Manual T34C EN

Beechcraft
T‐34C Turbo Mentor
Manual

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AlphaSim T‐34C Turbo Mentor Manual
Manual revision 1.00 for FSX version 1.00

T‐34C Turbo Mentor Manual
Table of Contents
1.0 Introduction .......................................................................................................................................... 14
1.1 Introduction .......................................................................................................................................... 14
1.2 Installation ............................................................................................................................................ 15
1.3 Credits & thanks to... ............................................................................................................................ 15
1.4 Support information ............................................................................................................................. 16
1.5 Copyright information ........................................................................................................................... 16
1.6 PIRACY! .................................................................................................................................................. 16
2.0 Package Information ............................................................................................................................ 17
2.1 RealGauge Technology & the 2D panel ................................................................................................ 17
2.2 Visual Load Editor (VLE) ........................................................................................................................ 18
2.3 3D Virtual Cockpit night lighting ........................................................................................................... 19
2.4 Paint and model variants ...................................................................................................................... 20
2.5 Extras ..................................................................................................................................................... 22
2.5.1 AlphaSim Sound Controller ................................................................................................................ 23
2.5.2 FSX 'Lite' (Performance) Models ........................................................................................................ 24
2.6 FSX camera views .................................................................................................................................. 25
3.0 Aircraft Information & Specifications .................................................................................................. 28
3.1 Aircraft general arrangement ............................................................................................................... 29
3.2 Aircraft information and specifications ................................................................................................ 30
4.0 Cockpit General Arrangement ............................................................................................................. 31
4.1 Introduction .......................................................................................................................................... 31
4.2 Virtual cockpit ....................................................................................................................................... 32
4.2.1 Main (forward) panel ......................................................................................................................... 32
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4.2.2 Left‐hand console .............................................................................................................................. 34
4.2.3 Right‐hand console ............................................................................................................................ 35
4.3 Warning lights & Annunciator Panels .................................................................................................. 36
4.3.1 Annunciator console – Forward panel, main ..................................................................................... 36
4.3.2 Annunciator Test Console .................................................................................................................. 38
4.3.3. Annunciator console – Forward panel, upper row ........................................................................... 39
4.4 Individual Gauge Diagrams .................................................................................................................. 40
5.0 Aircraft Systems and Operation........................................................................................................... 48
5.1 Introduction .......................................................................................................................................... 48
5.2 Blind‐Flying ............................................................................................................................................ 49
5.3 AOA Indicator ........................................................................................................................................ 50
5.4 AOA Indexer .......................................................................................................................................... 51
5.5 Emergency Gear Operation .................................................................................................................. 52
5.6 Trim system ........................................................................................................................................... 53
5.6.1 Rudder Trim ....................................................................................................................................... 53
5.6.2 Elevator Trim ...................................................................................................................................... 53
5.6.3 Aileron Trim ....................................................................................................................................... 54
5.7 Ignition & Starter Panel ........................................................................................................................ 55
5.7.1 Engine Starter Switch ......................................................................................................................... 55
5.7.2 Engine Ignition Switch ........................................................................................................................ 55
5.8 Auto‐Ignition system ............................................................................................................................ 56
5.9 Oxygen system ..................................................................................................................................... 57
5.9.1 Oxygen Cylinder Pressure Indicator ................................................................................................... 57
5.9.2 Oxygen Flow Indicator ....................................................................................................................... 57
5.9.3 Supply Control .................................................................................................................................... 57
5.9.4 Supply Selection Control .................................................................................................................... 58
5.9.5 Oxygen Test Controls ......................................................................................................................... 58
5.9.6 System Operation .............................................................................................................................. 58
5.10 Electrical Panel ................................................................................................................................... 59
5.10.1 Master Battery ................................................................................................................................. 59
5.10.2 Generator Control ............................................................................................................................ 59
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5.10.3 Inverter Selector Control ................................................................................................................. 59
5.10.4 Electrical System Control Switch ...................................................................................................... 60
5.11 Avionics Panel .................................................................................................................................... 61
5.11.1 RMI control switch ........................................................................................................................... 61
5.11.2 Gyro control switch .......................................................................................................................... 61
5.11.3 Avionics Master Control ................................................................................................................... 61
5.11.4 Avionics Control switch .................................................................................................................... 61
5.12 Lighting Control Panel ........................................................................................................................ 63
Internal Lighting .......................................................................................................................................... 63
5.12.1 Instrument Lighting .......................................................................................................................... 63
5.12.2 Console Lighting ............................................................................................................................... 63
External Lighting ......................................................................................................................................... 64
5.12.3 Navigation Lights .............................................................................................................................. 64
5.12.4 Strobe Lights .................................................................................................................................... 64
5.13 Miscellaneous Controls ....................................................................................................................... 65
5.13.1 Pitot Heater ...................................................................................................................................... 65
5.13.2 Fuel Boost Pump .............................................................................................................................. 65
5.14 Cockpit Blower System ....................................................................................................................... 66
5.14.1 Operation ......................................................................................................................................... 66
5.14.2 Bleed Air ........................................................................................................................................... 67
5.14.3 Failure of the blower system ........................................................................................................... 67
5.14.4 Typical Failure Situation ................................................................................................................... 67
5.15 Braking System ................................................................................................................................... 69
5.15.1 Outline ............................................................................................................................................. 69
5.15.2 Failures ............................................................................................................................................. 69
5.16 Control Lock ........................................................................................................................................ 71
5.17 Circuit Breakers .................................................................................................................................. 72
5.18 COM Radio System ............................................................................................................................. 73
5.18.1 Initialisation...................................................................................................................................... 73
5.18.2 Operation ......................................................................................................................................... 73
5.19 Audio Control Panel ........................................................................................................................... 74
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5.19.1 CALL switch ...................................................................................................................................... 74
HM ............................................................................................................................................................... 74
CM ............................................................................................................................................................... 74
CALL ............................................................................................................................................................. 74
5.19.2 AUDIO switches ................................................................................................................................ 74
5.19.3 VOL switch ........................................................................................................................................ 74
5.20 ADF Radio System .............................................................................................................................. 75
5.20.1 Initialisation...................................................................................................................................... 75
5.20.2 Operation ......................................................................................................................................... 75
5.21 332C‐10B Radio Magnetic Indicator .................................................................................................. 76
5.21.1 Outline ............................................................................................................................................. 76
5.21.2 ADF Pointer ...................................................................................................................................... 76
5.21.3 VOR Pointer ...................................................................................................................................... 77
5.22 VOR Radio System .............................................................................................................................. 78
5.22.1 Initialisation...................................................................................................................................... 78
5.22.2 Operation ......................................................................................................................................... 78
5.23 IND‐350 Course Deviation Indicator .................................................................................................. 79
5.23.1 Outline ............................................................................................................................................. 79
5.23.2 Operation ......................................................................................................................................... 79
5.24 NACWS ................................................................................................................................................ 80
5.24.1 Initialisation...................................................................................................................................... 80
5.24.2 Default mode ................................................................................................................................... 81
HDG ............................................................................................................................................................. 81
DISTANCE TO TUNED STATION ................................................................................................................... 81
DATE AND TIME .......................................................................................................................................... 81
DISTANCE TO WAYPOINT ............................................................................................................................ 81
MODE .......................................................................................................................................................... 81
LONGITUDE & LATITUDE ............................................................................................................................. 81
5.24.3 Proximity Mode ................................................................................................................................ 82
HDG ............................................................................................................................................................. 82
DISTANCE TO TUNED STATION ................................................................................................................... 82
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FLIGHT MODE .............................................................................................................................................. 82
PROXIMITY ALERT ....................................................................................................................................... 82
5.24.4 RANGE Mode ................................................................................................................................... 83
5.25 KLN900 GPS ........................................................................................................................................ 84
5.25.1 Outline ............................................................................................................................................. 84
5.25.2 Controls ............................................................................................................................................ 84
5.25.3 Direct‐To Navigation ........................................................................................................................ 86
5.25.4 Nearest Function .............................................................................................................................. 86
5.25.5 Message Function ............................................................................................................................ 88
5.25.6 ALT/ Terrain Display Function .......................................................................................................... 88
5.27 KA41 Control Unit ............................................................................................................................... 89
5.27.1 Outline ............................................................................................................................................. 89
5.27.2 Controls ............................................................................................................................................ 89
5.27.3 Operation ......................................................................................................................................... 89
5.27.4 NAV/ GPS Function .......................................................................................................................... 90
5.27.5 GPS APR Function ............................................................................................................................. 90
5.27.6 OBS LEG Function ............................................................................................................................. 90
5.27.7 LAMP TEST Function ........................................................................................................................ 91
5.28 TDR‐950 Transponder ........................................................................................................................ 92
5.28.1 Outline ............................................................................................................................................. 92
5.28.2 Operation ......................................................................................................................................... 92
5.29 Landing Gear Indicator System .......................................................................................................... 93
5.29.1 Outline ............................................................................................................................................. 93
5.29.2 Dolls‐Eye Position Indicators ............................................................................................................ 93
5.29.3 Landing Gear Lever .......................................................................................................................... 94
6.0 Operating Limitations .......................................................................................................................... 96
6.1 Introduction .......................................................................................................................................... 96
6.2 Crew Limitations ................................................................................................................................... 96
6.3 Engine Limitations ................................................................................................................................. 96
6.3.1 Over‐temperature Limitations ........................................................................................................... 96
6.3.2 Over‐speed Limitations ...................................................................................................................... 98
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6.3.3 Torque Limitations ............................................................................................................................. 98
6.3.4 Power Definitions ............................................................................................................................... 98
6.4 Aerodynamic Limitations ...................................................................................................................... 98
6.4.1 Acceleration Limitations .................................................................................................................... 98
6.4.2 Takeoff, Landing, Taxi Limitations ..................................................................................................... 98
6.4.3 Altitude Limitations ............................................................................................................................ 98
6.5 System Limitations ................................................................................................................................ 98
6.5.1 Instrument Markings.......................................................................................................................... 98
6.5.2 Propeller Limitations .......................................................................................................................... 99
Note ............................................................................................................................................................ 99
6.6 Miscellaneous Limitations................................................................................................................... 100
6.6.1 Prohibited Manoeuvres ................................................................................................................... 100
6.6.2 Air‐start Envelope ............................................................................................................................ 101
6.7 Weight and Balance ............................................................................................................................ 101
6.7.1 Centre‐of‐Gravity Limitations .......................................................................................................... 101
6.7.2 Weight Limitations ........................................................................................................................... 101
6.8 Engine Condition Indicators ................................................................................................................ 101
7.0 Flight Preparation ............................................................................................................................... 104
7.1 Mission Planning ................................................................................................................................. 104
7.1.1 Weather ........................................................................................................................................... 104
7.1.3 Weight Computations ...................................................................................................................... 104
8.0 Flight Procedures & Checklists ........................................................................................................... 106
8.1 Pre‐flight Inspection ............................................................................................................................ 106
8.1.1 Cockpits ............................................................................................................................................ 106
8.2 Pre‐start Checklist ............................................................................................................................... 108
Note .......................................................................................................................................................... 109
Note .......................................................................................................................................................... 109
Note .......................................................................................................................................................... 109
8.3 Engine Start Checklist .......................................................................................................................... 110
Note .......................................................................................................................................................... 110
Note .......................................................................................................................................................... 110
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Note .......................................................................................................................................................... 110
8.4 Pre‐Taxi Checklist ................................................................................................................................ 112
8.5 Taxiing ................................................................................................................................................. 113
8.5.1 Taxiing Checklist ............................................................................................................................... 113
8.6 Ground Run‐up Checklist .................................................................................................................... 114
8.7 Takeoff Checklist ................................................................................................................................. 115
8.8 Takeoff ................................................................................................................................................ 116
8.8.1 Normal Takeoff ................................................................................................................................ 116
8.8.2 Minimum Run Takeoff ..................................................................................................................... 116
8.8.3 Obstacle Clearance Takeoff ............................................................................................................. 116
8.8.4 Crosswind Takeoff ............................................................................................................................ 116
8.9 Normal Climb ...................................................................................................................................... 117
8.10 Cruise ................................................................................................................................................ 118
8.10.1 Fuel Management .......................................................................................................................... 118
8.10.2 Cruise Checklist .............................................................................................................................. 118
8.11 Descent ............................................................................................................................................. 119
8.11.1 Normal Descent ............................................................................................................................. 119
8.11.2 Rapid Descent ................................................................................................................................ 119
8.12 Landing .............................................................................................................................................. 120
8.12.1 Normal Break Entry ........................................................................................................................ 121
8.12.2 Landing Checklist ........................................................................................................................... 121
8.12.3 Normal Landing .............................................................................................................................. 121
8.12.4 Touch‐and‐Go Landing ................................................................................................................... 122
8.12.5 Crosswind Landing ......................................................................................................................... 122
8.12.6 Minimum Run Landing ................................................................................................................... 122
8.12.7 Night Landing ................................................................................................................................. 123
8.12.8 Angle‐of‐Attach Approach ............................................................................................................. 123
8.13 Wave‐Off / Go‐Around ...................................................................................................................... 124
8.14 After Landing Checklist ..................................................................................................................... 125
8.15 Engine Shutdown Checklist ............................................................................................................... 126
8.16 Post Flight Checklist .......................................................................................................................... 127
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Note .......................................................................................................................................................... 127
9.0 Special Procedures ............................................................................................................................. 128
9.1 Formation Flying ................................................................................................................................. 128
9.1.1 Parade Formation ............................................................................................................................ 128
9.1.2 Formation Takeoff/Landing ............................................................................................................. 128
9.1.3 Running Rendezvous ........................................................................................................................ 128
9.1.4 Parade Turns .................................................................................................................................... 128
9.1.5 Cross‐unders .................................................................................................................................... 128
9.1.6 Lead Changes ................................................................................................................................... 129
9.1.7 Night Formation ............................................................................................................................... 129
9.2 Aerobatic Flight ................................................................................................................................... 129
9.2.1 Pre‐aerobatic Checklist .................................................................................................................... 130
9.2.2 Barrel RoIl ......................................................................................................................................... 130
9.2.3 Aileron Roll ....................................................................................................................................... 130
9.2.4 Wingover .......................................................................................................................................... 130
9.2.5 Loop ................................................................................................................................................. 130
9.2.6 Immelmann ...................................................................................................................................... 130
9.2.7 One‐Half Cuban Eight ....................................................................................................................... 130
9.2.8 Split S ................................................................................................................................................ 131
9.2.9 Inverted Flight .................................................................................................................................. 131
10.0 Emergency Procedures ..................................................................................................................... 132
10.1 Introduction ...................................................................................................................................... 132
Note .......................................................................................................................................................... 132
Explanation of Terms: ............................................................................................................................... 132
11.0 Ground Emergencies ........................................................................................................................ 133
11.1 Abnormal Starts ................................................................................................................................ 133
11.2 Emergency Engine Shutdown ........................................................................................................... 133
Note .......................................................................................................................................................... 133
11.3 Brake Failure ..................................................................................................................................... 134
Note .......................................................................................................................................................... 134
11.4 Hot Brakes ......................................................................................................................................... 134
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12.0 Takeoff Emergencies ........................................................................................................................ 135
12.1 Aborting Takeoff ............................................................................................................................... 135
Note .......................................................................................................................................................... 135
12.2 Tyre Failure ....................................................................................................................................... 135
13.0 Charts‐ Takeoff ................................................................................................................................. 136
13.1 Minimum Power For Takeoff (Figure 13‐1)....................................................................................... 136
13.2 Takeoff or Landing in Crosswind (Figure 13‐2) ................................................................................. 136
13.3 Takeoff Distance (Figure 13‐3) .......................................................................................................... 136
14.0 Charts‐ Climb .................................................................................................................................... 140
14.1 Maximum Climb Rate/ Gradient (Figure 14‐1) ................................................................................. 140
14.2 Service Ceiling (Figure 14‐2) .............................................................................................................. 140
14.3 Time/ Fuel/ Distance to Climb (Figure 14‐3) ..................................................................................... 140
15.0 Charts‐ Range ................................................................................................................................... 144
15.1 Torque at Maximum Cruise Power (Figure 15‐1) .............................................................................. 144
15.2 Indicated Airspeed at Maximum Cruise Power (Figure 15‐2) ........................................................... 144
15.3 Maximum Cruise Power Time and True Airspeed (Figure 15‐3) ....................................................... 144
15.4 Maximum Cruise Power Fuel Required (Figure 15‐4) ....................................................................... 144
15.5 Maximum Range Power Time and True Airspeed (Figure 15‐5) ....................................................... 144
15.6 Maximum Range Power Fuel Required (Figure 15‐6) ....................................................................... 144
15.7 Mission Profile‐ Maximum Range (Figure 15‐7) ............................................................................... 144
15.8 Bingo Range (Figure 15‐8) ................................................................................................................. 145
15.9 Use Of Charts .................................................................................................................................... 145
15.9.1 Power Setting ................................................................................................................................. 145
Note .......................................................................................................................................................... 145
15.9.2 Fuel Required for a Given Distance ................................................................................................ 145
15.9.3 Distance With Available Fuel ......................................................................................................... 145
16.0 Charts‐ Endurance ............................................................................................................................ 154
16.1 Introduction ...................................................................................................................................... 154
16.2 Maximum Endurance Power Time and True Airspeed (Figure 16‐1) ................................................ 154
16.3 Maximum Endurance Power Fuel Required (Figure 16‐2) ................................................................ 154
17.0 Charts‐ Descent ................................................................................................................................ 157
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17.1 Normal Descent (Figure 17‐1) ........................................................................................................... 157
18.0 Charts‐ Landing ................................................................................................................................. 159
18.1 Landing Distance (Figure 18‐1) ......................................................................................................... 159

