IUoT oeparrmenrl'=jllxi *,îr:î:=i:i{lït+îi,,onoo ,o, rr^.oi. I'tn rno wlln rflle 49, uniled st.tes co{e, - PDF

BEGISTßATOil IUoT oeparrmenrl'=jllxi *,îr:î:=i:i{lït+îi,,onoo ,o, rr^.oi.unrr_ed srates or auñ'rce Tâfs cêntric.le nr rl b ií tùe a rlå ',' #1i IJ- T1,* it 887SP CYLTilDER SHOP II{C iltv 41ST AVE

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BEGISTßATOil IUoT oeparrmenrl'=jllxi *,îr:î:=i:i{lït+îi,,onoo ,o, rr^.oi.unrr_ed srates or auñ'rce Tâfs cêntric.le nr rl b ií tùe a rlå ',' #1i IJ- T1,* it 887SP CYLTilDER SHOP II{C iltv 41ST AVE opa LOC!(A FL 38054_2328 ssuod lor regi!tr!- tfon putposæ only r d Ís rot! carllffcrte ol tltle. Tàe Feda l Avl - llon Adt' rlst rtíon!0 6 lol detêrnlne ríghts of ownsrshlp rs ùclwssn prlclle It ls csrtlt Bd F6dsrul Aylrllo o lnts nrtio[!l rod rsg llllors íssuert tìeraundei '' I'tn rno wlln rflle 49, uniled st.tes co{e, U.S. Deptrlm.nt of Trlnrportrtion Federal Avi tion Administr NAIIONALITY AND FEGISIFAIION MARXS N887SP T.F.ÌED STAÍES OF AMEBICA DEPARTMENT OF TRANSPOCIÀÍIO _TEOENAL AVIATION AOMINISTRATION STANDARD AIRWORTHINESS CERTIFICATE MANUFACIUF FI AND MOOET PIPER PL34-2OO 3 AIFCRAFI SEFIAL NUMBEF C ''EGORY NORMAL Erceplrcns NONE. TEFMS ANO CONOITIONS Unlæs sæær surrenóged. susp nded rwoted or a lsmlnal on date 13 olhe$ * 6lrUEhGd Ùy lhc AdmrnÊlr! d ttle alfwo.lhln6scertíeâlelse'leclmsslongasthemlnt Énce.pfænlatiErulnlNm'mdelle lþßrggclo'íldm accordencewrthparrszr. lanãci rrhef-ederalavelrmregutelrons såppropfl l åndlt!årrcr!nrsr g6tda{ mltll',qlæ Slal6 OESIGNATION NUTTSEF DATE OF ISSUANCE SAT-FSDO S}I17 Any attãatron, feptoouctton. or m suse ol lhlsgøllftcale may b puñehâble by â llne nol exc (x lmþrlsonmnt not xcecdlfìg 3 yeåfs or both TH S CERT FICAfE MUsl BE otsel veo r. rxe ln'cn rr t t WIÌH.APPLICABLE FEDERAL AVIATION FEGULAfIONS GPO FAA Form g1(xþ2 (B_s2) \ WAYMAN AVIATION SERVI Bldg.209 Musick Rd. Opa-Locka Aþort Opa-Locka, FL Ph: Piper Seneca I N887SP E.L.T. TRANSPONDER STATIC SYSTEM ANNUAL IOO HRS. April2009 April2008 April2008 April2009 4,629.7 Tach April2010 April20l0 April20l0 April20l0 4,729.1Tach COMPUTED \ileight AND BALANCE BASIC EMPTY WEIGHT TOTAL MOMENT NEW C.G. USEFUL LOAD t337.2 N8875P WEIGHT AND BALANCE DATE. April 1, 2005' wo#: 17A18 A/C : REG#: PIPER PA-34-2OO S/N : N887SP TACH: THIS FORM SUPERSEDES WEIGHT AND BALANCE DATED: 12117t01 ITEM WEIGHT (LBS.) ARM (tn) MOMENT (rn LBS.) PREVIOUS WEIGHT AND BAI-ANCE: REM OVED LeÍt MZ-4216 Sta rter I NSTALLED Left MZ-6222 Starter TOTAL: NEW EMPry WEIGHT: NEW EMPTY WEIGHT C.G.: MAX GROSS WEIGHT: USEFUL LOAD: LBS tn LBS LBS, Take-Off SYREK-MEE AVIATION 2?6-72 5L NewPage I unitedstates ofamerioa Deparhent of Transportation - Federal Aviation Administration S upp lemental Type C ertificate Numb T nor,** Gamin Interndional, hc. 12fi) East 15lstsheet Ol tle, Ks 6$62 This certificale issued to certifies that the change in the t pe designfor thefollowing pductwith the limintions and conditions thereþr as specified hereon meets lhe ainvorthiness requirements of Parl r of the Rdcr r Avi ion It egylations. 