SEMINOLE INFORMATION MANUAL

6-38 Added item 219 from pg. 6-37. 6-39 Revised item 231. 6-45 Revised item 281. 6-46 Added new item 282; re- located item 289 to pg. 6-47. 6-47 Added item 289 from pg. 6-46. 6-48 Deleted item 353; revised items 355 and 361. 7-i Added para. 7.39. 7-10 Revised Fig. 1-7. WOI'cl 1-14 Revised para. 7.15. 1-35 Added pg. (added para. 7.39). Ward Evans 8-10 Revised para. 8.11. Dec. 15. 1978 REPORT: VB-860 vi·b PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (eont) ~. Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 2 6-46 Revised item 283; added item 161 662 284; relocated item 281 to pg (PR190413) 6-41. 6-41 Added item 281 from pg. 6-46. 1-i Revised para. 1.37 & 1.39 pg. nos. 7-33 Revised para. 1.35. 1-34 Revised para. 1.35; relocated para. 1.31 to pg. 1-36. 1-35 Added para. 1.35 info.; re- located para. 7.39 to pg. 7-36. WOAcR. 1-36 Added pg. (added para. 1.31 from pg. 1-34 & para. 1.39 Ward Evans from pg. 1-35). April 13, 1919 i Rev. 3 1-9 Added Demo. X-Wind. 161 662 2-2 Revised para. 2.3. (PR190914) 2-1,2-8, Revised para. 2.21. 2-9,2-10 3-6 Added info. 3-1 Replaced abbreviations with words. 3-8 Added word to title. 3-13 Revised procedure. 3-18 Revised para. 3.15. 4-6 Revised Caution. 4-11 Added info. from pg. 4-12. 4-12 Relocated info. to pg. 4-11. 5-2 Added Warning. 5-3, 5-5, Revised para. 5.5 (a), (c), Cd), 5-6, 5-1 (e), (f) and (g). 5-9 Revised List of Figures. 5-15 Revised Fig. 5-9. REPORT: VB-860 vi-e PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 3 (cont) 5-24 Revised Figs. 5-27 thru i thru 5-41. 5-3! 6-1,6-2 Revised para. 6.1. 6-3 Added Caution. Moved info. to pg. 6-4. 6-4 Relocated info. from pg. 6-3. Moved info. to pg. 6-5. 6-5 Relocated info. from pg. 6-4. 6-18 Revised items I, 3 and 5. 6-24 Revised item 77. 6-26 Revised. item 113. 6-27 Revised items 115 and 121. 6-30 Relocated item 159 from pg. 6-31. 6-31 Relocated item 159 to pg. 6-30; added item 167 from pg.6-32. 6-32 Added item 170. 6-34 Added item 178. 6-35 Revised items 191 and 193. 6-36 Added item 206; revised item 207; relocated item 209. 6-37 Revised, relocated item 209 from pg.6-36; changed item 213 to 214; added new 213; relocated items 215 and 217 to pg. 6-38. 6-38 Changed item 215 to 216, relocated from pg. 6-37; added new 216; relocated item 217 from pg. 6-37; relocated items 221 and 223 to pg. 6-39. 6-39 Relocated items 221 and 223 from pg. 6-38; added item 224; relocated items 225 thru 235 to pg. 6-40. REPORT: VB-860 vl-d PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval umber and Revised Description of Revision Signature and Code Pages Date ev.3(cont) 6-40 Relocated items 225 thru 235 from pg. 6-39; added items 230 and 234; relocated items 237 thru 243 to pg. 6-41. 6-41 Relocated items 237 thru 243 from pg. 6-40; added item 242; relocated items 245 thru 251 to pg. 6-4la. 6-41a New page; relocated items 245 thru 25 I from pg. 6-41. 6-41b New page. 6-47 Revised item 291. 6-48 Revised item 355. 7-9 Revised para. 7.9. 7-11 Revised Figure 7-9. 7-25 Revised para. 7.23. W~ 7-26 Revised Figure 7-25. 7-28 Revised Figure 7-27. Ward Evans 10-2 Revised para. 10.3 (h). Sept. 14, 1979 1-2 Revised Figure 1-1. Rev. 4 1-4 Revised para. 1.7, 1.9 and U I. 761 662 2-3 Revised para. 2.7 (PR80030l) 2-4 Revised para. 2.11. 2-5 Revised para. 2.13. 2-6 Revised para. 2.23. 2-10 Added serial number effectivity 3-ii Added para. 3.37. 3-21 Added para. 3.37. 3-22 New page, contino para. 3.37. 5-23 Revised Figure 5-25. 5-24 Revised Figure 5-27. 5-32 Revised Figure 5-43. 6-9 Moved revised Figure 6-9 to pg. 6-10. R N REPORT: VB-860 vi-e PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 4 (cont) I 6-10 ; Added revised Figure 6-9; I i moved revised Figure 6-11 : .I 6-lOa Ito pg. 6-IOa. New page; added revised I Figure 6-11. 6-IOb New page. 6-12 Revised Figure 6-15. 6-15 Revised sample problem. 6-28 Added item 125. 6~41 Added items 238 & 240; moved items 241. 242 and 243 to pg. 6-41a. 6-41a Relocated items 241. 242, 243; moved items 249 and 251 to pg. 6-4Ib. 6-41b Relocated items 249 and 251. 7-i Added para. 7.41. 7-3 Revised Figure 7-1. 7-4 Revised Figure 7-3. 7-26 Revised Figure 7-25. 7-27 Revised para 7.23 7-37 New page; added para. 7.41. 8-11 Revised para. 8.19, and para. 8-21. 8-lIa New page; cont. revised para. 8.21. 8-llb New page; cont. revised para. 8.21 9-i Added Supplements 4 and 5. 9-23 Added pages (Supplement 4). I thru 9-26 l\)0I\1. 9-27 Added pages (Supplement 5). thru Ward Evans 9-30 March I. 1980 REPORT: VB-860 vi-' <; PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date , Rev. 5 Title Revised title pg. 761 662 Publ Revised Warning. (PR800926) 2-9 Revised Takeoff and Landing checklists; relocated placard to pg 2-10. 2-10 Added placard from pg. 2-9. 4-9 Revised Before Takeoff checklist. 4-11 Revised Approach and Landing 4-18 Revised para. 4 27. 4-23 Revised para 4.37 5-5 Revised item 5.5 (c). 5-7 Revised items 5.5 (e), (f) and (g) 5-23 Revised Figure 5-25. 6-1 Revised pg nos. 6-4 Revised Figure 6-3. 6-6 Revised Figure 6-5. 6-22 Added items 59 and 61. 6-26 Added item 104: relocated item to pg. 6-26a. 6-26a Added pg. (added items from pgs. 6-26 and 6-27). 6-26b Added pg 6-27 Relocated items to pg. 6-26a, added item from pg. 6-28 6-28 Relocated item to pg 6-27 6-28a Added pg. 6-28b Added pg. (added items from pg 6-29; added item 131\: re- vised item no ) 6-2<i Relocated items to pg. 6-28b; revised item no ; added items 142, 143 and 144 REPORT: VB-860 vi-g PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 5(cont) 6-35 Revised item no. I 6-3/i Relocated items to pg. 6-36d: I added items 193 and 194. 6·.16a, Added pgs. (added items 6-36b, 200 thru 212). 6·36c 6-36d Added pg. (added renumbered items from pg. 6-36). 6·37, Renumbered items. 6·38, 6-39 6-40 Renumbered items: added items 229 and 230; relocated items to pg. 6-41. 6-41 Added items from pg. 6-40; re- numbered items; relocated item to pg. 6-4Ia. 6-41a Added item from pg. 6-41; renumbered items: added items 243 and 245: relocated items to pg. 6-4Ib. 6-41b Added items .from pg. 6-41 a; renumbered item: relocated item to pg. 6-42. 6-42 Added item from pg. 6-4Ib. 6-44 Added item 277 from pg. 6-45. 6-45 Relocated item to pg. 6-44: re- numbered item: added item 281. 6-48 Added item 353. 6-49 Renumbered and relocated I item to pg. 6-50; added new item 375. 6-50 Renumbered items: relocated info. to pg. 6-5 I; added item from pg. 6-49; added new items 377 and 379. REPORT: VB-860 vi-h PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev 5(eont) 6-51 Added pg (added info from pg 6-50). 7-18 Revised Figure 7-17. 7-20 Revised Figure 7-19. 7-26 Revised Figure 7-25 7-30, Revised para. 7.27 7-31 8~9 Revised Figure R-9 9-i Added Supplements 6 thru 13 9-31 Added Supplement 6 thru (Air Conditioning) 9-36 9-37 Added Supplement 7 thru (Century 21 Autopilot) 9-40 9-41 Added Supplement 8 thru (Century 41 Autopilot) 9-52 9-53. Added Supplement 9 9-54 (Control Wheel Clock) 9-55 Added Supplement 10 thru (WeatherScout II Radar) 9-60 9-61 Added Supplement II thru (RDR-160 Radar) 9-66 9-67 Added Supplement 12 thru (RDR-160/lN-2026A Radar) 9-72 WQI\R 9-73 Added Supplement 13 thru (Color WeatherScout II Radar) Watd Evans 9-76 ~Cpl 26. 19S0 Rev 6 2-3 Revised para 27 761 662 2-4 Revised para 29. moved WOAJ (PRSOII19) para 2 II 10 pg 2-5 2-5 Relocated para 2 II from pg 2-4 Ward Evans 6-24 Delcted items 79 and 81 Nov 19. 1980 REPORT: VB-860 vi-i PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Codes Pages Date Rev. 7 2·4 Revised 2.9 (c). 761 662 3-i. ',it I Changed page numbers. (PR810105) . 3-5 1 Revised Air Start (Unfeathering Procedure). 3-7 Revised Electrical Failures. 3-8 Moved info. to pg. 3-lOa; cont. Electrical Failure. 3-9 Moved info. to pg. 3-IOb; cont. Electrical Failure. 3-10 Cont. Electrical Failure. 3-tOa New page; relocated info. from pg. 3-8. 3-IOb New page; relocated info. from pg. 3-9. 3-13 • Revised engine failure during takeoff (75 KIAS and above). 3-15 Revised Air Start (Unfeathering Procedure). 3-16 Moved para. 3.11 to pg. 3-17; cont. Air Start. 3-17 Relocated para. 3.11 from pg.3-16. 3-19 Revised para. 3.23. 3-20 Moved para. 3.25 and para. 3.27 to pg. 3-22; cont. para. 3.23 revision. 3-21 Moved para. 3.29, 3.31, 3.33 and 3.35 to pg. 3-23 and para. 3.35 and 3.37 to pg. 3-24; cont. para. 3.23 revision. 3·2~ Relocated para. 3.25 from pg. 3-20; moved part of para. 3.37 to pg. 3-24. 3-23 New page; relocated para. 3.29, 3.31 and 3.35 from pg. 3-21. REPORT: VB-860 vi-j ! .... ... .. , .... l:. & PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Codes Pages Date Rev. 7 (cont) 3-24 New page; relocated para. 3.37 from pg. 3-21 and 3-22 6-34 Added item 180; moved item 185 to pg. 6-35. 6-35 Relocated item 185 from rg 6-35; moved items 191 and 192 to pg. 6-36. 6-36 Relocated items 191 and 192 from pg. 6-36. 7-16 Revised para. 7.17. 7-17 Revised Figure 7-15. tJ~t;:' 7-19 Cont. para. 7.17 revision. ~ 7-21 Deleted info. Ward Evans 9-77 Added info. Jan 5,1981 Rev. 8 3-3 Revised Warning. 761 662 3-13 Added Warning. (PR81041O) 4-i Changed pg. no. for para. 4.27. 4-18 Revised para. 4.27; moved para. 4.29 to pg. 4-19. 4-19 Relocated para. 4.29 from pg.4-18. 5-23 Revised fig. 5-25. 6-25 Revised items 99 and 10 I. 6-26 Revised items 103 and 104. 6-34 Revised item 178. 6-39 Added new item 228; moved thru and renumbered items 228 6-42 thru 252; revised new item 244. 6-49 Revised item 375. REPORT: VB·860 vi·k j'" PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Codes Pages Date Rev.8(cont) () "0 Revised items 377 and 379. i 7- s 1 Revised fig. 7-15. l')QJ·-!l &~., ; i-2U Revised fig. 7-19. 9·25 Revised Sec. 4 (b) (8) a and b. Ward Evans 9-41 Revised Sec. 2 (c). April 10, 1981 Rev. 9 1-5 Revised para. 1.13. 761 662 2-9 Revised check list. (PR810724) 3-2 Revised procedure. 3-12 Revised procedure. 4-4 Relocated info. from pg. 4-5. 4-5 Moved info. to pg. 4-4; revised procedure. 4-9 Revised procedure. 4-11 Revised procedure. 4-12b Revised Caution. 4-13 Added Note; moved para. 4.15 to pg. 4-14. 