SEMINOLE PA-44-180 INFORMATION MANUAL

1.17 Specific Loading ........................................................................... 1-5 1.19 Symbols, Abbreviations and Terminology.................................... 1-7 SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-ii THIS PAGE INTENTIONALLY LEFT BLANK SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-1 SECTION 1 GENERAL 1.1 INTRODUCTION 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 current 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. SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-2 THREE VIEW Figure 1-1 SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-3 1.3 ENGINE (a) Number of Engines 2 (b) Engine Manufacturer Lycoming (c) Engine Model Number Left 0-360-A1H6 Right L0-360-A1H6 (d) Rated Horsepower 180 (e) Rated Speed (rpm) 2700 (f) Bore (in.) 5.125 (g) Stroke (in.) 4.375 (h) Displacement (cu. in.) 361 (i) Compression Ratio 8.5:1 (j) Engine Type Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1.5 PROPELLER (a) Number of Propellers 2 (b) Propeller Manufacturer Hartzell (c) Blade Model Left HC-C2Y(K,R)-2CEUF/ FC7666A-2R Right HC-C2Y(K,R)-2CLEUF/ FJC7666A-2R (d) Number of Blades 2 (e) Propeller Diameter (inches) (1) Maximum 74 (2) Minimum 72 (f) Propeller Type Constant Speed, Hydraulically Actuated, Full Feathering SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-4 1.7 FUEL AVGAS ONLY (a) Fuel Capacity (U.S. gal.) (total) 110 (b) Usable Fuel (U.S. gal.) (total) 108 (c) Fuel (1) Minimum Grade 100 Green or 100LL Blue Aviation Grade (2) Alternate Fuels Refer to latest revision of Lycoming Service Instruction 1070, except alcohol is not approved for use in this airplane. 1.9 OIL (a) Oil Capacity (U.S. qts.) (per engine) 8 (b) Oil Specification Refer to latest revision of Lycoming Service Instruction 1014. (c) Oil Viscosity per Average Ambient Temperature for Starting. MIL-L-22851 Average Ambient Ashless Dispersant Temperature MIL-L-6082B SAE Grades All Temperatures SAE Grade 15W-50 or 20W-50 Above 80°F 60 60 Above 60°F 50 40 or 50 30°F to 90°F 40 40 0°F to 70°F 30 30, 40 or 20W-40 0°F to 90°F 20W50 20W50 or 15W50 Below 10°F 20 30 or 20W-30 When operating temperatures overlap indicated ranges, use the lighter grade oil. NOTE Refer to the latest issue of Lycoming Service Instruction 1014 (Lubricating Oil Recommendations) for further information. SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-5 1.11 MAXIMUM WEIGHTS (a) Maximum Ramp Weight (lb) 3816 (b) Maximum Takeoff Weight (lb) 3800 (c) Maximum Landing Weight (lb) 3800 (d) Maximum Weights in Baggage Compartment (lb) 200 1.13 STANDARD AIRPLANE WEIGHTS Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. 1.15 BAGGAGE SPACE AND ENTRY DIMENSIONS (a) Compartment Volume (cu. ft.) 24 (b) Entry Dimensions (in.) (1) Entry Width (in.) 22 (2) Entry Height(in.) 20 1.17 SPECIFIC LOADING (a) Wing Loading (lbs. per sq. ft.) 21.1 (b) Power Loading (lbs. per hp) 10.55 SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-6 THIS PAGE INTENTIONALLY LEFT BLANK SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-7 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 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. KCAS Calibrated Airspeed expressed in Knots. GS Ground Speed is the speed of an airplane relative to the ground. IAS Indicated Airspeed is the airspeed of an airplane as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. KIAS Indicated Airspeed expressed in Knots. TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. KTAS True Airspeed expressed in Knots. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-8 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. VLE Maximum Landing Gear Extended Speed is the maximum speed at which an airplane 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 extended or retracted. VMCA Air Minimum Control Speed is the minimum flight speed at which the airplane is directionally controllable as determined in accordance with Federal Aviation Regulations. Airplane certification conditions include one engine becoming inoperative and windmilling, 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 C.G. VNE Never Exceed Speed 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 flight speed at which the airplane is controllable. VSO Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-9 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) VSSE Intentional One Engine Inoperative Speed is a minimum speed selected by the manufacturer for intentionally rendering one engine inoperative in flight for pilot training. VX Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. VY Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. (b) Meteorological Terminology ISA International Standard Atmosphere in which: (1) The air is a dry perfect gas; (2) The temperature at sea level is 15° Centigrade (59° Fahrenheit); (3) The pressure at sea level is 29.92 inches Hg (1013.2 mb) (4) The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003564°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects. Indicated The number actually read from an altimeter Pressure Altitude when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-10 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) Pressure Altitude 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. Station Pressure Actual atmospheric pressure at field elevation. Wind '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. (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Con- Maximum power permissible continuously tinuous Power during flight. Maximum Climb Maximum power permissible during Power climb. Maximum Cruise Maximum power permissible during Power cruise. (d) Engine Instruments CHT Cylinder Head Temperature EGT Exhaust Gas Temperature (e) Airplane Performance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. SECTION 1 PA-44-180, SEMINOLE GENERAL ISSUED: May 26, 2006 REPORT: VB-1942 1-11 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) Demonstrated The demonstrated crosswind velocity is the Crosswind velocity of the crosswind component for Velocity which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-stop The distance required to accelerate an Distance airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. Route Segment A part of a route. Each end of that part is identified by (1) a geographical location or (2) a point at which a definite radio fix can be established. (f) Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance in inches from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Center of Gravity The point at which an airplane would (C.G.) balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. SECTION 1 GENERAL PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 1-12 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with governmental regulations. Standard Empty Weight of a standard airplane including Weight unusable fuel, full operating fluids and full oil. Basic Empty Standard empty weight plus optional Weight equipment. Payload Weight of occupants, cargo and baggage. Useful Load Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum Ramp Maximum weight approved for ground Weight maneuver. (It includes weight of start, taxi and run-up fuel). Maximum Maximum weight approved for the start of Takeoff Weight the takeoff run. Maximum Maximum weight approved for the landing Landing Weight touchdown. Maximum Zero Maximum weight exclusive of usable fuel. Fuel Weight SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-i TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 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 Avidyne PFD Limitations ............................................................. 