Renters Se Complex Multi Complete

Hortman Aviation Services, Inc.
Northeast Philadelphia Airport
Introduction
Thank you for choosing Hortman Aviation for your aviation needs. We have designed this Renters
Standardization Package to supply some of the information you will need to achieve a checkout. The
following page contains the Table of Contents that, in electronic format, provides links to their respective
pages. Should you choose to print the information there are also page numbers listed.
We have an excellent tradition of producing safe pilots with a well-rounded understanding of Aviation.
Hortman Aviation was founded by the late Capt. Norman Hortman (TWA 1938 - 1972) in the early
1940’s. The Hortman family has a rich aviation background starting with Norm, his wife Yvette (Flight
Instructor, ATP), his brothers Herb (USAF Pilot), Robert (Flight Instructor, Crop Duster), and his sons
Norman Jr. (Delta B737- retired), Herb (Captain Major US/International Air carrier B 757/767 ), Walter
(corporate pilot - G-IV), his daughter Jeannine (corporate flight attendant) (student pilot) grandson
Norman 3rd (Norman Jr son) (Captain Major US/International Air carrier B B737), granddaughter Paige
(Walters daughter), (Comair CRJ, USAFR KC10 FO), and grandson Cameron (Walter’s son) (PPL-IRA)
who is working on the rest of his certificates, and Maggie Hortman (Herb’s wife)(USAF C141/TWA,
Major US/International Air carrier - 757/767, F/O Hortman Aviation CE560/560XL Captain).
We have a wide selection of aircraft models from Piper, Tiger, Grumman and Cessna. We have a sister
company that Charters aircraft such as the Navajo Chieftain, Cheyenne III, and Citation V. We have our
own Maintenance Department to take care of our school’s, Charter departments and private aircraft. The
list goes on and on.
Flying at Philadelphia Northeast Airport provides the opportunity to fly within a very complex airspace
system that gives you the experience of working with Air Traffic Controllers without being overwhelmed.
Flying at Hortman Aviation provides many benefits such as:
• No Daily Minimum time requirements (Multiple day rentals are still only charged by the Hobbs
Time)
• 100% Fuel reimbursement,
• and No Monthly Dues
To sum things up, you have chosen an excellent place to fulfill your aviation needs. Should you have any
questions or concerns please stop by my office or contact me via the ways listed below.
Thank you,
Herb Hortman
Owner
Hortmanaviation@aol.com
(215) 969-0311
Date: 6/1/2011 Rev: Original Page: 1

TABLE OF CONTENTS
Page #
Introduction 1
Table of Contents 2-3
Renters’ Agreement / Refund Policy 4
Block Accounts & Credits / Headset Rentals 5
Negative Accounts 6
Recommended FAA Doctor 7-8
Renter Currency & Qualification Policy 9
Administrative Rules & Procedures 10-11
Weather Gathering Contact Information 12
Hortman Forecast Winds 13-14
FSS Standard Briefing Form 15
Hortman Aviation Building Layout 16
Aircraft Time Sheet 17-20
ATIS Communication Sheet 21
Aircraft 22
Red Book 23
Black Book 24
Red Book Discrepancy Sheet 25
Black Book Discrepancy Sheet 26
2007 CFR Part 91.205 Excerpt 27
2007 CFR Part 43.9 Excerpt 28
Aircraft Weight & Balance 29
Checkout Checklist 30
Complex Single Engine Aircraft Written Test 31-35
Multi Engine Aircraft Written Test 36-39
Sample Pilot Checkout 40
BFR 41-44
IPC 45-48
Induction System 49-52
Page: 2 Rev: Original Date: 6/1/2011
Gear System 53-59
Propeller System 60-66
Arrow Information Sheet 67
Arrow Preflight Checklist 68-70
Arrow Checklist 71
Cartoon 72
Saratoga Information Sheet 73
Saratoga Preflight Checklist 74-76
Saratoga Checklist 77
Arrow/Saratoga Standardized Maneuvers 78-90
Emergency Procedures 91
Arrow/Saratoga Landings 92-95
Arrow/Saratoga Traffic Pattern 96
Trems and Definitions 97-99
Heater System 100-102
Seminole Information Sheet 103
Seminole Preflight Checklist 104-106
Seminole Checklist 107
Seminole Standardized Maneuvers 108-114
Seminole Traffic Pattern 116
Anti-Ice/De-Ice System 117-122
Seneca Information Sheet 123
Seneca Preflight Checklist 124-127
Seneca Checklist 128
Seneca Standardized Maneuvers 129-135
Seneca Traffic Pattern 137
Generic Multi Engine Procedures 138-140
Seminole / Seneca Landings 141-143
Customer Evaluation 144

Renters AGREEMENT
A renter’s signature on the agreement designates:
 Renter understands, accepts and agrees to the Rules and Regulations as outlined in the Renter’s
Standardization Package.
 Renter understands, accepts and agrees to all policies and procedures contained within this package.
 Understands that ALL aircraft materials are for TRAINING/REFERENCE PURPOSES ONLY.
Signature: Date: / /
REFUND POLICY
Hortman Aviation has a NO REFUND policy.
If, for any reason, you choose to discontinue Flight School Training and there is money remaining within
your block account, we will assist you with selling your remaining block time by posting the information.
Forms for this purpose can be obtained at the Front Desk. Note: any discounts that you received for
purchasing a block of time will be deducted from your account and will not be included in your final
credit balance.
Block time can be sold at a price that you set but it is usually offered at a discount of 5% to 15 % based on
your individual preference.
Once you and the purchaser settle your agreement, it is your responsibility to contact this office with the
purchaser’s information so that the transfer of monies can be made.
EXCEPTION
Students whose block time money was funded through a SLM loan are not eligible to sell block time. For
these students, it is necessary to submit to the Financial Aid Coordinator the following:
a) A signed and dated letter noting the date that you wish to withdraw from the program with a
statement that you want us to return the money to SLM.
b) A printed balance (excluding any discounts) that can be obtained from anyone at the Front
Desk.
NOTE: A 15% administrative fee will apply to all SLM funds being returned.

BLOCK ACCOUNTS AND CREDITS
Customers who would like to purchase one of our courses:
 We will create a Customer Account for you.
 We will deposit the amount for the course you are purchasing.
 We will deposit the amount of the bonus % into your account. (e.g. 11.5% for Instrument Rating
Course).
Customers who would prefer to purchase a Block Account:
 We will deposit the amount into your account.
 We will deposit the block % bonus into your account, which will be 5% or 10% depending on the
block you choose.
(Please note these are the ONLY BLOCK AMOUNT we give a bonus to).
Course Purchase:
You may purchase any pre-paid course. The pre-paid course works similar to the block account, we will
deposit the amounts, we will deposit the amount paid into your account plus the course pre-paid bonus
ranging from 11.5% to 15% depending on the course. The pre-paid course does not guarantee the rating
or certificate, rather is based on a combination of minimum federal aviation regulations requirements and
average student completion times. If you exceed the balance in your account you may either pay by the
hour for those hours needed to complete the course or purchase a block account. Should you not use either
the entire prepaid course amount or have money left in your block account you will be able to use this
money towards additional courses or flight time, pilot supplies etc. The money in your account never
expire.
PLEASE NOTE: NO EXCEPTIONS!

A customer cannot get a discount on Block Accounts if they have a negative balance. They must have a
zero or positive balance to get a credit.
We recommend two financial institutions should you require their services. They are:
 Pilot Finance, Inc.
 Sallie Mae
HEADSET RENTALS
 New Students are entitled to 3 free headset rentals ONLY. There are 3 coupons in each Pilot Kit and
MUST be presented in order to receive your free rental.
 Renters: There is a $5.95 headset rental fee per day and only one headset per plane. We can no
longer give out more than one headset due to inventory loss.
 If a customer does not return our headset their account will be billed for the headset. It is the
customer’s responsibility to make sure they bring in the headset and return it to someone working at
the front desk.
 Headsets may be purchased here at Hortman Aviation Services Inc. or through a variety of pilot shops.
We offer a variety of inexpensive (life time guarantee) headsets to the more expensive noise canceling
headsets. Inquire about pricing.

NEGATIVE ACCOUNTS
 Due to the high volume of negative accounts we can no longer allow our customers to continue with a
debit account.
 Any negative accounts must make a monthly payment plan to zero out their accounts.
 We will work with you to achieve this goal. Our suggestion would be to have a monthly payment
plan received by the 5th of each month and any flights you make must be paid for at the end of that
flight.
 There have been a few customers that we had to revoke their flying privileges until their accounts
were paid to an agreeable amount. We do not look forward to adding anyone else to this list.
 Our goal is to have everyone with a positive balance.
 Students who have a negative balance and are due to schedule their check-ride must have their
account paid in full before they are able to take their check-ride. If this is not done, their check-ride
will not be scheduled. If you have a negative account and cannot pay it in full before your check-ride,
then you must make arrangements with the office manager to arrange a payment plan.
 NO EXCEPTIONS!

Recommended FAA Medical Doctors

(You have the option of using any FAA medical examiner)
Village Shires Family Medicine

Scott L. Cohen, D.O.
Board Certified
1496 Buck Road, Suite A6
Holland, PA 18966
(215) 504-8700 – FAX (215) 504-1399
Appointments are required for all examinations
Office Hours: Mon. Wed. 9:00AM to 4:00PM (Call to verify hours)

Tue. Thu. 1:00 PM to 9:00 PM (Call to verify hours)
Fri. 9:00 AM to 2:00PM (Call to verify hours)
Using Street Road:

Street Road West to a right on Bustleton Pike. Stay in the Left lane and turn Left just past the Buck
Hotel. You are now on Buck Road. Follow Buck Road (aka route 532) for about 3 miles until you come
to the Village Shire Shopping Center on the Right. Office is Suite A-6.
Using I95:
North to the Yardley/Newtown exit. Turn left at the top of the ramp and go approximately 8 lights to
route 532. Turn Left on 532, which is Buck Road. Go 3 lights to the Village Shires Shopping Center that
will be on your left.
*1st or 2nd Class Medical (current at all times) for VA students.

2nd Class Medical with student permit for students.

Abington Medical Specialists

George R. Green, M.D.
Medical Plaza – Suite 110
1235 Old York Road
Abington, PA 19001
(215) 517-1000
Directions from Hortman:
Start out going SOUTHWEST on ASHTON RD toward GRANT AVE. <0.1 miles
Turn RIGHT onto GRANT AVE. 1.0 miles
Turn RIGHT onto US-1 N / E ROOSEVELT BLVD. 1.1 miles
Turn LEFT onto RED LION RD / PA-63 W. 2.9 miles
Turn LEFT onto PHILMONT AVE / PA-63. Continue to follow PA-63. 1.2 miles
Turn LEFT onto VALLEY RD. 2.0 miles
Turn RIGHT onto SUSQUEHANNA RD. 0.7 miles
Turn RIGHT onto OLD YORK RD / PA-611. 0.2 miles
Total Est. Time: 19 minutes Total Est. Distance: 9.49 miles
Directions from Mapquest.com
*1st or 2nd Class Medical (current at all times) for VA students.

2nd Class Medical with student permit for students.

Renter Currency and Qualification Policy
For insurance reasons our company requires you to have flown in the past 90 days and flown here at
Hortman Aviation within the past 6 Months. If you cannot show proof of this then you must fly with one
of our instructors for a minimum of two touch & go and one full stop landing. All other CFR
requirements apply. This policy does not apply to our Student Pilots.
If you would like to get checked out in one of the following aircraft, the following minimum insurance
requirements apply:
SENECA: 500 Hours Total Time,

25 Hours Multi Time
Instrument Rating
15 Hours in Make & Model
SEMINOLE: 500 Total Time

25 Hours Multi Time
Instrument Rating
SARATOGA: 300 Hours Total Time

Instrument Rating
20 Hours in Complex
High Performance Endorsement
TOBAGO: 100 Hours Total Time

ARROW: 100 Hours Total Time

10 Hours Complex
Complex Endorsement
Note: The insurance company may waive some of the Seneca, Seminole, and Saratoga requirements
depending on your certification(s) and experience.

ADMINISTRATIVE RULES AND PROCEDURES

 Flight time is taken from the Hobbs Meter (See page 18) located in each aircraft and the flight simulators. The
tenths number shall be rounded up to the next number whenever it appears to be in between.
 If a pilot must leave an aircraft at an airport, they are responsible for the expense of returning the aircraft to
Hortman Aviation. This may include dispatching another aircraft and pilot to pickup the aircraft.
 Fuel, oil and any necessary repairs purchased away from PNE by the customer will be credited to the
customer’s account when the receipts for these are presented at the front desk.
 Note about fuel: Fuel sampled during the preflight if found to be uncontaminated will be put back into the fuel
tank. Contaminated fuel will be put in the contaminated fuel container located on the ramp to the southeast of
the Hortman ramp entrance. Fuel will be sumped until free of all contaminates.
 ENGINE OIL: It is Hortman Aviation’s policy that all aircraft be flown with the oil capacity being one quart
low. Example: Grumman Trainers have a maximum capacity of 6 quarts. These aircraft will be dispatched with
an oil quantity of 5 quarts. Piper Archers have a max Capacity of 8 quarts, these aircraft are to be filled to only
7 quarts.
 STARTING PROCEDURES: All starts will be conducted utilizing the Before Starting and Starting checklists
provided on the back of each aircrafts clipboard. During engine start, the engine should be primed using only
the primer (a warm engine is to never be primed) and never the throttle. Also a fire extinguisher will be
available for all starts. After engine start, review checklist.
 FIRE PRECAUTIONS AND PROCEDURES: A fire extinguisher is located on the ramp by the fence. During
engine start, the engine should be primed using only the primer (a warm engine is to never be primed) and
never the throttle. Priming with the throttle enhances the possibility of an engine fire. Should a fire happen, go
to mixture idle cutoff and continue to crank the engine for about 30 seconds, this will usually extinguish the
fire. If it does not, turn master switch and fuel selector off, then evacuate the aircraft and get the fire
extinguisher.
 RUN-UP PROCEDURES: Run-ups will be conducted into the wind to ensure proper engine cooling. The nose
wheel will be positioned straight ahead so as to preclude any side loads that may cause damage to the wheel,
tire, or gear. This will be verified by moving the aircraft a few feet verifying that the aircraft tracks straight
(correct as necessary to ensure gear is straight). The run-up will be conducted so the aircraft is positioned not
too close to the edge of the taxiway so that if the aircraft moves, it will not roll off the taxiway. The Run-
up/Before Taxi checklist will be conducted utilizing the checklist provided on the back of the clipboard.
Ensure no aircraft, equipment, or personnel are behind the aircraft prior to run-up to preclude the possibility of
prop wash damage. During the mag check portion of the Run-up, if the mags are inadvertently positioned to
OFF, pull the MIXTURE to idle cut-off and allow the engine to shutdown then accomplish the Before Start
checklist and restart the aircraft. [If you position the mags back on prior to allowing the engine to completely
stop, you may cause an after fire (incorrectly commonly known as a backfire) damaging the exhaust system.]
 SECURING AIRCRAFT PROCEDURES: Once aircraft is positioned into its parking spot, ensuring that the
nose wheel is straight, the Shutdown checklist will be accomplished. Upon completion of your flight, tie down
the aircraft. If the aircraft is equipped with a control lock, then install it. For aircraft not equipped with a control
lock (such as Piper Aircraft) and if the wind is expected to exceed 20 knots, then secure the controls using the
aircraft’s seat belt. The aircraft will be secured with the parking brake released, the beacon switch ON, (this
will ensure that if the Master Switch is left on inadvertently, ground personnel will see it and notify the office
saving us a “dead battery”).

 REPORTING AIRCRAFT DISCREPANCIES: If an item is found that would constitute the aircraft to be
unairworthy such as structural damage to the airframe, oil, fuel, or hydraulic leaks, or any item required by
CFR14 Part 91.205 this will be reported immediately to the front desk and the item placed in the “RED
BOOK”. The aircraft cannot be returned to service until a mechanic corrects the problem and signs his name as
per CFR14 Part 43.9 in the “RED BOOK” noting the correction made, this per CFR14 Part 141.93(a)(3)(v).
 Items discovered and considered to be minor in nature, such as torn seat fabric, a radio not working properly,
etc, can be noted in the “BLACK BOOK”. After reviewing CFR14 Part91.205, Part 91.213 any limitations
noted, and consulting with the Chief Flight Instructor, Assistant Chief Flight Instructor, Check Instructor, or a
CFI this aircraft may be flown. A mechanic in a timely fashion will clear these items.
 You must have flown in the past 90 days and flown here at Hortman Aviation within the past 6 Months. If you
cannot show proof of this then you must fly with one of our instructors for a minimum of two touch & go and
one full stop landing. All other CFR requirements apply. This policy does not apply to our Student Pilots.
 Navigation lights will be turned on prior to starting engines at Night and remain on until engine shut down is
complete. This allows for heightened awareness of running aircraft by ground personnel.
 The Beacon is left on at all times. Even after shut down. This helps you to realize that you have left the master
switch on or, hopefully, someone else may notice it shortly thereafter.
 Only paved runways at greater than 3,000 feet are to be used. At times Herb Hortman may allow permission of
other airports but this will ONLY be allowed through Herb Hortman
 On the back of the clipboard is the normal operating checklist. This checklist has been taken directly from the
aircraft P.O.H. (pilot’s operating handbook), or aircraft information manual, and has been modified to fit our
company’s policies i.e. starting clock, strobes, beacon, etc. All information contained in the original normal
checklist remains, but has been modified to have a better flow and to be consistent with the rest of our fleet.
The abnormal checklists are contained in the aircraft’s information manual or POH and will be used for all
abnormal items.
 Each pilot or student pilot assumes the responsibility of paying the required insurance deductible ($5,000).
Non-owners/Renters insurance may be purchased to cover the cost of the deductible by contacting:
Avemco and using our Customer Code: HA07

Phone number: 1 800 863-3338
Address: Avemco Insurance Company
411 Aviation Way Suite 100
Frederick, MD 21701
Website: http://www.avemco.com
Or:
The S.T. Good Insurance, Inc.
Joan B. Bertles
Aviation Specialist
11301 – A Norcom Road
North Philadelphia Jet Center
Philadelphia, PA 19154
Office– (215) 969-8385 or (800) 943-6923

Weather Gathering Contact Information
Flight Service Station 1 800 WX BRIEF (800 992-7433)
AWOS / ASOS Station Phone Numbers
PA BLM (732) 938-3330 LGA (718) 672-6317

ABE (610) 266-3579
EWR (973) 621-2892 MSS (315) 764-0481
AOO (814) 793-9655
MIV (856) 327-3455 POU (845) 462-0648
AVP (570) 457-3111
MMU (973) 290-0135 ROC (716) 235-7322
DYL (215) 345-8192
MJX (732) 244-4450 RME (315) 334-4360
HZL (570) 459-4901
TEB (201) 393-0855 SCH (518) 399-6586
IPT (570) 368-3420
TTN (609) 538-8690 SYR (315) 455-3444
JST (814) 535-3511
VAY (609) 267-1176 VA
LNS (717) 569-8860
WWD (609) 886-9089 CHO (434) 973-5024
LOM (215) 646-1068
NY DCA (703) 412-8140
MDT (717) 944-1372
ALB (518) 464-6423 HEF (703) 361-6160
MPO (570) 839-1584
ART (315) 639-4002 HSP (540) 839-5974
MQS (610) 384-6132
BGM (607) 729-8335 IAD (703) 661-2990
PNE (215) 677-0146
BUF (716) 635-0532 JYO (703) 777-3781
PTW (610) 495-0823
ELM (607) 796-0065 LYH (434) 239-0025
RDG (610) 372-9863
ELZ (585) 593-0203 OKV (540) 662-6970
UKT (215) 538-7610
FOK (631) 288-0588 ORF (757) 460-9348
UNV (814) 865-8799
FRG (631) 752-8199 PHF (757) 874-3682
MD
HPN (914) 288-0216 MTV (276) 957-3784
SBY (410) 341-0868
ISP (631) 471-0690 RIC (804) 236-1091
NJ
ITH (602) 257-2399 ROA (540) 265-0680
ACY (609) 272-9311
JFK (718) 656-0956 SHD (540) 234-0110
You can gain FREE access to DUAT (Direct User Access Terminal) on the Internet. There are two
service providers listed below.
DTC at https://www.duat.com/ or
CSC at https://www.duats.com/

HORTMAN FORECAST SURFACE WINDS FORMULA
Historically we have found that the winds aloft after about 8:00am descend by approximately 3,000 feet
and lose approximately 20% of their velocity (i.e. winds at 9,000’ will descend to 6,000’ and the 6,000’
winds will descend to 3,000’ and 3,000’ winds will descend to the surface and retain approximately 80%
of their value.) When using these values take the most conservative surface winds from the TAF or the
Hortman Formulated Surface Winds Forecast. Below is an example followed on the next page by a blank
page so that you may print and use for your own calculations.
Winds Aloft Forecast
Station 3000’ 6000’ 9000’

ACY 1122 1325+03 1530 –06
JFK 1025 1127+02 1535-04
EMI 1518 1620+04 1825-01
Current Surface Winds at PNE 09006KT
FSS Forecasted Surface Winds at PNE 10012G17KT
3000ft at ACY 22 KTS
3000ft at JFK 25 KTS
3000ft at EMI 18 KTS
Total 65 divided by 3 = 22 x 80% = 17

Average Hortman Forecast
Hortman Aviation Forecast Surface Winds at PNE 17
Date: 03/24/2006 Time: 1200 Z
Note: These winds are posted daily in our weather room on the bulletin board. You are also encouraged to do this
exercise at home to better understand the relationship between the winds aloft and surface winds.

HORTMAN FORECAST SURFACE WINDS FORMULA
Historically we have found that the winds aloft after about 8:00am descend by approximately 3,000 feet
and lose approximately 20% of their velocity (i.e. winds at 12,000’ will descend to 9,000’ and the winds
at 9,000’ will descend to 6,000’, the 6,000’ to 3,000’ and 3,000’ to the surface retaining approximately
80% of their value.) When using these values take the most conservative surface winds from the TAF or
the Hortman Formulated Surface Winds Forecast.
Winds Aloft Forecast
Station 3000’ 6000’ 9000’

ACY
JFK
EMI
Current Surface Winds at PNE
FSS Forecasted Surface Winds at PNE
3000ft at ACY KTS
3000ft at JFK KTS
3000ft at EMI KTS
Total divided by 3 = x 80% =

Average Hortman Forecast
Hortman Aviation Forecast Surface Winds at PNE
Date: / / Time: Z
Note: These winds are posted daily in our weather room on the bulletin board. You are also encouraged to do this
exercise at home to better understand the relationship between the winds aloft and surface winds.
Date: 5/1/2010 Rev Original Page: 14

FSS Standard Briefing Form

1 800 WX BRIEF (800 992-7433)
Date:
Tail #: Type of Aircraft: I will be VFR IFR (circle one).

I will be departing at Z and arriving at Z
Cruising at feet altitude.
I am requesting a STANDARD (normal) BRIEFING.
(ABBREVIATED briefing would be an updated briefing and an OUTLOOK briefing would be one for a departure estimated for
6 hours or more).
1. General Flight Precautions:
2. Current Conditions at Departure, Enroute, and Destination:
3. Forecast conditions at Departure, Enroute, and Destination:
4. Winds Aloft:
5. NOTAMS, TFR’s etc:
Note: These forms are located in the weather room to the left of the bulletin board.
Note: Please use backside of this form (Blank) for additional space if needed during briefing.

Account Men’s Women’s

Office Room Room
Office
S
t
o
r
a
g
e
Presidents Front
Office Office
Lobby
S
t
o
r Simulator 117 Simulator 118
a ATC 810 ATC 820
g Stock
e Room
Chief Charter Pilot
Asst. Chief Instructor
Vending
Charter Testing Room CFI
Office Room Lounge
CBT/Weather
Women’s Men’s Classroom

Room Room Chief
Instructor
Hortman Aviation Building

Aircraft Time Sheet N# 9739U

Hobbs Begin Hobbs End Hobbs Time Pre/Post Student/Pilot PVT/ADV
Date CFI Name
Hour 1/10 Hour 1/10 TOTAL Total Last Name & 1st initial TFC - Rental
10/1/2006 30 4 31 6 1.2 .4 Joe B. Smith, James PVT
10/1/2006 31 6 32 9 1.3 .5 Adam B. Marcellis, K PVT
10/3/2006 32 9 34 7 1.8 .3 Ian M. Jones, Scott ADV
10/3/2006 34 7 36 9 2.2 .6 Art M Franklin, B ADV
10/6/2006 36 9 40 7 3.8 - - Groudus, Steve RENT
10/7/2006 40 7 42 0 1.3 - - Exaghasu, Frederick RENT
1 2 3 4 5 6 7 8
VOR Test Log for IFR Aircraft

Date Place/Freq VOR 1 Rdl/Brg Err VOR 2 Rdl/Brg Err Signature & Certificate #
8/26/2006 PNE / 112.00 171 173 John Doe Cert# 123456789
9/24/2006 PNE / 112.00 172 180 Sam Smith Cert#023456789 9
9/24/2006 PNE / 112.00 171 171 John Doe Cert# 123456789
Registration # N_9739U___________________________________ Hortman Aviation Services, Inc.

