_MULTI SELF STUDY BOOKLET (1)

MONCTON FLIGHT COLLEGE
MULTI – ENGINE
QUESTION BOOKLET
This question booklet has been designed to aide you the student with understanding the
various topics and multi-engine theory to fly the PA-44-180 Piper Seminole. Through the
use of this manual the multi-engine student will gain a practical working knowledge of
the aircraft systems, performance charts, weight and balance, and aircraft in-flight
profiles. The students will also gain the required knowledge and be able to implement
various normal and emergency procedures.
This question booklet must be completed and presented to the flight instructor
prior to starting the first tutorial briefing.
MONCTON FLIGHT COLLEGE MULTI- ENGINE TRAINING Answer Booklet
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TABLE OF CONTENTS
Section 1............................................................................................. Multi –Engine Theory
Section 2....................................................................... PA-44-180 General and Limitations
Section 3..................................................... PA-44-180 Normal and Emergency Procedures
Section 4......................................................................................... PA-44-180 Performance
Section 5............................................................................. PA-44-180 Weight and Balance
Section 6................................................................................................ PA-44-180 Systems
Section 7..........................................................................................................Flight Profiles
Section 8............................................................................ General Questions/True or False
COPYRIGHT @ MONCTON FLIGHT COLLEGE

THIS DOCUMENT IS FOR THE EXCLUSIVE USE OF STUDENTS UNDERTAKING TRAINING AT THE MONCTON FLIGHT
COLLEGE. ANY REPRODUCTION OF ANY PART OF THIS DOCUMENT IS STRICTLY PROHIBITED AND MAY ONLY BE
DONE WITH THE EXPRESS WRITTEN PERMISSION OF THE PRINCIPAL.
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SECTION 1 MULTI-ENGINE THEORY
1). What is the difference between a constant speed propeller and a fixed pitch propeller?
A Constant Speed propeller is a adjustable pitch propeller in which the pitch of the blades is constantly adjusted
by a governor to keep a steady RPM speed depending on the conditions of the flight. In a fixed pitch propeller the
pitch of the blades is constant thus making it unfavorable for certain flight conditions.
For questions 2 through 10 also note the “V” speed abbreviation (i.e. Vx)
2). Define Manoeuvring Speed;

It is the speed at which full deflection of any flight control surface should not be attempted because of the risk of
damage to the aircraft structure.
3). Define Design Flap Speed;

The max speed at which flaps are designed to be flown with.
4). Define Minimum Control Speed;

It is defined as the minimum speed, whilst in the air, that directional control can be maintained with one engine
inoperative (critical engine on two engine airplanes), operating engine(s) at takeoff power and a maximum of 5
degrees of bank towards the good engine(s).
5). Define Intentional One Engine Inoperative Speed;

The minimum speed to intentionally render the critical engine inoperative.
6). Define Maximum Landing Gear Operating Speed;

Maximum speed at which the landing gear can be safely extended or retracted.
7). Define One Engine Inoperative Best Angle-of-Climb Speed;
The speed that provides the maximum altitude gain for the horizontal distance travelled with one engine inoperative.
8). Define Stalling Speed;

The minimum steady flight speed at which the aeroplane is controllable in the landing configuration.
9). Define One Engine Inoperative Best Rate-of-Climb Speed;

The speed that provides the maximum foot-per-minute altitude gain with one engine inoperative.
10). Define Maximum Flap Extended Speed;

The highest speed permissible with wing flaps in a prescribed extended position
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The Following few questions will be related to common terms that are associated with
Multi-Engine flying.
11). Define Accelerate / Stop Distance;

It is the distance required to accelerate the aeroplane to lift-off speed, and on experiencing an engine failure
or emergency at that point, immediately discontinue the take-off, and stop the aeroplane on the remaining
runway.
12). Define Accelerate Stop Distance Available (ASDA);
The length of the take-off run available plus the length of the stopway, if provided.
13). Define Critical Engine;

The engine that, if inoperative, would most adversely affect the performance or handling qualities of an aeroplane.
14). Define Drift –Down Altitude;

The altitude to which, following the failure of an engine above the one engine inoperative absolute ceiling, an
aeroplane will descend to and maintain, while using maximum available power on the operating engine and
maintaining the one engine inoperative best rate of climb speed.
15). Define Imminent Stall;
The condition in which an aeroplane exhibits symptoms of an approaching stall.
16). Define Landing Distance Available;
The length of runway declared available and suitable for the ground run of an aeroplane landing.
17). Define One Engine Inoperative Absolute Ceiling;
Maximum density altitude that an aeroplane is capable of attaining, at gross weight, clean configuration while
using maximum available power on the operating engine and maintaining the one engine inoperative best rate of
climb speed.
18). Define One Engine Inoperative Service Ceiling;
Maximum density altitude at which an aeroplane is capable of climbing at 50 feet per minute, at gross weight, clean
configuration, while using maximum available power on the operating engine and maintaining the one engine
inoperative best rate of climb speed.
19). Define Take-off Distance Available (TODA);
The length of the take-off run available plus the length of the clearway, if provided.
20). Define Take-off Run Available (TORA);
The length of runway declared available and suitable for the ground run of an aeroplane taking off.
21). Define Zero-Thrust Power Setting;
Manifold pressure and RPM setting used to simulate a failed engine with the propeller feathered.
22). Define Induced Airflow;
Induced flow is the horizontal movement of air through the rotor system(Propeller) from the production of trust, often
referred to as downwash.

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23). Define Asymmetric Thrust;
Also known as the P factor, sometimes the blades are subject to different loads and therefore produce different lift (or
thrust), therefore the term "asymmetric" is used to describe the effect - the lift (or thrust) produced by the propeller is not
uniform. The result is that the aircraft shows a tendency to turn in a particular direction with no control surface inputs
being made.
24). What is meant when a Multi-Engine aircraft is said to be a “Conventional Twin”?
Conventional twin-engine airplanes have one engine mounted on each wing, producing thrust parallel to their
longitudinal axis. Therefore their vectors are displaced from the airplane's centerline.
25). What is meant when a Multi-Engine aircraft is said to be a “Counter Rotating

Twin”?
Counter-rotating propellers are installed on some twin and multi-engine, fixed wing aircraft. They are called
counter-rotating propellers because the propeller(s) on one wing turn(s) in the opposite direction to the one(s) on the
other wing.
26). Based on a Piper Seminole PA-44-180, that has a gross weight of 3800 lbs and a VA
at gross weight of 135 KIAS. What would VA be if the aircraft weighed 3100 lbs?
New Va : Old Va*Sq.Rt(New Weight/Max Gross Weight) = 122 Kts
27). What is a design feature in some light twins that engineers have incorporated to
eliminate some of the left turning tendencies?
1) Counter Rotating twin instead of conventional twin.
2) Trim tabs on control surfaces like rudder.
3) Mounting engines closer to the fuselage.
28). Why is a Sweepback design wing an important design feature of high-speed aircraft?
When speed increases, so do turbulence and drag, as a result of air friction on the wings. Swept back wings technology was
introduced to solve this instability and vibration in supersonic jets at high speed. Wings are angled towards the back end,
which creates an imaginary increase in wing length. This creates an “illusion” for the air that the plane is moving slower than
actually it is.
29). In a Sweepback design, how are performance and stall speed affected at low
airspeeds?
Wing sweep reduces the slope of the lift curve and the maximum lift coefficient of the wing. This means that the swept wing aircraft must
fly at a higher AOA to achieve maximum lift. As such when flying at a higher angle of attack, it is closer to the critical AOA which after
results in stall. Performance is poor and it has a higher stall speed.
30). When a multi-engine aircraft’s engine fails, what causes the aircraft to begin both a
yaw and roll toward the failed (dead) engine?
When one engine becomes inoperative, a torque develops which depends on the lateral distance from the center of gravity (C.G.) to the
thrust vector of the operating engine, multiplied by the thrust of the operating engine. The torque effect attempts to yaw the aircraft's nose
towards the inoperative engine. This causes more the wing to travel faster on the operative engine causing it to roll eventually.
31). On what which multi-engine design would you find a critical engine?
Conventional Twin or Counter-Rotating Twin

