Piper PA-34 Seneca V Pilot's Operating Handbook

3-9 7. Rear Cabin and Cargo Doors Removed 3-9 FAA APPROVED MAY 14, 1973 REVISED: JUNE 28, 1974 REPORT: VB-563 PAGE 3-i MODEL: PA-34-200 SENECA C. Emergency Procedures 3-11 1. Detecting a Dead Engine 3-11 2. Feathering Procedure 3-11 3. Unfeathering Procedure 3-12 4. Fuel Management During Single Engine Operation 3-12 5. Engine Failure During Takeoff 3-13 6. Engine Failure During Climb 7. Single Engine Landing 8. Single Engine Go-Around 9. Manual Extension of Landing Gear 10. Landing Gear Unsafe Warnings 11. Gear-Up Emergency Landing 12. Electrical Failures 13. Vacuum Systems Failures 14. Engine Fire 3-15 3-15 3-15 3-16 3-16 3-16 3-16 3-18 3-18 15. Spins 3-19 16. Engine Failure In Icing Conditions 3-19 17. Alternator Failure In Icing Conditions 3-19 18. Engine Failure With Rear Cabin and Cargo Doors Removed 19. Propeller Overspeed 3-19 3-20 D. Special Operating Procedures 3-20a 1. Flight In Known Icing Conditions 3-20a SECTION III Performance 3-21 A. Stalls 1. Power Off Stalls 2. Power On Stalls. 3-21 3-21 3-21 3. Stall Warning System 3-213 B. Stalling Speeds (MPH. Calibrated Airspeed) vs Angle of Bank 3-21 C. Aircraft Performance With Rear Cabin and Cargo Doors Removed 3-21 SECTION IV Supplements 3-23 A. Electric Pitch Trim Installation 3-25 B. AutoControl III Installation 3-26 C. AltiMatic IIIB-1 Installation 3-27 D. AltiMatic V/FD-1 and AltiMatic V-1 Installation 3-28 E. Windshield Heating Installation 3-30 F. Cabin Combustion Heater Installation 3-31 REPORT: VB-563 PAGE 3-ii MODEL: PA-34-200 FAA APPROVED MAY 14, 1973 REVISED: AUGUST 18, 1975 DESCRIPTION AIRPLANE AND SYSTEMS SENECA THE AIRPLANE The Seneca is a conventional twin-engine, all-metal airplane, which offers multi-engine safety plus the room and comfort of an exceptionally large cabin. Using the NACA 652-415 laminar flow type airfoil, this airplane handles much like the Cherokees, so that a pilot can transition from the Cherokee line with a minimum of effort. At the same time, in utility and performance, the Seneca is in line with the Aztec and the larger Piper twins. With a seating capacity as high as seven and a fuel capacity of 98 gallons, there is a wide degree of flexibility in the Seneca. Its wide mission capability requires preflight planning, as with any aircraft. Because of such a large loading capability and the generous 98 gallon fuel capacity, a simple-to-use weight and balance calculator provided with each Seneca enables the pilot to easily determine acceptable fuel and payload combinations for each flight. The large floor space, easily removable seats, large well-placed rear door and nose-section baggage compartment make the aircraft ideal for carrying cargo or a mixture of cargo and passengers. In the design of this airplane, emphasis was placed on simplicity. Pilots who are new to multi-engine flying as well as more experienced pilots who fly many types of aircraft will appreciate the lack of complication in the fuel system, which eliminates tank-switching complexities, and the back-up gear extension system, which ensures gear extension by gravity free-fall. One of the principal advantages of the Seneca is its ability to get in and out of small- airports. paved or unpaved. Docile flight characteristics add to the aircraft safety, and counter-rotating propellers eliminate the "P" factor and asymmetric forces present when both propellers turn in the same direction. AIRFRAME Except for the steel used in the engine mount and landing gear, and the fiberglass used in such portions as the nose and wing tips, the structural components of the airframe are made of aircraft aluminum alloy which has been heat treated and protected from corrosion. The airframe has been designed and tested to a limit positive load factor of 3.8. The Seneca is not designed for aerobatic flight, and consequently aerobatics are prohibited. The fuselage is a conventional semi-monocoque structure, which has a front door on the right side and a rear door on the left. An additional large-size rear door, which facilitates the loading of large pieces of cargo, is available. AIRPLANE AND SYSTEMS REVISED: MAY 30, 1975 2-1 SENECA The wing is of conventional metal design using one main spar located at approximately 40% of the chord aft of the leading edge, to take bending loads, and a rear spar for mounting the flaps and ailerons and to assist in taking torque and drag loads. Slotted wing flaps, which are mechanically operated by a four-position handle located between the two front seats, are provided to reduce landing speed and to give the pilot a high degree of glide path control. Two interconnected fuel tanks form an integral part of each wing. Both tanks on one side are filled through a single filler neck located well outboard of the engine nacelle. The wings are attached to each side of the fuselage by the butt ends of the main spars, which are bolted into a spar box carry through, an integral part of the fuselage structure. There are also fore and aft attachments at the rear spar and at an auxiliary front spar. The empennage of the Seneca consists of a vertical stabilizer, a rudder, and a horizontal stabilator. The rudder has a trim tab capable of relieving the pilot of excessive pedal force during single-engine operation. The stabilator. incorporates an anti-servo tab which improves longitudinal stability and provides longitudinal trim. This tab moves in the direction the stabilator moves but with increased travel. As an added safety feature, structural stringers of aluminum on the bottom of the fuselage help to reduce damage in case of an inadvertent gear-up landing. ENGINES The 400 total horsepower of the Seneca engines makes possible a high cruise speed and excellent climb performance. The aircraft is powered by two four-cylinder, Lycoming. fuel-injected engines, each rated at 200 horsepower at 2700 RPM. Asymmetric thrust is eliminated during take-off and climb by counter-rotation of the engines, the left engine rotating in a clockwise direction when viewed from the cockpit and the right engine rotating counterclockwise. The engine compartments are easily accessible for inspection through top-hinged side- panels on either side of the engine cowlings. The cowlings are cantilever structures, attached at the firewalls. Engine mounts are constructed of steel tubing, and dynafocal mounts are provided to reduce vibration. The exhaust system is a crossover type, with exhaust gases directed outboard of the nacelles into muffler-heaters to minimize exhaust noise and provide heated air for the cabin and defroster. The cowl flaps are located on the bottom of the engine nacelle and are manually operated by control levers below the throttle quadrant. The control levers have three positions: open, intermediate and closed. A lock, incorporated into each control lever, locks the cowl flap in the selected position. To operate, depress the lock and move the control to the desired position. Release the lock after initial movement of the control; the flap will then stop automatically in the next intermediate, open or closed position. The lock must be depressed for each selection of cowl flap. An oil cooler for each engine is mounted on the forward side of the firewall. Air is picked up by air scoops on the side of the cowl, passed through the oil cooler and ducted overboard in the lower cowling. 