sarasota flight instructor

1. SARASOTA FLIGHT INSTRUCTOR.COM

4. Disclaimers This guide is based on the Pilot Operating Handbook for the Piper Seneca model PA34-200T. This guide is for study purposes only, and in no way should be considered a single source of information regarding any flight, system, or emergency operation. Images used herein are either original images, or obtained from open source files. Use this program along with the actual Pilots Operating Handbook, your Instructor and your training curriculum.

5. Section 1 General

6. Engines

7. Engines Number of engines 2 Engine Type: Six Cylinder Direct Drive Horizontally Opposed Fuel Injected Air Cooled Turbo charged Engine Manufacturer Continental Engine Model Numbers: Left TSIO-360E (EB) Right LTSIO-360E (EB)

8. ENGINES Rated Horsepower: At sea level 200 Above 12,000 feet 215 Rated Speed (rpm) 2575 Bore (inches) 4.438 Stroke (inches) 3.875 Displacement (cubic Inches) 360 Compression Ratio 7.5:1

9. PROPELLERS Number of Propellers 2 Propeller Manufacturer Hartzell or McCauley Propeller Type: Constant Speed Hydraulically Actuated Full Feathering Blades: Hartzell 2 McCauley 3

10. FUEL Fuel Capacity (U.S. Gal) Without optional tanks 98 With optional tanks 128 Useable Fuel (U.S. Gal) Without optional tanks 93 With optional tanks 123 Minimum Fuel Grade: 100 green or 100LL Blue

11. Oil Oil Capacity (U.S. quarts) 8 Oil Specification Per Continental Service Bulletin Oil Viscosity per ambient temp: Below 40° F SAE No. 30 Above 40° F SAE No. 50 Minimum for flight is 7 quarts

12. Maximum Weights Max Takeoff Weight: 4570 lbs. Max Landing Weight 4342 lbs. Max Zero Fuel Weight 4000 lbs. Maximum Weights in Baggage Compartments: Forward 100 Aft 100

13. Standard Airplane Weights Standard Empty Weight 2823 Maximum Useful Load 1747

14. Baggage Space Forward compartment volume 15.3 cubic feet Aft compartment volume 24.0 cubic feet

15. Specific Loadings Wing Loading 22 lbs sq ft Power Loading Sea Level 11.4 lbs sq ft Power Loading 12,000 ft 10.6 lbs sq ft

16. Section 2 Limitations

17. Airspeed Limitations Vne Never Exceed 195 Vno Max structural cruise 163 Va Maneuvering speed At 4570 lbs 136 At 3068 lbs 121 Vfe Flaps extended 107 Vmc Minimum Control Speed 66

18. Airspeed Limitations Vfe Flaps extended 107 Vle Maximum gear extended 129 Vlo Maximum gear “extending” 129 Vlo Maximum gear “retraction” 107

19. Airspeed Indicator Markings Green Arc (normal Operating range) 63 to 163 Yellow Arc (caution range – smooth air) 163 to 195 White Arc (flaps extended) 61 to 107 Red Radial Line (never exceed) 195 Red Radial Line (minimum control) 66 Blue Radial Line (best rate climb single engine) 89

20. Power Plant Limitations Rated Horsepower at sea level 200 Rated Horsepower at 12,000 ft 215 Maximum RPM 2575 Maximum Manifold Pressure (inches) 40 Maximum Cylinder Head Temp. 460° Maximum Oil Temp. 240°

21. Power Plant Limitations Maximum oil pressure 100 PSI Minimum oil pressure 10 PSI Minimum fuel flow 3.5 PSI Maximum fuel flow 20 PSI to 25 GPH

22. Power Plant Instrument Markings Tachometer - Green Arc (normal range) 500 rpm to 2575 rpm Tachometer - Red Line (maximum) 2575 rpm Fuel Flow and Pressure: Green Arc 3.5 PSI to 20 PSI Red Line (max) 25 GPH (20 PSI) Red Line (min) 3.5 PSI

