PA-44 Seminole MEL IFR

56 KIAS

55 KIAS

57 KIAS

75 KIAS

65 KIAS

82 KIAS

88 KIAS

105 KIAS

111 KIAS

135 KIAS

112 KIAS

169 KIAS

202 KIAS

140 KIAS

109 KIAS

!!

75 KIAS

129 KIAS

3816 lbs.

3800 lbs.

3800 lbs.

200 lbs.

110 Gal.

108 Gal.

6 Qts.

6 Qts.

17 KTS

55 PSI

50 PSI

20" MP/2300 RPM

25" MP/2400 RPM

15" MP/ Maximum RPM

12" MP/ Maximum RPM

• A. Cranking
• -----CONTINUE
• *****If engine starts:*****
• 1. Affected Engine Throttle
• -----1700 RPM FOR 3 MIN
• 2. Engines
• -----SHUTDOWN
• *****If engine does not start:*****
• 1. Affected Engine Throttle
• -----MAX
• 2. Mixtures
• -----ICO
• 3. Affected Engine Starter Switch
• -----START
• 4. Fuel Selectors
• -----OFF
• 5. Auxiliary Fuel Pumps
• -----OFF
• 6. Magneto Switches
• -----OFF
• 7. Master Battery/Alternator Switches
• -----OFF
• 8. Fire Extinguisher
• -----REMOVE
• B. Evacuate Aircraft

• 1. Throttles
• -----IDLE
• 2. Toe Brakes
• -----AS REQUIRED
• 3. Wing Flaps
• -----UP

• 1. Airspeed
• -----88 KIAS
• ***Obstacle clearance speed is 82 KIAS.***
• 2. Mixtures
• -----RICH
• 3. Propellers
• -----MAX
• 4. Throttles
• -----MAX
• 5. Wing Flaps
• -----UP
• 6. Landing Gear Lever
• -----UP
• ***Confirm inoperative engine.***
• 1. (Inoperative Engine) Propeller
• -----FEATHER

• A. Lights/Pitot Heat
• -----OFF
• B. Sideslip
• -----AS REQUIRED
• ***If necessary:***
• 1. Declare an emergency with ATC or on 121.5
• 2. Activate ELT
• 3. Squawk 7700

• 1. (Affected Engine) Fuel Selector
• -----OFF
• 2. (Affected Engine) Throttle
• -----IDLE
• 3. (Affected Engine) Propeller
• -----FEATHER
• 4. (Affected Engine) Mixture
• -----ICO
• 5. (Affected Engine) Cowl Flap
• -----OPEN
• 6. Airspeed
• -----100 KIAS MINIMUM

• 1. Master Battery/Alternator Switch
• -----OFF
• 2. Cabin Heat/Vents
• -----OFF
• 3. Fire Extinguisher
• -----AS REQUIRED

• 1. Throttle
• -----IDLE
• 2. Ailerons
• -----NEUTRAL
• 3. Rudder
• -----OPPOSITE
• 4. Stabilator
• -----FORWARD

• ***Climb, descend, or turn to exit.***
• 1. Carburetor Heats
• -----ON
• 2. Cabin Heat
• -----ON
• 3. Defrosters
• -----OPEN
• 4. Pitot Static
• -----ON
• 5. Alternate Static
• -----ON

• ***Confirm affected propeller.***
• 1. (Affected Engine) Throttle
• -----IDLE
• 2. (Affected Engine) Oil Pressure
• -----CHECK
• 3. (Affected Engine) Propeller
• -----MIN
• ***Adjust throttle, propeller, and airspeed as required to maintain 2700 RPM or less.***

• 1. Cowl Flaps
• -----CLOSED
• 2. Throttles
• -----IDLE
• 3. Propellers
• -----MAX
• 4. Mixtures
• -----AS REQUIRED
• 5. Landing Gear
• -----DOWN
• 6. Airspeed
• -----140 KIAS

Two Lycoming O-360 four-cylinder, direct drive, horizontally opposed engines. each rated at 180 horsepower @ 2700 RPM at sea level. The engine is air cooled and equipped with oil coolers with low temperature bypass system and engine-mounted oil filter.

Two belt-driven 14 volt, 60 amp alternators

Consists of voltage regulator and Overvoltage relay. The regulator is for load sharing while regulating bus voltage of 14-volts. The overvoltage relay takes the alternator offline if output exceeds 17 volts. If this occurs the ALTernator light illuminates

35 ampere-hour, 12-volt battery

2 Hartzell constant speed, hydraulically actuated, full feathering propellers. Two counter rotating props with two blades each.

