Seneca G1000 Information Manual 1

WARNING
This Information Manual may be

used for general information
purposes only.
This Information Manual is not
kept current. It must not be used
as a substitute for the official
FAA approved Pilot’s Operating
Handbook required for operation
of the airplane.
SENECA V
pa-34-220T
sn 3449459 and up
WITH GARMIN G1000 SYSTEM
INFORMATION
MANUAL
MANUAL PART NUMBER 767-092

PA-34-220T, SENECA V
Published by
TECHNICAL PUBLICATIONS
Piper Aircraft, Inc.
Issued: April 30, 2013
© 2013 Piper Aircraft, Inc.
All Rights Reserved.
REPORT: VB-2230 ISSUED: April 30, 2013

ii
applicability
Application of this handbook is limited to the specific Piper PA-34-220T
model airplane designated by serial number and registration number on the face
of the title page of this handbook.
WARNING
EXTREME CARE MUST BE EXERCISED
TO LIMIT THE USE OF THIS HANDBOOK
TO APPLICABLE AIRCRAFT. THIS
HANDBOOK IS VALID FOR USE WITH THE
AIRPLANE I D E N T I F I E D O N T H E F AC E
O F T H E T I T L E P AG E . SUBSEQUENT
REVISIONS SUPPLIED BY PIPER MUST BE
PROPERLY INSERTED.
warning
This handbook cannot be used for operational
purposes unless kept in a current status.
WARNING
Inspection, maintenance and parts requirements for
all non-PIPER APPROVED STC installations are
not included in this handbook. When a non-PIPER
APPROVED STC installation is incorporated on
the airplane, those portions of the airplane
affected by the installation must be inspected in
accordance with the inspection program
published by the owner of the STC. Since non-
PIPER APPROVED STC installations may change
systems interface, operating characteristics
and component loads or stresses on adjacent
structures, PIPER provided inspection criteria
may not be valid for airplanes with non-PIPER
APPROVED STC installations.
ISSUED: April 30, 2013 REPORT: VB-2230

iii
revisions
The Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual, with the exception of the equipment list, is kept current by revisions
which are distributed to the registered airplane owners. The equipment list was
current at the time the airplane was certified by the manufacturer and thereafter
must be maintained by the owner.
Revision material will consist of information necessary to add, update or

correct the text of the present handbook and/or to add supplemental information
to cover added airplane equipment.
I. Identifying Revised Material

Each handbook page is dated at the bottom of the page showing both
the date of original issue and the date of the latest revision. Revised text and
illustrations are indicated by a black vertical line located along the outside
margin of each revised page opposite the revised, added, or deleted
information. A vertical line next to the page number indicates that an entire
page has been changed or added.
Vertical black lines indicate current revisions only. Correction of

typographical or grammatical errors or the physical relocation of
information on a page will not be indicated by a symbol.
II. Revision Procedure
Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below.
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each
section. Discard old page.
3. Insert page numbers followed by a small letter in direct sequence with
the same commonly numbered page.
original pages issued

The original pages issued for this handbook prior to revision are given
below:
Title, ii through viii, 1-i, 1-ii, 1-1 through 1-14, 2-i, 2-ii, 2-1 through 2-28,
3-i through 3-vi, 3-1 through 3-64, 4-i through 4-iv, 4-1 through 4-42, 5-i, 5-ii,
5-1 through 5-36, 6-i, 6-ii, 6-1 through 6-14, 7-i, 7-ii, 7-1 through 7-90, 8-i, 8-ii,
8-1 through 8-20, 9-i, 9-ii, 9-1 through 9-78, 10-i, 10-ii, 10-1 through 10-6.
iv
Current Revisions to the PA-34-220T, SENECA V Pilot’s Operating Handbook,

REPORT: VB-2230 issued April 30, 2013.
Revision FAA Approved

Number and Revised Description of Revisions Signature
Code Pages and Date

v
THIS PAGE INTENTIONALLY LEFT BLANK

vi
Table of Contents
Section 1 General
Section 2 Limitations
Section 3 Emergency Procedures
Section 4 Normal Procedures
Section 5 Performance
Section 6 Weight and Balance
Section 7 Description and Operation of
the Airplane and its systems
Section 8 Airplane Handling, Servicing
and Maintenance
Section 9 Supplements
Section 10 Operating Tips

vii
this page intentionally left blank

viii
SECTION 1
PA-34-220T, SENECA V GENERAL
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph Page
No. No.
1.1 Introduction.............................................................................. 1-1

1.3 Engine....................................................................................... 1-3
1.5 Propeller................................................................................... 1-3
1.7 Fuel........................................................................................... 1-4
1.9 Oil............................................................................................. 1-4
1.11 Maximum Weights................................................................... 1-5
1.13 Standard Airplane Weights...................................................... 1-5
1.15 Baggage Space......................................................................... 1-5
1.17 Specific Loadings..................................................................... 1-5
1.18 G1000 GNSS (GPS/SBAS) Navigation
System Equipment Approvals.................................................. 1-6
1.19 Symbols, Abbreviations and Terminology.............................. 1-8

1-i
SECTION 1
GENERAL PA-34-220T, SENECA V

1-ii
SECTION 1
SECTION 1
GENERAL
1.1 INTRODUCTION
This Pilot’s Operating Handbook is designed for maximum utilization as
an operating guide for the pilot. It includes the material required to be furnished
to the pilot by the Federal Aviation Regulations and additional information
provided by the airplane manufacturer and constitutes the FAA Approved
Airplane Flight Manual.
This handbook is not designed as a substitute for adequate and competent
flight instruction, knowledge of current airworthiness directives and applicable
federal air regulations or advisory circulars. It is not intended to be a guide for
basic flight instruction or a training manual and should not be used for
operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility
of the owner. The pilot in command is responsible for determining that the
airplane is safe for flight. The pilot is also responsible for remaining within the
operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arrangement of this handbook is intended to increase its
in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to become familiar
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.
The handbook has been divided into numbered sections, each provided with
a finger-tip tab divider for quick reference. The limitations and emergency
procedures have been placed ahead of the normal procedures, performance and
other sections to provide easier access to information that may be required in
flight. The Emergency Procedures Section has been furnished with a red tab
divider to present an instant reference to the section. Provisions for expansion
of the handbook have been made by the deliberate omission of certain paragraph
numbers, figure numbers, item numbers and pages noted as being intentionally
left blank.
NOTE
In countries other than the United States of
America, FAA operating rules may not apply.
Operators must ensure that the aircraft is operated
in accordance with national operating rules.

1-1
SECTION 1
THREE VIEW
Figure 1-1

1-2
SECTION 1
1.3 ENGINE
(a) Number of Engines 2
(b) Engine Manufacturer Continental Motors, Inc.
(c) Engine Model Number
(1) Left TSIO-360RB
(2) Right LTSIO-360RB
Max. Cont.
(d) Rated Horsepower 220 BHP
(e) Rated Speed (rpm) 2600
(f) Bore (inches) 4.438
(g) Stroke (inches) 3.875
(h) Displacement (cubic inches) 360
(i) Compression Ratio 7.5:1
(j) Engine Type Six Cylinder, Direct Drive,
Horizontally Opposed,
Air Cooled
1.5 PROPELLER
(a) Number of Propellers 2
(b) Propeller Manufacturer McCauley
(c) Propeller Hub & Blade Models*
(1) Left 3AF32C522/82NJA-6
(2) Right 3AF32C523/L82NJA-6
(d) Number of Blades 3

(e) Propeller Diameter (in.)
(1) Maximum 76
(2) Minimum 75
(f) Propeller Type Constant Speed, Hydraulically
Activated, Full Feathering
*The propellers have the same designation when deicing boots are installed.

1-3
SECTION 1
1.7 FUEL
AVGAS ONLY
(a) Fuel Capacity (U.S. gal.) (total) 128
(b) Usable Fuel (U.S. gal.) (total) 122
(c) Fuel
(1) Minimum Grade 100 Green or 100LL
Blue Aviation Grade
(2) Alternate Fuels Refer to latest revision of
Continental Service Bulletin
Fuel and Oil Grades.
1.9 OIL
(a) Oil Capacity (U.S. qts.) (per engine) 8
(b) Oil Specification Refer to latest revision of
Continental Service Bulletin
Fuel and Oil Grades.
(c) Oil Viscosity
Aviation S.A.E.
Grade No.
(1) Below 40°F 1065 30
(2) Above 40°F 1100 50
When operating temperatures overlap indicated ranges, use the lighter
grade of oil. Multi-viscosity oils meeting Continental Motors, Inc.
Specification MHS-24A are approved.

1-4
SECTION 1
1.11 MAXIMUM WEIGHTS

(a) Max. Ramp Weight (lbs.) 4773
(b) Max. Takeoff Weight (lbs.) 4750
(c) Max. Landing Weight (lbs.) 4513
(d) Max. Zero Fuel Weight (lbs.) - Std. 4479
(e) Max. Weights in Baggage
Compartment (lbs.)
(1) Forward 100
(2) Aft 100
1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load.
1.15 BAGGAGE SPACE

FORWARD AFT
(a) Maximum Baggage (lbs.) 100 85
(b) Baggage Space (cu. ft.) 15.3 17.3
(c) Baggage Door Size (in.) 24 x 21 20 x 25
1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs. per sq. ft.) 21.2
(b) Power Loading (lbs. per hp) 10.0

1-5
SECTION 1
1.18 G1000 GNSS (GPS/SBAS) Navigation System Equipment

Approvals
The Garmin G1000 Integrated Avionics GNSS navigation system installed
in this aircraft is a GPS system with a Satellite Based Augmentation System
(SBAS) comprised of two ETSO-145/TSO-C145a Class 3 approved Garmin GIA
63Ws, ETSO-146/TSO-C146a Class 3 approved Garmin GDU 1040 Display
Units, two GA36 GPS antennas (one is a GA37 if optional GDL 69 is installed),
and GPS software version 3.2 or later approved version.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed

in this aircraft complies with AC 20-138C and has airworthiness approval for
navigation using GPS and GPS/SBAS (within the coverage of a satellite-based
augmentation system complying with ICAO Annex 10) for IFR enroute, terminal
area, and non-precision approach operations including those approaches titled
“GPS”, “or GPS”, and “RNAV (GPS)” approaches. The Garmin GNSS navigation
system is approved for approach procedures with vertical guidance including
“LPV” and “LNAV/VNAV”, within the U.S. National Airspace System.

in this aircraft complies with the equipment requirements of AC 90-105 and
meets the equipment performance and functional requirements to conduct
RNP terminal departure and arrival procedures and RNP approach procedures
without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135
operators require operational approval from the FAA.
The Garmin GNSS navigation system complies with the equipment

requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In
accordance with AC 90-100A, Part 91 operators (except subpart K) following the
aircraft and training guidance in AC 90-100A are authorized to fly RNAV 2 and
RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and 135 operators require
operational approval from the FAA.
The Garmin G1000 GNSS navigation system has been found to comply
with the requirements for GPS Class II oceanic and remote navigation (RNP-
10) without time limitations in accordance with AC 20-138C and FAA Order
8400.12C. The Garmin GNSS navigation system can be used without reliance
on other long range navigation systems. This does not constitute an operational
approval.

1-6
SECTION 1
1.18 G1000 GNSS (GPS/SBAS) Navigation System Equipment

Approvals (Continued)
in this aircraft has been found to comply with the navigation requirements for
primary means of Class II navigation in oceanic and remote navigation (RNP-4)
in accordance with AC 20-138C and FAA Order 8400.33. The G1000 can be used
without reliance on other long-range navigation systems. Additional equipment
may be required to obtain operational approval to utilize RNP-4 performance.
This does not constitute an operational approval.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA)

in accordance with AC 20-153A for database integrity, quality, and database
management practices for the Navigation database. Flight crews and operators
can view the LOA status at FlyGarmin.com then select “Type 2 LOA Status”.
Navigation information is referenced to WGS-84 reference system.
THIS SPACE INTENTIONALLY LEFT BLANK

1-7
SECTION 1
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and terminology
used throughout the handbook and those which may be of added operational
significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated

speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere
at sea level.
KCAS Calibrated Airspeed expressed in Knots.
GS Ground Speed is the speed of an airplane
relative to the ground.
IAS Indicated Airspeed is the speed of an aircraft
as shown on the airspeed indicator when
corrected for instrument error. IAS values
published in this handbook assume zero
instrument error.
KIAS Indicated Airspeed expressed in Knots.
TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the CAS
corrected for altitude, temperature and
compressibility.
Vo Maximum Operating Maneuvering Speed is
the maximum speed at which application
of full available aerodynamic control will
not overstress the airplane.
NOTE
Vo is defined in accordance
with FAR23 Amendment 45.
KTAS True Airspeed expressed in Knots.

1-8
SECTION 1
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (cont)

Vfe Maximum Flap Extended Speed is the high-
est speed permissible with wing flaps in a
prescribed extended position.
Vle Maximum Landing Gear Extended Speed
is the maximum speed at which an aircraft
can be safely flown with the landing gear
extended.
Vlo Maximum Landing Gear Operating Speed is
the maximum speed at which the landing gear
can be safely extended or retracted.
Vmca Air Minimum Control Speed is the min-
imum flight speed at which the air-
plane is directionally controllable as deter-
mined in accordance with Federal Aviation
Regulations. Airplane certification condi-
tions include one engine becoming inopera-
tive and windmilling; not more than a 5° bank
towards the operative engine; takeoff power
on operative engine; landing gear up; flaps in
takeoff position; and most rearward C.G.
Vne Never Exceed Speed is the speed limit that
may not be exceeded at any time.
Vno Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air and then only with caution.
Vs Stalling Speed or the minimum steady flight
speed at which the airplane is controllable.
Vso Stalling Speed or the minimum steady flight
speed at which the airplane is controllable in
the landing configuration.

1-9
SECTION 1

Vsse Intentional One Engine Inoperative Speed
is a minimum speed selected by the manu-
facturer for intentionally rendering one
engine inoperative in flight for pilot train-
ing.
Vx Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude in
the shortest possible time.
(b) Meteorological Terminology
ISA International Standard Atmosphere in which:

The air is a dry perfect gas; The temperature
at sea level is 15° Celsius (59° Fahrenheit);
The pressure at sea level is 29.92 inches
Hg (1013.2 mb); The temperature gradient
from sea level to the altitude at which
the temperature is -56.5°C (-69.7°F) is
-0.00198°C (-0.003566°F) per foot and zero
above that altitude.
OAT Outside Air Temperature is the free air static
temperature obtained either from inflight
temperature indications or ground meteoro-
logical sources, adjusted for instrument error
and compressibility effects.
Indicated The number actually read from an altimeter
Pressure Altitude when the barometric subscale has been set to
29.92 inches of mercury (1013.2 millibars).

1-10
SECTION 1
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont)

Pressure Altitude Altitude measured from standard sea level
pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook, altimeter
instrument errors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field elevation.
Wind The wind velocities recorded as variables
on the charts of this handbook are to be
understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology
Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible continuously
tinuous Power during flight.
Maximum Climb Maximum power permissible during
Power climb.
Maximum Cruise Maximum power permissible during
Power cruise.
(d) Engine Instruments
FFlow Fuel Flow
MAP Manifold Pressure
RPM Propeller Speed
TIT Turbine Inlet Temperature
(e) Avionics Terminology
MFD Multifunction Display
PFD Primary Flight Display

1-11
SECTION 1

(f) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the
horizontal distance traversed in the same time
interval.
Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane
(DEMO. during takeoff and landing was actually
X-WIND) demonstrated during certification tests.
Accelerate-Stop The distance required to accelerate an airplane
Distance to a specified speed and, assuming failure of
an engine at the instant that speed is attained,
to bring the airplane to a stop.
Route Segment An established or selected course of travel
whereby each end of that course is identified
by: (1) a geographical location; or (2) a
point at which a definite radio fix can be
established.
(g) Weight and Balance Terminology
Reference Datum An imaginary vertical plane from which all
horizontal distances are measured for balance
purposes
Station A location along the airplane fuselage usually
given in terms of distance in inches from the
reference datum.
Arm The horizontal distance from the reference
datum to the center of gravity (C.G.) of an
item.
Moment The product of the weight of an item
multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)

1-12
SECTION 1
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont)

Center of Gravity The point at which an airplane would
(C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane’s
individual moments and dividing the sum by
the total weight.
C.G. Limits The extreme center of gravity locations
within which the airplane must be operated at
a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with governmental
regulations.
Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full
oil.
Basic Empty Standard empty weight plus optional
Weight equipment.
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp
weight if applicable, and basic empty weight.
Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi
and run up fuel.)
Maximum Maximum weight approved for the start of
Takeoff Weight the takeoff run.
Maximum Maximum weight approved for the landing
Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight

1-13
SECTION 1

1-14
SECTION 2
PA-34-220T, SENECA V Limitations
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph Page
No. No.
2.1 General..................................................................................... 2-1

2.3 Airspeed Limitations................................................................ 2-2
2.5 Airspeed Indicator Markings.................................................... 2-4
2.7 Powerplant Limitations............................................................ 2-4
2.7a Powerplant Leaning Limitations.............................................. 2-5
2.9 Powerplant Instrument Markings............................................. 2-6
2.11 Weight Limits........................................................................... 2-7
2.13 Center of Gravity Limits.......................................................... 2-7
2.15 Maneuver Limits...................................................................... 2-7
2.17 Flight Maneuvering Load Factors............................................ 2-8
2.19 Types of Operation................................................................... 2-8
2.21 Fuel Limitations....................................................................... 2-8
2.23 Heater Limitations.................................................................... 2-9
2.25 Operating Altitude Limitations................................................ 2-9
2.27 Radar Limitations (Optional Equipment)................................. 2-9
2.29 Garmin G1000 Avionics System Limitations.......................... 2-9
2.31 Aspen Standby Instrument Limitations.................................... 2-17
2.33 Icing Information...................................................................... 2-18
2.35 Placards..................................................................................... 2-19

2-i
SECTION 2
Limitations PA-34-220T, SENECA V

2-ii
SECTION 2
section 2
LIMITATIONS
2.1 GENERAL
This section provides the FAA Approved operating limitations, instrument
markings, color coding and basic placards necessary for the operation of the
airplane and its systems.
This airplane must be operated as a normal category airplane in compliance

with the operating limitations stated in the form of placards and markings and
those given in this section and handbook.
Limitations associated with those optional systems and equipment which

require handbook supplements can be found in Section 9 (Supplements).

2-1
SECTION 2
2.3 AIRSPEED LIMITATIONS

SPEED KIAS KCAS
Never Exceed Speed (Vne) - Do not exceed

this speed in any operation. 204 203
Maximum Structural Cruising Speed (Vno)
- Do not exceed this speed except in
smooth air and then only with caution. 164 165
CAUTION
Maneuvering speed decreases at lighter weight as
the effects of aerodynamic forces become more
pronounced. Linear interpolation may be used for
intermediate gross weights. Maneuvering speed
should not be exceeded while operating in rough
air.
Maximum Operating Maneuvering Speed
(Vo) - Do not make full or abrupt control
movements above this speed.
4750 lbs. 139 140
3740 lbs. 122 124

2-2
SECTION 2
2.3 AIRSPEED LIMITATIONS (Continued)

SPEED KIAS KCAS
Maximum Gear Extended Speed (Vle) -

Do not exceed this speed with landing
gear extended. 128 130
Maximum Landing Gear Operating
Speed (Vlo) - Do not extend or retract
landing gear above these speeds.
Extension 128 130
Retraction 107 109
Maximum Flaps Extended Speed (Vfe)-
Do not exceed this speed with the flaps
at the given flap setting.
10° 140 141
25° 120 122
40° 113 113
One Engine Inoperative Best Rate of

Climb Speed. (Vyse) 88 91
Air Minimum Control Speed (Vmca) -
Lowest airspeed at which airplane is con-
trollable with one engine operating at
takeoff power and no flaps. 66 67

2-3
SECTION 2
2.5 AIRSPEED INDICATOR MARKINGS

(PFD and Standby Airspeed Indicator)
MARKING KIAS
Red Radial Line (Never Exceed) 204
Yellow Arc
(Caution Range - Smooth Air Only) 164 to 204
Green Arc
(Normal Operating Range) 67 to 164
White Arc
(Flap Down) 61 to 113
Blue Radial Line
(One Engine Inoperative Best Rate of Climb Speed) 88
Red Radial Line
(One Engine Inoperative Air Minimum Control Speed) 66
2.7 POWERPLANT LIMITATIONS

(a) Number of Engines 2
(b) Engine Manufacturer Continental Motors, Inc.
(c) Engine Model Number
(1) Left TSIO-360RB
(2) Right LTSIO-360RB
(d) Engine Operating Limits
Max. Cont.
Power
(1) Rated Horsepower (BHP) 220
(2) Max. Propeller Speed (RPM) 2600
(3) Max. Manifold Pressure
(Inches of Mercury) 38
(4) Max. Cylinder Head Temperature 460°F
(5) Max. Oil Temperature 240°F

2-4
SECTION 2
2.7 POWERPLANT LIMITATIONS (Continued)
(e) Oil Pressure

Minimum (red line) 10 PSI
Maximum (red line) 100 PSI
(f) Fuel Grade (AVGAS ONLY)

(Min. grade) 100 or 100LL
Aviation Grade
(g) McCauley (Three Blade)

Propeller Hub and Blade Models
a. Left 3AF32C522( )/( )82NJA-6
b. Right 3AF32C523( )/( )L82NJA-6
(h) Propeller Diameter (inches)

Maximum 76
Minimum 75
2.7a POWERPLANT LEANING LIMITATIONS

Mixture FULL RICH at all engine powers above high speed cruise
power.

2-5
SECTION 2
2.9 POWERPLANT INSTRUMENT MARKINGS

(a) Tachometer
Green Arc (Normal Operating Range) 600 RPM to 2600 RPM
Red Line (Maximum) 2600 RPM
(b) Cylinder Head Temperature

Green Arc (Normal Range) 240°F to 460°F
Red Line ( Maximum) 460°F
(c) Oil Temperature

Green Arc (Normal Operating Range) 100°F to 240°F
Red Line ( Maximum) 240°F
(d) Oil Pressure
Red Line (Minimum) 10 PSI
Yellow Arc
(Caution - Ground Operation Only) 10 PSI to 30 PSI and
80 PSI to 100 PSI
Green Arc (Normal Operating Range) 30 PSI to 80 PSI
Red Line (Maximum) 100 PSI
(e) Manifold Pressure

Green Arc (Normal Operating Range) 10 IN. HG. to 38 IN. HG.
Red Line (Maximum) 38 IN. HG.
(f) Turbine Inlet Temperature

Green Arc 1200°F to 1650°F
Red Line (Maximum) 1650°F
note
A maximum temperature of 1700°F is allowed for
60 seconds, in order to determine peak T.I.T. for
fuel management.

2-6
SECTION 2
2.11 WEIGHT LIMITS

(a) Max. Ramp Weight 4773 LBS.
(b) Max. Takeoff Weight 4750 LBS.
(c) Max. Landing Weight 4513 LBS.
(d) Max. Weights in Baggage Compartments
Forward 100 LBS.
Aft 100 LBS.
(e) Max. Zero Fuel Weight - Standard
(Refer to Section 6, Weight and
Balance) 4479 LBS.
2.13 CENTER OF GRAVITY LIMITS

Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum
3400 82.0 94.6

4250 86.7 94.6
4750 90.6 94.6
NOTES
Straight line variation between points given.
The datum used is 78.4 inches ahead of the wing
leading edge at the inboard edge of the fuel tank.
It is the responsibility of the airplane owner and
the pilot to ensure that the airplane is properly
loaded. See Section 6 (Weight and Balance) for
proper loading instructions.
2.15 MANEUVER LIMITS

All intentional acrobatic maneuvers (including spins) are prohibited. Avoid
abrupt maneuvers.

2-7
SECTION 2
2.17 FLIGHT MANEUVERING LOAD FACTORS

(a) Positive Load Factor (Maximum)
(1) Flaps Up 3.8 G
(2) Flaps Down 2.0 G
(b) Negative Load Factor (Maximum) -1.52 G
No inverted maneuvers approved.
2.19 TYPES OF OPERATION

The airplane is approved for the following operations when equipped in
accordance with FAR 91 or FAR 135.
(a) Day V.F.R.

(b) Night V.F.R.
(c) Day I.F.R.
(d) Night I.F.R.
(e) Icing conditions when equipped per Ice Protection System Installation
Supplement (refer to Section 9).
2.21 FUEL LIMITATIONS
note
The unusable fuel for this airplane has been
determined as 3.0 U.S. gallons in each wing in
critical flight attitude
(a) Total Capacity 128 U.S. GALS.

(b) Unusable Fuel 6 U.S. GALS.
(c) Usable Fuel 122 U.S. GALS.

2-8
SECTION 2
2.23 HEATER LIMITATIONS

Operation of the combustion heater above 25,000 feet is not approved.
2.25 OPERATING ALTITUDE LIMITATIONS

Flight above 25,000 feet is not approved. Flight up to and including 25,000
feet is approved if equipped with oxygen in accordance with FAR 23.1441 and
avionics in accordance with FAR 91 or FAR 135.
2.27 RADAR LIMITATIONS (Optional Equipment)

Do not operate the radar during refueling operations or within 10 feet of
trucks or containers accommodating flammables or explosives. Do not allow
personnel within 10 feet of area being scanned by antenna when system is
transmitting. Radar images beyond approximately 130nm should not be
relied upon.
2.29 Garmin G1000 Avionics System Limitations

(a) Cockpit Reference & Pilot’s Guide
The Garmin G1000 Cockpit Reference Guide P/N 190-01405-00 Revision
A or later appropriate revision must be immediately available to the flight
crew.
Garmin also provides a detailed G1000 Pilot’s Guide P/N 190-01404-
00 Revision A or later appropriate revision. This reference material is
not required to be on board the aircraft but does contain a more in depth
description of all the functions and capabilities of the G1000 avionics
system.

2-9
SECTION 2
2.29 Garmin G1000 Avionics System Limitations (continued)

(b) System Software Requirements.
The G1000 must utilize the following or later FAA approved software
versions:
Component Identification Software
Version
PFD Primary Flight Display 13.01
MFD Multifunction Flight Display 13.01
GMA Audio Panel 4.04
GRS Attitude and Heading Reference System 3.03
GDC Air Data Computer 3.09
GIA Integrated Avionics Unit 7.08
GEA Engine Airframe Interface Unit 2.07
GPS Global Positioning System 5.0
GMU Magnetometer Unit 2.05

(c) Databases
Navigation Database
GPS/SBAS based IFR enroute, oceanic and terminal navigation predi-

cated upon the Garmin G1000 GPS Receiver is prohibited unless the pilot
uses a valid, compatible, and current Navigation database or verifies each
selected waypoint for accuracy by reference to current data.
Instrument approach navigation predicated upon the Garmin G1000 GPS
Receiver must be accomplished in accordance with approved instrument
approach procedures that are retrieved from the G1000 Navigation
database. The G1000 Navigation database must incorporate the current
update cycle or each waypoint must be verified for accuracy with current
approach chart data.

2-10
SECTION 2

(d) Flight Planning
In areas where GPS WAAS SBAS coverage is not available, the pilot must
verify RAIM availability. Within the United States, RAIM availability can
be determined using the Garmin WFDE Prediction program, or the FAA’s
enroute and terminal RAIM prediction website: www.raimprediction.net, or
by contacting a Flight Service Station. Within Europe, RAIM availability
can be determined using the Garmin WFDE Prediction program or Europe’s
AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/
app/home. For other areas, use the Garmin WFDE Prediction program. The
route planning and WFDE Prediction program may be downloaded from
the Garmin website on the internet. For information on using the WFDE
Prediction Program, refer to Garmin WASS FDE Prediction Program, part
number 190-00643, ‘WFDE Prediction Program Instructions’.
For operations within the U.S. Nation Airspace System on RNP and
RNAV procedures when GPS WAAS SBAS signals are not available, the
availability of GPS RAIM shall be confirmed for the intended route of
flight. In the event of a predicted continuous loss of RAIM of more than
five minutes for any part of the intended route of flight, the flight should be
delayed, canceled, or re-routed on a track where RAIM requirements can
be met.
When RAIM is required for GPS integrity (GPS WAAS SBAS not
available) during instrument meteorological conditions (IMC), other non-
GPS navigation equipment appropriate to the operation, must be available.
The G1000 equipment has an alternate airport flight planning limitation.

The alternate airport must be flight planned using an available ground-based
approach aid. However, once at the alternate airport, the pilot may perform
a GPS approach if the equipment indicates integrity is available to support
the approach. Refer to section 1-1-19 in the Airman’s Information Manual.

2-11
SECTION 2
(e) Enroute
Whenever possible, RNP and RNAV routes including Standard Instrument
Departures (SIDs) and Obstacle Departure Procedures (ODPs), Standard
Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV “T” routes
should be loaded into the flight plan from the database in their entirety,
rather than loading route waypoints from the database into the flight plan
individually. Selecting and inserting individual named fixes from the data-
base is permitted, provided all fixes along the published route to be flown
are inserted. Manual entry of waypoints using latitude/longitude or place/
bearing is prohibited.
Navigation information is referenced to WGS-84 reference system, and
should only be used where the Aeronautical Information Publication
(including electronic data and aeronautical charts) conform to WGS-84 or
equivalent.
(f) Approaches
(1) Vertical Guidance
Advisory vertical guidance deviation information is only an aid to help
pilots comply with altitude restrictions. When using advisory vertical
guidance, the pilot must use the primary barometric altimeter to ensure
compliance with all altitude restrictions, particularly during instrument
approach operations.
When GPS WAAS SBAS corrections are unavailable or if operating
outside of GPS WAAS SBAS coverage, instrument approaches
utilizing the GPS receiver will be conducted in the approach mode and
Fault Detection and Exclusion mode. Loss of Integrity annunciations
must not be displayed at the Final Approach Fix. Vertical guidance
from GPS will not be available if GPS WAAS SBAS corrections are
unavailable or if operating outside of GPS WAAS SBAS coverage.

2-12
SECTION 2
(f) Approaches (continued)

(1) Vertical Guidance (continued)
GPS WAAS SBAS corrections should be selected OFF when operating
outside of GPS WAAS SBAS system coverage.
IFR non-precision approach with vertical guidance approval using the
GPS/SBAS sensor is limited to published approaches within the U.S.
National Airspace System. Approaches to airports in other airspace are
not approved unless authorized by the appropriate governing authority.
(2) GPS Approaches

See Section 1, paragraph 1.18. for approved GPS operations/approaches.
(3) Non GPS Approaches

The navigation equipment required to perform instrument approach
procedures is indicated by the title of the procedure and notes on
the IAP chart. Use of the Garmin GPS/SBAS receivers to provide
navigation guidance during the final approach segment of an ILS, LOC,
LOG-BC, LDA, SDF, MLS or any other type of approach not approved
for “or GPS” navigation is prohibited. When using the Garmin VOR/
LOC/GS receivers to fly the final approach segment, VOR/LOC/GS
navigation data must be selected and presented on the CDI of the pilot
flying.

2-13
SECTION 2
(g) Attitude and Heading Reference System (AHRS)

(1) AHRS Operational Area
Operation in the following regions is not authorized due to unsuitability
of the magnetic fields near the Earth’s poles:
• North of 72° North latitude at all longitudes
• South of 70° South latitude at all longitudes
• North of 65° North latitude between longitude 75° W and 120° W.
(Northern Canada)
• North of 70° North latitude between longitude 70° W and 128° W.
(Northern Canada)
• North of 70° North latitude between longitude 85° E and 114° E.
(Northern Russia)
• South of 55° South latitude between longitude 120° E and 165° E.
(Region south of Australia and New Zealand)
Loss of the G1000 heading and attitude may occur near the poles, but
this will not affect the GPS track or standby attitude indicator.
note
In dual GPS installations, only one GPS needs to
be available for IFR operations.
(h) Terrain and Obstacle Display

The G1000 terrain and obstacle information appears on the MFD display
as red and yellow tiles or towers, and is depicted for advisory information
only. Aircraft maneuvers and navigation must not be predicted upon the use
of the terrain display.
Obstacles 200 feet and higher are included in the obstacle database. It is
very important to note that not all obstacles are necessarily charted and
therefore may not be contained in the obstacle database. Coverage of the
obstacle database includes the United States and Europe.

2-14
SECTION 2

(i) Datalink Weather Display
XM weather data is provided by an optional GDL 69 interface. The weather
information display on the MFD is limited to supplemental use only and
may not be used in lieu of an official weather data source.
(j) Traffic Display
Traffic shown on the display may or may not have traffic alerting available.
The display of traffic is an aid to visual acquisition and may not be utilized
for aircraft maneuvering.
(k) Synthetic Vision System (SVS)
Use of the Synthetic Vision System display elements alone for aircraft
control without reference to the G1000 primary flight instruments or the
aircraft standby instrument is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle/terrain

avoidance is prohibited.
(l) ChartView, FliteCharts, and SafeTaxi®
The G1000 Integrated Avionics System as installed in this aircraft supports
approval of AC 120-76B Hardware Class 3, Software Type B Electronic
Flight Bag (EFB) electronic aeronautical chart applications when using
current FliteChart or ChartView data.
For operations under 14 CFR Part 91, it is suggested that a secondary

or back up source of aeronautical information necessary for the flight be
available to the pilot in the aircraft. The secondary or backup information
may be either traditional paper-based material or displayed electronically.
If the source of aeronautical information is in electronic format, operators
must determine non-interference with the G1000 system and existing
aircraft systems for all flight phases.
Do not use SafeTaxi®, Chartview, or FliteCharts functions as the basis

for ground maneuvering. SafeTaxi®, Chartview, and FliteCharts functions
have not been qualified to be used as an Airport Moving Map Display
(AMMD). They are intended to improve pilot situational awareness during
ground operations and should only be used by the flight crew to orient
themselves on the airport surface.

2-15
SECTION 2

(m) Minimum fully functional equipment required for flight operations:
Equipment Number VFR IFR
Installed
PFD 2 0 (1) 1
MFD 1 0 (2) 1
GIA 2 2 2
AHRS 1 (4) 0 1
ADC 1 (4) 0 1
Magnetometer 1 (4) 0 1
Standby Instrument - Attitude 1 0 1
Standby Instrument - Airspeed 1 0 (3) 1
Standby Instrument - Altimeter 1 0 (3) 1
Standby Instrument - Heading 1 0 (3) 1
(1) If the PFD1 is inoperative during DAY or NIGHT VFR, the MFD
must be operative.
(2) If the MFD is inoperative, the PFD1 must be operative for ALL
flight operations.
(3) If this standby instrument parameter is inoperative, the equivalent
parameter on PFD1 must be operative.
(4) Number Installed is 2 for the optional dual AHRS, ADC, and
magnetometer installation.
note
IFR operations should not be conducted if system
alerts are present for any equipment required for
IFR (see table above).

2-16
SECTION 2
2.31 aspen standby instrument LIMITATIONS

1. The emergency battery must be checked for proper operation prior to
flight.
2. Prior to engine start, the EMERG BATT switch should be turned to
the ARM position. During this test, if the E VOLTS indication is in the
caution or warning range, IFR operations are not authorized.
3. The EFD1000 Pilot’s Guide P/N 091-00005-001 Revision D, or later
appropriate revision, must be immediately available to the flight crew.
4. Use of the EFD1000 for IFR operations within 750 nautical miles of the
magnetic North or South Pole, is NOT AUTHORIZED.
NOTE
See Section 2.29 (m) for approved VFR and IFR
operations when the EFD1000 has an invalid or
failed function.

2-17
SECTION 2
2.33 ICING INFORMATION

WARNING
Severe icing may result from environmental
conditions outside of those for which the airplane
is certified. Flight in freezing rain, freezing driz-
zle, or mixed icing conditions (supercooled liquid
water and ice crystals) may result in ice build-up
on protected surfaces exceeding the capability
of the ice protection system, or may result in ice
forming aft of the protected surfaces. This ice may
not be shed using the ice protection systems, and
may seriously degrade the performance and con-
trollability of the airplane.
During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request priority handling from
Air Traffic Control to facilitate a route or an altitude change to exit the icing
conditions.
Unusually extensive ice accumulation on the airframe and windshield in
areas not normally observed to collect ice.
Accumulation of ice on the upper surface of the wing, aft of the
protected area.
Accumulation of ice on the engine nacelles and propeller spinners farther aft
than normally observed.
Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered while the
airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night. [NOTE: This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).]

2-18
SECTION 2
2.35 PLACARDS
In full view of the pilot:
On the instrument panel in full view of the pilot:
On the storm window:

2-19
SECTION 2
2.35 PLACARDS (Continued)
On the instrument panel near emergency gear release:

On the instrument panel near gear selector switch:.

2-20
SECTION 2
In full view of the pilot (adjacent to cowl flap controls):
MAXIMUM TAKEOFF WEIGHT 4750 LBS

MAXIMUM LANDING WEIGHT 4513 LBS
ALL WEIGHT IN EXCESS OF 4479 LBS MUST
CONSIST OF FUEL, (EXCEPT IN CASES
SPECIFIED BY SECTION 6 OF P.O.H.)
In full view of the pilot:
On the instrument panel near the elevator trim switch:
ELEV. TRIM
PUSH ON / OFF

2-21
SECTION 2
On the instrument panel near the yaw damper trim switch:
TRIM
YAW
DAMPER
In full view of the pilot and passengers:
Adjacent to the front door latch:
CAUTION
DO NOT ATTEMPT
TO CLOSE DOOR
WITH HANDLE IN
LATCHED POSITION

2-22
SECTION 2
Adjacent to the upper door latch (rear door):
On the executive writing table:
On the aft baggage closeout:

2-23
SECTION 2
On the aft baggage closeout:
On the aft face of the center console:
On the inside of both oil filler access doors:
On the inside of forward baggage compartment door:

2-24
SECTION 2
Adjacent to the fuel tank filler caps:
On the instrument panel above the PFD (S/N 3449459 only):
NIGHT
+
DAY
On the instrument panel below the MFD:

(Placard not required on aircraft which have optional Ice Protection System
Installed, see Section 9.)
WARNING-THIS AIRCRAFT IS
NOT APPROVED FOR
FLIGHT IN ICING CONDITIONS

2-25
SECTION 2
On the instrument panel near the flap handle:
Adjacent to the cockpit lighting dimmers:
On the instrument panel below the pilot’s control yoke:

2-26
SECTION 2
Adjacent to the parking brake knob:
On the instrument panel above the MFD (Optional):
On the instrument panel below the WSHLD HEAT Switch (Optional):
WINDSHIELD PANEL
HEAT-SEE AIRCRAFT
FLIGHT MANUAL

2-27
SECTION 2
On the instrument panel adjacent to the oxygen knob (Optional):
Adjacent to the air conditioning controls (Optional):

2-28
SECTION 3
PA-34-220T, SENECA V EMERGENCY PROCEDURES
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragraph Page
No. No.
3.1 General..................................................................................... 3-1
Crew Alerting System (CAS) Messages............................. 3-2
PFD Annunciations and Alerts............................................ 3-9
Aural Alerts......................................................................... 3-11
Overriding Considerations................................................... 3-12
Terminology........................................................................ 3-12
3.3 Airspeeds for Safe Operations................................................. 3-13
3.5 Emergency Procedures Checklist............................................. 3-13
3.5a Engine Inoperative Procedures................................................. 3-13
Identifying Dead Engine and
Verifying Power Loss.......................................................... 3-13
Engine Securing Procedure
(Feathering Procedure) ........................................................ 3-14
Engine Failure During Takeoff
(Speed Below 85 KIAS or Gear Down) ............................. 3-15
(Speed Above 85 KIAS) .................................................... 3-15
Engine Failure During Climb................................................... 3-17
Engine Failure During Flight
(Speed Below Vmca) ......................................................... 3-18
One Engine Inoperative Landing............................................. 3-19
One Engine Inoperative Go-Around........................................ 3-20

3-i
SECTION 3
EMERGENCY PROCEDURES PA-34-220T, SENECA V
TABLE OF CONTENTS (Continued)

SECTION 3
Paragraph Page
No. No.
3.5b Fuel Management During One-Engine

Inoperative Operation .............................................................. 3-23
Crossfeed (During Cruise)................................................... 3-23
Coming out of Crossfeed (Prior to Landing)...................... 3-23
Landing ............................................................................... 3-23
3.5c Air Starting Procedure ............................................................. 3-24
Unfeathering Procedure/Starter Assisted ........................... 3-24
3.5d Engine Fire............................................................................... 3-25
Engine Fire During Start .................................................... 3-25
Engine Fire In Flight........................................................... 3-25
3.5e Turbocharger Failure ............................................................... 3-26
Complete Loss of Engine Power......................................... 3-26
Partial Loss of Engine Power.............................................. 3-27
Engine Power Overboost..................................................... 3-27
3.5f Engine Indicating System (EIS)............................................... 3-28
Turbine Inlet Temperature (TIT) Indicator Failure............. 3-28
Oil Pressure.......................................................................... 3-29
Oil Temperature................................................................... 3-29
Turbine Inlet Temperature................................................... 3-30
Cylinder Head Temperature................................................ 3-30
Fuel Quantity Low............................................................... 3-31
Emergency Battery Voltage................................................ 3-31
3.5g Engine-Driven Fuel Pump Failure .......................................... 3-32
3.5h Landing Gear Position Unsafe ................................................ 3-33

3-ii
SECTION 3

SECTION 3
Paragraph Page
No. No.
3.5i Landing Gear Malfunctions .................................................... 3-33

Manual Extension of Landing Gear ................................... 3-34
Gear Up Landing ................................................................ 3-35
3.5j Electrical Failures .................................................................... 3-36
Single Alternator Failure..................................................... 3-36
Dual Alternator Failure........................................................ 3-37
Complete Electrical Failure................................................. 3-39
Electrical Fire In Flight....................................................... 3-40
3.5k Avionics System Failures......................................................... 3-40
Pilots PFD Failure............................................................... 3-40
MFD Failure........................................................................ 3-43
Co-Pilots PFD Failure......................................................... 3-43
Attitude and Heading Reference System
(AHRS) Failure.................................................................. 3-44
AHRS Failure ( Single AHRS Installation)................... 3-44
AHRS Failure (Dual AHRS Installation - Optional)..... 3-46
Air Data Computer (ADC) Failure .................................... 3-50
ADC Failures (Single ADC Installation)....................... 3-50
ADC Failures (Dual ADC Installation - Optional)........ 3-51
Erroneous or Loss of Engine and Fuel Displays................. 3-55
Erroneous or Loss of Warning/Caution CAS Messages..... 3-56
COM1 and COM2 Failure................................................... 3-57
Dual GPS Failure................................................................. 3-57
Avionics Cooling Fan Failures............................................ 3-59
3.5l Pitot Heat Failure..................................................................... 3-59

3-iii
SECTION 3

SECTION 3
Paragraph Page
No. No.
3.5m Hydraulic Pump Failures.......................................................... 3-60

3.5n Spin Recovery.......................................................................... 3-61
3.5o Emergency Descent ................................................................. 3-61
3.5p Combustion Heater Overheat................................................... 3-62
3.5q Propeller Overspeed................................................................. 3-62
3.5r Forward Baggage Door Open.................................................. 3-63
3.5s Starter Engaged........................................................................ 3-63

3-iv
SECTION 3
SECTION 3
3.1 GENERAL
This section provides the recommended procedures for coping with various
emergency or critical situations. All of the emergency procedures required by the
FAA as well as those necessary for operation of the airplane, as determined by
its operating and design features, are presented.
Emergency procedures associated with optional systems and equipment

which require handbook supplements are presented in Section 9, Supplements.
Checklists within this section may be divided into two basic parts. The
first part, shown in the outlined boxes, contains the emergency procedures
checklists. The second part of the section, shown immediately below the
outlined boxes, provides amplified emergency procedures corresponding to the
emergency procedures checklist items. These amplified emergency procedures,
if required, contain additional information to provide the pilot with a more
complete description of the procedures so they may be more thoroughly
understood.
Pilots must familiarize themselves with the procedures given in this section
and must be prepared to take the appropriate action should an emergency
situation arise. The procedures are offered as a course of action for coping with
the particular situation or condition described. They are not a substitute for sound
judgement and common sense.
Most basic emergency procedures are a normal part of pilot training. The
information presented in this section is not intended to replace this training. This
information is intended to provide a source of reference for the procedures which
are applicable to this airplane. The pilot should review standard emergency
procedures periodically to remain proficient in them.

3-1
SECTION 3
3.1 General (Continued)

Crew Alerting System (CAS) Messages
The Crew Alerting System (CAS) consists of Master Warning and Master
Caution indicators operating in conjunction with CAS text messages. The
Master Warning and Caution indicators (labeled MASTER WARN RESET
and MASTER CAUTION RESET) are illuminated push-button switches,
centered above each PFD. They are used to annunciate, and to acknowledge
warning and caution alerts. CAS text messages appear on the right side of
each PFD during normal and reversionary mode operations. The severity
of CAS messages are categorized as Warning, Caution and Advisory as
follows:
Red Warning Messages
Warning messages consist of a flashing red Master Warning indicator,
located above each PFD, and a flashing (inversely red on white) CAS
Warning text message located on the right side of each PFD. All Warnings are
accompanied by a repeating triple chime, which can be silenced by pressing
(acknowledging) the MASTER WARN RESET switch. When acknowledged,
the MASTER WARN RESET switch will extinguish, the CAS Warning text
messages, if applicable, will stop flashing and will revert to normal (red
on black) messages, and the aural chime will silence. CAS Warning text
messages will persist until the initiating condition is removed. If the warning
was initiated by a parameter whose indication appears in the Engine Indicating
System (EIS) window of the MFD, a CAS Warning text message will not
be present and that parameter’s indication will flash until the condition
is removed. The flashing Master Warning indicator and continuous aural
chime will accompany these warnings.

3-2
SECTION 3

Crew Alerting System (CAS) Messages (continued)
Amber Caution Messages
Caution messages consist of an amber Master Caution indicator, located
above each PFD, and a (inversely black on amber) CAS Caution text message
located on the right side of each PFD. Cautions are accompanied by a non-
repeating double aural chime. Caution messages can be acknowledged by
pressing the MASTER CAUTION RESET switch. When acknowledged, the
MASTER CAUTION RESET switch will extinguish, the CAS Caution text
messages, if applicable, will revert to normal (amber on black) messages.
CAS Caution text messages will persist until the initiating condition is
removed. If the Caution was initiated by a parameter whose indication
appears in the Engine Indicating System (EIS) window of the MFD, a CAS
Caution text message will not be present and that parameter’s indication will
remain steady amber until the condition is removed. The Master Caution
indicator and non-repeating double aural chime will accompany these
cautions.
White Advisory Messages
CAS Advisory text messages appear in the CAS window in white text.
Advisory messages do not require acknowledgment via the Master Caution
or Master Warning switches and are accompanied by a single aural chime.
CAS Advisory Messages persist until the initiating condition is removed.
NOTE
The Garmin G1000 Cockpit Reference Guide for
the Piper PA-34-220T Seneca V, Garmin p/n
190-01405-00 Rev. A or later appropriate revision,
and the Garmin G1000 Pilot’s Guide for the Piper
PA-34-220T Seneca V, Garmin p/n 190-01404-
00 Rev. A or later appropriate revision, contain
detailed descriptions of the annunciator system
(CAS and Non-CAS) and all warnings, cautions
and advisories.
The following tables show the color and significance of the Warning,
Caution and Advisory messages which may appear on the Garmin G1000
displays.

3-3
SECTION 3

Warning Messages – Red – Triple Chime
Checklist
CAS Event CAS Message Page Cause*
Non-hidden CAS Messages
Alternator Failure L ALTR FAIL Sect. 9 Left and/or right alternator is
Supp. 3 turned ON and has failed as
R ALTR FAIL determined by voltage regulator.
Baggage Door BAGGAGE DOOR
3-63 Forward baggage door is open
Open whenever the engine is operating
or the aircraft is in flight.
Cylinder Head L ENG CHT
3-30 CHT greater than or equal to
Temperature 460°F.
Exceedance R ENG CHT
Fuel Quantity Low L FUEL QTY

3-31 L FUEL QTY or R FUEL QTY
less than or equal to 5 GAL.
R FUEL QTY
Landing Gear CHECK GEAR 3-33 Landing gear not down and
Position Unsafe locked when aircraft is in
the takeoff or landing phase
of flight with MAP less than
or equal to 14 in Hg (mutable
chimes) or flaps greater than 10
deg (non-mutable chimes).
Landing gear selected up while
on the ground.
Landing Gear Failure GEAR SYS 3-33 Landing gear system has a
malfunction while on the
ground.
Heater Overheat HTR OVRHEAT 3-62 Heater overheat as sensed by
heater unit.
Propeller Heat PROP HEAT FAIL Sect. 9 Propeller heat is selected ON
Malfunction Supp. 3 and propeller heat current
greater than 18 amps or less
than 14 amps.
Starter Engaged L START ENGD 3-63 Engine starter engaged for
greater than 30-seconds.
R START ENGD
*CAS Messages/Alerts may have small time delays to avoid nuisance alarms.
3-4
SECTION 3

Warning Messages – Red – Triple Chime (Continued)
Checklist
Hidden CAS Messages – Check Engine Indicating System
Alternator Amperage - 3-36 Left and/or right alternator
amperage greater than 85 amps
Battery Voltage - N/A Primary battery voltage less
than:
24 volts when less than 1100
RPM.
25 volts when greater than
1100 RPM.
Primary battery voltage greater
than or equal to 32 volts.
Emergency Battery - 3-31 Emergency battery voltage
Voltage less than or equal to 20 volts
or greater than or equal to 32
volts.
Total Fuel Quantity - 3-31 Total fuel quantity less than or
Low equal to 10 GAL.
Landing Gear - 3-33 Malfunction in any or all of the
Failure landing gear (L, N, R).
Manifold Pressure - N/A MAP greater than 38.0 in. Hg
Exceedance for more than 5 seconds, or
MAP greater than 39 in. Hg
immediately.
Oil Pressure - 3-29 Oil Pressure less than or equal
Exceedance to 10 PSI or greater than or
equal to 100 PSI for more than
5-seconds.
Oil Temperature - 3-29 Oil Temperature greater than
Exceedance 240°F
Propeller - 3-62 Prop Speed greater than 2600 RPM
Overspeed for 5-seconds or greater than 2650
RPM immediately
Turbine Inlet - 3-30 TIT greater than 1650ºF for
Temperature more than 5-seconds, or TIT
Exceedance greater than or equal to 1700ºF
immediately

3-5
SECTION 3

Caution Messages - Amber - Double Chime
Checklist
Air Conditioning AC DOOR OPEN Sect. 9 Air conditioning door open
Door Open Supp. 2 during one engine inoperative
flight.
Fuel Quantity Low L FUEL QTY N/A L FUEL QTY or R FUEL QTY
greater than 5 GAL and less
R FUEL QTY than or equal to 10 GAL
Landing Gear CHECK GEAR

3-33 Landing gear not down and
Position Unsafe locked when aircraft is in-flight
but NOT in takeoff or landing
phase of flight with MAP
less than or equal to 14 in
Hg (mutable chimes) or flaps
greater than 10º (non-mutable
chimes)
Landing Gear 3-33 Landing gear system has an
GEAR SYS
Failure abnormality while in flight
Hydraulic Pump 3-60 Hydraulic pump has been

HYDR PUMP ON
Operation operating for more than
16-seconds
Oxygen Pressure OXYGEN LOW
Sect. 9 Oxygen pressure less than 200
Low Supp. 1 PSI
Pitot Heat Failure 3-59 Pitot heat is selected ON and is
PITOT HEAT FAIL
Sect. 9 inoperative
Supp. 3
Pitot Heat OFF PITOT HEAT OFF
Sect. 9 Pitot heat is selected OFF
Supp. 3 (double chime is suppressed)
Surface De-Ice Sect. 9 Surface de-ice selected ON
SURF DEICE FAIL
Failure Supp. 3 and surface de-ice system
has not attained adequate air
pressure within 15-seconds or
maintains pressure for more
VAC PRESS LOW than 30-seconds, or left and
right vacuum system failed
Vacuum Pressure Sec. 9 Vacuum less than 4.5 In. Hg.
Low Supp. 3

3-6
SECTION 3

Caution Messages - Amber - Double Chime (continued)
Checklist
Hidden CAS Messages – Check Engine Indicating System
Emergency Battery - 3-31 Emergency battery voltage
Voltage greater than 20 volts and less
than 23.3 volts
Total Fuel - N/A Total Fuel Quantity is greater
Quantity Low than 10 GAL and less than or
equal to 20 GAL
Oil Pressure - N/A For engine starting or idle:
Oil pressure greater than or
equal to 80 PSI and less than
100 PSI
For engine above idle:
Oil pressure greater than 10
PSI and less than or equal to
30 PSI, or
Oil pressure greater than or
equal to 80 PSI and less than
100 PSI
Note: The master caution is
inhibited for 10-seconds after
engine start.

