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SEMINOLE
INFORMATION
MANUAL
SEMINOLE
INFORMATION
MANUAL
Seminole
PA44180
REI'ORT: VIl460
Ii
Publiabed by
PllBUCATIONS DEPARTMENT
Piper Aitcmft CorporIUoo
Issuod: _ 23, '971
. .
Black lines will indicate only current revisions with chanin and
additions to or deletions of existing text and illustrations. Changes in
capitalb:ation. spelling, punctoation or the physical location of material on
a page will not be identified.
OR1GINAL PAGES ISSUED
The origin:.1 p a ~ issued (or this handbook prior to revlsion are given
below:
Title, ii through vii, I-I through 1-21, 2-1 through 2-10, 3-1 through
3-21,4-1 tbrough 4-27,5-1 through 5-33, 6-1 through 6-50. 7-1 through 7-34,
81 through 817, 9-1 through 9-22, and )0-1 through 10-3;
REPORT: VB-UO
;v
APPLICABILITY
Application ofthis handbook is limited to the specific Piper PA-44-IBO
model airplane desiznated by serial number and registration number on the
face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in
a current stalus.
REVISIONS
The information compiled in the Pilot's Operating Handbook will be:
kept current by revisions distributed to the airplane owners.
Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added
airplane equipment.
I. Re'Yisions
Revisions witt be distributed whenevu necessary as complete page
replacements or additions and shall be inserted into the handbook in
accordance with the instfuctions given below:
I. Revision pages will ~ p l e only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section.
3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same common numbered page.
II. Identification of Revised Malerial
Revised text and illustrations shall be indicated by a black vertical
line along the outside margin of the page, opposite revised, added or
deleted malerial. A line along the outside margin or the page opposite Ihe
page number will indicate that an entire page "":!s added
REPORT: YB-86I
iii
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Currcnl Revisions to the Seminole PiioCsOperating Handbook,
REPORT: VB-860 issued March 23, 1978.
Rnision
FAA Approval
Number and Rcvised Description of Revision Signature and
Code P....
Date
Rev. I
'-3 Revised para. 1.5; relocated
761 662 info. to PI- I....
(PR7812IS) 1-4 Added info. from pg. J.J:
relocated info. to PI- I-S.
1-' Added info. from pg. I....
HI Revised para. 1.19.
1-18 Revised para. 1.21
2-3 para. 2.7.
2-4 para. 2.7.
2-6 Revised para. 2.23.

Revised para. 3.7.
l-2 Revised para. 3.3.
l-3 Revised para. 3.3; added
Warnin.: from pg. 3-4.
J-4 Revised para. 3.3; relocated
Warning to PI. 3-3; added
info. from pg. J-S.
3-' Relocated info. to pg. 3-4;
added info. from pg. 3-6.
3-6 Relocated info. to pg. 3S:
3-7 Relocated info. to pg. )-6;
addetl info. from pg.
3-8 Relocated info. to pg. 3-7;
added info. from pg. )-9.
3-"
Relocated info. to pg. 3-8;
added info. from pg. )10
Relocated info. to pg. 39
J-lI Revised para. ].7.
3-12 Revised para. 3.7; relocated
info. to pg. 13.
REPORT: VB-A'
PILOTS OPERATING HANDBOOK LOG OF REVISIONS (coot)

Revision FAA Approval
Nurnberand Revised of Revision Signature Ind
Cod, Pages Date
-
Rev. I (eont) J-Lt Added info. from pg. 312;
revised para. J.7; added info.
from pg. 3-14.
3-14 Relocated info. to pg. 3-13;
revised para. 3.7; relocated
info. to pg. 3-15.
3-15 Added info. from pg. 3-J.4.
4-i Added para. 4.16; reviled
pg. nos.
info. to pg. 4-2.
4-2 Added inCo. from pg. 4-1;
revised para. 4.3.
4-6 Added info. to para. 4.5;
relocated inCo. to pg. 4-7.
4-7 Added info. from PC. 4-6;
relocated info. to pg. 4-8.
4-8 Added info. {rom pg. 4-7;
relocated info. to PI- 4-9.
4-, Added info. from pg.. 4--8;
relocated info. to PI- 4-10.
4-10 Added info. from pg. 4-9;
relocated info. to PI. 411.
4-11 Added info. from pg. 4-10;
relocated info. to pg. 4-12.
4-12 Added info. from pg....11;
relocated info. to pg. "'-128.
4-l1a Added pg. (added info. from
I
pg. 4-12).
4-1'!b Added Pi- (added info. from
pg..... 13).
4-13 Relocated info. to pg. 4-12b;
REPORT: Y8-161
ri
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
RevUton
FAA Approval
Number and Revised Descriplion of Revision Signalure and
Code Pages
Date
Rev, I (cont) 414 Relocated info. to pg. 4-13.
added info. from pg. 415;
added pan. 4.16,
4-IS Relocated info, to pg. 4-14;
addcd info. from pg. 4-16.
4-16 Rclocated info. '0 pg. 4-15.
4-26 Rcvisc:d ptll1l, 4.51.
info. to pg. S-2.
5-2 Added info. from pg. 5-1.
5-<1 Revised para. 5.5.
50l Revised para. 5.5.
5-22 Revised Fig. S-2J,
5-26 Revised Fig. S-J L
5-21 Revised Fig. S-l).
528 Revised Fig. 5-35.
5-3 I Revised Fig. 5-41.
6-i Revised para. 6.11.
6-18 Revised ilem I and removed
lines.
6-19 Removed lines.
6-21 Removed lines.
6-22 Revised item 53; removed
line<;.
6-23 Revised ilem 71; removed
lines.
624 Revised ilem 17; removed
lines.
6-25 Revised item 91; removed
lines.
REPORT: VB-86ft
vi-.
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (tonf)
Revision
FAA Approval
Number and Revised Description of Revision Sianature and
Cod, Pa8t'i 0.10
~
Rev. 1(cont)
i
h-20 ' Added para. 6, II (s) from
.
pg. 6--27; added new item 113.
I ..27 Revised para. 6.11 (h) to 6.11
(f::) and relocated 10 PI- f>.26;
revised para. 6.11 (g) to 6.11
(h); renumbered existing
items 113 and 115 to 121 and
123; added new items liS and
117.
.."
Revised item 165.
..33 Revised jtems 173 and 175_
6
v
J4 Added item 176; relocated
item 187 to PI- 6-3.5.
.."
Added item 187 rrom pg.
6-34.
"37
Added new item 212; rev
located item 219 to pg. 6-38.
..38 Added item 219 from pg.
6-37.
"39
Revised item 231.
64'
Revised item 281.
646 Added new item 282; rev
located item 289 to P&:o 6-47.
647 Added item 289 from pg.
646.
"48
Deleted item 353; revised
items 355 and 361.
7j Added para. 7.39.
7
v
lO Revised Fi&- 7-7.
W.....I.
7-14 Revised para. 7.1 S.
7-)5
Added pg. (added par. 7.39). Ward Evans.
Dee. 15, 1978
REPORT: VII-I6O
"Ib
PILOTS OPERATING HANDaOOK LOG OF REVISIONS (coat.
Revision
FAA Approval
Number and ReviKd Description of Revision Signature and
Cod,
Pa...
Date
Rev. 2 6-4. Revised item 283; added item
761 662 284; relocated item 287 to
(PR7.0413) 6-47.
6-47 Added item 287 from pg.
6-46.
7i Revised pari. 7.37 A 7.39 pg.
.OS.
733 Revised para. 7.3.5.
7-)4 Revised para. 7.]S; relocated
para. 7.37 to pg. 7]6.
7305 Added para. 7.35 info.; re-
located par. 7.39 to PI.
WaAJ. 7-.M Added PI- (ad&<! para. 7.37
from pg. 7-)4 &. para. 7.39 Ward Evans
from pg. 1-35).
April 13. 1979
Rev. 3
1-'
Added Demo. X-Wind.
761 662 2-2 Revised p;lra. 2.3.
(PR790914) Revised para. 2.27.
2-10
J-6 Added info.
).7
Replaced abbu:viations with
words.
J.8 Added word to title.
3-13 Revised procedure.
318 Revised para. 3.105.
4-'
Revised Caution.
4-"
Added info. from PI- 4-12.
4-12 Reloated info. to PI- 4.11.
5-2 Added Warning.
s]. S-S. Revised para. 5.5 (a), (el. (d).
S-6.S-1 (e). (0 and (I).
So, Rl:'vised List of Figures.
$-15 Revised Fig. 5-9.
RlPORT: Va.1Q
,,1-(
PILOT'S OPERAnNG HANDBOOK LOG OF REVISIONS (cont)
Revisioo
FAA Approval
Number and Revised Description of Revision Signature and
Cod,
Po.,. Date
Rev. J (cant) 5-24 Revised Fip. 5-27 thru
thru l 5-41.
5-31
6-1,6-2 Revised para. 6.1.
6-3 Added Caution. Moved info.
to PI- 6-4.
6-4 Reloc.ted info. from PI- 6-3.
Moved info. to PI. 6-5.
6-5 Relocated info. {rom PI. 6-4.
6-'8
Revised items I, 3 .nd 5.
6-24 Revistd item 71.
6-2. Revised. item 113.
6-27 Revised items 115 and 121.
6-3. Relocated item 159 (rom pg.
6-31.
6-31 Relocated item 159 to PI.
6-30; added item 167 (rom
PI. 6-32.
6-32 Added item 170.
6-3. Added item 206; revised item
207; relocated item 209.
6-)7
Revised. rcklcated item 209
(rom pg. 6-36; changed item
.
213 10 214; added new 213;
nlocated items 21S and 217
to PI. 6-38.
6-38
Chanacd item 21S to 216.
relocated {rom PI. 6-37i
added new 216; rdocalcd
hem 217 from PA- 6-37;
relocated items 221 and 223
to PI- 6-39.
6-3' Relocated items 221 and 223
from pg. 6-38; added item
224; relocated items 215
lhru 2JS to Pc. 6-40.
REPORT, VBh.
~
PILOT'S OPERATING HANDBOOk LOG OF REVISIONS (cont)
Revision
FAA Approval
Q>d,
Paaci
Date
Rev. ) (cont) 640 Relocated items 225 thru 235
from PI. 6-39; added items
230 and 234; relocated items
237 tbru 24) to PI. 6-41.
.4' Relocated items 237 thru 24]
from Pi. 6-40; added item
242; ilemJ 245 Unu
251 to PI. 6-4la.
<>41. New paac; Idocated items
245 thlu 251 from PI. 6-41.
6-41b New page.
647 Revised item 291.
..... Revised item )55
7-9 RC\'ised para. 7.9.
711 Revised Figure
72S Revised para. 7.23.
W..,J. 726 Revised Figure 7-25.
7-21 Revised Figure 7-21. Ward Evans
10-2 Revised pan. 10.3 (h). Sept 14, 1979
1-2 Revised Figure I-I.
Rev. 4 .4 ReviKd 1.7, 1.9 and U I.
761662 2l Revised para. 2.7
(PR800JOI) 24 Revised para. 2.11.
2-S Revised para. 2.13.
Revised para. 2.23.
210 Added serial number effectivity
3-ii Added para. 3.37.
3-21 Added para. 3.37.
3-22 New page, conlin. pua.
l.l7.
S-2l Revised Figure 5-25.
5-2'
Revised Figure S-27.
5-32 Revised Fi!ur. 5-43.
6-9 revised Figure 6-9
10 pg. 610.
REPORT: V8-IQ
""
"LOT'S OPERATINC HANDBOOK LOG OF REViSiONS (e_i)
Cod, Pages Date
Rev. 4 (coni) I
6-10 , Added revised Figure 6-.9;
I
,
moved revised Figure 6-11
I
,
to PI- 6-10&-
6-IOa I New page; added revised
I Fi!ure &.11.
6-IOb New p3!e.
6-12 I 'Revised Figure
6-15 Revised sample problem.
6-41 Added ilems 238 Ii: 240;
moved items 241, 242 and
24) to PI. 6-41a.
6-41. Relocated items 241, 242.
243; moftd ilems 249 and
pg. 6-4lb.
6-41b Relocated items 249 and
251.
7-i Added para. 7.41.
7-3 Revised Ficure 7-1.
7-4 Revised Figure 7-3.
726 Reviled Fi.ure 7-25.
7-27 Revised para 7.23
7-37 New pale; added part.. 7.41.
811 Revised para. 8.19, and
para.8-21.
8-lla New page; cant. revised
para.8.21.
g-llb New page; cant. revised
para.. 8.21
9-;
Added .. and S.
9-23 Added plIes (Supplement 4).
thro
9-26
lJ.....tf:.
9-21
Added pales (Suppkment 5).
thru
Ward
9-30
March I, 1980
REPORT: VB-U'
.i-I
.
PILOT'S OPERATING HANDBOOK LOG Of REVISiONS CrOftt)
Revision
FAA Approval
Cod, Pages Date
.
Rev. 5 Title Revised title pg.
161 662 Publ Revised Warning.
IPRM(0926) 2-9 Revised Takeoff and Landinp:
relocated placl:Ird
to pg 2-10.
2-10 Added placard from pg. 2-9.
4-. Revised Before Takeoff

411 Revised Approach and I.anding
4-1S Revised para. 427.
4-23 Revised pan! 4.37
,-,
Revised item 5.5 tel.
'-7
Revised items 5.5 fe), (0 and (g)
5-23 Revised Figure 5-2$.
6-1 Revised PI!': nos.
6-6 Revised Figurr: 6-5.
6-22 Added items 59 and 61.
6-26 Added item 104: relocated
item to pg.
6-2"
Added pg. (added items from
pgs. 626 and 6-27).
6-26b Added PI!':
6-21 Rdocaltd items to pg. 6-200.
added item from pg. 6-28
6-28 Relocated item to pg b-27
6-28a Added pg.
b-28b Added pg. ilems from
Pi 6-29: added ilem Btl: re-
vised item no I
6-'& Relocaled ilcms 10 pg. 6-2Mb:
revised ilcm no ; added
142, 14) and 144
REPORT: VB-860
Yi-g
PILOT'S OPERAnNG HANDBOOK LOG OF REVISIONS (COltt)
Numbcrand Revtsl Description or Revision SignalOre and
Cod, Pages Date
Rev. 5(cont) 6-35 Revised item no.
,
0-31' Relocated items to pg. 6-36d: ,
added items 193 and 194.
6-J6a. Added Pg5. (added items
6-JOb. 200 thru 212).
6-36<
6-36d Added pg. (added renumbered
itenu from pg. 6-36).
6-37, Renumbered items.
6-38,
6-3'
6-40 Renumbered items; added item
229 and 2.30; ~ o c t e d items
to pg. 6-41.
6-41 Added items from pg. 6-40: re
numbered items: relocated item
to pg.. 6-418.
6-41, Added item from pg. 6-41;
renumbered items: added
items 243 and 245; ~ o c t e d
items 10 PI. 6-4lb.
6-4lb Added items from pg. 6-418;
renumbered item; relocated
item to pg. 6-42.
6-42 Added item from pg. 6-4 lb.
6-44 Added item lTI from pg. 6-45.
6-4$ Relocated item to pg. 6-44; re-
numbered item; added item
281.
6-49 Renumbered and relocated
I
item to pg. 6-50; added new
item 375.
6-SO Renumbered items; relocated
info. to pg. 6-51; added item
from pg. 6-49; added new
items 377 and .'\79.
REPORT: VB-161
ri-lo
PILOT'S OPERATlNG HANDBOOK LOG Of REviSiONS (toaf)
Revision
Number lind
Cod'

P"dges
Description of Revision
AA Approval
Sign,uurc and
Date
Rev 5(conl) 1>-51
7-18
7-20
7'2(1
7-30,
7-31
8-9
9j
9-31
IhN
9-36
9-37
Ihm
9-40
9-41
Ihm
9-52
9-53,
9-54
9-55
Ihm
9-'"
9-61
lhru
9-66
9-67
thru
9-7r
9-73
thru
9-76
Added rg (addnl info from
pg 6-50).
Revised Figure 7-11.
Revised Figure 7-19.
Revised Figure 7-25
Revised ram. 7.27
Revised Figure 8-9
Added Supplements 6 thru IJ
Added Supplement 6
(Air Conditioning)
Added Supplement 7
(Century 21 AutopilOl)
Added Supplement Ii
{Century 41 Autopilot}
Added Supplement 9
(Control Wheel Clock)
Added Supplement 10
(WcalherScoul II Radar)
Addnl Supplemenl II
(RDR-IW Radllf)
Added Suppkmenl 12
(ROR-IC-AI/IN-202M Radall
Added Supplement 13
(Color WealherScout II Rftdllr) Ward Evans
26. 19KO
Rev (,
7f11 (,62
(I'RKOII19)
2-3
2-4
2-5
6-24
Revised para 27
Revised para 29. mowJ
para 2 11 to PC 2-5
Relocated para 2 II from pg 2-
Deleted items 79 and KI
WHrd EVlms
New 19. 19HO
REPORT: VB-IMI
,.i-i
Codes Pages Date
Rev. 7
,..
Revised 2.9 (c).
761 662 Ji. '\ii I Changed page numbers.
(PR810105) 3-5 1 Revised Air Start
(Unfeathering Procedure).
J-1 Revised Electrical Failures.
J.g Moved info. to pg. 3-lOa;
cont. Electrical Failure.
J.' Moved info. to pg. 3-lOb;
cant. Electrical Failure.
3-10 Cant. Electrical Failure.
3lOa New page; relocated info.
from pg. 3-8.
3-lOb New page; relocated info.
from pg. 3-9.
3-13 , Revised engine failure during
takeoff (75 KIAS and above).
3-15 Revised Air Start
(Unfeathering Procedure).
3-16 Moved para. 3.11 to pg. ~ 17;
cant. Air Start.
3-17 Relocated para. 3.11 from
pg.3-16.
3-20 Moved para. 3.25 and para.
3.27 to pg. 322; cant. para.
3.23 revision.
3-21 Moved para. 3.29, 3.31, 3.33
and 3.35 to pg. ~ and para.
3.35 and 3.37 to pg. 3-24;
cant. para. 3.23 revision.
J2Z Relocated para. 3.25 from
pg. 3-20; moved part of para.
3.37 to pg. 3-24.
32'; New page; relocated para.
3.29, 3.31 and 3.35 from pg.
3-21.
REPORT: VB-II.0
,Ij
PILOT'S OPERATING HANDBOOK LOG OF REVISloks (cont)
Revision
FAA Approva
Number and Description of Revision Signature and
Codes Pages
Date
Rev. 7(conI) 324 New page; relocated pan.
3.J7 from pg. J21 and
,.)4
Added item 180; moved item
ISS to pg.. 6-]S.
635 Relocated item 185 rrom rB
6-]5: moved items 191 and
192 10 pg. 6-]6,
6-]6 Relocated items 191 and 192
from pg. 6-36.
I.J-\lc
719 ConI. para. 7.17 revision.
1-21 Deleted inro. Ward Evans
971 Added info. Jan 5. 1981
Rev. 8 J.J Revised Warning.
161 662 3-13 Added Warning.
(PR8104 10) 4-i Changed pg. no. for para.
4.27.
4-18 Revised para. 4.27; moved
para. 4.29 to pg. 4-19.
4.19 Relocated para. 4.29 from
pg. 4-18.
52) Revised fig. S-2S.
626 Revised items 10) and 104.
6-34 Revised item 178.
6-39 Added new itrrn 228; movrd
thru and renumbered items 228
'4'
thru 252; revised new item
244.
6-49 Revisal item 375.
REPORT:VB-l6t
yi...
.
,
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (coal)
Reyision FAA Approval
Cod<, p- Date
ReY.8((On1) <0 Rc\'lscd items 377 and 379.
I
71] Revtlied fig. 715.
LJo.t<.J. .. 7-2U Revised fig. 7-19.
925 Revised Sec. 4 (b) (8) a and b. Ward Evans
9-41 Revised Sec. 2 (c). April 10. 1981
ReY.9 1-'
Revised para. 1.l3.
761662 2-9 Revised chk lisl.
(PR810724) )-2 Revtscd procedure.
)-12 Revised procedure.
4-4 Relocated info. from pg. 4-5.
4-, Moved info. to pg. 4..4;
I'tviscd procedure.
412b Revised Caution.
4-13 Added Note; moved para.
4.15 to pg. 4-14.
414 Relocated para. 4.15; moved
info. to pg. 415.
415 Relocated info. from pg. 4-14.
4-18 Moved info. 10 pg. 4-17;
added Note; moved info. 10
pg.4-19.
4-1. Relocated info. from pg. 4-18;
moved info. to PI. 4-20.
420 Relocated info. fronl pg. 4-19.
4-23 Re\'ised para. 4.37; moved
info. to 4-24.
4-24 Relocated info. from PI. 4-23;
moved info. to pg. 4-25.
425 Relocated info. from pg. 424;
moved para. 4.47 to pg. 4-26.
REPORT: VIH6I
.H
PILOT'S OPERATlNG HANDBOOK LOG OF REVISIONS (eont)
Reyision
FAA Approval
Codes Pages Date
Rev.9(cont) 4-26 Relocated para. 4.47 rrum
pg. 4-25; moved info to
pg. 4-27.
'-3
Revised para. $.S (8) (6).
'-7
Revised para. 5.S (e) (4) (6);
~ I : (g) (I)
,-26 Revised fig. 5-31.
5-29 Revised fig. 5-37.
5-30 Revised fig. 5-39.
6-28b Added item 136.
6-30 Mo,-ed ilem 15910 pg. 6-31
6-31 Relocated ilem 159; added
item 1M; moved item 165
and 167 to pg. 6-32.
6-32 Relocated items 1M and 167
from pg. 6-31; moved Hem
171 to pg. 6-33.
6-33 Relocated item 111 from
pg. 6-]2; moved item 175 to
pg.6-34.
6-34 Relocated item 17S from
pg. 6-33; moved items J79
thru 183 to pg. 6-35.
6-35 Relocated items 179 thru 18)
from pg. 6-34.
6-36 Revised item 194.
6-38 Renumbered items; moved
renumbered items to pg.
6-38a.
6-38a New page; added ilenu 229
and 231; relocaled renum-
bered item from PB. 6-]/1
6-)8b New page; relocated
renumbered items from
pg. 6-39.
REPORT: VB-l6f
'I....
Number and Rc:vised Description of Rc:vision Signature and
Codes Pages Date
Rev. 9 (cont) 6j9 Moved renumbered items to
pg. 6.-38b; relocated renum-
bered items from pg. 6.-40;
added item 247.
6-40 Moved renumbered items
to pg. 639; relocated
bered items from pg. 641.
6-41 Moved renumbered items to
pg. renumbered items.
6-4la Revised item 273;
bered items; relocated
renumbered item from
pg.6--4Ib.
6-41b Moved renumbered item to
pg. 6-4Ia; renumbered items.
6-42 Renumbered items.
thru
6-47
Added item 389; removed
info.
cJ.,..Q
Revised para. 7.17; moved
info. to pg. 721. Ward Evans
Relocated info. from pg. July 24, 1981
Rev. 10 lj Correct page numbers.
761 662 2-4 Revised para. 2.9; move info.
(PR820122) to pg.
2-j
Relocated info. from pg. 2-4;
moved info; to pg. 2-6.
2-6 Relocated info. from pg.
moved info. to pg.
'-7 Relocated info. from pg.
moved info. to pg.
2-8 Relocated info. from pg.
moved info. to pg. 29.
2-' Relocated info. from pg.
REPORT: VB860
vl-n
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (coni)
Revision
FAA Approval
Number and Revised Description or Revi!ion Signature and
Cod, Pages Date
Rev. 10 l-12 Revised para 4.37.
fconl) 4-2)
Revised para. 4.37; moved
info to pg. 4-14.
4-24 Relocated info. (rom pg. 423:
revised para. 4.37: mo\ed
info to pg. 4-15.
4-25 Rdocated info from pg 4-24
5-) Revised para. 5.5.
Ihm
5-7
6-{,
Re-.'ised fig.
6-2. Added iterm 79 and 81.
6-40 Revised item
7-30 Revised para. 7.27; moved
info. 10 pg. 7-31.
7-31 Relocaled info. from pg. 7-30:
moved info. 10 pg. 7-32.
WaoJ 7-32 Relocated info. from pg. 7-31
9-21 Revised section 3(3). Ward E\ans
9-25 Revised section .4(b). (8)c. .!<ill 22. 19M2
R"
"
Tille Revised bollom para.
761 662
.-.
Revised para. 1.1
(PR830314) '-9 Deleted MEA.
2-i Revised index.
3-i Added info (0 J.3: relocaled
ilems to pg. J-ii.
3ii Added items from pg. 3 i
4-i Added info to 4.5.
4-ii Added items from pg 4i
4-13 Revised 1st para and NOlle
418 Revised Note
4-2.1 Note
REPORT: VB-I"
vio
PlLOT"S onRAnNGHANDBOOK LOG OF REVISIONS (COIIO
-
R ~ S a n
NUlDberand RevOed Deotrlpdon of ReviOOns Sipature
Co<Je PIgaI
and Dale
Rev. 11 5-27 Revised r... 6-33 thnJ 5-39.
(-) Ihro
5-::0
6-28 Revisedilem 127.
6-36 Reviled Items 191 .. 192.
H
_2nd__
1-21 Added elUtion.
1-32 Revised pwa. 7.29 and 7.33.
&-3 Revised JIt para. and para.
8.5.
8-4 Moved leAt.
9-i Added Supplement No. 14 to
indel.
W..AQ. 9-19 Added Supplement No. 14.
IhN Ward Evans
9-82 March 14.1983
Rev. 12 11 RevUod index.
161662 112 .... 1.21_
(PR1l90304) 1-13 .... 1.21_
IhN
--
1-21
3-1 Revised J*a. 3.1.
H1 Revised Ph- 3.11.
4-5 Re'fised Before Starting
&aines.
4-8
Reoised _ TaI<eoIf-
GnlIIIldC1occlt.
4-11
_ AjJproIclI and
Undilll
411 Revist:dpn. 4.27.
4-24 Reoised para. 4-31.
8-1 Revised para. 8-1 and 8.3.
~
IhN
8-3
D.H. Tronipler
8-10
Revised para. 8.19.
IhN July 6. 1989
811
D:ltc
RIlI'ORT: V__
ftp
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 6 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF
THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING. SERVICING
AND MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 10 SAFETY TIPS
REPORT: VBS60
,ll
TAB.LE OF CONTENTS
SECTION I
GENERAl.
Paragraph
No
Page
No
I I
IJ
"
17
1.9
III
1.13
1.15
117
1.19
Introduction . ...............................
Engine: ........................................
Propeller .. ... , .......................... '" ...
Fuel ...........................................
Oil .............................................
Maximum Weighls ...............................
Slandard AirpJartt Weights " .
Baggage: Space: ...................................
Specific Loadings . ................................
Symbols, Abbrevialions and Terminology. '" .
11
I)
I)
1-4
1-4
1-4
15
15
15
16
REPORT: VBl!lfiO
11
PIPER AIRCRAFT CORPORATION
PA-44-I88. SEMINOLE
SECTION I
GENERAL
1.1 INTRODUCTION
SECTION I
GENERAL
This Pilo!'! Operating Handbook is designed for maximum ulili7atton
as an operatillg guide for the pilol. It illcludes the matcria)u:quired to be
furnished to lhc pilot by the Federal Aviation Regulations and additional
information provided by the manufacturer and constitulC5 the FAA
Approved Airplane Flighl Manual
This handbook is not designed as a substitute for adequate and
competent Oight instruction. knowledge of current airworthiness directives.
applKable fweral air regulations or advisory circulars It is not intended to
be a guide for basic night instruction or a training manual and should not bc
used for operation::al purpuses unless kept in a current status
Assurance thaltl\e airplane is in an airworthy condilion the responsi-
bility of 1he owner The pilol in command is rcsponsibk lor delermining that
the airplane is safe for night. The pilot is also responsible for remaining
within thf: operating limitations as outlined by instrument markings.
phlcards. and Ihis handbook.
Although (hc arrangement of this handbook is intended to increase its
in-Right C'dpabililies. it should not be used sold)' as an OC'C3sionaJ operating
rdcrence. The pilot should study the entire handbook 10 bt:comc familiar
with the limitations. performance. procedures and opcntltional handling
characleristics of the airplane before flight.
The handbook has been divided into numbered larabic) ..ections.. each
provided with 8 tab divider for <luick ,:tercnce The
limitations ilnd emergen<:y pro<:eduTC!i have been ahc<.Id or (he normal
procedures. perfl,rmancc and other sections 10 I'Iro"idc access to
information thai may be rcquired in night The "Emcrgcm:y Prl)Ccdures"
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 lhe delibt':rate omission of certain paragraph numbers, figure
numbers. item numbers and pages noh..'tI a:'i being intentionally left blank.
ISSUED: MARCH 13. 1978
REVISED: MARCH 14, 1983
REPORT: VB-l6e
,-,
SECTION I
GENERAL
PIPER AIRCRAfT CORPORATION
PA-44-IIO, SEMINOLE
.---
Wine Area (sq. fl.) 183.8
Min. Turninl Radius (ft.) 33.0
(from piVOI point to wingtip)
....J- ,.-
/,-_...1
. ,
H----J

TH:REE VIEW
Fisure I-I
Rl:PORT: va-16G
12
ISSUED, MARCH 13, 1971
PA--IIt, SEMINOLE
1.3 ENGINE
(al Number oC Enginu
(b) Engine ManuC;Klurer
(c) En&ine Model Nurnber
Ld'
Right
(d) Rated Horsepower
(e) Rated Speed (rpm)
(0 Bore (in.)
(g) Stroke (in.)
(h) Displacemenl (cu. in.)
(i) Compreuion Ratio
fj) ,'C;" Type
1.5 PROPELLER
STANDARD
fa) Number of Propellers
(bl Propeller Manufacturer
(e) Model
Left
Righi
(d) Number of 8Iada
(e) Propeller Diameter (in.)
(I) Maximum
(2) Minimum
(0 Propeller Type
OPTIONAL
(a) Number of Propellers
(h) Propeller Manufacturer
(c) Model
Lef'
Right
ISSUED: MARC" 13, 1911
REVISED: DECEMBER 15, 1978
SECTION I
GENERAL
2
Lycoming
0-360EIA6D
LO-J60-EIA6D
ISO
2700
5.125
4.375
361
9.00:1
Four Cylinder, Direct
Drivc, Horiz.ontally
Opposed. Air Cooled
2
Hartzell
HC-C2Y(K,R)2CEUF/
FC7666A-2R
HC..c2YCK.R)-2CLEU fl
FJC7666A-2R
2
7'
72
Constant Speed.
Hydl'1lulically Actuated.
Full feathering
2
Hartzell
HC-CJYR-ZEUF/
FC766J-5R
HCC3YRZLEUf/
FJC-7663-5R
REPORT: VB-16f
1-3
SECnON 1
GENERAL
(d) Number of Bladt:$
(e) PropeUer Diamt:tt:r (in.)
(I) Maximum
(2) Minimum
(f) Propeller Tvpe
1.7 FUEL
PA-oU-III. SEMINOLE
3
73
72
Constant Speed,
Hydraulically Actuated.
Full Featht:rtng
(a) Fucl Capacity (U.S. gal.) (tolal)
(b) Usable Fuel (U.S. pI.) (Iolal)
(e) Fut:1
(I) Minimum Gradt:
(2) Alternate Fuel
1.' OIL
(a) Oil Capacity (U.S. qls.) (per engine)
(b) Oil Specification
(c) Oil Viscosity
1.11 MAXIMUM WEIGHTS
(a) Maximum Taktoff Weight (Ibs.)
(b) Maximum Ramp Weight
(c) Muimum Landing Weight (Ibs.)
(d) Maximum Weights in BaWge
Compartment fibs.)
110
108
100 Green orlOOlL
8lue: Aviation Gradt:
Refer to latest
revision of Lycoming,
Service Instruction 1070.
6
Rder to latest iuue
of lycoming Service
InmuctioR 1014 and
Service, Bulletin No. 446.
Refer to Section 8
paragraph 8.19.
3800
3816
3800
200
ISSUED: MARCH 23, 197.
REVISED: MARCH I, 198G
PIPER AIRCRAFT CORPORAnON
PA-44-'". SEMINOLE
1.13 STANDARD AIRPLANE WEICHTS
SECTION'
GENERAL
Rcrer to Flattre 6-! ror the Standa,d Empty Weipt .00 the Useful
Lood.
1.15 8AGCACE SPACE
(a) Compartment Volume (eu. ft.)
(Is) Entry WMlth (in.)
(e) Entry Htilht(in.)
1.11 SPEClflC LOADINGS
(a) Win, LoadiftJ (Ibs. per Iq. n.)
(b) Power Loadinl (lttl. pe' hp)
ISSUED: MARCH 13. I'll
REVISED: JULY J., .tli
2.
22
20
21.1
IO.!!
REPORT: V"''''
,-.
SECTION I
GENERAL
PIP[R AIRCRAFT CORPORATION
PA44180, SEMINOLE
9 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions arc of symbols, abbreviations and termi-
nology used throughout the: handbook and tho,e which may be of added
operational to the pilot.
(a) Gene!:!1 f".inpoed TerminololY and Symbols
CAS
K.CAS
OS
lAS
K.IAS
M
TAS
REPORT: VBI'll
...
Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position
and instrument error, Calibrated airspeed
is equal to true airspeed in standard
atmosphere at sea level.
Calibrated Airspeed expressed in "K.nots,"
Ground Speed is the speed of an airplane
relative to the around.
Indkated Airspeed is the speed of an air-
craft as shown on lhe airspeed indicator
when corrected for instrument error. lAS
values published in this handbook assume
zero inslrUment error.
Indicated Ainpeed n.pressed in "KnOU,"
Mach Number is the ratio 01 true airspeed
to the speed of sound.
True Airspeed is the airspeed of an airplane
to undinurbed air which is the
CAS corrected for altitude. temperature
and compressibility.
Maneuvering Speed iSlhemuimumspced
at which application of full available
aerodynamic contlol will not overstress the
airplane.
Maximum Flap Extended Speed is the
hi,chest speed permiuibk with win. naps
in a prescribed extended position.
ISSUED, MARCH 23, 1971
PA....III., SEMINOLE
SEmON I
GENERAL
VlE Maximum Landing Gear btended Speed
is maximum spec:d at which an aircraft
can be safely nown with the landing gear
elttended.
VlO MlIl(imum landing GcarOpcrnting Speed
is the maximum spefd at whil.:h the landing
gear can be safcly ut.:ndcd or retracted.
YMCA Air Minimum Control Speed is the mini-
mum night speed at which lhe ail plane is
directionally controllable as determined in
accordance with Federal Aviation Regu-
lations. Airplane certification conditions
include one engine becoming inoperative
and windmilling. nol morc lhan II 50 bank
lowards the operative engine. takeoff
power on operati\'e engine. landing gear
up. flaps in takeoff position. and most
rearward ca.
VNE/MNE Never Extted Speed (lr Mach Number is
the speed limit thaI may nol be exceeded at
any time.
VNQ Maximum Structural Cruising Speed is the
speed lhat should nol be eltcccded ucept
in smooth air and then only with caution.
vs Slalling Speed or the minimum steady
night speed at which the airplane is con
trollable
vso SUllin& Spttd or the nuntmum steady
flight speed ill which the airplane is
controllablc in t,he landing configuration.
VSSE Intentional One fnginc
is a minimum spcrtl by the manu
facturer for inlcnlionally rendering one
engine inoperative in flight for pilot
Haining.
ISSUED: MARCH 23, 1978 REPORT: VB-860
1-7
SECTION I
GENERAl.
vx
vv
PA-44-18t. SEMINOLE
Best Angle-of-Climb Speed is lhe airspeed
which delivers the grealt!t gain of ahilude
in the shortest possible hori7.0ntal distance.
Best Rate-or-Climb Speed is the airspeed
which delivers thc: grealest gain in altitude
in (he shortesl possible time.
(b) Meteorological Terminology
ISA
OAT
Indicated
Pressure Altitude
Pressure Alliluck:
Station Pressure
REPORT: VB860
1-8
Inlcrnational Standard Atmosphere in
which ,he air is a dry perfcct gas, the
temperature at sea level is IS Celsius (59
0
Fahrenheit), the pressure at sea level is
29.92 inches Hg (1013 mb), and the tem-
perature gradient from sea level to the
altitude at which the temperature is-56.S
e
C
(-69.7F) is _O.OOI9S
e
C ('().OOJS66F) per
foot and zero above that allitude.
Outside Air Temperature is the free air
static temperature obtained cit her from
indications or BTound
meteorological adjusted for in-
strument error an<! compressibility effects.
The number aClUally read from an
altimeter when the baromuric subscale has
been set to 29.92 inches of mercury (1013
millibars).
Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or
barometric II is Ihe indicated
pressure altitude corrected for position and
instrument e"or. In this handbook,
altimeter instrument errors are aS5umed
to be zero.
Actual atmospheric pressure at field
elevation.
REVISED; DECEMBER IS. 1918
PA4411IO. SEMINOLE
SECTION I
GENERAL
Wind
(c) Power Terminology
T.. keoff Power
Mu:mum Con-
tinuous Power
Muimum Climb
Power
Maximum Cruise
Power
(d) Engine Instruments
EGT Gauge
The wind velocities recorded as variables
on the charls of this handbook are 10 Dc
understood as the headwind or tailwind
comronents of the reported winds
Muimum power permissible COl takeoff
Maximum rower permissible continuously
during night
Maximum power during
climb.
Maximum power permissible during