3Ar3 Original Product-Ty te Cenificate Number : Makc : Piper Model: PA-34 Description of Type Desrgn Change: krstallationofagarrningns430/530 VIIFNAV/COMIWGPS Systemand associated GI I 064 Cquse Deviation Indicators (CDI), GT)K 327 ATCRBS Transpmder, and GMA 3 40 Audio ParæI. Data Required: (l) GarminMasterDmwinglist (MDL) 005{000140,RevisicnE, d tedfebn ary 18,2003; and (2) FAAApprorrcd Airplane Fligþt Manrnl Srpplemeú (AFMS),forPiperMo&swithGa mingns 430 andgns 530 VIIFNAV/COMIvIGPS and GI 106ACor se Deviation l rlicators, Garminp66rmenf RevisioaB, dated Febn:a rj 26,2003; orlaterfaaapprowdrevisions to (l) or (2). Limitations and Conditions.' Cmpatibility of this desip change withpreviorsly approrædmodifioations must be deterrnined by ^be installer. If tbe holder agrees to permit amtùør persm to uæ tlis certificate to alter tb prodrct ttre holder shall give the otberperson written eviderpe ofthat permission Date of application.' May 3r, 2{Ð2 Date of íssuance.'fórury 77,m03 This certíficaæ and the supporting data which is the basisfor approval shall remain in effect until surrendered, suspended, revoked or a termination date is oútenvise esþblished by ùe Adminßtrator af the F ed era I Aviation Ad m inistration. Page I THE I}IJPLIGATE sjelrre!tra FILCIT'S EIFEFIATING MANIJAL \r This nranual is incompleterithout an FLIGHT MANUAL andan WARNING EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS MANUAL TO APPLICABLE AIRCRAFT. THIS MANUAL REVISED AS indicated BELOW OR SUBSEQUENTLY REVISED IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED BELOW VfHEN APPROVED BY PIPER AIRCRAFT CORPORAflON. SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT CORPORATION MUST BE PROPERLY INSERTED. MODEL PA-34-2OO I AIRCRAFT SERIAL NO L?4 REGISTRATION No. N Yî.7 S. P PILOT'S OPERATTNG MANUAL, PART NU PR PIPER AIRCRAFT CORPOR.AJRON APPROVAL SIGNATURE AND STAMP bility of the owner. for flight. The pilot the Airplane Flight -. Tltit Pilot's operating - Manual is not desígned as asuöltäug fòr adequate and comperenr flight instruction, knowledge of the current ãirworthiness directiv r, federal air regulations, or advisory circulars. It is not intended to be a guide for basic p'pfiruble hitrri-inrt.crion or a training manual for transition from single to multi-engine fliing. If an inconsistericy of information exists between the Pilot's Operating Manual and the Airplane FIight Manual approved by the FAA, the Airplane FIight ú;*t.shall be the authority. A co_mplete or partiar replacement of this manual, part No , may be obrained onry from piper custome services. Publ-shed bv PU BLICATIONS DEÉARTMENT Piper Aircraft Corporation 76t 506 Issued: March 1972 GENERAL SPECI FICATIONS APPLICABILITY This manual is applicable to Piper Model PA-34-2OO aircraft having serial numbers g4-725oool through lz-lzsot89 wheì Piper Kit? is installed, through 34-7ZSO2 4 when Þiper Kit 760 6ll is installed a d through 3Ç735O353. Contact Piper Customer Serviðes for specific infonnation on the application of this manual. REVISIONS The information compiled iri the Mot's Operating Manual will be kept current'by revisions distributed to the airplane ou'ners. Revision material will consist of information necessa y to update the text of the Present manual and/or to add information to cover added airplane equipment. L Revisions Revisions will be distributed whenever necessary as complete Page replacements or addirions and shall be inserted into the manual in accordance with the instructions given below: l. Revision pages will reþlace only pages with the same Page number. 