1. Multi Engine Course
PA34-200T

2. Multi Engine Aerodynamics
Critical Engine is the engine that most adversely effects the performance and handling capabilities of an aircraft.
On conventional twins with clockwise turning propellers the left engine is the critical engine due to:
P-factor
Accelerated slipstream
Spiraling slipstream
Torque

3. Multi Engine Aerodynamics P-FACTOR (YAW)
During high angle of attack the descending blades produce more thrust than the ascending blades.
Due to the nose high attitude, the downward propellers will have a greater angle of attack to the relative wind (bigger bite of air) than the upward propellers.
The descending prop blade on the right engine has a longer arm from the CG (or greater leverage) than the blade on the left engine and produces thrust furthest from the centerline. The yaw produced by the loss of the left engine will be greater than that produced by the right engine, making the left engine critical
Photo Source:
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4. Multi Engine Aerodynamics ACCELERATED SLIPSTREAM (Roll)
As a result of P-Factor the downward blade will have greater prop wash then the upward blade.
The downward blade is further from the longitudinal axis on the right engine than the left. The accelerated slipstream creates lift further from the longitudinal axis on the right engine than the left, making the left engine critical.
Photo Source:

5. Multi Engine Aerodynamics Spiraling slipstream(yaw)
The spiraling slipstream from the left engine hits the tail from the left.
In case of a right engine failure, this tail force will counteract the yaw towards the dead engine.
In case of a left engine failure, the slipstream does not hit the tail to counteracts the yaw, so there is more loss of directional control. This makes the left engine the critical engine.
Photo Source:

6. Multi Engine Aerodynamics Torque (roll)
Newton 3rd law states that for every action there is an opposite and equal reaction.
The clockwise turning propellers create a counter clockwise roll.
If the right engine fails the roll caused by the operating left engine is countered by the torque of the left engine
If the left engine fails the roll caused by the operating right engine is aggravated by the torque of the right engine making the left engine the critical engine.
Photo Source:

7. Multi Engine Aerodynamics PA34-200T
TORQUE
The Piper Seneca II has counter rotating propellers making neither engine the critical engine.
P-FACTOR ACCELERATOD SLIPSTREAM SPIRALING SLIPSTREAM
Photo’s Source:

8. Single engine operations Side slip
Zero side slip is when both engines are creating equal thrust and the ball on the inclinometer is centered (just like a single engine).
During asymmetrical thrust a centered ball will result in a slip.
To compensate for asymmetrical thrust apply enough rudder to have half a ball towards the operating engine and add a 2 degree bank towards the operating engine.
Photo’s Source:

9. VMC (red line)
VMC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight flight at the same speed with an angle of bank of not more than 5 degrees. The method used to simulate critical engine failure must represent the most critical mode of powerplant failure expected in service with respect to controllability. (FAR )
The published speed for Vmc is close to worst case scenario, actual Vmc may be different depending on conditions.
During certification Vmc can never be greater then 1.2 Vs1.
Vsse is intentional single engine speed (for training).
The pa34-200t Vmc is 66kts and Vsse is 76KTS
Photo Source:

10. VMC Certification criteria
Standard atmosphere.
Most unfavorable CG (aft) and weight (low).
Out of ground effect.
Critical engine INOP.
Bank no more than 5° towards operating engine.
Max available takeoff power on each engine initially.
Trimmed for takeoff.
Wing flaps set to takeoff position.
Cowl flaps set to takeoff position.
Landing gear retracted.
All propeller controls in takeoff position. (INOP engine windmilling)
Rudder force required by the pilot to maintain control must not exceed 150 pounds.
It must be possible to maintain heading ±°20.

11. VMC, Factors that change it
Performance
Standard conditions
Bad
Good
Low weight
Aft CG
Out of ground effect
Critical Engine Inop
Bank of 5 degrees
Max take off power
Trimmed for take off
Bad 150lbs rudder
Neither
Flaps for take off
Good if extended
Cowl Flaps for take off
almost none
Landing gear retracted
INOP engine windmilling
Not exceed 150lbs rudder
Heading +/- 20 degrees

12. VMC and Vs
Danger!!!
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13. After an engine failure CPDIVE
Control: Apply rudder/bank and assure speed is above Vmc.
Power: Add power from right to left all handles.
Drag: Remove drag (gear and flaps)
Identify: dead foot dead engine.
Verify: slowly pull dead engine throttle.
Evaluate: feather or trouble shoot.
MONITOR OPERATING ENGINE TEMPS, OPEN COWL FLAPS IF NEED TO.