4-14 Relocated para. 4.15; moved info. to pg. 4-15. 4-15 Relocated info. from pg. 4-14. 4-17 Relocated info. from pg. 4-18. 4-18 Moved info. to pg. 4-17; added Note; moved info. to pg.4-19. 4-19 Relocated info. from pg. 4-18; moved info. to pg. 4-20. 4-20 Relocated info. from pg. 4-19. 4-23 Revised para. 4.37; moved info. to 4-24. 4-24 Relocated info. from pg. 4-23; I moved info. to pg. 4-25. 4-25 Relocated info. from pg. 4-24; moved para. 4.47 to pg. 4-26. REPORT: VB·860 vi·I PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Codes Pages Date Rev. 9 (cont) 4-26 Relocated para. 4.47 from pg. 4-25; moved info to pg.4-27. 4-27 Relocated info. from pg. 4-26. 5-3 Revised para. 5.5 (a) (6). 5-7 Revised para. 5.5 (e) (4) (6); (f) (l); (g) (I) 5-26 Revised fig. 5-31. 5-29 Revised fig. 5-37. 5-30 Revised fig. 5-39. 6-28b Added item 136. 6-30 Moved item 159 to pg. 6-31 6-31 Relocated item 159; added item 164; moved item 165 and 167 to pg. 6-32. 6-32 Relocated items 165 and 167 from pg. 6-31; moved item 171 to pg. 6-33. 6-33 Relocated item 171 from pg. 6-32; moved item 175 to pg.6-34. 6-34 Relocated item 175 from pg. 6-33; moved items 179 thru 183 to pg. 6-35. 6-35 Relocated items 179 thru 183 from pg. 6-34. 6-36 Revised item 194. 6-38 Renumbered items; moved renumbered items to pg. 6-38a. 6-38a New page; added items 229 and 231; relocated renum- bered item from pg. 6-3g 6-38b New page; relocated renumbered items from pg. 6-39. REPORT: VB-860 vi-m PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Codes Pages Date Rev. 9 (cont) 6-39 Moved renumbered items to i pg. 6-38b; relocated renum- bered items from pg. 6-40; added item 247. 6-40 Moved renumbered items to pg. 6-39; relocated renum- bered items from pg. 6-41. 6-41 Moved renumbered items to pg. 6-40; renumbered items. 6-41a Revised item 273; renum- bered items; relocated renumbered item from pg. 6-41b. 6-41b Moved renumbered item to pg. 6-4Ia; renumbered items. 6-42 Renumbered items. thru 6-47 6-51 Added item 389; removed info. (J~£ 7-19 Revised para. 7.17; moved info. to pg. 7-21. Ward Evans 7-21 Relocated info. from pg. 7-19. July 24, 1981 Rev. 10 I-i Correct page numbers. 761 662 2-4 Revised para. 2.9; move info. (PR820122) to pg. 2-5. 2-5 Relocated info. from pg. 2-4; moved info. to pg. 2-6. 2-6 Relocated info. from pg. 2-5; moved info. to pg. 2-7. 2-7 Relocated info. from pg. 2-6; moved info. to pg. 2-8. 2-8 Relocated info. from pg. 2-7; moved info. to pg. 2-9. 2-9 Relocated info. from pg. 2-8. 3-10 Revised procedure. REPORT: VB-860 vi-n · -~ PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 10 3-12 Revised para 4.37. (cont) 4-23 Revised para. 4.37; moved info to pg. 4-24. 4-24 Relocated info. from pg. 4-23; revised para. 4.37; moved info to pg. 4-25. 4-25 Relocated info from pg 4-24 5-3 Revised para. 5.5. thru 5-7 6-6 Revised fig. 6-5. 6-17 Revised para. 6.11. 6-24 Added items 79 and 81. 6-40 Revised item 255. 6-45 Added item 324. 7-30 Revised para. 7.27; moved info. to pg. 7-31. 7-31 Relocated info. from pg. 7-30; moved info. to pg. 7-32. (JQlJ 7-32 Relocated info. from pg. 7-31 9-21 Revised section 3(a). Ward bans 9-25 Revised section .4(b), (8)c. Jan 22. 19H2 Rev II Title Revised bottom para. 761 662 I-I Revised para. 1.1 (PR830314) 1-9 Deleted MEA. 2-i Revised index. 3-i Added info to 3.3; relocated items to pg. 3-ii. 3-ii Added items from pg. 3 i 4-i Added info to 4.5. 4-ii Added items from pg 4-i I 4-13 Revised I st para and 1'" ote 4-18 Revised Note 4-2.1 Revi<;ed Note REPORT: VB-860 vi-o PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) RevIsion FMApproval Number and Revised Description of Revisions Signature Code Pages and Date Rev.n '5-27 Revised fig. 6-33 thnJ 5-39. (cont) thtu 5-:;0 6-28 Revised item 127. 6-36 Revised items 191 and 192. 7-6 Revised 2nd para. 7-21 Added Caution. 7-32 Revised para. 7.29 and 7.33. 8-2 Revised para. 8.3. 8-3 Revised 1st para. and para. 8.5. 8-4 Moved text. 9-i Added Supplement No. 14 to index. tJ-At£ 9-79 Added Supplement No. 14. thru Ward Evans 9-82 March 14, 1983 Rev. 12 l-i Revised index. 761662 1-12 Para. 1.21 deleted. (pR890304) 1-13 Para. 1.21 deleted, thnJ pages removed. 1-21 3-1 Revised para. 3.1. 3-17 Revised para. 3.11. 4-5 Revised Before Starting Engines. 4-8 Revised Before Takeoff- Ground Check. 4-11 Revised Approach and Landing. 4-13 Revised para. 4.13. 4-17 Revised para. 4.27. 4-24 Revised para. 4~37. 8-1 Revised para. 8-1 and 8.3. ~thru 8-3 D.H. Trompler 8-10 Revised para. 8.19. thru ..l!!lY. 6. J989 8-11 Date REPORT: VB·860 vi.p TABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY PROCEDURES SECTION 4 NORMAL PROCEDURES SECTION 5 PERfORMANCE SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION Of THE AIRPLANE AND ITS SYSTEMS SECTION 8 AIRPLANE HANDLING. SERVICING AND MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 SAfETY TIPS REPORT: VB-SliD vii T ABLE OF CONTENTS SECTION 1 GENERAL Paragraph No Page No 1 1 Introduction. . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . I-I I 3 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 1-3 I 5 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 I 7 Fuel............................................. 1-4 1.9 Oil............................................... 1-4 I II Maximum Weights 1-4 1.13 Standard Airplane Weights........ 1-5 1.15 Baggage Space.......................... 1-5 I 17 Specific Loadings.................................. 1-5 1.19 Symbols, Abbreviations and Terminology. ..... .... . . . 1-6 REPORT: VB·860 (-j PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION I GENERAL U INTRODUCTION SECTION I GENERAL This Pilot's Operating Handbook is designed for maximum utili7ation as an operating guide for the pilot. It includes the materiallequired 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 current status Assurance that the airplane is in an airworthy condition is the responsi- bility of the owner The pilot in command is responsible for determining thai 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 4t!i~'k rderence 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: MARCH 23, 1978 REVISED: MARCH 14, 1983 REPORT: VB-860 I-I SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE Wing Area (sq. ft.) 183.8 Min. Turning Radius (ft.) 33.0 (from pivot point to wingtip) ----=-11.114.. -1 1~--3rIl"-'--- THREE VIEW Figure I-I REPORT: VB-860 1-1 ISSUED: MARCH 13. 1978 PIPER AIRCRAFT CORPORATION 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 0) Engine Type 1.5 PROPELLER STANDARD (a) Number of Propellers (b) Propeller Manufacturer (c) Model Left Right (d) Number of Blades (e) Propeller Diameter (in.) (I) Maximum (2) Minimum (f) Propeller Type OPTIONAL (a) Number of Propellers (b) Propeller Manufacturer (c) Model Left Right ISSUED: MARCH 23, 1978 REVISED: DECEMBER 15, 1978 SECTION 1 GENERAL 2 Lycoming 0-360-E IA6D LO-360-E I A6D 180 2700 5.125 4.375 361 9.00:1 Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 2 Hartzell HC-C2Y(K,R)-2CEUF/ FC7666A-2R HC-C2Y(K,R)-2CLEUF/ FJC7666A-2R 2 74 72 Constant Speed, Hydraulically Actuated, Full Feathering 2 Hartzell HC-C3YR-2EUFj FC-7663-SR HC-C3YR-2LEUF/ FJC-7663-SR REPORT: VB·860 1·3 SECTION 1 GENERAL (d) Number of Blades (e) Propeller Diameter (in.) (I) Maximum (2) Minimum <0 Propeller Tvpe 1.7 FUEL PIPER AIRCRAFT CORPORATION PA-44·180, SEMINOLE 3 73 72 Constant Speed, Hydraulically Actuated, Full Featheriong (a) Fuel Capacity (U.S. gat) (total) (b) Usable Fuel (U.S. gaL) (total) (c) Fuel (I) Minimum Grade (2) Alternate Fuel t.9 OIL (a) Oil Capacity (U.S. qts.) (per engine) (b) Oil Specification (c) Oil Viscosity U 1 MAXIMUM WEIGHTS (a) Maximum Takeoff Weight (lbs.) (b) Maximum Ramp Weight (c) Maximum Landing Weight (Ibs.) (d) Maximum Weights in Baggage Compartment (Ibs.) 110 108 100 Green orlOOLL Blue Aviation Grade Refer to latest revision of Lycoming, Service Instruction 1070. 6 Refer to latest issue of Lycoming Service Instruction 1014 and Service Bulletin No. 446. Refer to Section 8 - paragraph 8.19. 3800 3816 3800 200 REPORT: VB-860 1-4 ISSUED: MARCH 13, 1978 REVISED: MARCH 1, 1980 PIPER AIRCRAFT CORPORATION pA·.....UIO. SEMINOLE U3 STANDARD AIRPLANE WEIGHTS SECTION t GENERAL Refer to Figure 6-5 for the Standard Empty Weight and the Useful load. 1.15 BAGGAGE SPACE (a) Compartment Volume (cu. ft.) (b) Entry Width (in.) (c) Entry Height(in.) U7 SPECIFIC LOADINGS (8) Wing loading (lbs. per sq. ft.) (b) Power loading (Ibs. per hp) ISSUED: MARCH 13, 1978 REVISED: JULY 14, 1981 24 22 20 21.1 10.55 REPORT: VB·860 1·5 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-44-180. SEMINOLE 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and termi- nology used throughout the handbook and those which may be of added operational significance to the pilot. (a) Geneull Air~pcetj Terminology and Symbols CAS KCAS GS lAS KIAS M TAS REPORT: VD-860 1-6 Calibrated Airspeed means the indicated speed of an aircraft, 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 speed of an air- craft as shown on the airspeed indicator when corrected for instrument error. lAS values published in this handbook assume zero instrument error. Indicated Airspeed expressed in "Knots." Mach Number is the ratio of true airspeed to the speed of sound. True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. ISSUED: MARCH 23. 