MultiEngineAirplaneGuide

PA44180PiperSeminole

 Copyright2009
EmbryRiddleAeronauticalUniversity
AllRightsReserved.

WrittenbyRobertThomas
CoverpicturecourtesyofStevenPellegrino.
 ERAUMultiEngineAirplaneGuide

TABLEOFCONTENTS
IntroductiontoMultiEngineAircraft.............................................................................................................1
VSpeeds.......................................................................................................................................................................2
PerformanceandLimitations..............................................................................................................................4
EngineCeilings......................................................................................................................................................4
SingleEngineClimbPerformance................................................................................................................5
MultiEngineAerodynamics................................................................................................................................6
InducedFlow..........................................................................................................................................................6
TurningTendencies............................................................................................................................................6
EngineFailures..........................................................................................................................................................9
WhatHappensWhenanEngineFails.........................................................................................................9
CriticalEngine....................................................................................................................................................10
PFactor............................................................................................................................................................10
AcceleratedSlipstream..............................................................................................................................11
Torque..............................................................................................................................................................13
VMC................................................................................................................................................................................16
VMCForCertificationFAR23.149...........................................................................................................17
RecognizingandRecoveringFromVMC...................................................................................................18
VMCvs.StallSpeed.................................................................................................................................................18
FactorsAffectingVMC............................................................................................................................................19
Power.....................................................................................................................................................................19
DensityAltitude.................................................................................................................................................20
C.G.Location........................................................................................................................................................21
GearPosition.......................................................................................................................................................22
PropellerWindmillingvs.FeatheredPropeller...................................................................................23
FlapsDown..........................................................................................................................................................24
Weight....................................................................................................................................................................25
BankAngle...........................................................................................................................................................27
AmountofHorizontalComponentofLift..........................................................................................27
AngleofAttackontheRudderRudderEffectiveness...............................................................27
DirectionofRelativeWindSlippingvs.Coordinated................................................................28
AmountofFuselageLiftProduced.......................................................................................................28
BankAngleExamples......................................................................................................................................29

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ERAUMultiEngineAirplaneGuide

0ofBank.........................................................................................................................................................29
23BankTowardOperatingEngine.................................................................................................30
8BankTowardsOperatingEngine.....................................................................................................31
5BankTowardsInoperativeEngine..................................................................................................32
SummaryofBankAngleRelatingtoVMCSpeedandDrag...........................................................32
CriticalEngineFailure.....................................................................................................................................33
InGroundEffect..................................................................................................................................................33
ChartOfFactorsAffectingVMC..........................................................................................................................35
SeminoleSystems...................................................................................................................................................36
Dimensions...........................................................................................................................................................36
KeyNumbers.......................................................................................................................................................37
Airframe.................................................................................................................................................................37
Engine.....................................................................................................................................................................38
CowlFlaps.............................................................................................................................................................42
Propeller................................................................................................................................................................43
LandingGear........................................................................................................................................................48
WhatHappensWhentheGearisRaisedorLowered...................................................................56
Brakes.....................................................................................................................................................................60
FlightControlsAndTrim................................................................................................................................61
Flaps.........................................................................................................................................................................64
Fuel...........................................................................................................................................................................65
Electrical................................................................................................................................................................72
VacuumSystem...................................................................................................................................................76
PitotStatic.............................................................................................................................................................78
Environmental....................................................................................................................................................79
AnnunciatorPanelandWarningLights...................................................................................................84
StallWarning.......................................................................................................................................................85
EmergencyExit...................................................................................................................................................85
EmergencyLocatorTransmitter(ELT)....................................................................................................86
406MHzELT..................................................................................................................................................86
Sources........................................................................................................................................................................87
APPENDIX..................................................................................................................................................................89

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 ERAUMultiEngineAirplaneGuide

INTRODUCTIONTOMULTIENGINEAIRCRAFT

TheERAUMultiEngineAircraftGuideprovidessupplementalinformationtoassistyouin
learningthemanyfactorswhendealingwithflyingamultiengine(lighttwin)airplane.

Thetermlighttwin,althoughnotformallydefinedintheFederalAviationRegulations,is
definedasasmallmultiengineairplanewithamaximumcertificatedtakeoffweightof
6,000poundsorless.

Thebasicdifferencesbetweenoperatingmultiengineairplanesandsingleengine
airplanesarethatmultiengineairplanesare:

Generallycapableofflyingatfasterairspeedsandhigheraltitudes,
Typicallylargerinsizeandhavemorecomplexsystems,and
Moredemandingandthatpilotshaveadditionalknowledgeandunderstandingof
theconditionsassociatedwithoperatingwithoneengineinoperative.

Whilethereareafewdifferencesbetweentaxiingsingleengineandmultiengineairplanes,
themostnoticeabledifferenceistypicallytheincreaseinwingspan.Withanincreasein
wingspan,thereisanevengreaterneedforvigilancewhentaxiinginclosequarters.In
addition,themultiengineairplanemaynotbeasnimbleorresponsivetosteeringinputs
asthesmallersingleengineairplane.

Oneadvantageofamultiengineairplaneoverasingleengineairplaneisthedifferential
powercapability.Turningtheairplaneduringtaxiwiththeassistancefromdifferential
powerminimizestheneedforbrakesduringturnsandwhilemaintainingthesameturning
radius.Differentialpower,however,doesNOTneedtobeusedduringeveryturn,orasthe
primarywaytoturntheairplane.Itisalsoimportanttoremembertokeepenginepower
toaminimumandnotridethebrakes.

UnlessotherwisedirectedbytheAFM/POH,allgroundoperationsshouldbeconducted
withthecowlflapsfullyopentoensureadequateenginecooling.

Whenoperatingamultiengineairplanewithoneengineinoperative,thepenaltiesforloss
ofanenginearetwofold:performanceandcontrol.Themostobviousproblemrelatedto
airplaneperformanceisthelossofpower(50%).Thislossreducesclimbperformanceby
8090%,sometimesevenmore.Thesecondproblemaffectsaircraftcontrolcausedbythe
remainingthrust,whichisnowasymmetrical.Attentiontobothofthesefactorsiscrucial
inmaintainingsafe,oneengineinoperativeflight.

Forpilots,flyingamultiengineairplaneisanexhilaratingyetchallengingexperience.To
takefulladvantageoftheairplanescapabilities,performance,andsafety,thepilotmustbe
welltrained,knowledgeable,andproficient.

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ERAUMultiEngineAirplaneGuide

VSPEEDS

MultiEngineairplanesusethesameVspeedsassingleengineairplanes.However,
multiengineairplaneshaveadditionalVspeedsandairspeedindicatormarkingsrelating
tooneengineinoperativeflight.

Unlessotherwisenoted,VspeedsgivenintheAFM/POH/IMapplytosealevelpressure,
andstandarddayconditionsattheairplanesmaximumcertificatedtakeoffweight.
Performancespeedswillvarywithaircraftweight,configuration,andatmospheric
conditions.

VRRotationspeed.Thespeedatwhichbackpressureisappliedtorotatetheairplaneto
atakeoffattitude.

VLOFLiftoffspeed.Thespeedatwhichtheairplaneleavesthesurface.Some
manufacturersreferencetakeoffperformancedatatoVR,otherstoVLOF.

VXBestangleofclimbspeed.Thespeedatwhichtheairplanewillgainthegreatest
altitudeforagivendistanceofforwardtravel.

VXSEBestangleofclimbspeedwithoneengineinoperative.

VYBestrateofclimbspeed.Thespeedatwhichtheairplanewillgainthemostaltitude
foragivenunitoftime.

VYSEBestrateofclimbspeedwithoneengineinoperative.
Markedwithablueradiallineonmostairspeedindicators.

VSSESafe,intentionaloneengineinoperativespeed.Originallyknownassafesingle
enginespeed,itistheminimumspeedtointentionallyrenderthecriticalengine
inoperative.
Requiredby14CFRPart23,AirworthinessStandards,tobeestablishedand
publishedintheAFM/POH.

VMCMinimumcontrolspeedwiththecriticalengineinoperative.Theminimumspeedat
whichdirectionalcontrolcanbemaintainedunderaveryspecificsetofcircumstances
outlinedin14CFRPart23,AirworthinessStandards.
Markedwitharedradiallineonmostairspeedindicators.
VMConlyaddressesdirectionalcontrol.Thereisnorequirementthattheairplanebe
capableofclimbingatthisairspeed.

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 ERAUMultiEngineAirplaneGuide

Airspeedindicatormarkings
fromaPiperSeminole


VMCRedRadialLine








VYSEBlueRadialLine

IfanenginefailureoccursbelowVMCwhiletheairplaneisontheground,thetakeoffmust
berejected.Directionalcontrolcanonlybemaintainedbypromptlyclosingboththrottles
andusingrudderandbrakesasrequired.

IfanenginefailsbelowVMCwhileairborne,directionalcontrolisnotpossiblewiththe
remainingengineproducingtakeoffpower.Soforsafetyreasons,theairplaneshould
neverbeairborneduringtakeoffbeforetheairspeedreachesANDexceedsVMC.

Afterliftoff,gainaltitudeasrapidlyaspossible.Onceleavingtheground,altitudegainis
moreimportantthanachievingexcessofairspeed.Altitudealsogivesthepilottimeto
thinkandreactifanenginefailureoccurs.VYshouldbeestablishedandmaintaineduntil
reachingasafesingleenginemaneuveringaltitude.Consideringterrainandobstructions,
thisistypicallyachievedataminimumof400500AGL.

Therewillbemoreinformationonallthefactorsinvolvedinsingleengineoperationofthe
airplaneandthefactorsaffectingVMCspeedlaterinthisguide.

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ERAUMultiEngineAirplaneGuide

PERFORMANCEANDLIMITATIONS

Acceleratestopdistanceistherunwaylengthrequiredtoacceleratetoaspecifiedspeed
(eitherVRorVLOF,asspecifiedbythemanufacturer),experienceanenginefailure,and
bringtheairplanetoacompletestop.

Accelerategodistanceisthehorizontaldistancerequiredtocontinuethetakeoffand
climbto50AGL.,assuminganenginefailureoccursatVRorVLOF,asspecifiedbythe
manufacturer(seediagrambelow).

TheFARsdonotspecificallyrequirethattherunwaylengthbeequaltoorgreaterthanthe
acceleratestopdistance.MostAFM/POHpublishacceleratestopdistancesonlyasan
advisory.Itbecomesalimitationonlywhenpublishedinthelimitationssectionofthe
AFM/POH.Usingrunwaylengthsofatleasttheacceleratestopdistanceisagood
operatingandsafetypractice.

