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Extra resources for Antonov's turboprop twins : An-24/An-26/An-30/An-32
TO THe TeST Lined up on Vero Beach’s Runway 11R, I put the power to the TSIO360s and rotated in no time. Pitching for the Seneca’s best angle airspeed of 83 knots, I retracted the gear once a positive rate was established, and the useable runway slipped away below us. It was a humid day in South Florida, with some scraggly low clouds to maneuver around as we climbed briskly in VFR conditions out over the Atlantic. At 5,500 feet, I found a slice of airspace to execute a series of maneuvers, starting with 50-degree steep turns, power-on and -off stalls, and some brisk climbs and descents.
An old adage claims that a Cub can just barely kill you, but I suspect that fying into a steel cable at 75 mph would do the trick quite nicely. At a familiar bend in the river, I drop lower, slip across a treeline to a still lagoon and then bank to the right; there, slicing across a heavily wooded you have from the back. Besides grass strips’ many other lovely qualities, they are thankfully forgiving surfaces that help smooth over gaps in taildraggerwrangling technique. Satisfed with my decent threepointer, I bring the little Continental roaring back to life, ease the tail up, and lift back off the grass.
It really couldn’t have been easier thanks to the G1000’s fght director cues and the Seneca’s natural stability keeping us The YearS 1981 Seneca III 1997 Seneca V The Seneca III benefted from a power increase to 220 hp for takeoff, giving the airplane signifcantly better climb performance. Later models of the Seneca III also incorporated additional improvements, such as electric faps and a 28-volt electrical system. Piper totally revamped the Seneca for 1997, changing to improved Continental TSIO-360-RB engines, adding capability to the cockpit and refning the cabin.