Pilot's Operating Manual

Piper Customer Serviðes for specific infonnation on the application of this manual. REVISIONS The information compiled iri the Mot's Operating Manual will be kept current'by revisions distributed to the airplane ou'ners. Revision material will consist of information necessa¡y to update the text of the Present manual and/or to add information to cover added airplane equipment. L Revisions Revisions will be distributed whenever necessary as complete Page replacements or addirions and shall be inserted into the manual in accordance with the instructions given below: l. Revision pages will reþlace only pages with the same Page number. 2, Insert aU ãAáit¡onal pages in proper numerical order within each section. i. Page numbers followeO Uy asmall letter shall be inserted in direct sequence.with the same common numbered Page. IL ldentification of Rêvised Matérial Revised text and illustrations shall be indicated by a btack vertical line along the left hand margin of the page, opposite revised, added or deleted material. A line opposite the pa-ee nurl", or section titié and printing date, will indicate that the text or illustration was unchangèd bui material was relôcated to a different page or that an entire page u'as added. Black lines will indicate only current revisions with changes and addi(ions to or deletions of existing text and illustrations. Changes in capitalization, spelling, Punctuation or the physical Iocation of material on a page will not be identified by symbols- ru. Original Pages Issued The original pages issued for this manual prior to revision are given below: | -l rhrough 14, 2-l rhrough 2-22, 3-l through 3-26, 4-l through 4-14, 6- I through 6- l4' 7-1, 8-l through 8-16, 9-l through 9-l l. REVISIONS ISSUED Current Permanent and Temporary Revisions to the PA-34 Pilot's Operating Manual issued March lO,1972 are as follows: 76t 506 (PR720s08) 76t so6 (PR720707) 761 506(PR720802) 761 506 (PR720802) 76t 506 (PR7209rs) 761 so6 (PR72r I t6) 761 506 (PR72t22O) 761 506 (PR72t22t) 761 so6 (PR73052s) 761 s06.(PR73O9t9) 76t so6 (PR73r026) 761 s06(PR74O426) 761 506 (PR74r0r4) 76t s06 (PR7sOs30) 761 506 (PR7508r9) 761 506 (PR77OlmI) 76t 506 (PR790323) 76r s06 (PR830614) Permanent Revision to F/M Permanent Revision Permanent Revision to W/B Permanent Revision to FIM General Specifications Permanent Revision to F/M Permanent Revision to F/M & \ry/B Permanent Revision to F/M &.Pto/M Permanent Revision to WB Permanent Revision to F/M &wB Permanent Revision to F/M, WB and P/O/M Permanent Revision to P/O/M Permanent Revision to F/M, WIB and PIOIM Permanent Revision to F/M, WB and PIOIM Permanent Revision to F/M, W/B and PIOIM Permanent Revision to F/M and P/O/M Permanent Revision to F/M and P/O/M Permanent Revision to W/B and P/O/M Permanent Revision to F/M and P/O/M Dated May 8,1912 Dated luly7,1972 ' Dated August 2,1972 Dated August 2,1972 Dated September 15, 1972 Dated November 16,1972 Dated December 20,1972 Dated December 21,1972 Dated May 25,1973 Dated September 19, 1973 Dated October 26,1973 Dated Apnl26,1974 Dated October 14,1974 Dated May 30, 1975 Dated August 19,1975 Dated April I ,1977 Dated March 23,1979 DatedJune 14, 1983 REVISIONS ISSUED(conÐ Current Permanent and Temporary Revisions to lhe PÀ-34 Pilot's Operating Manual issued March lO,1972 are as follows (continuÞd): 761 506 (PRS7I t30) Permaúent Revision to Dated November 30, 1987 WB and P/OIM BLANK PAGE TABLE OF CONTENTS GENERAL SPECIFI GATIO NS DESCHPT|ON - AIRPIÁNEAND SYSTEMS FLIGHT MANUAL FAA APPROVED EMERGENCY PROCEDURE FAA APPROVED WEIGHT AIIID BALANGE O PERATING INSTRUCIIONS OPERAIING TIPS PERFORMANCE CHARTS HANDLING AND SERVICING BLANK PAGE GEN ERAL SPEGI FI GATI ON S Altitude Cruising Speeds (mph) Weights BLANK PAGE SENECA GENERAL SPECIFICATIONS PERFORMANCE rplanes flown at gross y"igll under standard ornancet;;';tdiftcairplãnemavvaryfrom instailea]ih""ã;;;itton if engines' airplane rg technique' 4000 4200 ) 750 800 )oo) (mPh) 185 (l60) 183.4 (159.s) ,,åi,"r!Lo"ed (gear and flaps down) (power off¡ 6? (ss) ó9 (60) ower zg (63'5) 76 (66) | 705+** *200 BHp, counter-Rotating Engines, 1,oBB ì1.3 S, MiîliiiÏîI:'it{.üiËil **5000 Ft. single Engine service crilinrä.i.u;';l'iôiõ Pounds Gross \ùteigltt' *+*ThiSvalueappliesonlyfortheconditionsstatedontheLandingDistance Altitude Chart' GENERAL SPECIFICATIONS nEVlSnOt MaY 30' 1975 vs DensitY 1-l SENECA WEIGHTS Gross Weight (lbs) Max. Take-off Max. Landing Empty Weight (Standard) (lbs) USEFUL LOAD (Standard) (tbs) +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 V/eight (lbs) FUEL AND OIL Fuel Capaciry (U.S. gal) Unusable fuel Fuel, Aviation Grade (minimum octane) Oil Capaciry (qrs) (each engine) BAGGAGE AREA 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.) 4200 ¡1000 2625+ I 575+ LIO-360-ClE6 IO-360-ClE6 200 2700 5.125 4.375 361.0 8.7: I 350.0 98 5 I 00/l 30 8 100 100 15.3 20 24 x2l 38.88 208.7 28.5 9.9 20.1 10.5 ?6 t-2 GENERAL SPECIFICATIONS REVISED: May 30, 1975 LANDING CEAR Wheel Base (ft) rrffheel Tread (ft) llre P¡essure (psi) Nose Main Tire Size Nose (six-ply rating) Main (eight-ply rating) CENERAL SPECIFICATIONS ISSIJED: Marrch t0,1972 t-3 SENECA ll' .tt" cln¡t ur¡ uil srtt $t. r!¡.¡2t GENERAL SPECIFICATIONS ISSUEÐ: March t0,1972 l4 DESCRIPÏION AIRPLANE AND SYSTEMS DESCRIPTION AIRPLANE AND SYSTEM The Airplane ................. Airframe.... Engines Propellers Landing Gear System Flight Control Systems..............:.... ..--...-..1.---...- Fuel System Electrilal System ......--.----..-.... Vacuum System Instrument Panel ......... Pitot-Static Systems..... Heating, Ventilating and Defrosting System Ice hotection System Seats.......... Finish Baggage Area -...-..... Stall Waming .......---.-.... 2-1 2-l 2-2 2-4 2-4 2-9 2-to 2-12 2-16 2-r 8 2-r8 2-20 2-22 2-26 2-26 2-26 aa1 BLANK PAGE SENECA DESCRIPTION AIRPLANE AND SYSTEMS THE AIRPLÄNE 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, añd the-fiberglass used in such portibns 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 acrobatic flight, and consequently aerobatics ar'è prohibited.--(il The fuselage is a conventional-semi-monocoqu-e_structure, which h9s a- front door on the right sidè,and irear door on the left. An additional large-size rear door, which facilitates the toãOing of large pieces of cargo, is available The wing is of conventional metal design using one main spar located at approximately 4O7o of the.chord afi of the leading edge, t g the flaps and ailerons and to assist in taking e mechanically operated by a four-position e provided to reduce landing speed and to give th o 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-l SENECA The wings are atlached 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. fhere are also fore and aft attachments at the rear spar and at an aux¡liary 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 directiõn the stabilator moves but with increased travel. ENGINES The 400 total horsepo\Mer of the Sqneca engines makes possible a high cruise speed and excelle¡t ciimb performance. The aircraft is powered by'two four-cy-linder, Lt'coming, fuel-injected engines, each rated at 200 horsepowei at 2700 RPM. Aiymmetric rhrust ls eliminated during lake-off and climb by counter-rotation of the engines, the lefi engine rotating in a clockwise direction when viewed from the cockpit and the right engine rorarin! 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 stnictures, attached at the firewalls. Engine mounts are cons¡ructed of steel tubing, and dynafocat 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 aii for the cabin and def¡oster. The cowl flaps are löcated on the bottom of the engine nacelle and are manually operated by control levers below the throttle quadrant. The control levers have three positiónsi open, intermediate and closed. A lock, incorporated into each control lever, locks the cowl flap in tne selected position- To operate, depress the lock and move the control to the desired pôsition. Release the lock after initial moveinent of the control; the flap will then stop auromaiically in the next intermediate, open or ilosed position. The lock must be depressed foi each selectioí 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 tþe oil cooler and ducted overbóard 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 ã Bendix RSA-5 fuel injection system, which operates on the principle of meãiuring engine air consurnption and using the air flow to control fuel flow to the engine. Fuel pressuie regulation by means of a servo valve causes a minimal drop in fuel pressure throuChout the met"ring system. Metering pressure is maintained above vapor forming conditions, yei fuel inlet pressurã is low enough to allow lhe use of a diaphragm fuel pump. Thus vapor lock and asiociated problems of difficult starting are minimized. AIRPLANE AND SYSTEMS REVISED: MARCH 23,1979 2-2 SBNECA PROPBLLERS counter-rotation,of the propellqrs provides balanced thrust during hke-off and climb and eliminales rhe "criticar enginel' fãctorin iingre-engi"" ¡¡gtil rgal hering during engine ¡ny is less rhan gó0 nÞU. I to t be sure to move the :dd I,ANDING GEAR SYSTEM To increase cruise speed, climb he Seneca is equipped with a retractable tricycle landing gear, which n"ggàã-Ë; consrruction and a heavy duty braking system permit ope of landing areas. AIRPLANE AND SYSTEMS ISSUED: March tO,tgTZ 24 SENECA possible. take-off. All throttle opefations should be made with a smooth' not-too-rapid movement to pfevent unnecessary engine wear, or damage to åynamic counterwei$hts on the engines' Thepilotslquldreadandfollow.theproceduresrecommendedintheLycomingoper4tor's Manuaì for this engine, in order to outain'maximum engine efficiency and time between englne overhauls. / PULL-CTJOSE L Êlht R Pr.lsH-oPEt{ Cowl Flap Control AIRPLANE AND SYSTEMS ISSUED: March 10,1972 ,-\ SENECA released bY liYdraulic Pressure' the gear, ren desired if there has not been any apparent nd the selector is in the correspondin! position' t mP' Three green I n the left engine f not in the full uP u If one or two of the three green lights do not illuminate when the gear down position has been selected, this courd indicate thãr for e"crt-or the lights that is out, anyìf the following conditions might exist: a. The gear is not locked down' b. The bulb is burned out' c. There is a malfunction in the indicating system' The square indicating lights can be pulled out ãnd moved around in order to check the bulbs' Amicroswitchincorporatedinthethrottlequadrantactivatesawarninghornunderthe following åi*tiiind manifold pressure reduced berow r 4 inches on either one or both engines. z. Gear selector switch in the UP position when the airplane is on the ground' AIRPLANE AND SYSTEMS REVISED: MARCH 23,1979 2-5 SENECA If the gear selector knob is placed in the 'l a safety switch located on the left main ge¡rr u the master switch should be turned on. On tal inches, the safety switch closes to complete thr landing gear when the gear switch is moved to I letracted before an airspeed of 125 MPH is e: I50 MPH. The nose gear is.steerable through a 42-degree arc by use of the rudder pedals. As the gear retracts, the steering linkage disengages to reduce rudder pedal loads in flight änd the nose wheel straightens as it enters the wheel well. A €€ar centering spring, incorpoiareJ in thg nose gear steering system, prevenls any tendency to shimmy. The hydraulic reservoir for landing gear operation is an integral part of the gear hydraulic pumP- Acpess to th-e.combination pump and reservoir is th_rough-a panel in ìÀ" nor" úaggag" compartment. For filling instructions see the seneca service Manual. The three landing gear wheels are the same size - 6.00-6. The nose wheel has a 6-pty tire and the main gear has 8-ply ti¡es. Struts for nose and main gear are air-oil assemblies. The brake system, which incorporates a sì main gear sfrut, is designed to meet all normal short-field landing capabilities of the Seneca. y' of the landing gear hydraulic reservoir, i$ loc¿ baggage compartment. The fluid Should be mair brake assemblies are actuated by individual toe brake cylinders mounted on the left (optional 9n lhe right) set of rudder pedals and,a handle-operated brake cylinder located below and behind the lÞft center of the instrumenr panel. - The parking brake is actuated by pulling back on the handle and pushins forward on rhe button to rhe left of rhe handle. Ths brake can be released by pulling "n on tnã nan¿ie *iifrã"i touching the button, and allowing the handle to swing forward. AIRPLANE AND SYSTEMS REVISED: Aprit t,1977 ù@e, cE¡t ErËrcr. l!