Mooney M20F Executive Operator's Manual

MOONEY

OPERATORS

MANUAL

MODEL SERIAL NUMBERS

M2O

F

22-1306

&

ON

OCTOBER 1975

ISSUE

MOONEY AIRCRAFT

CORPORATION

KERRVILLE,

TEXAS

78028

MANUAL NUMBER 191O

ONEY

OPERATORS

MANUAL

O

OM

NEY

WARNING:

Up

to 2000

feet

of altitude

may

be lost in a

one-turn

spin and

recovery;

therefore

stallsatlow

altitude are

extremely

critical.

On

entering a

spin, the

aircraft will

roll,

very

much

like

a

barrel roll.

The

wings

willbenear

vertical at

EXECL/77//

VE

about the first quarter

turn of the spin. At

about the

half turn

point, the

wings are

approaching

level

but,

now, the nose

will

be

very

low--approaching vertical.

After

one

full turn has

been

completed,

the nose

will

come

up somewhat,

but

will remain

well

below the

horizon. The rate

of rotation during the

first portion

of the spin is

quite

rapid

and occupants of

the

aircraft

OPERATORS

MANUAL

šÏii.isbecob

esn eho

O

nuoe

orn

e

pointing

mo¡;p

nearly

toward

the

ground

than the

hori-

zon,

as

the airplane

revolves

and descends. As

the

spin progresses, it

may

enter

into what

is

referred

MODEL SERIAL NUMBERS

to as

a

flat

spin. When

the

spin becomes

flat,

the

M2O

F

22-1306

&

ON

aircraft nose comes

up

and remains more on the

hori-

zon,

with

possibly some shallow up and down

oscillation.

The rateofdescent and

rate of

rotation

both

become

slower.

An

air'craft inaflat spin

becomes stabilized

into

autorotation

and

once in

this

condition,

the

controls

become ineffective and

recovery

is

very

difficult or may

notbepossible.

In

complying with

the

FAA Regulation

for Normal

Cate-

gory

aircraft,

it

has been

demonstrated

that the

air-

plane will recover after

delayed

stall

recovery up

to

OCTOBER 1975

ISSUE

and

including

one-turn

spins.

This

one-turn

"margin

of

safety" is

designed to

pro-

MOONEY

AIRCRAFT CORPORATION

vide adequate

controllability

when

recovery from

a stall

is

delayed.

The

one-turn

"margin of

safety"

is

jeopar-

KERRV

I LL E,

TEX A S

78028

dized

if'the

airplane

is

not

recovered when the

first

evidence of

a

stall

is

detected.

MANUAL

NUMBER

1219

3-19

ONEY

PERATORS

MANUAL

POSITIVE

CONTROL

Positive

Control

will

hold

an

approximate

heading

over

a

period

of

tifne; however, it

will

not hold

an

exact

heading

without the

installation

ofamagnetic

heading

lock.

To check for

a

P. C. malfunction

while

in flight,_

first establish

a

moderate

bank; then,

release the controls to

see

if the

aircraft

will

return

to

straight

wings-level

flight as

indicated by

the

arti-

ficial

horizon.

Repeat the procedure with a turn

in

the opposite

direction.

Sluggish,

erratic,

or

in-

complete

bank

recovery warns

of a

malfunction

in the

P.

C.

system.

WARNING:

Thoroughly

familiarize yourself

with the flight characteristics of

the

aircraft

with

Positive

Control

inoperative. This

can

be done by simply holding

down the cutoff

button while

making

turns

and maneuvers.

Check the

P. C.

system frequently

during

each

flight

to insure

that

it is

functioning

properly,

particularly when IFR or

marginal weather

may

be

encountered.

In the eventofa complete engine

power

loss,

P. C.

will

continue to operate as

long

as the propeller is

windmilling

at 1000

RPM

or

more.

Loss

of

vacuum

will

automatically

make

the

P.

C. system

inoperative.

However,

the turn coordinator will

continue

to

oper-

ate on electrical power. The turn

coordinator

can

be

used

as a

flight

reference

if other gyro

instru-

ments become

inoperative.

