{"id":4253,"date":"2020-09-02T12:00:38","date_gmt":"2020-09-02T17:00:38","guid":{"rendered":"http:\/\/flymall.org\/blog\/?p=4253"},"modified":"2020-09-02T12:00:38","modified_gmt":"2020-09-02T17:00:38","slug":"piper-seminole-maneuvers-2","status":"publish","type":"post","link":"https:\/\/flymall.org\/blog\/2020\/09\/piper-seminole-maneuvers-2\/","title":{"rendered":"Piper Seminole Maneuvers"},"content":{"rendered":"

Taxiing Differences<\/strong><\/em>
\n1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short.
\n2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left\/right. Centerline!
\n3) Differential power can be used for tight turns. Left throttle to turn right, right throttle to turn left.
\n4) All turns, especially when vacating the runway must be taken SLOWLY. Side loads are especially bad for retractable landing gear. Sideloads combined with the weight of the engines on the wings can lead to loss of directional control.
\n5) Always verify clear left\/right when pulling out and crossing intersections<\/p>\n

Takeoff<\/strong><\/em>
\n1) Line up on centerline, hold brakes, apply power to 2000 RPM
\n2) Check engine gauges and heading indicator
\n3) Release brakes and apply full power
\n4) Call “airspeed alive” and rotate at 75 KIAS
\n5) Pitch for 88 KIAS
\n6) “Positive rate, Gear up”
\n7) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
\n8) Continue climb at 105 KIAS and complete climb checklist<\/p>\n

Short-field takeoff (flaps 25)<\/strong><\/em>
\n1) Line up on centerline, hold brakes, apply power to 2000 RPM
\n2) Check engine gauges and heading indicator
\n3) Apply full power, release brakes
\n4) Call “airspeed alive” and rotate at 63 KIAS
\n5) Pitch for 67 KIAS
\n6) “Positive rate, gear up”
\n7) Upon clearing the obstacle (300′ AGL), accelerate to 75 KIAS (safe speed) and retract the flaps
\n8) Pitch for 88 KIAS
\n9) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
\n10) Continue climb at 105 KIAS and complete climb checklist<\/p>\n

Short-field takeoff (flaps 0)<\/em><\/strong>
\n1) Line up on centerline, hold brakes, apply power to 2000 RPM
\n2) Check engine gauges and heading indicator
\n3) Apply full power, release brakes
\n4) Call “airspeed alive” and rotate at 70 KIAS
\n5) Pitch for 75 KIAS
\n6) “Positive rate, gear up”
\n7) Upon clearing the obstacle (300′ AGL), accelerate to 88 KIAS
\n8) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
\n9) Continue climb at 105 KIAS and complete climb checklist<\/p>\n

Level-off from a climb<\/strong><\/em>
\n1) Slowly lower the pitch to level flight (begin doing this approximately 100′ before desired altitude)
\n2) Accelerate to cruise speed
\n3) Reduce manifold pressure FIRST (16″-24″), THEN reduce RPM (2200-2400). 22″ and 2300 RPM works well.
\n4) Trim
\n5) Cruise checklist<\/p>\n

Transition from cruise to cruise climb<\/em><\/strong>
\n1) Raise pitch (5-10 degrees)
\n2) Increase RPM to 2500 FIRST, THEN manifold to 25″
\n3) Trim
\n4) Maintain 25″ manifold pressure (MP decreases 1 inch\/1000 feet)
\n5) Consider cowl flaps and mixture<\/p>\n

Transition from cruise to cruise descent<\/em><\/strong>
\n1) Reduce manifold pressure by 1 inch for each 1000 feet you plan to descend
\n2) Pitch down (approximately 5 degrees)
\n3) Trim
\n4) Consider cowl flaps and mixture<\/p>\n

Level off from cruise descent to cruise<\/strong><\/em>
\n1) Raise pitch to level flight
\n2) Adjust manifold pressure
\n3) Trim
\n4) Cruise check
\n5) Consider cowl flaps and mixture<\/p>\n

Acceleration in level flight<\/strong><\/em>
\n1) Increase\/check RPM first, then increase manifold pressure
\n2) Apply forward pressure
\n3) Trim
\n4) Consider cowl flaps and mixture<\/p>\n

