PA-44-180, SEMINOLE

thru and Supplement 12. 9-100 9-101 Added pages thru and Supplement 13. ~111,.~ 9-106 9-107 Added pages Christina L. Marsh thru and Supplement 14. 9-110 Jan. 12,2001 Date Rev. 11 vi-b Added Rev. II to L of R. q f.C;;;~ (PRO 106 I5) 2-9 Revised Para. 2.27. 2-10 Revised Para. 2.27. Peter E. Peck 9-i Revised T of C. June 15, 2001 Date Rev. 12 vi-b Added Rev. 12 to L of R. (PROI1101) 3-15 Revised Para. 3.5k. 3-35 Revised Para. 3.29. 4-10 Revised Para. 4.5c. 5-17 Converted fold-out pages. thru 5-34 7-10 Revised Para. 7.9. 7-19 Revised Para. 7.17. ~iJJ7-20 Revised Para. 7.17 & Figure 7-19. 7-25 Revised Para. 7. 17. Albert 1. Mill 7-35 Revised Para. 7.25. 7-36 Revised Figure 7-35. Nov. 1,2001 7-37 Revised Figure 7-35. Date REPORT: VB-1616 vi-b ISSUED: JULY 12, 1995 REVISED: NOVEMBER 1, 2001 PA-44-180, SEMINOLE PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (coot) Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 13 vi-c Added page & Rev. 13 ~ (PRO I 1130) to L ofR. vi-d Added page. 7-21 Revised Figure 7-21. Albert 1. Mill Nov. 30. 2001 Date Rev. 14 vi-c Added Rev. 14 to L of R. (PR020723) 5-9 Revised List of Figures. 5-16 Added Figure 5-10. 5-17 Revised Figure 5-11. 5-19 Revised Figure 5-13. 5-21 Revised Figure 5-15. 5-23 Revised Figure 5-17. 5-24 Revised Figure 5-19. ~;;J5-25 Revised Figure 5-21. 5-27 Revised Figure 5-25. 5-32 Revised Figure 5-31. Albert J. Mill 5-33 Revised Figure 5-33. 5-34 Revised Figure 5-35. July 23, 2002 Date Rev. 15 vi-c Added Rev. 15 to L of R. (PR020801) 3-4 Revised Para. 3.5a. ~;;J3-8 Revised Para. 3.5a. 3-23 Revised Para. 3.9d. 3-26 Revised Para. 3.9i. Albert. J. Mill 4-17 Revised Para. 4.5n. 4-38 Revised Para. 4.33. August I, 2002 Date ISSUED: JULY 12, 1995 REVISED: AUGUST 1, 2002 REPORT: VB-1616 vi-c PILOT'S OPERATING HANDBOOK Rev. 17 III 3-iii 3-35 4-33 9-46 thru and Supplement 16, 9-124 PA-44-180, SEMINOLE PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (coot) Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 18 vi-e Added page & Rev. 18 (PR040120) to L ofR. ~ vi-f Added page. 7-8 Revised Figure 7-7. 9-i Revised T of C. Albert J. Mill 9-125 Added pages thru and Supplement 17. Jan. 20. 2004 9-128 Date Rev. 19 vl-e Added Rev. 19 to L of R. (PR04072S) 4-15 Revised para. 4.5i & 4.5j. 4-16 Revised para. 4.5m. ~ 4-32 Revised para. 4.25a. 4-33 Revised para. 4.25b & 4.27. Albert J. Mill July 28, 2004 Rev. 20 vl-e Added Rev. 20 to L of R. (PR050425) 3-iii Revised T of C. 3-iv Revised T of C. 3-11 Revised para. 3.5f. 3-12 Revised para. 3.5g. ~A' 3-31 Revised para. 3.19b. - 3-32 Revised para. 3.21 typo. Linda 1. Dicken April 25, ~005 Rev. 21 viae Added Rev. 21 to L of R. (PROS I 101) 7-5 Revised para. 7.7. 7-8 Revised Figure 7-7. 7-8a Added page and revised ~~ Figure 7-7. 7-Sb Added page. Linda J. Dicken 7-11 Revised para. 7.9. Nov. 1,2005 ISSUED: JULY 12, 1995 REVISED: NOVEMBER 1, 2QQ5 REPORT: VB-1616 viae PA-44-180, SEMINOLE PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date : : IREPORT: VB-1616 vi-f ISSUED: JULY 12, 1995 REVISED: JANUARY 20, 2004 PA-44-180~ SEMINOLE 1 2 LIMITATIONS 3 4 5 6 7 >J~'''''''A"L'''+ 8 AIRPLANE ,Il,ll,rll<,,L~,ILl"Jl,,J,Il,L~"". AND 9 SUPPLEMENTS 1995 REPORT: PA.44·180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB·1616 viii ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE TABLE OF CONTENTS SECTION 1 GENERAL SECTION 1 GENERAL Paragraph Page No. No. I. I Introduction I-I 1.3 Engine 1-3 1.5 Propeller 1-3 1.7 1.9 Fuel Oil 1-4 1-4 1.11 MaxilTIUlTI Weights 1-5 1.13 Standard Airplane Weights 1-5 1.15 Baggage Space and Entry Dimensions 1-5 1.17 Specific Loading .. 1-5 1.19 Symbols, Abbreviations and Terminology.................................... 1-7 ISSUED: JULY 12, 1995 REPORT: VB-1616 l-i SECTION 1 GENERAL PA-44-180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1616 l-ii ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE 1.1 INTRODUCTION SECTION 1 GENERAL SECTION 1 GENERAL This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by the Federal Aviation Regulations and additional information provided by the manufacturer and constitutes the FAA Approved Airplane Flight Manual. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a cun'ent status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook. Although the arrangement of this handbook is intended to increase its in- flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to become familiar with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered (arabic) sections, each provided with a finger-tip tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The Emergency Procedures Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. ISSUED: JULY 12, 1995 REPORT: VB·1616 1-1 1----10'--.......; Wing Area (sq. ft.) Min. Turning Radius (ft.) (from pivot point to wingtip) PA-44~180, SEMINOLE 1.3 ENGINE (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number Left Right (d) Rated Horsepower (e) Rated Speed (rpm) (f) Bore (in.) (g) Stroke (in.) (h) Displacement (cu. in.) (i) Compression Ratio (j) Engine Type 1.5 PROPELLER (a) Number of Propellers (b) Propeller Manufacturer (c) Blade Model Left Right (d) Number of Blades (e) Propeller Diameter (inches) (I) Maximum (2) Minimum (f) Propeller Type ISSUED: JULY 12, 1995 SECTION 1 GENERAL 2 Lycoming 0-360-AIH6 LO-360-AIH6 180 2700 5.125 4.375 361 8.5:1 Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 2 Hartzell HC-C2Y(K,R)-2CEUFI FC7666A-2R HC-C2Y(K,R)-2CLEUFI FJC7666A-2R 2 74 72 Constant Speed, Hydraulically Actuated, Full Feathering REPORT: VB·1616 1·3 (I) 8 Instruction 10 14. Oil Vi,lI'/)',itv MIL-L-2285I 15W·50 or 20W-50 20 40 30°F to 90°F to 70°F to Below lOoP When opf:rating telTlpel"atulres overlan indicated 40 1-4 Refer to Instruction ,ubricating Oil Recom- 1.13 STANDARD AIRPLANE WEIGHTS SECTION 3816 3800 and the 1.15 BAGGAGE SPACE AND ENTRY DIMENSIONS 24 22 21.1 10.55 1-5 PA-44-180, SEMINOLE SECTION 1 GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot. (a) General Airspeed Terminology and Symbols CAS KCAS GS lAS KIAS TAS KTAS VA ISSUED: JULY 12, 1995 Calibrated Airspeed means the indicated speed of an airplane, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Calibrated Airspeed expressed in Knots. Ground Speed is the speed of an airplane relative to the ground. Indicated Airspeed is the airspeed of an airplane as shown on the airspeed indicator when corrected for instrument error. lAS values published in this handbook assume zero instrument enor. Indicated Airspeed expressed in Knots. True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. True Airspeed expressed in Knots. Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. REPORT: VB-1616 1-7 1 1.19 SYl'!ilBClLS, ABBREVIATIONS AND TERMINOLOGY (COltltiollled) is YMCA VNE Vs Vso Vy Best l(a[e-lJI-'~llJmo which delive'rs the shcirlesl pl)ssible time. the alrs,pet~d in altitude in ISA which: (4) is 29.92 Pressure Altitude REPORT: 1-9 1 i nslrUJlTIe,111 error. In mSitrtllTIlc:nl errors are assumed to be zero. at on velClC!tles re~corded as variabllC:s hal1dtlook are to be Power Maximum power pell'mi.ssible For takeoff. Power Instruments cruise. f\lll'pUme Pelformance and a a horizontal distance traversed time interval. Route Seg;ment Reference Datum An ima:ginary is geclgnlphical !ocatlcm or can from which all Arm Moment The horizontal distance from the reference datum to the center of of an REPORT: VB-l6l6 SECTION 1 GENERAL PA-44-180, SEMINOLE 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) CO. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. CO. Limits Usable Fuel Unusable Fuel Standard Empty Weight Basic Empty Weight Payload Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight REPORT: VB·1616 1·12 The extreme center of gravity locations within which the airplane must be operated at a given weight. Fuel available for flight planning. Fuel remaining after a runout test has been completed in accordance with govern- mental regulations. Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Standard empty weight plus optional equipment. Weight of occupants, cargo and baggage. Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run-up fuel). Maximum weight approved for the start of the takeoff run. Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable fuel. ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE Paragraph No. TABLE OF CONTENTS SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS Page No. 2. ] General......... 2-1 2.3 Airspeed Limitations 2-1 2.5 Airspeed Indicator Markings 2-2 2.7 Power Plant Limitations 2-3 2.9 Power Plant Instrument Markings................................................. 2-4 2.11 Weight Limits................................................................................ 2-5 2.13 Center of Gravity Limits 2-5 2.15 Maneuver Limits 2-5 2.17 Flight Load Factors 2-5 2.19 Types of Operation 2-6 2.21 Fuel Limitations 2-6 2.23 Maximum Seating Configuration.................................................. 2-6 2.25 Gyro Suction Limits...................................................................... 2-6 2.27 Placards....... 2-7 ISSUED: JULY 12, 1995 REPORT: VB-1616 2·i SECTION 2 LIMITATIONS PA.44-180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1616 2-ii ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE 2.1 GENERAL SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS This section provides the FAA Approved operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the airplane and its systems. Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED Never Exceed Speed (VNE) - Do not exceed this speed in any operation. Maximum Structural Cruising Speed (VNO) - Do not exceed this speed except in smooth air and then only with caution. Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. At 3800 Ib Gross Weight At 2700 lb Gross Weight CAUTION: KIAS 202 169 135 112 KCAS 194 165 133 112 Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. ISSUED: JULY 12, 1995 REPORT: VB·1616 2·1 SECTION 2 LIMITATIONS PA·44·180, SEMINOLE 2.3 AIRSPEED LIMITATIONS (Continued) SPEED Maximum Landing Gear Extended Speed (VLE) -Do not exceed this speed with landing gear extended. Maximum Landing Gear Extension Speed (VLO) - Do not exceed this speed when extending the landing gear. Maximum Landing Gear Retraction Speed (VLO) - Do not exceed this speed when retracting the landing gear. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the naps extended. One Engine Inoperative Best Rate of Climb Speed. Air Minimum Control Speed (VMCA) - Lowest airspeed at which airplane is con- trollable with one engine operating and no flaps. Note: This is a stalled condition. 