3-20

ONEY

OPERATORS

MANUAL

ONEY

OPERATORS

MANUAL

FUEL

MANAGEMENT

LOG

OF PAGES

Proper fuel management

during flight

will

help

main-

tain lateral

trim and

will also

serve asafuel quantity

ONLY

the pages

listed

herein are applicable

check. After takeoff with

both

tanks

full,

use

fuel

to Model

M20F,Serial

Numbers

from

one

tank for one

hour;

then,

switch to the

other

tank

and

note the time.

Use

all the

fuel from the

sec-

Page

Date

SECTION

III

ond tank.

The

remaining fuel

endurance

in the

first

Title

10/20/75

Page

Date

tank can

be

calculated

from

the time it took to

deplete

i

. . . .

. . .

. . .

10/20/75

3-1

10/20/75

the

second

tank,

less one

hour.

You

must remember,

ii

...

. . .

. . . . .

10/20/75

3-2

. .

. .

...

10/20/75

however,

that this

endurance

calculating

procedure

can

iii . . .

. . .

. ... .

10/20/75

3-4

.

. ... .

. ...

10/20/75

be

relied

upon

only

if power

and mixture remain the

iv

. . .

. . .

. . . . .

10/20/75

3-5

. . ...

. ... .

10/20/75

same

and

an allowance

is

made

for the extra

fuel

used

3-6

.

. . . . . . .

. .

10/20/75

during

climb. For

estimation purposes,

consider fuel

3-7

. . . . . .

. . . .

10/20/75

consumption

during a

full-power climbtobe

40

percent

SECTION

I

• • • • • •

•••

higher

than

that

of

best-power

cruise,

and50percent

Page Date

3-10

. . . ...

.

10/20/75

higher than

that

of best-economy

cruise.

3-11..........10/20/75

1-1

. .

. . .

. . . . .

10/20/75

3-12

. . . . . ...

. . 10/20/75

CAUTION:

Do not

allow the

enginetolose

power

11-2

. .

. . .

. . . .

.

1 2200

3-13

.

. . . .

. .

.

.

.

10/20/75

or quit

before

switching

friel tanks.Ifa

tank

1-4

. .

. .

. . . . .

10/20/75

3-1

.

. . .

. . . ...

2

runs

dry and the

engine

quits,

retard

the

throttle

1-5

. .

. . .

. . . . . 10/20/75

3-16

10/20/75

before restarting.

Restarting

with

an

advanced

1-6

. .

. . .

. . .. . . 10/20/75

3-17

. . . .

. . . . .

10/20/75

throttle

may

cause engine overspeeding that can

3-18

. . .

. . .

...

.

10/20/75

lead

to

mechanical malfunction.

SECTION II

3-19

. . .

. .

.·

.,.

. .

10/20/75

3-20...........10/20/75

Page

Date

3-21

.

.

. . . . . .

.

.

10/20/75

INFLIGHT

RESTARTING

3-22..........10/20/75

2-1

. .

. . .

.

. . . .

10/20/75

3-23

10/20/75

2-2

.

.

. . .

. .

. . .

10/20/75

3-24

. . .

. .

10/20/75

1.

Propeller--HIGH

RPM.

2-3

..........10/20/75

3-25..........10/20/75

2-4

... .

.

. .

. . .

10/20/75

3-26

.

. . . ..... .

10/20/75 2.

Fuel

Selector--Fuller

tank.

2-5

..........10/20/75

2-6

. .

. . .

.

. . . .

10/20/75

SECT

ION

IV

3. Mixture

Control--IDLE

CUTOFF.

2-7

. .

. . .

.

. . . .

10/20/75

(FAA APPROVED)

2-8

..........10/20/75

2-9

... . .

.

. . .

.

10/20/75

Page Date

4.

Boost

Pump--ON.

2-10..........10/20/75

4-1

..........10/20/75

2-11

. .

. .

.

. . . . .

10/20/75

4-2

. . . . . . . ...

10/20/75

5.

Throttle--OPEN

1/4 travel.