1978 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION 1 GENERAL VlE Maximum landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the landing gear extended. VlO Maximum landing Gear Operating Speed is the maximum speed at which the landing gear can be safely Lxtendcd or retracted. YMCA Air Minimum Control Speed is the mini- mum flight speed at which the aiJplane is directionally controllable as determined in accordance with Federal Aviation Regu- lations. Airplane certification conditions include one engine becoming inoperative and wind milling, not more than a 5° bank towards the operative engine, takeoff power on operative engine, landing gear up, flaps in takeoff position, and most rearward e.G. VNE/MNE Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VS Stalling Speed or the minimum steady night speed at which the airplane is con- trollable VSO Stalling Speed or the minImum steady night speed at which the airplane is controllable in the landing configuration. VSSE Intentional One fngine Inoperative Speed is a minimum speed seb.:ted by the manu- facturer for intentionally rendering one engine inoperative in flight for pilot training. ISSUED: MARCH 23, 1978 REPORT: VB-860 1-7 SECTION I GENERAL vx Vy PIPER AIRCRAFT CORPORATION PA-44-180. SEMINOLE Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. (b) Meteorological Terminology ISA OAT Indicated Pressure Altitude Pressure Altitude Station Pressure REPORT: VB-860 1-8 International Standard Atmosphere in which the air is a dry perfect gas, the temperature at sea level is 15° Celsius (59° Fahrenheit), the pressure at sea level is 29.92 inches Hg (1013 mb), and the tem- perature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003566° F) per foot and zero above that altitude. Outside Air Temperature is the free air static temperature obtained either from infiight temperature indications or ground meteorological sources, adjusted for in- strument error and compressibility effects. The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013 millibars). Altitude measured from standard sea-level pressure (29.92 in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Actual atmospheric pressure at field elevation. ISSUED: MARCH 23. 1978 REVISED: DECEMBER IS, 1978 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION I GENERAL Wind (c) Power Terminology Takeoff Power Maximum Con- tinuous Power Maximum Climb Power Maximum Cruise Power (d) Engine Instruments EGT Gauge The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds Maximum power permissible fOl takeoff Maximum power permissible continuously during night Maximum power permissible during climb. Maximum power permissible during cruise Exhaust Gas Temperature Gauge (e) Airplane Performance and Flight Planning Terminology Climb Gradient Demonstrated Crosswind Velocity (DEMO X-WIND) Accelerate-Stop Distance ISSUED: MARCH 23, 1978 REVISED: MARCH 14,1983 The demonstrated ratio of thc change in height during a portion of a climb, to the horizontal distance traversed in the same time interval The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated dUring eCllilication tests The distance required to accelerate an air- plane to a specified speed and, assuming failure of an engine atlhe instant that speed is attained, to bring the ai rplane to a stop REPORT: VB-860 1-9 SECTION 1 GENERAL Route Segment PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE A part of a route. Each end of that part is identified by (I) a geographical location or (2) a point at which a definite radio fix can be established. (f) Weight and Lhlhnce Terminology Reference Datum Station Arm Moment Center of Gravity (CG.) CG. Arm CG Limits Usable Fuel Unusable Fuel REPORT: VB-860 1-10 An imaginary vertical plane from which all horizontal distances are measured for balance purposes. A location along the airplane fuselage usually given in terms of distance in inches from the reference datum. The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. The product of the weight of an item multi- plied by its arm. (Moment divided by a constant is used to simplify balance calcu- lations by reducing the number of digits.) The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. The extreme center of gravity locations within which the airplane must be operated at a given weight. Fuel available for night planning. Fuel remaining after a runout test has been completed in accordance with govern- mental regulations. ISSUED: MARCH 23, 1918 PIPER AIRCRAFT CORPORATION PA·44·180, SEMINOLE SECTION 1 GENERAL Standard Empty Weight Basic Empty Weight Payload Useful Load Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight ISSUED: MARCH 23, 1978 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. REPORT: VB·860 l·U SECTION 1 GENERAL PIPER AlRCRAFf CORPORATION PA·44·180, SEMINOLE THIS PAGE INTENTIONALLY LEFf BLANK IREPORT: VB·860 1·12 ISSUED: MARCil 23, 1978 REVISED: MARCH 4, 1989 TABLE OF CONTENTS SECTION 2 UMITATIONS Paraglaph No Page No 2 1 2.3 25 27 29 2 II 2 13 2 15 2 17 2 19 221 223 225 227 General . Airspccd I.imitations . . . . . . . . . . . . . . . .. . . Ailspccd Indicator Markings . Powcr Pia nt l.imitations . Power Plant Instrumcnt Markings . Weighl l.imits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. Center or Gravity Limits . Mancuvcr Limits . Flight Mancllvering Load Faclors . Types or Opcllition . Fucl Limitations . Noisc I.evel . Gyro Suction Limits " . . Placards . 2-1 2-1 2-2 2-3 24 2-5 2-5 2-5 2-6 2-6 2-6 2-6 2-7 2-7 REPORT: VB·860 2-j It ! I PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION 2 LIMITATIONS 2.1 GENERAL 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. This airplane must be operated as a normal category airplane in compliance with the operating limitations stated in the form of placards and markings and those given in this section and handbook. Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. 38001bs. 27001bs. CAUTION KIAS 135 112 KCAS 133 112 Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces hccome more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. ISSUED: MARCH 23, 1978 REPORT: VB-860 2-1 SECTION 2 LIMIT A nONS PIPER AIRCRAFT CORPORA nON PA-44-180, SEMINOLE SPEED Never Exceed Speed (VNE) - Do not exceed this speed in any operation. MaKimum Str\1ctuml Cruising Speed (VNO) - D0 not el{~'eed this speed except in smooth air and then only with caution. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. Maximum Gear Extended Speed (VLE) - Do not exceed this speed with landing gear extended. Maximum Landing Gear Extending Speed (VLO) - Do not extend landing gear above this speed. Maximum Landing Gear Retracting Speed (VLO) - Do not retract landing gear above this 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. One Engine Inoperative Best Rate of Climb Speed~ 2.5 AIRSPEED INDICATOR MARKINGS MARKING Red Radial Line (Never Exceed) Red Radial Line (One Engine Inoperative Air Minimum Control Speed) KIAS 202 169 III 140 140 109 56 88 KCAS 194 165 109 138 138 109 63 90 lAS 202 KTS 56 KTS REPORT: VB-860 2-2 ISSUED: MARCH 23, 1978 REVISED: SEPTEMBER 14, 1979 HC-C1Y(K,R)-2CEUFI FC7666A-1R HC-C2Y( K,R)-lCLEU F I FJC7666A-1R PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE MARKING Blue Radial Line (One Engine Inoperative Best Rate of Climb Speed) Yellow Arc (Caution Range - Smooth Air Only) Green Arc (Normal Operating Range) White Arc (Flap Down) 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model No. Left Right (d) Engine Operating Limits (I) Maximum Horsepower (2) Maximum Rotation Speed (RPM) (3) Maximum Manifold Pressure (4) Maximum Cylinder Head Temperature (5) Maximum Oil Temperature (e) Oil Pressure Minimum Maximum (f) Fuel Pressure Normal Operating Range (green arc) Minimum (red line) Maximum (red line) (g) Fuel (minimum grade) (h) N umber of Propellers ti) Propeller Manufacturer (j) Propeller Hub and Blade Models (I) Standard (Two Blade) Left Right ISSUED: MARCH 23, 1978 REVISED: NOVEMBER 19, 1980 SECTION 2 LIMITATIONS lAS 88 KTS 169 KTS to 202 KTS 57 KTS to 169 KTS 55 KTS to III KTS 2 Lycoming 0-360-E I A6D LO-360-E IA6D 180 2700 Full Throttle 500°F 145°F 15 PSI 115 PSI 5 PSI to 8 PSI .5 PSI 8 PSI 100 or 100LL A\iation Grade 1 Harl7ell REPORT: VB-860 2-3 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE (2) Optional (Three Blade) Left Right (k) Propeller Dbrnder (I) Standard (Two Blade) Maximum Minimum (2) Optional (1 hree Blade) Maximum Minimum 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) Red Line (Maximum) (b) Oil Temperature Green Arc (Normal Operating Range) Red Line (Maximum) (c) 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) or Green Arc (Normal Operating Range) Yellow Arc (Caution Range) (Idle) Yellow Arc (Warm Up, Taxi & T.O.) Red Line (Minimum) Red Line (Maximum) or 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) HC-C3YR-2EUFI FC-7663-5R HC-C3YR-2LEUFI FJC-7663-5R 74 IN. 72 IN. 73 IN. 72 IN. 500 to 2700 RPM 2700 RPM 60 PSI to 90 PSI 25 PSI to 60 PSI 90 PSI to 100 PSI 25 PSI 100 PSI 60 PSI to 90 PSI 15 PSI to 60 PSI 90 PSI to 115 PSI 15 PSI 115 PSI 55 PSI to 90 PSI 15 PSI to 55 PSI 90 PSI to 115 PSI 15 PSI 115 PSI .5 PSI to 8 PSI .5 PSI 8 PSI REPORT: VB-860 2-4 ISSUED: MARCH 23, 1978 REVISED: JANUARY 22, 1982 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE (e) Cylinder Head Temperature Green Arc (Normal Range) Red Line (Maximum) 2.11 WEIGHT LIMITS (a) Maximum Takeoff Weight (b) Maximum Ramp Weight (c) Maximum Landing Weight (d) Maximum Weight in Baggage Compartment 2.13 CENTER OF GRAVITY LIMITS SECTION 2 LIMITATIONS 200° to 435° F 500°F 38001bs. 38161bs. 38001bs. 2001bs. Weight Pounds 2800 3400 3800 Forward Limit Inches Aft of Datum 84.0 85.0 89.0 NOTES Rearward Limit Inches Aft of Datum 93.0 93.0 93.0 Straight line variation between points given. 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 insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.15 MANEUVER LIMITS All intentional acrobatic maneuvers (including spins) ale prohibited. Avoid abrupt maneuvers. ISSUED: MARCH 23, 1978 REVISED: JANUARY 22, 1982 REPORT: VB-860 2-5 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE 2.17 FLIGHT MANEUVERING LOAD FACTORS (a) Positive Load Factor (Maximum) (I) Flaps Up (2) Flaps Down (b) NegalIVe Lond Factor (Maximum) 2.19 TYPES OF OPERATION 3.8 G 2.0 G No inverted maneuvers approved. 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 2.21 FUEL LIMIT ATlONS (a) Total Capacity (b) Unusable Fuel The unusable fuel for this airplane has been determined as 1.0 gallon in each nacelle in critical flight attitudes. (c) Usable Fuel The usable fuel in this airplane has been determined as 54 gallons in each nacelle or a total of 108 gallons. 