Test Flight For Piper Seneca V PA-34.
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Anthony Mmeri
Apr 6, 2014, 1:00:03 PM4/6/14
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Please consider this free-reprint article written by:
Anthony Mmeri
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Article Title: Test Flight For Piper Seneca V PA-34.
Author: Anthony Mmeri
Word Count: 1026
Article URL: http://www.isnare.com/?aid=1887918&ca=Travel
Format: 64cpl
Contact The Author: http://www.isnare.com/eta.php?aid=1887918
Easy Publish Tool: http://www.isnare.com/html.php?aid=1887918
*********************** ARTICLE START ***********************
Lined up on Vero Beach’s Runway R11, I put the power to the TSIO-360s and rotated in no time. Pitching for the Seneca’s best angle airspeed of 83 knots, I retracted the gear once a positive rate was established, and the useable runway slipped away below us.
It was humid day in South Florida, with some scraggly low clouds to man oeuvre around as we climbed briskly in VFR conditions out over the Atlantic. At 5500 feet, I found a slice of airspace to execute a series of man oeuvres, starting with 50-degree steep turns, power-on and –off stalls, and some brisk climbs and descents.
Through it all, power response was smooth and control pressures balanced. The Seneca might not be quite the pilot’s airplane that a Baron is, but it is close.
Next, I switched on the autopilot, so Kronsnoble and I could dig deeper into the G1000 system. With some prompting, I was able to programme a hold at my current position and let the autopilot fly a smooth teardrop entry into an oval racetrack pattern.
I then hit the autopilot disconnect switch on the yoke and hand flew a circuit in the hold. It really could not have been easier thanks to the G1000s fight director cues and the Seneca’s natural stability keeping us on a precise track.
Some pilots prefer a conventional elevator to the Pipers stabilator, but I had no complaints. It felt right.
For our next technology demonstration, Kronsnoble called up the sitcom page on the MFD and showed me how to place a telephone call. I dialed the number he gave me using the straight forward G1000 interface, and just like that, the phone was ringing in my headset.
Somebody back at the Piper factory picked up and confirmed they heard us loud and clear. They sounded good on our end, too. Thanks to the Iridium satellite networks global coverage, calls can be made and received literally anywhere in the world.
The same goes for emails and next messages sent using the service. (Keep in mind, though, that outgoing calls cost $1, 50 per minute and incoming calls as much as $4 a minute).
There wasn’t any icing for us to sample, but this Seneca was fitted with full and approved de-icing equipment. Ice protection is optional, but virtually all Seneca’s come with it.
Another option this Seneca had, which is probably well worth the extra cost in hot climates, is PiperAire air conditioning -it will set you back an additional $ 22000, but you’ll be glad you sprang for it when the asphalt is scorching.
Piper claims a maximum speed of just over 200 KTAS at the Seneca’s 25000-foot ceiling. I saw cruise speeds at our lower altitude on the day of my test of around 173 KTAS .That is still respectable speed, though a bit slower than a turbo-Baron .At 2500 rpm, the aircraft was burning around 12, 5 gph (47 litres) per side .Throttling back slowed us to the mid-150s and fuel burn dropped to around 10 gph (37, 8 litres) per side.
Next, we headed back to the airport to try a few circuits in the pattern.Heres where the Seneca shines, in my opinion. Turning final with two notches of flaps (25 degrees) at 90 knots provides a nicely stabilized descent path.
Once the runway was ensured on my first try, I selected full flaps and rounded out for a nice landing. For the next try, I flew with two notches of flaps all the way down final, which allows for a nice tail-low touchdown.
I found that the reshaped instrument panel affords good visibility in the flare, providing just the right visual cues to ensure consistently smooth arrivals.
Engine-out performance in the Seneca V is respectable, with a single-engine rate of climb at sea level of 253 fpm.That is at a lower speed than some other light twins, too, so the single-engine climb gradient is comparatively better.
At 8000 feet and ISA+10 ,the Seneca V will still climb at better than 143 fpm.Even at 16000 feet and maximum gross weight the aircraft will barely manage a climb, providing just the peace of mind pilots who opt for twins expect.
