PIPER SEMINOLE
PA-44-180
TRAINING GUIDE
Multi-Engine Practical Test Checklist
Preflight Preparation
 Performance and Limitations
 Operation of Systems
 Principles of Flight – Engine Inoperative
Preflight Procedures
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Preflight Inspection
Cockpit Management
Engine Starting
Taxiing
Before Takeoff Check
Takeoffs, Landings, & Go-Arounds
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Normal/Crosswind Takeoff/Climb
Normal/Crosswind Approach & Landing
Short-Field Takeoff & Max Performance Climb
Short-Field Approach & Landing
Performance Maneuvers
 Steep Turns
Slow Flight & Stalls
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Maneuvering During Slow Flight
Power-Off Stalls
Power-On Stalls
Spin Awareness
Emergency Operations
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Emergency Descent
Engine Failure During Takeoff Before Vmc (Simulated)
Engine Failure After Liftoff (Simulated)
Approach & Landing w/ an Inoperative Engine (Simulated)
Systems & Equipment Malfunctions
Emergency Equipment & Survival Gear
Multi-Engine Operations
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*Commercial Multi Add-On Only
Maneuvering w/ One Engine Inoperative
Vmc Demonstration
Engine Failure During Flight (by Reference to Instruments) *
Instrument Approach – One Engine Inoperative (by Reference to Instruments) *
Postflight Procedures
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After Landing, Parking, & Securing
Multi-Engine Aerodynamics
Aerodynamic Effects of an Engine Failure
When an engine failure occurs in a multi-engine aircraft, asymmetric thrust and drag produce the
following effects on the aircraft’s axes of rotation:
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Pitch down along the lateral axis – loss of accelerated slipstream over the horizontal
stabilizer produces less negative lift.
Roll down toward the inop engine along the longitudinal axis – wing produces less lift
on side of failed engine due to loss of accelerated slipstream
Yaw toward the inop engine along the vertical axis – loss of thrust and increased drag
from the wind milling propeller
To compensate for these effects, a pilot must add additional back pressure, deflect the ailerons
into the operating engine, and apply rudder pressure on the side of the operating engine.
Engine Inoperative Climb Performance & Drag Factors
A loss of one engine on a multi-engine results in a loss of 50% of all available power and up to
80% of the aircraft’s excess power and climb performance, due to increased drag from the
inoperative engine. Some examples of drag factors from the Seminole POH include:
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Flaps 25° - 240 FPM
Flaps 40° - 275 FPM
Windmilling Propeller – 200 FPM
Landing Gear Extended – 250 FPM
To aid in overcoming drag in a single-engine situation, apply full power and minimize drag in
order to achieve maximum climb performance. This also requires establishing a zero sideslip
condition into the operative engine, where rather than using solely aileron or rudder deflection to
align the aircraft with the relative wind, one should use a combination of the two.
For example, a sideslip condition after an engine failure requires a force to counteract the
yawing motion from the inoperative engine. Rudder (or ailerons) is applied toward the operative
engine, which helps to maintain heading, but moves the airplane’s nose at an angle to the relative
wind, produces a high drag condition that greatly reduces aircraft performance.
However, in a zero sideslip condition, the aircraft is both banked into the operative engine
(approximately 2 to 5°) using the ailerons and rudder pressure is applied, ½ “ball” toward the
operative engine. This not only produces a horizontal component of lift which counteracts the
turning moment on the operative engine, but also reduces the deflection necessary to align the
longitudinal axis of the aircraft with the relative wind. The zero sideslip condition is the best
method of minimizing drag and should be flown to maximize aircraft climb performance, singleengine.
Critical Engine Factors
The critical engine is the engine that when failed most adversely affects the performance and
handling capabilities of a multi-engine aircraft. On airplanes with clockwise rotating propellers, a
left engine failure produces more adverse effects than a right-engine failure, thus losing the left
engine is more “critical” in most conventional multi-engine aircraft, due to the following factors:
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P-factor
Accelerated slipstream
Spiraling slipstream
Torque
P-factor - the descending blades of the clockwise rotating propellers produce more thrust than
the ascending blades, due to their increased angle of attack in relation to the relative wind. The
descending prop blade on the right engine has a longer arm from the CG (or greater leverage)
than the blade on the left engine and produces thrust furthest from the centerline. The yaw
produced by the loss of the left engine will be greater than that produced by the right engine,
making the left engine critical
Accelerated slipstream – P-factor results in the aircraft having a greater center of lift on the
side closest to the aircraft’s longitudinal axis on the left engine and further from the side on the
right engine, as well as loss of negative lift over the tail. Because of this, the roll produced by the
loss of the left engine will be greater than the roll from an inoperative right engine, making the left
engine critical.