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32). For the two multi-engine designs listed in the previous question, which design would
have the greater turning tendencies when an engine fails?
The engine with conventional rotating propellers.
33). How can yaw and roll be controlled when you have experienced an engine failure?
1) Have a 3-5 degree angle of bank towards the operating engine
2) Engage full flaps
3) Gear down configuration 4) Ensure propeller is feathered
34). In the above question, why is airspeed so critical?
The higher the airspeed, there is more rudder authority that increases directional control which is highly imperative
to counter roll and yaw when one engine is inoperative.
35). On a conventional twin design, which engine would be the critical engine and why?
The engine on the left would be called the critical engine. When comparing both the engine arms' to the center
of the aircraft where the CG is, the arm is more for the right engine creating more yawing motion when the critical
(left) engine fails.
36). In a case where a multi-engine aircraft has experience an engine failure what would
happen if the airspeed was not controlled and fell below Vmc.
The aircraft starts to yaw and roll and eventually will lose directional control and stall.
37). In accordance with FAR Part 23, what criteria is specified to establish Vmc for each
multi-engine aircraft certified under Part 23?
1) Maximum available takeoff power 4) Landing gear retracted
2) Propeller windmilling in takeoff pitch (or feathered, if equipped with 5) Wing and cowl flaps in the takeoff position
autofeather) 6) Trimmed for takeoff
3) Most unfavorable (aft-most) center of gravity and maximum takeoff 7) Airborne, out of ground effect.
weight (or any lesser weight necessary to show Vmc)
38). During an engine failure a wind milling propeller may be your greatest obstacle
while trying to climb or even maintain altitude, WHY?
Propeller wind milling causes drag that aggravates the yaw and roll tendency which causes a loss of directional control.
39). During an engine out scenario, list the consequences when the aircraft is allowed to
sideslip toward the dead engine?
The opposing forces of the horizontal component of lift and rudder side force will eliminate the sideslip. Raise the
dead engine for aileron control. Apply ailerons towards the functioning engine

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40). In severe cases from the above scenario (depending on the aircraft), how much can
the actual Vmc be increased by?
41). How can you counteract the effect of the naturally occurring sideslip during an
engine failure?
This can be done by banking to the opposite direction at an angle of 3-5 degrees. This creates a horizontal
force which counters the yaw motion towards the inoperative engine.
42). What are the three primary factors that lead to engine-out accidents?
Pilot error, Human factor related problems and improper procedures during engine out.
43). How does weight affect Vmc?

VMC increases as weight is reduced.
44). How does the Center of Gravity affect Vmc?

VMC increases as the center of gravity is moved aft.
45). When the landing gear is extended, how does it affect the engine out controllability
of the aircraft? How does this principal affect Vmc?
VMC increases when the landing gear is retracted. Extended landing gear aids in directional stability due to keel effect, which
tends to decrease VMC.
46). Even though weight may reduce Vmc, what are some of the significant
consequences of operating a heavily loaded aircraft during an engine out scenario?
Heavier aircraft has a greater momentum or inertia, hence the control surface will be less effective for heavier aircraft especially
when the engine is out and counter yaw and banking in the opposite direction is required to maintain straight and level. Easier to
stall for heavier aircraft as more speed is required to maintain straight and level flight increasing the stall speed.
47). How does power affect Vmc?

VMC increases with increase in power.
48). How does altitude affect Vmc and the stall speed for the aircraft?
VMC decreases with increase in density altitude.
49). What dangers occurs from the question 48?

Lesser rudder authority causing lesser directional control resulting in stalling of the aircraft.
50). What is the maximum bank angle suggested, when banking toward the operative
engine during an engine out scenario?
5 degrees

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SECTION 2 PA-44-180 General and Limitations
51). The fuselage of the Piper Seminole is known as what type of structure?
Semi-Monocoque Construction
52). List the following Seminole dimensions;

Wingspan: 38’ 6.6”
Length: 27’ 7.2”
Width of Tail plane: 10’ 0
Overall Height: 8’ 6”
Distance between Main Wheels: 10’ 6.5”
Wheelbase:
53). List the engine type for the Piper Seminole?

Normally aspirated, direct drive, air cooled, horizontally
opposed, carburetor equipped, four cylinder engine.
54). What is the rated Horsepower?
180 HP
55). What is the propeller type for the Seminole?
Constant Speed, hydraulically actuated, full feathering.
56). What is the maximum and minimum diameter for the propeller?
74" to 72"
57). What is the maximum fuel load? How much of this amount is usable?
Max Fuel Load : 110 US Gallons Usable Fuel Load: 108 US Gallons
58). List the acceptable fuel types.
100LL Aviation Fuel (Blue)
100 Aviation Fuel (Green)
59). List the oil quantity limits. What is MFC policy regarding oil quantity?
Max Oil quantity: 6 US Quarts Min Oil Quantity: 2 US Quarts
MFC’s policy however is to add a liter of oil when the dip stick is below 5 quarts.
60). List the following Seminole weights;
Max ramp weight: 3816 lbs
Max take-off weight: 3800 lbs
Max landing weight: 3800 lbs
61). What is maximum baggage weight?

200 lbs

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62). In accordance with the Canadian Aviation Regulations what are the approved
operations for the PA-44-180 Seminole?
Day VFR Night VFR
Day IFR Night IFR
63) Fill in the appropriate spaces on the following chart;
“V” speed Meaning KIAS KCAS

VNE Never Exceed Speed – do not exceed this speed in any operation. 202 194
VNO Max Structural Cruise – do not exceed this speed except in smooth air. Then only with Caution. 169 165
Manoeuvring Speed – do not make full or abrupt control movements above this speed. 3800 lbs 135 133
VA Speed Decreases with Weight. 2700 lbs 112 112
VFE Maximum Flaps Extended Speed. 111 109
VSO Vso Stall speed in the Landing Configuration. 55
VS1 Vs1 Stall Speed in a Specified Configuration, Flaps up for the Pa44-180. 57
Vx Best Angle of Climb – Both Engines Operating. 82
VX
VXSE Vxse Best Angle of Climb – One Engine Operating. 82
VY Vy Best Rate of Climb – Both Engines Operating 88
VYSE Vyse Best Rate of Climb – One Engine Operating 88 90

Intentional One Engine Inoperative Speed is a minimum speed selected by the manufacturer
VSSE for intentionally rendering one engine inoperative in flight for pilot training. 82
Selecting UP 109
VLO Maximum Landing Gear Operation Speed Selecting DOWN 140
VLE Maximum Landing Gear Extended Speed 140
Air Minimum Control Speed is the minimum flight speed at which the airplane is directionally controllable as
VMCA determined in accordance with Federal Aviation Regulations. Airplane certification conditions include one 56 63
engine becoming inoperative and wind milling; not more than a 5º bank towards the operative engine; takeoff
power on operative engine; landing gear up;flaps in takeoff position; and most rearward C.G. For the
Seminole this is a stalled condition.
(In reference to the airspeed indicator)
Colored Meaning Speed or Speed Range

Marking (KIAS)
Red Radial Line Never Exceed Speed 202
(Upper)
Yellow Arc Caution Range (Only in smooth Air) 169-202
Green Arc Normal Operating Range 57-169
Blue Arc One Engine Operating Best Rate of Climb Speed 88

White Arc Flap Operating Range 55-111
Red Radial Line
One Engine Operating Minimum Control Speed 56
(Lower)
65). What is maximum horsepower produced by the engines and at what RPM is it
achieved?
Maximum Horse power : 180 HP @ 2700 RPM

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66). What is the total fuel capacity?
Max Fuel Load : 110 US Gallons
67). What is the total useable fuel?
Usable Fuel Load: 108 US Gallons
68). What is the total unusable fuel amount?
Unusable fuel : 2 gallons

(With reference to the engine limitations)
Limitation Value (If there is a color marking also include here)

Max. Cylinder Head Temp. Red Line (maximum) @ 500ºF
Minimum Oil Pressure Red Line (minimum) @ 15 PSI
Maximum Fuel Pressure Red Line (maximum) @ 8 PSI
Oil Temp. (Normal Operation) Green Arc (normal operations) @ 75º - 245ºF
Maximum Gyro Suction 5.2 inches mercury
Max Fuel Pressure Red Line (maximum) @ 8 PSI
Max Engine RPM 2700 RPM
Max Manifold Pressure Full Throttle, varies with ambient conditions
Oil pressure caution range –idle Yellow Arc (caution range, idle) @ 25-60 PSI
Max Oil Temperature Red Line (maximum) @ 245ºF
Minimum Fuel Pressure Red Line (maximum) @ 8 PSI
Oil Pressure (Normal Operation) Green Arc (normal operations) @ 60-90 PSI
Max Oil pressure Red Line (maximum) @ 115 PSI
Alternator Output 60 Amperes
Max positive load factor -flaps up +3.8 G
Alternator Voltage 14 Volts
Max Demonstrated Cross-wind 17 Knots
Rear C of G limit at 3800 93.0 inches aft of datum
Forward C of G limit at 2800 84.0 inches aft of datum