ENGINECEILINGS
AllEngineServiceCeilingthehighestaltitudeatwhichtheairplanecanmaintaina
steadyrateofclimbof100fpmwithbothenginesoperatingatfullpower.

AllEngineAbsoluteCeilingthealtitudewhereclimbisnolongerpossiblewithboth
enginesoperatingatfullpower.

SingleEngineServiceCeilingthehighestaltitudeatwhichtheairplanecanmaintaina
steadyrateofclimbof50fpmwithoneengineoperatingatfullpowerandoneengines
propellerfeathered.

SingleEngineAbsoluteCeilingthealtitudewhereclimbisnolongerpossiblewithone
engineoperatingatfullpowerandoneenginespropellerfeathered.

Iftheairplaneisflyingabovethesingleengineserviceceilingandoneenginefailsinflight,
theairplanewilldriftdownfromitscurrentaltitudetothesingleengineserviceceiling.
Abovethesingleengineabsoluteceiling,VYSEyieldstheminimumrateofsink.
Forexampleifanairplanessingleengineabsoluteceilingis5,000ft.andwhile
cruisingat9,000ft.anenginefails,theairplanewilldriftdown(descend)to5,000ft.

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 ERAUMultiEngineAirplaneGuide

SINGLEENGINECLIMBPERFORMANCE
FAR23.67providesthesingleengineclimbperformancerequirementstoairplane
manufacturersforFAAcertificationofmultiengineaircraft.

Foraircraftwithamaximumweightof6,000lbs.,orlessandaVSOof61knotsorless:
Thesingleenginerateofclimbat5,000MSLmustsimplybedeterminedwiththe
1. Criticalengineinoperativeanditspropellerintheminimumdragposition
2. Remainingengine(s)atnomorethanmaximumcontinuouspower
3. Landinggearretracted
4. Wingflapsretracted
5. Climbspeednotlessthan1.2VS1

Therateofclimbcouldbeanegativenumbermeaningadescent
Thereisnorequirementforasingleenginepositiverateofclimbat5,000ft.,orany
otheraltitude.

ForAircraftwithamaximumweightof6,000lbs.orless,and/orVSOmorethan61
knots:
IfcertifiedbeforeFebruary4,1991:thesingleenginerateofclimbinfeetperminuteat
5,000MSLmustbeequaltoatleast.027VSO2(VSOSquared)

IfcertifiedafterFebruary4,1991:maintainasteadyclimbgradientofatleast1.5percent
atapressurealtitudeof5,000ft.withthe
1. Criticalengineinoperativeanditspropellerintheminimumdragposition
2. Remainingengine(s)atnomorethanmaximumcontinuouspower
3. Landinggearretracted
4. Wingflapsretracted
5. Climbspeednotlessthan1.2VS1

NOTE
Donotconfusethedateoftypecertificationwiththeairplanesmodelyear.

Rateofclimbisthealtitudegainperunitoftime.
Climbgradientistheactualmeasureofaltitudegainedper100ft.ofhorizontaltravel,
expressedasapercentage.
Analtitudegainof1.5ft.per100ft.ofhorizontaltravel(or15ft.per1,000,or150
ft.per10,000)isaclimbgradientof1.5percent.

Climbgradientmayalsobeexpressedasafunctionofaltitudegainpernauticalmile,orasa
ratioofthehorizontaldistancetotheverticaldistance(e.g.,50:1).Unlikerateofclimb,the
climbgradientisaffectedbywind.Aclimbgradientisimprovedwithaheadwind
componentandreducedwithatailwindcomponent.

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ERAUMultiEngineAirplaneGuide

MULTIENGINEAERODYNAMICS

INDUCEDFLOW
Lookingattheairplanewithouttheenginesandthefuselage,theamountofliftcreatedby
thewingswouldlooklikethis:

JeppesenMultiEngineManual

Thepropellersofthewingmountedenginescreateanacceleratedfloworaccelerated
slipstreamofairoverthewingscalledinducedflow.Theamountofliftcreatedbyamulti
engineairplanelookslikethis:

JeppesenMultiEngineManual

Inducedflowdoesoccurinsingleengineairplanes,butitisnotasmuchofafactorbecause
ofthelocationoftheengineinrelationtothewings.

TURNINGTENDENCIES
Theturningtendenciesthataffectsingleengineairplanes(i.e.torqueandPfactor)also
affectmultiengineairplanes.Sincethemultiengineairplanehasatleasttwoengines,
theseeffectsareincreased.

Twinengineairplaneswherethepropellersforeachenginerotateinthesamedirection
arecalledconventionaltwins.TocombatthetorqueandPfactortendencies,twinengine
airplaneswithcounterrotatingpropellers,orpropellersthatrotateinopposite
directions,andengineshavebeendeveloped.Theeffectsoftorqueandpfactorwith
counterrotatingpropellerswillcanceleachotherout,resultinginlessrudderneededto
opposetheseforces.

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 ERAUMultiEngineAirplaneGuide

AConventionalTwin


ResultofTorque=RolltotheLeft

ResultingTorque
ResultingTorque

PropellerRotation PropellerRotation

ResultofPFactor=Yawtotheleft

ResultingTurn

Thrust

Thrust
Thrust

Thrust

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ERAUMultiEngineAirplaneGuide

ACounterRotatingTwin


ResultofTorque=NONE=BothEnginesCancelEachOtherOut.


ResultingTorque ResultingTorque

PropellerRotation PropellerRotation

ResultofPFactor=NONE=BothEnginesCancelEachOtherOut.

NoTurn

Thrust

Thrust
Thrust

Thrust

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 ERAUMultiEngineAirplaneGuide

ENGINEFAILURES

WHATHAPPENSWHENANENGINEFAILS
Twomotionshappenwhenanenginefails:YAWandROLL.

1. YAWAsymmetricalthrustwillcauseayawingmomentaroundtheC.G.towardsthe
inoperativeengine.

YAW

Thrust

2. ROLLTheyawingmomentfromabovewillcausethewingwiththeoperating
enginetomovefasterthroughtheairastheairplaneyaws.Thiscausesafaster
velocityofairoverthewingwiththeoperativeenginemeaningmoreliftonthat
wingandresultsinarolltowardstheinoperativeengine.

3. ROLLInducedflow(acceleratedslipstream)overthewingfromtheoperating
engineandlackofinducedflow(acceleratedslipstream)overtheinoperative
enginecausesasymmetricalliftonthewings,resultinginarollingmomentaround
theC.G.towardstheinoperativeengine.

ROLL

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ERAUMultiEngineAirplaneGuide

CRITICALENGINE
Thecriticalengineistheenginethat,ifitweretofail,wouldmostadverselyaffectthe
performanceorhandlingcharacteristicsoftheairplane.

Onconventionaltwins(withpropellersrotatingtotheright)thecriticalengineistheleft
engine.Onatwinengineairplanewithcounterrotatingpropellersthereisnotacritical
enginesincetheyawingandrollingeffectsoflosingoneenginewillbeidenticalnomatter
whichenginefails.

Therearethreefactorsthatdetermineisanengineiscritical.
1. PFactor
2. AcceleratedSlipstream
3. Torque

PFACTORPfactoriswherethedescendingpropellerbladecreatesmorethrustthanthe
ascendingblade.Thiscausesasymmetricalthrustoneachsideofthepropeller.Tofigure
outtheeffectontheairplane,theformulaTHRUSTxArm=Momentcanbeused.This
meansthatthelongerthearmfromtheC.G.tothethrust,thelargertheyawingmoment
willbe.

SmallArm=SmallYaw LargeArm=LargeYaw

ConventionalTwin

Becausethedescendingpropellerbladeontherightwingenginehasalongerarm(A2)
thanthedescendingpropellerbladeontheleftwingengine(A1),theairplanewillhavea
greateryawingmomenttotheleftiftheleftenginefailsthaniftherightenginefails.

Sincetheeffectoftheyawisgreateriftheleftenginefails,theleftengineisthecritical
engine.

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 ERAUMultiEngineAirplaneGuide

Onacounterrotatingtwinengineairplane,arms(A1,A2)tothedescendingpropeller
bladesarethesamelength,resultinginthesameamountofyawregardlessofwhichengine
fails.
CounterrotatingTwin=ArmsaretheSameLength

ACCELERATEDSLIPSTREAMThepropellerswillaccelerateairoverthewings.Morelift
isproducedwherethepropellersacceleratetheairoverthewing.JustasPfactorcauses
asymmetricalthrustforward,italsoproducesthesameeffectintheasymmetricalairflow
behindthepropeller.
ConventionalTwin

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ERAUMultiEngineAirplaneGuide

Whenoneenginefails,theacceleratedslipstreamcausesarolltowardstheinoperative
engine.TofigureouttheeffectontheairplanetheformulaLIFTxArm=Momentcan
beused.JustlikePfactor,thearmtotherightengineislongerthanthearmtotheleft
engine.Thismeansthatiftheleftenginefails,therollmomentwillbegreatertotheleft
thaniftherightenginefails.Thereforetheleftengineisthecriticalengine.

SmallArm=SmallRoll

LargeArm=LargeRoll

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 ERAUMultiEngineAirplaneGuide

TORQUEAstheengineandpropellerrotateinonedirection,they,inturn,trytorotate
theairplaneintheotherdirection.ThisisduetoNewtonsthirdlawwhichstates,For
everyactionthereisanequalandoppositereaction.Thisforcealsoactswhenanengine
failsbecausethereisstillasecondoperatingengine.

ConventionalTwin

Theresultofthetorqueisroll,butitwillalsocombinewiththeotherfactorspreviously
mentionedaswell.

Iftheleftenginefails,theyawingmomentfromtherightengine(thrust)andthetotal
torquewillbothworktogethertoyawandrolltheairplanetotheleft.

Iftherightenginefails,theyawingmomentfromtheleftengine(thrust)andthetotal
torque(oppositedirection)willstillresult,althoughtoalesserdegree(comparedtofailure
oftheleftengine),inayawandrolloftheairplanetotheright.

Thismeansthattheyawwillbeworseiftheleftenginefailswhichmeansthattheleft
engineisthecriticalengine.

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ERAUMultiEngineAirplaneGuide

CounterRotatingTwin

Inthecounterrotatingtwin,thetorquewillopposetheyawingandrollingmomentcaused
byaninoperativeengine.Theresultingyawwillbethesamenomatterwhichenginefails.
Therefore,thereisnocriticalengine.

OneotherfactorthatcouldaffectthecriticalengineisSpiralingSlipstream.

NOTE
TheeffectofSpiralingSlipstreamisusuallysominimalthatsomewillevenignoreits
effectsaltogether.