14. Multi engine V-speeds
V1: is the speed by which time the decision to continue flight if an engine fails has been made. It can be said that V1 is the "commit to fly" speed. For small twins this speed equals Vr. 
Vr: Rotation speed.
V2: is the speed at which the airplane will climb initially after an engine failure. It is known as the takeoff safety speed. (basically our Vyse)
Vxse: best angle single engine climb speed.
Vyse: best rate single engine climb speed. (basically our V2)
Vmc: minimum control speed.

15. Multi engine performance accelerate GO/Stop
Accelerate stop distance: 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. We do not have a chart for the PA34-200T accelerate-go distance.
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16. Multi engine performance accelerate stop
Example:
Location: MDD
Temp: 90F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Answer: 3500FT

17. Multi engine performance Take off roll
Take off roll: normal take off, does not include obstacle clearance. There is a similar chart for short field operations.
Example:
Location: MDD
Weight 4200LBS
Head wind component: 8KTS
Temp: 90F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Answer: 1120FT

18. Multi engine performance climb
Example:
Location: MDD
Weight 4200LBS
Head wind component: 8KTS
Temp: 90F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Answer: 1500FT/MIN for both engines
220FT/MIN for single engine

19. Multi engine performance
FAR 23 – The FAA does not require multi-engine airplanes that weigh less than 6000 pounds or have a Vso speed under 61 KIAS to meet any single-engine performance criteria. In this case, no single engine climb performance is required and only the manufacturer documents any actual climb performance.
Single Engine Service Ceiling – The maximum density altitude at which the single-engine best rate of climb airspeed (Vyse) will produce a 50 FPM (all engine service ceiling is 100FPM) rate of climb with the critical engine inoperative.
Single Engine Absolute Ceiling – The maximum altitude that an aircraft can attain or maintain with the critical engine inoperative. Vyse and Vxse are equal at this altitude, and the aircraft will drift down to the single engine absolute ceiling when an engine fails.

20. Multi engine performance service/absolute ceiling
To find our service and absolute ceilings we work the climb performance chart backwards.
Example:
Location: MDD
Weight 4200LBS
Temp at 13000FT: 50F
Tempt at 15000FT: 40F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Answer: 15500FT pressure alt for absolute ceiling
13500FT pressure alt for service ceiling

21. Multi engine performance Climb
Example:
Location: MDD
Temp: 90F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Cruise Altitude: 10,500
Cruise pressure altitude: 10, =10,170
Temp at 10,500: 68F
Time
Fuel
Distance
10,170 8 7 15
2,470 3 2 4
Difference 5 11
Note: This is for max power, we use 31.5” for cruise climb.
The distance is for no wind.
To correct for wind: (11/5)60=132 avg TAS. Find wind for ½ the altitude change and use E6B to find ground speed. Then use the 9 minutes to find the distance.

22. Multi engine performance Cruise
Example:
Altimeter: 30.25
Altitude: 10,500FT
Pressure Alt:
( )*1000= =10170FT
Temperature: 20C
Std Temp: 15-10*2*=-5C
Difference: +15C or 2.5% correction
Answer:
Manifold: 30.9(1.025)=31.7’’
RPM: 2400
Rule of thumb:
Below 10,000 use 30’’ and 2400RPM
Above 10,000 use 29’’ and 2400RPM
Above 16,000 consult the chart

23. Multi engine performance Range
Example:
Pressure Alt:
( )*1000= =10170FT
Temperature: 20C
Std Temp: 15-10*2*=-5C
Difference: +15C
Answer with 45 min reserve and 75% a little over

24. Multi engine performance Range std temp
Example:
Pressure Alt:
( )*1000= =10170FT
Std Temp.
Answer: With 45 min reserve and 75% NM
No reserve 870NM.

25. Multi engine performance cruise speed
Example:
Pressure Alt:
( )*1000= =10170FT
Temp at 10,000: 68F
Power: 75%
Answer: 181KTS.
Note: do not cruise with greater than 75% power.

26. Multi engine performance descent
Example:
Location: MDD
Weight 4200LBS
Temp: 90F
Altimeter: 30.25
Pressure altitude:
( )*1000= =2470FT
Cruise Altitude: 10,500
Cruise pressure altitude: 10, =10,170
Temp at 10,500: 68F
Time
Fuel
Distance
10,170 10 3 28
2,470 1 5
Difference 9 4 23
Note: the distance is for 0 wind.
To correct for wind: (23/9)60=153 avg TAS.
Find wind for ½ the altitude change and use E6B to find ground speed. Then use the 9 minutes to find the distance.