Annual Due: ___4/2007 10
________________________________ Northeast Philadelphia Airport (KPNE)
11
100 Hour Due (Tach Time): ___4356_________________________ 9800 Ashton Road * Philadelphia, PA 19114
12
X-ponder Due: _6/2008___________ELT Due: ____4/2007________ (215) 969-0311

We have filled out the first three lines of the Aircraft Time Sheet to help you understand how to properly fill these
out. For items 9, 10, 11 and 12 we have taken excerpts from CFR 14 Part 91, 2007 edition. These excerpts are
only the portions specifically addressing the subject area for the item number on the Aircraft Time Sheet. For a
complete reading of the sections you must refer to the current Regulations.
1 The first column is the date that you rented the airplane.
2 The “Hobbs Begin” column is the beginning Hobbs time. If there is a discrepancy between the Hobbs time
in the previous row and the Hobbs time you now have, inform someone at the front desk. If the Hobbs Meter
begins rolling to the next number then that next
number will be the Hobbs reading.
3 The “Hobbs End” column is the Hobbs reading at the end of your
flight. If the Hobbs Meter begins rolling to the next number then that next
number will be the Hobbs reading.
4 The “Hobbs Time” is the difference between the “Hobbs Begin”

and the “Hobbs End” columns.
5 The “Pre/Post column is the time you and your instructor spend during your pre and post flight discussion as
well as filling out paperwork.
6 The “CFI name” and column is self-explanatory.
7 The “Student/Pilot” is your last name followed by your first name if it will fit or first initial if not.
8 The last column is the “PVT/ADV/TFC/Rental” column. PVT is for student pilots working on their Private
Certificate. ADV is for Advanced pilots working on other certificates and/or ratings. TFC is for Traffic
surveillance. Rental is for Pilots who rent the airplanes.
9 The next section is for VOR checks for our IFR aircraft. This is to comply with CFR 14 Part 91 Section 171
(d). Regulation 91.171 reads: VOR equipment check for IFR operations.
(a) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR
equipment of that aircraft—
(1) Is maintained, checked, and inspected under an approved procedure; or:
(2) Has been operationally checked within the preceding 30 days, and was found to be within the limits of the
permissible indicated bearing error set forth in paragraph (b) or (c) of this section.
(b) Except as provided in paragraph (c) of this section, each person conducting a VOR check under paragraph (a)
(2) of this section shall—
(1) Use, at the airport of intended departure, an FAA-operated or approved test signal or a test signal radiated by a
certificated and appropriately rated radio repair station or, outside the United States, a test signal operated or
approved by an appropriate authority to check the VOR equipment (the maximum permissible indicated bearing
error is plus or minus 4 degrees); or
(2) Use, at the airport of intended departure, a point on the airport surface designated as a VOR system
checkpoint by the Administrator, or, outside the United States, by an appropriate authority (the maximum
permissible bearing error is plus or minus 4 degrees);
(3) If neither a test signal nor a designated checkpoint on the surface is available, use an airborne checkpoint
designated by the Administrator or, outside the United States, by an appropriate authority (the maximum
permissible bearing error is plus or minus 6 degrees); or

(4) If no check signal or point is available, while in flight--
(i) Select a VOR radial that lies along the centerline of an established VOR airway;
(ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR
ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and
(iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible
variation between the published radial and the indicated bearing is 6 degrees).
(c) If dual system VOR (units independent of each other except for the antenna) is installed in the aircraft, the
person checking the equipment may check one system against the other in place of the check procedures specified
in paragraph (b) of this section. Both systems shall be tuned
to the same VOR ground facility and note the indicated bearings to that
station. The maximum permissible variation between the two
indicated bearings is 4 degrees.
(d) Each person making the VOR operational check, as specified in
paragraph (b) or (c) of this section, shall enter the date, place, bearing
error, and sign the aircraft log or other record. In addition, if a test
signal radiated by a repair station, as specified in paragraph (b)(1) of
this section, is used, an entry must be made in the aircraft log or other
record by the repair station certificate holder or the certificate holder's
representative certifying to the bearing transmitted by the repair station
for the check and the date of transmission.
To record the bearing error center the needle with a FROM indication
and enter the OBS reading at the top.
You may notice that the second row on the VOR Test Section of the
Aircraft Time Sheet (also pictured to the right) has an unacceptable
tolerance reading. This MUST be corrected PRIOR to IFR flight.
This was corrected later that day as entered on the third row on the VOR
Test Section of the Aircraft Time Sheet.
The last section provides the aircraft inspection compliance times and dates.
10 The date that the annual is due is the second line to comply with CFR 14 Part 91 Section 409(a). This
regulation reads: Sec. 91.409 Inspections.
(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the
preceding 12 calendar months, it has had--
(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a
person authorized by Sec. 43.7 of this chapter; or
(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.
No inspection performed under paragraph (b) of this section may be substituted for any inspection required by this
paragraph unless it is performed by a person authorized to perform annual inspections and is entered as an "annual"
inspection in the required maintenance records.
11 The third line is for the Tach time to comply with the “100 hour
inspection” CFR 14 Part 91 Section 409(b). This section reads:
Sec. 91.409 Inspections. (b) Except as provided in paragraph (c)
of this section, no person may operate an aircraft carrying any person
(other than a crewmember) for hire, and no person may give flight
instruction for hire in an aircraft which that person provides, unless
within the preceding 100 hours of time in service the aircraft has
received an annual or 100-hour inspection and been approved for return to
service in accordance with part 43 of this chapter or has received an
inspection for the issuance of an airworthiness certificate in accordance
with part 21 of this chapter. The 100-hour limitation may be exceeded by not more than 10 hours while en route to
reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be
done must be included in computing the next 100 hours of time in service. An aircraft may be rented when the
100 hour inspection has been exceeded with no limitation (Cannot be used for Flight Instruction. This
includes Student Pilot Solo).
12 The forth line is the transponder inspection due to comply with CFR 14 Part 91 Section 413(a). This
section reads: Sec. 91.413 ATC transponder tests and inspections.
(a) No persons may use an ATC transponder that is specified in 91.215(a), 121.345(c), or Sec. 135.143(c) of this
chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and
found to comply with appendix F of part 43 of this chapter; …
Our IFR aircraft have their Altimeter and Static system checked on the same date as the Transponder to comply
with CFR 14 Part 91 Section 411(a). This section reads: Sec. 91.411 Altimeter system and altitude reporting
equipment tests and inspections.
(a) No person may operate an airplane, or helicopter, in controlled airspace under IFR unless--
(1) Within the preceding 24 calendar months, each static pressure system, each altimeter instrument, and each
automatic pressure altitude reporting system has been tested and inspected and found to comply with appendix E of
part 43 of this chapter;
The second part of the forth line is when the ELT battery is due to be replaced in accordance with CFR 14 Part 91
Section 207(c). This section reads: Sec. 91.207 Emergency locator transmitters.
(a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a U.S.-registered civil
airplane unless-- …
(c) Batteries used in the emergency locator transmitters required by paragraphs (a) and (b) of this section must be
replaced (or recharged, if the batteries are rechargeable)--
(1) When the transmitter has been in use for more than 1 cumulative hour; or
(2) When 50 percent of their useful life (or, for rechargeable batteries, 50 percent of their useful life of charge) has
expired, as established by the transmitter manufacturer under its approval.
The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the
transmitter and entered in the aircraft maintenance record. Paragraph (c) (2) of this section does not apply to
batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

ATIS
ATIS Date: PNE 121.15 ATIS Date: PNE 121.15

Airport: Airport:
Information: Information:
Zulu time: Zulu time:
Wind Wind
Visibility: Visibility:
Cloud: Cloud:
Temperature: Temperature:
Dew point: Dew point:
Altimeter: Altimeter:
Active Runway(s): Active Runway(s):
NOTAMS: NOTAMS:
ATIS Date: PNE 121.15 ATIS Date: PNE 121.15

Airport: Airport:
Information: Information:
Zulu time: Zulu time:
Wind Wind
Visibility: Visibility:
Cloud: Cloud:
Temperature: Temperature:
Dew point: Dew point:
Altimeter: Altimeter:
Active Runway(s): Active Runway(s):
NOTAMS: NOTAMS:

AIRCRAFT
 The following information on aircraft is supplied to you for training purposes only. We have arranged
the information to use as checklists, summary of the make and model specific, procedures and such.
The Pilots Operating Handbook should be used to verify all information. From time to time
information is updated and this manual may not reflect those changes. It is your responsibility to
ensure that you are using the correct information by referencing the Pilots Operating Handbook.
 The Weight and Balance form for our aircraft is to be used ONLY for training purposes. Weight and
balance is changed often.
 Licensed Empty Weight—is the empty weight that consists of the airframe, engine(s), unusable fuel,
and undrainable oil plus standard and optional equipment as specified in the equipment list. Some
manufacturers used this term prior to GAMA standardization.
 Basic Empty Weight (GAMA)—includes the standard empty weight plus optional and special
equipment that has been installed.
 Our Grumman Trainer AA-1B/C, Cherokee 140, and Tobago use Licensed Empty Weight. The Tiger,
Warrior, Archer, Arrow, Saratoga, Seminole, Seneca, and Cessna 172 (C172) use Basic Empty
Weight.

RED BOOK
NOTE: This book is to be kept at the front counter to the left of the computer monitor along with the
Black Book. All entries are to be made in ink and entries are only to be made in the lobby. This book is
never to be removed from the front office.
Description: This book is for all grounding (non-airworthy) discrepancies (i.e. any item required by CFR 91.205 or any Safety
of Flight item). This book must be reviewed by the instructor, student, or renter prior to each flight. No aircraft may fly with
an open discrepancy in the RED BOOK.
1. Open items must be cleared prior to further flight.

2. Items may only be cleared by the Director of Maintenance (DOM) or his designee (an A&P) using the methods
described in “B. To clear an item” below.
3. If an entry was placed in the RED BOOK in error (i.e. a non-grounding item) it may be transferred to the BLACK
BOOK. This transfer may only be done by the DOM, his designee (an A&P), Chief Instructor, or Assistant Chief
Instructor and only after a review of FAR 91.205 to verify it is not a required item for flight and verify it is not a safety
of flight item. Follow steps 1 through 3 of “C. To transfer a discrepancy to the BLACK BOOK”.
This book will be reviewed each weekday (non-holiday) by the DOM or his designee (an A&P) prior to flight operations
commencing. In addition this book will be reviewed everyday (including holidays) by the Chief Instructor or Assistant Chief
Instructor prior to flight operations commencing. Any open item in the RED BOOK will either be cleared or transferred to the
BLACK BOOK by authorized personnel prior to further flight. If the aircraft is to remain grounded the aircraft clipboard will
be removed from the rack and the schedule for the aircraft will be lined out until the aircraft is returned to service.
A. To write up a discrepancy:
1. All entries must be made in ink and be legible.
2. Enter date MM/DD/YY.
3. Enter discrepancy (be as specific and complete as possible, vague write ups are hard to follow and may actually lead to
the problem being not addressed properly).
4. Print and sign your name.
NOTE: All entries require notification of front desk personnel who will inform the DOM or his designee and the
Chief or Assistant Chief Instructor.
B. To clear an item:
3. Briefly describe actions taken to clear discrepancy.
4. Sign your name and enter your A&P certificate number.
NOTE: This is a legal write up and must be cleared per FAR 43.9
C. To transfer a discrepancy to the BLACK BOOK:

1. Verify the item is not a required item for flight. Consult FAR 91.205 each time.
2. In the RED BOOK follow steps 1 through 4 of “B. To clear an item:” above except if being transferred by the Chief or
Assistant Chief Instructor after your signature enter your pilot certificate number. NOTE: Enter the following wording
“Item transferred to the Black Book” in the Corrective Action block of the RED BOOK.
3. Go to the BLACK BOOK (Non-Grounding) and follow steps 1 through 4 of “A. To write up a discrepancy” and enter the
discrepancy in the Black Book. NOTE: Be specific on the discrepancy and use the following wording “Transferred from
Red Book”.
NOTE: If you have a question as to whether the entry belongs in the RED or BLACK BOOK, put it in the RED BOOK, it
can always be transferred in the BLACK BOOK if necessary.
PLEASE REMEMBER SAFETY FIRST!

BLACK BOOK
NOTE: This book is to be kept at the front counter to the left of the computer monitor along with the
RED BOOK. All entries are to be made in ink and entries are only to be made in the lobby. This book is
never to be removed from the front office.
Description: This book is for all non-grounding discrepancies (i.e. any item not required by CFR 91.205 or any non-safety of
flight item). This book must be reviewed by the instructor, student, or renter prior to each flight. A careful review is required
to ensure that the discrepancy is not a safety of flight item, the inoperative component is not required by CFR 91.205, and it
will not affect the purpose of the flight.
1. Examples of items that may be deferred (after consulting FAR 91.205): aircraft dirty, rugs worn, #2 com inop, nav inop,
landing light inop, attitude indicator inop, door seal leaking, etc.
2. Limitations: a limitation may be added to the discrepancy for example dual only, day VFR only, VFR only, local dual day
VFR only, advisory.
3. Items may only be cleared by the Director of Maintenance (DOM) or his designee (an A&P) using the methods described
in “B. To clear an item” below.
4. If an entry was placed in the BLACK BOOK in error (i.e. a grounding item or a safety of flight item) it must be
transferred to the RED BOOK. This transfer may only be done by the DOM, his designee (an A&P), Chief Instructor, or
Assistant Chief Instructor. Follow steps 1 through 3 of “C. To transfer a discrepancy to the RED BOOK”.
This book will be reviewed each weekday (non-holiday) by the DOM or his designee (an A&P) prior to flight operations
commencing. In addition this book will be reviewed every day (including holidays) by the Chief Instructor or Assistant Chief
Instructor prior to flight operations commencing.
A. To write up a discrepancy:
3. Enter discrepancy (be as specific and complete as possible, vague write ups are hard to follow and may actually lead to
the problem being not addressed properly). Verify the item is not required by CFR 91.205 and is not a safety of flight item
(if it is enter it in the RED BOOK)
4. Print and sign your name.
NOTE: All entries require notification of front desk personnel who will inform the DOM or his designee and the
Chief or Assistant Chief Instructor.
B. To clear an item:
3. Briefly describe actions taken to clear discrepancy.
4. Sign your name and enter your A&P certificate number.
NOTE: This is a legal write up and must be cleared per FAR 43.9
C. To transfer a discrepancy to the RED BOOK:

1. Verify the item is a required item for flight or is a safety of flight item. Consult FAR 91.205 each time.
2. In the BLACK BOOK follow steps 1 through 4 of “B. To clear an item:” above except if being transferred by the Chief or
Assistant Chief Instructor after your signature enter your pilot certificate number. NOTE: Enter the following wording
“Item transferred to the Red Book” in the Corrective Action block of the BLACK BOOK.
3. Go to the RED BOOK and follow steps 1 through 4 of “A. To write up a discrepancy” and enter the discrepancy in the
RED BOOK. NOTE: Be specific on the discrepancy and use the following wording “Transferred from BLACK BOOK”.
NOTE: If you have a question as to whether the entry belongs in the RED or BLACK BOOK, put it in the RED BOOK, it
can always be transferred in the BLACK BOOK if necessary.
PLEASE REMEMBER SAFETY FIRST!

AIRCRAFT DISCREPANCY REPORTS: TAIL #N

DO NOT REMOVE THIS SHEET FROM THE RED BOOK. TO BE REMOVED BY
MAINTENANCE PERSONNEL ONLY
DISCREPANCY CORRECTIVE ACTION
DATE / /
20___ PILOT’S NAME
Item transferred from BLACK BOOK
Item transferred to BLACK BOOK

DATE / /
20____ MECHANIC’S SIGNATURE
TACH TIME A&P #

DATE / /

DATE / /
TACH TIME A&P #

DATE / /

DATE / /
TACH TIME A&P #

AIRCRAFT DISCREPANCY REPORTS: TAIL #N

DO NOT REMOVE THIS SHEET FROM THE BLACK BOOK. TO BE REMOVED BY
MAINTENANCE PERSONNEL ONLY
DISCREPANCY LIMITATION* CORRECTIVE ACTION
DATE / /
20___ PILOT’S NAME 1
Item transferred from RED BOOK
2
3
Item transferred to RED BOOK
4
DATE / /
5 20___ MECHANIC’S SIGNATURE
TACH TIME A&P #

DATE / /
2
3
4
DATE / /
TACH TIME A&P #

DATE / /
2
3
4
DATE / /
TACH TIME A&P #

LIMITATIONS:
1. DUAL ONLY
2. DAY VFR ONLY
3. VFR ONLY
4. LOCAL FLIGHTS ONLY
5. ADVISORY

FAR 91.205 Powered civil aircraft with standard category U.S. airworthiness certificates:
Instrument and equipment requirements.
(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a
powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in
paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment
specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those
instruments and items of equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are
required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
(6) Temperature gauge for each liquid-cooled engine.
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a retractable landing gear.
(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter,
an approved aviation red or aviation white anticollision light system. In the event of failure of any light of
the anticollision light system, operation of the aircraft may continue to a location where repairs or
replacement can be made.
(13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years
of age or older.
(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each
front seat. The shoulder harness must be designed to protect the occupant from serious head injury when
the occupant experiences the ultimate inertia forces specified in §23.561(b) (2) of this chapter. Each
shoulder harness installed at a flight crewmember station must permit the crewmember, when seated and
with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations.
(15) An emergency locator transmitter, if required by §91.207.
(c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are
required:
(1) Instruments and equipment specified in paragraph (b) of this section.
(2) Approved position lights.
(3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil
aircraft. In the event of failure of any light of the anticollision light system, operations with the aircraft
may be continued to a stop where repairs or replacement can be made.
(4) If the aircraft is operated for hire, one electric landing light.
(5) An adequate source of electrical energy for all installed electrical and radio equipment.
(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in
flight.
(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required:
(1) Instruments and equipment specified in paragraph (b) of this section, and, for night flight, instruments
and equipment specified in paragraph (c) of this section.
(2) Two-way radio communication and navigation equipment suitable for the route to be flown.
(3) Gyroscopic rate-of-turn indicator, except on the following aircraft:
(4) Slip-skid indicator.

(5) Sensitive altimeter adjustable for barometric pressure.
(6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.
(7) Generator or alternator of adequate capacity.
(8) Gyroscopic pitch and bank indicator (artificial horizon).
(9) Gyroscopic direction indicator (directional gyro or equivalent).
The above information was retrieved from the electronic code of Federal Regulations we have removed
references that do not pertain to our operation. The above information was current as of 1/9/2008.
Please refer to the current CFR to verify currency and completeness.
43.9 Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and
alteration records (except inspections performed in accordance with part 91, part 125, §135.411(a)
(1), and §135.419 of this chapter).
(a) Maintenance record entries. Except as provided in paragraphs (b) and (c) of this section, each person
who maintains, performs preventive maintenance, rebuilds, or alters an aircraft, airframe, aircraft engine,
propeller, appliance, or component part shall make an entry in the maintenance record of that equipment
containing the following information:
(1) A description (or reference to data acceptable to the Administrator) of work performed.
(2) The date of completion of the work performed.
(3) The name of the person performing the work if other than the person specified in paragraph (a) (4) of
this section.
(4) If the work performed on the aircraft, airframe, aircraft engine, propeller, appliance, or component part
has been performed satisfactorily, the signature, certificate number, and kind of certificate held by the
person approving the work. The signature constitutes the approval for return to service only for the work
performed.
(d) In addition to the entry required by paragraph (a) of this section, major repairs and major alterations
shall be entered on a form, and the form disposed of, in the manner prescribed in appendix B, by the
person performing the work.
The above information was retrieved from the electronic code of Federal Regulations we have removed
references that do not pertain to our operation. The above information was current as of 1/9/2008.
Please refer to the current CFR to verify currency and completeness.

AIRCRAFT WEIGHT & BALANCE
This is to be used FOR TRAINING PURPOSES ONLY!
Aircraft models with a * denote Licensed Empty Weight. All others are Basic Empty Weight.
Aircraft Weight & Balance must be verified from AFM/POH or appropriate Weight & Balance found in
the cockpit of the individual aircraft prior to each flight, as they may be more current.
Type N number Aircraft Type/ Weight Arm Moment Useful Load

Equipment Suffix
Trainer AA-1B/C* N9971L AA1B/U 1045.5 73.78 77137.64 514.5

N1447R AA1B/U 1065.45 73.74 78566.5 494.55
N9739U AA1C/U 1089.84 74.37 81054.48 510.16
N9550U AA1C/U 1114.9 73.98 82476.33 485.1
N39016 AA1C/U 1095.46 74.53 81640.05 504.54
Tiger N28541 AA5B/A 1446.08 83.31 120475.56 953.92

N1196G AG5B/A 1551 84.20 130591.35 849
N1195D AG5B/A 1524 83.07 126599.5 876
N950TE AG5B/A 1550.5 83.65 129700 849.5
N957TE AG5B/A 1545 83.97 129730 855
Cherokee 140 * N33788 PA28-140/U 1340.4 85.92 115160.7 809.6
Warrior N2932X PA28-161/A 1522 86.98 132383.1 803

N3487Q PA28-161/A 1474.9 87.88 129618.92 850.1
N9752C PA28-161/A 1501.4 87.80 131828 823.6
Archer N3576M PA28-181/A 1545.53 86.23 133269.59 1004.47

N6530C PA28-181/A 1556.6 86.11 134041.3 993.4
N8366Z PA28-181/A 1574.6 87.65 138008.03 983.4
Arrow N9539C PA28R-201/A 1764.7 85.17 150296.5 985.3

N2811M PA28R-201/A 1784.95 86.27 153979.6 965.05
Saratoga N886JH PA32R-301/A 2248.97 83.37 187497.7 1351.03

N81006 PA32R-301/A 2213.9 82.62 182917.42 1386.1
Seminole N2173S PA44-180/A 2460.2 87.54 215376.9 1339.8
Seneca N8110T PA34T-200/A 3097 88.51 274125.8 1473
C172 N6522D C172/A 1495.5 39.02 58356 804.5

N6611D C172/A 1490.1 39.29 58543 809.9
N734AU C172/A 1530 39.27 60090 770
N739PK C172/A 1466.6 38.80 56904.8 833.4
Tobago * N200S TB10A 1614.3 40.07 64684.19 920.7

Checkout Checklist
Ground
1. Facilities Intro
a. Weather/CBT room 
b. Ground School room 
2. Review Checkout Written Test 
3. Aircraft Systems Review
a. Fuel 
b. Electric 
c. Vacuum 
d. Avionics 
e. Emergency Aircraft Procedures 
f. Normal Aircraft Procedures 
g. Performance 
h. Weight and Balance 
i. *For multi engine review Single Engine Performance & Procedures 
4. KPNE Airport Regulations review 
5. FAR’s
a. Recency of experience day and night (FAR 61.57) 
b. VFR minimums 
c. Airspace (AIM Chapter 3) 
6. Hortman Policies and Procedures (Refer to renters package) 
7. Verify, copy and give front desk the following:
a. Current medical 
b. Current BFR 
c. Current pilot certificate(s) 
d. Driver’s license 
e. Checkout card (ensure renter signs back of card) 
f. Passport (if not US citizen) 
Fight
• Preflight – Why we leave the Beacon switch on, Use of all checklists and explain why we do what
we do.
• Taxi – Do NOT drag brakes, centerline, Hold Short, read back clearances.
• Run-up – Into the wind and nose wheel straight and WHY we do it that way. Explain and show
how to burn off lead from a spark plug.
• Take-off – Climb > Vy. Explain cooling.
• Slow flight, stalls, steep turns, emergency procedures, VOR tracking (BAI minimum .3) T/O and
Landings minimum 4 and at least 1 go around.
• After Landing – Checklist when clear of Hold Short line and why.
• Parking and tie-down, park brake release and why.
• * For multi engine review drag demo, VMC demo, single engine procedures, single engine
approach, single engine go-around and rejected takeoff (RTO)

Complex Single Engine Aircraft Check Out Written Test
Name:______________________________________________ Date:
Aircraft: _____PA28R-201 _____PA 32R-301
Airspeed (KIAS)
Vso_____ Vs1_____ Vr_____ Vx_____ Vy_____ Vlo (up)_____ Vlo(down) _____ Vle_____ Vno_____
Vne_____ Va(heavy)_____ Va(Light)_____ Vl/d_____
Max Gear emergency extension speed___________

The maximum demonstrated crosswind component is _________knots.
Short Field Takeoff Speed __________ Max allowable short field Flap setting__________
Soft Field Takeoff Speed __________ Max allowable soft field Flap setting__________
Cruise Climb Speed __________ Short Field Approach Speed__________
Approach Speed __________
Fuel and Oil

Total Fuel __________ Gallons __________lbs
Total Usable Fuel __________ Gallons __________lbs
Total Unusable Fuel__________ Gallons __________lbs
Total Fuel at Tabs __________ Gallons __________lbs
What is the approved Fuel Grades?
How many Fuel Sumps are there on the aircraft?
Why is there unusable fuel?
What is the Max Fuel Burn for the aircraft?
What is Hortman’s Policy on fuel minimums, refueling and Max fight time on a topped off aircraft and Why?
How would you monitor your fuel burn?
When are the Fuel Gauges Correct?
Is the aircraft carbureted or fuel injected?
Does the aircraft have an accelerator pump?
The engines have an oil capacity of_________ quarts, and _________ quarts are considered the minimum for normal flight per
the POH.
What is Hortman’s minimum oil policy?

What would be the minimum oil level you would fly with and why?
Minimum allowable oil pressure is __________psi, Maximum allowable oil pressure is _________ psi.
If you are low on oil what type and weight of oil would you use to refill the airplane?

Weight and Balance
Max. Ramp ______ lbs. Max. T.O _______ lbs. Max. Baggage __________ lbs.
Weight of fuel __________lbs. Weight of oil __________ lbs per quart.
Max Forward CG at MTOW________ Max Aft CG at MTOW________
What is Licensed empty weight?
What is Basic empty weight?
Aircraft Systems
How is Fuel supplied to the engine?
Does the airplane have an electric fuel pump? If so when should you use it? How do you check its functionality?
What is the proper procedure to set the mixture? During taxi, take off; cruise, during decent, and landing?
When and how would you prime the engine and why?
Describe the Engine?
What is the horsepower of the engine? __________, at what power setting? __________
State output:
Alternator ________ volts _______amps.
Battery ________ volts _______amps.
The output of the alternators is maintained at _________ volts by the
How is the alternator checked during the engine run-up before takeoff?
What would alert you to an alternator failure?
Where is the battery located?
Where is the external power located?
What is the procedure for starting using the external power?
Where is the static port located?
Where is the alternate static source located?
The acceptable range of gyro suction is inches __________ Hg.

How is vacuum failure identified?

What type of landing gear system is on the aircraft?
What is the normal strut extension?

a. Nose gear is _________ inches. +/- .25” What is the tire pressure?
b. Main gear is _________ inches +/- .25” What is the tire pressure?
Where is the squat switch located? What are its functions?
When is the landing gear retracted on takeoff per Hortman regulations and why?
How long should gear extension / retraction normally take?
Precisely what three conditions will cause the gear warning horn to activate?
a.
b.
c.
How is the gear held in the retracted position?

______________________________________________________________________
Where is the gear motor located?
What happens in the hydraulic system when emergency gear extension is activated?
What type of flaps does the aircraft have?

________________________________________________________________________
Flap limitations:
a. Flap range approved for takeoff:
b. Flap setting for short-field takeoff:
c. Flap setting for soft-field takeoff:
d. Airspeed limitations for various flap settings:
Describe the propeller system?
________________acts to move the prop to the low pitch / high RPM condition, while ___________________________ acts
to move the prop to a high pitch / low RPM setting.
State the sequence to advance and retard power on engines equipped with constant speed props and why?
What combinations of manifold pressure and RPM are to be avoided?
What is the emergency procedure for Propeller Over-speed:

Emergency procedures
What is the correct spin recovery procedure for the aircraft?
What is the proper procedure for remedying engine roughness and/or power loss in flight?
What is the emergency procedure for engine loss during cruise flight (including initial response, field selection,
troubleshooting, communication, and forced landing)?
What are the corrective actions taken when there is an excessive rate of charge on the ammeter?
What action should the pilot take if the low-voltage light illuminated indicating a discharge?
What action should the pilot take in the event of an engine fire during engine start?
What action should the pilot take in the event of an engine fire during flight?
What is the procedure for a balked landing (go-around), including initial response, communication and other traffic? Is a go
around considered an emergency procedure?
What is the starting procedure for this aircraft (first start of the day)?
What is the warm start procedure for this aircraft?

Compute a weight and balance using:
CFI weight _________lbs. Pilot's weight _________lbs Passenger (180) lbs.
Full fuel ________ gallons = _________lbs. Baggage __________lbs.
Today’s temperature _________oC. Wind _________KTS. Today’s altimeter setting ________”. Pressure altitude_________’
What is the total weight _____________lbs. Total moment ___________________lbs.

Where is the center of gravity? ____________. Does it fall in the Cg envelope? _____________.
With the above conditions, compute a takeoff and landing distance over a 50' obstacle
Takeoff distance over a 50' obstacle ____________________

Landing Distance over a 50' obstacle _____________________
Hortman Instructor Signoff: _____________________________________ Date:
Checkout card endorsement filled out upon completion of flight portion: ________ Date:
(Instructor initials)
Note:
When completed, this checkout form is to be placed into the Chief Flight Instructors box, (located outside the Chief Instructors office door)
where it will be retained.

MULTI-ENGINE CHECK OUT WRITTEN TEST
Name: Date:
Aircraft: _____PA44-180 _____PA34-200T
What grades/colors of fuel can be used in the aircraft
The fuel tanks have total capacity of _________gallons __________gallons per tank.
The fuel tanks have a total usable capacity of _________gallons __________gallons per tank usable.
Why is there unusable fuel?
How many fuel drains are on the aircraft and where are they located?
What is a scupper drain? Where are they located?
What is the Max Fuel burn per hour per engine?
At what rate does the heater consume fuel? __________GPH, and from which tank?
What is the only flight condition where cross-feed use is permissible?
Where is the static port located?
Where is the alternate static source located?
If use of the alternate static source is required, state the required position of the following:
a. Heat and Defrost
b. Storm Window
c. Fresh Air Vents
The engines have an oil capacity of_________ quarts per engine, and _________ quarts are considered the minimum for
normal flight per the aircraft POH.
What is Hortman’s minimum oil policy?
What would be the minimum oil level you would fly with and why?
Maximum allowable oil pressure is _________ psi.
PA-44 maximum weights:

Max. Ramp ______lbs. Max. T.O _______ lbs. Max. Baggage __________ lbs.
Weight of fuel __________lbs. Max Forward CG at MTOW________ Max Aft CG at MTOW________
The aircraft is certified in the normal category. The positive G limit is stated as being ______ with the flaps retracted, and
_______ with the flaps extended.
The acceptable range of gyro suction is inches __________ Hg.

How is vacuum failure identified?
State output:
Alternator ________ volts _______amps.
Battery ___________volts _______amps.
The output of the alternators is maintained at _________ volts by the
Where is the battery located?
Where is the external power located?

What is the procedure for starting using the external power?
What would alert you to an alternator failure in the aircraft?
And
Normal strut extension:

a. Nose gear is _________ inches. +/- .25” What is the tire pressure?
b. Main gear is _________ inches +/- .25” What is the tire pressure?
Where is the squat switch located and what is its functions?
For a normal takeoff in the aircraft you rotate at _____ knots, and then accelerate to Vyse______ at 1,000 feet AGL you will
accelerate to ______ knots for a cruise climb.
When is the landing gear retracted on takeoff per Hortman regulations and why?
How long should gear extension / retraction normally take?
Precisely what three conditions will cause the gear warning horn to activate?
a.
b.
c.
How is the gear held in the retracted position?

Where is the electric hydraulic pump located?
What happens in the hydraulic system when emergency gear extension is activated?
Describe the prop system:
________________acts to move the prop to the low pitch / high RPM condition, while ________________ and ___________
acts to move the prop to a high pitch / low RPM setting.
Feathering should take place in approximately __________ seconds, and it becomes impossible to feather if engine RPM falls
below _______________RPM.
Why is it impossible to feather the engine if RPM falls below this RPM?
State the sequence to advance and retard power on engines equipped with constant speed props and why?
What combinations of manifold pressure and RPM are to be avoided?

