Text-only reference. Published from the recorded official FAA General Chapter 6 PDF. Diagrams, photographs, and figure artwork are not reproduced here; use the official FAA PDF for those materials.
6-7 CG 6.9" –100" –70" –40" –5" 100"0" 25" 45" 70" 100 lb80 lb 50 lb50 lb 90 lb 125 lb in the middle. Weight (lb) 50 125 80 50 90 100 495 Arm (inches) –70 –40 –5 +25 +45 +70 +6.9 Moment (in-lb) –3,500 –5,000 –400 1,250 4,050 7,000 3,400 Item 50 pound weight 125 pound weight 80 pound weight 50 pound weight 90 pound weight 100 pound weight Total × = with datum in the middle. We ight (lb) 50 125 80 255 Arm (inche s) 76.87 46.87 11.87 135.61 Moment (in-lb) 3,843.50 5,858.75 949.60 10,65 1.85 Item 50 pound weight 125 pound weight 80 pound weight T otal × = We ight (lb) 50 90 100 240 Arm (inche s) 18.13 38.13 63.13 119.39 Moment (in-lb) 906.50 3,431.70 6,313.00 10,651.25 Item 50 pound weight 90 pound weight 100 pound weight T otal × = list, and all equipment installed when the aircraft left the factory is checked. When an aircraft mechanic or repairman adds or removes any item on the equipment list, they must change the weight and balance record to indicate the new empty weight and EWCG, and the equipment list is revised to show what is installed.
list that includes all the items of equipment approved for this model of aircraft. The Pilot’s Operating Handbook (POH) or Airplane Flight Manual (AFM) for each individual aircraft includes an aircraft specific equipment list of the items from this master list. When any item is added to or removed from the aircraft, its weight and arm are determined in the equipment list and used to update the weight and balance record. The POH/AFM also contains CG moment envelopes and loading graphs. Figures 6-14 through 6-16 shows a TCDS for a Piper twin- engine airplane known as the Seneca (PA-34-200). The main headings for the information contained in a TCDS are included, but much of the information contained under these headings has been removed if it did not directly pertain to weight and balance. Information on only one model of Seneca is shown, because to show all the different models would make the document excessively long. The portion of the TCDS that has the most direct application to weight and balance is highlighted in yellow.
Some of the important weight and balance information found in a TCDS is as follows: 1. Engine 2. CG range 3. Maximum weight 4. Number of seats 5. Baggage capacity 6. Fuel capacity 7. Oil capacity 8. Datum information 9. Leveling means 10. Amount of oil in empty weight 11. Amount of fuel in empty weight
Weight and Balance Equipment
Scales Weighing GA aircraft, helicopters, turboprops, corporate jets, UA V/UAS, or transport category airliners can be accomplished in two ways: top of jack load cells and platform scales. Equipment selection is dependent on the operator's needs and or equipment currently on hand, as well as the airframe manufacturer's recommendations. Top of jack load cells, as the name implies, can be used on top of the current wing jacks or can be used under axle for larger jets. Platforms are very useful for small shops that do not have jacks for every type of aircraft. Both types of scales feature new technologies using wireless 6-8 Item Standard empty weight Optional equipment Special installation Paint Unusable fuel Basic empty weight Weight (lb) 1,876 1.2 6.2 – 30.0 1,913.4 CG Arm (in) 36.1 13.9 41.5 – 46.0 Moment (in-lb) 67,798.6 16.7 257.3 – 1,380 69,452.6 Weight and Balance Data Aircraft Serial #: 18259080 FAA Registration #: N42565 Date: 04-22-2005 × = operations with computer-based indication and cable-based wired digital indication. Mechanical or analog meter scales have mostly been replaced with the new wireless systems and or digital indicators. These systems and indicators are very accurate and easy to use, making the weighing job faster to accomplish and providing higher quality in readings.
Platforms are available in many weight ranges and sizes. These systems either use ramps or the aircraft can be jacked and lowered onto the platforms during regular maintenance. Platforms are easy to use and are a choice for many shops that do not have jacks for the many types of aircraft to be serviced. The limiting factors for platforms are the weight range and the tire size, some aircraft have large tires and the platform may be too small for the specific aircraft tire. It is important to always use the right size scale and platform for the aircraft type and weighing job required. The platform scale sits on the hangar floor in a level condition. Ramps and a tug are used to position the airplane tire on top of the platform and centered. Built into the platform is an electronic load cell(s) that sense the weight being applied to it, which generates a corresponding electrical signal. Inside the load cell is an electronic strain gauge that measures a proportional change in electrical resistance as the weight being applied to it increases. An electrical cable or wireless signal runs from the platform scale to a display unit, computer, or tablet, which interprets the resistance change of the load cell and equates it to a specific number of pounds. A digital readout on the display shows the weight. In platform scales that incorporate electronic load cells.
In Figure 6-18, a Cessna 182 airplane is being weighed with portable electronic platform scales. If an aircraft is weighed on platform scales, the only way to level the aircraft is to deflate tires and landing gear struts accordingly. This type of scale is easy to transport and can be powered by household current or by a battery contained in the display unit. The display unit for the standard wired platform scales is very easy to use. [Figure 6-19] Turn on the power and the unit runs through the software and displays the scales in a total mode. Pressing on the ZERO KEY (blue key not the number key) will ZERO the channels. Once completed, the unit will read -0- and the scale is ready to use. Select the channels by number and pressing the PRINT/SELECT KEY . All channels can be returned to TOTAL MODE by entering the number 4 TOTAL followed by the PRINT/SELECT KEY. If all three scale switches are turned on at the same time, the total weight of the airplane is displayed.
