Multi-Engine

✓go 55 stall speed landing configuration bottom white arc

Wmc 56 minimum controllable airspeed red line

✓g 57 stall speed with zero flaps bottom green arc

VR 75 rotation speed

VX 82 best angle of climb

Vxse 82 best angle of climb on

single engine

VSSE 82 Safe speed for intentional engine failure

✓y 88 best rate of climb

Vyse 88 best rate of climb on single engine blue line

Vee 111 Max flap

extension
top white arc

✓ LOT 109 Max gear retraction

Hot 140 Max gear

extension

top green arc

VNO 169 Max structural cruising speed

red line
✓ we 202 never exceed speed

VA 112 2700 lbs

maneuvering speed
VA 135 3800 lbs

17 Max demonstrated crosswind

35 of POH
pg .
 Seminole Systems Quick
Reference
Engine
Two
Lycoming, 4-cylinder, 0-360 rated at 180 hp at 2700-rpm
-

Right engine is lo-360 because left rotation

Horizontally opposed
Piston driven
" "
-
L HAND
Carbureted
Air cooled
Normally aspirated
Direct drive
Ignition via engine- driven magnetos independent the
electrical system
Propellers "

74 metal prop
Hartzell
Two-bladed
Controllable pitch, constant speed, full feathering metal props
Landing gear
Electrically activated → hydraulically actuated
Fully retractable
Tricycle type
Held up by hydraulic pressure
Gear extension aided by springs
Down-lock hooks & springs maintain force to keep gear down
Brakes
Hydraulically activated - on main landing gear wheels
Disc brakes on main landing gear wheels
Brake fluid reservoir is located in the nose cone
Flaps
Manual flap system
0°, 10°, 25°, 40°
Spring loaded to return 0°
Vacuum pump
Two engine driven vacuum pumps
Suction limits - 4.8"- 5.2" Hg at 2700 RPM
Pitot static
Pitot mast
Combined pitot tube and static port
Under left wing
Alternate static source in cabin under left side of instrument panel
Fuel system
100LL AVGAS
Two 55 gallon bladder nacelle tanks
One gallon unusable per tank
Four fuel pumps
Two engine driven
Two electrically driven
Electric driven fuel pumps are used for:
Engine start, take off, landing, & fuel selector changes
Electrical system
14 volt system
12 volt lead-acid battery / 35 ampere-hour
Two 60 amp (per POH) engine driven alternators
Over voltage relays
One in each alternator
Maintains 14 volts
If output is > 17 volts relays take alternators off electrical line
Heater
Janitrol gas combustion heater
Located in the nose compartment
Fuel is supplied at a rate of 1/2 gallon per hour
Between left filter and left electric fuel pump
Stall warning horn
Two electrical stall detectors on the left wing
Inboard detector provides stall warning at flaps 25° and 40°
Outboard detector provides warning at flaps 0° and 10°
Purpose of two stall detector tabs is for adequate stall warning at
various angles of attack
Electric stall tabs are deactivated on the ground via left main squat
switch
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angle to maintain a selected RPM regardless of the operational conditions of the aircraft.

The prop governor is located on the top left of the engine when facing the propeller. You can
see it in the front of the engine nacelle. It is usually black in color.
BLUE KNOB FORWARD
The speeder spring pushes down on the fly weights in an under-speed condition (or the
prop is moving too slowly)
Thus, the pilot value is moved down, which pushes oil into the prop hub
When the desired RPM is reached, flyweights will result in an on-speed condition, which
allows the pilot value to be in a neutral position
This stops the oil flow from the pump and keeps/traps the constant high oil pressure in the
hub
BLUE KNOB MOVED AFT
The speeder spring releases pressure on the flyweights in an over-speed condition (or the
prop is moving too fast)
Thus, the pilot valve is moved up, which allows oil pressure to be released from the prop
hub to the oil return line back to the oil sump
When the desired RPM is reached, the fly-weight will be in an on-speed condition and the
pilot valve will reach a neutral position
This stops the oil flow from the prop and keeps/traps the constant lower oil pressure in the
hub
BLUE KNOB FULL AFT FULLY FEATHERED
Move the blue knob full aft into the low RPM dent, into the feathered position
The speeder spring releases pressure on the flyweights in an under-speed condition
The pilot valve is moved up, which allows oil pressure to be fully released from the prop hub
to the oil sump via the oil return line
This will allow the nitrogen-charged cylinder, spring, and centrifugal counterweights to drive
the blades to a high-pitch position
The prop will feather at a setting of 950 RPM, which allows the starter to more easily restart
the engine
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12 Volt
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battery bus :