2-12..........10/20/75

4-3

..........10/20/75

2-13..........10/20/75

4-4

..........10/20/75

2-14..........10/20/75

4-5

..........10/20/75

2-15..........10/20/75

4-6

..........10/20/75

2-16..........10/20/75

4-7

..........10/20/75

2-17..........10/20/75

4-8

..........10/20/75

2-18

... . .

.

. . . .

10/20/75

4-9

. ... . . . ...

10/20/75

3-21

4-10..........10/20/75

ONEY

OPERATORS

MANUAL

OONEY

OPERATORS

MANUAL

-

6. Ignition

Switch--BOTH.

LOG OF PAGES (CONT.)

7. Mixture

Control--Move

slowly

and smoothly

SECTION

V

SECTION

Vil

to

FULL

RICH.

(FAA

APPROVED)

Page

Date

Page

Date

8.

Re-establish

cruise

power

and

RPM,

then

lean

5-1

· · ·

·

...

.

. .

10/20/75

7-1

. .

.

.

. . .

. .

.

10/20/75

mixture.

5-2

•

• •

• ·

· ·

· ·

·

10/20/75

7-2

.

... . . ... .

10/20/75

5-3

•

• •

• •

• ·

·

· ·

10/20/75 7-3

.

... ... . . .

10/20/75

LETDOWN

5-4

• • •

· ·

·

· ·

·

·

10/20/75

7-4

. ..... ... .

10/20/75

7-5

. . . . . . ... .

10/20/75

Plan your letdown well

in

advance of

estimated

landing

7-6

... . . . . . . .

10/20/75

time.

Generally,

a

power-on

descent

is most

desir- SECTION VI

7-7

. ... . . .

. .

.

10/20/75

able. A gradual

rate

of

descent

at

cruising

speed

per¯

Pa

e

D

7-8

. . . .

. . . . .

.

10/20/75

mits

power

settings sufficiently

high to

maintain

proper

9

ate

7-9

. . ... . . . .

.

10/20/75

engine

temperatures and

to prevent

spark

plug

fouling.

6-1

. .

.

. . . . .

. .

10/20/75

7-10

. . . . . .

. .

. .

10/20/75

Sudden

power reductions at

higher airspeeds

can

damage

6-2

.

. .

. .

. ... . .

10/20/75

7-11

. . . . . .

. . .

.

10/20/75

the

engine by

causing

it to cool

too

rapidly.

6-3

.

.

. . . . . .

.

.

10/20/75

7-12

... . . . . . . .

10/20/75

6-4

. .

. . . . . .

. .

10/20/75

Establish

a gradual

letdown by

reducing

power below

6

100/2200

cruise while

maintaining

cruise airspeed

throughout 6-7

. ...

.

.

. .

. .

10/20/75

the

descent.

Monitor

cylinder

head and

oil

tempera-

6-8

. .

. .

. . . . .

.

10/20/75

tures throughout

descent to guard against over

cooling.

6-9

. .

. . .

.

. .

. .

10/20/75

Oil in the oil cooler

can congeal

very

rapidly

after a

6-10

. . . .

. . . . .

.

10/20/75

power

reduction

when

flying in

cold

weather.

6-11

.

.

. . . . . .

. .

10/20/75

6-12

.

. . .

. . . . .

. 10/20/75

6-13

.

. . . .

.

. .

. . 10/20/75

CAUTION: Do

not

lower

gear above

120 MPH

6-14

.

. .

. . . . . .

.

10/20/75

(104

Knots)

IAS.

Do

not lower

flaps above

125 MPH (109

Knots)

IAS.

Do not

exceed

125

MPH

(109

Knots)

IAS

with

the flaps

down

or

120 MPH (104

Knots)

IAS with

gear

down.

BEFORE-LANDING

CHECK

1. Seat

Belts--FASTENED.

2. Fuel

Selector

Handle--SET

for

fuller

tank.

3. Electric Fuel

Pump--ON.

4.

Mixture

Control--FULL

RICH.

5. Ram

Air

Control--CLOSED;

warning

light

off.

3-22

ONE_Y

OPERATORS

MANUAL

GENERAL

DESCRIPTION

. .

. .

. . .

. . . SECTION

6.

