T.O.

1T-41C-1
FLIGHT MANUAL
USAF SERIES
T-41 CID AIRCRAFT

F34601-90-D-031 1

BASIC AND ALL CHANGES HAVE BEEN MERGED TO MAKE

THIS A COMPLETE PUBLICATION'
DISTRIBUTION STATEMEhIT - Distribution authorized to lhe Department of Delense and
US. OoO contraclors only, Administrative and Operational Use, 15 Seplember 199o.
Other requests shall be ref erred to OC-ALC/TISDT, Tinker AFB, OK 73145-5990.

WARNING - This document contains technical data whose export is restricled by lhe
Arrn. f*port Control Act (Title 22, U.S.C., Sec.2751 et seo.)or the Exporl Adminislration
Act o{ 1SiZg, as amended (Title 50, U.S.C., App. 2401 et r€q.).Violalions ol lhese exporl
laws are subiect to severe criminal penalties.

HANDUNG ANDjE_STRUqTION NOIICE - Handle in compliance wilh lhe distribulion

statement ind destroy by any method that will prevent disclosure ol the contenls or
reconslruction ol the document.

COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION

TO THE ATTENTION OF ALL AFFECTED PERSONNEL.

PUBLISHED UNDER AUTI-IORITY OF THE SECRETARY OF THE AIR FORCE

AiR FORCE 13 Hav 91 / 865 .1 5 SEPTEMBER 1990

CHANGE 1 15 APRIL 1991
 TO" 1T-41C-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES INOTE:
, - . -
Theportionofthetextaffectedbythechangesisindicatedby
a vertical line in the outer margins of the page. Changes to
illustrations are indicaled by miniaiure pointing hands.
Changes to wiring diagrams are indicated by shaded areas.
Dates ol issue for original and changed pages are:

Original ...0 ..15 Sep90

Change ...1 ...15Apr91

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 90 CONSISTING OF THE FOLLOWING:

Page *Change Page *Change .Change

Page
No. No. No. No. No. No.

'Zero in this column indicates an original page.

A Change 1
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Tech n ical Orde r lEq u ipment

Co nf ig u ratio n Status Record

cl(Cl Blank)
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T.O. 1T-41C-1

Flight Manual, Saf ety Supplement,

and Operational Supplement Status
This page is published with each Safety and Operational Supplement, and each Flight
Manual Change or revision. lt provides a comprehensive listing ol the current Flight
Manuals, Flight Crew Checklist, Salety Supplements, and Operalional Supplements. lf
you are missing any publications listed on this page, see your Publications Distribution
Ollicer and get your copy. Changes in preparation are shown in parentheses ( ).

FLIGHTMANUAL DATE TCHANGET

T.O. 1T-41C-1 1Aug90 1 - 15Apr91

-
FLIGHT CREW CHECKLIST T DATE I CHANGET
T.O. 1T-41C-1CL-1 1 Aug 90 1 - 15 Apr 91

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T.O. 1T-41C-1

Flight Manual, Saf ety Supplement,

and Operational Supplement Status

CUNREruT SUPPLEMENIS

Number Date Short Title Flight Manual

Pages Affected

REP LAC E D/RESCIN D ED S U P P LEM E/VIS

Number Date Disposition

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 T.O. 1T-41C-1

TABLE OF CONTENTS

SECTION TITLE PAGE

I Description and Operation ...,,,.. ' '1-1

ll Normal Procgdures ., ! .' r r r r r r r - r r -2-1
lll Emergency Procedures ', r ', r,,,. '3-'l
IV Crew Duties (Not Applieable) . r.. '...4-1
V Opgrating Limitations r r r r . r r' r,, . .5-1
VI Flight Characteristics .. !... r.. r...6--l
vil All Wgathgr Operation .,,,,,,,,,, - -,7'1
GLOSSARY r rr r r.. r r r r. r. r r rrr. r rrr r. r 'r rr r..G-1

APPENDIX- Performancg Data ' r.,, '. .. r ' ' r'| '| '! r 'A-1
Alphabgtical INDEX , i. r., r,. r r.,,,,,.,...|NDEX-1

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T.O" 1T-41 C-1

LIST OF LLUSTRAT ONS

Figure Title Page

I The T-41 C Aircraft ix

1-1 Prinicpal Dimensions 1-2
1-2 Lelt Lower Switch Panel 1-3
1-3 Right Lower Switch Panel 1_3
1-4 Cockpit Forward View . 1-4
1-5 Oil System Schematic 1-8
1-6 Fuel Syslem Schemalic "l -o

1-7 FuelQuanlity Dala (U.S. Gallons) . . . 1-1 1

1-B Electrical Syslem Schematic 1-12

1-9 VHF Radio 1-18
1-'t0 VOR Receiver . . 1-18
1-11 Transponder 1-19
2-1 Exterior lnspection 1-J
z-z Wind Direction . . 2-7
2-3 Tralfic Patlern 2-11
3-1 Maximum Glide . 3-4
3-2 Typical Forced Landing Pattern 3-7
5-1 Airspeed Limitations Gauge 5-1
co
J'L OilTemperaturecauge... 5-2
5-3 Oil Pressure Gauge 5-2
5-4 Tachomeler .... 5-2
5-5 Fuel Flow lndicator 5-3
5-6 Fuel Quantitylndicator.... 5-3
5-7 Suction Gauge 5-3
6-1 Stalling Speeds (2200 Pounds Gross Weight 6-1
6-2 Stalling Speeds (2500 Pounds Gross Weight) 6-1
A1-1 Airspeed Conversion Chart A-2
A1-2 Airspeed Correction Table A-3
A1-3 T-41C Airspeed correction Chart A-3
A1-4 Weight and Balance Chart A-4
A1-5 Center of Gravity Moment Envelope A-5
A1-6 Loading Graph A-5
A1-7 Takeof I and Landing Crosswind Chart 4-6
A1-8 Take-Olf Data A-7
41-9 Maximum Rate-of-Climb Data A-7
A1-10 OplimumCruisePerformance.... A-7
A1-1 '1
Cruise & Range Perlormance Data A-B
A1-12 Landing Distance Data . A-B
A1-13 Take-Off Dala, T-41D Model A-9
A1-14 Maximum Rate-ol-Climb Data, T-41D Model A-9
A1-15 Cruise Performance (2500 feet) A-10
A1-16 Cruise Perlormance (5000 eet)
f A-11
A1-17 Cruise Performance (7500 leet) A-12
A1-18 Cruise Perlormance (10,000 feet) . A-13

iv
 T.O. 1T-41C-I

l
Cod ing and Se rializatio n

lndicales information that applies to "D" modified airplanes,

AIRQRAFT CODTNG "D" MODEL

69-7755
69-7756
i

All other airplanris are standard "C" models,

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T.O, 1T-41C-1

IMPORTANT! Read these pages carefully

scoPE.
The inlormation in lhe manual provides you with a general knowledge of lhe air-
plane, its characteristics, and specific normal and emergency operaling procs-
dures. Your llying experience is recognized; lherelore, basic flight principles are
avoided. This manual provide-s lhe best possible operating instruclion under mosl
circumslances, but ars a poor subslitule lor
sound judgemenl. Multiple emergencies,
adverse w€ather, lerrain, or extenuating
circumslances may require modilication of the
procedure(s) presenled in this manual.

3 /.\
I ./j
FLIGHT MANUAL BINDERS.

Looseleal binders and sectionalized tabs are available lor

use with your manual. They are obtained through local
purchase procedures and are listed in the Federal Supply
Schedule (FSC Group 75, Ollice Supplies, Part 1). Check
with your supply personnellor assistance in procuring these
items. Due to the size of section I it is suggesied thal divid-
ers be used al the beginning ol each system description.

PERMISSIBLE OPERATIONS.

The Flight Manual takes a "positive approach" and nor-

mally stales only what you can do. Usually operalions or
conliguralions which excesd the limitations as specif ied in
lhis manual are prohibited, except in actual emergencies,
t)
\f4
unless authorized by HQ USAF ACADEMY/CWO.

HOW TO BE ASSURED OF HAVING LATEST DATA. . '

(.,r[
t-J re:
.
Yr,
You must remain constantly aware of the latest manual, checklists and stalus
ol supplements. T.O. 0-1-1-3 (supplemenled monthly) and lhe lalest llight
manual or supplement stalus page provide a listing ol lhe current llight
manuals, checklists and supplements.

ARRANGEMENT.

This manual is divided into seven interdependent sections to

simplily reading it straight through or using it as a relersnce
manual. For convenience, section I has been divided into 20
subsections, describing maior syslems or groups ol relaled
systems. You must be lamiliar with the systsm operating in-
struclions in section l, the limitations in section V and the llight
characlerislics in section Vl, to perform the procedures sec-
lions ll, lll, and lV. ln adverse weather conditions, the proce-
dures in seclions ll and lll shall be modilied as shown in sec-
tion Vlll.

vi
 T.O. 1T41C-1

CHECKLISTS.

The Flighl Manualcontains lhe amplilied checklists. Abbreviated checklists have

been issued as s€parate technical orders. see the latest supplemenl slalus page
lor current applicable checklists. Line items in lhe Flight Manual and checklists
are arranged in lhe same order. lf aulhorized by an interim Salety or operational
Supplement that aflects a checklist, write in the applicable change on the af-
lected checklist page. ll a printed supplement contains a replacemenl checklisl
page, lile the page in f;ont ol the exisling checklist page, but do not lhrow out
the old page (in case lhe supplement is cancelled).

HOW TO GET PEBSONAL COPIES.

Each llight crew member is entitled lo personalcopies of th€ Flight

Manual, Salety Supplemenls, Operational Supplements, and
Checklists. The required quantilies should be ordered belore you
need lhem to assure their prompt receipl. Check with your Flight
Manuals personnel - it is their job to tulf ill your Technical Order requests.
Basically, you must order the required quantities on the publica-
lion Requirements Table (T.O. 0-1-1-3). TechnicalOrders O0-5-1
and 00-5-2 give detailed inlormation lor properly ordering these
publications. Make sure asystem is established at your base to deliver
these publicalions lo the llight crews immediately upon receipt.

SAFETY AND OPEBATIONAL SUPPLEMENTS.

Safety supplements are a rapid means ol lransmitting inlormation

about hazardous condilions or saf ety problems. These supplements
conlain operating inslructions, or restrictions that affect safely or
salely modilications. Operational supplements are a rapid m€ans
of lransmitting inlormation not involving salety. Supplements are
issued by leletype (interim) or as printed {formal) supplements. lnterim
supplements are eilher replaced by a lormal printed supplement (wilh
a new number) or by a quick change to lhe manual. Formal
supplemenls are identilied by red letters "SS"or by black letters',OS"
around the borders of the pages.

All supplements ars numbered in sequence. A salety supplement

has the letters 'SS 'in lhe number. An operalional supplement has
the letter "S'in the number. All currenl supplements must be com-
plied with. A safety and operational supplemenl status page is in
each printed supplemenl and each change to lhis manual (pages
i and ii) to show the current slatus of suppiements and checklists.
These pages are only currenl when prepared. To be sure ol lhe latest
information checkthe index, T.O. o-'l -1 -3. The title page of lhis manual
and the title blockof each supplement show the eff ect of each change
on supplements. File supplements in lront of the manual, with the
lalest on top, regardless ol whether il is an operational supplement
or safety supplemenl.

vii
T.O_ 1T-41 C-1

CHANGE SYMBOL

The change symbol, as illustrated by lhe black line in the margin of

lhis paragraph, indicates texl changes made to lhe current revision.
Changes to illustrations are indicated with a miniature hand.

WARNINGS, CAUTIONS, AND NOTES.

The following de{initions apply to "Warnings," "Cautions," and "Notes"

found through the manual.

t\/AEINING
WARNING
Operaling procedures, techniques, etc., which can resull in personal
injury or loss ol lile if not caref ully lollowed.

ii:r'.::3
Operating procedures, lechniques, etc., which can result in damage
to equipmenl il not caref ully lollowed.

NOTE
An operaling procedure,lechnique, etc., which is considered essen-
tial to emphasize.

The following def initions apply to the words "shall," "will," "should," and "may':

SHALL or WILL

Used to express lhat the requiremenls are binding and mandatory.

SHOULD

Used to express a non-mandatory desire or prelerred method of ac-

complishment and shall be construed as a non-mandatory provision.
MAY

Used lo express an acceptable or suggested means ol accomplish-

ment and shallbe conslrued as a non-mandatory provision. Not used
to express possibilily ("might').

YOUR RESPONSIBILITY _ TO LET US KNOW.

Every ellort is made to keep the Flight Manual currenl. Reviewconlerences

with operating personnel and a constant review of accident and llight reports
assure inclusion of the latest data in the manual. However, we cannot correct
an error unless we know of its existence. Comments, correclions and ques-
tions regarding this manual or any phase of lhe Flight Manual program are
welcomed. These should be lorwarded through your major command on
AF Form 847 to Oklahoma City ALC/TISDTM Tinker AFB, Oklahoma 73145-
5990.

vilt
 T.O. 1T-41C-l

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Figure 1 . The T-41C Aircraft

ix/(x Blank)
 T.O. 1T-41C-1

SECTION I
DESCRIPTION AND OPERATION

Table of Contents
The Aircrafl 1-1
Engine 1-1
Fuel lnject ion/Air lnduction System 1-2
Propeller 1-5
Engine lnstrumenls 1-6
Oilsystem 1-7
Fuel System 1-7
Electrical System 1-10
Nosewheel Steering System 1-13
Brake System 1-13
Wing Flap System 1-13
Flighl ControlSystem 1-14
Stall Warning Horn 1-14
lnstruments 1-14
Commun ications/Navigalion Equipmenl 1-16
Lighting 1-17
Cabin Heating and Ventilation System 1-19
Cabin Doors 1-20
Seal Operation 1-24
Seat Bells and Shoulder Harnesses 1-20

THE AIRCRAFT Gross Weight

This aircralt is FAA-certified in both the normal
The T-41C, designed and manufactured by Cessna
and utilily categories. Maximum gross weights
Aircrafl Company, is an all melal, single-engine,
are as lollows:
strul-balanced, high wing monoplane. Dislin-
guishable leatures of the aircraft are its single Normal ......2,500 lbs
engine placed lorward on lhe fuselage centerline Utility .2,200 lbs
and lixed tricycle landing gear. The propeller is [lNormal ...2,550tbs
all metal, fixed pitch, and designed for best climb. lluritiry .....2,250 tbs
Aircralt are generally conligured with two lorward
side-by-side seals with lhe capability of conver- Reler to Seclion V, Weight Limitations, for addi-
sion lo lour-place seating. On T-41D aircrafl, lhe tional inlormation.
T-41D has the same characterislics as T-41C. ENGINE
The T-41D has a variable pitch propeller which
improves performance. The aircraft is powered by a horizontally-opposed,
fuel-injected, six-cylinder Continental Model l0-
Dimensions 360-D engine, rated at 210 bhp at 2,800 RPM. As
an inlernal combustion engine, power to turn the
propeller is derived lrom lhe ignition ol luel and
The overall dimensions ol the aircralt are as fol-
air in the six cylinders. Spark to ignite lhe luel
lows: (Figure 1-1)
and air is provided by two magnetos and is con-
WingSpan ......36'2" trolled by the ignition switch. The ratio ol luel and
Height .8'9112" air ignited in ihe cylinders is determined by atmo-
Length . . .25'11" spheric pressure (see engine-driven luel pump)
Wheel Base ......7'2" and lhe posilion of the throttle and mixture knobs
Propeller . . .6'6" in the cockpit.

Change 1 1-1
T"O. 1T-41C-1

lgnition System Starting System

Anytime the engine is lurning, ignition is supplied Electrical power lor energizing the starter may be
by two magnetos. Each magneto supplies power supplied by the aircrafl ballery or an external
to its associated set ol spark plugs. The magne- power source. When the ignition switch is turned
los are engine-driven and self-contained. They to the spring-loaded START position (with the
are independent ol the aircralt electrical system master switch ON) the slarter solenoid closes
and ol each other. Magnelo operation is checked allowing voltage to llow lo the starter molor,
as oullined in Section ll, Belore Takeoll Check. cranking the engine. As lhe switch is released, it
automalically relurns to lhe BOTH position.
lgnition Switch
The ignition swilch, located on the lelt lower switch
panel, conlrols the ignition system (figure 1-2).
The swilch is labeled OFF, R, L, BOTH, START,
in a clockwise direction. The R and L positions Release the starter as soon as the engine
are for checking the magneto system or emer- lires. Never engage lhe starter while the
gency purposes only. The position ol the ignition propeller is turning. Do nol operate lhe
switch determines which portions of the system starter molor more lhan a tolalol30 sec-
are operating. onds al one time. ll lhe engine fails to
start within 30 seconds ol cumulative
cranking, allow a 3 minute cooling period
belore reengaging the slarter.
Mixture Control
The mixlure control knob is to the right ol the
throttle and is identilied by a red knob with a
silver push button lock in the cenler. Moving the
control knob lorward or alt to adjust the mixlure
is accomplished by rotating the knob clockwise
rMrxlmum h.lghl ol ri.plmr
wlh norr g.rl dlpr.trad.
toward lull rich or counlerclockwise toward lull
lean. ll large or rapid changes are required, de-
press the lock bution on the conlrol knob and
position the controllorward or alt as required.
PRINCIPAL
DIMENSIONS- Throttle
Engine power is conlrolled by the throttle which
is identilied by its smoolh, round while knob. The
throttle is operated in the convenlional manner -
in lhe lorward position the lhrottle is open, and in
the alt position it is closed.

FUEL INJECTION/AIR INDUCTION SYS.

TEM
Fuel and air arrive at the cylinders lor combus-
tion separately, via the luel injection syslem and
air induction manilold. Fuel flow is metered by
the aneroid in the engine-driven rotary vane luel
pump. The aneroid automatically changes lhe
mixture with altitude changes. The mixlure unit
also meters luel based on the position ol the
mixture conlrol knob.
Figure 1-1. Principal Dimensions

1-2
 T.O. 1T-41 C-1

1. FUEL STRAINIER KNOB B, MANUAL PRIMER KNOB

2. MASTER SWITCH 9. IGNITION SWITCH
3. AUXILIARY FUEL PUMP SWITCH 10. FUEL SHUTOFF KNOB
4. STROBE LIGHT SWITCH 11. PARKING BRAKE
5. PITOT HEAT SWITCH 12. FLAP CIRCUIT BREAKER
6. NAVIGATION LIGHT SWITCH 13. CIRCUIT BREAKERS
7. LANDING/TAXI LIGHT SWITCH

Figure 1-2. Lelt Lower Switch Panel

1. THROTTLE 4. FLAP SWITCH

2. FUEL MIXTURE KNOB 5. CABIN HEAT KNOB
3. CABIN AIR KNOB

Figure 1-3. Right Lower Switch Panel

1-3
T.O. 1T-41C-1

8@

1. MrKE BUTTON (ON YOr(E) 10. TRAhISPONDER 18. TACHOMETER

2. CLOCK 11. MAGNETIC COMPASS 19. AMMETEB
3. ALTIMETER 12. FREQUENCY PLACARD 20. SUCTION GAUGE
4. AIRSPEED INDICATOR 13. CARBON MONOXIDE 2'1. OIL TEMPERATURE
5. TURN & BANK INDICATOR DETECTOR INDICATOR
6. DIRECTIONAL INDICATOF 14. RADIO 22. OIL PRESSURE
7. VERTICAL VELOCITY 15. FLAP INDICATOR INDICATOR
INDICATOR 16. FUEL FLOW INDICATOR 23. AUXILIARY MIKE JACK
8. ATTITUDE INDICATOR 17. FUEL OUANTITY 24. TRIM TAB
e. voR (NAV) INDICATOR