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negative ground dual fed split bus system

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one way diodes between the MAIN BUS &

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 Notes
Quick Reference
two 55 tanks
gallon nacelle

unusable in each tank

one
gallon
108 usable gallons
minimum grade 100 octane

one vent under each wing

driven fuel
primarily fed via engine pumps
electric pumps for backup
electric pumps must be electric primers
on to operate

The fuel system is designed to provide an uninterrupted flow of

clean fuel from the fuel tanks to the engine.
1 Fuel flows from the tank to the fuel selector.

2 From the selector fuel flows through a sump.

3 From the sump the fuel passes through the

electrically-driven auxiliary fuel pump. The
auxiliary pumps are used for engine starting,
cross-feeding operations, and in the event that an
engine-driven main pump fails.

4 Fuel is pumped by the engine-driven fuel pump to the carburetor, where

it is mixed with air and sent to the intake manifold.
5 The primer can pump additional fuel directly into cylinders 1,2, and 4
1. Fuel flows from the fuel tank through the filters
The fuel flows through a filter to stop anything from dirt to debris that will hurt the
engine from entering the fuel system
Each filter is linked to a fuel sump drain, allowing pilots to check the fuel system for
any sediment, water, and other miscellaneous, unknown material
The drain is found under the baggage compartment door
2. After fuel is filtered, it is pumped through an electrically driven fuel pump
The electrically driven fuel pumps are a backup feature for the fuel system
Electrically driven fuel pumps should be on during takeoff and landing
Keep the electrically driven fuel pumps on during all critical phases of flight,
because you may be at low altitudes and an engine driven fuel pump failure would be
extremely dangerous
3. The fuel then flows from the electrically driven fuel pump to the engine driven fuel
pump
4. From the engine driven fuel pump, fuel flows to the carburetor, which will control the
air fuel ratio into the cylinders
The carburetor links to the 4 cylinders in the engine via the intake manifold
5. Before reaching the carburetor, as the fuel flows past a sensor, we will receive an
indication on the fuel pressure gauge
This reading will also tell us whether or not we need to use the back-up electrically
driven fuel pump in flight to increase pressure in the system

Fuel for the janitrol heater will flow from the left fuel tank
After the fuel is filtered, it is sent through the combustion heater fuel pump and
then to the heater
landing gear system

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Gear is already in down position
When you toggle the switch into the up position..
The pump is going to engage
Hydraulic fluid starts flowing from one of the down lines through the reversible
pump
The shuttle valve moves to the left so the hydraulic fluid can flow through the
shuttle value into the high pressure side of the system and into each of the gear
cylinders
This pressurizes the bottom of the cylinders and the gear moves up.
The hydraulic fluid that was trapped in the tops of the cylinders is going to flow
backwards out through the low pressure side and back through the shuttle
value into the reservoir
When the gear is up and locked....
A pressure switch is going to be activated at 1800 psi and shuts the pump off and
the shuttle value moves back into place where it belongs
 quick reference notes
down when
illuminator lights may not indicate :

is locked down
l
gear not

2 bulb is burned out

3
indicating system malfunction

will indicate
warning horn when :

gear manifold
locked down El pressure
l
gear is not
on one /both engines
"

has fallen below 14

2 switch is UP when plane is on the ground
gear
switch is UP &
flaps are extended to the
3
gear
2nd or 3rd notch position
emergency gear extend