2, Insert au ãaáit onal pages in proper numerical order within each section. i. Page numbers followeo Uy asmall letter shall be inserted in direct sequence.with the same common numbered Page. IL ldentification of Rêvised Matérial Revised text and illustrations shall be indicated by a btack vertical line along the left hand margin of the page, opposite revised, added or deleted material. A line opposite the pa-ee nurl , or section titié and printing date, will indicate that the text or illustration was unchangèd bui material was relôcated to a different page or that an entire page u'as added. Black lines will indicate only current revisions with changes and addi(ions to or deletions of existing text and illustrations. Changes in capitalization, spelling, Punctuation or the physical Iocation of material on a page will not be identified by symbolsru. Original Pages Issued The original pages issued for this manual prior to revision are given below: -l rhrough 14, 2-l rhrough 2-22, 3-l through 3-26, 4-l through 4-14, 6- I through 6- l4' 7-1, 8-l through 8-16, 9-l through 9-l l. REVISIONS ISSUED Current Permanent and Temporary Revisions to the PA-34 Pilot's Operating Manual issued March lo,1972 are as follows: 76t 506 (PR720s08) 76t so6 (PR720707) (PR720802) (PR720802) 76t 506 (PR7209rs) 761 so6 (PR72r I t6) (PR72t22O) (PR72t22t) 761 so6 (PR73052s) 761 s06.(pr73o9t9) 76t so6 (PR73r026) 761 s06(pr74o426) (PR74r0r4) 76t s06 (PR7sOs30) (PR7508r9) (PR77OlmI) 76t 506 (PR790323) 76r s06 (PR830614) Permanent Revision to F/M Permanent Revision Permanent Revision to W/B Permanent Revision to FIM General Specifications Permanent Revision to F/M Permanent Revision to F/M & \ry/b Permanent Revision to F/M &.Pto/M Permanent Revision to WB Permanent Revision to F/M &wb Permanent Revision to F/M, WB and P/O/M Permanent Revision to P/O/M Permanent Revision to F/M, WIB and PIOIM Permanent Revision to F/M, WB and PIOIM Permanent Revision to F/M, W/B and PIOIM Permanent Revision to F/M and P/O/M Permanent Revision to F/M and P/O/M Permanent Revision to W/B and P/O/M Permanent Revision to F/M and P/O/M Dated May 8,1912 Dated luly7,1972 ' Dated August 2,1972 Dated August 2,1972 Dated September 15, 1972 Dated November 16,1972 Dated December 20,1972 Dated December 21,1972 Dated May 25,1973 Dated September 19, 1973 Dated October 26,1973 Dated Apnl26,1974 Dated October 14,1974 Dated May 30, 1975 Dated August 19,1975 Dated April I,1977 Dated March 23,1979 DatedJune 14, 1983 REVISIONS ISSUED(conÐ Current Permanent and Temporary Revisions to lhe PÀ-34 Pilot's Operating Manual issued March lo,1972 are as follows (continuþd): (PRS7I t30) Permaúent Revision to Dated November 30, 1987 WB and P/OIM BLANK PAGE TABLE OF CONTENTS GENERAL SPECIFI GATIO NS DESCHPT ON - AIRPIÁNEAND SYSTEMS FLIGHT MANUAL FAA APPROVED EMERGENCY PROCEDURE FAA APPROVED WEIGHT AIIID BALANGE O PERATING INSTRUCIIONS OPERAIING TIPS PERFORMANCE CHARTS HANDLING AND SERVICING BLANK PAGE Altitude Cruising Speeds (mph) Weights GEN ERAL SPEGI FI GATI ON S BLANK PAGE GENERAL SPECIFICATIONS PERFORMANCE rplanes flown at gross y igll under standard ornancet;;';tdiftcairplãnemavvaryfrom instailea]ih ã;;;itton if engines' airplane rg technique' ) )oo) (mph),,åi, r!lo ed (gear and flaps down) (power off 185 (l60) (159.s) 6? (ss) ó9 (60) ower zg (63'5) 76 (66) 705+** *200 BHp, counter-rotating Engines, 1,oBB ì1.3 S, MiîliiiÏîI:'it{.