PA-34-200T Seneca II (34-757000 To 34-7670371) POH

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SENECA II
INFORMATION MANUAL
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SENECA II
INFORMATION
MANUAL
Seneca II
PA-34-200T
HANDBOOK PAR T NO . 76i 593
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A complete or partial replacement of this manual, Part No.

7 61 5 93, may be obtained only from Piper Customer Services.
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
76 l 593
Issued: July 1974
ii
APPLICABILITY
This manual is applicable to Piper Model PA-34-200T aircraft commencing with serial
number 34-757000 I through 34-7670371. Contact Piper Customer Services for specific infor-
mation on the application of this manual.
REVISIONS
The information compiled in the Pilot's Operating Manual will be kept current by revisions
distributed to the airplane owners.
Revision material will consist of information necessary to update the text of the present
manual and/or to add information to cover added airplane equipment.
I. Revisions
Revisions will be distributed whenever necessary as complete page replacements or

additions and shall be inserted into the manual in accordance with the instructions given below :
1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each section.
3. Page numbers followed by a small letter shall be inserted in direct sequence with the
same common numbered page.
IL Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line along the left hand
margin of the page, opposite revised, added or deleted material. A line opposite the page
number or section title and printing date , will indicate that the text or illustration was
unchanged but material was relocated to a different page or that an entire page was added.
Black lines will indicate only current revisions with changes and additions to or deletions
of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical
location of material on a page will not be identified by symbols.
III. Original Pages Issued
The original pages issued for this manual prior to revision are given below :
1-1 through 1-4, 2-1 through 2-31, 3-l through 3-30, 5-1 through 5-42, 7-1 through 7-17,
8-1through8-2, 9-1through9-16, 10-1through10-13.
iii
PILOT'S OPERATING MANUAL LOG OF REVISIONS
Current Revisions to the PA-34-200T Seneca II Pilot's Operating Manual, 761 593 issued July
15, 1974.
Revised
Revision Pages Description Date
Rev. 1 - 761 593 AF/M Added Rev. 1 to Report: VB-628. July 18, 1974
(PR 740718)
Rev. 2- 761 593 AF/M Added Rev. 2 to Report: VB-628. August 5, 1974
(PR740805) ..
Rev. 3 - 761 593 1-1 Revised 65% Cruise altitude; revised 55% Dec. 11, 1974
(PR 741211) Range figures .
2-3 Revised alternate air control info.
AF/M Added Rev. 3 to Report: VB-628.
W/B Added Rev. 1 to Report: VB-629.
7-2 Added item l. p.; added new item 2. a.;
revised existing item letters; revised new
item 2. j .
7-3 Revised existing item letters (2. u. thru
2. x.); under Starting Engines - revised
items 3. and 7.; added new item 10.; re-
vised existing ite~ nos. 10. thru 13. and
revised new item 12.
7..fJ Revised items 2. e. and 2. i.
7-9 Revised info. under Normal Cruise.
7-14 Revised info. under VMC.
8-2 Added items 14. and 15.
9-i Revised Range Chart Title; added Power
Setting Tables.
9-10 Revised Time, Fuel and Distance to Climb
Chart completely.
9-11 Revised Range Chart completely.
9-12 Revised Power altitude limits on Speed
Power Chart.
9-17 Added page (Power Setting Table - 45%,
55%).
9-18 Added page (Power Setting Table - 65%,
75%).
Rev. 4- 761 593 2-9 Added gear warning info. Jan. 29, 1975
(PR750129) 2-25 Revised Stall Warning info.
iv
PILOT'S OPERATING MANUAL LOG OF REVISIONS (cont)
Revised Description
Revision lhll'
Pages
Rev. 5 - 761 593 1-1 Revised Range figures. May 30, 1975
(PR 750530) 1-2 Revised fuel consumption and fuel capacity
figures.
2-1 Revised fuel capacity - The Airplane.
2-11 Revised fuel capacity and usable fuel -
Fuel System.
2-21 Revised fuel quantity gauges - Instrument
Panel.
AF/M Added Rev . 4 to Report: VB-628.
9-11 Revised Range Chart.
10-8 Revised fuel capacities - Filling Fuel Tanks.
Rev. 6 - 761 593 1-2 Revised Empty Weight and Useful Load ; July 16, 1975
(PR750716) deleted footnote.
2-i Revised Electrical System page no.
2-9 Revised gear warning info. j
2-12 Revised fuel pump callout.

2-l 2a Added page (Fuel System info.).
2-l 2b Added pag~ (info from page 2-13 and 2-16).
2-13 Relocated info to page 2-1 2b; added
revised Alt. and Starter Schematic from
page 2-14.
2-14 Relocated schematic to page 2-13; added
new Switch Panel illustration.
2-15 Revised Switch Panel title.
2-16 Relocated info to page 2-l 2b; revised
annunciator panel desc.; added footnote.
2-20 Added radio power switch desc. to
instrument panel info.
2-21 Added primer lights to annunciator; added
radio power switch; revised callouts.
2-22 Revised heater info.
2-25 Revised Stall Warning info.
2-30 Revised fuel pump switches.
7-3 Revised items 2 and 7 under Starting
Engines; deleted existing item 1 O; added
new item 10 and 11; revised existing item
nos.; added footnote.
7-4 Revised item 6 under Flooded Start.
7-6 Revised Pretakeoff Check items 2. c. and
2. d.
iv-a
Revision Revised
Pages Description Dat,·
Rev_ 6 (cont) 7-7 Revised Pretakeoff Check item 23.

7-11 Revised Approach and Landing item 5.
7-16 Revised ELT info.
8-2 Added item 16.
9-i Added Introduction to._Perforrnance.
9-iii, 9-iv, Added pages (Introduction to Performance
9-v, 9-vi and Flight Plan)_
9-11 Revised Range graph.
9-12 Revised Speed Power graph.
Rev_ 7 - 761 593 1-1 Added Range figures for Optional Fuel Oct 20, 1975
(PR751020) Fuel Capacity _
1-2 Added Optional Fuel Tank Capacity .
2-1 Revised the Airplane desc.; revised
Airframe desc.
2-2 Added optional fuel tank info to wing
desc.
2-11 Added optional fuel tank info to Fuel
System desc.
2-12 Added optional fuel tanks to Fuel System
Schematic.
2-l 2a Revised Fuel System info.
2-16 Revised auxiliary fuel pump annunciator
light desc.
A F/M Added Rev _6 to Report : VB-628.
7-6 Revised RPM figure in item 2. e.
8-1 Revised item 10.
8-2 Revised item 15.
9-i Revised existing Range graph title ; added
new Range graph item and page no.
9-11 Revised Range graph.
9-12 Added Range graph for optional fuel tanks:
relocated Speed Power graph to page 9- l 2a.
9-12a Added page (Speed Power graph relocated
from page 9-12).
9-12b Added intentionally left blank page.
Rev. 8 - 761 593 W/B Added Rev. 5 to Report: VB-629. Dec. 9, 1975
(PR75 l 209) 7-8 Revised Manifold Pressure Overboost
Lights info _
7-17 Revised EL T info.
10-8 Revised Filling Fuel Tanks info.
iv-b
PILOTS OPERATING MANUAL LOG OF REVISIONS (cont)
Revised Description
Revisiun Date
Pages
Rev. 9 - 761 593 2-2 Added Winterization info. to Engines. ·· March 19, 1916
(PR760319) AF/M Added Rev. 7 to Report: VB-628.
7-i Added Starting Engines in Cold Weather.
7-3 Revised item 10. (Starting Engines); added
NOTE from page 7-4.
7-4 Relocated NOTE to page 7-3; added
Starting Engines in Cold Weather.
7-5 Added CAUTION (Cold Start).
9-14, 9-15, Added note below graph.
9-16
10-i Added Winterization.
l~lOa Added page (Winterization info.)
10-IOb Added page.
Rev. l 0 - 761 593 AF/M Added Rev. 8 to Report: VB-628. May 13, 1976
(PR760513) W/B Added Rev. 7 to Report: VB-629.
10-7 Revised Propeller Chamber
Pressure Table.
Rev. 11 - 761 593 2-17 Revised Pitot Static System info. Nov. 19, 1976
(PR761 l l9) 2-19 Revised illus. title.
2-19a Added new illus.
2-19b Added new page.
2-21 Revised illus. callouts.
7-16 Revised ELT info; relocated NOTE to
page 7-17.
7-17 Revised ELT pilot's remote switch info.
Rev. 12 - 761 593 2-3 Revised fuel iitjection system info. March 30, 1977
(PR770330) 2-l 9b Added material from page 2-20; revised
heated pitot head info.
2-20 Relocated material to previous page;
added manifold pressure line drain info
and NOTE.
7-6 Added item 2. d.; renumbered items in
2 accordingly.
7-17 Revised ELT test transmission NOTE.
8-2 Added item 17.
I 0-10 Revised tire pressure in Trre Inflation.
iv-c
Revised
Revision
Rev. 13 - 761 593

Pages
7-9
Description
Revised Climb info.

I Date
August 8, l 977
(PR770808)
Rev. 14 - 761 593 1-2 Revised Power Plant info. Jan. 18, 1979
(PR790l l8) 2-3 Deleted engine designation.
2-7 Revised Landing Gear Elect. Schematic. ·
A F/M Added Rev. 10 to Report: VB-628 .
7-7 Added Caution to Pretakeoff Check.
7-8 Relocated material.
7-9 Deleted engine designation from Normal
Cruise.
7-16 Revised E. L. T. info.
...
Rev. 15 - 761 593 111 Added serial numbers . June 10, 1983
(PR830610) 2-29 Added Caution.
A F;M Added Rev. 11 to Report: VB-628.
Rev. 16 - 76 l 593 2-l Revised airframe info.

(PR871130 7-2 Revised Walk-Around Nov. 30, 1987
Inspection checklist.
iv-d
TABLE OF CONTENTS
GENERAL SPECIFICATIONS
DESCRIPTION · AIRPLANE AND SYSTEMS
AIRPLANE FLIGHT MANUAL F.A.A. APPROVED
EMERGENCY PROCEDURES F.A.A. APPROVED
EMERGENCY PROCEDURES
WEIGHT AND BALANCE
LOADING INSTRUCTIONS .
OPERATING INSTRUCTIONS
OPERATING TIPS
PERFORMANCE CHARTS
HANDLING AND SERVICING
v
Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Fuel and Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Baggage Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
3-View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-i
SENECA II
PERFORMANCE
Published figures are for standard airplanes flown at gross weight* under standard
conditions at sea level, unless otherwise stated. Performance for a specific airplane may vary
from published figures depending upon the equipment installed, the condition of engine,
airplane and equipment, atmospheric conditions and piloting technique. Each performance
figure below is subject to the same conditions as on the corresponding performance chart from
which it is taken in the Performance Charts Section.
Gross Weight (pounds) 4570

Takeoff Run, flaps up, sea level (ft) 1100
Takeoff Distance Over 50-ft Obstacle, flaps up, sea level 1460
Takeoff Run (ft) (short field effort, flaps 25 °) 900
Takeoff Distance Over 50-ft Barrier (ft) (short field effort, flaps 25 °) 1240
Minimum Controllable Single Engine Speed (mph) 80
Rate of Climb, sea level (ft per min) 1340
Rate of Climb, sea level, single engine (ft per min) 225
Best Rate of Climb Speed (mph) 105
Best Rate of Climb Speed, sea level, single engine (mph) 105
Best Angle of Climb Speed, sea level (mph) 90
Best Angle of Climb Speed , sea level, single engine (mph) 93
Max Speed, sea level (mph) 197
Max Speed, I 2,000 ft, (mph) 225
Max Speed Optimum Alt, 20,000 ft, 75% power (TAS) (mph) 218
Service Ceiling (ft) 25,000**
Service Ceiling, engine out (ft) 13,400
Absolute Ceiling (ft) 25,000**
Absolute Ceiling, engine out (ft) 14,800
Cruise Speed at best power mixture (mph)
65% power, 24,000 ft 208
55% power, 25,000 ft 189
STANDARD FUEL OPTIONAL FUEL
CAPACITY CAPACITY
Range at best power mixture (mi)
75% power, 16,000 ft
With 45 min. reserve 626 900
No reserve 742 1020
55% power, 16,000 ft
With 45 min. reserve 701 1010
No reserve 830 1140
"'457~ lbs Maximum Takeoff Weight; 4342 lbs Maximum Landing Weight
**Maxunum Operating Altitude
GENERAL SPECIFlCATIONS
REVISED: OCTOBER 20, 1975 1-1
SENECA II
PERFORMANCE (cont)
Stalling Speed, gear and flaps down, power off (mph) 69

Stalling Speed , gear down and flaps up, power off (mph) 76
Fuel Consumption , 75 % power, both engines (gph) 23.6
Fuel Consumption , 65 % power, both engines (gph) 20.5
Landing Roll (flaps down) (ft) 1380*
Landing Over 50-ft Barrier (flaps down) (short field effort) (ft) 2090*
*4342 lb G.W., Maximum Landing Weight
WEIGHTS
Gross Weight (lbs) Max. Takeoff 4570

Max . Landing 4342
Max Zero Fuel Weight (lbs) 4000
Standard Empty Weight Obs) 2788
Maximum Useful Lo ad (lbs) (All weight in excess of 4000 lbs must
consist of fuel.) 1782
POWER PLANT
Right Engine (Continental) LTSI0-360-E or LTSI0-360-EB

Left Engine (Continental) TSI0-360-E or TSI0-360- EB
Rated Horsepower (sea level) 200
( 12,000 ft) 215
Rated Speed (rpm) 2575
Max Manifold Pressure (in . Hg..) 40
Bore (in .) 4.438
Stroke (in.) 3.875
Displacement (cubic in.) 360
Compression Ratio 7.5: l
FUEL AND OIL
Fuel Capacity (U.S . gal)

Standard 98
Optional 128
Unusable fuel (U.S. gal) 5
Fuel, Aviation Grade (minimum octane) 100/130
Oil Capacity (qts) (each engine) 8
1-2 HEVISED: JANlJARY 18, 1979
SENECA II
BAGGAGE AREA
Maximum Baggage (lbs) Forward Compartment 100

Maximum Baggage (lbs) Rear Compartment 100
Baggage Space (cubic ft) Forward Compartment 15.3
Baggage Space (cubic ft) Rear Compartment 20
Baggage Door Size (in.) Forward Compartment 24 x 21
DIMENSIONS
Wing Span (ft) 38 .9

Wing Area (sq ft) 208.7
Length (ft) 28.5
Height (ft) 9.9
Wing Loading (lbs per sq ft) 22
Power Loading (lbs per hp) (sea level) I 1.4
( 12,000 ft) 10.6
Propeller Diameter (in.) 76
Turn Radius (ft) 33.2
LANDING GEAR
Wheel Base (ft) 7.0

Wheel Tread (ft) I 1.1
Tire Pressure (psi) Nose 31
Main , 50
Tire Nose (six-ply rating) 6.00 x 6
Main (eight-ply rating) 6.00 x 6
ISSUED: JULY 15, 1974 1-3
SENECA II
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, _ _ - - - - - - - - - - 3 8 ' 10.87"- - - - - - - - - - -1
12' 5.4" 1
-1
ST me GROUND LINE
·r.
1-4 ISSUED : JULY 15, 1974
DESCRIPTION
AIRPLANE AND SYSTEMS
The Airplane 2-1

Airframe . 2-1
Engines 2-2
Propellers .. 2-5
Landing Gear 2-5
Brake System 2-10
Flight Control System 2-10
Fuel System . . . . . . 2-11
Electrical System . . . 2-12b
Gyro Pressure System 2-17
Pitot Static System . . 2-17
Instrument Panel . .. 2-20
Heating, Ventilating and Defrosting System 2-22
Cabin Features 2-25
Stall Warning 2-25
Baggage Area . 2-26
Finish . . . . . 2-26
Emergency Locator Transmitter 2-26
Piper External Power 2-26
Ice Protection System . . . . . . 2-27
2-i
SENECA
DESCRIPTION
THE AIRPLANE
The Seneca II is a twin-engine, all metal, retractable landing gear, turbocharged airplane
which combines multi-engine safety and efficiency with a spacious and comfortable cabin and
Piper's traditional smooth, easy handling characteristics.
Seating for up to seven occupants, two separate one hundred pound luggage compartments,
and a fuel capacity of ninety-eight gallons give the Seneca II a high degree of flexibility. As with
any aircraft, the Seneca II requires proper loading; however a simple-to-use weight and balance
calculator provided with each airplane makes the determination of acceptable fuel and payload
combinations easy and uncomplicated. Large floor space, easily removable seats, a broad, well-
placed cabin door and a nose section baggage compartment make the Seneca II a versatile aircraft
for transporting passengers or cargo or a combination of both.
The simplicity of the Seneca II will be appreciated by both the novice multi-engine pilot and
the veteran pilot experienced in flying many types of aircraft. Advantages of the Seneca II include,
for example, its ability to get in and out of small airports, paved and unpaved; dependable flight
characteristics; a back-up gear extension system which provides dependable gear extension by
gravity free-fall; and counter-rotating propellers which eliminate the "P" factor and asymmetric
forces which occur in airplanes with both propellers turning in the sa'me direction.
AIRFRAME
With the exception of the steel engine mounts and landing gear, the reinforced fiberglass nose
cone and cowling nose bowls, and the lightweight plastic extremities (tips of wings, tail fin, rudder
and stabilator), the basic airframe is of heat treated, corrosion resistant aluminum alloy.
Aerobatics are prohibited in this airplane since the structure is not designed for aerobatic loads.
The fuselage is a semi-monocoque structure. There is a front door on the right side and a rear
door on the left. A cargo door is installed aft of the rear passenger door. When both rear doors are
open, large pieces of cargo can be loaded through the extra-wide opening. A door on the left side of
the nose section gives access to the nose section baggage compartment. The key can be removed
from the nose section baggage compartment door only when in the locked position.

REVISED: NOVEMBER 30, 1987 2-1
SENECA II
The wing is of a conventional design and employs a laminar flow NACA 65 2 -415 airfoil
section. The main spar is located at approximately 40% of the chord aft of the leading edge. The
wings are attached to the fuselage by the insertion of the butt ends of the spar into a spar box
carry-through, which is an integral part of the fuselage structure. The bolting of the spar ends
into the spar box carry-through structure, which is located under the center seats, provides in
effect a continuous main spar. The wings are also attached fore and aft of the main spar by an
auxiliary front spar and a rear spar. The rear spar, in addition to taking torque and drag loads,
provides a mount for flaps and ailerons. The four-position wing flaps are mechanically
controlled by a handle located between the front seats. When fully retracted, the right flap locks
into place to provide a step for cabin entry. Each wing contains two fuel tanks as standard
equipment. An optional third tank may be installed on each side. The tanks on one side are
filled through a single filler neck located well outboard of the engine nacelle.
A vertical stabilizer, an all-movable horizontal stabilator, and a rudder make up the

empennage. The stabilator incorporates an anti-servo tab which improves longitudinal stability
and provides longitudinal trim. This tab moves in the same direction as the stabilator, but with
increased travel. Rudder effectiveness is increased by an anti-servo tab on the rudder.
ENGINES
The Seneca II is powered by two Teledyne Continental six-cylinder turbocharged engines,

each rated at 200 horsepower at 257 5 RPM at sea level. The engines are air cooled and fuel
injected and are equipped with oil coolers with low ~emperature bypass systems and engine
mounted oil filters. A winterization plate is provided to restrict air during winter operation (see
Winterization in Handling and Servicing Section). Asymmetric thrust during takeoff and climb is
eliminated by the counter-rotation of the engines, the left engine rotating in a clockwise
direction when viewed from the cockpit, a...'l.d the right engine rotating counterclockwise.
The engines are easily accessible through doors in the cow lings, one on either side of each
engine cowling. The cowlings are designed for maximum aerodynamic efficiency. Engine
mounts are constructed of steel tubing, and dynafocal engine mounts are provided to reduce
vibration.
A Ray-Jay turbocharger on each engine is operated by exhaust gases. Exhaust gases rotate
a turbine wheel, which in turn drives an air compressor. Induction air is compressed
(supercharged) and distributed into the engine air manifold, and the exhaust gases which drive
the compressor are discharged overboard. Engine induction air is taken from within the cowling,
is filtered, and is then directed into the turbocharger compressor inlet. Each engine cylinder is
supplied with pressurized air in operation from sea level to maximum operating altitude. The
pressure relief valve protects the engine from inadvertently exceeding 42 inches Hg; 40 inches
Hg is manually set with the throttles. The turbo bypass orifice is preset for 40 inches Hg at
12,000 feet density altitude at full throttle.

2-2 REVISED: MARCH 19, 1976
SENECAU
The intake filter air box incorporates a manually operated two-way valve designed to allow
induction air either to pass into the compressor through the filter or to bypass the filter and
supply heated air directly to the turbocharger. There is a suck in door which opens in the event
that the primary air source becomes blocked. Alternate air selection insures induction air flow
should the filter become blocked. Since the air is heated , the alternate air system offers
protection against induction system blockage caused by snow or freezing rain, or by the freezing
of moisture accumulated in the induction air filter. Alternate air is unfiltered; therefore, it
should not be used during ground operation when dust or other contaminants might enter the
system. The primary (through the filter) induction source should always be used for takeoffs.
The fuel injection system incorporates a metering system which measures the rate at which
turbocharged air is being used by the engine and dispenses fuel to the cylinders proportionally .
Fuel is supplied to the injector pump at a greater rate than the engine requires. The fuel
injection system is a "continuous flow" type which allows excess fuel and fuel vapor separated
in the injector pump to be returned to the fuel tanks.
To ob ta in maxi mu m efficie ncy and time from the engi nes, follow the procedures re co m-
mended in the Teledyn e Continental Operat o r's M anual provi ded with the airplan e.
Engine controls consist of a throttle, a propeller control and a mixture control lever for
each engine. These controls are located on the control quadrant on the lower center of the
instrument panel where they are accessible to both the pilot and the copilot. The controls
utilize teflon-lined control cables to reduce friction and binding.
The throttle levers are used to adjust the manifold pressure. They incorporate a gear up
warning horn switch which is activated during the last portion of travel of the throttle levers to
the low power position. If the landing gear is nbt locked down, the horn will sound until the
gear is down and locked or until the power setting is increased. This is a safety feature to
prevent an inadvertent gear up landing.
The propeller control levers are used to adjust the propeller speed from high RPM to
feather.
The mixture control levers are used to adjust the air to fuel ratio. An engine is shut do\Vll
b y the placing of the mi xture control lever in the full lean position.
The friction adjustment lever on the left side of the control quadrant may be adjusted to
increase or decrease the friction holding the throttle, propeller, and mixture controls or to lock
the controls in a selected position.
The alternate air controls are located on the control quadrant just below the engiJle control
levers. When an alternate air lever is in the up, or off, position the engine is operating on filtered
air; when the lever is in the down, or on, position the engine is operating on unfiltered , heated
air. Should the primary air source become blocked the suck in door will automatically select
unfiltered heated air.

REVISED: JA NUA RY 18, 19 79 2-3
SENECA II
,,,
"
,;
PULL-CLOSE
O•
L COWL R
FLAP
PUSH-OPEN
Cowl Flap Control
The cowl flap control levers, located below the control quadrant, are used to regulate
cooling air for the engines. The levers have three positions: full open, full closed , and
intermediate. A lock incorporated in each control lever locks the cowl flap in the selected
position. To operate the cowl flaps, depress the lock and move the lever toward the desired
setting. Release the lock after initial movement and continue movement of the lever. The
control will stop and lock into place at the next setting. The lock must be depressed for each
selection of a new cowl flap setting.
All throttle operations should be made with a smooth , not too rapid movement to prevent
unnecessary engine wear or damage to the engines, and to allow time for the turbocharger speed
to stabilize.

2-4 ISSUED: JULY 15, 1974
SENCEATI
PROPELLERS
Counter-rotation of the propellers provides balanced th.rust during takeoff and climb and
eliminates the "critical engine" factor in single-engine flight.
Constant speed, controllable pitch and feathering Hartzell propellers are installed as
standard equipment. The propellers mount directly to the engine crankshafts. Pitch is controlled
by oil and I1itrogen pressure. Oil pressure sends a propeller toward the high RPM or unfeather
position; nitrogen pressure sends a propeller toward the low RPM or feather position and also
prevents propeller overspeeding. Governors, one on each engine, supply engine oil at various
pressures through the propeller shafts to maintain constant RPM settings. A governor controls
engine speed by varying the pitch of the propeller to match load torque to engine torque in
response to changing flight conditions. The recommended nitrogen pressure to be used when
charging the unit is listed on placards on the propeller domes and inside the spinners. This
pressure varies with ambient temperature at the time of charging. Although dry nitrogen gas is
recommended, compressed air may be used provided it contains no moisture. For more detailed
instructions, see "Propeller Service" in the Handling and Servicing Section of this Manual.
Each propeller is controlled by the propeller control levers located in the center of the
power control quadrant. Feathering of a propeller is accomplished by moving the control fully
aft through the low RPM detent, into the "FEATHER" position. Feathering takes place in
approximately six seconds. Unfeathering is accomplished by moving the propeller control
forward and engaging the starter until the propeller is windmilling.
A feathering lock, operated by centrifugal force, prevents feathering during engine shut
down by making it impossible to feather any time the engine speed falls below 800 RPM. For
this reason, when airborne , and the pilot wishes to feather a propeller to save an engine, he must
be sure to move the propeller control into the "FEATHER" position before the engine speed
drops below 800 RPM.
LANDING GEAR
To increase cruise speed, climb and other performance , the Seneca II is equipped with
hydraulically operated, fully retractable, tricycle landing gear. Rugged gear construction and a
heavy duty braking system permit operation on a wide variety of ground surfaces.
Hydraulic pressure for gear operation is furnished by an electrically powered, reversible

hydraulic pump. The pump is activated by a two-position gear selector switch located to the left
of the control quadrant on the instrument panel. The gear selector switch, which has a
wheel-shaped knob, must be pulled out before it is moved to the "UP" or "DOWN" position.
When hydraulic pressure is exerted in one direction, the gear is retracted; when it is exerted in
the other direction, the gear is extended. Gear extension or retraction normally takes six to
seven seconds.
CAUTION
If the landing gear is in transit, and the hydrauli~ pump is

running, it is NOT advisable to move the gear selector switch to
the opposite position before the gear has reached its full travel
limit, because a sudden reversal may damage the electric pump.

ISSUED: JULY 15, 1974 2-S
SENECA II
GEAR
UP
25 llPH llU .
.
50 llP HllU.
EMERGENCY GEAR
EXTENSION
~
,ff
PULL TO RELEASE
Landing Gear Selector
The landing gear system incorporates a number of safety features to insure gear extension
even in the event of hydraulic failure, Since the gear is held in the retracted position by
hydraulic pressure , should the hydraulic system fail for any reason, gravity will allow the gear to
extend. When the landing gear is retracted, the main wheels retract inboard into the wings and
the nose wheel retracts forward into the nose section. Aerodynamic loads and springs assist in
gear extension and in locking the gear in the down position. During gear extension, once the
nose gear has started toward the down position, the airstream pushes against it and assists in
moving it to the downlocked position. After the gears are down and the downlock hooks
engage, springs maintain force on each hook to keep it locked until it is released by hydraulic
pressure.
To extend and lock the gears in the event of hydraulic failure, it is necessary only to relieve
the hydraulic pressure. Emergency gear extension must not be attempted at airspeeds in excess
of 100 MPH. An emergency gear extension knob, located directly beneath the gear selector
switch is provided for this purpose. Pulling this knob releases the hydraulic pressure holding the
gear in the up position and allows the gear to fall free . During normal operation, this knob is
covered by a guard to prevent inadvertent extension of the gear. Before pulling the emergency
gear extension knob , place the landing gear selector switch in the " DOWN" position to prevent
the pump from trying to raise the gear. If the emergency gear knob has been pulled out to lower
the gear by gravity, it may be pushed in again after the landing is completed and the source of
the problem is corrected. Be sure that the landing gear selector switch is in the "DOWN"
position before the knob is pushed in.

"--- ---~ --
SENECA II
LANCING GEAA
H'l'DRAULJC CONTROL B
PUMP WARNING
'
SQUAT
SWITCH TERM INAL 3 TERMINAL 2:
FLIGHT GNO
POS NC PCS
NCSE RIGHT
GEAR GEAR
TERM1NAL t
f r!
UP UP UP DOWN, I
LIM IT L !Ml T 1' _
N~C
0
NC NO SW
NSWr
I
H'l'DRAULIC NOSE RIGHT
PRESSURE )GREEN GREEN
SWITCH UGHT LIGHT
H'l'ORAULIC
PUMP
MOTOR
CLOSED OPEN
NO NC
re N.aV
LIGHTS
GEAR
SELECT
SW\TCH RED
GEAR
GEAR HORN UGHT
Landing Gear Electrical Sy's tem Schematic

REVISED: JANUARY 18, 1979 2-7
-=-
SENECAil
RIGHT MAIN GEAR LEFT MA IN GEAR

HYDRAULIC CYLINDER HYDRAULIC CYLINDER
UP UP
RESTRICTORJ
o DOWN DOWN
r-----
NOSE GEAR
HYDRAULIC 1 r-- -
CYLINDER
PRESSURE
SWITCH
RESTR ICTOR
UP
DOWN
CHECK VALVE -- -- ----4:i=<1

FREE FALL
CONTROL
RETRACTION/
RELIEF HIGH
- - - PRESSURE
RESERVOIR CONTROL
NOT USED
LOW
PRESSURE
CONTROL
GEAR UP
CHECK VALVE
Landing Gear Hydraulic System Schematic

SENECA II
When the gear is fully extended or fully retracted and the gear selector is in the
corresponding position, electrical limit switches stop the flow of current to the motor of the
hydraulic pump. The three green lights directly above the landing gear selector switch illuminate
to indicate that each of the· three landing gears is down and locked. A convex mirror on the left
engine nacelle both serves as a taxiing aid and allows the pilot to visually confirm the condition
of the nose gear. If the gear is in neither the full up nor the full down position, a red warning
light on the instrument panel illuminates. Should the throttle be placed in a low setting - as for a
landing approach - while the gear is retracted, a warning horn sounds to alert the pilot that the
gear is retracted. The gear warning horn emits a continuous sound on earlier models and a 90
cycles per-ininute beeping sound on later models.
To add to the pilot's night vision comfort, the green gear lights are dimmed automatically
when the navigation lights are turned on. For this reason, if the navigation lights are turned on
in the daytime, it is difficult to see the landing gear lights. If the green lights are not observed
after the landing gear selector switch is placed in the "DOWN" position, the first thing to check
is the position of the navigation lights switch.
If one or two of the three green lights do not illuminate when the gear down position has
been selected, any of the following conditions could exist for each light that is out:
l. The gear is not locked down.
2. A bulb is burned out.
3. There is a malfunction in the indicating system.
In order to check the bulbs, the square indicator lights can be pulled out and interchanged.
A micro switch incorporated in the throttle quadrant activates the gear warning horn under
the following conditions:
1. The gear is up and the manifold pressure has fallen below 14 inches on either one or
both engines.
2 . The gear selector switch is in the "UP" position when the airplane is on the ground.
To prevent inadvertent gear retraction should the gear selector switch be placed in the
"UP" position when the airplane is on the ground, a squat switch located on the left main gear
will prevent the hydraulic pump from actuating if the master switch is turned on. On takeoff,
when the landing gear oleo strut drops to its full extension, the safety switch closes to complete
the circuit which allows the hydraulic pump to be activated to raise the landing gear when the
gear selector is moved to the "UP" position. During the preflight check, be sure the landing gear
selector is in the "DOWN" position and that the three green gear indicator lights are
illuminated. On takeoff, the gear should be retracted befor~ an airspeed of 125 MPH is
exceeded. The landing gear may be lowered at any speed up to 150 MPH.
The hydraulic reservoir for landing gear opera ti on is an integral part of the gear hydraulic
pump. Access to the combination pump and reservoir is through a panel in the nose baggage
compartment. For filling instructions, see the PA-34-200T Service Manual.
The nose gear is steerable through a 27 degree arc either side of center by use of a
combination of full rudder pedal travel and brakes. A gear centering spring, incorporated in the
nose gear steering system, prevents shimmy tendencies. A bungee assembly reduces ground
steering effort and dampens shocks and bumps during taxiing. When the gear is retracted, the
nose wheel centers as it enters the wheel well, and the steering linkage disengages to reduce
pedal loads in flight. The landing light turns off automatically when the gear is retracted.

