Cessna USAF Series Technical specifications

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
.1 5 SEPTEMBER 1990
AiR FORCE 13 Hav 91 / 865 CHANGE 115 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 DESTROY SUPERSEDED PAGES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
No. *Change
No. Page
No. *Change
No. Page
No. .Change
No.
'Zero in this column indicates an original page.
A Change 1

Tech n ical Orde r lEq u ipment
Co nf ig u ratio n Status Record
T"O. 1T-41C-1
cl(Cl Blank)

I
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
Change t i

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
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Number Date Disposition
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SECTION
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IV
V
VI
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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.. '...4-1
Opgrating Limitations r r r r . r r' r,, . .5-1
Flight Characteristics .. !... r.. r...6--l
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
Figure
I
1-1
1-2
1-3
1-4
1-5
1-6
1-7
1-B
1-9
1-'t0
1-11
2-1
z-z
2-3
3-1
3-2
5-1
co
J'L
5-3
5-4
5-5
5-6
5-7
6-1
6-2
A1-1
A1-2
A1-3
A1-4
A1-5
A1-6
A1-7
A1-8
41-9
A1-10
A1-1 '1
A1-12
A1-13
A1-14
A1-15
A1-16
A1-17
A1-18
iv
LIST OF LLUSTRAT ONS
Title
The T-41 C Aircraft
Prinicpal Dimensions
Lelt Lower Switch Panel
Right Lower Switch Panel
Cockpit Forward View .
Oil System Schematic
Fuel Syslem Schemalic
FuelQuanlity Dala (U.S. Gallons) . . .
Electrical Syslem Schematic
VHF Radio
VOR Receiver . .
Transponder
Exterior lnspection
Page
ix
1-2
1-3
1_3
1-4
1-8
"l -o
1-1 1
1-12
1-18
1-18
1 -19
1-J
2-7
Wind Direction . .2-11Tralfic Patlern
Maximum Glide .
Typical Forced Landing Pattern
Airspeed Limitations Gauge
OilTemperaturecauge... 5-2
Oil Pressure Gauge 5-2
Tachomeler .... 5-2
Fuel Flow lndicator 5-3
Fuel Quantitylndicator.... 5-3
Suction Gauge 5-3
Stalling Speeds (2200 Pounds Gross Weight 6-1
Stalling Speeds (2500 Pounds Gross Weight) 6-1
Airspeed Conversion Chart A-2
Airspeed Correction Table A-3
T-41C Airspeed correction Chart A-3
Weight and Balance Chart A-4
Center of Gravity Moment Envelope A-5
Loading Graph A-5
Takeof I and Landing Crosswind Chart 4-6
Take-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-9
Maximum Rate-ol-Climb Data, T-41D Model A-9
Cruise Performance (2500 feet) A-10
Cruise Perlormance (5000 f eet) A-11
Cruise Performance (7500 leet) A-12
Cruise Perlormance (10,000 feet) . A-13
3-4
3-7
5-1

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,
i
l
l
1
1
I
I
t
I
I
It,
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I

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.
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,
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 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.
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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
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 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.
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.
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.
t\/AEINING
vilt

T.O. 1T-41C-l
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Figure 1 . The T-41C Aircraft
ix/(x Blank)

SECTION I
T.O. 1T-41C-1
DESCRIPTION AND OPERATION
Table of Contents
The Aircrafl
Engine
Fuel lnject
Propeller ion/Air lnduction System
Engine lnstrumenls
Oilsystem
Fuel System
Electrical System
Nosewheel Steering System
Brake System
Wing Flap System
Stall Warning Horn
Flighl ControlSystem
1-1
1-1
1-2
1-5
1-6
1-7
1-7
1-10
1-13
1-13
1-13
1-14
1-14
1-14
1-16
1-17
1-19
1-20
1-24
1-20
lnstruments
Commun
Lighting ications/Navigalion Equipmenl
Cabin Heating and Ventilation System
Cabin Doors
Seal Operation
Seat Bells and Shoulder Harnesses
THE AIRCRAFT
The T-41C, designed and manufactured by Cessna
Aircrafl Company, is an all melal, single-engine,
strul-balanced, high wing monoplane. Dislin-
guishable leatures of the aircraft are its single
engine placed lorward on lhe fuselage centerline
and lixed tricycle landing gear. The propeller is
all metal, fixed pitch, and designed for best climb.
Aircralt are generally conligured with two lorward
side-by-side seals with lhe capability of conver-
sion lo lour-place seating. On T-41D aircrafl, lhe
T-41D has the same characterislics as T-41C.
The T-41D has a variable pitch propeller which
improves 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 normal
and utilily categories. Maximum gross weights
are as lollows:
Normal ......2,500 lbs
Utility .2,200 lbs
[lNormal ...2,550tbs
lluritiry .....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. As
an inlernal combustion engine, power to turn the
propeller is derived lrom lhe ignition ol luel and
air in the six cylinders. Spark to ignite lhe luel
and air is provided by two magnetos and is con-
trolled by the ignition switch. The ratio ol luel and
air ignited in ihe cylinders is determined by atmo-
spheric pressure (see engine-driven luel pump)
and lhe posilion of the throttle and mixture knobs
in the cockpit.
Change 1 1-1