Deceleration in level flight or descent<\/em><\/strong>
\n1) Reduce manifold pressure first, then reduce\/increase RPM. Before landing, we reduce manifold pressure before bringing the propellers forward to high RPM to avoid RPM overspeed.
\n2) Adjust pitch
\n3) Trim
\n4) Consider cowl flaps and mixture<\/p>\n

Slow Flight in the landing configuration (dirty)<\/em><\/strong>
\n1) Clearing turns
\n2) Cowl flaps, T, gauges\/gauges, gear down, mixture
\n3) Manifold pressure-no less than 15″
\n4) Flaps-Extend below 111 KIAS (recommend full flaps before reaching 90 KIAS)
\n5) Props-full forward\/high RPM below 100 KIAS
\n6) Adjust power to maintain airspeed and altitude
\n7) Trim for 75 KIAS (See ACS definition of slow flight)
\nRecovery<\/strong><\/em>
\n8) Increase manifold pressure to 25″, then props back to 2500 RPM
\n9) Lower the pitch
\n10) Flaps, gear (below 107), flaps, flaps
\n11) Cruise checklist<\/p>\n

Slow Flight in the takeoff configuration (clean)<\/em><\/strong>
\n1) Clearing turns
\n2) Cowl flaps, T, gauges\/gauges, mixture
\n3) Manifold pressure-approximately 15″
\n4) Props-full forward\/high RPM below 100 KIAS
\n5) Adjust power to maintain speed and altitude
\n6) Trim for 80 KIAS (See ACS definition of slow flight)
\nRecovery<\/strong><\/em>
\n7) Increase manifold pressure to 25″, then props back to 2500 RPM
\n8) Lower the pitch
\n9) Cruise checklist<\/p>\n

Power-off stall (landing configuration\/dirty)<\/strong><\/em><\/p>\n

1) Steps 1-5 of slow flight dirty (maintain altitude)
\n2) Upon reaching 88 KIAS (blue line\/final speed), enter a descent for 3-5 seconds
\n3) Power to idle
\n4) Smoothly pivot in place in an attempt to ‘stretch the glide’
\n5) Hold pitch approximately 10 degrees above the horizon (eyes outside)
\n6) Recover at the first indication of a stall (see ACS)
\nRecovery<\/strong><\/em>
\n7) Reduce AoA by lowering the nose slightly below the horizon
\n8) Apply full power (minimizes the altitude loss)
\n9) Flaps 40 \uf0e0 25
\n10) Gear up
\n11) Establish a climb pitch attitude when speed permits
\n12) Positive rate of climb, Flaps 25 \uf0e010 then 10 \uf0e0 0
\n13) Level off and cruise checklist at entry altitude<\/p>\n

Power-on stall (takeoff configuration\/clean)<\/strong><\/em>
\n1) Steps 1-5 of slow flight clean (maintain altitude)
\n2) Upon reaching 80 KIAS, simultaneously raise the pitch and apply 20″ of manifold pressure
\n3) Continue to smoothly and steadily increase the pitch
\n4) Recover at the first indication of a stall (see ACS)
\nRecovery<\/strong><\/em>
\n5) Reduce AoA by lowering the nose all the way to the horizon
\n6) Apply full power (minimizes altitude loss)
\n7) Level off and cruise checklist at entry altitude<\/p>\n

Accelerated stall<\/strong><\/em>
\n1) Steps 1-4 of slow flight clean (maintain altitude)
\n2) Nose up trim
\n3) Verify left is clear
\n4) Between 90-100 KIAS, idle both throttles and roll into a 45-degree bank to the left
\n5) Try to maintain altitude by increasing back pressure (use nose up trim)
\n6) Recover at the first indication of a stall (see ACS)
\nRecovery<\/strong><\/em>
\n7) Release back pressure
\n8) Roll wings level using coordinated aileron and rudder
\n9) Apply full power when wings are level (must wait until wings level, reduces risk of a spin)
\n10) Level off and cruise checklist at entry altitude
\n11) Repeat steps 1-10 to the right<\/p>\n