REVlSED: JULY 16, 1975 2-9
SENECA II
All three landing gears carry 6.00 x 6 tires. The nose wheel has a 6-ply tire and the main
wheels have 8-ply tires. For infonnation on servicing the tires, see "Tire Inflation" in the
Handling and Servicing Section of this Manual.
Struts for the landing gear are air-oil assemblies. Strut exposure should be checked during
each preflight inspection. If a need for service or adjustment is indicated, refer to the
instructions printed on the units. Should more detailed landing gear service information be
required, refer to the PA-34-200T Service Manual.
BRAKE SYSTEM
The brake system is designed to meet all nonnal braking needs and to assist in the short
field landing capabilities of the Seneca IL Two single-disc, double puck brake assemblies, one on
each main gear, are actuated either by toe brake pedals mounted on both the pilot's and the
copilot's rudder pedals or by a 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. For
further information see "Brake Service" in the Handling and Servicing Section of this Manual.
The parking brake is engaged by pulling back on the hand brake lever and depressing the
button on the left of the handle. The parking brake is released by pulling back on the handle
without touching the button and allowing the handle to swing forward.
FLIGHT CONTROL SYSTEM
Dual flight controls are installed in the Seneca II as standard equipment. 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 mounted on the trailing edge. This tab, actuated
by a control mounted on the console between the front seats, also acts as a longitudinal trim
tab.
The ailerons are of the Frise type. This design allows the leading edge of the aileron to
extend further 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.

2-10 ISSUED: JULY 15, 1974
SENECA II
Console
The flaps are manually operated, aerodynamically balanced for light operating forces and
spring loaded to return to the retracted positi<;m. A four-position flap control lever between the
front seats adjusts the flaps for reduced landing speeds and a high degree of glide path control.
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. Since the flap will not support a step
load except in the fully retracted position, the flaps should be retracted when people are
entering or leaving the airplane.
FUEL SYSTEM
Fuel is stored in fuel tanks located in each wing. The tanks in each wing are interconnected
to function as a single tank. All tanks on a side are filled througl1 a single filler in the outboard
tank, and as fuel is consumed from the inboard tank, it is replenished by fuel from outboard.
Only two and one half gallons of fuel in each wing is unusable, giving the Seneca II a total of 93
usable gallons with standard fuel tanks or 123 usable gallons with the optional fuel tanks
installed. The fuel must be 100/ 130 octane, The fuel tank vents, one installed under each wing,
feature an anti-icing design to prevent ice formation from blocking the fuel tank vent lines.

REVISED: OCTOBER 20, 197 S 2-11
-
NI
N
Vl
~
tr1
(1
>·
::::::
VENTED TO DECK
PRESSURE
~
~
g.
U'l
'<
Vl
.....
fl>
s AUXILIARY(OA ELECTRIC I FUEL PUMP
U'l
0
t:J'
<D
8t.>
...+ FUEL SELECTOR VALVE
c:;·
~
~~
~.2g
OPTIONAL BLAOOER
FUEL CELL
~~
~ tll
FUEL SELECTOR
CONTROLS
o~
~ t:i
~Vl
N -<!
0
~ ,..,U'l
~~
;;! en
SENECA II
The fuel injection system is a "continuous flow" type which utilizes a vapor return line
leading back to the fuel tanks. This line provides a route back to the tanks for vapor laden fuel
that has been separated in the injector pump swirl chamber. Each engine has an engine driven
fuel pump that is a part of the fuel injection system. On models without a primer system*
installation, switches for the electric fuel pumps are located on the switch panel to the kft of
the pilot. The electric fuel pumps pressurize fuel for priming and vapor suppression. An
integral relief valve assures that activation of the electric fuel pump for vapor suppression will
not flood the engine. On models with a primer system** installation an auxiliary fuel systt!m is
provided. The purpose of the electrically powered auxiliary fuel system is to supply fuel to the
engine in case of engine driven fuel pump shaft failure or malfunction, for ground and inflight
engine starting, and for vapor suppression. The two auxiliary fuel pump switches are located on
the electrical side panel and are three position rocker switches; LO, HI and OFF. The LO
auxiliary fuel pressure is selected by pushing the top of the switch. The HI auxiliary fuel
pressure is selected by pushing the bottom of the switch, but this can be done only after
unlatching the adjacent guard. When the HI auxiliary fuel pump is activated, an amber light near
the annunciation panel is illuminated for each pump. These lights dim whenever the pump
pressure reduces automatic ally and manifold pressure is below approximately 21 inches.
On models without a primer system* installation, in case of a failed engine-driven pump,

partial (approximately 25%) power may be maintained by use of the corresponding electric fuel
pump. This power will allow positive thrust which will result in better performance than can be
obtained with the propeller feathered. On models with a primer system** installation, in case of
a failed engine-driven fuel pump, auxiliary fuel pressure should be selected. Adequate pressure
and fuel flow will be supplied for up to approximately 75% power. Manual leaning to the
correct fuel flow will be required at altitudes above 15,000 feet and for engine speeds less than
2300 RPM. An absolute pressure switch automatically selects a lower fuel pressure when the
throttle is reduced below 21" Hg manifold pressure and the HI auxiliary fuel pump is on.
NOTE
Excessive fuel pressure and very rich fuel/air mixtures will occur
if the HI position is energized when the engine fuel injection
system is functioning normally. ·
Low auxiliary fuel pressure is available and may be used during normal engine operation
both on the ground and inflight for vapor suppression should it be necessary as evidenced by
unstable engine operation during idle or at high altitudes.
Separate spring loaded OFF primer button switches, located adjacent to the starter
switches are used to select HI auxiliary fuel pump operation for priming, irrespective of other
switch positions. These primer buttons may be used for both hot or cold engine starts.
•ser. nos. 34-7570001through34-7570308 when Piper Kit No. 760 926V is not installed
. . Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper No IGt
760 926V is installed. .

REVISED: OCTOBER 20, 1975 2-1 Za
SENECA II
Fuel management controls are located on the console between the front seats. There is a
control lever for each of the engines, and each is placarded "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. The two fuel systems are interconnected by crossfeed
lines. When the "X FEED" position is selected, the engine will draw fuel from the tanks on the
opposite side in order to extend range and keep fuel weight balanced during single-engine
operation. The "OFF" position shuts off the fuel flow from a side.
NOTE
When one engine is inoperative and the fuel selector for 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 the
same side as the operating engine.
Before each flight, fuel must be drained from low points in the fuel system to ensure that
any accumulation of moisture or sediment is removed from the system. Fuel drains are provided
for each fuel filter (2), each fuel tank ( 4 ), and each crossfeed line(2) . The fuel filter drains are
located on the outboard underside of each engine nacelle ; two fue l tank drains are located on
the underside of each wing; fuel crossfeed drains are located at the lowest point in the fuel
system, on the underside of the fuselage, just inboard of the trailing edge of the right wing flap.
ELECTRICAL SYSTEM
The electrical system of the Seneca II is capable of supplying sufficient current for
complete night IFR equipment. Electrical power is supplied by two 65 ampere alternators, one
mounted on each engine. A 35 ampere-hour, 12-volt battery provides current for starting, for
use of electrical equipment when the engines are not running, arid for a source of stored
electrical power to back up the alternator output. The battery, which is located in the nose
section and is accessible through the forward baggage compartment, is normally kept charged by
the alternators. If it becomes necessary to charge the battery, it should be removed from the
airplane.
When the optional external power source plug is installed, it is located on the lower left
side of the nose section. While an external 12 or 14-volt power source is being plugged in or
unplugged, the master switch should be turned off to prevent sparking. However, while the
engine is being started with external power, the master switch should be turned on.
Two solid state voltage regulators maintain effective load sharing while regulating electrical
system bus voltage to 14-volts. An overvoltage relay iIJ. each alternator circuit prevents damage
to electrical and avionics equipment by taking an alternator off the line if its output exceeds
14-volts. If this should occur, the alternator light on the annunciator panel will illuminate.
Voltage regulators and overvoltage relays are located forward of the bottom of the bulkhead
separating the cabin section from the nose section.

2-12b ISSUED: JULY 16, 1975
SENECA II
,----
I EXTERNAL
I POWER
I (OPTIONAL) OV!:AVOLTAGE OVE.RVOLTAGE
RELAr RELAY
I
I
I
I
I
I
I
R.H I
VOLTAGE
REGULATOR I
i
TO RADIO BUS BAR
Alternator an d Starter Sch emat1c

.
REVISED: Jlii:~ 16,

AIRPLANE
SYSTEMS
-1975 2-13
SENECA II
(Ser. n os. 4-757030

Ki~Np
Switch p
9 and With p runer
3 when Piper anel.and . S
34-757000rtem
o. 760
92 6V is
34
through -7570308
installed.)
AIRPLAN
RE EAND SYS
2-14 VISED.. JULy- 16,TEMS
1975
SENECA II
switch
. 34-757030S
(Ser . n os. 34-7570001 through Panel - W1tho
. u t p nmer
· system ·
AIRPLAN when p·
E AN 'P" K"t N
REVISED·· JULD 16. 1975
Y SYSTEMS ' o. 760 926V "not
. instalkd.)
2-15
SENECA II
Approximately 2000 RPM or more is required to obtain full alternator output of 65

amperes. It is normal to have zero output at idle RPM. This is due to the reduced drive ratio
from the engine. Dual ammeters and the ALT annunciator light provide an easy means of
monitoring the electrical system operation. The two ammeters (load meters) indicate the output
of the alternators. Should an ammeter indicate a load much higher than the known
consumption of the electrical equipment in use, it should be suspected of a malfunction and
turned off. In this event, the remaining alternator's ammeter should show a normal indication
after approximately one minute. If both ammeters indicate a load much higher than the known
consumption for more than approximately five minutes, an electrical defect other than the
alternator system should be suspected because a discharged battery will reduce the alternator
load as it approaches the charged conditions. A zero ammeter reading indicates an alternator is
not producing current and should be accompanied by illumination of the ALT annunciator
light. A single alternator is capable of supporting a continued flight in case of alternator or
engine failure in most conditions; however, with deicing equipment and other high loads, care
must be exercised to prevent the loads from exceeding the 65 ampere rating and subsequent
depletion of the battery.
The annunciator panel on the upper left of the instrument panel is installed as an electrical
accessory. It includes manifold pressure overboost, gyro pressure, oil pressure, and alternator
indicator lights. Illumination of any light indicates that the pilot should monitor system gauges
to determine if a failure has occurred and if corrective action is required. Light function may be
tested with a "push to test" switch. In addition, on models with a primer system* installation,
an amber light illuminates when the corresponding HI auxiliary fuel pump is energized. The
auxiliary fuel pump annunciator lights will not illuminate when the "push to test" switch is
actuated. Auxiliary fuel system light function is tested when the primer switches are actuated.
When all electrical equipment is turned off (except the master switch), the ammeters will
indicate current being used to charge the battery and operate the instruments. If the sum of the
two readings is significant, this is an indication that the battery has a low charge. The pilot
should try to determine why it is low, and if no cause is apparent, the condition of the battery
and the electrical system should be checked by a mechanic.
If both alternators should fail during flight, the battery becomes the only source of
electrical power; therefore, all unnecessary electrical equipment should be turned off. The
length of time the battery will be able to supply power to the necessary equipment depends on
the current drained by the equipment, the time it took for the pilot to notice the dual failure
and to execute protective procedures, and the condition of the battery .
During night or instrument flight, the pilot should continuously monitor the ammeters and
warning light so that prompt corrective action may be initiated if an electrical malfunction
occurs. Procedures for dealing with electrical malfunction are covered in detail in the Airplane
Flight Manual Section.
The electrical system and equipment are protected by circuit breakers located on a circuit
breaker panel on the lower right side of the instrument panel. The circuit breaker panel is
provided with enough blank spaces to accommodate additional circuit breakers if extra
electrical equipment is installed. In the event of equipment malfunctions or a sudden surge of
current, a circuit breaker can trip automatically. The pilot can reset the breaker by pressing it in
(preferably after a few minutes cooling period). The circuit breakers can be pulled out
manually.
*Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper Kit No.
760 926V is installed.

2-16 REVISED: OCTOBER 20, 1975
SENECA U
Most of the electric.al switches, including the master switch and switches for magnetos, fuel
pumps, starters, alternators, lights and pitot heat, are conveniently located on the switch panel
to the left of the pilot.
GYRO PRESSURE SYSTEM
The directional gyros and attitude indicators are driven by positive air pressure. The
pressure system consists of a pressure pump on each engine , plus plumbing and regulating
equipment. Air for the system is taken from the engine nacelle area through inlet filters and
passed through pressure pumps installed on the engines. Pressure regulators mounted on the fire
walls maintain the air at constant pressure to prevent damage to the instruments. Check valves , a
pressure air manifold, and inline filters are mounted in the cabin at the forward bulkhead. The
check valves close to allow pressure instruments to function during single-engine operation or in
the event of malfunction of one of the pressure pumps. The instruments receive air from the
manifold. A pressure gauge on the instrument panel, to the left of the pilot's control wheel
shaft, is connected to the manifold and indicates the pressure the gyros are receiving. After air
has passed through the gyro instruments, it is exhausted overboard through the forward
bulkhead.
The operating limits for the gyro pressure system are 4.5 to 5. 2 inches of mercury for all
operations. Operation of the gyro pressure system can be monitored through a gyro pressure
gauge mounted to the left of the copilot' s control wheel. The two warning indicators mounted
on the ·gauge serve to alert the pilot should one of the engines be producing less than sufficient
pressure to operate the gyro instruments . Additional warning of a possible malfunction in the
gyro pressure system is provided by a light in the annunciator panel.
PITOT STATIC SYSTEM
Pitot pressure for the airspeed indicator is sen8ed by an aluminum pitot head installed on
the bottom of the left wing and carried through lines within the wing and fuselage to the gauge
on the instrument panel. Static pressure for the altimeter, vertical speed and airspeed indicators
is sensed by two static source pads, one on each side of the rear fuselage forward of the
stabilator. They connect to a single line leading to the instruments. The dual pickups balance
out differences in static pressure caused by side slips or skids.
An alternate static source control valve is located below the instrument panel to the right
of the control quadrant. When the valve is set to the alternate position, the altimeter, vertical
speed indicator and airspeed indicator will be using cabin air for static pressure. During alternate
static source operation, these instruments may give slightly different reading, depending on
conditions within the cabin. Airspeed, setting of heating and ventilating controls, or the position
of the storm window can influence cabin air pressure. The pilot can determine the effects of the
alternate static source on instrument readings by switching from standard to alternate sources at
different airspeeds and heating and ventilating configurations (including open storm window
below 150 MPH) .
If one or more of the pitot static instruments malfunction, the system should be checked
for dirt, leaks, or moisture. The pitot and the static lines may be drained through separate
drains. A drain on the lower left front of the side panel may be used to drain moisture from the
pressure line running from the pitot head to the instrument panel. On earlier models the
alternate static source control is at the low point in the system, selecting the alternate static
source will drain the static pressure lines . On later models the low point and drain in the static
system is beside the pitot drain.

SENECA II
\ \
\
\
\ /';?
\ 1L_
\ I
\ I
'\.__
' ---- ~
\
\
\
Gyro Pressure System

ISSUED: JULY 15, 1974
l
I
SENECA II
I I
I I
\
-
-----I \ , \
I
I
\
\ \ I\
~ \ \/ \
"-..
;''
I
\
\
\
I
\
\ I
I
\
\I \ I
I \ I
I
\ \ I~
I \
\.'
.\
- - l
I
'r I
1;
\
~ _,
J
\
I
\
\
\
I
\
\
\ \
\
\
..=~~.:~'°r--:~cno~
\ \
........
Pitot Static System

(On Earlier Models)
SENECA II
I ----
\ --- I
\ ----- 1 I
\ --- \ I !"-
\ \ ( "" '-
~ \ \ I\ I
/
\/ \ /
I
\ I
\ I
\ I
\ I
\ I
\ I
\ I
I
\ I
I \ I
I \ I
I \ I I
\ = \ / I
I
\V
I
\ I \
y \ I
I
I \ I
I
\ I\
<
\ \ \
\_/ \
I \ \
I \
I \
I
\
I \
\
l \
\
\
~ /
\
\ .....- - \ I
\ \ ' 1 ,._ ( 1/
--..,..-......,~\ "'/ \ "'-.::_\ I
\
\ "-,)
\
~ \
\
\
\
\
\
••• e •••
...CNM•W1"°,....CQC"ICll .....
• • I • \
\
I
Pitot Static System

(On Later Models)
2-19a AIRPLANE AND SYSTEMS

ISSUED: NOVEMBER 19, 1976
SENECA II
The holes in the sensors for pitot and static pressure must be fully open and free from dirt,
bugs, or polish. Blocked sensor holes will give erratic or zero readings on the instruments.
A heated pitot head, which alleviates problems with icing and heavy rain, is available as
optional equipment. Static source pads have been demonstrated to be non-icing; however, in the
event icing does occur, selecting the alternate static source will alleviate the problem.
AIRPLANE AND SYSTEMS 2-19b

REVISED: MARCH 30, 1977
SENECA II
(
INSTRUMENT PANEL
The instrument panel is designed to be functional and professional. There is sufficient

space for the pilot's flight instruments and complete engine instruments, plus optional copilot's
flight instruments and a wide range of avionics and additional optional instruments. Equipment
is available to allow the Seneca II to be uniquely suited to individual_needs.
. .
Flight instruments are grouped in the upper instrument panel; engine and electrical system
monitoring instruments, the autopilot, and the circuit breaker panel are in the lower instrument
panel. Left and right engine instruments are conveniently separated by the left control wheel
shaft.
Radios are mounted in the center of the upper instrument panel. The control quadrant -
throttles and propeller and mixture controls - is in the center of the lower instrument panel. To
the left of the control quadrant is the landing gear selector. This arrangement makes these
installations conveniently accessible to both pilot and copilot.
Various warning lights are located with the pilot's flight instruments on the· 1eft upper
instrument panel. The gear unsafe warning light is to the left of the annunciator panel; and the
stall warning light is to the far left of the pilot's flight instruments.
The annunciator panel, with manifold pressure overboost, oil pressure, gyro pressure and
alternator lights, and incorporating a press-to-test feature, is located to the upper left of the
radios . The illumination of these lights in flight is an indication of a possible system
malfunction. The pilot should closely monitor instrument panel gauges to check the condition
of a system whose corresponding light on the annunciator panel illuminates. Illumination of the
manifold pressure overboost lights indicates manifold pressure at or above the maximum
allowable 40 inches Hg. During preflight, the operational status of the annunciator panel, except
auxiliary fuel pump lights, should be tested by use of the press-to-test button. When the button
is depressed, all annunciator panel lights, except auxiliary fuel pump lights, should illuminate .
NOTE
When an engine is feathered, the alternator, gyro air and oil

pressure annunciator lights will remaiil illuminated.
Instrument panel lighting can be dimmed or brightened b)'.: rheostat switches to the right of
the control quadrant. Back-lights are standard equipment, and map lights, and reading lights are
available as options. When instrument panel lights are turned on, annunciator lights are dimmed.
However, they will not show dim when the press-to-test switch is depressed .
Most of the electrical switches are located on the switch panel on the left side of the
cockpit. In later models a radio power switch is located near the top of the instrument panel
between the radio stacks. It controls the power to all radios through the aircraft MASTER
switch. Tue radio power switch has an OFF, NORMAL and AUXILIARY position. The
AUXILIARY position provides a secondary power circuit for all radios.
- .
The manifoid pressure lines have drain valves located behind and below the dual manifold
pressure gauge. This allows any moisture which may have collected from condensation to be
pulled into the engines. This is accomplished by depressing the two valves for 5 seconds while
operating the engines at 1000 RPM.
NOTE
Do not depress the valves when manifold pressure exceeds 25

inches Hg.

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I. STALL WARNING LIGHT (EARLIER 19. COMMUNICATIONS TRANSCEIVERS (NO. 2) 39. DUAL MANIFOLD PRESSURE GAUGE
MODELS ONLY) 2 o. TRA°tJSPONDER 40. RIGHT ENGINE AND FUEL INSTRUMENT
2. CLOCK 21. R·NAV CLUSTER
3. ADF INDICATOR 22. ADF RECEIVER 41. RIGHT ENGINE TACHOMETER
4. TURN AND BANK INDICATOR 23. NAVIGATION RECEIVER 42. LANDING GEAR DOWN LIGHTS
5. AIRSPEED INDICATOR 24. DME 43. LANDING GEAR SELECTOR
6. DIRECTIONAL GYRO 25 . TURN AND BANK INDICATOR (COPILOT'S) 44 . LANDING GEAR FREE FALL VALVE
7. ATTITUDE GYRO 26. AIRSPEED INDICATOR (COPILOT'S) 'coNTROL
8. GLIDE SLOPE COUPLER ENGAGED 27. DIRECTIONAL GYRO (COPILOT'S) 45. ALTERNATE AIR CONTROL
9. GEAR IN TRANSIT LIGHT 28. ATTITUDE GYRO (COPILOT'S) 46. PROP DEICE AMMETER
10. VERTICAL SPEED INDICATOR 29 . VERTICAL SPEED INDICATOR (COPILOT'S) 47. CONTROLQUADRANT
11. ALTIMETER 30. ALTIMETER (COPILOT'S) 48. RADIO LIGHTS AND PANEL LIGHTS
12. ANNUNCIATOR PANEL (WITH PRIMER 31. CIGAR LIGHTER 49. LEFT ENGINE EGT GAUGE
SYSTEM) 32. CLOCK (COPILOT'S) 50. FUEL FLOW GAUGE
13. OMNI AND GLIDE SLOPE INDICATOR 3 3. Ml KE AND PHONE JACKS 51. RIGHT ENGINE EGT GAUGE
14. OMNI INDICATOR 34. AL TIMATIC Ill C AUTOPILOT 52. GYRO PRESSURE GAUGE
15. MARKER BEACON 35. LEFT ENGINE AND FUEL INSTRUMENT CLUSTER 53. CIRCUIT BREAKER PANEL
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16. COMPASS
I 7. AUDIO CONTROL PANEL
18. COMMUNICATIONS TRANSCEIVERS (NO. l)
36.
37.
38.
OMNI COUPLER
PITCH TRIM
LEFT ENGINE T~CHOMETER
54. MIKE AND PHONE JACKS (COPILOT'S)
S-s:-RADIO POWER SWITCH (LATER MODELS
ONLY)
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SENECA II
HEATING, VENTILATING AND DEFROSTING SYSTEM
Heated air for cabin heat and windshield defrosting is provided by a Janitrol combustion
heater located in the aft fuselage behind the cabin baggage compartment close-off. Air from the
heater is ducted forward along the cabin floor to outlets at each seat and to the windshield area.
Operation of the combustion heater is controlled by a three-position switch located on the
control console between the front seats and 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. Cabin comfort can be maintained as
desired through various combinations of lever positions. Passengers have secondary control over
heat output by individually adjustable outlets at each seat location.
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
which is an integral part of the combustion heater. With instant starting and no need for
priming, heat should be felt within a few seconds. When cabin air reaches . the temperature
selected on the cabin temperature lever, ignition of the heater cycles automatically to maintain
the selected temperature. 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.
When the three-position switch is in the FAN position during ground operation, the
ventilation fan blows fresh air through the heater ductwork for cabin ventilation and windshield
defogging when heat is not desired. When the heater controls are used either for cabin heat or
for ventilation, air is automatically ducted to the windshield area for defrosting.
The flow of defroster air to the windshield area can be increased by the activation of a
defroster fan. The fan is controlled by a defroster switch located on the control console
between the two front seats.
To introduce fresh , unheated air into the cabin during flight, the air intake should be open
and the heater off. Ram air enters the system and can be individually regulated at each floor
outlet. Overhead outlets also supply fresh air for cabin ventilation. The occupant of each seat
can manually adjust an outlet in the ceiling to regulate the flow of fresh air to that seat area. An
optional fresh air blower may be installed in the overhead ventilation system to provide
additional fresh air flow during ground operation.
An overheat switch located in the heater unit acts as a safety device to render the heater
inoperative if a malfunction should occur. Should the switch deactivate the heater, the
OVERHEAT ijght on the control console will illuminate. The overheat switch is located on the
forward outboard end of the heater vent jacket. The red reset button on the heater shroud can
be reached through the bulkhead access panel in the aft cabin close-out panel.
To prevent activation of the overheat switch upon nonnal heater shutdown during ground
operation, 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, 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 .

2-22 REVISED: JULY 16, 1975
SENECA II
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Cabin Heating, Ventilating and Defrosting System

ISSUED: JULY 15, 1974 2-23
SENECA II
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Heating, Ventilating and Defrosting Control Console

2-24 ISSUED: JULY 15, 1974
SENECA II
CABIN FEATURES
For pilot and passenger comfort, the front seats are adjustable fore and aft. To facilitate
entry and exit through the cockpit door, an easily accessible latch on top of the right front seat
allows the seat to be pushed forward. Each seat reclines and is provided with an armrest. The
center and rear seats are easily removed to provide additional cargo space.
NOTE
To remove the center and rear seats, retainers securing the back
legs of the seats must be unlocked. This is accomplished by
turning the slotted head aft of each back leg ninety degrees with
a coin or a screwqriver. In the locked position, the slot on the
head runs fore to · aft. Any time the seats are installed in the
airplane, the retainers should be in the locked position.
An optional jump seat, which can be mounted between the two center seats, gives the Seneca II
seven-place capabilities.
Seat belts are standard on all seats, and the front seats are equipped with shoulder
harnesses and inertia reels. These shoulder harnesses are optionally available for the two center
and the two rear seats. The shoulder harness is routed over the shoulder adjacent to the window
and attached to the seat belt in the general area of the occupant's inboard hip. A check of the
inertia reel mechanism is made by pulling sharply on the strap. The reel should lock in place and
prevent the strap from extending. For normal body movements, the strap will extend or retract
as required. Other seat options include headrests and push-button vertically adjustable pilot and
copilot seats. The seat belt should be snuggly fa~ened over each unoccupied seat.
Standard cabin features include a pilot's storm window, ashtrays, map pockets, coat hooks
and assist straps, a cigar lighter, sun visors, and pockets on the front and center seat backs.
Among the options which may be added to suit individual needs are headrests, a fire
extinguisher, and a special cabin sound-proofing package.
STALL WARNING
An approaching stall is indicated by a stall warning indicator which is activated betwee·n

five and ten miles per hour above stall speed. Mild airframe buffeting and gentle pitching may
also precede the stall. Stall speeds are shown on a graph in the Performance Charts Section. The
stall warning indicator consists of a red light located on the left side of the instrument panel and
a continuous sounding horn located behind the instrument panel on earlier models. The stall
warning red light is eliminated on later models. 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 on later
models. The stall warning indicators are activated by two lift detectors on the leading edge of
the left wing, outboard of the engine nacelle. The inboard detector activates the indicators when
the flaps are in the 25 and 40 degree positions, the outboard when the flaps are in other
positions.

REVISED: JULY 16, 1975 2-25
SENECA II
BAGGAGE AREA
The large amount of baggage space permits an exceptional flexibility of loading within the
Seneca II weight and balance envelope. There are two separate baggage compartments. One, the
nose section baggage compartment, is accessible through a baggage door on the left side of the
nose section. It has a maximum weight capacity of 100 pounds and a volume of 15 .3 cubic feet.
The cabin baggage compartment, located aft of seats five and six has a weight capacity of 100
pounds and a volume of 20 cubic feet. This compartment is loaded and unloaded through the
rear cabin door, and it is conveniently accessible during flight. Tie-down straps are provided and
they should be used at all times. A cargo loading door, installed aft of the rear door, facilitates
the loading of bulky items. All cargo, baggage compartment and passenger doors use the same
key .
NOTE
It is the pilot's responsibility to be sure when baggage is loaded
th.at the airplane C.G. falls within the allowable C.G. range. (See
Weight and Balance Section.)
FINISH
All sheet aluminum components are carefully fininished to assure maximum service life .
All exterior surfaces are finished with a durable acrylic lacquer which is available in a variety of
colors and combinations. To keep the fmish attractive, economy size spray cans of touch-up
paint are available from Piper Dealers.
EMERGENCY LOCATOR TRANSl\UTTER *
An Emergency Locator Transmitter (ELT), located .in the aft section of the fuselage just
below the stabilator leading edge, is accessible through a removable plate on the right side of the
fuselage. It is a self-contained transmitter which is automatically activated by impact force when
the switch is in the ARMED position. It can also be manually activated, either from the cockpit
by a remote switch on the left side panel or by a switch on the unit itself. When the ELT is
removed from the airplane and the antenna attached to the side of the case is installed in place,
the unit becomes a completely portable locator transmitter. For detailed information see
"Emergency Locator Transmitter" in the Operating Instructions Section of this Manual.
PIPER EXTERNAL POWER*
An optional starting installation known as Piper External Power (PEP) allows the airplane
engine to be started from an external battery without the necessity of gaining access to the
airplane battery. The cable from the external battery can be attached to a receptacle under the
left side of the nose section of the fuselage. Instructions on a placard located on the cover of the
receptacle should be followed when starting with external power. For instructions on the use of
the PEP, see "Starting Engines With Aid of External Electric Power" in the Operating
Instructions Section of this Manual.
*Optional Equipment

2-26 ISSUED: JULY IS, 1974
SENECA II
ICE PROTECTION SYSTEM*
For flight into known icing conditions, a complete ice protection system is available as
optional equipment on the Seneca II .
The ice protection system consists of the following components. pneumatic wing and
empennage boots, wing ice detection light, electrothermal propeller deicer pads, electric
windshield panel, heated stall warning transmitters, and heated pitot head.
The pneumatic wing and empennage boots are installed on the leading edges of the wings,
the vertical stabilizer and the horizontal stabilator. During normal operation, when the surface
deicer system is turned off, the engine-driven pressure pumps apply a constant suction to the
deicer boots to provide smooth, streamlined leading edges.
Deicer boots are inflated by a momentary "ON"-type "SURFACE DE-ICE" switch located
on the instrument panel directly above the control quadrant. Actuation of the surface deice
switch activates a system cycle timer which energizes the pneumatic pressure control valves for
six seconds. The boot solenoid valves are activated and air pressure is released to the boots,
inflating all surface deicers on the airplane. A "Wing-Tail Deicer" indicator light, with a
press-to-test feature, illuminates when the surface deicer boots inflate. When the cycle is
complete, the deicer solenoid valves permit automatic overboard exhaustion of pressurized air.
Suction is then reapplied to the deicer boots. The deicer boots do not inflate during the
press-to-test cycle.
Circuit protection for the surface deicer system is provided by a "Wing-Tail De-icers"
circuit breaker located on the circuit breaker panel.
Wing icing conditions may be detected during night flight by use of an ice detection light
installed in the outboard side of the left engine nacelle. The light is controlled by an "ICE
LIGHT" switch located on the instrument panel to the right of the surface deice switch. A
"Wing Ice Light" circuit breaker located in the circuit breaker panel provides circuit protection.
Electrothermal propeller deicer pads are bonded to the leading edges of the propeller
blades. Each deicer pad has two separate heaters , one for the outboard and one for the inboard
half. The system is controlled by an "On-Off'-type "PROP DE-ICE" switch located to the right
of the surface deice switch. Power for the propeller deicers is supplied by the airplane ' s
electrical system through a "Prop De-ice" circuit breaker in the circuit breaker panel. When the
prop deice switch is actuated, power is applied to a timer through the "Prop De-icer" ammeter
which monitors the current through the propeller deicing system. With the propeller deicing
system on, the prop deicer ammeter needle should indicate within the shaded portion of the
ammeter for a normal reading.
Power from the timer is cycled to brush assemblies which distribute power to slip rings.
The current is then supplied from the slip rings directly to the electrothermal propeller deicer
pads.
*Optional Equipment

ISSUED: JULY 15, 1974 2-27
SENECA II
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2-28 ISSUED: JULY 15, 1974
SENECA ll
Deicing is accomplished by heating the outboard and then the inboan.l half of the deicer
pads in a sequence controlled by the timer. The heating sequence of the deicer pads is according
to the following cycle:
a. Outboard halves of the propeller deicer pads on the right engine.
b. Inboard halves of the propeller deicer pads on the right engine .
c. Outboard halves of the propeller deicer pads on the left engine.
d. Inboard halves of the propeller deicer pads on the left engine.
When the system is turned on, heating may begin on any one of the above steps, depending
upon the positioning of the timer switch when the system was turned off from previous use .
Once begun, cycling will proceed in the above sequence and will continue until the system is
turned off.
A preflight check of the propeller deicers can be performed by turning the prop deice
switch on and feeling the propeller deicer pads for proper heating sequence. The deicer pads
should become warm to the touch. ·
The heat provided by the deicer pads reduces the adhesion between the ice and the
propeller so that centrifugal force and the blast of airstream cause the ice to be thrown off the
propeller blades in very small pieces.
A heated glass panel is installed on the exterior of the pilot's windshield to provide
visibility in icing conditions. The panel is heated by current from the airplane's electrical power
supply and controlled by an "On-Off' control switch/circuit breaker. The control switch/circuit
breaker is located on the console directly below the control quadrant and placarded
"WI NDSHIELD PANEL HEAT - SEE ACFT FLIGHT 1v1ANUAL."
An operatio nal check may be performed by tui ning the heated wind shielcJ panel swilcli on
for a per iod nol exceeding 30 seconds Proper operation is indicated by the glass section being
warm to the touch.
CAUTION
If the airplane is to be flow n with the heated glass panel removed ,

rotate the receptacle plate 180° and replace it to cover the holes iri
the fuselage skin. /\!so replace the windshie ld collar screws
Two heated lift detectors and a heated pitot head installed on the left wing are controlled
by a single "On-Off"-type "HEATED P!TOT" switch located on the switch panel to the lcCt of
the r ilut
The heated lift detectors, one inboard ancJ one outboard on the left wi ng, a1e inst<tlkd Lo
pre ven t icing conditions from interfering with operation of the stall warning transmitters A
"Stall Warn Heat" circuit breaker in the circuit breaker panel protects the system against an
ove rvoltage condition. The stall warning system should not be depended on when there is tee on
the wing .

