Multi-Engine Guide Piper Seminole

MultiEngineAirplaneGuide
PA44180PiperSeminole

Copyright2009
EmbryRiddleAeronauticalUniversity
AllRightsReserved.

WrittenbyRobertThomas
CoverpicturecourtesyofStevenPellegrino.
ERAUMultiEngineAirplaneGuide

TABLEOFCONTENTS
IntroductiontoMultiEngineAircraft.............................................................................................................1
VSpeeds.......................................................................................................................................................................2
PerformanceandLimitations..............................................................................................................................4
EngineCeilings......................................................................................................................................................4
SingleEngineClimbPerformance................................................................................................................5
MultiEngineAerodynamics................................................................................................................................6
InducedFlow..........................................................................................................................................................6
TurningTendencies............................................................................................................................................6
EngineFailures..........................................................................................................................................................9
WhatHappensWhenanEngineFails.........................................................................................................9
CriticalEngine....................................................................................................................................................10
PFactor............................................................................................................................................................10
AcceleratedSlipstream..............................................................................................................................11
Torque..............................................................................................................................................................13
VMC................................................................................................................................................................................16
VMCForCertificationFAR23.149...........................................................................................................17
RecognizingandRecoveringFromVMC...................................................................................................18
VMCvs.StallSpeed.................................................................................................................................................18
FactorsAffectingVMC............................................................................................................................................19
Power.....................................................................................................................................................................19
DensityAltitude.................................................................................................................................................20
C.G.Location........................................................................................................................................................21
GearPosition.......................................................................................................................................................22
PropellerWindmillingvs.FeatheredPropeller...................................................................................23
FlapsDown..........................................................................................................................................................24
Weight....................................................................................................................................................................25
BankAngle...........................................................................................................................................................27
AmountofHorizontalComponentofLift..........................................................................................27
AngleofAttackontheRudderRudderEffectiveness...............................................................27
DirectionofRelativeWindSlippingvs.Coordinated................................................................28
AmountofFuselageLiftProduced.......................................................................................................28
BankAngleExamples......................................................................................................................................29
i
0ofBank.........................................................................................................................................................29
23BankTowardOperatingEngine.................................................................................................30
8BankTowardsOperatingEngine.....................................................................................................31
5BankTowardsInoperativeEngine..................................................................................................32
SummaryofBankAngleRelatingtoVMCSpeedandDrag...........................................................32
CriticalEngineFailure.....................................................................................................................................33
InGroundEffect..................................................................................................................................................33
ChartOfFactorsAffectingVMC..........................................................................................................................35
SeminoleSystems...................................................................................................................................................36
Dimensions...........................................................................................................................................................36
KeyNumbers.......................................................................................................................................................37
Airframe.................................................................................................................................................................37
Engine.....................................................................................................................................................................38
CowlFlaps.............................................................................................................................................................42
Propeller................................................................................................................................................................43
LandingGear........................................................................................................................................................48
WhatHappensWhentheGearisRaisedorLowered...................................................................56
Brakes.....................................................................................................................................................................60
FlightControlsAndTrim................................................................................................................................61
Flaps.........................................................................................................................................................................64
Fuel...........................................................................................................................................................................65
Electrical................................................................................................................................................................72
VacuumSystem...................................................................................................................................................76
PitotStatic.............................................................................................................................................................78
Environmental....................................................................................................................................................79
AnnunciatorPanelandWarningLights...................................................................................................84
StallWarning.......................................................................................................................................................85
EmergencyExit...................................................................................................................................................85
EmergencyLocatorTransmitter(ELT)....................................................................................................86
406MHzELT..................................................................................................................................................86
Sources........................................................................................................................................................................87
APPENDIX..................................................................................................................................................................89
ii

INTRODUCTIONTOMULTIENGINEAIRCRAFT
TheERAUMultiEngineAircraftGuideprovidessupplementalinformationtoassistyouin
learningthemanyfactorswhendealingwithflyingamultiengine(lighttwin)airplane.
Thetermlighttwin,althoughnotformallydefinedintheFederalAviationRegulations,is
definedasasmallmultiengineairplanewithamaximumcertificatedtakeoffweightof
6,000poundsorless.
Thebasicdifferencesbetweenoperatingmultiengineairplanesandsingleengine
airplanesarethatmultiengineairplanesare:
Generallycapableofflyingatfasterairspeedsandhigheraltitudes,
Typicallylargerinsizeandhavemorecomplexsystems,and
Moredemandingandthatpilotshaveadditionalknowledgeandunderstandingof
theconditionsassociatedwithoperatingwithoneengineinoperative.
Whilethereareafewdifferencesbetweentaxiingsingleengineandmultiengineairplanes,
themostnoticeabledifferenceistypicallytheincreaseinwingspan.Withanincreasein
wingspan,thereisanevengreaterneedforvigilancewhentaxiinginclosequarters.In
addition,themultiengineairplanemaynotbeasnimbleorresponsivetosteeringinputs
asthesmallersingleengineairplane.
Oneadvantageofamultiengineairplaneoverasingleengineairplaneisthedifferential
powercapability.Turningtheairplaneduringtaxiwiththeassistancefromdifferential
powerminimizestheneedforbrakesduringturnsandwhilemaintainingthesameturning
radius.Differentialpower,however,doesNOTneedtobeusedduringeveryturn,orasthe
primarywaytoturntheairplane.Itisalsoimportanttoremembertokeepenginepower
toaminimumandnotridethebrakes.
UnlessotherwisedirectedbytheAFM/POH,allgroundoperationsshouldbeconducted
withthecowlflapsfullyopentoensureadequateenginecooling.
Whenoperatingamultiengineairplanewithoneengineinoperative,thepenaltiesforloss
ofanenginearetwofold:performanceandcontrol.Themostobviousproblemrelatedto
airplaneperformanceisthelossofpower(50%).Thislossreducesclimbperformanceby
8090%,sometimesevenmore.Thesecondproblemaffectsaircraftcontrolcausedbythe
remainingthrust,whichisnowasymmetrical.Attentiontobothofthesefactorsiscrucial
inmaintainingsafe,oneengineinoperativeflight.
Forpilots,flyingamultiengineairplaneisanexhilaratingyetchallengingexperience.To
takefulladvantageoftheairplanescapabilities,performance,andsafety,thepilotmustbe
welltrained,knowledgeable,andproficient.

1
VSPEEDS
MultiEngineairplanesusethesameVspeedsassingleengineairplanes.However,
multiengineairplaneshaveadditionalVspeedsandairspeedindicatormarkingsrelating
tooneengineinoperativeflight.
Unlessotherwisenoted,VspeedsgivenintheAFM/POH/IMapplytosealevelpressure,
andstandarddayconditionsattheairplanesmaximumcertificatedtakeoffweight.
Performancespeedswillvarywithaircraftweight,configuration,andatmospheric
conditions.
VRRotationspeed.Thespeedatwhichbackpressureisappliedtorotatetheairplaneto
atakeoffattitude.
VLOFLiftoffspeed.Thespeedatwhichtheairplaneleavesthesurface.Some
manufacturersreferencetakeoffperformancedatatoVR,otherstoVLOF.

VXBestangleofclimbspeed.Thespeedatwhichtheairplanewillgainthegreatest
altitudeforagivendistanceofforwardtravel.
VXSEBestangleofclimbspeedwithoneengineinoperative.
VYBestrateofclimbspeed.Thespeedatwhichtheairplanewillgainthemostaltitude
foragivenunitoftime.
VYSEBestrateofclimbspeedwithoneengineinoperative.
Markedwithablueradiallineonmostairspeedindicators.
VSSESafe,intentionaloneengineinoperativespeed.Originallyknownassafesingle
enginespeed,itistheminimumspeedtointentionallyrenderthecriticalengine
inoperative.
Requiredby14CFRPart23,AirworthinessStandards,tobeestablishedand
publishedintheAFM/POH.
VMCMinimumcontrolspeedwiththecriticalengineinoperative.Theminimumspeedat
whichdirectionalcontrolcanbemaintainedunderaveryspecificsetofcircumstances
outlinedin14CFRPart23,AirworthinessStandards.
Markedwitharedradiallineonmostairspeedindicators.
VMConlyaddressesdirectionalcontrol.Thereisnorequirementthattheairplanebe
capableofclimbingatthisairspeed.
2

Airspeedindicatormarkings
fromaPiperSeminole

VMCRedRadialLine

VYSEBlueRadialLine
IfanenginefailureoccursbelowVMCwhiletheairplaneisontheground,thetakeoffmust
berejected.Directionalcontrolcanonlybemaintainedbypromptlyclosingboththrottles
andusingrudderandbrakesasrequired.
IfanenginefailsbelowVMCwhileairborne,directionalcontrolisnotpossiblewiththe
remainingengineproducingtakeoffpower.Soforsafetyreasons,theairplaneshould
neverbeairborneduringtakeoffbeforetheairspeedreachesANDexceedsVMC.
Afterliftoff,gainaltitudeasrapidlyaspossible.Onceleavingtheground,altitudegainis
moreimportantthanachievingexcessofairspeed.Altitudealsogivesthepilottimeto
thinkandreactifanenginefailureoccurs.VYshouldbeestablishedandmaintaineduntil
reachingasafesingleenginemaneuveringaltitude.Consideringterrainandobstructions,
thisistypicallyachievedataminimumof400500AGL.
Therewillbemoreinformationonallthefactorsinvolvedinsingleengineoperationofthe
airplaneandthefactorsaffectingVMCspeedlaterinthisguide.