3-7
SECTION 3

Advisory Messages – White – Single Chime
Checklist
Air Conditioning AC DOOR OPEN N/A Air conditioning door is open
Door Open
Avionics Fan Fail AV FAN FAIL 3-59 One or more of the external
avionics cooling fans is
inoperative.
Baggage Door BAGGAGE DOOR N/A Forward baggage door is open
Open while on the ground and the
engine is NOT operating
Emergency Battery -
EMERG BATT ON
3-39 When emergency power is in
In Use Sect. 9 use and greater than 10 volts is
Supp. 3 applied to the emergency bus
Fuel Imbalance FUEL IMBAL N/A Left and right tank fuel
quantities differ for more than
10 gals.
Fuel Crossfeed On FUEL X-FEED ON N/A Either left or right fuel selector
is in the X-FEED position
MFD Fan Fail MFD FAN FAIL 3-59 The external cooling fan for MFD
has failed
PFD1 Fan Fail PFD1 FAN FAIL 3-59 The external cooling fan for PFD1
has failed
PFD2 Fan Fail PFD2 FAN FAIL 3-59 The external cooling fan for PFD2
has failed
Surface De-Ice SURF DEICE ON Sect. 9 When air pressure in the
Pressure Supp. 3 surface de-ice boots is greater
than 8 PSI
Vacuum Pump L VAC FAIL Sect. 9 Left and/or right vacuum pump
Failed Supp. 3 has failed
R VAC FAIL

3-8
SECTION 3

PFD Annunciations and Alerts
The Garmin G1000 System produces a number of PFD annunciations
and alerts in addition to of the Crew Alerting System (CAS). PFD
annunciations and alerts are not accompanied by Master Warning or
Master Caution Indications and are displayed in dedicated areas of the
PFD or MFD. Various aural alerts (voice or tone) may accompany PFD
annunciations and alerts and no pilot action is required to acknowledge
PFD annunciations and alerts.
Comparator Annunciations
(For dual AHRS/ADC installations only)
Comparator Window
Text Condition
ALT MISCOMP Difference in altitude sensors is greater than or equal
to 200 feet.
IAS MISCOMP If both airspeed sensors detect less than 35 knots, this
is inhibited.
If either airspeed sensor detects greater than or equal
to 35 knots, and the difference in sensors is greater
than 10 knots.
If either airspeed sensor detects greater than or equal
to 80 knots, and the difference in sensors is greater
than 7 knots.
HDG MISCOMP Difference in heading sensors is greater than 6
degrees.
PIT MISCOMP Difference in pitch sensors is greater than 5 degrees.
ROL MISCOMP Difference in roll sensors is greater than 6 degrees.

ALT NO COMP No data from one or both altitude sensors.
IAS NO COMP No data from one or both airspeed sensors.
HDG NO COMP No data from one or both heading sensors.

PIT NO COMP No data from one or both pitch sensors.
ROL NO COMP No data from one or both roll sensors.

3-9
SECTION 3

PFD Annunciations and Alerts (continued)
Reversionary Sensor Annunciations

(For dual AHRS/ADC installations only)
Reversionary Sensor
Window Text Condition
BOTH ON ADC1 Both PFD’s are displaying data from the number 1
Air Data Computer.
BOTH ON ADC2 Both PFD’s are displaying data from the number 2
Air Data Computer.
BOTH ON AHRS1 Both PFD’s are displaying data from the number 1
Attitude and Heading Reference System.
BOTH ON AHRS2 Both PFD’s are displaying data from the number 2
Attitude and Heading Reference System.
BOTH ON GPS1 Both PFD’s are displaying data from the number 1
GPS Receiver.
BOTH ON GPS2 Both PFD’s are displaying data from the number 2
GPS Receiver.
USING ADC 1 The PFD displaying this annunciation is displaying
data from the number 1 Air Data Computer.
USING ADC 2 The PFD displaying this annunciation is displaying
data from the number 2 Air Data Computer.
USING AHRS 1 The PFD displaying this annunciation is displaying

data from the number 1 Attitude and Heading
Reference System.
USING AHRS 2 The PFD displaying this annunciation is displaying
data from the number 2 Attitude and Heading
Reference System.

3-10
SECTION 3

Aural Alerts
Aural alerts are provided to alert the crew and call for their attention:
• Master Warning - Repeating triple chime.
• Master Caution - Non-repeating double chime.
• Advisory - Non-repeating single chime.
• Airspeed greater than Vne - “Airspeed....Airspeed” voice alert.
• Autopilot disconnect tone.
• Trim monitor tone.
• Terrain cautions/warnings voice alerts.
• Traffic System voice alerts.
• Stall Warning - “Stall...Stall” voice alert.
• In flight when the manifold pressure is 14 inches of mercury
or below and the landing gear are not in the DOWN position -
“CHECK GEAR” voice alert.
• In flight when the flaps are extended more than 10° and the landing
gear are not in the DOWN position - “CHECK GEAR” voice alert.
• On the ground when the landing gear selector is in the UP position -
“CHECK GEAR” voice alert.
• “Five-hundred” voice alert when aircraft descends within 500 feet
above the terrain or runway threshold.
• “Minimums..Minimums” voice alert when the aircraft reaches
MDA/DH if set by the pilot.

3-11
SECTION 3

Overriding Considerations
In all emergencies, the overriding consideration must be to:
• Maintain Airplane Control.
• Analyze the situation.
• Take proper action.
Terminology
Many emergencies require some urgency in landing the aircraft. The
degree of urgency varies with the emergency; therefore the terms “land
as soon as possible” and “land as soon as practical” are employed. These
terms are defined as follows:
Land as soon as possible - A landing should be accomplished at the
nearest suitable airfield considering the severity of the emergency, weather
conditions, field facilities, and ambient lighting.
Land as soon as practical - Emergency conditions are less urgent, and
although the mission is to be terminated, the emergency is such that an
immediate landing at the nearest suitable airfield may not be necessary.

3-12
SECTION 3
3.3 AIRSPEEDS FOR SAFE OPERATIONS

One engine inoperative air minimum control (Vmca)..................... 66 KIAS
One engine inoperative best rate of climb (Vyse)........................... 88 KIAS
One engine inoperative best angle of climb (Vxse)........................ 83 KIAS
Maximum Operating Maneuvering (Vo - 4750 lbs)..................... 139 KIAS
(Vo - 3740 lbs)..................... 122 KIAS
Never exceed (Vne)....................................................................... 204 KIAS
3.5 EMERGENCY PROCEDURES CHECKLIST

3.5a Engine Inoperative Procedures
Identifying Dead Engine and Verifying Power Loss

Dead Engine............................................................................... IDENTIFY
Loss of Thrust.............................................................................. ..VERIFY
The dead engine can be identified by various means, including the

fact that directional control is maintained by applying rudder pressure
on the side of the operative engine (DEAD FOOT INDICATES DEAD
ENGINE). Additionally, engine indications such as TIT and oil pressure
may help in identifying the dead engine. After identifying the dead engine,
it can be verified by retarding the throttle towards idle and noting the
absence of engine response.

3-13
SECTION 3
3.5a Engine Inoperative Procedures (continued)
Engine Securing Procedure (Feathering Procedure)

Throttle..................................................................................... CLOSE
Propeller.................................................feather (800 RPM Min.)
Mixture................................................................................... cut-off
Cowl Flap................................................................................... close
Fuel Selector...................................................................................... OFF
AIR COND Switch (if installed).......................................................... OFF
ALTR Switch........................................................................................ OFF
FUEL PUMP Switch............................................................................ OFF
MAG LEFT/RIGHT Switches.............................................................. OFF
Prop Sync (if installed).................................................................... OFF
Electrical Load..............................................................................reduce
X-FEED............................................................................. as required
The engine securing procedure should always be accomplished

in sequential order on the inoperative engine. The propeller control
should reach the FEATHER position prior to the engine speed dropping
below 800 RPM, otherwise the propeller will not feather. One engine
inoperative performance will decrease significantly if the propeller of
the inoperative engine is not feathered
For crossfeed (X-FEED) operation, refer to the Fuel Management

During One Engine Inoperative Operation.

3-14
SECTION 3
3.5a Engine Inoperative Procedures (Continued)

(Speed Below 85 KIAS or Gear Down)
If engine failure occurs during takeoff and 85 KIAS has not been
attained:
Throttles......................................................immediately close
Brakes (or land and brake)................................................. as required
Directional Control...................................................................MAINTAIN
If insufficient runway remains for a complete stop:

Mixtures................................................................................. cut-off
Brakes...................................................... apply maximum braking
Directional Control.............. MAINTAIN AND AVOID OBSTACLES
Fuel Selectors..................................................................................... off
LEFT/RIGHT ENG MAG Switches..................................................... off
LEFT/RIGHT Fuel Pump Switches................................................. OFF
BATT MASTR Switch......................................................................... off
If engine failure occurs during the takeoff roll, the takeoff MUST be
aborted. If engine failure occurs after liftoff and 85 KIAS has not been
attained or the gear has not been retracted, the takeoff should also be
aborted.

(Speed Above 85 KIAS)
If sufficient runway remains for a complete stop:
If Airborne...................................LAND and STOP STRAIGHT AHEAD
Directional Control...................................................................maintain
Throttles......................................................close IMMEDIATELY
Brakes................................................................................. as required

3-15
SECTION 3
If runway remaining is inadequate for stopping and the decision is made

to continue:
warning
Negative climb performance may result from an
engine failure occurring after liftoff and before the
failed engine’s propeller has been feathered, the
gear has been retracted, the cowl flap on the failed
engine is closed and a speed of 88 KIAS has been
attained.
In many combinations of aircraft weight,
configuration, ambient conditions and speed,
negative climb performance may result. Refer
to one engine inoperative climb chart for clean
configuration positive climb performance.
MIXTURES............................................................................. full RICH
PROPELLERS............................................................... full INCREASE
THROTTLES......................................................................38 in. Hg. Map
FLAPS......................................................................................................up
GEAR Selector (in level or climbing flight)...........................................UP
Inoperative Engine...............................................................Identify BY
DEAD FOOT, DEAD ENGINE
Inoperative Engine...................................................................VERIFY BY
CLOSING THROTTLE
PROPELLER (Inop. Engine)......................................................FEATHER
Establish Bank............................... 2° to 3° INTO OPERATIVE ENGINE
Climb Speed................................................................................... 88 KIAS
Trim.............................................ADJUST TO 2° to 3° BANK TOWARD
OPERATIVE ENGINE WITH APPROXIMATELY
1/2 TAPEZOID SLIP INDICATED ON THE
SLIP/SKID INDICATOR
COWL FLAP (Inop. Engine)........................................................... close
When a positive rate of climb has been established:
Engine Securing Procedure......................................................complete
Land as soon as practical at the nearest suitable airport.

3-16
SECTION 3

Determination of runway length, single engine climb rate, accelerate/stop
distance and airplane configuration will aid in determining the best course of
action in the event of an engine failure during takeoff. Also, the best course
of action must be based on personal judgement, including obstacles and
terrain along the departure path, environmental conditions such as altitude and
temperature, weight and loading, weather, airplane condition, and the pilot’s
own proficiency and capability.
Engine Failure During Climb

Airspeed.................................................................... MAINTAIN 88 KIAS
MIXTURE............................................................................... FULL RICH
PROPELLERS............................................................... FULL INCREASE
THROTTLES.......................................................................... FULL OPEN
Inoperative Engine...............................................IDENTIFY and VERIFY
Inoperative Engine...................................................Complete Engine
Securing Procedure
1/2 TRAPEZOID SLIP INDICATED ON THE
SLIP/SKID INDICATOR
COWL FLAP (Operative Engine).................................................1/2 OPEN
After the engine securing procedure has been conducted, climb to a

sufficient altitude (1000 feet AGL) before executing the normal Single
Engine Landing procedure.

3-17
SECTION 3
Engine Failure During Flight (Speed Below Vmca)

Rudder.......................................... apply AGAINST YAW DIRECTION
(Operative Engine)
THROTTLES (Both Engines)..............retard to stop turn/YAW
Pitch Attitude.................................... lower nose to accelerate
above Vmca (66 KIAS)
Operative Engine.............................increase power as airspeed
increases above Vmca (66 KIAS)
If altitude and airspeed (88 KIAS) permit, a restart may be attempted.
If restart fails or if altitude does not permit restart:
PROPELLER of Inoperative Engine..........................................FEATHER
SLIP/SKID INDICATOR
Inoperative Engine................................................................Perform Engine
Securing Procedure
COWL FLAP (Operative Engine)............................................... 1/2 OPEN
The airplane should be banked 5º towards the operating engine during

the recovery to maximize control effectiveness.

3-18
SECTION 3
One Engine Inoperative Landing

Inoperative Engine...........................ENGINE SECURING PROCEDURE
COMPLETE
Seat Belts/Harnesses......................................................FASTEN/ADJUST
FUEL Selector (Operative Engine)......................................................... ON
FUEL PUMP Switch (Operative Engine)............................................... ON
MIXTURE (Operative Engine)................................................ FULL RICH
PROPELLER Control (Operative Engine).................... FULL INCREASE
COWL FLAP (Operative Engine)............................................... 1/2 OPEN
Altitude & Airspeed................................. MAKE NORMAL APPROACH
When Landing is Assured:

GEAR Selector ................................................................................ DOWN
FLAPS................................................................................ as required
Final Approach Speed.................................................................... 90 KIAS
Power................................................................ RETARD SLOWLY AND

FLARE AIRPLANE
Trim..................................................................AS POWER IS REDUCED
(AIRPLANE WILL YAW IN DIRECTION
OF OPERATIVE ENGINE)
Maintain a normal approach, keeping in mind that landing should be

made
right the first time. A go-around should be avoided if at all possible.

3-19
SECTION 3
One Engine Inoperative Go-Around
WARNING
Under some conditions of loading and
density altitude, aircraft single engine climb
performance (See Section 5) and obstacle
clearance may make a one engine inoperative
go-around impossible. Sudden application of
power during one engine inoperative operation can
make control of the airplane more difficult.
WARNING
One Engine Go-Around is not possible from the
approach configuration unless sufficient altitude
is available to raise flaps and landing gear in a
descent.
CAUTION
A one engine inoperative go-around should be
avoided if at all possible.
MIXTURE................................................................VERIFY FULL RICH

PROPELLER..................................................VERIFY FULL INCREASE
THROTTLE.............................. FULL OPEN ON OPERATIVE ENGINE
FLAPS.......................................................................RETRACT SLOWLY
GEAR Selector.........................................................................................UP
Airspeed..................... ....................................................................88 KIAS
Trim........... ................................ADJUST TO 2º to 3º BANK TOWARDS
SLIP/SKID INDICATOR
COWL FLAP (Operating Engine)............. ..................................1/2 OPEN

3-20
SECTION 3
Significant climb performance penalties can result from landing gear, flap,
or windmilling propeller drag. These penalties are approximately as listed
below:
Landing gear extended/Flaps Up........................................-200 ft./min.
Flaps extended 25°/Gear Down..........................................-300 ft./min.
Flaps extended 40º/Gear Down......................................... - 350 ft./min.
Inoperative engine propeller windmilling
(Gear and Flaps Up).....................................................-200 ft./min.
warning
The propeller on the inoperative engine must be
feathered, the landing gear retracted, and the wing
flaps retracted for continued flight.
The following general facts should be used as a guide if an engine failure

occurs:
1. Discontinuing a takeoff upon engine failure is advisable under most
circumstances. Continuing the takeoff, if engine failure occurs prior
to reaching obstacle speed and gear retraction, is not advisable.
2. Altitude is more valuable to safety after takeoff than is airspeed in
excess of the best single-engine climb speed.
3. A windmilling propeller and extended landing gear cause a severe drag
penalty and, therefore, climb or continued level flight is improbable,
depending on weight, altitude and temperature. Prompt retraction of the
landing gear, identification of the inoperative engine, and feathering of
the propeller is of utmost importance if the takeoff is to be continued.
4. In no case should airspeed be allowed to fall below Vxse (83 KIAS)
unless touchdown is imminent even though altitude is lost, since any
lesser speed will result in significantly reduced climb performance.
5. If the requirement for an immediate climb is not present, allow the

airplane to accelerate to the single-engine best rate-of-climb airspeed
since this speed will always provide the best chance of climb or least
altitude loss in a given time.

3-21
SECTION 3
6. To maximize controllability during recovery following an engine loss

near or below Vmc, immediately reduce pitch attitude. The airplane
should be banked approximately 5° into the operative engine and the
rudder used to maintain straight flight. This will result in the skid/slip
indicator being displaced 1/2 to 3/4 toward the operating engine.
7. To maximize climb performance after airplane is under control of the

pilot and failed engine is secured, the airplane should be trimmed in a 2°
to 3° bank towards the operating engine with the rudder used as needed
for straight flight. This will result in approximately 1/2 trapezoid
slip indication towards the operating engine. This trapezoid slip
indication should be maintained during any necessary maneuvering
to maintain best possible climb margins.

3-22
SECTION 3
3.5b Fuel Management During One Engine Inoperative Operation
Fuel Management During

One Engine Inoperative Operation
Crossfeed (During Cruise):
Fuel Selector (Operative Engine)................................................X-FEED
Fuel Selector (Inoperative Engine)....................................................OFF
NOTE
Use X-FEED in level cruise flight only.
Coming out of Crossfeed (Prior to Landing)
FUEL PUMP Switch (Operative Engine).............................................. ON
Fuel Selector (Operative Engine)........................................................ ON
FUEL PUMP Switch (Inoperative Engine)..........................................OFF
Landing:
Fuel Selector (Operative Engine)........................................................ ON
FUEL PUMP Switch (Operative Engine).............................................. ON
Crossfeed should be used only when it is necessary to extend range

during single engine operation. Crossfeed must be OFF for takeoffs and
landings

3-23
SECTION 3
3.5c Air Starting Procedure
Unfeathering Procedure/Starter Assisted

Fuel Selector (Inoperative Engine)..................................................... ON
Fuel Pump Switch (Inoperative Engine)........................................... ON
Throttle ......................................................................... Open 1/2 inch
Mixture ............................................................................. FULL RICH
MAG LEFT/RIGHT Switches (Inoperative Engine)............................ ON
PROPELLER (Inoperative Engine) ..................................... MID RANGE
ENG START Switch...................................... PRESS until prop windmills
If engine does not start, prime as necessary and repeat procedure.
Throttle................................REDUCE POWER until engine is warm

FUEL PUMP Switch............................................................................OFF
ALTR Switch (after restart)................................................................... ON
Engine Indications ........................................................................ CHECK
COWL FLAP ....................................................................AS REQUIRED
Air Conditioner (if installed) ...............................................AS DESIRED
Propeller...................................Manually Sync with operative engine
Throttle..........................................................................AS DESIRED
Prop Sync (if installed) ...................................................AS DESIRED

3-24
SECTION 3
3.5d Engine Fire
Engine Fire During Start

ENG START Switch...................................... CONTINUE to crank engine
Mixture................................................................................... CUT-OFF
Throttle....................................................................................... OPEN
Fuel Selector...................................................................................... OFF
If fire continues:
Remaining engine.................................................................SHUT DOWN
Airplane................................................................................... EVACUATE
NOTE
If fire has spread to the ground from excess fuel,
taxi away from fire area if possible.
Engine Fire in Flight
NOTE
The procedure given below is general and pilot
judgement should be the deciding factor for action
in such an emergency.
FUEL Selector (Affected Engine)........................................................ OFF

Throttle (Affected Engine)....................................................... CLOSE
Propeller (Affected Engine)................................................feather
Mixture (Affected Engine)..................................................... CUT-OFF
CABIN HEAT Switch.......................................................................... OFF
DEFROST Switch................................................................................. OFF
Cowl Flap (Affected Engine)....................................................... OPEN
Affected Engine............................ PERFORM Engine Securing Procedure
If fire persists:
Airspeed.........................................INCREASE in attempt to blow out fire
Land as soon as possible at the nearest suitable airport.

3-25
SECTION 3
3.5e Turbocharger Failure
Turbocharger Failure
CAUTION
If a turbocharger failure is the result of loose,
disconnected or burned through exhaust system
components, a potentially serious fire hazard exists.
If a failure within the exhaust system is suspected
in flight, shut down the engine immediately and
LAND AS SOON AS POSSIBLE. If a suspected
exhaust system failure occurs prior to takeoff, DO
NOT FLY THE AIRCRAFT.
NOTE
A turbocharger malfunction at altitudes above
10,000 feet MSL may result in an overly rich fuel
mixture, which could result in a partial power
loss and/or a rough running engine. In worst case
conditions a complete loss of engine power may
result.
For Complete Loss of Engine Power:
Mixture................................................................................... CUT-OFF
Throttle..................................................................CRUISE SETTING
PROPELLER................................................................. FULL INCREASE
Mixture..............................ADVANCE SLOWLY until engine restarts
and adjust for smooth engine operation
POWER.........................................REDUCE TO MINIMUM REQUIRED
Land as soon as possible

3-26
SECTION 3
3.5e Turbo Charger Failure (Continued)
For Partial Loss of Engine Power:
Throttle....................................................................... As Required
Propeller..................................................................... As Required
Mixture......................................................................... As Required
Land as soon as possible.
For Engine Power Overboost:
NOTE
Expect manifold pressure response to throttle movements
to be sensitive.
Throttle..................REDUCE as necessary to keep manifold pressure
within limits
Propeller..................................................................... As Required
Mixture............................................................................... FULL RICH
A partial loss of engine power is likely caused by the turbocharger

wastegate failing in the OPEN position, while an engine power overboost is
likely caused by the turbocharger wastgate failing in the CLOSED position.

3-27
SECTION 3
3.5f Engine Indicating System (EIS)
Turbine Inlet Temperature (TIT) Indicator Failure
If failure occurs during takeoff, climb, or landing:

Mixture............................................................................... FULL RICH
If failure occurs prior to setting cruise power:
CAUTION
Aircraft POH range and endurance data presented
in Section 5 will no longer be applicable. Less
range/endurance will result due to higher fuel
flow/fuel consumption.
Power............................................................Set Power per POH Section 5

Power Setting Table
Mixture................................................Lean to Approx. POH Section 5
Power Setting Table Fuel Flow
+4 GPH
CHT Indication................................................................................Monitor
Oil Temperature Indication..............................................................Monitor
If failure occurs after setting cruise power and mixture:
CAUTION
Aircraft POH range and endurance data presented
in Section 5 will no longer be applicable. Less
range/endurance will result due to higher fuel
flow/fuel consumption.
Power.............................................................Note/Maintain Power Setting

Mixture..................................... Increase Indicated Fuel Flow +1 GPH.
Monitor CHT and Oil Temp.
If failure occurs prior to or during descent:

Power...................................................................................Set for Descent
Mixture............................................................................... Full Rich

3-28
SECTION 3
3.5f Engine Indicating System (EIS) (Continued)
Oil Pressure
Indication: Master Warning, Triple Chime, Flashing Red Oil
Pressure Indication
Low Oil Pressure:
THROTTLE (Affected Engine)....... ..……….…MINIMUM REQUIRED
PROPELLER (Affected Engine).…………..…………….….DECREASE
If accompanied by high oil temperature, land as soon as possible.
If accompanied by normal oil temperature, land as soon as practical.
High Oil Pressure:
Throttle (Affected Engine).………………..MINIMUM REQUIRED
PROPELLER (Affected Engine).…………..…..……………DECREASE
Land as soon as practical.
Oil Temperature
Indication: Master Warning, Triple Chime, Flashing Red Oil
Temperature Indication
THROTTLE (Affected Engine)........................... MINIMUM REQUIRED
MIXTURE (Affected Engine)................................................. FULL RICH
COWL FLAP (Affected Engine)....................................................... OPEN
Airspeed..................................................................INCREASE if practical
Land as soon as possible and investigate the problem. Prepare for
power off Landing.
An abnormally high oil temperature indication may be caused by a low

oil level, an obstruction in the oil cooler, damaged or improper baffle seals,
a faulty indication, or other causes. Land as soon as possible at the nearest
appropriate airport and have the cause investigated. Watch the oil pressure
display for an accompanying loss of oil pressure

3-29
SECTION 3
Turbine Inlet Temperature

Indication: Master Warning, Triple Chime, Flashing Red TIT
Indication
MIXTURE (Affected Engine).................................................. INCREASE
If condition persists:
THROTTLE (Affected Engine)………………………….……...REDUCE
CHT Indications (Affected Engine)…………………............... MONITOR
Cylinder Head Temperature

Indication: Master Warning, Triple Chime, L ENG CHT / R ENG CHT
THROTTLE (Affected Engine)....................................................REDUCE

MIXTURE (Affected Engine)................................................. FULL RICH
COWL FLAP (Affected Engine)....................................................... OPEN
Airspeed..................................................................INCREASE if practical

3-30
SECTION 3
Fuel Quantity Low

Indication: Master Warning, Triple Chime, L FUEL QTY / R FUEL QTY
warning
Avoid unusual attitudes such as prolonged slips
towards the low quantity tank as this will decrease
the time remaining prior to fuel starvation.
If one tank has low fuel quantity:
Engine with low fuel quantity.............................. CROSSFEED (X-FEED)
If both tanks have low fuel quantity:
FUEL Selectors....................................................................................... ON
The L FUEL QTY or R FUEL QTY warning CAS messages alert the
pilot of low fuel quantity in each fuel tank individually, not necessarily low
total fuel quantity. If fuel quantities were balanced at the beginning of the
flight and fuel consumption for each engine has been relatively constant
throughout the flight, expect the total fuel quantity to be low whenever the
quantity in either tank is low. If the total fuel quantity is less than or equal
to 10 GAL, the gauge title and the total fuel quantity digital value will flash
red. No CAS messages accompany total fuel quantity low.
Emergency Battery Voltage
Indication: Master Warning, Triple Chime, Flashing Red E VOLTS .

Indication
WARNING
Complete electrical failure is imminent.

3-31
SECTION 3
3.5g Engine Driven Fuel Pump Failure
Engine Driven Fuel Pump Failure

Throttle.................................................................................... CLOSE
FUEL PUMP Switch (Affected Engine)............................................... ON
Throttle............................................... RE-ESTABLISH (as required)
Mixture................................................. RE-ESTABLISH (as required)
CAUTION
If normal engine operation and fuel flow are not
immediately re-established, the standby FUEL
PUMP switch should be turned off. The lack of
a fuel flow indication could indicate a leak in the
fuel system, or fuel exhaustion. If system leak is
verified, switch fuel selector to OFF. Proceed with
Engine Securing Procedure.
Should a malfunction of the engine driven fuel pump occur, the standby
fuel pump system can supply sufficient fuel flow for the engine to generate
power. Any combination of RPM and Manifold Pressure defined in the
Power Setting Table may be used, but leaning may be required for smooth
operation. Normal cruise, descent and approach procedures should be used.

3-32
SECTION 3
3.5h Landing Gear Position Unsafe
Landing Gear Position Unsafe

Indication: Master Warning, CHECK GEAR Aural Alert, CHECK GEAR
Landing GEAR Lever...................................................................... DOWN

LANDING GEAR Indications..................................................... 3 GREEN
Indication: Master Caution, CHECK GEAR Aural Alert, CHECK GEAR
Landing GEAR Lever................................................... DOWN (if desired)

The CHECK GEAR aural alert is activated to remind the pilot that
the landing gear are not down when the aircraft is in an expected landing
configuration of MAP less than 14 In. Hg. and/or flaps extended greater
than 10º. CHECK GEAR is a caution when above ~400 feet AGL and
a warning when below ~400 feet AGL. The CHECK GEAR aural alert
produced by MAP less than 14 In Hg. can be silenced by pressing the
Master Warn Reset or Master Caution Reset switch as appropriate. The
CHECK GEAR aural alert produced by flaps set greater than 10º can only
be silenced by retracting the flaps to 10º or less. The Master Warn Reset
and Master Caution Reset switches are unable to silence the CHECK GEAR
aural alert produced by flaps set greater than 10º.
3.5i Landing Gear Malfunctions
Landing Gear Malfunctions

Indication: Master Warning, Triple Chime, GEAR SYS
GEAR Selector......................................................................Verify DOWN

Resolve issue prior to flight.
Indication: Master Caution, Double Chime, GEAR SYS
GEAR PUMP Circuit Breaker (Row 4, Col. 13).................……....RESET

BATT MASTR Switch.. …………………………………….VERIFY ON
LEFT/RIGHT ALTR Switches....... ……………………..…..VERIFY ON
GEAR Selector……………………………………………..……...CYCLE
If issue not resolved.....………..….………..….Perform Manual Extension
of Landing Gear checklist

3-33
SECTION 3
3.5i Landing Gear Malfunctions (Continued)
If an abnormal landing gear condition occurs on the ground, a GEAR

SYS warning CAS message will appear. This condition can be caused by
either a malfunctioning gear selector switch, malfunctioning gear position
switch, or the pilot selecting the gear selector switch to the up position while
on the ground.
If an abnormal landing gear condition occurs in flight, a GEAR SYS

caution CAS message will appear. This condition can be caused by either a
malfunctioning gear selector or gear position switch. A landing gear pump
failure may also cause the GEAR SYS caution CAS message due to its
inability to maintain the gear in the retracted position.
Manual Extension of Landing Gear

Emergency Gear Extension Guard................... ……………PULL DOWN
To Clear Knob
Airspeed............................................reduce to 85 KIAS (MAXIMUM)
GEAR Selector................................................................................. DOWN
Emergency Gear Extension Knob.......................................................pull
LANDING GEAR Indications..................................................... 3 green
Emergency Gear Extension Knob.......................................... LEAVE OUT
WARNING
If the emergency gear extension knob was pulled
out during an actual gear system malfunction, leave
it out until the airplane is put on jacks to check the
landing gear electrical and hydraulic systems.
It is possible that the landing gear extension/retraction system is

functioning properly. Therefore, prior to extending the landing gear
manually, verify the BATT MASTR Switch is ON and all appropriate
circuit breakers are closed.

3-34
SECTION 3
3.5i Landing Gear Malfunctions (Continued)
Gear Up Landing
NOTE
During the gear up landing, red landing gear
position indications as well as CAS messages
such as CHECK GEAR and/or GEAR SYS may
be present.
Suitable Landing Area................................................................... SELECT

Ground Personnel / ATC..........................................inform (if possible)
Fuel ................................................................ Burn off (if time allows)
Seatbelts and Shoulder Harness.............. FASTEN and Check Inertia Reel
Passengers......................................................................................... BRIEF
NORMAL LANDING Checklist..........COMPLETE (GEAR Selector UP)
FD/AP MASTR Switch (if installed)................................................... OFF
YAW Damper Switch (if installed)...................................................... OFF
BATT MASTR Switch (Daytime)........................................................ OFF
Approach..................................................................................... NORMAL
When runway / landing is assured:

MIXTURES................................................................................. cut-off
PROPELLERS............................................................................Feather
FUEL Selectors..................................................................................... OFF
Touchdown............................................................ MINIMUM AIRSPEED
and LEVEL ATTITUDE
BATT MASTR Switch (Night)............................................................ OFF
Aircraft........................................ EVACUATE AFTER MOTION STOPS

3-35
SECTION 3
3.5j Electrical Failures

NOTE
The pilot should only reset a tripped circuit breaker
if the system/component is considered essential
for safety of flight. Prior to resetting the circuit
breaker, wait at least one minute to verify there is
no smoke or “burning smell”. If the circuit breaker
opens a second time, leave the circuit breaker out.
Have a maintenance inspection performed prior to
resetting the circuit breaker. Do not reset any non-
essential circuit breakers in flight.
Single Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL or R ALTR FAIL
CAUTION
The LEFT ALTR and RIGHT ALTR circuit
breakers should not be opened manually when the
alternators are functioning properly.
Verify Failure......................................... CHECK ALTR AMPS Indication

Electrical Load...............................................REDUCE less than 85 Amps
Failed ALTR Switch............................................................................. OFF
Failed Alternator Field Circuit Breaker............................................RESET
L ALTR FIELD Circuit Breaker (Row 3, Col. 10)
R ALTR FIELD Circuit Breaker (Row 4, Col. 10)
Failed ALTR Switch................................................................................ ON
If alternator still failed:

ALTR AMPS Indication..... MONITOR (MAINTAIN less than 85 Amps)
De-Ice Equipment (If Installed)................. USE ONLY AS NECESSARY
High Current Draw Equipment.................. USE ONLY AS NECESSARY
Exit and avoid icing conditions.

3-36
SECTION 3
3.5j Electrical Failures
Dual Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL
and R ALTR FAIL
CAUTION
Verify Failure.......................................... CHECK ALTR AMPS Indication
LEFT/RIGHT ALTR Switches...............................................................OFF
LEFT and RIGHT ALTR Circuit Breakers (On Instr. Panel)...........RESET
if Tripped
L and R Alternator Field Circuit Breakers …………….RESET if Triped
LEFT/RIGHT ALTR Switches ….……………………………………ON
If single alternator remains failed:
Failed ALTR Switch …………………………………………………OFF
ALTR AMPS Indication .…MONITOR
(MAINTAIN less than 85 Amps)
De-Ice Equipment (If Installed) …………USE ONLY AS NECESSARY
High Current Draw Equipment …….USE ONLY AS NECESSARY
If neither alternator resets:
LEFT/RIGHT ALTR Switches…………………………………….…OFF
Electrical Power Remaining......... …………….………30-Minutes or Less

Electrical Load...…………………………….SHED in less than 3 minutes
NON ESS BUS 1 Circuit Breaker (On Instr. Panel).................……..PULL
NON ESS BUS 2 Circuit Breaker (On Instr. Panel).................……..PULL
LIGHTING BUS Circuit Breaker (On Instr. Panel).................……...PULL
AVION MASTR Switch.... ……………………………………………OFF

3-37
SECTION 3
3.5j Electrical Failures (Continued)
To ensure 30-minutes of battery life:

Battery Discharge....................................................... -20 Amps Maximum
Pitot/Stall Warn Heat.….………………….…15 Minutes Usage Maximum
Com Radio……………………………………3 Minutes Usage Maximum
Flaps.....……………………………………………1 Extension/Retraction
Landing Gear.........................…………………………………1 Extension
If neither alternator resets, the battery will become the primary source
of electrical power. As battery power is depleted, there may be a point
where the system voltage reduces to a level that is insufficient to support
the required electrical load. In this occurrence, the emergency battery
should activate automatically. If the emergency battery does not activate
automatically, the BATT MASTR, ALTR 1, and ALTR 2 switches should
be turned OFF, thereby allowing the emergency battery to be the only
remaining source of electrical power. Refer to Complete Electrical Failure
checklist if further flight is required.

3-38
SECTION 3
Complete Electrical Failure

Indication: Single Chime, EMERG BATT ON
CAUTION
An appropriately charged emergency battery is
designed to provide electrical power to all items on
the emergency bus for a minimum of 30-minutes.
Every attempt must be made to land the airplane
prior to 30-minutes of emergency battery usage.
NOTE
The VOLTS indication on the EIS window
automatically changes to the emergency bus
voltage (E VOLTS) when operating exclusively
on the emergency bus.
NOTE
Cooling air for PFD1, GIA1 and the transponder
will be lost when operating exclusively on the
emergency bus as indicated by the PFD1 FAN
FAIL and AV FAN FAIL advisory CAS messages.
EMERG BATT Switch........................................................... Verify ARM

Standby Flight Instrument........... …………….…Verify OPERATIONAL
Aircraft Control.................. ………… Use PFD1 and Standby Instrument
BATT MASTR Switch………………………………………………OFF
LEFT/RIGHT ALTR Switches.................................................. ..........OFF

Prior to landing:
Flaps………………………….…………..………………INOPERATIVE
Landing Gear...........…………….…………..….Use Manual Extension of
Landing Gear Procedure

3-39
SECTION 3
Electrical Fire in Flight

Vents (Along Floorboard).................................................................. OPEN
AIR INTAKE Lever.................................................. ........................OPEN
EMERG BATT Switch........................................................ VERIFY ARM
BATT MASTR Switch......................................................................... OFF
LEFT / RIGHT ALTR Switches........................................................... OFF
Fire........................................................................................EXTINGUISH
Emergency Descent (if needed)..................................ACCOMPLISH PER
PARA 3.5o TO A SAFE ALTITUDE
CONSISTENT WITH TERRAIN
Prior to landing:
FLAPS................................................................................ INOPERATIVE
Landing Gear.......................................................Use Manual Extension of
3.5k Avionics System Failures
Pilot’s PFD Failure

Indication: PFD1 display goes blank.
Standby Instrument......... .....................................Verify OPERATIONAL
Aircraft Control.....................................................Use Standby Instrument
DISPLAY BACKUP button on audio panel......PUSH (button extended)
Aircraft Control.................................. Use MFD and Standby Instrument
COM 2............................................ ACTIVATE and TUNE as necessary
NAV 2............................................ ACTIVATE and TUNE as necessary
COM2/MIC.......................................................SELECT on Audio Panel
DME................................... SELECT NAV2 in DME TUNING Window
Exit and avoid IFR and icing conditions as soon as practical.

3-40
SECTION 3
3.5k Avionics System Failures (Continued)
NOTE
The autopilot reverts to its dedicated sensors
to hold wings level and altitude constant. The
autopilot should be disconnected to change wings
level and/or altitude conditions. The autopilot can
be reengaged in wings level and altitude hold if
desired.
NOTE
If PFD failure occurs while operating on NAV 1
DME, the NAV 1 DME information will continue
to be available. If the pilot subsequently selects
NAV 2 DME, NAV 1 DME cannot be reselected.
NOTE
If the pilot’s PFD fails, the MFD and the co-pilot’s
PFD will remain in normal mode. Pushing the
DISPLAY BACKUP button on the audio panel
allows the MFD to display AHRS and ADC
information but lose the EIS page and certain map
functions such as radar. The following features will
become inoperative if there is a complete loss of
PFD1 functionality:
• Com 1 (red x’d but 121.5 MHz remains available)
• Nav 1
• GPS 1
• GDL 69 (Garmin Datalink - XM)
• Traffic
NOTE
During failure of the pilot’s PFD, simultaneous use
of ALT and VS on the autopilot is not available.

3-41
SECTION 3
During a failure of PFD1, the autopilot mode annunciations on the

autopilot computer will not indicate all horizontal mode failure conditions.
If a PFD1 failure is experienced while operating in HDG mode, the autopilot
computer will continue to show HDG and the autopilot mode annunciations
on the MFD (in reversionary mode) will be blank. If a PFD1 failure is
experienced while operating in NAV or GPSS mode, the autopilot computer
will have a flashing NAV indication along with a steady FAIL annunciation
and the autopilot mode annunciations on the MFD (in reversionary mode)
will be blank.
Attitude, heading, airspeed and altitude indications are available on the
standby instrument and on the MFD after the DISPLAY BACKUP button is
pressed. It is the pilot’s responsibility to compare these parameters to verify
accuracy.
GPS and VOR2 navigation as well as flight planning are available via
the inset map on the MFD. The weather products that were displayed on
the MFD prior to the PFD1 failure will still be present on the inset map on
the MFD in reversionary mode.

3-42
SECTION 3
MFD Failure
Indication: MFD display goes blank.
NOTE
PFD 1 and PFD 2 should automatically revert to
the reversionary mode display.
DISPLAY BACKUP on audio panel......................PUSH (button extended)
NOTE
The pilot’s PFD and co-pilot’s PFD will revert to a
reversionary mode display. The following features
will become inoperative if there is a complete loss
of MFD functionality:
• GPS 2
• GWX (Weather Radar)
• Stormscope
Although PFD1 and PFD2 should automatically go to reversionary

mode display after an MFD failure, pressing the DISPLAY BACKUP
button ensures that the displays revert. Without automatic or manual
reversion of the PFD1 display, all engine parameters on the EIS window
would be lost.
Co-Pilot’s PFD Failure

Indication: PFD2 display goes blank.
NOTE
If the co-pilot’s PFD fails, the MFD and pilot’s
PFD will remain in normal display format. The
following features will become inoperative if there
is a complete loss of PFD2 functionality:
• COM 2
• NAV 2
• DME
• ADF
• Stormscope
• GPS 2
• GIA 2
3-43
SECTION 3

Attitude and Heading Reference System (AHRS) Failure
AHRS Failures (Single AHRS Installation)

AHRS 1 Total Failure
On Ground:
Indication: Sky/Ground presentation removed, course pointer straight
up, red-x’s and amber text on all AHRS parameters.
System Messages (MSG Softkey)............................................CONSIDER
AHRS 1 Circuit Breaker (Row 1, Col. 5)........................................RESET
If AHRS 1 data still invalid:
Avoid flight in IFR and icing conditions.
NOTE
For partial AHRS failures, a red-x and amber text
will appear over the affected parameter(s).

In Flight:
Indication: Sky/Ground presentation removed, course pointer straight
up, red-x’s and amber text on all AHRS parameters.
Standby Instrument....................VERIFY NO FAILURE INDICATIONS
Attitude and Heading............................................Use Standby Instrument
NOTE
The autopilot will no longer function in heading
mode but will function properly during GPS or
VOR navigation. Although the course pointer will
point upwards at all times, the autopilot will fly
the course set via the CRS knob and obey the CDI
indications.

3-44
SECTION 3
Course............................................................Set using CRS knob on PFD

Avoid flight in IFR and icing conditions

3-45
SECTION 3

Attitude and Heading Reference System (AHRS) Failure
AHRS Failures (Dual AHRS Installation - Optional)

On Ground:
Indication: HDG NO COMP, ROL NO COMP, PIT NO COMP
white annunciations on PFD; Red x’s on failed attitude
and heading indications.
AHRS 2 SENSOR Softkey........................................................... SELECT
In Flight:
white annunciations and BOTH ON AHRS2 amber
annunciation on PFD.
AHRS 1 SENSOR Softkey........................................................... SELECT
AHRS 2 SENSOR Softkey............................................................ SELECT
AHRS 2 data......... CROSSCHECK with STANDBY ATTITUDE GYRO
NOTE
For partial AHRS failures, the system will not
autorevert to the good AHRS but a red-x and amber
text will appear over the affected parameter(s).
NOTE
If a MISCOMPARE annunciation is displayed on
the PFD, compare AHRS parameters and other
related sources of information and select the good
AHRS via the SENSOR softkey on the PFD.

3-46
SECTION 3

On Ground:
white annunciations on PFD; Red x’s on failed attitude
and heading indications.
AHRS 1 SENSOR softkey............................................................ SELECT
In Flight:
white annunciations and BOTH ON AHRS1 amber
annunciation on PFD.
AHRS 2 Circuit Breaker (Row 2, Col. 5).........................................RESET
AHRS 1 data......... CROSSCHECK with STANDBY ATTITUDE GYRO
NOTE
For partial AHRS failures, the system will not
autorevert to the good AHRS but a red-x and amber
NOTE
If a MISCOMPARE annunciation is displayed on
the PFD, compare AHRS parameters and other
AHRS via the SENSOR softkey on the PFD.

3-47
SECTION 3
AHRS 1 and AHRS 2 Total Failure

On Ground:
Indication: HDG NO COMP, ROL NO COMP, PIT NO COMP white
annunciations, and red-x’s and amber text on all AHRS
parameters.
If one of the AHRS data still invalid:
Operating AHRS SENSOR softkey.............................................. SELECT
If both of the AHRS data still invalid:

NOTE
For partial AHRS failures, a red-x and amber text
will appear over the affected parameter(s).
In Flight:
Indication: HDG NO COMP, ROL NO COMP, PIT NO COMP white
annunciations, and red-x’s and amber text on all AHRS
parameters.
Standby Instrument....................VERIFY NO FAILURE INDICATIONS
Attitude and Heading............................................Use Standby Instrument

3-48
SECTION 3

AHRS 1 and AHRS 2 Total Failure (continued)
NOTE
The autopilot will no longer function in heading
mode but will function properly during GPS or
VOR navigation. Although the course pointer
will point upwards at all times, the autopilot will
fly the course set via the CRS knob and obey the
CDI indications.
Course.............................................................Set using CRS knob on PFD

If one of the AHRS data still invalid:
Operating AHRS data........................... CROSSCHECK with STANDBY
INSTRUMENT
If both of the AHRS data still invalid:

3-49
SECTION 3

Air Data Computer (ADC) Failure
ADC Failures (Single ADC Installation)

ADC 1 Total Failure
On Ground:
Indication: Red-x’s and amber text on all ADC parameters.
ADC 1 Circuit Breaker (Row 1, Col. 6)..........................................RESET
If ADC 1 data still invalid:
In Flight:
Indication: Red-x’s and amber text on all ADC parameters.
Standby Instrument.......................... VERIFY NO AIR DATA FAILURE
INDICATIONS
Airspeed, Altitude and Vertical Speed................................... USE Standby
Instrument
NOTE
During failure of ADC 1, the traffic system will
be inoperative.
NOTE
During failure of ADC 1, simultaneous use of
ALT and VS on the autopilot is not available.

3-50
SECTION 3

Air Data Computer (ADC) Failure
ADC Failures (Dual ADC Installation - Optional)

ADC 1 Total Failure
On Ground:
Indication: IAS NO COMP, ALT NO COMP white annunciations on
PFD; Red-x’s and amber text on all ADC1 parameters.
ADC 2 SENSOR softkey.............................................................. SELECT
In Flight:
Indication: IAS NO COMP, ALT NO COMP white annunciations
and BOTH ON ADC 2 amber annunciation on PFD.
ADC 2 data............................................ CROSSCHECK with STANDBY
INSTRUMENT
NOTE
For partial ADC failures, the system will not
autorevert to the good ADC but a red-x and amber
NOTE
If a MISCOMPARE annunciation is displayed
on the PFD, compare ADC parameters and other
ADC via the SENSOR softkey on the PFD.

3-51
SECTION 3
ADC 2 Total Failure

On Ground:
Indication: IAS NO COMP, ALT NO COMP white annunciations on
PFD; Red-x’s and amber text on all ADC2 parameters.
ADC 1 SENSOR softkey..............................................................SELECT
In Flight:
Indication: IAS NO COMP, ALT NO COMP white annunciations
and BOTH ON ADC 1 amber annunciation on PFD.
ADC 1 data............................................ CROSSCHECK with STANDBY
INSTRUMENT
NOTE
For partial ADC failures, the system will not
autorevert to the good ADC but a red-x and amber
NOTE
If a MISCOMPARE annunciation is displayed
on the PFD, compare ADC parameters and other
ADC via the SENSOR softkey on the PFD.

3-52
SECTION 3
ADC 1 and ADC 2 Total Failure

On Ground:
Indication: IAS NO COMP, ALT NO COMP white annunciations and
red-x’s and amber text on all ADC parameters.
If one of the ADC data still invalid:
Operating ADC SENSOR softkey................................................ SELECT
If both of the ADC data still invalid:
In Flight:
Indication: IAS NO COMP, ALT NO COMP white annunciations and
red-x’s and amber text on all ADC parameters.
Standby Instrument.......................... VERIFY NO AIR DATA FAILURE
INDICATIONS
Airspeed, Altitude and Vertical Speed................................... USE Standby
Instrument
NOTE
During failure of ADC 1 and ADC 2, the traffic
system will be inoperative.
NOTE
During failure of ADC 1 and ADC 2, simultaneous
use of ALT and VS on the autopilot is not
available.

3-53
SECTION 3
3.5k Avionics System Failures (Continued))
If one of the ADC data still invalid:

Operating ADC data.............................. CROSSCHECK with STANDBY
INSTRUMENT
If both of the ADC data still invalid:

3-54
SECTION 3
Erroneous or Loss of Engine and Fuel Displays

Indication: Red-x over affected engine parameter or fuel display
NOTE
Erroneous information may be identified by
indications which do not agree with other system
information. Erroneous indications may be
determined by comparing a display with other
displays and other system information.
1. Set power based on throttle lever position, engine sound and speed.
2. Monitor other indications to determine the health of the engine.
3. Use known power settings and power setting tables for approximate
fuel flow values.
4. Use other system information, such as annunciator messages, fuel
totalizer quantity and flow, to safely complete the flight.
If indications for any of the following are invalid:
• Left engine parameters
• VOLTS
• BATT AMPS
• VACUUM
• L Fuel Qty
GEA 1 circuit breaker (Row 3, Col. 9)..................................................RESET
If all GEA 1 parameters are still unavailable, land as soon as practical.
If indications for any of the following are invalid:

• Right engine parameters
• FLAPS
• OXYGEN
• PROP HEAT
• R Fuel Qty
GEA 2 circuit breaker (Row 4, Col. 9)..................................................RESET
If all GEA 2 parameters are still unavailable, land as soon as practical.

