It is difficult to enumerate the number of missions and applications that can be assigned to the Piper PA-34 Seneca. Over more than fifty years of production, the world's most famous light twin-engine piston engine has collected and continues to collect irers since its first version, for its technical characteristics, ease of operation and safety, not to mention the quality of its very smooth flight. and low operating cost.
Certified under FAA PART 23 in 1971, deriving from the Piper Cherokee Six (Saratoga), the first version of the small twin engine proved to be an excellent option for the already known Piper PA-30 Twin Comanche, which, being produced since the 60s, showed signs of tiredness and outdatedness.
With the start of production, the Seneca I sparked creativity in the most different types of use for the aircraft. However, they ran into issues of performance and maximum takeoff weight, critical for certain missions.
It was in 1975 that Piper launched the PA-34-200T, named Seneca II. This one, with new turbocharged 200HP engines, further increased the ship's applicability, both abroad and in the country, adapting well to our climate and conditions on our runways. That same year, the Seneca was also produced in Brazil under license from Piper, being renamed the EMB-810C.
Among the main additions that this new version received, we highlight the higher maximum takeoff weight (2073kg), more aerodynamic design of the engine hood, new exhausts, anti-servo in the rudder, larger ailerons, new interior, etc. In addition, according to the factory, there were improvements in relation to its older brother, the Seneca I. Now, it is faster on the climbs, with a rate of climb of 1550 fpm, average speed of up to 166kt, stall speed (with trains and flaps) of 63kt, maximum ceiling of 25.000 feet. In addition, the tanks have a maximum usable capacity of 465 liters, with autonomy of up to 870nm.
Such improvements consolidated the Seneca in Brazil and in the world, being the best-selling version among the five produced. In Tupiniquin lands, more than 450 units were manufactured, and more than 2000 by Piper.
See also this article at video:
https://youtu.be/htGhgY8hERo
THE SENECA AS AIR TAXI
The PT-EOJ that we are going to evaluate is a PA-34-200T, year 1977, manufactured by Piper, belonging to EJ Air Taxi, the executive branch of the famous school with the same name. The aircraft was added to a Cessna CitationJet and became an interesting option for a more affordable air transport service, in addition to being able to operate on an even wider range of runways, ideal for those who want to make their first flight in this type of service. with lower cost.
My initial with EOJ took place on the company's patio in Jundiaí (SP), where we were very well received by the company's team, led by Director of Operations Gustavo Gorni. The first impression I had of the aircraft was very interesting, as I found a very well-preserved machine, with a modern and happy paint scheme, with two light and dark blue stripes, starting on the engine hood and ending in an interesting gradient on the tail, where bears the group's logo. The plane's design – extremely well known to the general aeronautical public – has remained practically the same since the first version: protruding nose, well-advanced engines, straight upper section with a slight drop and generous vertical stabilizer. Added to the design, it is impossible not to see the large and robust front tire, practically an off-road tire, designed precisely to operate on dirt tracks as well.
Inside, the light gray leather on the seats and upholstery makes for a pleasant atmosphere, generating a sense of spaciousness, away from the traditional beige. In the enger area, the configuration club seat (front to front) allows a little more room for the knees, but requires that the four occupants enter into an agreement where their feet will be, as there is little room in the floor area in that area.
Also, headroom is a little more compromised in the Seneca's back row (especially if the occupant is over 1,80' tall, as in my case), due to the downward slope of the roof towards the front. tail. Finally, in this section we also find a practical retractable table, air outlets on the roof, a cooler between the seats and armrests on the doors, with a wood-like finish, with practical USB outlets, indispensable in aircraft that have the purpose of being a taxi. air.
In the cockpit, we find the standard of other Senecas: good legroom and headroom, air vents on the roof, the traditional vent window above the light/magnet (used for external communication and ventilation) and leather seats, in the same pattern as the engers. The , arranged more horizontally (unlike the more recent generations, with vertical instruments), is well known among pilots, having analogue and digital instruments, installed by the company.