Figure 1-4. Cockpit Forward View

1-4
 T.O. 1T-41C-1

From lhe mixlure unil luel llows lo the fuel and After lift-ofl, as lhe speed ol the airplane increases,
air conlrol unit. Air enters the f uel-air control unit lhe conslant-speed propeller automalically changes
lrom the air litl-er. Alternalively, if the air lilter to a higher angle (or pitch). Again, the higher
becomes clogged, suclion from the engine opens blade angle keeps the angle of attack small and
a spring-loaded door, permitting air to be drawn elficient wilh respect to the relative wind. The
lrom the engine compartment inlo the system. higher blade angle increases lhe mass ol air
The lhrotlle simultaneously controls the luel and handled per revolution. This decreases the en_
air valves in lhe fuel-air control unit delivering gine RPM, reducing luel consumption and engine
the correcl ralio of luel lo the fuel distributor and wear, and keeps lhrust at a maximum.
air into the air induction manifold. At the fuel
distributor, luel is evenly distributed lo the cylinders After the takeolt climb is established the pilot
lhrough the luel injection nozzles. Air lrom the reduces the power output of the engine to climb
induction manifold enlers lhe cylinders lhrough power by lirst decreasing lhe manilold pressure
the intake valves. Fuel injection nozzles and the and then increasing the blade angle lo lower lhe
intake valves are installed on the lop side of the RPM.
cylinders. Drain lines are inslalled on lhe boilom
Al cruising altilude, when lhe airplane is in level
of lhe intake ports lo drain any luel which may llight and less power is required than is used in
accumulale during engine shutdown or priming.
lakeofl or climb, lhe pilot again reduces engine
Propeller power by reducing the manifold pressure and lhen
increasing lhe blade angle lo decrease the RpM.
[l fn" aircralt is equipped wirh an ail metat, Again, this provides a lorque requirement lo malch
two-bladed, conslanl-speed, governor regulated the reduced engine power; lor although the mass
propeller. Propeller operation is controllable by of air handled per revotulion is greater, it is more
means of a propeller control knob which is me- than ollsel by a decrease in slipstream velocity
chanically linked to the engine-driven propeller and an increase in airspeed. The angle ol attaci<
governor on the engine. A setting inlroduced inlo is still small because the blade angle has been
lhe governor establishes the engine speed to be increased wilh an increase in airspeed.
maintained, and the governor then controls llow
of engine oil, boosted to high pressure by the The T-41C with its lixed-pitch propeller has onty
governing pump, to or lrom the piston in the pro- one main power control - the throttle. ln lhat case,
peller hub. Oilpressure acting on the piston lwists lhe setting ot the throtile wilt control both the
the blades toward high pitch (low RPM). When oil amount of power and the propeller or engine BpM.
pressure lrom lhe governor to the piston is relieved,
centrilugal lorce, assisted by an internal spring, [lUanitotd pressure & Engine RpM
twisls the blades loward low pitch (high RPM). On the other hand, the T-41D with its constant_
speed propeller has lwo main power controls -
The constant-speed propeller automatically keeps
the throttle and the propeller conlrol. The throlile
the blade angle adjusted lor maximum efficiency
controls the engine's power output which is indi_
lor mosl conditions encountered in llight. During rectly indicated on lhe manilold pressure gauge.
lakeofl, when maximum power and thrusl are re-
quired, the conslant-speed propeller is at a low The propeller control changes the pitch ot ine
propeller blades and governs the RpM which is
propeller blade angle or pitch. The low blade angle
indicated on lhe lachometer. As lhe throille sefling
keeps the angle ol attack small and eflicient with
(manifold pressure) is increased, lhe pitch angli
respecl to the relative wind. At lhe same lime, it
ol the propeller blades is automalically increased
allows lhe propeller to handle a smaller mass ol
lhrough the action of the propeller goveinor syslem.
air per revolulion. This light load allows lhe en-
gine lo turn at high RPM and to convert the maxi-
This increase in propeller pitch proportionalely
increases the air load on the propeilei so that the
mum amount of tuel into heat energy in a given
RPM remains constanl. Conversely, when lhe
time. The high RPM also creales maximum thrust;
throttle seiling (manilold pressure) ii decreased,
for, although the mass of air handled per revolulion
is small, the number ol revolutions per minule is lhe pitch angle of the propeiler blades is auto-
matically decreased. This decrease in propeller
many, the slipstream velocily is high, and wilh
pitch decreases the air load on lhe propelier so
the low airplane speed, tlre lhrust is maximum.
that the RPM remains constant.

1-5
 T_O. 1T-41C-1

For any given RPM, lhere is a manifold pressure Fuel Flow lndicator
lhat should nol be exceeded. lf an excessive
amount of manilold pressure is carried lor a given Fuel llow is indicaled by llie right half of a dual
RPM, the maximum allowable pressure within the indicating inslrument located on the righl side of
engine cylinders could be exceeded, placing undue lhe panet. lt is a direct reading fuei pressure
stress on lhem. lf repealed too frequenily, lhis gauge, calibrated to indicate approximate gallons
undue slress could weaken the cylinder compo- of tuet being metered to the engine.
nenls and eventually cause engine structural f ail- Bg lorl
Fuel.f low wiil vary wilh throtile and propeiler
!31.
ure. settings, but cruise luel llow can be set with the
mixture conlrol knob.
ln order to avoid conditions that would possibly
overstress the cylinders there must be a constant
awareness ol the tachomeler indication, espe- WABNING
cially when increasing lhe throtile setting (manilold
pressure). The combination to avoid is a high
throttle selting (mani{old pressure) and low RpM.
ll the luel llow gauge malfunctions, luel or
luel lumes may enler the cockpit.
WARNING Cylinder Head Temperature
The cylinder head temperalure gauge located on
the right side of the instrumeni panet indicates
Except during fuil throtile/prop FULL lN- number 3 cylinder head temperaiure in degrees
CREASE operations such as takeolfs and Fa.hrenheit. The gauge is conlrolled by an eleclri_
go-arounds, never allow manifold pres-
cal-resistance type lemperature bulb which receives
sure to exceed engine RpM. ils power f rom lhe aircrafl electrical system.
When both manifold pressure and RpM need to
be changed signif icantly, lhe pilot can further help [leropetter Controt Knob
avoid overstress by making power adjustments in Control of engine RpM is accomplished by op_
lhe proper order. When poweF settings are being eralion ol lhe propeller conlrol knob next to lhe
decreased, reduce manifold pressure be{ore RpM. throtlle. Ptacing the knob in lhe fullforward position
When power settings are being increased, re- decreases lhe blade angle and provides the highest
verse the order - increase RpM f irsl, then manifold RPM setting. Moving the conlrol knob aft pro_
pre ssu re. gressively increases the propeller blade angle
and decreases engine RpM. Moving the control
cAuiloN knob forward or aft to adjust RpM, is accom_
plished by rotaling the knob clockwise lo increase
RPM or counler-clockwise lo decrease RpM. ll
lf RPM is reduced before manifold pres- large.or rapid changes are required, depress the
sure, manilold pressure will aulomalically lock butlon on lhe control knob and position lhe
increase and possibly exceed the control lorward or aft as required.
manufacturer's lolerances.
Tachometer
ENGINE INSTRUMENTS The lachomeler is a mechanical indicator driven
by a llexibte shafi connected to lhe oil pump
[lManifotd Pressure Gauge shalt. The iachomeler indicales engine speed in
The left half of a dual indicating instrument lo- RPM X 100 (e.9., 12 = 1200 RpM) .
cated on the right side of the panel indicates Oil Temperature Gauge
induction air manifold pressure in inches ol mer-
cury. Manifold pressure is controlled by the throtile. The oil temperalure gauge is located on the righl
side or the inslrument panel (figure 1_ ). Heat

1-6
 T.O. 1T-41C-l

from engine oil causes the liquid in the line con- oil. An oil liller cap is located on the top side of
necting the oil system and lhe gauge to expand. the engine. The oil dipstick is located on the lefi
The gauge is direct reading and measures lhis side of the engine just above lhe oil cooler. Both
expansion. the liller cap and the dipstick are accessible lhrough
the oil access door on he engine cowling.
Oil Pressure Gauge
FUEL SYSTEM
A direct-reading gauge displays oil pressure in
psi. lt is located adjacent lo the oil lemperature Fuel is supplied to lhe engine lrom two 26-gallon
gauge on the right instrumenl panel (ligure 1-4). lanks, one in each wing. Fuel from each lank
llows by gravity to a three-position selector valve,
labeled LEFT, BOTH, and RIGHT. Fuelthen ilows
WARNING to a luel reservoir tank and a manually operaled
luel shutoll valve. A push-putt knob tabeled FUEL,
PUSH ON operates the shutoll valve (ligure 1-2).
Should the oil pressure indication become
abnormal in cold weather for no apparent
reason, the problem may be condensa-
tion in the line lrom the system to the
gauge. Turning the cabin heal olf may
im
To prevent wear of the cable assembly,
correct lhe problem. However, be watchlul and lo prevenl a partially closed position
for other signs ol engine problems. ln ol the luel shutoll valve, lhe luel shutoff
any case, declare an emergency and land valve should be lelt in the PUSH ON posi-
as soon as practical. lion, except during emergency engine
shuldowns.
OIL SYSTEM
Oil lor engine lubricalion and cooling is supplied
Alter passing lhrough the luel shutolf valve, lhe
by a wet sump pressure splash gravity relurn luel is routed lhrough a fuel strainer, located in
the nosewheelcomparlment, and lhrough a bypass
syslem. The capacity of the sump is 10 US quarts.
Oil is drawn lrom the sump through a low pressure
check valve in the electric luel pump (auxiliary
lilter screen inlo the engine-driven oil pump. A luel pump), when the pump is not being used.
The luel slrainer is the lowest porlion ol the luel
pressure reliel valve in line lrom lhe oil pump
syslem and is provided as a means of collecting
automalically regulates pressure belween 30 and
any water that may have accumulated in lhe sys-
75 psi. When this valve opens it ports oil back to
tem. Any collected water willbe drained overboard
the sump reducing the oil pressure in the syslem.
From the pump, oil is lorced through a high pres-
by pulling the luel strainer knob located on the
lefl lower swilch panel. Additionalwater may also
sure screen lo a thermoslat in the oil cooler. The
be drained lhrough lour valves (two beneath the
lhermostat opens and allows oil to bypass the oil
forward luselage and one on each wing root) with
cooler when the oil is cold. When the oil is hot,
the use ol a luel sample cup. Fuel is then rouled
lhe lhermostal closes causing the oil to be lorced
through radialor passages in the oil cooler, lhus
lo the engine-driven luel pump and mixture unit.
From there, luel is distributed to the engine via
controlling engine oil temperalure. Oil is then cir-
lhe luel and air throttle unit and the fuel distribu-
culaled lo various engine parts lor lubrication
and returned to the sump by gravity f low.
tion manifold. Vapor and excess fuel lrom the
engine-driven luel pump and mixlure unil are re-
The engine uses mineral oil lor the lirst 100 hours turned to the luel reservoir lank. Due lo gravity
to ensure better engine break in. After this break llow and luel line placemenl, 1/2 gallon in each
in period, lhe mineraloil is replaced with detergent lank is not usable during slraight and level flight;
oil. A while oil liller cap identifies an engine with during maneuvering flight, 3 gallons in each tank
mineral oil, a yellow liller cap indicates detergent are unusable (ligure 1-7).

1-7
T.O. 1T-41C-1

PROPELLER

ENGINE AND
ACCESSOBY
BEARINGS

orL
olPsTrcK
OIt SUMP
ORAIN PLUG
OIL TEMPERATURE
GAGE

orL
COOLER orL
CAP

THERMOSTAT

OIL PRESSURE FILTER SCREEN

RELIEF VALVE {PBESSURE)

ENGINE OIL PUMP

FILTER SREEN
(sucTroN)

Figure 1-5. OilSystem Schematic

1,8
 T.O. 1T-41C-1

FUEL IANK SUMP

OR^IN PLUG IBEFI

PLUG

FIJEL ANO AIB

THFOrILE UNII

lffil pUGL Suppt y

er-rE(C€s8 FU€L
*At{ovAPoR
M€CIIANICAL
-- - - lrxloE
ELCSIBCAT
-
-- FUEL NOZZLES

Figure 1-6. FuelSyslem Schemalic

1-9
T.O. 1T-41 C-1

NOTE thus preventing an excessively rich mixture dur-

ing periods of low engine speed. The pump will
o Wilh the luel seleclor valve on BOTH, lhe switch to lhe allernate flow rate at a throtile setting
total usable fuel for all llight conditions is ol approximately 2100 rpm. The up position of
46 gallons, and in level llight is 51 gal- the auxiliary luel pump switch, labeled HIGH, op-
lons. erates the pump at its highest rale. The HIGH
position is used lor engine priming, for vapor
model aircraft, lhe. Juel-.sffdiff6r purging during hot weather operations, or lor al-
knob is in-!he. erigine compart- ternate engine operalion if the engine-driven pump
t\**":-
ment and is.adidessible lhrouoh the oil should malfunction. The swilch is spring-loaded
a*gesrd6-ir to OFF lrom the HIGH posiiion and must therelore
o On 1968 model aircralt, the fuel strainer be held in HIGH when used.
knob is located on the inslrurnenl panel
in lhe lower lelt corner. NOTE

Engine-Driven Fuel Pump lf the auxiliary fuel pump switch is accidenily

The engine-driven luel pump has an aneroid which turned on with the master switch ON, the
provides aulomatic luel mixture for existing ambient engine stopped, and the mixture control
knob not at FULL LEAN, the cylinder intake
conditions. lt provides a more desirable luel mix-
ports will llood and luelwill drain overboard.
lure control throughoul the operalional range,
particularly at low and idle power settings. The auxiliary luel pump is not used while the
The mixture unit is also an integral part of the engine is running during normal operations. With
engine-driven fuel pump controlling fuel llow the auxiliary luel pump and the engine-driven luel
pump bolh functioning, an excessively rich luel-
through a mechanical linkage from the mixture
control knob. air ralio will result.

Manual Primer
ir':Y"'i"%3 A manual primer, located on the left lower switch
panel (figure 1-2), is provided to aid in slarting
Should the aneroid in the engine-driven the engine. lt sprays luel into the elbows ol lhe
luel pump lail, it willfailto lhe FULL LEAN engine induction manilolds lor improved starts.
position and use of lhe auxiliary luelpump
on LOW accompanied by manual leaning Fuel Quantity lndicator
may be required .
The two electrically operated fuelquantity indica-
Auxiliary Fuel Pump tors are located on lhe right instrument panel
(f igure 1-4). The instruments indicate the fuel in
An electric auxiliary luel pump supplies luel flow the tanks lrom empty to lull graduated in quar-
lor starting and lor engine operalion following ters. The indicators receive their inputs from luel
lailure ol the engine-driven luel pump and for level lransmitters in each wing lank any time the
vapor purging. The auxiliary {uel pump switch master switch is ON.
(figure 1-2),located on the lelt lower switch panel,
is a guarded, three-position, center-ofl switch. NOTE
The down position, labeled LOW, operates lhe
pump al one ol two possible speeds depending
Fuel quantity indicators are accurate only
on lhrottle position. With the lhroltle al a cruise in stabilized straight and levetllight.
setting and the auxiliary fuel pump switch in the
LOW position, suff icient luel f low is provided lor ELECTRICAL SYSTEM
cruise llight operation with a lailed engine-driven
luel pump. When the throttle is moved towards Electrical energy is supplied by a 14-voll, direct
the idle position, a microswitch is tripped which current syslem powered by a 60-ampere, engine-
causes the auxiliary luel pump f low raie lo reduce, driven alternator. A 12-volt bafiery, located alt of

1-10
 T.0. 1T-41 C-1

FUEL QUANTTY DATA (U.S. GALLONS)

USABLE FUEL ADDITIONAL UNUSABLE TOTAL FUEL

TANK NO. ALL FLIGHT USABLE FUEL FUEL VOLUME
CONDITIONS (LEVEL FLTGHT) (LEVEL FLIcHT) EACH

LEFT WING 1 23 gal. 2.5 gal. 0.5 gal. 26.0 gal.

RIGHT WING 1 23 gal. 2.5 gal. 0.5 gal. 26.0 gal.

Figure 1-7. Fuei Quantity Dala (U.S. Gallons)

lhe rear cabin bulkhead, is used to supply electri- Ammeler

cal power lor starting. lt also serves as an alter-
nate source ol electrical power in case ol alter- All aircralt are equipped with an ammeter that
nator or regulalor lailure. indicates lhe amount ol current llowing either to
or lrom the battery. The ammeter is located be-
Power is supplied lo all electricalcircuits through tween the luel quantity indicators on the right
a splil bus bar (figure 1-8). The eleclronic bus inslrument panel (ligure 1-4). Normally, the am-
conlains lhe strobe lighls, VHF radio, VOR re- meler will remain within 0 to +2 needle widths il
ceiver, transponder, and lhe pitot heal circuits. the alternator is operating properly and the bat-
The primary bus contains all olher electrical sys- tery is in a normal state of charge. Extreme charge
tem circuils. With the masler switch ON, both or discharge rates lor any duration are indica-
sides ol the bus are normally powered. However, tions ol an electrical system mallunction.
when either an exlernal power source is con- NOTE
nected, or lhe ignition switch is turned to START,
a power contactor automatically deactivates lhe A weak battery or a prolonged starting
circuit to the electronic bus. lsolaiing the elec- period may cause a high ammeter reading.
lronic circuils prevents lransient vollages lrom This is normal; however, do not take oll
damaging the semiconductors in the electronic untilthe ammeler is within the normalrange
equipment. o[ 0 to +2 needle widths.
Master Switch External Power Receptacle
The master switch controls electrical power to A ground service plug receptacle is inslalted to
the aircraft electrical syslem. On 1968 model air- permit lhe use of an exlernal power source lor
crall, the switch is a push-pull lype and is located cold wealher slarting. The receptacle is located
on the lell lower switch panel (ligure 1-2). On on the lower lell side ol the engine compartment,
1969 model aircrafl, the master switch is a two- behind an access plate. The masler swilch should
piece split switch which should be used as one be ON belore connecling an external power source.
switch during normal operations.

NOTE WARNING
On 1969 model aircrafl, the split master
switch may be benelicial during abnormal Belore starting the engine using an exter-
siluations. The lelt switch serves to dis- nal power source, be sure thal all ground
connecl the alternator while lhe right side personnel are well clear of the propeller
disconnects the battery. danger area.

1-1 1
T.O. 1T-41C-1

REGUTATOR rOruRN I EANK

TNOTCA'OR

IO FU€L Q{JAXTIW
INDICATORS

iltr IO C|GAR UGHTER

iiurli?iiciii'ift,qxrn
AIEFINATOfi TO LAt{ONG e TAx
uoxrs
^r[a, IO DOtlE LIGHI
IO I}ISTRUM€NI I
cof,iP^sg LtGHls

FEiE;G--GRoUNO lo lr^vtc rloN LTGHIS

ijouiifrY SEFVICE lo rcltmoN srAFrER
conracroR PLUO
SWrclr
10 wlNG FI.AP
POStnOil ftDTCATOR
IO AUXILIAFY FUEL PUMP

TO WilIG FI.AP SYSI€M

TO IRANSPONOEF

TO TO NAVIGATION
NAVtGAItON SYSTEM
uoHT ctncLnr
BRE X€F
lo sTFroSE Lr6Ht3

COOE ro vHF colrMuNtc^Tlolt

rGNlTrolt
o ctRcun SREAKEF|
-t STARTEFI
O rusr swTo{ UNUS€D clRCU|r
AUO AMP BR€AX€R rocAnoN
{* o,ooe
TO P|IOT HEAI SYST€M
{} cePectroR
RESISTOR

Figure 1 -8. Electrical System Schemalic

1-12
 T.O. 1T-41C-1

chanical linkage to lhe pilot's brake pedals, and

pressure applied to the right seat pedals is trans-
mitted mechanically to lhe masler cylinders.
Use ol other lhan a 12-volt power source
may damage eleclrical systems. The
ground service plug receplacle circuit in-
corporales polarity protection. Power lrom
lhe external source will llow only if the ll a sharper lurn is desired than can be
service plug is connected lo lhe aircralt made with the rudder pedal steering
properly. mechanism, use lhe brakes to establish
the rate of lurn desired. While making a
Circuit Breakers and Fuses turn in this manner, keep lhe inside wheel
The majority ol electrical circuils in the aircralt are rolling. Any attempt to pivot lhe aircrall
protected by "push lo resel" circuil breakers located on a locked inside wheel may damage lhe
on the lell lower switch panel (ligure 1-2). Excep- wheel, lire or strut. This ii particularly
tions are lhe external power circuit and the clock dangerous because the damage may nol
circuit which are prolecled by luses located near be apparenl. To make sure that the inside
the battery. wheel rolls, release the inside brake inter-
mittently. Apply the brakes smoothly,
evenly, and cautiously at all limes.
Parking Brake
lf a circuit breaker pops oul, it may be The parking brake handle is located beneath the
resel once il no other eleclrical mallunc- left lower switch panel (ligure 1-2) and is used lo
lions exist. ll the circuit breaker pops out set the brakes. The handle-and-rachet mecha-
alter being reset, do not attempt lo reset nism is connected by a cable to linkage at the
it again. Terminale the mission and land master cylinders. Pulling out lhe handle depresses
as soon as conditions permit. bolh master cylinder piston rods and the rachel
locks lhe handle in this position until lhe handte
NOSEWHEEL STEERING SYSTEM is.lurned and released. To set the brakes, pull
the parking handle out and turn il to the 6 o'clock
Nosewheel steering is accomplished through use position. To release the parking brake, rotate the
ol the rudder pedals. The nosewheel is sleerable handle 90 degrees clockwise to the 9 o'clock
up to approximately 10 degrees each side ol neu- position and let it return to the original retracted
lral, aller which it becomes lree wheeling to a position.
maximum delleclion ol 30 degrees right or lelt ol
center when dilf erential braking is used. A shimmy WING FLAP SYSTEM
damper is provided to minimize nosewheelshimmy.
The wing llaps are electrically operafed and are
BRAKE SYSTEM controlled by a three-position switch on the right
lower switch panel (figure 1-3). This swilch, spring-
The hydraulic disc brakes on the main wheels loaded to the olf position, controls an eleclric
are individually operaled by applying toe pres- motor that raises or lowers the llaps by means of
sure to the upper portion of either set ol rudder cables and push-pull rods. The motor is protected
pedals. Depressing the pedals activates the brake lrom shorts and overheal by a circuit breaker
cylinders, resulting in a braking aclion on lhe located on the circuit breaker panel. The electri-
main landing gear wheels. A masler cylinder at- cally-operated llap posilion indicator is calibrated
tached to each of lhe lelt seal (pilot) pedals in degrees ol llap extension lrom 0 to 40 de-
transmits hydraulic pressure to the respective main grees.
wheel brake cylinder, thus applying brakes. The
right seat brake pedals are connected by me-