REVISED: .JlJNE IO. 1983 2-29
SENECA II
HEATED WINDSHIELD PANEL CONTROL SWITCH
ICE DETECTION LIGHT, SURFACE DEICER AND PROPELLER DEICER CONTROL SWITCHES
HEATED PITOT AND HEATED STALL WARNING TRANSMITTER CONTROL SWiTCHES

(Shown on mod~I with primer system installation)
lee Protection System Control Switches
AIRPLANE AND SYSTEJ\,1S

2-30 REVISED : JULY 16, 1975
SENECA II
A heated pitot head, mounted under the left wing, is installed to provide pitot pressure for
the airspeed indicator with heat to prevent ice accumulation from blocking the pressure intake.
The heated pitot head also has a separate circuit breaker located in the circuit breaker panel and
la be led "Pitot Heat."
With the heated pitot switch on, check the heated pitot head and heated lift detector for
proper heating.
CAUTION
Care should be taken when an operational check of the heated

pitot head and the heated lift detectors is being performed . Both
units become very hot.

REVISED: JUNE 10, 1983 2-31
AIRPLANE FLIGHT MANUAL
FOR
SENECA II
SERIAL NUMBERS 34-7570001 THROUGH 34-7670371
REPORT: VB.-628
MODEL: PA-34-200T
AIRPLANE FLIGHT MANUAL
Log of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-ili
Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . 3-13
Performance 3-23
Supplements 3-25
3-i
SENECA II
TABLE OF CONTENTS
Airplane Flight Manual Log of Revisions . . . . . . . . . . . . . . . . . . . . 3-iii
SECTION I
Limitations 3-1
A. Engines . 3-1
B. Fuel .. . 3-1
c. Propellers 3-1
D. Instrument Markings (Power Plant) 3-1
E. Airspeed Limitations and Indicator Markings (Calibrated Airspeed) 3-2
F. Flight Load Factors 3-2
G. Maximum Weight 3-2
H. C. G. Range .. 3-3
I. Unusable Fuel 3-3
J. Usable Fuel .. 3-3
K. Placards . .. . 3-4
L. Gyro Pressure Gauge . 3-6a
M. Flight Into Known Icing Conditions 3-6a
N. Heater Operation . . . . .. . 3-6a
0 . Maximum Operating Altitude . . . . 3-6a
SECTION II
Procedures . . . . . . . . . . . . . 3-7
A. Normal Procedures .. . 3-7
I. Wing Flap Settings 3-7
2. Cowl Flaps . . . . 3-7
3 . Throttle Management 3-7
4. Go-Around Procedures 3-7
5. Flight Above 12,500 Feet . 3-7
B. System Operations and Checks . . . 3-9
1. Alternator System Description 3-9
2. Alternator System Operation 3-9
3. Circuit Breakers . . . . . . 3-9
4. Fuel Management . . . . . . 3-9
5. Landing Gear Down Lights . 3-10
6. Landing Gear Unsafe Warnings 3-11
7. Annunciator Panel Lights . . . 3-11
8. Rear Cabin and Cargo Doors Removed . 3-11
FAA APPROVED JULY 15, 1974 REPORT: VB-628 PAGE 3-i

REVISED: AUGUST 5, 1974 MODEL: PA-34-200T
SENECA II
TABLE OF CONTENTS (cont)
C. Emergency Procedures . . . . . 3- 13
1. Detecting a Dead Engine 3-13
2. Feathering Procedure 3-13
3. Unfeathering Procedure . 3-14
4. Fuel Management During Single Engine Operation . 3-14
5. Engine Driven Fuel Pump Failure 3- l 4a
6. Engine Failure During Takeoff 3-15
7. Engine Failure During Climb .. . . 3-15
8. Single Engine Landing . . . .. . . . 3-16
9. Single Engine Go-Around . . . . . . 3-16
10. Manual Extension of Landing Gear 3-16
1 1. Landing Gear Unsafe Warnings 3-17
1 2. Gear-Up Emergency Landing 3-17
13. Electrical Failures . . 3-17
14. Gyro Pressure Failures . . . . 3-18
15. Engine Fire . . . . . . . . . . 3-19
16. Combustion Heater Overheat 3-19
17. Spins . . . . . . . . . . . .. . 3-19
18. Engine Failure In Icing Conditions 3-2G
19. Alternator Failure In Icing Conditions . . 3-20
20. Emergency Descent . . . . . . . . . .. . 3-20
21. Engine F allure with Rear Cabin and Cargo Doors Removed 3-20
D. Special Operating Procedures . .. '. . . 3-21

1. Flight In Known Icing Conditions 3-21
SECTION III
Performance . . . . . . . . . . . 3-23
A. Stalls . . . . . .. .. . 3-23
1. Power Off Stalls 3-23
2. Power On Stalls . 3-23
3. Stall Warning System 3-23
B. Stalling Speeds (MPH, Calibrated Airspeed) vs Angle of Bank 3-23
C. Aircraft Performance with Rear Cabin and Cargo Doors Removed 3-23
SECTION IV
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
A. Windshield Heating Installation . . . . . . . . . . . . . . . . . . . . . 3-27
B. Oxygen Installation - Scott Aviation Products, Executive Mark III
Part Number 802180-00 . . . . . . . . . . . . . . . . . . . . . . 3~29
C. Piper AutoControl IIIB Installation . . . . . . . . . . . . . . . . . . 3-31
D. Piper AltiMatic IIIC Installation (Includes Roll, Pitch and Pitch Trim
Sections) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
REPORT: VB-628 PAGE 3-ii FAA APPROVED JULY 15, 1974

MODEL: PA-34-200T REVISED: JULY 16, 1975
SENECA II
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS
FAA Approved
Revision Revised Pages Description and Revision
Date
tw-!
A
r)
1 3-28 Revised Supplement B entirely. . H. Trampler
July 18, 1974
·..
2 3-i Revised page nos. (items L., M., N., 0.);

added item B.8. , Rear Cabin and Cargo
Doors Removed.
3-ii Added item C.21. , Engine Failure with
Rear Cabin and Cargo Doors Removed ;
added item C., Aircraft Performance
with Rear Cabin and Cargo Doors
Removed ; revised Supplement item B.
3-6 Added placard for aft fuselage doors
removed; relocated info. to page 3-6a.
(items L., M., N., 0.) .
3-6a Added page (added items L. , M., N. , 0 .
from page 3-6 ;.added item M.7.).
3-11 Added item 8., Rear Cabin and Cargo
Doors Removed.
3-18 Revised item 14.b.(2).
3-20 Added item 21., Engine Failure with
Rear Cabin and Cargo Doors Removed.
3-23 Added item C., Aircraft Performance
with Rear Cabin and Cargo Doors
Removed.
3-25 Revised item B.
Relocated Supplement B. to page 3-29
I
3-28
3-29 Added page (Supplement B. was revised
entirely and added to this page). ~L~
. '"iOi'" -,,-
'
I
3-30 Added page (added remainder of D. H. Trompler
Supplement B.). August 5, 1974
3 3-ii Changed Section IV title from Supplements to

Optional Equipment; added item C. - Piper
AutoControl IIIB and item D . - Piper AltiMatic
IIIC to Optional Equipment.
3-1 Revised info. under item C. - Propellers.
3-14 Revised info. under item 5 . - Engine Driven
Fuel Pump Failure.
I
FAA APPROVED JULY 15, 1974 REPORT: VB-628 PAGE 3-iii
REVISED: DECEMBER 11, 1974 MODEL: PA-34-200T
SENECA II
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS (cont)
FAA Approved
Revision Revised Pages Description and Revision
Date
3 (cont) 3-25 Changed Section IV title from Supplements to

Optional Equipment ; revised Note; added items
C. and D .
3-31, 3-32, Added pages (AutoControl IIIB), remove Air-
3-33 , 3-34 plane Flight Manual Supplement Report No .
VB-669 if attached to the Airplane Flight
Manual. w °"" ~ E: l.ltrN.,.
3-35, 3-36, Added pages (AltiMatic IIIC) , remove Air- Ward Evans
3-37, 3-38, plane Flight Manual Supplement Report No. Dec.11, 1974
3-39, 3-40, VB-668 if attached to the Airplane Flight
3-41 , 3-42 Manual.
4 3-3 Revised usable fuel quantities - Item J. W-dcv......_

Usable Fuel. Ward Evans
3-6 Revised usable capacity - filler cap placard. May 30, 1975
5 3-1
3-5
Revised engine designation.
Added placard desc . no. ; added Landing
I
placard ; added footnote.
3-6 Added new Takeoff and Landing Check
List ; added footnote .
3-9 Revised Fuel Management items a.(1 ) (b)
and a. (2) (b).
3-10 Revised Cruising item (1) (a) 3. and (I) (b ) 3.;
revised Landing item (2) (c).
3-11 Added Annunciator Panel lights info;
added footnote.
3-13 Revised Note; deleted existing item i; revised
existing item letters; added footnote ; re-
3-14
located info to page 3-14.
Added info from page 3-13 ; revised Unfeather- !I
ing items 3 . b . and 3 . i.; revised S.E. Fuel
Management items a. (I) (c) and a. (2) (c);
relocated item 5 (Engine Driven Fuel Pump
Failure) to page 3-14a; added footnote. W°"'ci Ev~
3-14a Added page (Engine Driven Fuel Pump Failure). Ward Evans
3-14b Added page. July 16, 1975
REPORT: VB-628 PAGE 3-iv FAA APPROVED JULY 15, 1974

MODEL: P A-34-200T REVISED: JULY 16, 1975
SThtCAll
AIRPLANE FLIGHT MANUAL LOG OF REVISIONS (cont)
FAA Approved
Revision Revised Pages Description Date
6 3-3 Revised item J . (Usable Fuel).

3-6 Revised standard fuel placard desc.; added
opt. fuel placard; revised windshield heat
placard desc. w~~
3-14a Revised item 5. - Engine Driven Fuel Pump Ward Evans
Failure. Oct. 20, l 975
7 3-6a Added Pitot Heat and Winterization Placards. WQl..l~

Ward Evans
March 19, 1976
8 3-l Added two propellers.

lJa,J.~
Ward Evans
May 13, 1976
9 3-10 Added item b (I) (c). tJ~s...

3-14 Added item 4. a. (3). Ward Evans
March 30, 1977
IO 3-1
3-35 thru 3-42
Revised item A. (Engines). Wo;J~
Revised Alt . IIIC Autopilot Supplement. Ward Evans
Jan. 18, 1979
ll Title Page
3-21
Added serial numbers.
Revised item D, added para.
tJa4~
Ward Evans
June 10, 1983
FAA APPROVED OCTOBER 20, 1975 REPORT: VB-628 PAGE 3-v

REVISED: JUNE 10, 1983 MODEL: P A-34-200T
SENECA II
THIS PAGE IN1E:N1lONALLY LEFT BLANK
REPORT: VB-628 PAGE 3-vi FAA APPROVED OCTOBER 20, 1975

MODEL: PA-34-200T
SENECA II
SECTION I
LIMITATIONS
The following limitations must be observed in the operation of this airplane:
A. ENGINES
Continental TSI0-360-E or TSI0-360-EB , Left Side & LTSI0-360-E or LTSI0-360-EB,
Right Side.
B. FUEL
100/ 130 Octane Aviation Gasoline (Minimum)
C. PROPELLERS
Hartzell BHC-C2YF-2CKF/FC8459-8R, Left Side & BHC-C2YF-2CLKF/FJC8459-8R,
Right Side, or BHC-C2YF-2CKUF/FC8459-8R, Left Side & BHC-C2YF-2CLKUF/
FJC8459-8R, Right Side.
When propeller deicing boots are installed:
Hartzell BHC-C2YF-2CKF /FC8459B-8R, Left Side & BHC-C2YF-2CLKF /FJC8459B-8R,
Right Side.
Avoid continuous operation between 2000 and 2200 RPM above 32 In. Hg. manifold
pressure.
Avoid continuous ground operation between 1700 and 2100 RPM in cross and tail winds
of over 10 knots.
D. INSTRUMENT MARKINGS (POWER PLANT)
OIL TEMPERATURE
Green Arc (Normal Operating Range) 75" F to 240°F
Red Line (Maximum) 240°F
OIL PRESSURE
Green Arc (Normal Operating Range) 30 PSI to 80 PSI
Yellow Arc (Caution) lOPSito 30PSI
Yellow Arc (Caution) 80 PSI to I 00 PSI
Red Line (Minimum) I 0 PSI

Red Line (Maximum) 100 PSI
TACHOMETER
Green Arc (Normal Operating Range) 500 RPM to 2000 RPM
& 2200 RPM to 2575 RPM
Yellow Arc (Avoid continuous operation above
32" Hg. manifold press.) 2000 RPM to 2200 RPM
Red Line (Maximum) 2575 RPM
FAA.APPROVED JULY l?, 1974 REPORT: VB-628 PAGE 3-1

REVISED: JANUARY 18, 1979 MODEL: PA-34-200T
SENECA ll
FUEL FLOW AND FUEL PRESSURE

Green Arc (Normal Operating Range) 3.5 PSI to 20 PSI
Red Line (Maximum) 25 GPH, 20 PSI
Red Line (Minimum) 3.5 PSI
CYLINDER HEAD TEMPERATURE

Green Arc (Normal Range) 360°F to 460°F
Red Line (Maximum) 460°F
EXHAUST GAS TEMPERATURE

Red Line 1650°F
MANIFOLD PRESSURE
Green Arc (Normal Range) 10 IN. to 40 IN. HG.
Red Line (Maximum) 40 IN. HG.
E. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS (Calibrated Airspeed)
NEVER EXCEED SPEED 224 MPH

MAXIMUM STRUCTURAL CRUISING SPEED 190 MPH
DESIGN MANEUVERING SPEED 140 MPH
MAXIMUM FLAPS EXTENDED SPEED 125 MPH
MAXIMUM GEAR EXTENDED SPEED 150 MPH

MAXIMUM GEAR RETRACT SPEED 125 MPH
MINIMUM CONTROL SPEED (Single Engine) 80MPH
AIRSPEED INDICATOR MARKINGS

Green Arc (Normal Operating Range) 76 MPH to 190 MPH
Yellow Arc (Caution Range - Smooth Air) 190 MPH to 224 MPH
White Arc (Flaps Extended Range) 70 MPH to 125 MPH
Radial Red Line (Never Exceed - Smooth Air) 224 MPH
Radial Red Line (Minimum Control Speed - Single Engine) 80MPH
Radial Blue Line (Best R/C Speed Single Engine) 105 MPH
F. FLIGHT LOAD FACTORS (Flaps Up)

Positive Load Factor (Maximum) 3.8 G
Negative Load Factor (Maximum) No inverted maneuvers approved
G. MAXIMUM TAKEOFF WEIGHT 4570 LBS.

MAXIMUM LANDING WEIGHT 4342 LBS.
MAXIMUM ~ERO FUEL WEIGHT 4000 LBS.
REPORT: VB-628 PAGE 3-2 FAA APPROVED JULY 15, 1974

MODEL: P A-34-200T
SENECA II
H. C. G. RANGE
Weight Forward Limit Aft Limit

Pounds Inches Aft of Datum Inches Aft of Datum
3400 82.0 94.6

4570 90.6 94.6
NOTES
I. Straight line variation between the points given.

2. Datum is 78.4 inches forward of wing leading edge from the
inboard edge of the inboard fuel tank. ··
3. It is the responsibility of the airplane owner and the pilot to
assure that the airplane is properly loaded. Maximum
allowable gross weight is 4570 pounds. See "Weight and
Balance Section" for proper loadmg instructions.
I. UNUSABLE FUEL
The unusable fuel in this aircraft has been determined as 2.5 gallons in each wing in critical
flight attitudes (2.5 gallons is the total per side , each side having interconnected tanks).
J. USABLE FUEL
The usable fuel in this aircraft has been determined as 46.5 gallons in each wing or a total
of 93 gallons with standard fuel tanks and 61.5 gallons in each wing or a total of 123
gallons with optional fuel tanks installed.
FAA APPROVED JULY 15, 1974 REPORT: VB-628 PAGE 3-3

REVISED: OCTOBER 20, 1975 MODEL: P A-34-200T
SENECA II
K. PLACARDS
In full view of the pilot:
THIS AIRPLANE MUST BE OPERATED AS A NORMAL

CATEGORY AIRPLANE IN COMPLIANCE WITH THE
OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS, AND MANUALS. NO ACROBATIC
MANEUVERS (INCLUDING SPINS) APPROVED.
THIS AIRCRAFT APPROVED FOR V.F.R., I.F .R., DAY,

NIGHT AND ICING FLIGHT WHEN EQUIPPED IN
ACCORDANCE WITH FAR 91 OR FAR 135.
In full view of the pilot:
MAXIMUM TAKEOFF WEIGHT 4570 POUNDS

MAXIMUM LANDING WEIGHT 4342 POUNDS
ALL WEIGHT IN EXCESS OF 4000 POUNDS MUST CONSIST
OF FUEL.
On instrument panel in full view of the pilot: -
1. "DEMONSTRATED CROSSWIND COMPONENT 20 MPH"

2. "MINIMUM SINGLE ENGINE CONTROL SPEED 80
MPH" '
3. "ROUGH AIR OR MANEUVERING SPEED 140 MPH"
4. "GEAR DOWN 150 MPH MAX"
"GEAR UP 125 MPH MAX"
"EXTENDED 150 MPH MAX"
-Near emergency gear release:
"EMERGENCY GEAR EXTENSION, PULL TO RELEASE"
REPORT:VB~28PAGE34 FAA APPROVED JULY 15, 1974

MODEL: PA-34-200T
SENECA II
Near gear selector switch:
"GEAR UP 125 MPH MAX"

"DOWN 150 MPH MAX"
Adjacent to upper door latch (Front and rear doors):
"ENGAGE LATCH BEFORE FLIGHT"

In full view of pilot:
WARNING - TURN OFF STROBE LIGHTS WHEN TAXIING

IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE.
On the inside of forward baggage compartment door:
"MAXIMUM BAGGAGE THIS COMPARThfENT 100 LBS. SEE

THE LIMITATIONS SECTION OF THE AIRPLANE FLIGHT
MANUAL."
On aft baggage closeout:
"MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. NO

HEAVY OBJECTS ON HAT SHELF."
On instrument panel:
"SINGLE ENGINE STALLS NOT RECOMMENDED. CAN

CAUSE 500 FT. LOSS OF ALTITUDE AND 15° PITCH
ANGLE."
On instrument panel:
1. Models without primer system installation*
"TAKEOFF CHECK LIST "LANDING CHECK LIST

Fuel Selectors On Seat Backs Erect
Electric Fuel Pumps Off Fasten Belts/Harness
Alternators On Fuel Selectors On
Engine Gauges Checked Cowl Flaps Set
Mixtures Set Electric Fuel Pumps Off
Propellers Set Mixtures Rich
Alt. Air Off Propellers Set
Cowl Flaps Set Gear Down
Seat Backs Erect Flaps Set- 125 MPH Max."
Flaps Set
Trim Set (Stab. & Rudder)
Fasten Belts/Harness
Controls Free - Full Travel
Doors Latched"
*Ser. nos. 34-7570001 through 34-7570308 when Piper Kit No. 760 926V is not installed.
FAA APPROVED JULY IS, 1974 REPORT: VB-628 PAGE 3-S

REVISED: JULY 16, 1975 MODEL: PA-34-20af
SENECA II
2. Models with primer system installation*
"TAKEOFF CHECK LIST "LANDING CHECK LIST

Fuel Selectors On Seat Backs Erect
Aux. Fuel Pumps Off Fasten Belts/ Harness
Alternators On Fuel Selectors On
Engine Gauges Checked Cowl Flaps Set
Mixtures Set Aux. Fuel Pumps Off
Propellers Set Mix tu res Rich
Alt. Air Off Propeller Set
Cowl Flaps Set Gear Down
Seat Backs Erect Flaps Set - 125 MPH Max."
Flaps Set
Trim Set (Stab. & Rudder)
Fasten Belts/Harness
Controls Free - Full Travel
Doors Latched"
Adjacent to fuel tank filler cap with standard fuel tanks alone installed :
" FUEL- 100/ 130 AVIATION GRADE - USABLE CAPACITY

46.5 GAL."
Adjacent to fuel tank filler cap with optional fuel tanks installed :
"FUEL - 100/130 AVIATION GRADE - USABLE CAPACITY

61.5 GAL."
On storm window :
"DO NOT OPEN ABOVE 150 MPH"
Near windshield panel heat switch with windshield heating installation :
"WINDSHIELD PANEL HEAT - SEE AIRCRAFT FLIGHT

MANUAL."
On engine instrument panel cover to left of engine controls with windshield heating
installation without the entire Ice Protection System installed:
"WARNING - THIS AIRCRAFT IS NOT APPROVED FOR

FLIGHT IN ICING CONDITIONS."
In full view of the pilot for flight with the aft fuselage doors removed:
"FOR FLIGHT WITH AFT DOORS REMOVED, CONSULT

THE LIMITATIONS AND PROCEDURES SECTIONS OF THE
AIRPLANE FLIGHT MANUAL."
*Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper Kit No.
REPORT: VB-628 PAGE 3-6 FAA APPROVED JULY IS. 1974

MODEL: PA-34200T REVISED: OCTOBER 20, 197 5
SENECA II
Beneath the pitot heat switch:
"GND. OPP. 3 MIN. MAX."
On the inside of both oil filler access doors:
"OIL COOLER WINTERIZATION PLATE TO BE REMOVED

WHEN AMBIENT TEMPERATURE EXCEEDS 50°F."
L. GYRO PRESSURE GAUGE

The operating limits for the pressure system are 4.5 to 5.2 inches of mercury for all
operations.
M. FLIGHT INTO KNOWN ICING CONDITIONS

For flight in icing conditions the following equipment must be installed in accordance with
Piper drawings or in an FAA approved manner:
1. Pneumatic wing and empennage boots
2. Electrothermal propeller boots
3. Electric windshield panel
4. Heated pitot head
S. Wing ice light
6. Heated stall wanting transmitters
7. Propeller spinners must be installed.
N. HEATER OPERATION
Operation of the combustion heater above _25,000 feet is not approved.
0. MAXlMUM OPERATING ALTITUDE

Flight above 25,000 feet is not approved. Flight up to and including 25,000 feet is
approved if equipped with oxygen in accordance with FAR 23.1441 and avionics in
accordance with FAR 91 or FAR 135.
FAA APPROVED AUGUST 5, 1974 REPORT: VB-628 PAGE 3-6a

REVISED: MARCH 19, 1976 MODEL: P A-34-200T
SENECA II
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-628 PAGE 3-6b FAA APPROVED AUGUST 5, 1974

MODEL: P A-34-200T
SENECA II
SECTION II
PROCEDURES
A. NO&~ALPROCEDURES
1. WING FLAP SETIINGS

Takeoff 0 °
Landing 40°
The flaps are manually operated.
Flap deflection versus handle position is:
First notch ·10 Degrees
Second notch 25 Degr.ees
Third notch 40 Degrees
2. COWL FLAPS
Cowl flaps are provided to allow manual control of engine temperatures. The
cowl flaps should be open during ground operations and in climbs. In no case should
the cylinder head temperatures be allowed to exceed 460° F and the oil temperatures
allowed to exceed 240° F.
3. THROTTLE MANAGEMENT
Throttles must be manually adjusted for 40 inches manifold pressure on takeoff
and during operation at maximum ' continuous power. Overboost annunciator lights
will illuminate slightly before maximum allowable manifold pressure is attained.
4. GO-AROUND PROCEDURES
If a go-around from a normal landing with the airplane in the landing
configuration becomes necessary:
a. Apply takeoff power to both engines (not to exceed 40 inches manifold
pressure).
b. Establish positive climb.
c. Retract wing flaps.
d. Retract landing gear.
e. Adjust cowl flaps for adequate engine cooling.
5. FLIGHT ABOVE 12,500 FEET

See FAR 91.32 requirements for oxygen for flight operations above 12,500 feet.

MODEL: PA-34-200T
SENECA II

MODEL: PA-34-200T
SENECA II
B. SYSTEM OPERATIONS AND CHECKS
1. ALTERNATOR SYSTEM DESCRIPTION

The two ammeters continuously indicate the alternator outputs.
Certain regulator failures can cause the alternator output voltage to increase
uncontrollably. To prevent damage, overvoltage relays are installed to automatically
shut off the alternator(s). The alternator light on the annunciator panel will
illuminate to warn of the tripped condition.
2. ALTERNATOR SYSTEM OPERATION

Both alternator switches should be ON for normal operation.
A preflight check should assure that both ammeters show approximately equal
outputs when both engines are at 1500 RPM or more.
Alternator outputs will vary with the electrical equipment in use and the state of
charge of the battery. Alternator outputs should not exceed 65 amperes.
3. CIRCUIT BREAKERS
All circuit breakers are grouped in the lower right corner of instrument panel. To
reset the circuit breakers push in on the reset button. Any circuit can be shut off by
pulling out its circuit breaker button.
4. FUEL MANAGEMENT
a. Normal Operation
Each engine is normally supplied with fuel from the two
interconnected tanks on the same side of the airplane . These two
interconnected tanks are considered a single tank for tank selection
purposes.
( 1) Takeoff and landing

(a) Fuel selectors - on
(b) Auxiliary (or electric) fuel pumps - off (except in the case of
engine driven pump failure)
(2) Cruising
(a) Fuel selectors - on
(b) Auxiliary (or electric) fuel pumps - off

REVISED: JULY 16, 1975 MODEL: PA-34-200T
SENECA II
b. Crossfeed Operation and Single Engine Operation

A crossfeed is provided to increase range during single engine
operation. Fuel system operation is as follows:
( 1) Cruising
(a) When using fuel from tank on the same side as the operating
engine :
1. Fuel selector of operating engine - on
2. Fuel selector of inoperative engine - off
3 . Auxiliary (or electric) fuel pumps - off (except in case of
engine driven pump failure, auxiliary (or electric) fuel pump
on operating side must be used)
(b) When using fuel from tank on the side opposite the operating
engine:
1. Fuel selector of operating engine in "X-FEED " (crossfeed)
position
2. Fuel selector of inoperative engine - off
3. Auxiliary (or electric) fuel pumps - off
(c) Use crossfeed in level flight only .
NOTE
A vapor return line from each engine will return a percentage of

fuel back to the tank on the same side as that engine. Therefore,
a minimum of 30 minutes of fuel should be used from this tank
before selecting crossfeed. If the tank gauge approaches "FULL,"
go back to that tank and operate for 30 minutes to bring the fuel
level down before returning to crossfeed or fuel may be pumped
overboard through the fuel vent.
(2) Landing
(a) Fuel selector of operating engine - on
(b) Fuel selector of inoperative engine - off
(c) Auxiliary (or electric) fuel pump of operating engine - off
(except in the case of engine driven pump failure)
c. Crossfeed Operation With Both Engines Operating

After 30 minutes flight, it is permissible to operate both engines from
the same tank. Monitor fuel quantity in unused tank until full .
d. Turning Takeoffs
Fast taxi turns immediately prior to the takeoff run can cause
temporary malfunction of one engine during takeoff.
5. LANDING GEAR DOWN LIGHTS

The green gear down lights on the instrument panel indicate when each landing
gear is down and locked. GEAR INDICATOR LIGHTS ARE DIMMED WHILE THE
NAVIGATION LIGHTS ARE ON.
REPORT: VB-628 PAGE 3-10 FAA APPROVED JULY 15. 1974

MODEL: PA-34-200T REVISED: MARCH 30, 1977
SENECA II
6. LANDING GEAR UNSAFE WARNINGS

The red landing gear unsafe light will illuminate when the landing gear is in
transition between the full up position and the down and locked position.
Additionally, the light will illuminate when the gear warning horn sounds. The gear
warning horn will sound at low throttle settings if the gear is not down and locked.
The light is off when the landing gear is in either the full down and locked or full
up positions.
7. ANNUNCIATOR PANEL LIGHTS

The anmmciator panel contains warning lights for alternator failure, low oil
pressure, instrument pressure pwnp failure , and manifold pressure overboost. Models
with primer system* installed also have warning lights in the annunciator panel for
operation of the auxiliary fuel pwnps. ·
NOTE
When an engine is feathered the alternator, gyro air, and oil

warning lights will remain illuminated.
8. REAR CABIN AND CARGO DOORS REMOVED

a. Limitations
The airplane is approved for flight with the rear cabin and cargo doors
removed.
The following limitations must be observed in the operation of this

airplane with the rear cabin and cargo doors removed.
(1) Maximum speed 150 MPH.
(2) Minimum single engine control speed 81 MPH.
(3) No smoking.
( 4) All loose articles must be tied down and stowed.
(5) Jumper's static lines must be kept free of pilot's controls and control
surfaces.
( 6) Operation approval for VFR non-icing flight conditions only .
b. Procedure
( 1) When operating with the rear cabin and cargo doors removed, it is
recommended that all occupants wear parachutes.
*Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper ][(it No.

