Seneca SOPs

PA34-220T
Piper Seneca V
Standard Operating
Procedures
Revision 06
5 May 2023
Reference No: PTR-TRM-65
Your worldwide
training partner
of choice
The Materials contained herein are the sole property of CAE Aviation Academy.
No part of this publication may be reproduced or transmitted in any form or by any
means, electrical, mechanical, photocopying, recording or otherwise used in any
manner whatsoever without the express permission of CAE Aviation Academy.
PA34-220T PIPER SENECA V
PART 0
CONTROL PAGES
Published by CAE Aviation Academy

© CAE Aviation Academy All Rights Reserved 3

4 © CAE Aviation Academy All Rights Reserved
PART 0 - CONTROL PAGES 3
0.1 Table of Contents 5

0.2 Revisions 8
0.3 List of Effective Pages 9
0.4 Introduction 11
0.5 Authorisation and Distribution 12
PART 1 - GENERAL INFORMATION 13
1.1 Foreword 15
1.2 Quick Reference Handbook 16
1.3 Document Layout 16
PART 2 - LIMITATIONS, SPEEDS, POWER SETTINGS 19
2.1 Limitations 21
2.2 Recommended Speeds and Power Settings 25
PART 3 - BASIC PROCEDURES 27
3.1 Pre-Starting 29
3.2 Initial Checks 39
3.3 Pre-Start, Starting and After Start 40
3.4 Taxi and Pre Take-off 57
3.5 Take-off and Climb 63
3.6 Level Off and Cruise 67
3.7 Descent and Approach 72
3.8 Approach and Landing 74
3.9 After Landing 80
PART 4 - SUPPLEMENTARY PROCEDURES 83
4.1 Multi Pilot Procedures 85

4.2 Autopilot Procedures 99
PART 5 - PROCEDURES & TECHNIQUES 105
5.1 Introduction 107

5.2 Basic Prinicples 107
5.3 Departure 109
5.4 En Route 110
5.5 Approach and Landing 118

5.6 Asymmetric Operations 132

5.7 Conventional Limited Panel Operations 135
PART 6 - EMERGENCY AND ABNORMAL PROCEDURES 137
6.1 General Guidance 139

6.2 Quick Reference Handbook (QRH) 140
6.3 Crew Alerting System (CAS) 142
6.4 Engine Inoperative Procedures 149
PART 7 - PRE-FLIGHT PLANNING 151
7.1 General 153

7.2 VFR Flight Preparation 154
7.3 IFR Flight Preparation 158
7.4 Fuel Planning 162
PART 8 - PERFORMANCE 163
8.1 General 165

8.2 Airspeed System Calibration 165
8.3 Take-off Performance Data 166
8.4 Climb Performance Data 167
8.5 En Route Performance 170
8.6 Descent Performance Data 174
8.7 Landing Performance 175
8.8 Manual Methof of Calculating Take-off Performance 178
8.9 Manual Method of Calculating Landing Performance 181
8.10 Electronic Calculation of Performance Entry Sheet 184
PART 9 - MASS & BALANCE 191
9.1 General 193

9.2 Manual Calculation of Mass and Balance 194
9.3 Electronic Calculation of Mass and Balance 198
PART 10 - AIRCRAFT SYSTEMS 199
10.1 Aeroplane Structure 201

10.2 Engine and Propellers 202
10.3 Air Conditioning 207
10.4 Auto Flight 209
10.5 Communications 210
10.6 Electrical System 212

10.7 Equipment and Furnishings 213

10.8 Flight Controls 214
10.9 Fuel 215
10.10 Ice and Rain Protection 218
10.11 Indicating and Recording Systems 220
10.12 Landing Gear 222
10.13 Lights 224
10.14 Navigation System 227
PART 11 - MINIMUM EQUIPMENT LIST (MEL) 251
11.1 General 253

11.2 MEL Items 255

REVISIONS
Issue Detail Date

1 Initial 29 March 2019
2 No change 1 April 2019
3 Head of Training Standards 1 July 2019
4 No change 1 October 2019
5 New CFI, changes to Basic Procedures 1 January 2020
6 Revised Control Pages 11 and 12 5 May 2023
Removed minimum oil quantity (Page 33)

LIST OF EFFECTIVE PAGES
Page Revision Page Revision Page Revision Page Revision Page Revision
1 6 35 6 69 6 103 6 137 6
2 6 36 6 70 6 104 6 138 6
3 6 37 6 71 6 105 6 139 6
4 6 38 6 72 6 106 6 140 6
5 6 39 6 73 6 107 6 141 6
6 6 40 6 74 6 108 6 142 6
7 6 41 6 75 6 109 6 143 6
8 6 42 6 76 6 110 6 144 6
9 6 43 6 77 6 111 6 145 6
10 6 44 6 78 6 112 6 146 6
11 6 45 6 79 6 113 6 147 6
12 6 46 6 80 6 114 6 148 6
13 6 47 6 81 6 115 6 149 6
14 6 48 6 82 6 116 6 150 6
15 6 49 6 83 6 117 6 151 6
16 6 50 6 84 6 118 6 152 6
17 6 51 6 85 6 119 6 153 6
18 6 52 6 86 6 120 6 154 6
19 6 53 6 87 6 121 6 155 6
20 6 54 6 88 6 122 6 156 6
21 6 55 6 89 6 123 6 157 6
22 6 56 6 90 6 124 6 158 6
23 6 57 6 91 6 125 6 159 6
24 6 58 6 92 6 126 6 160 6
25 6 59 6 93 6 127 6 161 6
26 6 60 6 94 6 128 6 162 6
27 6 61 6 95 6 129 6 163 6
28 6 62 6 96 6 130 6 164 6
29 6 63 6 97 6 131 6 165 6
30 6 64 6 98 6 132 6 166 6
31 6 65 6 99 6 133 6 167 6
32 6 66 6 100 6 134 6 168 6
33 6 67 6 101 6 135 6 169 6
34 6 68 6 102 6 136 6 170 6

Page Revision Page Revision Page Revision

171 6 205 6 239 6
172 6 206 6 240 6
173 6 207 6 241 6
174 6 208 6 242 6
175 6 209 6 243 6
176 6 210 6 244 6
177 6 211 6 245 6
178 6 212 6 246 6
179 6 213 6 247 6
180 6 214 6 248 6
181 6 215 6 249 6
182 6 216 6 250 6
183 6 217 6 251 6
184 6 218 6 252 6
185 6 219 6 253 6
186 6 220 6 254 6
187 6 221 6 255 6
188 6 222 6 256 6
189 6 223 6 257 6
190 6 224 6 258 6
191 6 225 6 259 6
192 6 226 6
193 6 227 6
194 6 228 6
195 6 229 6
196 6 230 6
197 6 231 6
198 6 232 6
199 6 233 6
200 6 234 6
201 6 235 6
202 6 236 6
203 6 237 6
204 6 238 6

INTRODUCTION
The CAE PA34-220T Standard Operating Procedures (SOPs) are issued

under the authority of the Head of Training at CAE Sts Ltd. and in
accordance with the regulations and guidance given in Part-ORA and Part-NCO.
The Company aims to achieve the safest possible operations for its staff, students
and anyone else associated with its activities. An important element in achieving
and maintaining an even safer range of operations is that we try to learn from any
accidents or incidents, on the ground or in the air, in order to prevent a recurrence.
All employees and students are strongly urged to help CAE maintain the highest
levels of safety and are encouraged to report any information which may affect
ground or flight safety.
This SOPs manual forms part of the Operations Manual of the Approved Training
Organisation (ATO) of:
CAE STS LIMITED

Innovation Drive
York Road
Burgess Hill
West Sussex
RH15 9TW
United Kingdom
UK CAA EASA
GBR.ATO.0234 EASA.ATO.0056
Enquiries regarding the content of these SOPs should be addressed directly

to the Head of Training, or his nominated deputy.

AUTHORISATION AND DISTRIBUTION
AUTHORISATION
These CAE Standard Operating Procedures are issued on the authority of:
Name: Iain Keylock Title: Head of Training UK & EASA ATO

Signature:
Name: Jonathan Ficheroulle Title: Chief Flight Instructor UK ATO

Signature:
Name: Seppe Ramaekers Title: Chief Flight Instructor EASA ATO

Signature:
AMENDMENT RECORD
The amendment record for this Manual is electronically maintained using CAE's
Document Management System. No revisions of this document shall be made or
distributed without conforming to the document control processes for the time
being in force.
DISTRIBUTION
Distribution for this manual shall be managed through the Document
Management System and be made available at the point of need in hard copy.
All other copies shall be considered to be uncontrolled.

PA34 - GENERAL INFORMATION
PART 1
GENERAL INFORMATION

INTENTIONALLY BLANK

1 GENERAL INFORMATION
1.1 FOREWORD
This PA-34 220T Standard Operating Procedure for the Seneca V aircraft
of CAE Aviation Academy is designed to provide flight crews with readily
accessible operational information and best practice in operating aircraft
of the CAE PA-34-220T fleet.
This publication should be read in conjunction with the CAE Operations

Manual. Students must also refer to the appropriate section of the CAE
Student Study Guide which provides essential background information
to the various flying exercises. Flight Instructors should also refer to the
Flight Instructors' Handbook.
The purposes of this Standard Operating Procedure are:
• To provide standardised operational procedures.
• To provide information regarding performance and limitations.
• To provide rapid access to reference procedures.
• To provide reference material for self-teaching.
• To provide basic technical information on aircraft systems.
This Standard Operating Procedure incorporates information held in:
• CAE Operations Manual.
• EASA Part-CAT.
• Piper Seneca V Information Manual Report VB-2230
Responsibility for the development and maintenance of this SOP rests

with the Head of Training Standards in co-ordination with the CAE Training
Executive. Any suggestions for amending or updating this SOP should in
the first instance be forwarded to the CFI CAE Oxford.

1.2 QUICK REFERENCE HANDBOOK
The Standard Operating Procedures are supplemented by a Quick

Reference Handbook (QRH). In line with current airline philosophy a QRH
has been developed for use in the cockpit which contains the Normal
Checklist, Emergency Drills and Abnormal Procedures.
The PA-34-220T has relatively few airborne checks. All Normal Checklist
items which are carried out between take-off and landing must, where
possible, be completed from memory. Emergency Drills must also be
completed from memory, but should be confirmed later from the QRH if
time allows. The Abnormal Procedures actions should be actioned with
reference to the QRH or to the SOP.
The A / A1 / Initial checks and an expanded version of the Normal

Checklist are included in Section 3 – Basic Procedures. Expansions of
the Emergency Drills and Abnormal Procedures can be found at Section
6.
All checks are to be vocalised.
1.3 DOCUMENT LAYOUT
This Standard Operating Procedure consists of 11 sections:
1.3.1 Section 0 – Administration and Control

Section 0 contains the reference list for revisions, authorisation and
distribution pages.
1.3.2 Section 1 – General Information

This section gives a description and overview of the complete
document.
1.3.3 Section 2 – Limitations, Speeds and Power Settings

The CAE company limitations governing Seneca V operations are
listed in this section. These limitations may be more restrictive
than those laid down in the Piper PA34-220T Flight Manual/POH.
Recommended speeds and power settings are either those quoted
in the POH or have been derived empirically for given stages of
flight.
1.3.4 Section 3 – Basic Procedures

Section 3 contains a detailed description of the procedures for
conducting a normal flight with all aircraft systems operating

normally. Each phase of flight with its associated checks and

actions is described in full, and the appropriate section of the
Normal checklist is incorporated in the appropriate place.
1.3.5 Section 4 – Supplementary Procedures

This section deals with basic procedures not associated with any
particular phase of flight or which are not necessarily performed
routinely.
1.3.6 Section 5 – Procedures and Techniques

Section 5 contains details of the basic principles taught by CAE
Oxford staff for basic flying techniques, together with departure
procedures, en route navigation techniques (VFR and IFR),
airwork, IFR and VFR approaches and asymmetric operations.
There are illustrations associated with the main IFR and VFR
approach profiles.
1.3.7 Section 6 – Emergency and Abnormal Procedures

Section 6 contains those drills and procedures necessary to enable
the flight crew to cope with non-normal situations. Emergency drills
are those which must be actioned immediately to counter situations
which endanger the aircraft, and to that end pilots must be able
to complete such drills from memory. Abnormal procedures are
required to counter situations which do not present an immediate
danger to the aircraft, and should be actioned by reference either to
Section 6 or to the Quick Reference Handbook which summarises
the actions laid down in Section 6.
1.3.8 Section 7 – Flight Planning

All aspects of flight planning are included in this section, with
the exception of performance planning and weight and balance
calculation. A suggested pre-flight planning checklist is included to
aid time management as many of the Seneca V flights on the CAE
Oxford courses are subject to time constraints.
1.3.9 Section 8 – Performance

This section describes the EASA Part-CAT calculation parameters
for both take-off and landing and the methods of calculation. The
environmental factors to be added for surface condition quoted in
CAA Safety Sense Leaflet 7c have been included, together with
reproductions of the appropriate performance graphs for illustration
purposes only.

1.3.10 Section 9 – Mass and Balance

The requirements for and the completion of load sheets are fully
covered in this section.
1.3.11 Section 10 – Aircraft Systems

Basic technical data on all aircraft systems are given in this section.
For a complete technical understanding of the PA34-220T aircraft
operated by CAE Oxford this section should be read in conjunction
with the manufacturer’s POH.
1.3.12 Section 11 – Minimum Equipment List

The Minimum Equipment List details aircraft equipment that may
be unservicable for flight and the associated operational limitations.

PA34 - LIMITATIONS, SPEEDS, POWER SETTINGS
PART 2
LIMITATIONS, SPEEDS, POWER SETTINGS

INTENTIONALLY BLANK

2 LIMITATIONS, SPEEDS AND POWER SETTINGS

2.1 LIMITATIONS
2.1.1 Mass Limtations
Maximum Ramp Mass 4773 lbs

Maximum Take-off Mass 4750 lbs
Maximum Landing Mass 4513 lbs
Maximum Zero Fuel Mass 4479 lbs
Maximum Forward Baggage Mass 100 lbs
Maximum Aft Baggage Mass 100 lbs
2.1.2 Centre of Gravity Range
Forward Limit Aft Limit

Mass (lbs)
Inches Aft of Datum Inches Aft of Datum
3400 82.0 94.6
4250 86.7 94.6
4750 90.6 94.6

• Straight line variation between points given.
• Datum is 78.4 inches forward of the wing leading edge from the
inboard edge of the inboard fuel tank.
2.1.3 Flight Load Factor
Positive Load Factor +3.8G with flaps 0°

+2.0G with flaps 40°
Negative Load Factor -1.52G (inverted manoeuvres prohibited)


2.1.4 Airspeed Limitations
VNE Maximum IAS 204 KIAS

VNO Normal Operating Limit Speed 164 KIAS
4750 lbs 135 KIAS
VO Maximum Manoeuvring Speed
3740 lbs 122 KIAS
10° 140 KIAS
VFE Maximum Flaps Extended Speeds 25° 120 KIAS
40° 113 KIAS
Extension 128 KIAS
VLO Maximum Gear Operating Speeds
Retraction 107 KIAS
VLE Maximum Gear Extended Speed 128 KIAS
2.1.5 Datum Airspeeds
VS0 Stall Speed, Gear Down, Flaps 40° 61 KIAS

VS1 Stall Speed, Gear Up, Flaps 0° 67 KIAS
VMCA Minimum Single Engine Control Speed 66 KIAS
VR Rotate Speed 81 KIAS
VX Best Angle of Climb Speed 83 KIAS
VY Best Rate of Climb Speed 88 KIAS
VYSE Best Rate of Climb Speed - Single Engine 88 KIAS
VAT Threshold Speed 82 KIAS
Two Engine Climb Speed 110 KIAS
Holding Circuit Speed 115 KIAS
Economy Cruise Speed 140 KIAS

2.1.6 Miscellaneous Limitations
Maximum Demonstrated Crosswind 17 kts

Fuel System Capacity 64 US gallons per side
Usable Fuel 61 US gallons per side
Unusable Fuel 3 US gallons per side
22 US gallons per hour
Average Fuel Consumption
(Economy Cruise Speed)
Oil System Capacity 8 quarts per engine
Maximum Alternator Load 85 amps
Maximum Starter Operating Time 10 seconds
Maximum Windscreen Heat Operating
30 seconds
Time (Ground)
2.1.7 Airspeed Indicator Markings
Green Arc (normal operating range) 67 - 164 KIAS

Yellow Arc (caution range - smooth air only) 164 - 204 KIAS
White Arc (flaps extended range) 61 - 113 KIAS
Red Radial Line (VNE) 204 KIAS
Red Radial Line (VMCA) 66 KIAS
Blue Radial Line (VYSE) 88 KIAS

2.1.8 Engine Instrument Markings
Oil Green Arc (normal operating range) 100° - 240°F

Temperature Red Line (maximum) 240°F
Oil Pressure Red Line (minimum) 10 PSI
Yellow Arc (caution) 10 - 30 PSI
Green Arc (normal operating range) 30 - 80 PSI
Yellow Arc (caution) 80 - 100 PSI
Red Line (maximum) 100 psi
Engine RPM Green Arc (normal operating range) 600 – 2600 RPM
Red Line (maximum) 2600 RPM
Cylinder Green Arc (normal operating range)
240° - 460°F
Head Red Line (maximum)
460°F
Temperature
Manifold Green Arc (normal operating range) 10 - 38 in HG
Pressure Red Line (maximum) 38 in HG
Turbine Inlet Green Arc (normal operating range) 1200° - 1650°F
Temperature Red Line (maximum) 1650°F
2.1.9 Flight in Icing Conditions
The Seneca V is cleared for flight in forecast or actual light icing at all
altitudes, or in forecast or actual moderate icing below 10,000 ft. To fly
in icing conditions the following equipment must be functioning properly:
• Surface pneumatic boots
• Propeller electrothermal boots
• Windscreen Heat Panel
• Pitot Heater
• Stall warning heaters
• All equipment required for IFR night flight

2.2 RECOMMENDED SPEEDS AND POWER SETTINGS
All pitch and manifold pressure settings are approximate and are subject to
adjustment to achieve required performance.
2.2.1 Climbing
KIAS Flap Gear MAP RPM Mixture Pitch Situation

83 0° UP 38” MAX RICH +14° VX Best angle
88 0° UP 38" MAX RICH +13° VY Best rate
VYSE Single engine
88 0° UP 38” MAX RICH +5°
. climb
110 0° UP 32” 2500 RICH +7° Normal climb
115 0° UP 28” 2200 LEAN +4 Cruise climb
2.2.2 Level Flight

Stall on base
VSO 25° DOWN 15” MAX RICH Inc to +10°
turn
VSO 40° DOWN 15” MAX RICH Inc to +13° Stall on final
115 0° UP 22” 2500 RICH +2° Visual circuit
Asymmetric
110 0° UP 32” MAX RICH +2°
cruise
115 0° UP 22” 2200 LEAN +2° Holding
125 0° UP 25" 2200 LEAN +1° Long range
140 0° UP 28" 2200 LEAN +0° Economy
150 0° UP 30" 2300 LEAN +0° Normal
155 0° UP 30” 2500 LEAN +0° High speed

2.2.3 Descent

140 0° UP 18” 2200 LEAN - 3° Cruise descent
115 0° UP 15” 2200 LEAN - 2° Initial approach
Asymmetric initial
115 0° UP 17” MAX RICH - 2°
approach
IFR instrument
100 25° DOWN 18” MAX RICH - 4° approachl/
VFR Base
Asymmetric
100 10° DOWN 20” MAX RICH - 4° IFR instrument
approach
Asymmetric visual
90 25° DOWN 20” MAX RICH - 4°
final
88 40° DOWN 20” MAX RICH - 3° Visual final

PA34 - BASIC PROCEDURES
PART 3
BASIC PROCEDURES

INTENTIONALLY BLANK

3 BASIC PROCEDURES
3.1 PRE-STARTING
3.1.1 Preliminary Exterior Inspection
Completion ensures that aircraft and surroundings are not obviously

unsafe for operations.
On approaching the aircraft check that:
• The aircraft is standing on firm ground and has an unobstructed

taxi path.
• There are no obstructions in the vicinity or engineering activity.
• The propeller slipstream will not cause inconvenience or create a

hazard after the engine is started.
• The fuselage, wings and empennage are clear of hoar frost,

snow and ice. This area includes the hinges and shroud gaps on
the flaps, aileron, stabilator, rudder and trim tabs.
Preliminary Inspection
TIE-DOWN STRAPS.............................................................REMOVE & STOW
Straps and control lock are to be secured so they are not loose articles.
AIRCRAFT DOCUMENT BAG...................................................................STOW
Documents bag should be stowed so that access to it is available during
flight.
WINDSCREEN..................................................................................CLEAN A/R
Spray cleaner and microfiber cloth are available from CAE Operations.
Avoid using paper towels as they can scratch windscreen surface.

3.1.2 The A Check
The following procedures are to be performed before the first flight of the
day or if there is not a valid ‘A’ check following maintenance or defect
rectification.
3.1.2.1 Cockpit Preparation
The A Check
PARKING BRAKE...........................................................................................ON
FIRST AID KIT..........................................................................................CHECK
In date, secure, sealed.
FIRE EXTINGUISHER.............................................................................CHECK
Securely stowed.
Check condition and inspection date current.
IF HOOD..................................................................................................CHECK
Available during flight.
PARTIAL PANEL SCREEN.......................................................................CHECK
CHECKLIST.............................................................................................CHECK
CAMERA..................................................................................CHECK/SECURE
STATIC SYSTEM......................................................................................DRAIN
Static system drain is accomplished by operating pitot static drains LH
between P1 seat and the fuselage. Ensure drain buttons spring back
after depression.
ALL ENGINE MAGNETO SWITCHES..........................................................OFF
ALL FUEL PUMP SWITCHES.......................................................................OFF
FLIGHT CONTROLS.........................................CHECK PROPER OPERATION
GEAR SELECTOR....................................................................................DOWN
THROTTLES................................................................................................IDLE
MIXTURES............................................................................................CUT-OFF
ALTERNATE STATIC SOURCE............................................................NORMAL
COWL FLAPS............................................................................................OPEN

STABILATOR & RUDDER TRIM...................................EXERCISE & NEUTRAL

While setting the stabilator and rudder trim to neutral, listen for any noise
in the system which may indicate binding. Do not force beyond limits of
travel.
FUEL SELECTORS........................................................................................ON
AVIONICS MASTER SWITCH......................................................................OFF
ALL ELECTRICAL SWITCHES.....................................................................OFF
BATTERY MASTER SWITCH.........................................................................ON
Avoid carrying out non-essential actions to avoid draining the battery
(i.e. pre-loading FPL or callsign ID).
FLAPS..............................................................................................................40°
GEAR INDICATIONS.........................................................................3 GREENS
FUEL QUANTITY INDICATIONS.....................CHECK QUANTITY & BALANCE
INTERIOR LIGHTS (NIGHT)....................................................................CHECK
ALL EXTERIOR LIGHTS.................................................................................ON
PITOT/STALL WARN HEAT.............................................................................ON
Avoid exceeding ground limit of 3 minutres
WING ICE LIGHT.............................................................................................ON
PITOT HEAD................................................................................CHECK WARM
STALL WARNING VANES............................................................CHECK WARM
ALL EXTERIOR LIGHTS..........................................................................CHECK
PITOT/STALL WARN HEAT...........................................................................OFF
ALL LIGHTING SWITCHES...........................................................................OFF
HEATER FAN...........................................................................................CHECK
BATTERY MASTER SWITCH.......................................................................OFF
STANDBY INSTRUMENT............................................................CONFIRM OFF
The Aspen unit will revert to its internal battery if main power is removed
before it has completed it power up sequence. To manually switch off,
press and hold the REV button.
CROSSFEED DRAINS..............................................................................DRAIN

3.1.2.2 Exterior Inspection
The inspection should be started at the right inboard trailing edge. Move
anti-clockwise around the airframe as shown in the diagram.
A Check - Starboard Wing

CROSSFEED DRAINS..............................................................CHECK CLOSED
SURFACE CONDITION............................................................................CHECK
Ensure surface clear of ice, frost and snow
Ensure surface undamaged with no popped rivets, cracks or wrinkles
FLAPS & HINGES.....................................................................................CHECK
Check control rod lock nut is secure
Check flap is not damaged or distorted
Check hinges are secure and shroud gap is clear
AILERON..................................................................................................CHECK
Check aileron is not damaged or distorted
Check hinges and freedom of movement
STATIC WICKS.........................................................................................CHECK
WING TIPS & LIGHTS..............................................................................CHECK
FUEL FILLER CAP....................................................................................CHECK
Check condition of rubber inward vent cap
FUEL QUANTITY & COLOUR..................................................................CHECK
FUEL FILLER CAP..................................................................................SECURE

SURFACE DE-ICE BOOTS......................................................................CHECK

Check boots are clean and undamaged
FUEL TANK VENT........................................................................CHECK CLEAR
WING TANK DRAINS (2)..........................................................................CHECK
Operate drains and check for contamination
Check for seepage after drains are closed
Dispose of drained fuel. Do not return it to the tank unless GATS is available
FUEL FILTER DRAIN.................................................................................DRAIN
Operate drain and check for contamination
Check for seepage after drain is closed
ENGINE COWLING..................................................................................CHECK
Check for leaks and security of cowling
ENGINE OIL & CAP..................................................................................CHECK
Check quantity
| Replenish if below 6 quarts
Check security of dipstick and oil filler cap
PROPELLER & SPINNER........................................................................CHECK
Check blades for dents and cracks
Check de-icing pads are secure
Check spinner is secure and undamaged
AIR INLETS.................................................................................CHECK CLEAR
COWL FLAP AREA..................................................................................CHECK
Check cowl flap open and secure
Check for fluid leaks
MAIN GEAR STRUT.............................................................CHECK (3.2" ± 0.5")
Check strut extension, torque link and split pin
MAIN WHEEL TYRE & GEAR DOOR......................................................CHECK
BRAKE, BLOCK & DISC..........................................................................CHECK

A Check - Nose Section

GENERAL CONDITION...........................................................................CHECK
WINDSHEILD...........................................................................................CHECK
LANDING LIGHTS...................................................................................CHECK
TOW BAR.........................................................CHECK REMOVED & STOWED
CHOCK.................................................................................CHECK REMOVED
NOSE GEAR STRUT.........................................................CHECK (1.2" ± 0.25")
NOSE WHEEL TYRE & GEAR DOORS..................................................CHECK
FORWARD BAGGAGE COMPARTMENT................................................CHECK
Check brake fluid reservoir level
Check contents secured
FORWARD BAGGAGE DOOR.............................CHECK CLOSED & LOCKED
A Check - Port Wing

SURFACE CONDITION...........................................................................CHECK
Ensure surface clear of ice, frost and snow
MAIN GEAR STRUT.............................................................CHECK (3.2" ± 0.5")
MAIN WHEEL TYRE & GEAR DOOR......................................................CHECK
BRAKE, BLOCK & DISC..........................................................................CHECK
COWL FLAP AREA..................................................................................CHECK
Check cowl flap open and secure
Check for fluid leaks
ENGINE COWLING.................................................................................CHECK
Check for leaks and security of cowling
PROPELLER & SPINNER.......................................................................CHECK
Check blades for dents and cracks
Check de-icing pads are secure
Check spinner is secure and undamaged
AIR INLETS.................................................................................CHECK CLEAR

ENGINE OIL & CAP..................................................................................CHECK

Check quantity
Replenish if below 6 quarts (absolute minimum 3 quarts)
Fuel Filter Drain.........................................................................................DRAIN
Operate drain and check for contamination
Check seepage after drain is closed
WING TANK DRAINS (2)..........................................................................DRAIN
Operate drains and check for contamination
Check seepage after drains are closed
FUEL TANK VENT.......................................................................CHECK CLEAR
PITOT TUBE.............................................................................................CHECK
Check security of pitot tube
Check clear of obstructions
OAT PROBE.............................................................................................CHECK
STALL WARNING VANES (2)...................................................................CHECK
Check for damage and freedom of movement
A squat switch in the stall warning system prevents the units activating on
the ground
FUEL FILLER CAP...................................................................................CHECK
Check condition of rubber inward vent cap
FUEL QUANTITY & COLOUR.................................................................CHECK
FUEL FILLER CAP.................................................................................SECURE
WING TIP & LIGHTS................................................................................CHECK
AILERON..................................................................................................CHECK
Check aileron is not damaged or distorted
Check hinges and freedom of movement

FLAP & HINGES......................................................................................CHECK

Check control rod lock nut is secure
Check flap is not damamged or distorted
Check hinges are secure and shroud gap is clear
STATIC WICKS........................................................................................CHECK
A Check - Fuselage (Port Side)

GENERAL CONDITION...........................................................................CHECK
ANTENNAE..............................................................................................CHECK
CABIN & BAGGAGE DOORS...........................................LATCHED & SECURE
EXTERNAL POWER RECEPTACLE.......................................................CHECK
STATIC PRESSURE PORT......................................................................CHECK
FRESH AIR INLET....................................................................................CHECK
A Check - Empennage
SURFACE CONDITION............................................................................CHECK
Ensure surface clear of ice, frost & snow
ANTI-COLLISION LIGHT..........................................................................CHECK
NAVIGATION LIGHT.................................................................................CHECK
STABILATOR & TRIM TAB.......................................................................CHECK
Check surfaces are undamaged
Check hinge gap clear
Check full and free movement of control
Check correct movement of trim tab (same direction as stabilator)
RUDDER & TRIM TAB..............................................................................CHECK
Check surfaces are undamaged
Check hinge gap clear
Check correct movement of trim tab (opposite direction to rudder)
STATIC WICKS.........................................................................................CHECK

A Check - Fuselage (Starboard Side)

GENERAL CONDITION............................................................................CHECK
FRESH AIR INTAKE..................................................................................CHECK
HEATER INTAKE.......................................................................................CHECK
STATIC PRESSURE PORT.......................................................................CHECK
CABIN DOOR............................................................................................CHECK
BATTERY..........................................................................................................ON
FLAPS...............................................................................................................UP
BATTERY........................................................................................................OFF
ASPEN..............................................................................................CHECK OFF
3.1.3 The A1 Check
The following procedures are to be performed before any flight for which
there is already a valid ‘A’ Check.
The A1 Check
PARK BRAKE...................................................................................................ON
IF HOODS.................................................................................................CHECK
PARTIAL PANEL SCREEN........................................................................CHECK
CHECKLIST...............................................................................................CHECK
ALL ENGINE MAGNETO SWITCHES............................................................OFF
GEAR SELECTOR.....................................................................................DOWN
PROPELLER AREA.....................................................................CHECK CLEAR
BATTERY MASTER SWITCH..........................................................................ON
GEAR INDICATIONS...........................................................................3 GREENS
FUEL QUANTITY INDICATIONS..................CHECK QUANTITY & IMBALANCE
BATTERY MASTER SWITCH.........................................................................OFF

STANDBY INSTRUMENT...............................................................................OFF
The Aspen unit will revert to its internal battery if main power is removed
before it has completed its power up sequence
To manually switch off, press and hold the REV button
AIRFRAME GENERAL CONDITION.........................................................CHECK
Inspect for obvious damage
FLYING CONTROLS.................................................................................CHECK
Check undamaged and free moving
FLAPS.......................................................................................................CHECK
Check undamaged
WINDSCREEN..........................................................................................CHECK
Check clean and undamaged
LANDING GEAR........................................................................................CHECK
Check for damage
Check strut extension (Main: 3.2” ± 0.5”, Nose: 1.2” ± 0.25”)
Check tyres for cuts, creep and flat spots
Check wheel bays are unobstructed
Check for hydraulic leaks and brake pipes secure
PITOT HEAD, STATIC VENTS & OAT PROBES......................................CHECK
Check undamaged and unobstructed
FUEL TANKS.............................................................................................CHECK
Visually check fuel quantity
Check fuel filler cap secure
Ensure vents unobstructed and drain valves closed
OIL CONTENTS........................................................................................CHECK
Check quantity
Replenish if below 6 quarts (absolute minimum 3 quarts)

3.2 INITIAL CHECKS
3.2.1 Documentation
On entering the aircraft, the pilot is to confirm that deferred defects
have been checked in the aircraft tech log, that the ‘A’ Check has been
signed for, that the Certificate of Airworthiness is present in the aircraft
and that the aircraft is signed for by the aircraft captain.
The aircraft tech log is normally stowed securely in an appropriate

position behind the front seats.
3.2.2 Security
A final check should be made that luggage and personal equipment
is secured and that there are no loose articles. Headsets should be
plugged in but should not be placed on the coaming to prevent the
windscreen being scratched.
3.2.3 Passenger Briefing

A passenger briefing shall be given to passengers unfamiliar with the
aircraft. The briefing should be given before they are strapped in and
while the workload is low.
A briefing is to cover the following points:
• Position of safety equipment.
• Use of seats, seat belts and shoulder straps.
• Operation of doors.
• How to evacuate the aircraft and where to go to.
A sample briefing might be:
“In the event of an emergency and we need to vacate the aircraft on the
ground, you release your seat belt like this (DEMO). Open the front door
by pushing the main latch up. You can also exit via the rear door, which is
opened by pulling the handle and top latch. Exit away from the propeller
to the rear of the wing, taking care not to step on the flap, moving a
safe distance away from the aeroplane and avoiding live taxiways and
runways. If there is time, there is a fire extinguisher here and a first aid
kit here. In the event of a problem in the air I will keep you advised of our
progress and intentions. Do you have any questions?”