27. Multi engine performance Landing
Example:
Location: MDD
Weight: 4000LBS
Temp: 90F
Altimeter: 30.25
Head Wind 10 KTS.
Pressure altitude:
( )*1000= =2470FT
Answer: 2450FT

28. Multi engine Weight And Balance
For the most up to date data please refer to the aircraft documents
As of 02/24/2019 for N31610
Empty Weight : Pounds
Empty CG : Inches
Empty Moment : 263, Inch/Pounds
Useful Load : Pounds
Max Gross Weights : 4570 Pounds
Max Landing Weight: 4342 Pounds
Max Zero Fuel Weight: 4000 Pounds
Max Baggage Fwd : 100 Pounds
Max Baggage Aft : 100 Pounds

29. Multi engine Weight And Balance
For the most up to date data please refer to the aircraft documents
Fuel 50 Burn
-300
93.6
-28080
Landing Weight
90.8
Max 4342
Weight X Arm= Moment
or use the next chart to find the moment. Moment/Weight=CG
540 (90 Gal)
MAX 4570

30. Multi engine Weight And Balance
For the most up to date data please refer to the aircraft documents
Example:
Pilot: 200 LBS
Co-Pilot: 200LBS
Total : 400 LBS
Answer: 34,200 inch/pounds

31. Multi engine Weight And Balance
For the most up to date data please refer to the aircraft documents
Example from 2 slides ago:
Ramp Weight :
Ramp CG : 91.0
Landing Weight :
Landing CG : 90.8
Zero Fuel Weight:
Zero Fuel CG : 90.7
CAUTION: This example is nose heavy. If one of the passengers were to sit in the middle seat we would be out of CG. It would be better to have the luggage in the aft storage area.

32. Pa34-200t systems Engines 2 Counter rotating Continental TSIO-360-EB.
200HP at 2575RPM at sea level, 215HP at 12,000FT.
Turbochargers have fixed waster gates.
Max manifold 40’’
Pressure relief valve at 42’’
Alternate air controls are below the throttle quadrant.
Lever down will provide unfiltered heated air.
Cowl flap controls are below the alternate air.
Open for climb and landing otherwise as needed for cooling of the engine.
NOTE: Be really smooth and rapid with the throttles to allow the turbo to spin up.
Photo Source:

33. Pa34-200t systems Propellers
Three bladed constant speed McCauley propellers.
Oil pressure pushed towards low pitch/high RPM
Spring pushes the prop towards high pitch/feather.
Full propeller back will feather to propeller in about 6 seconds.
Feathering locks prevents propeller from feathering below 800RPM for shut down.
If feathering is needed in flight make sure to do so before RPM falls below 800.
Speeder Spring
Fly weights

34. Pa34-200t systems Gear
Electrically powered reversible hydraulic pump with hydraulic reservoir.
Accessible through the nose compartment.
Held up by hydraulic pressure.
Gear will fall down when a loss of pressure occurs.
Aerodynamic loads and springs assist gear in coming down.
Down and lock hooks locks the gear down.
The emergency gear extension will relief the pressure on the system to let gravity lower the gear.
This must be done at 84KTS or less.
May need yaw and pitch movements to help lock the gear down.
A gear warning horn will sound with manifold below 14 inches or the gear is selected up while on the ground.
A squat switch on the left main gear prevents gear retraction on the ground.
A red gear unsafe light will illuminate if the gear is not up or not locked down.
Each gear has a green indicator light that is interchangeable.
These lights dim with the NAV lights on.

35. Pa34-200t systems Brakes
Two single-disc, double puck brake assemblies, one on each main gear.
Hand-operated brake lever located below and behind the left center of the instrument panel.
A brake system hydraulic reservoir, independent of the landing gear hydraulic reservoir, is located behind a panel in the rear top of the nose baggage compartment.
Brake fluid should be maintained at the level marked on the reservoir.
The parking brake is engaged by pulling back on the hand brake lever and depressing the button.
The parking brake is released by pulling back on the handle without touching the button and allowing the handle to swing forward.