pulling the knob releases the hydraulic pressure holding the

to free fall
gear in the VP position allowing the
gear
GENERAL DESCRIPTION
Electrically activated
Hydraulically actuated
Fully retractable
Tricycle landing gear
LIMITATIONS
Airspeeds
Max retraction speed (Vlo up) : 109 KIAS
Max extension speed (Vlo down) : 140 KIAS
LANDING GEAR SYSTEM
Hydraulic pump
Electrically powered
Reversible
RESERVOIR
Integral part of the gear hydraulic system
Accessible through the baggage compartment
PHYSICAL
Nose gear
Uses combination of full rudder travel and braking
Steerable through a 30-degree arc either side of center
Gear centering spring prevents shimmy
Bungee assembly reduces ground steering effort
MAIN GEAR AND STRUTS
Air-oil assemblies
Strut exposure should be checked every flight
DOWN LOCKS
J-hooks engage to hold the gear in the down position
High tension springs
Assist in gear extension and in locking the gear
Maintain force on down-lock hooks until pressure is released
CONVEX MIRROR
Visual indicator of gear position
Located on both engine nacelles
LIMIT SWITCHES
Stop the flow of current to the hydraulic pump
Correspond to the desired gear position selected by the handle
SQUAT SWITCH
Located on the left main landing gear
Prevents inadvertent gear retraction on the ground with gear selector in the up position and
master switch on
Gear raises when the gear strut fully extends, closing the circuit and placing the gear selector
in the up position
GEAR INDICATOR LIGHTS
3 green lights
Indicate whether the gear is down and locked
Gear warning horn
Micro switch activated (electrically powered)
Conditions:
1. Gear is not locked with throttle at 14" or less MP
2. Gear selector switch in up position while on the ground
3. Gear selector in up position while flying with flaps extended to second or third notch
position
NORMAL GEAR OPERATION
Gear selector operation
Two
, positions, gear switch (up/down)
Gear fully extends or retracts when gear selector is placed in the
corresponding position
Pump operation
Gear selector activates hydraulic pump
Hydraulic pressure moves the gear up or down (1500 PSI -1800 PSI)
Gear extension cycle: 6-7 seconds
Operational considerations
Do not cycle the gear position lever while gear is in transit
Always allow the gear to fully cycle before moving gear handle
Always check that the gear selector is down during pre-flight
Ensure gear indicator lights snow 3 green on the ground
UNSAFE GEAR TROUBLESHOOTING (ALWAYS USE YOUR CHECKLIST)
Unsafe gear indication
Red warning light will indicate on the instrument panel
Warning horn to alert pilot of unsafe gear (90 cycles/min)
Two main causes
Physical: gear is not physically down and locked
Electrical: burnt-out bulb or malfunction of the system
Gear light indications
Ensure NAV lights are off during daytime operations
NAV lights automatically dim gear indicator lights when on
Always check NAV light position when selecting gear down
EMERGENCY OPERATIONS
Hydraulic failure
Gravity and spring-assisted extension
Emergency extension procedure
Pull emergency gear extension knob
Releases hydraulic pressure when pulled
Allows gear to free fall
 oil system overview

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The oil pump draws oil from the sump and routes it to the the engine.

After the oil passes through the engine, it returns to the sump.
 sump

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Pitot/Static System
The pitot/static mast is underneath the left wing.
The pitot/static system displays information on the airspeed indicator,
attitude indicator, and the vertical speed indicator (VSI).
The airspeed indicator uses information from the ram intake as well as the
static port.
The altimeter and VSI use the static port only.
Alternate Static System
If the static system becomes inoperative, there is an alternate static port
inside the cabin underneath the left-side control panel. Using this feature
will always indicate a higher than actual airspeed/altitude/VSI.
Icing Conditions
The pitot/static tube has an anti-ice feature.
To activate the anti-ice, flip the switch to the on position; it's located
inside, on the left-side panel
If the pitot/static tube becomes iced over, several instruments (altimeter,
ASI, VSI) will become inactive/inoperative.
If the ram air and drain hole become iced or clogged, the airspeed will will
remain steady regardless of speed.
If the ram intake becomes clogged/iced, the ASI will become inaccurate.
 ignition system

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ignition system

1 Electricity powers the starter, which rotates the flywheel.

2 The flywheel rotates the crankshaft.

3 The crankshafts rotation rotates the magnets in the magneto.

4 The magneto generates voltage to jump a spark across the spark

plug gap in each cylinder.

