Piper SENECA III - Page 177

PIPER
AIRCRAFT
CORPORATION
SECTION
7
PA-34-220T,
SENECA
Ill
DESCRIPTION
&
OPERATION
The
inta]<c
filter
air
box
incorporates
a
manual]y
operated
two-way
valve
designed
to
alow
induction
air
cither
to
pass
into
the
compressor
through
the
filter
or
to
bypass
the
filter
and
supply
heated
air
directly
to
the
turbocharger.
There
is
an
automatic
alternate
air
door
which
opens
in
the
|
event
that
the
primary
air
source
becomes
blocked. Alternate
air
selection
ensures
induction
air
flow
should
the
filter become
blocked.
Since
the
air is
heated. the
alternate
air
system
offers protection
against
induction
system
blockage
caused
by
snow
or
freezing
rain,
or
by
the
freezing
of moisture
accumulated
in
the
induction
air
filter.
Alternate
air
is
tmfiltered:
therefore.
it
should
not
be
used
during
ground
operation
when
dust
or
other
con-
taminants
might
enter
thesystem.Theprimary(throughthefilter)induction
source
should
always he
used
for
takeoffs.
The
fuel
injection
system
incorporates
a
metering
system
which
measures
the
rate
at
which
turbocharged
air
is being
used
by
the engine and
dispenses
fuel
to
the
cylinders
proportionally. Fuel
is
supplied
to
the
injector
pump
at
a
greater
rate
than
the
engine
requires.
The
excess
fuelis
returned
to
the
fuel
tank by
the
vapor
return
line.
The
fuel injection
system
is
a
"continuous
flow"
type.
To
obtain
maximum
efficiency and
time
between
overhauls
from
the
engines.
follow the
procedures
recommended
in the Teledyne
Continental
i
Operator's
Manual
provided
with
the
airplane.
Engine
controls
consist
of
a
throttle,
a
propeller
control
and
a
mixture
control lever
for
each
engine.
These
controls
are
located
on
the
contro!
quadrant
on
the
lower
center
of
the instrument
panel
where
they
are
accessible
to
both.the
pilot
and
the
copilot.
The
controls
utili7e
teflon-lined
control
cables
to
reduce
friction
and binding.
The
throttle
levers
are
used
to
adjust
the
manifold
pressure.
They
incorporate
a
gear
up
warning
born
switch
which
is
activated
duringthe last
portion
of
travel
of
the
throttle
levers
to
the
low
power
position.
If
the
landing
gear
is
not
locked
down,
the horn
will
sound
until
the
gear
is
down
and
locked
or
until
the
power
setting
is increased,
This is
a
safety
feature
to
warn
the
pilot
of
an
inadvertent
gear
up
landing.
All
throttle
operations
should
be
made
with
a
smooth,
not
too
rapid
movement to
prevent
unnecessary
engine
wear or
damage
to
the
engines,
and
to
allow
time
for
the
turbocharger
speed
to
stabilize.
The
propeller
control levers
are
used
to
adjust the
propeller
speed
from
high
RPM
to
feather.
ISSUED:
JANUARY 8,
1981
REPORT:
VB-1110
REVISED:
FEBRUARY
25,
1982
7-3