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SECTION 3 PA-44-180 Normal and Emergency

Procedures.
70). From the diagram given below indicate what part of the aircraft is being checked
during the walk around at each numbered location. (Use the example as a guide for the
rest of the numbers listed)
Interior Inspection
71). During the Left Engine Nacelle Area inspection, list the areas to check and
associated detail found in the Aircraft Operation Manual;
Left Engine Nacelle Area:
i. Fuel : Sufficient, Cap Secure
ii. Nacelle : Secure, Covers Removed, No excessive Oil Leaks
iii. Oil : Sufficient, Cap Secure
iv. Intakes : Free of Obstructions
v. Propeller : Nicks Filed Out, No Oil Leaks, No Excessive Play
vi. Main Landing Gear : Proper Inflation (2.6”), No Leaks, Check Tire, Check safety pin
72). During the Tail Area inspection, list the areas to check and associated detail found in
the Aircraft Operation Manual;
i. Elevator : Free in Movement, Static Wicks Secure
ii. Nav Lights : Secure and Correct (White)
iii. Rudder and Rudder Trim Tab : Free in Movement and Secure

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73). When consulting the Normal Procedures checklist you will notice that several
sections make up the entire checklist (ex. Before Start is one). In the space give below list
all the remaining sections;
1) Engine Start Check 10) Cleared to Position
2) Starting Engines when Flooded 11) Climb Check
3) Starting Engines with External Power 12) Cruise Check
4) WARM-UP 13) Pre-Descent Check
5) After Start Check 14) In Range Check
6) Taxi Check 15) Before Landing Check
7) Engine Run-up Check 16) Final Check
8) Before Take-off Check 17) Procedures for Continuous Circuits
9) Holding Short Check 18) After Landing Check
19) Shut-Down Check
74). List the 12 checklist items that make up the Engine Start Check:
(Ex. #1. Mixture – Full Rich.)
1. Mixture : Rich 11. Propeller Areas : Clear
2. Propellers : Fine 12. Engine Starter :.Engage
3. Throttles : Set 13. Throttle : 1000 RPM
4. Carburetor Heat : OFF 14. Oil Pressure : Check
5. Cowl Flaps : Open 15. Repeat 10-14 for opposite engine
6. Fuel Selectors. : ON
7. Alternators : Confirm ON
8. Electric Fuel Pumps. : ON
9. Magnetos : ON
10. Prime Engine : As Required
75). What is the procedure used for Engine Priming during the Engine Start Checklist?
If the oil temperature is in the green arc, priming the engine will likely not be required. If the outside air
temperature is -15ºC or colder and oil temperature gauge is indicating zero it will likely require 5 – 10 pumps
(electric primers a count to 5).
76). What 3 system lights illuminate during the Annunciator Panel check contained in the
Before Start Checklist?
The Alternator, Vacuum, and Oil lights should be illuminated
77). What is the maximum amount of time that the engine starter should be engaged
during the Engine Start Check?
The engine starter must not be operated for more than 30 seconds total for repeated
starting attempts.
78). What is the purpose of Ground Leaning after the engines have started?
Mixtures are set here to the ground leaning position to prevent fouling of the spark plugs at idle
power settings.
79). After the engines have started, why are the electric fuel pumps turned off?
The electric fuel pumps are turned off to confirm that the engine pumps are
functioning. If an engine should quit with the electric pumps off, one can suspect the
main pump has failed.
80). During the Run-up Check, what checklist items must be completed for the first flight
of the day? As well, what is the MFC standard operating procedure with regards to
MULTI Training and these checklist items?
1) Throttles : 1500 RPM
2) Feather Check : Complete
Move the propeller lever to the feather position. As the RPM drops by 300 RPM, move the propeller lever back to the full
fine (forward) position. Maximum RPM drop should be no greater than 500 RPM, any greater drop could result in the
propeller actually feathering. Complete this check for each propeller, an RPM drop of less than 300 RPM is not enough to
indicate that the propeller will feather
3) Propellers : ExerciseThis check is done to circulate fresh, warm oil though the propeller hub. This procedure may be
completed individually or both at the same time. The check must be done by retarding each propeller lever until a 200 –
300 RPM drop is noted, then advancing the propeller lever to the full fine position. Repeat procedure three times
4). Governor Check : Complete

5) Fuel Selectors : Checked Page 13 of 61
Start this check with the left fuel selector by moving it to the OFF position, fuel pressure should begin to drop, once this
is noted, move the left fuel selector to the crossfeed position, you should notice the fuel pressure stabilizing, once noted
return the left fuel selector to the ON position. Ensure the left fuel pressure remains stable. Repeat check for right fuel
selector
81). During the Climb Check what items should be done from memory?
1. Flaps : Confirm Up
2. Gear : Confirm Up
3. Climb Power : 25”MP @ 2400 RPM Set Climb Power by first reducing the throttle to 25”MP and reducing the propeller
RPM with the propeller levers to 2400 RPM. Once RPM has been set a further adjustment to manifold pressure may be necessary.
4. Temperatures and Pressures : Green
82). What is a desirable descent rate to use during the descent?
500 ft/Minute
83). When approaching your destination airport, at what point should the In Range Check
be completed?
The in-range check should be completed 10 – 15 nm from either the airport or Approach
Fix (IFR) which ever applies
84). When should the Before Landing Check be completed?
This check should be completed either on downwind prior to turning base or 3 -5 miles from the threshold which ever applicable.
When conducting IFR flights this check should be completed as shown in the IFR Approach Profiles in Section 8 of the PA44
POH.
85). What is company policy with regards to continuous circuits?
Always do a STOP and GO
86). Why is it mandatory when doing continuous circuits to wait until the aircraft has
come to a complete stop?
The purpose behind this is to allow the pilot to give their full attention to the landing phase and to
prevent the pilot from accidentally reaching for the landing gear handle instead of the flap lever.
87). What verbal check must be done by the student and instructor prior to flap
retraction?
Student verbalise : “Retracting Flaps Confirm”
Instructor verbalise : "Confirmed"
88). If a “stop and go” is rushed or a “touch and go” is required due to traffic, what
procedure will be followed?
Instructor verbalise : “Retracting Flaps Confirm”
Student verbalise : "Confirmed"
89). When will the After-Landing Checks be completed?
Once the aircraft is off the runway or the instructor takes control, the after landing checks
will be initiated.
90). During the After-Landing Checks, why must the heater be selected to the fan
position if it was used for the flight?
To cool the heater before shutting it down.

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91). How would you determine that the aircraft had a Live Magneto during the Shutdown
Check?
If the engine does not quit for the moment the magnetos were off, one or both of the magnetos
was not grounding out.
92). List the procedure for starting a flooded engine:

1. Mixtures : idle cut off 7. Starter : engage
2. Throttle : open full 8. Throttle : retard
3. Propeller : full forward 9. Mixture : advance
4. Master switch : ON 10. Oil pressure : check
5. Ignition switch : ON
6. Electric fuel pump : OFF
93). List the procedure for Starting Engine with External Power:
1. Master switch : OFF
7. External power plug : disconnect from fuselage
2. All electrical equipment : OFF
8. Master switch :
3. Terminals : connect
9. Oil pressure : check
4. External power plug : insert in fuselage
10. Right engine : restart
5. Proceed with normal start
6. Throttles : lowest possible RPM
WARNING
Shutdown the right engine when it is warmed prior to disconnecting the external
power plug.
94). Which engine should be shutdown before disconnecting the external power plug?
Shutdown the right engine when it is warmed prior to disconnecting the external
power plug.
95). How should the Emergency Procedure Checklist be used?
The E.P. Checklist is broken down into two types of checks, Memory (Critical) Items and Non-Memory (Non-Critical)
Items. The items that are found inside a box are Memory Items and are to be done from memory. When the drill has
been completed and time permits you should then refer to the checklist to ensure that no items were missed. Items
on the E.P. Checklist that are not inside a box are Non-Memory items and if encountered are to be done by referring to
the checklist. As well there are checks that incorporate the two methods, for example the checklist may start off as a
memory drill and then finish up as a non-memory drill.
96). List the Emergency Procedure to be used for an Engine Fire During Start:
1) Mixture : ICO 10) If fire continues abandon the aircraft
2) Throttle : Open 11) Checklist complete
3) Crank Engine
4) If Fire continued Abandon Aircraft
5) Check list : Complete
6) Ignition : Continue Operating
7) Engine : Keep running
8) Fuel Selector Valve : Off
9) Mixture : ICO
97). When dealing with Engine Failure procedures and Practice Drills what is meant by
“Control, Power, Drag”?
Control is the most important thing in any procedure- FLY THE AIRPLANE.
Power means to apply full power to both engines by first ensuring the mixtures are full rich, the propellers full fine and the throttles full
forward
Drag refers to first of all “retracting flaps and landing gear on schedule” *, and then verifying that the failed engine has been detected
by retarding that engine’s throttle to idle. If no change in performance occurs when the throttle is retarded, the correct engine has
been identified. If it is elected to shut down the failed engine, its propeller lever can now be moved to the feather position. It is
IMPERATIVE to ensure that the correct engine has been feathered; there may not be time to be given a second chance
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98). How is the “Critical Phase of Flight” defined with regards to an engine failure?
“Critical Phase of Flight” can be defined as any of the following situations:
1. Immediately after takeoff prior to reaching a safe altitude,
2. In a go around prior to reaching a safe altitude,
3. On an IFR approach when the airplane is in the procedure turn or closer to landing, or when
on vectors on the base leg vector or closer to landing,
4. On a VFR approach where the airplane is at or below 1000' AGL,
5. Any other situation of flight where time does not allow the luxury of attempting a restart.
In the case of “1” or “2” above, the safe altitude the airplane must reach will vary with weight, altitude,
temperature and obstacles. As any of these factors increase, the safe altitude will increase.
99). What is meant by “Retracting flaps and gear on schedule”?