2-7 2.27 Avidyne MFD Limitations ............................................................ 2-8 2.29 Traffic Information........................................................................ 2-9 2.31 CMax Chart Page Limitations ...................................................... 2-9 2.33 Mid-Continent Electric Attitude Indicator Limitations ................ 2-9 2.35 Placards ......................................................................................... 2-11 SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-ii THIS PAGE INTENTIONALLY LEFT BLANK SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-1 SECTION 2 LIMITATIONS 2.1 GENERAL 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 KIAS KCAS Never Exceed Speed (VNE) - Do not exceed this speed in any operation. 202 194 Maximum Structural Cruising Speed (VNO) - Do not exceed this speed except in smooth air and then only with caution. 169 165 Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. At 3800 lb Gross Weight 135 133 At 2700 lb Gross Weight 112 112 CAUTION 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. SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-2 2.3 AIRSPEED LIMITATIONS (Continued) SPEED KIAS KCAS Maximum Landing Gear Extended Speed (VLE) -Do not exceed this speed with landing gear extended. 140 138 Maximum Landing Gear Extension Speed (V LO) - Do not exceed this speed when extending the landing gear. 140 138 Maximum Landing Gear Retraction Speed (V LO) - Do not exceed this speed when retracting the landing gear. 109 109 Maximum Flaps Extended Speed (V FE ) - Do not exceed this speed with the flaps extended. 111 109 One Engine Inoperative Best Rate of Climb Speed. 88 90 Air Minimum Control Speed (V MCA ) - Lowest airspeed at which airplane is con- trollable with one engine operating and no flaps. Note: This is a stalled condition. 56 63 2.5 AIRSPEED INDICATOR MARKINGS (Avidyne PFD and Standby Airspeed Indicator) MARKING IAS Red Radial Line (Never Exceed) 202 KTS Yellow Arc (Caution Range - Smooth Air Only) 169 KTS to 202 KTS Green Arc (Normal Operating Range) 57 KTS to 169 KTS White Arc (Flaps 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 SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-3 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 2 (b) Engine Manufacturer Lycoming (c) Engine Model No. Left 0-360-A1H6 Right L0-360-A1H6 (d) Engine Operating Limits (1) 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) Propeller Manufacturer Hartzell (j) Propeller Hub and Blade Models Left HC-C2Y(K,R)-2CEUF/ FC7666A-2R Right HC-C2Y(K,R)-2CLEUF/ FJC7666A-2R (k) Propeller Diameter (inches) Maximum 74 IN. Minimum 72 IN. SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-4 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) 500 to 2700 RPM Red Line (Maximum) 2700 RPM (b) Oil Temperature Green Arc (Normal Operating Range) 75°F to 245°F Red Line ( Maximum) 245°F (c) Oil Pressure Green Arc (Normal Operating Range) 55 PSI to 95 PSI Yellow Arc (Caution Range) (Idle) 25 PSI to 55 PSI Yellow Arc (Warm Up, Taxi & Takeoff) 95 PSI to 115 PSI Red Line (Minimum) 25 PSI Red Line (Maximum) 115 PSI (d) Cylinder Head Temperature Green Arc (Normal Range) 200°F to 500°F Red Line (Maximum) 500°F SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-5 2.11 WEIGHT LIMITS (a) Maximum Ramp Weight 3816 lb (b) Maximum Takeoff Weight 3800 lb (c) Maximum Landing Weight 3800 lb (d) Maximum Weight in Baggage Compartment 200 lb NOTE Refer to Section 5 (Performance) for maximum weight as limited by performance. 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 2800 84.0 93.0 3400 85.0 93.0 3800 89.0 93.0 NOTES 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 ensure 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) are prohibited. Avoid abrupt maneuvers. 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) (1) Flaps Up 3.8 G (2) Flaps Down 2.0 G (b) Negative Load Factor (Maximum) No inverted maneuvers approved SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-6 2.19 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night I.F.R. (e) Non Icing 2.21 FUEL LIMITATIONS (a) Minimum Aviation Fuel Grade 100LL or 100 (b) Total Capacity 110 U.S. GAL. (c) Unusable Fuel 2 U.S. GAL. The unusable fuel for this airplane has been determined as 1.0 gallon in each nacelle in critical flight attitudes. (d) Usable Fuel 108 U.S. GAL. The usable fuel in this airplane has been determined as 54 gallons in each nacelle or a total of 108 gallons. 2.23 MAXIMUM SEATING CONFIGURATION The maximum seating capacity is 4 persons. SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-7 2.25 AVIDYNE PFD LIMITATIONS 1. IFR flight is prohibited when the PFD or any standby instrument is inoperative (altimeter, airspeed indicator, artificial horizon, or whiskey compass). 2. IFR flight is prohibited upon aircraft total loss of essential engine parameter display (manifold pressure, tachometer, fuel flow). 3. The Avidyne FlightMax Entegra series Primary Flight Display Pilot’s Guide, p/n 600-00104-003, latest revision, must be available to the pilot during all flight operations. 4. If a VLOC is displayed on the HSI and GPSS mode is engaged on the autopilot, the autopilot will track the active flight plan in the GPS corresponding to the selected VLOC (i.e. GPS1 for VLOC1 or GPS2 for VLOC2). This configuration is potentially confusing and must be avoided. 5. GPSS mode must not be used on the final approach segment of a VLOC approach (ILS, LOC or non-GPS-overlay VOR). GPSS mode must be deselected (i.e., NAV mode selected) prior to the turn onto the final approach course. NOTE The PFD integrates with separately approved sensor and flight control installations. Adherence to limitations in appropriate installation AFM supplements is mandatory. SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-8 2.27 AVIDYNE MFD LIMITATIONS 1. The Avidyne moving map display provides visual advisory of the airplane’s GPS position against a moving map. This information supplements CDI course deviation and information presented on the GPS navigator. The moving map display must not be used as the primary navigation instrument. 2. Use of Map page during IFR flight requires an IFR approved GPS receiver and installation, operated in accordance with its applicable limitations. 3. The Avidyne FlightMax EX5000 Multi-Function Display Pilot’s Guide, p/n 600-00105-000, latest revision, must be available to the pilot during all flight operations. 4. Aircraft dispatch is prohibited when the MFD is inoperative. NOTE The MFD integrates with separately approved sensor and flight control installations. Adherence to limitations in appropriate installation AFM supplements is mandatory. CAUTION Traffic information shown on the Map page display is provided to the pilot as an aid to visually acquiring traffic. Pilot’s should maneuver their aircraft based only on ATC guidance or positive visual acquisition of the conflicting traffic. Maneuvers should be consistent with ATC instructions. No maneuvers should be based only on a Traffic Advisory. Terrain information shown on the Map page display is provided to the pilot as an aid to situational awareness. The Map page terrain color representations should not be used as a basis for terrain avoidance. SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-9 2.29 TRAFFIC INFORMATION The pilot should not maneuver the aircraft based on the traffic display only. The traffic display is intended to assist in visually locating traffic. The traffic display lacks the resolution necessary for use in evasive maneuvering. Maneuvers should be consistent with ATC instructions. 