AOPA Pilot Magazine - March 2013 - 52

SPEC SHEET

Piper PA–34-220T Seneca V
BASE PRICE: $972,400
PRICE AS TESTED: $1.15 MILLION
SPECIFICATIONS

Powerplants | Two Continental (L)TSIO-360-RB
220 hp @2,600 rpm
Recommended TBO | 1,800 hr
Propellers | Two McCauley three-blade, 76-in dia
Length | 28 ft 7 in
Height | 9 ft 11 in
Wingspan | 38 ft 11 in
Wing area | 208.7 sq ft
Wing loading | 22.7 lb/sq ft
Power loading | 10.8 lb/hp
Seats | 6
Cabin length | 10 ft 4 in
Cabin width | 4 ft 9 in
Cabin height | 3 ft 6 in
Empty weight | 3,442 lb
Max ramp weight | 4,773 lb
Max gross weight | 4,750 lb
Useful load | 1,331 lb
Payload w/full fuel | 599 lb
Max takeoff weight | 4,750 lb
Fuel capacity, std | 128 gal (122 gal usable)
768 lb (732 lb usable)
Oil capacity, ea engine | 8 qt
Baggage capacity | Nose 100 lb, 15.3 cu ft
Aft 85 lb, 17.3 cu ft
PERFORMANCE

WITH ITS POINTY NOSE,

rakish one-piece
windshield, and round
engine inlets, the
Seneca V looks
thoroughly modern—
even though its
design roots date
to the early 1960s.

Takeoff distance, ground roll | 1,143 ft
Takeoff distance over 50-ft obstacle | 1,707 ft
Accelerate-stop distance | 2,065 ft
Max demonstrated crosswind component | 17 kt
Rate of climb, sea level | 1,455 fpm
Single-engine ROC, sea level | 253 fpm
Cruise speed/endurance w/45-min rsv, std fuel
(fuel consumption) 25,000 ft
@ high-speed cruise | 204 kt/3.2 hr
| (156 pph/26 gph)
@ normal cruise | 200 kt/4.3 hr
| (144 pph/24 gph)

Tanks, carrying 61 gallons of usable fuel
in each wing, feed the respective engines; a
crossfeed system located between the pilot
seats allows fuel balancing in the case of
a failed engine. Engine-outs in Senecas
have always been easy to handle, thanks
to counterrotating engines. The turbocharged Continental TSIO-360 engines
have proven reliable, especially thanks to
the intercoolers and automatic wastegates.
Earlier models had mechanical wastegates
that invited ham-fisted pilots to overboost
the engines. Now the pilot simply advances
the throttle all the way forward for takeoff,
giving the system permission to maintain
maximum manifold pressure all the way
to the maximum altitude of 25,000 feet.
For that, you’ll want the optional built-in
oxygen system.
52 | AOPA PILOT March 2013

Max operating altitude | 25,000 ft
Service ceiling | 25,000 ft
Single-engine service ceiling | 16,500 ft
Landing distance over 50-ft obstacle | 2,180 ft
Landing distance, ground roll | 1,400 ft
LIMITING AND RECOMMENDED AIRSPEEDS

VMC (min control w/one engine inoperative) |
66 KIAS
VSSE (min intentional one-engine operation) |
85 KIAS
VX (best angle of climb) | 83 KIAS
VY (best rate of climb) | 88 KIAS
VYSE (best single-engine rate of climb) | 88 KIAS
VO (max operating manuevering speed) |
139 KIAS
VFE (max flap extended) | 113 KIAS
VLE (max gear extended) | 128 KIAS
VLO (max gear operating)
Extend | 128 KIAS
Retract | 107 KIAS
VNO (max structural cruising) | 164 KIAS
VNE (never exceed) | 204 KIAS
VR (rotation) | 81 KIAS
VS1 (stall, clean) | 67 KIAS
VSO (stall, in landing configuration) | 61 KIAS
For more information, contact Piper Aircraft,
2926 Piper Drive, Vero Beach, Florida 32960;
772-567-4361. www.piper.com
All specifications are based on manufacturer’s
calculations. All performance figures are based
on standard day, standard atmosphere, sea level,
gross weight conditions unless otherwise noted.

Optional deicing boots allow for flight
into known icing conditions. Garmin’s
optional weather radar system and an L-3
Avionics Systems Stormscope give pilots
additional weather-fighting tools.
Piper claims a maximum speed of
204 KTAS, possible at the maximum
altitude of 25,000 feet. In the fall of 2012
I had the chance to fly a 2012 Seneca V
with the G600 panel at 7,500 feet where
at an intermediate cruise setting we saw
177 KTAS. There, at a turbine inlet temperature of 1,560 degrees F, 30 inches of manifold
pressure, and 2,500 rpm the airplane
was burning about 12.4 gallons per
hour per side. An economy cruise of
27 inches and 2,300 rpm slowed us to 159
KTAS, but reduced fuel burn to 10.1 gph
per side.

Sitting in the right seat, Rick Hesson,
demo pilot for Piper dealer Skytech, suggested 120 knots on approach and a landing
with just two notches of flaps—25 degrees.
With that, I tugged the nose up for a nice
touchdown. Senecas have always been
heavier in pitch than in roll. On landing,
that’s helped with a strategically placed
suitcase in the aft baggage compartment.
Look for the first G1000-equipped
Seneca Vs to show up at your local Piper
dealer starting in April. For the past few
years, nearly 100 percent of Senecas have
been exported, but with the panel upgrade
Piper plans to aggressively market the airplane domestically as well. Expect to see
one in your neighborhood soon.
AOPA
EMAIL thomas.haines@aopa.org
http://www.piper.com
AOPA Pilot Magazine - March 2013

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