The term “retracting flaps and gear on schedule” means that flaps are retracted only at safe
airspeeds to avoid stalling and the landing gear is only retracted when the airplane is climbing. If a
descent is indicated, the landing gear must be left down so that if runway contact is made, it is not made
by the belly or wings.
100). List the drill for Engine Failure during T/O (below 75 KIAS):
Adequate Runway
3) Master Switch : OFF
1) Throttles : Closed
4) Fuel Selector Valve : OFF
2) Stop : Straight Ahead
5) Continue Straight Ahead Avoiding Obstacles
Inadequate Runway
6) Checklist : Complete
1) Throttles : Close
2) Brakes : Apply Maximum Braking
101). List the drill for Engine Failure during take-off (T/O) (75 KIAS or above):
Adequate Runway 3) Gear Selector : Up
1) Throttle : Closed 4) Airspeed : 88 KIAS
2) If Airborne : Land 5) Inoperative Engine : Identify
3) Stop : Straight Ahead Dead Foot – Dead Engine
Inadequate Runway Remaining / 6) Throttle Inoperative Engine : Retard / Verify
Decide to Continue Check to see that the tachometer corresponds with the Dead Foot, if they correspond retard that
1) Heading : Maintain throttle and if there is little or no change in yawing and sound you have verified the correct engine.
2) Pitch Attitude : Establish Climb 7)Inoperative Engine : Feather
Approximately 7º Nose Up. 8)Mixture : ICO
9)Checklist : Complete
102). If you have an Engine Failure below VMC, what procedure should be followed and
list that procedure below?
After control of the airplane is re-established, the Engine Failure Drill can be completed
followed by the next applicable drill as conditions warrant.
1) Rudder : Apply to Operative Engine
2) Throttles (both) : Retard to Stop Turn ,This will reduce the yaw toward the failed engine and regain directional control.
3) Pitch Attitude : Lower Nose to Accelerate above 56 KIAS,This will allow the aircraft to accelerate and regain directional control.
4) Operative Engine : Increase Power as Airspeed Increases above 56 KIAS , Smoothly increase power but be sure that you have enough
airspeed in order to maintain directional control. If Altitude and Time permits, attempt a restart. If not, see feathering inoperative engine.
103). List the procedure to be followed during an Engine Failure in Flight (Level at
Cruise altitude):
Maintain Direction and Airspeed : 88 KIAS (Never below 82 KIAS)This does not mean that you have to slow down to 88 KIAS. If you are
able to maintain altitude at a higher airspeed then do so. Also never fly below 82 KIAS because it will be of no advantage, in fact it could be
hazardous.
1) Mixtures : Forward
2) Propellers : Forward
3) Throttles : Forward, Mixture, Propellers, and Throttles must go to the forward position to achieve maximum power.
4) Flaps : Retract, Smoothly retract the flaps to reduce drag.

5) Gear Selector : Retract ,In order to reduce drag.
Inoperative Engine : Identify Dead Foot – Dead Engine
6) Throttle Inoperative Engine : Retard / Verify
Check to see that the tachometer corresponds with the Dead Foot, if they correspond retard that throttle and if there is little or no change in yawing
and sound you have verified the correct engine.
7) Check for Fire If there is a fire immediately proceed with the Engine Fire in Flight. If there is no fire then decide to proceed with the Restart
Inoperative Engine or Feather Inoperative Engine check

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104). During the above procedure how would you verify that you have identified the
failed engine?
Check for Fire If there is a fire immediately proceed with the Engine Fire in Flight. If there is no fire then decide to proceed
with the Restart Inoperative Engine or Feather Inoperative Engine check
105). List the “Memory” section of the Feather Inop Engine:

1) Throttle : Retard to VERIFY
2) Prop control of inop. Engine : FEATHERABOVE 950 RPM
3) Mixture : ICO
4)Trim : 3°-5° OF BANK BALL 1/2 OUT
106). List the Engine Fire in Flight drill:5) Cowl Flap : OPEN
Affected Engine: 6) Recheck for Fire
1) Fuel Selector : OFF 7) If Fire Out : Complete Feather Checklist
2) Throttle : CLOSED If Fire Persists
3) Propeller : FEATHER 8) Airspeed : INCREASE (in attempt to blow out fire)
4) Mixture : ICO 9)Land as soon as possible at the nearest suitable airport
107). When would you be able to use the Restart Inop Engine check?
When the airplane has experienced an engine failure and the ENGINE FAILURE IN FLIGHT
check has been completed everything is under control, maintaining altitude, heading and
an airspeed at or above Vyse. Engine was not shut down due to an engine fire.
108). How many attempts should be made to restart an engine (air start) before it is
secured and no further attempts to restart are made?
3 Attempts
109). What is the approach speed and flap setting during a Single Engine Landing?
Speed to be not below 90 Kts and flaps to down 25 degrees.
110). List the procedure to be followed for Manual Extension of Gear:

1) Airspeed : 100 KIAS MAX, If above 100 KIAS the gear will not be able to free fall into the locked position.
2) Gear Selector : Down
3) Emergency Gear Extension Knob : Pull , This is an orange knob with a wire lock that slides down and then the
knob can be pulled out. It has to be pulled out approximately 4” before the gear will extend.
4) Indicator Lights : 3 Green , This is completed when the pilot checks and states “3 green and 1 in the mirror”.
5) Emergency Gear Extension Knob : Leave Out
111). Where is the emergency gear extension knob located, and how far does it have to be
pulled out before the gear will extend?
This is an orange knob with a wire lock that slides down and then the knob can be pulled out. It has
to be pulled out approximately 4” before the gear will extend.

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112). List the procedure for a Propeller Over-speed: (Indicate, which are memory items)
1) Throttle : Retard
2) Oil Pressure: Check
Check to see what the status is. Usually the engine oil pressure reading is a good indication of the
propeller hub oil pressure.
3) Propeller Control: Full Decrease RPM, Set if Control Available
4) Airspeed : Reduce
This will help to slow the propeller down if the prop is un-responsive to the above.
5) Throttle : As required to remain below 2700 RPM
113). List the Electrical Failure checklist for both Seminoles (GQQQ and GMFC):
If ALT LIGHT is illuminated on annunciator panel:
1) Ammeters : Check to determine Inop Alternator (s)
If one Ammeter shows Zero
2) Inoperative Alternator : OFF
3) Electrical Load : Reduce non-essential Loads
4) Inoperative Alternator Circuit Breaker: Check and Reset
5) Inoperative Alternator : ON
If Load is not restored
6) Inoperative Alternator : OFF
7) Electrical Load : Re-establish loads as needed
If Both Ammeters show zero
8) Both Alternators : OFF, reduce non essential loads
9) Electrical Load: Reduce
10) Alternator Circuit Breakers : Check and Reset
11) Alternators : ON, one at a time
12) Lower Load Alternator : ON
13) Higher Load Alternator : OFF
14) Electrical Load: Re-Establish (Max 60 amps)
If Alternator Output is Not Restored
15) Battery Switch : OFF
16) Alternator Switches : ON, one at time
If one or both Alternator Output are Restored
17) Electrical Loads : Reduce to Minimum
If Alternator Output is STILL NOT restored
18) Alternator Switches : OFF, reduce to minimum electrical load
Land as soon as practical
114). Where is the Emergency Exit located?
An emergency exit is integral with the structure surrounding the first side window
on the left side of the aircraft.
115). How is the Emergency Exit used?