3
PERFORMANCEANDLIMITATIONS
Acceleratestopdistanceistherunwaylengthrequiredtoacceleratetoaspecifiedspeed
(eitherVRorVLOF,asspecifiedbythemanufacturer),experienceanenginefailure,and
bringtheairplanetoacompletestop.
Accelerategodistanceisthehorizontaldistancerequiredtocontinuethetakeoffand
climbto50AGL.,assuminganenginefailureoccursatVRorVLOF,asspecifiedbythe
manufacturer(seediagrambelow).
TheFARsdonotspecificallyrequirethattherunwaylengthbeequaltoorgreaterthanthe
acceleratestopdistance.MostAFM/POHpublishacceleratestopdistancesonlyasan
advisory.Itbecomesalimitationonlywhenpublishedinthelimitationssectionofthe
AFM/POH.Usingrunwaylengthsofatleasttheacceleratestopdistanceisagood
operatingandsafetypractice.
ENGINECEILINGS
AllEngineServiceCeilingthehighestaltitudeatwhichtheairplanecanmaintaina
steadyrateofclimbof100fpmwithbothenginesoperatingatfullpower.
AllEngineAbsoluteCeilingthealtitudewhereclimbisnolongerpossiblewithboth
enginesoperatingatfullpower.
SingleEngineServiceCeilingthehighestaltitudeatwhichtheairplanecanmaintaina
steadyrateofclimbof50fpmwithoneengineoperatingatfullpowerandoneengines
propellerfeathered.
SingleEngineAbsoluteCeilingthealtitudewhereclimbisnolongerpossiblewithone
engineoperatingatfullpowerandoneenginespropellerfeathered.
Iftheairplaneisflyingabovethesingleengineserviceceilingandoneenginefailsinflight,
theairplanewilldriftdownfromitscurrentaltitudetothesingleengineserviceceiling.
Abovethesingleengineabsoluteceiling,VYSEyieldstheminimumrateofsink.
Forexampleifanairplanessingleengineabsoluteceilingis5,000ft.andwhile
cruisingat9,000ft.anenginefails,theairplanewilldriftdown(descend)to5,000ft.
4

SINGLEENGINECLIMBPERFORMANCE
FAR23.67providesthesingleengineclimbperformancerequirementstoairplane
manufacturersforFAAcertificationofmultiengineaircraft.
Foraircraftwithamaximumweightof6,000lbs.,orlessandaVSOof61knotsorless:
Thesingleenginerateofclimbat5,000MSLmustsimplybedeterminedwiththe
1. Criticalengineinoperativeanditspropellerintheminimumdragposition
2. Remainingengine(s)atnomorethanmaximumcontinuouspower
3. Landinggearretracted
4. Wingflapsretracted
5. Climbspeednotlessthan1.2VS1
Therateofclimbcouldbeanegativenumbermeaningadescent
Thereisnorequirementforasingleenginepositiverateofclimbat5,000ft.,orany
otheraltitude.
ForAircraftwithamaximumweightof6,000lbs.orless,and/orVSOmorethan61
knots:
IfcertifiedbeforeFebruary4,1991:thesingleenginerateofclimbinfeetperminuteat
5,000MSLmustbeequaltoatleast.027VSO2(VSOSquared)
IfcertifiedafterFebruary4,1991:maintainasteadyclimbgradientofatleast1.5percent
atapressurealtitudeof5,000ft.withthe
1. Criticalengineinoperativeanditspropellerintheminimumdragposition
2. Remainingengine(s)atnomorethanmaximumcontinuouspower
4. Wingflapsretracted
5. Climbspeednotlessthan1.2VS1
NOTE
Donotconfusethedateoftypecertificationwiththeairplanesmodelyear.
Rateofclimbisthealtitudegainperunitoftime.
Climbgradientistheactualmeasureofaltitudegainedper100ft.ofhorizontaltravel,
expressedasapercentage.
Analtitudegainof1.5ft.per100ft.ofhorizontaltravel(or15ft.per1,000,or150
ft.per10,000)isaclimbgradientof1.5percent.
Climbgradientmayalsobeexpressedasafunctionofaltitudegainpernauticalmile,orasa
ratioofthehorizontaldistancetotheverticaldistance(e.g.,50:1).Unlikerateofclimb,the
climbgradientisaffectedbywind.Aclimbgradientisimprovedwithaheadwind
componentandreducedwithatailwindcomponent.

5
MULTIENGINEAERODYNAMICS
INDUCEDFLOW
Lookingattheairplanewithouttheenginesandthefuselage,theamountofliftcreatedby
thewingswouldlooklikethis:

JeppesenMultiEngineManual
Thepropellersofthewingmountedenginescreateanacceleratedfloworaccelerated
slipstreamofairoverthewingscalledinducedflow.Theamountofliftcreatedbyamulti
engineairplanelookslikethis:

Inducedflowdoesoccurinsingleengineairplanes,butitisnotasmuchofafactorbecause
ofthelocationoftheengineinrelationtothewings.
TURNINGTENDENCIES
Theturningtendenciesthataffectsingleengineairplanes(i.e.torqueandPfactor)also
affectmultiengineairplanes.Sincethemultiengineairplanehasatleasttwoengines,
theseeffectsareincreased.
Twinengineairplaneswherethepropellersforeachenginerotateinthesamedirection
arecalledconventionaltwins.TocombatthetorqueandPfactortendencies,twinengine
airplaneswithcounterrotatingpropellers,orpropellersthatrotateinopposite
directions,andengineshavebeendeveloped.Theeffectsoftorqueandpfactorwith
counterrotatingpropellerswillcanceleachotherout,resultinginlessrudderneededto
opposetheseforces.

6

AConventionalTwin

ResultofTorque=RolltotheLeft
ResultingTorque
ResultingTorque
PropellerRotation PropellerRotation

ResultofPFactor=Yawtotheleft

ResultingTurn
Thrust
Thrust
Thrust
Thrust
7
ACounterRotatingTwin

ResultofTorque=NONE=BothEnginesCancelEachOtherOut.

ResultingTorque ResultingTorque

PropellerRotation PropellerRotation

ResultofPFactor=NONE=BothEnginesCancelEachOtherOut.

NoTurn
Thrust
Thrust
Thrust
Thrust

8

ENGINEFAILURES
WHATHAPPENSWHENANENGINEFAILS
Twomotionshappenwhenanenginefails:YAWandROLL.
1. YAWAsymmetricalthrustwillcauseayawingmomentaroundtheC.G.towardsthe
inoperativeengine.
YAW
Thrust

2. ROLLTheyawingmomentfromabovewillcausethewingwiththeoperating
enginetomovefasterthroughtheairastheairplaneyaws.Thiscausesafaster
velocityofairoverthewingwiththeoperativeenginemeaningmoreliftonthat
wingandresultsinarolltowardstheinoperativeengine.

3. ROLLInducedflow(acceleratedslipstream)overthewingfromtheoperating
engineandlackofinducedflow(acceleratedslipstream)overtheinoperative
enginecausesasymmetricalliftonthewings,resultinginarollingmomentaround
theC.G.towardstheinoperativeengine.

ROLL

9
CRITICALENGINE
Thecriticalengineistheenginethat,ifitweretofail,wouldmostadverselyaffectthe
performanceorhandlingcharacteristicsoftheairplane.
Onconventionaltwins(withpropellersrotatingtotheright)thecriticalengineistheleft
engine.Onatwinengineairplanewithcounterrotatingpropellersthereisnotacritical
enginesincetheyawingandrollingeffectsoflosingoneenginewillbeidenticalnomatter
whichenginefails.
Therearethreefactorsthatdetermineisanengineiscritical.
1. PFactor
2. AcceleratedSlipstream
3. Torque
PFACTORPfactoriswherethedescendingpropellerbladecreatesmorethrustthanthe
ascendingblade.Thiscausesasymmetricalthrustoneachsideofthepropeller.Tofigure
outtheeffectontheairplane,theformulaTHRUSTxArm=Momentcanbeused.This
meansthatthelongerthearmfromtheC.G.tothethrust,thelargertheyawingmoment
willbe.
SmallArm=SmallYaw LargeArm=LargeYaw
ConventionalTwin
Becausethedescendingpropellerbladeontherightwingenginehasalongerarm(A2)
thanthedescendingpropellerbladeontheleftwingengine(A1),theairplanewillhavea
greateryawingmomenttotheleftiftheleftenginefailsthaniftherightenginefails.
Sincetheeffectoftheyawisgreateriftheleftenginefails,theleftengineisthecritical
engine.
10

Onacounterrotatingtwinengineairplane,arms(A1,A2)tothedescendingpropeller
bladesarethesamelength,resultinginthesameamountofyawregardlessofwhichengine
fails.
CounterrotatingTwin=ArmsaretheSameLength

ACCELERATEDSLIPSTREAMThepropellerswillaccelerateairoverthewings.Morelift
isproducedwherethepropellersacceleratetheairoverthewing.JustasPfactorcauses
asymmetricalthrustforward,italsoproducesthesameeffectintheasymmetricalairflow
behindthepropeller.
ConventionalTwin

11
Whenoneenginefails,theacceleratedslipstreamcausesarolltowardstheinoperative
engine.TofigureouttheeffectontheairplanetheformulaLIFTxArm=Momentcan
beused.JustlikePfactor,thearmtotherightengineislongerthanthearmtotheleft
engine.Thismeansthatiftheleftenginefails,therollmomentwillbegreatertotheleft
thaniftherightenginefails.Thereforetheleftengineisthecriticalengine.
SmallArm=SmallRoll
LargeArm=LargeRoll
12

TORQUEAstheengineandpropellerrotateinonedirection,they,inturn,trytorotate
theairplaneintheotherdirection.ThisisduetoNewtonsthirdlawwhichstates,For
everyactionthereisanequalandoppositereaction.Thisforcealsoactswhenanengine
failsbecausethereisstillasecondoperatingengine.
ConventionalTwin
Theresultofthetorqueisroll,butitwillalsocombinewiththeotherfactorspreviously
mentionedaswell.
Iftheleftenginefails,theyawingmomentfromtherightengine(thrust)andthetotal
torquewillbothworktogethertoyawandrolltheairplanetotheleft.
Iftherightenginefails,theyawingmomentfromtheleftengine(thrust)andthetotal
torque(oppositedirection)willstillresult,althoughtoalesserdegree(comparedtofailure
oftheleftengine),inayawandrolloftheairplanetotheright.
Thismeansthattheyawwillbeworseiftheleftenginefailswhichmeansthattheleft
engineisthecriticalengine.
13
CounterRotatingTwin

Inthecounterrotatingtwin,thetorquewillopposetheyawingandrollingmomentcaused
byaninoperativeengine.Theresultingyawwillbethesamenomatterwhichenginefails.
Therefore,thereisnocriticalengine.
OneotherfactorthatcouldaffectthecriticalengineisSpiralingSlipstream.
NOTE
TheeffectofSpiralingSlipstreamisusuallysominimalthatsomewillevenignoreits
effectsaltogether.
Thehighspeedrotationofanairplanepropellergivesacorkscreworspiralingrotationto
theslipstream.Athighpropellerspeedsandlowforwardspeed(asintakeoffsand
approachestopoweronstalls),thisspiralingrotationisverycompactandexertsastrong
sidewardforceontheairplanesverticaltailsurface.
14

Whenthisspiralingslipstreamstrikestheverticalfinontheleft,itcausesaleftturning
moment,oryaw,abouttheairplanesverticalaxis.Themorecompactthespiral,themore
prominenttheforce.Astheforwardspeedincreases,however,thespiralelongatesand
becomeslessofaforceontheverticalfin.
Hereiswhatspiralslipstreamwouldlooklikeonaconventionaltwinwithbothengines
operating.Asthepropellerturnsright,theairisalsomovedtotheright.