Airspeed--REDUCE

to 120 MPH (104

Knots).

7.

Propeller--FULL

INCREASE.

8.

Landing

Gear--DOWN

and

LOCKED;

green

an-

nunciator

light

on.

SYSTEMS

OPERATIONS

. . .

. . . . ...

.

SECTION

9.

Flaps--As

required.

10.

Trim--As

required.

NORMAL

PROCEDURES

.

. . . . . . .

. . .

SECTION

O i r

ly,

you

should

complete

the

Before-Landing

Check on the downwind

leg.

To

allow forasafe

mar-

gin

above stall speed throughout

approach,

hold

air-

speed above

90

MPH

(78

Knots) until the flaps are

lowered.

Degree of

flap

deflection needed will

vary

according to

landing

conditions, but for most landings you

LIMITATIONS

...

. . . . ... . . ...

. . .

SECTION

should lower

flaps

to

TAKEOFF

position just

prior to

turning

on to

base

leg.

Extend

flaps as required on

final approach to adjust

for

variations

in wind, glide

angle,

and other variables.

WARNING:

The stall

warning

horn and

the

landing

gear

warning

horn

are inoperative

when

EMERGENCY

PROCEDURES

... . .

. . .

SECTION

the

master

switch is in the

OFF

position.

On

final,

trim the aircraft to

fly

hands-off

at

an

approach speed of

about 80

MPH

(70

Knots). As

you

cross the

runway

end

markers,

reduce

power

to idle.

Slow the rate of descent by

increasing

back pressure

PERFORMANCE

. . .

.

.

.

. ...

. ... .

.

SECTION

on the control wheel

until the aircraft

settles on the

runwayina

slightly

nose-high

attitude. (When high,

gusty winds prevail, or when

landing

crosswind,

approach

at a

higher

airspeed.)

Slowly

relax

back

pressure

and gently

lower

the

nose

wheel to the

run-

way

after main gear contact

so

the

nose

gear

steering

system

can be

used to

help control

landing

rollout

SERVICING....................SECTION

direction.

3-23

ONEY

OPERATORS MANUAL

ggg

. . .

.

.

.

. . .

.

. . .

.

.

CAUTION: Do

not

allow the

aircraft to

touch

down

in

a

nose-low

attitude

or

at

too high

an

This

manual

is

issued

as your operating

guide

for

the

airspeed.

Either

of

these conditions

will allow

Mooney

Executive.

It

is important

that

you--regardless

the

nose

wheel

to contact

the

runway

first,

of your previous

experience--carefully

read the

hand-

which

may

cause the

aircraft

to

porpoise

and

book

from cover to cover

and review it

frequently.

damage

the

gear.

Unless

a

short

roll

is necessary,

you

should

allow

the

IMPORTANT:

THIS

MANUAL

CONTAINS

aircraft to

slow

to a

moderate

taxi

speed

before

ap-

Federal

Aviation

Adininistration

APPROVED

plying

brakes.

After

leaving

the

runway,

turn

off

the

LIMITATIONS AND

MUST BE CARRIED

IN

electric fuel

pump,

open

the

cowl

flaps,

retract

the

THE

AIRCRAFT AT

ALI TIMES.

flaps,

and

reset

the trim

to

TAKEOFF. Hold taxi

power

setting

between

1000 and

1200 RPM

to permit

All

information and

illustrations in

this manual are

uniform

engine cooling•

based

on the latest product

information

available at

the time

of

publication

approval.

The right

is reserved

Execute

short-field

landings with

partial power and

to

make

changes at

any

time without

notice.

Every

full

flapsonfinal

approach.

Reduce

power

to idle

effort

has

been made to

present the material

in

a

clear

during

flareout,

and

touch down

first

on

the

main

and

convenient

manner

to

enable

you

to use

the

manual

wheels.

before

allowing

the nose

wheel

to

make

con-

tact.

You

may

apply

brakes

as soon

as all

wheels

as

a ready

reference.

Your

cooperation

in reporting

are

firmly

on the

ground.