The emergency exit release handle is located beneath the thermoplastic cover on the vertical post
between the first and second left side windows . To operate the window remove the Velcro attached cover
and move the latch beneath forward and downward. The latch is safety wired but can be broken with
minimal force. Once the latch is in the forward and down position, the window can be pushed out.
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SECTION 4 PA 44-180 PERFORMANCE
The following section will incorporate the usage of all the performance graphs.
For the purpose of this manual, keep all works as this will save time if the instructor asks
to see them. This way you do not have to spend briefing time working out numbers for
the charts.
Refer to the appropriate Performance Graph at the end of this section.
116). What is the fuel consumption for 65% power, Pressure Altitude of 6000 ft,
temperature –6ºC, and Gross weight (3800 lbs)?
10.3 Gph per engine. Total is 20.6 Gph
117). What is the CAS if the IAS is 78 knots, flaps up?

81 Kts
118). What is the stall speed with 40º angle of bank, flaps up and an aircraft weight of
3500 lbs?
65 Kts KIAS
119). What is the Normal Procedure take-off ground roll for a field with a pressure
altitude of 4000 ft, temperature of +20ºC, aircraft weight of 3000 lbs and a 5 knot
tailwind?
1500 ft
120). What is the take-off distance, over a 50 ft obstacle, Short Field Effort at a field
elevation of 2350 ft, altimeter setting of 28.91, temperature of +8ºC, with the aircraft at
gross weight, in a no wind condition?
2300 ft

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121). From the previous question, what will be your lift off speed and your barrier speed?
Lift off Speed : 70 Kts

Barrier Speed : 75 Kts
122). On the same performance graph, what does the shaded area represent?
Best one engine inoperative rate of climb is less than 50 ft/min if Take off weight is in the
shaded area.
***For the next question, use the information from Question 120. ***
123). On a Short Field Effort, how will the use of flaps effect:
a). Your Ground Roll?

It reduces the ground roll.
b). Your distance over a 50 ft barrier?
It reduces the take off distance by 300 feet.
c). By how many feet will it change each one?
It reduces ground roll by 500ft and the take off distance over a 50 ft barrier by 300 ft.
d). Which one is the best? (Flap or No Flap)
Having flaps is good.
124). What will be your average rate of climb from a pressure altitude of 8000 ft to
10,000 ft, if the temperature at 8000 ft is +10ºC and your weight is 3600 lbs, with the
gear down?
360 ft/min @ 10000 ft
520 ft/min @ 8000 ft
Average is 440 ft/min

125). With the same conditions as above, what will be your rate of climb on one engine,
with the gear down?
2 Engines 440 ft/min so one engine is 220ft/min
126). Calculate the Fuel, Time, and Distance to climb from a pressure altitude of 2000 ft
at a temperature of +20ºC to a pressure altitude of 8000 ft and a temperature of 0ºC.
Fuel : 3 Gallons
Time : 6 Min
Distance : 10 Nm COPYRIGHT @ MONCTON FLIGHT COLLEGE
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127). What will be your power setting for best fuel consumption at a pressure altitude of
6000 ft and a temperature of –9ºC?
2100 rpm @ 99 % Bhp @ 55% rated power with a manifold pressure of 20.09 at a fuel consumption of
9.3gph
128). From the previous question explain why you chose that RPM setting.
The chosen rpm setting gives the lowest noise and vibration for that given power setting.
129). What will be the TAS at a pressure altitude of 4000 ft, standard temperature, 65%
power, mixture leaned to peak E.G.T.?
149 Knots
130). How would a 3 blade propeller effect the TAS on a Piper Seminole based on the
previous question?
It reduces the airspeed by 5 % from the true air speed.
131). What is the maximum range and maximum endurance at 55% power, a pressure
altitude of 4000 ft, standard temperature, with a 45 minute reserve included in both
cases?
Range : 840 Nm
Endurance : 6 Hrs 18 Min
132). Calculate the Fuel, Time, and Distance to descend from a pressure altitude of
10,000 ft to an airport that has a field elevation of 4000 ft, an altimeter setting of 30.42,
and a field temperature of +20ºC.
Fuel Taken : 2 Gallons
Time : 17 Min
Distance : 40 Nm
133). What would be the landing roll, and the landing distance over a 50 ft barrier at sea
level, +13ºC, an aircraft weight of 3500 lbs, with indicated winds of 225º magnetic at 17
knots. The active runway is 29.
Landing ground roll : 460 ft
Landing Distance : 1240 ft
134). If the aircraft were equipped with heavy-duty breaks, how would it effect the
landing distances calculated from above?
Heavy Duty breaks reduce the total landing distance by 15% and ground roll by
35% if the optional landing gear heavy duty group 1 is installed.
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135). Based on question 133, what is the crosswind component for runway 29? Is it
within the maximum demonstrated crosswind component?
18 Knots. Nope it is not in the limits of the demonstrated cross wind capability.

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Figure 1- Airspeed Calibration at 3800 Pounds

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Figure 2-Stall Speed Versus Angle of Bank

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Figure 3- Normal Procedure- Accelerate Stop Distance- STANDARD BRAKES

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Figure 4- Short Field Effort- Accelerate Stop Distance- STANDARD BRAKES

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Figure 5- Normal Procedure- Takeoff Ground Roll- Flaps 0°

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Figure 6- Normal Procedure- Takeoff Distance Over 50' Barrier- Flaps 0°

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Figure 7- Short Field Effort- Takeoff Ground Roll- Flaps 0°

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Figure 8- Short Field Effort- Takeoff Over 50' Barrier- Flaps 0°

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Figure 9- Short Field Effort- Takeoff Ground Roll- Flaps 25°

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Figure 10- Short Field Effort- Takeoff Over 50' Barrier- Flaps 25°

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Figure 11- Climb Performance- Both Engines Operating- Gear Down

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Figure 12- Climb Performance- Both Engines Operating- Gear Up

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Figure 13- Climb Performance- One Engine Operating- Gear Up
With the same conditions as above, what will be your rate of climb
on one engine,
with the gear down?

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Figure 14- Fuel, Time and Distance to Climb

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Figure 15- Fuel and Power Chart- Lycoming 0-360 Engine
What will be your power setting for best fuel consumption at a

pressure altitude of
6000 ft and a temperature of –9ºC?
128). From the previous question explain why you chose that RPM
setting.

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Figure 16- Speed Power

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Figure 17- Range- Standard Temperature- Performance Cruise

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Figure 18- Range- Standard Temperature- Economy Cruise

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Figure 19- Endurance- Performance Cruise

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Figure 20- Endurance- Economy Cruise

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Figure 21- Fuel, Time and Distance to Descend

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Figure 22- Short Field Effort- Landing Ground Roll- STANDARD BRAKES

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Figure 23- Short Field Effort- Landing Over 50' Barrier- STANDARD BRAKES

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Figure 24- Crosswind Component Calculation Graph

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SECTION 5 PA 44-180 WEIGHT and BALANCE
136). In your opinion what is the purpose of a Weight and Balance?

Compliance with the weight and balance limits of any airplane is critical to flight safety. Operating
an airplane above the maximum weight limitation compromises the structural integrity of the
airplane and adversely affects its performance.
137). What type of stall characteristics can be expected when an aircraft is loaded in such
a manner that will give it a forward center of gravity?
Forward CG will have a higher stall speed which essentially is not good for the aircraft as it is
easier to stall but it is easier to recover from stall if the aircraft experiences any..
138). What type of stall characteristics can be expected when an aircraft is loaded in such
a manner that will give it an aft center of gravity?
Aft CG will have a lower stall speed and the aircraft has a natural nose up tendency. It is harder to
recover from stall if the aircraft experiences any.
139). How much fuel will the Piper Seminole burn per hour? (List standard SOP value)
Use a standard value of 21.0 gallons per hour
140). How much fuel should be allotted when calculating the weight and balance if the
cabin heater is in use?
0.5 Gallons per hour additionally so the total fuel burn will be 21.5 Gallons per hour now.
141). Define “Center of Gravity”.
It is defined as the point where the total weight of an aircraft acts upon.
142). Define “Datum Point”.