Write the emergency procedures for the following conditions:
a. Propeller Over-speed:
b. Engine Fire in flight:
c. Engine Failures
i. Before lift off
ii. After lift off / no runway remaining
iii. At Altitude
What is the cool down procedure for the Janitrol heater when turning off in flight?
On the ground?
And why?
What is Critical Engine?
Which engine is Critical Engine and why?
You are performing coordinated slow fight in a ME airplane with a considerable amount of power being carried to maintain
altitude. Without warning the airplane commences a violent, uncommanded right roll. What has happened? What will be your
immediate initial action?
What does a turbo do?
List the spin recovery procedures.
List the following airspeeds:

Vso_____ Vmc_____ Vs1_____ Vr_____ Vx_____ Vxse_____ Vy_____ Vyse_____ Vsse_____
Vlo (up) _____ Vlo(down) _____ Vle_____ Vno_____ Vne_____ Va(Heavy_____ Va(Light_____
Max Gear emergency extension speed___________

The maximum demonstrated crosswind component for the aircraft is _________knots.
Define:
Vmc
Vxse
Vyse
Vsse

Compute a weight and balance using:
CFI weight _________lbs. Pilot's weight _________lbs Passenger (180) lbs.
Full fuel ________ gallons = _________lbs. Baggage __________lbs.
Today’s temperature _________oC. Wind _________KTS. Today’s altimeter setting ________”. Pressure altitude_________’
What is the total weight _____________lbs. Total moment ___________________lbs.
Where is the center of gravity? ____________. Does it fall in the Cg envelope? _____________.
With the above conditions, compute a takeoff and landing distance over a 50' obstacle
Takeoff distance over a 50' obstacle ____________________
Landing Distance over a 50' obstacle _____________________
Hortman Instructor Signoff: _____________________________________ Date:
Checkout card endorsement filled out upon completion of flight portion: Date:
(Instructor initials)
Note:
When completed, this checkout form is to be placed into the Chief Flight Instructors box, (located outside the Chief Instructors
office door) where it will be retained.

CFI NOTE: Form MUST be completed, signed and returned to the front desk for checkout to be
complete.

Biennial Flight Review Checklist

Name: Date:
Medical Class: Date of Medical Exam:
Grade of Certificate: Certificate Number:
Ratings and Limitations: Total Flight Time:
Aircraft to be used: (Make and Model) N#
CBT Topics Required
1. Flight Review 40:45
2. Advanced Aerodynamics 26:52
3. Controlled Flight into Terrain (CFIT) 31:35
4. Listen Up, Read Back & Fly Right 19:18
5. Weather – Printed Reports & Forecasts 27:35
6. Weather Hazards 53:18
7. Turbulence 47:56
8. From Dusk to Dawn 29:42
Total: 4:37:01
Washington SFRA Training: Http://www.faasafety.gov/gslac/ALC/course_catalog.aspx?categoryId=11

NYC SFRA Training: Http://www.faasafety.gov/gslac/ALC/course_catalog.aspx?categoryId=11
Optional: AOPA BFR, AOPA Air Safety Foundation: http://www.aopa.org/asf
Ground 1.5 Hours Minimum (refer to FAR 61.56 Hortman Aviation requires 1.5 hours)
1. Review the current general operating and Flight Rules of Part 91
2. Review POH of aircraft to be used
3. Review city of Philadelphia Regulations for PNE
4. Review Lost communication procedures including Light Gun Signals
5. Review Non-controlled airport Operations
6. Check Medical Certificate (for Potential renters)
7. Review Cross Country and Emergency Procedures
8. Review Meteorology
Flight 1.5 Hours Minimum (refer to FAR 61.56 Hortman Aviation requires 1.5 hours)
1. Slow Flight and Stalls
2. Engine out procedures & In-flight fires
3. Non-controlled airport operations
4. Takeoff and landings (normal, crosswind, soft and short)
5. BAI and unusual attitudes VOR tracking
6. Cross-country procedures, Pilotage & Radio Navigation
Endorsement at completion of Biennial Flight Review:

I certify that MR./Mrs./Ms. , Pilot certificate ,
Certificate Number has satisfactorily completed a flight review of section
61.56(a) on _____________.
Signature Print Name # CFI/CFII/MEI Date

NOTE: When BFR is completed, page 1, 2 and 3 must be given to the Chief Flight Instructor. Also, the Checkout Card and the Computer must be updated to
reflect the dates of the BFR and the medical. Both the logbook and this form must be endorsed.

Written quiz for a Biennial Flight Review
1. Describe the different kinds of airspace listed below and define their boundaries.
a. Class “B”
b. Class “C”
c. Class “D”
2. What is Class “A” airspace?
3. What is EFAS?
4. METAR KPNE 251255Z AUTO 21006G24KT 5SM –RA OVC025 06/04 A2990
a. What is a METAR?
b. The above METAR is for KPNE, what date and time was used?
c. What is the ceiling and visibility?
5. What is a TAF?
6. Complete the takeoff weight and the CG location for the aircraft to be used with you and 1
passenger weighing 180 pounds aboard.
7. What distance would you need to clear a 50’ obstacle?
8. How long can you stay aloft taking into account the fuel reserves required by FAR 91.151?
9. Plot a direct cross-country flight to KSBY and using the following information:
a. Conditions: Wind @ 3000’ - 2718
b. Surface wind at KPNE - 35015KT
c. Surface wind at KSBY - 18010G20KT
10. What is the distance, TC, MH, GS, Time and fuel burn?

11. What runway is in use at KPNE and SBY?
12. What is the crosswind component at KPNE and KSBY and why?
13. What approach speed would you use at KSBY and why?
14. Why do we strain fuel?
15. What would you do if you lost communications during flight?
16. Define the term “Maneuvering Speed”
17. Where is a Spin most likely to occur?
18. What are the procedures to recover from a spin?
19. Should you ever use partial Carb Heat?

20. What should you do if during the run-up you experience a rough engine from ONE Mag?
21. How are the gyros in the aircraft powered and why?
22. What is Hypoxia?
23. Name some of the causes.

24. Describe some of the symptoms.
25. Describe some solutions.
26. What equipment should you carry with you at night?
27. Position lights are required to be on during what times?
28. What is the currency requirement for night flight?
29. What is a TFR?
30. Name some of the methods to obtain information about TFRs.

Instrument Proficiency Check Form
Name: Date:
Medical Class: Date of Medical Exam:
Grade of Certificate: Certificate Number:
Ratings and Limitations: Total Flight Time:
Date of Last BFR Date of Last Instrument Currency
Aircraft to be used: (Make and Model) N#
Location of IPC:
CBT Topics Required
1. IFR Emergencies Part 1 8:33
2. IFR Emergencies Part 2 35:12
3. IFR Decision Making 14:10
4. IFR Flight Planning 13:50
5. Aircraft Icing 30:53
6. Final Approach Fix Inbound 40:50
7. Turbulence 47:56
8. Weather Hazards 53:18
Total: 4:04:42
Ground 1.5 Hours Minimum

1. Review the current general operating and Flight Rules of Part 91
2. Review POH of aircraft to be used
3. Review city of Philadelphia Regulations for PNE
4. Review Lost communication procedures (91.185)
5. Review Enroute and Approach Charts
6. Pitot Static System
7. Gyroscopic System
8. Review Meteorology
Flight 1.5 Hours Minimum

1. See attached TASKS required by the FAA
Completion of an instrument proficiency check: section 61.57(d).

I certify that (First name, MI, Last name) , (pilot certificate)
, (certificate number) , has satisfactorily completed the instrument proficiency
check of section 61.57(d) in a (list make and model of aircraft) on (date)
.
Signature Print Name # CFI/CFII/MEI Date
NOTE: When IPC is completed, page 1, 9, 10 and 11 must be given to the Chief Flight Instructor. Also, the
Checkout Card and the Computer must be updated to reflect the dates of the IPC and the medical. Both the
logbook and this form must be endorsed.

Written quiz for a Instrument Proficiency Check
1. Define the following:
a. MDA
b. DH
c. HAA
d. HAT
e. TDZE
f. TCH
g. NOPT
2. What does VOR-A mean on an approach chart?
3. What is a step down fix?
4. What are FDC Notams?
a. Where are they found?
b. How can you get them?
5. State the different approach segments and where each one begins and ends?
6. What is a cruise clearance and what does it entitle you to do?
7. Define tracking, homing, bearing, and course.
8. Define the following and their associated symbols on the Low Altitude Enroute Charts
a. MEA
b. MOCA
c. MAA
d. MRA
e. MCA
9. What determines landing minimum weather: ceiling, visibility, or both?

10. When can you descend below DA or MDA and what must you see to do it?
11. On a circling approach, when can you descend below MDA?
12. What is a Visual Descent Point? How is one shown on an approach chart?
13. How many miles is 1600 RVR? 2400 RVR? 5000 RVR?
14. How can you tell if an airport has standard or non-standard takeoff and/or alternate minimums for
NOS
15. and Jeppesen charts?
16. When do you need a destination alternate?
17. What are the standard weather requirements for an airport to qualify as an alternate?
18. If you are proceeding to your alternate, what weather minimums apply?
19. When do you need a departure alternate?
20. If enroute to your alternate and the weather goes below the alternate minimums as set in the FAR’s,
21. what should you do?
22. What is a visual approach?
23. Who can issue/request a visual approach and who is responsible for collision avoidance?

24. Name five methods for checking VOR accuracy and what are the limitations for each?
25. How often must a VOR accuracy check be done?

26. What is the maximum recommended altimeter error for instrument flight?
27. What is the recommended DG precession error for instrument flight?
28. What are the mandatory system and instrument checks for IFR flight?
29. What are the maximum speeds for holding patterns up to FL180?
30. Describe the three holding pattern entries.
31. In what situation(s) would you not have to execute a procedure turn?
32. Does an aircraft making an instrument approach in VFR conditions have the right-of-way over other
traffic in the pattern?
33. When must you notify ATC of a change in your TAS?
34. What is HIWAS and how can you get/find it?
35. What is an MSA sector circle, where is it centered, and what is the distance associated with it?
36. If there is no designated changeover point (COP) on a Victor airway, when do you change VOR
frequencies?
37. Fully explain the IFR currency requirements.

Induction
Let’s have a look at the

Turbocharger.

Induction Systems
There are four basic types of induction systems. 1) The Normally Aspirated type, 2) The Supercharged
type, 3) the Turbocharged type, and 4) the Turbo-Supercharged type. The Normally Aspirated is
typically found on most single engine and some light multi engine general aviation aircraft i.e. Grumman
Trainer, Piper Cherokee, Cessna 172, Piper Twin Comanche, Grumman Cougar, Piper Seminole, etc. The
Normally Aspirated Induction system consists of four major components. The Air Intake, the Air Filter,
the Fuel Delivery system, and the Intake Manifold. Air enters through the Air Intake (typically located on
the nose cowling underneath of the propeller i.e. Grumman Trainer, Cherokee 140, Warrior, Cessna 172,
etc., however maybe internal in the cowling and not visible during preflight i.e. the Archer, Arrow,
Seminole, and Grumman Tiger).
Once air passes through the Intake, it is then routed through an air filter that collects damaging particles
such as sand, dirt, etc. (An important note: when you select either Carburetor heat or Alternate Air you are
bypassing this filter. Thus you are allowing unfiltered air to enter the induction system and eventually the
intake port eroding the intake valve and causing undue wear on the internal components of the engine and
therefore it should be used at the appropriate time following proper approved procedures. (See Lycoming
service bulletin in this section of the Standardization manual). Once the air exits the Air Filter it enters
the carburetor and then through the venturi where it is mixed with fuel.
This mixture of fuel and air will travel to the intake pipes and then to the intake port where it will be
drawn into the cylinder during the intake stroke (intake valve is open). This mixture will then be used
during the compression stroke, power stroke (both intake and exhaust valves closed) and then eventually
out the exhaust port and tail pipe during the exhaust stroke (exhaust valve is opened). On Fuel Injected
engines this air is routed to the throttle body of the fuel injection system where the system determines the
correct amount of fuel to send to the fuel nozzles. (See fuel injection system in this section of the
Standardization manual).
This air will travel to the intake pipes and then to the intake port where fuel from the fuel injector nozzles
will be introduced, this fuel air mixture will be drawn into the cylinder during the intake stroke (intake
valve is open). To further be used during the compression stroke, power stroke (both intake and exhaust
valves closed) and then eventually out the exhaust port and tail pipe during the exhaust stroke (exhaust
valve is opened). The advantage of this system is the lower cost in maintenance and relative simplicity in
pilot operations. The disadvantage of this system is the lack of performance at higher altitudes.
There are several terms you should become familiar with in regards to Turbochargers, Superchargers, and
Turbo superchargers:
Critical Altitude: Critical Altitude is the altitude at which the waste gate fully closes and any more gain in
altitude you will notice a reduction in Manifold Pressure.
Over boost: Over boosting occurs when the Manifold Pressure has increased beyond the maximum
allowed. This condition can result in serious engine damage or catastrophic engine failure.
Superchargers: Superchargers are driven directly from the engine
Turbochargers : A device used to supply increased amounts of air to an engine induction system. In
operation, a Turbine is driven from the engines exhaust gases. In turn, the Turbine directly drives a
compressor which pumps air into the engine intake.
Turbo Superchargers: Turbo Superchargers have a turbo charger that compresses air before the carburetor
and a Supercharger that boosts the fuel to air mixture even more.

Turbo Supercharged: This is a term used to describe an engine which obtains induction air by drawing it
directly from the atmosphere into the Turbocharger Compression Inlet, compressing the air and routing it
to the pressurized induction system.
Waste gate: A Waste gate regulates the amount of exhaust gas that passes over the turbine. They can be
automatic as in the Piper Navajo Chieftain, manually controlled as in the Piper Turbo Twin Comanche, or
fixed as in the Piper Seneca II.
The Supercharged type is found on radial engine aircraft i.e. the P40, B17, B29, Constellation, etc. The
Supercharger is either geared to the engine or runs off a pulley that is driven by the engine. An impeller
(located inside of the Supercharger) connected to this pulley compresses the intake air allowing the engine
to produce more power than if it was just normally aspirated. The advantage of the Supercharger is that it
can maintain Sea Level takeoff thrust throughout a greater portion of the climb and, at higher altitudes,
even produce greater than Sea Level takeoff thrust (low flight levels). The disadvantages is that engine
performance is lost driving the Supercharger, large maintenance costs, and the possibility for catastrophic
engine failure in the event of a Supercharger failure.
The Turbocharged type is found on high performance single engine and multi engine general aviation
aircraft i.e. the Turbo Saratoga, Cirrus SR22, Cessna 310, Piper Navajo, etc. The turbocharger is driven
by the engines exhaust gas … sort of making use of waste. A portion of the exhaust gas is routed through
the Waste gate that either diverts exhaust gases back to the exhaust or to the Turbocharger as needed. The
exhaust that is routed to the Turbocharger will in turn spin a turbine (Located in the Turbocharger) that,
through a shaft, will spin a centrifugal compressor impeller (Located in the Turbocharger) this action will
increase the ambient air pressure to the induction system. This increased induction air allows the engine
to produce more power than a Normally Aspirated engine. Typically this system will produce 40” of
Manifold Pressure on takeoff and is capable of maintaining takeoff thrust all the way to its Critical
Altitude (Approximately 15,000 feet MSL). The Piper Navajo Chieftain is equipped with an automatic
altitude controlled waste gate. This controller will automatically adjust the waste gate as you climb to
provide the same power until critical altitude is achieved. This allows for the pilot to set the throttles in
one position for the entire climb (i.e. set it and forget it ... Not really, you still need to scan and cross-
check both power settings and engine instruments). These engines are extremely susceptible to shock-
cooling so you need to think way ahead of the plane. Plan your descent so that you begin reducing power
at a rate of 1” of Manifold Pressure every 2 minutes. Power setting reduction will vary slightly depending
upon conditions but generally you should plan on a descent using approximately 22” of Manifold
Pressure.
The advantage is that this allows the aircraft to maintain sea level performance to much higher altitudes
than a Normally Aspirated Engine (Typically around 15,000 feet MSL). It also allows an engine to
produce higher horsepower with a lower cubic inch displacement (size) thus reducing the overall weight
of the aircraft further enhancing its performance. The disadvantage is that it is a higher initial cost, higher
maintenance cost, lower engine TBO, and a higher pilot workload. More information on this subject can
be found on page 12 of the Lycoming Flyer titled “General” that is located on our computers in the CBT
room as well as the referenced materials at the end of this section.
The Turbo Supercharging type is found on high performance single engine and multi engine general
aviation aircraft i.e. the Turbo Arrow, Piper Seneca II, III, IV, V etc. This system is very similar to the
standard turbocharged system described above. A portion of the exhaust gas is routed through a fixed
Wastegate that diverts a portion of exhaust gases back to the exhaust and the rest to the Turbo
supercharger. The exhaust that is routed to the Turbo Supercharger will in turn spin a turbine (Located in
the Turbo Supercharger) that through a shaft will spin a centrifugal compressor impeller (Located in the
Turbo Supercharger) this action will increase the ambient air pressure to the induction system. This

increased induction air allows the engine to produce more power than a Normally Aspirated engine.
Typically this system will produce 40” of Manifold Pressure on takeoff and will actually produce higher
than Sea Level takeoff thrust as you climb. The Piper Seneca and Turbo Arrow are both rated at 200
horsepower at Sea Level and 212 horsepower at 12,500 feet. This system has a fixed waste gate and as
you climb you will need to increase the Manifold the same as in a Normally aspirated engine until
reaching the Critical Altitude (Approximately 12,500 feet MSL). A good rule of thumb is you will lose 1
inch of Manifold pressure for each 1,000 feet you climb. Good piloting techniques will have you
scanning the engine instruments at 1000 foot increments and adjust the settings as appropriate.
On descents you must monitor the Manifold Pressure to keep from over boosting the engine potentially
causing catastrophic engine damage. (Due to the fact a fixed position waste gate, as we descend the
manifold pressure will increase approximately 1 inch Hg per 1,000 feet). There is a pop valve to release
pressure should manifold pressure rise above 41” but relying on this really is not a good idea. These
engines are extremely susceptible to shock-cooling so you need to think way ahead of the plane. Plan
your descent so that you begin reducing power at a rate of 1 inch Hg of Manifold Pressure every 2
minutes. Power setting reduction will vary slightly depending upon conditions but generally you should
plan on a descent using approximately 22” of Manifold Pressure.
The advantage to the Turbo Supercharging system is that it delivers higher than Sea Level takeoff rated
thrust as you climb until reaching the Critical Altitude (approximately 12,500 feet MSL) allowing for
greater performance. This is very good for airports that have high elevation that can greatly decrease an
aircraft’s performance. You will also find that a Turbo Supercharged airplane can climb quite higher than
a normally aspirated airplane giving you a higher True Airspeed for a given horsepower. The
disadvantage is that it is a higher initial cost, higher maintenance cost, lower engine TBO, and a higher
pilot workload.
For more detailed and additional information please reference:
Arrow, Saratoga, Seminole and Seneca’s Pilots Operating Handbook Section 7
Jeppesen Commercial Instrument Manual part number JS314520-004
Jeppesen Aircraft Systems part number JS312686B
Jeppesen A&P Technician Powerplant Textbook part number JS312694A
This information is for reference/instructional purposes only. For further information always refer to the
POH of the airplane.

Gear Systems (PA28R-201 / PA32R-301)
AUTO GEAR EXT. MAST
Let’s look at the

electrical side of the
electro hydraulic
system on our Piper
single engine aircraft
Consult POH section 7 for differences between PA28R 201 and PA32R-301

Gear Systems (PA28R-201 / PA32R-301)
Let’s talk about the

hydraulic side of the
electro-hydraulic
system for our Piper
single engine aircraft
Let’s have a look at

the Auto gear
extension system.
Consult POH section 7 for differences between PA28R 201 and PA32R-301

PA44-180 / PA-34-200T
Lets have a look at the

electrical side of the
electro-hydraulic system
for our Piper Twin
Engine aircraft
Consult POH section 7 for differences between PA44 180 and PA34T-200

PA44-180 / PA-34-200T
What do you say we

take a look at the
hydraulic side of the
electro-hydraulic
system for our Piper
twin engine
aircraft?
LANDING GEAR HYDRAULIC SCHEMATIC

Consult POH section 7 for differences between PA44 180 and PA34T-200

Gear
There are two basic types of gear systems. 1) The Fixed Gear type and 2) The Retractable Gear type. The
Fixed Gear type is further broken down into two types. 1) Conventional (tailwheel) and 2) Tricycle. The
conventional type typically found on older, Homebuilt and Sport aircraft have two main gear located forward of the
center of gravity and either a tailwheel or skid located on the very aft portion of the fuselage. (Also commonly
known as a “Tail dragger”). This setup has the advantage of reduced drag by not having a nose gear however has
the distinct disadvantage of poor visibility during ground operations and very unforgiving handling characteristics
during takeoff and landing i.e. ground-looping. Ground-looping is when the tail of the aircraft tries to move ahead
of the front the aircraft.
The Tricycle type has two main gear located aft of the center of gravity and either mounted directly to the bottom of
the wings or the bottom of the fuselage below the cabin area. A Nose gear located on the nose of the aircraft (i.e.
nose gear). This gear may be mounted directly to the firewall or to the motor mount (supporting the engine). The
Nose gear may be steerable through pushrods connected to the rudder pedals or free-castering in which differential
braking is used to steer the aircraft. This type of setup has the disadvantage of increased drag by having the nose
gear out in the slipstream, and is prone to nose gear shimmy (a shimmy dampener is incorporated in most airplanes
adjacent to the torque links to dampen this occurrence) on both takeoff and landing. However this offers the
distinct advantage of good visibility during ground operations and very forgiving handling characteristics on both
takeoff and landing i.e. directional control.
The Retractable Gear type is further broken down into three types. 1) The electric gear system 2) The hydraulic
system and 3) The Electro Hydraulic system. The Electric system is the most simple and consists of a gear lever on
the panel, three gear safe indicator lights (Green), one gear unsafe light (Yellow or Red)and a gear motor located in
the belly of the aircraft. When actuated through a series of pushrods and worm-gears the gear is either retracted or
extended. The disadvantage of this system is 1) heavy draw on the electrical system 2) electric motor failure and 3)
the jamming of the worm gear. Typically a more complicated emergency gear extension procedure is incorporated
in this system.
The Hydraulic system consists of a gear lever on the panel, three gear safe indicator lights (Green),, one gear unsafe
light (Yellow or Red), one or two hydraulic pumps mounted to the accessory housing of the engine(s), a hydraulic
power pack (typically located in the nose of the aircraft), hydraulic actuator located in each gear well, (for the
retraction and extension of the gear), up locks to mechanically hold the gear in the up position and an emergency
handle and pump system typically located on the floor between the pilot and copilot seats. The advantage of this
system is smooth extension and retraction. The disadvantages of this system are complexity, hydraulic leaks, and on
aircraft with single engine driven hydraulic systems the loss of the associated engine also means the loss of the
normal gear retraction and extension requiring the pilot to use the emergency pump diverting his attention to the
task at hand i.e. flying the airplane which at ALL times MUST be the FIRST and FOREMOST task.
The Electro-Hydraulic System consists of a gear lever on the panel, three gear safe indicator lights (Green), one
gear in transit light (Red), an electric motor driving a reversible hydraulic pump (i.e. the term Electro-Hydraulic
pump) and hydraulic actuators located in each gear well (for the retraction and extension of the gear). On this
system the gear is held up by hydraulic pressure and down by over-center locks and springs. The advantage of this
system is a relatively simplistic system, minimal electric draw as opposed to the all Electric system and less
hydraulic hoses reducing the amount of possible hydraulic fluid leaks as opposed to the Hydraulic system. In
addition Emergency Gear Extension is relatively easy to use and simple in operation as it just opens a series of
check valves allowing the gear to free-fall down or, in the event of a hydraulic quantity loss, the gear will
automatically free-fall to the down and locked position. The disadvantages are weight (This system weighs more
than the electric or hydraulic system), not as smooth and unsymmetrical gear retraction and extension as the electric
or hydraulic systems).
The Arrow, Saratoga, Seminole and Seneca all have the Electro-Hydraulic System. When you move the landing
gear selector (Located to the left of the throttle quadrant on all four of these aircraft) you are sending power to the
reversible Electro Hydraulic pump telling it which direction to go. NOTE: If you have already begun a direction

by moving the selector you should not move the selector back or you may damage the pump. If the gear is in
transition then you should allow it to complete its travel before selecting the other position.
The Arrow, Saratoga, Seminole and Seneca use hydraulic pressure to hold the gear retracted. The Emergency Gear
Extension lever for the Arrow and Saratoga are located on the Flight Control Console near the trim wheel while the
Seminole and Seneca have knobs below the landing gear selector. Activating the emergency gear extension feature
releases the hydraulic pressure holding the gear in place allowing it to “Free-fall”. If your airspeed is too fast then
the relative wind will overcome the gravity and the gear may not lock in place.
The hydraulic reservoir and electro hydraulic pump are located aft of the baggage compartment in the Arrow and
Seminole accessible through an access panel in the aft cabin bulkhead. The Saratoga and Seneca’s hydraulic
reservoir and electro hydraulic pump is located in the nose section forward of the cockpit accessible only to
maintenance personnel.
Some new V-speeds are Vlo – The Maximum Landing Gear Operating Speed is the maximum speed at which the
landing gear can be safely extended or retracted. Usually a different speed for retraction then for extension and the
extension is usually the same as Vle. Vle – Maximum Landing Gear Extended Speed is the maximum speed at
which the aircraft can be safely flown with the landing gear extended. See POH Section 3 for Emergency Gear
Extension procedures. It is important that during your preflight of the gear you carefully inspect the gear doors as
well. If the Airplane was flown in excess of Vle with the gear down it may have damaged the gear doors.
V Speeds in KIAS (Knots Indicated Air Speed)

Arrow Saratoga Seminole Seneca
(PA28R-201) (PA32R-301) (PA44-180) (PA34-200T)
Emer Gear Ext 86 91 100 84
Vle (extension) 129 130 140 129
Vlo (extend) 129 130 140 129
Vlo (retract) 107 109 109 107
The Arrow and Saratoga have incorporated in the Landing Gear system a Pressure Sensing Device which, when
operating properly, will lower the gear regardless of the Landing Gear Selector position when the airspeed falls
below a predetermined speed. The speed at which Pressure Sensing System lowers the gear varies depending on
airspeed and power setting (power causes the Slipstream to “ram” air into the pitot tube making the Pressure
Sensing System think that it is going faster than it is thereby causing the speed variance. Actual manifold pressure,
throttle or RPM have no direct correlation on this system).
During performance takeoffs and while practicing maneuvers it may be desirable to override this system. (This is
accomplished by pulling the override up and engaging the latching pin, verify the yellow flashing override light
below the gear lever has illuminated). Be sure to reactivate the Pressure Sensing System upon completion. (This is
accomplished by pulling the override up and allowing the latching pin to return to its original position automatically
and then releasing the gear override lever. Verify the yellow flashing override light below the gear lever has
extinguished). If on takeoff you notice that the gear did not come up when you have positioned the Landing Gear
Selector UP it could be because the pitot tube on the left side of the fuselage that senses the pressure has become
clogged due to rain, high humidity, bug, etc. In this case just override the system and when you complete your
flight be sure that it gets written up.
NOTE 1: Most gear unsafe indications are exactly that – an indication problem i.e. burnt out bulb, broken wire, bad
micro switch, nav/panel lights on during daytime which will dim the gear indication lights making them very
difficult to see, etc. Calm decision making and proper procedures are a key to handling such an in flight
abnormality. Fuel and weather conditions permitting, you should leave the pattern, navigate to uncongested
airspace and, at a proper safe altitude (MSA) ideally a minimum of 3,000 feet AGL. At this time you should
consult and follow the abnormal procedures in the Flight Manual.