23. Power Plant Instrument Markings Cylinder Head Temperatures Maximum (red line) 460 ° Normal Range (green arc) 360 ° to 460 ° Oil Temperature Maximum 240 ° Normal Range (green arc) 100 ° to 240 ° Oil Pressure Maximum 100 PSI Minimum 10 PSI Caution 80 to 100 PSI

24. Power Plant Instrument Markings Manifold Pressure Normal Range (green arc) 10 to 40 inches HG Maximum (red line) 40 inches HG Exhaust Gas Temperature Red Line 1650° F

25. Weight Limits Maximum Takeoff Weight 4570 Maximum Landing Weight 4342 Maximum Weight in Forward Baggage 100 Maximum Weight in Aft Baggage 100 Maximum Zero Fuel Weight 4000

26. Center of Gravity Limits Weight Forward Limit Aft Limit Pounds Inches Aft of Datum Inches Aft of Datum 3400 82.0 94.6 4575 90.6 95.6 Note: Datum is 78.4 inches forward of the leading edge from the inboard edge of the fuel tank.

27. Maneuver Limits All intentional Acrobatic Maneuvers are prohibited

28. Flight Load Factor Limits [Flaps UP] Positive Load Factor (Max.) 3.8 G Negative Load Factor (Max.) 0.0 G No inverted maneuvers approves.

29. Types of Operations This plane is equipped in accordance with FAR91 or FAR135 for the following operations: Day VFR Night VFR Day IFR Night IFR Icing Conditions when equipped per section 2.25 of the pilot operations manual.

30. Fuel Limitations Un-useable Fuel U.S. Gallons 2.5 gal each wing Total of 5.0 gallons Useable Fuel U.S. Gallons 46.5 each wing Total of 93 (standard tanks) 61.5 each wing Total of 123 (optional tanks)

31. Gyro Pressure Limitations Operating Limits for the vacuum pressure: 4.5 to 5.2 inches Hg for all operations.

32. Flight into known icing conditions The following must be installed Pneumatic Wing and Empennage Boots Electro-thermal Propeller Boots Electric Windshield Panel Heated Pitot Head Wing Ice Light Heated Lift Detectors Propeller Spinners must be installed.

33. Heater Limitations Operation of the combustion heater above 25,000 feet is not approved.

34. Operating Altitude Limitations Flight above 25,000 feet is not approved. Flight up to 25,000 if equipped with supplemental oxygen.

35. Noise Levels The noise level on this aircraft is as follows With 2 blade Propellers 73.5 dB(A) With 3 blade Propellers 76.4 dB(A)

36. Section 3 Emergency Procedures

37. Emergency Checklists Use the checklist provided by the manufacturer.

38. Airspeeds for Safe Operation Minimum Single Engine Control 66 KIAS Best Single Engine Rate Climb 89 KIAS Best Single Engine Angle Climb 78 KIAS Maneuvering 121 KIAS Never Exceed 195 KIAS

39. Engine Inoperative Procedures DETECTING DEAD ENGINE Loss of thrust Nose will Yaw towards inoperative engine

40. Engine Failure on Takeoff Below 85 KIAS- On-Runway Throttles Close Both Immediately, Maintain Directional Control Brake and Stop Airborne with no runway remaining Throttles Close Both Immediately, Maintain Directional Control Mixture Idle Cut-Off Fuel Selectors Off Land Try to avoid obstructions

41. Engine Failure During Climb/ Speed Below 66 KIAS (Vmc) Rudder Apply Towards Operating Engine (Control) Throttles Reduce Thrust to Maintain Directional Control Pitch Attitude Lower Nose to Accelerate to Vyse (89KIAS) Inoperative Engine Feather and Secure (Checklist)

42. Engine Failure During Climb/Speed Above 66 KIAS Rudder Maintain Directional Control Pitch Attitude Adjust to Accelerate to Vyse (89KIAS) Inoperative Engine Feather and Secure (Checklist)

43. Engine Failure During Flight/Below 66 KIAS Rudder Towards Operating Engine, Maintain Directional Control Throttles Retard to prevent yaw Pitch Attitude Lower Nose for 66 KIAS+ Operating Engine Increase power as speed permits (66 KIAS+) If Altitude Permits Restart may be attempted (Restart Checklist) If No Restart, or Altitude does not permit Inoperative Engine Feather and Secure (Checklist) Trim Adj. UP TO 5° Bank toward operating engine (minimal Slip) Cowl Flap on operating engine as required