In an aircraft, datum line is an imaginary vertical plane or line from which all horizontal
measurements of arm are taken, generally for balance purposes.
143). Define “Moment”.
Moment is force that causes or tries to cause an object to rotate. In aviation, moment is used to
calculate Centre of Gravity (CG) and is derived by multiplying the weight of an item by its arm
144). Define “Useful Load”.
The weight of the pilot, copilot, passengers, baggage, usable fuel, and drainable oil. It is the
basic empty weight subtracted from the maximum allowable gross weight.
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145). Calculate the following weight and balance on the Weight and Balance sheet:
Aircraft: CG-MFC
Pilot: 195 lbs.
Front Passenger: 205 lbs.
Back Passengers: 180 lbs each.
Baggage: 65 lbs
Fuel: 90 gallons.
Weight Arm Moment
EMPTY WEIGHT
Seminole C-GMFC 2533.05
85.7 217084.32
or 86.95
Seminole C-GQQQ 2542.8 221108.73
PLUS: First Row Passengers 80.5
400 32200
PLUS: Second Row Passengers 118.1
360 42516
PLUS: Baggage 65 142.8
9282
EQUALS: Zero Fuel Weight (No Limit)
3358.01 89.66 301082.32
PLUS: Departure Fuel 95
540 51300
EQUALS: Ramp Weight (Max 3816)
3898.01 90.4 353382.32
± ADJUSTMENT TBA
-82.01 95 (Fuel) 7790.95
EQUALS: Ramp Weight (Max 3816)
3816 90.563 345591.37
MINUS: Taxi Burn 95
16 1520
EQUALS: Takeoff Weight (Max 3800)
3800 90.54 344071.37
MINUS: Enroute Burn 95
-240 22800
EQUALS: Landing Weight
3560 90.244 321271.37

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146). Based on the previous question where does the Center of Gravity lye on the C of G
range and balance chart? (Show on the chart below)

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SECTION 6 PA 44-180 Systems
147). Is the structure of the Piper Seminole designed to handle any aerobatic loads?
Negative
148). On what page does the Moncton Flight College Aircraft Operating Manual make
reference to this?
Page 153
149). What is the basic airframe of the Piper Seminole made from?
The fuselage is a semi-monocoque structure
150). What are some purposes of the rear spar besides taking the torque and drag loads
that are produced in flight?
The rear spar, in addition to taking torque and drag loads, provides a mount for flaps
and ailerons.
151). How is “Rudder Effectiveness” increased?

By increasing the Airspeed
152). If a problem occurs with the electric trim at what airspeed will a safety mechanism
disengage the electric trim system?
A safety mechanism in the electric trim disables the system when airplane speed exceeds
roughly 169 KIAS.
153). What are the listed procedures in the AOM that should be followed to correct or
stop an electric trim runaway?
In the event of a trim runaway, the pilot should grasp the manual trim wheel to stop the motion
and then disable the system with the panel mounted switch or the circuit breakers.
154). Which Seminole, CG-QQQ or CG-MFC has an Interlocked Master and Alternator
switch?
CG-MFC
155). What is the principle of operation for the Pa 44 180 Landing gear?
Usage of hydraulics to extend landing gear.
156). Is the electrical system in the Seminole protected by fuses or circuit breakers?
Both

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157). What is the purpose of an ammeter?
Measure the flow of current in an electrical system
158). Does an alternator or a generator supply electrical power to this aircraft?
Engine driven alternator
159). How will an alternator/generator failure be indicated on an ammeter?
It shows zero
160). What is the purpose of the battery?

Powering up the electrical system or for the initial start of engine before taken over by engine
driven alternator.
161). Where is it located in the aircraft?
The battery, which is located in the nose section.
162). If a circuit breaker pops in this aircraft, what procedure should be followed to reset
it?
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 if necessary to shed electrical loads under
some circumstances.
163). Is there a maximum number of times that you should attempt to reset a circuit
breaker?
If circuit breaker is popped, try resetting. If the CB pops again do not attempt another reset.
164). Is the Piper Seminole equipped with a carburetor or does it incorporate a fuel
injection system?
Carburetor
165). How many fuel tanks are incorporated into the aircrafts design?
Two 55 gallon fuel tanks, one in each nacelle
166). How much fuel can each tank hold?
55 Gallons
167). Is there an unusable amount of fuel in each tank? If so what is the volume in
gallons?
Yes and one gallon per tank
168). What is the minimum allowable grade of fuel that you can use in this aircraft? What
color dying agent is it?
The minimum fuel grade is 100/ 130 octane. 100LL Aviation Fuel (Blue)100 Aviation Fuel (Green)
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169). Is there a recommended fuel management procedure in the aircraft operating
manual? If so what is it? Cruise Flight
When using fuel from tank on the same side as 3) Electric Fuel Pumps : OFF
the operating engine: 4) Fuel Selector (Oper. Engine) : Cross feed
1)FuelSelector(Oper.Engine) : ON 5) Fuel Selector (Inop. Engine) : OFF
2)Fuel Selector (Inop. Engine) : OFF 6) Electric Fuel Pumps : OFF
170). Is there fuel pumps incorporated into the Seminole fuel system?
Yes
171). If so what is the purpose of the fuel pump?

Fuel is supplied to the engines through engine-driven fuel pumps. Auxiliary
electric fuel pumps serve as a back-up feature.
172). What is the principle of operation of the fuel pumps on this aircraft?
Engine driven fuel pumps pump fuel to the engine.
173). Where are the fuel vents located and what is their purpose?
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.
174). Where are the fuel drains located on this aircraft? Is there a recommended
procedure as to when to check them?
A fuel drain is provided for each half of the fuel system. The fuel drains are located on the right
side of the fuselage just forward of the entrance step. Before each flight, fuel must be drained
from the low points in the fuel system to ensure that any accumulation of moisture or sediment is
removed from the system.
175). Describe what you are looking for when you check the fuel system?
Check to ensure that any accumulation of moisture or sediment is removed from the system.
176). What are the three possible conditions that could exist if 1, 2, or 3 of the landing
gear lights do not illuminate?
Gear is not locked, Indicator malfunction, Bulb maybe blown.
177). When will the gear warning horn activate? (List all conditions)
The gear is not locked down and the manifold pressure has fallen below 14 inches on either one or both
engines.• The gear selector switch is in the UP position when the airplane is on the ground.• The gear
selector switch is in the UP position and wing flaps are extended to the second or third notch position
178). What is the range of motion through which the PA 44 180 nose wheel is steerable?
30 degrees steerable
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179). Explain how the landing gear system operates for the Piper Seminole.
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.
180). If a you were to experience a landing gear failure, explain the procedure that should
be followed.
Navigation Lights (daytime) : OFF, If the navigation
Circuit Breakers : Checked, If circuit breaker is popped, try resetting. If the CB lights are on it will dim the three green lights, and
pops again do not attempt another reset. during the day it will be impossible to confirm that
Master Switch : ON the landing gear are down and locked.
Alternators : Checked, Check to see that they are on, and confirm they are If gear down and locked : Checklist Complete
functioning by looking at the ammeters. If gear not down and locked : Continue Checklist
181). List the procedure to be followed to manually extend the landing gear?
Airspeed : 100 KIAS MAX, If above 100 KIAS the gear will not be able to free fall into the locked position. This is completed when the pilot checks and
Gear Selector : Down states “3 green and 1 in the mirror”.
Emergency Gear Extension Knob : Pull, This is an orange knob with a wire lock that slides down and Emergency Gear Extension Knob : Leave Out
then the knob can be pulled out. It has to be pulled out approximately 4” before the gear will extend. Checklist : Complete
Indicator Lights : 3 Green
182). If the landing gear does not extend and lock after you complete the procedure from
question 181, what should you try next?
Navigation Lights (Daytime) : OFF
If above 100 KIAS the gear will not be able to free fall into the locked position.
Gear Selector : Down
Day/Night Dimmer switch : DAY Emergency Gear Extension Knob : Pull
Circuit Breakers : Checked Indicator Lights : 3 Green
Master Switch : ON Emergency Gear Extension Knob : Leave Out
Alternators : Checked Checklist : Complete
Airspeed : 100 KIAS MAX
183). Is it possible to retract the landing gear manually?
Yes
184). After you have done a manual gear extension, is it advisable to retract the gear
through the normal procedure?
Negative
185). Should a landing gear light fail to illuminate, what procedure should you follow?
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.
186). Explain the operation of the landing gear warning system?
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 90 cycles per minute beeping sound.
187). What is the purpose of cowl flaps?
Cowl Flaps may have to be left open during the flight to provide sufficient cooling.