If there are two pilots aboard one pilot should fly the airplane while the other handles the abnormality. If only one
pilot is on board extreme caution should be exercised with respect to situational awareness, maintaining proper
terrain clearance, traffic awareness and slow methodical use of the abnormal checklist. (It is IMPERITIVE that you
DO NOT make up any of your own procedures).
If you still have an unsafe gear indication you should declare an emergency, land on the longest paved runway into
the wind that is available to you using normal landing techniques. Although it is always our intention to land with
three green indicators it is possible that after running all of the checklists you may still have one or more gear
unsafe indications. (The Left main gear and Nose gear down Right main gear unsafe or any other combination of
safe / unsafe conditions.) It is our recommendation to land with the condition that gives you the most amount of
gear down safe indications as opposed to retracting the gear and landing in a full gear up condition. This condition
will result in the least chance of bodily injury and/or the least amount of damage to the aircraft. Keep in mind that
this is probably just an unsafe indication and not a unsafe gear condition. Do not let an unsafe gear indication cause
you to lose situational awareness with regards to terrain, airspeed, traffic or good piloting techniques.
NOTE 2: Common procedure prior to landing is called the GUMP procedure. This procedure should be conducted
on final approach and is to be used to verify complete aircraft configuration. Gas (Fullest tank), Undercarriage
(Gear Down – Verify three in the green), Mixture(s) (Rich), Propeller(s) [Full Forward (smoothly)]
NOTE 3: Remember that you can never put the Gear down too early (Since they do make fixed gear airplanes
although you must still verify below Vle) but you can sure put them down too late! (accidental gear up landing)
Common practices is to select the gear down early on downwind (verify three in the green, you should keep your
hand on the gear selector until you see three in the green lights, and verbalize three in the green lights). In addition
with each additional flap setting you should again verify three GREEN and once final desired flaps are selected use
the 1,2,3 check and/or the GUMP check.
NOTE 4: Should the need for an off airport unplanned landing arise i.e. power loss, this should be conducted in the
gear retracted position. (You will have to lock the gear override in the up position in the Arrow and Saratoga to
preclude the gear from extending as airspeed decreases). This is done to preclude the chance of one or all gear
going into chuck holes or ditches causing the aircraft to either flip on its back or stop suddenly possibly causing
bodily injury. A complete gear up landing will most likely cause the least amount of airframe damage. Typically
just the propeller, entry step, and any antennas on the belly are damaged.

This information is for reference/instructional purposes only. For further information always refer to the POH of the
airplane.


Propeller

The Piper Seminole (PA44-180), Piper Seneca (PA34-200T) and Piper Navajo (PA31-
350) Constant Speed Propeller and how they Work
The Seminole constant speed propellers uses a 2 bladed Hartzell Left –FC7666A-2R/HC-C2Y(K,R)-2CEUF, Right-
FJC7666A-2R/HC-C2Y (K,R) -2CLEUF having a 74” diameter and a pitch range of Low is 12.4° to High of 79° - 81° ±0.2°.
The Seneca constant speed propeller uses a 3 bladed McCaulley Left-3AF34C502/80HA-4, Right-3AF34C503/L80HA-4
having a 76” diameter and a pitch range of Low is 12.0° to High of 81.0 – 83.5°. The Navajo constant speed propeller uses a 3
bladed Hartzell Left-FC8468-6R/HC-E3YR-2ATF, Right- FJC8468-6R/ HC-
E3YR-2ALTF having a 80” diameter and a pitch range of Low is 13.4° to High Prop Check:
of 82°. All the 3 aircraft utilize the constant speed, hydraulically actuated by Systems Operations
engine oil, full feathering propeller systems.
1) Set engine RPM 1800 (with throttle)
2) Cycle prop lever from full forward (low
So you do it with oil. How, Professor ? pitch high RPM) to full aft (high pitch
Note: (By the way that’s engine oil from the sump through the crank shaft, so that when you low RPM) to full forward (low pitch high
check the engine oil quantity you are also checking the propeller oil, i.e. one in the same. ) RPM). See POH/AFM for MAXIMUM
RPM drop (PA31, PA34 Max 300
RPM; PA44 Max 500 RPM)
Observe:
a) Drop in RPM rise in MP
b) Drop in oil pressure followed by rise.
**This check should be completed three times
to cycle engine oil throughout the prop system
to prevent sluggish propeller operation, and to
ensure correct operation.
3) Move prop controls full forward
4) Retard RPM (using throttle) 800-1000 RPM
5) Prop/Feathering check complete
Governor Check:
Systems Operations
1) Set engine RPM 1800 (with throttle)
2) Reduce engine RPM by 100 – 200 RPM
(with prop control)
3) Note MP indication
4) Increase MP 2-3 in. (with throttle)
5) Note RPM indication (no change in RPM
indicating proper governor operation)
NOTE: The Governor is represented schematically for clarity. 6) Move prop controls full forward
In actual construction, the sump return is down through the center of the pilot valve 7) Retard RPM (using throttle) 800-1000 RPM
8) Governor check complete
A look at the total system will help to explain this. Besides the propeller, the other major component system is the governor.
The governor mounts on, and is geared to the engine, This drives the governor gear pump and the flyweight assembly. The gear
pump boosts engine oil pressure to provide quick and positive response by the propeller. The rotational speed of the flyweight
assembly varies directly with engine speed and controls the position of the pilot valve. Depending on its position, the pilot
valve will direct oil flow to the propeller, or assume a neutral position with no oil flow. As we saw earlier, these oil flow
conditions correspond to increasing pitch, decreasing pitch, or constant pitch of the propeller blades.

Note: The propeller blade angle:
For take-off : The prop is in a fine pitch configuration (low blade angle) so as to allow the power plant to produce maximum
RPM and achieve maximum horse power.
When in cruise: The prop is set for a coarser pitch (higher blade angle) so that the blade is more in alignment with the relative
air. This reduces drag, allows for a lower engine RPM and in turn improves both engine efficiency and noise reduction. (The
decrease in RPM results in an increase in MP)
So how does all this result in constant speed?

By producing what is known as an ON SPEED condition.
This exists when the RPM is constant. Movement of the
cockpit control has set the speeder spring at the desired RPM.
The flyweights have positioned the pilot valve to direct oil to
or from the propeller. This, in turn, has positioned the
propeller blades at a pitch that absorbs the engine power at the
RPM selected. When the moment of RPM balance occurs, the
force of the flyweights equals the speeder spring load. This
positions the pilot valve in the constant RPM position, with
no oil flowing to or from the propeller. (Aerodynamic forces
and speeder spring)
What happens if the airplane goes into a descent or engine

power is increased?
This causes an OVERSPEED condition. Airspeed increases.
Since the pitch of the propeller blades is too low to absorb
engine power, the engine RPM begins to increase. But the
instant this happens, the flyweights move out and raise the
pilot valve. This, in turn, causes oil to flow to the propeller,
increasing the pitch or the blades. Engine speed then slows
down to maintain the original RPM setting. (Absorbs engine
power changes)
OK, so we're flying along at constant RPM. What happens if the

airplane begins to climb or engine power is decreased ?
This results in an UNDERSPEED condition. Airspeed is reduced

and, since the pitch of the propeller blades are too high, the engine
starts to slow down. However, the instant this happens the flyweights
will drop, causing the pilot valve to move down. Then. oil flows
from the propeller, reducing the pitch of the blades. This
automatically increases the speed of the engine to maintain the
former RPM setting.

Propeller
There are three basic types of propeller systems. 1) The Fixed Pitch type and 2) The Variable Pitch
type and 3) The Constant Speed type. The Fixed Pitch propeller type can be constructed of wood,
composite or metal. Wooden propellers are typically found on older, Homebuilt and Sport aircraft.
Composite propellers are typically found on homebuilt, sport and some high performance aircraft. Metal
propellers are found on most general aviation aircraft and are constructed of aluminum alloy. The three
most common manufacturers are Hartzell, McCaulley and Sensenich. The advantage to a fixed pitch
propeller that it is a relatively inexpensive and low maintenance type of propeller. The disadvantage is
that the pilot has no control over the pitch of the propeller (Fixed pitch). The manufacturer sets the pitch
at the factory and unless you change the propeller that is the performance that you will be limited to. i.e.
High pitch, Low RPM (good for cruise operations), Low pitch High RPM (good for climb operations).
The Variable Pitch propeller type can be constructed of wood, composite or metal. Variable pitch
propellers are typically found on older, Homebuilt and Sport aircraft however mainly on the older aircraft.
The Variable pitch propeller can have the blade angles set anywhere between High pitch Low RPM (good
for cruise operations) and Low pitch High RPM (good for climb operations) to give the desired
performance for that particular flight. This is accomplished on the ground with the engine not running by
maintenance personnel. Maintenance personnel will loosen the clamps holding the blades to the hub and
manually move the blades to the desired pitch using a protractor and then retorque the clamps. The
advantage to a variable pitch propeller that it is a relatively inexpensive and low maintenance type of
propeller. The disadvantage is that the pilot has no control over the pitch of the propeller from the
cockpit. Maintenance personnel set the pitch at the airport for the performance parameter desired and you
will be limited to that performance for this flight. i.e. High pitch, Low RPM (good for cruise operations)
setting which works well for taking off from short field runways however if you have you are planning a
long cross-country after departure you would rather have a Low pitch High RPM (good for climb
operations). For this particular flight you have the climb performance needed to get out of this airport but
you are stuck with a slower than desired cruise speed.
The Constant Speed propeller type can be constructed of composite or metal. Constant speed propellers
are typically found on complex and high-performance aircraft. The Constant speed pitch propeller can
have the blade angles set anywhere between Low pitch High RPM (good for climb operations) and High
pitch Low RPM (good for cruise operations) from the cockpit utilizing the propeller lever during flight to
give the best possible performance during any phase of flight. This is accomplished using a governor to
either increase or decrease oil pressure within the propeller hub changing blade angle i.e. pitch of the
propeller.
On fixed pitch and variable pitched propeller aircraft, the following factors will cause a change in engine
rpm (ultimately affecting the aircrafts performance) power changes (throttle movement), pitch changes
(Climbing or descending), Configuration changes (Flaps, gear, etc), or flight environment changes
(mountain waves, updrafts, downdrafts, etc).
On aircraft equipped with a Constant Speed Propeller, these factors are countered by the propeller
governor. The Governor is geared to the engine to sense these undesired changes in rpm (either increases
or decreases), and adjusting the propeller pitch so as to maintain the desired engine rpms and ultimately
the aircraft’s performance. This is accomplished by the momentary change in engine rpms affecting the
position of the flyweights due to centrifugal force. These flyweights are working against the speeder
spring which raises or lowers the pilot valve controlling the oil pressure being directed to the propeller
hub and thus changing the blade pitch (See the accompanying propeller governor diagrams).

Propeller blades are connected to the propeller hub through a collar equipped with bearings allowing the
blades to rotate anywhere between the Low pitch and High pitch stops (Arrow High 27.5º ± .5º, Low
12.5º ± .2º; Saratoga High 34º ± 1º, Low 13.5º ± .2ºSeminole Low is 12.4° to High of 79° - 81° ±0.2°,
Seneca Low is 12.0° to High of 81.0 – 83.5°, and Navajo Low is 13.4° to High of 82°).
Through connecting arms the blades are connected to a piston located in the propeller dome (cylinder).
This piston moves forward and aft inside of the dome changing the blade position as desired.
Also located in the hub is a spring (in most applications this spring is located aft of the piston, mainly
single engine aircraft) that forces the piston forward moving the blades to Low pitch / High rpm position.
In higher power settings the governor directs oil through the crankshaft that is connected to the propeller
hub and then through a sealed shaft (located in the hub) through the propeller piston and into the cavity
forward of the piston. This high pressure oil opposes the spring moving the piston forward changing the
blade angle to a Lower pitch/ Higher rpm. The pressure of this oil is controlled by the propeller governor.
In the event of the loss of oil pressure this spring will move the piston aft resulting in the blades moving
automatically to High pitch/ Low rpm (See the accompanying propeller diagrams).
Some Constant Speed Propellers those typically found on multi engine or extreme high performance
aircraft can be feathered. This feature is designed so as to reduce drag and increase performance and
handling characteristics in the event of a power loss on one engine. On these aircraft forward of the
piston located in the propeller hub is a chamber filled typically with nitrogen. The oil in this
configuration is ported aft of the piston opposing the nitrogen pressure on the other side of the piston. In
this type of propeller the complete loss of oil pressure allows the nitrogen to push the piston aft forcing
the blades to the feathered position (High pitch / Typically 80+° degrees).
When the engine is shut down on the ground during the normal parking/shutdown procedure, it is
undesirable to have the propeller go into the feathered position. This would occur with complete loss of
oil pressure during shutdown if it were not for the starter / feather lock. In the feathered position the high
blade angle may cause undue stress to the engine crankshaft and starter during the subsequent engine
start. To prevent feathering during normal engine shutdown on the ground, the propeller incorporates
spring energized latches. If during engine operation you were to lose oil pressure, the spring and nitrogen
in the prop hub will cause the propellers to move into the feathered position, because of these locks you
must feather the engine completely before the lock engage or it will become impossible to feather the
engine resulting in an increase in drag and loss in performance. When RPM drops below 800 RPM on the
Seneca, 950 RPM on the Seminole and 1000 RPM on the Navajo (and blade angle is typically within 7
degrees of the low pitch stop), the springs overcome the latch weight centrifugal force and move the
latches to engage the high pitch stops, preventing blade angle movement to feather during normal engine
shutdown. If propeller rotation is approximately 800 RPM on the Seneca, 950 RPM on the Seminole and
1000 RPM on the Navajo or above, the latches are disengaged by centrifugal force acting on the latches to
compress the springs. Consult the appropriate aircraft POH/AFM for procedures and restrictions.

Large changes in power settings such as on takeoff, go-arounds or high altitude maneuvers should be
accomplished smoothly so as not to cause large surges in rpm as the governor is trying to catch up with
the demand. In addition, these aircraft are typically equipped with crankshaft counter-weights and large
abrupt power changes cause these counter weights to slam against their stops causing undue wear to the
weights, bearings and stops and even in extreme conditions possibly causing a catastrophic failure.
The advantage to a Constant Speed propeller is that it allows the pilot to choose the desired performance
from the airplane for each phase of flight relatively easily. In addition it maintains a constant rpm during
various phases of flight allowing for more even fuel burn and better performance calculations. The
disadvantages are slightly increased pilot workload, initial purchase price, higher maintenance cost and
lower Time Between Overhaul (TBO)
In summary, here is the continuity of the Propeller system: prop lever (blue knob), cable to prop governor,
(that adjusts speeder spring), oil flow from the governor through the hollow engine crankshaft to the
propeller hub (into the cavity) where the high pressure oil opposes either the spring and/or the nitrogen
charge depending on the type of propeller.
Operational note: The propeller lever must be selected to full forward (Low pitch/ high rpm) prior to any
of the following operations: takeoff, landing, go-around, recovery from slow flight, stalls, or any other
time where high power may be required. This requirement is to preclude over boosting of the cylinders,
(i.e. manifold pressure exceeding rpm setting [26”MP / 2400rpms]. A good rule of thumb is in normally
aspirated (non-turbocharged) manifold pressure should never exceed rpms) and torsional twisting of the
crankshaft. Thus it is very important to follow the procedures outlined in the POH and in this
standardization manual i.e. once the flaps are selected to final flaps (typically 40 degrees third notch) we
do our 1,2,3 rule which is
1 – Mixture RICH, 2 – Prop FULL forward, 3- verify THREE in the green.
Another common procedure prior to landing is called the GUMP procedure. This procedure should be
conducted on final approach and is to be used to verify complete aircraft configuration. Gas (Fullest
tank), Undercarriage (Gear Down – Verify three in the green), Mixture(s) (Rich), Propeller(s) [Full
Forward (smoothly)]
NOTE: Remember that you can never put the Gear down too early (Since they do make fixed gear
airplanes although you must still verify below Vle) but you can sure put them down too late! (accidental
gear up landing) Common practices is to select the gear down early on downwind (verify three in the
green, you should keep your hand on the gear selector until you see three in the green lights, and verbalize
three in the green lights). In addition with each additional flap setting you should again verify three
GREEN and once final desired flaps are selected use the 1,2,3 check and/or the GUMP check.

Seminole and Seneca, and Navajo’s Pilots Operating Handbook Section 7
Jeppesen Instrument Commercial Manual Textbook JS314520-004

Information Sheet Arrow (PA28R-201)
Engine: Lycoming IO-360-C1C6

200 HP @ 2700 RPM, fuel Injected horizontally Opposed 360 cu. in. 4 cylinder, direct drive, air-
cooled,
Propeller – McCaulley 3 bladed constant speed, hydraulically actuated (by eng oil), Pitch: High
27.5° ± .5°, Low 12.5° ± .2° at 30" station, currently installed on N2811M.
Hartzell 3 bladed constant speed, hydraulically actuated (by eng oil, Pitch: High 29.0° ± 2°, Low
14.0° ± .2° at 30" station, currently installed on N9539C.
Oil: SAE 40 Wt. Winter, SAE 50 Wt. Summer (7.5#/gal, 1.88#/qt)

Max quantity 8 qts Min 2 qts. 2 Qts is the min that the oil pump will pick up yet
will not provide sufficient cooling. Hortman oil quantity is between 6.5 to 7.5 qts to provide
sufficient cooling without excessive blow-by.
Fuel: 100/130 (Green), 100 LL (Blue), 115/145 (Purple), (6#/gal)

Total fuel 77 gal., usable fuel 72 gal (filler neck tabs indicate 25 gal), 2 wing tanks,
5 gal. unusable to collect sediment – 3 drains to get rid of sediments & water
Fuel Consumption, leaned, in cruise, approximately 12 GPH
Electrical: 14-volt system, 60 AMP alternator

12 volt, 35 AMP battery (battery located just aft of the baggage compartment).
Piper External Power receptacle located on right side of fuselage near baggage door. See POH
for procedures.
Landing gear: Retractable, hydraulically actuated by electric reverse pump located through a panel in
the baggage compartment.
Approximately 7 seconds to retract or extend gear
Automatic gear extension occurs between 75 and 95 kts
Warning horn and “Warning Gear Unsafe” light actuated when:
1. Gear up and power below Approximately 14” MP (By throttle position)
2. Gear extended by backup extender system with gear switch up and power below 14”
3. Gear selector switch up while on the ground and throttle in retarded position
Weights: Max T.O. weight 2750#

Baggage 200#
Approx useful load 950#, approximate payload with full fuel 530#
Speeds:
VSO 55 KIAS Bottom of white arc Vle 129 KIAS Extended
VS 60 KIAS Bottom of green arc VA 118 KIAS Max Gross Weight
VX 78 KIAS Gear & Flaps up 96 KIAS @ 1865# G.W.
VY 90 KIAS Gear & Flaps up VNO 146 KIAS Bottom of yellow arc
VY 105-115 KIAS Cruise climb (Use this speed!), VNE 183 KIAS Red radial
VFE 103 KIAS Top of white arc Best Glide 79 KIAS
Vlo 107 KIAS Retract VR 65-75 KIAS Rotation
129 KIAS Extension Max Demonstrated Crosswind 17 KIAS
For additional technical information go to: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/MainFrame
and click on your make and model.

Preflight Checklist Arrow PA28R-201
1 CABIN
 Aircraft Papers (A.R.O.W.)
 Clipboard Verify HOBBs reading and Inspection Status
 Control Wheel Lock Remove
 Ignition Switch Off
 Avionics Power Switch Off
 Ensure Gear Handle DOWN
 Master Switch On
 Landing Gear Lights Verify 3 Green
 Fuel Quantity Indicators Check Quantity
 Beacon On (should be on all times)
 Lights Check for night flight
 Flaps Extended
 Master Switch Off
 Mixture Idle cutoff
 Propeller Lever Full Forward (Low Pitch, High RPM)
 Alternate Air Lever Closed
 Alternate Static Source Off/Closed (if installed)
 Flaps Extended
 Trims Neutral (Both Rudder & Elevator)
 Fuel Selector Valve Rotate & ON (Left preferred if both tanks are FULL)

2 FUSELAGE Right Side
 Side windows Cleanliness/condition
 Baggage Properly stowed & secured (ensure within wt&bal)
 Baggage Door Closed & properly latched
 Piper External Power (PEP) Door Closed (If installed)
 Antennas Secure, undamaged
 Fuselage Undamaged
 Static Ports Unobstructed
3 EMPENNAGE
 Upper & Lower surfaces Free of ANY contamination
 Horizontal Stabilator Freedom/correctness of movement/ undamaged
 Vertical Stabilizer Secure/Undamaged
 Fresh Air Vent Unobstructed
 Rudder Undamaged
 Anti Servo Tabs Secure, undamaged
 Tail Cone & Lights Secure, internally free of contaminants or debris, undamaged
 Tie Down Removed
4 FUSELAGE Left Side

 Auto Gear Ext. Mast Unobstructed
5 LEFT WING
 Upper & Lower surfaces Free of ANY contamination/undamaged
 Flap Secure, undamaged
 Aileron Freedom/correctness of movement
 Wing Tip/Light Secure, undamaged
 Pitot Tube Unobstructed
 Stall Warning Tab Freedom of Movement
 Fuel Tank Full, gasket in good condition, secure. Ensure sufficient quantity.
 Fuel Tank Vent Unobstructed
 Fuel Sump Drain/check for contamination/proper grade Refer to appendix I
page 5.
 Wing Inspection Plates Secure
 Tiedown Removed
 Landing Gear Check for damage, flat spots, proper inflation, wear and proper strut
inflation approx. 2.5” ± .25”, wheel well free of any foreign objects,
no hydraulic leaks, condition of squat switches and associated
wiring.
 Brakes Pads/rotor – wear/damage/general condition
 Fresh Air Vents Unobstructed

6 NOSE
 Windshield Cleanliness/condition
 OAT Gauge Secure, undamaged
 Fuel Pump Overflow Drain Unobstructed
 Oil Breather Vent Unobstructed
 Fuel Strainer Drain/check for contamination/proper grade
 Top & Bottom Cowling Secure, undamaged
 Cooling Fins Unobstructed
 Alternator Belt Good condition, proper tension
 Propeller/Spinner Secure, undamaged
 Landing Light Secure, undamaged
 Cabin Heat Intake Scoop Unobstructed
 Nose Gear Check for damage, flat spots, proper inflation, wear and proper strut
inflation approx. 2.75” ± .25”, wheel well free of any foreign
objects, no hydraulic leaks, condition of squat switches and
associated wiring.
 Engine Oil Dipstick 6.5-7.5 Quarts, thumb tightened! (See a/c info page 156 in this section)
 Oil Cooler Intake Scoop Unobstructed
 Top & Bottom Cowling Secure
7 RIGHT WING
 Fuel Sump Drain/check for contamination/proper grade Refer to appendix I
page 5.
 Tiedown Removed
wiring.
CLEAN WINDSHIELD! [Clean using clean, wet white paper towel and Pledge furniture polish (located in the
oil closet next to the instructor lounge), as necessary; Windex will destroy the windshield due to the fact that it
contains ammonia, which attacks Plexiglas.]
Note:
Refer to appendix 1 page 5 Commercial/Instrument Pilot Certification Course Training Course Outline Preflight Proc
Should a discrepancy be noted between this form and the POH/AFM/or other official document, that document/manual
will be used in lieu of this document. (This document is to be used for reference ONLY)

Checklist Arrow PA28R-201
Before Starting Before Landing
1. Preflight Complete (fuel, oil, general condition) 1. Electric fuel pump On
2. Your papers Certificates (pilot/med) 2. Mixture Rich
3. Aircraft papers A.R.O.W 3. Fuel Fullest tank
4. Seat belts On 4. Gear Down (below 129 KIAS)
5. Brakes Set 5. Flaps As required (VFE 103)
6. Approach 75 KIAS
Starting Engine
1. Fuel Fullest tank
2. Propeller Full increase After Landing
3. Alternate air Closed 1. Landing light Off
4. Throttle Open 2. Strobes Off
5. Master/Alt switchOn (3 green) 3. Fuel pump Off (check pressure)
6. Electric fuel pump On (check pressure) 4. Alternate air Closed
7. Mixture Prime until fuel pressure stabilizes for 5 5. Flaps Up
seconds then idle cut-off 6. Trim Reset
8. Electric Fuel Pump OFF 7. Timer Reset
9. Throttle Open 1/8” 8. Pulse & Strobe (if equip) OFF
10. Beacon On (all times), Night (position lights)
11. Magnetos Both Shut Down
12. “CLEAR PROP” 1. Radio master Off
13. Starter Engage 2. Electrical equipment Off (beacon on/position lights on at night)
14. Mixture SLOWLY enrich as engine starts 3. Mixture Idle cut off
15. Idle Set 800-1000 RPM 4. Magnetos Off
16. Oil pressure Green 5. Master/Alt Off
17. Radio master On (night/interior lights) 6. Control lock Installed
18. Circuit breakers/fuses Check 7. Aircraft Chock/Tiedown
19. Set radios ATIS/Ground
V Speeds
Taxi Out Vl/d max 79 KIAS (BEST GLIDE) Vy 90 KIAS
1. Brakes Check operation Vso 55 KIAS Vfe 103 KIAS
2. Gyros Small turns check flight instruments
Vs 60 KIAS Va 107 KIAS Max gross wt.
Engine Run Up Vr 70 KIAS Vno 146 KIAS
1. Aircraft Into the wind (brakes set) Vx 78 KIAS Vne 183 KIAS
Nose wheel straight to preclude wheel, tire & gear damage
2. Throttle Set 1800 RPM Frequencies
3. Annunciator Test ATIS GROUND TOWER VOR APP
4. Engine instrumentation Check ABE 126.975 121.9 120.5 117.5 124.45
5. Magnetos Check drop (175 RPM max/ ∆50 RPM) LNS 125.675 121.8 120.9 117.3 126.45
6. Alternate air Open (check), closed
PNE 121.15 121.7 126.9 112.0 123.8
7. Throttle Set 1600 RPM
8. Propeller Exercise (full decrease/increase) RDG 127.1 121.9 119.9 ----- 125.15
9. Throttle Set 800-1000 RPM SBY 118.32 123.77 119.425 111.2 127.95
TTN 126.775 121.9 120.7 108.2 123.8
Before Takeoff WWD 118.275 122.7 122.7 114.8 124.6
1. Flaps Check/set
2. Trim Set to take off
3. Mixture Rich Lost Communications (Light Signals)
4. Propeller Full increase Color Type & Signal On The Ground In Flight
5. Alternate air Closed Steady Green Cleared for Takeoff Cleared to Land
6. Fuel Fullest tank
7. Controls Check freedom Return For landing (to
8. Engine instrumentation Check Flashing Green Cleared to Taxi be followed by a
9. Flight instrumentation Set & check Steady Green)
10. Door Latched
11. Electric fuel pump On (check pressure) Give way to other
12. Transponder Mode C (VFR/Squawk) Steady Red Stop aircraft and continue
13. Radio Set Tower/CTAF
circling
14. Pulse & Strobe (if equip) ON
Taxi clear of runway Airport unsafe – DO
Flashing Red
Take Off / Climb Out in use NOT LAND
1. Timer Start Flashing White Return to starting point Not applicable
2. Throttle Full
3. Rotation VR 70 KIAS Alt. Red & Green General Warning – Use extreme caution
4. Gear - Positive Rate (No
Runway remaining) UP
5. Climb Throttle 25”, Prop 2500 RPM
Cruise Flight
1. Throttle 24”, (prop 2400 RPM)
2. Mixture Lean as required
3. Electric fuel pump Off (check pressure)
4. Fuel Check tank (switch every 30 min.)

The FAA is very specific about dropping objects – NOT people – out of an airplane.
See 14CFR Part 91.15

Information Sheet Saratoga (PA32R-301)
Engine: Lycoming IO-540-K1G5D
300 HP @ 2700 RPM T.O. Power 5 min limit
294HP @ 2600 RPM Max Continuous Power, fuel Injected, horizontally Opposed 540
cu. in, 6 cylinder, direct drive, air cooled.
Propeller – Hartzell constant speed, hydraulically actuated by engine oil, Pitch: High 32.0° ± 1°,
Low 12.4° ± .2° at 30 in. station.
Max quantity 12 qts Min 2¾ qts. 2¾ Qts is the min that the oil pump will pick up yet
will not provide sufficient cooling. Hortman oil quantity is between 9.5 to 10.5 qts to provide
sufficient cooling without excessive blow-by.
Total fuel 107 gal. usable fuel 102 gal (51 gal usable in each tank), 4 tanks – 2 each wing, 1 filler
cap each wing, 5 gal. unusable to collect sediment – 3 drains to get rid of sediments & water
Fuel Consumption, leaned, in cruise approximately 16 GPH
Electrical: 14-volt system, 60 AMP alternator, 12 volt, 35 AMP battery (battery located in the
forward baggage compartment). Piper External Power receptacle located on the left hand side of
the fuselage forward of left wing. See POH for procedures.
the nose baggage compartment.
Automatic gear extension occurs between 81 and 103 kts
1. Gear up and power below approximately 14” MP (By throttle position)
2. Gear extended by backup extender system with gear switch up except at full throttle.
3. Gear selector switch up while on the ground
Baggage – Forward 100 lb
Aft - 100 lb
Speeds:
VSO 57 KIAS Bottom of white arc Vle 132 KIAS Extended
VS 60 KIAS Bottom of green arc VA 134 KIAS Max Gross Weight
VX 80 KIAS Gear & Flaps up 105 KIAS @ 2230# G.W.
VY 91 KIAS Gear & Flaps up VNO 154 KIAS Bottom of yellow arc
VY 110 - 120 KIAS Cruise climb (Use this speed!), VNE 197 KIAS Red radial
VFE 112 KIAS Top of white arc Best Glide 80 KIAS
Vlo 110 KIAS Retract VR 74 - 80 KIAS Rotation
132 KIAS Extension Max Demonstrated Crosswind 17 KIAS

Preflight Checklist Saratoga (PA32R-301)
1 CABIN
 Ignition Switch Off
 Flaps Extended
 Propeller Lever Full Forward (Low Pitch, High RPM)
 Alternate Air Lever Closed
 Flaps Extended
 Fuel Selector Valve Rotate & ON (Left preferred if both tanks are FULL)

3 EMPENNAGE

 Aft Passenger Door Closed/Secured/Latched (Verify top latch latched)
5 LEFT WING
 Stall Warning Tabs Freedom of Movement
 Fuel Sump Drain/check for contamination/proper grade. Refer to appendix I
page 5.
 Tiedown Removed
wiring.