Eldlausl Gas Tempc:ralure Gauge
(e) Airplane Performance and Flight Planning TerminoloeY
Climb Gradient
Oemomtraled
Crosswind
Velocit)'
(DEMO
X-WIND)
Accelerate-SlOp
Distance
ISSlJEO: MARCH 23, 1978
REVISED: l\'1ARCIl14, 1913
The demonslmted ratio of change in
height during a portion of a climb. to the
hori1.onlal dislantt Uave.-sed in Ihe same
lime interval
The demonstrated velocity is the
velocity of the crosswind component for
which adequate contrfll of the airplane
during takeoff and landing was actuall)'
demonstrated during c':llilication tests
The distance reqUired lu accelerate an air-
plane to a sped(kd !>pced and. assuming
failure of lin engine at lhe: instant that speed
is atlaincd. to bring Ihc airplane 10 a slop
REPORT: VB-t60
1-9
SECTION 1
GENERAL
Segment
SEMINOLE
A part of a route. Each of I hat pari is
idemirted by (I) a geographical kK'.ation
or (2) a point at which a radio fix
can be established.
(f) Weight and B<ll>\nce TerminoloiY
Reference Datum
Station
Ann
Moment
Center of Gravity
(e.G.)
CG. Arm
CG limits
Usable Fuel
Unusable Fud
REPORT: VB-aiO
110
An imaginary vertical pbne from whkhall
horizontal distances are measured for
baJan purpoeS.
A location along the airplane fuselage
usually given in terms of distance in inches
from the datum.
The horizontal distance from the rcfereno:
datum 10 the cenler of gravity(CG.) of an
item.
The product of the weight of an item multi-
plied by ils arm. (Momenl divided by a
constant is ustd to simplify balance calcu-
lations by the number of digils..)
The point at which an airplane would
balance if suspended. Its distance from the
reference datum is found by dividing the
total moment by the total weight of the
lirplane.
arm obtained by adding the airplane's
individual moments and dividing the sum
by the total weight.
The extreme center of lI'avity locations
within which the airplane must be operaled
at a Biven weight.
Fuel available for flighl planning.
Fuel remaining aCler a runouttesl has been
completed in accordancr with govern-
mental rrgulations.
ISSUED: MARCH 23, .978
PA44.180, SEMINOLE
SECTION 1
GENERAL
Standard Empty
Weight
Basic Empty
Wd&fu
Payload
UsdulLoo<!
Maximum Ramp
Weight
Maximum
Takeoff Weight
Maximum
Landing Weight
Maltimwn Zero
Fucl Wcighl
ISSUED: MARCH13. 1978
Weilbt of a standard airplane iQCluding
unusable fuet. f.U operating fluids and fuJI
oil.
Studard empty wcigbt plus optional
............
Weight of occupants, cargo and baggage.
DifTcttncc between takeolf weiabt, or tamp
weight if applicable, and basic emply
weight.
MaximuOl weighl approved for ,round
maneuver. (II includes weight of SIalt, taxi
and run-up fuel).
Maximum weigbl approved fOJ the start of
... lakooll .....
Maximum weiabt approved for the landing
lOUCbdown.
Maximum weight exclusive of usable fuel.
REPORT: VDUO
111
SECTION 1
GENERAL
PIPER AlRCRAIT CORPORATION
PA..44.180. SEMINOLE
TH.S PAGEINTENTIONA.LLY LEFf BLANK
I
REPORT: VB860
1-12
ISSUED: MARCil 23, 1978
REVISED; MARCH 4, 1989
TARtE OF CONTENTS
SECTION 1
I.IMITATlQNS
I'araglilph
No
Page
No
21
2..1
25
27
2'
2 "
2IJ
215
2 17
21.
221
2 2J
225
227
General _................... _ .
l.imilali1lns .
Airspccd Indicator Markinl,ls ......................
l'uwcr I'lant ... , .................... __ .
Powcr I'lanl InstrulUo:nl Markings .
Wl:ight l.imils ..............................
Cenkr of Gravity I.imils ..........................
Maneuver I.imils ..............................
Flight Mant:uvcrinH Load I-"lIclors ...............
Typl"S of Opl:liltion _. _ _...........
fud l.imil;l\ions ................................
I.cvel ......................................
Gyro Suction I.imits _ ..
I'laclIuJs , _ .
2'
2'
22
2-J
24
2-5
2-5
25
2<,
2<.
]<,
2<0
J.7
2-7
RrpORT: VB860
2j
!'
,
PA-IWe. SEMINOI.f,
SECTION 2
LIMITAnONS
1.1 GENERAL
SECTION 1
LIMITATIONS
This section provides the "FAA Approved" operating limitations,
instrument marking. color coding and basic placards nccCSllary for the
safe operation of the airplane and ils systems.
This airplane must be operated as a Dormal Qtegory airplane in
compliance with the operating limitations stated in the form of placards
and markings and those given in this section and handhook.
limitalions associated with ~ optional syslcms and equipment
whkh require handbook supplements can be found in Section 9
(Supp'ements).
1.3 AIRSPEED LIMITATlONS
SPEED
Design Maneuvering Speed (VA)' Do not
make full or abrupt control movements
above Ihis speed.
3800 Ibs.
2700 Ibs.
CAUTION
KIAS
l3S
112
KCAS
133
112
Maneuvering speed decreases at lighter weighl
as the effects of aerodynamic forces he..:ome
more pronounced. linear interpolaLion may
be used for intermediate gross ",ocights.
Maneuvering speed should not be exceeded
while operating in rough air.
ISSUED: MARCil 23, 1978 REPORT: Vs-.,,,
'1
SECTION 2-
LIMITATIONS
PlPER AIRCRAFT CORPORATION
PA.....IID. SEMINOLE
SPEED
Never Exceed Speed (VNE) Do not exceed
this speed in any operation.
Maximum Slr\.lctural Cruising Speed
(VNO) - Dr) not cf(l,.ud this speed ucept
in smooth air and then only with caulion.
Maximum Haps Extt:nded Speed (VFE) -
Do not exl:eed this speed with the flaps
extended.
Maximum Gear Extended Speed (VLV -
Do not exceed this speed with landin&
gear extended.
Maximum Landin& Gear Extending
Speed (VLO) 00 not exlend landina gear
above thts speed.
Maximum Landing Gear Rell1lcting
Speed (VLol Do not retract landing gear
above Ihis spud.
Air Minimum Control Speed (VMCA)
Lowest airspeed at which airplane is can
trollable with onc cngine operatina and no
flaps. Note: This is a stalled condition.
OM Engine Best Rate of
Oimb Speed,
2.5 AIRSPEED INDICATOR MARKINGS
MARKING
Red Radial Line (Never Exceed)
Red Radial Line (One Engine Inoperative
Air Minimum Control Speed)
KIAS
202
169
III
140
140
109
S6
88
KCAS
19'
16S
109
138
IJ8
109
63
90
lAS
202 KTS
56 KTS
REPORT: VB!6O
2-2
ISSUED: MARCH 1J. 1'71
REVISED: SEPTEMBER '4, 19"
HC-C2Y( K.R)-2CEUFf
FC7666A-2R
He-elY( K.R).2CLEUF/
f:JC7666A-2R
PA:44.180, SEMINOLE
MARKING
Blue Radial Llne (One Engine Inoperalive
Besl Rate ()f Climb Speed)
Yellow Arc (Caution Range Smooth
Air Only)
Green Arc (Normal Operating Range)
While Arc (Flap Down)
2.1 POW.ER PLANT LIMITATIONS
(al Number of Engines
(b) Engine Manufacturer
te) Engine Model No.
Left
Righl
(d) Engine Operating limits
(I) Maximum Horsepower
(2) Maximum Rotation Speed (RPM)
(3) Maximum Manifold Pressure
(4) Maximum Cylinder Head Temperalure
(5) Maximum Oil Temperature
tel Oil
Minimum
Maximum
<0 Fuel Pressure
Normal Operating Range (green arc)
Minimum (red line)
Maximum (red line)
(g) fuel (minimum grade)
(h) Number of Propellers
ti) Propeller
fj) Propeller Hub and Bhlde Models
(I) Slandard (Two Blade)
Left
Right
ISSUED: MARCH 23, 1978
REViSED; NOVEMBER 19.1910
SECTION 1
LIMITAnONS
lAS
88 KTS
169 KTS to
l02 KTS
57 KTS 10
169 KTS
55KTSto
III KTS
2
Lycoming
Q..J60-EIA6D
LO-360-EIA6D
180
2700
full ThrlJltle
500"F
245F
15 PSI
115 PSI
5 PSI to ij PSI
.5 PSI
8 PSI
100 or 100LL
A\iation Grade
2
Harl1dl
REPORT: V(l..S60
2J
SECTION 1
LIMITAnONS
PA44-I.., SEMINOLE
(2) Optional (Three Blade)
Left
Right
(Ic.) ProJK'\1cr Diun1t"1er
(I) SlImQald (Two Blade)
Ma.'timum
Minimum
(2) Optional (1 hree Blade)
Maximum
Minimum
2.9 POWER PI.ANT INSTRUMENT MARKINGS
(a) Tachometer
Red tinc (Maximum)
(b) Oil Temperature
Red line (Maximum)
(e) Oil Pressure
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Warm Up, Taxi &. T.O.)
Red Line (Minimum)
Red line (Maximum)
or
Yellow Arc (Caution Range) (Idle)
Yellow Arc (Warm Up, Taxi &; T.O.)
Red Line (Minimum)
Red Line (Maximum)
or
Grttn Arc (Normal Operating Range)
Yellow Arc (''':aution Range) (Idle)
Yellow Arc t W.rm UP. Taxi ..t T.O.)
Red line (Minimum)
Red Line (Maximum)
(d) Fucl Pressure
Glttn Arc (Normal Operating Range)
Red line (Minimum)
Red Line (Maximum)
HC-e3YR2EUF/
FC7663SR
HCC1YR2lEUF/
FJC-766J-5R
74 IN.
n IN.
13 IN.
n IN.
SOl) to 2700 RPM
2700 RPM
60 PSI to 90 PSI
25 PSI to 60 PSI
90 PSI 10 100 PSI
25 PSI
100 PSI
60 PSI to 90 PSI
15 PSI 10 60 PSI
90 PSI 10 liS PSI
15 PSI
115 PSI
55 PSI 1090 PSI
15 PSI to S5 PSI
90 PSI to 115 PSI
15 PSI
115 PSI
.5 PSI to 8 PSI
.s PSI
8 PSI
REPORT: V"B!6I
2-4
REVISED: JANUARY 22, 1982
PA44 .... SMINOLE
(e) Cylinder Head Temperature
Gretn Arc (Normal Ran!e)
Red Une (Maximum)
2.tI WEIGHT LIMITS
(110) Maximum Takeoff Weight
(b) Maximum Ramp Weight
(c) Mallimum landing Weight
(d) Muimum Weight in Baggage
Compartment
2.13 CENTER OF GRAVITY LIMITS
SECTION 1
UMITATIONS
200 to 4J5F
SOO'F
3800 Ibs.
38161bs.
31100 Ibs.
200 lbs.
Weight
Pounds
1BOO
3400
3BOO
Forward limit
Inches Art of Datum
84.0
85.0
89.0
NOTES
Rearward limit
Inches Aft of Datum
93.0
93.0
93.0
Straight line variation betwttn points given.
The datum used is 18.4 inches ahead of the
wing leading edge at wing station 106.
II is the responsibility of the airplane owner
and the pilot to insure that the airplane is
properly loaded. See Section 6 (Weight and
Balance) for proper loading instructions.
2.15 MANEUVER LIMITS
All intentional acrobatie maneuvers (includin(t spins) ~ prohibited.
Avoid abrupt maneuvers.
REPOR1': VB-S6'
,-,
SECTION 1
LIMITATIONS
PAoU-''', SEMINOLE
1.17 FLIGHT MAJ'lIEUVERING LOAD FACTORS
(8) Positive Load Factor (Maximum)
(I) Aaps Up
(2) Aaps Down
(b) Negalwc n ~ Factor (Maximum)
2.' TYPf.S OF OPERATION
J.8 G
2.0 G
No inverted maneuvers
approved.
The airplane is approved (or the followin@ operations when equipped
in accordance with FAR 91 or FAR IJj.
(a) Day V.F.R.
(b) Night V.F.R.
(c) Day I.F R.
(d) Night I.F.R.
(e) Non Icing
2.11 FUEL LIMITATIONS
(a) Total Capacily
(b) Unusable Fuel
The unusable fuel (or this airplane has
been determined as 1.0 gallon in each
nacelle in critical flight attitudes.
(e) Usable Fuel
The usable fuel in this airplane has
been determined as 54 ,gallons in each
nacene or a total of lOS lallons.
1.13 NOISE LEVEl.
110 U.s. GAL
2 U.S. GAL.
108 U.S. GAL
The corrrctcd nois.: level ofthis aircraft is 74.7 d B(A) with the two blade
propeller and 75.6 d R(A) with the three blade propeller.
No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane arc or should be
acceptlible or unacceptable for operation at. into. or out of. any airport.
REPORT: VIJ.16O
H
ISSUED: MARCH n, 1m
REYISED: JANUARY 22, 1982
PIPER AIRCRAfT CORPORAnON
PA...... 180, SEMINOLE
SECTION 2
I.IMITATIONS
The above statement not withstandins, the noise IC'vcl stilted abovc has
been verified by and approvrd by tke Federal Aviation Administration ill
noise Icvel test nights oonducted in accordance wilh FAR 36, Noi5C
Standards - Aircraft Type and Airworthiness Certification fhis aircraft
model is in compliance with all FAR 36 noiK standards applicablc: to this
type
2.25 GYRO SUCTION LIMITS
1 he operating limits for the suction system arc 4.5 to 5.2 inches of
mercury for all operations as indicated by thc gyro suction gauge
2.27 PLACARDS
In full view or thc pilot:
The markings and placards instalkd in Ihis airplane
conlain operaling limitations which musl be complied with
wben operating this airplane in the normalc.alcgory Other
operating limitations which must be complied with when
operating this airplane in this category arc contained in I he
airplane night manual. No acrobatic maneuvcrs, inclUding
spins. approved
This airaaft approved for V.F R. I.F.R.. day and night
nonicing night when equipped in accordance with FAR 91
or fAR 135.
On instrumenl panel in full view of the pilot:
DEMONSTRATED CROSSWIND COMPONENT 17 KTS
OR
DEMO XWIND 17 KTS
In full \itw of the pilot
ONE ENGINE INOPERATIVE
AIR MINIMUM CONTROL SPEED 56 KIAS
REPORT; VR-860
'-7
SECTION :z
UMITATIONS
In Cull view of the pilot:
PA-44-IIO, SEMINOLE
WARNING TURN OFF STROBE LIGHTS
WHEN IN CLOSE PROXIMITY TO
GROllND, OR DURING FLIGHT
rHKOllGH CLOUD, FOG OR HAZE.
On instrument pand in full view or the pilot:
MANEUVERING SPEED
135 KIAS AT 3800
LBS. (SEE AFM)
OR
VA 135 AT 3800 LBS
(SEE P.O. H.)
GEAR DOWN
GEAR UP
EXTENDED
I((} KIAS (MAX.)
109 )((A5 (MAX.)
140 KIAS (MAX.)
OR
VLO 140 ON, 109 UP
VlE 140 MAX.
Ncar emergency lear release:
EMERGENCY GEAR EXTENSION
PULL TO RELEASE. SEE AFM
BEFORE REENGAGEMENT
Ncar gear ~ t o r switch:
GEAR ep
UQw,,"
Adjacent to upper door latch:
109 KIAS MAX.
140 KIAS MAX.
ENGAGE LATCH BEFORE FLIGHT
REPORT: V8-16O
1-1
ISSUED: MARCH 23, .97.
REVISED, JANUARV 12, .911
PA .... I... SEMINOI.E
On insidr of baggage compartmc:nl door.
BAGGAGE MAXIMUM 200 LBS
On storm window:
DO NOT OPEN ABOVE 129 KIAS
In fuJI view of the pilot;
TAKEOFF CHECK LIST
SECTION 2
LIMITATIONS
Fuel Selectors On
Eketric Fuel Pumps On
Alternators On
Engine Gauges Checked
Mixtures Set
Primers Locked
Pfopcllen Set
Carb Heat Off
Cowl Haps Set
Seal Backs Erect
Flaps Sct
Trim Sct (Stab. & Rudder)
Faslen Bells! Harness
Controls Free Full Travel
Dooa l t ~
Air Condilioner orr
LANDING CHECK LIST
Scat Backs Erccl
Faslen Beltsl Harness
Fuel Selectors On
Cowl Flaps Set
Electric Fucl Pumps On
Mixtures Rich
Propellers Set
Gear Down 140 KIAS Max.
Flaps Set - I I I KIAS Max.
Air Conditiuncr Off
OR
LANDING CHECK UST
Scat Backs Erecl
Faslcn Bdls/lbrness
Fuel SclectoJ"5 On
Cuwl Flaps SCi
Electric Fud Pumps On
MiltlulcS R!ch
Propcl1c1 ~ l
Gear 1)lJWIl (l..ilccn Arc)
Flaps Sel - (While Arc)
Air Conditioner Off
The "AIR CONDITIONER O..-F- ilem in the above lakeorr and
landing check lists is mandatory ror air conditioned aircrart only.
ISSUED; MARCH 23, 191.
REVISED: JANUARY 22. 1982
REPORT: VBB60
'9
SECTION 1
LIMITATIONS
In full view of the pilot:
PIPER AIRCRAFf CORPORATION
PA.-laO, SEMINOLE
ONE ENGINE INOPERATIVE STALLS
NOT RECOMMENDED. CAN CAUSE 300
FT. t S ~ OF ALTITUDE AND J0
0
PITCH
ANGI F
In full view of the pilot when the oil cookrwinteriT..ation kit is installed:
Oil COOLER WINTERIZATiON PLATE
TO DE REMOVED WHEN AM81ENT
TEMPERATURE EXCEEDS 5O"F.
On the vertical window post betwttn the first and second left side
windows and c o ~ 10 t h ~ Emergency Exit relc:ase handle:
EMERGENCY EXIT
PULL HANDLE FORWARD
PUSH WINDOW OUT
Adjacent to fuel tan" filler caps (Prior to Serial Number 44-7995(02):
FUEL ONLY 1001130 AVIATION
GRADE MIN. - USABLE CAPACITY
S4 GAL
OR
Adjacent 10 Cud lank filler caps (Serial Number 44-7995002 and up):
FtJEl 100 OR IOOll AVIATION GRADE
RPORT, VB-IOO
210
REVISED: SEPTEMBER 26. 1910
TAaLE Of CONTENTS
SECTION l
EMERGENCY PROCEDURES
Paragraph
No.
Page
No
3.1
3.3
3.5
3.1
3.9
3.11
3 13
3.15
3.17
3.19
321
323
General .......................................
Emergency Procedures Checklist ............ " .
Airspeeds For Safe Operatioru .
Engine Inoperative Procedures .
Fire " .
Fucl Management During One Engine Inoperative
Operation .
Engine Driven Fuel Pump Failure .
Landing Gear Unsafe Warnings .
Manual Exltns;on of landing .
Gyro Suction Failures .
Electrical Failures , .
Electrica.l Overload lAllernators Over 30
Above Known [keukal Load) .................
Spin Recovery (Intenlional Spins Prohibited) , ..
Open Door (Entry Door Only) .
Propeller Ovef$peed , , .
Emergency [",il ................................
Amplified EmcrJency Procedures (General) .
Engine Inoperative Procedures ....................
Fire .
Fuel M",nagemen\ During One En&ine Inoperativt
Optralion .
Engine-Driven Fuel Pump Failure .
Landing Gear Unsafe Warning!; . .
Manual EXlension Of The Landing Gear ..........
GearUp Emer&Cncy Landing .
Gyro Suctiun hilures , .
EIeClrical ...............................
3-1
32
3-2
3-2
)-5
)-<>
H
)-<>
)1
3-1
3-1
3-10
3-IOa
3IOb
)IOb
)-IOb
3-11
311
3-16
3-11
3-17
3-IM
3IM
3-18
319
3-19
REPORT: VBI60
3-1
Paragraph
No.
TABLE OF CONTENTS (<<HrC)
SECfJON 3 (tOll1)
Page
No.
3,25 Spins" . , , , , . . .. . .. . .. .. . .. .. . .. 3-22
3.27 Open Door.................................... ... 3-22
3.29 Propeller O\lenpeed .. , . ... . .. . . .. .. . . .. ... .. .. . . 3-23
3.31 Combustion Heater Overheat....................... 3-23
3.33 Emer!cncy IkKent ,. . ... .. . .. . .. . . 3-23
3.3S Eme-rgcocy Exit .--................... 3-23
3.37 Carburetor lcina.. .. . .. . .. .. . . . ... ... .. .. 3-24
R[J'ORT: VII-W
J.U
PIPER AIRCRAFT CORPORATION SECTION 3
'A.......I". SEMINOLE EMERGENCY PROCEDURES
SECTION 3
3.J GENERAL
This section proyjdes the recommended procedures for coping with
various emergency or critical situatioIl$. All of lbc erner&ency procedures
requitN by the FAA as well as those neeeuaryforoperationofthtairplane,
as determined by the operating and design features of the airplane, are
presented.
Emergency procedures associated with optional systemsand equipment
which require handbook supplements are provided by Seion 9,
Supplemenls.
This stction is divided into two basic parts. The first part conlains lbe
emergency procedures checklists. These checklists supply an immediate
action sequence to be followed durinr. critical situations with little emphasis
on Ihe operation of Ihe 5)'5lems.
The second part of the section providesamplifted emergency procedures
corresponding to the emcllencyprocedurescbeck.liSi items. Thegeamplifted
emergency procedures contain additional information to provide the pilot
with a more complete description of the proctdures so they may be more
easily understood.
Pilots must m i l i r i ~ themselves wilh the procedures given in this
section and must be prepared 10 take the appropriate action shouk! afi
emergency situation arise. The procedures are of{eKd as a CUl1le of acliofi
for coping with the pa rticular situation or condition described. They are not
a substitute for sound judgment and common sense.
Most basic emergency procedures are a norma' part 01 pilot training.
1lte information presented in this section is not intended to replace this
training. This information is inlended to provide a source ofreferenct for the
procedures which are applicable to this airplane. The pilot should review
standard emergency procedures periodically to remain profICient in thcUl.
ISSUED: MARCH 23. 1"8
REVISED: MARCH 4. 1989
REPORT: VS-360
31
SEmON) PIPER AIRCRAFT CORPORAnON
EMERGltNCY PROCEDURES PA........ SEMlNOL>:
J.3 EMERGENCY PROCEDURES CHECK LIST
AIRSPEEDS FOR SAFE OPERAnONS
One cnaine inoperative air minimum control ........... $6 'OAS
One engine inQperativr- bat rate of dimb ......... 88 KIAS
One cnaine in!lpelliHve best anAle of climb ............. 82 ItIAS
Mancuverio......................... , 115 KIAS
Never exceed ..... , ..................... 202 KIAS
ENCINI: lNOP!RAnVt: PROCmURES
DETECTING DEAD ENGINE
Lon of thrust.
Nose of aircraft will yaw in direction of dead engine (with coordinated
controls).
ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
speed ........................... 56
One entine inoperatM bat rate of climb ........ 88 KIAS
Maintain dire<:tion and airspeed above 82 ICIAS.
Mixture controls ............................ forward
Propeller controls ....................... forward
Throttle controls ..... forward
Flaps .......... retract
Gear ................................... retract
Idecnify inoperltive encine.
Thrott'e of inop. ensine .................. retard to verify
To Ittempt to restore power prior 10 fcatherina:
Mixtures ........................... , ... u
Fuel ac:lector .................... ON
Primers _......................... locked
MIlftlCtOl .............. , , ....... , . left or riaht only
Ekc:tric: fuel pump .. , ....... check ON
Carburetor helt ....................... ON
Prop control of inop. enaine ..... feather before RPM
drops below 950
Mixture of inop. enaine ......... , ....... , ....
REPORT' VB-IA
3-1
Issum, MARCH 2J, 1m
REVISED,IULY 14, 1"1
PIPER AIRCRAFT CORPORATION SECnON 3
PA,-I". SEMINOLE EMERGENCY PROCEDURES
Trim u required '(3
0
to SO of bank toward
operative l:ngine - ball to *out)
Electric fUl:l pump of iROp. eR&ine ............. OFF
Mllnetos of ioop. engine .................................. OFF
Cowl flaps ............ , ............c1ose on ioop. engine.
as required on operative engine
Alternator of inop. engine ............ " ......... , _.. , . OFF
Electrical load ........................................... reduce
Fuel ................ _...... __ OFf inop. engine.
comider crossfeed
Electric fuel pump engine OFF
ENGiNE FAILURE DURING TAKEOFF (Below 7S K1AS)
If engine occurs during labolT and 75 XIAS has not been attained:
Throttle!! CLOSE both immediately
Slap straight ahead.
If inadequate runway remain. to stop:
1lu'ottles ................ _........................ CWSED
Brakes .......................... '" ..... apply max. brakinl
Master switch .................................... OFF
Fuel selectors ............................... , ... OFF
Continue straight ahead. turning (0 avoid obstacles.
ENGINE FAILURE DURING TAKEOFF (75 KIAS or above)
If engine failure occurs during takeoff ground roll or after lift-off wilh gear
still down and 75 KIAS has been attained:
If adequate runway remains CLOSE both thronles imml:diately, land if
airborne and stop straight ahead.
If runway remaining i; inadequate for stopping, decidl: whl:ther to abort or
continue. If decision is made 10 continue. maintain beadingand whenclimb
is established retract landina gear. accelerate to gg KIAS. and feather
inoperative engine prop (see Engine SecurinX Procedure).
WARNING
)0 ceJ1ain combinations of aircraft weight,
configuration, ambient conditions and speed.
negative climb performance may result. Refer
to One Engine InoperaliveClintb Performance
chan, Figure 5-25.
ISSUED: MARCH 13. U7I
REVISED: APRIL 10, 1911
REPORT: VM60
3-3
SECTION 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA44-IH. SEMINOLE
ENGINE FAILURE DURING FLIGHT (below 56 KIAS)"
Rudder ......... _.............. apply toward operative engine
Throttles (both) ............................ retard to stop tum
Pitch attitude ...... , ....... lower nose to accelerate above: 56 K.IAS
Operative engille ............... ,. increase power IlS airspeed
increase, above S6 KIAS
tr altitude pennits. a restart may be attempted. If Jt:Start fails or if altitude
docs not permit restart, see Engine Securing Procedure.
ONE ENGINE INOPERATIVE LANDING
Inop. engine prop ............................... fcather
When certain of making field:
Landing gear .................. " , ....... c::ttend
Wing naps ............. "........................ lower
Maintain additional altitude: and speed during approach.
Final approach speed ............................ 90 KIAS
Wing flaps ....... 15
0
ONE ENGINE INOPERATIVE GO-AROUND
(SHOULD BE AVOiDED IF AT ALL POSSIBLE)
Mixture ........................... '" ....... forward
Propeller .............................. forward
Throttle ..................... open slowly
flaps ...................................... retract
Landing gear ........................ , ..... retract
Airspeed ................................... 88 KIAS
Trim ........................... , ........... set
Cowl flap operating engine: .............. , ..... as required
REPORT: V""
3-4
ISSUED: MARCH 13,,.
REVISED: DECEMBER 15, 1m
PA....'I8. SEMINOLE EMERGENCY PROCEDURES
AIR START (UNFEATHERING PROCEDURE)
fud s ~ r inap. maine: ON
Electric fud pump inop. CRaine. , ON
Prop control .................forward to auise
RPM position
Mixture .... , ................................ RICH
Throttle ............................ , ... two full strokes .nd
then open 1/4 inch
Magneto Iwilcbes ........................................ ON
Starter cnpae unlil prop windmills
ThrotUe ................ reduce power until engine ls warm
Jr ensine does not $lart, prime as required.
Alternator ....................................... , . ON
FIRE
ENGiNE FiRE ON GROUND
If engine has not started:
Mixture ....... '....................... , ..... idle cut-off
Throttle ...................................... open
Stame ......................................... aank engiT'IC
If engine has already 5tarted and is running. conlinue opentlinS 10 try
pulling the fire into the ensine.
If firc continues, extinguish with best available means.
If external fire extinguishing is \0 be applied:
Fuel selector valvc::s ............................... OFF
Mix\ure ........................................... idle cut-off
ENGINE FIRE IN FLIGHT
Affected engine:
Fuel selector ........................................ OFF
Tbcouk ...................................... clOSt
Propeller ...........................................feather
MiJuure " ............................ idle cut-off
Cowl nap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . ......... OPEN
If terrain permits land immediately.
ISSUEO: MARCil 11, 1m
REVISID: JANUARY 5, 1911
REPORT: YB-Ut
:H
SECTION 3 PIPER AIRCRAfT CORPORATION
EM[RGENCY PROCEDURS PA-44-IIO. SEMINOLE
FUEL MANAGEMENT DURING ONE ENGINE lNOPERATWE
OPERATION
CRUISINQ
When using fud r r ~ I::nk on Ihe same side as Ihe operating engine:
Fucl selector operating cnsine _ ON
Fuel selector mop engine .................................. OFF
Electric fuel pumps , OFF
(except in case of engine driven pump
failure. dectr:c fuel pump on operalini
engine side musl be used)
When using fucl from tank on the side opposile Ihe operalint engine:
Fucl selector operating cnline CROSS FEED
Fucl selector inop. engine ................................... OFF
Electric: fuel pumps ........................................ OFF
(except in case of engine driven pump
failure. electric fuel pump on operaling
engine sKie musl be used)
NOTE
lJse crossfeed in level cruise night only.
lANDING
Fuel selector operatins engine ..................... ON
Fuel selcclor inop engine ......................... _... OFF
ENGINE DRIVEN FUEL PUMP FAILURE
Electric rutl pump ........................................ ON
LANDING C.;tAR trJ'l\SAF WARNINGS
Red lighl indicates gear intransit
Recycle gear if indication continues.
Light will illuminate and gear horn sounds when the gear is not down and
locked if throllles are at low settings or wing naps arc in second or third
notch position.
ISSUED: MARCH lJ, U71
REVISED, SEPTEMBER 14, \'7'
PIPER AIRCRAFT CORPORATiON SECTION 3
PA_I_, SEMINOLE EMERGENCY PROCEDURES
MANUAL EXTENSION OF LANDING GEAR
Che<:k following before "tending pr manuaUy:
Circuit breakers ................................... check
Master switch ........................................ ON
AltcrnatOfs .............. , ..................... check
Naviaation 1iJh.t$ ...... , ..... OFF
(daytime)
To extend, proceed as follows:
Airspeed ............... reduce (100 KIAS ma:l.)
Gear selector ........................... GEAR DOWN
LOCKED position
Emera. gear extend knob .............................. pull
Indicator liahts ............................... 3 ,reen
leave emertency gear extension knob out.
GYRO SUcnON FAILURES
Suction below 4.5 in. HI.
RPM .................................. increase (0 2100
Altitude ......................... des<::end to maintain
4.5 In. Hg.
Use electric tum indicator to monitor Directional Indicator and Attitude
Indicator performance.
ELECTRICAL FAILURES
ALT annunciator lisht illuminated
AmOlCtcrs ............ , ..... , ............. check 10 determine
inoperative alternator
lr one ammeter shows zero
loop. ALT switch OFF
Reduce clCClral loads to minimum
ALT circuit breaker ........................ Check and reset
as ~ u i r
Inop. ALT switch ............................ ON
ISSUED: MARCH 13, .9,.
REPORT: V......
>1
SEC1tON 3 "PO AIRCRAFT CORPORAnON
EMERGENCY PROCEDURES PA-44-I... SEMINOL!
If power is not restored
Inop. ALTswitch .......................... OFF
E1cctricalloads ............... Re-establish to
6D amps max..
If both m m ~ show zero
ALT switches Both OFF
Reduct electfkal loads to minimum
ALT circuit breakers ................ Check both and reset
is required
ALT switches ........................ ON one at a time
Determine ALT showinB LEAST (but not zero) amps
ALT switches .. Least load ON
other OFF
E1celrieal loads ................. Re-establish to
60 amps. max.
FOR AIRPLANES WITH INTERLOCKED MASTER AND ALT
SWITCH OPERATION
If ahcmator outputs are NOT mtored
Alt IWitcbes ................................. OFF
EJectric:a1 loHS ........ , .. Reduce to minimum
Land as soon as practical. The battery is the only remaining source of
electrical power. Anticipate complete electrical failure.
WARNING
Compass error may cxued 10 depees with
both alternators inoperative.
NOTE
If the battery is kp1etcd. the landingpr must
be lowered usiog Ibe emergency preQ.tnsion
proceduft. The tear position Ii.hts wiU be
inoperative.
REPORT: V"'"
3-1
ISSUED: MARCIl 23. 1m
REVISED: JANUARY 5. IMI
AIRCRAFT CORPORATION ScnON]
PA-...... I... SEMINOLE EMERGENCY PROcmURES
FOR AIRPLANES WITH SEPARATE BAT AND AU SWITCH
OPERATION
If aherl\lllor OUlpu11 are NOT restored
BAT switch ...................................... OFF
ALT switches ON one at a lime
If OM or bolh allcrMltot outputs are res,ored
Elearal loads ........................... Reduce to mLnimuCh
Land as soon as practical. The alternalor(s) is Ihe only remainin, source of
deetrtcal powu.
NOTE
Due to increased system "ollaae and radio
(rt:qucncy noise. opcralion with ALT switch
ON and BATswilch OFF should be made only
when required by an dcctrical system failure.
If alaau'or outputS arc NOT rntoted
ALT switches ..................................... OFF
EkctJic:a,IIOlMk ........................ Reduce to minimum
land u sooa as practical. The b.ttcry ls the only remainina source o(
dcctrLcaJ power. Anticipa,e complcle system failure.
WARNING
Compass Cfror lDlIy exceed 10 dcll'cC$ wilh
boIb ahcmators inopcrati\'C.
NOTE
If the baltery is ckpkted, lhe landinaacarmU$t
be Iowcn:d win. the cmct'.nc:y sear eJuens'on
procedure. The Far position Ii,hls will be
iaoperMi"e.
ISSUED' MARCH 23971
REVISED: JANUARY S. ltll
REPORT'V.....
),9
SECTION 3 PIPER AIRCRAFT CORPORAnON
EMERGENCY PROCEDURES PA44-1I0, SEMINOLE
EUC'11lICAL OVERLOAD (ALTERNATORS OVER 3t AMPS
AROVE KNOWN ELECTRICAL LOAD)
FOR AIRPLANES WJTH INTERLOCKED MASTER AND ALT
SWITCH OPERATION
Electrical load _..................... , .. Reduce
If alternator loads are NOT reduced
ALT switches ., ................................ OFF
Land as soon III possible. The baUery it the only remaininl source of
elc<:trical power. Anticipate compiete electrical failure.
FOR AIRPLANES WITH A SEPARATE BAT AND ALT SWITCH
OPERATION
AtT switches ........................ '" ....... ON
BAT s!titch .... , ........................... OFF
If alternator loads ue reduced. this indicates a malfunction of the battery
and/or banery ",irina.
EJedricalloads ............................. Reduce to Min..
Land a. $Oon as practical. The akernator(s) is tbe only remaininlsourc:c of
ckctrical power.
NOTE
Due to increased system voltage and radio
frequency BOise. operation with ALT switches
ON and BAT switch OFF should be made only
when requind by an dectricail failure.
Jf alternator loads arc NOT reduced
ALT switches OFF
BAT switch. , .......................... As required
EJtrica) loads ..................... Reduce 10 minimum
Land as loon as practical. The battery il the only remainina source of
electrical power. Anticipate complele electrical failure.
REPORT: Va.",
:1-11
ISSUED: MARCH 13, 1'71
REVISED: JANUARY 11, 1m
PA-4.... I... SEMINOLE EMERGENCY PROCEDURES
WARNING
('ompass error may eXC1:ed 10 dl:grees wilh
NOTE
If the baltery is depleted. the landing gear mUM
be lowered using the emergency gear ;xtcnsion
procedure. The gear posilion lights will be
inoperative.
SPIN RECOVERY (INTENTIONAL SPINS PROHIBITED)
Throttles , . retard to idle
Rudder ........................................ full opposite to
direction of spin
Control wheel ............................. release back pressure
Control wh1 ................................ lull forward if
nose docs not drop
Ailerons ........................ _..... _ " neutral
Rudder .. _.... _.......................... _. _.. nClitralile when
rotation stops
Conlrol wheel ............................... smooth back pressure
10 recover from dive
NOTE
Federal Aviation Administration Regulations
do not r ~ u i r spin demon"tration of
multi-cngine airplanes; therefore. spin leslS
have not been conducted. The recovery
technique presented is based on Ihe besl
available information
ISSUED: JANUARY S. 1911 REPORT: VI-I60 I
311.
EMERGENCY PROCEDURES PA44-180, SEMINOLE
OPEN DOOR (ENTRY DOOR ONLY)
If both upper and side latches are open, the door will trail slightly open and
airspttds will be reduced slightly.
To dose the df)or In f1iiht.
Slow airplane to 8::l KI\S.
Cabin Vtnts ......................................... dose
Storm window........................................ open
If upper latch is open ...................................... latch
If side latch is open ......................... pull on armrest while
moving latch handle
to latched position
If both latches are oren ....... , .
PROPELLER OVERSPEED
latch side latch
Ihen top latch
Throttle ................................ , .. , retard
Oil pressure ............... , ............ , .. , , check
Prop control full DECREASE rpm.
Ihen set if any
control available
Airspeed ............................................ reduce
Throttle .............................. as required to remain
below 2700 rpm
EMER;ENCY EXIT
Remove thermoplastic cover.
Pull handle lorward
Push window (lui
REPORT: VB860
3-IOb
ISSUED: JANUARY 5, 1981
PIPIR AIRCRAFT CORPORATION SECTION]
PA...... ". SEMINOLE EMERGENCY PROCEDURES
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs arc presented to supply additional
information for the purpose of the pilot with a more complete
undeTllandin. of the recommended course of action and probable cause of
an emergency situation.
3.7 ENGINE INOPERATIVE PROCEDURES
DETECTING A DEAD ENGINE
A loss of thrust will be noted and with coordinated controls, the nose of
the aircraft will yaw in the of the dead engine.
ENGlNE SECURING PROCEDURE (FEATHERING PROCEDURE)
Keep in mind Ihat the one inoperative air minimum control
speed is 56 KIAS and the one engine inoperative best rale of climb speed is
88 lAS when beginning the feathering procedure.
To feather a propeller, maintain direction and an airspeed above 82
KIAS. Move the mixture and propeller controls forward. The throttle
controls should be moved forward to maintain a safe airspeed. Retract the
naps and landing gear and identiCy the inoperative engine. The airplane will
yaw in the direction orthe dead Retard the throttle of the inOpCf1llive
engine 10 verify loss of power.
NOTE
If circumstances permit, in the event of an
actual engine failure. the pilot may elect to
attempt to restOrt power prior to feathering.
If circumstances permit an attempt to restore power prior to feathering,
adjust the mi"ture conlCol u required, move the fuel selector control loON.
primers locked and select either L (left) or R (right) magneto. Move
the carburetor heat control to ON and Ihe dectlic luel rump LO the ON
position. H power is not immediatc:ly restored turn off the electric: fuel
pump.
REViSED: DECEMBER 15, .".
REPORT: VB-I60
:1-11
SECTION J PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA........ IIO. SEMINOI.E
The propellers can be feathered only while the engine is rotating above
950 RPM. loss of centrifugal force duc: to slowing RPM will actuate It stop
pin that kcc:ps the propeller from feathet"ingcach lime Ihcengioe is stopped
on the ground. One engine inoperative performana: will decrease if the
. propeller of the inopcr:Slive engine is not feathered.
The pror-:lic, conlro,1 of the inoperative engine should be moved to the
feather positi(ll1 .n,d <lu; mixture control of the inoperative engine should
be moved to idle cUhllf.
Trim lhe aircraft as required and maintain a )0 10 5 bank loward lhe
operating engine. The ball will ht: !oS (0 *out for minimumdrag. Th(' electric
fuel pumps should be biT eltcr:pt in the ease of an engine-driven fuel pump
failure. Turn OFF lhe magnetos and close lhe cowl flaps on the inoper.tlive
engine. Cowl flaps should be used as necessary 011 Ihe operative engine.
The alternator of (he inoperative engine should be turned OFF and the elec-
tricalload reduced to prevent depletion of the battery. Move the fuel selector
control for the inoperative engine tothe OFF position. If necessary, consider
the use of crossfet"d (rder to Fuel Managt:menl During One Engine Inop-
erath'e Operalion. paragraph 3.11). Turn OFF engine's electric
fud pump.
NOTE
When an e:ngine is feathered, the alternator,
gyro air, and oil annunciator warning lights
will remain iIIuminaled.
ENGINE FAILURE DURING TAKEOFF (Below 7$ KIAS)
l1lC one engine inoperative air minimum control speed rOT this airplane
is S6 KIAS under standard conditions.
NOTE
This is a stalled condition.
REPORT: VBIit
3-12
ISSUED: MARCH 1.3. 1971
REViSED: JANUARY 22, 1982
PIPER AIRCRAFT CORPORAnON SECTION 3
SEMINOLE EMERGENCY PROCEDURES
Ifengine failure occuNduring takeoff ground rot! and 75 KIAS halnol
been attained, CLOSE both throttles immediately and stop straight ahead.
If inadequate runway remains to stop, dose the throtUu lind apply
maximum braking. The master switcb and fuel xlectou should be turned
OFF. Continue path straiaht ahead turning to avoid obstadesasnessary.
ENGINE FAILURE DURING TAKEOFF (75 KIAS or above)
If eOline failure occun during takeofr around. ron Of" aftel lirto(f with
the gearstilldown and 75 KIAS has been attained the course ofaetion to be
taken will depend on the runway remaining_ If adequate runway remains,
CLOSE both throttles immedUilety, land if airborne and stop st",iaht
ahead. If the run....y remaining is i..dequate for !toppioS, the pilot must
dt<:tde whether to abort the takeoff or to continue. The decision must be
based on the pilot's jUdgment considering loading, density altitude,
the weather, and the pilot's competenct. If the decision is
rmde to continue the takeoff, maintain heading.net ainpeed, RETRACT
the landin& gear, accdenate to 88 KIAS and FEATHER the inopef1itive
en!ine (refer 10 Engine Securing Procedure).
WA.RNING
In cenain combinations of aircrart weight,
confieuration, ambient conditions and speed,
negative climb performance may rewlL Refer
to One Engine Inoptmtive Climb Performance
chan, Figure 5-2S. .
ENGINE FAILURE DURING FLIGHT (Below 56 KIAS)
Should an engine fail duritll: f1ipt al an airspeed below:56 KIAS, apply
rudder towards the operative enaine 10 maintain diret:tional control. The
throttles should be retarded to stop the yaw force produced by the
inoperative engine. Lower the nose of the ail'\':raft to attekrate above S6
KIAS and increase the power on the operative engine as the ainpeed
exceeds 56 KIAS.
After an airspeed above 56 KIAS bas beenestablished, .nengine restaT1
attempt may be made if altitude pennits. If Ibe restart has failed, or if
altitude does not pennit, the engine should be secured, sec EnJine Securing
Procedure.
LSSUED: MARCH 13, .97.
REVISED: APRIL .1, 1911
REPORT: VB-'"
JoIJ
SECTION J PIPER AIRCRAFT CORPORATION
EMERGENCV PROCEDURES PA-..... UO. SEMINOLE
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT:VIH6O
3-14
ISSUED, MARCH 13.197.
REVISED: DECEMBER 15. 197'
PIPER AIRCRAfT CORPORATION SEcrION]
PA-oI4188. SEMINOLE EMERGENCY PROCEDURES
ONE ENGINE INOPERATIVE LANDING
Complete the Engine Securinl Produre. The landing gearshoukl nOI
be extt:nda:l alld (Mwing naps should not be lowered unlil ctllin of makinl
the rleld.
MaiOlain addilional altitude and sreed during approaf.h. keeping in
mind that landing should be made right the first time ;and that a go-around
should M avoidcd if at all possible.
A final approach speed of90 KIAS and the use of 25
0
rather than full
wing naps will place the airplane in the best configuration for a io-around
5hould this be necessary.
WARNING
Under some COnditions of loading and density
alii tude a g o ~ r o u n may be impossible. and in
any event the 'Sudden application 01 power
during one engine inoperative operation makes
control of the airplane more diCficulL
ONE ENGINE INOPERATIVE GO-AROUND
NOTE
A one engine inoperative go-around should be
avoided if at all possible.
To e"ecute a one engine inoperative go-around. advance the mi"ture
and propeller levtn forward. The thrOllJe should be advanced slowly to the
full forward position. Retract the naps and landing gear. Maintain ail'Spced
at the one engine inoperative best rate of climb speed of &8 KIAS. Set the
trim and cowl naps as required.
AIR START (UNFEATHERING PROCEDURn
Move the fuel selector for the inoperative en,im: 10 the- ON p05ition and
cMck 10 make 51HC the eleclric fuel pump for thai engine is ON. Push the
propeller control forward 10 the cruise RPM position and Ihe mixlure
should be set RICH. Push in lullthrollle twier and then open it 1/4 inch.
REPORT: VB-86t
315
EMERGENCY PROCEDURES PAJIlO. SEMINOLE
Turn ON the magneto switches and engage lhc:stal1eruntil the propeller
wtndmiUs. The throttle should be set at reduced power until the engine is
warm. If the engine does not start, prime as necessary. The alternator switch
should then be turned ON.
3.9 FIRE
ENGINE FIRE ON HIE GROUND
The first aUempl 10 extinguish the (ire is to tl1' to draw the fire back into
the engine. If the engine has nat started, move the mixture: control to idle
cui-of( and open the throttle. Bellin to crank the engine with the starter in an
attempt to pullthc: fire into the engine.
If the engine has already started and is running, continue operating to
try to pull the fire into the engine.
In either case (above), if the fire continues longer than a few secondslhe
fire should be extinguisbed by tbe best available external means.
Ir an uternal fire ell:tinguishing method is to be applltd move the fuel
selector valves 10 OFF and the mixture to idle cut-orr.
ENGINE FIRE IN FLIGHT
The possibility of an et1a.ine fire in flight is extremely remote. The
procedure gn.en below is general and pilot judgment should be the deciding
factor for aclion in such an emergency.
If an engine fire occurs in night. place the fuel selector of the affected
engine in the OFF position and close its throuk. Feather the propeller on
the (aully engine. Move the mixture control to idle cui-orr. The cowl nap
should be open. A Landing should be made i( terrain permits.
ISSUED: MARCH D. 1978
REVISED, JANUARY S. 1911
PIPER AIRCRAFT CORPORATION SECTION J
PA44-IH. SEMINOLE EMERGENCV PRO('Ef)URES
3.11 FUEL MANAGEMENT DURING ONE ENGINE INOPERATIVE
OPERATION
A crossfet'd is provided to increase range during one engine inoperative
operation. Use crossfeed in c ~ nighl only.
CRUISING
When usi1l8 fuel from (he fuel tank. on lhe same side ~ lhe operating
engine, the fuel selector of the operating engine should be ON and the fuel
selector for the inoperative engillC should be OFF. The electric fuel pumps
should be OFFexcept in thease ofan engine-drivenfuel pump failure. If an
engine-driven fuel pump has failed. the electric fuel pump on (he operating
engine side must be ON.
Increased range is available by using fuel from the t.Ilink. on the opposite
side of the operating engine. For this configuration the fuel selector of (he
operating engine must be on X-FEED (cronfeed)and thefud sckctorofthe
inoperative engine musl be OFF. The dectric fuel pumps should be OFF.
Crassfeed is approved far level cruise night only.
LANDING
During the landing sequence, the fuel selector of the operating engine
must be ON and the fuel selector of the inopcrativeengine OFF. The dectric
fuel pump of the operaling engine should be ON.
3.13 ENGINEDRIVEN FUEL PUMP FAILURE
loss of fuel pressure and engine power can be an indication offailure of
lhe engirlC-driven fuel pump. Should these occur and engirtC'-driven fuel
pump failure is suspected. tum ON the electric fuel pump.
CAUTION
If normal engine operation and fuel nnw is not
immediately re-established, the elr.i:tric fltd
pump stlOuki be turned orr. The lack of a fuel
now indication ...mile on the electric fuel pump
could indicate a leak in the fuel system, or fuel
exhaustion
ISSUED: MARCil 23, 1'71
REVISED: MARCH 4, 1'89
REPORT: va.."
317
5ECI10N] PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA.......I... SEMINOLE
].15 UNDING GEAR UNSAFE WARNINGS
The red landing .ar light will illuminate when the landinl Far is in
Iransition between the full up position and the down and locked position.
The pilot should rec}'e1e the landing gear if continued illumination of Ihe
lilbt OCCUrl. Additionally, the liaht will illuminate when lhe aear warniR'
horn sound,. Thr ~ warning born will sound at low tbroule idtiJ18S ifl-he
sear is not do.,n and locked. and when 'NUl. naplare in Ihe $CcoRd or Ihird
notch potition and the par is DOt down and locked.
117 MANUAL EXTENSION OF THE LANDING GEAR
Several iterm should be ehecked prior to extendirllthe tandinl pr
manuall}'. Check for popped circuit breakers and ensure the masler switch is
ON. Then check the alternatOtl. If it is daytime, turn OFF the navigation
lights.
To execule a manual eKlcn.ion of lhe laftdina aur, power should be
reduced 10 maintain ainpced below -tOO KIAS. Place the lancfinJ Far
sctec:tor .witc:b in the GEAR OOWN posttKtft aDd pull the emtrJCncy pr
cueuionJ:.nob. Cbeck for J .rcen indic:atoc lipb.
WAIINING
If the emerttncy .a' exu:n.io. knob has been
pulled OUI 10 lower the Jel.r due 10 a lear
system malfunction, kaYe the control in its
extended poIition until the airplane has been
Pill on jacks to cKck the proper function 01
tbe landinl Ita" hydraulic and electrical
,,,......
3.1' G[AR
4
1IP EMUGENCY LANDI\Il!G
An appruach should he Jnlide wilh powtr a'a DOrRUlI aif$pee<t with lhe
naps up. ~ nap' are left .p '0 reduce win. and nap damaF. Oose lhe
throttles just before touchdown. Turn OFF the masler and i.nilion switches
and moVe tbe fuel selector valve controls 10 OFF. Contact to the surface:
should be made a' a minimum airspeed.
REPORT: V...16t
3-11
ISSUED: MARCH 13, 1"1
REVISED: SEPTUIUR 14, .,,,
PA-44IIO. SEMINOLE EMERGENCY PROCEDURES
3.11 GYRO SUCTION fAILURES
A malfunction of Ihc instrument sucHon system will Dc indicated by a
reduction of the suction reading on the gauge. A red buUon annuncialorwill
show in case of a featbcred engine or vacuum pump failure
In the event of a suclion system malfunction, (sultion lower than 4.5
inches of mercury) increa$l: engine RPM to 2700. to an allitude at
which 4.5 inches of mercury suction can be maintained. it" possible. The
electric IUrn indtcator should be llsed 10 monilor the pcrfurmance of Ihe
directional and attitude indicators.
3.23 ELECTRICAL FAILURES
If one ammeter showszemoutput, turn its SWilch OFF.
loads to a minimum and check its circuit breaker. Reset if required. Turn
ALT switch ON. If the alternator remains inoperalive, repeat the above
procedure one more time. If Ihe alternator still remains inoperative, turn
AL.T switch OFF, maintain an electrical load of 60 amps maximum on the
operating alternalor and exercise joogment regarding continued night.
If both ammeters show uro output. turn bolh ALT switches OFF and
reduce c1ectricalloads to a nlinimum. Check both alternator circuit breakers
and reset if required. Turn ALT switches ON one at a time while observing
Inc ammeters. The allernator snowing lbe'LEAST lbut not zero) output.
should be turned ON and the olher alternator should be left OFF. Electrical
load5 may be re-established as required 10 a maximum of 60 amps.
FOR AIRPLANES WITH INTERLOCKED MASTER AND AlT
SWITCH OPERATION
U neither alternalor output can be restored. both alternator switches
should be lefl OFF. Reduce eleclricalload to e5StOlial systems and land as
soon as practical. The banery is the only remaining source of eltctrical
power.
WARNING
Compass error may exceed
both alternators inoperative
REVISED: IANUARY 5. 1911
10 degrees with
REPORT: YB-1I60
3-19
EMERGENCY PROCEDURES PA-44-18t, SEMINOLE
NOTE
If the battery is deplelcd.IM landing gear mllSt
be lowered usina the emerleney iear extension
prnccdure. The gear position lights will be
inopcq'-live.
FOR AIRPLANES WITH SEPARATE BAT AND AlT SWITCH
OPERATION
If alternator oulputs are not restored, turn BAT switch OFF, AlT
swilches OFF. fhen ON onc at a lime. If one or bolh allernator outputs IIrc
restored. leave 1M BAT switch OFF and land as soon as practical This
condilion is an indicalion of a baltery and/or batttry wiring malfunclion.
NOTE
Operation with Ihe AtT swilches ON and lhe
BAT swilch OFF should be made only when
required by an electrical failure, due 10
increased system voltage and radio rrequency
noise.
If neither alternator oulput can be reslored. turn bOlh ALT switchts
OFF and turn the BAT switch ON as required. Maintain a minimum elee-
tricalload and land as soon as practical. The battery is the only remaining
sourtt of electrical power.
WARNING
Compass error may exceed 10 degrees with
bolh alternalof1 inoptrative.
NOTE
tr the baltery is depleted. 1M landing gtar must
be IO\"'cled using the emergency eXlension
procedure The green position lighlS will be
inoperative
REPORT: VBS60
HI
PA-4+I8t, SEMINOLE
SECTION 3
ElEcrRICAl OVERLOAD (ALTERNATORS OVER JO AMPS
ABOVE KNOWN ELECTRICAL LOAD)
Ir abnormally high alternator outputs are obscrved and persist (more
tban 30 amps above known declrtcal load for Ihe operating conditions),
they may be caused by a low ballery, a ballery faull or other ahnormal eke-
triQ.1 load. If the cause is a [ow battery. the indic-.. lion should begin to
decrease toward normal within S minutes. HIM overload condition persists
prooecd as follows:
For airplanes with interlocked MASTER and ALT switches, reduce
electrical loads by turning off non-essential electrical equipment. If the loads
cannot be reduced, turn the ALT switches OFF, mainlain minimum e1ec-
tricalload and Land as soon as practical. The battery is the only remaining
source of dedrical power. Also anticipate complete electrical failure.
WARNING
Compass error may el'Oceed 10 degrees Wilh
both alternators inoperalive.
NOTE
1(lhe ballery isdepleled.lhe landing gear musl
be lowered using the emergency extension
procedure. The green position lights w;1I be
inoperative.
for airplanes with separate BAT and AlT switch operation, lurn the
BAT switch OFF and the ammeter indication should d:rease Tum the
BAT switch ON and continue to monitor the ammeter Should the alter-
nator outputs not decrease within 5 minutes, turn Ihe BAT switch OFF and
land as soon as practical. All electrical ((lads arc being supplied by the
alternators.
NOTE
OJ'lt'ration wilh tht ALT swirches 0;'\0 an<t the
BAT switch OFF should be made only when
re4u;rcd by an e l t r i ~ failure, due to
increased system voltage and radio frequency
noise
Rt.:VISEO: JANUARY 5, 1911
REPORT: Y886Q
:1-1,
EMERGENCY PROCEDURES SEMINOLE
3.15 SPINS
Intentional spins are prohibited in this airplane. In the: event a spin is
encountered unintentionaUy, immediate recovery actions must be: taken.
To from 40 unintentional spin, immediately retard the throttles
to the idle position. Apply full rudder opposite the direction of the spin
rotation. Let up all back pressure on the control wheel. If the nose docs not
drop, immediately push the control wheel full forward. Keep the ailerons
neutral. Maintain the controls in these positions until spin rotation stops,
then neutralize the rudder. Recovery from the ITsultant dive should be with
smooth back pressure on the control wheel. No abrupt control movement
should be used during recovery from the dive, as the positive limit
maneuvering load factor may be exceeded.
NOTE
Federal Aviation Administration Regulations
do not require spin demonstration of multi
engine airplanes; therefore, spin tests have not
been conducted. The recovery technique
presented is based on the best available
information.
3.17 OPEN DOOR (ENTRY DOOR ONLY)
The cabin door is double latched, so the chances of its springing open in
flight at both the top and side are remote. However, should you forget the
upper latch, or not fully engage the side Iatcb, the door may spring partially
open. This will usually happen at takeoff or soon afterward. A partially
open door will not affect normal fligbtchamctcristics, and a normal landing
can be made with the door open.
If both upper and side latches are open, the door will trail slightly open,
and airspeed will be reduced slightly.
To close the door in night, slowthe airplane to 82 KIAS,c1ose the cabin
vents and open the storm window. If the top latch is open,latch it. If the side
latch is open. pull on the armrest wbile moving the latch handle to the
latched position. If both latches are open, close the side latch then the top
latch.
REPORT: VB-860
3-2%
PA.... t80. SEMINOLE [MERGENCV PROCEDURES
3.29 PROPELLER OVERSPEED
Propeller o v r s ~ is usually caused by a malfunClion in Ihe propeller
governor which allows the propeller blades 10 rolate to full low pitch.
If ))roreller overspeed shollkl occur. relard Ihe thmule The "ropeller
control should be moved to full "DECREASE rpm" and til.:n ~ if any con-
Irol is available. Airspeed should be reduced and the throttle shuuld be used
to maintain 2700 RPM.
3.31 COMBUSTION HEATER OVERHEAT
In the event of an o"erheal condition, the fuel, air and ignition to Ihe
heater is automatically cut off Do not attempt to restart the heater until it
has been inspected and the cause of the malfunclion has been determined
and corrected.
3.33 EMERGENCY DESCENT
In the e"ent an emergency descent becomes necessary. CLOSE the
lhrottles and move the propeller controls full FORWARD AdjuSI the
mixture control as necessary to attain smooth operation Extend the landing
gear at 140 KIAS and maintain this airspeed
3.35 EMERGENCY EXIT
The pilot's lelt side window ls an emergency exil. This is to be used when
emergency egress becomes nt'CeUary on the ground only. The emergency
exit release handle is located beneath the thermoplastic cover on the "ertical
post IKt ....'ten the 1st and 2nd left side windows. To cxil lhe aircrah, remove
the thermoplastic cover, push the release handle forward and then push the
window out. The window then will fall free from the fuselage.
ISSUED: JANUARY S. 1981 REPORT: VB-I"
323
SECIlON 3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-U-IIO, SEMINOL[
J.J7 CARBURETOR ICING
Under cercain moist atmospheric conditions at lemperaturcs of -SoC 10
20"C. it is possible for ice to form in the induction system, c"en in summer
weather. This is due to thc high air velocity through the carburetor venturi
and the absorption of heat from this air by vaporization of the fuel.
To avoid lhis.carburelor prehealls provided to replace the heatlosl by
vaporization. Carburc:tor heat should be full on when carburetor itt is
encountered. Adjust mixture for maximum smoothness.
REPORT: VB8"
loU
ISSUED: JANUARY 5, 19St
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph
No.
Page
No
'.1
4.J
'.5
4.7
4.
4, /I
413
4 I'
Gener.1 .........................................
Airspeeds For Sale Operations .....................
Normal Procedures C'hed:fist. ...................
Pl'eparation ............................ ' .
Preilight Chct:l:. ......... '" _ .
Staning Engines .
Starling Engines ................................
Slarling Engines In Cold ("dow 10 f) . " ..
Starting Engines When Hot .
Starting Enllines When Flooded .
Slarling Engines Wilh Elltunal Powt:r .
Warm-Up : .................
Taxiing .......................................
Bdore Takeoff Ground Check ...............
Takeoff ......................................
Takeoff Climb ................................
(' ruise Climb ...............................
Cruising ....................................
Descent ...................................
Approach and Landing .......................
Go-Around ................................
After Landing. . . .. . .. .. . . .. . . . . .. .. . ..........
Shutdown ..... _....................
Parking .
Amplified Normal PrOCl-durcs (General) ...........
......................................
Prenight Check .
Before Starting Engines .
Starling Engines. , ........... _...........
4-1
4-2
'.J
4-J
4-J
4-'
4-5
'-6
4-6
4-'
'-7
4-7
H
4-.
4-'
4-10
4-10
4-'0
4-11
4-11
4-11
4-11
4-12
4-12
4-1211
4-12a
4-123
4-[]
4-14
REPORT: VB-S6t
'-j
TABLE OF CONTENTS ~ C
SECfION .. (c:oel)
Para.raph. '
No.
Page
No.
4.16
4.17
4.19
4.21
4.23
4.25
4.27
4.29
4.31
433
4.35
4.37
4.39
4.41
4.43
4.45
4.41
4.49
4.51
4.53
Starting Engines In Cold Weather (Below 10F) .
Slarling Engines When Hoi .
Starting Engines When Flooded .
Slarling Engines With External Power ..............
Warm-Up _............................
Taxiing _ _.......
Before Taktoff - Ground Check ...............
Takeoff , ............................
Climb _ _... _... _.......
Cruising " __ ............. , .....
Descent , ........... , ,.
Approach and Landing ...... , ...............
Go-Around ..................................
After landing ..................................
Shutdown .......................................
Parking .........................................
Turbulent Air Operation ............... " .
VF.... E - Intentional One Engine Inoptrative Spd .
VMCA' Air Minimunl Control Speed .. _ .
Stalls ..........................................
4-14
4-IS
4-15
4-1S
4-11
4-17
417
4-19
4-20
4-21
4-22
4-23
425
425
4-25
4-25
426
4-26
4-26
4-27
REPORT: VIW
4-K
PA........... SEMINOLE
SECTION.
SECTION'
NORMAL PROCEDURES
NORMAL PROCEDURES
".1 GENERAL
This section the recommended procedures for the conduct of
normal operations for the Seminole. All of the required (FAA reculations)
procedures and tho&C neca;sary for the safe operation of the airplane as
determined by the operating and design features of the airplane are
sented.
Normal procedures associated with thOle optional systems and equip-
ment which require handbook supplemenu are provided by Section 9
(Supplemenu).
These procedures are provided to preKnt source of rde:Dte and
review and to supply information on procedures which are nol the same for
all aircraft Pilou should familiarize themselves with the procedures given
in this in order to become proHcient in the normal operations of the
airplane.
The first portion of this section consists of a shllrt form check. list which
supplies an action sequence for normal operations with little emphasis on
the operation of the systems.
The remainder cfltH: section is devoted to amplified normal procedures
which provide deta.iled information and explanations of the procedures and
bow to them. This portion of tbe se<:tion is nol intended for use as
an in-night due to the lenJlhly explanations. The short form check
list should be Uied for this purpose.
All data given i:s for both twO Ind lJuu blade propeUers unless otherwise
nOled.
REVISED: DECEMBlR 15,1971
REPORT: VI-I6I
4-,
SECTION 4
NORMAL PROCEDURES
PA-44-I80, SEMINOLE
4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the safe
operation of the airplane. These figures are for standard airplanes nown at
gross weight under standard conditions at sea level.
Performance lor a ~ p i f i airplane may vary from published figures
depending upon the equipment installed; the condition of the engine,
airplane and equipment. atmospheric conditions; and piloting technique.
(a) Best Rate of Climb Speed
(b) Best Angle of Climb Speed
(c) Turbulent Air Operating Speed (See
Subsection 2.3)
(d) Maximum Flap Speed
(e) Landing Final Approach Speed (Flaps 40)
Shorl Field Effort,
(I) Intentional One Engine Inoperative Speed
(g) Maximum Demonstrated Crosswind Velocity
88 KIAS
82 KIAS
135 KIAS
III KIAS
75 KIAS
82 KIAS
17 KTS
REPORT: VB860
4-2
PA...u.t ... SEMINOLE
SECTION'
NORMAL PROCEDURES
rr::.
f/ \\
.................,f'- .. \ .
. /- . ~ "'1
~ ~ \ .
... ,...,r.- r +
.,............................ _. ,--<,-' '" ...
In - ,
I' r-- ~ ~ . I ~ . -=1 11
...................................':' , f---- !+ ~ _ +j
\
l. .
f
~
i";;= ..-
+\C:-::- .. r- j),
L 1
WALK-AROUND
Figure 4-1
'.5 NORMAL PROCEDURES CHECK LIST
PREPARATION
Airplane slalUS ....................airworthy, papers on board
Weather , .............................. suitable
Baggage .......................... , weighed, stowed, tied
Weight and e.G within limits
Navigation ............................................ planned
Charts and navigation equipment ..................... on board
Perronnanee and range computed and safe
PREFLIGHT CHECK
INSIDE CABIN
Landing gear conlro) ........ , DOWN position
Avionics ....................................... OFF
ISSUED' MARCH 23, m. REPORT: V8-S60
4-3
SEcnON ..
NORMAL PROCEDURES
PIP!R AIRCRAFT CORPORAnON
PA44-IIt, SEMINOLE
Master switch .............. '" ........................ ON
Landing gear lights _.3 GREEN
Fuel quantity ........... _..... adequate pIus reserve
Cawl flaps .................. _..................... OPEN
Master switch ........................................ OFF
Ignitian switches ... _ _.......................... , OFF
Mixture conlfa!s ............................. idle cut-()"
Trim indicators , ........................ neutral
Flaps ............................. , check operation
Controls ............................................. free
Pilot. and stalic systems .......... , drain
Empty seals ...................................... fasten belts
Emergency nit .......................... closed and locked
OUTSIDE CAOIN
Fuel sump drains ................................... drain
Right wing, aileron and flap .....'................... check, na ice
Right Rlain gear .............. _........ no leaks
Strut .......................................... proper innalion
Tire ................................................. _.. check
RiAht wing tip ......................................check
Righi leading ~ ............................. check. no kc
Fuel cap ............................ open, check quantity and
color, secure
Right engine nacelle ........... , ..................... check oil
Righi propeller .......... " ........... chk
Cowl flaps ............................. OPEN and secure
Fuel draim .......................... , drain
Nose KCtion ..... , , , .............. check
Nose gear ............... ,., ....... , ............... no leaks
Strut ............... , .................. proper inflation
Tire .......................................... check
Tow bar ................ removed and slowed
Landing light ................................ cbeck
Windshield ......................... '" ................. clean
Left wing. engine nat'tlle and landing gear .................. check as
_ on right side
Stall warning vanes ......................... , chk
Pilot/static masl , .......... clear. checked
Donal fin air scoop ................................. clear
I
Empennage ................................... check, no ice
Siabiialor ................................................ free
R[PORT: Va.",
4-4
ISSUI:D: MARCH 23, 191.
REVISED; JULY 14, 1981
P.PER AIRCRAfT CORPORAnON
PA-4.
k
lSQ. SEMINOLE
SECTiON.
NORMAL PROCEDURES
Antennas ........................................... check
Navigation and landing lights ched
Baggage door " ....................... secure and locked
BEFORE STARTING ENGINES
Seats ........... , .... , .............................. adjusted
Seat bells and harness ............................. faSlen/adjust
check inertia ~
Parking brake ..................................... , set
Circuit breakers ......................................... in
Radios ......................................... OFF
Cowl naps ...................................... OPEN
Carburetor heat ..................... , ... , ......... , ... OFF
Alternators .................................. ON
Prop sync ..................................... MANUAL
STARTING ENGINES
Fuel selector ..................................... , ON
Mixture ................... , ................. , RICH
Throttle ....................................... 1/4 inch open
Propeller .................................... FORWARD
Master switch , ........... , ............... " ON
Electric fuel pump , ............... , ................ ON
Ignition switches ......................................... ON
Propeller ............ , .......... , , .. , , clear
Primer ............................. , ............. as required
Starter ........... , ..................... , engage
Throttle .. , , adjust when engine starts
Oil pressure .............. , ..... - . .. . .. . check
Repeat for opposite engine.
Alternators ...... , ............ _......................... check
Gyro suction ,.............. . ........... check
NOTE
When starting at ambient temper.llurrs +20" F
and below, operate first engine started with
alternator ON (at max charging rate not to
exceed 1500 RPM) for S minules minimum
before initialing slarl on ~ o n engine.
REPORT: V8-86f
4-5
SEcrlON 4
NORMAL PROCEDURFS
PA-4.... IH,SEMINOLE
STARTING ENGINES IN COLD WEATHER (BELOW .rF)
If avaia-ble, preheat should be eonsHJered. Rotate cub propelkf throu&h
10 bllldn manually durin! preniaht inspection.
CAUTION
InliUre mapaeto and muter switches are OFF
and mixture conlrob are in idle cui-of( before
lumina propener manuaUy.
Master switch _........... _. _..... _......... _...... OFF
External power .................................... connected (See
Stanina Enlines With
Ellterna. Power)
Malf1Clos ..................................... OFF
Electr;c fuel pump ON
Millture , , ... , ............ full RICH
Propeller ........................ full forward
Throttle ............ , ....... ! /4 inch open
Primtt .............................. 5-10 strokes
Magnetos " .................................... ON
Starter ............................................. mgagc
Oil pra.sure ..................................... check
Ir enaine does nOI start, add prime and rcptat abow. When erl,8ine fires,
pump primer as required until enJine is runninl smoothly.
Ellterna! poWer.. . . . . . . . . . . . . . . . . . . . . . . . disconnected
Masler switch ............................... ON
STARTING ENGINf.S WHEN HOT
Throllie ................ , ...... , ..... , .. 1/2inchopc:n
Maller switch ............ " ., ............. , ON
Electfic fud pump , . ON
Mixture .. , , full RICH
Slarier ....................................... engalc
Throule ........... _.... , .... , ........... adjust
Oil pressure .................................. check