Thehighspeedrotationofanairplanepropellergivesacorkscreworspiralingrotationto
theslipstream.Athighpropellerspeedsandlowforwardspeed(asintakeoffsand
approachestopoweronstalls),thisspiralingrotationisverycompactandexertsastrong
sidewardforceontheairplanesverticaltailsurface.

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 ERAUMultiEngineAirplaneGuide

Whenthisspiralingslipstreamstrikestheverticalfinontheleft,itcausesaleftturning
moment,oryaw,abouttheairplanesverticalaxis.Themorecompactthespiral,themore
prominenttheforce.Astheforwardspeedincreases,however,thespiralelongatesand
becomeslessofaforceontheverticalfin.

Hereiswhatspiralslipstreamwouldlooklikeonaconventionaltwinwithbothengines
operating.Asthepropellerturnsright,theairisalsomovedtotheright.

Iftheleftenginefailsthespiralslipstreamwillnothitthetailatall,resultinginno
additionalyawingforce.Iftherightenginefailsthespiralslipstreamwillhittheleftsideof
thetailcausingayawtotheleftintheoppositedirectionoftheyawtotherightcausedby
thefailedengine.Thisyawfromthespiralslipstreamwillhelpopposetheyawfromthe
failedengine.Thismakestheleftenginecritical.

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ERAUMultiEngineAirplaneGuide

V MC

Whenamultiengineairplanelosesanengineitexperiencesayawandroll.Tocounteract
this,theruddercanbeusedtostoptheyawandtheresultingroll.

Asairspeedisdecreased,therudderbecomeslesseffective.Therefore,morerudder
deflectionwillberequiredtomaintaindirectionalcontrol.Eventually,anairspeedwillbe
reachedwherefullrudderdeflectionwillberequiredtomaintaindirectionalcontrol.At
thispoint,anyfurtherdecreaseinairspeedwillleadtolossofdirectionalcontrol.Itisthis
airspeedatwhichtheairplanereachesVMC.

VMCcanbedefinedas:
1. Minimumcontrolspeedwiththecriticalengineinoperative.
2. Theminimumspeedatwhichdirectionalcontrolcanbemaintainedunderavery
specificsetofcircumstancesasoutlinedin14CFRPart23.

VMCisthespeedatwhichitisstillpossibletomaintaindirectionalcontrolwithanengine
inoperative.

NOTE
VMConlyaddressesdirectionalcontrol.

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 ERAUMultiEngineAirplaneGuide

V M C FORCERTIFICATIONFAR23.149
Everymultiengineairplanemustgothroughacertificationprocesswhichincludes
calculatingaVMCspeed.VMCisNOTafixedairspeedunderallconditions.VMCisafixed
airspeedonlyfortheveryspecificsetofcircumstancesunderwhichitwasdetermined
duringaircraftcertificationbyFAR23.149.

23.149Minimumcontrolspeed
VMCisthecalibratedairspeedatwhich,whenthecriticalengineissuddenlymade
inoperativeitispossibleto:
1. Maintaincontroloftheairplanewiththatenginestillinoperative,
2. Maintainstraightflightatthesamespeedwithanangleofbankofnotmorethan5
degrees.

Themethodusedtosimulatecriticalenginefailuremustrepresentthemostcriticalmode
ofpowerplantfailureexpectedinservicewithrespecttocontrollability.

VMCmustnotexceed1.2VS1atmaximumtakeoffweight.

VMCmustbedeterminedwith:
1. Mostunfavorableweight(notnecessarilymaximumgrossweight)
2. Mostunfavorablecenterofgravityposition
3. Theairplaneairborneandthegroundeffectnegligible
4. Maximumavailabletakeoffpowerinitiallyoneachengine
5. Theairplanetrimmedfortakeoff
6. Flapsinthetakeoffposition
7. Landinggearretracted
8. Allpropellercontrolsintherecommendedtakeoffposition.

WhenrecoveringfromVMC:
1. Therudderpedalforcerequiredtomaintaincontrolmustnotexceed150pounds.
2. Itmustnotbenecessarytoreducepoweroftheoperativeengine(s).
3. Theairplanemustnotassumeanydangerousattitude.
4. Itmustbepossibletopreventaheadingchangeofmorethan20degrees.

NOTE
VMCdealsonlywithdirectionalcontrolnotperformance.

FAR23.149alsorequiresthecalculationofaminimumspeedtointentionallyrenderthe
criticalengineinoperativeandtobedesignatedasthesafe,intentional,oneengine
inoperativespeed,orVSSE.

Remember,publishedVMCandactualVMCaretwodifferentspeeds.Therearemanyfactors
thatcanaffectVMCspeedandtheywillbecoveredinthefollowingpages.

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ERAUMultiEngineAirplaneGuide

RECOGNIZINGANDRECOVERINGFROMV M C
TorecognizeVMCisoccurringorabouttooccurtherearefourwarningsigns.
1. Lossofdirectionalcontroltherudderpedalisdepressedtoitsfullesttraveland
theairplaneisstillturningtowardstheinoperativeengine.
2. Stallwarninghornasingleenginestallcouldbejustasdangerousasrunningout
ofrudderauthorityandcouldevenresultinaspin.
3. Buffetingbeforethestallsamereasonasthestallwarninghorn.
4. Arapiddecayofcontroleffectivenessanylossofcontroleffectivenesscould
resultinlossifcontroloftheairplane.

TorecoverfromVMC,twoactionsmustoccur(simultaneously):
1. Reducepowerontheoperatingenginethiswillreducetheasymmetricalthrust
causingtheVMCinthefirstplace.
ReducingthepowerallthewaytoidlemayhelpstoptheVMC,butthelossof
powerandresultinglossofairspeedcouldleadtoastall.
2. PitchdownLoweringthenoseoftheairplanewillincreasetheforwardairspeed
makingtheruddermoreeffectiveinregainingandmaintainingdirectionalcontrol.

V MC vs.STALLSPEED

Asdensityaltitudeincreases,VMCspeeddecreasesduetothefactthatasdensityaltitude
increasesenginepowerwilldecrease.Thedecreaseinenginepowerresultsinless
asymmetricalthrust,meaningtheyawingfromafailedenginewillbelessatahighdensity
altitudethanalowerdensityaltitude.

Stallspeedisanindicatedairspeedandwillremainconstantasaltitudeincreasesor
decreases.

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 ERAUMultiEngineAirplaneGuide

FACTORSAFFECTINGV MC

PublishedVMCwillalmostalwaysbedifferentthanactualVMC.Therearealotoffactorsthat
canaffectthisspeed,butthereareafewimportantthingstoremember:

VMCbecomingalowerairspeedisgoodbecausetheairplanecangoslowerbeforelosing
directionalcontrol.
ThingsthatcausesVMCtodecrease:
AnythingthatwillmovetheC.G.forwardwillmaketheruddermoreeffective.
o Largearmtorudder=Largerruddermoment=Ruddermoreeffective.
Anythingthatwillallowlessruddertobeused,makingmorerudderavailabletothe
pilot.

VMCbecomingahigherairspeedisbadbecausetheairplanewilllosedirectionalcontrolata
higherairspeed.
ThingsthatmakeVMCincrease:
AnythingthatwillmovetheC.G.aftwillmaketherudderlesseffective.
o Smallarmtorudder=Smallerruddermoment=Rudderlesseffective.
Anythingthatwillcausemoreruddertobeused,makinglessrudderavailabletothe
pilot.

PerformanceoftheairplaneisnotrelatedtoVMCspeed.Performancecanbeviewedas
singleengineclimbperformanceorrelatingtotheamountofdragontheairplane.

POWER
Themorepower(thrust)ontheoperatingengine,themorerudderisneededtostopthe
resultingyaw.Usingmorerudderleaveslessavailabletothepilot=VMCspeedincreasesas
powerontheoperatingengineisincreased.

Performanceincreasesaspowerisincreased.

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ERAUMultiEngineAirplaneGuide

DENSITYALTITUDE
Asdensityaltitudeincreases,temperatureincreases,pressuredecreases,and/orhumidity
increasestheoutputoftheengineorthrustcreatedbytheenginedecreases.Theless
thrustthatiscreated,thelessrudderinputneededtoopposetheyaw.

Usinglessrudderleavesmorerudderavailabletothepilot.Therefore,VMCdecreases.So,
asdensityaltitudeincreases,temperatureincreases,pressuredecreases,and/orhumidity
increasesVMCdecreases.

Performancedecreasesasdensityaltitudeincreases,temperatureincreases,humidity
increases,and/orpressuredecreases.Withairbeinglessdense,notonlydoestheengine
becomelessefficient,butthepropellerandwingsalsohavedecreasedperformancedueto
havinglessairmoleculesavailabletomakethrustandlift.

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 ERAUMultiEngineAirplaneGuide

C.G.LOCATION
TheC.G.locationchangesthelengthofthearmtotherudder:thelongerthearm,themore
effectivetherudder;themoreeffectivetherudder,thelowerVMC.AstheC.G.moves
forward,VMCdecreases;astheC.G.movesaft,VMCincreases.

ForwardC.G.= AftC.G.=
LongerArm ShorterArm

PerformanceincreasesastheC.G.ismovedaft.AstheC.Gmovesforward,moretaildown
forceisneededtokeeptheairplanelevel.Themoretaildownforceneeded,themoretotal
liftisrequired.Whenmoreliftiscreated(airplaneflyingatahigherangleofattack),more
dragisalsocreated.Theincreaseindragcausestheoverallspeedtodecrease.

TotalLiftRequired=Weight+TailDownForce

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ERAUMultiEngineAirplaneGuide

EffectsofForwardC.G.
Rotation Moredifficult Moreweighttowardfronthardertopullnoseup.
ForwardC.G.causeshigherAOAforlevelflightmore
StallSpeed Higher
induceddrag.
ForwardC.G.causeshigherAOAforlevelflightmore
Cruise Slower
induceddrag.
SpinandStall
Good ForwardC.G.helpsmakestallrecoveryeasier.
Recovery
Flare Moredifficult Moreweighttowardfronthardertopitchnoseup.
Timealoftremainsthesameregardlessofwherethe
Endurance Unchanged
C.G.islocated.
ForwardC.G.causesahigherAOAforlevelflight
Range Worse
moreinduceddragslowerairspeed.

AftC.G.effectsarejusttheoppositeoftheForwardC.G.effects.

GEARPOSITION
Asthelandinggearoperatestoretractorextend,theC.G.locationmovesinthedirectionof
travelofthenosegear.