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Notes on sim limitations & noteworthy features
Whilst the T‐34C has been built with the US Navy in mind, and made to take full advantage of every
current technology available to the sim, we at AlphaSim have still had to contend with the hard coded
limitations of the sim engine.
Noteworthy features:
• The T‐34C is makes full use of our 3D RealGauge technology.
• Realistic failures are modelled, including canopy misting, breaker fails, landing gear failure and
brake wear.
• The T‐34C cockpit features over 5000 lines of code and realistic systems modelling,
encompassing all of the critical T‐34C systems including the oxygen, cockpit blower and auto‐
ignition systems.
• The T‐34C includes 'TrueSound' audio features, allowing you to hear aspects of flight such as the
airframe being stressed under G loads, or when brake loads are getting dangerously high.
• The AlphaSim VLE allows many customisable features to be toggled at any time.
• The exterior and interior models feature over 400 custom animations‐ the pilots react to G in
rolls, every switch works as it should in the cockpit, and every gauge is fluid.
• The cockpit is modelled in ultra‐realistic detail and features full night lighting textures & effects.
• Included are 6 beautifully detailed paint schemes each with customised features and flight crew.
• The FSX version includes high‐detail specular and bump maps for EVERY part of the VC and
exterior.
• 6 interior and 3 exterior preset camera views (FSX only)
• FSX DX10 compatible model complete with interior self‐shadowing, realistic spec and shine, and
custom bump mapping to bring every rivet and surface to life.
Limitations in FSX:
• Lights can appear to differ in position when viewed from different viewpoints, such as the tower
view. This is a documented FSX issue, and not an issue with the model.
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1.0 Introduction
1.1 Introduction
The Beechcraft T‐34 Mentor is a propeller‐driven, single‐engine, military trainer aircraft derived from
the Beechcraft Model 35 Bonanza. The earlier versions of the T‐34, dating from around the late 1940s to
the 1950s, were piston‐engine. These were eventually succeeded by the upgraded T‐34C Turbo Mentor,
powered by a turboprop engine. The T‐34 remains in service almost six decades after it was first
designed. The T‐34C Turbine Mentor is powered by a Pratt & Whitney Canada PT6A‐25 turboprop
engine and was developed in 1973, with the final example rolling off the production line in 1990.
The product contains separately downloadable versions for both Flight Simulator X and Flight Simulator
9. The FSX version is a full‐featured FSX release, including all of our now standard technologies such as
cockpit self shadowing, HDR bloom effects, and bump mapping.
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1.2 Installation
An easy installation is provided by way of installer. Simply double click the installer EXE file, and follow
the on screen prompts. The T‐34C will be installed to the default FSX directory.
Extras will be installed into the root FS directory/AlphaSim. A start menu entry will also be made,
containing links to the paint kit, help and support, and an uninstaller should you ever wish to remove
the product.
Please see the ‘Package’ section for more details on what is included in this package.
1.3 Credits & thanks to...
The visual model, cockpit and sounds were created by AlphaSim.
The textures were drawn by the renowned Frank Safranek.
The VMFAT‐101 USMC texture was supplied by Russel R. Smith.
The flight model was crafted by Shane Olguin.
Sound controller licensed by AlphaSim from Douglas Dawson.
The AlphaSim T‐34C simulation is extensively based on the NATOPS manual, NAVAIR 01‐T34AAC‐1, 1
February 2000. All diagrams included in this manual that are reproduced from NAVAIR 01‐T34AAC‐1
are copyright of their respective owners.
Our thanks extend to the dedicated beta testers that scanned various versions with their trained eyes!
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1.4 Support information
Product support is available 24/7 by either email or internet.
For email support, please email alphasim1@alphasim.co.uk
For internet support, please visit the AlphaSim Support section at http://www.alphasim.co.nz/support .
Support is ONLY available to legitimate customers.
An order number is required to gain support from either the internet support section or email.
1.5 Copyright information
These files are a commercial product and should NOT be treated as freeware.
These files may not be copied (other than for backup purposes), transmitted or passed to third parties
or altered in any way without the prior permission of the publisher. Any breach of the aforementioned
copyright will result in the full force of law being brought to bear on those responsible.
The source code for this product is closed. No modifications or reverse engineering may be carried out
without prior consent from ALPHASIM.
All rights reserved – copyright AlphaSim Ltd 2008
HTTP://WWW.ALPHASIM.CO.UK
alphasim1@alphasim.co.uk
1.6 PIRACY!
This AlphaSim release is a commercial product and should be treated the same as any other product you
would buy from a store.
REAL time, REAL money, and REAL efforts were tirelessly invested in the creation of this product.
The act of piracy and the criminals masterminding illegal websites behind such acts are eroding our
hobby and our industry.
Please support the development team and our precious hobby by ensuring that you own a legitimate,
purchased copy of the product.
PIRACY IS A CRIME.
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2.0 Package Information
2.1 RealGauge Technology & the 2D panel
“RealGauge” is AlphaSim’s own version of the seldom used, but very impressive 3D gauge technology.
Each gauge is crafted in 3D and uses high resolution textures in order to create a level of immersion not
possible with conventional 2D gauges. “RealGauge” creates very little overhead in the sim, allowing both
your processor and graphics card to concentrate on proving a totally fluid sim experience. FPS with
RealGauge technology is often higher than with less detailed conventional 2d cockpits.
Due to the complexity of the RealGauge technology, and the guaranteed frame rate increase, this
product is designed to be completely flown from the Virtual Cockpit. A basic 2D panel is included with a
GPS pop‐up.
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2.2 Visual Load Editor (VLE)
By pressing Shift + 3 in any view, you can bring up the AlphaSim VLE. The VLE allows you to easily control
features of the model without having to reload or reconfigure the simulator. Clicking the text in the top
right of the utility allows the associated feature to be toggled.
Instructor will display or hide the pilot in the rear cockpit.
Student will display or hide the pilot in the front cockpit.
Tags & Blanks will toggle remove‐before‐flight tags and exhaust blanks.
Cover toggles the canopy cover.
Chocks toggles a set of wheel chocks.
Hood toggles the rear cockpit blind‐flying hood, visible from both the VC and exterior.

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2.3 3D Virtual Cockpit night lighting
The virtual cockpit of the T‐34C comes equipped with realistic and high‐definition night lighting
effects and textures. Both gauge lighting and cockpit floodlighting can be toggled individually.

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2.4 Paint and model variants
In total SIX paint schemes included in the T‐34C package. The models and paints are documented below.
Each variant features customised flight crew and interiors.
2.4.1 Model variants:
T‐34C Turbo Mentor
2.4.2 Paint variants
• TAW‐5, NAS Whiting Field, Florida.
• VF‐101 'Grim Reapers' NAS Oceana, VA.
• Moroccan AF, Ecole de Pilotage, Marrakech.
• VMFAT‐101 'Sharpshooters', USMC, MCAS Miramar.
• NASA, Dryden Flight Research Center.
• Peru Navy, Escuadrón de Instrucción, San Juan de Marcona.

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2.5 Extras
The T‐34C comes with a number of extras, all of which are installed by default to:
%your sim directory%\AlphaSim\

Extras include:
‐ An easy to use paint kit in PSD (Photoshop) format.
‐ A set of high quality TrueSound cockpit effects.
o To Install, first make a backup of the original \AlphaSim\T‐34C Turbo
Mentor\Sounds folder.
o Copy all files from the High Quality Sounds folder to the root Sounds folder
(of the AlphaSim\T‐34C Turbo Mentor directory, not the SimObjects
directory).

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2.5.1 AlphaSim Sound Controller
The AlphaSim sound controller allows numerous realistic noises to be heard at specific points
during operation. When the T‐34C is first loaded into the simulator, noises may be heard. This is
normal and cannot be avoided.
When FSX is first run with the T‐34C installed, a window will appear. Please click 'Run' to allow
the sound controller to be added to the FSX trusted gauges list.
Clicking 'Yes' at the next pop up window will allow the sound controller to run automatically
every time the simulator is loaded.
Following the above steps will mean that the process will only have to be performed once and
not every time the simulator is launched.

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2.5.2 FSX 'Lite' (Performance) Models
A set of 'lite' models has been included for users that may experience performance issues with
the T‐34C. The lite models are automatically installed by default.
To fly a lite model, select a variation of T‐34C that has the text 'Lite' on its thumbnail.
The lite models only lack a rear cockpit. The rear cockpit is only useful if using Shared‐Cockpit
functionality over multiplayer services. The T‐34C should always be flown solo from the front
cockpit.

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2.6 FSX camera views
Camera views are unique to the FSX version of this product. They allow the virtual pilot to move the
viewpoint into a number of unique and helpful viewpoints. To change the camera mode use the ‘S’ key.
To change cameras, use the ‘A’ key. Alternatively, clicking the main Flight Simulator window will bring up
a quick and easy to use menu system.
2.6.1 Exterior Cameras
Camera 1 – ‘Tailplane’ Camera 2 – ‘Right side’
Camera 3 – ‘Left side’

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2.6.2 Interior Cameras
Basic 2D Panel ‘Virtual Cockpit’
Camera 1 – ‘Instructor's Seat’ Camera 2 – ‘Radio console’

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Camera 3 – ‘Right hand console’ Camera 4 – ‘GPS’
Camera 5 – ‘Trims’ Camera 6 – ‘RealGauge View’

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3.0 Aircraft Information & Specifications
The following section of the manual contains information on how to operate the T‐34C.
Checklists and References are available at the very end of the manual.