Spiraling slipstream – a spiraling slipstream, flowing from the propeller over the wing, hits the
vertical stabilizer from the left side of the aircraft’s longitudinal axis, helping to counteract the yaw
produced by losing the right engine. However, in a left engine failure, the slipstream spirals away
from the tail toward the right, making the left engine critical.
Torque – the clockwise rotation of the propeller produces a counterclockwise roll
of the aircraft. When the right engine is lost, the aircraft will roll to the right, and the rolling motion
will be reduced due to the torque created by the left engine. Conversely, when the left engine is
lost, the aircraft will roll to the left and the torque produced by the right engine will add to the
rolling tendency, requiring aileron input and increasing drag, making the left engine critical.
In summary, on most multi-engine aircraft, both directional control and performance suffer greater
when the critical engine is inoperative. However, the Seminole has counter-rotating propellers
(left turning propeller on the right engine), and a failure of either the left or right engine has the
same effect, so the Seminole does not have a critical engine.
Vmc
Vmc is defined as the minimum airspeed at which directional control can be maintained with the
critical engine inoperative, and is indicated by a red radial line on the Seminole's airspeed
indicator (ASI). The FAA sets gudelines for aircraft manufacturers to follow when determining
Vmc for each specific aircraft, which is set based on several conditions set under FAR 23.149.
Any change to one or all of these conditions will either increase or decrease Vmc speed from that
indicated on the ASI.
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Standard Day Conditions at Sea Level (Max engine power)
Standard temperature and pressure conditions (15° C, 29.92” Hg) give the optimum air
density for maximum engine performance. An increase in altitude or temperature
(decrease in air density) will result in reduced engine performance and propeller
efficiency, which decreases the adverse yaw effect. Vmc speed will decrease as density
altitude increases.
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Maximum Power on Operating Engine (Max yaw)
As the operative engine works toward achieving maximum power (on takeoff or in
climbs), the adverse yaw effect increases toward the inop engine. The pilot must
overcome this in order to maintain directional control. Any condition that increases power
on the operating engine will increase Vmc speed, and conditions that decrease power
(power reductions, altitude increase, temperature, low density, or aging engine) will
decrease Vmc.
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Aft C.G. (Most unfavorable)
As the center of gravity moves forward from aft limits, the moment arm between the
rudder and the C.G. lengthens, increasing the leverage of the rudder and the rudder's
effectiveness, resulting in a lower Vmc speed.
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Critical Engine Windmilling (Max drag)
When the propeller of an inoperative engine is left in a low pitch, high RPM position, it
produces large amounts of drag due to the large surface area of the blades resisting the
relative wind. This produces a “windmilling” effect, which results in a yawing moment
into the inoperative engine. However, when the inoperative engine is “feathered”, or
moved into a high pitch, low RPM position, drag is minimized and Vmc speed is
lowered.
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Flaps, Gear, Trim T/O (Least stability)
The extended landing gear and gear doors produce a keel effect, which reduces yaw,
raises the C.G., decreases Vmc speed, but the drag from the gear decreases
performance. Extended flaps also have a stabilizing effect that reduces Vmc speed, but
similarly increase drag, decreasing climb performance.
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Up to 5° Bank into Operating Engine
In order to counteract the yawing motion with an inoperative engine, bank must be added
toward the operative engine to aid the rudder force. As the bank angle increases, the
horizontal component of lift increases, lowering the yawing motion further and
decreasing Vmc. However, as angle of bank increases beyond 5°, more of the aircraft's
longitudinal axis is pointed into the relative wind (similar to sideslip condition) which adds
drag and decreases climb performance.