Nosewheelgoesaft=C.G.movesAft

ThechangeinC.G.affectsVMCspeedjustasstatedbefore.Intheextended(down)position,
thelandinggearcanalsoactlikethekeelofaboat,givingtheairplaneastabilizingeffect.
Thisstabilizingeffecthelpspreventaturn,therebyloweringVMC.

NOTE
InthecurrentPiperSeminolePOH/IMitisstated:fuelburnoffandgearmovement
donotsignificantlyaffectC.G.location(page615).

Thelandinggearextended(down)alwaysdecreasesperformanceduetoparasitedrag.

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 ERAUMultiEngineAirplaneGuide

PROPELLERWINDMILLINGVS.FEATHEREDPROPELLER
Awindmillingpropellercreatesmoredragthanafeatheredpropeller.Thisextradragadds
totheyawingfromafailedenginetomakethetotaleffectworse.Thissituationwill
requiremorerudderdeflectiontomaintaindirectionalcontrol,whichmeansthatless
rudderisavailabletothepilot,therebyincreasingVMC.Oncethepropellerisfeatheredthe
dragisreduced,therebyreducingVMC.

PropellerBladeAnglevs.ParasiteDrag

JeppesenMultiEngineManual

Awindmillingpropellerdecreasesperformanceduetotheparasitedragcreatedbythe
propellerblades.

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ERAUMultiEngineAirplaneGuide

FLAPSDOWN
Whentheflapsaredownthewingscreatemoreliftthaniftheflapswereup.However,
whenliftiscreated,dragisalsocreated(asliftincrease,dragincreases).

Thesidewiththeoperatingengineiscreatingevenmoreliftbecauseoftheacceleratedair
flowingoverthewing.Whentheflapsareextended,thedragcausedbytheaccelerated
flowopposestheyawcausedbytheinoperativeengineallowingthepilottouselessrudder
tomaintainheading.HavingmorerudderavailabletothepilotlowersVMC.

Itshouldbenotedmoreliftontherightwingwillcausearolltotheleft.Ifaileronsare
usedtocounteracttherollingoftheairplane,thedragfromtheadverseaileronyawwill
actuallyincreasetheyawtowardstheinoperativeengine.

FlapsDown

Moreliftonright
LeftAileronDOWN wing=moredrag
DragonLeftWing

Becausetheflapscreatemoredragandthecontrolsurfaceswillbedeflectedagreater
amount,overallperformancewilldecrease.

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 ERAUMultiEngineAirplaneGuide

WEIGHT
Theweightoftheairplanedeterminestheamountoftotalliftrequiredbytheairplaneto
maintainlevelflight.Astheairplaneisbanked,theliftisseparatedintohorizontaland
verticalcomponentsoflift.

Thehorizontalcomponentoflift(theforcethatcausestheairplanetoturn)willhelp
opposetheyawduetoaninoperativeengine.Themoreweight,themorehorizontalliftis
availabletoopposetheturnfromtheinoperativeengine.

Thismeansthathorizontalliftcanbeusedalongwithruddertostoptheturn.Whenmore
horizontalliftisavailable,lessrudderisneeded,whichmeansmorerudderisavailableto
thepilotandVMCdecreases.So,asweightincreases,VMCspeeddecreases.Asweight
decreases,VMCincreases.

5000lbs.
3000lbs.

3000lbs. 5000lbs.

25
ERAUMultiEngineAirplaneGuide

Witha5AngleofBank:


4981 lbs.
2989lbs.

3000lbs. 5000lbs.

261 lbs. 436lbs.

3000lbs.
5000lbs.

Thelargerhorizontalcomponentofliftontheheavierairplanewillmaketheresultingyaw
smaller.Thisalsoreducestheamountofrudderneededtomaintaintheairplanesheading.

Ahigherweightalwayslowersperformancebecauseitdecreasestheamountofexcess
thrustavailable.Thisisespeciallytrueduringoneengineinoperativeoperations.

Fuelconsumptionwillalsolowertheweightofanaircraftduringflight,increasingVMCand
airplaneperformance.Theamountitaffectsweightdependsontherateatwhichthefuelis
consumed.

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 ERAUMultiEngineAirplaneGuide

BANKANGLE
BankanglecanaffectVMCandperformancebothpositivelyandnegatively.Justlikethe
weightexample,whenanenginefails,thehorizontalcomponentofliftcanbeusedtostop
theyaw,butthatisnottheonlyaffectofbankangle.BankangleisrelatedtoVMCand
performanceinafewways:
AMOUNTOFHORIZONTALCOMPONENTOFLIFT
Thischartshowsbankangleandtheamountofliftinboththehorizontalandvertical
directions.Noticethatata5bank,alossof14lbs.ofverticalliftequalstoaturningforce
of314lbs.
BankAngle TotalLift VerticalLift HorizontalLift
0 3600 3600 0
1 3600 3599 63
2 3600 3598 126
3 3600 3595 188
4 3600 3591 251
5 3600 3586 314
10 3600 3545 625
15 3600 3477 932
30 3600 3118 1800
45 3600 2546 2546
60 3600 1800 3118

VerticalComponentofLift=Cos(BankAngle)xWeight
HorizontalComponentofLift=Sin(BankAngle)xWeight
ANGLEOFATTACKONTHERUDDERRUDDEREFFECTIVENESS
Theangleofattackontherudderdetermineshowmuchforcetheruddercancreate.Itis
dependentontheangleoftherelativewindtothechordlineoftherudder.Thelargerthe
angleofattack,thelargertheforceproducedbytherudder.Whentheairplaneisbanked,
rudderforceswillactbothintheverticalandhorizontaldirections.

Red=ChordLineofRudder
Blue=DirectionoftheRelativeWindonRudder
Green=ResultingRudderForce

27
ERAUMultiEngineAirplaneGuide

DIRECTIONOFRELATIVEWINDSLIPPINGVS.COORDINATED
Anytimetherelativewindisnotparalleltothelongitudinalaxisoftheairplanemoredrag
iscreated.

Wingslevelorbanked 23Bank Wingsbankedmorethan3

towardinoperativeengine (ZeroSideslip) towardoperatingengine

MoreDrag LeastDrag MoreDrag

AMOUNTOFFUSELAGELIFTPRODUCED
Justlikethewings,thefuselageproduceslift.However,thefuselageisjustnotasefficient
atmakingliftasthewings.Fuselageliftismorenoticeablewhentherelativewindisnot
flowingdirectlyparalleltothelongitudinalaxisoftheairplane.

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 ERAUMultiEngineAirplaneGuide

BANKANGLEEXAMPLES
Byputtingallthesefactorstogether,itispossibletoseetheoveralleffectsofbankangle
andhowthesefactorsaffectbothVMCandperformance.TocomparetheeffectsofVMCand
performanceitisnecessarytouseafewdifferentexamples.Inthefollowingexamples,the
airplaneismaintainingaconstantheadingafterexperiencingafailedleftengine.

0OFBANK
Inthisexample,onlytherudderisusedtostoptheyawingmomentfromtheinoperative
engineandthewingsarekeptlevel.

Therelativewind,comingfromtheleftofthenose,willcausetheairplanetobeinaslip.
Thiscausestheangleofattackontheruddertobesmalland,therefore,makesitless
effective.

Italsocreatesfuselageliftinthedirectionoppositeoftheyawfromtheinoperativeengine.
Sincetheangleofattackontherudderissmall,theamountofrudderrequiredtomaintain
aconstantheadingisquitelarge.ThismakesVMCamoderatelyhighairspeed.

Theslippingconditionoftheairplanewillresultinamoderateamountofdragwhich
lowersoverallperformance.

29
ERAUMultiEngineAirplaneGuide

23BANKTOWARDOPERATINGENGINE
Inthisexample,bothrudderandasmallamountofbankareusedtomaintainaconstant
heading.

ThisbankangleresultsinaZeroSideslipcondition.AZeroSideslipconditionexistswhen
therelativewindisdirectlyparalleltothelongitudinalaxisoftheairplane.Thiscondition
resultsintheminimumamountdragpossiblewhenanengineisfailed.

VMCspeedwillbelowerinthiscase(comparedto0bank)fortworeasons:
1. Theangleofattackontherudderislargermakingitmoreeffective.
2. Theamountofrudderneededandusedislessthaninthe0ofbankscenariosinceit
ismoreeffective.Also,thehorizontalcomponentofliftisnowhelpingtoopposethe
yawfromtheinoperativeengine(meaninglessrudderwillberequired).

TheresultismorerudderisavailabletothepilotwhichwilllowerVMC.

Performancewillincreaseduetothesmalleramountofdrag.

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 ERAUMultiEngineAirplaneGuide

8BANKTOWARDSOPERATINGENGINE
Inthisexample,agreateramountofbanktowardtheoperatingengineisusedalongwitha
lesseramountofrudder.

Thedirectionoftherelativewindwillcreatealargeangleofattackontherudder.This
makesitmoreeffectiveresultingislessrudderinputneededbythepilot.Also,thegreater
amountofhorizontalliftmeansthatlessrudderwillbeneededtomaintainheading.This
resultsinalowerVMC.

Theperformanceoftheairplanewilldecreasebecausetheangleoftherelativewindwill
resultinaslippingconditionthatproducesalargeamountofdragontheairplane.

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ERAUMultiEngineAirplaneGuide

5BANKTOWARDSINOPERATIVEENGINE
Inthisexample,theairplaneisbankedtowardstheinoperativeengine.

Bankingtowardstheinoperativeenginewillcausethehorizontalliftfromthewingstoadd
totheyawfromtheinoperativeengine.Therelativewindwillcreateafuselageliftthat
opposestheyaw.Theangleoftherelativewindwiththerudderwillcreateasmallangleof
attackmakingtherudderlesseffective.Tomaintainheadingthepilotwillhavetousea
verylargeamountofrudder.ThisincreasesVMCsignificantly.

Theperformanceoftheairplanewilldecreasebecausetheangleoftherelativewindwill
resultinaslippingconditionandcausealargeamountofdragontheairplane.

SUMMARYOFBANKANGLERELATINGTOVMCSPEEDANDDRAG

BankAngle VMCSpeed Drag

5banktowardsinoperativeengine High Moderate

0bank Moderate Moderate

23banktowardoperatingengine
Low Minimum
(ZeroSideslip)
8banktowardsoperatingengine Lower High

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 ERAUMultiEngineAirplaneGuide

CRITICALENGINEFAILURE
Ifthecriticalenginefailstheresultingyawandrollwouldbeworsethanifthenoncritical
enginehadfailed.Thegreateryawandrollwillrequiremorerudderandcontrolsurface
inputtomaintaindirectionalcontrol.Theresultislessrudderisavailabletothepilot
whichcausesVMCtoincrease.Performancewilldecreasebecausethegreatercontrol
inputsandcontrolsurfacedeflectionwillcauseagreateramountofdragtobecreated.

