T.O. 1T-41C-1

FLIGHT MANUALUSAF 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 lheArrn. f*port Control Act (Title 22, U.S.C., Sec.2751 et seo.)or the Exporl AdminislrationAct o{ 1SiZg, as amended (Title 50, U.S.C., App. 2401 et r€q.).Violalions ol lhese exporllaws are subiect to severe criminal penalties.

HANDUNG ANDjE_STRUqTION NOIICE - Handle in compliance wilh lhe distribulionstatement ind destroy by any method that will prevent disclosure ol the contenls or

reconslruction ol the document.

COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATIONTO THE ATTENTION OF ALL AFFECTED PERSONNEL.

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

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

CHANGE 1 15 APRIL 1991

TO" 1T-41C-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGESLIST OF EFFECTIVE PAGES, - . - INOTE: Theportionofthetextaffectedbythechangesisindicatedby

a vertical line in the outer margins of the page. Changes toillustrations 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 Sep90Change ...1 ...15Apr91

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

PageNo.

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No.PageNo.

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No.

'Zero in this column indicates an original page.

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Tech n ical Orde r lEq u ipmentCo nf ig u ratio n Status Record

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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 FlightManual Change or revision. lt provides a comprehensive listing ol the current FlightManuals, Flight Crew Checklist, Salety Supplements, and Operalional Supplements. lfyou are missing any publications listed on this page, see your Publications DistributionOllicer and get your copy. Changes in preparation are shown in parentheses ( ).

FLIGHTMANUAL

-

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

FLIGHT CREW CHECKLIST T DATE I CHANGETT.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 ManualPages Affected

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

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Number Date Disposition

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SECTION

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T.O. 1T-41C-1

TABLE OF CONTENTS

TITLE PAGE

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

Normal Procgdures ., ! .' r r r r r r r - r r -2-1

Emergency Procedures ', r ', r,,,. '3-'l

Crew Duties (Not Applieable) . r.. '...4-1Opgrating Limitations r r r r . r r' r,, . .5-1

Flight Characteristics .. !... r.. r...6--lAll 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

Figure

I

1-1

1-21-31-41-51-6

1-71-B

1-91-'t01-11

2-1z-z2-33-1

3-25-1coJ'L

5-35-45-55-65-76-1

6-2A1-1A1-2A1-3A1-4A1-5A1-6A1-7A1-841-9

A1-10A1-1 '1

A1-12A1-13A1-14A1-15A1-16A1-17A1-18

iv

LIST OF LLUSTRAT ONSTitle

The T-41 C AircraftPrinicpal DimensionsLelt Lower Switch PanelRight Lower Switch PanelCockpit Forward View .

Oil System SchematicFuel Syslem SchemalicFuelQuanlity Dala (U.S. Gallons) . . .

Electrical Syslem SchematicVHF RadioVOR Receiver . .

TransponderExterior lnspection

Page

ix1-21-31_3

1-41-8"l -o

1-1 1

1-121-181-181 -19

1-J

2-7Wind Direction . .

2-11Tralfic PatlernMaximum Glide .

Typical Forced Landing PatternAirspeed Limitations GaugeOilTemperaturecauge... 5-2Oil Pressure Gauge 5-2Tachomeler .... 5-2Fuel Flow lndicator 5-3Fuel Quantitylndicator.... 5-3Suction Gauge 5-3Stalling Speeds (2200 Pounds Gross Weight 6-1

Stalling Speeds (2500 Pounds Gross Weight) 6-1

Airspeed Conversion Chart A-2Airspeed Correction Table A-3T-41C Airspeed correction Chart A-3Weight and Balance Chart A-4Center of Gravity Moment Envelope A-5Loading Graph A-5Takeof I and Landing Crosswind Chart 4-6Take-Olf Data A-7

Maximum Rate-of-Climb Data A-7

OplimumCruisePerformance.... A-7

Cruise & Range Perlormance Data A-B

Landing Distance Data . A-B

Take-Off Dala, T-41D Model A-9Maximum Rate-ol-Climb Data, T-41D Model A-9Cruise Performance (2500 feet) A-10Cruise Perlormance (5000 f eet) A-11

Cruise Performance (7500 leet) A-12Cruise Perlormance (10,000 feet) . A-13

3-43-75-1

l

T.O. 1T-41C-I

Cod ing and Se rializatio n

AIRQRAFT CODTNG "D" MODEL

69-7755

69-7756

All other airplanris are standard "C" models,

lndicales information that applies to "D" modified airplanes,

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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 moslcircumslances, but ars a poor subslitule lorsound judgemenl. Multiple emergencies,adverse w€ather, lerrain, or extenuatingcircumslances may require modilication of theprocedure(s) presenled in this manual.

FLIGHT MANUAL BINDERS.

Looseleal binders and sectionalized tabs are available loruse with your manual. They are obtained through localpurchase procedures and are listed in the Federal SupplySchedule (FSC Group 75, Ollice Supplies, Part 1). Checkwith your supply personnellor assistance in procuring theseitems. 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 orconliguralions which excesd the limitations as specif ied inlhis manual are prohibited, except in actual emergencies,unless authorized by HQ USAF ACADEMY/CWO.

HOW TO BE ASSURED OF HAVING LATEST DATA. . .

You must remain constantly aware of the latest manual, checklists and stalusol supplements. T.O. 0-1-1-3 (supplemenled monthly) and lhe lalest llightmanual or supplement stalus page provide a listing ol lhe current llightmanuals, checklists and supplements.

ARRANGEMENT.

This manual is divided into seven interdependent sections tosimplily reading it straight through or using it as a relersncemanual. For convenience, section I has been divided into 20subsections, describing maior syslems or groups ol relaledsystems. You must be lamiliar with the systsm operating in-struclions in section l, the limitations in section V and the llightcharaclerislics 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.

3 /.\./jI

(.,r[

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t)\f4re:

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T.O. 1T41C-1

CHECKLISTS.

The Flighl Manualcontains lhe amplilied checklists. Abbreviated checklists havebeen issued as s€parate technical orders. see the latest supplemenl slalus pagelor current applicable checklists. Line items in lhe Flight Manual and checklistsare arranged in lhe same order. lf aulhorized by an interim Salety or operationalSupplement that aflects a checklist, write in the applicable change on the af-lected checklist page. ll a printed supplement contains a replacemenl checklislpage, lile the page in f;ont ol the exisling checklist page, but do not lhrow outthe old page (in case lhe supplement is cancelled).

HOW TO GET PEBSONAL COPIES.

Each llight crew member is entitled lo personalcopies of th€ FlightManual, Salety Supplemenls, Operational Supplements, andChecklists. The required quantilies should be ordered belore youneed lhem to assure their prompt receipl. Check with your FlightManuals 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 O0-5-1and 00-5-2 give detailed inlormation lor properly ordering thesepublications. Make sure asystem is established at your base to deliverthese publicalions lo the llight crews immediately upon receipt.

SAFETY AND OPEBATIONAL SUPPLEMENTS.

