Atp Piper Seminole Training Supplement

Front 1

Aerodynamic effects of engine out

Back 1

Pitch down (loss of accelerated slipstream over horizontal stabilizer, so it produces less negative lift. not a big effect in Seminole bc of high stabilizer)
Roll- loss of accelerated slipstream (ie lift) over dead engine wing causes it to roll towards dead engine
Yaw toward dead engine (bc of loss of thrust and increased drag from windmilling prop)

Front 2

Inop engine climb performance

Back 2

Climb performance depends on excess power needed to overcome drag. Multi engine losses approx 80% of climb performance if 1 engine down (not 50). Must put power to full and minimize drag for optimum climb performance.

Front 3

Approx drag factors

Back 3

Flaps 25= -240 FPM
Flaps 40= -275 FPM
Windmilling prop= -200 FPM or more
Gear extended= -250 FPM
* no single engine climb performance is required for this a/c because of size of a/c

Front 4

Sideslip during single engine

Back 4

Sideslip condition (BAD)- use rudder only to maintain heading and wings level. A/C crabs into wind causing high drag.
Zero sideslip- A/C Banked 2-5 degrees into operating engine, as well as inclinometer ball "SPLIT" (by the centered line) toward the operating engine.

Front 5

Single engine service ceiling

Back 5

max density altitude that Vyse will be 50FPM with critical engine INOP

Front 6

Climb performance depends on what 4 factors?

Back 6

DAWP

Drag (gear, flaps, cowl, flight controls, prop, sideslip)
Airspeed (not too low or too high)
Weight
Power (amt available in excess of that needed for level flight, engines may require leaning)

Front 7

Critical engine

Back 7

That engine that most adversely effects performance when failed, Seminole doesn't have it b/c of counter rotating props

Front 8

Factors of engine being critical

Back 8

Most multis have clockwise rotating engines when viewed from cockpit.

This makes left engine critical because of PAST

P factor
A ccelerated Slipstream
S piraling Slipstream
T orque

Front 9

P-Factor problems in critical engine

Back 9

Descending blade on right engine has longer arm, so it will be greater Yaw if left engine out

Front 10

Accelerated Slipstream problems in critical engines

Back 10

Center of lift on right wing has more of an arm because of P factor producing more thrust on the right side of propeller

Front 11

Spiraling Slipstream problem in engine failure

Back 11

Spiraling Slipstream on left engine hits vertical stabilizer on left, helping counteract yaw, right engine doesn't do this so a dead left engine will cause more yaw

Front 12

Torque problem in engine failure

Back 12

When right engine is lost, airplane will roll towards right because of reduced lift on that side, however left engine torque counteracts this. When left engine is lost, torque only adds to the rolling tendency.

Front 13

Vmc

Back 13

Airspeed needed to maintain directional control with inop critical engine (red radial line)
This speed is at most unfavorable weight and cg, standard day, max power on operating engine, prop windmilling, flaps set for takeoff, gear up, trimmed for takeoff, 5 degree bank into operating engine

Front 14

How will Vmc change based on Weight and CG

Back 14

weight- certification test for Vmc allows 5 degree bank. the heavier, the greater horizontal component of lift. So, it will add to rudder force, and it decreases Vmc
As CG moves forward, the the moment arm between rudder and CG is longer, increasing leverage of rudder. This lowers Vmc

Front 15

How will Vmc change based on atmospheric conditions and operating engine power?

Back 15

Any condition that increases performance on operating engine (eg atmospheric conditions or power) will cause more adverse yaw, and toward inop engine, and Vmc increases

Front 16

How will Vmc change based on critical engine windmilling?

Back 16

A windmilling prop creates drag casing yawing moment into dead engine, increasing Vmc

Front 17

How will Vmc change based on flaps and gear?

Back 17

Gear and flaps have stabilizing effects which reduce Vmc when extended

Gear causes keel effect (forcing airplane to fly parallel to relative wind, reducing yaw)

Front 18

How will Vmc change based on 5 degree bank toward operating engine?