6 NOSE
 Fuel Pump Overflow Drain Unobstructed
 Fuel Strainer Drain/check for contamination/proper grade
 Air Induction Scoop Unobstructed
 Prop Governor Check condition, control cable connected
 Landing Light Secure, undamaged
inflation approx. 3.25” ± .25”, wheel well free of any foreign objects, no hydraulic
leaks, condition of squat switches and associated wiring.
 Baggage Properly stowed & secured (ensure within wt & bal)
7 RIGHT WING
 Fuel Sump Drain/check for contamination/proper grade. Refer to appendix I page 5.
 Tiedown Removed
inflation approx. 4.5” ± .5”, wheel well free of any foreign objects, no hydraulic
leaks, condition of squat switches and associated wiring.
8 CABIN
 Fuel Strainer Sump Drain Hold levers down minimum of 2 seconds. Ensure levers return to neutral. (Drain
levers located behind copilots seat on aft wing spar. Actual drains located on
bottom of fuselage inboard of right flap.) Refer to app. I page 5. Note: Visually
verify fuel has stopped draining (by exiting aircraft and looking at drain
port)
CLEAN WINDSHIELD! [Clean using clean, wet white paper towel and Pledge furniture polish (located in the oil closet next to the
instructor lounge), as necessary; Windex will destroy the windshield due to the fact that it contains ammonia, which attacks Plexiglas.]
Note:
Should a discrepancy be noted between this form and the POH/AFM/or other official document, that document/manual will be used
in lieu of this document. (This document is to be used for reference ONLY)

Checklist Saratoga (PA32R-301)
Before Starting 2. Mixture Lean as required
1. Preflight Complete (fuel, oil, general condition) 3. Electric fuel pump Off (check pressure)
2. Your papers Certificates (pilot/med) 4. Fuel Check tank (switch every 30 min.)
3. Aircraft papers A.R.O.W
4. Seat belts On Before Landing
5. Brakes Set 1. Electric fuel pump On
2. Mixture Rich
Starting Engine 3. Fuel Fullest tank
20. Fuel Fullest tank 4. Gear Down (below 132 KIAS)
21. Propeller Full increase 5. Flaps As required (VFE 103)
22. Alternate air Closed 6. Approach 95 KIAS
23. Throttle Open
24. Master/Alt switchOn (3 green) After Landing
25. Electric fuel pump On 1. Landing light Off
26. Mixture Prime until fuel pressure stabilizes for 5 2. Strobes Off
seconds then idle cut-off 3. Fuel pump Off (check pressure)
27. Electric Fuel Pump OFF 4. Alternate air Closed
28. Throttle Open 1/8” 5. Flaps Up
29. Beacon On (all times), Night (position lights) 6. Trim Reset
30. Magnetos Both 7. Timer Reset
31. “CLEAR PROP” 8. Pulse & Strobe (if equip) OFF
32. Starter Engage
33. Mixture SLOWLY enrich as engine starts Shut Down
34. Idle Set 800-1000 RPM 1. Radio master Off
35. Oil pressure Green 2. Electrical equipment Off (beacon on/position lights on at night)
36. Radio master On (night/interior lights) 3. Mixture Idle cut off
37. Circuit breakers/fuses Check 4. Magnetos Off
38. Set radios ATIS/Ground 5. Master/Alt Off
6. Control lock Installed
Taxi Out 7. Aircraft Chock/Tiedown
1. Brakes Check operation
2. Gyros Small turns check flight instruments V Speeds
Vl/d max 80 KIAS (BEST GLIDE) Vfe 112 KIAS
Engine Run Up Vso 57 KIAS Vlo Retract 110 KIAS
1. Aircraft Into the wind (brakes set)
Vs 60 KIAS Vle 132 KIAS
Nose wheel straight to preclude wheel, tire & gear damage
2. Throttle Set 1800 RPM Vr 80 KIAS Va 134 KIAS Max gross wt.
3. Annunciator Test Vx 80 KIAS Vno 154 KIAS
4. Engine instrumentation Check Vy 91 KIAS Vne 197 KIAS
5. Magnetos Check drop (175 RPM max/ ∆50 RPM)
6. Alternate air Open (check), closed Frequencies
7. Throttle Set 1600 RPM ATIS GROUND TOWER VOR APP
8. Propeller Exercise (full decrease/increase) ABE 126.975 121.9 120.5 117.5 124.45
9. Throttle Set 800-1000 RPM 125.675 121.8 120.9 117.3 126.45
LNS
Before Takeoff
PNE 121.15 121.7 126.9 112.0 123.8
1. Flaps Check/set RDG 127.1 121.9 119.9 ----- 125.15
2. Trim Set to take off SBY 118.32 123.77 119.425 111.2 127.95
3. Mixture Rich TTN 126.775 121.9 120.7 108.2 123.8
4. Propeller Full increase WWD 118.275 122.7 122.7 114.8 124.6
5. Alternate air Closed
6. Fuel Fullest tank Lost Communications (Light Signals)
7. Controls Check freedom Color Type & Signal On The Ground In Flight
8. Engine instrumentation Check
9. Flight instrumentation Set & check Steady Green Cleared for Takeoff Cleared to Land
10. Door Latched
11. Electric fuel pump On (check pressure) Return For landing (to
12. Transponder Mode C (VFR/Squawk) Flashing Green Cleared to Taxi be followed by a
13. Radio Set Tower/CTAF Steady Green)
14. Pulse & Strobe (if equip) ON
Give way to other
Take Off / Climb Out Steady Red Stop aircraft and continue
1. Timer Start circling
2. Throttle Full Taxi clear of runway Airport unsafe – DO
3. Rotation VR 80 KIAS Flashing Red
in use NOT LAND
4. Gear - Positive Rate (No
Runway remaining) UP Flashing White Return to starting point Not applicable
5. Climb Throttle 25”, Prop 2500 RPM Alt. Red & Green General Warning – Use extreme caution
Cruise Flight
1. Throttle 24”, (prop 2400 RPM)

Standardized Maneuvers (PA28R-201 / PA32R-301)
Note: For additional maneuvers not referenced to or listed in this manual please consult the Jeppesen Maneuvers Manual or
the Airplane Flying Handbook.
Takeoff
• Mixture Rich
• Prop Full Forward
• Throttle Full Forward
• Rotate 65-75 KIAS (PA28R), 74-80 (PA32R)
• Gear UP —positive rate of climb and below Vlo 107 KIAS (PA28R) / 110 KIAS (PA32R)
Climb (Above 500’ A.G.L)

• Electric fuel pump on (check fuel pressure)
• Fuel on proper tank by time.
• Mixture rich
• Propeller set 2500 RPM
• Throttle set 25” MP
• Raise nose to approximately 5 to 7 degrees positive pitch. [Vy 90 KIAS (PA28R)/ 91 KIAS (PA32R) or
greater 105-115 KIAS (PA28R)/ 110-120 KIAS (PA32R) preferred terrain permitting]
• Trim for zero control pressure
Straight and Level
• Lower nose to approx. zero pitch
• Trim for zero control pressure, accelerate to approx cruise speed.
• Power set 22” MP THEN
• Propeller 2400 RPMs
• Lean mixture approx. ½ inch
• Electric fuel pump off (check fuel pressure)
Training Cruise
• Throttles 21” MP
• Propellers 2400 RPMs
• Lean mixture approx. 65% power [approx 11 GPH (PA28R)/ 14 GPH (PA32R)]
Descents
• Mixture rich
• Throttle, reduced to 18” MP (no lower for proper engine cooling)
• Lower nose to approx. 3° - 5° negative pitch

(PA28R-201 / PA32R-301)
Slow Flight (For graphic see page 56)
• Establish heading and altitude
• Mixture rich
• Clearing turns (approx. 90° each direction)
• Throttle approx. 18” MP
• Check airspeed (Vle) 129 KIAS (PA28R) / 132 KIAS (PA32R), gear down (Verify 3 in the green)
• Check airspeed (Vfe) 103 KIAS (PA28R) /112 KIAS (PA32R), lower flaps (1 notch at a time)
• 1. Mixtures rich (GUMP)
• 2. Propeller slowly full forward (GUMP)
• 3. Gear down (Verify 3 in the green) (GUMP)
• Increase pitch to maintain altitude until target airspeed, the increase M.P. to approx 20” M.P. to hold altitude
(Target airspeed (75 KIAS) throttle approx. 20” MP)
Recovery from Slow Flight

• Mixtures Rich
• Props Full Forward
• Throttles Full Forward
• Flaps set 25º
• Gear up
• Flap (10o) Flap (0o) up (1 notch at a time)
• Throttle, reduced to approx. 22” MP
• Propeller reduced to 2400 RPM
Approach to Landing Stall (For graphic see page 57) (For training purposes in Stage IV & V. For stage VI, see
Power Off Stall).
• Mixture rich
• Fuel on proper tank by time
• Check airspeed [VLE 129 KIAS (PA28R)/ 132 KIAS (PA32R)], gear down (3 in the green)
• Check airspeed [VFE 103 KIAS (PA28R)/ 112 (PA32R], lower flaps (1 notch at a time)
• Maintain altitude until stall

(PA28R-201 / PA32R-301)
Recovery from Approach Stall (For training purposes in Stage IV & V. For stage VI, see Power Off Stall).
• Mixtures Rich
• Props Full Forward
• Throttles Full Forward (PA44) / Approx 36” M.P. (Approx ¾ full throttle) (PA34)
• Flaps set 25º
• Gear up
• Flap (10o) Flap (0o) up (1 notch at a time)
• Throttle, reduced to approx. 22” MP (PA44) / 25” MP (PA34)
• Propeller reduced to 2400 RPM (PA44) / 2300 RPM (PA34)
Departure Stall (For graphic see page 58)
• Mixture rich
• Check airspeed (VL0), gear down (3 in the green)
• Check airspeed (VFE), set departure flaps (2 notches)
• As airspeed reaches VX, rotate to 15° positive pitch, full throttle (right rudder), maintain pitch until stall
Recovery from Departure Stall
• Mixture Rich
• Throttle full forward. (right rudder - as required to maintain coordination - ball centered).
• Gear up
• Flaps up (1 notch at a time)
• Throttle, reduce to approx. 24” MP
• Propeller, reduce to approx. 2400 RPMs

(PA28R-201 / PA32R-301)
Accelerated Stall
• Back-up Gear Extender OVERRIDE (locked up)
• Mixture rich
• Throttle approx. 1800 MP
• Airspeed reaches 85 KIAS, roll into 45° - 55° bank (either direction) and maintain coordination
• Maintain altitude with back pressure, until stall
Recovery from Accelerated Stall

• Roll wings level (If you are coordinated it will do this on its own)
• Mixture Rich
• Throttle full forward. (right rudder - as required to maintain coordination - ball centered).
• Throttle, reduced to approx. 24” MP
• Propeller, reduced to 2400 RPM
• Back-up Gear Extender NORMAL (unlocked)

(PA28R-201 / PA32R-301)
Turns Around a Point (For graphic see page 59)
• Electric fuel pump on.

• Mixture rich.
• Throttle set at 22” MP and prop to 2400 RPM, heading downwind, maintain 1000’ AGL.
• Find practice area where terrain is appropriate for maneuvering, emergency landing area available.
• Select reference point.
• Clearing turns (approx. 90° each direction).
• When reference point is abeam the left wing, just beyond wingtip, initiate a left bank to circle the
reference point. This first turn will be downwind and will be the steepest bank of the maneuver, not to
exceed 45 degrees of bank.
• Adjust your bank angle to maintain a constant radius around the point.
• If the altitude begins to increase, or decrease, relaxing or increasing the back-elevator pressure will be
required as appropriate. This may also require a power adjustment to maintain the selected airspeed. A
small increase or decrease of up to 5º of bank angle may be used to control small altitude deviations.
All bank angle changes should be done with coordinated use of aileron and rudder. (Large altitude
deviations may require rolling wings level to preclude a high “G” loading situation “stall”).
• Fly at least two turns, and exit at point of entry at the same altitude and airspeed at which the
maneuver was started.
• Objective, to maintain a constant radius turn around the selected reference point. Also divides
attention between airplane control and the ground track while maintaining coordinated flight.

(PA28R-201 / PA32R-301)
S-Turns (For graphic see page 61)
• Objective: Fly a series of S-turns across a line on the ground (e.g. a straight road), with semicircles of
equal size, accounting for wind effects, and maintaining a constant altitude and airspeed.
• Find a practice area where the terrain is level and emergency landing sites are available.
• Select a road that has the wind blowing at 90 degrees to the road.
• Altitude will be 1000’ AGL.
• Mixture rich.
• Throttle 22” MP and prop 2400 RPM.
• Approach road on a downwind heading.
• Cross road with wings level and parallel to the road.
• Immediately begin a turn to the left so as to create a semi circle on the downwind side of the road.
• Since this first turn is a downwind turn it will require the steepest bank of the maneuver. But no more
than a 30 to 40 degree bank.
• If the altitude begins to increase, or decrease, relaxing or increasing the back-elevator pressure will be
required as appropriate. This may also require a power adjustment to maintain the selected airspeed. A
small increase or decrease of up to 5º of bank angle may be used to control small altitude deviations.
All bank angle changes should be done with coordinated use of aileron and rudder. (Large altitude
deviations may require rolling wings level to preclude a high “G” loading situation “stall”).
• The wings should be just coming level and parallel to the road as you cross the road.
• Now immediately begin a turn to the right after crossing the road and create a semi circle on the
upwind side of the road.
• Since the turn is upwind the bank will be shallower when compared to the previous downwind turn.
• Continue the maneuver through two more turns.
• Exit the maneuver on the same heading and altitude as the maneuver began.
• Throttle 22” MP and prop 2400 rpm.
• Verify tank by time.
• Lean mixture approx ½ inch.
• Electric fuel pump off, check fuel pressure.
• Trim for zero control pressure.

(PA28R-201 / PA32R-301)
Rectangular Course (For graphic see page 63)
The rectangular course is a training maneuver in which the ground track of the airplane is equidistant
from all sides of a selected rectangular area on the ground. The maneuver simulates the conditions
encountered in an airport traffic pattern.
• Find a practice area where the terrain is level and emergency landing sites are available.
• Select a rectangular area.
• Altitude will be 1000’ AGL.
• Mixture rich.
• Throttle 22” MP and prop 2400 RPM.
• Approach rectangular area on a 45º to the downwind heading.
• Enter the downwind with wings level and parallel to the rectangular area as depicted on page 63.
• Begin a turn to the base leg so as to create a parallel ground track.
• Since this first turn is a downwind turn and your groundspeed is at its highest it will require the
steepest bank of the maneuver. But no more than a 30 to 40 degree bank. The airplane should be
headed slightly toward the rectangular area to accomplish a parallel track.
• The next leg is the upwind leg. You need to plan your turn to be the same distance away from the
rectangular area. Since you are already crabbed toward the area on the base leg you will need to turn
less than 90o to maintain a parallel ground-track.
• The next leg is the cross-wind leg. You will need to plan your turn so as to end up parallel to the
rectangular area. You will need to turn less than 90o to maintain a parallel ground-track. You will be
crabbed away from the rectangular area to compensate for the wind.
• The next leg is the down-wind leg again and you will need to plan your turn to maintain a parallel
ground track. The turn will be greater than 90o to maintain a parallel ground-track.
• When the wind is behind the airplane, the turn must be faster and steeper; when it is ahead of the
airplane, the turn must be slower and shallower.
• Exit the maneuver on a 450 away from the rectangular area.
• Throttle 2400 rpm.
• Verify tank by time.
• Lean mixture approx ½ inch.
• Electric fuel pump off, check fuel pressure.

(PA28R-201 / PA32R-301)
Steep Turns (For graphic see page 64)
The objective of the maneuver is to develop the smoothness, coordination, orientation, division of
attention, and control techniques necessary for the execution of maximum performance turns when the
airplane is near its performance limits.
• Mixture rich.
• Select a prominent landmark
• Throttle approx. 22” M.P.
• Ensure Airspeed is below maneuvering speed (Va)
• Roll into a 45º bank
• As you pass through 30º increase power approx. 1-2” M.P. and slightly add backpressure to keep the
nose from pitching down
• About 10º - 20º prior to original heading begin rolling out, releasing backpressure and reducing the
power
• If the altitude begins to increase, or decrease, relaxing or increasing the back-elevator pressure will
be required as appropriate. This may also require a power adjustment to maintain the selected
airspeed. A small increase or decrease of up to 5º of bank angle may be used to control small
altitude deviations. All bank angle changes should be done with coordinated use of aileron and
rudder. (Large altitude deviations may require rolling wings level to preclude a high “G” loading
situation “stall”).
• Immediately roll into a steep turn in the other direction as stated in steps 7 – 9.
Clean up the plane by:
• Throttle to 22” MP and reduce prop to 2400 RPM
• Verify tank by time
• Lean mixture approx ½ inch
• Electric fuel pump off, check fuel pressure
• Trim to zero control pressure

Commercial Maneuvers (PA28R-201 / PA32R-301)
(Graphics are from the Airplane Flying Handbook)
Chandelles (For graphic see page 65)

• Establish heading with the wind coming off the wing, establish altitude
• Electric fuel pump on
• Mixture rich
• Engage gear override switch
• Chandelles are best performed by turning into the wind. This will help hold your position over the
practice area.
• Pick a reference point off the wingtip as close as possible to the horizon.
• Roll into a 30-degree bank
• Initiate a climbing turn toward the 90-degree point.
• Add full power (25 MP/2500 RPM) while you increase pitch until reaching the 90-degree point in
the turn.
• At the 90 degree point slowly start decreasing the bank but maintain a constant pitch
• The maneuver is complete when you reach the 180-degree point and the wings are just reaching 0-
degrees of bank and the airspeed is just above the stall.
• At this point recover from the maneuver by gradually lowering the nose to regain airspeed while at
the same time holding your new altitude.
Clean up the plane by:
• Throttle to 22” MP and reduce prop to 2400 RPM

(PA28R-201 / PA32R-301)
Lazy Eights (For graphic see page 66)

• Establish heading with the wind coming from your 90° point, establish altitude
• Mixture rich
• Begin at cruise power (22” MP, 2400 RPM). No power changes are necessary with this maneuver.
• Pick a reference point off your wing at or near the horizon. This is your reference point for the 45º,
90º, 135º and 180º points. As you pass through 45º, the reference point will be 45º off your nose
either at the 10:30 or 1:30 position depending on which direction you are turning. The same with the
135º position. This will alleviate the time it takes to pick a three points rather than just one.
• Now initiate a climbing turn toward that reference point. As you turn through 45º the bank has now
reached 15 degrees and the nose is at the maximum pitch up (stall warning should be sounding). As
the reference point reaches the 90 degree position over your nose the pitch is now 0 degrees (or level)
and the bank is at its maximum of 30 degrees. Take note of minimum airspeed and maximum altitude
at this point. Pitch and bank continue to decrease and speed increases. As the reference point reaches
the 135-degree position the bank angle is now decreased to 15-degrees, the pitch is at its lowest point.
Upon reaching the 180 degree point in the turn the nose is level, the bank is level, and the airspeed
and altitude are the same as they were at the beginning of the maneuver.
• DON’T STOP! At this instant immediately begin a climbing turn in the opposite direction and repeat
the maneuver.
• The maneuver is complete after you are back on the original entry heading and altitude
• Throttle remains at 22” MP, 2400 RPM

(PA28R-201 / PA32R-301)
Steep Spirals (For graphic see page 67)

The PTS requires at least three 360-degree turns. The Commercial applicant must maintain a constant
radius around a selected reference point on the ground. The bank shall not exceed 60 degrees. Airspeed
must be maintained within +/- 10 knots and roll out on a specified heading within +/- 10 degrees.

• Establish downwind heading and altitude
• Set power to 22” MP, 2400 RPM
• Mixture rich
• Reduce airspeed below 129 KIAS (PA28R) / 132 KIAS (PA32R), (VL) GEAR DOWN
• Slow the airplane to 90 KIAS and pick a reference point under the wing
• Reduce throttle to approx 18” MP
• Roll into a steep bank (45 to 60 degrees).
• Adjust the bank as necessary to maintain a constant radius around the point
• Adjust pitch as necessary to maintain 90 KIAS
• After completing three 360 degree turns and rollout on original heading
• Mixture, Prop, Throttle increase to 22” MP, 2400 RPM
• Positive rate, below 107 KIAS (PA28R) / 110 KIAS (PA32R), (VLO) GEAR UP

(PA28R-201 / PA32R-301)
Eights On Pylons (For graphic see page 68)

This is a figure-8 pattern while maintaining the wing tip in line with the reference point by varying
altitude, bank angle, and airspeed.
• Establish Pivotal Altitude. Pivotal altitude = ground speed in knots squared divided by 11.3
• Mixture rich
• Throttle 22” MP, 2400 RPM
• Select two pylons approximately ½ mile apart, perpendicular to the wind.
• Enter maneuver by approaching the midpoint of the pylons diagonally, with the wind from the side
and behind. Ground speed will by high.
• Just past the right pylon roll into a right turn (30-40 degrees) to position the wing tip on the pylon.
• Crosswind, ground speed decreases and pylon will move forward of your line-of-sight along the
wingtip. Apply forward pressure to descend to the now lower pivotal altitude due to the decreased
ground speed. This altitude will further decrease as you turn upwind.
• Continue on the figure-8 pattern and begin a right turn around the second pylon. Once again you will
be going downwind and the ground speed will increase. The pylon will now appear to fall behind the
wingtip. You must now climb to the new higher pivotal altitude due to the higher ground speed.
• The pylon must be held on the wingtip reference by changing pivotal altitude and NOT by use of the
rudder.
• Exit at the point of entry at the same altitude and airspeed at which the maneuver was started.
• Establish straight and level flight
• Lean mixture approx. ½ inch.

(PA28R-201 / PA32R-301)
Power Off 180º Accuracy Approach & Landing (For graphic see page 69)
• Establish downwind heading and altitude
• Throttle 22” MP, 2400 RPM
• Mixture Rich
• Check airspeed (VLE 129KIAS PA28R / 132 KIAS PA32R) Gear Down (3 in the green)
• When abeam the touchdown spot on the runway reduce throttle to 18” MP. The throttle cannot be
adjusted again until the landing flair. Throttle may be adjusted to the extent needed to insure a
safe outcome to the maneuver, a go-around should be considered
• Establish a 75 knot glide
• Adjust the size of the pattern so as to ensure a touchdown on the pre- selected spot on the runway.
• Flaps as required to make the spot
• The maneuver will be successful when you touch down on the pre-selected spot, or within 200’
beyond the spot
• After landing exit the runway
• When on taxiway bring airplane to a stop
• Complete After landing checklist

EMERGENCY PROCEDURES
Above ALL requires the pilot to remain CALM and FLY THE AIRPLANE. For specific procedures
consult the emergency / non-normal section of the POH/AFM (typically section 3)
GEAR UNSAFE INDICATION AND OFF AIRPORT LANDINGS RETRACTIBLE GEAR

AIRCRAFT.
Approx 98% of the time unsafe gear indication are not actual gear unsafe conditions rather just an
indicator problem.
Reasons / suggested procedures :
Panel lights – May be on which may on some aircraft dim the gear indication light
Nav lights - May be on which may on some aircraft dim the gear indication light
Bulbs – May be burnt out, try swapping with a known working bulb
Circuit breakers – Check the in
Squat switches – Failure may be unable to be determined from the flight deck
Declare emergency
Leave pattern – Trouble shoot, run appropriate checklist in uncongested airspace at appropriate
altitude, above terrain, suggested above 3000’ AGL .
Divisions of duties - When more than one pilot is onboard, the division of duties is highly
recommended. i.e. One pilot flies the aircraft while the other pilot runs checklists, handles ATC
operations, exercises extreme vigilance for traffic, monitors situational awareness to avoid CFIT and
monitor fuel and remaining fuel onboard for flight time remaining.
Checklist – Complete the normal / abnormal checklist as per the POH / AFM
Normal landing – Landing is to be conducted in a normal manner, keep in mind a gear unsafe
indication may be just that, an unsafe indication the gear may very well be down and locked. When
making this landing it is suggested to consider the use of these factors. Land in a configuration that
will give the you most gear down indications, longest runway, runway into the wind, paved, lighted if
at night, contamination on surface, emergency and ATC facilities etc.
No prop stops or other dreamed up procedures – no procedures other than those published in
POH/AFM are to be used. i.e. Trying to stop the props prior to touchdown in an attempt to limit
damage, bounce aircraft to aid gear in locking etc. History has shown that more catastrophic results
will likely occur.
Chance of fire – Is very limited
Off Airport Landing gear up - should a complete off airport landing be necessary it is
recommended this landing be made in a full gear up position this will limit the chance of a gear
falling into a rut causing the aircraft to jolt or flip over.
Note : All landings made either partial or gear up should whenever possible be made
on a paved runway.
Note: A thourogh knowledge of the gear systems, normal / abnormal procedures are
of the upmost importance prior to flying a retractable gear aircraft. These systems
and procedures are all contained within the aircraft POH/AFM and should be
reviewed routinly.

Takeoff and Landings (PA28R-201 / PA32R-301)

SOFT FIELD TAKEOFF
The conditions that would create a “soft field” would be something like tall grass, snow, sand etc. The
objective of a “soft field takeoff” is to get the weight of the airplane off the wheels and onto the wings as
soon as possible. The whole time the airplane is being taxied you must hold the yoke as far back as
possible. This will keep the weight of the airplane off the nose wheel. After the before takeoff checklist
has been completed (flaps set, 2 notches, 250) taxi onto the runway and avoid stopping. After alignment in
the takeoff direction and with the elevator held in full the aft position, apply takeoff power smoothly, use
light smooth rudder inputs for directional control (at low airspeeds this may require light braking until the
rudder becomes effective. Too much braking will increase the takeoff distance). As the airplane
accelerates and the elevator becomes more effective, the nose load will lighten reducing nose wheel drag.
(As loss of nose wheel drag occurs the aircraft the aircraft will have a tendency to YAW to the left. The
pilot will need to apply right rudder as necessary to maintain directional control). If a crosswind is
present, use standard crosswind practices and techniques found in your Jeppesen manual. As the nose
raises, the elevator should be eased forward so the nose wheel is held just clear of the ground. The
airplane will continue to accelerate now with the nose wheel just off the ground and the wing at a high
angle of attack. This will cause the weight of the airplane to be transferred from the main wheels and onto
the wing before the airplane has reached normal flying speed.
The airplane will now be airborne at a very low speed. It may be necessary to lower the nose slightly to
stay in ground effect allowing your airspeed to increase for a normal climb out. Care must be taken not to
lower the nose too much as this may cause you to land. After liftoff, first accelerate to the best angle of
climb speed 68 KIAS or best rate of climb speed 78 KIAS depending on obstacles, then smoothly adjust
the yoke to achieve a 5° to 7° positive pitch up attitude, and slowly retract the flaps to 0O, once runway
remaining is no longer usable for landing a positive rate of climb is achieved and sufficient altitude is
gained gear can be retracted. (Back-up Gear Extender OVERRIDE may have to be used and locked up)
Note: It may be desirable to recycle the landing gear two or three times after initial retraction to allow any
contaminates (i.e. mud ice slush etc…) to be dislodged from the wheel well to preclude the gear being
frozen or jammed in the wheel well.
Note: Avoid prolonged engine run-up in loose gravel, since the propeller will tend to pick up stones and
debris causing propeller blade, landing gear, and empennage damage.
SOFT FIELD LANDING
Initial approach speed is the same as on a normal landing approach, 80 KIAS, approx. 18” M.P., Check
airspeed (VLE 129KIAS PA28R / 132 KIAS PA32R) Gear Down (3 in the green) and flaps on schedule.
The rest of the approach is similar to a SHORT field landing, on base trim for 80 KIAS. Airspeed on final
is trimmed to 76 KIAS; this may require a slight reduction in power. The aiming point on the runway
should be at the “numbers” or slightly beyond. A normal glide path should be maintained to this
touchdown point (do not get too low). This is where it gets different from the SHORT field landing When
over the “numbers” begin to flare but keep just a touch of power on. The idea now is to touch down on the
main gear as softly as possible. Directional control will be maintained using the rudder. If a crosswind is
present, use standard crosswind practices and techniques found in your Jeppesen manual. After the main
gear touches down reduce power to idle but continue to hold the nose wheel off as long as possible.

