PA34/200 (Seneca I) Limitations & Systems

THE FOLLOWING INFORMATION IS PROVIDED FOR TRAINING PURPOSES ONLY -

THE OFFICIAL PILOT OPERATING HANDBOOK IS THE FINAL AUTHORITY FOR ALL
SENECA I SYSTEMS INFORMATION AND LIMITATIONS.

To print the following training document select Control P, then Print!

DIMENSIONS & GENERAL INFORMATION:

Wing Span 38.88’
Wing area 208.7 ft2
Length 28.5’
Height 9.9’
Wing Loading 20.1 lbs/ft2
Max GW / Wing area= Wing Loading
Power Loading 10.5 lbs/ HP
Max GW/ HP both engines = Power loading
Tire Size: Nose 6ply 600x6 - Mains 8ply 600x6
Tire Pressure Nose 31PSI Mains 53PSI
Dihedral 7 degrees
Positive Load Factor 3.8 G’s
Fuselage Conventional Semi Monocoque structure
Wing Flaps Slotted/ mechanically operated
Fuel Tanks 2 interconnected tanks form integral part of each wing
Rudder Has Trim Tab
Stabilator Incorporates an anti servo tab, improving longitudinal stability

ENGINES:
Left engine Lycoming IO-360-C1E6 fuel injected
Right engine Lycoming LIO-360-C1E6 fuel injected

OIL CAPACITY: 2 qts min/ 8 qts max

OIL TEMPERATURE:
Green Arc: 75-245 deg. F
Red Line: 245 deg. F

CYLINDER HEAD TEMPERATURE:

Green Arc 200-475 deg. F
Red Line 475 deg. F
OIL PRESSURE:
Green Arc 60PSI – 90PSI
Yellow Arc 25PSI – 60PSI
Red Line 25PSI if installed
Or
Red Line 90PSI

TACHOMETER:
Green Arc 500 RPM - 2700 RPM
Red Line 2700RPM

FUEL PRESSURE:
Green Arc 14PSI to 35 PSI
Red Line 14PSI and 35 PSI

FUEL FLOW:
Red Line 19.2 GPH

OIL COOLER: Oil cooler winterization plate has to be removed when ambient temp. exceeds
50 deg. F

COWL FLAPS: Cowl flaps provided to allow manual control of engine temperatures. They
should be open for ground operations and in climb. Never allow the cylinder head temp. to
exceed 475 degrees and oil temp. to exceed 245 degrees F.

ENGINE LIMITS:
For all operations 2700 RPM, 200 H.P.

PROPELLERS:
High pitch as feathered 79-81 degrees
Low Pitch 13.5 degrees
Diameter between 74-76 inches no more or less

RATE OF CLIMB:
Rate of Climb, SL 1360’/min
Rate of Climb, SL, SE 190’/min

CEILING:
Service Ceiling 17,900’
Service Ceiling, SE 3650’
Absolute Ceiling 19,400’
Absolute Ceiling, SE 5000’

WEIGHTS:
Gross weight, max take off - 4200lbs
Gross weight max landing - 4000lbs
Max baggage Capacity 100lbs forward compartment/ 100lbs rear compartment

AIRSPEEDS & INDICATOR MARKINGS:

White Arc (Flaps Extended Range) 69-125MPH
Green Arc (Normal Range) 76-190 MPH
Red Radial (Never exceed) 217 MPH
Blue Radial (best ROC s.e.) 105 MPH
Yellow Arc (Caution range) 190-217 MPH
Red Radial (Min. Control A/S) 80 MPH

X-WIND COMPONENT:
15MPH

VA (MANUEVERING SPEED):
2743 LBS. GW 133 MPH
4200 LBS. GW 146 MPH

GEAR OPERATION:
Gear down 150 MPH
Gear up 125 MPH
Gear extend 150 MPH

MANUAL GEAR EXTENSION:

Reduce A/S to 100 MPH

STORM WINDOW:
Do not open above 150 MPH

LOAD FACTOR:
Positive Load Factor 3.8 G

C.G. RANGE:
FWD AFT
2780 80.7 94.6
3400 82.0 94.6
4200 87.9 94.6

MAXIMUM WEIGHT:
Max Take off weight 4200lbs
Max landing Weight 4000 lbs
Note: All weight in excess of 4000 lbs. Must consist of fuel!!!!

