roll attitude with 2. ROLL ATTITUDE INDEX - Displays airplane roll attitude with
respect to the roll attitude scale. respect to the roll attitude scale.
3. ROLL ATTITUDE SCALE - Scale marked at 0, ±10, ±20, ±30, ±60 3. ROLL ATTITUDE SCALE - Scale marked at 0, ±10, ±20, ±30, ±60
and ±90 degrees. and ±90 degrees.
4. PITCH ATTITUDE SCALE - Moves with respect to the symbolic 4. PITCH ATTITUDE SCALE - Moves with respect to the symbolic
airplane to present pitch attitude. Scale grad uated at 0, ±5, ±10, ±15, airplane to present pitch attitude. Scale grad uated at 0, ±5, ±10, ±15,
±20 and ±25 degrees. ±20 and ±25 degrees.
5. SYMBOLIC AIRPLANE - Serves as a stationary symbol of the 5. SYMBOLIC AIRPLANE - Serves as a stationary symbol of the
aircraft. Aircraft pitch and roll attitudes are displayed by the aircraft. Aircraft pitch and roll attitudes are displayed by the
relationship between the fixed symbolic aircraft and the movable relationship between the fixed symbolic aircraft and the movable
background. background.
6. SYMBOLIC AIRCRAFT ALIGNMENT KNOB - Provides manual 6. SYMBOLIC AIRCRAFT ALIGNMENT KNOB - Provides manual
positioning of the symbolic aircraft for level flight under various load positioning of the symbolic aircraft for level flight under various load
conditions. conditions.
7. DECISION HEIGHT(DH) ANNUNCIATOR LlGHT-Optional light 7. DECISION HEIGHT(DH) ANNUNCIATOR LlGHT-Optional light
for use with the aircraft's optional radar altimeter. for use with the aircraft's optional radar altimeter.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-174, 20 of 30 9-174, 20 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

1 2 34

14 ---1-'-'-....;.:J.
13 - - I l l - + - . , . _ _
8---.1a-.-1

12
11
KI 525A HORIZONTAL SITUATION INDICATOR KI 525A HORIZONTAL SITUATION INDICATOR
Figure 7-9 Figure 7-9

1. KI 525A HORIZONTAL SITUATION INDICATOR (HSI) - Provides 1. KI 525A HORIZONTAL SITUATION INDICATOR (HSI) - Provides
a pictorial presentation of aircraft deviation relative to VOR radials a pictorial presentation of aircraft deviation relative to VOR radials
or localizer beams. It also displays glide slope devia-tions and gives or localizer beams. It also displays glide slope devia-tions and gives
heading reference with respect to magnetic north. heading reference with respect to magnetic north.
2. NAV FLAG - Flag is in view when the NAV receiver signal is 2. NAV FLAG - Flag is in view when the NAV receiver signal is
inadequate. When a NAV flag is present in the navigation indicator inadequate. When a NAV flag is present in the navigation indicator
(CDI or Ki 525A) the autopilot operation is not affected. The pilot (CDI or Ki 525A) the autopilot operation is not affected. The pilot
must monitor the navigation indicators for NAV flags to insure that the must monitor the navigation indicators for NAV flags to insure that the
Autopilot and/ or Flight Director are tracking valid navigation Autopilot and/ or Flight Director are tracking valid navigation
information. information.
3. LUBBER LINE - Indicates aircraft magnetic heading on,compass card 3. LUBBER LINE - Indicates aircraft magnetic heading on,compass card
(10). (10).
4. HEADING WARNING FLAG (HDG) - When flag is in view, the 4. HEADING WARNING FLAG (HDG) - When flag is in view, the
heading display is invalid . If a HDG flag appears and a lateral mode heading display is invalid . If a HDG flag appears and a lateral mode
(HDG, NAV, APR or APR BC) is selected, the Autopilot will be (HDG, NAV, APR or APR BC) is selected, the Autopilot will be
disengaged. The Autopilot may be re-engaged in the basic wings level disengaged. The Autopilot may be re-engaged in the basic wings level
mode along with any vertical mode. The CWS switch would be used to mode along with any vertical mode. The CWS switch would be used to
maneuver the aircraft laterally. maneuver the aircraft laterally.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
21 of 30, 9-175 21 of 30, 9-175
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

Figure 7-9 (cont) Figure 7-9 (cont)

5. COURSE BEARING POINTER - Indicates selected VOR course or 5. COURSE BEARING POINTER - Indicates selected VOR course or
localizer course on campass card ( 10). The selected VOR radial or localizer course on campass card ( 10). The selected VOR radial or
localizer heading remains set on the compass card when the compass localizer heading remains set on the compass card when the compass
card ( 10) rotates. card ( 10) rotates.
6. TO/FROM INDICAT.OR FLAG - Indicates direction of VOR station 6. TO/FROM INDICAT.OR FLAG - Indicates direction of VOR station
relative to selected course. relative to selected course.
7. DUAL GLIDE SLOPE POINTERS - Indicate on glide slope scale (8) 7. DUAL GLIDE SLOPE POINTERS - Indicate on glide slope scale (8)
aircraft displacement from glide slope beam center. Glide slope aircraft displacement from glide slope beam center. Glide slope
pointers in view indicate a usable glide slope signal is being received. pointers in view indicate a usable glide slope signal is being received.
The glide slope pointers will bias out of view if the glide slope signal is The glide slope pointers will bias out of view if the glide slope signal is
lost. lost.
8. GLIDE SLOPE SCALES - Indicate displacement from glide slope 8. GLIDE SLOPE SCALES - Indicate displacement from glide slope
beam center. A glide slope deviation bar displacement of 2 dots, beam center. A glide slope deviation bar displacement of 2 dots,
represents full scale (0.7°) deviation above or below glide slope beam represents full scale (0.7°) deviation above or below glide slope beam
centerline. centerline.
9. HEADING SELECTOR KNOB ( ) - Positions heading bug (14) 9. HEADING SELECTOR KNOB ( ) - Positions heading bug (14)
on compass card (10) by rotating the heading selector knob. The Bug on compass card (10) by rotating the heading selector knob. The Bug
rotates with the compass card. rotates with the compass card.
10. COMPASS CARD - Rotates to display heading of airplane with 10. COMPASS CARD - Rotates to display heading of airplane with
reference to lubber line (3) on HSI. reference to lubber line (3) on HSI.
11. COURSE SELECTOR KNOB - Positions course bearing pointer (5) 11. COURSE SELECTOR KNOB - Positions course bearing pointer (5)
on the compass card ( 10) by rotating the course selector knob. on the compass card ( 10) by rotating the course selector knob.
12. COURSE DEVIATION BAR (D-BAR) - The center portion of omni 12. COURSE DEVIATION BAR (D-BAR) - The center portion of omni
bearing pointer moves laterally to pictorially indicate the relationship bearing pointer moves laterally to pictorially indicate the relationship
of aircraft to the selected course. It indicates degrees of angular of aircraft to the selected course. It indicates degrees of angular
displacement from VOR radials and localizer beams, or displacement displacement from VOR radials and localizer beams, or displacement
in nautical miles from RNAV courses. in nautical miles from RNAV courses.
13. COURSE DEVIATION SCALE-Acoursedeviationbardisplace-ment 13. COURSE DEVIATION SCALE-Acoursedeviationbardisplace-ment
of 5 dots represents full scale (VOR = ±10°, LOC = ±2 1/2°, RNAV = of 5 dots represents full scale (VOR = ±10°, LOC = ±2 1/2°, RNAV =
5NM, RNAV APR = 1 1/4NM) deviation from beam centerline. 5NM, RNAV APR = 1 1/4NM) deviation from beam centerline.
14. HEADING BUG - Moved by ( ) knob (9) to select desired 14. HEADING BUG - Moved by ( ) knob (9) to select desired
heading. heading.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-176, 22 of 30 9-176, 22 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

1 2 3 1 2 3

PUSH PUSH

KING KING

KG 107 NON-SLAVED DIRECTIONAL GYRO KG 107 NON-SLAVED DIRECTIONAL GYRO

Figure 7-1 1 Figure 7-1 1

1. KG 107 NON-SLAVED DIRECTIONAL GYRO (DG) - Provides a 1. KG 107 NON-SLAVED DIRECTIONAL GYRO (DG) - Provides a
stable visual indication of aircraft heading to the pilot. The gyro is air stable visual indication of aircraft heading to the pilot. The gyro is air
driven. driven.
2. LUBBER LINE - Indicates aircraft magnetic heading on compass card 2. LUBBER LINE - Indicates aircraft magnetic heading on compass card
(4). (4).
3. HEADING BUG - Moved by ( )knob (5) to select desired heading. 3. HEADING BUG - Moved by ( )knob (5) to select desired heading.
4. COMPASS CARD - Rotates to display heading of airplane with 4. COMPASS CARD - Rotates to display heading of airplane with
reference to lubber line (2) on DG. reference to lubber line (2) on DG.
5. HEADING SELECTOR KNOB ( ) - Positions heading bug (3) 5. HEADING SELECTOR KNOB ( ) - Positions heading bug (3)
on compass card (4) by rotating the heading selector knob. The Bug on compass card (4) by rotating the heading selector knob. The Bug
rotates with the compass card. rotates with the compass card.
6. GYRO ADJUSTMENT KNOB (PUSH) - When pushed in, allows the 6. GYRO ADJUSTMENT KNOB (PUSH) - When pushed in, allows the
pilot to manually rotate the gyro compass card (4) to correspond with pilot to manually rotate the gyro compass card (4) to correspond with
the magnetic heading indicated by the magnetic compass. The the magnetic heading indicated by the magnetic compass. The
unslaved compass card must be manually reset periodically to unslaved compass card must be manually reset periodically to
compensate for precessional errors in the gyro. compensate for precessional errors in the gyro.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
23 of 30, 9-177 23 of 30, 9-177
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

1 2

7
8
10 9
KI 204/206 VOR/LOC/ KI 204/206 VOR/LOC/
GLIDE SLOPE INDICATOR (TYPICAL) GLIDE SLOPE INDICATOR (TYPICAL)
Figure 7-13 Figure 7-13