2.5 AIRSPEED INDICATOR MARKINGS MARKING Red Radial Line (Never Exceed) KIAS 140 140 109 III 88 56 KCAS 138 138 109 109 90 63 lAS 202 KTS Yellow Arc (Caution Range - Smooth Air Only) Green Arc (Nonnal Operating Range) REPORT: VB·1616 2-2 169 KTS to 202 KTS 57 KTS to 169 KTS ISSUED: JULY 12, 1995 SECTION 2 PA-44-180, SEMINOLE LIMITATIONS 2.5 AIRSPEED INDICATOR MARKINGS (Continued) MARKING lAS White Arc (Flap Down) 55 KTS to 111 KTS Blue Radial Line (One Engine Inoperative Best Rate of Climb Speed) 88 KTS Red Radial Line (One Engine Inoperative Air Minimum Control Speed) 56 KTS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 2 (b) Engine Manufacturer Lycoming (c) Engine Model No. Left 0-360-AIH6 Right LO-360-A IH6 (d) Engine Operating Limits (J) Maximum Horsepower 180 (2) Maximum Rotation Speed (RPM) 2700 (3) Maximum Manifold Pressure Full Throttle (4) Maximum Cylinder Head Temperature 500°F (5) Maximum Oil Temperature 245°F (e) Oil Pressure Minimum 25 PSI Maximum 115 PSI (f) Fuel Pressure Normal Operating Range (green arc) 0.5 PSI to 8 PSI Minimum (red line) 0.5 PSI Maximum (red line) 8 PSI (g) Fuel (AVGAS ONLY) (minimum grade) 100 or 100LL Aviation Grade (h) Number of Propellers 2 (i) PropelJer Manufacturer Hartzell ISSUED: JULY 12, 1995 REPORT: VB-1616 2-3 SECTION 2 LIMITATIONS PA-44-180, SEMINOLE 2.7 POWER PLANT LIMITATIONS (Continued) (j) Propeller Hub and Blade Models Left Right (k) Propeller Diameter (inches) Maximum Minimum HC-C2Y(K,R)-2CEUF/ FC7666A-2R HC.C2Y(K,R)-2CLEUFI FJC7666A-2R 74 IN. 72 IN. 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Are (Normal Operating Range) Red Line (Maximum) (b) Oil Temperature Green Arc (Normal Operating Range) Red Line ( Maximum) (e) Oil Pressure Green Arc (Normal Operating Range) Yellow Arc (Caution Range) (Idle) Yellow Arc (Warm Up, Taxi & T.O.) Red Line (Minimum) Red Line (Maximum) (d) Fuel Pressure Green Arc (Normal Operating Range) Red Line (Minimum) Red Line (Maximum) (e) Cylinder Head Temperature Green Arc (Normal Range) Red Line (Maximum) 500 to 2700 RPM 2700 RPM 75°F to 245°F 245°F 55 PSI to 95 PSI 25 PSI to 55 PSI 95 PSI to 115 PSI 25 PSI 115 PSI 0.5 PSI to 8 PSI 0.5 PSI 8 PSI 200°F to 500°F 500°F REPORT: VB-1616 2-4 ISSUED: JULY 12, 1995 2 NOTE lb lb lb Pounds 3400 3800 Inches Aft of Datum 89.0 Inches Aft of Datum 93.0 intl~ntion;al al;rolpatic maneuvers (in~:lud.lng maneuvers. are prclhil:,ited. 3.80 o ISSUED: 2·5 2.19 TYPES Unusable Fuel or 110 2U.S. in deterrrline~d as nacelle or a total of 108 t;,UIUU;:>. GYRO SUCTION LIMITS are to R1<~"OR'T~ VD·1616 PA-44-180, SEMINOLE 2.27 PLACARDS In full view of the pilot: SECTION 2 LIMITATIONS The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the normal category. Other operating limitations which must be complied with when operating this airplane in this category are contained in the airplane flight manual. No acrobatic manCLlvers, including spins, approved. This aircraft approved for Y.F.R., I.F.R., day and night non-icing night when equipped in accordance with FAR 91 or FAR 135. ISSl.JEP: JULY 12, 1995 REVISED: JUNE 04, 1996 REPORT: VB-1616 2-7 SECTION 2 LIMITATIONS 2.27 PLACARDS (Continued) In full view of the pilot: PA-44-180, SEMINOLE ONE ENGINE INOPERATIVE AIR MINIMUM CONTROL SPEED 56 KIAS In full view of the pilot: ONE ENGINE INOPERATIVE STALLS NOT RECOMMENDED. CAN CAUSE 300 FT. LOSS OF ALTITUDE AND 30° PITCH ANGLE. In full view of the pilot: WARNING - TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND, OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. On instrument panel in full view of the pilot: VA 135 AT 3800 LBS (SEE PO.H.) VLo 140 DN, 109 UP VLE i40MAX. DEMO. X-WIND]7 KTS In full view of the pilot and passengers: (SIN 4496014 and up) NO SMOKING REPORT: VB·1616 2-8 ISSUED: JUl,Y 12, 1995 REVISED: NOVEMBER 8, 2002 2.27 £1Ji'J.'L-i'1'AIJ'" «(;ontiinued) WARN In full view of TO BE REMOVED WHEN AMBIENT On stonn Wlrldo'iV: DO PULL HANDLE FORWARD PUSH WINDOW OUT PULL TO RELEASE. SEE AFM ,,~l~,rt(\r switch: UP 109 KIAS MAX. SECTION 2 On Adiiacent to GRADE 1001..1. REPORT: VB·1616 ONLY 100 PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General... 3-1 3.3 Airspeeds for Safe Operations 3-2 3.5 Emergency Procedures Cheeklist.................................................. 3-2 3.5a Engine Inoperative Procedures (3.9) 3-2 Identifying Dead Engine and Verifying Power Loss (3.9a)..................................................... 3-2 Engine Securing Procedure (Feathering Procedure) (3.9b) 3-2 Engine Failure During Takeoff (Speed Below 75 KIAS or Gear Down)(3.9c).......................... 3-3 Engine Failure During Takeoff (Speed Above 75 KIASj (3.9d)................................................ 3-3 Engine Failure During Climb (3.ge)......................................... 3-5 Engine Failure During Flight (Speed Below VMCA) (3.9f)...................................................... 3-5 Engine Failure During Flight (Speed Above YVICA) (3.9g) 3-6 One Engine Inoperative Landing (3.9h)................................... 3-7 One Engine Inoperative Go-Around (3.9i)............................... 3-8 ISSUED: JULY 12, 1995 REPORT: VB-1616 3-i SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.Sb AirStartingProcedure(3.11) 3-8 Unfcathering Procedure/ Unfeathering Accumulator Functioning (3.11 a) 3-8 Un feathering Procedure/ Startet Assisted (3.11 b) 3-9 3.Sc Engine Roughness (3.13) 3-10 3.5d Engine Overheat (3.15) 3-10 3.5e Loss of Oil Pressure (3.17)............................................................ 3-10 3.51' Engine Fire (3.19) 3-11 Engine Fire During Start (3. 19a) 3-11 Engine Fire In Flight (3. 19b) 3-11 3.5g Electrical Fire (3.21) 3-12 3.Sh Fuel Management During One-Engine Inoperative Operation (3.23) 3-14 3.5i Engine-Driven Fuel Pump Failure (3.25) 3-14 3.5j Landing Gear Unsafe Warnings (3.27) 3-14 3.Sk Landing Gear Malfunctions (3.29) 3-15 3.5m Gyro Suction Failures (3.31) 3-15 REPORT: VB·1616 3-ii ISSUED: JULY 12, 1995 REVISED: JUNE 04, 1996 No. .U1U.u.u OF rll.l'.T'l'V1\IT~ No. 3-16 3-17 3-19 3.7 3.9 Al1llplilFied Emler~;~eOi~Y Procedures (Glmeral) . 3-21 3.9c SECTION 3 EMERGENCY PROCEDURES PA·44·180, SEylINOLE TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.9g Engine Failure During Flight (Speed Above YMCA) (3.5a) 3-25 3.9h One Engine Inoperative Landing (3.5a)........................................ 3-26 3.9i One Engine Inoperative Go-Around (3.5a)................................... 3-26 3.9j Summary of Factors Affecting Single Enginc Operations............ 3-27 3.11 Air Starting Procedure (3.5b)........................................................ 3-28 3.13 Engine Roughness (3.5c) 3-29 3.15 Engine Overheat (3.5d) 3-30 3.17 Loss of Oil Pressure (3.5c)............................................................ 3-30 3.19 Engine Fire (3.5f) 3-30 3.21 Electrical Fire (3.5g) 3-31 3.23 Fuel Management During One Engine I Inoperative Operation (3.5h) 3-33 3.25 Engine Driven Fuel Pump Failure (3.5i) 3-34 3.27 Landing Gear Unsafe Warnings (3.5j) 3-34 3.29 Landing Gear Malfunctions (3.5k)................................................ 3-35 3.30 Gear-Up Emergency Landing 3-35 3.31 Gyro Suction Failures (3.5m)........................................................ 3-35 REPORT: VB-1616 3-iv ISSUED: JULY 12, 1995 REVISED: APRIL 25, 2005 No. 3.35 3.37 3 EM[ER~GE:N(:Y PROCEDURES SECTION 3 No. 3·37 3-37 3.41 Emerge~ncy Exit 3-38 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB·1616 3-vi ISSUED: JULY 12, 1995 SEMINOLE EMERGENCY PROCEDURES 3 presel1lted in Section 9, SUIPplemlenlts. The first part contains the an imlme,diate seqlUeJ1Ce to be tollow(~d the SY1;telUS. checklist indicate where the cOITes;ponding paI'aglraph prcJce(iun~s can be found. unlderstood. The numbers located in paJ:entheses indicates the checklist par'agJ:ap!h. must f21n(lili21ri~7P. nlenlseIv~ls with the in section must be prepared to take the action should any emetgencyl sitllatiion arise. The are as a course for paJlicuh'u' sjtu~lttcln or are not a sUOlstilute common sense, 1995 04,1996 3.3 A TI1~SP1R.F.f)S SAFE OPERATIONS 3.5 EMERGENCY PRl[)Clii:DlJRE:S ClflE(~KLIS TT\I~'II.rrl'T~,vT1\.l<1' DEAD AND V1<'»n:~VIJ\J£1 PUWER Magneto Swltclles " , , " " , <" < < , < OIFF ""'''AU\,. fuel Fuel selector OFF REPORT: VB.1616 PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING TAKEOFF (SPEED BELOW 75 KIAS OR GEAR DOWN) (3.9c) Throttles .IMMEDIATELY CLOSE Brakes (or land and brake) AS REQUIRED Stop straight ahead If insufficient runway remains for a complete stop: Mixtures .IDLE CUTOFF Fuel Selectors OFF Magneto Switches OFF Battery Master Switch OFF Maintain directional control, maneuvering to avoid obstacles if necessary. ENGINE FAILURE DURING TAKEOFF (SPEED ABOVE 75 KIAS) (3.9d) If sufficient runway remains for a complete stop: Directional Control MAINTAIN Throttles .IMMEDIATELY CLOSE Land straight ahead Brakes AS REQUIRED ISSUED: JULY 12, 1995 REPORT: VB-1616 3-3 SECTION 3 ENlGIl\fE FAILURE r""Tnn.r£'l ..£1I......J-"'..."" ..' (~:PF.F.n (3.9d) (Continued) is or up dec:isilJln is WARNING In nel2atl'le climb may result Climb Performance chart- One Mixture controls u .. u u u",,,,,,, , ,,,, FULLFORWARD THE InOI)erative En~:ine .,....,. " JlDENT'IFY and VERIFY Establish Bank .,. " 2°to 3° INTO urIL',"-!'" Climb 1995 1,2002 REPORT: 3-4 PA-44·180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING CLIMB (3.ge) Airspeed MAINTAIN 88 KIAS Directional Control MAINTAIN Power MAX. CONTINUOUS Inoperative Engine IDENTIFY and VERIFY Inoperative Engine Complete Engine Securing Procedure Trim ADJUST TO 2° to 3° BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1/2 BALL SLIP INDICATED ON THE TURN AND BANK INDICATOR Cow] Flap (Operative Engine) AS REQUIRED Land as soon as practical at the nearest suitable airport. ENGINE FAILURE DURING FLIGHT (SPEED BELOW YMCA) (3.9f) Rudder APPLY AGAINST YAW Throttles RETARD TO STOP TURN Pitch Attitude LOWER NOSE TO ACCELERATE ABOVE VMCA (56 KIAS) Operative Engine .INCREASE POWER AS AIRSPEED INCREASES ABOVE VMCA (56 KIAS) Ifaltitude permits, a restart may be attempted. If restart fails or if altitude does not permit restart: Inoperative Engine "., SECURE Trim ADJUST TO 2° to 3° BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1/2 BALL SLIP INDICATED ON THE TURN AND BANK INDICATOR Cowl Flap (Operative Engine) AS REQUIRED ISSUED: JULY 12, 1995 REPORT: VB·1616 3·5 PROCEDURES Inoperative Pf(lce(lur,eg (C:';ofltiniuecf) (SPEED Alr:spelm ATTAIN AND MAINTAIN QUilntity , , CHECK Oil Pressure and CHECK If to TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1I2 Ele(~trical Load DECREASE TO MIN. '-'\.'