36. Pa34-200t systems Flight Controls
Dual flight controls are installed.
The controls actuate the control surfaces through a cable system.
The horizontal tail surface (stabilator) is of the all movable slab type with an anti-servo tab (moves in the same direction) mounted on the trailing edge.
The pitch trim controls the anti-servo tab on the stabilator.
The ailerons are of the Frise type.
This design allows the leading edge of the aileron to extend into the airstream to provide increased drag and improved roll control. The differential deflection of the ailerons tends to eliminate adverse yaw in turning maneuvers and to reduce the amount of coordination required in normal turns.
The vertical tail is fitted with a rudder which incorporates a combination rudder trim and anti-servo tab. The rudder trim control is located on the control console between the front seats
Photo Source:
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37. Pa34-200t systems Flaps
The flaps are manually operated and spring loaded to return to the retracted position.
A four-position flap control lever between the front seats adjusts the flaps.
The flaps have three extended positions - 10, 25 and 40 degrees - as well as the fully retracted position. A button on the end of the lever must be depressed before the control can be moved.
A past center lock incorporated in the actuating linkage holds the flap when it is in the retracted position so that it may be used as a step on the right side
The flaps should be retracted when people are entering or leaving the airplane.

38. Pa34-200t systems Fuel system
Fuel is stored in fuel 6 tanks (standard is 4), 3 located in each wing. The tanks in each wing are interconnected to function as a single tank.
Two and one half gallons of fuel in each wing is unusable.
Total of 123 usable gallons (Standard 93).
The fuel tank vents, one installed under each wing, feature an antiicing design to prevent ice formation from blocking the fuel tank vent lines.
There is one aux electric fuel per engine with a high and a low setting.
High is used in the event of and engine driven pump failure.
Will provide fuel flow for about 75% power.
Will atomically switch to low with manifold pressure below 21’’.
CAUTION EXCESSIVE HIGH FUEL FLOW WILL OCCUR IF HIGH IS SELECTED DURING NORMAL OPS.
Low is used for vapor suppression for unstable engine operation or fluctuating fuel flow on the ground or in the air.

39. Pa34-200t systems Fuel System
A spring loaded primer switch is located next to the starter for pre-start priming.
Fuel management controls are "ON" - "OFF" - "X FEED.“
During normal operation, the levers are in the "ON" position, and each engine draws fuel from the tanks on the same side as the engine.
During “X Feed” the engine will draw fuel from the opposite tank. Mainly for single engine ops.
During single engine ops and the operating engine is on "X FEED" the selector for the inoperative engine must be in the "OFF" position. Do not operate with both selectors on "X FEED." Do not take off with a selector on "X FEED." Fuel and vapor are always returned to the tank on thes ame side as the operating engine.
There are 8 fuel drains for the pre-flight.
4 in the fuel tanks.
2 in the fuel filters.
2 in the X feed lines.

40. Pa34-200t systems Electrical System
Two 65 ampere alternators, one mounted on each engine.
A 35 ampere-hour, 12-volt battery in the nose.
An external power plug is in lower left side of the nose.
2 voltage regulators keep bus voltage at 14 volts.
2 over voltage relay will take an alternator off line when output gets to high. An annunciator light would come on.
Each alternator has an ammeter (load meter) will show the output of the alternator.
Note they only show output, not discharge.

41. Pa34-200t systems Vacuum system
2 vacuum pumps, one on each engine.
Vacuum gauge on the right side of the instrument panel shows pressure.
is normal.
A red dot will show on the gauge for a broken pump.
A check valve will isolate the inop pump.
Photo Source:

42. Pa34-200t systems pitot/static
Heated pitot head under the left wing.
2 Static ports on the rear fuselage.
Alternate static source is located below instrument panel to the right of the control quadrant.
A drain for each system on the side panel next to the pilot seat

43. Pa34-200t systems Heating/Ventilation
Heated is provided by a Janitrol combustion heater located in the aft fuselage behind the cabin baggage compartment close-off.
Operation of the combustion heater is controlled by a three-position switch located on the control console labeled FAN, OFF and HEATER.
Airflow and temperature are regulated by the two levers on the console. The right-hand lever regulates air intake and the left-hand lever regulates cabin temperature.
For cabin heat, the air intake lever on the heater control console must be partially or fully open and the three-position switch set to the HEATER position.
This simultaneously starts fuel flow and ignites the heater; and, during ground operation, it also activates the ventilation blower.
Two safety switches activated by the intake valve and located aft of the heater unit prevent both fan and heater operation when the air intake lever is in the closed position.
A micro switch, which actuates when the landing gear is retracted, turns off the ventilation blower so that in flight the cabin air is circulated by ram air pressure only.