5 The spark ignites the fuel /air mixture.

 electrical system overview
external
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 induction system

1 Outside air is brought into the engine via the filtered intake port.

Filtered air flows into the carburetor and through a Venturi, which
2
creates a low-pressure area.

Higher, ambient pressure in the float chamber forces fuel to flow

3 through a discharge nozzle.

4 Fuel flows into the airstream where it is mixed with the flow of air.

The fuel/air mixture is drawn through the intake manifold and into the
5 cylinders.
Brake System
Hydraulically actuated
Disc brakes
Brakes can be found on the main landing gear
Braking the aircraft can be accomplished by pressing the top of the rudder pedals
The hydraulic reservoir for the brakes can be found in the nose compartment
The parking brake can be set into place by holding the brakes and pulling back on the black
knob under the yoke
Environmental Systems
The Seminole is equipped with a janitrol gas combustion heater located in
the nose cone
The heater uses approximately 1/2 gallon of fuel per hour drawn from
downstream of the left fuel selector.
Air from the heater is distributed by a manifold to the ducts along the
cabin floor to outlets at each seat and to the defroster outlets.
The heater is controlled by a three- position (fan, off, heater) switch on the
lower-right instrument panel.
Airflow and temperature are regulated by three levers on the instrument
panel. The upper lever controls air intake, the center controls cabin
temperature, and the bottom controls the windshield defroster.
For cabin heat, the intake lever must be partially or fully opened and the
switch set to heater.
This starts fuel flow and ignites the heater. During ground ops, it also
activates the ventilation blower.
An overheat switch located in the heater renders it inoperative if a
malfunction occurs. In this case the overheat light on the annunciater
panel will illuminate. A red rose button is located in the nose cone.
To prevent triggering the overheat switch during normal shutdown on the
ground, turn the rocker switch to fan for 2 minutes with the air intake open
before turning the switch to off. During flight, leave the air intake open for
at least is seconds before turning the switch to off.
Safety switches prevent both fan and heater operation when the intake
lever is closed.
When the rocker switch in the fan position, the fan blows fresh air through
the heater duct for ventilation and defogging when heat isn't desired.
 anti
deicing &
icing
-

Defroster
Heated air for cabin heat and windshield defrosting is provided by a janitrol combustion heater
located in the forward fuselage.
Air from the heater is distributed by a manifold to the ducts along the cabin floor to outlets at
each seat and to the defroster outlets.
Carburetor Heat
Under certain moist atmospheric conditions at temperature of -5 degrees Celsius to 20 degrees
Celsius, it is possible for ice to form in the induction system, even the summer weather. This is
due to the high air velocity through the carburetor venturi and the absorption of heat from this
air by vaporization of the fuel.
To avoid this, carburetor preheat is provided to replace the heat loss by vaporization. Carburetor
heat should be full on when carburetor ice is encountered. Adjust mixtures for maximum
smoothness.
Pitot Heat
An optional heated pitot head installation, which alleviates problems with icing or heavy rain, is
available.
The switch for the pitot heat is located on the switch panel to the pilot's left.
The pitot heat system has a separate circuit breaker located in the circuit-breaker panel, labeled
"pitot heat."
The operational status of the pitot heat system should be included in the preflight check.
 P -

Factor -
yaw Spiraling slipstream -
yaw

high seeks low

pressure pressure
more thrust towards edge of
wing
rotational
force

centner :#
q
T T
T

[Link]

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"

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+ n . . .am

critical
I
engine
in
conventional twin :

