Mooney Executive 21 1968, M20F 1968 Owner's Manual
MOONEY
OWNERS
MANUAL
SERIAL NUMBERS
680001
&
ON
JULY
7967
ISSUE
MOONEV
A IRCRAFT,
/NC.
KERR
VI
6
LE,
TEXAS
78028
MANUAL NUMBER 68-20F-OM-B
#I197
LIST
OF
REVISED
PAGES
ISSUED
INSERT LATEST REVISED PAGES
--
DESTROY SUPERSEDED PAGES.
DATE
OF
PAGE
NUMBER LATEST
REVISION
NUMBER
LATEST REVISION
*THE ASTERISK INDICATES PAGES REVISED, ADDED, OR DELETED BY THE CURRENT REVISION.
ADDITIONAL COPIES OR CURRENT REVISIONS OF THIS PUBLICATION
MAY BE PURCHASED FROM YOUR
LDCAL MOONEY DISTRIBUTOR OR
DEALER.
......
SECTION
I.
GENERAL DESCRIPTION
1-
1
.......
SECTION
11.
SYSTEMS OPERATIONS
2-
1
*
SECTION
IV.
EMERGENCY PROCEDURES
...
4- 1
0
.............
SECTION V.
LIMITATIONS.
5-
1
...........
SECTION VI. PERFORMANCE
6-1
*
..............
SECTION VII. SERVICING
7-1
*
This manual
is
issued
as
your operating guide for the
Mooney Executive
21.
It
is
important that you--regardless of
your previous experience--carefully read the handbook
from cover to cover and review
it
frequently.
IMPORTANT: THIS MANUAL CONTAINS Federal
Aviation Agency-Delegation Option Authority AP-
PROVED LIMITATIONS AND
MUST
BE
CARRIED
IN
THE AIRCRAFT AT ALL
TIMES.
All information and illustrations in this mama1 are based
on the latest product information available at the time of
publication approval, The right
is
reserved to make changes
at any time without notice. Every effort has been made to
present the material in
a
clear and convenient manner to
enable you to use the manual as a ready reference. Your
cooperation in reporting presentation and content recommendations
is
solicited.
The Company warrants eaehnew airplane manufactured by
it to be free from defects in material and workmanship
under normal use and service, provided, however, that this
warranty
is
limited to making good
at
Company's factory
any part or parts thereof which shall, within
12
months
from the date of the original Airworthiness Certificate,
be returned to the Company with transportation charges
prepaid, and which upon Company's examination shall disclose to Company's satisfaction to have been thus defec-
tive; this warranty being expressly in lieu of all warranties expressed or implied and
all
other obligations or liabilities on the part of the Company, and the Company neither
assumes nor authorizes any other person to assume for it
any other liability in connection with the sale of
its
airplanes.
This warranty shall not apply to any airplane which shall
have been repaired or altered outside of Company's factory
which in the judgment of Company affects the airplane's
stability or reliability, nor which in the opinion of Company has been subject to misuse, negligence, or accident.
Equipment and accessories not manufactured by seller are
guaranteedonly to the extent of the original manufacturer's
guarantee.
SECTION
I.
GENERAL
DESCRIPTION
DESIGN FEATURES
AIRFRAME
..................
:
.....-a.
1.
2
POWERPLANT
........................
1-2
FLIGHT CONTROLS
.....................
1-
3
LANDING GEAR
........................
1-
3
SPECIFICATIONS OUTLINE
POWERPLANT
........................
1-3
PROPELLER
.........................
1-4
LANDING GEAR
.......................
1.4
FUEL & OIL
..........................
1.
5
WEIGHT
&
LOADING
...................
-1-5
BAGGAGE COMPARTMENT
...............
1.5
MooNEY
@--
OWNERS
MANUAL
DESIGN FEATURES
The
MOONEY
EXECUTIVE 21 is a low- wing four-place
air-
craft with a retractable gear. A four-cylinder engine powers
the aircraft for economical, high-performance flight.
1,icensing under Federal Aviation Agency regulations assures
that your Mooney meets the requirements of Normal Category aircraft at full gross weight.