¡¡ ¡o r¿¡¡x¡E. sEE l.f.Í. ITO|¡ E.EiGAGE.ET¡. 24 Landing Gear_Actuator SENECA LEFT MAIN GEAR I{YDRAULIC CYLINDER RIGHÎ MAIN GEAR HYDRAUUC CYLINDER -${- FREE FALL CONIROL RESTRICR}R I r-- - PRESSURE SffTCH CHECI( VALVE Hydraulic System Scherhatic AIRPLANE AND SYSTEMS ISSLIED: March lO,1972 2-7 SENECA LA¡OII{G oEAR ELECIRO - HYI'RÂUL¡C Plr[P 25 ÂHP LIXOIIIG G€AR cotrïRoL a wlRilITG 3 AIIP TERIIINAI. ' 4 È I TO r{Av . I LrGHlS Landing Gear Electrical Schematic AIRPLANE AND SYSTEMS ISSUED: March 10,t972 2-8 SENECA FLIGHT CONTROL SYSTEMS Dual controls are provided as standard equipment, with a cable system used between the controls and the surfaceì. The horizontal tail (stabilator) is of the all movable slab type, with an anti-servo tab which also acts as a longitudinal trim tab, actuated by a control mounted on the conirol tunnel between the two front séats- The stabilator provides stability and controllability with less size, drag and weight than the more conventional horizontal stabilizer-elevator combination. The ailerons are provided with a differential action and are tightly interconnected by springs with the rudder. ihis arrangement tends to eliminate adverse yaw in turning maneuveis and to reduce the amount of coordination required in normal turns. The flaps are manually extended, aerodynamically balanced for light operating forces and spring loadeä to return to ihe retracted position. The flap control lever is located between the fiont-seats on ihe floor. A button on the end of the lever must be depressed before moving the controt. A past center lock incorporated in the actuating linkage hotds th-e flap when it is in'the retracted päsition so that it may be used as a step on the dght side. Since the flap will not supporr a ìtep load except whrln in the fúll retracted positiori, it should be completely retractd *ñen people are entering and leaving the aircraft. The flaps have three extended posilions, l0' 25 and 40 degrees. AIRPLANE AND SYSTEMS ISSUED: March lû,l972 Console 2-9 SENECA FUBL SYSTEM The Seneca fuel system offers Jwo 24-5 gallon aluminum lanks in each wing which are interconnected to eliminate probelms of tank selection and fuel management. Both tanks in each wing are filled with a single opening in the outboard tank, and fuel from the outboard tank flows into the inboard tank as the fuel from the inboard tank is consumed. The 98 gallon fuel capacity has only 2-ll2 unusable gallons on each side, making a total of 93 usable gallons. The fuel must to lO0/l3O octane (light green). An engine-driven fuel pump is the primary means of supplying fuel for each engine. An electric fuel pump, located on the aft side of the firewall, is provided for each engine as a back-up in case of engine-driven fuel pump failure. The electric pump should bc used during landings and take-offs to ensure sufficient fuel pressure in case of an engine{riven fuel pump failure during these portions of the flight sequence. Switches for the electric fuel pumps are conveniently located on the switch panel to the left of the pilot. In normal operation, each engine operates with an independent fuel system, drawing fuel from the tanks in the wing on the same.side as the engine. However, the two $ystems a¡e interconnected by crossfeed lines which will permit an engine to use fi¡el from the tanks on the opposite side in order to extend single-engine range and to enable the pilot to keep fuel weight balanced. \lfhen crossfeed has been used during single-engine cruise operation, prior to landing the fuel selector should be positioned so that fuel is used from the same side as the operating engine. The fuel selectors, located on the funnel between the pilot and the copilot seats, reflect the simplified fuel system- Each lever . has three positions: OFF, ON and CROSSF,EED. NOTE Do not operate wirh both fuel selectors on CROSSFEED. Do not take off with a selector on CROSSFEED. To permit the pilot to monitor the system, fuel pressure, fuel flow and fuel quantity gauges (a single fuel gauge for the two tanks in each wing) are mounted on the instrument panel, Fuel quantity sender units, one mounted in each fuel tank, transmit electrically the total quantity of fuel in each pair oftanks. A gascolator (fuel filter) is locaæd between the fuel selector valve and the electric fuel pump on each side. Quick drains are provided for. the fuel gascolators (2), fo¡ each fuel tank (4) ánd åach crossfeed line (2). Two fuel tank drains are located under each wing; crossfeed drains are located under the belly of the aircraft opposite the trailing edge of the right wing flap; gascolaror drains are on the inboard side of the engine nacelles, forward and below the leading edge of the wing. The vent system for the fuel tanks consists of a vent in each fuel cap, a vent interconnect between the tanks in each wing, and an overflow line from the top of each filler neck. AIRPLANE AND SYSTEMS REVISED: MARCH 23,1979 2-t0 SENECA ,t 2 È, C¡ = GÙ¡ ots u= ä¡ ti ¡¡, 5P E l¡, -c¡ ô =o E Fuel Schematic AIRPLANE AND SYSTEMS ISSUED: March 10,1972 2-ll SENECA ELECTRICAL SYSTEM The electrical system of the Seneca is capable of supplying current for complete night IFR equipment. Electrical power is supplied by two 60-ampere alternators, one mounted on each engine. A 35 ampere-hour 12 volt battery provides cunent for starting, for use 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 forward baggage compartment, is normally kept charged by the alternators. If it becomes necessary to charge the battery, it should be removed from the airplane. An external power source plug is available as optional equipment, and when installed is located on the lower left side of the nose. While an external 12-14 voltpower source is being plugged in or unplugged, the master switch should be in the OFF position to prevent sparking. ftre máJter switch should be in the ON position, however, for engine starting with exæmal power. Two solid state voltage regulators'are provided to maintain effective load sharing while regulating the electrical system bus voltage to 14.0 volts.In each alternator cifcuit an overvoltage relay is provided to prevent electricãl damage to electrical and avionic equipment, by taking the alternator off the line if its output go.es above 14.0 volts. When this occurs, a red light located on the left side switch panel illuminates to indicate that the overvoltage relay has tripped. This is the only finction of this light; it does not necessarily come on for other failures of the alternator system. Voltage regulators and overvoltage relays are mounted on the forward side of the bulkhead at station 49.5 Circuit breakers are provided to protect equipment and the electical s)¡stem- These are located on the lower right hand instrument partel, and theie is room for additional ci¡cuit breakers if extra elect¡ical equipmenr is installed. A circuit breaker may trip automaticàlly in case of equipment malfunctions or a sudden surge of curren!. The pilot can then reset it by pushing it in (preferably afaer a few minutes cooling period). However, he cannot pull out a circuit breaker manually. Most of the electrical switches, includ-ing the master switch and those fo¡ the magnetos, fuel pumps, starter, alternators, lights and pítot heat, are conveniently located on the switch panel to the left of the pilot. A press switch near the top of the alternator-master switch panel turns on a light which is wired around the master switch and which permits the pilot to inspect the panel at night before turning on the master switch. The alternator system has rhe aàvantage of being able to produce rated electrical output at low engine speed. The pilot of the Seneca is provided with an e¡rsy means of monitoring electrical system operation with dual ammeters and overvoltage warning lights. An ammeter is provided for each alternator. This acts as'a load-meter, showing the amount of current being produced by the particular altemator. A zero readíng would indicate that the altemator was not producing current. An indication near 60 would show that the elect¡ical demand was taxing the alternator. In this case the pilot should turn off unnecossaÐr electrical equipment to reduce the current required. When operating on a single engine, the pilot should be on guard against demanding too much from the one operating alternator because an overloaded alternator may burn out or its circuit breaker may trip, AIRPLANE AND SYSTEMS REVISED: MARCH 23,1979 2-12 SENECA @ #S*^ -î ffiiî ru AIRPLANE AND SYSTEMS ISSUED: March tO'1972 2-13 SENECA texremil - -ì I POWER I suPPLy , I RIEHT ALlERI{ÂIOR SWITCH PANEL LIGHÎ :STARTER : SOLENOID RELÂYS Alternator and starrer schematic (ser. Nos. i+72sw0l thru 34-7350135) AIRPLANE AND SYSTEMS REVISED: Aprit26,lg74 2-14 SENECA ALIER¡¡AIOR É FIELO r r-r FTELC l-q¡!¡tar--ì ,_ ,-- /lul.¡r, æi,ãi i l- ,ï\ì - l-61Ð-rçi I I I ^,,ÉËñÀ,Æ I ;l lllÉ-'l 1r= ilLËËl-= I Ài*îr"L-+sn{*.** ll*,."n^,o, I t_ LIGHT i al.l ¿xlrl ----;flfiiJ,i"' - wnã,o liË^ri&.