P A . .
S T
.
.
Slipstream impacts
Vertical stabilizer
Yaw
-

roll
yaw ro , ,
-
-

Accelerated Slipstream →
roll Torque -
roll

more lift towards edge of

Wing left engine to rave counteracts natural roll

atiiina
'
Minor

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torque

- n

nation
BB op
lift arm

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-

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411
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v
#
Gas
thrust arm
P-Factor (yaw )
At low speeds and high angles of attack (like take-off), the descending blade
(right blade) produces more thrust then the ascending blade (left blade). The
descending blade on the right engine has a longer arm from the cg than the
descending (right) blade of the left engine, creating a yaw force to the left.

P-factor causes a conventional twin to yaw to the left. Failure of the left
engine will cause more loss of directional control than the loss of the right
engine because of the longer arm of the right engine's thrust from the cg.
The yaw produced by the left engine being inoperative will be greater than
the yaw produced by the right engine being inoperative, making the left
engine the critical engine.
* both engines operating

short long short long

arm arm
arm arm
* right engine
out * left
engine
out

Accelerated Slipstream (roll)

As a result of p-factor, stronger induced lift is produced on the descending
blade by its prop wash. The greatest induced drag on the right wing, is
further from the cg than the greatest induced drag on the left wing. This
creates rolling effect to the left.

When the left engine is inoperative, the amount of greatest induced lift on the
wing is further from the cg, which causes a greater rolling force than it does
when the right engine is inoperative. 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 the critical engine. '

short long short

long
arm ar m arm ar m
Spiraling Slipstream (yaw)
The extra thrust on the descending blade is causing a lower pressure
than the thrust created from the ascending blade. So the ascending
blade had a higher pressure. High pressure goes towards low
pressure.

Spiraling slipstream goes towards the right. This is because the high
pressure from the ascending blade is moving towards the low
pressure from the descending blade.

When the right engine is inoperative, the spiraling slipstream from the
left engine hits the vertical stabilizer from the left, which helps
counteract the yawing motion towards the inoperative engine. When
the left engine is inoperative, the spiraling slipstream from the right
engine doesn't hit the vertical stabilizer and doesn't counteract the
yawing motion into the inoperative engine. This causes a greater loss
of directional control, making the left engine the critical engine.

Torque (roll)
For every action there is an opposite an equal

{ Egg
reaction (Newton's 3rd law). As a result of the
propellers turning clockwise on a conventional
twin, there is a left rolling tendency of the airplane.
If the right engine fails, this left roll tendency will
help us maintain control and resist the roll towards
the right inoperative engine, caused by
"
itonop
asymmetric thrust. If the left engine fails, the left
ro .

natural
roll tendency by torque will add to the left turning
rave
to

force caused by asymmetric thrust into the

inoperative engine. This makes it much more
"
ro itonop .
difficult to maintain directional control, making the
natural ave left engine the critical engine.
+ or
SMA CfUM 25 . 149

Standard day at sea level

Max power
aft
Cg
critical
engine prop windmilling
flaps up / gear up
trim rudder Ho position

up to so bank into
operating engine
most unfavorable weight
 Standard day sea level

As we already know from previous

low density
knowledge of density altitude and
single engine aircrafts, engine yaw
performance decreases as density
altitude increases. more
When the operating engine has more
performance, it will have more I thrust
asymmetrical thrust into the
inoperative engine.

This causes you to need more

rudder input to counteract the yaw
from the asymmetric thrust.
-

It
Resulting in an increase in airflow
(airspeed) needed to maintain
directional control.

As density altitude increases,

performance will decrease and Vmc
will decrease.

Making a standard day at sea level

be your worse case scenario where
Vmc will be the highest.
[Link] rudder
more required

high density
yaw
less

µ.my#thrust'
IT
IT is FEM
rudder required
 Max power
, aw
max
power
not as

c -2,
It
The more power you have in your operating
engine, will give you more performance in your
operating engine causing more yaw into the
inoperative engine.