2.31 CMAX CHART PAGE LIMITATIONS The geographic referenced aircraft symbol must not be used for navigation. NOTE The aircraft symbol displayed provides supplemental aircraft situational awareness information. It is not intended as a means for navigation or flight guidance. The airplane symbol is not to be used for conducting instrument approaches or departures. Position accuracy, orientation, and related guidance must be assumed by other means or required navigation. Operators with the optional CMax Chart Page must have back-up charts available. Do not rely upon CMax charts as your sole source of navigation information. 2.33 MID-CONTINENT ELECTRIC ATTITUDE INDICATOR LIMITATIONS 1. The emergency battery must be checked for proper operation prior to flight. 2. Should the RED TEST annunciator illuminate any time during the self test, this is an indication that the battery pack is in need of charging, or possible replacement. Flight in Instrument Meteorological Conditions (IMC) is prohibited. 3. Internal battery should be used for emergency use only. SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-10 THIS PAGE INTENTIONALLY LEFT BLANK SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-11 2.35 PLACARDS On the side panel to the left of the pilot: On the instrument panel in full view of the pilot: VA 135 AT 3800 LBS (SEE P.O.H.) VLo 140 DN, 109 UP VLE 140 MAX. DEMO. X-WIND 17 KTS In full view of the pilot and passengers: NO SMOKING On the landing gear warning mute switch: GEAR WARN MUTE SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-12 2.35 PLACARDS (Continued) On the storm window: DO NOT OPEN ABOVE 129 KIAS On the vertical window post between the first and second left side windows and close to the Emergency Exit release handle: EMERGENCY EXIT REMOVE COVER PANEL PULL HANDLE FORWARD PUSH WINDOW OUT Near the emergency gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE AFM BEFORE RE-ENGAGEMENT Near the gear selector switch: SECTION 2 PA-44-180, SEMINOLE LIMITATIONS ISSUED: May 26, 2006 REPORT: VB-1942 2-13 2.35 PLACARDS (Continued) On the center post of the windshield in full view of the pilot: CAUTION COMPASS CAL. MAY BE IN ERROR WITH ELECT. EQUIPMENT OTHER THAN AVIONICS ON. On the instrument panel near the elevator trim switch: ELEV. TRIM PUSH ON/OFF On the instrument panel in full view of the pilot (stormscope equipped aircraft only): STORMSCOPE NOT TO BE USED FOR THUNDERSTORM AREA PENETRATION On the instrument panel above the alternate static source: SECTION 2 LIMITATIONS PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 2-14 2.35 PLACARDS (Continued) Adjacent to the upper door latch: On the inside of the baggage compartment door: BAGGAGE MAX 200 LBS Adjacent to the fuel tank filler caps: SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-i TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General .......................................................................................... 3-1 3.3 Airspeeds for Emergency Operations ........................................... 3-2 3.5 Emergency Procedures Checklist.................................................. 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 KIAS) (3.9d)................................................ 3-3 Engine Failure During Climb (3.9e) ........................................ 3-5 Engine Failure During Flight (Speed Below V MCA ) (3.9f)...................................................... 3-5 Engine Failure During Flight (Speed Above V MCA ) (3.9g) ..................................................... 3-6 One Engine Inoperative Landing (3.9h) .................................. 3-7 One Engine Inoperative Go-Around (3.9i) .............................. 3-8 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-ii TABLE OF CONTENTS (Continued) SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.5b Air Starting Procedure (3.11)........................................................ 3-8 Unfeathering Procedure/ Unfeathering Accumulator Functioning (3.11a)........................... 3-8 Unfeathering Procedure/Starter Assisted (3.11b) ......................... 3-9 3.5c Engine Roughness (3.13) .............................................................. 3-10 3.5d Engine Overheat (3.15) ................................................................. 3-10 3.5e Loss of Oil Pressure (3.17) ........................................................... 3-10 3.5f Engine Fire (3.19) ......................................................................... 3-11 Engine Fire During Start (3.19a) .................................................. 3-11 Engine Fire In Flight (3.l9b)......................................................... 3-11 3.5g Electrical Fire (3.21) ..................................................................... 3-12 3.5h 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 3.5k Landing Gear Malfunctions (3.29) ............................................... 3-15 SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-iii TABLE OF CONTENTS (Continued) SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.5m Gear Up Emergency Landing (3.31)............................................. 3-15 3.5n Electrical Failures (3.33)............................................................... 3-16 Single Alternator Failure (3.33a) .................................................. 3-16 Dual Alternator Failure (3.33b) .................................................... 3-17 3.5o Avionics Systems Failures (3.35) ................................................. 3-19 3.5p Spin Recovery (3.37) .................................................................... 3-25 3.5q Open Door (3.39) .......................................................................... 3-25 3.5r Propeller Overspeed (3.41) ........................................................... 3-26 3.5s Emergency Descent (3.43)............................................................ 3-26 3.5t Emergency Exit (3.45) .................................................................. 3-26 3.7 Amplified Emergency Procedures (General)................................ 3-28 3.9 Engine Inoperative Procedures (3.5)............................................. 3-28 3.9a Identifying Dead Engine and Verifying Power Loss (3.5a).......... 3-28 3.9b Engine Securing Procedure (Feathering Procedure) (3.5a) .......... 3-28 3.9c Engine Failure During Takeoff (Speed Below 75 KIAS or Gear Down) (3.5a)............................. 3-29 3.9d Engine Failure During Takeoff (Speed Above 75 KIAS) (3.5a)..................................................... 3-29 3.9e Engine Failure During Climb (3.5a) ............................................. 3-31 3.9f Engine Failure During Flight (Speed Below V MCA ) (3.5a) .......................................................... 3-32 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-iv TABLE OF CONTENTS (Continued) SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.9g Engine Failure During Flight (Speed Above V MCA ) (3.5a) .......................................................... 3-32 3.9h One Engine Inoperative Landing (3.5a) ....................................... 3-33 3.9i One Engine Inoperative Go-Around (3.5a) .................................. 3-33 3.9j Summary of Factors Affecting Single Engine Operations ........... 3-34 3.11 Air Starting Procedure (3.5b)........................................................ 3-35 3.13 Engine Roughness (3.5c) .............................................................. 3-36 3.15 Engine Overheat (3.5d) ................................................................. 3-37 3.17 Loss of Oil Pressure (3.5e) ........................................................... 3-37 3.19 Engine Fire (3.5f).......................................................................... 3-37 3.21 Electrical Fire (3.5g) ..................................................................... 