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Maximum Gross Weight
In a given angle of bank, the heavier the aircraft, the greater the horizontal component of
lift that adds to the rudder force, so at an aircraft's maximum gross weight, the possible
horizontal component is greatest and Vmc is decreased. As weight decreases from max
gross, the lift component decreases, raising Vmc.
Aircraft Systems
Engines
L – Lycoming
H – Horizontally Opposed
A – Air Cooled
N – Normally Aspirated
D – Direct Drive
The Seminole is equipped with two Lycoming, 4 cylinder, O-360-E1A6D (opposed, 360 cubic
inch) engines rated at 180 HP at 2700 RPM. The right engine is designated as an LO-360-E1A6D
due to its left rotation. The engines are direct drive (crankshaft connected directly to propeller),
horizontally opposed (pistons oppose each other), piston driven, carbureted and normally
aspirated (no turbo or supercharging).
Engine ignition is provided through engine-driven magnetos, which are independent of the
aircraft’s electrical system and each other. The maximum oil capacity is 4 to 6 quarts and the
minimum oil pressure in our Seminole is 15 PSI. Engine priming is done manually with a plunger
located below the throttle and pumps fuel to the 1st, 2nd, and 4th cylinders.
In addition, carburetor heat is provided to counteract the effects of carburetor ice, which may form
in moist atmospheric conditions between 20 and 70° F due to the high air velocity from the
carburetor venture and the absorption of heat by vaporization of the fuel. The initial signs of
carburetor ice include engine roughness and a drop in manifold pressure, and carburetor heat
should be applied whenever icing is encountered by pulling down the appropriate lever for the left
and/or right engine.
Propellers
The Seminole’s engines feature Hartzell, two-bladed, controllable pitch, constant speed, fullfeathering metal propellers.
Controllable pitch propellers provide the pilot the ability to control engine RPM by varying the
pitch of the propeller blades. When the blue prop lever is moved forward, oil pressure, regulated
by a propeller governor, drives a piston, which moves the blades to a low pitch-high RPM
position. When the prop lever is moved aft, oil pressure is reduced by the governor, which allows
nitrogen pressure, as well as spring and centrifugal counterweights, to drive the blades to a high
pitch-low RPM setting.
Constant speed propellers will maintain a constant engine RPM regardless of changes in power
setting (manifold pressure) and flight attitude. The propeller governor automatically varies oil
pressure inside the propeller hub to change the propeller blade pitch to maintain a selected RPM
setting.
The full-feathering propeller blades of the Seminole reduce the drag by aligning the blades with
the relative wind. Feathering the prop blades is accomplished by moving the blue prop lever fully
aft past the low RPM detent into the “FEATHER” position and generally takes six seconds to fully
feather. When feathering the propeller, the mixture should be placed to “Idle Cutoff” to stop
engine combustion and power production. The Seminole is equipped with centrifugal stop pins
that prevent propeller feathering when the engine is below 950 RPM. This allows the propeller
blades to remain in a low pitch setting upon engine shutdown and prevents excessive loads on
the engine starter during the next start-up.
Landing Gear
The Seminole is equipped with an electrically activated, hydraulically actuated, fully
retractable, tricycle-type landing gear system. Hydraulic pressure for gear operation is provided
by an electrically powered, reversible hyrdraulic pump, which holds the gear in the retracted
position. When the landing gear selector switch is placed in the down position, downlock hooks
engage, and springs maintain force on each hook until released by hydraulic pressure. In the
event of a loss of hydraulic pressure, the landing gear will free-fall when retracted.
A squat switch, located on the left main landing gear, prevents gear retraction on the ground. The
switch opens on the ground, preventing electrical current from reaching the hydraulic pump, and
closes once the gear strut has become fully extended in flight. A gear warning system is used in
the Seminole to warn pilots of gear retraction. It utilizes a horn that will sound in the air when:
manifold pressure is below 14” on one or both engines or flaps set greater than 10° with the
landing gear retracted, and on the ground whenever the gear selector switch is placed in the “Up”
position.
Nose-wheel steering is achieved through cables attached to the rudder pedals and the system
allows 30 degrees of movement from either side of center.