INGROUNDEFFECT
Groundeffectisduetotheinterferenceofthegroundsurfacewiththeairflowpatterns
aroundtheaircraftinflight.Asthewingencountersgroundeffectandismaintainedata
constantamountoflift,thereisareductionintheupwash,downwash,andwingtip
vortices.

Thereductionininducedflowduetogroundeffectcausesasignificantreductionin
induceddrag,butcausesnodirecteffectonparasitedrag.Asaresultofthereductionin
induceddragonthewingsandpropellers,thethrustrequiredatlowspeedswillbe
reduced.

33
ERAUMultiEngineAirplaneGuide

Thereductioninthrustrequiredmeansthattheairplanewillhaveextrathrust.Theextra
thrustonagoodenginewillcauseagreateramountofyaw.

OutofGroundEffect
InGroundEffect

ThisissimilartotheVMCeffectofpower(i.e.themoreyawingoccurringingroundeffect,
requiresmoreruddertomaintainheading).ThisconditionincreasesVMC.

Performancewillincreaseingroundeffectbecauseofthereductionofinduceddrag.

34
 ERAUMultiEngineAirplaneGuide

CHARTOFFACTORSAFFECTINGV M C
Effecton VMC Performance
PowerIncrease Upmoreyaw. Upmorepower.
TempIncrease Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
PressureDecrease Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
DensityAltitude
Downlessdense,lesspower,lessyaw. Downlessdense,lesspower.
Increase
Upsideslipplane lessAOAonrudder
BankAngle
becauseofsideslipairflowlessrudder Downmoredragslipping.
0banknoturn
effectivenessmorerudderneeded.
ZeroSideslip MiddleUsehorizontallifttostopturn
Uplessdragzeroslip.
23banknoturn notslippingmoreruddereffectiveness.
Downplaneturningtowardgoodengine
BankAngle
+rudderusedtostopturn=sliptoward Downmoredragslipping.
5banknoturn
goodenginehighAOAonrudder.
Windmilling
Upmoredrag,moreyaw. Downmoredrag.
Propeller
Feathered
Downlessdrag,lessyaw. Uplessdrag.
Propeller
Up lesstaildownforce
requiredlessinduceddrag
UplessdistancebetweenrudderandC.G.
AftC.G. Downsmallerarmon
lessruddereffectiveness.
controls,lesscontrol
effectiveness.
Downmoreliftneededinlevelflight
Downmoreweight,more
HeavierWeight morehorizontalliftavailableduringturn
powerrequired.
helpspreventturn.
Downmoreairflow overflap
causesgreaterdrag,causing
Downmoreinduceddragfromgood increasedyaw,causing
FlapsDown enginesidepreventsyawtowardsdead increasedroll,requiringmore
engine. ailerontostoproll,creating
moreadverseyaw=more
induceddrag.
???dependsonlocationofC.G.togear&
GearDown directionoftravelmovesC.G. Downmoreparasitedrag.
(VMCDownKeelEffect).
CriticalEngine UpPfactor,AcceleratedSlipstream, Downlargercontrolinputs
Fails Torquemakeyawworse. moredrag.
Uplessdrag morethrustavailable
InGroundEffect Uplessdrag.
moreyaw.

VMCdown(slower)=good=morerudderavailable,orruddermoreeffective.
VMCup(faster)=bad=lessrudderavailable,orrudderlesseffective.

35
ERAUMultiEngineAirplaneGuide

SEMINOLESYSTEMS

DIMENSIONS

Minimumturningradius33ft.

36
 ERAUMultiEngineAirplaneGuide

KEYNUMBERS
VSpeeds
VSO55KIAS
VMC56KIAS
VS57KIAS
VX82KIAS
VXSE82KIAS
VSSE82KIAS
VYSE88KIAS
VY88KIAS
VFE111KIAS
VLO109KIAS
VLE140KIAS
VNO169KIAS
VNE202KIAS
VA112KIAS(2700lbs.)to135KIAS(3800lbs.)

MaximumRampWeight3816lbs.
MaximumTakeoffWeight3800lbs.
MaximumLandingWeight3800lbs.
MaximumBaggageWeight200lbs.

TotalFuelCapacity110gallons
TotalUseableFuel108gallons

AIRFRAME
Thebasicairframeisconstructedofanaluminumalloy.Thefuselageisasemimonocoque
structure,meaningboththeinternalsupportsandthemetalskinsharetheloadofthe
airplane.

TheSeminolehasanentry/exitdoorontheforwardright(passenger)sideofthefuselage,
acargodoorontheaftrightsideofthefuselage,andanemergencyegressavailable
throughtheforwardleft(pilot)window.

Thewingsaresemitaperedandattachedtothefuselagebyonemainsparandtwo
auxiliary(front/rear)spars.Therearspar,inadditiontotakingtorqueanddragloads,
providesamountforflapsandailerons.

37
ERAUMultiEngineAirplaneGuide

ENGINE
ThePiperSeminoleispoweredbytwoLycomingfourcylinderO360A1H6enginesrated
at180hpat2700RPM.

Theenginesarecarbureted,directdrive,horizontallyopposed,aircooledengines.The
rightenginemodeliscalledaLO360A1H6,withtheLstandingforleftturning.The360
standsforthenumberofinchesofcubicdisplacementinthecylinders,andtheA1H6
standsasamanufacturercodeforthetypeofaccessoriesusedontheengineandthetype
ofpropellermountonthefrontoftheengine.

Eachengineisequippedwithanoilcoolerwithalowtemperaturebypasssystemand
enginemountedoilfilter.Thebypasssystemonlyletsoilflowthroughtheoilcoolerifthe
oilishotenoughtoneedtobecooled.

Theoilsystemcanholdamaximumof8quartsandberunonaminimumof2quarts.
ERAUrequiresaminimumof6quartsbeforeflight.Eachenginehasitsownspecific
dipstickandtheycannotbeinterchanged.EachdipstickhasthewordsLEFTENGINEor
RIGHTENGINEstampedonit(asshownbelow).

Airusedforcombustiongoesintotheenginethroughanairfilterandthenthroughthe
inductionairboxmountedonthebottomoftheengine.Thisinductionairboxhasa
manuallyoperatedtwowayvalvethatallowsthecarburetortoreceiveeither:
1. Inductionairthroughtheairfilter
2. CarburetorHeatunfilteredairheatedbytheexhaustoftheairplanethrougha
shroud.(Thisheatingoftheairisaccomplishedbythesameprincipleasthecabin
heatsystemofaCessna172orPiperArrow.)

Thecarburetorheatsettingmustnotbeselectedduringgroundoperationstoavoiddustor
othercontaminantsthatmightentertheinductionsystemandthentheengine.The
primaryairsource(throughtheairfilterCarburetorHeatoff)shouldalwaysbeusedfor
takeoff.IftheCarburetorHeatisturnedon,theheatedairusedbytheengineislessdense
thantheoutsideairandwillresultinadropinpowerproducedbytheengine.

38
 ERAUMultiEngineAirplaneGuide

Viewofthetopoftheengine

Airinletgoingtotheairfilter
andthentotheinductionbox.
OilCooler

39
ERAUMultiEngineAirplaneGuide

Viewoftherightsideoftheengine

AirFilter

Outsideairgoingintothe
airfilterandthenthe
inductionairbox.

40
 ERAUMultiEngineAirplaneGuide

Viewofthebottomoftheenginelookingtowardsthepropeller

InductionAirBox

Airheatedfromexhaust
shroud.

Airfromairfilterinto
theengine.

Carburetor

41
ERAUMultiEngineAirplaneGuide

OilFilter

Propeller

OilCooler Magneto

Viewoftheleftsideoftheengine

COWLFLAPS
Eachenginehasamanuallyoperatedcowlflapwhichisusedtochangetheamountofair
flowingthroughtheenginecowling.Thisairwillcooltheengineandkeepitatnormal
operatingtemperatures.Thecowlflapshavethreepositions(open,intermediate,and
closed)andmustbeunlockedbypushingthemetalleverintomovethecowlflaplever.
Pushdowntoopenthecowlflaps,pulluptoclose.

CowlFlapLevers

42
 ERAUMultiEngineAirplaneGuide

CowlFlapunderneaththeenginecowling

PROPELLER
TheSeminolehascounterrotatingpropellersthatprovidebalancedthrustduringtakeoff
andclimbandeliminatethecriticalenginefactorinoneengineinoperativeflight.

Thepropellersaretwobladed,constantspeed,controllablepitchandfullfeathering
Hartzellpropellers.Propellerpitchiscontrolledbyoil,ahubspring,counterweights,and
nitrogenpressure.Governorssupplyengineoilatvariouspressurestothepropellerhubto
maintainconstantRPMsettings.Eachgovernorcontrolsenginespeedbyvaryingthepitch
ofthepropellertomatchloadtorquetoenginetorqueinresponsetochangingflight
conditions.

BladeAngle RPMSpeed Forcesactingonpropeller

LowPitch HighRPM OilPressure
1. Nitrogen
HighPitchandFeather LowRPMorFeather 2. HubSpring
3. Counterweights

Featheringisaccomplishedbymovingthepropellercontrolfullaftintothedetentposition.
Featheringtakesapproximately1017seconds.Unfeatheringaccumulatorsstore
engineoilunderpressurefromtheengine,whichisreleaseddirectlytothegovernorsfor
propellerunfeathering.Unfeatheringtakes812seconds,dependingonoiltemperature.
Afeatheringlock,operatedbycentrifugalforce,preventfeatheringduringengine

43
ERAUMultiEngineAirplaneGuide

shutdownbymakingitimpossibletofeatheranytimetheenginespeedfallsbelow950
RPM.Ifthereisnooilpressureintheengineandtheenginespeedisabove950PRMthe
propellerwillfeather.

PilotValve

GearsConnected
toEngine

PropHub

PropellerandGovernorSystem
Diagram

PropellerHubDiagram

PistonMotion

44
 ERAUMultiEngineAirplaneGuide

PropellerHubwithSpinnerRemoved

NitrogenServicePlug
Counterweight

PropHub

45
ERAUMultiEngineAirplaneGuide

PropellerGovernor

UnfeatheringAccumulator

46
 ERAUMultiEngineAirplaneGuide

PropellerGovernorandUnfeatheringAccumulatorLocations

UnfeatheringAccumulator

PropellerGovernor

47
ERAUMultiEngineAirplaneGuide

LANDINGGEAR
Thelandinggeariselectricallyactivatedandhydraulicallyactuated.Thegearsystemuses
anelectric12volt,reversiblepumptomovehydraulicfluid.Thehydraulicfluidflowsin
andoutofanactuatorthat,inturn,raisesandlowersthelandinggear.