üiËil **5000 Ft. single Engine service crilinrä.i.u;';l'iôiõ Pounds Gross \ùteigltt' *+*ThiSvalueappliesonlyfortheconditionsstatedontheLandingDistance Altitude Chart' GENERAL SPECIFICATIONS nevlsnot MaY 30' 1975 vs DensitY 1-l WEIGHTS Gross Weight (lbs) Max. Take-off Max. Landing Empty Weight (Standard) (lbs) USEFUL LOAD (Standard) (tbs) +These weights are approximate I 575+ POWER PLANT Right Engine - Lycoming Left Engine - Lycoming Rated Horsepower Rated Speed (rpm) Bore (in.) Stroke (in-) Displacement (cubic in.) Compression Ratio Dry V/eight (lbs) LIO-360-ClE6 IO-360-ClE : I FUEL AND OIL Fuel Capaciry (U.S. gal) Unusable fuel Fuel, Aviation Grade (minimum octane) Oil Capaciry (qrs) (each engine) 98 5 I 00/l 30 8 BAGGAGE AREA x2l DIMENSIONS Wing Span (ft) Wing Area (sq ft) Length (ft) Height (ft) Wing Loading (lbs per sq ft) Power Loading (lbs per hp) Propeller Diameter (in.) ?6 t-2 GENERAL SPECIFICATIONS REVISED: May 30, 1975 LANDING CEAR Wheel Base (ft) rrffheel Tread (ft) llre P essure (psi) Nose Tire Size Main Nose (six-ply rating) Main (eight-ply rating) CENERAL SPECIFICATIONS ISSIJED: Marrch t0,1972 t-3 ll'.tt cln t ur uil srtt $t. r!. 2t l4 GENERAL SPECIFICATIONS ISSUEÐ: March t0,1972 DESCRIPÏION AIRPLANE AND SYSTEMS DESCRIPTION AIRPLANE AND SYSTEM The Airplane... Airframe... Engines Propellers Landing Gear System Flight Control Systems...: Fuel System Electrilal System Vacuum System Instrument Panel... Pitot-Static Systems... Heating, Ventilating and Defrosting System Ice hotection System Seats... Finish Baggage Area Stall Waming l to r 8 2-r aa1 BLANK PAGE DESCRIPTION AIRPLANE AND SYSTEMS THE AIRPLÄNE The Seneca is a twin-engine, all metal retractable landing gear airplane. It has seating for up to seven occupants and two separate luggage compartments. AIRFRAME Except for the steel used in the engine mount and landing gear, añd the-fiberglass used in such portibns as the nose and wing tips, the structural components of the airframe are made of aircraft aluminum alloy which has been heat treated and protected from corrosion. The airframe has been designed and- tested to a limit positive load factor of 3.8. The Seneca is not designed for acrobatic flight, and consequently aerobatics ar'è prohibited.--(il The fuselage is a conventional-semi-monocoqu-e_structure, which h9s a- front door on the right sidè,and irear door on the left. An additional large-size rear door, which facilitates the toãoing of large pieces of cargo, is available The wing is of conventional metal design using one main spar located at approximately 4O7o of the.chord afi of the leading edge, t g the flaps and ailerons and to assist in taking mechanically operated by a four-position provided to reduce landing speed and to give th interconnected fuel tanks form an integral part of each wing. Both tanks on one side are filled through a single filler neck located well outboard of the engine nacelle. e e o AIRPLANE AND SYSTEMS REVISED: JUNE 14, l The wings are atlached to each side of the fuselage by the butt ends of the main spars, which are bolted into a spar box carry through, an integral part of the fuselage structure. fhere are also fore and aft attachments at the rear spar and at an aux liary front spar. The empennage of the Seneca consists of a vertical stabilizer, a rudder, and a horizontal stabilator. The rudder has a trim tab capable of relieving the pilot of excessive pedal force during single-engine