| I ^ lr-11"" swrTcH t-' I lot I , I al I I I .t fsr n6. t¡l-?:llozAs f1:7¡3o3€t r+ 3¡ ßq¡rrdl LEFT VOLTAGE REGULAIOR RIGHI VOLTAGE REGULATOR 'lr I I .l' -¿)t I I rlb--- ttl II RTGHT l c STARIER\ - RIGI'IT Ai¡lIETER A ÌLCFI AMI'ETER I \,/ ALTÊ.RI{ATORS __- -J LEFT OVER. YOLIAGE L¡GHI OVER. VOLTAGE NELÂY IJ- : ALIERT{ATOR = AELAY I. RIGHT ALTERNAIOR = FIELD RELAY LEFT SfÄRÎEñ , S1ìÀRIER SOLENOID RELAYS Altemator and Starter Schematic (Ser. Nos. 34-7350136 thru 3+7350363) AIRPLANE AND SYSTEMS REVISED: April26,l974 2-rs SENECA \ù/hen all electrical equipment is turned off (except the master switch), the ammeters will indicate cuffent being used to charge the battery and operate instrumentation. If the sum of the two readings is significant, this is an indication that the battery has a low charge. The pilot should try to determine why it is low, and if no cause is apparent the condition of the battery and the elèctrical system should be checked by a mechanic. If during flight both alternators should fail, the battery becomes the only source of electrical pou,er. Therefore all unnecessary equipment should be turned off. How long the battery will be able to supply the necessary equipment depends on the current drain of the equipment, time it took the pilot to notice the dual failure and the condition of the battery. During night or ¡nstrument fliglit the pilot should continuously monitor the ammeters and warning lights so that he can take prompt borrective action if electrical malfunction occurs. Procedu¡es.for dealing wilh electrical malfunction are covered in the Airplane Flight Manual. VACUUM SYSTEM{. The directional gyros and attitude indicators are operated by air drawn from the cabin through a filter and the instruments to the engine nacelle by a vacuum system. The vacuum system consists of one vacuum pump installed on each engine, plus plumbing and regulating hardware. If a second set of gyro instruments is installed, a second filter will be added for these instruments. The instruments are protected by a yacuum regulator mounted on the right aft side of each firewall. The regulators maintain a vacuum of 5.0 t .l inches of mercury ar 2000 RPM. Suction is indicated by a vacuum gauge mounted to ihe left of the right control column.-A vacuum less than 4.5 indicates a'low'air flow through the gyro iristruments, with possibly inaccurate readings. Also incorporated in the system is a check valve, which is located behind the instrument panel on the upper right side of the baggage compartment bulkhead If suction is lost from either vacuum pump or from a leak in the hose of either side, the valve automatically closes and vacuum is supplied by orte pump. In this case, one of two red malfunction buttons appears on the face of the vacuum gauge, indicating that vacuum is not available from that side. Each pump alone has sufficient capacity to operate a dual set of gyro instruments up to a 12,500-foot altitude. When operating with a single vacuum pump above that altitude, a high RPM setting must be maintained to get adequate suction for dual flight instruments. Air filters are incorporated in the vacuum system to increase the life of the gyros. They are mounted behind the instrument panel in the upper corners of the baggage compartment and should be cleaned regularly- +Optional Equipment AIRPLANE AND SYSTEMS REVISED: lryril26,l974 2-16 2â Eã i'3 ËisE (n c, É 3 (n () o 3 ô h)I \¡ VACUUH MANIFOID REGULATOR BEGULATOR VÀCUUM GÀGE LEFT ENGIHE BIGHT ET¡GIiIÊ VACUUM PUMP VACUUM PUMP u2 tll ztã o Þ SENECA INSTRUMENT PANEL The wide instrument panel of the Seneca offers sufficient sPace for two complete sets of flight instruments Plus engine Dual flight instruments are oP avionics permits an equiPment and avionics are grouPed in t inslrumenls and circuit breakers are located on instruments are conveniently separated by the control wheel shaft on the left side. In spite of the large instrument panel, over-tñe-nose visibility is good. A combination of white post lights (opìional) and red floodlights eilsure easy reading of the instruments at night. PITOT-STATIC SYSTEMS pitot (total) pressure for the airspeed indicator is sensed by the aluminum mast mounted under the left wing. Static pressure for the altimeter, vettical speed and airspeed indicators is sensed by two static pressure units, one located on each side of the rear part of the fuselage' Differenóes in static pt"ssute caused by a slip ot skid are balanced out by a connection of the two static sources inside the fuselage. The pitor mast can be equipped with a heating element to eliminate problems from ice or heavy raín. The static pressure sensors. are not heated becati.se experienqe indicates they are not likely to ice up. An alternate static'soi¡rce control vhlve is located below the instrument Panel, to the right of the power quadrant- When the valve is set to alternate position, the altimeter, vertical speed indicãtor and.airspeed indiiator will be using pressufe. These instruments may then give slightly different readings, on within the cabin. Airspeed, setting Öf the heating and ventilating the storm window can influence cabin pressure. A pilot can see how his alternate static pressure affects the instruments, by switching from one source to the other at different airspeeds and ventilation configurations (including open storm window below 150 MPH). The holes in the sensors for pitot and static pressure must be fully open and free from dirt, bugs and polish. If one or rnore of the pitot-static instruments malfunctions these pressure *yst"-r should be checked for leaks, dirt or water. If moistu¡e is present, the static system can bê drained by turning on the alternate static system. Thq selector valve is located at the low point of the sysrem. Another drain is provided in the lower left f¡ont side panel to drain moisture from the þressurè line running between the pitot mast and the instrument panel. AIRPLANE AND SYSTEMS ISSLIED: March 10,1972 2-18 F>n= Øt- trt> vz:Þ ÈÞ,zz .? ut r-{\o ct \¡ F¡ ut frí 3 (t) @l v2 T É 5 o Þ o It{rs ¡ l¡ll t. 2. 3. 4. 5. 6, n o t0. t t. r2. oMlll ^ND Gt.lDE-SLOPE INOIC^TOnS I3. MARKER BEÂCOI¡ RECEIVER LIGH I S I4. , MAGNETIC COMPASS I5, AUDIO CONTFOL PAI,IEL 16. COMTvtUNICÂTIONS AND N/\VIGÂllOr'l TRANSCEIvEHS (NO.-1.) I 7. COlvlMU?',llC^TIONS Ar'lD NAVIG^rlCrl TRANSCEIVERS INO..2,) 32. OMlll-COUPLER 33. PrïCH lnrM 34, MAI'IIFOLO PRESSIJNF'G¡\UGE 35. LEFÎ EltctfrE T^Cr"rotlETEn NIGIT ENGINE AND FUEL INSIRUMENT CLUSTER FIGHl ENGINE TÂCI{OMElER LANDING GEAß DOWN LIGHÍS L,\NDING GE¡\ß SELECTON L,\NDING GEÂN FREE F^LL v^LvE COI{InoL AL ¡ EN}IAT E /\IR CONTROL cor.tf Ro[ ou^oFANT TEFI AMP MËTER P,\¡IEL LIG}IT SWITCH RIGIIÍ /\MP ME'ÌFN FUCL TLOW ^ND PNESSUNE G^UGE EGT GAUGE GYNO SUCTION GAUGE CIFCUIÎ BREAKER PANEL' IIEAT AND DEFNOST CONTNOLS I,JIIKE A¡ID PIIONE JACKS (COPILOf SI ADF II.IDICATOF CLOCK STALL WARNING LIGI{T TURN AND 8ÂNK INDICATOR AIRSPEED INDICÂTOR DINEClIOI.IAL GYRO ,lTTlTU0E GYFO VERTICAL SPEED II,¡DICAIOR GEAR UP LIGI{T ALTIMETEF OMNI INDICATORS I8. TRAl,ISPONDEN l9.r ADF RECË|VEn 36. 37. 38. 39. 40. 41. tl2. 43. â4. .t 5. 46, 47. 48. 49. 50, 51. 20. 2l . 22. '23. 24. 25. 26. 27. ?8. ?9. 30. 31. DME CONTROL AND INDICATOB lUNf.¡ A?.ID BAfJK INDICAÎOR (COPILOTSI AtnSPEED INOICATOn'(coÞlLorsl orRçÇlíoNAL GYFO (COPILOTSI ÂLllf uoE GYFO ICOPILOTSI VEBIICAI SPEED INDICATOR (COÞILOTS) ALItMETER (COPILOlS) CIGAR LIGI{TEH cLocK (coPrLolS) ulKE ^l.tD PIIONE J,rCkS ^LTIM^lrc llln-l ^ulonlLol LËFT ENGIIIE AI,ID FUEL IIISTRUTJiEI'¡T CLUS"f ER l*) t É; nrt v) F' zlã o Þ SI'NECA HUATING. \¡ENTILATING AND DEFROSTING SYSTEI\4 The heating and ventilating systent is designed to provide maximum comfort and conrrollabiliry for pilot and passengers. wirh variable temperature-fresh air controls on the inslrunrenl prnel and individual fresh air outlets controlled b1' the occupants. Cabin and defrost heat is provided b)] a heat exchanger mounted on the exhaust manifold of each engine. Air is taken in through a scoop on the outboa¡d side of each cowling and is then ducred rhrough lhe heater muff. where it is heated by the exhaust manifold. A heat and defrost valve located on the forward side of the firewall sends some of the airdirectly to the u'indshield outlets l,hcn defrost is selec[ed and sends the rest of rhe air ro the lemperature-fresh air control bor.. s,hich regulates the temperature of the air to be introduced into the cabin interio¡. Fresh air for the cabin inlerior is taken in through inlets located in the.leading edge of each u,ing. The frêsh air is forced into the temperature-fresh air control box rvhe¡e it is mixed u,ith heated air fronr thc hsat exchanger (as selected) and then into the cabin interior. The cabin heat and defroster controls are located on the right side of the instrument panel. The defroster is equipped u'ilh a blorver for use during ground operation to defog the n'indshield. The blorver is energized ç'hen the mechanical defroster control lever is placed in the "full on" or "hi" position. The blorver can, be turned off in fli-eht b,r' moving the ôonrrol lever a\À'a¡r f¡¡* the "full on" or "hil'position approximately one inch. When cabin heat and defrost heat controls are in the "OFF" position. heated air from the heat exchanger is dumped overboard- If maximum defrosting is desired, the heat to the cabin interior should be rurned off and the defroster turned full on. An outlet near the feet of each occupant permits a flow of eithcr heated or ventilating air, as selected by the control on the instrument panel. Individual overhead fresh air outleß supply fresh air from an inlet located on each side of the lower leading edge of the. vertical f-rn. The air is ducted to a plenum chamber and then ro each individual adju.stable outlet located in the ceiling, The amouni and direcrion of air can be regulated f<¡r inclividuat comfort. Rotating the fim of the outlet regulates the amount of air (clockwise to decrease the amounL counlerclockwise to increase it), and moving the outlet in the desired direction of the air flou, regulatés the direction.. COMBUSTIOnN HEATER* An oplional Janitrol combustion heater installed in the afi fuseláge provides added air for cabin hcating and windshield defrosting. The combusrion heateî can be used to supplemenr the .standard muff-heater system. Operation of the combustion heater is controlled by a three position switch locared on a heater control console between the pilot's and copilot's seats, and labeled FAN. OFF, and HEATER. The "FAN" position will óperate the ventilation blower only and may be used for cabin ventilation or windshield defogging on the ground when heat is not desi¡ed. The defroster conlrol lever for the standard muff-heater s!'stem must be in the ..HI" position in order to energize the defroster blorver any time defrostiirg or defoggin-s is desired, with or without heat. *Optional Equipment AIRPLANE AND SYSTEMS REYISED: December 20. 