3.3 PRE-START, STARTING AND AFTER START
3.3.1 Pre-Start
Pre-Start Checks
PRE-FLIGHT CHECK.......................................................................COMPLETE
AFT CABIN DOORS..............................................................................SECURE
FORWARD CABIN DOORS........................................................AS REQUIRED
SEATS...............................................................................................ADJUSTED
SEAT BELTS......................................................................................ADJUSTED
With the shoulder harness fastened and adjusted, a pull test of its
locking restraint should be performed
Ensure front row lap straps are positioned with the airbag seam pointing
outwards
Unoccupied centre and aft row seats should have their seat belts snugly
fasted
PARK BRAKE..........................................................ON, RELEASE & REAPPLY
No braking will be applied if PARK BRAKE knob is pulled without the toe
brakes being applied.
GEAR SELECTOR....................................................................................DOWN
THROTTLES......................................................................CHECK FREE / IDLE
PROPELLERS................................................CHECK FREE / FULL INCREASE
MIXTURES..................................................................CHECK FREE / CUT-OFF
FRICTION HANDLE....................................................................AS REQUIRED
PROP SYNC.................................................................................................OFF
ALT AIR.........................................................................................................OFF
COWL FLAPS..................................................................CHECK FREE / OPEN
STABILATOR & RUDDER TRIM..........................................................NEUTRAL
CABIN HEAT SWITCH..................................................................................OFF
DEFROST SWITCH......................................................................................OFF
AVIONICS MASTER SWITCH......................................................................OFF
ALL ELECTRICAL SWITCHES.....................................................................OFF
CIRCUIT BREAKERS..............................................................................CHECK
DAY / NIGHT SWITCH.................................................................AS REQUIRED

EMERGENCY BATTERY SWITCH..............................................................ARM

Check operation of the following:
• PFD1 Attitude (no red X)
• PFD1 Airspeed (no red X)
• PFD1 Altitude (no red X)
• PFD1 Vertical Speed (no red X)
• Audio Panel
• COM 1
• NAV 1
• Engine Indications
• Standby Flight Instrument
E VOLTS INDICATION...................................................................≥ 23.3 VOLTS
If the E Volts indication is less than 23.3 volts the voltage can be checked
again after the engine power checks
The E Volts indication must not be less than 23.3 volts prior to IFR
operations
BATTERY MASTER........................................................................................ON
FUEL QUANTITY INDICATIONS...................CHECK QUANTITY & IMBALANCE
NAV LIGHT SWITCH......................................................................................ON
Navigation lights will not illuminate until BATTERY MASTER switch is
ON
ENGINE TEMP..........................................................SELECT START METHOD
Depending on engine temperature select either:
• Cold start
• Cold weather start
• Hot engine start

3.3.2 Engine Start - General
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.
When starting at ambient temperatures -7°C and below, operate first
engine started with ALTR Switch ON (at maximum 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.
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.
Fuel pump may be turned ON after successful engine start, if long periods
of engine idle in high ambient temperatures are anticipated.
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.

3.3.3 Engine Start - Cold Engine
The cold engine start method should be used for engines that indicate an
oil temperature below 100°F (bottom of the green arc).
Cold Engine Start (Oil Temperature Below 100°F)

THROTTLES..........................................................................................1" OPEN
PROPELLERS..........................................................................FULL INCREASE
LEFT / RIGHT ALTERNATOR SWITCHES.....................................................ON
BATTERY VOLTAGE...............................................................................CHECK
GEAR INDICATIONS............................................................................3 GREEN
CAS MESSAGES.....................................................................................CHECK
PFD ANUNCIATIONS..............................................................................CHECK
Check NO red X or Annunciation
ATIS & START CLEARANCE......................................................AS REQUIRED
Set QNH to main altimeter and ASPEN
STROBE SWITCH..........................................................................................FIN
For First Engine:
* FUEL PUMP SWITCH..................................................................................ON
* MAGNETO LEFT / RIGHT SWITCHES.......................................................ON
* MIXTURE..........................................................................RICH then CUT-OFF
Normally 4 seconds but the amount of prime depends on engine
temperature
* PROPELLER AREA...............................................................................CLEAR
* ENGINE START SWITCH......................................................................PRESS
* MIXTURE (when engine fires)......................................Advance to FULL RICH
* THROTTLE................................................................................AS REQUIRED
Adjust for smooth running (not below 1000 RPM)
* OIL PRESSURE....................................................................................CHECK
* FUEL PUMP SWITCH.................................................................................OFF
Repeat the above procedure (*) for Second Engine
THROTTLES..............................................................................1000-1200 RPM
VOLTS........................................................................................28.8 ± 0.5 VOLT
ALTERNATOR AMPS....................................................................CHECK LOAD

3.3.4 Engine Start - Cold Weather
The cold engine start method should be used for engines that indicate an
oil temperature below 100°F (bottom of the green arc) during periods of
low ambient temperature.
Cold Weather Engine Start (Frost)

THROTTLES.........................................................................................½" OPEN
For First Engine:
* MIXTURE.........................................................................................FULL RICH
* THROTTLE (after 5 seconds)....................................................................IDLE
* THROTTLE..........................................................................................CLOSED
* FUEL PUMP SWITCH.................................................................................OFF
THROTTLES..............................................................................1000-1200 RPM
VOLTS........................................................................................28.8 ± 0.5 VOLT

3.3.5 Engine Start - Hot Engine
The hot engine start method should be used for engines that indicate an
oil temperature above 100°F (in the green arc).
Hot Engine Start (Oil Temperature Above 100°F)

THROTTLES.........................................................................................½" OPEN
MIXTURE..............................................................................................CUT-OFF
FUEL PUMP SWITCHES..............................................................................OFF
For First Engine:
* MIXTURE (when engine fires)...........................Advance slowly to FULL RICH
* THROTTLE................................................................................AS REQUIRED
THROTTLES..............................................................................1000-1200 RPM
VOLTS........................................................................................28.8 ± 0.5 VOLT

3.3.6 Engine Start - Flooded Engine
The flooded engine start method should be used for engines that are
suspected to be flooded.
Flooded Engine Start

THROTTLES....................................................................................FULL OPEN
MIXTURE..............................................................................................CUT-OFF
For Flooded Engine:
* THROTTLE........................................................................Retard to 1000 RPM
THROTTLE................................................................................1000-1200 RPM

3.3.7 Engine Start - Starts with External Power Source
The external power source engine start method should be used for engines
that indicate an oil temperature below 100°F (bottom of the green arc).
Operation of the fuel pumps, mixture and throttle position may need to
be modified for hot or flooded engines and during periods of low ambient
temperature.
External Power Engine Start

LEFT / RIGHT ALTERNATOR SWITCHES...................................................OFF
ALL ELECTRICAL EQUIPMENT...................................................................OFF
EXTERNAL POWER SUPPLY............................................................CONNECT
THROTTLES..........................................................................................1" OPEN
For First Engine:
* MIXTURE..........................................................................RICH then CUT-OFF
Normally 4 seconds but the amount of prime depends on engine
temperature
* THROTTLE.............................................................LOWEST POSSIBLE RPM
Check battery voltage, if low voltage, alternators ON

EXTERNAL POWER PLUG..........................................................DISCONNECT

RECEPTACLE DOOR...........................................................................CLOSED
THROTTLES..............................................................................1000-1200 RPM
OIL PRESSURE.......................................................................................CHECK
VOLTS........................................................................................28.8 ± 0.5 VOLT

3.3.8 After Start
After Start
AVIONICS MASTER SWITCH........................................................................ON
MAGNETOS.............................................................................................CHECK
Select each magneto switch OFF then ON in turn to check the other
magneto is live (“drop, no stop”)
MFD…………………………………..….………………..…..............................SET
START SCREEN:
• Check navigation database in date and acknowledge.
Select AUX: WEIGHT PLANNING page
• Enter pilot and stores weight (from mass and balance calculation).
• Enter passenger numbers and average weights (from mass and balance
calculation).
• Press FOB SYNC soft key to obtain fuel mass.
Select AUX: SYSTEM STATUS page
• Check all ticks are green when autopilot switched to FD/AP
• Select ANN TEST soft key, check master warning and master caution
reset switches illuminate, check chime sounds.
• Check audio panel illuminates.
• Deselect ANN TEST soft key
Select AUX: SYSTEM SETUP
• Check DATE/TIME (UTC)
• Check TRANSITION ALTITUDE ALERT OFF
• Check MFD data bar field: GS TRK MSA ETA....
• Check CDI GPS AUTO selected
• Check COM CONFIG 8.33 kHz spacing
• Check SYNCHRONIZATION OFF (both)
Select GPS: GPS STATUS page
• Check nav solution
• Check position and ALT GLS (geodectic altitude) against ramp position
and barometric altimeters (tolerance is +- 40 ft).
• Check SBAS selected

Select MAP: TRAFFIC MAP page

• Set range to 2/6 and press TEST soft key, TAS performs its self test.
Select FLT PLAN: Insert route in sequence
• Departure
• EnRoute (inc airways if any)
• Arrival (if any)
• Approach (RNAV only)
• Diversion
• STORE route if required
Select MAP: NAVIGATION MAP page
• Select Track UP
• Range 30 nm
• Traffic map overlay displayed
• Airways overlay set to LOW or OFF (as required)
• Declutter to -1
PFD................................................................................................................SET
• Check flight instruments displaying correctly.
• Setup PFD displays as required.
COM / NAV RADIOS ..........………..….………………..................TEST AND SET
NAV 1:
• If available select VOR or ILS frequency
• Check for auto-ident. (Text displays beside active frequency)
• Set CDI to VOR 1 or LOC 1 depending on selected navaid
• Check CDI aligns with FAT (ILS only).
• Set NAV 1 as required.
NAV 2:
• If available select VOR or ILS frequency
• Check for auto-ident.
• Set CDI to VOR 2 or LOC 2 depending on selected navaid.
• Check display indicates correctly.
• Set NAV 2 as required.
• Set CDI to NAV 1

DME:
• Set as required.
• Identify by Morse (DME does not auto-ident)
• Check reading correctly
ADF:
• Set BRG 1 or BRG 2 to ADF.
• Identify using Morse (ADF does not auto-ident).
• Check needle points at station.
• Select ANT on ADF panel, ADF needle should swing to 90° relative
bearing and disappear.
• Select ADF on ADF panel, ADF needle should positively swing towards
the selected station.
COM1 and COM2:

• Set frequencies as required.
CALLSIGN ID................................................................................................SET
• Set FLIGHT ID (TMR/REF soft key) to ATC call sign.
CABIN HEAT & DEFROST...............................................................TEST & SET
Select DEFROST FAN on and check its function by feeling for airflow from the
windscreen air outlets.
Turn on cabin heater:
• Set AIR INTAKE to OPEN.
• Set thermostat to mid range.
• Select heater switch to HEAT.
Check heater function by feeling for warm air from the floor level vent outlets.
Set cabin conditioning as required:
• If heater is not required, set switch to FAN for a minimum of 2 minutes
before switching OFF.
Set cabin vent FAN as required

AUTOPILOT.................................................................................................TEST
FD / AP MASTER SWITCH.…………………….………................ FD / AP
ELEV TRIM MASTER SWITCH................…......……………....………ON
AUTOPILOT SELF-TEST …….…….………………………...COMPLETE
• Verify green RDY annunciation
HDG MODE............................…………......……………………....PRESS
• Verify green AP and HDG annunciations are displayed.
• Moving the heading bug left and right of heading should cause a left
and right control wheel movement
• If aircraft is not on level ground the control column will rotate in the
opposite direction to the balance ball
ALT MODE...................................................................................PRESS
• Verify green AP, HDG and ALT annunciations are displayed.
• Verify that the magenta flight director appears.
• ove control wheel aft then forwards and check that the trim runs
M
opposite to control wheel input within 3 seconds.
VS BUTTON................……..........…………………………………PRESS
• Verify green AP, HDG and VS annunciations are displayed
VERTICAL SPEED KNOB......................SELECT A 300 FT / MIN CLIMB
• Check flight director bars follow commanded vertical speed,
control wheel moves aft and trim runs nose up.
VERTICAL SPEED KNOB.................SELECT A 300 FT / MIN DESCENT
• Check flight director bars follow commanded vertical speed,
control wheel moves forward and trim runs nose down.
AP DISC/TRIM INTER BUTTON….................................PRESS ONCE
• Check pitch and roll servos disengage; check FD bars disappear
AP DISC/TRIM INTER BUTTON…...................................PRESS AGAIN
• Check autopilot disconnect tone silences
FD / AP MASTR SWITCH ……….…………............................………FD
HDG BUTTON.............................................................................PRESS
ALT BUTTON...............................................................................PRESS
• Check FD bars appear. Check pitch and roll servos disengaged
AP DISC / TRIM INTER BUTTON........……..............................…PRESS
• Check FD bars disappear

ELECTRIC TRIM.........................................................................................TEST
TRIM SWITCHES...................................NOSE UP THEN NOSE DOWN
• Check trim wheel moves in correct direction, TRIM annunciation on
PFD and the electric trim can be overpowered by holding the trim
wheel stationary
TRIM SWITCHES (each half)……..........NOSE UP THEN NOSE DOWN
• Check that trim doesn't activate and no TRIM annunciation
TRIM SWITCHES...........................................ACTIVATE NOSE UP OR
. NOSE DOWN CONTINUOUSLY
AP DISC/TRIM INTER BUTTON…….........…...........PRESS AND HOLD
• Check trim wheel stops and trim monitor horn sounds. Check
ELEV TRIM master switch shows a steady green ON and flashing
red FAIL indication
ELEV TRIM MASTR SWITCH……..................................RESET TO ON
• Electric trim checks must be repeated for both control columns.
When the right hand seat is occupied by a pilot (e.g. instructor or
examiner), the pilot in the right hand seat will normally check the
autopilot controls on the right hand side.
STABILATOR TRIM.............................................................................NEUTRAL
STANDBY FLIGHT INSTRUMENT.........................................................CHECK
• Check all parameters displaying correctly

ICE PROTECTION SYSTEMS.....................,..........................................CHECK

MFD - Select to ENGINE
SURF DEICE SWITCH................................................................PRESS
• Visually check proper boot inflation and deflation.
• Check SURF DEICE ON CAS advisory illuminates.
• The system must be considered unserviceable if the .............
SURF DEICE FAIL
.....................................warning, L....................,
VAC FAIL R VAC FAIL
........................
advisories or the .................................
VAC PRESS LOW caution CAS messages
illuminates.
• 1300 rpm might be required
PITOT / STALL WARN HEAT SWITCH...............................................ON
• Check for amp increase (approximately 10 amps) on alternator
ammeters.
• The system must be considered unserviceable if the ....................
PITOT HEAT FAIL caution CAS message illuminates or the .....
.................................
PITOT HEAT OFF CAS caution fails to extinguish.
..................................
PITOT / STALL WARN HEAT SWITCH.............................................OFF
MASTER CAUTION.....................................................................RESET
PROP HEAT SWITCH........................................................................ON
• Check for amp increase (approximately 15 amps, in the green
sector) on alternator ammeters.
• The system must be considered unserviceable if the
...............................
PROP HEAT FAIL warning CAS message illuminates.
PROP HEAT SWITCH................................................................OFF/ON

• Repeat to test the PROP HEAT on the other propeller.
PROP HEAT SWITCH.......................................................................OFF
WSHLD HEAT SWITCH.....................................................................ON
• Check for amp increase (approximately 10 amps) on alternator
ammeters.
WSHLD HEAT SWITCH....................................................................OFF
MFD - Exit the ENGINE screen

FUEL SELECTORS......................................CHECK X-FEED/SELECT X-FEED

• Left FUEL to X-FEED, check X-FEED on CAS advisory display, check
fuel flow, then select ON
• Right FUEL to X-FEED, check X-FEED on CAS advisory display, check
fuel flow, then select ON
• Both FUEL selectors to X-FEED
TAXI LIGHT.....................................................................................................ON

INTENTIONALLY BLANK

3.4 TAXI AND PRE TAKE-OFF
3.4.1 Taxiing
Obtain Taxi clearance if required. R/T call should be made on COM 2 to

ensure COM 2 has been checked on transmit and receive.
3.4.1.1 To Commence Taxiing

• Look out left and right, close the throttles, release the parking
brake and advance the throttles sufficiently symmetrically to
start the aircraft moving gently.
• Immediately the aircraft starts moving, close the throttles

and apply the brakes gently but sufficiently to check the
brakes. Once this brake check is complete taxiing may be
resumed, applying sufficient power to accelerate the aircraft
to a slow walking pace.
• The Instructor or second seat pilot (if qualified on type) will

check the right hand seat footbrakes at an appropriate time
and place.
3.4.1.2 Turning
The PA-34 nosewheel is connected to the rudder pedals by
springs, not by solid linkages.
• Apply up to full rudder in the appropriate direction to turn

the aircraft. Tight turns may also require some differential
breaking and should be started not faster than at 10kts GPS
groundspeed.
• Under normal circumstances, symmetrical power should be

used for taxiing. However, should a greater rate of turn be
required differential power should be used. Initially close the
throttle of the engine on the inside of the turn. For greater
turn rate gradually increase the power of the engine on the
outside of the turn.
3.4.1.3 Speed
The magenta GPS groundspeed displayed on the top line of the
MFD can be used as an accurate guide to taxi speed; usually
10 to 15 kts is appropriate but up to 25 kts may be used when
back-tracking the runway to reduce occupancy time.

On the parking apron and adjacent to other aircraft, vehicles

and similar hazards taxiing speed is to be kept to a slow walking
pace, commensurate with safety, and a good lookout is to be
maintained at all times. Once clear of the apron and any taxiing
hazards, speed may be increased, but is not to exceed a fast
jogging speed. At all times a good lookout must be maintained.
3.4.1.4 Engine Handling

During extended periods of engine idle at high ambient
temperatures, fuel flow to the engine can be interrupted by the
formation of fuel vapour 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.
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.
During taxi, if the VOLTS indication decreases into the warning
range, increase engine RPM (if possible) to retain adequate
battery charging.
3.4.1.5 Taxi Checks

Carry out instrument checks during the taxi once well clear of
taxiing hazards. Use natural bends in the taxiway rather than
zigzagging. Check that PFD and standby instruments agree.
Taxiing
BRAKES.................................................................................CHECK
FLIGHT INSTRUMENTS........................................................CHECK
In Turns:
• Attitude Indicator remails level. Turn indicator moving in the
correct sense
• Slip indicator moving in the correct sense
• All HSIs moving in the correct sense
• Navigation instrument needles track correctly if appropriate
3.4.1.5 Grass
When taxiing on grass, taxiing speeds must be reduced to a
reasonable walking pace. The control wheel should be held
fully aft to reduce the effective weight on the nosewheel. When

taxiing from a solid to a grass surface or vice versa, aircraft

should cross such junctions at right angles.
3.4.2 Power Checks
Aircraft are to be positioned so that engine slipstream will not affect any
other aircraft holding or carrying out power checks and, where possible
thereafter, aligned into the wind.
Power Checks
PARK BRAKE..................................................................................................ON
• Left FUEL select to ON
• X-FEED ON CAS remains displayed.
• Right FUEL select to ON
MIXTURES.........................................................................................FULL RICH
THROTTLES.......................................................................................1000 RPM
ENGINE INSTRUMENTS........................................................................CHECK
OIL TEMPERATURE..................................................................................≥ 75°F
THROTTLES.......................................................................................1500 RPM
PROPELLERS (individually)...................................................CHECK FEATHER
Briskly move each lever in turn to the FEATHER position and return to
FULL INCREASE
Do not allow RPM to drop by more than 300
THROTTLES.......................................................................................2300 RPM
ALT AIR...........................................................................................ON then OFF
Check for an approximate 25 RMP drop
PROPELLERS (together)...................................................................EXERCISE
Retard both levers smoothly enough to set 2100 RPM, and return to
FULL INCREASE. Repeat 3 times if the first flight of the day. 2 times for
each subsequent flight
Do not allow RPM to drop by more than 300.
THROTTLES.......................................................................................2000 RPM

MAGNETOS.............................................................................................CHECK
Select each magneto OFF and then ON in turn and check the RPM drop
Maximum drop is 150 RPM with a maximum difference on each engine
of 50 RPM
VOLTAGE...................................................................................28.8 ± 0.5 VOLT
ALTERNATOR AMPS...............................................................................CHECK
Check loads are commensurate with the electrical services selected
Check loads are about equal between left and right alternators
THROTTLES................................................................................................IDLE
Check engines continue to run at idle
There is no maximum operating idle RPM published by the manufacturer
but it should be between 800 and 1000 RPM
THROTTLES.......................................................................................1000 RPM
FRICTION HANDLE....................................................................AS REQUIRED
3.4.3 Low Emergency BUS Voltage Test
If the E VOLTS indication was below 23.2 volts during the pre-start check
perform the following test.
Low E Volt Check

EMERGENCY BATTERY SWITCH................................................................ARM
AVIONICS MASTER SWITCH........................................................................OFF
LEFT ALTERNATOR SWITCH........................................................................OFF
RIGHT ALTERNATOR SWITCH.....................................................................OFF
BATTERY MASTER SWITCH.........................................................................OFF
E VOLTS INDICATION....................................................................≥ 23.3 VOLTS
If the E VOLTS indication is still below 23.3 volts, IFR flight is prohibited
LEFT ALTERNATOR SWITCH.........................................................................ON
RIGHT ALTERNATOR SWITCH.......................................................................ON
AVIONICS MASTER SWITCH..........................................................................ON
MFD................................................................................................................SET

3.4.4 Before Take-off Checks
It is usual for both the Power Checks and the Before Take-Off Checks be
completed consecutively without changing the aircraft position. However,
it is quite acceptable for the aircraft to be moved once the power checks
are complete.
Before Take-Off
CABIN.....................................................................................................SECURE
Check seat belts are secure, seats are adjusted, armrests, loose articles
and passenger table stowed
LEFT / RIGHT ALTERNATOR SWITCHES.......................................................ON
FLIGHT INSTRUMENTS...........................................................................CHECK
STANDBY FLIGHT INSTRUMENTS.........................................................CHECK
CAS MESSAGES......................................................................................CHECK
PFD ANUNCIATIONS................................................................................CHECK
SYSTEM MESSAGES (MSG soft key)......................................................CHECK
ENGINE INDICATIONS.............................................................................CHECK
FUEL QUANTITY.......................................................................................CHECK
AUTOPILOT...........................................................................................FD MODE
FLIGHT CONTROLS.................................................................................CHECK
Check AILERONS, HORIZONTAL STABILIZER and RUDDER for full,
free and correct movement.
PROPELLERS...........................................................................FULL INCREASE
MIXTURES..........................................................................................FULL RICH
PROP SYNC...................................................................................................OFF
ALT AIR...........................................................................................................OFF
FLAPS.................................................................................................................0°
Check indication on MFD and visually confirm actual flap position
PROP HEAT..................................................................................AS REQUIRED
If icing conditions are anticipated immediately after departure, select
PROP HEAT to ON
STABILATOR & RUDDER TRIM...........................................................NEUTRAL
FUEL SELECTORS..........................................................................................ON

DEPARTURE CLEARANCE..........................................................AS REQUIRED

RADIO / NAV EQUIPMENT...........................................................CONFIRM SET
Check radios set for departure
If required check flight plan loaded and correct
Set altitude reference to first cleared level
Set transponder code
DOORS..............................................................................CLOSED & LATCHED
TAKE-OFF BRIEFING ................................................................................STATE
The briefing should cover:
• Departure to be flown.
• Cleared altitude / flight level (IFR)
• MSA
• Crosswind
• Emergency brief.
Example brief:
• "This is a standard departure under radar climbing to 2500 altitude, the
MSA is 2300', the surface wind is 250 at 12 kts giving 6 kts of crosswind
from the right. In the event of an emergency before 81 kts I will close both
throttles and bring the aircraft to a halt. After 81 kts I may elect to land
back on the runway, other wise I will continue the take-off , completing the
appropriate drills for a priority landing."
If not done previously, the aeroplane should be taxied to the cleared

holding point prior to reporting ready for departure.

3.5 TAKE-OFF AND CLIMB
3.5.1 Take-off Procedure
Take-off should be made with the MFD displaying the ENGINE page to
allow Ts & Ps to be monitored during the take-off and initial climb.
Complete the following Take-off Procedure:
Take-off
Entering the Runway
STROBE SWITCH........................................................................................ON
By convention, these should be switched on when entering the active
runway and off when leaving the active runway
Take-off Clearance Received
LANDING LIGHTS SWITCH.........................................................................ON
Switch on when take-off clearance received, use as an aide-memoire.
Landing lights must be ON in low light conditions, or may be PULSE during
the day if required to increase conspicuity
Lined Up with Clearance
THROTTLES.....................................................................................2000 RPM
When lined up and cleared for take-off apply toe brakes and advance
throttles to 2000 RPM
FUEL PUMPS...............................................................................................ON
Under some conditions, the engines will idle at too low an RPM with the
throttles closed and the electric fuel pumps selected “ON” when on the
ground. Therefore, to prevent the engines from stopping under those
conditions, always select the fuel pumps to “ON” after the aircraft is lined-
up for take-off and 2000 RPM has been set
PITOT / STALL WARNING HEAT SWITCH..................................................ON
Ground operation is limited to 3 minutes, so this selection should be made
only moments prior to starting the take-off run
ALTERNATOR.......................................................................................CHECK
Check alternator loads < 85 amps per side
MP/FUEL FLOW....................................................................................CHECK
Check manifold pressures and fuel flows are balanced
CAS MESSAGES..................................................................................CHECK
Check for CAS messages, none should be visible
Start Take-off Run
THROTTLES...............................................................................FULL POWER
Release the toe brakes and then smoothly advance the throttles to 38",
check no over boost, trim throttles if necessary

TAKE-OFF PROFILE
64
When Cleared for Take-off: At 81 KIAS: When Gear is Up: Passing 1000 ft AAL:
 Apply toe brakes  Rotate to + 10°  Reduce pitch to + 7°  Set throttles to 32”
 Set 2000 RPM  Accelerate to 110 KIAS  Set props to 2500 RPM
 Check MAP and fuel flows Positive Rate of Climb:  Complete After Take-off /
are balanced  Briefly apply toe brakes  Go-around checks when
 Check CAS messages  Select gear up time allows
 Check alternator loads  Verify flaps are up
 Fuel pumps on
 Start stopwatch
 Release toe brakes
 Apply full power
Figure 3.1
© CAE Aviation Academy All Rights Reserved

• I f there is any nosewheel tramping, slight back pressure on the

control wheel (not enough to raise the nose wheel off the ground)
will stop it.
• For crosswind take-offs, apply into-wind aileron. As the speed

increases, the aileron input should be reduced until it is neutral for
the lift-off.
• Once the required MAP has been achieved, the PF keeps his hand
on the throttles.
• At 81 KIAS smoothly rotate to + 10°.
3.5.2 After Take-off
Once the aircraft is safely airborne with a positive rate of climb and no
usable runway left ahead, there should be a brief application of the
brakes to stop the main wheels spinning before the gear is selected up.
Do not exceed VLO 107 KIAS before raising the gear.
Once the gear and flaps are confirmed as up the pitch attitude should be
reduced to + 7° and the aircraft accelerated to 110 KIAS. Passing 1000
ft AAL set throttles to 32” and propellers to 2500 RPM to establish the
normal climb.
When established in the climb and leaving the visual circuit, switch off the
taxi lights, landing lights and fuel pumps. Set the cowl flaps as required to
control the CHT - usually to "CLOSED". Check the engine indications are
normal, the altimeters are set correctly, the MFD is set to the MAP page
and autopilot switch selected to AP/FD. Finally the PFD window may be
selected to FLT PLAN.
The climb may be expedited by leaving the power at 38” / 2600 RPM and
climbing at 88 KIAS (VY) with the cowl flaps open.
Complete the After Take-off Checks:
After Take-off / Go-around

BRAKES..........................................................................................ON then OFF
GEAR...............................................................................................................UP
FLAPS................................................................................................................0°
POWER.........................................................................................................SET
ENGINE INDICATIONS...........................................................................CHECK

If leaving the circuit:

TAXI LIGHT SWITCH....................................................................................OFF
LANDING LIGHTS SWITCH.........................................................................OFF
COWL FLAPS..............................................................................AS REQUIRED
ALTIMETERS...............................................................................CONFIRM SET
MFD...................................................................................................MAP PAGE
AUTOPILOT SWITCH..............................................................................AP / FD
PFD WINDOW...............................................................................FLIGHT PLAN
3.5.3 Altimeter Setting
While en-route, the PFD altimeter is to be set to the appropriate QNH

or to standard pressure if flying above the transition altitude. Standard
pressure may be set by selecting PFD soft-key menu followed by the STD
BARO soft-key.
When selecting a new cruise altitude/level to the PFD altimeter, set the
new level/altitude before changing the altimeter subscale (Top then Bottom
of the altitude ribbon); doing so will avoid false altitude aural warnings.
Remember that the PFD selected altitude will be visible to ATCRUs as
well as your actual altitude. The standby instrument altimeter shall be set
to the appropriate QNH.
The appropriate QNH is considered to be, either:
• Regional pressure setting (UK only)

• Departure airfield QNH if remaining within 25 NM
• Nearest en route airfield QNH within 25 NM
• Destination airfield QNH if within 25 NM
3.5.4 Climb
3.5.4.1 Navigation Equipment

Tune, identify and display en route navigation aids once within
range. NAV1 and NAV2 may be identified using the auto-ident
feature but DMEs and NDBs must be identified by listening to the
Morse code.

Climb
ENGINE INDICATIONS................................................................CHECK
AMMETERS.................................................................................CHECK
POWER..............................................................................................SET
OAT...............................................................................................CHECK
ICING CONSIDERATION.................................................AS REQUIRED
3.6 LEVEL OFF AND CRUISE
3.6.1 Top of Climb
To level off from a climb reduce pitch and allow aircraft to accelerate to
cruising speed.
At 135 KIAS set cruise power:
• Set throttles to 28” MAP.
• Set propellers to 2200 RPM.
• Initially set mixtures to 12 GPH. When time allows, lean to find the
peak turbine inlet temperature (TIT), then enrichen the mixture until
the TIT is 150°F below the peak. Under no circumstances should the
mixtures be leaned so far that the TIT exceeds 1650°F.
Check engine indications and for airframe icing (if a view limiting device
is being used the pilot should ask the instructor or examiner if there is
any ice).
Complete the top of climb checks:
Top of Climb Check

POWER.......................................................................................................SET
MIXTURES..................................................................................................SET
INSTRUMENTS.....................................................................................CHECK
COWL FLAPS....................................................................CONFIRM CLOSED
ICING.....................................................................................................CHECK
AUTOPILOT..............................................................ENGAGE AS REQUIRED
Autopilot (MODES): HDG & ALT.