-"V' V il'-'\.L;iU Land as soon as at the nearest suitable .REPORT: VB·1616 1995 PA·44.180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.5a Engine Inoperative Procedures (Continued) ONE ENGINE INOPERATIVE LANDING (3.9h) Inoperative Engine ENGINE SECURING PROCEDURE COMPLETE Seat Belts/Harnesses SECURE Fuel Selector (Operative Engine) ON Mixture (Operative Engine) FULL RICH Propeller Control (Operative Engine) FULL FORWARD Electric Fuel Pump (Operative Engine) ON Cowl Flap (Operative Engine) AS REQUIRED Altitude & Airspeed MAKE NORMAL APPROACH When Landing is Assured: Landing Gear DOWN Wing Flaps 25° (2nd Notch) Final Approach Speed 90 KIAS Power RETARD SLOWLY AND FLARE AIRPLANE Trim AS POWER IS REDUCED (AIRPLANE WILL YAW IN DIRECTION OF OPERATIVE ENGINE) WARNING Under many conditions of loading and density altitude a go-around may be impossible and in any event the sudden application of power during one engine inoperative operation makes control of the airplane more difficult. NOTE A one engine inoperative go-around should be avoided if at all possible. ISSUED: JULY 12, 1995 REPORT: VB·1616 3-7 SECTION 3 EMERGENCY PROCEDURES 3.5a Engine Inoperative Procedures (Continned) PA-44-180, SEMINOLE ONE ENGINE INOPERATIVE GO-AROUND (Should be avoided if at aU possible) (3.9i) Throttle SMOOTHLY ADVANCE TO TAKEOFF POWER Flaps RETRACT SLOWLY Landing POSITIVE CLIMB ny)'UL:; Alrspeea " /)/) KIAS Trim ADJUST TO 2 0 to 3 0 BANK TOWARD ENGINE WITH APPROXIMATELY 1!2 BALL SLIP INDICATED ON TURN AND BANK INDICATOR Cowl Flap (Operating Engine) AS REQUIRED 3.Sb Air Starting Procedure (3.11) UNFEATHERING PROCEDURE! UNFEATHERING ACCU· MULATOR FUNCTIONING (3.11a) NOTE With the propeller unfeathering installed, the propeller will usually windmill automatically when the propeller control is moved forward. Fuel Selector (Inoperative ON Magneto Switches (Inoperative bngtne) <,c'n Pump (lo()pel'ati,re !3.•ngil'le) " t)N ~ '''"v Open 1!4 inch. REPORT: VB-1616 3·8 ISSUED: JULY 12, 1995 REVISED: AUGUST 1,2002 PA-44-180, SEMIN<kE SECTION 3 EMERGENCY PROCEDURES 3.Sb Air Starting Procedure (3.11) (Continued) Prop Control FULL FORWARD Throttle Reduce power until engine is warm Alternator ON NOTE Starter assist is required if the propeller is not windmilling freely within 5-7 seconds after the propeller control has been moved forward. When propeller unfeathering occurs, it may be necessary to retard the prop control slightly so as to not overspeed the prop. UNFEATHERING PROCEDURE/ STARTER ASSISTED (3.11b) Fuel Selector (Inoperative Engine) ON Magneto Switches (Inoperative Engine) ON Electric Fuel Pump (Inoperative Engine) ON Mixture FULL RICH Throttle Two full strokes and then open 1/4 inch Prop Control FORWARD TO CRUISE Starter ENGAGE UNTIL PROP WINDMILLS Throttle REDUCE POWER until engine is warm If engine does not start, prime as required. Alternator ON ISSUED: JULY 12, 1995 REPORT: VB·1616 3·9 SECTION 3 EMERGENCY PROCEDURES 3.5e Engine Roughness (3.13) NOTE PA-44-180, SEMINOLE Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice which will refreeze in the intake system. Therefore, when using carburetor heat always use full heat; and, when ice is removed, return the control to the full cold position. Carburetor Heat ON If roughness continues after one minute: Carburetor Heat OFF Mixture ADJUST for MAXIMUM SMOOTHNESS Electric Fuel Pump ON Engine Gauges CHECK Magneto Switches CHECK If operation is satisfactory on either magneto, continue on that magneto at reduced power and full RICH mixture to first airport. 3.5d Engine Overheat (3.15) Cowl Flaps OPEN Mixture ENRICHEN Power REDUCE Airspeed .IN CREASE (If altitude permits) 3.5e Loss of Oil Pressure (3.17) Oil Pressure Gauge VERlFy LOSS & ENGINE AFFECTED Engine SECURE per Engine Securing Procedure REPORT: VB-1616 3-10 ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE 3.Sf Engine Fire (3.19) SECTION 3 EMERGENCY PROCEDURES ENGINE FIRE DURING START (3.19a) If engine has not started: Mixture .IDLE CUT-OFF Throttle FULL OPEN Starter CONTINUE to Crank Engine If engine has already started and is running, continue operating to try pulling the fire into the engine. If fire continues: Fuel Selectors OFF Electric Fuel Pumps OFF Mixtures .IDLE CUT-OFF Throttles FULL OPEN External Fire Extinguisher. USE Airplane EVACUATE NOTES If fire continues, shut down both engines and evacuate. If fire is on the ground, it may be possible to taxi away. ENGINE FIRE IN FLIGHT (3.1%) Fuel Selector (Affected Engine) OFF Throttle (Affected Engine) .IDLE Propeller (Affected Engine) FEATHER Mixture (Affected Engine) IDLE CUT-OFF Cowl Flap (Affected Engine) OPEN I Affected Engine COMPLETE Engine Securing Procedure If fire persists: Airspeed .INCREASE in attempt to blowout fire Land as soon as possible at the nearest suitable airport. ISSUED: JULY 12, 1995 REVISED: APRIL 25, 2005 REPORT: VB·1616 3-11 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE 13.5g Electrical Fire (3.21) Flashlight (at night) LOCATE Battery Master OFF Alternator Switches OFF All Electrical Switches OFF Radio Master Switch OFF Vents CLOSED (To avoid drafts) Cabin Heat OFF If fire persists, locate and, if practical, extinguish with portable fire extinguisher located on the console just aft of the 2 front seats. Bus Tie Circuit Breakers Both Main Bus PULL Non-essential PULL Avionics Bus # I PULL Avionics Bus # 2 PULL L. Alternator PULL R. Alternator PULL All Main Bus Circuit Breakers PULL All Avionics Bus Circuit Breakers PULL NOTE At this point, the pilot must decide if the l1ight can be safely continued without electrical power. If so, land at the nearest airport and have the electrical system repaired. If electrical power is required for safe continuation of flight, proceed as follows: WARNING The following procedure may reenergize the faulty system. Reset the circuit breakers one at a lime. Allow a short time period between the resetting of each breaker. If the faulty system is reinstated, its corresponding circuit breaker must be immediately pulled. REPORT: VB-1616 3-12 ISSUED: JULY 12, 1995 REVISED: APRIL 25, 2005 PA-44-180, SEMINOLE 3.5g Electrical Fire (3.21) (Continued) NOTE SECTlON3 EMERGENCY PROCEDURES Refer to Power Distribution paragraph on page 7- 22 and Figure 7-23 on page 7-23 for electrical power distribution information. One (I) Main Bus Tie Circuit Breaker IN Battery Master ON L. or R. Alternator Circuit Breaker. .IN NOTE Select the applicable Alternator Field circuit breaker and alternator switch corresponding to the Alternator circuit breaker pressed in. Alternator Field Circuit Breaker IN Alternator Switch ON Main Bus Circuit Breakers Electric TachOll1eter .IN Gear Indicator .IN Avionics Bus #I .IN Avionics Bus #2 .IN Radio Master Switch ON Compass .IN Audio .IN Comm #1 .IN Nav #1 IN Vents OPEN (When it is ascertained that fire is completely extinguished) Land as soon as practical. WARNING The landing gear must be lowered using the emergency extension procedure. ISSUED: JULY 12, 1995 REVISED: JUNE 04, 1996 REPORT: VB-1616 3-13 Malmagelnellt During When CR10ISJ[NG (3,23a) fuel tank on the same side as side opposite the opE~rat:h)g enl;iule; crossfeed in level cruise setlinl~S or are 111 is not down and RRI-ORT! VD-1616 ISSLJED: JULY 12, SECTION 3 3.5k Landing Gear Malfunctions MANUAL EXTENSION OF LAI~DlNG following before ext1ending or Circuit Breakers CHECK Alternators CHECK Gear Selector GEAR DOWN SudionFaiInres indicates in. ISSUED: REVISED: NOVEMBER 1,2001 SECTION 3 EMERGENCY PROCEDURES PA·44·180, SEMINOLE 3.5n Electrical Failures (3.33) SINGLE ALTERNATOR FAILURE (Zero Amps or ALTernator Inop. Light Illuminated· Annunciator Panel). (3.33a) NOTE Anytime total tie bus voltage is below approx- imately 12.5 Vdc, the LO BUS voltage annun- ciator will illuminate. Verify Failure ; CHECK AMMETERS Electrical Load (If LO BUS voltage annunciator illuminated} REDUCE until total load is LESS THAN 60 amps & low bus voltage annunciator EXTINGUISHED Failed ALTR Switch OFF Failed ALTR circuit breaker. CHECK and RESET AS REQUIRED Failed ALTR Switch (After OFF at least I second) ON If power not restored: Failed ALTR Switch OFF Ammeter MONITOR and MAiNTAIN BELOW 60 AMPS One alternator will supply sufficient current for minimum required avionics and cockpit lighting. Under no circumstances may the total electrical load exceed 60 amps. The cabin recirculation blowers, and position, strobe, and landing lights should not be used unless absolutely necessary. REPORT: VB·1616 3-16 ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.5n Electrical Failures (3.33) (Continued) DUAL ALTERNATOR FAILURE (Zero Amps Both Ammeters or Alternator Inop. Light Illuminated - Annunciator Panel). (3.33b) NOTE Anytime total tie bus voltage is below approx- imately 12.5 Vdc, the LO BUS voltage annun- ciator will illuminate. Verify failure CHECK AMMETERS Electrical Load REDUCE to MINIMUM REQUIRED FOR SAFE FLIGHT Alternator Switches OFF Alternator Circuit Breakers CHECK and RESET AS REQUIRED Alternator Switches (One at a time after OFF at least 1 second) ON If only one alternator resets: Operating Alternator Switch ON Failed Alternator Switch OFF Electrical Load MAINTAIN LESS than 60 AMPS Ammeter MONITOR If neither alternator resets: Both Alternator Switches OFF Continue flight with reduced electrical load on battery power only. NOTE LO BUS voltage annunciator will also be illuminated. Land as soon as practical. Anticipate complete electrical failure. Duration of battery power available will be dependent on electrical load and battery condition prior to failure. ISSUED: JULY 12, 1995 REPORT: VB-1616 3-17 SECTION 3 EMERGENCY PROCEDURES 3.5n Electrical Failures (3.33) (Continued) WARNING PA·44·180, SEMINOLE Compass error may exceed 10 degrees with both alternators inoperative. NOTE If the battery is depleted, the landing gear must be lowered using the emergency gear extension procedure. The gear position lights will he inoperati ve. 3.50 Spin Recovery (Intentional Spins Prohibited) (3.35) NOTE Federal Aviation Administration Regulations do not require spin demonstration of multi-engine airplanes: spin tests have not been conducted. The recovery technique presented is based on the best available information. Throttles RETARD to idle Rudder FULL OPPOSITE TO DIRECTION OF SPIN Control wheel FULL FORWARD Ailerons NEUTRAL Rudder NEUTRALIZE when rotation stops Control wheel SMOOTH BACK PRESSURE to recover from dive REPORT: VB·1616 3·18 ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.5p Open Door (Entry door only) (3.37) If both top and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To close the door in flight: Airspeed Slow to 82 KIAS. Cabin Vents CLOSE Storm Window OPEN If Top Lalch is Open LATCH If Side Latch is Open PULL on armrest WHILE MOVING LATCH HANDLE to latched position If Both Latches are Open LATCH SIDE latch THEN TOP latch 3.5q Propeller Overspeed (3.39) Throttle (Affected Engine) RETARD Oil pressure (Affected Engine) CHECK Prop control (Affected Engine) FULL DECREASE RPM THEN SET if any control available Airspecd , REDlICE Throttle (Affected Engine) AS REQUIRED to remain below 2700 rpm 3.5r Emergency Exit (3.41) Thermoplastic Cover REMOVE Ern~rgency Exit Handle PULL FORWARD Window PUSH OUT ISSUED: JULY 12, 1995 REPORT: VB·1616 3,19 SECTION 3 EMERGENCY PROCEDURES PA·44.180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB·1616 3·20 ISSUED: JULY 12, 1995 3 3.7 AMPLIFIED EMIER.GE:NC:Y PROCEDURES (GJi:NERAL) presenlted to [)rf)bable cause of an ertllerjgellcy situation. 