3-55
SECTION 3
Erroneous or Loss of Warning/Caution CAS Messages

Indication: Red-x is shown over the CAS message window for
complete failure or CAS message present when not
expected or CAS message not present when expected.
1. If a red-x is placed over the CAS message window, special attention

should be placed on all engine and airframe related parameters. The
Master Warning and Master Caution indicators will not function,
therefore CAS messages indicating a failure of a particular system can
go undetected
NOTE
See Section 3.1 of this handbook for a list of CAS
Warning, Caution and Advisory messages that
may be inoperative.
2. If a CAS message appears that is not expected, treat it as if the
condition exists.
3. If an abnormal condition exists but the CAS system has not been
activated, use other available information to confirm the condition
exists. If it cannot be determined that the condition does not exist, treat
the situation as if the condition does exist and take appropriate action.
4. If the optional Ice Protection System is installed, immediately exit and
avoid icing conditions.
NOTE
CAS messages are inhibited for many parameters
on the EIS Display of the MFD. The Master
Warning and Master Caution indicators and
associated chimes are still activated whenever any
indicated parameter enters the red or amber color
bands.
If a red-x appears over the CAS message window, land has soon as
practical.

3-56
SECTION 3
COM1 and COM2 Failure

Indication: Inability to communicate/receive on COM1 and COM2.
NOTE
If power is lost to the audio panel a fail-safe
communications path becomes available between
the pilot’s headset/microphone and COM1.
AUDIO MKR circuit breaker (Row 1, Col. 7)..................................PULL

Dual GPS Failure

Indication: Amber “DR” annunciation on HSI, Amber “DR”
superimposed over airplane symbol on moving map.
Navigation.................................................Use alternate source of navigation

(ILS, LOC, VOR, DME, ADF)
If no alternate navigation sources are available:

Dead Reckoning (DR) Mode - Active when the airplane is greater than
30 NM from the destination airport in flight plan.
Navigation...................................... Use the airplane symbol and magenta
course line on the MAP display and the amber CDI on the HSI.
WARNING
Information normally derived from GPS turns
amber and becomes more inaccurate over time.
Amber CDI disappears after 20 minutes.
WARNING
TAWS is Inoperative.

3-57
SECTION 3
NOTE
DR mode uses heading, airspeed and last known
GPS position to estimate the airplanes current
position.
All maps with an airplane symbol show a ghosted
airplane and a “DR” label.
Traffic Information System (TIS) and Traffic
Advisory System (TAS) are not dependent on
GPS information. The position of displayed traffic
relative to the airplane symbol on the map is still
accurate.
Loss of Integrity (LOI) Mode - Active when GPS integrity is insufficient

for the current phase of flight.
Navigation.............................. Crosscheck / use other navigation sources
as required.
NOTE
All information derived from GPS or DR is
removed from the displays.
The airplane symbol is removed from all maps.
The map will remain centered at the last know
position.
“NO GPS POSITION” is shown in the center of
the map.
TAWS and TAS are inoperative.

3-58
SECTION 3
Avionics Cooling Fan Failures

Indication: CAS Advisory, Single Chime, AV FAN FAIL and/or
PFD1 FAN FAIL and/or MFD FAN FAIL and/or PFD2 FAN FAIL
If failure occurs on ground:

Do not fly until issue is resolved.
If failure occurs in flight:

Fix issue prior to next flight.
When any of these CAS messages illuminate, it is possible to exceed

the manufacturer’s specified temperature limits for the effected equipment.
The avionics fan (AV FAN FAIL advisory CAS message) supplies cooling
air to the transponder, GIA, and autopilot.
3.5l Pitot Heat Failure
Pitot Heat Failure
Indication: Master Caution, Double Chime, PITOT HEAT FAIL
PITOT HEAT Switch..... ……………………………………………..OFF

PITOT HEAT Circuit Breaker (Row 2, Col. 11).........................…RESET
PITOT HEAT Switch..... ………………………………………………ON
If Pitot Heat still inoperative:
Exit and Avoid Instrument Meteorological Conditions.

3-59
SECTION 3
3.5m Hydraulic Pump Failures (Continued)
Hydraulic Pump Failures

Hydraulic pump will not deactivate:
Indication: Master Caution, Double Chime, HYDR PUMP ON
GEAR PUMP Circuit Breaker (Row 4, Col. 13).........……………..PULL
Prior to landing:
GEAR PUMP Circuit Breaker (Row 4, Col. 13)..........………….…PUSH

If GEAR PUMP Circuit Breaker Pops:
Manual Extension of Landing Gear Checklist.................. .…...PERFORM
Hydraulic pump will not activate:

Indication: Gear Indications remain in current position
GEAR Selector............…………………….RETURN to Original Position
GEAR PUMP Circuit Breaker (Row 4, Col. 13)...................……..RESET
GEAR Selector……………………………………………….RESELECT
If landing gear remains up (prior to landing):

Manual Extension of Landing Gear Checklist.................... .….PERFORM
If landing gear remains down:

Airspeed...……………..……………REMAIN BELOW VLE (128 KIAS)

3-60
SECTION 3
3.5n Spin Recovery (Intentional Spins Prohibited)
Spin Recovery (Intentional Spins Prohibited)
NOTE
Federal Aviation Administration Regulations do
not require spin demonstration of multi-engine
airplanes; spin tests have not been conducted. The
recovery technique presented is based on the best
available information.
Throttles........................................................................ FULL CLOSE

Rudder.......................................................................full opposite to
direction of spin
Control wheel............................................................. full forward if
nose does not drop
Ailerons...................................................................................... neutral
Rudder........................................................................ neutralize when
rotation stops
Control wheel..............................................smooth back pressure
to recover from dive
3.5o Emergency Descent
Emergency Descent
THROTTLES................................................................................ closed
Propellers............................................................... full INCREASE
Mixtures..................................................................as required for
smooth operation
Landing gear.................................................... extend below 128 KIAS
Airspeed.............................................................. Maintain 128 KIAS Max.

3-61
SECTION 3
3.5p Combustion Heater Overheat
Combustion Heater Overheat
Indication: Master Warning, Triple Chime, HTR OVRHEAT
NOTE
Combustion heater will automatically cut-off.
Restart....................................................................DO NOT ATTEMPT

until cause of malfunction
determined and corrected
3.5q Propeller Overspeed
Propeller Overspeed
Indication: Master Warning, Triple Chime, Flashing Red Propeller
Speed Indication
THROTTLE (affected engine)......................................................REDUCE
PROPELLER (affected engine)............................................... DECREASE
(do not feather)
OIL PSI Indication (affected engine)............................................. CHECK
Airspeed........................................................................................REDUCE
THROTTLE (affected engine)........................................... AS REQUIRED
(remain below 2600 rpm)
Propeller overspeed is usually caused by a malfunction in the propeller

governor which allows the blades to rotate to full low pitch.

3-62
SECTION 3
3.r Forward Baggage Door Open
Forward Baggage Door Open

Indication: Master Warning, Triple Chime, BAGGAGE DOOR
Flight attitude.......................... ATTAIN which keeps baggage door closed
Airspeed.................................. ATTAIN which keeps baggage door closed
The forward baggage door should always be closed and locked prior to
flight. The key can only be removed from the baggage door when it is in the
locked position. Should the baggage door open in flight, every reasonable
attempt should be made to attain a stabilized attitude and airspeed that keeps
the baggage door in a streamlined (closed) position.
3.5s Starter Engaged
Starter Engaged
Indication: Master Warning, Triple Chime, L START ENGD / R START ENGD
If on the ground:
ENG START Circuit Breaker (Row 3, Col. 6)...................................PULL
ENGINE.................................................................................SHUTDOWN
If in flight:
ENG START Circuit Breaker (Row 3, Col. 6)...................................PULL

3-63
SECTION 3

3-64
SECTION 4
PA-34-220T, SENECA V NORMAL PROCEDURES
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General.......................................................................................... 4-1
4.3 Airspeeds for Safe Operation........................................................ 4-2
4.5 Normal Procedures Check List..................................................... 4-3
4.5a Preflight Checklists.................................................................. 4-3
4.5b Before Starting Engine Checklists........................................... 4-9
4.5c Engine Start Checklists............................................................ 4-11
Engine Start - General......................................................... 4-11
Engine Start - Cold Engine.................................................. 4-12
Engine Start - Cold Weather............................................... 4-13
Engine Start - Hot Engine................................................... 4-13
Engine Start - Flooded......................................................... 4-14
Engine Start - Using External Power Source...................... 4-16
Preheating............................................................................ 4-17
4.5d Before Taxiing Checklist......................................................... 4-17
4.5e Taxiing Checklist..................................................................... 4-19
4.5f Ground Check Checklist.......................................................... 4-20
4.5g Before Takeoff Checklist......................................................... 4-22

4-i
Section 4
Normal Procedures PA-34-220T, Seneca V

SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.5h Takeoff Checklist..................................................................... 4-24
4.5i Climb Checklist........................................................................ 4-27
4.5j Cruise Checklist....................................................................... 4-28
4.5k Descent Checklist..................................................................... 4-31
4.5l Approach and Landing Checklist............................................. 4-31
4.5m Go-Around Checklist............................................................... 4-34
4.5n After Landing Checklist........................................................... 4-35
4.5o Stopping Engine Checklist....................................................... 4-36
4.5p Mooring Checklist.................................................................... 4-36
4.7 Stalls ............................................................................................. 4-37
4.9 Turbulent Air Operation................................................................ 4-37
4.11 Reserved........................................................................................ 4-37
4.13 Vsse - Intentional One Engine Inoperative Speed........................ 4-37
4.15 Vmca - Air Minimum Control Speed........................................... 4-38
4.17 Practice One Engine Inoperative Flight........................................ 4-40
4.19 Noise Level................................................................................... 4-40
4.21 Icing Information.......................................................................... 4-41

4-ii
SECTION 4
section 4
normal procedures
4.1 general
This section provides the normal operating procedures for the PA-34-220T,
SENECA V airplane. All of the normal operating procedures required by the
FAA as well as those procedures which have been determined as necessary for
the operation of the airplane, as determined by the operating and designed
features, are presented.
Normal operating procedures associated with optional systems and
equipment which require handbook supplements are presented in Section 9,
Supplements.
These procedures are provided to supply information on procedures which
are not the same for all airplanes and as a source of reference and review. Pilots
should familiarize themselves with these procedures to become proficient in the
normal operation of the airplane.
This section also contains Icing Information. A series of guidelines are
presented to help recognize, operate in, and exit from an inadvertant encounter
with severe icing.
This section is divided into two parts. The first part is a short form checklist
supplying an action - reaction sequence for normal procedures with little
emphasis on the operation of the systems.
The second part of this section, if required, is shown immediately below
the related short form checklist. They contain the amplified normal procedures
which provide detailed information and explanations of the procedures and how
to perform them. This portion of the section is not intended for use as an inflight
reference due to the lengthy explanation, whereas the short form checklists
should be used on the ground and in flight.

4-1
Section 4
4.3 AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the operation of
the airplane. These airspeeds are for standard airplanes flown at gross weight
under standard conditions at sea level.
Performance for a specific airplane may vary from published figures

depending upon the equipment installed, the condition of the engines, airplane
and equipment, atmospheric conditions and piloting technique.
(a) Best Rate of Climb Speed (Vy)............................................... 88 KIAS

(b) Best Angle of Climb Speed (Vx)............................................. 83 KIAS
(c) Maximum Operating Maneuvering Speed Vo ...................... 139 KIAS
(at 4750 lbs.)
See Airspeed Limitations, Section 2.3
(d) Maximum Flaps Extended Speed
10º...................................................................................... 140 KIAS
25º...................................................................................... 120 KIAS
40º...................................................................................... 113 KIAS
(e) Short Field Landing Final Approach Speed (Flaps 40°)......... 82 KIAS
(f) Intentional One Engine Inoperative Speed.............................. 85 KIAS
(g) Maximum Demonstrated Crosswind Velocity........................... 17 KTS

4-2
SECTION 4
4.5 NORMAL pROCEDURES CHECKLIST

4.5a Preflight Checklists
WALK AROUND
Figure 4-1
CAUTION
The flap position should be noted before boarding
the airplane. The flaps must be placed in the up
position before they will be locked and support
weight on the step.
NOTE
If electrical power is removed from the Aspen
EFD-1000 standby instrument prior to completion
of its self-test, the unit will remain ON and deplete
its internal battery. If this occurs, turn the BATT
MASTR switch ON and wait for the self-test to be
completed or press the red REV button on the unit
to turn it OFF.

4-3
Section 4
4.5a Preflight Checklists (Continued)
COCKPIT
Control Wheel....................................................................release restraints
Static System.................................................................................... DRAIN
PARK BRAKE......................................................................................SET
LEFT/RIGHT ENG MAG Switches..................................................... OFF
LEFT/RIGHT FUEL PUMP Switches................................................. OFF
Flight Controls.......................................................PROPER OPERATION
THROTTLES.......................................................................................IDLE
MIXTURE................................................................................... CUT-OFF
Alternate Static Source............................................................... NORMAL
COWL FLAPS................................................................................... OPEN
Stabilator & Rudder Trim.......................................................... NEUTRAL
AVION MASTER Switch.................................................................... OFF
All Electrical Switches.......................................................................... OFF
BATT MASTR Switch........................................................................... ON
FLAPS...........................................................................................EXTEND
FUEL QTY Indications............................................. CHECK QUANTITY
& IMBALANCE
Windows...........................................................................CHECK CLEAN
Required Certificates/Documents............................ VERIFY ON BOARD
POH.......................................................................... VERIFY ON BOARD
Baggage .................................................... STOW PROPERLY - SECURE
Crossfeed drains............................................................................... drain
While setting the stabilator and rudder trim to the neutral position, listen
for any noise in the systems which may indicate binding.

4-4
SECTION 4
RIGHT WING
Crossfeed Drains.............................................................CHECK CLOSED
Surface Condition................................ CLEAR of ICE, FROST & SNOW
Flap and Hinges.............................................................................. CHECK
Aileron, Hinges & Freedom of Movement..................................... CHECK
Static Wicks.................................................................................... CHECK
Wing Tip and Nav/Anti-Collision Lights....................................... CHECK
Fuel Filler Cap................................................................................ CHECK
Fuel Quantity and Color................................................... ..............CHECK
Fuel Filler Cap...................................................... ........................SECURE
OAT Probe...................................................................................... CHECK
Fuel Tank Vent................................................................................CLEAR
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Wing Tank Drains (2)...................................................................... drain

Tie Down.....................................................................................REMOVE
Fuel Filter Drain............................................................................... drain
Engine Cowling.......................... .................CHECK for Leaks & Security
Engine Oil & Cap.................................CHECK QUANTITY & SECURE
Propeller & Spinner........................................................................ CHECK
Air Inlets..........................................................................................CLEAR
Cowl Flap Area............................................... CHECK OPEN & SECURE
Main Gear Strut....................................................... PROPER INFLATION
(3.2 + .50 in.)
Main Wheel Tire and Gear Door.................................................... CHECK
Brake, Block & Disc....................................................................... CHECK
Chock...........................................................................................REMOVE
The main gear strut extension (exposed area) corresponds to that for the
airplane under a normal static load (empty weight of the airplane plus full
fuel and oil).

4-5
Section 4
NOSE SECTION
General Condition........................................................................... CHECK
Windshield...................................................................................... CLEAN
Landing Lights................................................................................ CHECK
Tow bar......................................................... removed and stowed
Chock...........................................................................................REMOVE
Nose Gear Strut....................................................... PROPER INFLATION
(1.2 + .25 in.)
Nose Wheel Tire and Gear Door.................................................... CHECK
Forward baggage door.................................. SECURED AND LOCKED -
KEY REMOVED (in locked position only
The nose gear strut extension (exposed area) corresponds to that for the
airplane under a normal static load (empty weight of the airplane plus full
fuel and oil). The key remains in the forward baggage door while the door
is open and/or unlocked and can only be removed once the door is locked.
LEFT WING
Main Gear Strut....................................................... PROPER INFLATION
(3.2 + .50 in.)
Main Wheel Tire and Gear Door.................................................... CHECK
Brake, Block & Disc....................................................................... CHECK
Chock...........................................................................................REMOVE
Cowl Flap Area............................................... CHECK OPEN & SECURE
Engine Cowling......................... ..................CHECK for Leaks & Security
Propeller & Spinner........................................................................ CHECK
Air Inlets..........................................................................................CLEAR
Engine Oil & Cap.................................CHECK QUANTITY & SECURE
Fuel Filter Drain............................................................................... drain
Tie Down.....................................................................................REMOVE
Wing Tank Drains (2)............................................ ..........................DRAIN
Fuel Tank Vent................................................................................CLEAR

4-6
SECTION 4
LEFT WING (Continued)
CAUTION
When draining any amount of fuel, care should be
taken to ensure that no fire hazard exists before
starting engine.
Pitot Tube...................................... ............CHECK/NO OBSTRUCTIONS
OAT Probe............................................. .........................................CHECK
Stall Warning Vanes (2)............................................ .....................CHECK
Fuel Filler Cap............................................................CHECK & SECURE
Wing Tip and Nav/Anti-Collision Lights....................................... CHECK
Aileron, Hinges & Freedom of Movement..................................... CHECK
Flap and Hinges.............................................................................. CHECK
The main gear strut extension (exposed area) corresponds to that for
the airplane under a normal static load (empty weight of the airplane plus
full fuel and oil).
The stall vanes should be checked for damage and freedom of
movement. A squat switch in the stall warning system does not allow the
units to be activated on the ground.
FUSELAGE (LEFT SIDE)

Antennas.......................................................................................... CHECK
Cabin and Baggage Doors....... .............................LATCHED & SECURE
External Power Receptacle............. ................................................CHECK
Static Pressure Port..........................................................................CLEAR
Fresh Air Inlet..................................................................................CLEAR

4-7
Section 4

EMPENNAGE
Anti-Collision Light........................................................................ check
Nav Light (If Installed).......................................... .........................CHECK
Stabilator & Trim Tab..................................CHECK & MOVES FREELY
Rudder & Trim Tab ...................................CHECK & MOVES FREELY
Tie Down.....................................................................................REMOVE
FUSELAGE (RIGHT SIDE)

Fresh Air Inlet..................................................................................CLEAR
Heater Intake............................................................... ....................CHECK
Static Pressure Port..........................................................................clear
Cabin Door...................................................................................... CHECK
NOTE
of its self-test, the until will remain ON and
deplete its internal battery. If this occurs, turn the
BATT MASTR switch ON and wait for the self-
test to be completed or press the red REV button
on the unit to turn it OFF.
MISCELLANEOUS
FLAPS.........................................................................................RETRACT
Interior Lighting (Night Flight)........................................... ON & CHECK
CAUTION
Care should be taken when an operational check of
the heated pitot head is being performed. The unit
becomes very hot. Ground operation should be
limited to 3 minutes maximum to avoid damaging
the heating elements.
PITOT/STALL WARN HEAT Switch................................................... ON
STROBE/NAV/TAXI/LANDING LIGHTS Switches........................... ON
Pitot Head........................................................................CHECK - WARM
Stall Warning Vanes.......................................................CHECK - WARM
4-8
SECTION 4

MISCELLANEOUS (Continued)
All Exterior Lights................................................................... CHECK ON
PITOT/STALL WARN Switch............................................................ OFF
All Lighting Switches........................................................................... OFF
4.5b Before Starting Engine Checklists

BEFORE STARTING ENGINE
Passengers.......................................................................................BOARD
Preflight Check.....................................................................COMPLETED
Flight Planning......................................................................COMPLETED
Aft Cabin Doors.......................................................... CLOSE & SECURE
Forward Cabin Door................................................... CLOSE & SECURE
Seats.................................................................... ADJUSTED & LOCKED
NOTE
With the shoulder harness fastened and adjusted,
a pull test of it’s locking restraint feature should
be performed.
Seatbelts and Harness....................................................FASTEN/ADJUST
CHECK INERTIA REEL
Empty Seats....................................Seat belts Snugly Fastened
WARNING
No braking will occur if PARK BRAKE knob is
pulled before brake application.
PARK BRAKE......................................................................................SET
THROTTLES.......................................................................................IDLE
MIXTURES................................................................................. CUT-OFF
Friction Handle......................................................................AS DESIRED
ALT AIR............................................................................................... OFF
COWL FLAPS................................................................................... OPEN
Stabilator & Rudder Trim..............................................SET to NEUTRAL

4-9
Section 4 SECTION 4
PA-34-220T,
Normal SENECA V
Procedures NORMAL PROCEDURES
PA-34-220T, Seneca V
4.5b Before Starting Engine Checklists (Continued)

BEFORE STARTING ENGINE (Continued)
DEFROST Switch...................................................... ...........................OFF
AVION MASTER Switch.........................................................Verify OFF
BATT MASTER Switch....................................................... ............... OFF
All Other Electrical Switches............................................................... OFF
Circuit Breakers.........................................................................CHECK IN
DAY/NIGHT Switch.............................................................................SET
NOTE
The EMERG BATT may remain ON after checking
for proper bus operation, thereby allowing the
displays to remain active prior to engine start.
Avoid delays between this check and engine
starting to preserve emergency battery power.
EMERG BATT Switch........................................................................ARM
Verify operation of:
• Pilot’s PFD with no red-x’s on:
• Attitude
• Airspeed
• Altitude
• Vertical Speed
• Audio Panel
• Com 1
• Nav 1
• Engine Indications
• Standby Flight Instruments
E VOLTS Indication................................................................23.3 VOLTS
(Minimum)
FUEL QTY Indications................ CHECK QUANTITY & IMBALANCE
If the E VOLTS indication is less than 23.3 VOLTS, the voltage can be
checked again at the end of the GROUND CHECK checklist (after being
charged by the primary electrical system) or can be conditioning charged
by ground personnel prior to further checks. In either case, the E VOLTS
indication must not be less than 23.3 volts prior to IFR operations.
4-10
SECTION 4
4.5c Engine Start Checklists
ENGINE START - GENERAL

WARNING
The L START ENGD or R START ENGD warning
CAS message will illuminate after 30 seconds of
continuous engine cranking. If the CAS message
illuminates after the engine is running, stop the
engine and determine the cause.
CAUTION
For cold weather starting, ensure LEFT/RIGHT
MAG and BATT MASTR switches are off and
MIXTURE controls are in cut-off before turning
propeller manually.
NOTE
When starting at ambient temperatures +20°F and
below, operate first engine started with ALTR
Switch ON (at max charging rate not to exceed
1500 RPM) for 5 minutes minimum before
initiating start on second engine.
If engine does not start within 10 seconds, prime
and repeat starting procedure. Starter manufacturer
recommends starter cranking periods be limited to
10 seconds with a 20 second rest period between
cranking periods. Maximum of 6 start periods
allowed. If start is not achieved on sixth attempt
allow starter to cool for 30 minutes before
attempting additional starts. Longer cranking
periods will shorten the life of the starter.
NOTE
If available, preheat should be considered. Rotate
each propeller through three times manually
during preflight inspection.
Proceed to the appropriate ENGINE START checklist.

4-11
Section 4
4.5c Engine Start Checklists (Continued)
ENGINE START - COLD ENGINE

THROTTLES....................................................................... 1-INCH OPEN
LEFT/RIGHT ALTR Switches............................................................... ON
CAS Messages................................... CONSIDER ANY ILLUMINATED
PFD Annunciations............................ CONSIDER ANY ILLUMINATED
FIN STROBE Switch..................................................... .........................ON
*FUEL PUMP Switch............................................................................ oN
*MAG LEFT/RIGHT Switches.............................................................. ON
*MIXTURE................................................RICH (~4 Sec) then CUT-OFF
NOTE
The amount of prime depends on engine
temperature. Familiarity and practice will enable
the operator to estimate the amount of prime
required.
*Propeller Area................................................................................CLEAR
*ENG START Switch....................................................................... PRESS
*MIXTURE (when engine fires).................... ADVANCE to FULL RICH
*THROTTLE..................................................... aDJUST AS REQUIRED
*OIL PSI Indication........................................................................ CHECK
*FUEL PUMP Switch...........................OFF (if engine running smoothly)
Repeat Above Procedure (*) for Second Engine Start
THROTTLES.............................................................................. 1000 RPM
VOLTS Indication................................................ CHECK (28 + 1 VOLT)
L/R ALTR AMPS Indication........................................CHECK NORMAL
After engine start and the throttle is set as desired, the oil pressure
should be checked for a positive indication. If no oil pressure is indicated
within 30-seconds, shut down the engine and have it checked. In cold
weather it may take somewhat longer for an oil pressure indication.

4-12
SECTION 4

ENGINE START - COLD WEATHER
NOTE
If available, preheat should be considered. Refer
to the “Preheating” procedure in Section 10.4.
THROTTLES.................................................................... 1/2-INCH OPEN
FIN STROBE Switch................................................................... ...........ON
*FUEL PUMP Switch............................................................................ oN
*MIXTURE............................................................................. FULL RICH
*THROTTLE................ CLOSE (after 5 sec. of MIXTURE FULL RICH)
*THROTTLE..................................................... ADJUST AS REQUIRED
THROTTLES.............................................................................. 1000 RPM
VOLTS Indication..................................................CHECK (28 + 1 VOLT
ENGINE START - HOT ENGINE

THROTTLE...................................................................... 1/2-INCH OPEN
MIXTURE................................................................................... CUT-OFF
ALTR Switch.......................................................................................... ON

4-13
Section 4
ENGINE START - HOT ENGINE (Continued)

FIN STROBE Switch............................................................ ..................ON
note
Fuel pump may be turned ON after successful
engine start, if long periods of engine idle in high
ambient temperatures are anticipated.
MAG LEFT/RIGHT Switches................................................................ ON
Propeller Area..................................................................................CLEAR
ENG START Switch......................................................................... PRESS
MIXTURE (when engine fires).............................. ADVANCE SLOWLY
THROTTLE....................................................... ADJUST, then 1000 RPM
OIL PSI Indication.......................................................................... CHECK
ALTR AMPS Indication................................................CHECK NORMAL
ENGINE START - FLOODED

THROTTLE............................................................................ OPEN FULL
MIXTURE................................................................................... CUT-OFF
ALTR Switch.......................................................................................... ON
FIN STROBE Switch............................................................ ..................ON
note
Fuel pump may be turned ON after successful
engine start, if long periods of engine idle in high
ambient temperatures are anticipated.

4-14
SECTION 4

ENGINE START - FLOODED (Continued)
MAG LEFT/RIGHT Switches................................................................ ON
Propeller Area..................................................................................CLEAR
ENG START Switch......................................................................... PRESS
MIXTURE (when engine fires).............................. ADVANCE SLOWLY
THROTTLE...........................................................RETARD to 1000 RPM
OIL PSI Indication.......................................................................... CHECK
ALTR AMPS Indication...............................................CHECK NORMAL
After engine start and the throttle is set as desired, the oil pressure
should be checked for a positive indication. If no oil pressure is indicated
within 30-seconds, shut down the engine and have it checked. In cold
weather it may take somewhat longer for a positive oil pressure indication.

4-15
Section 4

ENGINE START - USING EXTERNAL POWER SOURCE
NOTE
The EMERG BATT switch may remain ON while
using external power. The emergency bus does
not receive power from the external power source
due to a relay in the circuit.

LEFT/RIGHT ALTR Switches............................................................. OFF
EMERG BATT Switch............................................................ Verify ARM
All Electrical Equipment....................................................................... OFF
External Power Plug........................................ INSERT in RECEPTACLE
THROTTLES.............................................................. 1-INCH OPEN
PROPELLERS....................................................... FULL INCREASE
FIN STROBE Switch.............................................................. ................ON
*FUEL PUMP Switch............................................................................ ON
*MIXTURE............................. FULL RICH (~4 Seconds) then CUT-OFF
*MIXTURE (when engine fires).................... ADVANCE to FULL RICH
*THROTTLE.................................................. LOWEST POSSIBLE RPM
External Power Plug........................ DISCONNECT from RECEPTACLE
Receptacle Door............................................................................... CLOSE
THROTTLES.............................................................................. 1000 RPM
OIL PSI Indication ......................................................................... CHECK
VOLTS Indication................... CHECK BUS VOLTAGE (28 + 1 VOLT)

4-16
SECTION 4

PREHEATING
For engine preheating information see Section 10.
4.5d Before Taxiing Checklist
WARM-UP
External Power Source Unit................................... REMOVE (If Applied)
THROTTLES...................................................................1000 - 1200 RPM
NOTE
Idle fuel mixture will be rich at high density
altitudes. Under extreme conditions it may be
necessary to manually lean the mixture in order
to sustain engine operation at low RPM. When
practical, operate the engines at higher idling
speed.
Do not operate the engines at high RPM when running up or taxiing

over ground containing loose stones, gravel or any loose material that may
cause damage to the propeller blades.

4-17
Section 4
4.5d Before Taxiing Checklist (Continued)
BEFORE TAXIING
AVION MASTER Switch...................................................................... ON
Multi-Function Display (MFD)...............................VERIFY DATABASE
CURRENCY
MFD Aux-Weight Planning.............. ENTER WEIGHTS AS REQUIRED
Fuel Totalizer (weight)...................FOB SYNC or ENTER MANUALLY
Lights................................................................................. AS REQUIRED
FUEL Selectors................................................ ON, CHECK X-FEED, ON
CABIN HEAT and DEFROSTER Switches.........................AS DESIRED
TAWS and TRAFFIC (if installed).................................................... TEST
COM/NAV Radios & AVIONICS.....................................CHECK & SET
MASTER WARN and MASTER CAUTION Switches.......................TEST
Autopilot Preflight Procedures.......................... PERFORM Per Procedure
Defined in S-TEC System 55X
Autopilot Supplement (see Section 9)
Manual Electric Trim Preflight Procedures PERFORM Per Procedure
Defined in S-TEC System 55X
Autopilot Supplement (see Section 9)
Standby Flight Instrument....................... VERIFY ON with NO RED-X’s
or FAILURE ANNUNCIATIONS
Altimeter/Standby Altimeter..................................................................SET
Passenger Briefing...................................................................COMPLETE
PARK BRAKE........................................................................... RELEASE
(Press toe brakes while pushing PARK BRAKE control knob)
A test of the MASTER WARN RESET and MASTER CAUTION

RESET switches is made by pressing the ANN TEST softkey on the AUX-
SYSTEM STATUS page of the MFD.

4-18
SECTION 4
4.5e Taxiing Checklist
TAXIING
Taxi Area.........................................................................................CLEAR
LEFT/RIGHT FUEL PUMP Switches.............................. AS REQUIRED
note
During extended periods of engine idle at high
ambient temperatures, fuel flow to the engine
can be interrupted by the formation of fuel vapor
bubbles in the fuel line. This condition can be
corrected by turning the electric fuel pump ON,
to provide positive pressure to the engine driven
pump inlet.
NOTE
speed.
THROTTLES................................................................. APPLY SLOWLY

Brakes.............................................................................................. CHECK
Steering........................................................................................... CHECK
Flight Instruments........................................................................... CHECK
note
During taxi, if the VOLTS indication decreases
into the warning range, increase engine RPM (if
possible) to retain adequate battery charging.
Turns during taxiing should be made using rudder pedal motion and
differential power rather than braking. This will extend the life of the brakes.

4-19
Section 4
4.5f Ground Check Checklist

GROUND CHECK
CAUTION
Alternate air is unfiltered. Use of ALT AIR during
ground or flight operations, when dust or other
contaminant’s are present, may result in engine
damage from particle ingestion.
PARK BRAKE......................................................................................SET
MIXTURES............................................................................. FULL RICH
THROTTLES.............................................................................. 1000 RPM
Engine Instruments......................................................................... CHECK
THROTTLES.............................................................................. 1500 RPM
PROPELLERS (Max. Drop - 300 RPM).................FEATHER - CHECK
THROTTLES.............................................................................. 2300 RPM
ALT AIR.............................................................CHECK ON (observe
approx. 25 RPM drop) then OFF
PROPELLERS (Max. Drop - 300 RPM).................................EXERCISE
THROTTLES.............................................................................. 2000 RPM
MAG (Max. Drop - 150 RPM:
Max. Diff. - 50 RPM)................................................................ CHECK
VOLTS Indication....................................... CHECK BUS (28 + 1 VOLT)
ALTR AMPS Indication...............................................CHECK NORMAL
WARNING
If flight into icing conditions (in visible moisture
below +5°C) is anticipated check the aircraft
ice protection system (optional equipment),
including the pitot heat, as described in Section
9, Supplement 3 Ice Protection System.
THROTTLES........................................................CLOSE - CHECK IDLE
THROTTLES...................................................................800 to 1000 RPM
Friction Handle......................................................................................SET
If E VOLTS indication less than 23.3 VOLTS during Before Starting

Engine Checklist:
EMERG BATT Switch......................... ...................................Verify ARM

4-20
SECTION 4
4.5f Ground Check Checklist (Continued)

GROUND CHECK (Continued)
AVION MASTER Switch.......................... ..........................................OFF
L ALTR Switch.............................. .......................................................OFF
R ALTR Switch.............................. ......................................................OFF
BATT MASTR Switch........................... ..............................................OFF
E VOLTS Indication............................................23.3 VOLTS MINIMUM
If E VOLTS still less than 23.3 VOLTS, IFR operations are not
authorized.
If E VOLTS greater than or equal to 23.3 VOLTS:
EMERG BATT Switch........................ ....................................Verify ARM
BATT MASTR Switch............................. ..............................................ON
L ALTR Switch................................. ......................................................ON
R ALTR Switch............................... .......................................................ON
AVION MASTER Switch........................... ...........................................ON
Before advancing the throttle(s) to check the propeller, magnetos, etc.,

ensure that the engine oil temperature is 75ºF or above. Face the airplane
into the wind if possible.
After advancing the throttles to 2300 RPM, the ALT AIR should be
checked and the PROPELLER controls should be exercised. Retard the
PROPELLER control until a 200-300 RPM drop is indicated. This should
be done three times on the first flight of the day.
Operations on one magneto should be kept to a minimum during the
magneto check at 2000 RPM.
During the alternator amperage checks, verify that the outputs are
normal and about equal left versus right.

4-21
Section 4
4.5g Before Takeoff Checklist

WARNING
Refer to paragraph 4.21, Icing Information, prior
to any flight operations. (Takeoff, cruise, landing,
etc.)
BEFORE TAKEOFF
Doors..................................................................... CLOSED & LATCHED
Seat Backs........................................................................................ ERECT
Seats........................................... ADJUSTED & LOCKED IN POSITION
Seat Belts, Harnesses.......................................... FASTENED/ADJUSTED
Armrests....................................................................................... STOWED
BATT MASTR Switch........................................................... VERIFY ON
LEFT/RIGHT ALTR Switches............................................... VERIFY ON
LEFT/RIGHT FUEL PUMP Switches................................................... ON
Flight Instruments........................................................................... CHECK
Standby Flight Instruments............................................................. CHECK
Engine Indications.......................................................................... CHECK
WARNING
If flight into icing conditions (in visible moisture
below +5°C) is anticipated or encountered during
climb, cruise or descent, activate the aircraft ice
protection system, including the pitot heat, as
described in Section 9, Supplement 3 Ice Protection
System.

4-22
SECTION 4
4.5g Before Takeoff Checklist (Continued)
BEFORE TAKEOFF (Continued)

PITOT/STALL WARN HEAT Switch.............................. AS REQUIRED
ALT AIR............................................................................................... OFF
FLAPS....................................................................................................SET
Stabilator and Rudder Trims..................................................................SET
Flight Controls................................................................................ CHECK
NAV/TAXI/LANDING LIGHTS Switches...................... AS REQUIRED
STROBE LIGHTS Switch...................................................................... ON
PARK BRAKE........................................................................... RELEASE
Note
TAS aural alerts will be muted during all gear
down operations.
A visual inspection of the flap position should be made prior to takeoff to

confirm that they have extended to the selected position.

4-23
Section 4
4.5h Takeoff Checklist
WARNING
Refer to paragraph 4.21, Icing Information, prior
to any flight operations. (Takeoff, cruise, landing,
etc.)
caution
Fast taxi turns immediately prior to takeoff should
be avoided to prevent unporting fuel feed lines.
nOTE
Takeoffs are normally made with full throttle.
However, under some off standard conditions,
the manifold pressure indication can exceed its
indicated limit at full throttle. Limit manifold
pressure to 38 in. Hg. maximum.
To achieve the takeoff performance specified in Section 5, it is

necessary to set rated power (2600 RPM, 38 in. Hg.) prior to brake release.
Takeoff should not be attempted with ice or frost on the wings. Takeoff
distances and 50-foot obstacle clearance distances are shown on charts in
the Performance Section of this handbook. The performance shown on
charts will be reduced by uphill gradient, tailwind component, or soft, wet,
rough or grassy surface, or poor pilot technique.
Avoid fast turns onto the runway, followed by immediate takeoff,
especially with a low fuel supply. Fast taxi turns immediately prior to
takeoff run can cause temporary malfunction of one engine on takeoff.
As power is applied at the start of the takeoff roll, look at the engine
instruments to see that the engines are operating properly and putting out
normal power, and at the airspeed indicator to see that it is functioning.
The takeoff roll should be discontinued if the throttles can not be opened
fully without backfiring or skipping, or if there is a reduction in engine
oil pressure. Apply throttle smoothly until 38 in. Hg. manifold pressure is
obtained. DO NOT APPLY ADDITIONAL THROTTLE.

4-24
SECTION 4
4.5h Takeoff Checklist (Continued)
normal (0° flap) performance takeoff

FLAPS......................................................................................................UP
Stabilator and Rudder Trim........................ CHECK SET (Takeoff Range)
Brakes...............................................................................APPLY & HOLD
PROPELLERS.................................. ………………….FULL INCREASE
THROTTLES....................................……………………….…..38 IN. HG
Brakes.......................................................................................... RELEASE
Rotate Speed.................................................................................. 81 KIAS
Obstacle Clearance Speed.............................................................. 82 KIAS
When gear down landing no longer possible:
GEAR Selector.........................................................................................UP
Climb Speed (after obstacle clearance)................... ......................88 KIAS
When a short field effort is required but the situation presents a wide
margin on obstacle clearance, the safest short field technique to use is with
the flaps up (0º). In the event of an engine failure, the airplane is in the best
flight configuration to sustain altitude immediately after the gear is raised.
The distances required using this takeoff procedure are given on a chart
in the Performance Section of this handbook.

4-25
Section 4

short field performance takeoff
FLAPS..................................................................................................... 25°
Stabilator and Rudder Trim............................CHECK SET (Slightly Nose
Up From Takeoff Range)
Brakes...............................................................................APPLY & HOLD
PROPELLERS.................................. ………………….FULL INCREASE
THROTTLES....................................……………………….…..38 IN. HG
Brakes.......................................................................................... RELEASE
Rotate Speed.................................................................................. 73 KIAS
Obstacle Clearance Speed.............................................................. 76 KIAS
When gear down landing no longer possible:
GEAR Selector.........................................................................................UP
FLAPS......................... RETRACT SLOWLY WHILE ACCELERATING
Climb Speed (after obstacle clearance)......................................... 88 KIAS
When the shortest possible ground roll and the greatest clearance
distance over a 50-foot obstacle is desired, use a 25-degree flap setting. Set
the stabilator trim indicator slightly nose up from the takeoff range. Apply
and hold the brakes and bring the engines to full power before release.
Release the brakes, accelerate to 73 KIAS and rotate firmly so that when
passing through the 50-foot height the airspeed is approximately 76 KIAS.
Retract the gear when a gear down landing is no longer possible on the
runway. Select Landing Light off after gear retraction and use Taxi/Rec
Lights as required.
It should be noted that the airplane is momentarily near Vmc when
using the above procedure. IN THE EVENT THAT AN ENGINE
FAILURE SHOULD OCCUR WHILE THE AIRPLANE IS AT THIS
AIRSPEED, IT IS MANDATORY THAT THE THROTTLE ON THE
OPERATING ENGINE BE RETARDED AND THE NOSE LOWERED
IMMEDIATELY TO MAINTAIN CONTROL OF THE AIRPLANE.
It should also be noted that when a 25-degree flap setting is used on the
takeoff roll, an effort to hold the airplane on the runway too long may result
in a wheel barrowing tendency. This should be avoided.

4-26
SECTION 4

short field performance takeoff (Continued)
This procedure should only be used when conditions truly require this
kind of performance. The pilot must be aware that he achieves this improved
performance only at the expense of a reduction in his safety margins. If an
engine failure were to occur near the obstacle with the gear and flaps still
down, the only choice available to the pilot is to reduce the remaining power
to idle and make the best possible landing straight ahead since single engine
performance under these conditions is non-existent.
The distances required using this takeoff procedure are given on a chart
in the Performance Section of this handbook.
4.5i Climb Checklist

Maximum performance CLIMB
Climb Speed Best Rate (Flaps 0º)................................................. 88 KIAS
Climb Speed Best Angle (Flaps 0º)............................................... 83 KIAS
PROPELLERS................................................ …………………2600 RPM
THROTTLES....................................……………………….…..38 IN. HG
COWL FLAPS........................................................................ FULL OPEN
LEFT/RIGHT FUEL PUMP Switches................... OFF at a safe altitude
(ON above 10,000 FT)
LANDING/PULSE LIGHT Switch............. ......................AS REQUIRED
During climb-out after takeoff, it is recommended that the best angle

of climb speed (83 KIAS) be maintained only if obstacle clearance is a
consideration. The best rate of climb speed (88 KIAS) should be maintained
with takeoff power on the engines until adequate terrain clearance is
obtained.

4-27
Section 4
4.5i Climb Checklist (Continued)

CRUISE CLIMB
PROPELLERS............................................................................ 2500 RPM
THROTTLES...............................................................................32 IN. HG
Climb Speed................................................................................. 110 KIAS
COWL FLAPS.................................. CLOSED (or 1/2 OPEN if required)
LEFT/RIGHT FUEL PUMP Switches................... OFF at a safe altitude
(ON above 10,000 FT)
LANDING/PULSE LIGHT Switch............. ......................AS REQUIRED
The combination of reduced power and increased airspeed provides

better engine cooling, less engine wear, reduced noise levels and better
forward visibility.
When reducing engine power, the throttles should be retarded first,
followed by the propeller controls. The mixture controls should remain
at FULL RICH during the climb. Cowl flaps should be set to the 1/2
OPEN position or adjusted as required, to maintain cylinder head and oil
temperatures within their normal ranges.
Consistent operational use of the cruise climb power settings is strongly
recommended since this practice will make a substantial contribution to
increased engine life, and will reduce the incidence of premature engine
overhaul.
4.5j Cruise Checklist

CRUISING
Power........................... SET per POWER SETTING TABLE in Section 5
MIXTURES...................................................................................ADJUST
LEFT/RIGHT FUEL PUMP Switches ................................................ OFF
COWL FLAPS................................................................... As Required
For maximum engine service life, cylinder head temperatures should be

maintained below 420ºF and oil temperatures below 200ºF during cruise.
These temperatures can be maintained by opening the cowl flaps, reducing
the power, enriching the mixture, or any combination of these methods.

4-28
SECTION 4
4.5j Cruise Checklist (Continued)

WARNING
Flight in icing conditions is prohibited unless
aircraft is equipped with the approved and
complete Piper ice protection system (see
Section 9, Supplement 3). If icing is encountered,
immediate action should be taken to fly out of
icing conditions. Icing is hazardous due to greatly
reduced performance, loss of forward visibility,
possible longitudinal control difficulties due
to increased control sensitivity and impaired
powerplant and fuel system operation.
The pilot should monitor weather conditions while flying and should
be alert to conditions which might lead to icing. If induction system icing is
expected, place the ALT AIR control in the ON position.
The ALTR AMPS indication should be monitored during flight,
especially during night or instrument flight, so that corrective measures
can be taken in case of malfunction. The procedures for dealing with
electrical failures are contained in the Emergency Procedures Section of this
handbook. The sooner a problem is recognized and corrective action taken,
the greater is the chance of avoiding total electrical failure.
The LEFT ALTR and RIGHT ALTR switches should be ON for
normal operations. Electrical system indications can be viewed on the EIS
display of the MFD. Certain failures can cause the alternator output voltage
to increase uncontrollably. To prevent damage, alternator control units are
installed to automatically shut off the alternator(s).
CAS warning messages L ALTR FAIL and R ALTR FAIL will be
generated to warn of the tripped condition. Alternator output will vary
with the electrical equipment in use and the state of charge of the battery.
Alternator output should not exceed 85 amperes. The VOLTS indication
will flash red whenever the bus voltage is below requirements.

4-29
Section 4
4.5j Cruise Checklist (Continued)

Should the current requirement exceed 170 amps, the alternators
will continue at 85 amps each, the remainder coming from the battery.
Therefore, to ensure against battery discharge, it is recommended that
electrical loads be adjusted to limit continuous alternator outputs to 85
amps. It is not recommended to take off into IFR operation with only one
alternator operative even though electrical loads may be less than 85 amps.
Since the SENECA V has one combined fuel tank per engine, it
is advisable to feed the engines symmetrically during cruise so that
approximately the same amount of fuel will be left in each side for the
landing. A crossfeed is provided and can be used in cruise after 30 minutes
of flight to balance the fuel quantity and extend the range during single-
engine operation.
During flight, maintain awareness of time and fuel used in connection
with power settings to determine how the fuel flow and fuel quantity
systems are functioning. If the fuel flow indication is considerably higher
than the fuel actually being consumed, or if an asymmetric fuel flow
indication is observed, a fuel nozzle may be clogged and require cleaning.
Any errors present in the fuel flow indications will also add inaccuracies to
the pilot selectable Fuel Range Ring on the MFD’s moving map.
There are no mechanical uplocks in the landing gear system. In the
event of a hydraulic system malfunction, the landing gear will free-fall to
the gear down position.
The true airspeed with gear down is approximately 75% of the gear
retracted airspeed for any given power setting. Allowances for the reduction
in airspeed and range should be made when planning extended flight
between remote airfields or flight over water.
For flight above 12,500 feet see FAR 91.32 requirements for oxygen
and Section 9, Supplements in this handbook.