The second type of aircraft scale is a top of jack, cell-based scale, where each jack point receives a cell-based transducer on the top of the jack. It is very easy to use and level the aircraft during the weighing operation. The system is easy to transport, light weight, and simple to set up. The operator must have a jack capable of receiving and mounting the cell. Cells come in many weight ranges and are dependent on the weight required per point to accomplish the weighing and receiving the actual jack point type. The top of the load cell has a concave shape that matches up with the jack pad on the aircraft, with the load cell absorbing all the weight of the aircraft at each jacking point. Each load cell either has an electrical cable attached to it or is wireless, which connects to the display unit or computer read out that shows the weight transmitted to each load cell. An important advantage of weighing an aircraft this way is that it allows the technician to level the aircraft easily. When an aircraft 6-9 Comprehensive Equipment List This is a comprehensive list of all Cessna equipment that is available for the Model 182S airplane. It should not be confused with the airplane-specific equipment list. An airplane-specific list is provided with each individual airplane at delivery and is typically inserted at the rear of this Pilot’s Operating Handbook. The following comprehensive equipment list and the airplane-specific list have a similar order of listing.
The comprehensive equipment list provides the following information in column form: In the Item No column, each item is assigned a coded number. The first two digits of the code represent the assignment of item within the ATA iSpec 2200 breakdown (Chapter 11 for Placards, Chapter 21 for Air Conditioning, Chapter 77 for Engine Indicating, etc.). These assignments also correspond to the Maintenance Manual chapter breakdown for the airplane. After the first two digits (and hyphen), items receive a unique sequence number (01, 02, 03, etc...). After the sequence number (and hyphen), a suffix letter is assigned to identify equipment as a required item, a standard item or an optional item. Suffix letters are as follows: –R = required items or equipment for FAA certification –S = standard equipment items –O = optional equipment items replacing required or standard items –A = optional equipment items which are in addition to required or standard items In the Equipment List Description column, each item is assigned a descriptive name to help identify its function.
In the Ref Drawing column, a drawing number is provided which corresponds to the item. Note If additional equipment is to be installed, it must be done in accordance with the reference drawing, service bulletin or a separate FAA approval. In the Wt Lbs and Arm Ins columns, information is provided on the weight (in pounds) and arm (in inches) of the equipment item. Notes Unless otherwise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum; negative arms are distances forward of the datum. Asterisks (*) in the weight and arm column indicate complete assembly installations. Some major components of the assembly are listed on the lines immediately following. The sum of these major components does not necessarily equal the complete assembly installation.
Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Rev No. 18 14 12 12 12 12 15 15 18 16 15 18 18 16 18 16 18 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION A7SO Revision 19 Piper Aircraft, Inc PA-34-200 PA-34-200T PA-34-220T May 2, 2013 TYPE CERTIFICATE DATA SHEET NO. A7SO This data sheet which is a part of type certificate No. A7SO, prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations. Type Certificate Holder Piper Aircraft, Inc. 2926 Piper Drive Vero Beach, Florida 32960 Type Certificate Holder Record The New Piper Aircraft, Inc transferred TC A7SO to Piper Aircraft, Inc on August 7, 2006 I. - Model PA-34-200 (Seneca), 7 PCLM (Normal Category), Approved 7 May 1971.
Engines S/N 34-E4, 34-7250001 through 34-7250214: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW 12586 (left side). S/N 34-7250215 through 34-7450220: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (left side). Fuel 100/130 minimum grade aviation gasoline Engine Limits For all operations, 2700 r.p.m. (200 hp) Propeller and Propeller Limits Left Engine 1 Hartzell, Hub Model HC-C2YK-2 ( ) E, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EU, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EF, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EFU, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2CG (F), Blade Model (F) C7666A (This model includes the Hartzell damper); or 1 Hartzell, Hub Model HC-C2YK-2CGU (F), Blade Model (F) C7666A (This model includes the Hartzell damper).
Note: HC-( )2YK-( ) may be substituted by HC-( )2YR-( ) per Hartzell Service Advisory 61. A7SO 2 of 17 Propeller and Propeller Limits Right Engine (continued) 1 Hartzell, Hub Mode l HC-C2YK-2 ( ) LE, Blade Model JC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) LEU, Blade Model JC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) LEF, Blade Model FJC7666A-0; 1 Hartzell, Hub Model HC-C2 YK-2 ( ) LEFU, Blade Model FJC7666A-0; 1 Hartzell, Hub Model HC-C2 YK-2CLG (F), Blade Model (F) JC7666A (This model includes the Hartzell damper); or 1 Hartzell, Hub Model HC-C2 YK-2CLGU (F), Blade Model (F) JC7666A (This model includes the Hartzell damper).
Note: HC-( )2YK-( ) may be substituted by HC-( )2YR-( ) per Hartzell Service Advisory 61. Pitch setting: High 79 ° to 81°, Low 13.5° at 30" station. Diameter: Not over 76", not under 74". No further reduction permitted. Spinner: Piper P/N 96388 Spinner Assembly and P/N 96836 Cap Assembly, or P/N 78359-0 Spinner Assembly and P/N 96836-2 Cap Assembly (See NOTE 4) Governor Assembly: 1 Hartzell hydraulic governor, Model F-6-18AL (Right); 1 Hartzell hydraulic governor, Model F-6-18A (Left). Avoid continuous operation between 2200 and 2400 r.p.m. unless aircraft is equipped with Hartzell propellers whic h incorporates Hartzell damper on both left and right engine as noted above.