Safety supplements are a rapid means ol lransmitting inlormationabout hazardous condilions or saf ety problems. These supplementsconlain operating inslructions, or restrictions that affect safely orsalely modilications. Operational supplements are a rapid m€ansof lransmitting inlormation not involving salety. Supplements areissued by leletype (interim) or as printed {formal) supplements. lnterimsupplements are eilher replaced by a lormal printed supplement (wilha new number) or by a quick change to lhe manual. Formalsupplemenls 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 supplementhas the letters 'SS 'in lhe number. An operalional supplement hasthe letter "S'in the number. All currenl supplements must be com-plied with. A safety and operational supplemenl status page is ineach printed supplemenl and each change to lhis manual (pagesi and ii) to show the current slatus of suppiements and checklists.These pages are only currenl when prepared. To be sure ol lhe latestinformation checkthe index, T.O. o-'l -1 -3. The title page of lhis manualand the title blockof each supplement show the eff ect of each changeon supplements. File supplements in lront of the manual, with thelalest on top, regardless ol whether il is an operational supplementor safety supplemenl.

vii

T.O_ 1T-41 C-1

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

CHANGE SYMBOL

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

WARNING

Operaling procedures, techniques, etc., which can resull in personalinjury or loss ol lile if not caref ully lollowed.

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

NOTE

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

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 usedto express possibilily ("might').

YOUR RESPONSIBILITY _ TO LET US KNOW.

Every ellort is made to keep the Flight Manual currenl. Reviewconlerenceswith operating personnel and a constant review of accident and llight reportsassure inclusion of the latest data in the manual. However, we cannot correctan error unless we know of its existence. Comments, correclions and ques-tions regarding this manual or any phase of lhe Flight Manual program arewelcomed. These should be lorwarded through your major command onAF Form 847 to Oklahoma City ALC/TISDTM Tinker AFB, Oklahoma 73145-5990.

t\/AEINING

vilt

T.O. 1T-41C-l

r- 41c IilIXl '1 ".''lj;i';;ifilsffiffiilllrrrlrc6 rmrrl"ffiffi$g'H!llliffiffiffiffiH#FffiilFTII-ffiffi

1

,ffiffillHllryffirrtrrr-tIlrrtrrrnrrlirrrrrrrrn.fri

Figure 1 . The T-41C Aircraft

ix/(x Blank)

SECTION I

T.O. 1T-41C-1

DESCRIPTION AND OPERATION

Table of Contents

The AircraflEngineFuel lnjectPropeller

ion/Air lnduction System

Engine lnstrumenlsOilsystemFuel SystemElectrical SystemNosewheel Steering SystemBrake SystemWing Flap System

Stall Warning HornFlighl ControlSystem

1-11-11-21-51-61-71-7

1-101-131-131-131-141-141-141-161-171-191-201-241-20

lnstrumentsCommunLighting

ications/Navigalion Equipmenl

Cabin Heating and Ventilation SystemCabin DoorsSeal OperationSeat Bells and Shoulder Harnesses

THE AIRCRAFT

The T-41C, designed and manufactured by CessnaAircrafl Company, is an all melal, single-engine,strul-balanced, high wing monoplane. Dislin-guishable leatures of the aircraft are its singleengine placed lorward on lhe fuselage centerlineand lixed tricycle landing gear. The propeller isall metal, fixed pitch, and designed for best climb.Aircralt are generally conligured with two lorwardside-by-side seals with lhe capability of conver-sion lo lour-place seating. On T-41D aircrafl, lheT-41D has the same characterislics as T-41C.The T-41D has a variable pitch propeller whichimproves performance.

Dimensions

The overall dimensions ol the aircralt are as fol-lows: (Figure 1-1)

WingSpan ......36'2"Height .8'9112"Length . . .25'11"Wheel Base ......7'2"Propeller . . .6'6"

Gross Weight

This aircralt is FAA-certified in both the normaland utilily categories. Maximum gross weightsare as lollows:

Normal ......2,500 lbsUtility .2,200 lbs[lNormal ...2,550tbslluritiry .....2,250 tbs

Reler to Seclion V, Weight Limitations, for addi-tional inlormation.

ENGINE

The aircraft is powered by a horizontally-opposed,fuel-injected, six-cylinder Continental Model l0-360-D engine, rated at 210 bhp at 2,800 RPM. Asan inlernal combustion engine, power to turn thepropeller is derived lrom lhe ignition ol luel andair in the six cylinders. Spark to ignite lhe lueland air is provided by two magnetos and is con-trolled by the ignition switch. The ratio ol luel andair ignited in ihe cylinders is determined by atmo-spheric pressure (see engine-driven luel pump)and lhe posilion of the throttle and mixture knobsin the cockpit.

Change 1 1-1

T"O. 1T-41C-1

lgnition System

Anytime the engine is lurning, ignition is suppliedby two magnetos. Each magneto supplies powerto its associated set ol spark plugs. The magne-los are engine-driven and self-contained. Theyare independent ol the aircralt electrical systemand ol each other. Magnelo operation is checkedas oullined in Section ll, Belore Takeoll Check.

lgnition Switch

The ignition swilch, located on the lelt lower switchpanel, conlrols the ignition system (figure 1-2).The swilch is labeled OFF, R, L, BOTH, START,in a clockwise direction. The R and L positionsare for checking the magneto system or emer-gency purposes only. The position ol the ignitionswitch determines which portions of the systemare operating.

Starting System

Electrical power lor energizing the starter may besupplied by the aircrafl ballery or an externalpower source. When the ignition switch is turnedto the spring-loaded START position (with themaster switch ON) the slarter solenoid closesallowing voltage to llow lo the starter molor,cranking the engine. As lhe switch is released, itautomalically relurns to lhe BOTH position.

Release the starter as soon as the enginelires. Never engage lhe starter while thepropeller is turning. Do nol operate lhestarter molor more lhan a tolalol30 sec-onds al one time. ll lhe engine fails tostart within 30 seconds ol cumulativecranking, allow a 3 minute cooling periodbelore reengaging the slarter.

Mixture Control

The mixlure control knob is to the right ol thethrottle and is identilied by a red knob with asilver push button lock in the cenler. Moving thecontrol knob lorward or alt to adjust the mixlureis accomplished by rotating the knob clockwisetoward lull rich or counlerclockwise toward lulllean. ll large or rapid changes are required, de-press the lock bution on the conlrol knob andposition the controllorward or alt as required.

Throttle

Engine power is conlrolled by the throttle whichis identilied by its smoolh, round while knob. Thethrottle is operated in the convenlional manner -

in lhe lorward position the lhrottle is open, and inthe 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 andair induction manilold. Fuel flow is metered bythe aneroid in the engine-driven rotary vane luelpump. The aneroid automatically changes lhemixture with altitude changes. The mixlure unitalso meters luel based on the position ol themixture conlrol knob.

1-2

rMrxlmum h.lghl ol ri.plmrwlh norr g.rl dlpr.trad.

PRINCIPALDIMENSIONS-

Figure 1-1. Principal Dimensions

1. FUEL STRAINIER KNOB2. MASTER SWITCH3. AUXILIARY FUEL PUMP SWITCH4. STROBE LIGHT SWITCH5. PITOT HEAT SWITCH6. NAVIGATION LIGHT SWITCH7. LANDING/TAXI LIGHT SWITCH

B, MANUAL PRIMER KNOB9. IGNITION SWITCH10. FUEL SHUTOFF KNOB11. PARKING BRAKE12. FLAP CIRCUIT BREAKER13. CIRCUIT BREAKERS

T.O. 1T-41 C-1

Figure 1-2. Lelt Lower Switch Panel

1.2.3.

THROTTLEFUEL MIXTURE KNOBCABIN AIR KNOB

4. FLAP SWITCH5. CABIN HEAT KNOB

Figure 1-3. Right Lower Switch Panel

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T.O. 1T-41C-1

8@

1.2.3.4.5.6.7.