44. Engine Failure During Flight Above 66 KIAS Rudder Apply toward operative engine Inop. Engine Identify Operating Engine Adjust thrust as required Before Securing Inop. Engine--- Fuel Flow - Check (if Low use Aux. Pump HIGH BOOST) If power is not restored Aux Pump – Off Fuel Quantity Check Fuel Selector (Inop. Engine) Cross-Feed Alternate Air On Mixture Check Oil Pressure and Temp. Check Magneto Switches Check If Engine Fails to Start proceed to Engine Securing Checklist

45. Engine Failure During Flight Above 66 KIAS (cont) OPERATING ENGINE Power Setting As required Mixture Adjust for Power Setting Fuel Quantity Check for sufficient supply Aux. Fuel Pump As Required Cowl Flaps As Required Electrical Load Decrease to minimum load Land As soon as possible

46. Engine Securing Checklist To Attempt to Restore Power before feathering Mixtures As Required Fuel Selector Cross Feed Magnetos Left or Right only Alternate Air On Aux. Fuel Pump Unlatch On HIGH if power not restored

47. Engine Securing Checklist FEATHERING MAINTAIN DIRCETIONAL CONTROL AND AT LEAST 76 KIAS Mixture Controls Full Forward Propeller Controls Full Forward Throttle Controls Full Forward (40”Hg Max) Flaps Retract Gear Retract

48. Engine Securing Checklist FEATHERING

49. Single Engine Landing Inoperative Engine Feather and Secure When Landing Assured Landing Gear Extend Wing Flaps Extend to 10° Maintain Additional Altitude and speed during approach Final Approach Speed 91 KIAS Wing Flaps Extend to 25°

50. Single Engine Go-Around Mixture Forward Propeller Forward Throttle Forward Slowly to 40” Hg Flaps Retract Landing Gear Retract

51. Air Start (Un-feathering) Fuel Selector INOP Engine On Aux. Fuel Pump INOP Engine Off Throttle Open ¼ Inch Propeller Control Forward to Cruise RPM Pos. Mixture Rich Magneto Switches On

52. Engine Fire On Ground ENGINE NOT STARTED Mixture Idle Cut-Off Throttle OPEN Starter Continue To Crank engine

53. Engine Fire In Flight Fuel Selector (affected engine) Off Throttle Close Mixture Idle Cut-Off Propeller Feather

54. Fuel Management Single Engine Fuel Selector Operating Engine On Fuel Selector INOP Engine Off Aux. Fuel Pumps Off

55. Fuel Management Single Engine

56. Fuel Management Single Engine Fuel Selector Operating Engine On Fuel Selector INOP Engine Off

57. Fuel Management Single Engine Use Cross-Feed in Level Flight Only Do NOT Cross-Feed with Full Fuel on same side as the Operating Engine, Vapor Return Fuel will be lost though the Vent System You will be pumping fuel over-board

58. Engine Driven Fuel Pump Failure Throttle Retard Aux. Fuel Pump Un-Latch Aux. Fuel Pump On HI Throttle Re-set 75% Power or lower See Cautions:

59. Engine Driven Fuel Pump FailureCautions If normal engine operation and fuel flow is not immediately re-established, Turn OFF Aux. Fuel Pump Lack of fuel flow indications while in the HI position may indicate a leak in the fuel system, or fuel exhaustion Do NOT actuate the Aux. Fuel Pump unless vapor suppression is required (LO position) or the engine driven fuel pump fails (HI Position). The Aux. Fuel Pumps have NO Standby Function. Actuation of the HI switch position may when engines are operating may cause engine roughness and / or Power Loss.