REPORT: Va-M'
4-6
ISSlJED: MARCIlIJ. "71
REVISED: SEPTEMBER 14, 1979
,IPER AIRCRAFT CORPORATION
PA....... ". SEMINOLE
SIARTING ENGINES WHEN FLOODED
SECTION 4
NORMAL PROCEDURES
Mixlure ........................................... idle
Throttle ....................................... open full
Propeller .... , ..................... , ........ full forward
Masler switch ..................................... ON
Ilnition .................................. ON
Eleclric futl pump .................................. OFF
Slarier .................................... cn,aae
Throttle ....................................... retard
Mixture , ................ , ....... advance
Oil pressure .............. : , . , ................ check
STARTING ENGINES WITI' EXTERNAL roWER
Masler switch ..... , ..................................... OFf
All electrical equipment. Off'
Terminals .... , ...................................... COAMel
,External power plUI insert in (usdaI<'
Proceed wilb Aormal t.larl.
Thronles ................................ lowest pouibk: RPM
WARNING
Shutdown tbe riahc en&ine whe. ic is warmed
prior 10 di&COnneclinglhc exlernal power plug.
External power plu' ....................... disconnecl from fuselage
Master switch , ... , .......... ON check ammeter
Oil pressure ....................................... check
Ri.ht enline ............................ reslarl
Throules .................... , ......... 1000 to 1200 RPM
ISSIJED: MARCII1.J. 191.
REVISEll: DECEMBt:R 15.197'
REPORT: V.....
4-'
SECTION ..
NORMAL PROCEDURES
TAXIING
PIPER AIRCRAFT CORPORADON
PA-4.... J... SEMINOLE
Chocks ....................................
Taxi area ....... '.' ...._......................... clear
ThrnnJe ............................... apply slowly
Brakes ................................<:heck
Steering .. " .............................. , check
Instruments ....................................... check
Healer and defroster , ...... , .. , ................ check
Fuel selector ............................. ON, check
BEFORE TAKEOFF GROUND CHECK
Parking brake ...... " , , ...... , ON
Mixlurecontrols .......... , .............. , FORWARD
Prop controls ................. , .. " ... , FORWARD
Prop sync: .. " ...................... MANUAL
ThrotUe controls ...................... 1500 RPM
Prop controls '" check feathering,
500 RPM mu:. drop
Thronle controls 2000 RPM
Prop controls ............................... check. lio,'ernor
Prop controls full FORWARD
Carburetor heat .................................... check
Magnetos .............................. check. max. drop
175 RPM, max. difL
drop 50 RPM
Alternator output ................ , ............check
Gyro suction aauge 4.8 to 5.2 in. Hg.
Throttles 8001000 RPM
Fuel selectors '" .............................. ON
Electric fuel pumps ............... , ... ON
Allernators .................... " ................. ON
Engine pugC'5 .............. _................ in the gIttn
Annunciator Pl>nel .... " ....................... press-to--test
Altimeter .... , .................................... set
Allitude indlcator ............. " .......... _. sel
D.G , ..................................... set
Oock ........... ,. , .......... , ......... , wound and sel
Mixtures ........... , ........ " " .. , sel
PrilUers ........... " ............................ locked
Propellers set in forward position
REPORT: VB-161
4-1
ISSUED: MARCH 13,
REVISED: MARCH 4, .919
PA-<U-IH. SEMINOLE
SECTION 04
NORMAL PROCEDURES
Quadrant friction ............................... adjusled
Carbun:=lor heat ............................... , OFF
...................................... sel
Wing naps .............................................. set
Trim .......... '" .... " ................... '" ....... set
Seat backs .. , ................................ , ..... erect
Seat belts and harness., ....... , ............ faslened/adjusted I
Empty seals : ......... , seat belts fastened
C(lnlrols ................................ " full travel
Doors .......................................... latched
Air conditioner ................................... ,. OFF
Pitot !leat .................................. as rf'Quired
TAKEOFF
CAUTION
Fasl taxi turns immediatdy prior to lakeoff
run should be Ilvoided.
Adjust mixture prior to tak.eoff from high elevations. Do nOI over heat.
Adjust mixture only enough 10 oblain smooth engine operalion.
NORMAL TAKEOFF up)
Flaps , ............................ UP
Accelerate to 75 KIAS.
Control wheel ease back to rotate
1o climb aUilude
After breaking ground, accelerale 10 best rale of climb spttd of 88 KIAS.
Gear ............................ UP
SHORT FIELD TAKEOFF up)
Flaps UP
Stabilator lrinl. .............................. lakeoff range
...................................................... set
Full power before brake release.
Control wheel .............................. rOlale firmly 10 altain
75 KIAS through SO ft.
REViSED: JULY 24, 1'81
REPORT: VB.860
4'
SECTION 4
NORMAL PROCEDURES
PA-44-IH. St:MINOL[
Accelerate to best angle of climb speed of 82 KlAS for obstacle clearanu or
best rale of climb speed of 88 KIAS, no obstacle.
Gear .......................................... UP
SHORT FIELD TAKEOFF (25" Flap)
Flaps ............................... , . 25 (econd notch)
Stabilator trim.... , . .. . ............ , ................... set
Brakes ............................ '" .............. set
Full power before brake release.
Cantrol wheel ............................ rotale firmly to attain
67 KIAS SO fl.
Gear ............... , ............................. UP
TAkEOFF CLIMB
Desl nle (naps up) ............................... 88 KIAS
Best anile (naps up) 82 KIAS
En route ........................................ 105 KIAS
Cowl naps , ..................... a required
Electric fucl pump .................. , .......... OFF at
desired altitude
CRUISE CLIMB
Mixture .............................. full RiCH
Power ........................................... ,75%
ctlmb speed ................ 105 K lAS
Cowl flaps .................................... as required
CRUISING
Reference perlormanCf: chans and Operator's Manual.
Power set per power table
Mixture controls ............ , adjust
Cowl naps ......... , ........................ as required
REPORT: VB-I6O
4-1'
ISSUED: MARCH 13. 1m
PA.-44-1S0. SEMINOLE
DESCENT
SECTION ..
NORMAL PROCEDURES
Mixtures ......................... ' ..... adjust with descent
Throttles .......................................... set
Cowl naps .......... _.......... _................. CLOSED
APPROACH AND LANDING
Gear warning horn , .................. , check
Seal backs .................. , ....................... erect
Seat belts and harmss ........................... fasten/adjust
Fuel selectors .............. _........................ ON
Cowl naps .................................. as required
Electric fuel pumps ..... , .............................. ON
Mixture controls ..................................... rich
Prop sync , ........ , , MANUAL
Prop controls _............................... full fORWARD
Landing gear DOWN. 14() KIAS max.
Flaps ............................ , set, III KIAS max.
Approach speed ............................. 75 KlAS or above
Air conditioner ..................................... OFF
GOAROUND
FuU takeoff po",,-er. both engillC$.
Establish positive climb.
Raps ............................. _ _ retract
Gear , ............ , .......... , UP
Cowl naps. , ........................................ ,. adjust
AfTER LANDING
Clear of runway.
Flaps ...................................... , retract
Cowl flaps ...................................... fully OPEN
Carburetor heat .................................... OFf
Electric fuel pump ...... _..... _..... _.......... , ..... OFF
ISSUED: MARCH lJ, 1978
R V S ~ MARCH 4, 1989
REPORT: VB-.860
411
SECTION 041
NORMAl. PROCEDURES
SHUTDOWN
PA44-IIO. SEMINOI.E
Radios .......................................... OFF
Throule ........................................ full aft
Mixture .................................... l ~ cut-off
Magnetos. . . . . ............................ OFf
Master switch . . ............................. OFF
PARKING
Parking bralt .......... , ............... , , , ........ sel
Control wheel secured wilh belts
Flaps .............................................. full up
Wheel chocks ........................................ in place
TIC downs .................... , ........... secure
REPORT: VB860
4-1l
REVISED: SEPTEMBER 14.1979
rA........ I... SEMINOLE
SECTION 4
NORMAL PROCEDURES
4.1 AMPLIFIED NORMAL PROC[DURf.S (GENERAL)
The following paragraphs a.R provided to supply detailed information
and explanations of the normal procedures necessary for the safe operation
of the airplane.
.4.! PREPARATION
The airplane should be given a tboroujh preflight and ....al"-around
cht:ck. The prenia:ht should include a determination of the airplane's opera-
tional stalus, a check that nessary papers and charts arc on board and in
order, and a computation of weight and e.G. limits, takeoff distance and
in-flight performance. Baggage should be weighed, stowed and tied down.
Pas:sc:ngers should be briefed on the usc of seat bells and shoulder hamesses,
oxygen, and ventilation controls, advised when smoking is prohibited, and
cautioned alainst handling or interfering with controls, equipment, door
handles, etc. A weather briefing for the intended night path should be
obtained, and any other faclors relating to a safe flight should be checked
before takeoff.
".1 1 PREfLIGHT CHECK
CAUTION
The nap position should be noted before
boarding the airplane. The naps must be placed
in the "UP"' position before they will lock and
support weiihl on the slep.
. Upon enlering the cockpil, check that the landing gear selector is in Ihe
DOWN position. turn OFF all avionics equipment (10 save power and
prevent wear on the units), and turn the master sWilCh ON. Check the
landing gear indicator lights 10 insure Ihat the three green lights have
ilIuminattd and tht red light hu not iUuminatcd Chcck thduel supply.
Adequate foel should be indicated for the night plus reserve. The cowl ~
should be OPEN l() facilitate inspection and ensure cooling after engine
Slart. Return the master switch to OFF to save the baUery.
ISSUED: DECEMBER IS. 1971 REPORT: VB-I"
.4-1111
SECTION 4
NORMAL PROCEDURES
PA44tll, SEMINOLE
Check that ignitionswitches are OFFand move Ihe mixture controls
to Klle cm-olf to prevent an inadvertent start whiJe checkinglhe
Move the trim controls 10 neutral so that the tabs can be checked for align.
ment. Extend and retract the naps to check for proper operation. This check
is performed prior 10 engine start so thaI you Clln hear any noise thai might
indicate binding ennlrols should be free and move properly. Drain the
pilot and stalic lij.esthrough the drains located on Ihe side panel next
10 the pilol's stat Fasten Ihe seat belts on the-empt)' seals. adore leaving the
cod:pil, check Ihe emerlt'ncyexit (or security. verifying that the emergency
exit lalch is locked and all components are in place.
CAUTION
If the emergency exit ls unlatched in flight it
may separate and damage the exterior of the
airplane.
The first item 10 check during Ihe walk-around is the fuel sumps. Drain
and check for foreign maner. Check th!' righl wing, aileron and flap hinees
and surfaces for damage and ice. Make a close check of Ihe right landing
gear for leaks. proper piston exposure under a static load (2.6 inches) and
thai the tires are properly inflated and not ucessively worn. The right wing
tip and leading edge should be frtt from ice and damage.
Open the fuel cap 10 d1eck lhequantily and color of the fuel. Check fuel
quantity with Ihe calibrated dipstick provided for Ihat purpose. For an
accurate reading, the airplane should be on level ground. The cap vent
should be frec of obstructions. Secure the fuel cap properly. Check the oil
quantity (four-to six quarts). Six quarts are required for maximum range.
Secure the inspection door. Check the right propeller for nicks or leaks. The
spinner should be secure and undamaged (check closely for cracks). The
cowl flaps should be open and secure.
Check the nose section for damage and the nose landing gear for leaks
and proper strut inOation. Under a normal static load, 2.7 inches of strut
should be Check litt for wear and proper innation. Hthe tow
bar was used. remove and stow. Chcd: the condition of the landing light.
At the front of the airplane, the windshield should be clean. secure and
free from cracks or distortion. Moving around to the Ie! wing, check the
wing, engine nacelle: and landina: gear as described for the right side. Don'
forget 10 check the fuel and oil.
REPORT: VB-Id
4-111>
ISSUED: DECEMBER 15, 1971
REVISED: JULY 1981
PA-44-1SO, SEMINOLE
SECTION 4
NORMAL PROCEDURES
If a pilot cover was installed. it should be removed before flight and the
holts checkw for obstructions. With the heated pitot switch on, check the
heated pitot head for proper heating. Check the stall wamine vann for
freedom of movement and for damage. A squat switch in the stall ",arning
system does nol allow the uniu 10 be activated on the ground.
CAUTION
earc should be taken when an operational
check of the hell ted pitot head is being
performed. The unit become5\1ery hot Ground
operation should be limited 10 J minutu
maximum to avoid damaging the healing
elements
Check lhe dorsal fin air scoop for obstructions. The empellnage should
be free of ice and damage and all hinges should be secure. OIeck the
stabilator for freedom of movement. Antennas should be Stcure and
undamaged. Arter turning on the manu switch and lighl swilches in the
cockpit, check the navigation and landing lights. Check to make sure the
baggage door is secured and locked.
4.13 BEFORE STARTING ENGINES
Before starting the engines. adjust the seats and fasten the seal belts and
shoulder harnesses.
NOTES
If the filted shoulder hameu (non-inertia reel
type) i5 installed, it must be connected to the
seat belt and adjusted to allow proper
accessibility to all conlrols, including fuel
selectors, flaps. trim, etc, while mainlaining
adequate restraint for the occupant.
If the inertia reel ~ shoulder ha;ness is
in51alled, a pull test of its locking rcstr"int
feature should be performed
Set the parking brake and check to make sure all the circuit breakers are
in and the radios are OFF. Cowl naps should be OPENand carburetor heat
OFF. The alternators should now be switched ON. Ensure prop sync isin the
MANUAL position.
ISSUED: MARC" 13. 1971
REViSED: MARCH 4, 1989
REPORT: VI-l60
4-13
SECTION 4
NORMAL PROCEDURES
".I! STARTING ENGINES
PA-44-180. SEMINOLE
first step in starting is 10 move the ruc! selector 10 Ihc ON position.
Advance the mixture control to full RICH. open the throttle 1/4 inch and
move Ihe propeller control full FORWARD. Turn the mUlCT switch.
electric fuel pump ane htnition switches ON. After ensuring that the pro-
pellers are clear. !,rime engine if required and engage the staner. Wlien
engine' Sill: 1<;, adju.u toe throule and monitor the oil pressure gauge. If no
oil pressure is Intticaled within 30 $Conds, shut down the engine and have it
checked. In cold weather it may lake somewhat longer for an oil pressure
indication. Repeat the above procedure (or Ihe opposite engine. After the
engines have started. check the ahernators for sufrtcient output and the gyro
suction gauge for a reading between 4.8 and 5.2 in. Hg.
NOTES
To prevent starter damage. limit starler crank-
ing to JO-second If the engine does not
start within Ihaltime. allow a cooling period of
several minutes before engaging starter again.
Do not tnsage the statler immediately after
releasing it. This practice may damage the
slarte. mechanism.
When startin& at ambient temperatures ":ZOOF
and below, operate first engine started wilh
allcrnator ON (al mn charging rate not to
exceed 1500 RPM) for 5 minutes minimum be-
fore initiating start on second engine.
04.16 STARTING ENGINES IN COLD WEATHER (BELOW lOOF)
If availabk. preheat should be considered. Afler checking that the
master and m::lgneto arc OFF. manually rotale each engine through
10 propeller blade!; dl!ring the preOight Read Section 4.21
before starting with ext .... rna! power.
REPORT: V.....
4-14
ISSUf.D: MARCH 23978
REVISED: JULV U. 1981
PA-44- .... SEM1NOLE
SECTION ..
NORMAL PROCDURES
Turn the master switch OFF and connect the eJlternal power. Turn the
magneto switches OFF, dectric fuel pump ON. move the propeller control
full forward and open the throttle 1/4 inch. Next. primeseveralstrokc:sthen
turn the maBnet05 ON and enga8e the starter. It may be necessary to dif-
the staner and prime again if the engine don nol start. When the
enaine fires, pump the primer as required until the engine is running
,moothly. Follow the instructions in Section 4,21 fOI removing the external
power.
,17 STARTING ENGINES WHEN HOT
If the enBines are hot, open the throttle 1/2 inch. Turn ON the master
switch and the electric fuel pump. Advance the mixturecontrol to full RICH
aM engage the starter. When the engine starts, adjust the throttle and
monitor the oil gauge.
. 19 STARTING ENGINES WHEN FLOODED
If an engine is flooded, move the mixture control to idle cut-orr and
adunce lite throttle and propeller controls full forward. Turn ON the
master switch and ignition switches. Theelet:tric fuel pump should be OFf.
After ensuring that the propeller is en8alt the starter. When the en8ine
(irC$, retard the (hrotlle, advance the mixture slowly and check lhe: oil
pressure.
11 STARDNG ENGINES WITH EXTERNAL POWER
An optional feature called the Piper External Power (PEP) allo'lr'S the
operalor to use an external battery to crank the engines withoul having '0
gain access 10 the airplane's battery.
Turn the master switch OFF and turn all electrical equipment OFF.
Conom lhe RED lead or the PEP kit jumper callie 10 POSITIVE (+)
terminal or an external 11volt ballery and the BLACK. lead to lhe NEGA-
TIVE (-) lerminal. Insert the plug of the jumper cable iol(\ the 5ocketlocated
on the fuselage. Nole that when the plug is inserted. the electrical system is
ON. Proceed with the normal starting technique.
REVISED: JULY 14, 1981
REPORT: VB-86I
415
SECTION.
NORMAL PROCEOURr.s
PA-..... I... SEMINOLE
Aft the c_eM have started, reduce power on lhe ~ f t engine 10 the
lowest possible RPM to reduct: sparkin& and sbut down the riJbl ensinc.
Disconnect the jumper cable from the aircraft. Tum the master switch ON
aDd che<:k the alternator ammeter for an indication of output. DO NOT
ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNA-
TOR OUTPUT Chec.k the oil pressure. Restart the right en,ine after the
external power plug M.1t been removed.
NOTE
For aD ftormal opention. win, the PEP
jumper cables, the master switch should be
OFF. but it is possible to Ult the ship's battery
il'l parallel by turnin, the master switch ON.
This will live lonp crankin, capabilities, but
will not increase the Imper_ae-.
CAUTION
Care sbould be exercised because if the sbip's
battery hu been depleted. the extemal power
supply can be reduced to the ~ of the ship's
battery. Thd can be tested by turning the
master ....i'ch ON momeatarily while ,he
starter is eftPBed. Ir crank-ina speed increases,
the ship's battery is at a hiaher level than the
external power supply. If the battery has been
depleted by excessive crank-in" it must be re-
cbarJed before the second ~ i n e is It&rted. AU
the alternator curreDt willao to the low battery
until i' recejvcs sufficient charce. and it may
not rtart the other cnsine immediately.
REPORT: v..."
4-1'
ISSUED: MARCH 13, ml
PA..u.llO, SEMINOLE
".13 WARMUP
SECTION'
NORMAL PROCEDURES
Warm-up the enf;ines at 1000 to 1200 RPM. Avoid prolonged idling at
low RPM, as this practice may result in fouled spark pIUf;5.
TahoCf may be made 8S soon 3$ the ground chec=k is completed.
provided that the throtllcJ may be opened fully without backfiring or
skipping and without a reduction in engine oil
00 not operate the engines at hiSh RPM when lunning up or taxiing
over ground containing 100:>1: stones. gravel or any loose material that may
cause damage to the propeller blades.
4.15 TAXIING
Remove chocks from the wheels and check to make sure the taxi area is
clear. AI....oa}'S apply the throttles slowly.
Before taxiing. the brakes should be cheeked by moving fOf"ward a few
feet, throttling back and applyinA pressure on the toe pedals. As much as
possible. turns during taxiing should be made using rudder pedal Inotion
and differential power (more power on the engine on the outside ofthe turn,
less on the inside engine) rather than brakes.
During the taxi, the instruments (turn indicator. directional gYTe.
coordination ball, compass) and the heater and defroster. Check the
operation of the fuel management controls by moving each fuel selector to
CROSSFEED for a short time, whiletbe otherseleetor is in the ON position.
Return the selectors to the ON position.
4.17 BEFORE TAKEOFF GROUND CHECK
A lhorough check should be made before takeoff. usin& a cheek list.
Before advancing the throttle to check the magnetos and the propener
action, be sure [hat the engine oil tempet1lture is 7SC'F or above.
During engine run-up, head the airplane into the wind if possible and
set the parking brake. Ensure prop sync is in the MANUAL posilion. I
Advance the mixture and propeller controls forward and the throttle
controls to ISOO RPM. Check the feather position of the propellers by
bringing the controls fully aft and then full forward. Do not allow
more than a SOO RPM drop during the feachering cheek. Move the Ihrolltes
REVISED, MARCH" 1m
REPORT: VB-I"
.."
SECTJON ..
NORMAL PROCEOURFS
PIPt:R AIRCRAFT CORPORATION
PA...u-I80. SEMINOLE
to 2000 RPM and exercise tM propeller cOnlrols 10 cfieck the function oflhe
governor. Retard conlrol until a 200 10 300 drop in RPM is indicated. This
should be done Ihr times on the fil'"Sl night of the day. The governor can
be checked by marding the propeller conlrol until a drop of 100 RPM to
200 RPM appears., Ihen advancing the throttle 10 gel. slight inerea in
manifold pressl!re. rile propeller speed should stay the same when the
throttle is adunccd, thu': indicatinl proper function of the governor.
Return the propeller controls to full forward and move the carburetor
heat controls to ON then OFF. Check the magnelOS at 2000 RPM. The
normal drop on each magneto 100 RPM and the maximum drop shl)uld
not exceed 175 RPM. The maximum differential drop should not exeted 50
RPM. If the RPM drop or engine roughness is excessive. the engines may
be leaned to peak RPM for a short period. After approximately 10 seconds.
the should be to the full rich position and another mag
check performed. The alternator should be approximately equal for
both alternators. A 4.8 to in. HI. indication on the gyro suction gauge
signifies proper operation of the gyro suction system.
Sci the throttles between 800 and 1000 RPM. check lhat the fuel se-
lectOr5 and alternalor switches are ON and lhat all engine gauges ate
within tbeir normal operating ranges (green arc). Press-tOotest the annun-
ciator light to make sure they all illuminate. Set the altimeter. attitude indi-
cator and directional gyro. Wind and set the dock. Set the mixtures, check
primers locked and advance the propeller controls in the forward position.
The friction lock should be adjusted. Check 10 make sure the carburetor heat
is OFF. Adjust the cowl naps and set the wing naps and trim(stabilalor and
as required. The seat backs should be erecl and seat belts and
harnesses faslened. Fasten the seat bells on the empty sealS.
NOTES
If the fixed shoulder harness (non-inertia reel
type) is installed, it must be connttted to the
bd;, and adjusted 10 allow proper accessi-
bility 'tl all conlrols, including fuel sellor5.
naps., Irim, etc. while maintaining adequate
n:straint for Ihe occupant.
If the inertia r1 type sllouldcr harness is
installed. a pUll test of its locking 'restraint
feature should be performed.
REPORT: VB-'"
4-11
ISSUE!), MARCH 23, 1m
REVISED: MARCH 14, '913
PA..... I.., SEMINOLE
SECTION 4
NORMAL PROCEDURES
All controls 5hould be (r with fulllrlVd. and all doors should be Ie-
curely latched. Ensure that tM electric: fuel Jlumps are ON. Pitot helt should
be used as required. Turn OFF tbe air conditioner 10 insure maximum
power.
The normally recommended procedure for sea lew:1 takeoff is 10 ad-
vance tM-throUIes full forward. DurinJ pree.keoffcheck al a high elevation.
lean the mixture to obtain smooth operation. Leave lhemixturr: in this posi-
lion for takeorr. Do not oyerheat the en,ine when operating with mixture
leaned. If overheadn, occun. enrich the mixture enoulh thatlemperature
returns to normal.
Takeoff should not be atlempled ""ilh ice or (rm on tbe winp. Takt'Off
dislaGa's and SO-fool obslacle dearanee distances are shown on chans in 1M
Perform.nce section of this Handbook. The performance shown on chans
will be 1WUCl:d by uphill'fadient, tailwind component. or son, wet. roulh
or grassy surface, or poor pilot technique.
Avoid fasl lurns onto Ihe runway followed by immediate takeoff.
especially with alow fuel supply. As power is applied at the slartofthe take-
orr roll, took al the enlline instruments co see thai the engines are operating
properly and pUllins out normal power and al lhe ainper:d indicalor to see
that it is functionin.a- Apply Ihrollie smoothly.
The flap seltinl for normal takeoff i, 0". In cer.ain short fidd ulkeoff
efforts when the shortese po$Sible ground roll and 1he srtalest dearancr
dislance OYer a 50 ft. obslacle is desittd. a flap 5('ning of 2,0 is rec
ammended.
When obstacle durance is no problem. a normal naps up (0") lakeoff
may be used. Aelr:rate 10 7S KIAS and ease back on the wheel enouJh lolee
the airplane lift ofr. MItt liftoU. attelenlc to lhe bnt nue or dimbspttd.
88 KIAS. or hilher ifdcsired. retracting the .... hen a Far-down
landinl is no lonler possible on Ihe runway.
When a shorl field cITon is requinxl bUl Ihe :-ilualion pt"nc:nu a wide
marlin on obslack the short rlCld technique to UK is wilh
the naps up (0). In the evenl of an engine failure. the airplane is in Ihe btst
flight configuration 10 sustain altitude immediatdy after the gear is raised.
Set the stabiJator trim indicator in the takeoff range. Set the brakes and
bring the engines 10 full power before release. Accelerate 10 70 KIAS and
REVIS[O: JULY 2... 1"1
REPORT: VB-16O
<-19
SECTION ..
NORMAL PROCEDURES
PA-..4IIO, SEMINOLE
rotate the airplane firmly so thai the airspeed is approximately 15 KIAS
when through the 50-foot height. The airplane should then he
allowed to accelerate to lhe best angle of (82 KlAS at sea level) if
obstacle clearance is necessary. or best rate of climb speed (88 KIAS) if
obstacles arc nol a problem. The landing gear should be retracted when a
gear-down landing is no longer possible on the runway.
When the shortest possible roll and the greatest clearance
distance over a SO-foot obstade is desired. use a 25-degree nap setting (sec-
ond notch). Set the stabilator trim indicator slightly nose up from the take
off range. Set the brakes and bring the engines to full power before release.
Accelerate to 63 KIAS and rotate firmly so that when passing through the
5O-foot the airspeed is approximately 67 KIAS. Retract the gear when
gear.down landing is no longer possible on the runway. It should also be
noled that when a 25-degrec nap setting is used on the takeoff roll, an effort
10 hold the airplane on the runway too long may result in a "wheel-
barrowing" tendency. This should be avoided.
The distances required using these takeoff procedures are given on
charts in the Performance Section of this Handbook.
".31 CLIMB
On climb-out after takeoff, it is recommended that the best angle of
climb speed (82 KIAS) be maintained only if obstacle clearance is a con-
sideration. The best rate of climb speed (88 KIAS) should be maintained
with full power on lhe engines until adequate terrain clearance is obtained.
At this point. engine power should be reduced to approximately 75% power
for cruise climb. A cruise climb speed of 105 KIAS or higher is also rcc-
ommended. This combination of reduced power and increased climb speed
provides beller engine cooling;, less engine wear. reduced fud consumption,
lower cabin noise level. and better forward visibility.
When reducing engine power, the throttles should be retarded first,
followed by the controls. The mixture controls should remain at
full rich duringthe climb Cowl naps should be adjusted to maintain cylinder
head and oil temperatures within the normal ranges specified fortheengine.
Turn the electric fuel pumps off at a safe altitude.
Consistenl operational use of cruise climb power settings is strongly
recommended since this practice will make a substantial contribution to fuel
economy and increased engine life. and will reduce the incidence or pre
mature engine overhauls.
REPORT: VBS"
H'
REVISED: JULY 24, 1981
PIPER AIRCRAFT CORPORAlION
PA,<+I", SEMINOLE
UJ CRUISING
SECTION.
NORMAL PROCEDURES
When leveling off at cruise altitude, the pilot may reduce to a cruise
power setting in accordance with the Power SettingTable in this Handbook.
For maximum service life. cylinder head temperature should be main-
tained below 435F during bip performance cruise operation and below
4Ol1'F durinl economy cruise operation. If cylinder bead temperatures be-
come too high durin. flight. reduce them by enricbingthemixture. by open-
ing cowl flaps, by reducing power, or by Ine of any combination of these
methods.
FoUowing kvel-o{{ for cruise. the co'fVl Raps should be closed or ad-
jusu:d as nK'eSS3ry to maintain proper cylinder head temperatures. and the
airplane should be trimmed to fly hands orr.
The pilot should monitor weather conditions while Oying and should
be alert to conditions which might lead to icing. If induction system icing is
eAped.ed. place the carburetor heat control in the "ON" position.
WARNING
F1isht in icing conditions is prohibited. Ir icing
is encountered, immediate acrion should be
taken to Oy out of icing conditions. Icing is
hazardol13 due to Ifeatly reduced performance,
loss of forward visibility. possib)e longitudinal
control difficulties due 10 increased conarol
sensitivity. and impaired power plant and fuel
system operation.
The ammeten for the electrical system should be monitored durin,
flight, especially during night or instrument Right. so that corrective
measures can be taken in case of malfunction. The procedures for dealing
with electrical failures are contained in the Emergency Procedure Section
of this Handbook. The sooner a problem is recogni1.ed and corrective action
taleen, the greater is the chance of Ivoiding total electrical failure. 80th al-
ternator switches should be ON for normal opcraliun. The two ammeters
continuously indicate the alternator oulputs. Certain regulatl>r failures can
ISSUED: MARCH 23, 1'78 REPORT: VJl..86.
4-21
SECTION.
NORMAL PROCEDURES
PA........ SEMINOLE
cause the alternator output voltage to increase uncontrollably. To prevent
damage, overvoltage relays are installed to automatically shut off the a)
tcroator(s). The alternator light on the anDunciator panel will illuminate to
warn or the tripped condition. Ahernalor outputs will vary with the e1ec-
trical equipment in use and the state of charge of the battery. Alternator
outputs should no! e x ~ e 60 ampues. .
It is nQt rec<o>mmended to takeoff into IFR operation with a single al-
ternator. During flight, electrical loads should be limited to 50 amperes for
each alternator. Although the alternators are capable of 60 amperes output,
limiting loads 10 SO amperes will a.ssure baUery charging currenl.
Since the Seminole has one fud tank per engine. it is advisable to feed
the enJines symmetrically during cruise so that approximately the same
amount of fuel will be left in each side for Ihe landing. A aossfeed is pro-
vided and can be used to even up the fuel, if necessary.
During fliKht, keep accounl of time and fuel used in connection with
power stUmp 10 determine how the fuel now and fud quantity puging
systems arc operating.
There are no mechanical uplocks in ,be landinggear system.. In 'heevent
of a hydraulic system malfunction, the landing ~ r will free-fall to the: gear
down position. The true airspeed with gear down is approximately 75% of
the gear retracled airspeed for any liven power setting. Allowances for the
reduction in airspeed and range should be made when planning eXlended
flight between remote airftelds or nigbt oYer water.
4.33 DESCENT
When power is reduced for descent, the mixtures should be enriched as
altitude decreases. The propellerJ may be iCft at cruise setting; however if
the propeller speed is reduced, it should bedone aftertbe throttles have been
retarded. eo"", naps shoutd normally be closed 10 keep lhe engintl at lhe
proper operating temrcrature.
REPORT: VB-U41
H2
ISSUED: MARCH 2J, 1m
PIPER A1RCRAI'T CORPORATION
PA-44-I80, SI'7dINOLE
SECTION'
NORMAL PROCEDUIlFS
4.37 APPROACH AND LANDING
Sometime dudllg the approach (or a liDding, the throttle controls
shaDid be retarded to check the gea warniog hom. Flying the airplane with
the hom inoperative is DOl. -:lvisable. Doing so can tealf to a gear up landing
as it is easy to forget the landmg gear, especially when approaching for a ooe
engine inoperative tanding, or when other equipmeal is inoperative. or when
altention is drawn to evenlS OUlSide the C'abin. The red lalJding gear unsafe
light will illuminate when the landing JW is in lnlIlsition between the (ull up
position and the down and locked position. Additionally, the light will
iIIuminale when the gear warning hom sounds. ne lea' wvning boll' will
sound at low IhrouJe settings if the !Car is not down and locked and when
landing naps are selected and the gear is flO( down and locked.
The light is off when the landing gear is in either the full down and
locked or full up positions.
Prior to entering the traffic pattern, the aircraft should be slowed to
approAimalely 100 KlAS, Md this speed should be maintained on lhe d0wn-
wind kg. The landing chcd: should be made: on the do'wuwind leg. The scat
bitCU should be erect, and the seat belts and shoulder harnesses should be
,_.
NOTES
If the fixed sho-lder harness (noninertia reel
type) is installed. it must be conaeCltd to the
seat belt and adjusted 10 allow proper accessi
bility to all controls, including fuel selectors,
naps. trim, etc., while maintaining adequate
restraint for lhe (iCcupanL
If the inertia reel type shoulder harness is
installed. a pull lest of its locking n:straint
featllJ'e should be pedoomd.
Both rod selCClOrS should normally be ON, and the cowl fLaps should be
set as required. The electric fuel pumps should be ON. Set the mixture
controls. Select landing gear DOWN and check for three green lights OR the
panel and look for the nose wheel in the nose wheel mirror. The landing gear
should be lowered at speeds below 140 KIAS and the flaps at speeds below
IIIKIAS.
ISSUED: MARCH l3, 1978
REPORT: VB-16O
4-23
SECnON.
NORMAL PROCEDURES
PA......... SeMINOLE
Maintain a traffic pauemspecd of 100 KIASand a final approach speed
of 90 KJAS. If the aircraft is lightly loaded. the final approach speed maybe
to 80 KIAS.
When Ihe power is reduced on close final approach. Ihe prop sync
should be in 'hf' MANllAL position and Ihe propeUer controls should be
advanced to lhe full 1m ward position to provide ma",imum power in the
event of a io-.uound. "he air conditioner should also be turned OFF to
ensure maximum power
The landing gear position should be checked on the downwind leg and
again on final approach by checking the three green indicator lights on Ihe
inslrument panel and looking 81 the eKlemal mirror to check lhat the nose
gear is extended. Remember that when the navigalion lights an: on,lhe gear
position lights dimmed and an: diffkuJl to see in the daytime.
Aap posilion for landing will depend on runway length and surface
Mnd. Full naps will reduce stall speed during final approach and will permit
contact with the rum"lly al a slower speed, Good pattern managemenl
includes a smooth. gradual rtduelion of power on final approach with the
power fully off before the wlleeb couch Ihe runway. This gives the wear
warning horn. chance to blow if Ute gear is nol locked down. Ifelectric trim
is available, it can be used to assist a smooth back pressure during
Maximum braking after touchdown is achieved by retmcting Ihe naps.
applying back pressure 10 the wheel and applying pressure on the brakes.
However, unless eKtm brakin& is needed or unless a strong crosswind or
gusty air condition exists, it is be51 to wait until turning off the runway 10
retract the naps. This will permit fuJI attention to be given to the landing and
landing roll and will also.pre\'Cnl Ihe pilot from accidentaUyreaching lor the
IC3r handle instead of the flap handle.
For a normal landing. approach with fuU flaps (40"') and partial power
until shortly before touchdown. Hold the nose up as lonA as possible before
and after contacting Ihe Around with the main whb.
Approach with full naps at 7S KIAS for a shon rteld landin8.
Immedlate!y after IOlJ("hdown, raise the flaps. apply back pressure 10 the
wheel and apply brakes,
If a crosswind or landing is necessary. approach with higher
than normal speed and with zero to 25 degrees of flaps. Immedia.tely afler
touchdown, raise the flaps, During a crosswind approach hold a crab angle
into Ihe wind until ready to nale out for the landing. Then lower the wing
that is into (he wind to eliminate the crab angle wilhout drifting. and use the
RPORT:v.....
4-24
ISSUED: MARCH 13, 1.78
RVISW: MARCH 4, 1919
PA44-IIO, SEMINOLE
SECTION.
NORMAL PROCEDURES
rudde-r to ket:p the wheels aligned with the runway. Avoid prolonged side
slips wilh a low fuel indkalion.
The maimum demonstrated crosswind compoRe-nt for landing is 17
KTS.
".39 GO-AROUND
IC a go--around from a normal approach with the airplane in the landing
configuration ~ o s necessary, apply talr.:eoff power to both engines.
Establish a positive climb auitude, retract the naps and landing gear and
adjust the cowl nap for adequate engine cooling.
AFTER LANDING
After kaving the runway, retract the naps and open the cowl naps. Test
the loe brakes. a spongy pedal is often an indication Ihal the brake nuid
needs replenishing. The carburetor heat control should be OFF.
4,43 SHUTDOWN
Turn the electric fuel pumps and aU radio and electrical equipment
OFF. Move the throttle contlols full.ft and tlK mixture controls to idle
cut-off. Turn OFF the magneto and master switches,
NOTE
The flaps must be placed in the "UP" position
for the nap step to support weight. Passengers
should be cautioned accordingly.
....5 PARKING
. The airplane can be moved on the ground with thf' aid of the optional
nose whtcl tow bar. Sct the parkint brakt. The ailerons and stabilator
should be secured by loopin, the seat belt through the control whet'! and
pulling it snug. The rudder need not be secured under normal eondilions, as
its conntction 10 the nose wheel holds it in position. The flaps are locked
when in tile fully retracted position. Tie.down ropes may be attached to
mooring rings under e.ach wing and 10 tile (ail skid.
REVISED: JANUARY 22.1'82
REPORT: VB-B6I
4-15
SECTION 4
NORMAL PROCEDURES
PA44.1BO, SEMINOLE
4.47 TURBULENT AIR OPERATION
In keeping with good operating practice used in all aircraft. it is rec
ommended that when turbulent air is encountered or expected, the airspeed
be reduced to maneuvering speed to reduce the structural loads caused by
gusts and to alluw for !nadvertent speed buildups. which may o-ccur as a
result of the t u ~ u l n e or of distractions caused by the conditions. (See
Subsection 2.).1
4.49 VSSE INTENTIONAL ONE ENGINE INOPERATIVE SPEED
VSSE is a speed selected by the aircraft manufacturer as a training aid
for pilots in the handling of multiengine aircraft. It is the minimum speed
for intentionally rendering one engine inoperative in flight. This minimum
speed provides the margin the manufacturer recommends for use when
intentionally performing engine inoperative maneuvers during training in
the particular airplane.
The intentional one engine inoperative speed, VSS E, for the PA-44180
is 82 KIAS.
4.51 VMCA AIR MINIMUM CONTROL SPEED
YMCA is the minimum flight speed at which a twinengine airplane is
directionally controllable as determined in accordance with Federal Avia
lion Regulations. Airplane certification conditions include one engine be-
coming inoperative and windmilling; not more than a 5 bank toward the
operative enginc;landing gear up; flaps in takeoff position; and most rear-
ward center of gravity.
YMCA for the PA44-180 has been determined to be 56 KIAS and is a
stalled condition.
The YMCA demonstration, which may be required for the FAA night
test for the multi-engine rating, approaches an uncontrolled flight condition
with power reduced on one engine. The demonstration and all intentional
one engine operations should not be performed at an altitude of less than
4000 feet above the ground. The recommended procedure for YMCA
demonstration is to reduce the power to idle on the simulated inoperative
engine at or above the intentional one engine inoperative speed, VSSE. and
slow down approximately one knot per second until the FAA Required
Demonstration Speed, VMCA. or stall warning is obtained.
REPORT: VB-860
4-l6
ISSUED: MARCH 23, t91B
REVISED: JULY 24, US.
PA-44-1SG, SEMINOLE
SECTION 4
NORMAL PROCEDURES
VSSE is a minimum speed sekcled by the manufacturer for inten
tionally rendering one engine inoperative in night for pilot training
VSSE for the PA44-IW is 82 liAS
YMCA DEMONSTRATION
{al Landing Gear UP
(b) Aaps UP
(e) Airspeed al or above 82 KIAS (VSSEJ
(d) Propeller Controls HIGH RPM
(e) Throttle (Simulated Inoperalive Engine) IDLE
(f) Throttle. (Other Engine) MAX ALLOWABLE
(g) Airspeed RedUCt appro)timately I knot
pel second until ei\hu YMCA or
STALL WARNING is obtained
CAUTIONS
Usc rudder to maintain directional control
(heading) and ailerons to maintain S bank
towards the operat;\<e engine (lateral allitude)<
At the first sign of eilher YMCA or stall warn-
ing (which may ~ evidenced by. Inability to
maintain heading or lateral aUilude, nro-
dynamic stall buffet. or stall \\-'arning horn)
immediately initiate recovery: ~ u e power 10
idle on the operative engine, and immediately
lower the nose to regain VSSE.
One engine inoperative stalls are not recom-
mended
Under no circumstances should an allempt be made to fly at a speed
below YMCA with only one engine operating
4.53 STALLS
The loss of altitude during a power off stall with (he gear and flaps re
lracted may be as much as JOO feel.
The stall warning system is inoperative with lbe: master switch OFF.
REVISED: JULY 24,1981
REPORT: VI-861
4-11
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph
No.
Page
No.
'.1
'.l
"'.7
~ n e r l ..... _........................... _.
Inlroduction Performance and RighI Planning _
Right Planning Example .
Perrormance Graphs .
list of Figures .
S-'
,.,
S-l
'9
'9
REPORT: VB-16O
S-I
AIRCRAFT CORPORATION
PA.....IIO. SEMINOLE
SECTION 5
PERFORMANCE
5,) GENERAL
SECTION S
PERFORMANCE
All of the required (FAA and complementary performance
information applicable to this aircrafc h provided by Ihis section.
Performance information associated ..-jth lhose optional systems and
which require handbook supplemen15 is provided by Section 9
(Supplements).
All data given is for both two and three blade propellers unlcss other-
wise noled.
S.3 INTRODUCTION PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on
measured Flight Test Data corrected to l.eA.O. standard day conditions
and analytically expanded for the various parameters of weight, altitude,
temperature, etc.
The performance charls are unfaclorcd and do not make any aUowance
for varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This ptrformancc, however, can be dupliQlIed by following the
slated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by
the pilot. such as the eHea of 50ft or crass runway $urfatt on takeoff and
landing performance. or the eHcct of winds alah on cruise and rance
performance. Endurance can be grossly affected l) improper leaning
procedufCs. and inflight fuel flow and quantity chet'ks arc recommended.
REMEMBER! To get chart performance, follow the chart procedures.
ISSUED: MARCH 23, 1m
REVISED: DECEMBER IS, J97'
REPORT: VB-'"
Sol
SECTION 5
PERFORMANCE
PA-44-180, SEMINOLE
The information provided by paragraph 5.5 (Flight Planhing Example)
outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used.
WARNING
l'crformllIice information derived byextrapo-
lation beyond the limits shown on the charts
should nOI be used for night planning
purposes.
REPORT: VBS6D
5-1
PA-44-I". SEMINOLE
5.5 FLIGHT PLANNING EXAMPLE
ta) Airaaft Loading
SECTION 5
PERFORMANCE
The lint slep in planning a mghl is 1o calculate the airplane
weight and center of gravity by utilizing the information provided
by Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane 35 delivered from the
factory has been centered in Figure 6--5. If any alterations to the
airplane haye been made affecting wei&ht and balance. rderence to
the aircraft logbook and Weight and Balance Record (Figure 6--7)
should be made 10 determine the current basic empty weight of the
airplane.
Make use of the Weiaht and Balance Loadin& Form (Fi,ure
611) and the e.G. Range and Weight graph (Figure 6015) to deter-
mine 1M total weight of the airplane and 1M eeRIer of pavily
pos:ition.
After proper utilization of the information provided. the I
foUowin weights haYe been found for consideration in the night -
planning example.
The landingweighl cannot be determined until the weight of the
fuel to be uw:! has been established [refer to ilem (g)(l)].
(I) Basic Empty Weight 25831bs.
(2) Occupants (2)\ 170 lbs.) 340Ibs.
(3) Bagagc and CarlO 21 lb!!.
(4) Fuel (6Ib./gal. x 80) 480Ibs.
(5) Takeoff Weight (3800 lb. max. allowable) 3430 Ibs.
(6) Landina Weighl
(aX5) minus (gXI), ()430 Ibs. minus 311.4Ibs.) J1I91bs.
Takeoff and landing weighls arc below Ihe maximums, and
~ weighl and balance calculations have d<=termifled the c.G.
posilion within the approved limiU.
(b) Takeoff and landing
Now that the aircraft loading has been determined, all aspects
of the takeoff and landina must be considered.
ISSUED: MARCilE, I'"
REPORT: VI16t
5-3
SECTION 5
PERFORMANCE
PA........ SEMINOLE
All of the existing conditions at the departure and destination
airport must be acquired. evaluated and maintained throughout the
nigtll.
Apply the departure airport conditions and takeoff weight 10
the apPlOpriait Takeoff Performance and Accelerate and SlOP
Di5tance !!raph... (Figure5 SS thrd 5-19) 10 determine Ihe of
runway ncccs!>ary for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same
manner using lhe uRting conditions atlhe destination airport and.
when tStabtished, the landing weight.
The conditions and calculati<lns for the eumple Oight are
listed below.. The takeoff and landing distances required for the
exam('1e flight have fallen well below the available runway lengths.
Departure Destination
Airport Airport
(I) Plessurc Altitude 680 ft. 680 n.
(2) 'OC
,oC
(.1) Wind Component S KTS 6 KTS
(Headwind) (Headwind)
(4) Runway Length Available 7400 ft. 9000 ft.
Il) Runway Required (Normal
Procedure. Sid. Drakes)
Takeofr 1150 ft.
Acctlerate and Stop lOSO ft.
Landini 1200 ...
NOTE
The remainder of the performance charts used
in this night plan example assume a no wind
eunJilion. The effect o( winds aloft must be
t:tJ by Ule pilot when computing climb,
(.rulS(: and descent performance.
reference Figure 5-11
"reference Figure 5S
"rt'ferenee Figure 5--45
REPORT, VB-Nt
H
ISSUED: MARCH 13. 191.
REViSED: JANUARV 22, 1982
PA-44-III1, SEMINOLE
(c) Climb
SECTION 5
PERFORMANCE
jSQO ft.
2C
3.3 min.
5.6 naut. miles"
1.5 gal."
The next step in the flight plan is to determine the necessary
climb segment components.
.The daircd eruise pressure altitude and COl responding cruise
outside air temperature valuC5 are the filSt vanabla to be
considered in determining the climb components from the Fuel,
Time and Distance to Climb graph (Figure S27). After the fud.
time and distance ror the cruise pressure altitude and outside air
temperature values have been established, apply the existing
condilions at the departure field to graph (Figure 527). Now,
subtract the values obtained from the sraph for the field of
departure conditions from thO$( for the cruise pressure altitUde.
The remainins values are the true fuel, time and dislanec
components for the climb segment oftbe flight plan corrected for
field pressure altitude and temperature.
The following valUCi were determined from the above
instructions in the flight planning example.
(I) Cruise Pressure Altitude
(2) Cruise OAT
(3) Time to Climb (4.5 min. minus 1.2 min.)
(4) Distance to Climb (7 naut. miles
minus 1.4 naul. miles)
(5) Fuel to Climb (2.5 gal. minus 1.0 pI.)
(d) Descent
The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the tolal cruise
distance.
Utilizing the cruise pressure altitude and OAT determine the
basic furl. time and distance for descent (figure 5-41) These figuf'CS
must be adjusted for t he field pressurt: altitude and temperature- at
the destination airport. To find the n:e:l-S3'\, adju5tmenl values.
use the eXisling pressure ahitu(k and temperature conditions at the
destination airport 8S variables 10 find the fuel. time and distance
-referencr: Figure 5-27
REPORT: VI-86f
5-5
SECTION 5
PERFORMANCE
PA44-I SEMINOLE
values from the graph (Figure 5-41). Now, subtract thr values
obtaimd from the field conditions from the valuC$. obtained from
the crui.o;e coodilions 10 find the true fud, time and distance values
needed for the night plan.
The values obtained by proper utilization of the graphs for Inc
descent segment of the exampk are shown below.
(1) Time to Descend
(9 min. miMs 2 min.) 7 min.
(2) Distance 10 Descend
(30 naU!. miles minus
4 naut. miles) 26 naut. miles
(J) Fuel to Descend
(3 gal. minus I gat) 2 gal.
(e) Crui.o;e
Using the total distance to be traveled during the flight, subtract
the previou51y calculated disiana: 10 climb and diSlana: to dtScend
to establish the tolal cruise di!l1aDCC. Refer to the appropriate
lycoming Operator's Manua' and the Power Setting Tables when
ulecting the cruise power :ieUing. The established pressure altitude
and temperature values and the selected cruise power should now be
utilized to determine the true airspeed from the Speed Power graph
(Fiaure 5-31).
Calculale the cruise fuel for the cruise power setting from the
information provided on figure 531.
The cruise tiIM is found b}' dividing the cruise distance by the
cruise speed and the cruise fuel is found by multiplying the cruise
fuel flow by the cruist time.
Tbe cruise caleuhuions established for the cruise segment of
the night plannin, eumpk are as follows:
(I) Tou.i Distance J94 mites
(2) Crui5-e Distance
(e)(I) minus (c)(4) minus (d)(2),
(394 naut. miles minus 5.6 naut.
miles minus 26 naul. miles) 362.4 naut. miles
rererence Figure 54l
REPORT: V..160
5-,
ISSUED: MARCH 23, I'"
REVISED: JANUARY 21, 1m
(3) Cruise (Best Power
Mixture)
(.) Cruise SpeW
(5) Cruise Fuel Consumption
(6) Cruise Time
(e)(2) divided by (e)(4). (362.4 "aut.
miles divided by 138 XTS)
(1) Cruise Fuel
(e)(5) multiplied by (eX6). (18.6
OPH multiplied by 2.6 hrs.)
(0 Tolal F1iMhl Time
SECTION 5
PERFORMANCE
55% rated power
138 TAS
18.6 GPH"
2.6 hr!.
48.4 gal.
The lotal nighttime is determined by addin!: the time to climb.
the tmll: to descend and lhecruisc lime. Remember! The lime values
taken from the climb and descent in minutes and must be
converted to hours before addina them to the cruise time.
The foUowing nilht lime is required for the night planoin.
example.
(I) Total Flight Time
(c)(3) pius (d)(l) plus (e)(6),
(0.06 hu. plus .12 hu. plus 2.6 hu.) 2.78 hu.
(g) Total Fuel Required
Determine Ihe total fuel rtquired by adding the fuel to climb.
the fuel to lkscend and the cruise fuel. When the tOlal fuel (in
gallons) is determined. muUiply this value by 6Ib./ gal. to determine
the total fuel weight used for the night.
The total fuel cakulalions for tbe example
shown below.
(I) Total Fuel Required
(,)(S) plo. (d)(3) plo, (,)(1),
(1.5 gal plus 2.0 gal. plus 48.4 gal.)
(51.9 gal. muI1iplied by 6Ib./g;a1.)
refercnce Figure 5-31
flight plan arc I
51.9 pl.
lilA Ibs.
ISSUD: MARCH 13, 1971
REPORT: VI-I"
5-1
SECTION 5
PDlFORMANCI:
PA........ SEMINOLE
REPORT: VII-Ut
5-1
ISSUW: MARCH 13, \971
PA-U-llt. SEMINOLE
5.1 PERFORMANCE GRAPHS
LIST OF FIGURES
i g u r ~
No.
SECTION'
PEIIFORMANCE
Po..,
No.
5-1 Airspeed Calibration......... .... ..... .......... 5-11
S3 Stall Speed Vs. Angle: of Bank...................... 5-12
SS Normal Procedure - Accelerate and Stop Distance: ..... 5-13
5-1 Shori Field Accelerate aoo Stop DiSlance .......... ,. 5-14
5-9 Normal Procedure: Takeoff Ground Roll (00 Aaps) ... 5-15
5-11 Normal Procedure Takeoff o;slanoe Over SO Ft.
. Barrier (0 Flaps) ............... ,. ........... 5-16
5-13 Short Field Effort Takeoff Ground Roll (0 Flaps)..... 517
5-IS Shon Ftdd Effort Takeoff Dtslance OnT SO Ft.
Barrier (00 Flaps)....... 5-18
5-17 Short Field Effort Takeoff GrouDd RoU (25" Flaps},... 5-19
5-/9 Short Field Effort TakeofT Dislance Over SO Ft.
Barrier (25" Flaps) .................. , " .. . . .. . . 5-20
5-21 Climb Performance. - Bolb Enlinc:s Operating - Gear
Down.......................................... 5-21
5-D Climb Performance Both Engines Operating-
Gear Up........................................ 5-22
525 Climb Performance - One Engine Operating -
Gear Up ......... , , , .... , ,... . . . 523
5-21 Fuel, Time and Distance to Climb ....... " . . ... 5-24
5-29 Power Selting Table. . .. .. . . .. . .. .... .... . . .. . . 5-25
5-31 Speed Power...................................... 5-26
5-33 Standard Temperature: Performance Cruise Range. .. . . 5-27
5-35 Standard Temperature Economy Cruise: Range: . . .. . . . . 5-28
S-J7 Performance r u i ~ Endurance..... ... .. .. . .... . 5-29
5-39 Economy Cruise Endurance....... .. . .. . . ... . .... 5-)0
5--41 Fuel. Time and Dtstanoe to Descend................. 5-31
5-43 Landin! Ground Roll. .. .. .. . . .. . .. . . . . . 5-32
5-45 landing Distance: Over 50 Ft. Barrier ............. 5-33
REVISED: SEPTEMBER 14,1979
REPORT: VR-Ut
H
SECTION 5
PERFORMANCE
PA-II1. SEMINOLE
THIS PAGE INTENTIONALLY LEfT BLANK
REPORT: VB"",
S-I'
PIPER AIRCRAFT CORPOff;AnON
PA.44-1I., SEMINOLE
SECTION 5
PERFORMANCE
..
PA-44-180
100 120
INDICA-nO ....IRS"UD _ KNOTS
AIRSPEED CALIBRATION
3800 POUNDS
"
I'U<nfIIe:
I"dielted I"spflla 124 k"OI$
I"IIP$ up
CllibrlUIlI li,spI"d: 123 k"OI$
AIRSPEED CALIBRATION
Figure 5-1
REPORT: VI""
5-11
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No.
TABLE OF CONTENTS
SEC110N'
WEIGHT AND BALANCE
Pal'
No.
6,1 General.......................................... 6-1
6.3 Airplane Wei.hina: Procedure... . ..... . .... .... ... . .
6.5 Weight and Balance Data and Record... . . . . . . . . . . . . . 65
6.7 Weight and Balance: Detennination for flight......... 6-9
6.9 Instructions for Usin, tbe Weight and Balance Plotter.. 6-13
REPORT: VB461
6-1
PA..... II8.
SECTION ,-
WEIGHT ,4.ND BALANCE
SECTION 6
WEIGHT AND IAL,4.NCE
6.1 GENERA.L
In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be nown with the weiaht and center of
gravily (e.G.) position within the approved operating range (envelope).
Atlhough the airplane offers flexibility of ioadin& it cannot be nown with
the maximum Dumber of adult passenaen, full fuellanks and muimum
baggage. With the flexibility comes responsibility. The pilot must insure that
the airplane is loaded within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraO. An overloaded
airplane will not lake off. climb or cruise as well as a properly loaded one.
The heavier the airplane is loaded, the less climb performance it will have.
Center of sravity is a determining factor in flight characteristics. If the
C.G. is (00 rar forward in any airplane. it may be diCficult 10 rotate lor
takeoff or landing. If the C.G. is 100 far alt, the airplane may rOlate
prematurdy on takeoff or tend to pitch up during climb. Longitudinal
stability wiU be reduced. This can lead to inadvertent staib and even spins;
and spin recow:ry becomes more difficult as 1M: center 01 grayity moves alt of
the approYe(f limit.
A properly loaded airplane, however. will perform as intended. This
airplane designed to provide performance within the flight envelope. 1
Before tbe airplane is delivered. it is weighed, and a bcisic empty weiShl and
CG. location is computed (basic empty weighl consists of the Mandard
empty weighl of the airplane plus the optional equipment). UsinS the basic
empty weight and C.G.location, the pilot can determine the weight and C.G.
position for the loaded airplane by computing the total wcilht and moment
and theJI deter-minin! whelher they an:: within lbe appro\'ed enYdope.
ISSUEO: MARCH 13. 1978
REVISEO: SEPTEMBER 1-4,197'
REPORT: V8-16O
6-.
SECfION,
WEIGHT AND BALANCE
PA-44-18t. SEMINOLE
The baste empty weight and CG. location are recorded in the Weight
and Dalance Oala Form (Fisure. 6-5) and the Weight and Balance Record
(Figure 6-7). The current values should always be: used. Whenever new
equipment is added or any modification work is done. the mechanic respon-
sible for the work is required to compute a new basic empty weight lllld
CG. P0!iilion and \0 wlile these in the Aircraft Log Book and the Weight
and Balance Rord 1 owner should make sure that it is done.
A ...."eight and balance calculalion is necessary in determining how
much fuel or baggage can be boarded so as 10 keep within allowable limits.
Check calculations prior to adding fuel 10 insure against overloadin!,.
The following pages are (onns used in weighing an airplane in
produclion and in computing basic empty weight. CG. position. and
load. Note that Ihe useful load includes usable fuel. baggage. cargo and
passengers. Following this is, the method (or computing takeoff weight and
CG.
6.3 AIRPLANf WEIGHING PROCEDURE
At the time of delivery. Piper Aircraft Corporation pro'Yidc:s each
airplane with Ihe basie empty weight and center of gravity location. This
data is supplied by Figure 6-5.
Tht: remo'Yal or addition of equipment or airplane modifications can
affect the basic empty weight and center of gravity. The following is a
weighing procedme to determine this basic empty weight and center of
gravity location:
(a) Prepari\tion
(I) Be Cfftain that all ilems ched:ed in the airplane equipment
list art instaUed in the proper location in tnc: airplane.
(2) extt5Sive dirt. grease. moisture. and items
sucr. as rap and lools. from lhe airplane bdoft weighing.
OJ Ocfuel airplane. Then open all fuel drains until all
remaining fuel is drained. Operate each engine until
all undtainablt fuel is used and engine Then add tht
unusable fuel (2.0 gallons tolal, 1.0 gallons each will g).
REPORT: VB-J6(I
i-l
REVISED, SEPTEMBER 14, 1919
PA........, SEMINOLE
CAUTION
SECTION'
W[JGHT AND BALANCE
Whenever the fuel system is completely drained
and fuel iJ replenished it,nll be necessary to run
the engines for a minimum of] minutes at 1000
RPM Oil each tank to insure no air exists in the
fuel supply lincs.
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of
forward position. Put naps in the fully ,elracted position
and all control surfaces in the neutral position. Tow bar
should be in the proper location and entrance and baggaXe
door closed.
(6) Weigh the airplane inside II closed btJildiog 10 prevent
errors in scale readings due t(l wind.
(b) Leveling
(I) With airplane on snlet. block main gear oleo pistons in the
fully extended position.
(2) Level airplne (refer to Figure 6-3) deflating nQ1;C wheel
tire. to center bubble on level.
(c) Weighing - Airplane Basic Empty Weight
(I) Wilb the airplane level and brakes released. record the
weight shown on each scale. Deduct the tare, if any, from
each reading.
ISSUED: MARCH 1J, 1971
REPORT: VB-l60
'3
Sl:cnON,
WEIGHT AND BALANCE
PA-44-tU, SEMINOLE
Scak Net
Scale Position aDd Symbol Readine T.", Weight
Me Wheel IN)
-
Right Main Wheel tR)
Left Main Wheel (Ll
Basic Empty Weight, as Weighed (1)
N
WEIGHING FORM
Fl8ure 6-1
(d) BaRC Empty Weilht Center of Gravity
(I) The followinlltomeuy applies to Ihe PA-44-1 BOairDJane
when it is l e ~ Refer to Levt:ling paragra-pti 6.3 (b).
Top View
o
. Fairing (Outboard of Nacelle)
Level Points
(Fusclaae Lel Side)
R+L
Nacelle
'---+-;-:-r---;
N
A
p : : : ~ 8----1
A = 87
B = 109.7
The datum is 78.4 inches
ahead of the wing leading
edge 81 Wing Station 106.
LEVELING DIAGRAM
Figure 6-3
RIVISED: SEPTEMBER 16, 1911
P A ~ .. t .., SEMINOLE
SECTION'
WEIGHT AND BALANCE
(2) The basic empty wei&Jrt cuner of gravity (as weighed
including optionll equipment. full oil and unusable fuel)
ca.n be determined b)' lhe followin& formula:
C.G. Arm =N tAl +(R -+ l) (B)
T
Where:T=N-+R ... L
inches
6.S WESCHT AND BALANCE DATA AND RECORD
The BlSk Empty Weight. Cenler ofGravily location Ind UliCful Load
listed in Figure 65 are for the airplane as delivered from the factoT)'. These
figures apply only to the specific airplane serial number and registration
number shown.
The basic empty weight of the airplBncl as delivered from the factory has
been entered in the Weight and Balance Record (Figure 67). This form is
provided to present the current status of the airplane basic empty weight
and a complete history of previous modifICations. Any change to the
permanently installed equipment or modifiCation which affects weiiht or
moment must be entered in (he Weight and Balance Record.
ISSUED: MARCH 13, .'71
REVISED: SEPTEMBER 14, ~
REPORT: VR-UO
60S
SECTION 6
WEIGHT AND BALANCE
PA44-ISO. SEMINOLE
MODEL PA-44-I80. SEMINOLE
Airplane serial Number _
Regi'S!I:.;.ion Number _
:Jatt' _
AIRPLANE BASIC EMPTY WEIGHT
Item
Actual
Standard Empty Weight" Computed
Optional Equipment
Basic Empty Weight
e.G. Arm
Weight x (Inches Aft = Moment
(Lbs) of Datum) (In-Lbs)
"11K standard empty weight indudcs full oil (8pacity and 2.0 pllons of
unusable fuel.
AIRPLANE USEFUL L.OAD - NORMAL CATEGOR Y OPERATION
(Gruss Weight) (Basic Empty Wdght) = Uuful Load
(3'00 ''''.) - (
Ibs.) =
''''.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE
t FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE OATA FORM
Figure 6-S
REPORT: VB16O
'-,
REVISED, JANUARY 21, 1912
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PIPER A1RCRAFT CORPORATION
PA-44-III, SEMINOLE
SECTION 6
WEIGHT AND BALANCE
'.7 WEIGln AND BAl.ANCE DETERrdlNATION FOR FLiCHT
(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure: 6
M
13) to determine the moment of
all items to be carried in the airplane.
(e) Add the moment of all items to bt' loaded to the basic empty weighl
moment.
(d) Divide the total moment by the lotal weight to determine the e.G
location
By using the figures or ilem (a) and ilem (d) (abovel, locale a poinl
"" the C G range and weight gnlph S) Iflhe point falls
within the (' G euvelope.lhe loading meets the weight and halance
reqUirements
REViSED: MARCH I, 1981
REPORT: YB860
..,
.
.-.
SECTION'
WEIGHT AND BALANCE
PA-44-1Ift, SEMINOLE
Arm Aft
Weight Datum Moment
(Lbs) (1 nches) (In-Lbs)
Basic Empty Weight
Pilol and Front Passenger 340.0 80.5 27370
(Rear Seats) 340.0 118.1 40154
Fuel (108 Gallon Maximum Usabk) 95.0
Baggale (200 lb. Limit) 142.8
Ramp Weight (3816 lbs. Max.)
Fuel Allowance for Engine
Stan, Taxi &. Runup -16.0 95.0 -1520
Take-orr Weight (3800 lbs. Max.)
.
The center of gravity (C.G.) for the take-off weight of this sample loadirig
problem 15 at inches aft ofthedatum line. Locate this poinl ( ) on
Ihe e.G. range and weighl graph. Sinet this point falls within the weight-
c.G. envelope, Ihis loading meets the weir.ht and balanet requiremenls.
Talr.e-off Weight
Minus Estimated Fuel Bum.-o(f
(climb &. cmise) @ 6.0 Lbs/Gal. 95.0
Landing Weighl
Locate the eehter of gravity of the landing weighl on the CG. range and
weighl graph. Since this point falls wilhin the weight - e.G. envelope, Ihe
loading may be assumed acceptable for landing.
IT 1S THE RESPONSIBIUTY OF THE PILOT AND AIRCRAFT'
OWNER TO INSURE THAT THE AIRPLANE IS LOADED
PROPERLY AT ALL TIMES.
SAMPLE LOADING PROBLEM
Figure 6-9
REPORT: VB-I'O
6-11
REVISED: MARCH-I, 198ft
PA44-180, SEMINOLE
SECTION 6
WEIGHT AND BALANCE
Arm Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 80.5
Passengers (Rear Seats) 118.1
Fuel (108 Gallon Maximum Usable) 95.0
Baggage (200 Lb. Limit) 142.8
Ramp Weight (3816 Lbs. Max.)
Fuel Allowance for Engine
Start. Taxi & RUllup -16.0 950 -1520
Take-off Weight (3800 Lbs Max.)
The center of gravity (e.G) for the take-off weight of thIs loadmg
problem is at inches aft of the datum line. Locate this point ( ) on
the e.G. range and weight graph. If this point falls within the weight -
CG. envelope, this loading meets the weighl and balance requirements.
Take-off Weight
Minus Estimated Fuel Burn-off
(climb & cruise) @ 6.0 Lbs/Gal. 95.0
Landing Weight
Locate the center of gravJly of the landing weight on the e.G range and
weight graph. If this point falls within the weight - CG. envelope. the
loading may be assumed acceptable for landing.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT
OWNER TO INSURE THAT THE AIRPLANE IS LOADED
PROPERLY AT ALL TIMES.
WErGI-IT AND BALANCE 1..0ADlNG FORM
Figure 6-1 1
ISSUED: MARCil I, 1980 REPORT: VB-860 I
6-IOa
SECflON 6
WEICHT ANn BALANCE
PIPER AIRCRAIT CORoPORATION
PA-44-18U, SEMINOLE
1H15 PAGE INTENTIONAl!. Y LEFT RLANK
REPORT: VB860
610b
ISSUED: MARCil 1. 19AO
PA....I... SEMINOLE
SECTION 6
WEIGHT AND BALANCE
LOADING GRAPH
Figure 613
ISSVO: MARCH 23, .971 REPORT: VIII"