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3.1 Aircraft general arrangement

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3.2 Aircraft information and specifications
The Beechcraft T‐34 Mentor is a propeller‐driven, single‐engine, military trainer aircraft derived
from the Beechcraft Model 35 Bonanza. The earlier versions of the T‐34, dating from around
the late 1940s to the 1950s, were piston‐engine. These were eventually succeeded by the
upgraded T‐34C Turbo Mentor, powered by a turboprop engine.
The T‐34C Turbine Mentor is powered by a Pratt & Whitney Canada PT6A‐25 turboprop engine
and was developed in 1973, with the final example rolling off the production line in 1990.
The T‐34 remains in service almost six decades after it was first designed.
Specifications
Cruise speed: 150 knots
Max speed: 280 knots below 20,000ft
Service ceiling: 25,000 ft
Typical empty weight: 3,000 lbs
MTOW: 4,400 lbs
Crew: Typically Two
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4.0 Cockpit General Arrangement
4.1 Introduction
Over the next few pages are several diagrams designed to aid in cockpit familiarisation. Whilst
the exterior aeroplane may differ in configuration, the cockpit is uniform throughout.
All systems that are labelled may be operated by clicking them with your mouse. Please read
the descriptions carefully in order to fully understand what each switch, button, or lever, does.
The T‐34C features realistic systems and failure modelling. If the procedures are not followed,
operation of the aeroplane may prove difficult under certain circumstances.
Remember to read the checklists. Following them should result in a problem‐free flight.
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4.2 Virtual cockpit
4.2.1 Main (forward) panel

Key
1. Propeller pitch control 18. Engine Air Inlet Bypass handle

2. Throttle 19. Ignition & Starter panel
3. Landing gear lever 20. ASI
4. Landing lights switch 21. Altimeter
5. KLN900 GPS 22. Turn & Slip indicator
6. Landing gear position indicator 23. Accelerometer
7. Flap position indicator 24. Forward‐ main warning light console
8. BuNo tag 25. RMI unit
9. Forward‐ upper warning light console 26. CDI unit
10. AOA indicator 27. Artificial Horizon
11. AOA indexer 28. NACWS unit
12. Wiskey compass 29. COM radio controls
13. KA41 Control Unit 30. Clock
14. IVSI 31. Power load indicator
15. Left pedal toe‐brake 32. Torque indicator
16. Right pedal toe‐brake 33. ITT indicator
17. Parking brake lever 34. Prop tachometer
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35. Fuel flow indicator 38. Left fuel tank contents indicator
36. Engine tachometer 39. Right fuel tank contents indicator
37. Oil system indicator

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4.2.2 Lefthand console

Key
1. COM radio console
2. Flap control lever
3. Fuel pump toggle lever
4. Aileron trim control
5. Rudder trim control
6. Elevator trim control
7. Control lock (Click to engage or disengage)
8. Propeller pitch control
9. Throttle lever
10. Landing light switches
11. Landing gear lever
12. Landing gear position indicators
13. KLN900 GPS
14. KA41
15. IVSI
16. Turn & Slip indicator
17. Altimeter
18. Fuel cut‐off lever

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4.2.3 Righthand console

Key
1. Warning lights main console 19. Lighting control panels
2. Left fuel tank contents indicator 20. Hobbs meter
3. Right fuel tank contents indicator 21. Circuit breaker panel
4. Engine tachometer
5. Oil system indicator
6. Prop tachometer
7. Fuel flow indicator
8. Ignition & Starter panel
9. Parking brake lever
10. Engine Air Inlet Bypass handle
11. Electrical control panel
12. Emergency landing gear extension
handle
13. Oxygen system panel
14. ADF system panel
15. VOR system panel
16. KT67 Transponder
17. Audio control panel
18. Avionics control panel

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4.3 Warning lights & Annunciator Panels
4.3.1 Annunciator console – Forward panel, main

Light Reason for illumination Light Reason for illumination
INVERTER Loss or failure of 115‐ GENERATOR Starter ON, low
vac or 26‐vac power. voltage output or
generator failed.
L FUEL LOW Left wing fuel R FUEL LOW Right wing fuel

quantity below quantity below
approx 90 lbs useable. approx 90 lbs useable.
FUEL PRESS Low pressure output CHIP Metal particles

from engine‐driven present in oil system.
boost pump.
LDG LIGHT Landing lights ON. BLEED AIR Cockpit heating

(bleed) air over‐
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temperature
condition exists.
IGNITION Ignition energized by AUTO IGNITION Auto ignition switch

starter switch or auto ON, system armed.
ignition.
N/A TO T‐34C N/A TO T‐34C. N/A TO T‐34C N/A TO T‐34C.

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4.3.2 Annunciator Test Console
This panel is situated directly below the warning light console illustrated above.
The PROP OVSP GOV push‐button will limit propeller RPM to 2000, +/‐ 50. It is used to test the
functionality of the Prop Over‐speed Governor.
The ANN push‐button will illuminate all annunciator panels when pressed. To extinguish the
lamps, click a second time.
The AOA spring‐loaded switch has two test functions:
‐ APPCH will set AOA to 20 units and illuminate the amber doughnut on the AOA indexer.
‐ STALL will set AOA to 29 units and illuminate the green chevron on the AOA indexer.

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4.3.3. Annunciator console – Forward panel, upper row

Light Reason for illumination
WHEELS 1. Flaps extended prior to gear.
2. Throttle & pitch below 5% power with gear up.
3. Gear handle up while aircraft on ground.
4. Gear not locked in down position.
LH OPEN Left inboard gear door open.
RH OPEN Right inboard gear door open.
MASTER CAUTION 1. Fault warning.
2. Stall.
FIRE Fire detector system activated‐ land immediately.

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4.4 Individual Gauge Diagrams

Accelerometer
There are three needles on the
Accelerometer. In the image, the
top needle shows highest
attained G. The lower needle
shows lowest attained G. The
middle needle shows current G.

To reset, press the button on the
bottom left of the gauge.

Altimeter
• Displays altitude, in feet.
• Kollsman display, inHg, is
on the right of the gauge.
• To set the Kollsman, use
the knob on the bottom
left of the gauge. Either
click and drag, or use left
click to increment and
right click to decrement.

AOA indicator
• Displays current Angle Of
Attack, in units, not
degrees.
• Optimum landing AOA if
performing an AOA
approach is 20 units.
• Above 25 units is
dangerous.
• 29 units is stall.
• Detailed elsewhere in this
manual.
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AOA indexer
manual.
Airspeed Indicator
• Displays current air speed,
in knots.
• VNE is 280 knots, 0‐
20000ft.
• VNE above 20000ft is 245
knots.
BuNo Plate
• Displays current aircraft
BuNo or registration.
Clock
• Displays local time in
minutes and hours.
• Press button to activate
timer function. Press
again to reset.

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Turbine Tachometer
• Turbine N speed.
• 101.5% maximum.
• 102.6% max engine
acceleration for 2
seconds.
Flap indicator
• Displays flap position, in a
percentage value.
Fuel flow indicator
• Displays current fuel flow,
in Pounds Per Hour x 100.

Landing gear position indicator
• See elsewhere in this
manual.

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Artificial Horizon
• Displays current pitch and
bank information.
CDI
• Adjust OBS using the knob
on the bottom left of the
fascia. Right click to
decrement, left click to
increment.
• The line in the middle of
the gauge is a CDI.
• Glide slope is not
represented.

Interstage Turbine Temperature
• 400‐695 °C normal
operating range.
• 695 °C maximum
continuous.
• 1090 °C maximum (925 °C
for 2‐seconds) starting.
IVSI
• Displays current vertical
speed, in 1000ft‐per‐
minute.
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KA41 unit
manual.
KLN900 GPS
manual.

Power Indicator
• Displays current available
Voltage on the left of the
gauge.
• Ammeter displays load to
or from the battery.

NACWS
manual.
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Oil Temperature & Pressure
Oil Temperature‐ upper.
‐ 10‐99 °C Normal operating
range.
‐ 100 °C Maximum.

Oil pressure‐ lower.
‐ 40 PSI minimum.
‐ 65‐80 PSI normal operating
range with N1 > 75 %.
‐ 100 PSI maximum.

Outside Air Temperature
• Displays outside air
temperature in degrees C.
Propeller Tachometer
• 1800‐2200 RPM normal
operating range.
• 2200 +/‐ 25 RPM
maximum.
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RMI
• Solid needle represents
VOR direction.
• Open needle represents
ADF direction.

Torque Indicator
• 400‐1015 Ft. Lb. normal
operating range.
• 1015 Ft. Lb. maximum.

Turn & Slip Indicator

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Wiskey Compass

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5.0 Aircraft Systems and Operation
5.1 Introduction
This section of the manual details individual systems and how to operate them correctly.
Please read this section carefully to ensure that your next T‐34C flight is problem‐free.

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5.2 BlindFlying
The T‐34C rear cockpit is equipped for blind‐flying training.
To install the hood, first use the VLE. Then switch to the Instructors viewpoint using the FSX
camera system.
This feature is only available with the FSX version, and is only available in the rear cockpit.

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5.3 AOA Indicator
The approach can be flown by coordinating throttle and stick movements to establish the
desired glidepath at optimum Angle Of Attack.
The stick is used to bring AOA to the optimum value, whilst the throttle is manipulated to
control the rate of descent so as to establish the desired glidepath.

The AOA indicator does not display absolute angles of attack. It instead displays arbitrary units
grouped around the optimum with specific areas of interest.

Whilst on the ground, the AOA system will not represent any particular angle of attack. Erratic
readings are normal until airborne.

Stall is at 29 Units.
Optimum AOA for approaches is at 20 Units.

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5.4 AOA Indexer
The AOA indexer is comprised of three lights. The light indications are a green chevron ( v )
showing 'too high AOA' at the top, a yellow doughnut ( O ) showing proper AOA in the centre,
and a red chevron ( ^ ) showing 'too low AOA' at the bottom.

As AOA goes high or low, with resulting decrease or increase in airspeed, the indexer upper or
lower chevron will be illuminated to point the direction in which the nose should be moved to
return to the optimum AOA.

A green chevron indicates that the nose must be lowered and the throttle manipulated to suit.
An amber doughnut indicates that AOA is optimum for the approach.
A red chevron indicates that the nose must be raised and the throttle manipulated to suit.

At intermediate stages the AOA indexer may also display two symbols at a time. For example, a
doughnut and a green chevron would indicate that the aircraft is nearing optimum AOA,
providing the nose is lowered further. A doughnut and a red chevron would indicate the
opposite.

Optimum AOA is usually achieved around 100 knots (no flaps) or 90 knots (full flaps) and 20
Units AOA.

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5.5 Emergency Gear Operation
In event of emergency, the landing gear can be extended and locked DOWN.
To perform this function, click the emergency lever. The lever can be located on the right hand
wall of the forward cockpit.
The gear will lock extend and lock in the DOWN position.
The gear cannot be retracted unless the system is reset. To do this, the lever must be returned
to the armed (handle pointing down) position.

In event of gear malfunction or failure, the system should be locked down. This will prevent the
gear from retracting during the landing phase.

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5.6 Trim system
All surfaces of the T‐34C can be manipulated using the trims.
5.6.1 Rudder Trim
Rudder trim is at neutral when the green marking on the inner side is level with the white line
on top of the elevator trim unit.
To trim the rudder to the right, click and drag the knob in a clockwise motion. Dragging the
knob anti‐clockwise will trim the rudder to the left.
5.6.2 Elevator Trim
The elevator trim tabs are located on the trailing inboard ends of the elevators. The elevator
trim tab wheel and position indicator are located on the left console in each cockpit. Forward
rotation of the wheel raises the trim tab and lowers the nose of the aircraft. Rearward rotation
lowers the tab and raises the aircraft nose.
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As the wheel is turned, the tab position indicator that functions as an integral part of the tab
control wheel shows the amount of tab deflection in degrees.
3 degrees of nose‐up trim should be applied for takeoff.
5.6.3 Aileron Trim
The aileron trim tabs are located on the inboard trailing edge of each aileron. The aileron trim
tab wheel and trim tab position indicator are located on the left console in each cockpit.
Rotation of the wheel clockwise raises the tab on the left aileron and raises the left wing. Anti‐
clockwise rotation lowers the tab and lowers the left wing.
The trim tab position indicator operates as an integral part of the trim tab wheel. As the wheel
is turned, the degrees of tab deflection are shown on an indexed scale visible through the
window adjacent to the tab control.

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5.7 Ignition & Starter Panel
The ignition and starter panel is located in the lower‐right corner of the forward area in the
cockpit.

5.7.1 Engine Starter Switch
A two‐position starter switch is located at the top left of the panel. When placed in the ON
position, the switch completes the starter circuit for engine rotation, energises the igniter plugs
for fuel combustion, and activates the green IGNITION and yellow GENERATOR annunciator
lights. The starter switch will motor the starter only if the ignition is not set to ON.
5.7.2 Engine Ignition Switch
The ignition switch is located on the top right of the panel. For starting, the switch should be set
to the ON position. This will also illuminate the IGNITION annunciator light. When the engine
has started, set the switch to the OFF position.

