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If you go to this site it lists the definition of this code by make, it also lists the possible causes of the problems that trigger the P1441 to be set in memory. Since you gave no specific info on the car or truck that is the best i can provide to help you diagnose this.
You can test the MAF before replacing. It may be a problem with the circuit itself or just a fluke from another problem that is connected to this sensor.
There are two basic types of mass airflow sensors: hot wire and hot
film. In the first type, a very thin wire (about 0.2 mm thick) is used
as the heated element.
Components of a hot wire-type mass airflow sensor. Courtesy of Ford Motor Company.
The element temperature is set at 100° to 200°C above
incoming air temperature. Each time the ignition switch is turned to
the off position, the wire is heated to approximately 1,000°C for 1
second to burn off any accumulated dust and contaminants.
The second type uses a nickel foil sensor, which is kept 75°C
above ambient air temperatures. It does not require a burn-off period
and therefore is potentially longer lasting than the hot wire type.
A faulty MAF will cause driveability problems resulting from incorrect ignition timing and improper air/fuel ratios. Vane-type MAF Sensors
A vane-type MAF sensor is found on many import and domestic vehicles
with EFI. All intake air must flow through the sensor. Some MAF sensors
are called volume air flow meters
Begin checking a vane-type MAF sensor by checking the voltage
supply wire and the ground wire to the MAF module before checking the
sensor voltage signal.
Always follow the recommended test procedure in the manufacturer's
service manual and use the specifications supplied by the manufacturer.
Typically, to test the sensor, a digital multimeter (DMM) is used
and set on a DC voltage scale. The negative meter lead is connected to
ground and the red lead to the MAF signal wire.
A voltmeter connected to measure the signal from a MAF sensor. Reproduced with permission from Fluke Corporation.
Turn on the ignition switch and press the min/max button, if available, on the DMM.
Slowly push the MAF vane from the closed to the wide-open position, and allow the vane to slowly return to the closed position.
Move the MAF sensor air vane from open to close to test it. Reproduced with permission from Fluke Corporation.
Observe the maximum and minimum voltage readings as the vane was moved.
If the minimum voltage signal is zero, there may be an open circuit in the MAF sensor variable resistor.
When the voltage signal is not within the manufacturer's specifications, replace the sensor.
WARNING
While pushing the mass air flow sensor vane open and closed, be careful not to mark or damage the vane or sensor housing.
Some vehicle manufacturers specify ohmmeter tests for the MAF sensor.
With the MAF sensor removed, connect the ohmmeter across the sensor's output and input terminals.
Ohmmeter connections to a MAF sensor. Reprinted with permission.
The resistance at these terminals is normally 200 to 600 ohms.
Connect the ohmmeter leads to the specified MAF sensor terminals,
and move the vane from the fully closed to the fully open position.
With each specified meter connection and vane position, the ohmmeter should indicate the specified resistance.
Resistance specifications for a typical MAF sensor with door open and closed. Reprinted with permission.
When the ohmmeter leads are connected to the sensor's input and
output terminals, the ohmmeter reading should increase smoothly as the
sensor vane is opened and closed.
To check a vane-type MAF with a lab scope, connect the positive
lead to the output signal terminal and the negative scope lead to a
good ground.
This type MAF should display an analog voltage signal when the
engine is accelerated. A defective MAF will have sudden and erratic
voltage changes.
The trace of a defective vane-type MAF sensor. Reproduced with permission from Fluke Corporation.
Hot-Wire-Type MAF Sensors
The test procedure for heated resistor and hot-wire MAF sensors
varies depending on the vehicle make and year. Always follow the test
procedure in the appropriate service manual. A frequency test may be
performed on some MAF sensors, such as the AC Delco MAF on some General
Motors' products.
To check the MAF sensor's voltage signal and frequency, connect a voltmeter across the MAF voltage signal wire and ground wire.
Start the engine and observe the voltmeter reading.
On some MAF sensors, this reading should be 2.5 volts.