Brakes
The Seminole is equipped with hydraulically actuated disk brakes on the main landing gear
wheels and the brakes are used by depressing the tops of the rudder pedals. The brake hydraulic
system is independent from the landing gear system, and the fluid reservoir is located in the nose
cone when service is needed. To set the parking brake, hold the brakes and pull the black
parking brake knob, and to release, push the knob forward.
Flaps
The Seminole is equipped with a manual flap system, which are extended with a lever located
between the front seats in the cockpit. Flaps settings are 0° (fully retracted), 10° (one notch), 25°
(two notches), and 40° (fully extended), and the flaps are spring loaded to retract.
Vacuum
The Seminole is equipped with two engine-driven vacuum pumps and the system operates the
Attitude Indicator and Heading Indicator gyro. Suction limits are 4.8 to 5.2’ Hg at 2000 RPM. The
failure of a vacuum pump is indicated by an annunciator panel light, with a red, pump inoperative
indicator on the vacuum gauge indicating which pump has failed. In most cases, the failure of one
pump will not cause the loss of any instruments because the remaining pump should handle the
entire vacuum demand.
Pitot-Static
A heated pitot tube and static port are located underneath the left wing. An alternate static source
is located inside the cabin, under the left side of the instrument panel, for use in the event of static
port blockage. When using alternate static air, the storm window and cabin vents must be closed,
and the heater and defroster turned on. This will reduce the pressure differential between the
cockpit and atmosphere, reducing instrument errors.
Stall Warning
There are two electric stall detectors located on the left wing of the Seminole, an outboard
detector, which provides stall warning at 0° and 10°, and an inboard detector, which provides stall
warning at 25° and 40°. The tabs are deactivated on the ground by the left main gear squat
switch.
Fuel System
The Seminole is equipped with two 55-gallon bladder nacelle tanks on each side, for a total of
110 gallons total and 108 usable. The fuel system uses 100LL avgas (blue) and features twoengine driven fuel pumps, as well as two-electrically driven fuel pumps, which are used for engine
start, takeoff, landing, and fuel selector changes. The aircraft is equipped with a three-position
fuel selector for each engine, “On”, “Off”, and “Crossfeed”, which when selected draws fuel from
the tank on the opposite side in single-engine operations. The fuel selectors remain in the “On”
position during normal operations, and crossfeed operation is limited to straight and level flight
only.
Electrical System
The Seminole has a 14-volt electrical system; a 12-volt, 35-amp hour battery; and two 70-amp
engine-driven alternators. Voltage regulators are used to maintain constant output from each
alternator regardless of power setting, allowing each to share the total load. Loss of an alternator
will result in an annunicator light illuminating and a zero indication on the ammeter, but the
remaining alternator will normally be able to provide electrical power to the system.
Over-voltage protection is provided if the system voltage exceeds 17 volts, and if an over-voltage
occurs, the battery will become the sole source of electrical power and the Alternator circuit
breaker will pop (reset only once). In addition, the battery is used for emergency power and
engine starting.
Heater/Defroster
Heat to the cabin is provided by a Janitrol gas combustion heater located in the nose
compartment, which uses ½ gallon of fuel per hour from downstream of the left fuel selector and
filler. Air from the heater is distributed by a manifold to ducts along the cabin floor, then to outlets
at each seat and the defroster outlet. Operation of the heater is controlled by a three-position
switch located on the instrument panel labeled “Cabin Heat”, “Off”, and “Fan”. Airflow and
temperature are regulated by levers next to the switch; “Air Intake”, “Temp”, and “Def”.
For cabin heat, the “Air Intake” lever must be fully open and “Cabin Heat” switch on. This starts
the fuel flow and ignites the heater, and activates the ventilation blower while on the ground. The
heater ignition will cycle automatically to maintain whatever temperature is selected using the
“Temp” lever. For outside, unfiltered air, “Air Intake” must be open and “Cabin Heat” off. A fresh
air blower is installed to provide airflow on the ground and operates off a High/Low blower fan
switch.
A heater overheat switch acts as a safety device to turn off the heater in the case of a
malfunction, and in an overheat situation, a red “Heat Over Temp” light on the instrument panel
will illuminate. In order to prevent activation of this switch upon normal heater shutdown during
ground operations, turn switch to “Fan” for two minutes with “Air Intake” lever open before
turning switch off, and during flight, 15 seconds.