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5.8 Auto‐Ignition system
The T‐34C Ignition & Starter panel also features an Auto‐Ignition switch.
The ON position initiates a readiness mode for the auto‐ignition system of the engine and
illuminates the green AUTO IGN annunciator light. The OFF position disarms the system.
The auto‐ignition system is triggered from a "read condition" to an "operating condition" when
engine torque drops into the 300 to 180ft‐lb torque range. Therefore, with the auto‐ignition
system armed, once the system is triggered to an operating condition, the igniters will remain
energised continuously until torque is increased above the trigger range.

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5.9 Oxygen system
Operation of the oxygen system is critical when flying the T‐34C at altitude. If the system is not
functioning correctly, flying should not take place above 10,000ft. Doing so will risk
incapacitation of the crew.

The oxygen panel is made up of five main parts. These are detailed below.
5.9.1 Oxygen Cylinder Pressure Indicator
The OCPI gauge indicates the current pressure of the oxygen system. By default the system is
powered down, and as a result the needle should sit at the 0 mark.
When the system is energised, the needle will slowly rise to the maximum attainable pressure.
5.9.2 Oxygen Flow Indicator
When the oxygen system is energised and functioning correctly, the flow indicator will display a
horizontal pattern. When not functioning, the display appears blank.
5.9.3 Supply Control
The two‐position supply switch is located on the right‐most side of the panel. Setting the switch
to the OFF position will disarm the oxygen system. Setting the switch to the ON position arms
the system and allows the oxygen system to pressurise.
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5.9.4 Supply Selection Control
The two‐position selection switch is located to the left of the supply control switch. For normal
operation below 10,000ft, the switch may be set to NORMAL. For flights above 10,000ft the
switch should be set to 100% OXYGEN.
5.9.5 Oxygen Test Controls
The oxygen test control is a three‐position switch located on the left of the panel. Its operation
is not required for the system to function correctly and it can be left in the NORMAL position.
Setting the switch to TEST will allow the crew to test the flow of oxygen through the oxygen
masks.
5.9.6 System Operation
To operate the system, first set the supply control switch to ON. The system will then energise
and cause needle will show the current pressure. For flights below 10,000ft, set the supply
selection control to NORMAL. For flights above 10,000ft, set the control to 100% OXYGEN.
When the system is functioning correctly, the pilots will apply their oxygen masks in the
external views.
To disengage the system, first set the supply to NORMAL and then set control to OFF.

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5.10 Electrical Panel
The electrical panel is located at the top of the right‐hand console.

The system is comprised of four switches, each explained below.
5.10.1 Master Battery
The master battery switch is located at the top of the electrical panel. To energise the aircraft
battery, set the switch to the up ‐ON‐ position. To cut battery power to the aircraft, set the
switch to the down ‐OFF‐ position.
A visual cue is provided by the warning annunciator panels when the system is set to ON.
5.10.2 Generator Control
The engine generator control switch is located at the right on the panel. When set to the down
OFF position, the engine generator will not provide power. When the engine is running and the
switch is set to the ON position, the unit will provide system power. The unit is rated at 200
amperes DC. The generator should be set to ON for engine starting.
5.10.3 Inverter Selector Control
The generator circuit can be switched using the control underneath the master battery switch.
Unless a fault develops, the generator should be set to the NO.1 position. If the switch is in the
neutral (middle) position, the Inverters will be set to OFF. Pushing the switch down will set the
generator to NO.2.
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5.10.4 Electrical System Control Switch
The electrical system control switch is located on the left of the panel. By default this switch is
set to the down CONT TRANS position. When the battery switch is set to the ON position, the
control switch should be set to the TAKE COMMAND position. The lamp above the switch will
illuminate and will remain lit so long as the system is functioning correctly.

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5.11 Avionics Panel
The avionics control panel is comprised of four switches, detailed below. The panel is located
on the right console, below the navigation radios.
5.11.1 RMI control switch
The RMI control switch is a two‐position switch located on the right of the panel. By default the
switch is set to the OFF position. When set to ON, the cockpit RMI navigation system will
function correctly. Without the switch set to the ON position, RMI indications cannot be relied
upon for accurate navigation.
5.11.2 Gyro control switch
The gyro control switch is a two‐position switch, set to OFF by default. Setting the switch to the
ON position will energise the avionic gyro system.
5.11.3 Avionics Master Control
The avionics master control switch should be set to the OFF position whilst the engine is offline.
Once the engine has been started and power indications have settled, setting the switch to the
ON position will allow the aircraft avionics systems to power up.
Operation of systems such as the NAV, COM and ADF radio are impossible without the switch
being set to the ON position.
5.11.4 Avionics Control switch
By default, the control switch is set to the CONTROL TRANS. position. Having energised the
avionics circuit, the control switch should be set to the TAKE COMMAND position to allow the
forward cockpit to be in control of the various avionic systems.
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When the switch is set to the ON position and functioning correctly, the lamp to the right of the
switch will illuminate. If the system for any reason goes offline, the lamp will cease to be lit.

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5.12 Lighting Control Panel
The lighting control panel is located at the end of the right console. It is divided into two main
parts, those being internal and external controls, detailed below.
Internal Lighting
5.12.1 Instrument Lighting
Instrument back‐lighting can be controlled using the knobs located at the top‐left of the lighting
panel. Clicking them will toggle the back‐lights.
5.12.2 Console Lighting
Console and cockpit flood‐lighting can be controlled using the knobs located at the top‐right of
the lighting panel. Clicking them will toggle the lights.
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External Lighting
5.12.3 Navigation Lights
The navigation light switch is located at the left of the external light control panel. When set to
the OFF position, power to the lamps is cut. When set to the BRIGHT position, the lamps will
illuminate.
5.12.4 Strobe Lights
The strobe light switch is located to the right of the navigation light switch. Setting the switch to
OFF will cut power to the circuit. Setting the switch to ON will energise the strobe light circuit
and provide power to the lamps.

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5.13 Miscellaneous Controls
Located on the lighting console are two miscellaneous control switches, detailed below.
5.13.1 Pitot Heater
By default, the two‐position pitot heat switch is set to the OFF position. When set to the ON
position, the circuit will provide power to the pitot heater. This system is critical for flying in
low‐ambient temperature conditions.
5.13.2 Fuel Boost Pump
By default, the switch is set to the OFF position. When set to the ON position, the fuel pump
circuit will energise and provide a boost to the fuel system pumps. The switch should be set to
the ON position when starting the engine or when fuel pressure or engine power begins to
drop.

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5.14 Cockpit Blower System
5.14.1 Operation
The blower control system is located on the left shoulder of the front cockpit.

The blower system can be activated by pushing the control lever forward. When the system is
active it will produce a 'blowing' noise audible amongst the cockpit ambient noises. After a
short time, the sound of the blower may quieten, however, the system will still be in an
operational state.
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Air conditioning temperature can be controlled using the lever on the top of the console. By
default the switch is set to OFF.
5.14.2 Bleed Air
Should the cockpit blower system malfunction or be allowed to run for too long, the main
warning annunciator panel will display a BLEED AIR light. In order to rectify the situation the
pilot may take one of two actions:
1‐ The cockpit blower system can be turned off and the cockpit environment be allowed to cool
for approximately one minute.
2‐ The pilot may descend to an altitude where use of the cockpit blower system is not required,
if available.
Once the annunciator light is extinguished, the system may be restarted.
Whilst the system can function whilst a BLEED AIR situation exists, it may become
uncomfortable for the crew.
5.14.3 Failure of the blower system
Under certain circumstances, the blower system is critical to maintain safe flying conditions.
Should the blower system fail or not be activated, the canopy may fail.
If the canopy fails in flight and the blower system is not activated, immediately rectify the
situation by setting the control to the ON position. After a few moments of operation the
canopy should clear and normal flight operation may resume.
Should the canopy not clear or the system fail completely, descend to an altitude that does not
require the system to be operation. Careful observation of the outside air temperature gauge
will allow the pilot to anticipate conditions that require use of the blower system.
If operating in a below‐zero environment where no safe altitude exists, immediately open the
canopy and land as soon as possible.
Failure can be associated with a number of factors, including:
• Inability to turn the blower system on
• Canopy failure
• Exterior canopy icing
5.14.4 Typical Failure Situation
The below image is a typical example of a canopy failure in‐flight.
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Note the extreme lack of visibility from the cockpit.

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5.15 Braking System
5.15.1 Outline
Though the T‐34C is a primary trainer, it is still possible to cause brake failure should the brakes
be improperly operated.

The T‐34C has only differential brakes. Nose‐wheel power steering is not available. To taxi the
aircraft, the pilot must rely on precise toe brake control, along with prop wash manipulation.
Using the rudder with small amounts of power will help in taxiing the aircraft.
5.15.2 Failures
Full use of the toe‐brakes at speeds above 70 knots is prohibited, instead rudder being the
preferred method of steering the aeroplane.
When landing the aircraft, brakes should not be applied to their full capacity until speed is
below 70 knots. Applying full brake at speeds over 70 knots can and will cause brake failure.
Tyre failure is also possible and almost certain if the brakes are over‐used.
Tyre and brake pressure will build up over time unless the brake system is bled. When landing
brakes should only be used for short periods. Releasing the brakes completely will allow them
to bleed, ensuring that pressure does not build up.
Excessive use of brakes upon landing will also cause failure in both tyre and braking systems.
When the brakes are nearing fail‐point, an audible warning will be heard. If the brakes or tyres
fail, the result will be an audible bang followed by loss of braking power. In this situation, the
emergency gear lever should be activated and the canopies opened.
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Should one of the brake or tyre system fail, immediately use the remaining brake to slow the
aircraft without putting excessive pressure on the system. Flaps should be retracted at the
earliest opportunity, and the stick held fully forward to counter any aerodynamic effects. The
fuel cut‐off lever should also be operated to stop the engine as soon as possible.
Immediately alert the control tower of any failures as soon as they happen. When the aircraft
has come to a complete stop, first ensure that the AC and DC systems are OFF and then alight
as quickly as possible.

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5.16 Control Lock
The aircraft control locks can be activated to ensure that the surfaces do not move when the
aircraft is not manned.
The control lock is located in front of the centre console, and is painted red.

To engage, ensure that the aircraft is first shut‐down. Click the lock to raise it into position. To
disengage the lock, click it once more to return it to default.
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5.17 Circuit Breakers
At any time during flight, the circuit breakers can trip. When a breaker trips an audible noise
will be heard. Failure of a circuit breaker is however a very rare occurrence.
To reset a breaker, simply click it.
To experiment and see the result of a certain breaker popping, click once on it to cause it to
break. Clicking it again will reset the breaker.
The breaker panel is located to the right of the pilots seat.

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5.18 COM Radio System
5.18.1 Initialisation
In order for the COM radio system to function correctly, the system must first be set to ON by
means of the VHF control switch on the forward panel. Setting VHF REC to OFF will disable the
COM system.
5.18.2 Operation
To change frequencies, click and drag any of the knobs on the radio console. Alternatively to
increment a knob, left click it. To decrement, right click.

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5.19 Audio Control Panel
The audio control panel is located at the bottom of the ADF and VOR stack. Its function is
described below.
This T‐34C simulation has replaced the TACAN system with an operational ADF system. Where
TACAN is seen in the cockpit, it may be replaced with ADF.
5.19.1 CALL switch
Selects CALL, HM, or CM mode.
HM
Enables interphone communication only between cockpits without need to use microphone select
switch on throttle lever.
CM
Enables interphone communication between cockpits or UHF voice transmission from either junction
with the microphone switch selection
CALL
Enables interphone communication between cockpits by overriding but not deleting UHF
communications.
5.19.2 AUDIO switches
Enable normal or emergency audio reception to respective headsets from UHF, ADF (TACAN)
and VOR.
5.19.3 VOL switch
Adjusts volume of amplified interphone, ADF (TACAN), VOR, NACWS and UHF audio.

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5.20 ADF Radio System
This T‐34C simulation has replaced the TACAN system with an operational ADF system. Where
TACAN is seen in the cockpit, it may be replaced with ADF.
The ADF unit must first be powered‐up in order for it to function correctly. The power switch is
located on the bottom left corner of the console. Setting the switch to OFF will turn the unit off.
Setting the switch to T/R will power the unit up.
5.20.2 Operation
To tune the ADF radio, click and drag any of the knobs on the radio console. Alternatively to
Volume can be toggled using the VOL knob. The selected frequency is displayed on the screen.

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5.21 332C‐10B Radio Magnetic Indicator
5.21.1 Outline
Each cockpit has an RMI that shows the relationship between actual aircraft heading and the
Earth's magnetic field. The compass function is stabilised by directional gyros.

The RMI is comprised of two needles, described below.
5.21.2 ADF Pointer
A double needle points toward the magnetic course to an ADF station if the ADF is in use
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5.21.3 VOR Pointer
A single needle points toward the magnetic course to a VOR station if the VOR system is in use.

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5.22 VOR Radio System
The VOR unit must first be powered‐up in order for it to function correctly. The power switch is
located on the bottom left corner of the console. Setting the switch to OFF will turn the unit off.
Setting the switch to ON will power the unit up.

5.22.2 Operation
To tune the VOR radio, click and drag any of the knobs on the radio console. Alternatively to
Volume can be toggled using the VOL knob. The selected frequency is displayed on the screen.

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5.23 IND‐350 Course Deviation Indicator
5.23.1 Outline
Each cockpit is equipped with a CDI to indicate the aircraft's actual course of flight relative to a
course selected with the OBS knob.
5.23.2 Operation
The CDI in each cockpit is set to a desired course heading with the respective OBS knob. The CDI
needle will deflect left or right of centre if the flight course drifts. The amount of drift will be
indicated in degrees of course deviation to the right or left of centred alignment per mark.
To correct for a course deviation drift, proper sensing is determined and the aircraft is turned
toward the direction of needle deflection. When course alignment is re‐established, the CDI
needle will be at the centre vertical position.
The TO/FROM indicators in the CDI will indicate whether the course selected by the OBS knob
will take the aircraft to or from the selected NAVAID.