1-13
T.O. 1T-41 C-1

Exlernal gust locks are also provided lor allllight

control surlaces lor use when slrong winds are
expecled.
Holding lhe wing llap switch in the lull up
or down posilion lor extended periods may
cause the llap molor lo overheat and the
circuit breaker to pop.
Crew members should be sure the control
FLIGHT CONTHOL SYSTEM wheel is properly positioned prior to in-
The aileron, elevator, and rudder control syslems
slalling lhe conlrol lock. On 1969 model
aircralt, the controllock should be removed
are comprised ol push-pull rods, bellcranks, cables,
prior to installing the gust lock on the el-
and pulleys. The aileron and elevalor systems
evator.
are connected lo the conlrol wheel. The rudder
system is connected to the rudder pedals. STALL WARNING HORN
Properly adjusted conlrols, when operaled, move The stall warning horn is a pneumatic device,
in the correct direction, are lree ol binding, and aulomatically activated by diflerential air pres-
do not require excessive lorce for application. sure. The system includes an opening in the leading
edge ol the lelt wing, lor sensing pressure, and a
reed type horn located in lhe upper lett side of
the cabin. As the wing approaches a stall, airllow
over lhe wing creates a low pressure condition in
Excessive lorce or abrupt control inputs the area ol the wing opening. This condition causes
may cause control system damage. air to be drawn lrom the cockpit through the horn,
resulling in an audible warning at airspeeds 5 lo
Trim System 10 mph above the stall in all contigurations.
A trim lab is provided on the trailing edge ol the INSTBUMENTS
right elevator to reduce control wheel lorces and
lo allow hands-olf llight at normal airspeeds. An The lollowing paragraphs cover only those in-
elevator trim wheel, mounled in the cenler ped- strumenls which are not part of a complete sys-
estal (ligure 1-4), provides manual adjustment of tem such as the luel system, engine, etc. The
the trim lab. The trim wheel and the adjacent llighl instruments consists ol an airspeed indica-
pointer are labeled trom top lo botlom, NOSE lor, vertical velocity indicalor, altimeter, turn-and-
DOWN, TAKEOFF, and NOSE UP. The pointer slip indicator, attitude indicator, heading indicator,
indicates the elevator lrim position. Forward rotation magnetic compass, and clock. All llight instru-
ol the wheel provides nose-down trim. Aft rotation ments are located in the left instrumenl panel
provides a nose-up setting. Positioning the pointer directly in fronl ol the pilot (ligure 1-4), except
abeam lhe white marker at the TAKEOFF label the magnetic compass which is located on the
provides the normal takeolf trim setting. top ol the dash panel.
Control Lock/Gust Locks Pitot-Static System and lnstruments
When lhe aircrall is on lhe ground unattended, a The pitot-static system suppties air pressure to
conlrol lock is used lo lock the elevalor and aileron operate the airspeed indicalor. The static portion
conlrol syslems to prevent damage lrom wind of lhe system supplies the operating pressures
gusts. The lock is designed to engage a hole in lor the vertical velocity indicator, allimeler, and
the pilot's conlrolwheel shalt and instrument panel airspeed indicator. The pitot-static system is
mounted bracket. A llag on the end ol the control composed of an electrically heated pitot tube
lock covers lhe ignition switch to warn against mounted under the lelt wing, two exlernal static
starting lhe engine with the lock installed. The porls, located on either side ol lhe aircralt luse-
rudder is protected lrom minor bulleting by the lage, and lhe associaled plumbing necessary to
linkage between lhe nosewheel and rudder syslem. connecl the inslruments to their sources.

1-14
 T.O. 1T-41 C-1

Pitot Heat indicator provides adiustment of the barometric

scale lor changes in atmospheric pressure. The
A push-pullpitot heat swilch, labeled PITOT HEAT, short needle indicates thousands ol leet while
is localed on lhe lelt lower swilch panel (figure the long needle indicates hundreds ol leet.
1-2').
Turn-and-Slip lnd icator
When the switch is placed in the ON position, lhe
pitot tube is electrically heated. Pitot heat is pro- The lurn-and-slip indicator is composed of a lurn
vided lor llight in areas of visible moislure. needle and an inclinometer. The principal lunc-
lions ol lhe turn-and-slip indicalor are lo provide
an alternale source of bank control, and to indicate
WARNING rudder coordination. The turn needle, driven by
an electrical gyro, indicates lhe rate ol heading
change and direction ol turn. The inclinometer, a
ball in a liquid lilled glass tube, indicales coordi-
The pilot tube becomes very hot wilhout
nalion. Gravily and centrilugal lorce acl on the
cooling airflow. To prevenl burn injury to
ground personnel, the pitot heat switch ball. When the aircralt is in coordinaled llight, lhe
ball willbe cenlered.
should be OFF during ground operalions.

Airspeed lndicator Vacuum System

Suclion to operate the heading indicator and atti-
The airspeed indicator is operaled by pitot and
static pressures sensed by the pitot-static sys-
tude indicator gyros is provided by an engine-
tem. Airspeed is indicated in miles per hour.
driven vacuum pump. The vacuum pump is
mounted on the engine accessory case. A suc-
lion reliel valve is used lo controlsystem pressure.
The suction gauge, localed on the right instru-
WARNING menl panel (figure 1-4), is calibrated in inches ol
mercury and indicales the suction available lor
operation ol the altitude and heading indicalors.
Slips may result in airspeed errors. Also,
large errors in indicated airspeed will oc- NOTE
cur near stalling speed.
System leaks or other mallunctions may
Vertical Velocity lndicator (VVl) be indicated by abnormal suction gauge
The vertical velocity indicalor depicts aircralt rate readings and may cause incorrect indica-
ol climb or descenl up to 2,000 leet per minute. tion of attitude and heading.
The pointer is actuated by an almospheric pressure
change sensed lhrough the static ports.
Attitude lndicator
The vacuum-powered altitude indicator gives a
gyro stabilized visual indication ol aircralt atti-
WARNING tude. The indicalor is reliable lhrough 60 degrees
ol climb and dive and 100 degrees ot bank. Bank
is presenled by a bank pointer relative lo a bank
The pointer does not stop at the 2,000 ft/ scale. This scale is marked with degree indices.
min rate ol dellection. A climb in excess
The horizon bar provides sensitive relerence near
of 2,000 lt/min could be indicated as a a level llighl altitude. A pitch trim knob is included
descent on lhe VVl, and vice versa.
to adjusl the miniature aircrall in relation lo the
horizon bar. A caging knob lacilitates rapid manual
Altimeter erection ol the gyro. lf it is necessary to uncage
The altimeter is a barometric type instrument which the gyro in llight, the aircrall should be straight-
operates on static pressure. A baromelric pres- and-level. On 1969 model aircralt there are no
sure sel knob on lhe lower lell corner ol the provisions lor caging the attitude indicator.

1-15
T.O. 1T-41C-1

Heading lndicator and your mouth. Headset volume should

be set prior to adjusting radio volume.
The vacuum-powered heading indicator displays
aircralt heading. The indicator is reliable through Overhead Speaker System
55 degrees ol dive, climb, and bank. On 1968
An overhead spoaker and hand-held microphone
aircrall, a caging knob allows caging ol the gyro
during maneuvers beyond the limits ol the gyro.
are provided should the headsets syslem lail.
The microphone is stored in the map case on lhe
On 1969 model aircraft lhere are no provisions
lor caging the heading indicator.
right inslrumenl panel. A jack to plug in the mi-
crophone and a toggle switch lo lurn on lhe over-
Magnetic Compass head speake( arc located on the right side ol the
center pedestal. The toggle switch, when placed
A magnetic compass is centrally mounted on top in lhe up position, activates the speaker.
ol the glare shield. The compass is liquid filled,
free lloating, and reliable only in straight-and- NOTE
level unaccelerated llight.
Feedback through radio and/or interphone
NOTE may be heard il the headset is used or
plugged in when lhe overhead speaker
Use ol the landing/taxi light causes erro- switch is lurned on.
neous indications in the magnelic compass
due to lhe creation of an eleclromagnetic VHF Radio
field. Do not use the magnetic compass lo
reset the heading indicator when the land-
A Narco Com 120 lransistorized radio provides
VHF communications capability (figure 1-9). The
ing/taxi light is on, or when headsels are
radio has line-ol-sighl receplion and provides voice
placed near the magnetic compass.
lransmission and reception on 720 lrequencies
Clock, in the range ol 118.000 to 135.975 MHz by
0.025 MHz increments. The large control knobs
The clock is electrically operated and is on at all on eilher side ol the lrequency readoul window
limes. The setting knob is located on lhe lower controIfrequency selection. To activate lhe radio,
lelt side ol the instrument Panel. turn lhe lunction switch clockwise to ON.

COMM UN ICATIONS/N AVIG ATION NOTE

EQUIPMENT
lnterphone System No warmup time is required lor the Com
120 radio due to its 100 percent solid
The inlerphone system consists of microphone slate design.
bullons, located on each conlrol wheel, and
To test the radio, rolale the lunction switch clock-
headsets. On lour-seal aircralt, a third interphone
headset is provided lor use by a rear seat pas-
wise lo TST. This position disables lhe unit's
sefiger. The system allows unreslricled commu- aulomatic squelching circuitry and allows the
nication within the aircraft communication beyond characlerislic "rush sound" ol unsquelched re-
the aircraft by integration with the radio equip- ceiver audio lo be heard. The "rushing sound"
indicates electrical power is present and key ele-
ment, and monitoring ol radio and NAVAID sig-
ments are operaling properly. Volume is controlled
nals. The syslem is powered by the electrical
system and is activated by the radio lunction switch.
by a small knob marked VOLUME. Rotating the
knob clockwise will increase lhe volume and
counterclockwise will decrease the volume. The
NOTE small amber lighl, localed below lhe lrequency
readoul window, is a lransmit-monitor light and
The only volume controlon the interphone illuminales when the lransmitter is activated The
.syslem is on the headset. Transmission light varies in brightness lo indicale transmiller
volume can be adjusted only by varying strength.
the distance between the microphone boom

1-16
 T.O. 1T-41C-1

VOH Receiver Transponder

A Narco Nav 121 transistorized VOR receiver A Narco AT 150 lransistorized transponder pro-
provides VOR navigation capability (figure 1-10). vides positive radar idenlification lo ground agen-
The VOR unit has line-of-sight reception and may cies and is capable of responding to interroga-
be tuned in the lrequency range ol 108.00 to lions on any ol 4096 codes (tigure 1-11). These
117.95 MHz by 0.05 MHz incremenls. The con- codes are selected by rotating the lour, eight-
centric knobs, in lhe lower righl corner ol the position code selector knobs.
instrument, control the lrequency selection.
A live-position, rotary lunclion switch aclivales
To activate the unil, turn lhe function knob, lo- and conlrols unit operation. The live positions
cated in the upper right corner ol lhe inslrument, are:
clockwise until it clicks on.
OFF. Turns oll all power to lhe lransponder.
NOTE SBY (Standby). Turns the transponder on lor
warmup but does not reply to any interroga-
No warmup period is required lor lhe Nav lions. (Warmup requires 20 seconds.)
121 unit due to its 100 percent solid state
ON. The transponder will respond to any inter-
design.
rogation.
To identily a VOR slalion, pull out the function ALT (Altitude). Operates the same as the ON
knob and rotate il clockwise untillhe audio signal
mode. Allilude reporting Mode is operalional.
can be heard.. To select a VOFI course, rotate the
knob in lhe lower lelt corner of lhe instrument TST (Test). Causes an internal test signal to
untilthe desired course appears beneath lhe ver- be generated which illuminates lhe reply lamp.
lical index line, located at the 12 o'clock position This position is spring-loaded to ALT.
on the instrument. The course devialion lrom the
selected couise, appearing under the vertical in- The IDENT push-butlon is used to reply to an
dex. A TO/FHOM indicator shows whether the agency when asked lo "Squawk lDENT." Momen-
selected course, il flown, would take the aircralt tarily depressing lhe bulton will activate a special
to or lrom the station. signal lor approximately 20 seconds and will illu-
minate the reply lamp, located within the IDENT
push-bulton, lor the duration of the special sig-
NOTE
nal. During normal operalion, the reply lamp will
blink whenever the transponder is being interro-
A red llag labeled NAV will appear in gated. Rolate lhe button to control reply lamp
place of lhe To/FRoM if :
brightness.
I The course selecled is perpendicular
LIGHTING
to the course to the slation.
O Signal reception is too weak. All exterior and interior lighting is conlrolled lrom
within the cabin. Exterior lighting equipment con-
O The aircraft f lies over the station (during
sists ol navigalion lights, landing and taxi lights,
station passage). and strobe lights. The switches tor these lights
I The Nav 121 unit is turned olf . are located on the lelt lower switch panel be-
neath the conlrol wheel (figure 1-2), and are ol
To lest lhe unit, selecl a nearby VOR station, the pull-on, push-off type. lnterior lighting is com-
rolale lhe course selection knob until either 0 posed ol inslrument and radio control panel lights
degrees or 180 degrees is under lhe vertical in- and a cabin dome light. The switches lor the
dex, then push the course selection knob in and inlerior lights are located on the ceiling console.
hold it lor a few seconds. The course devialion Navigation Lights
indicalor needle should center and the TO/FROM
indicator should show TO if 0 degrees was se- Convenlional red (left), and green (right), naviga-
lecled or FROM il 180 degrees was selecled. tion lights are mounted on the wingtips. A white

1-17
T.O_ 1T-41C-1

coH I

1. Volume Control 4. Frequency Selector (.X MHz)

2. Frequency Selector (Whole MHz) 5. Frequency Selector (.OXX MHz)
3. Transmit lndicator 6. Function Switch

Figure 1-9. VHF Radio

1l ,,i"-
".
(o\' . ., ,, ,,,,t,,ri
I
I-,,rrro /h ooa. ', :

, 11d50'..' lifi

1. Course Selector/Test Knob 5. TO/FBOM lndicator

2. Course Deviation lndicator b. Frequency Selector (Whole MHz)
3. Vertical lndex Line 7. Frequency Selector (.XX MHz)
4. Function Switch

Figure 1-10. VOR Receiver

1-18
 T.O. 1T-41C-1

<> xAncoArl50Tso

1. Funclion Switch
2. IDENT Push-Button/Repty Lamp
3. Code Selectors

Figure 1 -1 1. Transponder

navigation light is mounted on the upper alt por-

tion of lhe verlical stabilizer. WARNING
Landing and Taxi Lights
Landing and taxi lights are located in the leading The strobe lights produce intense lighl
edge ol the lell wing. The taxi light is locused to . and heat. Do not look direcily.into operat-
provide illumination ol lhe area forward of the ing lights, or louch bulbs during or imme-
aircralt during ground operalion and taxiing. The diately aller operation.
landing light is locused to provide illumination
forward and downward during takeofl and landing. lnterior Lighting
Pulling the landing/taxi light switch out one click
lnterior instrumenl and radio lighting is controlled
turns on the taxi light, while pulling it out all lhe
way illuminates both the landing and the taxi lights.
by a rheostat located above the leats on lhe
cabin ceiling. The rheostat on the right side controls
Both lights are high inlensity and require cooling
inslrument lights; the rheostat on the left side
airllow lor continuous operalion.
controls radio lighting. The cabin dome tight is
located behind lhe rheostal unit and is controlled
by an on-olf swltch located adjacent lo lhe light.

CABIN HEATING AND VENTILATION

Excessive use of lhe landingitaxi lighls, SYSTEM
while on the ground may damage lhe pro-
leclive lenses. Cabin heat, defrosting, and venlilation are pro-
vided by manilold heaters, ducting, and vaives
Strobe Lights which allow the entry ol heated or unheated air to
A strobe light is located in each wingtip next lo lhe cabin. The cabin heat knob, located on lhe
right lower switch panel (ligure 1-3), controts lhe
the position light and on the top ol lhe vertical
amounl ol heat supplied to the cabin. The lull out
stabilizer.

1-19
T.O. 1T-41C-1

position provides maximum heating and defrosl-

ing. The cabin air knob (ligure 1-3), controls the il$*--**t
caurron I
amount ol lresh air entering lhe cabin lrom the
air scoop door on lhe forward right side ol the Unlocking the window without depressing
luselage. The lullout position provides maximum the button will cause internal damage lo
lresh air. Separate adjustable venlilalors near the latch.
each upper corner ol lhe windshield supply addi-
lionallresh air. SEAT OPERATION
The seats are lore and alt adjustable, with manu-
ally operated reclining seat backs. The lore and
WARNING all adjustment levers are localed under lhe lelt
lront ol each seat. On 1968 model aircrall, the
manual releases lor the seat backs are located
The exhausl syslem is subject to cracking on lhe right rear corner of each seat. On 196g
and deterioralion. ll lhe cabin heat is used model aircraft, lhe release lor lhe seat back is
and lhe exhaust heat exchanger is defec- located under the right lront ol each seal. Flollers
live, carbon monoxide will enter the cabin. permit the seats to slide fore and all on seal
Do not use cabin healing without cabin rails. Pins which engage various holes in the seat
air or venlilators open lo supply a source rails lock lhe seats in the selected positions. A
ol lresh air. seat stop limits travel ol lhe lelt seat.

Carbon Monoxide Detector SEAT BELTS AND SHOULDER HAR.

NESSES
A small carbon monoxide deteclor is located on
lhe center pedestal (figure 1-4). On lhe lower Seat belts and shoulder harnesses are provided
cenler ol the deteclor is an indicator that is sen- lor bolh tront seats. The rear seat, on four-seat
sitive to carbon monoxide. ll carbon monoxide is models, is equipped with seat belts only. The
introduced into the cabin, lhe indicator will darken. shoulder harnesses are attached to cables which
are routed to inertia reels located on lhe cabin
side walls just alt ol the rear door posts near
WARNING lloor level. A lwo-position conlrol lever is mounted
on the lell side ol each seat lo control the opera-
tion of the inerlia reels. The aft position is la-
beled AUTOMATIC. When the controt lever is
Should the indicator on lhe carbon mon- placed in lhe AUTOMATIC position, the shoutder
oxide detector become dark, proceed wilh harnesses will permit lree movement lore and
the Smoke and Fume Elimination procedure afl, as long as a sudden lorward movemenl is not
in your checklist. atlempted. Sudden lorward movement will lock
CABIN DOORS lhe inerlia reel and permit only alt movement. To
unlock lhe reel, the conlrol lever must be cycled
Cabin doors are located on each side of the cabin. to MANUAL, lhen back to AUTOMATIC. Placing
They incorporale an exterior door handle, inlerior lhe control lever in lhe lorward posilion, labeled
three-position door handle (open, closed, locked), MANUAL, will lock the shoulder harness at the
and a door stop mechanism. The lelt door has a existing position. With the conlrol lever in the
movable window. The right door has a lixed win- MANUAL position, the inertia reel will allow alt
dow. movemenl only.
NOTE
Cabin Door Movable Window
Seat adjustmenl may be diflicult it the
The movable window in the left cabin door is seat belts and shoulder harness are tight-
hinged at the lop. The window is secured by a ened prior lo adjusting the seat.
latch handle located on lhe bottom edge. When
locking the window, the button should pop out as
the latch handle is rotated to the closed position.

1-20
 T.O. 1T-41C-1

SECTION II
NORMAL PROCEDURES

Table of Contents
lntroduction 2-1
lnterior lnspection 2-1
Exterior lnspection 2-2
Belore Starting Engine 2-4
Starting Engine 2-4
Before Taxiing 2-6
Taxiing 2-6
Before Takeolf 2-6
Takeoff 2-B
AlterTakeoll ... 2-9
Climbs 2-9
LevelOll 2-9
Belore Descent 2-10
Approach to Field 2-10
Belore Landing 2-10
Landing 2-12
Go-Around..:... 2-'t3
Touch-and-go Procedures . . 2-14
AlterLanding... 2-'t4
Engine Shutdown 2-14
Before Leaving Aircralt 2-15

INTRODUCTION 2. Required Publications- ON BOARD.