MrKE BUTTON (ON YOr(E)CLOCKALTIMETERAIRSPEED INDICATORTURN & BANK INDICATORDIRECTIONAL INDICATOFVERTICAL VELOCITY

INDICATOR

TRAhISPONDERMAGNETIC COMPASSFREQUENCY PLACARDCARBON MONOXIDE

DETECTORRADIOFLAP INDICATORFUEL FLOW INDICATORFUEL OUANTITY

INDICATOR

18. TACHOMETER19. AMMETEB20. SUCTION GAUGE2'1. OIL TEMPERATURE

INDICATOR22. OIL PRESSURE

INDICATOR23. AUXILIARY MIKE JACK24. TRIM TAB

10.11.12.13.

14.15.16.17.8. ATTITUDE INDICATOR

e. voR (NAV)

1-4

Figure 1-4. Cockpit Forward View

From lhe mixlure unil luel llows lo the fuel andair conlrol unit. Air enters the f uel-air control unitlrom the air litl-er. Alternalively, if the air lilterbecomes clogged, suclion from the engine opensa spring-loaded door, permitting air to be drawnlrom the engine compartment inlo the system.The lhrotlle simultaneously controls the luel andair valves in lhe fuel-air control unit deliveringthe correcl ralio of luel lo the fuel distributor andair into the air induction manifold. At the fueldistributor, luel is evenly distributed lo the cylinderslhrough the luel injection nozzles. Air lrom theinduction manifold enlers lhe cylinders lhroughthe intake valves. Fuel injection nozzles and theintake valves are installed on the lop side of thecylinders. Drain lines are inslalled on lhe boilomof lhe intake ports lo drain any luel which mayaccumulale during engine shutdown or priming.

Propeller

[l fn" aircralt is equipped wirh an ail metat,two-bladed, conslanl-speed, governor regulatedpropeller. Propeller operation is controllable bymeans of a propeller control knob which is me-chanically linked to the engine-driven propellergovernor on the engine. A setting inlroduced inlolhe governor establishes the engine speed to bemaintained, and the governor then controls llowof engine oil, boosted to high pressure by thegoverning pump, to or lrom the piston in the pro-peller hub. Oilpressure acting on the piston lwiststhe blades toward high pitch (low RPM). When oilpressure lrom lhe governor to the piston is relieved,centrilugal lorce, assisted by an internal spring,twisls the blades loward low pitch (high RPM).

The constant-speed propeller automatically keepsthe blade angle adjusted lor maximum efficiencylor mosl conditions encountered in llight. Duringlakeofl, when maximum power and thrusl are re-quired, the conslant-speed propeller is at a lowpropeller blade angle or pitch. The low blade anglekeeps the angle ol attack small and eflicient withrespecl to the relative wind. At lhe same lime, itallows lhe propeller to handle a smaller mass olair per revolulion. This light load allows lhe en-gine lo turn at high RPM and to convert the maxi-mum amount of tuel into heat energy in a giventime. The high RPM also creales maximum thrust;for, although the mass of air handled per revolulionis small, the number ol revolutions per minule ismany, the slipstream velocily is high, and wilhthe low airplane speed, tlre lhrust is maximum.

T.O. 1T-41C-1

After lift-ofl, as lhe speed ol the airplane increases,lhe conslant-speed propeller automalically changesto a higher angle (or pitch). Again, the higherblade angle keeps the angle of attack small andelficient wilh respect to the relative wind. Thehigher blade angle increases lhe mass ol airhandled per revolution. This decreases the en_gine RPM, reducing luel consumption and enginewear, and keeps lhrust at a maximum.

After the takeolt climb is established the pilotreduces the power output of the engine to climbpower by lirst decreasing lhe manilold pressureand then increasing the blade angle lo lower lheRPM.

Al cruising altilude, when lhe airplane is in levelllight and less power is required than is used inlakeofl or climb, lhe pilot again reduces enginepower by reducing the manifold pressure and lhenincreasing lhe blade angle lo decrease the RpM.Again, this provides a lorque requirement lo malchthe reduced engine power; lor although the massof air handled per revotulion is greater, it is morethan ollsel by a decrease in slipstream velocityand an increase in airspeed. The angle ol attaci<is still small because the blade angle has beenincreased wilh an increase in airspeed.

The T-41C with its lixed-pitch propeller has ontyone main power control - the throttle. ln lhat case,lhe setting ot the throtile wilt control both theamount of power and the propeller or engine BpM.

[lUanitotd pressure & Engine RpMOn the other hand, the T-41D with its constant_speed propeller has lwo main power controls -the throttle and the propeller conlrol. The throlilecontrols the engine's power output which is indi_rectly indicated on lhe manilold pressure gauge.The propeller control changes the pitch ot inepropeller blades and governs the RpM which isindicated on lhe lachometer. As lhe throille sefling(manifold pressure) is increased, lhe pitch angliol the propeller blades is automalically increasedlhrough the action of the propeller goveinor syslem.This increase in propeller pitch proportionalelyincreases the air load on the propeilei so that theRPM remains constanl. Conversely, when lhethrottle seiling (manilold pressure) ii decreased,lhe pitch angle of the propeiler blades is auto-matically decreased. This decrease in propellerpitch decreases the air load on lhe propelier sothat the RPM remains constant.

1-5

T_O. 1T-41C-1

For any given RPM, lhere is a manifold pressurelhat should nol be exceeded. lf an excessiveamount of manilold pressure is carried lor a givenRPM, the maximum allowable pressure within theengine cylinders could be exceeded, placing unduestress on lhem. lf repealed too frequenily, lhisundue slress could weaken the cylinder compo-nenls and eventually cause engine structural f ail-ure.

ln order to avoid conditions that would possiblyoverstress the cylinders there must be a constantawareness ol the tachomeler indication, espe-cially when increasing lhe throtile setting (maniloldpressure). The combination to avoid is a highthrottle selting (mani{old pressure) and low RpM.

WARNING

Except during fuil throtile/prop FULL lN-CREASE operations such as takeolfs andgo-arounds, never allow manifold pres-sure to exceed engine RpM.

When both manifold pressure and RpM need tobe changed signif icantly, lhe pilot can further helpavoid overstress by making power adjustments inlhe proper order. When poweF settings are beingdecreased, reduce manifold pressure be{ore RpM.When power settings are being increased, re-verse the order - increase RpM f irsl, then manifoldpre ssu re.

lf RPM is reduced before manifold pres-sure, manilold pressure will aulomalicallyincrease and possibly exceed themanufacturer's lolerances.

ENGINE INSTRUMENTS

[lManifotd Pressure Gauge

The left half of a dual indicating instrument lo-cated on the right side of the panel indicatesinduction air manifold pressure in inches ol mer-cury. Manifold pressure is controlled by the throtile.

Fuel Flow lndicatorFuel llow is indicaled by llie right half of a dualindicating inslrument located on the righl side oflhe panet. lt is a direct reading fuei pressuregauge, calibrated to indicate approximate gallonsBg lorl of tuet being metered to the engine.!31. Fuel.f low wiil vary wilh throtile and propeilersettings, but cruise luel llow can be set with themixture conlrol knob.

WABNING

ll the luel llow gauge malfunctions, luel orluel lumes may enler the cockpit.

Cylinder Head TemperatureThe cylinder head temperalure gauge located onthe right side of the instrumeni panet indicatesnumber 3 cylinder head temperaiure in degreesFa.hrenheit. The gauge is conlrolled by an eleclri_cal-resistance type lemperature bulb which receivesils power f rom lhe aircrafl electrical system.