This will require more rudder input to counteract

that yaw.

We will need to have more airflow (airspeed) to

have more effectiveness of the rudder.
IT [Link]
When we increase our power, our engine more rudder required
performance will increase along with our Vmc
speed.

yaw
MIN
wer

'

IT
IT is FEAR udder required
 When you have an aft cg, the arm between the
cg and the rudder is shorter, which means the

Aft CG rudder will be less effective.

A higher airspeed would be required to

counteract yaw into the inoperative engine.

So with an aft cg, the Vmc speed increases

shorter arm to rudder and a forward cg would decrease Vmc.

Mini
-

The induced drag created with the lift produced less with an aft
CG. Drag is reduced, so the thrust that can be available is more,
more rudder required
and this relates to more lift available to produce the climb, so
performance is better.
less effectiveness
less leverage
=

longer arm to rudder

signing
-

less rudder
required

more leverage =
more effectiveness
 critical engine prop windmilling
yaw

l thrust

[Link]#D-J& -
moai:g
When the critical engine is windmilling, it will
It
create more drag than if it was feathered.

This will raise your Vmc speed.

obama
more rudder required
In turn, once you feather that propellor, you
decrease the Vmc.

feathered thrust
A
-

(/
'"

drag

IT is FEM
rudder required
 flaps
flaps retracted yaw

l thrust

It
When flaps are out, they help stabilize
the aircraft, which helps reduce Vmc.

On the reverse side of that, we have

less stabilization when flaps are up (in
takeoff position), which increases our
Vmc.

IT www.a
more rudder required

flaps extended

(more control )

¥ thrust

(/
tows

drag

tea less rudder required

 gear up
gear
i
-
ing
By lowering the gear, we are creating the “keel
affect” which helps keep the aircraft straight.

The accelerated slipstream behind the engine

at full power encounters the gear and creates
excess drag and that drag helps to counter the More rudder required
turning tendency.

down
gear
more control

i
-

•
"
ing
ii**E¥
if
keel effect

less rudder required

 trim
trim takeoff
(neutral )

¥4
more rudder required

trimmed
(more control )

rowdier

→ its
less rudder required
 up to 50 bank into

operating engine

yaw
relative
wind thrust
not as

f -#
\/
horizontal

compliment
of

zero
.
gadder
sideslip

When one engine is failed and you have wings level with the ball centered, you will actually be in a
mild side-slip because the failed engine is causing drag and a loss of lift.

By turning up to a 5 degree bank toward the operating engine, you will decrease the drag causing a
better climb performance and improve performance, as well as decrease Vmc.
 most unfavorable weight
( is lightweight )

\
¥
2,500lb 2,000lb
vertical

go :i%ba ,
lighter weight
less horizontal lift
to
oppose yaw

Unfavorable weight is light. The heavier the airplane, the

lower the aircraft's Vmc. The lighter the airplane, the higher
the aircraft's Vmc.

2,800lb

\
3,500lb

¥
.. vertical
..
.

. bona ,

heavier
=
weight
more horizontal lift
to
oppose yaw
 control Vmc Speed Performance

'

m
* 16 yo &

english proficient pre -

student to private Mel
TSA endorsement
(b ) (e )
begin training 61.87
) &
49 CFR Issa .
3 Ch per
A. 14
aeronautical knowledge & maneuvers
apply for student for solo
pre
pilot certificate
' ACRA 2
pre
-
solo aeronautical knowledge test

obtain at least 3rd 61 .

87lb ) A. 3
Class medical

[Link] 3
pre
-

solo
flight training
61 87 (c ) A. 4
additional endorsements
.