Multi-Engine Definitions & Regulations
FAR 23 – The FAA does not required multi-engine airplanes that weigh less than 6000 pounds
or have a Vso speed under 61 KIAS to meet any single-engine performance criteria. In this case,
no single engine climb performance is required and only the manufacturer documents any actual
climb performance.
FAR 91 – The Seminole does not operate under a Minimum Equipment List, use FAR
91.205(d) for required VFR & IFR day & night components.
Single Engine Service Ceiling – The maximum density altitude at which the singleengine best rate of climb airspeed (Vyse) will produce a 50 FPM rate of climb with the critical
engine inoperative.
Single Engine Absolute Ceiling – The maximum density altitude that an aircraft can
attain or maintain with the critical engine inoperative. Vyse and Vxse are equal at this altitude,
and the aircraft will drift down to the single engine absolute ceiling when an engine fails.
Accelerate/Stop Distance – The total distance required to accelerate the Seminole to a
specified speed (Vmc), and assuming failure of an engine immediately at Vmc, to bring the
airplane to a stop on the remaining runway.
Accelerate/Go Distance – The total distance required to accelerate the engine to a
specified speed, and assuming engine failure at the instant that speed is attained, continue
takeoff on the remaining engine to a height of 50 feet at Vyse with no obstacles and Vxse with an
obstacle on the end of the runway.
Weight & Balance
Adverse Effects of Exceeding Weight Limits
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Performance
o Longer takeoff roll & higher rotation speeds (more lift required)
o Less climb performance (lower AOA required for same speed)
o Longer landing roll & faster touchdown speeds
o Increased fuel consumption
o Slower cruising speeds (more power required)
o Lower range (higher fuel burn)
o Added wear on engine parts
o Engine prone to overheating
o Higher stall speed
 Vs2 = Vs1(Weight/MGW)
Stability & Controllability
o Adverse effect on stability & controllability
Adverse Effects of Exceeding Forward C.G. Limits
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Nose low, “heavy”, nose-up trim required for level flight, stronger down load on tail
o Increased wing loading – load imposed on tail adds to gross weight
o More lift required for given altitude
o Higher wing AOA; increased drag
o Increased stall speed
o More back pressure required
Higher control forces required – stabilizer deflection required to balance airplane
Adverse Effects of Exceeding Aft C.G. Limits
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Nose high, “light”, nose-down trim required for level flight, lighter down load on tail
o Less lift required to maintain altitude
o Less wing AOA; decreased drag
o Increased cruise speeds
o Less back pressure required
Less controllable
Less stable – higher AOA reduces wing’s contribution to stabilization
Recovery from stall more difficult
Aircraft Specifications
V-Speeds
V-Speed KIAS
Description
ASI Marking
Bottom of white arc
Bottom red line
57
75
82
82
82
88
88
109
111
140
Stall speed with flaps extended
Min controllable airspeed - single engine @
1,500’ MSL
Stall speed without flaps
Rotation speed
Best angle of climb
Best angle of climb – single engine
Min safe intentional engine failure speed
Best rate of climb
Best rate of climb – single engine
Max landing gear retraction speed
Max flaps extended speed
Max landing gear extension speed
140
169
202
135
112
Max landing gear extended speed
Max structural cruising speed
Never exceed speed
Maneuvering speed @ 3800 pounds
Maneuvering speed @ 2700 pounds
Vso
Vmc
55
56
Vs
Vr
Vx
Vxse
Vsse
Vy
Vyse
Vlo UP
Vfe
Vlo
DOWN
Vle
Vno
Vne
Va
Va
Bottom of green arc
Max Crosswind – 17 KIAS
Engine
Cylinder Head Temp – 200° to 435° normal, 500° F max
Oil Temp – 75° to 245° F max
Oil Pressure – 15 min to 115 PSI max
Fuel Pressure - 0.5 min to 8 PSI max
Weight & Balance
Max Takeoff & Landing Weight – 3800 lbs.
Max Ramp Weight – 3816 lbs.
Max Baggage Weight – 200 lbs.