1972 2-20 SENECA For cabin heat, the air intake lever located on the heater control console must be Partial¡y or fully open and ihe three position switch set to "HEATER." This will start fuel flow and ignite íh"'Uu-.t simultaneouity. Witt instant starting and¡o need for priming, heat should be felt within a few seconds. Two safety switches whicñ are installed and activated by the intake valve located aft of the Janitrol heatLr unit are wired to prevent both fan and heater operation unless the air intake lever is moved off the closed position. Regulating the combusti ¡he heater control console bet the air intake valve. The left circulation can be maintained desires. Heat may be supplied to wann the cabin before staÌt¡ng engines ùy turning on the master switch, insuring mixiure in the idle cut-off position, turning on the tt-q!t.gliltary fuel pumP, opening rhe airlntake lever and placing the three position swilch in the HEATER position- The combustion cabin heater uses gasoline from the fuel line between the engine driven pump and injector on the right engine. Heater fuel consumptiolt- is one half gallon per hour. Fuel used for heater operatiõn st¡oulO be considered for Flight Planning Purposes- If the right fuel selector is in the off position the heater is inoperative. In case of right engine failure the heater can be operated by leaving. the Juel selector on, insuring that rhe i,¡*turã control is in idle cut=off position, while oPerâting the auxiliary fuel pump. -Before the hearer is operated under these conditions, determine that there are no fuel leaks between the tank and the engine. Located in the heater is a heat limit overheat switch, which acts as a safèty device to render the hearer system inoperative if a malfunction should occur. Operation q mjS switch results in illumination of the ovirheat light located on the healer control console. The heat limit switch is locafed in fhe forward outboa;d end of the heater vent jacket, with a red reset bÚtton on the hearer shroud and can be reached through the bulkhead access panel into the aft fuselage. To prevent activation of the overheat limi uring ground operation, turn the switch to'1FAN?'for lever In tt¡e opãn position, before rurning the switch e the air intake lever open for a minimum of l5 secon AIRPLANE AND SYSTEMS ISSUED: December 20, 1972 2-20a SENECA I l- 2. 3. 1. 5. 6. 7. 8. 9. t0. OEFROSTER OUTLET FRESH AIR OUTLEI S]LENCER ASSEMBLY DEFROSTER MOTOR DUCT ASSEMBLY FRESH AIR AND TEMPERATURE CONTROL ASSEMBLY SILENCEB ASSEMBLY HEAI AND OEFROST VALVE FRESH AIR INLET HEAT EXCHANGER ----: 'i/' {""or ^,* Ç oer^ost.* or* { "eorro^," './' Heat and Ventilating System 1, 2. 3. 4. 5. 6. 7. E. a 10. 11. SILENCER ASSEMBLY COMBUSTION HEATER FRESH AIR OUTLET DEFROSTEF OUTLET OEFBOSTER MOTOR OUCT ASSEMBLY FRESI{ AI8 AND TEMPEBATUBE CONTHOL ASSEMBLY SILENCER ASSEMBLY HEAT AND DEFROST VALVE FBESH AIR INLET HEAT EXCHANGEß Çr*esr arn Ç oer.osren orn { r.ot.o ^,^ Optional Heating and Ventilating System AIRPLANE AND SYSTEMS ISSUED: December 20, 197 2 2-20b SENECA ..r' Optional Òombustion Heater Control Console Heater and Defroster Controls AIRPTANE AND SYSTEIVIS ISSUED: March 70,1972 REVISED: December 20, 1972 z-Zt SENECA ICE PROTECTION SYSTEM+ -A c_omplete ice protection system is available as optional equipment in the Seneca to provide for flight into known icing conditions, when necessary. This system consists of the following major component boots, wing ice derection light, erecrrotheîmafprop"ttãi à"i" H3Ilheated stall warning transmir,ters, heated pitot head, anti ellergovernor shields and deflectors. The pneumatic wing-and empennage boots are installed on the leading edges of the wings, the vertical stabilizer and the horizontal stabilator- A constanr suction is"apitiea to all of the surface deicer boots from the engine driven yacuum pumps to provide smoottl streamlined leading edges during normal operarion with the si¡rfàce dèiceisystem off. ated by a momentary " switch located directly above the c the ..SURFACE Jr'#l",i,:í:l; ïff: llJ,:::ïïiîJboots' inflating all surface deicers on the airpìane. A 'WING-TAIL DE-ICER" indicator i;gh,, with a 'PRESS TO TEST" feature, illuminatès when the surface deicer booti inflate. when the cycle is complete, the deicer solenoid valves permit automatic overboard exhaustion ofpressurized air. Vacuum suction is then reapplied to the deicer boots. The deicer boots do not inflate during the "PRESS TO TEST" cycle. circuit protection for the surface deicer system is provided by a "ÌilING-TAIL DE-ICERS,, circuit breaker located in the circuit b¡eaker panel. Ying, icing conditions may be detected during night flight with the use of an ice detection light installed in the outboard side of the left engiñe nãcelle.-Tne tight is .ont-iËi by;;iõËLIGHT" switch located on the instrument panel to the right of'th" ..SUnpaCE DE-ICE" switch' A *\ryING IcE LIGHT" circuit breaÈer located in tie circuit breakei panel provides circuit protection. Electrothermal propeller deice¡ pads are bonded to-the leading edges of the propeller blades' Each deicer pad has two separáte heaters, one for the outboard-un¿ion. for the inboard half. The system ls.cgltrgþ!-by an "oN-oFF" type *PROP DE-ICE- switch located ro rhe right of the "SURFACE DE.IcEl' switch above. thäcontrol quadrant. pÑ"iìo, rhe propeller útem thiougrt á *pnOÞóÈ-ICE; circuir breaker. )P DE-ICE?'swirch. When the.,pROp DE_ICE,; through the *PROp DE-ICER- ammeter which ing system. W-tlh rhe propeller deicing system : should be within rhe shaded porrioi on the ammeter for a normal reading. I *optional equipment 2-22 NRPLANE AND SYSTEMS REVISED: Aprit26,t974 ø,à 14Ë P> åã 3.Þ Ë-z€À ìY/ 1.uz G<\¡ Ul ÈÈj tlJ ÈU) ô(9 tú (D c, (/t (f, o 5 bJ ñ) (, PNEUMAlIC DEICER BOOÎS ANTI.ICING FUEL TANK VENT PROPELLER GOVERNOR SHIELD AND DEFLECTOF HEAÎEO PITOT HEAD ICE DETECTION LIGHT I{EATEO STALL WARNING TRANSMITTERS v2 ztrt o Þ SENECA Power from the timer is cycled to brush assemblies which distribute power to modified starter ring gears incorporating slip rings. The current is then supplied from the slip rings directly to the electrothermal propeller deicer pads. Deicing is accomplished by heating the outboard and then the inboard half of the deicer pads in a sequence controlled by the timer The heating sequence of the deicer pads is according to the following cycle: a. Outboard halves of the propeller deicer pads on the right engine. b. Inboard halves ofthe propeller deicer pads on the right 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. 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 u/as turned off from previous use. Once begun, cycling will proceed in the above sequence and will continùe until the system is turned off. A preflight check of the propeller deice¡s can be performed by turning the "PROP DE-ICE" switch "ON" and feeling the propeller deicer pads for pfoper heating sãquence. The deicer pads should become watm to the touch. The heat provided by the deicer pads reduces the adhesion between the ice and the propeller so that centrifugal force and the blast sf airstream cause the ice to be thrown off the propeller blades in very small pieces- 2 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 f¡om the airplane's electrical power supply and controlled by an "ON-OFF" control switch/circuit breake¡. The control switch/circuit breaker is locatèd on the console directly below the control quadrant and placarded "WINDSHIELD PANEL HEAT - SEE ACFT FLIGHT MANUAL." An operational check may be performed by turning the heated windshield panel switch "ON" for a period not exceeding 30 seconds. Proper operation is indicated by the glass section being warm to the touch. Two heated lift detectors and e heated pitot head installed on the left wing are controlled by a single "ON-OFF," *HEATED PITOT- switch located on the switch panel tó the left of rhe pilot. The heated lift detectors, one inboard and one outboard on the left wing, are installed to prevent icing conditions from interferring with operation of the stall warning transmitters. A "STALL WARN HEAT" circuit breaker in the circuit breaker panel protects the system against an overvoltage condition. A heated pitot head, mounted under the left wing, is installed to provide pitot pressure for the airspeed indicator wilh heat to prev€nt ice accumulation from blocking the pressure intake. The heated pitot head also has a separate circuit breaker located in the circuit b¡eaker panel and labeled "PITOT HEAT." AIRPLANE AND SYSTEMS ISSUED: April26,t974 | ,-,0 SENECA HEATED WINDSHIELD PANEL CONTROL SWIICH @ @ )7 HEATED PITOT ANO HEATED STALL WARNING TRANSMITTER CONTROL SWITCHES Ice hotection System Control Switches AIRPLANE AND SYSTEMS ISSUED: Aprll2ó,1974 2-25 SENECA ìW¡th the "HEATED PITOT" switch "ON," check the heated pitot head and heated lift detector for proper heating. CAI.ITION 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. Anti-icing'fuel tank vents, one installed under each wing, are installed to prevent ice formations from blocking the fuel tank vent lines. Propeller governor ice shields and deflectors are installed to prevent operational interference from ice and other particles entering through the opening in the front cowling. SEATS The front seats are adjusrabte fore and aft for pilot and passenger comfort. An easily accessible catch on ihe top of thé right front seat permits one to slide that seat fo¡ward conveniently for ease of entry and exit. The center and rear seats. are easily removable for added cargo space. Each seat is provided with an armrest and an adjustable back. Optional headrests and vertically adjustable front seats are also available. A jump seat, which may be mounted between the two middle seats, makes the Seneca a seven-place airplane. A shoulder harness with inertia ¡eel is standard equipment for each of the two front seats and is available as òptional equipment for the other seats except seventh seat. FINISH All sheet aluminum components are carefully finished to assure maximum service life. The exterior of the aircraft is finished with a durable acrylic lacquer in a variety of tasteful eolors to suit individual owners. Economy size "Touch-Up" spray cans are available from Piper deale¡s. BAGGAGE AREA The large amount of available baggage space permits an exceptional flexibility of loading within the Seneca weight and balance envelope. Two separate baggage compartments are provided. One, located in the nose of the aircraft, is easily accessible through a baggage door on ihe lefi side of the aircraft. It has a maximum weight capacitSr of 100 pounds and a volume of 15.3 cubic feet. The other compartment is located aft of seats five and six and is accessible through the rear cabin door on the left side of rhe fuselage. It has a maximum weight capaciry of 100 pounds and a volume of 20.0 cubic feet. This compartment is conveniently accessible during flight. Tie-down straps are provided in both the front and rear compartments and should be used whenever possible. An additional cargo loading door aft of the rear door is an optional feature which facilitates the loading of bulky items. AII baggage and passenger loading doors use the same key. AIRPLANE AND SYSTEMS ISSUED: April26,1974 | ,.,u STALL \ilARNING An approaching stall is indicated by a stall warning light and horn, activated by two lift detectors instatted õn the leading edge of the left wing outboard of the engine nacelles. The inboa¡d detector triggers the warning when the flaps are in the 25 aqd 40 degree positions, the outboard when the flaps are in the other positions, The stall warning horn has a different sound from that of the landing gear warning horn. AIRPLANE AND SYSTEMS ISSUED: April26,l974 BLANK PAGE -t 1 ffiffiPtËTATË AIRPLANE FLIGHTMANUAL FOR SENEGA APPLICABLE TO SERIAL NUMBERS 34'?25OOOI THRU 34-7250189 WHEN PIPER KIT 760607 IS INSTALLED, gAAZSOTSO THRU 34-7250214 \'fHEN PIPER i<ìrlOoor I IS INsTALLED AND 34-725021s THRU 34-135o3s3' NOTE THISMANUALMUSTBEKEPTINTHEAIRPLANBATALLTIMES FAÄ APPROYED BY: PIPER AIRCRAFT CORPORATION D. O. A. No. SO-l VERO BEACH, FI.,ORIDA DATE OF APPROYAL: MARCH tÛ,1972 APPROVAL BASIS: FAR 23 ÀND FAR PART 21' SUBPART J' REPORT: VB'423 MODEL: PA-34-200 \ilARNING MODEL PA-34-2OO AIRCRAFT SERIAL NO. 34-7350124 REGISTRATION NO. N r8-7SP AIRPLANE FLIGHT MANUAL' REPORT ER VB-423 PIPER AIRCRAFT CORPORATION APPROVAL SIGNATURE AND STAMP BLANK PAGE AIRPLANE FLIGHT MANUAL Log of Revisions....