AIRFRAME
The airframe has awelded, tubular-steel cabin structure enclosed in sheet-aluminum skins. Stressed skins rivet to
main and auxiliary spars in the wing, stabilizer, and ver-
tical fin. The laminar-flow wing has full wrap- around skins
with flush riveting over the forward two thirds of the wing
area.
For pitch trim control, the empennage pivots on the aft fuse-
lage.
A
torqueAube-driven jack screw, bolted to tie rear
tail cone bulkhead, sets the stabilizer angle of attack.
The forward-opening cabin door -provides access to both
front and rear seats. The baggage compartment door
is
above the wing trailing edge to enable baggage loading from
the ground.
POWER PLANT
The power plant
is
a four-cylinder fuel-injected engine that
develops 200 horsepower.
.A
50-ampere 12-volt generator
supplies ample electrical power for
all
standard and optional
equipment
whenthe engine
is
operating at flight power set-
tings.
The hydraulic propeller governor, using engine oil pressure
fpr increasing blade pitch to control engine speed, regulates
the controllable-pitch constant- speed propeller. Spring. and
blade aerodynamic forces decrease blade pitch.
MOONEY
@-
OWNERS MANUAL
FLIGHT
CONTROFS
\I
*
Conventional dual controls link to the control surfaces
through push-pull tubes.
The Mooney Positive Control
(P.C.)
system
is
standard
equipment.
P.
C.
is
a lateral stability control system that
provides a high degree of roll and yaw stability, thereby
enhancing the inherent wings-level flight characteristics
of the aircraft.
The system works full time from takeoff
through landing but can be easily deactivated or overpowered
for flight maneuvers.
P.C.
allows you, the pilot, to devote
more time to navigation, traffic surveillance, and com-
munications.
LANDING
GEAR
The
tricycle landing gear allows maximum taxi vision and
ground maneuvering, Hydraulic disc brakes and
a
steer-
able nose wheel aid in positive directional control during
taxiing and crosswind landings.
The standard gear
is
manually retracted.
A
gear warning
horn along with red and green position lights help prevent
inadveqtent gear- up landings. An electrically operated
gear
is
available at extra cost. The electric gear system
incorporates
an
airspeed-actuated switch that helps pre-
,
vent gear retraction until a safe airspeed
is
attained.
An
emergency gear extension system
is
installed with the op-
tional electric gear system.
SPEClPlCATlONS OUTblNE
POWER
PLANT
TYPE:
Four-cylinder, air cooled, horizontally opposed,
and fuel- inj ected engine with a wet- sump lubricating sys-
tem.
Model (Lycoming).
................
.I8-
360-A1A
Rated Horsepower @ 2700 RPM
.............
200
............................
Bore 5.125
IN.
..........................
Stroke 4.375
IN.
..................
Displacement 361.0
CU.
IN.
.....................
Compression Ratio
8.7:
1
...............
Fuel Injector, Bendix RSA-
5-AD1
.............
Magnetos, Scintilla S4LN- 200 Series
PROPELLER
TYPE: Constant- speed hydraulically- controlled propeller
with a single- acting governor.
..........
Model (Bartzell)
Hc-
62~
K-
1~/'7666
A-
2
..........................
Diameter .94
IN.
Blade Angle
(@
30
IN.
STA):
...........................
Low. 14O
1'
o0
.............
High
..........'.
:.
290 f 2'
LANDING
GEAR
TYPE: Manually retracted tricycle gear with rubber shock
discs, steerable nose wheel, and hydraulic disc brakes.
Wheel Base
..................
5 FT 11-9/16
IN.
Wheel Tread.
..............
:
....
9
FT
314
IN.
Tire Size:
Nose
..........................
5.00
x
5
Main
...................
.'-.
......
6. OOx
6
Tire Pressure:
Nose
...........................
49 PSI
Main
...........................
30 PSI
MOONEY
@-
OWNERS
MANUAL
FUEL
&
911
I
'
Usable Fuel Capacity
.................
64
GAL
Minimum Fuel Octane Rating (aviation grade) . 100/130
.........
Oil Capacity
(6
QTS
MIN for flight)
.8
QTS
WEIGHT
&
LOADING
Gross Weight
.....................
2740 1,BS
Approximate Empty Weight (with standard
equipment)
.......................