44. Pa34-200t systems Heating/Ventilation
There is a overheat safety switch with a light located near the heater controls.
To prevent activation of the overheat switch:
During Ground ops: turn the three-position switch to FAN for two minutes with the air intake lever in the open position before turning the switch to OFF.
During flight ops: leave the air intake lever open for a minimum of fifteen seconds after turning the switch to OFF.
The combustion heater uses fuel from the airplane fuel system. An electric fuel pump draws fuel from the left tank at a rate of approximately one-half gallon per hour. Fuel used for heater operation should be considered when planning for a flight.

45. Pa34-200t systems Stall Warning
Stall warning indicator is activated between five and ten knots above stall speed.
The stall warning indicator consists of a continuous sounding horn.
The stall warning horn has a different sound from that of the gear warning horn which also has a 90 cycles per minute beeping sound.
The stall warning indicator is activated by two lift detectors on the leading edge of the left wing.
The inboard detector activates the indicator when the flaps are in the 25 and 40 degree positions, the outboard when the flaps are in other positions.

46. Pa34-200t systems Ice Protection
The following ice protection is installed:
Pneumatic wing and empennage boots.
Wing ice detection light.
Heated propellers.
Electric windshield panel.
Heated stall detector and pitot heat both controlled by “heated pitot’’ switch.
Deicer boots are inflated by a momentary "ON"-type "SURFACE DE-ICE" switch.
Actuation of the surface deice switch activates a system cycle timer which energizes the pneumatic pressure control valves for six seconds, letting air into the boots.
Suction is then reapplied to the deicer boots by the vacuum pumps.
Pre-Flight:
Boots: do not inflate during the “press to test” cycle.
Heated propellers the black parts will warm up but not all at the same time.
Windshield plate will warm up but DO NOT EXCEED 30 SECONDS for ground operations.
Stall and Pitot heat CAN NOT EXCEED 3 MINUTES.

47. Pa34-200t V speeds Vso Stall in landing config :61KTS
Vs stall in clean config :63KTS
Vmc minimum control speed :66KTS
Vr rotation :66KTS
Vsse intentional single engine :76KTS
Vx best angle :76KTS
Vxse single engine best angle :76KTS
Vy best rate :89KTS
Vyse single engine best rate :89KTS
Vlr landing gear retraction :107KTS
Vle/lo landing gear down :129KTS
Vfe10 flaps :138KTS
Vfe25 flaps :121KTS
Vf40 flaps :107KTS
Va maneuvering speed GROSS
Vno normal operating :163KTS
Vne never exceed :195KTS

48. Pa34-200t Maneuvers
ALL PERFORMANCE MANEUVERS HAVE TO BE PERFORMED ABOVE 3000’
RECOMMEND 5000’AGL.
ONLY SIMULATED ENGINE FAILURES BELOW 3000’ AGL.

49. Pa34-200t Maneuvers normal take off
Perform take off briefing:
This will be a normal/short take off. In the event of an engine failure before 85KTS I will close both throttles, land, and apply max breaking. If there is an engine failure at 85kts or above with runway to land remaining I will close the throttles, land, and apply max breaking. If there is no runway remaining I will perform CPDIVE and feather the dead engine.
Line up on the runway, hold the brakes and apply 30’’.
Check engine instruments
Release brakes set power to 39 (very gentle)’’ DO NOT EXCEED 40’’.
Manifold will increase during the take off roll.
Rotate at 66KTS climb at Vy 89kts.
Positive rate no runway remaining: gear up.
500’ set 31.5’’ and 2450RPM accelerate to 102KTS.
Check fuel flow.

50. Pa34-200t Maneuvers Short take off
Perform take off briefing
Set flaps to 25
Check engine instruments
Release brakes set power to 39 (very gentle)’’ DO NOT EXCEED 40’’.
Manifold will increase during the take off roll.
Rotate at 66KTS (books states 61 but for training we will remain at Vmc.
Climb at Vx 76kts.
Positive rate no runway remaining: gear up.
Clear of obstacle accelerate to Vy 89KTS and clean up flaps
500’ set 31.5’’ and 2450RPM accelerate to 102KTS.
Check fuel flow.

51. Pa34-200t Maneuvers Aborted take off
Perform take off briefing
Check engine instruments
Release brakes set power to 39 (very gentle)’’ DO NOT EXCEED 40’’.
Manifold will increase during the take off roll.
At engine failure or other qualifying event.
Say ABORT while closing both throttles.
Apply max breaking.
Advice ATC if applicable.

52. Pa34-200t Maneuvers headed to practice area
Cruise:
Set manifold to 25’’ and 2300RPM.
Mixture for 1500 TIT.
Cowl Flaps as required.
Before every maneuver:
Perform clearing turns.
Set power setting for the maneuver.