60. Landing Gear Unsafe Warning Red Light Gear In Transit Recycle if Unsafe Gear Indication continues Light will illuminate when Gear Horn sounds at Low Power Settings

61. Manual Extension of Landing Gear Check the following before extending gear manually: Circuit Breakers Check Master Switch On Alternators Check Navigation Lights Off (Daytime)

62. Engine Failure in Icing Conditions Select Alternate Air and attempt restart In unable to restart engine INOP Engine Secure Airspeed at or above 89 KIAS Electrical Load Reduce

63. Alternator Failure In Icing Conditions Over-voltage Relay Re-set Circuit Breakers Check and Re-set If unable to restore alternator Avionics All Off except NAV/COM/Transponder Electric Windshield Off to maintain 65 amp load

64. Electrical Failures ALT Anunnciator Light illuminated Ammeters Observe to determine INOP Alt. If both ammeters show zero output, reduce electrical load to min. Turn Off both alt. switches; then turn them On momentarily one at a time while observing ammeters Determine Alt. showing Least output and turn it’s switch on. Electrical Loads Re-establish up to 60 Amps If one ammeter shows zero output, cycle switch off-then-on If power is not restored, check breakers and reset once if required If alternator remains inoperative, reduce electrical loads and continue flight

65. Electrical Failure Cautions Compass error may exceed 10° with both alternators Inoperative.

66. Gyro Pressure Failures Pressure Below 4.5 inches Hg (Hint….. DON’T TAKEOFF IFR) RPM Increase to 2575 Altitude Descend to maintain 4.5 inches Hg Use Electric Turn Indicator to monitor Directional Gyro and Attitude Indicator performance

67. Combustion Heater Over-heat Unit will automatically cut-off Do not Attempt to re-start.

68. Spins Throttles Idle Rudder Opposite direction of spin Control Yoke Release Back Pressure Control Yoke Full forward if nose does not drop Ailerons Neutral

69. Emergency Descent Throttles Closed Propellers Full Forward Mixture As Required Landing Gear Extend Airspeed 129 KIAS

70. Section 3 Normal Procedures

71. Before Starting Engines Seats Adjusted Seat Belts On Parking Brake On Circuit Breakers In Radios OFF

72. Starting Engines Fuel Selector On Mixture Rich Throttle ½ Open Propeller Forward Master Switch On Ignition Switches On Propeller Clear

73. Starting Engines when Flooded Mixture Idle Cut-Off Throttle Full Forward Propeller Forward Master Switch On Ignition Switch On

74. Starting Engines-External Power Master Switch Off All Electrical Equipment Off Terminals Connect External Power Plug Insert into receptacle Proceed with Normal Start Procedures

75. Warm Up Throttles 1,000 to 1,200 RPM

76. Taxiing Chocks Remove Taxi Area Clear Throttle Apply Slowly Brakes Check

77. Before Takeoff – Ground Check (part 1) Parking brake Set Mixture Controls Forward Propeller Controls Forward Throttle Controls 1000 RPM Manifold Pressure Lines Drain Propeller Controls Check Feathering 300 RPM Max. Drop

78. Before Takeoff – Ground Check (part 2) Alternator Output Check Gyro Pressure 4.5 to 5.2 inches Hg Throttles 800 to 1000 RPM Fuel Selectors On Alternators On Engine Gauges In the Green

79. Before Takeoff – Ground Check (part 3) Quadrant friction Set Alternate Air Off Seatbacks Erect Wing Flaps Set Trim Set

80. Takeoff Cautions Do not exceed 40 inches Manifold Pressure. Fast Taxi turns immediately prior to takeoff run can cause temporary malfunction of one engine during takeoff. Normal sea level takeoff at 39” Hg and 2575 RPM. Adjust mixture prior to takeoff for High Elevation Airports. DO NOT EXCEED 40” Hg Manifold Pressure

81. Normal Takeoff (Flaps Up) On Runway Strobes On Transponder On Landing Light On Flaps Up Stabilator Trim Takeoff Range

82. Short Field Takeoff (Flaps Up) On Runway Strobes On Transponder On Landing Light On Flaps Up Stabilator Trim Takeoff Range

83. Short Field Takeoff (Flaps 25°) On Runway Strobes On Transponder On Strobes On Landing Light On Flaps 25° Stabilator Trim Takeoff Range