Visual inspection ol the aircralt is a very important 3. Parking Brake - SET.
part of each mission. Stari your prellight inspec-
tion as you approach the aircraft. Look at the overall
4. Control Lock - REMOVE.
aircralt condition, chocks, tiedowns, and any un-
usual wet spots under the aircralt which may indi-
cate leaks. Look at the proposed taxiing routes for
any possible obstruction such as ground repair work,
lire exlinguishers on the ramp, or other equipment Allowing the conlrol wheel lo slam lor-
that could cause a taxi accident. ward when removing the control lock could
cause damage to the controls and/or in-
The checklist outlines procedures bul never takes slrument panel.
the place ol good judgment. Checklist items pre-
ceded by an asterisk (.) are challenge response 5. Master Switch - OFF.
items. 6. lgnition Switch - OFF.
INTERIOR INSPECTION A worn switch may appear to be oll when
it is not. Physically ensure the switch is in
1. AFTO Form 781 - CHECK
the ofl detent.
The AFTO Form 781 is the oflicial log o'f 7. Auxiliary Fuel Pump Switch - GUARDED.
aircraft operation, refueling, and mainte-
nance. Do not accept an aircraft unless B. Primer- LOCKED.
the Form 781 properly indicates the aircralt
stalus and that the aircraft has been cleared 9. FuelShutoff Knob - lN.
for llight.

2-1
T.O. 1T-41 C-1

10. Circuit Breakers - lN. c. Lelt Wing Seclion.

11. Carbon Monoxide Deteclor - CHECK. 1. Flap - CHECK.
.I2. Trim -
SET at TAKEOFF. 2. Aileron - CHECK.
13. FuelSelector - BOTH.

14. Master Switch - ON.

WARNING

WARNING ll placing lingers wilhin the slol between

the aileron and wing, be sure aileron is
physically held against wind gust pressure.
Clear the propeller area prior to turning 3. Strobe/Navigation lights - CHECK condi-
the master switch ON in case of a starter tion.
mallunction.
- 4. Landing/Taxi Lights - CHECK casing and
15. Fuel Quantity CHECK gauge readings. security
The luel quantity should agree with the
AFTO Form 781. 5. Stall Warning Horn - CHECK lor obstruc-
tions.
16. Lights and Pitot Heat - CHECK (except
strobe). 6. Fuel Vent - CHECK lor obstruction and
excessive leakage.
17. Master Switch - OFF.
18. Fuel Strainer Knob (1968 models) - CHECK
7. Pitol Tube - CHECK inlet and drain holes
for obstructions.
(pullout lor 4 seconds, cross-country only;
ensure knob is all the way in).
19. Loose Articles - SECURE.

EXTERIOR INSPECTION The pitot tube should be visually inspected

only. lmproper handling may misalign the
During the exterior inspection, note the condition pilot tube, causing incorrect airspeed indi-
of all aircralt surfaces, anlennas, and the security cations.
ol all access panels. ln addition, control surfaces
should be checked lor clearance, security ol at- D. Engine Section.
tachment and actualor bolts, and the condition ol
hinges, rollers, slides, acluator cables, counler 1. Oil Quantity CHECK. Secure Dipstick.
weights, etc.
A. Tiedowns, gust locks, grounding wire, pitot tube i.:::"t'""*3
cover- REMOVE.
B. Lelt Main Landing Gear Section. Do not operate the engine with less than
6 quarts of oil. Minimum oil quantity for
1. Chock - REMOVE. normal llighls of less than 3 hours is 7
quarts, and B quarls lor llights ol 3 hours
2. Tire - CHECK inflalion, culs, or blisters or greater.
and that the hub cap is secure. ll any cord
is showing, the tire is worn beyond limits 2. OilCap - SECURE.
and should be changed.
3. FuelStrainer Knob (1969 models) - CHECK
3. Brake Assembly - CHECK brake pucks lor (pull out for 4 seconds, cross-country only;
thickness (minimum 3/32 inches) and brake ensure knob is allthe way in).
lines lor security and leakage.

2-2
 T.O. 1T-41 C-1

Figure 2-1. Exterior lnspection

4. Access Door - SECURE. E. Right Wing Section.

5. Nose Strut - CHECK. Nose gear strut ex- 1. Strobe/Navigation Lights - CHECK.
tension should be 1 inch minimum to ap-
proximately 3 inches. Excessive strut ex- 2. Aileron - CHECK.
lension can normally be corrected by lifting '3. Flap - CHECK.
slightly on the luselage near lhe horizontal
stabilizer. The nose gear strul should be F. Righl Main Landing Gear Section.
clean and lree of hydraulic leaks. The shiny
machined surlaces should be lree of dusl 1. Chock - REMOVE.
and dirt.
2. Tire - CHECK.
6. Nose Tire - CHECK.
3. Brake Assembly - CHECK.
7. Propeller - CHECK for nicks ( 1/B inch G. Right Fuselage Section.
maximum) or damage.
1. Static Port - CLEAR.
WARN!NG
i.::y"r"'"%3
Stay clear of propeller danger area and
do not hand turn the propeller Check visually only. Rubbing your finger
across the static port may introduce dirt
B. Propeller Seal Plug - CHECK lor evidence into the slatic pressure syslem resulting
ol oil leakage. in erroneous llight inslrument indications.

L Nosewheel Compartment - CHECK lor leak- H. TailSeclion.

age lrom lhe luel strainer valve or exces-
sive oil/fuel leakage lrom olher lines.
1. Trim Tab Alignment - CHECK within 1/4
inch ol the elevator with lhe boltom ol the

2-3
T.O. 1T-41C-1

elevator horn llush with the bottom ol the harness inertia reel should also be checked
horizontal stabilize r. lor binding and proper operation.
2. Right Elevator - CHECK. 4. Heading lndicator - CAGE (1968 models).
3. Rudder - CHECK. 5. Attitude lndicator - CAGE (1968 models).
4. Rudder and Elevator Cables - CHECK. 6. Cockpit Air and Heat Knobs - CLOSED.
Control cable bolts lor the rudder and el- 7. Flight Controls - CHECK for lree and proper
evator should be checked to ensure lhey _ movement.
are properly installed and are not binding
or rubbing when these conlrol surlaces STARTING ENGINE
are moved. Avoid moving control surfaces
using trim tabs.
1. Mixture-RICH.
5. Navigation Light - CHECK. z. llnropeller- Full lncrease
6. Fuel Caps - CHECK. 3. Master Switch - ON.
7. Lelt Elevator - CHECK. WARNING
L Lelt Fuselage Section.
1. Static Port - CLEAR. Clear the propeller area prior to turning
2. Battery Drain - CHECK visually for leak- the master switch on in case ol a starter
mallunction.
age.

3. Baggage Door - SECURE, closed and 4. Navigation Lights - ON.

locked. 5. Auxiliary Fuel Pump Switch - HIGH.
BEFORE STARTING ENGINE 6. Throttle - SET lor B-10 gal/hr luel f low.
1. Parking Brake - SET. 7. huxiliary Fuel Pump Switch - RELEASE.
*2. Seat . ADJUST AND LOCK.
8. Throttle - IDLE, then lN, 1/4 to 1/2 inch.
9. Clear the area around the aircralt 360 de-
WARNING grees. - CALL "CLEAR".
l0.Auxiliary Fuel Pump Switch -
AS RE-
Be sure seats are locked in position prior QUIRED. Usually OFF. However, LOW may
to llight, or they may inadvertently move facilitate starting a hard to start engine.
in flight. 11. lgnition Switch - START, release when
.3. Seat Belt and Shoulder Harness - FAS- engine slarts.
TEN. I
NOTE

WARNING The engine should start in two to three

revolutions. ll it does nol, one ol the fol-
lowing situations most likely exists:
Seat belts should be checked for proper
routing lo ensure you are secure. The L Excessively lean Mixiure:
seat belt could hang up on the seat back
reclining lever and appear secure, but a. Symptom - engine starts, but quits in
3 to 5 revolutions.
not hold the pilot securely. The shoulder

2-4 Change 1
 T,O. 1T-41C-1

b. Cause - lnsullicienl Priming. 4l Attempt normal starl.

c. Corrective action - apply additional

NOTE
primer slrokes and/or switch auxiliary
luel pump on LOW or HIGH as re-
quired belore cranking is starled. ll the engine does not start during the
lirst lew atlempts, turn the ignilion and
master switch OFF to prevent excessive
drain on the battery. Call for mainlenance
assislance.
Limit use ol lhe auxiliary luel pump to l2.Auxiliary Fuel Pump Switch - OFF and I
prevent overpriming and llooding. Exces- GUARDED.
sive cranking will rapidly drain a cold-
soaked battery. 13. Throttle - 1000 RPM minimum. I
ll. Excessively Rich Mixture:
a. Symptom - Engine mis-starts charac-
terized by intermittent explosions and
pulls ol black smoke. Excessive RPM during ground operations
may result in FOD damage to the propel-
b. Causes - Overpriming or llooding. More ler, stabilizer, or other aircralt.
apt to occur in hot weather.
c. Corrective Action: NOTE

1) Crank engine with throttle approxi- A throttle setting ol at least 1,000 RPM
malely hallwaY in, the mixture at while stopped on the ground aids in en-
FULL LEAN, and lhe auxiliarY luel gine cooling, lubrication, and prevenls
PumP OFF. spark plug louling.
2l Push mixture to RICH as engine 14. Engine lnstruments - CHECK.
starls.
lll. Fuel Line Vapor Locked: NOTE

a. Symptom - Engine will not start.' o The oil pressure gauge should show a
b. Causes - Vaporized luel in engine- positive indication within 30 seconds
driven pump or luel lines. More apt to ol engine start.
occur in hot weather with hot engine. t Ellt may lake several seconds longer
c. Correclive Action: than the T-41C lor an oil pressure indi-
calion due to the increased routing and
1) Mixture - FULL LEAN. demand lor engine oil through the gov-
ernor. However, the oilpressure gauge
2l Throttle - IDLE. should show a positive indication wilhin
3) Aux Fuel PumP - HIGH lor 5-10 30 seconds ol engine start (1 minule
seconds. when the temperature is below 0'F).

Change 1 2-5
T.O. 1T-41C-I

BEFORE TAXIING nol be brought lo a complele stop to ad-

equately check the brakes.
1. Radio - ON.
2. Turn-and-Slip lndicator - CHECK the turn
2. Transponder - STANDBY. needle and balllor proper indication.
3. VOR - AS REQUIRED (On lor navigation BEFORE TAKEOFF
sorlies only).
1. Throttle - 1800 RPM.
4. Clock - SET.
5. Flight lnstruments- CHECK.
a. Altimeter. CHECK and SET. Set cur-
renl altimeter setting and check wilhin Use caution lor aircralt "creeping" during
75 feet ol known elevation. the check. Ensure proper clearance on
aircralt beside, in lront ol, and behind
b. Airspeed lndicator. CHECK poinler lor you.
proper indication.
2. Engine lnstruments and Suction Gauge -
c. Magnetic Compass. CHECK lor accu- CHECK.
racy of the heading information, cracks
in the glass, bubbles in the lluid, and 3. lgnition Syslem - CHECK:
that the compass is lree lloaling.
a. lgnition Switch - RIGHT. Check lhe
d. Heading lndicator. SET (and UNCAGE amount ol RPM drop, then return to
i{ applicable). BOTH. Ensure RPM returns to 1800.
e. Attilude lndicalor. UNCAGE (if appli- b. lgnition Switch - LEFT. Check the
cable). Set the minialure aircralt on amount of RPM drop, lhen relurn to
lhe artilicial horizon and check the bank BOTH, ensure RPM returns to 1800.

L
pointer aligned with the O-degree bank
index.
Vertical Velocity. CHECK pointer lor
proper indication.
im
lf the ignition switch is accidently turned
6. Flaps - CHECK, lor proper operation ol to the oll position, leave it in the oll posi-
bolh llaps and the indicator. tion and relard the throttle to idle. Once
the propeller has slopped restart the en-
7. Radio - CHECK. gine.
The call lo ground lor taxi serves as the
radio CHECK. NOTE

B. Parking Brake . RELEASE. Maximum allowable RPM drop is'150, with

a maximum difference belween magneto
drops ol 50 RPM. ll no RPM droP or an
WARNING excessive RPM drop is noled,lhe aircraft
should be aborted.

Prior to and during all taxi operations,

+. [leropeller - Cycle and SET FULL lN-
CREASE. With the power set at 1800 RPM
flight control should be positioned lor winds
and propeller conlrol at FULL INCREASE,
(see ligure 2-2).
pull the propeller to DECREASE RPM by
TAXIING depressing the lock button on the conlrol
knob and check lor an RPM drop. Return
1. Brakes - CHECK proper operation when the propeller conlrol to FULL INCREASE
pulling out ol the chocks. The aircralt need as soon as RPM begins to drop.

2-6
 T,O. 1T-41C-1

Right Ouartoring Headwind

Lrfi Quarlcring Headwind
CONTBOL WHEEL
CONTBOL WHEEL FIGHT
LEFT
AND NEUTML
ANO NEUTRAL

I
I CONTROL WHEEL
HIGHT
AND FOMA/ABO
CONTBOL WHEEL
LEFT
AND FOF\^/ARD

Right Quartaring Tailv/ind

Lolt Querttring Taihfl ind

NOTE
CODE
Strong quarterlng lallwlnds
wlND DtREcflON require e)ilrsmg cautlon. Avold
I sudden bursts of the throttle
or sharp braklng. Use lull
control delleclion when
positioning the conlrol.

Figure 2-2. Wind Direction

2-7
 T.O. 1T-41C-1

Mainlain directional control by use of nosewheel

steering. Hold the elevalor slightly alt ol neutral
to keep weight oll the nose gear and hold aileron
O A large drop is not necessary. Allowing into the wind.
RPM to cycle to FULL DECREASE be-
At 50 to 60 mph, raise the nose smoothly to
lore returning the propeller control to FULL
takeofl altitude. Maintain this attitude and allow
INCREASE unnecessarily places a high
the aircralt to fly ofl lhe ground, which will normally
load on the system and can damage the
occur between 70 and 80 mph.
governor.
o To ensure smooth oil circulation and WARNING
proper operation of the governor, cycle
the propeller three times during cold
weather operations or il propeller response o Avoid wake turbulence. The T-41 is par-
appears lo be sluggish. ticularly susceptible to wake turbulence
5. Throttle - 1000 RPM. because of its short wingspan and light
gross weight. The vortex-produced roll-
ing movement can exceed the aileron
NOTE authority of the aircraft. Allow a minimum
ol lwo minutes belore takeoff behind a
Eloo not relard throttle until RPM has heavier aircralt or helicopter. This time
relurned to 1800 with the propeller con- should be extended behind heavy and
trol sel at FULL INCREASE. jumbo category aircralt. With a crosswind
ol over 5 knots, the spacing requirement
6. VHF Radio - SET. may be reduced, bul attempt to remain
7. TRANSPONDER . AS REQUIRED. upwind ol the preceding aircralt's
llightpath.
B. TRIM - SET lor takeoff.
o Elo, low pressure altitude manilold
L Doors and Windows - CLOSE and LOCK. pressure may exceed 25 inches during
10. Lights and Pitot Heat - AS REQUIBED.
lull throltle operations. Do nol reduce
throttle (manilold pressure) until called
a. Strobe Light - ON. lor in the Alter Takeoll Checklist.

Do not use the strobe lights until just To prevenl RPM lrom momentarily surg-
prior to takeofl if an excessive delay is ing beyond 2800, apply throttle smoothly
expected. and slowly. Momentarily stopping at hall
throttle and then conlinuing to lull lhrottle
TAKEOFF will help ensure smoolh acceleration and
governor operation.
Refer to Appendix I for the takeoll chart showing
dislances required at varying gross weights, tem-
peratures, lield elevations, winds, and runway NOTE
conditions.
a ll a significant crosswind exists delay ro-
tation to takeolf attitude until 70 mph.
WARNING
o Apply lullthrottle lor all takeolls and check
engine instruments early on takeoll roll.
I filaUort lhe takeoff il RPM does nol in-
dicate 2650 minimum or stabilizes above
2800.

2-8 Change 1
 T.O. 1T-41C-1

Short Field Takeoff LEVEL OFF

For obslacle clearance, perlorm the lakeoll with 1. Fuel Quanlity - CHECK
10-degree flaps at the best angle-of-climb speed
(70 mph). lf no obstruclions are ahead, a besl Check total and balance.
llaps up rate-of-climb speed (95 mph) willbe more 2. Engine lnstrumenls - CHECK.
elficient. The use of 1O-degree llaps will shorten
the ground run approximately 10 percent and will s. fflrnronr. - sET FoR cRUtsE.
shorten the total distance lo clear a S0-loot ob-
stacle by approximately 5 percent. Once salely
airborne, clear ol obstacles, and at a minimum of WARNING
85 mph, raise lhe llaps.

Solt Field Takeoff Do not allow manifold pressure (lhrottle

setting) lo exceed RPM as this can cause
Solt lield takeolfs are perlormed wilh 1O-degree severe engine damage.
llaps by lifting the nosewheel oll the ground as
soon as practical and leaving the ground in a 4. peropeller - SET FOR CRUISE.
slightly higher than normal attitude. However, lhe
aircralt should be leveled oll immediately to ac-
celerate lo a sale climb speed. Once safely airborne
and at a minimum of 85 mph, raise the flaps.
Do not cruise above 2600 RPM as this
AFTER TAKEOFF will result in premature wear ol lhe en-
1. Engine lnstruments- CHECK. gine and governor.

2. Flaps - UP. s. filui*trr" - SEr FoR cRUtSE.

3. ptnrotrtr - 25" Manilold Pressure Using the cruise perlormance chart for the ap-
propriate allilude, selecl the desired MANIFOLD
MAXIMUM.
PRESSURE, RPM, and lean the mixture to the
4. peropetter - 2600 RPM. spiecilied luel llow by rotating the mixture control
knob counter-clockwise. When selecting cruise
NOTE power, consider the lollowing:
- The higher the manilold pressure and RPM, the
Rotate the propeller control knob slowly laster the cruise speed and the higher the luel
counter-clockwise until RPM reduces to llow.
2600. Use ol the propeller control lock
bulton lor ihis operation may result in - The lower lhe RPM, the quieter the engine noise.
erratic control of RPM.

CLIMBS WARNING
Normal climbs are accomplished with lull power
and at a conslant airspeed ol95 mph. Failure to lean the mixlure to the speci-
lied fuel llow may result in very high luel
consumption rates, particularly at low
pressure altitudes. This situation could
result in luel exhaustion in less than 3.5
When initiating a climb lrom level flight, hours ol flight.
conlrolthe rate of power increase lo avoid
overspeeding lhe engine.

Change 1 2'9
T,O. 1T-41C-1

damage or possible luel slarvation and

engine lailure.

Monitor cylinder head temperature and 3. Flight lnstruments - AS REQUIRED.

engine operalion alter leaning the mix- a. Crosscheck the heading indicator wilh
ture. While lhe normal operaling range the magnetic compass and reset if
lor the cylinder head temperature is the necessary.
green arc, it is unusual for it lo indicate
higher than the "H" in "Head" on the gauge. b. Check lhat the proper altimeter set-
lf the cylinder temperature indicates higher . ting is being used.
than usual or lhe engine seems to be
running roughly, enrich lhe mixlure as
necessary. WAHNING

NOTE not allow manitold pressure to ex-

ElOo
ceed RPM as this can cause severe engine
Be aware that the Cylinder Head Tem- damage. Reduce throttle (manilold pres-
perature gauge indicates number 3 cylin- sure) as necessary to adjust speed dur-
. der head temperalure only. High tem- ing the descent.
peralures in the other cylinders may be
indicated by engine roughness or an oil APPROACH TO FIELD
temperature rise.
Belore entering the trallic pattern, complete the
6. TRANSPONDER - CHECK ALT. lollowing:
7. NAV - AS REQUIRED 1. Altimeter - SET to local barometric pres-
sure.
(Navigation sorlies only). To perlorm the
check, proceed as lollows: 2. TRANSPONDER . AS REQUIRED.
a. Tune and identily the station. BEFORE LANDING
b. Center the course deviation indicator The lollowing steps will be accomplished belore
needle with a TO indication. each landing:
c. Check thal the course under the upper 1. Landing/Taxi Light - AS REQUIRED.
vertical index, il flown, would take the
aircrafi to the VOR station. 2. Flaps - AS REQUIRED.
BEFORE DESCENT (On base or final).