Steep turns<\/strong><\/em>
\n1) Clearing turns
\n2) Cowl flaps, T, gauges\/gauges, mixture
\n3) Adjust power so that airplane is below maneuvering speed (20″, 2300 RPM)
\n4) Select a heading and\/or landmark
\n5) Verify clear left
\n6) Smoothly roll into a 50-55-degree left turn using coordinated aileron and rudder; trim as needed
\n7) Smoothly roll out from the left turn into a 50-55-degree turn to the right (begin doing this approximately 25 degrees of heading before entry heading.)
\n8) At the completion of the 360-degree right turn, level off and complete the cruise checklist<\/p>\n

Emergency descent<\/em><\/strong>
\n1) Clearing turns
\n2) Power idle, propellers full forward, mixture rich
\n3) Gear down below 140 KIAS
\n4) Cowl flaps closed, T
\n5) Pitch down for 130 KIAS
\n6) Make left\/right clearing turns or spiral left
\nRecovery\/Cleanup<\/strong><\/em>
\n7) Level the wings and begin leveling off 200-300 feet before desired altitude
\n8) Hold altitude with pitch until speed drops below 107 KIAS
\n9) Retract landing gear below 107 KIAS
\n10) Immediately apply 25″ manifold pressure
\n11) Accelerate to cruise speed
\n12) Cruise checklist<\/p>\n

VMC Demo<\/strong><\/em>
\n1) Steps 1-4 of slow flight clean (maintain altitude)
\n2) Left cowl flap closed; right cowl flap open
\n3) Declare a heading\/visual reference to maintain
\n4) Before reaching 90 KIAS, bring the left throttle to idle and the right throttle to full
\n5) Slowly pitch up to decrease speed by 1 KIAS per second
\n6) Increase rudder and aileron to maintain heading
\n7) Recover upon losing directional control or at the first indication of a stall
\nRecovery<\/strong><\/em>
\n8) Idle the throttle on the working engine. Remember to release rudder pressure as you do this.
\n9) Lower the nose below the horizon
\n10) SLOWLY bring the power back up on the right engine
\n11) Regain single engine straight and level flight
\n12) Resume normal flight with both engines
\n13) Level off and cruise checklist at entry altitude<\/p>\n

Engine failure during the takeoff roll<\/em><\/strong>
\n1) Both throttles: Idle
\n2) Regain directional control: Parallel the centerline
\n3) Return to centerline
\n4) Apply braking
\n5) Notify the Tower or CTAF of aborted takeoff<\/p>\n

Engine failure (left) below 1000 feet AGL<\/em><\/strong>
\n1) Maintain directional control and blue line
\n2) Mixtures full, props full, throttles full
\n3) Flaps up, gear up
\n4) Slap left leg and touch left throttle while announcing “left leg dead, left engine dead”
\n5) Verify left engine is dead by bringing the throttle back. If the airplane yaws, the left engine is not dead. You may have had a partial power failure, or you may have misidentified the dead engine.
\n6) Announce “left foot dead, left prop feather” and “left foot dead, left mixture idle-cutoff”
\n7) Close the cowl flap on the dead engine
\n8) Complete the feather checklist when time and altitude permit
\n9) Continue flying straight until reaching 1000′ AGL before attempting a turn back to the runway.
\n10) Declare an emergency with ATC and begin preparations for a single engine landing<\/p>\n

Transitioning back to normal flight from simulated single engine flight (bottom to top)<\/strong><\/em>
\n1) Cowl flaps as required
\n2) Carb heat off
\n3) Propellers 2500 RPM
\n4) Slowly bring manifold pressure to 25″ while releasing rudder pressure
\n5) Accelerate to cruise speed
\n6) Throttles-desired manifold pressure for cruise
\n7) Props-desired RPM for cruise
\n8) Trim
\n9) Cruise checklist<\/p>\n

Landing gear fails to extend<\/strong><\/em>
\n1) Recycle the gear selector handle (move it up, then back down)
\n2) Troubleshoot: Master switch on, Nav-lights switch off, indicator bulbs in, circuit breakers in
\n3) Leave the pattern: Find a safe and quiet area\/altitude to continue troubleshooting. Notify ATC. Make sure to maintain situational awareness while troubleshooting (Eastern Airlines Flight 401)
\n4) Emergency Gear Extension: Reduce speed below 100 KIAS. Place gear selector in the down position. Pull the emergency gear extension knob. Leave this knob out\u2026only maintenance can push it back in. Verify 3 green, no red.<\/p>\n