--..-.- """¡""""r""D""t""""'r" Limitations Procedures EmergencY Procedures Supplements. 3-iii 3-l 3-7 3-t l 3-19 3-21 BLANK PACE SENECA TABLE OF CONTENTS Log of Revisions......... -. 3-ii¡ SECTION I A. Engines..-... ..-...-..-......ì.. 3-l B. Fuèl 3-1 C. Propellers.....:........r.... 3-1 D. Instnrment Markings (Power Plant).......-. E. Airspeed Limitations and Indicator Markings (Calibrated Airspeed) 3-2 F. Flight Load Factors................. ...--j--r.¡......-r -. 3-2 G. Maximum Weight....,...:.......... ..---!.,..-.-.'...- '. 3-3 H. C. G. Range ¡.rir.¡¡¡:¡.¡¡¡¡¡r. 3-3 I- Unusable Fuel ........... J. Usable Fue1........... 3-3 K. Placards..... .---.--......-¡-.'- 3-3 L- Vacuum Gauge........ 3-6 M- Flight Into Known Icing Conditions........... 3-6 SECTION II Procedu¡es. .'..-.....--..-.;.---..-!..i-.t,...--- 3-7 A- Normal Procedures .-..-...:----.-.-'. 3-1 l. Wing Flap Settings...... ....--.-'!.r..-..-- 3-7 2. Cowl Flaps. 3-7 3. Go-Around Procedures 3-'7 B. System Operations and Checks........¡....¡..... ?-1 l- Alternator System Description 3-7 2. Alternator System Operation 3-8 3. Circuit Breakers.... 3-B 4. Fuel Management 3-8 5. Landing Gear Down Lights 3-9 6. Landing Gear Unsafe Warnings......-.......:...-...i..¡..¡¡¡¡..¡¡.-¡-¡....'.....-..--..;...-... 3-9 7. Rea¡ Cabin and Cargo Doors Removed... 3-9 3-1 FAA APPROVED March 10,1972 REVISED: Ãpril26,1974 REPORT: VB-423 PAGE 3-¡ MODLE: PA-34-200 SENECA C. EmergencyProcedures. l. Detecting a Dead Engine 2. FeatheringProcedure.. 3- UnfeatheringProcedure 4- Fuel Management During Single Engine Operation 5. Engine Failure During Takeoff...... .::....-.......... 6. Engine Failure During Climb 7. Single Engine Ianding 8. Single Engine Go-A¡ound 9. Manual Extension of landing Cear........... 10. Landing Gear Unsafe Warnings.... I l. Gear.Up Emergency l-anding..... 12. Elect¡icalFailures 13. Vacuum Systems Failures......:..,..-...... 14. Engine Fire................. l5 Spins 16. Enginè Failure In Icing Conditions. ................... l7.Alte'matorFailureInIcingConditions.¡.........r.....t. 18. Engine Failure With Rear Cabin and Cargo Doors Removed..................... 19. Propeller Overspeed.. D. Special Operating Procedures I- Flight In Known Icing Conditions 3-t I 3-l I 3-l I 3-t2 3-t2 3-l2a 3-t3 3-t 3 3-13 3-14 3-t4 3-14 3-14 3-16 3-16 3-17 3-t7 3-17 3-17 3-r 8 3-l 8a 3-l 8a 3-19 3-r 9 3-19 3-19 3-19 3-l 9 3-r9 SECTION III Performance A. Sralls l. Power Off Stalls 2. Power On Stalls 3. Stall Warning System. B. Stalling Speeds (MPH, Calibrated Airspeed) vs Angle of Bank C. Aircraft Performance With Rear Cabin and Cargo Doors Removed SECTION IV Supplements ........;....... 3-21 A. Electric Pitch Trim Installation..........¡............¡.¡............,................... 3-23 B. AutoControl III Installation.....,..:... C. AltiMatic IIIB-I Insta11ation.................... i.......:.....,.... 3-Zs D. AltiMatic V/FD-I and AltiMatic V-l Insrallarion 3-26 E. WindshieldHeatinglnstallation 3-28 3-29 F. Cabin Combustion Heater Installation REPORT: VB,423 PAGE 3-ii MODEL: PA-3d,-?00 FAA APPROVED March 10,1972 REVISED: August 19, 197 5 SENECA LOG OF REVISIONS Revision Revised Pages Description and Revision FAA Approved Date I I, ll 9 t4 Changed wording for Items tr. B. 6. and u. c. 10. Changed Item 6. - Landing GearUnsafe lVamings. Changed Item 10. - I-anding Gear Unsafe Warnings. 2 5-lt 3-21 3-26 3-27 3-28 Under Section IV added item D. Added AttiMatic VIFD Installation. Added entire contents of page. Added page. Aaaedia!é. þ luly 7,1972 ),ure ?.¡ t- t- H. W. Barnhouse 3 5-ll 3-10 3-l 1 3-t2 Chánged page nos. under Item C., Section II. Note added. Conte. nts rearranged. Contents rearranged. 4 3-ii 3-6 3-2t.3-28 Added item E. - Windshield Heating Installation to Section IV Added Windshield Heating Placards. Added E. - WindshielO Heãting Installation. I 5 3-ii 3-21 3-26 3-27 Correcæd ltem D. under Section IV. Corrected Item D. Changed D. to ViFrD-l or V-1. Changed Item D.2. b. io v/FD-l or V-l Information Manual. i^ Nov. 16, 1972 ü*J L;.,,.,t H. W. Bamhouse 6 3-ii 3-2t,3-29 Added Supplement F. Added F. - Cabin Combustion Heater Instl. I f? 7 3-i,3.ii 3-9 3-r 0 3-l I Retyped Pages. Chánged lteï e. - Landing Gear Unsafe Wamings. Contents moved to Page 3-l l. Contents moled to Page 3-12. May 25,.1973 FAA APPROVED March 10' 1972 REVISED: May 25' 1973 REPORÎ VB423.PAGE 3-i¡i MODEL: PA-34-200 SENECA LOG OF REVISIONS (con0 Description and Revision Contents moved to Page 3-12a. Added Page. Added Page. W. Barnhouse Title 3-l 3-2 Added Serial No. effectivity. Revised ltem C. Propeller Limitations. Revised Tachometer Limitations. H. rù/. Bamhouse Added Item M. - Flightlnto Known Icing Conditions and Item B.7 - Rear Cabin and Cargo Doors Removed- Added ltem C. 16 - Engine Failure In Icing Conditions,Itern C.11 - Alternator Failure In Icing Conditions,Item C. l8 - Engine Failure lüith Rear Cabin and Çargo Doors Removed, Item D - Special Operating Procedures and Item D. I - ' Flight In Known Icing Conditions; Added Item C. - Ai¡craft P.erformance With Rear Cabin and Cargo Doors Removed. Added lcing Placard and relocated Weight Placard to page 3-4. Added Weight Placard from page 3-3. Addéd Placard forAft Fuselage Doors Re- moved and ltem M. - Flight Into Known Icing Conditions. Added ltem 7. - Rear Cabin and Cargo Doors Removed. Revised Item c. Added Item 16. - Engine F¡rilure In Icing Conditions, Item 17. - Alternator Failure In Icing Conditions and Item 18. - Engine Failure With Rear Cabin and Cargo Doors Removed. Added Item D. - Special Operating Procedures and Item D. I - Flight Into Known Icing Conditions. Added Item C. - Aircraft Performance With Rear Cabin and Cargo Doors Removed. 3-3 3-4 3-6 REPORT: YB,423 PAGE 3-iv MODEL: PA-34:200 FAA APPROVED March 10,1972 REYISED: April26,1974 SENECA LOG OF REVISIONS (cont) Revision Revised Pages Description and Revision FAA Approved Date l0 ll 12 l3 l4 Tîtle 3-3 3-5 J-ll 3-1 3-3 3-l 8 3-l8a 3-1 8b 3-4 3-B 3-9 3-12 3-14 3- 15 3-l 8a 3-l8b Added PAC Approval Form (NOTE: AIRCRAFT DELTVERED \[,TITI MANUALS PRIOR TO THIS REVISION DO NOT REQUIRE THIS REVISION.) Revised usable fuel quantities - Item J. Usable Fuel. Revised usable fuel capacity - fillercap placard. Added item 18., Propeller Overspeed; revised page nos. Revised Oil Pressure Red Line (Minimum). Added Maximum Landing Weight (item G.)- Added item 19. (Propeller Overspeed); relocated Special Operating Procedures. Added page (Special Operating Procedures fiom page 3-l 8). Added page. Revised emergency gear extension placard. Added item 4. b. (l) (c)- Deleted info under item 4. c. Added item 4. a.(3). Added item 9. e. and Warning; relocated info to pg. 3-15. Added items l2 (3) and (4) from pg. 3-14. Added to Waming. Added Caution. May 30, 1975 üJ*f Ward Evans August 19,19'15 dtl €,^,,-Ward Evans April I ,1977 0-J. \ilard Evans June 14,1983 d*fWard Evans FAA APPROVED October 14,1974 REVISED: June 14,1983 REPORT: V8423 PAGE 3-v MODEL: PA-34-200 SBNECA THIS PAGE INTENTIONALLY LEFT BI-ANK REPORT: VD,423 PAGE 3-vi MODEL: PA-34-200 FAA APPROVED October t4,1974 AI RWORTHINESS DIRECTIVE REGULATORY SUPPORT DIVISION o.o. Box 26460 ,<LAHOMA CITY. OKLAHOMA 73125-0460 @ U.S. Department of Transportation FederalAviation Administration Thglouof¡ngAlßofthinas¡Dk€'diveissuedbylheFed€f8lAviationAdm¡n¡slral¡oninaccordancaw¡ththsPro1¡sionsolFe{'er8lAv¡{ltimRggubtn modôl of whicù ü reødr indicale yu mey b€ ths ¡egist€rgd flner A¡Monhin€ss Dirsctivês affgcl av¡alion safoty end ar8 re0ulat'ron! wh¡å f€qu'r€ immediato attenlþn. Yw ts catJtionsd thal no p€Eon may op€ralo En sirssn to whicù an Airwofth¡n€3s Oirecl¡vo applios, exæpl úl aocordqca w¡th th€ r6quk6msnts ol ûp ,trwhimss DirodivÊ (rslsrom FAR Subpart 39.3) 99-f4-01 THE NE\ry PIPER AIRCRAFT, INC.: Amendment 39-11209: Docket No. 98-CE-77-AD; Supersedes AD 9 8-04-27, Amendment 3 9- I 03 3 9. Applicability: Models PA-23,PA-23-l60,PA-23-235,PA-23-25O,PA-823-250, PA-30, PA-39, PA-40, PA-31, PA-31-300, PA-3t-325, PA-31-350, PA-3IP, PA-31T, PA-3lTl, PA-31T2, PA-3lP-350, PA-34-200, PA-34-200T, PA-34-220T,PA-42,P^-42-720, andPA42-1000 airplanes, all serial numbers, certificat'ed in any category. NOTE I : This AD. applies to each aþlane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the a¡ea subject to the requiiements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requiremeils of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as follows, unless already accomplished: i. l. For all affected airplanes, except for Models PA-31P, PA-31T, PA-3lTl, PA-31T2, and PA-3IP-350 airplanes: Within 30 days after March 13,1997 (the effective date of AD 98-04-27). 2. For all Models PA-31P, PA-31T, PA-31T1, PA-31T2, and PA-3IP-350 airplanes: Within the next 30 days after the effective date of this AD. To minimize the potential bazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions, accomplish the following: (a) At the applicable compliance time presented in the Compliance section of this AD, accomplish the , equirernents of paragraphs (aXl) and (a)(2) of this AD. NOTE 2: Operators should initiate action to nodry and ensure that flight crewmembers are apprised of this change. (l) Revise the FAA-approved Aþlane Flight Manual (AFM) by incorporating the following into the Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. .