Iftheleftenginefailsthespiralslipstreamwillnothitthetailatall,resultinginno
additionalyawingforce.Iftherightenginefailsthespiralslipstreamwillhittheleftsideof
thetailcausingayawtotheleftintheoppositedirectionoftheyawtotherightcausedby
thefailedengine.Thisyawfromthespiralslipstreamwillhelpopposetheyawfromthe
failedengine.Thismakestheleftenginecritical.
15
V MC
Whenamultiengineairplanelosesanengineitexperiencesayawandroll.Tocounteract
this,theruddercanbeusedtostoptheyawandtheresultingroll.
Asairspeedisdecreased,therudderbecomeslesseffective.Therefore,morerudder
deflectionwillberequiredtomaintaindirectionalcontrol.Eventually,anairspeedwillbe
reachedwherefullrudderdeflectionwillberequiredtomaintaindirectionalcontrol.At
thispoint,anyfurtherdecreaseinairspeedwillleadtolossofdirectionalcontrol.Itisthis
airspeedatwhichtheairplanereachesVMC.
VMCcanbedefinedas:
1. Minimumcontrolspeedwiththecriticalengineinoperative.
2. Theminimumspeedatwhichdirectionalcontrolcanbemaintainedunderavery
specificsetofcircumstancesasoutlinedin14CFRPart23.
VMCisthespeedatwhichitisstillpossibletomaintaindirectionalcontrolwithanengine
inoperative.
NOTE
VMConlyaddressesdirectionalcontrol.

16

V M C FORCERTIFICATIONFAR23.149
Everymultiengineairplanemustgothroughacertificationprocesswhichincludes
calculatingaVMCspeed.VMCisNOTafixedairspeedunderallconditions.VMCisafixed
airspeedonlyfortheveryspecificsetofcircumstancesunderwhichitwasdetermined
duringaircraftcertificationbyFAR23.149.
23.149Minimumcontrolspeed
VMCisthecalibratedairspeedatwhich,whenthecriticalengineissuddenlymade
inoperativeitispossibleto:
1. Maintaincontroloftheairplanewiththatenginestillinoperative,
2. Maintainstraightflightatthesamespeedwithanangleofbankofnotmorethan5
degrees.
Themethodusedtosimulatecriticalenginefailuremustrepresentthemostcriticalmode
ofpowerplantfailureexpectedinservicewithrespecttocontrollability.
VMCmustnotexceed1.2VS1atmaximumtakeoffweight.
VMCmustbedeterminedwith:
1. Mostunfavorableweight(notnecessarilymaximumgrossweight)
2. Mostunfavorablecenterofgravityposition
3. Theairplaneairborneandthegroundeffectnegligible
4. Maximumavailabletakeoffpowerinitiallyoneachengine
5. Theairplanetrimmedfortakeoff
6. Flapsinthetakeoffposition
8. Allpropellercontrolsintherecommendedtakeoffposition.
WhenrecoveringfromVMC:
1. Therudderpedalforcerequiredtomaintaincontrolmustnotexceed150pounds.
2. Itmustnotbenecessarytoreducepoweroftheoperativeengine(s).
3. Theairplanemustnotassumeanydangerousattitude.
4. Itmustbepossibletopreventaheadingchangeofmorethan20degrees.
NOTE
VMCdealsonlywithdirectionalcontrolnotperformance.
FAR23.149alsorequiresthecalculationofaminimumspeedtointentionallyrenderthe
criticalengineinoperativeandtobedesignatedasthesafe,intentional,oneengine
inoperativespeed,orVSSE.
Remember,publishedVMCandactualVMCaretwodifferentspeeds.Therearemanyfactors
thatcanaffectVMCspeedandtheywillbecoveredinthefollowingpages.

17
RECOGNIZINGANDRECOVERINGFROMV M C
TorecognizeVMCisoccurringorabouttooccurtherearefourwarningsigns.
1. Lossofdirectionalcontroltherudderpedalisdepressedtoitsfullesttraveland
theairplaneisstillturningtowardstheinoperativeengine.
2. Stallwarninghornasingleenginestallcouldbejustasdangerousasrunningout
ofrudderauthorityandcouldevenresultinaspin.
3. Buffetingbeforethestallsamereasonasthestallwarninghorn.
4. Arapiddecayofcontroleffectivenessanylossofcontroleffectivenesscould
resultinlossifcontroloftheairplane.
TorecoverfromVMC,twoactionsmustoccur(simultaneously):
1. Reducepowerontheoperatingenginethiswillreducetheasymmetricalthrust
causingtheVMCinthefirstplace.
ReducingthepowerallthewaytoidlemayhelpstoptheVMC,butthelossof
powerandresultinglossofairspeedcouldleadtoastall.
2. PitchdownLoweringthenoseoftheairplanewillincreasetheforwardairspeed
makingtheruddermoreeffectiveinregainingandmaintainingdirectionalcontrol.
V MC vs.STALLSPEED
Asdensityaltitudeincreases,VMCspeeddecreasesduetothefactthatasdensityaltitude
increasesenginepowerwilldecrease.Thedecreaseinenginepowerresultsinless
asymmetricalthrust,meaningtheyawingfromafailedenginewillbelessatahighdensity
altitudethanalowerdensityaltitude.
Stallspeedisanindicatedairspeedandwillremainconstantasaltitudeincreasesor
decreases.

18

FACTORSAFFECTINGV MC
PublishedVMCwillalmostalwaysbedifferentthanactualVMC.Therearealotoffactorsthat
canaffectthisspeed,butthereareafewimportantthingstoremember:
VMCbecomingalowerairspeedisgoodbecausetheairplanecangoslowerbeforelosing
directionalcontrol.
ThingsthatcausesVMCtodecrease:
AnythingthatwillmovetheC.G.forwardwillmaketheruddermoreeffective.
o Largearmtorudder=Largerruddermoment=Ruddermoreeffective.
Anythingthatwillallowlessruddertobeused,makingmorerudderavailabletothe
pilot.
VMCbecomingahigherairspeedisbadbecausetheairplanewilllosedirectionalcontrolata
higherairspeed.
ThingsthatmakeVMCincrease:
AnythingthatwillmovetheC.G.aftwillmaketherudderlesseffective.
o Smallarmtorudder=Smallerruddermoment=Rudderlesseffective.
Anythingthatwillcausemoreruddertobeused,makinglessrudderavailabletothe
pilot.
PerformanceoftheairplaneisnotrelatedtoVMCspeed.Performancecanbeviewedas
singleengineclimbperformanceorrelatingtotheamountofdragontheairplane.
POWER
Themorepower(thrust)ontheoperatingengine,themorerudderisneededtostopthe
resultingyaw.Usingmorerudderleaveslessavailabletothepilot=VMCspeedincreasesas
powerontheoperatingengineisincreased.

Performanceincreasesaspowerisincreased.
19
DENSITYALTITUDE
Asdensityaltitudeincreases,temperatureincreases,pressuredecreases,and/orhumidity
increasestheoutputoftheengineorthrustcreatedbytheenginedecreases.Theless
thrustthatiscreated,thelessrudderinputneededtoopposetheyaw.
Usinglessrudderleavesmorerudderavailabletothepilot.Therefore,VMCdecreases.So,
asdensityaltitudeincreases,temperatureincreases,pressuredecreases,and/orhumidity
increasesVMCdecreases.
Performancedecreasesasdensityaltitudeincreases,temperatureincreases,humidity
increases,and/orpressuredecreases.Withairbeinglessdense,notonlydoestheengine
becomelessefficient,butthepropellerandwingsalsohavedecreasedperformancedueto
havinglessairmoleculesavailabletomakethrustandlift.

20

C.G.LOCATION
TheC.G.locationchangesthelengthofthearmtotherudder:thelongerthearm,themore
effectivetherudder;themoreeffectivetherudder,thelowerVMC.AstheC.G.moves
forward,VMCdecreases;astheC.G.movesaft,VMCincreases.
ForwardC.G.= AftC.G.=
LongerArm ShorterArm
PerformanceincreasesastheC.G.ismovedaft.AstheC.Gmovesforward,moretaildown
forceisneededtokeeptheairplanelevel.Themoretaildownforceneeded,themoretotal
liftisrequired.Whenmoreliftiscreated(airplaneflyingatahigherangleofattack),more
dragisalsocreated.Theincreaseindragcausestheoverallspeedtodecrease.
TotalLiftRequired=Weight+TailDownForce
21
EffectsofForwardC.G.
Rotation Moredifficult Moreweighttowardfronthardertopullnoseup.
ForwardC.G.causeshigherAOAforlevelflightmore
StallSpeed Higher
induceddrag.
ForwardC.G.causeshigherAOAforlevelflightmore
Cruise Slower
induceddrag.
SpinandStall
Good ForwardC.G.helpsmakestallrecoveryeasier.
Recovery
Flare Moredifficult Moreweighttowardfronthardertopitchnoseup.
Timealoftremainsthesameregardlessofwherethe
Endurance Unchanged
C.G.islocated.
ForwardC.G.causesahigherAOAforlevelflight
Range Worse
moreinduceddragslowerairspeed.
AftC.G.effectsarejusttheoppositeoftheForwardC.G.effects.
GEARPOSITION
Asthelandinggearoperatestoretractorextend,theC.G.locationmovesinthedirectionof
travelofthenosegear.
Nosewheelgoesaft=C.G.movesAft

ThechangeinC.G.affectsVMCspeedjustasstatedbefore.Intheextended(down)position,
thelandinggearcanalsoactlikethekeelofaboat,givingtheairplaneastabilizingeffect.
Thisstabilizingeffecthelpspreventaturn,therebyloweringVMC.
NOTE
InthecurrentPiperSeminolePOH/IMitisstated:fuelburnoffandgearmovement
donotsignificantlyaffectC.G.location(page615).
Thelandinggearextended(down)alwaysdecreasesperformanceduetoparasitedrag.