[leropetter Controt KnobControl of engine RpM is accomplished by op_eralion ol lhe propeller conlrol knob next to lhethrotlle. Ptacing the knob in lhe fullforward positiondecreases lhe blade angle and provides the highestRPM setting. Moving the conlrol knob aft pro_gressively increases the propeller blade angleand decreases engine RpM. Moving the controlknob forward or aft to adjust RpM, is accom_plished by rotaling the knob clockwise lo increaseRPM or counler-clockwise lo decrease RpM. lllarge.or rapid changes are required, depress thelock butlon on lhe control knob and position lhecontrol lorward or aft as required.

Tachometer

The lachomeler is a mechanical indicator drivenby a llexibte shafi connected to lhe oil pumpshalt. The iachomeler indicales engine speed inRPM X 100 (e.9., 12 = 1200 RpM) .

Oil Temperature Gauge

The oil temperalure gauge is located on the righlside or the inslrument panel (figure 1_ ). Heat

cAuiloN

1-6

from engine oil causes the liquid in the line con-necting the oil system and lhe gauge to expand.The gauge is direct reading and measures lhisexpansion.

Oil Pressure Gauge

A direct-reading gauge displays oil pressure inpsi. lt is located adjacent lo the oil lemperaturegauge on the right instrumenl panel (ligure 1-4).

WARNING

Should the oil pressure indication becomeabnormal in cold weather for no apparentreason, the problem may be condensa-tion in the line lrom the system to thegauge. Turning the cabin heal olf maycorrect lhe problem. However, be watchlulfor other signs ol engine problems. lnany case, declare an emergency and landas soon as practical.

OIL SYSTEM

Oil lor engine lubricalion and cooling is suppliedby a wet sump pressure splash gravity relurnsyslem. The capacity of the sump is 10 US quarts.Oil is drawn lrom the sump through a low pressurelilter screen inlo the engine-driven oil pump. Apressure reliel valve in line lrom lhe oil pumpautomalically regulates pressure belween 30 and75 psi. When this valve opens it ports oil back tothe sump reducing the oil pressure in the syslem.From the pump, oil is lorced through a high pres-sure screen lo a thermoslat in the oil cooler. Thelhermostat opens and allows oil to bypass the oilcooler when the oil is cold. When the oil is hot,lhe lhermostal closes causing the oil to be lorcedthrough radialor passages in the oil cooler, lhuscontrolling engine oil temperalure. Oil is then cir-culaled lo various engine parts lor lubricationand returned to the sump by gravity f low.

The engine uses mineral oil lor the lirst 100 hoursto ensure better engine break in. After this breakin period, lhe mineraloil is replaced with detergentoil. A while oil liller cap identifies an engine withmineral oil, a yellow liller cap indicates detergent

T.O. 1T-41C-l

oil. An oil liller cap is located on the top side ofthe engine. The oil dipstick is located on the lefiside of the engine just above lhe oil cooler. Boththe liller cap and the dipstick are accessible lhroughthe oil access door on he engine cowling.

FUEL SYSTEM

Fuel is supplied to lhe engine lrom two 26-gallonlanks, one in each wing. Fuel from each lankllows by gravity to a three-position selector valve,labeled LEFT, BOTH, and RIGHT. Fuelthen ilowsto a luel reservoir tank and a manually operaledluel shutoll valve. A push-putt knob tabeled FUEL,PUSH ON operates the shutoll valve (ligure 1-2).

To prevent wear of the cable assembly,and lo prevenl a partially closed positionol the luel shutoll valve, lhe luel shutoffvalve should be lelt in the PUSH ON posi-lion, except during emergency engineshuldowns.

Alter passing lhrough the luel shutolf valve, lheluel is routed lhrough a fuel strainer, located inthe nosewheelcomparlment, and lhrough a bypasscheck valve in the electric luel pump (auxiliaryluel pump), when the pump is not being used.The luel slrainer is the lowest porlion ol the luelsyslem and is provided as a means of collectingany water that may have accumulated in lhe sys-tem. Any collected water willbe drained overboardby pulling the luel strainer knob located on thelefl lower swilch panel. Additionalwater may alsobe drained lhrough lour valves (two beneath theforward luselage and one on each wing root) withthe use ol a luel sample cup. Fuel is then rouledlo the engine-driven luel pump and mixture unit.From there, luel is distributed to the engine vialhe luel and air throttle unit and the fuel distribu-tion manifold. Vapor and excess fuel lrom theengine-driven luel pump and mixlure unil are re-turned to the luel reservoir lank. Due lo gravityllow and luel line placemenl, 1/2 gallon in eachlank is not usable during slraight and level flight;during maneuvering flight, 3 gallons in each tankare unusable (ligure 1-7).

im

1-7

T.O. 1T-41C-1

PROPELLER

orLolPsTrcK

OIL TEMPERATUREGAGE

orLCOOLER

OIt SUMPORAIN PLUG

E

orLCAP

THERMOSTAT

OIL PRESSURERELIEF VALVE

FILTER SCREEN{PBESSURE)

ENGINE OIL PUMP

FILTER SREEN(sucTroN)

1,8

ENGINE ANDACCESSOBYBEARINGS

Figure 1-5. OilSystem Schematic

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{ovAPoRM€CIIANICAL

-- - - lrxloE- ELCSIBCAT

-- FUEL NOZZLES

1-9

Figure 1-6. FuelSyslem Schemalic

T.O. 1T-41 C-1

NOTE

o Wilh the luel seleclor valve on BOTH, lhetotal usable fuel for all llight conditions is46 gallons, and in level llight is 51 gal-lons.

model aircraft, lhe. Juel-.sffdiff6rknob is in-!he. erigine compart-

thus preventing an excessively rich mixture dur-ing periods of low engine speed. The pump willswitch to lhe allernate flow rate at a throtile settingol approximately 2100 rpm. The up position ofthe auxiliary luel pump switch, labeled HIGH, op-erates the pump at its highest rale. The HIGHposition is used lor engine priming, for vaporpurging during hot weather operations, or lor al-ternate engine operalion if the engine-driven pumpshould malfunction. The swilch is spring-loadedto OFF lrom the HIGH posiiion and must therelorebe held in HIGH when used.

NOTE

lf the auxiliary fuel pump switch is accidenilyturned on with the master switch ON, theengine stopped, and the mixture controlknob not at FULL LEAN, the cylinder intakeports will llood and luelwill drain overboard.

The auxiliary luel pump is not used while theengine is running during normal operations. Withthe auxiliary luel pump and the engine-driven luelpump bolh functioning, an excessively rich luel-air ralio will result.

Manual Primer

A manual primer, located on the left lower switchpanel (figure 1-2), is provided to aid in slartingthe engine. lt sprays luel into the elbows ol lheengine induction manilolds lor improved starts.

Fuel Quantity lndicator

The two electrically operated fuelquantity indica-tors are located on lhe right instrument panel(f igure 1-4). The instruments indicate the fuel inthe tanks lrom empty to lull graduated in quar-ters. The indicators receive their inputs from luellevel lransmitters in each wing lank any time themaster switch is ON.

NOTE

Fuel quantity indicators are accurate onlyin stabilized straight and levetllight.

ELECTRICAL SYSTEM

Electrical energy is supplied by a 14-voll, directcurrent syslem powered by a 60-ampere, engine-driven alternator. A 12-volt bafiery, located alt of

ment and is.adidessible lhrouoh the oila*gesrd6-ir t\**":-

o On 1968 model aircralt, the fuel strainerknob is located on the inslrurnenl panelin lhe lower lelt corner.