4-30
SECTION 4
4.5k Descent Checklist

DESCENT
THROTTLES..................................................................... As Required
MIXTURES...................................................................................ADJUST
COWL FLAPS.............................................................................. CLOSED
Windshield DEFROST Switch..............................................AS DESIRED
When power is reduced for descent, the mixtures should be enriched

as altitude decreases. The propellers may be left at cruise setting, however,
if the propeller speed is reduced, it should be done after the throttles have
been retarded. Cowl flaps should normally be closed and the TIT should
be maintained at approximately 1300ºF or higher to keep the engines at the
proper operating temperature.
4.5l Approach and Landing Checklist

NOTE
The HSI will auto-slew during CDI transitions to
LOC, LOC BC, LDA, or SDF approaches if the
approach is activated in the G1000 system. The
pilot should always double check the inbound
course pointer prior to initiating a VHF NAV
approach.
Approach and Landing
COM/NAV Radios & Avionics..........................................CHECK & SET
Altimeter/Standby Altimeter..................................................................SET
Seat Backs........................................................................................ ERECT
Seat Belts, Harnesses............................................... FASTEN/ADJUSTED
Armrests ...................................................................................... STOWED
LEFT/RIGHT FUEL PUMP Switches................................................... ON
COWL FLAPS................................................................... As Required
FLAPS........................................................... SET (10º @ 140 KIAS max.)
Landing Gear (Below 128 KIAS).................................................... DOWN
4-31
Section 4
4.5l Approach and Landing Checklist (Continued)

Approach and Landing (Continued)
Note
down operations.
Nacelle Mirror............................................ CHECK NOSE GEAR DOWN
LANDING LIGHTS Switch........................... ...................AS REQUIRED
PARK BRAKE............................................................Verify OFF (PUSH)
Toe Brakes..............................................................DEPRESS TO CHECK
Autopilot............................................... ..............................DISCONNECT
(Above 200 feet AGL)
YAW Damper Switch...........................................................AUTO or OFF
Sometime prior to the start of the approach, verify the altimeters are set
and the navigation source information being provided to the HSI is set for
the desired published approach.
During the approach to landing, the CHECK GEAR aural alert may
sound, along with the appropriate CAS message. The mutable CHECK
GEAR aural alert is produced by manifold pressure(s) less than 14 in. Hg
and the non-mutable CHECK GEAR aural alert is produced when the flaps
are extended beyond 10º. The severity of the CAS message is related to the
aircraft’s proximity of the ground, with a caution being generated above
~400 feet AGL and a warning being generated below ~400 feet AGL. See
Section 7 for complete details.
Prior to entering the traffic pattern, the autopilot should be disengaged
and yaw damper should be selected to AUTO or OFF and the aircraft should
be slowed to approximately 120 KIAS. This speed should be maintained on
the downwind leg and the landing checks should be made.
Maintain a traffic pattern speed of 100 KIAS and a final approach speed
of 90 KIAS. If the aircraft is lightly loaded, the final approach speed may be
reduced to 79 KIAS.
When the power is reduced on close-in final approach, the propeller
controls should be advanced to full increase position to provide maximum
power in the event of a go-around.
The landing gear position should be checked again on final approach by
checking the three green indications on the EIS display and looking at the
external mirror to verify that the nose gear is extended.
4-32
SECTION 4
NOTE
down operations.
NOTE
The air conditioner should be OFF to ensure
maximum rate of climb in the event of a go-around.
Pump the toe brakes to ensure that the system
is capable of uniform/adequate braking during
landing rollout.
Flap position for landing will depend on runway length and surface
wind. Full flaps will reduce stall speed during final approach and will permit
contact with the runway at a slower speed.
Good pattern management includes a smooth, gradual reduction of
power on final approach, with the power fully off before the wheels touch
the runway. This allows the CHECK GEAR aural alert to sound if the gear
is not down and locked. If electric trim is available, it can be used to assist a
smooth back pressure during flare out.
Maximum braking after touchdown is achieved by retracting the
flaps, applying back pressure to the control wheel and applying pressure
on the brakes. However, unless extra braking is needed or unless a strong
crosswind or gusty wind conditions exists, it is best to wait until turning off
the runway to retract the flaps. This will permit full attention to be given to
the landing and landing roll, and will also prevent the pilot from accidentally
reaching for the gear handle instead of the flap handle.
NORMAL Landing
FLAPS (Below 113 KIAS)................................................... FULL DOWN
Airspeed......................................................................................... 88 KIAS
Trim.................................................................................... AS REQUIRED
THROTTLES..................................................................... AS REQUIRED
Touchdown....................MAIN WHEELS then GENTLY LOWER NOSE
Braking............................................................................... AS REQUIRED
For a normal landing, approach with full flaps (40°) and partial power until
shortly before touch-down. Hold the nose up as long as possible before and
after contacting the ground with the main wheels.
If a crosswind or high wind landing is necessary, approach with higher than
normal speed and with 0° to 25° of flaps. Immediately after touchdown,
raise the flaps.
4-33
Section 4
4.5l Approach and Landing Checklist (Continued)
NORMAL Landing (Continued)

During a crosswind approach, hold a crab angle into the wind until
ready to flare for the landing, then lower the upwind wing to eliminate the
wind drift while using opposite rudder to keep the wheels aligned with the
runway. Avoid prolonged side slips with a low fuel indication.
The maximum demonstrated crosswind component for landing is 17
KTS.
SHORT FIELD performance Landing

FLAPS (Below 113 KIAS)................................................... FULL DOWN
Airspeed......................................................................................... 82 KIAS
Trim.................................................................................... AS REQUIRED
THROTTLES.......................................................................................IDLE
Touchdown....................MAIN WHEELS then GENTLY LOWER NOSE
FLAPS.........................................................................................RETRACT
Control Wheel...............................................................BACK PRESSURE
Braking.............................................MAXIMUM WITHOUT SKIDDING
4.5m Go-Around Checklist
Go-Around
THROTTLES.......................................................................... FULL OPEN
Control Wheel........................................ BACK PRESSURE TO OBTAIN
POSITIVE CLIMB ATTITUDE at 85 KIAS
FLAPS.......................................................................RETRACT SLOWLY
GEAR Selector.........................................................................................UP
COWL FLAPS................................................................... AS REQUIRED
Trim.................................................................................... AS REQUIRED

4-34
SECTION 4
4.5n After Landing Checklist

After Landing
Clear of runway.
FLAPS.........................................................................................RETRACT
COWL FLAPS........................................................................ FULL OPEN
Air Conditioner (if installed).................................................AS DESIRED
Radar (if installed)................................................................................ OFF
LEFT/RIGHT FUEL PUMP Switches.............................. AS REQUIRED
note
During extended periods of engine idle at high
ambient temperatures, fuel flow to the engine
can be interrupted by the formation of fuel vapor
bubbles in the fuel line. This condition can be
corrected by turning the FUEL PUMP ON, to
provide positive pressure to the engine driven
pump inlet.
NOTE
speed.
STROBE LIGHTS Switch................................................. AS REQUIRED

LANDING LIGHTS Switch.............................................. AS REQUIRED
TAXI LIGHT Switch......................................................... AS REQUIRED

4-35
Section 4
4.5o Stopping Engine Checklist
Stopping Engine
CABIN HEAT Switch (if ON)............................... FAN 2 MIN. then OFF
AVION MASTER Switch.................................................................... OFF
LEFT/RIGHT FUEL PUMP Switches................................................. OFF
EMERG BATT Switch.......................................................... ...............OFF
All Electrical Equipment....................................................................... OFF
THROTTLES.......................................................................................IDLE
MIXTURES................................................................................. CUT-OFF
LEFT/RIGHT ENG MAG Switches..................................................... OFF
LEFT/RIGHT ALTR Switches............................................................. OFF
Interior Lights (at night)....................................................................... OFF
Exterior Lights.............................................................. ........................OFF
The flaps must be placed in the UP position for the flap step to support
weight. Passengers should be cautioned accordingly.
4.5p Mooring Checklist

Mooring
PARK BRAKE......................................................................................SET
Control Wheel....................................................... SECURED with seatbelt
Wheel Chocks.............................................................................IN PLACE
Tiedowns....................................................................................... SECURE
If necessary, the airplane should be moved on the ground with the aid
of the optional nose wheel tow bar, which is stowed in the forward
baggage compartment.
The parking brake should be set and the ailerons and stabilator should
be secured by looping the seatbelt through the control wheel and pulling
it snug. The rudder need not be secured under normal conditions, as its
connection to the nose wheel holds it in position. The flaps are locked when
in the fully retracted position.
Wheel chocks should be positioned in place. Tie-down ropes may be
attached to mooring rings under each wing and to the tail skid.
4-36
SECTION 4
4.7 STALLS
The loss of altitude during a power off stall with the gear and flaps
retracted may be as much as 400 feet. The loss of altitude with the gear down
and 40° of flaps may also be as much as 400 feet.
A power on stall may result in as much as 150 feet of altitude loss.
Note
The stall warning system is inoperative with the
BATT MASTR switch OFF.
4.9 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is
recommended that when turbulent air is encountered or expected, the
airspeed be reduced to the maximum operating maneuvering speed
(Vo) to reduce the structural loads caused by gusts and to allow
for inadvertent speed build-ups which may occur as a result of the
turbulence or of distractions caused by the conditions. (See Subsection
2.3)
4.11 Reserved
4.13 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 multi-engine 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.
Vsse is not a limitation. However, it is recommended that, except for

training, demonstrations, takeoffs, and landings, the airplane should not be flown
at a speed slower than Vsse
The intentional one engine inoperative speed, Vsse, for the SENECA V is
85 KIAS.

4-37
Section 4
4.15 Vmca - AIR MINIMUM CONTROL SPEED

Vmca is the minimum flight speed at which a twin-engine airplane is
directionally and/or laterally controllable as determined in accordance with
Federal Aviation Regulations. Airplane certification conditions include one
engine becoming inoperative and windmilling; not more than a 5° bank toward
the operative engine; landing gear up; flaps in takeoff position; and most
rearward center of gravity.
Vmca for the SENECA V has been determined to be 66 KIAS. Under no

circumstances should an attempt be made to fly at a speed below this Vmca with
only one engine operating. As a safety precaution, when operating under
single-engine flight conditions either in training or in emergency situations,
maintain an indicated airspeed above 85 KIAS, Vsse.
The Vmca demonstration, which may be required for the FAA flight 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 Vmca 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, stall buffet or
warning, rudder or ailerons at full travel, or Vmca (red line on the Airspeed
Indicator) is reached.
Initiate recovery during the demonstration by immediately reducing power

on the operating engine and promptly lowering the nose of the airplane to
accelerate to Vsse.
The most critical situation occurs where the stall speed and Vmca speed
coincide. Care should be taken to avoid this flight condition, because at this point
loss of directional control occurs at the same time the airplane stalls, and a spin
could result.

4-38
SECTION 4
4.15 Vmca - AIR MINIMUM CONTROL SPEED (Continued)
Vmca DEMONSTRATION
(a) GEAR Selector...................................................................................UP

(b) FLAPS................................................................................................UP
(c) Airspeed..................................................... at or above 85 KIAS (Vsse)
(d) MIXTURE.......................................................................... FULL RICH
(e) PROPELLERS......................................................... FULL INCREASE
(f) THROTTLE (Simulated Inoperative Engine)................................IDLE
(g) THROTTLE (Other Engine)............................... MAX ALLOWABLE
(h) Airspeed.................................Reduce approximately 1 knot per second
until either STALL WARNING,
full CONTROL travel
or Vmca is obtained
CAUTION
Use rudder to maintain directional control
(heading) and ailerons to maintain 5° bank towards
the operative engine (lateral attitude). At the first
sign of either Vmca (airspeed indicator red line)
or stall warning (which may be evidenced by:
inability to maintain heading or bank attitude,
aerodynamic stall buffet, or STALL..STALL aural
alert), immediately initiate recovery; reduce power
to idle on the operative engine, and immediately
lower the nose to regain Vmca and continue
accelerating to Vsse.
CAUTION
One engine inoperative stalls are not recommended.
Under no circumstances should an attempt be made to fly at a speed below

Vmca with only one engine operating.

4-39
Section 4
4.17 practice ONE ENGINE INOPERATIVE flight

Simulated one engine inoperative flight can be practiced without actually
shutting down one engine by setting the propeller rpm of an engine to
approximate zero thrust. This is accomplished at typical training altitudes with
the throttle adjusted to produce the appropriate engine speed shown below and
the mixture full rich, or leaned as required for smooth low power operation.
Propeller rpm for Zero Thrust:

The RPM used to simulate one engine inoperative flight is approximately
2300 RPM.
4.19 NOISE LEVEL

The corrected noise level of this aircraft is 75.6 dB(A) with the three blade
propeller.
No determination has been made by the Federal Aviation Administration

that the noise levels of this airplane are or should be acceptable or unacceptable
for operation at, into, or out of, any airport.
The above statement notwithstanding, the noise level stated above has been
verified by and approved by the Federal Aviation Administration in noise level
test flights conducted in accordance with FAR 36, Noise Standards - Aircraft
Type and Airworthiness Certification. This aircraft model is in compliance with
all FAR 36 Appendix G noise standards applicable to this type.
The corrected noise level of this aircraft as measured per ICAO Annex 16,
Chapter 10, is 77.6 dB(A) for aircraft with the three blade propeller.

4-40
SECTION 4
4.21 ICING INFORMATION
“THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO

SEVERE IN-FLIGHT ICING”
Visible rain at temperatures below 0 degrees Celsius ambient air
temperature.
Droplets that splash or splatter on impact at temperature below 0 degrees
Celsius ambient air temperature.
“PROCEDURES FOR EXITING THE SEVERE ICING

ENVIRONMENT”
These procedures are applicable to all flight phases from takeoff to landing.
Monitor the ambient air temperature. While severe icing may form at
temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at
temperatures around freezing with visible moisture present. If the visual cues
specified in the Limitations Section of the AFM for identifying severe icing
conditions are observed, accomplish the following:
• Immediately request priority handling from Air Traffic Control to facilitate

a route or an altitude change to exit the severe icing conditions in order to
avoid extended exposure to flight conditions more severe than those for
which the airplane has been certificated.
• Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
• Do not engage the autopilot.
• If the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot.
• If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-of-attack.
• Do not extend flaps when holding in icing conditions. Operation with flaps
extended can result in a reduced wing angle-of-attack, with the possibility
of ice forming on the upper surface further aft on the wing than normal,
possibly aft of the protected area.
• If the flaps are extended, do not retract them until the airframe is clear of ice.
• Report these weather conditions to Air Traffic Control.

4-41
Section 4

4-42
SECTION 5
PA-34-220T, SENECA V PERFORMANCE
TABLE OF CONTENTS
SECTION 5
PERFORMANCE
Paragraph Page
No. No.
5.1 General..................................................................................... 5-1

5.3 Introduction - Performance and Flight Planning..................... 5-1
5.5 Flight Planning Example.......................................................... 5-3
5.7 Performance Graphs................................................................. 5-9
List of Figures...................................................................... 5-9

5-i
SECTION 5
PERFORMANCE PA-34-220T, SENECA V

5-ii
SECTION 5
SECTION 5
PERFORMANCE
5.1 GENERAL
This section contains the required FAA performance information applicable
to this aircraft. Additional information is provided for flight planning purposes.
Performance information associated with those optional systems and

equipment which require handbook supplements is provided by Section 9
(Supplements).
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING

The performance information presented in this section is based on measured
Flight Test Data corrected to I.C.A.O. standard day conditions and analytically
expanded for the various parameters of weight, altitude, temperature, etc.
The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or mechanical deterioration of the aircraft.
This performance, however, can be duplicated by following the stated procedures
in a properly maintained airplane.
Effects of conditions not considered on the charts must be evaluated by the
pilot, such as the effect of soft or grass runway surface on takeoff and landing
performance, or the effect of winds aloft on cruise and range performance.
Endurance can be grossly affected by improper leaning procedures, and inflight
fuel flow and quantity checks are recommended.

5-1
SECTION 5
The information provided by paragraph 5.5 (Flight Planning 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
Performance information derived by extrapolation
beyond the limits shown on the charts should not
be used for flight planning purposes.

5-2
SECTION 5
5.5 FLIGHT PLANNING EXAMPLE

(a) Aircraft Loading
The first step in planning the flight is to 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 as certified at the factory
has been entered in Figure 6-5. If any alterations to the airplane have
been made affecting weight and balance, reference to the aircraft
logbook and Weight and Balance Record (Figure 6-7) should be made
to determine the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11)
and C.G. Range and Weight graph (Figure 6-15) to determine the total
weight of the airplane and the center of gravity position. Example:
The landing weight cannot be determined until the weight of the

fuel to be used has been established [refer to item (g)(l)].
(1) Basic Empty Weight 3122 lbs.

(2) Occupants (2 x 170 lbs.) 340 lbs.
(3) Baggage and Cargo 27 lbs.
(4) Fuel (6 lb./gal. x 80) 480 lbs.
(5) Takeoff Weight 3969 lbs.
(6) Landing Weight
(a)(5) minus (g)(1), (3969 lbs. minus 355 lbs.) 3614 lbs.
The takeoff and landing weights are below the maximums and the
weight and balance calculations have determined that the C.G. position
is within the approved limits.

5-3
SECTION 5
(b) Takeoff and Landing

Apply the departure airport conditions and takeoff weight to the
appropriate Takeoff Performance and Accelerate and Stop Distance
graphs (Figures 5-11 thru 5-17) to determine the length of runway
necessary for the takeoff and/or the barrier distance.
The landing distance calculations are performed in the same

manner using the existing conditions at the destination airport and,
when established, the landing weight.
The conditions and calculations for the example flight are listed
below. The takeoff and landing distances required for the example
flight have fallen well below the available runway lengths.
Departure Destination
Airport Airport
(1) Pressure Altitude 2000 ft. 3000 ft.
(2) Temperature 21°C 22°C
(3) Wind Component 9 KTS 10 KTS
(Headwind) (Headwind)
(4) Runway Length Available 7400 ft. 9000 ft.
(5) Runway Required
(Normal Procedure, Std. Brakes)
Takeoff 1620 ft.*
Accelerate and Stop 3032 ft.**
Landing 2240 ft.***
NOTE
The remainder of the performance charts used
in this flight plan example assume a no wind
condition. The effect of winds aloft must be
considered by the pilot when computing climb,
cruise and descent performance.
* reference Figure 5-15
** reference Figure 5-11
*** reference Figure 5-45

5-4
SECTION 5
(c) Climb
The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be considered in
determining the climb components from the Fuel, Time and Distance
to Climb graph ( Figure 5-25). After the fuel, time and distance for the
cruise pressure altitude and outside air temperature values have been
established, apply the existing conditions at the departure field to the
graph (Figure 5-25). Now, subtract the values obtained from the graph
for the field of departure conditions from those for the cruise pressure
altitude.
The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for field
pressure altitude and temperature.
The following values were determined from the above instructions
in the flight planning example.
(1) Cruise Pressure Altitude 16,500 ft.

(2) Cruise OAT -13°C
(3) Time to Climb (12.5 min. minus 1.5 min.) 11 min*
(4) Distance to Climb (22 naut. miles
minus 2 naut. miles) 20 n.m.*
(5) Fuel to Climb (12 gal. minus 1 gal.) 11 Gal.*

5-5
SECTION 5
(d) Descent
The descent data will be determined prior to the cruise data to

provide the descent distance for establishing the total cruise distance.
Utilizing the cruise pressure altitude and OAT, determine the

basic fuel, time and distance for descent (Figure 5-41). These figures
must be adjusted for the field pressure altitude and temperature at the
destination airport. To find the necessary adjustment values, use the
existing pressure altitude and temperature conditions at the destination
airport as variables to find the fuel, time and distance values from the
graph (Figure 5-41). Now, subtract the values obtained from the
field conditions from the values obtained from the cruise conditions to
find the true fuel, time and distance values needed for the flight plan.
The values obtained by proper utilization of the graphs for the

descent segment of the example are shown below.
(1) Time to Descend

(16 min. minus 3 min.) 13 min.*
(2) Distance to Descend
(44 naut. miles minus
7 naut. miles) 37 n.m.*
(3) Fuel to Descend
(6 gal. minus 1 gal.) 5 Gal*

5-6
SECTION 5
(e) Cruise
Using the total distance to be traveled during the flight, subtract

the previously calculated distance to climb and distance to descend to
establish the total cruise distance. Refer to the Power Setting Tables
when selecting the cruise power setting. 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 (Figure 5-31).
Calculate the cruise fuel for the cruise power setting from the
information provided on Figure 5-29.
The cruise time is found by dividing the cruise distance by the

cruise speed and the cruise fuel is found by multiplying the cruise fuel
flow by the cruise time.
The cruise calculations established for the cruise segment of the

flight planning example are as follows:
(1) Total Distance 394 n.m.

(2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2),
(394 n.m. minus 20 n.m.
miles minus 37 n.m. ) 337 n.m.
(3) Cruise Power Normal Cruise
(4) Cruise Speed 187 kts.*
(5) Cruise Fuel Consumption Approx. 24 GPH**
(6) Cruise Time
(e)(2) divided by (e)(4), (337
miles divided by 187 kts) 1.8 hr.
(7) Cruise Fuel
(e)(5) multiplied by (e)(6),
(24 GPH multiplied by 1.8 hr.) 43.2 gal.

** reference Figure 5-29

5-7
SECTION 5
(f) Total Flight Time

The total flight time is determined by adding the time to climb, the
time to descend and the cruise time. Remember! The time values taken
from the climb and descent graphs are in minutes and must be
converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning

example.
(1) Total Flight Time

(c)(3) plus (d)(1) plus (e)(6),
(0.18 hrs. plus 0.22 plus 1.8 hr.) 2.2 hrs.
(g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb, the
fuel to descend and the cruise fuel. When the total fuel (in gallons) is
determined, multiply this value by 6 lb. / gal. to determine the total
fuel weight used for the flight.
The total fuel calculations for the example flight plan are shown
below.
(1) Total Fuel Required

(c)(5) plus (d)(3) plus (e)(7),
(11 gal. plus 5 gal. plus 43.2) 59.2 gal.
(59.2 gal. multiplied by 6 lb./gal.) 355.2 lb.

5-8
SECTION 5
5.7 performance graphs
LIST OF FIGURES
Figure Page
No. No.
5-1 Temperature Conversion.......................................................... 5-11

5-3 Airspeed System Calibration.................................................... 5-12
5-5 Stall Speed vs. Angle of Bank................................................. 5-13
5-7 ISA Conversion........................................................................ 5-14
5-9 Wind Components.................................................................... 5-15
5-11 Accelerate and Stop Distance - 0° Flaps.................................. 5-16
5-13 Accelerate and Stop Distance - 25° Flaps................................ 5-17
5-15 Normal Procedure Takeoff - 0° Flaps...................................... 5-18
5-16 Reserved................................................................................... 5-19
5-17 Maximum Effort Takeoff - 25° Flaps...................................... 5-20
5-19 Takeoff Climb Performance -Gear Extended ......................... 5-21
5-21 Multi Engine Climb Performance -Gear Retracted.................. 5-22
5-23 Single Engine Climb Performance - Gear Retracted.............. 5-23
5-25 Time, Fuel and Distance to Climb........................................... 5-24
5-27 Time, Fuel and Distance to Cruise Climb................................ 5-25
5-29 Power Setting Table................................................................. 5-26
5-31 Speed Power............................................................................. 5-27
5-33 Reserved................................................................................... 5-28
5-35 Standard Temperature Range- 122 Gallons Usable................. 5-29
5-37 Reserved................................................................................... 5-30
5-39 Endurance- 122 Gallons Usable............................................... 5-31
5-41 Time, Fuel and Distance to Descend....................................... 5-32
5-43 Balked Landing Climb Performance........................................ 5-33
5-45 Normal Procedure Landing - 40° Flaps................................... 5-34
5-47 Short Field Landing Procedure - 40° Flaps............................. 5-35

5-9
SECTION 5

5-10
SECTION 5
TEMPERATURE CONVERSION
Figure 5-1

5-11
SECTION 5
AIRSPEED CALIBRATION
Figure 5-3

5-12
SECTION 5
STALL SPEED VS. ANGLE OF BANK

Figure 5-5

5-13
SECTION 5
ISA CONVERSION
Figure 5-7

5-14
SECTION 5
WIND COMPONENTS
Figure 5-9

5-15
SECTION 5
ACCELERATE AND STOP DISTANCE - 0º FLAPS

Figure 5-11

5-16
SECTION 5
ACCELERATE AND STOP DISTANCE - 25º FLAPS

Figure 5-13

5-17
SECTION 5
NORMAL PROCEDURE TAKEOFF - 0º FLAPS

Figure 5-15

5-18
SECTION 5

5-19
SECTION 5
MAXIMUM EFFORT TAKEOFF - 25° FLAPS

Figure 5-17

5-20
SECTION 5
TAKEOFF CLIMB PERFORMANCE

Figure 5-19

5-21
SECTION 5
MULTI ENGINE CLIMB PERFORMANCE GEAR RETRACTED

Figure 5-21

5-22
SECTION 5
SINGLE ENGINE CLIMB PERFORMANCE GEAR RETRACTED

Figure 5-23

5-23
SECTION 5
TIME, FUEL, AND DISTANCE TO CLIMB

Figure 5-25

5-24
SECTION 5
TIME, FUEL, AND DISTANCE TO CRUISE CLIMB

Figure 5-27

5-25
SECTION 5
POWER SETTING TABLE

Figure 5-29

5-26
SECTION 5
SPEED POWER
Figure 5-31

5-27
SECTION 5

5-28
SECTION 5
STANDARD TEMPERATURE RANGE - 122 GALLONS USABLE

Figure 5-35

5-29
SECTION 5

5-30
SECTION 5
endurance - 122 gallons usable

Figure 5-39

5-31
SECTION 5
TIME, FUEL AND DISTANCE TO DESCEND

Figure 5-41

5-32
SECTION 5
BALKED LANDING CLIMB PERFORMANCE

Figure 5-43

5-33
SECTION 5
NORMAL PROCEDURE LANDING - 40° FLAPS

Figure 5-45

5-34
SECTION 5
SHORT FIELD LANDING PROCEDURE - 40° FLAPS

Figure 5-47

5-35
SECTION 5

5-36
SECTION 6
PA-34-220T, SENECA V WEIGHT AND BALANCE
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General..................................................................................... 6-1

6.3 Airplane Weighing Procedure.................................................. 6-2
6.5 Weight and Balance Data and Record..................................... 6-5
6.7 General Loading Recommendations........................................ 6-9
6.9 Weight and Balance Determination for Flight......................... 6-10
Equipment List (Form 240 0258)........................ ENCLOSED WITH

THIS HANDBOOK

6-i
SECTION 6
WEIGHT AND BALANCE PA-34-220T, SENECA V

6-ii
SECTION 6
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center
of gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers flexibility of loading it cannot be flown with the
maximum number of adult passengers, full fuel tanks and maximum baggage.
The pilot must ensure that the airplane is loaded within the loading envelope
before a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane

will not take 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 gravity is a determining factor in flight characteristics. If the C.G.

is too far forward in any airplane, it may be difficult to rotate for takeoff or
landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff
or tend to pitch up during climb. Longitudinal stability will be reduced. This can
lead to inadvertent stalls and even spins; and spin recovery becomes more
difficult as the center of gravity moves aft of the approved limit.
A properly loaded airplane, however, will perform as intended. Before the

airplane is certified, it is weighed, and a basic empty weight and C.G. location
is computed (basic empty weight consists of the standard empty weight of the
airplane plus the optional equipment). Using the basic empty weight and C.G.
location, the pilot can easily determine the weight and C.G. position for the
loaded airplane by computing the total weight and moment and then determining
whether they are within the approved envelope.

6-1
SECTION 6
6.1 GENERAL (Continued)

The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 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 responsible
for the work is required to compute a new basic empty weight and C.G.
position and to write these in the Aircraft Log Book and the Weight and
Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much fuel

or baggage can be boarded so as to keep the C.G. within allowable limits. Check
calculations prior to adding fuel to ensure against improper loading.
The following pages are forms used in weighing an airplane in production

and in computing basic empty weight, C.G. position, and useful load. Note that
the useful load includes usable fuel, baggage, cargo and passengers. Following
this is the method for computing takeoff weight and C.G.
6.3 AIRPLANE WEIGHING PROCEDURES

At the time of certification, Piper provides each airplane with the basic
empty weight and center of gravity location. This data is supplied by Figure 6-5.
The removal or addition of equipment or airplane modifications can affect

the basic empty weight and center of gravity. The following is a weighing
procedure to determine this basic empty weight and center of gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipment list are
installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags
and tools from the airplane before weighing.

6-2
SECTION 6
(3) Defuel airplane. Then open all fuel drains until all remaining fuel
is drained. Operate each engine until all undrainable fuel is used
and engine stops. Then add the unusable fuel (6.0 gallons total,
3.0 gallons each wing).
(4) Fill with oil to full capacity.
(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward
position. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the proper
location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in
scale readings due to wind.
(b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the fully
extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to
center bubble on level.
(c) Weighing- Airplane Basic Empty Weight
(1) With the airplane level and the brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Basic Empty Weight, as Weighed (T)
WEIGHING FORM
Figure 6-1

6-3
SECTION 6
6.3 AIRPLANE WEIGHING PROCEDURES (Cont)

(d) Basic Empty Weight Center of Gravity
(1) The following geometry applies to the PA-34-220T airplane when
it is level. Refer to Leveling paragraph 6.3 (b).
LEVELING DIAGRAM
Figure 6-3
(2) The basic empty weight center of gravity (as weighed including
optional equipment, full oil and unusable fuel) can be determined
by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches

T
Where: T = N + R + L

6-4
SECTION 6
6.5 WEIGHT AND BALANCE DATA AND RECORD

The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-5 are for the airplane as certified at the factory. These figures
apply only to the specific airplane serial number and registration number shown.
The basic empty weight of the airplane as certified at the factory has been
entered in the Weight and Balance Record (Figure 6-7). 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 weight or moment must be entered in
the Weight and Balance Record.

6-5
SECTION 6
MODEL PA-34-220T, SENECA V
Airplane Serial Number________________________________
Registration Number___________________________________
Date________________________________________________
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft = Moment
(Lbs.) of Datum) (In-Lbs.)
Item
Actual
Standard Empty Weight* Computed
Optional Equipment
Basic Empty Weight
* The standard empty weight includes full oil capacity and 6.0 gallons of
unusable fuel.
AIRPLANE USEFUL LOAD-- NORMAL CATEGORY OPERATION
(Ramp Weight)** - (Basic Empty Weight) = Useful Load
(4773 lbs.) - ( lbs.) = lbs.
this basic empty weight, c.g. and useful load are for
the airplane as CERTIFIed at the factory. refer to the
appropriate aircraft record when alterations have
been made.
** Includes fuel allowances for start-up, taxi and run-up (23 lbs.).
weight and balance data form

Figure 6-5

6-6
SECTION 6
WEIGHT AND BALANCE RECORD

Figure 6-7

6-7
SECTION 6
WEIGHT AND BALANCE RECORD (cont)

Figure 6-7 (cont)

6-8
SECTION 6
6.7 GENERAL LOADING RECOMMENDATIONS

The following general loading recommendation is intended only as a guide.
The charts, graphs, and instructions should be checked to assure the airplane is
within the allowable weight vs. center of gravity envelope.
Standard 5 seat and console configuration:

(a) Pilot Only
Load rear baggage compartment to capacity first. Without aft baggage,
fuel load may be limited by forward envelope for some combinations
of optional equipment.
(b) 2 Occupants - Pilot and Passenger in Front
Load rear baggage compartment to capacity first. Without aft baggage,
fuel load may be limited by forward envelope for some combinations
of optional equipment.
(c) 3 Occupants - 2 in front, 1 in middle
Load rear baggage compartment to capacity first. Baggage in nose may
be limited by forward envelope. Without aft baggage, fuel may be limited
by forward envelope for some combinations of optional equipment.
(d) 4 Occupants - 2 in front, 1 in middle, 1 in rear
Investigation is required to determine optimum location for baggage.
(e) 4 Occupants - 2 in front, 2 in rear
(f) 5 Occupants - 2 in front, 1 in middle, 2 in rear
With 5 occupants the aft passengers, weight, fuel and baggage may be
limited by envelope. Investigation is required to determine optimum
location for baggage. Note placard if installed.
Optional six seat configuration:

(g) 4 Occupants - 2 in front, 2 in middle
Load rear baggage compartment to capacity first. Baggage in nose may
be limited by forward envelope. Without aft baggage, fuel load may
be limited by forward envelope for some combinations of optional
equipment.
(h) 5 Occupants - 2 in front, 2 in middle, 1 in rear

6-9
SECTION 6
6.7 GENERAL LOADING RECOMMENDATIONS (Continued)
(i) 5 Occupants - 1 in front, 2 in middle, 2 in rear

Load forward baggage compartment to capacity first. Aft baggage and/
or fuel load may be limited by aft envelope.
(j) 6 Occupants - 2 in front, 2 in middle, 2 in rear
With six occupants, the aft passengers weight, fuel and baggage may
be limited by envelope. Investigation is required to determine optimum
location for baggage. Note placard if installed.
For all airplane configurations, it is the responsibility of the pilot in
command to make sure that the airplane always remains within the allowable
weight vs. center of gravity envelope while in flight.
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all
items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight
moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-15). If the point falls
within the C.G. envelope, the loading meets the weight and balance
requirements.
NOTES
Actual fuel allowance for start-up, taxi and run-up
(23 lbs. max.) should be determined based on local
operating condition.
Moment due to gear retraction does not significantly

affect C.G. location.

6-10
SECTION 6
Arm Aft
Weight Datum Moment
(Lbs.) (Inches) (In-Lbs)
Basic Empty Weight 3212 88.5 284262
Pilot and Front Passenger 340 85.5 29070
Passengers (Center Seats) 236 119.1 28108
(Aft Facing)
Passengers (Rear Seats) 340 157.6 53585
Baggage (Forward) (100 Lbs. Max.) 100 22.5 2250

Baggage (Aft) (100 Lbs. Max.) 178.7
Zero Fuel Weight (4479 Lbs. Max - Std) 4228 94.0 397275
(See equipment list.)
Fuel (122 Gal. Max.) 545 93.6 51012
Ramp Weight (4773 Lbs. Max.) 4773 93.9 448287

Fuel Allowance for Start, Taxi -23 93.6 -2153
Runup
Takeoff Weight (4750 Lbs. Max.) 4750 93.9 446134
The center of gravity (C.G.) of this sample loading problem is at 93.9 inches aft of the datum
line. Locate this point (93.9) on the C.G. range and weight graph. Since this point falls within the
weight - C.G. envelope, this loading meets the weight and balance requirements.
Takeoff Weight (4750 Lbs. Max.) 4750 93.9 446134

Minus Estimated Fuel Burnoff -450 93.6 -42120
Landing Weight (4513 Lbs. Max.) 4300 93.9 404014
Locate the center of gravity for the landing weight on the C.G. range and weight graph. If
this point falls within the weight C.G. envelope, the loading may be assumed acceptable for landing
it is the responsibility of the pilot and aircraft owner to ensure

that the airplane is loaded properly.
sample loading problem

Figure 6-9

6-11
SECTION 6
Arm Aft
Weight Datum Moment
(Lbs.) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 85.5
Passengers (Center Seats) 119.1
(Aft Facing)
Passengers (Rear Seats) 157.6
Baggage (Forward) (100 Lbs. Max.) 22.5

Baggage (Aft) (100 Lbs. Max.) 178.7
Zero Fuel Weight (4479 Lbs. Max - Std)
(See equipment list.)
Fuel (122 Gal. Max.). 93.6
Ramp Weight (4773 Lbs. Max.)

Fuel Allowance for Start, Taxi -23 93.6 -2153
Runup
Takeoff Weight (4750 Lbs. Max.)
The center of gravity (C.G.) for the takeoff weight of the actual loading problem is at _______
inches aft of the datum line. Locate this point (_____) on the C.G. range and weight graph.
If this point falls within the weight - C.G. envelope, this loading meets the weight and balance
requirements.
Takeoff Weight (4750 Lbs. Max.)

Minus Estimated Fuel Burnoff 93.6
Landing Weight (4513 Lbs. Max.)
Locate the center of gravity for the landing weight on the C.G. range and weight graph. If this
point falls within the weight C.G. envelope, the loading may be assumed acceptable for landing.
it is the responsibility of the pilot and aircraft owner to ensure that
the airplane is loaded properly.
WEIGHT AND BALANCE LOADING FORM

Figure 6-11

6-12
SECTION 6
LOADING GRAPH
Figure 6-13

6-13
SECTION 6
C. G. RANGE AND WEIGHT

Figure 6-15

6-14
SECTION 7
PA-34-220T, SENECA V DESCR / OPERATION
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION
OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
7.1 The Airplane............................................................................. 7-1
7.3 Airframe................................................................................... 7-1
7.5 Engines and Propellers............................................................. 7-2
7.7 Engine Controls........................................................................ 7-6
7.9 Garmin G1000 Avionics System.............................................. 7-8
7.11 Standby Instruments................................................................. 7-45
7.13 Landing Gear............................................................................ 7-46
7.15 Brake System............................................................................ 7-53
7.17 Flight Control System.............................................................. 7-54
7.19 Fuel System.............................................................................. 7-56
7.21 Electrical System...................................................................... 7-60
7.23 Pitot Static System................................................................... 7-71
7.25 Heating, Ventilating and Defrosting System........................... 7-73
7.27 Instrument Panel....................................................................... 7-77
7.29 Cabin Features.......................................................................... 7-82
7.31 Baggage Area........................................................................... 7-85
7.33 Finish........................................................................................ 7-87
7.35 Stall Warning............................................................................ 7-87
7.37 Emergency Locator Transmitter............................................... 7-88
Artex ME-406 Operation..................................................... 7-88

7-i
SECTION 7
DESCR / OPERATION PA-34-220T, SENECA V

7-ii
SECTION 7
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE

The SENECA V is a twin-engine, all metal, retractable landing gear,
turbocharged airplane. It has seating for up to six occupants, (1) one hundred
pound luggage compartment located in the nose, and (1) eighty-five pound
luggage area aft of the rear seats.
7.3 AIRFRAME
The basic airframe is of aluminum alloy with steel engine mounts and
landing gear and thermo-plastic or fiberglass fairings. Aerobatics are prohibited
in this airplane since the structure is not designed for aerobatic loads.
The fuselage is a semi-monocoque structure. There is a front door on the

right side and a rear door on the left. A cargo door is installed aft of the rear
passenger door. Both rear doors may be opened for loading large pieces of cargo.
A door on the left side of the nose section gives access to the nose section
baggage compartment.
The wing is of a conventional design and employs a laminar flow NACA

652-415 airfoil section. The main spar is located at approximately 40% of the
chord aft of the leading edge. The wings are attached to the fuselage by the
insertion of the butt ends of the spar into a spar box carry-through, which is an
integral part of the fuselage structure. The bolting of the spar ends into the spar
box carry-through structure, which is located under the center seats provides, in
effect, a continuous main spar. The wings are also attached fore and aft of the
main spar by an auxiliary front spar and a rear spar. The rear spar, in addition to
taking torque and drag loads, provides a mount for flaps and ailerons. Each wing
contains three fuel tanks as standard equipment. The tanks on one side are filled
through a single filler neck located well outboard of the engine nacelle.

7-1
SECTION 7
7.3 AIRFRAME (Continued)

A vertical stabilizer, an all-movable horizontal stabilator. and a rudder make
up the empennage. The stabilator incorporates an anti-servo tab which improves
longitudinal stability and provides longitudinal trim. This tab moves in the same
direction as the stabilator, but with increased travel. Rudder effectiveness is
increased by a servo tab on the rudder. This tab lags behind the rudder inputs.
7.5 ENGINES and propellers

Engines
The Seneca V is powered by two Continental Motors L/TSIO-360-RB
engines. They are direct drive, horizontally opposed, fuel injected, air cooled,
turbocharged-aftercooled with the variable wastegate, variable-absolute control
system. Maximum continuous rated power is 220 horsepower at 2600 RPM and
38 inches Hg. manifold pressure.
Accessories normally installed include a belt-driven alternator, a propeller

governor, two magnetos, an oil filter, a starter, one gear-driven vacuum pump
and a belt-driven air conditioning compressor (TSIO-360-RB only).
The engines are equipped with engine mounted 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 thrust is eliminated by the counter-rotation of the engines, the
left engine rotating in a clockwise direction when viewed from the cockpit, and
the right engine rotating counterclockwise.
The engine oil dipstick is accessible through an access door on the top of
the engine cowling. The oil dipsticks are not interchangeable from one engine
to the other.
The engine is accessible through a removable four piece fiberglass engine

cowling. Engine mounts are constructed of steel tubing, and a fully focalized bed
type dynafocal configuration is incorporated to reduce vibration.

7-2
SECTION 7
7.5 ENGINES and propellers (Continued)

Turbocharger
Turbochargers extract energy from engine cylinder exhaust gases and
use this energy to compress engine induction air. This allows the engine to
maintain rated power at altitude. When engine induction air is compressed by
the turbocharger, the air temperature is increased. The elevated air temperature
is reduced by an air aftercooler located between the compressor and the throttle.
This aids in engine cooling and improves engine power and efficiency.
The turbocharger extracts exhaust energy from the cylinders to pressurize
the induction air. Air flows through a flush inlet located on the right side of the
lower cowling and into an induction air box, where it is filtered and then passes
on to the turbo compressor. At the compressor, air pressure and temperature are
increased. Pressure increases air density making a greater mass of air available
to the engine cylinders on the intake stroke. Air then flows through an aftercooler
where air temperature is reduced, further increasing the density of air available
to the cylinder. Downstream of the aftercooler, induction air flows across the
throttle butterfly valve into individual intake tubes flowing to each cylinder.
Metered fuel is injected into the cylinder head, upstream of the intake valve.
After the fuel burns in the cylinder, exhaust gases flow into the exhaust manifold
and then to the turbocharger where exhaust energy is extracted to drive the
compressor.
Turbo compressed air is throttled across the throttle butterfly as set by the
throttle lever. A variable absolute control system monitors pressure differential
and uses engine oil pressure to automatically position the waste gate valve. The
waste gate bleeds excess exhaust gas from the exhaust transition to the tailpipe,
bypassing the turbocharger. Thus the controller automatically maintains manifold
pressure.
The engine is protected against overboost damage from excessive manifold
pressure. The wastegate controller senses manifold pressure and will continually
adjust turbocharger output, maintaining the manifold pressure set by the throttle.
The controller automatically protects the engine from overboost damage by
limiting manifold pressure to 38 inches Hg. In the event of a controller
malfunction, there is a pressure relief valve on the induction wing assembly
which will relieve manifold pressure at approximately 42 in. Hg.
Manifold pressure limits can be exceeded with full throttle operation during
certain off standard ambient conditions and low engine oil temperature. During
such conditions limit manifold pressure to 38 inches maximum.

7-3
SECTION 7

Induction Air System
CAUTION
Alternate air is unfiltered. Use of alternate air
during ground or flight operations when dust
or other contaminants are present may result in
engine damage from particle ingestion.
The engine air induction system receives ram air through a flush inlet
located on the right side of the lower cowling. Air enters this inlet and flows
through a removable air filter located in an airbox which is an integral part of the
cowling. The filter removes dust and other foreign matter from the induction air.
However, in the event the flush inlet or the filter should become obstructed by ice
or other causes, the pilot must manually select alternate air to provide air to the
engine. This alternate air control is located on the center console just below the
engine control quadrant. When the induction air lever is up, or on primary air, the
engine is operating on filtered air drawn through the flush inlet in the cowling.
When the lever is down, or on alternate air, the engine is operating on unfiltered
air, drawn from inside the cowling. In addition to the alternate air door, this lever
actuation also controls a butterfly valve located in the air duct which supplies
cooling air to the aftercooler. The purpose of this valve is to simultaneously
close off the cooling air to the induction aftercooler when alternate air is
selected thus providing additional heat to the induction air to eliminate any
ice in the induction system should it form.
Application of alternate air will result in a loss of manifold pressure when

operating at high altitude where the turbocharger wastegate is closed. Loss of
manifold pressure of up to 5 inches of Hg. can result at maximum continuous
power, with a possible greater reduction resulting at cruise power settings.
Fuel Injection System

The engines are equipped with a Precision RSA-5AD2 fuel injection system.
An engine-driven fuel pump supplies fuel under pressure to the fuel injection
regulator, which measures air flow and meters the correct proportion of fuel to
a flow divider. The flow divider then directs the fuel to each of the individual
cylinder injection nozzles. A fuel vent system provides a common reference
point vent pressure to the engine driven fuel pump and injection nozzles. The
vent source is taken downstream of the turbocharger to ensure proper vent
pressure during turbocharger operation.

7-4
SECTION 7

Propellers
Counter-rotation of the propellers provides balance thrust during takeoff and
climb and eliminates the critical engine factor in single-engine flight.
The Seneca V is equipped with all metal. Three blade, constant speed,
controllable pitch and fully feathering McCauley propellers.
Constant propeller rotational speed (RPM) is maintained by a balance of air

load and engine rotational forces. The Hartzell governor, mounted on the left
front of the engine pressurizes and regulates the flow of engine oil to a piston
in the propeller dome. The piston is mechanically linked to the propeller blades.
Governor oil pressure against the piston works to decrease propeller blade pitch,
thus increasing propeller and engine RPM. The counterweights located on the
propeller blade shank cause a centrifugal twisting moment on the propeller blade
which works to increase blade pitch and decrease propeller and engine RPM.
Simple control of the interaction of these and other forces to maintain a constant
RPM is provided by the propeller control lever in the cockpit.
Each propeller is controlled by the propeller control levers located in the

center of the power control quadrant. Feathering of a propeller is accomplished
by moving the propeller control lever fully aft through the low RPM detent,
into FEATHER position. Feathering takes place in approximately six seconds.
Unfeathering is accomplished by moving the propeller control forward and
engaging the starter until the propeller is windmilling.

7-5
SECTION 7
7.7 engine controls

Engine controls consist of a throttle, a propeller control and a mixture
control lever for each engine. These controls are located on the control quadrant
on the lower center of the instrument panel where they are accessible to both the
pilot and the copilot. The controls utilize teflon-lined control cables to reduce
friction and binding.
The throttle levers are used to adjust the manifold pressure. If the landing
gear is not locked down, a “Check Gear” alert will sound (see Section 7.13
Gear Position Unsafe for additional detail) until the gear is down and locked or
until the power is increased. This is a safety feature to warn the pilot of an
inadvertent gear up landing.
All throttle operations should be made with a smooth, not too rapid
movement to prevent unnecessary engine wear or damage to the engines, and to
allow time for the turbocharger speed to stabilize.
The propeller control levers are used to adjust the propeller speed from high
RPM (low pitch) to feather (high pitch).
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 (cut-
off) position.
cowl flap control

Figure 7-1

7-6
SECTION 7
7.7 engine controls (Continued)
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 in a selected position.
The alternate air controls are located on the control quadrant just below the
engine control levers. When an alternate air lever is in the up, or off, position
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. Should the primary air
source become blocked, the alternate air control lever must be moved and locked
to the down (alternate air ON) position.
The cowl flap control levers (Figure 7-1), located below the control
quadrant, are used to regulate cooling air for the engines. The levers have three
positions: full open, full closed, and intermediate. A lock incorporated in each
control lever locks the cowl flap in the selected position. To operate the cowl
flaps, depress the lock and move the lever toward the desired setting. Release the
lock after initial movement and continue movement of the lever. The control will
stop and lock into place at the next setting. The lock must be depressed for each
selection of a new cowl flap setting. The full open position is used for climb and
ground operations while the intermediate lever position is used for single engine
operation.

7-7
SECTION 7
7.9 GARMIN G1000 AVIONICS SYSTEM

NOTE
Refer to the Garmin G1000 Pilot’s Guide for the
Piper PA-34 Seneca, Garmin P/N 190-01404-00
Rev. A or later appropriate revision, for complete
descriptions of the G1000 system and operating
procedures.
The Garmin G1000 Integrated Avionics System consists of dual Primary
Flight Displays (PFD), a Multi-Function Display (MFD), an Audio Panel, an
Attitude and Heading Reference System (AHRS), an Air Data Computer (ADC),
and the sensors and computers to process flight and engine information for
display to the pilot. Options for dual AHRS and dual ADC are also available.The
system contains dual GPS WAAS receivers, dual VOR/ILS receivers, dual VHF
communications transceivers, a transponder, and an integrated crew alerting
system (CAS) to alert the pilot via status /advisory messages, caution messages
and warning messages. The G1000 system also provides system messages which
alert the pilot to abnormalities associated with the G1000 system. The G1000
system also has a terrain proximity system, Traffic Information Service (TIS) and
FliteCharts. Optional avionics equipment include ADF, DME, Class B TAWS,
Traffic Advisory System (TAS), Stormscope, Jeppesen ChartView, weather
radar, Synthetic Vision, AOPA Facilities Directory, Iridium Worldwide Weather
Services, Iridium Voice Calls and SMS Text, and the Garmin Datalink (GDL) for
XM weather and music.
Primary Flight Display

The Primary Flight Display (PFD) typically displays airspeed, attitude, altitude,
and heading information in a traditional format. Slip information is shown as a
trapezoid under the bank pointer. One width of the trapezoid is equal to a one
ball width slip. Rate of turn information is shown on the scale above the rotat-
ing compass card; a standard rate turn is accomplished when the turn rate trend
vector stops at the second tick mark (standard rate tick mark). OAT information
is presented in the lower left corner of the PFD. The measured value of OAT is
adjusted for probe recovery factor and ram air effects to indicate static air tem-
perature.
The primary function of the PFDs is to provide attitude and heading data
from the Attitude and Heading Reference System, air data from the Air Data
Computer, and navigation and alerting information. The PFDs may also be used
for flight planning and increased situational awareness via the Synthetic Vision
and Pathways.
7-8
SECTION 7
Primary Flight Display (continued)

The following controls are available on the PFD (clockwise from top right):
• Communications frequency volume and squelch knob
• Communications frequency transfer button
• Communications frequency set knobs
• Altimeter (BARO) setting knob (large knob)
• Course knob (small knob)
• Map range knob and cursor control
• FMS control buttons and knob
• Flight planning buttons
• PFD softkey buttons
• Altitude reference set knob
• Heading bug control
• Navigation frequency set knobs
• Navigation frequency transfer button
• Navigation frequency volume and Identifier knob
The primary function of the VHF Communication portion of the G1000 is to
enable external radio communication. The primary function of the VOR/ILS
Receiver portion of the equipment is to receive VOR, Localizer, and Glide Slope
signals. The primary function of the GPS portion of the system is to acquire sig-
nals from the GPS and WAAS satellites and process this information in real-time
to obtain the user’s position, velocity, and time. This GPS WAAS is certified
under TSO C146a and therefore is qualified as a primary navigation system.The
PFD also displays autopilot status and mode annunciation, at the top, center of
the display.

7-9
SECTION 7

Attitude and Heading Reference System (AHRS)
The AHRS uses GPS, rate sensors, air data, and magnetic variation to
provide pitch and roll attitude, sideslip and heading to the display system. The
AHRS incorporates internal monitors to determine validity of its parameters.
For dual AHRS installations, if a parameter is suspect but still within tolerance
of the internal monitors, the appropriate MISCOMPARE annunciation will
be posted and the pilot, considering similar parameters for comparison, must
determine the suspect parameter. If the parameter is determined invalid by the
internal monitors, a red-x is displayed over the invalid parameter and a NO
COMPARE annunciation is posted. If the AHRS becomes invalid, a red-x and
amber ATTITUDE FAIL will be displayed on the attitude display. The course
pointer on the HSI will indicate straight up and the course may be set using the
digital window. The AHRS will align while the aircraft is in motion, but will
align quicker if the wings are kept level during the alignment process. If an entire
AHRS becomes invalid while in flight, the G1000 system will automatically
select the other AHRS, as indicated by a BOTH ON AHRS 1 or BOTH ON
AHRS2 annunciation, depending on which AHRS is functioning, and post the
appropriate NO COMPARE annunciations. If the AHRS becomes valid again,
the pilot must manually re-select that AHRS if desired. Selection of the AHRS
to use is made via the SENSOR softkey on the PFD.
Air Data Computer (ADC)

The ADC provides airspeed, altitude, vertical speed, and air temperature to
the display system. In addition to the primary displays, this information is used
by the FMS and Traffic systems.
The ADC incorporates internal monitors to determine validity of its
parameters. If a parameter is suspect but still within tolerance of the internal
monitors, the appropriate MISCOMPARE annunciation will be posted and the
pilot, considering similar parameters for comparison, must determine the suspect
parameter. If the parameter is determined invalid by the internal monitors, a
red-x is displayed over the invalid parameter and a NO COMPARE annunciation
is posted. If the ADC becomes invalid, a red-x and amber AIRSPEED FAIL,
ALTITUDE FAIL, and VERTICAL SPEED FAIL will be displayed on the
appropriate display. When the dual ADC option is present and an entire ADC
becomes invalid while in flight, the G1000 system will automatically select
the other ADC, as indicated by a BOTH ON ADC1 or BOTH ON ADC2
annunciation, depending on which ADC is functioning, and post the appropriate
NO COMPARE annunciations. If the ADC becomes valid again, the pilot must
manually re-select that ADC if desired via the SENSOR softkey on the PFD.

7-10
SECTION 7

Reversionary Mode - PFD
The PFDs will automatically be displayed in a composite format (Reversionary
mode) for emergency use if the MFD display fails. The DISPLAY BACKUP
button on the audio panel should also be pressed. In the composite mode, the
PFD will display the engine parameters typically reserved for the MFD, including
the full crew alerting system and autopilot annunciations, and only limited map
functions are available via the inset map.
Autopilot Integration
The G1000 system provides heading, course (VHF and GPS), and altitude
information to the Cobham/S-TEC System 55X Autopilot via the heading bug,
course deviation indicator (CDI), and altitude preselect, respectively. Altitude
changes are commanded using a combination of S-TEC 55X and G1000 inputs.
To capture a new altitude, first input the desired altitude using the altitude
(ALT) preselect on the PFD, then use the S-TEC 55X to select ALT and VS
simultaneously. The desired vertical speed must be input from the S-TEC 55X
and the VS target/bug will be shown on the VS scale of the PFD. The Altitude
preselect will flash when approaching within 1000 feet of the selected altitude,
and an audio tone is played when approaching or deviating within 200 feet of
the selected altitude. Flight director command bars on the PFD attitude indicator
are always displayed when the autopilot master switch is in either the FD/AP or
FD position and a vertical mode on the autopilot is active. When the autopilot
master switch is in the FD position, the autopilot servos will be disengaged,
the annunciation FD will be shown on the PFD, and the aircraft must be flown
manually. Autopilot control is not available from the MFD when in reversionary
mode or the co-pilot’s PFD. Autopilot mode annunciations are shown on the
autopilot computer and on the autopilot annunciator row at the top of each PFD.
An additional annunciator “TRIM” appears in the autopilot annunciator field
of the PFD. It appears whenever the FD/AP switch is turned ON and elevator
trim is running. If elevator trim is activated by the switches on the control yoke,
the TRIM annunciation will flash continuously. If elevator trim is activated
by the autopilot (auto-trim), the TRIM annunciation will appear steady for the
first 3-seconds of continuous activation, then flash. The TRIM annunciation
does not appear when the trim wheel is moved manually or when the autopilot
is selected off. Refer to Section 9, S-TEC System 55X Autopilot, for autopilot
preflight checks and detailed instructions on operation of the autopilot and flight
director. For additional information, see the S-TEC System 55X Pilot Operating
Handbook, P/N 87109.