500

245

15-115

.5-.8 (5-8 is green)

2.0 flaps down - 3.8 flaps up

Prop is feathered

Anti servo that moves in same direction with greater travel

Anit servo that enhances rudder control

950

• Hydraulically actuated
• * Electrically driven
• * 1 pump, dual flow
• * Gear held up by hydraulic pressure-1800PSI
• * Gear held down by J Locks & c Locks
• * Steerable nose wheel
• * Connected to rudder pedals
• * Oleo Struts
• * air and oil in struts oil absorbs the impact first then ride on air

• 13 (9 connected to pump 4 connected to gear horn)
• * 3 up limit
• * 3 down limit
• * 1 in the pump
• * 1 in the middle
• * 1 in the handle
• * GH 2 squat switches
• * Left main
• * Prevents Raising gear while on the ground and sounds gear horn
• * Right main
• * turns on tach time
• * Tach won't start until you are off the ground
• * stops the stall horn from going off on the ground
• * turns on the fan if you use the heater on ground
• * GH 1 in throttle
• * Below 14 inches for either throttle (gear mute switch applies)
• * GH 1 in flaps
• * pass 10 degrees

• 6
• * 2 per engine for back-up elec & engine driven
• * 2 for the heater (2nd stage pump)

No

• 1,2,4
• so you don't flood all cylinders

0.5 GPH off of left engine

Shorter arm between CG and rudder

• P-Factor (Yaw):
• Accelerated Slipstream (Roll and Pitch):
• Spiraling Slipstream (Yaw):
• Torque (Roll):

The descending blade on the prop has more thrust. The right engine descending blade is further from the CG so will have more leverage (yaw) with a failure of the left engine.

P-Factor causes more thrust to be produced on the right side of the propeller meaning that the lift will be higher on the right side (because further from CG) with a failure of the left engine. Will also be less negative lift on the tail because more airflow from the left engine that hits the tail.

A spiraling slipstream from the left engine hits the vertical stabilizer from the left, helping to counteract the yaw produced by the loss of the right engine. The slipstream from the right engine does not hit the vert stabilizer meaning no help if the left engine fails.

For every action there is an equal and opposite reaction. Newton's 3rd Law of Motion.

3 knots per degree of bank up to 5 degrees

V-MC is the minimum airspeed at which directional control can be maintained with the critical engine inoperative. Aircraft manufacturers determine V-MC based on conditions set by the FAA:

• 1. Standard Day Conditions at Sea Level (15 deg Celsius, 29.92 standard pressure). Standard conditions at sea level allows the engine to develop maximum power.
• 2. Maximum Power on the Operating Engine.
• 3. Aft CG
• 4. Critical Engine Windmilling. Creates a lot of drag on the dead engine. Like a big disc.
• 5. Flaps Up, Gear Up, Trim for Takeoff. When the gear is extended, the gear and gear doors have a keel effect, reducing the yawing tendency and decreasing the V-MC. Extended flaps have a stabilizing effect that may reduce V-MC.
• 6. Up to 5 degrees of bank. Wings level, only the rudder helps with yaw. Banking into the operating engine creates a horizontal component of lift which helps offset yaw. V-MC increase with decreasing bank by a factor of 3 knots per degree of bank angle.
• 7. Most Unfavorable Weight. (Lighter is worse). The heavier the aircraft the greater the horizontal component of lift which aids the rudder and decreases V-MC

Single-engine service ceiling is the max density altitude at which the single engine best rate of climb airspeed (V-YSE) will produce a 50 fpm rate of climb with the critical engine inoperative

Single engine absolute ceiling - max density altitude that an aircraft can attain or maintain with the critical engine inoperative. V-YSE and V-XSE are equal at this altitude. The aircraft drifts down to this altitude when an engine fails.

Yes, located inside the cabin under the left side of the instrument panel.

The storm window and cabin vents must be closed, and the heater and defroster must be turned on. This will reduce the pressure differential between the cockpit and the atmosphere, which will reduce error.

• 4 degrees for VOT, ground checkpoint and dual check.
• 6 degrees for an airborne check
• VOR equipment must be checked every 30 days

• Preflight performance analysis to look at:
• 1. Takeoff Ground Roll, Short Field Effort, Graph
• 2. Takeoff Distance over 50 ft runway, Graph
• 3. Accelerate Stop Distance, Graph (this one has now been deleted)
• 4. Climb performance, single engine, gear up, graph
• 5. Cruise performance graph
• 6. Speed/Power graph (a lot of people have trouble w this). Make sure to adjust the temperature for the standard drop with elevation.
• 7. Accelerate go graph

Route: Assigned, Vectored, Expected, Filed

Altitude: MEA, Expected, Assigned (Highest)

Airspeed, Drag, Power, Weight

100

4.8-5.2

< 6,000 lbs or Vso < 61kts

Ground stations monitor GPS signals, send info to geo stationary sattelites, and confirm with unit in plane.

What WAAS does. Figures out that a satellite is bad and tunes it out of the equation

Sensitivities similar to ILS

Uses an internally generated glideslope based on WAAS. Flown to a DA. CAN BE FLOWN BY A WAAS GPS

Localizer performance without vertical guidance based on WAAS. Lateral sensitivity increases closer to the runway.

Non-precision with lateral guidances. When not using WAAS, must check RAIM

ADVISORY GLIDEPATH ONLY!!! NOT TO BE CONFUSED WITH LNAV/VNAV or LPV

Take groundspeed x 60 and divide by FPNM

No, but commercial standard for twins is 1 statute mile

+/- 1 hour from eta ceiling must be 2,000' and visibility 3 miles

if you double the lift/angle of attack, you double the load factor

doubled