As mentioned earlier, sales in many countries, notably Brazil, have been a bright spot for Piper, precisely because of the Seneca’s engine-out capability. Flight schools are also taking a closer look at the Seneca, along with Pipers other light twin, the Seminole.
It should come as no surprise that there has also been a good deal of renewed interest among personal fliers and even air taxi outfits. Add them all up, and the Seneca V long list of positive attributes compares favorably against the competition.
Not that the Seneca V has much competition ,of course .The Beech craft G58 Baron, Piper Seminole and Diamonds DA42 are the only other all-weather piston twins in production today, and none of them goes head-to-head with the Seneca. The Baron is a better performer with a price tag to match. The DA42 and Seminole seat only four, a limitation that eliminates them from consideration for many light twin shoppers.
That leaves the Seneca in a market niche all of its own.
Piper is doing an admirable job of capitalizing on the dearth of new piston twins in the market by making the Seneca’s cabin even more comfortable and convenient with a variety of amenities, including a cooler integrated into the centre armrest.
An attractive two-tone paint scheme is another nice touch in the modern –looking space.
The Seneca’s large and comfortable cabin also helps accentuate its big airplane feel, as always.
The fact that buyers are left with few alternatives when shopping for a new light twin should not be a deterrent.
For a great many buyers looking for a complete personal airplane with cockpit technology to match, the Seneca V answers the call.
*********************** ARTICLE END ***********************
- To distribute your articles go to http://www.isnare.com/distribution.php
- For more free-reprint articles go to http://www.isnare.com
Message delivered directly to members of the group:
publish-the...@googlegroups.com
*****************************************************************
Please consider this free-reprint article written by:
Anthony Mmeri
*****************************
IMPORTANT - Publication/Reprint Terms
- You have permission to publish this article electronically in free-only publications such as a website or an ezine as long as the bylines are included.
- You are not allowed to use this article for commercial purposes. The article should only be reprinted in a publicly accessible website and not in a members-only commercial site.
- You are not allowed to post/reprint this article in any sites/publications that contains or supports hate, violence, porn and warez or any indecent and illegal sites/publications.
- You are not allowed to use this article in UCE (Unsolicited Commercial Email) or SPAM. This article MUST be distributed in an opt-in email list only.
- If you distribute this article in an ezine or newsletter, we ask that you send a copy of the newsletter or ezine that contains the article to http://www.isnare.com/eta.php?aid=1887918
- If you post this article in a website/forum/blog, ALL links MUST be set to hyperlinks and we ask that you send a copy of the URL where the article is posted to http://www.isnare.com/eta.php?aid=1887918
- We request that you ask permission from the author if you want to publish this article in print.
The role of iSnare.com is only to distribute this article as part of its Article Distribution feature ( http://www.isnare.com/distribution.php ). iSnare.com does NOT own this article, please respect the author's copyright and this publication/reprint terms. If you do not agree to any of these terms, please do not reprint or publish this article.
*****************************
Article Title: Test Flight For Piper Seneca V PA-34.
Author: Anthony Mmeri
Word Count: 1026
Article URL: http://www.isnare.com/?aid=1887918&ca=Travel
Format: 64cpl
Contact The Author: http://www.isnare.com/eta.php?aid=1887918
Easy Publish Tool: http://www.isnare.com/html.php?aid=1887918
*********************** ARTICLE START ***********************
Lined up on Vero Beach’s Runway R11, I put the power to the TSIO-360s and rotated in no time. Pitching for the Seneca’s best angle airspeed of 83 knots, I retracted the gear once a positive rate was established, and the useable runway slipped away below us.
It was humid day in South Florida, with some scraggly low clouds to man oeuvre around as we climbed briskly in VFR conditions out over the Atlantic. At 5500 feet, I found a slice of airspace to execute a series of man oeuvres, starting with 50-degree steep turns, power-on and –off stalls, and some brisk climbs and descents.
Through it all, power response was smooth and control pressures balanced. The Seneca might not be quite the pilot’s airplane that a Baron is, but it is close.
Next, I switched on the autopilot, so Kronsnoble and I could dig deeper into the G1000 system. With some prompting, I was able to programme a hold at my current position and let the autopilot fly a smooth teardrop entry into an oval racetrack pattern.