3.9 ENGINE INOPERATIVE PR4)CllmlJRI~S 3.9b DU);UI1I; Secllrillg PI'ocel:lllre (Fe~lthe.ring Procedlllre) aCi;Olnplis]1ed in a ISSUED: 1995 REPORT: VB-1616 3-21 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.9c Engine Failure During Takeoff (Speed Below 75 KIAS or Gear Down) (3.5a) Determination of runway length, single engine climb rate, and accelerate/stop distance will aid in determining the best course of action in the event of an engine failure during takeoff. If engine failure occurs during the takeoff roll, the takeoff MUST be aborted. If failure occurs after liftoff but before 75 KIAS is achieved or before the gear is retracted, the takeoff should also be aborted. Immediately close the throttles, land if airborne, apply brakes as required and stop straight ahead. If an engine failure occurs below 75 KIAS and there is not adequate runway remaining for landing, deceleration and stop, immediately retard the mixture levers fully aft. Move the fuel selectors to the off position. Turn off the magneto switches followed by the master switch. During these procedures maintain directional control and if necessary, maneuver to avoid obstacles. 3.9d Engine Failure During l'akeoff (Speed Above 75 KIAS) (3.5a) If engine failure occurs aftcr liftoff with the gear still down and 75 KIAS has been attained the course of action to be taken will depend on the runway remaining and aircraft configuration. Also the pilot's decision must be based on a personal judgement, taking into consideration such factors as obstacles, the type of terrain beyond the runway, altitude and temperature, weight and loading, weather, airplane condition, and the pilot's own proficiency and capability. WARNING In many combinations of aircraft weight, configuration, ambient conditions and speed, negative climb performance may result. Refer to Climb Performance -One Engine Operating chart in Section 5. If adequate runway remains, maintain heading. Close both throttles immediately, land if airborne, apply brakes as required and stop straight ahead. REPORT: VB·1616 3-22 ISSUED: JULY ]2, 1995 PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.9d Engine Failure During Takeoff (Speed Above 75 KIAS) (3.5a) (Continued) If the runway remaining is inadequate for stopping or the gear is in-transit or up, the pilot must decide whether to abort or to continue the takeoff and climb on a single engine. If a decision is made to continue the takeoff, the airplane will tend to turn in the direction of the inoperative engine, since one engine will be inoperative and the other will be at maximum power. Rudder pressure force on the side of the operative engine will be necessary to maintain directional control. Verify the mixture, propeller and throttle controls are fully forward. I Remember, keep in mind that the One Engine Inoperative Air Minimum Control speed (VMCA) is 56 KIAS and the One Engine Inoperative Best Rate of Climb speed (VYSE) is 88 KIAS. Verify that the flaps and landing gear are up. Once the faulty engine is identified and its power loss verified, feather its propeller. Move the mixture to the IDLE CUT-OFF position. Establish a bank of 2° to 3° into the operative engine. Maintain 88 KIAS (V YSE). Trim the aircraft for 2° to 3° bank toward the operative engine with approximately 1/2 ball slip indicated on the turn and bank indicator. Close the cowl flap on the inoperative engine. After the aircraft is trimmed, the alternator switch, magneto switches, electric fuel pump and fuel selector of the inoperative engine can be turned OFF. Close the cowl flap of the operative engine as much as possible without exceeding engine temperature limits. Land as soon as practical at the nearest suitable airport. ISSUED: JULY 12, 1995 REVISED: AUGUST 1,2002 REPORT: VB·1616 3-23 SECTION 3 3.ge J<'aillure DUI~ing Climb a to turn in Rudder force on the side of the be necessary to maintain directional control. For maximum minimized by barlkil1lg turn not be ex(:eeljed I decre:asing center so dislPla,:ed Land as soon the nearest suitable PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.9f Engine Failure During Flight (Speed Below VMCA)(3.5a) Should an engine fail during flight at an airspeed below YMCA (56 KIAS) apply rudder towards the operative engine to minimize the yawing motion. The throttles should be retarded to st,op the yaw towards the inoperative engine. Lower the nose of the aircraft to ~ccelerate above 56 KIAS and increase the power on the operative engine as the airspeed exceeds 56 KIAS. The airplane should he banked 5° towards th l operating engine during this recovery to maximize control effectiveness. After an airspeed of at least 82 KIAS (VXSE) has been established, an engine restart attempt may be made if altitude permits. If the restart has failed, or altitude does not permit, the engine should be secured. Move the propeller control of the inoperative engine to FEATHER and complete the engine securing procedure. Adjust the trim to a 2° to 3° bank into the operative engine with approximately 1/2 ball slip indicated on the turn and bank indicator. The cowl flap on the operative engine should be adjusted as required to maintain engine temperatures within allowable limits. 3.9g Engine Failure During Flight (Speed Above VMCA)(3.5a) If an engine fails during flight at an airspeed above YMCA (56 KIAS), begin corrective response by identifying the inoperative engine. The operative engine should be adjusted as required after loss of power has been verified. Attain and maintain an airspeed of at least 88 KIAS (VYSE). Once the inoperative engine has been identified and the operative engine adjusted properly, an engine restart may he attempted if altitude permits. Prior to securing the inoperative engine, turn on the electric fuel pump. The cause of engine failure may be the failure of the engine driven fuel pump. Check the oil pressure and oil temperature and ensure that the magneto switches are on. If the engine fails to stmi, it should be secured using the engine securing procedure. After the inoperative engine has been secured, power should be maintained as required. Check the fuel supply and turn on the emergency fuel pump if necessary. The cowl flap on the operative engine should be adjusted as required to maintain engine temperatures within allowable limits. Adjust the trim for a 2° to 3° bank toward the operating engine with approximately 1/2 ball slip indicated on the turn and bank indicator. The electrical load should be decreased to a required minimum. Land as soon as practical at the nearest suitable airp0l1. ISSUED: JULY 12, 1995 REPORT: VB-1616 3-25 SECTION 3 In()perative Landing be necessary. a l!O--afl)UfIO 8volided if A one at all possible. VB.1616 1995 REVISED: AUGUST 1, 2002 perjtornJalll~e p(~nalties can SUlIlmairy of )"acltors Affl~CtiJilg These pellalt:1eS or WilldnJilling prclpe:lIer below: 3.9j be The toll!owjnl?: occurs: facts should be used as a if an failure Di!.continuiing a tal1,eollI upon most circumstances. C(]mtimIin.g to reaJchiIlg ot.stac::le 2. airs,pe;::d in 3. 4. no case unless is imlninent is any lesser speed will result in sjgnjfj.Calltly reduced climb performance. 3-27 SECTION 3 EMERGENCY PROCEDURES .,.-..,.',-"""" SEMINOLE 6. 7. 3.11a to check to make sure the electric fuel pump for that is ON. The mixture be set the thronle l/4 inch and turn the ma:gnelO Push the control to the full forward po:sItion. If the prcipeiller not windmill freely within 5 the control has fAr1,,",,,, ..d engage 2 seC:Onos. NOTE PA-44-180, SEMINOLE SECTION 3 EMERGENCY PROCEDURES 3.11 AIR STARTING PROCEDURE (3.5c) (Continued) 3.11b Unfeathering Procedure/ Starter Assisted Move the fuel selector for the inoperative engine to the ON position and check to make sure the electric fuel pump for that engine is ON. Push the propeller control forward to the cruise RPM position and the mixture should be set RICH. Push in full throttle twice and then open it 1/4 inch. Turn ON the magneto switches and engage the starter until the propeller windmills. The throttle should be set at reduced power until the engine is warm. If the engine does not start, prime as necessary. The alternator switch should then be turned ON. 3.13 ENGINE ROUGHNESS (3.5c) Engine roughness may be caused by induction system icing or ignition problems. Under certain moist atmospheric conditions at temperatures of -SOC to I20OC, it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel. To avoid this, earburetor preheat is provided to replace the heat lost by vaporization. Carburetor heat should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness. If roughness continues for more than one minute, close off all carburetor heat and adjust the mixture for maximum smoothness. The engine will run rough if the mixture is' too rich or too lean. Turn ON the electric fuel pump. Check the engine gauges for abnormal readings. If any gauge readings are abnormal proceed accordingly. The magneto switches should then be checked one at a time. If operation is satisfactory on either magneto, proceed on that magneto at reduced power with fuJI RICH mixture to a landing at the first available airport. If roughness persists, prepare for a precautionary landing at pilot's discretion. ISSUED: JULY 12, 1995 REVISED: JANUARY 20,2003 REPORT: VB·1616 3·29 SECTION 3 EMERGENCY PROCEDURES 3.15 ENGINE OVERHEAT (3.Sd) PA-44.180, SEMINOLE A steady, rapid rise in oil temperature is a sign of trouble. An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Watch the oil pressure gauge for an accompanying loss of pressure. Excessive cylinder head temperature may parallel excessive oii temperature. In any case, open the cowl flaps, enrich the mixture and / or reduce power, and increase airspeed if altitude permits. If the problem persists, land as soon as practical at an appropriate airport and have the cause investigated. 