3.6.2 En Route Climb Using Autopilot
En Route Climb Using Autopilot

PFD ALT SELECT.......................................................................................SET
Set new altitude/level (top then bottom).
AUTOPILOT (MODES).......................................................................VS & ALT
Press and hold VS mode then press ALT mode and release both.
AUTOPILOT (CLIMB RATE).......................................................................SET
Select 1300 fpm climb.
MIXTURE........................................................................................FULL RICH
PROPELLERS..................................................................................2500 RPM
THROTTLES........................................................................................32" MAP
AUTOPILOT (CLIMB RATE)..........................ADJUST TO MAINTAIN 110 KTS
AUTOPILOT (MODES)...............................................VS GREEN, ALT WHITE
3.6.3 En Route Descent Using Autopilot
En Route Descent Using Autopilot

PFD ALT SELECT.......................................................................................SET
Set new altitude/level (top then bottom).
AUTOPILOT(MODES)........................................................................VS & ALT
Press and hold VS mode then press ALT mode and release both.
AUTOPILOT (DESCENT RATE).................................................................SET
Select 700-1000 fpm descent.
THROTTLES...............................................................................................SET
Adjust to maintain speed at 140 kts.
AUTOPILOT (MODES)...............................................VS GREEN, ALT WHITE

3.6.4 Routine Cruise Check
At regular intervals en route (at check/turning points on cross country

flights both VFR and IFR) the following routine checks should be
completed:
• Fuel remaining checked against fuel required for the flight.

• The engine indications should be checked to monitor engine
condition.
• Alternator loads and BUS voltage should be checked. If current
demanded exceeds 170 amps, each alternator will supply 85 amps
and the remaining load will be provided by the battery. To avoid
discharging the battery, limit continuous alternator outputs to less
than 85 amps by load shedding as required.
• Check carbon monoxide indicator is normal.
• Compare the PFD and standby flight instruments.
• Check altimeters are set as required.
• Check OAT and visually check for ice on the leading edges if in icing
conditions (if a view limiting device is being used the pilot should ask
the instructor or examiner if there is any ice).
• The location should be checked/confirmed and the tracking progress
assessed.
Routine Cruise Check

FUEL.....................................................................................................CHECK
ENGINE INDICATIONS.........................................................................CHECK
FLIGHT INSTRUMENTS.......................................................................CHECK
CO MONITOR.......................................................................................CHECK
ICING.....................................................................................................CHECK

3.6.5 HASELL Checks
Before carrying out stalling or unusual attitude recoveries, the following

checks are to be completed:
H eight • Sufficient for recovery by 3000 ft AGL
A irframe • Gear and flaps as required
Seat belts and shoulder straps tight, loose articles

S ecurity •
stowed
Mixtures rich, propellers 2500, fuel contents sufficient

E ngine •
and engine indications normal
Unrestricted area. Clear of active airfields, built up

L ocation •
areas, controlled airspace, cloud and danger areas
L ookout • Clear of all other aircraft
3.6.6 Crossfeed Drill to Maintain Fuel Balance
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.
Fuel Crossfeed Drill

FUEL SELECTOR (low fuel side).........................................................X-FEED
Check FUEL X-FEED ON CAS advisory illuminates
FUEL SELECTOR (high fuel side)................................................................ON
A separate procedure for crossfeeding with one engine inoperative can

be found in the Emergencies section of the Quick Reference Handbook.

3.6.7 Flight Into Icing Conditions
Icing is deemed to be a risk whenever the OAT is 5°C and below and
there is visible moisture present. If the aircraft is in, entering or expected
to enter forecast or actual icing conditions the following actions must be
taken:
Airframe Icing Drill

When OAT Falls to +5 Deg C
CABIN HEATER...........................................................................................ON
Cabin heat switch to heat.
Thermostat as required.
Air intake to open.
DEFROST FAN............................................................................................ON
When Entering Icing Conditions
PROP HEAT.................................................................................................ON
PITOT/STALL WARNING...........................................................CONFIRM ON
When Ice Starts Forming
WINDSCREEN HEAT...................................................................................ON
When 1/4" of Ice Forms on Wings
SURFACE DE-ICE............................................................................OPERATE
Repeat to maintain less than 1/2" of ice on wings.
If More than 1/2" of Ice Forms on Wings
ALT AIR........................................................................................................ON
AUTOPILOT .....................................................................................MONITOR
Switch off if autopilot struggles to maintain attitudes.
CONSIDER A CHANGE OF ALTITUDE/LEVEL TO LEAVE ICING CONDITIONS
On Leaving Icing Conditions
ALT AIR.......................................................................................................OFF
Use of unfiltered air may damage engines.
WINDSCREEN HEAT.................................................................................OFF
Switch off as ice clears from windscreen - certainly as soon as landed.
PROP HEAT................................................................................................OFF

3.7 DESCENT AND APPROACH
3.7.1 Descent Planning
3.7.1.1 Descent Profile

The descent profile should be planned and the top of descent
(TOD) position calculated based on a 3 degree glide path angle
(3 NM per 1000 ft of descent) to be level at the required altitude 5
NM before the airfield (VFR) or 5 NM before the IAF (IFR). Track
miles to go and aircraft altitude should be regularly compared to
monitor the progress of the descent.
3.7.1.2 ATIS
Where possible the ATIS or current weather for the destination
airfield should be gained 5-10 minutes before TOD. Set the
standby altimeter to the arrival airfield's QNH < 25 NM.
3.7.1.3 Aids
Use the standard scan of the PFD to set the navigation aids to
those required for the arrival. This must include setting the BARO
MINIMUM for the approach on the TMR/REF page of the PFD.
3.7.1.4 Briefing
A descent and approach briefing should then be made as part of
the before descent check approximately 5 minutes before TOD
(IFR) or 10-15 NM from the destination airfield (VFR).
The briefing should cover:
• T ype of approach (or join if VFR)
• R unway in use (VFR & IFR)
• A irfield (VFR & IFR)
• M inimum safe altitude (VFR & IFR)
• D A or MDA (IFR only)
• R VR required for the approach (IFR only)
• A pproach ban - is there one? (IFR only)
• M issed approach in accordance with the procedure or as
directed by ATC (IFR only)

3.7.2 Before Descent Checks
Before Descent Checks

BRIEFING............................................................................................STATED
FUEL..................................................SELECTORS ON /CHECK CONTENTS
ENGINE Ts & Ps...................................................................................CHECK
NAVIGATION AIDS.....................................................................................SET
GNSS APPROACH..........................................................LOADED (If required)
ASPEN ALTIMETER..........................................................................SET QNH
MINIMUM SAFE ALTITUDE..................................................................CHECK
CABIN.................................................................................................SECURE
3.7.3 Descent and Arrival Actions
3.7.3.1 Speeds
Maintain cruise speed in the descent, aiming to achieve a rate
of descent of 800 – 1000 fpm. The speed should be reduced to
holding between 10 and 5 NM from the airfield (VFR), 5 NM from
the beacon when entering the hold (IFR) or when established in
the radar pattern either downwind or crosswind (IFR).
3.7.3.2 Mixtures
Leave the mixtures set to the cruise setting, not too rich to prevent
over cooling. Try to maintain TIT ≥ 1300°F during descent.

3.7.3.3 Initial Approach Checks

Approaching 5 NM (VFR), established outbound (IFR procedural)
or under vectors (IFR vectored) carry out the initial approach
checks.
Initial Approach Checks

TAXI LIGHTS................................................................................................ON
LANDING LIGHTS ..........................................................................ON/PULSE
Landing lights should be ON at night, or to PULSE during the day
FUEL PUMPS...............................................................................................ON
PROP SYNC...............................................................................................OFF
MIXTURES................................................................................................RICH
PROPELLERS.....................................................................FULLY FORWARD
ALTIMETERS..................................................................SET and X-CHECKED
GNSS APPROACH TYPE.............................................ACTIVATED & STATED
RADIOS/NAVAIDS......................................................................................SET
DA OR ODA OR MDA.................................STATED and BARO MINIMUM SET
Check appropriate BARO MINIMUM for the approach is set. If required,
apply Temperature Error Correction
CABIN.................................................................................................SECURE
• Seat belts
• Baggage secure
3.8 APPROACH AND LANDING
3.8.1 Pre Landing Check
3.8.1.1 Position
The aircraft is configured for the final approach and the landing
check is carried out 0.5 NM to 1 NM before the final descent point
/ FAF on an IFR approach. On a VFR approach this is completed
downwind or abeam the touchdown point or at an equivalent
distance on a straight in or base leg join.
3.8.1.2 Configuration
Gear is always selected as part of the landing check. Once gear is
down, the toe brakes should be checked to ensure that pressure
is present, and the parking brake must be confirmed OFF.

Flaps are set to 25° for normal symmetric visual and instrument
approaches, and to 10° for asymmetric instrument approaches.
On asymmetric visual circuits, the flap extension is delayed until
half way round the base turn. Flapless approaches are only
practised on visual approaches.
After reducing the throttles to commence the descent, set the

mixtures to full rich and smoothly advance the propeller levers to
maximum.
Landing Check
GEAR................................................................................DOWN / 3 GREENS
BRAKES................................................................................................CHECK
FLAPS.......................................................................................AS REQUIRED
MIXTURES...............................................................................................RICH
VAT..........................................................................................................STATE

VAT is calculated as VSO x 1.3 with an added additional safety
factor.
3.8.2 Final Approach
3.8.2.1 Approach Speed

The instrument approach is flown at 100 kts until visual. The visual
approach base turn is flown at 90-100 kts. Once established on
final (and, in the case of an instrument approach, once visual), full
flap is selected and the speed is slowly reduced to achieve VAT
on short final. The point and power technique must be used. The
slope is maintained with an adjustment of attitude and the speed
controlled with a change of power.
3.8.2.2 Final Check

The final check is the last check that the aircraft is in a safe
configuration to land, and should be completed on finals.
• The final check is carried out after the FAF/FAPt but before 3
NM/1000 ft AAL from touchdown on an instrument approach.
• The final check is carried out on final in the visual circuit/close
pattern.

• The mixtures must be set to full rich and the propellers set to
fully forward for all approaches.
Final Check
MIXTURES...............................................................................................RICH
GEAR................................................................................DOWN / 3 GREENS
3.8.2.3 Stable Approach Criteria

A stable approach must be achieved and then maintained until
touchdown for all approaches by 300’ AAL.
The following criteria must be satisfied:

• On centre line and maintaining
• On correct glide slope and maintaining
• Correct approach speed +5 / -0 knots
• Correctly configured for landing
• Stable approach power set
If any of these criteria are not met, a go-around must be initiated.

Standard calls:
• “Stable approach, continuing”
• “Unstable approach, going around”
If continuing check:
• ATC clearance received
• Feet off brakes, heels on the floor
• Reduce to VAT by start of flare

3.8.3 Go-Around – 2 Engines Operating
Should a go-around be necessary:
• Smoothly advance the throttles to 38” MAP and pitch to + 10°

• Select flap to 10°
• Once a positive rate of climb is achieved select gear up ensuring
speed is below VLO 107 KIAS
• Above 200 ft AAL select flap 0° and reduce pitch tp + 7°
• Keep straight
• At 110 KIAS and 1000 ft AAL, set throttles to 32” and propellers to
2500 RPM
• Carry out the after take-off/ go-around checks
After Take-off / Go-around

BRAKES.......................................................................................ON then OFF
GEAR............................................................................................................UP
FLAPS.............................................................................................................0°
POWER.......................................................................................................SET
ENGINE INDICATIONS.........................................................................CHECK
If leaving the circuit:
TAXI LIGHT SWITCH..................................................................................OFF
LANDING LIGHTS SWITCH.......................................................................OFF
FUEL PUMP SWITCHES............................................................................OFF
COWL FLAPS...........................................................................AS REQUIRED
ALTIMETERS..............................................................................................SET

GO-AROUND PROFILE
78
To Initiate Go-around: Positive Rate of Climb: When Gear is Up: Passing 1000 ft AAL:
• Disengage autopilot (if in use) • Select gear up • Reduce pitch to - 7° • Set throttles to 32”
• Apply full power • Accelerate to 110 KIAS • Set props to 2500 RPM
and • Complete After Take-off /
• Simultaneously rotate to + 10° Minimum 200 ft AAL: • Go-around Checks when
• Set flap 10° (unless flapless) • Set flaps 0° time allows
Figure 3.2

3.8.4 Landing
Approaching the threshold (approximately 50 ft AAL) maintain final

approach pitch and speed. Aim to commence the flare at a height that
will level the aircraft a few feet above the runway.
As you start to flare smoothly retard the throttles so that the aircraft is
flying level just above the runway with the throttles at idle. Align the
aircraft’s nose with the runway using rudder and keep the wings level
with aileron.
Apply back pressure to maintain the landing attitude and allow the
aircraft to settle on to the runway main wheels first. Maintain back
pressure to control the nose wheel’s contact with the runway. Keep
straight with rudder.
After touchdown continue to progressively pull back on the control

wheel, this reduces nose gear loads, improves lateral control and
provides the best possible braking action. Move toes onto the foot
brakes and apply steady braking as required to slow the aircraft to a
reasonable taxi speed. The control wheel may be allowed forwards
again once the aircraft is at taxi speed.

3.9 AFTER LANDING
3.9.1 After Landing Check
Having vacated the runway come to a halt, retract the flaps, start the
stop watch and complete the after landing checks. The following time
limits apply:
• Pitot heater ground limit 3 minutes

• The turbochargers need a minimum of 3 minutes operation at idle
after landing for cooling before engine shut down
• Cabin heater must be set to fan for 2 minutes before shut down if it
is used on the ground
If dual, the instructor may take control and continue taxiing while the
student completes the after landing check.
After Landing
STROBE SWITCH.......................................................................................FIN
LANDING LIGHTS SWITCH.......................................................................OFF
TRANSPONDER...............................................................................GND 2000
PITOT / STALL WARN HEAT SWITCH.......................................................OFF
PROP HEAT SWITCH................................................................................OFF
WINDSHEILD HEAT SWITCH....................................................................OFF
FLAPS.............................................................................................................0°
ALT AIR.......................................................................................................OFF
COWL FLAPS..........................................................................................OPEN
CABIN HEAT & STOPWATCH..................................................AS REQUIRED
AIR INTAKE.............................................................................................OPEN
TRIMS...............................................................................................NEUTRAL
80
3.9.2 Closing Down Check
Having taxied to the apron, if the aircraft has a specific spot to park
on use the mirror attached to the left engine nacelle to help position
the nose wheel accurately, but also check wing tip clearance from
obstructions and other aircraft.
If the aircraft is going to be shut down carry out the closing down checks:
Closing Down
PARK BRAKE...............................................................................................ON
TAXI LIGHT SWITCH..................................................................................OFF
CABIN HEAT SWITCH (if on).....................................FAN for 2 min, then OFF
AVIONICS MASTER SWITCH....................................................................OFF
EMERGENCY BATTERY SWITCH............................................................OFF
MAGNETOS..........................................................................................CHECK
Select each ENG MAG to OFF then ON in turn and check for an RPM
drop.
Failure to observe an RPM drop indicates a hot magneto, prevent
anybody from approaching the affected engine and seek engineering
assistance.
CABIN FAN SWITCH..................................................................................OFF
AUTOPILOT MASTER SWITCH.................................................................OFF
THROTTLES..............................................................................................IDLE
MIXTURES.........................................................................................CUT-OFF
ALL ENGINE MAGNETO SWITCHES........................................................OFF
Do not turn magnetos off until engines have stopped
ALTERNATOR SWITCHES........................................................................OFF
INTERIOR LIGHTS.....................................................................................OFF
EXTERIOR LIGHTS....................................................................................OFF
BATTERY MASTER SWITCH.....................................................................OFF
FUEL SELECTORS....................................................................................OFF
SEATBELTS................................................................................................SET
POST FLIGHT INSPECTION.................................................................BY PIC
Captain must carry out a visual inspection of the propeller blades and
also check for leaks and any other abnormalities
81
INTENTIONALLY BLANK

PA34 - SUPPLEMENTARY PROCEDURES
PART 4
SUPPLEMENTARY PROCEDURES

INTENTIONALLY BLANK

4 SUPPLEMENTARY PROCEDURES
4.1 MULTI-PILOT PROCEDURES
4.1.1 General Principles
Throughout the Multi-Pilot Phase, the Pilot Flying (PF) will be the
student pilot in the left hand seat. The PF is in charge of cockpit
management, and should direct the conduct of the flight proactively.
The PF should also where possible monitor the actions of the Pilot
Monitoring (PM). The PF is in charge of the communications under
normal circumstances.
The Pilot Monitoring (PM) monitors the actions of the PF, communicates
any required corrections to the PF’s flying and makes appropriate
suggestions to help the PF direct the conduct of the flight. The PM also
reads checks from the Check List or QRH under normal circumstances,
actions requests by PF for equipment or service selections and operates
the radio when necessary.
These Multi-Pilot procedures are based closely on the single-pilot

checklist and operation. However, the way the crew operates changes
subtly with the addition of the ‘extra’ crew member. Tasks can be
shared between the 2 pilots, but each pilot must be aware at all times
of what is going on, and must therefore set up a form of communication
to ensure both are aware of what is happening.
The main thrust of multi-pilot operations is that what is known by one

pilot must be known by both. The PF must always appraise the PM of
what is the next planned event, and the thinking behind the decisions
being taken. The PM must apprise the PF of any external or internal
situations which would affect the flying of the aircraft. These include
external factors such as other aircraft, bad weather, significant high
ground, and internal factors such as fuel state or flying inaccuracies
needing correction.
4.1.2 Check Completion
Check List items can either be carried out as Challenge and Response,
or as Read and Do. When checks are Challenge and Response, the PM
reads the checks from the checklist, and the PF makes the responses
from memory. If the PF gets a response wrong, the PM should read out
the correct response. To make it clear who is calling in this SOP, calls
by the PF are shown in Green, and calls by the PM are shown in Red.

Occasionally checks need to be done when the PF is busy, as when

lining up for take-off. In such situations the checks can be ‘Read and
Do’, when the PM reads the check, and the response, and completes
the check. The PF should still listen and monitor to detect any errors
generated by the PM.
4.1.3 Corrections
If the accuracy of the PF’s flying is outside generally agreed limits, the
PM should call out the correction. If the aircraft is drifting away from the
selected altitude or flight level the PM should call “Altitude”. Similarly
if the heading drifts away from that selected, the call will be “Heading”.
No other words are needed – it is assumed the PF has sufficient
flying ability to correct the error. To ensure correction feedback and to
acknowledge the call, the PF should reply “Correcting”. If the PF does
not correct the error the PM may repeat the correction, a little more
assertively.
Corrections should be given in general as follows:
• Heading 5° or more from target heading – correction call “Heading”.
• Altitude / level 100 ft or more from datum when in level flight –

correction call “Altitude”.
• Speed >5 kts fast/slow of datum speed – correction call “Speed”.
• Power setting incorrect for phase of flight – correction call “Power”.
• Angle of bank incorrect for phase of flight – correction call “Bank

Angle”.
4.1.4 Terrain Awareness
Whenever the aircraft is descended to an altitude, the PF should call

“Safe” and the PM should confirm “Check” to maintain terrain awareness
and minimise the possibility of CFIT (Controlled Flight Into Terrain).
Similarly, the PM should always call when passing MSA either in a climb
or a descent, and the PF should confirm this. If descending below MSA
the PF should call either “Visual” or “Radar Control” as appropriate.

4.1.5 Normal Procedures
PILOT FLYING PILOT MONITORING

A / A1 / INITIAL CHECKS
Completes external checks Completes ‘Cockpit preparation’ and
operates electrical services for PF to
check.
PRE-START / ENGINE START / AFTER START CHECKS
Does all R/T calls.
Calls for the check list.
Reads challenges.
Actions checks and makes
responses.
Takes over radio – gets taxi
clearance.
Taxies the aircraft.
Initiates flight instrument checks. Carries out instrument checks.
Initiates control checks.
Calls for the power checks. Reads power checks.
responses.
Taxies to Holding Point.
Gives departure brief.
Calls for Before Take-off Checks. Reads Before Take-Off Checks.
responses.
TAKE-OFF AND CLIMB
Gets Departure Clearance.
Calls for Take-off Checks. Completes Take-off Checks read-
and-do.
Taxies on to runway centre line and
comes to a halt. Calls “Take-off Check Complete”.
Calls “Increasing Power” and sets Places hand under throttles.
2000 RPM – checks fuel / power /
Ts and Ps.


Calls “Set Take-Off Power” and Moves throttles fwd and sets 38”
releases brakes. MAP.
Calls “Power Set”.
At 81 kts calls “Rotate”.
Pitches the aircraft to the initial T/O
attitude.
AFTER TAKE-OFF AND CLIMB
Climb on VSI + Altimeter
increasing
Briefly applies toe brakes. Calls “Positive Climb”.
Calls “Brakes On/Off, Gear Up”. “Speed Checked below 107 kts,
Gear UP”.
Not lower than 200 ft AAL
“200 ft”.
Calls “Flaps Up, After Take-off
Selects flaps up.
Checks”.
Selects 32" / 2500 RPM on both
engines.
Completes After Take-off Checks
read-and-do (except Landing
Lights).
Calls “After Take-off Checks
Complete”
Every 1000 ft in the climb: Complete Climb Checks read-and-
“Climb Checks” do.
Call “Ts and Ps checked”.
1000 ft to Level
“1000 to level”
“Check”


CRUISE
At Top of Climb
Adjust MAP to level off at correct
speed.
“Set power 28”/2200 RPM”. “Power Set”
“Set Mixture to Cruise”. “Mixture Set”.
“Top of Climb Checks”. Complete - Challenge and Response
“Top of Climb Checks Complete”
Routine Cruise Check
“FEFL Check” Complete Challenge and Response

DESCENT
Request ATIS Obtain ATIS – brief PF
Complete Arrival Briefing
“Before Descent Checks” Complete Challenge and Response.
Respond to Before Descent Checks.
“Before Descent Checks Complete”.
Descending below TA or with QNH
set:
“QNH xxxx mb set, passing XXXX ft
now”. “Check”.
5 - 10 NM from Airfield
“Initial Approach Checks”. Complete Challenge and Response.
Respond to Initial Approach Checks.
“Initial Approach Checks Complete”.
Approaching cleared altitude or
circuit altitude.
“200 ft to go”.
“Check”.


CIRCUIT PATTERN
At the appropriate position
“Gear Down, Flap 25, Landing “Speed Below 128 kts, Gear Down”.
Checks”.
Selects gear down.
“Speed below 120 kts, Flap 25”
Selects flap 25 (second notch).
Landing Checks Challenge and
Response
“Landing Checks Complete”.
Halfway round base turn / 500 ft
agl
“Final Check” Final Check Challenge and
Response
Respond to Final Check “Final Check Complete”
Established on final approach
“Flap 40” “Speed below 113 kts, Flap 40”
“Check” Select Flap 40 (full flap)
“Flap 40 Selected”
300 ft agl
“300 ft”
“Stable” or “Go -around”
GO-AROUND
“Go-around, Flap 10”. Select flap 25 (or leave up if flapless).
Increase power towards g/a power.
Place hand at base of throttles,
select 38” MAP / 2600 RPM, check
Ts and Ps.
“Flap 10, power set”.


Climb on VSI + Altimeter
increasing
Briefly applies toe brakes. Calls “Positive Climb”
Calls “Brakes On/Off, Gear Up” “Speed Checked, Gear UP”
Not lower than 200 ft AAL.
Calls “Flaps Up, After Take-off Selects flaps up.
Checks”.
Selects 2500 RPM on both engines.
Completes After Take-off Checks
read-and-do
Calls “After Take-off Checks
Complete”.
TOUCH AND GO
Once all wheels on the ground.
“Flaps Up, set power”. Select Flaps Up, set throttles to full
power.
Call “Power Set”.
Check Ts and Ps.
Call “Rotate” at 81 kts.
Continue as for take-off. Continue as for take-off.


AFTER LANDING
Once clear of runway
“After Landing Checks”. After Landing Check (Read and Do
except for those items only PF can
reach)
“After Landing Checks Complete”.
(At this stage, the crew may revert to Student/Instructor for taxi-in /
shut down).
Once at a halt at parking

Complete live mag check.
Switch off avionics. Monitor PF
Check alternator outputs.
Select mixture levers to ICO
“Closing Down Checks”. Complete Challenge and Response
Respond to Closing Down Checks. “Closing Down Checks Complete”.
4.1.6 Normal Procedures (Expanded)
4.1.6.1 ‘A’ Check

• PM completes Cockpit Preparation and operated electrical
services for PF to check.
• PF completes A Check.
• PM may assist with A Check by completing the checks in
reverse order.
4.1.6.2 ‘A1’’ Check

• PM completes “Cockpit Preparation”.
• PF completes “External”.
4.1.6.3 Pre-Start
• PF completes Passenger Briefing if required.
• PF call for Pre Start Checks once everyone on board.
Challenge by PM, response by PF.

4.1.6.4 Engine Starting

Engine Start checks called for by PF. Timing for engine start is
PF’s responsibility. Challenge by PM, response by PF. When
checks complete, PM calls “Engine Start Checks Complete”.
4.1.6.5 After Start Checks

PF then calls for ‘AFTER START CHECKS’, Challenge and
Response. On 5 hour courses, consideration should be given
to PM reading out all checks fully during these checks due to
amount and complexity. On completion of these checks, PM calls
“After Start Checks Complete”.
4.1.6.6 Taxi
When ready, the PF calls for Taxi Clearance. This should be
done on COM2 to confirm that radio can transmit and receive,
unless it has been previously checked. PF confirms both are
ready for taxi by saying “Clear Left”, and waits for the response
“Clear Right” from the PM. Once both clearances received, the
PF can taxi, checking the brakes in the normal way immediately
after the aircraft starts moving.
Once clear of the Apron / congested area, PF calls “Check your

brakes, you have control”. The PM replies: “I have control…..
brakes checked, you have control”.
Instruments are checked during normal turns by the PM. The PF

should advise the PM to check instruments by calling “Turning
Left” and “Turning Right” when appropriate.
Once the instruments checks are complete, the PF calls for “Taxi
Checks”. These are challenge and response whilst the PF taxies
the aircraft. PM calls “Taxi Checks Complete” at the end of the
checks.
When positioning to put the aircraft into wind for the Power
Checks, the PF should usually check full and free in both
directions on the rudders, saying: “Follow me through on the
rudders”, but this can be done at any convenient time away from
the parking area.

4.1.6.7 Power Checks

Once at a halt – preferable into wind – with the parking brake
applied the PF calls for “Power Checks”. These are carried out as
Challenge and Response. Both pilots should keep a close check
that the brakes are holding during this check. On completion, PM
calls “Power Checks Complete”.
4.1.6.8 Before Take-Off Checks

Depending on the situation, these checks can either be done
immediately after the power checks, or the aircraft can be taxied
to the holding point for the active runway. The PF should decide
how this should be arranged and tell the PM.
The same departure brief should be used as for single-pilot

operations. The PF does the departure brief and then asks
for the “Before Take-off Checks”. These are completed as
Challenge and Response. Once PM confirms checks complete
(“Before Take-off Checks Complete”), the PF should confirm
that the PM is ready for take-off, and then ask for PM to request
take-off clearance. The PM should transmit on COM1, and all
subsequent ATC calls should be made on COM1.
4.1.6.9 Take-off and Climb

Once the aircraft has been cleared on to the runway by ATC,
PF calls for “Take-off Checks”. These are completed as Read
and Do by the PM who finishes by saying “Take-off Checks
Complete”.
The PF lines up the aircraft and applies the toe brakes. Once the
Runway Checks are confirmed compete, the PF calls “Increasing
Power” and advances the throttles to set 2000 RPM, holding
the aircraft on the brakes and checking MAPs and fuel flows
balanced, warning lights out and alternator loads at a max of 85
amps. The PM places the left hand on the base of the throttles
below the PF’s hand.
The PF then calls “Set Take-off Power” and releases the brakes.
PM moves the throttles forward to set full power, monitors engine
CHT, oil temperature and oil pressure and calls “Power Set”. PM
then moves hand away from the throttles. The PM monitors the
ASI, calling “Speed Alive” as it starts indicating to which the PF
replies “Check”. At 81 kts the PM calls “Rotate”.

The PF gently pitches to the initial take-off attitude. Once the

altimeter and the VSI indicate a climb (checked visually) the PM
calls “Positive Climb” and the PF calls “Brakes On/Off, Gear
Up” whilst momentarily applying the toe brakes firmly. The PM
checks speed (less than the VLO of 107 KIAS) and actuates gear
lever “Speed Checked Gear Up”. Once up he then verifies the
gear is up: “Gear Up, Lights Out” and the PF cross-checks this,
saying “Check”.
At 200 ft AAL the PF calls for “After Take-off Checks”. These

should be carried out as Read and Do by the PM (except for
the landing lights which must be switched by the PF after
being requested by PM) who then calls “After Take-off Checks
Complete”. Meanwhile, the PF concentrates on flying the aircraft.
In the climb when passing the Minimum Safe altitude (MSA), the
PM calls “MSA” and the PF calls “XXXX ft confirmed”. Passing
the Transition Altitude, if IFR then the PF calls “Set Standard”,
sets No 1 Altimeter to 1013 mb and says “Standard Set, passing
FLXX”. Passing every 1000 ft in the climb, PF calls “Climb Check”,
carries out a formal lookout (including if necessary a weave) and
confirms location; the PM checks fuel pressure, oil pressure, oil
temperature and CHT and confirms “Ts and Ps checked” if they
are within limits. If there are any abnormal indications, PM must
report them.
4.1.6.10 Level Off and Cruise

When 1000 ft from the required altitude/level, the PM calls “1000
to go” and the PF confirms “Check”. PF levels and accelerates
the aircraft to the cruising speed of 140 KIAS.
When the speed is established, PF reduces the MAP to maintain

a stable speed and calls “Set power 28”/2200”. PM sets power
using the mnemonic ‘Rev UP, Throttle Back’ and calls “Power
set”. PF can now take back control of the throttles and call “Set
mixture to cruise”; PM leans the mixture to cruise setting and
call “Mixture Set”. Once this is complete the PF can call for the
Top of Climb Check, which is completed using Challenge and
Response.

4.1.6.11 Routine Cruise Flying

On navigation exercises, the PF flies the aircraft and is responsible
for the navigation and management of the aircraft and the radio,
although the PM should always monitor the situation. The PM is
responsible for selecting and identing any navigation beacons at
the call of the PF, for carrying out any timing – again at the call
of the PF and for maintaining the pilot’s navigation log (PLOG).
At turning points or at routine intervals – generally every 5-10

minutes – the PF should call for a Cruise Check which is carried
out as Challenge and Response.
If it is planned to carry out any stalling or unusual attitude

recoveries, the HASELL checks should be carried out (see
section 3.6.3). The subsequent stalls or unusual attitudes should
be flown using single pilot techniques.
4.1.6.12 Emergencies
In the event of an airborne emergency the most important task
is to fly the aircraft safely. The PF should retain control, fly the
aircraft, if necessary select a landing site to be achieved from
a Forced Landing, and call for the appropriate emergency drill
memory items. The PM should carry out the emergency drill
from memory, and if time permits put out an emergency call on
the radio in use. Only once the aircraft is out of danger should
the drills be confirmed from the QRH. The PM should provide
advice to and monitor the PF.
In the event of an airborne unserviceability which does not place

the aircraft in imminent danger, the PF should continue to fly
the aircraft, call “My aircraft, my radio, diagnose the problem”.
The PM should advise what the likely problem is and, if the PF
agrees, the PF should call for the appropriate QRH drill. This
is carried out as Read and Do where possible, but the PM only
makes switch selections after confirmation by the PF.
4.1.6.13 Descent and Arrival

At approximately 20-25 NM (or 5-10 mins) away from destination
the PF calls for the ATIS, which the PM obtains from COM2 while
the PF maintains communications on COM1. The PF then gives
the radio to the PM and briefs the arrival. Once the briefing is
complete the PF takes back the communications and calls for
the Before Descent Checks which are Challenge and Response.

Once complete, the PM calls “Before Descent Checks complete”.
When descending below Transition Altitude or when commencing

descent with QNH set, PF calls “QNH xxxx mb set, passing
XXXX ft now”, to which PM replies “Check”.
The Initial Approach Checks are called for by the PF either

between 10 NM and 5 NM to the airfield on a visual approach,
or abeam the airfield or outbound from the beacon when on an
instrument approach. They are Challenge and Response, and
once complete the PM calls “Initial Approach Checks complete”.
Approaching cleared altitude or circuit joining altitude, PM calls

“200 ft to go”.
4.1.6.14 Visual Approaches

The PF handles the radio as for single pilot operations. Abeam
the landing threshold the PF calls “Gear Down, Flap 25, Landing
Checks”. The PM replies “Speed below 128 kts, Gear Down”
and selects gear down. Then “Speed below 120 kts, Flap 25”
and selects flap 25 (second notch on the flap lever). Once the
services have stopped moving, the PM carries out the landing
checks Challenge and Response and the PM ends by saying
“Landing Checks complete”.
The PF calls for the Final Check in the normal place and it is
Challenge and Response. The PM then calls “Final Check
Complete”.
When established on the centre line the PF calls “Flap 40”. The
PM checks the speed, calls “Speed below 113 kts, Flap 40”,
makes the selection and calls “Flap 40 selected”.
At 300 ft AAL the PM calls “300 ft” to which the PF’s reply is either
“Stable” or “Go-around”.