7-11
SECTION 7
Autopilot Integration (continued)

The following autopilot modes are supported by the PFD:
1. HDG (Heading, using the heading bug)
2. NAV (Nav, using the course pointer and course deviation indicator)
3. GPSS (GPS Steering, using GPS course guidance)
4. APR (Approach, using the CDI and VDI, including automatic glide
slope capture). In order to capture the vertical glidepath for LPV or
LNAV/VNAV instrument approaches, APR mode must be selected on
the autopilot. The autopilot will not track the vertical glidepath in GPS
Roll Steering mode (GPSS).
5. REV (Reverse sensing CDI approach)
NOTE
When HDG mode is engaged, rotation of the
heading bug greater than 180° will result in a
reversal of turn direction.
Synthetic Vision System (SVS) - Optional

The Synthetic Vision System (SVS) is a visual enhancement to the G1000.
Terrain-SVS is displayed on the PFD as a forward-looking depiction of the
topography immediately in front of the aircraft. The depicted imagery is derived
from the aircraft attitude, heading, GPS three-dimensional position, and a
database of terrain, obstacles, and other relevant features. The following SVS
enhancements appear on the PFD:
• Pathways
• Flight Path Marker
• Horizon Heading Marks
• Traffic Display
• Airport Signs
• Runway Display
• Terrain Alerting
• Obstacle Alerting
• Water
• Zero-Pitch Line
Optional Terrain Awareness and Warning System - Class B (TAWS-B) or
standard Terrain-SVS information is integrated within SVS to provide visual and
audible alerts of terrain threats relative to the projected flight path. In addition
to the standard TAWS or Terrain-SVS alerts, Terrain-SVS offers a three-
dimensional view of terrain and obstacles. Terrain and/or obstacles that pose a
threat to the aircraft in flight are shaded yellow or red. SVS is activated from
7-12
SECTION 7
Synthetic Vision System (SVS) - Optional (continued)

the PFD using the softkey located along the bottom edge of the display.
Pressing the softkeys turn the related function on or off. SVS functions are
displayed on three levels of softkeys. The PFD softkey leads into the PFD
function softkeys, including synthetic vision. Pressing the SYN VIS soft key
enables synthetic vision and displays the PATHWAY, SYN TERR, HRZN
HDG, and APTSIGNS softkeys. The BACK softkey returns to the previous
level of softkeys. The SYN TERR softkey must be active (grey with black
characters) before any other SVS feature may be activated.
Multi-Function Display
The Multi-Function Display (MFD) is located in the center of the instrument
panel, between the two PFD’s. The primary functions of the MFD include the
display of:
• Engine parameters
• Aircraft system parameters
• Dedicated map pages for:
• Navigation Map
• Traffic Map
• Weather Radar
• Stormscope
• Weather Datalink
• TAWS-B
In addition to map functions, the MFD incorporates features for waypoint
information, auxiliary information, flight plan information, and nearest
information. These features are selected by use of the large FMS knob on
the MFD. The selection options disappear after 10-seconds of inactivity and
reappear by activating the large FMS knob.
Along the left side of the MFD is an Engine Indicating System (EIS) window
that displays engine parameters, electrical system parameters, fuel quantity, flap
position and landing gear position and status. The Engine Indicating System
(EIS) window is displayed at all times, regardless of the page selection.
The MFD also incorporates a dedicated Engine Indicating System (EIS)
page as shown in Figure 7-2. Some of the parameters that normally appear in
the EIS window now appear in different locations on the EIS page. Additionally,
there are a few engine and system parameters displayed on the EIS page that do
not appear in the EIS window. Parameters that are shown on the EIS page that
do not appear on the EIS window have dedicated CAS messages to alert the pilot
during instances when EIS page is not being displayed.

7-13
SECTION 7
Multi-Function Display (Continued)
EIS PAGE
Figure 7-2

7-14
SECTION 7
Multi-Function Display (Continued)

Crew Alerting System (CAS) Messages
The Crew Alerting System (CAS) consists of Master Warning and Master
Caution indicators operating in conjunction with CAS text messages. The
Master Warning and Caution indicators (labeled MASTER WARN RESET and
MASTER CAUTION RESET) are illuminated push-button switches, centered
above each PFD. They are used to annunciate, and to acknowledge warning and
caution alerts. CAS text messages appear on the right side of each PFD during
normal and reversionary mode operations. The severity of CAS messages are
categorized as Warning, Caution and Advisory as follows:
Red Warning Messages

All Warning messages consist of a flashing red Master Warning indica-
tor, located above each PFD, and a flashing (inversely red on white) CAS
Warning text message located on the right side of each PFD. All Warnings
are accompanied by a repeating triple chime, which can be silenced by
pressing (acknowledging) the MASTER WARN RESET switch. When
acknowledged, the MASTER WARN RESET switch will extinguish, the
CAS Warning text messages, if applicable, will stop flashing and will revert
to normal (red on black) messages, and the aural chime will silence. CAS
Warning text messages will persist until the initiating condition is removed.
If the warning was initiated by a parameter whose indication appears on the
Engine Indicating System (EIS) strip of the MFD, a CAS Warning text mes-
sage will not be present and that parameter’s indication will flash until the
condition is removed. The typical flashing Master Warning indicator and
continuous aural chime will accompany these warnings.

7-15
SECTION 7
Multi-Function Display (continued)

Amber Caution Messages
Caution messages consist of an amber Master Caution indicator, located
above each PFD, and a (inversely black on amber) CAS Caution text mes-
sage located on the right side of each PFD. Cautions are accompanied by a
non-repeating double aural chime. Caution messages can be acknowledged
by pressing the MASTER CAUTION RESET switch. When acknowledged,
the MASTER CAUTION RESET switch will extinguish, the CAS Caution
text messages, if applicable, will revert to normal (amber on black) mes-
sages. CAS Caution text messages will persist until the initiating condition
is removed. If the Caution was initiated by a parameter whose indication
appears on the Engine Indicating System (EIS) strip of the MFD, a CAS
Caution text message will not be present and that parameter’s indication
will remain steady amber until the condition is removed. The typical Master
Caution indicator and non-repeating double aural chime will accompany
these cautions.
White Advisory Messages

CAS Advisory text messages appear in the CAS window in white text.
Advisory messages do not require acknowledgment via the Master Caution
or Master Warning switches and are accompanied by a single aural chime.
CAS Advisory Messages persist until the initiating condition is removed.
NOTE
The Garmin G1000 Cockpit Reference Guide for
the Piper PA-34 Seneca, Garmin P/N 190-1405-
00, latest revision and the Garmin G1000 Pilot’s
Guide for the Piper PA-34-220T, Garmin P/N
190-01404-00, latest revision, contain detailed
descriptions of the annunciator system (CAS
and Non-CAS) and all warnings, cautions and
advisories.

7-16
SECTION 7

Reversionary Mode - MFD
Should the PFD in front of the pilot become inoperative, the MFD can be selected
into reversionary mode by pressing the red DISPLAY BACKUP on the audio
panel. The MFD will then show typical PFD information, including the horizon
with airplane symbol, rotating compass card with heading and course deviation,
the pilot selectable data fields, transponder information and G1000 system mes-
sages. Autopilot annunciations will not be available on the MFD in the reversion-
ary mode configuration. Information retained from the MFD will also be avail-
able, including engine parameters, flight planning information with DTK and
DIS fields, and an inset map with all features except radar and Garmin Datalink..
Navigation
See section 1.18 for navigation system equipment approvals and section 2.29 for
navigation system limitations.

7-17
SECTION 7

Traffic Information Service (TIS)
NOTE
If the G1000 system is configured to use the
optional Traffic Advisory System (TAS), TIS will
not be available for use.
Traffic Information Service (TIS) provides a graphic display of traffic advisory

information to the pilot. The G1000 system performs an automatic test of the
TIS system upon power-up. If the TIS power-up test is passed, it will enter
STANDBY mode while on the ground. If the TIS power-up test is failed, a failure
annunciation will be indicated in the center of the Traffic Map page. The traffic
mode of operation is indicated in the upper-left corner of the Traffic Map page.
The TIS will automatically switch to OPERATING mode once the aircraft is air-
borne and provide a voice or tone audio output and a graphic display of traffic.
TIS uses the Mode S transponder for the traffic data link and is available only
when the aircraft is within the service volume of a TIS-capable, ground based,
terminal radar site. Updates are available to the pilot in 5-second intervals.
Aircraft without a transponder are invisible to TIS and aircraft without altitude
reporting capability are shown without altitude separation data or climb/descent
indication.
Traffic Map Page

The Traffic Map page, located in the Map Group on the MFD, is select-
able from 2 nm to 12 nm. The G1000 system can display up to eight traffic
targets within a 7.5 nm radius, from 3000 feet below to 3500 feet above the
requesting aircraft. The altitude difference between the requesting aircraft
and other aircraft is displayed above/below the traffic symbol in hundreds of
feet. If the traffic target is above the requesting aircraft, the altitude separa-
tion text appears above the traffic symbol; if below, the altitude separation
text appears below the traffic symbol. An altitude trend up/down arrow is
displayed to the right of the traffic target symbol when the relative climb or
descent speeds are greater than 500 ft/min in either direction. TIS also pro-
vides a vector line line showing the direction in which the traffic is moving,
to the nearest 45°.

7-18
SECTION 7

Traffic Information Service (TIS) (continued)
Traffic Map Page (Continued)
Traffic is overlaid on the following pages:
• Navigation Map Page
• Traffic Map Page
• Trip Planning Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
TIS Alerts
Traffic is displayed according to TCAS symbology using four different
symbols:
1. Non-Threat Traffic – An open white diamond with black center that
indicates traffic is beyond a 5 nm range and greater than ±1200 feet from
the requesting aircraft.
2. Traffic Advisory (TA) – A solid yellow circle that indicates that traffic has
met the criteria for a traffic advisory and is considered to be potentially
hazardous. A yellow TRAFFIC annunciation is displayed at the top left
of the attitude indicator on the PFD and an alert is heard in the cockpit,
advising “Traffic”.
3. Traffic Advisory Off Scale - On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TIS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of map pages other than the Traffic Map Page
on which traffic can be displayed.

7-19
SECTION 7

Traffic Information Service (TIS) (continued)
TIS Alerts (continued)
TIS customization options are available to the pilot by depressing the MENU
key while on the Navigation Map Page, and then selecting “Map Setup” then
“Traffic” Group. TIS traffic may also be displayed on the Navigation Map
page by selecting the MAP softkey and then selecting the TRAFFIC softkey.
Additional details on the Traffic Information Service (TIS) are contained
in the latest appropriate revisions of the Garmin Cockpit Reference Guide
for the Piper PA-34 Seneca, Garmin P/N 190-01405-00 and/or the Garmin
G1000 Pilot’s Guide for the Piper PA-34 Seneca, Garmin P/N 190-01404-00.
Traffic Advisory System (TAS) – Optional
NOTE
optional Traffic Advisory System (TAS), TIS will
not be available for use.
The optional Garmin GTS 825 is a Traffic Advisory System (TAS). It

enhances flight crew situational awareness by displaying traffic information from
transponder-equipped aircraft. The system also provides visual and aural traffic
alerts including voice announcements to assist in visually acquiring traffic.
The GTS 825 provides a system test mode to verify the TAS system is
operating normally. The test takes ten seconds to complete. When the system
test is initiated, a test pattern of traffic symbols appears on the Traffic Map Page.
If the system test passes, the system announces, “TAS System Test Passed”
otherwise the system announces, “TAS System Test Failed.” When the system
test is complete, the traffic system enters Standby Mode.
After power-up, the GTS 825 automatically enters STANDBY Mode and
no traffic depictions or alerts will be given. The GTS 825 must be in OPERATE
Mode for traffic to be displayed and for TA’s to be issued. The pilot can manually
change the system between STANDBY mode and OPERATE mode at any time
via softkeys on the Traffic Map page. If the pilot does not manually select a
mode of operation, the system will automatically transition from STANDBY to
OPERATE 8-seconds after becoming airborne and transition from OPERATE to
STANDBY 24-seconds after landing. TAS aural alerts will be muted during all
gear down operations.
7-20
SECTION 7

Traffic Advisory System (TAS) – Optional (continued)
Traffic Map Page

The Traffic Map page, located in the Map Group on the MFD, is selectable
from 2 nm to 12 nm. The GTS 825 is capable of tracking up to 45 intruding
aircraft equipped with Mode A or C transponders, and up to 30 intruding
aircraft equipped with Mode S transponders. A maximum of 30 aircraft with
the highest threat potential can be displayed simultaneously over a range of
2 nm to 12 nm at altitudes of 10,000 feet below to 10,000 feet above the
requesting aircraft. No TAS surveillance is provided for aircraft without
operating transponders. The altitude difference between the requesting
aircraft and other aircraft is displayed above/below the traffic symbol in
hundreds of feet. If the traffic target is above the requesting aircraft, the
altitude separation text is preceded by a “+” symbol and appears above the
traffic symbol; if below, the altitude separation text is preceded by a “-”
symbol and appears below the traffic symbol. An altitude trend up/down
arrow is displayed to the right of the traffic target symbol when the relative
climb or descent speeds are greater than 500 ft/min in either direction.
Traffic is overlaid on the following pages:
• Traffic Map Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
• PFD Forward Looking Depiction Area
(when SVS is selected ON)

7-21
SECTION 7

TAS Alerts:
Traffic is displayed according to TCAS symbology using four different
symbols.
1. Non-Threat Traffic – An open white diamond with black center that indi-
cates traffic is beyond a 6 nm range and greater than ±1200 feet from the
requesting aircraft.
2. Proximity Advisory (PA) - A solid white diamond indicating that the
intruding aircraft is within ± 1,200 feet and 6 nm range, but is still not
considered a TA threat.
3. Traffic Advisory (TA) – A solid yellow circle that indicates that traffic
has met the criteria for a traffic advisory and is considered to be poten-
tially hazardous. A yellow TRAFFIC annunciation is displayed at the top
left of the attitude indicator on the PFD and an alert is heard in the cock-
pit, advising “Traffic”, along with additional voice information about the
bearing, relative altitude, and approximate distance from the intruder that
triggered the TA. For example, the voice alert “Traffic, 11 o’clock, high,
three miles” would indicate that the traffic is in front of and slightly to
the left of the own aircraft, above own altitude, and approximately three
nautical miles away. A TA will be displayed for a minimum of 8 seconds,
even if the condition(s) that triggered the TA are no longer present..
4. Traffic Advisory Off Scale – On the Traffic Map page a half TA symbol
indicating a traffic advisory (TA), which is detected but is outside the
range of the map will be displayed at the edge of the scale on the azimuth
of the detected traffic. On the map page the off-scale traffic advisory is
provided in a text box located on the lower left corner of the map.
Traffic information for which TAS is unable to determine the bearing (non-
bearing traffic) is displayed in the center of the Traffic Map Page or in a
banner at the lower left corner of maps other than the Traffic Map Page on
which traffic can be displayed.
TAS customization options are available to the pilot by depressing the
MENU key while on the Navigation Map Page, and then selecting “Map
Setup” then “Traffic” Group. TAS traffic may also be displayed on the
Navigation Map by selecting the MAP softkey and then selecting TRAFFIC
softkey.

7-22
SECTION 7

TAS Alerts (continued)
Additional details on the Traffic Advisory System (TAS) are contained in the
latest appropriate revisions of the Garmin Cockpit Reference Guide for the
Piper PA-34 Seneca, Garmin P/N 190-01405-00 and/or the Garmin G1000
Pilot’s Guide for the Piper PA-34 Seneca, Garmin P/N 190-01404-00.
Terrain Proximity
NOTE
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use.
G1000 Terrain Proximity is a terrain awareness system that increases situational
awareness and aids in preventing controlled flight into terrain (CFIT). It is simi-
lar to the Terrain Awareness and Warning System (TAWS) but does not comply
with TSO-C151b certification standards. Terrain Proximity does not provide
warning annunciations or voice alerts but it does provide color indications on
map displays when terrain and obstacles are within a certain altitude threshold
from the aircraft. Although the terrain and obstacle color map displays are the
same, TAWS uses a more extensive database and more sophisticated algorithms
to assess aircraft distance from terrain and obstacles. The terrain and obstacles

7-23
SECTION 7

Terrain Proximity (continued)
database may not contain all obstructions, so the information provided should
be used as an aid to situational awareness and should never be used to navigate
or maneuver around terrain.
GPS altitude, which is derived from satellite position and therefore may differ
from baro-corrected altitude read from the altimeter, is converted to mean sea
level (MSL)-based altitude (GPS-MSL altitude) and is used in conjunction with
GPS position to calculate and predict the aircraft’s flight path in relation to the
surrounding terrain and obstacles, whose altitudes are also referenced to MSL.
System Status:
Terrain Proximity requires the following components to operate properly:
• valid 3-D GPS position
• valid terrain/obstacle database
If Terrain Proximity does not have a valid 3-D GPS position a yellow “No
GPS Position” text will be displayed at the center of the Terrain Proximity
Page and on the PFD inset map if terrain is selected. If there is not a valid
terrain/obstacle database, the system will not display the yellow and red col-
ors associated with the offending obstacles and terrain.
Operation of Terrain Proximity:
Terrain is displayed on the following pages:
• Terrain Proximity Page
• Flight Plan Page
• PFD Inset Map
To display terrain data on maps other than the Terrain Proximity page,
select the MAP softkey (select INSET softkey for the PFD inset map) on the
Navigation Map Page and then select the TERRAIN softkey. When Terrain
Proximity is selected on maps other than the Terrain Proximity Page, an
icon to indicate the feature is enabled for display and a legend for Terrain
Proximity colors are shown.

7-24
SECTION 7

Terrain Proximity (continued)
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting “Map Setup” then
“Map” group. Options selected on the Navigation Map page will be used on
other map pages (less the Terrain Proximity Page itself) that display terrain
information. Additional information about obstacles can be displayed by
panning over the display on the map. The panning feature is enabled by
depressing the RANGE knob then pushing the knob in the desired direction
until it is over the obstacle of interest. There is no inhibit function associ-
ated with Terrain Proximity, as there are no aural or visual alerts to inhibit.
Terrain Proximity Page:
The Terrain Proximity Page is specialized to show terrain and obstacle data
in relation to the aircraft’s current altitude, without clutter from the base-
map. Aviation data (airports, VORs, and other NAVAIDs) can be displayed
for reference.
Aircraft orientation on this map is always heading up unless there is no
valid heading. Two views are available relative to the position of the aircraft:
the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the
map range rings (or arcs).
Operation of Terrain Proximity:
The Terrain Proximity Page is located in the Map Page Group on the MFD.
On all pages that display terrain data, obstacles and terrain are depicted with
the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
Terrain Proximity Alerts:
Terrain Proximity does not provide warning annunciations or voice alerts
associated with obstacles or terrain.

7-25
SECTION 7

Terrain Awareness and Warning System (TAWS -B) – Optional
NOTE
optional Terrain Awareness and Warning System
(TAWS), Terrain Proximity will not be available
for use.
The Terrain Awareness and Warning System (TAWS-B) is an optional feature
used to increase situational awareness and aid in reducing controlled flight into
terrain (CFIT). TAWS-B provides visual and aural cautions and warning alerts
when terrain and obstacles are within a given altitude threshold from the aircraft.
The displayed alerts and warnings are advisory in nature only. TAWS-B satisfies
TSO-C151b Class B certification requirements whereas the more limited Terrain
Proximity does not.
TAWS-B uses terrain and obstacle information supplied by government sources.
Terrain information is based on terrain elevation information in a database that
may contain inaccuracies. Individual obstructions may be shown if available in
the database. The data undergoes verification by Garmin to confirm accuracy
of the content, per TSO-C151b standards, however, the displayed information
should never be understood as being all-inclusive and data may be inaccurate.
TAWS-B uses information provided from the GPS receiver to provide a hori-
zontal position and altitude. GPS altitude, derived from satellite measurements,
is converted to the height above geodetic sea level (GSL), which is the height
above mean sea level (MSL) calculated geometrically. GPS position and GSL
altitude is used to generate TAWS-B terrain and obstacle alerts. GSL altitude
accuracy is affected by satellite geometry, but is not subject to variations in pres-
sure and temperature that normally affect pressure altitude sensors. GSL altitude
does not require local altimeter settings to determine MSL altitude.
System Status:
During G1000 power-up, TAWS-B conducts a self-test of its aural and visual
annunciations. The system test can also be manually initiated by select-
ing the TAWS -B Page then depress the MENU key, then select the “Test
TAWS” option. An aural alert “TAWS System Test OK” or “TAWS System
Failure” is issued at test completion, regardless of whether the test was initi-
ated automatically or manually. TAWS-B System Testing is disabled when
ground speed exceeds 30 knots.

7-26
SECTION 7

Terrain Awareness and Warning System (TAWS-B) – Optional (continued)
System Status (continued)
TAWS-B requires the following to operate properly:
• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
If a valid 3-D GPS position solution and vertical accuracy requirements are
not attained or the aircraft is out of the database coverage area, a TAWS N/A
annunciation will appear on the TAWS-B Page and the aural annunciation
“TAWS Not Available” is heard. When the GPS signal is re-established and
the aircraft is within the database coverage area, the aural message “TAWS
Available” is heard.
Operation of TAWS-B:
Terrain is displayed on the following pages:
• TAWS Page
• Flight Plan Page
• PFD Inset Map
To display terrain data on maps other than the TAWS-B Page, select the MAP
softkey (select INSET softkey for the PFD inset map) on the Navigation Map
Page and then select the TERRAIN softkey. When TAWS-B is selected on
maps other than the TAWS-B Page, an icon to indicate the feature is enabled
for display and a legend for TAWS-B terrain colors is shown.
Terrain customization options are available by pressing the MENU key
while on the Navigation Map Page, and then selecting “Map Setup” then
“Map” group. Options selected on the Navigation Map page will be used on
other map pages (less the TAWS-B Page itself) that display terrain informa-
tion. Additional information about obstacles can be displayed by panning
over the display on the map. The panning feature is enabled by depressing
the RANGE knob then pushing the knob in the desired direction until it is
over the obstacle of interest.

7-27
SECTION 7

Operation of TAWS (continued)
To inhibit the aural and visual Premature Descent Alert (PDA) and Forward
Looking Terrain Awareness (FLTA) alerts (RTC, ITI, ROC and IOI), press
the INHIBIT softkey on the TAWS-B Page or depress the MENU key then
select “Inhibit TAWS” or “Enable TAWS” depending on the current state.
In either case, inhibiting and enabling TAWS alerts depends on the status
of the INHIBIT softkey, as the INHIBIT softkey performs both functions.
Use caution when inhibiting TAWS as the system should be enabled when
appropriate. Once TAWS in inhibited a TAWS INH alert annunciation is
displayed on the TAWS-B page of the MFD and at the upper left corner of
the altitude tape on the PFD.
NOTE
If the TAWS system has failed or the TAWS alerts
are inhibited manually when the Final Approach
Fix is the active waypoint on a GPS WAAS
approach, a LOW ALT annunciation may appear
on the PFD next to the altimeter if the current
aircraft altitude is at least 164 feet below the
prescribed altitude at the Final Approach Fix.
TAWS-B Page:
The TAWS-B Page is located in the Map Page Group on the MFD.
The TAWS Page is specialized to show terrain, obstacle, and potential
impact point data in relation to the aircraft’s current altitude, without clut-
ter from the base map. Aviation data (airports, VORs, and other NAVAIDs)
can be displayed for reference. If an obstacle and the projected flight path
of the aircraft intersect, the display automatically zooms in to the closest
potential point of impact on the TAWS-B Page.
Aircraft orientation on this map is always heading up unless there is no
valid heading. Two views are available relative to the position of the aircraft;
the 360° default display and the radar-like ARC (120°) display. Map range
is adjustable with the RANGE Knob from 1 to 200 nm, as indicated by the
map range rings or arcs.

7-28
SECTION 7
PFD/MFD Alert * Response

Alert Type Annunciation MFD Pop-Up Alert Aural Message Technique
Excessive Descent
Rate Warning (EDR) PULL-UP PULL-UP “Pull Up” WARNING
Reduced Required
“Terrain, Terrain;
Terrain Clearance PULL-UP TERRAIN - PULL-UP
Pull Up, Pull Up”
WARNING
Warning (RTC)
Imminent Terrain “Terrain Ahead, Pull Up;

Impact Warning (ITI)
PULL-UP TERRAIN AHEAD - PULL-UP
Terrain Ahead, Pull Up”
WARNING
Reduced Required
“Obstacle, Obstacle;
Obstacle Clearance PULL-UP OBSTACLE - PULL-UP
Pull Up, Pull Up”
WARNING
Warning (ROC)
“Obstacle Ahead, Pull
Imminent Obstacle PULL-UP OBSTACLE AHEAD - PULL-UP Up; Obstacle Ahead, WARNING
Impact Warning (IOI)
Pull Up”
Reduced Required
“Caution, Terrain;
Terrain Clearance TERRAIN CAUTION - TERRAIN
Caution, Terrain”
CAUTION
Caution (RTC)
Imminent Terrain “Terrain Ahead;

TERRAIN TERRAIN AHEAD CAUTION
Impact Caution (ITI) Terrain Ahead”
Reduced Required
“Caution, Obstacle;
Obstacle Clearance TERRAIN CAUTION - OBSTACLE
Caution, Obstacle”
CAUTION
Caution (ROC)
Imminent Obstacle “Obstacle Ahead;

Impact Caution (IOI) TERRAIN OBSTACLE AHEAD
Obstacle Ahead”
CAUTION
Premature Descent
TERRAIN TOO LOW - TERRAIN “Too Low, Terrain” CAUTION
Alert Caution (PDA)
Altitude Callout
None None “Five-Hundred” N/A
“500”
Excessive Descent
Rate Caution (EDR) TERRAIN SINK RATE “Sink Rate” CAUTION
Negative Climb Rate

TERRAIN DON’T SINK “Don’t Sink” CAUTION
Caution (NCR)
* See associated Response Techniques checklists on pages 7-30 and 7-31

TAWS-B Alert Types
Table 1
7-29
SECTION 7

TAWS-B Page (continued)
On all pages that display terrain data, the obstacles and terrain are depicted
with the following colors:
• Red - above or within 100 feet below the aircraft altitude.
• Yellow - between 100 feet and 1000 feet below the aircraft altitude.
• Black - more than 1000 feet below the aircraft altitude.
TAWS-B Alerts:
Alerts are issued when flight conditions meet parameters that are set
within TAWS-B software algorithms. TAWS-B alerts typically employ
a CAUTION or a WARNING alert severity level, or both. When an alert
is issued, visual annunciations are displayed on the PFD and MFD and
aural alerts are simultaneously issued. The TAWS-B Alert Annunciation
is shown at the upper left of the Altimeter tape on the PFD and below the
Terrain Legend on the MFD. If the TAWS-B Page is not displayed at the
time, a pop-up alert appears on the MFD. To acknowledge the pop-up alert:
• Press the CLR Key (returns to the currently viewed page), or
• Press the ENT Key (accesses the TAWS-B Page)
TAWS-B alert types are shown in Table 1 on page 7-29.
Response Technique - WARNING:
1. Level the wings while simultaneously adding maximum power.
2. Smoothly pitch up at a rate of 2° to 3° per second towards an initial target
pitch attitude of 15°.
3. Adjust pitch attitude to ensure terrain clearance, while respecting stall
warning. If the flaps are extended, retract flaps to the up position.
4. Continue climb at best angle of climb speed (Vx) until terrain or obstacle
clearance is assured.
• Only vertical maneuvers are recommended unless operating in VMC
or the pilot determines, after using all available information and instru-
ments, that a turn, in addition to the vertical escape maneuver, is the
safest course of action.
• Pilots are authorized to deviate from their current air traffic control
(ATC) clearance to the extent necessary to comply with a TAWS
warning.

7-30
SECTION 7

TAWS-B Alerts (continued)
Response Technique - CAUTION:
1. Take positive corrective action until the alert ceases.
2. Based on analysis of all available instruments and information:
• Stop descending or,
• Initiate a climb and/or,
• Turn as necessary.
Weather Radar - Optional
The Weather Radar system, installed in the nose cone is a compact all-in-one
antenna/receiver/transmitter (10-inch phased array) that is fully stabilized to
accommodate 30° of pitch and roll while tracking weather during climbs or
turns.
The Garmin GWX 68 Airborne Color Weather Radar is a four-color digital
pulsed radar with 6.5 kilowatts of output power. It combines excellent range
and adjustable scanning profiles with a high-definition target display. The pulse
width is four microseconds (µs) on all ranges except the 2.5 nm range. At close
range, the GWX 68 uses a one µs pulse width to reduce the targets from smear-
ing together.
To focus radar scanning on specific areas, Sector Scanning offers pilot-adjust-
able horizontal scan angles of 20°, 40°, 60°, or 90°. A vertical scanning func-
tion helps to analyze storm tops, gradients, and cell buildup activity at various
altitudes.
Radar features include:
• Extended Sensitivity Time Constant (STC) logic that automatically cor-
relates distance of the return echo with intensity, so cells do not suddenly
appear to get larger as they get closer.
• WATCH® (Weather Attenuated Color Highlight) helps identify possible
shadowing effects of short-range cell activity, identifying areas where radar
return signals are weakened or attenuated by intense precipitation (or large
areas of lesser precipitation) and may not fully reflect the weather behind a
storm.
• Weather Alert that looks ahead for intense cell activity in the 80-320 nm
range, even if these ranges are not being monitored.

7-31
SECTION 7

Weather Radar - Optional (continued)
Operation of Radar:
WARNING
When transmitting while the aircraft is on the
ground, no personnel or objects should be within
10 feet of the antenna.
NOTE
Radar images beyond approximately 130 nm
should not be relied upon.
Weather Mode:
To activate the radar’s Weather mode while on the ground, proceed to the
Map Page Group on the MFD, rotate the small FMS knob to the Weather
Radar Page, select the MODE softkey, and then select the STANDBY
mode softkey. After the system goes through a 60-second warm-up
period (countdown is displayed on the screen) the radar will enter
STANDBY mode. To begin radar transmitting, select the WEATHER
mode softkey. A pop-up menu will appear alerting the pilot that the
radar is being activated on the ground and safety precautions should be
exercised.
To activate the radar while in flight, proceed to the Map Page Group on
the MFD, rotate the small FMS knob to the Weather Radar Page, select
the MODE softkey, and then select the WEATHER mode softkey. After
the system goes through a 60-second warm-up period (countdown is dis-
played on the screen) the radar will begin transmitting.
If the MFD fails or is in reversionary mode, the weather radar system
automatically switches to STANDBY mode and will not function. When
the weather radar system is in either the Weather or Ground Map mode,
the system automatically switches to Standby mode upon landing.

7-32
SECTION 7

Ground Map Mode:
To activate the radar’s Ground Map mode, proceed to the Map Page
Group on the MFD, rotate the small FMS knob to the Weather Radar
Page, select the MODE softkey, and then select the GROUND softkey.
Select the BACK softkey, then activate the cursor by pressing the small
FMS knob, rotate the large FMS knob to place the cursor in the TILT
field, then turn the small FMS knob to adjust the antenna tilt angle to
display ground returns at the desired distance. The antenna may also be
tilted by moving the RANGE knob in the direction opposite the desired
tilt direction.
If the MFD fails or is in reversionary mode, the weather radar system
automatically switches to STANDBY mode and will not function. When
the weather radar system is in either the Weather or Ground Map mode,
the system automatically switches to Standby mode upon landing.

7-33
SECTION 7

Weather Radar Page:
Weather Display:
When evaluating various target returns on the weather radar display, the
colors denote precipitation intensity and rates shown in the following
table.
Weather Mode Approximate Precipitation Rate

Color Intensity (inches/hour)
Black < 23 dBZ < .01
Green 23 dBZ to < 32 dBZ .01 to 0.1
Yellow 32 dBZ to < 41 dBZ 0.1 to 0.5
Red 41 dBZ to < 50 dBZ 0.5 to 2
Magenta 50 dBZ and greater >2
Precipitation Intensity and Rates

Table 2
Updrafts and downdrafts in thunderstorms carry water through the cloud,
therefore the more severe the drafts, the greater the number and size of
the precipitation droplets. With this in mind, the following interpretations
can be made from what is displayed on the weather radar.
Avoid these areas by an extra wide margin.
* In areas where the displayed target intensity is red or magenta (indi-
cating large amounts of precipitation), the turbulence is considered
severe.
* Areas that show steep color gradients (intense color changes) over
thin bands or short distances suggest irregular rainfall rate and strong
turbulence.
* Areas that show red or magenta are associated with hail or turbulence,
as well as heavy precipitation. Vertical scanning and antenna tilt man-
agement may be necessary to identify areas of maximum intensity.
Proper use of the weather radar is critical for detecting various types of

7-34
SECTION 7

Weather Radar Page (continued)
weather phenomena (thunderstorms, squall lines, tornadoes, hail, etc.).
Additional details on the weather radar are contained in the latest appro-
priate revisions of the Garmin Cockpit Reference Guide for the Piper
PA-34 Seneca, Garmin P/N 190-01405-00 and/or the Garmin G1000
Pilot’s Guide for the Piper PA-34 Seneca, Garmin P/N 190-01404-00.
Ground Map Display:
When evaluating various intensities of ground target returns, the colors
shown in the table below should be used.
Ground Map
Mode Color Intensity
Black 0 dB
Light Blue > 0 dB to < 9 dB
Yellow 9 dB to < 18 dB
Magenta 18 dB to < 27 dB
Blue 27 dB and greater
Ground Target Return Intensities
Table 3
A secondary use of the weather radar system is for the presentation of

terrain. This can be a useful tool for verifying aircraft position. A picture
of the ground is represented much like a topographical map that can be
used as a supplement to the Navigation Map on the MFD.
Ground Map mode uses a different gain range than Weather mode.
Different colors are also used to represent the intensity levels. The dis-
played intensity of ground target returns is defined in the table shown
above. The type and orientation of the target in relation to the aircraft
affects the intensity displayed. Use of the GAIN and TILT controls helps
improve contrast so that specific ground targets can be recognized more
easily.

7-35
SECTION 7

Weather Radar Page (continued)
Proper use of the weather radar is critical for detecting various types/
features of terrain. Additional details on the weather radar are contained
in the latest appropriate revisions of the Garmin Cockpit Reference
Guide for the Piper PA-34 Seneca, Garmin P/N 190-1405-00 and/or the
Garmin G1000 Pilot’s Guide for the Piper PA-34 Seneca, Garmin P/N
190-01404-00.
Garmin Datalink (GDL) – Optional
SiriusXM Weather and SiriusXM Satellite Radio® entertainment services is
provided through the optional GDL 69A, a remote-mounted data-link satellite
receiver. SiriusXM Satellite Radio and SiriusXM Satellite Weather services,
available by subscription, each have coded IDs unique to the installed GDL 69A.
These coded ID’s must be provided to activate service. These IDs are located on
the label on the back of the Data Link Receiver and on the SiriusXM Information
Page on the MFD and in the SiriusXM Satellite Radio Activation Instructions
included with the unit (available at www.garmin.com, P/N 190-00355-04).
SiriusXM uses the coded IDs to send an activation signal that allows the G1000
system to display weather data and/or entertainment programming provided
through the GDL 69A.
NOTE
Pulling the SiriusXM circuit breaker will disable
the Garmin Datalink (GDL), which include
SiriusXM weather and SiriusXM radio.
SiriusXM Weather:
Received graphical weather information and associated text is displayed on
the Multi Function Display (MFD) and the Primary Flight Display (PFD)
Inset Map. SiriusXM satellite weather operates in the S-band frequency
range and provides continuous reception capabilities at any altitude through-
out North America.
The primary map for viewing SiriusXM Weather data is the Weather Data
Link Page in the Map Page Group. This is the only G1000 map display capa-
ble of showing information for all available SiriusXM weather products.

7-36
SECTION 7

Garmin Datalink (GDL) – Optional (continued)
SiriusXM Satellite Weather (continued)
Selecting the products for display on the Weather Data Link Page is made
by pressing the softkey associated with that product. The label for the prod-
uct is shown in capital letters in the Weather Products column in the table
below. When a weather product is selected for display, the corresponding
softkey label changes to gray to indicate the product is enabled. Unavailable
weather products have subdued softkey labels (softkeys are disabled from
selection).
NOTE
Echo Tops and Cloud Tops are not selectable at
the same time due to their color similarities.
The following pages can display various portions of XM Weather data:

• Navigation Map
• Weather Datalink Page (able to display all XM Weather data)
• Weather Information Page
• AUX - Trip Planning Page
• Nearest Pages
• Flight Plan Pages
• PFD Inset Map
When a weather product is active on the Weather Data Link Page or the
Navigation Map Page, the age of the data is displayed on the screen. The
product age shown on the display is the elapsed time (in minutes) since the
weather data provider compiled the weather product. This age can be signif-
icantly different (newer) than the actual age of the weather contained within
the weather product. Weather products are broadcast at specific intervals.
If for any reason, a weather product is not refreshed within the Broadcast
Rate intervals, the system removes the expired data from the display and
shows dashes instead of the product age. This ensures that the displayed data
is consistent with what is currently being broadcast by SiriusXM weather
service. If more than half of the expiration time has elapsed, the color of
the product age changes to yellow. If the data for a weather product is not
available, the system displays “N/A” instead of product age next to the
weather product symbol.

7-37
SECTION 7

SirusXM Satellite Weather (continued)
Expiration Time Broadcast Rate
Weather Product Symbol
(minutes) (minutes)
5 (U.S.)
NEXRAD 30
10 (Canada)
Cloud Top
60 15
(CLD TOP)
Echo Top
30 7.5
(ECHO TOP)
SirusXM Lightning (XM
30 5
LTNG)
Cell Movement
30 5
(CELL MOV)
SIGMETs/AIRMETs
60 12
(SIG/AIR)
METARs 90 12
City Forecast
60 12
(CITY)
Surface Analysis
60 12
(SFC)
Freezing Levels
60 12
(FRZ LVL)
Winds Aloft
60 12
(WIND)
County Warnings
60 5
(COUNTY)
Cyclone Warnings
60 12
(CYCLONE)
Icing Potential
90 22
(CP and SLD) (ICING)
Pilot Weather Report
90 12
(PIREPs)
Air Report
90 12
(AIREPs)
Turbulence
180 12
(TURB)
No Radar Coverage
No product image 30 5
(RADAR CVRG)
TFRs No product image 60 12
TAFs No product image 60 12
Weather Product Symbols, Expiration Times and Broadcast Rates

Table 4

7-38
SECTION 7

SirusXM Satellite Weather (continued)
Table 4 shows the weather product symbols, the expiration time and
the broadcast rate. The broadcast rate represents the interval at which
SiriusXM weather service transmits new signals that may or may not contain
updated weather products. It does not represent the rate at which weather
information is updated or new data is received by the Data Link Receiver.
Weather data are refreshed at intervals defined and controlled by XM
Satellite Radio and their data vendors.
Additional details on the weather products are contained in the latest
appropriate revisions of the Garmin Cockpit Reference Guide for the Piper
PA-34 Seneca, Garmin P/N 190-01405-00 and/or the Garmin G1000 Pilot’s
Guide for the Piper PA-34 Seneca, Garmin P/N 190-01404-00.
Customizing the Weather Data Link Page is possible by selecting Weather
Data Link Page from the Map Group, press the MENU key, select Weather
Setup option from the Page Menu and press the ENT key. Turn the large
FMS knob to scroll to a weather product of interest then rotate the small
FMS knob to scroll through the options for each product (ON/OFF, range
settings, etc.). Press the ENT key to select the option then press the FMS
knob or the CLR key to return to the Weather Data Link Page with the
changed settings.
Customizing Weather Data Link options is also available on the Navigation
Map page. Proceed to the Navigation Map page, depress the MENU key,
highlight the Map Setup option and press the ENT key, turn the small FMS
knob to highlight the Weather group, turn the large FMS knob to highlight
and move between the product selections. When an item is highlighted,
turn the small FMS knob to select the option and press the ENT key. Press
the FMS knob or the CLR key to return to the Navigation Map Page with
the changed settings.

7-39
SECTION 7

SirusXM Radio Entertainment:
The optional SiriusXM Satellite Radio entertainment feature of the GDL
69A Data Link Receiver is available for the pilot’s and passengers’ enjoy-
ment. SirusXM Satellite Radio offers a variety of radio programming over
long distances without having to constantly search for new stations. The
GDL 69A can receive the S-band, SirusXM Satellite Radio® entertainment
services at any altitude throughout the Continental U.S. Based on signals
from satellites, coverage far exceeds land-based transmissions.
Entertainment audio is not available on the GDL 69 Data Link Receiver as it
is on the GDL 69A Data Link Receiver.
XM Radio is never muted for the cabin passengers unless a stereo input to
the stereo input jack is installed. XM Radio is automatically muted for the
front seat crew members during the following conditions:
• Aircraft radio reception
• Push-to-talk switch activation
• AIRSPEED voice alert
• STALL voice alert
• CHECK GEAR voice alert
• Marker beacon audio activity
• Master caution and master warning chimes
• Audible system messages
The XM Radio Page provides information and control of the audio enter-
tainment features of the SirusXM Satellite Radio. To get to the XM Radio
Page, proceed to the AUX Page Group on the MFD, turn the small FMS
knob to the AUX-XM Information Page and select the RADIO softkey.
Additional details on the XM Radio features are contained in the latest
appropriate revisions of the Garmin Cockpit Reference Guide for the Piper
PA-34 Seneca, Garmin P/N 190-01405-00 and/or the Garmin G1000 Pilot’s

7-40
SECTION 7
Iridium Transceiver - Optional

Garmin Connext Weather and Iridium Satellite Telephone and SMS
Messaging services are provided through the optional GSR 56 Iridium
transceiver. Both services are available by subscription. For information
beyond that shown in this section, refer to the Garmin G1000 Pilot’s
Connext Weather:
Garmin Flight Data Services (GFDS) provides the subscription-based
Garmin Connext data link weather information to the system through
the optional GSR 56 Iridium Transceiver. The system displays graphical
weather information and associated text on the Multi Function Display
(MFD) and the Primary Flight Display (PFD) Inset Map.
The system provides weather information after the pilot initiates either a
manual or automatic data request on the Weather Data Link (CNXT) Page
on the MFD.
In order to receive Garmin Connext Weather information, an account must
first be established with Garmin Flight Data Services.
Satellite Telephone:
Iridium telephone service is available to the flight crew and cabin personnel
while Iridium text messaging is available to the flight crew only. The flight
crew place and receive telephone calls through an active “hot” microphone
on the headset, and the passengers use a handset in the cabin, when installed.
Control and monitoring of telephone functions are accomplished through
the AUX-TELEPHONE page on the MFD.
The Iridium telephone system must be enabled prior to use. To enable the
telephone system, select the MENU key on the AUX-TELEPHONE page
and select “Enable Iridium Transmission”.
Incoming calls are recognized by call activity on the PHONE STATUS
window of the AUX-TELEPHONE page, or by an Incoming Call pop-up
alert if not viewing the AUX-TELEPHONE page. A voice alert “Incoming
Call” is provided if the TEL button on the audio panel is ON at the time of
the incoming call. After an incoming call is recognized, the pilot may either
answer the call or ignore the call. This is accomplished via softkeys on the
Incoming Call pop-up or by softkeys on the AUX-TELEPHONE page. If
desired, the incoming calls may be muted by selecting the MENU key from
the AUX-TELEPHONE page and selecting “Mute Incoming Call Alerts”.

7-41
SECTION 7
Iridium Transceiver - Optional (Continued)

Text Messaging (SMS):
Sending a text message is performed by pressing the NEW softkey on
the AUX-TEXT MESSAGING page or by pressing the MENU key and
selecting “Draft New Message”. The TEXT MESSAGE DRAFT Window
is now displayed with the cursor in the “TO” field. Enter the desired
telephone number or email address via softkeys on the MFD and the FMS
knob. Pressing the ENT key moves the cursor to the MESSAGE field
where the text message can be entered using softkeys on the MFD and the
FMS knob. When the text message is completed, press the ENT key, then
press the SEND softkey, SAVE softkey or CANCEL softkey to complete
the desired action. Additional features of text messaging can be found in
the Garmin G1000 Pilot’s Guide for the Piper PA-34 Seneca, Garmin P/N
190-01404-00.
Databases
The G1000 utilizes several databases. Database titles display in yellow if they
have expired or are in question. Database cycle information is displayed at
power up on the MFD screen, but more detailed information is available on
the AUX pages. Internal database validation prevents incorrect data from
being displayed.
The upper Secure Digital (SD) data card slot is typically vacant as it is used
for software maintenance and navigational database updates. The lower
data card slot should contain a data card with the system’s terrain/ obstacle
information and optional data such as Safe Taxi, Flight Charts and JeppView
electronic charts.
Safe Taxi Database

The Garmin Safe Taxi database contains detailed airport diagrams
for selected airports. These diagrams aid in following ground control
instructions by accurately displaying the aircraft position on the map
in relation to taxiways, ramps, runways, terminals and services. This
database is updated on a 56-day cycle and has no expiration date.

7-42
SECTION 7
Databases (Continued)
Terrain Database
The terrain databases are updated periodically and have no expiration
date. Coverage of the terrain database is between North 75° latitude
and South 60° latitude in all longitudes. Coverage of the airport terrain
database is worldwide.
Obstacle Database
The obstacle database contains data for obstacles, such as towers, that
pose a potential hazard to aircraft. Obstacles 200 feet and higher are
included in the obstacle database. It is very important to note that not
all obstacles are necessarily charted and therefore may not be contained
in the obstacle database. Coverage of the obstacle database includes the
United States and Europe. This database is updated on a 56-day cycle
and has no expiration date.
Navigation Database
Navigation database coverage options include the Americas,
International, or Worldwide. This database is updated on a 28-day
cycle.
FliteCharts Database
The Garmin FliteCharts database contains procedure charts for the
coverage area purchased. This database is updated on a 28-day cycle. If
not updated within 180 days of the expiration date, FliteCharts will no
longer function.
JeppView Database
The Jeppesen JeppView electronic charts database contains procedure
charts for the coverage area purchased. An own-ship position icon will
be displayed on these charts. This database is updated on a 14-day cycle.
If not updated within 70 days of the expiration date, JeppView will no
longer function.

7-43
SECTION 7
Audio Panel
The audio panel contains traditional transmitter and receiver selectors, as well
as an integral intercom and marker beacon system. The marker beacon lights
appear on the PFD and the marker beacon audio can be heard on the cockpit
speaker. In addition, a clearance recorder records the last 2½ minutes of received
audio. Lights above the audio panel selection buttons indicate which selections
are active. If a failure of Com 1 and Com 2 occurs, a fail-safe communica-
tions path is available between the pilot’s headset/microphone and Com 1. The
fail-safe communications path is activated by pulling the AUDIO MKR circuit
breaker located on the circuit breaker panel, (Row 1, Col. 7).
The PILOT knob located towards the bottom of the audio panel allows switching
between volume and squelch control as indicated by illumination of VOL or SQ.
Turn the knob to adjust intercom volume or squelch. The MAN SQ key must be
selected to allow squelch adjustment.
The red DISPLAY BACKUP button at the bottom of the audio panel allows
manual selection of the reversionary display mode.
GTX 33 Mode S Transponder

The GTX 33 Mode S Transponder provides Mode A, Mode C, and Mode S
interrogation and reply capabilities. Selective addressing or Mode Select (Mode S)
capability includes the following features:
• Level-2 reply data link capability (used to exchange information
between aircraft and ATC facilities)
• Surveillance identifier capability
• Flight ID (Flight Identification) reporting – The Mode S Transponder
reports aircraft identification as either the aircraft registration or a
unique Flight ID.
• Altitude reporting
• Airborne status determination
• Transponder capability reporting
• Mode S Enhanced Surveillance (EHS) requirements
• Acquisition squitter – Acquisition squitter, or short squitter, is the
transponder 24-bit identification address. The transmission is sent
periodically, regardless of the presence of interrogations. The purpose
of acquisition squitter is to enable Mode S ground stations and aircraft
equipped with a Traffic Avoidance System (TAS) to recognize the
presence of Mode S-equipped aircraft for selective interrogation.
The Hazard Avoidance Section provides more details on traffic avoidance
systems.
7-44
SECTION 7
7.11 standby instruments
NOTE
of its self-test, the unit will remain ON and deplete
its internal battery. If this occurs, turn the BATT
MASTR switch ON and wait for the self-test to be
completed or press the red REV button on the unit
to turn it OFF.
The standby instrument group is a fully digital, independent flight instrument

display. The Aspen Evolution EFD1000 display provides a backup to the primary
flight instruments of the Garmin G1000 avionics system. The EFD1000 is a high
resolution diagonal LCD display, which provides attitude, barometric altitude,
airspeed, heading, vertical speed, slip/skid, and turn rate indications. Use of the
standby Flight Instruments system is limited to crosschecking the primary Flight
instruments and for use when the primary Flight Instruments on the G1000
system are not available, or known to be unreliable.
The EFD1000 is located to the left of the Pilots PFD where it can be
viewed easily by the pilot. It is powered normally by the Essential Bus 2, but
will automatically revert to the emergency bus in the event of a total electrical
failure. A total electrical failure occurs when both alternators and the primary
battery are inoperative. The EFD1000 will operate on the emergency bus for
a minimum of 30 minutes allowing the pilot to find a suitable airport and land.
If the emergency battery is totally depleted before landing the EFD1000 may
automatically revert to it’s own internal battery allowing display of standby
flight instruments for some additional time. The “ON BAT” annunciation, along
with the estimated battery charge remaining, will display whenever the system is
operating on the internal battery.
The EFD1000 and emergency bus must be checked for proper operation
prior to flight. Verification of proper operation is contained in the BEFORE
STARTING ENGINE checklist, and again if necessary, in the GROUND
CHECK checklist. IFR flight is prohibited if the Standby Flight Instruments or
Emergency Bus is inoperative.