Before making a descent from cruise altilude,

proceed as lollows: WARNING
1. Fuel Quantity - CHECK.
Check total and balance.
Because ol wake turbulence, allow a
minimum ol 2 minutes belore landing be-
2. lluirtrrr - RtcH. hind a heavier aircralt or helicopter. This
time should be exlended behind heavy
and jumbo category aircraft. With a
WARNING crosswind component ol over 5 knots,
the spacing requirement may be reduced,
but attempl to remain above and upwind
Descending to low altitude without en- ol the preceding aircralt's llightpath.
riching the mixture may cause engine

2-1O Change 1
 T.O. 1T-41C-1

THROTTLE-IDLE/SLOW TO APPROACH SPEED/FLAPS AS REQUIRED

Throttle as
r"oulre{
BASE LEG
DOWNWIND LEG
105 mph
45" ENTRY LEG
105 mph *.4f
: FET

200leet minimum --L------_:: I

J-
APPBOACH
Throttle as required
Flaps uP - 85 mPh
Flaps 20"'80 mPh
FlaPs 40'- 75 mPh
Flaps up - 85 mph mlnimum /,
I
CAUTION:
f/
AVOID WAKE CROSSWIND LEG
TURBULENCE

Throttle - ldle/slow to approach speed/Flaps as required'

Figure 2-3. Trallic Paltern

2-11
T.O. 1T-41C-1

3. [|rropetter - FULL INCREASE. During ttre linal approach, adjusl the aimpoint to
arrive over the runway threshold at an altilude
and airspeed which may permit a smooth reduc-
tion in power and gradual increase in pitch atti-
lude lor louchdown on the main wheels. Attempl-
Advance lhe propeller to FULL INCREASE ing to touchdown at an excessive airspeed may
after power has been reduced lo descend result in a ihree-point or nosewheel lirst landing,
to base leg. Placing the propeller control which may cause porpoising or wheelbarrowing.
to FULL INCREASE at high power un- Aller touchdown, continue to hold suflicient back
necessarily places a high load on the pressure to keep lhe nosewheel ofl lhe runway.
system and will result in premalure wear Mainlain directional control using nosewheel
of the engine and governor. steering and diflerential braking as necessary.

pfhrottle Application As lorward airspeed decreases, control effective-

ness is reduced. Therelore, it may be necessary
Applying lhrottle when transitioning lrom a low to to increase aileron and rudder inputs to keep the
a high power setting (as during lakeoff, touch- aircraft on cenlerline and prevent landing in a
and-go landings, level oll from a glide, or go- crab. Upon rollout lrom a lull slop, use nosewheel
arounds) must be done smoothly to avoid placing steering to keep the aircraft on centerline and
undue stress on the governor. aileron into the wind to keep the upwind wing
down.

No-Flap Landing
Trallic pattern procedures are similar lo the nor-
ll done properly, RPM will never increase mal landing except that llaps are not used. Ap-
beyond 2800. ll RPM momentarily surges proach speed is 85 mph. ll wind conditions (i.e.,
beyond 2800, this may indicate that throttle tailwinds) result in a need to slip, during subsequent
application has been too abrupt. no-llap patterns reduce bank angle during turn
lrom downwind to base to allow lor a longer linal.
LANDING
Full Fldp Landing
Normal Landing
The lull llap landing permits a slightly steeper
The normal landing is accomplished from a rect- linal approach and a slower approach speed. The
angular pattern. Downwind should be 3/4 of a lull llap pattern should be llown as lhe normal
mile lrom the runway and llown at 800 feet AGL pattern excepl that downwind is displaced 1/2
and 105 mph. Reduce power to idle on downwind mile from the runway. Power is reduced to idle
abeam lhe 112 mile point on final and slow to ap- abeam the 1/4 mile point on linal, and llaps are
proach speed in levelllighl. Normal conliguration lowered to lull on linal. Maintain 80 mph while
is 20 degrees ol llaps, lowered (below 100 mph) the llaps are al 20 degrees and 75 mph once
on downwind. Turn base leg immediately after llaps are lowered to lull. Additional spacing must
eslablishing the 80 mph approach speed. Maintain be obtained on takeoff leg when planning a lull
B0 mph throughout base and final. Power should llap landing.
be added at any time that it is required lo maintain
a normal glidepath for the llap setting. Under
most condilions, this is a power-on approach. WAHNING

WARNING Do not slip when using over 30 degrees

ol llaps due lo a possible downward pitch
under cerlain combinations ol airspeed
Retracting the llaps on linal approach and sideslip angles.
combined with low airspeed may cause
the aircralt to stall.

2-12 Change 1
 T.O. 1T-41 C-1

Crosswind Landing erate the aircrafl lo a safe taxi speed belore tur.
ing oll the runway.
Use the wing-low melhod, crab, or a combination
of both to maintain runway alignment on linal ap- NOTE
proach.
Holding the control wheel aft of neulral
Touchdown using the wing-low method. Use aile- will decrease aircralt weight on the nose-
ron throughout lhe landing roll to counleract the wheel and increase braking elfectiveness.
elfect ol the crosswind. Aller touchdown, lower
the nose smoothly to the runway as soon as pos- ll maximum braking is required, lower the nose-
sible and maintain directional control by using wheel to the runway, raise the f laps (if used), and
nosewheel steering. To preclude wheelbarrowing, apply the brakes, constantly increasing pedal
avoid using excessive forward conlrolwheel pres- pressure as the aircralt's speed decreases.
sures al high speeds. ln strong or gusty cross-
winds, f ly a no-flap approach and add 5 to 10 mph
to the no-flap approach speed.

Straight-ln Approach
im
Applying heavy braking immediately after
lf it is necessary to land lrom a slraight-in ap- touchdown may result in a skid and pos-
proach, lhe aircralt should normally be positioned sible blown tire.
for at least a 2-mile tinal. Flap setting, appropriate Landing On Slippery Runways
linal approach airspeed, and interception of an
extended glidepalh should be attained prior to 3/4 Aerobrake as long as possible by maintaining the
ol a mile lrom the runway. landing attitude with back pressure untilthe nose-
wheel can no longer be kept off the runway. The-
use nosewheel steering for directional contrr
Continue to hold full nose-up elevalor, retract the
llaps, and use brakes lightly. lf brakes are applied
suddenly, or too hard, a skid may resull. ll skid-
lf a hard landing occurs, full stop the air- ding occurs, reduce or release pressure on both
cralt. Contact mainlenance lor a landing
brakes, use nosewheel steering lo regain directional
gear/tire check prior to takeoll, if possible.
control, and cauliously reapply the brakes.
Short Field Landing GO.AROUND
For a short f ield landing, lly a lull llap approach at ll condilions make a landing or approach unsafe,
65 mph (utility category) or 75 mph (normat cat- make a go-around. Make the decision lo go around
egory), using enough power to clear any obstacles. as soon as possible. lf touchdown is unavoidable,
lmmediately alter louchdown, lower lhe nose and do not lry to hold lhe aircraft olf the runway, but
apply maximum braking. conlinue to lly the aircralt to touchdown. lf a
louchdown is made, lower the nose slightly to a
Soft Field Landing normal takeofl attitude and allow the aircraft to
accelerate to takeolf .
For landing on a soft or unprepared surlace, fly a
full f lap approach as lor a short lield landing. Plan When a go-around is required at low altitude, pro-
to touchdown with the minimum descent rate prac- ceed as follows:
tical. After touchdown, hold the nosewheel ofl the
ground as long as possible. 1. Throttle - FULL lN.
2. Flaps - UP.
Braking Procedure
Raise lhe llaps to 20 degrees as soon a^
Braking eflectiveness increases as lorward speed conditions permit. Raise the llaps to 0 d.
decreases. Use the brakes as necessary to decel- grees after altaining a minimum ol 85 mph.

2-13
T.O. 1T-41C-1

3. Flaps - UP.
WARNING 4. VOR - OFF.
5. Transponder - OFF.
Avoid using excessive bank angles at low
altitudes because stall speed increases ENGINE SHUTDOWN
as bank angle increases and sulficienl
attitude may nol be available lor recov- 1. Parking Brake - SET.
ery. 2. . Radio-OFF.
TOUCH.AND.GO PROCEDURES 3. Throttle - IDLE (Check IDLE RPM).
1. Establish takeofl attitude and apply lull
power. NOTE

NOTE lf idle RPM is outside lhe range of 850 +

25, enter as a discrepancy in the AFTO
Form 781, noting idle RPM.
The nosewheel should normally not be
lowered to the runway during normal or 4. Magneto Grounding- CHECK. (Ensure the
no-llap touch-and-go landings. engine will run on each magnelo and will
quit when the ignition switch is momen-
tarily turned to OFF.)
WARNING
5. Throttle - 1,000 to 1,200 RPM.
ll a lull llap landing was accomplished, 6. Mixlure - FULL LEAN.
raise the flaps to approximalely 20 de-
grees prior to applying power lor the touch-
and-go.

NOTE Run the engine at least live minutes prior

to shutdown to reduce condensation in
lhe crankcase.
Engine instruments should be checked
as soon as practical alter applying lull 7. Propeller - CHECK STOPPED.
power to conf irm that the engine is oper-
ating normally. B. lgnition Switch - OFF.

2. When salely airborne and at a minimum

of 85 mph, raise the flaps. WARNING
AFTEH LANDING
Turning the ignition switch past the OFF
Aller completing the landing roll and clearing the detent may result in an ungrounded mag-
runway, proceed as lollows: nelo.
1. VHF Radio - SET. 9. Navigation Lights - OFF.
2. Lights/Pitot Heat - AS REQUIRED. 10. Master Switch - OFF.
a. Landing/TaxiLighl - OFF. 11. Flight lnstruments - CAGE (if applicable).
b. Pitot Heat - OFF. 12. Control Lock - INSTALL.
c. Strobe Lights - OFF.

2-14
 T.O. 1T-41C-1

2, Seat Belts- FASTEN.

3. Headsets - PLACE ON SEATS
Ensure proper positioning ol control wheel 4. Chocks - INSTALL.
priorlo installing the controllock. On 1969
models, remove the control lock prior to 5. Tiedowns, Grounding Wire, pilot Tube
installalion of gust locks. Cover- INSTALL.
13. Cabin Vents, Air and Heat Knobs - CLOSE. 6. Gust Locks - AS REQUtRED. Gust locks
are normally not required unless slrong,
14. Trim - SET lo TAKEOFF. gusty winds are anticipated.
BEFOHE LEAVING AIRCRAFT 7. Doors and Window - CLOSE AND LOCK.
ffiPFTE.

2-151(2-16 Blank)
 T.O. 1T-41C-1

SECTION III
EMERGENCY PROCEDURES

Table of Contents
INTRODUCTION 3-1
Critical Action Procedu res 3-1
Noncrilical Action Procedures 3-1
GROUND OPERATION EM ERGENCI ES J-1
Emergency Engine Shuldown on the Ground . ' : . . . J-1
Emergency Ground Egress 3-2
Departing a Prepared Surlace 3-2
TAKEOFF EMERGENCIES . . . . .
3-2
Abort .
3-2
Engine Failure lmmediately After Takeoff 3-2
IN-FLIGHT EMERGENCIES 3-3
-.1
Engine Restart During Flight ,J

Partial Engine Failure During Flight 3-4

Engine Fire During Flight . 3-5
Eleclrical Fire . . 3-6
Smoke and Fume Elimination 3-6
Forced Landing 3-6
High Ammeter Reading 3-B
Negative Ammeter Reading 3-B
OilSvstem Malfunction 3-8
e_o
[lnun"*ay Propeller .. . .

Structural Damage or Controllability Check 3-9

Asymmelrical Flaps 3-10
Throttle Linkage Failure 3-10
Pitot Static Malf unction 3-10
LANDING EMERGENCIES , 3-10
Landing With a Flat Tire 3-10
Brake Failure 3-10

INTRODUCTION and injury or damage is to be avoided. These

critical steps willbe committed to memory.
This section contains lhe recommended proce-
dures lor various emergency conditions. No at- NONCRITICAL ACTION PROCEDURES
tempt has been made to cover every conceivable
Those actions wliich contribute to an orderly se-
malf unction or emergency. A sound knowledge of
quence of events ensure thal all supporling
these procedures and the basic aircraft systems
preparations are made afler initiating the critical
will, however, provide the necessary background
emergency aclions, improve the chances for the
to evaluate and cope with most emergencies. emergency actions lo be successlul, and serve
The procedures presenled in BOLD FACE TYPE
as cleanup items.
are considered critical action.
To assist the pilot when an emergency occurs,
CRITICAL ACTION PROCEDURES three basic rules are established which apply to
Those actions which must be perlormed immedi- allemergencies:
ately if the emergency is not to be aggravated, 1. Maintain aircra{t conlrol.

3-1

' 6F- Xg.' ,.dj#i' &Y 4ffi"" 6tr' A#{'*$-xffi ffi ffi ffi @'
r T.O. 1T-41C-1
V
'l 2. Analyze lhe siluation and take proper ac- NOTE
lion.
Since the right seal can be slid lurther aft
3. Land as soon as conditions permil.
than the left seat, exit from the aircraft
J During an emergency, conlact the controlling may be easier lhrough the right door.
agency for assistance as soon as practical. Do
f nol hesitate lo declare an emergency.
Crewmembers should take whatever action is re-
Deparling a Prepared Surlace
Any time the aircrafl departs the prepared sur-
quired to safely recover lhe aircrall. Turn the
) lace, accomplish immediate engine shutdown by
transponder io the emergency code 7700 il war- pulling the mixiure to lull lean (to minimize dam-
ranled. Other aircrall: stay clear ol the aircraft in
,) dislress and mainlain radio silence;do not attempt
age to the engine should the propeller strike the
ground). Maintain back pressure on the yoke to
I to land at the scene ol the accident; chase aircralt
lly no closer than 500 feel from the disabled aircralt.
maximize the distance between the propeller and
the ground. Alter the aircralt slops, complete lhe
G ROUN D OPERATION EMERG ENCIES Emergency Engine Shutdown on the Ground pro-
, cedures and egress the aircraft.
Emergency Engine Shutdown on the TAKEOFF EMERGENCIES
) Ground
ll an immediate engine shutdown becomes nec- Abort
)
essary while on the ground, proceed as follows: ll an abort is necessary for any reason, accom-
I 1. MIXTURE . FULL LEAN .
plish the lollowing:

2, FUEL SHUTOFF KNOB, PULL OUT.

1. THROTTLE - IDLE.
,
/ 3. IGNITION SWITCH. OFF.
2. BRAKES. AS REOUIBED.
4. MASTER SWITCH . OFF.

Emergency Ground Egress

Avoid heavy braking at high speeds as a
) During most ground emergencies, you will nor-
skid and (or) blown tire is possible.
mally want to egress the aircraft as soon as con-

I ditions permit. Perform the Emergency Engine

Shutdown on the Ground procedures. Rapid egress
ll running olf the runway is imminenl, shut down
the engine using the mixture control.
I is best accomplished by following an orderly se-
quence: Set the parking brake, remove the head- Unless the condition causing the abort requires
sel, disconnect the seat belt and shoulder har- stopping the aircraft immediately, use as much of
, nesses, slide the seat lull aft, and open lhe door. lhe remaining runway as needed to salely bring
lf the door(s) cannot be opened, kick out the the aircraft to a stop or to slow lhe aircrall suff i-
) windowscreen, side window, or baggage door. cienlly to turn o{l the runway.
Varying circumstances will dictale how many of
the above actions can be accomplished belore Engine Failure lmmediately Alter Take-
, leaving the aircralt. off
, lf the engine should lail immediately after be-
WARNING coming airborne and altitude precludes the pos-
J sibilily of aborting on the runway or restarting the
engine, land straight ahead, turning only as nec-
While abandoning the aircralt, use cau- essary to avoid obslruclions. Apply the following
) procedures as time and conditions permit:
lion lor other aircraft, spinning propellers,
I and any other obslructions.
1. GLIDE . ESTABLISH.

I s.2
,
'.#- ffi #fl#'ffi"g @ @ @ @
%'. 16.%.q.tnnth.tnL' t\L\\.t:. q.n.n"n
T.O. 1T-41C'1

a. Flaps UP - 85 mPh. not be attempted due to the possibility of

lire.
b. Up to 20 degrees llaPs - B0 mPh.
c. Over 20 degrees llaPs - 75 mPh. NOTE

NOTE lf engine internaldamage is suspected, do

not atlempt a restart. Accomplish lorced
O The proper glide speed provides the landing procedures. However, if lhe engine
optimum glide distance. See ligure 3-1 lor
lails lor no apparent reason and time and
glide distances.
condilions permit, a restart should be
O Ellf oil pressure is available the propeller attempted.
pitch may still be controllable. ln such an
event, moving the propeller control knob
lla restart is warranted:
to FULL DECREASE will Provide the 1. GIidE - ESTABLISH.
optimum glide distance.
a. Flaps Up - 85 mph.
2. MIXTURE. FULL LEAN.
b. Up to 20 degrees flaPs - B0 mPh.
3. FUEL SHUTOFF KNOB. PULLOUT.
c. Over 20 degrees llaps - 75 mPh.
4. IGNITION SWITCH. OFF.
5. FLAPS - AS REQUIRED. . NOTE

6. MASTER SWITCH. OFF. [Moving the propeller control knob to

FULL DECREASE willprovide the optimum
WAFNING glide distance.
2. Mixture - RICH.
O Do not attempl to turn back to the runway' 3. Throttle - lN HALFWAY.
or spend excessive time trying to accomplish
the checklist. A stall or loss ol aircralt 4. Fuel Selector - BOTH.
control may result. 5. FuelShutolf Knob - lN.
O ll time permits, each crewmember should 6. lgnition Switch- BOTH.
ensure that seat belts are tightened and
shoulder harnesses are locked. The cabin 7. Master Switch - ON.
doors should be unlocked open, especially
il landing in rough terrain. B. Aux Fuel Pump Switch - LOW.

IN-FLIGHT EMERGENCIES NOTE

Engine Restart During Flight o Engine failure may occur because of a

An engine lailure may or may not give you prior laulty engine-driven luel pump. Selecting
warning. Prior warning is normally in the lorm of LOW on the auxiliarY luel PumP,
a rough running engine, loss ol oil pressure, sudden accompanied with manual leaning, should
or uncontrollable rise in oil temperature, sudden alleviate the mallunction.
rise in oil pressure, or llucluating RPM. o Engine lailure may also occur due lo a
clog in one of the fuel lines. Selecting
WARNING HIGH on lhe auxiliaryluelpump may provide
enough pressure to remove the clog.
However, in most cases, the engine won'l
lf complete engine failure is accompanied run continuously in the HIGH positiot
by luellumes in the cockpit, a reslart should because this can llood out the engine.

3-3

'&
s* '8@r r';,.* r .w. -@a *@t @a 'EL, "'R. %, @. @r. -@" E:?3. %.. "%^ %^ %t" %
\'-ttb. rxl' B \sh. \er\ s. 3. n t's. .3 t n t n t. n t t t \n -1

\
r.\
r.o, 1r-41c-1
\ t
) L is
lgnition Switch - START, il the propeller knob. Several indications usually accompany a partial
'_ stopped or is rotating intermittently. power loss: llucluating RPM, possible high oil

\l ro [tproperer-AS REouTBED :1ifi:':HJi":',1.',fffl]Jltffi:;t :,]fl'# fi,"ffifi

engine valuable inlormation lor regaining power. ll level
\l 11. Mixlure - Adjust to maintain smooth
llight cannot be mainlained, proper glide speeds
t operation.
'
1\ will provide optimum glide perlormance under partial
t 12. lf restart is unsuccesslul - Relerto Forced power. Apply the lollowing procedures if a partial
.\ Landing. engine failure is suspected:

\\
S
\ \
tl
t-...J
IWARNINGI
WARNING lorsimilarreasonsastheT-41C.lnaddition,the
fl'"'fJ:T,,il:1ll'iJir'i":,.,i'il,J:?,l,Jl[l
mooe. Artnougn very rare, lnts sttualion :IJfJ
could
lf the engine does not start, do not waste resull in a signilicant loss ol thrusl. Use power as
f.\ time in lutile attempts to restart the engine. required to maintain llight and proceed as lollows
rhe sride and make a rorced t"'i:r;ln,T;J'"n'"power:
t ffi$l?:
t
\! z, ffleropeiler - FULL |NoREASE.
l\ (tASl I
s. huerserecror - B.., rH.
f\ I .. r SPEED
SpEED 8s MpH fiAS)
N I tr
r',raxruuM : il$?li#'#,lii,l,ur^o
GLIDE oPBOPELLERWNDMILLING
MAXIMUMGLIDE
o FLIPS UP ozERowl'o
oFLIPSUP o ZERO WIND
I o. Fuershutorr Knob - rN.
a\ I flrjg
UJ
I t
E Men'erprimor-rNANi
Manuar Primer- TN AND LocKED
\ l :zE ;:::: l
I cr
IU
F
TT

o
(It Failure to ensure manual primer is in and
F locked could result in luel enrichment and
I a rougher running engine.
I
UJ
I
GROUND DISTANCE (STATUTE MILES) 6. Master Swilch - ON.
7. lgnition Switch - AS REQUIRED.