SENECA II

MODEL: PA-34-200T
SENECA II
C. E."1ERGENCY PROCEDURES
l. DETECTING A DEAD ENGINE

a. Loss of Thrust
b. Nose of aircraft will yaw in direction of dead engine (with coordinated
controls)
2. FEATHERING PROCEDURE
The propellers can be feathered only while the engine is rotating above 800
RPM. Loss of centrifugal force due to slowing RPM will actuate a stop pin that keeps
the propeller from feathering each time the engine is stopped on the ground. Single
engine performance will decrease if the propeller of the inoperative engine is not
feathered.
NOTE
If circumstances permit, in the event of an actual engine failure,

the pilot may elect to attempt to restore power prior to
feathering. The following actions are suggested:
Models Without Primer Models With Primer
System* Installed - System•• Installed-
( 1) Mixture - as required ( l) Mixture - as required
(2) Fuel boost pump - on (2) Fuel selector - crossfeed
(3) Fuel selector - crossfeed (3) Magnetos - select L or R
( 4) Magnetos - select L or R only ·
only ( 4) Alternate air - on
(5) Alternate air - on (5) Auxiliary fuel pump -
unlatch , on HI , if power
is not immediately re-
stored, OFF
a. Minimum control speed - 80 MPH

b. Best R/C speed single engine - l 05 MPH
c. Maintain direction and airspeed above 90 MPH
d. Mixture controls - forward
e. Propeller controls - forward
f. Throttle controls - forward (not to exceed 40 inches manifold pressure)
g. Flaps - retract
h. Gear - retract
1. Identify inoperative engine
j. Throttle of inoperative engine - retard to verify
k. Mixture of inoperative engine - idle cut off
I. Propeller of inoperative engine - feather
**Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper Kit No.
FAA APPROVED JULY IS, 1974 REPORT: VB-628 PAGE 3-13

SENECA II
m. Trim - as required
n. Maintain 5 ° bank toward operating engine
o. Auxiliary (or electric) fuel pumps· off (except in the case of engine driven
pump failure)
p. Magnetos of inoperative engine - off
q. Cowl flaps - close on inoperative engine, use as required on operative engine
r. Alternator of inoperative engine - off
s. Electrical load - reduce to prevent battery depletion
t. Fuel management· fuel off inoperative engine; consider crossfeed use
3. UNFEATHERING PROCEDURE
a. Fuel selector inoperative engine - on
b. Auxiliary (or electric) fuel pump inoperative engine - off
c. Throttle - open 1/4 inch
d. Propeller control - forward to cruise RPM position
e. Mixture - rich
f. Magneto switches • on
g. Starter - engage till prop windmills
h. Throttle - reduced power till engine is warm
i. If engine does not start - prime as required (for models without primer
system* installed prime by turning electric fuel pump of inoperative engine
on for I 0 seconds)
j. Alternator - on
4. FUEL MANAGEMENT DURING SINGLE ENGINE OPERATION

A crossfeed is provided to increase range during single engine operation. Fuel
system operation is as follows: '
a. Cruising
(I) When using fuel from tank on the same side as the operating engine:
(a) Fuel selector of operating engine - on
(c) Auxiliary (or electric) fuel pumps - off
(2) When using fuel from tank on the side opposite the operating engine:
(a) Fuel selector of operating engine in "X-FEED" (crossfeed)
position
(c) Auxiliary (or electric) fuel pumps - off
(3) Use crossfeed in level flight only.
NOTE
Do not crossfeed with full fuel on same side as operating engine

since vapor return flow will be lost through the vent system.
b. Landing
( 1)Fuel selector of operating engine - on
(2) Fuel selector of inoperative engine - off

MODEL: PA-34-200T REVISED: MARCH 30, 1977
SENECA II
5. ENGINE DRIVEN FUEL PUMP FAILURE
Models Without Primer System* Installed:

In the event that the engine driven fuel pump should fail in flight, partial
(approx. 25%) power may be maintained by use of the corresponding electric fuel
pump. This power will allow positive thrust which will result in better performance
than can be obtained with the propeller feathered. The aircraft should be landed at
the first opportunity .
Models With Primer System** Installed:

Should a malfunction of the engine driven fuel pump occur, the auxiliary fuel
pump system can supply sufficient fuel pressure for engine power up to
approximately 7 5%. Any combination of RPM and Manifold Pressure defined on the
Power Setting Table may be used, but leaning may be required for smooth operation
at altitudes above 15,000' feet or for RPM 's below 2300 . Normal cruise , descent and
approach procedures should be used.
Loss of fuel pressure and engine power can be an indication of failure of the
engine driven fuel pump. Should these occur and engine driven fuel pump failure is
suspected, proceed as follows:
a. Throttle - retard
b . Auxiliary fuel pump - unlatch , on HI
c. Throttle - reset (75 % power or below)
CAUTION
If nonnal engine operation and fuel flow is not immediately

reestablished , th e auxiliary fuel pump should be turned off. The
lack of a fuel flow indication while on the HI auxiliary fuel pump
position could indicate a leak in the fuel system, or fuel
exhaustion.
DO NOT actuate the auxiliary fuel pumps unless vapor suppression is required
(LD position) or the engine driven fuel pump fails (Hl position). The auxiliary pumps
have no standby function. Actuation of the HI switch position when the the engines
are operating normally may cause engine roughness and/or power loss.
*Ser. nos. 34-7570001through34-7570308 when Piper Kit No. 760 926V is not installed
user. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper Kit
No.
FAA APPROVED JULY 16, 1975 REPORT: VB-628 PAGE 3-14a

REVISED: OCTOBER 20, 1975 MODEL: PA-34-200T
SENECA II
REPORT: VB-628 PAGE 3-14b FAA APPROVED JULY 16, 1975

MODEL: PA-34-200T
SENECA II
6. ENGINE FAILURE DURING TAKEOFF

The single engine minimum control speed for this airplane is 80 mph (CAS)
under standard conditions.
a. If engine failure occurs during takeoff ground roll and 100 mph (CAS) has
not been attained, CLOSE BOTH THROTTLES IMMEDIATELY AND
STOP STRAIGHT AHEAD. If inadequate runway remains to stop, then:
( 1) Throttles - closed
(2) Brakes - apply maximum braking
(3) Master switch - off
( 4) Fuel selectors - off
(5) Continue straight .ahead, turning to avoid obstacles as. necessary
b. If engine failure occurs during takeoff ground roll or after lift-off with gear
still down and 100 mph (CAS) has be.en attained:
(1) If adequate runway remains, CLOSE BOTH THROTTLES
IMMEDIATELY, LAND IF AIRBORNE, ANTI STOP STRAIGHT
AHEAD.
(2) If the runway remaining is inadequate for stopping, the pilot must
decide whether to abort the takeoff or to continue. The decision must
be based on the pilot's judgement considering loading, density
altitude, obstructions, the weather, and the pilot' s competence. If the
decision is made to continue, then:
(a) Maintain heading and airspeed.
(b) Retract landing gear when climb is established.
(c) Feather inoperative engine (see feathering procedure).
7. ENGINE FAIL URE DURING CLIMB

The single engine minimum control speed for this airplane is 80 mph (CAS)
under standard conditions.
a. If engine failure occurs when airspe~d is below 80 mph (CAS) reduce the
power on the operating engine as required to maintain directional control.
Reduce nose attitude to accelerate toward the single engine best rate of
climb sp ee d of 105 mph. Then feather inoperative engine (see feathering
procedure).
b. If engine failure occurs when airspeed is above 80 mph (CAS):

(1) Maintain directional control. ·
(2) Adjust airspeed toward the single engine best rate of climb speed of
105 mph.
( 3) Feather inoperative engine (see feathering procedure).

MODEL: PA-34-200T
SENECA II
8. SINGLE ENGINE LANDING

a. Feather inoperative engine (see feathering procedure).
b. Do not extend landing gear until certain of making field.
c. Do not lower wing flaps until certain of making field .
Maintain additional altitude and speed during approach, keeping in mind that
landing should be made right the first time and that a go-around may require the use
of full power on the operating engine, making control more difficult.
A final approach speed of 105 miles per hour and the use of 25 ° rather than full
wing flaps will place the airplane in the best configuration for a go-around should this
be necessary, but it should be avoided if at all possible. Under some conditions of
loading and density altitude a go-around may be impossible , and in any event the
sudden application of power during single engine operation makes control of the
airplane more difficult.
9. SINGLE ENGINE GO-AROUND

If a single engine go-around cannot be avoided proceed as follows:
a. Mixture - forward
b. Propeller - forward
c. Throttle - open slowly to 40 inches manifold pressure
d. Flaps - retract
e. Landing gear - retract
f. Airspeed - one engine inoperative best rate-of-climb speed 105 MPH
g. Trim - set
h. Cowl flap - as required (operating engine)
10. MANUAL EXTENSION OF LANDING GEAR

Check the following before extending the gear manually:
a. Circuit breakers - check
b. Master switch - on
c. Alternators - check
d. Navigation lights - off (daytime)
To extend the gear, reposition the clip covering the emergency disengage control
downward, clear of the knob, and proceed as listed below :
a. Reduce power; airspeed not to exceed 1QO MPH.
b. Place Landing Gear Selector Switch in "GEAR DOWN LOCKED" position.
c. Pull emergency gear extension knob.
d. Check for 3 green lights.

MODEL: PA-34-200T
SENECA II
11. LANDING GEAR UNSAFE WARNINGS

The red landing gear light will illuminate when the landing gear is in transition
between the full up position and the down and locked position. The pilot should
recycle the landing gear if continued illumination of the light occurs. Additionally,
the light will illuminate when the gear warning horn sounds. The gear warning horn
will sound at low throttle settings if the gear is not down and locked.
12. GEAR-UP EMERGENCY LANDING

a. Approach with power at a normal airspeed.
b. Leave flaps up (to reduce wing and flap damage).
c. Close the throttles just before touchdown.
d. Tum off the master and ignition switches.
e. Turn fuel selector valves to "OFF."
f. Contact the surface at minimum airspeed.
13. ELECTRICAL FAILURES

· a. In the event that the ALT annunciator light illuminates:
(1) Observe ammeters to determine which alternator is inoperative.
(2) If both ammeters show zero output, reduce electrical loads to the
minimum.
(3) Turn off both alternator switches, then:
(a) Turn them momentarily on one at a time while observing
ammeters.
(b) Determine the alternator showing the LEAST (but not zero)
amperes and tum its switch on.
( 4) Tum electrical loads on as required but do not exceed 60 amperes.
(5) If one ammeter shows zero output, cycle its switch off, then on. If
this fails to restore output, check the circuit breakers; reset once if
required.
(a) If the alternator remains inoperative, reduce electrical loads if
necessary, and continue flight.
(b) Take corrective maintenance action before further flights.
WARNING
Compass error may exceed 10 ° v.rith both alternators inoperative.
NOTE
The markings on the ammeters (loadmeters) require mental

interpolations to estimate the ampere values noted. Operating the
alternators at less than 65 amperes will assure that the battery
will not be depleted.

MODEL: PA-34-200T
SENECA II
14. GYRO PRESSURE FAILURES

a. A malfunction of the instrument pressure system will become apparent as a
reduction of indication on the gauge. A red button annunciator will show
in case of a feathered engine or pressure pump failure.
b. In the event of pressure system malfunction (pressure lower than 4.5 inches
of mercury) :
(1) Increase engine RPM to 2575.
(2) Descend to an altitude, if possible, at which 4.5 inches of mercury
pressure can be maintained.
(3) Use Turn Indicator (Electric) to monitor the Direction Indicator and
Attitude Indicator performance.
REPORT: YB-628 PAGE 3-18 FAA APPROVED JULY 15, 1974

MODEL: PA-34-200T REVISED: AUGUST 5, 1974
SENECA II
15. ENGINE FIRE

a. In case of engine fire in flight (on the affected engine):
( l) Fuel selector - off
(2) Throttle• close
(3) Propeller - feather
( 4) Mixture - idle cut-off
(5) Heater - off (in all cases of fire)
( 6) Defroster - off (in all cases of fire)
(7) If terrain permits - land immediately
The possibility of an engine fire in flight is extremely remote. The procedure

given above is general and pilot judgement should be the deciding factor for action in
such an emergency.
b. In case of engine fire on the ground:

( 1) If engine has not started
(a) Mixture - idle cut-off
(b) Throttle - open
(c) Turn engine with starter (This is an attempt to pull the fire into
the engine.)
(2) If engine has already started and is running, continue operating to try
pulling the fire into the engine.
(3) In either case stated in (1} and (2), if the fire continues longer than a
few seconds, the fire should be extinguished by the best available
external means.
( 4) If external fire extinguishing is to be applied :
(a) Fuel selector valves - off
(b) Mixture - idle cut-off
16. COMBUSTION HEATER OVERHEAT

In the event of an overheat condition, the fuel, air and ignition to the heater is
automatically cut off. Do not attempt to restart the heater until it has been inspected
and the cause of the malfunction has been determined and corrected.
17. SPINS
Intentional spins are prohibited. In the event that an unintentional spin is
encountered, recovery can be accomplished by immediately using the following
procedures :
a. Retard both throttles to the idle position.
b. Apply full rudder in the direction opposite the spin rotation.
c. Let up all back pressure on the control wheel. If nose does not drop
immediately push control wheel full forward.
d. Keep ailerons in neutral.
e. Maintain the controls in these positions until spin stops, then neutralize
rudder.
f. Recover from the resulting dive with smooth back pressure on the control
wheel. No abrupt control movement should be used during recovery from
the dive, as the positive limit maneuvering load factor may be exceeded.

MODEL: PA-34-200T
SENECA II
18. ENGINE F AlLURE IN ICING CONDITIONS

If engine failure occurs during icing flight, select ALTERNATE AIR and attempt
to restart engine. If unable to restart engine:
a. Feather inoperative propeller (see feathering procedure).
b. Maintain airspeed at or above 105 mph (CAS).
c. Descend if necessary to maintain airspeed.
d. Reduce electrical loads per alternator failure procedure below.
e. Avoid further icing conditions if possible.
f. Land as soon as practical.
g. Maintain at least 1OS mph (CAS) during final approach.
h. Do not extend landing gear until certain of making field.
i. Do not lower wing flaps until certain of making field.
j,_ Use 25" flaps rather than full flaps for landing.
19. ALTERNATOR FAILURE IN ICING CONDITIONS

In the event of an alternator failure during flight in icing conditions:
a. Attempt to reset alternator overvoltage relay .
b. Check circuit breakers and reset if possible.
If unable to restore alternator:

c. Turn off all avionics except one NA VCOM and TRANSPONDER.
d. Turn off electric windshield to maintain 65 AMP load.
e. If icing conditions continue terminate flight as soon as practical.
f. Prior to landing, electric windshield may be turned on if necessary. Battery
may be depleted and gear may require free-fall extension.
20. EMERGENCY DESCENT

a. A malfunction of the oxygen system requires an immediate descent to an
altitude at or below 12,500 feet. Note: Time of useful consciousness at
25,000 feet is approximately three minutes.
b. In the event an emergency descent becomes necessary, the following

procedure is recommended :
( 1) Throttles - closed
( 2) Propellers - full forward
(3) Mixture ·as required for smooth operation
(4) Landing gear- extend
(5) Airspeed - 150 MPH
21. ENGINE FAILURE WITH REAR CABIN AND CARGO DOORS REMOVED
The single engine minimum control speed for this configuration is 81 MPH CAS.
If engine failure occurs at an airspeed below 81 MPH, reduce power as necessary on
the operating engine to maintain directional control.

SENECA II
D. SPECIAL OPERATING PROCEDURES
l. FLIGHT INTO KNOWN ICING CONDITIONS

Prior to dispatch into forecast icing conditions all ice protection should be
functionally checked for proper operation. The windshield defroster should be turned
on before entering icing conditions. Upon entering probable icing conditions use the
following procedures:
a. Pitot heat - on (immediately)
b. Windshield heat - on (immediately)
c. Propeller deice - on (immediately)
d. Wing deice - on (after 1/4 to 1/2 inch accumulation)
e. Relieve propeller unbalance (if required) by increasing RPM briefly. Repeat
as required.
WARNING
Do not cycle pneumatic boots with Jess than 1/ 4 inch of ice

accumulation ; operation of boots with less than l /4 inch ice
accumulation can result in failure to remove ice. Do not hold
momentary surface deice switch ON . If wing-tail panel light is
illuminated more than 20 seconds pull the surface deice circuit
breaker.
Heat for the stall warning transmitters is activated by the pitot heat switch.
When ice has accumulated on the unprotected surfaces of the airplane, aerodynamic
buffet commences between 5 and l 0 mph above the stall speed. A substantial margin
of airspeed should be maintained above the normal stall speeds, since the stall speed
may increase by up to 12 mph in prolonged icing encounters.
If ice is remaining on the unprotected surfaces of the airplane at the termination

of the flight, the lap.ding should be made using full flaps and carrying a slight amount
of power whenever practical, and approach speeds should be increased by 10 to 15
mph.
Cruise speed may be significantly reduced in prolonged icing encounters. If icing

conditions are encountered at altitudes above 10,000 feet, it may be necessary to
descend in order to maintain airspeed above the best rate of climb speed (I 05 mph -
CAS).
NOTE
Pneumatic boots must be regularly cleaned and waxed for proper
operation in icing conditions. Pitot, windshield and stall warning
heat should be checked on the ground before dispatch into icing
conditions.
Performance
Installation of ice protection equipment results in a 30 FPM decrease in single
engine climb rate and a reduction of 850 feet in single engine service ceiling.

REVISED: JUNE 10, 1983 MODEL: PA-34-200T
SENECA II

MODEL: PA-34-200T
SENECA II
SECTION Ill
PERFORMANCE
A. STALLS
1. POWER OFF STALLS

The loss of altitude during a power off stall with gear and flaps retracted may be
as much as 400 feet. the loss of altitude with gear down and 40 of flaps may be as
much as 400 feet.
2. POWER ON STALLS
The loss of altitude during a power on stall may be as much as 15 0 feet.
3. STALL WARNING SYSTEM

The stall warning system is inoperative with the master switch off.
B. STALUNG SPEEDS (MPH, CALIBRATED AIRSPEED) VS ANGLE OF BANK
ANGLE OF BANK 20 ° 40° 50 ° 60 °
Flaps Up 76 78 87 95 108
Flaps 40° 70 72 80 87 99
C. AIRCRAFT PERFORMANCE WITH REAR CABIN AND CARGO DOORS REMOVED
All climb and cruise performance will be reduced by approximately five percent when
the airplane is operated with the rear cabin and cargo doors removed.

SENECA II

MODEL: PA-34-200T
SENECA II
SECTION IV
OPTIONAL EQUIPMENT
NOTE
THE INFORMATION CONTAINED IN THIS SECTION

APPLIES WHEN THE RELATED EQUIPMENT IS INSTALLED
IN THE AIRCRAFT .
A. Windshield Heating Installation
B. Oxygen Installation - Scott Aviation Products Executive

Mark III Part Number 802180-00
C. Piper AutoControl IIIB Installation
D. Piper AltiMatic IIIC Installation (Includes Roll, Pitch and

Pitch Trim Sections)

REVISED: DECEMBER 11, 1974 MODEL: PA-34-200T
SENECA II
THIS PAGE INTENTIONALLY LEFT BLANX

MODEL: PA-34-200T
SENECA II
A. ~1NDSHIELD HEATING INSTALLATION
l. LIMIT A TIO NS
UNDER NO CIRCUMSTANCES SHOULD THE UNIT BE TURNED ON FOR A
PERIOD EXCEEDING 30 SECONDS UNLESS
a. The aircraft is in flight , or
b. Ice exists on the heated panel.
2. PROCEDURES
An operational check is accomplished by turning the heated panel switch on for
a period not exceeding 30 SECONDS. Proper operation is indicated by the glass
section being warm to the touch.
3. PERFORMANCE
NOTE
An additional compass deviation card is required with this

installation. This card should indicate corrected readings with
windshield heat and radios on.

MODEL: PA-34-200T
SENECA II

MODEL: PA-34-200T
SENECA ll
B. OXYGEN INSTALLATION - Scott Aviation Products Executive Mark III Part Number
802180-00.
1. LIMIT A TIO NS
a. No smoking allowed.
b. The aircraft is restricted to six occupants with two (2) oxygen units
installed.
c. The aircraft is restricted to four occupants with one (1) oxygen unit
installed.
d. Oxygen duration:
DURATION IN HOURS AT ALTITUDE

Persons Using
Each Unit 5,000 10,000 15,000 20,000 25,000
10.6 6.3 4.7 3.8 3.3
2 5.3 3.2 2.4 1.9 1.7
3 3.5 2.1 1.6 1.3 1.1
4 2.7 1.6 1.2 .95 .8
NOTE
For six occupants maximum duration will be obtained with three

(3) persons utilizing each unit. See above chart for number of
persons vs duration (per unit) .
2. PROCEDURES
a. Preflight
( 1) Check oxygen quantity.
(2) Installation
(a) Remove middle center seat and secure oxygen units to seat by
use of belts provided.
(b) Reinstall seat and secure seat by adjusting the middle seat belt
tightly around seat aft of the oxygen units.
(3) Turn on oxygen system and check flow indicators on all masks. Masks
for the two aft seats are stowed in the seat pockets of the middle
seats. All other masks are stowed in the oxygen system containers.
b. Inflight
( 1) Adjust oxygen mask.
(2) Tum on system.
( 3) Monitor flow indicators and quantity.
NOTE
Use of oxygen unit is prohibited when gauge approaches red area.
FAA APPROVED JULY 15, 1974 REPORT: V~28 PAGE 3-29

SENECAll
3. EMERGENCY OPERATION
a. Time of useful consciousness at 25 ,000 feet is approximately 3 minutes.
b . If oxygen flow is interrupted as evidenced by the flow indicators or
hypoxic indications;
( 1) Install another mask unit.
(2) Install mask connection in an unused outlet if available .
(3) If flow is not restored, inunediately descend to below 12,500 feet.
REPORT : VB-628 PAGE 3-30 FAA APPROVED JULY 15, 1974

S.EN"ECA II
C. PIPER AUTOCONTROL IDB INSTALLATION
1. LIMITATIONS
a. Autopilot use prohibited above 200 MPH CAS. (Autopilot Vmo)
b. Autopilot "OFF" during takeoff and landing.
2. PROCEDURES
a. PREFLIGHT
Autopilot
(1) Place Radio Coupler in "Heading" mode (if installed) and place A/P
ON/OFF switch in the "ON" position to engage roll section. Rotate
roll command knob left and right and observe that control wheel
describes a corresponding left and right turn, then center knob.
(2) Set proper D.G. Heading on D.G. and turn Heading Bug to aircraft
heading. Engage "Heading" mode switch and rotate Heading Bug right
and left. Aircraft control wheel should turn same direction as Bug.
Grasp control wheel and manually override servo, both directions.
Radio Coupler - (Optional)

( 1)TWle and identify VOR or VOT station. Position Radio Coupler to
OMNI Mode. Place A/PON/OFF and HOG mode rocker switches to
the "ON" position. Set Heading Bug to aircraft heading and rotate
O.B.S. to cause OMNI Indicator Needle to swing left and right slowly.
Observe that control wheel rotates in direction of needle movement.
(2) Disengage by placing A/P ON/OFF switch to the "OFF" position.
Reset Radio Coupler to HDG mode.
b. IN-FLIGHT
( 1)Trim airplane (ball centered).
(2) Check pressure gauge to ascertain that the Directional Gyro and
Attitude Gyro are receiving sufficient air.
(3) Roll Section
(a) To engage, center Roll Command Knob, place the A/P
ON/OFF switch to the "ON" position. To turn rotate Roll
Command Knob in desired direction. (Maximum angle of
bank should not exceed 30° .)
(b) For heading mode, set Directional Gyro with Magnetic
Compass. Push directional gyro HDG knob in, rotate Bug to
aircraft heading. Place the console HDG ON/OFF switch to
the "ON" position. To select a new aircraft heading, push
D.G. heading knob "IN" and rotate, in desired direction of
turn, to the desired heading.
FAA APPROVED DECEMBER 11, 1974 REPORT: VB-628 PAGE 3-31

MODEL: PA-34-200T
SENECA II
( 4) Radio Coupling VOR/ILS with H.S.I. (Horizontal Situation Indicator)

Type Instrument Display - (Optional)
VOR Navigation
(a) Tune and identify VOR Station. Select desired course by
rotating CRS knob of H.S.I.
(b) Select OMNI mode on Radio Coupler.
(c) Engage HDG mode on autopilot console to engage coupler.
Aircraft will turn to a 45 ° intercept angle to intercept the
selected VOR course. Intercept angle magnitude depends on
radio needle off course magnitude, 100% needle deflection
will result in 45 ° intercept with the intercept angle
diminishing as the needle off set diminishes.
( d) NA V mode - NAV mode provides reduced VOR sensitivity
for tracking weak, or noisey, VOR signals. NA V mode
should be selected after the aircraft is established on course.
ILS/LOC Front Course

(a) Set inbound, front, localizer course on H.S.I.
(b) Select LOC/NORM mode on Radio Coupler to intercept
and track inbound on the localizer. Select LOC/REV to
intercept and track the localizer course outbound to the
procedure turn area.
!LS/Back Course
(a) Set inbound, front, localizer course on H.S.l.
(b) Select LOC/REV on Radio Coupler to intercept and track
inbound on the back localizer course. Select LOC/NOR.\1 to
intercept and track outbound on the back course to the
(5) Radio Coupling VOR/ILS with Standard Directional Gyro - (Optional)
NOTE
Radio Coupler operation in conjunction with a standard

Directional Gyro and VOR/LOC display differs from operation
with an integrated display (H.S.I.) only in one respect. The
Heading Bug is used as the radio course datum and therefore
must be set to match the desired VOR course as selected on the
O.B.S.
(a) For VOR Intercepts and Tracking: Select the desired VOR
course and set the Heading Bug to the same heading. Select
OMNI mode on the coupler and engage the HDG mode on
the autopilot console.
(b) For ILS Front Course Intercepts and Tracking: Tune the
localizer frequency and place the Heading Bug on the
inbound front course heading. Select LOC/NORM on the
coupler and engage HDG mode on the autopilot console.
REPORT: VB-628 PAGE 3-32 FAA APPROVED DECEMBER 11, 1974

MODEL: PA-34-200T
SENECA II
(c) For LOC Back Course Intercepts and Tracking: Tune the
localizer frequency and place the Heading Bug on the
inbound course heading to the airport. Select LOC/REV
mode on the coupler and engage HDG mode on the
autopilot console.
3. EMERGENCY OPERATION
a. In an emergency the AutoControl IIIB can be disconnected by :
(1) Placing the A/PON/OFF switch to the "OFF" position.
(2) Pulling the A/P circuit breaker.
b . The Autopilot can be overpowered at either control wheel.
c. An Autopilot runaway, with a 3 second delay in the initiation of recovery
while operating in climb, cruise or descending flight, could result in a 60°
bank and 150 foot altitude loss.
d . An Autopilot runaway , with a 1 second delay in the initiation of recovery,
during an approach operation, coupled or uncoupled, single or multi-engine
could result in an 18 ° bank and 20 foot altitude loss.
4. PERFORMANCE
No change.
FAA APPROVED DECEMBER 11, 1974 REPORT : YB-628 PAGE 3-33

MODEL: PA-34-200T
SENECA II
REPORT: VB-628 PAGE 3-34 FAA APPROVED DECEMBER 11, 1974

MODEL: P A-34-200T
SENECA II
D. PIPER AL TIMA TIC IIIC INSTALLATION (Includes Roll, Pitch and Pitch Trim Sections)
I. LIMITATIONS
a. The maximum speed for autopilot operation is 200 MPH CAS. (Autopilot
Ymo)
b. Autopilot operation not authorized with greater than 25° of flap extension.
c. Autopilot "OFF' for takeoff and landing.
d. Placard P / N l3A660 "Conduct Trim Check Prior to Flight (See AFM)" to be
installed in clear view of pilot.
e. During autopilot operation, the pilot must be in his seat with the safety belt
fastened.
2. PROCEDURES
a. PREFLIGHT
(1) Roll Section
(a) Place Radio Coupler in "Heading" mode and place Roll rocker
switch in the "ON" position to engage roll section. Rotate Roll
Command Knob left and right and observe that control wheel
describes a corresponding left and right turn, then center Roll
Command Knob.
(b) Set proper D.G. Heading on D.G . and turn Heading Bug to
aircraft heading. Engage HOG mode rocker switch and rotate
Heading Bug right and left. Aircraft control wheel should turn
same direction as Bug. Grasp control wheel and manually
override servo, both directions.
(c) Disengage Autopilot by depressing trim switch. Check Aileron
operation is free and A / P is disconnected from controls.
(2) Pitch Section
(a) Engage "Roll" rocker switch.
(b) Center pitch command disc and engage "Pitch" rocker switch.
(c) Rotate pitch command disc up and then down and check
control wheel moves same direction. Check to see that servo
can be overridden by hand at control wheel.
NOTE
Autopilot might not be able to raise elevators on ground without

assistance from pilot.

SENECA II
(d) Hold control wheel and disengage Autopilot by pressing

Master A / P Disconnect / Trim Interrupt switch button. Check
Roll and Pitch controls to assure autopilot has disconnected.
(3) Trim Section (General)
This aircraft is equipped with a Command Trim System designed to
withstand any type of single malfunction, either mechanical or electrical,
without uncontrolled operation resulting. This preflight check procedure
is designed to uncover hidden failures that might otherwise go unde-
tected. Proper operation of the electric elevator trim system is predicated
on conducting the following preflight check before each flight. If the trim
system fails any portion of the procedure, pull the trim circuit breaker out
until the system is repaired. Substitution of any trim system component
for another model is not authorized. For emergency interrupt infor~
mation, refer to Section 2.d. of this supplement.
The Command Electric Trim Switch on the left hand portion of the
pilot's control wheel has two functions :
(a) When the top bar (A / P off) is pressed, it disconnects the
Autopilot.
(b) When the top bar is pressed and the rocker is moved forward,
nose down trim will occur - when moved aft, nose up trim will
occur.
PREFLIGHT: Command Trim - Before Each Flight

(a) Check trim circuit breaker - IN.
(b) Trim Master Switch - ON .
(c) A / P OFF - Check normal trim operation - UP . Grasp trim
wheel and check override capability. Check nose DOWN
operation . Recheck override.
(d) Activate center bar only - push rocker fore and aft - only. Trim
should not operate with either separate action .
A UTOTRIM - Before Each Flight

(a) A / P ON - (Roll and Pitch Sections) Check automatic oper-
ation by activating A / P P itch Command Disc UP, then DN.
Observe trim operation follows Pitch Command Direction.
NOTE
In Autopilot Mode, there will be approximately a 3 second delay

between operation of Pitch Command and operation of trim .
(b) Press center bar (A / P OFF) - release - check autopilot dis-

engagement.
(c) Rotate trim wheel to check manual trim operation. Reset to
takeoff position prior to takeoff.
REPORT: YB-628 PAGE 3-36 FAA APPROVED DECEMBER 11, 1974

MODEL: PA-34-200T REVISED: JANUARY 18, 1979
SENECAll
b. IN-FLIGHT
(l) Trim airplane (ball centered).
(2) Check air pressure or vacuum to ascertain that the Directional Gyro and
Attitude Gyro are receiving sufficient air.
(3) Roll Section
(a) To engage, center Roll Command Knob, push Roll rocker
switch to "ON" position . To turn, rotate Console Roll Knob in
desired direction. (Maximum angle of bank should not exceed
30° .)
(b) For heading mode, set Directional Gyro with Magnetic
Compass. Push directional gyro HOG knob in, rotate to select
desired heading. Push console heading rocker (H DG) to "ON"
position . (Maximum angle of bank will be 20° with heading
lock engaged.)
(4) Pitch Section - (Roll Section must be engaged prior to engaging Pitch
Section engagement.)
(a) Center pitch trim indicator with the Pitch Command Disc.
(b) Engage pitch rocker switch. To change attitude, rotate Pitch
Command Disc in the desired direction .
(5) Altitude Hold
Upon reaching desired or cruising altitude , engage Altitude Hold
Mode rocker switch . As long as Altitude Hold Mode rocker switch is
engaged , aircraft will maintain selected altitude. For maximum passenger
comfort. rate of climb or descent should be reduced to approximately
500 FPM prior to Altitude Hold engagement . For accurate Altitud<:
Holding below 110 MPH, lower up to 25° of flaps.
NOTE
Prior to disengaging Altitude Hold Mode, rotate Pitch Command

Disc to center.
(6) Radio Coupling YOR / ILS with H.S.L (Horizontal Situation Indicator)
Type Instrument Display. (Optional)
YOR ]\;"avigation
(a) Tune and identify YOR Station. Select desired course with
O.B.S . (Omni Bearing Selector) (Course Selector of H.S.I.
Instrument).
(b) Select OMNI mode on Radio Coupler.
(c) Engage HOG mode on autopilot console to engage coupler.
Aircraft will turn to a 45° intercept angle to intercept the
selected YOR course. Intercept angle magnitude depends on
radio needle off-course magnitude, 100% needle deflection will
result in 45° intercept angle, diminishing as the needle off-set
diminishes .
(d) NAV mode - NAY mode provides reduced YOR sensitivity for
tracking weak, or noisy, YOR signals. NAY mode should be
selected after the aircraft is established on course.