Engine-Driven Fuel Pump

The engine-driven luel pump has an aneroid whichprovides aulomatic luel mixture for existing ambientconditions. lt provides a more desirable luel mix-lure control throughoul the operalional range,particularly at low and idle power settings.

The mixture unit is also an integral part of theengine-driven fuel pump controlling fuel llowthrough a mechanical linkage from the mixturecontrol knob.

Should the aneroid in the engine-drivenluel pump lail, it willfailto lhe FULL LEANposition and use of lhe auxiliary luelpumpon LOW accompanied by manual leaningmay be required .

Auxiliary Fuel Pump

An electric auxiliary luel pump supplies luel flowlor starting and lor engine operalion followinglailure ol the engine-driven luel pump and forvapor purging. The auxiliary {uel pump switch(figure 1-2),located on the lelt lower switch panel,is a guarded, three-position, center-ofl switch.The down position, labeled LOW, operates lhepump al one ol two possible speeds dependingon lhrottle position. With the lhroltle al a cruisesetting and the auxiliary fuel pump switch in theLOW position, suff icient luel f low is provided lorcruise llight operation with a lailed engine-drivenluel pump. When the throttle is moved towardsthe idle position, a microswitch is tripped whichcauses the auxiliary luel pump f low raie lo reduce,

ir':Y"'i"%3

1-10

T.0. 1T-41 C-1

FUEL QUANTTY DATA (U.S. GALLONS)

TANK NO.USABLE FUELALL FLIGHTCONDITIONS

ADDITIONALUSABLE FUEL

(LEVEL FLTGHT)

UNUSABLEFUEL

(LEVEL FLIcHT)

TOTAL FUELVOLUME

EACH

LEFT WING

RIGHT WING

1

1

23 gal.

23 gal.

2.5 gal.

2.5 gal.

0.5 gal.

0.5 gal.

26.0 gal.

26.0 gal.

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

lhe rear cabin bulkhead, is used to supply electri-cal power lor starting. lt also serves as an alter-nate source ol electrical power in case ol alter-nator or regulalor lailure.

Power is supplied lo all electricalcircuits througha splil bus bar (figure 1-8). The eleclronic busconlains lhe strobe lighls, VHF radio, VOR re-ceiver, transponder, and lhe pitot heal circuits.The primary bus contains all olher electrical sys-tem circuils. With the masler switch ON, bothsides ol the bus are normally powered. However,when either an exlernal power source is con-nected, or lhe ignition switch is turned to START,a power contactor automatically deactivates lhecircuit to the electronic bus. lsolaiing the elec-lronic circuils prevents lransient vollages lromdamaging the semiconductors in the electronicequipment.

Master Switch

The master switch controls electrical power tothe aircraft electrical syslem. On 1968 model air-crall, the switch is a push-pull lype and is locatedon the lell lower switch panel (ligure 1-2). On1969 model aircrafl, the master switch is a two-piece split switch which should be used as oneswitch during normal operations.

NOTE

On 1969 model aircrafl, the split masterswitch may be benelicial during abnormalsiluations. The lelt switch serves to dis-connecl the alternator while lhe right sidedisconnects the battery.

AmmelerAll aircralt are equipped with an ammeter thatindicates lhe amount ol current llowing either toor lrom the battery. The ammeter is located be-tween the luel quantity indicators on the rightinslrument panel (ligure 1-4). Normally, the am-meler will remain within 0 to +2 needle widths ilthe alternator is operating properly and the bat-tery is in a normal state of charge. Extreme chargeor discharge rates lor any duration are indica-tions ol an electrical system mallunction.

NOTE

A weak battery or a prolonged startingperiod may cause a high ammeter reading.This is normal; however, do not take olluntilthe ammeler is within the normalrangeo[ 0 to +2 needle widths.

External Power Receptacle

A ground service plug receptacle is inslalted topermit lhe use of an exlernal power source lorcold wealher slarting. The receptacle is locatedon the lower lell side ol the engine compartment,behind an access plate. The masler swilch shouldbe ON belore connecling an external power source.

WARNING

Belore starting the engine using an exter-nal power source, be sure thal all groundpersonnel are well clear of the propellerdanger area.

1-1 1

T.O. 1T-41C-1

REGUTATOR rOruRN I EANKTNOTCA'OR

IO FU€L Q{JAXTIWINDICATORS

IO C|GAR UGHTERiltr iiurli?iiciii'ift,qxrnAIEFINATOfi TO LAt{ONG e TAx

^r[a, uoxrs

IO DOtlE LIGHI

IO I}ISTRUM€NI Icof,iP^sg LtGHls

lo lr^vtc rloN LTGHIS

lo rcltmoN srAFrERSWrclr10 wlNG FI.APPOStnOil ftDTCATOR

IO AUXILIAFY FUEL PUMP

TO WilIG FI.AP SYSI€M

TO IRANSPONOEF

TONAVtGAItONuoHT ctncLnrBRE X€F

TO NAVIGATIONSYSTEM

COOE

-t

lo sTFroSE Lr6Ht3

ro vHF colrMuNtc^Tlolt

o ctRcun SREAKEF| rGNlTroltSTARTEFIswTo{O rusr

{* o,ooe

{} cePectroR

UNUS€D clRCU|rAUO AMP BR€AX€R rocAnoN

TO P|IOT HEAI SYST€M

RESISTOR

FEiE;G--GRoUNOijouiifrY SEFVICEconracroR PLUO

1-12

Figure 1 -8. Electrical System Schemalic

Use ol other lhan a 12-volt power sourcemay damage eleclrical systems. Theground service plug receplacle circuit in-corporales polarity protection. Power lromlhe external source will llow only if theservice plug is connected lo lhe aircraltproperly.

Circuit Breakers and Fuses

The majority ol electrical circuils in the aircralt areprotected by "push lo resel" circuil breakers locatedon the lell lower switch panel (ligure 1-2). Excep-tions are lhe external power circuit and the clockcircuit which are prolecled by luses located nearthe battery.

lf a circuit breaker pops oul, it may beresel once il no other eleclrical mallunc-lions exist. ll the circuit breaker pops outalter being reset, do not attempt lo resetit again. Terminale the mission and landas soon as conditions permit.

NOSEWHEEL STEERING SYSTEM

Nosewheel steering is accomplished through useol the rudder pedals. The nosewheel is sleerableup to approximately 10 degrees each side ol neu-lral, aller which it becomes lree wheeling to amaximum delleclion ol 30 degrees right or lelt olcenter when dilf erential braking is used. A shimmydamper is provided to minimize nosewheelshimmy.

BRAKE SYSTEM

The hydraulic disc brakes on the main wheelsare individually operaled by applying toe pres-sure to the upper portion of either set ol rudderpedals. Depressing the pedals activates the brakecylinders, resulting in a braking aclion on lhemain landing gear wheels. A masler cylinder at-tached to each of lhe lelt seal (pilot) pedalstransmits hydraulic pressure to the respective mainwheel brake cylinder, thus applying brakes. Theright seat brake pedals are connected by me-

T.O. 1T-41C-1

chanical linkage to lhe pilot's brake pedals, andpressure applied to the right seat pedals is trans-mitted mechanically to lhe masler cylinders.

ll a sharper lurn is desired than can bemade with the rudder pedal steeringmechanism, use lhe brakes to establishthe rate of lurn desired. While making aturn in this manner, keep lhe inside wheelrolling. Any attempt to pivot lhe aircrallon a locked inside wheel may damage lhewheel, lire or strut. This ii particularlydangerous because the damage may nolbe apparenl. To make sure that the insidewheel rolls, release the inside brake inter-mittently. Apply the brakes smoothly,evenly, and cautiously at all limes.