FUEL:
100/130 Aviation Gasoline (min.)
Unusable fuel 2.5 gallons in each wing - Total Unusable 5gal
Usable fuel 46.5 gallons in each wing – Total usable, 93 gal

REAR CABIN AND CARGO DOOR REMOVED:

Maximum speed not to exceed 150 MPH
Aircraft Data Sheet
Make and Model PA-34-200
Engine types 4 cylinder horizontally opposed fuel injected Locoing IO-360
200 H.P. at 2700 RPM
Oil Capacity 8 quarts each
engine, 2 quarts minimum each side
Fuel Capacity 98 gallons total, 93 gallons useable

SPEEDS MPH:
Va 146 @ 4200 lbs 133 @ 2743 lbs
Vno 190
Vne 217
Vfe 125
Vle 150
Vlo 125 (retraction)
Vx 90
Vy 105
Vyse 105
Vmc 80
Vs 76
Vso 69
Single Engine Service Ceiling MGW 5,000 ft.
Service Ceiling MGW 19,400 ft.
Max Gross T/O Weight 4200 lbs
Max Landing Weight 4000 lbs
Flap Speeds: 1st notch below 160 MPH
2nd notch below 140 MPH
3rd notch below 125 MPH
Maximum Crosswind Component for Landing is 15 MPH

PA-34-200 SYSTEMS

AIRFRAME:
Steel gear and engine mounts
Fiberglass nose and wingtips
Aircraft aluminum alloy for structural components of airframe
Slotted flaps, mechanically operated

ENGINES
The aircraft is powered by two four cylinder, lycoming fuel injected engines. Each engine is
rated at 200 HP at 2700 RPM. They are air cooled, direct driven and horizontally opposed.
Asymmetric thrust is eliminated by counter-rotation of the engines.

Exhaust: The exhaust system is a crossover type with exhaust gases directed outboard of the
nacelle
into muffler heater to minimize noise and provide heated air for the cabin.

Cowl Flaps: Manually operated by control levers. The control levers have three positions open,
intermediate and close.

Fuel Injection: Bendix RSA-% which measures engine air consumption and uses the air flow to
control
fuel flow to the engine.

Induction Air: Picked up by air scoops on the outboard side of the lower cow. The air is directed
through
a filter and then to the servo regulator.

Alternate Air: Used in case the air filter becomes blocked. The induction system incorporates a
method of providing heated alternate air which does not pass through the filter. Since the
alternate air is heated by the crossover exhaust tube it gives extra protection against icing in the
system.

ELECTRICAL SYSTEM
Electrical power is supplied by two 60amp alternators, one mounted on each engine. A 35 amp.
12 volt battery provides current for starting, for use when the engines aren’t running and for a
source of stored electrical power to back up the alternator output. The battery is located in the
nose baggage
compartment, and is normally charged by the alternators. Electrical power source plug located on
the
lower left side of the nose. When an external 12-14 volt power source is being plugged in or
unplugged the master switch should be in the “off” position and for starting in the “on” position.
Solid State Voltage Regulator: Voltage regulators are provided to maintain effective load sharing
while
regulating the electrical system bus voltage to 14 volts In each alternator circuit an overvoltage
relay is provided to prevent electrical damage to electrical and avionics equipment, by taking the
alternator offline if it’s output goes over 14 volts. When this occurs, a red light illuminates to
indicate that the overvoltage relay has tripped. Voltage regulator and overvoltage relays are
mounted on the forward side of the bulkhead at station 49.5.

Circuit Breakers: Provided to protect equipment and the electrical system. They may trip
automatically in case of equipment malfunctions or sudden surge of current. It can be reset by
pushing it n after a few minutes of cooling. You cannot pull out a circuit breaker manually.

Alternators: Have the advantage of being able to produce rated electrical output at low engine
rpm. The electrical system operation is monitored by two ammeters and an overvoltage warning
light. An ammeter is provided for each alternator. This acts as a load meter, showing the amount
of current being produced by the alternator. A zero reading would indicate the alternator was not
producing current and 60 reading indicates that electrical demand was taxing the alternator. In
this case all unnecessary electrical equipment should be turned off to reduce the current required.
When all electrical equipment is turned off, except the master switch, the ammeter will indicate
current
being used to charge the battery and operate instrumentation. If the sum of the two readings is
significant this is an indication that the battery has a low charge.