Lightly tap the MAF sensor housing with a screwdriver handle and watch the voltmeter pointer.
If the pointer fluctuates or the engine misfires, replace the MAF sensor.
Some MAF sensors have experienced loose internal connections, which
cause erratic voltage signals and engine misfiring and surging.
Set the DMM so that it can read the frequency of DC voltage.
With it still connected to the signal wire and ground, the meter should read about 30 Hz with the engine idling.
Now, increase the engine speed, and record the meter reading at various speeds.
Graph the frequency readings. The MAF sensor frequency should increase smoothly and gradually in relation to engine speed.
If the MAF sensor frequency reading is erratic, replace the sensor.
Satisfactory and unsatisfactory MAF sensor frequency readings. Reproduced with permission from Fluke Corporation.
When a scanner is used to diagnose a General Motors' vehicle, one
test mode displays grams per second from the MAF sensor. This mode
provides an accurate test of the MAF sensor.
The grams per second reading should be 4 to 7 with the engine idling.
This reading should gradually increase as the engine speed increases.
When the engine speed is constant, the grams-per-second reading should remain constant.
If the grams-per-second reading is erratic at a constant engine
speed or if this reading varies when the sensor is tapped lightly, the
sensor is defective.
A MAF sensor fault code may not be present with an erratic
grams-per-second reading, but the erratic reading indicates a defective
sensor.
Frequency-varying types of MAF sensors can be tested with a lab scope.
The waveform should appear as a series of square waves.
A normal trace for a frequency-varying MAF sensor. Courtesy of Progressive Diagnostics--WaveFile AutoPro.
When the engine speed and intake air flow increases, the frequency
of the MAF sensor signals should increase smoothly and proportionately
to the change in engine speed.
If the MAF or connecting wires is defective, the trace will show an erratic change in frequency.
The trace of a defective frequency-varying MAF sensor. Courtesy of EDGE Diagnostics Systems.
There is also a Mass Air Flow (MAF) Burn-Off Module Operation: A semi-conductor control for an electronic-ignition system.
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P1441 CHEVROLET Description
The Engine Control Module (ECM) has detected vacuum flow to the Fuel Tank Pressure (FTP) sensor during a system sealed condition. Possible causes are a faulty canister purge solenoid or a faulty tank pressure sensor.
Most likely the purge solenoid is leaking. It is usually located on the drivers side of the engine. It will have two plastic/rubber lines going to it and one two wire connector (sometimes the connector is red). Unplug the connector, remove the line that goes to the charcoal canister (the other line goes to the intake), start the engine and see if you can feel vacuum on the port on the Purge solenoid. If you can replace it.
Diagnostic Test Code (DTC) P0440 has a generic description of "Evaporative Emissions System Large Leak".
The MOST COMMON cause of this code is refueling the vehicle with the engine running or not getting the fuel cap on correctly after refueling.
The Powertrain Control Module (PCM) checks for leaks in the Evaporative Emissions (EVAP) system using the data provided by the Fuel Tank Pressure (FTP) sensor. It will check the FTP sensor data, then close the EVAP Vent Valve and open the Canister Purge Valve to apply vacuum to the EVAP system. After a period of time, the PCM will again check the FTP data to see if the fuel tank pressure has dropped within a specified amount. If there is very little or no change in the FTP data, DTC P0440 sets.
Other possible causes for this code are:
> Defective FTP sensor (VERY RARE) > EVAP Vent valve stuck open > Canister Purge Valve stuck closed > Large leaks or cracks in any of the EVAP system hoses and/or lines and/or components, including the fuel tank and the fuel filler neck and the EVAP canister
Please note that this code indicates a MECHANICAL failure of the system. This is NOT a circuit fault that would involve broken/shorted wires, blown fuses, etc..
CODE P1441 -- EVAP SYSTEM FLOW DURING NON PURGE CONDITIONS. POSSIBLE CAUSES. EVAP PURGE VALVE PIPE OR THE CHARCOAL CANISTER HAS A TEMPORARY BLOCKAGE. FTP SENSOR IS OUT OF CALIBRATION DAMAGED OR IT IS SKEWED. EVAP PURGE SOLENOID VALVE IS DAMAGED OR HAS FAILED. PCM HAS FAILED.