Figure 3-1. Maximum Glide NOTE

O ll the luelllow indicated normal, the problem

may be abnormal combuslion or laulty
Partial Engine Failure During Flight timing.

Partial engine lailure may occur lor several reasons, O The engine may perlorm better with the
including such malfunctions as an erratic engine- ignition switch in either the LEFT or RIGHT
driven luel pump, a luel leak, abnormal combustion, position ralher than BOTH.
laulty timing, or improper positioning ol a switch or 8. Auxiliary FuelPump Switch - AS REQUIHED.

\
3-4 chanse t
\
'%'%'%''%-re
s. %. g.'s. s. rn 3. %.\th. tr3.r5.t n t5 n n n lb.'n Lt.\
T.O. 1T-41C-1
\
\
': WABNING

The power loss may be lhe result of a luel

WARNING

ll unable to maintain level llight, make a

t
lorced landing using partial power as \
leak in ihe luel injection system or luel
llow indicating system. With raw luel necessary to ensure a sale approach and
spraying on the engine block, cooling airflow increased glide distance. \
over lhe engine will probably prevent the
fuel lrom igniting. Using the auxiliary luel \
pump will also probably improve lhe engine
performance. However, as the throttle is \
reduced during landing, the cooling airllow ll a partial engine lailure is encounlered
may not be suflicient to prevent an engine lhat allows levelllight to be maintained,lly \
fire. Therefore, in the event of a partial to the nearest suitable lield and land.
power failure during llight accompanied by Extended llight under lhis condition may
{uelfumes in the cockpit, lly to the nearest result in engine damage. \
suitable lield. Make a forced landing,
shutting down lhe engine prior to touchdown. Engine Fire During Flight \
Apply the lollowing procedures in the event of an
NOTE engine f ire during flight:
\
Partial engine lailure may be caused by a 1. MIXTURE. FULL LEAN. \
malfunctioning engine-driven luel pump. The 2. FUEL SHUTOFF KNOB. PULL OUT.
\
indication will be either a drop in fuel llow
or lluctuating luel flow. The auxiliary luel 3. tGNtTtON SWTTCH - OFF.
pump switch should be placed to LOW. ll \
the LOW position does not improve engine
operation, hold the switch to the HIGH WARNING
position. Use the auxiliary luel pump in the \
position where best performance is obtained.
Do not attempt to restart an engine that \
9. IPropeller - AS REQUIRED. Cycle through has been shut down due to an engine lire.
lull range of travel and adjust lor maximum Pick a suitable lield and continue with a \
RPM if power loss is a result ol governor lorced landing.
lailure.
4. GLIDE - ESTABLISH. \
WARNING a. Flaps UP - 85 mph. \
I b. Up to 20 degrees llaps - B0 mph.
\
ll the loss ol power is a result ol governor c. Over 20 degrees ol flaps - 75 mph.
lailure and control ol the propeller is \
regained, proceed to the nearest suitable
airfield and land as soon as conditions
p ruore
permit. Limiting maneuvering lo that required \
Moving the propeller control knob to FULL
lor the approach will minimize possibility DECREASE willprovide the optimum glide \
ol another failure.
dislance.
10. Mixture - Adjust to maintain smooth engine \
operation.
5. FLAPS. AS BEQUIRED.
6. MASTER SWITCH - OFF. \
t
Change 1 3-5 \
\
a=%.% %. %%'%%.%,% & %. %.%.@'@. % %^% %. & %" @
 \5' s' *'t'3'3' 3' s' $'s'n'bt'L'n'3'Y'
S;.;rlr*
Electrical Fire Forced Landing
lf an electricallire is detected by the presence ol ln lhe event of an engine failure, and airstarls
furnes or smoke, proceed as follows: are unsuccesslulor not deemed advisable, proceed
as follows: (See ligure 3-2, Typical Forced Landing
1. MASTER SWTTCH - OFF. Pattern)
1. GLIDE. ESTABLISH.
WARNING
cl. Flaps UP - 85 mph.

b. Up to 20 degrees llaps - B0 mph.

ll turning olf the master switch eliminates
the lire situalion, leave the master switch c. Over 20 degrees flaps - 75 mph.
off . Do not attempt lo isolate the source ol
the lire by checking each individualeleclrical
componenl with the master switch on. WARNING
NOTE
A suitable lield should be picked as early
Circuit breakers protect most ol the aircraft as possible so that maximum time will be
electrical systems and will automatically available lo plan and execule the forced
isolate the system il a short circuit occurs landing.
within the system.
NOTE
Smoke and Fume Elimination
Accomplish this procedure any time smoke or o Proper glide speed provides the optimum
glide distance.
toxic odors are detected in the cabin.
1. Cabin Heal Knob - ln. a llCtiOe distance with the propetter
windmilling at FULL INCREASE will be
2. Cabin Air Knob - ln. signif icantly less than the T-41C. lf oil
press'ure is available lhe propeller may
3. Upper Air Vents - Open. still be controllable. ln such an event,
4. Pilot's Window - As Required. lf necessary,
moving the propeller control to FULL
DECREASE will provide the optimum glide
the window may be opened to assist in
distance.
clearing the smoke or lumes f rom the cabin.
2. MIXTURE. FULL LEAN.
WARNING 3. FUEL SHUTOFF KNOB . PULL OUT.
4. IGNITION SWITCH. OFF.
a Any time a crewmember or passenger 5. FLAPS - AS REQUIRED.
experiences dizziness or a sudden
headache, immediately accomplish this
procedure. NOTE

a lf any occupant ol the aircralt is suspected Maximum glide distance is obtained with
ol suflering physicalimpairment, a landing llaps up and 85 mph. Lowering llaps witt
will be accomplished at the nearest suitable increase the angle and rate of descent.
airport where medical assislance can be
obtained. 6. MASTER SWITCH. OFF.
,,ry' ,3 .s ,e ,ryp .* ,e .3 .3 .r' .C,r ^ry,ry,ry.tr,tr,S ,ff r,3
T.O. 1T-41C-1

For a llapr up glida, rltitud. lorg ln e no-

wind ritualion will bo approximetaly 6OO
t.cl por mil..
GLIOE

Flrp. Up - 85 mph
Flepr 2O' - 80 mph
Flepr l0' - 75 mph HIGH KEY . I.5OO FEET AGT

LOw KEY - soo ro t,ooo FEET

(t*o

./
APPROACH

Figure 3-2. Typical Forced Landing Pattern

3-7 I

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 Y f ,f .C'.tr.3.tr.3 t ^f .9.3 'C 'C.3.& 'tr 'tr'3 .'tr 3 'f f
'l
,l T.O. 1T-41C-1

i
NOTE
WARNING
Turning the master switch oll removes all
/ electrical power to aircraft components. ll
lf lime permits, each crewmember should electrical power is essential, the circuit
/ ensure that seat bells are lightened and malfunction may be isolated (only in '1969

I shoulder harnesses locked. The cabin

doors should be locked open, especially
model aircraft) by using only the batlery
side ol the split masler switch. lf only lhe

I il landing in rough terrain. battery side is on, a negative ammeter

willresult.

I NOTE

O For lorced landings on unprepared sur-

faces, il possible, use lull llaps and a 75
Negative Ammeter Reading
1. Electrical Load - Reduce.
/ mph glide. Land on lhe main gear, holding lf the ammeter is showing a discharge, the alter-
the nosewheel olf the ground as long as nator is nol producing enough electrical power
/ possible. and the battery is supplying current to the electri-
cal systems. ll this occurs, turn oll all lighls, the
/ O Full llap glides are very sleep, and re- pitot heal, VOR, and transponder. The Comm

I quire an aggressive flare just prlor to

louchdown in order to prevent a Rose-
wheel firsl landing. Conlrol wheel forces
will be heavier than normal and up to full
radlo uses very llltle power when recelvlng and
may be lelt on. Do not turn oll the Master Swlteh.
lf. the battery voltage is too low, you will not be
able to reactivate the battery conlactor relay to
/ afl controlwill be required. supply lurther electrical power. Plan lor the pos-
sibility ol complete eleclrical lailure.
/ High Ammeter Reading
NOTE
, A high ammeler reading normally resulls lrom a
mallunction in ballery, regulator or alternator cir- lf practical, make a short radio call to
cuitry. lf the ammeter indicates full scale rate of advise the controlling agency ol your silu-
/
I charge or the positive dellection is more than 2 ation and intentions.
needle widlhs, apply the {ollowing procedure;
Oil System Mallunction
1. MASTER SWITCH. OFF.
Any type ol oil system maffunclion is serious since
/
I WARNING
it may result in engine failure. ln the event of an'
oil system malfunction, apply the following pro-
cedures and land as soon as conditions permit:

I 1. Throtlle - As Required. ll possible, adjust

I Continued operation ol the battery, regu-

lalor or alternalor circuitry wilh a high am-
meler reading may cause the bailery lo
burn, boil over or explode.
the lhrottle to mainlain the oil pressure
within normal limits.

im
NOTE
/
/ [l with totat toss ot oit pressure the pro-

I lf ammeter dellection lollows throttle

peller will go lo low pitch (high RPM) and
will not be conlrollable by the propeller
controlknob.

I movement, a faully regulator is usually

the cause. Aircraft should be aborted if
dellection is out ol normaloperating range.
2. Mixture - Rich. A rich running engine runs
cooler than a lean running engine.
l,-
/
I 3-8

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,8 .* .&, .yF zy .xr .& .3p /rc ,Aft .ry ,* ry ,3 ,ry ,tr ,tr ,tr ,ry tr ,ry I

T.O. 1T-41C-1

NOTE
WARNING
Placing lhe aircraft into a climb to de-
crease airspeed will increase the load on
O A zero indication on lhe tachometer ac- the propeller and may help reduce RPM.
companied by zero oil pressure indicates
an oil pump shall shear. 3. Propeller - CYCLE through lull range ol
travel.
a ' Zero oil pressure and rising oil lempera-
ture indicale the oil syslem has lailed and
NOTE
engine lailure is imminenl - approximately
4 to 6 minutes alter oil syslem lailure.
ll, after cycling the propeller control through
A leaking propeller seal may greally restricl for- lhe lull range ol travel, control is not re-
ward visibility because of the oilon the windscreen gained, conlinue with this checklist and
and require a slip on linal to ensure adequate land as soon as conditions permit. ll control
visibility. A leaking propeller seal will result in is regained, carelully monitor RPM and
depletion of lhe oil supply, but will probably permil terminate lhe mission.
enough lime (approximately 15 minutes) to lly to
lhe nearest suitable lield and land. 4. Propeller - FULL INCREASE il control not
regained.
5. Throltle - Adjust to maintain RPM within
limits.

Do nol operate the engine on lhe ground Structural Damage or Controllability

with the oil pressure above 100 psi or Check
below 10 psi as engine damage may resull.

NOTE

Oil pressure reliel valve lailure - valve Do not reset the llaps if signilicant struc-
open, oil pressure will be zero; valve closed, turaldamage is located in the wings.
pressure will lollow throttle movements
and may read higher than normal. 1. Climb to at least 1,500 feet above the ter-
rain (if praclical) at a controllable airspeed.
[lnunawAY PRoPELLER 2. Simulate a landing approach and deler-
mine the airspeed at which the aircraft be-
WARNING comes difficult to control (minimum con-
trollable airspeed).

Prompt corrective action is essential to

prevent engine lailure due to excessive
WARNING
RPM.

ll a lailure ol the governor occurs and the propel- Do not allow the aircrall to stall. ll the
ler goes into low pitch (high RPM) resulting in a aircrall becomes dillicult to control or ap-
runaway propeller, proceed as lollows: proaches a stall, lower the nose and in-
crease power lo recover. Rudder will as-
1. Throttle - REDUCE to maintain RPM within sist the ailerons lo counter roll.
limits.
3. Plan to lly a straight-in approach. Fly the
2. Airspeed - REDUCE normal approach airspeed lor youl

3-9
r.@@_tr@"ffi.@.@ ;#p.^GF..#@.@.@.@ @@@&F W.@ & a
 N .* .&.; /E# .8 ffi ,*' ,nf .ry ,ry x ,re .* 3r n9 ,ry ,8 .S .3 .ry .ry' ..

{'/
r.o. 1r-41c-1
7
t/
setting, or 5 to 10 mph above minimum roundoul. Do not exceed 20'of bank, and il a
a controllable airspeed, whichever is higher. stall warning indication occurs prior to the roundout,
7, For asymmetricalflaps, use your minimum go around.
llap setting lor approach airspeed'
I7 / 1. rf icing is suspected, turn on pitot heat.
4. Plan lo louch down at no less than mini-
NOTE
t mum controllable airspeed. Do not begin
!' 1 lo reduce linal approach airspeed unlil lhe lf icing is suspected, use of the pilol heat
aircralt is very close to the runway. may tix tfre problem given enough time.
,
f/ Asymmetrical Flaps 2. tf the airspeed indicaror proves unretiabte,
ll an asymmetrical {lap condilion occurs, use ai- notily RSU/soF'
7.
:/ leron and rudder as necessary to mainlain air- 3' Fly a wider lhan normal pattern maintain-
f crail control. Do not attempt lo correct lhe situarion
ttl by reversins the laps. Do a conrrolabiriry
and land as soon as conditions permit.
check il8^i'"tl ff# ::j?illi'3f;#iil:'l?,J":13
7 in roundout.

'll/ 4' Do not exceed 20 desrees or bank'

i]:y:":3
ee"M) 5. lf you receive a stall warning indication
7 cause
Furlher movement ol the llaps may prior to roundoul, go-around.
il {lap buckling and aileron damage' LANDTNG EMERGENCTES
7 / Throttle Linkage Failure
Landing with a Flat Tire
, n rhe rhronre rinkage rairs in-f righr, the engine
: ,/ may remain at that power setting. Use power ll a llat tire or tread separation occurs during
I available and flaps as required to salely land the takeoff and conditions do not permit an abort,
|- aircrall. lf the engine is running near full power, land as soon as condilions permit.
'a initiate a climb in order to lower flaps below 100
7, mph. Ftaps (fuil down) may be required to pre- lf a main tire is llat, land on the side of the'
vent enEine overspeed. lt it taits near idle, and runway corresponding to the good tire. Maintain
a directional control with dillerential braking and
7. straighr and level llight cannot be maintained,
nosewheel steering. lf the nose tire is llat, land in
,.r io f laps and tty it es mph and set up for a
^/ torced landing. lhe cenler ol the runway and hold lhe nosewheel
i71 " ofl the ground as long as possible. Stop the aircralt
NOTE and accomplish a normal engine shutdown.
:l? O lf may be possible to add additional power 1. Main Gear: Land on the side of the runway
7 not
by pushing in the throttle, but you will corresponding to lhe good tire.
, ./ be able to pullthe throttle back.
] 2. Nose Gear: Land in the center ol the runway,
7, O lf you must shut the engine down to land. hold nosewheel olf the ground as long as
a Do so by pulling the mixture lull lean. lf possible.
V. power is needed again, mixture rich should
3.
il start the engine quict ty. stop lhe aircralt on the runway. shut aircralt
7 down and call maintenance.
Iz O The throttle may fail at any posilion. Use
'a iudgment to determine the best course ot Brake Failure
l'A action' lf an inoperative brake is suspected, land on the
7 Pitot Static Mallunction side ol the runway corresponding to the inopera-
II tive brake. Use a combination of nosewheel
,I ll the airspeed indicator is unreliable, lly known sleering and the good brake lo maintain directional
power setting and pitch pictures. Fly a patlern, control. lf both brakes are inoperative, land in the
J maintaining 2400 RPM on downwind, 1500 RPM cenler of the runway. Shut down the engine and

Ia
7, on base ol linal. Reduce the power to idle in the

3-10
use nosewheel steering to avoid any obstacles.

r
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 T"O- 1T-41 C-1

sEcTloN v
OPERATING LIMITATIONS

Table ol Contents
Operaling Limitations 5-1
M inimum Crew Requiremenls 5-1
lnstrumenl Markings 5-1
Prohibited Maneuvers 5-4
Weight Limitations 5-4

OPEFATING LIMITATIONS 'The maximum speed at which you can use abrupt
control travel without exceeding the design load
This section includes aircraft and engine limitations limit.
which musl be observed during normal operation'
These limitations are derived from extensive wind
iunnel and llight testing to ensure your salety
and to help obtain maximum utility ol the equipment'

MINIMUM CREW REQUIREMENTS

The minimum crew required lor this aircralt is
one pitot. When the aircraft is flown solo by a
student pilot, the student must occupy lhe lett
seal.

lfne minimum crew raquired lor this aircraft is

one f ully qualif ied T-41D pilot. When occupied by
two squadron pilots, both must be qualified in the
T-41D. Only designated lPs may qualify another
pilol.
INSTRUMENT MARKINGS
Figure 5-1. Airspeed Limitations Gauge
Airspeed Limitations
The lollowing are the calibrated airspeed limits
lor the aircraft:

Maximum ......182mPh #!C*:+: fCytinder Head Temperature Gauge

(glide, dive, or smooth air)
NormalOperating Range ..(Green Arc) &ffi
Caution Range ...145-182 mPh
MaximumAllowable .....460'F it!,ii:
NormalOperaling Range 64-145 #ffi Oil Temperature Gauge
Flaps(maximum) .....100mPh
(Top ol the White Arc) NormalOperaling Range i,

Maneuvering sPeed . .127 mPh' MaximumAllowable .....{240") -;1.-r.'

T',.O, 1T-41C-I

Figure 5-2. OilTemperature Gauge

Oil Pressure Gauge

Minimum ldling . . .10 psi ffi Figure 5-4. Tachometer
Normal Operating Range .. . .30-75 psi.

Maximum .100 psi ffi NOTE

"Green Arc may indicate 30-60 psi.

ffi It HPM exceeds 2800, adjust throilte to
maintain 2800 RPM or less, Make an entry
in lhe AFTO 781 indicating highest RPM
and duralion {in seconds}.

El Uanilolci Pressure Gauge

Normal Operating Bange . . .15" - 25" Hg
(Green Arc)

WARNING
Figure 5-3. Oilpressure Gauge
Except during full throlllelprop FULL
INCBEASE operations such as takeotts
and go-arounds, never allow manifold
Tachometer pressure to exceed engine RPM.
Normal operating Range:
WARNING
At Sea Level . . ..2200-2650 HpM
ffi {lnner Green Arc)
At low pressure allitudes manilold pressure
At 3,000leet MSL ... -.22AA-2725RPM may exceed 25" during takeolls or go-
ffi (Middle Green Arc) arounds. Do not reduce throttle (manifold
pressure) until called lor in the Alter
At 6,000 teet MSL . . . .,.ZZ0A-2900 RpM Takeoff checklist.
(Outer Green Arci
ffi p eropeller
Maximum ....2900 RpM {ffi)
{engine rated speed) NormalOperaling Bange .. ...22AA-2600 BPM
''nimum
for Takeoff . .2270 RpM Maximum Allowable . . .2800 RpM

ldle RPM . .850 + 25 Minimum for Takeoff . .2650 HpM

E-e f'Franaa .t
 T.O.1T-41C-1

Usable Fuel . .51 gal

WARNING {25.5 gal each tank)
(levelllight)

lf RPM stabilizes above 2800 FIPM reler Usable Fuel . .46 gat
1o checklisl lor Runaway Propeller and (23 gal each tank)
terminate the mission. (all f light conditions)

Empty .........E ffi

{3 gal unusable, each tank)

Do not cruise above 2600 RPM as this

will result in premaiure wear of the engine
and governor.

NOTE

lf RPM momentarily surges beyond 2800 Figure 5-6. Fuel Quantity lndicator
when applying throttle, lhen stabilizes
below 2800, this may indicate abrupt
throttle applicalion.
$uction Gauge
Fuel Flow lndicator
At 1800 RPM or Above . . .4.6-5-4
Normal Operating Range . . .4.5-11.5 gph inches Hg
ffi
Minimum ffi
Maximum ffi
ll the suclion gauge reads less than 4.6
inches Hg with 1800 RPM or above, th€
attilude and heading indicators shoutd be
caged {1968 models). lf the gauge reads
less than 1 inch, the mission should be
terminated.