VACUUM SYSTEM
The heading indicator and altitude indicator are operated by air drawn from the cabin through a
filter and the instruments to the engine nacelle by a vacuum system. The instruments are
protected by vacuum regulator mounted on the right aft side of each fire wall. The regulator
maintains a vacuum of 5.0 + or - .1” of mercury at 2000rpm. Suction is indicated by a vacuum
gauge. Vacuum less than 4-5 indicates a low air flow through the gyro instruments, with possibly
inaccurate reading.

Check valve: If suction is lost from either vacuum pump or from a leak in the hose of either side
of the
valve automatically closes and vacuum is supplied by one pump. In this case, one of two red
malfunction buttons appears on the face of the vacuum gauge, indication that vacuum is not
available from that side. Each pump has sufficient capacity to operate a dual set of instruments
up to 12,500ft. Above 12,500, with a single vacuum a high rpm must be maintained to get
adequate suction for dual flight instruments. Air filters are used in the vacuum system to increase
the life of the gyros.
LANDING GEAR SYSTEM
The gear system is hydraulically operated. An electrically powered reversible pump controlled
by the gear selector switch provides hydraulic pressure. Retraction /Extension takes 6 - 8
seconds.
Gear held up by hydraulic pressure. If leak in system, gear falls and airflow and springs push and
lock
gear down. When gear is down hooks engage and are held in place by springs until released by
hydraulic pressure. Hydraulic reservoir is accessible through a panel in the nose baggage
compartment
Brake reservoir is located behind panel in nose baggage area. These are two separate reservoirs
Limit Switches: Electrical limit switches are used to stop the flow of current to the motor of the
hydraulic pump when the gear is fully up or fully down position. Three Green Lights: 3 greens
are illuminated when the landing gear is down and locked If one, two or all of the green lights do
not illuminate when the gear is in the down position any of the following conditions might exist:
1. The gear is not down and locked
2. The bulb is burned out
3. There is a malfunction in the system

Red Warning Light: The red warning light illuminates when one of the following occurs:
1. The gear is in transit
2. Gear up and MP is below 14”
3. Gear selector switch in “up” position when the airplane is on the ground

Micro Switch: A micro switch incorporated in the throttle quadrant activates a warning horn.
(red lights under the following conditions):
1. Gear up and MP reduced below 14” on either engine or both
2. Gear selector switch “up” position when the airplane is on the ground

Safety Switch: A safety switch located on the left main gear prevents the hydraulic pump from
actuating if the master switch should be turned on and the gear selector switch is placed in the
“up” position, when the airplane is on the ground. The hydraulic reservoir for landing gear
operation is an integral part of the gear hydraulic pump. Access to the pump and reservoir is
through a panel in the nose baggage compartment.

Nose Gear: Steerable through a 27 degree arc each side of center by using a combination of full
rudder pedal travel and brakes. As the gear retracts, the steering linkage disengages to reduce
rudder pedal loads in flight and the nose wheel straightens as it enters the wheel well. A gear
centering spring,
incorporated in the nose gear steering system, prevents shimmy tendencies. This system also
incorporates a bungee assembly to reduce ground steering effect and to dampen shocks and
bumps
during taxi.
Emergency Gear Extension –relieves hydraulic pressure to let the gear extend in case the
hydraulic
pump fails or electrical failure occurs.

FUEL SYSTEM
Two 24.5 gallon interconnected aluminum tanks in each wing
Both tanks are filled through one filler on each wing.
98 gallons total 93 gallons useable
100LL fuel

An engine driven pump is the primary fuel supplier for each engine

Electric fuel pump is provided as back up and should be used for T/O and landing.

Each engine operates with an independent fuel system

Each system is connected by cross feed lines for emergency single engine cruise.

8 fuel sumps; one for each fuel tank, one for each xfeed, and one for each gascolator.

Fuel tanks are vented by vents in the fuel caps, and interconnected between both tanks and an
overflow line from the top of each filler neck.

Fuel quantity sender units, one maintained on each fuel tank, transmit electrically the total
quantity of fuel in each pair of tanks.

Fuel gascolator: (fuel filter), located between the fuel selector valve and the electric fuel pump
on each
side.