1. VOR/LOC/GLIDE SLOPE INDICATOR - Provides rectilinear display 1. VOR/LOC/GLIDE SLOPE INDICATOR - Provides rectilinear display
of VOR/LOC and glide slope deviation. of VOR/LOC and glide slope deviation.
2. COURSE INDEX - Indicates selected VOR course. 2. COURSE INDEX - Indicates selected VOR course.
3. COURSE CARD - Indicates selected VOR course under course index. 3. COURSE CARD - Indicates selected VOR course under course index.
4. NAV FLAG - Flag is in view when the N AV receiver signal is inade- 4. NAV FLAG - Flag is in view when the N AV receiver signal is inade-
quate. When a NAV flag is present in the navigation indicator ( CDI or quate. When a NAV flag is present in the navigation indicator ( CDI or
Kl 525A), the autopilot operation is not affected. The pilot must Kl 525A), the autopilot operation is not affected. The pilot must
monitor the navigation indicators for NAV flags to insure that the monitor the navigation indicators for NAV flags to insure that the
Autopilot and/or Flight Director are tracking valid navigation Autopilot and/or Flight Director are tracking valid navigation
information. information.
5. TO/FROM INDICATOR FLAG - Indicates direction of VOR station 5. TO/FROM INDICATOR FLAG - Indicates direction of VOR station
relative to selected course. relative to selected course.
6. GLIDE SLOPE DEVIATION NEEDLE - Indicates deviation from 6. GLIDE SLOPE DEVIATION NEEDLE - Indicates deviation from
ILS glide slope. ILS glide slope.
7. COURSE DEVIATION SCALE-Acoursedeviationbardisplace-ment 7. COURSE DEVIATION SCALE-Acoursedeviationbardisplace-ment
of 5 dots represents full scale (VOR = ±10°. LOC = ±2 1/2°, RNAV = of 5 dots represents full scale (VOR = ±10°. LOC = ±2 1/2°, RNAV =
5NM, RNAV APR = 1 1/4NM) deviation from beam centerline. 5NM, RNAV APR = 1 1/4NM) deviation from beam centerline.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-178, 24 of 30 9-178, 24 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

Figure 7-13 (cont) Figure 7-13 (cont)

8. GLIDE SLOPE SCALE - Indicates displacement from glide slope 8. GLIDE SLOPE SCALE - Indicates displacement from glide slope
beam center. A glide slope deviation needle displacement of 5 dots, beam center. A glide slope deviation needle displacement of 5 dots,
represents full scale (0.7°) deviation above or below glide slope beam represents full scale (0.7°) deviation above or below glide slope beam
centerline. centerline.
9. RECIPROCAL COURSE INDEX - Indicates reciprocal of selected 9. RECIPROCAL COURSE INDEX - Indicates reciprocal of selected
VOR course. VOR course.
10. OMNI BEARING SELECTOR (OBS) KNOB - Rotates course card 10. OMNI BEARING SELECTOR (OBS) KNOB - Rotates course card
to selected course. to selected course.
11. COURSE DEVIATION NEEDLE - Indicates course deviation from 11. COURSE DEVIATION NEEDLE - Indicates course deviation from
selected omni course or localizer centerline. selected omni course or localizer centerline.
12. GLIDE SLOPE (GS) FLAG - Flag is in view when the GS receiver 12. GLIDE SLOPE (GS) FLAG - Flag is in view when the GS receiver
signal is inadequate. signal is inadequate.

AUTOPILOT CONTROL WHEEL SWITCH CAP AUTOPILOT CONTROL WHEEL SWITCH CAP
Figure 7- 15 Figure 7- 15

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
25 of 30, 9-179 25 of 30, 9-179
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENTS 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

Figure 7-15 (cont) Figure 7-15 (cont)

1. AUTOPILOT CONTROL WHEEL SWITCH CAP - Molded plastic 1. AUTOPILOT CONTROL WHEEL SWITCH CAP - Molded plastic
unit mounted on the left horn of the pilot's control wheel which unit mounted on the left horn of the pilot's control wheel which
provides mounting for three switch units associated with the autopilot provides mounting for three switch units associated with the autopilot
and manual electric trim systems. and manual electric trim systems.
2. MANUAL ELECTRIC TRIM CONTROL SWITCHES - A split 2. MANUAL ELECTRIC TRIM CONTROL SWITCHES - A split
switch unit in which the left half provides power to engage the trim switch unit in which the left half provides power to engage the trim
servo clutch and the right half to control the direction of motion of the servo clutch and the right half to control the direction of motion of the
trim servo motor. Both halves of the split trim switch must be actuated trim servo motor. Both halves of the split trim switch must be actuated
in order for the manual trim to operate in the desired direction. When in order for the manual trim to operate in the desired direction. When
the autopilot is engaged, operation of the manual electric trim will the autopilot is engaged, operation of the manual electric trim will
automatically disconnect the autopilot. automatically disconnect the autopilot.
3. CONTROL WHEEL STEERING (CWS) BUTTON - When depressed. 3. CONTROL WHEEL STEERING (CWS) BUTTON - When depressed.
allows pilot to manually control the aircraft (disengages the servos) allows pilot to manually control the aircraft (disengages the servos)
without cancellation of any of the selected modes. Will engage the without cancellation of any of the selected modes. Will engage the
Flight Director mode if not previously engaged. Auto-matically Flight Director mode if not previously engaged. Auto-matically
synchronizes the Flight Director/Autopilot lo the pitch attitude present synchronizes the Flight Director/Autopilot lo the pitch attitude present
when the CWS switch is released, or to the present pressure altitude when the CWS switch is released, or to the present pressure altitude
when operating in the ALT hold mode. Will cancel GS couple. The when operating in the ALT hold mode. Will cancel GS couple. The
aircraft must pass through the glide slope to allow GS recouple. aircraft must pass through the glide slope to allow GS recouple.
4. AUTOPILOT DISCONNECT/TRIM INTERRUPT(AP DISC/ TRIM 4. AUTOPILOT DISCONNECT/TRIM INTERRUPT(AP DISC/ TRIM
INTER) Switch - When depressed and released will disengage the INTER) Switch - When depressed and released will disengage the
autopilot and cancel all operating Flight Director modes. When autopilot and cancel all operating Flight Director modes. When
depressed and held will interrupt all electric trim power (stop trim depressed and held will interrupt all electric trim power (stop trim
motion), disengage the autopilot, and cancel all operating Flight motion), disengage the autopilot, and cancel all operating Flight
Director modes. Director modes.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-180, 26 of 30 9-180, 26 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

7
11

10 9 8
KAS 297B VERTlCAL SPEED AND ALTITUDE SELECTOR KAS 297B VERTlCAL SPEED AND ALTITUDE SELECTOR
Figure 7-17 Figure 7-17

1. VERTICAL SPEED MODE (ENG) BUTTON - When pressed will 1. VERTICAL SPEED MODE (ENG) BUTTON - When pressed will
engage the vertical speed hold mode. When pressed a second time will engage the vertical speed hold mode. When pressed a second time will
disengage the vertical speed hold mode. When pressed with altitude disengage the vertical speed hold mode. When pressed with altitude
displayed, will engage the vertical speed hold mode and re-sync the displayed, will engage the vertical speed hold mode and re-sync the
vertical speed hold mode to the current vertical speed of the airplane. vertical speed hold mode to the current vertical speed of the airplane.
2. PHOTOCELL - Automatically dims display according to the cockpit 2. PHOTOCELL - Automatically dims display according to the cockpit
ambient light. ambient light.
3. VERTICAL SPEED (VS) ANNUNCIATOR - Illuminates when the 3. VERTICAL SPEED (VS) ANNUNCIATOR - Illuminates when the
vertical speed hold mode is engaged. vertical speed hold mode is engaged.
4. VERTICAL SPEED UP/DOWN CARETS ( v ) - Indicates whether 4. VERTICAL SPEED UP/DOWN CARETS ( v ) - Indicates whether
the selected vertical speed is up or down. the selected vertical speed is up or down.
5. GAS DISCHARGE DISPLAY - Displays selected altitude from 100 5. GAS DISCHARGE DISPLAY - Displays selected altitude from 100
to 35,000 feet or the selected vertical speed from 0 to 3,000 feet per to 35,000 feet or the selected vertical speed from 0 to 3,000 feet per
minute up or down. minute up or down.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
27 of 30, 9-181 27 of 30, 9-181
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

Figure 7-17 (cont) Figure 7-17 (cont)