Airspeed Limits V NE (Never exceed) 217 m.p.h. (188 knots) V NO (Maximum structural cruise) 190 m.p.h (165 knots) V A (Maneuvering, 4200 lb.) 146 m.p.h. (127 knots) V A (Maneuvering, 4000 lb.) 146 m.p.h. (127 knots) V A (Maneuvering, 2743 lb.) 133 m.p.h (115 knots) V FE (Flaps extended) 125 m.p.h (109 knots) V LO (Landing gear operating) Extension 150 m.p.h. (130 knots) Retract 125 m.p.h. (109 knots) V LE (Landing gear extended) 150 m.p.h (130 knots) V MC (Minimum control speed) 80 m.p.h. ( 69 knots) C.G. Range (Gear Extended) S/N 34-E4, 34-7250001 through 34-7250214 (See NOTE 3): (+86.4) to (+94.6) at 4000 lb.
(+82.0) to (+94.6) at 3400 lb. (+80.7) to (+94.6) at 2780 lb. S/N 34-7250215 through 34-7450220: (+87.9) to (+94.6) at 4200 lb. (+82.0) to (+94.6) at 3400 lb. (+80.7) to (+94.6) at 2780 lb. Straight line variation between points given. Moment change due to gear retracting landing gear (-32 in.-lb.) Empty Weight C.G. Range None Maximum Weight S/N 34-E4, 34-7250001 through 34-7250214: 4000 lb.- Takeoff 4000 lb. - Landing See NOTE 3. Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Rev No. 18 14 12 12 12 12 15 15 18 16 15 18 18 16 18 16 18 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION A7SO Revision 19 Piper Aircraft, Inc PA-34-200 PA-34-200T PA-34-220T May 2, 2013 TYPE CERTIFICATE DATA SHEET NO. A7SO This data sheet which is a part of type certificate No. A7SO, prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations.
Type Certificate Holder Piper Aircraft, Inc. 2926 Piper Drive Vero Beach, Florida 32960 Type Certificate Holder Record The New Piper Aircraft, Inc transferred TC A7SO to Piper Aircraft, Inc on August 7, 2006 I. - Model PA-34-200 (Seneca), 7 PCLM (Normal Category), Approved 7 May 1971. Engines S/N 34-E4, 34-7250001 through 34-7250214: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW 12586 (left side). S/N 34-7250215 through 34-7450220: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (left side).
Fuel 100/130 minimum grade aviation gasoline Engine Limits For all operations, 2700 r.p.m. (200 hp) Propeller and Propeller Limits Left Engine 1 Hartzell, Hub Model HC-C2YK-2 ( ) E, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EU, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EF, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EFU, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2CG (F), Blade Model (F) C7666A (This model includes the Hartzell damper); or 1 Hartzell, Hub Model HC-C2YK-2CGU (F), Blade Model (F) C7666A (This model includes the Hartzell damper).
Note: HC-( )2YK-( ) may be substituted by HC-( )2YR-( ) per Hartzell Service Advisory 61. information. 6-10 5 of 17 A7SO Maximum Weight 4570 lb. - Takeoff 4342 lb. - Landing (All weight in excess of 4000 lb. must be fuel) Zero fuel weight may be increased up to a maximum of 4077.7 lb. when approved wing options are installed. See NOTE 11 for optional weights. No. of Seats 7 (2 at +85.5, 3 at +118.1, 2 at +155.7) 7 (2 at +85.5, 3 at +118.1, 2 at +157.6) 6 (2 at +85.5, *2 at +119.1, 2 at +157.6) * - Optional Club Seats Maximum Baggage 200 lb. (100 lb. at +22.5, 100 lb. at +178) Fuel Capacity 98 gallons (2 wing tanks) at (+93.6) (93 gallons usable) * 128 gallons (2 wing tanks) at (+93.6) (123 gallons usable) * - Optional for S/N 34-7570001, 34-7670114 through 34-8170092.
See NOTE 1 for data on system fuel. Oil Capacity 8 qts. per engi ne (5 qts. per engine usable) See NOTE 1 for data on system oil. Maximum Operating Altitude 25,000 feet Control Surface Movements Ailerons (±2°) Up 35° Down 20° Stabilator Up 12.5° (+0°, −1°) Down 7.5° (±1°) Rudder (±1°) Left 35° Right 35° Stabilator Trim Tab (±1°) Down 10.5° Up 6.5° (Stabilator neutral) Wing Flaps (±2°) Up 0° Down 40° Rudder Trim Tab (±1°) Left 25° Right 25° (Rudder neutral) Nose Wheel Travel (±1°) Left 27° Right 27° Manufacturer's Serial Number 34-7570001 through 34-8170092 (See NOTE 7). IIIA. - Model PA-34-220T (Seneca III), 7 PCLM (Normal Category), Approved December 17, 1980.
Same as model PA-34-200T series except engines, windshield, instrument panel, landing gear, maximum gross weight and other minor changes. Engines 1 Teledyne Continental TSIO-360-KB (left engine), 1 Teledyne Continental LTSIO-360-KB (right engine). Fuel 100/100LL minimum grade aviation gasoline Engine Limits Takeoff, 5 minutes, 2800 r.p.m. and 40" Hg. ma nifold pressure (220 hp) Max. Continuous, 2600 r.p.m. and 40" Hg. manifold pressure (200 hp) Propeller and Propeller Limits Left Engine 1 Hartzell, Hub Model BHC-C2 YF-2 ( ) UF, Blade Model FC8459-8R. Right Engine 1 Hartzell, Hub Model BHC-C2YF-2 ( )L ( )UF, Blade Model FJC8459-8R.
Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Rev No. 18 14 12 12 12 12 15 15 18 16 15 18 18 16 18 16 18 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION A7SO Revision 19 Piper Aircraft, Inc PA-34-200 PA-34-200T PA-34-220T May 2, 2013 TYPE CERTIFICATE DATA SHEET NO. A7SO This data sheet which is a part of type certificate No. A7SO, prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations. Type Certificate Holder Piper Aircraft, Inc. 2926 Piper Drive Vero Beach, Florida 32960 Type Certificate Holder Record The New Piper Aircraft, Inc transferred TC A7SO to Piper Aircraft, Inc on August 7, 2006 I. - Model PA-34-200 (Seneca), 7 PCLM (Normal Category), Approved 7 May 1971.
Engines S/N 34-E4, 34-7250001 through 34-7250214: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-10409 or LW 12586 (left side). S/N 34-7250215 through 34-7450220: 1 Lycoming LIO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (right side); and 1 Lycoming IO-360-C1E6 with fuel injector, Lycoming P/N LW-12586 (left side). Fuel 100/130 minimum grade aviation gasoline Engine Limits For all operations, 2700 r.p.m. (200 hp) Propeller and Propeller Limits Left Engine 1 Hartzell, Hub Model HC-C2YK-2 ( ) E, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EU, Blade Model C7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EF, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2 ( ) EFU, Blade Model FC7666A-0; 1 Hartzell, Hub Model HC-C2YK-2CG (F), Blade Model (F) C7666A (This model includes the Hartzell damper); or 1 Hartzell, Hub Model HC-C2YK-2CGU (F), Blade Model (F) C7666A (This model includes the Hartzell damper).
Note: HC-( )2YK-( ) may be substituted by HC-( )2YR-( ) per Hartzell Service Advisory 61. A7SO 2 of 17 Propeller and Propeller Limits Right Engine (continued) 1 Hartzell, Hub Mode l HC-C2YK-2 ( ) LE, Blade Model JC7666A-0; 1 Hartzell, Hub Model HC-C2 YK-2 ( ) LEU, Blade Model JC7666A-0; 1 Hartzell, Hub Model HC-C2 YK-2 ( ) LEF, Blade Model FJC7666A-0; 1 Hartzell, Hub Model HC-C2 YK-2 ( ) LEFU, Blade Model FJC7666A-0; 1 Hartzell, Hub Model HC -C2YK-2CLG (F), Blade Model (F) JC7666A (This model includes the Hartzell damper); or 1 Hartzell, Hub Model HC-C2 YK-2CLGU (F), Blade Model (F) JC7666A (This model includes the Hartzell dam per).
Note: HC-( )2YK-( ) may be substituted by HC-( )2YR-( ) per Hartzell Service Advisory 61. Pitch setting: High 79 ° to 81°, Low 13.5° at 30" station. Diameter: Not over 76", not under 74". No fur ther reduction permitted. Spinner: Piper P/N 96388 Spin ner Assembly and P/N 96836 Cap Assembly, or P/N 78359-0 Spinner A ssembly and P/N 96836-2 Cap Assembly (See NOTE 4) Governor Assembly: 1 Hartzell hydraulic governor, Model F-6-18AL (Right); 1 Hartzell hydraulic governor, Model F-6-18A (Left). Avoid continuous operation bet ween 2200 and 2400 r.p.m. unless aircraft is equipped with Hartzell propellers which incorporates Hartzell damper on both left and right engine as noted ab ove.
Airspeed Limits V NE (Never exceed) 217 m.p.h. (188 knots) V NO (Maximum structural cruise) 190 m.p.h (165 knots) V A (Maneuvering, 4200 lb.) 146 m.p.h. (127 knots ) V A (Maneuvering, 4000 lb.) 146 m.p.h. (127 knots) V A (Maneuvering, 2743 lb.) 133 m.p.h (115 knots) V FE (Flaps extended) 125 m.p.h (109 knots) V LO (Landing gear operating) Extension 150 m.p.h. (130 knots) Retract 125 m.p.h. (109 knots) V LE (Landing gear extended) 150 m.p.h (130 knots) V MC (Minimum control speed) 80 m.p.h. ( 69 knots) C.G. Range (Gear Extended) S/N 34-E4, 34-7250001 throug h 34-7250214 (See NOTE 3): (+86.4) to (+94.6) at 4000 lb.
(+82.0) to (+94.6) at 3400 lb. (+80.7) to (+94.6) at 2780 lb. S/N 34-7250215 through 34- 7450220: (+87.9) to (+94.6) at 4200 l b. (+82.0) to (+94.6) at 3400 lb. (+80.7) to (+94.6) at 2780 lb. Straight line variation between po ints given. Moment change due to gear retra cting landing gear (-32 in.-lb.) Empty Weight C.G. Range None Maximum Weight S/N 34-E4, 34-7250001 through 34-7250214: 4000 lb.- Takeoff 4000 lb. - Landing See NOTE 3. A 3 of 17 A7SO Maximum Weight S/N 34-7250215 through 34-7450220: 4200 lb. - Takeoff 4000 lb. - Landing No. of Seats 7 (2 at +85.5, 3 at +118.1 , 2 at +155.7) Maximum Baggage 200 lb. (100 lb . at +22.5, 100 lb. at +178.7) Fuel Capacity 98 gallons (2 wing t anks) at (+93.6) (93 gallons usable) See NOTE 1 for data on syst em fuel.