1640 LBS
Useful Load
......................
,1100
LBS
Wing Loading @ Gross Weight (PSF)
......
%
..
.P6.4
Power Loading @ Gross Weight
(PHP)
........
.13.7
BAGGAGE COMPARTMENT
'
.
Maximum Loadif@ (unless limited
by
weight envelope):
Baggage Area
...................
.I20 LIBS
Hat Rack
.......................
.I0
L.BS
FIGURE
1-
I.
DIMENSIONED
THREE
VIEW
"$6
1
SECTION
II
.
SYSTEMS
OPERATIONS
POWER PLANT
ENGINE CONTROLS
....................
2-4
IGNITION SYSTEM
.....................
2-5
FUEL SYSTEM
.......................
2-6
OIL SYSTEM
.........................
2-6
ENGINE COOLING
.....................
2-7
VACUUM SYSTEM
.....................
2-7
INSTRUMENTS
FLIGHT INSTRUMENTS
.................
2-7
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS
............
2-8
POSITIVE CONTROL
...................
2-8
TRJM CONTROLS
.....................
2-10
W'ING
FLAP
CONTROLS
.................
2-10
LANDING
GEAR
'
.MANUAL GEAR RETRACTION SYSTEM
(STANDARD)
.........................
2-11
ELECTRIC GEAR RETRACTION
SYSTEM
(OPTIONAL)
.........................
2-12
EMERGENCY GEAR EXTENSION SYSTEM
(WITH ELECTRIC GEAR)
...........
....
2-13
BRAKE & STEERING SYSTEMS
............
2-13
ELECTRICAL POWER
GENERATOR&BATTERY
...............
2-14
CIRCUIT BREAKERS
...................
2-16
INDICATOR
LIGHTS
....................
2-16
CABIN LIGHTING
.....................
2-17
CABIN ENVIRONMENT
HEATING & VENTILATING SYSTEMS
........
2-17
WINDSHIELD DEFROSTING SYSTEM
........
2- 18*
CABIN
SEATS&SAFETYBELTS.
...............
2-19
BAGGAGE
&
CARGO AREAS
..............
2-19
MooNEY
@F+!@L-
OWNERS MANUAL
Acquiring a working knowledge of the Executive
21
controls
and equipment is one of your important first steps in de-
veloping a fully efficient operating technique. This Systems
Operations section describes location, function, and oper-
ation of systems1 controls and .equipment.
It is advisable
for you, the pilot, to familiarize yourself with all controls
and systems while sitting in the pilot's seat and rehearsing
the systems operations and flight procedures portions of
this manual.
FIGURE
2-
1.
rNSTRUMENT
PANEL
WINDSHIELD CENTER POST
1.
Magnetic Compass
LEFT PANEL
2. Master Switch
3.
Ignition-Starter Switch
4. Gear-
Up
Signal Light
5. Gear- Down Signal Light
6. HI-LO Vacuum Warning
Lights
7.
Airspeed Indicator
8. Artificial Horizon
9.
Directional Gyro
18'.
Rate- of- Climb Indicator
11.
Altimeter
12. EGT Gage
13. Turn Coordinator
'14,. P.C. Roll-Trim Knob
RADIO
PANEL
15. Radio Equipment
RIGHT
PANEL
16. Tachometer
17.
Glove Box
18. Manifold
Pressure/Fuel
Rressure Gage
19.
E,ngine Cluster Gage:
Fuel Quantity Gage
(L
tank)
Fuel Quantity Gage
(R
tank)
Amqeter
Oil Pressure Gage
Oil Temperature Gage
Cylinder Head Temp-
erature Gage
20. Cigarette Lighter
21. Main Circuit Breaker
Panel Cover
22. Head Phone
&
Microphone
Jacks (optional)
23. Electric Fuel Pump Switch
24.
Pitot Heat Switch
25. Anticollision Light
26. Position Lights Switch
27. Landing Light Switch
28. Park Brake Control
29. Cabin Heat Control
30. Cabin Vent Control
31. Power Boost Control
32.
Unfiltered Ram Air
Warning Light
ENGINE CONTROLS:
33. Throttle Control
34. Mixture Control
35. Propeller Control
36. Wing Flap Control Knob
37. Wing Flap Pump Handle
38. Gear Lever Safety Latch
39.