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5.24 NACWS
The NACWS display is located on the upper section of the forward panel. By default it is set to
the OFF state.

To power the unit up, first ensure that the ADF system is set to T/R mode. If the ADF system has
failed or is not turned on, the NACWS will display a FAIL screen.

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5.24.2 Default mode
When operational, the NACWS will default to the following mode.

The features of this mode are linked to the ADF and VOR systems, and are described below.
HDG
At the top of the display is the aircrafts current heading, in degrees.
DISTANCE TO TUNED STATION
The distance shown in NM is the distance to the station tuned on the VOR radio system.
DATE AND TIME
Date shown is the current local date, in DD/MM/YYYY format.
Time shown is UTC (Zulu).
DISTANCE TO WAYPOINT
The next distance shown is the distance to the next waypoint, if available. This data is acquired
from the GPS unit.
MODE
If the VOR system is tuned and functioning, the NACWS will display ENROUTE. If the system is
not tuned to a frequency, it will display IDLE.
LONGITUDE & LATITUDE
At the bottom of the display is the aircrafts current position, in Long/Lat format.
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5.24.3 Proximity Mode
Proximity mode can be toggled by clicking the PROX button on the fascia of the NACWS. To
return to the default mode, click the PROX button a second time.

Features are as described below.
HDG
Aircraft current heading is displayed, in degrees, at the top of the display.
DISTANCE TO TUNED STATION
The distance to the tuned station is shown in the top right of the display.
FLIGHT MODE
If the VOR system is tuned and functioning, the NACWS will display ENROUTE. If the system is
not tuned to a frequency, it will display IDLE. This information is shown at the bottom of the
display.
PROXIMITY ALERT
This feature is currently not simulated. NACWS offers a Naval version of the Civilian TCAS.

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5.24.4 RANGE Mode
Clicking the RNG button when in PROX mode will change the range at which the unit displays
waypoints and traffic information.
Range is shown at the bottom of each circle, in NM.

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5.25 KLN900 GPS
5.25.1 Outline
Both cockpits of the T‐34C have a simulated KLN900 GPS unit located on the lower left area of
the forward panel.
Currently the KLN900 in this simulation is only a customised default GPS500 unit. A future
upgrade may be released to simulate the KLN900 system completely.
5.25.2 Controls
The KLN900 controls include buttons for the DIRECT TO, CLEAR, ENTER, OBS/LEG mode, ALT
(TERRAIN), NEAREST and MESSAGE functions. Data entry and some control functions are
enabled by left and right concentric knobs and the CURSOR button.
To power the display, click the PUSH ON button on the top right of the fascia. To cut power to
the display, click the PUSH ON knob a second time.
The outer right knob is used to select the required function. The inner knob is used to select the
required page. To scroll right through options, left click the knob. To scroll left through options,
right click the knob.
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To zoom the display, use the inner left knob. Zoom in by left clicking and zoom out by right
clicking the control knob.
Control Type Function
1. Power Knob/ switch Push to turn on. Pull to turn

off.
2. CRSR Push‐button Press to activate/ deactivate

cursor.
3. Left Outer Knob Knob Left click to increase zoom.

Right click to decrease zoom.
4. Right Outer Knob Knob Left click to increase function

selection. Right click to
decrease function selection.
5. Right Inner Knob Knob Left click to scroll forwards

through pages. Right click to
scroll backwards through
pages.
6. Direct To Push‐button Press to activate direct‐to

navigation function.
7. CLR Push‐button Press to clear current entry.
8. ENT Push‐button Press to approve current

display or entry.
9. OBS Push‐button Press to toggle between OBS

and LEG mode.
10. ALT Push‐button Press to select terrain display

mode.
11. NRST Push‐button Press to display nearest

airport waypoint page.
12. MSG Push‐button Press to display message

page.
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5.25.3 DirectTo Navigation
Pressing the Direct‐to button will enable the direct‐to navigation function.

The direct‐to page can be manipulated by using the right knob to enter an ICAO or waypoint
name. To accept the entry, press the ENT key. To clear the entry, press the CLR key.
5.25.4 Nearest Function
Pressing the NRST key will display a list of near‐by airports and facilities. The list can be scrolled
using the right outer knob.

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Pressing the CRSR key will allow an entry to be selected. When the desired entry is selected,
pressing the ENT key will display information regarding it.

Pressing the Direct‐to key when the desired entry is highlighted will display the direct‐to page.
Direct‐to information will be pre‐completed. Pressing the ENT key will create a route to the
selected entry.

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5.25.5 Message Function
Pressing the MSG key will display any important messages or information.
5.25.6 ALT/ Terrain Display Function
Pressing the ALT key will toggle the moving‐map display mode.

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5.27 KA41 Control Unit
5.27.1 Outline
In the real‐world, the true KA41 is a GPS control unit. This T‐34C simulation does not have a
true KLN‐900, therefore the unit is inoperable.
Instead we have decided to equip the T‐34C with a very basic autopilot for those that want to
enjoy autopilot functions.
Each cockpit is equipped with a KA41 control unit, located on the forward panel. Though basic,
the KA41 is a useful tool, detailed below.
5.27.2 Controls
The KA41 is comprised of four main buttons.
Button Function
1. NAV/ GPS button Click to toggle NAV and GPS modes.
2. GPS/ APR button Click to arm and engage the autopilot.
3. OBS/ LEG button Click to engage NAV hold mode.
4. LAMP TEST button Click to test the functionality of all lamps.
5.27.3 Operation
The KA41 unit will power up automatically when the aircraft battery system is online. When
power is available the lamp on the left of the unit will illuminate. The unit will be set to NAV
mode by default and should always be checked to ensure the master lamp is OFF.
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5.27.4 NAV/ GPS Function
By default the KA41 is set to NAV mode. GPS mode can be toggled by clicking the NAV GPS
button a single time. The display will change to GPS to show that GPS mode is active. The unit
will now direct the aircraft to the desired GPS waypoint or destination. Use of these modes is
coupled with the OBS LEG function.
5.27.5 GPS APR Function
To engage the KA41 autopilot unit, click the GPS APR button. The display will illuminate to show
that the GPS is armed and active. To disengage the autopilot, click the GPS APR button a second
time. An audible warning tone will be heard and the autopilot will cease to direct the aircraft.
5.27.6 OBS LEG Function
Engaging the OBS LEG function will allow the aircraft to be directed by the autopilot. The NAV
GPS function controls how the function is directed. Pressing OBS LEG once will arm the
function. Pressing a second time will disarm the function. When armed, the display will
illuminate.
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5.27.7 LAMP TEST Function
Operation of the KA41 annunciator lamps can be tested by pressing the LAMP TEST button. To
end the test function, click the button a second time. If the KA41 is functioning correctly, all
lamps will illuminate.

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5.28 TDR‐950 Transponder
5.28.1 Outline
The transponder is an identification, position tracking, altitude reporting and emergency
tracking device. An operating transponder responds to interrogations by search radar. Dual
transponders are installed: one located in each cockpit.
The transponder is located on the outer edge of the right console. By default it is turned OFF.
5.28.2 Operation
Setting the unit to ON will allow the transponder to function.
The code selector switches can be used to select the desired code. To increase digits, left click a
knob. To decrease selected digits, right click a knob.
When power is available to the unit, the green LED will illuminate.

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5.29 Landing Gear Indicator System
5.29.1 Outline
The cockpit offers two methods of determining the current landing gear situation.
5.29.2 DollsEye Position Indicators
The gear position indicators are located on the left of the forward panel.
When the gear is in the DOWN and locked position, the indicators will show a tyre image.
When the gear is in TRANSIT and unsafe, the indicators will spin. If a fault develops, a black and white
diagonal pattern will be shown.
When the gear is in the UP and locked position, the text UP will be displayed.

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5.29.3 Landing Gear Lever
The landing gear lever is located on the forward left pedestal.
When the gear is in the DOWN and locked position, the lever will be down and white.
When the gear is in the UP and locked position, the lever will be up and white.

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When the gear is in TRANSIT and unsafe, the lever will be in either position and red.
Pressing the WARN TEST button will also illuminate the landing gear lever warning lamp.

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6.0 Operating Limitations
6.1 Introduction
This chapter includes all important limits and restrictions that shall be observed during ground
and flight operations. The operating limitations set forth are the direct results of design
analysis, tests and operating experiences.
Compliance with these limits will allow the pilot to safely perform the assigned missions and to
derive maximum utility from the aircraft.
Limits concerning manoeuvres and weight are also covered.
6.2 Crew Limitations
Crew limitations consist of solo flights only from the front cockpit with the aft cockpit secured
in accordance with the Pre‐flight Inspection Checklist later on in this manual.
6.3 Engine Limitations
These conditions that set limits for operation of the PT6A‐25 engine are monitored by
instruments. An individual instrument will show the torque applied to the shaft which drives
the propeller. Other indicators display Interstage turbine temperature and gas generator
speed in percentage of full rpm. A dual indication instrument displays both oil pressure and oil
temperature.

The T‐34C engine instruments, in particular the N1 (turbine tachometer) and ITT, are provided
as an aid to the pilot in gauging the condition of the engine. These instruments should be
monitored closely as an active monitoring schedule can provide early indications of impending
engine problems.

Figure 6‐1 shows all normal operating conditions and limits for the engine.

Engine operation using only the engine driven, high‐pressure fuel pump without either the electric or
engine‐driven boost pump fuel pressure is limited to 10 hours.

6.3.1 Overtemperature Limitations
Whenever the limiting temperatures listed in Figure 6‐1 are exceeded and cannot be controlled
by retarding the power lever, a landing shall be made as soon as possible using PEL procedures.
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It should be noted that maximum observed ITT of 825 °C is time limited to 2‐second duration
during engine acceleration.

During engine starting, the temperatures and time limits listed in Figure 6‐1 must be observed.

Figure 6‐1. Engine Operating Limitations

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6.3.2 Overspeed Limitations
Whenever the prescribed engine over‐speed limit or engine rpm operating limit is exceeded
(Figure 6‐1), the incident must be reported as an engine discrepancy on an appropriate
maintenance action form. It is particularly important to record the maximum percent of rpm
registered by the tachometer and the duration of over‐speed.

6.3.3 Torque Limitations
The maximum allowable torque for continuous operation is 1,015 ft‐lb. Torque above this
limitation should be corrected as soon as possible.
6.3.4 Power Definitions
Engine power ratings are given in Figure 6‐1. A power setting up to the maximum allowable of
1,015 ft‐lb may be used for takeoff, climb, and cruise.

6.4 Aerodynamic Limitations
Aircraft limits that result from the effects of airflow are listed in Figures 6‐2 and 6‐3.

6.4.1 Acceleration Limitations
1. +4.5g’s up to 280 KIAS; –2.3g’s up to 220 KIAS; and decreasing to –1.0g at 280 KIAS.
2. With flaps down, +2g’s and –1.0g.
3. 0 to +1.5g's during gear extension

6.4.2 Takeoff, Landing, Taxi Limitations
For flared landings only:
Maximum sink rate at ground contact — 600 FPM.
6.4.3 Altitude Limitations
Operating altitude (Navy‐approved limit) — 25,000 FEET.
6.5 System Limitations
6.5.1 Instrument Markings
RED markings on the dial faces indicate the limit above or below which continued operation is
likely to cause damage or shorten life. The GREEN markings indicate the safe or normal range of
operation. The YELLOW markings indicate the range where special attention should be given to
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the operation covered by the instrument. Operation is permissible in the yellow range, but
should be avoided.
6.5.2 Propeller Limitations
The normal propeller operating range (green arc) extends from 1,800 to 2,200 rpm, with a red
line at 2,200 rpm.
Note
• Condition lever should remain full increase with propeller at 2,200 rpm during all normal
operations in flight.
• RPM fluctuations of +/‐ 25 rpm with no secondary indications of engine malfunctions
are acceptable.
Figure 6‐2. Airframe Limitations

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6.6 Miscellaneous Limitations
Both canopies must be closed before starting engine and must remain closed until after engine
shutdown except for short periods of time on the deck with prop in FTHR or in flight with
oxygen masks on and diluter in 100 percent.
Auto‐ignition must be in operation for inverted flight.
1. Maximum inverted flight time — 15 SECONDS.
2. Maximum transient zero g flight time — 3 SECONDS.
3. Max knife‐edge flight time — 3 SECONDS.
4. Max vertical nose up flight time — 15 SECONDS.
5. Max vertical nose down flight time — 3 SECONDS.

Zero g flight will cause a loss of oil pressure resulting in possible engine damage and shall be avoided.
3. Maximum takeoff and landing crosswind components:
a. No flap — 22 KNOTS.
b. Full flap — 15 KNOTS.
6.6.1 Prohibited Manoeuvres
1. Inverted flight above 220 KIAS
2. Night formation flights (except in emergencies)
3. Intentional spins with flaps and/or gear extended
4. Intentional inverted spins
5. Intentional spins with the propeller feathered.
6. Inverted stall manoeuvres.