7-45
SECTION 7
7.13 LANDING GEAR

The SENECA V is equipped with hydraulically operated, fully retractable,
tricycle landing gear. On takeoff, the gear should be retracted before an airspeed
of 107 KIAS is exceeded. The landing gear may be lowered at any speed up to
128 KIAS.
Normal Operation
Hydraulic pressure for gear operation is furnished by an electrically pow-
ered, reversible hydraulic pump (refer to Figures 7-5 and 7-7). The pump is
activated by a two-position gear selector switch located to the left of the control
quadrant on the instrument panel (Figure 7-3). The gear selector switch, which
has a wheel-shaped knob, must be pulled out before it is moved to the UP or
DOWN position. When hydraulic pressure is exerted in one direction, the gear
is retracted; when it is exerted in the other direction, the gear is extended. Gear
extension or retraction normally takes six to seven seconds but may take up to
15 seconds. Gear position indication is provided on the MFD or PFD while in
reversionary display mode.
CAUTION
If the landing gear is in transit, and the hydraulic
pump is running, it is NOT advisable to move the
gear selector switch to the opposite position before
the gear has reached its full travel limit, because
a sudden reversal may damage the electric pump.
landing gear selector

Figure 7-3

7-46
SECTION 7
7.13 LANDING GEAR (Continued)
LANDING GEAR ELECTRICAL SYSTEM SCHEMATIC

Figure 7-5

7-47
SECTION 7
LANDING GEAR HYDRAULIC SYSTEM SCHEMATIC

Figure 7-7

7-48
SECTION 7

When the gear is fully extended or fully retracted and the gear selector is in
the corresponding position, electrical limit switches stop the flow of current to
the motor of the hydraulic pump.
When the landing gear is retracted, the main wheels retract inboard into the
wings and the nose wheel retracts forward into the nose section. Aerodynamic
loads and springs assist in gear extension and in locking the gear in the down
position. During gear extension, once the nose gear has started toward the
down position, the airstream pushes against it and assists in moving it
to the downlocked position. After the gear is down and the downlock hooks
engage, springs maintain force on each hook to keep it locked until it is released
by hydraulic pressure.
A convex mirror on the left engine nacelle serves as a taxiing aid and allows
the pilot to visually confirm the condition of the nose gear.
Landing Gear Indications

Landing gear indications on the MFD can be any of the following:
• gear down: solid green circle
• gear up: hollow white circle
• gear in transit: crosshatched square
• abnormal/unknown gear position: solid red circle
Microswitches are located in the landing gear system to determine
when the gear are in the full up position or in the full down position.
The signals from these microswitches are used to display the appropriate
landing gear position on the MFD or PFD in reversionary mode.
Circuitry is also located in the landing gear selector system to
determine it’s position (up or down). When the sensed position of the gear
selector disagrees with the expected position of the landing gear, a GEAR
SYS CAS message is displayed. A GEAR SYS warning CAS message is
displayed if this situation occurs on the ground and a GEAR SYS caution
CAS message is displayed if this situation occurs in flight.
In addition to the GEAR SYS CAS message, if the position of the
landing gear are unknown (due to disagreement of the microswitch
signals), the landing gear indications on the MFD become solid red circles
and a Master Warning or Master Caution is activated. The Master Warning
is activated if this situation occurs on the ground and a Master Caution is
activated if this situation occurs in flight.
7-49
SECTION 7

Gear Position Unsafe
Should the throttle be placed in a low setting - as for a landing approach
while the gear is retracted, a CHECK GEAR aural alert reminds the pilot that
the gear is retracted. A CHECK GEAR CAS message is activated under the
following conditions:
(a) The gear is not locked down and the manifold pressure has fallen below
approximately 14 inches on either one or both engines.
(b) The gear is not down and locked when the flaps are extended beyond
the 10º approach flap setting.
(c) The gear selector switch is in the UP position when the airplane is on
the ground.
A CHECK GEAR caution CAS message is activated when the aircraft
is in flight at an altitude higher than approximately 400 feet AGL, while a
CHECK GEAR warning CAS message is activated when the aircraft is below
approximately 400 feet AGL.
Safety Switch
To prevent inadvertent gear retraction should the gear selector switch be
placed in the UP position when the airplane is on the ground, a squat
switches located on the left and right main gear will prevent the hydraulic
pump from actuating if the master switch is turned on. If the squat switches
disagree, there is additional logic in the Garmin software that determines if the
aircraft is on the ground. On takeoff, when the landing gear oleo strut drops
to its full extension, the safety switch closes to complete the circuit which
allows the hydraulic pump to be activated to raise the landing gear when the
gear selector is moved to the UP position. During the preflight check, be sure
the landing gear selector is in the DOWN position and that the three green gear
indicator lights appear on the MFD.

7-50
SECTION 7

Emergency Extension
The landing gear is designed to extend even in the event of hydraulic failure.
Since the gear is held in the retracted position by hydraulic pressure, should the
hydraulic system fail for any reason, gravity will allow the gear to extend. To
extend and lock the gears in the event of hydraulic failure, it is necessary only
to relieve the hydraulic pressure.
Emergency gear extension must not be attempted at airspeeds in excess of

85 KIAS. An emergency gear extension knob, located beneath the gear selector
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.
During normal operation, this knob is covered by a guard to prevent inadvertent
extension of the gear. Before pulling the emergency gear extension knob, place
the landing gear selector switch in the DOWN position to prevent the pump from
trying to raise the gear.
note
If the emergency gear knob has been pulled
out due to an actual 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. See PA-34-220T (Seneca
V) Maintenance Manual for proper landing gear
system check out procedures.
If the airplane is being used for training purposes

or a pilot check out mission, and the emergency
gear extension 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.

7-51
SECTION 7

Hydraulic Reservoir
The hydraulic reservoir for landing gear operation is an integral part of the
gear hydraulic pump. Access to the combination pump and reservoir is through
a panel in the nose baggage compartment. For filling instructions, see the
PA-34-220T (Seneca V) Maintenance Manual.
Ground Operation
The nose gear is steerable through a 27 degree arc either side of center by
use of a combination of full rudder pedal travel and brakes. A gear centering
spring, incorporated in the nose gear steering system, prevents shimmy
tendencies. A bungee assembly reduces ground steering effort and dampens
shocks and bumps during taxiing. When the gear is retracted, the nose wheel
centers as it enters the wheel well, and the steering linkage disengages to reduce
pedal loads in flight. The landing lights, located on the nose gear, turn off
automatically when the gear is retracted.
Tires
All three landing gear carry 6.00 x 6 tires. The nose wheel has a 6-ply tire
and the main wheels have 8-ply tires. For information on servicing the tires, see
Tire Inflation in Section 8 of this Handbook.
Struts
Struts for the landing gear are air-oil assemblies. Strut exposure should be
checked during each preflight inspection. If a need for service or adjustment is
indicated, refer to the instructions printed on the units. Should more detailed
landing gear service information be required, refer to the PA-34-220T
(Seneca V) Maintenance Manual.

7-52
SECTION 7
7.15 BRAKE SYSTEM

Normal Operation
Two single-disc, double puck brake assemblies, one on each main gear,
are actuated by toe brake pedals mounted on both the pilot’s and the copilot’s
rudder pedals. A brake system hydraulic reservoir, independent of the landing
gear hydraulic reservoir, is located behind a panel in the rear top of the nose
baggage compartment. Brake fluid should be maintained at the level marked
on the reservoir. For further information see Brake Service in Section 8 of
this handbook.
Parking Brake
The parking brake knob is located on the lower left instrument panel. To
set the parking brake, first depress and hold the toe brake pedals and then pull
out the PARK BRAKE knob. To release the parking brake, first depress and
hold the toe brake pedals and then push in on the PARK BRAKE knob.
WARNING
No braking will occur if knob is pulled prior to
brake application.

7-53
SECTION 7
7.17 FLIGHT CONTROL SYSTEM

Dual flight controls are installed in the SENECA V as standard equipment.
The controls actuate the control surfaces through a cable system.
Control Surfaces
The ailerons are of the Frise type. This design allows the leading edge of
the aileron to extend into the airstream to provide increased drag and improved
roll control. The differential deflection of the ailerons tends to eliminate adverse
yaw in turning maneuvers and to reduce the amount of coordination required
in normal turns.
The horizontal tail surface (stabilator) is of the all movable slab type with
an anti-servo tab mounted on the trailing edge. This tab, actuated by a control
mounted on the console between the front seats, also acts as a longitudinal trim
tab (refer to Figure 7-9).
The vertical tail is fitted with a rudder which incorporates a combination
rudder trim and servo tab. The rudder trim control is located on the control
console between the front seats (refer to Figure 7-9).
TRIM CONTROLS
Figure 7-9

7-54
SECTION 7
7.17 FLIGHT CONTROL SYSTEM (Continued)

Flaps
The flaps are electrically operated A control lever is located on the lower
right instrument panel. Movement of the flap lever will activate the flap motor
and move the flaps to the commanded position. When the flaps reach the desired
position, the flap motor is automatically switched off. Flap position is displayed
in graphical and digital format on the MFD and digital format only on the PFD
in reversionary display mode.
If the event of a flap drive malfunction, where the actual flap position
doesn’t match the flap lever (commanded) position, place the flap lever in the
flap position indicated on the MFD (or PFD if in reversionary mode). Reset
the FLAPS circuit breaker (Row 4, Col. 12) and verify that the flaps function
properly. If the flap drive continues to malfunction, pull the FLAPS circuit
breaker (Row 4, Col. 12) and maintain a speed that is appropriate for the given
flap setting. The remainder of the flight will be conducted with the flaps
remaining in this position.
There are four stops for the flap control lever, full up (0° flap), 1st notch (10°
flap), 2nd notch (25° flap), and full down (40° flap).
A past center lock incorporated in the actuating linkage holds the flap when
it is in the retracted position so that it may be used as a step on the right side.
Since the flap will not support a step load except in the fully retracted position,
the flaps should be retracted when people are entering or leaving the airplane.

7-55
SECTION 7
7.19 FUEL SYSTEM

Fuel Tanks
Fuel is stored in fuel tanks located in each wing. The tanks in each wing are
interconnected to function as a single tank (refer to Figure 7-11). All tanks on
each side are filled through a single filler in the outboard tank, and as fuel is
consumed from the inboard tank, it is replenished by fuel from outboard.
Only three gallons of fuel in each wing is unusable, giving the SENECA V
a total 122 usable gallons. The minimum fuel grade is 100 or 100LL Aviation
Grade.
The fuel tank vents, one installed under each wing, feature an anti-icing
design to prevent ice formation from blocking the fuel tank vent lines.
Fuel Quantity and Flow

There are two float-type fuel sensors in each wing. The signal corresponding
to the position of the floats is sent to the Garmin Engine Airframe (GEA)
interface unit where it is converted into fuel quantity. The fuel quantity
information is then sent to the MFD for display.
There is a fuel flow transmitter in each fuel delivery path, one for the left
engine and another for the right engine. The frequency generated by the fuel
flow transmitter is proportional to the flow passing through it. This frequency is
sent to the Garmin Engine Airframe (GEA) interface unit where is it converted
into fuel flow. The fuel flow information is then sent to the MFD for display.
After power-up of the avionics system, the Fuel On Board (FOB) should
be synchronized with the corresponding fuel quantity sensed in each tank. This
can be done by pressing the FOB SYNC softkey on the MFD’s AUX-WEIGHT
PLANNING page. The gallons remaining will then be set to the current fuel
quantity in the tanks and the gallons used will be set to zero as shown in the
FUEL CALC window of the ENGINE page on the MFD. Pressing FOB SYNC
softkey is required to make calculated parameters such as range, endurance,
fuel over destination (FOD) and the fuel range ring accurate.

7-56
SECTION 7
7.19 FUEL SYSTEM (Continued)

Fuel Injection System
Each engine has an engine-driven fuel pump that is a part of the fuel
injection system. A standby fuel system is provided. The purpose of the
electrically-powered standby fuel system is to supply fuel to the engine in case
of engine-driven fuel pump shaft failure or malfunction, for ground and inflight
engine starting, and for vapor suppression.
The two standby fuel pump switches are located in the overhead switch
panel and are two-position rocker switches: ON and OFF.
In case of a failed engine-driven fuel pump, the emergency standby fuel
pump should be engaged by selecting the appropriate switch on the overhead
switch panel labeled fuel pump .
Fuel Drains
Before each flight, fuel must be drained from low points in the fuel system
to ensure that any accumulation of moisture or sediment is removed from the
system and to check for proper fuel. Fuel drains are provided for each fuel filter
(2), each fuel tank (4), and each crossfeed line (2).
The fuel filter drains are located on the outboard underside of each engine
nacelle; two fuel tank drains are located on the underside of each wing; fuel
crossfeed drains are located at the lowest point in the fuel system, on the
underside of the fuselage, just inboard of the trailing edge of the right wing flap.

7-57
SECTION 7
FUEL SYSTEM SCHEMATIC

Figure 7-11

7-58
SECTION 7

Fuel Controls
Fuel management controls are located on the console between the front
seats. There is a control lever for each of the engines, and each is placarded ON
- OFF - X FEED. During normal operation, the levers are in the ON position, and
each engine draws fuel from the tanks on the same side as the engine. The two
fuel systems are interconnected by crossfeed lines. When the X FEED position
is selected, the engine will draw fuel from the tanks on the opposite side in order
to extend range and keep fuel weight balanced during single-engine operation.
During the crossfeed operation, a FUEL X-FEED ON advisory CAS message
will illuminate to inform the pilot that crossfeed is selected. The 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 with a selector on X
FEED. Fuel and vapor are always returned to the
tank on the same side as the operating engine.
FUEL CONTROLS
Figure 7-13

7-59
SECTION 7
7.21 ELECTRICAL SYSTEM

The electrical system of the SENECA V is capable of supplying sufficient
current to the equipment required for all certified operating conditions.
Alternators
Primary electrical power is supplied by two 28 volt, 85 ampere alternators
(Figure 7-15), one mounted on each engine.
Primary Battery
A 19 ampere-hour, flooded lead acid 24 volt battery provides current for
starting, use of electrical equipment when the engines are not running, and for a
source of stored electrical power to back up the dual alternators. During normal
operations, the battery is charged by the alternators. If it becomes necessary to
charge the battery by an external source, it should be removed from the airplane
prior to charging. The battery is mounted under the raised floorboard in the aft
fuselage baggage area.
Emergency Battery
The electrical system also includes an emergency battery, whose function
is to provide electrical power to equipment on the emergency bus during a
complete electrical failure or when electrical power from the primary electrical
system is insufficient. With the EMERG BATT switch in the ARM position,
power is applied to this equipment automatically after a total electrical failure.
Functions available via the emergency bus include all standby instrument
functions, all PFD1 functions with the exception of Com2 and Nav2, and the
audio panel. The emergency battery is sized to provide this functionality for a
minimum duration of 30 minutes.
CAUTION
30-minutes of power from the emergency battery
is only available if the voltage of this battery at
the time of total electrical failure is greater than
23.3 volts. The emergency battery voltage must
be checked prior to flight.

7-60
SECTION 7
7.21 ELECTRICAL SYSTEM (Continued)

Emergency Battery (Continued)
The emergency battery is isolated from emergency bus equipment via a
relay, which is controlled from the cockpit by the EMERG BATT switch. The
emergency battery is also isolated from the electrical power generating system
via a diode in the circuit. This diode will allow the generating system to charge
the emergency battery during normal operations. The emergency battery is
located under the raised floorboard in the aft fuselage baggage area.
Voltage Regulators
Two solid-state voltage regulators, one for each alternator circuit, maintain
proper load sharing between the alternators and regulate electrical system bus
voltage to 28 volts. The voltage regulators are designed to prevent damage from
occurring to the electrical and avionics equipment by removing the alternator
from the circuit if its output exceeds 32 volts. In this situation, a L ALTR FAIL
or R ALTR FAIL warning CAS message will illuminate depending on which
alternator has been removed from the circuit.

7-61
SECTION 7
7.21 ELERICAL SYSTEM (Continued)
ELECTRICAL POWER DISTRIBUTION SYSTEM

Figure 7-15
(Sheet 1 of 2)

7-62
SECTION 7
7.21 ELERICAL SYSTEM (Continued)
ELECTRICAL POWER DISTRIBUTION SYSTEM

Figure 7-15
(Sheet 2 of 2)

7-63
SECTION 7

Switches
All powerplant, electrical power source, and exterior light switches are
grouped in an overhead switch panel as shown in Figure 7-17. The DAY/
NIGHT switch shown here is installed on all G1000 Senecas except S/N
3449459, where it is installed on the instrument panel above the pilot’s PFD.
Switches dedicated for avionics and ice protection system, are conveniently
located on the instrument panel below the Garmin displays as shown in
Figures 7-19 and 7-21.
Overhead Switch Panel (Left Side)
Overhead Switch Panel (Right Side)
OVERHEAD SWITCH PANEL

Figure 7-17
MISCELLANEOUS SWITCHES
Figure 7-19
ICE PROTECTION SWITCHES

Figure 7-21
7-64
SECTION 7

Circuit Breakers
The electrical system and equipment are protected by circuit breakers
located on a circuit breaker panel on the left sidewall of the cockpit (Figure
7-23) and on the lower left of the instrument panel (Figure 7-25. In the event
of equipment malfunctions or a sudden surge of current, a circuit breaker can
trip automatically. The pilot can reset the breaker by pressing it in (preferably
after a few minutes cooling period). The circuit breakers can be pulled
out manually. Circuit breakers for optional equipment are also shown in
Figure 7-23.
During operations on the emergency bus, the circuit breakers on

the left sidewall of the cockpit are not used. The equipment on the
emergency bus are circuit protected by individual fuses located in the
emergency battery assembly. These fuses should only be replaced during
a maintenance procedure by qualified maintenance personnel.

7-65
SECTION 7
TYPICAL CIRCUIT BREAKER PANEL

Figure 7-23
LEFT RIGHT ESS ESS NON ESS NON ESS LIGHTING

ALTR ALTR BUS 1 BUS 2 BUS 1 BUS 2 BUS
90 90 60 60 35 35 35
INSTRUMENT PANEL CIRCUIT BREAKER SCHEMATIC

Figure 7-25

7-66
SECTION 7

The EIS window on the MFD contains the electrical system indications.
The indications include left and right alternator amperage (ALTR AMPS), bus
voltage (VOLTS), and battery amperage (BATT AMPS). When operating
exclusively on the emergency bus, the bus voltage (VOLTS) indication
automatically changes to emergency battery voltage (E VOLTS).
Battery amps (BATT AMPS) indications are positive when the battery is
accepting a charge from the alternators and negative when discharging to meet
the required electrical load. After engine starting, or whenever battery usage
has been demanded, the BATT AMPS indication will be positive, indicating
that it is accepting current from the alternator(s). During operations with the
alternators OFF, or whenever the battery is at a higher voltage than the remaining
power sources, the BATT AMPS indication will be negative, indicating that it is
delivering current to the system.
When either alternator fails or is turned OFF while its engine is operating,
a L ALTR FAIL or R ALTR FAIL warning CAS message will appear. An
alternator failure may be due to an over-voltage condition, resulting in its
voltage regulator shutting off voltage that alternator. In all scenarios, the status
of the alternator should be verified by noting the alternator indications on the
EIS window. When either alternator experiences an over-current situation, the
ALTR AMPS indication for that alternator will turn red and a master warning
will be activated. There is not a CAS message associated with this condition.
Approximately 2500 RPM or more is required to obtain full alternator

output of 85 amperes. It is normal to have low output at idle RPM. This is due
to the reduced drive ratio from the engine.
Should either alternator ammeter indicate a load much higher than the
known consumption of the electrical equipment in use, an alternator malfunction
should be suspected and the respective alternator switch turned off. In this event,
the remaining alternator should show a normal indication after approximately
one minute.
When the primary battery is depleted, it is common to see higher than

expected alternator amperages. After approximately five minutes of normal
battery charging, the alternator amperages should return to expected values. If
the alternator amperages are still higher than expected, an electrical defect other
than the alternator system should be suspected.

7-67
SECTION 7

With the engine running and the alternator switch turned ON, a zero
ammeter reading indicates an alternator is not producing current and should be
accompanied by the appropriate L ALTR FAIL or R ALTR FAIL warning CAS
message. A single alternator is capable of supporting a continued flight in case of
alternator or engine failure in most conditions: however, with deicing equipment
and other high loads, care must be exercised to prevent the loads from exceeding
the 85 ampere rating and subsequent depletion of the battery.
For abnormal and/or emergency operations and procedures, refer to Section

3 in this Handbook.

7-68
SECTION 7

Lights
Interior lighting consists of instrument panel flood lighting, backlit switches,
backlit avionics equipment, backlit placards for both circuit breakers and
placards positioned low on the instrument panel and overhead dome lights. For
details on dimmer switch operations see Section 7 Instrument Panel.
Exterior lighting consists strobe lights, navigation lights, taxi lights and
landing lights. These lighting switches are all three-position rocker switches and
are located on the left side of the overhead switch panel. The center position
for each switch if the OFF position. Selecting STROBE LIGHTS activates both
wingtip strobe lights and the vertical fin strobe light. Selecting the FIN STROBE
activates the vertical fin strobe light only. Selecting TAXI LIGHT activates two
lights located on the nose gear. These lights extinguish automatically whenever
the landing gear are raised. Selecting LANDING LIGHTS activates both
forward facing wingtip lights as well as both lights located on the nose gear.
Selecting the PULSE lights activates both forward facing wingtip lights in an
alternating/pulsing fashion.
WARNING
Anti-collision lights should not be operating
when flying through cloud, fog or haze, since the
reflected light can produce spatial disorientation.
Strobe lights should not be used in close proximity
to the ground, such as during taxiing, takeoff or
landing. Fin strobe (if installed) may be used on
ground.
An optional cabin courtesy light system consists of a front entrance light
over the forward cabin door and rear entrance light over the aft cabin door.
These lights are operated individually with switches that are incorporated
as part of each light assembly. The courtesy light circuit is independent of
the aircraft battery switch; therefore, the lights can be operated regardless of the
position of the battery switch. Unless the engines are running, the courtesy lights
should not be left on for extended time periods, as battery depletion could result.

7-69
SECTION 7

External Power Receptacle
An external power receptacle is located on the left rear fuselage. External
power is used to assist in engine starting during periods of low battery power
and/or for use during ground operations where electrical power is needed
and the engines are not running. A cable from 24-28 VDC external power
source can be connected to the receptacle, thus allowing the operator to start the
engines without having to gain access to the airplane’s battery.
caution
External power is supplied directly to the main
electrical bus. Unless noted in the checklists, all
electrical equipment should be turned OFF prior
to applying external or removing external power.
Turn the battery master and alternator switches and all electrical equipment
OFF unless noted in the checklists.. Since the EMERG BATT switch was placed
in the ARM position during the BEFORE STARTING ENGINE checklist, it
may remain in the ARM position during external power engine starting. For
safety measures, there is a relay in the emergency bus circuitry that removes
power from the emergency bus during external power applications. Insert the
external power source plug into the external power receptacle. This completes
a circuit which permits current to flow from the external power source directly
to the starter contactors and the main electrical bus. Instructions on a placard
located on the cover of the receptacle should be followed when starting with
external power. For instructions on the use of the external power, refer to
Engine Start CHECKLISTS - Section 4.

7-70
SECTION 7
7.23 PITOT STATIC SYSTEM

Pitot pressure for the primary and standby airspeed indicators is provided
by the pitot head installed on the bottom of the left wing. Air pressure through
lines within the wing and fuselage to the Garmin air data computer and
standby instrument, respectively (refer to Figure 7-27). Static pressure for the
primary and standby altimeter, vertical speed and airspeed indications is sensed
by two static source pads, one on each side of the rear fuselage forward of the
stabilator. They connect to a single line leading to the Garmin air data computer
and standby instrument, respectively. The dual pickups balance out differences
in static pressure caused by sideslips or skids.
An alternate static source control valve is located below the instrument
panel to the lower right of the piot’s control column. When the valve is set
to the alternate position, the primary and standby altimeter, vertical speed and
airspeed indications will be using cabin air for static pressure. During alternate
static source operation, these indications may give slightly different readings,
depending on pressure conditions within the cabin. Airspeed, setting of heating
and ventilating controls, or the position of the storm window can influence cabin
air pressure. The pilot can determine the effects of the alternate static source on
instrument readings by switching from standard to alternate sources at different
airspeeds and heating and ventilating configurations (including open storm
window below 129 KIAS).
The holes in the sensors for pitot and static pressure must be fully open and
free from blockage. Partially or completely blocked sensor holes will give
erratic or zero readings on the instruments. To prevent bugs and water from
entering the pitot holes when the airplane is parked, a cover should be placed
over the pitot head.
NOTE
During preflight, check to make sure the pitot
cover is removed.
A heated pitot head, which alleviates problems with icing and heavy rain,
is installed as standard equipment. The switch for pitot heat is located in the ice
protection switch group below the MFD. The pitot heat system has a separate
circuit breaker located in the circuit breaker panel and labeled PITOT HEAT. A
master caution (without the double chime) and associated caution CAS message
PITOT HEAT OFF is generated whenever the PITOT/STALL WARN HEAT
switch is turned OFF and the pitot heat system is functioning properly. If the
pitot heat system fails while the PITOT/STALL WARN HEAT switch is turned
ON, a master caution and associated PITOT HEAT FAIL caution CAS message
will be generated.Static source pads have been demonstrated to be non-icing;
however, in the event icing does occur, selecting the alternate static source will
alleviate the problem.

7-71
SECTION 7
7.23 PITOT STATIC SYSTEM (continued)
If one or more of the pitot static instruments malfunction, the system should
be checked for dirt, leaks, or moisture. The pitot and static lines may be drained
through separate drains located on the side panel to the lower-left of the pilot’s
seat.
PITOT STATIC SYSTEM

Figure 7-27

7-72
SECTION 7
7.25 HEATING, VENTILATING AND DEFROSTING SYSTEM

Heat and Defrost System
Heated air for cabin heat and windshield defrosting is provided by a
combustion heater located in the aft fuselage behind the cabin baggage
compartment close-out panel (refer to Figure 7-31). Air from the heater is
ducted forward along the cabin floor to outlets at each seat and to the windshield
area.
Operation of the combustion heater is controlled by a three-position switch
located to the left on the control console (Figure 7-29) between the front seats
and labeled FAN, OFF and HEAT. Airflow and temperature are regulated by the
two levers on the console. The right-hand lever regulates air intake and the
left-hand lever regulates cabin temperature. Cabin comfort can be maintained as
desired through various combinations of lever positions. Passengers have
secondary control over heat output by individually adjustable outlets at each seat
location.
HEAT, VENTILATION & DEFROST CONTROL CONSOLE

Figure 7-29

7-73
SECTION 7
7.25 HEATING, VENTILATING AND DEFROSTING SYSTEM (cont.)
CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM

Figure 7-31

7-74
SECTION 7
7.25 HEATING, VENTILATING AND DEFROSTING SYSTEM (Cont.)

For cabin heat, the air intake lever on the heater control console must
be partially or fully open and the three-position switch set to the HEAT position.
This simultaneously starts fuel flow and ignites the heater; and, during 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 within a
few seconds. When cabin air reaches the temperature selected on the cabin
temperature lever, ignition of the heater cycles automatically to maintain the
selected temperature.
The combustion heater uses fuel from the airplane fuel system. An electric
fuel pump draws fuel from the right tank at a rate of approximately one-half
gallon per hour. Fuel used for heater operation should be considered when
planning for a flight.
To introduce fresh, unheated air into the cabin during flight, the air intake
should be open and the heater off. Ram air enters the system and can be
individually regulated at each cabin floor outlet.
When heat is not desired during ground operation, place the three-position
switch in the FAN position and the ventilation blower sends fresh air through the
heater ductwork for cabin ventilation and windshield defogging. When the heater
controls are used either for cabin heat or for ventilation, air is automatically
ducted to the windshield area for defrosting.
The flow of defroster air to the windshield area can be increased by the
activation of a defroster fan. The fan is controlled by a two-position defroster
switch located on the control console between the front seats and labeled
DEFROST - ON - OFF.
Safety Switches
Two safety switches activated by the intake valve and located aft of the
heater unit prevent both fan and heater operation when the air intake lever is
in the closed position. A micro switch, which actuates when the landing gear is
retracted, turns off the ventilation blower so that in flight the cabin air is
circulated by ram air pressure only.

7-75
SECTION 7
7.25 HEATING, VENTILATING AND DEFROSTING SYSTEM (Cont)

Overheat Switch and Annunciator
An overheat switch located in the heater unit acts as a safety device to render
the heater inoperative if a malfunction should occur. Should the switch deactivate
the heater, a master warning and associated HTR OVRHEAT warning CAS
message are generated. The overheat switch is located on the forward outboard
end of the heater vent jacket. The red reset button on the heater shroud can be
reached through the bulkhead access panel in the aft cabin close-out panel.
To prevent activation of the overheat switch upon normal heater shutdown

during ground operation, turn the three-position switch to FAN for two minutes
with the air intake lever in the open position before turning the switch to OFF.
During flight, leave the air intake lever open for a minimum of fifteen seconds
after turning the switch to OFF.
Overhead Ventilation
Overhead outlets also supply fresh air for cabin ventilation. The occupant
of each seat can manually adjust a louvered outlet in the ceiling to regulate the
flow of fresh air to that seat area. Pulling the CABIN AIR control, located in
the ceiling behind the speaker, stops the flow of air through the ceiling outlets.
A fresh air blower is installed in the overhead ventilation system to provide

additional fresh air flow during ground operation. The switch, labeled FAN
HIGH - OFF - FAN LOW, is located on the instrument panel below the Garmin
audio panel. (See item 14 Figure 7-33.)

7-76
SECTION 7
7.27 INSTRUMENT PANEL

The instrument panel (Figure 7-33) is designed to accommodate the Garmin
G1000 system, the Aspen EFD-1000 standby instrument, the S-TEC 55X
autopilot, required switches, and remaining avionics/options.
The three Garmin display units (PFD1, MFD, and PFD2) are located left-
to-right across the instrument panel. Refer to Section 7 of this POH and to the
latest appropriate version of Garmin G1000 Pilot’s Guide P/N 190-01404-00 for
detailed information on the Garmin displays. The Aspen standby instrument
is located to the left of the PFD1. The autopilot is located below the standby
instrument. Autopilot modes are presented on the face of the autopilot computer
and on the autopilot annunciator row of each PFD.
The miscellaneous switch group, located below the Garmin audio panel
are (from left to right) air conditioner control, fan control, yaw damper, and
autopilot/flight director. If the optional air conditioner is not installed, the switch
location will have a blank cover plate.
The ice protection switch group, located below the MFD, are (from left to
right) surface de-ice, pitot/stall warning heat, prop heat, windshield heat, and
the ice light. If the optional ice protection system is not installed, the switch
locations for the optional equipment will have a blank cover plate.
Engine and electrical switches are located in a single row in the overhead
switch panel. The row of switches (from left to right) are strobe lights, navigation
lights, taxi light, landing lights, left engine starter, left engine magnetos, left
engine fuel pump, left engine alternator, battery master, right engine alternator,
right engine fuel pump, right engine magnetos, right engine starter, day/night
switch (located on the instrument panel above the PFD in S/N 3449459 only),
emergency battery master, and avionics master.
Optimum cockpit lighting for night flying is achieved by using a combination

of the dimmer switches on the instrument panel and the overhead flood lights.
The dimmer switches consist of three rheostats labeled SWITCH, PANEL, and
AVIONICS. The SWITCH dimmer controls the backlighting of the overhead
switches, instrument panel switches, circuit breaker placards, autopilot buttons,
ADF buttons, and all backlit placards along the lower portion of the instrument
panel. The PANEL dimmer controls the intensity of the LED light strip located
under the glareshield. The AVIONICS dimmer controls the lighting intensity of
the PFD1, MFD, PFD2, and audio panel.

7-77
SECTION 7
7.27 INSTRUMENT PANEL (Continued)

Turning the AVIONICS dimmer switch to the full counterclockwise position
allows the Garmin displays to operate in photocell lighting mode, whereby their
lighting intensity varies with ambient light received by their sensors. The dome
lights on the cockpit ceiling are controlled by the rotary switch located adjacent
to each light. A white map light in each dome light is available by opening a
small slider switch on each dome light cover.

7-78
SECTION 7
1. Master Warning switch

2. Master Caution switch
3. Yaw Damper Adjust switch
4. N-number
5. Elevator trim master switch
6. Pilot’s PHONE and MIC jacks
7. Co-pilot’s PHONE and MIC jacks
8. Hour Meter
9. ELT switch panel
10. Throttle quadrant
11. Dimmer controls
12. Circuit breakers – electrical system
13. Air conditioning thermostat (optional)
14. Miscellaneous switches
15. Ice protection system switches (optional)
16. Wing flap selector
17. Oxygen control knob
18. Landing gear selector
19. Emergency gear extension knob & guard
20. Alternate static source (below panel)
21. Parking brake
Note: Not shown is the DAY/NIGHT switch above the pilot’s PFD on
S/N 3449459 only.
TYPICAL INSTRUMENT PANEL

Figure 7-33

7-79
SECTION 7
8
9
7
PFD2
ADF (OPT)
12
16
15
MFD
10
18
19
14
4
11
17
3
13
2
20
PFD1
1
12
AUTOPILOT
21
6
STDBY
INSTR
5
TYPICAL INSTRUMENT PANEL

Figure 7-33 (cont)

7-80
SECTION 7

The control quadrant - throttles, 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 and the emergency landing gear extender knob. To the right
of the control quadrant is the control friction lock and the four position, electric
flap control.
The circuit breaker panel located below the pilot’s control column.
Jacks for the pilot’s and copilot’s microphone and headset are located at the
lower left and lower right of the instrument panel, respectively.

7-81
SECTION 7
7.29 CABIN FEATURES

Cabin entry for the front seats is made through the cabin door on the right
side. To close the cabin door, hold the door closed with the armrest while
moving the side door latch (Figure 7-35) down to the latched position.
Cabin entry for the center and rear seats is made through the aft cabin door
on the left side. The cabin door is double latched. To close the cabin door, pull
the door closed with both the arm rest and the upper assist strap. Then engage the
top latch to the LATCHED position. Both latches must be secure before flight.
The aft cargo door is opened by a lever located on the forward edge of the
door. Pulling down on the lever disengages two locking pins from the frame.
FRONT CABIN DOOR SIDE LATCH

Figure 7-35

7-82
SECTION 7
7.29 CABIN FEATURES (Continued)

Standard Features
Standard front cabin features include door locks (fore and aft cabin and nose
baggage), a pilot’s storm window, map pockets, and sun visors. An armrest is
located on the side panel adjacent to each front seat. Additional standard cabin
items are pockets on the front seat backs, cabin sound-proofing, passenger assist
straps, and baggage restraint straps in the nose and aft baggage areas.
Seats
All seat backs have three positions: normal, intermediate and recline. An
adjustment lever is located at the base of each seat back on the outboard side.
The pilot and co-pilot seats are adjustable fore, aft and vertically. They are
adjustable fore and aft by lifting the bar below the seat front and moving to the
desired position. Release the handle and move the seat until the locking pin
engages. Pivoting armrests are provided on the inboard side of each front seat.
To raise the vertically adjustable pilot and copilot seats, push back on the
pushbutton located at the lower right of each seat, relieve the weight from the
seat and it will rise. To lower the seat, push the button and apply weight until the
proper position is reached.
The center and rear seats are easily removed to provide room for bulky
items. Removal of the seats is accomplished by removing the two bolts holding
the aft attach points and sliding the seat aft.
NOTE
To remove the center seats, retainers securing the
back legs of the seats must be unlocked. Releasing
the retainers is accomplished by depressing the
plunger behind each rear leg. Any time the seats
are installed in the airplane, the retainers should be
in the locked position.
To remove the rear seats, depress the plunger behind each front leg and slide
seat to rear.

7-83
SECTION 7
7.29 CABIN FEATURES (Continued)
CAUTION
Removal of any seats(s) require Weight and
Balance computations. Refer to Section 6 of this
POH to determine suitability for flight with seats
removed.
Seat Belts and Shoulder Harnesses

Seat belts and adjustable shoulder harnesses with inertial reels are standard
on all seat locations. The pilot should adjust this fixed seat belt strap so that all
controls are accessible while maintaining adequate restraint for the occupant.
The seat belt should be snugly fastened over each unoccupied seat.
The shoulder harness is routed over the shoulder adjacent to the window
and attached to the seat belt in the general area of the occupant’s inboard hip. A
check of the inertial reel mechanism is made by pulling sharply on the strap. The
reel should lock in place and prevent the strap from extending. For normal body
movements, the strap will extend or retract as required.
Shoulder harnesses shall be worn during takeoff, landing and during an

emergency situation.
Other features suiting individual needs are headrests, a fire extinguisher, an

oxygen system, and a special cabin sound-proofing package are just a few.
An refreshment console is located between the center seats. It is removed in

a manner identical to the removal of the center seats.
An cabin work table, serving the two seats on the right side of the passenger
cabin, is offered with the club seating arrangement. The table must be stowed
during takeoff and landing. If the table is to be used, it should be set up after a
level cruise is established.
To set the cabin work table, simply pull up then out. To stow the cabin work
table, lift up and slide it back in to the side panel..
Optional Features
See Section 9 for optional features available with this model aircraft.

7-84
SECTION 7
7.31 BAGGAGE AREA

There are two separate baggage compartments. One, the nose section
baggage compartment, is accessible through a baggage door on the left side of
the nose section. It has a maximum weight capacity of 100 pounds. The cabin
baggage compartment, located aft of seats five and six has a weight capacity
of 85 pounds. This compartment is loaded and unloaded through the rear cabin
door. Tie-down straps are provided and should be used at all times. A cargo
loading door, installed aft of the rear door, facilitates the loading of bulky items.
The forward baggage compartment and passenger doors use the same key. The
key can be removed from the forward baggage compartment door only when in
the locked position (figure 7-37).
CAUTION
It is the pilot’s responsibility to be sure that the
nose baggage door is latched and locked properly.
If the nose baggage door key can be removed in
the unlocked position, immediate service to or
replacement of the locking mechanism should
occur.
A nose section baggage compartment light illuminates automatically

whenever the baggage door is opened. The baggage compartment light is
independent of the aircraft battery switch; therefore, when the baggage door is
opened, the light will illuminate regardless of the position of the battery switch.
The baggage door should not be left open or ajar for extended time periods as
battery depletion could result.
A sensor in the forward baggage doorjamb senses the position of the latch
pin. Failure to latch the forward baggage door will activate a BAGGAGE DOOR
advisory CAS message whenever the latch pin is not in the closed position and
neither engine is running. A warning CAS message will activate if the latch pin
is not in the closed position and either engine is running.
NOTE
It is the pilot’s responsibility to be sure when
baggage is loaded that the airplane C.G. falls
within the allowable C.G. range. (See Weight and
Balance Section.)

7-85
SECTION 7
7.31 BAGGAGE AREA (Continued)
NOSE BAGGAGE DOOR

Figure 7-37
REAR BAGGAGE COMPARTMENT

Figure 7-39
7-86
SECTION 7
7.33 FINISH
All exterior surfaces are finished with polyurethane.
To allow proper paint matching, paint colors and mixing numbers are noted
in the front of the original airframe logbook.
7.35 STALL WARNING

An approaching stall is indicated by a stall warning indicator which is
activated between five and ten knots above stall speed. Mild airframe buffeting
and gentle pitching may also precede the stall. Stall speeds are shown on the Stall
Speed vs Angle of Bank graph in the Section 5.
The stall warning indicator is activated by two lift detectors on the leading
edge of the left wing, outboard of the engine nacelle. The inboard detector
activates the indicator when the flaps are in the 25 and 40 degree positions, the
outboard when the flaps are set to 0° to 10°.
Whenever the stall warning system is activated, a STALL..STALL aural

alert is heard through the cockpit speaker and through the headsets. A squat
switch in the stall warning system does not allow the units to activate the aural
alert on the ground.

7-87
SECTION 7
7.37 EMERGENCY LOCATOR TRANSMITTER

The 406 MHz Emergency Locator Transmitter (ELT) meets the requirements
of TSO-C126a. In the event of a crash, the unit activates automatically and
transmits the standard tone on 121.5 MHz, lasting until the battery power is
depleted. In addition, for the first 24 hours of operation, a 406 MHz signal
transmits at 50-second intervals. This transmission lasts 440 ms and contains
identification data programmed into the beacon and is received by Cospas-Sarsat
satellites. The transmitted data is referenced in a database and used to identify
the beacon and owner.
It operates on self-contained batteries and is located in the aft portion of the
fuselage just below the stabilator leading edge and is accessible through a plate
on the right side of the fuselage. This plate is attached with slotted-head nylon
screws for ease of removal; these screws may be readily removed with a variety
of common items such as a dime, key, knife blade, etc. If there are no tools
available in an emergency, the screw heads may be broken off by any means.
A battery replacement date is marked on the transmitter to comply with FAA
regulations, the battery must be replaced on or before this date. The battery must
also be replaced if the transmitter has been used in an emergency situation or if
the accumulated test time exceeds one hour, or if the unit has been inadvertently
activated for an undetermined time period or if there is any evidence of corrosion
or leakage of any cell on the small interface board and connector.
NOTE
If for any reason a test transmission is necessary,
the test transmission should be conducted only in
the first five minutes of any hour and limited to
three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated
with the nearest FAA tower or flight service
station.
ARTEX ME-406 ELT OPERATION

On the ELT unit itself is a two position switch placarded ARM and ON.
A pilots remote switch, placarded ON and ARM is located on the right
hand side of the copilot’s instrument panel to allow the transmitter to be armed
or turned on from inside the cabin. The switch is normally in ARM position.
Moving the switch to ON will activate the transmitter. A warning light located
above the remote switch will alert you when ever the ELT is activated.

7-88
SECTION 7
7.37 emergency locator transmitter (Continued)

ARTEX ME-406 ELT OPERATION (Continued)
A warning buzzer, which receives power from the ELT itself, is mounted
in the tailcone. Whenever the ELT is activated the buzzer “beeps” periodically.
The time between pulses lengthen after a predetermined transmitter “ON” time.
The objective is to hear the buzzer from outside the aircraft while the engine is
not running.
Should the ELT be activated inadvertently or if a self-test is desired, position

the remote switch in the cockpit to the ON position then immediately reposition
it to the ARM position. This can also be accomplished by moving the switch on
the ELT unit from the ARM/OFF position to the ON position, then back to the
ARM/OFF position.
In the event the transmitter is activated by an impact, it can be turned off

by moving the ELT switch on the unit to the ON position, then to the ARM/OFF
position. It may also be turned off and reset by positioning the remote switch
in the cockpit to the ON position and then immediately to the ARM position.
Once these switch positions have been established, the ELT is ready for normal
operation.
The transmitter can be activated manually at any time by placing either the
remote switch in the cockpit or the ELT switch to the ON position.
NOTE
Three sweeps of the emergency tone and an
illuminated warning light indicates a normally
functioning unit. The warning light must
illuminate during the first 3 second test period. If
it does not illuminate, a problem is indicated such
as a “G” switch failure.
The ELT should be checked during postflight to make certain the unit has
not been activated. Check by selecting 121.50 MHz on an operating receiver.
If a downward sweeping audio tone is heard the ELT may have been activated.
Set the remote switch to ON. If there is no change in the volume of the signal,
your airplane’s ELT is probably transmitting. Setting the remote switch back to
OFF will automatically reset the ELT and should stop the signal being received
on 121.50 MHz.

7-89
SECTION 7
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7-90
SECTION 8
PA-34-220T, SENECA V HAND / SERV / MAINT
TABLE OF CONTENTS
SECTION 8
AIRPLANE handling, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General..................................................................................... 8-1

8.3 Airplane Inspection Periods..................................................... 8-4
8.5 Preventive Maintenance........................................................... 8-5
8.7 Airplane Alterations................................................................. 8-6
8.9 Ground Handling...................................................................... 8-7
8.11 Engine Induction Air Filters..................................................... 8-9
8.13 Brake Service........................................................................... 8-10
8.15 Landing Gear Service............................................................... 8-10
8.17 Propeller Service...................................................................... 8-12
8.19 Oil Requirements...................................................................... 8-12
8.21 Fuel System.............................................................................. 8-13
8.23 Tire Inflation............................................................................. 8-15
8.25 Battery Service......................................................................... 8-16
8.27 Serial Number Plates................................................................ 8-16
8.29 Lubrication............................................................................... 8-16
8.3l Cleaning.................................................................................... 8-17
8.33 Winterization............................................................................ 8-20

8-i
SECTION 8
HAND / SERV / MAINT PA-34-220T, SENECA V

8-ii
SECTION 8
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1 GENERAL
This section provides general guidelines relating to the handling, servicing,
and maintenance of the SENECA V. For complete maintenance instructions,
refer to the PA-34-220T Maintenance Manual.
WARNING
Inspection, maintenance and parts requirements
for all non-PIPER approved STC installations are
not included in this handbook. When a non-PIPER
approved STC installation is incorporated on the
airplane, those portions of the airplane affected by
the installation must be inspected in accordance
with the inspection program published by the
owner of the STC. Since non-PIPER approved
STC installations may change systems interface,
operating characteristics and component loads or
stresses on adjacent structures, PIPER provided
inspection criteria may not be valid for airplanes
with non-PIPER approved STC installations.
WARNING
Modifications must be approved in writing by
PIPER prior to installation. Any and all other
installations, whatsoever, of any kind will void
this warranty in it’s entirety.

8-1
SECTION 8
WARNING
Use only genuine PIPER parts or PIPER approved
parts obtained from PIPER approved sources, in
connection with the maintenance and repair of
PIPER airplanes.
Genuine PIPER parts are produced and inspected
under rigorous procedures to insure airworthiness
and suitability for use in PIPER airplane applica-
tions. Parts purchased from sources other than
PIPER, even though identical in appearance, may
not have had the required tests and inspections
performed, may be different in fabrication tech-
niques and materials, and may be dangerous when
installed in an airplane.
Additionally, reworked or salvaged parts or those

parts obtained from non-PIPER approved sources,
may have service histories which are unknown or
cannot be authenticated, may have been subjected
to unacceptable stresses or temperatures or may
have other hidden damage not discernible through
routine visual or nondestructive testing. This may
render the part, component or structural assembly,
even though originally manufactured by PIPER,
unsuitable and unsafe for airplane use.
PIPER expressly disclaims any responsibility for
malfunctions, failures, damage or injury caused by
use of non-PIPER approved parts.

8-2
SECTION 8

Every owner should stay in close contact with an Approved Piper Service
Center or Piper’s Customer Service Department to obtain the latest information
pertaining to their airplane, and to avail themselves of Piper’s support systems.
Piper takes a continuing interest in having owners get the most efficient use
from their airplane and keeping it in the best mechanical condition. Consequently,
Piper, from time to time, issues service releases including Service Bulletins,
Service Letters, Service Spares Letters, and others relating to the airplane.
Piper Service Bulletins are of special importance and Piper considers

compliance mandatory. These are available on the Piper.com website. Depending
on the nature of the release, material and labor allowances may apply. This
information is provided to all Approved Piper Service Centers.
Service Letters deal with product improvements and servicing techniques
pertaining to the airplane. They are available on the Piper.com website. Owners
should give careful attention to Service Letter information.
Piper Service Spares Letters offer improved parts, kits and optional
equipment which were not available originally, and which may be of interest
to the owner.
Maintenance manuals, parts catalogs, and revisions to both, are available

from Piper Service Centers.
Any correspondence regarding the airplane should include the airplane

model and serial number to ensure proper response.

8-3
SECTION 8
8.3 AIRPLANE INSPECTION PERIODS
WARNING
All inspection intervals, replacement time limits,
overhaul time limits, the method of inspection,
life limits, cycle limits, etc., recommended by
Piper are solely based on the use of new, remanu-
factured or overhauled Piper approved parts. If
parts are designed, manufactured, remanufactured,
overhauled and/or approved by entities other than
Piper, then the data in Piper’s maintenance/service
manuals and parts catalogs are no longer applica-
ble and the purchaser is warned not to rely on such
data for non-Piper parts. All inspection intervals,
replacement time limits, overhaul time limits, the
method of inspection, life limits, cycle limits, etc.,
for such non-Piper parts must be obtained from the
manufacturer and/or seller of such non-Piper parts.
Piper has developed inspection items and required inspection intervals

(i.e.: 50, 100, 500, and 1000 hours) for the specific model aircraft. Appropriate
forms are contained in the applicable Piper Maintenance Manual, and should be
complied with by a properly trained, knowledgeable, and qualified mechanic at
a Piper Approved Service Center or a reputable repair shop. Piper cannot accept
responsibility for the continued airworthiness of any aircraft not maintained to
these standards, and/or not brought into compliance with applicable Service
Bulletins issued by Piper, instructions issued by the engine, propeller, or
accessory manufacturers, or Airworthiness Directives issued by the FAA.
A Progressive Inspection, approved by the 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 continuous airworthiness is
maintained. Complete details are available from all local distributors representing
In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection requirements
and for maintaining proper documentation in logbooks and/or maintenance
records.

8-4
SECTION 8
8.3 AIRPLANE INSPECTION PERIODS (Continued)

A spectrographic analysis of the engine oil is available from several sources.
This inspection, if performed properly. provides a good check of the internal
condition 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 regular intervals.
8.5 PREVENTIVE MAINTENANCE

The holder of a Pilot Certificate issued under FAR Part 61 may perform
certain preventive maintenance described in FAR Part 43. This maintenance 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, except as provided in applicable
FAR’s. Although such maintenance is allowed by law, each individual should
make a self-analysis as to whether he has the ability to perform the work.
All other maintenance required on the airplane should be accomplished by

appropriately authorized/certificated personnel.
If maintenance is accomplished, an entry must be made in the appropriate

logbook. The entry should contain:
(a) The date the work was accomplished.

(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.

8-5
SECTION 8
8.7 AIRPLANE ALTERATIONS

If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance with
Advisory Circular 43.13-2, when performed by an A & P mechanic, may be
approved by the local FAA office. Major alterations to the basic airframe or
systems not covered by AC 43.13-2 require a Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft Papers
are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:

(1) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(b) To be carried in the aircraft at all times:

(1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and
Alteration Form FAA-337. if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by giving
the mechanic information about what has or has not been accomplished.