84. Takeoff Climb Mixture Full Rich Propeller Speed 2575 RPM Manifold Pressure 40 inches Hg Max.

85. Cruise Climb Mixture Full Rich Prop Speed 2450 RPM Manifold Pressure 31.5 inches Hg Climb Speed 102 KIAS Cowl Flaps As required

86. Cruising Power Set Cowl Flaps As Required Mixture Adjust Engine Gauges Monitor

87. Descent Mixtures Enrich with descent Throttles Cruise Setting Cowl Flaps CLOSED

88. Approach and Landing (part 1) Gear Warning Horn Check Airspeed 98 KIAS downwind Seat backs Erect Seat Belts On Fuel Selectors On

89. Approach and Landing (part 2) Base Leg 97 KIAS Final 87 KIAS Close Final Power Reduce Propeller Controls Full Forward

90. Go Around Full Takeoff Power 40” Hg Max. Flaps Retract Gear Up Cowl Flaps Adjust

91. After Landing Clear of Runway Transponder Off Strobes Off Landing Light Off Radios Set Flaps Up Cowl Flaps Full Open Alternate Air Off

92. Shutdown Heater Fan 2 min. then off Radio and Electrical Equipment Off Mixture Controls Idle-Cut-Off

93. Section 7 SYSTEMS Description and Operation

94. The Airplane Airframe is constructed with Aluminum Alloy Exceptions are landing-gear struts, cowling bowls, nose-cone, and ABS plastic components on the tail, wingtips, rudder and stabilator Fuselage is semi-monocoque in design Front-door on the right and a rear door on the left, with a cargo door installed aft of the rear door A door on the nose section provides access to the forward baggage storage

95. The Airplane Wing is conventional design Laminar flow NACA 65 2 – 415 The 4-position wing flaps are mechanically operated by a handle located between the front seats Each wing contains 2 fuel tanks (optional 3rd) and are filled by a single filler neck located outboard of each engine nacelle

96. The Airplane The Empennage is made up of the following: A vertical Stabilizer, an all-moveable horizontal stabilator, and a rudder The stabilator incorporates an anit-servo trim-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

97. The Engines The Seneca II is powered by 2 Teledyne Continental Six-cylinder turbo-charged engines rated at 200 hp at 2750 RPM at sea level The engines are air-cooled, fuel injected, and are equipped with oil coolers, a low temperature bypass system, and engine mounted oil filters Asymmetric Thrust during takeoff is and climb is eliminated by counter-rotation of the engines with the left rotating clockwise, and the right rotating counter-clockwise

98. The Engines Ray-Jay turbo-chargers on each engine are powered by exhaust gases. Exhaust gases rotate a turbine wheel, which in turn drives an air compressor Induction Air is compressed and distributed into the engine air manifold, and the exhaust gases which drive the compressor are discharged overboard Engine induction air is taken from within the cowling, filtered, then directed to the compressor inlet Each cylinder is supplied with pressurized air in operations to maximum altitude A pressure relief valve protects the engines from exceeding 42”Hg Turbo by-pass orifice is set for 40” Hg at 12,000 Dens. Alt at full pwr

99. The Engines Intake air-box incorporates a manually operated 2way valve designed to allow induction air to either pass into the compressor through the filter or to bypass the filter and supply heated air directly to the turbocharger There is a suck-in-door which opens in the event the primary air source becomes blocked Alternate-Air selection assures induction air flow should the primary air source become blocked This air is heated an thus protects against blockage due to snow or freezing rain Alternate is un-filtered and should not be used during ground operations Primary air should always be used during takeoff

100. The Engines The Fuel injection system is a “continuous flow” type The system incorporates metering which measures the rate at which turbo-charged 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

101. The Engines Engine Controls consist of individual Throttles, Propeller Controls, and Mixture controls for each engine Engine controls are located on the control quadrant on the lower center of the instrument panel The controls use teflon-lined control cables to reduce friction and binding Throttles are used to control manifold pressure an incorporate a gear-up warning switch that is activated when the throttles are closed and the landing gear is not down