Back 18

Banking creates horizontal component of lift, which helps rudder force, and lowering Vmc

Front 19

Vmc limitations

Back 19

Rudder not to exceed 150 lbs pressure
Not necessary to reduce power
Not assume any dangerous attitudes
Possible to prevent 20 degree heading changes.

Front 20

Engines

Back 20

LHAND, O-360 (opposed, 360 cubic inch), and right engine is LO-360 (rotates to left)
4 cyl, 180 HP at 2700 RPM

Front 21

Carb icing temps and why

Back 21

-5 to 20 C, that hot bc high air velocity and heat absorption due to vaporizing fuel

Front 22

Propeller

Back 22

Hartzell two bladed, controllable pitch, full feathering metal prop

Front 23

Controllable pitch

Back 23

When blue prop control moved forward, oil pressure, regulated by prop governor, drives a piston which moves blades to low pitch.

When blue lever is moved back, oil pressure is reduced by governor pump, allows nitrogen-charged cylinder, spring, and counterweights to drive blade back to low feathered position.

Front 24

Feathering propeller

Back 24

Reduces drag because less blade area exposed
Takes 6 seconds to feather
Mixture should be placed on cutoff to stop pwr production
Feathering is prevented under 950 RPM (for engine shutdown)
If oil pressure lost, prop will feather

Front 25

Overspeed propeller

Back 25

Caused by malfunctioning governor, making blades full low pitch.
Must retard throttle, and decrease RPM completely and set if any control available. Airspeed and throttle set to maintain max 2700 RPM

Front 26

Landing gear

Back 26

electrically powered hydraulic pump (hydraulically actuated)
Gear up only by up pressure, springs assist in extension and locking gear down.
Springs maintain force on each hook to keep it locked.

Front 27

When is gear warning horn activated

Back 27

Manifold below 15" on one or both engines
Flaps at 25 or 40
Gear handle in up position on ground (only done by maintenance)

Front 28

Where is squat switch

Back 28

Left main gear, strut becomes fully extended when airborne, and closes squat switch

Front 29

Gear malfunction

Back 29

Use red emergency extension knob
It releases up pressure, and allows gear to free fall down
Must be done below 100 KIAS due to air load on nose gear.

If hydraulic pressure is lost, gear will free fall.

Front 30

How far does nose gear steer

Back 30

30 degrees on either side of center

Front 31

Describe brakes

Back 31

Disk brakes on main landing gear. Brake fluid reservoir is in nose cone.
ATP Seminoles have heavy duty brakes

Front 32

Describe flaps

Back 32

Manual flap system, with settings of 0, 10, 25, and 40.

25 used for all landings except short field, which is 40.

Front 33

Describe Vacuum system

Back 33

Two engine driven vacuum pumps
Operates AI, and HSI
Failure of one pump will not cause loss of instruments bc the other can handle it

Front 34

Describe Pitot Static system

Back 34

Heated pitot tube and static port under left wing.

Alternative static source inside, but storm window and cabin vents must be closed when using this, and heater and defroster on.

Front 35

Describe fuel system

Back 35

Uses 100 LL
Two 55 gallon bladder nacelle tanks
1 gallon unusable in each tank

Front 36

Describe fuel pumps

Back 36

2 engine driven, and 2 electrical.
Electric must be used for engine start, t/o, landing, and fuel selector changes, ATP uses fuel pumps for all maneuvers except steep turn

Front 37

Describe positions of Fuel Selector Valve

Back 37

the positions, ON OFF and X-FEED
When ON, fuel is taken from engine's own wing.
When X-FEED, fuel is taken from opposite wing than engine (limited to straight and level).