Cowl Flap Control
WI4EEL WELL
40. Stabilizer Trim Position
Indicator
41. Wing Flap Position Indicator
42. Gear Retracting Lever
CABIN FLOOR
43.
Stabilizer Trim Control
Wheel
44. Fuel
Tank
Selector Valve
Drain
45. Fuel Tank Selector Knob
MooAIE)4
@-
OWNERS
MANUAL
POWER
PLANT
ENGINE CONTROLS
The throttle, mixture, and propeller controls are centrally
located on the instrument panel; the mixture and propeller
controls are vernier push-pull controls with center-button
locks that prevent
"creeping.
"
Depressing the lock button
in the knob overrides the vernier and allows movement
throughout the full control range. Rotating the vernier knob
clockwise increases the setting; counterclockwise rotation
decreases the setting.
The push-pull throttle control regulates manifold pressure. Pushing the control forward
increases manifold pressure. Turning the friction lock
holds throttle position.
POWER
BOOST
OFF
The hexagon- shaped push-pull control between the throttle
and propeller control regulates the engine fuel-air ratio
(mkture). Precise mixture settings are established with
the mixture control vernier while observing the EGT gage
on the pilot's panel. The propeller control regulates the
propeller governor which in turn controls engine
RPM.
Bushing the propeller con-
trol forward increases RPM
(low pitch), and pulling the
cont~;.ol aft decreases RPM
(high pitch). Fine pitch
changes are made by turn-
ing the knob to increase or
decrease RPM.
The engine
induc tion- air
control
is
on the subpanel
immediately to the left of
the throttle control. To the
right of the induction-air
control
is
an amber cautio~
light that illuminates when
FIGURE
2- 2.
ENGINE
the induction-
air
control
AIR
INDUCTION SYSTEM knob (marlred UNFILTER-
LOONEY
@-
OWNERS
MANUAL
ED
RAM
AIR
PULL
ON) is set for ram
air
and the gear
is down. When operating at full throttle, using ram air
will increase the manifold pressure by allowing engine induction air to bypass the induction air filter. The use of
ram air must be
linjited to clean, dust-free air at altitude.
The engine will operate on direct unfiltered
air
when the
induction air control knob
is
pulled aft. The amber caution
light reminds the pilot to push the engine induction
air
con-
trol forward for filtered
air
before landing. Should the in-
duction air filter clog, alternate
'
air will automatically
draw into the engine. A spring-loaded door in the induction system will open by induction vacuum to allow
air
to
enter the engine from inside the cowling.
\All engine instruments except the EGT gage are grouped in
the right instrument panel. Color arcs on instrument faces
mark operating ranges. Proper interpretation of engine instrument readings
is
essential for selecting optimum control settings and for maintaining maximum cruise fuel economy. Engine limitations are given in Section
V.
9
IGNITION SYSTEM
The
left
magneto has a set of fixed-retard breaker points
that aid in smoother, easier starting.
A
battery-powered
starting vibrator supplies
a
long- duration boosted spark.
The starter-ignition switch, mounted on the left of the in-
strument panel, combines both ignition and starting func-
tions. Turning the ignition key clockwise through
R,
L,
and BOTH to the START
MAG
position and then pushing
forwardon the key and receptacle engages the starter. Releasing the key when the engine starts allows the switch to
return by spring action to the BOTH position. For safety,
the starter-ignition switch must be left at
OFF
when the
engine
is
not running.
MOoNEY
@-
OWNERS
MANUAL
FUEL SYSTEM
Two integral sealed sections carry the fuel in the forward
inboard area of the wings. Full fuel capacity is
64
gallons.
There are sump drains at the lowest point in each tank for
taking fuel samples to check for sediment contamination and
condensed water accumulation. Section
VII
discusses the
fuel sampling procedure.
An illuminated three-position fuel selector handle on the
cabinfloor sets the selector valve below the floorboard for
LEFT tank, RIGHT tank, or the
OFF
position. The fuel
selector valve assembly contains a valve for draining condensed water and sediment from the lowest point in the fuel
lines before the first flight of the day and after each refuel-
ing. Section.