3.17 LOSS OF OIL PRESSURE (3.Se) Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, continued operation of the engine could result in a serious emergency situation or severe engine damage. Complete the Engine Securing Procedure (para. 3.5a) on the faulty engine. If engine oil is depleted, the engine will seize and if feathering is not initiated before 950 RPM is reached, the propeller will not feather 3.19 ENGINE FIRE (3.Sf) 3.19a Engine Fire During Start (3.5f) The first attempt to extinguish the fire is to try to draw the fire back into the engine. If the engine has not started, move the mixture control to idle cut- off and open the throttle. Continue to crank the engine with the starter in an attempt to pull the fire into the engine. If the engine has already started and is running, continue operating to try to pull the fire into the engine. REPORT: VB·1616 3-30 ISSUED: JULY 12, 1995 SECTION 3 (Continued) fire a few the the best available external means. If an external fire method is to be l;tIJIJHC;U move the fuel selector valves wOFF and the mixture to idle cut-off. an is action in such an emergency. Land as soon as at the extinguisher located between the seats, aft all circuit with the Tie Bus circuit breakers. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.21 ELECTRICAL FIRE (3.5g) (Continued) If electrical power is required for safe continuation of flight, proceed as follows: WARNING The following procedure may reenergize the faulty system. Reset the circuit breakers one at a time. Allow a short time period between the resetting of each circuit breaker. If the faulty system is reinstated, its corresponding circuit breaker must be immediately pulled. NOTE Refer to Power Distribution paragraph on page 7-22 and Figure 7-23 on page 7-23 for electrical power distribution information. At this time press IN one MAIN Tie Bus circuit breaker. Turn ON the Battery Master switch and press in either the L or R Alternator circuit breaker applicable to the circuitry remaining operable. NOTE Select the applicable Alternator Field circuit breaker and Alternator switch corresponding to the Alternator circuit breaker pressed in. I Press IN the applicable Alternator Field circuit breaker and Alternator switch. Turn ON the Radio Master switch and press in the Main Bus circuit breakers for the noted units required for flight. The other circuit breakers should be left OFF for the remainder of the flight. Land as soon as practical at the nearest suitable airpo11. WARNING The landing gear must be lowered using the emergency extension procedure. REPORT: VB-1616 3-32 ISSUED: JULY 12, 1995 REVISED: APRIL 25, 2005 3.23 FUEL MANAGEMENT DURING ONE ENGINE IN()PI~RJ\TI Qne fuel from the fuel tank on the same side as the opf~rating selector of the should be ON and (cn)SslteeI1) and the fuel selector of the pumps OFF. U"''''W'6 sequence, the fuel selector of the opf~rating the inol:>erative SECTION 3 EMERGENCY PROCEDURES PA·44·180, SEMINOLE 3.25 ENGINE DRIVEN FUEL PUMP FAILURE (3.5i ) Loss of fuel pressure and engine power can be an indication of failure of the engine-driven fuel pump. Should these occur and engine-driven fuel pump failure is suspected, turn ON the electric fuel pump. CAUTION If normal engine operation and fuel pressure are not immediately re-established, the electric fuel pump should be turned off. The lack of a fuel pressure indication while on the electric fuel pump could indicate a leak in the fuel system, or fuel exhaustion. 3.27 LANDING GEAR UNSAFE WARNINGS (3.5j) The red landing gear light (WARN GEAR UNSAFE) will illuminate when the landing gear is in transition between the full up position and the down-and-Ioeked position The pilot should recycle the landing gear if continued illumination of the light occurs. Additionally, the light will illuminate when the gear warning horn sounds. The gear warning horn will sound at low throttle settings if the gear is not down and locked, and also when wing t1aps are in the second or third notch position and the gear is not down and locked. REPORT: VB·1616 3-34 ISSUED: JULY 12, 1995 SECTION 3 Marnmll) Extension LaDOJlDg Gear extension knob been out to lower the gear due to a gear malfurnctioo, leave the control extended been to apt)ro,lch should be made with power at a normal ajrs;pee~d are left up to 3,31 GYRO SUCTION FAILURES A malfunction of the instrument suction on REPORT: SECTION 3 EMERGENCY PROCEDURES 3.33 ELECTRICAL FAILURES (3.5n) WARNING PA-44-180, SEMINOLE Compass error may exceed 10 degrees with both alternators inoperative. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The green position lights will be inoperative. 3.33a Single Alternator Failure (Zero Amps or ALTernator Light Illuminated - Annunciator Panel) (3.5n) If one ammeter shows zero output or the ALTernator annunciator light is illuminated, reduce electrical loads to a minimum, turn the inoperative alternator switch OFF and check its circuit breaker. Reset if required. After at least one second, turn the ALT switch ON. If the alternator remains inoperative, turn the ALT switch OFF, maintain an electrical load not to exceed 60 amps on the operating alternator and exercise judgment regarding continued flight. The cabin recirculation blowers, and position, strobe, and landing lights should not be used unless absolutely necessary. 3.33b Dual Alternator Failure (Zero Amps Both Ammeters or ALTernator Light Illuminated - Annunciator Panel) (3.5n) If both ammeters show zero output, reduce electrical loads to a minimum and turn both ALT switches OFF. Check both alternator circuit breakers and reset if required. After bcing OFF at least one second, turn ALT switches ON one at a time while observing the ammeters. If only one alternator output can be restored, leave the operating ALTernator switch ON, turn the faulty ALTernator switch OFF, reduce electrical loads to less than 60 amps and monitor the ammeter. If neither alternator output can be restored, turn both ALI switches OFF. Maintain a minimum electrical load (less than 60 amps) and land as soon as practical. The battery is the only remaining source of electrical power. REPORT: VB-1616 3-36 ISSUED: JULY 12,1995 SECTION 3 3.35 SPIN RECOVERY HN'fEI'ITI()NA.L SPINS PRlJHlBrrEI») Federal Aviation Administration Re,gulati()ns do not are pH)hil)it(~d in pressure on the recovery from the is If both upper and side latches are open, the door will trail open, airs:pe(~d will be reduced "'U!;;IIUY. storm wiridmN, on armrest POi,it!,on. If both latches are open, close the side latch then the SECTION 3 EMERGENCY PROCEDURES PA·44.180, SEMINOLE 3.39 PROPELLER OVERSPEED (3.5q) Propeller overspeed is usually caused by a malfunction in the propeller governor which allows the propeller blades to rotate to full low pitch. If propeller overspeed should occur. retard the throttle. The propeller control should be moved to full DECREASE rpm and then set if any control is available. Airspeed should be reduced and the throttle should be used to maintain 2700 RPM. 3.41 EMERGENCY EXIT (3.5r) The pilot's left side window is an emergency exit. This is to be used when emergency egress becomes necessary on the ground only. The emergency exit release handle is located beneath the thermoplastic cover on the vertical post between the 1st and 2nd left side windows. To exit the aircraft, remove the thermoplastic cover, push the release handle forward and then push the window out. The window then will fall free ti'om the fuselage. REPORT: VB·1616 3·38 ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph No. 4.1 General .. Panc b No. 4-1 4.3 Airspeed for Safe Operation.......................................................... 4-2 4.5 Normal Procedures Check List 4-3 4.5a Preflight Check......................................................................... 4-3 4.5b Before Starting Engine 4-7 4.Sc Engine Start Checklists 4-7 4.5d Before Taxiing Checklist................. 4-11 4.Se l~lxiing Checklist...................................................................... 4-11 4.5f Ground Check Checklist 4-12 4.5g Before Takeoff Checklist.......................................................... 4-12 4.5h TakeOff Checklist....... 4-13 4.5i Climb Checklist........................................................................ 4-15 4.5j Cruise Checklist 4-15 4.5k Descent Checklist 4-15 4.5m Approach and Landing Checklist................... 4-16 ISSUED: JULY 12, 1995 REPORT: VB-1616 4-i SECTION 4 NORMAL PROCEDURES PA·44·180, SEMINOLE Paragraph No. TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Page No. 4.5n Go-Around Checklist 4- 17 4.50 After Landing Checklist 4- 17 4.5p Stopping Engine Checklist 4- I7 4.5q Mooring Checklist.................................................................... 4-18 4.7 Amplified Normal Procedures (General) 4-19 4.9 Prel1ight Check 4-19 4.11 Before Starting Engine.................................................................. 4-23 4.13 Engine Start................................................................................... 4-24 4.15 Before Taxiing............................................................................... 4-28 4.17 Taxiing........................................................................................... 4-29 4.19 Ground Check 4- 29 4.21 Before Takeoff............................................................................... 4-30 4.23 TakeOff........................................................................................... 4-30 4.25 Clilnb............................................................................................. 4-32 4.27 Cruise 4-33 4.29 Descent.......................................................................................... 4-35 4.31 Approach and Landing... 4-35 REPORT: VB·1616 4-ii ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph Page No. No. 4.33 Go-Around 4-38 4.35 After Landing 4-38 4.37 Stopping Engine 4-38 4.39 Mooring......................................................................................... 4-38 4.41 Stalls 4-39 4.43 Turbulent Air Operation 4-39 4.45 VSSE - Intentional One Engine Inoperative Speed 4-39 4.47 VMCA - Air Minimum Control Speed 4-40 4.49 Practice One Engine Inoperative Flight 4-41 4.51 Noise Level 4-42 ISSUED: JULY 12, 1995 REVISED: NOVEMBER 29, 1995 REPORT: VB·1616 I 4-iii SECTION 4 NORMAL PROCEDURES PA-44"180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK I REPORT: VB-1616 4-iv ISSUED: JULY 12, 1995 REVISED: NOVEMBER 29, 1995 PA.44.180, SEMINOLE C'1:'.""'Trr..l'S 4 NORMAL PROCEDURES NORMAL 4.1 GENERAL as well as those pro!ce(iun~s Normal op,erating procedures associated with optlonal sv"telms eqlliplment which handbook are in Section 9, of the section is not intended for use as an I"nnth", explanation. The short in flight. in paI'entheses cOITe,;pondlng checklist can be found. ISSUED: 1995 REPORT:. VB·1616 cn""-'J.J.vl,4 NORMAL PROCEDURES t"A-44·jUSU. SEMINOLE Performance for a specific "i,'"I',m' Intfmtl(mal One Maximum Demonstrat.ed.Crosswind Velioclltv slgnn:lcaint to the safe at 135 III REPORT: VB-1616 4-2 1995 PA·44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 1 ..... ··+ ..:.