Oil Capacity 8 qts. per engi ne (6 qts. per engine usable) See NOTE 1 for data on sys tem oil. Control Surface Movements Ailerons (±2°) Up 30° Down 15° Stabilator Up 12.5° (+0, −1°) Down 7.5° (±1°) Rudder (±1°) Left 35° Right 35° Stabilator Trim Tab (±1°) Down 10.5° Up 6.5° (Stabilator neutral) Wing Flaps (±2°) Up 0° Down 40° Rudder Trim Tab (±1°) Left 17° Right 22° (Rudder neutral) Nose Wheel S/N 34-E4, 34-7250001 through 34-7350353: Travel (±1°) Left 21° Right 21° Nose Wheel S/N 34-7450001 through 34-7450220: Travel (±1°) Left 27° Right 27° Manufacturer's Serial Number 34-E4, 34-7250001 through 3 4-7450220 (See NOTE 7).
II. - Model PA-34-200T (Seneca II), 7 PCLM (Normal Category), Approved July 18, 1974. Same as Model PA-34-200 series except engine installation, maximum gross weight, and other minor changes. Engines 1 Teledyne Continent al TSIO-360-E or TSIO-360-EB (left engine), 1 Teledyne Continental LT SIO-360-E or LTSIO-360-EB (right engine). Fuel 100/130 minimum grade aviation gasoline Engine Limits For all ope rations, 2575 r.p.m. and 40" Hg. Manifold pressure, 200 hp @ S.L. and 215 hp @ 12,000 ft. Propeller and Propeller Limits Left engine 1 Hartzell, Hub Model BHC-C2YF-2 ( )F (See NOTE 10) or BHC-C2YF-2 ( )UF; Blade Model FC8459-8R or FC8459B-8R.
Right engine 1 Hartzell, Hub Model BHC- C2YF-2 ( )L ( )F (See NOTE 10) or BHC-C2YF-2 ( )L ( )U F; Blade Model FJC8459-8R or FJC8459B-8R. Pitch setting at 30" station: Hub Serial Numbers prior t o AN3943: High 79.3° ± 2.0°, Low 14.4° ± 0.2° or High 80.0° to 81.5°, Low 14.4° ± 0.2°. Hub Serial Numbers AN3943 an d subsequent: High 80.0° to 81.5°, Low 14.4° ± 0.2°. to the datum (A). 6-11 15 of 17 A7SO MODEL AFM/POH REPORT NO. APPROVED SERIAL EFFECTIVITY PA-34-220T (Seneca III) POH VB-1110 1/8/81 34-8133001 through 34-8633031, and 3433001 through 3433172 POH VB-1150 2/20/81 34-8133001 through 34-8633031, and 3433001 through 3433172 when Piper Kit 764-099V is installed POH VB-1257 10/20/89 3448001 through 3448037 POH VB-1259 11/20/89 3448001 through 3448037 when Piper Kit 766-203 is installed PA-34-220T POH VB-1556 11/5/93 3448038 through 3448079 (Seneca IV) POH VB-1558 12/6/93 3448038 through 3448079 when Piper Kit 766-283 is installed POH VB-1615 7/12/95 3447001 through 3447029 POH VB-1620 7/12/95 3447001 through 3447029 when Piper Kit 766-608 is installed PA-34-220T POH VB-1638 12/6/96 3449001 and up (Seneca V) POH VB-1649 1/23/97 3449001 and up when Piper Kit 766-632 (or equivalent 88247-{ }) is installed POH VB-1930 10/25/05 3449311 and 3449323 and up when Avidyne Entegra System is installed.
POH VB-1955 3/20/06 3449311 and 3449323 and up when Piper kit 766-632 (or equivalent 88247-{ }) and Avidyne Entegra System is Installed. POH VB-2186 9/2/2010 3449410 and up when Garmin G600 System is installed POH VB-2193 9/10/2010 3449410 and up when Piper Kit 766-632 (or equivalent 88247-{ }) and Garmin G600 System is installed. POH VB-2230 4/30/2013 3449459, 3449467 and up when the Garmin G1000 system is installed NOTE 1 Current Weight and Balanc e Report, including list of equipment included in certificated empty weight, and loading i nstructions when necessary, must be provided for each aircraft at the time of original certificatio n.
The certificated emp ty weight and corresponding center of gravity locations must include undrainable system oi l (not included in oil capacity) and unusable fuel as noted below: Fuel: 30.0 lb. at (+103.0) for PA-34 series, except Model PA-34-220T (Sen eca V), S/N 3449001 and up Fuel: 36.0 lb. at (+103.0) for Model PA-34-220T (Seneca V), S/N 3449001 and up Oil: 6.2 lb. a t (+ 39.6) for Model PA-34-200 Oil: 12.0 lb. at (+ 43.7) for Models PA-34-200T and PA-34-220T NOTE 2 All placards required in the approved Airplane Flight Manual or Pilot's Operating Handbook and approved Airplane Fligh t Manual of Pilot's Operating Handbook supplements must be 11 of 17 A7SO Control Surface Movements Ailerons (±2°) Up 35° Down 20° Stabilator Up 12.5° (+0°, −1°) Down 7.5° (±1°) Rudder (±1°) Left 35° Right 35° Stabilator Trim Tab (±1°) Down 10.5° Up 6.5° (Stabilator neutral) Wing Flaps Up 0° (±1°) Down 40° (±2°) Rudder Trim Tab (±1°) Left 26° Right 26° (Rudder neutral) Nose Wheel Travel (Maximum) Left 27° Right 27° Manufacturer's Serial Number 3449001 and up.