4.1.6.15 Go-Around
In event of a go-around, the PF calls “Go-Around, Flap 10”,
moves the throttles towards g/a power and raises the nose to
the initial climb attitude. The PM selects flap to 10, adjusts the
throttles to set full power, Ts and Ps and calls “Flap 10, power
set”. Once there is a positive rate of climb on both the Altimeter
and the VSI the PM calls “Positive Climb”. Actions are now the
same as for Take-off.
4.1.6.16 Touch and Go

In the event of a planned touch and go from a visual circuit, and
touch-down the PF is to call “Flap Up, set power” and move the
throttles forward towards the take-off position. The PF selects
flaps up, adjusts the throttles to full power, checks Ts and Ps
and calls “Rotate” at 81 KIAS. All subsequent actions are as for
take-off.
4.1.6.17 After Landing

Slow the aircraft to a reasonable taxi speed as normal. Once
the runway is vacated, PF calls for the “After Landing Checks”.
The PM will carry out the checks as Read and Do while the PF
continues taxiing in if appropriate.
(Note: At this stage the instructor may take control and become
PF as single pilot, absolving the student of further checks).
Once the checks are completed the PM will call “After Landing
Checks Complete”.
Once at a halt in the parking area, PF calls for either the Closing
Down Checks which are completed as Challenge and Response.
Once the checks are completed, the PM calls “Closing Down
Checks Complete”. The crew then leave the aircraft, ensuring
where appropriate that documents are removed and pitot, static
and aircraft covers replaced.

4.2 AUTOPILOT PROCEDURES
4.2.1 Autopilot Limitations
Use of the autopilot is prohibited during the following operations:
• During take-off and landing

• At airspeeds above 180 KIAS
• With flap settings greater than 25°
• Below 200 ft AAL during coupled approaches
• Approaches with minima lower than CAT 1
• Single engine approaches
• During missed approach/go-around manoeuvres
• With a significant ice accumulation
4.2.2 Malfunctions
Autopilot and auto trim malfunctions may cause considerable deviations

in attitude and altitude. The autopilot and auto trim can be disabled by
depressing the disconnect switch (red button on control wheel). The
autopilot or electric system, as appropriate, should be switched off using
its master switch and the relevant circuit breaker pulled.
4.2.3 Autopilot Controls
The autopilot and electric trim are controlled via a trim master switch (1),
the autopilot computer (2) and an autopilot master switch (3). To allow
the installation of a conventional turn coordinator, the autopilot computer
in the Seneca V FNPT IIs is installed below the P2 control wheel.
The trim master switch is of a push button type that also serves as
an indicator of the pitch trim status. A green ON light in the switch
indicates the system is on, a red FAIL light indicates a fault and an unlit
switch indicates the system is off. The brightness of the switch lights is
controlled with the DAY/NIGHT switch installed on the overhead switch
panel.
The autopilot master switch is a three position toggle switch marked

MASTR. The OFF position disengages the autopilot system completely.
The FD position arms the flight director but the pitch and roll servos will
not engage. The FD/AP position arms the flight director and the pitch
and roll servos.
The autopilot computer allows for the selection of the required autopilot
or flight director mode. A rotary knob allows the selection of desired
vertical speeds during climbs and descents. The selected autopilot
modes are displayed on the autopilot computer's LCD display.
The selected autopilot modes are also displayed at the top of the PFD.
Active modes are displayed in green text. Armed modes are displayed in
white text. When active, the selected vertical speed is displayed in blue,
just to the right of the selected atlitude.
4.2.4 Autopilot Lateral Modes
4.2.4.1 Heading Mode (HDG)

Set the heading bug on the PFD to the desired heading then press
the HDG button on the auotpilot computer to engage heading
mode. A green HDG annunciation will be displayed on the PFD
to acknowledge selection of heading mode. The autopilot will turn
the aeroplane (at a maximum of 90% of rate 1) the shortest way
onto the selected heading and maintain it. A new heading can
subsequently be selected using the heading bug.
The heading bug should always be turned in the required dierection

of turn. Care must be taken if turning more than 180° as iif the
heading bug is moved more than 180° from the current heading,
the autopilot will reverse its turn direction to capture the bugged
heading by the shortest route.
4.2.4.2 Navigation Mode (NAV)

Set the CDI to the required navigation source (NAV 1, NAV 2 or
GPS) and set the CDI to the requied course. Pressing the NAV
button on the autopilot will activate navigation mode, indicated by
a green NAV annunciation on the PFD. The NAV annunciation will
flash whenever the CDI deflection is greater than 50% and also
if no valid navigation source is being received, the latter will also
cause a FAIL annunciation.
In navigation mode the autopilot will select an intercept angle to

the selected course of up to 45°. The autopilot calculates the rate
of closure and will commence a turn to capture the desired course.
After capturing the course the autopilot will establish the necessary
crosswind corrected heading to maintain the selected course.
During capture and whilst tracking the autopilot's gain reduces and
the autopilot's maximum rate of turn reduces to 12.5% of rate 1.

4.2.4.3 Navigation Approach Mode (NAV APR)

The navigation approach mode is similar to navigation mode and
is annunciated with a green NAV APR on the PFD. The significant
difference is the autopilot's gain is not reduced and therefore the
maximum rate of turn availbale it the autpilot remains at 90% of
rate 1.
4.2.4.4 Reverse Mode (REV)

The reverse mode is the same as the navigation mode except
the autopilot intercepts and mantains the back course of the CDI.
4.2.4.5 GPS Steering Mode (GPSS)

The GPS steering mode commands the autopilot to follow the
programmed flight plan. To engage GPS steering mode the CDI
must be selected to GPS. In GPS steering mode NAV and GPSS
are annunicated in green ion the PFD.
4.2.4.6 Pilot Selectable Intercept Angle

It may not always be desirable to allow the autopilot to select
its own intercept heading, for example under vectors to the final
approach track. Pressing and holding the HDG button followed
by NAV or APR as appropriate will command the autopilot to
intercept the desired course from the selected heading.
Selecting heading and navigation mode will be annunciated with

a green HDG and a white NAV, NAV APR or GPSS indicates the
mode is armed. Upon capturing the selected course the green
HDG annunciation will extinguish and the white NAV, NAV APR
or GPSS annunciation will change to green, indicating that the
mode is active.
4.2.5 Autopilot Vertical Modes
The autopilot vertical modes can only be engaged if a lateral mode is

already engaged.
4.2.5.1 Altitude Hold Mode (ALT)

Pressing the ALT button on the autopilot computer commands the
autopilot ot maintain the current altitude. A green ALT annunciation
is displayed on the PFD. The altitude may be modified using
the vertical speed selection knob, clockwise to climb and anti-

clockwise to descend. Each click of the vertical speed knob

commands an altitude change of 20' up to 360'.
4.2.5.2 Vertical Speed Mode (VS)

The vertical speed mode is used to establish a pilot selectable
vertical speed. As the autopilot receives no airspeed information
and has no control over engine power it is possible to exceed the
aeroplane's performance capabilities, either through exceeding
VNE or causing the aeroplane to stall. If the autopliot is unable
to maintain the selected vertical speed for 15 seconds, the VS
annuncaition will flash to warn of an impending stall.
4.2.5.3 Altitude Capture Mode

The autopilot can be commanded to climb or descend to a
specified altitude and maintain it upon reaching.
To enter altitude capture mode first set the desired altitude on

the PFD. Press and hold VS button on the autopilot computer
followed by the ALT button. A green VS annunciation will be
displayed as the active mode and a white ALT annunciation will
indicate altitude hold is armed. Select the desired vertical speed
with the vertical speed knob.
The autopilot will mantain the selected vertical speed until within
approximately 800', depending upon the selected vertical speed.
As the aeroplane approaches the target altitude the autopilot will
progressively select lower vertical speeds to smooth the level off.
At the target altitude the autopilot will switch from vertical speed
to altitude hold mode, the VS annunciation extinguishing and the
ALT annunciation changing from white to green.
The Seneca V FNPT IIs behave slightly differently during altitude

capture than the aeroplane. The FNPT IIs autopilot maintains the
target vertical speed until approximately 200' before the target
altitude whereupon it switches from VS to ALT mode, missing out
the gradual reduction in commanded vertical speed.
4.2.5.4 Glideslope Mode (GS)

During coupled ILS and LNAV/VNAV approaches the autopilot
can be commanded to enter glideslope mode, this mode enables
the autopilot to automatically capture and maintain the selected
glideslope or glidepath.

The glideslope mode is automatically armed when the autopilot

captures the final approach track in NAV APP mode. Initially ALT
will be displayed in green and GS will appear in white to indicate
the glideslope mode is armed. Upon capturing the glideslope the
ALT annunciation will extinguish and the GS annunciation will turn
green. The GS mode will not arm nor activate if trying to capture
the glideslope from above.
4.2.6 Control Wheel Steering (CWS)
The control wheel steering mode allows the autopilot to maintain a

vertical speed and rate of turn selected using the control wheel. Control
wheel steering mode can only be selected if the autopilot is already
operating in both a lateral and vertical mode.
To engage control wheel steering mode depress and hold the CWS
button on the control wheel (this disengages the pitch and roll servos),
select the desired pitch attitude and bank angle, allow the aeroplane to
settle for 2 to 3 seconds and release the CWS button. The autopilot will
maintain the vertical speed at the point of button release and the rate of
turn (up to 90% of rate 1).
To exit control wheel steering mode, re-select the desired lateral and
vertical modes using the autopilot computer.
4.2.7 Auto Trim
The auto trim system trims the aeroplane in pitch when the autopilot is
engaged. A white TRIM annunication is displayed whenever the auto
trim is commanding a pitch trim change.
4.2.8 Use of Autopilot
Although the use of the autopilot, and all its modes, will be demonstrated
throughout the flight training course its use during skill tests is restricted.
Times when the autopilot may and may not be used will be briefed by
the examiner and are generally:
• CPL Skill Tests

Following the diversion, while transitting to the airfield where
circuits will be flown and while dealing with non-autopilot affected
emergencies (real and simulated).

• IR Skill Tests
From top of climb (route and diversion) until a point prior to
establishing on the localiser / final approach track. The autopilot will
be disengaged prior to entering the hold.

PA34 - PROCEDURES & TECHNIQUES
PART 5
PROCEDURES & TECHNIQUES

INTENTIONALLY BLANK

5 PROCEDURES AND TECHNIQUES
5.1 INTRODUCTION
The intention of this section is to remind staff and students of the basic
procedures followed throughout the courses run by CAE Oxford and the
specific techniques applicable to the PA-34 elements of the appropriate
courses. Where there are several possible techniques to carry out specific
tasks, this section defines the standard techniques to be followed by CAE
Oxford staff and students.
Information in this section is complementary to the appropriate sections of the

Student Study Guide and to the CAE Oxford Instructor’s Guide.
5.2 BASIC PRINCIPLES
5.2.1 Attitude Flying
The fundamental principle of flying is the selection and maintenance of

the correct attitude for the current phase of flight. This principle should
have been instilled in you during the single engined phase of your
training and is also fundamental to flying the twin.
Whether using visual attitudes or using the attitude indicator, you should
always use the following work cycle:
SELECT the required attitude

HOLD that attitude
TRIM out any control forces when S & L, climbing or
descending, but not in turns.
This process takes a finite time, which allows the aircraft to settle down
so that the effects of the new attitude can be observed.
5.2.2 Selecting Powers
Engine handling must be accomplished in such a way as to avoid over

stressing the engines such as too high a manifold pressure for a given
RPM. The mixture controls must be set correctly to avoid lean cutting
the engines but also used to minimise unnecessary fuel consumption.
To help you change powers correctly, use the mnemonic:
REV UP, THROTTLE BACK

When making significant power changes, the mixture may need to be

changed as well. Therefore all three sets of engine levers need to be
moved. As a general principle, to Increase power levers should be
moved in the order from Right to Left; to Decrease power levers should
be moved in the order Left to Right.
5.2.3 Changing Attitudes and Powers
When a change of attitude also requires a change of power, the work

cycle you should be using is:
Power Reselect
Attitude Hold
Trim Refine
The exception to this is when levelling off from a climb where climb
power is left set until approaching the desired speed and then reduced:
Attitude Hold
Power Re select
Trim Refine
5.2.4 Airspeed Control
During climbs and descents where standard fixed power settings are
normally used, airspeed is controlled by pitch attitude.
Examples include:
• Climb - normal, cruise and asymmetric

• Cruise descent (symmetric and asymmetric)
• Intermediate descent (symmetric and asymmetric)

At all other times, airspeed is controlled with throttle
Examples include:
• Straight and Level

• Visual final approach from the end of the base turn (Point and
Power)
• Instrument final approach from FAF.

5.3 DEPARTURE
5.3.1 VFR Departure
• Request ATC approval before take-off if turning against the visual

circuit direction after take-off.
• Climb ahead to 500 ft AAL.
• Lookout and then turn at right angles to the runway to depart
crosswind, continuing the climb.
• Departures may also be made downwind or from base leg by joining
the visual circuit and then departing from the appropriate position
with ATC permission.
• Once clearing the circuit pattern set course on the first leg ensuring
that you do not conflict with other aircraft in the circuit.
• Local noise abatement or amelioration procedures may alter this
basic procedure. This is true of Oxford. Local procedures must
always be checked and complied with.
5.3.2 IFR Departure
• Follow departure instructions. These will either specify routing

and altitude/level cleared to, or will state the Standard Instrument
Departure (SID) to be followed.
• En route navigation aids should be tuned and identified as soon as
practicable after takeoff once the aircraft is high enough for good
reception.
5.3.3 Use of Cowl Flaps
The cowl flaps regulate cooling air to control the engine cylinder head
temperatures. Cowl flaps should be selected as necessary to maintain
the cylinder heat temperatures within the normal limits.
After start if OAT is above 10°C cowl flaps should be open, between
5°C and 10°C half open and below 5°C closed.

5.4 EN ROUTE
5.4.1 VFR Navigation
5.4.1.1 Basic Technique

The navigation technique used at CAE is the Double Track Error
Method. If you are off track at a fix, adjust back to track by twice
the track error. When track has been regained after an equal time
interval, alter heading by the track error in order to maintain track.
If you are more than half way along track, use the track error +
closing angle technique.
5.4.1.2 Action at Turning Points and Work Cycle

Once a turning point has been positively identified:
• Fly directly to turning point.

• Heading - set heading for next leg
• Altitude - note altitude for next leg and adjust to it.
• Time - start the stop watch over the turning point.
• Log the time of setting heading and the ETA for the next
turning point or destination on the PLOG.

Once settled on the new heading, carry out the following gross
error and 'HATFIRE' checks to ensure all is correct:
Are you steering the planned heading, is

H eading • the HSI synchronised and are you avoiding
danger areas and nearby airfields?
Are you flying the planned altitude and clear
A ltitude •
of controlled airspace?
Is the clock running?

T ime •
When is the next fix?
Check fuel remaining against minimum
required fuel – is there sufficient remaining?
F uel •
Check balance. Log the fuel figures on the
PLOG
Check engine indications and that flight
I nstruments •
instruments are correct and aligned
R adio • Select next frequency
E TA • of the next fix point or turning point
Maintain a good LOOKOUT and accurate heading and level until

2 – 4 mins before next fix point / turning point (depending on
height) when you should start looking to identify that point and if
appropriate start the pre-turning point work cycle again.
5.4.1.3 Diversion Actions

You will be required to carry out an en route diversion for your
CPL. Once given the diversion by the instructor / examiner:
• Confirm the position of the diversion point on the map.

• If exact current position known, start clock and adopt initial DR
heading for diversion
or
• Fly to nearby readily recognisable feature and then start clock
and adopt initial DR heading.

• Select initial point (IP) en route from which to fly accurate leg
and fly to it
• Draw track on map from IP to diversion point. Measure track
and distance. Calculate heading and time. Work out ETA and
note it on the PLOG, together with fuel required.
Note: Not all of the planning has to be completed before you
set off from your IP.
• Fly the planned leg to the diversion point. Carry out HATFIRE
checks as soon as possible. Radio aids fixing is allowed on
this leg, and at least 2 additional nearby features should be
used to resolve ambiguity.

5.4.2 IFR Navigation
5.4.2.1 Basic Technique

The majority of the IFR flying of CAE Oxford aircraft is instructional
and aimed towards the Instrument Rating (IR). IFR navigation
techniques are aimed towards meeting the standards required by
the CAA during the IR.
The G-1000 fitted to CAE PA34s is approved for navigation in

controlled airspace. It provides guidance based primarily on GPS
data but also displays VOR, ILS and ADF information which may
be used for both en route navigation and instrument approaches.
Ranges shown on en route charts and approach plates and are
normally referenced to DME.
5.4.2.2 Use of GPS

The GPS is approved as a primary means of navigation with or
without supplementary information from other sources.
When using the GPS for tracking it must be displayed on the CDI
and / or one of the PFD bearing pointers. For RNAV approaches
the CDI navigation source must be set to GPS.
Non-RNAV approaches may be loaded into the G1000 flight plan
for approach monitoring but the defined aid for the approach must
be used for track guidance. For RNAV approaches the approach
profile must be loaded into the G1000 flight plan.
The G1000 system automatically monitors RAIM and will not
activate an RNAV approach for which RAIM is predicted as being
unavailable and will display the message “Approach is not active”.
If RAIM is not available when crossing the FAF, the missed
approach procedure must be flown.
5.4.2.3 Use of Radio Aids

VOR and NDB / Locator beacons may not be used outside
their Designated Operational Coverages (DOCs) and must be
identified before they can be used. The ADF is normally identified
with the ADF/ANT selector at ANT. ILS coverage is 25 NM within
10° and 17 NM within 35° of the stated QDM. The ILS may be
identified/auto identified initially before being inside coverage but
must be identified/auto identified once inside. Then the FAT must
be set (if not done automatically by the G1000).

5.4.2.4 Cockpit Management
The principal underlying successful IFR operations is good

cockpit management. The workload of single pilot IFR operations
is high, but management of this workload so that the activity level
remains fairly constant will stop you being overloaded and allow
you to maintain the highest possible capacity.
To help you achieve this:
• Work to avoid having any ‘used’ frequencies in either the

radios or the nav aids. Once you have finished with a radio
frequency replace it with the next expected frequency; the
same goes for VOR/ILS and NDB/Locator frequencies.
• When given a clearance by ATC at any time, read it back then

immediately write it down on the PLOG. Recording clearances
is a requirement of IFR operations, and also prevents you
forgetting what you have been cleared to do. Radio frequency
changes to en-route ATC frequencies must also be logged.
• At turning points, follow the same basic actions as for VFR

navigation. This will ensure you log your ETAs, ATAs and fuel
states.
• Attempt to be as ahead of the game as possible at all times.

Get the ATIS for your next destination as soon as possible.
Even if it has changed by the time you reach the destination,
If the ATIS has been changed request difference or changes.

5.4.3 Stalling
5.4.3.1 HASELL Checks

Pre-stalling checks, as shown in section 3.6.3, must be completed
before every stall. Where the flight is an instructional sortie the
student is expected to carry out all the pre-stalling checks before
stalling VFR. If the stalling is carried out IFR under simulated
instrument meteorological conditions (IMC) the instructor or
examiner will do the lookout checks and will also be responsible
for the radio and navigation. The student may well be asked to
manoeuvre the aircraft to aid the instructor or examiner with the
lookout.
5.4.4 The Standard Stall Recovery (SSR)
As stated more fully in the student study guide:
• Move the control wheel centrally forward until stall symptoms stop
• Apply full power 38" MAP on both engines
• Use rudder to prevent further yaw
• Level wings using the ailerons
• Establish a climb
5.4.4.1 Clean Stall

The clean stall is only carried out VFR in the CPL phase. You will
be briefed to recover when told by the instructor/examiner.
To carry out the full stall:
• Complete HASELL checks including lookout turn(s)

• Close throttles completely – (the "CHECK GEAR" alert will
activate
• Increase pitch as necessary to maintin level flight, trimming
down to 100 KIAS
• Expect to hear the "STALL" alert and see signs of the
approaching and full stall
• Carry out the standard stall recovery when instructed to do so

5.4.4.2 Stall on Final Approach

The stall on final approach is completed visually during the CPL
and on instruments during the IR phase.
To carry out the stall on final approach:
• Complete the HASELL checks, extending the gear and 25°

flap under A for airframe. Level flight might be needed in order
to maintain sufficent clearance from the ground or clouds.
• Fly a simulated circuit to end up on final, gear down, 40° flap,
15" MAP, mixtures rich and propellers max.
• Start to increase pitch as if to stretch the approach until the
first signs of the stall. The stall should be entered from a slight
descent or level flight.
• Carry out the standard stall recovery. Under normal
circumstances a small but positive pitch reduction and the
application of power will successfully remove the symptoms
of the stall with minimum height loss.
• Continue to raise the gear and flap as per the normal go
around procedure.
5.4.4.3 Stall During Base to Final Turn

The stall during the base to final turn is completed visually
during the CPL and on instruments during the IR phase. The
stall is completed in a turn to simulate the turn from base to final
approach.
To carry on the stall on base leg:
• Complete the HASELL checks, Maintain level flight.

• Roll to between 10° and 30° angle of bank. Reduce throttles
to 15”.
• Start to increase pitch to maintain height until the first signs of
the stall. The stall should be entered from a slight descent or
level flight.
• Carry out the standard stall recovery.
• Continue to raise the gear and flap as per the normal go-
around procedure.

5.4.5 Recovery from Unusual Attitudes (UA)
On both the CPL and the IR, you will be required to carry out recoveries
from unusual attitudes under simulated IMC without the use of primary
flight instruments. In the aircraft, you will use the standby flight
instrument (Aspen) system.
For the IR you will be required to demonstrate UA recoveries without

direct attitude references. These limited panel techniques will be taught
in the FNPT 2, using the Turn Co-ordinator, Altimeter and ASI.
5.4.5.1 Set Up
The student will normally trim the aircraft for straight and level at
115 KIAS. The instructor / examiner will take control and then
put the aircraft into an unusual attitude without adjusting the
trim setting. The three main unusual attitudes from which UA
recoveries will be required are:
• High nose attitude, speed decreasing

• Level attitude, steep angle of bank
• Steep descending spiral, speed increasing
UA recoveries may also be required from attitudes which vary

slightly from these.
5.4.5.2 Recovery Actions

The aim of all recoveries from UAs is to return the aircraft safely,
smoothly and without undue delay to straight and level flight at a
safe speed (between 100 and 140 KIAS). There is no requirement
to establish a specific heading or level.
SPEED
• Increasing Reduce MAP smoothly
• Decreasing Set 38” MAP
• Stable Do not adjust MAP
LEVEL WINGS
• Use the standby instrument

PITCH
• To level attitude (roughly 0°)
POWER
• Reset to maintain 115 kts straight and level – no further.
trimming should necessary.
5.5 APPROACH AND LANDING
5.5.1 Holding
The hold is explained fully in the Student Study Guide. The following
points are to act as a reminder:
• Outbound timing = 60 seconds ± 1 second per 1 knot headwind/
tailwind.
• Drift outbound is 3 x single drift across the hold, unless that heading
puts you within 30° of the wind direction, in which case use 2 x
single drift.
• The ‘gate’ QDM is 30° off the hold axis still air. Aircraft position
relative to the gate is for guidance only.
• At ‘60° to go’ on the inbound turn of the hold you should be 10° off
the inbound QDM, which may show as ‘on’ the QDM on a NDB hold
because of dip.
5.5.2 Entering the Hold
5.5.2.1 Sector 1 (Parallel)

• Start the clock at the fix.
• Outbound timing = 60 seconds ± 1 second per 1 knot
headwind/tailwind.
• 1 x drift outbound and 1 x drift inbound.
• Inbound leg to the beacon / fix may be modified to intercept
the hold QDM early.

5.5.2.2 Sector 2 (Offset)

• Start the clock at the fix.
• Track to make good a track of 30° from the axis on the holding
side.
• Outbound timing = 60 seconds ± 1 second per 1 knot
headwind/tailwind.
• 1 x drift outbound, 1 x drift inbound.
5.5.2.3 Sector 3 (Direct)

• If joining within 30° of the hold axis, operate as for a normal
hold (see Para 5.5.1).
• If joining from the non-holding side outside 30°, at the beacon
/ fix turn to fly at 90° to hold axis and time 15 seconds before
starting the turn into the hold. Time downwind from wings
level.
• If joining from the holding side fly to the beacon/fix, hold the
current heading for 10-15 secs (depending on wind) and
then turn to cross the hold axis at 90°. When abeam start
the stop watch; after 15 seconds turn on to the outbound leg
and restart the stop watch when abeam again or wings level,
whichever is later.
5.5.3 IFR Approaches - General
All IFR approaches are designed to follow a structure consisting of five

segments.
5.5.3.1 Standard Arrival Route (STAR)

STARs transition the aircraft from the airway to the initial
approach segment. The start of the initial approach segment may
be defined by an initial approach fix (IAF) but not always.
5.5.3.2 Initial Approach Segment

During the initial approach segment the aircraft is positioned
onto the final approach track (FAT). This may be via a course
reversal (base turn, procedure turn, racetrack), a DME arc, a
dead reckoning leg or ATC radar vectoring.
Irrespective of the method published it is during the initial approach
segment that the initial approach checks are performed.

5.5.3.3 Intermediate Segment

The intermediate segment may commence at an intermediate
fix (IF) or when the aircraft is established on the FAT but prior to
the commencing the final approach. The segment is designed to
be level to allow the aircraft to be slowed and configured for the
final approach. It is during this segment that the landing checks
are performed.
For non-precision approaches where a final approach fix (FAF)
is published, perform the landing checks 1 NM to 0.5 NM before
the FAF.
For non-precision approaches where no FAF is published,
perform the landing checks once established on the FAT.
For precision approaches the landing checks are performed
when the glide slope indicator shows half scale fly up.
5.5.3.4 Final Approach Segment

The final approach segment is where the aircraft commences its
descent to land. The start of the final approach segment may be
defined by a final approach fix (FAF). During the final approach
segment the FAT is maintained using the published approach aid
while the aircraft descends. By 1000’ AAL on the final approach
the final checks must be completed.
5.5.3.5 Missed Approach Segment

The missed approach segment begins at the missed approach
point for non-precision approaches or at the decision altitude
(DA) for precision approaches. During the missed approach
the aircraft climbs to achieve a terrain safe altitude and can
be repositioned to attempt the approach again. It is during the
missed approach segment that the after take off / go-around
checks are performed.
5.5.4 IFR Approaches - Non-Precision
A non-precision approach is one in which the glideslope is not defined

electronically. The accuracy of centre line information can vary between
different types of non-precision approaches, and this is reflected in the
different laid down minima.
Non-precision approaches may be either procedural or radar vectored
on to final approach track. DME is mandatory for some procedural
approaches – this will be specified on the approach plate.

5.5.4.1 The Non-Precision Pattern

The following points should be noted for any non-precision
pattern:
• An NDB should be re-identified on the outbound leg of a
procedure, if it is to be the primary tracking aid within the FAF.
a Localiser should be re-identified within 30° of the inbound
QDM within 17 DME.
• For the average procedure, 60° to go on the base leg gives
an approximate indication of 5° off the inbound QDM before
the application of dip.
• Any descent on the final approach track may not be
commenced unless within 5° of the inbound QDM. If the
aircraft moves outside QDM ± 5° the descent must be
stopped, the tracking brought within limits and the descent
may then be recommenced. If this is not possible a go-
around must be initiated.
• If the Flight Director is being used, the expected rate of
descent on the final approach should be calculated, based
on a nominal 3° approach (5 x groundspeed), and set as
a Vertical Speed in the G-1000. The FD will then provide
vertical guidance but intemediate check heights / altitudes
must be observed.
• The average power setting for a non-precision approach is
18” MAP plus 1” MAP per 10 kts of headwind.
• If the required visual references are not achieved at ODA
(Oxford Decision Altitude) a go-around is to be made.
• If the airfield temperature is zero or below a temperature
correction will need to be calculated and added to all altitudes
after the FAF.
5.5.4.2 Non-Precision Approach Minima

Non-precision approaches are normally flown using the constant
descent final approach technique (CDFA). Using this technique
the aircraft is flown down a constant approach path using the
guide heights on the approach chart for reference. At a specified
altitude (ODA), but no later than the missed approach point,
the missed approach is flown if the required references are not
achieved. CAE use the published MDA on the Jeppesen chart
and add 50’ to attain an ODA.

For approaches not utilising the CDFA technique the aircraft

is descended to the MDA and then flown level. When the
required visual references are available then the aircraft may be
positioned for landing. If the required visual references are not
available by the missed approach point, indicated by a bold M on
the Jeppesen charts, then a missed approach must be initiated.
5.5.5 IFR Approaches - Precision
• For a PAR the aircraft will be vectored on to the centre line; for an
ILS the pilot establishes the centre line using localiser indications.
• The ILS must be identified / re-identified when within the approved
coverage (± 30° of ILS QDM within 17 DME).
• To descend from the final approach point (FAP) the aircraft must be
within ½ scale deflection on the localiser.
• The average power setting for a precision approach is 18” MAP plus
1” MAP/ 10 kts of headwind.
• The required rate of descent for a 3° approach in feet/min can be
ascertained by: Groundspeed in knots x 5.
• At least one check of distance / altitude must be made on final
approach to confirm that the correct altimeter setting has been set.
• The accuracy limits for continuing an ILS are to remain within ½
scale deflection on both localiser and glideslope. If these limits are
exceeded a go around must be initiated.
• If the required visual references are not achieved at DA, a go-

around must be initiated.
5.5.5.1 Precision Approach Minima

Decision altitudes are subject to a pressure error correction
(PEC). As a PEC is not published for the Seneca V it is assumed
to be 50’ and this must be added to the published DA on the
Jeppesen chart. Temperatures of 0°C and below require
Temperature Error Correction to be applied.
CAT I ILSs may have a minimum RVR published as low as 550
metres. EASA Part-CAT places a minimum RVR restriction on
single pilot approaches without the use of a couple autopilot of
800 metres. Approaches when the RVR is less than 800 metres
must be flown using the autopilot. Approaches with weather
below CAT I are not authorised on the Seneca V.

5.5.6 IFR Approaches - Circliing
Circling approaches are performed when the FAT is not aligned with
the runway. The instrument approach (be it precision or non-precision)
is flown as normal in accordance with the chart but at the circling MDA
the aircraft is flown level.
If the required visual references are attained the aircraft is visually

manoeuvred for landing on the appropriate runway. If the visual
references are not attained by the missed approach point or they are
lost whilst visually manoeuvring a missed approach must be initiated.
The missed approach procedure used is that for the instrument
approach that was flown.