6. ALTITUDE ALERT (ALERT) ANNUNCIATOR - The ALERT 6. ALTITUDE ALERT (ALERT) ANNUNCIATOR - The ALERT
annunciator is illuminated 1000 feet prior to the selected altitude, goes annunciator is illuminated 1000 feet prior to the selected altitude, goes
out 300 feet prior to the selected altitude and illuminates momentarily out 300 feet prior to the selected altitude and illuminates momentarily
when the selected altitude is reached. Once the selected altitude is when the selected altitude is reached. Once the selected altitude is
reached the light signifies that the 300 feet "safe band" has been reached the light signifies that the 300 feet "safe band" has been
exceeded and will remain on until 1000 feet from the selected altitude. exceeded and will remain on until 1000 feet from the selected altitude.
The alert light is accompanied by a 2 second aural tone anytime the The alert light is accompanied by a 2 second aural tone anytime the
light initially comes on or the selected altitude is reached. light initially comes on or the selected altitude is reached.
7. VERTICAL SPEED/ALTITUDE SELECT KNOB - Concentric knobs 7. VERTICAL SPEED/ALTITUDE SELECT KNOB - Concentric knobs
which allow easy setting of altitude or vertical speed. The small knob which allow easy setting of altitude or vertical speed. The small knob
(inner) has an in and out position. (inner) has an in and out position.
Altitude is displayed and selected when the small knob is in the IN Altitude is displayed and selected when the small knob is in the IN
position. When rotated the small knob selects altitude in 100 foot position. When rotated the small knob selects altitude in 100 foot
increments with roll over into the 1000 digits. The larger knob (outer) increments with roll over into the 1000 digits. The larger knob (outer)
selects altitude in 1000 foot increments with roll over into the 10,000 selects altitude in 1000 foot increments with roll over into the 10,000
digits. digits.
Vertical speed is displayed and selected when the small knob is in the Vertical speed is displayed and selected when the small knob is in the
OUT position. When rotated the small knob selects vertical speed in OUT position. When rotated the small knob selects vertical speed in
100 fpm increments. The larger knob selects vertical speed in 1000 100 fpm increments. The larger knob selects vertical speed in 1000
fpm increments up to a maximum of 3000 fpm. fpm increments up to a maximum of 3000 fpm.
8. MODE (FT or FTIMIN) ANNUNCIATOR - Indicates FT/MIN when 8. MODE (FT or FTIMIN) ANNUNCIATOR - Indicates FT/MIN when
in the vertical speed hold mode and FT when in the altitude select in the vertical speed hold mode and FT when in the altitude select
mode. mode.
9. ALTITUDE CAPTURE (CAPT) ANNUNCIATOR - Indicates the 9. ALTITUDE CAPTURE (CAPT) ANNUNCIATOR - Indicates the
KAS 297B has switched the autopilot from pitch attitude hold or KAS 297B has switched the autopilot from pitch attitude hold or
vertical speed hold mode into the pitch roundout mode (CAPT). The vertical speed hold mode into the pitch roundout mode (CAPT). The
point, just prior to transfer into altitude hold, at which the CAPT point, just prior to transfer into altitude hold, at which the CAPT
mode becomes active varies with the vertical speed, i.e. mode becomes active varies with the vertical speed, i.e.
The higher the rate of climb, the sooner the CAPT mode becomes The higher the rate of climb, the sooner the CAPT mode becomes
active; at low rates of climb the activation of the CAPT mode and active; at low rates of climb the activation of the CAPT mode and
transfer to altitude hold occur almost simultaneously. transfer to altitude hold occur almost simultaneously.
10. ALTITUDE SELECT ARM (ARM) ANNUNCIATOR - Indicates that 10. ALTITUDE SELECT ARM (ARM) ANNUNCIATOR - Indicates that
the altitude select mode is armed to capture the selected altitude. the altitude select mode is armed to capture the selected altitude.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-182, 28 of 30 9-182, 28 of 30
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22

Figure 7-17 (cont) Figure 7-17 (cont)

11. ALTITUDE SELECT MODE (ARM) BUTTON - When pressed and 11. ALTITUDE SELECT MODE (ARM) BUTTON - When pressed and
the selected altitude is displayed, will arm the altitude select mode. the selected altitude is displayed, will arm the altitude select mode.
The altitude select (ARM) mode will cancel altitude hold (ALT) if The altitude select (ARM) mode will cancel altitude hold (ALT) if
ALT is already engaged. If altitude select (ARM) mode is present ALT is already engaged. If altitude select (ARM) mode is present
when GS couple occurs, the GS mode will cancel altitude select when GS couple occurs, the GS mode will cancel altitude select
(ARM) mode. The engagement of ALT by the pilot's use of the ALT (ARM) mode. The engagement of ALT by the pilot's use of the ALT
switch will cancel the altitude select (ARM) mode. Reselection of a switch will cancel the altitude select (ARM) mode. Reselection of a
new altitude will also cycle the altitude select (ARM) mode off. new altitude will also cycle the altitude select (ARM) mode off.
12. CONTROL WHEEL STEERING (CWS) BUTTON (Figure7-15) 12. CONTROL WHEEL STEERING (CWS) BUTTON (Figure7-15)
When pressed, in addition to the normal autopilot functions the CWS When pressed, in addition to the normal autopilot functions the CWS
also interfaces with the KAS 297B. When operating in the vertical also interfaces with the KAS 297B. When operating in the vertical
speed hold mode, the CWS will re-sync the vertical speed hold mode speed hold mode, the CWS will re-sync the vertical speed hold mode
to the current vertical speed of the airplane. If altitude is displayed to the current vertical speed of the airplane. If altitude is displayed
when the CWS is pressed, the display will automatically display when the CWS is pressed, the display will automatically display
vertical speed as long as the CWS is depressed. CWS does not affect vertical speed as long as the CWS is depressed. CWS does not affect
the altitude select mode. the altitude select mode.
13. VERTICAL TRIM CONTROL (Figure 7-15) - When in the vertical 13. VERTICAL TRIM CONTROL (Figure 7-15) - When in the vertical
speed hold mode this control can be used to slew the vertical speed up speed hold mode this control can be used to slew the vertical speed up
or down at 100 fpm for every second the rocker switch is held. If or down at 100 fpm for every second the rocker switch is held. If
altitude is being displayed at the time the rocker switch is depressed, altitude is being displayed at the time the rocker switch is depressed,
vertical speed will be displayed for 1 to 2 seconds after the rocker vertical speed will be displayed for 1 to 2 seconds after the rocker
switch is released. switch is released.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
29 of 30, 9-183 29 of 30, 9-183
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 22 PA-34-220T, SENECA III SUPPLEMENT 22 PA-34-220T, SENECA III

The airplane MASTER SWITCH function is unchanged and can be used The airplane MASTER SWITCH function is unchanged and can be used
in an emergency to shut off electrical power to all flight control systems while in an emergency to shut off electrical power to all flight control systems while
the problem is isolated. the problem is isolated.

The RADIO POWER switch supplies power to the avionics buss bar of the The RADIO POWER switch supplies power to the avionics buss bar of the
radio circuit breakers and the autopilot circuit breaker. radio circuit breakers and the autopilot circuit breaker.

The following circuit breakers are used to protect the following elements of The following circuit breakers are used to protect the following elements of
the King 150 Series Autopilot: the King 150 Series Autopilot:

AUTOPILOT - Supplies power to the KC 192 or the KC 191 AUTOPILOT - Supplies power to the KC 192 or the KC 191
Computer, the autopilot pitch and roll servos, and the Pitch Trim Computer, the autopilot pitch and roll servos, and the Pitch Trim
Circuit Breaker. It also applies power to the KC 296 Yaw Computer Circuit Breaker. It also applies power to the KC 296 Yaw Computer
and the yaw servo when installed. and the yaw servo when installed.
PITCH TRIM - Supplies power to the autotrim and manual electric PITCH TRIM - Supplies power to the autotrim and manual electric
pitch trim systems. pitch trim systems.
COMP-SYSTEM - Supplies power to the optional KCS 55A Compass COMP-SYSTEM - Supplies power to the optional KCS 55A Compass
System and the optional KRG 331 Yaw Rate Gyro if the airplane is not System and the optional KRG 331 Yaw Rate Gyro if the airplane is not
equipped with an inverter. equipped with an inverter.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-184, 30 of 30 REVISED: MAY 4, 1990 9-184, 30 of 30 REVISED: MAY 4, 1990
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 23 PA-34-220T, SENECA III SUPPLEMENT 23

Pages 9-185 Through 9-188 Intentionally Left Blank Pages 9-185 Through 9-188 Intentionally Left Blank

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
9-185 9-185
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 23 PA-34-220T, SENECA III SUPPLEMENT 23 PA-34-220T, SENECA III

Pages 9-185 Through 9-188 Intentionally Left Blank Pages 9-185 Through 9-188 Intentionally Left Blank

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-186 9-186
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 24 SUPPLEMENT NO. 24

FOR FOR
SPERRY WEATHERSCOUT WEATHER RADAR SYSTEM SPERRY WEATHERSCOUT WEATHER RADAR SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the Sperry Weather-Scout FAA Approved Airplane Flight Manual when the Sperry Weather-Scout
Weather Radar System is installed per Piper Drawing 87425-5. The Weather Radar System is installed per Piper Drawing 87425-5. The
information contained herein supplements or supersedes the information in information contained herein supplements or supersedes the information in
the basic Pilot's Operating Handbook and FAA Approved Airplane Flight the basic Pilot's Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the basic performance information not contained in this supplement, consult the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED FAA APPROVED _

WARD EVANS WARD EVANS
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL SEPTEMBER 17. 1984 DATE OF APPROVAL SEPTEMBER 17. 1984

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
1 of 6, 9-189 1 of 6, 9-189
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Sperry WeatherScout Weather Radar System is airplane when the optional Sperry WeatherScout Weather Radar System is
installed. installed.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

Do not operate the radar during refueling operations or in the vicinity of Do not operate the radar during refueling operations or in the vicinity of
trucks or containers accommoding flammables or explosives. Do not allow trucks or containers accommoding flammables or explosives. Do not allow
personnel within 15 feet of area being scanned by antenna when system is personnel within 15 feet of area being scanned by antenna when system is
transmitting. transmitting.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No change. No change.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-190, 2 of 6 9-190, 2 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) SYSTEM CONTROLS (a) SYSTEM CONTROLS

••

,,,,--.......10
20

wx

INDICATOR CONTROLS AND DISPLAY FEATURES INDICATOR CONTROLS AND DISPLAY FEATURES

(1) MODE Selector (1) MODE Selector

a. OFF All power is off. a. OFF All power is off.
b. SBY Standby mode is used for system warmup. The b. SBY Standby mode is used for system warmup. The
antenna is not radiating energy in SBY. antenna is not radiating energy in SBY.
c. TEST Weather colors are displayed for preflight test. c. TEST Weather colors are displayed for preflight test.
d. WX Normal weather detection mode. d. WX Normal weather detection mode.
e. CYC Cyclic contour mode activated alternate flashing e. CYC Cyclic contour mode activated alternate flashing
of red, intense storm cells, with a black of red, intense storm cells, with a black
background color for added warming emphasis. background color for added warming emphasis.
f. MAP Activates groundmapping for identification of f. MAP Activates groundmapping for identification of
prominent terrain features. prominent terrain features.