2.23 NOISE LEVEl, 110 U.S. GAL. 2 U.S. GAL. 108 U.S. GAL. The corrected noise level of this aircraft is 74.7 d B(A) with the two blade propeller and 75.6 d R(A) with the three blade propeller. No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. REPORT: VB-860 2-6 ISSUED: MARCH 23, 1978 REVISED: JANUARY 22, 1982 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION 2 LIMITATIONS The above statement notwithstanding, the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36, Noise Standards - Aircraft Type and Airworthiness Certification fhis aircraft model is in compliance with all FAR 36 noise standards applicable to this I type 2,25 GYRO SUCTION LIMITS lhe operating limits for the suction system are 4.5 to 5.2 inches of mercury for all operations as indicated by the gyro suction gauge 2.27 PLACARDS In full view of the pilot: 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 maneuvers, including spins, approved This aircraft approved for V.F R , I.F.R., day and night non-icing flight when equipped in accordance with FA R 91 or FAR 135. On instrument panel in full view of the pilot: DEMONSTRATED CROSSWIND COMPONENT 17 KTS OR DEMO X-WIND 17 KTS In full view of the pilot: ONE ENGINE INOPERATIVE AIR MINIMUM CONTROL SPEED 56 KIAS ISSUED: MARCH 23, 1978 REVISED: JANUARY 22, 1982 REPORT: VB-860 2-7 SECTION 2 LIMITATIONS In full view of the pilot: PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE WARNING - TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND, OR DURING FLIGHT rHROllGH CLOUD, FOG OR HAZE. On instrument panel in full view of the pilot: MANEUVERING SPEED 135 KIAS AT 3800 LBS. (SEE AFM) OR VA 135 AT 3800 LBS (SEE P.O. H.) GEAR DOWN GEAR UP EXTENDED 140 KIAS (MAX.) 109 KIAS (MAX.) 140 KIAS (MAX.) OR Vw 140 DN, 109 UP VLE 140 MAX. Near emergency gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE AFM BEFORE RE-ENGAGEMENT Near gear selector switch: GEAR UP UOWI\1 Adjacent to upper door latch: 109 KIAS MAX. 140 KIAS MAX. ENGAGE LATCH BEFORE FLIGHT REPORT: VB-860 1-8 ISSUED: MARCH 23, 1978 REVISED: JANUARY 22, 1981 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE On inside of baggage compartment door. BAGGAGE MAXIMUM 200 LBS On storm window: DO NOT OPEN ABOVE 129 KIAS In full view of the pilot: TAKEOFF CHECK LIST SECTION :2 LIMITATIONS Fuel Selectors On Electric Fuel Pumps On Alternators On Engine Gauges Checked Mixtures Set Primers Locked Propellers Set Carb Heat Off Cowl Flaps Set Seat Backs Erect Flaps Set Trim Set (Stab. & Rudder) Fasten Beltsl Harness Controls Free - Full Travel Doors latched Air Conditioner Off LANDING CHECK LIST Seat Backs Erect Fasten Belts! Harness Fuel Selectors On Cowl Flaps Set Electric Fuel Pumps On OR Mixtures Rich Propellers Set Gear Down - 140 KIAS Max. Flaps Set - III KIAS Max. Air Conditioner Off LANDING CHECK LIST Seal Backs Erect Fasten Beltsl Harness Fuel Selectors On Cowl Flaps Set Electric Fuel Pumps On MixtUics Rich Propellt:t " Set Gear Down (til ern Arc) Flaps Set - (White Arc) Air Conditioner Off The "AIR CONDITIONER OFF" item in the above takeoff and landing check lists is mandatory for air conditioned aircraft only. ISSUED: MARCH 23, 1918 REVISED: JANUARY 22, 1982 REPOR f: VB-860 2-9 SECTION 2 LIMITATIONS In full view of the pilot: PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE ONE ENGINE INOPERATIVE STALLS NOT RECOMMENDED. CAN CAUSE 300 FT. LOSS OF ALTITUDE AND 30° PITCH ANGI. F In full view of the pilot when the oil cooler winterization kit is installed: OIL COOLER WINTERIZATION PLATE TO BE REMOVED WHEN AMBIENT TEMPERATURE EXCEEDS 50°F. On the vertical window post between the first and second left side windows and close to the Emergency Exit release handle: EMERGENCY EXIT PULL HANDLE FORWARD PUSH WINDOW OUT Adjacent to fuel tank filler caps (Prior to Serial Number 44-7995002): FUEL ONLY 100/130 AVIATION GRADE MIN. - USABLE CAPACITY 54 GAL. OR Adjacent to fuel tank filler caps (Serial Number 44-7995002 and up): FUEL 100 OR 100LL AVIATION GRADE REPORT: VB-860 2-10 ISSUED: MARCH 23. 1978 REVISED: SEPTEMBER 26, 1980 TABLE Of CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph No. Page No 3.1 3.3 3.5 3.7 3.9 3.11 3 13 3.15 3.17 3.19 321 323 General ......................•................... Emergency Procedures Checklist . Airspeeds For Safe Operations . Engine Inoperative Procedures . Fire . Fuel Management During One Engine Inoperative Operation . Engine Driven Fuel Pump Failure . Landing Gear Unsafe Warnings . Manual Extension of landing Gear . Gyro Suction Failures . Electrical Failures . Electrical Overload (Alternators Over 30 Amp~ Above Known Electrical Load) . Spin Recovery (Intentional Spins Prohibited) . Open Door (Entry Door Only) . Propeller Overspeed . Emergency Exit . Amplified Emergency Procedures (General) . Engine Inoperative Procedures . Fire . Fuel Management During One Engine Inoperative Operation . Engine-Driven Fuel Pump Failure . Landing Gear Unsafe Warnings . . Manual Extension Of The Landing Gear .. . . Gear-U p Emergency landing , . Gyro Suction Failures . Electrical Failures . 3-1 3-2 3-2 3-2 3-5 3-6 3-6 3-6 3-7 3-7 3-7 3-10 3-IOa 3-lOb 3-IOb 3-lOb 3-11 3-11 3-16 3-17 3-17 3-18 3-18 3-18 3-19 3-19 REPORT: VB-860 3-i Paragraph No. TABLE OF CONTENTS (cont) SECTION 3 (cont) Page No. 3.25 Spins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22 3.27 Open Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22 3.29 Propeller Overspeed. . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 3-23 3.31 Combustion Heater Overheat............. 3-23 3.33 Emergency Descent .. " . . . . .. . . . . . . . . . . .. . . . . . . . . . . 3-23 3.35 Emergency Exit , ...........•. , . 3-23 3.37 Carburetor Icing. . . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . . 3-24 REPORT: VB-860 3-ii PIPER AIRCRAFT CORPORATION SECTION 3 PA·44·180, SEMINOLE EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL This section provides the recommended procedures for coping with various emergency or critical situations. All of the emergency procedures required by the FAA as well as those necessary for operation of the airplane, as determined by the operating and design features of the airplane, are presented. Emergency procedures associated with optional systems and equipment which require handbook. supplements are provided by Section 9, Supplements. This section is divided into two basic parts. The first part contains the emergency procedures checklists. These checklists supply an immediate action sequence to be followed during critical situations with little emphasis on the operation of the systems. The second part of the section provides amplified emergency procedures corresponding to the emergency procedures checklist items. These amplified emergency procedures contain additional information to provide the pilot with a more complete description of the procedures so they may be more easily understood. Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the appropriate action should an emergency situation arise. The procedures are offered as a course of action for coping with the particular situation or condition described. They are not a substitute for sound judgment and common sense. Most basic emergency procedures are a normal part of pilot training. The information presented in this section is not intended to replace this training. This information is intended to provide a source of reference for the procedures which are applicable to this airplane. The pilot should review standard emergency procedures periodically to remain proficient in them. ISSUED: MARCH 23, 1978 REVISED: MARCH 4, 1989 REPORT: VB-860 3·1 SEC110N 3 PIPER AIRCRAFT CORPORA110N EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.3 EMERGENCY PROCEDURES CHECK LIST AIRSPEEDS FOR SAFE OPERA110NS One engine inoperative air minimum control ..••.....••.••.. S6 KIAS One engine inoperative best rate of climb •....••••.•.••.•.•• 88 KIAS One engine inoperative best angle of climb .....•••...•....•• 82 KIAS Maneuvering •........•..•....•..••.......•.•...•..•.... 13S KIAS Never exceed •.•.............••...•....•....•......•.••• 202 KIAS ENGINE INOPERATIVE PROCEDURES DETECTING DEAD ENGINE Loss of thrust. Nose of aircraft will yaw in direction of dead engine (with coordinated controls). ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Minimum control speed .•......•••.•••.•.......••.•.•.••• S6 KIAS One engine inoperative best rate of climb ••.••••...•••.•..•. 88 KIAS Maintain direction and airspeed above 82 KIAS. Mixture controls ....•.••..•••....•..••.....•..•......••.• forward Propeller controls ••.••..•.......••..•.•....••...•....•••.• forward Throttle controls .....•..•.••..••.•.•••...••....•......•.• forward Flaps .. 0 •• ••••••••••• 0.' •••••• " • ·0 • 0 ••• 0· ..................... • retract Gear •..•...•.•••.•..•...••.•..•••....•.........••.•.•..•. retract Identify inoperative engine. Throttle of inop. engine retard to verify To attempt to restore power prior to feathering: Mixtures ••..•....•••..•.••..•...••••..•...••..•..•• as required Fuel selector II 0 II " • • • •• ON Primers ".. ~ . I 41 ................................. • locked Magnetos ..•.•......•...•....•••.•.•...••..••.• left or right only Electric fuel pump ...•.••.••.•••.......••....••..••.•• check ON Carburetor heat " II , II .. .. • • •• ON Prop control of inop. engine .•••......••.....•.• feather before RPM drops below 9S0 Mixture of inop. engine ...••••.•.•..•...•..••.•....•..• idle cut-off REPORT: VB-NO 3-1 ISSUED: MARCH 13, 1'78 REVISED: JULY 14, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES Trim ......•.......•........... as required (30 to 5° of bank toward operative engine - ball !.-S to ~ out) Electric fuel pump of inop. engine ..............•.........•... OFF Magnetos of inop. engine ..........................•.......•• OFF Cowl flaps ...•.........................•..... close on inop. engine, as required on operative engine Alternator of inop. engine .......