NDB/DME PATTERN - CDFA
PA34 NDB/DME PATTERN
BEACON OUTBOUND:
R/T CALL “BEACON OUTBOUND”
SET 15” MAP
ON OUTBOUND LEG: DESCEND AT 115 KIAS
• INITIAL APPRROACH CHECKS
• RE-IDENTIFY NDB
• SET INBOUND QDM ON HSI
• SET TOWER FREQUENCY ON STANDBY
124
NOM
INA
ESTABLISHED ON QDM L 3°
APP
• R/T CALL: ROA
“BASE TURN COMPLETE” CH
APPROACHING FAF: FAF:
PAT
H
• DESCEND TO FAF NOT VISUAL AT ODA:
• GEAR: DOWN • START STOPWATCH
ALTITUDE • GO-AROUND
• FLAP: 25° NORMAL • POWER 18” MAP
10° ASYM • PITCH - 4°
• LANDING CHECKS • SPEED 100 KIAS DECISION ALTITUDE:
• USE PUBLISHED DA + 50 ft
VISUAL AT ODA:
• CONFIGURE TO LAND
Figure 5.1

ILS PATTERN

PA34 ILS PATTERN

BEACON OUTBOUND:
R/T CALL “BEACON OUTBOUND”
SET 15” MAP
ON OUTBOUND LEG: DESCEND AT 115 KIAS
• INITIAL APPRROACH CHECKS
• IDENTIFY NDB & ILS
• SET INBOUND QDM ON HSI
• SET TOWER FREQUENCY ON STANDBY
125
ESTABLISHED ON LOCALISER:
• R/T CALL:
“LOCALISER ESTABLISHED”
½ SCALE FLY-UP: GLIDESLOPE INTERCEPT:
• DESCEND TO FAF NOT VISUAL AT DA:
• GEAR: DOWN • START STOPWATCH
ALTITUDE • GO-AROUND
• FLAP: 25° NORMAL • POWER 18” MAP
10° ASYM • PITCH - 4°
• LANDING CHECKS • SPEED 100 KIAS DECISION ALTITUDE:
• CONFIRM GLIDESLOPE • USE PUBLISHED DA + 50 ft PEC
• APPLY TEC IF RELEVANT
VISUAL AT DA:
• CONFIGURE TO LAND
Figure 5.2
5.5.7 VFR Circuits
The visual recoveries flown in the PA34 are commercial joins, which
include the left / right base join, the crosswind join and the direct or
straight-in approach. At a minimum of 15 NM from the airfield, obtain
ATIS, decide on the join to be made and contact / inform the airfield.
5.5.7.1 Overhead Rejoin

Approaching 5 NM from the airfield, obtain clearance for an
overhead join from ATC. Complete the initial approach checks
and aim towards the airfield overhead, keeping the airfield on
the same side of the aircraft as the circuit direction. Descend to
circuit altitude + 1000 ft, noting the position of other aircraft in the
circuit and work out where the live side and the dead side are.
Position to fly from live side to dead side, and commence a
descending turn on the dead side to level at circuit altitude.
Position on the dead side to cross on to the live side at right
angles to the runway direction crossing the upwind threshold.
Once on the live side, turn to join the downwind leg at the correct
spacing out from the runway.
5.5.7.2 Left / Right Base Join

• Approaching 5 NM from the airfield, obtain clearance for a
left or right base Join from ATC, complete the initial approach
checks and start reducing IAS to circuit speed (115 KIAS).
Position the aircraft on a base leg tracking at right angles to
the active runway aiming to intercept the final approach track
at 2 NM from touchdown.
• Approaching 4 NM from the airfield (5 track miles to threshold)
advise “left / right base” with intentions, and then carry out the
landing checks.
• Approaching 3 NM from the airfield, commence the final
approach to intercept the base turn half way round at
approximately 700 ft AAL.
5.5.7.3 Crosswind Join

• Approaching 5 NM from the airfield, obtain clearance for a
crosswind join, complete the initial approach checks and
position to track direct to the dead side keeping clear of the
circuit pattern.

• Approaching 3 NM miles from the airfield adjust positioning to

cross the upwind threshold at circuit height at right angles to
the runway direction from dead side to enter the visual circuit
pattern.
• When steady downwind, transmit downwind call and complete
landing checks.
5.5.7.4 Straight-In Approach

• Approaching 10 NM from the airfield, obtain clearance for
a straight in approach. Then complete the initial approach
checks, position to intercept the runway centre line at 4 NM,
descend to circuit altitude and reduce IAS to circuit speed.
• At approximately 4 NM from touchdown complete landing
checks, to commence final descent approaching 3 NM from
touchdown.
5.5.7.5 Normal Visual Circuit

• The spacing downwind for the standard PA34 visual circuit
should be such that the runway intersects the wing about 2/3
out toward the tip.
• If the circuit height is greater than 1000 ft AAL (as at Oxford),
set 15” abeam the landing threshold and commence a
descent to be passing 1000 ft AAL at the end of downwind
leg.
5.5.7.6 Flapless Visual Circuit

The same ground track is flown for the standard PA34 flapless
visual circuit as for the normal visual circuit. The following points
should be noted:
• The nose attitude is higher around base turn and on final
approach compared with the normal approach.
• During the final stages of the approach the aircraft is nearly
in the landing attitude and therefore only a small round out is
required.
• The period of float before touchdown may be longer. Round
out should therefore be initiated at the runway threshold.

OVERHEAD JOIN
Approach airfield 2000 ft AAL

Keep airfield on same side
of aircraft as circuit direction
Lookout & Listen

for the position of other
aircraft in the circuit
Lookout while
upwind for aircraft in the circuit
Join the circuit halfway down the
downwind leg
128
Maintain
altitude until on Live side
‘dead side’
Aim to pass over the upwind

Once on the ‘dead side’ make a Dead side threshold at circuit altitude
descending turn in the circuit
direction to circuit altitude
Stay on the dead side

until at circuit altitude
Overhead Join
Figure 5.3

COMMERCIAL JOIN
Left base join Downwind join

• Descend to circuit altitude

• Descend to circuit
altitude • Join the circuit at the
• Complete checks - beginning of the

2 NM from centre line downwind leg
• Report “Left base”
• Commence descent to Lookout for traffic climbing
be at 600-700 ft AAL as Lookout for traffic joining on the crosswind leg
you turn finals straight in towards downwind
129
Live side
Straight in join Lookout while upwind for

Dead side other aircraft in the circuit
• Establish on centre
line clear of visual
circuit
• Commence descent
to be at 600 ft AAL
at 2 NM from
threshold
Right base join Crosswind join
• As for left base join • Descend to circuit altitude
while on the dead side
Figure 5.4
NORMAL CIRCUIT
After Completing Landing Checks Abeam Landing Threshold Abeam Upwind Threshold
• Continue downwind • Start stopwatch • Report “Downwind” with intentions
for 25-35 seconds • Landing checks (25° flaps)
• Turn base • Commence descent to
• Commence descent 1000 ft AAL (if higher)
On Base Leg At Circuit Altitude

• Reduce to 100 kts • Level off
• 22” / 2500 RPM
• Speed 115 KIAS
130
• Turn downwind
On Final Climb Out

• Full flaps • After Take-off Checks
• Min 88 kts, slow to VAT on short final • 32” / 2500 RPM
• Report “Final” • Speed 110 KIAS
• Final checks • At 500 ft AAL commence a
climbing turn to crosswind
Figure 5.5

FLAPLESS CIRCUIT

• Continue downwind for 25-35 seconds • Start stopwatch • Report “Downwind” with intentions
• Turn base • Landing checks (0° flaps)
• Commence descent • Commence descent to
1000 ft AAL (if higher)

• Reduce to 100 kts • Level off
• 22” / 2500 RPM
131
• Speed 115 KIAS
• Turn downwind
On Final Climb Out

• 93 kts, slow to VAT on short final • After Take-off Checks
(Use a VAT which is 5 kts higher than for a normal circuit) • 32” / 2500 RPM
• Report “Final” • Speed 110 KIAS
• Final checks • At 500 ft AAL commence a
climbing turn to crosswind
Figure 5.6
5.6 ASYMMETRIC OPERATIONS
5.6.1 Engine Failure After Take-off (EFATO)
Following an engine failure after take-off, carry out the following actions:
• Stop the yaw with rudder, maintain direction max 3° bank with
ailerons if required, and lower the attitude to maintain at least 88
KIAS (VYSE) – initially +5° nose up attitude.
• Carry out the EFATO Drill, maintaining at 88 KIAS.
• Climb away for either a visual or instrument pattern, aiming to
maintain 88 KIAS (VYSE).
In the event that it is not possible to climb the aircraft away following an
EFATO, select the gear down, flaps as required and use the serviceable
engine if necessary to help in positioning the aircraft for a forced landing.
Following a simulated EFATO, the pilot should modify the EFATO check
list as follows:
• For simulated engine failures only do not move ‘failed’ engine

throttle.
• When ‘feathering’ and ‘shutting down’ the ‘failed’ engine, touch
drills only must be used for any check which would result in actually
shutting the engine down.
5.6.2 Asymmetric Cruise
Following an engine failure or asymmetric climb (actual or simulated),

the aircraft should be accelerated when level to the asymmetric cruise
speed of 115 KIAS. Once at that speed, the throttle should be set to
28” MAP and propeller set at 2500 RPM to maintain the speed. The
mixture(s) should be operated in the normal way. Should the fuel on the
side of the operating engine become low, it is possible to operate the
crossfeed in order to extend the range. The proceudure for doing this is
given in the Emergencies section of the QRH.
5.6.3 Asymmetric Visual Circuit
In the standard PA34 asymmetric visual circuit the same ground track is
flown as for the normal two-engined visual circuit.
• Asymmetric committal altitude (ACA) at CAE Oxford is considered

to be 200 ft above runway threshold.
ASYMMETRIC CIRCUIT

• Report “Downwind” with intentions

• Continue downwind for 25-35 seconds • Start stopwatch
• Turn base • Landing checks (no flaps)
• Commence descent • Commence descent to
1000 ft AAL (if higher)

• Flaps 25° • Level off
• Reduce to 100 kts • 32” / Max RPM
• Speed 110 KIAS
• Turn downwind
133
On Final Asymmetric Commital Climb Out
• Min 88 kts Appoaching ACA • After Take-off Checks
• Report “Final” • Clear runway • 32” / 2500 RPM
• Final checks • Clearance to land received • Speed 110 KIAS
• Stable approach • At a safe height (simulate) engine failure,
If completed, then at ACA EFATO drills
• Full flap • At 500 ft AAL commence a
• Slow to VAT climbing turn to crosswind
Otherwise go-around
Figure 5.7
• The minimum IAS is 88 KIAS (VYSE), (the recommended speed is

90 KIAS) and maximum flap setting of 25° until ACA.
Approaching ACA, the following criteria must be satisfied:
• Clear runway
• Clearance to land received. If a land clearance has been issued, the
preceding aircraft should have vacated the runway by ACA.
• Stable approach in all respects
If ACA criteria are met, land flap may be selected and the approach
speed reduced to 90 kts to land at the normally calculated VAT.
If ACA criteria are not met, an Asymmetric Go-around must be carried

out.
Note: When simulating asymmetric flight, students must initiate a go-

around if the ACA criteria are not met; however, an instructor
may, at their discretion, override the student and continue an
approach if they expect the criteria to be met shortly. Any go-
around carried out below ACA, for example if the criteria are not
subsequently met, must use both engines.
5.6.4 Asymmetric Instrument Approach
For all asymmetric instrument approaches, with the failed engine either
feathered or set to zero thrust 2300 rpm:
• Power on the live engine is approximately 18” MAP for initial descent
and for final approach, and 35” MAP to maintain level flight.
• Configuration for the final approach from the FAF is gear down / 10°
flap until visual.
• If VMC is not achieved by the approach minima an asymmetric go-
around must be carried out.
• Once visual, flap is selected to 25° and the descent continued
towards ACA. The latter stages of the approach are now the same
as for the visual asymmetric circuit.
5.6.5 Asymmetric Go-Around
• Apply 38" MAP on the live engine while preventing yaw with rudder.

• If the go-around is initiated below VYSE, hold the attitude until speed
achieved.
• If the go-around is initiated at VYSE, adjust pitch attitude in order to
maintain.
• If the go-around is initiated above VYSE, pitch attitude must but
adjusted in order to reduce speed to VYSE.
• Select flap 10°, gear up, remainder of flap up and pitch up to 88
KIAS attitude.
• Climb straight ahead maintaining 88 KIAS.
• When the desired altitude has been achieved, establish 110 KIAS
and reduce power to maintain (~35” MAP).
5.6.6 Use of View Limiting Devices
View limiting devices must not be used unless a competent safety

pilot (normally the instructor) is in the right hand seat. The standard
device, when simulating instrument conditions, is the "hood". Hoods
are normally worn over the top of headsets to facilitate quick and easy
removal.
For IFR departures, the hood should be worn before take-off, but raised
so the pilot can still see the runway, (as opposed to trying to put it on
during the very busy after take-off period). Even when raised the pilot's
view will be restricted, as such, the saftey pilot must taxi the aircraft.
For instructional flights (including tests), the instructor should clearly

inform the student when to remove the hood. Normally, a pilot will
quickly remove the hood with one hand while continuing to fly the
aircraft, occasionally hoods become tangled with hair, headsets or other
equipment. The saftey pilot must always be ready to take control (using
the standard "I have control" phraseology) in case of any difficulties.
5.7 LIMITED PANEL OPEARTIONS FRASCA SENECA V SIMULATOR
5.7.1 General
A requirement for the issue of an IR is for training to have been received

in operating without an attitude indicator. The CAE FNPT IIs are fitted
with a conventional standby compass and turn coordinator to allow this
training to take place.

5.7.2 Unusual Attitude Recoveries
SPEED • Increasing Smoothly reduce MAP

• Decreasing Set 38” MAP
• Stable Do not adjust MAP
LEVEL WINGS • Using the turn coordinator (TC), roll through
level to Rate 1 in the opposite direction. Then
select ailerons to neutral position. Confirm TC
level.
PITCH • Towards level flight until the altimeter stops.
Once the altimeter stops, immediately move
the control wheel for or aft to a stable level
attitude.
POWER • Reset to maintain 115 KIAS straight and level –
no further trimming should be necessary.
5.7.2 Limited Panel Turns
You will be required to carry out turns on to specific headings under

simulated IMC on limited panel on both the CPL and the IR, this will
be done in the simulator. You may use a timed or a compass turn, or a
combination of both. If carrying out a compass turn you must be aware
of the limitations of the standby compass.
To carry out a timed turn:
• Maintain straight flight using the turn coordinator (TC) and the slip
ball.
• Note the heading off the standby compass, calculate the angular
difference between current and required heading and convert this
angle to time at 3 degrees per second.
• Roll to rate 1 in the required direction and then start the
stopwatch.
• At the end of the required time roll to straight flight and maintain
accurately for at least 5 secs using the TC.
• Check the standby compass, and refine the heading if necessary.
• You will be allowed one refinement to be within 15° of the required
heading.

PA34 - EMERGENCY & ABNORMAL PROCEDURES
PART 6
EMERGENCY & ABNORMAL PROCEDURES

INTENTIONALLY BLANK

6 EMERGENCY AND ABNORMAL PROCEDURES
6.1 GENERAL GUIDANCE
6.1.1 Overriding Considerations
In all emergencies, the overriding consideration must be to:

• Maintain aircraft control
• Analyse the situation
• Take proper action
6.1.2 Circuit Breakers
The pilot should only reset a tripped circuit breaker if the system /
component is considered essential for the 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 nonessential
circuit breakers in flight.
6.1.3 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:
6.1.3.1 Land As Soon As Possible

A landing should be accomplished at the nearest suitable airfield
considering the severity of the emergency, weather conditions,
airfield facilities and ambient lighting.
6.1.3.2 Land As Soon As Practical

Emergency conditions are less urgent and, although the flight
is to be terminated, the emergency is such that an immediate
landing at the nearest suitable airfield may not be necessary.

6.2 QUICK REFERENCE HANDBOOK (QRH)
6.2.1 General
A Quick Reference Handbook (QRH) is provided for the Seneca V. It

contains information that either is or may be required during flight. Its
contents, in order, are:
• Normal Checklists
• Abnormal Lists Containg Vital Actions
• Other Abnormal Lists
Some abnormal and emergency lists contain vital actions. Vital actions
are those that must be performed swiftly and from memory. Vital actions
are presented in boxes on the relevant list. Other actions should be
performed as time permits.
Lists containing vital actions are positioned at the front of the abnormal
section of the QRH.
6.2.2 Presentation of Abnormal Lists
Abnormal and emergency lists are all presented as read and do lists.
Although they should be followed in the order stated the actual condition
of the aeroplane should be considered and good judgment applied.
An example of an abnormal list is shown below:
• All lists are titled with a description of the abnormality

• Where appropriate the indications in the cockpit are shown including
any CAS message
• The condition causing the abnormality is shown
• The objective of the list is shown
• Text in italics expands upon the list
• The four black boxes indicate the completion of the abnormal list

STARTER ENGAGED
L START ENGD R START ENGD

Indication: Master warning, CAS warning message
Condition: A starter has been engaged for more than 30
seconds
Objective: To prevent the starter causing significant damage to
the electrical system
An engaged starter can cause a significant electrical current

drain and excess heat in the aeroplane's electrical system
○ If on the ground:
Affected engine:
1. THROTTLE..........................................................REDUCE
2. ENG START CIRCUIT BREAKER.............................PULL
Row 3, column 6
• Shutdown engine
○ If in flight:
Affected engine:
3. THROTTLE..........................................................REDUCE
4. ENG START CIRCUIT BREAKER.............................PULL
Row 3, column 6
• Land as soon as possible

6.3 CREW ALERTING SYSTEM (CAS)
6.3.1 System Description
The Crew Alerting System (CAS) consists of Master Warning and Master
Caution indicators operating in conjunction with CAS text Messages.
The Master Warning and Master Caution indicator (labelled MASTER
WARN RESET and MASTER CAUTION RESET) are illuminated push-
button switches, centred above each PFD. They are used to annunciate
and acknowledge warnings and cautions. CAS text messages appear
on the right-hand side of each PFD during normal and reversionary
mode operations. CAS messages are categorised as Warning , Caution
and Advisory; there are also aural alerts. These are outlined below and
lists of the messages are at the end of this subsection.
Note: If the Warning was triggered by a parameter that is indicated
in the Engine Indicator System (EIS) window of the MFD, no CAS
message text will be displayed but the parameter will flash until the
condition is removed. The Master Warning / Caution indicator will flash
and the chime will sound in these circumstances.
6.3.2 Red Warning Messages
Warning messages consist of a flashing red Master Warning indicator

(above each PFD) and a flashing (inversely red on white) CAS Warning
text message on the right-hand side of each PFD. All Warnings are
accompanied by a repeating triple chime.
Pressing the MASTER WARN RESET will:
• Silence the chime

• Extinguish the MASTER WARN RESET light
• Cause the CAS warning to revert to a normal (red on black) message
CAS Warning messages will persist as long as the malfunction remains.

6.3.3 Amber Caution Messages
Caution messages consist of an amber Master Caution indicator (above

each PFD) and a (black on amber) CAS Caution text message on the
right-hand side of each PFD. All Cautions are accompanied by a non-
repeating double chime.
Pressing the MASTER CAUTION RESET will:
• Extinguish the MASTER CAUTION RESET light

• Cause the CAS caution to revert to a normal (amber on black)
message
CAS Caution messages will persist as long as the malfunction remains.
6.3.4 White Advisory Messages
CAS Advisory text messages appear in the CAS window in white

text. They are accompanied by a single chime but neither the Master
Warning nor Master Caution indicators illuminates. CAS Advisory
messages remain until the condition is removed.
6.3.5 Audible Alerts
The following audible alerts are provided:
• Master Warning – Triple Chime

• Master Caution – Double Chime
• Advisory – Non-repeating Single Chime
• “Airspeed, Airspeed” - Airspeed greater than VNE
• “Stall, Stall” – Stall warning activated
• “Minimums, Minimums” - At MDA/DA if set by pilot
• “CHECK GEAR” – With Warning/Caution.
• Traffic System Voice Alerts
• Autopilot Disconnect Tone
• Trim Monitor Tone

6.3.6 Description of CAS Events
6.3.6.1 CAS Warnings (Non-Hidden)
CAS Event CAS Message Cause
Non-Hidden CAS Messages

Left and or right
L ALTR FAIL
Alternator Failure alternator is ON and
R ALTR FAIL
has failed
Forward baggage
door is open and an
Baggage Door Open BAGGAGE DOOR
engine is operating
or aeroplane in flight
Cylinder Head
L ENG CHT CHT greater than
Temperature Above
R ENG CHT 460°F
Limit
Left or right fuel
L FUEL QTY
Low Fuel Quantity quantity below 5
R FUEL QTY
gallons
Landing gear not
down and locked
when aeroplane is
Landing Gear
CHECK GEAR in the take-off or
Position Unsafe
landing configuration
or GEAR selector UP
on the ground
Landing gear has a

Landing Gear Failure GEAR SYS malfunction while on
the ground
Heater overheat
Heater Overheat HTR OVRHEAT
sensed by heater unit
Current greater than

Propeller Heat
PROP HEAT FAIL 18 amps or less than
Failure
14 amps
Engine starter
L START ENGD
Starter Engaged engaged for more
R START ENGD
than 30 seconds

6.3.6.2 CAS Warnings (Hidden)
Hidden CAS Messages - Check Engine Indicating System

Left and or right
Alternator Amperage alternator amperage
above 85 amps
Primary battery
voltage less than 24
volts (under 1100
Battery Voltage
RPM), 25 volts
(above 1100 RPM) or
greater than 32 volts
Total Fuel Quantity Total fuel quantity
Low less than 10 gallons
Malfunction in any or
Landing Gear Failure
all if the landing gear
MAP greater than

Manifold Pressure 38” for more than 5
Above Limit seconds or greater
than 39”
Oil pressure less
than 10 PSI or
Oil Pressure Out of
greater than 100
Limits
PSI for more than 5
seconds
Oil Temperature Out Oil temperature

of Limits greater than 240°F
Prop speed greater

than 2600 RPM for
Propeller Overspeed more than 5 seconds
or greater than 2650
RPM
TIT greater than
Turbine Inlet
1650°F for more than
Temperature Above
5 seconds or more
Limit
than 1700°F

6.3.6.3 CAS Cautions (Non-Hidden)

Left or right fuel
L FUEL QTY
Fuel Quantity Low quantity below 10
R FUEL QTY
gallons
Landing gear not
down and locked
Landing Gear
CHECK GEAR when aeroplane not
Position Unsafe
in take-off or landing
phase of flight
Landing gear has an

Landing Gear Failure GEAR SYS abnormality while in
flight
Hydraulic pump
Hydraulic Pump has been operating
HYDR PUMP ON
Overrun for more than 16
seconds
Pitot heat selected

Pitot Heat Failure PITOT HEAT FAIL
ON but inoperative
Pitot heat is selected

Pitot Heat Off PITOT HEAT OFF OFF (double chime
suppressed)
Surface de-ice
selected ON but has
not attained sufficient
pressure within 15
Surface De-Ice
SURF DEICE FAIL seconds or maintains
Failure
pressure for more
than 30 seconds, or
left and right vacuum
system failed

6.3.6.4 CAS Cautions (Hidden)
Hidden CAS Messages - Check Engine Indicating System

Emergency battery
Emergency Battery voltage greater than
Voltage 20 volts but less than
23.3 volts
Total Fuel Quantity Total fuel quantity

Low less than 20 gallons
For engine starting

or idle:
Oil pressure greater

than 80 PSI
For engine above

idle:
Oil Pressure
Oil pressure less
than 30 PSI or
greater than 80 PSI
(Master caution
inhibited for 10
seconds after engine
start)

6.3.6.5 CAS Advisories (Non-Hidden)

One or more avionics
Avionics Fan Fail AV FAN FAIL cooling fans is
inoperative
Forward baggage
door is open while
Baggage Door Open BAGGAGE DOOR
on the ground and
engines not running
Emergency power is
in use and greater
Emergency Battery
EMERG BATT ON than 10 volts applied
in Use
to the emergency
bus
Left and right fuel

Fuel Imbalance FUEL IMBAL quantities differ by
more than 10 gallons
Either left or right

Fuel Crossfeed On FUEL X-FEED ON FUEL selected to
X-FEED
The external cooling

MFD Fan Fail MFD FAN FAIL fan for the MFD has
failed
The external cooling

PFD1 FAN FAIL
PFD Fan Fail fan for PFD 1 and/or
PFD2 FAN FAIL
PFD 2 has failed
Left and/or right

L VAC FAIL
Vacuum Pump Fail vacuum pump has
R VAC FAIL
failed

6.4 ENGINE INOPERATIVE PROCEDURES
6.4.1 Identification of Failed Engine
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).
After identifying the dead engine, it can be verified by retarding the

throttle towards idle and noting the absence of engine response.
6.4.2 Engine Failure After Take-Off (EFATO)
If engine failure occurs during the take-off roll, the take-off must be
aborted. If engine failure occurs after lift off and 85 KIAS has not been
attained or the gear has not been retracted, the take-off should also be
aborted if sufficient runway remains to so so safely.
Determination of runway length, single engine climb rate, accelerate

/ stop distance and aircraft configuration will aid in determining
the best course of action in the event of an engine failure during
take-off. 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.
After the engine securing procedure has been conducted, climb to

a sufficient altitude (1000 ft AGL) before executing the aysmmetric
landing procedure.
6.4.3 Single Engine Performance
Piper provide the following guidance with reference to engine failures:
• Discontinuing a takeoff upon engine failure is advisable under most

circumstances. Continuing the take-off, if engine failure occurs prior
to reaching obstacle speed and gear retraction, is not advisable.
• Altitude is more valuable to safety after take-off than is airspeed in
excess of the best single-engine climb speed.

• 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.
• 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.
• If the requirement for an immediate climb is not present, allow
the aircraft 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.
• To maximise controllability during recovery following an engine
loss near or below VMCA, immediately reduce pitch attitude. The
aeroplane 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 toward the operating
engine.
• To maximise 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
manoeuvring to maintain best possible climb margins.
6.4.4 Engine Securing
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.

PA34 - PRE-FLIGHT PLANNING
PART 7
PRE-FLIGHT PLANNING

INTENTIONALLY BLANK

7 PRE-FLIGHT PLANNING
7.1 GENERAL
Legally, our flight training must comply with EASA Part NCO, but, for training
purposes, CAE performance planning will aim to comply with EASA Part CAT.
(This is to give the students a better understanding of commercial requirements)
At the PIC discretion, it is however possible to wave the Part CAT requirement.
7.1.1 Timing
Flight planning should be started approximately 2 hours before take off

with the actual time required depending on complexity of the planning
and experience. A general time plan is:
• Start “A” check 45 minutes before EOBT (35 minutes for an “A1”
check
• The aeroplane should be manned 25 minutes before the EOBT
• The engines should be started 15 minutes before the EOBT
• Take-off should occur approximately 15 minutes after the EOBT
7.1.2 Weather
All required weather information for planning within northern Europe

can be obtained from the General Aviation section of the UK Met Office
website.
• www.metooffice.gov.uk/premium/generalaviation
• username: caeoaa
• Password: Today 123
Weather informations is also posted on the planning board in CAE
Operations at Oxford.
7.1.3 NOTAMs
NOTAMs can be obtained through NATS.
• Web: www.ais.org.uk
• username: oxford

• Password: oxford
NOTAMs are also posted on the planning board in CAE Operations at

Oxford.
7.1.4 NOTACs
NOTACs are available through TALON ETA. All NOTACs must have
been acknowledged or read by all crew prior to flight.
7.1.5 Flight Risk Assessment Tool (FRAT)
A FRAT form must be completed prior to every flight.
7.1.6 Aeroplane Technical Logs
Prior to every flight the aeroplane tech log must be checked as follows:
• Check Certificate of Release to Service to ensure sufficient flight

hours remain to complete the flight before the next maintenance
check is due.
• Check that the Airworthiness Review Certificate is in date.
• Check the aeroplane is carrying no “A” defects”
• Any deferred defects do not compromise the MEL for the flight
profile to be carried out, are acceptable to the Commander and
also sufficient serviceable equipment is available for the sortie to be
flown. When planning a route, CAE supplies PLOGs for both VFR
and IFR flight. Use of company PLOGs is mandatory, and pilots are
not allowed to make any changes to the format of the PLOG. This is
to ensure that instructors and examiners are familiar with the format
of the PLOG being used, and do not have to adjust to a different
format for each student.
7.2 VFR FLIGHT PREPARATION
7.2.1 Weather
The Seneca V shall not be taken off or landed if the crosswind

component exceeds 17 knots or if the tailwind component exceeds 5
knots.
The following VMC minima apply (below FL100) within the UK. For

flights outside the UK the relevant country’s regulations apply.
Airspace Class: C, D & E G

Distance From 1500 m Horizontally 1500 m Horizontally
Cloud: 1000 ft Vertically 1000 ft Vertically
In Flight Visibility: 5 km 5 km
In class C, D and E airspace, the distances from cloud may be reduced

to being clear of cloud and in sight of the surface if flying at or below
3000 ft AMSL and 140 KIAS.
In class G airspace, the distances from cloud may be reduced to being
clear of cloud and in sight of the surface if flying at or below 3000 ft
AMSL. When below 3000 ft AMSL and 140 KIAS, and when clear
of cloud and with the surface in sight, the minimum visibility may be
reduced to 1500 m.
7.2.2 Selection of Cruising Level
Unless indicated by air traffic control, or specified by the appropriate

authority, there are no mandatory levels for VFR flight in the UK.
However, it is recommended, when flying above 3000 ft from the ground

or water, to fly at the following levels:
For flights with a magnetic track between 000 ft and 179 ft, an odd
number of thousands of feet, plus 500 ft. (For example, 3500 ft, 5500
ft, 7500 ft).
For flights with a magnetic track between 180° and 359°, an even
number of thousands of feet, plus 500 ft. (For example, 4500 ft, 6500
ft, 8500 ft).
When this puts the aircraft at or above the transition altitude, it is

recommended to set the standard pressure setting (1013.2 hPa), and
to adjust to the relevant flight level.
7.2.3 Map Preparation
Maps should be prepared so as to reduce workload in the air but without

becoming cluttered. The minimum a map should display is:
• The planned track

• Turning points that are uncluttered by any other lines

• 10° drift lines (one originating from the start point of a leg and one
from the end)
• Significant en-route fix points together with the elapsed leg time for
the conditions of the day
7.2.4 PLOG Preparation
VFR PLOGs must contain:
• Route (including to the planned alternate aerodrome)

• Communication and navigation aid frequencies
• Planned levels / altitudes
• Leg timings
• Minimum Safe Altitudes
• Fuel planning
Legs that include a climb should have their time increased by 30 seconds
per 1000 ft of climb. No adjustment should be made for descents.
VFR FLIGHT LOG - LEFT HANDED

Figure 7.1
VFR FLIGHT LOG

Figure 7.2
7.3 IFR FLIGHT PREPARATION
7.3.1 Weather
The Seneca V shall not be taken off or landed if the crosswind
component exceeds 17 knots or if the tailwind component exceeds 5
knots.
Full weather limits are published in Part C of the CAE Operations Manual
but generally flights must not depart or be planned to destinations where
the cloud ceiling or visibility would preclude a successful approach and
landing using the likely approach aid and runway.
Irrespective of the expected approach aid, CAE Seneca Vs shall not

depart nor plan to arrive at destinations if the cloud ceiling is below 300
ft AAL or visibility is below 800 m.
7.3.2 Selection of Cruising Levels
When flying above the Transitional Altitude, all pilots of IFR flights must
have the standard pressure setting (1013.2 hPa) set on an altimeter, and
fly the appropriate semi-circular flight level based on that setting.

The semi-circular rule applies to IFR flights at all levels in the UK (except
flying in conformity with a published procedures or with air traffic control
instructions), and is as follows:
For flights with a magnetic track between 000° and 179°, an odd number
of thousands of feet. (For example, with a transition altitude of 6000 ft,
the levels would be 3000 ft, 5000 ft, FL70).
For flights with a magnetic track between 180° and 359°, an even number
of thousands of feet. (For example, with a transition altitude of 3000 ft,
the levels would be 2000 ft, FL40, FL60).
7.3.3 Map Preparation
The planned tracks should drawn on the appropriate 1:5 000 000 chart to
aid situational awareness.
An airways chart (or JeppView) equivalent must be available in the

aeroplane on all flights planned to be flown within the airway network. A
1:500000 chart must be available in the aeroplane for all flights. All IFR
plates for the departures, destination and alternates aerodromes must
also be available.
7.3.4 PLOG Preparation
IFR PLOGs must contain:
• Route (including to the planned alternate aerodrome)

• Communication and navigation aid frequencies
• Required NDB DOCs
• Planned levels / altitudes
• Leg timings
• Minimum Safe Altitudes
• Fuel planning
Legs that include a climb should have their time increased by 30 seconds
per 1000 ft of climb. No adjustment should be made for descents.
7.3.5 Instrument Approach Minima
For instrument approach minima planning the Seneca V is a category A

aeroplane.

