Airplane Flight Manual for the Piper PA-44 Seminole

The datum used is 78.4 inches ahead of the wing leading edge at wing station 106. It is the responsibility of the airplane owner and the pilot to ensure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.17 MANEUVER LIMITS All intentional acrobatic maneuvers (including spins) are prohibited. Avoid abrupt maneuvers. 2.19 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) (1) Flaps Up (2) Flaps Down (b) Negative Load Factor (Maximum) No inverted maneuvers approved. ISSUED: November 3, 2016 3.8 G 2.0 G -1.5 G REPORT: VB-2636 2-5 SECTION 2 LIMITATIONS PA-44-180, SEMINOLE 2.21 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night I.F.R. (e) Non Icing 2.23 FUEL LIMITATIONS (a) Minimum Aviation Fuel Grade (b) Total Capacity (c) Unusable Fuel The unusable fuel for this airplane is 1.0 gallon in each nacelle in critical flight attitudes. (d) Usable Fuel The usable fuel in this airplane is 54 gallons in each nacelle for a total of 108 gallons. 2.25 MAXIMUM SEATING CONFIGURATION The maximum seating capacity is 4 persons. 100LL or 100 110 U.S. GAL. 2 U.S. GAL. 108 U.S. GAL. REPORT: VB-2636 2-6 ISSUED: November 3, 2016 B PA-44-180, SEMINOLE SECTION 2 LIMITATIONS 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (a) Cockpit Reference & Pilot's Guide The Garmin G1000 Cockpit Reference Guide for the PA-44-180 Seminole (Garmin P/N 190-02199-00 latest appropriate revision and -XX part number) must be immediately available to the pilot while operating the airplane. (b) System Software Requirements. The G1000 must utilize the following or later FAA approved software versions: Component Identification Software Version Note * Note ** PFD Primary Flight Display 20.10 20.86 MFD Multifunction Flight Display 20.10 20.86 GMA Audio Panel 4.04 5.20D GRS Attitude and Heading 2.02 2.06 Reference System GDC Air Data Computer 2.02 2.05 GIA Integrated Avionics Unit 8.05.2 2.04 GEA Engine Airframe 2.07 2.11 Interface Unit GPS Global Positioning System 5.1 7.0 GMU Magnetometer Unit 2.05 2.00 The software versions can be verified on the AUX - SYSTEM STATUS page of the MFD. ** Applicable to SN 4496395, 4496397 thru 4496431, and 4496433 thru 4496446. ** Applicable to SN 4496432, 4496447 and up. ISSUED: November 3, 2016 REVISED: October 1, 2018 REPORT: VB-2636 2-7 SECTION 2 LIMITATIONS PA-44-180, SEMINOLE 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued) (c) Databases GPS/SBAS based IFR enroute, oceanic and terminal navigation predicated upon the Garmin G1000 GPS receiver is prohibited unless the pilot uses a valid, compatible, and current navigation database or verifies each selected waypoint for accuracy by reference to current data. Instrument approach navigation predicated upon the Garmin G1000 GPS receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database. The G1000 navigation database must incorporate the current update cycle or each waypoint must be verified for accuracy with current approach chart data. Manual entry of data points is prohibited. (d) Flight Planning In areas where GPS WAAS SBAS coverage is not available, the pilot must verify RAIM availability. See Section 1.21 for available FDE/RAIM prediction programs. For operations within the U.S. Nation Airspace System on RNP and RNAV procedures when GPS WAAS SBAS signals are not available, the availability of GPS RAIM shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met. For operations within European B-RNAV/RNAV 5 and P-RNAV airspace, if more than one satellite is scheduled to be out of service, then the availability of RAIM/FDE shall be confirmed for the intended flight (route and time). In the event of a predicted continuous loss of RAIM/FDE of more than five minutes for any part of the intended flight, the flight shall be delayed, canceled, or rerouted on a track where RAIM/FDE requirements can be met. For operations where the route requires oceanic/remote area (Class II) navigation, the aircraft's operator or flight crew must determine that RAIM/ FDE will be available along the intended route of flight. If RAIM/FDE will be unavailable for more than 34 minutes for RNP-10 airspace or 25 minutes for RNP-4 airspace, then the operation must be rescheduled when RAIM/FDE is available. REPORT: VB-2636 2-8 ISSUED: November 3, 2016 REVISED: October 1, 2018 PA-44-180, SEMINOLE SECTION 2 LIMITATIONS 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued) (d) Flight Planning In areas where GPS SBAS coverage is not available, the pilot must verify RAIM availability. See Section 1.21 for available FDE/RAIM prediction programs. For operations within the U.S. Nation Airspace System on RNP and RNAV procedures when GPS SBAS signals are not available, the availability of GPS RAIM shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met. For operations within European B-RNAV/RNAV 5 and P-RNAV airspace, if more than one satellite is scheduled to be out of service, then the availability of RAIM/FDE shall be confirmed for the intended flight (route and time). In the event of a predicted continuous loss of RAIM/ FDE of more than five minutes for any part of the intended flight, the flight shall be delayed, canceled, or rerouted on a track where RAIM/ FDE requirements can be met. For operations where the route requires oceanic/remote area (Class