operation. The stabilator incorporates an anti-servo tab which improves longitudinal stability and provides longitudinal trim. This tab moves in the directiõn the stabilator moves but with increased travel. ENGINES The 400 total horsepo\mer of the Sqneca engines makes possible a high cruise speed and excelle t ciimb performance. The aircraft is powered by'two four-cy-linder, Lt'coming, fuel-injected engines, each rated at 200 horsepowei at 2700 RPM. Aiymmetric rhrust ls eliminated during lake-off and climb by counter-rotation of the engines, the lefi engine rotating in a clockwise direction when viewed from the cockpit and the right engine rorarin! counterclockwise. The engine compartments are easily accessible for inspection through top-hinged side panels on either side of the engine cowlings. The cowlings are cantilever stnictures, attached at the firewalls. Engine mounts are cons ructed of steel tubing, and dynafocat mounts are provided to reduce vibration. The exhaust system is a crossover type, with exhaust gases directed outboard of the nacelles into muffler-heaters to minimize exhaust noise and provide heated aii for the cabin and def oster. The cowl flaps are löcated on the bottom of the engine nacelle and are manually operated by control levers below the throttle quadrant. The control levers have three positiónsi open, intermediate and closed. A lock, incorporated into each control lever, locks the cowl flap in tne selected position- To operate, depress the lock and move the control to the desired pôsition. Release the lock after initial moveinent of the control; the flap will then stop auromaiically in the next intermediate, open or ilosed position. The lock must be depressed foi each selectioí of cowl flap. An oil cooler for each engine is mounted on the forward side of the firewall. Air is picked up by air scoops on the side of the cowl, passed through tþe oil cooler and ducted overbóard in the lower cowling. The fuel injection system reduces the possibility of induction system ice and provides better fuel distribution than does a carburetor system. Each engine is equipped with ã Bendix RSA-5 fuel injection system, which operates on the principle of meãiuring engine air consurnption and using the air flow to control fuel flow to the engine. Fuel pressuie regulation by means of a servo valve causes a minimal drop in fuel pressure throuchout the met ring system. Metering pressure is maintained above vapor forming conditions, yei fuel inlet pressurã is low enough to allow lhe use of a diaphragm fuel pump. Thus vapor lock and asiociated problems of difficult starting are minimized. 2-2 AIRPLANE AND SYSTEMS REVISED: MARCH 23,1979 SBNECA PROPBLLERS counter-rotation,of the propellqrs provides balanced thrust during hke-off and climb and eliminales rhe criticar enginel' fãctorin iingre-engi gtil rgal ny I to :dd hering during engine is less rhan gó0 nþu. t be sure to move the I,ANDING GEAR SYSTEM To increase cruise speed, climb retractable tricycle landing gear, which a heavy duty braking system permit ope he Seneca is equipped with a n ggàã-ë; consrruction and of landing areas. 