VII
discusses the selector valve flushing pro-
cedure.
Fuel feeds from one tank
at
a time to the selector valve and
through the electric fuel pump
enroute to the engine-driven
pump and the fuel injector unit. Electric fuel-level trans-
mitters in the tanks operate fuel gages in the engine cluster.
The master switch actuates the fuel quantity indicator system to maintain
a
constant indication of fuel remaining in
each tank. The fuelpressure gage registers line pressure
delivered to the injector.
Vqnts in each fuel tank allow for
overflow and ventilation.
Olb
SYSTEM
The engine has a full-pressure wet-sump oil system with
an 8-quart capacity. The automatic bypass control valve
routes oil flow around the oil cooler
,when operating tem-
peratures are below
normal or when the cooling radiator
is blocked.
The engine oil should be kept at
6
to 8 quarts. Eycoming
Service Instruction
1014
(latest revision) gives recommended
oil specifications and oil change intervals.
'MOONEY
@--
OWNERS
MANUAL
ENGINE COOLING
The down-draft engine cooling system provides ground and
inflight power plant cooling. Engine baffling directs
air
over
and around the cylinders and out the cowl flap openings.
Cowl flap doors allow proper
air
flow on the ground and
during low- speed high-power climb. Pulling the cowl flap
control opens the cowl flaps.
VACUUM SYSTEM
An engine- driven vacuum pump supplies suction for the vac-
uum-operatedgyroscopic flight instruments, the retractable
step, and the Mooney Positive Control system. Air entering
the vacuum- powered instruments
is
filtered; hence, sluggish
~
or erratic operation of vacuum-driven instruments may indicate that
a
clogged vacuum filter element
is
preventing
adequate air intake. The
HI
or
LO
indicator light above the
artificial horizon will glow if vacuum
is
above or below
limits.
INSTRUMENTS
FLIGHT INSTRUMENTS
All primary flight instruments are grouped on the floating
shock-mounted flight panel directly in front of the pilot's
seat. The basic gyro flight references are the artificial
horizon, the directional gyro, the vertical speed indicator,
and the turn coordinator. Standard flight instrumentation
also includes the airspeed indicator and the altimeter.
The
flap-position indicator is on the
aft
end of the nose wheel
well.
A standard eight-day clock is mounted in the pilot's control
wheel. The magnetic compass
is
mounted on the windshield
post above the instrument panel. The outside
air
temper-
ature gage with probe is installed through the windshield.
Apitot tube, mounted on the lower surface of the left wing,
picks up airspeed indicator ram air. Anoptional heated
pitot
prevents pitot tube icing when flying in moisture- laden
air.
Static ports on each side of the tail cone supply static air
pressure for the altimeter, the airspeed indicator, and the
vertical speed indicator. An optional alternate static pres-
sure source valve may be installed.
A
stall warning horn, triggered by a sensing vane on the
left wing leading edge, will sound when 'airspeed drops to
near stall speed. Landing gear position lights on the panel
will show red when the gear
is
retracted. Reducing power
below
10
inches manifold pressure when the gear
is
not
in
the down- and- locked position will cause the gear warning
horn to sound.
FLlGHT
CONTROLS
\
PRIMARY
FLIGHT CONTROLS
)I
'.
Push-pull tubes withself-aligning rodend bearings actuate
the primary flight control surfaces. Beveled aileron trailing edges help
reduce pilot control forces requiredfor flight
maneuvering.
A
spring-loaded interconnect device indirect-
ly joins the aileron and rudder controlsystems
to
assist in
lateral stability during flight maneuvers. Control surface
gap strips minimize airflow spoilage at the hinge slots and
reduce drag.
POSITIVE CONTROL
The Mooney Positive Control (P.C.) system provides a high
degree of roll and yaw stability, thereby enhancing the inherent wings- level flight characteristics of the aircraft.
Positive Control
will
hold an average heading over a long
periodof time when the aircraft
is
trimmed properly. How-
ever, without the installation of
a
magnetic heading lock,
P,C. will not maintain an absolute preselected heading.