Thelandinggearpumpislocatedbehindthebaggagecompartmentaftbulkhead(a
removableplasticpanel).Landinggearextensionorretractiontakes6to7seconds.
Therearealsoaseriesofuplimit,downlimit,andsquatswitchesthatcontrolthesystem.

GearPumpandHydraulicFluidReservoir


LocatedBehindtheBaggageCompartment

Whenraisingorloweringthelandinggear,thehydraulicpumpwillactivateandmove
hydraulicfluidfromonesideofeachlandinggearactuatortotheother.Thisfluidmotion
movesapistonconnectedtoanactuatorrodthatisconnectedtotheappropriatelandingor
nosegear.Themaingearactuatorsarelocatednearthewheelsundereachwing.

ExtendSideof
HydraulicActuator

HydraulicLinestoGearPump

RetractSideof
HydraulicActuator

HydraulicActuator

48
 ERAUMultiEngineAirplaneGuide

DiagramofHydraulicPump,LinesandActuators

LandingGearOperatingSpeeds
Maximumextensionspeed140KIAS

Maximumretractionspeed109KIAS
Thisspeedisslowerthanextensionbecausethenosewheelwillunlockandramair
willpushthenosewheelbackintothewheelwell.Anyfasterspeedanditcould
damagethenosegear.

MaximumEmergencyExtensionSpeed100KIAS
Thisspeedisslowtoallowthenosewheeltogoforwardintotheoncomingair.
Thereisalsoalargespringtohelpassistthenosewheeltoextendforward.

49
ERAUMultiEngineAirplaneGuide

Belowisanotherdiagramofthegearsystem.ThepressureslabeledareNOTimportantto
memorize.Adescriptionofwhatthepressurecontrolandreliefvalvesdowillbegiven
laterinthisguide.

Gear
Pump

E E

R
R

E=ExtendSideofActuator
R
R=RetractSideofActuator

Eachmaingearorthenosegearhasanuplimitswitchandadownlimitswitchtosense
gearposition.Theleftandrightmaingearshaveasquatswitch.Asquatswitch
determinesiftheairplaneisairborneorstillontheground.Theleftsquatswitchprevents
accidentalgearretractionontheground,whiletherightsquatswitchactivatesthestall
warninghornandstartsthemaintenancetime(equivalentofTimeinServiceinthe
Seminole).Whenthegearisretracted,itisheldintheUPpositiononlybyhydraulic

50
 ERAUMultiEngineAirplaneGuide

pressure.Whenthegearisfullyextended(DOWN),itislockeddownbyadownlock
(calledaJHookbecauseofitsshape),aspringthatkeepstensionontheJHook,andan
overcenterjointwhichhelpskeepthegeardownintheeventofasideloadedlanding.
Therearealsomirrorsmountedontheenginenacellestoallowvisualconfirmationthat
thenosewheelisextended.

LandingGearCockpitLightsandHandle

GEARWARNMUTE
(Horn)
GearAnnunciatorLights

WARNGEARUNSAFE

EmergencyGear
ExtensionKnob

GearSelector

Thethreegreengearannunciatorlightsareilluminatedwhenthedownlimitswitchesare
depressed.TheredWARNGEARUNSAFElightilluminateswhenanyoneofthedownlimit
switchesarenotdepressed(meaningthegearisnottotallydown),oruplimitswitchesare
notdepressed(meaningthegearisstillintransitandnotallthewayup).Allthreeofthe
indicatorlightsareinterchangeabletoallowtroubleshootingpossiblelandinggear
extensionproblems.

Ifoneortwoofthegearlightsdonotilluminatetherearethreepossiblereasons:
1. Thegearisnotlockeddown.
2. Anannunciatorlightbulbisburnedout.
3. Thereisamalfunctionintheindicatingsystem.

51


52
UpLimitSwitch
(BehindMainWheelTrunion)
DownLimitSwitch,
JHook,andSpring

ERAUMultiEngineAirplaneGuide

HydraulicActuator

ViewoftheLeftMain
SquatSwitch LandingGear
OverCenterJoint
(LookingUndertheWing)

ToWheel
 ERAUMultiEngineAirplaneGuide

SquatSwitch
OntheGround AirborneStrutextends

UpLimitSwitch
Themaingearuplimitswitches(difficulttosee)aredepressedbythetopoftheeach
landinggeartrunion(largermetalsupportthatisconnectedtotheoleostrut)asthegear
retracts.

53
ERAUMultiEngineAirplaneGuide

LandingGearElectricalDiagram

54
 ERAUMultiEngineAirplaneGuide

NoseGearDiagram

SteeringPushrods

HydraulicActuator

UpLimitSwitch
(NotPictured)

DownLimitSwitch

Extension
AssistSpring NoseGearDoor
ClosingArm

LookingForwardintheNose UpLimitSwitch
GearWheelWell

NoseWheel
CenteringMechanism DownLimitSwitch

HydraulicActuator

55
ERAUMultiEngineAirplaneGuide

FrontViewoftheNoseGear

Extension
AssistSpring
NoseGearTrunion

ShimmyDampener

NoseGear
TurningLimits

WHATHAPPENSWHENTHEGEARISRAISEDORLOWERED
Toraisethelandinggear,theGearSelectorswitchmustbepulledoutslightlyandplaced
(lifted)totheUPposition.Thegearpumpwillstartandpumpfluidintotheretractside
ofallthreeactuators.Thedownlockswilldisengage,theredWARNGEARUNSAFElight
willilluminate,andthelandinggearwillberetracted(pushedup)bythehydraulic
actuators.Thehydraulicpumpwillcontinuetooperateandbuilduphydraulicpressure
untilapressureswitchisactivatedtoshutoffthepump.TheredWARNGEARUNSAFE
lightwillextinguishwhenallthreeuplimitswitchesaredepressed.Theuplimitswitches
donotturnthegearpumpoff.Thegearisheldintheuppositiononlybyhydraulic
pressure.

Tolowerthelandinggear,theGearSelectorswitchisplacedintheDownposition.The
gearpumpwillstartandpumpfluidintotheoppositesideofthethreehydraulicactuators.
Thelandinggearwillbegintoextend,assistedbygravityandsprings.Whentheuplimit
switchesarenotdepressed,theredWARNGEARUNSAFElightwillilluminate.Thelanding
gearpumpwillcontinuetooperateuntilallthreedownlimitswitchesaredepressed.The
downlimitswitcheswillalsocausethethreegreenlandinggearpositionlightsto
illuminate.Afterallthreedownlimitswitchesaredepressed,theredWARNGEAR
UNSAFElightwillextinguish.

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 ERAUMultiEngineAirplaneGuide

NevermovetheGearSelectorswitchintheoppositedirection(fromUptoDown,orDown
toUp)whilethehydraulicpumpisrunning.Doingsocoulddamagethegearpump.
Waituntilthelandinggearhasfinisheditsextensionorretractioncyclecompletelyand
thenmovetheGearSelectorswitchtothedesiredposition.

IftheNAVlightsareOn,thelandinggearannunciatorlightswillautomaticallydim.This
maymakeitdifficulttoseeifallthreegreenlightsareilluminated.Itisacceptableto
brieflyturntheNAVlightsOfftoverifythatthethreegreenlightsareilluminatedtoensure
thatthelandinggearisdownandlocked.

GearWarningHorn
TheSeminolehasalandinggearwarninghorntohelppreventunintentionalgearup
landings.Whenactivated,thehornbeepsat90cyclespersecondandtheredWARNGEAR
UNSAFElightwillilluminate.

Thelandinggearwarninghornwillsoundinthefollowingthreescenarios:
1. LandinggearisnotDownandLockedandtheMPisbelow14ononeorboth
engines.
Thisisaccomplishedbymicroswitchespositionedonthethrottlequadrantnearthe
throttlesthemselves(notfromaMPindication).Becausethepositioningofthe
microswitchesarecriticaltotheaccuracyofhornactuation,anyvariationinthe
locationoftheseswitcheswillcausethegearhorntosoundataMPhigherorlower
than14,asappropriate.
2. Flapsareextendedtothe2ndor3rdnotchandthelandinggearisnotdownand
locked.
3. IftheGearSelectorswitchisintheUPpositionwhentheairplaneisontheground.

ThehorncanbemutedbypushingtheyellowGEARWARNMUTEbutton.TheGEAR
WARNMUTEbuttonwillilluminateandthehornwillceaseits90cyclespersecond
beeping.Thehorncanonlybemutedwhenitwascausedbythepositionofthethrottles.
Themutecanonlybecancelledbymovingthethrottlesorloweringthelandinggear.

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EmergencyExtension
Ifthelandinggeardoesnotextendcorrectly,thereisanemergencyextensionprocedure.
Alwaysrefertotheproperchecklistwhenconductingthisprocedure.Theemergency
extensionutilizesabasicpressurereliefvalve.

ThelandinggearisheldintheUPpositionbyhydraulicpressure.Ifthatpressureis
released,gravitywillcausethelandinggeartofreefalltotheDownposition.Whilethe
landinggearisextending,thepistoninthehydraulicactuatorwillmovethehydraulicfluid
intotheextensionsideofthegearactuators.

WhenusingtheEmergencyGearExtensionKnob,movethemetalguardupandoutofthe
wayoftheknobandpulltheknoboutfully.Leaveitoutfully.OnlyFleetMaintenance
personnelshouldpushtheknobbackinandonlyafterthelandinggearsystemhasbeen
checked.Themaximumemergencyextensionspeedis100KIAS.

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ReliefandcontrolValves
Thelandinggearsystemhasaseriesofpressurereliefandcontrolvalves.Againthe
pressuresassociatedwiththesevalvesarenotimportanttomemorize.

3 2
1

1. ThermalReliefValvethevalvewillopentorelievepressureasaresultof
temperatureandpressurechangesastheairplaneclimbsordescends.
2. HighPressureControlifthepressureswitchfailstoshutoffthepumpwhenthe
landinggearisbeingretracted,thisvalvewillopentopreventthegearpumpfrom
buildingexcessivepressureinthehydraulicsystem.
Theonlywaytoknowifthegearpumpisstillpumpingistocheckthe
alternatorampmetersforahigherthannormalload.Ahighloadisshown
anytimethegearpumpispumping.
3. LowPressureControlifthepumpfailstoshutoffwhenthegearisbeinglowered,
thisvalvewillopenuptopreventanydamagetothegearpumporsystem.Againbe
suretocheckthealternatorampgaugetoseeifthegearpumpisrunning.