22

PROPELLERWINDMILLINGVS.FEATHEREDPROPELLER
Awindmillingpropellercreatesmoredragthanafeatheredpropeller.Thisextradragadds
totheyawingfromafailedenginetomakethetotaleffectworse.Thissituationwill
requiremorerudderdeflectiontomaintaindirectionalcontrol,whichmeansthatless
rudderisavailabletothepilot,therebyincreasingVMC.Oncethepropellerisfeatheredthe
dragisreduced,therebyreducingVMC.
PropellerBladeAnglevs.ParasiteDrag

Awindmillingpropellerdecreasesperformanceduetotheparasitedragcreatedbythe
propellerblades.
23
FLAPSDOWN
Whentheflapsaredownthewingscreatemoreliftthaniftheflapswereup.However,
whenliftiscreated,dragisalsocreated(asliftincrease,dragincreases).
Thesidewiththeoperatingengineiscreatingevenmoreliftbecauseoftheacceleratedair
flowingoverthewing.Whentheflapsareextended,thedragcausedbytheaccelerated
flowopposestheyawcausedbytheinoperativeengineallowingthepilottouselessrudder
tomaintainheading.HavingmorerudderavailabletothepilotlowersVMC.
Itshouldbenotedmoreliftontherightwingwillcausearolltotheleft.Ifaileronsare
usedtocounteracttherollingoftheairplane,thedragfromtheadverseaileronyawwill
actuallyincreasetheyawtowardstheinoperativeengine.
FlapsDown
Moreliftonright
LeftAileronDOWN wing=moredrag
DragonLeftWing
Becausetheflapscreatemoredragandthecontrolsurfaceswillbedeflectedagreater
amount,overallperformancewilldecrease.

24

WEIGHT
Theweightoftheairplanedeterminestheamountoftotalliftrequiredbytheairplaneto
maintainlevelflight.Astheairplaneisbanked,theliftisseparatedintohorizontaland
verticalcomponentsoflift.
Thehorizontalcomponentoflift(theforcethatcausestheairplanetoturn)willhelp
opposetheyawduetoaninoperativeengine.Themoreweight,themorehorizontalliftis
availabletoopposetheturnfromtheinoperativeengine.
Thismeansthathorizontalliftcanbeusedalongwithruddertostoptheturn.Whenmore
horizontalliftisavailable,lessrudderisneeded,whichmeansmorerudderisavailableto
thepilotandVMCdecreases.So,asweightincreases,VMCspeeddecreases.Asweight
decreases,VMCincreases.
5000lbs.
3000lbs.
3000lbs. 5000lbs.
25
Witha5AngleofBank:

4981 lbs.
2989lbs.
3000lbs. 5000lbs.
261 lbs. 436lbs.

3000lbs.
5000lbs.
Thelargerhorizontalcomponentofliftontheheavierairplanewillmaketheresultingyaw
smaller.Thisalsoreducestheamountofrudderneededtomaintaintheairplanesheading.
Ahigherweightalwayslowersperformancebecauseitdecreasestheamountofexcess
thrustavailable.Thisisespeciallytrueduringoneengineinoperativeoperations.
Fuelconsumptionwillalsolowertheweightofanaircraftduringflight,increasingVMCand
airplaneperformance.Theamountitaffectsweightdependsontherateatwhichthefuelis
consumed.

26

BANKANGLE
BankanglecanaffectVMCandperformancebothpositivelyandnegatively.Justlikethe
weightexample,whenanenginefails,thehorizontalcomponentofliftcanbeusedtostop
theyaw,butthatisnottheonlyaffectofbankangle.BankangleisrelatedtoVMCand
performanceinafewways:
AMOUNTOFHORIZONTALCOMPONENTOFLIFT
Thischartshowsbankangleandtheamountofliftinboththehorizontalandvertical
directions.Noticethatata5bank,alossof14lbs.ofverticalliftequalstoaturningforce
of314lbs.
BankAngle TotalLift VerticalLift HorizontalLift
0 3600 3600 0
1 3600 3599 63
2 3600 3598 126
3 3600 3595 188
4 3600 3591 251
5 3600 3586 314
10 3600 3545 625
15 3600 3477 932
30 3600 3118 1800
45 3600 2546 2546
60 3600 1800 3118

VerticalComponentofLift=Cos(BankAngle)xWeight
HorizontalComponentofLift=Sin(BankAngle)xWeight
ANGLEOFATTACKONTHERUDDERRUDDEREFFECTIVENESS
Theangleofattackontherudderdetermineshowmuchforcetheruddercancreate.Itis
dependentontheangleoftherelativewindtothechordlineoftherudder.Thelargerthe
angleofattack,thelargertheforceproducedbytherudder.Whentheairplaneisbanked,
rudderforceswillactbothintheverticalandhorizontaldirections.
Red=ChordLineofRudder
Blue=DirectionoftheRelativeWindonRudder
Green=ResultingRudderForce
27
DIRECTIONOFRELATIVEWINDSLIPPINGVS.COORDINATED
Anytimetherelativewindisnotparalleltothelongitudinalaxisoftheairplanemoredrag
iscreated.
Wingslevelorbanked 23Bank Wingsbankedmorethan3

towardinoperativeengine (ZeroSideslip) towardoperatingengine
MoreDrag LeastDrag MoreDrag
AMOUNTOFFUSELAGELIFTPRODUCED
Justlikethewings,thefuselageproduceslift.However,thefuselageisjustnotasefficient
atmakingliftasthewings.Fuselageliftismorenoticeablewhentherelativewindisnot
flowingdirectlyparalleltothelongitudinalaxisoftheairplane.
28

BANKANGLEEXAMPLES
Byputtingallthesefactorstogether,itispossibletoseetheoveralleffectsofbankangle
andhowthesefactorsaffectbothVMCandperformance.TocomparetheeffectsofVMCand
performanceitisnecessarytouseafewdifferentexamples.Inthefollowingexamples,the
airplaneismaintainingaconstantheadingafterexperiencingafailedleftengine.
0OFBANK
Inthisexample,onlytherudderisusedtostoptheyawingmomentfromtheinoperative
engineandthewingsarekeptlevel.
Therelativewind,comingfromtheleftofthenose,willcausetheairplanetobeinaslip.
Thiscausestheangleofattackontheruddertobesmalland,therefore,makesitless
effective.
Italsocreatesfuselageliftinthedirectionoppositeoftheyawfromtheinoperativeengine.
Sincetheangleofattackontherudderissmall,theamountofrudderrequiredtomaintain
aconstantheadingisquitelarge.ThismakesVMCamoderatelyhighairspeed.
Theslippingconditionoftheairplanewillresultinamoderateamountofdragwhich
lowersoverallperformance.

29
23BANKTOWARDOPERATINGENGINE
Inthisexample,bothrudderandasmallamountofbankareusedtomaintainaconstant
heading.
ThisbankangleresultsinaZeroSideslipcondition.AZeroSideslipconditionexistswhen
therelativewindisdirectlyparalleltothelongitudinalaxisoftheairplane.Thiscondition
resultsintheminimumamountdragpossiblewhenanengineisfailed.
VMCspeedwillbelowerinthiscase(comparedto0bank)fortworeasons:
1. Theangleofattackontherudderislargermakingitmoreeffective.
2. Theamountofrudderneededandusedislessthaninthe0ofbankscenariosinceit
ismoreeffective.Also,thehorizontalcomponentofliftisnowhelpingtoopposethe
yawfromtheinoperativeengine(meaninglessrudderwillberequired).

TheresultismorerudderisavailabletothepilotwhichwilllowerVMC.
Performancewillincreaseduetothesmalleramountofdrag.

30

8BANKTOWARDSOPERATINGENGINE
Inthisexample,agreateramountofbanktowardtheoperatingengineisusedalongwitha
lesseramountofrudder.
Thedirectionoftherelativewindwillcreatealargeangleofattackontherudder.This
makesitmoreeffectiveresultingislessrudderinputneededbythepilot.Also,thegreater
amountofhorizontalliftmeansthatlessrudderwillbeneededtomaintainheading.This
resultsinalowerVMC.
Theperformanceoftheairplanewilldecreasebecausetheangleoftherelativewindwill
resultinaslippingconditionthatproducesalargeamountofdragontheairplane.

31
5BANKTOWARDSINOPERATIVEENGINE
Inthisexample,theairplaneisbankedtowardstheinoperativeengine.
Bankingtowardstheinoperativeenginewillcausethehorizontalliftfromthewingstoadd
totheyawfromtheinoperativeengine.Therelativewindwillcreateafuselageliftthat
opposestheyaw.Theangleoftherelativewindwiththerudderwillcreateasmallangleof
attackmakingtherudderlesseffective.Tomaintainheadingthepilotwillhavetousea
verylargeamountofrudder.ThisincreasesVMCsignificantly.
Theperformanceoftheairplanewilldecreasebecausetheangleoftherelativewindwill
resultinaslippingconditionandcausealargeamountofdragontheairplane.
SUMMARYOFBANKANGLERELATINGTOVMCSPEEDANDDRAG
BankAngle VMCSpeed Drag
5banktowardsinoperativeengine High Moderate
0bank Moderate Moderate

23banktowardoperatingengine
Low Minimum
(ZeroSideslip)
8banktowardsoperatingengine Lower High
32

CRITICALENGINEFAILURE
Ifthecriticalenginefailstheresultingyawandrollwouldbeworsethanifthenoncritical
enginehadfailed.Thegreateryawandrollwillrequiremorerudderandcontrolsurface
inputtomaintaindirectionalcontrol.Theresultislessrudderisavailabletothepilot
whichcausesVMCtoincrease.Performancewilldecreasebecausethegreatercontrol
inputsandcontrolsurfacedeflectionwillcauseagreateramountofdragtobecreated.
INGROUNDEFFECT
Groundeffectisduetotheinterferenceofthegroundsurfacewiththeairflowpatterns
aroundtheaircraftinflight.Asthewingencountersgroundeffectandismaintainedata
constantamountoflift,thereisareductionintheupwash,downwash,andwingtip
vortices.
Thereductionininducedflowduetogroundeffectcausesasignificantreductionin
induceddrag,butcausesnodirecteffectonparasitedrag.Asaresultofthereductionin
induceddragonthewingsandpropellers,thethrustrequiredatlowspeedswillbe
reduced.
33
Thereductioninthrustrequiredmeansthattheairplanewillhaveextrathrust.Theextra
thrustonagoodenginewillcauseagreateramountofyaw.
OutofGroundEffect
InGroundEffect

ThisissimilartotheVMCeffectofpower(i.e.themoreyawingoccurringingroundeffect,
requiresmoreruddertomaintainheading).ThisconditionincreasesVMC.
Performancewillincreaseingroundeffectbecauseofthereductionofinduceddrag.