SENECA II
ILS / LOC Front Course

(a) Set inbound, front, localizer course on O.B.S. (Course Selector
Knob).
(b) Select LOC-Normal mode on Radio Coupler to intercept and
track inbound on the localizer. Select LOC-REV to intercept
and track the localizer course outbound to the procedure turn
area.
(c) Select HOG mode on autopilot console to engage coupler.
ILS / Back Course

(a) Set inbound, front , localizer course on O.B .S. (Course Selector
Knob).
(b) Select LOC/ REV on Radio Coupler to intercept and track
, ~nbound on the back localizer course. Select LOC/NORM to
intercept and track outbound on the back course to the
(c) Engage HOG mode on autopilot console to engage coupler.
(7) Radio Coupling VOR / ILS with Standard Directional Gyro
NOTE
Radio Coupler operation in conjunction with a standard Direc-

tional Gyro and VOR / LOC display differs from operation with an
integrated display (H.S.l.) only in one respect. The HOG is used as
the radio course datum and therefore must be set to match the
desired VOR / ILS course as selected on the 0.B.S.
(a) For VOR Intercepts and Tracking: Select the desired VOR
course and set the HOG to the same heading. Select OMNI
mode on the coupler and engage the HOG mode on the auto-
pilot console.
(b) For ILS Front Course Intercepts and Tracking: Tune the
localizer frequency and place the HOG on the inbound, front
course heading. Select LOC-NOR mode on the coupler and
engage HOG mode on the autopilot console.
(c) For LOC Back Course Intercepts and Tracking: Tune the
localizer frequency and place the HOG on the inbound course
heading to the airport. Select LOC / REV mode with coupler
and HOG mode on the autopilot console.
c. COUPLED APPROACH OPERATIONS

(1) VOR or LOC
(a) After arrival at the VOR Station, track outbo"i.md to the
procedure turn area as described in Section b.(6) or (7) , as
appropriate, and slow to 120-125 MPH CAS and extend tlaps
100.
(b) Use HOG mode and Pitch or Altitude Hold modes as
appropriate during procedure turn.
REPORT: VB-628 PAGE 3-38 FAA APPROVED DECEMBER 11, 197 4

MODEL: P A-34-20af REVISED: JANUARY 18, 1979
SENECA II
(c) At the F.A.F. inbound, return to pitch mode for control of

descent and lower landing gear.
(d) At the M.D.A. select Altitude Hold mode and add power for
level flight. Monitor Altimeter to assure accurate altitude
control is being provided by the autopilot.
(e) Go-Around. For missed approach select desired pitch attitude
with Pitch Command Disc and disengage Altitude Hold mode.
This wili initiate the pitch up attitude change. Immediately
add takeoff power and monitor Altimeter and rate of climb for
positive climb indication. After climb is established, retract
landing gear and flaps. Adjust attitude as necessary for desired
airspeed and select HOG mode for tum from the VOR final
approach course.
(2) ILS - Front Course Approach with Glide Slope Capture (Optional)
(a) Track inbound to L.O.M. as described in Section b.(6) or (7)
above and in Altitude Hold Mode.
(b) Inbound to L.O.M. slow to 120-125 MPH IAS and lower
flaps 10°.
(c) Automatic Glide Slope capture will occur at Glide Slope
Intercept if the following conditions are met:
I. Radio Coupler in LOC/NORM Mode.
2. Altitude Hold Mode engaged (Altitude rocker on
console).
3. Under Glide Slope for more than 20 seconds.
4. Localizer radio frequency selected on NA V receiver.
(d) At Glide Slope Intercept immediately lower landing gear and
reduce power to maintain 115-125 MPH CAS on final
approach. Glide Slope capture is indicated by lighting of the
green Glide Slope engage Annunciator Lamp and by a slight
pitch down of the aircraft.
(e) Monitor localizer and Glide Slope raw data through out
approach. Adjust power as necessary to maintain correct
final approach airspeed. All power changes should be of small
magnitude and smoothly applied for best tracking perfor-
mance. Do not change aircraft configuration during approach
while autopilot is engaged.
(f) Conduct missed approach maneuver as described in Section
c.(l)(e) above.
NOTE
Glide Slope Coupler will not automatically decouple from Glide

Slope. Decoupling may be accomplished by any of the following
means:
( 1) Disengage ALT Hold mode. --
(2) Switch Radio Coupler to HOG mode.
(3) Disengage Autopilot.

REVISED: JANUARY 18, 1979 MODEL: P A-34-200T
SENECA II
d. EMERGENCY OPERATIONS
This aircraft is equipped with a Master Disconnect/ Interrupt Switch on
the pilot's control wheel. When the switch button is depressed it will disconnect
the autopilot. When depressed and held it will interrupt all Electric Elevator
Trim Operations. Trim operation will be restored when the switch is released.
If an autopilot or trim emergency is encountered, do not attempt to determine
which system is at fault. Immediately depress and hold the Master Disconnect/
Interrupt button. Tum off Autopilot and Trim Master Switch and retrim
aircraft, then release the interrupt switch.
NOTE
During examination of this supplement, the pilot is advised to locate

and identify the Autopilot controls, the Trjm Master Switch and the
Circuit Breakers for both systems.
(1) In the event of an Autopilot malfunction the Autopilot can be:

(a) Overpowered at either control wheel.
CAUTION
Do not overpower Autopilot pitch axis for periods longer than 3

seconds because the Autotrim System will operate in a direction to
oppose the pilot and will, thereby, cause an increase in the pitch
overpower forces.
(b) Disconnected by depressing the Master Disc I Inter Switch.

(c) Disconnected by depressing the Trim Switch "A/POFF" bar.
(d) Disconnected by pushing the Roll rocker switch "OFF."
(2) In the event of a Trim malfunction:
(a) Depress and hold the Master Trim Interrupt Switch.
(b) Trim Master Switch - OFF. Retrim aircraft as necessary using
manual trim system.
(c) Release Master Trim Interrupt Switch - be alert for possible
trim action.
(d) Trim Circuit Breaker - Pull. Do not operate trim until problem
is corrected.
(3) If a trim runaway occurs with the Autopilot operating, the above
procedures will disconnect the Autopilot which will immediately result
in higher control wheel forces. Be prepared to manually retrim, as
necessary, to eliminate undesirable forces.
(4) Altitude Loss During Malfunction:
(a) An Autopilot malfunction during climb or cruise with a 3
second delay in recovery initiation could result in as much as
60° of bank and a 200 foot altitude loss.
(b) Altitude loss - high altitude descent- 3 second delay in recovery
could result in a 60° bank and a 420 foot altitude loss.
REPORT: VB-628 PAGE 3-40 FAA APPROVED DECEMBER. 11, 1974

MODEL: PA-34-200T
SENECA II
(c) An Autopilot malfunction during an approach with a 1 second

delay in recovery initiation could result in as much as 20° of
bank and a 75 foot altitude loss. Maximum altitude loss
measured in approach configuration gear down and operating
either coupled or uncoupled, single or multi-engine.
(5) Single Engine Operations:
(a) Engine failure during an autopilot approach operation:
Disengage autopilot conduct remainder of approach
manually.
(b) Engine failure during go around: Disengage autopilot, retrim
aircraft, perform normal aircraft engine out procedures then
re-engage autopilot.
(c) Engine failure during normal climb, cruise, descent: Retrim
aircraft, perform normal aircraft engine out procedures.
(d) Maintain aircraft yaw trim throughout all single engine
operations.
(6) Emergency Operation With Optional NSD 360 and NSD 360A (HSI)
Slaved and / or Non-Slaved
NSD 360
(a) Appearance of HDG Flag:
1. Check air supply gauge (vac or pressure) for adequate
air supply (4 in. Hg. min.).
2. Check compass circuit breaker.
3. Observe display for proper operation.
(b) To disable heading card - pull circuit breaker and use magnetic
compass for directional data. ·
NOTE
If heading card is not operational, autopilot should not be used .
(c) With card disabled :

I. VOR and Glide Slope displays are still functional; use
card set to rotate card to aircraft heading fo r correct
picture.
2. Localizer - left-right information still usable. Flag
information is disabled - compare needle with No. 2
indicator for valid left-right needle operation.
(d) Slaving Failure - (i.e. failure to self-correct for gyro drift):
1. Check gyro slaving switch is set to No. 1 position.
2. Check for HDG Flag.
3. Check compass circuit breaker.
4. Reset heading card while observing slaving meter.
5. Select slaving amplifier No. 2 (gyro slaving switch is set
to No. 2 position).
6. Reset heading card while checking slaving meter.
7. Switch to free gyro and periodically set card as unslaved
gyro.
FAA APPROVED DECEMBER 11, 1974 REPORT:YB-628PAGE341

SENECA II
NSD 360 (Instrument with red-white striped NAY-HDG F1ags)

(a) The emergency procedures for the NSD 360A remain identical
to those listed for the NSD 360 (above), except that the
presence of the NAY Flag on a localizer frequency invalidates
the NAY left-right information. Useable navigation data will
be indicated in both YOR and Localizer modes by the absence
of the NAY Flag, whether the card is disabled or not.
(b) In the localiLer mode the "TO-FROM" arrows may remain out
of view, depending upon the design of the NAY converter used
in the installation.
3. PERFORMANCE
No change.
REPORT: VB~28 PAGE 3-42 FAA APPROVED DECEMBER 11, 1974

MODEL: PA-34-200T REVISED: JANUARY 18, 1979
REFER TO THE AIRPLANE FLIGHT MANUAL

FOR FAA APPROVED EMERGENCY PROCEDURES
4-i
WEIGHT -AND BALANCE
FUR
SENECA II
SERIAL NUMBERS 34-7570001 THROUGH 34-7670371
ISSUED: JULY 15, 1974 REPORT: VB-629

WEJGITT AND BALANCE
Log of Revisions .. 5-iii
Weight and Balance 5-1
Weight and Balance Data - Weighing Procedure 5-3
Weight and Balance Data 5-6
C.G . Range and Weight Instructions 5-7
Instructions for using the Weight and Balance Plotter 5-10
Sample Problem 5-12
5-i
INDEX - WEIGHT AND BALANCE
Log of Revisions . . . . . . . . . . . . . . . . . 5-iii

Weight and Balance . . . . . . . . . . . . . . . 5-1
Weight and Balance Data - Weighing Procedure 5-3
Weight and Balance Data . . . . . . . . . . . . 5-6
C.G. Range and Weight Instructions . . . . . . . 5-7
Instructions for Using the Weight and Balance Plotter 5-10
Sample Problem . . . . . . . . . . . . . . . . . . . . . 5-17
ISSUED: JULY 15, 1974 REPORT: VB-629 PAGE 5-i

MODEL: P A-34-200T
SENECA II
REPORT: VB-629 PAGE 5-il ISSUED: JULY 15, 1974

MODEL: P A-34-200T
SEl~ECA II
WEIGHT AND BALANCE LOG OF REVISIONS
Revision Revised Pages Description and Revision Approved Date
l 5-31 Revised Au toControl llIB Console; revised Dec. 11, 1974

AltiMatic IIIC Pitch Servo and Trim Amplifier;
f/6~"--~
revised totals.
5-36 Added Carbon and Dynamic Microphones.
5-36a Added page (added Headset and King KR-21
Marker Beacon and Lights).
I
5-36b Added page.
5-40 Added Electrothermal Propeller Deicing and
Ice Light Kit.
2 5-7 Revised fuel capacity - Sample Loading May 30, 1975
1~v'7
Problem.
3 5-15 Added Auxiliazy Fuel Pumps. July 16, 1975

5-21 Revised Tru-Speed Indicator desc.
5-25 Added 79337-5 Right Front Seat; relocated
37164-4 Combustion Heater to page 5-26. I~-~~
5-26 Added 3 7164-4 Combustion Heater from
page 5-25; added 37164-0 Combustion
Heater; added footnotes.
5-31 Revised Alt. IIIC total Weight and Arm.
5-36a Revised Headset Arm; added Kl-213 indicator.
5-37 Added Engine Hour Meter MKI 0 Radar Alt.;
NSD-360 Gyro and footnote.
5-38 Revised Tru-Speed Indicator desc.
5-39 Added Cabin Sound Proofing from page
5-40.
5-40 Relocated Cabin Sound Proofing to page
5-39; added 79592-0 Left Front Seat;
added 79592-1 Right Front Seat; added
79337-18 Front, Center and Rear Headrests;
added footnote for Combustion Heater.
5-41 Added Pneumatic Deicing System and
Stainless Steel Control Cables.
ISSUED: JULY 15, 1974 REPORT: VB-629 PAGES-iii

SENECA II
WEIGHT AND BALANCE LOG OF REVISIONS (cont)
Revision Revised Pages Description Approved Date
4 5-7 Added optional fuel capacity to Sample Oct. 20, 1975

Loading Problem.
5-8 Revised Loading Graph.
5-31 Revised Console 1D720 Weight and Moment. 7"'4_~~ol,.~·.
5-37 Revised Clock AN5743-L2 Arm and 0
Moment; relocated NSD-360 Gyro and
footnote to page 5-38.
5-38 Relocated Copilot's Advanced Instrumentation
to page 5-38a; added NSD-360 Gyro and
footnote relocated from page 5-38; added
Narco OC-110.
5-38a Added page (relocated Copilot's Advanced
Instrumentation from page 5-38; revised Clock
AN5743-L2 Arm and Moment).
5-38b Added intentionally left blank page.
5-40 Revised 79592-1 Right Front Seat Moment.
5-41 Added Fuel Cells.
5 5-29 Deleted Heated Pitot Head and Stall Warning

Detectors.
5-31 Revised Altilvlatic IIIC TOTAL.
5-35 Added Low Frequency Antenna to Anti
Static Kit.
5-36 Revised Arm and Moment of KA-41 Antenna
of King K.~-65 DME; revised Dwg. No. of
PAL Transmitter 99890 to 79265-0; added
PAL Transmitter 79265-6.
5-36a Added King KN-61 DME and King KN-65A
DME.
5-37 Removed Dwg. No. from Clock.
5-38a Removed Dwg. No. from Clock.
5-40 ; Deleted Windshield Heat, Ice Protection System.
Electrothermal Prop Deice, and Ice Light Kit;
added Oxygen System, Control Cables, and Fuel
Cells relocated from page 5-41.
5-41 Relocated Oxygen System, Control Cables, and
Fuel Cells to page 5-40; deleted Pneumatic
Deicing System; added Ice Protection System
Inst!. Dwg. 3 7700.
REPORT: VB-629 PAGE 5-iv ISSUED: JULY 15. 1974

MODEL: P A-34-200T REVISED: DECEMBER 9, 1975
SENECA II
WEIGHT AND BALANCE LOG OF REVISIONS (cont)
R e\ is ion Re vise d Pages Descript io n and R evision Approved Date
6 5-1 7 Revi sed Cert. Basi s March 19, 1976

5-37 Re vised MK 10 Radar Alt Arm and Moment.
;l.11~
5-41 Rel ocated Total Opt. Equip and Finish to
page 5-42.
5-42 Add ed Hea vy D uty Wheels. Bra kes and Tires ,
added i nforma tion from page 5-41
7 5-13 Added two Prop elle rs, two Hydraulic May 13. 1976
Go ve rnors and cor recte d Certification
Basis for two existing Hydraul ic
Go ve rnors. r)· ~
8 5-20 Added serial no effective Arm and Moment :\ov 19. 197 6
tV~i'·
5-29 Added serial no. effective Arm and Moment.
5-36 Added PAL transmitter, P iper Dwg. 79761-6
9 5-1 Revised text . June 10 , 1983

5-3 Added Caut io n.
9-iii Added Warning Wcwl.E . ~
I 0 -9 Added Caution
•.
ISSUED: MARCH 19, 1976 REPORT: VB-629 PAGE 5-v

SENECA II
REPORT: VB-629 PAGE 5-vi ISSUED: MARCH 19, 1976

MODEL: P A-34-200T
SENECA II
WEIGHT AND BALANCE
In order to achieve the performance and good flying characteristics which are designed into
the aircraft, the Seneca must be flown with the weight and center of gravity(C.G .) position within
the approved envelope. The aircraft offers flexibility of loading. You can carry a large payload
(distributed m a variety of combinations of passengers and cargo) or a large amount of fuel.
However, you cannot fill the aircraft with seven adults and full fuel tanks. \Vith the flexibility
comes responsibility. The pilot must ensure that the airplane is loaded within the loading envelope
before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off,
climb or cruise as well as when it is properly loaded . The heavier the airplane is loaded the less
single-engine climb performance it will have, and the pilot may be deprived of one of the safety
advantages of twin-engine flight.
Center of gravity is a determining factor in flight characteristics. If the C.G. is too far
forward in any airplane , it ma y be difficult to rotate for takeoff or landing. If the C.G. is too far
aft, the airplane may rotate prematurely on takeoff or try to pitch up during climb. Longitudinal
stability will be reduced. This can lead to inadvertent stalls and even spins: and spin recovery
becomes more difficult as the center of gravity moves aft of the approved limit.
A properly loaded aircraft , however, will perform as intended. The Seneca is designed to
provide excellent performance within the flight envelope. Before the aircraft is licensed, the
Seneca is weighed and a basic weight and C.G. location computed. (Basic weight consists of the
empty weight of the aircraft plus the unusable fuel and full oil capacity.) Using the basic weight
and CG . location, the pilo t can easily determine the weight and CG. position for the loaded
airplane by means of a plotter which is furnished with the aircraft. If he wants more precise values
or if the plotter is not available , he can compute the total weight and moment and then determine
whether they are within the approved envelope .
The basic weight and C.G . location for a particular airplane are recorded on the plotter for
the airplane. These values are also entered in the aircraft logbook or in the weight and balance
section of the Airplane Flight Manual. The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic responsible for the work is
required to compute a new basic weight and basic C.G. position and to write these in the aircraft
logbook. The owner should make sure he does , and should change these values on his plotter.
ISSUED: JULY 15, 1974 RE.PORT: VB-629 PAGE 5-1

l
SENECA II
A weight and balance calculation can be helpful in determining the best positions for
locating passengers or cargo, and can guide the pilot in relocating people or baggage so as to
keep the C.G. within allowable limits. If it is necessary to remove some of the fuel or payload to
stay within maximum allowable gross weight, the pilot should not hesitate to do so.
The following pages are forms used in weighing an airplane in production and in computing
basic weight, basic C.G . position, and useful load. Note that the useful load includes fuel, oil,
baggage, cargo and passengers. Following these are (1) a method for computing takeoff weight
and C.G. if precision is desired, if a plotter is not available, or if cargo is carried, and (2) an
explanation of how to use the Weight and Balance plotter.
On one side of the weight and balance plotter are some general loading recommendations
which will assist the pilot in arranging his load. If these are followed much time can be saved
without decreasing safety.
REPORT: VB-629 PAGE 5-2 ISSUED : JULY 15, 1974

MODEL: PA-34-200T
SENJECA II
WEIGHT AND BALANCE DATA
WEIGHING PROCEDURE
At the time of delivery, Piper Aircraft Corporation provides each airplane with the licensed
empty weight and center of gravity location.
The removal or addition of an excessive amount of equipment or excessive airplane

modifications can affect the licensed empty weight and empty weight center of gravity. The
following is a weighing procedure to determine this licensed empty weight and center of gravity
location:
1. PREPARATION
a. Be certain that all items checked in the airplane equipment list are installed
in the proper location in the airplane.
b. Remove excessive dirt, grease , moisture , foreign items such as rags and tools
from the airplane before weighing.
c. Defuel airplane. Then open all fuel drains until all remaining fuel is drained.
Operate each engine until all tindrainable fuel is used and engine stops.
CAUTION
Whenever the fuel system is completely drained and fuel is

replenished it will be necessary to run the engine for a minimum of
3 minutes at 1000 rpm on each tank to ensure no air exists in the
fuel supply lines.
d. Uram all oll tram the engines, by means of the oil drain, with the airplane
in ground attitude. This will leave the undrainable oil still in the system.
Engine oil temperature should be in the nonnal operating range before
draining.
e. Place pilot and copilot seats in fourth (4th) notch, aft of forward position.
Put flaps in the fully retracted position and all control surfaces in the
neutral position. Tow bar should be in the proper location and all entrance
and baggage doors closed.
f. Weigh the airplane inside a closed building to prevent errors in scale

readings due to wind.
2. LEVELING
a. With airplane on scales, block main gear oleo pistons in the fully extended
position.
Level airplane (see diagram) deflating nose wheel tire , to center bubb le on
b.
level.
ISSUED: JULY IS, 1974 REPORT: VB-629 PAGE 5-3
REVISED: JLNE 10, 1983 MODEL: PA-34-200T
SENECA II
3. WEIGHING-AIRPLANE EMPTY WEIGHT
a. With the airplane level and brakes released, record the weight shown on
each scale. Deduct the tare, if any, from each reading.
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Airplane Empty Weight, as Weighed (T)
4. EMPTY WEIGHT CENTER OF GRAVITY
a. The following geometry applies to the PA-34-200T airplane when airplane

is level. (See Item 2.)
1--.-- C. G. ARM---;~
Level Points
(Fuselage Left Side
Below Window)
*The datum is 78.4 inches ahead of the

wing leading edge at the inboard edge
of the inboard fuel tank.
REPORT: VB-629 PAGE 5-4 ISSUED: JULY IS, 1974

MODEL: PA-34-200T
SENECA II
b. Obtain measurement "A" by measuring from a plumb bob dropped from

the wing leading edge, at the intersection of the straight and tapered
section, horizontally and parallel to the airplane center line, to the main
wheel center line.
c. Obtain measurement "B" by measuring the distance from the main wheel
center line, horizontally and parallel to the airplane center line, to each side
of the nose wheel ax.le. Then average the measurements.
d. The empty weight center of gravity (as weighed including optional

equipment and undrainable oil) can be determined by the following
formula :
C.G. Ann = 78.4 +A - ..fil.lli

T
C. G. Ann = 78.4 + ( ) - . ;. . (-..,..--)'--(~,_.....;...) = inches

( )
5. LICENSED EMPTY WEIGHT AND EMPTY WEIGHT CENTER OF GRAVITY
Weight Ann Moment
Empty Weight (as weighed)
Unusable Fuel (5 .0 gallon) +30 103.0 +3090

I
Licensed Empty Weight
I
ISSUED: JULY 15, 1974 REPORT: VB-629 PAGE 5-5

MODEL: PA-34-200T
SENECAil
WEIGHT AND BALANCE DATA
MODEL PA-34-200T SENECA
Airplane Serial Number 34- _ _ _ _ __
Registration Number - - - - - - - - -
Date _ _ _ _ _ _ _ _ _ _ _ _ _ __
AIRPLANE BASIC WEIGHT
C.G.Ann
Weight (Inches Aft Moment
Item (Lbs) of Datum) (In-Lbs)
Actual
*Empty Weight Computed
Unusable Fuel (5 gallons) 30 103.0 3090
Standard Empty Weight
Optional Equipment
Licensed Empty Weight
Oil (16 quarts) 30 43.7 1311
Basic Weight
*Empty weight is defined as dry empty weight (including paint and hydraulic fluid) plus
12.0 lbs undrainable engine oil.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Licensed Empty Weight) = Useful Load
( 4570 lbs) - ( lbs) = lbs
THIS LICENSED EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE FOR THE
AIRPLANE AS DELIVERED FROM THE FACTORY. REFER TO APPROPRIATE
AIRCRAFT RECORD WHEN ALTERATIONS HAVE BEEN MADE.
REPORT: VB-629 PAGE 5-6 ISSUED: JULY 15, 1974

MODEL: PA-34-200T
SENECA II
C. G. RANGE AND \VEIGHT INSTRUCTIONS
1. Add the weight of all items to be loaded to the basic weight.
2. Use the loading graph to determine the moment of all items to be carried in the airplane.
3. Add the moment of all items to be loaded to the basic weight moment.
4. Divide the total moment by the total weight to determine the C.G. location.
5. By using the figures of Item 1 and Item 4, locate a point on the C.G. range and weight
graph. If the point falls within the C.G. envelope, the loading meets the weight and balance
requirements .
SA.\1.PLE LOADING PROBLEM (Normal Category)
I Arin Aft
Weight Datum Moment
(Lbs) (Inche s) (In-Lbs)
Basic Weight
Pilot and Front Passenger 340.0 85.5 29070
Passengers (Center Seats) 340.0 118. l I 40154
Passengers (Rear Seais) 155.7
Passenger (Jump Seat)* 118.l
Baggage (Forward) 22.5
Baggage (Aft) 178.7
Zero Fuel Weight ( 4000 Lbs Max)
Fuel (93 Gallons Maximum) - Standard

( 123) Gallons Maximum) - Optional 93.6
Total Loaded Airplane
The center of gravity (C.G.) of this sample loading problem is at inches aft of the
datum line. Locate this point ( ) on the C.G. range and weight graph. Since this point
falls within the weight - C.G. envelope, this loading meets the weight and balance requirements.
IT IS THb RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER TO INSURE
THAT THE AIRPLANE IS LOADED PROPERLY.
*Optional equipment
ISSUED : JULY 15, 1974 REPORT: VB-629 PAGE 5-7

REVISED: OCTOBER 20, 1975 MODEL: PA-34-200T
SENECA II
LOADING GRAPH
750
I I /
/
700
:
I i I /,
I
I /
650
I I //
7
/
600
,/
550
,v
v -
v
500
I v
450 ~V i
'
/ ~~o/ /
iii"
0 400 ,/ Vvq;./ I ~~"'/
z / / I 'l>°'<l/
:::>
0
Cl..
;; 350
v/ y
'\.q,
Cl'<'
/
/
<! :(:-ct/ / / <'cs~;;..(

~'l>~/ \>-\'\.,. ~
0 ~2
....I /'/ I
300
~._o~ /1
v
I / i,,.,./ I
250 "/
'l>c:-~/7 / I v //
,,,,/ I I
o~o~ /
/
/
_,,,.,,"' // / ,,/ _,./ I
200 - X:,7 / I
~
-~ / / I
150 -
ll)
p ~/ / ,,../
/
....i /, / 1,/120.,0
100
~
u..
0
/, ~ v /
I / <¢2.;f..
\>-\'\
I /~', / [7, v
50
I ~v/ ~
I ,,b ~v
~
0 5 10 15 zo 25 30 35 40 45 50 55 60 65 70
MOMENT/1000 (POUND-INCHES!
REPORT: VB-629 PAGE 5-8 ISSUED : JULY 15, 1974

MODEL: P A-34-200T REVISED: OCTOBER 20, 1975
SENECA II
IT IS THE RESPONSIBILITY OF THE OWNER AND PILOT TO ASCERTAIN THAT

THE AIRPLANE ALWAYS REMAINS WITHIN THE ALLOWABLE WEIGHT VS . CENTER
OF GRAVITY ENVELOPE WHILE IN FLIGHT.
4570 - - - - - - M a x. Tilke-Off _ _ _ _ _ 90_

~
. 6.,..---9-.-2_~_94....---.
Wt.
4400------------~.~-+---+---+--+--+--I
4342 - - - - - Max . Landing --;L+--+-----+--+--+---+---1
Wt.
82
3400 - - I---+---+----!--+----+--+---+--+--+--+---+----.---
....
..0
3200 - E
O')
iii
~
...
3000 - '"§
;:
~
2600----
2400----
Weight
Vs
82 84 86 88 90 92 94
CG. Location (Inches Af t Datum )
Moment change due to retracting Landing Gear= - 32 in.-lbs.
ISSUED : JULY 15, 1974 REPORT: VB-629 PAGE 5-9

MODEL: P A-34-200T
SENECA II
INSTRUCTIONS FOR USING TIIE WEIGHT AND BALANCE PLOTIER
This plotter is provided to enable the pilot quickly and conveniently to:
( 1) Determine the total weight and C.G. position.
(2) Decide ho'1 to change his load if his first loading is not within the allowable
envelope.
Heat can warp or ruin the plotter if it is left in the sunlight. Replacement plotters may be
purchased from Piper dealers and distributors.
When the airplane is delivered, the basic weight and basic C.G. will be recorded on the
computer. These should be changed any time the basic weight or C.G. location is changed.
The plotter enables the user to add weights and corresponding mo men ts graphically. The
effect of adding or disposing of useful load can easily be seen. The plotter does not cover the
situation where cargo is loaded in locations other than on the seats or in the baggage
compartments.
Brief instructions are given on the plotter itself. To use it, first plot a point on the grid to
locate the basic weight and C.G. location. This can be put on more or less permanently because
it will not change until the airplane is modified. Next, position the zero weight end of one of
the six slots over this point. Using a pencil, draw a line along the slot to the weight which will be
carried in that location. Then position the zero weight end of the next slot over the end of this
line and draw another line representing the weight which will be located in this second position.
When all the loads have been drawn in this manner, the final end of the segmented line locates
the total load and the C.G. position of the airplane for takeoff. If this point is not within the
allowable envelope it will be necessary to remove fuel, baggage, or passengers and/or to
rearrange baggage and passengers to get the final point to fall within the envelope.
Fuel burn-off and gear movement do not significantly affect the center of gravity.
SA..\1PLE PROBLEM
A sample problem will demonstrate the use of the weight and balance plotter.
Assume a basic weight and C.G. location of 2850 pounds at 83.5 inches respectively. We
wish to carry a pilot and 5 passengers. Two men weighing 180 and 200 pounds will occupy the
front seats, two women weighing 115 and 135 pounds will occupy the middle seats and two
children weighing 80 and 100 pounds will ride in the rear. Two 25 pound suitcases will be tied
down in the front baggage compartment and two suitcases weighing 25 pounds and 20 pounds
respectively will be carried in the rear compartment. We wish to carry 60 gallons of fuel. Will we
be within the safe envelope?

MODEL: P A-34-200T
SENECA II
I. Place a dot on the plotter grid at 2850 pounds and 83. 5 inches to repre sent the basic
airplane. (See illustration.)
2. Slide the slotted plastic in to position so that the dot is under the slot for the forward
seats, at zero weight.
3. Draw a line up the slot to the 380 pound position (180 + 200) and put a dot.
4. Move the slotted plastic again to get the zero end of the middle seat slot over this dot.
5. Draw a line up this slot to th e 250 pound position (115 + 135) and place the 3rd dot.
6. Continue moving the plastic and plotting points to account for weight in tile rear
seats (80 + 100), forward baggage compartment (50), rear baggage compartment (45),
and fuel tanks (360).
7. As can be seen from the illustration, the final dot shows the total weight to be 4115
pounds with the C.G. at 90.1. This is well within the envelope.
8. There will be room for more fuel.
As fuel is burned off, the weight and C.G. will follow down the fuel line and sta y within
the envelope for landing.
ISSUED: JULY 15, 1974 REPORT: VB-629 PAGE 5-11

MODEL: P A-34-200T
SENECA II
SAMPLE PROBLEM
- - - - - - Max. Take-Off _ _ _ _ _90,_.6_ _ _

92_ _ _ _9_4_
4570
Wt.
4400--------------"'--1---1---..J---..J----+--I
4342 - - - - - - Max. Landing --~+--+--+---+---+---+--1
Wt.
4000- Max. Zero Fuel 86

Wt.
82
3400~~+--+-+---!-Y--+---~l--+---i--+--f---+-+--+--I
,,_._;._ MIDDLE SEA TS
"'
.c
3200~%--l---+--l-.\.--+---l---..l.-~1--4--..1.--+---+--+---J..-I
3: FRONT SEATS
3000 - ~ ---\.-.+-Jl-+--l---l---<--+---+--+--+--f---+---+-1
E
~
2600----
2400-----
82 84 86 88 90 92 94
CG . Location (Inches Aft Datum )
Moment change due to retracting Landing Gear= -32 in.-lbs.

MODEL: P A-34-200T
LOADING INSTRUCTIONS
THIS SECTION IS NOT

APPLICABLE TO THIS AIRPLANE
6-i
l
Pref1ight .. 7-1
Walk-A.round Inspection 7-2
Starting Engines . 7-3
Before Starting Engines 7-3
Starting Engines . .. .. 7-3
Starting Engines When Flo oded 7-4
Starting Engines in Cold Weather 7-4
Starting Engine With AJd of Ex ternal Electric Power 7-5
Taxi .. . .. . . 7-5
Pretakeoff Check . . . . 7-6
Takeoff . . . . . . . . . 7- 7
Door Open on Takeoff 7-8
Manifold Pressure Overboost Lights 7-8
Climb 7-9
Normal Cruise 7-9
Descent . .. . 7-10
Approach and Landing 7-11
Post Landing 7-12
Shut Down 7-12
Mooring . .. 7-13
Airspeed Data 7-13
Turbulent Air Operation 7-13
Vmc - Minimum Single-Engine Control Speed 7-14
Operation in Known Icing Conditions 7-15
Emergency Procedures . .. . . 7-16
Weight and Balance .. . . . . . 7-16
Emergency Locator Transrni tter 7-16
.,-f.
I
SENECA II
PREFLIGHT
When planning a flight in the Seneca II:

I. Make sure the weather is suitable.
2. Plan the navigation (if going cross-country).
3. Check weight and balance for the flight. (See Weight and Balance Section of this
Manual.)
4 . Investigate performance and range. (See Performance Charts Section of this Manual.)
........ ~ ...... ...