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188). How are the cowl flaps controlled?
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.
189). When should the cowl flaps be opened?
More than 180 degrees farenheight
190). What type of propeller system is associated with this aircraft?

Constant speed, controllable pitch and feathering Hartzell propellers are installed as
standard equipment.
191). Explain how it works?

The propellers mount directly to the engine crankshafts. Pitch is controlled by oil and nitrogen pressure. Oil pressure sends a
propeller toward the high RPM or un-feather position; nitrogen pressure and a large spring sends a propeller toward the low
RPM or feather position and also prevents propeller over-speeding.
192). Which instrument do you use to set the propeller?
Governor
193). When adjusting the throttle levels, which instrument will you be referencing?
RPM Gauge
194). What is the purpose of the propeller governor?
Ensure a constant rpm setting is achieved for whatever stage of flight.
195). If the oil pressure to the propeller governor is cut off, what pitch setting will the
propeller go to in this aircraft?
Full Feather
196). When wishing to decrease power, which control do you move first, the throttle or
the propeller control?
Propeller control
197). Based on the above question, which would you move first to increase power?
Propeller control too
198). What instruments are run of the pilot-static system?
The pitot static system supplies both pitot and static pressure for the
airspeed indicator and static pressure for the altimeter and vertical speed indicator.
199). Which instruments are run from the vacuum system?

All the air driven gyro instruments

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200). Where is the annunciator panel located?

Near to the centre top of the instrument panel to the upper left of the radios is an
annunciator panel
201). How do you check it and what systems does it provide a warning for?
Oil pressure, gyro vacuum and alternator lights, and incorporating a press-to-test feature.
202). Describe how the heater works?

Heated air for cabin heat and windshield defrosting is provided by a Janitrol combustion heater located in the forward
fuselage . Air from the heater is distributed by a manifold to the ducts along the cabin floor to outlets at each seat and to
the defroster outlets. Operation of the combustion heater is controlled by a three-position switch located on the
instrument panel (see detailed drawing of the heater control panel, and labelled FAN, OFF and HEATER. Airflow and
temperature are regulated by the three levers on the instrument panel.
203). How does the stall warning horn work?
An approaching stall is detected by a stall warning system when the airplane is between
five and ten knots above stall speed. The system activates a horn located behind the
instrument panel. Mild airframe buffeting and gentle airplane pitching is likely to
accompany the stall. The stall horn is different from the landing gear horn in that it is a
constant tone as opposed to a 90 cycle per minute beep for the landing gear warning.
The system is activated by one of two wing mounted lift detectors located on the leading
edge of the left wing, outboard of the engine nacelle. The inboard detector is active when
the flaps are set to 25 or 40 degrees and the outboard sensor is active in flap positions of
zero and ten degrees. A squat switch in the stall warning system prevents operation of
the system on the ground.

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Section 7 PA 44-180 Flight Profiles
204). List the estimated power setting summary for the Seminole;
Phase of Flight MP RPM Desired IAS
Take-off Full Power Full Forward Rotate 75
Climb 25 2400 100
Cruise (65%) @ 4000 ft PA 23 2200 POH
Cruise Descent 25 2200 Max 160
Normal Descent As required 2200 120
205). List the procedure to be followed for a normal take-off?

1) Gear Up
2) Flaps up
3) Accelerate to 100 Kts
206). List the procedure to be followed to achieve flight at reduced airspeed?

Reduce power to 13 to 15” MP Entry Proc:
HASEL Checks Landing Configuration
- Adjust attitude to maintain altitude 1. Reduce power to 13 to 15” MP
1. Gear – Down
- Adjust Props to Full Fine prior to 100 KIAS 2. Adjust attitude to maintain altitude
2. Flaps – 2 Notches
- Adjust power and trim for 72 KIAS 3. Adjust Props to Full Fine prior to 100 KIAS
3. Power – Increase (Approx 2’MP)
- Reduce power to 13 to 15” MP 4. Adjust power and trim for 72 KIAS
- Adjust attitude to maintain altitude
- Adjust Props to Full Fine prior to 100 KIAS
- Adjust power and trim for 72KIAS
207). What is a HASEL check?
Height – sufficient to be sure of recovery by the base height which is normally 1,000 ft
Airframe – correctly configured for the maneouvre, e.g. flaps up, windows closed, correct fuel tank selected perhaps booster pump on
Security – straps tight and locked, no loose articles
Engine – T’s and P’s good, mixture appropriately set for lowest anticipated height
Location – Not in or near controlled airspace, not above built up areas, a suitable location
Lookout – a proper lookout to ensure no collision risk will occur. This normally involves a minimum of a 180 degree turn or 2x 90 degree turns.
208). List the procedure for a stall in cruise configuration?

HASEL Checks Reduce power to 13 to 15” MP 5. Adjust attitude to maintain altitude and Recovery Procedure:
- Adjust attitude to maintain altitude listen for the Stall Warning Horn to 1. Lower nose to cruise attitude to break
- Adjust Props to Full Fine prior to 100 KIAS sound the Stall
- Adjust power and trim for 72 KIAS 6. Continue until the Buffet / Stall (which 2. Full Power
- Reduce power to 13 to 15” MP is indicated by a loss of altitude or nose 3. As speed increases (+75 KIAS) adjust
- Adjust attitude to maintain altitude drop) attitude to stop the decent and
- Adjust Props to Full Fine prior to 100 KIAS 4. Climb back to safe altitude
- Adjust power and trim for
209). List the procedure to be followed while completing a simulated engine failure in
Initial Procedure:
cruise? 4. Identify the Failed Engine
7a. If there is a FIRE: If Fire Out:
1. CONTROL • Dead foot = dead engine • Complete Feather Inop
Affected Engine:
• Apply rudder and aileron to maintain directional control 5. Verify the Dead Engine Engine Checklist
• Fuel Selector - Off
• Control airspeed (not below 88 KIAS) • Retard the Throttle of the If Fire Persists:
• Throttle - Closed
2. POWER suspected dead engine • Increase Airspeed
• Propeller - Feather
• Mixtures - Full forward • If correct, there should be no (Emergency Descent)
• Mixture - ICO
• Propellers - Full forward major change in yaw or sound • Land as soon as possible
• Cowl Flap - Open
• Throttles - Full forward 6. Check for FIRE
• Recheck for FIRE
3. DRAG
• Flaps - Retract
• Gear - Retract
210). As above, list procedure for engine failure in a steep turn?

Page 56 of 61
211). As with question 209, list procedure for the engine failure in the overshoot?
OVERSHOOT EF in Overshoot Proc:

NORMAL APPROACH
1. Full Power 1. Control Aircraft – (Lower nose to maintain Vyse)
- Before Landing Check
2. Attitude – pitch for Normal Climb Attitude (100 KIAS) 2. Confirm Flap & Gear – UP
- Gear Down and 25 degrees Flap
3. Flaps – Up 3. Identify, Verify and Feather Dead Engine
- Airspeed between 90 and 100 KIAS
4. Gear Up (Once there is a positive rate of climb 4. Attitude – Adjust to maintain Vyse
5. Declare Emergency
212). List the procedure for circuits?

Circuit Entry (Downwind 1000 FT AGL Minimum) Base Leg 500’ to 800’ AGL Landing Assured
Power – As Required for 100 to 120 KIAS Flaps 25 degrees On Base to Final Turn Airspeed – Slowing to 80 KIAS Full Flaps (light
Before Landing Checklist – Complete by mid Airspeed 100 slowing to 90 KIAS • Final Checks complete winds)
downwind Sink Rate – Establish at 500 to 600 • Airspeed – 90 KIAS (+) Increase Airspeed by + ½ wind (or gust)(10
FPM kts max)
Or Airspeed 90 kts with 2 notches of flap
Confirm Final Checklist Complete
213). Describe the procedure you would follow when doing a simulated single engine
landing? 600’ to 800’ AGL Flare and Landing
Circuit Entry: Touch Down
On Base to Final Turn Flare at appropriate altitude
Consult EP Checklist – One Engine Inoperative Brakes – As Required
• Final Checks complete Reduce Power to idle
Landing for suggested speeds and flaps Allow aircraft to settle onto the
• Airspeed – 100 KIAS
runway
BEFORE LANDING CHECKS (Must be done PRIOR to starting Landing Assured (due to faster approach speed the
final decent for the runway) Airspeed – 100 KIAS flare
Landing Gear - Down 2 notches of flap will need to be held longer to allow for
Airspeed slowing to 100 KIAS Confirm Final Checklist Complete the speed to slow down)
214). What manifold pressure setting should be used if able, to save the good engine?
- Set 25”MP
215). How can you expect the instructor to simulate a gear failure?