3-38 3.23 Fuel Management During One Engine Inoperative Operation (3.5h)..................................... 3-40 3.25 Engine Driven Fuel Pump Failure (3.5i) ...................................... 3-41 3.27 Landing Gear Unsafe Warnings (3.5j) .......................................... 3-41 3.29 Landing Gear Malfunctions (3.5k) ............................................... 3-42 SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-v TABLE OF CONTENTS (Continued) SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.31 Gear Up Emergency Landing (3.5m) ........................................... 3-42 3.33 Electrical Failures (3.5n)............................................................... 3-43 3.35 Avionics Systems Failures (3.5o) ................................................. 3-44 3.37 Spin Recovery (Intentional Spins Prohibited) (3.5p) ................... 3-50 3.39 Open Door (Entry Door Only) (3.5q)........................................... 3-50 3.41 Propeller Overspeed (3.5r)............................................................ 3-51 3.43 Emergency Descent (3.5s) ............................................................ 3-51 3.45 Emergency Exit (3.5t) ................................................................... 3-51 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-vi THIS PAGE INTENTIONALLY LEFT BLANK SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-1 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 its operating and design features, are presented. Emergency procedures associated with optional systems and equipment which require handbook supplements are presented in 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 numbers located in parentheses after each checklist heading indicate where the corresponding paragraph in the amplified procedures can be found. 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. The numbers located in parentheses after each paragraph heading indicates the corresponding checklist paragraph. Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the appropriate action should any 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 judgement 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. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-2 3.3 AIRSPEEDS FOR EMERGENCY OPERATIONS One engine inoperative air minimum control .................................56 KIAS One engine inoperative best rate of climb ......................................88 KIAS One engine inoperative best angle of climb....................................82 KIAS Maneuvering (3800 lb)..................................................................135 KIAS Never exceed .................................................................................202 KIAS 3.5 EMERGENCY PROCEDURES CHECKLIST 3.5a Engine Inoperative Procedures (3.9) IDENTIFYING DEAD ENGINE AND VERIFYING POWER LOSS (3.9a) Loss of thrust. Nose of aircraft will yaw in direction of dead engine. Rudder pedal force will be required in the direction away from the dead engine to maintain straight flight. ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) (3.9b) Throttle .....................................................................RETARD TO VERIFY Propeller ...........................................................FEATHER (950 RPM Min.) Mixture ................................................................................IDLE CUT-OFF Cowl Flap ..........................................................................................CLOSE Alternator................................................................................................OFF Magneto Switches ..................................................................................OFF Electric fuel pump ..................................................................................OFF Fuel selector............................................................................................OFF Electrical load ................................................................................REDUCE Crossfeed .............................................................................AS REQUIRED SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-3 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING TAKEOFF (SPEED BELOW 75 KIAS OR GEAR DOWN) (3.9c) If engine failure occurs during takeoff and 75 KIAS has not been attained: Throttles ................................................................IMMEDIATELY CLOSE Brakes (or land and brake) ..................................................AS REQUIRED Stop straight ahead. If insufficient runway remains for a complete stop: Throttles ................................................................IMMEDIATELY CLOSE Mixtures................................................................................IDLE CUTOFF Fuel Selectors .........................................................................................OFF Magneto Switches ..................................................................................OFF Electric Fuel Pumps................................................................................OFF Battery Master Switch ............................................................................OFF Brakes .......................................................APPLY MAXIMUM BRAKING 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 if airborne and stop straight ahead. Brakes ..................................................................................AS REQUIRED SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-4 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING TAKEOFF (SPEED ABOVE 75 KIAS) (3.9d) (Continued) If gear is in transit or up and the decision is made to continue: WARNING Negative climb performance may result from an engine failure occurring after liftoff and before the failed engine’s propeller has been feathered, the gear has been retracted, the cowl flap on the failed engine is closed and a speed of 88 KIAS has been attained. WARNING In many combinations of aircraft weight, configuration, ambient conditions and speed, negative climb performance may result. Refer to Climb Performance - One Engine Operating - Gear Up chart in Section 5. Mixture controls ..............................................................FULL FORWARD Propeller controls ............................................................FULL FORWARD Throttle controls ..............................................................FULL FORWARD Directional control .....................................................................MAINTAIN Flaps...............................................................................................FULL UP Landing Gear Selector ...............................................................CHECK UP Inoperative Engine ................................................IDENTIFY and VERIFY Throttle (Inop. Engine) .....................................................................CLOSE Propeller (Inop. Engine)...............................................................FEATHER Mixture (Inop. Engine)........................................................IDLE CUT-OFF Establish Bank .................................2° to 3° INTO OPERATIVE ENGINE Climb Speed ....................................................................................88 KIAS Trim...............................................ADJUST TO 2° to 3° BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1/2 BALL SLIP INDICATED ON THE SKID/SLIP INDICATOR Cowl Flap (Inop. Engine)..................................................................CLOSE Alternator Switch (Inop. Engine) ...........................................................OFF Magneto Switches (Inop. Engine)..........................................................OFF Electric Fuel Pump (Inop. Engine).........................................................OFF Fuel Selector (Inop. Engine) ..................................................................OFF Land as soon as practical at the nearest suitable airport. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-5 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING CLIMB (3.9e) 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 SKID/SLIP INDICATOR Cowl Flap (Operative Engine).............................................AS REQUIRED Land as soon as practical at the nearest suitable airport. ENGINE FAILURE DURING FLIGHT (SPEED BELOW V MCA ) (3.9f) Rudder....................................................................APPLY AGAINST YAW (Operative Engine) 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) If altitude permits, a restart may be attempted. If restart fails or if altitude does not permit restart: 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 SKID/SLIP INDICATOR Cowl Flap (Operative Engine).............................................AS REQUIRED SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-6 3.5a Engine Inoperative Procedures (Continued) ENGINE FAILURE DURING FLIGHT (SPEED ABOVE V MCA ) (3.9g) Inoperative Engine.......................................................................IDENTIFY Operative Engine ..................................ADJUST POWER AS REQUIRED Airspeed.............................................................ATTAIN AND MAINTAIN AT LEAST 88 KIAS Before securing inop. engine: Electric Fuel Pump...................................................................................ON Fuel Quantity................................................................................... CHECK Oil Pressure and Temperature ..........................................................CHECK Magneto Switches ............................................................................CHECK Air Start........................................................................................ATTEMPT If engine does not start, complete Engine Securing Procedure. Power (Operative Engine) ...................................................AS REQUIRED Fuel Quantity (Operative Engine Tank)..................................SUFFICIENT Electric Fuel Pump (Operative Engine) ..............................AS REQUIRED Cowl Flap (Operative Engine).............................................AS REQUIRED Trim.................................................................ADJUST TO 2° to 3° BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1/2 BALL SLIP INDICATED ON THE SKID/SLIP INDICATOR Electrical Load.....................................DECREASE TO MIN. REQUIRED Land as soon as practical at the nearest suitable airport. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-7 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 Electric Fuel Pump (Operative Engine)...................................................ON Mixture (Operative Engine) ......................................................FULL RICH Propeller Control (Operative Engine) .............................FULL FORWARD 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 Negative climb performance may result from an engine failure occurring after liftoff and before the failed engine’s propeller has been feathered, the gear has been retracted, the cowl flap on the failed engine is closed and a speed of 88 KIAS has been attained. 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. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-8 3.5a Engine Inoperative Procedures (Continued) ONE ENGINE INOPERATIVE GO-AROUND (Should be avoided if at all possible) (3.9i) Mixture .......................................................................................FORWARD Propeller......................................................................................FORWARD Throttle .........................SMOOTHLY ADVANCE TO TAKEOFF POWER Flaps............................................................................RETRACT SLOWLY Landing Gear .........RETRACT (AFTER POSITIVE CLIMB ACHIEVED) Airspeed...........................................................................................88 KIAS Trim.................................................................ADJUST TO 2° to 3° BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY 1/2 BALL SLIP INDICATED ON THE SKID/SLIP INDICATOR Cowl Flap (Operating Engine) ............................................AS REQUIRED 3.5b Air Starting Procedure (3.11) UNFEATHERING PROCEDURE/ UNFEATHERING ACCUMULATOR FUNCTIONING (3.11a) NOTE With the propeller unfeathering system installed, the propeller will usually windmill automatically when the propeller control is moved forward. Fuel Selector (Inoperative Engine) ..........................................................ON Magneto Switches (Inoperative Engine)..................................................ON Electric Fuel Pump (Inoperative Engine) ................................................ON Mixture .....................................................................................FULL RICH Throttle ...................................................................................Open 1/4 inch SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-9 3.5b 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 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-10 3.5c Engine Roughness (3.13) NOTE 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......................................................................................INCREASE (If altitude permits) 3.5e Loss of Oil Pressure (3.17) Oil Pressure ......................................................................VERIFY LOSS & ENGINE AFFECTED Engine ..........................................................................SECURE per Engine Securing Procedure SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-11 3.5f Engine Fire (3.19) 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 (3.19b) Fuel Selector (Affected Engine).............................................................OFF Throttle (Affected Engine) ...................................................................IDLE Propeller (Affected Engine) .........................................................FEATHER Mixture (Affected Engine) ..................................................IDLE CUT-OFF Cowl Flap (Affected Engine) ..............................................................OPEN Affected Engine ............................................COMPLETE Engine Securing Procedure If fire persists: Airspeed ................................................................INCREASE in attempt to blow out fire Land as soon as possible at the nearest suitable airport. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-12 3.5g Electrical Fire (3.21) Flashlight (at night) ........................................................................LOCATE Battery Master Switch ............................................................................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 center console just aft of the 2 front seats. Bus Circuit Breakers Main Bus 1 ...................................................................................PULL Main Bus 2 ...................................................................................PULL Non-Essential................................................................................PULL Avionics Bus # 1...........................................................................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 flight 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 time. 