~ r..u ....... ~ . .i. r··· .. ······ ..··········....... , :t -t ..............................................+\ ; , : 1 ...........~:~ t : ................................... WALK·AROUND Figure 4-1 4.5 NORMAL PROCEDURES CHECKLIST 4.5a Preflight Checklists (4.9) COCKPIT (4.9a) Control Wheel release restraints Static SystelTI DRAIN Alternate Static Source NORMAL Magneto Switches OFF Parking Brakc SET Fuel Pump Switches OFF Gear Selector DOWN Throttles .IDLE Mixture Controls IDLE CUT-OFF Cowl Flaps OPEN Flight Controls PROPER OPERATION Stabilator & Rudder Trim NEUTRAL Fuel Selectors ON Radio Master Switch OFF All Electrical Switches ; OFF ISSUED: JULY 12, 1995 REPORT: VB·1616 4·3 PrefligJllt Checklislts (4.9) (Continued) (4.9a,) ..............................................................check ON BOARD vn ;,.;m;;,.;1\. ON BOARD (4.9b) Sump LlHtllI1i m m ........................... •• JJl'>-t\11 Surface Condition CLEAR Fuel Tank Vent CLEAR Ca~I m (;HE:CK & SECURE Air Inlets CLEAR Cowl Area CHECK Main Wheel Tire CHECK Block & PA-44·180, SEMINOLE 4.5a Preflight Checklists (4.9) (Continued) SECTION 4 NORMAL PROCEDURES NOSE SECTION (4.9c) General Condition CHECK Windshield CLEAN Battery Vents CLEAR Landing Lights CHECK Heater Air Inlet CLEAR Chock REMOVE Nose Gear Strut PROPER INFLATION (2.70 +/- 0.25 in.) Nose Wheel Tire CHECK LEFT WING (4.9d) Surface Condition CLEAR ofICE, FROST & SNOW Main Gear Strut.. PROPER INFLATION (2.60 +/- 0.25 in.) Main Wheel Tire CHECK Brake, Block & Disc CHECK Chock REMOVE Cowl Flap Area CHECK Nacelle Fuel Filler Cap CHECK & SECURE Engine Oil & Cap CHECK & SECURE Propeller & Spinner CHECK Air Inlets CLEAR Scupper Drain CLEAR Fuel Tank Vent CLEAR Tie Down REMOVE Stall Warning Vanes CHECK Pitot! Static Head CLEAR Wing Tip and Lights CHECK Aileron, Hinges & Freedom of Movement... CHECK Flap and Hinges CHECK Static Wicks CHECK ISSUED: JULY 12, 1995 REPORT: VB·1616 4-5 SECTION 4 NORMAL PROCEDURES 4.5a Preflight Checklists (4.9) (Continued) PA-44-180, SEMINOLE FUSELAGE (LEFT SIDE) (4.ge) General Condition CHECK Elnergency Exit CHECK Antennas CHECK Fresh Air Inlet CLEAR EMPENNAGE (4.9f) Surface Condition CLEAR ofICE, FROST & SNOW Stabilator, Trim Tab & Freedom of Movement.. CHECK Rudder, Trim Tab & Freedom of Movement... CHECK Static Wicks CHECK Tie Down REI\10VE FUSELAGE (RIGHT SIDE) (4.9g) General Condition CHECK Baggage Door SECURE AND LOCKED Cabin Door CHECK MISCELLANEOUS (4.9h) Flaps RETRACT Battery Master Switch ON Interior Lighting (Night Flight) ON & CHECK CAUTION Care should be taken when an operational check of the heated pitc)( head is being performed. The unit becomes very hot. Ground operation should be limited to 3 minutes maximum to avoid damaging the heating elements. Pitot Heat Switch ON Exterior Lighting Switches ON & CHECK Pi tot/Static Head CHECK - WARM All Lighting Switches OFF Pitot Heat Switch OFF Battery Master Switch OFF Passengers BOARD REPORT: VB-1616 4-6 ISSUED: JULY 12, 1995 BEFORE STARTING ENGINE CHECK INERTIA REEL Gear Selector GEARDOWN Mixture .lDLE CUT-OFF Cowl rH1pi> , vr Radio Master Switch OFF Master Switch ON ProlpeUer Controls FULL FORWARD *Tbrottle ADJUST WHEN ENGINE STARTS TO 1000 RPM Above Procedure for Second Start REIJORT: VB-1616 4-8 4.5c Engine NORMAL CAUTION maJsoeto and master switches are OFF miJlctUl'e Cl)ot1:0Is are in considered. Rotate each nrr,n"111,,r Master Switch OFF Mixture FULL RICH PropeneI' Control FULL FORWARD Starter ENGAGE procedure for WARNING start Alternators ON 1995 SECTION 4 NORMAL PROCEDURES PA·44·180, SEMINOLE 4.5c Engine Start Checklists (4.13) (Continued) Ammeter (Operating Engine) CHECK Right Engine NORMAL RESTART Gyro Vacuum CHECK ENGINE START WHEN FLOODED (4.13d) Mixture .IDLE CUT-OFF Propeller Control FULL FORWARD Throttle OPEN FULL Electric Fuel Pump OFF Battery Master Switch ON Propeller Area CLEAR Magneto Switches ON Starter ENGAGE Mixture ADVANCE Throttle RETARD Oil Pressure CHECK Ammeters CHECK Gyro Vacuum CBECK ENGINE START WITH EXTERNAL POWER SOURCE (4.13e) Battery Master Switch OFF All Electrical Equipment OFF External Power Plug INSERT in RECEPTACLE Proceed with normal start. Oil Pressure CHECK Throttles LOWEST POSSIBLE RPM WARNING Shutdown the right engine when it is warmed prior to disconnecting the external power plug. External Power Plug DISCONNECT from RECEPTACLE REPORT: VB·1616 4-10 ISSUED: JULY 12, 1995 REVISED: NOVEMBER 1, 2001 PA-44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.5c Engine Start Checklists (4.13) (Continued) Battery Master Switch ON Alternators ON Ammeter (Operating Engine) CHECK Right Engine RESTART Gyro Vacuum CHECK 4.5d Warm-Up Checklist (4.15) WARM-UP (4.15a) Throttles 1000 to 1200 RPM BEFORE TAXIING (4.15b) External Power Source Unit REMOVE Battery Master Switch ON Gyros SET i\ltimeter and Clock SET Radio Master Switch ON Lights AS REQUIRED Heater AS DESIRED Radios CHECK & SET Autopilot TEST & OFF Electric TrilTI CHECK Passenger Briefing COMPLETE Parking Brake RELEASE 4.Se Taxiing Checklist (4.17) TAXIING (4.17) Taxi Area CLEAR Throttles APPLY SLOWLY Brakes CHECK Steering CHECK Instruments CHECK Fuel Selectors ON, CHECK CROSSFEED ISSUED: JULY 12, 1995 REPORT: VB·1616 4-11 SECTION 4 NORMAL PROCEDURES PA·44·180, SEMINOLE 4.5f Ground Check Checklist (4.19) GROUND CHECK (4.19) Parking Brake SET Mixtures FULL RICH Propeller Controls FULL FORWARD Engine Instruments CHECK Throttles 1500 RPM Propeller Controls (Max. Drop - 500 RPM) FEATHER - CHECK Throttles 2000 RPM Magnetos (Max. Drop - 175 RPM: Max. Dift'. - 50 RPM) CHECK Propeller Controls (Max. Drop - 300 RPM) EXERCISE Carburetor Heat CHECK Alternator Output CHECK Annunciator Panel Lights OUT Gyro Vacuum Gauge .4.8 to 5.2 IN Hg Throttles (500 to 600 RPM) .IDLE - CHECK Throttles l 000 RPM Friction Handle SET 4.5g Before Takeoff Checklist (4.21) BEFORE TAKEOFF (4.21) Controls CHECK Flight Instruments CHECK Engine Instruments CHECK Fuel Quantity SUFFICIENT Electric Fuel Pun1ps ON Mixtures FULL FORWARD Fuel Selectors ON Stabilator and Rudder Trims SET Engine Runup COMPLETE Autopilot OFF Pitot Heat AS REQUIRED Carburetor Heat OFF REPORT: VB-1616 4-12 ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.5g Before Takeoff Checklist (4.21) (Continued) Cowl Flaps OPEN Transponder AS REQUIRED Flaps CHECK & SET Warning Lights CHECK Door LATCHED Parking Brake RELEASE 4.5h Takeoff Checklist (4.23) CAUTION Fast taxi turns immediately prior to takeoff should be avoided to prevent unporting fuel feed lines. NOTE Adjust mixture prior to takeoff at high elevations. Do not overheat engines. Adjust mixture only enough to obtain smooth engine operation. NORMAL TAKEOFF (4.23a) Flaps 0° to 10° Stahilator and Rudder Trim CHECK SET Power 2700 RPM, FULL THROTTLE Rotate Speed 75 KIAS Climb Speed 88 KIAS Gear UP Flaps UP ISSUED: JULY 12, 1995 REPORT: VB-1616 4·13 SECTION 4 NORMAL PROCEDURES 4.5h Takeoff Checklist (4.23) (Continued) PA-44-180, SEMINOLE 0° FLAP, SHORT FIELD PERFORMANCE TAKEOFF (4.23b) Flaps UP Stabilator and Rudder Trim CHECK SET Brakes HOLD Power 2700 RPM, FULL THROTTLE Mixture FULL RICH (or SET for ALTITUDE) Brakes RELEASE Rotate Speed 70 KIAS Obstacle Clearance Speed 82 KIAS Gear UP Climb Speed (past obstacles) 88 KIAS REPORT: VB-1616 4-14 ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.5i Climb Checklist (4.25) MAXIMUM PERFORMANCE CLIMB (4.25a) Best Rate (Flaps Up) 88 KIAS Best Angle (Flaps Up) 82 KIAS Cowl Flaps OPEN Electric Fuel Pumps ON I CRUISE CLIMB (4.25b) Mixture FULL RICH Power 75% Climb Speed 105 KIAS Cowl Flaps As Required Electric Fuel Pumps ON I 4.5j Cruise Checklist (4.27) CRUISING (4.27) Reference performance charts and Avco-Lycoming Operator's Manual. Power., SET per Power Setting Chart Electric Fuel Pumps OFF I Mixture Controls ADJUST Cowl Flaps As ReqJlircd 4.5k Descent Checklist (4.29) DESCENT (4.29) Mixture Controls ADJUST with Descent Throttles As Required Cowl Flaps As Required ISSUED: JULY 12, 1995 REVISED: JULY 28, 2004 REPORT: VB-1616 4-15 SECTION 4 NORMAL PROCEDURES 4.5m Approach and Landing Checklist (4.31) PA-44-180, SEMINOLE APPROACH AND LANDING (4.31) Seat Backs ERECT Seat Belts, Harnesses ADJUSTED Electric Fuel Pun1ps ON Fuel Selectors ON Landing Gear (Below 140 KIAS) DOWN Landing Gear Lights 3 GREEN Nacelle Mirror NOSE GEAR DOWN Mixture Controls FULL RICH Propeller Controls FULL FORWARD Carburetor Heat Controls AS REQUIRED Autopilot OFF NORMAL LANDING (4.31a) Flaps , OOto FULL DOWN Airspeed (Flaps Up) 80-90 KIAS (Flaps Down) 75-85 KIAS Trim AS REQUIRED Throttles AS REQUIRED Touchdown MAIN WHEELS Braking AS REQUIRED SHORT FIELD PERFORMANCE LANDING (4.31b) Flaps (Below III KIAS) FULL DOWN Airspeed (At Max. Weight) 75 KIAS Trinl AS REQUIRED Throttles .IDLE Touchdown MAIN WHEELS Braking MAXIMUM without SKIDDING REPORT: VB-1616 4-16 ISSUED: JULY 12, 1995 REVISED: JULY 28, 20()4 PA-44-180, SEMINOLE 4.5n Go-Around Checklist (4.33) SECTION 4 NORMAL PROCEDURES GO-AROUND (4.33) Mixture Controls FULL FORWARD Propeller Controls FULL FORWARD Throttle Controls FULL FORWARD Control Wheel BACK PRESSURE TO OBTAIN POSITIVE CLIMB ATTITUDE Flaps RETRACT SLOWLY Gear UP CowI Flaps AS REQUIRED 4.50 After Landing Checklist (4.35) AFTER LANDING (4.35) Clear or runway. Flaps RETRACT Cowl Flaps FULL OPEN Carburetor Heat Controls OFF Electric Fuel Pumps OFF Landing and Taxi Lights AS REQUIRED 4.5p Stopping Engine Checklist (4.37) STOPPING ENGINE (4.37) Heater (If ON) FAN - 2 MIN. THEN OFF Radio Master SWItch OFF Electrical Equipment OFF Throttles .IDLE Mixtures .IDLE CUTOFF Magneto Switches OFF Alternator Switches OFF Panel Lights (At Night) OFF Battery Master OFF ISSUED: JULY 12, 1995 REVISED: AUGUST 1, 2002 REPORT: VB-1616 4-17 4 NORMAL PROCEDURES lUVVnlU'lU (4.39) PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) The following paragraphs are provided to supply detailed information and the explanations of the normal procedures necessary for the safe operation of the airplane. 4.9 PREFLIGHT CHECK (4.5a) The airplane should be given a thorough preflight and walk-around inspection. The preflight should include a check of the airplane's operational status, computation of weight and e.G. limits, takeoff distance and in-flight pcrformance. A weather bricfing should be obtained for the intcnded flight path, and any other factors relating to a safe flight should be checked before takeoff. 