Any manoeuvre that could result in nose‐low attitudes shall be performed in a manner to preclude
speeds in excess of maximum authorized (280 KIAS). Excessive horizontal stabilizer loads can be
encountered at speeds in excess of 280 KIAS.
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6.6.2 Airstart Envelope
Starter‐assisted air‐starts may be achieved at altitudes between sea level and 20,000 feet and
at airspeeds between 80 and 280 KIAS.
Not recommended below 1,500 feet AGL.
6.7 Weight and Balance
6.7.1 CentreofGravity Limitations
Pilots shall check weight and balance to determine if gross weight, CG limitation, and zero fuel
weight are within limits.
6.7.2 Weight Limitations
Maximum ramp weight — 4,425 lb
Maximum zero fuel weight — 3,650 lb
Maximum takeoff and landing — 4,400 lb
Maximum aerobatic weight — 4,300 lb.
6.8 Engine Condition Indicators
Engine instruments, in particular the N1 (turbine tachometer) and ITT, are provided to assist in
determining the general condition of the engine. These instruments should be monitored
closely on an active schedule to detect early indications of impending problems. Figure 6‐4
shows the normal operating range for engine instruments in chart form from engine idle to full
power with sub notes on numbered items.
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Figure 6‐3. Operating Flight Strength (VN)

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Figure 6‐4. Engine Condition Indications (Normal Power Range)

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7.0 Flight Preparation
7.1 Mission Planning
Mission planning is the responsibility of the first pilot or flight leader and will cover all matters
pertinent to the mission to be flown. Every task which can be completed prior to takeoff will
contribute to the ease and success with which the actual flight is conducted.
7.1.1 Weather
A complete weather briefing and an understanding of the weather picture is a prerequisite of
successful mission planning. En route weather will dictate the probable altitude assignments
and whether or not those altitudes assigned will be acceptable. Destination weather will
determine expected delays in letdown and landing procedures, and a good weather alternate
or alternates are a must to save the day in unforeseen circumstances. All of this weather
picture affects fuel planning and flight procedures.
7.1.3 Weight Computations
Mission planning concerning weight and balance should place primary emphasis on aircraft
gross weight in order to avoid exceeding the maximum allowable weight limits. The following
data are provided to assist the pilot in determining aircraft weight.
Aircraft basic weight (typical) — 3,010 lb
Fuel (JP‐5) — 884 lb
Parachute (F/C) — 28 lb
Parachute (R/C) — 28 lb
Personal equipment (F/C)1 — 25 lb
Personal equipment (R/C)1 — 25 lb
Total weight before crew and luggage — 4,000 lb
1. Includes flight suit, boots, knife, flare kit, checklists, helmet bag and helmet, flashlight, O2 mask,
kneeboard, charts, and approach plates.
Maximum gross weight for taxi — 4,425 lb
Maximum allowable for naked crew plus luggage — 425 lb
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If the aircraft is configured for overwater flight (cushions replaced by life rafts) and the pilots
wear LPAs, the maximum allowable for crew weight plus luggage is lowered to 295 pounds.

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8.0 Flight Procedures & Checklists
8.1 Preflight Inspection
The pilot in command shall ensure that a proper pre‐flight inspection is accomplished. A
satisfactory pre‐flight will consist of completing both the cockpit safety check and the exterior
inspection. As the aircraft is approached, observe wheel chocks in place, tie downs removed,
and that no obvious aircraft discrepancies exist. The path to be followed during the exterior
inspection is presented in Figure 8‐1.
8.1.1 Cockpits
The following 10 items shall be inspected prior to the exterior inspection:
1. Canopy/windscreen — CHECK controls, canopy stop‐screws, canopy rail screws flush,
seals, and cleanliness.
2. Free air temperature gauge — CHECK.
3. Trim tabs — SET 0 (zero).
4. Landing gear handle — CHECK down.
5. Accelerometer — CHECK within limits (+4.5, ‐2.3) (both cockpits).
6. Alternate static air source — NORMAL.
7. Starter, auto‐ignition, and all applicable electrical switches — CHECK OFF
8. Battery — ON, check voltage, fuel quantity and gear position indicators, then battery
OFF (if voltage is less than 22 volts, plan for GPU‐assisted start; if less than 18 volts, the
battery must be replaced).
9. Oxygen system — TEST.
a) Oxygen supply control — PUSH ON, clip in place.
b) Supply pressure gauge — CHECK (1,000 to 1,850 psi).
c) Regulator panel levers — ON, safety wire not broken, 100% OXYGEN, and
NORMAL.
d) Oxygen mask — CONNECT.
e) Connections — CLEAR/CHECK for leaks. (Hold mask away from face and move
emergency/normal/test lever to “TEST MASK” in order to clear mask. Then place
mask firmly against face and move emergency/ normal/test lever to EMERGENCY
and check flow indicator remains black.)
Note
Flow indicator movement indicates a system leak and requires maintenance.
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f) Flow indicator — CHECK (during inhale, blinker appears and exhale blinker
disappears, repeat a minimum of three times).
10. Controls — UNLOCK, lock stowed (front cockpit).
Figure 8‐1. Exterior Inspection

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8.2 Prestart Checklist
1. Parking brakes — SET.
2. Parachute — FASTENED/ADJUSTED.
3. Emergency fuel shutoff handle — DOWN, CLIP IN PLACE.
4. Wing flap lever — UP.
5. PCL — IDLE.

Moving the PCL into beta range without the engine running will damage the linkage mechanism.
6. Condition lever — FUEL OFF.
7. EPL — DISCONNECT.
8. Friction lock knob — FULL DECREASE.
9. Cockpit environmental control — OFF.
10. Cockpit defog control — OFF.
11. Gear handle — DOWN.
12. Landing lights — OFF.
13. GPS — OFF.
14. Compass slave switch — SLAVE (both cockpits).
15. Air‐conditioner switch — OFF (both cockpits).
16. Fire warning test switch — OFF.
17. NACWS — OFF (both cockpits).
18. Auto ignition — OFF (both cockpits).
19. Starter — OFF (both cockpits).
20. Engine air bypass — CLOSED.
21. Emergency landing gear handle crank — DISENGAGED.
22. Inverters — OFF.
23. AVIONICS MASTER — OFF.
24. Aft cockpit attitude gyro and RMI — ON.
25. Navigation and strobe lights — OFF.
26. Pitot heat — OFF.
27. Standby fuel pump — OFF.
28. VHF Radio — OFF.
29. Circuit breakers — IN; UTILITY BUS
30. SWITCHES ON.
31. Helmet — ON.
32. Battery — ON.
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Note
Check for a minimum of 22 volts.
33. ICS — CHECK.
34. GPU — AS REQUIRED.
Note
If GPU is available it should be used.
35. Instrument and console lights — AS DESIRED.
36. Navigation and strobe lights — REQUIRED.
37. Pitot heat — TEST.
a. Turn switch ON.
b. Note drop in ammeter.
c. Turn switch OFF.
38. Canopy — CLOSED and LOCKED(both cockpits).
While closing the canopy, adjust seat height to ensure the canopy bow clears the helmet; otherwise,
there exists the danger of the canopy bow striking the helmet during emergency opening. Seat height
should not be raised thereafter.
Note
Both canopies must be closed before starting engine and must remain closed until after engine
shutdown except for short periods of time on the deck with the propeller in feather or in flight with the
oxygen masks and diluter in 100 percent.

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8.3 Engine Start Checklist
1. Fire guard — POSTED.
2. Propeller — CLEAR.
3. Engine —START.
a. Starter switch — ON (check voltage for minimum of 10 volts, IGNITION light on, FUEL
PRES light out, oil pressure indicated).

After turning the starter switch on, if any of the above required indications do not exist, discontinue the
start attempt by securing the starter. DO NOT introduce fuel. Start attempts without the proper
indications may cause severe engine damage.
Note
With a significant crosswind component, the propeller may not turn on engine start until the condition
lever is advanced from FUEL OFF.
b. Condition lever — FTHR WHEN N1 REACHES 12 PERCENT.
Do not introduce fuel before N1 reaches 12 percent or if N1 begins to decrease. Start attempts with a
weak battery are likely to cause over temperature damage to the engine. Use a GPU if the starter is
unable to produce at least 12‐percent N1 under battery power.
c. ITT and N1 — MONITOR.
d. Starter switch — OFF WHEN N1 REACHES 60 PERCENT.
4. Oil pressure — CHECKED.
a. Check oil pressure for a minimum of 40 psi.
Note
During cold ambient temperatures, oil pressure may be between 80 and 100 psi. This condition is
acceptable; however, the oil pressure shall be within normal limits (65 to 80 psi) prior to takeoff.
5. N1 — CHECKED.
Note
Idle rpm as low as 60 percent is acceptable. Report idle rpm under 62 percent to maintenance after the
flight. Idle rpm above 65 percent is a downing discrepancy.
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6. GPU — DISCONNECTED.
7. Condition lever — FULL INCREASE.
8. Generator light — OUT (voltage).
a. Check voltage between 27.0 to 29.5 volts.
9. Inverters — CHECKED/ON.
a. Check INVERTER annunciator light out for each inverter.
b. Turn on desired inverter.
10. Air‐conditioner — AS REQUIRED.
11. AVIONICS MASTER — ON.
12. AVIONICS COMMAND — TEST.
13. RMI — ALIGNED AND SLAVED.
14. Angle‐of‐attack — TEST.
15. NACWS — ON (both cockpits).
16. GPS — ON.

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8.4 PreTaxi Checklist

Exercise extreme caution entering the beta range in close proximity to ground personnel.
1. Beta/Beta stop — CHECKED.
2. Friction lock knob — ADJUSTED.
3. Brakes — HOLD.
4. Parking brake — RELEASED.
5. Chocks — REMOVED.
6. Brakes — CHECKED (both cockpits).
7. Radios and NAVAIDs — CHECKED and SET.
a. Set VHF/UHF Transmit and VHF receive switches to ON or as required.
b. Set UHF radio as required.
c. Set transponder to standby.
d. Set ADF as required.
e. Set VOR as required.
f. Set GPS as required.
g. Select NAV or GPS mode as required.
8. Altimeter and NACWS — CHECKED and SET.
a. Set altimeter to 29.92.
b. Set altimeter to local barometric setting.
9. Landing lights — AS REQUIRED.

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8.5 Taxiing
Normal taxi is initiated by a slow, straight ahead roll using engine power as required to start
forward movement. Steering is accomplished by use of rudder control and individual wheel
braking by using positive brake application in desired turn direction. Taxi speed can be
effectively controlled by the use of the PCL and applications of propeller beta range.

Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to
neutralize, causing loss of braking effectiveness.
8.5.1 Taxiing Checklist
1. Turn needle — CHECKED.

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8.6 Ground Runup Checklist
1. Brakes — HOLD.
2. Propeller over speed governor — TEST.
a. OVSP GOV switch — DEPRESS.
b. PCL — SLOWLY ADVANCE UNTIL PROPELLER RPM STABILIZES.
c. Check propeller rpm between 1,950 to 2,150.
d. OVSP GOV switch — RELEASE AND CHECK FOR AN INCREASE IN PROPELLER RPM.
3. Oil pressure — CHECKED.
a. Check oil pressure 65 to 80 psi.
4. Auto ignition — TEST.
a. Auto ignition switch —ON (check AUTO IGN annunciator light ON).
b. PCL — IDLE (check that IGNITION annunciator light comes on between 180 and
300 ft‐lb torque and that AUTO IGN annunciator light goes out).
c. Auto ignition switch — OFF.
5. Propeller feather — TEST.
a. Check by moving the condition lever aft through the spring detent to FTHR.
b. After feathering action has stabilized (increased torque, decreased propeller
rpm, N1 stabilized between 60 to 65 percent), advance condition lever to FULL
INCR RPM.

In the event of inadvertent engine shutdown during the feather check, do not advance the condition
lever; forward movement of the condition lever immediately after engine shutdown can result in severe
engine over temperature damage.
Selection of feather with PCL in beta range may result in over temperature and/or flameout. Indications
of this condition include rising ITT and decreasing N1 (toward 40 percent) and decreasing fuel flow. In
the event of inadvertent selection of feather with PCL in beta range, the pilot shall perform the
EMERGENCY ENGINE SHUTDOWN procedure.

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8.7 Takeoff Checklist
1. Trim — SET.
2. Set 0° rudder, 3° up elevator, 0° aileron.
3. Flaps — CHECKED.
4. Check for proper extension and retraction of flaps.
5. Controls — FREE and CORRECT (both cockpits).
6. Radios, NAVAIDS, NACWS, GPS — SET.
7. Instruments, fuel quantity — CHECKED.
Items to be completed just prior to takeoff:
1. Transponder — AS REQUIRED.
2. Pitot Heat — AS REQUIRED.
3. Strobes/Navigation Lights — AS REQUIRED.

