Briefings

Question 1

Power = ____ + ____

Answer 1

Power = Throttle + Props (high RPM)

Question 2

When DECREASING airspeed, what controls should you adjust first?

Answer 2

1st - THROTTLE

2nd - Props

Question 3

Anytime you are on the GROUND in the Seminole, which controls will adjusts RPM setting?

Answer 3

THROTTLE!

Question 4

Anytime you are in the AIR in the Seminole, which controls will adjust RPM setting?

Answer 4

PROPS!

Question 5

In the AIR, what controls will adjust the MANIFOLD pressure?

Answer 5

THROTTLE!

Question 6

What manifold pressure should be held during a normal T/O and climb?

Answer 6

20”

Question 7

Why do we land with the Props at a high RPM?

Answer 7

So that if needed, the a/c is ready to go-around

Question 8

How do you determine which Engine Start Cold/Hot checklist to use?

Answer 8

Physically look at the oil consistency, and feel the engine!

Question 9

What is the MAX drop of RPM during run-up?

Answer 9

500 RPM

Question 10

If the engine is running rough during run-up, which checklist would you use to troubleshoot?

Answer 10

The fouled spark plug procedure!

Question 11

If the engine’s RPM continues to drop during run-up, which checklist would you use to troubleshoot?

Answer 11

The overly enriched procedure!

Question 12

What is the MAX RPM drop during Prop Exercising?

Answer 12

300 RPM

Question 13

What is an “Accelerate and Stop” distance?

Answer 13

The Ground Roll distance calculated if you were to have an engine failure on the T/O roll

Question 14

What RPM will be needed during Steep Turns?

Answer 14

2400 RPM

Question 15

What manifold pressure will be needed during Power On stalls?

Answer 15

18”

Question 16

When should you turn the fuel pumps ON?

Answer 16

When changing altitudes!

Question 17

Does the Seminole have a Critical Engine? Why?

Answer 17

No because the engines are counter rotating and would have the same adverse effects on the a/c’s handling and performance

Question 18

What does FAR 23.149 define?

Answer 18

Vmc: The CAS at which a/c control could be maintained if the critical engine were to fail

Question 19

In MOST twin engine a/c, which is the critical engine? What 4 reasons make this so?

Answer 19

The LEFT engine!

1. P-factor
2. Accelerated Slipstream (acting on vertical tail)
3. Spiraling Slipstream (acting on vertical tail)
4. Torque (props rotating about the mount make a/c want to turn too)

Question 20

What is Zero-Thrust?

Answer 20

Simulated Prop. Feathering

Question 21

How much climb performance do you lose with 1 engine inop?

Answer 21

80-90 percent!
Charts on POH pgs 5-23 and 5-24 prove this!

-200 fpm

Question 22

Where is the Service Ceiling for our Seminoles?

Answer 22

The altitude at which you can only achieve a 50 fpm climb (usually its 100 fpm)
~must calculate this every flight~

Question 23

What is Absolute Ceiling?

Answer 23

Altitude at which you can no long achieve a climb! 0 fpm

Question 24

Why do we preform Zero-Sideslip when we lose an engine?

Answer 24

It gives us the best performance

Question 25

How can you VERIFY the inoperative engine?

Answer 25

1. Low/dropping EGT

2. Throttle/heading change response

Question 26

What is the most common cause of engine failure?

Answer 26

FUEL STARVATION

Question 27

In what situation would you choose to land OFF AIRPORT in twin engine a/c?

Answer 27

1. Dual engine failure
2. FIRE
   ~otherwise secure the dead engine and find an airport with services~

Question 28

What turning tendencies make the Left Engine CRITICAL on a conventional twin?

Answer 28

1. P-factor
2. Accelerated Slipstream
3. Spiraling Slipstream - pushing vertical tail to the right causing nose to swing left
4. Torque - prop rotation about shaft makes whole a/c want to swing left

Question 29

When does Vmc exist?

Answer 29

ONLY when there is 1 engine inop!!