•.......•..............•...• OFF Electrical load .•.............. '" ......................•... reduce Fuel selector ...•...................•..•........ OFF inop. engine, consider crossfeed Electric fuel pump operative engine •.........•................ OFF ENGINE FAILURE DURING TAKEOFF (Below 75 KIAS) If engine failure occurs during takeoff and 75 KIAS has not been attained: Throttles - CLOSE both immediately Stop straight ahead. If inadequate runway remains to stop: Throttles CLOSED Brakes ...•.......................•....••..... apply max. braking Master switch .•...................•........................ OFF Fuel selectors ..•....................••.......•...........•. OFF Continue straight ahead, turning to avoid obstacles. ENGINE FAILURE DURING TAKEOFF (75 KIAS or above) If engine failure occurs during takeoff ground roll or after lift-off with gear still down and 75 KIAS has been attained: If adequate runway remains CLOSE both throttles immediately, land if airborne and stop straight ahead. If runway remaining is inadequate for stopping, decide whether to abort or continue. If decision is made to continue, maintain heading and when climb is established retract landing gear, accelerate to 88 KIAS, and feather inoperative engine prop (see Engine Securing Procedure). WARNING In certain combinations of aircraft weight, configuration, ambient conditions and speed, negative climb performance may result. Refer to One Engine Inoperative Climb Performance chart, Figure 5-25. ISSUED: MARCH 23, 1978 REVISED: APRIL 10, 1981 REPORT: VB-860 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE ENGINE FAILURE DURING FLIGHT (below 56 KIAS)' Rudder .•..•••..............•..•..... apply toward operative engine Throttles (both). . • . . . . . . . . • . •. . . . . . . •. . . . . . • . . .• retard to stop turn Pitch attitude .............•.. lower nose to accelerate above 56 KIAS Operative engine ................•...•.... increase power as airspeed increases above S6 KIAS If altitude permits, a restart may be attempted. If restart fails or if altitude does not permit restart, see Engine Securing Procedure. ONE ENGINE INOPERATIVE LANDING Inop. engine prop ..••••....••..•.........••••.••....•...••. feather When certain of making field: Landing gear ...••.........•..•.........•......••...•.•.•.. extend Wing flaps .......•............ '.........•..•................ lower Maintain additional altitude and speed during approach. Final approach speed ..•.....•.•......••..•.........•.•..• 90 KIAS Wing flaps ......•...•.....••.•..•..•••...••.••.....••....... • 2S0 ONE ENGINE INOPERATIVE GO-AROUND (SHOULD BE AVOIDED IF AT ALL POSSIBLE) Mixture .............................•......•••...•.•.••. forward Propeller ...................•....•............•........... forward Throttle •.•........•...............•...••.•..•.•..... open slowly Flaps .......•.................•........•.•...............• retract Landing gear ........•...•........••.•.......••........•..• retract Airspeed ...••......................•••.................. 88 KIAS Trim •.....•...................•..•.•........................ set Cowl flap operating engine •.....•..•...•......•....••.•. as required REPORT: VB-8CiO 3-4 ISSUED: MARCH 13, 1978 REVISED: DECEMBER 15, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES AIR START (UNfEATHERING PROCEDURE) Fuel selector inop. engine. . . . . . . . • . . • . . . . . • . . . . . • . . . . . . . . . . . .. ON Electric fuel pump inop. engine. . . . • . . . . • . . • • . • . . . . . . . . . . . • . . .. ON Prop control ..............•................•..... forward to cruise RPM position Mixture .......•......................................•... RICH Throttle •..•..•........•...........•••........ two full strokes and then open 1{4 inch Magneto switches. . . . . . . . . . . . . . . . . • . . . . . . . . . . . • . . . . . . . . . . . . .. ON Starter .•..•........................... engage until prop windmills Throttle .••.....................• reduce power until engine is warm If engine does not start, prime as required. Alternator ....•...•••.........................•........•.... ON FIRE ENGINE FIRE ON GROUND If engine has not started: Mixture ...•............•...........•.•..•............ idle cut-off Throttle .•.•...... . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . • . . .. open Starter .......•.....•...•.....•....•.........•...... crank engine If engine has already started and is running, continue operating to try pulling the fire into the engine. If fire continues, extinguish with best available means. If external fire extinguishing is to be applied: fuel selector valves •.•............•.......•......•.•..•.•... Off Mixture •........................•...........•..•..... idle cut-off ENGINE fIRE IN fLIGHT Affected engine: Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. OFf Thr:ottle . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . close Propeller ...•.•...................••...•.................. feather Mixture ..........•........•....••.....••........•.... idle cut-off Cowl flap •............................... ' , ...•.•.....•.• OPEN If terrain permits land immediately. ISSUED: MARCH 13, 1978 REVISED: JANUARY 5, 1981 REPORT: VB-860 3-5 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180. SEMINOLE FUEL MANAGEMENT DURING ONE ENGINE INOPERATWE OPERATION CRUISING When using fuel fron: !r:nk on the same side as the operating engine: Fuel selector operating engine ON Fuel selector mop engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. OFF Electric fuel pumps " OFF (except in case of engine driven pump failure. electric fuel pump on operating engine side must be used) When using fuel from tank on the side opposite the operating engine: Fuel selector operating engine ................•....... CROSS FEED Fuel selector inop. engine OFF Electric fuel pumps OFF (except in case of engine driven pump failure, electric fuel pump on operating engine side must be used) NOTE Use crossfeed in level cruise flight only. LANDING Fuel selector operating engine ................•................ ON Fuel selector inop engine .........•......................•. " OFF ENGINE DRIVEN FUEL PUMP FAILURE Electric fuel pump ON LANDING (~EAR IrNSAFE WARNINGS Red light indicates gear intransit Recycle gear if indication continnes. Light will illuminate and gear horn sounds when the gear is not down and locked if throttles are at low settings or wing flaps are in second or third notch position. REPORT: VB-8M 3-6 ISSUED: MARCH 23, 1978 REVISED: SEPTEMBER 14, 197q PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES MANUAL EXTENSION OF LANDING GEAR Check following before extending gear manually: Circuit breakers .•............•.....••••..•...•......•...... check Master switch . . . . . . . • . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . • •• ON Alternators •...•.............•..........•..........•..•..•. check Navigation lights ...•.•...•...••...•..•................•...• OFF (daytime) To extend, proceed as follows: Airspeed ••••..•......••....•..•......•.•.• reduce (100 KIAS max.) Gear selector •....•...•.........•....•.•.•......... GEAR DOWN LOCKED position Emerg. gear extend knob •.•..............•....•..........•... pull Indicator lights ..•.......•.•...••..••...•...............•. 3 green Leave emergency gear extension knob out. GYRO SUCTION FAILURES Suction below 4.5 in. Hg. RPM ....••.....•.•............•.......••..••.... increase to 2700 Altitude •••••••..•............•..••.•..•.•••.. descend to maintain 4.5 in. Hg. Use electric turn indicator to monitor Directional Indicator and Attitude Indicator performance. ELECTRICAL FAILURES ALT annunciator light illuminated Ammeters ••....••.•..•...•..•..•••••....•••.•• check to determine inoperative alternator If one ammeter shows zero Inop. ALT switch .....•.•.•..........••..•..•............••. OFF Reduce electrical loads to minimum ALT circuit breaker. Check and reset as required Inop. ALT switch •..••....••....•.....•..•....•......•......• ON ISSUED: MARCH 13, 1978 REVISED: JANUARY 5, 1981 REPORT: VB-IUiO 3-7 SEcnON 3 PIPER AIRCRAFT CORPORAnON EMERGENCY PROCEDURES PA-44-180, SEMINOLE If power is not restored Inop. ALT switch. • . . . . • •• • . •• . • • • • . • . • . . . . . . . • . . . •. . • . • • . .. OFF Electrical loads ••..•.•.••••.•..•.•.•.••.....•...••.• Re-establish to 60 amps max. If both ammeters show zero ALT switches ...........•..•.........•..•....•...•...• Both OFF Reduce electrical loads to minimum ALT circuit breakers Check both and reset as required ALT switches •••..•..•..•.•••................... ON one at a time Determine ALT showing LEAST (but not zero) amps ALT switches •............••.•.•.........••...•.•.. Least load ON other OFF Electrical loads .....•..•...•.......•.•......•...•••. Re-establish to 60 amps. max. FOR AIRPLANES WITH INTERLOCKED MASTER AND ALT SWITCH OPERATION If alternator outputs are NOT restored Alt switches ...............•......•..•.•......•.•...•••..••. OFF Electrical loads Reduce to minimum Land as soon as practical. The battery is the only remaining source of electrical power. Anticipate complete electrical failure. WARNING Compass error may exceed 10 degrees with both alternators inoperative. NOTE Ifthe battery is depleted, the landing gear must be lowered using the emergency gear extension procedure. The gear position lights will be inoperative. REPORT: VB-860 3-8 ISSUED: MARCH 13, 1978 REVISED: JANUARY 5, 1981 PIPER AIRCRAFT CORPORATION SECTION J PA-44-1118. SEMINOLE EME.RGENCY PROCEDURES FOR AIRPLANES WITH SEPARATE BAT AND AlT SWITCH OPERATION If alternator outputs are NOT restored BAT switch ..............................................•• OFF AlT switches ........•.........•................ ON one at a time If one or both alternator outputs are restored Electrical loads Reduce to minimum land as soon as practical. The alternator(s) is the only remaining source of electrical power. NOTE Due to increased system voltage and radio frequency noise, operation with AlT switch ON and BAT switch OFF should be made only when required by an electrical system failure. If alternator outputs are NOT restored AlT switches •...•...•.•..•.•..•..•...............•..••.... OFF Electrical loads ....•.•......•.................. Reduce to minimum land as soon as practical. The battery is the only remaining source of electrical power. Anticipate complete elec~rical system failure. WARNING 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 be inoperative. ISSUED: MARCH 13, 1978 REVISED: JANUARY 5. 8980 REPORT: VB-~O 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-4+180, SEMINOLE ELECTRICAL OVERLOAD (ALTERNATORS OVER 30 AMPS ABOVE KNOWN ELECTRICAL LOAD) FOR AIRPLANES WITH INTERLOCKED MASTER AND ALT SWITCH OPERATION Electrical load ..•..........•••.••.••.•....•............•.• Reduce If alternator loads are NOT reduced ALT switches •.............•........•...................•.. OFF Land as soon as possible. The battery is the only remaining source of electrical power. Anticipate complete electrical failure. FOR AIRPLANES WITH A SEPARATE BAT AND ALT SWITCH OPERATION ALT switches ..•..........•••..•...•••••...•.•.•...•••.••••. ON BAT switch •.•..... , .•..••••....•••••.....•...••...•....•.. OFF If alternator loads are reduced. this indicates a malfunction of the battery and lor battery wiring. Electrical loads ...............•••...•..•.•........ Reduce to Min. Land as soon as practical. The alternator(s) is the only remaining source of electrical power. NOTE Due to increased system voltage and radio frequency noise. operation with ALT switches ON and SAT switch OFF should be made only when required by an electrical failure. If alternator loads are NOT reduced ALT switches ...•...••........••.....••.••......••.•...•••. OFF SAT switch . . . • • • . . . . . . . • • . . • • • • • . . • • • • • • • . . • . • . . •. .. As required Electrical loads ..•...•..•.•...•.••.•••.•......• Reduce to minimum Land as soon as practical. The battery is the only remaining source of electrical power. Anticipate complete electrical failure. REPORT: VB-860 3-10 ISSUED: MARCH 13, 1978 REViSED: JANUARY 11, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES WARNING 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 ·:xtension procedure. The gear position lights will be inoperative. SPIN RECOVERY (INTENTIONAL SPINS PROHIBITED) Throttles ......................•.............•....... retard to idle Rudder full opposite to direction of spin Control wheel release back pressure Control wheel , full forward if nose does not drop Ailerons .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. neutral Rudder neutralile when rotation stops Control wheel smooth back pressure to recover from dive NOTE Federal Aviation Administration Regulations do not require spin demonstration of multi-engine airplanes; therefore. spin tests have not been conducted. The recovery technique presented is based on the best available information ISSUED: JANUARY 5, 1981 REPORT: VB-860 I3-IOa SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE OPEN DOOR (ENTRY DOOR ONLY) If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To close the dnor 10 fl!iht. Slow airplane to 82 KI·\S. Cabin vents , close Storm window , .....•.....................•..... open If upper latch 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 PROPELLER OVERSPEED Throttle .•......................•....•.................... retard Oil pressure ...............•....•........................... check Prop control ............•................... full DECREASE rpm, then set if any control available Airspeed ............•.•........•.......................... reduce Throttle ...•....................••..•.....••. as required to remain below 2700 rpm EMERGENCY EXIT Remove thermoplastic cover. Pull handle forward Push window C1ut REPORT: VB-llfiO 3-IOb ISSUED: JANUARY 5, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES 3.S AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE INOPERATIVE PROCEDURES DETECTING A DEAD ENGINE A loss of thrust will be noted and with coordinated controls, the nose of the aircraft will yaw in the direction of the dead engine. ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) Keep in mind that the one engine inoperative air minimum control speed is 56 KIAS and the one engine inoperative best rate of climb speed is 88 KIAS when beginning the feathering procedure. To feather a propeller, maintain direction and an airspeed above 82 KIAS. Move the mixture and propeller controls forward. The throttle controls should be moved forward to maintain a safe airspeed. Retract the flaps and landing gear and identify the inoperative engine. The airplane will yaw in the direction ofthe dead engine. Retard the throttle ofthe inoperative engine to verify loss of power. NOTE If circumstances permit, in the event of an actual engine failure, the pilot may elect to attempt to restore power prior to feathering. If circumstances permit an attempt to restore power prior to feathering, adjust the mixture control as required, move the fuel selector control toON, che,ck primers locked and select either L (left) or R (right) magneto. Move the carburetor heat control to ON and the electl ic fuel pump to the ON position. If power is not immediately restored turn off the electric fuel pump. ISSUED: MARCH 23, 1978 REVISED: DECEMBER IS, 1978 REPORT: VB-860 3-11 SECTION 3 PIPER AIRCRAFT CORPORA nON EMERGENCY PROCEDURES PA-44-180. SEMINOLE The propelIers can be feathered only while the engine is rotating above 950 RPM. Loss of centrifugal force due to slowing RPM wiII actuate a stop pin that keeps the propelIer from feathering each time the engine is stopped on the ground. One engine inoperative performance wiII decrease if the . propelIer of the- inoperative engine is not feathered. The propdici control of the inoperative engine should be moved to the Ifeather positi{'fj. ,\lid [he mixture control of the inoperative engine should be moved to idle cUhllf. Trim the aircraft as required and maintain a 3° to 5° bank toward the operating engine. The balI wiII be Y2 to ~ out for minimum drag. The electric fuel pumps should be bff except in the case of an engine-driven fuel pump failure. Turn OFF the magnetos and close the cowl flaps on the inoperative engine. Cowl flaps should be used as necessary on the operative engine. The alternator of the inoperative engine should be turned OFF and the elec- tricalload reduced to prevent depletion of the battery. Move the fuel selector control for the inoperative engine to the OFF position. If necessary. consider the use of crossfeed (refer to Fuel Management During One Engine Inop- erative Operation, paragraph 3.11). Turn OFF the operative engine's electric fuel pump. NOTE When an engine is feathered, the alternator, gyro air. and oil annunciator warning lights will remain illuminated. ENGINE FAILURE DURING TAKEOFF (Below 75 KIAS) The one engine inoperative air minimum control speed for this airplane is 56 KIAS under standard conditions. NOTE This is a stalIed condition. REPORT: VB-860 3-12 ISSUED: MARCH 23. 1978 REVISED: JANUARY 22.1982 PIPER AIRCRAFT CORPORA nON SECTION J PA-~4-180, SEMINOLE EMERGENCY PROCEDURES Ifengine failure occurs during takeoff ground roll and 75 KIAS has not been attained, CLOSE both throttles immediately and stop straight ahead. If inadequate runway remains to stop, close the throttles and apply maximum braking. The master switch and fuel selectors should be turned OFF. Continue path straight ahead turning to avoid obstacles as necessary. ENGINE FAILURE DURING TAKEOFF (75 KIAS or above) If engine failure occurs during takeoff ground roll or aftel lift-off with the gear still down and 75 KIAS has been attained the course ofaction to be taken will depend on the runway remaining. If adequate runway remains, CLOSE both throttles immediately, land if airborne and stop straight ahead. If the runway remaining is inadequate for stopping, the pilot must decide whether to abort the takeoff or to continue. The decision must be based on the pilot's judgment considering loading, density altitude, obstructions, the weather, and the pilot's competence. If the decision is made to continue the takeoff, maintain heading and airspeed, RETRACT the landing gear, accelerate to 88 KIAS and FEATHER the inoperative engine (refer to Engine Securing Procedure). WARNING In certain combinations of aircraft weight, configuration, ambient conditions and speed, negative climb performance may result. Refer to One Engine Inoperative Climb Performance chart, Figure 5-25. . ENGINE FAILURE DURING FLIGHT (Below 56 KIAS) Should an engine fail during flight at an airspeed below 56 KIAS, apply rudder towards the operative engine to maintain directional control. The throttles should be retarded to stop the yaw force produced by the inoperative engine. Lower the nose of the aircraft to accelerate above 56 KIAS and increase the power on the operative engine as the airspeed exceeds 56 KIAS. After an airspeed above 56 KIAS has been established, an engine restart attempt may be made if altitude permits. If the restart has failed, or if altitude does not permit, the engine should be secured. see Engine Securing Procedure. ISSUED: MARCH 13, 1978 REVISED: APRIL 10, 1981 REPORT: VB-860 3-13 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-860 3-14 ISSUED: MARCH 23, 1978 REVISED: DECEM8ER 15, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ONE ENGINE INOPERATIVE LANDING Complete the Engine Securing Procedure. The landing gear should not be extended and the wing naps should not be lowered until certain of making the field. Maintain additional altitude and speed during approach, keeping in mind that landing should be made right the first time and that a go-around should be avoided if at all possible. A final approach speed of 90 KIAS and the use of 25 0 rather than full wing naps will place the airplane in the best configuration for a go-around should this be necessary. WARNING Under some conditions of loading and density altitude a go-around may be impossible, and in any event the sudden application 01 power during one engine inoperative operation makes control of the airplane more difficult. ONE ENGINE INOPERATIVE GO-AROUND NOTE A one engine inoperative go-around should be avoided if at all possible. To execute a one engine inoperative go-around, advance the mixture and propeller levers forward. The throttle should be advanced slowly to the full forward position. Ret~act the naps and landing gear. Maintain airspeed at the one engine inoperative best rate of climb speed of 88 KIAS. Set the trim and cowl flaps as required. AIR START (UNFEATHERING PROCEDURF) 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. ISSUED: MARCH 23, 1978 REVISED: JANUARY 5, 19tH REPORT: VB-860 3-15 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE 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. 