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8.8 Takeoff
8.8.1 Normal Takeoff
Takeoff roll can begin at idle engine power or the brakes may be applied while the PCL is
advanced to takeoff power (note that torque is 1,015 ft‐lb). As the takeoff roll progresses,
maintain heading with rudder control. At approximately 80 KIAS, apply slight aft stick pressure
to raise the nose to takeoff attitude and allow the aircraft to fly itself off the deck. Maintain
takeoff attitude until airspeed reaches 120 KIAS, then establish desired climb technique and
maintain torque maximum limit of 1,015 ft‐lb.
8.8.2 Minimum Run Takeoff
For a minimum run takeoff, apply brakes and slowly advance the PCL to takeoff power.
Maintain 1,015 ft‐lb, release the brakes.
Do not assume a nose‐high attitude until reaching approximately 60 KIAS. At this time,
smoothly apply aft stick pressure to assume a nose‐high (takeoff) attitude so lift‐off will occur
as soon as minimum flying speed is reached. When positive lift‐off has occurred, retract the
landing gear and accelerate to climb speed. Continue with normal takeoff and climb procedure.
Limit directional control braking as much as possible to reduce takeoff roll.
8.8.3 Obstacle Clearance Takeoff
Use minimum run takeoff procedure to the point of assuming a nose‐high attitude. Do not
assume the nose‐high takeoff attitude until reaching approximately 70 KIAS. When positive lift‐
off has occurred, retract the landing gear and accelerate and maintain VX (best angle of climb
airspeed) until the obstacle is cleared.
8.8.4 Crosswind Takeoff
In a crosswind takeoff, directional control may be more difficult to maintain. Advance the
power lever and maintain directional control with light braking and rudder control. Use of the
brakes should be avoided as much as possible after takeoff roll is underway since every brake
application will lengthen takeoff run.
Hold the nose wheel on the surface and apply upwind aileron to maintain a wings‐level
attitude. Firmly pull the aircraft off the runway when flying speed is reached to avoid side
skipping. Initial drift correction is made by turning into the wind with a shallow bank to
counteract drift, then rolling the wings level. Continue to climb straight‐ahead, maintaining drift
correction.
Refer to Figure 25‐2 to determine recommended crosswind takeoff speed for a specific
crosswind component.
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8.9 Normal Climb
Normal climb at sea level is 120 KIAS with takeoff power and full INCR RPM. More efficient
climb may be required immediately after takeoff for obstacle clearance or specific climb
commitments. Consult Figure 26‐1 to determine optimum aircraft rate of climb and gradient. VX
(best angle of climb) is 75 KIAS; VY (best rate of climb) is 100 KIAS.

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8.10 Cruise
8.10.1 Fuel Management
Fuel from the wing tanks gravity feeds into the 1.5‐gallon sump tank. Prolonged unbalanced
flight, slips, steep banks, etc., may result in uneven transfer. Fuel imbalance should be limited
to 100 pounds.
Fuel tank quantity may be balanced by using a slip (heavy wing high). Although the fuel tanks
are baffled to prevent fuel from being drawn away from the fuel outlets during such
manoeuvres, care should be exercised during low fuel states and balanced flight maintained if
possible.
If precise fuel management cannot be maintained because of fuel flow or fuel quantity
indicator failure, plan landing with a conservative fuel reserve.
8.10.2 Cruise Checklist
1. Instruments — CHECKED.
2. Fuel quantity — CHECKED.
3. Oxygen — CHECKED.

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8.11 Descent
8.11.1 Normal Descent
Reduce power to approximately 300 ft‐lb and maintain airspeed not to exceed the maximum
allowable.

During descent, retard the PCL to maintain the allowable torque limits (torque increases as airspeed is
increased or with an altitude change).
8.11.2 Rapid Descent
A rapid rate of descent may be obtained using the following procedure:
1. PCL — IDLE.
2. Condition lever — FULL INCR RPM.
3. Landing gear — DOWN (maximum gear extension 150 KIAS).
4. Flaps — UP.
5. Airspeed — 150 KIAS MAXIMUM.

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8.12 Landing

Figure 8‐2 Landing Pattern

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8.12.1 Normal Break Entry
Approach the break in a wings‐level attitude. At the break, roll into the desired angle of bank
and reduce power. Extend the landing gear at 150 KIAS, flaps at 120 KIAS. Adjust angle of bank
to rollout within a wingtip distance from landing runway. Adjust attitude as required to
maintain desired angle of attack/airspeed. Use power as necessary to control rate of descent.
8.12.2 Landing Checklist
1. Landing gear — DOWN and LOCKED (both cockpits).
2. Brakes — PARKING BRAKE OFF, BRAKES FIRM.
3. Instruments — CHECKED.
5. Flaps — AS REQUIRED.
8.12.3 Normal Landing
Normal landings are accomplished by maintaining rate of descent and the desired angle of
attack/airspeed until 5 to 10 feet above the runway. Then reduce the power toward idle and
raise the nose slightly (flare) to check the rate of descent. As the main gear contacts the
runway, continue reducing the power. As the airspeed is reduced, lower the nose wheel to the
runway and maintain directional control with rudder and slight brake pressures. Utilize beta
and smooth, increasing brake pressure to continue decelerating.

Retarding the PCL to idle may result in engine spool‐up delay of as much as 5 seconds upon power
addition.
To reduce maintenance difficulties and possible accidents because of wheel brake failure, it is
absolutely necessary that the brake system be used properly. Careful application of the brakes
immediately after touchdown or at any time there is considerable lift on the wings will prevent
skidding the tires and causing flat spots.
A heavy brake pressure can result in locking the wheel more easily if brakes are applied
immediately after touchdown than if the same pressure is applied after the full weight of the
aircraft is on the wheels. A wheel once locked in this manner will not become unlocked as the
load is increased as long as brake pressure is maintained. Full braking action cannot be
expected until the tires are carrying the full weight of the aircraft.
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Normally, a full landing roll should be utilized to take advantage of aerodynamic braking.
However, if maximum braking is required after a touchdown, lift should first be decreased as
much as possible by raising the flaps and lowering the nose before applying the brakes. This
procedure will improve braking action by increasing the frictional force between the tires and
the runway. For short landing rolls, a single, smooth application of the brakes with constantly
increasing pedal pressure is most desirable.
If the brakes have been used excessively for an emergency stop and are in an overheated
condition, taxi operations should be conducted cautiously and at a reduced speed, especially in
or around a congested parking area since possible brake fading may occur.
8.12.4 TouchandGo Landing
After touchdown, take off in normal manner and climb out at 100 KIAS. Flaps will be retracted
when safely airborne and 90 KIAS or greater.

During touch‐and‐go landings, rapid over rotation of nose attitude prior to engine spool‐up may result in
aircraft becoming airborne with insufficient airspeed and/or engine thrust to maintain flight. Spool‐up
delay of as much as 5 seconds may be encountered after power addition.
8.12.5 Crosswind Landing
No unusual technique is required in a crosswind landing. Use the wing‐low method. Velocity
and wind direction will determine the flap setting to be used for the landing since flaps increase
the weather cocking tendency on the ground. Use of no‐flap configuration is mandatory when
crosswind component is above 15 knots.
1. Allow for drift while turning on final approach so that you will not overshoot or
undershoot the approach leg.
2. Establish drift correction as soon as drift is detected.
3. Use ailerons as necessary to maintain wing‐low attitude during final, flare, and
touchdown; use rudder as necessary to maintain heading.
4. Recommended touchdown technique: low main mount touching the runway first
followed by the other main; immediately lower the nose wheel to the runway to aid
in directional control. Aileron should be held into the wind during the initial part of
the rollout to hold the wing down.
8.12.6 Minimum Run Landing
After reducing power to initiate descent, extend full flaps and establish the airspeed required to
maintain the desired approach path. Pitch attitude will be higher than for a normal approach.
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Adjust power slowly to avoid a high rate of sink. Touch down at the lowest safe speed to
shorten the landing roll. Since this is a maximum performance manoeuvre, with the aircraft just
above stalling airspeed, care must be exercised in handling the flight controls. Abrupt stick
movement could cause a stall and allow the aircraft to yaw that will increase the tendency to
roll with the stall. Retard power lever to IDLE after touchdown and lower the nose wheel to the
runway. Apply maximum braking and propeller beta range. Raise the flaps and smoothly apply
forward stick as necessary to increase the weight on the main landing gear for enhanced
braking effectiveness.
8.12.7 Night Landing
Night landing procedures are the same as used during a day landing. Instrument and console
light intensity should be kept as low as possible to aid night vision. Avoid using landing and/or
strobe lights in thick haze, smoke, or fog as reflected light from the particles in the air may
reduce visibility.
8.12.8 AngleofAttach Approach
The angle‐of‐attack approach may be flown in either the full or no‐flap configuration by utilizing
the AOA indexer and indicator to maintain a constant 20 units AOA (optimum) until
commencing the landing transition. Maintaining 20 units AOA and a yellow doughnut will result
in an airspeed 35 percent above stall speed.

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8.13 WaveOff / GoAround
The wave off is a mandatory signal and will be executed immediately upon receipt; whether it is a red
light from the tower, the runway wheels watch by interphone or radio. Pilots should initiate their own
wave off anytime a safe landing is not possible. The decision should be made as soon as possible during
the approach to provide a safe margin of airspeed and altitude. Complete the following procedure as
applicable.
Engine spool‐up delays of as much as 5 seconds may be encountered after power addition.
1. PCL — FULL POWER.
2. Positive rate of climb — ESTABLISHED.
3. Flaps — UP (90 KIAS minimum)
4. Gear — AS REQUIRED.

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8.14 After Landing Checklist
1. Flaps — UP.
3. Transponder — OFF.
4. Pitot heat — OFF.
5. Navigation and strobe lights — AS REQUIRED.

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8.15 Engine Shutdown Checklist
1. Brakes — HOLD.
2. Parking brake — SET.
3. NACWS — OFF (both cockpits).
4. GPS — OFF.
5. PCL — IDLE.
6. Auto‐Ignition — OFF.
7. Inverter — OFF.
8. VHF Radio — OFF.
9. Avionics master — OFF.
10. Landing lights — OFF.
11. Condition lever — FUEL OFF.
Ensure ITT is below 610 °C.
12. ITT — MONITOR.

During engine shutdown from either cockpit, the possibility of incomplete shutdown exists. The pilot
shall monitor engine instruments for normal shutdown and perform Abnormal ITT During Shutdown
procedure if required.
13. Navigation lights and strobe lights — OFF.
14. Diluter control lever — 100 percent (both cockpits).
15. Battery switch — OFF.

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8.16 Post Flight Checklist
1. Control lock — INSTALLED.
2. Accelerometer — CHECK (both cockpits).
3. Trim tabs — NEUTRAL.
4. Wheels — CHOCK.
5. Parking brake — RELEASE.
Note
Parking brakes are primarily intended for short‐term use. Temperature changes or system leakage may
cause the brakes to release during extended parking.
6. Canopy — AS REQUIRED.
7. Covers and tie downs — AS REQUIRED.

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9.0 Special Procedures
9.1 Formation Flying
The following discussion of formation fundamentals will provide a foundation for formation
flying that will meet most T‐34C mission requirements. It is imperative that each aviator in the
flight be thoroughly briefed as to his particular part in the flight. The elements of a formation
are a section of two aircraft and a division consisting of three or four aircraft (two sections).
Two or more divisions form a flight.
Formation flight between dissimilar aircraft can result in unintentional out‐of‐control flight or midair
collision. Dissimilar formation shall not be conducted without thorough pre‐briefing, coordination, and
communication between the participants.
9.1.1 Parade Formation
Parade formation requires aircraft to fly a fixed bearing in close proximity. It will be the only
basic formation discussed here. The recommended parade position is a stable position on the
45° bearing with 10 feet of step‐down.
9.1.2 Formation Takeoff/Landing
After the leader begins his takeoff roll, the wingman delays his takeoff roll a sufficient amount
of time to allow adequate separation between aircraft.
9.1.3 Running Rendezvous
The leader will depart maintaining a pre‐briefed airspeed while the wingman uses power,
airspeed, and radius of turn as applicable to join up as briefed.
9.1.4 Parade Turns
In parade turns, the wingman matches the leader’s rate of roll. For turns into the wingman, the
wingman rotates about the leader’s longitudinal axis. For turns away from the wingman, the
wingman normally rotates about his own longitudinal axis.
9.1.5 Cross‐unders
Cross‐unders are performed to move the wingman from the parade position on one side of the
leader to the parade position on the opposite side. After appropriate signalling, the wingman
increases step‐down. While maintaining adequate nose to tail separation, cross under the
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leader to a point directly beneath the new parade position. Decrease step‐ down to rejoin the
parade position.
9.1.6 Lead Changes
The lead change is normally accomplished with the wingman in the starboard parade position.
Once the appropriate signal has been given and acknowledged, the original leader becomes
wingman and has the responsibility of maintaining adequate separation. After increasing lateral
separation, increase step‐down, slide aft, then execute a cross under. The responsibility of the
new leader is to maintain a constant heading, altitude, and airspeed throughout the lead
change.
9.1.7 Night Formation
Except in emergency situations, formation flights shall not be conducted at night.
9.2 Aerobatic Flight
Prior to starting aerobatic manoeuvres (Figure 9‐1), intentional stalls, spins, unusual attitudes,
or out‐of‐control flight, complete clearing turns and the Pre‐aerobatic Checklist. The
manoeuvres listed in 9‐1 shall be completed above 5,000 feet AGL.
Figure 9‐1 Aerobatic Manoeuvres

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9.2.1 Preaerobatic Checklist
1. Bilges — CLEAR AND CONTROL LOCK STOWED.
2. Restraint harness — ADJUSTED, TIGHT AND LOCKED.