SECTION 6
WEIGHT AND BALANCE
PA441, SEMINOLE
12 A3 89 90 91 o AND
84 85 86 87 88 89 90 91 92 93
C.G. LOCATION (INCHES AFT DATUM)
MAX.T.
LANDING WEIGHk/
.7/
.. /
../
..
..
:r:
"
iii
t:
c
::
..
0
i
..
-
;;
" .B4
t
c
..
0
C

'"
--..
-- 2300
2.00
2.00
2400
2900
3000
210G
2700
3200
3'00
3000
3'00
..00-
3300
3BOO
3700
C.G. RANGE AND WEIGHT
Figure 6-15
REPORT: VB860
6-11
REVISED: MARCH I, 1980
SEMINOLE
SECTION 6
WEIGHT AND BALANCE
,., INSTRUCTIONS FOR USING THE WEIGHT ANO BALANCE
PLOTTER
This plotter is provided to enable the pilot quickly and conveniently to:
(a) Determine lhe 10lal weight and CG. posilion.
(b) Decide how to change his load if his irst loading is not wilhin the
allowable envelope.
Hut can warp or ruin the plotter if it is left in the sunlight.
Replacement plotters may be purchased from Piper dealen and distributors.
When the airplane is delivered, the basic weight and basic CG. will be
recorded on Ihe computer. These should be changed any time the basic
weight or CG. location is changed.
The plotter enables the user 10 add weights and corresponding moments
graphically. The effect of adding or disposing of useful load can easily be
sec:n. The plotter does not the situation wnere (:argo is loaded in
locations other than on the seals Of in the baggage compartments.
Brief instructions are given on the ploHer itself. To use it. first plot a
point on the grid to locate the basic weight and e.G. location. This can be
put on more or less permanently because il will nOlchaoge until the airplane
is modified. Next, position the zero weight end of anyone of Ihe loading 51015
OV1:r this point. Using a pencil, draw a line along tlK: SIOIIO the weight \l!hich
will be carried in that location. Then polition the zero weight end of the next
slot over the end of this line and draw anOther line: representing the weight
whtch will be located in this second position. When all the loads have been
dr.lwn in this manner. the final end of the segmelJled line locates the tolal
load and the CG. position of the airplane for takeoff. If Ihis point is not
within the allowable envelope i, will be necessary to remove fuel, baggage. or
passengers and Ior to rearrange baggage and passengers to get the final point
to fall within the envelope.
Fuel burn-off and gear movement do not significantly affm the center
r,f gravity.
ISSUED: MARCH 13, I97B REPORT: VB-I"
6-1l
SECTION'
WEIGHT AND BALANCE
PA-44-1BO, SEMINOLE
SAMPLE PROBLEM
A sample problem will demonstrate the use of the weight and balance
plotter.
Assume a basic weight and CG.location of2364 poundsat86.14 inches
respectively. We wish to carry a pilot and 3 passengers. Two men weighing
180 Ind 200 pounds will occupy the front seats, and two children weighing
80 and 100 pounds will ride in the rear. T.....o suitcases weighing 25 pounds
and 20 poundsrespecliw:ly, will be carried in the Tearcqmpartment. We wish
to carry 60 gallons of fuel. Will we be within the safe envelope?
(a) Place a dot on the plotter irid at 2364 pounds and 86.14 inches to
represent the basic airplane. (Sec illustration.)
(b) Slide the slotted plastic into position so thai the dot is under'beslOI
for lhe forward seats. at zero weight.
(el Draw a line up the slottolhe 380 pound position (180" 200) and put
ll. dot.
(d) Continue moving the and plotting points to account fOT
weight in Kats (80 .. 100). compartment (45), and
fuel tanks (360).
(e) As can be seen from the illustration, the final dot shows the total
weight to be 3329 pounds with the e.O. at 89.30. This is well within
the envelope.
(l) There will be room for more fuel.
As fuel is burned off, the weight and CG. will follow down the fuel line
and stay within the envelope for landing.
REPORT: VIl-l6t
6-"
ISSUED: MARCH 23. 197'
PA-44-I80, SEMINOLE
SECTION 6
WEIGHT AND BALANCE
SAMPLE PROBLEM
93 92 91 90 .9
84 86 86 87 88 89 90 91 92 93
C.G. LOCATION (INCHES AFT DATUM)
MAX TO AND
LANDING WEIGHT:/
.7/
.6/
.6/
- .
..
, TAKEOFF WEIGHT ..
jND C.G.
o'
%
-co
FUJL
W