102. The Engines The Propeller Control levers are used to adjust the propeller speed form high RPM to Feather The Mixture Control levers are used to adjust the air-to-fuel ratio An engine is shut-down by placing the mixture control in the full lean (idle-cut-off) position Alternate air controls are located on the control quadrant just below the engine control levers Alternate air OFF (up) provides normal filtered air Alternate air ON (down) provides unfiltered, heated air

103. The Engines Cowl flap controls are located just below the control quadrant and have three positions… full open, full closed, and intermediate The cowl flap controls lock in each selected position The lock must be depressed to move to another position ALL THROTTLE OPERATIONS SHOULD BE MADE WITH SMOOTH NOT-TO-RAPID MOVEMENTS TO PREVENT UNECESSARY WEAR OR DAMAGE TO THE ENGINE, AND TO ALLOW TIME FOR THE TURBO-CHARGER SPEED TO STABILIZE

104. The Propellers Counter-rotating propellers provide balance thrust during takeoff and climb and eliminate the “critical engine” factor in single-engine flight Two-blade, constant-speed, controllable pitch, feathering Hartzell propellers are standard equipment Pitch is controlled by oil and nitrogen pressure Oil pressure sends the a propeller toward the high RPM/un-feathered position, Nitrogen sends the propeller toward the Low RPM/Feather position, and prevents over-speeding Governors on each engine supply engine oil at various pressures through the propeller shafts to maintain constant RPM settings

105. The Propellers Feathering of a propeller is done by moving the control lever to the Completely through Low-RPM, Feather position Feathering takes place in approximately six seconds Un-feathering is accomplished by moving the propeller control lever forward and engaging the starter until the propeller is wind-milling A feathering lock (operated by centrifugal force) prevents feathering during engine shut-down by making it impossible to feather if engine speed drops below 800 RPM For this reason, when feathering is desired or necessary, it must be done before the engine falls below 800 RPM

106. Landing Gear The Seneca II is equipped with hydraulically operated, fully retractable, tricycle landing gear Hydraulic pressure for gear operation is furnished by an electrically powered, reversible hydraulic pump The Pump is activated by a two-position gear selector switch located to the left of the control quadrant on the instrument panel 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 sudden reversal may damage the electric pump

107. Landing Gear The landing gear is designed to extend without the hydraulic pump The gear is held “up” by hydraulic pressure If the hydraulic system fails for any reason, gravity will allow the gear to extend On retraction, the mains retract inboard into the wings, and the nose-wheel retracts forward into the nose Aerodynamic loads and springs assist in gear extension and in locking the gear in the down position

108. Landing Gear Landing Gear Hydraulics

109. Landing Gear To extend the landing gear in the event of hydraulic failure it is only necessary to only relieve the hydraulic pressure. Emergency gear extension must not be attempted at airspeeds in excess of 84 knots An emergency gear extension knob is located directly beneath the landing gear extension handle for this purpose Pulling this knob releases hydraulic pressure and allows the landing The knob is guarded by a spring retainer that must be disengaged before pulling the knob

110. Landing Gear Landing Gear Selector and Emergency Release

111. Landing Gear When the gear is fully extended or retracted, and the gear selector is in the corresponding position, electrical limit switches stop the flow of current to the hydraulic pump Lights directly above the Landing gear selector illuminate to indicate that all three landing gear are down and locked If the gear is neither fully up or fully down a red warning light on the instrument panel illuminates Should the throttles be placed in a low setting (landing) while the gear is in retracted, a warning horn sounds to alert the pilot that the gear is retracted. The horn emits a 90 cycles per minute beeping sound

112. Landing Gear If one or two of the three green lights do not illuminate when the gear-down position is selected, any of the following conditions may exist: -Gear not locked down -Bulb is burned out -There is a malfunction in the indicating system A micro switch incorporated in the throttle quadrant activates the gear warning horn under the following conditions: Gear not locked down and manifold pressure less than 14” Hg The gear selector switch is in the UP position when the airplane is on the ground