2-2 AIRPLANE AND SYSTEMS ISSUED: JULY 16, 1973 SENECA Each engine is equipped with a Bendix RSA-5 fuel injection system, which operates on the principle of measuring engine air consumption and using the air flow to control fuel flow to the engine. Fuel pressure regulation by means of a servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above vapor forming conditions, yet fuel inlet pressure is low enough to allow the use of a diaphragm fuel pump. Thus vapor lock and associated problems of difficult starting are minimized. Mounted on top of the engine is the ported fuel flow divider with four nozzle lines routed to the cylinders. The divider contains a spring loaded positive shut-off valve. Within each cylinder are continuous-flow air bleed nozzles with provisions to eliminate the adverse effects of low manifold pressure when idling. Since fuel metering is provided by the servo regulator rather than the nozzles, more uniform cylinder head temperatures result and longer engine life is possible. Induction air for the engine enters an air scoop located on the outboard side of the lower cowl. The air is directed through a filter and thence to the servo regulator. To prevent engine malfunction if the air filter becomes blocked, the induction system incorporates a method of providing heated alternate air which does not pass through the filter. Located in the air box between the filter and servo regulator is a valve which is manually operated by the alternate air control located below the power quadrant. Since the alternate air is heated by the crossover exhaust tube, it gives extra protection against icing in the system caused by snow or freezing rain. Alternate air should not be used during ground operation because the unfiltered air may contain dust and other contamination. The primary induction source should always be used for take-off. All throttle operations should be made with a smooth, not-too-rapid movement to prevent unnecessary engine wear, or damage to dynamic counterweights on the engines. J ! AIRPLANE AND SYSTEM REVISED: MARCH 29.1977 L PULL CLOSE COWL FLAP PUSH-OPEN R Cowl Flap Control า ) SENECA The pilot should read and follow the procedures recommended in the Lycoming Operator's Manual for this engine, in order to obtain maximum engine efficiency and time between engine overhauls. PROPELLERS Counter-rotation of the propellers provides balanced thrust during take-off and climb and eliminates the "critical engine" factor in single-engine flight. The propellers are constant speed, controllable pitch, full feathering Hartzell propellers, operated by oil and nitrogen pressure. Compressed air may be used instead of nitrogen, provided it contains no moisture. Oil pressure sends the propeller toward the high RPM or unfeather position, while nitrogen pressure sends the propeller toward the low RPM or feather position and keeps the propeller from overspeeding. The recommended nitrogen pressure to be used when charging the unit is listed on placards on the propeller dome and inside the spinner. This pressure varies with ambient temperature at the time of charging. A governor, mounted on each engine, supplies oil through the propeller shaft at various pressures to maintain constant RPM settings. Each propeller is controlled by use of the propeller control lever located in the center of the power control quadrant. Feathering of a propeller is accomplished by moving the control fully aft through the low RPM detent, into the feather position. Feathering takes place in approximately six seconds. Unfeathering is accomplished by moving the propeller control ahead and engaging the starter until the propeller is windmilling. A feathering lock, operated by centrifugal force, prevents feathering during engine shut-down, by making it impossible to feather any time the engine speed is less than 800 RPM. For this reason if an engine is being feathered to save it the pilot must be sure to move the control to feather position before the engine speed drops below 800 RPM. LANDING GEAR SYSTEM To increase cruise speed, climb and other performance, the Seneca is equipped with a retractable tricycle landing gear, which is hydraulically operated. Hydraulic pressure for gear operation is furnished by an electrically-powered reversible pump controlled by a two-position selector switch located on the instrument panel to the left of the control quadrant. The gear selector switch, which has a wheel-shaped knob, must be pulled out before it is moved to the “UP” or “DOWN" position. When hydraulic pressure is exerted in one direction the gear is retracted; when it is exerted in the other direction the gear is extended. If the landing gear is in transit and the hydraulic pump is running, it is inadvisable to move the gear selector switch to the opposite direction before it has reached its travel limit, because this sudden reversal may be harmful to the electric pump. Retraction or extension normally takes six to seven seconds. The gear is designed to extend even in the event of hydraulic failure, since the gear is held up by hydraulic pressure. If the hydraulic system develops a leak or if the pressure is relieved for any reason, gravity will cause the gear to extend. Aerodynamic loads and springs assist in extending and locking the gear down. When the landing gear is retracted, the main wheels fold toward the centerline of the airplane and the nose gear retracts forward.-Once the nose gear has AIRPLANE AND SYSTEMS