Piper Seneca Stall Warning
 

Why does the Seneca have two stall warning sensors on the leading edge of the same wing, and why does one of the sensors become inop when you select 25 or 40 flap.
Thanks

And why are the Piper Seminole stall warners disconnected on the ground so that you can't test em?
Think lowering the later stages of flap on the Seneca alters the relative airflow making the one stall warner useless. Look carefully at the stall warner vane, they are positioned at slightly different angles.
Probably suggests why the Seneca seems to stall at full flap on landing, crashing down weakening the nose drag link on the nose leg that seems to fail a lot.

When you select flap on the Seneca (or indeed almost any A/c), you alter the characteristics of the wing (chord, relative AoA etc), and hence the stall characteristics. Therefore you have a stall warner designed purely for selection of flap, and the different characteristics this produces, and because of the different relative AoA the warner is positioned on a slightly different section of the leading edge.

Landing the mighty Seneca...
 

Whilst we're on the subject, does anyone have any tips on how to produce anything other than a controlled crash onto the threshold from this delightful machine?? :O

r2

Nope, but if you ever end up flying the Dash 8 Q400, it is perfect preparation! :}

Just try landing with 2nd flap only.

.. or, like with any aircraft .. make it do what you require ... I don't have much time on the Sneak but can't recall any real difficulty with landing .. maybe that is just a reflection on my "close eyes at 50ft" technique ..

I never thought I had any real problems with landing until I flew this heap (Seneca 3) for a couple of hundred hrs.:{

My best arrivals were,as Big End Bob says, with just 2nd flap selected.

A tiny fraction of power just prior to touch down could sometimes soften the blow. The seneca is a real handful once she starts to porpoise I seem to remember.

Think the stall warning vanes are isolated by squat switches on the ground I think?

BigEndBob;

Are they heated vanes? If so they would not be powered on the ground.
I don't see any point in frequently testing them on the ground other than to verify that the wiring is intact and the horn is functional (usually the same horn is used for the gear warning). The maintenance dept. likely does that type of check during the annual inspection (with the aircraft on jacks). They are not very accurate devices. Testing via an actual stall would be a better indication of correct function.

shaun_ryder - thanks for that, just the trick.:ok:

john_tullamarine - a truely incisive one-liner...:D

Don't use power - it nadgers your performance.

DO close the throttles at about 20ft, put both hands on the control column, and concentrate on an accurate flare, which may take a moment or two.

No problem...

Correct, but if you are not performance limited, whats the harm? :)