t:
&I
"
a:
BAGGAy:...;
l
U
-!
" SEATS
..'
t
,/
'"
..
FRONT SEATS
- ..
to
_10
:;
-! BASIC
ANDC.G
3600
3500
3800
3100
3700
3400
3300
3200
2600
2400
2800
3000
2700
2300
2900
2600
REVISED; MARCH I, 1980
REPORT: VB-860
6-15
SECTION'
WEIGHT AND BALANCE
PA...... IH. SEMINOLE
THIS PAGE INTENTIONAllY LEFT BLANK
REPORT: Va-HI
...,
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF rHE AIRPLANE AND ITS SYSTEMS
Paragraph
No.
Page
No.
7.1 The Airplane..................................... 7-1
7.3 Airframe "....... 7-1
7.5 Engines.......................................... 7-2
7.7 Propellers .................................. 7-5
7.9 Landing Gear..................................... 7-6
7.11 Brake System 7-12
7.13 Flight Control System.. . . . .. . . .. . . . . .. .. . . . . . . 7- 12
7.15 Fuel System...................................... 7-14
7.17 ElectricaISystem 7-16
7.19 Vacuum System............. 7-21
7.21 'Pitot Static System 7-23
7.23 Instrument Panel.................................. 7-25
7.25 Heating, Ventilating and Defrosting System........... 7-27
7.27 Cabin Features.................................... 7-30
7.29 Stall Warning..................................... 7-32
7.31 Baggage Area....................... ..... .... .... 1-32
7.33 Finish............................................ 7-32
7.35 Emergency Locator Transmitter. . ... . .. . . . .. . . . .. . . 7-33
7.37 Piper External Power.............................. 7-36
7.39 Propeller Synchrophaser......... 7-36
7.4\ Carburetor Ice Detection System..................... 7-3/
REPORT: VB-B60
7-i
PA-44-I.., SEMINOLE DESCRIPTION Ii. OPERATION
SECTION 1
DESCRIPTION AND OPERATlON
OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The Seminole is a Iwin-engillC. all metal, fttractabte Landing gtar,
airplant. II has seating for up to four occupants and has 8 IWO hundred
pound capacity luggage compartment.
7.3 AIRFRAME
With the uttption of the steel engine mounts and landing gear, the
fiberglau nose cone, cowling nose bowls and tips of wings, and tilt ADS
thermoplastic extremities (tail fin. rudder and stabilator). the basic airframe
is of aluminum alloy. Aerobatics are prohibited in this airplane since the
structure is not designed for acrobatic loads.
The fuselage is a semi-monocoque structure with a passl':nger door on
the forward right side, a cargo door on the aft rigM !ide with an emergency
egress door on the forward left side.
Thl': wing is of a dl':Sign and employs a laminar now
NACA 65 -415 airfoil seclion. The main spar is located at approximately
40% of the chord. The wings are attached to tM fuselage by lhe insertion of
the butt ends of the spar into a spar box carry-through. which is an integral
part of tht The bolting of the spar ends into the spar box
carry-through structure. which is located under the rear seats. provides in
dfect 8 continuous main spar. The wings 3re alsoatlached fore and aft of the
main spar by an auxiliary front spar and a rear spar. The rear spar, in
lion to taking torque and drag loads. provides a mount for naps and aile-
rons. The four-position wing flaps are mechanically controlled by a handle
located between the front seats. When fully retracted, the r:ght nap locks
into place to provide a step for cabin entry. Each nacelle contains one fuel
tank.
ISSUED: MARCH D. 1978 REPORT: VIJ.l60
,.)
DESCRIPTION Ie. OPERATION PA-44-1IO, SEMINOLE
A vertical stabilizer, an all-movable horizontalstabilator. and a rudder
make up the empennage. The 5tabitator, which is mounted on top ofthe fin,
incorporates an anti-servo tab which provKles longitudinal stability and
trim. This tab moves in the same direction as the 51abilator, but with in-
creased travel. Rudder effectiveness is increased by an anti-servo tab on the
rudder.
7.5 ENGINES
The aircraft is powered by two lycoming four-cylioder cosines. each
rated at 180 hor5q)Owcr al 2700 RPMat sea level. The engines arc air cooled
and art equipped with oil coolers with low temperature bypass systems and
engine-mounted oil filters. A winterization plate is provided to restrict air
during winter operation. (See Winterization in Section 8.) Asymmetric
throst during takeoff and climb is eliminated by the counteNolation orlhe
engines. the left engine rotatina in a clockwise direction when viewed from
the cockpit, and the right engine rotating counterclockwise.
The engines are accessible through removable cowls. The upper cowl
half is attached with tjuaner4um fastenen and is removable. Engine mounls
are constructed ofsttel tubing, and dynafocal engine mounts are provided to
reduce vibration.
The induction air box incorporates a manually operated two-way valve
which allows the carburetor to receive either induction air which passes
through the air filter or heated air which bypasses the mter. Carburetor heat
selection provides heated air to the carburetor in the event of carburetor
icing, and also allows selecti.on of an alternate.source of air in the event the
induction air source ortbeair filter becomes blocked with iet, snow, free:zing
rain. etc. Carburetor heat selcetkln provides air which is unfilu:red; there-
(ore, it should not be used during gfound operation when dust or other con-
taminants might enler the system. The primary (through the filter) induction
source should always be used for lakeoffs.
Engine conlrols consist of a lhrottle, II propeller control and a mixlure
control lever for each engine. These controls are located on the control
quadrant on the lower center of the instrument panel where they ale
accessible to both the pilot and the copilot (Figure 7-1). The controls utilize
tenon)jned control cables to reduce friction and binding.
REPORT: VI-Me
7-2
ISSUED: MARCH D, 1973
PIPER AIRCRAn CORPORA:nON SECTION 1
SEM1NOLt: DESCRIPTION" OPERATION
CONTROL PEDESTAL
Figure 7-1
EARl Y MODELS
ISSUED: MARCH %3. 1971
REYISED: MARCH I. 1910
REPORT:
7]
DESCRIPTION Ie. OPERATION PA-44-180, SEMINOLE
I
Ii
PULL-CLOSE
L R
PUSH-OPEN
CURRENT MODEL
I
. \.

PULL-CLOSE i
L R I
PUSK-Of'!N
E"'''LY MODEL
COWL FLAP CONTROL
Figure 7-3
The throttle levers are used to adjust the manifold pressure. They
incorporate a gear up warning horn switch which is activated during the last
portion of travel of the throttle levers to the low power position. If the
landing gear is not locked down. the horn will sound until the gear is down
and locked or 1,mtil the power setting is increased. This is a feature to warn
the pilot of an inadvertent gear up landing.
The propeller control levers are used to adjllst the propeller speed from
high RPM to feather.
The mixture control levers are used to adjust the air to fuel ratio. An
engine is shut down by the placing of the mixture control lever in the full lean
(idle cut-of0
The friction adjustment lever on the right side of the control quadrant
may be adjusted to increase or decrease the friction holding the throttle,
propeller, and mixture controls or to lock the controls ili. a selected position.
REPORT: VB160
7-4
REVISED: MARCH .,1980
PIPER AIRCRAFT CORPORATION SECnON 1
PA.....l .. SEMINOLE DFSCRlPTION ... OPERATION
The carburetor heat controls are located OR the control quadrant just
below the engine control levers. When a carburetor heat lever is in the up, or
off, pOlition the engine is operating on filtered air; when the lever is in the
down. or on, position the engine is operating on unfiltered. heated air.
'The cowl nap control kvas (Figure 7-3). located below the control
quadrant, are used to regulate cooliD.& air for the engines. The levers have
three positions: full open. full closed, and intermediate. A lock incorporated
in each cclDtrollever locks the cowl nap in the selected position. To operate
the cowl flaps. depress the lock aftd move the lever loward the delired
seltinl. Release the kKk after initial movement and continue movement of
the lever. The control will stop and lock inlo place at the next sellinl. The
lock must be depressed for each selection of a new cowl nap setting.
All throttle operations should be made with a smooth, not too rapid
movanent to prevent unnecessary engine wear or damage to the enlines.
1.7 PROPULERS
Counter-rotation of the propellers provides balanced thrust during
takeoff and climb and eliminates the "critical engine" factor in sinlle-engine
flight.
Constant speed, coDuoJlable pitch and feathering Hartzell propellers
art installed as standard equipment The propellers mount directly to the
entine crankshafts. Pitch is ~ n t r o l by oil and nitrogen pressure. Oil
pres.sure sends a propeller to.....rd the high RPM or unfeather position;
nitrosen pressure and a large spring sends a propeller toward Ihe low RPM
or feather position and also prevents propeller overspeeding. Governors,
one on each enaine, supply enaine oil at various pressures through the pro-
peller shans to maintain constant RPM settings. Agovernor controls engine
speed by varying the pitch of the propeller to match load torque to engine
lorque in response 10 chan,in, flight condi1ions. The recommended nitro-
gen pressure to be used when charting the unit is listed on placards on lhe:
oropetltr domes and inside the spinocn. This pressurt varies with ambient
temperature at the time of charling.. Although dry nitrogen gas ls recom-
mended, comprC$Sed air rnay be used provided it contains no moisture. For
ffiOf'C delailed inStluctK>nI, see "Propeller Service" in Section 8 of this
Handbook.
ISSUED, MARCH 13, 1978 REPORT: VI-I6O
'-5
SlCTION 7 PIPER AIRCRAFt CORPORATION
DESCRIPTION It OPERATION SEMINOLE
Each propeller is controlled by lhe propeller control levers located in the
center of the power control quadrant. Featherin! of a propeller is accom-
plished by moving the conlrol fully art through the low RPM delent, into the
FEATHER position. Feathering takes place in approximately six seconds,
Unfeathering is accomplished by moving the propeller control forward and
engaging Ihe slarter unlil lhe propeller is windmilling.
A feathering lock. operated by cenlrifugal force. prevents reathering
during engine shut down by making it impossible to feather any lime lhe
engine speed falls below 950 RPM. For this reason. when and the
pilot wishes to feather a propeller 10 save an engine. he must besure to mo\'e
the propeller conllol inlo the FEATHER position before the engine speed
drops below 9SO RPM.
7.9 LANDING GEAR
The aircraft is equipped with hydraulically operated. fully retractable.
tricycle landing gear.
Hydraulic pressure for gear operalion is furnished by an deetrically
powered. reversible hydraUlic pump(refer to Figurcs7-7 and 7-9). Tht' pump
is activ31t'd by a two-position gear selector switch located \0 the Itft of Ihe
control quadranl 00 the instrument panel (Figure 7-S). The gear selector
switch. which has a wheel-shaped knob. musl be puUed out bdore il is
moved 10 the UP or DOWN position. When hydraulic pressureiscxerled in
one direction. the gear is retracted; when it is exerted in the other direction.
Ihe gear is extended. Gearextension or retraction normally lakes six 10 seven
seconds.
CAUTION
If the landing gear is in transit, and the
hydraulic pump is running. it is NOT advisable
10 move the gear selector switch 10 lhe opposite
position before 1m- gear has reached its full
Havel limil. a sudden reversal may
damage the electric pump.
REPORT: VB-860
,..
ISSUED: MARCH 23, 1"8
REVISED: MARCH 14.1983
PA-44-ISO, SEMINOLE DESCRIPTION" OPERATION
The landing sear is desitned to extend even in the event of hydraulic
failure. Since the gear is hckl in the retracted position by hydraulic pressure.
should the hydraulic system fail for Bny reason. gravity will allowthegearlo
extend. When the landing gear is retracted, the main wheels retract inboard
into the wings and the nose wheel rctracts aft inlo the nose section. Springs
~ ~ s t in gear extension and in locking the gear in the down position. After
tht: gears are down and the downlock hooks engage, springs maintain force:
Oil each hook 10 kup it locked until it is released by hydraulic pressure.
To extend and lod the gears in the event of hydraulic failure. it is
nec:essary only 10 relieve the hydraulic pressure. An emergency gear
extension knob, located directly beneath the Sear St:lector switch is provided
for this purpose. Pulling this knob releases the hydraulic pressure holding
the gear in the up position and allows the gear to fall free. Before pulling the
emergt:ncy gear e"tension knob, place the landing gear selmor switch in the
DOWN position to prevent the pump from trying to raise the gear. If the
emergency gear knob has been pulled out to lower the gear by gravity. 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. Sec tM Service: Manual for proper
landing gear system check QUI procedures. Jr Ihe airplane is being used for
training purposes or a pilot check. out mission, and the emergency gear
exu:nsion knob has been pulled out, it may be pushed in again when desired
if there has not been any apparent malfunction of the landing gear system.
When the gear is fully exlended or fully retracled and the gear selector is
in the corresponding position, electrical limit switches slop the flow of
current to the motor of the hydraulic pump. The three green lights directly
above the landing gear selector switch illuminate to indicate that each of the
three landing gears is down and locked. Aconvex mirror on the left engine
nacelle both serves as a taxiing aid and allows the pilot to visually confirm
theoondition of the nose gear. If the gear is in neither Ihe full up nor Ihe full
down position, a red warning light on the instrument panel illuminates.
Should the throtlk be placed in a low setting as for a landing approach -
wltile the gear is rttracted, a warning horn sounds to alert the pilot that the
ilear is retracted. The gearwaming horn emits a 90cycles per minute beeping
soul1d.
ISSUED, MARCH 13. 19" REPORT: VB-16O
7-1
DESCRIPTION & OPERATION PA-44-180, SEMINOLE
I
1\
/ )
!
.!v
REPORT: VB-860
H
LANDING GEAR SELECTOR
Figure 7-5
PA-+t.JIt, SEMINOLE DESCRIPTION &. OPERATION
The green gear lights are dimmed automatically when the navigation
lights are turned on. For this reason. if the navigation lights are turned on in
tnc daytime. it is difficult to see the landing gear lights. If the green lights are
not observed after tnc landing gear selector switch is plaoo:! in the DOWN
position. the first thing to check is the position of the navig:uion lights
switch.
If one or two of the three green lights do not illuminate when the gear
DOWN position has been selected, any of the following conditions could
exist for each light that is OUl:
(a) The gear is not locked down.
(bJ A bulb is burned oul.
(c) There is a malfunction in the indicating system.
In order 10 check the bulbs, the square indicator lights can be pulled Oul and
interchanged.
A micro switch incorporated in the throttle quadrant the gear
warning horn under the following conditions:
(al Ttte gear not locked down and the manifold pressure has fallen
below 14 inches on either one or both engines.
(b) The gearsdeclorswitch is in Ihe UP position when the airplane ison
the ground.
(c) He gear selector switch is in the UP position and wing naps are
extended to the second or third notch position.
To prevent inadvertent gear retraction should the gear selector be placed
in the UP position when the airplane is on the ground, a squat switch located
on the left main gear will prevent the hydraulic pump from actuating if thc
master switch is turned on. On takeoff, when the landing gear oleo strul
drops 10 its full extension. the safety switch c10seJ 10 complete the circuit
which alloW! the hydraulic pump to be activated to raise the landing gea,
when the gear selector is moved to the UP position. During the preflight
check, be sure the landing gearselcctor is in the DOWN position and that the
thrte gear indicator lights are illuminated. On takeoff, the gear should
he retracted before an airspeed of 109 KIAS is exceeded. The landing gear
',oay be lowered at any speed up to 140 KIAS.
The hydraulic miC1"voir for landing gear operalion is an integral part of
lhe gear hydraulic pump. Access to the combinalion pump and reservoir
through a panel in the baggage compartment. For filling instructions. see
the Service Manual.
ISSlID: MARCH 23, 1978
REVISED: SEPTEMBER 14,1979
REPORT: YB86t
'9
DESCRIPTION & OPERATION PA.....-1I0. SEMINOLE
",.......
".'
UD
n.
~ , , r
"
~ O l
~
i'''
.. J .", 1'... ,,,.,, ".. .
,. ..
'" .. Me ""
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.. r, .
;:" I J

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. O. _.
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'" Ol.. I ol-!"'
... ... ... "'
LANDING GEAR ELECTRICAL SYSTEM SCHEMATIC
Figure 7-7
REPORT: VB-I'O
710
REVISED: DECEMBER IS, 1978
PIPER AIRCRAn CORPQRATION SECTION 7
PA......... SEMINOLE DESCRIPTION I: OPERATION
-
-
I
_.
...
, ,----
.......- .....""._<-
",,"" <>P'" liM ._ ...
""." "., - .
..-
LANDING GEAR HYDRAULIC SYSTEM SCHEMATIC
Figure 7-9
ISSUED: MARCH 23.. 197'
REVisED: SEPTEMBER 14. 1979
REPORT: VB-NO
7)1
DESCRIPTION &: OPERATION PA-44-180, SEMINOLE
The nose gear is sleerablc: through a 30 degr arc either side of center by
use of a combination of full rudder pedal travel and brakes. A gear
centering spring, incorporated in lhe nose gear steering system. prevents
shimmy tendencies. A assembly reduces eround sleering effort and
dampens shocks and bumps during taxiing. Wilen lhe gear is relme-ted,lhe
nose wheel centers as il enters lhe wheel weli; and lhe steering linkage
disengages 10 reducc pe:dalloads in flight. .
The main landing gcarcaITtes 6.00 x 6. 8-ply tir. The nose wheel hasa
5.00 x 5, 6-plytirc. Forinformation on the tires. see "Tire InOation"
in Section 8 of this Handbook.
Struts for the landing gear are air-oil assemblies. Strut e"pasure should
be ched:ed during each preOight inspection. If a need for service or adjust-
ment is indicated, refer to the instructions printed on the units. Should more
detailed landing gear 5er\lice information be required. rerer to the Service
Manual.
7.11 BRAKE SYSTEM
The brake system is designed to meet all normal braking nds. Two
single-disc, double puck brake one on tach main gear, arc
actuated by toe brake pedals mounted on both the pilot's and copilot's
rudder pedals. A brake system hydraulic reservoir. independent of the
landing gear hydraulic reservoir. is located in the rear top or the nose
companment. Brake Ouid should be maintained al 1he level marked on the
reservoir. For fUTlher information see "Brake Service" in Section 8 of this
Handbook.
The parking brake is engaged by depressing lhe toe brake pedals and
pulling out the parking-brake knob loeated on Ihe lower instlument panel
adjacent 10 the throtlle quadrant. The parking brake is released by
depressing the toe brake pedals and pushing in the parking brake knob.
7.13 FLIGHT CONTROL SYSTEM
Dual llight controls are installed as standard equipment. The controls
actuate the control surfaces through a cable system. The horizontal tail
surface (stabilator) is of the all movable slab type with an anti-servo lab
mounled on the trailing edge. This tab, actuated by a control mounted on the
console between Ihe front seats, also acts as a longitudinal trim tab (refer to
Figure 7-11).
REPORT: VB8(iO
712
PIPER AIRCRAFT CORPORATION SECtION 1
PA......!". SEMINOLE DESCRlmON" OPERATION
/
/
CONSOLE
Figure 7-1 J
ISSUED: MAROIlJ, 1"1 REPORT: VI-S60
7-13
DESCRIPTION" OPERATION PA......U SEMINOLE
The vertical tail is fined with a rudder which inccrporates a COmbination
rudder trim and anti-servo tab. The rudder trim control is 10caled on the
control console between the front scatS.
The naps arc manually operated and spring loaded to n:turn to the
retracted pmition. A four-position !lap control lever (Figure 7-11) between
the hont scats adjusts the flaps lor reduced landing speeds and glide path
control. The flaps have three extended positions - 10,25 and 40 degrees as
well as the fully retracled position. A bull on on.he end of the lever must be
depressed before lhe control can be moved. A past center lock incorpol1lled
in the actuating linkage hoMs the nap when il is in the retracted position so
that it may be used asa step on the rightside. Since the nap will not support a
step load except in the fully retracted position, the naps should be retracted
when people arc entering or leaving the airplane.
7.15 FUEL SYSTEM
Fuel is stored in two 55 gallon 'fuel tanks, one in each nacelle (Figure
7.1). One gallon of fuel in each nacelle is u n u ~ l e giving a total of 108
usable gallons. The minimum fucl grade is 100; 130 octane. The fuel tank
venls, one installed under each wing. feature an anti-icing design to prevent
ice (ormation from blocking Ihe fuel tank venl lines_
Normally, fucl is supplied to the engines through engine-driven fuel
punws. Auxiliary electric fut.! pumps serve as a back-up feature. The
electric fuel pumps are controlled by rocker switches on the switch panel to
the left of the pilot. The electric fuel pumps should be ON during takeoffs
and landings.
Fuel quantities and pressures arc indicated on gauges on the instrument
panel. There is a separalefu.elquantily gauge roreach tank. Acalibrated fuel
dipslick is provided with" the airplane. To visually check. thequa,uity oUuel
in a lank., insen the dipSlick to the bottom of the lank, close off the pro-
truding end with a finger. withdraw lhe dipSlick. and read the fuel level. Ttte
most accurate' reading will be obtained with the airplane on level ground.
Fuel management controls are located on the console between the fnlnl
seats (Figure 7-11). There is a control lever for each of the engines, and each
is placarded "ON" - "OFF" "X FEED:' During normal operalion, the
levers are in the ON position, and each engine draws fuel from the tanks on
the same side as the engine. When the X FEED position is selected, the
engine will draw fuel from the tank on the opposite side in order to extend
range and keep fuel weighl balanced during single-engine operation. The
REPORT: VBUO
714
ISSUED: MARCH 23. 1'178
REVISED: DEC[MRER IS. 1'.7'
PA.-.44-ISO. SEMINOLE DESCRIPTION It OPERATION
EUCTNC ruu ,....
RJ(l. SE\..ECTOII conTROLS
l ENGIP't JI. (NGI'/E
. ""
0.. ""
I. lH'Elll

l fUB. CEll.
FUEL SYSTEM SCHEMATiC
Figure 7-13
ISSUED: MARCH 23, 1978 REPORT: VB-S60
7-15
DESCRIPTION It OPERATION PA-44180. SEMINOLE:
OFF position shuts off the fuel flow to that engine.
NOTE
When one engine is inoperative and the fuel
selector for the operating engine is on X FEED
the selector for the inoperative engine must be
in the OFF position. Do not operate with both
selectors on X FEED. Do not take off or land
with a selector on X FEED.
Before each night, fuel must be drained from the low points in the fuel
system to ensure that any accumulation of moisture or sediment is removed
from the system. A fuel drain is provided for each half of the fuel system. The
fuel drains are located on the right side of the fuselage just forward of the
entrance step. (Refer to fuel draining procedure in paragraph 8.21, Fuel
System.)
7.17 ELECTRICAL SYSTEM
The electrical system is capable of supplying sufficient current for
complete night IFR equipment. Electrical power is supplied by two 60
ampere alternators (Figure 7-15), one mounted on each engine. AJ5 ampere-
hour, 12-volt battery provides current for starting, for use of electrical
equipment when the engines are not running, and for a source of stored
electrical power to back up the alternator output. The battery, which is
located in the nose section is normally kept charged by the alternators. Ifit
becomes necessary to charge the battery, it should be removed from the
airplane.
Two solid state voltage regulators maintain effective load sharing while
regulating electrical system bus voltage to 14-volts. An overvoltage relay in
each alternator circuit prevents damage to electrical and avionics equipment
by taking an alternator off the line if its output exceeds l7-volts. If this
should occur, the alternator light on the annunciator panel will illuminate.
Voltage regulators and overvoltage relays are located in the nose section.
REPORT: VB8M
716
,-
,
,
PIPER AIRCRAFT CORPORAnON SEmON 7
PA-440IM. SEMINOLE DESCRIPnoN A onRAnON
- r ~ ~ _
~ : ~ __--l--:,", '" "'0'
, '
;s rt-: =
ALTERNATOR AND STARTER SCHEMAnc
Filure 7-15
I
ISSUED, MARCH ZJ. 197.
REVISED: APRIL .1, .,..
REPORT: VI-'"
7-17
SEcnON 7 PIPEk AIRCRAn CORPORAnON
DESCRlPnON "OPERAnON PA......lI SEMINOLE
TYPICAL aRCUIT IREAkER PANEL
filure 717
REPORT:Va.161
7-11
ISSUED, MARCH 13, 1m
REVISED: SEPTEMBER 26, 1'"
PA44180, SEMINOLE DESCRIPTION &. OPERATION
The electrical system and are protected by circuit
located on a circuit breaker panel on the lower right side of thc instrument
panel (Figure 717). The circuit breaker panel is provided wilhenough hlll.nk
sp:tces to accommodate additional circuit breakers if extra electrical equip-
ment is installed. In the event of equipment malfunctions or a sudden surge
of current. a circuit breaker can trip automatically. The pilot can resel the
breaker by pressing it in (preferably after a few minutes cooling period). The
circuit breakers can oc pulled out manually.
Most of the electrical switches. including the switch and switches
for magnetos, fuel pumps, starters, alternators. lights and pitot heat. arc
conveniently localed on the switch pand (Figure 7-19)tothe left of the pilot.
An optional light, mounted in the overhead pand, provides instru-
menl and cockpil lighting for night flying. The JiRht is controlled by a
rheostat switch located adjacent to the ligh!. A map lighl window in the
lens is actuated by an adjacenl switch.
WARNING
Anti-collision lighls should not be operating
whe:n flying through cloud, fog or haze. since
the renecttd light can produce spatial disori
entation. Strobe lights should not be used in
close: proximity 10 the ground, sllch as during
tuiing, tak.eoff or landing.
Approximatc:ly 2000 RPM or more is required to obtain full alternator
output of 60 amperes. It;s normal to nave: zero output at idle RPM. This is
due (0 the reduced drive ratio from the e:ngine. Dual ammeters and t!)e ALT
annunciator light provide a means of monitoring the electrical system
operation. The two ammeters (load meters) indicate the output of the alter-
nators. Should an ammeter indicate a load much higher than the k.nown
consumption of the electrical equipment in it should be suspected of a
malfunction and turned ofT. In this event, the remaining alternator's
ammeter should show a normal indication after approltimately one minute.
If both ammeters indicate a load much higher than the known consumption
for more lhan approximalely five minulC5.anelec:trical ddcci otMr than the
altl:rnator system should be because a diM:harged battery will
reduce the alternator load as it approaches the charged conditions. A zero
ammeter re:ading indicates an alternator is not producing current and should
be accompanied by illumination of Ihe ALT annunciator light. A single
REVISED: JULY 24, 198.
REPORT: VB-861
719
SECTION 7 PIPER AIRCRAFT CORPORATlON
OSCRIPTION &: OPERAnON PA-44-JIO. SEMINOLE
TYPICAL SWITCH PANEL
Figure ~
RfPORT: V....'O
7-20
ISSUED: MARCH 13, J978
REVISED: APRIL '0, '91'
PA..... IIO. SEMINOLE DESCRIPTION &. OPERATION
allernalor is capable or suppor1inga continued night in ("3se oralternator Of
engine railurt' in mosl condilioLU. howevt'r. with dt'icing and
other high loads. care must be eXt'rci:sed to prt':\'enl the rrom exceeding
the 60 ampt':.-e rating and subsequent depktioll oftht': battery. Forabnormal
3nrt/or emt':tgency operations and procedures, rercr to Section J - Emer-
gency Procedures.
An optional itarting installation known as Piper External Power( PEPl
is accessihk through a receptacle localed on the lower Idt or Ihe
section. An exlernal battery can be connected to the socket. thus allowing
the operator to crank the engine without having to gain access to the
airplane's battery.
CAUTION
Do not use cigar lighter receptacles as power
sources ror any devices other than the cigar
lighters supplicd with the airplane. Any other
devKc plugged into these receplilde'i may be
damagro.
7.19 VACUUM SYSTEM
The vacuum system operaies the air-driven gyro instruments The
vacuum system (Figure 7-21) consists or a vacuum pump on each engine.
plus plumbing and regulating equipment.
The vacuum pumps are dry-type pumps. which eliminates the need for
an airl oil separator and ih plumbing. Asheardrive prolects the engine Crom
damage. Ir the drive shears. the gyros will become inoperative.
The vacuum gauge. mounted on the right instrument panel to the right
of the radios (rder to Figure 7-25). provides valuable information to thc
pilot about the operation of the vacuum system. A decrease in pressure in a
s';stem Inat has remail\Cd conslant over an extended perio<l may indicllie a
(,iny (iller. dirty screens. possibly a sticking vacuum regulalor or leak in
system (a low vacuum indiciltor light is provided in the annunciator panel).
Zcro pressure would indicate a sheared pump drive. deCective purn(l.
possibly a defeclive gauge or collapsed line. In the event or any gauge
variillion rromthe norm. the pilot should have a mechanic check the syslem
to prevent possible damage to the sySlem compom:nls or eventual failure oC
the system.
ISSUED; MARCH 23, 1971
REVISED: MARCH 14. 19J13
REPORT: VR-360
7-11
SECTION 7 PIPER AIRCRAFT CORFORATION
DESCRIPTION.I: OPERATION PA-.w-IH. SEMINOLE
,/
I
.-
2 MG\lVlTOll
J VII("""" GAUGE
"ntlUOIf (MIO
5 CMlCTlOKo\l (;YII()
CHIC. V.....vt:
1 flUfll
/
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fr.
/ ~
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- ~
VACUUM SYSTEM
Figure 721
/
REPORT: va-a"
7,22
ISSUED: MARCH 13. 1m
PA-44-IU, SEMINOLE DESCRIPTION k OPERATION
,
A vacuum regulator is provKied in the system to prolett the gyr05. 'The
valve is set so the normal vacuum reads 4.810 S.2 inches o( mercury, aseuin!
which provides sufficient vacuum to operate all the gyros at their rated
RPM. Higher settings will damage the gyros and with a lowsetting the gyros
will be unreliable. The regulator is located behind the instrument panel.
7.21 PITOT STATIC SYSTEM
Ttw: pitot static system (Figure 7423) both pilot and static
pressure for the indicator and sialic pressure for the altimeter and
vertical speed indicator (when ilUtaHed). Pitot and static pressureare picked
up by the pilot head on the bottom of the left wing.
The control valve for an alternate static source is located bt:low the left
side of the instrument panel When the \lalve is5et in the alternate position.
the altimeter, vertical spcc:d indicator and airspeed indicator will be using
cabin air for stalic pressure. The stonn window and cabin vents must be
closed and the cabin heater and defroster must be on during alternate static
source operation. The altimeter error is less than 50 feet unless otherwise
placarded.
To prevent bup and water (rom entefin& the pilot and Sialic pressure
holes when the airplane is park.ed, a cover should be placed over the pitot
head. A partially or completely blocked pitot head will give erratic or zero
readings on the instruments.
NOTE
puring preflight. check to make sure the pitot
cover is removed
An optional heated pitot head whkh alleviates problnns
with icing or heavy rain, is available. The switch for pitot heal is located on
the switch panel to the pilot's left. The pitot heat system has a separate circuit
breaker located in the circuit breaker panel and labeled "Pitot Heat." The
operational slatus of the pitot heal systemshould be included in the prefiiAht
check.
ISSUED, MARCH 23, 1978 REPORT: VB-800
7-23
SECTION 1 PIPER AIRCRAfT CORPORATlON
DESCRIPTION Il. OPERATION PA-4411t, SEMI NOLI:
/
/
,
\
\
\
\
\ \
\---
-, ;1
1
'. / I

PITOT STATIC SYSTEM
Figure 723
,
,
/
/
/
/
/
REPORT: VB86t
7-14
PIPoR AIRCRAFT CORPORAnON SECTION 7
PA--44-IS8, SEMINOLE DESCRIPTION &, OPERATION
CAUTION
Care should be exercised when checking the
operalion of the healed pitot head. The unit
bel::omes very hot. Ground operation or pilOI
heat should be limited 10 ] minull:s maximum
to avoid damaging the heating units.
7.13 INSTRUMENT PANEL
Flight instruments are grouped in the upper instrument panel (Figure
7-25): engioe and dectrical system moni1oring inslruments. Ihe aUlopilot,
and the circuit breaker panel are in the lower instrument panel. left and
righl enSine in!ilrumenls arc separaled by che left conlrol wheel shaft,
Radios are mounted in the centtr of the upper instrument panel. An
optional radio masler swilch is located near Ihe top of the instrument panel
between tt.e radio stacks. II controls the power to all radios through tt.e
aircraft master switch. An emergency bus SWilch is also provided to insure
auxiliary power to the avionics bus in the event of a radio master switch
circuit failure. The emergency bus sWilCh is located behind the lower righl
shin guard left of Ihe circuit breaker panel. The control quadrant - throtlles
and propeller and mixture controls - is in the center of the lower instrument
panel, To the left of the control quadrant is the landing gear selector.
Various warning light! are located with the pilot's night instruments on
the leU inslrument panel. The gear unsafe warning light is to Ihe lef, of
the nnnunciator panel.
The annunciator pando with oil pT5Sure. gyro vacuum and alternator
lights. and incorporating a prns-to-tCS\ feature. is located to Ihe upper left
of the radios. The illumination of these lights in flight is an indication of a
possible system malfunction. The pilot should closely monitor instrument
panel gauges to ehed the condition of a system eormponding light
011 the annunciator panel illuminates. During prenight. the operational
of the annunciator panel should be tested by use of the press-to-test
button. When the button is depressed. all annunciator panel lights should
illuminate.
NOTE
When an engine is feathered. the 1Ilternator,
gyro air and engine oil pressure annunciator
lights will remain illuminated.
REVISED: SEPTEMBER ..., 1979
REPORT: \'8-160
7-15
S
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PA-44-IIO, SEMINOLE DfSCRIPTION It OPERATION
Imtrument panel lighting can be dimmed or brightened by rheostat
switches to the right of the control quadrant. Back-lights and a red flood
Ii&ht are optional equipment. When instrument panel lights are turned on,
annunciator lights are dimmed. Hoftwr. 'hey will not showdim when the
presHo-test swich is depressed.
7.15 HEATING, VENTILATING AND DEFROSTING SYSTEM
Heated air for cabin heat and windshiekl ddrosting is pt"oyjdcd by a
Janitrol combustion heater located in the (Mward fuselage (refer to Figure
7-27). Air from the heater is distributed by a manifold to the ducts along the
cabin noor to outlets at each seal !lOO to the defroster outlets.
Operation of the combustion heater is controlled by a three-position
switch located on the instrument panel(FipfC7-29) and labe'ed FAN. OFF
and HEATER. Airnowand temperature art regulated by the three leven on
the instrument panel. The upper lever regulates air intake and the center
lever regulates cabin temperature. Cabin comfort can be maintained as
through various combinations of lever positioltJl. Pas5Cngen have
secondary control over heat output by indivKlually adjwtabk outlets at
each SUI. location. Tbe third lever on the instrument panel controls the
windshield defrosters.
For cabin heat. the air intake kver on the instrument panc:1 muse be
paroany or fully open and the three-position switch set to the HEATER
position. This simultaneously starts fuel flow and ignites the heater; and,
durin. ground operation, it also activates the ventilation blower which is an
integral part of the combustion heater. With instant starting and no need for
priming, heat should be felt withina few seconds. Wheneabin air reaches the
temperature selected on the cabin temperature lever. ignition of the healer
C)'clcs automatically to maintain the selected temperature. Two safelY
switches activated by the intake valve and located aft of the heater unit
prevent both ran and heater operation when the air intalce is in the
closed position. A micro switch, which actuates when the landing lear is
retracted. turns off the ventilation blower so that in night the cabin air i,
circulated by ram air pressure only.
When the switch is in the FAN JKl'ition during ground
operation. the ventilation fan blows fresh air through the heater duct work
for cabin ventilation and windshield defogging when heal is not desired.
REPORT: VI-R61
7-27
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DESCRIPHON &. OPERATION FA-44-.", SEMI NOtE
To introduce fresh, air into tM cabin during night, the air
intd;e should be open and the heater off. Ram air enters Ihe system and am
be individually regulated al each floor OUlltt. outlets also supply
fresh air ror cabin ventilation. The occupant oreach seat can manually adjust
an outlet in ceiling to regulate Ihe flow of air to that scat area. An
optional fresh air blower may be installed in the overhead ventilation system
10 provide additional fresh air now durin! ground operation.
An overheat switch in heater unit aets as a device leo
render the inoperative if a malfunction should occur. Should the
switch deactivale thc heater, the OVERHEAT light on instrument panel
will illuminate The overheat switch is located on the aft inboard end of the
hcater vent jacket. Thc red reset button is located on the heater shroud in the
nose cone compartmenl.
To prevent activation of the overheat switch upon normal heater
shutdown during ground operation. turn the switch to FAN
for IWO minutes with the air intake lever in the open position before turning
the switch to OFF. During night. leave the air intake lever open ror a
minimum of fifteen seconds after turning the switch to OFF.
The combustion healer uses fuel from the airplane fud system. An
eltttric fuel pump draws fuel from the left at a ratc of approximately
one half gallon ptr hOllr. Fuel used for heater opc'ralion should be
considered when planning for a nighl.
1.27 CABIN FEATURES
The front seats are adjustable fort and aft. Each seat reclines and is
provided with an armrest. The rear sealS are easily rcmovt:d to provide
addilional cargo spaa:.
NOTE
To remO\'e the rear sealS. depress the plunger
behind each front leg and slide seal 10 rear.
Scat belts are standard on all scats, and the rront scats are equipped with
adjustable shoulder harnesses. Th..:se shoulder harnesses are optionally
available for the two rear seats. The shoulder harness is routed over the
shoulder adjacent to the window and attached to the seal bell in the general
area of the occupant's inboard hip Adjust this fixed strap so that all controls
are acccssible while maint3ining adequate restraint for the occupant.
REPORT: VB&6I
l-JO
ISSUED; MARCH 13. I'"
REVISED, JANUARY II. '''1
PiPER AIRCRAFT CORPORATION SECTION 7
PA..ISO. SEMINOLE DESCRIPTION & OPERATION
,
I
,
" I
....