24 AIRPLANE AND SYSTEMS ISSUED: March to,tgtz possible. take-off. All throttle opefations should be made with a smooth' not-too-rapid movement to pfevent unnecessary engine wear, or damage to åynamic counterwei$hts on the engines' Thepilotslquldreadandfollow.theproceduresrecommendedintheLycomingoper4tor's Manuaì for this engine, in order to outain'maximum engine efficiency and time between englne overhauls. / PULL-CTJOSE L Êlht R Pr.lsH-oPEt{ Cowl Flap Control AIRPLANE AND SYSTEMS ISSUED: March 10,1972,-\ released by liydraulic Pressure' the gear, ren desired if there has not been any apparent nd the selector is in the correspondin! position' t mp' Three green I n the left engine not in the full up f u If one or two of the three green lights do not illuminate when the gear down position has been selected, this courd indicate thãr for e crt-or the lights that is out, anyìf the following conditions might exist: a. The gear is not locked down' b. The bulb is burned out' c. There is a malfunction in the indicating system' The square indicating lights can be pulled out ãnd moved around in order to check the bulbs' Amicroswitchincorporatedinthethrottlequadrantactivatesawarninghornunderthe following åi*tiiind manifold pressure reduced berow r 4 inches on either one or both engines. z. Gear selector switch in the UP position when the airplane is on the ground' AIRPLANE AND SYSTEMS REVISED: MARCH 23, If the gear selector knob is placed in the 'l a safety switch located on the left main ge rr u the master switch should be turned on. On tal inches, the safety switch closes to complete thr landing gear when the gear switch is moved to I letracted before an airspeed of 125 MPH is e: I50 MPH. The nose gear is.steerable through a 42-degree arc by use of the rudder pedals. As the gear retracts, the steering linkage disengages to reduce rudder pedal loads in flight änd the nose wheel straightens as it enters the wheel well. A ar centering spring, incorpoiarej in thg nose gear steering system, prevenls any tendency to shimmy. The hydraulic reservoir for landing gear operation is an integral part of the gear hydraulic pump- Acpess to th-e.combination pump and reservoir is th_rough-a panel in ìà nor úaggag compartment. For filling instructions see the seneca service Manual. The three landing gear wheels are the same size The nose wheel has a 6-pty tire and the main gear has 8-ply ti es. Struts for nose and main gear are air-oil assemblies. The brake system, which incorporates a sì main gear sfrut, is designed to meet all normal short-field landing capabilities of the Seneca. of y' the landing gear hydraulic reservoir, i$ loc baggage compartment. The fluid Should be mair brake assemblies are actuated by individual toe brake cylinders mounted on the left (optional 9n lhe right) set of rudder pedals and,a handle-operated brake cylinder located below and behind the lþft center of the instrumenr panel. The parking brake is actuated by pulling back on the handle and pushins forward on rhe - button to rhe left of rhe handle. Ths brake can be released by pulling on tnã nan ie *iifrã i touching the button, and allowing the handle to swing forward. n ce t ErËrcr. l! o r x E. see l.f.í. ITO E.EiGAGE.ET. Landing Gear_Actuator 24 AIRPLANE AND SYSTEMS REVISED: Aprit t,1977 RIGHÎ MAIN GEAR HYDRAUUC CYLINDER LEFT MAIN GEAR I{YDRAULIC CYLINDER RESTRICR}R I r-- - PRESSURE SffTCH CHECI( VALVE -${- FREE FALL CONIROL Hydraulic System Scherhatic AIRPLANE AND SYSTEMS ISSLIED: March lo, LA OII{G oear ELECIRO - HYI'RÂUL C Plr[P 25 ÂHP
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