Parking Brake

The parking brake handle is located beneath theleft lower switch panel (ligure 1-2) and is used loset the brakes. The handle-and-rachet mecha-nism is connected by a cable to linkage at themaster cylinders. Pulling out lhe handle depressesbolh master cylinder piston rods and the rachellocks lhe handle in this position until lhe handteis.lurned and released. To set the brakes, pullthe parking handle out and turn il to the 6 o'clockposition. To release the parking brake, rotate thehandle 90 degrees clockwise to the 9 o'clockposition and let it return to the original retractedposition.

WING FLAP SYSTEM

The wing llaps are electrically operafed and arecontrolled by a three-position switch on the rightlower switch panel (figure 1-3). This swilch, spring-loaded to the olf position, controls an eleclricmotor that raises or lowers the llaps by means ofcables and push-pull rods. The motor is protectedlrom shorts and overheal by a circuit breakerlocated on the circuit breaker panel. The electri-cally-operated llap posilion indicator is calibratedin degrees ol llap extension lrom 0 to 40 de-grees.

1-13

T.O. 1T-41 C-1

Holding lhe wing llap switch in the lull upor down posilion lor extended periods maycause the llap molor lo overheat and thecircuit breaker to pop.

FLIGHT CONTHOL SYSTEM

The aileron, elevator, and rudder control syslemsare comprised ol push-pull rods, bellcranks, cables,and pulleys. The aileron and elevalor systemsare connected lo the conlrol wheel. The ruddersystem is connected to the rudder pedals.

Properly adjusted conlrols, when operaled, movein the correct direction, are lree ol binding, anddo not require excessive lorce for application.

Excessive lorce or abrupt control inputsmay cause control system damage.

Trim System

A trim lab is provided on the trailing edge ol theright elevator to reduce control wheel lorces andlo allow hands-olf llight at normal airspeeds. Anelevator trim wheel, mounled in the cenler ped-estal (ligure 1-4), provides manual adjustment ofthe trim lab. The trim wheel and the adjacentpointer are labeled trom top lo botlom, NOSEDOWN, TAKEOFF, and NOSE UP. The pointerindicates the elevator lrim position. Forward rotationol the wheel provides nose-down trim. Aft rotationprovides a nose-up setting. Positioning the pointerabeam lhe white marker at the TAKEOFF labelprovides the normal takeolf trim setting.

Control Lock/Gust Locks

When lhe aircrall is on lhe ground unattended, aconlrol lock is used lo lock the elevalor and aileronconlrol syslems to prevent damage lrom windgusts. The lock is designed to engage a hole inthe pilot's conlrolwheel shalt and instrument panelmounted bracket. A llag on the end ol the controllock covers lhe ignition switch to warn againststarting lhe engine with the lock installed. Therudder is protected lrom minor bulleting by thelinkage between lhe nosewheel and rudder syslem.

Exlernal gust locks are also provided lor allllightcontrol surlaces lor use when slrong winds areexpecled.

Crew members should be sure the controlwheel is properly positioned prior to in-slalling lhe conlrol lock. On 1969 modelaircralt, the controllock should be removedprior to installing the gust lock on the el-evator.

STALL WARNING HORN

The stall warning horn is a pneumatic device,aulomatically activated by diflerential air pres-sure. The system includes an opening in the leadingedge ol the lelt wing, lor sensing pressure, and areed type horn located in lhe upper lett side ofthe cabin. As the wing approaches a stall, airllowover lhe wing creates a low pressure condition inthe area ol the wing opening. This condition causesair to be drawn lrom the cockpit through the horn,resulling in an audible warning at airspeeds 5 lo10 mph above the stall in all contigurations.

INSTBUMENTS

The lollowing paragraphs cover only those in-strumenls which are not part of a complete sys-tem such as the luel system, engine, etc. Thellighl instruments consists ol an airspeed indica-lor, vertical velocity indicalor, altimeter, turn-and-slip indicator, attitude indicator, heading indicator,magnetic compass, and clock. All llight instru-ments are located in the left instrumenl paneldirectly in fronl ol the pilot (ligure 1-4), exceptthe magnetic compass which is located on thetop ol the dash panel.

Pitot-Static System and lnstrumentsThe pitot-static system suppties air pressure tooperate the airspeed indicalor. The static portionof lhe system supplies the operating pressureslor the vertical velocity indicator, allimeler, andairspeed indicator. The pitot-static system iscomposed of an electrically heated pitot tubemounted under the lelt wing, two exlernal staticporls, located on either side ol lhe aircralt luse-lage, and lhe associaled plumbing necessary toconnecl the inslruments to their sources.

1-14

Pitot Heat

A push-pullpitot heat swilch, labeled PITOT HEAT,is localed on lhe lelt lower swilch panel (figure1-2').

When the switch is placed in the ON position, lhepitot tube is electrically heated. Pitot heat is pro-vided lor llight in areas of visible moislure.

WARNING

The pilot tube becomes very hot wilhoutcooling airflow. To prevenl burn injury toground personnel, the pitot heat switchshould be OFF during ground operalions.

Airspeed lndicator

The airspeed indicator is operaled by pitot andstatic pressures sensed by the pitot-static sys-tem. Airspeed is indicated in miles per hour.

WARNING

Slips may result in airspeed errors. Also,large errors in indicated airspeed will oc-cur near stalling speed.

Vertical Velocity lndicator (VVl)

The vertical velocity indicalor depicts aircralt rateol climb or descenl up to 2,000 leet per minute.The pointer is actuated by an almospheric pressurechange sensed lhrough the static ports.

WARNING

The pointer does not stop at the 2,000 ft/min rate ol dellection. A climb in excessof 2,000 lt/min could be indicated as adescent on lhe VVl, and vice versa.

Altimeter

The altimeter is a barometric type instrument whichoperates on static pressure. A baromelric pres-sure sel knob on lhe lower lell corner ol the

T.O. 1T-41 C-1

indicator provides adiustment of the barometricscale lor changes in atmospheric pressure. Theshort needle indicates thousands ol leet whilethe long needle indicates hundreds ol leet.

Turn-and-Slip lnd icatorThe lurn-and-slip indicator is composed of a lurnneedle and an inclinometer. The principal lunc-lions ol lhe turn-and-slip indicalor are lo providean alternale source of bank control, and to indicaterudder coordination. The turn needle, driven byan electrical gyro, indicates lhe rate ol headingchange and direction ol turn. The inclinometer, aball in a liquid lilled glass tube, indicales coordi-nalion. Gravily and centrilugal lorce acl on theball. When the aircralt is in coordinaled llight, lheball willbe cenlered.

Vacuum System

Suclion to operate the heading indicator and atti-tude indicator gyros is provided by an engine-driven vacuum pump. The vacuum pump ismounted on the engine accessory case. A suc-lion reliel valve is used lo controlsystem pressure.The suction gauge, localed on the right instru-menl panel (figure 1-4), is calibrated in inches olmercury and indicales the suction available loroperation ol the altitude and heading indicalors.

NOTE

System leaks or other mallunctions maybe indicated by abnormal suction gaugereadings and may cause incorrect indica-tion of attitude and heading.

Attitude lndicatorThe vacuum-powered altitude indicator gives agyro stabilized visual indication ol aircralt atti-tude. The indicalor is reliable lhrough 60 degreesol climb and dive and 100 degrees ot bank. Bankis presenled by a bank pointer relative lo a bankscale. This scale is marked with degree indices.