(2) INT Rotary control used to regulate brightness (2) INT Rotary control used to regulate brightness
(INTensity) of display. (INTensity) of display.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
3 of 6, 9-191 3 of 6, 9-191
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III

(3) TILT Rotary control used to adjust antenna elevation (3) TILT Rotary control used to adjust antenna elevation
position. Control indexes incre- ments of tilt position. Control indexes incre- ments of tilt
from 0 to 12 degrees up or down. from 0 to 12 degrees up or down.
(4) RANGE Rotary switch used to select one of four (4) RANGE Rotary switch used to select one of four
12/30/60/90 ranges. 12/30/60/90 ranges.
(5) Range Field Maximum selected range is displayed. (5) Range Field Maximum selected range is displayed.
Maximum range is always displayed when Maximum range is always displayed when
indicator is in on-condition. indicator is in on-condition.
(6) Test Field Test block displays three illumination levels. (6) Test Field Test block displays three illumination levels.
(7) Range Mark Individual label displayed for each range (7) Range Mark Individual label displayed for each range
Identifier mark. Identifier mark.
(8) Mode Field Operating mode is displayed as WX or CYC. (8) Mode Field Operating mode is displayed as WX or CYC.
When system is first turned on, WAIT is When system is first turned on, WAIT is
displayed until system times out (30-40 displayed until system times out (30-40
seconds). seconds).

(b) PRELIMINARY CONTROL SETTINGS (b) PRELIMINARY CONTROL SETTINGS

Place the Indicator controls in the following positions before applying Place the Indicator controls in the following positions before applying
power from the aircraft electrical system: power from the aircraft electrical system:

MODE selector................................................................................OFF MODE selector................................................................................OFF

INTensity control...............................................Fully counterclockwise INTensity control...............................................Fully counterclockwise
TILT control ......................................................................Fully upward TILT control ......................................................................Fully upward
RANGE switch............................................................12 nautical miles RANGE switch............................................................12 nautical miles

(c) OPERATIONAL CONTROL SETTINGS (c) OPERATIONAL CONTROL SETTINGS

(1) Rotate MODE selector clockwise to SBY to bring system into (1) Rotate MODE selector clockwise to SBY to bring system into
ON condition. ON condition.
(2) Note that WAIT is displayed during warm-up period of 30-40 (2) Note that WAIT is displayed during warm-up period of 30-40
seconds. seconds.
(3) Rotate MODE selector to desired operating mode. (3) Rotate MODE selector to desired operating mode.
(4) Set RANGE switch to desired range. (4) Set RANGE switch to desired range.
(5) Adjust TILT control for desired forward scan area. (5) Adjust TILT control for desired forward scan area.

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-192, 4 of 6 9-192, 4 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24

(d) PRECAUTIONS (d) PRECAUTIONS

(1) If the radar is to be operated while the aircraft is on the ground, (1) If the radar is to be operated while the aircraft is on the ground,
direct nose of aircraft such that antenna scan sector is free of large direct nose of aircraft such that antenna scan sector is free of large
metallic objects (hangars, other aircraft) for a distance of 100 metallic objects (hangars, other aircraft) for a distance of 100
yards (90 meters), and tilt antenna fully upward. yards (90 meters), and tilt antenna fully upward.
WARNING WARNING
Do not operate the radar during refueling Do not operate the radar during refueling
operations or in the vicinity of trucks or operations or in the vicinity of trucks or
containers accommodating flammables or containers accommodating flammables or
explosives; do not allow personnel within 15 feet explosives; do not allow personnel within 15 feet
of area being scanned by antenna when system is of area being scanned by antenna when system is
transmitting. transmitting.

(2) Flash bulbs can be exploded by radar energy. (2) Flash bulbs can be exploded by radar energy.
(3) Since storm patterns are never stationary, the display is (3) Since storm patterns are never stationary, the display is
constantly changing. Continued observation is always advis- constantly changing. Continued observation is always advis-
able in stormy areas. able in stormy areas.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the basic Pilot's Operating Handbook. and balance data in Section 6 of the basic Pilot's Operating Handbook.

ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110
5 of 6, 9-193 5 of 6, 9-193
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 24 PA-34-220T, SENECA III SUPPLEMENT 24 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984 REPORT: VB-1110 ISSUED: SEPTEMBER 17, 1984
9-194, 6 of 6 9-194, 6 of 6
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 25 PA-34-220T, SENECA III SUPPLEMENT 25

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 25 SUPPLEMENT NO. 25

FOR FOR
3M (SERIES II) STORMSCOPE, WX-1000 3M (SERIES II) STORMSCOPE, WX-1000

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional WX-1000 FAA Approved Airplane Flight Manual when the optional WX-1000
Stormscope system is installed per Piper Dwg. CA-34-2-024-2. The information Stormscope system is installed per Piper Dwg. CA-34-2-024-2. The information
contained herein supplements or supersedes the information in the basic Pilot's contained herein supplements or supersedes the information in the basic Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in those Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information not areas listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot's Operating Handbook and contained in this supplement, consult the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual. FAA Approved Airplane Flight Manual.

FAA APPROVED _ FAA APPROVED

D. H. TROMPLER D. H. TROMPLER
D.O.A. NO. SO-I D.O.A. NO. SO-I
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL February 16,1989 ___________________ DATE OF APPROVAL February 16,1989 ___________________

ISSUED: JANUARY 16, 1989 REPORT: VB-1110 ISSUED: JANUARY 16, 1989 REPORT: VB-1110
1 of 4, 9-195 1 of 4, 9-195
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 25 PA-34-220T, SENECA III SUPPLEMENT 25 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional WX-1000 Stormscope system is installed in ~ airplane when the optional WX-1000 Stormscope system is installed in ~
accordance with FAA Approved Piper data. accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) The WX-1000 Stormscope system signal displays are not intended for (a) The WX-1000 Stormscope system signal displays are not intended for
the purpose of penetrating thunderstorm areas or areas of severe the purpose of penetrating thunderstorm areas or areas of severe
turbulence; such intentional use is prohibited. turbulence; such intentional use is prohibited.

NOTE NOTE
Range selector determines receiver sensitivity and Range selector determines receiver sensitivity and
therefore relative range. Displayed range is based therefore relative range. Displayed range is based
on signal strength and is not to be used for on signal strength and is not to be used for
accurate determination of thunderstorm location. accurate determination of thunderstorm location.

(b) The WX-1000 checklist functions are for reference only. (b) The WX-1000 checklist functions are for reference only.

(c) Placards (c) Placards

Located on the instrument panel near the Stormscope: Located on the instrument panel near the Stormscope:

STORMSCOPE NOT TO BE USED FOR STORMSCOPE NOT TO BE USED FOR

THUNDERSTORM AREA PENETRATION THUNDERSTORM AREA PENETRATION

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No change. No change.

REPORT: VB-1110 ISSUED: JANUARY 16, 1989 REPORT: VB-1110 ISSUED: JANUARY 16, 1989
9-196, 2 of 4 9-196, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 25 PA-34-220T, SENECA III SUPPLEMENT 25

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

Normal operating procedures are outlined in the 3M Model, Series II, Normal operating procedures are outlined in the 3M Model, Series II,
Stormscope Pilot's Handbook, P/ N 75-0299-5332-2(781)11, latest revision. Stormscope Pilot's Handbook, P/ N 75-0299-5332-2(781)11, latest revision.

SECTION 5- PERFORMANCE SECTION 5- PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in the Equipment List attached to the Pilot's Operating Handbook. balance data in the Equipment List attached to the Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The 3M (Series II) Stormscope, WX-1000, weather mapping system The 3M (Series II) Stormscope, WX-1000, weather mapping system
provides a visual screen readout of the electrical discharges associated with provides a visual screen readout of the electrical discharges associated with
thunderstorms. This information with proper interpretation, will allow the pilot thunderstorms. This information with proper interpretation, will allow the pilot
to detect severe thunderstorm activity. A series of green dots will be displayed to detect severe thunderstorm activity. A series of green dots will be displayed
on the screen to indicate the electrical discharge areas. The display scope on the screen to indicate the electrical discharge areas. The display scope
provides full scale selectable ranges of 200, 100, 50 and 25 nautical miles along provides full scale selectable ranges of 200, 100, 50 and 25 nautical miles along
with 30Þ azimuth sectors. with 30Þ azimuth sectors.

ISSUED: JANUARY 16, 1989 REPORT: VB-1110 ISSUED: JANUARY 16, 1989 REPORT: VB-1110
3 of 4, 9-197 3 of 4, 9-197
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 25 PA-34-220T, SENECA III SUPPLEMENT 25 PA-34-220T, SENECA III

1 2 3

0
200

.., ). 100

V
-I -I
25
... I-
.A
,. T -<
I..

-+ 120'

1. MAPPING DIRECTION INDICATOR

2. RANGE REFERENCE
3. POWER/BRIGHTNESS
4. MOMENTARY CONTACT FUNCTION BUTTONS

WX-1000 STORMSCOPE WX-1000 STORMSCOPE

Figure 7-1 Figure 7-1

REPORT: VB-1110 ISSUED: JANUARY 16, 1989 REPORT: VB-1110 ISSUED: JANUARY 16, 1989
9-198, 4 of 4 9-198, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 26 PA-34-220T, SENECA III SUPPLEMENT 26

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT 26 SUPPLEMENT 26
FOR FOR
NORTHSTAR M1 LORAN C NAVIGATOR NORTHSTAR M1 LORAN C NAVIGATOR
WITH KAP/KFC 150 AUTOPILOT SYSTEM WITH KAP/KFC 150 AUTOPILOT SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Flight Manual when the optional Northstar M1 Loran C FAA Approved Flight Manual when the optional Northstar M1 Loran C
Navigator is installed per the Equipment List. The information contained herein Navigator is installed per the Equipment List. The information contained herein
supplements or supersedes the basic Pilot's Operating Handbook and FAA supplements or supersedes the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only in those areas listed herein. For Approved Airplane Flight Manual only in those areas listed herein. For
Limitations, procedures, and performance information not contained in this Limitations, procedures, and performance information not contained in this
supplement, consult the basic Pilot's Operating Handbook and FAA Approved supplement, consult the basic Pilot's Operating Handbook and FAA Approved
Airplane Flight Manual. Airplane Flight Manual.