For maximum

braking

presentation

and content recommendations

is

solicited.

effect,

raise the

flaps

and

apply

back pressure on

the

control wheel

as you

apply

brakes. Do not skid

the main wheels, as doing

so

will reduce

braking

effectiveness and

damage the tires.

AFTER

LANDING

1. Wing

Flaps--RETRACT.

2. Electrical

Fuel

Pump--OFF.

3.

Cowl

Flaps--OPEN.

TAX1

CHECK

1.

Throttle--1000

to 1200

RPM.

2.

Lighting--As

required.

3.

Stabilizer

Trim--TAKEOFF.

3-24

i i

.

. . . .

. . . .

. . . .

. .

ONEY

PERATORS

MANUAL

Mooney

warrants each Aircraft

(which

includes

SHUTDOWN CHECK

its accessories and equipment)

sold

hereunder,

to be

free

from

defects in

materialand

workman-

1.

Throttle--IDLE

at

1000 to

1200 RPM until

cy-

ship under normal

use

and

service

when operated

linder

head

temperature

starts to

drop.

in

accordance

with

Mooney's operating

instruc-

tions

during the

period

of

six

(6)

months

following

2.

Cowl

Flaps--OPEN.

delivery

of

the

Aircraft

to the original retail

pur-

chaser

or the

first user

or

during

the period of

3.

Radios--OFF.

one

(1)

year

foÈowing

the

date

of issue of

the

ori-

4.

Electrical

Switches--OFF.

ginal

airworthiness certificate

for

the

Aircraft,

whichever

period

first

terminates.

Mooney

does

5.

Mixture

Control--IDLE

CUTOFF.

not

make

any

warranties with

respect

toequipment

and accessories

not

manufactured

by

Mooney

but

6.

Throttle--RETARD

as engine

stops

firing.

Mooney assigns to any

owner of such Aircraft (to

the extent same

may

be

assignable)

any

warranties

7.

Ignition

Switch--OFF

when

propeller

stops.

Mooney has received from the manufacturers of

such equipment

and accessories

and

will,

on

re-

8.

Parking

Brake--Set

(for

short-term

parking).

quest, provide

and

execute

such

instruments as may

be

reasonably

required to evidence

such

assignment.

9.

Trim--TAKEOFF.

Mooney's obligation under

this

warranty

is

limited

to

repairing or replacing, at

Mooney's

option, any

10.

Flaps--RETRACTED.

part or

parts which within

the applicable

warranty

11.

Master

Switch--OFF.

period

set forth

above,

shall

be

returned,

trans-

portation charges prepaid, to

Mooney's

plant

in

12. Control

Wheel--LOCK

with seat

belt.

Kerrville,

Texas

or to such

other

location

desig-

nated

by Mooney,

and which

upon examination,

shall

13.

Overhead Air

Scoop--CLOSED.

disclose to

Mooney's satisfaction

that

such part is

defective.

A

new

warranty

period is not established

14.

Wheel

Chocks

and

Tiedown--As

required.

for parts

replaced hereunder.

Parts

replaced

here-

under

are

warranted for

the

remainder

of the original

warranty

period

applicable

to Aircraft

sold

hereunder.

The repair or

replacement

of

defective

parts under

this

warranty

shall be made by

Mooney

without

charge

for

the parts,

or labor

for

removal,

installation

and/

or

actual repair of defective

parts.

This

warranty

does not apply

to

Air craft,

equipment,

accessories,

or other parts

manufactured or sold

by

i i

i

3-25

Mooney

which have

been subject to

misuse,

negligence,

accident

or

improper

installation,

or

which

have

been

repaired or

altered outside of

Mooney's

plant in

a

way

which,

in

the

opinion

of

Mooney,

adversely

affects its

performance or reliability.

Further, this

warranty

does not

include

normal

maintenance

ser-

vices

(such

as engine

tune-up;

cleaning,

control

rig-

ging,

brake

and other mechanical

adjustments,

maintenance

inspections,

etc.)

and the

replacement

of service

items (such as

sparksplugs,

brake

linings,

filters, hoses, belts, tires, etc.)

made

in connection

with such

services or required

as

maintenance,

nor

to normal

deterioration of soft

trim

and

appearance

items

(such

as,

paint,

upholstery,

rubber-like

items,

etc.)dueto

wear and

exposure.