(WARNING Severe icing may result from environmental conditions outside of those for which the aþlane is certificated. Flight in freezing rain, freezing dnzzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice 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 not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane. o During flight, severe icing conditions that exceed those for which the 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 Air Traffic Conúol to facilitate a route or an altitude change to exit the icing conditions. - Unusually extensive ice accumulation on the airframe and windshield in 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 engine nacelles and propeller spinners farther afr than' normally observed. o Since the autopilot, when installed and operating, may mask tactile cues 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 lateral rim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. SENECA SECTIONI LIMITATIONS The following limitations must be observed in the operation of this airplane: A. ENGINES Lycoming IO-360-CIE6 with fuel injector Lycoming P/N LW-12586 (This engine installs on L. H. side of aircraft) Lycoming LIO-360-C186 with fuel injector Lycoming P/N LW-12586 (This engine installs on R. H. side of aircraft) ENGINE LIMITS For all operation 2700 RPM, 200 HP B. FUEL 100/130 Octane Aviation Gasoline (Minimum) C. PROPELLERS Hartzell HC-C2YK-2( )E,|C7666A-0 or Hartzell HC-C2YK-2( )EF/FC7666A-0 Avoid continuous operation between 2200-2400 RPM Or Hartzell HC-C2YK-2CG( y( )C7666A This model includes damper (This model installs on L. H. side of aircraft) Constant Speed Pitch Settings at 30 in. station: High 79' - 81','Low 13.5 Diameter: Not over 76 inches Not under 74 inches (No further reduction permitted) Hartzell HC-C2YK-2( ÌLE|JC7666A-0 or Hartzell HC-C2YK-2( )LEF/FJC7666A-0 Avoid continuous operation between 2200-2400 RPM Or Hartzell HC-C2YK-2CLG( y( )JC7666A This model íncludes damper (This model installs on R. H. side of aircraft) Constant Speed Pitch Settings at 30 in. station: High 79e - 8lo, Low 13.5 Diameter: Not over 76 inches Not under 74 inches (No further reduction permitted) D. INSTRUMENT MARKINGS (POWER PI,ANT) OIL TEMPERATURE Green Arc (Normal Operating Range) 75" to 24-5oF Red Line (Maximum) 245"F OIL PRESSURE Green Arc (Normal Operating Range) 60 PSI to 90 PSI Yellow Arc (Caution) 25 PSI to 60 PSI I ned Line (Minimum) 25 PSI if installed or 60 PSI if insralled ' Red Line (Maximum) gO PSI FAA APPROVED March 10,7972 REVISED: August 19, 197 5 REPORT: VB.423 PAGE 3-l MODEL: PA-34-200 SENECA For Hartzell HC-C2YK-2CG( ) or HC-C2YK'2CLG( ) propeller with dampers: Green Arc (Nonnal Operating Range) Red Line (Maximum) FUEL PRESSURE Green Arc (Normal Operating Range) Red Line (Maximum) Red Line (Minimum) FUEL FLOW Red Line (Maximum) CYLINDER HEAD TEMPERATURE Green Arc (Normal Range) 200" to 475"F Red Line (Maximum) 475'F E. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS (Calibrated Airspeéd) TACHOMETER For Harøell HC-C2YK-2( )E, HC-C2YK-2( )ER HC-C2YK-2( )LE or HC-C2YK-2( )LEF propellers: Green Arc (Normal operating Range) Red Arc (Avoid continuous operation) Red Line (Maximum) 5O0 RPM to 2700 RPM 27OO RPM I4 PSI to 35 PSI 35 PSI I4 PSI I9.2 GPH NEVER EXCEED SPEED MAXIMUM STRUCTURAL CRUISING SPEED DESIGN MANEUVERING SPEEDS Minimum Weight (27 43 lbs.\ Maximum Weight (4200|bs.) : MAXIMUM FLAPS EXTENDED SPEED MAXIMUM GEAR EXTENDED SPEED MAXIMUM GEAR RETRACT SPEED MINIMUM CONTROL SPEED (Single Engine) AIRSPEED INDICATOR MARKINGS Green Arc (Normal Operating Range) Yellow Arc (Caution Range - Smooth Air) White Arc (Flaps Extended Range) Radial Red Line (Never Exceed - Smooth Air) Radial Red Line (Minimum Control Speed - Single Engine) Radial Blue Line (Best R/C Speed Single Engine) FLICHT LOAD FACTORS (Flaps Up) Positive Load Factor (Maximum) Negative Load Factor (Maximum) 500 RPM to 2200 RPM &.24OO RPM to 2700 RPM 2200 RPM to 2400 RPM 27OO RPM 2I7 MPH I90 MPH I33 MPH I46 MPH I25 MPH I50 MPH I25 MPH 80 MPH 7ó MPH to 190 MPH 190 MPH to 217 MPH 69 MPH tO I25 MPH 217 MPH . 80 MPH I05 MPH No inverted maneuvers ,ooi;l"Î FAA APPROVED March !0,1972 REVISED: September 19, 197 3 F. REPORN VBA¿3PAGE3.2 MODEL: PA-34-200 SENECA G. H. MÆ(IMI.'MWEICHT iøÀjsMUM LAI'IDING wEIGrrr C. G. RANGE NOTES the Pointç given. of wing leaOing edge from the I tank. H""itllri.trri" this aircrafi has been deteruúned as 2.5. gallonl in each wins in'critical flight attitudes. (2.5 gallons is the 1gtä Ë;;id"' ""ðn siðe having two intêrconnected tanks) USABLE FttEL en determined as 46.5 galtons in each wing (46.5 fftð ot.Ufu fuel in this aircraft has be gallons is the total Ë, ,iä,ä"i sioe traving two interconnected tanks)' PLACARDS In full view of the Pilot: NS) APPROTÆD. R V.F.R., I.F.R., DAY AND . WHEN EQUIPPED IN R FAR I35. When properly equipped the above placard shall read: THIS AIRCR :' I'F'R" DAY: NIGHT, AND EQUIPPED IN ecõõnneNc oR FÀR 13s' 4200 LBS. 4000 LBs. REPOÌT VB.4æ PAGE 3.3 MODEL: PA-34'200 I. J. K. FA,À APPROYED March l0,Ln2 REVISED: August 19, LYI 5 AfrLimit Inches ,{fr of Dan¡m ForwardLlnit Inches Afi of Daûlm SENECA MAXIMUM TAKEOFF WEIGHT 42OO POUNDS MAXIMUM LANDING WEIGHT 4OOO POUNDS ALL WEIGHT IN EXCESS OF 4OOO POUNDS MUST CONSIST OF FUEL. On instrument panel in full view of the pilot: I. "DEMONSTRATED CROSSWIND COMPONENT 15 MPH,, 2. "MINIMUM SINGLE ENGINE CONTROL SPEED 80 MPH'' 3. "ROUGH AIR OR MANEUVERING SPEEDS'*2743 LB GW - 133 MPH" *4200 LB GW - IßMPH" 4- 'GEAR DOWN 150 MpH MAX. "GEAR UP 125 MPH MAX. ..EXTENDED T5O MPH MAX,' Near emergency gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE: SEE A:F;M. BEFORE RE-ENGAGEMENT. Near gear selectol switch: ..GEAR UP I25 MPH MAX''..DOWN I5O MPH MAX- Adjacent to upper door latch (Front and rear doors): ..ENGAGE LATCH BTF'ôRE FLIGHT' In full view of pilor: WARNING - TURN OFF STROBE LIGHTS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT THROUCH CLOUD, FOG OR HAZE. On the inside of forward baggage compartment doo¡: 1MAXIMUM BAGGAGE THIS COMPARTMENT IOO LBS. SEE TITE LIMITATIONS SECTION OF THE AIRPLANE FLIGHT MANUAL.'' On aft baggage closeout: ..MAXIMUM BAGGAGE THIS COMPARTMENT TOO LBS. NO HEAVY OBJECTS ON HAT SHELF.'' REPORT: VB-423 PAGE 3-4 MODBL: PA:34-200 FAA APPROVED March tO, tg72 REYISED: April 1,1977 SENECA On instrument Panel: .SINGLEENGINEsTALLsNoTRECoMMENDED.cAN cAUsE500FT.LoSSoFALTITUDEANDI5.PITCH ANGLE." On instrument Panel: .TAKEOFF CHECKLIST Fuel Selectors On Electric Fuel PumPs On Alternators On Engine Gluges Cheçked Mixtures Set ProPellers Set Alt. Air Off Cowl FlaPs Set . Seat Backs Erect Flaps Set Trim Set (Stab. & Rudder) Fasterì Beltç/Harness - Controls Free - Full Travel Doors Latched" *LANDING CHECKLIST Seat Backs Erect Fasten Belt3/llarness Fuel Selectors On Cowl Flaps Set Electric Fgel PumPs On Mixtures Rich . Propellers Set Gear Down Flaps Set- 125 MPH Max-" Adjacent to fuel tank filler caP: ..FUEL-100/I30AVIATIoNGRADE-USABLECAPACITY 46.5 GAL." FAA APPROVED March lü,t972 REVISED: MaY 30,1975 REPORT. VB-423 PAGE 3.5 MODEL: PA-34.200 SENECA On storm window: ..DO NOT OPEN ABOVE I5O MPH." On instrument panel: ..OIL COOLER WINTERIZATION.PLATE TO BE REMOVED WHEN AMBIENT TEMPERATURE EXCEEDS sOOF.' On switch located below engine control pedestal with windshield heating installation: ..WINDSHIELD PANEL HEAT . SEE AIRCRAFT FLIGHT MANUAL.'' On engine instrument panel cover to left of engine controls with windshield heating installation: *WARNING - THIS AIRCRAFT IS NOT APPROVED FOR FLIGHT IN ICING CONDITIONS." In full view of the pilot for flighr with the aft fuselage doors removed: ..FOR FLIGHT WITH AFT DOORS REMOVED., CONSULT THE LIMITATIONS AND PROCEDURES SECTIONS OF THE AIRPLANE FLIGHT MANUAL.'' L. VACUUM GAUGE The operating limits for the vacuum system are 4.5 to 5.2 inches of mercury for all operations- M. FLIGHT INTO KNOWN ICING CONDITIONS For flight in icing conditions the following equipment must bê installed in accordance with Piper drawings or in an FAA approved manner: l. Pneumatic wing and empennage boots. 2. Electrothermalpropellerboots. 3. Electric windshield panel. 4, Heated.pitot head. 5. Anti-icing fuel tank vents. 6. Propellergovernor shield and deflectors. 7. 'Wing ice light. 8. Heated Stall Waming Transmitters. REPORT: VB'423 PAGE 3-6 MODEL: PA-34-200 FAA APPROV'ED March t0,1972 REVISED: Ãpril26,t974 SENECA A. SECTION II PROCEDURES NORMAL PROCEDURES I. WING FLAP SETTINGS Take-Off 0" ed' Position is: l0 Degrees Second notch Third notch 25 Degrees 40 Degrees manual control of engine temperatures' The d operations and in climbs' In no case should ,edio exceed {Ì5"F and the oil temperatures GO-AROUND PROCEDURES If a go-around from a normal confi guration becomes necessary: á. Appty takeoff power to both engines' b. Establish Positive climb' . c. Retract wing flaPs. d- Retract lánding gear' e. Adjust cowl flãps for adequate engine cooling' B. SYSTEM OPERATIONS AND CHBCKS I. AUTERNATOR SYSTEM DESCRIPTION Thetwoammeterscontinuouslyindicatethealternatofoutputs. : Certain regulator fâilures can t ' uncôntÏollably. To prevent'damagè' c shut-off the alternator(s)' The ovel ' switches on tliè switch panel illuminât The alternator swi.tch musl be OFF to.use rhe press-to-test feature of the overvoltage triP lights' 3. landing .with the airplane in the landing REPORT: VB,423 PAGB 3-7 MODEL: PA'34-200 FAA APPROVED March 10,1972 SENECA 4. ALTERNATIOR SYSTEM OPERAIION Both alternator switc,bes should be ON for normal operation. A prefügbt check should essure operation of the overvoltage lights, and that botD ammeters show approximately equal ouÞuts when both engines are at 1500 RPM or more. Alternator ouÞNrts will vary with the elecülcal equipment in use and the state of charge of the battery. Alternator ouÞuts sbould not exceed 60 amperes each except during engine cranklng. CIRCUIT BREAKERS All circuit breakers are grouped in the lower right corner of instrument panel. To reset the circuit breekers push in on the reset button. FT'EL MANAGEMENT a- Normal O¡rration Each engine is normally supplied wlth fuel from the two lnterconnected tanks on the same slde of the airplane. These two interco¡nected tanks are consldered a single tank for tank selection pu{poses. (l) Tbke-offand landlng (a) Fuel selectors in'ON" position (b) Electric fuel pumps "ON" (2) Cruising (a) Fuel selectors in *ON'position (b) Electric tuel pumps "OFIF' b. Crossfeed Qperaüon and Single Engine Operation A crossfeed ls provided to increase range during slngle engine operation. FueI system operation is as follows: (1) Cruising (a) Iilhen using fr¡el from tank on the same side as the operating engine: (l) Fuel selector of operating engine in 'ON" position. (2) Fuel selector of inoperative engine in "OFF" position. (3) Electric fuel pumps *OFF"' (except in case of englne d¡iven pump failure, electric fuel pump on operating engine sidg must be used). (b) läiå:"rs tuel from rank on the stde opposire the operattng (l) Fuel selector of operating englne ln 'X-FEED', (CROSSFEED) position. (2) FueI selector of inoperative engíne ln .OFF,' positÍon. (3) Electric ñrel pumps 'OFF"' (except in case of engine driven pump f¿ilure, electric fuel pump on operating engine side must be used). (c) Use crossfeed in level flight only. REPORT! V8.423 PAGE3-E MODEL: PA-3E2OO Fl\A APPROYED March 10, lnz REVISED: Aprtl \lW SENECA 5. 6. (2) Lantling i.l Fuãl selector of o sition' Ot iuet selector of lr Posltion' (c) Electric tuel Pum¡ c. Crossfeed OneraUg.npltfr Both Engines Operating ilr-¡ti"g flight it is perniú¡tte tõ operite both engines ftom the same tank' d. Tlrrning takeoffs Fãst taxt turns immediately prior to takeoff run can cause tempofafy melñrnctio" or *ð ãn-s1'ne during takeoff if the electric boost puñps are not lu the ON position' eaeh landing WHILE THE The ligÞt ls off when the landing gear is in eittrer the tull down and locked or full up positions. REAR CABIN AT{D CARGO DOORS REMOVED î. Llmitafions Tbeaþlaneisapprovedforflightwiththerearcabinandcargodoors removed. Thefollowinglimitationsmustbeobservedintheoperationofthis airPlaræ with the ed: (1) Maximum (2) Minimum 81 MPH' (3) No smoking' (4) AII loose aitictes must be tied down and stowed' (5) iñ;;; static t¡nes must be kept free of pilot's controls and control surfaces. (6) operation "pptor"iiôr vFR non icing flight conditions only' (b) Procedure (1)\\¡henoperatingwiththerearcabinandcargodoorsremoved, ii is recånmenãed that all occupants vrear parachutes. REPORT3 W.