(PA28R-201 / PA32R-301)
SHORT FIELD TAKEOFF
After the before takeoff checklist has been completed (flaps set, 2 notches, 250), Taxi into position on the
runway and hold as close to the beginning of the runway as possible. Verify nose wheel is straight. After
alignment in the takeoff direction, hold the brakes to prevent movement, smoothly apply full throttle and
check all engine gages. When full power is verified, release brakes and begin the takeoff roll with the
elevator neutral. Use light smooth rudder inputs for directional control (at low airspeeds this may require
light braking until the rudder becomes effective. Too much braking will increase the takeoff distance) At
a minimum of 55 KIAS, apply elevator back pressure and lift nose wheel, then climb at a minimum of 68
KIAS until clear of a 50’ obstacle. Now lower the nose to 5° – 7° nose up pitch for normal climb out.
(Minimum of Vy 78 KIAS, 90 KIAS preferred terrain permitting), and slowly retract the flaps to 0O, once
runway remaining is no longer usable for landing a positive rate of climb is achieved and sufficient
altitude is gained gear can be retracted. (Back-up Gear Extender OVERRIDE may have to be used and
locked up)
SHORT FIELD LANDING
airspeed (VLE 129KIAS PA28R / 132 KIAS PA32R) Gear Down (3 in the green) and flaps full. However
on base trim for 70 KIAS. Airspeed on final is trimmed to 65 KIAS; this may require a slight reduction in
power. The aiming point on the runway should be at the “numbers” or slightly beyond. A normal glide
path should be maintained to this touchdown point (do not get too low). When over the touchdown point
reduce power to idle and let the mains touchdown. Directional control will be maintained using the
rudder. If a crosswind is present, use standard crosswind practices and techniques found in your Jeppesen
manual. As soon as the mains are on the ground relax back pressure and let the nose wheel touchdown
and start applying brakes. Best braking can be obtained by applying brake pressure just enough so the
wheels do not skid.
SLIPS TO LANDING
A” sideslip” is entered by Checking airspeed (VLE 129KIAS PA28R / 132 KIAS PA32R) Gear Down (3
in the green), lowering a wing and applying just enough opposite rudder to prevent a turn. In a sideslip,
the airplane’s longitudinal axis remains parallel to the original flight path, but the airplane no longer flies
straight ahead. Instead the horizontal component of wing lift forces the airplane also to move somewhat
sideways toward the low wing. The amount of slip, and therefore the rate of sideward movement, is
determined by the bank angle. The steeper the bank—the greater the degree of slip. As bank angle is
increased, however, additional opposite rudder is required to prevent turning.
Slips are very effective in the PA28R-201 / PA32R-301. Rapid descents with high sink rates can be
obtained through a properly executed slip. It is recommended, however, that slips be practiced at a safe
altitude until the pilot is familiar with the PA28R-201 / PA32R-301. The recommended slip speeds are
78 KIAS or greater, depending on load, pilot proficiency, and local conditions. Pilots should make
themselves familiar with the airplane and at a variety of slip speeds. Students will only practice slips
with an instructor on board, if the approach is not stabilized student will execute a go-around.
Key things to remember:
 Never allow the Indicated Airspeed to get low.
 Nose down while applying rudder pressure.
 Smoothly apply rudder pressure opposite to the direction that the wind is coming from and bank to
maintain centerline/ground track.

(PA28R-201 / PA32R-301)
CROSSWIND TAKEOFF & LANDINGS

You must consult the Jeppesen Flight Training Manual and the CBT training modules pertaining to takeoff and
landings. Here are some things we would like you to keep in mind.
It is desirable to land directly into the wind whenever possible. However, this is rare and the most desirable runway
may not be into the wind, (i.e. runway length, width, surface, approach and departure obstructions, NOTAMS).
And remember, winds change and runway headings don’t. Because of this, it is imperative that a pilot learns
Crosswind Takeoff and Crosswind Landings.
Complete before landing checklist, Check airspeed (VLE 129KIAS PA28R / 132 KIAS PA32R) Gear Down (3 in
the green) and set the desired flaps (see note below). The crab method will be executed by establishing a heading
(crab) toward the wind with the wings level so that the airplane’s ground track remains aligned with the centerline
of the runway. This crab angle is maintained until just prior to touchdown, when the longitudinal axis of the
airplane must be aligned with the runway to avoid sideward contact of the wheels with the runway. The pilot will
use the crab method until just before the round out is started and then smoothly aligns the airplane’s heading with
the centerline of the runway, notes the rate and direction of drift, and then promptly applies drift correction by
lowering the upwind wing. It is then necessary to simultaneously apply sufficient opposite rudder pressure to
prevent the turn and keep the airplane’s longitudinal axis aligned with the runway. In other words, the drift is
controlled with aileron, and the heading with rudder. The airplane will now be side-slipping into the wind just
enough that both the resultant flight path and the ground track are aligned with the runway.
Since the airspeed decreases as the round-out progresses, the flight controls gradually become less effective. As a
result, the crosswind correction being held will become inadequate. It is necessary to gradually increase the
deflection of the rudder and ailerons to maintain the proper amount of drift correction. Do not level the wings; keep
the upwind wing down throughout the round-out. If the wings are leveled, the airplane will begin drifting and the
touchdown will occur while drifting. Remember, the primary objective is to land the airplane without subjecting it
to any side loads that result from touching down while drifting.
The crosswind correction (aileron into the wind and opposite rudder) should be maintained throughout the round-
out, and the touchdown made on the upwind main wheel. During gusty or high wind conditions, prompt
adjustments must be made in the crosswind correction to assure that the airplane does not drift as the airplane
touches down. As the forward momentum decreases after initial contact, the weight of the airplane will cause the
downwind main wheel to gradually settle onto the runway.
Particularly during the after-landing roll, special attention must be given to maintaining directional control by the
use of rudder while keeping the upwind wing from rising by the use of aileron. When an airplane is airborne, it
moves with the air mass in which it is flying regardless of the airplane’s heading and speed. When an airplane is on
the ground, it is unable to move with the air mass (crosswind) because of the resistance created by ground friction
on the wheels.
The greater the crosswind component, the more difficult it is to prevent weathervaning. Retaining control on the
ground is a critical part of the after-landing roll, because of the weathervaning effect of the wind on the airplane.
While the airplane is decelerating during the after landing roll, more and more aileron is applied to keep the upwind
wing from rising. Since the airplane is slowing down, there is less airflow around the ailerons and they become less
effective. At the same time, the relative wind is becoming more of a crosswind and exerting a greater lifting force
on the upwind wing. When the airplane is coming to a stop, the aileron control must be held fully toward the wind.
NOTE: In strong cross-winds partial flaps (2 notches 250) may be desired depending on field length,
please consult AFM/POH.

(PA28R-201 / PA32R-301)
GO-AROUNDS
A go-around should be executed as a correction to (but not limited to) any faulty approach, any bounce,
loss of directional control during landing or any time you feel like it! A go-around should be considered
as nothing more than a takeoff possibly already containing airspeed and/or altitude. A go-around is
accomplished by smoothly applying full power (and selecting carbheat to cold if used), if full flaps where
used for the approach, (3 notches 400) remove one notch of flaps (250 flaps remaining) maintaining
coordinated flight using primarily rudder (typically right rudder) and a combination of aileron as
necessary. As the airspeed increases to a minimum of Vx, raise the nose to approximately 5º to 7º nose
pitch up, trim as necessary. Once the aircraft has established a positive rate of climb, maneuver to the side
of the runway/landing area to clear and avoid conflicting traffic and while a normal climb out is being
performed and with sufficient altitude gained (Typically a minimum of 200 feet), once runway remaining
is no longer usable for landing a positive rate of climb is achieved and sufficient altitude is gained, gear
can be retracted. (Back-up Gear Extender OVERRIDE may have to be used and locked up) and flaps may
be retracted and airspeed increased to Vy or greater, terrain permitting.
NOTE: Fly the airplane first. Do not announce that you are going around until you cleaned up the
aircraft and made significant progress in your climb.

Traffic Pattern PA28R-201/PA32R-301

Use any prominent
reference point off
nose to align with
runway centerline.
Scan for traffic
Pattern altitude
1000’ AGL
23” MP
2400 RPM 500’ AGL
TRIM! 25” MP, 2500 RPM
Scan for traffic Scan for traffic
Pos. Rate of Climb

Insufficient runway,
Pre-land check Gear UP (Prior to
Fuel Pump ON reaching (PA28R) 107
Alt. Air as required KIAS/(PA32R) 110,
Mixture RICH
81 Vlo)
Fuel on proper tank Climb 85-90 KIAS
Below (PA28R) 129
KIAS/(PA32R) 132
KIAS (Vle)
Gear Down
Verify 3 GREEN *1 Vr 75 KIAS PA28R-201
Scan for traffic Vr 80 KIAS PA32R-301
Rotate 5° – 7°
TRIM!
Power 18” M.P.

Below (PA28R) 103 Takeoff
36 Full RPM
KIAS/(PA32R) 112 (Vfe)
1 Notch Flaps Full M.P.
TRIM 90-95 KIAS PA28R-201
100-105 PA32R-301
Pitch down
TRIM 75-80 KIAS PA28R-201
95 KIAS PA32R-301
Adjust power
Fence: 3 GREEN!
3rd notch Flaps

Flow Check:
45°from end of runway, turn base. 1 Mixture RICH
2nd Notch of flaps 2 Prop HIGH
Trim 85-90 KIAS PA28R-201 3 in the GREEN
100-105KIAS PA32R-301
High/Low decision
Adjust power 15” M.P. *1 Touch and go Landings
Scan for traffic Scan for traffic
On Roll out:
** CFI retract flaps
** Check trim!
NO SOLO TOUCH & GOS! Take off

TERMS AND DEFINITIONS
Pilots of single-engine airplanes are already familiar with many performance “V” speeds
and their definitions. Twin-engine airplanes have several additional V speeds unique to
OEI operation. These speeds are differentiated by the notation “SE”, for single engine.
A review of some key V speeds and several new V speeds unique to twin-engine airplanes
follows.
• VR – Rotation speed. The speed at which back pressure is applied to rotate the airplane
to a takeoff attitude.
• VLOF – Lift-off speed. The speed at which the airplane leaves the surface. (Note: some
manufacturers reference takeoff performance data to VR, others to VLOF.)
• VX – Best angle of climb speed. The speed at which the airplane will gain the greatest
altitude for a given distance of forward travel.
• VXSE – Best angle-of-climb speed with one engine inoperative.
• VY – Best rate of climb speed. The speed at which the airplane will gain the most
altitude for a given unit of time.
• VYSE – Best rate-of-climb speed with one engine inoperative. Marked with a blue radial
line on most airspeed indicators. Above the single-engine absolute ceiling, VYSE yields
the minimum rate of sink.
• VSSE – Safe, intentional one-engine-inoperative speed. Originally known as safe single-

engine speed. Now formally defined in Title 14 of the Code of Federal Regulations (14
CFR) part 23, Airworthiness Standards, and required to be established and published in the
AFM/POH. It is the minimum speed to intentionally render the critical engine inoperative.
• VMC – Minimum control speed with the critical engine inoperative. Marked with a red
radial line on most airspeed indicators. The minimum speed at which directional control
can be maintained under a very specific set of circumstances outlined in 14 CFR part 23,
Airworthiness Standards. Under the small airplane certification regulations currently in
effect, the flight test pilot must be able to (1) stop the turn that results when the critical
engine is suddenly made inoperative within 20° of the original heading, using maximum
rudder deflection and a maximum of 5° bank, and (2) thereafter, maintain straight flight
with not more than a 5° bank. There is no requirement in this determination that the
airplane be capable of climbing at this airspeed. VMC only addresses directional control.
Further discussion of VMC as determined during airplane certification and demonstrated
in pilot training follows in minimum control airspeed (VMC) demonstration. [Figure 12-1]
Figure 12-1. Airspeed indicator markings for a multiengine airplane. Unless otherwise
noted, when V speeds are given in the AFM/POH, they apply to sea level, standard day
conditions at maximum takeoff weight. Performance speeds vary with aircraft weight,
configuration, and atmospheric conditions. The speeds may be stated in statute miles per
hour (m.p.h.) or knots (kts), and they may be given as calibrated airspeeds (CAS) or
indicated airspeeds (IAS). As a general rule, the newer AFM/POHs show V speeds in
knots indicated airspeed (KIAS). Some V speeds are also stated in knots calibrated
airspeed (KCAS) to meet certain regulatory requirements. Whenever available, pilots
should operate the airplane from published indicated airspeeds. With regard to climb
performance, the multiengine airplane, particularly in the takeoff or landing configuration,
may be considered to be a single-engine airplane with its powerplant divided into two
units. There is nothing in 14 CFR part 23 that requires a multiengine airplane to maintain
altitude while in the takeoff or landing configuration with one engine inoperative. In fact,
many twins are not required to do this in any configuration, even at sea level. The current
14 CFR part 23 single-engine climb performance requirements for reciprocating engine
powered multiengine airplanes are as follows.
• More than 6,000 pounds maximum weight and/or VSO more than 61 knots: the single
engine rate of climb in feet per minute (f.p.m.) at 5,000 feet MSL must be equal to at least
.027 VSO
2. For airplanes type certificated February 4, 1991, or thereafter, the climb requirement is
expressed in terms of a climb gradient, 1.5 percent. The climb gradient is not a direct
equivalent of the .027 VSO 2 formula. Do not confuse the date of type certification with
the airplane’s model year. The type certification basis of many multiengine airplanes dates
back to CAR 3 (the Civil Aviation Regulations, forerunner of today’s Code of Federal
Regulations).
• 6,000 pounds or less maximum weight and VSO 61 knots or less: the single-engine rate
of climb at 5,000 feet MSL must simply be determined. The rate of climb could be a
negative number. There is no requirement for a single-engine positive rate of climb at
5,000 feet or any other altitude. For light-twins type certificated February 4, 1991, or
thereafter, the singleengine climb gradient (positive or negative) is simply determined.
Rate of climb is the altitude gain per unit of time, while climb gradient is the actual
measure of altitude gained per 100 feet of horizontal travel, expressed as a percentage.
An altitude gain of 1.5 feet per 100 feet of travel (or 15 feet per 1,000, or 150 feet per
10,000) is a climb gradient of 1.5 percent. There is a dramatic performance loss associated
with the loss of an engine, particularly just after takeoff. Any airplane’s climb performance
is a function of thrust horsepower which is in excess of that required for level flight. In a
hypothetical twin with each engine producing 200 thrust horsepower, assume that the total
level-flight thrust horsepower required is 175. In this situation, the airplane would
ordinarily have a reserve of 225 thrust horsepower available for climb. Loss of one engine
would leave only 25 (200 minus 175) thrust horsepower available for climb, a drastic
reduction. Sea level rate-of-climb performance losses of at least 80 to 90 percent, even
under ideal circumstances, are typical for multiengine airplanes in OEI flight.
• Accelerate-stop distance is the runway length required to accelerate to a specified speed

(either VR or VLOF, as specified by the manufacturer), experience an engine failure, and
bring the airplane to a complete stop.
• Accelerate-go distance is the horizontal distance required to continue the takeoff and
climb to 50 feet, assuming an engine failure at VR or VLOF, as specified by the
manufacturer.
• Climb gradient is a slope most frequently expressed in terms of altitude gain per 100 feet
of horizontal distance, whereupon it is stated as a percentage. A 1.5 percent climb gradient
is an altitude gain of one and one-half feet per 100 feet of horizontal travel. Climb gradient
may also be expressed as a function of altitude gain per nautical mile, or as a ratio of the
horizontal distance to the vertical distance (50:1, for example). Unlike rate of climb, climb
gradient is affected by wind. Climb gradient is improved with a headwind component, and
reduced with a tailwind component.
• The all-engine service ceiling of multiengine airplanes is the highest altitude at which the
airplane can maintain a steady rate of climb of 100 f.p.m. with both engines operating. The
airplane has reached its absolute ceiling when climb is no longer possible.
• The single-engine service ceiling is reached when the multiengine airplane can no longer
maintain a 50 f.p.m. rate of climb with one engine inoperative, and its single-engine
absolute ceiling when climb is no longer possible.
Heater
Let’s see what

keeps us warm
in those twins.

Heater
The Combustion heater has two major manufacturers. They are Janitrol and Southwind. We will discuss
Janitrol since that is the type that the Seminole, Seneca, Navajo and most light twins use for their heating
and defogging (defrosting is the term found in most POH’s). On this type system, air is collected through
an intake vent and routed to the intake side of the heater. This air is routed over a sealed combustion
chamber where the ambient air collects heat from this chamber which is then routed to the heating
manifold and from there to the heating and defroster (defogging) vents. This heating tube has its own
inlet air that when introduced to the combustion chamber has fuel and ignition introduced that causes a
controlled flame. This combustion chamber carbon emission air is then exhausted outboard through a
small exhaust tube. This system incorporates a failsafe solenoid that will not allow the introduction of
fuel without the prior introduction of ignition.
Seminole Seneca Navajo

Janitrol Heater Nose section Aft fuselage Nose section
Ambient Ram Air Inlet Nose around landing light Bottom of vertical stabilizer Right side of nose
Combustion Air Inlet Right side of nose Right side of fuselage (aft of Right side of nose
passenger compartment)
Exhaust Gas Exit Tube Lower right hand side of nose Aft Center of aircraft belly Lower right side of nose
Fuel Source .5 to 1 gal / hour left tank .5 – 1 gal/hour left tank .5 – 1 gal/hour right tank
In addition you will find one or two small tubes protruding from the area of the heater and they are to
allow excess fuel to vent into the ambient air stream.
To avoid overheating and damaging the Janitrol heater you must: during flight - turn off the heater and
then leave the air intake open for a minimum of 15 SECONDS or on the ground - turn the position
switch to FAN with air intake OPEN for a minimum of 2 MINUTES to cool down the system. A good
practice is when selecting gear down (on your last landing) select the heater to the FAN position and
leaving it that way until the parking checklist instructs you to turn it off. Should you overheat this system,
it has incorporated a failsafe electrical popout valve that will not allow the heater to be operated until the
reset has been pushed. This is located on the heater next to the ignition system and is typically a
maintenance function. The control panel for the Seneca is between the pilot seats while the Seminole,
and Navajo are located on the right side of the instrument panel.
The advantage of the Combustion Heater system is that it allows better heating than the Exhaust Manifold
type. The disadvantage is that is a separate system that uses fuel, is more complex and requires
maintenance, and has mandated overhaul times (TBO). In addition it adds to the weight of the aircraft
and still has (although lower) a risk of carbon monoxide infiltration.
NOTE: It is important to study the POH for your particular aircraft for the operation of the heater. Of one
major importance is to ensure the air inlet valve is open prior to selecting the heater to the ON position.
Excerpt taken from the Aeronautical Information Manual (AIM):

8-1-4. Carbon Monoxide Poisoning in Flight
a. Carbon monoxide is a colorless, odorless, and tasteless gas contained in exhaust fumes. When
breathed even in minute quantities over a period of time, it can significantly reduce the ability of the
blood to carry oxygen. Consequently, effects of hypoxia occur.

b. Most heaters in light aircraft work by air flowing over the manifold. Use of these heaters while exhaust
fumes are escaping through manifold cracks and seals is responsible every year for several nonfatal and
fatal aircraft accidents from carbon monoxide poisoning.
c. A pilot who detects the odor of exhaust or experiences symptoms of headache, drowsiness, or dizziness
while using the heater should suspect carbon monoxide poisoning, and immediately shut off the heater
and open air vents. If symptoms are severe or continue after landing, medical treatment should be sought.

AC 20-32B - Carbon Monoxide (CO) Contamination in Aircraft Detection and Prevention
AC 91-13C - Cold Weather Operation of Aircraft

Information Sheet Seminole (PA44-180)
Engine: Two Lycoming - Left O-360-E1A6D Right – LO-360-E1A6D

180 HP @ 2700 RPM horizontally Opposed 360 cu. in, 4 cylinder, direct drive, air
cooled, normally aspirated. The L in front of the Right engine Designation is for Left
hand rotation. (Counter-rotating).
Propeller – Hartzell, constant speed, hydraulically actuated by engine oil, full feathering
Pitch Setting: High 79° - 81°, Low 12.4° ± 0.2°, at 30" station:
will not provide sufficient cooling. Hortman oil quantity is between 4.5 to 5.5 qts to
provide sufficient cooling without excessive blow-by.
Total fuel 110 gal. usable fuel 108 gal, 2 nacelle tanks, 2 gal. unusable to collect
sediment, 2 drains to get rid of sediments & water
Fuel Consumption, leaned, in cruise approximately 23 GPH (11.5 each engine)
Electrical: 14-volt system, two 60 AMP alternators, 12 volt 35 AMP battery (Battery located in the
nose cone). The Piper External Power receptacle is located on the lower left side of the
nose section. See POH for procedures.
the baggage compartment.
1. Gear up and power below approximately 14” MP (By throttle position)
2. Gear selector UP and wing flaps are extended to 2nd or 3rd notch.
3. Gear selector switch up while on the ground

Baggage 200 #
Speeds:
VSO 55 KIAS Bottom of white arc VFE 111 KIAS Top of white arc
VS 57 KIAS Bottom of green arc Vlo 109 KIAS Retract
VR 75-80 KIAS Rotation 140 KIAS Extension
VX 82 KIAS Vle 140 KIAS Extended
Vxse 82 KIAS VA 135 KIAS Max Gross Weight
VY 88 KIAS 112 KIAS @ 2700# G.W.
Vyse 88 KIAS Blue radial line VNO 169 KIAS Bottom of yellow arc
Cruise climb 110 - 115 KIAS, Use this speed! VNE 202 KIAS Red radial line
(Terrain permitting) Vmca 56 KIAS Red radial line
Max Demonstrated Crosswind 17 KIAS

Preflight Checklist Seminole (PA44-180)
1 CABIN
 Ignition Switches (4 each) Off
 Flaps Extended
 Propeller Levers Full Forward (Low Pitch, High RPM)
 Carb Heat Levers OFF/Cold
 Cowl Flap Levers Open
 Flaps Extended
 Fuel Levers ON

 Fuel Sumps Drain/check for contamination/proper grade. Refer to appendix I
page 5.
3 EMPENNAGE
5 LEFT WING
 Tiedown Removed
 Fuel Pump Check for leaks
 Cowl Flap Check for condition and Security
inflation approx. 2.6”, wheel well free of any foreign objects, no
hydraulic leaks, condition of squat switches and associated wiring.


6 NOSE
 Heater (Htr) Intake Unobstructed
 Landing Light Secure/undamaged
 Htr Fuel Pump Overflow Drain Unobstructed
 Heater Exhaust Unobstructed
 Combustion Blower Inlet Unobstructed
 Avionics Cooling Scoop Unobstructed
7 RIGHT WING
 Fuel Pump Check for leaks
 Engine Oil Dipstick 4.5-5.5 Quarts, thumb tightened!
 Tiedown Removed
inflation approx. 2.6”, wheel well free of any foreign
objects, no hydraulic leaks, condition of squat switches and
associated wiring.
CLEAN WINDSHIELD! [Clean using clean, wet white paper towel and Pledge furniture polish (located in the
oil closet next to the instructor lounge), as necessary; Windex will destroy the windshield due to the fact that it
contains ammonia, which attacks Plexiglas.]
Note:

Checklist Seminole (PA44-180)
Before Starting 2. Throttle Smoothly Full
1. Preflight Complete (fuel, oil, general condition) 3. Rotation VR 75 KIAS
2. Your papers Certificates (pilot/med) 4. Gear - After positive rate
3. Aircraft papers A.R.O.W >50’ AGL <109 KIAS UP
4. Seat belts On 5. Climb Throttle 25”, Prop 2500 RPM
5. Brakes Set Cruise Flight
6. Circuit Breakers In 1. Throttle & Prop Set
7. Avionics Off 2. Mixture Lean as required
8. Cowl Flaps OPEN 3. Electric fuel pump Off (check pressure)
9. Carb Heat OFF 4. Cowl Flaps Set as required
10. Passenger brief Brief 5. Fuel Check
Starting Engine Before Normal Landing
1. Fuel Selector ON 1. Fuel Selectors ON
2. Propeller Full increase 2. Cowl Flaps Closed
3. Throttle ¼” Open 3. Mixture Rich
4. Master/Alt switchOn 4. Prop Forward
5. Gear Lights 3 GREEN 5. Gear 3 GREEN (below 140 KIAS)
6. Electric fuel pump On, check pressure then OFF 6. Flaps As required (VFE 111)
7. Magneto Switches On 7. Electric fuel pump On (check pressure)
8. Beacon On (all times), Night (position lights) 8. Approach 90 KIAS
9. Propeller Forward After Landing
10. Mixture Rich 1. Landing light Off
11. Primer As required 2. Strobes ON (As required at night)
12. “CLEAR PROP” 3. Fuel pump Off
13. Starter Engage 4. Flaps Up
14. Throttle Set 800-1000 RPM 5. Trim Reset
15. Oil pressure Green 6. Timer Reset
16. Alternator Check sufficient 7. Pulse & Strobe (if equip) OFF
17. Gyro Suction Check 8. Cowl Flaps Open
18. Repeat items 6 through 17 for second engine 9. Heater Fan (2 mins on ground)
19. Main Avionics master On (night/interior lights) Shut Down
20. Circuit breakers/fuses Check 1. Radio master Off
21. Set radios ATIS/Ground 2. Electrical equipment Off (beacon on/position lights on at night)
Taxi Out 3. Mixture Idle cut off
1. Brakes Check operation 4. Magnetos (after engines stop) Off
2. Gyros Small turns check flight instruments 5. Master/Alt Off
Engine Run Up 6. Aircraft Chock/Tie down
1. Aircraft Into the wind (brakes set) V Speeds
2. Mixtures Rich Vso 55 KIAS Venr 110-115 KIAS
3. Propellers Forward Vmca 56 KIAS Vfe 111 KIAS
4. Throttle Set 2000 RPM Vs 57KIAS Vlo Retract 109 KIAS Vle 140 KIAS
5. Annunciators Test/Lights Out
6. Magnetos Check drop (175 RPM max/ ∆50 RPM)
Vr 75-80 KIAS Va 135 KIAS Max gross wt.
7. Carb Heat Check Vx / Vxse 82 KIAS Vno 169 KIAS
8. Prop controls Check Governor (prop handle to1900 Vy / Vyse 88 KIAS Vne 202 KIAS
RPM then increase throttle handle 1 inch MP) Frequencies
9. Throttle 1500 RPM Props Full Forward ATIS GROUND TOWER VOR APP
10. Prop Controls Check Feather (max 500RPM drop) ABE 126.975 121.9 120.5 117.5 124.45
11. Prop Controls Full Forward LNS 125.675 121.8 120.9 117.3 126.45
12. Alternators Check 121.15 121.7 126.9 112.0 123.8
PNE
13. Gyros 4.8 – 5.2 in. Hg. No red dots
14. Throttle Set 800-1000 RPM
RDG 127.1 121.9 119.9 ----- 125.15
15. Engine instrumentation Check SBY 118.32 123.77 119.425 111.2 127.95
Before Takeoff TTN 126.775 121.9 120.7 108.2 123.8
1. Fuel Both on WWD 118.275 122.7 122.7 114.8 124.6
2. Trim Set to take off Lost Communications (Light Signals)
3. Flaps Check/set Color Type & Signal On The Ground In Flight
4. Cowl Flaps Open
5. Primers Locked Steady Green Cleared for Takeoff Cleared to Land
6. Mixture Rich
7. Propeller Forward Return For landing (to
8. Engine instrumentation Check Flashing Green Cleared to Taxi be followed by a
9. Electric fuel pump On (check pressure) Steady Green)
10. Flight instrumentation Set & check
11. Controls Check freedom Give way to other
12. Door Latched Steady Red Stop aircraft and continue
13. Transponder Mode C (VFR/Squawk) circling
14. Radio Set Tower/CTAF Taxi clear of runway Airport unsafe – DO
15. Pulse & Strobe (if equip) ON Flashing Red
in use NOT LAND
16. Pitot Heat As required
Flashing White Return to starting point Not applicable
Normal Take Off / Climb Out Alt. Red & Green General Warning – Use extreme caution
1. Timer Start
*For all other non-normal procedures refer to the POH.