The system
is
apneumatic-
ally operated, two- axis au-
tomatic control installation
superimposedupon the primary flight control systems. An elec
tro- vacuum-
powered turn coordinator
supplies pneumatic inputs
to servo units that link to
the aileron and rudder control systems. Since the
engine- driven vacuum pump
is
the power source, P.C.
is
operative whenever the
propeller
is
windmilling
at more than 1000 RPM.
CUTOFF
VALVE
BUTTON
FIGURE
2-3.
P.C.
SYSTEM CONTROLS
The thumb-operatedcutoff button on the left hand grip of the
pilot's control wheel
is
shown in Figure
2-
3.
Depressing
this button any time during flight will render the Positive
Contrpl system completely inoperative for flight maneuvers
or
mhual flying. Whenthe cutoff valve button
is
released,
.the aircraft will return unassisted to wings-level flight.
P.C. can be manually overriden with little effort if the system should malfunction. Manually over-powering the system will not damage the aircraft or the P.C. components.
The
roll-tr.im knob on the turn coordinator, as shown in
Ffgure
2-
3,
provides an aileron trim function through the
P.C.
system. Rotating the knob trims the aircraft about
its roll
axis
to compensate for asymetrical fuel and pas-
senger loadings.
The P.C. system
is
installed to help alleviate pilot fatigue.
But
like any other system in the aircraft, P.C. must be
monitored frequently to check for proper functioning.
The Executive
21
(M20F)
is
certified as aNormal Category
aircraft. No acrobatic maneuvers including spins are ap-
proved. However,
if
a
spin
is
inadvertently approached or
entered, depressing the cutoff valve button on the left
hand-
MooNEY
@/-
OWNERS
MANUAL
grip of the pilot's control wheel will de-energize the
P.C.
system while using normal spin recovery techniques. Spin
recovery can be executed from the co-pilot's side by overpowering the
P,C.
system.
TRIM
CONTROLS
I
For pitch trim control, the entire empennage pivots on the
tailcone attachment points
to
increase or dehease the hori-
zontal stabilizer angle of attack, This design allows flight
trim establishment with minimum control surface deflection.
A pointer in
a
slot located on the aft end of the nose wheel
well indicates stabilizer trim position. Forward rotation
of the trim wheel lowers the nose; rearward rotation raises
the nose in flight.
The wide- span flaps are hydraulically controlled by
a
hand-
operated pump that actuates a hydraulic cylinder. A re-
liefvalve releases the hydraulic pressure
at
a
slow rate as
springs (or air forces)
raise the flaps. Hydraulic fluid used in the sys-
tem
is
common to both the
flap and brake systems.
Setting the flap- shaped
control adjacent to the
pump handle in the
DOWN
position and pumping the
handle lowers the flaps to
the desired angle of deflection. Flap position
is
indicated by a pointer on
the aft end of the nose
wheel well. The interme-
diate mark in the pointer
'
FIGURE
2- 4.
GEAR
&
range
is
the flap TAKE-
FLAP
CONTROLS
OFF
setting. The flap-
IWooNEY
@mqw'--
OWNERS MANUAL
shaped control is placed in the
UP
position to retract the
flaps.
To stop the flaps at an intermediate setting during
retraction, the flap-shapedcontrol
is
simply placed in the
DOWN
position.
A
horn emitting a sound of a different pitch than the gear
warning horn warns of approaching stall. The stall warn-
ing horn
is
inoperative when the master switch is off,
MANUAL GEAR
W
ETRACTION
SYSTEM (STAN
DARD)
The standard tricycle landing gear
is
unique in that
it
is
manually retracted. The system operates by direct mec-
hanical linkage. Manual retraction of the gear
is
aided by
bungee-type springs in the fuselage and
assist
springs in
the wing that balance the weight of the gear. Rubber shock
discs in the welded steel tubular gear structure absorb the
shock of landing and rough terrain taxiing. Red and green
lights on the instrument panel indicate gear position. Pressing forward the indicator lens housing test-illuminates the
lights.
There are three ways to see that the manually retracted
gear is down-and-locked:
(1)
The geardown indicator light illuminates.
(2)
The safety latch on the retraction lever handle socket
is
engaged.
(3)
The gear warning horn does not sound at approach power settings of below
10
inches manifold pressure.