Ifthegearpumpwillnotturnoff,theassociatedcircuitbreakercanbepulledouttoshut
offthepump.

TheOverCenterJoint
Theovercenterjointhelpstokeepthelandinggearfullyextendedintheeventofanyside
loadingduringlanding.Overcentermeansthat,insteadofthejointbeinginastraight
line,itisslightlybenttoutilizetheforceofasideloadtohelpkeepthegeardownand
locked.

Gearcouldfoldup RED=SideloadForce
Blue=ResultingForce

Gearwouldstaydown

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BRAKES
Thewheelbrakesconsistoftwosingledisc,doublepuckbrakeassemblies,oneoneach
mainwheel.Therearefourmasterbrakecylinders,onelocatedbehindeachrudderpedal.
Tosettheparkingbrake,depressthebrakepedalsfirstandthenpulltheparkingbrake
handleup.Thisactivatesavalvethattrapshydraulicpressureinthebrakelines.
Hydraulicfluidforthebrakesandtheparkingbrakevalvearelocatedinthenose
compartment.

ParkingBrakeValve
HydraulicReservoir

Viewinsidethenosecompartment

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FLIGHTCONTROLSANDTRIM
Theempennageconsistsofaverticalstabilizerandahorizontaltailsurface(orstabilator).
Thestabilatorisanallmoveableslabtypewithanantiservotrimtabmountedonthe
trailingedge.Boththerudderandstabilatorincorporateantiservotrimtabs,which
providelongitudinalstabilityandtrim.Theaileronsarefrisetypewithsomedifferential
characteristics.

FriseTypeAilerons
Whentheyokeismovedtheaileronthatisbeingraisedpivotsonanoffsethinge.This
projectstheleadingedgeoftheaileronintotheairflowandcreatesparasitedrag.Thedrag
helpsequalizethedragcreatedbytheloweredaileronontheoppositewingandreduces
adverseyaw.Thefrisetypeaileronalsoformsaslotsoairflowssmoothlyoverthe
loweredaileron,makingitmoreeffectiveathighanglesofattack.

DifferentialAilerons
Withdifferentialailerons,theaileronthatisraisedwilltravelupwardagreaterdistance
thantheaileronthatislowered.Thisproducesanincreaseindragonthedescendingwing,
thewingwiththeupwardaileron.Thegreaterdragresultsfromthelargerdeflectionof
theaileronwhichresultsinparasitedrag.
InthePiperSeminoletheaileronsdeflectupward23(2)anddownward17(2).

Theflightcontrolsuseasystemofgears,chains,cables,pulleys,bellcranks,pushrods,and
counterweights.

FriseTypeAilerons DifferentialAilerons

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DiagramoftheAileronControls

PushrodtoAileron

BellcrankTakestwocablesandchangesdirectionofmotiontoaileronpushrod.

Thestabilatorandruddermoveinasimilarmannerastheaileronswithgears,chains,
cables,pulleys,bellcranks,pushrods,andcounterweights.

Thestabilatorandruddertrimisantiservo,meaningthatthetrimtabwillmoveinsame
directionasthecontrolsurfacewhenitisdeflected.Thetrimiscontrolledbycables,
pulleys,pushrodsandtrimscrewsthatwillmovethetrimtab.Boththerudderandthe
stabilatortrimworkinasimilarmanner.

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ElevatorTrimDiagram

PushRodtoTrimTab

AntiServoTrimTab

Theeffectsoftheantiservotrimtabwill:
1. Increasetheangleofattackonthecontrolsurfaceresultinginamoreeffective
controlsurface.
2. Increasepilotfeedbackbymakingitharderforthepilottomovethecontrolsurface
themoreitisdeflectedupordown.
3. Increasestabilitybytherelativewindforcingthecontrolsurfacebacktotheneutral
position.

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FLAPS
TheSeminoleincorporatesplainflapsthatareextendedandretractedbyamanualflap
controlhandle.Theflapsareextendedbyacontrolcableandpushrodswiththeuseofthe
flapcontrolhandle.Theflapscanbeselectedin4differentpositions:0,10,25,and40
degrees.

Theflapsarespringloadedtoreturntotheretracted(0)position.Theflapcontrolhandle
incorporatesabuttonthatmustbepressedonlywhenretractingtheflaps.Thebutton
doesnotneedtobedepressedtoextendtheflaps.Therightflapincorporatesalockto
allowtherightflaptobeusedasastep.

Themaximumflapsoperatingspeedis111KIAS.

FlapDiagram

ReturnSpring
PushRodtoFlap

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FUEL
Therearetwo55gallontotalfuelcells(54usable),oneineachnacelle(behindeach
engine).Thetotalcapacityis110gallonswith108gallonsoffuelusable.Thefueltanks
aremadeofarubberbladder.Therearefourfuelvents,oneineachfuelcapandoneunder
eachwing.Theventsunderthewingfeatureanantiicingdesign.Thecurvatureinfrontof
thefuelventdisturbstheairandpreventsicefromformingontheexposedfuelvent.

AntiIcing
Feature

FuelVent

Iffuelisspilledbythefuelcap,orifthetankisoverfilled,adraincalledascupperdrain
removestheexcessfuel.TheScupperDrainislocatedunderneaththeengineoneachwing.

ScupperDrain

Viewofunderthewing

Twofueldrainsarelocatedontherightsideofthefuselagenearthebaggagedoor.

Thesystemalsocontainstwoenginedrivenfuelpumpsandtwoelectricalfuelpumps.The
electricfuelpumpsareabackupincasetheenginedrivenpumpsfailandarealsoused
whenprimingtheengine.Whenprimingtheengineonlythreeofthecylindersareprimed;
thefourthcylinder,wheremanifoldpressureismeasured,isnotprimed.Theelectricfuel
pumpsmustbeontoprimetheengine.

Themanifoldpressuregaugemeasurestheabsolutepressureofthefuel/airmixtureinside
theintakemanifoldandismorecorrectlyameasureofmanifoldabsolutepressure(MAP).
(Theintakemanifoldisthepipethatcarriesthefuelairmixturetothecylinderfromthe
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ERAUMultiEngineAirplaneGuide

carburetor).Ataconstantrpmandaltitude,theamountofpowerproducedisdirectly
relatedtothefuel/airflowbeingdeliveredtothecombustionchamber.Asthethrottle
settingisincreased,morefuelandairflowstotheengineandMAPincreases.Whenthe
engineisnotrunning,themanifoldpressuregaugeindicatesambientairpressure(i.e.,
29.92inchesofmercury).
ManifoldPressureGauge

Thereisafuelselectorforeachenginethathasa3positionswitch(ON,OFF,XFeed
(crossfeed).IftheleftenginefuelselectorisON,fuelwillbeusedfromthelefttanktothe
leftengine.IftheleftenginefuelselectorisOFF,nofuelwillflowtotheleftengine.Ifthe
leftenginefuelselectorisintheXFeedposition,fuelwillbefedfromtherightfueltankto
theleftengine.Therightfuelselectorworksinasimilarway,butwiththeoppositetank.

FuelSelectorSwitchandLocation

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 ERAUMultiEngineAirplaneGuide

Thecrossfeedpositionshouldonlybeusedinlevelflightandthenonlytokeepthefuel
loadbalancedacrosstheairplane(usuallyinasingleenginescenario).Inflight,thefuel
selectorsshouldneverbothbeintheXFeedposition.Donottakeofforlandwithafuel
selectorintheXFeedposition.

Therearetwofuelquantitygaugesaswellastwofuelpressuregaugeslocatedonthe
instrumentpanelinfrontofthepilot.

Whenturningoffthefuelpumpsinflight,onlyturnthemoffoneatatime,checkingthefuel
pressureafterturningeachpumpoff.Doingsowillhelppreventthepossibilityoffuel
starvationtoanengineand/ornoticethefailureofanenginedrivenfuelpump.

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 ERAUMultiEngineAirplaneGuide

FuelSelector FuelSumps

FuelSelectorHandle ElectricFuelPump

FuelTank

Fuelsystemdiagram

FlapRetractionSpring

FuelSelectorsunderthebackseat
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FuelFlowExamples

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ERAUMultiEngineAirplaneGuide

ELECTRICAL
Theelectricalsystemisanegativeground,dualfed,spiltbussystem.Therearetwobelt
driven,14volt,70amperealternators;onemountedoneachengine.

PropHub

Starter
Alternator

Viewofunderthepropeller


Eachalternatorhasanalternatorcontrolunit,locatedinthenosecompartment,whichuses
avoltageregulatorandanovervoltagerelay.Theregulatorsmaintain14voltsinthe
systembetweenthetwoalternators(loadsharing).Theywillalsorecognizeifone
alternatorfailsandstillmaintainaconstant14voltsinthesystem.Theovervoltagerelay
willtakethealternatorofflineifthevoltageexceeds17volts.

Thebattery(12volt,35amperehour)islocatedinthenosecompartmentandiskept
chargedbythe14voltalternators.Thebatteryandalternatorswitchesincorporatearelay
orcontactor.Arelayorcontactorcanbethoughtofasaremoteswitch.Forexamplethe
batterymasterswitchactivatesthebatterycontactorwhichthenconnectsthebatteryto
thesystem.Thisaccomplishestwothings:1.Itkeepsthelargeramountsofelectrical
energyawayfromthepilot.2.Itkeepstheamountofheaviergaugedwiredowntoa
minimum,reducingelectricalresistanceandoverallweight.

Therearecircuitbreakerstoprotecttheelectricalsystemandequipment.Acircuit
breakercontainsapieceofmetalthatwillheatandexpandwhenelectricitymovesthrough
it.Ifthecircuitbreakerhasmorethanthenormalamountofelectricityflowingthroughit,
themetalwillgetveryhot,expandagreatdeal,andactuallypushoutorpopthecircuit
breaker.Resetting,thecircuitbreakerrequiresacooldownperiodofafewminutes
(Piperrecommends2to5minutes)toallowthemetalandotherelectricalwirestocool
down.Repeatedresettingofthecircuitbreakerafteritpopsoutcouldresultinafire.
Somecircuitbreakersaredesignedtobepulledoutmanually.

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 ERAUMultiEngineAirplaneGuide

ViewoftheNosecompartment

AlternatorControlUnits
(Mountedontheside)

Heater

Battery

Batteryand
StarterContactors

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ERAUMultiEngineAirplaneGuide

ViewofthesideoftheNosecompartment

AlternatorControlUnits
(Mountedontheside)

Theelectricalsystemscontain6busbarswhichdistributetheelectricity.Thenamesofthe
bussescanberememberedbyusingtheacronymBATMAN.
1. BatteryBus
2. AvionicsBus#1
3. TieBus
4. MainBus
5. AvionicsBus#2
6. NonEssentialBus

Thenonessentialbusisabusthatcanbedeactivatedtoquicklyhelpreduceelectricalload
inthecaseofasingleordualalternatorfailure.