~
.
..
........•.••....
.
.
...
•·
........... ...... .: •·
.: ....... ......... :
LJ LJ LJ
·•
.. ............ ................. ~
..
.
·•
... ·... ..........................
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...... .
.
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:
...•.•..•....•••. .,.•..•..••••..•.•:
ISSUED: JULY 15, 1974 7-1
l
SENECA II
WALK-AROUND INSPECTION
I. In Cabin
a. Landing gear control - ~DOWN .. position
b. Avionics - off (to save power and prevent wear on the units)
c. Master switch - on
d. Landing gear lights - three green lights (no red light)
e. Fuel quantity - adequate for flight plus reserve
f. Cowl flaps - open (to facilitate inspectin and ensure cooling after engine start)
g. Master switch - off (to save battery)
h. Ignition switches - off - (to prevent inadvertent start during inspection of propeller)
i. Mixture controls - idle cut-off position (again to prevent inadvertent engine start)
j. Trim indicators - neutral (so that tabs may be checked for alignment)
k. Flaps - Extend and retract to check operation. (This should be done before engine
start so that you can hear any noise which might indicate binding.)
l. Controls - free (Check for proper movement)
m. Pitot and static systems - drain
n. Fasten seat belts on empty seats.
o. Paperwork - Check that the proper aircraft papers are aboard and that the necessary
inspections have been performed.
p. Drain two crossfeed drains on forward side of spar box.
2. Outside Airplane
a. Check crossfeed drains to insure they are closed.
b. Right wing, aileron and flap - no damage, no ice (Check hinges.)
c. Right mmain gear - no leaks, tires inflated and not excessively worn , 3-1 I 2 inches
piston exposed under static load
d. Right wing tip - no damage
e. Right leading edge - no damage or ice
f. Fuel cap - Open to check quantity and color of fuel (light green). Check cap
vent, and then secure .
g. Right engine nacelle - Check oil quantity (six to eight quarts ). Secure inspection
door.
h. Right propeller - no nicks or leaks, spinner secure and not cracked .
i. Cowl flaps - open and secure
j. Fuel drains - Drain three on right side: two fuel tanks drains (under wing), one
gascolator drain (near bottom of engine nacelle).
k. Nose section - undamaged
l. Nose gear - no leaks, tire inflated and not excesively worn, 2-1 / 2 inches piston
exposed under static load, tow bar removed, condition of landing light checked
m. Forward baggage door-secure and locked. (Key removeable in locked position only.)
n. Windshield - clean and secure
o . Left wing, engine nacelle and landing gear - Inspect as on side .
p. Pitot tube - hole unobstructed, heat checked by feel if need is anticipated.
q . Stall warning vanes - damage, free movement
r. Rear door - latched securely
s. Left static vent - unobstructed
t. Dorsal fin air scoop - free from obstruction
u. Empennage - no damage, free of ice, hinges secure
7-2 REVISED: NOVEMBER 30, 1987
SENECA II
v. Stabilator - freedom of motion

w. Right static vent - unobstructed
x. Antennas - secure and undamaged
y. Navigation and landing lights - Check (after master switch and light switches
have been turned on in cabin).
STARTING ENGINES
BEFORE STARTING ENGINES
!. Seats - adjusted
2. Seat belts, shoulder harness - fastened
3. Parking brake - set
4. Circuit breakers - in
5. Radios - off
6. Cowl flaps - open
7. Alternate air - off
8. Alternators - on
STARTING ENGINES
1. Fuel selector - on
2. Mixture control - rich
3. Throttle control - open half way
4. Propeller control - forward
5. Master switch - on
6. Ignition switches - on
7. Electric fuel pump - (for models without primer system installed only)* on for
10 sec. when cold (5 sec. when hot) - then off
8. Propeller - clear
9. Starter - engage
10. Primer button - (for models with primer system installed only)** on as requirec'.
(for cold weather operations - see cold weather starting procedtire)
11 . Throttle - retard when engine starts
12. Oil pressure - up within 3 0 seconds (except in very cold weather, when it may
take somewhat longer) if no pressure indication, shut down engine and have
checked
13 . Repeat steps l through 11 with the ot11er engine
14. Alternators - checked
15. Gyro pressure - checked
NOTE
To prevent starter damage, limit starter cranking to 3~second

periods. If the engine does not start within that time , allow a
cooling period of several minutes before engaging starter again.
Do not engage the starter immediately after releasing it. This
practice may damage the starter mechanism.
*Ser. nos . 34-7570001through34-7570308 when Piper Kit No. 760 926V is not installed.
**Ser. nos. 34-7570309 and up and 34-7570001 through 34-7570308 when Piper Kit No.
REVISED: MARCH 19, 1976 7-3
SENECA II
STARTING ENGINES WHEN FLOODED
l. Mixture control - idle cut-off

2. Throttle control - full forward
3. Propeller control - forward
4. Master switch - on
5. Ignition switches - on
6. Auxiliary (or electric) fuel pump - off
7. Propeller - clear
8. Starter - engage
9. When engine fires, retard throttle and advance mixture slowly.
STARTING ENGINES IN COLD WEATHER (32°Eand below)
NOTE
As cold weather engine operations are decidedly more

demanding, it may become necessary to utilize the starting
procedure listed below in low ambient temperatures. (In
temperatures below 15 °F engine preheat before starting is
recommended.)
NOTE
It may be necessary to apply an external power source to

facilitate engine cranking if the aircraft's battery is deficient of
charge.
1. Check ignition switches (mags) - OFF.

2. Turn props through by hand (3 times).
3. Fuel selector - ON.
4. Mi.xture control - FULL RICH.
5. Throttle control - FULL FORWARD.
6. Prop control - FULL FORWARD.
7. Master switch - ON.
8. Ignition switch (mag) - ON.
9. Electric fuel boost pump - on LOW BOOST.
10. Primer - ON and engage starter simultaneously.
11. Begin moving throttle control back and forth from full forward to full aft.
12. Release primer button after about 3 seconds of cranking. Leave primer off for
about 3 seconds of cranking then re-apply primer for about 3 seconds, etc. until
engine begins firing.
13. When engine begins firing, leave starter engaged and tap primer periodically until
a rhythmic firing pattern is observed and then release starter switch and position
throttle at half travel.
14. Tap primer button if engine falters during this period and adjust throttle to a
1000 RPM idle speed.
15. Electric fuel boost pump may be turned off as soon as it is determined that the
engine will continue running without it.
74 REVISED: MARCH 19, 1976
SENECA Ii
CAUTION
Engine boost pump "ON" with mixture "RICH" or over-priming

can cause excessive fuel flow to the engine, which will drain
through the overboard vent when the engine is not operating.
Turn boost pump "OFF" when engine is not running or not
being turned over with the starter. Additional fire precautions
should also be observed. ·
In the event that the procedures shown here are not successful,
operators should insure that power plant systems and
components are in the highest state of maintenance: i.e.,
magneto "E" gap, mag timing, mag point condition, fuel
injection pressures, proper oil visocity, fully charged battery, etc.
STARTING ENGINES WITH AID OF EXTERNAL ELECTRIC POWER*
An optional feature known as Piper External Power (PEP) allows the operator to use
an external battery to crank the engine without having to gain access to the aircraft
battery.
The procedure is as follows:

l. Turn aircraft master switch off.
2. Turn radios off.
3. Connect RED lead of PEP kit jumper cable to POSITIVE (+) terminal of
external 12 volt battery and BLACK lead to NEGATIVE(-) terminal.
4. Insert plug of jumper cable into socket located on aircraft fuselage.
5. Tum aircraft master switch ·on and proceed with normal engine starting
technique.
6. After engine has been started , turn master switch off, and remove jumper cable
plug from aircraft.
7. Turn aircraft master switch on and check alternator ammeter for indication of
output. DO NOT ATTEMPT FLIGHT lF THERE IS NO INDICATION OF
ALTERNATOR OUTPUT .
TAXI
Before taxiing, the brakes should be checked by moving forward a few feet, throttling back
and applying pressure on the toe pedals . As much as possible, turns during taxiing should be
made using rudder pedal motion and differential power (more power on the engine on the
outside of the turn, less on the inside engine) rather than brakes. The following equipment
should be checked during taxiing:
I. Instruments - turn indicator, directional gyro, coordination ball, compass
2. Heater and defroster - especially important on a cold day
3. Fuel selector - Place each selector on "CROSSFEED" for a short time, while the
other selector is in the "ON" position. Return selectors to the "ON" position. Do not
attempt takeoff with selector on "CROSSFEED."
The autopilot, if installed, should be off during taxiing.
*Optional equipment
REVISED : MARCH 19, 1976 7-5
SENECA 11
PRETAKEOFF CHECK
A thorough check should be made before takeoff, using a check list. Before advancing the
throttle to check the magnetos and the propeller action, be sure that the engine is warm enough
to accept the power if it is a cold day. lf there is no hesitation in engme action when the
throttle is advanced, the engine is warm enough.
I. Parking brake - on. Head airplane into the wind if possible. (See crosswmd limits for
propellers.)
2. Engille run-up
a. Mixture controls - forward
b. Propeller controls - forward
c. Throttle control - forward to 1000 RPM
d. Manifold pressure lines - drain
e. Propeller controls - Check the feather position by brmging the prcipeller controls
fully back and then to the full forward position. Do not allow more than a 300
RPM drop during the feathering check.
f. Throttle controls - forward to 1900 RPM
g. Propeller controls - Exercise to check governor. Retard control until a 200 to
300 drop in RPM is indicated. This should be done three times on the first flight
of the day. The governor can be checked by retarding the propeller control until
a drop of 100 RPM to 200 RPM appears, then advancing the throttle to get a
slight increase in manifold pressure. The propeller speed should stay the same
when the throttle is advanced, thus showing that the governor is governing.
h. Propeller controls - full forward
i. Alternate air controls - on, then off again
j. Magnetos - check
Normal drop - 100 RPM
Maximum drop - 150 RPM
Maximum differential drop - 50 RPM
k. .Alternator output - check, approximately equal output for both alternators
1. Gyro pressure gauge - 4.5 to 5.2 in. Hg.
m. Throttles - 800-1 ODO RPM
3. Fuel selectors - on
4. Alternators - on
5 . Engille gauges - in the green
6. Annunciator panel - press-to-test; all lights on
7. Altimeter - set
8. Attitude indicator - set
9. Directional gyro - set
10. Clock - woW1d and set
11 . Mixtures - set
12. Propellers - set in forward position
13. Quadrant friction - adjusted
15. Cowl flaps - set
16. Seat backs - erect
1 7. Wing flaps - set
18. Trim (stabilator and rudder) - set
19. Seat belts and shoulder harness - fastened
20. Empty seats - seat belts fastened
21. Controls - free, full travel
SENECA II
22. Doors - latched

24. Pitot heat - as required
The normally recommended procedure for sea level takeoff is to advance the throttle until
a manifold pressure of 39 in. Hg. is indicated at 2575 RPM. During pretakeoff check at a high
elevation, lean the mixture to obtain maximum power. Apply 40 in . Hg. manifold pressure ; then
lean the mixture until the fuel flow pointer stabilizes at a fuel consumption mark consistent
with the altitude as shown on the green takeoff range on the gauge. Leave the mixture in this
position for takeoff. Do not overheat the engine when operating with mixture leaned. If
overheating occurs, enrich the mixture enough that temperature returns to normal.
NOTE
The " overboost" indicator lights on the annunciator panel will

illuminate at approximately 39.8 in. Hg. manifold pressure. Do
not exceed 40 in. Hg. manifold pressure.
C AU TIO N
Insure that the alternat o rs are no t indicating full cha:rge pr io r to

takeoff
TAKEOFF
· Takeoff should not be atTempted with ice or frosr oh ·the wings. Takeoff distan ces and
50-foot obstacle clearance distances are shown on charts in the Performance Charts Section of
this Manual. The performance shown on charts will be reduced by uphill gradient, tailwind
component, or soft, wet, rough or grassy surface', or poor pilot technique .
Avoid fast turns onto the runway, followed by immediate takeoff, especially with a low
fuel supply. As power is applied at the start of the takeoff roll, look at the engine instruments
to see that the engines are operating properly and putting out normal power, and at the airspeed
indicator to see that it is functioning. Apply throttle smoothly until 40 in. Hg. manifold
pressure is obtained. DO NOT APPLY ADDITIONAL 1HROTTLES.
NOTE
At altitudes below 12, 000 feet, normal takeoffs are made with
less than full throttle - use throttle only as required to obtain 40
in. Hg. manifold pressure. DO NOT EXCEED 40 IN. HG.
MANIFOLD PRESSURE.
Normal Takeoff (Flaps Up):
When obstacle clearance is no problem, a normal takeoff may be used. Accelerate to 80-85
MPH and ease back on the wheel enough to let the airplane lift off. After lift-off, accelerate to
the best rate of climb speed ( 105 MPH) or higher if desired, retracting the landing gear when a
gear-down landing is no longer possible on the runway.
Short Field Takeoff (Flaps Up):

When a short field effort is required but the situation presents a wide margin on obstacle
clearance , the safest short field technique to use is with the flaps up. In the event of an engine
failure, the airplane is in the best flight configuration to sustain altitude immediately after the
REVISED: JANL<\RY 18, 1979 7-7
SENECA II
gear is raised. Set the stabila tor trim indicator in the takeoff range. Set the brakes and bring the
engines to full power before release. Accelerate to 80 MPH and rotate the airplane firmly so that
the airspeed is approximately 85 MPH when passing through the 50-foot height. The airplane
should then be allowed to accelerate to the best angle of climb speed (90 MPH at sea level) if
obstacle clearance is necessary, or best rate of climb speed (105 MPH) if obstacles are not a
problem. The landing gear should be retracted when a gear-down landing is no longer possible
on the runway . The distances for this takeoff procedure are given on a chart in the Performance
Charts Section of this Manual.
Short Field Takeoff (25-degree Flaps):

When the shortest possible ground roll and the greatest clearance distance over a SO-foot
obstacle is desired, use a 25-degree flap setting (second notch). Set the stabilator trim indicator
slightly nose up from the takeoff range. Set the brakes and bring the engines to full power
before release. Accelerate to 70 MPH and rotate firmly so that when passing through the
SO-foot height the airspeed is approximately 80 MPH. Retract the gear when a gear down
landing is no longer possible on the runway.
It should be noted that the airplane is momentarily below Vmc when using the above
procedure. IN THE EVENT THAT AN ENGINE FAIL URE SHOULD OCCUR WHILE THE
AIRPLANE IS BELOW Vmc, IT IS MANDATORY THAT THE THROTTLE ON THE
OPERATING ENGINE BE RETARDED AND THE NOSE LOWERED IMMEDIATELY TO
MAINTAIN CONTROL OF THE AIRPLANE. It should also be noted that when a 25-degree
flap setting is used on the takeoff roll , an effort to hold the airplane on the runway too long
may result in a " wheelbarrowing" tendency. This should be avoided .
The distances required using this takeoff procedure are given on a chart in the Performance
Charts Section of this Manual.
DOOR OPEN ON TAKEOFF
If either the main or rear cabin door is inadvertently left open or partially open on takeoff,
fly the airplane in a normal manner and return for a landing to close the door on the ground. If
a landing cannot be made, it may be possible to close a door in flight in the following manner:
1. Maintain airspeed between 100 and 110 MPH.
2. Open the storm window.
3. Pull the door closed, making certain the upper latch is properly positioned.
4. Close the upper latch. It may be necessary to pull in on the upper portion of the door
while the latch is being closed.
It is necessary to have someone in the airplane in addition to the pilot to carry out this
procedure. If the door, either main or rear, cannot be closed in flight , it is possible to continue
safely for an extended period. In this case, the airspeed should be kept below 125 MPH and
above 100 MPH to prevent buffeting as a result of the open door .
MANIFOLD PRESSURE OVERBOOST LIGHTS
Illumination of the overboost light on the annunciator panel does not indicate a
malfunction. The overboost lights illuminate when manifold pressure approaches the maximum
limit. The overboost lights should be monitored during takeoff to insure that an overboost
condition does not persist.
7-8 REVISED: JANUARY 18, 1979
l
I
SENECA II
CLIMB
On climb-out after takeoff, it is recommended that the best angle of climb speed (90 MPH)
be maintained only if obstacle clearance is a consideration. The best rate of climb speed (105
MPH) should be maintained with full power on the engines until adequate terrain clearance is
obtained. At this point, engine power should be reduced to 31.5 inches manifold pressure and
2450 RPM (approximately 75% power) for cruise climb. A cruise climb speed of 120 MPH or
higher is also recommended. This combination of reduced power and increased climb speed
provides better engi,ne cooling, less engine wear, reduced fuel consumption, lower cabin noise
level, and better forward visibility.
When reducing engine power the throttles should be retarded first, followed by the
propeller controls. The mixture controls should remain at full rich during the climb. Cowl flaps
should be. adjusted to maintain cylinder head and oil temperatures within the normal ranges
specified for the engine. During climbs Uflder hot weather conditions, it may be necessary to use
the electric fuel pump for vapor suppression.
Consistent operational use of cruise climb power settings is strongly recommended since
this practice will make a substantial contribution to fuel economy and increased engine life, and
will reduce the incidence of premature engine overhauls.
NORMAL CRUISE
When leveling off at cruise altitude , the pilot may reduce to a cruise power setting in
accordance with the Power Setting Table in this Manual. The mixture should be leaned in
accordance with the recommendations for the engine in the Teledyne Continental Operator's
Manual which is provided with the aircraft. '
For maximum service life, cylinder head temperature should be maintained below 435°F
during high performance cruise operation and below 400° F during economy cruise operation. If
cylinder head temperatures become too high during flight, reduce them by enriching the
mixture, by opening cowl flaps, by reducing power, or by use of any combination of these
methods.
Following level-off for cruise , the cowl flaps should be closed or adjusted as necessary to
maintain proper cylinder head temperatures, and the airplane should be trimmed to fly hands
off.
The pilot should monitor weather conditions while flying and should be alert to conditions
which might lead to icing. If induction system icing is expected, place the alternate air control
in the "ON" position.
REVISED: JANUARY 18, 1979 7-9
SENECA II
WARNING
Flight in icing conditions is prohibited unless aircraft is equipped

with the approved and complete Piper ice protection system If
icing is encountered, immediate action should be taken to fly out
of icing conditions. Icing is hazardous due to greatly reduced
performance, loss of forward visibility, possible longitudinal
control dii'ficulties due to increased control sensitivity, and
impaired power plant and fuel system operation.
The ammeters for the electrical system should be monitored during flight , especially during
night or instrument flight, so that corrective measures can be taken in case of malfunction. The
procedures for dealing with electrical failures are contained in the Airplane Flight Manual
portion of this Manual. The sooner a problem is recognized and corrective action taken, the
greater is the chance of avoiding total electricai failure.
It is not recommended to takeoff into IFR operation with a single alternator. During
flight, electrical loads should be limited to 50 amperes for each alternator . Although the
alternators are capable of 65 amperes output , limiting loads to 50 amperes will assure battery
charging current.
Since the Seneca has one combined fuel tank per engine , it is advisable to feed the engines
symmetrically during cruise so that approximately the same amount of fuel will be left in each
side for the landing. A crossfeed is provided and can be used to even up the fuel, if necessary.
During flight, keep account of time and fuel used in connection with power settings to
determine how the fuel flow and fuel quantity gauging systems are operating. If the fuel flow
indication is considerably higher than the fuel actually being consumed or if an asymmetric flow
gauge indication is observed, a fuel nozzle may be clogged and require cleaning.
There are no mechanical uplocks in the landing gear system. In the event of a hydraulic
system malfunction, the landing gear will free-fall to the gear down position. The true airspeed
with gear down is approximately 75% of the gear retracted airspeed for any given power setting.
Allowances for the reduction in airspeed and range should be made when planning extended
flight between remote airfields or flight over water.
DESCENT
When power is reduced for descent, the mixtures should be enriched as altitude decreases.
The propellers may be left at cruise setting; however if the propeller speed is reduced, it should
be done after the throttles have been retarded. Cowl flaps should normally be closed to keep the
engines at the proper operating temperature.
7-10 ISSUED: JULY 15, 1974
SENECA 11
APPROACH AND LANDING
Sorretirne during the approach for a landing, the throttle controls should be retarded to
check the gear warning horn. Flying the airplane with the horn inoperative is not advisable.
Doing so can lead to a gear up landing as it is easy to forget the landing gear, especially when
approaching for a single-engine landing, or when other equipment is inoperative, or when
attention is drawn to events outside the cabin.
Prior to entering the traffic pattern, the aircraft should be slowed to approximately 115
MPH, and this speed should be maintained on the downwind leg. The landing check should be
performed on the downwind leg:
1. Seat backs - erect
2. Seat belts and shoulder harness - fastened
3. Fuel selectors - on
4. Cowl flaps - set as required
6. Mixture controls - set
7. Propellers - set to 2250 RPM
8. Landing gear - down (three green lights and nose wheel in mirror)
9. Flaps - set as required; 125 MPH maximum airspeed
The landing gear should be lowered at speeds below 150 MPH and the flaps at speeds as
follows:
10 • (first notch) 160 MPH maximum
25" (second notch) 140 MPH maximum
40° (third notch) 125 MPH maximum
Maintain a speed of 115 MPH on the downwind leg, 110 MPH on base leg, 110 MPH during
the turn onto final approach , and 95 MPH on final approach. If the aircraft is lightly loaded, the
final approach speed may be reduced to 90 MPH.
When the power is reduced on close final approach, the propeller controls should be
advanced to the full forward position to provide maximum power in the event of a go-around.
The landing gear position should be checked on the downwind leg and again on final
approach by checking the three green indicator lights on the instrument panel and looking at
the external mirror to check that the nose gear is extended . Remember that when the navigation
lights are on, the gear position lights are dimmed and are difficult to see in the daytime .
Flap position for landing will depend on runway length and surface wind. Full flaps will
reduce stall speed during final approach and will permit contact wifo the runway at a slower
speed. Good pattern management includes a smooth, gradual reduction of power on final
approach, with the power fully off before the wheels touch the run way . This gives the gear
warning horn a chance to blow if the gear is not locked down . If electric trim is available, it can
be used to assist a smooth back pressure during flare -out.
REVISED: JULY 16, 1975 7-11
SENECA 11
Maximum braking after touch-down is achieved by retracting :he flaps, applying back
pressure to the wheel and applying pressure on the brakes. However, unless extra braking is
needed or unless a strong crosswind or gusty air condition exists, it is best to wait until turning
off the runway to retract the flaps. This will permit full attention to be given to the ianding and
landing roll, and will also prevent the pilot's accidentally reaching for the gear handle instead of
the flap handle.
Nonna! Landing:
Approach with full flaps (40 degrees) and partial power until shortly before touch-down.
Hold the nose up as long as possible before and after contacting the ground with the main
wheels.
Short Field Landing:

Approach with full flaps at 87 MPH CAS. Immediately after touch-down, raise the flaps,
apply back pressure to the wheel and apply brakes.
Crosswind or High-wind Landing:

Approach with higher than normal speed and with zero to 25 degrees of flaps . Immediately
after touch-down, raise the flaps . During a crosswind approach hold a crab angle into the wind
until ready to flare out for the landing. Then lower the wing that is into the wind , to eliminate
the crab angle without drifting, and use the rudder to keep the wheels aligned with the runway.
Avoid prolonged side slips with a low fuel indication .
The maximum demonstrated crosswind component for landing is 20 MPH.
POST LANDING
After leaving the runway:

1. Wing flaps - retract
2. Cowl flaps - fully open
SHUTDOWN
1. Heater (if on) - switch to FAN for 2 minutes, then OFF

2. Radio and electrical equipment - off
3. Mixture controls· idle cut-off
4. Magneto switches· off
5. Master switch - off
6. Parking brake - on if required
7-12 ISSUED: JULY 15, 1974
SENECA II
MOORING
The airplane can be moved on the ground with the aid of the optional nose wheel tow bar
stowed aft of the :fifth and sixth seats. Tie-down ropes may be attached to mooring rings under
each wing and to the tail skid. The ailerons and stabilator should be secured by looping the seat
belt through the control wheel and pulling it snug. The rudder need not be secured under
normal conditions, as its connection to the nose wheel holds it in position. The flaps are locked
when in the fully retract~d position.
AIRSPEED DATA
All airspeeds quoted in this manual are calibrated unless otherwise noted. Calibrated
airspeed is indicated airspeed corrected for instrument and position errors. The following table
gives the correlation between indicated airspeed and calibrated airspeed for the Seneca II if zero
instrument error is assumed. See Airspeed Calibration Chart in Performance Chart section.
TURBULENT AIR OPERATION
In keeping with good operating practice used with all aircraft, it is recommended that in
conditions of extreme turbulence, power be reduced to slow the airplane to slightly below the
design maneuvering speed of 140 MPH. When flying in extreme turbulence or strong vertical
currents and using the autopilot, the altitude-hold mode should not be used.
ISSUED: JULY 15, 1974 7-13
SENECA II
Vmc - MINIMUM SINGLE-ENGINE CONTROL SPEED
Vmc is the calibrated airspeed below which a twin-engine aircraft cannot be controlled in
flight with one engine operating at takeoff power and the other engine windmilling. Vmc for the
Seneca II has been determined to be 80 MPH. Under no circumstances should an attempt be
made to fly at a speed below this Vmc with only one engine operating. As a safety precaution,
when operating under single-engine flight conditions either in training or in emergency
situations, rr..aintain an indicated airspeed above 90 MPH.
The Vmc demonstration required for the FAA flight test for the multi-engine rating
approaches an uncontrolled flight condition with power reduced on one engine. The
demonstration should not be performed at an altitude of less than 3500 feet above the ground.
Initiate recovery during the demonstration by immediately reducing power on the operating
engine and promptly lowering the nose of the airplane. -
In the Seneca II, more power is available on the operating engine at higher altitudes with
the same manifold pressure; hence, there can be more asymmetric thrust. The Vmc in the
Seneca II is lowest at low altitudes, and the airplane will approach a stall before reaching Vmc.
The most critical situation occurs at the altitude where the stall speed and Vmc speed coincide.
Care should be taken to avoid this flight condition, because at this point loss of directional
control occurs at the same time the airplane stalls, and spin could result.
NOTE
SINGLE-ENGINE STALLS ARE NOT RECOMMENDED.
7-14 REVISED: DECEMBER 11, 1974
SENECA II
OPERATION IN KNOWN ICING CONDITIONS
The Piper Seneca II is approved for flight into known icing conditions when equipped with
the complete Piper Ice Protection System.* Operating in icing conditions in excess of the
Continuous Maximum and Intermittent Maximum as defined in FAR 25 , Appendix Chas been
substantiated ; however, there is no correlation between these conditions and forecast or
reported "Light, Moderate and Severe" conditions. Therefore, on the basis of flight tests, the
following guidelines should be observed:
1. Flight in to severe icing is prohibited.

2. Moderate icing conditions above 10,000 ft. should be avoided whenever possible; if
moderate icing conditions are encountered above 10,000 ft., a descent to a lower
altitude should be initiated if practical.
3. Opera ti on in light icing is approved at all altitudes.
Icing conditions of any kind should be avoided wherever possible, since any minor
malfunction which may occur is potentially more serious in icing conditions. Continuous
attention of the pilot is required to monitor the rate of ice buildup in order to effect the boot
cycle at the optimum time. Boots should be cycled when ice has built to between 1/4 and 1/ 2
inch thickness on the leading edge to assure proper ice removal. Repeated boot cycles at less
than 1/4 inch can cause a cavity to form under the ice and prevent ice removal; boot cycles at
thicknesses greater than 1/2 inch may also fail to remove ice.
Icing conditions can exist in any clouds when the temperature is below freezing; therefore
it is necessary to closely monitor outside air temperature when flying in clouds or precipitation.
Clouds which are dark and have sharply defined edges have high water content and should be
avoided whenever possible. Freezing rain must always be avoided.
The following listing contains a few of the more highly recommended operating procedures
for flight in icing conditions.
l. Perform careful functional check of ice protection systems before flight. Turn on
pitot heat, windshield heat and propeller heat for 30 seconds and feel for heat.
2. Avoid forecast icing conditions when possible.
3. When flying in clouds or precipitation , monitor temperature closely.
4. Turn on windshield defroster and pitot heat before entering icing conditions.
5. Turn on propeller h eat and windshield heat immediately upon entering icing
conditions. Cycle boots as required.
6. Review Airplane Flight Manual procedures before any flight in which icing conditions
might be encountered.
7. Plan an alternate airport whenever flying in ice.
*Optional equipment
ISSUED: JULY 15, 1974 7-15
SENECA II
Procedures for handling in-flight emergencies and equipment malfunction are detailed in
the Airplane Flight Manual Section . These should be read and followed by the pilot.
WEIGHT AND BALANCE
It is the responsibility of the owner and/or pilot to determine that the airplane remains
within the acceptable weight vs. center of gravity envelope while in flight . For weight and
balanct: data see the Weight and Balance Section of this Manual.
EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter CELT) when installed , is located in the aft portion of
the fuselage just below the stabilator leading edge and is accessible through a plate on the right
side of the fuselage. (On aircraft manufactured prior to mid-1975, this plate is retained by three
steel Phillips head screws. On aircraft manufactured from mid-1975 and on, this plate is
attached with three slotted-head nylon screws for ease of removal ; these screws may be readily
removed with a variety of common items such as a dime , a key, a knife blade , etc. If there are
no tools available in an emergency the screw heads may be broken off by anv means.) It is an
emergency locator transmitter which meets the requirements of FAR 91 .52 . The unit operates on a
self-contained battery. The replacement date as required by FAA regulations is marked on the
transmitter label. The battery should also be replaced if the transmitter has been used in an
emergency situation or if accumulated test time exceeds one hour. The unit is equipped with a
portable antenna to allow the locator to be removed from the airplane in case of an emergency and
used as a portable signal transmitter.
The battery has a useful life of four years. However, to comply with FAA regulations it
must be replaced after two y ears of shelf life or service life . The battery should also be replaced
if the transmitter has been used in an emergency situation or if accumulated test time exceeds
one hour. The replacement date is marked on the transmitter label.
On the unit itself is a th.tee-position selector switch placarded "OFF," "A~\1' ' and "ON."
The "AR.\f' position is provided to set the unit to the automatic position so that it will
transmit only after impact and will continue to transmit until the battery is drained to depletion
or until the switch is manually moved to the "OFF" position . The "ARM" position is selected
when the transmitter is installed at the factory and the switch should remain in that position
whenever the unit is installed in the airplane. The "ON" position is provided so the unit can be
used as a portable transmitter or in the event the automatic feature was not triggered by impact
or to periodically test the function of the transmitter.
Select the "OFF" position when changing the battery, when rearming the unit if it has
been activated for any reason, or to discontinue transmission.
*Optional equipment
7-16 REVISED: JANUARY 18, 1979
SENECA II
NOTE
If the switch has been placed in the "ON" position for any
reason, the "OFF" position must be selected before selecting
"ARM." If "ARM" is selected directly from the "ON" position,
the unit will continue to transrni tin the "ARM" position.
A pilot's remote switch , located on the ieft side panel , is provided to allow the transmitter
to be controlled from inside the cabin.
I. On some models the pilot's remote switch has three positions and is placarded "ON,"
"AUTO/ARM," and "OFF/RESET." The switch is normally left in the
"AUTO/ARM" position. To turn the transmitter off, move the switch momentarily
to the "OFF /RESET" position. The aircraft master switch must be "ON" to tum the
transmitter "OFF." To activate the transmitter for tests or other reasons , move the
switch upward to the "ON" position and leave it in that position as long as
transmission is desired.
2. On other models the pilot's remote switch has two positions and is placarded
"ON/RESET" and " ARM (NORMAL POSITION)." The switch is normally left in the
down or "ARM" position. To turn the transmitter off, move the switch to the
"ON/RESET" position for one second then return it to the "AR.t\1" position. To
activate the transmitter for tests or other reasons , move the switch upward to the
"ON/RESET" position and leave it in that position as long as transmission is desired.
The locator should be checked during the ground check to make certain the unit has not
been accidentally activated. Check by tuning a radio receiver to 121.5 MHz. If there is an
oscillating sound, the locator may have been activated and should be turned off immediately .
Reset to the "ARM" position and check again to insure against outside interference.
N OTE
If for any reason a test transmission is necessary, the test

transmission should be conducted only in the first five minutes
of any hour and limited to three audio sweeps. If tests must be
made at any other time , the tests should be coordinated with the
nearest FAA tower or flight service station.
REVISED: MARCH 30, 1977 7-17
"
I
l
OPERATING TIPS
Operating Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-i
l
SENECA 11
OPERATING TIPS
The following Operating Tips are of particular value in the operation of the Seneca 11.
1. Learn to trim for takeoff so that only a very light back pressure on the wheel is
required to lift the airplane off the ground.
2. On takeoff, do not retract the gear prematurely. The airplane may settle and make
contact with the ground because of lack of flying speed, atmospheric conditions, or
rolling terrain.
3. In high density areas where high traffic pattern speeds are necessary or when it is
advantageous to extend the gear, it is permissible to extend the landing gear at speeds
up to 150 MPH.
4 . Flaps may be lowered at airspeeds up ·to 125 MPH. To reduce flap operating loads, it
0
is desirable to have the airplane at a slower speed before extending the flaps.
5. Before attempting to reset any circuit breaker, allow a two to five minute cooling off
period.
6. Always determine position of landing gear by checking the gear position lights.
7. Before starting the engine, check that all radio switches, light switches, and the pitot
heat switch are in the off position so as not to create an overloaded condition wl1cn
the starter is engaged.
8. A high fuel pressure indication on the fuel flow indicator is a possible sign of
restricted fuel nozzles.
9. The gyro pressure gauge is provided to monitor the pressure available to assure the
correct operating speed of the pressure driven gyroscopic flight instruments. 1t also
monitors the condition of the common air filter by measuring the flow of air through
the filter.
If the pressure gauge does not register 5" ± . 1O" Hg at 2000 RPM, the following
items should be checked before flight :
a. Common air filters could be dirty or restricted.
b. Pressure lines could be loose or broken.
c. Pressure pumps could be worn.
d. Pressure regulators may not be adjusted correctly. The pressure, even
though set correctly, can read lower under two conditions:
(1) Very high altitude, above 25,000 feet.
(2) Low engine RPM, usually on approach or during training maneuvers.
This is normal and should not be considered a malfunction.
10. The shape of the wing fuel tanks is such that in certain maneuvers the fuel may move
away from the tank outlet. If the outlet is uncovered, the fuel flow will be
interrupted and a temporary loss of power may result. Pilots can prevent inadvertent
uncovering of the outlet by avoiding maneuvers which could result in uncovering the
outlet.
Extreme running turning takeoffs should be avoided as fuel flow interruption
may occur.
Prolonged slips or skids which result in excess of 2000 feet of altitude loss, or
other radical or extreme maneuvers which could cause unc.overing of the fuel outlet
must be avoided as fuel flow interruption may occur when the tank being used is not
full.
OPERA.TING TIPS
REVISED: OCTOBER 20, 1975 8-1
SENECA II l
11. The rudder pedals are suspended from a torque tube which extends across the
fuselage. The pilot should become familiar with the proper positioning of his feet on
the rudder pedals so as to avoid interference with the torque tube when moving the
rudder pedals or operating the toe brakes.
12. An ti-collision lights should not be operating when flying through overcast and clouds,
since reflected light can produce spacial disorientation. Do not operate strobe lights
when taxiing in the vicinity of other aircraft.
13. On takeoff, advance throttles smoothly, pausing momentarily at approximately 30
inches Hg of manifold pressure to allow time for the turbocharger speed to increase.
Maintain manifold pressure at or below 40 inches Hg.
14. In an effort to avoid accidents, pilots should obtain and study the safety related
information made avialable in FAA publications such as regulations, advisory
circulars, Aviation News, AIM and safety aids.
15. Pilots who fly above 10,000 feet should be aware of the need for special physiological
training. Appropriate training is available at approximately twenty-three Air Force
Bases throughout the United States for a small fee. The training is free at the NASA
Center in Houston and at the FAA Aeronautical Center in Oklahoma.
Forms to be completed (Physiological Training .Application and Agreement) for
application for the training course may be obtained by writing to the following
address:
Chief of Physiological Training, AAC-143