The horizon bar provides sensitive relerence neara level llighl altitude. A pitch trim knob is includedto adjusl the miniature aircrall in relation lo thehorizon bar. A caging knob lacilitates rapid manualerection ol the gyro. lf it is necessary to uncagethe gyro in llight, the aircrall should be straight-and-level. On 1969 model aircralt there are noprovisions lor caging the attitude indicator.

1-15

T.O. 1T-41C-1

Heading lndicator

The vacuum-powered heading indicator displaysaircralt heading. The indicator is reliable through55 degrees ol dive, climb, and bank. On 1968aircrall, a caging knob allows caging ol the gyroduring maneuvers beyond the limits ol the gyro.On 1969 model aircraft lhere are no provisionslor caging the heading indicator.

Magnetic Compass

A magnetic compass is centrally mounted on topol the glare shield. The compass is liquid filled,free lloating, and reliable only in straight-and-level unaccelerated llight.

NOTE

Use ol the landing/taxi light causes erro-neous indications in the magnelic compassdue to lhe creation of an eleclromagneticfield. Do not use the magnetic compass loreset the heading indicator when the land-ing/taxi light is on, or when headsels areplaced near the magnetic compass.

Clock,

The clock is electrically operated and is on at alllimes. The setting knob is located on lhe lowerlelt side ol the instrument Panel.

COMM UN ICATIONS/N AVIG ATIONEQUIPMENT

lnterphone System

The inlerphone system consists of microphonebullons, located on each conlrol wheel, andheadsets. On lour-seal aircralt, a third interphoneheadset is provided lor use by a rear seat pas-sefiger. The system allows unreslricled commu-nication within the aircraft communication beyondthe aircraft by integration with the radio equip-ment, and monitoring ol radio and NAVAID sig-nals. The syslem is powered by the electricalsystem and is activated by the radio lunction switch.

NOTE

The only volume controlon the interphone.syslem is on the headset. Transmissionvolume can be adjusted only by varyingthe distance between the microphone boom

1-16

and your mouth. Headset volume shouldbe set prior to adjusting radio volume.

Overhead Speaker System

An overhead spoaker and hand-held microphoneare provided should the headsets syslem lail.The microphone is stored in the map case on lheright inslrumenl panel. A jack to plug in the mi-crophone and a toggle switch lo lurn on lhe over-head speake( arc located on the right side ol thecenter pedestal. The toggle switch, when placedin lhe up position, activates the speaker.

NOTE

Feedback through radio and/or interphonemay be heard il the headset is used orplugged in when lhe overhead speakerswitch is lurned on.

VHF Radio

A Narco Com 120 lransistorized radio providesVHF communications capability (figure 1-9). Theradio has line-ol-sighl receplion and provides voicelransmission and reception on 720 lrequenciesin the range ol 118.000 to 135.975 MHz by0.025 MHz increments. The large control knobson eilher side ol the lrequency readoul windowcontroIfrequency selection. To activate lhe radio,turn lhe lunction switch clockwise to ON.

NOTE

No warmup time is required lor the Com120 radio due to its 100 percent solidslate design.

To test the radio, rolale the lunction switch clock-wise lo TST. This position disables lhe unit'saulomatic squelching circuitry and allows thecharaclerislic "rush sound" ol unsquelched re-ceiver audio lo be heard. The "rushing sound"indicates electrical power is present and key ele-ments are operaling properly. Volume is controlledby a small knob marked VOLUME. Rotating theknob clockwise will increase lhe volume andcounterclockwise will decrease the volume. Thesmall amber lighl, localed below lhe lrequencyreadoul window, is a lransmit-monitor light andilluminales when the lransmitter is activated Thelight varies in brightness lo indicale transmillerstrength.

VOH Receiver

A Narco Nav 121 transistorized VOR receiverprovides VOR navigation capability (figure 1-10).The VOR unit has line-of-sight reception and maybe tuned in the lrequency range ol 108.00 to117.95 MHz by 0.05 MHz incremenls. The con-centric knobs, in lhe lower righl corner ol theinstrument, control the lrequency selection.

To activate the unil, turn lhe function knob, lo-cated in the upper right corner ol lhe inslrument,clockwise until it clicks on.

NOTE

No warmup period is required lor lhe Nav121 unit due to its 100 percent solid statedesign.

To identily a VOR slalion, pull out the functionknob and rotate il clockwise untillhe audio signalcan be heard.. To select a VOFI course, rotate theknob in lhe lower lelt corner of lhe instrumentuntilthe desired course appears beneath lhe ver-lical index line, located at the 12 o'clock positionon the instrument. The course devialion lrom theselected couise, appearing under the vertical in-dex. A TO/FHOM indicator shows whether theselected course, il flown, would take the aircraltto or lrom the station.

NOTE

A red llag labeled NAV will appear inplace of lhe To/FRoM if :

I The course selecled is perpendicularto the course to the slation.

O Signal reception is too weak.

O The aircraft f lies over the station (duringstation passage).

I The Nav 121 unit is turned olf .

To lest lhe unit, selecl a nearby VOR station,rolale lhe course selection knob until either 0degrees or 180 degrees is under lhe vertical in-dex, then push the course selection knob in andhold it lor a few seconds. The course devialionindicalor needle should center and the TO/FROMindicator should show TO if 0 degrees was se-lecled or FROM il 180 degrees was selecled.

T.O. 1T-41C-1

Transponder

A Narco AT 150 lransistorized transponder pro-vides positive radar idenlification lo ground agen-cies and is capable of responding to interroga-lions on any ol 4096 codes (tigure 1-11). Thesecodes are selected by rotating the lour, eight-position code selector knobs.

A live-position, rotary lunclion switch aclivalesand conlrols unit operation. The live positionsare:

OFF. Turns oll all power to lhe lransponder.

SBY (Standby). Turns the transponder on lorwarmup but does not reply to any interroga-lions. (Warmup requires 20 seconds.)

ON. The transponder will respond to any inter-rogation.

ALT (Altitude). Operates the same as the ONmode. Allilude reporting Mode is operalional.

TST (Test). Causes an internal test signal tobe generated which illuminates lhe reply lamp.This position is spring-loaded to ALT.

The IDENT push-butlon is used to reply to anagency when asked lo "Squawk lDENT." Momen-tarily depressing lhe bulton will activate a specialsignal lor approximately 20 seconds and will illu-minate the reply lamp, located within the IDENTpush-bulton, lor the duration of the special sig-nal. During normal operalion, the reply lamp willblink whenever the transponder is being interro-gated. Rolate lhe button to control reply lampbrightness.

LIGHTING

All exterior and interior lighting is conlrolled lromwithin the cabin. Exterior lighting equipment con-sists ol navigalion lights, landing and taxi lights,and strobe lights. The switches tor these lightsare located on the lelt lower switch panel be-neath the conlrol wheel (figure 1-2), and are olthe pull-on, push-off type. lnterior lighting is com-posed ol inslrument and radio control panel lightsand a cabin dome light. The switches lor theinlerior lights are located on the ceiling console.

Navigation Lights

Convenlional red (left), and green (right), naviga-tion lights are mounted on the wingtips. A white

1-17

T.O_ 1T-41C-1

1. Course Selector/Test Knob2. Course Deviation lndicator3. Vertical lndex Line4. Function Switch

1.

2.3.