DATA PERTINENT TO ALL MODELS Datum 78.4" forward of wing leading edge from the inboard edge of the inboard fuel tank. Leveling Means Two screws le ft side fuselage below window. Certification Basis Type Certificate No. A7SO issued May 7, 1971, obtained by the manufacturer under the delegation option authorization. Date of Type Certificate application July 23, 1968. Model PA-34-200 (Seneca I): FAR 23 as amended by Amendmen t 23-6 effective August 1, 1967; FAR 23.959 as amended by Amendment 23- 7 effective September 14, 1969; and FAR 23.1557(c)(1) as amended by Amendment 23-18 effective May 2, 1977.
Compliance with FAR 23.1419 as am ended by Amendment 23-14 effective December 20, 1973, has been esta blished with optional ice protection provisions. Model PA-34-200T (Seneca II): FAR 23 as amended by Amendmen t 23-6 effective August 1, 1967; FAR 23.901, 23.909, 23.959, 23.1041, 23.1043, 23.1047, 23.1143, 23.1305(b)(c)(h)(p) and 23.1527(b) as amended by Amendm ent 23-7 effective September 14, 1969; and FAR 23.1557(c)(1) as amended by Amendment 23-18 effective May 2, 1977. Model PA-34-220T (Seneca III and IV): FAR 23 as amended by Amendmen t 23-6 effective August 1, 1967; FAR 23.207, 23.901, 23.909, 23.959, 23.1041, 23.1043, 23.1047, 23.1143, 23.1305(b)(c)(h)(p) and 23.1527 as am ended by Amendment 23-7 effective September 14, 1969; FAR 23.201 and 23.203 as amended by Amendment 23-14 effective December 20, 1973; FAR 23.1557(c)(1) as amended by Amendment 23-18 effective May 2, 1977; FAR 23.175(a) and 23.1581(b)(2) as amended by Amendment 23-21 effec tive March 1, 1978; FAR 23.1545(a) as amended by Amendment 23-23 effective December 1, 1978; and FAR 36 through Amendment 36-9 effective January 15, 1979.
scales. Plumb Bob A plumb bob is a heavy metal object, cylinder or cone shape, with a sharp point at one end and a string attached to the other end. If the string is attached to a given point on an aircraft, and the plumb bob can hang down so the tip just touches the ground, the point where the tip touches will be perpendicular to where the string is attached. An example of the use of a plumb bob would be measuring the distance from an aircraft’s datum to the center of the main landing gear axle. If the leading edge of the wing was the datum, a plumb bob could be dropped from the leading edge and a is weighed using load cells on jacks, leveling the aircraft is done by adjusting the height with the jacks and checking the level at the level point. Figure 6-20 shows a Gulfstream jet on jacks with the load cells in place.
Always follow the aircraft manufacturer’s weighing and leveling procedures and processes. All aircraft need to be in a flight level attitude when they are weighed unless the manufacturer’s manual specifically allows it or has a formula in the manual to use accordingly. Spirit Level Before an aircraft can be weighed and reliable readings obtained, it must be in a level flight attitude. One method that can be used to check for a level condition is to use a spirit level, sometimes thought of as a carpenter’s level, by placing it on or against a specified place on the aircraft. Spirit levels consist of a vial full of liquid, except for a small air bubble.
When the air bubble is centered between the two black lines, a level condition is indicated. In Figure 6-21, a spirit level is being used on a Mooney M20 to check for a flight level attitude. By looking in the TCDS, it is determined that the leveling means is two screws on the left side of the airplane fuselage, in line with the trailing edge of the wing. 6-12 platform scales. chalk mark made on the hangar floor. The plumb bob could also be dropped from the center of the axle on the main landing gear, and a chalk mark made on the floor. With a tape measure, the distance between the two chalk marks could be determined, and the arm for the main landing gear would be known. Plumb bobs can also be used to level an aircraft, as described in the Helicopter Weight and Balance section of this chapter. Figure 6-22 shows a plumb bob being dropped from the leading edge of an aircraft wing.
Hydrometer When an aircraft is weighed with full fuel in the tanks, the weight of the fuel must be accounted for by mathematically subtracting it from the scale readings. To subtract it, its weight, arm, and moment must be known. Although the standard weight for aviation gasoline (Avgas) is 6.0 lb/gal and jet fuel is 6.7 lb/gal, these values are not exact for all conditions. On a hot day versus a cold day, these values can vary dramatically. On a hot summer day in the state of Florida, Avgas checked with a hydrometer typically weighs between 5.85 and 5.9 lb/gal. If 100 gallons of fuel were involved in a calculation, using the actual weight versus the standard weight would make a difference of 10 to 15 lb.
When an aircraft is weighed with fuel in the tanks, the weight of fuel per gallon should be checked with a hydrometer. A hydrometer consists of a weighted glass tube that is sealed with a graduated set of markings on the side of the tube. The graduated markings and their corresponding number values represent units of pounds per gallon (lb/gal). When placed in a flask with fuel in it, the glass tube floats at a level dependent on the density of the fuel. Where the fuel intersects the markings on the side of the tube indicates the pounds per gallon.