34

CHARTOFFACTORSAFFECTINGV M C
Effecton VMC Performance
PowerIncrease Upmoreyaw. Upmorepower.
TempIncrease Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
PressureDecrease Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
DensityAltitude
Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
Increase
Upsideslipplane lessAOAonrudder
BankAngle
becauseofsideslipairflowlessrudder Downmoredragslipping.
0banknoturn
effectivenessmorerudderneeded.
ZeroSideslip MiddleUsehorizontallifttostopturn
Uplessdragzeroslip.
23banknoturn notslippingmoreruddereffectiveness.
Downplaneturningtowardgoodengine
BankAngle
+rudderusedtostopturn=sliptoward Downmoredragslipping.
5banknoturn
goodenginehighAOAonrudder.
Windmilling
Upmoredrag,moreyaw. Downmoredrag.
Propeller
Feathered
Downlessdrag,lessyaw. Uplessdrag.
Propeller
Up lesstaildownforce
requiredlessinduceddrag
UplessdistancebetweenrudderandC.G.
AftC.G. Downsmallerarmon
lessruddereffectiveness.
controls,lesscontrol
effectiveness.
Downmoreliftneededinlevelflight
Downmoreweight,more
HeavierWeight morehorizontalliftavailableduringturn
powerrequired.
helpspreventturn.
Downmoreairflow overflap
causesgreaterdrag,causing
Downmoreinduceddragfromgood increasedyaw,causing
FlapsDown enginesidepreventsyawtowardsdead increasedroll,requiringmore
engine. ailerontostoproll,creating
moreadverseyaw=more
induceddrag.
???dependsonlocationofC.G.togear&
GearDown directionoftravelmovesC.G. Downmoreparasitedrag.
(VMCDownKeelEffect).
CriticalEngine UpPfactor,AcceleratedSlipstream, Downlargercontrolinputs
Fails Torquemakeyawworse. moredrag.
Uplessdrag morethrustavailable
InGroundEffect Uplessdrag.
moreyaw.
VMCdown(slower)=good=morerudderavailable,orruddermoreeffective.
VMCup(faster)=bad=lessrudderavailable,orrudderlesseffective.

35
SEMINOLESYSTEMS
DIMENSIONS

Minimumturningradius33ft.
36

KEYNUMBERS
VSpeeds
VSO55KIAS
VMC56KIAS
VS57KIAS
VX82KIAS
VXSE82KIAS
VSSE82KIAS
VYSE88KIAS
VY88KIAS
VFE111KIAS
VLO109KIAS
VLE140KIAS
VNO169KIAS
VNE202KIAS
VA112KIAS(2700lbs.)to135KIAS(3800lbs.)

MaximumRampWeight3816lbs.
MaximumTakeoffWeight3800lbs.
MaximumLandingWeight3800lbs.
MaximumBaggageWeight200lbs.

TotalFuelCapacity110gallons
TotalUseableFuel108gallons
AIRFRAME
Thebasicairframeisconstructedofanaluminumalloy.Thefuselageisasemimonocoque
structure,meaningboththeinternalsupportsandthemetalskinsharetheloadofthe
airplane.
TheSeminolehasanentry/exitdoorontheforwardright(passenger)sideofthefuselage,
acargodoorontheaftrightsideofthefuselage,andanemergencyegressavailable
throughtheforwardleft(pilot)window.
Thewingsaresemitaperedandattachedtothefuselagebyonemainsparandtwo
auxiliary(front/rear)spars.Therearspar,inadditiontotakingtorqueanddragloads,
providesamountforflapsandailerons.

37
ENGINE
ThePiperSeminoleispoweredbytwoLycomingfourcylinderO360A1H6enginesrated
at180hpat2700RPM.
Theenginesarecarbureted,directdrive,horizontallyopposed,aircooledengines.The
rightenginemodeliscalledaLO360A1H6,withtheLstandingforleftturning.The360
standsforthenumberofinchesofcubicdisplacementinthecylinders,andtheA1H6
standsasamanufacturercodeforthetypeofaccessoriesusedontheengineandthetype
ofpropellermountonthefrontoftheengine.
Eachengineisequippedwithanoilcoolerwithalowtemperaturebypasssystemand
enginemountedoilfilter.Thebypasssystemonlyletsoilflowthroughtheoilcoolerifthe
oilishotenoughtoneedtobecooled.
Theoilsystemcanholdamaximumof8quartsandberunonaminimumof2quarts.
ERAUrequiresaminimumof6quartsbeforeflight.Eachenginehasitsownspecific
dipstickandtheycannotbeinterchanged.EachdipstickhasthewordsLEFTENGINEor
RIGHTENGINEstampedonit(asshownbelow).
Airusedforcombustiongoesintotheenginethroughanairfilterandthenthroughthe
inductionairboxmountedonthebottomoftheengine.Thisinductionairboxhasa
manuallyoperatedtwowayvalvethatallowsthecarburetortoreceiveeither:
1. Inductionairthroughtheairfilter
2. CarburetorHeatunfilteredairheatedbytheexhaustoftheairplanethrougha
shroud.(Thisheatingoftheairisaccomplishedbythesameprincipleasthecabin
heatsystemofaCessna172orPiperArrow.)
Thecarburetorheatsettingmustnotbeselectedduringgroundoperationstoavoiddustor
othercontaminantsthatmightentertheinductionsystemandthentheengine.The
primaryairsource(throughtheairfilterCarburetorHeatoff)shouldalwaysbeusedfor
takeoff.IftheCarburetorHeatisturnedon,theheatedairusedbytheengineislessdense
thantheoutsideairandwillresultinadropinpowerproducedbytheengine.
38

Viewofthetopoftheengine
Airinletgoingtotheairfilter
andthentotheinductionbox.
OilCooler
39
Viewoftherightsideoftheengine
AirFilter
Outsideairgoingintothe
airfilterandthenthe
inductionairbox.
40

Viewofthebottomoftheenginelookingtowardsthepropeller
InductionAirBox
Airheatedfromexhaust
shroud.
Airfromairfilterinto
theengine.
Carburetor

41
OilFilter
Propeller
OilCooler Magneto
Viewoftheleftsideoftheengine

COWLFLAPS
Eachenginehasamanuallyoperatedcowlflapwhichisusedtochangetheamountofair
flowingthroughtheenginecowling.Thisairwillcooltheengineandkeepitatnormal
operatingtemperatures.Thecowlflapshavethreepositions(open,intermediate,and
closed)andmustbeunlockedbypushingthemetalleverintomovethecowlflaplever.
Pushdowntoopenthecowlflaps,pulluptoclose.
CowlFlapLevers

42

CowlFlapunderneaththeenginecowling

PROPELLER
TheSeminolehascounterrotatingpropellersthatprovidebalancedthrustduringtakeoff
andclimbandeliminatethecriticalenginefactorinoneengineinoperativeflight.
Thepropellersaretwobladed,constantspeed,controllablepitchandfullfeathering
Hartzellpropellers.Propellerpitchiscontrolledbyoil,ahubspring,counterweights,and
nitrogenpressure.Governorssupplyengineoilatvariouspressurestothepropellerhubto
maintainconstantRPMsettings.Eachgovernorcontrolsenginespeedbyvaryingthepitch
ofthepropellertomatchloadtorquetoenginetorqueinresponsetochangingflight
conditions.
BladeAngle RPMSpeed Forcesactingonpropeller

LowPitch HighRPM OilPressure
1. Nitrogen
HighPitchandFeather LowRPMorFeather 2. HubSpring
3. Counterweights
Featheringisaccomplishedbymovingthepropellercontrolfullaftintothedetentposition.
Featheringtakesapproximately1017seconds.Unfeatheringaccumulatorsstore
engineoilunderpressurefromtheengine,whichisreleaseddirectlytothegovernorsfor
propellerunfeathering.Unfeatheringtakes812seconds,dependingonoiltemperature.
Afeatheringlock,operatedbycentrifugalforce,preventfeatheringduringengine
43
shutdownbymakingitimpossibletofeatheranytimetheenginespeedfallsbelow950
RPM.Ifthereisnooilpressureintheengineandtheenginespeedisabove950PRMthe
propellerwillfeather.
PilotValve
GearsConnected
toEngine
PropHub
PropellerandGovernorSystem
Diagram

PropellerHubDiagram
PistonMotion

44

PropellerHubwithSpinnerRemoved
NitrogenServicePlug
Counterweight
PropHub
45
PropellerGovernor
UnfeatheringAccumulator
46

PropellerGovernorandUnfeatheringAccumulatorLocations

UnfeatheringAccumulator

PropellerGovernor

47
LANDINGGEAR
Thelandinggeariselectricallyactivatedandhydraulicallyactuated.Thegearsystemuses
anelectric12volt,reversiblepumptomovehydraulicfluid.Thehydraulicfluidflowsin
andoutofanactuatorthat,inturn,raisesandlowersthelandinggear.
Thelandinggearpumpislocatedbehindthebaggagecompartmentaftbulkhead(a
removableplasticpanel).Landinggearextensionorretractiontakes6to7seconds.
Therearealsoaseriesofuplimit,downlimit,andsquatswitchesthatcontrolthesystem.
GearPumpandHydraulicFluidReservoir

LocatedBehindtheBaggageCompartment
Whenraisingorloweringthelandinggear,thehydraulicpumpwillactivateandmove
hydraulicfluidfromonesideofeachlandinggearactuatortotheother.Thisfluidmotion
movesapistonconnectedtoanactuatorrodthatisconnectedtotheappropriatelandingor
nosegear.Themaingearactuatorsarelocatednearthewheelsundereachwing.
ExtendSideof
HydraulicActuator
HydraulicLinestoGearPump
RetractSideof
HydraulicActuator
HydraulicActuator

48

DiagramofHydraulicPump,LinesandActuators

LandingGearOperatingSpeeds
Maximumextensionspeed140KIAS
Maximumretractionspeed109KIAS
Thisspeedisslowerthanextensionbecausethenosewheelwillunlockandramair
willpushthenosewheelbackintothewheelwell.Anyfasterspeedanditcould
damagethenosegear.
MaximumEmergencyExtensionSpeed100KIAS
Thisspeedisslowtoallowthenosewheeltogoforwardintotheoncomingair.
Thereisalsoalargespringtohelpassistthenosewheeltoextendforward.

