Piper PA-34-200 Seneca Airplane Procedures

Flashcards about the Piper PA-34-200 Seneca Airplane Procedures

Standardization manual

Published to serve as a master reference document for expanded aircraft procedures during training. It does not replace the Pilot’s Operating Handbook or any other document published by the manufacturer, nor does it replace the Airplane Flying Handbook or any other document published by the FAA.

Land as Soon as Practical

A return to the home base airport (21D) is recommended.

Land as Soon as Possible

A landing at the nearest suitable airport or landing site is recommended, and return to the base airport should not be prioritized.

Operating Rules – Multiengine Training

On any flight which involves simulated engine shutdowns below 1000’ AGL, no rear seat passengers are permitted.

Operating Rules – Multiengine Training

Intentional full shutdown of an engine for training purposes will not commence below 3000’ AGL, and only within gliding distance of an airport with major powerplant maintenance available.

Operating Rules – Multiengine Training

Simulated engine failures on the ground during takeoff run for training purposes must take place below 50% of published VMCA, which is 34 MPH IAS. These engine failures may not be practiced on runways less than 100 feet wide.

The normal practice-area cruise power setting

21” MP at 2300 RPM

The zero-thrust setting for simulated single-engine operation

11” MP at 2000 RPM

VS0

67 MPH. Stall speed – Full landing configuration

VMCA

67 MPH. Minimum Controllable Airspeed (one engine inop)

VS1

73 MPH. Stall speed – Full clean configuration

VMCA – Flaps 0

78 MPH. Minimum Controllable Airspeed (one engine inop, flaps up)

VSSE

90 MPH. Minimum safe speed for single-engine training maneuvers

VX

90 MPH. Best angle-of-climb speed

VXSE

90 MPH. Best angle-of-climb speed (one engine inop)

VY

105 MPH. Best rate-of-climb speed

VYSE

105 MPH. Best rate-of-climb speed (one engine inop)

VFE

125 MPH. Maximum flap extension speed

VLO - RET

125 MPH. Maximum landing gear retraction speed

VLO - EXT

150 MPH. Maximum landing gear extension speed

VLE

150 MPH. Maximum landing gear extended speed

VA

133-146 MPH. Maneuvering speed

VNO

190 MPH. Maximum structural cruising speed

VNE

217 MPH. Never-exceed speed

Engine Cooling

Each engine is equipped with manually operable cowl flaps to aid in engine cooling. These cowl flaps should be open during takeoff and landing to ensure sufficient engine cooling at high power and low airspeed, but can be closed during cruise to maximize true airspeed.

Fuel System

The Piper Seneca has two 24.5-gallon fuel tanks in each wing, for a total of 98 gallons of fuel. 5 gallons are unusable, leaving a usable fuel capacity of 93 gallons.

Fuel Crossfeeding

In the event that fuel balancing is required, typically during prolonged single-engine operations, crossfeed selector valves are available for use. Crossfeeding may be used in level flight only (climbing or descending is prohibited). Both fuel selectors should never be in the crossfeed position at the same time in flight.

Propeller System

Each engine is equipped with a fully-feathering, constant-speed Hartzell propeller.

Propeller Governor

The propeller governor is actuated by oil pressure; an increase in oil pressure will provide a more fine propeller pitch and an increased RPM setting. A complete loss of oil pressure will cause the propeller to fully feather, to allow maximum drag reduction in the event of an engine failure.

Electrical system

The electrical system is protected by circuit breakers, eliminating the need for spare fuses to be carried on board at night in accordance with FAR 91.205(c)(6).

Landing Gear System

Full extension or retraction of the gear takes approximately six to seven seconds, and direction of the gear should not be reversed once it is in transit to avoid damaging the hydraulic pump.

Landing Gear System

The gear is held in the retracted position by positive hydraulic pressure, and does not have any mechanical up-locks. For this reason, even in the event of a loss of hydraulic pressure or control, the landing gear can still be extended and locked by following the emergency landing gear extension procedure.

Landing Gear System

The system does have a set of mechanical down-locks, which can be confirmed by the three green indicator lights on the instrument panel.

Landing Gear System

The system is equipped with a weight-on-wheels safety (“squat”) switch on the left main gear, to prevent the gear from being inadvertently retracted on the ground.

Navigation (Position) Lights

Navigation lights consist of one rear-facing white light on the rudder, one red light on the left wingtip, and one green light on the right wingtip.

Navigation (Position) Lights

The Seneca’s Nav Lights switch also causes the green landing gear position lights to dim. For this reason, the navigation lights should not be turned on unless operating at night or in reduced visibility.

Strobe (Anticollision) Light

Strobe Lights consist of two white flashbulbs, one on each wingtip. They should be used in conjunction with the Beacon light, except when taxiing at night. During these conditions, turn strobe lights off to avoid blinding others. In the Seneca, this light switch is labeled as the “Wing” portion of the two-piece Anticollision toggle switch.

Landing Light

The landing light is a forward-facing white light, angled to provide optimal visibility during a takeoff or an approach to landing. It is mounted on the nose landing gear.

Recognition Lights

The recognition lights are two forward-facing white lights, one on each wingtip, intended to augment the landing lights and increase forward visibility. In the Seneca, these are controlled independently by a two-piece “Recog” toggle switch. The Seneca is also equipped with a pulse light system, which will automatically alternate between the two recognition lights.

Before Takeoff (Day)

Pulse Light On, Bottom Strobe On

Traffic Pattern Arrival

Complete the Approach Checklist.

Traffic Pattern Arrival

At least 10nm from the airport, attempt to determine the runway in use*.

Traffic Pattern Departure

Climb straight out on runway heading until above traffic pattern altitude, or… Exit with a 45-degree turn to the left (assuming left-hand traffic) beyond the departure end of the runway, OR exit on the downwind leg once above traffic pattern altitude.

Traffic Pattern Departure

If remaining in the traffic pattern… Begin a turn to the crosswind leg when beyond the departure end of the runway and within 300 feet of Traffic Pattern Altitude.

Clearing turns

To observe any local threats or hazards, including obstacles or other traffic, prior to commencing any training maneuver.

BCGUMPSS

Boost Pump, Carburetor Heat, Gas, Undercarriage, Mixture, Power, Seat belts, Switches

Normal Takeoff and Climb

Complete the Before Takeoff Checklist.

Normal Takeoff and Climb

Increase back pressure on the control yoke to pitch up until the glare shield meets the horizon (approximately 10 degrees nose-up).

Below rotation speed (80 MPH) - Engine Failures

Immediately close both throttles and apply maximum braking to stop the aircraft on the runway.

Normal Approach and Landing

Visually verify that the final approach (including the extended centerline and the opposite base) is clear of traffic, then turn to final.

Power-On Stall - To recover…

At the first indication of a stall, immediately reduce the angle of attack by using forward pressure to lower the nose.

VMCA - To Recover

Idle the operating engine’s throttle.

Recovery From Unusual Attitudes - step 1

Scan primary flight instruments (Attitude indicator, Airspeed indicator, Altimeter) to assess the situation.

Engine Failure in Flight

Maintain directional control at all times.

Engine Failure in Flight

Establish flight at 105 MPH [VYSE] or greater. Maintain altitude if possible.

Engine Shutdown and Feathering

Trim as required to alleviate control pressure while operating on a single engine.

Spin Recovery

Apply forward pressure on the Elevators to break the stall condition. Do not invert the aircraft or exceed 217 MPH [VNE].