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. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-13 3.5g Electrical Fire (3.21) (Continued) NOTE Refer to Power Distribution paragraph on page 7-22 and Figure 7-23 on page 7-23 for electrical power distribution information. One (1) Main Bus Circuit Breaker ............................................................IN Battery Master Switch..............................................................................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 Landing Gear Control.........................................................................IN Avionics Bus #1..................................................................................IN Avionics Bus #2..................................................................................IN Radio Master Switch................................................................................ON Audio Amp/Mkr .................................................................................IN Com #1 ...............................................................................................IN Nav/GPS #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. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-14 3.5h Fuel Management During One Engine Inoperative Operation (3.23) CRUISING (3.23a) When using fuel from tank on the same side as the operating engine: Fuel Selector (Operative Engine).............................................................ON Fuel Selector (Inoperative Engine).........................................................OFF Electric Fuel Pumps................................................................................OFF (except in case of engine driven pump failure when electric fuel pump on operating engine side must be used) When using fuel from tank on the side opposite the operating engine: Fuel Selector (Operative Engine)............................................CROSSFEED Fuel Selector (Inoperative 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 (3.23b) Fuel Selector (Operative Engine).............................................................ON Fuel Selector (Inoperative Engine).........................................................OFF 3.5i Engine Driven Fuel Pump Failure (3.25) Electric Fuel Pump (Affected Engine).....................................................ON 3.5j Landing Gear Unsafe Warnings (3.27) Red gear warning annunciator light indicates gear in transit. Recycle gear if indication continues. Red gear warning annunciator 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. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-15 3.5k Landing Gear Malfunctions (3.29) MANUAL EXTENSION OF LANDING GEAR If emergency gear extension is required due to electrical power failure, the gear position indicator lights will not illuminate. Check following before extending gear manually: Day/Night Dimmer Switch (Daytime) ..................................................DAY Circuit Breakers................................................................................CHECK Battery Master Switch..............................................................................ON Alternators ........................................................................................CHECK 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. 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 the proper function of the landing gear hydraulic and electrical systems. 3.5m Gear Up Emergency Landing (3.31) Approach and Landing .................................................................NORMAL Airspeed ...................................................................................80 - 90 KIAS Flaps..........................................................................................................UP Just prior to touchdown: Throttles ............................................................................................CLOSE Battery Master Switch ............................................................................OFF Fuel Selectors .........................................................................................OFF Contact with surface should be made at the slowest possible airspeed. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-16 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 approximately 12.5 Vdc, the LOW BUS VOLTAGE annunciator will illuminate and the digital value will turn red. Verify Failure ............................................................CHECK AMMETERS Electrical Load (If LOW 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 1 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. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-17 3.5n Electrical Failures (3.33) (Continued) DUAL ALTERNATOR FAILURE (Zero Amps Both Ammeters or Alternator Inop. Light Illuminated - Annunciator Panel). (3.33b) 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. NOTE Anytime total tie bus voltage is below approximately 12.5 Vdc, the LOW BUS VOLTAGE annunciator will illuminate and the digital value will turn red. 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 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-18 3.5n Electrical Failures (3.33) (Continued) If neither alternator resets: Both Alternator Switches........................................................................OFF Continue flight with reduced electrical load on battery power only. NOTE LOW 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. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-19 3.5o Avionics Systems Failures (3.35) Failure of Primary Flight Display (PFD) Indication: PFD Display goes blank. Standby Attitude Indicator ........................................................VERIFY ON and flag is pulled on indicator Maintain attitude control using standby attitude indicator and establish the aircraft in straight and level unaccelerated flight. If time and conditions permit: PFD Brightness Control (BRT/DIM) ....................................Adjust to full bright PFD Circuit Breaker ................................................................PULL and RESET If PFD Screen cannot be reinstated: On aircraft equipped with the optional secondary Nav Indicator: Secondary Nav Indicator ......................................Utilize for primary navigation Engine Instruments................................................Refer to Engine page of MFD NOTE The Secondary Nav Indicator receives nav information directly from the No. 2 nav/com/GPS. Only VLOC information is available. Maintain attitude, airspeed and heading control using standby instruments, magnetic compass and other directional indications (such as MFD Map page and/or GNS 430 Position page within NAV page group). CAUTION High current loads in the vicinity of the magnetic compass can influence its accuracy. Depending on the flight conditions, the pilot must reduce these loads as much as possible to insure accuracy. Land as soon as practical. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-20 3.5o Avionics Systems Failures (3.35) (Continued) Loss of PFD Engine Data Indication: Indicator needle removed from dial and digital readout replaced with white dashes. Engine Instruments................................................Refer to Engine page of MFD Land as soon as practical. Invalid Air Data Indication: Airspeed, Altimeter, and Vertical Speed data replaced with Red X’s. Maintain aircraft airspeed and altitude by referring to the standby airspeed indicator and altimeter. If time and conditions permit: PFD Circuit Breaker ................................................................PULL and RESET If air data is still invalid: Refer to standby airspeed indicator and altimeter. Land as soon as practical. Invalid Heading Data Indication: Heading Bug and Heading Data removed and replaced with Red X’s. If time and conditions permit: PFD Circuit Breaker ..............................................................PULL and RESET Maintain heading control using magnetic compass and other directional indications (such as MFD Map page and/or GNS 430 Position page within NAV page group). CAUTION High current loads in the vicinity of the magnetic compass can influence its accuracy. Depending on the flight conditions, the pilot must reduce these loads as much as possible to insure accuracy. Land as soon as practical. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-21 3.5o Avionics Systems Failures (3.35) (Continued) Invalid Attitude and Heading Data Indication: Attitude and Heading Data removed and replaced with Red X’s. Standby Attitude Indicator ........................................................VERIFY ON and flag is pulled on indicator Maintain attitude control using standby attitude indicator. If time and conditions permit: PFD Circuit Breaker ................................................................PULL and RESET If attitude and heading data is still invalid: Maintain attitude control by using standby attitude indicator. Maintain heading control by utilizing magnetic compass and other directional indications (such as MFD Map page and/or GNS 430 Position page within NAV page group). CAUTION High current loads in the vicinity of the magnetic compass can influence its accuracy. Depending on the flight conditions, the pilot must reduce these loads as much as possible to insure accuracy. Land as soon as practical. NOTE The EXP5000 PFD comes equipped with a self-check monitor. “Crosscheck Attitude” is displayed when this monitor detects a condition that does not warrant removal of data. When this message is displayed, scan all standby instruments to crosscheck the aircraft attitude. The warning message is removed automatically when the self-check monitor confirms the EXP5000 PFD attitude is valid. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-22 3.5o Avionics Systems Failures (3.35) (Continued) Failure of Air Data, Attitude and Heading Reference System (ADAHRS) Indication: Airspeed, Attitude, Heading and Altitude replaced with Red X’s. Standby Attitude Indicator ........................................................VERIFY ON and flag is pulled on indicator Maintain attitude control using standby attitude indicator. If time and conditions permit: PFD Circuit Breaker ................................................................PULL and RESET If ADAHRS initialization does not occur: On aircraft equipped with the optional secondary Nav Indicator: Secondary Nav Indicator ......................................Utilize for primary navigation Engine Instruments................................................Refer to Engine page of MFD NOTE The Secondary Nav Indicator receives nav information directly from the No. 2 nav/com/GPS. Only VLOC information is available. Maintain attitude, airspeed and heading control using standby instruments, magnetic compass and other directional indications (such as MFD Map page and/or GNS 430 Position page within NAV page group). CAUTION High current loads in the vicinity of the magnetic compass can influence its accuracy. Depending on the flight conditions, the pilot must reduce these loads as much as possible to insure accuracy. Land as soon as practical. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-23 3.5o Avionics Systems Failures (3.35) (Continued) Total Loss of Engine Instruments Indication: Indicator needle removed from dial, digital readout replaced with white dashes, and yellow alert message saying Engine Sensor Unit Not Communicating. DAU Circuit Breaker ..............................................................PULL and RESET If specific engine data is still invalid: NOTE The following engine message(s) will be displayed on the MFD for the invalid parameter: • Check Oil Temp • Check Oil Press • Check CHT • Check RPM • Check Manifold Pressure If failure occurs during takeoff: Mixture ....................................................................................Maintain Full Rich Propeller Control ..............................................................................Full Forward Manifold Pressure ..............................................................................As required Return to airport for landing. If failure occurs during climb or landing: Mixture ....................................................................................Maintain Full Rich Propeller Control ..............................................................................Full Forward Manifold Pressure ..............................................................................As required Land as soon as practical. If failure occurs after setting cruise power and mixture: Power ................................................................................Maintain power setting Land as soon as practical. If failure occurs prior to or during descent: Manifold Pressure ..........................................................................Set for descent Mixture....................................................................................................Full Rich SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-24 3.5o Avionics Systems Failures (3.35) (Continued) Complete Electrical Failure WARNING Compass error may exceed 10 degrees with alternator inoperative. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative. Standby Attitude Indicator....................SELECT Standby (STBY) power button CAUTION The STBY PWR annunciator will rapidly flash for approximately one minute when aircraft power is lost. STBY PWR must be selected, otherwise the standby attitude indicator will auto shutdown after approximately one minute. Standby Attitude Indicator ........................................................VERIFY ON and flag is pulled on gyro Maintain aircraft control with reference to the standby airspeed, altimeter, and attitude indicators. Battery Master Switch ....................................................................................OFF Land as soon as possible. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-25 3.5p Spin Recovery (Intentional Spins Prohibited) (3.37) 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 3.5q Open Door (Entry door only) (3.39) 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 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 SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-26 3.5r Propeller Overspeed (3.41) Throttle (Affected Engine) .............................................................RETARD Oil pressure (Affected Engine) ........................................................CHECK Prop control (Affected Engine) ............................FULL DECREASE RPM THEN SET if any control available Airspeed .........................................................................................REDUCE Throttle (Affected Engine)..................................AS REQUIRED to remain below 2700 rpm 3.5s Emergency Descent (3.43) Carburetor Heat........................................................................................ON Throttles..........................................................................................CLOSED Prop Controls..............................................................................FORWARD Mixtures...............................................................................AS REQUIRED Landing Gear ....................................................EXTEND 140 KIAS MAX. Airspeed.........................................................................................140 KIAS 3.5t Emergency Exit (3.45) Thermoplastic Cover .....................................................................REMOVE Emergency Exit Handle...................................................PULL FORWARD Window ......................................................................................PUSH OUT SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-27 THIS PAGE INTENTIONALLY LEFT BLANK SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-28 3.7 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. 