4 Components of The Piper Seminole

If you are a pilot looking to learn more about the difference in what separates the Piper Seminole from other Multi Engine planes you have come to the right place. Nathan and Ryan give us a walkthrough of what makes a Piper Seminole unique from other multi-engine planes.
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[@icun2212]

Thank you for the easy explanation on the constant-speed propeller.
Back in the multi engine ground, i was unable to explain that in front of my instructor. Thankfully he just laughed instad of gave me punishment 😂

[@e.b963]

Fantastic, thank you!

[@alexsze5455]

Best Multi course in the nation!! Got my comm multi add-on in 3 days. Great training!!

[@ThrustFlight]

Glad you enjoy it!

[@jessiebajura3807]

hello,we have a trouble in our chieftain navajo.still warning sound but when we press the left gear micro switch the sound is off,is that the squat micro switch will be defected?

[@MaxSachs]

Beautiful plane! Pricey as hell though.

[@xking18]

Hm.. I’ve counted 3 - constant speed props, retractable gear and stabilator, what is the 4th?

[@ArchimedesDaVinci]

No.# 2 @1:35 *Right Engine* Critical Engine
The critical engine is the engine that, when it fails, most adversely affects the
performance and handling qualities of the airplane.
The Seminole is equipped with a _counter rotating propeller on the right engine_ . The failure of either engine has the same
effects on performance. *This is why the Seminole does not have a critical engine* .
On most multi-engine aircraft, both propellers rotate clockwise as viewed from
the cockpit. By understanding the following factors when flying an aircraft that
has both propellers rotating clockwise, it will be apparent that a left-engine
failure makes the aircraft more difficult to fly than a right-engine failure. The
clockwise rotation of the props contributes to the following factors that cause
the left engine to be critical:
P P-Factor
A Accelerated Slipstream
S Spiraling Slipstream
T Torque
*P Factor (Yaw)* Both propellers turn clockwise as viewed from the
cockpit. At low airspeeds and high angles of attack,
the descending blade produces more thrust than
the ascending blade due to its increased angle of
attack. Though both propellers produce the same
overall thrust, the descending blade on the right
engine has a longer arm from the CG (or greater
leverage) than the descending blade on the left
engine. The left engine produces the thrust closest to center line. The yaw
produced by the loss of the left engine will be greater than the yaw produced
by the loss of the right engine, making the left engine critical.
*Accelerated Slipstream (Roll and Pitch)*
_P Factor_ causes more thrust to be produced on the right side of the propeller.
This yields a center of lift that is closer to the aircraft's longitudinal axis on the
left engine and further from the
longitudinal axis on the right
engine and also results in less
negative lift on the tail. Because of
this, the roll produced by the loss
of the left engine will be greater than the roll produced by the loss of the right
engine, making the left engine critical.
*Spiraling Slipstream (Yaw)*
A spiraling slipstream from the left engine hits the
vertical stabilizer from the left, helping to counteract
the yaw produced by the loss of the right engine.
However, with a left engine failure, slipstream
from the right engine does not counteract the yaw
toward the dead engine because it spirals away
from the tail, making the left engine critical.
*Torque (Roll)*
For every action, there is an equal and opposite reaction. Since the propellers
rotate clockwise, the aircraft will tend to roll counterclockwise. When the
right engine is lost, the aircraft will roll to the right. The right rolling tendency,
however, is reduced by the
torque created by the left engine.
When the left engine is lost, the
aircraft will roll to the left, and
the torque produced by the right
engine will add to the left rolling tendency requiring more aileron input, which increases drag, making the left engine critical.
*_Summary_*
On most light multi-engine aircraft when the critical engine is inoperative, both
directional control and performance suffer more than when the non-critical
engine is inoperative.