Front 38

Describe X-FEED operation to provide left engine with fuel from right tank

Back 38

Left electric booster pump-ON
Left selector valve- X-FEED
Check left fuel pressure
Left engine boost pump off
Check fuel pressure

Front 39

Describe electrical system

Back 39

14 Volt, with push-pull circuit beakers
12 Volt, 35 amp hour battery
Two 70 amp alternators
Voltage regulators maintain 14-V output from each alternator, sharing electrical load.
Loss of 1 alternator indicated by annunciator light and zero indication on load meter. Generally airplane can function off 1 alternator

Front 40

Describe over-voltage protection

Back 40

if system voltage exceeds 17V, then battery becomes sole source of electrical power.

Check circuit breakers, reset only one time

Front 41

Describe heater

Back 41

Janitrol Gas combustion heater in nose compartment
Distributed by ducts along cabin floor and at each heat, and defroster
Heater controlled by 3 position switch on instrument panel "CABIN HEAT, OFF, FAN"
Airflow temp is regulated by three levers to the right of the switch "AIR INTAKE, TEMP, DEF"

Front 42

How to get cabin heat?

Back 42

AIR INTAKE must be open, and CABIN HEAT on
This ignites heater, and during ground ops, activates vent blower. When cabin reaches certain temp, ignition of heater cycles to maintain temp

Front 43

How to get fresh air in cabin?

Back 43

turn CABIN HEAT off and AIR INTAKE lever open.
Fresh air blower provides air in ground ops, operated by high/low blower fan switch

Front 44

Describe stall warning horn system

Back 44

Two electric stall detectors on left wing

Inboard detector provides stall warnings at flaps 25 and 40, outboard provides at flaps 0 and 10.

This provides stall warning at various angles of attack. They are deactivated on ground through squat switch.

Front 45

Emergency Exit

Back 45

Pilot's left side window
Used when on ground, and main door unavailable.
Emergency exit release handle is beneath thermoplastic cover on vertical post between first and second left side windows.

Front 46

INOP eqipment must be-

Back 46

ATP doesn't have MEL's
Instrument must be removed, or placarded

Pilot determines it is not a hazard

Front 47

As Fuel burns, CG moves

Back 47

Forward

Front 48

Engine failure/abnormality prior to rotation (enough runway to stop, not enough runway)

Back 48

ABORT T/O if enough runway to stop
Throttle immediately closed
Brake straight ahead

If not enough runway-
Mixture CUTOFF
Fuel selectors, mags, master OFF
Maintain directional control, avoid obstacles

Front 49

Engine failure just after T/O (enough runway to land, not enough runway to land)

Back 49

Sufficient runway to stop-
Maintain directional control
Close throttles
Land straight ahead, brake

Engine failure after rotation and gear up
Maintain directional control, pitch, and a/s
Mixtures, prop, throttles full forward
Flaps/gear up
Identify dead foot, verify by closing throttle
Feather prop
Mixture cutoff
Climb at 88/blueline
Declare emergency/land

Front 50

Normal t/o procedure

Back 50

2000 RPM, check gauges, FULL RPM
"airspeed alive"
Rotate at 75 (wheels off at approx 80)
Accelerate to Vy
Positive rate and no more runway, gear up
Vy until 500
110 after 500
24" 2500 RPM at 1000, and`
"after landing checklist"

Front 51

Engine Failure procedure (what to do in first 3 seconds)

Back 51

1- Decrease pitch to horizon or slightly above, if trimmed for 88, then it will drop automatically
2- Bank 2-5 degrees to operating engine (assists in directional control)
3- Input rudder towards operating engine (doing this after first two steps will avoid stomping in wrong rudder)

Preform memory items on in-flight engine failure checklist

Front 52

In-flight engine failure checklist

Back 52

Maintain direction/pitch/attitude/a/s
Mixtures, props, throttles- FULL
Gear/flaps - UP
Identify- Dead Foot
Verify/throttle- CLOSED
Prop inop engine- FEATHER
Mixture inop engine- CUTOFF
Climb- 88, blueline
Declare emergency, land asap