Improper adjustment of the restraint harness may allow the control stick to contact the rotary buckle
and result in inadvertent release of the harness.
3. Auto‐ignition — ON.
4. Engine instruments — CHECKED.
Failure to secure the rear cockpit for solo flight may result in restriction of flight control movement.
9.2.2 Barrel RoIl
Barrel roll entry airspeed is 180 knots. When inverted and after 90° of heading change, airspeed
is approximately 100 knots. Recover on original heading with 180 knots.
9.2.3 Aileron Roll
Aileron roll entry airspeed is 180 knots. The nose is raised 15° above the level flight attitude and
a coordinated 360° roll is completed to recover on original heading and altitude.
9.2.4 Wingover
Wingover entry airspeed is 180 knots. The airspeed should be 90 knots after completing 90° of
turn. Recover 180° from the original heading with 180 knots.
9.2.5 Loop
Loop entry and recovery airspeed is 200 knots. Make a 3‐l/2g pull‐up.
9.2.6 Immelmann
Immelmann entry airspeed is 200 knots. Make a 3‐1/2g pull‐up and recover with approximately
90 knots in level flight.
9.2.7 OneHalf Cuban Eight
One‐half Cuban eight entry airspeed is 200 knots. Make a 3‐l/2g pull‐up. Recover on the entry altitude
and 180° from the original heading.
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9.2.8 Split S
Entry airspeed is 120 KIAS (PCL IDLE). Roll in either direction with aileron and rudder to the inverted
position. Once inverted, neutralize the controls and apply back stick pressure to pull the nose through
the horizon as in the last half of a loop.
9.2.9 Inverted Flight
Establish the aircraft at recommended entry airspeed of 150 to 170 KIAS in the clean configuration.
Raise the nose 15° above the level‐flight attitude and roll the aircraft in either direction using rudder and
aileron to the inverted position (approximately the OAT gauge on the horizon in front cockpit and
middle canopy bow on horizon in rear cockpit). Once inverted, neutralize aileron and rudder and utilize
forward stick pressure to maintain altitude. Prior to 15 seconds, utilize coordinated aileron and rudder
to roll the aircraft back to the upright position.
Incorrect application of elevator can quickly result in nose‐low attitudes and rapid airspeed acceleration
above 220 KIAS.

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10.0 Emergency Procedures
10.1 Introduction
Procedures indicated by an asterisk (*) are considered critical. The steps must be performed
immediately, without reference to the checklist. Time permitting, review/complete the procedures
utilizing the PCL to ensure completeness. The Pilot in Command must evaluate all the factors involved in
an emergency situation to determine landing site and duration of flight.
Note
The urgency of certain emergencies requires immediate and instinctive action by the pilot. The most
important single consideration is aircraft control. The following is a guideline for all emergencies.
1. Aircraft Control — MAINTAIN
2. Precise nature of problem — DETERMINE
3. Applicable Emergency procedures — EXECUTE.
4. Appropriate Landing Criteria — DETERMINE AND EXECUTE.
Explanation of Terms:
1. The term LAND AS SOON AS POSSIBLE means to execute a landing at the first site at which a safe
landing can be made.
2. The term LAND AS SOON AS PRACTICABLE means extended flight is not recommended. The
landing site and duration of flight is at the discretion of the Pilot in Command.

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11.0 Ground Emergencies
11.1 Abnormal Starts
Monitor ITT during normal start. If the ITT rate of increase appears likely to exceed 925 °C (hot start),
the normal N1 increase is halted (hung start), or no rise of ITT is evident within 10 seconds after selecting
FTHR with the condition lever (no start), proceed as follows:
1. *Condition lever — FUEL OFF.
2. *Ignition switch — HOLD OFF (starter continue engaged).
3. *Starter — OFF (after 20 seconds).
4. *Ignition switch — RELEASE.
Do not release the ignition switch prior to securing the starter.
Do not attempt another normal start until the cause of the abnormal start is determined and
appropriate maintenance action is taken. Note and report to maintenance the degree and duration of
any over temperature.
11.2 Emergency Engine Shutdown
If emergency situation dictates discontinuation of engine operation because of chip detector
light, abnormal engine noises/vibrations, oil system failure, prop failure, or strike of ground
object, proceed as follows:
1. *Condition lever — FUEL OFF.
2. *Emergency fuel shutoff handle — PULL.
Note
After the emergency fuel shutoff handle is pulled, do not reset on the ground until the cause of the
emergency shutdown is determined and corrected.

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11.3 Brake Failure
When a wheel brake failure is experienced, proceed as follows:
1. *Aircraft — STOP.

Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle valve to
Note
Maintain directional control and stop aircraft utilizing Beta, rudder, and remaining brakes.
Pumping the brake(s) may restore enough braking action to stop or better control the aircraft.
If going into unprepared terrain:
2. *Emergency Engine Shutdown — EXECUTE.
When aircraft comes to rest:
3. *Emergency Exit — EXECUTE.

Do not attempt to taxi with a brake failure or suspected failure in either cockpit. Do not shut
down engine until wheels are chocked if holding position by using Beta.
11.4 Hot Brakes
Hot brakes may be caused by excessive braking action. If hot brakes are suspected, stop the
aircraft if possible and allow the wheels and brakes to cool. If immediate takeoff is required,
leave the landing gear extended for 3 to 5 minutes to provide cooling of the wheel and brake
assemblies.

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12.0 Takeoff Emergencies
12.1 Aborting Takeoff
When aborting a takeoff, proceed as follows:
*1. PCL — FULL BETA.
*2. Wheel brakes — AS REQUIRED.

Simultaneous actuation of the same brake pedal in both cockpits may cause the shuttle value to
Note
When maximum braking is required, lower the nose wheel to the deck before applying the
brakes. For maximum braking, use a single, smooth application of the brakes with constantly
increasing pedal pressure as speed is lost. Use as much braking pressure as possible without
sliding the tires. Beta is not available with an engine failure.
12.2 Tyre Failure
While still on runway:
1. *Aborting Takeoff — EXECUTE.
a. If airborne:
2. *Landing gear — REMAIN DOWN.
3. Get visual confirmation.
4. Land aircraft on good tire side of runway.
5. Maintain directional control with rudder as necessary and brakes as required. Use beta
and brakes to aid in deceleration.
6. Do not taxi with blown tire.

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13.0 Charts‐ Takeoff
13.1 Minimum Power For Takeoff (Figure 131)
The minimum torque that should be available without exceeding the ITT limit of 695 °C at zero
airspeed is shown on this chart as a function of pressure altitude and ambient temperature.
13.2 Takeoff or Landing in Crosswind (Figure 132)
This chart shows the headwind and crosswind components of the wind on the runway and
shows minimum nose wheel lift‐off or touchdown indicated airspeed. Wind angle is found by
subtracting wind direction from the runway angle. To determine headwind component, utilise
steady winds; to determine crosswind component if both steady winds and gusts are given,
utilize maximum gust velocity.
13.3 Takeoff Distance (Figure 133)
This chart shows takeoff ground roll distances for a level dry runway and total distance to clear
an obstacle height. Rotation and 50‐foot obstacle indicated airspeeds are constant regardless of
weight and assume zero instrument error.

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Figure 13‐1. Minimum Power for Takeoff

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Figure 13‐2. Takeoff/Landing Crosswind

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Figure 13‐3. Takeoff Distance (Normal)

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14.0 Charts‐ Climb
14.1 Maximum Climb Rate/ Gradient (Figure 141)
Maximum climb rate for 98.5 knots calibrated airspeed (best rate‐of‐climb airspeed) is shown
for variation in ambient temperature, pressure altitude, and weight. An additional scale
showing approximate climb gradient is also given.
14.2 Service Ceiling (Figure 142)
The maximum altitude to obtain a 100 ft/min rate of climb for all weights and temperature
conditions is above the maximum operating altitude of 25,000 feet.
14.3 Time/ Fuel/ Distance to Climb (Figure 143)
This chart shows time fuel and distance to climb at normal‐rated power from an initial to a final
altitude at a constant climb calibrated airspeed of 118.5 knots.

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Figure 14‐1. Maximum Climb Rate/Gradient

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Figure 14‐2. Service Ceiling

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Figure 26‐3. Time/Fuel/Distance to Climb

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15.0 Charts‐ Range
15.1 Torque at Maximum Cruise Power (Figure 151)
This chart shows the torque settings for cruise at maximum cruise power for a pressure altitude
and the outside air temperature shown on the cockpit instrument.
15.2 Indicated Airspeed at Maximum Cruise Power (Figure 152)
This chart shows the indicated airspeed obtained from using the torque on the previous chart.
The indicated airspeed assumes zero instrument error.
15.3 Maximum Cruise Power Time and True Airspeed (Figure 153)
Time, groundspeed, and true airspeed are shown for an initial gross weight, cruise pressure
altitude, ambient temperature at cruise pressure altitude, wind component, and range. The
chart is valid in the operation envelope up to 955 ft‐lb torque or ITT of 695 °C whichever occurs
first.
15.4 Maximum Cruise Power Fuel Required (Figure 154)
This chart shows the fuel flow, fuel required, and pounds of fuel per nautical mile for an initial
gross weight, cruise pressure altitude, ambient temperature at cruise pressure altitude, range,
and cruise time obtained from the time and true airspeed chart. The chart is valid in the
operation envelope to 955 ft‐lb.
15.5 Maximum Range Power Time and True Airspeed (Figure 155)
This chart is used for a maximum range power setting of 580 ft‐lb and is of the same format as
the maximum cruise power time and true airspeed chart.
15.6 Maximum Range Power Fuel Required (Figure 156)
This chart is used for a maximum range power setting of 580 ft‐lb and is of the same format as
the maximum cruise power fuel required.
15.7 Mission Profile Maximum Range (Figure 157)
This chart presents data for a standard day with no wind, full fuel, and maximum gross weight
of 4,300 pounds. The chart shows time to climb to and cruise at a specified altitude, speed to
fly, and fuel remaining over destination.

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15.8 Bingo Range (Figure 158)
This table shows time and fuel required to fly a specified distance at a maximum range cruise
altitude or sea level. The chart presents data for a standard day with no wind.
15.9 Use Of Charts
15.9.1 Power Setting
Range data are given for two power settings: maximum cruise power and maximum range
power. For maximum range power, to simplify operation, the same torque setting has been
selected that results in airspeeds about 35 knots less than optimum at sea level and near
optimum at high altitude. The loss in range because of flying at the same torque setting for all
altitudes rather than for optimum speed is negligible.
Note
Time, distance, and fuel values assume constant altitude.
15.9.2 Fuel Required for a Given Distance
To determine fuel required fly a given distance at cruise altitude, use the charts as follows:
1. The time and true airspeed chart yields time to fly the desired distance.
2. The fuel required chart yields fuel required to fly the time determined above.
15.9.3 Distance With Available Fuel
To determine how much distance can be flown at cruise altitude on an available amount of fuel,
use the chart as follows:
1. Assume a value of distance.
2. The time and true airspeed chart yields time to fly the assumed distance.
3. The fuel required chart yields fuel required to fly the time determined above.
4. If required fuel is not equal to available fuel, assume a new value of distance and
rework the problem.
5. Repeat procedure until fuel required is equal to fuel available.

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Figure 15‐1. Torque at Maximum Cruise Power

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Figure 15‐2. Indicated Airspeed at Maximum Cruise Power

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Figure 15‐3. Maximum Cruise Power Time and True Airspeed

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Figure 15‐4. Maximum Cruise Power Fuel Required

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Figure 15‐5. Maximum Range Power Time and True Airspeed

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Figure 15‐6. Maximum Range Power Fuel Required

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Figure 15‐7. Mission Profile — Maximum Range

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Figure 15‐8. Bingo Range

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16.0 Charts‐ Endurance
16.1 Introduction
Use the charts presented in this part to determine fuel, time, and distance at altitude with the
maximum endurance power setting.
16.2 Maximum Endurance Power Time and True Airspeed (Figure 161)
This chart is used for a maximum endurance power setting of 420 ft‐lb and is of the same
format as the maximum cruise power time and true airspeed chart.
16.3 Maximum Endurance Power Fuel Required (Figure 162)
This chart is used for a maximum endurance power setting of 420 ft‐lb and uses the same
format as the maximum cruise power fuel required chart.

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Figure 16‐1. Maximum Endurance Power Time and True Airspeed

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Figure 16‐2. Maximum Endurance Power Fuel Required

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17.0 Charts‐ Descent
17.1 Normal Descent (Figure 171)
Time, distance, and fuel to descend for a calibrated airspeed of 170 knots and a torque setting
of 250 ft‐lb at 2,200 rpm is shown for the gear‐up, flaps 0‐percent configuration.

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Figure 17‐1. Normal Descent

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18.0 Charts‐ Landing
18.1 Landing Distance (Figure 181)
Ground roll distance and total distance to clear a 50‐foot obstacle is shown for the flaps 0‐
percent and flaps 100‐percent configurations. Approach and touchdown indicated airspeeds as
a function of weight and flap settings are shown in the accompanying table.

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Figure 18‐1. Landing Distance
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Beechcraft

1. Propeller pitch control 18. Engine Air Inlet Bypass handle

L FUEL LOW Left wing fuel R FUEL LOW Right wing fuel

FUEL PRESS Low pressure output CHIP Metal particles

LDG LIGHT Landing lights ON. BLEED AIR Cockpit heating

IGNITION Ignition energized by AUTO IGNITION Auto ignition switch

N/A TO T‐34C N/A TO T‐34C. N/A TO T‐34C N/A TO T‐34C.

Control Type Function

1. Power Knob/ switch Push to turn on. Pull to turn

2. CRSR Push‐button Press to activate/ deactivate

3. Left Outer Knob Knob Left click to increase zoom.

4. Right Outer Knob Knob Left click to increase function

5. Right Inner Knob Knob Left click to scroll forwards

6. Direct To Push‐button Press to activate direct‐to

7. CLR Push‐button Press to clear current entry.

8. ENT Push‐button Press to approve current

9. OBS Push‐button Press to toggle between OBS

10. ALT Push‐button Press to select terrain display

11. NRST Push‐button Press to display nearest

12. MSG Push‐button Press to display message

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