Figure 5-5. Fuel Flow lndicator

Fuel Quantity lndicators

Full Mark .. . ,52 gal Figure 5-7. $uction Gauge
(26 gal each lank)

t-3
T.O.1T-41C-1

Ammeter WEIGHT LIMITATIONS

Normal 0 to +2 needle widths $lormal Category (Gross Weight - 2,500 lbs)

This aircraft is certified in both the normal and
Maximum +2 needle width$
utility category. The normal category is applicable
(lor llight) to aircratt intended for nonaerobatic operations,
Landing/Taxi Lights these include any maneuvers incidental lo normal
flvinq. stalls (except whip stalls), and turns in
Taxi Light 15 minutes *nic-n the angle ol bank is not more than 60
On Ground:
Landing Light 5 minutes degrees.

PROHIBITED MANEUVERS
pweight Llmitations
1. Spins. Normal Category - Gross Weight . -. . -2,550 lbs

2. Whip stalls. UtililyCategory- Gross Weight .... . .2,250 lbs

3. IMC flight
Utility Category (Gross Weight - 2,200 lbs)
4. Formation flight.
5. Touchdowns from SFLs (excePt on This aircraft is not designed for purely aerobatic
prepared surlaces at authorized airfields)' flight. However, certain maneuvers are allowed
when the aircraft is operated in the utility category'
6. Night flight' ln the utility category, the area behind the pilot's
and instructor's seals must not be occupied.
7. Aerobatic maneuvers'
For center ol gravity and weight and balance
8. Maneuvers requiring zero or negative G computations, reler to lhe Appendix'
f light.
9. Engine shutdowns in-flight tor practice'
10. Slips with over 30" flaps extended'

r* L/
E-i. l^hanao 1
 T.O. 1T-41C-1

SECTION VI
FLIGHT CHARACTERISTICS
Table of Contents
General Flighl Characteristics 6-1
Stalls 6-1
Spins 6-1
Flight Conlrols 6-2
Takeolf Run 6-2
Climb Performance 6-2
Cruise Pelormance 6-2
ldle Descent 6-2

G ENERAL FLIGHT CHARACTERISTICS STALLING SPEEDS

POWER OFF MPH, CAS
Control lorces are light. Adequate stability and 22OO POUNDS GROSS WEIGHT
control are available throughout the operating
speed range. When properly trimmed, in the clean Condition Angle of Bank
conliguration, the aircralt will remain in straight-
and-levelflight with little attention from the pilot. 00 20" 40" 600

[lfh* pilot may notice the T-41D has a heavier Flaps Up 60 61 68 B0

nose during rotation lor takeoff and in the llare. lt Flaps 20" 55 57 63 78
is more diflicult to hold the nosewheel oll the Flaps 40' 49 51 56 70
runway during a touch-and-go. Figure 6-1
STALLS STALLING SPEEDS
POWER OFF MPH, CAS
The stall characteristics ol the aircralt are 25OO POUNDS GROSS WEIGHT
convenlional in all conligurations. Stall warning
is provided by a stall warning horn between 5 Condition Angle ol Bank
and 10 mph above the stall, and in some instances,
by a noticeable aircraft buffeting. ln a power-on 00 2oo 400 600
situation the aircralt may or may not bulfet prior Flaps Up 64 66 73 90
to stalling. lf recovery is not initiated at this point, Flaps 20o 60 67
5B 83
the nose will lall abruptly even if full aft elevator Flaps 40' 53 55 60 75
is held. One wing may drop belore the other il the
aircralt is in uncoordinated llight when it stalls. Figure 6-2
The lactors that alfect the stalling characterislics
are: weight, load faclor, airspeed, llap setling, The stall characteristics of the aircraft are
power setting, and coordination (slips or skids). convenlional in allconligurations and are identical
Refer to ligures 6-1 and 6-2lor stall speeds. lo the T-41C.

When the aircraft approaches a stall, lhe conlrol SPINS

surfaces lose some, il not all, of their eflecliveness.
The T-41 is inherently resislant to spins; however,
As the angle ol attack increases, the order in
which the loss ol control surface ellectiveness an inadvertent spin may occur if the aircralt is
mishandled during a stallor stall recovery. Normally
occurs is: ailerons, elevator, and rudder. During
neutralizing all controls will recover the aircralt.
the recovery lrom a stall, lhe control surlaces will
regain their ellectiveness in the reverse order. ll the aircralt continues lo spin, use the lollowing
The aircralt is conslructed so that the wing will recovery technique:
stall progressively outward from the wing rool to
the wingtip. This is called "washout" and provides 1. Check the throttle in idle and the ailerons
aileron controleflectiveness as long as possible. are neutral.

Change 1 6-1
T.O. 1T-41C-1

2. Apply and hold lull rudder opposite to the while at 10,000 leet it would result in a 6%
direction of rotation. reduction. Reler to the appendix lor specilic climb
performance.
NOTE
CLIMB PERFORMANCE
ll disorientation precludes a visual
determination ol lhe direction ol rolation, The best rale-of -climb airspeed has been
reler to lhe lurn needle. The needle determined to vary with altitude. At sea level, the
deflects in the direction ol rotation. best rate-of-climb airspeed is '100 mph, while at
10,000 leet MSL the airspeed is 91 mph. (These
3. After the rudder reaches lhe stop, briskly airspe'eds apply at 2500 lbs gross weight. Reler
move the controlwheelfar enough lorward to Appendix for airspeeds at lighter weights.) The
to break the stall. best angle-of-climb can be achieved with either a
clean conliguration and 85 mph, or 10 degrees of
NOTE llaps and 70 mph. (The latter configuration and
airspeed is lhe recommended procedure lor
Full down elevator may be required at alt
obstacle-clearance takeolls.)
center of gravity loadings to ensure
optimum recovery. These airspeeds apply at 2500 lbs gross weight.
Reler to Appendix for airspeeds at other weights
4. Hold these controls until rotation stops.
IIa',*o perlormance tor any given set ot
conditions is improved over lhe T-41C. The pilot
WARNING can expect an average ol6"/o higher rate of climb
in the T-41D. Reler to the appendix lor specilic
climb perlormance.
Premalure relaxation ol the control inputs
may delay the recovery, resulting in CRUISE PERFORMANCE
additional altitude loss.
5. As lhe rotation stops, neulralize the rudder
Efnr T-41D generally cruises faster than the
T-41C, particularly pressure
at low altitudes. lt is
and make a smooth recovery lrom lhe also slightly more fuel ellicient at high altitude,
resulting dive. but not significantly so. Refer to the cruise
perlormance charts in lhe appendix lor specific
Applicalion ol this recovery lechnique will produce inlormation.
prompt recoveries (within 1/4 turn).

FLIGHT CONTROLS
Elevator control lorces are relatively light in cruising
llight at all aircralt weights and CGs. Failure to lean lhe mixlure to lhe
appropriate luel flow setting as specilied
Aileron conlrol lorces are light. The ailerons are
in the appropriate cruise performance chart
elfective at all speeds up to the actual stall. Rudder
may resull in very high fuel consumption
lorces are comparatively light and only slight rudder
pressure is required when rolling into and out of and exhaustion in less than 3.5 hours ol
llight.
turns.
Elevator trim is ellective lhroughout most of the [role DEscENr I
speed range of the aircrall. At very low airspeeds, Due to a significant increase in parasite drag
sulficient trim may not be available to relieve all during idle operations with the propeller at FULL
control pressures. INCREASE low blade angle (such as the descent
TAKEOFF RUN lrom downwind lo touchdown in the pattern), the
T-41D can develop a very high sink at approach
Eltn, T-41D acceterates taster and becomes speeds. This makes il possible to lly a much
airborne in less distance than the T-41C. At sea tighter pattern at idle. For the same reason, lhe
level lhis amounls to a 16% shorter take-off roll T-41 D will decelerate much laster than the T-41C.

6-2 Change 1
 T.O. 1T-41C-1

SECTION VII
ALL-WEATHER OPERATION

Table ol Contents
lntroduction 7-1
lnstrument Flight 7-1
lce and Rain 7-1
Turbulence a nd Thunderstorms 7-1
Night Flying 7-2
Cold Weather Operations 7,2
Hot Wealher Operations 7-2

INTRODUCTION elfectiveness is reduced. Use caution as the pos-

sibility ol hydroplaning exists on a wet runway.
This section discusses special all-weather proce-
dures and lechniques which either emphasize or
add to procedures and techniques presented in WARNING
Sections ll and lll.

INSTRUMENT FLIGHT Crosswinds present more directional

IMC f light in the T-41C is prohibited.
control dilliculty on a wet runway than on
a dry runway. Maintain proper crosswind
ICE AND RAIN conlrol inputs throughout the landing roll
to aid in directional control.
FDI
lce
TURBULENCE AND THUNDERSTORMS I1

WARNING
WARNING
Do nol take off with any ice, snow or
lrost on lhe wings, windows or tail (in- Flights through thunderstorms or areas
cluding all control surlaces). lce, snow or ol severe turbulence must be avoided.
lrost may reduce lorward visibility, change Particularly al low pressure alliludes, the
the lilt and stall characteristics of the air- T-41D may cruise at airspeeds well above
craft, and cause possible binding ol lhe maneuvering speed. lf unexpected tur-
control surfaces. bulence or vertical air currenls are en-
counlered, reduce throttle (manilold
pressure) and then HPM il necessary to
slow lo a maximum o1.127 MPH (maneu-
vering speed). The combination ol very
high airspeed and severe turbulence may
Taxiing through snow drilts or over accu- resull in overstressing the aircralt and
mulalion ol ice may result in propeller possible structural lailure.
damage.
Penetrating a thunderstorm is not recommended
Rain under any circumstances. Remain VFR and land
A lull llap landing is recommended. Raising the at a suitable lield where a sale landing can be
made.
llaps on landing rollwill increase the aircraft weight
on the main landing gear and decrease the pos- ll unexpected turbulence is encounlered, use
sibility of hydroplaning. When landing on a wet smooth, positive control inputs. Extreme up and
runway, expect a longer landing roll as braking down dralts can cause large altitude, airspeed,

7-1
 T.O. 1T-41 C-1

and altitude deviations. Do not chase airspeed or 9. Propeller Danger Area - CLEAR.
altitude; maintain aircralt attitude and attempl lo
exit the area ol turbulence as soon as possible. 10. lgnition Switch - START (release when
engine starts).
11. Auxiliary Fuel Pump Switch - OFF and
I GUARDED.

COLD WEATHER OPERATIONS 12. Throtlle - 1000 RPM minimum.

13. Manual Primer - lN and LOCKED.
The T-41 engine is considered cold soaked when
the ambient temperature is below 35'F and lhe 14. Engine lnstruments - CHECK.
engine has not been operated for an exlended
period.
NOTE
Engine Start
' 1. Mixlure - RICH. Below 0oF lhe oil pressure gauge should
show a positive indication within 1 minule
z. [l nnoeELLER - FULL TNoREASE. ol engine slart.

3. Throttle - IDLE. Engine Warmup

4. Manual Primer - 2 lo 6 strokes. Leave ll the engine is cold soaked, no indication will be
primer charged and ready lor stroke. apparent on lhe oil lemperature gauge and the
oil pressure gauge will read low. Engine warmup
may require up to 10 minutes lor the oil pressure
NOTE
to indicate in the normal operating range. Take-
olf will be delayed unlil normal oil pressure, 30 to
After pulling lhe primer out, wail a lew 75 psi, is indicaled. ll no oiltemperature is noted,
seconds to allow sullicient luel to enter accelerate the engine several times to higher en-
the primer. ll properly primed, some re- gine RPM. ll the engine accelerales smoothly
sistance will be lell when pushing the and the qil pressure remains normal and steady,
primer in. the aircralt is ready lor takeolf .
5. Master Switch - ON. HOT WEATHER OPEHATIONS
6. Navigation Lights - ON. For hot weather operalions; use normal proce-
7. Throltle - lN (1/4lo'l12 inch). dures and nole ihe lollowing: Avoid prolonged
engine operation on the ground as the heal lrom
8. Auxiliary Fuel Pump Switch - LOW (if re- lhe engine may cause vapor lock lo develop in
quired). the luel lines. 1l the engine quits or will not start
and vapor lock is suspected, the system may be
purged by checking the mixture conlrol knob at
lull lean, throttle at idle, and holding the auxiliary
luel pump switch in HIGH lor 5 to 10 seconds or
Limit use ol the auxiliary luel pump lo more to llush the vapor through the fuel lines.
prevenl overpriming and llooding. Exces- Turn the pump oll and proceed with the normal
sive cranking will rapidly drain battery starting procedures.
power.

7 -2 Change 1
 T.O. 1T-41 C-1

!*pu.t
APPENDIX
PERFORMANCE DATA

Table of Contents
lntroduction A-1
Airspeed Conversion A-2
Airspeed Correclion A-3
Weight and Balance A-4
Center of Gravity A-5
Loading Chart A-5
Takeoll and Landing Crosswind Chart A-6
Takeolf Data . A-7
Rate ol Climb Data . A-Z
OptimumOruisePerformance... A-z
CruiseandRangePerformance.... A-g
Landing Distance Table A-B
ETakeoff Data, T-41D Model A-9
llRate of Climb Data, T-41D Model A-9
[lOruise Performance (2500 ft) A-10
llCruise Performance (5000 lt) A-11
[lOruise Perlormance (7500 ft) A-12
llCruise Performance (10,000 ft) ... A-13

INTRODUCTION
The performance data shown on lhe lollowing pages are compiled lrom actual tests by Cessna with the
aircrall and engine in good condition and using average piloting technique and best power mixture. This
data is a valuable aid lor llight planning.
A power setting selected from the range chart usually will be more eflicient than a random selting, since
it will permit you to estimate your luel consumption more accurately. Using the chart will pay dividends
in overall elf iciency.
Cruise and range perlormance is based on llight tests using a McOauley 18235/DFC7850 propeller.
Other conditions ol the lests are shown in the chart headings. Allowance for luel reserve, headwinds,
takeolfs and climb, should be made and are in addition to lhose shown on lhe charls. Other variables
such as luel metering characteristics, engine and propeller conditions, and turbulence may account lor
variations of 10 percent or more in maximum range.

Change 1 A-1
T.O. 1T-41C-l

Figure A1-1 . Airspeed Conversion Charl

A-2
 T.O. 1T-41C-1

AIRSPEED CORRECTION TABLE

F LAPS rAs 50 60 70 80 90 100 110 r20 t30 140 150

UP cAs 60 64 69 77 86 96 106 tt6 126 137 147

DOWN cAs 59 63 7t 80 88 98 a a a a a

Figure A1-2. Airspeed Correction Table

180

170

160

150

o
lrj
140
ttJ
(L
U)
(r 130

o
TU 120
F
g
C] 1r0
z
100

90

l
80

70
/

60
/
/
50

60 100 120 140 r60 t80

CALIBRATED AIRSPEED

Figure A1-3. T-41C Airspeed Correclion Chart

A-3
 T.O. 1T-41C-1

WEIGHT AND BALANCE

The tollowing in{ormation will enable you to operate the airplane within the prescribed weight and center
of gravity limitations. To ligure the weight and balance for your particular airplane, use lhe pertinent
Sample Program, and the Loading Graph and Center ol Gravity Moment Envelope as follows:
Take lhe licensed Empty Weight and Momenv1000 lrom the Weight and Balance Data sheet, plus any
. changes noted on lorms FAA-337, carried in your airplane, and write lhem down in the proper columns.
Using lhe Loading Graph, determine the moment/1000 ol each item to be carried. Total lhe weights and
' moments /1000 and use lhe Center of Gravity Moment Envelope to determine whether the point lalls
wilhin the envelope, and if the loading is acceptable.

SAMPLE AIHPLANE YOUR AIRPLANE

SAMPLE LOADING PROBLEM Weight Moment Weight Moment
(uTrLrTY CATEGORY) (lbs. ) (lb.-ins. (lbs.) (lb.-ins.
/1000) /1 000)

1. Licensed Empty Weight (Sample

Airplane) 1443 54.1

2. Oil (10 pts - Full oil may be assumed

lnr rll {linhrc't 19 -o.4 19 -o.4

3. Fuel (46 gal. at 6 lbs/gallon) . . . 276 13.2

4. Pilot and lnstructor 400 14.4

5. TOTAL WEIGHT AND MOMENT 2138 81 .3

6. Locate lhis point (2138 at 81.3) on the center ol gravity moment envelope,
and since this point lalls within the envelope, the loading is acceptable.

SAMPLE AIRPLANE YOUR AIRPLANE

SAMPLE LOADING PROBLEM
(NORMAL CATEGORY)
Weight Moment Weight Moment
(lbs.) (lb.-ins. (lbs.) (lb.-ins.
/1 000) /1 000)

1. Licensed Empty Weight (Sample

Airplane) 1468 56.1

2. Oil (10 pts - Full oil may be assumed

lnr all llinhtcl 19 -o.4 18 -0.4

3. Fuel (46 gal. at 6 lbs/gallon) 276 13.2

4. Pilot and Front Passenger . . . . 400 14.4

5. Rear Passengers (or baggage in same area) 200 14.0

6 Baooaoc 120 11 .4

7. TOTAL WEIGHT AND MOMENT 2483 108.7

8. Locate this point (2489 at 108.7) on the center of gravity moment envelope,
and since this point lalls within the envelope, the loading is acceptable.

Figure 41-4. Weight and Balance Chari

A-4
 T.O. 1T-41C-1

CENTER OF GRAVITY
MOMENT ENVELOPE NORMAL
CATEGORY

55 60 65 70 7s B0 85 90 95 100 105 110 115

LOADED ATRCRAFT MOMENT/1000 (pOUND-tNCHES)

Figure A1-5. Center of Gravity Moment Envelope

LOADING GRAPH

PILOT
AND FRONT PASSENGEB
FUEL
-- - (46 cAL. MAX. er o*loel.)
REAR PASSENGERS (OR
BAGGAGE IS SAME AREA)
BAGGAGE (120#M^)(,)

10 15 20 25

MOMENT/1 000 (POUND-tNCtJES)

Figure 41-6. Loading Graph

A-5
T.O. 1T-41 C-1

27

24

a
F
o
zY
F
z
tU
z
o
&
o
o
o
z
o
=
trj ANGLE BETWEEN
I
WIND AND

3 6 9 12 15 10 2l
*use worst conditions

CROSSWIND COMPONENT - KNOTS

TAKEOFF AND LANDING CROSSWIND CHART

WtND LIMITATIONS
Maximum Maximum
Any Direction Crosswind Componenls

(0-20" Flaps) (Full Flaps)

DUAL 26 Knols 15 Knols 10 Knots

SOLO 16 Knots I Knots
Aircralt will not be moved without wing walkers when winds (steady state or gusts) exceed 26 knots. Taxi
operations will cease when winds (steady state or gusts) exceed 35 knots.

Figure A1-7. Takeof I and Landing Crosswind Chart

A-6
 T.O. 1T-41C-1

T-41C AIRCRAFT

TAKE.OFF DATA
HARD SURFACE RUNWAY, FLAPS 1O'
GHOSS IAS HEAD @ s.L. & 59'F @ 2,500 fr & 50"F @ 5,000 lt & 41.F @ 7,500 fr & 32.F
iVElcHT AT 50 FT WIND GROUND TOTAL GROUND T o TAL GROUND TOTAL GROUND TOTAL
LBS MPH KNOTS RUN TO CLEAR RUN TO CLEAR RUN TO CLEAR RUN TO CLEAF
50'oBS 50'oBS 50'oBs 50'oBS

0 860 360 '1000 555 135 765 435

1 I 1 1 1 2225
2500 70 10 605 1 020 710 I 175 820 1 350 I 050 1730
20 390 720 470 840 550 980 730 1270
0 645 1 055 750 1 200 845 1 340 1 070 1670
22AO 66 10 440 7BO 520 890 595 1 005 785 1 265
20 275 535 330 620 385 715 570 910
0 470 805 540 905 610 1 000 770 1 230
1 900 61 10 310 580 365 860 415 740 535 915
20 180 390 220 445 260 510 340 640

NOTES: 1. lncrease distance 10% for each 25'F above standard temperature for particular allitude.
z For operation on a dry, grass runway, increase distance (both "ground run" and "total to clear 50 lt obstacle")
by 7Y" ol the 'total to clear 50 f t obstacle" figure.

Figure A1-8. Take-Off Data

MAXIMUM HATE-OF-CLIMB DATA

s.L. & 59.F @ 5,000 ft & 4'l
.F
GROSS @ @ 10,000 ft & 23"F @ 15,000 lr & 5"F
WEIGHT tAs BATE OF GAL tAs RATE OF FROM IAS RATE OF FROM IAS RATE OF FROM
LBS MPH CLIMB OF FUEL MPH CLIMB S.L, MPH CLIMB S.L. MPH CLIMB S.L.
FTlMIN USED FTlMIN FUEL FTIMIN FUEL FT/MIN FUEL
USED USED USED

2500 100 880 1.3 95 620 2.9 9l 395 4.8 87 150 8.2
2200 97 1 070 1.3 92 800 2.6 89 530 4.0 85 264 6,3
1 900 94 1310 1.3 89 1 000 2.3 87 695 3.5 83 390 5.1

NOTES: 1. Flaps up, lull throttle, and mixture at recommended leaning schedule.
2. Fuel used includes warm-up and take-off allowance.