Preparing an Aircraft for Weighing
Weighing an aircraft is a very important and exacting phase of aircraft maintenance and must be carried out with accuracy and good workmanship. Thoughtful preparation saves time and prevents mistakes. The aircraft should be weighed inside a hangar where wind cannot blow over the surface and cause fluctuating or false scale readings. The aircraft should be clean inside and out, with special attention paid to the bilge area to be sure no water or debris is trapped. The outside of the aircraft should be as free as possible of all mud and dirt. To begin, assemble all the necessary equipment, such as: 1. Scales, hoisting equipment, jacks, and leveling equipment.
2. Blocks, chocks, or sandbags for holding the airplane 6-13 on the scales. 3. Straightedge, spirit level, plumb bobs, chalk line, and a measuring tape. 4. Applicable Aircraft Specifications and weight and balance computation forms.
Fuel System
When weighing an aircraft to determine its empty weight, only the weight of residual (unusable) fuel should be included. To ensure that only residual fuel is accounted for, the aircraft should be weighed in one of the following three conditions. 1. Weigh the aircraft with absolutely no fuel in the aircraft tanks or fuel lines. If an aircraft is weighed in this condition, the technician can mathematically add the proper amount of residual fuel to the aircraft and account for its arm and moment. The proper amount of fuel can be determined by looking in the aircraft’s TCDS. 2. Drain fuel from the tanks in the manner specified by the aircraft manufacturer. If there are no specific instructions, drain the fuel until the fuel quantity gauges read empty and until fuel stops draining from the tanks. The aircraft attitude may be a consideration when draining the fuel tanks and the maintenance manual should be consulted. In this case, the unusable fuel will remain in the lines and system, and its weight and arm can be determined by reference to the aircraft’s TCDS.
3. Weigh the aircraft with the fuel tanks completely full. If an aircraft is weighed in this condition, the technician can mathematically subtract the weight of usable fuel and account for its arm and moment. If the weight of the fuel is in question, a hydrometer can also be used to determine the weight of each gallon of fuel, while the Aircraft Specifications or TCDS can be used to identify the fuel capacity of the aircraft. If an aircraft is to be weighed with load cells attached to jacks, the technician should check both the load cell instruction manual and aircraft maintenance manual to make sure it is permissible to jack the aircraft with the fuel tanks full as this may add additional stress to the aircraft structure.
Never weigh an aircraft with fuel tanks partially full, because it will be impossible to determine exactly how much fuel to account for. Oil System The empty weight for older aircraft certificated under the Civil Air Regulations (CAR) part 3 does not include the engine lubricating oil. The oil must be drained before the aircraft is weighed, or its weight must be subtracted from the scale readings to determine the empty weight. To weigh an aircraft that does not include the engine lubricating oil as part of the empty weight, place it in level flight attitude, then open the drain valves and allow all the oil that is able, to drain out. Any remaining is undrainable oil and is part of the empty weight.
If it is impractical to drain the oil, the reservoir can be filled to the specified level and the weight of the oil computed at 7.5 lb/gal. Then its weight and moment are subtracted from the weight and moment of the aircraft as weighed. The amount and arm of the undrainable oil are found in NOTE 1 of the TCDS, and this must be added to the empty weight. For aircraft certificated since 1978 under 14 CFR parts 23 and 25, full engine oil is typically included in an aircraft’s 6-14 empty weight. This can be confirmed by looking at the TCDS. If full oil is to be included, the oil level needs to be checked and the oil system serviced if it is less than full.
Miscellaneous Fluids The hydraulic fluid reservoir and all other reservoirs containing fluids required for normal operation of the aircraft should be full. Fluids not considered to be part of the empty weight of the aircraft are potable (drinkable) water, lavatory precharge water, and water for injection into the engines. Flight Controls The position of such items as spoilers, slats, flaps, and helicopter rotor systems is an important factor when weighing an aircraft. Always refer to the manufacturer’s instructions for the proper position of these items. Other Considerations Inspect the aircraft to see that all items included in the certificated empty weight are installed in the proper location.
Remove items that are not regularly carried in flight. Also, look in the baggage compartments to make sure they are empty. Replace all inspection plates, oil and fuel tank caps, junction box covers, cowling, doors, emergency exits, and other parts that have been removed during maintenance. All doors, windows, and sliding canopies should be in the normal flight position. Remove excessive dirt, oil, grease, and moisture from the aircraft. Some aircraft are not weighed with the wheels on the scales, but are weighed with the scales placed either at the jacking points or at special weighing points. Regardless of what provisions are made for placing the aircraft on the scales or jacks, be careful to prevent it from falling or rolling off, thereby damaging the aircraft and equipment. When weighing an aircraft with the wheels placed on the scales, release the brakes to reduce the possibility of incorrect readings caused by side loads on the scales.
All aircraft have leveling points or lugs, and care must be taken to level the aircraft, especially along the longitudinal axis. With light, fixed-wing airplanes, the lateral level is not as critical as it is with heavier airplanes. However, a reasonable effort should be made to level the light airplanes along the lateral axis. Helicopters must be level longitudinally and laterally when they are weighed. Accuracy in leveling all aircraft longitudinally cannot be overemphasized. Weighing Points When an aircraft is being weighed, the arms must be known for the points where the weight of the aircraft is being transferred to the scales. If a tricycle gear small airplane has its three wheels sitting on floor scales, the weight transfer to each scale happens through the center of the axle for each wheel. If an airplane is weighed while it is on jacks, the weight transfer happens through the center of the jack pad.
For a helicopter with skids for landing gear, determining the arm for the weighing points can be difficult if the skids are sitting directly on floor scales. The problem is that the skid is in contact with the entire top portion of the scale, and it is impossible to know exactly where the center of weight transfer is occurring. In such a case, place a piece of pipe between the skid and the scale, and the center of the pipe will now be the known point of weight transfer. The arm for each of the weighing points is the distance from the center of the weight transfer point to the aircraft’s datum.