Quick drains are provided for the gascolator, fuel tanks and cross feed.

Vents: fuel ventilation provided by vents in each fuel cap, a vent interconnected between the
tanks in
each wing, and an overflow line from the top of each filler neck.
CROSSFEED PROCEDURE
Cruise:
When using fuel form tank on side of INOP engine:
Operating engine fuel selector Xfeed
Fuel selector of inop engine Off
Electric fuel pumps Off
Use in level flight only.
Prior to landing place Fuel selector of Operating engine in on position.
Fuel selector of Inoperative engine OFF.

PROPELLERS
Counter rotating constant speed full feathering Hartzell props operated by oil and nitrogen
pressure.

Oil pressure sends prop to high RPM or unfeather position.

Nitrogen pressure sends propeller to low RPM or feathered position.

A governor mounted on each engine, supplies oil through the prop shaft at various pressures to
maintain constant RPM settings.

Feathering Lock: Operated by centrifugal force, prevents feathering during engine shutdown any
time the engine speed is less than 800rpm. Prop feathering takes approx. six seconds.

FLIGHT CONTROLS:
Dual controls are provided with cable system used between the control and the surfaces. The
ailerons are provided with a differential action and are lightly interconnected by springs within
the rudder. This
arrangement tends to eliminate adverse yaw or turning and reduce the amount of coordination
required in normal turns. The flaps are manually extended, aerodynamically balanced for light
operating forces and spring loaded to return to the retracted position. A past counter lock
incorporated in the actuating linkageholds the flap when it is in the retracted position so that it
may be used as a step on the right side. The flaps have three extended positions: 10, 25 and 40
degrees.

PITOT STATIC SYSTEM

Pitot pressure sensed by aluminum mast mounted under the left wing. Static pressure sensed by
two
static pressure units, located one on each side of the rear part of the fuselage. The pitot mast is
equipped with heating elements to eliminate problems from ice or heavy rain.

An alternate static source control valve is located below the instrument panel, to the right of the
power
quadrant. When the valve is set to the alternate position, the altimeter, vsi and a/s indicator will
be using cabin pressure for static pressure. These instruments may then give different readings,
depending on thesituation within the cabin.Static system can be drained by turning on the
alternate static system. The selector valve is located at the low point of the system. Another drain
is provided in the lower left front side panel to drain moisture from the pressure line running
between the pitot mast and the instrument panel.

BRAKES
The brakes incorporate a single disc double puck brake assembly on each main gear strut. A
brake
system hydraulic reservoir is located behind a panel at the rear top of the nose baggage
compartment.
The brake assemblies are activated by individual toe brake cylinders mounted on the rudder
pedals and handle operated brake cylinder.

STALL WARNING
An approaching stall is indicated by a stall warning light and horn activated by two lift detectors
installed on the leading edge of the left wing. The inboard detector triggers the warning sound
when the flaps arein the 25-40 degree position and the outboard detector triggers the warning
sound when the flaps are in the 0-10 degree position. The stall warning horn has a different
sound from that of the landing gear warning horn.

HEATING, VENTILATING and DEFROSTING SYSTEM

Cabin and defrost heating is provided by a heat exchanger mounted on the exhaust manifold of
each
engine. Air is taken in through a scoop on the outboard side of each cowling and is then directed
through the heater muffler, where it is heated by the exhaust manifold. A heat and defrost valve
located on the forward side of the firewall sends some of the air directly to the windshield outlets
when defrost is selected and send the rest of the air to the temperature fresh air control box,
which regulates the
temperature of the air to be introduced into the cabin interior. Fresh air for the cabin is taken in
through inlets located in the leading edge of each wing. The fresh air is forced into the
temperature fresh air box where it is mixed with heated air from the heat exchanger (as selected)
and then into the cabin interior.
The defroster is equipped with a blower for use during ground operation to defog the windshield.
The
blower is energized when the mechanical defroster control lever is placed in the full “on” or
“”hi” positions. The blower can be turned off in flight by moving the control lever away from the
“on” or “hi” position approx. one inch. When cabin heat and defrost controls are in the “off’
position, heated air from the heat exchanger is dumped overboard. An optional blower is
available which forces outside air through the overhead vents for ground operation by a “fan”
switch with four positions: off, low, med, and high.