Airplane Flight Manual

Fuel Consumption (75% power) (gph) (both engines) Fuel Consumption (65% power) (gph) (both engines) Cruising Range (75% power at 6000 ft) (mi) 20.6 20.6 18.3 18.3 804 804 Cruising Range (65% power at 9000 ft) (mi) 885 885 *200 BHP, Counter-Rotating Engines, 4200 lb. G.W., Maximum Take-off Weight 4000 lb. G.W., Maximum Landing Weight **5000 Ft. Single Engine Service Ceiling Occurs at 4030 Pounds Gross Weight. ***This value applies only for the conditions stated on the Landing Distance vs Density Altitude Chart. GENERAL SPECIFICATIONS REVISED: May 30, 1975 1-1 SENECA WEIGHTS Gross Weight (lbs) Max. Take-off Max. Landing Empty Weight (Standard) (lbs) USEFUL LOAD (Standard) (lbs) *These weights are approximate POWER PLANT Right Engine - Lycoming Left Engine - Lycoming Rated Horsepower Rated Speed (rpm) Bore (in.) Stroke (in.) Displacement (cubic in.) Compression Ratio Dry Weight (lbs) FUEL AND OIL 4200 4000 2625* 1575* LIO-360-C1E6 IO-360-C1E6 200 2700 5.125 4.375 361.0 8.7:1 350.0 Fuel Capacity (U.S. gal) Unusable fuel Fuel, Aviation Grade (minimum octane) Oil Capacity (qts) (each engine) BAGGAGE AREA Maximum Baggage (lbs) Forward Compartment Maximum Baggage (lbs) Rear Compartment Baggage Space (cubic ft) Forward Compartment Baggage Space (cubic ft) Rear Compartment Baggage Door Size (in.) Forward Compartment 98 S 100/130 8 100 100 15.3 20 24 x 21 DIMENSIONS Wing Span (ft) Wing Area (sq ft) Length (ft) Height (ft) Wing Loading (lbs per sq ft) Power Loading (lbs per hp) Propeller Diameter (in.) 1-2 38.88 208.7 28.5 9.9 20.1 10.5 76 GENERAL SPECIFICATIONS REVISED: May 30, 1975 LANDING GEAR Wheel Base (ft) Wheel Tread (ft) Tire Pressure (psi) Nose Main Tire Size SENECA 7.0 11.1 31 50 Nose (six-ply rating) 6.00 x 6 Main (eight-ply rating) 6.00 x 6 GENERAL SPECIFICATIONS ISSUED: March 10, 1972 1-3 SENECA 14 ·13′ 8.7″ · 38' 10.61" 12' 6" 6'4" DIAMETER 11' 2.1". ∙11' .87” · ·28′ 7.47″. CENTER LINE MAIN SPAR STA. 106.628 9' 10.8** STATIC GROUND LINE 7° DIHEDRAL GENERAL SPECIFICATIONS ISSUED: March 10, 1972 DESCRIPTION AIRPLANE AND SYSTEM 2-1 The Airplane Airframe . Engines 2-1 2-2 24 Propellers Landing Gear System Flight Control Systems Fuel System. Electrical System Vacuum System 24 2-9 2-10 2-12 2-16 2-18 Instrument Panel 2-18 Pitot-Static Systems Heating, Ventilating and Defrosting System 2-20 Ice Protection System 2-22 2-26 Seats 2-26 Finish Baggage Area 2-26 Stall Warning 2-27 DESCRIPTION AIRPLANE AND SYSTEMS SENECA THE AIRPLANE The Seneca is a twin-engine, all metal retractable landing gear airplane. It has seating for up to seven occupants and two separate luggage compartments. AIRFRAME Except for the steel used in the engine mount and landing gear, and the fiberglass used in such portions as the nose and wing tips, the structural components of the airframe are made of aircraft aluminum alloy which has been heat treated and protected from corrosion. The airframe has been designed and tested to a limit positive load factor of 3.8. The Seneca is not designed for aerobatic flight, and consequently aerobatics are prohibited. " · The fuselage is a conventional semi-monocoque structure, which has a front door on the right side and a rear door on the left. An additional large-size rear door, which facilitates the loading of large pieces of cargo, is available. The wing is of conventional metal design using one main spar located at approximately 40% of the chord aft of the leading edge, to take bending loads, and a rear spar for mounting the flaps and ailerons and to assist in taking torque and drag loads. Slotted wing flaps, which are mechanically operated by a four-position handle located between the two front seats, are provided to reduce landing speed and to give the pilot a high degree of glide path control. Two interconnected fuel tanks form an integral part of each wing. Both tanks on one side are filled through a single filler neck located well outboard of the engine nacelle. AIRPLANE AND SYSTEMS REVISED: JUNE 14, 1983 2-1 SENECA The wings are attached to each side of the fuselage by the butt ends of the main spars, which are bolted into a spar box carry through, an integral part of the fuselage structure. There are also fore and aft attachments at the rear spar and at an auxiliary front spar. The empennage of the Seneca consists of a vertical stabilizer, a rudder, and a horizontal stabilator. The rudder has a trim tab capable of relieving the pilot of excessive pedal force during single-engine operation. The stabilator incorporates an anti-servo tab which improves longitudinal stability and provides longitudinal trim. This tab moves in the direction the stabilator moves but with increased travel. ENGINES The 400 total horsepower of the Seneca engines makes possible a high cruise speed and excellent climb performance. The aircraft is powered by two four-cylinder, Lycoming, fuel-injected engines, each rated at 200 horsepower at 2700 RPM. Asymmetric thrust is eliminated during take-off and climb by 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 engine compartments are easily accessible for inspection through top-hinged side panels on either side of the engine cowlings. The cowlings are cantilever structures, attached at the firewalls. Engine mounts are constructed of steel tubing, and dynafocal mounts are provided to reduce vibration. The exhaust system is a crossover type, with exhaust gases directed outboard of the nacelles into muffler-heaters to minimize exhaust noise and provide heated air for the cabin and defroster. The cowl flaps are located on the bottom of the engine nacelle and are manually operated by control levers below the throttle quadrant. The control levers have three positions: open, intermediate and closed. A lock, incorporated into each control lever, locks the cowl flap in the selected position. To operate, depress the lock and move the control to the desired position. Release the lock after initial movement of the control; the flap will then stop automatically in the next intermediate, open or closed position. The lock must be depressed for each selection of cowl flap. An oil cooler for each engine is mounted on the forward side of the firewall. Air is picked up by air scoops on the side of the cowl, passed through the oil cooler and ducted overboard in the lower cowling. The fuel injection system reduces the possibility of induction system ice and provides better fuel distribution than does a carburetor system. Each engine is equipped with a Bendix RSA-5 fuel injection system, which operates on the principle of measuring engine air consumption and using the air flow to control fuel flow to the engine. Fuel pressure regulation by means of a servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above vapor forming conditions, yet fuel inlet pressure is low enough to allow the use of a diaphragm fuel pump. Thus vapor lock and associated problems of difficult starting are minimized. 2-2 AIRPLANE AND SYSTEMS REVISED:MARCH 23, 1979