FAA Aeronautical Center
P. 0. Box 25082
Oklahoma City, Oklahoma 73125
It is recommended that all pilots who plan to fly above 1_0,000 feet take this
training before flying th.is high and then take refresher training every two or three
years.
16 . Sluggish RPM control and propeller overspeed with poor RPM recovery after rapid
throttle application are indications that nitrogen pressure in the propeller dome is
low.
17. Experience has shown that the training advantage gained by pulling a mixture control
or turning off the fuel to simulate engine failure at low altitude is not worth the risk
assumed. Therefore, it is recommended that instead of using either of these
procedures to simulate loss of power at low altitude, the throttle be retarded slowly
to idle position. Fast reduction of power may be harmful to the engine.
OPERATING TIPS
PERFORMANCE CHARTS
Introduction to Performance Section . . . . . . . . . . . . . . . . . . . . . . . . .. .. . . 9-iii

Airspeed Correction . . . . . 9-1
Altimeter Correction . . . . . 9-2
Stall Speeds . . . . . . . . . . 9-3
Accelerate and Stop Distance 9-4
Takeoff Ground Roll (Normal Procedure) 9-5
Takeoff Ground Roll (Short Field Effort) 9-6
Takeoff Distance (Normal Procedure) 9-7
Takeoff Distance (Short Field Effort) . . . 9-8
Oirnb Performance . . . . . . . . . . . . . . 9-9
Time, Fuel and Distance to Climb . . . . . 9-10
Range with Maximum Power Climb (Usable Fuel 93 Gallons ) 9-11
Range with Maximum Power Climb (Usable Fuel 123 Gallons) 9-12
Speed Power . . . . . . . . . . . . . . 9-12a
Time, Fuel and Distance to Descend . 9-13
Landing Distance (Normal Procedure) 9-14
Landing Distance (Short Field Effort) 9-15
Landing Ground Roll . . . . . . . . . 9-16
Power Setting Table ( 45 % and 55% Power) 9-17
Power Sttting Table ( 65 % and 7 5% Power) 9-18
9-i
SENECA II
INTRODUCTION
PERFORMANCE SECTION
The example on the following introductory pages outlines a detailed flight plan u sing the
performance charts in this section. Each chart includes its own example to show how it is used .
Due to the altitude capability of turbocharged airplanes , the pilot should always consider
the possibility of encountering icing conditions.
·· Pilots and owners of the Seneca II are encouraged to use this information to ensure safe
and efficient utilization of the aircraft.
WA R N IN G
Pe rformance infor mat ion derived by ex trapo latio n bey ond the
li mits shown on the charts shou ld no t b e use d ror fl ight pl a n n ing
purposes.
FLIGHT PLAN
I. AIRCRAFT LOADING:
(A) Basic Weight 2790 Lb s.

(B) Occupants (3) -21.Q_Lbs.
( C) Baggage & Cargo 420 Lb.
(D) Zero Fuel Wt. 4000 Lbs. (Max. Allowable 4 ,000 Lbs.) I(A) + (I)B + I(C )
(E) Fuel __TI.Q_Lbs.
(F) T. 0. Weight 4570 Lbs. (Max:. Allowable 4,570 Lbs.) I(D) + I(E)
(G) T. 0. Center of Gravity -2l]_Inches Aft of Datum
(H) Landing Weight 4274 Lbs. (Max. Allowable 4,342 Lbs.) (Item X)
IL TAKEOFF: DEPARTURE
AIRPORT
(A) Elevati on 7586 Ft.

(B) Temperature 40 °F 0
(C) Surface Wind Calm Kts.@
(D) Runway Length Available 7400 Ft.
(E) Runway Length Required: (Ref. Pages 9-4 to 9-8)--
(1) T. 0. 2100 Ft.
(2) Accelerate & Stop 4400 Ft.
PERFORMANCE CHARTS
REVISED: .JUNE 10, 1983 9-iii
~
i
I
I
SENECA II
lII. EN ROUTE:
(A) Highest Obstruction 11200 Ft.

(B) Cruise Altitude 16500 Ft.
(C) Temp. at Altitude (Forecast) 8 °F
(D) Total Distance 453 Statute Miles
(E) Power 55%
(F) Weather Consideration
(1) VFR
(2) IFR
(3) Icing Conditions None Forecast
(4) Winds Aloft 12000' - 030 @8 Kts: 15000' - 020 @ 11 Kts;
18000' - 020 @ 24 Kts
IV. CLIMB: (Ref. Page 9-10)
(A) Time 15 _6_ _9_ Min. = _Q_l_iHrs.

(B) Fuel 12.5 _5_ --1.2. Gal.
(C) Distance 34 13 = 21 Statute Miles
V. DESCENT: (Ref. Page 9-13)
(A) Time 17 _ 5_ _12_ Min . = 0 .20 Hrs.

(13) Fuel 4.7 _u = _l3_ Gal.
(C) Distance 50 _1_5_ = _]_i_ Statute Miles
VI. CRUISE:
(A) Distance = Total Dist. - Climb Dist. - Descent Dist. = III (D) - IV (C) - V (C)
= 453 - _ll - 3 5 = 397 Statute Miles
(B) Speed = 186 MPH TAS (Ref. Page 9-12) Wind Correction X - Wind.
Corrected Cruise Speed = 186 MPH TAS
(C) Time = Cruise Dist./Cruise Speed = VI (A)/VI (B)
= 397 / 186 = 2. 1 3 Hrs.
(D) Fuel = Cruise Time x Cruise Fuel Consumption VI (C) x
= 2.13 x ~ = 38.4 Gallons
(E) Oxygen (Oxygen required for flight above 12,500 feet).
( 1) Number of people_3_
(2) Duration of flight above 12,5 00 Ft. 2.48 Hrs. (or Item VIII)
(3) Oxygen Required_2_Full Bottles (Ref. Supplement B of A. F. M.)
(4) Oxygen on Board_£_Full Bottles
PERFORMANCE CHARTS
9-iv ISSUED: JULY 16, 1975
SENECA II
VII. LA.i.~DING:
DESTINATION
AIRPORT
(A) Elevation 4411 Ft.

(B) Temperature 50 Of
(C) Surface Wind 5 Kts.@ 340°
(D) Runway Length Available -90-0-'0-Ft.
(E) Runway Length Required (Item X for Landing 1500 Ft.
Weight- Page 9-14 to 9-16 for Landing Distance)
VIII. Total Flight Time = Climb Time + Cruise Time + Descent Time
0
·= IV (A) + VI (C) + V (A)
= .15 + 2.13 + .20 = 2.48 Hrs.
IX. Total Fuel Required = Climb Fuel + Cruise Fuel + Descent Fuel
= IV (B) + VI (D) + V (B)
= 7.5 + 38.4 + .2.:£ = 49.3 Gal. x~ = 296 Lbs.
X. Landing Weight = T. 0. Weight - Total Fuel Consumption = I (F) - IX

= 4570 - 296 = 4274 Lbs.
NOTES:
PERFORMANCE CHARTS
ISSUED: JULY 16, 1975 9-v.
l
SENECA II
PERFORMANCE CHARTS
9-vi ISSUED: JULY 16, 1975
-lood
~~ KTS MPH SENECA

.
II
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NOTES: INDICATED AllllllDE AND AIRSPEED ASSUMES ZERO INSTRUMENT ERROR.
ALTIMETER CORRECTION IS ZERO ABOVE 190 MPH, GEAR &FLAPS UP
AND BELOW 90 MPH, GEAR & FLAPS DOWN.
I I I I 1 I I l I
I I I EXAMPLE: I I
GEAR UP ~ FLAPS UP 140 MPH IAS lo 10,000 FT. GEAR OOWN-40° FLAPS
50 INDICATED ALTITUDE 50
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INDICATED AIRSPEED,.,, MPll/KTS INDICATED AIRSPEED ,,, MPH/KTS
-.,,
~~ SENECA. II MPH US
~I
100
I I I I I
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- l't1 NOTES: MAXIMUM ALTITUDE LOSS DURING
i~
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STALL RECOVERY IS APPROX. 550
ASSOCIATED CONDITIONS: 1. POWER OFF
n.
I 100
90
Cll
2. LANDING GEAR UP OR DOWN I I
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EXAMPLE:
WEIGHT 4250 LBS., //, 90 BO en
,...
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15° ANGLE OF BANK, 0° FLAPS I==
CALIBRAUD STALL SPEED =74 MPH ..,,
en
INDICATED STALL SPEEDS
I
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/ I/ I/ BO 170
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45 40 35 30 25 45 40 35 30 25 0 10 20 30 40 50 60
ANGLE OF BANK..; DEGREES
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WEIGHT,.., 100 LBS WEIGHT~ 100 LBS
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ASSOCIATED CONDITIONS: NOTE: DISTANCES INCLUDE A THREE
FULL POWER BEFORE BRAKE RELEASE SECOND RECOGNITION TIME. - I -
0° WING FLAPS
- ·-
ACCELERATE TO 80 MPll I76 MPH IASI
BOTH THROTTLES CLOSED AT ENGINE FAILURE
MAXIMUM BRAKING
4570 POUNDS ZERO WIND PAVED LEVEL DRY RUNWAY-
I I
\/ -
EXAMPLE: I I
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v
~A v
/ 4000 FT. PRESS. ALT.,
~~ / ACCELERATE & STOP DISTANCE = 3310 FT. v
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~g OUTSIDE AIR TEMPERATURE -°F ACCELERATE AND STOP DISTANCE,...FT.
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- tr1
tr c.\~~ ©!f!f ~!m©M~lID
NORMAL PROCEDURE
i--+----+----+-ASSOCIATED CONDITIONS: FUU POWER BEFORE BRAKE RELEASE ~-1-----+---+-I
ffil©~~
lh ('j
0° WING FLAPS
~~
.,fl.~
EXAMPLE:
OAT 70 ° F, 2000 FT. PRESS. ALT.,
un OFF AT 80 MPH (76 MPH IASJ ---I---- ~
PAVED LEVEL DRY RUNWAY ~,
2600
-~·. --~t~/
LM
U'l 4250 LBS., 10 MPH HEADWIND z:
I I
TAKEOFF GROUND ROLL = 1000 FT. ::::i :::iS1 I I I

I I I t-----1-~l-1---1---1--·-+----+-- -~
cs: I
/ I~ 1---1 2200
I
-1 I I " I I --1- - I' ' I I
,...
-4
=-:
1 1 1 t?·,,.. 1 7r 1---t-+1-~ f', 1 I i- -i-1 t\ XI i--t uoo ,..,
...,
C>
...,
m
::ig
C>
1400 ~
c
»
C>
r-
r-
~l~-1\, /'lie ll .-1 1000 ..!.,
,..,
,..,
-4
·I I I --+-----1--+-l---+ I I =--i-- ---=' =->t "'=p---. -1---- b '"'..J >, [", "'f 600
I I I I I I ! I I I I I I I I I I I ' I I I > :p 200

-20 0 20 40 60 80 100 4500 4000 ----
3500 3000 z:auu u iii iu jii
(/l
WEIGHT"' POUNDS WIND COMPONENT,.., MPH
TEMP.~ ~
0
OUTSIDE AIR f
tT1
-
(j
If) >
lh
....11111
~
\0
~
SENECA II (j
>
t::
if~~~@~~ @~@!!J)~[ID [;)@~~
SHORT FIELD EFFORT
ASSOCIATED CONDmONS: FULL POWER BEFORE ·BRAKE RELEASE _..___...__, _____..____.
·!---------<!--
I l I I I 25° WING FLAPS

EXAMPLE: LIFT Off AT 70 MPH (70 MPH IASI CAUTION Vmc 80 MPH
OU 70° f 2000 FT. PRESS. ALT.,
I
4250 LBS., 10 MPH HEADWIND PAVED LEVEL DRY RUNWAY

~: I I 2200
TAKEOFF GROUND ROLL = 750 FT.
~
~ I ---+-~· -·-• ---
:::; - :::i
~1.._~1---'i
...... , I
. I
·---l-·1-----4-__.__. ~ .' "4 1--f 1800
~
:Ill:
""
0
1-----t I .,..-r I .,..41 I I LI 1:-=.....,.~ p.., I I I I I 1\. 0 ,... I 11400 :::i

g
~
i!i
::m
1000 0
r-
r-
.....s
.,, ....,
""
.....
~E
FT=- -L:: 1--=:........ k =t'" -d =- k: !........._ .....J I >, J', 'l 'x I 600
co
~~ ~_._--J..~....___.___.__.~_.__-1-_~i--_.__..~.L---'-----'"~-l-~--1'--~-'---w....a.-1200
~z -20 0 20 40 60 80 100 4500 4000 3500 3000 2500 0 10 20 30
t:""' (j
I"( tJ1
OUTSIDE AIR TEMP.-: f 0
WEIGHT- POUNDS WIND COMPONENT .... MPH
~~
...... i-i
... (ll
~..,,
Cl.l
Cl.l~
~o
tr1
SENECA II
~e if 0-\~~
@~~ @~~1r ti\~(~
c>
~~
-Ua tt1
~~
('j
EXAMPLE·
OAT 10°·F. 2000 FT. PRES . ALT.,
4250 LBS., 10 MPN HEADWIND
TAKEOFF DISTANCE = 1320 FT.
~
~
f
NORMAL PROCEDURE
ASSOCIATm CONDmOHS: FULL POWER BEFORE BRAKE RELEASE
0° WING FLAPS
Un OFF AT 80 MPH-85 MPH AT THE
BARRIER (76 &82 MPH IAS}
~ __ PAYED LEVEL DRY RUNWAY
-.. L~ - Ji'
- ::i ~/
. :.::!/
~~.I
I I I
3200
Cl.l gi:: I 1--1 2800

I
~2400 ,...
-4
,..,
::!IC
Q
-n
.....
CJ
~
,...
z:
1600 ,..,
C")
..,
,..,~
~
1200
I - 1- 4 - ~---=r=-- ....... I =:.... ...J ::,,, .. I 'V' I "'" ~\.~ 800
r.n
tr1
~
-20 0 20 40 60 80 100 4500 4000 3500 3000 rr1
(')
OUTSIDE AIR TEMP.-.-. ° F WEIGHT"' POUNDS >
'P
-..)
~
~
....
\[;) Ill
~
I
00
l'!1
~
SENECA II ~
if 0-\~~ ©fi!IF ©0$if 0-\!M<C~

SHORT FIELD EFFORT
I I IASSOCIATED CONDITIONS: FULL POWER BEFORE BRAKE RELEASE
I
EXAMPLE· I I I
OAT JD°. F. 2000 FT . PRESS. ALT..
25° WING FLAPS
UFJ OFF AT 70 MPH-80 MPH AT THE - I j 2800
4250 LBS., 10 MPH HEADWIND I BARRIER 170 & 80 MPH IASJ ~·
TAKEOFF DISTANCE= 1060 FT. ~'--'- CAUTION Ymc 80 MPtt ~ ~~/--+--~
-: PAYED LEVEL DRY RUNWAY ~~
'---~-'------+--~-+--1~1-~ t-----1 I ~1-1-----+---+--I 2400
I IX I
;;!
I I I I :A,.. I 71 I rk:: I =--,1 I I I I I I I/\ I I I 2000 ~
..,,
..,,
0
CJ
,..
~
:z:
,.,,
C"')
.,.,
f
,.,,
C'.J
.,, - It" I r=1 I I 1- 1-- ....,,-l , ............ I f''' I ',I ',I f )( I\: 'l \ 11200
~~
c:::o I I I ==- ..L: f>- . . . .__ I --......... --!:: ......__k =-t......,. l I ,><.,,: I ', 'k: \: 1 800
~~
I--+- I I I I I I
r-4 (j
lo( t11 ~-'-__.~..L.-~..:1:-JL.---l____j__L.J---1-----l~-L--L~L--1.----l..~.J_____L~~~~400
~~..,
-20 0 20 40 60 80 100 4500 4000 3500 3000 2500 0 10 20 30
OUTSIDE AIR TEMP . ..-. f 0
WEIGHT"' POUNDS WIND COMPONENT .... MPH
......
~C/.l
..J
u
~~
SENECA II
~~~~foo W>'rnoo~©oo~J\~trn I
I I ASSOCIATED CONDITIONS
I
I I l
~(j
..... tr.I ~''
'\.~ - ~
TWO ENGINE CLIMB
BOTH ENGINES MCP, COWL FLAPS
ONE ENGINE CLIMB
OPERATING ENGINE MCP, COWl
-
l1' (j
v1"'~I
/~ FLAPS OPEN l MIXTURE FULL RICH.
~~
./v OPEN l MIXTURE FULL RICH .
v ,,,,\\,, - AIRSPEED 105 MPH 1103 MPH IASJ INOPERA Tin ENGINE FEATHERED l
fl)
~ vv //I.,,,, \ GEAR UP, WING FLAPS 0° ,4570 LBS.
""' .
COWL FLAP CLOSED. AIRSPEED
105 MPH 1103 MPH IASI GEAR UP,-
~ /'\: WING FLAPS 0°' mo LBS.
/ I I I
v 'v v
I I
I I I
~
/..,\\\\\\! EXAMPLE:
OAT 50° f,10,000 FT. PRESS . All. _,______
I/ v\ /v v
\\\\\\\\
~
.....
~
TWO ENGINE R/C = 1200 f PM
ONE ENGINE R/C,. = 100 FPM
'---
V\ , /v /I,. ,..\\~I
/
\
!'\.
...
v ~
-
/ \~V \\\~ \
~ ~~\\' '- '-....
\
~
~- -
/
/ /~ v , /
,~
--- '\ - --~

~
v v
/ v. \/ Pf /~ - ~\\\\\\\!
\\\~,
-- - ......_ - 1-- ....
'\
- - -
\
/ /.\/1 _,.)/
..\\\\\\ \ [\
/
/ /~ ~ /
- //
1
( \
/\"-"'~v \y /\
/ , t\\\\\\ r
/ / I I
/,ft5 i.~~· v ~~v /
v' TWO ENGINE CLIMB

I
I ONE ENGINE CLIMB! \
~ /v,
/
r;\ / v I
\
v I
~
/ 1 I
-40 -20 0 20 40 60 80 100 120 0 400 800 1200 0 100 200

RATE OF CUMB..,,FPM RATE OF CLIMB~ FPM
n
OUTSIDE AIR TEMP ..... °F >
'P :=:
\0
j
-
'P
0
SENECA II ~
~
~
1 l l I I I I I I I I I
~
,__X
K~/i~
~\\
1ra~~H~ 11 rfM~lL £!\rMrID ®a~1r £!\~<e~ Ir@ ~lhB~lD
v
4570 POUNDS-GEAR UP-COWL FLAPS OPEN-WING FLAPS UP ,
. /v~ /
0
;
v ~v ~ c::>
~
:/
v ~/v \ ~\\~
'\-...
I
I
v - _,_
;;o
/
/" "''' v~-L--1--- -~·~----
,__/
h
/ EXAMPLE:
'7
/ V\/ \~ T.O. ALT. l TEMP.=2000 FT. & 80°, I
v
v v\ v v '~
~~~
\,.
CRUISE ALT. 'TEMP.=16000 FT. ' 20°
• MU. POWER CLIMB:
~\\~ i, TIME TO CLIMB=f 5.5-3=12 .5 MIN.
I
I
\ /~
~1
/
.r\ ~
&
FUEL TO CLIMB=ll-2.5=8.5 GAL.
DIST. TD CLIMMl-5.5•25.5 MILE/
l MAX. RATED POWER CUMB -
/~·v '~
~~-~
~ /
I /\;I / ~ . 105 MPH CLM. SPEED
2575 RPM-40 IN. HG MAP -
/ / v ~\ v
/
'/ / v ~
\~ I OR FULL THROTTLE.
~
'-
I 25 GPH FUEL FLOW AT -
;S
~/ v v l'\.~~y /
I 'l 40 IN. HG MAP.
~
~~
ioo
v
/
/
/
.v \'/
IV .
/
,~-
-- -- >--
17! I
I
I
Oo
v I/
/ V\ / v V i s; ~
H
~Q
-4lO -20
/
0 20
TEMPERATURE'"' 0 f
40 60 80 tOO 120
t I •
5
10
I
10
15
i
20
MIN.
I 15
25
19 CLIMB
30
120 25
.
35
I
I I I f t * FUEL TO CLIMB~GAL.
~~
II •I II o I
0 20 40 60 80 100
MILES TO CLIMB
~~
lo
'
g; ,,,
:s~ SENECA II
~~ ~\~
t\\~
rta~~©~ watr[X) lrAJ~~a~l!JfWJ 'i@W~oo ~llaWJ®
(UJ~j\®lU~ ~lWrnlh ®~ @~[L(h@~~S)---+-l-+-1--+-I_.._,--+-I--+-r--+-I -1
B~ '\.\; 4570 LBS. - XTURE LEANED 25° RICH OF PEAK OORIG CRUISE · COWL FLAPS CLOSED • GEAR UP · WING FLAPS UP ·
\\ rn rt- ,
0 tt1
~~~ CLNB AT M.C.P. · DESCENT AT 1000 F.P.M. AND 150 MPH · NO WIND · 4.2 GAL FUEL FOR START, TAXI AND T.O. -
~~ ~~ ~
-o~
.. tll '\: \
\'\~~
-- RANGE WITH 45 MIN. RESERVE
_j_
RANGE NO RESERYE -h-----+----+-H--
.I
\ IJ
.....J _ AT 45% POWER I
Vt
.---~--+- ._ _____ a
Ge
~
_c
a
CIC
-
Qi:
~I
o
~
o
Ai:
aI -
CIC
of-ct--
CL CL Q.. IL Q. D-
~ ~ a-.e -.!- ~' ~I ~I ~I

--·· -~ - - ~ - -~ - ~ ~ ::: ::::r-~r--
1 I
1~....+-Jl---t--~-l -~-+--l----fl ~-+--+--4--+~+--+--+-+
I I I
~ i-1- .+--t--+---J....o l ~--l-~-1
I I I
t-t---t-----i-f--1
-+--+--~---- --1-
l/
/
-40 -20 0 20 40 60 80 100 120 700 720 740 760. 780 800 820 840 860 (/)
TEMPERATURE . . . 0 f 580 600 620 640 660 680 700 720 740
RANGE INCLUDING CLIMB AND DESCENT DISTANCE~ STATUTE MILES
~
t'r1
-
(j
EXAMPLE: 10°f, 14000 FT., 75% POWER
-
\IJ
I RANGE=624 MILES WITH RES., 737 MILES NO RES. >
....111
-
\0
I
N
SENECA II
t/l
~
(j
~ti\~@~ WUif [Mi ~~~U~M~\JJ ~@Wm~ ~lLUWJ® -

>
k"\r I
,_, I L
WING FLAPS UP • CLIMB AT M.C.P .. NO WIND •

J' DESCENT AT 1000 F.P.M. AND 150 MPH ·
I
~
ti
Qfl~~® lt ~ ~M ~ lt ~ ~n~ ~ ~ lLlL@ ~~-+-~-+---+--+--I
-1
4570 LBS.. MIXTURE LEANED 25° RICH OF PEAK OORl4G CRUISE . COWL FLAPS CLOSED . llAR UP
I
I I JW"" I - I ii'
-L-1
I I
I I I
1-1- - RANGE WITH
ri
4.2 GAL FUEL FOR START, TAXI AND T . O . \
I , -\
RANGE
.HO RESERVE
45 MIN . RESERVE
__.q._---+-l--l---AT 45% POWER I
~
VJ .,,
~~
@~
~g
800 900 I I 1000 900 1000 1100 1200
RANGE INCLUDING CLIMB AND DESCENT DISTANCE"' STATUTE MILES
J5~ EXAMPLE: 10°f, 14000 FT .. 75% POWER
~~
RAHGE==880 MILES WITH RES ., 1015 MILES NO RES.
_...
-~
~t'rj
~~
t:10
.. ~
SENECA II
Q~
I -,
~IP rn rn rw iP@W rn oo
on ASSOCIATED CONDmONS:
~ tr1 rmtJRE-FULL RICH 75% POWER AND ABOVE,
:;ir:s
25° RICH OF PEAK EGT BELIM 75% POWER
~ COWL FLAPS CLOSED, GEAR UP,
.....
WING FLAPS O~
'°""""
Ul r v1 I ,..~\~\a EXAMPLE~- -----4 II-~~
OAl 50°F,
-\~\\ - - 10,000 FT . PRESS . ALT.,
J---1 ~ I I ....
. \ l ~'
I - -
55%POWER I
TAs ::
t 80 Ml.H
\fo'\l
V I \Y I Y I,._~~\I -- ·t - - - + - - -1 1----+--l-l I I I f I I
,~~'
....
,..£.-~ _,...c_...1--4-- _ ·- - -· -
(I)
~
tr1
-40 -20 0 20 40 60 80 100 120 140 160 180 200 220 (')
'P
.....
N
~
OUTSIDE AIR TEMP.~
0
f TRUE AIRSPEED~ MPH
-
>
.....
- ~
SENECA II
PERFORMANCE
9-12b ISSUED: OCTOBER 20, 1975
~"ti
Vl l:'T1
VJ~
~o SENECA II
~~
~~ I ~~~mo '~M~~- ~~~S® iu$~,~~({:~ 'ir@' rw~'~C{:~WJ@
i< (") \\~~~I 150 MPH-1000 f PM DESCENT ·GEAR &FLAPS UP + - - - - 1 - - - + - - r - - t - - - - - - - t - - - t - - t
,_. l:'T1
u. (")
:..=i
~~ Vl
EXAMPLE -- ------+-----+--,r----r--
LANDING ALT. l TEMP.=3000' l 68°
- CRUISE ALT. l TEMP.=20000' l -2°
TIME TO DESCEND=20_6-4.2=16-4 MIN.
FUEL TO OESCEN0-=5. 75-1.2=.U5 GAL.
DIST. TO DESCEND=61.8- 12=49-8 MILES
~--+--•-- -- - - - + -- - ---+-- 1 ---1·
- - - ·- - - · - l - - - + -- + - - - - - i - - -; - - - -1
•- - + - -- - < - -t - - - -+ - - a
~
-- -- !!c;!~
~pl~
-A--1------+..'l----l-l=~~~=i=---=l""'-=-=r=-=-==!"''-=="~--l~-+---t-- - - - - - -1 - - - - - - - i - - - + - - + - Cl 6 ,..,
~ {A i!i
nn'
-· -- - ->---+-+--+--t- ~ ,.., ~
c~:.-
~- -· e~
1------+--t-o TE~PER~~RE&;of Heorn~_
o- 1~ ~
-40 -20
o i1 I ,&2 a rn J 12 144 I& 1: 201 :2 24
I I I I \ I I I I I I I I ' I. I~ .I I ' - I ~
-
\0
w
I
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 (")
>
i:::
....111111
-
'P
.J:o..
SENECA II ~
n
>
I::=
!L~~rn>arro© ®a~lf ~rro~~
-
NORMAL PROCEDURE -
ASSOCIATED CONDITIONS: THROTTLES CLOSED
40° WING FLAPS
BARRIER SPEED 100 MPH, TOUCH DOWN
EXAMPLE: SPEED 70 MPH 1101 & 70 MPH IASI
OAT 70° f. PAVED LEVEL DRY RUNWAY - 4000
2000 FT. PRESS. ALT.,
4000 LBS., 10 MPH HEADWIND ..... MAXIMUM BRAKJNG
LANDING DISTANCE == 2420 FT. z -
:::;
...;
...... 3600
ai:
r-
- - >
za
3200
zen
a
(;;
.....
>
z
(")
2800
'"l
"'"
""
.....
""
~~ 2400
~~
~o
~~
2000
-20 0 20 40 60 80 100 4342 4000 3500 3000 2500 0 10 20 30
WEIGKT.... POUNDS WIND COMPONEKT""' MPH
gQ OUTSIDE AIR TEMP."' 0 f
-n
~~
\O~
"The above distances may be reduced by approximately 12% when the aircraft is equipped with optional
Heavy Duty Wheels, Tires and Brakes. (Reference Aircraft Equipment List in Weight and Balance Section ·of
_.. i-J
°' (/) this manual.)"
~~
~~
~o
SENECA II
~~ I I I I I I I I I I I T I I
~~~©U lro~ @O~il ~lro<C~