I then hit the autopilot disconnect switch on the yoke and hand flew a circuit in the hold. It really could not have been easier thanks to the G1000s fight director cues and the Seneca’s natural stability keeping us on a precise track.
Some pilots prefer a conventional elevator to the Pipers stabilator, but I had no complaints. It felt right.
For our next technology demonstration, Kronsnoble called up the sitcom page on the MFD and showed me how to place a telephone call. I dialed the number he gave me using the straight forward G1000 interface, and just like that, the phone was ringing in my headset.
Somebody back at the Piper factory picked up and confirmed they heard us loud and clear. They sounded good on our end, too. Thanks to the Iridium satellite networks global coverage, calls can be made and received literally anywhere in the world.
The same goes for emails and next messages sent using the service. (Keep in mind, though, that outgoing calls cost $1, 50 per minute and incoming calls as much as $4 a minute).
There wasn’t any icing for us to sample, but this Seneca was fitted with full and approved de-icing equipment. Ice protection is optional, but virtually all Seneca’s come with it.
Another option this Seneca had, which is probably well worth the extra cost in hot climates, is PiperAire air conditioning -it will set you back an additional $ 22000, but you’ll be glad you sprang for it when the asphalt is scorching.
Piper claims a maximum speed of just over 200 KTAS at the Seneca’s 25000-foot ceiling. I saw cruise speeds at our lower altitude on the day of my test of around 173 KTAS .That is still respectable speed, though a bit slower than a turbo-Baron .At 2500 rpm, the aircraft was burning around 12, 5 gph (47 litres) per side .Throttling back slowed us to the mid-150s and fuel burn dropped to around 10 gph (37, 8 litres) per side.
Next, we headed back to the airport to try a few circuits in the pattern.Heres where the Seneca shines, in my opinion. Turning final with two notches of flaps (25 degrees) at 90 knots provides a nicely stabilized descent path.
Once the runway was ensured on my first try, I selected full flaps and rounded out for a nice landing. For the next try, I flew with two notches of flaps all the way down final, which allows for a nice tail-low touchdown.
I found that the reshaped instrument panel affords good visibility in the flare, providing just the right visual cues to ensure consistently smooth arrivals.
Engine-out performance in the Seneca V is respectable, with a single-engine rate of climb at sea level of 253 fpm.That is at a lower speed than some other light twins, too, so the single-engine climb gradient is comparatively better.
At 8000 feet and ISA+10 ,the Seneca V will still climb at better than 143 fpm.Even at 16000 feet and maximum gross weight the aircraft will barely manage a climb, providing just the peace of mind pilots who opt for twins expect.
As mentioned earlier, sales in many countries, notably Brazil, have been a bright spot for Piper, precisely because of the Seneca’s engine-out capability. Flight schools are also taking a closer look at the Seneca, along with Pipers other light twin, the Seminole.
It should come as no surprise that there has also been a good deal of renewed interest among personal fliers and even air taxi outfits. Add them all up, and the Seneca V long list of positive attributes compares favorably against the competition.
Not that the Seneca V has much competition ,of course .The Beech craft G58 Baron, Piper Seminole and Diamonds DA42 are the only other all-weather piston twins in production today, and none of them goes head-to-head with the Seneca. The Baron is a better performer with a price tag to match. The DA42 and Seminole seat only four, a limitation that eliminates them from consideration for many light twin shoppers.
That leaves the Seneca in a market niche all of its own.
Piper is doing an admirable job of capitalizing on the dearth of new piston twins in the market by making the Seneca’s cabin even more comfortable and convenient with a variety of amenities, including a cooler integrated into the centre armrest.
An attractive two-tone paint scheme is another nice touch in the modern –looking space.
The Seneca’s large and comfortable cabin also helps accentuate its big airplane feel, as always.
The fact that buyers are left with few alternatives when shopping for a new light twin should not be a deterrent.
For a great many buyers looking for a complete personal airplane with cockpit technology to match, the Seneca V answers the call.
*********************** ARTICLE END ***********************
- To distribute your articles go to http://www.isnare.com/distribution.php
- For more free-reprint articles go to http://www.isnare.com
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