IFR NAVIGATION LOG
IFR NAVIGATION LOG
Date:______________ From:______________ To:_______________ Alternate:_____________
GENERAL CREW ATIS DEPARTURE CLEARANCE RUNNING FLIGHT LOG
REGN TIME OBSERVATION
Capt/Inst
Callsign
FI / EXM CREW 2
TRANS ALT
PAX 1
FUEL PLAN
UPPERWINDS
TAXI
1000' 2000' 5000' 10000' AIRWAYS / ENROUTE CLEARANCE
DEST
ALT
CONT 10% ENROUTE COMMS

HOLD 45min
FINAL CCT ENR 1
TOT REQ
Fuel Load ENR 2
TEMPERATURE
FZG LVL ENR 3
FLIGHT TIMES STATION

LAND FREQ
TAKE OFF AID (DOC)
DUR'N MORSE
FUEL FUEL IN FUEL

FROM TO ALT / FL MSA W/V TR(M) HDG(M) G/S DIST TIME ETA ATA
REQ TANKS plus/minus
160
Figure 7.3
TMD/AGW January 2007

IFR NAVIGATION LOG - LEFT HANDED
IFR NAVIGATION LOG
Date:______________ From:______________ To:_______________ Alternate:_____________
RUNNING FLIGHT LOG GENERAL CREW ATIS DEPARTURE CLEARANCE

TIME OBSERVATION REGN
Capt/Inst
Callsign
FI / EXM CREW 2
TRANS ALT

PAX 1
FUEL PLAN
UPPERWINDS
TAXI
1000' 2000' 5000' 10000' AIRWAYS / ENROUTE CLEARANCE
DEST
ALT
CONT 10% ENROUTE COMMS

HOLD 45min
FINAL CCT ENR 1
TOT REQ
Fuel Load ENR 2
TEMPERATURE
FZG LVL ENR 3
FLIGHT TIMES STATION
LAND FREQ
TAKE OFF AID (DOC)
DUR'N MORSE
FUEL FUEL IN FUEL

FROM TO ALT / FL MSA W/V TR(M) HDG(M) G/S DIST TIME ETA ATA
161
REQ TANKS plus/minus
Figure 7.4
TMD/AGW January 2007
The DA/MDA and required visibility/RVR may be taken from the

applicable Jeppesen chart. In the event of the OCH for a given approach
being temporarily increased, the new DA/MDA and required visibility/
RVR must be recalculated in accordance with EASA Part-CAT.
7.4 FUEL PLANNING
7.4.1 Start, taxi and Run Up Fuel
Piper specify 23 lbs which equates to approximately 4 US gallons.
7.4.2 Trip Fuel
The fuel for each leg shall be calculated using the leg time (including any
increase for climbs) and the cruise power fuel consumption rate. 0.4 US
gallons shall be added per 1000 ft for climbs, the fuel saving in descents
is negligible and need not be compensated for.
7.4.3 Alternate Fuel
As for trip fuel.
7.4.4 Contingency Fuel
10% of the sum of the above figures.
7.4.5 Final Reserve Fuel
14 US gallons (45 minutes at long range fuel consumption).

PA34 - PERFORMANCE
PART 8
PERFORMANCE

PA34 - PERFORMANCE
INTENTIONALLY BLANK

PA34 - PERFORMANCE
8 PERFORMANCE
8.1 GENERAL
8.1.1 Derivation
The performance graphs and tables presented in this section are from
the PA34-220T Pilot’s Operating Handbook. The performance data is
based on measured flight test data, corrected to ISA conditions and
analytically expanded for the various parameters of mass, altitude and
temperature etc.
Legislation is derived from EASA Part-CAT.
8.2 AIRSPEED SYSTEM CALIBRATION
200
180
CALIBRATED AIRSPEED - KNOTS
160
140
120 120
100 100
80 80
60
60
60 80 100 120
40
60 80 100 120 140 160 180 200
INDICATED AIRSPEED - KNOTS

(ZERO INSTRUMENT ERROR)
Figure 8.1

NORMAL PROCEDURE TAKE-OFF - 0° FLAPS
Associated Conditions
Wing Flaps: 0° Runway: PAVED, LEVEL & DRY
Cowl Flaps: FULL OPEN Power: 2600 RPM
Lift off Speed: 81 KNOTS 38 In. Hg. MAP
Barrier Speed: 82 KNOTS BEFORE BRAKE RELEASE
4000
PA34 - PERFORMANCE
3500
D
IN
W
REF LINE ZERO WIND

IL
3000
TA
REF LINE GROUND ROLL
8.3 TAKE-OFF PERFORMANCE DATA
HEA
ALT DW
IS
IND 2500
8.3.1 Normal Take-off Performance
A
ESS
166
- PR
+3
0 FT
0°
800
C
0 Ft 2000
400
IS
A
IS
A
EL
-1
EV
5°
AL 1500
C
SE
TAKE-OFF DISTANCE OVER 50’ OBSTACLE - FEET
1000
REF LINE - 4750 LB

500
-20 -10 0 10 20 30 40 50 45 40 0 3 6 9 12 15
OUTSIDE AIR TEMPERATURE - °C WEIGHT - LBS x 100 WIND - KTS SLOPE
Figure 8.2

PA34 - PERFORMANCE
8.4 CLIMB PERFORMANCE DATA
8.4.1 General
Simplified climb performance data is provided below in tabular form and

derived from the POH performance graphs.
Data is provided up to 10,000’ pressure altitude. For higher pressure

altitudes the POH must be consulted.
8.4.2 Multi-Engine Climb Performance -VY
The rates and gradients of climb below are derived assuming the
following conditions:
Gear UP Power 38”/2600 RPM

Flaps UP Airspeed 88 KIAS
Cowl Flaps OPEN Mass 4750 lbs
Mixtures RICH Wind STILL AIR
ISA
Pressure Altitude ISA ISA +35°C
-15°C
1425 fpm 1300 fpm 1025
10000 ft
(13.8%) (12.2%) (9.0%)
1450 fpm 1350 fpm 1075 fpm
8000 ft
(14.7%) (13.3%) (10.0%)
1475 fpm 1375 fpm 1100 fpm
6000 ft
(15.6%) (14.1%) (10.6%)
1500 fpm 1400 fpm 1125 fpm
4000 ft
(16.4%) (14.9%) (11.3%)
1525 fpm 1425 fpm 1175 fpm
2000 ft
(17.3%) (15.7%) (12.2%)
1550 fpm 1450 fpm 1200 fpm
Sea Level
(18.1%) (16.5%) (12.9%)

PA34 - PERFORMANCE
8.4.3 Single Engine Climb Performance - VYSE

Flaps UP Airspeed 88 KIAS
Cowl Flaps ½ OPEN Mass 4750 lbs
ISA
Pressure Altitude ISA ISA +35°C
-15°C
205 fpm 135 fpm -5 fpm
10000 ft
(2.0%) (1.3%) (0.0%)
230 fpm 160 fpm 20 fpm
8000 ft
(2.3%) (1.6%) (0.2%)
6000 ft
(2.6%) (1.8%) (0.4%)
4000 ft
(2.9%) (2.1%) (0.6%)
2000 ft
(3.2%) (2.3%) (0.8%)
Sea Level
(3.3%) (2.5%) (1.0%)

PA34 - PERFORMANCE
8.4.4 Gradient Losses for Banked Climb-Outs
The manufacturer provides no data for climb gradient losses during

banked climb-outs.
8.4.5 Time, Fuel and Distance to Climb
At VY (88 KIAS) the Seneca V requires the following to achieve an

altitude gain of 1000 ft (up to 10,000 ft pressure altitude):
• 0.7 minutes (42 seconds)

• 0.6 gallons of fuel
• 1.2 NM in still air
At normal climb speed (110 KIAS) the Seneca V requires the following
to achieve an altitude gain of 1000 ft (up to 10,000 ft pressure altitude):
• 1.1 minutes (1 minute 6 seconds)


PA34 - PERFORMANCE
8.5 EN ROUTE PERFORMANCE
8.5.1 General
Simplified en route performance data is provided below in tabular form

and derived from the POH performance graphs.
Data is provided up to 10,000 ft pressure altitude. For higher pressure

8.5.2 Cruise Power Settings and Fuel Consumption
MAP RPM Fuel Flow

High Speed 30” 2500 28 GPH
Normal 30” 2300 24 GPH
Economy 28” 2200 22 GPH
Long Range 25” 2200 18 GPH
8.5.3 High Speed Cruise Performance
The high speed cruise performance data below is derived assuming the

Flaps UP Mass 4450 lbs
Cowl Flaps CLOSED Wind STILL AIR
Mixtures 100°F to 150°F RICH of PEAK
Pressure Altitude ISA ISA +15°C ISA +30°C

10000 ft 178 KTAS 175 KTAS 172 KTAS
Sea Level 153 KTAS 150 KTAS 147 KTAS

PA34 - PERFORMANCE
8.5.4 Normal Cruise Performance
The normal cruise performance data below is derived assuming the




PA34 - PERFORMANCE
8.5.5 Economy Cruise Performance
The economy cruise performance data below is derived assuming the




PA34 - PERFORMANCE
8.5.5 Long Range Cruise Performance
The long range cruise performance data below is derived assuming the



PA34 - PERFORMANCE
8.6 DESCENT PERFORMANCE DATA
8.6.1 General
Simplified descent performance data is provided below in tabular form

and derived from the POH performance graphs.
Data is provided up to 10,000 ft pressure altitude. For higher pressure

8.6.2 Time, Fuel and Distance to Descend
At 145 KIAS the Seneca V requires the following to achieve an altitude

loss of 1000 ft, at 1000 ft per minute (below 10,000 ft pressure altitude):
• 1.0 minutes

NORMAL PROCEDURE LANDING - FLAPS 40°

ASSOCIATED CONDITIONS
Both Throttles: CLOSED
Touchdown: FULL STALL

Braking: MAXIMUM
Runway: PAVED, LEVEL & DRY
3500
BARRIER SPEED - KIAS
88 86 84 82 80 78 76
8.7 LANDING PERFORMANCE
3000
D
IN
8.7.1 Normal Landing Procedure
W
2500
IL
TA
175
REF LINE ZERO WIND
I
ALT
HEA
DW 2000
SA
SS IND
PRE
+
0 ft -
30
800
Ft
°C
4000
IS
A
IS 1500
A
-1 L
5° LEVE
LANDING DISTANCE - FEET
C SEA
1000
REF LINE MAX LANDING WEIGHT- 4513 LBS

500
-20 -10 0 10 20 30 40 4500 4000 3500 0 5 10 15
OUTSIDE AIR TEMPERATURE - °C WEIGHT - LB WIND - KTS SLOPE
Figure 8.3
PA34 - PERFORMANCE
PA34 - PERFORMANCE
8.7.2 Multi-Engine Go-Around Performance
Gear DOWN Power 38”/2600 RPM

Flaps 40° Mass 4513 lbs
Cowl Flaps ½ OPEN Airspeed 90 KIAS
Pressure Altitude ISA -15°C ISA ISA +30°C
910 fpm 770 fpm 500 fpm

10000 ft
(8.6%) (7.1%) (4.4%)
930 fpm 790 fpm 520 fpm
8000 ft
(9.2%) (7.6%) (4,7%)
940 fpm 810 fpm 530 fpm
6000 ft
(9.7%) (8.1%) (5.0%)
950 fpm 830 fpm 560 fpm
4000 ft
(10.2%) (8.6%) (5.5%)
960 fpm 840 fpm 580 fpm
2000 ft
(10.6%) (9.0%) (5.9%)
980 fpm 850 fpm 600 fpm
Sea Level
(11.2%) (9.4%) (6.3%)

PA34 - PERFORMANCE
8.7.3 Single Engine Go-Around Performance
Gear DOWN Power 38”/2600 RPM

Flaps 25° Mass 4750 lbs
Cowl Flaps ½ OPEN Airspeed 88 KIAS
Pressure Altitude ISA -15°C ISA ISA +30°C
-95 fpm -165 fpm -305 fpm

10000 ft
(-0.9%) (-1.5%) (-2.7%)
-70 fpm -140 fpm -280 fpm
8000 ft
(-0.7%) (-1.4%) (-2.6%)
-50 fpm -120 fpm -260 fpm
6000 ft
(-0.5%) (-1.2%) (-2.5%)
-35 fpm -100 fpm -240 fpm
4000 ft
(-0.4%) (-1.1%) (-2.4%)
-20 fpm -90 fpm -220 fpm
2000 ft
(-0.2%) (-1.0%) (-2.3%)
-15 fpm -80 fpm -205 fpm
Sea Level
(-0.2%) (-0.9%) (-2.2%)

PA34 - PERFORMANCE
8.8 MANUAL METHOD OF CALCULATING TAKE-OFF PERFORMANCE
8.8.1 General
The distance shown for take-off run available, accelerate stop distance
available and take-off distance available are listed in the appropriate
aerodrome's entry in the AIP.
• Take-off run available (TORA) is defined as the length of runway

available and suitable for the ground run of an aeroplane taking off.
• Accelerate stop distance available (ASDA) is defined as the length
of the declared take-off run plus the length of stopway available.
• Take-off distance available TODA is defined as the length og the
declared take-off run plus the length of clearway available.
The Take-off Distance required (TODR) must be calculated for every

flight.
8.8.2 Manual Calculation of Unfactored Take-off Performance

Seneca V Take-Off Performance
NORMAL PROCEDURE TAKE-OFF - 0° FLAPS
Associated Conditions
Wing Flaps: 0° Runway: PAVED, LEVEL & DRY
Cowl Flaps: FULL OPEN Power: 2600 RPM
Lift off Speed: 81 KNOTS 38 In. Hg. MAP
Barrier Speed: 82 KNOTS BEFORE BRAKE RELEASE
4000
REF LINE ZERO WIND
Outside Air Temperature:
TAKE-OFF DISTANCE OVER 50’ OBSTACLE - FEET

Pressure Altitude: 3500
Elevation + (27 x (1013 - QNH))
Take Off Mass:
D
IN
3000
W
IL
Wind Component:
TA
(50% Headwinds / 150% Tailwinds) HEA

ALT DW
2500
Slope Factor: ESS
IND
IS
PR
A
1 + (Slope(%) / 20) T-
0F
+3
800
0°
Runway Factor:
C
t
0F 2000
(Slope Factor x Surface Factor): 400
IS
A
L
IS
Surface Factor VE
A
E
AL 1500
-1
Dry Paved: 1.000 SE

REF LINE - 4750 LB
5°
C
Wet Paved: 1.000

Snow Paved: 1.250 1000
Dry Grass: 1.200
Wet Grass: 1.300
Snow Grass: 1.375 500
Soft Ground: 1.250 -20 -10 0 10 20 30 40 50 45 40 0 3 6 9 12 15
OUTSIDE AIR TEMPERATURE - °C WEIGHT - LBS x 100 WIND - KTS SLOPE
Take Off Ground Roll: x Runway Factor = TORR: x 0.3048

(From Chart) feet metres
Take Off Distance to 50':
x Runway Factor = TODR: x 0.3048
Minimum TORA: Minimum TORA:

TODR x 1.25 TODR
(Balanced Field) (Stopway / clearway available)
Minimum TODA:
TODR x 1.15
(Stopway / clearway available)
Minimum ASDA:
TODR x 1.3
(Stopway / clearway available)
Figure 8.4

PA34 - PERFORMANCE
To manually calculate take-off performance enter the graph with the

OAT and go up until reaching the pressure altitude then move across to
the weight reference line. The lowest temperature than can be used is
ISA - 15°C and the lowest pressure altitude is 0’.
Parallel the closest lines down until reaching the take-off mass then
move across to the wind reference line.
Parallel the closest lines down for a headwind or up for a tailwind until
reaching the appropriate wind strength then move across to the right
hand edge of the graph. 50% of a headwind component or 150% of a
tailwind component shall be used for performance planning. This figure
is the unfactored take-off ground roll in feet.
Paralleling the closest lines from the ground roll reference line to
the right edge of the graph will give the unfactored take-off distance
required to 50 ft in feet.
8.8.3 Runway Surface Factors
As the take-off performance graph assumes a dry, paved runway

surface with no slope the performance figures derived from it must be
factored.
A 10% increase in ground roll and take off distance are assumed for
every 2% of upslope, downslopes shall be disregarded. Dividing the
slope in percent by 20 and adding 1 gives the factor for the slope.
The following factors apply for the surface and condition of the runway:
Surface Factor
Dry Paved: 1.000
Wet Paved: 1.000
Snow Paved: 1.250
Dry Grass: 1.200
Wet Grass: 1.300
Snow Grass: 1.375
Soft Ground: 1.250

PA34 - PERFORMANCE
The slope factor and runway surface factor must be multiplied together
to give the total runway factor, for example:
• 1.1 (for slope) x 1.2 (for surface) = 1.32 (total factor)

• Multiplying the ground roll and distance by the runway factor gives
the Take-off Run Required (TORR) and Take-off Distance Required
(TODR) respectively:
• Take-off Ground Roll = 1200 x 1.32 = 1584 ft
• Take-off Distance = 1700 x 1.32 = 2244 ft
Multiplying the TORR and TODR by 0.3048 will convert them from feet
into metres:
• TORR = 1584 ft x 0.3048 = 483 metres

• TODR = 2244 ft x 0.3048 = 684 metres
8.8.4 EASA Part-CAT Public Transport Factors
The TORR and TODR are the actual runway lengths that are required
with no allowance for not achieving the published performance figures.
For this reason EASA Part-CAT requires further factors be added to
provide an adequate level of safety. The factors to be added depend
on whether the departure runway is balanced (TORA = TODA) or if a
stopway or clearway is available.
For a balanced field the minimum TORA must be at least 25% longer
than the TODR:
• Minimum TORA = 684 m (TODR) x 1.25 = 855 m
If a stopway and/or clearway is available then the minimum TORA must

be equal to the TODR, the minimum TODA must be 15% longer than
the TODR and the minimum ASDA must be 30% longer than the TODR:
• Minimum TORA = 684 m (TODR)

• Minimum TODA = 684 m (TODR) x 1.15 = 787 m
• Minimum ASDA = 684 m (TODR) x 1.3 = 889 m
8.8.5 Take-off Performance Form
To assist with calculating take off performance a form is provided that

indicates the factors to be applied.

PA34 - PERFORMANCE
8.9 MANUAL METHOD OF CALCULATING LANDING PERFORMANCE
8.9.1 General
The distance shown for landing distance available is listed in the

appropriate aerodrome's entry in the AIP.
• Landing Distance Available (LDA) is defined as the length of runway

(or surface, when this is unpaved) available and suitable for the
ground landing run of the aeroplane commencing at the landing
threshold or displaced landing threshold.
The Landing Distance Required (LDR) must be calculated for every

flight.
8.9.2 Manual Calculation of Unfactored Landing Performance

Seneca V Landing Performance
NORMAL PROCEDURE LANDING - FLAPS 40°
ASSOCIATED CONDITIONS
Both Throttles: CLOSED
Touchdown: FULL STALL
Braking: MAXIMUM
Runway: PAVED, LEVEL & DRY
3500
Outside Air Temperature:

BARRIER SPEED - KIAS
(Not below ISA) 88 86 84 82 80 78 76
Pressure Altitude:
Elevation + (27 x (1013 - QNH)) 3000
REF LINE ZERO WIND
Landing Mass:
LANDING DISTANCE - FEET

D
IN
Wind Component: 2500

LW
0
(Use Still Air)
REF LINE MAX LANDING WEIGHT- 4513 LBS
I
TA
Slope Factor:
1 + (Slope(%) / 20) HEA 2000
S A
LT DW
Runway Factor: RES IND
IS
ft - P
A
8000
+
(Slope Factor x Surface Factor): Ft

30
4000
°C
IS
IS
A 1500
A
Surface Factor -1
5° LEVE
L
Dry Paved: 1.000 C SEA
Wet Paved: 1.150
1000
Snow Paved: 1.250
Dry Grass: 1.150
Wet Grass: 1.350
Snow Grass: 1.688 500
-20 -10 0 10 20 30 40 4500 4000 3500 0 5 10 15
Soft Ground: 1.250
OUTSIDE AIR TEMPERATURE - °C WEIGHT - LB WIND - KTS SLOPE
Landing Ground Roll:
x Runway Factor = Landing Ground Roll: x 0.3048
Landing Distance from 50':
x Runway Factor = LDR: x 0.3048
Minimum LDA: LDR x 1.43
Figure 8.5
To manually calculate landing performance enter the graph with the

OAT and go up until reaching the pressure altitude then move across
to the weight reference line. For planning purposes the appropriate ISA
temperature is used if the actual temperature is below ISA.

PA34 - PERFORMANCE
Parallel the closest lines down until reaching the landing mass then
move across to the wind reference line.
Parallel the closest lines down for a headwind or up for a tailwind until
reaching the appropriate wind strength then move across to the right
hand edge of the graph. Still air shall be used for performance planning.
This figure is the unfactored landing ground roll in feet.
Paralleling the closest lines from the ground roll reference line to
the right edge of the graph will give the unfactored landing distance
required from 50 ft in feet.
8.9.3 Runway Surface Factors
As the landing performance graph assumes a dry, paved runway

surface with no slope the performance figures derived from it must be
factored.
A 10% increase in ground roll and landing distance are assumed for
every 2% of downslope, upslopes shall be disregarded. Dividing the
slope in percent by 20 and adding 1 gives the factor for the slope.
The following factors apply for the surface and condition of the runway:
Surface Factor
Dry Paved: 1.000
Wet Paved: 1.150
Snow Paved: 1.250
Dry Grass: 1.150
Wet Grass: 1.350
Snow Grass: 1.6875
Soft Ground: 1.250
The slope factor and runway surface factor must be multiplied together
to give the total runway factor:
• 1.1 (for slope) x 1.15 (for surface) = 1.265 (total factor)

PA34 - PERFORMANCE
Multiplying the ground roll and distance by the runway factor gives the
landing ground roll and Landing Distance Required (LDR) respectively:
• Landing Ground Roll = 1200 x 1.265 = 1518 ft

• Landing Distance = 2300 x 1.265 = 2910 ft
Multiplying the ground roll and LDR by 0.3048 will convert them from
feet into metres:
• Ground Roll = 1518 ft x 0.3048 = 463 metres

• LDR = 2910 ft x 0.3048 = 887 metres
8.9.4 EASA Part-CAT Public Transport Factors
The LDR is the actual runway length required with no allowance for
not achieving the published performance figures. For this reason EASA
Part-CAT requires propeller driven aircraft to be able to land and stop
within 70% of the Landing Distance Available (LDA).
• Minimum LDA = 887 m (LDR) x 1.43 = 1268 m
8.9.5 Landing Performance Form
To assist with calculating landing performance a form is provided that

indicates the factor.

PA34 - PERFORMANCE
8.10 ELECTRONIC CALCULATION OF PERFORMANCE ENTRY SHEET
An Excel spreadsheet is provided in the CAE planning area at Oxford for

calculation of take-off and landing performance.
Mass & balance, take-off runway and landing runway data should be
entered on the “Entry” sheet:
• Complete the “Load Data” section to determine aircraft masses
For Take-off and Landing Performance:
• Select the applicable runway surface from the drop down box
• Enter the runway QDM in degrees
• Enter the runway elevation in feet
• Enter the runway slope as a percentage
• Enter the expected departure temperature in °C
• Enter the expected departure QNH in hPa
Take-off Only:
• Select whether or not the runway is a balanced field from the drop down
box

PA34 - PERFORMANCE
8.10.1 T/O Performance Sheet
Load Data T/O Data
Aircraft: G-OXFA Runway Surface: Paved - Dry
Front Seat Load: 0 Runway QDM: 0

Centre Seat Load: 0 Runway Elevation: 0
Aft Seat Load: 0 Runway Slope: 0.00%
Forward Baggage: 0 Temperature: 0
Aft Baggage: 0 QNH: 0
Persons On Board: 0 Wind: 0 / 0
Balanced Field: No
Fuel (US gallons): 0

Estimated Flight Time: 00 Landing Data
Runway Surface: Paved - Dry
Prepared By: Runway QDM: 0

Runway Elevation: 0
Runway Slope: 0.00%
Temperature: 0
QNH: 0
Wind: 0 / 0
Performance data will not be provided if the pressure altitude exceeds

8000 ft, the tailwind component exceeds 5 knots or of the mass and
balance falls outside of the aeroplane limits. The Take-off Performance
Sheet is divided into three sections with the performance chart shown
beneath.
The Associated Conditions

Shows the conditions used to calculate the actual performance and the
conditions used to comply with EASA Part-CAT. No performance data is
provided for Piper for pressure altitudes below 0’ or temperatures below
ISA-15°, the spreadsheet will adjust for this automatically.
Actual Performance
Shows the actual run and distance required based on actual conditions
but discounting downslopes. The maximum headwind component used
for calculating performance is 15 knots.

PA34 - PERFORMANCE
Runway Limits
Shows the minimum runway declared distances required to comply with
EASA Part-CAT.
Take-off Performance Calculation (EASA Part-CAT)
Performance Data for: G-OXFA Actual Performance

Prepared By: Example
Prepared At: 04:26:29 July 2014 Take-off Run Required 371 metres
Take-off Distance Required 508 metres
Associated Conditions Runway Limits
Actual Planned
Runway Elevation 270' 270' Balanced Field
QNH 1023 hPa 1023 hPa Minimum TORA 669 metres (TODR x 1.25)
OAT 13°C 13°C
Pressure Altitude 0' 0' Stopway / Clearway Available
Runway Slope 0.00% 0.00% Minimum TORA 535 metres (TODR)
Headwind Component 10 kts 5 kts Minimum TODA 615 metres (TODR x 1.15)
Runway Surface Paved-Dry 1.00 1.00 Minimum ASDA 696 metres (TODR X 1.3)

PA34 - PERFORMANCE
8.10.2 Landing Performance Sheet
Performance data will not be provided if the pressure altitude exceeds

8000 ft, the tailwind component exceeds 5 knots or of the mass and
balance falls outside of the aeroplane limits. The Landing Performance
Sheet is divided into three sections with the performance chart shown
beneath (the black arrow shows actual conditions, the grey shows EU-
OPS planning).
The Associated Conditions

Shows the conditions used to calculate the actual performance and the
conditions used to comply with EASA Part-CAT. No performance data is
provided for Piper for pressure altitudes below 0’ or temperatures below
ISA-15°, the spreadsheet will adjust for this automatically.
Actual Performance
Shows the actual run and distance required based on actual conditions
but discounting upslopes. The maximum headwind component used for
calculating performance is 15 knots.
Runway Limits
Shows the minimum runway declared distance required to comply
with EASA Part-CAT (at the point of dispatch be able to land on the
most favourable runway in still air). This assumes zero wind and a
temperature no lower than ISA.
Landing Performance Calculation (EASA Part-CAT)
Performance Data for: G-OXFA

Prepared By: Example
Prepared At: 04:55:29 July 2014
Associated Conditions Actual Performance
Actual Planned
Runway Elevation 270' 270' Actual Landing Distance Required 781 metres
QNH 1021 hPa 1021 hPa Planned Landing Distance Required 920 metres
OAT 11°C 14°C
Pressure Altitude 54' 54'
Runway Slope 0.00% 0.00% Runway Limits
Headwind Component 12 kts 0 kts
Runway Surface Paved-Dry 1.15 1.15 Minimum Landing Distance Available 1314 metres

PA34 - PERFORMANCE
8.10.3 AC Card Sheet
The AC Card sheet contains all the mass & balance and performance
calculations required during flight. It is divided into 7 sections.
Mass and Balance Data for: G-OXFA Prepared At: 04:55, 29 July 2014 Example
DATA ENTERED PLANNED MINIMUM RUNWAY DISTANCES
Departure Arrival Departure Stopway/Clearway Available

Elevation 270' 270 Minimum Take-off Run Available 535 m
Slope 0.00% 0.00% Minimum Take-off Distance Available 615 m
Temperature 13°C 11°C Minimum Accelerate Stop Distance Available 696 m
QNH 1023 hPa 1021 hPa
Surface Paved - Dry Paved - Wet Arrival
Minimum Landing Distance Available 1314 m
FLIGHT MASSES
Estimated Zero Fuel Mass 4083 lbs NORMAL LANDING PERFORMANCE

Estimated Ramp Mass 4623 lbs
Estimated Take-off Mass 4600 lbs LDR
Estimated Landing Mass 4312 lbs Mass Fuel VREF - 5 kts Still Air + 5 kts
4513 lbs 72 gal 90 KIAS 1117 m 844 m 837 m
4300 lbs 36 gal 88 KIAS 1077 m 909 m 804 m
4088 lbs 1 gal 86 KIAS 1038 m 873 m 772 m
FUEL PLANNING
Planned Ramp Fuel 90 gal

Planned Take-off Fuel 96 gal
Maximum Take-off Fuel 111 gal
Planned Landing Fluel 38 gal
Maximum Landing Fuel 72 gal ABNORMAL LANDING PERFORMANCE
LDR
FMS WEIGHT PLANNING Mass Fuel VREF - 5 kts Still Air + 5 kts
4800 lbs 88 gal 91 KIAS 884 m 833 m 738 m
Basic Empty Weight 3540 lbs
Pict and Stores 380 lbs
Basic Operating Weight 3900 lbs
Passengers 180 lbs
Cargo 0 lbs
Zero Fuel Weight 4080 lbs
Fuel on Board 540 lbs
Aircraft Weight 4620 lbs
Data Entered
A summary of the data originally entered.
Flight Masses
A summary of the planned aircraft masses.
Fuel Planning
A summary of the planned ramp, take off and landing fuel loads. The
maximum take off fuel indicates the fuel load that corresponds with
maximum take off mass. The maximum landing fuel indicates the fuel
load that corresponds with maximum landing mass.

PA34 - PERFORMANCE
FMS Weight Planning

Shows the figures required to complete the MFD Weight Planning page.
Planned Minimum Runway Distances

Shows the minimum runway distances required to comply with EASA
Part-CAT at the planned masses. The spreadsheet does not supply
the available distances which must be determined from the AIP or
Jepessen charts.
Normal Landing Performance

Provides landing distance required and VREF with a 5 knot headwind,
tailwind and in still air at a selection of landing masses using the planned
landing runway conditions. The VREF shown is derived from the POH
figures for a "normal" landing. We always use the "short field" landing
technique, therefore 8 kts needs to be subtracted from the figures
derived in the performance tool.*
Note: * The performance tool is being updated to reflect the requirement

for short-field landings. Once this is done, it will no longer be
necessary to subtract 8 kts from the VREF speed obtained from
the tool.
Abnormal Landing Performance

Provides landing distance required and VREF with a 5 knot headwind,
tailwind and in still air at the planned take-off mass using the planned
departure runway conditions. This data is provided as a guide in
the event of an emergency requiring an immediate return to land. If
the take off mass exceeds maximum landing mass then the landing
distance figure will have been calculated by extrapolating beyond the
performance chart’s envelope and may be inaccurate. The VREF shown
is derived from the POH figures for a "normal" landing. We always
use the "short field" landing technique, therefore 8 kts needs to be
subtracted from the figures derived in the performance tool.*

PA34 - PERFORMANCE
INTENTIONALLY BLANK

PA34 - MASS & BALANCE
PART 9
MASS & BALANCE

INTENTIONALLY BLANK

9 MASS & BALANCE
9.1 GENERAL
9.1.1 Requirement to Calculate Mass and Balance
The mass and balance of the aeroplane must be checked prior to

every flight to ensure compliance with the aeroplane limitations. Mass
and balance calculations may be made manually or using an Excel
spreadsheet available in the CAE flight planning area at Oxford.
9.1.2 Mass Limits
Maximum Ramp Mass 4773 lbs

Maximum Take Off Mass 4750 lbs
Maximum Landing Mass 4513 lbs
Maximum Zero Fuel Mass 4479 lbs
Maximum Mass Forward Baggage Compartment 100 lbs
Maximum Mass Rear Baggage Compartment 100 lbs
9.1.3 Centre of Gravity Limits
Forward Limit Aft Limit

Weight – lbs
Inches Aft of Datum Inches Aft of Datum
3400 82.0 94.6
4250 86.7 94.6
4750 90.6 94.6
• Straight line variation between points given.