P1442 usually gas cap. P1449 usually vent solenoid. P1441 usually always a faulty FTP sensor. Very problematic to Malibu, Grand Am Cavaliers and Aleros. That would be my first area to check. They are also known for poor wiring connections at the Left rear passthru connector to the fuel tank and vent solenoid, but not necessarily for that code.
P1441 Evaporative Emission (EVAP) System Flow During Non-Purge
Now for the fix: the ECM uses a pressure sensor to watch the system
and see that there are no leaks. If it sees a leak via the pressure
sensor, it sets this code. The ECM wants to see the pressure sensor
voltage drop down, indicating that there is vacuum on the system, and it
wants it to be able to hold this vacuum for at least 30 seconds. If
this does not happen, it will set a code. As a note, the vent solenoid
is the most common failure on these systems.
Trouble Code Conditions:
DTC P0107, P0108, P0112, P0113, P0117, P0118, P0121-P0123, P0125, P0440, P0442, P0443, P0446, P0449, P0452, P0453, P1106, P1107, P1111, P1112, P1114, P1115, P1121 and P1122 not set, engine started, vehicle speed less than 75 mph, system voltage over 10.0v, ECT and IAT sensors from 39-86ºF and within 16ºF at startup, BARO sensor over 75 kPa, fuel level from 15-85%, PCM detected a continuous open purge flow condition with the fuel tank pressure decreasing to less than -11" H2O during the test. The PCM seals the EVAP system by commanding the EVAP Purge valve "off" and the EVAP Canister Vent valve "on". The PCM monitors the fuel tank pressure (FTP) sensor to detect if a vacuum is being drawn on the EVAP system. If vacuum in the EVAP system is more than a set value for a certain time, this code is set.
Possible Causes:
An improperly installed or damaged EVAP canister purge valve
A temporary blockage in the EVAP canister purge valve, purge pipe, or EVAP canister could cause an intermittent condition
FTP sensor is out-of-calibration, damaged or "skewed"
Purge solenoid valve is damaged or has failed
PCM has failed
TSB 02-06-04-046 contains a repair procedure for this code
A P0300 DTC is a misfire code. The P1441 is a no flow during purge code which has to do with the purge solenoid. With the misfire code present I would say you have a vacuum leak on one of the hoses. The purge solenoid is located in the passenger side, rear of the intake manifold.
code is evap system flow during non-purge
check the hoses for holes or broken disconnected hoses also check the fuel cap emissions diagram under the hood will give u the location of the evep purge solenoid if all checks ok then replace the soienoid and clear the codes
rank & vote my solution
Components of a hot wire-type mass airflow sensor. Courtesy of Ford Motor Company.
The element temperature is set at 100° to 200°C above
incoming air temperature. Each time the ignition switch is turned to
the off position, the wire is heated to approximately 1,000°C for 1
second to burn off any accumulated dust and contaminants.
A voltmeter connected to measure the signal from a MAF sensor. Reproduced with permission from Fluke Corporation.
Move the MAF sensor air vane from open to close to test it. Reproduced with permission from Fluke Corporation.
Ohmmeter connections to a MAF sensor. Reprinted with permission.
Resistance specifications for a typical MAF sensor with door open and closed. Reprinted with permission.
The trace of a defective vane-type MAF sensor. Reproduced with permission from Fluke Corporation.
Hot-Wire-Type MAF Sensors
Satisfactory and unsatisfactory MAF sensor frequency readings. Reproduced with permission from Fluke Corporation.
A normal trace for a frequency-varying MAF sensor. Courtesy of Progressive Diagnostics--WaveFile AutoPro.
The trace of a defective frequency-varying MAF sensor. Courtesy of EDGE Diagnostics Systems.
A semi-conductor control for an electronic-ignition system.
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