3.9 FIRE ENGINE FIRE ON THE GROUND The first attempt to extinguish the fire is to t(y 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. Begin 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. In either case (above), if the fire continues longer than a few seconds the fire should be extinguished by the best available external means. If an external fire extinguishing method is to be applied move the fuel selector valves to OFF and the mixture to idle cut-off. ENGINE FIRE IN FLIGHT The possibility of an engine fire in flight is extremely remote. The procedure given below is general and pilot judgment should be the deciding factor for action in such an emergency. If an engine fire occurs in flight, place the fuel selector of the affected engine in the OFF position and close its throttle. Feather the propeller on the faulty engine. Move the mixture control to idle cut-off. The cowl flap should be open. A landing should be made if terrain permits. REPORT: VB-860 3-16 ISSUED: MARCH 23, 1978 REVISED: JANUARY S, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA·44-180, SEMINOLE EMERGENCY PROCEDURES 3.11 FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE OPERATION A crossfeed is provided to increase range during one engine inoperative operation. Use crossfeed in level flight only. CRUISING When using fuel from the fuel tank on the same side as the opemting engine, the fuel selector of the operating engine should be ON and the fuel selector for the inoperative engine should be OFF. The electric fuel pumps should be OFF except in the case of an engine-drivenfuel pumpfailure.lfan engine-driven fuel pump has failed, the electric fuel pump on the opemting engine side must be ON. Increased range is available by using fuel from the tank on the opposite side of the operating engine. For this configuration the fuel selector of the operating engine must be on X- FEED (crossfeed) and the fuel selector of the inoperative engine must be OFF. The electric fuel pumps should be OFF. Crossfeed is approved for level cruise flight only. LANDING During the landing sequence, the fuel selector of the operating engine must be ON and the fuel selector of the inoperative engine OFF. The electric fuel pump of the operating engine should be ON. 3.13 ENGINE·DRIVEN FUEL PUMP FAILURE Loss of fuel pressure and engine power can be an indication offailure 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 fuelllo'" is not immediately re-established, the eledric fuel pump should be turned off. The lack of a fuel flow indication while on the electric fuel pump could indicate a leak in the fuel system, or fuel exhaustion ISSUED: MARCH 23, 1978 REVISED: MARCH 4, 1989 REPORT: VB-84iO 3-17 SECTION 3 PIPER AIRCRAFT CORPORAnON EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.15 LANDING GEAR UNSAFE WARNINGS The red landing gear light will illuminate when the landing gear is in transition between the full up position and the down and locked 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 tbrottle settings if t·he gear is not down and locked, and when wing flaps are in the second or third notch position and the gear is not down and locked. 3.n MANUAL EXTENSION OF THE LANDING GEAR Several items should be checked prior to extending the landing gear manually. Check for popped circuit breakers and ensure the master switch is ON. Then check the alternators. If it is daytime, turn OFF the navigation lights. To execute a manual extension of the landing gear, power should be reduced to maintain airSpeed below 100 KIAS. Place the landing gear selector switch in the GEAR DOWN position and pull the emergency gear extension"knob. Check for 3 green indicator lights. WARNING If the emergency gear extension knob has been pulled out to lower the gear due to a gear system malfunction, leave the control in its extended position until the airplane has been put on jacks to check tbe proper function of the landing gears hydraulic and electrical systems. 3.19 GEAR-UP EMERGENCY LANDING An approach should be made with power at a normal airspeed with the flaps up. The flaps are left up to reduce wing and flap damage. Close the throttles just before touchdown. Turn OFF the master and ignition switches and move the fuel selector valve controls to OFF. Contact to the surface should be made at a minimum airspeed. REPORT: VB·860 3·18 ISSUED: MARCH 13, 1918 REVISED: SEPTEMBER 14, 1919 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180. SEMINOLE EMERGENCY PROCEDURES 3.21 GYRO SUCTION FAILURES A malfunction of the instrument suction system will be indicated by a reduction of the suction reading on the ga uge. A red button annunciator will show in case of a feathered engine or vacuum pump failure In the event of a suction system malfunction, (suc:tion lower than 4.5 inches of mercury) increase engine RPM to 2700. Descend to an altitude at which 4.5 inches of mercury suction can be maintained, if possible. The electric turn indicator should be used to monitor the performance of the directional and attitude indicators. 3.23 ELECTRICAL FAILURES Irone ammeter shows zero output, turn its switch OFF. reduce electrical loads to a minimum and check its circuit breaker. Reset if required. Turn ALT switch ON. If the alternator remains inoperative, repeat the above procedure one more time. If the alternator still remains inoperative, turn ALT switch OFF, maintain an electrical load of 60 amps maximum on the operating alternator and exercise judgment regarding continued flight. If both ammeters show zero output, turn both ALT switches OFF and reduce electrical loads to a minimum. Check both alternator circuit breakers and reset if required. Turn ALT switches ON one at a time while observing the ammeters. The alternator showing the"LEAST (but not zero) output, should be turned ON and the other alternator should be left OFF. Electrical loads may be re-established as required to a maximum of 60 amps. FOR AIRPLANES WITH INTERLOCKED MASTER AND ALT SWITCH OPERATION If neither alternator output can be restored, both alternator switches should be left OFF. Reduce electrical load to essential systems and land as soon as practical. The battery is the only remaining source of electrical power. WARNING Compass error may exceed 10 degrees with both alternators inoperative ISSUED: MARCH 23, 1918 REVISED: JANUARY 5, 1981 REPORT: VB-SCiO 3-19 SECTION 3 / PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA·44·180, SEMINOLE NOTE If the battery is depleted, the landing gear must be lowered using the emergency gear extension procedure. The gear position lights will be inopc,<>.tive. FOR AIRPl.ANES WITH SEPARATE BAT AND ALT SWITCH OPERATION If alternator outputs are not restored, turn BAT switch OFF, ALT switches OFF, then ON one at a time. If one or both alternator outputs are restored. leave the BAT switch OFF and land as soon as practical. This condition is an indication of a battery and/ or battery wiring malfunction. NOTE Operation with the ALT switches ON and the BAT switch OFF should be made only when required by an electrical failure, due to increased system voltage and radio frequency noise. If neither alternator output can be restored, turn both ALT switches OFF and turn the BAT switch ON as required. Maintain a minimum elec- trical load and land as soon as practical. The battery is the only remaining source of electrical power. WARNING Compass error may exceed 10 degrees with both alternators inoperative. NOTE If the battery is depleted, the landing gear must be lowel ed using the emergency extension procedure The green position lights will be inoperative REPORT: VB·860 3-20 ISSUED: MARCH 23, 1978 REVISED: JANUARY S, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ELECTRICAL OVERLOAD (ALTERNATORS OVER 30 AMPS ABOVE KNOWN ELECTRICAL LOAD) If abnormally high alternator outputs are observed and persist (more than 30 amps above known electrical load for the operating conditions), they may be caused by a low battery. a battery faull or other abnormal elec- trical load. If the cause is a low battery. the indication should begin to decrease toward normal within 5 minutes. Ifthe overload condition persists proceed as follows: For airplanes with interlocked MASTER and ALT switches. reduce electrical loads by turning off non-essential electrical equipment. If the loads cannot be reduced. turn the ALT switches OFF, maintain minimum dec- tricalload and land as soon as practical. The battery is the only remaining source of electrical power. Also anticipate complete electrical failure. WARNING 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. For airplanes with separate BAT and ALT switch operation. turn the BAT switch OFF and the ammeter indication should decrease Turn the BAT switch 0)\1 and continue to monitor the ammeter Should the alter- nator outputs not decrease within 5 minutes. turn the BAT switch OFF and land as soon liS practical. All electrical loads are being supplied by the alternators. NOTE Operation with the ALT switches O!'l and the BAT switch OFF should be made only when required by an electrical failure. due to increased system voltage and radio frequency noise ISSUED: MARCH 23, 1978 REVISED: JANUARY 5, 1981 REPORT: VB-860 J-21 SECTION .3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.15 SPINS Intentional spins are prohibited in this airplane. In the event a spin is encountered unintentionaUy, immediate recovery actions must be taken. To recove~ from an unintentional spin, immediately retard the throttles to the idle position. Apply fun rudder opposite the direction of the spin rotation. Let up aU back pressure on the control wheel. If the nose does not drop, immediately push the control wheel full forward. Keep the ailerons neutral. Maintain the controls in these positions until spin rotation stops, then neutralize the rudder. Recovery from the resultant dive should be with smooth back pressure on the control wheel. No abrupt control movement should be used during recovery from the dive, as the positive limit maneuvering load factor may be exceeded. NOTE Federal Aviation Administration Regulations do not require spin demonstration of multi- engine airplanes; therefore, spin tests have not been conducted. The recovery technique presented is based on the best available information. 