9.2 MANUAL CALCULATION OF MASS AND BALANCE
9.2.1 Mass and Moment Table
Mass Arm Moment

(lbs) (inches) (in-lbs)
Basic Empty Mass:
Front Seats: 85.5
Centre Seats: 119.1
Rear Seats: 157.6
Forward Baggage:
22.5
(Maximum 100 lbs)
Aft Baggage:
178.7
(Maximum 100 lbs)
Zero Fuel Mass:

(Maximum 4479 lbs)
Fuel:
93.6
(Maximum 732 lbs)
Ramp Mass:

(Maximum 4773 lbs)
Fuel for start, taxi and run
-23 93.6 -2153
up:
Take Off Mass:

(Maximum 4750 lbs)
Estimated Fuel Burn off: 93.6
Landing Mass:

(Maximum 4413 lbs)

9.2.2 Centre of Gravity Range Graph
92 94
4750 MAX T.O. WEIGHT
90
4600
4513 MAX LANDING WT
4479 MAX ZERO FUEL WT88
4400
4200
86
4000
3800 84
AIRCRAFT WEIGHT - LBS
3600
82
3400
AFT LIMIT 94.6

3200
3000
2800
82
FWD LIMIT
2600
WEIGHT
2400 VS
C.G. ENVELOPE
2200
78 80 82 84 86 88 90 92 94 96 98 100
C.G. LOCATION (INCHES AFT DATUM)
Moment change due to retracting landing gear = -32 in -lbs
Figure 9.1

Aircraft B.E.M. C of G Moment Aircraft B.E.M. C of G Moment
G-OXFA 3532.7 89.4 315741.22 G-OXFE 3524.1 89.3 314807.22
G-OXFB 3530.9 89.4 315815.93 G-OXFF 3522.9 89.3 314765.02
G-OXFC 3522.9 89.4 315093.19 G-OXFG 3522.1 89.2 314340.98
G-OXFD 3526.9 89.3 314867.68
92 94
4750 MAX T.O. WEIGHT
MASS ARM MOMENT 90
(lbs) (inches) (ins-lbs) 4600
4513 MAX LANDING WT
4479 MAX ZERO FUEL WT88
Basic Empty Mass 4400
Front Seats 85.5 4200

86
Centre Seats 119.1 4000
Rear Seats 157.6 3800 84
Forward Baggage 3600

22.5
(Maximum 100 lbs)
196
82
9.2.3 Sample Mass and Balance Form
Aft Baggage 3400

178.7
6
(Maximum 100 lbs)

Zero Fuel Mass 3200
(Maximum 4479 lbs)
AIRCRAFT WEIGHT - LBS

Fuel 3000
93.6
AFT LIMIT 94.
(Maximum 732 lbs)

Ramp Mass 2800
IT 82
(Maximum 4773 lbs)

2600
Fuel for start, taxi and
-23 93.6 -2153 WEIGHT
run-up
FWD LIM
2400 VS
Take-off Mass
C.G. ENVELOPE
(Maximum 4750 lbs)
2200
Estimated Fuel Burn-off 93.6 78 80 82 84 86 88 90 92 94 96 98 100
Landing Mass C.G. LOCATION (INCHES AFT DATUM)

(Maximum 4513 lbs) Moment change due to retracting landing gear = -32 in -lbs
Figure 9.2

9.2.4 Calculating Mass and Balance
• To manually calculate the mass and balance use one of the provided
forms:
• Enter the basic empty mass, arm and moment of the aeroplane.
• Enter the masses of the front seat, centre seat and aft seat
occupants. Multiply these masses by the arm stated on the table.
• Enter the masses of the forward and aft baggage areas. Multiply
these masses by the arm stated on the form.
• Total all the masses to obtain the zero fuel mass (ZFM). Total all
the moments. Divide the moments by the ZMF to obtain the centre
of gravity. Plot the centre of gravity against the mass on the centre
of gravity range graph and ensure it is between the forward and aft
limits.
• Enter the planned fuel on board as a mass (1 US gallon = 6 lbs) and

multiply by 93.6 to obtain the moment.
• Add the fuel mass to the ZFM to obtain the ramp mass (RM), add
the ZFM moment to the fuel moment and divide by the RM to obtain
the centre of gravity. Plot the centre of gravity against the mass
on the centre of gravity range graph and ensure it is between the
forward and aft limits.
• Subtract 23 lbs from the RM to obtain the take off mass (TOM) and
subtract 2153 from the RM moment. Divide the moment by the TOM
to obtain the centre of gravity. Plot the centre of gravity against the
mass on the centre of gravity range graph and ensure it is between
the forward and aft limits.
• Subtract the estimated in flight fuel consumption from the TOM

to obtain the landing mass (LM). Multiply the fuel used by 93.6 to
obtain the moment. Subtract the moment from the TOM moment
and divide by the LM to obtain the centre of gravity.
• Plot the centre of gravity against the mass on the centre of gravity
range graph and ensure it is between the forward and aft limits.

9.3 ELECTRONIC CALCULATION OF MASS AND BALANCE
9.3.1 Entry Sheet
An Excel spreadsheet is provided in the CAE planning area at Oxford

for calculation of mass & balance.
Mass & balance data should be entered on the “Entry” sheet:
• Load Data
• Select the aircraft from the drop down list.
• Enter the combined masses of the front seat occupants in lbs.
• Enter the combined masses of the centre seat occupants (if
applicable) in lbs.
• Enter the combined masses of the aft seat occupants (if applicable)
in lbs.
• Enter the mass of any load to be carried in the nose baggage area.
A maximum of 100 lbs may be carried.
• Enter the mass of any load to be carried in the aft baggage area. A
maximum of 100 lbs may be carried.
• Enter the total number of occupants.
• Enter the fuel quantity in US gallons.
• Enter the estimated airborne time as a decimal, for example 1.5 for
1 hour and 30 minutes.
9.3.2 Mass and Balance Sheet
Selecting the “Mass and Balance” tab will display the calculated mass
and balance data. The limit column will indicate if any of the mass or
centre of gravity limits have been exceeded and no performance data
will be calculated.
The Landing Mass assumes an average fuel burn of 24 gallons per

hour for the duration of the flight.
A graph plots the position of the take off mass, landing mass and zero
fuel mass.

PA34 - AIRCRAFT SYSTEMS
PART 10
AIRCRAFT SYSTEMS

INTENTIONALLY BLANK

10 AIRCRAFT SYSTEMS
10.1 AEROPLANE STRUCTURE
10.1.1 General
The Seneca V is a twin-engine, all metal, retractable landing gear,

turbocharged aeroplane. It has seating for up to six occupants, a nose
baggage compartment and a baggage compartment aft of the rear
seats.
10.1.2 Airframe
The basic airframe is of aluminium alloy with steel engine mounts and
landing gear and thermoplastic or fibreglass fairings. The fuselage is a
semi-monocoque structure.
10.1.3 Wings
The wing is of a conventional design and employs a laminar flow NACA

652-415 aerofoil 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 centre 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.
10.3.4 Empennage
A vertical stabiliser, 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.

10.2 ENGINE AND PROPELLERS
10.2.1 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. A belt-driven alternator, a propeller governor,
two magnetos, an oil filter, a starter and one gear-driven vacuum
pump are installed on each engine. Engine mounts are constructed of
steel tubing, and a fully focalized bed type dynafocal configuration is
incorporated to reduce vibration. The engines are equipped with engine
mounted oil coolers with low temperature bypass systems and engine
mounted oil filters.
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.
10.2.2 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

pressurise 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
theexhaust 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.
10.2.3 Induction Air System
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 air box 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 centre 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.

10.2.4 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.
10.2.5 Propellers
The Seneca V is equipped with all metal. Three blade, constant speed,
controllable pitch and fully feathering McCauley propellers. Counter-
rotation of the propellers provides balanced thrust during take-off and
climb and eliminates the critical engine factor in single-engine flight.
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 centre 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.
10.2.6 Propeller Syncrophaser
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. 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.
A three-position switch is located on the throttle quadrant below the

propeller controls. It is labelled 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.
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
synchronisation 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, column 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.
10.2.7 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 centre 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. 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 stabilise.
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 (cutoff) position.
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, 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.

10.3 AIR CONDITIONING
10.3.1 Overview
Heater inlet
Overhead fresh air inlet
Overhead fresh air blower
Heater
Fresh air outlets

Hot air outlets
Defroster blower
Figure 10.1
10.3.2 Ventilation
Cold air for ventilation is provided through overhead vents. Air is drawn
from outside through an inlet in the base of the vertical stabilizer.
The volume of air passing through the system can be regulated with
a control mounted above the pilot seats. A blower is installed in the
aft fuselage to supply air on the ground and is controlled with a three
position switch (OFF, LO and HIGH) on the instrument panel, to the left
of the throttle quadrant.
10.3.3 Heating
Hot air for heating and windshield defogging is provided by a combustion

heater mounted in the aft fuselage. The heater uses fuel from the right
wing tank at approximately ½ gallon per hour. A safety switch will shut
the heater down if an overheat condition is detected and illuminate a
CAS warning message, HTR OVRHEAT.
The heater’s controls are at floor level between the pilot seats. An AIR
INTAKE lever regulates the amount of air passing through the system

and a thermostat controls temperature. A switch controls the defrost

blower and another switch turns the heating ON, OFF or turns on a FAN
for circulating cold air through the heater vents.
To turn on the heating, select HEAT and set the desired temperature. A
safety switch prevents the heater from operating unless the air intake is
partially or fully open. After turning the heating off, the air intake must be
left open for at least 15 seconds to prevent the combustion chamber
from overheating. If heating has been used on the ground, the fan must
be selected on for at least 2 minutes before turning off. The heater fan
is automatically turned off when the gear is retracted.
ON HEAT
DEFROST OFF
OFF FAN
GROUND FLIGHT
OPERATION OPERATION
SWITCH TO LEAVE AIR

FAN FOR INTAKE OPEN
2 MIN. FOR 15 SEC.
BEFORE AFTER
SWITCHING SWITCHING
OFF OFF
CLOSED
A
I
R
I
N
W
T
A
A
R
EXT. K
M
COLD E
E
R OPR
OPEN
Firgure 10.2

10.4 AUTO FLIGHT
10.4.1 Overview
Pitch trim master
R C F G
HDG D
Y
NAV W
S
APR A
I
P
S REV TRIM ALT GS VS + 16
L S
VS x 100
DEC R
I NC R
HDG NAV APR REV ALT VS
Autopilot master
Firgure 10.3
The Seneca V is equipped with an S-TEC System FiftyFive X autopilot.

The autopilot is rate based.
For roll control the autopilot senses turn rate from a dedicated turn
coordinator and closure rate to the selected course. The roll servo is
connected the aileron system.
For pitch control the autopilot senses vertical speed, acceleration and
closure rate to the selected altitude and glideslope/glidepath deviation.
The pitch servo is connected to the stabilitor system. A pitch trim servo
is connected the stabilitor trim tab.
The autopilot master switch (OFF, FD and FD/AP) is on the instrument

panel to the left of the throttle quadrant and the autopilot control panel
is on the instrument panel, below and to the left of the P1 control wheel.
The selected autopilot modes are annunciated on the control panel and
on the PFDs.

10.5 COMMUNICATIONS
10.5.1 Overview
The Seneca V is equipped with an intercom

for internal communications and 2 VHF
COM1
transceivers for external communication. MIC
COM1
Controls for communications are on the PFDs

and an audio panel mounted between PFD 1 COM2
MIC
COM2
and the MFD.
COM3 COM3
10.5.2 Intercom MIC
COM TEL
The intercom is controlled from the audio panel. 1/2
The volume is controlled by a rotary knob, the

inner controlling P1’s volume and the outer PA SPKR
P2’s. The squelch is normally set automatically

but can be manually set with the rotary knob MKR HI
MUTE SENS
after pressing the MAN SQ key.
DME NAV1
Pressing the PILOT key will isolate the P1
position from the rest of the intercom system.
In this mode only the P1 position can transmit ADF NAV2
on the radio and listen to ground station idents.

AUX
Pressing the COPLT key isolates both pilot
positions from the rest of the intercom system MAN
PLAY
in the same way as the PILOT key does. SQ
CREW
PILOT COPLT
ICS ISOLATION
PILOT PASS
VOL SQ
DISPLAY BACKUP
Firgure 10.4

10.5.3 VHF Radios
Control of the VHF radios is achieved with the audio panel and the
upper right section of the PFDs.
The MIC keys select the box being transmitted on, the COM keys
select the box being received. In this example COM1 (133.435) is being
transmitted on and listened to, COM2 (136.225) is also being listened
to.
Volume is controlled with the small rotary knob on the top right corner
of the PFD. Squelch is normally automatic but can be manually
overridden by pushing the volume knob.
PUSH
VOL SQ
1 COM
EMERG
PUSH
1-2
Firgure 10.5
Frequency selection is made using a rotary knob on the PFD. The outer
knob selects MHz and the inner knob selects kHz. The button marked
with an arrow switches between the in use and standby frequency.
Holding this button automatically selects 121.5. Pushing the rotary
knob switches between frequency selection on COM1 or COM2.The
COM1/2 key allows the P1 position to transmit and receive on COM1
and the P2 position to transmit and receive on COM2 independently
of each other. Whilst COM1/2 is selected the navigation aid idents can
only be heard by P1.
Selecting SPKR routes all communications and navigation aid idents

through the overhead cabin speaker as well as the headsets.

10.6 ELECTRICAL SYSTEM
10.6.1 Overview
The Seneca V has a 24 volt electrical system consisting of a battery, an

emergency battery and two engine driven alternators.
10.6.2 Primary Battery
The primary battery is a 19 ampere-hour, flooded lead acid 24 volt

battery. The primary battery powers the aeroplane when the engines
are not running and acts as a backup source of electrical power to the
alternators. The battery is mounted under the floor of the aft baggage
area.
10.6.3 Emergency Battery
The emergency battery provides power to equipment on the

EMERGENCY BUS following a complete electrical failure or when
power from the primary battery is insufficient. The emergency battery is
mounted under the floor of the aft baggage area and is sized to provide
electrical power for 30 minutes.
The EMERGENCY BUS powers the ADC, AHRS, avionics lights, audio
panel, markers, COM1, the engine interface units, PFD1 and the EFD.
10.6.4 Alternators
Primary electrical power is provided by two 28 volt, 85 ampere

alternators, one mounted on each engine. A solid state voltage regulator
on each alternator circuit maintain load sharing between the alternators
and regulate bus voltage at 28 volts. The voltage regulators will remove
an alternator from the circuit if its voltage exceeds 32 volts.
10.6.5 Circuit Protection
The electrical system and its equipment are protected by circuit

breakers mounted on the port side wall of the cockpit and lower left of
the instrument panel.
Equipment on the emergency bus is protected by individual fuses

located in the emergency battery assembly.

10.7 EQUIPMENT AND FURNISHINGS
10.7.1 Seats
All six seats have three positions: normal, intermediate and recline. An
adjustment lever is at the base of each seat back on the outboard side.
The P1 and P2 seats can be adjusted fore and aft by lifting a bar
beneath the seat front and moving to the desired position. These seats
can also be adjusted vertically using a push button on the lower right
of each seat. To raise the seat depress the button and relieve weight
on the seat, to lower depress the button and apply weight to the seat.
10.7.2 Seat Belts
All seats have an adjustable lap strap and a diagonal shoulder strap
mounted on an inertial reel. A check of the inertial reel function should
be made by pulling sharply on the shoulder harness and ensuring the
reel locks.
The P1 and P2 lap straps contain an air bag designed to deploy during a
crash. The air bags are armed automatically by fastening the lap strap.
10.7.3 Passenger Convenience Items
A refreshment console is installed between the middle seats and a work

desk is mounted on the starboard sidewall between the middle and aft
seats. The desk must be stowed for takeoff and landing.

10.8 FLIGHT CONTROLS
10.8.1 Overview
The Seneca V flight controls are directly controlled through chains,

cables and pulleys.
10.8.2 Pitch Control
Pitch control is achieved with an all moving stabilitor connected to

the control wheel. A tab acts as an anti-servo and trim tab. The trim
is controlled either using electrical pitch trim switches mounted on the
control wheels or using a trim wheel between the pilot seats. Trimming
is accomplished automatically during autopilot operations.
10.8.3 Roll Control
Roll control is achieved with differential, frise type ailerons which are
connected to the control wheel. There is no pilot controlled aileron trim.
10.8.4 Yaw Control
A single rudder is mounted on the rear of the vertical stabilizer and is

connected to rudder pedals in the foot well ahead of both pilot seats.
The rudder has a servo tab which also acts as a trim tab. A rudder trim
wheel is between the pilot seats.

10.9 FUEL
10.9.1 Schematic
L ON R
Inboard Bladder Outboard

E I
F FUEL G
T H
T
OFF
OFF
E E
N N
G G
I I
N X N
E FEED E
Fuel Selector Drains

Valve
Low Point Drains Vents
Heater Pump
Nozzles Vented to Deck Pressure

Manifold Valve
Fuel Nozzles
Fuel Metering Unit Deck
Fuel Flow Transducer Fuel Pump Reference Line
Engine Driven Pump
Electric Pump
Filter and Drain
Figure 10.6
10.9.2 Fuel Tanks
The Seneca V has three interconnected fuel tanks per wing with a total
usable capacity of 122 US gallons (3 unusable US gallons per side).
Fuel is drawn from the inboard tank and filling is achieved through a
filler on each outboard tank.

10.9.3 Fuel Quantity and Flow Gages
There are two float type sensors per wing. The float position is sent to
the Garmin Engine Airframe (GEA) interface, converted into a quantity
and displayed on the MFD.
FUEL TACH TIME

FUEL QTY
L GAL R
45.1 HOURS 44.8
60
50 FUEL CALC
40 GAL REM 36
30 GAL USED 26
20
ENDUR --:--
10
RANGE NM
0
19 18
37 NMPG
Figure 10.7
A flow sensor is positioned in the delivery path of the left and right
engine. Flow is displayed on the MFD. An information box is displayed
on the MFD engine page showing range and endurance. This is derived
from the fuel load entered on system start up and not from the float
sensors.
10.9.4 Fuel Pumps
Each engine has an engine driven and an electrically driven pump. The
electrically driven pump is controlled by FUEL PUMP switches on the
overhead switch panel. The electrical pump is used for starting, vapour
suppression and as a backup in the event of a mechanical pump failure.
10.9.5 Fuel Drains
Fuel drains are positioned at the low points of the system and enable
removal of water and sediment. 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 starboard wing flap.

10.9.3 Fuel Controls
Fuel controls for each engine are positioned between the pilot seats.
During normal operations both levers are ON allowing the engines
to draw fuel from their own side of the aeroplane. When a control is
selected to X-FEED the engine will draw fuel from the opposite side of
the aeroplane and a FUEL X-FEED ON message is displayed.

10.10 ICE AND RAIN PROTECTION
10.10.1 Overview
The Seneca V is equipped for flight into known icing. The complete
system includes pneumatic boots, heated propeller pads, a heated
windshield panel, heated pitot head, heated stall warning vanes and an
ice detection light.
10.10.2 Controls
All the ice protection systems are controlled via a bank of switches on
the instrument panel to the right of the throttle quadrant.
10.10.3 De-Icing Boots
Pneumatic boots are installed on the leading edges of the wings,

vertical stabiliser and the horizontal stabilitor. Two dry type vacuum
pumps, one mounted on each engine, apply a constant suction to the
boots, keeping them smooth against the leading edges.
The boots should be operated anytime an ice accumulation between ¼

and ½ inch is observed. The boots are inflated my momentarily pressing
the SURF DEICE switch. Pressing the switch energises the pneumatic
pressure control valves until the system reaches 17 psi or 6 seconds
elapse at which point air pressure is released into the boots, thereby
inflating them. A SURF DEICE ON CAS message is displayed whilst
the boots are inflated above 8 psi. When the cycle is completed the air
pressure in the boots is exhausted overboard and suction is reapplied.
10.10.4 Wing Ice Detection Light
A light is installed on the outboard side of the port engine nacelle and
controlled with a switch marked ICE LIGHT. The light illuminates the
leading edge of the port wing enabling the pilot to check for ice at night.
10.10.5 Propeller De-Ice Pads
Electrothermal de-icing pads are bonded to the leading edge of the

propeller blades and controlled by an ON-OFF PROP HEAT switch.
Turning the system on cycles heat through all three blades of one
engine for 90 seconds and then all three blades on the other engine
for 90 seconds.

10.10.6 Heated Windshield Panel
A heated glass panel is installed on the exterior of the P1 position’s

windshield to allow continued visibility despite ice accretion on the
windshield. The windshield heat is controlled by an ON-OFF switch
marked WSHLD HEAT.
10.10.7 Heated Pitot Head and Lift Detectors
The pitot head and stall warning vanes are heated and controlled by a
single ON-OFF switch marked PITOT/STALL WARN HEAT. Although
only controlled by one switch the circuits are protected by two circuit
breakers, one marked STALL HEAT and the other PITOT HEAT.

10.11 INDICATING AND RECORDING SYSTEMS
10.11.1 Instrument
8
3 4 5 6 7
9
11 12
10
13 14
18
15 16 17
Figure 10.8
1 Trim Master Switch 10 Autopilot
2 Master Warning/Caution 11 Autopilot Master Switch
3 Standby Instrument (EFD) 12 Ice Protection Switches
4 PFD 1 13 Park Brake
5 Audio Panel 14 Circuit Breakers
6 MFD 15 Gear Selector
7 PFD 2 16 Throttle Quadrant
8 ELT 17 Flap Selector
9 Hour Meter 18 ADF
10.11.2 Crew Alerting System (CAS)
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 (labelled MASTER WARN
RESET and MASTER CAUTION RESET) are illuminated push-button
switches, centred 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 categorised as

Warning, Caution and Advisory. A full description of the CAS messages
are in the Quick Reference Handbook.
10.11.3 Engine Indications

1 MAP
INHG
30.1 30.2 9 ELECTRICAL 10 CHT °F
66 66 66 64 64 64
2 RPM 0 ALTR AMPS 0 64 64 64 64 64 62
L
0 0 R
500 500
VOLTS 27.6 400 400
3 TIT
°F 300 300
64 62
200 200
BATT AMPS -13
FFLOW 0.0 100 100
4 0.0 1 2 3 4 5 6 1 2 3 4 5 6
GPH
5 0 OIL PSI 0
L
R
11 FUEL 12 TACH TIME 13 SYSTEMS
6 67 OIL °F 66 FUEL QTY
45.1 HOURS 44.8
L L GAL R
R 60
7 FLAPS 50 FUEL CALC
14
0° 40 GAL REM 36 VACUUM 0.0
10° 30 GAL USED 26 IN HG
25° 20
0° 40° ENDUR --:-- PROP HEAT 0
10
RANGE NM AMPS
0
8 LANDING GEAR 19 18
37 NMPG
Figure 10.9
1 Manifold Pressure 8 Gear Position Indicator
2 Engine RPM 9 Electrical System Group
3 Turbine Inlet Temperature 10 Cylinder Head Temps.
4 Fuel Flow 11 Fuel Quantity
5 Oil Pressure 12 Engine Tach Time
6 Oil Temperature 13 Systems Group
7 Flap Position Indicator 14 Fuel Calculations
Engine parameters can be indicated centrally on the MFD and are

accessed by pressing the ENGINE soft key. When the engine screen is
not selected, items 1-8 are displayed on the left hand side of the MFD
with the addition of alternator amperage and battery voltage. When the
MFD is unavailable items 1-8 are displayed on the left hand side of the
PFD.

10.12 LANDING GEAR
10.12.1 General
The Seneca V is equipped with hydraulically operated, fully retractable,

tricycle landing gear and controlled with a wheel shaped knob to the left
of the throttle quadrant. The landing gear struts are air-oil assemblies.
All three gear are fitted with 6.00 x 6 tyres, 6-ply on the nose and 8-ply
on the mains.
10.12.2 Normal Operation
Moving the gear selector to the UP position actuates an electrically

powered, reversible hydraulic pump which releases the down lock
hooks and exerts a force to raise the gear. At completion of gear travel
the pump stops and the gear are held in their up position with hydraulic
pressure. The nose wheel centres as it enters the wheel well and the
steering linkage disengages.
Moving the gear selector to the DOWN position activates the pump
which exerts a force to lower the gear, aided by airflow. After the gear
is down, down lock hooks engage and springs maintain a force on the
hooks to keep the gear locked.
10.12.3 Ground Operation
For taxiing the nose wheel is steerable through a 27° arc either side of
centre. A gear centring spring in the steering system helps to prevent
shimmy. A bungee assembly reduces ground steering effort and
dampens shocks and bumps whilst taxiing.
10.12.4 Safety Switch
To prevent inadvertent gear retraction on the ground squat switches

are installed on the left and right main gear which disable the hydraulic
pump.

10.12.5 Gear Position Indicators
Gear position is normally displayed on the

LANDING GEAR
MFD but will be displayed on the PFD if
the MFD is unavailable. The gear indicators
show an empty circle when the gear is up LANDING GEAR
and locked, a crosshatched square when in
transition, a green circle when locked down
and a red circle for an abnormal or unknown LANDING GEAR
gear position.
10.12.6 Gear Unsafe Warning LANDING GEAR
A CHECK GEAR CAS caution (or CHECK

GEAR CAS warning below 400’ AGL) is
displayed on the PFD if the gear is not locked Figure 10.10
down with:
• Power below approximately 14” MAP on either or both engines.

• Flap selected 25° or 40°.
• The gear selector UP on the ground.
10.12.7 Emergency Gear Extension
A guarded emergency gear extension knob is positioned below and

to the left of the gear selector. Pulling the knob releases the hydraulic
pressure that holds the gear up and allows the gear to free fall down. An
85 KIAS speed restriction applies to emergency extension of the gear.
10.12.8 Brakes
A double puck, single disc brake is fitted to each of the main gear. The
brakes are activated with toe brakes above the rudder pedals for both
pilot seats. The hydraulic reservoir for the brakes is separate from the
gear pump’s.
The parking brake knob is on the lower left of the instrument panel. To
apply the park brake depress the toe brakes and pull the knob out. To
release, depress the toe brakes and push the knob in.

10.13 LIGHTS
10.13.1 Panel and Switch Lighting
Dimmer switches for the panel and switch lighting are positioned to the
right of the throttle quadrant. A DAY/NIGHT switch is positioned on the
overhead switch panel.
The SWITCH dimmer control adjusts the brightness of the backlighting

in 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 strip light located
under the glare shield.
The AVIONICS dimmer controls the lighting intensity of the PFD1,

MFD, PFD2 and audio panel lights. Turning the dimmer switch fully
anti-clockwise allows the Garmin displays to automatically adjust their
lighting intensity.
The DAY/NIGHT switch adjusts the brightness of the master warning,

master caution and elevator trim buttons.
10.13.2 Display Backlighting
Backlighting of the PFD, MFD and Audio Panel keys can be adjusted
automatically or manually. The automatic setting (default) uses
photocells to adjust for ambient lighting conditions. In normal display
mode, backlighting can only be adjusted from the PFDs. In Reversionary
Mode, it can be adjusted from the remaining display(s). To overide the
avionics dimmer control and adjust dthe isplay backlighting manually:
• Press the PFD MENU Key to display the PFD Setup Menu. ‘AUTO’
is now highlighted next to ‘PFD DSPL’. No other window can be
displayed on the PFD while the PFD Setup Menu is displayed.
Pressing the MENU Key while any other PFD window is displayed
does not display the PFD Setup Menu.
• Turn the small FMS Knob to select ‘MANUAL’ and press the ENT
Key. The intensity value is now highlighted.
• Use the FMS Knob to enter the desired backlighting then press the
ENT Key.

• Turn the large FMS Knob to highlight ‘AUTO’ next to ‘MFD DSPL’
and repeat steps 2-4.
• To remove the menu, press the CLR or MENU Key.
To adjust key backlighting manually:
• Press the PFD MENU Key to display the PFD Setup Menu. ‘AUTO’
is now highlighted next to ‘PFD DSPL’.
• Turn the large FMS Knob to highlight ‘PFD DSPL’.
• Turn the small FMS Knob in the direction of the green arrowhead to
display ‘PFD KEY’.
• Turn the large FMS Knob to highlight ‘AUTO’.
• Turn the small FMS Knob to select ‘MANUAL’ and press the ENT
Key. The intensity value is now highlighted.
• Use the FMS Knob to enter the desired backlighting and press the
ENT Key.
• Turn the large FMS Knob to highlight ‘MFD DSPL’.
• Turn the small FMS Knob in the direction of the green arrowhead to
display ‘MFD KEY’ and repeat steps 4-7.
• To remove the menu, press the CLR or MENU Key.
10.13.3 Cabin Lighting
Dome lights are fitted to the cockpit ceiling above the P1 and P2 seats.
Rotary switches control their brightness. A white map light in each dome
light is available by opening a small slider switch.
Cabin courtesy lights are fitted above each passenger seat and
operated with switches positioned in the outboard armrest. The light
next to the aft cabin door operates independently of the BATT MASTR
switch and it must be verified as being off before leaving the aeroplane.
10.13.4 Exterior Lighting
Exterior lights are controlled with switches positioned on the left side of
the overhead switch panel.
The STROBE LIGHTS switch has three positions with OFF in the
centre. Selecting FIN turns on the red anti-collision light on the top of
the fin. Selecting STROBE turns on the white flashing wing tip strobes

as well as the fin. The fin anticollision light shall be on anytime the
magnetos are on. The strobes should normally be on whenever the
aeroplane is on an active runway or in flight but may be turned off when
flying through cloud, fog or haze as the reflected light can cause spatial
disorientation.
The NAV LIGHT switch turns on the red, green and white navigation
lights fitted to the left wing tip, right wing tip and fin respectively. The
navigation lights must be on during the hours of darkness.

10.14 NAVIGATION SYSTEM
10.14.1 Garmin G1000 Avionics System
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. 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. A DME, ADF and a traffic advisory system
(TAS) are installed in the CAE fleet of Seneca Vs.
10.14.2 Primary Flight Display (PFD)
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 rotating 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 temperature.
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 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 signals 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 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.
The PFD’s modes are controlled via softkeys on the bottom of the unit.
5 14
1 20 21
PUSH
VOL ID
9 PUSH
VOL SQ
NAV 12 15 1 COM
EMERG
2 22
PUSH PUSH
1-2 1-2
HDG 16 19 CRS BARO
6
3 23
PUSH
HDG SYNC
13 PUSH
CRS CTR
RANGE
7 17 - +
24
10
PUSH
PAN
D MENU
FTL PROC
18
8 11 CLR ENT
ALT DFLT MAP
4 25
PUSH CRSR
Figure 10.11
1 NAV Volume 14 Autopilot Mode Annunciator
2 NAV Frequency Selector 15 Selected Altitude
3 Heading Bug Selector 16 Altimeter
4 Altitude Bug Selector 17 Altimeter Setting Subscale
5 NAV Frequencies 18 Transponder Data Box
6 Airspeed Indicator 19 Vertical Speed Indicator
7 Groundspeed and TAS 20 COM Frequencies
8 Outside Air Temperature 21 COM Volume

9 Softkeys 22 COM Frequency Selector
10 Wind Information 23 Course & Altimeter Selector
11 BRG Window 24 Map Range & Cursor
12 AOB & Slip Indicator 25 FMS Knob
13 HSI
10.14.3 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. 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.
10.14.4 Pitot/Static System
Pitot pressure for the primary and secondary airspeed indicators is

provided by a heated pitot head installed on the underside of the port
wing. Air pressure passes through lines in the wing and fuselage to the
air data computer and standby instrument.
Static pressure is sensed by two ports, one on either side of the aft
fuselage. These ports connect to a single line that leads to the air data
computer and standby instrument. The presence of two ports balances
out differences in static pressure caused by sideslips and skids.
An alternate static source valve is installed beneath the instrument

panel, to the right of the P1 control wheel and senses cabin pressure.
Cabin pressure is altered by airspeed, the storm window and the
heating and ventilation settings.
10.14.5 Air Data Computer
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.
10.14.6 Airspeed Indicator
The Airspeed Indicator displays airspeed on a moving tape rolling

number gauge. The true airspeed is displayed in knots below the
Airspeed Indicator. The ground speed is displayed in knots to the left
of the true airspeed. The numeric labels and major tick marks on the
moving tape are shown at intervals of 10 knots. The minor tick marks on
the moving tape are shown at intervals of five knots. Speed indication
starts at 20 knots, with 60 knots of airspeed viewable at any time. The
indicated airspeed is displayed inside the black pointer. The pointer
remains black until reaching never exceed speed (VNE), at which point
it turns red.
A colour coded (red, white, green, yellow) speed range strip is located
on the moving tape. The colours denote flaps operating range, normal
operating range, caution range, and never-exceed speed (VNE). A red
range is also present for low speed awareness.
The Airspeed Trend Vector is a vertical magenta line that appears to

the right of the colour coded speed range strip when airspeed is either
accelerating or decelerating. One end of the magenta line is anchored
to the tip of the airspeed pointer while the other end moves continuously
up or down corresponding to the rate of acceleration or deceleration.
For any constant rate of acceleration or deceleration, the moving end
of the line shows approximately what the indicated airspeed value
will be in six seconds. If the trend vector crosses VNE, the number in
the indicated airspeed pointer changes to yellow. The trend vector is
absent if the speed remains constant or if any data needed to calculate
airspeed is not available due to a system failure.
Landing V speeds (F10, F25, F40, VX, and VY) and the take-off V speed
(VR) flags can be turned on/off from the Timer/References Window.
When active (on), the speed flags are displayed at their respective
locations to the right of the airspeed scale.