8-6
SECTION 8
8.9 GROUND HANDLING

(a) Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the baggage compartment or by
power equipment that will not damage or excessively strain the nose
gear steering assembly.
CAUTION
When towing with power equipment, do not turn
the nose gear beyond its steering radius in either
direction, as this will result in damage to the nose
gear and steering mechanism.
Do not tow the airplane when the controls are
secured.
In the event towing 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 clear the nose and / or tail by not less than
fifteen feet, and a qualified person should ride in the pilot’s seat to
maintain control by use of the brakes.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel should be
instructed and approved by a qualified person authorized by the owner.
Engine starting and shut-down procedures as well as taxi techniques
should be covered. When it is ascertained that the propeller back
blast and taxi areas are clear, the parking brake is released and power
should be applied to start the taxi roll. The following checks should be
performed:
(1) Taxi a few feet forward and apply the toe brakes to determine
their effectiveness.
(2) Taxi with the propeller set in low pitch, high RPM setting.
(3) While taxiing, make slight turns to ascertain the effectiveness
of the steering.
(4) Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
(5) When taxiing over uneven ground, avoid holes and ruts.

8-7
SECTION 8
8.9 GROUND HANDLING (Continued)

(6) Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades.
(c) Parking
When parking the airplane, be sure that it is sufficiently protected
from adverse weather conditions and that it presents no danger to other
aircraft. When parking the airplane for any length of time or overnight,
it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.

(2) The parking brake knob is located on the lower left of the
instrument panel. To set the parking brake, first depress and
hold the toe brake pedals and then pull out the parking brake
knob. To release the parking brake, first depress and hold the
toe brake pedals and then push in on the parking brake knob.
WARNING
No braking will occur if knob is pulled prior to
brake application.
CAUTION
Care should be taken when setting brakes that
are overheated or during cold weather when
accumulated moisture may freeze a brake.
(3) Aileron and stabilator 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
protection. The following procedures should be used for the proper
mooring of the airplane:
(1) Head the airplane into the wind if possible.

(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt
through the control wheel and pulling it snug.
(4) Block the wheels.

8-8
SECTION 8
8.9 GROUND HANDLING (Continued)

(5) Secure tie-down ropes to the wing tie-down rings and to the tail
skid at approximately 45 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.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear forks
and securing the rudder.
(6) Install a pitot head cover if available. Be sure to remove the

pitot head cover before flight.
(7) Cabin and baggage doors should be locked when the airplane
is unattended.
8.11 ENGINE INDUCTION AIR FILTERS

(a) Removing the induction air filters:
Removal of the induction air filters should be accomplished by
personnel authorized by the appropriate civil aviation authority.
(b) Inspection of Induction Air Filters:

Inspection of the induction air filters should occur prior to each
flight and may be accomplished by observing the filter just inside
the NACA duct on each engine. If paper element is torn, ruptured, or
if screen is damaged, the filter must be replaced. A more thorough
inspection at a maintenance facility should occur at least once every 50
hours, and more often, when operating in harsh conditions.
(c) Cleaning and Replacement of Induction Air Filters:

The induction air filters must be cleaned at least once every 50
hours, and more often, even daily, when operating in dusty conditions.
Inspect filter. The usable life of the filter should be restricted to one
year or 500 hours, whichever comes first.

8-9
SECTION 8
8.11 ENGINE INDUCTION AIR FILTERS (Continued)

(d) Installation of induction Air Filters
Installation of the induction air filter should be accomplished by
personnel authorized by the appropriate civil aviation authority.
8.13 BRAKE SERVICE

The brake system is filled with MIL-PRF-5606 (petroleum base) hydraulic
brake fluid. This should be checked periodically or at every 50-hour inspection
and replenished when necessary. The brake reservoir is located at the top of the
rear wall in the forward baggage compartment. Keep the fluid level at the level
marked on the reservoir.
No adjustment of brake clearance is necessary. Refer to the Maintenance

Manual for brake lining replacement instructions.
8.15 LANDING GEAR SERVICE

Landing gear oleos should be serviced according to instruction on the units.
Under normal static load (empty weight of airplane plus full fuel and oil), main
oleo struts should be exposed approximately 3.2 + .5 inches and the nose oleo
strut should be exposed 1.2 + .25 inches. Refer to the Maintenance Manual for
complete information on servicing oleo struts.

8-10
SECTION 8
8.15 LANDING GEAR SERVICE (Continued)
BRAKE SYSTEM
Figure 8-1

8-11
SECTION 8
8.17 PROPELLER SERVICE

The spinner and backing plate-should be cleaned and inspected for cracks
frequently. Before each flight the propeller should be inspected for nicks,
scratches, or corrosion. If found, they should be repaired as soon as possible
by a rated mechanic, since a nick or scratch causes an area of increased stress
which can lead to serious cracks or the loss of a propeller tip. The back face of
the blades should be painted when necessary with flat black paint to retard glare.
To prevent corrosion, all surfaces should be cleaned and waxed periodically.
8.19 OIL REQUIREMENTS

The oil capacity of the Continental engines is 8 quarts per engine with a
minimum safe quantity of 3 quarts per engine. It is recommended that oil be
added if the quantity falls to 6 quarts. It is recommended that engine oil be
drained and renewed every 100 hours, or sooner under unfavorable conditions.
Full flow cartridge type oil filters should be replaced each 50 hours of operation.
The following grades are required for temperatures:
OIL VISCOSITY
Aviation Grade S.A.E. No.
Below 40°F 1065 30

Above 40°F 1100 50

8-12
SECTION 8
8.21 FUEL SYSTEM

(a) Servicing Fuel System
The fuel screens in the strainers require cleaning at 50 hour or 90
day intervals, whichever occurs first. The fuel gascolator strainers are
located in the wing between the fuel selector valves and the auxiliary
pumps in the nacelles. The fuel injector screen is located in the housing
where the fuel inlet line connects to the injector. This screen should be
cleaned every 50 hours of operation.
(b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel for the SENECA V is 100.
Since the use of lower grades can cause serious engine damage in a
short period of time. the engine warranty is invalidated by the use of
lower octanes.
FUEL DRAIN
Figure 8-3

8-13
SECTION 8

(c) Filling Fuel Tanks
Observe all safety precautions required when handling gasoline.
Fill the fuel tanks to the bottom of the filler neck with 100 grade
fuel. Each wing holds a maximum of 64 gallons, giving a total of 128
gallons of fuel.
(d) Draining Fuel Strainer, Sumps and Lines

Each gascolator strainer is provided with a quick drain which
should be drained before the first flight of the day and after refueling,
to check for fuel contamination and proper fuel. If contamination
is found, fuel should be drained until the contamination stops. If
contamination persists after draining fuel for a minute, contact a
mechanic to check the fuel system.
Each fuel tank is provided with a fuel quick drain to check for
contamination. Each tank should be checked for contamination in
accordance with the above procedure. Crossfeed drains are located on
the bottom of the fuselage inboard of the right flap. The fuel drained
at each quick drain should be collected in a transparent container and
examined for contamination.
CAUTION
When draining fuel, be sure that no fire hazard
exists before starting the engines.
(e) Draining Fuel System

The bulk of the fuel may be drained either by opening the valve
at the inboard end of each tank or by siphoning. The remaining fuel
in the lines may be drained through the gascolators and the two drains
located on the bottom of the fuselage, inboard of the right flap.

8-14
SECTION 8

8.23 TIRE INFLATION
For maximum service from the tires, keep them inflated to the proper
pressures. The main gear tires should be inflated to 55 psi and the nose gear tire
should be inflated to 40 psi.
Interchange the tires on the main wheels, if necessary, to produce even wear.
All wheels and tires are balanced before original installation, and the relationship
of the tire, tube, and wheel should be maintained if at all possible. Unbalanced
wheels can cause extreme vibration on takeoff. In the installation of new
components, it may be necessary to rebalance the wheel with the tire mounted.
When checking the pressure, examine the tires for wear, cuts, bruises, and
slippage.

8-15
SECTION 8
8.25 BATTERY SERVICE

Access to the 24-volt 19 ampere hour battery is gained through an access
cover located in the aft baggage compartment. Refer to the PA-34-220T
Maintenance Manual for detailed procedures for cleaning and servicing the
battery.
8.27 SERIAL NUMBER PLATES

The serial number plate is located on the left side of the fuselage near the
leading edge of the stabilator. The serial number should always be used when
referring to the airplane on service or warranty matters.
8.29 LUBRICATION
Lubrication at regular intervals is an essential part of the maintenance of
an airplane. For lubrication instructions and a chart showing lubrication points,
types of lubricants to be used, lubrication methods and recommended
frequencies, refer to the PA-34-220T Maintenance Manual.

8-16
SECTION 8
8.31 CLEANING
(a) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar

material over the wheel and brake assembly.
(1) 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 PA-34-220T Maintenance Manual.
CAUTION
Do not brush the micro switches.

8-17
SECTION 8
8.31 CLEANING (Continued)

(b) 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 the following procedure:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft

bristle brush.
(3) To remove exhaust stains, allow the solution to remain on the

surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with
naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted

surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion
problems in these areas.
(c) Cleaning Windshield and Windows

(1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft plastic
cleaner. Use a soft cloth or sponge in a straight back and forth
motion. Do not rub harshly.

8-18
SECTION 8

(3) Remove oil and grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window cleaning
sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard

polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing

out the scratch with jeweler’s rouge. Smooth both sides and
apply wax.
(d) Cleaning Headliner, Side Panels and Seats

(1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good

upholstery cleaner suitable for the material. Carefully follow
the manufacturer’s instructions. Avoid soaking or harsh
rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand

soap and water.
(e) Cleaning Carpet

To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a nonflammable dry
cleaning fluid. Floor carpets may be removed and cleaned like any
household carpet.

8-19
SECTION 8

(f) Cleaning Deicing Equipment*
The deicers should be cleaned when the aircraft is washed using a
mild soap and water solution.
In cold weather. wash the boots with the airplane inside a warm
hangar if possible. If the cleaning is to be done outdoors, heat the soap
and water solution before taking it out to the airplane. If difficulty is
encountered with the water freezing on boots direct a blast of warm air
along the region being cleaned using a portable ground heater.
As an alternate cleaning solvent, use benzol or nonleaded
gasoline. Moisten the cleaning cloth in the solvent, scrub lightly, and
then, with a clean, dry cloth, wipe dry so that the cleaner does not have
time to soak into the rubber. Petroleum products such as these are
injurious to rubber, and therefore should be used sparingly if at all.
With the deicer boots properly cleaned, a coating of Agemaster

No. 1 should be applied as described in the PA-34-220T Maintenance
Manual. This treatment helps protect the boot rubber from ozone
attack, aging and weathering.
After the Agemaster coating is dry, a coating of B.F. Goodrich

Icex may be applied to the boots if icing conditions are anticipated.
For specific instructions refer to the PA-34-220T Maintenance Manual.
8.33 WINTERIZATION
For 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 50°F or less. When the kit is not
being used it can be stowed in the nose cone compartment, left hand side,
forward of the door, using the strap provided.
* Optional equipment

8-20
SECTION 9
PA-34-220T, SENECA V SUPPLEMENTS
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/Supplement Page
No. No.
9.1 General .................................................................................... 9-1
1 Fixed Oxygen System Installation..............................(6 pages) 9-3
2 Air Conditioning Installation......................................(6 pages) 9-9
3 Ice Protection System Installation............................(26 pages) 9-15
4 Propeller Synchrophaser Installation..........................(4 pages) 9-41
5 WX-500 Stormscope - Optional.................................(6 pages) 9-45
6 S-TEC System 55X Autopilot Two Axis -
Automatic Flight Guidance System.....................(14 pages) 9-51
7 Bendix/King KR-87 Digital ADF with
Garmin PFD Indicator.........................................(10 pages) 9-65
8 Bendix/King KN-63 DME.........................................(4 pages) 9-75

9-i
SECTION 9
SUPPLEMENTS PA-34-220T, SENECA V

9-ii
SECTION 9
PA-34-220T, SENECA V SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are
necessary for efficient operation of the airplane when equipped with 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 permanent part of this Handbook. The information
contained in each Supplement applies only when the related equipment is
installed in the airplane.

9-1
SECTION 9
SUPPLEMENTS PA-34-220T, SENECA V

9-2
SECTION 9
PA-34-220T, SENECA V SUPPLEMENT 1
PILOT’S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO. 1
FOR
FIXED OXYGEN SYSTEM INSTALLATION
SCOTT AVIATION PRODUCTS
AMBASSADOR MARK III
This supplement must be attached to the Pilot’s Operating Handbook

and FAA Approved Airplane Flight Manual when the optional fixed oxygen
system is installed per the Equipment List. The information contained herein
supplements or supersedes the information in the basic Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas listed
herein. For limitations, procedures and performance information not contained
in this supplement, consult the basic Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVED:
Eric A. Wright
ODA-510620-CE
Vero Beach, Florida
DATE OF APPROVAL: April 30, 2013

1 of 6, 9-3
SECTION 9
SUPPLEMENT 1 PA-34-220T, SENECA V
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the
airplane when the optional fixed oxygen system is installed in accordance with
FAA Approved Piper data.
This fixed oxygen system provides supplementary oxygen for the crew
and passengers during high altitude flights (above 10,000 feet). The major
components of the Scott oxygen system are a 77 cubic foot oxygen cylinder, an
oxygen supply gauge located on the ENGINE page of the MFD, an ON-OFF
flow control knob, a pressure regulator, six plug-in receptacles and six oxygen
masks.
The oxygen cylinder is mounted in the forward baggage compartment. When
fully charged, the cylinder contains oxygen at a pressure of 1850 psi at 70°F.
The oxygen flow control knob, labeled OXYGEN - PULL ON is also mounted
in the pilot’s instrument panel. The pressure regulator is mounted directly on the
oxygen cylinder, once the oxygen flow control knob is on, each of the oxygen
plug-in receptacles operates as an automatic on-off valve. The oxygen cylinder
can be recharged through the forward baggage compartment on the left side of
the fuselage. There is a pressure gauge located at the oxygen cylinder to assist
in the servicing process.
If high altitude flight is anticipated, it should be determined that the oxygen
supply is adequate for the proposed flight and that the passengers are briefed.
When oxygen is required, the control knob should be pulled to the ON position,
allowing oxygen to flow from the cylinder through the system. Connecting the
constant flow mask fitting to a receptacle and turning it 90 degrees clockwise,
automatically releases oxygen to the mask through the on-off valve feature of
the receptacle. The occupant then dons the mask and breathes normally for a
sufficient supply of oxygen.
Each mask assembly oxygen line incorporates a flow indicator. When the red
pellet in the indicator disappears, oxygen is flowing through the line normally.
If the red indicator appears in any of the lines during a period when oxygen use
is essential, descend immediately to a safe altitude.

9-4, 2 of 6
SECTION 9
When not in use, masks may be stowed in the storage pockets behind the front
and center seats. Always remove fittings from the oxygen receptacles and
stow the mask when they are not in use. If the control knob is pulled on and the
fitting is in the receptacle, oxygen will flow through the mask continuously.
Masks may be damaged if they are not properly stowed.
CAUTION
Positively NO SMOKING while oxygen is being
used by anyone in the aircraft.
To stop the flow of oxygen through the system, the control knob should
be pushed to the OFF position. To bleed down low pressure lines, it is
recommended that the mask assembly be left connected to the outlet for at least
three minutes after the control knob is turned off.
To preclude the possibility of fire by spontaneous combustion, oil, grease, paint,

hydraulic fluid, and other flammable material should be kept away from oxygen
equipment.
SECTION 2- LIMITATIONS
(a) No smoking allowed when oxygen system is in use.
(b) Six occupants maximum when oxygen is required.
(c) Oxygen duration (Bottle pressure 1850 PSI):
DURATION IN HOURS AT ALTITUDE
(Based on 90% Consumption)
Persons
Using System 10,000 15,000 20,000 25,000
1 9.3 9.8 10.1 10.3
2 4.7 4.9 5.1 5.2
3 3.1 3.3 3.4 3.4
4 2.3 2.5 2.5 2.6
5 1.9 2.0 2.0 2.1
6 1.6 1.6 1.7 1.7

3 of 6, 9-5
SECTION 9
SECTION 3 - EMERGENCY PROCEDURES

NOTE
Time of useful consciousness at 25,000 feet is
approximately 3 minutes.
No Oxygen Flow
Indication: Hypoxic Symptoms
Red oxygen flow indicator visible
Oxygen Mask.........................................................................EXCHANGE
Oxygen Receptacle......................... .................................USE ANOTHER
If oxygen flow is not restored:
Altitude...................... ..............................DESCEND BELOW 12,500 FT
If Emergency Descent is required:
Throttles.................................................................................CLOSED
Propellers................................................................FULL INCREASE
MixtureS...................................................................as required for
. smooth operation
Landing gear..................................................... EXTEND below 128 KIAS
Airspeed................................................................Maintain 128 KIAS Max.
Oxygen Pressure Low

Indication: Master Caution, Double Chime, OXYGEN LOW
Descent below 12,500 FT prior to oxygen depletion.

9-6, 4 of 6
SECTION 9
SECTION 4- NORMAL PROCEDURES

PREFLIGHT
Oxygen Quantity................................... ..........................................CHECK
OXYGEN Knob...........................................................................PULL ON
Flow Indicators (All Masks)............................... ............................CHECK
IN-FLIGHT
Oxygen Mask(s).............................................................................ADJUST
OXYGEN Knob...........................................................................PULL ON
Oxygen Flow.................................. ............................................MONITOR
OXYGEN PSI Indication............................ ...............................MONITOR
CAUTION
Do not use oxygen system below 200 PSI to
prevent contamination and/or moisture from
entering depleted cylinder-regulator assembly. If
cylinder has been depleted it must be removed and
refurbished in accordance with the manufacturer’s
recommended procedures.
SECTION 5 - PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot’s
Operating Handbook are necessary for this supplement.

5 of 6, 9-7
SECTION 9

9-8, 6 of 6
SECTION 9

AND
SUPPLEMENT NO. 2
FOR
AIR CONDITIONING INSTALLATION
This supplement must be attached to the Pilot’s Operating Handbook and

FAA Approved Airplane Flight Manual when the optional air conditioning
FAA APPROVED: __________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 6, 9-9
SECTION 9
SECTION 1 - GENERAL
This supplement supplies information necessary for the operation of the airplane
when the optional air conditioning system is installed in accordance with FAA
Approved Piper data.
The air conditioning system is a recirculating air system. The major components
include an evaporator, condenser, compressor, blower, switches and temperature
controls.
The evaporator is located behind the rear baggage compartment. This cools the
air used for the air conditioning system.
The condenser is mounted aft of the firewall on the left engine. A retractable
condenser scoop extends when the air conditioner is ON and retracts to a flush
position when the air conditioner is OFF.
If the air conditioner is operated on the ground, the condenser scoop operates
to a ground opening position which is larger than the in-flight opening. A
circuit through the squat switch on the right main gear prevents the scoop from
operating to the ground opening when the aircraft is in flight.
The compressor is mounted on the rear outboard side of the left engine. It has an
electric clutch which automatically engages or disengages the compressor.
Air from the baggage area is drawn through the evaporator by the blower and
distributed through an overhead duct to individual outlets located adjacent to
each occupant.
The switches and temperature control are located on the instrument panel
just below the Garmin audio panel. The temperature control regulates the
temperature of the cabin. Turning the control clockwise increases cooling;
counterclockwise decreases cooling.

9-10, 2 of 6
SECTION 9
The fan speed switch and the air conditioning ON-OFF switch are in a switch
bank adjacent to the temperature control knob. The fan can be operated
independently of the air conditioning; however, the fan must be ON for air
conditioner operation. Turning either switch OFF will disengage the compressor
clutch and retract the condenser door. Cooling air should be felt within one
minute after the air conditioner is turned on.
NOTE
If the system is not operating in 5 minutes, turn the
system OFF until the fault is corrected.
The fan switch allows operation of the fan with the air conditioner turned OFF
to aid in cabin air circulation. FAN LOW or FAN HIGH can be selected to
direct a flow of air through the air conditioner outlets in the overhead duct.
These outlets can be adjusted or turned off individually.
The condenser door CAS Advisory (AC DOOR OPEN) activates when the
door is open and extinguishes when the door is closed. A condenser door CAS
Caution (AC DOOR OPEN) activates when the door is open during single
engine operation.
A circuit breaker labeled AIR COND (Row 3, Col. 2) protects the aircraft
electrical system.
(a) To ensure maximum climb performance the air conditioner must be
turned OFF manually prior to takeoff to disengage the compressor and
retract the condenser door. Also the air conditioner must be 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 controls when
the air conditioner is installed:
WARNING
AIR CONDITIONER MUST BE OFF PRIOR
TO TAKEOFF AND LANDING AND ONE
ENGINE INOPERATIVE OPERATIONS.

3 of 6, 9-11
SECTION 9
SECTION 3- EMERGENCY PROCEDURES
Air Conditioning Door Open

Indication: Master Caution, Double Chime, AC DOOR OPEN
AIR COND Switch................................................................................ OFF
To achieve performance figures stated in Section 5 of this Pilot

Operating Handbook, the air conditioning system must be turned OFF
during takeoff, landing, and one engine inoperative operations.
SECTION 4 - NORMAL PROCEDURES

Prior to takeoff, the air conditioner should be checked for proper operation as
follows:
(a) Check aircraft battery switch ON.

(b) Turn the air conditioner control switch to ON and the fan switch
to one of the operating positions - the AC DOOR OPEN Advisory
CAS message will activate, thereby indicating proper air conditioner
condenser door actuation.
(c) Turn the air conditioner control switch to OFF - the AC DOOR
OPEN Advisory CAS message extinguishes, thereby indicating the air
conditioner door is in the retracted position.
(d) If the AC DOOR OPEN CAS Advisory does not respond as specified
above, an air conditioner system malfunction is indicated and further
investigation should be conducted prior to flight.
The above operational check may be performed during flight if an inflight
failure is suspected.

9-12, 4 of 6
SECTION 9
Operation of the air conditioner will cause slight decreases in cruise speed and
range. Power from the engine is required to run the compressor, and a slight
increase in drag is created when the condenser door is extended.
NOTE
To ensure maximum climb performance the air
conditioner must be turned OFF manually before
takeoff to disengage the compressor and retract the
condenser door. Also the air conditioner must be
turned OFF manually before the landing approach
in preparation for a possible go-around. The air
conditioner must be OFF during all one engine
inoperative operations.
Although the cruise speed and range are only slightly affected by the air
conditioner operation, these changes should be considered in preflight
planning. To be conservative, the following figures assume that the compressor
is operating continuously while the airplane is airborne. This will be the case
only in extremely hot weather.
(a) The decrease in true airspeed is approximately 4 KTS at all power

settings.
(b) The decrease in range may be as much as 25 nautical miles for the 93
gallon capacity.
(c) The decrease in range may be as much as 35 nautical miles for the 122
gallon capacity.
Climb performance is affected by the air conditioner operation. A decrease in
the rate of climb of as much as 80 fpm can be expected at all altitudes with the
air conditioner operating.

5 of 6, 9-13
SECTION 9

9-14, 6 of 6
SECTION 9

AND
SUPPLEMENT NO. 3
FOR
ICE PROTECTION SYSTEM INSTALLATION

and FAA Approved Airplane Flight Manual when the optional ice protection
FAA APPROVED:
Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 26, 9-15
SECTION 9
SECTION 1 - GENERAL
This supplement provides information necessary for the operation of the Piper
Mirage aircraft for flight into known icing conditions.
Icing conditions can exist when:
• The outside air temperature (OAT) is 5°C or colder, and visible moisture
in any form such as clouds, fog or mist, rain, snow, sleet and ice crystals are
present.
• During ground operations when operating on contaminated ramps,
taxiways or runways where surface snow, ice, standing water or slush are
present.
• There are visible signs of ice accretion on the aircraft.
The Seneca V ice protection system was designed and tested for operation in
light to moderate meteorological conditions defined in FAR 25, Appendix C, for
continuous maximum and intermittent maximum icing conditions. The ice
protection system was not designed or tested for flight in freezing rain, freezing
drizzle or supercooled liquid water and ice crystals, or conditions defined as
severe. Flight in these conditions is prohibited and must be avoided.
The ice protection system was not designed to remove ice, snow or frost
accumulations from a parked airplane. Ice, snow or frost must be
completely removed during preflight to ensure a safe takeoff and subsequent
flight. Procedures for ice, snow or frost removal, such as a heated hangar and/
or approved deicing fluids, must be used to ensure that ALL ice, snow, or frost
is completely removed from the wings, tail, control surfaces, windshield,
propeller, engine intakes, fuel vents and pitot-static ports, prior to flight.
Some icing conditions not defined in FAR Part 25, Appendix C have the
potential of producing hazardous ice accumulations, which may exceed the
capabilities of the airplane’s ice protection equipment. See section titled Visual
Cues for Supercooled Large Droplet (SLD) Conditions in this supplement.
Flight into icing conditions which are outside the FAR defined conditions is
prohibited, and pilots are advised to be prepared to divert the flight promptly, by
changing course or altitude, if hazardous ice accumulations occur.

9-16, 2 of 26
SECTION 9
SECTION 1 - GENERAL (continued)

VISUAL CUES FOR SUPERCOOLED LARGE DROPLETS (SLD)
CONDITIONS
Should supercooled large droplets (SLD) be present, most aircraft with
unpowered controls and pneumatic boots should request a route or altitude
change to exit the conditions.
The cues listed as follows are indicative of SLD conditions:
• Ice may become visible on the upper or lower surface of the wing, aft
of the active part of the deicing boots. Pilots should look for irregular or
jagged lines of ice or for pieces of ice shedding off the airplane. During
night operations, adequate illumination should be used to observe all
areas.
• The accumulation of ice on the propeller spinner further aft than
normally observed.
• Unheated portions of side windows may begin to accumulate granular
dispersed ice crystals or a translucent or opaque coating over the
entire window. This icing may be accompanied by other ice patterns
on the windows, such as ridges. These patterns may occur from within a
few seconds to half a minute after exposure to SLD conditions.
• Ice coverage may become unusually extensive, with visible ice fingers or
feathers on parts of the airframe that normally would not be covered by ice.
• The aircraft’s performance may degrade. Pilots should remain vigilant
when icing conditions are present, and any alteration of the aircraft’s
performance should be monitored closely as a sign of icing on the
airplane.
SECTION 2 - LIMITATIONS
(a) The ice protection system was designed and tested for operation
in the meteorological conditions of FAR 25, Appendix C, for
continuous maximum and intermittent maximum icing conditions.
The ice protection system was not designed or tested for flight in
freezing rain and/or mixed conditions or for icing conditions more
severe than those of FAR 25, Appendix C. Therefore, flight in those
conditions may exceed the capabilities of the ice protection system.

3 of 26, 9-17
SECTION 9
SECTION 2 - LIMITATIONS (Continued)

(b) Equipment required to be installed and functioning properly for flight
into known or forecast icing:
(1) Pneumatic wing and empennage boots.
(2) Wing ice detection light.
(3) Electrothermal propeller de-ice pads on the propeller blades.
(4) Electrically heated windshield.
(5) Heated lift detector (stall vanes).
(6) Two operating alternators.
(7) Two operating vacuum pumps.
(8) Alternate static source.
(9) All equipment required for IFR flight at night.
(10) The following CAS messages:
• PROP HEAT FAIL warning CAS message
• L ALTR FAIL warning CAS message
• R ALTER FAIL warning CAS message
• PITOT HEAT FAIL caution CAS message
• PITOT HEAT OFF caution CAS message
• SURF DEICE FAIL caution CAS message
• VAC PRESS LOW caution CAS message
• SURF DEICE ON advisory CAS message
• L VAC FAIL advisory CAS message
• R VAC FAIL advisory CAS message
• EMERG BATT ON advisory CAS message
(c) If all the equipment listed is not installed and operative, the following
placard must be installed in full view of the pilot.
WARNING
THIS AIRCRAFT IS NOT APPROVED FOR
FLIGHT IN ICING CONDITIONS.
PLACARDS
On the instrument panel below the WSHLD HEAT Switch:
WINDSHIELD PANEL
HEAT- SEE AIRCRAFT
FLIGHT MANUAL

9-18, 4 of 26
SECTION 9
ICE PROTECTION SYSTEM

Figure 9-1

5 of 26, 9-19
SECTION 9
WARNING
The malfunction of any required deice equipment
requires immediate action to exit icing conditions.
Depending on the severity of the icing encounter,
failure to take immediate positive action can
lead to performance losses severe enough to
make level flight impossible. Therefore, upon
verification of a system malfunction or failure,
climb or descend out of icing conditions if this
provides the shortest route. If exit must be made
in level flight, consider the use of maximum
power and exit by the most direct route. The effect
of the additional fuel burned at higher power
settings on aircraft range must be considered and
an alternate airport chosen if necessary.

9-20, 6 of 26
SECTION 9
SECTION 3 - EMERGENCY PROCEDURES (continued)
Erroneous or Loss of Warning/Caution CAS Messages

Indication: Red-x is shown over the CAS message window for
complete failure or CAS message present when not
expected or CAS message not present when expected.
1. If a red-x is placed over the CAS message window, special attention

should be placed on all engine and airframe related parameters. The
Master Warning and Master Caution indicators will not function,
therefore CAS messages indicating a failure of a particular system can
go undetected
NOTE
See Section 3.1 of this handbook for a list of CAS
Warning, Caution and Advisory messages that may
be inoperative.
2. If a CAS message appears that is not expected, treat it as if the
condition exists.
3. If an abnormal condition exists but the CAS system has not been
activated, use other available information to confirm the condition
exists. If it cannot be determined that the condition does not exist, treat
the situation as if the condition does exist and take appropriate action.
4. If the optional Ice Protection System is installed, immediately exit and
avoid icing conditions.
NOTE
CAS messages are inhibited for many parameters
on the EIS Display of the MFD. The Master
Warning and Master Caution indicators and
associated chimes are still activated whenever any
indicated parameter enters the red or amber color
bands.
If a red-x appears over the CAS message window, land has soon as
practical.

7 of 26, 9-21
SECTION 9
SECTION 3 - EMERGENCY PROCEDURES (Continued)
Engine Failure In Icing Conditions

ALT AIR......................................................... ........................................ON
Engine Restart...................................................... ......................ATTEMPT
If unable to restart engine:

PROPELLER (Inoperative Engine)............................................feather
Airspeed......................................................................88 KIAS (Minimum)
(descend if necessary)
Electrical Load..............................................................................reduce
Avoid further icing conditions if possible.
Final Approach Airspeed............................................89 KIAS (Minimum)
Do not extend gear or lower flaps until certain of making field.
FLAPS..................................................................................................... 25°

9-22, 8 of 26
SECTION 9

ALTERNATOR FAILURES IN ICING CONDITIONS
Single Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL or R ALTR FAIL
CAUTION
Verify Failure......................................... CHECK ALTR AMPS Indication

Electrical Load...............................................REDUCE less than 85 Amps
Failed Alternator Field Circuit Breaker............................................RESET
Failed ALTR Switch................................................................................ ON
If alternator still failed:

ALTR AMPS Indication..... MONITOR (MAINTAIN less than 85 Amps)
De-Ice Equipment (if installed)................. USE ONLY AS NECESSARY
High Current Draw Equipment.................. USE ONLY AS NECESSARY
Dual Alternator Failure

Indication: Master Warning, Triple Chime, L ALTR FAIL
and R ALTR FAIL
CAUTION

9 of 26, 9-23
SECTION 9
Verify Failure.......................................... CHECK aLTR AMPS Indication

Electrical Power Remaining.......... …………….………30 minutes or less
Electrical Load…………………………….….SHED in less than 3-minutes
NON ESS BUS 1 Circuit Breaker (On Instr. Panel)................……..PULL
NON ESS BUS 2 Circuit Breaker (On Instr. Panel)................……..PULL
LIGHTING BUS Circuit Breaker (On Instr. Panel)................……...PULL
AVION MASTR Switch... ……………………………………………OFF
To ensure 30-minutes of battery life:
Battery Discharge....................................................... -20 Amps Maximum
Pitot/Stall Warn Heat.….………………….…15 Minutes Usage Maximum
Com Radio…………………………………….3 Minutes Usage Maximum
Flaps.....……………………………………………1 Extension/Retraction
Landing Gear.........................…………………………………1 Extension
Attempt to reset alternators:
Failed ALTR Switches.………….…………………….……………….OFF
Failed Alternators Field Circuit Breaker......................……………RESET
Failed ALTR Switches.. ….………………………………………….…ON
If single alternator remains failed:

Failed ALTR Switch.…………………………………………………OFF
ALTR AMPS Indication....................................................... .…MONITOR
(MAINTAIN less than 85 Amps)
De-Ice Equipment (If Installed).…………USE ONLY AS NECESSARY
High Current Draw Equipment......... …….USE ONLY AS NECESSARY
If neither alternator resets:

LEFT/RIGHT ALTR Switches…………………………………….…OFF
Manual Extension of Landing Gear.........………………………..EXPECT

9-24, 10 of 26
SECTION 9

ALTERNATOR FAILURES IN ICING CONDITIONS (Continued)
Dual Alternator Failure (Continued)
If neither alternator resets, the battery will become the primary source of
electrical power. As battery power is depleted, there may be a point where
the system voltage reduces to a level that is insufficient to support the required
electrical load. In this occurrence, the emergency battery should activate
automatically. If the emergency battery does not activate automatically, the
BATT MASTR, ALTR 1, and ALTR 2 switches should be turned OFF, thereby
allowing the emergency battery to be the only remaining source of electrical
power. Refer to Complete Electrical Failure checklist if further flight is required.
Complete Electrical Failure

Indication: Single Chime, EMERG BATT ON
CAUTION
An appropriately charged emergency battery is
designed to provide electrical power to all items on
the emergency bus for a minimum of 30-minutes.
Every attempt must be made to land the airplane
prior to 30-minutes of emergency battery usage.
NOTE
The VOLTS indication on the EIS window
automatically changes to the emergency bus
voltage (E VOLTS) when operating exclusively
on the emergency bus.
EMERG BATT Switch............................................................ Verify ARM

Standby Flight Instrument........... …………….…Verify OPERATIONAL
Aircraft Control................... ………… Use PFD1 and Standby Instrument
BATT MASTR Switch. ………………………………………………OFF
Prior to landing:
Flaps.………………………….…………..………………INOPERATIVE
Landing Gear...........…………….…………..….Use Manual Extension of

11 of 26, 9-25
SECTION 9

VACUUM SYSTEM FAILURES
Single Vacuum Pump Failure

Indication: Master Advisory, Single Chime, L VAC FAIL or R VAC FAIL
VACUUM Indication......................................CHECK NORMAL RANGE
Either vacuum pump independently has sufficient capacity to operate

the optional deice boots in a normal manner. However, intentional or
continued operation in icing conditions is not recommended.
Dual Vacuum Pump Failure

Indication: Master Caution, Double Chime, VAC PRESS LOW
VACUUM Indication...............................................................Verify INOP
Exit and avoid icing conditions immediately.
If both vacuum systems are inoperative, the wing and tail deice boots
will be inoperative. A precautionary landing should be considered depending
on operating conditions.

9-26, 12 of 26
SECTION 9

PROPELLER HEAT SYSTEM
Propeller Heat Malfunction

Indication: Excessive Vibration (No Accompanying Indications)
PROPELLER (Affected Engine)..... .………………………….EXERCISE
PROP HEAT AMPS Indication.…………….CHECK NORMAL RANGE
WARNING
It is imperative that the PROP HEAT switch be
turned OFF if vibration persists. This can be a
symptom of uneven blade deicing which can lead
to propeller unbalance and engine failure.
If vibration persists:
PROP HEAT Switch…………………………………………….……OFF
Exit and Avoid Icing Conditions.
Heat is supplied to the propeller blades on one engine for 90-seconds,

then to the blades on the other engine for 90-seconds. The PROP HEAT
AMPS should indicate in the green range (14-18 amps) continuously.
Insufficient heat being supplied to one set of propeller blades may be
verified by a reduction in current during one of the 90-second sequences.
Propeller Heat Failure

Indication: Master Warning, Triple Chime, PROP HEAT FAIL
PROP HEAT Switch…………………………………………………..OFF
Exit and Avoid Icing Conditions.

13 of 26, 9-27
SECTION 9

SURFACE DEICE MALFUNCTION
Surface De-Ice Failure

Indication: Master Caution, Double Chime, SURF DEICE FAIL
SURFACE DE-ICE Circuit Breaker (Row 5, Col.13)……................RESET
If SURF DEICE FAIL caution CAS message illuminates again:
Exit and Avoid Icing Conditions immediately.
A SURF DEICE FAIL caution CAS message is activated when the surface
de-ice system has not attained adequate air pressure within 15 seconds of
activation or maintains pressure for more than 30 seconds or left and right
vacuum sytem has failed. In either case, exit and avoid icing conditions
immediately.
Pitot Heat Failure

Indication: Master Caution, Double Chime, PITOT HEAT FAIL
PITOT HEAT Switch.………………………………………................OFF
PITOT HEAT Circuit Breaker (Row 2, Col. 11).......... ...............…RESET
PITOT HEAT Switch ………………………................………………ON
If Pitot Heat still inoperative:
Exit and Avoid Instrument Meteorological Conditions.

9-28, 14 of 26
SECTION 9
Windshield Heat Malfunction

Indication: Ice on Heated Plate, No Amperage Rise When Activating
WSHLD HEAT Switch
If windshield heat malfunction suspected:
WSHLD HEAT Switch.................. .......................................................OFF
WSHLD HEAT Circuit Breaker (Row 5, Col. 12)..........................RESET
NOTE
The windshield heating system requires ~10 amps
of current to function properly.
WSHLD HEAT Switch.................................ON (Note ALTR AMPS Rise)

If windshield heat failure still suspected, exit and avoid icing conditions.

15 of 26, 9-29
SECTION 9

The Piper SENECA V is approved for flight into known icing conditions when
equipped with the complete Piper Ice Protection System. Operating in icing
conditions of the Continuous Maximum and Intermittent Maximum as defined
in FAR 25, Appendix C has been substantiated; however, there is no correlation
between these conditions and forecasts of reported Light, Moderate and Severe
conditions.
Therefore, on the basis of flight tests, the following guidelines should be
observed.
(a) Flight into severe icing is not approved.
(b) Freezing rain must always be avoided.
(c) Moderate icing conditions above 10,000 ft. should be avoided whenever
possible; if moderate icing conditions are encountered above 10,000 ft.,
a descent to a lower altitude should be initiated if practical.
(d) Operation in light icing is approved at all altitudes.
Icing conditions of any kind should be avoided whenever possible, since

any minor malfunction which may occur is potentially more serious in icing
conditions.
PREFLIGHT CHECKLISTS - MISCELLANEOUS

CAUTION
Care should be taken when performing operational
checks of any de-ice equipment, as it could become
very hot.
NOTE
Pneumatic boots must be cleaned regularly for
proper operation in icing conditions. The exterior
surfaces of the aircraft should be checked prior to
flight. Do not attempt flight with frost, ice or snow
adhering to the exterior surfaces of the aircraft or
landing gear.

9-30, 16 of 26
SECTION 9
SECTION 4- NORMAL PROCEDURES (Continued)

PREFLIGHT CHECKLISTS - MISCELLANEOUS (Continued)
PITOT/STALL WARN HEAT Switch............ ...............................................ON
ICE LIGHT Switch.................... ......................................................................ON
Pitot Head................................................................................CHECK - WARM
Stall Warning Vanes................................................................CHECK - WARM
Ice Light..........................................................................................CHECK - ON
Surface De-Ice Boots...... .........................VERIFY CLEAN and NO DAMAGE
GROUND CHECK
NOTE
Prior to dispatch into forecast icing conditions all
ice protection should be functionally checked for
proper operation.
WSHLD HEAT Switch................. ..................................................................ON

(Verify Approximately 10 AMP Increase)
WSHLD HEAT Switch................. ................................................................OFF
PITOT/STALL WARN HEAT Switch............. ..............................................ON
(Verify Approximately 10 AMP Increase,
PITOT HEAT OFF caution CAS message extinguished,
no PITOT HEAT FAIL caution CAS message
PITOT/STALL WARN HEAT Switch............. ............................................OFF
PROP HEAT Switch.................. ................................................ON (10-seconds)
(Verify Approximately XX AMP Increase,
no PROP HEAT FAIL warning CAS message)
PROP HEAT Switch..................... .................................................................OFF
SURF DEICE Switch..................... ...........................................................PRESS
(Verify visually for proper boot inflation/deflation,
activation of SURF DEICE ON advisory CAS message,
no SURF DEICE FAIL warning CAS message,
no L VAC FAIL or R VAC FAIL advisory CAS messages,
no VAC PRESS LOW caution CAS message)

17 of 26, 9-31
SECTION 9

IN FLIGHT
WARNING
Do not cycle pneumatic boots with less than 1/4
inch of ice accumulation; operation of boots with
less than 1/4 inch ice accumulation can results in
failure to remove ice.
Prior to entering suspected or actual icing conditions, use the following

procedures immediately (unless noted):
Windshield DEFROST Switch...................... ...................................................ON
PITOT/STALL WARN HEAT Switch................. ...........................................ON
WSHLD HEAT Switch...................... ..............................................................ON
PROP HEAT Switch....................................................ON (When Entering Icing)
ICE LIGHT Switch..................... ..................................................ON (If Needed)
SURF DEICE Switch......................ON (After 1/4 to 1/2 inch ice accumulation)
If propeller vibrations are suspected:
PROPELLER (Affected Engine)................ ........................................EXERCISE
Continuous attention of the pilot is required to monitor the rate of ice build-
up in order to effect the boot cycle at the optimum time. Boots should be cycled
when ice has built to between 1/4 and 1/2 inch thickness on the leading edge to
assure proper ice removal. Repeated boot cycles at less than 1/4 inch can cause a
cavity to form under the ice and prevent ice removal, boot cycles at thicknesses
greater than 1/2 inch may also fail to remove ice.
Icing conditions can exist in any clouds when the temperature is below
freezing; therefore it is necessary to closely monitor outside air temperature
when flying in clouds or precipitation. Clouds which are dark and have sharply
defined edges have high water content and should be avoided whenever possible.
Freezing rain must always be avoided.
When ice has accumulated on the unprotected surfaces of the airplane,
aerodynamic buffet commences between 5 and 10 knots above the stall speed.
A substantial margin of airspeed should be maintained above the normal stall
speed, since the stall speed may increase by up to 10 knots in prolonged icing
encounters. Allow for increased landing distance due to higher approach speeds.
9-32, 18 of 26
SECTION 9

If ice is remaining on the unprotected surfaces of the airplane at the
termination of the flight, the landing should be made using full flaps and carrying
a slight amount of power whenever practical, and approach speeds should be
increased by 10 to 15 knots.
Cruise speed may be significantly reduced in prolonged icing encounters.
If icing conditions are encountered at altitudes above 10,000 feet, it may be
necessary to descend in order to maintain airspeed above the best rate of climb
speed (88 KIAS).
SECTION 5- PERFORMANCE
WARNING
Ice accumulation of the unprotected surfaces can
result in significant performance loss.
Installation of ice protection equipment results in a 30 F. P. M. decrease in

single engine climb performance and a reduction of 850 feet in single engine
service ceiling.
All other performance is unchanged.
SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Aircraft Flight Manual.

19 of 26, 9-33
SECTION 9
SECTION 7 DESCRIPTION AND OPERATION OF THE ICE

PROTECTION SYSTEM AND EQUIPMENT
For flight into known icing conditions (FIKI), a complete ice protection
system (9-1) is required on the Seneca V.
The complete ice protection system consists of the following components:
Pneumatic wing and empennage boots, wing ice detection light, electrothermal
propeller deice pads, electrically heated windshield panel, heated lift detectors,
heated pitot head. A single component or a combination of components may be
installed. However, the warning placard specified in Section 2 of this supplement
is required when the complete system is not installed. Such a placard is also
required if any component is inoperative.
The aircraft is designed to allow operation in the meteorological conditions
of the FAR 25 envelopes for continuous maximum and intermittent maximum
icing. The airplane is not designed to operate for an indefinite period of time
in every icing condition encountered in nature. Activation of the ice protection
system prior to entering icing conditions and attempting to minimize the length
of the icing encounter will contribute significantly to the ice flying capabilities
of the airplane.
Pneumatic Boot Deice System

The pneumatic wing and empennage boots are installed on the leading
edges of the wings, the vertical stabilizer and the horizontal stabilator. During
normal operation, when the surface deicer system is off, the engine-driven
pneumatic pumps apply a constant suction to the deicer boots to provide smooth,
streamlined leading edges.
Deicer boots are inflated by a momentary ON type SURF DEICE switch
located on the instrument panel above the control quadrant. Actuation of the
SURF DEICE switch activates a system cycle timer that energizes the pneumatic
pressure control valves until the system pressure reaches 17 psi or until 6 seconds
is reached. The boot solenoid valves are activated and air pressure is released to
the boots, inflating all surface deicers on the airplane.

9-34, 20 of 26
SECTION 9

PROTECTION SYSTEM AND EQUIPMENT (Continued)
Pneumatic Boot Deice System (Cont’d)
An advisory CAS message SURF DEICE ON illuminates when the wing-tail
deicer surface boots are inflated above 8 psi. When the cycle is complete, the
deicer solenoid valves permit automatic overboard exhaustion of pressurized air.
Suction is then reapplied to the deicer boots.
Circuit protection for the surface deicer system is provided by a SURFACE
DE-ICE circuit breaker (Row 5, Col. 13) located on the circuit breaker panel.
Wing Ice Detection Light

Wing icing conditions may be detected during night flight by use of an ice
detection light installed in the outboard side of the left engine nacelle. The light is
controlled by a ICE LIGHT switch. An ice light circuit breaker (Row 5, Col.
11) located in the circuit breaker panel provides circuit protection.
Propeller Deice Pad System

Electrothermal propeller deicer pads are bonded to the leading edges of the
propeller blades. The system is controlled by an ON-OFF type PROP HEAT
switch. Power for the propeller deicers is supplied by the airplane’s electrical
system through a circuit breaker (Row 5, Col. 10) in the circuit breaker panel.
When the prop deice switch is actuated, power is applied to a timer through
the PROP DE-ICER ammeter which monitors the current through the propeller
deicing system. With the propeller deicing system on, the prop deicer ammeter
sends a signal to the Garmin Engine Airframe (GEA) where it is converted to
amperage for display on the MFD as PROP HEAT AMPS..

21 of 26, 9-35
SECTION 9

PROTECTION SYSTEM AND EQUIPMENT (Continued)
Power from the timer is cycled to brush assemblies which distribute power
to slip rings. The current is then supplied from the slip rings directly to the
electrothermal propeller deicer pads.
The McCauley 3-blade propellers are deiced by heating the entire deicer
pads alternately in the following sequence:
(a) The entire deicer pads on the right engine for 90 seconds.
(b) The entire deicer pads on the left engine for 90 seconds.
When the system is turned ON, heating may begin on any one of the above
steps, depending upon the positioning of the timer switch when the system was
turned OFF from previous use. Once begun, cycling will proceed in the above
sequence and will continue until the system is turned off.
A preflight check of the propeller deicers can be performed by turning the

prop deice switch on and feeling the propeller deicer pads for proper heating
sequence. The deicer pad should become warm to the touch.
The heat provided by the deicer pads reduces the adhesion between the ice
and the propeller so that centrifugal force and the blast of airstream cause the ice
to be thrown off the propeller blades in very small pieces.
Heated Windshield Panel

A heated glass panel is installed on the exterior of the pilot’s windshield
to provide visibility in icing conditions. The panel is heated by current from
the airplane’s electrical power supply and controlled by the WSHLD HEAT
switch located in the ice protection switch group on the instrument panel.. The
switch is placarded WINDSHIELD PANEL HEAT - SEE Aircraft Flight
Manual.

9-36, 22 of 26
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION OF THE ICE PRO-

TECTION SYSTEM AND EQUIPMENT (Cont’d)
CAUTion
If the airplane is to be flown with the heated glass
panel removed, rotate the receptacle plate 180° and
replace it to cover the holes in the fuselage skin.
Also replace the windshield collar screws.
An operational check may be performed by turning the heated windshield panel

switch on for a period not exceeding 30 seconds. Proper operation is indicated
by the glass section being warm to the touch.
Heated Lift Detectors and Heated Pitot Head

Two heated lift detectors and a heated pitot head installed on the left wing are
controlled by a single PITOT/STALL WARN HEAT switch located below the
MFD.
The heated lift detectors, one inboard and one outboard on the left wing, are
installed to prevent icing conditions from interfering with operation of the stall
warning transmitters. A STALL HEAT circuit breaker (Row 2, Col. 10) in the
circuit breaker panel protects the system against an overvoltage condition. The
stall warning system should not be depended on when there is ice on the wing.
A heated pitot head, mounted under the left wing, is installed to provide heat
to alleviate ice accumulation from blocking the pressure intake. The heated
pitot head also has a separate circuit breaker located in the circuit breaker panel
labeled PITOT HEAT (Row 2, Col. 11).
CAUTION
Care should be taken when an operational check of
the heated pitot head and the heated lift detectors
is being performed. Both units become very hot.
Ground operation should be limited to 3 minutes
maximum to avoid damaging the heating elements.
With the PITOT HEAT switch on, check that the PITOT HEAT OFF caution
CAS message extinguishes and the heated pitot head and heated lift detector are
heating properly. When turning the pitot heat off, verify that the PITOT HEAT
OFF caution CAS message reappears.