T"O. 1T-41C-1
lgnition System
Anytime the engine is lurning, ignition is supplied
by two magnetos. Each magneto supplies power
to its associated set ol spark plugs. The magne-
los are engine-driven and self-contained. They
are independent ol the aircralt electrical system
and ol each other. Magnelo operation is checked
as oullined in Section ll, Belore Takeoll Check.
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
are for checking the magneto system or emer-
gency purposes only. The position ol the ignition
switch determines which portions of the system
are operating.
Starting System
Electrical power lor energizing the starter may be
supplied by the aircrafl ballery or an external
power source. When the ignition switch is turned
to the spring-loaded START position (with the
master switch ON) the slarter solenoid closes
allowing voltage to llow lo the starter molor,
cranking the engine. As lhe switch is released, it
automalically relurns to lhe BOTH position.
Release the starter as soon as the engine
lires. Never engage lhe starter while the
propeller is turning. Do nol operate lhe
starter molor more lhan a tolalol30 sec-
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
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.
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.
1-2
rMrxlmum h.lghl ol ri.plmr
wlh norr g.rl dlpr.trad.
PRINCIPAL
DIMENSIONS-
Figure 1-1. Principal Dimensions

1. FUEL STRAINIER KNOB
2. MASTER SWITCH
3. AUXILIARY FUEL PUMP SWITCH
4. STROBE LIGHT SWITCH
5. PITOT HEAT SWITCH
6. NAVIGATION LIGHT SWITCH
7. LANDING/TAXI LIGHT SWITCH
B, MANUAL PRIMER KNOB
9. IGNITION SWITCH
10. FUEL SHUTOFF KNOB
11. PARKING BRAKE
12. FLAP CIRCUIT BREAKER
13. CIRCUIT BREAKERS
T.O. 1T-41 C-1
Figure 1-2. Lelt Lower Switch Panel
1.
2.
3.
THROTTLE
FUEL MIXTURE KNOB
CABIN AIR KNOB
4. FLAP SWITCH
5. CABIN HEAT KNOB
Figure 1-3. Right Lower Switch Panel
1-3