113. Landing Gear To prevent accidental gear retraction should the gear selector be placed in the UP position while on the ground a SQUAT switch located on the left main landing gear will prevent the hydraulic pump from actuating if the master switch is turned on. On takeoff, the main oleo strut drops to full extension, and the safety switch closes to complete the circuit to allow pump operation During pre-flight be sure the landing gear selector is in the DOWN position and that 3 green lights are illuminated On takeoff the gear should be retracted BEFORE reaching 107 KTS The Landing gear may be extended at any speed below 129 KTS

114. Brake System The brake system is designed to meet all normal braking needs 2 single-disc, double-puck brake assemblies mounted on each main gear are actuated by toe-brake pedals mounted on both pilots rudder pedals, or by the hand operated brake level located below and behind the left center of the instrument panel The parking brake is engaged by pulling the brake handle and depressing the button on the left of the handle The brake is released by pulling on the brake handle and releasing

115. Flight Control System Dual flight controls are installed in the Seneca II as a standard The controls actuate the flight control surfaces through a cable system The stabilator is an all-moveable slab type, with an anti-servo trim tab mounted on the trailing edge. This Tab is actuated by a control wheel mounted between the seats Ailerons are “Frise” type and allows the leading edge of the airleron to extent into the air-stream to provide increased drag and improved roll control The vertical tail surface is fitted with a rudder which incorporates a rudder-trim tab. The rudder-trim control is located on the control console between the front seats

116. Flight Control System Flaps are manually operated and spring loaded to return to the retracted position A four-position flap control lever between the front seats adjusts the flaps for reduced landing speeds and glide path control The flaps have three extension settings: 10 degrees 25 degrees 40 degrees A button on the end of the lever must be pressed before the control can be moved

117. Fuel System Fuel is stored in fuel tanks located in each wing. The tanks in each wing are interconnected to act as a single tank. All tanks on each wing are fueled through a port located outboard of the engine nacelle. Fuel is consumed from the in-board tanks (refilled from outboards) 2.5 Gallons in each wing is un-useable. Minimum fuel grade is 100 LL blue or 100 aviation grade green. Fuel Tank Vents located under each wing are of a non-icing design.

118. Fuel System The Fuel-Injection system is a “Continuous Flow” type. The system uses a vapor-return line leading back to the fuel tanks. This allows vapor laden fuel to be returned to the tanks. Each engine has an engine driven fuel pump that is a part of the fuel injection system.

119. Fuel System An Auxiliary Fuel System is provided. The Electric powered Auxiliary fuel system supplies fuel to the engine in the event of engine-driven fuel pump shaft failure or malfunction. The system is also used for ground and in-flight starting and for vapor suppression. The 2 Aux. Fuel pumps switches are located on the Electrical Side panel and are 3-position rocker-switches; LO, HI. And OFF.

120. Fuel System HI Aux. Fuel Pressure is selected by pushing the Bottom of the switch. This can only be done AFTER unlatching the Guard. When HI is selected, an Amber Light illuminates near the annunciation panel. The lights dim whenever pump pressure reduces automatically and manifold pressure is approximately below 21” Hg. In case of engine driven pump failure, auxiliary fuel pressure should be selected. Adequate flow is provided for 75% Manual leaning is required at altitudes above 15,000 ft, and for engine speeds less than 2,300 RPM. An Hg manifold pressure switch will select lower fuel pressure when the throttle is reduced below 21” Hg, and the HI Aux fuel pump is on.

121. Fuel System NOTE:Excessive Fuel pressure and a very rich mixture will occur if the HI position is selected when the engine fuel system is operating normally. Low auxiliary fuel pressure is available and may be used during normal engine operation on the ground and in flight for vapor suppression should it be necessary. Indications of excessive fuel vapor are: Unstable Engine Operations Fluctuating Fuel Flow Indications during idle or at high altitudes. Separate spring-loaded OFF primer button switches (adjacent to the starter switches) are used to select HI Aux fuel pump operations for priming the engines. These may be used for hot and cold engine starts.