STANDARDIZED MANEUVERS
SEMINOLE PA44-180
TAKEOFF
Mixtures Rich
Props Full Forward
Throttles Full Forward
Rotate 75KIAS
Gear UP — when positive rate of climb >50’ AGL and below 109 KIAS
CLIMB (above 500’ AGL)

Throttles 25” Note:
Props 2500RPM See Standardized maneuvers for short field
Mixtures Lean as required takeoff and landing, crosswind takeoff and
landing, and go arounds procedures.
TRAINING CRUISE
Throttles 21” MP
Props 2400 RPM
Mixtures Lean as required
Cowl Flaps Closed (check cylinder head temps)
Fuel Pumps Off one at a time, verify pressure.
(For cross country cruise power settings refer to POH, performance charts)
CRUISE DESCENT
Fuel Pumps ON
Throttles 17” MP
Props 2400 RPM
Mixtures Enrich as required
TRAFFIC PATTERN
Fuel Pumps ON
Mixtures Rich
Throttles 17” (approx 120 KIAS on downwind)
Props 2400 RPM
Gear Down midfield downwind (Check below 140 KIAS)
Throttles 14” at the descent point (abeam the end of runway)
Flaps 10 degrees (verify below 111 KIAS) trim 100 - 105 KIAS
Flaps 25 degrees on base, trim 95 - 100 KIAS
Flaps 40 degrees on final, trim 90 - 95 KIAS
Final Check Mixture Rich
Props Forward
Three Green (landing gear lights)
Maintain 88 KIAS (Blue Line) minimum until field is made

GO AROUND
Mixtures Rich
Props Full forward
Throttles Full forward
Flaps 25 degrees
Gear UP (after verifying positive rate of climb >50’ AGL and below 109 KIAS)
Flaps, Flaps 10 degrees, then up
Cowl Flaps Open / As required (check cylinder head temps)
SLOW FLIGHT
Clearing turns Two 90 degree turns
Establish Heading and altitude
Throttles 17”
Gear Down below 140 KIAS, “three green”
Flaps Below 111 KIAS, down to 40 degrees
Mixtures Rich
Props Full forward
Verify Gear “Three Green”
Cowl Flaps Open if OAT higher than 60 degrees Far.
Throttles As required to maintain 75 KIAS while holding Heading and altitude.
RECOVERY FROM SLOW FLIGHT

Mixtures Rich
Props Full forward
Flaps 25 degrees
Gear Up (verify below 109 KIAS)
Flaps 10 degrees, then up
Cruise Check:
Throttles 21”
Props 2400 RPM
Mixtures Leaned as required
Fuel Pumps Off
Cowl Flaps Closed
POWER OFF STALL (APPROACH TO LANDING STALL)

Fuel Pumps ON
Throttles 17”
Gear Down Below 140 KIAS
Flaps Below 111 KIAS, down to 40 degrees
Cowl Flaps Open if OAT is above 60 degrees Far.
Throttles 14”
Establish Stabilized Descent
1. Mixtures Rich (GUMPS)
2. Props Full forward (GUMPS)
3. Verify “Three Green” (GUMPS)
Pitch Slowly increase to induce a stall

RECOVERY FROM POWER OFF STALL (APPROACH TO LANDING STALL)
Pitch Lower
Mixtures Rich
Props Full Forward
Throttles Full Forward
Flaps 25 degrees
Cruise Check:
Throttles 21”
Props 2400 RPM
Fuel Pumps Off
Cowl Flaps Closed
POWER ON STALL (DEPARTURE STALL)

Power 65% (as opposed to full power)
Fuel Pumps ON
Throttles 21”
Props 2400 RPM
Gear Down (below 140 KIAS, 3 green)
Mixtures Rich
Flaps 0 degrees
Pitch Slowly increase to induce stall
RECOVERY FROM POWER ON STALL (DEPARTURE STALL)

Pitch Down to horizon
Mixtures Rich
Props Full forward
Flaps Verify 25 degrees or less
Gear Verify positive rate of climb >50’ AGL and below 109 KIAS and retract
Flaps Verify 10 degrees, then 0 degrees
Cruise Check:
Throttles 21”
Props 2400 RPM
Fuel Pumps Off
Cowl Flaps Closed

ENGINE FAILURES:
Step #1 - FLY THE AIRPLANE:
Wings Level, ball centered, pitch for blue line. (see note below)
Step #2 - GUARANTEE THAT YOU HAVE FULL POWER GOING TO THE OPERATING ENGINE:
Mixtures, Props, Throttles, ALL full forward (PA34-T200 39” MP +/-1 – do not exceed 40”)
Ensure aircraft is clean i.e. Flaps (25º), Gear (up), Flaps (10º), Flaps (up or as specified)
Step #3 - IDENTIFY, THEN VERIFY THE INOPERATIVE ENGINE:
Identify Dead foot, dead engine (slap dead leg call out dead engine)
Verify Close the throttle on the inoperative engine. (No Loss of power you have the
correct engine)
Verify Mixture Idle Cutoff (No Loss of power you have the correct engine)
Step #4 - FIX OR FEATHER:
Immediately after takeoff, or at a low altitude you must feather right away.
If you are at a safe altitude and have time then you may attempt to “fix”
That is troubleshoot the problem, e.g., fuel selectors on, fuel pumps on,
Mixtures rich, check the magnetos etc.
If decision is to feather is made,:
Throttle dead (inoperative) engine closed*
Mixture dead (inoperative) engine idle cutoff
Propeller dead (inoperative) engine feather
*with throttle at full closed position, landing gear warning horn will be activated. It will be necessary to
increase the throttle position on the dead (inoperative) engine far enough to make contact with the micro
switch to deactivate the horn so as not to create distractions in the cockpit.
Manage power on operating engine so as to not exceed its limitations.

Throttle operative engine as required
Mixture operative engine lean as required
Propeller operative engine 2400 RPM
Cowl flap operative engine as required per cylinder head temperature
Cowl flap dead (inoperative) engine closed
Fuel management as required to maintain aircraft’s lateral balance
Note:
When an engine is initially lost we may not know which engine is inoperative. Therefore we suggest
“wings level, ball centered”. After identifying and verifying the inoperative engine better performance
may be obtained by banking slightly (no more than 5 degrees) into the operating engine, and the ball
showing half displacement toward the operating engine.

ENGINE FAILURE
At first indication of loss of directional control, level the wings and center the ball
Maintain Heading and altitude

Pitch For Blue line or higher airspeed
Mixtures Rich
Props Full forward
Gear Verify level flight or climb then UP
Flaps Verify 10 degree, then 0 degree
IDENTIFY “Dead foot dead engine”, slap dead leg call out dead engine
VERIFY Call out dead engine and retard dead throttle
FIX or FEATHER
If at a safe altitude (3000’) try to FIX. Verify fuel selector on, Electric fuel pump
on, Mags on. If unsuccessful then Feather and secure dead engine.
TO FEATHER DEAD ENGINE
Mixture Call out engine # and then cut off (this is to further verify dead Engine)
Prop Call engine # and feather
Cowl Flap Dead engine closed
Take care of operating engine:

Throttle Reduce to maintain 120 KIAS or greater if possible but NEVER <VYSE (Blue
line). Note: Whenever possible throttle should be set to less than maximum takeoff thrust to
place less strain on the operating engine and airspeed considerably greater than Vyse
(terrain/altitude permitting) to provide optimum engine cooling.
Prop 2400 RPM
Mixture As Required
Cowl Flap Open
Review Shut down check list
NOTE: Prior to an engine restart, the above procedures are generic to multi engine
aircraft. Please refer to the specific aircraft POH/AFM for procedures guidance
limitation etc.
ENGINE AIR RESTART
Review restart check list in POH

CRITICAL ENGINE
The “critical engine” is the one whose loss would most adversely affect aircraft performance and handling
characteristics.
The “critical engine” on most U.S. built light twins is the left engine.
The Seminole has no critical engine because it has counter rotating props, each engine is as critical as the
other. See 14 CFR Part 1.1 for critical engine definition,
Vyse – Blue Line

Definition:
Vyse is the best single engine rate of climb speed and is marked on the airspeed indicator by the blue
radial line. Vyse is 88 KIAS in the Seminole.
Under certain conditions, such as high density altitude Vyse may not produce a climb rate at all, but will
Guarantee the minimum sink rate. For aircraft under a max gross weight of 6,000 pounds or less (CFR14
Part 23.149) and Vso >61KIAS (14 CFR Part 23.67) Vyse guarantees minimum rate of descent.
Vmc – Lower Red Radial Line

Definition:
Vmc is identified by the lower red radial on the airspeed indicator and is 56 KIAS in the Seminole. It is
the minimum controllable airspeed necessary in order to maintain directional control of the airplane,
should one engine suddenly fail, and continue to windmill, the operating engine:
Be developing full Takeoff power
At sea level
Flaps in takeoff position
Landing gear retracted
At Max gross weight
Full aft c.g.
For complete information refer to CFR 14 Part 23.149.
Vmc DEMONSTRATION

Fuel Pumps ON
Throttle Both engines to 17” hold altitude
Select One engine and throttle to idle
Mixtures Rich
Slow Adjust operating engine to establish 88 KIAS (Blue line)
Pitch At this point slowly begin to pitch up
Throttle Operating engine to full power
Maintain heading, max 3 degree bank into operating engine until first sign of loss of directional control,
the first indication of a stall or upon reaching red line.
Vmc RECOVERY
Throttle Operating engine retard
Pitch Down

Airspeed Regain Vyse 88 KIAS, and regain directional control
Throttle Operating engine increase to 17”
AFTER Vmc and Vmc RECOVERY RETURN TO CRUISE SPEED BY:

Throttle Inop engine advance to 17” (warm for 1 minute)
Throttle Both throttles advance to 21”
Props 2400 RPM
Mixtures Leaned
Fuel Pumps Off – One at a time, verify fuel pressure
Cowl flaps Closed
DRAG DEMONSTRATION
Throttles Both engines to 16”
Throttle One engine to 11.5” / 2000 RPM, this simulates feather or 0 thrust
Throttle Operating engine, adjust to maintain altitude at Vyse
Gear Verify below 140 KIAS then DOWN
Pitch Adjust to maintain Vyse and note VSI
Flaps 10 degrees, maintain Vyse and note VSI
Throttle Dead engine to windmilling (prop full fwd, throttle closed)
Pitch Maintain Vyse and note VSI
RECOVERY FROM DRAG DEMONSTRATION

Refer to cruise check list
APPROACH POWER SETTINGS BOTH ENGINES OPERATING

Vectors to FAF 17” ± or as required – Landing Checklist
At the FAF Gear down, pitch down
At MDA 21” (21” instead of 17” due to gear being down)
ONE ENGINE OPERATING - STRAIGHT IN APPROACH

At MDA 25” (due to gear being down)
ONE ENGINE OPERATING - CIRCLE TO LAND

Vectors to FAF 22” ± or as required – Landing Checklist (except for gear)
At the FAF 17” ± or as required pitch down, Gear stays UP!
At MDA 22”
Abeam Touchdown Gear down, pitch down - Landing Checklist


AIRCRAFT.
indicator problem.
Declare emergency
will likely occur.
on a paved runway.
reviewed routinly.

Traffic Pattern PA44-180

Use any prominent
reference point off
nose to align with
runway centerline.
Scan for traffic
Scan for traffic
Pattern altitude
1000’ AGL
21” MP 2400 RPM (PA44)
500’ AGL
21” MP 2300 RPM (PA34)
25” MP, 2500 RPM (PA44)
TRIM!
Scan for traffic 31” MP, 2500 RPM (PA34)
Scan for traffic
Pos. Rate of Climb

Gear UP (Vlo 109 KIAS) (PA44)
Pre-land check Climb 110-115 KIAS
Fuel Pump ON (PA44) / N/A (PA34)
81
Carb Heat/Alt. Air as required
Mixture RICH
Below Vle 140 KIAS (PA44)
129 KIAS (PA34)
Gear Down - Verify 3 GREEN
Scan for traffic
80 - 85 KIAS
Rotate 5° – 7°
TRIM!
*1
Power 14” M.P.

Below Vfe 111 KIAS (PA44) Takeoff
36 Full RPM Full M.P. (PA44)
Below Vfe 138 KIAS (PA34)
1 Notch Flaps Full RPM 25” then 36” M.P. (PA34)
TRIM 100-105 KIAS
Pitch down
Scan for traffic
TRIM 90 KIAS
Adjust power
Fence: 3 GREEN!
3rd notch Flaps

Flow Check:
1 Mixture RICH
45°from end of runway, turn base. 2 Prop HIGH
2nd Notch of flaps <121 KIAS (PA34) 3 in the GREEN
Trim 90 - 95 KIAS
High/Low decision
Adjust power 15” M.P. On Roll out:
Scan for traffic *1 On touch and go procedures CFI
Scan for traffic will verify and retract flaps

** Check trim!
Take off

Anti-Ice / De-Ice
Shall we take a look

at the Anti-Ice/De-
Ice systems on the
Seneca?

Anti-Ice / De-Ice
There are 4 basic types of de-ice and anti-ice systems. 1) The Hot Wing type and 2) The Weeping Wing
type, the Electric type, and the Pneumatic Boot type. The hot wing type is typically found on medium
sized jets i.e. Citation XL, Gulfstream, Lear Jet, etc. and Transport Category aircraft i.e. Boeing 737-747,
MD 80 through MD 11, etc. This system uses bleed air that is tapped from the compressor section of the
engine and routed through sleeved tubes to provide hot air to engine cowl inlets, wing and horizontal stab
leading edges. This system can either be used as an anti-ice system being turned on prior to entry into
icing conditions or as a deice system to remove ice if you have already encountered icing conditions. The
advantage of this system is the dual usage (de-ice / anti-ice), efficiency, and reliability. The disadvantage
is the cost in materials associated with the leading edges, plumbing, and maintenance.
The Weeping Wing type is typically found on aftermarket installations, some light aircraft i.e. Mooney,
and some light to medium sized corporate aircraft i.e. CE-550-S2, and some Hawker models, etc. This
system uses the de-icing fluid that is pumped through tubes to the wing and horizontal stab leading edges
and through tiny holes in the leading edges. These holes allow the fluid to continuously weep across the
leading edge and on top of the wing keeping the wing free of ice. This type of system is primarily an anti-
icing system. The advantage to this system relative simplicity, and efficiency. The disadvantages of this
system are the weight penalty associated with carrying the de-icing fluid on board and the limited duration
of the fluid. In addition, this fluid tends to creep into crevices tracking the moisture with it causing
potential corrosion problems.
The Electric type has thermal heating pads affixed to the wing and horizontal stab leading edges. This
application can be used as a de-ice or anti-ice system. These systems can be found on some light aircraft
and on the inboard wing leading edges of some Citations i.e. CE500- CE550 and on various other aircraft.
The advantage of this system is its relative simplicity, light weight and efficiency. The disadvantage to
this system is the large electrical load required to operate this system.
The Pneumatic Boot type is typically found on light general aviation aircraft i.e. PA34, PA31, CE 310,
BE 58 etc, small to medium corporate turbo props and jets i.e. PA 42 720, BE 350, CE 500 – 560, etc.,
and older transport type i.e. DC3, DC 6/7, Constellation, etc. Pneumatic de-ice boots (Rubber) are affixed
to the wing, Vertical stab and horizontal stab leading edges. On most applications this system is divided
onto two subsystems, 1) wings, 2) Tail section to include vertical stab. When the system is selected on
through a momentary switch electrically activated valves will port pneumatic pressure to the sub-system
inflating the boots a specified amount of time before applying vacuum and deflating the boots, before
repeating the process to the other subsystems. On most aircraft the pneumatic pressure is provided by
engine driven pressure/vacuum pump(s) (similar in operation but not in size to those pumps found on
most single engine light aircraft. On those aircraft the pump(s) provide vacuum pressure only to the flight
instruments i.e. AI/HI and on some installations the auto pilot) that provide pressure and vacuum to the
de-ice system as well as the flight instruments i.e. AI/HI and on some installations the auto pilot. This
system is strictly a de-ice system and primarily should be used in only trace to light icing conditions. The
advantage of this system is simplicity in both design and usage and relatively light in weight. In light to
trace icing it is relatively efficient. The disadvantages are maintenance of the boots and vacuum system,
cost to replace boots and pressure/vacuum pump(s). In addition it is relatively inefficient in moderate to
severe icing. (See the accompanying propeller governor diagrams) It is very important to follow the
procedures outlined in the POH and Advisory Circulars.
In addition to the pneumatic de-ice system the Seneca and Navajo also use an electric de-icing / anti
icing system. An electrical prop de-ice system is used on the propellers to heat pads bonded to the

inboard leading edge of the propellers. These pads are further divided into inboard and outboard sections
and through a timer system, when the prop de-ice switch is selected ON, will heat all inboard boots on
one propeller followed by all inboard boots followed b all outboard boots on the first propeller followed
by all outboard boots on the second propeller. This process continues until the system is selected OFF
Switch. There is an electrically heated glass panel attached to the exterior of the nose of the aircraft.
This panel lays flat against the pilot’s windshield to provide a small viewing area during critical phases of
flight such as approach and landing. In addition there are two heated lift detectors, two heated stall
warning tabs and a heated Pitot head on the left wing. These systems should be considered and used as
anti-ice systems. All electrical anti ice / de-ice systems should be tested minimally on the ground to
ensure their operation however not long enough to cause overheating the systems. It is very important to
follow the procedures outlined in the POH and Advisory Circulars.
Icing –
Clear Ice: smooth sheet of solid ice. Comes from large drops of water as in rain or in cumuliform clouds.
Clear ice is hard, heavy, and hard to remove. (Clear ice is usually associated with freezing rain.
CAUTION: May continue to form aft of de-ice boots! This should be considered as the MOST
dangerous form of in-flight icing. CAUTION: Pilots should do everything in their abilities to remain
clear of or exit these conditions as soon as possible. A climb in these conditions may be warranted to try
to reach warmer air above (caused by temperature inversion)
Rime Ice: Rough grainy air trapped in the ice. Rime ice comes from small drops or drizzle found in
stratus clouds. Light, brittle, more easily removed but irregular shape decreases aerodynamics.
Freezing Rain: supercooled water droplets that freeze on impact and create the most rapid buildup of ice.
Climb to get out of it.
The following is taken from the 2009 Aeronautical Information Manual

7-1-21. PIREPs Relating to Airframe Icing
a. The effects of ice on aircraft are cumulative thrust is reduced, drag increases, lift lessens, and weight
increases. The results are an increase in stall speed and a deterioration of aircraft performance. In extreme
cases, 2 to 3 inches of ice can form on the leading edge of the airfoil in less than 5 minutes. It takes but
1/2 inch of ice to reduce the lifting power of some aircraft by 50 percent and increases the frictional drag
by an equal percentage.
b. A pilot can expect icing when flying in visible precipitation, such as rain or cloud droplets, and the
temperature is between +02 and -10 degrees Celsius. When icing is detected, a pilot should do one of two
things, particularly if the aircraft is not equipped with deicing equipment; get out of the area of
precipitation; or go to an altitude where the temperature is above freezing. This “warmer” altitude may
not always be a lower altitude. Proper preflight action includes obtaining information on the freezing level
and the above freezing levels in precipitation areas. Report icing to ATC, and if operating IFR, request
new routing or altitude if icing will be a hazard. Be sure to give the type of aircraft to ATC when
reporting icing.

The following describes how to report icing conditions.
1. Trace. Ice becomes perceptible. Rate of accumulation slightly greater than sublimation. Deicing/anti-
icing equipment is not utilized unless encountered for an extended period of time (over 1-hour).
2. Light. The rate of accumulation may create a problem if flight is prolonged in this environment (over 1
hour). Occasional use of deicing/anti-icing equipment removes/prevents accumulation. It does
not present a problem if the deicing/anti-icing equipment is used.
3. Moderate. The rate of accumulation is such that even short encounters become potentially hazardous
and use of deicing/anti-icing equipment or flight diversion is necessary.
4. Severe. The rate of accumulation is such that deicing/anti‐icing equipment fails to reduce or control the
hazard. Immediate flight diversion is necessary.
EXAMPLE: Pilot report: give aircraft identification, location, time_(UTC), intensity of type, altitude/FL,
aircraft type, indicated air speed (IAS), and outside air temperature_(OAT).
NOTE-
1. Rime ice. Rough, milky, opaque ice formed by the instantaneous freezing of small supercooled water
droplets.
2. Clear ice. A glossy, clear, or translucent ice formed by the relatively slow freezing of large supercooled
water droplets.
3. The OAT should be requested by the AFSS/FSS or ATC if not included in the PIREP.
7-1-22. Definitions of In-flight Icing Terms

See TBL 7-1-6, Icing Types, and TBL 7-1-7, Icing
Conditions.
TBL 7-1-6
Icing Types
Clear Ice See Glaze Ice.
Glaze Ice is sometimes clear and smooth, but usually containing some air pockets, which results in a
lumpy translucent appearance. Glaze ice results from supercooled drops/droplets striking a surface but not
freezing rapidly on contact. Glaze ice is denser, harder, and sometimes more transparent than rime ice.
Factors, which favor glaze formation, are those that favor slow dissipation of the heat of fusion (i.e., slight
supercooling and rapid accretion). With larger accretions, the ice shape typically includes “horns”
protruding from unprotected leading edge surfaces. It is the ice shape, rather than the clarity or color of
the ice, which is most likely to be accurately assessed from the cockpit. The terms “clear” and “glaze”
have been used for essentially the same type of ice accretion, although some reserve “clear” for thinner
accretions which lack horns and conform to the airfoil.
Intercycle Ice is ice which accumulates on a protected surface between actuation cycles of a deicing
system.
Known or Observed or Detected Ice Accretion
Actual ice observed visually to be on the aircraft by the flight crew or identified by on-board sensors.
Mixed Ice Simultaneous appearance or a combination of rime and glaze ice characteristics. Since the
clarity, color, and shape of the ice will be a mixture of rime and glaze characteristics, accurate
identification of mixed ice from the cockpit may be difficult.
Residual Ice is ice which remains on a protected surface immediately after the actuation of a deicing
system.
Rime Ice A rough, milky, opaque ice formed by the rapid freezing of supercooled drops/droplets after
they strike the aircraft. The rapid freezing results in air being trapped, giving the ice its opaque
appearance and making it porous and brittle. Rime ice typically accretes along the stagnation line of an
airfoil and is more regular in shape and conformal to the airfoil than glaze ice. It is the ice shape, rather
than the clarity or color of the ice, which is most likely to be accurately assessed from the cockpit.
Runback Ice is ice which forms from the freezing or refreezing of water leaving protected surfaces and
running back to unprotected surfaces.
Note-
Ice types are difficult for the pilot to discern and have uncertain effects on an airplane in flight. Ice type
definitions will be included in the AIM for use in the “Remarks” section of the PIREP and for use in
forecasting.
TBL 7-1-7
Icing Conditions
Appendix C Icing Conditions Appendix C (14 CFR, Part 25 and 29) is the certification icing condition
standard for approving ice protection provisions on aircraft. The conditions are specified in terms of
altitude, temperature, liquid water content (LWC), representative droplet size (mean effective drop
diameter [MED]), and cloud horizontal extent.
Forecast Icing Conditions Environmental conditions expected by a National Weather Service or an
FAA-approved weather provider to be conducive to the formation of in-flight icing on aircraft.
Freezing Drizzle (FZDZ) Drizzle is precipitation at ground level or aloft in the form of liquid water
drops which have diameters less than 0.5 mm and greater than 0.05 mm. Freezing drizzle is drizzle that
exists at air temperatures less than 0oC (supercooled), remains in liquid form, and freezes upon contact
with objects on the surface or airborne.
Freezing Precipitation Freezing precipitation is freezing rain or freezing drizzle falling through or
outside of visible cloud.
Freezing Rain (FZRA) Rain is precipitation at ground level or aloft in the form of liquid water drops
which have diameters greater than 0.5 mm. Freezing rain is rain that exists at air temperatures less than
0oC (supercooled), remains in liquid form, and freezes upon contact with objects on the ground or in the
air.
Icing in Cloud is icing occurring within visible cloud. Cloud droplets (diameter < 0.05 mm) will be
present; freezing drizzle and/or freezing rain may or may not be present.
Icing in Precipitation is icing occurring from an encounter with freezing precipitation, that is,
supercooled drops with diameters exceeding 0.05 mm, within or outside of visible cloud.
Known Icing Conditions Atmospheric conditions in which the formation of ice is observed or detected
in flight.
Note-
Because of the variability in space and time of atmospheric conditions, the existence of a report of
observed icing does not assure the presence or intensity of icing conditions at a later time, nor can a
report of no icing assure the absence of icing conditions at a later time.
Potential Icing Conditions Atmospheric icing conditions that are typically defined by airframe
manufacturers relative to temperature and visible moisture that may result in aircraft ice accretion on the
ground or in flight. The potential icing conditions are typically defined in the Airplane Flight Manual or
in the Airplane Operation Manual.
Supercooled Drizzle Drops (SCDD)
Synonymous with freezing drizzle aloft.
Supercooled Drops or /Droplets Water drops/droplets which remain unfrozen at temperatures below
0oC. Supercooled drops are found in clouds, freezing drizzle, and freezing rain in the atmosphere. These
drops may impinge and freeze after contact on aircraft surfaces.
Supercooled Large Drops (SLD) Liquid droplets with diameters greater than 0.05 mm at temperatures
less than 0ºC, i.e., freezing rain or freezing drizzle.