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,
"
"
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EMERGENCY EXIT
Figure 7-)1
harnesses with reels 8re available for all four seats. Acheck
of the reel mechanism is made by pulling sharply on the slrap. The
reel should lock in place and prevent the strap from extending. For normal
body mo\'emenlS. the strap .....ill extend or as required. Other seal
options include headrests and push-button. vertically adjustable pilot and
copilot !Ieals. The scat belt should be snugly fastened over each unoccupied
,w.
Standard cabin features include a pilot's storm window. ashtrays. map
pockets. sun visors, and pockets un the front seal backs. Anwng the options
..... hich may be added to suit indi\'idual l\eCds are headrests. a fire ext in-
gllisher. aoo a special cabin package.
The pilut's left side window is an emergency exil. The emergency exit
release handle is located b<:neilth lite: thermoplastic cover on the vertical post
between the first and second lefl side windows (Figure 7.31).
REVISED: JANUARY 2:1. 1981
REPORT: V9860
7-31
DESCRIPTION &. OPERATION PA-44181, SEMINOLE
CAUTION
The emergency nil is for ground use only.
When released. the window will fall free from
the fuselage
1.29 STALL 'VARNING
An approaching stall is indicated by a stall warning horn which is
activated between five and ten knots above 5tall speed Mild airframe
buffeling .. nd gentle pilching may also preccde the stall Siall speeds are
shown on a graph in the Performance Chaf1s Seclion. T1'Ie w-drning
indication consi.m of a continuous sounding horn located behind the instru-
ment pando 111c stall wcuning horn has a difrercnl sound Irom IhOlt of the
gear warning horn which has a 90 cycles per minute heepingsound. The stall
warning horn is activated by two lift deJectors on the leading edge of the left
wing. outboard of the t'ngine nacelle Thl' inboard detector acti\'atl'S the
horn when Ihc OCiPS are in Ihc 2S and 40 degree positions. the outboard when
Ihe naps arc in other positiolUi A squat switch in the stall warning
does not allow Ihe units 10 be acti"alcd on Ihe ground.
7.31 BAGGAGE AREA
1)le 24 cubic 1001 baggage located aft of the hl1.5 a
weight capaCil)' of 200 pounds ThiS compartment is loaded and unlOOldcd
through a separate 22 x 20 inch baggage door. and it accessible during
night. Tie-down straps arc provided and they should be used al all times The
bagga{!'l' and passenger doors use tOe same key.
NOTE
It is the pllot's responsibility to be whcn
b<lggagc is loaded that the airplane C (j falls
"''ilhin Ihe allowahle c.G. range (See Weight
and Balance Section.)
7.33 FINISH
1 ht' standard c"-tcrim finish is painted with acrylic laC\jucr An ilillional
polyurelhane finish is <llw u\-uilllble To keep t he finish all raclive. economy
s,re splay cans of lotu:h.up pltinl av-dilablc from I'ipcr l>eulers
REPORT: VBSilO
732
REViSED; MARCH 14,1983
PA-oU-llO. SEMINOLE DESCRIPTION &. OPERATION
7.35 EMERGENCY LOCATOR TRANSMITTER
The Emergenc)' Locator Transmitter (ElT) meets the requirement! of
FAR 91.52. It operates on self-contained batteries and is located in the aft
fuselage section. 1\ is accessible through a rectangular on Ihe right
hand side. A. number 2 Phillips screwdriver is required 10 remove the cover,
A battery replacement date is marked on the Iransmiuer. To comply
with FAA regulations. the battery must be replaced on or before this date
rhe ballery must also be replaad if the lransmitter has been used in an
emergency situation or if Ihe accumLllated lest time exceeds one hour, or if
the unit has been activated for an undetermined time period,
NOTE
If for any reason a lest transmISSIon is
necessary. the test transmission should be
conducted only in the first five minutes of any
nour and limited to three audio sweeps. Iflests
must bt made al any other time. the test5should
be coordinated with the nearest FAA tower or
flighl ttrvice station,
NARCO ELT 10 OPERATION
On the ELT unit itselfis a three position switch placarded "ON, "OFF"
and "ARM." The ARM position sctSlhe ElT so that it will transmit after
impact and will continue to transmit until its bauery is drained. The AR M
position is selected when the ELT is installed in the airplane and it should
in that position.
To the ELT asa portable unit in an emergency. remove the cover and
unlatch the unit from its mounting base. The antenna cable is disconne<:ted
by a left of lhe hurled nUl and a pull. A stlarp lug on the two
small wires will break them loose, Deploy the selfcontained antenna by
pulling the plastic tab marked "PUII FUl.1. YTO EXTEND ANTENNA"
Move \tle switch to ON to acti"alc: the transmiUer.
Optional equipment
Issm:o: MARCH 23. 1978
REVISED: APRIL 13, 1979
REPORT: VI-860
7JJ
DESCRIPTION. OPERAnON PA......I ... SEMINOLE
In the event tbe transmiuer is activated by an impact. it can only be
turned off by moving the Iwitclt on the ELT unit to OFF. Normal operation
can then be restored by pressing the small clear plastic reset button located
on tlte top of the front face of the ELTaod then moving the switch to ARM.
A pilot's remote switch located on theleCt side panel is provided to allow
the transmitter 10 Ix: turned on from inside tbe cabin. The pilot's remote
switt:h is placarded MON" and MARMED." The switch is normally in the
ARMED position. Movina the switch to ON will activate the transmitter.
Moving the switch back to the ARMED position will tum off the
transmitter only if the impact switch has not been activaled.
The ELT should be cJ1e(:ked to make min the unit bas not bn
activated u r n ~ the ground cbeck. Check by selecting 121.50 MHz on an
operating receiver. If there is an oscillatina l.':hirping sound. the ELT may
have been al.':tivated and should be turned ofC immediately. This requires
removal of the access cover lind movinathe switch to OFF, then press the
reset bullon and return the switch to ARM. Recheck wilh the receiver 10
ascertain the Iransmitter is silent.
CCC CIR 11-2 OPERATION
On the unit itself is a three position selector switch placarded "OFF,"
"ARM" and "ON." The ARM position is provided to Itt the unit 10 the
automatic position 50 thai it will transmit only after impact aDd will
continue to transmit until the battery is drained 10 depletion or until the
switch is manually moved to the OfF position. The ARM position is
selected when the transmitter is installed at the factory and lhe switch should
remain in that position whenever the unit is installed in the airplane. The ON
position is provided so the unit can be used as a portable transmitter or in the
event Int: automatic fealure was not trigeml by impact or to periodically
test lhe function of the lransmitter.
Select the OFF position when changing the battery, when rearmins the
unit if it has bn aClivated for any reason. or to discontinue transmission.
NOTE
If the switch has been placed in the ON position
for any reason. the OFF position has to be
selected before selecting ARM. If ARM is
selected directly from the ON position. the unit
will conlinue to transmit in the ARM position.
REPORT: VIH6t
7J4
REVISED: APRIL 13, 197'
SEMINOLE D$CRlmON Ii: OPERAnON
A pilot's remote switch, located on the left side panel, is pt"ovided to
allow the transmiuer to be controlled from imide the cabin. The pilot's
remote switch "ON,''''AUTO/ ARM"and OFF/ RESET."The
switch is normally left in the AUTO! ARM position. To turn the. transminer
off, move the switch momentarily to the OFF/ RESET position. The
ail craft muter switch must be ON to turn the transmitter OFF. To actuate
the transmitter for tests or other reasons, move the switch upward to the ON
position and leave it in that position as long as transmission is desired.
The unil is equipped with a portabk: antenna to j\lIow the locator to be
removed from the aircraft in case of an emergency and used as a portable
signal transmitter.
The locator should be checked during the ground cbeck to makec:ertain
tile unit has not been accidentally activated. Check by lUnine a radio
reiver to 121.SO MHL lfthere is an oteillatingsound, the locator mayhave
been activated and should be turned off immediately. Reset to the ARM
position and check again to insure against outside interference.
ISSUED: DECEMBER 15, 1971
REVISED: APRIL 13. 1979
REPORT: Va-I'O

SECTION 1 PIPER AIRCRAFT CORPORATIoN
DESCRIPTION &: OPERATION PA44.ISO. SEMINOLE
7.31 PIPER EXTERNAL POWER-
An optional startinA installation known as Piper External Power (PEP)
allows the airplane engine to be started from an external bantry without the
necessity of gaining access to the airplane battery. The cable from the
external battery can be all ached to a receptacle under the right side of the
nose section of the fuselage. Instrur:lions on a placard located on Ihe cover of
the receptacle should be- followed when slarting with external power. For
instructions on the use of the PEP, refer to Staning Engines - Section 4
7.39 PROPELLER SYNCHROPHASER-
A propeller synchrophaser installation is available as optional equip-
menl. Its function is to maintain bolh propellers al the same RPM and 8t a
preselected phase angle. This eliminates the propeller "beal" effect and
minimizes vibration. When the synchrophaser is installed, the left engine is
established as the master engine, and the right engine is equipped with a slave
governor which automatically maintains its RPM with the left engine RPM.
When the propeller synchrophaser is installed. a two-position switch is
located on throttle quadrant below lhe propeller ('ontrols. It is labeled
"MA UAL" (or manual control or standby and SYNC" (or
propeller synchrophaser.
During taxi, landing or operations the propeller
switch should be in the MANUAL position. Durin!!: cruise,
propellers should be manually to within approximately 10
RPM and the switch placed in the AUTO SYNC position. Normally,
propeller synchrophasing will take place within a few sec,)nds, but occa-
sionally it may take up 10 a ful1minule. When the power setting is lO be
changed, Ihe synchrophaser swilch should be set 10 MANUAL for 30
st'Cooos before the power selling is adjusled; Ihen the synchrophaser switch
may be to Ihi: AUTO SYNC pOSition. If the propeller RPM
differential exceeds 50 RPM, the switch should be placed on MANUAL for
30 to 40 5t'Conds; then the propellers can be synchronize-d again and tht
synchrophaser switch returned 10 AUTOSYNC. breakclS
completely deactivales the propdler synchrophaser system. If lhe maslcr
switch is turned OFF or if there is an electrical system (ailure, the slave
engine will return to the controlled, selected RPM plus approximately 2S
RPM's "out of synchronilation" regardless of the position or'lhe synchro-
phaser switch.
"Opaiona! equipment
REPORT: VB160
7-36
ISSUED: APRIL 13, 1919
PA-44.UJO, SEMINOLE DESCRIPTION & OPERATION
7.41 CARBURETOR ICE DETECTION SYSTEM
A carburetor ice detection system is available as an option on this
airplane.
The system consists of a control bolt mounled on the instrument panel.
a probe sensor mounted in the c:Hburetor and a red warning light 10 indicate
~ presence of ice in the carburetor.
If ice is present, apply full carburetor heat. Rerer to J 37. Carburetor
Icing, in the emergency procedures.
To adjust the system ror critical ice deteclion. (irst turn on the airplane's
master switch and lhen turn on the ice detection unit. Turn the sensiti\'ity
knob fully counterclockwise causing the carb ice light to come on. Now.
rolate lhe sensitivity knob back (clockwise) unlil the ice light just goes out.
This establishes the critical setting.
WARNING
This instrument is approved as optional equip-
ment only and Flight Operations should not be
predicaled on its use.
ISSUEO: MARCH 1,1980 REPORT: VB860
737
TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING. SERVICING AND MAINTENANCE
Paragraph
No.
P:tge
No.
8.1
8.3
8.5
8.7
8.9
8.11
8.13
8.15
8.11
8.19
8.21
8.23
8.25
8.27
8.29
8.J r
8.33
General .
Airplane Inspection Periods .
Preventive Maintenance . ........................
Airplane Alterations ...........................
Ground lIandling , ..............
Engine Induction Air Filters .
Brake Service .
landing Gear Service ..........................
Propeller Service ...............................
Oil Requirements .
Fuel System .
Tire Innation .....................
Battery Service .
St'riaJ Number Plates ............................
Lubrication ... ................ " ................
Cleaning ..................................... .
Winteri1.ation ................... , ..........
8-'
8-2
8-3
8-'
Il-S
1l-7
88
8-.
8-10
8-10
Il-II
8-13
8-13
8-1.
814
8-1'
Il-I7
REPORT: VB-860
...
PA-44-IIO. SEMINOU.:
SECTIO I
HANDUNG. StRV &. MAINT
SECTION.
AIRPI.ANE HANDUNG, SER\!I('JNG, AND MAINTENANCE
8.1 GENERAl.
This section guidelincs relating to the hill'ldling,lIervicing. and
maintenance of the Seminole For compiete mainlenancc instruclions. refer
10 Ihe PI\-44-180 Maintcnancc Manunl.
owner lihould lita)' in contact with an authoriled Piper
Cenler or Customer Service Deparimenllo oblain Ihe latClit
information pertaining 10 Iheir airplane. and 10 avail himr.cU of IlifICr
Aircrafl's support liystems
Pipcr I\ircraft Corporation lakcs a continuing in h<lving Ikc
owner gel lhe mO$t eflicient use fr(lm his airplane and keeping it in the best
coodition Con!lCqucntly. Piper Aircraft. from time 10 time.
issue; ('T'VlcC rclealiC'l including Service Bulklins. Service Lclters, Service
Spare!> '.etter.;. and (lthers relating 10 the aircraft,
Service Bulletins are of special importance and Piper comiders
compliance mandaln!)' These lire senl directly to tnelatest F""-regislered
owners in the United State!; (U.S.) and Piper Servitt Centers wtlrldwide
on the nature of the release. material and lahor allow.mcn may
apply. informal ion is provided 10 all aUlhoriled Service CcotcfS
Service deal wilh product improvements and servicing:
techniques pertaining to Ihe airplane:. They arc sent to Piper Service Centers
and, if llCSS3ry. to the FAA-registered owners io lhe U S Owners
gi\'e carerul allenlitln 10 Service Letler inronnation
Service Spates orrcr improved kits. and opti,.n<ll
equipment which werc not available (lTiginally and which may hc (11 intercsl
In !he owner
ISSllf.D: MAR('H H, 19"1"
REVISED: MAR('H 4.1989
REPORT: V8-R60
11
SECTION'
HANDLING. SERV &: MAINT
PIPER AIRCRAFT CORPORATlON
PA........ I ... SEMINOLE
Piper Aircraft Corporation offers a subscription service for the Service
Bulletins, Service utters. and Service Spares Letters. This service is
available 10 inltrested persons, such as owners. pilots. and mechanics at a
nominal fee, and TTI.II)' be (Ibta.ined through an authorized Piper Service
Center or Piper's Customer Services Department.
Maintenance manuals. parts catalogs, and revisions to both, an:
available from Piper Service Centers or Piper's Customer Services
Department.
Any cornsporldenc:e regarding the airplane should include the airplane
model and serial number to ensure proper respon!>e.
8,J AIRPLANE INSPECTION PERIODS
Piper Aircraft Corporation has developed inspection ilemsand required
inspection inlervals (i.e,: SO. 100.500, and 1000 hours) for the specific model
aircraft. Appropriate forms are o n l i ~ d in the appl)cable Piper
Service! Maintenance Manual. and should be complied with by a properly
trained. knowledgeable, and qualified mtthanic at a Piper Authorized
Service Center or a reputable repair shop, Piper Aircraft Corporation
cannot accept responsibility for the continued airworthiness of any aircraft
not maintained to these sUlndards, and Ior not brought into compliance with
applicable Strvice Bulletins issued by Piper Aircraft Corporation,
instructions issued by the engine. propeller. or accessory manufacturel1l. or
Airworthiness Directives issued by the FAA.
A programmed insptclion, approved by Ihe Federal Aviation
Administration (FAA), is also available to the owner. This involves routine
and detailed inspections to allow maximum utilization of the airplane.
Maintenance inspection costs are reduced, and the maximum standard of
continued airworthiness is maintained. Comp1<:lt details are available from
Piper Aircraft Corporation.
In addition, but in conjunction with the above. the FAA requirt"s
periodic inspections on all aircraft 10 keep the Airworthiness Cenificalt i!'l
effect. The owner is Tt'sponsible for assuring compliance with these
inspection requiremenls and for maintainin& proper documentation in
logbooks andlor maintenance records.
REPORT: V886f1
8-'
REVISED' MARCil 4, 1989
PA....... I". SEMINOLE
SECTION 8
HANDLING, SERV &. MAINT
A spectographic analysis of the engine oil is available from several
sourtt!. This inspection. if JXrformed properly, provides asood check of the
internal condilion of the engine. To be accurate, induction air filters must be
cleaned or changed regularly. and oil samples must be taken and sent in at
resular intervals.
8.S PREVENTIVE MAINTENANCE
1ne holder ora Pilot Certificate issued under FAH Part 61 may perform
certain pre\'Cnlive maintenancedescribi in FAR Part4J. This mainleRance
may be performed only on an aircraft which the pilot owns or operates and
which is not used to carry persons or property for hire. Although such
mainteRancc: is allo.'td by law. each individual should make a self-analysis
as to whether he hu the ability to perform the worle.
All other maintenance required on the airplane should beaccomplished
by appropriately licensed personnel.
If maintenance is accompJistled. an entry must be made III the
appropriate logbook. The entry should contain:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of houT'S on the aircraft.
(d) 1M certificate number of pilot performing the work.
(e) Signalure of the individual doing the work.
REVISED: MARCH -4. 1981J
REPORT: VU--860
IJ
SECTION I
HANDLING, SERV &. MAl NT
PA44-ISt, SEMINOLE
1_' AIRPLANE ALTER"ATIONS
If the owner desirrs 10 have his aircrart modifted, he must obtain FAA
approval for the ahcnllion. Major altcrtltions accomplished in accordance
with At'h-isory Circular 43 B-2, whcn ptrformcd by an A & P mech.mic,
may be approvcd by Ihc local FAA office Major alterations to the basic
airframe or systems nOi covered by AC 43.1.1-2 requirc a Supplemental Type
Ccrliricatc.
The 0\\10(1' or pilot is required to aset:rtaio thaI the following Aircraft
Papers 'He In order and in the ai,crafl.
(a) -1'0 be displayed in Ihe aircraft lit
(I) Aircuft Airworthiness Ccrtificiltc Form FAA-8100-2
(2) Aircrafl Registralion Certificate Form FAA8050-].
(.1) Aircraft Radio Station ltcense if transmitters arc inslallcd
(bl To be carried in Ihe aircraft at all limes.
(I) Not's Operating
(2) Weight and Balance data plus a copy 01 the lalest Repair
and Alteration Form FAA-JJ7. if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in lhe
aircraft. they should be made available upon request. logbooks should be
romp"'tc and lip to dille. Good records will reduce maintenance COSI by
thc mechanic information about what has or has not been
accomplished
REPORT: VB-860
8-4
ISSlJ[D: MARCH 23. 1978
REVISED: MARCH 14.1983
PA....I... SEMINOLE
'.9 GROUND HANDUNG
(., Towing
SECTION 1
HANDLING. SERV & MAINT
The airplane may be moved on the ground by the use of the nose
wheel sleering bar that is slowed in the baggage compartment or by
power equipment that will not damage or excessively strain the nose
gear steering assembly.
CAUTIONS
When towinl with power equipment. do not
turn the nose gear beyond ilS steering radius in
either direction, as this will result in damage to
the nose gear and slcering mechanism.
Do not tow the airplane when the controls are
secured.
In the event lowing lines are necessary, ropes should be
attached to both main gear struts as high up on the tubes as possible.
Lines should be long enough to dear tbenose and/onail by hot less
than fifteen feet. and II qualified person .hould ride in the pilot's seat
to maintain control by use of the brak.es.
(b) Taxiing
Before attempting to taxi Ihe airplane. ground personnel
should be instructed and approved by a qualified person authorized
by Ihe owner. Engine starting and sltut-down procedures as well as
laxi techniques should be covered. Wlten it is ascertained that the
propeller back blast and laxi areas are clear, power should be
applied to start the taxi roll, and the following checks should be
performed:
(I) Taxi a few feel forward and apply lhe brakes 10 determine
their effectiveness.
(2) Taxi with Ihe propener set in low pilch, high RPM setting.
(3) While taAiing, mak.e slight turns to ll5Certain Ihe effective-
ness of the steering.
(4) Observe wing dcarance when taxiing near buildings or
olher stationary objects. If possible, station an observer
outside the airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.
ISSUED: MARCH 13. 1971 REPORT: VB-860
I-S
SECTION. PIPER AIRCRAFr CORPORATION
HANDUNG, SERV Ii. MAINT PA......... ", SEMINOLE
(6) Do not operate the engine at hiah RPM when ronnins up
or taxiinJ over cround containing loose stones, l t ~ l or
any Joose: matttialtbat may cause damage 10 the propeller
blades.
(e) Parkin,
When parking the airplane, be lure that il is sufficiently
protected from adverse weather conditions and that it presenlS no
danger 10 other aircraft. When parking the airplane for I,ny Ienph
of lime or overniahl, it is sugested thai it be moored securely.
(I) To park the airplane, head it inlO the wind if possible.
(2l Set tbe partin, brake by depressiol the toe brakes and
pullin& oul 1M parking brake control. To release tbe
parting brake, depress the toe brake! and push in the
parkinc brake control, then release 1bc toe brakes.
CAUTION
Care should be laken when SC1tin. brakes thai
are ovcrheatcd or during cold weather when
aC(:umulated moisture may freeze a brake.
(3) Aileron and st_bilator controls should be secured with the
front seat belt and chocks used to properly block the
wheels.
(d) Mooring
The airplane should be moored for immovability, security and
and protection. The foUowin, proceduret should be used for the
proper mooring of the airplane:
(I) Head the airplane into tbe wind if possible.
(2) Retract the naps.
(J) Immobilize thc ailerons aDd stabilator by looping the seat
beh through the coD1roi wheel and pulling il snug.
(4) Block the wheels.
(5) Sccure lie-down ropes to the winatie.oown rings and to lhe
tail skid at approO\imately 4S degree angles to the ground.
When using rope of non-synthetic material, leave sufficient
slack to avoid damage to the airplane should the ropes
contract.
ISSVED: MARCH 13, 1971
PIPER AIReRAFf CORPORATION SECTION'
FA""""''', SEMINOLE HANDLING, SUV It MAINT
CAUTION
Use bowline knots, square knots or locked slip
knots. Do not ule plain slip knots.
NOTE
Additional prcp:uations for bilh winds include
usin, lie-down ropes frolU the landid' &ear
forb and securinc the rudder.
(6) InstaU a pitot head cover if available. Be sure to remove the
pitot bead cover before ni,bt.
(7) Cabin and baaagc doors sbould be locked when the
airplane is unattended.
11 ENGINE INDUCTION AIR FlLT!RS
(a) Removin. Induction Air Filter
(I) Remove the upper cowlina to gain access to tbe air filter
box.
(2) Turn the "three studs and remove the air filter boll. cover.
(l) Lift the air filter from the filler boA.
(b) Ckanin,lnduction Air FHtcrs
The induction air n1ters mull be deaned at least once every SO
bOUR, and more l)(ten. even daily. when opecatin. In dusty
conditions. Extra filters are inexpensive, and a spare should be kept
on hand for usc as a rapid replacement.
To clean the filter:
(I) Tap filter &Cntly to Temon dirt particles. Do not usc
compressed air or cleaning solvents.
(2) lnapcct filter. tr paper dement is torn or ruptured or pkel
is daruged. tbe filter shoukl be replaced. The unblc lifeof
the fiUer should be restriCkd to one year or 500 hours,
whichever comes first.
ISSUED: MARCH 13. 1"1 REPORT: VB-'"
1-7
SECTION' PIPER AIRCRAFT CORPORATION
HANDLING, SERV &, MAINT PA-UIO, SEMINOLE
(c) Installation of Induction Air Filters
After deaning. place filter in air boll. and install cover. Secure
eover by turning studs. Replace cowl.
'.13 BRAKE SERVICE
The brake system is filled with (petroleum base) hydraulic
brake nuid. This should be checked periodically or at every 50-hour
inspection and replenished when necessary. The brake reservoir is located in
the forward maintenance area. Remove the four screws and rotate the
fiberglass nose cone forward and dawn. The reservoir is located at the top
rear of the compartment. Keep the fluid level at the level marked on the
reservoir.
No adjustment of brake clearance is necessary. Refer to the Service
Manual for brake lining replacement instructions.
.15 LANDING GEAR SERVICE
Two jack points arc provided for jacking the aircraft for servicins. One
is located outboard of each main landins gear. Before jacking, attach a tail
support to the tail skid. Approximately 500 pounds of ballaSI should be
placcd on the tail support.
CAUTION
Be sure 10 apply sufficient support ballast;
the airplane maytip forward, and the
nose scclion could be damaged.
Landing sear oleos should be scrviced according 10 instruction on the
units. Under normal static load (empty weight of airplane plus full fuel and
oil), main oleo struts should be exposed 2.60 inches and the nose oleo strut
should be exposed 2.70 inches. Refer to the Service Manual for complete
information on servicing oleo struts.
REPORT: VB860
8-8
P
I
P
E
R
A
I
R
C
R
A
F
T
C
O
R
P
O
R
A
T
I
O
N
S
E
C
T
I
O
N
8
P
A
-
4
4
-
I
s
t
,
S
E
M
I
N
O
t
E
H
A
N
D
L
I
N
G
,
S
f
:
R
V
&
.
M
A
I
N
T
B
R
A
K
E
S
Y
S
T
E
M
F
i
g
u
r
e
R
-
I
I
S
S
t
I
E
D
:
M
A
R
C
H
1
3
,
1
9
7
8
R
E
V
I
S
E
D
:
S
E
P
T
E
M
B
E
R
2
6
.
1
'
1
1
0
R
E
P
O
R
T
:
V
B
-
R
b
i
I
'
SECTION B
8.11 PROPEI.I.ER SERVICE
P1PER AIRCRAFT CORPORATlON
PA44-IBO. SEMINOLE
gas charge in the propeller cylinder skoukl be kept at the pressure
specified on the placard located in the spinner cap. The pressure in the
cylinder will iocrease about onc-third psi For every degree Fahrenheit
increase in temperature. This eITect should be considered when cneck.ing
pressure Thc charge maintained must be accurate and free of tK(."Cssivc
moiSlure since moisture may free1.t Ihe pislon during cold ,,-cal her. Dry
nilrogen gas is recommended '
CHAMBER PRESSURE REQUIREMENTS WITH
TEMI'ERATURE FOR COUNTERWEIGHT TYPE PROPELI.ERS
Temp. OF
70 to 100
4010 70
U10 40
)0 10 0
Pressure (PSI)
FOR PROPELLER HUBS.
HC-C2Y(K. R)2CEUF. HC-C2Y(K,R)-2CI.EUF,
HCCJYK2EUF AND HC-C3YK-2LEUF
41 +/- I
38 +}- I
]6 +1- I
JJ t/. I
NOTE. 00 nOI check pressure or charge wilh propeller in fealher pmilion
The spinner and backing plate should be cleaned and inspected for
cracks frl.luently Before each night Ihe propeller should be inspected for
nicks. scratcht:s. or corrosion If found, Ihey should be rt:paired as soon as
possible by a r.ltOO mechanic. since a nick or scratch caus.es an area of
increaK'd which can lead In serious cracks or the loss of a propeller tip.
back 01 the blades should be painted when necessary with nat black
paint 10 retard glare. To prevent corrosiOn. all sunatts should be cleaned
and wa;.,ed periodically'
8.19 OIL REQIJIREMENTS
The oil eap:lcity of the Lycoming engines is 6 quarts per engine with a
minimum sak quanlity of 2 quarts per engine. It is necessary 'hGI oil be
maintained at full for maximum endurance flightsll is recommended that
er,sine oil be drained and renewed every 50 hours, or sooner under
REPORT: VB-860
8-'0
REVISE.D: MARCU 4, 19119
PA--44-l8t, SEMINOLE
SECTION 8
HANDLING, SERV &: MAINT
unC8Vorable conditions. Full nowcartridge oillilters should be replaced
each SO hours of operation. The interval between oil and oil filter change is
not to exceed four (4) month5. Lycoming Service Bulletin No. 446should be
complied with eltch 50 hours, also. The following grades 3re rCl.juircd for
temperatures:
Average Ambient
Temperature
All Tempuatures
Above 80" F
Above 60" F
JO"F 10 900F
O"Fto 7(fF
Below 10" F
MIL-l-60828
SAE Grade
60
50
40
)0
20
Mll-L-22RSI
Ashless Di5pcrunt
SAE Grades
15W50 or lOW5O
60
40 or SO
40
)0, 40 or 20W40
)0 or 20W-30
When operating temperatures overlap indicated ranges. use Ihe lighter
grade oil.
NOTE
Refer to the latest issue of Lycoming Service
1014 (Lubricating Oil
Recommendations) for further information.
21 FUll SYSTU.1
(a) Servicing Fuel System
The fuel screens in the strainers require cleaning at 50 hour or
90 day intervals, whichever occurs The, fuel g3lK:olalOr
3re located in the fuselage under the rear sealS. The fuet
valves and the auxiliary pumps are in the wings adjacent to
the nacelles.
(b) Fuel Requirements
The minimum 8\'iation grade Iud for the PA-44-11l0 100.
Since the use of I090'Cr grades can cause serious engine damage in a
shor1 period of time. the engine warranlyis invalidated by the use of
lower octanes.
Whenever 100 or 100ll grade fuel is not available. commercial
grade 100/130 should be used. (See Fuel Grade Comparison Chart)
Refer 10 the latest issued of lycoming Service Instruction No. 1070
for addilional informalion.
REPORT: VR860
&-11
SECTION 8
PA-44180. SEMINOLE
A summary or currenl grades as well as the previous fucl
designations is shown in the following chart:
Fun Gk.... DE COMPARISON CHART
Cunenl Mitill1'y
Pn';ouo ("c....-.-aal Cll .... nl CClIlltnt,ril'1 hel G.adn l'-Ul:-GH11E1
f ...1C,adu IASTM-D910) F..... G.1I4... IASTIolD9lo.U) Amuoch... ". No J
Mu TEL M..- TEL Mu HI
"...
Colo< mliU S ,.1 ...... Coloc ml/U S ,tl OfNe Colo,
!tIl/ US ",-
O/8f
,
"
to ...
"
1101117 ,l
" ,,"
"
IOOl.L blue
"

100/1 )0 JO '00 ,rten .lO
100.' IJlI ,.un
J 0
II
"

115! '45
"
G
,
Gild. 1001.l. (uti jn .orne ell,counlriel l.eeD lind d..i.n...d 1001. .
- Com.... r<i_1 100 and I.lld. (bOlh of which are cokl.ed 1I ell) havillll1 EI
COnl.nt nf to .. mli lJ S Jtllon are .pplov.d for ,u,e in .U engine, c.rtific,ted fo' Ule .... ilh
100/1.10 Inel
The operation of the aircraft is approved with an anti-icing
additive in the fuel. When an anli-icingaddilive is used it musl meet
the specification Mll-I-21686. must be uniformly blended withlhe
fuel whik refueling, must nOI exceed .15% b)'volumeofthe refueled
quantity, and 10 ensure ilS effectivencss should be blended at not lcss
than .10% by volume. One and one half liquid on. per ten gallon of
fuel would fall within this range. A bknder supplied by the additi\'e
be used. Except for the information conl3.ined
in Ihis scction. the manufacturer's mixing or blending instruetiom
should be carefully followed.
CAUTION
Assure lhat lhe additive is directed inlO the
nowing fuel sEream The additive now should
Sian after and stop before the fuel now. Do not
permit the concentrated additive to come in
contact with the aircraft painted surfaces or the
interior surfaces of the fuel tanks
REPORT: VB-861
1-11.
ISSUED:. MARCH I, 1m
PA4-418C1. SEMINOLE HANDLING, SERVo &: MAINT
CAUTIONS
Some fuds have anti-icing additivn pre-
bknded in the fuel at Ihc refinery, 50 no further
blending should be performed.
Fuel additive can not be used asasubstilutefor
preflight draining of tbe fud system.
Ie) Filling Fuel Tanks
Observe all safety precauliolls required when handling gaso-
line, Fill the fuel tanks through the filkrs located inside the access
cover aft of the engine cowling: on Ihe outboard side of Ihc
Elich nacelle tank holds a maximum of 55 U.S. gallons. When using:
less than the standard 110 gallon capacity, fuel should be distributed
equally between each side.
ISSUED: MARCH I, 1980 REPORT: VB860