49
Belowisanotherdiagramofthegearsystem.ThepressureslabeledareNOTimportantto
memorize.Adescriptionofwhatthepressurecontrolandreliefvalvesdowillbegiven
laterinthisguide.
Gear
Pump
E E
R
R
E=ExtendSideofActuator
R
R=RetractSideofActuator
Eachmaingearorthenosegearhasanuplimitswitchandadownlimitswitchtosense
gearposition.Theleftandrightmaingearshaveasquatswitch.Asquatswitch
determinesiftheairplaneisairborneorstillontheground.Theleftsquatswitchprevents
accidentalgearretractionontheground,whiletherightsquatswitchactivatesthestall
warninghornandstartsthemaintenancetime(equivalentofTimeinServiceinthe
Seminole).Whenthegearisretracted,itisheldintheUPpositiononlybyhydraulic
50

pressure.Whenthegearisfullyextended(DOWN),itislockeddownbyadownlock
(calledaJHookbecauseofitsshape),aspringthatkeepstensionontheJHook,andan
overcenterjointwhichhelpskeepthegeardownintheeventofasideloadedlanding.
Therearealsomirrorsmountedontheenginenacellestoallowvisualconfirmationthat
thenosewheelisextended.
LandingGearCockpitLightsandHandle
GEARWARNMUTE
(Horn)
GearAnnunciatorLights
WARNGEARUNSAFE
EmergencyGear
ExtensionKnob
GearSelector
Thethreegreengearannunciatorlightsareilluminatedwhenthedownlimitswitchesare
depressed.TheredWARNGEARUNSAFElightilluminateswhenanyoneofthedownlimit
switchesarenotdepressed(meaningthegearisnottotallydown),oruplimitswitchesare
notdepressed(meaningthegearisstillintransitandnotallthewayup).Allthreeofthe
indicatorlightsareinterchangeabletoallowtroubleshootingpossiblelandinggear
extensionproblems.
Ifoneortwoofthegearlightsdonotilluminatetherearethreepossiblereasons:
1. Thegearisnotlockeddown.
2. Anannunciatorlightbulbisburnedout.
3. Thereisamalfunctionintheindicatingsystem.
51

52
UpLimitSwitch
(BehindMainWheelTrunion)
DownLimitSwitch,
JHook,andSpring

HydraulicActuator
ViewoftheLeftMain
SquatSwitch LandingGear
OverCenterJoint
(LookingUndertheWing)
ToWheel

SquatSwitch
OntheGround AirborneStrutextends
UpLimitSwitch
Themaingearuplimitswitches(difficulttosee)aredepressedbythetopoftheeach
landinggeartrunion(largermetalsupportthatisconnectedtotheoleostrut)asthegear
retracts.
53
LandingGearElectricalDiagram
54

NoseGearDiagram
SteeringPushrods
HydraulicActuator
UpLimitSwitch
(NotPictured)
DownLimitSwitch
Extension
AssistSpring NoseGearDoor
ClosingArm
LookingForwardintheNose UpLimitSwitch
GearWheelWell
NoseWheel
CenteringMechanism DownLimitSwitch
HydraulicActuator

55
FrontViewoftheNoseGear
Extension
AssistSpring
NoseGearTrunion
ShimmyDampener
NoseGear
TurningLimits
WHATHAPPENSWHENTHEGEARISRAISEDORLOWERED
Toraisethelandinggear,theGearSelectorswitchmustbepulledoutslightlyandplaced
(lifted)totheUPposition.Thegearpumpwillstartandpumpfluidintotheretractside
ofallthreeactuators.Thedownlockswilldisengage,theredWARNGEARUNSAFElight
willilluminate,andthelandinggearwillberetracted(pushedup)bythehydraulic
actuators.Thehydraulicpumpwillcontinuetooperateandbuilduphydraulicpressure
untilapressureswitchisactivatedtoshutoffthepump.TheredWARNGEARUNSAFE
lightwillextinguishwhenallthreeuplimitswitchesaredepressed.Theuplimitswitches
donotturnthegearpumpoff.Thegearisheldintheuppositiononlybyhydraulic
pressure.
Tolowerthelandinggear,theGearSelectorswitchisplacedintheDownposition.The
gearpumpwillstartandpumpfluidintotheoppositesideofthethreehydraulicactuators.
Thelandinggearwillbegintoextend,assistedbygravityandsprings.Whentheuplimit
switchesarenotdepressed,theredWARNGEARUNSAFElightwillilluminate.Thelanding
gearpumpwillcontinuetooperateuntilallthreedownlimitswitchesaredepressed.The
downlimitswitcheswillalsocausethethreegreenlandinggearpositionlightsto
illuminate.Afterallthreedownlimitswitchesaredepressed,theredWARNGEAR
UNSAFElightwillextinguish.
56

NevermovetheGearSelectorswitchintheoppositedirection(fromUptoDown,orDown
toUp)whilethehydraulicpumpisrunning.Doingsocoulddamagethegearpump.
Waituntilthelandinggearhasfinisheditsextensionorretractioncyclecompletelyand
thenmovetheGearSelectorswitchtothedesiredposition.
IftheNAVlightsareOn,thelandinggearannunciatorlightswillautomaticallydim.This
maymakeitdifficulttoseeifallthreegreenlightsareilluminated.Itisacceptableto
brieflyturntheNAVlightsOfftoverifythatthethreegreenlightsareilluminatedtoensure
thatthelandinggearisdownandlocked.
GearWarningHorn
TheSeminolehasalandinggearwarninghorntohelppreventunintentionalgearup
landings.Whenactivated,thehornbeepsat90cyclespersecondandtheredWARNGEAR
UNSAFElightwillilluminate.
Thelandinggearwarninghornwillsoundinthefollowingthreescenarios:
1. LandinggearisnotDownandLockedandtheMPisbelow14ononeorboth
engines.
Thisisaccomplishedbymicroswitchespositionedonthethrottlequadrantnearthe
throttlesthemselves(notfromaMPindication).Becausethepositioningofthe
microswitchesarecriticaltotheaccuracyofhornactuation,anyvariationinthe
locationoftheseswitcheswillcausethegearhorntosoundataMPhigherorlower
than14,asappropriate.
2. Flapsareextendedtothe2ndor3rdnotchandthelandinggearisnotdownand
locked.
3. IftheGearSelectorswitchisintheUPpositionwhentheairplaneisontheground.
ThehorncanbemutedbypushingtheyellowGEARWARNMUTEbutton.TheGEAR
WARNMUTEbuttonwillilluminateandthehornwillceaseits90cyclespersecond
beeping.Thehorncanonlybemutedwhenitwascausedbythepositionofthethrottles.
Themutecanonlybecancelledbymovingthethrottlesorloweringthelandinggear.
57
EmergencyExtension
Ifthelandinggeardoesnotextendcorrectly,thereisanemergencyextensionprocedure.
Alwaysrefertotheproperchecklistwhenconductingthisprocedure.Theemergency
extensionutilizesabasicpressurereliefvalve.
ThelandinggearisheldintheUPpositionbyhydraulicpressure.Ifthatpressureis
released,gravitywillcausethelandinggeartofreefalltotheDownposition.Whilethe
landinggearisextending,thepistoninthehydraulicactuatorwillmovethehydraulicfluid
intotheextensionsideofthegearactuators.
WhenusingtheEmergencyGearExtensionKnob,movethemetalguardupandoutofthe
wayoftheknobandpulltheknoboutfully.Leaveitoutfully.OnlyFleetMaintenance
personnelshouldpushtheknobbackinandonlyafterthelandinggearsystemhasbeen
checked.Themaximumemergencyextensionspeedis100KIAS.
58

ReliefandcontrolValves
Thelandinggearsystemhasaseriesofpressurereliefandcontrolvalves.Againthe
pressuresassociatedwiththesevalvesarenotimportanttomemorize.
3 2
1
1. ThermalReliefValvethevalvewillopentorelievepressureasaresultof
temperatureandpressurechangesastheairplaneclimbsordescends.
2. HighPressureControlifthepressureswitchfailstoshutoffthepumpwhenthe
landinggearisbeingretracted,thisvalvewillopentopreventthegearpumpfrom
buildingexcessivepressureinthehydraulicsystem.
Theonlywaytoknowifthegearpumpisstillpumpingistocheckthe
alternatorampmetersforahigherthannormalload.Ahighloadisshown
anytimethegearpumpispumping.
3. LowPressureControlifthepumpfailstoshutoffwhenthegearisbeinglowered,
thisvalvewillopenuptopreventanydamagetothegearpumporsystem.Againbe
suretocheckthealternatorampgaugetoseeifthegearpumpisrunning.
Ifthegearpumpwillnotturnoff,theassociatedcircuitbreakercanbepulledouttoshut
offthepump.
TheOverCenterJoint
Theovercenterjointhelpstokeepthelandinggearfullyextendedintheeventofanyside
loadingduringlanding.Overcentermeansthat,insteadofthejointbeinginastraight
line,itisslightlybenttoutilizetheforceofasideloadtohelpkeepthegeardownand
locked.
Gearcouldfoldup RED=SideloadForce
Blue=ResultingForce
Gearwouldstaydown
59
BRAKES
Thewheelbrakesconsistoftwosingledisc,doublepuckbrakeassemblies,oneoneach
mainwheel.Therearefourmasterbrakecylinders,onelocatedbehindeachrudderpedal.
Tosettheparkingbrake,depressthebrakepedalsfirstandthenpulltheparkingbrake
handleup.Thisactivatesavalvethattrapshydraulicpressureinthebrakelines.
Hydraulicfluidforthebrakesandtheparkingbrakevalvearelocatedinthenose
compartment.
ParkingBrakeValve
HydraulicReservoir
Viewinsidethenosecompartment