90 days
flight first 90 days
'

Solo flight add I

4.1 Solo
61 . 87 ( p ) A. 7

solo
flight at
night 90 days 61.87 (n ) A .
6
61.87 (o ) A. 5
solo TOL within 25mm 4.2 Complex aircraft endorsement
61.93 (b) Cl ) A. 8
61 .
31 (e ) A .
68
repeated solo L 50 NM
61.93 (b) (2) A 11
SOLO XC
flight Cat & class
.
-

solo class B airspace g

61.95cal A. 12
61.93 ( C ) ( l ) A. 9
Solo class B airport
61.95lb ) A. 13 61.93 (c) ( 2)

6 SOLO XC flight
-
that flight that day
* any CFI can give
61.93 (c) (3) A. 10

endorsements for practical

flight time required for practical test
prerequisites for practical
61.109 (b ) 61.39 (a) (6) ( i ) dual received
within 2 months
40 total time
20 dual 61.39 (a) (6) Cii ) prepared for

3 XC
practical
A. I
3 night review
distance deficiency
lxc flight 7100 NM total
knowledge test

10 TOLS full stop 61.39 (a) (6) ( iii ) A. 2

3 instrument * not required if 1004 .

3 check ride prep 2 months prior aeronautical knowledge test

10 8010
61.3g (a) ( l ) endorsement for
SXC written
I XC flight 150 NM 61 .
103 (d) endorsement for ground
(b) aeronautical knowledge
-
3 full stop landings -

SO NM
leg
61.105
areas
field A. 32
3 TOL s full stop at towered

flight proficiency / practical test

61.103 (f) endorsement dual received

61.107 (b) (2) flight profiency areas

61.109 (b) aeronautical experience
A. 33

complex aircraft endorsement

61.31 ( e ) A. 68

IACRA 8710
* 18 YO
english proficient initial Comm multi engine

endorsements
flight time required
for practical
prerequisites
time
( )
250 total can include so
61.39 (a) (6) Ci ) dual received within
in simulator 2 months

100 in powered aircraft 61.39 (a) (6) Cii ) prepared for

in practical
50 airplane A. I
100 PIC
knowledge test deficiency review
so in airplane 61.39 (a) (6) Ciii
) A. 2
SO XC * not required if 100%
10 in airplane aeronautical
knowledge test

dual 61.35 (a) (1) endorsement for written

20
instrument 61 123 (c) endorsement for
ground
to
training
.

61.125 Cb ) aeronautical knowledge

5 Multi
engine with CFI ,
-

areas
A. 34
61.195 ( c ) ( 2)
10 complex multi
-

engine flight proficiency lpractical test

2 hour VFR day XC t IOONM

61.123 le ) endorsement dual received
areas
in multi engine
61.127 (b) (2)
flight proficiency
2 hour VFR 61.129 (b) aeronautical experience
night XC t too nm
A. 35
in multi -

engine
endorsement
3 check ride with 2 Mos Complex aircraft
prep .

A. 68
61.31 Ce )
in multi
engine
-

IA CRA 8710
108010 Or commercial duties of PIC
in multi
engine
-

I XC 300 NM -

3
landings at

3.
points -

250 NM
leg
5
night VFR
10 TOLS TPA at towered
field
 new class

private AS EL
to

private AMEL
61 63
. (c )
eligibility endorsements
logbook training record endorsement
for competency in appropriate prerequisites for practical
aeronautical and test
knowledge areas

proficiency in appropriate areas 61 . 39 (a) (6) lil dual received within

of operations 2 months

need not meet specified training

61.39 (a) (6) Iii) prepared for
time requirements prescribed by practical
this ; unless the holds A. I
part person
a
lighter than air with
category
-

additional aircraft
-

balloon class rating and is

seeking category or class
an airship class
rating than most rating ( Other than Atp )

meet 61 107 and 61.109 61 (b) Category

63
.
.