Maximum Load Factor – 2.0 G (flaps down); 3.8 G (flaps up)
Max Usable Fuel – 108 gal.
Blue line
Top of white arc
Top of green arc
Top red line
PTS Tasks & Procedures
Passenger Briefing
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Safety Belt/Harness Use
Cockpit Door Operation
Emergency Exit Operation
Fire Extinguisher Location/Usage
No Smoking
PIC Authority/Training/Checkride
Pre-Takeoff Briefing / Action Items
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Engine failure Before Vr
Engine failure After Vr w/ Gear Down and Runway Available
Engine failure After Vr w/ Gear Up and Decision
Runway/Departure Direction/Altitude/IFR Clearances
Approach Briefing
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VFR – Field Elevation, TPA, Type of Landing, Checklist Items
IFR – Field Elevation, Type of Approach, NAV Freq, Course, GS Intercept or FAF
altitude, Minimums, Missed Approach Procedures
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Normal Takeoff & Climb (Flaps 0°)
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Increase throttles to 2000 RPM.
Check engine gauges
Increase throttles to full power.
Note ASI, start rotation at 75 KIAS (main gear liftoff 80 KIAS)
Accelerate to 88 KIAS (Vy)
Establish positive rate of climb, retract gear when out of usable runway
Climb at 88 KIAS up to 500’ AGL.
At 500’ AGL, pitch for 100-110 KIAS (cruise climb for engine cooling)
At 1,000’ AGL, reduce power to 25” manifold pressure and 2500 RPM.
Climb checklist.
Short Field Takeoff & Climb (Flaps 0°)
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Hold brakes at departure end of runway (use max available runway dist.)
Increase throttles to 2000 RPM.
Check engine gauges
Increase throttles to full power.
Release brakes, note ASI
Rotate at Short Field POH speed for flaps setting and weight.
Climb through obstacle height at Short Field speed
Establish positive rate of climb, retract gear when out of usable runway
Climb at 88 KIAS when clear of obstacle up to 500’ AGL.
At 500’ AGL, pitch for 100-110 KIAS (cruise climb for engine cooling)
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At 1,000’ AGL, reduce power to 25” manifold pressure and 2500 RPM.
Climb checklist.
Steep Turns – to be accomplished above 3000’ AGL and may be performed with
two 180° turns or a 360° turn.
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Clearing turns as specified
GUMPP check (Gas ON, Undercarriage UP, Mixture LEANED, Props 2300 RPM,
Pumps Off)
Set power at 20” MP and set heading bag on initial heading
Maintain airspeed not exceeding Va.
Roll into a coordinated 45° (50° commercial) bank steep turn.
Adjust power and pitch as necessary to maintain altitude and airspeed.
Maintain selected altitude +/- 100’, selected airspeed +/- 10 KIAS, bank angle +/- 5°,
and roll out on the entry heading +/- 10°.
Cruise checklist
Power-Off Stalls – approach OR landing configuration
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Select entry altitude allowing task completion at no lower than 3,000’ AGL.
Clearing turns
GUMPP check (Gas ON, Undercarriage UP or DOWN, Mixture RICH, Prop FULL, Pump
ON)
Set power to 15” MP, maintain altitude and slow to 75 KIAS
Reduce power to 12” MP and establish stabilized descent
Transition smoothly to 12° pitch-up after descent established
As stall buffet occurs, add full power
Reduce AOA and level wings with min altitude loss
Reduce flaps to 25° and establish climb at Vx,
Retract landing gear and accelerate to Vy
Reduce flaps to 0°
Cruise checklist
Power-On Stalls – takeoff OR departure configuration
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Select entry altitude allowing task completion at no lower than 3,000” AGL.
Clearing turns
GUMPP check (Gas ON, Undercarriage UP or DOWN, Mixture RICH, Prop FULL, Pump
ON)
Reduce power to 15” MP, maintain altitude and slow to 80 KIAS
Maintain selected heading or establish 15° bank turn, as specified
Transition smoothly to 15° pitch-up and increase power to 22” MP.
As stall buffet occurs, add all power available.
Reduce AOA and level wings with min altitude loss
Establish climb at Vx,
Retract landing gear and accelerate to Vy
Cruise checklist
Slow Flight – configuration as specified by examiner
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Select entry altitude allowing task completion at no lower than 3,000’ AGL.