60

FLIGHTCONTROLSANDTRIM
Theempennageconsistsofaverticalstabilizerandahorizontaltailsurface(orstabilator).
Thestabilatorisanallmoveableslabtypewithanantiservotrimtabmountedonthe
trailingedge.Boththerudderandstabilatorincorporateantiservotrimtabs,which
providelongitudinalstabilityandtrim.Theaileronsarefrisetypewithsomedifferential
characteristics.
FriseTypeAilerons
Whentheyokeismovedtheaileronthatisbeingraisedpivotsonanoffsethinge.This
projectstheleadingedgeoftheaileronintotheairflowandcreatesparasitedrag.Thedrag
helpsequalizethedragcreatedbytheloweredaileronontheoppositewingandreduces
adverseyaw.Thefrisetypeaileronalsoformsaslotsoairflowssmoothlyoverthe
loweredaileron,makingitmoreeffectiveathighanglesofattack.
DifferentialAilerons
Withdifferentialailerons,theaileronthatisraisedwilltravelupwardagreaterdistance
thantheaileronthatislowered.Thisproducesanincreaseindragonthedescendingwing,
thewingwiththeupwardaileron.Thegreaterdragresultsfromthelargerdeflectionof
theaileronwhichresultsinparasitedrag.
InthePiperSeminoletheaileronsdeflectupward23(2)anddownward17(2).
Theflightcontrolsuseasystemofgears,chains,cables,pulleys,bellcranks,pushrods,and
counterweights.
FriseTypeAilerons DifferentialAilerons
61
DiagramoftheAileronControls
PushrodtoAileron
BellcrankTakestwocablesandchangesdirectionofmotiontoaileronpushrod.
Thestabilatorandruddermoveinasimilarmannerastheaileronswithgears,chains,
cables,pulleys,bellcranks,pushrods,andcounterweights.
Thestabilatorandruddertrimisantiservo,meaningthatthetrimtabwillmoveinsame
directionasthecontrolsurfacewhenitisdeflected.Thetrimiscontrolledbycables,
pulleys,pushrodsandtrimscrewsthatwillmovethetrimtab.Boththerudderandthe
stabilatortrimworkinasimilarmanner.

62

ElevatorTrimDiagram
PushRodtoTrimTab

AntiServoTrimTab
Theeffectsoftheantiservotrimtabwill:
1. Increasetheangleofattackonthecontrolsurfaceresultinginamoreeffective
controlsurface.
2. Increasepilotfeedbackbymakingitharderforthepilottomovethecontrolsurface
themoreitisdeflectedupordown.
3. Increasestabilitybytherelativewindforcingthecontrolsurfacebacktotheneutral
position.
63
FLAPS
TheSeminoleincorporatesplainflapsthatareextendedandretractedbyamanualflap
controlhandle.Theflapsareextendedbyacontrolcableandpushrodswiththeuseofthe
flapcontrolhandle.Theflapscanbeselectedin4differentpositions:0,10,25,and40
degrees.
Theflapsarespringloadedtoreturntotheretracted(0)position.Theflapcontrolhandle
incorporatesabuttonthatmustbepressedonlywhenretractingtheflaps.Thebutton
doesnotneedtobedepressedtoextendtheflaps.Therightflapincorporatesalockto
allowtherightflaptobeusedasastep.
Themaximumflapsoperatingspeedis111KIAS.
FlapDiagram
ReturnSpring
PushRodtoFlap
64

FUEL
Therearetwo55gallontotalfuelcells(54usable),oneineachnacelle(behindeach
engine).Thetotalcapacityis110gallonswith108gallonsoffuelusable.Thefueltanks
aremadeofarubberbladder.Therearefourfuelvents,oneineachfuelcapandoneunder
eachwing.Theventsunderthewingfeatureanantiicingdesign.Thecurvatureinfrontof
thefuelventdisturbstheairandpreventsicefromformingontheexposedfuelvent.
AntiIcing
Feature
FuelVent

Iffuelisspilledbythefuelcap,orifthetankisoverfilled,adraincalledascupperdrain
removestheexcessfuel.TheScupperDrainislocatedunderneaththeengineoneachwing.
ScupperDrain
Viewofunderthewing

Twofueldrainsarelocatedontherightsideofthefuselagenearthebaggagedoor.
Thesystemalsocontainstwoenginedrivenfuelpumpsandtwoelectricalfuelpumps.The
electricfuelpumpsareabackupincasetheenginedrivenpumpsfailandarealsoused
whenprimingtheengine.Whenprimingtheengineonlythreeofthecylindersareprimed;
thefourthcylinder,wheremanifoldpressureismeasured,isnotprimed.Theelectricfuel
pumpsmustbeontoprimetheengine.
Themanifoldpressuregaugemeasurestheabsolutepressureofthefuel/airmixtureinside
theintakemanifoldandismorecorrectlyameasureofmanifoldabsolutepressure(MAP).
(Theintakemanifoldisthepipethatcarriesthefuelairmixturetothecylinderfromthe
65
carburetor).Ataconstantrpmandaltitude,theamountofpowerproducedisdirectly
relatedtothefuel/airflowbeingdeliveredtothecombustionchamber.Asthethrottle
settingisincreased,morefuelandairflowstotheengineandMAPincreases.Whenthe
engineisnotrunning,themanifoldpressuregaugeindicatesambientairpressure(i.e.,
29.92inchesofmercury).
ManifoldPressureGauge
Thereisafuelselectorforeachenginethathasa3positionswitch(ON,OFF,XFeed
(crossfeed).IftheleftenginefuelselectorisON,fuelwillbeusedfromthelefttanktothe
leftengine.IftheleftenginefuelselectorisOFF,nofuelwillflowtotheleftengine.Ifthe
leftenginefuelselectorisintheXFeedposition,fuelwillbefedfromtherightfueltankto
theleftengine.Therightfuelselectorworksinasimilarway,butwiththeoppositetank.
FuelSelectorSwitchandLocation
66

Thecrossfeedpositionshouldonlybeusedinlevelflightandthenonlytokeepthefuel
loadbalancedacrosstheairplane(usuallyinasingleenginescenario).Inflight,thefuel
selectorsshouldneverbothbeintheXFeedposition.Donottakeofforlandwithafuel
selectorintheXFeedposition.
Therearetwofuelquantitygaugesaswellastwofuelpressuregaugeslocatedonthe
instrumentpanelinfrontofthepilot.
Whenturningoffthefuelpumpsinflight,onlyturnthemoffoneatatime,checkingthefuel
pressureafterturningeachpumpoff.Doingsowillhelppreventthepossibilityoffuel
starvationtoanengineand/ornoticethefailureofanenginedrivenfuelpump.

67

FuelSelector FuelSumps
FuelSelectorHandle ElectricFuelPump
FuelTank
Fuelsystemdiagram
FlapRetractionSpring
FuelSelectorsunderthebackseat
68

FuelFlowExamples
69
70

71
ELECTRICAL
Theelectricalsystemisanegativeground,dualfed,spiltbussystem.Therearetwobelt
driven,14volt,70amperealternators;onemountedoneachengine.
PropHub
Starter
Alternator
Viewofunderthepropeller

Eachalternatorhasanalternatorcontrolunit,locatedinthenosecompartment,whichuses
avoltageregulatorandanovervoltagerelay.Theregulatorsmaintain14voltsinthe
systembetweenthetwoalternators(loadsharing).Theywillalsorecognizeifone
alternatorfailsandstillmaintainaconstant14voltsinthesystem.Theovervoltagerelay
willtakethealternatorofflineifthevoltageexceeds17volts.
Thebattery(12volt,35amperehour)islocatedinthenosecompartmentandiskept
chargedbythe14voltalternators.Thebatteryandalternatorswitchesincorporatearelay
orcontactor.Arelayorcontactorcanbethoughtofasaremoteswitch.Forexamplethe
batterymasterswitchactivatesthebatterycontactorwhichthenconnectsthebatteryto
thesystem.Thisaccomplishestwothings:1.Itkeepsthelargeramountsofelectrical
energyawayfromthepilot.2.Itkeepstheamountofheaviergaugedwiredowntoa
minimum,reducingelectricalresistanceandoverallweight.
Therearecircuitbreakerstoprotecttheelectricalsystemandequipment.Acircuit
breakercontainsapieceofmetalthatwillheatandexpandwhenelectricitymovesthrough
it.Ifthecircuitbreakerhasmorethanthenormalamountofelectricityflowingthroughit,
themetalwillgetveryhot,expandagreatdeal,andactuallypushoutorpopthecircuit
breaker.Resetting,thecircuitbreakerrequiresacooldownperiodofafewminutes
(Piperrecommends2to5minutes)toallowthemetalandotherelectricalwirestocool
down.Repeatedresettingofthecircuitbreakerafteritpopsoutcouldresultinafire.
Somecircuitbreakersaredesignedtobepulledoutmanually.
72

ViewoftheNosecompartment
AlternatorControlUnits
(Mountedontheside)
Heater
Battery
Batteryand
StarterContactors
73
ViewofthesideoftheNosecompartment
AlternatorControlUnits
(Mountedontheside)
Theelectricalsystemscontain6busbarswhichdistributetheelectricity.Thenamesofthe
bussescanberememberedbyusingtheacronymBATMAN.
1. BatteryBus
2. AvionicsBus#1
3. TieBus
4. MainBus
5. AvionicsBus#2
6. NonEssentialBus
Thenonessentialbusisabusthatcanbedeactivatedtoquicklyhelpreduceelectricalload
inthecaseofasingleordualalternatorfailure.
Tomonitorelectricalloadsandthesystemtherearetwoammeterswhichmeasurethe
individualelectricalloadofeachalternator.
74