23 of 26, 9-37
SECTION 9
7.23 VACUUM SYSTEM

The vacuum system applies a constant suction to the optional deicer boots
to provide smooth, streamlined leading edges of the wings and tail surfaces. The
vacuum system (Figure 9-3) consists of a vacuum pump on each engine, plus
plumbing, filtering and regulating equipment.
The vacuum pumps are dry type pumps, which eliminates the need for an air
oil separator and its plumbing. A shear drive protects the engine from damage.
If the drive shears, suction will not be available.
Vacuum pressure sensed at the vacuum transducer. The signal from the
vacuum transducer is sent to the Garmin Engine Airframe interface unit where
it is converted into vacuum pressure. The vacuum pressure is then sent to the
ENGINE page of the MFD for display.
Vacuum regulators are provided to regulate vacuum pressure within the
nominal range for the system. If the vacuum pressure at pressure switches
located in the left or right systems decreases below approximately 3 in Hg,
an L VAC FAIL or R VAC FAIL advisory CAS message will appear. Either
vacuum system (left or right) has sufficient capacity to operate the de-ice boots
in a normal manner, but intentional or continued operation in icing conditions
is not recommended. If the left and right vacuum systems are degraded to the
extent that the total system pressure decreases to less than 4.5 in Hg, a VAC
PRESS LOW PSI caution CAS message will be activated. In this situation, the
de-ice boots may not deflate completely, so a precautionary landing should be
considered depending on operating conditions.
A decrease in pressure in a system that has remained constant over an

extended period, may indicate a dirty filter, dirty screens, possibly a sticking
vacuum regulator or leak in system. Zero pressure would indicate a sheared
pump drive, defective pump, possibly a defective gauge or collapsed line. In the
event of any gauge variation from the norm, the pilot should have a mechanic
check the system to prevent possible damage to the system components or
eventual failure of the system.

9-38, 24 of 26
SECTION 9
7.23 VACUUM SYSTEM (continued)
VACUUM SYSTEM
Figure 9-3

25 of 26, 9-39
SECTION 9

9-40, 26 of 26
SECTION 9

AND
SUPPLEMENT NO. 4
FOR
PROPELLER SYNCHROPHASER INSTALLATION

and FAA Approved Airplane Flight Manual when the optional propeller
synchrophaser is installed per the Equipment List. The information contained
herein supplements or supersedes the information in the basic Pilot’s Operating
FAA APPROVED: _________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 4, 9-41
SECTION 9
SECTION I - GENERAL
This supplement supplies information necessary for the operation of the airplane
when the optional propeller synchrophaser is installed in accordance with FAA
Approved Piper data.
The function of the synchrophaser is to maintain both propellers at the same

RPM and at a selected phase angle. This eliminates the propeller beat effect and
minimizes vibration.
When the propeller 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 three-position switch is located

on the throttle quadrant below the propeller controls. It is labeled OFF for
manual control and 1 or 2 for propeller synchrophaser. A blue press-to-test
light is located below the switch and illuminates when the propellers are out of
synchronization.
Placards:
On the throttle quadrant below engine and propeller controls:
USE OFF POSITION FOR TAKEOFF,

LANDING AND SINGLE ENGINE OPER-
ATIONS.
SECTION 3- EMERGENCY PROCEDURES

The propeller synchrophaser must be in the OFF position for all single engine
operations.

9-42, 2 of 4
SECTION 9

During taxi, takeoff, landing or single engine operations the propeller
synchrophaser switch should be in the OFF position. The blue press-to-test light
below the switch will illuminate while the propellers are out of synchronization,
whether the switch is in the OFF, 1, or 2 position.
When the switch is in the OFF position the propellers can be synchronized
manually and the light will extinguish when propeller synchronization is
complete.
For automatic synchronization, the propellers should be synchronized manually

to within approximately 10 RPM and the switch placed in the 1 position. The
blue light will go out when synchronization is complete. For a given RPM and
power setting, switch position 2 may provide smoother operation by means of
providing a different phase angle. Set the switch to position 1 or 2, whichever
provides the smoothest operation. Normally, propeller synchrophasing will take
place within a few seconds, but occasionally it may take up to a full minute.
When the power setting is to be changed, the synchrophaser switch should

be set to OFF for 30 seconds before the power setting is adjusted; then the
synchrophaser switch may be returned to the 1 or 2 position, whichever
provides the smoothest operation. If the propeller RPM differential exceeds 50
RPM, the switch should be set at OFF for 30 to 40 seconds; then the propellers
can be synchronized again and the synchrophaser switch returned to 1 or 2.
Pulling the PROP SYNC (Row 3, Col. 5) circuit breaker completely deactivates
the propeller synchrophaser system. If electrical power is removed from the
propeller synchrophaser the slave engine will return to the controlled selected
RPM plus approximately 25 RPM out of synchronization regardless of the
position of the synchrophaser switch.
SECTION 5- PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot’s
Operating Handbook are necessary for this supplement.

3 of 4, 9-43
SECTION 9

9-44, 4 of 4
SECTION 9

AND
SUPPLEMENT NO. 5
FOR
WX-500 Stormscope - Optional

and FAA Approved Airplane Flight Manual when the WX-500 Stormscope
is installed per the Equipment List. The information contained herein
supplements or supersedes the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED: _________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 6, 9-45
SECTION 9
SECTION 1 - GENERAL
This supplement provides information necessary for the operation of the aircraft
with the L3 WX-500 Stormscope.
WARNING
Never use your Stormscope system to attempt
to penetrate a thunderstorm. The FAA
Advisory Circular, Subject: Thunderstorms, and
the Aeronautical Information Manual (AIM)
recommend that a pilot “avoid by at least 20 miles
any thunderstorm identified as severe or giving
an intense radar echo.
note
There are several atmospheric phenomena
other than nearby thunderstorms that can cause
isolated discharge points in the strike display
mode. However, clusters of two or more discharge
points in the strike display mode do indicate
thunderstorm activity if these points reappear after
the screen has been cleared. Avoid the clusters
and you will avoid the thunderstorms. In the cell
display mode, even a single discharge point may
represent thunderstorm activity and should be
avoided.
NOTE
L-3 STORMSCOPE® WX-500 Lightning and
GDL 69/69A XM® Satellite Weather Lightning are
mutually exclusive products.
The L-3 WX-500 Stormscope Weather Mapping Sensor Users Guide, p/n
002-11503-002, Rev. K, dated 10-Jan-2008 or later appropriate revision, must
be immediately available to the flight crew whenever weather avoidance is
predicated on the use of this system.

9-46, 2 of 6
SECTION 9

No change.
NOTE
The active mode (CELL or STRIKE) is indicated
in the mode box at the upper left corner of the
Stormscope page. The status of the CELL and
STRIKE softkeys at the bottom of the display
should not be relied upon to show the active status.
To display Stormscope data on the Stormscope Page, proceed to the Map Page
Group on the MFD and turn the small FMS knob to the Stormscope page.
To display Stormscope data on any map besides the Stormscope Page, select
the MAP softkey (or the INSET softkey for the PFD Inset Map), then select the
STRMSCP softkey. These pages can also display cell or strike data using the
yellow lightning strike symbology shown in the table contained in Section 7
below.
To change the range on the Stormscope Page display, rotate the RANGE knob
clockwise to zoom out and counterclockwise to zoom in.
To change the viewing mode on the Stormscope Page, select the Stormscope
Page, select the VIEW softkey, select the 360 softkey to display a 360° viewing
area or select the ARC softkey to display a 120° viewing area. Select the
BACK softkey to return to the Stormscope Page. This same feature is also
selectable through the MENU key on the Stormscope Page.
Customizing Stormscope options is also available on the Navigation Map page.

Proceed to the Navigation Map page, depress the MENU key, highlight the Map
Setup option and press the ENT key, turn the small FMS knob to highlight the
Weather group and press the ENT key, turn the large FMS knob to highlight
and move between the product selections. When an item is highlighted, turn
the small FMS knob to select the option and press the ENT key. Press the FMS
knob or the CLR key to return to the Navigation Map Page with the changed
settings.

3 of 6, 9-47
SECTION 9
SECTION 4 - NORMAL PROCEDURES (continued)

The following options will be available:
• STRMSCP LTNG – Turns the display of Stormscope data on or off.
• STRMSCP MODE – Selects the CELL or STRIKE mode of lightning
activity. Cell mode identifies clusters or cells of electrical activity.
Strike mode indicates the approximate location of lightning strikes.
• STRMSCP SMBL – Selects the range at which Stormscope data
displays. Stormscope data is removed when a map range greater than
the STRMSCP SMBL value is selected.
To clear Stormscope data from the Navigation Map page, proceed to the
Navigation Map page, depress the MENU key, select “Clear Stormscope
Lightning” and press the ENT key.
No change.

Factory installed optional equipment is included in the certified empty weight
and balance data in Section 6 of the Pilot’s Operating Handbook.
SECTION 7 – DESCRIPTION AND OPERATION

Stormscope data will appear automatically on the Stormscope Page. If it is
desired to overlay Stormscope data on additional pages, the procedure stated in
Section 4 of this supplement should be followed.
The following pages can display Stormscope data:

• Navigation Map
• Stormscope Page
• AUX - Trip Planning Page
• Nearest Pages
• PFD Inset Map

9-48, 4 of 6
SECTION 9
SECTION 7 – DESCRIPTION AND OPERATION (continued)

Regardless of the page that is displaying Stormscope data, the symbology will
be as follows:
Lightning Age Symbol
Strike is less than 6 seconds old
Strike is between 6 and 60 seconds old
Strike is between 1 and 2 minutes old
Strike is between 2 and 3 minutes old
If Stormscope data has been selected ON, a small Stormscope icon will appear
in the lower right corner of the Navigation Map page. Additional information
concerning the map orientation, Stormscope mode selected and strike rate per
minute is displayed in the upper right corner of the Navigation Map page.
If heading input is lost, strikes and/or cells must be cleared manually after the
execution of each turn. This is to ensure that the strike and/or cell positions are
depicted accurately in relation to the nose of the aircraft.
Stormscope lightning data can be displayed up to 800 nm zoom range (in North
Up orientation) on the Navigation Map Page. However, in Track Up orientation
at the 500 nm range, a portion of Stormscope lightning data can be behind the
aircraft and therefore not visible on the Navigation Map. Since the range for
Stormscope data is 400 nm diameter total (200 nm in front and 200 nm behind),
the 500 nm range in North Up orientation shows all the data.
At a map range of less than 25 nm, Stormscope lightning data is not displayed,
but can still be present. The presence of Stormscope lightning data is indicated
by the annunciation ‘LTNG < 25 nm’ in the upper right corner of the
Navigation Map Page.

5 of 6, 9-49
SECTION 9

9-50, 6 of 6
SECTION 9

AND
SUPPLEMENT NO. 6
FOR
S-TEC SYSTEM 55X TWO AXIS
AUTOMATIC FLIGHT GUIDANCE SYSTEM

and FAA Approved Airplane Flight Manual when the S-TEC System 55X
Two Axis Automatic Flight Guidance System is installed per the Equipment
List. The information contained herein supplements or supersedes the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual only in those
areas listed herein. For limitations, procedures and performance information not
contained in this supplement, consult the Pilot’s Operating Handbook and FAA
FAA APPROVED: _________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 14, 9-51
SECTION 9
SECTION 1 - GENERAL
This supplement acquaints the pilot with the features and functions of the
System 55X Two Axis Autopilot and provides operating instructions for the
system when installed in the Piper Model PA34-220T Seneca V. The aircraft
must be operated within the limitations provided herein when the autopilot is in
use.
The automatic flight control system (AFCS) in this aircraft includes:
• Autopilot Computer
• Flight Director
• Manual Electric Pitch Trim with Trim Monitor and Trim Master Switch
• Pitch, Pitch Trim and Roll Servos
• Yaw Damper System (optional)
• Yoke-mounted AP Disconnect/Trim Interrupt Switch
1. The S-TEC System 55X Pilot Operating Handbook, P/N 87109, dated March
1, 2008 or later revision, must be carried in the aircraft and be available to the
pilot while in flight.
2. Autopilot operation prohibited during take-off and landing.
3. Autopilot operation prohibited above 180 KIAS.
4. Autopilot operation prohibited with flaps extended beyond second notch (25
degrees).
5. Autopilot operation prohibited below 200 feet AGL during coupled approach
operations.
6. Autopilot operation approved for CAT 1 approaches only.
7. Autopilot operation prohibited during single engine approach.
8. Autopilot operation prohibited during missed approach/go-around maneuvers.

9-52, 2 of 14
SECTION 9

AUTOPILOT Malfunction
In the event of an autopilot malfunction, or anytime the autopilot is not
performing as expected or commanded:
Aircraft Control................................ Maintain by overpowering autopilot servos

AP DISC/TRIM INTER Switch...........................................................Depress
FD/AP MASTR Switch................................................................................. OFF
AUTOPILOT Circuit Breaker (Row 1, Col. 12).........................................Pull
NOTE
Do not re-engage the autopilot until the problem
has been identified and corrected.
Bank Angle and Altitude Loss During a Malfunction and Recovery:

a. An autopilot or autotrim malfunction during climb, cruise, or descent,
with a three second delay in recovery initiation could result in as much
as 57° bank and 380 ft. altitude loss.
b. An autopilot or autotrim malfunction during an approach with a one
second delay in recovery initiation could result in as much as 20° bank
and 60 ft. altitude loss. Maximum altitude loss was recorded with
flaps set to 25° (second notch), gear down, and operating coupled or
uncoupled, single or multi-engine.

3 of 14, 9-53
SECTION 9
SECTION 3 - EMERGENCY PROCEDURES (continued)

Pitch Trim Runaway
Aircraft Control.......................... Maintain by overpowering the autopilot servos
AP DISC/TRIM INTER Switch........................................Depress and Hold
ELEV TRIM Master Switch..................................................................Push OFF
Pitch Trim Circuit Breaker (Row 1, Col. 13)........................................Pull
Pitch Trim.......................................................................Retrim manually
AP DISC/TRIM INTER Switch.......................................................... Release
NOTE
Autopilot operations with an inoperative electric
pitch trim system will require the pilot to manually
trim the aircraft.
SINGLE ENGINE Operations

Engine Failure On Approach:
AP DISC/TRIM INTER Switch...........................................................Depress
Approach and Go-Around.............................. Conduct Manually
per appropriate ONE ENGINE
INOPERATIVE checklist
Engine Failure During Normal Climb, Cruise and Descent:
Appropriate ENGINE FAILURE Checklist................................. ......perform
Pilot’s PFD Failure

AP DISC/TRIM INTER Switch........................... .....................................press
Remainder of Flight.................................... ...............Conduct Manually
NOTE
Prior to autopilot disconnect, the autopilot will fly
the aircraft in a wings level condition.

9-54, 4 of 14
SECTION 9

This section contains preflight procedures for the autopilot, pitch trim and
yaw damper systems. For detailed normal operating procedures, including
system description, pre-flight and in-flight procedures, refer to the S-TEC
System FiftyFive X Pilot Operating Handbook, P/N 87109, dated March 1,
2008 or later revision.
PRE-FLIGHT PROCEDURES - Autopilot
NOTE
Full system voltage is required for this test, either
by alternator power via a running engine or by a
suitable external power source.
NOTE
The G1000 will annunciate a “FAILED PATH - A
data path has failed.” system message until the FD/
AP MASTR Switch is turned ON
AVION MASTER Switch................................................................... Verify ON

FD/AP MASTR Switch................................................................................... ON
ELEV TRIM Master Switch............................................................................ ON
Autopilot Self Test............................................................................COMPLETE
“RDY” is displayed
NOTE
If the autopilot system fails to initialize, it will
annunciate “FAIL” and not allow any mode to
function.
HDG Button on AP Computer.................................................................. PRESS

Verify “HDG” displayed
on AP computer.
NOTE
It is impractical to test the autopilot NAV, APR
and REV functions during a preflight test without
an active VOR within reception range or a VOR
signal generator, therefore these modes may be
checked while in-flight.

5 of 14, 9-55
SECTION 9

PRE-FLIGHT PROCEDURES - Autopilot (continued)
VS Button on AP Computer......................................... .............................PRESS
Verify “HDG” and “VS”
displayed on AP computer
VS Knob on AP Computer.....................................Select 500 ft/min Climb then
500 ft/min Descent
Verify pitch control and FD bars
follow commanded vertical speed
Pitch Control............................................................. Pull Aft then Push Forward
Verify trim wheel runs opposite
to Pull/Push direction in ~3 seconds
YAW DAMPER Switch (If Installed).................................................. Select ON
Verify yaw servo engaged
YAW DAMPER TRIM Knob (If Installed)......................Rotate CW then CCW
Verify right rudder pedal moves
forward for CW rotation
Verify left rudder pedal moves
forward for CCW rotation
YAW DAMPER TRIM Knob (If Installed)................... Recenter Rudder Pedals
YAW DAMPER Switch (If Installed)................... ........................................OFF
Verify yaw servo disengaged
CWS Button on Control Wheel..............................................PRESS and HOLD
Verify pitch and roll servos disengaged
CWS Button on Control Wheel................................................................ Release
Verify pitch and roll servos re-engage
but can be overpowered
AP DISC/TRIM INTER Button on Control Wheel.................................. PRESS
Verify pitch and roll servos disengage
Verify FD bars disappear
AP DISC/TRIM INTER Button on Control Wheel.................... PRESS AGAIN
Verify autopilot disconnect tone silences
FD/AP MASTR Switch.........................................................................Select FD
Verify FD bars appear
Verify roll, pitch and yaw servos disengaged
AP DISC/TRIM INTER Button on Control Wheel...............PRESS and HOLD
Verify FD bars disappear

9-56, 6 of 14
SECTION 9

PRE-FLIGHT PROCEDURES - MANUAL ELECTRIC TRIM
NOTE
Full system voltage is required for this test, either
by alternator power via a running engine or by a
suitable external power source.
AVION MASTER Switch................................................................... Verify ON

FD/AP MASTR Switch................................................................................... ON
ELEV TRIM Master Switch............................................................................ ON
Autopilot Self Test............................................................................COMPLETE
“RDY” is displayed
Trim Switches on Control Wheel..................Activate Nose Up and Nose Down
Verify trim wheel moves
in proper direction
Verify “TRIM” appears on AP
annunciator row of PFD
Verify “TRIM” flashes on AP computer
Verify trim servo can be overpowered
by holding trim wheel stationary
Trim Switches on Control Wheel (Each Half).........................Activate Nose Up
and Nose Down
Verify no trim wheel motion
Verify no “TRIM” annunciations
Trim Switches on Control Wheel.............................................Activate Nose Up
or Nose Down Continuously
AP DISC/TRIM INTER Switch................................................................ PRESS
Verify trim wheel stops
Verify trim monitor horn sounds
Verify flashing “FAIL” light
and steady “ON” light in trim master switch
ELEV TRIM Master Switch.......................................................... RESET to ON

7 of 14, 9-57
SECTION 9

PRE-FLIGHT PROCEDURES - MANUAL ELECTRIC TRIM
(continued)
NOTE
If either the Manual Electric Trim or Autotrim
fails any portion of the preflight test, push the
ELEV TRIM (Master) switch OFF. DO NOT USE
THE ELECTRIC TRIM UNTIL THE FAULT
IS CORRECTED. With ELEV TRIM (Master)
switch OFF, the Trim indicator on the autopilot
computer and audio warning are operational. If the
Electric Trim fails or has an in-flight power failure,
the system automatically reverts to using out-of-
trim annunciations and audio warnings. SHOULD
THIS OCCUR, PUSH THE ELEVATOR TRIM
(Master) SWITCH OFF, AND REVERT TO
MANUAL AIRCRAFT TRIM UNTIL THE
FAULT IS CORRECTED.
NOTE
BEFORE FLIGHT, VERIFY THAT THE
AUTOPILOT IS DISENGAGED AND ALL
TRIM SYSTEMS ARE SET FOR TAKEOFF.
GLIDE SLOPE FLIGHT PROCEDURE - AUTOMATIC ARM/

CAPTURE
To arm the Automatic Glideslope (GS) capture function the following conditions
must be met:
A. NAV Receiver must be tuned to the appropriate localizer frequency with
NAV flag out of view.
B. Glideslope signal must be valid - no flag.
C. Autopilot must be in NAV APR and ALT hold mode.
D. Aircraft must have less than 50% full scale of localizer centerline and
greater than 10% full scale below glideslope centerline.
The armed GS mode can be subsequently disabled by pressing the APR mode
selector button. The GS annunciation will flash to acknowledge deactivation. To
re-arm the GS mode, press the APR mode selector button again. The GS annun-
ciation will immediately extinguish, but reappear after one second.

9-58, 8 of 14
SECTION 9

GLIDE SLOPE FLIGHT PROCEDURE - AUTOMATIC ARM/
CAPTURE (continued)
With the GS mode armed, once the aircraft arrives at 5% needle deflection below
the glideslope center line, the ALT annunciation will extinguish to indicate
engagement/capture of the glideslope mode. If the aircraft deviates from the
glideslope centerline by more than 50%, the GS annunciation will flash.
NOTE
If the approach positions the aircraft slightly above
the GS centerline then manual engagement of the
glideslope mode can be instantly achieved by
pressing the ALT mode selector switch.
Caution
Manual engagement of the GS mode while above
the GS centerline will result in the aircraft moving
aggressively toward the GS centerline. DO NOT
manually engage the GS mode if the aircraft is
more than 20% above the GS centerline.
Approach the GS intercept point (usually the OM) with the flaps set to approach
deflection of 10º to 25º notches (see Limitations section), and with the aircraft
stabilized in ALT hold mode. At the glideslope intercept, lower the landing
gear and adjust power for desired descent speed. For best tracking results, make
power adjustments in small, smooth increments to maintain desired airspeed.
At the missed approach point or the decision altitude, but no lower than 200
feet AGL, disconnect the autopilot for landing or for the go-around maneuver
(see Limitations section). If a missed approach is required, the autopilot may
be re-engaged after the aircraft has been reconfigured for and established in a
stabilized climb.
NOTE
If a valid localizer or glideslope signal is lost
during the approach, as evidenced by flashing
“APR” or “GS” and PFD steering bars, the pilot
should immediately execute a missed approach
and advise ATC of intentions.

9 of 14, 9-59
SECTION 9

GPS approach with vertical guidance
Select and load the appropriate GPS WAAS approach (LPV, LNAV/VNAV or
LNAV+V) into the MFD or PFD via the PROC button. Select GPSS or APR to
allow the autopilot to execute the lateral approach sequence. At any point prior
to intercepting the glidepath, the APR button must be selected for the autopilot
to follow the vertical guidance. A good practice is to select APR early in the
approach sequence so it is not forgotten on final approach.
Caution
The aircraft will not automatically level off
at the Decision Altitude (DA). The pilot must
maintain continuous awareness of their altitude
and disconnect the autopilot at the DA for a manual
landing or go-around maneuver. BARO MINS
may be set on the PFD to remind the pilot when
the DA is reached.
At the Decision Altitude (DA) or Missed Approach Point (MAP), but no lower
than 200 feet AGL, disconnect the autopilot and execute either a manual landing
or go-around maneuver.
GO-AROUND Maneuver
If a missed approach is required, the autopilot may be reengaged after the aircraft
has been reconfigured for and established in a stabilized climb.
No change.

No change.

9-60, 10 of 14
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION

This section contains system description and operation for the autopilot, trim and
yaw damper systems. For detailed normal operating procedures, including
system description, pre-flight and in-flight procedures, refer to the S-TEC
System FiftyFive X Pilot Operating Handbook, P/N 87109, dated March 1,
2008 or later approved revision.
AUTOPILOT and FLIGHT DIRECTOR SYSTEMS - AUTOPILOT

The System Fifty Five X is a rate based autopilot. For roll control the autopilot
senses turn rate from a dedicated turn coordinator as well as closure rate to the
selected course, along with the non-rate quantities of heading error, course error
and course deviation indication. For pitch control the autopilot senses vertical
speed, acceleration, and closure rate to the selected glideslope/glidepath, along
with non-rate quantities of altitude and glideslope/glidepath deviation. These
sensed data provide feedback to the autopilot, which processes them in order to
control the aircraft through the use of servos coupled to the control system.
• The roll servo is connected to the aileron system and is used for control
about the roll (longitudinal) axis.
• The pitch servo is connected to the elevator or stabilator system, as
applicable, and is used for primary control about the pitch (lateral) axis.
• The optional pitch trim servo is connected to the elevator or stabilator
trim tabs and is used to relieve the forces on the elevator or stabilator
system.
• The optional yaw servo is connected to the rudder and is used to dampen
excessive yaw about the yaw (vertical) axis.
For autopilot control, set the Autopilot Master switch to the FD/AP position.
NOTE
A roll mode of the autopilot must be engaged in
order to allow any pitch mode to be engaged.
AUTOPILOT and FLIGHT DIRECTOR SYSTEMS - FLIGHT DIRECTOR

The optional Flight Director (FD) is a display of the flight profile and is com-
manded by the autopilot. A pair of flight director steering bars and aircraft refer-
ence symbol are the principal FD components.

11 of 14, 9-61
SECTION 9
SECTION 7 - DESCRIPTION AND OPERATION (continued)

AUTOPILOT and FLIGHT DIRECTOR SYSTEMS - FLIGHT
DIRECTOR (continued)
Flight director only guidance (if installed) is possible by selecting FD/AP on the
FD/AP MASTR switch, then selecting FD. An audible alert will sound when
switching from FD/AP to FD, thereby acknowledging that FD mode is engaged.
During the FD only mode of operation, the autopilot servos remain disengaged
and the pilot manually flies the aircraft by tucking the airplane symbol under
the flight director steering bars. Flight director only guidance is available in
all lateral and vertical modes that are available during normal autopilot coupled
flight.
ELECTRIC TRIM SYSTEM
The S-TEC Electric Trim System is designed to accept any single failure, either
mechanical or electrical, without uncontrolled trim input resulting during opera-
tions in the Manual Electric Trim Mode. During autotrim mode the system is
designed to limit the effect of any failure causing trim operation. In order to
assure proper operation of these safeguards, it is necessary to conduct a pre-flight
test of the system.
The Trim Monitor System consists of the components pictured in Figure 1 and is
designed to alert the pilot of a trim failure or a trim in motion.
Trim System with Trim Monitor

Figure 1
The system is activated by pushing the ELEV TRIM (PUSH ON/OFF) Master
switch ON. A green ON light and a red FAIL light will illuminate in the switch
and the trim audio horn will activate for one second, as a test. A trim fault will
cause the FAIL light to illuminate along with continuous horn operation. The
pilot should press and hold the red AP DISC/ TRIM INTER button on the control
wheel and conduct the appropriate emergency procedures listed in Section 3 of
this supplement.

9-62, 12 of 14
SECTION 9

Yaw Damper System (if installed)
The yaw damper system is comprised of a yaw damper master switch, yaw
damper control box, yaw servo and a yaw damper trim knob. The yaw damper
master switch has three positions (YAW AUTO, OFF, YAW ON) that perform
the following functions:
• YAW AUTO: The yaw damper performs its function duing the time
that the autopilot is ON and the roll servo is engaged.
With the autopilot servo(s) not engaged, the yaw
damper will not function while in the AUTO posi-
tion.
• YAW OFF: The yaw damper will not function, regardless of the
autopilot status.
• YAW ON The yaw damper performs its function during all times
that the autopilot circuit breaker is IN. The autopilot
computer does not need to be ON for the yaw damper
to function but it does need to be powered. To dis-
able the yaw damper, turn the yaw damper master
switch OFF or pull the AUTOPILOT circuit breaker.
Yaw Damper System

Figure 2
The yaw damper system is designed to dampen excessive adverse yawing
motions. The yaw damper trim knob can be used to regain coordinated flight
(centering of the slip/skid ball) by removing yaw forces created by the rudder
control surface. The yaw trim knob moves the entire rudder surface and not the
rudder trim system (if installed).
Caution
The yaw damper should be turned OFF during taxi,
takeoff and landing operations.
13 of 14, 9-63
SECTION 9

Yaw Damper System (if installed)(continued)
NOTE
The Yaw Trim Control is a rudder centering device
with limited authority, and does not automatically
trim the rudder tab. Therefore, after making large
power, flight profile, or aircraft configuration
changes, it is advisable to disconnect the yaw
damper and check basic aircraft rudder trim. Retrim
if necessary and then re-engage the yaw damper.
The procedure for operating the Yaw Damper is as follows:

1. Trim the aircraft for the phase of flight being conducted (climb, cruise,
descent) with rudder trim.
2. Adjust the Yaw Damper trim control to center position.
3. Engage the Yaw Damper by pressing the Yaw Damper master switch to the
YAW AUTO (during autopilot operation) or YAW ON position.
4. Make small Yaw Damper trim adjustments as necessary to keep the slip/skid
ball centered.
5. Disconnect Yaw Damper for landing.
SECTION 8 - HANDLING, SERVICING, AND MAINTENANCE

No change.
SECTION 9 - SUPPLEMENTS
Refer to contents of this supplement for operation of the System 55X, Two Axis
Automatic Flight Guidance System.
SECTION 10 - OPERATING TIPS

No change.

9-64, 14 of 14
SECTION 9

AND
SUPPLEMENT NO. 7
FOR
BENDIX/KING KR-87 DIGITAL ADF
WITH GARMIN PFD INDICATOR

FAA Approved Airplane Flight Manual when the Bendix/King KR-87 Digital
ADF with the Garmin Primary Flight Display (PFD) Indicator is installed per
the Equipment List. The information contained herein supplements or
supersedes the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual only in those areas listed herein. For limitations, procedures and
performance information not contained in this supplement, consult the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED: _________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 10, 9-65
SECTION 9
SECTION 1 - GENERAL
The Bendix/King Digital ADF is a panel mounted, digitally tuned, automatic

direction finder. It is designed to provide continuous 1 kHz digital tuning in the
frequency range of 200 kHz to 1799 kHz and eliminates the need for mechanical
band switching. The system comprises a receiver, a built-in electronic timer, a
bearing indicator on the Garmin PFD and a KA-44B combined loop and sense
antenna.
The Bendix/King Digital ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude modulated (AM) signals.
The “flip-flop” frequency display allows switching between pre-selected
“STANDBY” and “ACTIVE” frequencies by pressing the frequency transfer
button. Both preselected frequencies are stored in a non-volatile memory circuit
(no battery power required) and displayed in self-dimming gas discharge numer-
ics. The active frequency is continuously displayed in the left window, while the
right window will display either the standby frequency or the selected readout
from the built-in timer.
The built-in electronic timer has two separate and independent timing func-
tions: (1) An automatic flight timer that starts whenever the unit is turned on.
This timer functions up to 59 hours and 59 minutes. (2) An elapsed timer which
will count up or down for up to 59 minutes and 59 seconds. When a preset time
interval has been programmed and the countdown reaches :00, the display will
flash for 15 seconds. Since both the flight timer and elapsed timer operate inde-
pendently, it is possible to monitor either one without disrupting the other. The
pushbutton controls are internally lighted.
No change.
No change.

9-66, 2 of 10
SECTION 9
To Operate as an Automatic Direction Finder:

1. OFF/VOL Control - ON.
2. Frequency Selector Knobs - SELECT desired frequency in the standby
frequency display.
3. FRQ Button - PRESS to move the desired frequency from the standby to
the active position.
4. ADF Button (on ADF receiver) - PRESS to activate ADF mode.
5. ADF Button (on audio panel) - PRESS to activate ADF audio through
headset.
6. SPKR Button (on audio panel) - PRESS to activate ADF audio through
cockpit speaker.
7. OFF/VOL Control - SET to desired volume level.
8. ADF Bearing - Display ADF bearing on either PFD by selecting the
PFD softkey, then pressing the BRG1 or BRG2 softkey until “ADF” is
displayed in the appropriate Bearing 1 or Bearing 2 Information Window
and the bearing pointer is displayed on the HSI.
ADF Test (Pre-flight or In-flight):

1. ADF Button - SELECT ANT mode and note pointer moves towards the
90° position and then disappears.
2. ADF Button - SELECT ADF mode and note the pointer moves without
hesitation to the station bearing. Excessive pointer sluggishness, wavering
or reversals indicate a signal that is too weak or a system malfunction.

3 of 10, 9-67
SECTION 9
NOTE
The Standby Frequency which is in memory while
Flight Time or Elapsed Time modes are being
displayed may be called back by pressing the FRQ
button, then transferred to active use by pressing
the FRQ button again.
To Operate Elapsed Time Timer-Count Down Mode:

1. OFF/VOL Control - ON.
2. FLT/ET Mode Button - PRESS (once or twice) until ET is annunciated.
3. SET/RST Button - PRESS until the ET annunciation begins to flash.
4. FREQUENCY SELECTOR KNOBS - SET desired time in the elapsed
time display. The small knob is pulled out to tune the 1’s. The small knob
is pushed in to tune the 10’s. The outer knob tunes minutes up to 59 min-
utes.
NOTE
Selector knobs remain in the time set mode for 15
seconds after the last entry or until the SET/RST,
FLT/ET, or FRQ button is pressed.
5. SET/RST Button - PRESS to start countdown. When the timer reaches 0,

it will start to count up as display flashes for 15 seconds.
NOTE
While FLT or ET are displayed, the active
frequency on the left side of the window may be
changed, by using the frequency selector knobs,
without any effect on the stored standby frequency
or the other modes.

9-68, 4 of 10
SECTION 9
ADF Operation NOTES:

Erroneous ADF Bearing Due to Radio Frequency Phenomena:
In the U.S., the FCC, which assigns AM radio frequencies, occasionally will
assign the same frequency to more than one station in an area. Certain condi-
tions, such as Night Effect, may cause signals from such stations to overlap.
This should be taken into consideration when using AM broadcast station for
navigation.
Sunspots and atmospheric phenomena may occasionally distort reception so that
signals from two stations on the same frequency will overlap. For this reason,
it is always wise to make positive identification of the station being tuned, by
switching the function selector to ANT and listening for station call letters.
Electrical Storms:
In the vicinity of electrical storms, an ADF indicator pointer tends to swing from
the station tuned toward the center of the storm.
Night Effect:
This is a disturbance particularly strong just after sunset and just after dawn. An
ADF indicator pointer may swing erratically at these times. If possible, tune to
the most powerful station at the lowest frequency. If this is not possible, take the
average of pointer oscillations to determine relative station bearing.
Mountain Effect:
Radio waves reflecting from the surface of mountains may cause the pointer to
fluctuate or show an erroneous bearing. This should be taken into account when
taking bearings over mountainous terrain.
Coastal Refraction:
Radio waves may be refracted when passing from land to sea or when moving
parallel to the coastline. This also should be taken into account.

5 of 10, 9-69
SECTION 9
No change.

Factory installed optional equipment is included in the certified weight and bal-
ance data in Section 6 of the Pilot’s Operating Handbook and Airplane Flight
Manual.

9-70, 6 of 10
SECTION 9
KR-87 Digital ADF
ADF Displays on Garmin PFD
King Digital ADF Operating Controls and PFD Indicator

Figure 1

7 of 10, 9-71
SECTION 9
Legend - Figure 1
1. Mode Annunciation - Antenna (ANT) is selected by the “out” position of
the ADF button. This mode improves the aural reception and is usually
used for station identification. The bearing pointer is deactivated and will
move towards the 90° relative position and then disappear. Automatic
Direction Finder (ADF) mode is selected by the depressed position of the
ADF button. This mode activates the bearing pointer. The bearing pointer
will point in the direction of the station relative to the aircraft heading.
2. Active Frequency Display - The frequency to which the ADF is tuned is
displayed here. The active ADF frequency can be changed directly when
either of the timer functions are selected.
3. Beat Frequency Oscillator (BFO) - The BFO mode, activated and annun-
ciated when the “BFO” button is depressed, permits the carrier wave and
associated morse code identifier broadcast on the carrier wave to be heard.
NOTE
CW signals (Morse Code) are unmodulated and
no audio will be heard without use of BFO. This
type of signal is not used in the United States air
navigation. It is used in some foreign countries
and marine beacons.
4. Standby Frequency Annunciation (FRQ) - When FRQ is displayed,

the STANDBY frequency is displayed in the right hand display. The
STANDBY frequency is selected using the frequency select knobs. The
selected STANDBY frequency is put into the ACTIVE frequency window
by pressing the frequency transfer button.
5. Standby Frequency Display - Either the standby frequency, the flight
timer, or the elapsed time is displayed in this position. The flight timer
and elapsed timer are displayed replacing the standby frequency which
goes into “blind” memory to be called back at any time by depressing the
FRQ button. Flight time or elapsed time are displayed and annunciated
alternatively by depressing the FLT/ET button.

9-72, 8 of 10
SECTION 9
Legend - Figure 1 (continued)

6. Timer Mode Annunciation - Either the elapsed time (ET) or flight time
(FLT) mode is annunciated here.
7. Frequency Selector Knobs - Selects the standby frequency when FRQ is
displayed and directly selects the active frequency whenever either of the
timer functions is selected. The frequency selector knobs may be rotated
either clockwise or counterclockwise. The small knob is pulled out to tune
the 1’s. The small knob is pushed in to tune the 10’s. The outer knob tunes
the 100’s with rollover into the 1000’s. These knobs are also used to set the
desired time when the elapsed timer is used in the countdown mode.
8. Off/Volume Control (OFF/VOL) - Controls primary power and audio
output level. Clockwise rotation from OFF position applies primary
power to receiver; further clockwise rotation increases audio level. Audio
muting causes the audio output to be muted unless the receiver is locked
on a valid station.
9. Set/Reset Button (SET/RST) - The set/reset button, when pressed, resets
the elapsed timer whether it is being displayed or not.
10. Flight Time/Elapsed Time Mode Selector Button (FLT/ET) - The Flight
Timer/Elapsed Time mode selector button, when pressed, alternatively
selects either Flight Timer mode or Elapsed Timer mode.
11. Frequency Transfer Button (FRQ) - The FRQ transfer button, when
pressed, exchanges the active and standby frequencies. The new frequency
becomes active and the former active frequency goes into standby.
12. BFO Button - The BFO button selects the BFO mode when in the
depressed position (see Note under item 3).
13. ADF Button - The ADF button selects either the ANT mode or the ADF
mode. The ANT mode is selected with the ADF button in the out position.
The ADF mode is selected with the ADF button in the depressed position.
14. Bearing Pointer (on PFD) - The cyan arrow indicates magnetic bearing to
the station in degrees.

9 of 10, 9-73
SECTION 9

9-74, 10 of 10
SECTION 9

AND
SUPPLEMENT NO. 8
FOR
BENDIX/KING KN-63 DME

FAA Approved Airplane Flight Manual when the Bendix/King KN-63 DME
is installed per the Equipment List. The information contained herein
supplements or supersedes the Pilot’s Operating Handbook and FAA Approved
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.
FAA APPROVED: _________________

Eric A. Wright
ODA-510620-CE
Vero Beach, Florida

1 of 4, 9-75
SECTION 9
SECTION 1 - GENERAL
The Bendix/King KN-63 DME supplies continuous slant range distance infor-
mation from a fixed ground station to an aircraft in flight.
The equipment consists of a Garmin Primary Flight Display (PFD) which con-
tains all the operating controls and displays, and a remotely mounted KN-63
Receiver-Transmitter.
No change.
No change.
DME Operation
1. NAV 1 and NAV 2 VHF Navigation Receivers - ON; TUNE FREQUENCY
to VOR/DME or VORTAC station frequencies, as required.
NOTE
When the VORTAC or VOR/DME frequency
is selected, the appropriate DME frequency is
automatically channeled.
2. DME IDENTIFICATION - select DME button on audio panel (audio ID

will always come through the headset and will come through the cockpit
speaker if SPKR is selected on the audio panel).
3. Select PFD softkey, then DME softkey to display DME Information win-
dow.
4. Select DME softkey on PFD to display DME TUNING Window.
5. Select NAV1, NAV2 or HOLD mode from DME TUNING window.
No change.
Factory installed optional equipment is included in the certified weight and
balance data in Section 6 of the Pilot’s Operating Handbook and Airplane
Flight Manual.

9-76, 2 of 4
SECTION 9
DME Display on Garmin PFD

Figure 1
Legend - Figure 1
1. DME Information Window
2. DME MODE ANNUNCIATOR
Displays the DME operating mode; NAV 1 or NAV 2
or HOLD as selected in the DME TUNING window.
3. FREQUENCY
Displays the frequency of the VOR / DME or VORTAC selected on the
associated navigation radio or the frequency being held (HOLD) that
was previously selected.
4. DISTANCE DISPLAY (NM)

DME distance to VOR / DME or VORTAC displayed in .1 nautical mile
increments up to 99.9 NM, then in increments of one nautical mile to
up to 389 NM.

3 of 4, 9-77
SECTION 9

Legend - Figure 1 (continued)
5. DME TUNING Window (NAV1, NAV2, HOLD)
Allows access to the DME operating mode as follows:
NAV 1 Selects DME operation

with No. 1 VHF naviga-
tion set; enables chan- 5
nel selection by NAV 1
frequency selector con-
trols.
NAV 2 Selects DME operation with No. 2 VHF navigation set; enables
channel selection by NAV 2 frequency selector controls.
HOLD Selects DME memory circuit; DME remains channeled to station
which was last channeled when HOLD was selected and will
continue to display information relative to this channel. Allows
both the NAV 1 and NAV 2 navigation receivers to be set to new
operational frequencies without affecting the previously selected
(HOLD) DME operation.
NOTE
In the HOLD mode, the frequency being held
remains in the DME Information Window and
does not update when NAV1 or NAV2 frequencies
are being updated.
NOTE
If NAV1 or NAV2 are red-x’d on the PFD, the
associated DME indication will be valid if it was
the active DME when the NAV failure occurred.
Switching to the DME associated with the failed
NAV will not be possible.

9-78, 4 of 4
SECTION 10
PA-34-220T, SENECA V OPERATING TIPS
TABLE OF CONTENTS
SECTION 10
OPERATING TIPS
Paragraph Page
No. No.
10.1 General..................................................................................... 10-1

10.2 Safety Tips................................................................................ 10-1
10.3 Operating Tips.......................................................................... 10-1
10.4 Preheating................................................................................. 10-4

10-i
SECTION 10
OPERATING TIPS PA-34-220T, SENECA V

10-ii
SECTION 10
SECTION 10
OPERATING TIPS
10.1 GENERAL
This section provides operating tips of particular value in the operation of
the Seneca V.
10.2 Safety tips

A small child should be placed in an approved child restraint seat during
aircraft operation. The child should not be held or share a seat belt with another
person. Acceptable child restraint seats are defined in publications such as
Federal Aviation Administration Advisory Circular 91-62a.
10.3 OPERATING TIPS

(a) Learn to trim for takeoff so that only a very light back pressure on the
wheel is required to lift the airplane off 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 113 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. The flap step will not support weight 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 wing fuel tanks is such that in certain maneuvers the
fuel may move away from the tank outlet. If the outlet is uncovered, the
fuel flow will be interrupted and a temporary loss of power may result.
Pilots can prevent inadvertent uncovering of the outlet by avoiding
maneuvers which could result in uncovering the outlet.

10-1
SECTION 10
10.3 OPERATING TIPS (Continued)

(f) (Continued)
Extreme running turning takeoffs should be avoided as fuel flow
interruption may occur.
Prolonged slips and skids which result in excess of 2000 feet of altitude
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 are 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.
(h) Anti-collision lights should not be operating when flying through
overcast and clouds, since reflected light can produce spatial
disorientation. Do not operate strobe lights when taxiing in the vicinity
of other aircraft.
(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.
(j) Pilots who fly above 10,000 feet should be aware of the need for
special physiological training. Appropriate training is available
at various non-government facilities around the country and
for FREE at the FAA’s Mike Monroney Aeronautical Center in
Oklahoma City, OK.
Personnel from the Civil Aerospace Medical Institute (CAMI)
Airman Education Programs will provide available training dates
for classes in Oklahoma City. Classes are scheduled starting on
the first workday of each month for the month 90 days away
(for example, scheduling for July classes would begin the first
workday of May) and are filled on a first-call, first-filled basis.
To obtain available class dates and/or enroll for class seats, you
must call, Monday through Friday from 7:30 AM to 4:00 PM
(CST), (405) 954-4837. The following information is required to
enroll in a class:

10-2
SECTION 10
10.3 OPERATING TIPS (Continued)

(j) (Continued)
Full Name, Date of birth, Name of Organization (if applicable),
Mailing Address, Daytime phone number and Aircrew Position or
Non-Aircrew Occupation.
Restrictions apply to those who are not U.S. citizens. Contact the
Mike Monroney Aeronautical Center for additional information.
You will receive an email at the address you provide during
enrollment containing registration instructions. This should be
done not later than 14 work days prior to the scheduled training
visit.
It is recommended that all pilots who plan to fly above 10,000 feet
take this training before flying this high and then take refresher training
every two or three years.
(k) Sluggish RPM control and propeller overspeed with poor RPM
recovery after rapid throttle application are indications that nitrogen
pressure in the propeller dome is low.
(l) Experience has shown that the training advantage gained by pulling a
mixture control or turning off the fuel to simulate engine failure at low
altitude is not worth the risk assumed, therefore it is recommended that
instead of using either of these procedures to simulate loss of power
at low altitude, the throttle be retarded slowly to idle position. Fast
reduction of power may be harmful to the engine. A power setting of
2300 RPM is recommended for simulated one engine operation.
(m) Before starting either engine, check that all radio switches, light
switches and the pitot heat switch are in the OFF position so as not to
create an overloaded condition when the starter is engaged.
(n) The airplane should not be flown in severe turbulence as damage to the
airframe structure could result.
(o) The best speed for takeoff is about 75 KIAS under normal conditions.
Trying to pull the airplane off the ground at too low an airspeed
decreases the controllability of the airplane in the event of an engine
failure.

10-3
SECTION 10
10.4 Preheating
The use of preheat and auxiliary power (battery cart) will facilitate
starting during cold weather and is recommended when the engine has been
cold soaked at temperatures of 10°F and below in excess of two hours.
Successful starts without these aids can be expected at temperatures below
normal, provided the aircraft battery is in good condition and the ignition
and fuel systems are properly maintained.
The following procedures are recommended for preheating, starting,
warm-up, run-up and takeoff.
(a) Select a high volume hot air heater. Small electric heaters which are
inserted into the cowling inlet do not appreciably warm the oil and may
result in superficial preheating.
WARNING
Superficial application of preheat to a cold-soaked
engine can have disastrous results.
A minimum of preheat application may warm the engine enough to
permit starting but will not de-congeal oil in the sump, lines, cooler,
filter, etc. Typically, heat is applied to the upper portion of the engine
for a few minutes after which the engine is started and normal operation
is commenced. The operator may be given a false sense of security
by indications of oil and cylinder temperatures as a result of preheat.
Extremely hot air flowing over the cylinders and oil temperature
thermocouples may lead one to believe the engine is quite warm;
however, oil in the sump and filter are relatively remote and will not
warm as rapidly as a cylinder. For example, even when heat is applied
directly, oil lines are usually lagged with material which does an
excellent job of insulating.
Congealed oil in such lines may require considerable preheat. The
engine may start and apparently run satisfactorily, but can be damaged
from lack of lubrication due to congealed oil in various parts of
the system. The amount of damage will vary and may not become
evident for many hours. On the other hand, the engine may be severely
damaged and could fail shortly following application of high power.
Improper or insufficient application of preheat and the resulting oil and
cylinder temperature indications may encourage the pilot to expedite his
ground operation and commence a takeoff prematurely. This procedure
only compounds an already bad situation.

10-4
SECTION 10
10.4 Preheating (Continued)

Proper procedures require thorough application of preheat to all parts
of the engine. Hot air should be applied directly to the oil sump and
external oil lines as well as the cylinders, air intake and oil cooler.
Excessively hot air can damage non-metallic components such as seals,
hoses and drive belts, so do not attempt to hasten the preheat process.
Before starting is attempted, turn the engine by hand or starter until it
rotates freely. After starting, observe carefully for high or low oil
pressure and continue the warm-up until the engine operates smoothly
and all controls can be moved freely. Do not close the cowl flaps to
facilitate warm-up as hot spots may develop and damage ignition wiring
and other components.
(b) Hot air should be applied primarily to the oil sump and filter area. The
oil drain plug door or panel may provide access to these areas. Continue
to apply heat for 15 to 30 minutes and turn the propeller, by hand,
through 6 or 8 revolutions at 5 or 10 minute intervals.
(c) Periodically feel the top of the engine and, when some warmth is noted,
apply heat directly to the upper portion of the engine for approximately
five minutes. This will provide sufficient heating of the cylinders and
fuel lines to promote better vaporization for starting. If enough heater
hoses are available, continue heating the sump area. Otherwise, it will
suffice to transfer the source of heat from the sump to the upper part of
the engine.
(d) Start engine immediately after completion of the preheating process.
Since the engine will be warm, use normal starting procedure.
NOTE
Since the oil in the oil pressure gauge line may
be congealed, as much as 60 seconds may elapse
before oil pressure is indicated. If oil pressure is
not indicated within one minute, shut the engine
down and determine the cause.
(e) Operate the engine at 1000 RPM until some oil temperature is
indicated. Monitor oil pressure closely during this time and be alert for
a sudden increase or decrease. Retard throttles, if necessary, to maintain
oil pressure below 100 psi. If oil pressure drops suddenly to less than 30
psi, shut down the engine and inspect lubrication system. If no damage
or leaks are noted, preheat the engine for an additional 10 to 15 minutes
before restarting.

10-5
SECTION 10

10-6

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What precautions should be taken when preheating an engine?

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WARNING

This Information Manual may be

MANUAL PART NUMBER 767-092

REPORT: VB-2230 ISSUED: April 30, 2013

ISSUED: April 30, 2013 REPORT: VB-2230

Revision material will consist of information necessary to add, update or

I. Identifying Revised Material

Vertical black lines indicate current revisions only. Correction of

original pages issued

Current Revisions to the PA-34-220T, SENECA V Pilot’s Operating Handbook,

Revision FAA Approved

ISSUED: April 30, 2013 REPORT: VB-2230

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1.1 Introduction.............................................................................. 1-1

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(d) Number of Blades 3

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(b) Usable Fuel (U.S. gal.) (total) 122

REPORT: VB-2230 ISSUED: April 30, 2013

1.11 MAXIMUM WEIGHTS

1.13 STANDARD AIRPLANE WEIGHTS

1.15 BAGGAGE SPACE

1.17 SPECIFIC LOADINGS

ISSUED: April 30, 2013 REPORT: VB-2230

1.18 G1000 GNSS (GPS/SBAS) Navigation System Equipment

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

The Garmin G1000 Integrated Avionics GNSS navigation system as installed

The Garmin GNSS navigation system complies with the equipment

REPORT: VB-2230 ISSUED: April 30, 2013

1.18 G1000 GNSS (GPS/SBAS) Navigation System Equipment

Garmin International holds an FAA Type 2 Letter of Acceptance (LOA)

Navigation information is referenced to WGS-84 reference system.

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1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated

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1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (cont)

ISSUED: April 30, 2013 REPORT: VB-2230

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (cont)

(b) Meteorological Terminology

ISA International Standard Atmosphere in which:

REPORT: VB-2230 ISSUED: April 30, 2013

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont)

ISSUED: April 30, 2013 REPORT: VB-2230

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (cont)

REPORT: VB-2230 ISSUED: April 30, 2013