T.O. 1T-41C-1
8@
1.
2.
3.
4.
5.
6.
7.
MrKE BUTTON (ON YOr(E)
CLOCK
ALTIMETER
AIRSPEED INDICATOR
TURN & BANK INDICATOR
DIRECTIONAL INDICATOF
VERTICAL VELOCITY
INDICATOR
TRAhISPONDER
MAGNETIC COMPASS
FREQUENCY PLACARD
CARBON MONOXIDE
DETECTOR
RADIO
FLAP INDICATOR
FUEL FLOW INDICATOR
FUEL OUANTITY
INDICATOR
18. TACHOMETER
19. AMMETEB
20. SUCTION GAUGE
2'1. OIL TEMPERATURE
INDICATOR
22. OIL PRESSURE
INDICATOR
23. AUXILIARY MIKE JACK
24. 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 and
air conlrol unit. Air enters the f uel-air control unit
lrom the air litl-er. Alternalively, if the air lilter
becomes clogged, suclion from the engine opens
a spring-loaded door, permitting air to be drawn
lrom the engine compartment inlo the system.
The lhrotlle simultaneously controls the luel and
air valves in lhe fuel-air control unit delivering
the correcl ralio of luel lo the fuel distributor and
air into the air induction manifold. At the fuel
distributor, luel is evenly distributed lo the cylinders
lhrough the luel injection nozzles. Air lrom the
induction manifold enlers lhe cylinders lhrough
the intake valves. Fuel injection nozzles and the
intake valves are installed on the lop side of the
cylinders. Drain lines are inslalled on lhe boilom
of lhe intake ports lo drain any luel which may
accumulale during engine shutdown or priming.
Propeller
[l fn" aircralt is equipped wirh an ail metat,
two-bladed, conslanl-speed, governor regulated
propeller. Propeller operation is controllable by
means of a propeller control knob which is me-
chanically linked to the engine-driven propeller
governor on the engine. A setting inlroduced inlo
lhe governor establishes the engine speed to be
maintained, and the governor then controls llow
of engine oil, boosted to high pressure by the
governing pump, to or lrom the piston in the pro-
peller hub. Oilpressure acting on the piston lwists
the blades toward high pitch (low RPM). When oil
pressure 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 keeps
the blade angle adjusted lor maximum efficiency
lor mosl conditions encountered in llight. During
lakeofl, when maximum power and thrusl are re-
quired, the conslant-speed propeller is at a low
propeller blade angle or pitch. The low blade angle
keeps the angle ol attack small and eflicient with
respecl to the relative wind. At lhe same lime, it
allows lhe propeller to handle a smaller mass ol
air 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 given
time. The high RPM also creales maximum thrust;
for, although the mass of air handled per revolulion
is small, the number ol revolutions per minule is
many, the slipstream velocily is high, and wilh
the 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 changes
to a higher angle (or pitch). Again, the higher
blade angle keeps the angle of attack small and
elficient wilh respect to the relative wind. The
higher blade angle increases lhe mass ol air
handled per revolution. This decreases the en_
gine RPM, reducing luel consumption and engine
wear, and keeps lhrust at a maximum.
After the takeolt climb is established the pilot
reduces the power output of the engine to climb
power by lirst decreasing lhe manilold pressure
and then increasing the blade angle lo lower lhe
RPM.
Al cruising altilude, when lhe airplane is in level
llight and less power is required than is used in
lakeofl or climb, lhe pilot again reduces engine
power by reducing the manifold pressure and lhen
increasing lhe blade angle lo decrease the RpM.
Again, this provides a lorque requirement lo malch
the reduced engine power; lor although the mass
of air handled per revotulion is greater, it is more
than ollsel by a decrease in slipstream velocity
and an increase in airspeed. The angle ol attaci<
is still small because the blade angle has been
increased wilh an increase in airspeed.
The T-41C with its lixed-pitch propeller has onty
one main power control - the throttle. ln lhat case,
lhe setting ot the throtile wilt control both the
amount of power and the propeller or engine BpM.
[lUanitotd pressure & Engine RpM
On the other hand, the T-41D with its constant_
speed propeller has lwo main power controls -
the throttle and the propeller conlrol. The throlile
controls the engine's power output which is indi_
rectly indicated on lhe manilold pressure gauge.
The propeller control changes the pitch ot ine
propeller blades and governs the RpM which is
indicated on lhe lachometer. As lhe throille sefling
(manifold pressure) is increased, lhe pitch angli
ol the propeller blades is automalically increased
lhrough the action of the propeller goveinor syslem.
This increase in propeller pitch proportionalely
increases the air load on the propeilei so that the
RPM remains constanl. Conversely, when lhe
throttle seiling (manilold pressure) ii decreased,
lhe pitch angle of the propeiler blades is auto-
matically decreased. This decrease in propeller
pitch decreases the air load on lhe propelier so
that the RPM remains constant.
1-5