Page 57 of 61
Section 8 General Questions/True or False
216). Why is Workload Management so important for a multi-engine pilot?

As a pilot, we know excellent Workload Management skills give us the cognitive space, or “
thinking time” to resolve whatever we encounter in the air. This gives us the ability to use our
resources available, for example fuel, time, altitude and crew training to overcome unexpected
challenges in the air.
217). Why is Situational Awareness so critical for a multi-engine pilot?
Situational awareness is an important part of this process because the more the pilot accurately
anticipates the situation, the more efficient they will be in responding to unexpected occurrences.
Without complete and accurate situational awareness, a pilot’s decision-making will be severely
hindered especially in a multi engine plane where there are a lot of procedures involved.
218). What could be wrong in the following situation;
During an engine start sequence, with the starter engaged, the engine shows no
sign of life…. when you finally decide to give up and release the starter switch the engine
fires.
Faulty ignition switch
219). IF you notice decreasing oil pressure, what will be your initial actions?
Oil Pressure…………………………………………..Verify Loss and affected engine
Engine…………………………………………………Secure as per engine shut down
procedure.
220). If you have a rapidly decreasing oil pressure and a rapidly decreasing oil
temperature on one engine while in flight what could be the most likely problem?
Engine overheat and faulty oil temperature gauge
221). What is meant by the term, “Normally Aspirated Engine”?

Normally aspirated means that the engine has no supercharger or turbocharger to maintain sea
level atmospheric pressure at higher altitudes and, therefore, that its maximum available power
decreases with altitude.
222). What is an Augementor Tube?
Augmentor Tube. A long, specially shaped stainless steel tube mounted around the exhaust tail pipe of a reciprocating engine. As exhaust
gases flow through the augmentor tube, they produce a low pressure in the engine compartment that draws in cooling air through the
cylinder fis. COPYRIGHT @ MONCTON FLIGHT COLLEGE
Page 58 of 61
223). Does the Pa44-180 Piper Seminole have Augmentor Tubes?
Nope
224). What is the purpose of a Waste Gate?

A wastegate is a valve that controls the flow of exhaust gases to the turbine wheel in a
turbocharged engine system. Diversion of exhaust gases regulates the turbine speed, which in
turn regulates the rotating speed of the compressor.
225). If your multi-engine aircraft is equipped with fuel flow gauges and there is a
discrepancy between setting, what could this be an indication off?
Faulty fuel gauges.
226). With regard to multi-engine flying define “Absolute Ceiling”.
The maximum height above sea level at which a particular airplane can maintain horizontal flight
under standard air conditions
227). Define “Service Ceiling”.

The altitude at which under standard air conditions a particular aircraft can no longer rise at a rate
greater than a small designated rate.
228). Define “Single Engine Absolute Ceiling”.
The single engine absolute ceiling is where the rate of climb is zero.
229). Define “Single Engine Service Ceiling”.

The single engine service ceiling is the altitude at which a twin-engine aircraft with one engine
feathered can no longer climb at 50 feet per minute in smooth air
230). When using performance charts in the Pilot Operating Handbook, what is meant by
the term “Associated Conditions”.
The weather and flight conditions present at that time of flight like temperature, pressure altitude
etc.

Page 59 of 61
231). Define “Climb Gradient”.
In aerodynamics, climb gradient is the ratio between distance travelled over the ground and
altitude gained, and is expressed as a percentage.
232). What are the 4 Forces that act on an aircraft in flight?
Lift Drag Thrust Weight
233). What is the Reynolds Number (RN)?

The Reynolds number is defined as the product of density times velocity times length divided by
the viscosity coefficient. This is proportional to the ratio of inertial forces and viscous forces
(forces resistant to change and heavy and gluey forces) in a fluid flow.
234). What design concept have Aircraft Manufactures incorporated in the design of a
wing to avoid Laminar Flow Separation?
Vortex Generators
235). True or False. The area of decision exists between the point just after lift-off to the
point where a multi-engine airplane attains Vxse.
False
236). True or False. Propeller Torque and P-Factor create asymmetric Thrust.
True
237). True or False. The Critical Engine is primarily associated with Counter-Rotating
Propellers.
False
238). True or False. Driftdown occurs when a multi-engine aircraft has an engine failure
and is below its engine out absolute ceiling.
True
239). True or False. If you have experienced an engine failure after take-off with in-
sufficient runway remaining it is better to feather the engine as opposed it trying a restart.
True

Page 60 of 61
240). True or False. If you experience an engine failure during cruise flight you should
feather the failed engine to reduce drag before any other checks are completed.
True
241). True or False. Differential Thrust can be used to aid in taxi.
True
242). True or False. Vmc occurs as a result of the rudder not creating enough force to
stop the aircraft from rolling towards the inoperative engine.
True
243). True or False. Right rudder must be applied at the beginning of the take-off run
with a multi-engine aircraft designed with counter rotating propellers due to left turning
tendencies.
False
244). True or False. A center of Gravity beyond the aft limit will make a recovery from a
stall more difficult.
True
245). True or False. If an aircraft is loaded with a center of gravity beyond the forward
limit, the ground roll will be shorter.
True
246). True or False. You can take-off if the single engine absolute ceiling is below Sea
level.
False
247). True or False. During an Engine Failure the best way to increase aircraft
performance is to stop the windmilling propeller.
True

Page 61 of 61
248). True or False. When an engine failure is experienced in a multi-engine aircraft the
aircraft must be put in a sideslip situation in order to achieve maximum lift.
True


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MONCTON FLIGHT COLLEGE

Section 1............................................................................................. Multi –Engine Theory

Section 2....................................................................... PA-44-180 General and Limitations

Section 3..................................................... PA-44-180 Normal and Emergency Procedures

Section 4......................................................................................... PA-44-180 Performance

Section 5............................................................................. PA-44-180 Weight and Balance

Section 6................................................................................................ PA-44-180 Systems

Section 7..........................................................................................................Flight Profiles

Section 8............................................................................ General Questions/True or False

COPYRIGHT @ MONCTON FLIGHT COLLEGE

SECTION 1 MULTI-ENGINE THEORY

2). Define Manoeuvring Speed;

3). Define Design Flap Speed;

4). Define Minimum Control Speed;

5). Define Intentional One Engine Inoperative Speed;

6). Define Maximum Landing Gear Operating Speed;

8). Define Stalling Speed;

9). Define One Engine Inoperative Best Rate-of-Climb Speed;

10). Define Maximum Flap Extended Speed;

11). Define Accelerate / Stop Distance;

13). Define Critical Engine;

14). Define Drift –Down Altitude;

22). Define Induced Airflow;

COPYRIGHT @ MONCTON FLIGHT COLLEGE

25). What is meant when a Multi-Engine aircraft is said to be a “Counter Rotating

New Va : Old Va*Sq.Rt(New Weight/Max Gross Weight) = 122 Kts

Conventional Twin or Counter-Rotating Twin

COPYRIGHT @ MONCTON FLIGHT COLLEGE

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43). How does weight affect Vmc?

44). How does the Center of Gravity affect Vmc?

47). How does power affect Vmc?

49). What dangers occurs from the question 48?

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SECTION 2 PA-44-180 General and Limitations

52). List the following Seminole dimensions;

53). List the engine type for the Piper Seminole?

61). What is maximum baggage weight?

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63) Fill in the appropriate spaces on the following chart;

“V” speed Meaning KIAS KCAS

VSO Vso Stall speed in the Landing Configuration. 55

VY Vy Best Rate of Climb – Both Engines Operating 88

VYSE Vyse Best Rate of Climb – One Engine Operating 88 90

Colored Meaning Speed or Speed Range

Green Arc Normal Operating Range 57-169

Blue Arc One Engine Operating Best Rate of Climb Speed 88

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69) Fill in the appropriate spaces on the following chart;

Limitation Value (If there is a color marking also include here)

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SECTION 3 PA-44-180 Normal and Emergency

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MONCTON FLIGHT COLLEGE MULTI- ENGINE TRAINING Answer Booklet

COPYRIGHT @ MONCTON FLIGHT COLLEGE

92). List the procedure for starting a flooded engine:

99). What is meant by “Retracting flaps and gear on schedule”?

4) Flaps : Retract, Smoothly retract the flaps to reduce drag.

MONCTON FLIGHT COLLEGE MULTI- ENGINE TRAINING Answer Booklet