3.27 OPEN DOOR (ENTRY DOOR ONLY) The cabin door is double latched, so the chances oHts springing open in flight at both the top and side are remote. However, should you forget the upper latch, or not funy engage the side latch, the door may spring partiaUy open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normaUlightcharacteristics, and a normal landing can be made with the door open. Ifboth upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly. To close the door in flight, slow the airplane to 82 KIAS, close the cabin vents and open the storm window. If the top latch is open,latch it. If the side latch is open. pull on the armrest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. REPORT: VB·860 3-11 ISSUED: MARCH 13, 1978 REVISED: JANUARY 5, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES 3.29 PROPELLER OVERSPEED 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 ifanycon- trol is available. Airspeed should be reduced and the throttle should be used to maintain 2700 RPM. 3.31 COMBUSTION HEATER OVERHEAT In the event of an overheat condition, the fuel, air and ignition to the heater is automatically cut off Do not attempt to restart the heater until it has been inspected and the cause of the malfunction has been determined and corrected. 3.33 EMERGENCY DESCENT In the event an emergency descent becomes necessary, CLOSE the throttles and move the propeller controls full FORWARD Adjust the mixture control as necessary to attain smooth operation Extend the landing gear at 140 KIAS and maintain this airspeed 3.35 EMERGENCY EXIT 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 from the fuselage. ISSUED: JANUARY 5, 1981 REPORT: VB-860 3-23 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-44-180, SEMINOLE 3.37 CARBURETOR ICING Under certain moist atmospheric conditions at temperatures of -SoC to 20°C. 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 Lhis, carburetor 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. REPORT: VB-860 3·24 ISSUED: JANUARY 5, 1981 T ABLE OF CONTENTS SECTION .. NORMAL PROCEDURES Paragraph No. Page No 4,1 4.3 4,5 4.7 49 4.11 4 13 415 General . Airspeeds For Safe Operations . Normal Procedures Checklist. . Preparation . Preflight Check . Before Starting Engines . Starting Engines . Starting Engines In Cold Weather (Below 10° F) . Starting Engines When Hot .........•............. Starting Engines When Flooded . Starting Engines With External Power . Warm-Up ............•..... , . Taxiing . Before Takeoff - Ground Check . Takeoff . Takeoff Climb . Cruise Climb . Cruising . Descent . Approach and Landing . Go-Around . After Landing. . . . . . . . . . . . . . . . . . . . .. . . Shutdown . Parking . Amplified Normal Procedures (General) '.. .. , . Preparation . Preflight Check . Before Starting Engines . Starting Engines . 4-1 4-2 4-3 4-3 4-3 4-5 4-5 4-6 4-6 4-7 4-7 4-7 4-8 4-8 4-9 4-10 4-10 4-10 4-11 4-11 4-11 4-11 4-12 4-12 4-12a 4-12a 4-12a 4-13 4-14 REPORT: VB-860 4-i Paragraph' No. TABLE OF CONTENTS (cont) SECTION 4 (cont) Page No. 4.16 Starting Engines In Cold Weather (Below 10°F) 4-14 4.17 Starting Engines When HOI.............. .. 4-15 4.19 Starting Engines When Flooded..................... 4-15 4.21 Starting Engines With External Power... . . . 4-15 4.23 Warm-Up.. 4-17 4.25 Taxiing........................................... 4-17 4.27 Before Takeoff - Ground Check.... .... .. .. .. . ... .. . 4-17 4.29 Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19 4.31 Climb , . . . . . . . . . . . . . . . . . . . 4-20 4 33 Cruising. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 4.35 Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22 4.37 Approach and landing. . . . . . . . . . . . . . . . . . . . . . . .. . . . . 4-23 4.39 Go-Around. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.41 After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.43 Shutdown.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.45 Parking .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.47 Turbulent Air Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 4.49 VSSF - Intentional One Engine Inoperative Speed...... 4-26 4.51 YMCA - Air Minimum Control Speed................. 4-26 4.53 Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27 REPO~T: VB-860 4-ii PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section describes the recommended procedures for the conduct of normal operations for the Seminole. All of the required (FAA regulations) procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are pre- sented. Normal procedures associated with those optional systems and equip- ment which require handbook supplements are provided by Section 9 (Supplements). These procedures are provided to present a source of reference and review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane. The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems. The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations ofthe procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lengthly explanations. The short form check list should be used for this purpose. All data given is for both two and three blade propellers unless otherwise noted. ISSUED: MARCH 23, 1978 REVISED: DECEMBER 15,1978 REPORT: VB-860 4-1 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level. Performance lor a specific airplane may vary from published figures depending upon the equipment installed; the condition of the engine, airplane and equipment, atmospheric conditions; and piloting technique. (a) Best Rate of Climb Speed (b) Best Angle of Climb Speed (c) Turbulent Air Operating Speed (See Subsection 2.3) (d) Maximum Flap Speed (e) Landing Final Approach Speed (Flaps 40°) Short Field Effort, (f) Intentional One Engine Inoperative Speed (g) Maximum Demonstrated Crosswind Velocity 88 KIAS 82 KIAS 135 KIAS III KIAS 75 KIAS 82 KIAS 17 KTS REPORT: VB-860 4-2 ISSUED: MARCH 23, 1978 REVISED: DECEMBER 15, 1978 PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE SECTION 4 NORMAL PROCEDURES : : 1"· ·..1 . + : .::::: : ---dlIllllP~",- '" . + . r................................................\ i ·..····..·..·..·..' t 1: t +::. t : ....."-.. _..._..._..-:..._..._.. _..._.....JI...... WALK-AROUND Figure 4-1 4.5 NORMAL PROCEDURES CHECK LIST PREPARATION Airplane status ....•.....•....•.......... airworthy, papers on board Weather ...................•............................. suitable Baggage .....•...•......................•.... weighed, stowed, tied Weight and C.G within limits Navigation ..•....•.....................••................ planned Charts and navigation equipment .......................•.. on board Performance and range .....................•.... computed and safe PREFLIGHT CHECK INSIDE CABIN Landing gear control . . . . . . . . . . . . . . . . . . . . . . . . . . . . •. DOWN position Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . .. OFF ISSUED: MARCH 23, 1978 REPORT: VB-860 4-3 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-44-180, SEMINOLE Master switch .•............•................................ ON Landing gear lights 3 GREEN Fuel quantity adequate plus reserve Cowl flaps .•...............•.............................. OPEN Master switch ...........................................•.. OFF Ignition switches. .. " OFF Mixture controls ..................•.................... idle cut-off Trim indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. neutral Flaps .•........................................... check operation Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. free Pitot and static systems drain Empty seats •.......................................... fasten belts Emergency exit closed and locked OUTSIDE CABIN Fuel sump drains drain Right wing, aileron and flap. . . . . • . . . . . . . . • . . . . . . . . . . .. check, no ice Right main gear ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. no leaks Strut proper inflation Tire check Right wing tip check Right leading edge check, no ice Fuel cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. open, check quantity and color, secure Right engine nacelle ..............................•.•.•... check oil Right propeller ...............•.........................•... check Cowl flaps .................•.................... OPEN and secure Fuel drains drain Nose section ..............................•.............•... check Nose gear no leaks Strut .....................•.....•................. proper inflation Tire ...................................................•... check Tow bar removed and stowed Landing light .........................•.................•... check Windshield ........................................