FAA APPROVED: FAA APPROVED: _

D. H. TROMPLER D. H. TROMPLER
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL: March 24, 1989 ______________________________ DATE OF APPROVAL: March 24, 1989 ______________________________

ISSUED: MARCH 1, 1989 REPORT: VB-1110 ISSUED: MARCH 1, 1989 REPORT: VB-1110
1 of 4, 9-199 1 of 4, 9-199
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 26 PA-34-220T, SENECA III SUPPLEMENT 26 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of This supplement supplies information necessary for the operation of
the airplane when the optional Northstar M1 Loran C Navigator system is the airplane when the optional Northstar M1 Loran C Navigator system is
installed. The navigator system must be operated within the limitations herein installed. The navigator system must be operated within the limitations herein
specified. The information contained within this supplement is to be used in specified. The information contained within this supplement is to be used in
conjunction with the complete handbook. conjunction with the complete handbook.

This supplement has been FAA Approved as a permanent part of this This supplement has been FAA Approved as a permanent part of this
handbook and must remain in this handbook at all times when the Northstar M1 handbook and must remain in this handbook at all times when the Northstar M1
Loran C Navigator System is installed. Loran C Navigator System is installed.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) Northstar M1 Loran C Navigator Reference Manual (latest (a) Northstar M1 Loran C Navigator Reference Manual (latest
revision) must be immediately available to the flight crew revision) must be immediately available to the flight crew
whenever navigation is predicated on the use of the Northstar whenever navigation is predicated on the use of the Northstar
M1. M1.

(b) The Northstar M1 Loran C Navigator is approved for VFR (b) The Northstar M1 Loran C Navigator is approved for VFR
only. only.

(c) During operation no flight operation shall be predicated upon (c) During operation no flight operation shall be predicated upon
the Northstar M1 Loran C Navigator whenever a NAV flag is the Northstar M1 Loran C Navigator whenever a NAV flag is
displayed by the Course Deviation Indicator (CDI). displayed by the Course Deviation Indicator (CDI).

(d) The following placard is located on the pilot's instrument (d) The following placard is located on the pilot's instrument
panel adjacent to the Horizontal Situation Indicator (HSI): panel adjacent to the Horizontal Situation Indicator (HSI):

LORAN C APPROVED FOR VFR ONLY LORAN C APPROVED FOR VFR ONLY

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No changes to the basic Emergency Procedures provided by No changes to the basic Emergency Procedures provided by
Section 3 of this Pilot's Operating Handbook are necessary for this supplement. Section 3 of this Pilot's Operating Handbook are necessary for this supplement.

REPORT: VB-1110 ISSUED: MARCH 1, 1989 REPORT: VB-1110 ISSUED: MARCH 1, 1989
2 of 4, 9-200 2 of 4, 9-200
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 26 PA-34-220T, SENECA III SUPPLEMENT 26

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

(a) OPERATION (a) OPERATION

Normal operating procedures are outlined in the Northstar M1 Normal operating procedures are outlined in the Northstar M1
Loran C Navigator Reference Manual (latest revision). Loran C Navigator Reference Manual (latest revision).

(b) NAV-COUPLED MODE (b) NAV-COUPLED MODE

When operating the KAP/KFC 150 flight control system in When operating the KAP/KFC 150 flight control system in
either the navigation (NAV) or approach (APR) mode, and t h e either the navigation (NAV) or approach (APR) mode, and t h e
NAV/LORAN switch has been set to the Northstar M1 as the NAV/LORAN switch has been set to the Northstar M1 as the
navigation source, all operational procedures which are applicable navigation source, all operational procedures which are applicable
t o t h e s e t w o m o d e s , a s d e s c r i b e d i n t h e KAP/KFC 150 t o t h e s e t w o m o d e s , a s d e s c r i b e d i n t h e KAP/KFC 150
Operator's Manual and this Flight Manual Supplement, still apply, with Operator's Manual and this Flight Manual Supplement, still apply, with
the following notations or exceptions: the following notations or exceptions:

(1) Northstar is approved for VFR only. (1) Northstar is approved for VFR only.

(2) Course deviation data for the autopilot is derived from the (2) Course deviation data for the autopilot is derived from the
northstar M1. northstar M1.

(3) For course intercept or course tracking, set the HSI course (3) For course intercept or course tracking, set the HSI course
needle to the Loran C course to be flown. This setting needle to the Loran C course to be flown. This setting
provides course datum to the autopilot. provides course datum to the autopilot.

(4) Switch position: (4) Switch position:

NAV/LORAN A/P NAV 1 NAV/LORAN A/P NAV 1

SW NAV 2 A/P SELECTIONS SW NAV 2 A/P SELECTIONS
SW SW
NAV A/P NAV 1 NAV #1 coupled to A/P . NAV A/P NAV 1 NAV #1 coupled to A/P .
Displayed on HSI. Displayed on HSI.
NAV A/P NAV 2 NAV #2 coupled to A/P. NAV A/P NAV 2 NAV #2 coupled to A/P.
Displayed on NAV #2 Displayed on NAV #2
indicator. indicator.
LORAN * LORAN coupled to A/P. LORAN * LORAN coupled to A/P.
Displayed on HSI (blue Displayed on HSI (blue
indicator light). indicator light).

ISSUED: MARCH 1, 1989 REPORT: VB-1110 ISSUED: MARCH 1, 1989 REPORT: VB-1110
3 of 4, 9-201 3 of 4, 9-201
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 26 PA-34-220T, SENECA III SUPPLEMENT 26 PA-34-220T, SENECA III

(c) NAVIGATION DISPLAYS (c) NAVIGATION DISPLAYS

The Loran C System drives the pilot's HSI display when manually The Loran C System drives the pilot's HSI display when manually
selected by the NAV/LORAN switch. This configuration is selected by the NAV/LORAN switch. This configuration is
annunciated by a mode light adjacent to the HSI. The HSI will annunciated by a mode light adjacent to the HSI. The HSI will
only display left or right course information, and a NAV flag only display left or right course information, and a NAV flag
indication, from the Northstar M1. The course selector pointer indication, from the Northstar M1. The course selector pointer
must be manually set to the Loran C course. (Actual course cannot must be manually set to the Loran C course. (Actual course cannot
be determined on the HSI by rotating the course selector pointer.) be determined on the HSI by rotating the course selector pointer.)

When Loran has been selected for display on the HSI, the bearing When Loran has been selected for display on the HSI, the bearing
pointer will continue displaying the bearing to a previous selected pointer will continue displaying the bearing to a previous selected
VOR, RNAV waypoint, or NDB. Caution must be used in noting VOR, RNAV waypoint, or NDB. Caution must be used in noting
that the pointer will not indicate the bearing to the Loran that the pointer will not indicate the bearing to the Loran
waypoint. waypoint.

(d) WAYPOINT ALERT ANNUNCIATOR (d) WAYPOINT ALERT ANNUNCIATOR

Becomes active within a one-minute radius of a waypoint. Becomes active within a one-minute radius of a waypoint.

(e) PARALLEL OFFSET ANNUNCIATOR (e) PARALLEL OFFSET ANNUNCIATOR

Becomes active whenever a parallel offset is in effect. Becomes active whenever a parallel offset is in effect.

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

Installation of the Northstar M1 Loran Navigator does not affect the Installation of the Northstar M1 Loran Navigator does not affect the
basic performance information presented in Section 5 of this Pilot's Operating basic performance information presented in Section 5 of this Pilot's Operating
Handbook. Handbook.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight Factory installed optional equipment is included in the licensed weight
and balance data in Section 6 of the Pilot's Operating Handbook. and balance data in Section 6 of the Pilot's Operating Handbook.

REPORT: VB-1110 ISSUED: MARCH 1, 1989 REPORT: VB-1110 ISSUED: MARCH 1, 1989
4 of 4 9-202 4 of 4 9-202
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 27 PA-34-220T, SENECA III SUPPLEMENT 27

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 27 SUPPLEMENT NO. 27

FOR FOR
3M (SERIES II) STORMSCOPE, WX-1000+ 3M (SERIES II) STORMSCOPE, WX-1000+

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional WX-1000+ FAA Approved Airplane Flight Manual when the optional WX-1000+
Stormscope system is installed per the Equipment List. The information Stormscope system is installed per the Equipment List. The information
contained herein supplements or supersedes the information in the basic Pilot's contained herein supplements or supersedes the information in the basic Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in those Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information not areas listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the basic Pilot's Operating Handbook and contained in this supplement, consult the basic Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual. FAA Approved Airplane Flight Manual.

FAA APPROVED_ FAA APPROVED_

D. H. TROMPLER D. H. TROMPLER
D.O.A. NO. SO-I D.O.A. NO. SO-I
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL May 26, 1989 _______________________ DATE OF APPROVAL May 26, 1989 _______________________

ISSUED: MAY 1, 1989 REPORT: VB-1110 ISSUED: MAY 1, 1989 REPORT: VB-1110
1 of 4, 9-203 1 of 4, 9-203
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 27 PA-34-220T, SENECA III SUPPLEMENT 27 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional WX-1000+ Stormscope system is installed in airplane when the optional WX-1000+ Stormscope system is installed in
accordance with FAA Approved Piper data. accordance with FAA Approved Piper data.

SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS

(a) The WX-1000+ Stormscope system signal displays are not intended (a) The WX-1000+ Stormscope system signal displays are not intended
for the purpose of penetrating thunderstorm areas or areas of severe for the purpose of penetrating thunderstorm areas or areas of severe
turbulence; such intentional use is prohibited. turbulence; such intentional use is prohibited.

NOTE NOTE
Range selector determines receiver sensitivity and Range selector determines receiver sensitivity and
therefore relative range. Displayed range is based therefore relative range. Displayed range is based
on signal strength and is not to be used for on signal strength and is not to be used for
accurate determination of thunderstorm location. accurate determination of thunderstorm location.