A. 74
need additional 61.63 ( c ) class
not take an
knowledge
test ; provided applicant holds an

airplane rotorcraft , power lift , -

to act as in
Plc complex aircraft
,

weight -

shift control powered

,

parachute ,
or
airship rating at 61.31 le ) A. 68
that pilot certificate level

pass the check ride

 new category
private helicopter
to

private amel

61.63 (b )
requirements
eligibility flight 61.109 (b)
complete training & have applicable
40 total time
aeronautical experience
endorsement for 20 dual maneuvers 61.107 (b) 12 )
logbook competency
in appropriate aeronautical knowledge 3 Xc in multi
engine
-

areas and proficiency in appropriate in multi engine

3 night
-

areas of operation l XC t 100 NM

check ride 10 TO Ls
pass the

no written test required if they

3 instrument in multi
-

engine
in multi 2 mos
have airplane rotorcraft , powered
-
3 Check ride prep
-

engine .

lift , weight
-

shift control , powered to solo in airplane

at
parachute ,
or airship rating * minimum flight time
private certificate level
30 hours ( 20 dual 1105010 )

endorsements for solo endorsements for practical

in aircraft
ore requisites for practical test
to act as Plc solo not
61.39 (a) (6) Ci ) dual received within
appropriately rated
category (class 2 months
61.31 (d) (2) A. 72
61.39 (a) (6) Iii ) prepared for practical
act as Plc in complex aircraft A. I

61 31 (e ) A. 68
additional aircraft category or
.

class rating ( other than ATP )

61.63 ( b ) category
-

A. 74
61-63 (c ) -
class
 new category
commercial helicopter
to

private AMEL

61 63 ( b) requirements
eligibility
.

flight 61.109 ( b)

)
complete training and have applicable
aeronautical experience 40 total time

logbook endorsement for competency

20 dual of maneuvers from 61.107 (b)
(2)
in appropriate aeronautical
knowledge 3 Xc in multi -

engine

[Link]?o::eIaI i:iaineen
" inappropriate
snip mengine
.

3 Instrument in multi
no written test required if -

engine
they 3 Check ride
have airplane ,
rotorcraft ,
powered .
prep in multi -

engine 2

lift , weight -

shift -

control ,
months prior
powered parachute airship
,
or 10 solo in airplane
rating at private certificate level * minimum
flight time
30 hours (20 dual 1105010 )

endorsements
prior to solo practical exam

to act as Plc solo in aircraft prerequisites for practical test

not appropriately rated 61.39 (a) (6) Ci dual received within

)
Klass 2 months
category
61.31 (d) (2) A' 72
61.39 (a) (6) Lii ) prepared for exam

to act as Plc in complex aircraft A. I

61.316 ) A. 68
additional aircraft category or
class rating ( other than Atp)
61.63lb) category
61.63 ( c ) class

A. 74
 new category
commercial helicopter
to

commercial ame L

61 .
63 (b )
requirements
eligibility flight 61.129 (b)
complete training & have applicable time
aeronautical experience 250 total
100 powered aircraft
endorsement for
logbook competency so airplane
in appropriate aeronautical knowledge 100 PIC
areas and proficiency in appropriate so airplane
so xc
areas of operation 10 in airplanes
check ride 20 dual of maneuvers 61.127 (b) (2)
pass the
to instrument
no written test required if they 5 multi engine with CFH 61.195
-
(c) (2)
have airplane rotorcraft , powered
-
10 complex multi -

engine
,
Zhr VFR day XC t 100N M in multi -

engine
lift , weight
-

shift control , powered Zhr VFR night XC 100 Nm in multi

t
engine
-

at
parachute ,
or airship rating 3 Cheech ride prep within 2 months in multi -

engine
private certificate level 10 solo or commercial duties of pic in multi

1 300 NM 3
landing points
,Ygm
XC 250
-
-

5
night VFR

endorsements for 8010 10 Tots at towered airport

* minimum flightsotime
to act as Plc solo in aircraft not 70 hours ( airplane 120 dual )
appropriately rated
category Klass
61.31 (d) (2) A. 72

Plc
endorsements for practical
act as in complex aircraft requisites for
-

ore practical test

61 31 (e ) A. 68
61 39 (a) (6) ( i ) dual received within
.

2 months

61.39 (a) (6) Iii ) prepared for practical

A. I

additional aircraft category or

class rating ( other than ATP )

61.63 ( b ) category
-

A. 74
61-63 (c ) -
class