53. Pa34-200t Maneuvers Normal Landing
Entering downwind:
Manifold 17’’.
Flaps 10 below 138KTS.
Gear down below 129kts.
Speed 110kts.
Abeam numbers:
Manifold 15’’
Start descend and 110KTS.
Turning base:
Flaps 25
Speed 100 KTS.
Final:
Full Flaps
GUMPS
Speed 87KTS

54. Pa34-200t Maneuvers Short Landing
Entering downwind:
Manifold 17’’.
Flaps 10 below 138KTS.
Gear down below 129kts.
Speed 110kts.
Abeam numbers:
Manifold 15’’
Start descend and 110KTS.
Turning base:
Flaps 25
Speed 100 KTS.
Final:
Full Flaps
GUMPS
Speed 78KTS
Touch Down.
Flaps up
Max Breaking while keeping directional control

55. Pa34-200t Maneuvers steep turns
Manifold 23’’ 2300RPM.
Roll in past 30 degrees add manifold as needed.
Maintain 45 degrees of bank and roll out on entry heading.
Set manifold for 23’’.

56. Pa34-200t Maneuvers Slow Flight
Manifold 17’’ 2575RPM (full).
Configure aircraft as instructed.
Maintain airspeed just above stall warning.
Use power for altitude and pitch for speed.

57. Pa34-200t Maneuvers Power off stall
Manifold 17’’ 2575RPM (full).
Cowl flaps open.
Flaps 10 below 138KTS.
Gear down below 129TKS.
Flaps 20 bellow 121KTS.
Flaps full bellow 107KTS.
Manifold 15’’
Descend at 87KTS.
Pull power to idle and pitch for the stall.
Stall break.
Lower nose to accelerate above Vmc 66KTS.
Smoothly add power to 39’’ (USE CAUTION)
Pitch for Vx 76KTS.
Flaps to 25.
Reverse of the VSI Flaps 10
Positive rate gear up.
Flaps up.
Accelerate to Vy 89KTS.
After level off set manifold to 23’’ and 2300RPM.

58. Pa34-200t Maneuvers Power on stall
Manifold 15’’ 2575RPM (full).
Configure aircraft as instructed.
At 70kts:
Set power to 28’’
Pitch up for stall.
Stall break.
Lower nose to regain lift.
Pitch up to Vy 76kts.
Positive rate gear and flaps up if required.
Accelerate to Vy 89KTS.
After level off set manifold to 23’’ and 2300RPM.

59. Pa34-200t Maneuvers emergency descent
Throttles idle.
Props full forward.
Mixture as required for smooth engines.
Below 129 Gear down.
Pitch down and roll into degree bank.
Maintain 125kts (DO NOT EXCEED 129KTS)
Level off slow below 107 kts.
Throttles as needed.
Retract gear.
Advance manifold to 23’’ 2300RPM
Set mixture as needed.

60. Pa34-200t Maneuvers Engine failure > 85KTS
CPDIVE
Control: assure above Vmc. Apply rudder half a ball towards operating engine. Bank towards operating engine 3-5 degrees.
Power: Full power right to left. DO NOT EXCEED 40 INCHES.
Drag: remove retract flaps and gear.
Identify: dead foot dead engine.
Verify: Slowly pull dead engine throttle end check response.
Evaluate: Feather or troubleshoot. LOW TO THE GROUND SIMULATE FEATHER.
Climb at Vyse 89kts unless obstacles then Vxse 76KTS.
Complete checklist.

61. Pa34-200t Maneuvers SINGLE ENGINE LANDING
Maintain Vyse 89kts on final.
Don’t lower gear till you are sure you will made the runway.
Only use flaps if needed.
BE AWARE DURING AN ACTUAL SINGLE ENGINE LANDINGS YOU WILL ENCOUNTER YAW TOWARDS THE OPERATING ENGINE WHEN PULLING POWER TO IDLE.

62. Pa34-200t Maneuvers Vmc Demo
Manifold 20’’ props full forward.
Cowl flaps open
Trims set for Take Off.
Power on left engine to idle.
Power on left engine to 39’’ DO NOT OVERBOOST.
Up to 5 degrees of bank to the right.
Increase pitch so to slow at 1 knot per second.
Recognize first indication of the stall OR directional control.
Reduce power on right engine while lowering the nose.
Accelerate to Vyse 89kts and slowly increase power on the right engine.
Maintain 89kts.