Seminole, Seneca, Navajo’s Pilots Operating Handbook Section 7

Jeppesen Commercial Instrument Manual part number JS314520-004
Jeppesen A&P Technician Power plant Textbook part number JS312694A
Aeronautical Information Manual (AIM)
AC 20-113 Pilot Precautions and Procedures to be taken in Preventing Aircraft Reciprocating Engine
Induction System and Fuel System Icing Problems
AC135-17 Pilot Guide - Small Aircraft Ground Deicing (pocket)
91-51A Effect of Icing on Aircraft Control and Airplane Deice and Anti-Ice Systems
91-74A Pilot Guide: Flight in Icing Conditions

Information Sheet Seneca (PA-34-200T)
Engine: Continental engine Left - TSIO-360EB Right – LTSIO-360EB
200HP @ 2575 RPM @ max manifold pressure – 40” Turbo Supercharged, fuel
Injected, horizontally Opposed 360 cu. in, 6 cylinder, direct drive, counter-rotating, air-
cooled. The L in front of the Right engine designation is for Left hand rotation.(Counter-
rotating)
Propeller – McCaulley 3 bladed constant speed, hydraulically actuated (by eng oil), full
feathering, Pitch setting: High 81.0° to 83.5°, Low 12.0° ± .2° at 30" station.
will not provide sufficient cooling. Hortman oil quantity is between 6.5 to 7.5 qts to
provide sufficient cooling without excessive blow-by.
Fuel: 100/130 (Green), 100 LL (Blue) 115/145 (Purple) (6#/gal)
Total fuel 128 gal. usable fuel 123 gal, 6 wing tanks - 3 each wing with 1 filler cap per
wing, 5 gal. unusable to collect sediment – 8 drains to get rid of sediments & water
Fuel Consumption, leaned, in cruise approximately 25 GPH (12.5 each engine)
Electrical: 14-volt system, 65 AMP alternator. 12 volt, 35 AMP battery. Battery located under floor
panel of nose baggage compartment. The optional Piper External Power receptacle is
located on the lower left side of the nose section. See POH for procedures.
the nose baggage compartment.
1. Gear up and power below 14” MP
2. Gear selector switch up while on the ground and throttle in retarded position
Max Landing 4342#
Zero Fuel Weight 4000#
Baggage: Forward 100#
Aft 100#
Approx useful load 1470 #, approximate payload with full fuel 720#
Speeds:
VSo 61 KIAS Bottom of white arc 129 KIAS Extension
VS 63 KIAS Bottom of green arc Vle 129 KIAS Extended
VR 71-80 KIAS Rotation VA 136 KIAS Max Gross Weight
VX 76 KIAS 121 KIAS @ 3068# G.W.
Vxse 78 KIAS VNO 163 KIAS Bottom of yellow arc
VY 89 KIAS VNE 195 KIAS Red radial line
Vyse 89 KIAS Blue radial line Vmca 66 KIAS Red radial line
Cruise climb 110 – 120 KIAS, Use this speed! Max Demonstrated Crosswind 17 KIAS
(Terrain permitting)
For additional technical information go to:
VFE 138 KIAS 10º http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeMo
121 KIAS 25º del.nsf/MainFrame
107 KIAS 40 º - Top of white arc and click on your make and model.
Vlo 107 KIAS Retract

Preflight Checklist Seneca (PA-34-200T)
1 CABIN
 Ignition Switches (4 each) Off
 Propeller Levers Full Forward (Low Pitch, High RPM)
 Alternate Air Levers Closed
 Cowl Flap Levers Open
 Flaps Extended
 Fuel Levers ON

 Combustion Blower Inlet Unobstructed
 Heater Exhaust Unobstructed (Located on belly)
3 EMPENNAGE
 Deice Boots Check for condition
 Fresh Air Inlet Unobstructed
 Heater Inlet Unobstructed
 Aft Passenger Door Closed/Secured/Latched (Verify top latch latched)

5 LEFT WING
 Upper & lower surfaces Free of ANY contamination/undamaged
 Landing Lights Secure, undamaged
 Fuel Tank & Filler Caps Full, gasket in good condition, secure. Ensure sufficient quantity.
 Fuel Sumps (3 each) Drain/check for contamination/proper grade. (3 drains 1 midwing, 1
Outboard of tie down ring, 1 just outboard of engine nacelle). Refer
to app. I page 4.
 Tiedown Removed
 Deice inspection light Secure, undamaged
 Deice Htr Pads Check for condition
 Engine Oil Dipstick 6.5-7.5 Qts, both stick & cap secure. (See a/c info page 56 this section)
6 NOSE
 Deice Plate Security and condition (if installed)
 OAT Gauge Secure, undamaged (if installed)
 Baggage Properly stowed & secured (ensure within wt & bal)
 Baggage Door Closed & properly latched. (Locked)
hydraulic leaks,
condition of squat switches and associated wiring.
 Avionics Cooling Scoop Unobstructed
 OAT Probe Secure, undamaged (if installed)

7 RIGHT WING
 Deice Htr Pads Check for condition
 Engine Oil Dipstick 6.5-7.5 Qts, both stick & cap secure. (See a/c info page 56 this section)
 Tiedown Removed
 Fuel Tank & Filler Caps Full, gasket in good condition, secure. Ensure sufficient quantity.
 Fuel Sumps (3 each) Drain/check for contamination/proper grade. (3 drains 1 midwing, 1
Outboard of tie down ring, 1 just outboard of engine nacelle). Refer
to app. I page 4.
8 CABIN
 Fuel Strainer Sump Drain Hold levers down minimum of 2 seconds. Ensure levers return to
neutral. (Drain
levers located behind copilots seat on aft wing spar. Actual drains
located on bottom of fuselage inboard of right flap.) Refer to app. I
page 4. Note: Visually verify fuel has stopped draining (by
exiting aircraft and looking at drain port)
CLEAN WINDSHIELD! [Clean using clean, wet white paper towel and Pledge furniture polish (located in the oil closet
next to the instructor lounge), as necessary; Windex will destroy the windshield due to the fact that it contains ammonia, which
attacks Plexiglas.]
Note:
Refer to appendix 1 page 4 Additional Aircraft Class Rating Course [Multi-Engine Land (MEL)] Pilot Certification
Course Training Course Outline Preflight Procedures

Checklist Seneca (PA-34-200T)
Before Starting 11. Aux Fuel Pumps OFF
1. Preflight Complete (fuel, oil, general condition) 12. Doors Latched
2. Your papers Certificates (pilot/med) 13. Transponder Mode C (VFR/Squawk)
3. Aircraft papers A.R.O.W 14. Radio Set Tower/CTAF
4. Seat belts On 15. Pulse & Strobe (if equip) ON
5. Brakes Set 16. Pitot Heat As required
6. Circuit Breakers In
7. Avionics Off Take Off / Climb Out
1. Timer Start
Starting Engine 2. Throttle 36” MP DO NOT OVERBOOST
1. Fuel Selectors ON 3. Rotation 80 KIAS
2. Trim Neutral 4. Gear - After positive rate
3. Cowl Flaps OPEN (>50’ AGL) UP
4. Alternate air Closed 5. Climb Throttle 31”, Prop 2500 RPM
5. Propeller Full increase
6. Master/Alt switchOn Cruise Flight
7. Gear Lights 3 GREEN 1. Throttle Set
8. Beacon On (all times), Night (position lights) 2. Propellers 2300 RPM
9. Mixture Rich 3. Mixture Lean as required
10. Throttle Open 1/8” 4. Cowl Flaps As Required
11. Magnetos ON 5. Engine Gauges Monitor
12. Primer button Hold for 3 – 7 sec. depending on temp
13. “CLEAR PROP” Before Landing
14. Starter Engage 1. Cowl Flaps CLOSED
15. Primer Button Tap as engine starts and continue until 2. Mixture Enrich with descent
1. engine smooth’s out 3. Throttles Decrease power 1”MP/min
16. Idle Set 800-1000 RPM 4. Fuel Selectors ON
17. Oil pressure Green 5. Aux Fuel Pumps OFF
18. Alternator Check sufficient 6. Gear Down (below 129 KIAS)
19. Gyro Suction Check 7. Flaps As required (VFE 107)
20. Repeat items 9 through 19 for second engine 8. Approach 97 base, 90 KIAS on final
21. Radio master On (night/interior lights)
22. Circuit breakers/fuses Check After Landing
23. Set radios ATIS/Ground 1. Cowl Flaps OPEN
24. Autopilot Test / OFF 2. Landing light Off
3. Alternate air Closed
Taxi Out 4. Flaps Up
1. Brakes Check operation 5. Trim Reset
2. Gyros Small turns check flight instruments 6. Timer Reset
7. Pulse & Strobe (if equip) OFF
Engine Run Up
1. Aircraft Into the wind (brakes set) Shut Down
2. Mixtures Rich 1. Radio master Off
3. Propellers Forward 2. Electrical equipment Off (beacon on/position lights on at night)
4. Manifold press lines Drain 1. Mixture Idle cut off
5. Throttle Set 2000 RPM 2. Magnetos (after engines stop) Off
6. Annunciators Test/Lights Out 3. Master/Alt Off
7. Magnetos Check drop (155 RPM max/ ∆50 RPM) 4. Aircraft Chock/Tiedown
8. Alternate Air Check/Off
9. Prop controls Check Governor (1900 RPM increase 1 V Speeds
inch MP) Vso 61 KIAS Venr 110-120 KIAS
10. Throttle 1500 RPM Vmca 66 KIAS Vfe 107 KIAS
11. Prop Controls Check Feather (max 300RPM drop)
Vs 63KIAS Vlo Retract 107 KIAS Vle 129 KIAS
12. Prop Controls Full Forward
13. Engine instrumentation Check Vr 71-80 KIAS Va 136 KIAS Max gross wt.
14. Alternators Check Vx 76 KIAS Vno 163 KIAS
15. Gyros 4.8 – 5.2 in. Hg. No red dots Vxse 78 KIAS Vne 195 KIAS
16. Throttle Set 800/1000 RPM Vy / Vyse 89 KIAS
Before Takeoff Frequencies

1. Fuel Selectors ON ATIS GROUND TOWER VOR APP
2. Trim Set to take off
ABE 126.975 121.9 120.5 117.5 124.45
3. Flaps Check/set
4. Cowl Flaps SET LNS 125.675 121.8 120.9 117.3 126.45
5. Alternate air Closed PNE 121.15 121.7 126.9 112.0 123.8
6. Mixture SET RDG 127.1 121.9 119.9 ----- 125.15
7. Propeller FORWARD SBY 118.32 123.77 119.425 111.2 127.95
8. Controls Check freedom TTN 126.775 121.9 120.7 108.2 123.8
9. Engine instrumentation Check WWD 118.275 122.7 122.7 114.8 124.6
10. Flight instrumentation Set & check
*For all other non-normal procedures refer to the POH.

STANDARDIZED MANEUVERS
SENECA PA34-200T
TAKEOFF
Mixtures Rich
Props Full Forward
Throttles 25” THEN 36”
Rotate 75 - 80 KIAS
Gear UP — when positive rate of climb >50’AGL and below 107 KIAS
CLIMB (above 500’ AGL)

Throttles 31”
Props 2500RPM Note:
Mixtures Lean as required See Standardized maneuvers for short field
takeoff and landing, crosswind takeoff and
TRAINING CRUISE landing, and go arounds procedures.
Throttles 21” – 23” MP
Props 2300 RPM
Mixtures Lean as required
(For cross country cruise power settings refer to POH, performance charts)
CRUISE DESCENT
Throttles Reduce 1-3” per minute as needed
Props 2300 RPM
Mixtures Enrich as required
TRAFFIC PATTERN
Mixtures Rich
Throttles 21” (approx 120 KIAS on downwind)
Props 2300 RPM
Gear Down midfield downwind (Check below 129 KIAS)
Throttles 14” at the descent point (abeam the end of runway)
Flaps 10 degrees (verify below 138 KIAS), trim 100 - 105 KIAS
Flaps 25 degrees on base (verify below 121 KIAS), trim 95 - 100 KIAS
Flaps 40 degrees on final (verify below 107 KIAS), trim 90 - 95 KIAS
Final Check Mixture Rich
Props Forward
Three Green (landing gear lights)
Maintain 89 KIAS (Blue Line) minimum until field is made

GO AROUND
Mixtures Rich
Props Full forward
Throttles Set 36” MP then 31” MP
Flaps 25 degrees
Gear UP (after verifying positive rate of climb)
Flaps, Flaps 10 degrees, then up
Cowl Flaps Open / As required (check cylinder head temps)
SLOW FLIGHT
Throttles 17”
Gear Down below Vlo 129 KIAS, “three green”
Flaps Below 138 - 10º, 121 - 25º, 107 KIAS, down to 40º
Mixtures Rich
Props Full forward
Verify Gear “Three Green”
Cowl Flaps Open if OAT higher than 60 degrees Far.
Throttles As required to maintain 75 KIAS while holding Heading and altitude.
RECOVERY FROM SLOW FLIGHT

Mixtures Rich
Props Full forward
Throttles Set 36” MP
Flaps 25 degrees
Gear Up (verify below Vlo107 KIAS)
Cruise Check:
Throttles 23” MP
Props 2300 RPM
Cowl Flaps Closed
POWER OFF STALL (APPROACH TO LANDING STALL)

Throttles 17”
Gear Down Below 129 KIAS
Flaps Below 138 - 10º, 121 - 25º, 107 KIAS, down to 40º
Mixtures Rich
Props Full forward
Verify “Three Green”
Cowl Flaps Open if OAT is above 60 degrees Far.
Throttles 14”
Establish Stabilized Descent
Pitch Slowly increase to induce a stall

RECOVERY FROM POWER OFF STALL(APPROACH TO LANDING STALL)
Pitch Lower
Mixtures Rich
Props Full Forward
Flaps 25 degrees
Cruise Check:
Throttles 23”
Props 2300 RPM
Cowl Flaps Closed
POWER ON STALL (DEPARTURE STALL)

Power 65% (as opposed to full power)
Throttles 23”
Props 2300 RPM
Gear Down (below 129 KIAS, 3 green)
Mixtures Rich
Flaps 0 degrees
Pitch Slowly increase to induce stall
RECOVERY FROM POWER ON STALL (DEPARTURE STALL)

Pitch Down to horizon
Mixtures Rich
Props Full forward
Gear Verify positive rate of climb and retract
Flaps Verify 10 degrees, then 0 degrees
Cruise Check:
Throttles 23”
Props 2300 RPM
Cowl Flaps Closed

ENGINE FALURES:
Step #1 - FLY THE AIRPLANE:
Wings Level, ball centered, pitch for blue line. (see note below)
Step #2 - GUARANTEE THAT YOU HAVE FULL POWER GOING TO THE OPERATING ENGINE:
Mixtures, Props, Throttles, ALL full forward (PA34-200T 39” MP +/-1 – do not exceed 40”)
Ensure aircraft is clean i.e. Flaps (25º), Gear (up), Flaps (10º), Flaps (up or as specified)
Step #3 - IDENTIFY, THEN VERIFY THE INOPERATIVE ENGINE:
Identify Dead foot, dead engine (slap dead leg call out dead engine)
Verify Close the throttle on the inoperative engine. (No Loss of power you have the
correct engine)
Verify Mixture Idle Cutoff (No Loss of power you have the correct engine)
Step #4 - FIX OR FEATHER:
Immediately after takeoff, or at a low altitude you must feather right away.
If you are at a safe altitude and have time then you may attempt to “fix”
That is troubleshoot the problem, e.g., fuel selectors on, fuel pumps on,
Mixtures rich, check the magnetos etc.
Note:
When an engine is initially lost we may not know which engine is inoperative. Therefore we suggest
“wings level, ball centered”. After identifying and verifying the inoperative engine better performance
may be obtained by banking slightly (no more than 5 degrees) into the operating engine, and the ball
showing half displacement toward the operating engine.
Vyse – Blue Line

Definition:
Vyse is the best single engine rate of climb speed and is marked on the airspeed indicator by the blue
radial line. Vyse is 89 KIAS in the Seneca.
Under certain conditions, such as high density altitude Vyse may not produce a climb rate at all, but will
Guarantee the minimum sink rate. For aircraft under a max gross weight of 6,000 pounds or less (CFR14
Part 23.149) and Vso >61KIAS (CFR14 Part 23.67) Vyse guarantees minimum rate of descent.
CRITICAL ENGINE
The “critical engine” is the one whose loss would most adversely affect aircraft performance.
The “critical engine” on most U.S. built light twins is the left engine.
The Seneca has no critical engine because it has counter rotating props, each engine is as critical as the
other

ENGINE FAILURE
At first indication of loss of directional control, level the wings and center the ball

Pitch For Blue line or higher airspeed
Mixtures Rich
Props Full forward
Throttles 36” MP
Gear Verify level flight or climb then UP
Flaps Verify 10 degree, then 0 degree
IDENTIFY “Dead foot dead engine”, slap dead leg call out dead engine
VERIFY Call out dead engine and retard dead throttle
FIX or FEATHER
If at a safe altitude (3000’) try to FIX. Verify fuel selector on, Electric fuel pump
on, Mags on. If unsuccessful then Feather and secure dead engine.
TO FEATHER DEAD ENGNE

Mixture Call out engine # and then cut off (this is to further verify dead Engine)
Prop Call engine # and feather
Cowl Flap Dead engine closed
Take care of operating engine:

Throttle Reduce to maintain 120 KIAS or greater if possible but NEVER <VYSE (Blue
line). Note: Whenever possible throttle should be set to less than maximum takeoff thrust to
place less strain on the operating engine and airspeed considerably greater than Vyse
(terrain/altitude permitting) to provide optimum engine cooling.
Prop 2400 RPM
Mixture Rich
Cowl Flap Open
Review Shut down check list
ENGINE AIR RESTART

Review restart check list in POH

Vmc
Definition:
Vmc is identified by the lower red radial on the airspeed indicator and is 66 KIAS in the Seminole. It is
the minimum controllable airspeed necessary in order to maintain directional control of the airplane,
should one engine suddenly fail, and continue to windmill, the operating engine:
Be developing full Takeoff power
At sea level
Flaps in takeoff position
Landing gear retracted
At Max gross weight
Full aft c.g.
For complete information refer to CFR 14 Part 23.149.
Vmc DEMONSTRATION

Throttle Both engines to 17” hold altitude
Select One engine and throttle to idle
Mixtures Rich
Slow Adjust operating engine to establish 89 KIAS (Blue line)
Pitch At this point slowly begin to pitch up
Throttle Operating engine to 36” MP
Maintain heading, max 3 degree bank into operating engine until first sign of loss of directional control,
the first indication of a stall or upon reaching red line 66 KIAS.
Vmc RECOVERY
Throttle Operating engine retard
Pitch Down
Airspeed Regain Vyse 89 KIAS, and regain directional control
Throttle Operating engine increase to 16”
AFTER Vmc and Vmc RECOVERY RETURN TO CRUISE SPEED BY:

Throttle Inop engine advance to 16” (warm for 1 minute)
Throttle Both throttles advance to 23”
Props 2300 RPM
Mixtures Leaned
Cowl flaps Closed

DRAG DEMONSTRATION
Throttles Both engines to 17”
Throttle One engine to 14” / 2000 RPM, this simulates feather or 0 thrust
Throttle Operating engine, adjust to maintain altitude at 89 KTAS, Vyse
Gear Verify below 129 KIAS then DOWN
Pitch Adjust to maintain Vyse and note VSI
Flaps Below 138 KIAS - 10 degrees, maintain Vyse and note VSI
Throttle Dead engine to windmilling (prop full fwd, throttle closed)
Pitch Maintain Vyse and note VSI
RECOVERY FROM DRAG DEMONSTRATION

Refer to cruise check list
APPROACH POWER SETTINGS BOTH ENGINES OPERATING

At MDA 26” ± as required to maintain altitude and airspeed.
ONE ENGINE OPERATING - STRAIGHT IN APPROACH

At MDA 29 - 31” ± as required to maintain altitude and airspeed.
ONE ENGINE OPERATING - CIRCLE TO LAND

Vectors to FAF 24” ± or as required – Landing Checklist (except for gear)
At the FAF 16” ± or as required pitch down, Gear stays UP!
At MDA 29 - 31” ± or as required to maintain altitude and airspeed.
Abeam Touchdown Gear down, pitch down - Landing Checklist


AIRCRAFT.
indicator problem.
Declare emergency
will likely occur.
on a paved runway.
reviewed routinly.

Traffic Pattern PA-34-200T
Use any prominent
reference point off
nose to align with
Scan for traffic runway centerline.
Scan for traffic
Pattern altitude
1000’ AGL
21” MP 2400 RPM (PA44)
500’ AGL
21” MP 2300 RPM (PA34)
25” MP, 2500 RPM (PA44)
TRIM!
Scan for traffic 31” MP, 2500 RPM (PA34)
Scan for traffic
Pos. Rate of Climb

Pre-land check Climb 110-115 KIAS
Fuel Pump ON (PA44) / N/A (PA34)
81
Carb Heat/Alt. Air as required
Mixture RICH
Below Vle140 KIAS (PA44)
129 KIAS (PA34)
Gear Down - Verify 3 GREEN
Scan for traffic
80 - 85 KIAS
Rotate 5° – 7°
TRIM!
*1
Power 14” M.P.

Below Vfe 111 KIAS (PA44) Takeoff
36 Full RPM Full M.P. (PA44)
Below Vfe 138 KIAS (PA34)
1 Notch Flaps Full RPM 25” then 36” M.P. (PA34)
TRIM 100-105 KIAS
Pitch down
Scan for traffic
TRIM 90 KIAS
Adjust power
Fence: 3 GREEN!
3rd notch Flaps

Flow Check:
1 Mixture RICH
45°from end of runway, turn base. 2 Prop HIGH
2nd Notch of flaps <121 KIAS (PA34) 3 in the GREEN
Trim 90 - 95 KIAS
High/Low decision
Adjust power 15” M.P. On Roll out:
Scan for traffic *1 On touch and go procedures CFI
Scan for traffic will verify and retract flaps

** Check trim!
Generic Multi Engine Procedures Take off


Generic Multi Engine Procedures

Generic Multi Engine Procedures

Standardized Maneuvers PA44-180 / PA-34-200T
SHORT FIELD TAKEOFF

After the before takeoff checklist has been completed (Flaps set 0º. Using 25º method is too dangerous.),
Taxi into position on the runway and hold as close to the beginning of the runway as possible. Verify nose
wheel is straight. After alignment in the takeoff direction, hold the brakes to prevent movement, smoothly
apply full throttle and check all engine gages. When full power on both engines (36” MP PA34) is
verified, release brakes and begin the takeoff roll with the elevator neutral. Use light smooth rudder inputs
for directional control (at low airspeeds this may require light braking until the rudder becomes effective.
Too much braking will increase the takeoff distance) At a minimum of 75 KIAS (PA44) / 71 KIAS
(PA34) / 76 KIAS (PA31), apply elevator back pressure and lift nose wheel, then climb at a minimum of
82 KIAS (PA44) / 76 KIAS (PA34) / 92 KIAS (PA31) until clear of a 50’ obstacle. Now lower the nose
to 5° – 7° nose up pitch for normal climb out. At a minimum of Vy 88 KIAS (PA44) / 89 KIAS (PA34) -
90 KIAS preferred terrain permitting / 104 KIAS (PA31). Once runway remaining is no longer usable for
landing a positive rate of climb is achieved and sufficient altitude is gained gear can be retracted.
SHORT FIELD LANDING
airspeed (VLE 140 KIAS PA44 / 129 KIAS PA34 / 153 KIAS PA31) Gear Down (3 in the green) and
flaps full (Vfe 111 PA44 / 138 KIAS 10º, 121 KIAS 25º, 107 KIAS 40º PA34 / 162 KIAS PA31).
However, on base trim for 100 KIAS. Airspeed on final is trimmed to 90 KIAS; this may require a slight
reduction in power. The aiming point on the runway should be at the “numbers” or slightly beyond. A
normal glide path should be maintained to this touchdown point (do not get too low). When over the
touchdown point reduce power to idle and let the mains touchdown. Directional control will be
maintained using the rudder. If a crosswind is present, use standard crosswind practices and techniques
found in your Jeppesen manual. As soon as the mains are on the ground relax backpressure and let the
nose wheel touchdown and start applying brakes. Best braking can be obtained by applying brake
pressure just enough so the wheels do not skid.

CROSSWIND TAKEOFF & LANDINGS

You must consult the Jeppesen Flight Training Manual and the CBT training modules pertaining to takeoff and
landings. Here are some things we would like you to keep in mind.
It is desirable to land directly into the wind whenever possible. However, this is rare and the most desirable runway
may not be into the wind, (i.e. runway length, width, surface, approach and departure obstructions, NOTAMS).
And remember, winds change and runway headings don’t. Because of this, it is imperative that a pilot learns
Crosswind Takeoff and Crosswind Landings.
Complete before landing checklist, Check airspeed (VLE 140 KIAS PA44 / 129 KIAS PA34 / 153 KIAS PA31)
Gear Down (3 in the green) and set the desired flaps (see note below). The crab method will be executed by
establishing a heading (crab) toward the wind with the wings level so that the airplane’s ground track remains
aligned with the centerline of the runway. This crab angle is maintained until just prior to touchdown, when the
longitudinal axis of the airplane must be aligned with the runway to avoid sideward contact of the wheels with the
runway. The pilot will use the crab method until just before the round out is started and then smoothly aligns the
airplane’s heading with the centerline of the runway, notes the rate and direction of drift, and then promptly applies
drift correction by lowering the upwind wing. It is then necessary to simultaneously apply sufficient opposite
rudder pressure to prevent the turn and keep the airplane’s longitudinal axis aligned with the runway. In other
words, the drift is controlled with aileron, and the heading with rudder. The airplane will now be side-slipping into
the wind just enough that both the resultant flight path and the ground track are aligned with the runway.
Since the airspeed decreases as the round-out progresses, the flight controls gradually become less effective. As a
result, the crosswind correction being held will become inadequate. It is necessary to gradually increase the
deflection of the rudder and ailerons to maintain the proper amount of drift correction. Do not level the wings; keep
the upwind wing down throughout the round-out. If the wings are leveled, the airplane will begin drifting and the
touchdown will occur while drifting. Remember, the primary objective is to land the airplane without subjecting it
to any side loads that result from touching down while drifting.
The crosswind correction (aileron into the wind and opposite rudder) should be maintained throughout the round-
out, and the touchdown made on the upwind main wheel. During gusty or high wind conditions, prompt
adjustments must be made in the crosswind correction to assure that the airplane does not drift as the airplane
touches down. As the forward momentum decreases after initial contact, the weight of the airplane will cause the
downwind main wheel to gradually settle onto the runway.
Particularly during the after-landing roll, special attention must be given to maintaining directional control by the
use of rudder while keeping the upwind wing from rising by the use of aileron. When an airplane is airborne, it
moves with the air mass in which it is flying regardless of the airplane’s heading and speed. When an airplane is on
the ground, it is unable to move with the air mass (crosswind) because of the resistance created by ground friction
on the wheels.
The greater the crosswind component, the more difficult it is to prevent weathervaning. Retaining control on the
ground is a critical part of the after-landing roll, because of the weathervaning effect of the wind on the airplane.
While the airplane is decelerating during the after landing roll, more and more aileron is applied to keep the upwind
wing from rising. Since the airplane is slowing down, there is less airflow around the ailerons and they become less
effective. At the same time, the relative wind is becoming more of a crosswind and exerting a greater lifting force
on the upwind wing. When the airplane is coming to a stop, the aileron control must be held fully toward the wind.
NOTE: In strong cross-winds partial flaps (15º) may be desired depending on field length, please consult
AFM/POH.
GO-AROUNDS
A go-around should be executed as a correction to (but not limited to) any faulty approach, any bounce,
loss of directional control during landing or any time you feel like it! A go-around should be considered
as nothing more than a takeoff possibly already containing airspeed and/or altitude. A go-around is
accomplished by smoothly applying full power (and selecting carbheat to cold if used), if full flaps were
used for the approach, (40º) remove one notch of flaps (15º flaps remaining) (for the PA31-350, 25º flaps
then 15º) maintaining coordinated flight using primarily rudder (typically right rudder) and a combination
of aileron as necessary. As the airspeed increases to a minimum of Vx, raise the nose to approximately 5º
to 7º nose pitch attitude, trim as necessary. Once the aircraft has established a positive rate of climb,
maneuver to the side of the runway/landing area to clear and avoid conflicting traffic and while a normal
climb out is being performed and with sufficient altitude gained (Typically a minimum of 200 feet), once
runway remaining is no longer usable for landing a positive rate of climb is achieved and sufficient
altitude is gained, gear can be retracted and flaps may be retracted and airspeed increased to Vy or greater,
terrain permitting.
NOTE: Fly the airplane first. Do not announce that you are going around until you cleaned up the
aircraft and made significant progress in your climb.

CUSTOMER EVALUATION
In an effort to provide the best possible service we would appreciate if you would take the time to answer
the following questions.
1) What was your overall impression of Hortman Aviation?

a) Facilities
b) Aircraft
c) Instructors
d) Desk Personnel
e) Ground Instruction
2) If you could change anything about your time here what would it be?
3) Any additional comments?
Customer Name (optional) Date: / /
Thank you.
Please return to Jack McGrath, Chief Flight Instructor. We would appreciate you posting any comments
that you have, good or bad, by going to this website:
http://www.airnav.com/airport/KPNE/HORTMAN/comment
This will allow others to view what previous customers have to say.
Thanks again.

Renters Se Complex Multi Complete

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Hortman Aviation Services, Inc.

Northeast Philadelphia Airport

Date: 6/1/2011 Rev: Original Page: 1

Date: 6/1/2011 Rev: Original Page: 3

Hortman Aviation has a NO REFUND policy.

Page: 4 Rev: Original Date: 6/1/2011

PLEASE NOTE: NO EXCEPTIONS!

Date: 6/1/2011 Rev: Original Page: 5

 Our goal is to have everyone with a positive balance.

Page: 6 Rev: Original Date: 6/1/2011

Recommended FAA Medical Doctors

Village Shires Family Medicine

Appointments are required for all examinations

Office Hours: Mon. Wed. 9:00AM to 4:00PM (Call to verify hours)

Using Street Road:

*1st or 2nd Class Medical (current at all times) for VA students.

Date: 6/1/2011 Rev: Original Page: 7

Abington Medical Specialists

Directions from Hortman:

Total Est. Time: 19 minutes Total Est. Distance: 9.49 miles

Directions from Mapquest.com

*1st or 2nd Class Medical (current at all times) for VA students.

Page: 8 Rev: Original Date: 6/1/2011

Renter Currency and Qualification Policy

SENECA: 500 Hours Total Time,

SEMINOLE: 500 Total Time

SARATOGA: 300 Hours Total Time

TOBAGO: 100 Hours Total Time

ARROW: 100 Hours Total Time

Date: 6/1/2011 Rev: Original Page: 9

ADMINISTRATIVE RULES AND PROCEDURES

Page: 10 Rev: Original Date: 6/1/2011

Avemco and using our Customer Code: HA07

Date: 6/1/2011 Rev: Original Page: 11

Weather Gathering Contact Information

Flight Service Station 1 800 WX BRIEF (800 992-7433)

AWOS / ASOS Station Phone Numbers

PA BLM (732) 938-3330 LGA (718) 672-6317

Page: 12 Rev: Original Date: 6/1/2011

HORTMAN FORECAST SURFACE WINDS FORMULA

Winds Aloft Forecast

Station 3000’ 6000’ 9000’

Current Surface Winds at PNE 09006KT

FSS Forecasted Surface Winds at PNE 10012G17KT

3000ft at ACY 22 KTS

3000ft at JFK 25 KTS

3000ft at EMI 18 KTS

Total 65 divided by 3 = 22 x 80% = 17

Hortman Aviation Forecast Surface Winds at PNE 17

Date: 03/24/2006 Time: 1200 Z

Page: 13 Rev: Original Date: 5/1/2010

HORTMAN FORECAST SURFACE WINDS FORMULA

Winds Aloft Forecast

Station 3000’ 6000’ 9000’

Current Surface Winds at PNE

FSS Forecasted Surface Winds at PNE

3000ft at ACY KTS

3000ft at JFK KTS

3000ft at EMI KTS

Total divided by 3 = x 80% =

Hortman Aviation Forecast Surface Winds at PNE

Date: 5/1/2010 Rev Original Page: 14

FSS Standard Briefing Form

Tail #: Type of Aircraft: I will be VFR IFR (circle one).

Aircraft: _PA28R-201 _PA 32R-301