SEcnON a PIPER AIRCRAFT CORPORATION
HANDLING. SERV " MAINT PA"IBO. SEMINOI.E
....
FUEL DRAINS
Figure 8-2
(d) Draining Fuel Strainers, Sumps and Lines
The aircraft is equipped with single poinl drains which should
be drained before the first flight of the day and after refueling, 10
check for fuel contamination. Ifcontamination is found. fud should
be drained unlil rhe contamination stops. If cOnlamination persisls
after draining fuel for a minute, conlact a mechanic to check the: fuel
system.
Each half of [he fuel system can be: drained from a single point
which is localed just forward of the: enlrance step. Fuel ~ ~ r s
shouk! be in Ihe ON posirion during draining. The fuel drained
should be collected in a transparent container and examined lor
contamination.
CAUTION
When draining fuel, be sure that no firc hazard
exists before starting the engines.
REPORT, VIl-8'O
8-12
ISSUED' MARCH n, 1978
PA-4+lllo. SEMINOI.E
(e) Draining Fuel System
SECTION a
HANDLING, SERV &.
The: fuel may be drained by opening the valves at the-right hand
side of Ihe fuselage just forward of lhe entrance step or by
siphoning. The remaining fuel in the lines may be drained through
the gllscolafors.
8.23 TIRE INFLATION
For muimum service frum the tires, keep them inflated 10 the proper
rlftsSUres. The main gear tires should be inOaled 10 55 psi and the nose genr
should be innaled 10 50 psi.
Interchange lhe lires on IIle main wheels. if necessary. to I'roduceeven
wear. All wheels iHld tires are balanced before original instalhllion, and the
relationship of the tire. tube, lind wheel should be maintained if at all
possible. Unball'lnced wheels can Cllllse extreme vibration on takeoff. In the
installation of new components. it may be necessary to rebalance the wheel
Wllh the tire mounted.
When checking Ihe pressure, examine lhe tires for wcar. CUls, bruises
and slippage.
8.25 BATTERY SERVICE
Access to the 12-volt 35 ampere hour baltery is gained through the
fiberglass nose cone The battery container has II plastic dmin tube which is
normally closed off. This tube should be opened occasionally to drain off
any accumulation of liquid
The batlery nuid level must not be brought above the haWe plales. 11
be chet:ked every 30 days to detennine that the nuid level is proper
and the connections are tight and free of corrosion. 00 OT fillthe buttery
;.bove the baffle piatts. DO NOT fill the battery with acid - use ..... ater
.,nly. A hydromttercheck will dctermine tht ptrcent of in the baltery.
If the ballc:ry is not properly charged, redlilfge it starting with a rale of 4
amfICres and finiShing with a rate of 2 amperes. Quick chnrges arc not
recummended.
1s"C;llD: MARCH 23, 1978 RE.PORT: VB-86t
"13
SECTION 8
HANDUNG. SERV " MAINT
PA-44-I8f, SEMINOLE
The eXlernal power receptacle. if instalkd. is located on Ihe left side of
the nose 5t:ction. 8e sure the mastcr s.....iteh is off while inserting or
removing a plug at Ihis receptacle.
Refer 10 the Service Manual for delaikd procedures for dcaning anJ
servicing the batlery.
8.27 SERIAL NUMBER PLATES
The serial number plale is localed on the bottom 6f the fuselage ncar the
aft end of Ihe tail nme. The serial number should always be used when
referring 10 lhe airplane on service Of warntnly mailers.
1.29 LUBRICATION
Lubrication al regular intervals is an part of the maintenance
of an airplane. For luocication instructions and a chart showing lubricalion
poinu. Iypes of lubricanlS 10 be used. lubricalinn mel hods and recom-
mended frequencies. refer 10 It\c Service Manual.
8.31 CLEANING
(a) Cleaning Enginc Compartmcnt
Plate a large pan under the engine 10 calch wastc.
With Ihe engine cowling removed. spray or brluh the
engine'with solvent or a mi:<lure of solvent and
In ordcl 10 remove especially heavy dirt and grease
deposits. il nlay be necessary 10 brush areas tbal .....c'e
sprayed.
Before cleaning I he engine compartmenl, platt a strip of tape
on Ihe magneto vents to prevent any solvent from entering these
units.
(I)
III
CAUTION
Do not spray solvent inlo the alternator. vac-
cuum pump. starlcr, air inlakes, or alternate air
inlets
REPORT: VB-860
8-14
ISSUED; MARCH 23, 1978
PA-44-180. SEMINOLE
SECTION 8
HANDJ.JNG. SERV & MAINT
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional
solvent and allow it to dry.
CAUT/ON
Do not operate the engine until excess solvent
has evaporated or otherwise been removed.
(4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces. etc., in
accordana: with the Lubrication Chart in the Service
Manual.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
(I) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease and
dirt deposits have collected, it may be necessary to brush
areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and
allow to dry.
(4) Remove the cover from the wheel and remove the catch
pan.
(5) Lubricate the gear in accordance with the Lubrication
Chart in the Service Manual.
(6) Caution: Do not brush the micro switches.
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make
scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To
wash the airplane. use tlte following procedure:
(I) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a
sort bristle brush.
(3) To remove exhaust stains. allow the solution to remain on
the surface longer.
REPORT: V B 8 ~
8-15
SECTION.
HANDLING, S [ ~ V A MAINT
PA..u...., SEMINOLE
(4) To remove stubborn oil and grease, use a clolh dampened
with naphtha.
~ Rinse: all surfaces thoroughly.
(6) Any good aulomoli ... e Wall may M used to presef'le painted
surfaces. Soh cleaning cloths OJ chamois should be used
10 prevent 5CtB.tches when cleaning or polishint. A heavier
coatin! of wax on the leadin! surfaces will reduce the
ab14sion problems in these areas.
(d) Cleaning Windshield and Windows
(I) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash wilh mild soap and warm water or wilh aircraft
plaslic cleaner. Use a soft cloth or sponge in a straighl back
and fortb motion. Do not rub hanhly.
(3) Remove oil and srease wilh a cloth moistened wilh
kerosene.
CAUTION
Do not use gasoline. alcohol, benzene, carbon
letrachoride. thinner, acetone, or window
cleaning sprays.
(4) After cleaning plastic surfaces. apply a thin coal of hard
polishins wax. Rub lilhtly with a 50ft clolh. Do not usc a
cireular motion.
(S) A seveR scratch or mar in plastic can be umoved by
rubbing out the scratch withjewelCT's rouge. Smooth both
sides and apply WaJI.
(e) Cleaning Headliner, Side Panels and Scats
(I) Clean headliner, side panels, and seats with a stiff brush,
and vllcuum where necessary.
(2) Soiled upholstery, except kather. may be ekaned with a
good upholsleT}' deaner suitable for the material. Carefully
follow the manufacturer's instruC'tionl. Avoid soaking or
harsh rubbing.
REPORT: VB-I'D
....
PA..4.HIt, SEMINOLE
SECTION I
HANDLING, SERV &: MAINT
CAUTION
Solvent cleaners require adequate ventilation.
(J) Leather should be cleaned with saddle soap or it mild hand
soap and wlter.
(t) Cleaning Carpets
To clean carpets, fiut remove loose dirt with a whisk broom or
vacuum. Forsoiled spots and slubborn stains usea noninflammable
dry cleaning fluid. Floor carpets may be removed and deaned like
Iny household carpet.
11..13 WINTERIZATION
FOT winter operation a winterization kit is installed on the inlet opening
of the oil cooler outboard chamber of the plenum chamber. This kit should
be installed whenever the ambient temperature is SO" F or leu. When the kit
is not being used it can be stowed in the nose cone compartment.
ISSUED: MARCH 23, 19711 REPORT: VB",
'-17
TABLE OF CONTENTS
SECTION'
SUPPLEMENTS
Paragraph/Supplement
No.
Page
No.
9.1
,
1
l
4
S
6
7
8
9
10
I'
11
II
14
GcneTIll ................. _...........
AutoControl 11I8 Autopilot Installation .............
AltiMatic (lie Autopilot Installation ...... _.
Piper Electric Pitch Trim .....................
KNS 80 Navigation System .
ANS 3S1 Area Navigation Computer ...............
Air Conditioning Installation ....... , ...........
Century 21 Autopilot Installation ..................
Century 41 Autopilot Installation .......... _ .
Piper Control Wheel aock Installation .......
RCA WeatherScout II Weather Radar System .
RDRI60 Weather Radar System ..................
RDRI60/IN-2026A Weather Radar Sy.tem _ .
RCA Color WeathcrSCout II Weather Radar System .
Bectnca) Distribution Bus Modification .........
9-1
9-J
9-9
9.21.
9-23
9-27
931
9-37
9'"
9-53
9-55
9'"
9'"
973
9-79
REPORT: VB-I'"
..
rA-4f.III. SEMINOLE
SECTION'
SUPPLEMENTS
". GENERAL
SECTION 9
SUPPLEMENTS
This section prov)des information in the rorm or supplements which are
necessar), ror efficient operation of the airplane when it is equipped wilb one
or more of the various optional systems and equipment not approved with
the standard airplane.
All of the supplements provided in this section are "FAA Approved"
and consecutively numbered as a pennllnent part or this handbook, The
information contained in each supplement applies anI)' when the related
equipment is installed in the airplane,
ISSU[D: MARCH 13. 1911 RI:PORT: Y8461
9-1
SEC110N,
SUPPLEMENTS
PA........ It. SEMINOLE
REPORT: Va-I6G
9-2
ISSUED: MARCH 13. 1"1
SECTION "
SUPPLEMENTS
SUPPLEMENT I
AUTOCONTROL 11I8 AUTOPILOT INSTALLATION
SECTION I - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional Piper AutoConlroJ 11I8 Autopilot is installed.
The information contained within litis I\Ipplement is (0 be wed in
conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part ofthis
handbook. based on EDQ-AIRE Mitchell STC SA3276SW-D and must
remain in this handbook at all times when the optional Piper AutoControl
11I8 Autopilot installed.
SECTlON:1 LlMrrATJONS
(a) Autopilot operation prohibited above 185 KlAS. (Autopilot Vmo)
(b) Autopilot must be "OFF'" for tak.colT and landing.
(a) In an emergency the: AutoControl IUD can be disconnected by
pushina the AP ONOFF switch MOFF,"
(b) The autopilot can be overpowered at either conlrol wheel.
(c) An autopilot runaway, with a Jse<:ond delay in the initiation ofre-
eovery while opt'ratina in climb, cruise or desndina night. could
result in a S8" bank and 190 foot altitude lou. Maximum altitude
lou measured at 18S KtAS in descent.
(d) AD autopilot runaway, with a I sc:c:ond delay in the initiation of re-
covery during an approach operation, single or multi-enAine,
coupled or uncoupled, could result in a 12" bank and 20 foot alti
tude loss.
ISSUED: MARCH 13, 197'
REPORT: va..."
9-3
SECTION 9
SUPPLEMENTS
(e) Emergency operation
and/or Non-Slaved:
PA-4..180. SEMINOLE
with optional NSD 360A (HSI) Slaved
NSD 360A
(I) Appearance of HDG Flag:
a. Check air supply gauge (vac or pressure) for adequate air
supply (4 in. Hg. min.).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card - pull circuit breaker and use magnetic
compass for directional data.
NOTE
If heading card is not operational, autopilot
should not be used.
(3) With card disabled, VORl Localizer and Glide Slope displays
are still functional; use card set to rotate card to aircraft head-
ing for correct picture.
(4) Slaving Failure - (i.e. failure to self-correct for gyro drift):
a. Check gyro slaving switch is set to No. I position.
b. Check for HOG Flag.
c. Check compass circuit breaker.
d. Reset heading card while observing slaving meter.
NOTE
Dead slaving meter needle or needle displaced
fully one direction indicates a slaving system
failure.
e. Select slaving amplifier No.2 (gyro slaving switch is set to
No.2 position).
f. Reset heading card while checking slaving meter.
g. Switch to free gyro mode and periodically set card as
unslaved gyro.
NOTE
In the localizer mode the "TO-FROM" arrows
may remain out of view, depending upon the
design of the NAY converter used in the
installation.
REPORT: VD860
94
PA-44-III, SEMINOLE
SECTION 4 NORMAL PROCEDURES
SECOON 9
SUPPLEMENTS
PREFUOHT
(a) AUTOPILOT
(I) Place- radio coupler in HOG mode (if imtaUed) and plat;( the
AP "ON-OFF'" switch to the "ON" position to cnpse roll
section. Rotate roD command knob left and ri,ht and observe
that control w h ~ describes acorresponding ldtand right tum,
then center knob.
(1) Set proper D.G, headioBon 0,0. and turn HDGbUl toain:raft
headinl_ Engage HOG mode rocker switch and roLate HOG
bUB tight and lefl Aireraft control wbeel. should turn same
direction as bUA- Grasp control wbeel and manually override
servo, both directioflS,
(b) RADIO COUPLER - (OPTIONAL)
(I) Tune and identify VOR or VOT station, Position radio coupler
to OMN[ mode. Place autopilot and HOGswitches to the ON
position. Set HOG bUB to aircraft headin. and rolate 085 to
cause OMNI indicator needle to swing left and right slowly.
Observe that control wheel rotateJ in direction of needk!
movement.
(2) Disenpge AP "ON..QFF" switch. Reset radio coupk!r control
to HOG.
IN-FUOHT
(a) Trim airplane (ball centered),
(b) Check air pf6Sure or vac:uum toasceruin that the directional gyro
.nd altitude gyro are receiving suffICient air.
ISSUED:: MARCH 13, .".
REPORT: V!J..161
'-5
SECTION 9
SUPPLEMENTS
PA-44-JIO. SEMINOLE
(c) Roll Section
(I) To engage, center ROLL COMMAND knob. push AP"ON-
OFr sw;teh to "ON" position. To tum, rotate ROLL COM
MAND knob in desired direclion. (Maximum ansk of bank
shouk( nOI exceed JO".)
(2) For heading mode, set directional.yro with magnelic compass.
Push directional Jyro HOG knob in, rotate bug to aircraft
heading. Push console heading rocker (HOG) switch to "ON"
To select a new aircraft heading. push D.G. heading
knob "IN" and rota Ie, in desired direction of turn, to the
desired headinl_
(d) Radio Coupling VOR-ILS wilh H.S.I. (Horizontal SilUation
calor) Type Instrument Display. (Optional)
(I) VOR Navigation
a. Tune and identify VOR !talion. Select desired course by
rotaling eRS knob of H.S.I.
b. Select OMNI mode on radio coupkr.
c. Select HDG mode on autopilot consok to engage coupler.
Aiternft willium to a 4S" intercept angle to
selected VOR course. Intercept anile magnitude depends
on radio needle off COUDe magnitude, 1009& needle dcfkc-
tion will result in 4.5" intercept with the intercept angle
diminishing as the needle offset diminishes.
d. NAV mode - NAVmodeprovidesreduced VORsellsitivity
for tracking weak, or noisy VOR signals. NAV mode
should be selected after the aircraft is established on
course.
(2) ILS-lOC Front Course
a. Set inbound, front. localizer eourse with H.S.I. coune
knob.
b. Select LaC-Normal on radio coupkr to intercept and
track inbound on the localizer. LOC-REV to inter-
cept and traek tht localizer coune outbound to the pro-
cedure !Urn area.
c. Select HOG mode on autopilot console to engage coupler.
Rl:PORT: VB..ln
...
ISSUl:D: MARCH 13, 1971
PA........... SMINOLI:
SECfION 9
SUPPLEMENTS
(l) IlS Back. Course
a. Set inbound. front localizer COUfsc with A.S.1. course
knob.
b. Select LOC-REV on radio coupler 10 inlercept and track
inbound on the back localizer course. Select toe-NORM
to intercept and Irack outbound on the back course to the
procedure tum area.
c. Sdect HDG mode on autopilol cOfl!ole to enpge coupler.
(e) Radio Coupling - VORjlLS with directional gyro.
(Optional)
Radiocoupleropc:ration in conjunction with a standard directional
gyro and VORl LOC display differs from operation with an inte-
grated display(H.S.I.) only in one respecl. The HOG bug is used as
the radio course datum and therefore must be sel to match the de-
sired VOR course as selected on the OBS.
(I) For VOR intercepts and lracking:
Select the desired VORcourse and set the HOG bug to the same
heading. Select OMNI modeonlhccouplerand HOG mode on
the autopilot console.
(2) For ILS Front Course intercepts and tracking:
Tune lhe localizer frequcncyand place the HOG bug on the in-
bound, front course heading. Select lOC-NORM mode on the
coupkr and HOG mode on ttte autopilot console.
(l) For LOC Back CoUrK interttpts and
Tune the localizer frequency and place the HOG bug on thein-
bound course beading to the airport. Sekct lQC-REV mode
with coupler and HOG mode on the autopilot console.
SECTION 5 .. PERFORMANCE
Nochan!tl to the basK. performance provided by Se<:tion S efthc Pilot's
Operating Handbook arc: necessary for this supplement.
ISSUED: MARCH U m REPORT: VB.,,,
'-7
SEcnON,
SUPPLEMENTS
P.4. ......IIO. SI.MlNOLE
REPORT: V8-161
9-1
PA........180. SEMINOLE
SUPPLEMENT 2
SECTION 9
SUPPLEMENTS
ALTIMATiC mc AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies information necessaryforthe opemtion ofthL-
airplane when the optional A1tiMatic me Autopilot is installed. The
information contained within this supplement is to be used in conjunction
with the complete handbook.
This supplement has been "FAA Approved" asa pennanent part of this
handbook based on EDO-AIRE Mitchell STC SA3277SW-D and must
remain in this handbook at all times when the optional AltiMatic me
Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot opemtion prohibited above 185 KIAS. (Autopilot Vmo)
(b) Autopilot must be "OFF" during takeoff and landing.
(c) Required placard PIN I3A660 "Conduct Trim Check prior to
night (see AFM)" to be installed in clear view of pilot.
(d) During autopilot opemtion, the pilot must be in his seat with the
safety belt fastened.
ISSUED: MARCH 23. 1918 REPORT: VB-860
,.,
SECTION'
SUPPLMENTS
PIPR AIRCRAFT CORPORAnON
PA-44-1IO, SEMINOLE
SECTION 3 - EMERGENCY PROCEDURl.S
This airc:raft is equipped with a Maskr Disconnect/Interrupt Switch on
the pilot's control .....heel. When the switch buuon is depreued it will
disconnect the autopilot. When depressed and held it will interrupt all
Electric Elevator Trim Operations. Trim operations will be rntored when
the switch is released. If an autopilot or crim emersency is encounlered. do
not al!emf't to determine which system is at fault. Immediately depress and
hold the Master Disconneel/lnterrupt button. Tum 0(( autopilot.ad lrim
master '''''itch and retrim aircraft. then re'east the interrupt switch.
NOTE
During eumination of this supplement, the
pilot is advised to locate and identify the
autopilot controls, the trim master switch and
circuit breaker for both systems.
(a) In tile event of an autopilot malfunction the autopilot can be:
(I) Overpowered at either control wheel.
CAUTION
00 Dot overpower aUlopilol pilch axis for
periods o ~ r lhan 3 seconds because: the
autotrim system will operate in a direction to
oppose the pilot and will, thereby. cause an
increase in the pitch OWfl'Owcr forces.
(2) Disconnected by depreuing the Master Disconnect/Interrupt
Switch.
(3) Disconneaed by deprenina the Trim Switch"AP OFF" bar.
(4) OisconnCC1ed by push.ing t ~ roll rocker switch "OFF."
REPORT: VB-860
....
ISSUr:O: MARCH 13, I'"
PIPER AIRCRAn CORPORATION
PA.......I.., SEMINOLE
SECTION'
SUPPLEMENTS
(b) In the event of a trim
(I) Depress and hold the Master Trim Interrupt Switch.
(2) Trim Master Switch "OFF." Retrim aircraft as necessary
using manual.rim sys1em.
(3) Release Master Interrupt Switch - be alert {or pouible trim
action.
(4) Trim Circuit Breaker - Pull. Do not operate trim until problem
is corrected.
(5) If the trim system operates only in one direction, pull the circuit
breaker and do not operate the trim system until corrective
action Ls taken. Monitor autopilot operation closely when
operating without lrim followup.
(c) If a trim runaway occurs "';th the autopilot operating, the
proelure will disconnect the autopilot which will immediately reo
sult in highcrcontrol whul forces. Be prepared to milinuaDy retrim,
as necessary to eliminate undesirable (orets.
(d) Altitude Loss During Malfunction:
(1) An autopilot malfunction during climb. crulie or descent with
a 3 !Ond delay in recovery initiation could result in as much as
58" of bank and 300' of altitude loss. Ma-ximum altitude loss
measured in a descent at Vmo.
(2) An autopilot malfuncti-on during an approach with a I second
delay in recovery initiation could result in as much as 1:ZO of
bank and 60'altitude 1055. Maximum altitude 1055 measured in
approach configuration down and operating either cou-
pled or uncoupled, sincle Of rnulti..enaine.
(t) Emergency Opc:ration With Optional NSD 360A (HSI) - Slaved
and/or
NSD 360A
(I) Appearance of HOG
a. Oeck air supply gauge (vac or pressure) for adequatt air
supply (4 in. Hg. min.).
b. Cheek. rompS! circuil breaker.
c. Observe: display for proper operation.
ISSUED: MARCil 13. 1'71 REPORT: va.."
,."
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORATlON
PA--4"'180, SEMINOLE
(2) To disable headinJ card - pull circuit breaker and use nJar:nctic
compass for directional data.
NOTE
U heading card is not operational, autopilot
should nol be U5Cd.
(l) Witb card disabled, VOR/l..onIlizer and CIKle Slope displays
~ still functional; usc: card set to rotate card 10 aircmh head-
ing for correct picture.
(.) SlaviD& Failure - (i.e. failure to sclf<OfTC(:l for gyro drifl):
a. Cbcck lyra slavina swilCh is sct to No. J posilion.
b. Check for HDO Aag.
c. Oted compass circuil braker.
d. Reset h ~ i n l card while obsemn8 slavin! meter.
NOTE
Dead slaving meier needle or a needle displaced
fully one direction indicatet a slavina system
failure.
e. Selecisbivingamplific:r No.2 (Jyro slaving switch is set to
No.2 position).
f. Resel heading card wtlile checking slaving meter.
g. Switch (0 free lYra and periodically SCi card as uruilavcd
gyro.
NOTE
In the localizer mode the "TOFROM" arrows
may remaln out of view, depending upon the
design of the NAY convener used in the
installation.
REPORT: VIl-86e
9-11
ISSUED: MARCH 23, 197'
PIPER AIRCRAFT CORPORATiON
PA......IS SEMINOLE
SECTION I)
SUPPLEMENTS
(0 Single Engine Operations:
(I) Engine failun: during an autopilot approach operation: Dis-
engage autopilot; conduct remainder of approach manually.
(2) Engine failure during 80.... rouoo: DisenJaae autopilot, retrim
aircraft, perform nonnal ain:raft engine out procedufts; then
re-enpge autopilot.
(l) Engine failure during normal climb. cruise. descent: Retrim
aircraft, perform nonnal aircraft out proccthl,,".
(of) Maintain aircraft }"a'1Itrim throughout all single engine opera-
Lions.
SECTION ... NORMAL PROCEDURES
PREFLIGHT INSPECTION - AUTOPILOT
(al Roll Section
(I) PlaC1: Radio Coupler in "Heading"mode ud place roll rocker
switch "ON" to engage rollscction. Rotate roll command knob
left and right and observe that control wheel describes a corre-
sponding left and rigM tum. then center knob.
(1) Set proper D.G. Heading on D.G.and tum HeadinlBug toair-
craft heading. Engage "Heading" mode rocker switch and ro-
tate beading bUA right and left. Aircl'1ft control wheel shouk!
tum same direction as bug. Grasp control wheel and manually
override servo, both directions.
(l) Disengage autopilot by depreninl trim switcb. Check aileron
operation is free and autopilot is disconnected from controls.
(b) P;tch Section
(I) Engage "Roll" rocker switch.
(1) Cenler pitch commlnd disc and engage "Pitch" rocker
(3) Rotlte pitch command disc full UP and full DOWN and cheek
that control wheel moves same direclion. Check to see thal
servo can be overriden by hand at control wheel.
NOTE
Autopilot might not be able to raise elevators,
on ground. without assistance from pilot.
ISSUED: MARCH 23, 1971 REPORT, VB-8S'
9-13
SECTION'
SUPPLEMENTS
PA.......... SEMINOLE
(4) Hold control wheeland disengaseautopilot bypn:uin! Master
Autopilot Disconnect/Trim Intemapt Switch button. Check
Roll and Pitch controls to assure autopilot has disconnected.
TRIM SYSTEM
General
This aircmft is equipped with a Command Trim Systemdesigned to
withstand any type of single malfunction, either mechanical or
electrical, without uncontrolled operation resulting. The preflight
check procedure is de.i!ned to uncover hidden failures that might
otherwise go undetected. Proper operation of the dectric trim
system is pmlicated on conductin! lhe following preflight check
before each nilhL If the trim system fail' any portiOD of the pro
dUte. pull the trim circuit breaker oul until trim s)"tem is ft
paired. Substitution of any trim syRem component for another
model is not authorized. For emergency interrupt information.
rder to Section] of this Supplement.
Command Electric Trim Switch
The Command Elmric Trim Switch on Ihe left hand portionofthe
pilol's control wheel has two functions:
(I) When the top bar (AP OFF) is pressed, it disconnects the
Autopilot.
(2) When the top bar is pressed AND the rocker is moved forward,
nose down trim will occur, when moved aft, nose up trim will
occur.
(a) Prdligh': Command Trim Before Each Righi
(I) Check trim circuit breaker IN.
(2) Trim Muter Switch - ON.
(]) AP OFF - Check normallrim operation UP. Grasp trim wheel
aDd check ovcrrideeapability. Check nose down operation. Re-
check override.
(4) With trim operatina . depress interrupt switch trim should
SlOp - release interrupt switch - trim should operate.
(5) Activate cenler bar only. Push ro<:ker fore and aft only. Trim
should not operate with either separate action.
REPORT: VB-'"
!H<
ISSUED: MARCH 13, I'll
FA-44-1., SEMINOLE
SECTION 9
SUPPLEMENTS
(b) Autotrim - Before Eacb Aight
(I) AP ON (Roll and Pitch SectiOM) Otet:kautomatic operation
by activating autopilot pitcll command UP then ON. Observe
trim operation follows pitch command direction.
NOTE
In autopilot mode, will be approximately
a 3 second deby between of pitch
command and operation of trim.
(2) Press center bar (AP OFF) release check autopilot dis-
tngagement.
(3) Rotate trim whed to chttt manual trim operation. Reset to
takeoff po5ition prior to takeoff.
AUTOPILOT IN-FLIGHT PROCEDURE
(a) T,im airplane (ball centered).
(b) Cheek air pressure or vacuum to asrt8,in that the dirtetional gyro
and auilude gyro are receiving sufficient air.
(c) Roll Section
(I) To engage - Center ROLL COMMAND knob. push ROLL
rocker to NON" position. To tum, rotate console ROLL knob
in desired direction.
(2) For heading mode, set di,ectional gyro with malnetic compass.
Push directional gyro HOG knob in, rotate to select desired
btading. Push console heading rocker (HDO) to "ON" posi.
tion. (Maximum angle to bank will be 20" wilh heading lock
engaAed.)
(d) Pitch Section (Roll section must be tngaged prior to pitch lection
engagement).
(I) Center pitch trim indicator with the pitch command disc.
(2) Engage pi.tch rocker switch. To change aUitude. rotate pitch
command disc in the duired direction.
ISSUED: MARCH 13, 1978 REPORT: VB-16f
9-15
SECTION'
SUPPLEMENTS
PA..44-.... SEMINOLE
(e) Altitude Hold
Upon reachina desired or cruising altitude:, enpge altitude hold
mode: rocker switch. As long as Altitude Hold mode rocker is en
gaged, aircraft will maintain selected altitude. For maximum pas
senger comfort, rate of climb or dcsc:c:nt mould be reduced 10 ap-
proximately SOO FPM prior to altitude hold engagement. For
accurate Altitude Holding below 90 KIAS lower flaps oric or two
notches.
NOTE
Prior 10 disengaging Altitude Hold mode,
rotale Pitch Command Disc 10 center.
(I) Radio Couplinl VORILS wilh H.S.I. type instrument display.
(Optional)
(I) VOR NaYiption
a. Tunc and identify VOR Station. Select desired course by
rotating eRS knob of H.S.I.
b. SeJect OMNI mode: on Radio Coup)er.
c. Select HDC mode: on autopilot console to CUPlc coupk:r.
Aircraft will tum to a 45 intercept angle to intercept tile
se)ccted VOR course. Intercept anile: magnitude depends
on radio needle off course magnitude, 100% needle de
flection will result in 4S
0
intercept angle, diminishing as
the needle orf-set diminishes.
d. NAV mode NAV mode provides reduced VORsensitivity
for trackin. weak, or noisy, VOR sianals. NAV mode
should be selected after the aircl1lft is established on
caUlK.
(2) ILS-lOC Front Course
a. Set inboUnd, front, localizer COtlBC with H.5.1. course
Imob.
b. &lc1:t LOCNormal on R.dio Coupler to intercept and
track iDbound on the localizer. Select LOC-REV 10 inter
cept.and track the loc.alizercourse outbound 10 procedure
tum area.
c. Select HOG mode on autopilot console to engage coupler.
REPORT, Va-ut
....
PA..44-I.., SEMINOLE
SECTION'
SUPPLEMENTS
(3) Its Back Course
a. Set inbound, front, localiur course with H.S.1. course
k.nob.
b. Sekc1 lOC-REV, on radio coupler to intercept and track
inbound on the back localizer course. Select lOCNORM
to intercept and track outbound on the back course to the
procedure lum area.
c. EnPF HOG mode on autopilot console to engage eou
pier.
(g) Radio Coupling. VOR/llS with standard directional gyro.
(Optional)
Radio Coupler operation inconjunction with astandard directional
gyro and VOR/lOC display differs from operation with an in
tegrated display (H.S.I.) only in one respect. The HDG bug is used
as the radio course datumand therefore: must be set to match thede-
sired VORjlLS course as selected on the O.8.S.
(I) For VOR Intercep15 and Tracking:
Se'ect lhe desired VOR Cour$C aDd sct the HOG bUI to the
same heading. Select OMNJ mode on the coupler and enpge
HOG mode on the autopilot console.
(l) For ILS Front Course Intercepti and Tracking:
Tune the localizer frequency and place the HDG bug on the
inbound, front course heading. Select lOCNORM modc on
the coupler and eoplC HOO mode on the autopilot console.
(3) For LOC Back. Coune Intercepts and Trackinl:
Tune the localiur frequency and place thc HDG bug on (he
inbound course hcadin, 10 the aillmrt. ~ l t lOCREV mode
on thc coupler and en8agc HOG mode on the autopilol
console.
(h) Coupled Approach Operations
(I) VOR or LOC
a. After arrival at the VOR Station, track outbound to the
procedure lurn area as dcscribcd in Section 4 (I) or (g) as
appropriate. Slow (0 110 KIAS and lower one notch of
1Ja!".
b. Usc HOG modc and Pitch or Altitude Hold modes as
appropriate during pr9CCdure turn.
ISSUED: MARCH 23, 1971 REPORT: VB...
917
SEcnON'
SUPPLEMENTS
c. At the F.A.F. inbound, return to pilch mode for control of
descent and lower landing gear.
d. At the M.D.A. selcctaltitude hold mode.nd add powerror
level night. Monitor altimeter to assure accurate altitude
control is being provided by Ihe autopilot
e. Go Arourwf For missed approach seleci desired pitch at-
titude with pitch command disc and d i s n g i ~ altitude
hold mode. This will initiate the pitch up attitude change.
Immediately add takeoff power and monitor Altimeter and
rate of climb for positive climb indication. After climb is
established, retract naps and gear. Adjust attiTude as
necessary for desired airspeed and se)ect HOG mode for
tum from the YOR fanal approach course.
(2) ILS - Front Course Approach With Glide Slope Capture.
(Optional)
a. Track inbound 10 LOM as described in Section 4 <0 or (g)
above and in Altitude Hold mode:.
b. Inbound to LOM slow to 100 to 110 K.IAS and lowcrflaps
one notch.
c. Automatic Glide Slope capture will occur at Glide Slope
inlercept if ,he following conditions are me':
I. Coupler in LOC-Normal mode.
2. Altitude Hold mode enaBled (Altitude Rocker on
Console).
3. Under Glide Slope for more than 20 seconds.
4. Localiter nadio frequency selected on NAY Receiver.
d. At Glide Slope Intereepl immediately lower landing aear
and reduce powerto maintainapproximately9QlOO liAS
on final approach. Glide Slope capture is indicated by
lighlinl of the gTUn Glide Slope e:ngage Annunciator
Lamp and by a Iilight pitch down of the aircraft.
e. Monitor localizer and Glide Slope raw data tbrou.hout
approach. Adjust power as ncec:ssary 10 maintain correct
final approach airspeed. All power changes should be or
smaD maanitude and smoolhly applied for besl Inllcking
performance. Do nol chanJe aircnart configuOltion during
approach while: autopilot is cngaaed.
RIEPORT:VIJ..l6O
....
ISSUED: MARCH 13 .,71
PIPfJI AIRCRAFT CORPORATION
PA......... U, SEMJNOU:
SECTION 9
SUPPLEMENTS
f. CoMluct miskd approach maneuver asdes<:ribtd in(h)(I)
t. I.bove.
NOTE
Glide Slope Coupler will nol automatically de-
coupk: from Glide Slope. Decoupling may be
accomplished by any of the following means:
I. Disengase Altitude Mode.
2. Switch Radio Coupler to HOG. Mode.
J. Disengage Autopilot.
SEC110N 5 - PERFORMANCE
No changes to the basic performance provided by Section Sof the Pilot's
Operating Handbook are necessary for this supplement.
ISSUED: MARCH 13, 1'7'
.
REPORT: V"60
9-19
SECTION l)
SUPPLEMENTS
PA-44-1I0, SEMINOLE
REPORT: VB-860
9-20
PA""-I". SEMINOLE
SUPPLEMENT 3
PIPER EU:crRIC PITCH TRIM
SECTION 1 - GENERAL
SECTION'
SUPPLEMENTS
This suppkmenl supplies information necessary for the operation of the
airplane when the optional Piper Elcctric Pitch Trim is installed. The
information contained within this supplement is to be uso:d"asdescribed"in
This supplement has been "FAA Approved" as a permanent part of this
handbook and must remain in this handbook at all times when the optional
Piper Electric Pitch Trim is installed.
sEcnoN 2 - LIMITATIONS
No changes or the basic limilations provided by Section 2 of this Pilo''s
SECTION J - EMERGt:NCY PROCEDURES
(a) In case of malfunction, ACTlVATE disconnect switch located on
the iDStrument panel below the )dtcontrol wheel to OFF position.
(b) In case of malfunction, overpower tlte elcctric trim aleithercontrol
wheel.
(c) Maximum altitude change with a 4 second delay in recovery ini-
liation is 600 feet and occurs in the cruise configuration. Maximum
altitude change in Ihe approach configuration with a 2 second
recovery delay is 250 feet.
ISSUED: MARCH 23. ",.
REVISED: JANU,4.RY u.. .911
REPORT: VB-161
9-1.
SECTION 9
SUPPLEMENTS
PIPER AIRCRAFT CORPORAliON
PA...I.O. SEMINOLE
SECTION" - NORMAL PROCEDURES
The electric trim system may be turned ON or OFF by. 5wi1(;h located
on the instrumenl panel below the left control wheel. The pitch trim may be
changed when the deetric trim system i. turned on either by moving the
manual pilCh trim control wheel or by operating the trimcontrol switch on
the pilot"$: control yoke. To prevent excessive speed increase in the event of
anekctric trim run-away malfunction, the systemineorponltesan automatic
disconnect feature which renders the system inoperative above
approximately 169 KIAS. The disconnected condition does not affect the
manual trim system.
No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for tbis supplemenL
I
REPORT: VB-1I68
9-22
ISSUED: MARCH 1:3. 19711
PA.....I., SMINOLE
SUPPLEMENT 4
KNS If NAVIGAoTlON SYST[M
SECTION I .. GENERAL
SEcnON'
SUPPLEMENTS
This information neCf:ssary forthe operation of the
airplane when lhe optional KNS 80 Naviption System is i.nslalled. "The
This supplement has been "FAA Approved" asa permanent panofthis
kNS 80 Navigation System is iRl"'Ucd.
SECTION 1- LIMITATIONS
No chanaes to the basic limitations provided by Section 2 of this Pilot'.
Operating Handbook are. necessary for Ibis supplement.
SECTION] - EMERGENCY PROCEDURES
No changes to basic Emergency Procedures provided by Sel,':tion 3 of
this Pilol's Operating Handbook are necessary for Ihis supplement.
ISSUED: MARCH I, 1910 REPORT: VBII"
9-23
SECTION'
SUPPLEMENTS
PA-.44-I... SEMINOLE
SECTION -4 - NORMAL PROCEDURES
(a) KNS 80 OPERATION
"The KNS 80 can be operated in anyone of 3 basic modes: (a> VOR.
(b) RNAV, or (e) ILS. To change from one mode to another, tnc
appropriate pushbutton sMteb ispussed.cxttptthatlhe ILS mode
is entered automatteally whenew:r an ILS frequency is channeled
in the USE waypoint. The display will annunciate the mode hy
lighting a messa,e above the pushbutton. In addition to the
standard VOR and RNAVenroute (RNY ENR) modes, the KNS 80
has a constanl course width or paraUei VOR mode (YOR PAR)
and an RNAV approach mode (RNY APR). To place the unit in
either of these leCondary model the VOR pushbutton or the RNAV
pushbulton,as the case may be, is pumed. second time. Repetitive
pushin, of the YOR button will cause:: the system to alternate
between the YOR and VOR PAR modes, while repetitive puming
of the RNAV button causes the system to alternate between RNY
ENR and RNV APR modes.
(b) CONTROLS
(I) YOR BUTTON
MOlnenlary pushbutton.
When pushed while system is in either RNV mode causes
system to 10 to VOR mode. Otherwise the button Clusessystem
to toggle between VOR and VOR PAR modes.
(2) RNAV BUnON
Momentary pushbutton.
When pushed while system is in either VOR mode causes
syslem to 10 to RNV ENR mode. Otherwise the button causes
system to tonic between RNV ENR and RNV APR modes.
(3) HOLD BUTTON
Two posilion pushbutton.
When in deptessed position. inhibils DME from channeling 10
a newstation when the VOR fuquencyischanged. Pushing the
button again releases the button and channels the DME to thr:
station paired with the VOR statioR.
(4) USE BUTTON
Causes active waypoinl 10 take on same value as displayed
waypoinl and dala display to go to FRQ mode.
I
REPORT: VB-I6f
H4
ISSUED: MARCH I, lt10
.A........ SEMINOU
SECflON 9
SUPPLEMENTS
(5) DSP RUlTON
Causes displayed waypoint to increment by I and data display
to 10 to fnquency mode.
(6) DATA BUrrON
Causes waypoint data display to cbange from FRQ to RAD to
DST and back to FRQ.
(7) Off/PULL ID CONTROL
a. Rotate counterclockwise to switch 0(( power to the
KNS 80.
b. Rotak clockwise 10 inerease audio 'eve!.
c. Pull switch oul 10 hear VOR Idenl.
(8) DATA INPUT CONTROL
Dual concentric koobs. Center knob has "in" and "out"
positions.
a. Frequency Data
Outer knob yaries I MHz digit.
A carryover occurs from the units to tens position.
Rollover occurs from 117 10 108, or vice venia.
Center knob varies frequency in .OS MHz steps regardless
of whether the switch is in its "in" or "out" position.
b. Radial nata
Outer knob varies 10 decree dilit.
A carryover occurs from tens to hundreds position.
A rollover to UfO occurs al 360 degrees.
Center knob "in" polition varies I degue digit.
Center knob "out" position wries 0.1 degree digit.
c. Distance Data
Outer knob ...aries 10 NM digit.
A carryover occurs from the tens to hundreds place.
A rollover (0 n:ro QCCUfI at 200 NM.
center knob "in" position varies I NM digit.
Center knob "out" position yaries 0.1 NM digit.
(9) COURSE SELECT KNOB
Located in COl unit.
Selects desired coune througb the VOR around station or
waypoint.
ISSUED: MARCH I. JtH
UVISI.D: JANUARY n., 1m
REPORT: VB-l6O
'15
SECTION'
SUPPLEMENTS
PA.....-ISO, SEMINOLE
No changes to the basic performance provided by Section .5 of this
Pilot's Operating Handbook are necessary fOf this supplement.
I
REPORT: VB-S6D
'26
ISSUED: MARCH I, 1'10
PA......t ... SEMINOLE
SUPPLEMENT 5
SECTION 9
SUPPLEMENTS
ANS AREA NAVIGAnON COMPUTER
SECTION I - GENERAL
This suppleme'\1 supplies information necessary fMthe operation of the
airplane: when the: optional ANS Area Navis_tion Compute:ris installed.
The information contained within this supplc:ment is to be used in
conjunction with the complete: handbook.
ANS Area Navigation Computer is installed.
SECI10N :z . LIMITATIONS
No lalhe basic limitalians provided by Section 2 of this Pilot's
Operatin. Handbook are necessary for this supplement.
SECfION 3 - EMERGENCY PROCEDURES
No changes to basic Emersency ProcedlJR.S provided by Section 3 of
tbis Pilot's Operating Handbook are necessary (or this supplement.
ISSUED: MARCH I. 1m REPORT: VB-I6O
9-11
SECTION 9
SUPPLEMENTS
PA.......tlO. SEMINOLE
SECTION 4 - NORMAL PROCEDURES
DlSTUCI
ALEtTO"
llAotAL.
SRICTOl!
-
..
"""''' .."oo
..
.....-
....
coomoo,
AIII"INT UGKT .lMSOIII
WA'YI'CMKT
~
WATI'QIMT
NLECTOil
USE
ourro.
ANS ]SI AREA NAVIGATION COMPUTER.
CONTROLS AND INDICATORS
Cal CONTROLS
CONTROL OR FUNCTION
INDICATOR
Mode Control Select, ENR (eproutt) or APPR (approach)
modes of operation. In the cnroult mode. COl
deviation II I mile/dol, S miles full scale. In
approach, COl dct1lion is 1/4 mile/dot, 1-1/"
milea full scale.
Waypoint Selector Sequences display waypoinu from I throulh 8.
Winking waypoint number indicates inactive
\Vaypoints; 'teadily-onwaypoint number indi-
cates active waypoint.
Return Button Deprcssin, RTN (return) button returns the
display to the active waypoint when an inactive
waypoint is currently being displayed.
REPORT: VI-NO ISSUED: MARCH I, 1"0
9-11
PA-U-.a, SEMINOLE
CONTROL OR
INDICATOR
SECTION'
SUPPLEMENTS
FUNCTION
Usc Button
Radial Selector
Didance Selector
Check Bullon
Ambient Ught
So"""
Depressing the USE button converts the way-
point being displayed into the active waypoint.
Two conttntric knobs set radial information
into the display. Knobs control information
as foUows:
Large knob: Change&: display in 'O-degree
increments.
Small knob pUlhcd in: Otanges display 1-
degree incn:ments.
Small knob pulled ,out; Changes display in
O.I-dcgree increments.
Two concentric knobs let distIlnce information
in nautical miles into the display. Knobs control
information as fonows:
Large knob: Changes display in lO-mile
increments.
Small knob pushed in: Otangesdisplay l-mile
increments.
Small knob pulled out: Changes display in
a.l-mile divisions from 00.0 through 100
miles. Beyond 100 nmi, changes display in
I-mile incremenu.
e p ~ i n c CHK (cbec:lt) bullon causes DME
and bearins indicators to display raw distance
and bearing information. RNAV computation,
COl deviation, to/from display, and autopilot
tracking of RNAV path remain unaffected. The
check bullon iJ spring-loaded to prevent
pennantnt ac1uation.
Automatically adjosts display lighting intensity
as a function of cockpit ambient lighl.
ISS\J[D: MARCH I, .,.. REPORT: VB.,,, I
'2'
srCTION,
SUPPLEMENTS
PA....u.IIO. SEMINOLE
(b) AREA 'NAVIGATION WAYPOINT PROGRAMMING
(I) Pre5tntation Of Wa)'point On Ground
Waypoints are enlend .fler engine start. since the Wlypoint
information will be lost durin, tbe low.voltage
condition occurring during enaine: crankinl. WAypoint data
should always be written in night planning form 10 facilitate
checking laler in nigttt. When power is firsl applied 10 the
ANS 3S1 and the system is in the RNAY mode. waypoin(
number I will be active, (waYl'oint number not blinking) and
waypoinl bearing and distance preset 10 zero will appear.
a. Waypoint number 1coordinates are set inlo lhe ANS 351
using COllCCntriC knobs under bearing and distance display
fields.
b. The waypoinl selection knob iathen rotated lose,", way
poinl number 2. Note that the number is blink
ing, indkating that the waypoint is at this point inactive.
Waypoint number 2 bearina and diltance definitions are
then set into the ANS 3SI.
c. Sel up the rest of the desired waypoinl$ udescribed above.
d. Press the RTN (return) pushbutton 10 display the active
waY}'oint.
(2) O1anging Waypoints In Righi
To chante a waypoint in night, rotate the waypoint selector
until the desired waypoint number and coordinates are dis-
played on the ANS 351.
a. Verify ,hat tht' waypoint definition iscorrcctbycomparing
lhe display with the Oight plan.
b. Uncouple: the aUlopiJot if tracking RNAV deviation.
c. Select the desired reference facility frequency on the
associated NAV receiver.
d. Depress the USE pushbutton and note that the: waypoint
identification number stops winking.
e. Select the desired course on 08S.
r. Recouple the autopilot after deviation and distancc:-to-
waypoint idtcalions have stabilized.
SECTION.! PERfORMANCE
No changes to the basic performance provided by Section .s of this
Pilot" Operating Handbook are necessary for this supplement.
I
REPORT: va-161
.....
ISSUED: MARCH J, IfIO
PA-44-I", SEMINOLE
St:crtON'
SUPPLlMENTS
SUPPLEMENT'
AIR CONDITIONING INSTALLATION
SECTION! - GENERAL
Th's supplement supplies information necessary for (he efficient
operation of the airplane when the optional air conditioning system is
installed. The information contained within this supplement is to be used Mas
described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of (hi!
air cOnditioning system is installed.
The air conditioning system is a recirculating air system. The major
components include an evaporator. a condenser, a compre.uor, a blower.
switches and temperature controls.
The evaporator is located behilld the n:ar baggage compartment. Air
from lhe baWge .Inis drawn through the evaporator by the bloMrand is
distributed through an overhead duct to individual outlets located adjacent
to each occupant.
The condenser is mounted aft or the e\o1lporator on the bottom taikane
skin. A continuously opcratinl cooling fan duets outside air through the
condenser and dumps it overboard. on the ground or in flight, when the air
conditioning is tumed on.
The compressor is mounted on the front side of the left engine. It has an
ekctric clutch which automatically engages or disenp,es thecompreuor 10
iu beh drift s)'Item.
ISSUI.D; SEPTEMBER U. 1'"
REPORT: V""I
0.31
SECJlON It
SUPPLEMENTS
PA--IIO. SEMINOLE
CLIMATE CONTROL CENTER
Figure I-I
The switches and temperature control are located on the klwerrighlaide
of tne instrument panel. The temperature control regulates the temperature
of Ute cabin. Tuminl; the control clockwise: increascs cooling;
counterclockwise: decreases cooling.
The fan-spced switch and the air conditioner ON - OFF switch are
inboard of the tc:mperattm control. The fan can be operated independently
of lhe air conditioning. However. the fan must be on for air conditioner
operation. Turning either switch orr will disengage the compresaor clutch
and switch off lhe coodeasercoolina fan. Cooling air should be (ell wit bin
two minutes aner the air conditioner is turned on.
NOTE
If the system is not operating within 2 minutes,
turn the system OFF until the fault is corrected.
I
REPORT: VB-I6'
..31
ISSUED: SEPTEMBER 16, 1911
PA-<U-J... SEMINOLE
SECTION'
SUPPLEMENTS
The fan switch allows operation of the fan with the air conditioner
turned OFF to aid in cabin air circulation. "LOW" or "HIGH" can be
selected to direct a flow of air throush the air conditioner outlets in the
overhead dUCL These oullets caR be adjusted or turned off individually.
Two circuit breaken on the circuit breaker panel protect the air
cNKiitioning dcctrical system.
SECTION 1- LIMITATIONS
<a) To insure maximum climb performance tbe air conditioner must
be turned "OFF" manually prior to takeoff to disengage the
and turn off the l;ondeD$Cr fan. Also the air
conditioner must turned "OFF" manually before the landing
approach in preparation for a possible go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controlll
when the air conditioner is insulled:
"WARNING: AIR CONDITIONER MUST 8E OFf TO
INSURE NORMAL TAKEOFF CLIMB PERFORMANCE."
The air condilioDer must be off during all one-engine inoperative
operations.
No other I;hanges 10 lhe basic Emergency Procedures provtded by
Section 3 of this Pilot's Operating Handbook are necessary for this
supplement.
ISSUED: SEPTEMBER U911 REPORT: VB-8"
9-33
SECTION'
SUPPLEMENTS
SEMINOLE
SEcrJON ... NORMAL PROCEDURES
Prior 10 takeoff, the air conditioner should be checked for proper
operation as follows:
(a) Check aircr.1l(t master switch "ON."
(b) Tum the air conditionercontro! switch to "ON" and the fan switch
to one of the operating positions. A sliaht decrease in left-engine
RPM, and an ammeter increase of about 15 amps each, indicates
proper equipment operation. Cool air should be felt from the over
head outlets within 2 minutes.
(c) Turn the air conditioner control switch to "OFF." left-engine
RPM should increase and the ammeter indication should drop.
Cd) If the: syste:m does not respond as specified above, a malfuncuon
is indicated and further investigation should be: conducted prior
to flight.
The: above operational chc:d may be perlonnc:d during Oisht if an in
. flight failure is 5U5pted. .
SECTION S PERFORMANCE
Installation of the air COnditioner does not effect the basic cruise
performance information presented in Section 5 of this handbook. The
climb performance in Section 5 is not effected when the air conditioner is in
the off posilion.
NOTE
To insure maximum climb perform,net' the air
conditioner must be turned 0(( manually before
takeoff to.discnsase the compressor. Also the
air must be turned off manually
before the landing approach in prepanttion for
a possible ao--around. "The air conditioner must
be of( (or all one-engineinoperalive
operations.
I
REPORT: VB-I6t
,.34
ISSUED: SEPTEMBER 26. I,..
..
PIPER AIRCRAFT CORPORATJON
PA.....1... SfMINOL[
SECTION'
SUPPLI:MENTS
Additionally, the air conditioning system is designed so that the
compressor will declulch "ben the throttle is achanced 10 the full thraule
position to provide maximum performance should the air conditioner be in
the on polition inadvencntly.
ISSUED: SEPTEMBER 26, nil REPORT: VB""
'35
SECTION 9
SUPPLEMENTS
fA............ SEMINOLE
I
REPORT: VB-I6'
.-36
ISSUED: SEPTEMBER 16, 1m
PA.oU-I ... SEMINOLE
SEcnON'
SUPPLEMENTS
SUPPLEMENT 7
CENTURY 21 AUTOPILOT INSTALLATION
SECTION I - GENERAL
This supplement suppli" information necessary forthe operation of tile
airplane when the optional Century 21 Autopilot is in5ta11ed in accordance
with STCSA3316SW-D. The inronnationcontained ~ l n this supplemenl
is to be used in conjunction with the complete handbook.
Century 21 Autopilot is installed.
SEcnON 1- LIMITATIONS
(a) Maximum ainpeed for autopilot operation is 18S KlAS.
(b) Autopilot OFF durinl takeoff and tanding.
(a) AUTOPILOT
In tbe event or an autopilot malfunction, or anytime the autopilot is
not performing as commanded. do not attempt to identify the
probkm. Regain control of the aircnft by o'o'erpowering and
immediately di:sconne<:lin,g the autopilot by depre$$ittl the AP
ON-QFF switch on the proBrammer OFF.
Do not operate until lhe system r.ilute has been identifll and
corrected.
ISSUED: SUTEMBER 16. 1'" REPORT: V....6t
'-37
SECTION 9
SUPPLEMENTS
PA-4....1.0. SEMINOLE
(I) Altitude Loss During Malfunction:
a. An autopilot malfunction during climb, cruise or descent
with a 3 second delay in recovery initiation could result in
as mUt!! as 59" of bank and 350' altitude loss. Maximum
altitude loss was recorded at 185 KIAS during descent.
b. An autopilot malfunction during an approach with a I
second delay in recovery initiation could result in as much
as 18" bank and 40' altitude loss. Maximum altitude loss
measured in approach configuration, and operating either
coupled or uncoupled, single or multi-engine.
(b) COMPASS SYSTEM
(1) Emergency Operation With Optional NSD 360A (HSI) Slaved
and/or Non-Slaved:
NSD 360A
a. Appearance of HDG Flag:
I. Check air supply gauge (vac or pressure) for adequate
air supply (4 in. Hg. min.).
2. Check compass circuit breaker.
3. Observe display for proper operation.
b. To disable heading card - pull circuit breaker and use
magnetic compass for directional data.
NOTE
If heading card is not operational, autopilot
should not be used.
c. With card disabled YOR/Localizer and Glide Slope s ~
plays are still functional; use card set to rotate card to
aircraft heading for correct picture.
d. Slaving Failure - (Le. failure to self correct for gyro drift):
I. Check gyro slaving switch is set 10 No. I position (if
equipped with Slave No. I - No.2 switch) or "Slaved"
position when equipped with Slaved and Free Gyro
Mode Switch.
2. Check for HDO Flag.
4. Reset heading card while observing slaving meter.
REPORT: VB860
9-3.
ISSUED: SEPTEMBER 26. 1980
PA....... II. SEMINOLE
NOTE
SECTION'
SUPPLEMENTS
Dead slaving meter needle or a needle displaced
fully- one direction indicates a slaving system
failun:.
S. Se'ecl slaving amplifier No.2, if equipped.
6. Reset heading card while checking slaving ntett:r. If
propcrslaving indication is not obtained, switch to free
gyro mode and periodicaUy set l;8rd as an unslaved
gyro.
NOTE
In the localizer mode, thc"TQ-FROM"afTows
may remain out of view. depending upon the
desian of the NAV converter used in the
inslaOation.
SECTION NORMAL PROCEDURES
Refer to Edo-Aire Mitchell Century 21 Autopilot Operator's Manual,
PiN 685805, dated 1-79 for Autopilot Description and Normal Operating
Procedures.
Ca> PREFLIQHT PROCEDURES
NOTE
Durina system functional check the system
mull be provided adequate D.C. voltaiC (12.0
VDC min.) and instrument air (4.2 in. Hg.
min.). It is rec.ommended that one engine
(minimum) be operated to provKIe lhe
~ poW'Cr and thllt the aircraft be
positioned in a level attitude, during the
functional check:.
ISSUED, SEPTEMBER :16. ""
REPORT: VB-B61
9-39
SECTION 9
SUPPLEMENTS
PA....4-180. SEMINOLE
(b) AUTOPILOT WITH STANDARD D.O.
(I) Engage autopilot.
(2) Control wheel movement should correspond to HDO
command input.
(3) Grasp control wheel and override roll servo actuator to assure
override capability.
(4) With HOG bug centered select NAV or APPR mode and note
control wheel movement toward VOR needle offset.
(5) Select REV mode and note control wheel movement opposite
VOR needle offset.
(6) Disengage autopilot.
(7) Check aileron controls through full travel to assure complete
autopilot disengagement.
(c) AUTOPILOT WITH COMPASS SYSTEM (NSD 360A)
(For other compass systems, refer to appropriate manufacturer's
instructions)
(I) Check slaving switch in slave or slave I or 2position, as appro
priate. (Slaving systems with R.M.I. output provide only slave
and free gyro positions.)
(2) Rotate card to center slaving meter - check HOG displayed
with magnetic compass HDO.
(3) Perform standard VOR receiver check.
(4) Perform Steps (I) (7) in Section 4 item (b) except in Steps (4)
and (5) substitute course arrow for HOG bug when checking
control wheel movement in relation to LI R needle. HOG bug
is inoperative with NAV, APPR, or REV mode selected.
(d) IN-FLIGHT PROCEDURE
(I) Trim aircraft for existing flight condition (all axes).
(2) Rotate heading bug to desired heading. Engage autopilot.
(3) During maneuvering flight - control aircraft through use of the
HOG bug. (HOG mode)
(4) For navigation operations select modes as required by the
operation being conducted and in accordance with the mode
description provided in the Century 21 Operator's Manual.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement.
I
REPORT: Va...,60
....
PA..44
o
nl, SEMINOLE
SECTION'
SUPPLMENTS
SUPPLEMENT I
CENTURY 41 AUTOPILOT INSTALLATION
SECTION 1 .. GNERAL
l1:tillupplcment supplies information necelU.ryfor the operation of the
airplane when the optional Century 41 Autopilot M.odel AK87) or Century
41 Flight Director Autopilot Mode AK873FD is installed in accordance
with STC SA3375SW-D. The Information contained within this supplement
it to be uted in conjunction with the complete handbook.
This s u p p ~ n t has been "FAA Approved" as a pcrmaDCnt part orthis
handbook and must remain in this handbook al all times when the optional
Century 41 Autopilot or the: Century 41 Aight Dirtelor Autopilot is
installed.
SECTION 1 LIMITAnONS
(al Autopilot use prohibited above 185 K.tAS.
(b) Autopilot OFF during takeoff and landing.
(c) Required Placard. PI N I3A990 statin. "Conduct trim check prior
to first fliiht of day (See A.P.M.)" to be installed in clear view of
pilot.
(d) Autopilot coupled GoAround maneuvcrs prohibited [See Section
... item (iXJ)].
(e) Caccgory I opt:l'1.tions only.
ISSUED: SEPTEMBER U, .,.,
REVISED: APRIL I', .91.
REPORT: VIJ-IH
..41
SECTION'
SUPPLEMENTS
<a) AUTOPILOT
In the event of an aUlop;lot malfunClion, or anytime the autopilol
is not performing as commanded, do not attempt to Klentify Ille
problem system. Reaain conlrol by overpowering and immcdiatety
di&COnnecting the autopilot. This will disable both the 'autotrim
system and the autopilot system. If the malfunction was in the auto
trim system there may be residual control wheel force after the
system is OFF. Be prepard for any residual trim force and retrim,
as necessary. using the aircnaft's primary trim control system.
NOTE
Do not overpower autopilot in pitch for mon:
than approximately J seconds as the autotrim
system will cause an increase in pitch
overpower forccs.
<I) Autopilot may be disconnected by.
a. DepressinJ "AP OFF"' bar on pilot's trim switch.
b. Depressing the AP ON-DFF switch on the proa:rammer.
c. Depressing master disconnect switch on pilot's control
wheel.
(2) Autotrim may be disconnected by:
8. Depressing the autopilot ON-OFF Iwitch - OFF.
b. Placing lhe autotrim master switch - OFF.
c. Dcprcuing master disconnect switch on pilot's control
wheel.
Afler failed system has been identifJCd, pull system cif(:uil
bruker and do not operate until the system has been corre<:tcd.
(3) Single Engine Operations:
a. Engine- failure during an autopilot approach operation:
Disengage autopilot, conduct remainder of approach
manually.
b. Engine failure during Dormal climb, cruise, dcscenl:
Retrim aircraft. perfonn nonnal aircraft engine out pro-
cedure5.
REPORT: VB-861
9-42
ISSUED: SEPTEMBER 16".
PIPR AIRCRAFT CORPORATION
PA-44JI., SEMINOLE
SECTION'
SUPPLEMENTS
c. Maintain aircraft yaw trim throughout all sin&'e engine
operations.
NOTE
Single engine operations below SinCk Enline
Best Rate of Oimb Airspeed may require
manual rudder applil;ation to maintain
directional trim dependinJ upon ain:raCt
confi,uration and power applied.
(4) Altitude loss During Malfunction:
a. An autopilot malfunction during climb or cruise with a 3
second delay in recovery iniCtation could result in u much
3$ 59" bank and 100' altitude loss. Maximum altitude los,"
measured at 18S KIAS duriD& descent.
b. An autopilot malfunction during an approach with a I
second delay in recovery initiation could result in as much
as 2(f' bank and SO' altitude loss. Maximum altitude loss
measured in approach confaguration, KUr down, and
operatin& either eoupkd or Ilncoupled. single or multi
engine.
(b) COMPASS SYSTEM
(1) Emergency Operation With Optional NSD 360A (H51) Slaved
and/or Non-Slaved;
NSD 360A
a. Appearance of HOO Flag:
1. Oteck air supply puge (vac or preSiure) for adequate
air supply (<4 in. He. min.).
3. Observe ~ p l y for proper operation.
b. To disable heading card puU circuit breaker- and usc:
maSnetic compass for di.rectional data.
NOTE
If headin! card is not operational, autopilot
shouk! not be used.
ISSUED: SEPTEMBER 26, 191.
REVISED: APRIL I', 1911
REPORT: VB-I60
''''3
SECfION 9
SUPPLEMENTS
PA-<U-.'O, SEMINOLE
c. 'With card disabled VOR/Localizer and Glide Slope dis
plays are still functional; usc card let 10 rolate card to
aircraft heading for correct picture.
d. Slaving Failure (Le. failure to self correct for gyro drift):
l. Check ayro slavina switch is set to No. I position (if
equipped with Slave No. I - No.2 switch) or "Slaved"
poSil..iOIl when equipped with Slaved Bnd Free Gyro
Mode Switch.
2. Check (or HDO FlaJ.
3. Check compus circuit bruker.
4. Reset heading card while observing slaving meter.
NOTE
Dead slavina meter needle or a needle displaced
fully one direction indicates a slaving system
failure.
S. Select slaving amplifier No.2, if equipped. U not
equipped, proceed wilb No.7.
6. Reset heading card while chtc:kina slaving meter. Jf
proper slaving indication is oot obtained.
7. Switch to flU gyro mode aDd periodically set card as
an unslaved JYfo.
NOTE
In tbe localizer mode. the"TOFROM"arrow$
may remain out of view, depending upon the
design of the NAV converter used ill the
installation.
..
,
REPORT: Va.UI
.....
ISSVED: SEPTEMBER 16, .,a
PA............ SEMINOLE
SECTION .. NORMAL PROCEDURfS
(a) NORMAL OPERAT1NG PROCEDURES
NOTE
SECTION'
SUPPLEMENTS
'.
This autopilot is equipped with an AI P
"arning horn that will sound ror
approximately 4 anytime the autopilot
is This will be accompanied by an
"AI P" message flash 011 the autopilot remote
annuncmtor for S second.
The horn may be silenced before the 4 second time limit is up by:
(I) Pressing '"T'" bar alop command trim switch.
(2) Or by the autopilot.
NOTE
If Utis autopilot is equipped witb a Rieht
Director steering horiwn the PID must be
switched on before the autopilot may be
engaged. Any autopilot mode may be
preselected and will be retained upon autopilot
eneagement.
CAUTION
Right Director Autopilot versions only are
equipped with a remote ,o-&rouOO switch.
When 01 A IIUXJC is selected the AUTOPILOT
WILL D1SCONNECf and wamina horn will
sound. Pilot may use flight Director stcering
fot miISCd apptoach and aftetaircraft
is stabilized in a propet climb with lear and
flaps up autopilot may be re-enPted and will
retain Of A mode. Autopilot only versions (no
Flight Director) do not have a 0/ A switch.
I
r'
ISSUED: SEPTEMBER 16. 1911 REPORT: VI-"I
,..,
SECTION 9
SUPPLEMENTS
PA....J... SEMINOLE
CAUTJONS
To avoid inadvertent or false glideslopc
captures while openting on the localizer use
NAV mode inSlead of APR mode.
Refer to d o ~ i r e Mitchell Century 41
Operator's Manual. PIN 68S803, dated 1-79
for additional System Dcscriptionand Normal
Operating prottdures.
(b) PREFLIGHT PROCEDURES
NOTE
During system funclional check, the system
must be provided adequate D.C. voltage (12.0
VDC min.) and instrument air (4.2 in. Hg.
min.). It is recommended that one engine be
operated (minimum) 10 provide the necessary
power and that the aircraft be positioned in a
level attitude, during the functional check.
(I) AUTOPILOT (FlO Switch ON if F/D Equipped)
a. EngaJ( autopilot by pushing programmer OFF - ON
swilch ON.
b. Rotate D.G. HOG bug left then right and verify that
control wheel movement corresponds to HOG command
input.
e. Press pitch modifter button first up then down and note
that pitch control follows pitch command input. Autotrim
shoukl follow pitcb command input after approximately
thrte second delay.
d, Grasp control wheel and override roU and pitch servo
actuators to assure override capability.
e. Hold control yoke and disengage autopilot by activating
tbe conlrol wheel trim switch,
f, O1eck controls through full travel in roll and pitch to
assure compkle autopilot disengagement.
g. Retrim aircraft for takeofr.
REPORT: VB'"
946
ISSUED: SEPTMIER 26, JJIO
PA..u-IM, SEMINOLE
SECTION'
SVPPLEMI.NTS
(e) TRIM SYSTEM
'The autopilot is provided with an electric elevator trim system
having two modes of operation. When the autopilot is engaged and
the trim master switch is ON, automatic electric trim (autotrim) is
prov;ded. When the autopilot is disengaged, command electric
elevator trim is available by use orthe control wheel.witch provided
or by use of the primary lJim control wheel. The electric elevatcw
trim system has been designed to withstand any type of single
failure, either mechanical or declricaJ. without uncontrolled
operation resulting. The alltomated system self test circuit pro
vided. in conjunction with a functional check, described below. will
uncover internal failure. that otberwix coukl remain undetected
and thus compromise the r.ikafe properties ofthe syncm. Proper
operation of the system is, therefore, predicated on conducting the
followin& preflight check. before fina flight of each day. If the trim
system fails any portion of this test, tum the autotrim master switch
OFF and pull the autotrim circuit breaker, until the system is
corrected.
The command electric trim switch on the left portion of the pilot's
control wheel has two functiaN:
(I) When the top bar (AP OFf) is pressed. itdisconne<:t! (heauto-
pilot.
(2) When the top bar i. pressed and lhe rocker is moved forward,
nose down trim will OC(;ur; when moved aft, nose up trim will
occur.
Command Trim Before the Fint Ailhl of Each Day
(I) Trim mailer switch ON,
(2) Verify normal trim UP and DOWN operation with control
wheel switch,
(3) Press - center bar only. then rdease center bar.
(4) Push rocker fore and aft only. Trim should nol operate with
either separate action.
ISSUED: SEPTEMBER 2691e REPORT: va-I"
9-47
SECTION t
SUPPLEMENTS
PA..... 4-I ... SEMINOLE
Any failure of the preceding operations indicates that a failure
exists in the system and the Command Trim shall not be operated
until the failure has been identified and corrected.
Autotrim - Before the Fint Flight of Each Day
(I) Check trim master switch ON, autopHot OFF.
(2) Press and hold TEST pushbuuon on Mode Annunciator.
Verify the following sequence. (Each sequence willlaSl approx-
imately two seconds.):
a. All annunciations light with FAIL and AP flashing.
b. Autotrim flashes, lotS steady, then flashes.
c. AllligblS go steady_
d. After three to five seconds, AUTOTRIM and FAIL flash
cootinually.
(3) With TEST bUll on on the Mode Annunciator still depressed,
verify Trim will not operate in either direction with the Control
Wheel Switch.
(4) Release TEST pushbutton. All lights except HOG and ATT
shall extinguish.
Any deviation from the above sequence indicates that a failure
~ t in either tbe primary system or in the monitor circuits. The
autopilot and trim system shall not be operated untiltbe f.ilure has
been identified and corrected.
CAUTION
Recheck trim position prior to initiating
takeoff.
(d) FLIGHT DIRECTOR
(I) Check circuit breaker - IN.
(2) Right director switch on steering horizon - ON. (Adjacent to
instrument on single cue horizon.)
(]) PifCh modifier ON - UP check pitch steering indicator moves
appropriately.
(4) HOG bug RT p IT - check roll steering indicator moves
appropriately.
I
REPORT: VB-I6f
,..,
PA..........., SEMINOLE
SECTION'
SUPPLEMENTS
(e) COMPASS SYSTEM (NSD 360A)
For other compass systems. mer 10 appropOalc manufacturer's
instructions.
(I) Check slavina switch in slave or .lave I or 2 position. as appro..
priatc. (Slavin! s)'1tems with R.M.1. output provide only sIne
and free !}'I'D positions.)
(2) Rotate card to cenler slaving meter - check HOG displayed
with magnetic compass HOG.
(3) Perform standard VOR receiver check.
(4) NAY APPR Engage NAV or APPR mode switch and
observe steering bar indacate5 tum toward tne VOR needle.
NOTE
If the Omni Bearing Selector is more than 45"
from the aircraft tl.eadina. the night director
steering bar will only indicate a turn toward the
omni bearing.
(0 IN.. FLlGHT PROCEDURE FUGHT DIRECTOR
(I) Century 41 circuit breaker - IN. Right director switch .. ON.
(2) Adjust HOG bug to aircraft heading and select desired pitch
attitude by activation of the CWS (Pitch Synch) switch or the
modifier switch.
(3) Maneuver aircraft manUllUy to satisfy the commands pre-
sented. Sekct other modes as desired; refer to Century 41
Operator's Manual for mode description.
(g) INFLlGHT PROCEDURE .. AUTOPILOT/FLIGHT DlREC-
TOR AUTOPILOT
(I) Flight dirmor .witch - ON, if FlO equipped. Rotate heading
bug to desired heading.
(2) Trim aircraft for uistina flight condition (aU uei). Engage
autopilot.
(3) DurinS maneuvering flight .. control aircraft through use of the
HOG bug and the pitch modifier. (HDO-ATTmodes) (For use
of pitch synch switch see Operator's Manual.)
(4) For -nav;p.tion operatioDS s ~ modes as required by the
operation beib& conducted and in accordance with the mode
description provided i.n Operator's Manual. For specific in-
structions relating to coupled instrument approach operations,
refer to Special Operations and Information Section4. item(i).
ISSUED, SEPTElIIBER 16. \980 REPORT: VB160
'-4'
SECTION'
SUPPL[MENTS
PIP[R AIRCRAFT CORPORAnON
PA.......I... SIMINOLE
fh) IN-FLIGHT PROCEDURE COMMAND/ AUTOTRIM
SYSTEM
(I) Trim master switch - ON.
(2) When the autopilot is engaged. pitch trim is accomplished and
maintained automatically.
(3) With the autopilot OFF. command trim is obtained by pressing
and rocking the combination TRIM-AP disconnect bar on the
pilot's control wheellrim switch.
(i) SPECIAL OPERATIONS AND INFORMATION
(I) Altitude Hold Operation:
For beSI results. reduce nlte (If ctimb or descent (0 1000 FPM
before engaSing altitude hold mode.
(2) Instrument Approach Operations:
Initial and/or intermediate approach segments should be
conducted between 9S-IIO KIAS with the flaps extended as
desired. Upon intera:pting the glide path or when passing the
final p p r ~ h fix (fAF) immediately lower the landina gear
and reduce the power for appro:limately 80-93 KIAS on the
final approach seament. Adjust power as necessary during
remainder of approach to maintain correct airspeed. Monitor
course luidance information (raw data) throughout the
approach. All powerchangcsshould be ofsmall magnitudeand
smoothly applted for best tfllckina performance. Do not
change aircraft confiJUl"ltion duriog approach while autopilot
ia engag1. For approaches without glide path coup1ins,adju5t
pitch attitude in conjunction with power to maintain desired
airspeed and descent rate.
NOTE
Aighl director or aulopiJot w;D nOI decouple
from the GS or localizer in the event of radio
failure. however, warnings will flash in the
mode appropriate to the failure. Monitor
course guidance raw data dunng the approach
to assure .ignal quality.
REPORT: VR--UI
....
ISSUED: SEPn:MIER U. I'
SEMINOLE
SECTION'
, SUPPLEMENTS
(3) Instrument Approach O()-Around Maneuvcr (Right Director
Version Only):
a. Select GA mode at the remote GA switch. Autopilot will
dis<:onnt and warnin8 hom will iIOund.
b. Add takeoff power, or power as desired.
c. Check the correct attitude and that a positive rate of climb
is indicatcd. then raise gear and flaps.
d. Pilot may band Oy aircnh with to OiShi direclor
steering information.
c. After aircraft is cJtablisbed in e1imb. gear and flaps up.
autopilot may be re-engagcd by pushing "ON" button on
console jf ruaht director stecring is switched on.
r. Set daitt.d HOG and selet:t HDO modc for latcral
mancu\ering.
SECTION 5
No changet to the basic performance provided by Section 5 of this
Pilot's Operating Handbook are necessary for this supplement.
ISSUED: SEPTEMBER 26, 1910 REPORT: VB-I60
9-..
SECTION 9
SUPPLEMENTS
THIS PAGE INTE"'TIONALLY LEFT BLANK
REPORT: VB-I60
9-52
ISSUED: SEPTEMBER 26, 19"
PA-4..-1Ilt, SEMINOLE
SECTION'
SUPPLEMENTS
SUPPLEMENT 9
PIPER CONTROL WHEEL CLOCK INSTALLATION
SECTlON 1 - GENERAL
airplane when the optional Piper Control Wheel Cock is installed. The
This supplement ha! been "FAA Approved" as a pennanent part of this
handbook and must remain in this handbook ataU times when the optional
Piper Control Wheel Clock is installed.
SECTiON 2 - LIMITATIONS
No changes to the basic limitatiom provided by Section 2 of Ihis PiloI's
OperatillJ Handbook are necessary for this luppk:ment.
SECTION 3 - EMERGENCY PROCEDURES
No changelto tbe basic Emergency Procedures provided by section J of
tbis Pilot's Operating Handbook are necessary for this supplement.
SECTION .. - NORMAL PROCEDURES
(a) SETIINO
While in the CLOCK mode. the time and tbedate can be:" set by the
of the RST bUllon.
ISSUED: SEPTEMBER 16, 1'" REPORT: VB...