(b) The WX-1000+ checklist functions are for reference only. (b) The WX-1000+ checklist functions are for reference only.

(c) Placards (c) Placards

Located on the instrument panel near the Stormscope: Located on the instrument panel near the Stormscope:

STORMSCOPE NOT TO BE USED FOR STORMSCOPE NOT TO BE USED FOR

THUNDERSTORM AREA PENETRATION THUNDERSTORM AREA PENETRATION

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

No change. No change.

REPORT: VB-1110 ISSUED: MAY 1, 1989 REPORT: VB-1110 ISSUED: MAY 1, 1989
9-204, 2 of 4 9-204, 2 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 27 PA-34-220T, SENECA III SUPPLEMENT 27

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

Normal operating procedures are outlined in the 3M Model, Series II, Normal operating procedures are outlined in the 3M Model, Series II,
Stormscope Pilot's Handbook, P/ N 75-0299-5332-2(781)11, latest revision. Stormscope Pilot's Handbook, P/ N 75-0299-5332-2(781)11, latest revision.

SECTION 5- PERFORMANCE SECTION 5- PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in the Equipment List attached to the Pilot's Operating Handbook. balance data in the Equipment List attached to the Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The 3M (Series II) Stormscope, WX-1000+, weather mapping system The 3M (Series II) Stormscope, WX-1000+, weather mapping system
provides a visual screen readout of the electrical discharges associated with provides a visual screen readout of the electrical discharges associated with
thunderstorms. This information with proper interpretation, will allow the pilot thunderstorms. This information with proper interpretation, will allow the pilot
to detect severe thunderstorm activity. A series of green dots will be displayed to detect severe thunderstorm activity. A series of green dots will be displayed
on the screen to indicate the electrical discharge areas. The display scope on the screen to indicate the electrical discharge areas. The display scope
provides full scale selectable ranges of 200, 100, 50 and 25 nautical miles along provides full scale selectable ranges of 200, 100, 50 and 25 nautical miles along
with 30Þ azimuth sectors. with 30Þ azimuth sectors.
The WX-1000+ has a heading stabilized display which automatically The WX-1000+ has a heading stabilized display which automatically
repositions thunderstorm information relative to the aircraft heading, repositions thunderstorm information relative to the aircraft heading,
eliminating the need to clear the display after each heading change. The clear eliminating the need to clear the display after each heading change. The clear
function remains useful for verifying thunderstorm information and for function remains useful for verifying thunderstorm information and for
determining whether storm cells are building or dissipating. Heading determining whether storm cells are building or dissipating. Heading
information is displayed when operating in the weather modes and a flag information is displayed when operating in the weather modes and a flag
advisory will appear in the event of heading source malfunction. advisory will appear in the event of heading source malfunction.

ISSUED: MAY 1, 1989 REPORT: VB-1110 ISSUED: MAY 1, 1989 REPORT: VB-1110
3 of 4, 9-205 3 of 4, 9-205
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 27 PA-34-220T, SENECA III SUPPLEMENT 27 PA-34-220T, SENECA III

2 3

Y'
-I -t t- I-
A lo.
• T
<'(

--+120"

1. MAPPING DIRECTION INDICATOR

2. RANGE REFERENCE
3. POWER/BRIGHTNESS
4. MOMENTARY CONTACT FUNCTION BUTTONS

WX-1000+ STORMSCOPE WX-1000+ STORMSCOPE

Figure 7-1 Figure 7-1

REPORT: VB-1110 ISSUED: MAY 1, 1989 REPORT: VB-1110 ISSUED: MAY 1, 1989
9-206, 4 of 4 9-206, 4 of 4
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28

PILOT'S OPERATING HANDBOOK PILOT'S OPERATING HANDBOOK

AND AND
FAA APPROVED AIRPLANE FLIGHT MANUAL FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT 28 SUPPLEMENT 28
FOR FOR
ARGUS 5000 MOVING MAP DISPLAY ARGUS 5000 MOVING MAP DISPLAY

This supplement must be attached to the Pilot's Operating Handbook and This supplement must be attached to the Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual when the optional Argus 5000 Moving FAA Approved Airplane Flight Manual when the optional Argus 5000 Moving
Map Display of Eventide, Inc. is installed per the Equipment List. The Map Display of Eventide, Inc. is installed per the Equipment List. The
information contained herein supplements or supersedes the information in the information contained herein supplements or supersedes the information in the
basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and performance only in those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilot's Operating information not contained in this supplement, consult the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual. Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED: _ FAA APPROVED: _

D. H. TROMPLER D. H. TROMPLER
D.O.A. NO. SO-1 D.O.A. NO. SO-1
PIPER AIRCRAFT CORPORATION PIPER AIRCRAFT CORPORATION
VERO BEACH, FLORIDA VERO BEACH, FLORIDA

DATE OF APPROVAL: December 15, 1989 DATE OF APPROVAL: December 15, 1989

ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110
1 of 8, 9-207 1 of 8, 9-207
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III

SECTION 1 - GENERAL SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the This supplement supplies information necessary for the operation of the
airplane when the optional Argus 5000 Moving Map Display is installed. The airplane when the optional Argus 5000 Moving Map Display is installed. The
display must be operated within the limitations herein specified. The display must be operated within the limitations herein specified. The
information contained within this supplement is to be used in conjunction with information contained within this supplement is to be used in conjunction with
the complete handbook. the complete handbook.
This supplement has been FAA approved as a permanent part of the This supplement has been FAA approved as a permanent part of the
handbook and must remain in this handbook at all times when the Argus 5000 handbook and must remain in this handbook at all times when the Argus 5000
Moving Map Display System is installed. Moving Map Display System is installed.
SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS
a. Eventide Avionics, Argus 5000 Moving Map Display Operator's a. Eventide Avionics, Argus 5000 Moving Map Display Operator's
Manual (P/N 5004, latest revision) must be immediately available to Manual (P/N 5004, latest revision) must be immediately available to
the flight crew whenever the system is installed. the flight crew whenever the system is installed.

b. The Argus 5000 Moving Map Display is not to be substituted for, nor b. The Argus 5000 Moving Map Display is not to be substituted for, nor
does it replace, approved aeronautical charts and manuals. does it replace, approved aeronautical charts and manuals.

c. The Argus 5000 Moving Map Display is approved for use under Visual c. The Argus 5000 Moving Map Display is approved for use under Visual
Flight Rules (VFR) and Instrument Flight Rules (IFR) as a Flight Rules (VFR) and Instrument Flight Rules (IFR) as a
supplemental navigation display in accordance with the Loran C supplemental navigation display in accordance with the Loran C
receiver (or navigation management system) operating limitations, receiver (or navigation management system) operating limitations,
and/or limitations listed in this supplement. and/or limitations listed in this supplement.
WARNING WARNING
If an installed Loran C is not approved for IFR If an installed Loran C is not approved for IFR
use, then IFR use of the Argus 5000 with Loran C use, then IFR use of the Argus 5000 with Loran C
course/navigation guidance is prohibited. course/navigation guidance is prohibited.
d. The Argus 5000 must have software version 01.09, or latest revision, d. The Argus 5000 must have software version 01.09, or latest revision,
installed. The data base must be replaced with an updated data base at installed. The data base must be replaced with an updated data base at
the expiration date displayed on the disclaimer page in order to qualify the expiration date displayed on the disclaimer page in order to qualify
for IFR use. (However, if the data base has not been updated, the for IFR use. (However, if the data base has not been updated, the
Argus 5000 is not approved for navigational use.) Argus 5000 is not approved for navigational use.)

e.) Except for ADF bearing operations, the Argus 5000 Moving Map e.) Except for ADF bearing operations, the Argus 5000 Moving Map
Display is not to be utilized as a primary flight guidance instrument, Display is not to be utilized as a primary flight guidance instrument,
nor is it to be used in conjunction with other instruments while nor is it to be used in conjunction with other instruments while

REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989
2 of 8, 9-208 2 of 8, 9-208
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28

conducting a precision approach to, or departure from, a landing conducting a precision approach to, or departure from, a landing
facility. facility.

f. When using the ADF bearing pointer for navigation in the map and f. When using the ADF bearing pointer for navigation in the map and
plan submode, the range must be limited to 40 nm or less, and the plan submode, the range must be limited to 40 nm or less, and the
pointer must be discernible. pointer must be discernible.

g. ADF only submode is approved for IFR non-directional beacon (NDB) g. ADF only submode is approved for IFR non-directional beacon (NDB)
approaches, providing it is used in conjunction with an independent approaches, providing it is used in conjunction with an independent
gyroscopic directional indicator or HSI. gyroscopic directional indicator or HSI.

h. The Argus 5000 Moving Map Display is approved in conjunction with h. The Argus 5000 Moving Map Display is approved in conjunction with
the Loran C receiver installed in the airplane. All reference to other the Loran C receiver installed in the airplane. All reference to other
systems in the the Argus 5000 Moving Map Display Operator's Manual systems in the the Argus 5000 Moving Map Display Operator's Manual
are not applicable to this installation. are not applicable to this installation.

i. When the Argus 5000 is used for IFR navigation, the graphics screen i. When the Argus 5000 is used for IFR navigation, the graphics screen
must be oriented with heading from the HSI. IFR flight is NOT must be oriented with heading from the HSI. IFR flight is NOT
approved using Loran C track. approved using Loran C track.

SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES

Simultaneous depression of the AUXiliary and ARRival push buttons will Simultaneous depression of the AUXiliary and ARRival push buttons will
activate the emergency submode, which will cancel all Loran C navigation data, activate the emergency submode, which will cancel all Loran C navigation data,
and replace it with computed bearing, distance, and ETA to the nearest one of and replace it with computed bearing, distance, and ETA to the nearest one of
several previously qualified landing facility. The DEParture push button several previously qualified landing facility. The DEParture push button
controls the facility selection; the ARRival push button controls range. controls the facility selection; the ARRival push button controls range.
No changes to the basic emergency procedures provided by Section 3 of No changes to the basic emergency procedures provided by Section 3 of
this Pilot's Operating Handbook are necessary for this supplement. this Pilot's Operating Handbook are necessary for this supplement.

SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES

Normal operating procedures are outlined in the Argus 5000 Operator's Normal operating procedures are outlined in the Argus 5000 Operator's
Manual, P/N 5004, latest revision. Manual, P/N 5004, latest revision.

ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110
3 of 8, 9-209 3 of 8, 9-209
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III

SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE

No change. No change.

SECTION 6 - WEIGHT AND BALANCE SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and Factory installed optional equipment is included in the licensed weight and
balance data in the Equipment List attached to the Pilot's Operating Handbook. balance data in the Equipment List attached to the Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION SECTION 7 - DESCRIPTION AND OPERATION

The following functions should be observed during initial power The following functions should be observed during initial power
application to the Argus 5000. A more comprehensive description of these application to the Argus 5000. A more comprehensive description of these
function and procedures is contained in the Simplified Procedures section in the function and procedures is contained in the Simplified Procedures section in the
Eventide Avionics Argus 5000 Moving Map Display Operator's Manual. Eventide Avionics Argus 5000 Moving Map Display Operator's Manual.
a. Predeparture and AMEND Procedures. a. Predeparture and AMEND Procedures.

(1) When power is initially applied to the Argus 5000, the following (1) When power is initially applied to the Argus 5000, the following
events occur: events occur:

(a) The cathode ray tube(CRT) will be tested for illumination (a) The cathode ray tube(CRT) will be tested for illumination
during the raster test. during the raster test.

(b) A comprehensive SELF-TEST will then be conducted of the (b) A comprehensive SELF-TEST will then be conducted of the
system RAM, the RS-232 Interface Hardware, the system system RAM, the RS-232 Interface Hardware, the system
Interrupt Handler, the system ROM, the Real-Time Clock, the Interrupt Handler, the system ROM, the Real-Time Clock, the
Analog-to-Digital (A/D) Converter, and the Database. This Analog-to-Digital (A/D) Converter, and the Database. This
process takes about one minute, depending upon the contents process takes about one minute, depending upon the contents
of the database. of the database.

(c) The Disclaimer Page is then displayed for review of the Loran (c) The Disclaimer Page is then displayed for review of the Loran
C type approval, with the reminder that the FEATURES OF C type approval, with the reminder that the FEATURES OF
THIS SYSTEM ARE NOT TO BE SUBSTITUTED FOR FAA THIS SYSTEM ARE NOT TO BE SUBSTITUTED FOR FAA
REQUIRED CHARTS, the Date and Time, the Argus 5000 REQUIRED CHARTS, the Date and Time, the Argus 5000
Serial Number, and the Database EFFective Date and Serial Number, and the Database EFFective Date and
EXPiration date. EXPiration date.

REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989
4 of 8, 9-210 4 of 8, 9-210
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28

SECTION 7 - DESCRIPTION AND OPERATION (Continued) SECTION 7 - DESCRIPTION AND OPERATION (Continued)
(2) In addition, the Software Program VERsion will appear on the (2) In addition, the Software Program VERsion will appear on the
Disclaimer Page, which will remain in view until any functional Disclaimer Page, which will remain in view until any functional
push button is depressed. The current VERsion is 01.09. push button is depressed. The current VERsion is 01.09.

(3) The intensity of the Argus 5000 CRT and LED push buttons may (3) The intensity of the Argus 5000 CRT and LED push buttons may
be adjusted by rotating the PUSH-ON knob. To remove power to be adjusted by rotating the PUSH-ON knob. To remove power to
the Argus 5000, pull the PUSH-ON knob. the Argus 5000, pull the PUSH-ON knob.

(4) The facilities and features desired for display on the Argus 5000 (4) The facilities and features desired for display on the Argus 5000
may be selected in the unlabeled AMEND submode. To activate may be selected in the unlabeled AMEND submode. To activate
the AMEND submode, depress the AUXiliary mode push button the AMEND submode, depress the AUXiliary mode push button
for 5 seconds or, by three consecutive key strokes. These may be for 5 seconds or, by three consecutive key strokes. These may be
selected during Predeparture, or at anytime the Argus 5000 is in selected during Predeparture, or at anytime the Argus 5000 is in
use when airborne. use when airborne.

b. DEParture, ENRoute, and ARRival Procedures. b. DEParture, ENRoute, and ARRival Procedures.

(1) The DEParture mode may be activated to observe the stationary (1) The DEParture mode may be activated to observe the stationary
symbolic aircraft in the center of the Heading-up graphics screen symbolic aircraft in the center of the Heading-up graphics screen
in respect to surrounding facilities. The ranges for the DEParture in respect to surrounding facilities. The ranges for the DEParture
mode are from 1 nm to 40 nm. The navigation information mode are from 1 nm to 40 nm. The navigation information
displayed is with respect to Loran C Great Circle calculations. displayed is with respect to Loran C Great Circle calculations.
Graphics screen orientation is with respect to Gyroscopic Graphics screen orientation is with respect to Gyroscopic
Directional heading or Loran C Track. Directional heading or Loran C Track.

(2) The ENRoute mode may be activated to observe the stationary (2) The ENRoute mode may be activated to observe the stationary
symbolic aircraft at 20 percent above the bottom of the Heading-Up symbolic aircraft at 20 percent above the bottom of the Heading-Up
graphics screen. The ranges are from 1 nm to 240 nm. All other graphics screen. The ranges are from 1 nm to 240 nm. All other
navigation information is similar to that of the DEParture mode. navigation information is similar to that of the DEParture mode.
Graphics screen orientation is with respect to Gyroscopic Directional Graphics screen orientation is with respect to Gyroscopic Directional
heading or Loran C track. heading or Loran C track.

(3) The ARRival mode may be activated to observe a stationary (3) The ARRival mode may be activated to observe a stationary
Magnetic North-up graphics screen, and a moving arrow, when the Magnetic North-up graphics screen, and a moving arrow, when the
range of the aircraft is beyond the selected or maximum range; or a range of the aircraft is beyond the selected or maximum range; or a
moving symbolic aircraft when the range of the aircraft is within the moving symbolic aircraft when the range of the aircraft is within the

ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110
5 of 8, 9-211 5 of 8, 9-211
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III

SECTION 7 - DESCRIPTION AND OPERATION (Continued) SECTION 7 - DESCRIPTION AND OPERATION (Continued)
40 nm to 1 nm distance to the destination waypoint. All other 40 nm to 1 nm distance to the destination waypoint. All other
navigation information is similar to that of the DEParture and navigation information is similar to that of the DEParture and
ENRoute modes. Orientation and direction of flight of the moving ENRoute modes. Orientation and direction of flight of the moving
arrow or symbolic aircraft is with respect to Gyroscopic Directional arrow or symbolic aircraft is with respect to Gyroscopic Directional
HSI heading, or Loran C computed track. HSI heading, or Loran C computed track.

c. SELect and INFOrmation Procedures. c. SELect and INFOrmation Procedures.

(1) When the ADF/ARGUS REMOTE switch, located adjacent to the (1) When the ADF/ARGUS REMOTE switch, located adjacent to the
ADF receiver, is selected to the ARGUS REMOTE position, ADF receiver, is selected to the ARGUS REMOTE position,
ancillary navigation data may be accessed for display on the ancillary navigation data may be accessed for display on the
graphics screen by activating the required remote ARGUS SELect graphics screen by activating the required remote ARGUS SELect
switch, located on the instrument panel near the Argus display, or by switch, located on the instrument panel near the Argus display, or by
simultaneously depressing the AUXiliary and DEParture push simultaneously depressing the AUXiliary and DEParture push
buttons. Upon activation of the SELect submode, the bearing and buttons. Upon activation of the SELect submode, the bearing and
distance to an airport, heliport, seaplane base, NDB, LOM, LMM, distance to an airport, heliport, seaplane base, NDB, LOM, LMM,
TACAN, or Fan Marker are displayed in a box adjacent to the TACAN, or Fan Marker are displayed in a box adjacent to the
selected facility. When selected, radial and distance are displayed selected facility. When selected, radial and distance are displayed
from a VOR, VOR/DME, or VORTAC. Consecutive depressions of from a VOR, VOR/DME, or VORTAC. Consecutive depressions of
the remote ARGUS SELect switch, or switch combination, will the remote ARGUS SELect switch, or switch combination, will
select subsequent facilities for display of similar navigation data, select subsequent facilities for display of similar navigation data,
which is computed from the present position of the aircraft. which is computed from the present position of the aircraft.

(2) When the ADF/ARGUS REMOTE switch, located adjacent to the (2) When the ADF/ARGUS REMOTE switch, located adjacent to the
ADF receiver, is selected to the ARGUS REMOTE position, and ADF receiver, is selected to the ARGUS REMOTE position, and
when a facility is selected by the remote ARGUS SELect switch, when a facility is selected by the remote ARGUS SELect switch,
or combination, specific information about that selected facility is or combination, specific information about that selected facility is
available by activating the required ARGUS SELect switch, located available by activating the required ARGUS SELect switch, located
on the instrument panel near the Argus display, or by on the instrument panel near the Argus display, or by
simultaneously depressing the AUXiliary and ENRoute push simultaneously depressing the AUXiliary and ENRoute push
buttons. Upon activation, a directory of characteristics about that buttons. Upon activation, a directory of characteristics about that
selected facility is available to assist the flight crew. Simultaneous selected facility is available to assist the flight crew. Simultaneous
depressions of the remote ARGUS SELect switch or the depressions of the remote ARGUS SELect switch or the
AUXiliary and DEParture push buttons, will enable subsequent AUXiliary and DEParture push buttons, will enable subsequent
facilities to be selected for display of similar information. A map facilities to be selected for display of similar information. A map
mode can be recalled by depressing either DEParture, ENRoute, or mode can be recalled by depressing either DEParture, ENRoute, or
ARRival. ARRival.

REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989
6 of 8, 9-212 6 of 8, 9-212
PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9
PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28

SECTION 7 - DESCRIPTION AND OPERATION (Continued) SECTION 7 - DESCRIPTION AND OPERATION (Continued)
d. ADF Bearing Pointer and Digital ADF Bearing Procedures. d. ADF Bearing Pointer and Digital ADF Bearing Procedures.

(1) In the DEParture or ENRoute modes, when ADF is selected, the (1) In the DEParture or ENRoute modes, when ADF is selected, the
bearing pointer and/or tail will appear on the perimeter of the bearing pointer and/or tail will appear on the perimeter of the
Compass Rose. In the ARRival mode, the bearing to the tuned and Compass Rose. In the ARRival mode, the bearing to the tuned and
received station will emanate as a vector line from the symbolic received station will emanate as a vector line from the symbolic
aircraft toward the direction of the station, and will move relative to aircraft toward the direction of the station, and will move relative to
the position and direction of flight. the position and direction of flight.

(2) The ADF bearing to a tuned and received NDB, LOM, or LMM can (2) The ADF bearing to a tuned and received NDB, LOM, or LMM can
be displayed on the graphics screen in the form of a bearing pointer. be displayed on the graphics screen in the form of a bearing pointer.
In addition, a display of digital magnetic ADF bearing will appear In addition, a display of digital magnetic ADF bearing will appear
in the lower window of the display. The ADF bearing can be in the lower window of the display. The ADF bearing can be
selected for display either with or without a map or in the PLAN selected for display either with or without a map or in the PLAN
(waypoint only) or ADF ONLY submodes. The ADF/ARGUS (waypoint only) or ADF ONLY submodes. The ADF/ARGUS
REMOTE switch must be selected to the ADF position, and the REMOTE switch must be selected to the ADF position, and the
function activated in the DISPLAY FEATURES page in the function activated in the DISPLAY FEATURES page in the
AMEND submode. If ADF is not selected, Track Error will be AMEND submode. If ADF is not selected, Track Error will be
displayed. displayed.

ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110
7 of 8, 9-213 7 of 8, 9-213
SECTION 9 PIPER AIRCRAFT CORPORATION SECTION 9 PIPER AIRCRAFT CORPORATION
SUPPLEMENT 28 PA-34-220T, SENECA III SUPPLEMENT 28 PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: OCTOBER 16, 1989 REPORT: VB-1110 ISSUED: OCTOBER 16, 1989
8 of 8, 9-214 8 of 8, 9-214
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS

Paragraph Page Paragraph Page

No. No. No. No.

10.1 General ..................................................................................... 10-1 10.1 General ..................................................................................... 10-1

10.3 Operating Tips .......................................................................... 10-1 10.3 Operating Tips .......................................................................... 10-1

REPORT: VB-1110 REPORT: VB-1110

10-i 10-i
 TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 10 SECTION 10
SAFETY TIPS SAFETY TIPS

Paragraph Page Paragraph Page

No. No. No. No.

REPORT: VB-1110 REPORT: VB-1110

10-ii 10-ii
PIPER AIRCRAFT CORPORATION SECTION 10 PIPER AIRCRAFT CORPORATION SECTION 10
PA-34-220T, SENECA III OPERATING TIPS PA-34-220T, SENECA III OPERATING TIPS

SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS

10.1 GENERAL 10.1 GENERAL

This section provides operating tips of particular value in the operation of This section provides operating tips of particular value in the operation of
the Seneca III. the Seneca III.

10.3 OPERATING TIPS 10.3 OPERATING TIPS

(a) Learn to trim for takeoff so that only a very light back pressure on the (a) Learn to trim for takeoff so that only a very light back pressure on the
wheel is required to lift the airplane off the ground. wheel is required to lift the airplane off the ground.
(b) On takeoff, do not retract the gear prematurely. The airplane may settle (b) On takeoff, do not retract the gear prematurely. The airplane may settle
and make contact with the ground because of lack of flying speed, and make contact with the ground because of lack of flying speed,
atmospheric conditions, or rolling terrain. atmospheric conditions, or rolling terrain.
(c) Flaps may be lowered at airspeeds up to 115 KIAS. To reduce flap (c) Flaps may be lowered at airspeeds up to 115 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed 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 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 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. "UP" position before they will lock and support weight on the step.
(d) Before attempting to reset any circuit breaker, allow a two to five (d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period. minute cooling off period.
(e) Always determine position of landing gear by checking the gear (e) Always determine position of landing gear by checking the gear
position lights. position lights.
(f) A high fuel pressure indication on the fuel flow indicator is a possible (f) A high fuel pressure indication on the fuel flow indicator is a possible
sign of restricted fuel nozzles. sign of restricted fuel nozzles.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 10-1 REVISED: SEPTEMBER 17, 1984 10-1
SECTION 10 PIPER AIRCRAFT CORPORATION SECTION 10 PIPER AIRCRAFT CORPORATION
OPERATING TIPS PA-34-220T, SENECA III OPERATING TIPS PA-34-220T, SENECA III

(g) The shape of the wing fuel tanks is such that in certain maneuvers the (g) 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, 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 the fuel flow will be interrupted and a temporary loss of power may
result. Pilots can prevent inadvertent uncovering of the outlet by result. Pilots can prevent inadvertent uncovering of the outlet by
avoiding maneuvers which could result in uncovering the outlet. avoiding maneuvers which could result in uncovering the outlet.
Extreme running turning takeoffs should be avoided as fuel flow Extreme running turning takeoffs should be avoided as fuel flow
interruption may occur. interruption may occur.
Prolonged slips and skids which result in excess of 2000 feet of Prolonged slips and skids which result in excess of 2000 feet of
altitude loss, or other radical or extreme maneuvers which could cause altitude loss, or other radical or extreme maneuvers which could cause
uncovering of the fuel outlet must be avoided as fuel flow interruption uncovering of the fuel outlet must be avoided as fuel flow interruption
may occur when the tank being used is not full. may occur when the tank being used is not full.
(h) The rudder pedals are suspended from a torque tube which extends (h) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the proper across the fuselage. The pilot should become familiar with the proper
positioning of his feet on the rudder pedals so as to avoid interference positioning of his feet on the rudder pedals so as to avoid interference
with the torque tube when moving the rudder pedals or operating the with the torque tube when moving the rudder pedals or operating the
toe brakes. toe brakes.
(i) Anti-collision lights should not be operating when flying through (i) Anti-collision lights should not be operating when flying through
overcast and clouds, since reflected light can produce spatial dis- overcast and clouds, since reflected light can produce spatial dis-
orientation. Do not operate strobe lights when taxiing in the vicinity of orientation. Do not operate strobe lights when taxiing in the vicinity of
other aircraft. other aircraft.
(j) In an effort to avoid accidents, pilots should obtain and study the safety (j) In an effort to avoid accidents, pilots should obtain and study the safety
related information made available in FAA publications such as related information made available in FAA publications such as
regulations, advisory circulars, Aviation News, AIM and safety aids. regulations, advisory circulars, Aviation News, AIM and safety aids.
(k) Pilots who fly above 10,000 feet should be aware of the need for (k) Pilots who fly above 10,000 feet should be aware of the need for
special physiological training. Appropriate training is available at special physiological training. Appropriate training is available at
approximately twenty-three Air Force Bases throughout the United approximately twenty-three Air Force Bases throughout the United
States for a small fee. The training is free at the NASA Center in States for a small fee. The training is free at the NASA Center in
Houston and at the FAA Aeronautical Center in Oklahoma. Houston and at the FAA Aeronautical Center in Oklahoma.

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
10-2 REVISED: SEPTEMBER 17, 1984 10-2 REVISED: SEPTEMBER 17, 1984
PIPER AIRCRAFT CORPORATION SECTION 10 PIPER AIRCRAFT CORPORATION SECTION 10
PA-34-220T, SENECA III OPERATING TIPS PA-34-220T, SENECA III OPERATING TIPS

Forms to be completed (Physiological Training Application and Forms to be completed (Physiological Training Application and
Agreement) for application for the training course may be obtained by Agreement) for application for the training course may be obtained by
writing to the following address: writing to the following address:
Chief of Physiological Training, AAC-143 Chief of Physiological Training, AAC-143
FAA Aeronautical Center FAA Aeronautical Center
P. 0. Box 25082 P. 0. Box 25082
Oklahoma City, Oklahoma 73125 Oklahoma City, Oklahoma 73125
It is recommended that all pilots who plan to fly above 10,000 feet take 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 this training before flying this high and then take refresher training
every two or three years. every two or three years.
(k) Sluggish RPM control and propeller overspeed with poor RPM (k) Sluggish RPM control and propeller overspeed with poor RPM
recovery after rapid throttle application are indications that nitrogen recovery after rapid throttle application are indications that nitrogen
pressure in the propeller dome is low. pressure in the propeller dome is low.
(I) Experience has shown that the training advantage gained by pulling a (I) Experience has shown that the training advantage gained by pulling a
mixture control or turning off the fuel to simulate engine failure at mixture control or turning off the fuel to simulate engine failure at
low altitude is not worth the risk assumed, therefore it is recom- low altitude is not worth the risk assumed, therefore it is recom-
mended that instead of using either of these procedures to simulate loss mended that instead of using either of these procedures to simulate loss
of power at low altitude, the throttle be retarded slowly to idle position. of power at low altitude, the throttle be retarded slowly to idle position.
Fast reduction of power may be harmful to the engine. A power setting Fast reduction of power may be harmful to the engine. A power setting
of 2200 RPM is recommended for simulated one engine operation. of 2200 RPM is recommended for simulated one engine operation.

ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110
REVISED: SEPTEMBER 17, 1984 10-3 REVISED: SEPTEMBER 17, 1984 10-3
SECTION 10 PIPER AIRCRAFT CORPORATION SECTION 10 PIPER AIRCRAFT CORPORATION
OPERATING TIPS PA-34-220T, SENECA III OPERATING TIPS PA-34-220T, SENECA III

THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1110 ISSUED: JANUARY 8, 1981 REPORT: VB-1110 ISSUED: JANUARY 8, 1981
10-4 10-4