3.9 ENGINE INOPERATIVE PROCEDURES (3.5) 3.9a Identifying Dead Engine and Verifying Power Loss (3.5a) If it is suspected that an engine has lost power, the faulty engine must be identified, and its power loss verified. Rudder pressure required to maintain directional control will be on the side of the operative engine - in short, A DEAD FOOT INDICATES A DEAD ENGINE. Engine indications such as EGT and oil pressure may help confirm the dead engine. 3.9b Engine Securing Procedure (Feathering Procedure) (3.5a) The engine securing procedure should always be accomplished in a sequential order according to the nature of the engine failure. Begin the securing procedure by moving the throttle of the inoperative engine towards IDLE. If no changes are noted, the correct identification of the dead engine is confirmed. Move the propeller control to FEATHER (fully aft) before the propeller speed drops below 950 RPM. The propellers can be feathered only while the engine is rotating above 950 RPM. Loss of centrifugal force due to slowing rpm will actuate a stop pin that keeps the propeller from feathering each time the engine is stopped on the ground. One engine inoperative performance will decrease significantly if the propeller of the inoperative engine is not feathered. The inoperative engine's mixture control should be moved fully aft to the IDLE CUTOFF position. Close its cowl flap to reduce drag. Turn off the alternator switch, magneto switches and the electric fuel pump, move the inoperative engine's fuel selector to the off position. Complete the procedure by reducing the electrical load and considering the use of the fuel crossfeed if the fuel quantity dictates. NOTE When an engine is feathered, the OIL PRESSURE and ALTERNATOR INOP annunciator warning lights will remain illuminated. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-29 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 throttle and 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 Takeoff (Speed Above 75 KIAS) (3.5a) If engine failure occurs after 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 - Gear Up 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. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-30 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 throttle, propeller and mixture controls are fully forward. Remember, keep in mind that the One Engine Inoperative Air Minimum Control speed (V MCA ) 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 skid/slip 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 exceed- ing engine temperature limits. Land as soon as practical at the nearest suitable airport. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-31 3.9e Engine Failure During Climb (3.5a) If engine failure occurs during climb, a minimum airspeed of 88 KIAS (VYSE ) should be maintained. Since one engine will be inoperative and the other will be at maximum power, the airplane will have a tendency to turn in the direction of the inoperative engine. Rudder pedal force on the side of the operative engine will be necessary to maintain directional control. After the faulty engine has been identified and power loss has been verified, complete the Engine Securing Procedure. Continue a straight ahead climb until sufficient altitude (minimum of 1000 feet above ground elevation) is reached to execute the normal Single Engine Landing procedure at the nearest suitable airport. For maximum climb performance in single engine flight, sideslip must be minimized by banking towards the operating engine 2° to 3°. The ball of the skid/slip indicator will be approximately 1/2 diameter out of center towards the operating engine for straight flight and should remain so displaced during any maneuvering necessary. During this climb, engine temperatures must remain at or below specific limits set by the engine manufacturer. Use of full open cowl flaps on the operating engine will ensure that the established temperature limitations will not be exceeded on a day where air temperatures are 100°F at sea level decreasing from that point by 3.5°F per 1000 feet of altitude. Land as soon as practical at the nearest suitable airport. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-32 3.9f Engine Failure During Flight (Speed Below VMCA )(3.5a) Should an engine fail during flight at an airspeed below V MCA (56 KIAS) apply rudder towards the operative engine to minimize the yawing motion. The throttles should be retarded to stop the yaw towards 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. The airplane should be banked 5° towards the 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 skid/slip 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 V MCA )(3.5a) If an engine fails during flight at an airspeed above V MCA (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 (V YSE ). Once the inoperative engine has been identified and the operative engine adjusted properly, an engine restart may be 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 start, 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 skid/slip indicator. The electrical load should be decreased to a required minimum. Land as soon as practical at the nearest suitable airport. SECTION 3 PA-44-180, SEMINOLE EMERGENCY PROCEDURES ISSUED: May 26, 2006 REPORT: VB-1942 3-33 3.9h One Engine Inoperative Landing (3.5a) Complete the Engine Securing Procedure. The landing gear should not be extended and the wing flaps should not be lowered until certain of making the field. Maintain a normal approach keeping in mind that the 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° rather than full wing flaps will place the airplane in the best configuration for a go-around should this be necessary. WARNING Negative climb performance may result from an engine failure occurring after liftoff and before the failed engine’s propeller has been feathered, the gear has been retracted, the cowl flap on the failed engine is closed and a speed of 88 KIAS has been attained. 3.9i One Engine Inoperative Go-Around (Should be avoided if at all possible) (3.5a) NOTE A one engine inoperative go-around should be avoided if at all possible. To execute a one engine inoperative go-around, smoothly advance the throttle and verify the mixture and propeller levers are forward. Retract the flaps and landing gear. Maintain airspeed at the one engine inoperative best rate of climb speed of 88 KIAS (V YSE ). Set the trim and cowl flaps as required. SECTION 3 EMERGENCY PROCEDURES PA-44-180, SEMINOLE REPORT: VB-1942 ISSUED: May 26, 2006 3-34 3.9j Summary of Factors Affecting Single Engine Operations. Significant climb performance penalties can result from landing gear, flap, or windmilling propeller drag. These penalties are approximately as listed below: Landing gear extended/Flaps Up ......................................- 250 ft./min. Flaps extended 25°/Gear Down ........................................- 490 ft./min. Flaps extended fully/Gear Down.......................................- 525 ft./min. Inoperative engine propeller windmilling (Gear and Flaps Up) ...........................................................-200 ft./min. W