SECTION'
SUPPLEMENTS
P4",",1", SEMINOLE
(b) DATE SETI1NG
Pl'ess:in. tbe RSTbutton once will cause the date loappearwith the
month Rubin,_ Prestin. the ST-SP bunon will advance the month
at one per second, or at one per push, untillhc richl month appears.
Pressina the RST button once again will cause the date to flash, and
it can be set in a similar manner.
(e) TIME SETTING
lbe RST button must nowbe pressed IwO times to cause the houn
diJils to fla.sh. The corttCl hour can be set in as described above.
Prcssin8 the RST button once .pin will now cause the minules
digits to nash. The minutu should be let to the next minute lacarne
up at ahe zero secoRdslime mark. The RST button is preucd Dace:
more to hold the time displayed. AI the time mark, the ST-SP
buttOD is pressed momentarily to begin the time COuntiDI at the
cuct 5ond.
If the minutes are not advanced when they are flashing in the set
mode, prcssinllhe RST button will return the clock. to the normal
timekeepinl mode without alterin,lhc minutci timin,. This featu.Je
i5 useful when changing time ZODeS, when only the bours are to be
changed.
(d) AUTOMAnC DATE ADVANCE
The calendar function will automatically advance the date correctly
according to the four year perpetual calendar. One day must be
added manuaUy on Feb. 29 on leap year. The date: advances
correctly at mldniJht each day.
(c) DISPLAY TEST
Pressin. both the: RST and ST-SP buttOM at the same time: will
result in a display test function.
SECTION :5 PERFORMANCE
No cbanges to the balic performance provided by Section S of this
Pilot's Operatinl Handbook: are necessary for this supplement.
I
REPORT: Vl-ht
9-54
ISSUED: SEPTEMBER 16, Itt.
PA44-IIt. SEMINOLE
SECTION 9
SUPPLEMENTS
SUPPLEMENT I'
RCA WEATHERSCOUT II WEATHER RADAR SYSTEM
SEcnoN I GENERAL
This supplement supplies information necessary (orlhe operation orthe
airplane when the optional RCA WeatherScoutll Weather Radar Systemis
installed. The information contained within this supplement is to be used in
This suppletMnt hal been "FAA Approved" asa permanent part of this
handbook and must remain in tbii handbook at.all times when the optional
RCA WeatherScout II Wuther Radar System is installed.
SECTION 1:. LIMITATIONS
No cbange!: to the basic limitatioM provided by Section 2 o( this Pilot's
Opcratin& Handbook are neccuary (or this suppiement.
No changes (0 the basic Emcl1ency Procc:dureJ by Seaion 3 of this
Pilot's Operatinl Handbook are necessary for this supplement.
ISSUED; SEPTEMBER 2''" REPORT; VB-IA
~
SEcrlON 9
SUPPLEMENTS
PA........ IH. SEMINOLE
SECTION ... NORMAL PROCEDURES
(a) SYSTEM CONTROLS
All cOntrols used to operate the radar system are located on the
front panel. These controls and the displayfeaturesan: indexed and
identified in Figure 41 and described in Table 43.
.'
.'
.'
..
INDICATOR CONTROLS AND DISPLAY FEATURES
Figure 41
PA-4'-IIt. SEMINOLE
SECTION'
SUPPLEMENTS
(4)
(I) OFF
(2) 'NT
(3) TILT
RANGE
12130/60/9<)
or
12/30/60/1211
(5) eye
(6) R1IInge Fteld
(7) Test FlCld
(8) Range Mark
Identifter
(9) Mode Held
On/orf function: fuU CCW rotarian of
INTensity control places system in OFF
rondition.
Rotary control used to rellulate brightness
(INTensity) of display.
Rotary control used to adjust antenna
elevation position. Control indexes incre-
ments of tilt from 0 to 12 degrees up or
down.
Rotary switch used to sete.ct one of four
ranges.
Pushbutton switch used to select cyclical
contour mode. Data is presented alternately
as normal for O.S seconds, then contoured
for 0.5 seconds. Pressing switch a second
time restores normal or WX mode.
Maximum selected range is displayed.
MaJcimum range is always displayed when
indicator is in on-condition.
Test block: displa)'! three illumination
levels.
Individual label displayed for each range
mark.
Operalina mode is displa)1:ld as WX or
eve.
When system is firlt turned on, WAIT is
until system times out (30-40
seconds).
INDICATOR CONTROLS AND DISPLAY F[ATURES
table 4)
lSSVEo, SEPTEMBER I'. , .., REPORT:
.."
SECTION 9
SUPPLEMENTS
PA....... I... SEMINOLE
(b) PRELIMINARY CONTROL SETIINOS
Place lhe Indicator controls in lhe following poslilons before
applying power from the aircraft system:
INTensity control ............ Fully counterclockwise, in OFF
TILT control. , , Fully upward
RANGE switch 12 nautj'cal
(c) OPERATIONAL CONTROL SETTINGS
(I) Rotate INTensity control clockwise to brinS system into ON
condition.
(2) Note that WAIT is displayed durins warm--up period of
30-40 seconds.
(3) Wtten WX is displayed, rotate INTensity conlrol clockwise
until display briahtness is at desired level.
(4) Set RANGE switch to desired range.
(5) Adjust TILT control for desired forward scan aTea.
(d) PRECAUTIONS
U the radar is to be operated whik the aircraft is on the ground:
(I) Direct nose of aircraft such that antenna SCln sector is free of
large melallic objects (hanpn, other aircraft) for a distance of
100 yards (90 meters), and tilt antenna fully upwani.
WARNINC
Do not operate the radar during refuclina
operations or in the vicinity of trucks or
containen accommodatina flammables or
explosives; do not allow personnel within IS
feel of area being scanned by antenna when
system is transmitting.
(2) Aash bulbs can be exploded by radar eneqy.
(3) Since storm patterns aTe never stationary, the display is
constantly changing. and continued observation is
adv;sable where areas of turbulence prevail.
REPORT: VI-l6O
....
ISSUED: SEPTEMBER 26, .,..
,IPIR AIRCRAFT CORPORATION
PA-t4-I80, SEMINOLE
SECTION'
SUPPLEMENTS
No changes to the basic performance provided by Section.5 ofthe Pilot'&
Operating Handbook necessary for this supplement.
ISSUED: SEPTEMBER 26, UI. REPORT: va...,o
0-5.
SECTION'
SUPPLEMENTS
PA............ SEMINOLE
I
RIPORT:V.....
....
PA........1I0. SEMINOLE
SECTION 9
SUPPLEMENTS
SUPPLEMENT II
RDR-I" WEATHER RADAR SYSTEM
SEC110N I - GENERAL
This supplement information neceuary for ,be openuon oft.he
airplane when ,be optional RDR-I60 Radar System is innalled.
lbe information contained within th.is snpplement is 10 be used in
This supplement bas been "FAA Approved" as a permanent panof this
handbook and mwt remain in Ihis handbook at aU rimes when the optional
RDR-I60 Weather Radar System is InstaUed.
SEcnoN 1 - LIMITAnONS
No chanscs to the basic limitations provided by Section 2 of this Pilot's
Opcntina Handbook are necessary for tbis supplement.
SECTiON 3 EMERGENCY PROCEDURES
No changcs to basic EmcfJCncy ProcedureJ by Section 3 of this Pilot's
Operating Handbook are neccssary for this supplement.
Sr.CTION .. - NORMAL PROCEDURES
(a) SYSTEM CONTROLS
Table 4-3 lists and dcscribe. the system controls, all of which are
mounted on the panel of the radar indicator. Figure 4-1 iIlustntes
the location of these controls.
outs of range - range marb and mode SdectiOR as a function or
switch position.
ISSUED: SEPTEMBER 26, 1910 REPORT: VB"II
H'
SECOON 9
SUPPLEMI:NTS
PA-4It. SEMINOLE
,

-
'.
--
--
l'lfIl ....
\7j
T1lfCOIf11lIM.
.......-
____ _'11''''-
/-
-
--
LOCATION OF CONTROLS
Fisure 4-1
CONTROLI
FUNCTION OPERATIONAL USE
OFF/STBY/TEST t. Contrail primary power to radar system.
Range Selector 2. Places system in "slandby"conditionduring
warmup period and when system is not in
UK.
3. Places system in "test" mDde to determine
opembility of system. No transmission in
"test" mode.
4. $elects operatin. range. Enables trails-
mitter.
CONTROL FUNCTIONS AND OPERATION
Table 43
REPORT: V""
,.61
PA"","-'''. SEMINOLE
SEcnON'
SUPPLEMENTS

FUNCTION
W-./GAIN/W-. A
Gain Control and
Mode Selector
HOLD
Pushbutton
Video Holdl
Scan
TILT
Antenna Tilt
Control
BRT
Brightness
Control
OPERATIONAL USE
I. In W. position, weatherimasegainisat pre-
level. Contour is auto-
matic and constant.
2. In GAIN position. 6 leveh: from MAP
(maximum gain) to MIN may be selected
for ,round mapping operations. Contour
operation is disabled.
3. In Wx A position, the radar indicator dis-
play.ltematel)' cycles tM: Wx po$i-
tion and the GAIN MAP position. This"";l1
verify if a contour storm cell area is a storm
cell and oot a lake or lome other terrain
feature.
When the HOLD pushbutton initially de-
pressed, weather or ground mapping image
last pre.sented is retained (frozen) on indicator
display in order to evaluate the signiflC2nce
of storm cell movement. Depressing for a
second time reveals direction and distance of
target movement duriRJ hold period. During
HOLD mode, the antenna continues to scan
and the display witt continue 1o be presented
lana: as power is supplied to the system. The
word HOLD wiD be flashing.
Electrically adjusts the antenna ID move the
radar beam to 1 degrees up or down from
horizontal ("0" position).
Control CRT pictun intensity.
CONTROL fUNCTIONS AND OPERATION (coat)
TaMe ....3 (cant)
ISSUED: SEPTEMBER %6. 1910 REPORT: VB""

SECIlON'
SUPPLEMENTS
PA.......I... SEMINOLE
RADAR-I" WEATHER RADAR SYSTEM
Range Switch Position
"TEST
1
10
20
40
SO
160
Wx-MAP-Wx A Switch Position
Wx
MAP
WxA
Range-Range Mark Readout
4010
5'
'0-2
20-4
4010
80-20
160-40
Mode Readout-
Wx
MAP
WxA
-When the HOLD pushbutton is initially depressed, the MODE
READOUT displays flilhina HOLD.
"The MODE READOUT displays TEST.
ALPHANUMERIC READOUT
Table 4-S
(b) GENERAL OPERATING PRECAUTIONS
WARNING
Do nOI operate the radar durin! rduding
operations or in the vicinity of trucks or
containers aceommodatin& flamrnabks or
cxplosi\'eI; do not aUow personnel within 1$
feet of area being scanned by antenna when
system is lransmilting.
I~ T VIJ.l6O
ISSUED: SEPTEMBER 16, It"
PA..u.llO, SEMINOLE
SECIlON'
SUPPLEMENTS
(I) Flash bulbs can be exploded by radar energy_
(2) Since storm patterns are never stationary, the display is: con
stantly changing. and continued observation is aJ'IIl'l.YS ad
visable where: arus of turbulence prevail.
NOTE
See RDRI60 pilot manual for detailed
operating information and analysis of targets.
No changes to the basic performance provided by Section 5oCthe Pilot's
Operating Handbook are necesury for lhis supplement.
ISSUED: sEPTEMaER U, I tI, REPORT: VUH I
'-'5
SECTION'
SUPPLEMENTS
P"' ......IIO. SEMINOLE
"REPORT: VBI"
...,
ISSUED: SEPTEMBER 16, 19"
PA"""I". SEMINOLE
SECTION'
SUPPLEMENTS
SUPPLEMr.NT 11
RDR-I6I/IN-lIUA WEATHER RADAR SYSTEM
SEcnON I GENERAL
This lupplement suppliel jnformation neeeuary (or Ute Opet:lUODof Ihe
airplane when the optional RDR-I60/IN-2026A Weather Radar System is
installed. The infonnalionconlaincd within thilsupplement islo be W1Cd in
This lupplement hal been "FAA Approved" as a permanent part oflhis
handbook and mUlt remain in thi, handbook at all times when the optional
RDR-I60/IN.2026A Weather Radar System is installed.
SECTION 2 - LIMITATIONS
No changes to the basic limitatiom provided by Section 2 o(tbil Pilot's
Operaling Handbook are ne<:e:lsaty for thit supplement
SECTION 3 EMERGr.NCY PROCEDURES
No chanSCI to the basic Emergeacy Procedures by Section 3 of this
Pilot"s Optratina Handbook an: necessary for this supplcmcnL
ISSUEI), SEPTEMIER 16, 19M REPORT: va,,61 I
'-67
SECTION'
SUPPLEMENTS
PA-44-I .., SMINOLE
u..oo.....
- ~ _ ....
- ~
. ~
--
- ~
- --
AUclU _00.
- -_"'1Olfl1
,ofT _
~
",,$SIO_
- ~
"UIIO
IlIelllM.........
IN-2tUA CONTROLS AND DISPLA1'S
Figure 4-1
(a) EQUIPMENT OPERATION AND CONTROLS
(I) RDR-I60/IN-2026A CONTROLS AND DISPLAYS
Conlrols and displays for the RDR-I60J IN-20UA Weather
Radar System are listed in table 4-3, with a functional descrip-
tion. Location of the controls and displays is shown in figure
4-1. All operating controls and displays are located on the
indicator.
REPORT: V"''''
'-68
ISSU[D: SEPTEMBER 16, 1910
PA-44-1.., SEMINOLE
CONTROLI
DISPLAY
SECTION 9
SUPPLEMENTS
FUNCfION
Function selector
I t 1RANGE
button
TlLT control
TRACK. [ .. J
button
I. OFF position removes primary power from
the system.
2. STBY position places system in the standby
condition during warm-up period and when
the system is not in use. No display.
3. TEST position sekcts lest function to de-
termine operability of the system. A test
pattern is displayed. NO transmission exists
in the TEST condition.
4. ON po!ition se'ects the condition for normal
operation. Radar transmission uisls in the
ON position.
Clean the display and places the indicator in
the next lowu range each time the bullon is
pressed (eg: 40 to 20), until minimum ranBe l!
ruched.
Electrically adjusts the antenna to move the
radar belim up to "'IS degrees above the hori-
zontal, or to a maximum of 15 deln:es below
the horizontal position. The horizontal posi-
tion ;S indicated as zero ~ s on the conlrol.
When pressed, a yellow track cursor line ap-
pean and moves to the right (in one degree
steps) while the button is held depressed. The
track cursor stops when the button is released,
and remains for about 10 to 15 seconds, lhen
disappean; unles.s the button is pressed again.
The differential heading will be indicated in
yellow numerals in the upper left corner oflhe
display, and disappean; simultaneously with
the track. cunor.
CONTROl./D1SPLAY FUNCTIONS
Table 4-3
ISSUED: SEPTEMBER 2', .981 REPORT: YB-S61
'69
SECTION 9
SUPPLEMENTS
.CONTROL!
DISPLAY
TRACK ( __ J
button
GAIN control
BRT control
Ii1MODE
button
I I J MODE
butlon
PA.U...I. SEMINOLE
FUNCTION
Wben pressed. the yellow Irac;:k CUUOf appears
and moves to the left while held depressed.
Operation is as explained above.
Varies the radar reccivergain wfleninthe MAP
mode. Gain and the STC are preset in TEST
function and in the WX and WXA modes.
Adjusts brightness of the display for varyina
cockpit light condilions.
Pre,sioa momentarily produces an "informa
tion list" oD the display. Pressing again, while
information display is still present, advances
tbe indicator display 10 the next bigher mode
shown on the lisi. The list disappears aftera few
seconds and the mode don 110t c;:hlnge if the
button i. not pressed aaain. The following stan
dard modes lTe available in the order shown.
NAV FLT LOG FunClions available
with optional
MAP Ground mapping
WXA Weather mappin, )Vith alert.
"The red an:a Oashes.
WX .. Weather mapping
NOTE: When the top mode is reached, the
button will not change the mode.
the indicator display to the next lower
mode each time the bulton is pressed while tilt
list is present. The sequence is as listed above.
NOTE: When the bottom mode (WX) is
reached, this bullon will not change
the mode.
CONTROL/DISPLAY FUNCTIONS (eont1
Table 4-3 (cont)
REPORT: VB-3ti1
9-7.
ISSUED: SEPTEMBER 26911
PA-f4-1.., SEMINOLE
CONTROLI
DISPLAY
SECTION 9
SUPPLEMENTS
FUNCTION
NAY butlon
(push-onl push-off)
[ I] RANGE
button
HOLD pushbutlon
(push-onI push-off)
Operational only when oplionaIIU-202JA
mott Computer Unit is connected. When ac-
tuated. provNjes NAY infonnalion super-
imposed over the MODE selected (WX, WXA.
or MAP). If interface is not connected. the
words NO NAV will be displayed in the lower
lerl corner.
Ours the display and the indicator
10 the next higher range each lime the button
is pressed (eg: 20 to 40, 40 to 80, ctc.), until J60
range is reached. The range selected is dis-
played in the upper ri&hl corner (on the last
range mark). and the distance to each of the
other range marks circles is displayed along the
rigbt edge of the circles (arcs).
Retains the display (NAY and weather) when
button is actuated (push-on). The word HOLD
flashes in the upper left comcr of the display.
The wealhcr or cround mapping imaZc last pre-
sented is retaincd (frozen) on indicator display
in order to evaluate the significance of storm
cdl movement. Switchinc back to normal op--
eration (pressing HOLD pushbutton a second
time) reveals direction and distance of target
mo\,ement during HOLD period. In HOLD,
the antenna to scan and a non-
updaled display will continue 10 be prtllented
as long as power is supplied to the system. A
in raniC selection with indicator in
HOLD results in a blank screen.
CONTROL/DISPLAY FUNCfIONS (lI!ont)
Table 4-3 (coni)
ISSUED: SEPTEMBER 26, I'" REPORT: V.1-161
9-71
SECTION 9
SUPPLEMENTS
P A ~ I I SEMINOLE
(b) OPERATING PRECAUTIONS
WARNING
Do not operate the radar during refueling
oper.lioRl or in the vicinity of trucks or
containers accommodating flammables or
explosives. Do nOI allow personnel wilhin 15
feel of area bein, $C1lnned by antenna when
system is lransmiuing.
(I) Aash bulbs can be ellploded by ...dar energy.
(2) Since storm pettems are never stationary, the display is con-
stantly changing. Continued observation is always advisable
in stormy areas.
No changes 10 the basic perforrnancc pro..ided by Section S of the Pilol'l
Operating Handbook an: neussary (or this supplement.
REPORT:VB.ut
971
ISSUED: SEPTEMBER 1',.
PA-44-IIt. SEMINOLE
SECTION'
SUPPLEMI:NTS
SUPPLEME.NT I]
RCA COLOR WEATHERSCOUT II WEATHER RADAR SYSTEM
SECTION I GENERAL
airplane when the optional RCA Color WealherScout 1I Weather Radar
System is installed. The information contained within this supplement is to
be used in conjunction with the complete handbook.
This supplement has been "FAA Approved" asa permanent part of this
handbook and mull remain in this handbook at all times when the optional
RCA Color Weatlw:rScout 11 Weather Radar System is installed.
SECTiON 1- LIMITATIONS
No changes to the basic limitations by Section 2 of this Pilot's
Operatin, Handbook necessary for this supplement.
No changes to the basic Emergency Procedures by Stttion 3 of this
Pilot's Operating Handbook: are neCt:!5ary for this supplement.
ISSUED: SEPTEMBER U. I""
'13
S[CTION,
SUPPLEMENTS
SECTION" - NORMAL PROCEDURES
(a) SYSTEM CONTROLS
All controls used to operate the ndarsystemare located on the indi-
cator front panel. These controls and the display features are in-
dexed and identified in Figure 4-1 and described in b ~ 4-3.
""" .'
"
/
--........
"'"
b
",
"'" 0
J
Figure 41
(b) OPERATION
Preliminary Control Settings
Place the Indicator controls in the following positions before ap-
plying power from the aircrafl electrical system:
INTensity control Fully counterclockwise, in OFF
Tll.T control. Fully upward
RANGE switch 10 nautical miles
REPORT: Vg-tit
...,.
ISSUED: SEPTEMB[R 16, 19M
PA-U.I.., SEMINOLE
SECTION 9
SUPPLEMENTS
(I) Display Area See item A. D, and C for explanation of
alphanumerie display.
(A) Mode Field Sdecwl mode tS displayed as WX. eyc.
MAP, or TEST. STDY is displayed if R-T
is wanning up and no mode is selected
after tum..an. WAIT is displayed if a
mode is sekcted prior 10 end of warm up
or when Indicator and Antenna are syn-
c:hronizins
(8) Auxiliary FRZ is displayed as a blinking word if
Field radar is in freeze mode (to remind pilot
that radar display is not being updated for
incoming target returns).
J 23 and color bar legend is displayed in
WX/C. TEST and MAP modes. In
weather mode color bar is green, yellow,
and red. In map mode. color bar iseyan,
yellow. and magenta.
(C) RaDse Marlc
ldentirlel'1
(2) INT/OFF
Five Iabekd range maries ~ displayed
Oft each rane. ubel of furthen marlc is
same as range selected. n ~ and azi-
muth marlcs are displayed in cyan for
WX/C and TEST. green for MAP.
Rotary control used to regulate bright.
DC" (intensity) o( display.
OnfOf( function: Full CCW rotation of
intensity control places system in OFF
condition. CWrotation (romOFFselling
turns system on. STBY is displayed until
WXfC. MAP. or TEST is selected.
Tab'e 4-)
ISSUED: SEPTEMBER 26, , ...
REPORT: VB-I" I
'15
SECI10N'
SUPPLEMENTS
(3) WXfC
(0) MAP
PA-U-IIO. SEMINOLE
NOTE: WealherSCOUI sySlems using
RTA-lool (wing-mounted), em-
ploys a timc-delaycircuit lhat in-
hibits transmitter and antenna
opcl1ltion for 4.5 minutes from
the lime the aircraft engine is
lurned OR.
If WX/C or MAP is selected initially or
prior to the eoo of the warm-up period.
WAlT will be displayed until RT warms
up (approximately 30 seconds).
If TEST is selected immediately. WAIT
will be displayed until Anlenna is syn-
ehronized (less than 4 seconds) and then
test pattern will appear.
Alternate-action pushbutton swileh used
to select weather mode or cyclie conlour
mod.
If selected at tum-on. s)/Stem will comc up
in weathcr modej sceond depression of
switch will select cyclic conlour mode.
If scketed when s)"Stcm is already oper-
atin. in another mo4e. s)'Stem will return
to weather mode; second switch depres-
sion will select cyclic contour mode.
In cyetic contour mode. Hevel (red) i s ~
play will nash on and off at 1/2-second
intervals.
Pushbutton switch used to select ground
mapping mode.
INDICATOR CONTROLS AND DISPLAY FEATURES (com)
Table 4-3 (cont)
REPORT: VB"".
9-76
ISSUED: SEPTEMBER 16, 1"0
SECTION'
SUPPLEMENTS
(5) TEST
(6) FRZ
(1) AZ MK
(8) TILT
(9) 10/25/50/100/
200 (01-1005)
Pushbutton switch used to select test
mode. Special test pauem is dupla)'-ed.
In test, transmitter does not transmit and
range is automatically 100 nm.
Pushbutton switch used to !eket freeze
mock. Radar display is nol updated with
incoming target return data. Asa warning
to the pilot, FRZ level will nash on and
off at 1/2o-second.intervals.
Slide switch used to display three
azimuth markers at 30-degree intervals.
Rotary control tbat enablell pilot to
select angles oC antenna beam tilt with
relation (a airframe. Rotating control
CW tilts beam upward; CCW rotation
tilts beam downward.
Push button switches used 10 seled
desired range. Five range marks are dis
played for each range.
INDICATOR CONTROLS AND DISPLAY FEATURES (coni)
TaMe 41 (coni)
No changes 10 Ihe basic performance provided by Section Sarthe Pilot's
ISSUED: SEPTEMBER 26, .980
REVISID: JANUARY 5, .tI.
REPORT: VB-a6a
'77
SEtilON t
SUPPLEMENTS
FA....4-..., SEMINOLE
~ F O R T V&-86f
9-78
'SSUED: SEPTEMBER 1'. 1988
SEMINOLE
SECTION'
SUPPLEMENTS
PILOT'S OPERATING HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 14
FOR
ELECTRICAL DISTRIBUTION BUS MODIFICATION
This supptermnl musl be attached to the Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual the Electrical
Distribution Bus Modification is inSlalied in aceordance with Piper Kit No.
764 937V,
The information contained herein supplements or supersedes the
information in the basic Pilot's Operating Handbook. and FAA Approved
Airplane Right Manual only in those areas herein. For limitations..
procedures and performance information not contained in this supplement.
consult basic Pilot's Operating Handbook and FAA Approved Airplane
AiJht Manual.
FAA APPROVED WoJ;l
WARD EVANS
D.O.A. NO. SO-I
VERO BEACH, FLORIDA
DATE OF APPROVAL _
REPORT: Va-aH I
9-79
SECTION 9
SUPPLEMENTS
SECTION I GENERAL
PA-44-IIO, SEMINOLE
This!tupplenu'nt supplies information necessary forlheoperalionoflhc
airplane whcn the Electrical Distribution Bus Modification is installed in
acronhnce wilh "FAA Piper data.
SE('TION 2 - LIMITATIONS
No change
El.ECTRICAL POWER LOSS
ALT annunciator light illuminated.
Ammeters check 10 determine inop ALT
If OM ammeter lero.
Inop. ALI switch ......................................... OFF
Reduce e!cclrical loads to minimum
ALT circuil breaker JSA} & (bOA) ................... check and resel
as required
loop Al.T swileh ....................................... ON
If jWwcr is noc reslored
Inop All switch .......................................... OFF
Electriclll loads reestablish 10 bO amps max.
If hOlh ammeters show lero
ALl " .............................. both OFF
Reduce: electrical loads to minimunt
At 1 drcuit h'reakers /SA) & (bOA) " check both and fe';lt
as rC4uin-d
ALT switches ON one al a time
If either or holh Al.lS
kave ih associated swilCh ON
Turn inop AU swilch Of-'F
-REPORT: VI-860 ISSUED: MARCH .-4, 1913
9-80
PA.....I... SEMINOLE
SECTION 9
SUPPLEMENTS
Elmricalloads re-establish to 60 amps max.
If alternator oUlpuls NOT restored:
ALT switches , .. " , ' . ' ,.',., ,. ,., .. , . , ,' . OFF
, '. to minimum
[..lIld as soon as possible. The battery is the only remaining source of
ekclrical power.
If bolh alkmators cannot be restored and the circuit breaker is
tripped. a main bus failure is indicated. Turn the emergency avionics switch
to ON. Reduce avionics loads to minimum. Land as soon as practical.
WARNING
Compass error may exceed 10 degrees wilh
NOTE
1f the battery is depleted. 'he landing gear must
be lowered usin! Ihe gear
proetdure. The gear position light win be

SECTION" NORMAL PROCEDURES
No change.
S.cnON 5 P'RFORMANe<
No change.
SECTION' WEIGHT AND BALANCE
No change.
ISSUED: MARCH 14., 19SJ REPORT: VB-l6O
....
SECTION 9
SUPPLEMENTS
SEcnON 7 DESCRIPTION
PA44-I,., SEMINOLE
Modificationofthedt-Ctricaldistributionsysttm per Piper Kit 764937V
provides (or addilional isolalion of main power distribution wires and
electrical busscs.
Three 60 amp circuit breakers were added for the output lines of the
battery. right alternator and left alternator respectively. A 30 amp breaker
was added to power the separate avionics bus. These (our new breakers are
located just below the existing circuit breaker panel on the right instrument
panel and !Ire placarded for their function. The e:t.isting emergency avionics
master switch is also relocaled to Ihis panel (or beller pilot ateess. An 80 amp
current limiter has also been added at thejunClion of the batteryfttd line and
the slarler COntaetor.
No change in normal operation of the aircraft electrteal system is
required by the addition of this supplement. Emergency procedures. are
CO\'cred in Section 3.
REPORT: V&-16G
9-12
TABLE OF CONTENTS
SECTION 10
SAFETY liPS
Paragraph
No.
P,ge
No.
10.1 General... . . . ... . . .. . . .. .... . ..... .. ..... ..... lQ-l
10.3 Safety Tips....................................... 101
REPORT: VU-860
JO-i
PA44-180. SEMINOLE
SECTION to
SAFETY TIPS
10.1 GENERAL
SECTION 10
SAFETY TIPS
This section provides safety tips of particular value in the operation of
the Piper Seminole.
to.3 SAFETY TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on
the wheel is required to lift the airplane orr the ground.
(b) On takeoff, do not retract the gear prematurely. The airplane may
settle and make contact with the ground because of lack of flying
speed, atmospheric conditions, or rolling terrain.
(c) Flaps may be lowered at airspeeds up to III KJAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The Oap step will not support weigilt if
the flaps are in any extended position. The flaps must be placed in
the "UP" position before they will lock and support weight on the
step.
(d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period.
(e) Always determine position of landing gear by checking the gear
position lights.
(f) The shape of the nacelle fuel tanks is such that in certain maneuvers
and with low fuel levels, the fuel may move away from the tank
outlet. If the outlet is uncovered, the fuel now will be interrupted
and a temporary loss of power may result. Pilots can prevent in-
advertent uncovering of the outlet by avoiding maneuvers which
could result in uncovering the outlet.
ISSUED: MARCH Z3. 1978 REPORT: VB-860
10-'
SECTION 10
SAFETY TIPS
PA-44UIO, SEMINOLE
Extreme running turning takeoffs should be Ilvoided.
Prolonged slips and skids which result in excess of 2000 feet of
altitu'de loss, or other radical or extreme maneuvers which could
cause uncovering of the fuel outlet must be avoided as fuel flow
interruption may occur when the tank being used is not full.
(g) The rudder pedals arc suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the
proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals
or operating the toe brakes.
Ar.ti--collision lights should not be operating when flying through
clouds, fog. or haze, since reflected light can produce spacial disori-
entation. StrobeJights should not be used in close proximity 10 the
ground such as during taxiing, takeoff or landing.
(I) In an effort to avoid accidents. pilots should obtain and study the
safety related information made available in FAA publications such
as regulations, advisory circulars, Aviation News, AIM and safety
aids.
u) pno," who flyahoV< 10,000 C"t ,hould b, awa" 0' th, ""d '0'
special physiological training,' Appropriate training is available at
approximately twentythree Air Force Basesthroughout the United
States for a small fee. The training is free at the NASA Center in
Houston and at the FAA Aeronautical Center in Oklahoma.
Forms to be completed (Physiological Training Application and
Agreement) for application for the training course may be obtained
by writing to the following address:
Chief of Physiological Training, AAC-143
FAA Aeronautical Center
P. O. Box 25082
Oklahoma City, Oklahoma 73125
11 is recommended th,.. "til pilots who plan to fly above 10,000 feet
take this training bef(lfe Oying this high and then take refresher
training every two or three years.
REPORT; VB-B60
10-1
ISSUED: MARCH Z3, 1978
REVISED: SEPTEMBER I", 1979

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PILOTS OPERATING HANDBOOK LOG OF REVISIONS (coot)

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