122. Fuel System Management The controls for management of the system are located between the front seats. There is a control lever for each engine labeled ON, OFF, X-FEED. Normal operations the selector position is ON. Each engine draws fuel from the wing tanks next to it. The fuel systems for both engines are interconnected by cross-feed lines. With X-FEED selected the engine is drawing fuel from the wing tank on the opposite side. This allows extended range with 1 engine inoperative, and provides a balance control. OFF shuts the fuel flow off for the engine selected. DO NOT OPERATE with x-feed selected on both engines. DO NOT TAKEOFF with x-feed selected.

123. Fuel System Management Before each flight, fuel must be drained low points in the system to ensure any accumulation of moisture or sediment is removed from the system. Fuel Drains are provided for this purpose and are located…. Each Fuel Filter (2) Each Fuel Tank (4) Each X-FEED Lind )2) The Filter drains are located on the outboard underside of the nacelles. The Tank drains are located beneath each wing. Fuel Cross-Feed drains are located at the lowest point in the system, on the underside of the fuselage just inboard of the trailing edge of the right Flap.

124. Electrical System The electrical system is capable of supplying current for complete night IFR equipment. Supply is provided by two 65 amp alternators (one on each engine). A 35 ampere-hour 12 volt battery provides current for starting and for use of electrical equipment when the engines are not running. The battery is located in the nose section and is accessible through the nose compartment baggage door. Piper offers an optional external power plug located on the lower left side of the nose section. An external power source or battery can be connected here without having to access the main battery.

125. Electrical System Approximately 2,000 RPM or more is required to obtain the full 65 amps. It is NORMAL to have Zero output at idle RPM. This is due to the reduced drive ratio of the engine. Dual Ammeters and the ALT annunciator light provide monitoring of the electrical system. The Ammeters indicate the output from the alternators. Should an alternator’s ammeter indicate a much higher load than normal, that alternator should be suspected of malfunction and switched OFF. The remaining alternator should show a NORMAL load within 1 minute.

126. Electrical System If both ammeters indicate a higher than normal load for more than 5 minutes, and electrical defect should be considered because a discharged battery will reduce the alternator load as it approaches the charged condition. A Zero ammeter reading indicates the alternator is not producing current, and should be accompanied by illumination of the ALT light. A Single alternator is capable of supporting continued flight with exceptions: -With Deicing equipment and other high loads, care must be exercised to prevent loads exceeding 65 amps, and subsequently discharging the battery. When all electrical equipment is off (except master), the ammeters will indicate current being used to charge the battery, and operate instruments. If the sum of the two meters is significant, this indicates a low battery charge. The pilot should try to determine why the battery charge is low, and if no cause is apparent, have the system checked.

127. Electrical System The Annunciator Panel on the upper left of the instrument panel includes lights for the following: Manifold Pressure Overboost Gyro Pressure Oil Pressure Alternator Illumination of any light should draw the pilots attention and action should be taken to verify the validity of the warning. Light function may be tested with a push-to-test button. The auxiliary fuel pump lights will not illuminate with this test. The auxiliary fuel pump lights will illuminate when the primer switches are activated.

128. Electrical System If both alternators should fail in flight, the battery becomes the primary source of electrical power. All un-necessary equipment should be turned off. Then time remaining on the battery is dependant on it’s charged state at the time of alternator failure, and the time it took the pilot to recognize the problem and take corrective actions. During night or instrument flight the pilot should continually monitor the ammeters and warning lights so prompt action can be taken if a malfunction occurs.

129. Electrical System The electrical system is protected by circuit breakers located on the circuit breaker panel on the lower right side of the instrument panel. Breakers may be re-set after several minutes of cooling.

130. Gyro Pressure System The Direction Gyro and Attitude Indicator are driven by positive air pressure. A pressure pump on each engine takes air from the nacelle and passed through pressure pumps. Pressure regulators mounted on the firewalls maintain the air at a constant pressure to prevent damage to the instruments. Check-valves

131. Pitot Static System Pitot Pressure is sensed by the Aluminum Pitot Head installed on the bottom of the Left Wing and carried through lines to the Airspeed Indicator on the instrument panel Static Pressure for the Altimeter, Vertical Speed Indicator and Airspeed Indicator is sensed by 2 static ports located on each side of the rear fuselage near the Stabilator