4.9a Cockpit (4.5a) Upon entering the cockpit, release the seat belts securing the control wheel. Open the static system drain to remove any moisture that has accumulated in the lines. Verify that the alternate static system valve is in the normal position. Ensure that the magneto switches are OFF. Set the parking brake by first depressing and holding the toe brake pedals and then pulling out the parking brake knob. Check that the fuel pump switches are in the Off position. Check that the landing gear selector is in thc DOWN position. The throttles should be at IDLE and the mixture controls should be in IDLE CUT-OFF. Move the cowl flap controls to the full OPEN position. Check the primary flight controls for proper operation and set the stabilator and rudder trim to neutral. Ensure that both fuel selectors are ON. Verify the radio master switch and all electrical switches are in the OFF position. Turn battery master switch ON. Check the fuel quantity gauges for adequate supply of fuel. Check the annunciator lights with the PRESS-TO-TEST button located to the left of the annunciator panel. Check that the three landing gear lights are ON. Turn OFF the battery master switch. ISSUED: JULY 12, 1995 REPORT: VB-1616 4-19 SECTION 4 NORMAL PROCEDURES 4.9a Cockpit (4.5a) (Continued) CAUTION PA·44·180, SEMINOLE If the emergency exit is unlatched in flight, it may separate and damage the exterior of the airplane. Check that the emergency exit is in place and securely latched. Extend the flaps for the walk-around inspection. Check the windows for cleanliness. Check that the POH and all required papers are on board. Properly stow any baggage and secure. 4.9b Right Wing (4.5a) After exiting the cockpit, the first items to check during the walk-around are the fuel sump drains. These drains are located on the right side of the fuselage just forward of the entrance step. Drain and check for water, foreign matter and proper fuel. Check that the wing surface and control surfaces are clear of ice, frost, snow or other extraneous substances. Check the flap, aileron and hinges for damage and operational interference. Static wicks should be firmly attached and in good condition. Check the wing tip and lights for damage. Proceeding along the wing, verify that the scupper drain and fuel tank vent located on the underside of the wing, outboard of the nacelle, are clear of obstructions. Remove the tiedown. Open the fuel cap and visually check the fuel quantity. The quantity should match the indication that was on the fuel quantity gauges. Replace cap securely. Proceed forward to the engine cowling. Check its general condition; look for oil or fluid leakage and that thc cowling is secure. Open the oil access door and check the oil quantity (four to eight quarts). Eight quarts are required for maximum range. Secure the access door. The propeller and spinner should be checked for detrimental nicks, cracks, or other defects, and the air inlets are clear of obstructions. Move down to the cowl flap area. The cowl flaps should be open and secure. REPORT: VB·1616 4·20 ISSUED: JULY 12, 1995 PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.9b Right Wing (4.5a) (Continued) Next, complete a check of the landing gear. Check the main gear strut for proper inflation. There should be 2.60 +!- 0.25 inches of strut exposure under a normal static load. Check for hydraulic leaks. Check the tire for cuts, wear, and proper inflation. Make a visual check of the brake, block and disc. Remove the chock. 4.9c Nose Section (4.5a) Check the general condition of the nose section. The windshield should be clean, secure and free from cracks or distortion. Next check that the battery vents are clear of obstructions. Check the condition and security of the landing lights. The heater air inlet should be clear of obstructions. Next remove the chock and check the nose gear strut for proper inflation. There should be 2.70+/- 0.25 inches of strut exposure under a normal static load. Check the tire for cuts, wear, and proper inflation. 4.9d Left Wing (4.5a) The wing surface should be clear of ice, frost, snow or other extraneous substances. Check the main gear strut for proper inflation. There should be 2.60+/- 0.25 inches of strut exposure under a normal static load. Check for hydraulic leaks. Check the tire for cuts, wear, and proper inflation. Make a visual check of the brake, block and disc. Remove the chock. Next, check the cowl flap area. The cowl nap should be open and secure. Proceed to the fuel filler cap. Open the fuel cap and visually check the fuel quantity. The quantity should match the indication that was on the fuel quantity gauges. Replace cap securely. Next, check the en~dne cowling. Check its general condition; look for oil or fluid leakage and that the cowling is secure. Open the oil access door and check the oil quantity (four to eight quarts). Eight quarts are required for maximum range. Secure the access door. The propeller and spinner should be checked for detrimental nicks, cracks, or other defects. and the air inlets are clear of obstructions. Next, verify that the scupper drain and fuel tank vent located on the underside of the wing, outboard of the nacelle, are clear of obstructions. Remove the tiedown. ISSUED: JULY 12, 1995 REPORT: VB-1616 4-21 da,na~~e or any condition of the trim tabs and ensure that all hinges and push rods are sound and rudder static wicks should be attached If the tail has been remove the tiedown rope. REPORT: VB·1616 PA.44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.9h Miscellaneous (4.5a) Enter the cockpit and retract the flaps. Turn the battery master switch ON. Check the interior lights by turning ON the necessary switches. After the interior lights are checked, turn ON the pitot heat, and the exterior light switches. Next, perform a walk-around check of the exterior lights for proper operation, and the heated pitot head for proper heating. CAUTION Care should be taken when an operational check of the heated pitot head is being performed. The unit becomes very hot. Ground operation should be limited to 3 minutes maximum to avoid damaging the heating elements. Reenter the cockpit and turn all switches OFF. At this time all passengers can be boarded. 4.11 BEFORE STARTING ENGINE (4.5b) After preflight interior and exterior checks and flight planning have been completed and the airplane has been determined ready for flight, the cabin door should be secured. All seats should be adjusted and secured in position and seat helts and shoulder harnesses properly fastened. NOTE A pull test of the locking restraint feature should be performed on the inertial reel shoulder harness. Turn on the alternator switches. Set the parking brake by first depressing and holding the toe brake pedals, then pull back on the p:1Tking brake knob. Verify that the landing gear selector is in the DOWN position. Check that the control levers move smoothly and place the throttles at IDLE, the propeiler controls to FULL INCREASE and the mixture controls at IDLE CUTOFF. Adjust the friction control as desired. ISSUED: JULY 12, 1995 REPORT: VB-1616 4-23 SECTION 4 NORMAL PROCEDURES PA·44·180, SEMINOLE VC.J.'U'fiC. STARTING ENGINE (4.5b) (Continued) Verify that the carburetor heat for each is and the cowl flaps are open. Verify that both stabilator and rudder trim is set to neutral selectors are on. that the fuel All other electrical switches and radio master switch should be off to avoid an eleCtlical overload when the starter is all breakers are in. 4.13 ENGINE START (4.5c) NOTE When starting at ambient temperatures +20 0 P and below, operate first engine with alternator ON (at max charging rate not to exceed 1500 RPM) for 5 minutes minimum before initiating start on second engine. 4.13a Normal Start· Cold Engine (4.5c) Turn the battery master switch ON and check that the three green gear position lights are illuminated. Open the throttles about 1/4 inch. Advance the propeller controls to full forward and mixture to full Start one engine at a time using the following procedure. the pump on. Prime the engine as Verify propeller area is clear, then turn on the magneto switches. Engage the starter. When the engine starts, adjust the throttle and monitor the oil If no oil pressure is indicated within 30 seconds, shut down the and have it checked. In cold weather it may take somewhat longer for an oil pressure indication. Repeat the above procedure for the opposite engine. After the engines have started, check the alternators for sufficient output and the gyro vacuum fora reading between 4.8 and in. FIg. and that the flow buttons are retracted. REPORT: VB·1616 4·24 "'''J::Y1UC!JLJi JULY 12, 1995 PA-44-180, SEMINOLE 4.13 ENGINE START(4.5c) (Continued) NOTE SECTION 4 NORMAL PROCEDURES To prevent starter damage, limit starter cranking to 30-second periods. If the engine does not start within that time, allow a cooling period of several minutes before engaging starter again. Do not engage the starter immediately after releasing it. This practice may damage the starter mechanism. 4.13b Normal Start - Hot Engine (4.5c) Turn the battery master switch ON and check that the three green gear position lights are illuminated. If the engines are still warm from previous operation, begin by first opening the throttles 112 inch. Advance the propeller controls to full forward. Start one engine at a time using the following procedure. Turn the electric fuel pump on. Advance the mixture control full rich. Verify the propeller area is clear and turn magnetos on. Engage the starter. When the engine starts, adjust the throttle and monitor the oil pressure. If no oil pressure is indicated within 30 seconds, shut down the engine and have it checked. Repeat the above procedure for the opposite engine. After the engines have started, confirm that the alternators are on by checking the ammeters for output. Check the gyro vacuum gauge for a reading between 4.8 and 5.2 in Hg. and that the flow buttons are retracted. 4.13c Engine Start - Cold Weather (Below 10°F) (4.5c) CAUTION Ensure magneto and master switches are OFF and mixture controls are in idle cut-off before turning propeller manually If available, preheat should be considered. After checking that the battery master and magneto switches are OFF, and mixture controls are in idle cut-off, manually rotate each engine through 10 propeller blades during the preflight inspection. Refer to Section 4.13f before starting with external power. ISSUED: JULY 12, 1995 REPORT: VB-1616 4-25 to waI'med-up, reduce the thr<)ttlt~s Ao.valilce the mixture control only after the to 1000 RPM, MomUJr alterI1lat()rS are on PA·44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.13e Engine Start With External Power Source (4.5c) NOTE For all normal operations using the PEP jumper cables, the master switch should be OFF, but it is possible to use the ship's battery in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. CAUTION Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the master switch ON momentarily while the starter is engaged. If cranking speed increases, the ship's battery is at a higher level than the external power supply. If the battery has been depleted by excessive cranking, it must be recharged before the second engine is started. All the alternator current will go to the low battery until it receives sufficient charge, and it may not start the other engine immediately. A feature caned the Piper External Power (PEP) allows the operator to use an external battery to crank the engines without having to gain access to the airplane's battery. Turn the battery master switch and an electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the receptacle located on the right side of the nose. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique. ISSUED: JULY 12, 1995 REPORT: VB-1616 4-27 SECTION 4 NORMAL PROCEDURES PA.44·180, SEMINOLE 4.13e Engine Start With External Power Source (4.5c) (Continued) WARNING Shut down the right engine when it is warmed prior to disconnecting the external power plug. After the engines have started, check the oil pressure, reduce power on the left engine to the lowest possible RPM to reduce sparking, and shut down the right engine. Disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. Restart the right engine after the external power plug has been removed. 4.15 BEFORE TAXIING (4.5d) 4.15a. Warm-Up (4.5d) Warm-up the engines at 1000 to 1200 RPM. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the throttles may be opened fully without backfiring or skipping and without a reduction in engine oil pressure. Do not operate the engines at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.15b. Before Taxiing (4.5d) If an External Power Source Unit has been used for starting, it should be disconnected and the battery master should be turned ON. Set the gyros, the altimeter and clock as required. Turn ON the radio master switch. Lights and heater may be turned on as desired. Check the radios, and set them as desired. Check the autopilot (See Section 9) and turn ON and check the electric trim. Complete the passenger briefing. Release the parking brake by first depressing and holding the toe brake pedals and then pushing forward on the parking brake control. REPORT: VB-1616 4-28 ISSUED: JULY 12, 1995 SEMINOLE 4 PROCEDURES area is brakes to determine their effectiveness. Make Set the parkinlg brake. Advance mixture and prctpeller insl:runllents to see are functiclnal realjinj;s throttles to an check teathering; ho\'''evl~r. to 10 which may have Avoid opl~ration with carburetor heat ON as the air is unfiltered. 1995 REPORT: VB·1616 takeoff. Turn pitot heat ON sel,ectors are off and are ;lV1tlnJ(~>; as req[uir'ed. no arc illulminatcd. closed and latched. Release the brake. door is TAKEOFF (4.5h) pilot teclmiclue. on in the Perfonnance Section of this Handbook. The peJ'f"olrm;am:c shown on charts will graldifmt, tailwind or wet, or 4.23 SECTION 4 (Continued) distanlces can Short When a short field effort is reQuired. In event corWf~unlti(m to sustain alti.tucle irnmediately teclhnil~ue to achieved. SECTION 4 NORMAL PROCEDURES PA-44-180, SEMINOLE 4.23b 0° Flap, Short Field Performance Takeoff (4.5h) (Continued) NOTE Gear warning horn will sound when landing gear is retracted with flaps extended beyond first notch. When the shortest possible ground roll and the greatest clearance distance over a 50-foot obstacle is needed, a flap setting up to a maximum of 25° (second notch) may be used. Set the stabilator trim indicator slightly nose up ii'om the takeoff range. When 25° of flaps are selected, procedures similar to those described for 0° flaps should be used with an obstacle speed no slower than 70 KIAS. Retract the gear when a gear-down landing is no longer possible on the runway. It should also be noted that when a 25-degree nap setting is used on the takeoff roll, an etlort to hold the airplane on the runway too long may result in a wheelbarrowing tendency. This should be avoided. This procedure should only be used when conditions truly require added performance. The pilot must be aware that he achieves this improved performance only at the expense of a reduction in his safety margins. If an engine failure were to occur near the obstacle with the gear and naps still down, the only choice available to the pilot is to reduce the remaining power to idle and make the best possible landing straight ahead since single engine performance under these conditions is non-existent. Because of reduced safety margins associated with 25° flap, short field takeoffs, performance data is only provided for 0° flap, short field takeofls. Takeoff distances to be achieved using these procedures are included in Section 5 of this Handbook. 4.25 CLIMB (4.5i) 4.25a Takeoff Climb (4.5i) On climb-out after takeoff, it is recommended that the best rate of climb speed (88 KIAS) be maintained with full power on the engines until adequate terrain clearance is obtained. If obstacle clearance is a consideration, maintain best angle of climb speed (82 KIAS) until clear of all obstacles, then accelerate to best rate of climb speed (88 KIAS). The cowl flaps should be OPEN and electric fuel pumps should be ON until level off is accomplished at desired cruise altitude. REPORT: VB-1616 4-32 ISSUED: JULY 12, 1995 REVISED: JULY 28, 2004 SECTION 4 At this power be to llPIZlroJ\.innately power for cruise climb. A cruise climb of 105 KIAS or is also recommended. This combination of reduced power and increased climb CO;[)IUrlg, less wear, reduced fuel cOIlsumptiolrl, and electric fuel pumps should be ON until level off is ac(;orrlp!ishe;d Consistent 01)en~tio'nlll use is strcmgly pra.ctj(!e will make a substantial contribution to fuel the SECTION 4 NORMAL PROCEDURES 4.27 CRUISE (4.Sj) (Continued) WARNING PA-44-180, SEMINOLE Flight in icing conditions is prohibited. If icing is encountered, immediate action should be taken to fly out of icing condi tions. Icing is hazardous due to greatly reduced performance, loss of forward visibility, possible longitudinal control difficulties due to increased control sensitivity, and impaired power plant and fuel system operation. The ammeters for the electrical system should be monitored during flight, especially during night or instrument flight, so that corrective measures can be taken in case of malfunction. The procedures for dealing with electrical failures are contained in the Emergency Procedure Section of this Handbook. The sooner a problem is recognized and corrective action taken, the greater is the chance of avoiding total electrical failure. Both alternator switches should be ON for normal operation. The two ammeters continuously indicate the alternator outputs. Certain regulator failures can cause the alternator output voltage to increase uncontrollably. To prevent damage, overvoltage relays are installed to automatically shut off the alternator(s). The amber alternator annunciator (ALT) on the annunciator panel will illuminate to warn of the tripped condition. Alternator outputs will vary with the electrical equipment in use and the state of charge of the battery. Alternator outputs should not exceed 60 amperes. The red low voltage annunciator (LO BUS) will warn of bus voltage below requirements. It is not recommended to takeoff into IFR operation with a single alternator. During night, electrical loads should be limited to 50 amperes for each alternator. Although the alternators are capable of 60 amperes output, limiting loads to 50 amperes will assure battery charging current. Since the Seminole has one fuel tank per engine, it is advisable to feed the engines symmetrically during cruise so that approximately the same amount of fuel will be left in each side for the landing. A crossfeed is provided and can be used to even up the fuel, if necessary. REPORT: VB-1616 4-34 ISSUED: JULY 12, 1995 PA·44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.27 CRUISE (4.5j) (Continued) During flight, keep account of time and fuel used in connection with power settings to determine how the fuel flow and fuel quantity gauging systems are operating. There are no mechanical uploeks in the landing gear system. In the event of a hydraulic system malfunction, the landing gear will free-fall to the gear down position. The true airspeed with gear down is approximately 75% of the gear retracted airspeed for any given power setting. Allowances for the reduction in airspeed and range should be made when planning extended flight between remote airfields or flight over water. 4.29 DESCENT (4.5k) When power is reduced for descent, the mixtures should be enriched as altitude decreases. The propellers may be left at cruise setting; however, if the propeller speed is reduced, it should be done after the throttles have been retarded. Cowl flaps should normally be closed to keep the engines at the proper operating temperature. 4.31 APPROACH AND LANDING (4.5m) Sometime during the approach for a landing, the throttle controls should be retarded to check the gear warning horn. Flying the airplane with the horn inoperative is not advisable. Doing so can lead to a gear up landing as it is easy to forget the landing gear, especially when approaching ror a one engine inoperative landing, or when other equipment is inoperative, or when attention is drawn to events outside the cabin. The red landing gear unsafe light (WARN GEAR UNSAFE) will illuminate when the landing gear is in transition between the full up position and the down and locked position. Additionally, the light will illuminate when the gear warning horn sounds. The gear warning horn will sound at low throttle settings if the gear is not down and locked and when landing flaps are selected and the gear is not down and locked. The light is off when the landing gear is in either the full down and locked Or full up positions. ISSUED: JULY 12, 1995 REPORT: VB·1616 4-35 lockil1lg restraint PA-44·180, SEMINOLE SECTION 4 NORMAL PROCEDURES 4.31 APPROACH AND LANDING (4.5m) (Continued) 4.31a Normal Landing (4.5m) Landing may be made with any flap setting. Normally full flaps are used. Full flaps will reduce stall speed during final approach and will permit contact with the runway at a slower speed. Good pattern management includes a smooth, gradual reduction of power on final approach with the power fully olf before the wheels touch the runway. This gives the gear warning horn a chance to blow if the gear is not locked down. Electric trim can be used to assist a smooth back pressure during f1are- out. Hold the nose up as long as possible before and after contacting the ground with the main wheels. Maximum braking after touch-down is achieved by retracting the flaps, applying back pressure to the wheel and applying pressure on the brakes. However, unless extra braking is need