This

warranty

shall

extend

to any owner

(hereafter

"Owner")

of the

Aircraft

making

claim within the

specified

warranty

period.

THIS WARRANTYBYMOONEY

IS MADE EXPRESSLY IN

LIEU OF ANY OTHER WARRANTIES

EXPRESSED

OR

IM-

PLIED IN FACT OR BY LAW, INCLUDING ANY IMPLIED

WARRANTY

OF MERCHANTABILITY OR FITNESS FOR

A

PARTICULAR

PURPOSE,

AND IS IN LIEU OF ANY

OTHER

OBLIGATION OR

LI.ABILITY

ON THE PART OF MOONEY

TO ANYONE OF

ANY

NATURE WHATSOEVER BY REASON

OF

THE

MANUFACTUREAND/OR

THE

SALE AND/OR THE USE

OF SUCH

AIRCRAFT.

MOONEY SHALL IN

NO EVENT BE

LIABLE TO ANY OWNER OR TO ANY

OTHER

PARTY

OR

PARTIES FOR SPECIAL, INCIDENTAL OR

CONSEQUEN-

TIAL LOSS OR DAMAGES 08 FOR ANY

OTHER

LOSS

OR

DAMAGETOPROPERTY AND/OR INJURY OR DEATH

TO

PERSONS

OTHER THAN FOR

THE

PROPERTY

DAMAGETO

SUBJECT AIRCRAFT

PROXIMATELY

RESULTING FROM ANY
BREACH BY MOONEYOFTHE AFORESTATED WARRANTY,
MOONEY

NEITHER ASSUMES

.NOR

AUTHORIZES BUYER OF

ANYCNE ELSE

TO ASSUME FORITANY

OBLI.GATION OR

LIABILITY IN

CONNECTION WITH

THE AIRCRAFT

SUB-

JECT HEREOF,

OTHER THAN

THOSE EXPRESSLY

SET.0UT

HEREIN. NO BILL

OF

SALE OR TRANSFER OF

TITLE

TO THIS AIRCRAFT SHALL NULLIFY

THE

PROVISIONS

HEREOF.

iv

SECTION

I.

GENERAL DESCRIPTION

DESIGN

FEATURES

SECTIONS

IV.

&

V.

AIRFRAME...........................1-2

POWERPLANT........................1-2

FAA

APPROVED

FLIGHTCONTROLS.....................1-3

AIRPLANEFLIGHTMANUAL

LANDINGGEAR

.......................1-3

SPECIFICATIONS

OUTUNE

POWERPLANT........................1-3

PROPELLER

.........................1-4

SECTION

IV.

LANDINGGEAR

.......................1-4

AIRCRAFT

LIMITATIONS

FUEL&OIL..........................1-5

AND

OPERATIONS

WEIGHT&LOADING....................1-5

BAGGAGE

COMPARTMENT

. . . ... ... . . . . . .

1-5

MOONEY MODEL

M20F

EXECUTIVE

MOONEY

AIRCRAFT

CORPORATION

SERIAL

NO.:

REGISTRATION NO.:

This Manual Must Be Kept Onboard

The

Airplane At All

Times

APPROVED BY:

CHIEF,ENGINEERING

&

MANUFACTURING BRANCH,

SOUTHWEST

REGION,FEDERAL

AVIATION ADMINISTRATION

DATE:

1-1 4-1

FAA

APPROVED

MOONEY

M20F

1

_Y

10/20/75

MOONE

OPERATORSMANUAL

LOG OF

REVISIONS

.

DESIGN FEATURES

LETTER

PAGE

DATE

APPROVED

The

MOONEY EXECUTIVE isalow-wing

four-place

air-

craft

with

a

retractable gear. A four-cylinder

engine

powers

the

aircraft for

economical,

high-performance

flight.

Li-

censing

under Federal Aviation Administration regulations

assures

that

your

Mooney

meets

the

requirements

of Normal

Category

aircraft.

AIRFRAME

The

airframe has a

welded,

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

top two

thirds

of the

wing area.