II) navigation, the aircraft's operator or flight crew must determine that RAIM/FDE will be available along the intended route of flight. If RAIM/FDE will be unavailable for more than 34 minutes for RNP-10 airspace or 25 minutes for RNP-4 airspace, then the operation must be rescheduled when RAIM/FDE is available. When RAIM is required for GPS integrity (GPS SBAS not available) during instrument meteorological conditions (IMC), other non-GPS navigation equipment appropriate to the operation, must be available. ISSUED: November 3, 2016 REVISED: April 2, 2020 REPORT: VB-2636 2-9 SECTION 2 LIMITATIONS PA-44-180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-2636 2-10 ISSUED: November 3, 2016 REVISED: April 2, 2020 PA-44-180, SEMINOLE SECTION 2 LIMITATIONS 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued) (e) Enroute Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDS) and Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV "T" routes should be loaded into the flight plan from the database in their entirety, rather than loading route waypoints from the database into the flight plan individually. Selecting and inserting individual named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. Manual entry of waypoints using latitude/longitude or place/ bearing is prohibited. Navigation information is referenced to WGS-84 reference system, and should only be used where the Aeronautical Information Publication (including electronic data and aeronautical charts) conform to WGS-84 or equivalent. (f) Approaches (1) Vertical Guidance Advisory vertical guidance deviation information is only an aid to help pilots comply with altitude restrictions. When using advisory vertical guidance, the pilot must use the primary barometric altimeter to ensure compliance with all altitude restrictions, particularly during instrument approach operations. ISSUED: November 3, 2016 REVISED: April 2, 2020 REPORT: VB-2636 2-11 ! ! SECTION 2 LIMITATIONS PA-44-180, SEMINOLE 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued) (f) Approaches (continued) (1) Vertical Guidance (continued) When GPS SBAS corrections are unavailable or if operating outside of GPS SBAS coverage, instrument approaches utilizing the GPS receiver will be conducted in the approach mode and Fault Detection and Exclusion mode. Loss of Integrity annunciations must not be displayed at the final approach fix. Vertical guidance from GPS will not be available if GPS SBAS corrections are unavailable or if operating outside of GPS SBAS coverage. GPS SBAS corrections should be selected OFF when operating outside of GPS SBAS system coverage. Barometric vertical guidance (Baro-VNAV) may be used for LNAV/VNAV approaches in the absence of SBAS coverage. NOTE This aircraft is not authorized to perform barometric vertical guidance (baro-VNAV) approaches in the EASA airspace system. IFR non-precision approach with vertical guidance approval using the GPS/SBAS sensor is limited to published approaches within the U.S. and EASA Airspace Systems. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. (2) GPS Approaches See Section 1, paragraph 1.21. for approved GPS operations/ approaches. (3) Non GPS Approaches The navigation equipment required to perform an instrument approach procedures is indicated by the title of the procedure and notes on the IAP chart. Use of the Garmin GPS/SBAS receivers to provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for "or GPS" navigation is prohibited. When using the Garmin VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation data must be selected and presented on the CDI of the pilot flying. REPORT: VB-2636 2-12 ISSUED: November 3, 2016 REVISED: December 16, 2019 ! PA-44-180, SEMINOLE SECTION 2 LIMITATIONS 2.27 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (continued) (h) Terrain, TAWS-B, and Obstacle Display (continued) Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all obstacles are necessarily charted and therefore may not be contained in the obstacle database. The terrain and TAWS-B databases cover all latitude and longitudes and the obstacle database covers the United States, Canada, and Europe. NOTE The area of coverage may be modified as additional obstacle data sources become available. (i) Datalink Weather Display Optional XM weather information displayed on the MFD is limited to supplemental use only and may not be used in lieu of an official weather data source. WARNING Do not use data-linked weather as the sole means for negotiating a path through a thunderstorm area (tactical maneuvering). Avoid any thunderstorm identified as severe or giving an intense radar echo by at least 20 miles. This is especially true under the anvil of a large cumulonimbus. (j) Traffic Display Traffic shown on the display may or may not have traffic alerting available. The display of traffic is an aid to visual acquisition and may not be utilized for aircraft maneuvering. (k) Synthetic Vision System (SVS) Use of the Synthetic Vision system display elements alone for aircraft control without reference to the G1000 primary flight instruments or the aircraft standby instrument is prohibited. Use of the Synthetic Vision system alone for navigation, or obstacle/terrain avoidance is prohibited. ISSUED: November 3, 2016 REVISED: October 1, 2018 REPORT: VB-2636 2-13