Externalpowerof14voltsmaybeusedtopowertheairplane.Itwouldbepluggedin
underneaththenoseandtotherightofthenosewheeldoors.Itisagoodpracticetostart
oneenginewithexternalpower,thendisconnecttheexternalpowerandstarttheother
engineontheairplanesownpowersystemtohelpmakesureitisworkingproperly.Be
suretorefertotheappropriatechecklistbeforedoingthisprocedure.
ElectricalSystemDiagram
75
VACUUMSYSTEM
Thevacuumsystemsusestwoenginedriven,drytypevacuumpumps(drytypemeansno
liquidlubricationisusedinsidethepump).Thesepumpsareconnectedtotheaccessory
caseonthebackofeachengineandcontainasheardrive.Ifthevacuumpumpwould
breakorseizeupandnotspinfreelythesheardrivewillshearoffanddisconnectthe
pumpfromtheenginesaccessorycasetopreventdamagetotheengine.
VacuumFilter VacuumPump
Thevacuumfilterislocatedundertheinstrumentpanelandallowsfilteredairfrominside
thecabintoflowintothevacuumsystem.
Normalsuctionis4.8to5.2inchesofmercury.Thereisaregulatorneareachpumpto
preventexcessivesuctioninthesystem.Thereisalsoasetofcheckvalvesthatcan,inthe
eventofapumpfailure,separatethatpumpfromthesystemtomaintainpropervacuum
suctioninthesystem.Thesuctiongaugehasredflowbuttonswhichallowthepilottosee
ifanyoneofthepumpshasfailed.Aredbuttonwillpopoutintheeventofavacuum
pumpfailure.
76

VacuumSystemDiagram

VacuumInstruments
VacuumFilter
SuctionGauge
CheckValves
Regulators
VacuumPumps

77
PITOTSTATIC
Thepitotstaticsystemsuppliespitotandstaticpressuretotheairspeedindicatorand
staticpressuretothealtimeter,verticalspeedindictor,andblindencoder.(Theblind
encoderiswhatsendsthealtitudeoftheairplanetoATC.)
DrainValves
Alternate
StaticSource
PitotMast
Thepitotandstaticlinescanbedrainedofwaterthroughdrainvalveslocatedinside
thecabintotheleftofthepilotseatnearthefloor.Todrainpressthebuttonsinand
anywaterinthelineswilldrainoutthemiddleofthe
button.
Analternatestaticsourcelocatedundertheleftsideofthe
instrumentpanelwillallowairfrominsidethecabinfor
staticpressure.Thecabinventsandstormwindowmust
beclosedandthecabinheatanddefrostermustbeon
whenusingthealternatestaticsource.
Thepitotmastisalsoheatedfordeicingorantiicingifunintentionallyencounteringicing
conditionsinflight.
Iftheplaneisequippedwithautopilot,theremaybeadditionalstaticportsontheaft
fuselageforusewiththatsystem.
78

ENVIRONMENTAL
Theenvironmentalsystemprovidesbothoutsideairandheatedairforcabinheatand
defrosters.ThereisanairblowernearthetailoftheairplaneandaJanitrolcombustion
heater,whichislocatedinthenosecompartmentoftheairplane.

Bothramairthroughventsontheoutsideoftheairplaneandanairblowercanmoveair
throughtheoverheadvents.
79

Overheadairventsandduct

OverheatVent
ShutoffValve
FreshAirInlet
OverheadVentFreshAirInlet

TheJanitrolcombustionheaterusesfuelfromtheleftfueltankattherateofagallonper
hour.(Makesuretoaccountforthisduringflightplanning).Thereisafuelpumpinthe
nosecompartmenttopumpfuelfromthelefttanktotheheater.Theheaterdrawsin
outsideairandusesasparkplugandfueltomakeahighvelocitywhirlingflame.The
heatfromthisflamewillheatairmovingaroundashroudaroundtheheaterandthenpush
warmairintothecabin.ThisoperatesinsimilarprincipletothecabinheatofaCessna
172,howeveritdoesnotinvolveengineexhaustatall.Whentheheaterison,heatshould
befeltrightaway.

80

RightSideoftheNose
CombustionAirInlet
FreshAirInlet
Heaterfuelpump
drain
Batteryventand
CombustionAirExhaust freshairvents

DiagramoftheInsideoftheHeater
81
Toturntheheateron,thecabinheatswitchmustbeturnedonANDtheairintakelever
mustbeintheopenposition.Toturnonthedefroster,withtheheateron,movethedefrost
levertotheonposition.Thetemperatureoftheheatiscontrolledbythetemperature
lever.
EnvironmentalControls

FreshAir
BlowerFanSwitch
CabinHeatSwitch
Thetemperatureleveractsliketheheatinahome,atemperatureissetandtheheatgoes
onuntilthattemperatureisreachedthenshutsoff.Whenthetemperaturedropsbelowthe
selectedtemperaturetheheaterwillautomaticallyturnbackon.Theheaterintheairplane
cyclesonandoffthesameway.
Whentheheatisturnedonandtheairplaneisonthegroundramairflowisnotflowing
intotheheater.Thereisablowerthatwillblowairfromoutsideintotheheatertobe
pushedintothecabinwhileontheground.Thisblowershutsoffwhentheuplimitswitch
onthenosewheelisdepressed(meaningthegearisup).Whenalofttheramairfrom
outsidewillpushairintotheheaterandprovideairforheating.Thefanswitchposition
canbeusedonthegroundtoblowfreshoutsideairintothecabin.
82

CombustionAirInlet
Airblower
CombustionExhaust
AirIntakeValve
Thereisaoverheatswitchthatactsasasafetyfeaturetoshuttheheateroffiftheheater
malfunctions.IfanoverheathappenstheHTROVERTEMPannunciatorlightwillturnon
andtheheaterwillbeautomaticallydeactivated.OncetheHTROVERTEMPlight
illuminatestheheatercanonlyberesetonthegroundbymaintenance.
Whenturningofftheheaterintheair,turntheheatswitchoffandleavetheairintakeopen
for15seconds.Ifontheground,turntheheaterswitchtotheFanpositionfortwo
minutes.Thiswillallowtheheatertocooldownafteruse.Thereisaplacardonthe
instrumentpanelwiththisinformationaswell.
83
Heaterinsidethenosecompartment
HeaterFuelPump
ANNUNCIATORPANELANDWARNINGLIGHTS
Whendoeseachlightilluminate?
OIL Whenoilpressureoneitherengineis15psianddecreasing
VAC Whendifferentialvacuumbetweenpumpsis4inHg .25inHg
ALT Wheneitheralternatoroutputiszero
HTR
Whenheatertemperatureinventjacketistoohot
OVERTEMP
LOBUS Whensystemvoltage drops from14v to12.5v(meaningonlyonbatterypower)

84

STALLWARNING
Stallwarningvanesareactivatedwhentheairplaneisairbornebytherightsquatswitch.
Theycauseanauralwarningwhenairplaneisapproximately510knotsabovestallspeed.
Theoutboardstallwarningvaneoperateswhenflapsaresetat0or10degrees.The
inboardstallwarningvaneoperateswhentheflapsaresetat25and40degrees.
EMERGENCYEXIT
Theleftwindowcanberemovedtobeusedasanemergencyexit.Toopentheexit
removedtheplasticcoveroverthehandle,pullthehandletowardsthenoseoftheairplane,
andpushthewindowout.Thewindowwillthenfreefalloutoftheframe.Thisexitshould
onlybeopenedandusedwhenontheground.
85
EMERGENCYLOCATORTRANSMITTER(ELT)
TheELTislocatedintheaftfuselagesectionoftheairplane.Itrunsoffitsownself
containedbattery.Thebatterymustbereplacedafter1hourofcumulativeuse,afterithas
beenusedinanemergencysituation,orafterthereplacementdateonthebattery,whichis
halftheshelflifeofthebattery.Itcanbetestedduringthefirst5minutesafterthehourfor
nomorethan3audiosweeps.ThereisanautomaticGswitchthatwillturnontheELT
afterahardlandingoracrash,andaremoteswitchlocatedontheinstrumentpanelthat
canturnontheELTanytime.
ELTlocatedinthetailoftheSeminole
406MHZELT
StartingFebruary1,2009theELTfrequency121.50Mhzwillnotbemonitoredbya
satellite.Thefrequency406Mhzwillbeusedandmonitoredbyasatellite.LocalATC
towersandotherlocalfacilitieswillstillmonitor121.50Mhzfromtheground,sothey
mightheartheELTalert,butitwillnotbemonitoredfromspaceanymore.Whileitisnot
mandatorytoswitchtoa406MhzELT,therearesomeadvantages:
406MHzBeaconNEW 121.5/243MHzBeacon
Digital:uniqueidentification,registration
Analog:nodataencoded,
Signal dataprovidesinformationontheowner
higherfalsealertrate
oraircraftN#
0.1Wattscontinuous
SignalPower 5Wattspulse
(typical)
Coverage Global Regional
Position Within5km(Doppler),100mifGNSS Within20km
Accuracy (GPS)positionisencodedinmessage (Doppleronly)
WaitingtimeforLowEarth
Geosynchronoussatellitealert
AlertTime Orbitsatellitepass
within5minutes
45minutesaverage
DopplerPosition Twopassesrequiredto
Resolutionpossibleatfirstsatellitepass
Ambiguity resolvepositionambiguity
86

SOURCES
AeronauticalInformationManual
FAAH80833FAAAirplaneFlyingHandbook
FAAH808325FAAPilotsHandbookofAeronauticalKnowledge
PiperSeminolePilotsOperatingHandbook
PiperSeminoleMaintenanceManual
Title14oftheCodeofFederalRegulations
87
(Thispageleftblankintentionally)

88

APPENDIX
89
(Thispageleftblankintentionally)
90

Multi-Engine Guide Piper Seminole

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Multi-Engine Guide Piper Seminole

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261 lbs. 436lbs.

Wingslevelorbanked 23Bank Wingsbankedmorethan3

MoreDrag LeastDrag MoreDrag

BankAngle VMCSpeed Drag

5banktowardsinoperativeengine High Moderate

0bank Moderate Moderate

BladeAngle RPMSpeed Forcesactingonpropeller

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