The red indicator light (marked
GEAR-UNLOCK)
comes on
when the handle on the retraction lever
is
not fully engaged
in the down-and-locked position, thereby warning of an un-
safe-to-land condition.
The green light (marked
GEAR-
LOCK
DN)
indicates that the handle
is
properly engaged in
the down position and the gear
is
in the landing configuration.
The thumb-operated safety latch on the down socket helps
prevent accidental gear unlocking. The throttle- actuated
gear warning horn sounds intermittently when the throttle
is
retarded below
I0
inches manifold pressure with the gear
retracted.
Depressing
the safety latch button, sliding the gear handle
from the down socket, and moving the lever rapidly to the
floor between
tkie seats retracts the gear. Sliding the handle
into the
uplock socket completes the operation. The more
rapid the movement of the lever, the easier
it
is
to retract
the gear. The gear will retract easiest
at
low airspeeds.
Sliding the gear handle from the
uplock socket and moving
the lever forward to the
jnstrument panel lowers the gear.
Sliding the handle into the
downlock socket and checking
the
-green indicator light and safety latch for a down-and-
locked indication completes the
gear lowering operation.
ELECTRIC GEAR RETRACTION
SYSTEM
(OPTIONAL)
The two-position electric gear control switch, identified by
its
wheel-shaped knob, is locatednear center of the instru-
ment panel.
There are three ways to see that the electrically-actuated
gear
is
down- and- locked:
(1)
The gear down indicator light illuminates.
(2)
The indicator marks align
as
seen through the floor-
board window.
(3)
The gear warning horn does not sound
at
approach power
settings of below
I0
inches manifold pressure.
Position indicator lights and a warning horn provide visual
and audible gear position signals.
A
red signal light (marked
GEAR-UNLOCK)
will show continuously when the gear is
fully retracted.
A
green signal light (marked
GEAR-LOCK
DN)
to the left of the actuating switch shows continuously
when the gear
is
fully extended. Both lights are out as the
gear changes position..
The illuminated gear- down position indicator in the
floor-
board
aft
of the wheel well has two marks that align when
the gear is down. Retarding the throttle below
10
inches
manifold pressure causes the gear warning horn to sound
unless the gear
is
down-and- locked.
An airspeed-actuated safety switch in the
pitot system pre-
vents landing gear retraction until attaining
a
safe takeoff
airspeed. The safety switch
is
not designed to substitute
for the gear
switchin keeping the gear extended while taxi-
ing, taking off, or landing.
EMERGENCY GEAR-EXTENSION SYSTEM
(WITH
ELECTRIC
GEAR)
The emergency gear extension handcrank on the left upholstery panel near the pilot's knee
is
for manually driving the
the electric gear actuating motor
if
the electrical system
should malfunction, Section
FP
discusses the emergency
gear extension procedure.
BRAKE
8
STEERING SYSTEMS
The main gear wheels incorporate self-adjusting disc-type
hydraulic brakes. The pilot's rudder pedals have individual
toe-actuated brake cylinders linked to the rudder pedals.
Depressing the toe pedals and pulling out the parking brake
control on the instrument panel sets the brakes for parking.
Pushing the parking brake control forward releases the
brakes.
It
is
inadvisable to set the parking br&e control when the
brakes are overheatedafter heavy braking or when outside
temperatures are unusually high. Trapped hydraulic fluid
may expand with heat to damage the system. Wheel chocks
are normally used for long-time parking and mooring.
Rudder pedal action steers the nose wheel. Gear retraction
relieves the rudder controlsystem of
its
nose wheel steering loads and centers the wheel to permit aligned retraction
into the nose wheel well.
MooNEk'
@--
OWNERS
MANUAL
ELECrRlCAL POWER
GENERATOR & BATTERY
The direct-current electrical power system has a 35-ampere- hour 12-volt negative-ground storage battery in the
tailcone. The ammeter in the instrument cluster indicates
battery charging or discharging rate.
A
power loss in the
generator or voltage regulator will be shown as a discharge
reading on the ammeter at flight power
settings;
a
dis-
charged battery will be shown as a high charge reading.
The master switch turns on the entire electrical power
supply system. The master switch must not be flipped off
and on in flight while electrical equipment
is
operating.