{23 PAGE 3-9 MODEL: PA:3+200 7. EAA APPROVED MARCH t:o,rvtz REVISED: APrll1,1977 THIS PáGE INTENTIONAI.I,Y LEFT BLANK REPOR-T: VB.423 PAGE 3-I0 MODEL: PÄ-34-200 FA.A APPROVDIT: Ma¡ch tL,tgZz REVISED: May 2S, fgZ¡ SENECA C. EMERGENCYPROCEDURES I. DETECTING A DEAD ENGINE a' Loss of rhrust of dead engine (with coordinated b. Ñãt" tr aircraft will yaw in direction controls) : feathered. NOTE (5) Alternate Air - On liå"* Propeller Controls - forward' Throttle Controls - forward' Flaps - retract. Cear - retract. Electric Fuel PumPs - "ON'" Identify gine- Throttle ãngine - retard to verify' Propelle eengine.{!ltne¡' Mixture engine - idlé cut bff' gine. ine - "OFF " F." engine, use as required on operative engine. Àli"-u,ot of inoperative engine - *OFF " Èlectrical Load - reduce to pievent battery depletion' -:r^, Fuel Management - fuel ..o'FF' inoperatiie engine; consider crossfeed use' Electric tuãt pump operative engine - "OFF " FAA APPROVED March 10,1972 REVISED: MaY 25' 1973 REPORT: V8423 PAGE 3-11 MODEL: PA-34-200 SENECA 3- UNFEATHERIN G PROCEDURE Fuel selector inoperative engine - "ON." Electric fuel pump inoperative engine -'OFF." Throttle - open l/4 inch. Propeller control - forward to cruise RpM position. Mixture - rich. Magneto switches - "ON.' Starter - engage till prop windmills.. Throttle - reduced pou,er till engine is warm: If engine does not start, prime by turning electric fuel pump of inoperative engine on for 3 seconds and then repeat steps g., h, and ij Alternator -'ONi' a- b. c. d. e. f. g- h. i. 4. FUEL MANAGEMENT DURING SINGLE ENGINE OPERATION A crossfeed is.provided to increase range during single engine operation. Fuel system operat¡on is as follows: a. Cruising (l) When using fuel from ta¡ (a) Fuel selector of ope (b) Fuel selector of ino (c) Electric fuel pump pump failure, elec must be used). . (2) When.using fuel from tank on the side opposite the operating engine: (a) Fuel selector of operating engineln ':X-FEEO- (CnOSSÉefO¡ position. (b) Fuer serector of inoperltlve engine in ..oFF" position. (c) Electric.fuel pumps *OFF" (ê1cept in case'of engine driven pump failure, electric fuel pump on operating enginã side musr be used). (3) Use crossfeed in level flight only. b. Landing (l ) Fuel selector of operating engine in -ON,' position. (2) Fuel selector of inoperative engine in ..OF-É- position. (3) Elecrric fuel þump of operating engine *e¡¡.rr- REPORÎ VB,423 PAGE 3.I2 MODEL: PA-34-200 FAA APPROVED March tL,tg7} REVISED: Aprit 1,1977 SENECA 5. ENGINE FAILURE DURING TAKEOTT The single engine minimum .ontior speed for this airplane is 80 mph (CAS) under sea levél standard conditions' a.Ifensinefailureoccursduring-t4"-oq.g:T:drollandl00mph(CAS)has not bï;;;,äùã; closr ËorH rÈRorrLES IMMEDIATELY AND sTop STRAIGHT AHEAD.If inadequate runway remains to stop' then: braking. turning to avoid obstacles as necessary' b. If engine failure occurs during takeoff ground roll or aftel lifþoff with gear still iown and 100 mph (CAS) has been attained: (l) If adequat" 'u"i"-v-l{l"i1¡,.CIOSE BOTH THROTTLES IMMEDIATELY, iÀÑD IF AIRT'ORNE, AND STOP STRAIGHT AHEAD. (2) If the runway remainin decide whether to abort be based on the Pilot' altitude, obstructions, th decision is made to continue, then: (a) Maintain heading and airspe-ed'- ì;i ilãi"lttanding lear whenc.limb is established' i;i Feather inoperäiive engine (see feathering procedure)' REPORT: Vß423 PAGE 3-l2a MODEL: PA-34-200 FAA APPROVED MaY 25' 1973 SENECA THIS PAGE INTENTIONALLY LEFT BLANK REPORÎ VF,423 PAGE 3.12b MODEL: PA-34-200 FAA APPROVED Mey 25,1973 SENECA 6. ENGINE FAILURE DURING CLIMB The single engine minimum "ãottot speed for this airplane is 80 mph (CAS) under sea level standard conditions' a. If engine failure occurs when Po*ei on the good engine a Reduce nose attitude to acce climb sPeed of 105 mPh' Tht Procedure). b. If en irspeed is above 80 mph (CAS): (l ) (2') single engine best rate of climb speed of 105 mph. (3) F;;.h'; inoperative eirgine (see feathering procedure). 7. SINGLE ENGINE LANDING ;- Feather inoperative. engine (see.featheritg.pr-:Î-?9:t:Ì field. c. Do not lower wing flãp-s unril certain of making field. Maintainadditionalaltitudeandspeedduringapproach,keepinginmindthat landing should;" ;;õ;ight the first time and thai a go-around may require the use of futì powef on irr. op"rating engine, making control more difficult. ; ä'j' ,till be ded loading and, density altitude a -go-aroul suddeñ application of power during si airplane more diffi cult. 8. SINGLE ENGINE GO-AROUND If a single engin" go-uround cannot be avoided proceed as follows: a. Mixture - forward' b. ProPeller - forward. c. Throttle - oPen. d. FlaPs - retract' e. Landing Gear - retract' f. nir.iåL-o - -e engine inoperative besr rate-of-climb speed 105 MPH. g. Trim - set. h. Cowl Flap - as required (operating engine)' REPORT: Vß423 PAGB 3-13 MODEL: PA-34-200 FAA APPROVED March l0,l972 SENECA 9. MANUAL EXTENSION OF LANDING GEAR Check the following before extending the gear manually: a. Circuit breakers - check. b. Master switch - ON. c. Alternators - check. d- Navigarion lights - OFF (daytime). To extend the_gear, reposition the clip covering the emetgency disengage control downward, clear of the knob, and proceed as listed belo*: a. Reduce power; airspeed not to exceed 100 MpH. b-' Place Landing Gear selector Switch in "GEAR Do\ryN LocKED" position. c. Pull emergency gear extension knob. d. Check for 3 green lights. e. Leave emergency gear extension knob out. WARNING lf the emergency gear extension knob has been pulled out to lower the gear ãuê to a Ee'r, system marfunctión, leave the conrrol in its exrended position until the airplane t ás ue"n fuion jacks ro ch_eck -the proper function of ìhe randing g"ä., hydraulic and electrical systems. IO. LANDINC GEAR UNSAFE \I¡ARNINGS transition ot should onally, on when the rning horn will sound at low throttle settings In, I I. GEAR-UP EMERGENCY LANDING a. Approach with power at a normal airspeed. b. Leave flaps up (ro reduce wing and flãp damage). c. Close the throttles just before touchdown. d. Turn off the master and ignition switches. e. Turn fuel selector valves to.,OFF." t. Contact the surface at minimum airspeed. 12. ELECTRICALFAILURES a. In rhe evenr that both overvoltage lights illuminate: (l) Turn off ail erectricar ioads, except the master switch. (2) Turn both alternator switches OFF to extinguish rhe warning lights. (a) Turn the alternator switches momJntarily oN, onã ut a time while observing the ammeters. (b) Determine the.aliernator showing the LEAST outpur. amperes and turn its slvitch ON. REPORT: VD.423 PAGE 3-14 MODEL: P^-3/,-200 FAA APPROVED March 10, tg72 REVISED: lryritt,t977 SENDCA c. (3) Turn electrical equipment on as required but do not exceed 50 amperes output. (4) If both alternators show approximately equal outPut (less than 50 amperes each). (a) Turn both alternators "ON." (b) Turn equiPment on as required. (c) Resume normal oPeration- b. In the event that one overvoltage light illuminates: (l) Turn off all electrical loads; excePt the master switch- iZi Turn off the alternator switch associated with the overvoltage trip $rarnlng. (3) While óbserving ammeters, turn the alternator switch momentarily on to verify that the alternator output is excessive, then leave the alternator switch in the off position. (4) Turn electrical equipment on as required but do not exceed 50 ampefes outPut. In case the battery becomes depleted from a weakened condition or f¡om excessive restaft Cranking, it may be necessary to perform the following procedure to get an opefating alternator on the line if it has become dibconnected for any reason. ( | ) Check alternator circuit breakers, reset if tripped. (2\ Remove heavy electrical loads such as pitot head, lighting, blower motoü minintize radio load. (Do not use master switch to accomplish this.) (3) Turn operating alternator switch to on. Turn master switch to off. Wait a short lime period, then cycle master switch to on. Observe ammeter for outPut. (4) If no output is noted, recycle step (3) using longer waiting periods. (5) When power is reestablished, use electrical equipment so that 50 arnperes is not exceeded- In case of loss of output from'one altemator: (l) Reduce electrical load as necessary to keep alternator output to 50 amperes or less. ' Check alternator circuit breakers, reset if necessary- Cycle the alternator switch for the inoperative alternator OFF, then oN. (4) Ifstep (3) fails to restore output: (a) Maintain conditions of step (l) to continue flight- (b) Take corrective maintenance act¡on before further flights. In case of alternator output loss due to an engine failure, reduce the electrical load as necessary to keep the alternator output to 50 amperes or less. U/ARNING Compass error may exceed l0' with both aìternators inoperalive- d. (2\ (3) e. FAA APPROVED March 10,1972 REVISED: April I,1977 REPORT; V8423 PAGE 3-ls MODEL: PA-34-200 SENECA I3. VACUUM SYSTEM FAILURES a. A malfunction of the vacuum system will become apparent as a reduction of indication on the gauge. A red button annunciator will show in case of a feathered engine or vacuum pump failure. b. In the event of vacuum system malfunction (vacuum lower than 4.5 inches of mercury): ( I ) Increase engine RPM to 27OO- . (2\ Descend to an altitude, if possible, at which 4r5 inches of mercury vacuum can be'maintained. . (3 ) T;,:,#Jî"Tr:lT::"J"ÍFifiï"¿to monitor the Direction Indicator and 14. ENGINE FIRE ^. In case of engine fire in flight (on the affected engine) (l ) Fuel Selector - OFF (?) Throttle - CLOSE (3) Propeller - FEATHER (4) Mixture - IDLECUT OFF (5) Heater - OFF (In all cases of firÐ (6) Defroster - OFF (In all cases of fire) i.7, If terrain permits - Land Immediately The possibility of an.engine fire in flight is extremely remote. The procedure given above is general and pilot judgement should be the deciding factor for action in such an emergency. b. ln case of engine fire'on the ground ( I ) If engine has not started (a) Mixture - IDLE CUT OFF (b) Throttle - OPEN (c) Turn engine with starter (This is an attempt to pull the fire into the engine.) (2) If pngine has already started and is running, continue operating to try pulling the fire into the engine. (3) In either case stated in (l) and (2), if'the fire continues longer than a few seconds, the fire should be extinguished by ihe best available external means. (4) If external fire extinguishing is to be applied (a) Fuel Selector Valves - OFF (b) Mixture - IDLE CUT OFF REPORÎ VB423 PAGE 3.16 MODEL: PA-34-200 FAA APPROVED March 10,1972 SENECA 16. I5. SPINS Intentional spins are