10.14.7 Attitude Indicator
Attitude information is displayed over a virtual blue sky and brown

ground with a white horizon line. The Attitude Indicator displays the
pitch, roll, and slip/skid information.
The horizon line is part of the pitch scale. Above and below the horizon
line, major pitch marks and numeric labels are shown for every 10°, up
to 80°. Minor pitch marks are shown for intervening 5° increments, up
to 25° below and 45° above the horizon line. Between 20° below to 20°
above the horizon line, minor pitch marks occur every 2.5°.
The inverted white triangle indicates zero on the roll scale. Major tick
marks at 30° and 60° and minor tick marks at 10°, 20°, and 45° are
shown to the left and right of the zero. Angle of bank is indicated by the
position of the pointer on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. The indicator
bar moves with the roll pointer and moves laterally away from the pointer
to indicate uncoordinated flight. Slip (inside the turn) or skid (outside the
turn) is indicated by the location of the bar relative to the pointer.
10.14.8 Altimeter
The Altimeter displays 600 feet of barometric altitude values at a time

on a moving tape rolling number gauge. Numeric labels and major
tick marks are shown at intervals of 100 feet. Minor tick marks are at
intervals of 20 feet. The indicated altitude is displayed inside the black
pointer.
The Selected Altitude is displayed above the Altimeter in the box

indicated by a selection bug symbol. A bug corresponding to this
altitude is shown on the tape. If the Selected Altitude exceeds the range
shown on the tape, the bug appears at the upper or lower edge of the
tape. When the metric value is selected it is displayed in a separate box
above the Selected Altitude.
A magenta Altitude Trend Vector extends up or down the left of the

altitude tape, the end resting at the approximate altitude to be reached
in six seconds at the current vertical speed. The trend vector is not
shown if altitude remains constant or if data needed for calculation is
not available due to a system failure.
The Glideslope Indicator appears to the left of the Altimeter whenever

an ILS frequency is tuned in the active NAV field. A green diamond acts

as the Glideslope Indicator, like a glideslope needle on a conventional

indicator. If a localizer frequency is tuned and there is no glideslope,
“NO GS” is displayed in place of the diamond.
10.14.9 Vertical Speed Indicator
The Vertical Speed Indicator displays the aircraft vertical speed on a

fixed scale with labels at 1000 and 2000 fpm and minor tick marks
every 500 fpm. Digits appear in the pointer when the climb or descent
rate is greater than 100 fpm. If the rate of ascent/descent exceeds 2000
fpm, the pointer appears at the edge of the tape and the rate appears
inside the pointer.
A magenta chevron is displayed on the VSI to indicate the Required

Vertical Speed for reaching a VNV target altitude once the “TOD [Top of
Descent] within 1 minute” alert has generated.
10.14.10 Horizontal Situation Indicator
The Horizontal Situation Indicator (HSI) displays a rotating compass

card in a heading-up orientation. Letters indicate the cardinal points
with numeric labels every 30°. Major tick marks are at 10° intervals
and minor tick marks are at 5° intervals. A digital reading of the current
heading appears on top of the HSI, and the current track is represented
on the HSI by a magenta diamond connected to a gray dashed line. The
HSI also presents turn rate, course deviation, bearing, and navigation
source information. The HSI is available in two formats, a 360° compass
rose and a 140° arc. To change the HSI display format:
• Press the PFD Softkey

• Press the HSI FRMT Softkey.
• Press the 360 HSI or ARC HSI Softkey.
The 360° HSI contains a Course Deviation Indicator (CDI), with a

Course Pointer, To/From Indicator, and a sliding deviation bar and scale.
The course pointer is a single line arrow (GPS, VOR1, and LOC1) or a
double line arrow (VOR2 and LOC2) which points in the direction of the
set course. The To/From arrow rotates with the course pointer and is
displayed when the active NAVAID is received.
The Selected Heading is shown to the upper left of the HSI for 3
seconds after being adjusted The light blue bug on the compass rose
corresponds to the Selected Heading. While the HSI is displayed as an

arc, if the Heading Bug is adjusted off the shown portion of the compass
rose, the digital reading is displayed.
To adjust the Selected Heading:
• Turn the HDG Knob to set the Selected Heading.

• Press the HDG Knob to synchronize the bug to the current heading.
The Selected Course is shown to the upper right of the HSI for 3
seconds after being adjusted. While the HSI is displayed as an arc, the
Selected Course is displayed whenever the Course Pointer is not within
the 140° currently shown.
To adjust the selected course:
• Turn the CRS Knob to set the Selected Course.

• Press the CRS Knob to re-centre the CDI and return the course
pointer to the bearing of the active waypoint or navigation station.
The Turn Rate Indicator is located directly above the rotating compass
card. Tick marks to the left and right of the lubber line denote half-
standard and standard turn rates. A magenta Turn Rate Trend Vector
shows the current turn rate. The end of the trend vector gives the heading
predicted in 6 seconds, based on the present turn rate. A standard-
rate turn is shown on the indicator by the trend vector stopping at the
standard turn rate tick mark, corresponding to a predicted heading
of 18˚ from the current heading. At rates greater than 4 deg/sec, an
arrowhead appears at the end of the magenta trend vector and the
prediction is no longer valid.
10.14.11 Course Deviation Indicator (CDI)
The Course Deviation Indicator (CDI) moves left or right from the
course pointer along a lateral deviation scale to display aircraft position
relative to the course. If the course deviation data is not valid, the CDI
is not displayed.
The CDI can display two sources of navigation, GPS or VOR/LOC. The
colour indicates the current navigation source, magenta for GPS and
green for VOR and LOC. The full scale limits for the CDI are defined by
a GPS derived distance when navigating GPS. When navigating using
a VOR or localizer (LOC), the CDI uses the same angular deviation as
a mechanical CDI. If the CDI exceeds the maximum deviation on the

scale (two dots) while navigating with GPS, the crosstrack error (XTK)
is displayed below the white aircraft symbol.
To change navigation sources:
• Press the CDI Softkey to change from GPS to VOR1 or LOC1. This
places the light blue tuning box over the NAV1 standby frequency in
the upper left corner of the PFD.
• Press the CDI Softkey again to change from VOR1 or LOC1 to
VOR2 or LOC2. This places the light blue tuning box over the NAV2
standby frequency.
• Press the CDI Softkey a third time to return to GPS.
The system automatically switches from GPS to LOC navigation source

and changes the CDI scaling accordingly when all of the following occur:
• A localiser or ILS approach has been loaded into the active flight
plan
• The final approach fix (FAF) is the active leg, the FAF is less than 15
nm away, and the aircraft is moving toward the FAF
• A valid localiser frequency has been tuned
• The GPS CDI deviation is less than 1.2 times full-scale deflection
GPS steering guidance is still provided after the CDI automatically
switches to LOC until LOC capture, up to the Final Approach Fix
(FAF) for an ILS approach, or until GPS information becomes
invalid. Activating a Vector-to-Final (VTF) also causes the CDI to
switch to LOC navigation source. GPS steering guidance is not
provided after the switch.

10.14.12 Bearing Pointers and Information Windows
Two bearing pointers and associated information can be displayed on

the HSI for NAV and GPS sources by pressing the PFD Softkey then
a BRG Softkey. The bearing pointers are light blue and are single-
line (BRG1) or double-line (BRG2). A pointer symbol is shown in the
information window to indicate the navigation source. The bearing
pointers never override the CDI and are visually separated from the CDI
by a white ring. Bearing pointers may be selected but not necessarily
visible due to data unavailability.
When a bearing pointer is displayed, the associated information window

is also displayed. The Bearing Information windows are displayed at the
lower sides of the HSI and give the following information:
• Bearing source (NAV, GPS)

• Pointer icon (BRG1 = single line, BRG2 = double line)
• Station/waypoint identifier (NAV, GPS)
• GPS-derived great circle distance to bearing source
• Frequency (NAV)
When the NAV radio is tuned to an ILS frequency the bearing source
and the bearing pointer is removed from the HSI. When NAV1 or NAV2
is the selected bearing source, the frequency is replaced by the station
identifier when the station is within range. If GPS is the bearing source,
the active waypoint identifier is displayed instead of a frequency. The
bearing pointer is removed from the HSI and NO DATA is displayed in
the information window if the NAV radio is not receiving a VOR station
or if GPS is the bearing source and an active waypoint is not selected.
To select a bearing display and changing sources:
• Press the PFD Softkey.

• Press a BRG Softkey to display the desired bearing pointer and
information window with a NAV source.
• Press the BRG Softkey again to change the bearing source to GPS.
• To remove the bearing pointer and information window, press the
BRG Softkey again.

10.14.13 NAV Radio Selection
The NAV Frequency Box is composed of four fields; two standby fields
and two active fields. The active frequencies are on the right side and
the standby frequencies are on the left.
A NAV radio is selected for navigation by pressing the CDI Softkey

located on the PFD. The active NAV frequency selected for navigation
is displayed in green. Pressing the CDI Softkey once selects NAV1 as
the navigation radio. Pressing the CDI Softkey a second time selects
NAV2 as the navigation radio. Pressing the CDI Softkey a third time
activates GPS mode. Pressing the CDI Softkey again cycles back to
NAV1.
While cycling through the CDI Softkey selections, the NAV Tuning
Box and the Frequency Transfer Arrow are placed in the active NAV
Frequency Field and the active NAV frequency colour changes to green.
The three navigation modes that can be cycled through are:
• VOR1 (or LOC1) – If NAV1 is selected, a green single line arrow

(not shown) labelled either VOR1 or LOC1 is displayed on the HSI
and the active NAV1 frequency is displayed in green.
• VOR2 (or LOC2) – If NAV2 is selected, a green double line arrow
(shown) labelled either VOR2 or LOC2 is displayed on the HSI and
the active NAV2 frequency is displayed in green.
• GPS – If GPS Mode is selected, a magenta single line arrow (not
shown) appears on the HSI and neither NAV radio is selected. Both
active NAV frequencies are then displayed in white.
NAV radios are selected for listening by pressing the corresponding

keys on the Audio Panel. Pressing the NAV1, NAV2, DME, or ADF Key
selects and deselects the navigation radio source. Selected audio can
be heard over the headset and the speakers (if selected). All radios can
be selected individually or simultaneously.
The NAV frequency controls and frequency boxes are on the left side
of the MFD and PFDs.

To manually tune a NAV frequency:
• Turn the NAV Knob to tune the desired frequency in the NAV Tuning
Box.
• Press the Frequency Transfer Key to transfer the frequency to the
NAV Active Frequency Field.
• Adjust the volume level with the NAV VOL/ID Knob.
• Press the NAV VOL/ID Knob to turn the Morse code identifier audio
on and off.
10.14.14 DME
The DME Information Window is displayed above the BRG1 Information

Window and shows the DME label, tuning mode (NAV1, NAV2, or
HOLD), frequency, and distance. When a signal is invalid, the distance
is replaced by “–.– – NM”.
To select a DME:
• Press the DME softkey.

• Select the required NAV source (HOLD retains the previously
selected NAV frequency).
If the DME information window is missing it can be restored:
• Press the PFD Softkey.

• Press the DME Softkey to display the DME Information Window
above the BRG1 Information Window.
• To remove the DME Information Window, press the DME Softkey
again.
10.14.15 Marker Beacons
Marker Beacon Annunciations are displayed on the PFD to the left

of the Selected Altitude. Outer marker reception is indicated in blue,
middle in yellow, and inner in white.

10.14.16 ADF
1 2
ADF 367 FRQ 335

FLT SET
ADF BFO FRQ ET RST
3 4
Figure 10.12
1 Active Frequency 3 Volume
2 Standby Frequency 4 Frequency Selector
The ADF fitted in the Seneca V is panel mounted to the right of the
throttle quadrant. The system comprises a receiver, an electronic timer,
a bearing indicator on both PFDs and a combined loop and sense
antenna.
To tune and use an NDB:
• Ensure either BRG1 or BRG2 on the PFD is set to ADF.

• Select the desired NDB frequency using the frequency selector.
• Check a valid signal is being received (BRG needle visible and
pointing in the right direction).
• Select ANT mode. The ADF needle should swing to a relative
bearing of 90° and then disappear.
• Select ADF on the audio panel and check the correct Morse identifier
is being received.
• Select ADF mode. The BRG pointer should move without hesitation
to the station bearing. (Excessive pointer sluggishness, wavering or
reversals indicate the signal is too weak or a system malfunction)
ADF Button
The ADF button toggles between ADF mode (button in) and ANT mode
(button out).
BFO Button
The BFO button toggles the beat frequency oscillator on and off.

FRQ Button
With a standby frequency displayed the FRQ button swaps the active
and standby frequencies. If either of the timers are displayed the FRQ
button returns the standby frequency to the display.
FLT/ET Button
The FLT/ET button displays either a flight timer (which counts up from
the time the ADF unit is powered and cannot be reset) or an elapsed
timer (which can be reset). Both timers continue to run even when a
standby frequency is displayed.
SET/RST Button
Restarts the elapsed timer. The reset occurs even if the standby
frequency or flight timer is displayed.
10.14.17 Multi-Function Display (MFD)
The Multi-Function Display (MFD) is located in the centre of the

instrument panel, between the two PFDs. The primary functions of the
MFD include the display of:
• Engine parameters
• Aircraft system parameters
• Dedicated map pages for:
• Navigation Map
• Traffic Map
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.

10.14.18 Traffic Advisory System
The 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.
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:
• Navigation Map Page

• Traffic Map Page
• Trip Planning Page
• Nearest Pages
• Active Flight Plan Page
• PFD Inset Map
Traffic is displayed according to TCAS symbology using four different

symbols.
• Non-Threat Traffic
An open white diamond with black centre that indicates traffic
is beyond a 6 nm range and greater than ±1200 feet from the
requesting aircraft.
• 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.
• 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”, along with additional voice information about
the bearing, relative altitude, and approximate distance from the
intruder that triggered the TA. A TA will be displayed for a minimum
of 8 seconds, even if the condition(s) that triggered the TA are no
longer present..
• 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.
The diamond shapes are replaced with triangles indicating the direction
of flight for traffic equipped with ADS-B. Selecting “FLIGHT ID” on the
traffic map page shows the call sign of ADS-B equipped traffic.

Non-Threat Traffic
Proximity Advisory (PA)
Traffic Advisory (TA)
Traffic Advisory Off Scale
Traffic with ADS-B directional information,

but positional accuracy is degraded
Traffic information for which TAS is unable to determine the bearing

(non bearing traffic) is displayed in the centre 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 customisation 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.

10.14.19 Terrain Proximity
G1000 Terrain Proximity is a terrain awareness system that increases

situational awareness and aids in preventing controlled flight into terrain
(CFIT). Terrain Proximity does not provide warning annunciations or
voice alerts but it does provide colour indications on map displays
when terrain and obstacles are within a certain altitude threshold from
the aircraft. The terrain and obstacles 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
manoeuvre 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.
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 centre 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 colours associated with the offending obstacles and
terrain.
Terrain is displayed on the following pages:
• Navigation Map Page.

• Terrain Proximity Page.
• Trip Planning 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 colours are shown.
Terrain customisation 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 associated with Terrain Proximity, as there
are no aural or visual alerts to inhibit.
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. The Terrain Proximity Page is located in the
Map Page Group on the MFD.
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).
On all pages that display terrain data, obstacles and terrain are depicted
with the following colours:
• 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.
10.14.20 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.
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
This database is updated on a 28 day cycle.
10.14.21 ATC 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.
Transponder function is displayed on three levels of softkeys on the

PFD: Top-level, Mode Selection, and Code Selection. When the top-
level XPDR Softkey is selected, the Mode Selection softkeys appear:
STBY, ON, ALT, VFR, CODE, IDENT, BACK.
When the CODE Softkey is selected, the number softkeys appear: 0,

1, 2, 3, 4, 5, 6, 7, IDENT, BKSP, BACK. The digits 8 and 9 are not used
for code entry. Selecting the numbered softkeys in sequence enters
the transponder code. If an error is made, selecting the BKSP Softkey
moves the code selection cursor to the previous digit. Selecting the
BKSP Softkey again moves the cursor to the next previous digit.
Selecting the BACK Softkey during code selection reverts to the Mode
Selection Softkeys. Selecting the BACK Softkey during mode selection
reverts to the top-level softkeys.
The code can also be entered with the FMS Knob on either PFD. Code
entry must be completed with either the softkeys or the FMS Knob, but
not a combination of both.
Selecting the IDENT Softkey while in Mode or Code Selection initiates

the ident function and reverts to the top-level softkeys.
After 45 seconds of transponder control inactivity, the system reverts

back to the top-level softkeys.
Ground Mode
Ground Mode is normally selected automatically when the aircraft is on
the ground. The transponder powers up in the last mode it was in when
shut down. Ground Mode can be overridden by selecting any one of
the Mode Selection Softkeys. A green GND indication and transponder
code appear in the mode field of the Transponder Data Box. In Ground
Mode, the transponder does not allow Mode A and Mode C replies, but
it does permit acquisition squitter and replies to discretely addressed
Mode S interrogations. When Standby Mode has been selected on the
ground, the transponder can be returned to Ground Mode by selecting
the GND Softkey.

Standby Mode
Standby Mode can be selected at any time by selecting the STBY
Softkey. In Standby, the transponder does not reply to interrogations,
but new codes can be entered. When Standby is selected, a white
STBY indication and transponder code appear in the mode field of the
Transponder Data Box. In all other modes, these fields appear in green.
On Mode
ON Mode can be selected at any time by selecting the ON Softkey.
ON Mode generates Mode A and Mode S replies, but Mode C
altitude reporting is inhibited. In ON Mode, a green ON indication and
transponder code appear in the mode field of the Transponder Data
Box.
Altitude Mode
Altitude Mode is automatically selected when the aircraft becomes
airborne. Altitude Mode may also be selected manually by selecting the
ALT Softkey. If Altitude Mode is selected, a green ALT indication and
transponder code appear in the mode field of the Transponder Data
Box, and all transponder replies requesting altitude information are
provided with pressure altitude information.
Entering a Transponder Code

• Select the XPDR Softkey to display the Transponder Mode Selection
Softkeys.
• Select the CODE Softkey to display the Transponder Code Selection
Softkeys, for digit entry.
• Select the digit softkeys to enter the code in the code field. When
entering the code, the next softkey in sequence must be selected
within 10 seconds, or the entry is cancelled and restored to the
previous code. Pressing the BKSP Softkey moves the code selection
cursor to the previous digit. Five seconds after the fourth digit has
been entered, the transponder code becomes active. Pressing the
VFR softkey selects 7000.
IDENT Function
Selecting the IDENT Softkey sends a distinct identity indication to
Air Traffic Control (ATC). The indication distinguishes the identing
transponder from all the others on the air traffic controller’s screen. The
IDENT Softkey appears on all levels of transponder softkeys. When the
IDENT Softkey is selected, a green IDNT indication is displayed in the
mode field of the Transponder Data Box for a duration of 18 seconds.

After the IDENT Softkey is selected while in Mode or Code Selection,

the system reverts to the top-level softkeys.
Flight ID Reporting
The flight identifier is placed in the Timer/References Window on the
PFD. The Flight ID is not to exceed seven characters. No space is
needed when entering Flight ID and the system automatically removes
spaces upon completion of Flight ID entry. To enter a the Flight ID:
• Select the TMR/REF Softkey to display the Timer/References

Window.
• Press the FMS Knob to activate the selection cursor, if not already
activated.
• Turn the large FMS Knob to scroll down to the Flight ID.
• Turn the small FMS Knob to enter the desired Flight ID.
• Press the ENT Key to complete Flight ID entry. The word “updating”
appears until the new entry is completed.
If an error is made during Flight ID entry, pressing the CLR Key returns
to the original Flight ID entry. While entering a Flight ID, turning the
FMS Knob counterclockwise moves the cursor back one space for
each detent of rotation. If an incorrect Flight ID is discovered after the
unit begins operation, reenter the correct Flight ID using the same
procedure.
10.14.22 Standby Instrument (EFD)
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 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 PFD 1 and is powered normally by

the Essential Bus 2 but will automatically revert to the emergency bus
in the event of a total electrical failure. The EFD1000 will operate on the
emergency bus for a minimum of 30 minutes. 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.
190
180
5700
170 10 10
160 5600 +
00 R
150 5500 N
00 G
140 5400 -
130
10 10
5300 M
120 E
TAS 166 kt 1004 mb N
U
GS 144 kt
OAT 60C 3300 / 25 kt
CRS 100 HDG

030
00 060
00
E 12
6
15
3
N
S
33
21
30 24
W
MODE MODE
SYNC SYNC
Figure 10.13
Aspen in-flight AHRS Reset

1. Maintain straight and level flight
2. Consider exiting IMC flight
3. Fly by visual reference or PFD
4. Disconnect the autopilot
5. Press the menu button
6. Rotate the right knob to display GENERAL SETTINGS A Menu
Page
7. Press the AHRS RESET? Menu Key
A confirmation message displays, prompting the user to confirm the
reset request
8. Press the AHRS Menu Key again to confirm the AHRS reset. The
AHRS reset is performed, and the confirmation messages clears.
9. Press the MENU Button to exit.

Figure 10.14 Cockpit layout

PA34 - MINIMUM EQUIPMENT LIST
PART 11
MINIMUM EQUIPMENT LIST

INTENTIONALLY BLANK

11 MINIMUM EQUIPMENT LIST
11.1 GENERAL
11.1.1 Introduction
This Minimum Equipment List (MEL) is based on the Federal Aviation

Administration Master Minimum Equipment List (MMEL), revision 7
dated 5th June 2003.
MEL Conditions and Limitations do not relieve the Commander from

determining that the aircraft is in a fit condition for safe operation with
specified unserviceabilities allowed by the MEL.
The provisions of this MEL are only applicable until the aircraft
commences the flight. Any decision to continue the flight after its
commencement must be made at the Commander’s discretion.
11.1.2 Contents of MEL
All items which are related to the airworthiness of the aircraft and not
included on the list are automatically required to be operative.
11.1.3 Criteria For Dispatch
The Commander may, at all times, exercise his discretion, and opt to
have an inoperative item corrected before flight, even if that inoperative
item is allowable under the MEL.
When two separate items are unserviceable, and each individual

unserviceability is allowable, the MEL does not consider whether
any dependency between these items would result in the multiple
unserviceabilities causing a degradation in safety. In this case, the
Commander must use his judgement.
11.1.4 Maintenance Action
Maintenance will correct all defects as soon as practicable.
Whenever an aircraft is released by Maintenance for dispatch with

items inoperative, the following are required:
• The technical log book aboard the aircraft must contain a detailed
description of the inoperative item(s), special advice to the flight
crew, if necessary, and information about action taken.

• When they are accessible to the crew in flight, the control(s), and/or
indicator(s) related to inoperative unit(s) or component(s) must be
clearly placarded and/or physically rendered inoperative.
11.1.5 Definitions
For the purpose of this MEL the following definitions shall apply:
• “Commencement of flight:” the point when an aircraft begins to

move under its own power for the purpose of preparing for take-off.
• “Icing Condition:” the atmospheric environment is such that ice can
form on the aircraft or in the engine(s).
• “Inoperative:” the equipment does not accomplish its intended
purpose or is not consistently functioning within its design operating
limits or tolerances.
• The letter “V” in the Number Installed column indicates a variable
quantity.
11.1.6 Ferry Flights
Ferry flights are flights for the purpose of returning the aircraft to a place
where it can be repaired. These flights may be dispatched with less
than the equipment specified in this MEL, provided all the equipment
expected to be utilised in flight is operable and any relevant Sections of
the Flight Manual are applied.

11.2 MEL ITEMS
Item Number Installed

Number Required
Remarks
001 Air Conditioning
Heater 1 0 May be inoperative provided:
• no flight in known or forecast icing
condition.
• no fuel leak or electrical fault.
002 Auto Flight
Autopilot 1 0 May be inoperative provided autopilot
disabled by an engineer. Minimum RVR
for approaches increased to 800 m.
If either autopilot disconnect button is
unserviceable, autopilot is considered
inoperative.
003 Communications
VHF Radios 2 1 Two required for flight in controlled
airspace.
Cockpit Speaker and 1 0 May be inoperative provided 2 operative
Audio Amplifier headsets available to the flight crew.
Hand held microphone 1 1 Must be available.
004 Equipment / Furnishings
Front seat shoulder 2 1 P2 may be inoperative provided seat is
harness unoccupied.
Passenger seats 5 0 If inoperative, must not block access to
aft cabin door and must be placarded
"DO NOT OCCUPY". A seat must be
considered inoperative if the lap or
shoulder strap is inoperative, or if it can
not be secured in the upright position.
Life jackets V 0 A lifejacket must be available for each
person on board if the aeroplane is
flown over water more than gliding
distance from land suitable for an
emergency landing.
Emergency Locator 1 1 May be inoperative for non training
Transmitter (ELT) flight.


Number Required
Remarks
005 Flight Controls
Electric Elevator Trim 1 1 May be inoperative provided electric
pitch trim and autopilot disabled by an
engineer.
Trim Position Indicators 2 0 May be inoperative provided:
(Rudder and Stabilator) i. Tab is visually checked for full
range of operation.
ii. Tab operation is not affected, and:
iii. Tab is positioned to neutral before
each take-off and position is verified
by visual inspection.
006 Ice and Rain Protection
Pitot Heater 1 0 May be inoperative provided flight is not
conducted in Instrument Meteorological
Conditions and / or known or forecast
icing conditions.
Surface De-icing (Wing, 1 of 0 May be inoperative provided flight is not
Vertical and Horizontal each conducted in known or forecast icing
Stabiliser), Heated conditions.
Windshield Panel,
Propeller De-icing
Stall Warning Heaters 2 0 May be inoperative provided flight is not
conducted in known or forecast icing
conditions.
007 Indicating / Recording Systems
Electric Digital Clock 1 0 May be inoperative provided a
serviceable and corrected timepiece is
carried.
Flight Hour Recorder 1 0 May be inoperative provided flight time
is manually recorded


Number Required
Remarks
008 Landing Gear
Parking Brake 1 0 May be inoperative provided the
aeroplane is chocked when parked.
009 Lights
Navigation Lights 3 0 May be inoperative provided flight is
not conducted at night, or in known or
forecast icing conditions.
Cockpit and Instrument V 0 Individual lights may be inoperative
Lighting provided remaining lights are:
i. Sufficient to clearly illuminate all
required instruments, controls
and other devices for which it is
provided, and:
ii. Lighting configuration is acceptable
to the flight crew.
Landings lights 4 0 May be inoperative. However, for flight
at night or in known or forecast icing
conditions, at least one light must be
serviceable.
Wing Ice Detection Light 1 0 May be inoperative, providing flight
not conducted at night, or in known or
forecast icing conditions.
Wing Strobe Lights 2 0 May be inoperative, providing flight not
conducted at night, and pilot has given
consideration to expected visibility.
Red Anti-Collision Light 1 0 May be inoperative, providing flight not
conducted at night.
Cabin Lights V 0 May be inoperative provided lighting
configuration is acceptable to the flight
crew.


Number Required
Remarks
010 Navigation
Left Primary Flight Display 1 1 May be inoperative for non revenue
(PFD 1) flying.
Right Primary Flight 1 1 May be inoperative for non revenue
Display (PFD 2) flying.
Multifunction Display 1 0 May be inoperative for VFR flight only,
(MFD) provided PFD 1 is operative.
Standby Instrument 1 0 May be inoperative for VFR flight only,
– Attitude, Airspeed, provided, in the case of Airspeed,
Altitude, Heading Altitude or Heading, PFD 1 is operative.
G1000 Attitude Heading 1 0 May be inoperative for VFR flight only.
Reference System
(AHRS)
G1000 Air Data Computer 1 0 May be inoperative for VFR flight only.
(ADC)
Flight Director 1 0
Traffic Alerting System 1 0
ATC Transponder 1 0 May be inoperative for all flight below
FL100 outside of controlled airspace.
May be inoperative for VFR flight below
FL100 within class D and E airspace.
VOR 2 0 May be inoperative provided one is
operative for IFR flight within controlled
airspace.
DME 1 0 May be inoperative provided flight is
not conducted IFR within controlled
airspace.
ADF 1 0 May be inoperative provided it is not
required for the planned flight profile.
ILS 2 0 May be inoperative provided approach
does not require its use.
GPS 2 0 May be inoperative provided one is
operative for IFR flight in controlled
airspace.


Number Required
Remarks
Marker Beacon 1 0 May be inoperative provided approach
does not require its use.
Navigation Database 1 0 May be out of date, provided:
i. Current aeronautical charts are
used to verify navigation fixes prior
to dispatch and are carried in the
aircraft.
ii. Navigation fixes are confirmed by
use of ground based navigation
aids during flight.
iii. No GNSS approaches are flown.
iv. No flight in airspace notified as
requiring RNAV-5.
SBAS Receivers 2 0 One required for any of the following:
LPV, LNAV, LP or LNAV + V
approaches.
011 Vacuum / Pressure
Vacuum / Pressure 1 0 May be inoperative, provided
Pumps Maintenance confirm no unsafe
condition exists that could affect
engine operations. Flight in known or
forecast icing conditions not allowed if
inoperative.
012 Propellers
Propeller Synchrophaser 1 0
013 Fuel
Fuel Quantity Indicators 2 1 One may be inoperative, provided
the fuel level in both tanks has been
checked by some other means.

caeoaa.com

Seneca SOPs

Uploaded by

Copyright:

Available Formats

Seneca SOPs

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Seneca SOPs

Uploaded by

Copyright:

Available Formats

PA34-220T

Published by CAE Aviation Academy

Published by CAE Aviation Academy

PART 0 - CONTROL PAGES 3

0.1 Table of Contents 5

PART 1 - GENERAL INFORMATION 13

PART 2 - LIMITATIONS, SPEEDS, POWER SETTINGS 19

PART 3 - BASIC PROCEDURES 27

PART 4 - SUPPLEMENTARY PROCEDURES 83

4.1 Multi Pilot Procedures 85

PART 5 - PROCEDURES & TECHNIQUES 105

5.1 Introduction 107

Published by CAE Aviation Academy

5.6 Asymmetric Operations 132

PART 6 - EMERGENCY AND ABNORMAL PROCEDURES 137

6.1 General Guidance 139

PART 7 - PRE-FLIGHT PLANNING 151

7.1 General 153

PART 8 - PERFORMANCE 163

8.1 General 165

PART 9 - MASS & BALANCE 191

9.1 General 193

PART 10 - AIRCRAFT SYSTEMS 199

10.1 Aeroplane Structure 201

Published by CAE Aviation Academy

10.7 Equipment and Furnishings 213

PART 11 - MINIMUM EQUIPMENT LIST (MEL) 251

11.1 General 253

Published by CAE Aviation Academy

Issue Detail Date

Published by CAE Aviation Academy

LIST OF EFFECTIVE PAGES

Published by CAE Aviation Academy

Page Revision Page Revision Page Revision

Published by CAE Aviation Academy

The CAE PA34-220T Standard Operating Procedures (SOPs) are issued

CAE STS LIMITED

Enquiries regarding the content of these SOPs should be addressed directly

Published by CAE Aviation Academy

AUTHORISATION AND DISTRIBUTION

Name: Iain Keylock Title: Head of Training UK & EASA ATO

Name: Jonathan Ficheroulle Title: Chief Flight Instructor UK ATO

Name: Seppe Ramaekers Title: Chief Flight Instructor EASA ATO

Published by CAE Aviation Academy

Published by CAE Aviation Academy

Published by CAE Aviation Academy

This publication should be read in conjunction with the CAE Operations

The purposes of this Standard Operating Procedure are:

• To provide standardised operational procedures.

• To provide information regarding performance and limitations.

• To provide rapid access to reference procedures.

• To provide reference material for self-teaching.

• To provide basic technical information on aircraft systems.

This Standard Operating Procedure incorporates information held in:

• CAE Operations Manual.

• Piper Seneca V Information Manual Report VB-2230

Responsibility for the development and maintenance of this SOP rests

Published by CAE Aviation Academy

1.2 QUICK REFERENCE HANDBOOK