CIRCUIT
BREAKERS
Push- to- reset -or toggle- switch circuit breakers protect all
of the circuits
in
the electrical power systems. Circuit
FIGURE
2-
5.
MAIN
CIRCUIT BREAKER PANEL
MooNEY
@-
OWNERS MANUAL
PRESTALL WARNING
GEAR WARNING
TURN
COORDINATOR
IGNITION
&
STARTER
GENERATOR
FUEL PUMP SWITCH
CIRCUIT BREAKER SYMBOLS
FIGURE
2-
6.
ELECTRICAL SYSTEM SCHEMATIC
2
-15
OWNERS MANUAL
breakers automatically break the electrical current flow
if
the systems receive an overload, thus preventing damage
to electrical wiring. The main circuit breaker panel is in
the right
subpanel and is covered with a bottom- hinged door.
Figure
2-5
illustrates the main circuit breaker panel with
its push- to- reset button- type standard equipment circuit
breakers. All switch- type circuit breakers are on the lower
left side of the pilot's instrument panel.
If
an electrical circuit
is
found inoperative and its circuit
breaker button
is
in the out position, it is advisable to wait
two or three minutes to permit the breaker contacts to cool
before pressing the button to reactivate the circuit. If re-
setting a second time does not restore power, the circuit
breaker must be left open until the circuit is checked for
loose connections or defective parts. Failure to observe
this precaution may result in an electrical fire.
The main-power circuit breaker
onthe left side of the main
breaker panel furnishes an emergency overload break between the generator and the individual button- type circuit
breakers. Depressing the main-power circuit breaker
but-
i
ton will usually restore an overloaded circuit.
If pressing
the button a second time fails to reactivate the circuit, the
main-power circuit breaker must remain open. Since the
generator
is
then cut out of the power circuit, the storage
battery supplies electrical power in steadily diminishing
output.
INDICATOR
LIGHTS
Warning or signal lights are displayed on the instrument
panel: the HI and
L(a
vacuum warning lights, tne gear UN-
LOCK
and
LOCK
DN lights, and the UNFILTERED
AIR
ON
light. The purpose or function of each of these lights
is
discussed elsewhere in this chapter. The warning lights
may be dimmed for night flight (the amber ram air caution
light does not dim). Pressing forward on the lens housings
tests the warning lights; turning the lens housings dims
them.
CABIN LIGHTING
The rheostat knobs in the headliner control instrument
lights, overhead spot lights, and the compass light. Rota-
ting the knob clockwise turns on and increases light inten-
sity. An overhead dome light illuminates the cabin.
HEATING & VENTILATING
SYSTEMS
Three ventilating systems provide cabin environmental con-
trol suited to individual pilot and passenger preferences.
Heated air from the engine exhaust muffler and cool air
from an
airscoop on the co-pilot side
is
individually con-
trolled and mixed to the desired temperature. The distri-
bution duct system directs air to the pilot and co-pilot and
to the
aftcabin area. Valves or louvers at the vent system
outlets control airflow. The left side fresh-air scoop has
an adjustable eyeball inlet.
The cabin overhead ventilating system works independently
of the cabin heating and ventilating system. Rotating the
knob above the pilot seat extends or retracts the overhead
airscoop to control air intake and to prevent air-buffeting
at high cruising speeds. Small directional vent deflectors
withinner knob volume controls, within easy reach of each
occupant, distribute incoming outside
air
as
individually
desired.
The cabin heat control is marked
CABIN
HEAT. Opening
the side
airscoop control (labeled
CABIN
VENT)
and setting
the cabin heat control turns on cabin heat. To lower cabin
MOONEY
@mm--
OWNERS
MANUAL
FIGURE
2-
7.
CABIN
HEATDJG & VENTILATING
temperature, the cabin heat control
is
pushed toward the
OFF
position. Completely closing the cabin heat control
and fully opening the cabin vent control, with the overhead
airscoop extended, supplies maximum fresh air circulation.
In
case of engine fire, the cabin heating system must be
turned off.
The right side
airscoop has outlets under the side panel for
installation of radio or autopilot equipment cooling ducts.
WINDSHIELD DEFROSTING SYSTEM
The defrosting system diverts warm air from the cabin
heating system
ductwork and distributes this
air
over the
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