If the arms are not known, based on previous weighing of the aircraft or some other source of data, they must be measured when the aircraft is weighed. This involves dropping a plumb bob from the center of each weighing point and from the aircraft datum, and putting a chalk mark on the hangar floor representing each point. The perpendicular distance between the datum and each of the weighing points can then be measured. In Figure 6-23, the distance from the nosewheel centerline to the datum is being measured on an airplane. The nosewheel sitting on an electronic scale can be seen in the background.
Jacking the Aircraft Aircraft are often weighed by rolling them onto ramps in which load cells are embedded. This eliminates the problems associated with jacking the aircraft off the ground. However, many aircraft are weighed by jacking the aircraft up and then lowering them onto scales or load cells. Extra care must be used when raising an aircraft on jacks for weighing. If the aircraft has spring steel landing gear and it is jacked at the wheel, the landing gear will slide inward as the weight is taken off the tire. Care must be taken to prevent the jack from tipping over. For some aircraft, stress panels or plates must be installed before they are raised with wing jacks to distribute the weight over the jack pad. Be sure to follow the recommendations of the aircraft manufacturer in detail anytime an aircraft is jacked. When using two wing jacks, take special care to raise them simultaneously, so the aircraft does not slip off the jacks. As the jacks are raised, keep the safety collars screwed down against the jack cylinder to prevent the aircraft from tilting if one of the jacks should lose hydraulic pressure.
Leveling the Aircraft When an aircraft is weighed, it must be in its level flight attitude so that all the components are at the correct distance from the datum. This attitude is determined by information in the TCDS. Some aircraft require a plumb line to be dropped 6-15 from a specified location so that the point of the weight, the bob, hangs directly above an identifiable point. Others specify that a spirit level be placed across two leveling lugs (special screws on the outside of the fuselage). Other aircraft call for a spirit level to be placed on the upper door sill. Lateral level is not specified for all light aircraft, but provisions are normally made on helicopters for determining both longitudinal and lateral level. This may be done by built-in leveling indicators or by a plumb bob that shows the conditions of both longitudinal and lateral level. The actual adjustments to level the aircraft using load cells are made with the jacks.
When weighing from the wheels, leveling is normally done by adjusting the air pressure in the nosewheel shock strut. Safety Considerations Special precautions must be taken when raising an aircraft on jacks. 1. Stress plates must be installed under the jack pads if the manufacturer specifies them. 2. If anyone is required to be in the aircraft while it is being jacked, there must be no movement. 3. The jacks must be straight under the jack pads before beginning to raise the aircraft. 4. All jacks must be raised simultaneously and safety devices placed against the jack cylinder to prevent the aircraft from tipping if any jack should lose pressure.
Not all jacks have screw-down collars, some use drop pins or friction locks. CG Range The CG range for an aircraft is the limits within which the aircraft must balance. It is identified as a range and considered an arm extending from the forward most limit to the aft most limit usually expressed in inches. In the TCDS for the Piper Seneca airplane, shown earlier in this chapter, the range is given in Figure 6-24. Because the Piper Seneca is a retractable gear airplane, the specifications identify that the range applies when the landing gear is extended, and that the airplane’s total moment is decreased by 32 when the gear retracts. To know how much the CG changes when the gear is retracted, the moment of 32 in-lb would need to be divided by the loaded weight of the airplane. For example, if the airplane weighed 3,500 lb, the CG would move forward 0.009" (32 ÷ 3,500).
Based on the numbers given, up to a loaded weight of 2,780 lb, the forward CG limit is +80.7" and the aft CG limit is +94.6". As the loaded weight of the airplane increases to 3,400 lb, and eventually to the maximum of 4,000 lb, the forward CG limit moves aft. In other words, as the loaded weight of the airplane increases, the CG range gets smaller. The range gets smaller because of the forward limit moving back, while the aft limit stays in the same place. The data sheet identifies that there is a straight-line variation between the points given. The points being referred to are the forward and aft CG limits. From a weight of 2,780 lb to a weight of 3,400 lb, the forward limit moves from +80.7" to +82.0", and if plotted on a graph, that change would form a straight line. From 3,400 lb to 4,000 lb, the forward limit moves from +82 to +86.4", again forming a straight line. Plotted on a graph, the CG limits would look like what is known as the CG envelope.
In Figure 6-25, the red line represents the forward limit up to a weight of 2,780 lb. The blue and green lines represent the straight-line variation that occurs for the forward limit as the weight increases up to a maximum of 4,000 lb. The yellow line represents the maximum weight for the airplane, and the purple line represents the aft limit. Empty Weight Center of Gravity (EWCG) Range For some aircraft, a CG range is given for the aircraft in the empty weight condition in the TCDS. This practice is not very common with airplanes, but is often done for helicopters. This range would only be listed for an airplane if the fuel tanks, seats, and baggage compartments are so located that changes in the fuel or occupant load have a very limited effect on the balance of the aircraft. If the EWCG of an aircraft falls within the EWCG limits, it is impossible to legally load the aircraft so that its loaded CG falls outside of its allowable range. If the TCDS lists an EWCG range and, after a repair or alteration is completed, the EWCG falls within this range, then there is no need to compute a fore and aft check for adverse loading.
But if the TCDS lists the EWCG range as “None” (and most of them do), a check must be made to determine whether it is possible by any combination of legal loading to cause the