Volume ControlFrequency Selector (Whole MHz)Transmit lndicator

Figure 1-9. VHF Radio

Frequency Selector (.X MHz)Frequency Selector (.OXX MHz)Function Switch

TO/FBOM lndicatorFrequency Selector (Whole MHz)Frequency Selector (.XX MHz)

4.5.6.

5.b.7.

coH I

". 1l ,,i"-(o\' . I ., ,, ,,,,t,,ri

I-,,rrro /h ooa. ', :

, 11d50'..' lifi

1-18

Figure 1-10. VOR Receiver

<> xAncoArl50Tso

1.2.3.

Funclion SwitchIDENT Push-Button/Repty LampCode Selectors

Figure 1 -1 1. Transponder

WARNING

T.O. 1T-41C-1

navigation light is mounted on the upper alt por-tion of lhe verlical stabilizer.

Landing and Taxi LightsLanding and taxi lights are located in the leadingedge ol the lell wing. The taxi light is locused toprovide illumination ol lhe area forward of theaircralt during ground operalion and taxiing. Thelanding light is locused to provide illuminationforward and downward during takeofl and landing.Pulling the landing/taxi light switch out one clickturns on the taxi light, while pulling it out all lheway illuminates both the landing and the taxi lights.Both lights are high inlensity and require coolingairllow lor continuous operalion.

Excessive use of lhe landingitaxi lighls,while on the ground may damage lhe pro-leclive lenses.

Strobe LightsA strobe light is located in each wingtip next lothe position light and on the top ol lhe verticalstabilizer.

The strobe lights produce intense lighl. and heat. Do not look direcily.into operat-ing lights, or louch bulbs during or imme-diately aller operation.

lnterior Lightinglnterior instrumenl and radio lighting is controlledby a rheostat located above the leats on lhecabin ceiling. The rheostat on the right side controlsinslrument lights; the rheostat on the left sidecontrols radio lighting. The cabin dome tight islocated behind lhe rheostal unit and is controlledby an on-olf swltch located adjacent lo lhe light.

CABIN HEATING AND VENTILATIONSYSTEM

Cabin heat, defrosting, and venlilation are pro-vided by manilold heaters, ducting, and vaiveswhich allow the entry ol heated or unheated air tolhe cabin. The cabin heat knob, located on lheright lower switch panel (ligure 1-3), controts lheamounl ol heat supplied to the cabin. The lull out

1-19

T.O. 1T-41C-1

position provides maximum heating and defrosl-ing. The cabin air knob (ligure 1-3), controls theamount ol lresh air entering lhe cabin lrom theair scoop door on lhe forward right side ol theluselage. The lullout position provides maximumlresh air. Separate adjustable venlilalors neareach upper corner ol lhe windshield supply addi-lionallresh air.

WARNING

The exhausl syslem is subject to crackingand deterioralion. ll lhe cabin heat is usedand lhe exhaust heat exchanger is defec-live, carbon monoxide will enter the cabin.Do not use cabin healing without cabinair or venlilators open lo supply a sourceol lresh air.

Carbon Monoxide Detector

A small carbon monoxide deteclor is located onlhe center pedestal (figure 1-4). On lhe lowercenler ol the deteclor is an indicator that is sen-sitive to carbon monoxide. ll carbon monoxide isintroduced into the cabin, lhe indicator will darken.

WARNING

Should the indicator on lhe carbon mon-oxide detector become dark, proceed wilhthe Smoke and Fume Elimination procedurein your checklist.

CABIN DOORS

Cabin doors are located on each side of the cabin.They incorporale an exterior door handle, inleriorthree-position door handle (open, closed, locked),and a door stop mechanism. The lelt door has amovable window. The right door has a lixed win-dow.

Cabin Door Movable Window

The movable window in the left cabin door ishinged at the lop. The window is secured by alatch handle located on lhe bottom edge. Whenlocking the window, the button should pop out asthe latch handle is rotated to the closed position.

1-20

l$*--**ti caurron I

Unlocking the window without depressingthe button will cause internal damage lothe latch.

SEAT OPERATION

The seats are lore and alt adjustable, with manu-ally operated reclining seat backs. The lore andall adjustment levers are localed under lhe leltlront ol each seat. On 1968 model aircrall, themanual releases lor the seat backs are locatedon lhe right rear corner of each seat. On 196gmodel aircraft, lhe release lor lhe seat back islocated under the right lront ol each seal. Flollerspermit the seats to slide fore and all on sealrails. Pins which engage various holes in the seatrails lock lhe seats in the selected positions. Aseat stop limits travel ol lhe lelt seat.

SEAT BELTS AND SHOULDER HAR.NESSES

Seat belts and shoulder harnesses are providedlor bolh tront seats. The rear seat, on four-seatmodels, is equipped with seat belts only. Theshoulder harnesses are attached to cables whichare routed to inertia reels located on lhe cabinside walls just alt ol the rear door posts nearlloor level. A lwo-position conlrol lever is mountedon 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 isplaced in lhe AUTOMATIC position, the shoutderharnesses will permit lree movement lore andafl, as long as a sudden lorward movemenl is notatlempted. Sudden lorward movement will locklhe inerlia reel and permit only alt movement. Tounlock lhe reel, the conlrol lever must be cycledto MANUAL, lhen back to AUTOMATIC. Placinglhe control lever in lhe lorward posilion, labeledMANUAL, will lock the shoulder harness at theexisting position. With the conlrol lever in theMANUAL position, the inertia reel will allow altmovemenl only.

NOTE

Seat adjustmenl may be diflicult it theseat belts and shoulder harness are tight-ened prior lo adjusting the seat.

SECTION II

T.O. 1T-41C-1

NORMAL PROCEDURES

2-12-12-22-42-42-62-62-62-B2-92-92-9

2-102-102-102-122-'t32-142-'t42-142-15

Table of Contents

lntroductionlnterior lnspectionExterior lnspectionBelore Starting EngineStarting EngineBefore TaxiingTaxiingBefore TakeolfTakeoffAlterTakeoll ...ClimbsLevelOllBelore DescentApproach to FieldBelore LandingLandingGo-Around..:...Touch-and-go Procedures . .

AlterLanding...Engine ShutdownBefore Leaving Aircralt

INTRODUCTION

Visual inspection ol the aircralt is a very importantpart of each mission. Stari your prellight inspec-tion as you approach the aircraft. Look at the overallaircralt condition, chocks, tiedowns, and any un-usual wet spots under the aircralt which may indi-cate leaks. Look at the proposed taxiing routes forany possible obstruction such as ground repair work,lire exlinguishers on the ramp, or other equipmentthat could cause a taxi accident.

The checklist outlines procedures bul never takesthe place ol good judgment. Checklist items pre-ceded by an asterisk (.) are challenge responseitems.

INTERIOR INSPECTION

1. AFTO Form 781 - CHECK

The AFTO Form 781 is the oflicial log o'f

aircraft operation, refueling, and mainte-nance. Do not accept an aircraft unlessthe Form 781 properly indicates the aircraltstalus and that the aircraft has been clearedfor llight.

2. Required Publications- ON BOARD.

3. Parking Brake - SET.

4. Control Lock - REMOVE.

Allowing the conlrol wheel lo slam lor-ward when removing the control lock couldcause damage to the controls and/or in-slrument panel.

5. Master Switch - OFF.

6. lgnition Switch - OFF.

A worn switch may appear to be oll whenit is not. Physically ensure the switch is inthe ofl detent.

7. Auxiliary Fuel Pump Switch - GUARDED.

B. Primer- LOCKED.

9. FuelShutoff Knob - lN.

2-1