One or more wheels not indicating down and locked<\/strong><\/em>
\n5) Yaw: If left gear does not lock in place, yaw left. If right gear does not lock, yaw right. If nose gear does not lock, use pitch. Ensure airspeed is at or below 100 KIAS.
\n6) Bulbs: Check that the green indicator bulbs are pushed all the way in. If one is unlit, swap it with a working one. If a green bulb is blown, the red light will most likely be unlit.
\n7) Test the gear horn: Bring throttles to idle and extend flaps past 25 degrees. If gear horn does not sound, landing gear is most likely down and locked.<\/p>\n

Landing without positive confirmation of all 3 gear down and locked<\/em><\/strong>
\n8) Declare an emergency: Clearly explain your situation to ATC. Tell ATC what you need (long\/wide runway, emergency services). Be prepared to provide information regarding fuel and souls onboard.
\n9) Make a low approach: Do a flyby of the tower or a low pass so that your gear can be inspected. ATC can tell you that your gear appears to be down, not if your gear is truly down and locked.
\n10) Notify ATC of your intensions to land: Let ATC know of your intentions to land (when you are ready). Inform them that you will be evacuating on the runway regardless of the outcome.
\n11) Land: Touch down smoothly on the positively locked main gear using a slip. If the nose gear is not locked, hold it off as long as possible. Avoid making turns (side loads) and avoid braking if able. Secure engines on landing rollout. Master switch off. Evacuate on the runway. Do not taxi. Do not try to ‘save’ the engines by shutting down on final as you may need to go around.<\/p>\n

Engine failure troubleshoot flow<\/em><\/strong>
\n1) Fuel selector: On
\n2) Primer: Locked
\n3) Carburetor heat: On
\n4) Mixture: Set
\n5) Magnetos: On
\n6) Fuel pump: On<\/p>\n

Engine feather\/shutdown<\/strong><\/em>
\nVerbally identify left\/right for each component on the checklist that could shut down the engine. This is to avoid inadvertently shutting down your only working engine.
\n“Left engine dead, left prop feather”
\n“Left engine dead, left mixture idle-cutoff”
\n“Left engine dead, left engine magnetos off” (turn off one at a time)
\n“Left engine dead, left fuel selector off”<\/p>\n

T-Strobes, landing light, fuel pumps
\nGauges\/Gauges-Check left and right engine gauges<\/p>\n","protected":false},"excerpt":{"rendered":"

Taxiing Differences 1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short. 2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left\/right. Centerline! 3) Differential power can be used for tight turns. Left throttle to turn right, […]<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"spay_email":""},"categories":[1],"tags":[],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"jetpack_shortlink":"https:\/\/wp.me\/p95FsX-16B","jetpack-related-posts":[{"id":3329,"url":"https:\/\/flymall.org\/blog\/2019\/06\/piper-seminole-maneuvers\/","url_meta":{"origin":4253,"position":0},"title":"Piper Seminole Maneuvers","date":"June 24, 2019","format":false,"excerpt":"Piper Seminole Maneuvers Taxiing Differences 1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short. 2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left\/right. Centerline! 3) Differential power can be used\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1094,"url":"https:\/\/flymall.org\/blog\/2014\/12\/n100eq-accident\/","url_meta":{"origin":4253,"position":1},"title":"Plane Crash – N100EQ Accident","date":"December 8, 2014","format":false,"excerpt":"Posted December 8, 2014 This is the second time this pilot has crashed at KGAI.\u00a0 The first time was 06\/17\/2010.\u00a0 N700ZR report from the NTSB Probable Cause page: The pilot of the single-engine turboprop was on an instrument flight rules (IFR) flight and cancelled his IFR flight plan after being\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1229,"url":"https:\/\/flymall.org\/blog\/2015\/11\/cfi-checkride-nov-2015-kgai\/","url_meta":{"origin":4253,"position":2},"title":"CFI Checkride Nov 2015 KGAI","date":"November 7, 2015","format":false,"excerpt":"Nov 2015 CFI Checkride at KGAI Oral portion: He started the oral by asking me what endorsements do I need to have in my logbook for the checkride? 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