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Clearing turns
GUMPP check (Gas ON, Undercarriage UP or DOWN, Mixture RICH, Prop FULL, Pump
ON)
Reduce power to 15” MP and smoothly extend flaps to 40° below Vfe.
Slow airspeed to stall warning horn (~ 60 KIAS)
Adjust power as needed to maintain airspeed while maneuvering (20” MP).
Perform straight-and-level flight, climbs, turns, and descents as required.
Recover with max power and retract flaps to 25°.
Accelerate to Vx and retract landing gear.
Accelerate to Vy and retract flaps to 0°.
Cruise checklist
Vmc Demo
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Select entry altitude allowing task completion at no lower than 4,000’ AGL.
Clearing turns
GUMPP check (Gas ON, Undercarriage UP, Mixture RICH, Prop FULL, Pump ON)
Close left throttle while maintain heading and altitude, and slow to 100 KIAS.
Increase right throttle to full power, maintain heading and up to 5° bank into right engine.
Increase pitch attitude slowly, decrease airspeed 1 knot per second until full rudder
required to maintain directional control
Recover at first sign of
o Loss of directional control
o First indication of stall (stall horn/buffet)
For recovery, reduce power on right engine, decrease AOA to regain directional control
Increase power slowly on right engine, maintain AOA to minimize altitude loss
Accelerate to Vx or Vy.
Bring throttles slowly together at 20” MP.
Cruise checklist.
Normal Approach & Landing
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Complete Approach to Landing checklist before entering TPA or for straight-in
Slow to 100 KIAS prior to entering traffic pattern; 18” MP, 2300 RPM
Enter traffic pattern at published TPA (1500’ at KARR)
At midfield on the downwind leg, extend landing gear and complete checklists
GUMPP check (Gas ON, Undercarriage DOWN, Mixture RICH, Prop FULL, Pump ON)
When abeam of approach end, reduce power to 15” MP and extend flaps to 10°.
Descend out of TPA at 88 KIAS.
When turning base leg, extend flaps to 25° and check area clear of traffic.
When turning to final, maintain 88 KIAS and adjust power as needed to stabilize descent.
GUMPP check
Reduce throttles slowly over approach end, slow to 80 KIAS.
Touch down at ~75 KIAS on centerline
Maintain back pressure to prevent nose wheel damage
Short Field Approach & Landing
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Complete Approach to Landing checklist before entering TPA or straight-in
Slow to 100 KIAS prior to entering traffic pattern; 18” MP, 2300 RPM
Enter traffic pattern at published TPA (1500’ at KARR)
At midfield on the downwind leg, extend landing gear and complete checklists
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GUMPP check (Gas ON, Undercarriage DOWN, Mixture RICH, Prop FULL, Pump ON)
When abeam of approach end, reduce power to 15” MP.
At 45° from approach end, extend flaps to 10° and descend out of TPA at 88 KIAS.
When turning base leg, extend flaps to 25° and check area clear of traffic.
When turning to final, extend flaps to 40°, and slow to POH speed for Short-Field Landing
GUMPP check on short final.
Close throttles in flare and touch down at ~75 KIAS on centerline with minimum floating
Maintain back pressure to prevent nose wheel damage
Retract flaps after touchdown
Simulate/announce maximum hydraulic & aerodynamic braking
Go-Arounds
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When decision made to abort landing and “go-around”: increase throttles to full power.
Retract flaps to 25° and pitch as necessary to accelerate to Vx.
Establish Vx climb, retract landing gear, and accelerate to Vy.
Retract remaining flaps and climb at Vy until 500’ AGL.
Climb at 100-110 KIAS upon reaching 500’ AGL (1200’ MSL)
Reduce power to 25” MP, 2500 RPM at 1,000’ AGL.