prohibited. In the event that an unintentional spin is encountered, recoïery can be accomplished by immediâtely using the following procedures: ' u. Retard both throttles to the idle position' b. Apply full rudder in the direction opposite the spin fotation. c. Ëi úp all back pressufe on thó iontrol wheel- If nose does not drop immediately push control wheel full'forward' d. KeeP ailerons in neutral. e. Maintain the controls in these positions until spin stops' then neutralize rudder. f. Recover from the resulting dive with smooth back pressure on the control wheel. No abrupt contfol lnovement should be-used during recoverY from the dive, ás the iositive limit manpuvering toad factor may be exceeded. ENGINE FAILURE IN ICING CONDITIONS If ight, select ALTERNATE AIR and attempt to resta a. feathering Procedure)' b. mPh (CAS)' c. Descend if necessary to maintain airspeed' d. Reduce electrical loads per alternator failure procedure below. e. Avoid further icing conditions if possible' f. Land as soon as Practical. g. Maintain at leasi 105 mph (CAS) during f,rnal approach' h. Do not extend landing gear until certain of making field' i. Do not lower wing flaps until certain of making field' j. Use 25 " flaps rather than full flaps for landing' ALTERNATOR FAILURE IN ICING CONDITIONS In the event of an alternator failure during flight in icing conditions: a. Attempt to reset altemator overvoltage relay' b. Checkcircuit breakers and reset if possible, If unable to restore alternator: Turn off all avionics except one NAVCOM and TRANSPONDER. Tum off electric windshield to maintain 60 AMP load' If icing conditions continue terminale flight as soon as practical. Þtiot io landing elecrric windshield may be turned on if necessary' Battery may be depleted and gear may require free-fall extension' 18. ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS REMOVED. The single engine minimum control speed for this configuration is 8l nrph (CAS). If erigine fãilure occurs at an airspeed below 8l mph' reduce power as ne"esé^ry on the operating engine to maintain directional control' t7. c. d. e. f. FAA APPROVED March lO'1972 REVISED: April26,l974 REPORT: VB-423 PAGE 3-17 MODEL: PA-34-200 SENECA 19. PROPELLER OVERSPEED ' Loss of the air charge in the propeller dome may cause the propeller to overspeed if the throttle is advanced rapidly or airspeed is abruptly increased. If an oversþeed condition is encountered, the propeller will not feather and the following procedure should be used. a. Close lhrottle. b. Slow aircraft to best rate of climb speed. c. Pull propeller control back to low RPM. d. Slowly increase throttle until propeller governor is engaged. e. Slowly increase propeller and throttle to the desired power setting. f. Continue flight at reduced speed and power and land as soon as practical. If rhe rhrorrle is retarded below l5-2O IN - MP at speeds above 105 MPH, the propeller may overspeed again upon reapplying powe¡. If this occurs, follow the same procedure to regain propeller control. REPORT: Vß423 PAGE 3-r8 MODEL: PA-34:200 FAA APPROVED March 10,1972 REVISED: August 19, 197 5 SENECA D. SPECIÀL OPERATING PROCEDURES r' *'ofåT,T"'[|o"i H"îä'åï,J,Ë:"tr1""î.'l:îli:;functionally checked ;;;';;b"ble icing conditiont on before entering accomPlish the following: a. Pitot heat - On(immediatelY)' b. V/indshield heat - On (immediately)' c. Propeller Deice - On (immediately)' . d. wiíg -ó"i." - on (after lt4 ¡o ll2 inch accumulation)- e. Relieve propeller rnt¿*." tif required) by increasing RPM briefly: Repeat as required. WARNING Do not cycle pneumatic boots with less than l/4 inch of ice accumulariå",î"r"t¡ln of boots with less th_a-n l/4 inch ice accumulati.ï'";ã-r;;i;'in-r"ilut" to femove ice. Do not hold momenrari;"* r*it"tr ON. If wing-r¿il deicer panel light illuminates for more than 20 seconds luil surface deice circuit breaker. nph in prolonged icing encounters' rotected surfaces of the airplane at the--termination of *"ã" "iitg full flaps and carrying a slight amount of "Ñ;;h';plãát tttould be inireãsed bv l0 to 15 mph. Cruisespeedmaybesignificantlyreducedinprolo.ngedicingencounters.Ificing conditions are encoúntered at alt¡iuäeslUoo" lb'OOO Íeet it may be necessary to descend in order to maintain airspeed above best rate of ctimb speed ( 105 mph - cAS). NOTE Pneumaticbootsmustberegularlycleanedandwaxedforproper opefation ¡i-¡ãi"g .ondjtionl Pitót, windshield-and stall warning heat should be checked on ttre ground before dispatch into icing conditions' Performance ra'ation of ice protection equipment resurts in a 30 FpM decrease in single engine climb raie and a ieduction "iË-ó feet in single engine service ceiling' FAA APPROVED August 19' 1975 REVISED: June 14' 1983 REPORT: V8423 PAGE 3-184 MODEL: PA-34-200 SENECA REPORT: VI.423 PAGE 3-r 8b MODEI,¡ PA-34-200 EAA APPROVED'Âugust 19, l97S REVISED: lune t4,tgi3 SENECA SECTION III PERFORMANCE A. STALLS 1. POWER OFF STALLS The loss of altitude during a powef off stall with gear on-¿ .llpt-tetracted may be as much as 450 feet. The loss"of htituO" with gear doln and 40" of flaps may be as much as 450 feet. 2. POWER ON STALLS The loss of altitude during a power on stall with gear and flaps-retracted may be as much as 550 feet. T'he loss-oiätti,o¿" with gear dÑn and 40" of flaps may be as much as 400 feet. 3. STALL IWARNING SYSTEM Thestallwarningsystemisinoperativewiththemasterswitchoff. B. STALLING SPEEDS (MPII, CALIBRATED ÀIRSPEED) VS ANGLE OF BANK .acE\ilIIHREARCABINANDcARGoDo-oRsREMoVED (/' ,ror*un"" *i' u" reduced by approximately five percent when the rear cabin and cargo doors removed' FAA APPROVED March 10,1972 REVISED: !ryti126,1974 REPORT: VF,423 PAGE 3-19 MODEL: PA-34-200 ANGLE OF BANK 0o ZO" 40o 50o 60o SENECA THIS PAGE INTENTIONALLY LEFT BLANK. REPORT: VB-423 PAGE 3-20 MODEL: PA-34-20o EAA APPROVED March tL,tgZ2 SENECA SECTION IV SUPPLEMENTS NOTE AFLIGHTMANUALSUPPLEMENTIsREQUIRE_DToBEIN THE AIRpLANT-Èl-lcur MANUAL oNLY IF THE Êõúrpr'teNr wsiCH Is rHE suBJEcr oF rHE SUPPLEMENT IS INSTALLED. A. Electric Pitch Trim Installation B. AutoControl III Installation C. AltiMatic IIIB-1 Installation D. AltiMatic V/FD-I and AltiMatic V-l Installation E. Windshield Heating Installation F. Cabin Combustion Heater Installation FAA APPROVED March l0,l972 REVISED: December 20, 1972 REPORÎ V8.423 PAGE 3-2I MODEL: PA-34-200 SENECA THIS PAGE INTENTIONALLY LEF'T BLANK. REPORT: VB423PAGE3-22 MODEL: P^-34-2o0 FAA APPROVED March 10,t972 SENECA A. ELECTRIC PITCH TRIM INSTALLATION I. LIMTTATIONS There are no limitations for this installation' 2, PROCEDURES im fore and aft tric trim ration disengage have unit re¡ b. Inflight (l ) DePress center bar izi Aciivate rocker fore/aft for trim 3. EMERGENCY OPERATION î- In Case Of Malfunction - Disengage electric pitch trim by operating push button trim switch on instrument Panel. b. In EmergencY - Electric Pitch trim maY be overpowered using rnanual pitch trim' REPORT: V8423 PAGE 3-23 MODEL: PA-34-200 FAA APPROVED March lO'7972 SENECA B. AUTOCONTROL III INSTALLATION I. LIMITATIONS a. Auropilor use is prohibited above I95 MPH_CAS b. Use of flaps is limited lo 21" orless during autopilot operations c. Autopilot '.OFF"' for takeoff and landing 2. PROCEDURES ^. Normal Operation - Refer to the current Autocontror III owner's Handbook b. Emergency Operation (l) In an emergency (a) The AuroControl III can be disconnected .-ON-OFF" switch to .,OFF.?' (b) The Autocontrol III can be overpowered at either contror wheel. (2) An autopilot runaway, with a 3 seöond delay in theln¡r¡at¡on ofrecovery' while operating in a crimb, cruise or dãscendinj nignt couro result in a 45" bank and a l25 foot altitude loss. (3) An autopilot runaway, with a I second delay in fhe initiation ofrecovery, during an approach operation, coupleá or uncoupled, single or multi-engine, could resulr in an lg. bank and a ¿o iåo, altitude 3. PERFORMANCE The airplane performance remains unchanged. by pushing the roll REPORT: VB4?3PAGE3-Z¡ MODEL: PA-34-200 FAA APPROVED March 10, tgTZ SENECA D.ALTIMATICV/FD-ToRALTIMATICv.IINSTALLATION fastened. Do not manually overrride autopilot to produce or pfevent pitch attitude changes or to increase bank angle. If oíe engine becomes inopãrative, adjust rudder trim for single engine operation. NOTE Automatic pitch trim witl operate during this check and should be reset prior to takeoff. I. LIMITATIONS a- AutoPilot OFF durin b. Do not engage autoP c. Maximum"uîrrp""á MPH' (180 KTS)' cAS' d. During autopiiot operation, in his seat with the belt e. 2. PROCEDURES a- Preflight (l) Manual Electric Trim (a) Aircraft Master Switch - ON (b) Trim Warning Light -- OU-T i;i Manual trim Whãel freedom of movement - CHECK ìãi n"tunt" Electric Trim Switch and obscene propef direction of inovement of trim wheel - CHECK (e) De¡iress the test button next to the trim warning listttr Light snoïtd light and trim should not fun. If trim runs of if light does not illumlnate, pull trim disconnect switch ãnd do not feset unliì fioUtem has been corrected. DO NOT ENGAGE AUTOPILOT úlrg rRIM DIscoNNEcrED. (2) AutoPilot (a) Start engines (b) Autopilot Master Switch - ON i;i Gyro Check - Check attitude gyro for proper erection. Set diiectional gyro if non'-slaving tyPe' (d) Before tateóîf - Engage auto_pilot, applY force -to controls (one axis at a time) to determine if the autopilot can be overpowered. (e) Þiess HDG, VOR, AppR; REV buttons one at a rime, place pirch command disc in centef detent position and check fespective lights on the Flight Controller for operation' REPORT: VB-423 PAGB 3-26 MODEL: PA-34-200 FAA APPROVED March 10,1972 REVISED: November 16, 1972 SENECA C. ALTIMATIC IIIB-1 INSTALLATION I. LIMITATIONS a. Autopilot use is prohibited above 195 MPH-CAS b. Use of flaps is limiæd to25" or less during autopilot operations c. Autopilot *OFF" for takeoffand landing 2. PROCEDURES ^. Preflight (l) Circuit breaker - Set (2, Depress center bar - Trim fore and aft (3) Manually override electric trim (4) Check manual trim operation (5) Depress center bar - No operation (6) Push rocker Fore/Aft only - No operation (7) If trim fails preflight, disengage elçctric trim by operating push button trim switch on instrument panel until repaired. If trim does not disengage have unit repaired before further flight. b. Normal Operation - Refer to the current AltiMatic IIIB-1 Owner's Handbook c. Fmergency Operation - (l ) In the event of malfunction, the autopilot can be (a) Disconnected by þushing the wheel disconnect switch (AP OFF) (b) Disconnected by pushini the roll rocker switch "OFF" (c) Overpowered manually in r'oll and pitch at either control wheel. (2) In the event of malfunction, the trim system can be (a) Disabled by operating the push button trim switch on the instrufnent panel (b) Overpowered manually at the trim wheel (3) Single engine qperation (a) Disengage autopilot and retrim aircraft - Maintain aircraft in trim throughout all single engine operations. (Ball centered) (b) Perform normal engine out emergency procedure (c) Re-engage autopilot (4) An autopilot