Figure A1-9. Maximum Rate-ol-Climb Data

OPTIMUM CRUISE PER FORMANCE

ALTITUOE RPM TRUE AIRSPEED RANGE

4500 27co 133 570

6500 2750 135 580
8500 2800 138 590

Figure 41-10. Optimum Cruise Perlormance

A-7
T.O. 1T-41C-1

T-41C AIRCRAFT

cRUISE & RANGE I I 3t""TJ."3jj;,iff,"o'

PERFORMANCE | | Zerowind
46 Gal ol Fuel (No Reserve)

ALT. RPM % BHP TAS GAU ENDR. RANGE

MPH HOUR HOURS MILES

2500 2600 67 128 10.3 4.5 575

2500 61 123 9.3 4.9 610
2400 55 118 s.5 5.4 640
2300 60 111 7.7 6.0 670
2200 44 103 6.9 6.6 680

5000 2700 70 133 10.6 4.5 575

2600 64 128 9.7 4.7 610
2500 58 123 8.8 5.2 640
2400 52 116 8.0 5.7 665
2300 47 108 7.3 6.9 685
2200 41 s6 6.6 7.O 675

7500 2800 72 138 11.0 4.2 580

2700 66 133 10.0 4.6 610
2600 60 128 9.2 5.0 640
2500 54 '121 8.4 5.5 670
2400 49 113 7.6 6.1 685
2300 44 102 5.9 6.7 680

I 0000 2800 68 138 10.4 4.4 615

2700 62 133 OE 4.8 640
2600 57 126 8.7 5.3 670
2500 51 118 7.8 6.3 690
2400 46 107 7.2 6.4 690
2300 41 90 6.5 7.1 635

Figure 41-11 . Cruise & Range Performance Data

LANDING DISTANCE TABLE

LANDTNG DTSTANCE WlrH FULL FLAPS, POWER OFF,
AND NO WIND ON HARD SURFACE RUNWAY
GROSS APPROACH @ s.L. & 59.F @ 2,500 lr & 50'F @ 5,ooo ft & 41.F @ 7,500 lr & 32"F
WEIGHT IAS GROUND TOTAL GROUND TOTAL GROUND TOTAL GROUND TOTAL
LBS MPH RUN TO CLEAR RUN TO CLEAR RUN TO CLEAR RUN TO CLEAF
50'oBS 50'OBS s0'oBs 50'OBS

2500 75 610 1 320 650 1 390 685 1 470 725 1 560

NOTES: 1. Reduce landing distance 10% tor each 5 knots of headwind.

2. For operation ona dry, grass runway, increase distance (both 'ground roll' and "total to clear 50 ft. obstacle")
by 20% ol the "total to clear 50 tt obstacle" ligure,

Figure 41-12. Landing Distance Dala

A-8
 :l
ii ljIFF'lIll',illHL
il
tj
ilm' 40 linol- rvirrd at 30" al
: lgle.

le l.:e.Lu,eeu tvin(i arrcl nio se.

ij ffl, iillffi= i;:, [,#iii lli h il I ;xis'ilrtIlrl u'irrcl velocitl'.
| i I i

:ilitii:i.f:lF:l::l;;iiti:1.r,.l c ir itrror rrclcad\vi ncl colnllolteltt.

t1
-t
li
jl'OSs\v irrcl conrpoltell[..
20 r'l roI cr
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rl tlt'|filliI[*|i*:ri,,I;;;,|*,I: !l . r"i; ll - liriil; i:il;:ln:il i:ii :n:
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'| : l--::
i.
;lrrl*'lillFlnFl+ .l'r:t-' i-i: I ! r:.:
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r..l.t-l+.
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il i I ilii I ii:t ii ! l[: il: ; rrl'rlliifi ilji:l;r:

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!4 iJJ l'r lii !l
1lll+ilElfrlr.l,+l*l$ .*,;illIl {!jil:l ir-
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lr.
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rl
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ljliltrlTJFliEElE F,ti,
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r:{i l,, l lll iii r I ll:il iHl rul ri; |-l-1r r
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10 KN OT. rUAX,' 6TUD ENT,X"\ff IN I!

MAX DEMONSTRATED X-WIND
OO FLAPS 26 KNOTS
2OO FLAPS 15 KNOTS
4OO FLAPS 10 KNOTS
T-41C X-WIND COMPONENT CHART
 T.O. 1T-41C-1

F\\Y. T-41D AIRCRAFT

TAKE.OFF DATA, T.41D MODEL

TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY WITH FLAPS 1O'
GROSS IAS HEAD @ s.L. & 59'F @ 2,500 ft & 50.F @ 5,000 tt & 41"F @ 7.500 fr & 32.F
WEIGHT AT 50 FT WIND GROUND TOTAL GROUND TOTAL GROUND TOTAL GROUND TOTAL
LBS MPH KNOTS RUN TO CLEAR RUN- TO CLEAR RUN TO CLEAR RUN TO CLEAR
50'oBs 50'oBS 50'oBs 50'oBs

0 740 1 230 880 1440 1 065 1725 I 290 2095

2550 71 10 520 925 630 1 100 770 1330 945 1 630

20 335 660 415 795 520 975 655 1215

0 525 920 625 1 070 755 1 255 910 1 495
2200 66 10 360 685 435 800 530 950 650 1 140
20 225 475 275 560 345 680 430 825
0 380 7'to 450 810 540 940 650 I 105
1 900 61 10 250 515 305 595 370 700 450 825
20 150 350 185 410 230 485 285 585

NOTES: 1. lncreasedistancelQY.foreach25'Fabovestandardtemperatureforparticularaltitude.
2. For operation on a dry, grass iunway, increase distance (both "ground run' and "total to clear 50 ft obstacle")
by 71" ol the "total to clear 50 ft obstacle" tigure.

Figure A1-13. [lrare-oft Dara, T-41 D Modet

MAXIMUM RATE-OF.CLIMB' DATA, T-41 D MODEL

GROSS @ s.L. & se"F @ 5,000 lt & 4'l 'F @ 10,000 lt & 23"F @ 15,000 lt & 5.F
WEIGHT IAS RATE OF GAL tAs RATE OF FROM IAS RATE OF FROM IAS RATE OF FROM
LBS MPH CLIMB OF FUEL MPH CLIMB s.L. MPH CLIMB S.L. MPH CLIMB S.L.
FTIMIN USED FTlMIN FUEL FTlMIN FUEL FTi MIN FUEL
USED USED USED

2550 OE 880 1.3 650 3.1 87 420

91 5.S 83 190 8.8
2200 92 1 120 1.3 88 860 2.7 85 595 4.3 81 340 6.4
1 900 8B 1 390 1.3 B5 1 095 2.3 82 800 3.5 79 505 5.1

NOTES: 1. Flaps up, tull throttle, 2800 RPM and mixture at recommended leaning schedule.
2. Fuel used includes warm-up and take-olf allowance.
3. For hot weather, decrease rate of climb 20 fl/min for each 10"F abo ve standard day temperature for
particular altitude.

Figure 41-14. [l Uaximum Rate-ol-Climb Dala, T-41 D Model

A-9
T.O. 1T-41 C-1

T.41D AIRCRAFT

CRUISE PEHFORMANCE
NORMAL LEAN MIXTURE
Standard Conditions \ Zero Wind \ Gross Weight - 2550 LBS

25OO FEET

46 GAL (NO RESERVE)

TAS GAL/ ENDR. RANGE
RPM MP %BHP MPH HOUR HOURS MILES

2600 24 77 139 11.7 3.9 550

23 72 135 11.0 4.2 570
22 67 131 10.2 4.5 590
21 62 127 9.5 4.8 610

2500 25 78 139 11.8 3.9 540

24 73 136 11.1 4.'l 565
23 69 132 10.5 4.4 580
22 64 128 9.8 4.7 605

2400 25 73 136 11.1 4.1 565

24 69 132 10.5 4.4 580
23 65 129 9.8 4.7 600
22 60 125 9.2 5.0 620

2300 25 6B 132 i o.+ 4.4 585

24 64 128 9.8 4.7 600
23 60 124 9.2 5.0 620
22 56 124 8.6 5.3 645

2200 25 63 128 9.7 4,8 605

24 60 124 9.1 5.0 625
23 56 120 8.6 5.4 645
22 52 115 8.0 5.7 660
21 4B 110 7.5 6.1 675
20 44 105 7.4 6.6 690
'19 41 98 6.5 7.1 695
18 37 91 6.0 7.7 695

Figure 41-15. Cruise Performance (2500leet)

A-10
 T.O. 1T-41C-1

T-41D AIRCRAFT

CRUISE PERFORMANCE
NORMAL LEAN MIXTURE
Standard Conditions \- Zero Wind \ Gross Weighf - 2550 LBS

5OOO FEET

46 GAL (NO RESERVE)

TAS GAL/ ENDR. RANGE
RPM MP %BHP MPH HOUR HOUHS MILES

2600 23 75 '14'l 1',t .4 4.0 565

22 71 137 10.7 4.3 585
21 66 132 10.0 4.6 605
20 61 128 9.3 4.9 630

2500 23 72 138 11.0 4.2 580

22 68 134 10.3 4.5 600
21 63 130 9.6 4.8 620
20 5B 125 8.9 5.2 645

2400 23 6B 134 10.3 4.5 600

22 63 130 9.7 4.8 620
21 59 126 9.0 5.1 640
20 55 121 8.4 5.5 660

2300 23 63 130 9.7 4.8 620

22 59 126 9.0 5.1 640
21 55 121 8.4 5.4 660
20 51 116 7.9 5.8 675

2200 23 59 126 9.0 5.1 640

22 55 121 8.5 5.4 660
21 51 116 7.9 5.8 675
20 47 111 7.4 6.2 690
19 43 104 6.9 6.7 700
1B 40 97 6.4 7.2 705
17 36 89 5.9 7.8 700

Figure A1-16. Cruise Perlormance (5000 feel)

A-11
 T.O. 1T-41C_1

T.41D AIHCHAFT

CRUISE PERFORMARG
NORMAL LEAN MIXTURE
Slandard Conditions \ Zero Wind \ Gross Weight - 2550 LBS
75OO FEET

46 cAL (NO RESERVE)

ENDR. RANGE
HOURS MILES
10.5
605
9.8
625
9.1
650
8.4
675
10.1
9.4
8.7
8.0

8.9
660
8.3
675
7.7
690
7.1
700
21 54
20 8.3 5.5
50 675
19 7.8 5.9
46 690
1B
7.2 6.4
42 700
17 6.7 6.9
38 710
6.2 7.4 710

Figure A1-17. Cruise performance

(7500 feet)

A-12
 I

T.O. 1T-41C-1

T-41D AIRCRAFT

CRUISE PERFORMANCE
NORMAL LEAN MIXTURE

Standard Conditions \ Zero Wind Gross Weight - 2550 LBS

10,000 FEET

46 GAL (NO RESERVE)

TAS GAL/ ENDR. BANGE
RPM MP %BHP MPH HOUR HOURS MILES

2600 19 63 135 9.6 4.8 645

1B 58 129 8.9 5.2 670
17 53 122 8.2 5.6 690
16 48 114 7.5 6.2 705

2500 19 60 't32 9.2 5.0 660

18 55 126 8.5 5.4 680
17 50 118 7.8 5.9 700
16 46 110 7.'l 6.4 710

2400 19 56 127 8.6 5.3 675

1B 52 121 8.0 5.7 695
17 47 113 7.4 6.2 705
16 43 105 6.8 6.8 715

2300 19 52 121 8.1 5.7 690

1B 4B 115 7.5 6.1 705
17 44 107 6.9 6.6 715
16 40 99 6.4 7.2 715

2200 19 49 116 7.6 6.0 700

1B 45 109 7.1 6.5 710
17 41 102 6.5 7.0 715
16 37 93 6.0 7.6 715

Figure A1 -18. Cruise Perlormance (10,000 feet)

A-13/(A-14 Blank)
 T.O. 1T-41C-l

GLOSSARY

A M
AGL - Above Ground Level MHz - Megahertz (Megacycles per second), 1000
KHz
B
MPH - Miles Per Hour
BHP - Brake Horse power
N
c NAVAID - lnlegration ol communication equip-
oC - Temperalure
in degrees Centigrade ment within and beyond the aircrall
CAS - Calibrated Airspeed
D
o
OBS - OmniBearing Selector
E P
F PSI - Pounds per Square lnch
oF - Temperature in degrees Fahrenheit
F/F - Fuel Flow
o
R
G
RPM - Revolutions Per Minute
G, g - Unit ol acceleration. One g is the normal
acceleration due to gravity S
GA - Go-around. Mode ol operation of llight
GAL/HR - Gallon of luel used in one hour T
GPH - Gallons Per Hour TCTO - Time Comptiance TechnicalOrder
H U
I V'
IAS - lndicated Air Speed. Actual reading on VHF - Very High Frequency (30 to 300 MHz)
panel instrument (airspeed indicator) VOR - VHF Omnidirectionat Badio Range
IFF - ldentification Friend or Foe, interrogation (Omnirange) (VHF navigation aid)
communication equipment. VVI - Vertical Velocity lndicalor
J w
K x
KHz - Kilohertz (Kilocycles per second)
KTS - Knots Y
L z

G-1/(G-2 Blank)
 T.O. 1T-41C-1

INDEX
ALPHABETICAL
Page PaEe

A CylinderHeadTemperatureGauge .....5-1
Abort . . ..3-2
D
Afterlanding.... .....2-14 PreparedSurface
Depafiinga ...3-2
AflerTakeoll ....2-9
Dimensions .....1-1
AirspeedConversion ....A-2
AirspeedCorrection ,....A-3 E
Airspeed lndicator .....1-15 ElectricalFire.. ........3-6
AirspeedLimitations ....5-1 ElectricalSystem ......1-10
Altimeter .......1-15 Emergency Engine Shutdown on lhe Ground . . .3-2
Ammeter ......1-11 EmergencyGround Egress .....3-2
Ammeler .......5-4 Engine ...1-1
Approachto Field .......2-10 Engine Driven FuelPump .....1-10
AsymmetricalFlaps ....3-10 Engine Failure lmmediatelyAlterTakeoff . . . . . .3-2
Attitude lndicator ......1-15 Engine Fire During Flight . . . . .. .3-5
Auxiliary FuelPump ....1-10 Engine lnstruments .....1-6
B Engine Restart During Flight . . . .3'3
Engine Shutdown . .... .2'14
BeforeDescent .......2-10
Engine Start . ... .7-2
Belore Landing . .2-10
Engine Warmup . . .. .. . .7-2
BeloreLeavingAircraft .......2-15 Exterior lnspeclion
Before Starting Engine . ' '2-4
BeforeTakeotf ...2-6 ExternalPowerReceptacle ....1-11
BeforeTaxiing ...2-6 F
BrakeFailure ...3-10 System
Flight Control . .1-14
Brake System . .1-13
FlightConfols... ......6-2
Braking Procedure . ....2-13
ForcedLanding ........3-6
FuelFlow lndicator .....1-6
c FuelFlowlndicator .....5-3
CabinDoors ....1-20
Fuellnjection/AirlnductionSystem .....1-2
Cabin Door Movable Window . .1-20
FuelQuantity lndicator ..1-10
Cabin Heating and Ventilation System . . . . . . .1-19
Carbon Monoxide Detector ....1-20 FuelQuantitylndicators ........5-3
CenterolGravity .. '....A-5 Fuelsystem .....1-7
Circuit Breakers and Fuses . . . .1-13
FullFlapLanding ......2-12
ClimbPerformance .....6-2 G
Climbs .. '2-9 Characterislics
General Flight . . .6-1
Clock . . .1-16
Go_Around .....2-13
ColdWeatherOperations ... ...7-2 GrossWeight ....1-1
Communications/Navigalion Equipment . . . . .'1-16 GROUND OPERATION EMERGENCIES , .....3-2
ControlLocUGustLocks ......1-14
CriticalAction Procedures ......3-1 H
CrosswindLanding ' '..2-:13 Heading lndicator ..... '1-16
CruiseandRangePerformance ... ....4-8 HighAmmeterReading ........3-8
CruisePerlormance ... '.6-2 HotWeatherOperations ..,....7-2
Cruise Perlormance(10,0001t) ... .'..A-13
Cruise Perlormance (2500 ft) ' .A-10 l
Cruise Perlormance (5000 ft) ' .A-11 lceandRain. ....7-1
Cruise Perlormance (7500|t) . .A-12 lce ......7'1
CylinderHeadTemperature '...1-6 ldleDescent.... .......6-2

lndex-1
T.O. 1T-41C-1

Page Page

lgnitionSwitch ...1-2 OilSystemMallunction ........3-8

lgnitionSystem ........1-2 Oilsyslem .......1-7
IN-FLIGHTEMERGENCIES .. ........3.3 OilTemperatureGauge ........1-6
lnstrumentFlight .......7-1 OilTemperatureGauge ........5-1
lnstrumentMarkings ....5-1 OperatingLimitations ....5-1
lnstruments ....1-14 OptimumCruisePerformance .... .....A-7
lnleriorlnspeclion ......2-1 OverheadSpeakerSystem ....1-16
lnleriorlighting .......1-19
lnterphone System .....1-16 P
TNTRODUCTION . ..... .3-1 Parking Brake ..1-13
lntroduction .....2-1 .
PartialEngine Failure During Flight . .. .3-4
lntroduction .....7-1 PitotHeat ......1-15
lntroduction .....4-1 PitotStaticMallunclion .......3-10
Pitot Static System and lnstruments . . .1-14
J ProhibitedManeuvers ...5-4
Propeller .......1-5
K Propeller .......5-2
PropellerOontrolKnob ........1-6
L
LANDINGEMERGENCIES.. ..3.10 o
Landing
LandingandTaxiLights' .......1-19 R
LandingDistanceTable. .......A-B Rain. ....7-'l
LandingOnSlipperyRunways .......2-13 RateolClimb Data .....4-7
Landing/TaxiLights .....5-4 Model
Rate ol Climb Data, T-41D . . . . . .A-9
LandingWithaFlatTire .......3-10 RunawayPropeller .....3-9
LevelOff .......2-g
Lighting .......1-17 s
LoadingChart. ........A-5 Seat Belts and ShoulderHarnesses . . .1-20
.
Seat Opbration . . . . . . .1-20
M ShortFieldLanding ....2-13
MagneticCompass ....1-16 ShortFieldTakeoff .....2-9
ManifoldPressure& Engine RPM . .....1-5 Smoke and Fume Elimination . . .3-6
Manilold Pressure Gauge ......1-6 SoltFieldLanding .....2-13
ManiloldPressureGauge ......5-2 SoftFieldTakeoll .......2-9
ManualPrimer ..1-10 Spins ....6-1
Masler Switch StallWarningHorn .....1-14
Minimum Crew Requirements . . .5-1 Stalls .. ..6-1
MixtureOontrol ........1-2 Starting Engine ...... . .2-4
StartingSystem ........1-2
N Straight-lnApproach ...2-13
NavigationLights ......1-17 Strobelights ...1-19
NegaliveAmmelerReading .....3-B Structural Damage or Controllability Check . . . . .3-9
NightFlying .....7-2 SuctionGauge ...5-3
No-FlapLanding ......2-12
NoncrilicalActionProcedures ...3-1 T
NormalCategory .......5-4 Tachomeler .....1-6
NormalLanding ... ... .2-12 Tachometer .....5-2
NosewheelsteeringSystem ...1-13 TAKEOFFEMERGENCIES.. ...3-2
Takeofl . . .2-B
o Takeoff and Landing Crosswind Chart . . . . . . . .A-6
Gauge
OilPressure .....1-7 TakeoffData ....4-7
OilPressureGauge .....5-2 Takeotf Data,T-41DModel .....A-9

lndex-2
 r.o. 1T-41C-1

page page

TakeotlRun.. ...6-2 VORReceiver ... .....1-11

Taxiing . .. ... .. .2'6
TheAircraft .....1-1 W
ii.", Throttle . . .1-2 Weighl and Balance . . . .A-4
ThrottleApplication ....2-12 WeightUmilations ......5-4
Touch-and-goProcedures .... .......2-14 WingFlapSystem .....1-13
t'i,,* Transponder ...1-17
Trim System . . . .1-14 X
TurbulenceandThunderslorms ........T-1 v
Tum-and-Slip lndicator ...... .1-15 '
U
UlilityCategory ........5-4
V
VacuumSystem .......1-15
VerlicalVelocity lndicator(VVl) . ......1-15
VHF Radio ... . .1-16

lndex-3/(lndex-4 Blank)