T_O. 1T-41C-1
For any given RPM, lhere is a manifold pressure
lhat should nol be exceeded. lf an excessive
amount of manilold pressure is carried lor a given
RPM, the maximum allowable pressure within the
engine cylinders could be exceeded, placing undue
stress on lhem. lf repealed too frequenily, lhis
undue slress could weaken the cylinder compo-
nenls and eventually cause engine structural f ail-
ure.
ln order to avoid conditions that would possibly
overstress the cylinders there must be a constant
awareness ol the tachomeler indication, espe-
cially when increasing lhe throtile setting (manilold
pressure). The combination to avoid is a high
throttle selting (mani{old pressure) and low RpM.
WARNING
Except during fuil throtile/prop FULL lN-
CREASE operations such as takeolfs and
go-arounds, never allow manifold pres-
sure to exceed engine RpM.
When both manifold pressure and RpM need to
be changed signif icantly, lhe pilot can further help
avoid overstress by making power adjustments in
lhe proper order. When poweF settings are being
decreased, reduce manifold pressure be{ore RpM.
When power settings are being increased, re-
verse the order - increase RpM f irsl, then manifold
pre ssu re.
lf RPM is reduced before manifold pres-
sure, manilold pressure will aulomalically
increase and possibly exceed the
manufacturer's lolerances.
ENGINE INSTRUMENTS
[lManifotd Pressure Gauge
The left half of a dual indicating instrument lo-
cated on the right side of the panel indicates
induction air manifold pressure in inches ol mer-
cury. Manifold pressure is controlled by the throtile.
Fuel Flow lndicator
Fuel llow is indicaled by llie right half of a dual
indicating inslrument located on the righl side of
lhe panet. lt is a direct reading fuei pressure
gauge, calibrated to indicate approximate gallons
Bg lorl of tuet being metered to the engine.
!31. Fuel.f low wiil vary wilh throtile and propeiler
settings, but cruise luel llow can be set with the
mixture conlrol knob.
WABNING
ll the luel llow gauge malfunctions, luel or
luel lumes may enler the cockpit.
Cylinder Head Temperature
The cylinder head temperalure gauge located on
the right side of the instrumeni panet indicates
number 3 cylinder head temperaiure in degrees
Fa.hrenheit. The gauge is conlrolled by an eleclri_
cal-resistance type lemperature bulb which receives
ils power f rom lhe aircrafl electrical system.
[leropetter Controt Knob
Control of engine RpM is accomplished by op_
eralion ol lhe propeller conlrol knob next to lhe
throtlle. Ptacing the knob in lhe fullforward position
decreases lhe blade angle and provides the highest
RPM setting. Moving the conlrol knob aft pro_
gressively increases the propeller blade angle
and decreases engine RpM. Moving the control
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
large.or rapid changes are required, depress the
lock butlon on lhe control knob and position lhe
control lorward or aft as required.
Tachometer
The lachomeler is a mechanical indicator driven
by a llexibte shafi connected to lhe oil pump
shalt. The iachomeler indicales engine speed in
RPM X 100 (e.9., 12 = 1200 RpM) .
Oil Temperature Gauge
The oil temperalure gauge is located on the righl
side 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 lhis
expansion.
Oil Pressure Gauge
A direct-reading gauge displays oil pressure in
psi. lt is located adjacent lo the oil lemperature
gauge on the right instrumenl panel (ligure 1-4).
WARNING
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
correct lhe problem. However, be watchlul
for other signs ol engine problems. ln
any case, declare an emergency and land
as soon as practical.
OIL SYSTEM
Oil lor engine lubricalion and cooling is supplied
by a wet sump pressure splash gravity relurn
syslem. The capacity of the sump is 10 US quarts.
Oil is drawn lrom the sump through a low pressure
lilter screen inlo the engine-driven oil pump. A
pressure reliel valve in line lrom lhe oil pump
automalically regulates pressure belween 30 and
75 psi. When this valve opens it ports oil back to
the 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. The
lhermostat opens and allows oil to bypass the oil
cooler when the oil is cold. When the oil is hot,
lhe lhermostal closes causing the oil to be lorced
through radialor passages in the oil cooler, lhus
controlling engine oil temperalure. Oil is then cir-
culaled lo various engine parts lor lubrication
and returned to the sump by gravity f low.
The engine uses mineral oil lor the lirst 100 hours
to ensure better engine break in. After this break
in period, lhe mineraloil is replaced with detergent
oil. A while oil liller cap identifies an engine with
mineral oil, a yellow liller cap indicates detergent
T.O. 1T-41C-l
oil. An oil liller cap is located on the top side of
the engine. The oil dipstick is located on the lefi
side of the engine just above lhe oil cooler. Both
the liller cap and the dipstick are accessible lhrough
the oil access door on he engine cowling.
FUEL SYSTEM
Fuel is supplied to lhe engine lrom two 26-gallon
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
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).
To prevent wear of the cable assembly,
and lo prevenl a partially closed position
ol the luel shutoll valve, lhe luel shutoff
valve should be lelt in the PUSH ON posi-
lion, except during emergency engine
shuldowns.
Alter passing lhrough the luel shutolf valve, lhe
luel is routed lhrough a fuel strainer, located in
the nosewheelcomparlment, and lhrough a bypass
check valve in the electric luel pump (auxiliary
luel pump), when the pump is not being used.
The luel slrainer is the lowest porlion ol the luel
syslem and is provided as a means of collecting
any water that may have accumulated in lhe sys-
tem. Any collected water willbe drained overboard
by pulling the luel strainer knob located on the
lefl lower swilch panel. Additionalwater may also
be drained lhrough lour valves (two beneath the
forward luselage and one on each wing root) with
the use ol a luel sample cup. Fuel is then rouled
lo the engine-driven luel pump and mixture unit.
From there, luel is distributed to the engine via
lhe luel and air throttle unit and the fuel distribu-
tion manifold. Vapor and excess fuel lrom the
engine-driven luel pump and mixlure unil are re-
turned to the luel reservoir lank. Due lo gravity
llow and luel line placemenl, 1/2 gallon in each
lank is not usable during slraight and level flight;
during maneuvering flight, 3 gallons in each tank
are unusable (ligure 1-7).
im
1-7

T.O. 1T-41C-1
PROPELLER
orL
olPsTrcK
OIL TEMPERATURE
GAGE
orL
COOLER
OIt SUMP
ORAIN PLUG
E
orL
CAP
THERMOSTAT
OIL PRESSURE
RELIEF VALVE FILTER SCREEN
{PBESSURE)
ENGINE OIL PUMP
FILTER SREEN
(sucTroN)
1,8
ENGINE AND
ACCESSOBY
BEARINGS
Figure 1-5. OilSystem Schematic