After Takeoff checklist
Instrument Approach Procedures (Precision & Non-Precision)
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Complete Approach checklist
Set inbound course of approach on CDI
When established inbound (course alive), check for flags
Maintain 100 KIAS until GS intercept (precision) or FAF inbound (non-precision)
At GS intercept (precision) or FAF (inbound), complete Before Landing checklist
o Gear Down, Start Down, Start Time, Call Tower
o If single engine, wait to extend landing gear unless Vyse can be maintained
throughout straight-in or circling approach at MDA.
o Note approach descent minimums and missed approach procedures
Extend flaps to 25° (two engines), 0° (single engine)
Descend down to 1,000’ AGL at 88-100 KIAS on glide slope or determined descent rate
Announce altitude at 500’, 200’, 100’ above minimums and when MDA/DH has been
reached
Maintain MDA +50/-0 until MAP or VDP straight-in, or circling to land
Maintain at or above 88 KIAS while circling or leveling off
GUMPP check
Continue landing or execute missed approach as specified
Emergency Procedures
Engine Failure Before Vr
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Abort takeoff – close throttles
Maintain directional control
Brake as required to stop on runway
o If insufficient runway remains, mixture idle-cut off
o Switch fuel selectors, magnetos, & Battery Master OFF
o Avoid obstacles and stop straight ahead
Engine Failure After Vr; Gear Down – usable runway distance available
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Abort takeoff – close throttles
Maintain directional control
Pitch down to increase airspeed
Land straight ahead; use brakes as needed
Secure cabin if insufficient runway remains
Engine Failure After Vr; Gear Up – out of usable runway distance
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1 - Pitch down to horizon (1° on AI) for Vyse (88 KIAS, “Blue line”)
2 - Input aileron 2 to 5° into operative engine
3 - Input rudder (1/2 “ball”) toward operative engine
Mixture, props, and throttles full forward, check “Blue Line”
Identify inop engine – Dead Foot, Dead Engine, check EGT
Verify inop engine – Close throttle
Feather inop engine propeller
Cutoff inop engine mixture
Flaps and gear UP, check “Blue Line”
Check VSI
o Positive rate of climb – continue climb and circle to land
o Negative rate of climb – land straight ahead, avoid obstacles
Declare emergency
In-Flight Engine Failure
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Maintain directional control (ailerons/rudder into operative engine)
Set pitch attitude to maintain at/above Vyse (88 KIAS, “Blue Line”)
Mixture, props, and throttles full forward, check “Blue Line”
Identify inop engine – Dead Foot, Dead Engine, check EGT
Verify inop engine – Close throttle
Double verify inop engine – Move mixture aft toward idle cut-off, check RPM
Troubleshoot
o Throttles open ¼”
o Fuel Selectors BOTH ON
o Primers LOCKED
o Carb Heat CHECK
o Fuel Pumps ON
o Magnetos CHECK ON
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o Fuel Quantity/Pressure CHECK
o Oil Pressure/Temp CHECK
If engine has not started, plan of action (based on altitude, distance from landing sites)
Feather inop engine prop
Mixture to idle cut-off
Secure inoperative engine (Checklist)
o Trim as required
o Magnetos (inop eng) OFF
o Fuel pump (inop eng) OFF
o Alternator (inop eng) OFF
o Fuel Selector (inop eng) OFF
o Cowl Flap (inop eng) OFF
o Fresh Air Fan OFF
Use Airstart checklist to re-start feathered engine
Emergency Descent
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Close throttles
Propellers full forward
Mixtures adjust
Extend gear if below Vle and pitch down to at/below Vle (140 KIAS)
Cowl flaps as required
Maintain 140 KIAS during descent
Notify ATC as appropriate
Unintentional Spin Recovery – intentional spins are prohibited in Seminole
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Power (throttle) to idle
Ailerons neutral
Rudder applied in opposite direction of spin – “step on the high wing”
Elevator (back pressure) reduced, then full forward to break stall
Neutralize rudder when rotation stops
Apply smooth back pressure to recover from dive
Recovery from Unusual Attitudes
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Nose High Climbing (Airspeed Decreasing)
o Increase power, pitch level, bank 0°, Cruise checklist
Nose Low Descending (Airspeed Increasing)
o Reduce power, bank 0°, pitch level, Cruise checklist
Prop Overspeed
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Throttles CLOSE
Oil Pressure CHECK
Propeller FULL DECREASE (NOT FEATHER!)
Airspeed REDUCE
Throttles AS REQUIRED