~~ SHORT FIELD EFFORT
~Q ASSOCIATED CONIXTIONS: THROlTLES CLOSED
~~
BARRIER SPEED 90 MPH, TOUCH DOWN
EXAMPLE:
~on 10° F. I
I SPEED JO MPH 190 & 70 MPH IASJ
"'\0
"" i-3 2000 FT .PRESS. ALT., 40° WING FLAPS
~~'
Ul
z - PAVED LEVEL DRY RUNWAY -
Lo.I
~-1
4000 LBS., 10 MPH HEADWIND -~ 3000
°' LANDING DISTANCE = 1920 FT.
I
::J
...: MAXIMUM BRAKING
,___
:::i
...:
....
*I
:::!J I
:::!,
' -
"""' a::
I - ai:
II
~ ~· '- I ' 2600
li/
-::-::s~~--~
L--' Q~
~"' I I
!=:
~~~~~ 1:h I :z:
-------- -~ i~
CJ
v z
----- ---- -----~.~r:r,- ~~
2200 m
~
~i... ~
---
:---.... ...............
"""~- -~--- ~- ~
~
CJ
~---- \.. yi,l':>~~~~ ---- .__ !'-..,...._-........... '-.....__ 1----. en

'"-.. ->---
-----
~ r-_
--- r--_r--... .........._, 1,~
II
IJ
~ I
-I
=--
I t---.. '-- r-- "!v ~ "f\. '\..
I
1800
z:
("')
,_ --- ---1--... !'--... ""I

I
i
t--- i---__
t--..
r--._
r--...
K""0 '"""
""
~
~~ ~
'
I 1400
~~
I
l
I -
............
~20 0 20 40 60 • 80 100 4342 4000 3500 3000 2500 0 10 20 30

1000
OUTSIDE AIR TEMP."' 0 f WEIGHT .... POUNDS WIND COMPONENT~., MPH

r.ll
['r]
~
(")
\0
I Heavy Duty Wheels, Tires and Brakes. (Reference Aircraft Equipment List in Weight and Balance Section or >
I-" ::::::
Ul this manual.)"
~
-°'
'P
SENECA II ~
(j
>
I I l l l l I 1 I I I
~j.\~@a~~ ~rM@(!JJ~® rm@~~ t:=

NORMAL PROCEDURE
ASSOCIATED CONDmONS: THROTTLES CLOSED
40° WING FLAPS
,_ - ,___ TOUCH DOWN SPEED 70 MPH (70 MPH IASt ,_
PAVED LEVEL DRY RUNWAY
- MAXIMUM BRAKING 2600
I l I ~'
"'a:"' ,~ .__EXAMPLE:
I I ..... ~I
ilE
_, ~/I
::i OAT 70° f,
.....: 2000 FT. PRESS. ALT., ....:
..... II
..... ar:: 2200
a:: _.__ 4000 LBS. 10 MPH HEADWIND II
e
I
i
LANDING DIS TA NC£ = 12 00 FT . I II
~
~
!2
_,... ~\\
\'\._.... ~~-- ~ 1800
:z
m
~
-,__...- ~~--~ - ·
~
r-..~ ~~ ri ~"' =
8
~ ~~ N 0:~
:z
-----
_,,,..- ~ · .. ~
~~ ""~,
ct
___... L-- ~--- - --
--
--- l-
~ :a
I Q
~~~ \_1. ._ - _._ . . . f--.:::>- - ...:
I
1400 .-
.-
~ ~~~
L_-.- . .. ~- ~ I- ---
v--~.\.-'
----- ---- ~r--..... " ' - ~ ~
~ I - ...,
...,'
~~
,'
4 -'-..._ --.............. ---...."I~ . . . ._ !!l
_ _ !--.... .............. r....... ~ ~'
~I'd
I ~
1000
---~ r.............
-...~~
I"
~~
I
~tt1 I ,.....__ I
~~
I
-...... I'-........
~
~
"-
""'
\
t:1 0
+ "'-- 20
~~
- 0 10 30 &OO
-20 0 20 40 60 80 100 4342 4000 3500 3000 2500
OUTSIDE AIR TEMP..... 0 f WEIGHT"" POUNDS WIND COMPONENT- MPH
gg
- (j
~~
-....)~
Heavy Duty Wheels, Tires and Brakes. (Referen ce Aircraft Equipment List in Weight and Balance Section df
O\(ll this manual.)"
_.....
~~ POWER SETTING TABLE - T.C.M. TSIO 360E SERIES
~o
.. ~
~~ I 45% POWER
(APPROX. 16. l GPH FUEL CONS.)
I 55% POWER
(APPROX. 18 GPH FUEL CONS.)
~g STD.
~Q PRESS. ALT. RPM I 2000 I 2100 I 2200 I 2300 I 2000 I 2200 I 2300 I 2400 l 2500 I 2575
ALT. TEMP.
~~
.!"""~
FEET OF I MANIFOLD PRESSURE - INCHES MERCURY
I-' Vl
S.L. 60 27.6 26.4 25.6 24.6 31.B 29.6 28.4 27.0 I 26.0 I 25.6
\Cl
-.....}
~
2000 52 26.8 25 .6 25.0 24.0 30.8 28.5 27.6 26.4 25.4 25.0
4000 45 26.0 25.0 24.0 23.4 29 .8 28.0 27.0 25.8 25.0 24.6
6000 38 25.0 24.4 23.6 22.8 29.0 27.4 26.4 25.2 24.4 24.0
8000 30 24.6 23.6 22.8 22.3 26.6 25 .6 24.8 24.0 23.8
10000 23 23.8 23.0 22.4 21.8 26.0 25.0 24.2 23.6 23.2
12000 16 23.0 22.4 21. 7 21.0 25.0 24.4 23.8 23.0 22.8
21.0 20.6 24.5 . ·;23.8 23.0 22.6 22.4

14000 9 22.6 21.8
16000 2 21.0 20.4 20.0 24.0 23.4 22.6 22.0 22.0
18000 -5 19.8 19.4 22.8 22.0 21.0 21.7
20000 -12 18.8 21.6 20.8 21.0
22000 -19 20.6 20.8
24000 -27 20.4 20.4
25000 -30 20.0 20.0 I I C/l
~
1:'11
For each 6 °F above std . temp. add 0.4" MAP. (j
\Cl
I
i-- .
-.....}
For each 6 °F below std. temp. subtract 0.4" MAP.
I ;i;..
~
~
-
'P
00 POWER SETTING TABLE - T.C.M. TSIO 360E SERIES I
U'l
~
tT1
I
(')
STD.
65% POWER
(APPROX. 20.5 GPH FUEL CONS.)
I (APPROX. 23.6 GPH FUEL CONS.)
I
75% POWER I -
>
PRESS. ALT.
TEMP.
RPM I 2200 I 2300 l 2400 I 2500 I 2575 I I 2300 I 2400 I 2500 1 2575
ALT.
FEET op I MANIFOLD PRESSURE - INCHES MERCURY
S.L. 60 33.5 32.0 30.6 29.8 29.2 35.5 34.0 33.0 32.8
2000 52 32.8 31.5 30.0 29.0 28.8 35.0 33.4 32.6 32.0
4000 45 32.0 30.8 29.6 28.6 28.2 34.4 32.8 32.0 31.6
6000 38 31.4 30.0 29.0 28.0 27.8 33.6 32.0 31.4 30.9
~- ··"-.
8000 30 30.6 29.6 28.4 27.6 27.4 ( 33.0 j 31.6 30.8 30.3
\ '
10000 23 28.8 27.8 27.0 27.0 32.4 31.0 30.2 29.8
12000 16 28.0 27.2 26.6 26.4 31.6 30.4 29.8 29.J
14000 9 27.4 26.6 26.0 26.0 29.8 29.2 29.0
16000 2 26.7 26.0 25.8 25.6 29.4 28.8 28.6

~
r.n 18000 -5 25.6 25.2 25.0 28.4 28.3
r.n
C"tl I I I I I 28.0
tr1 tTJ 20000 -12 24.8 24.8
~~ I I I I I 24.4 I 24.4
00 22000 -19
~~
~Q
24000
I 25000 I
-27
-30
I I I I I I 24.0
~(')
:~ For each 6 °F above std. temp. add 0.4" MAP.

For each 6 °F below std. temp. subtract 0.4" MAP.
~~
.Y
Ground Handling I 0-1

Towing 10-1
Taxiing l 0-1
Parking 10-2
Mooring 10-3
Cleaning . .. 10-3
Cleaning Engine Compartments 10-3
Cleaning Landing Gear . . . . 10-4
Cleaning Exterior Surfaces 10-4
Cleaning Deicing Equipment . . 10-5
Cleaning Windshield and Windows l 0-5
Cleaning Headliner, Side Panels and Seats 10-5
Cleaning Carpets . . . . . . . . . 10-6
Power Plant Induction Air Filters 10-6
Remo val of Induction Air Filter 10-6
Cleaning Induction Air Filter .. 10-6
Installation of Induction Air Filter 10-6
Brake Service . . . . . 10-6
Landing Gear Service 10-7
Propeller Service 10-7
Oil Require men ts . 10-8
Fuel System . . . . 10-8
Servicing Fuel System 10-8
Fuel R equirements .. 10-8
Filling Fuel Tanks . . 10-8
Draining Fuel Valves and Lines 10-8
Draining Fuel System 10-9
Tire Inflation . .. . 10-10
Battery Service .. . 10-10
Serial Number Plates 10-10
Lubrication . . .. . 10-10
Winterization . . . . 10-1 Oa
Facts You Should Know 10-11
,· Preventive Maintenance . 10-12
Required Service and Inspection Periods 10-13
10-i
SENECA II
This section contains infonnation on preventive maintenance. Refer to the PA-34-200T

Service Manual for further maintenance procedures. Any complex repair or modification should
be accomplished by a Piper Certified Service Center. '
GROUND HANDLING
TOWING
The airplane may be moved by using an optional nose wheel tow bar available with
the airplane, or by power equipment that will not damage or cause excess strain to the
nose gear assembly. The tow bar is stowed aft of the fifth and sixth seats.
CAUTION
When towing with power equipment, do not turn the nose gear
beyond its turning radius in eith~r direction as this will result in
damage to the· nose gear"and steerin~ mechanism.
CAUTION
Do not tow the airplane when the controls are secured.
TAXIING
Before attempting to taxi the airplane, ground personnel should be instructed and
approved by a qualified person authorized by the owner. Engine starting and shut-down
procedures and taxiing techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas are clear, power should be applied to start the taxi roll
and the following checks should be performed:
a. Taxi forward a few feet and apply the brakes to determine their effectiveness.
b. While taxiing, make slight turns to ascertain the effectiveness of the steering.
c. Observe wing clearances when taxiing near buildings or other stationary objects.
If possible, station an observer outside to guide the airplane.
d. When taxiing on uneven ground, avoid holes a.i.-id ruts.
e. Do not operate the engines at high RPM when running up or taxiing over ground
containing loose stones, gravel, or any loose material that might cause damage to
the propeller blades. Be sure alternate air is not being used.

ISSUED: JULY 15, 1974 10-1
SENECA II
TURNING RADIUS, WING TIP · 33 .2'

WHEEL BASE· 7 .0'
NOSE WHEEL TRAVEL TO EITHER SIDE· 27•
Turning Radius
PARKING
When parking the airplane , be sure that it is sufficiently protected against adverse
weather conditions and that it presents no danger to other aircraft. When parking the
airplane for any length of time or overnight, it is suggested that it be moored securely.
a. To park the airplane, head it into the wind if possible.
b. Set the parking brake by pulling back on the brake lever and depressing the knob
on the left side of the handle. To release the parking brake, pull back on the
brake lever until the catch disengages; then allow the handle to swing forward.
CAUTION
Care should be exercised when setting brakes that are overheated

or during cold weather when accumulated moisture may freeze a
brake.
c. Aileron and stabilator controls may be secured with the front seat belt. Wheel
chocks should be used if they are available.

10-2 ISSUED: JULY 15 , 1974
SENECA II
MOORING
The airplane should be moored for immovability, security, and protection. The
following procedures should be used for the proper mooring of the airplane :
a. Head the airplane into the wind , if possible.
b. Retract the flaps.
c. Immobilize the ailerons and stabilator by looping the seat belt through the
control wheel and pulling it snug.
d. Block the wheels.
e. Secure tie-down ropes to the wing tie-down rings and to the tail skid at
approximately 45 degree angles to the ground. When using rope of non-synthetic
material, leave sufficient slack to avoid damage to the airplane should the ropes
contract.
CAUTION
Use bowline knots , square knots, or locked slip knots. Do not use
plain slip knots.
NOTE
Additional preparations for high winds include using tie-down

ropes from the landing gear forks and securing the rudder.
f. Install a pitot head cover if one is available . Be sure to remove the pitot head
cover before flight.
g. Cabin and baggage doors should be locked when the airplane is unattended.
CLEANING
CLEANING ENGINE COMPARTMENTS
Before cleaning an engine compartment, place a strip of tape over the magneto vents
to prevent any solvent from entering these units.
a. Place a large pan under the engine to catch waste.
b. With the engine cowling removed, spray or brush the engine with solvent or a
mixture of solvent and degreaser. In order to remove especially heavy dirt and
grease deposits, it may be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator, pressure pump , starter,

air intakes, or alternate air inlets.
c. Allow the solvent to remain on the engine from five to ten minutes. Then rinse
the engine clean with additional solvent and allow it to .dry.

ISSUED: JULY 15 , 1974 10-3
SENECA II
CAUTION
Do not operate the engines until excess solvent has evaporated or

otherwise been removed.
d. Remove the protective tape from the magnetos.

e. Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication
Chart in the PA-34-200T Service Manual.
CLEANING LANDING GEAR
Before cleaning the landing gear, place a cover of plastic or a similar waterproof
material over the wheel and brake assembly.
a. Place a pan under the gear to catch waste.
b. Spray or brush the gear area with solvent or a mixture of solvent and degreaser.
In order to remove especially heavy dirt and grease deposits, it may be necessary
to brush areas that were sprayed.
CAUTION
Do not brush the micro switches.
c. Allow the solvent to remain on the gear from five to ten minutes. Then rinse the
gear with additional solvent and allow it to dry.
d. Remove the cover from the wheel and remove the catch pan.
e. Lubricate the gear in accordance with .the Lubrication Chart in the PA-34-200T
Service Manual.
CLEANING EXTERIOR SURF ACES
The airp lane should be washed with a mild soap and water. Harsh abrasives or alkaline
soaps or detergents could make scratches on painted or plastic surfaces or could cause
corrosion of metal. Cover areas where cleaning solution could cause damage. To wash the
airplane, use the following procedure :
a. Flush away loose dirt with water.
b. Apply cleaning solution with a sponge, a soft cloth, or a soft bristle brush.
c. To remove exhaust stains, allow the solution to remain on the surface longer.
d. To remove stubborn oil and grease stains use a cloth dampened with naphtha.
e. Rinse all surfaces thoroughly.
f. Any good automotive wax may be used to protect and preserve painted surfaces.
Soft cleaning cloths or a chamois should be used to prevent scratches when
cleaning or polishing. A heavier coating of wa_x on the leading surfaces will
reduce the abrasion problems in these areas.

10-4 ISSUED: JULY 15, 1974
SENECA II
CLEANING DEICING EQUIPMENT*
Clean the deicer boots when the airplane is washed, using a mild soap and water
solution. Boots should be waxed or coated with one of several available boot care products
for proper operation in icing conditions.
In cold weather, wash the boots while the airplane is in a warm hangar if possible . If
the cleaning is to be done outdoors, heat the soap and water solution before taking it to
the airplane. If difficulty is encountered with water freezing on the boots, use a portable
type ,ground heater to direct a blast of warm air along the area being cleaned.
Cleaning the boots with petroleum products such as benzol or nonleaded gasoline is
not recommended , since such products are injurious to rubber. If such solvents are
employed, they should be used sparingly and wiped off the surface with a clean dry cloth
before the cleaner has time to soak into the rubber.
CLEANING WINDSHIELD AND WINDOWS
A certain amount of care is needed to keep the windows clean and unmarred . The
following procedure is recommended :
a. Remove dirt , mud , and other loose particles from exterior surfaces with clean
water.
b. Wash with mild soap and clean water or with aircraft plastic cleaner. Use a soft
cloth or sponge in a straight back and forth motion. Do not rub harshly.
c. Remove oil or grease with a cloth moistened with kerosene.
CAUTION
Do not use gasoline, alcohol , benze::e, carbon tetrachoride ,

thinner, acetone, or window cleaning sp-d ys.
d. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub
lightly with a soft cloth. Do not use a circular motion.
e. A severe scratch or mar in plastic can be removed by rubbing out the scratch
with jeweler's rouge . Smooth both sides and apply wax.
CLEANING HEADLINER , SIDE PANELS AND SEATS
a. Clean headliner , side panels and seats with a whisk broom, dusting cloth, or a
vacuum cleaner.
b. Soi.led upholstery may be cleaned with a good upholstery cleaner suitable for the
material. Carefully follow the manufacturer's instructions. Avoid soaking or
harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
*Optional equipment

ISSUED: JULY 15, 1974 10-5
SENECA II
CLEANING CARPETS
To clean carpets, first remove loose dirt with a vacuum or a whisk broom. For soiled
spots and stubborn stains use a noninflarnmable dry cleaning fluid. Floor carpets may be
removed and cleaned like any household carpet.
POWER PLANT INDUCTION AIR FILTERS
The induction air filters must be cleaned at least once every 50 hours. Depending on the
type of condition existing, it may be necessary to clean the filters more often.
REMOVAL OF INDUCTION AIR FILTER
a. Remove the right hand section of the cowling to gain access to the air filter box.
b. Turn the four studs and remove the air filter box cover .
c. Lift the air filter from the filter box.
CLEANING INDUCTION AIR FILTER
a. Tap filter gently to remove dirt particles. Do no t use compressed air or cleaning
solvents.
b. Inspect filter. If paper element is torn or ruptured or gasket is damaged . the
filter should be replaced. The usable life of the filter should be restricted to one
year or 500 hours, whichever comes first.
INSTALLATION OF INDUCTION AIR FILTER
a. Place filter in air box and install cover.

b. Secure cover by turning studs. Replace co wl.
BRAKE SER VICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid . This
should be checked periodically or at every SO-hour inspection and replenished when necessary.
The brake reservoir is located to the rear of the front baggage compartment. Remove the access
panel marked "Brake Reservoir Behind" located at the top rear of the compartment. Keep the
fluid level at the level marked on the reservoir.
No adjustment of brake clearance is necessary. Refer to the PA-34-200T Service Manual

for brake lining replacment instructions

10-6 ISSUED: JULY 15, 1974
SENECA II
LANDING GEAR SERVICE
Two jack points are provided for jacking the aircraft for servicing. One is located outboard
of each main landing gear and one just aft of the nose gear. Before jacking, attach a tail support
to the tail skid. Approximately 500 pounds of ballast should be placed on the tail support.
CAUTION
Be sure to apply sufficient support ballast; otherwise the airplane

may tip forward, and the nose section could be damaged.
Landing gear oleos should be serviced according to instruction on the units. Under normal
static load (empty weight of airplane plus full fuel and oil), main oleo struts should be exposed
three and one half inches and the nose oleo strut should be exposed two and one half inches.
Refer to PA-34-200T Service Manual for complete information on servicin~ oleo struts.
PROPELLER SERVICE
The gas charge in the propeller cylinder should be kept at the pressure specified on the
placard located in the spinner cap. The pressure in the cylinder will increase about one-third psi
for every degree Fahrenheit increase in temperature. This effect should be considered when
checking pressure. The charge ,maintained must be accurate and free of excessive moisture since
moisture may freeze the piston during cold weather. Dry nitrogen gas is recommended.
CHAMBER PRESSURE REQUIREMENTS

WITH TEMPERATURE FOR COUNTERWEIGHT TYPE PROPELLERS
Temp ° F P'RESSURE (psi)
FOR PROPELLER HUBS: FOR PROPELLER HUBS :

BHC-C2YF-2CKF and BHC-C2YF-2CKUF and
BHC-C2YF-2CLKF BHC-C2YF-2CLKUF
70 to 100 62±2 22 ± 2
40 to 70 57 ± 2 17 ± 2
0 to 40 54 ± 2 14 ± 2
-30 to 0 49± 2 9±2
NOTE: Do not check pressure or charge with propeller in feather position.
The spinner and backing plate should be cleaned and inspected for cracks frequently.
Before each flight the propeller should be inspected for nicks, scratches, or corrosion. If found,
they should be repaired as soon as possible by a rated mechanic, since a nick or scratch causes
an area of increased stress which can lead to serious cracks or the loss of a propeller tip . The
back face of the blades should be painted when necessary with flat black paint to retard glare.
To prevent corrosion, all surfaces should be cleaned and waxed periodically .
H~""'IDLING AND SERVICING

REVISED: MAY 13, 1976 10-7
SENECA II
OIL REQUIREMENTS
-The-i._pil. capacity of the Teledyne Continental engines is 8 quarts per engine with a
minimum safe quantity of 3 quarts per engine. It is recommended that oil be added if the
quantity falls to 6 quarts. It is recommended that engine oil be drained and renewed every 100
hours, or sooner under unfavorable conditions. Full flow cartridge type oil filters should be
replaced each 50 hours of operation. The following grades are required for temperatures:
Temperatures above 60°F S.A.E. 50

Temperatures between 30• F and 90°F S.A.E. 40
Temperatures between 0° F and 70° F S.A.E. 30
Temperatures below l0°F S.A.E. 20
FUEL SYSTEM
SER VICING FUEL SYSTEM
The fuel screens in the strainers require cleaning at 50 hour or 90 day intervals,
whichever occurs first. The fuel gascolator strainers are located in the wing between the
fuel selector valves and the auxiliary pumps in the nacelles. The fuel 'injector screen is
located in the housing where the fuel inlet line connects to the injector. This screen should
be cleaned every 50 hours of operation.
FUEL REQUIREMENTS
A minimum octane of 100/130 Aviation Grade fuel (light green) must be used in the
Seneca IL Since the use of lower grades of fuel can cause serious damage in a short period
of time, the engine warranty is invalidated by use of lower octanes.
FILLING FUEL TANKS
Observe all required precautions for handling gasoline. Fill the fuel tanks to the
bottom of the filler neck with 100/130 octane fuel. Each wing holds a maximum of 49
gallons, giving a total of 98 gallons of fuel. With optional fuel tanks installed, the total fuel
capacity is increased to 128 gallons.
DRAINING FUEL VALVES AND LINES
Each gascolator strainer is provided with a quick drain which should be drained
before the first flight of the day or after refueling, to check for fuel contamination. If
contamination is found, fuel should be drained until the contamination stops. If
contamination persists after draining fuel for a minute, contact a mechanic to check the
fuel system.

10-8 REVISED: DECEMBER 9, 1975
SENECA II
I
I
/
Fuel Drain
Each fuel tank is provided with a fuel quick drain to check for contamination. Each
tank should be checked for contamination in accordance with the above procedure.
6ossfeed drains are located on the bottom of the fuselage inboard of the right flap. The
fuel drained at each quick drain should be collected in a transparent container and
examined for contamination.
CAUTION
When draining fuel , be sure that no fire hazard exists before

starting the engines.
DRAINING FUEL SYSTEM
The bulk of the fuel may be drained either by opening the valve at the inboard end of
each tank or by siphoning. The remaining fuel in the lines may be drained through the
gascolators and the two drains located on the bottom of the fuselage, inboard of the right
flap .
CAUTION
Whenever the fuel system is completely drained and fuel is

replenished it will be necessary to run the engine for a minimum of
3 minutes at 1000 rpm on each tank to ensure no air exists in the
fuel supply lines

REVISED: JUNE 10, 1983 10-9
SENECA II
TIRE INFLATION
For maximum service from the ti.i:es, i(i;ei:; them inflated to the proper pressures. The main
gear tires should be inflated to 55 psi and t'.!e nose gear should be inflated to 31 psi.
Interchange the tires or. the main wheels if necessary to produce even wear. All wheels and
ti.res are balanced before ori.fP.nal installation, and the relationship of the tire, tube, and wheel
should be maintained if at all possible. Unbalanced wheels can cause extreme vibration on
takeoff. In the mstallation of new components, it may be necessary to rebalance the wheel with
the tire mounted.
When checking the pressure, examine the tires for wear, cuts, bruises, and slippage.
BATIERY SERVICE
Access to the 12-volt 35 ampere hour battery is gained through the nose baggage
compartment. It is located under the floor panel of the nose baggage compartment. The battery
container has a plastic drain tube which is normally closed off. This tube should be opened
occasionally to drain off any accumulation of liquid .
The battery fluid level must not be brought above the baffle plates. It should be checked
every 30 days to determine that the fluid level is proper and the connections are tight and free
of corrosion. DO NOT fill the battery above the baffle plates. DO NOT fill the battery with acid
- use distilled water only. A hydrometer check will determine the percent of charge in the
battery.
If the battery is not properly charged , recharge ' it starting with a rate of 4 amperes and
finishing with a rate of 2 amperes. Quick charges are not recommended.
The external power receptable, if installed, is located on the left side of the nose section.
Be sure that master switch is off while inserting or removing a plug at this receptacle.
Refer to the PA-34-200T Service Manual for detailed procedures for cleaning and servicing
the battery.
SERIAL NUMBER. PLATES
The serial number plate is located on the left side of the fuselage near the leading edge of
the stabilator. The serial number should always be used when referring to the airplane on service
or warranty matters.
LUBRICATION
Lubrication at regular intervals is an essential part of the maintenance of an airplane . For

lubrication instructions and a chart showing lubrication points, types of lubricants to be used,
lubrication methods and recommended frequencies, refer to the PA-34-200T Service Manual.

SENECA II
WINTERIZATION
In winter operation a winterization kit is installed on the inlet opening of the oil cooler
outboard chamber of the plenum chamber. This kit should be installed whenever ambient
temperature is 50°F or less. When the kit is not being used it can be stowed in the nose cone
compartment . left hand side , forward of the door, using the strap provided.
HANDLING AND SERVICING l~lOa

ISSUED: MARCH 19, 1976
.1
SENECA II
TH1S PAGE INTENTIONALLY LEFT BLANK
10-lOb HANDLING AND SERVICING

ISSUED: MARCH 19, 1976
SE1..fECA II
FACTS YOU SHOULD KNOW
The Federal Aviation Administration (FAA) occasionally publishes Airworthiness

Directives (ADs) that apply to specific groups of aircraft. They are mandatory changes and are
to be complied with within a time limit set by the FAA. When an AD is issued, it is sent to the
latest registered owner of the affected aircraft and also to subscribers of the service. The owner
should periodically check with his Piper dealer or A & P mechanic to see whether he has the
latest issued AD against his aircraft.
Piper Aircraft Corporation takes a continuing interest in having the owner get the most
efficient use from his aircraft and keeping it in the best mechanical condition. Consequently,
Piper Aircraft from time to time issues Service Bulletins, Service Letters and Service Spares
Letters relating to the aircraft.
Service Bulletins are of special importance and should be complied with promptly. These
are sent to the latest registered owners, distributors and dealers. Depending on the nature of the
bulletin, material and labor allowances are usually applicable.
Service Letters deal with product improvements and service hints pertaining to the aircraft.
They are sent to dealers and distributors so they can properly service the aircraft and keep it up
to date with the latest changes. Owners should give careful attention to the Service Letter
information.
Service Spares Letters offer improved parts, kits and optional equipment which were not
available originally and which may be of interest to the owner.
If an owner is not having his aircraft serviced by an Authorized Piper Service Center, he
should periodically check with a Piper dealer or distributor to find out the latest information to
keep his aircraft up to date.
Piper Aircraft Corporation has a Subscription Service for the Service Bulletins, Service
Letters and Service Spares Letters . This service is offered to interested persons such as owners,
pilots and mechanics at a nominal fee , and may be obtained through Piper dealers and
distributors. A Service Manual and revisions are available from a Piper dealer.
Pilot's Operating Manual supplements are distributed by the manufacturer as necessary .

These revisions and additions should be studied and put into the operating manual to keep it up
to date. This manual contains important information about the operation of the aircraft and
should be: kept with the aircraft at all times, even after resale. Every owner, to avail himself of
the Piper Aircraft Service Back-Up, should stay in close contact with his Piper dealer or
distributor so that he can receive the latest information.
If the owner desires to have his aircraft modified, he must obtain FAA approval for the
alteration. Major alterations accomplished in accordance with Advisory Circular 43.13-2, when
performed by an A & P mechanic, may be approved by the local FAA office. Major alterations
to the basic airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.

ISSUED: JULY 15, 1974 10-11
SENECA II
The owner or pilot is required to ascertain that the following Aircraft Papers are in order
and in the aircraft.
a. To be displayed in the aircraft at all times:
1. Aircraft Airworthiness Certificate Form FAA-1362B.
2. Aircraft Registration Certificate Form F AA-500A.
3. Aircraft Radio Station License Form FCC-404A, if transmitters are installed.
b. To be carried in the aircraft at all times:
1. Aircraft Flight Manual.
2. Weight and Balance data plus a copy of the latest Repair and Alteration Form
F AA-33 7, if applicable.
3. Aircraft equipment list.
Although the arrcraft and engine log books are not required to be in the arrcraft, they
should be made available upon request. Log books should be complete and up to date. Good
records will reduce maintenance cost by giving the mechanic information about what has or has
not been accomplished.
PREVENTIVE MAJNTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform certain preventive
maintenance described in FAR Part 43. This maintenance may be performed only on an aircraft
which the pilot owns or operates and which is not used in air carrier service. The following is a
list of the maintenance which the pilot may perform :
1. Reparr or change tires and tubes.
2. Service landing gear wheel bearings, such as cleaning, greasing or replacing.
3. Service landing gear shock struts by adding arr, oil or both.
4. Replace defective safety wire and cotter key s.
5. Lubrication not requiring disassembly other than removal of non-structural items
such as cover plates, cowling or fairings .
6. Replenish hydraulic fluid in the hydraulic reservoirs.
7. Refinish the exterior or interior of the aircraft (excluding balanced control surfaces)
when removal or disassembly of any primary structure or operating system is not
required.
8. Replace side windows and safety belts.
9. Replace seats or seat parts with replacement parts approved for the aircraft .
10. Replace bulbs, reflectors and lenses of position and landing lights.
11 . Replace cowling not requiring removal of the propeller .
12. Replace, clean or set spark plug clearance.
13. Replace any hose connection, except hydraulic connections, with replacement hoses.
14. Replace pre-fabricated fuel lines.
15. Replace the battery and check fluid level and specific gravity .
Although the above work is allowed by law, each individual should make a self analysis as
to whether he has the ability to perform the work. A Service Manual may be purchased for
guidance in the performance of preventive maintenance.

10-12 ISSUED : JULY 15, 1974
SENECA II
If the above work is accomplished, an entry must be made in the appropriate log book.
The entry should contain: ,
l. The date the work was accomplished.
2. Description of the work.
3. Number of hours on the aircraft.
4. The certificate number of pilot performing the work.
5. Signature of the individual doing the work.
REQUIRED SERVICE AND INSPECTION PERIODS
Piper Aircraft Corporation provides for the initial and first SO-hour inspection, at no
charge to the owner. The Owner Service Agreement which the owner receives upon delivery of
the aircraft should be kept in the aircraft at all times. This identifies him to authorize<l Piper
dealers and entitles the owner to receive service in accordance with the regular service agreement
terms. This agreement also entitles the transient owner full warranty by ·.any Piper dealer in the
world.
One hundred hour inspections are required by law if the aircraft is used commercially.
Otherwise this inspection is left to the discretion of the owner. This inspection is a complete
check of the aircraft and its systems, and should be accomplished by a Piper Authorized Service
Center or by a qualified aircraft and power plant mechanic who owns or works for a reputable
repair shop. The inspection is listed, in detail, in the inspection report of the appropriate Service
Manual.
An annual inspection is required once a year to keep the Airworthiness Certificate in

effect. It is the same as a 100-hour inspection except that it must be signed by an Inspection
Authorized (IA) mechanic or a General Aviation District Office (GADO) representative . This
inspection is required whether the aircraft is operated commercially or for pleasure.
A Progressive Maintenance program is approved by the FAA and is available to the owner.
It involves routine and detailed inspections at 50-hour intervals. The purpose of the program is
to allow maximum utilization of the aircraft, to reduce maintenance inspection cost and to
maintain a maximum standard of continuous airworthiness. Complete details are available from
Piper dealers.
A spectographic analysis of the oil is available from several sources. This system, if used
intelligently, provides a good check of the internal condition of the engine. For this system to
be accurate, oil samples must be sent in at regular intervals, and induction air filters must be
cleaned or changed regularly.

ISSUED : JULY 15, 1974 10-13
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l

A complete or partial replacement of this manual, Part No.

Revisions will be distributed whenever necessary as complete page replacements or

IL Identification of Revised Material

III. Original Pages Issued

2-12 Revised fuel pump callout.

Rev_ 6 (cont) 7-7 Revised Pretakeoff Check item 23.

Rev. 13 - 761 593

Revised Climb info.

Rev. 16 - 76 l 593 2-l Revised airframe info.

HANDLING AND SERVICING

Gross Weight (pounds) 4570

Stalling Speed, gear and flaps down, power off (mph) 69

*4342 lb G.W., Maximum Landing Weight

Gross Weight (lbs) Max. Takeoff 4570

Right Engine (Continental) LTSI0-360-E or LTSI0-360-EB

FUEL AND OIL

Fuel Capacity (U.S . gal)

Maximum Baggage (lbs) Forward Compartment 100

Wing Span (ft) 38 .9

Wheel Base (ft) 7.0

The Airplane 2-1

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

A vertical stabilizer, an all-movable horizontal stabilator, and a rudder make up the

The Seneca II is powered by two Teledyne Continental six-cylinder turbocharged engines,

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

Cowl Flap Control

AIRPLANE AND SYSTEMS

Hydraulic pressure for gear operation is furnished by an electrically powered, reversible

If the landing gear is in transit, and the hydrauli~ pump is

AIRPLANE AND SYSTEMS

Landing Gear Selector

AIRPLANE AND SYSTEMS

Landing Gear Electrical Sy's tem Schematic

AIRPLANE AND SYSTEMS

RIGHT MAIN GEAR LEFT MA IN GEAR

CHECK VALVE -- -- ----4:i=<1

Landing Gear Hydraulic System Schematic

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

FLIGHT CONTROL SYSTEM

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

On models without a primer system* installation, in case of a failed engine-driven pump,

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

Alternator an d Starter Sch emat1c

REVISED: Jlii:~ 16,

(Ser. n os. 4-757030

Approximately 2000 RPM or more is required to obtain full alternator output of 65

AIRPLANE AND SYSTEMS

GYRO PRESSURE SYSTEM

PITOT STATIC SYSTEM

AIRPLANE AND SYSTEMS

AIRPLANE AND SYSTEMS

Pitot Static System