Notable among these modifications is a convenient EFD Evolution 1000 measuring 1007 by 503px, with an artificial horizon on top and HSI on the bottom, which considerably increases situational awareness, especially on IFR flights.
In addition, a Bendix weather radar, a GMA340 audio box, a GNS430/W and a GTX327 transponder, all from Garmin, were installed in the EOJ. Throttle piano, landing gear lever and indication, “handbrake” style flaps, Piper logo pedals, trim tabs and tank selectors are all there, in the same old Seneca I and II pattern.
THE SENECA II IN FLIGHT
Airplane checked, fueled, flight notified with ATC, and we're ready to go. I was accompanied on the flight by the pilot Vinícius Coletto, who briefed me on the mission to be carried out and the procedures set out in the SOP (Standard Operating Procedures) of EJ Taxi Aéreo. Simple and quick activation of both engines, report carried out on the frequency of 118,75Mhz (Torre Jundiaí), slow taxi to RWY18, emergency briefing done (with special attention to maintaining Vyse speed, i.e. on the blue line), alignment on the runway and ready for takeoff.
We progressively apply the takeoff power until we reach 35in of manifold pressure (with a limit of 39,8in, as with 40in the overboost enters), all green engine parameters, we release the brakes and the PR-EOJ quickly gains speed. Virtually no corrections or adjustments to the mantles after the start of the race, something very common we do on other Seneca IIs, demonstrating how well tuned the Echo-Oscar-Juliet is. I was quite impressed with the health of the plane, which took just over 400m to take off, with three on board and more than half a tank of fuel. Quite true, it felt like we were in a Seneca III…
We rid the circuit of SBJD and continued heading towards the Itupeva Gate, already leveled at 3,800ft. I took advantage of the transfer to remind myself of the good quality of the flight on Piper's plane. I performed some 1st type coordination, longitudinal dynamic stability (where the plane once again revealed its rather heavy nose, recovering after four cycles, with a tendency to nose down), slow flight and large turns, without any tendency for the plane to slip inside the curve.
What is noticed in flight is what I had already noticed since the time I did my MLTE training: although it has quite heavy controls, maneuvering it requires few commands and good predictability, that is, it does not behave like other older aircraft. even from the manufacturer itself, which gives the impression of driving a VW Kombi with slack in the steering; the movements are smooth, and trimming it is a very easy task – this, of course, if the electric compensator is operational, which is in our case.
On the way back to Jundiaí, we crossed the field at 4000 ft, reducing our speed to 100kt on the downwind leg of runway 18, where we lowered the flap on the first tooth. Here, with the speed reduced to 90kt, we lower flap 2, command gear down, pre-landing checks and turn base. In the final, Senecão remains stable on the visual ramp, without fluctuations or major corrections, maintaining 90 knots throughout the approach, performing a safe and smooth touch, although there is a need to use force on the arm to keep the big nose in the attitude of touch, at the time of the flare. We left through the fast exit, authorized by Torre Jundiaí to proceed to the EJ yard, where we placed the two Teledyne Continental TSIO-360s in the mix.
CONCLUSION
Although there are some aviators who harbor a myth or, to a certain extent, prejudice against the Seneca (especially its first version), making comparisons with other competitors, the success of this project is a fact and undeniable, mainly because it is a multipurpose platform, especially as a training aircraft.
It is even curious to note that many who weave this fable trained as multi-engine pilots precisely in a Seneca! Thus, this fable falls to the ground and what remains is precisely the fact that this line of aircraft has contributed and continues to contribute to the development of the country and the world, for all its characteristics and for being a great option in its class as an entrepreneurial aircraft. , combining security, low acquisition investment, reduced operating cost, ease of maintenance and operation.
EJ understood this idea well, and put it into practice with good results, and in the end, the final consumer wins.
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Micael Rocha was a flight instructor for four years, is a checker at aeroclubs and CIACs, has flown C525, C525B and C208B Caravan in air taxis and has been flying Cirrus SR22 since 2013.
@aeroereview