Tomonitorelectricalloadsandthesystemtherearetwoammeterswhichmeasurethe
individualelectricalloadofeachalternator.

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 ERAUMultiEngineAirplaneGuide

Externalpowerof14voltsmaybeusedtopowertheairplane.Itwouldbepluggedin
underneaththenoseandtotherightofthenosewheeldoors.Itisagoodpracticetostart
oneenginewithexternalpower,thendisconnecttheexternalpowerandstarttheother
engineontheairplanesownpowersystemtohelpmakesureitisworkingproperly.Be
suretorefertotheappropriatechecklistbeforedoingthisprocedure.

ElectricalSystemDiagram

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ERAUMultiEngineAirplaneGuide

VACUUMSYSTEM
Thevacuumsystemsusestwoenginedriven,drytypevacuumpumps(drytypemeansno
liquidlubricationisusedinsidethepump).Thesepumpsareconnectedtotheaccessory
caseonthebackofeachengineandcontainasheardrive.Ifthevacuumpumpwould
breakorseizeupandnotspinfreelythesheardrivewillshearoffanddisconnectthe
pumpfromtheenginesaccessorycasetopreventdamagetotheengine.

VacuumFilter VacuumPump

Thevacuumfilterislocatedundertheinstrumentpanelandallowsfilteredairfrominside
thecabintoflowintothevacuumsystem.

Normalsuctionis4.8to5.2inchesofmercury.Thereisaregulatorneareachpumpto
preventexcessivesuctioninthesystem.Thereisalsoasetofcheckvalvesthatcan,inthe
eventofapumpfailure,separatethatpumpfromthesystemtomaintainpropervacuum
suctioninthesystem.Thesuctiongaugehasredflowbuttonswhichallowthepilottosee
ifanyoneofthepumpshasfailed.Aredbuttonwillpopoutintheeventofavacuum
pumpfailure.

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 ERAUMultiEngineAirplaneGuide


VacuumSystemDiagram



VacuumInstruments
VacuumFilter
SuctionGauge

CheckValves

Regulators

VacuumPumps

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ERAUMultiEngineAirplaneGuide

PITOTSTATIC
Thepitotstaticsystemsuppliespitotandstaticpressuretotheairspeedindicatorand
staticpressuretothealtimeter,verticalspeedindictor,andblindencoder.(Theblind
encoderiswhatsendsthealtitudeoftheairplanetoATC.)

DrainValves

Alternate
StaticSource

PitotMast

Thepitotandstaticlinescanbedrainedofwaterthroughdrainvalveslocatedinside
thecabintotheleftofthepilotseatnearthefloor.Todrainpressthebuttonsinand
anywaterinthelineswilldrainoutthemiddleofthe
button.

Analternatestaticsourcelocatedundertheleftsideofthe
instrumentpanelwillallowairfrominsidethecabinfor
staticpressure.Thecabinventsandstormwindowmust
beclosedandthecabinheatanddefrostermustbeon
whenusingthealternatestaticsource.

Thepitotmastisalsoheatedfordeicingorantiicingifunintentionallyencounteringicing
conditionsinflight.
Iftheplaneisequippedwithautopilot,theremaybeadditionalstaticportsontheaft
fuselageforusewiththatsystem.

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ENVIRONMENTAL
Theenvironmentalsystemprovidesbothoutsideairandheatedairforcabinheatand
defrosters.ThereisanairblowernearthetailoftheairplaneandaJanitrolcombustion
heater,whichislocatedinthenosecompartmentoftheairplane.

Bothramairthroughventsontheoutsideoftheairplaneandanairblowercanmoveair
throughtheoverheadvents.

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ERAUMultiEngineAirplaneGuide

Overheadairventsandduct

OverheatVent
ShutoffValve

FreshAirInlet

OverheadVentFreshAirInlet

TheJanitrolcombustionheaterusesfuelfromtheleftfueltankattherateofagallonper
hour.(Makesuretoaccountforthisduringflightplanning).Thereisafuelpumpinthe
nosecompartmenttopumpfuelfromthelefttanktotheheater.Theheaterdrawsin
outsideairandusesasparkplugandfueltomakeahighvelocitywhirlingflame.The
heatfromthisflamewillheatairmovingaroundashroudaroundtheheaterandthenpush
warmairintothecabin.ThisoperatesinsimilarprincipletothecabinheatofaCessna
172,howeveritdoesnotinvolveengineexhaustatall.Whentheheaterison,heatshould
befeltrightaway.

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RightSideoftheNose

CombustionAirInlet
FreshAirInlet

Heaterfuelpump
drain

Batteryventand
CombustionAirExhaust freshairvents

DiagramoftheInsideoftheHeater

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ERAUMultiEngineAirplaneGuide

Toturntheheateron,thecabinheatswitchmustbeturnedonANDtheairintakelever
mustbeintheopenposition.Toturnonthedefroster,withtheheateron,movethedefrost
levertotheonposition.Thetemperatureoftheheatiscontrolledbythetemperature
lever.

EnvironmentalControls

FreshAir
BlowerFanSwitch

CabinHeatSwitch

Thetemperatureleveractsliketheheatinahome,atemperatureissetandtheheatgoes
onuntilthattemperatureisreachedthenshutsoff.Whenthetemperaturedropsbelowthe
selectedtemperaturetheheaterwillautomaticallyturnbackon.Theheaterintheairplane
cyclesonandoffthesameway.

Whentheheatisturnedonandtheairplaneisonthegroundramairflowisnotflowing
intotheheater.Thereisablowerthatwillblowairfromoutsideintotheheatertobe
pushedintothecabinwhileontheground.Thisblowershutsoffwhentheuplimitswitch
onthenosewheelisdepressed(meaningthegearisup).Whenalofttheramairfrom
outsidewillpushairintotheheaterandprovideairforheating.Thefanswitchposition
canbeusedonthegroundtoblowfreshoutsideairintothecabin.

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 ERAUMultiEngineAirplaneGuide

CombustionAirInlet

Airblower

CombustionExhaust

AirIntakeValve

Thereisaoverheatswitchthatactsasasafetyfeaturetoshuttheheateroffiftheheater
malfunctions.IfanoverheathappenstheHTROVERTEMPannunciatorlightwillturnon
andtheheaterwillbeautomaticallydeactivated.OncetheHTROVERTEMPlight
illuminatestheheatercanonlyberesetonthegroundbymaintenance.

Whenturningofftheheaterintheair,turntheheatswitchoffandleavetheairintakeopen
for15seconds.Ifontheground,turntheheaterswitchtotheFanpositionfortwo
minutes.Thiswillallowtheheatertocooldownafteruse.Thereisaplacardonthe
instrumentpanelwiththisinformationaswell.

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ERAUMultiEngineAirplaneGuide

Heaterinsidethenosecompartment

HeaterFuelPump

ANNUNCIATORPANELANDWARNINGLIGHTS

Whendoeseachlightilluminate?
OIL Whenoilpressureoneitherengineis15psianddecreasing
VAC Whendifferentialvacuumbetweenpumpsis4inHg .25inHg
ALT Wheneitheralternatoroutputiszero
HTR
Whenheatertemperatureinventjacketistoohot
OVERTEMP
LOBUS Whensystemvoltage drops from14v to12.5v(meaningonlyonbatterypower)

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STALLWARNING
Stallwarningvanesareactivatedwhentheairplaneisairbornebytherightsquatswitch.
Theycauseanauralwarningwhenairplaneisapproximately510knotsabovestallspeed.
Theoutboardstallwarningvaneoperateswhenflapsaresetat0or10degrees.The
inboardstallwarningvaneoperateswhentheflapsaresetat25and40degrees.

EMERGENCYEXIT
Theleftwindowcanberemovedtobeusedasanemergencyexit.Toopentheexit
removedtheplasticcoveroverthehandle,pullthehandletowardsthenoseoftheairplane,
andpushthewindowout.Thewindowwillthenfreefalloutoftheframe.Thisexitshould
onlybeopenedandusedwhenontheground.

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EMERGENCYLOCATORTRANSMITTER(ELT)
TheELTislocatedintheaftfuselagesectionoftheairplane.Itrunsoffitsownself
containedbattery.Thebatterymustbereplacedafter1hourofcumulativeuse,afterithas
beenusedinanemergencysituation,orafterthereplacementdateonthebattery,whichis
halftheshelflifeofthebattery.Itcanbetestedduringthefirst5minutesafterthehourfor
nomorethan3audiosweeps.ThereisanautomaticGswitchthatwillturnontheELT
afterahardlandingoracrash,andaremoteswitchlocatedontheinstrumentpanelthat
canturnontheELTanytime.

ELTlocatedinthetailoftheSeminole

406MHZELT
StartingFebruary1,2009theELTfrequency121.50Mhzwillnotbemonitoredbya
satellite.Thefrequency406Mhzwillbeusedandmonitoredbyasatellite.LocalATC
towersandotherlocalfacilitieswillstillmonitor121.50Mhzfromtheground,sothey
mightheartheELTalert,butitwillnotbemonitoredfromspaceanymore.Whileitisnot
mandatorytoswitchtoa406MhzELT,therearesomeadvantages:

406MHzBeaconNEW 121.5/243MHzBeacon
Digital:uniqueidentification,registration
Analog:nodataencoded,
Signal dataprovidesinformationontheowner
higherfalsealertrate
oraircraftN#
0.1Wattscontinuous
SignalPower 5Wattspulse
(typical)
Coverage Global Regional
Position Within5km(Doppler),100mifGNSS Within20km
Accuracy (GPS)positionisencodedinmessage (Doppleronly)
WaitingtimeforLowEarth
Geosynchronoussatellitealert
AlertTime Orbitsatellitepass
within5minutes
45minutesaverage
DopplerPosition Twopassesrequiredto
Resolutionpossibleatfirstsatellitepass
Ambiguity resolvepositionambiguity

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 ERAUMultiEngineAirplaneGuide

SOURCES

AeronauticalInformationManual

FAAH80833FAAAirplaneFlyingHandbook

FAAH808325FAAPilotsHandbookofAeronauticalKnowledge

JeppesenMultiEngineManual

PiperSeminolePilotsOperatingHandbook

PiperSeminoleMaintenanceManual

Title14oftheCodeofFederalRegulations

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(Thispageleftblankintentionally)

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APPENDIX

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(Thispageleftblankintentionally)

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