For pitch trim

control,

the empennage

pivots

on the aft

fuse-

lage.

A

torque-tube-driven

jack

screw, bolted to

the

rear

tailcone

bulkhead,

sets

the

stabilizer angle.

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

60-ampere

12-volt

alternator

supplies

ample electrical power

for

all standard and optional

equipment

at all

engine speeds

from warmup to flight

power

settings.

The hydraulic

propeller governor,

using

oil

pressure

for

increasing

blade

pitch to control engjne

speed, regulates

the controllable-pitch constant-speed propeller. Spring

and blade

aerodynamic forces decrease

blade pitch.

4-2 1-2

ONEY

PERATORS

MANUAL

FAA

APPROVED

MOQNEY

M20F

10/20/75

FLIGHT CONTROLS

OPERATING LIMITATIONS

Conventional dual controls link to

the control surfaces

through

push-pulÎ

tubes.

The

copilot's

rudder

pedals

The

following

limitations

must

be

observed

in the

are

removable.

operation of this airplane:

The

Mooney

Positive

Control

(P.

C.)

system is

optional

equipment.

P.

C.

isalateral

stability

augmentation

AIRSPEED

LIMITATIONS

system

that

provides

a

high

degree of

roll

and

yaw

sta-

bility,

thereby

enhancing

the inherent

wings-level

flight

Never

Exceed Speed. .

200 MPH (174

Knots)

CAS

characteristics of the aircraft.

The system works full

time

from takeoff

through

landing

but can be

easily

Max

Man. Speed

...

135 MPH (117

Knots)

CAS

deactivated

or

overpowered for flight maneuvers. P. C.

allows

you,

the pilot,

to

devote more time to navigation,

MC

ui ng

S

eaed

...

175

MPH

(152

Knots)

CAS

traffic

surveillance,

and communications.

Max Gear

Operating

LANDING GEAR

Speed

... .

. . .

120

MPH (104

Knots) CAS

Max

Gear

Extended

The

tricycle

landing

gear allows maximum

taxi vision

Speed .

. . . ...

120 MPH (104

Knots) CAS

and

ground maneuvering.

Hydraulic disc brakes and

a

steerable

nose wheel aid

in positive directional

control

Max

Flap

Operating

during

taxiing

and crosswind

landings.

Speed .

.

. .

. . .

125

MPH (109

Knots)

CAS

The

landing

gear is

electrically

retracted. A

gear

warning

horn

along

with

a

green

"geardown" light help

AIRSPEED

INSTRUMENT MARKINGS

prevent

inadvertent

gear-up

landings.

The

retraction

system

incorporates

a

squat switch

that

prevents gear

Radial Red Line

. .

. 200 MPH (174

Knots)

CAS

retraction

when the

landing

gear

mechanism

is

com-

(Denotes never exceed speed

which is

the

maxi-

pressed

by

the weight of

the

aircraft. An

emergency

mum safe

airspeed)

gear

extension system is

provided.

Yellow Arc

.

.175 to

200

MPH

(152to174 Knots)

CAS

(Denotes

range

of

speeds

in

which

operations

should be

conducted

with

caution

and

only

in

smooth

air)

SPEClFICATIONS

OUTLINE

Green Arc. .

69 to

175 MPH

(60to 152

Knots)

CAS

(Denotes normal

operating speed

range)

POWER

PLANT

White Arc . . 64

to 125

MPH (56 to 109

Knots)

CAS

(Denotes speed

range in

which

flaps

may

be

TYPE:

Four-cylinder,

air

cooled,

horizontally opposed,

safely lowered)

1-3

4-3

FAA

APPROVED

MOONEY

M20F

10/20/75

DONEY

OPERATORSMANUAL

POWER

PLANT

and

fuel-injected

engine with

a

wet-sump

lubricating

Engine

. . .

.

. .

Lycoming

Model

IO-360-A1A

system.

Model (Lycoming)

. .

. . . . . .

IO-360-A1A

Engine

limits

for

all

Rated

Horsepower

@

2700

RPM

.

. .

200 BHP

operations

.

. .

.

200

BHP,

2700 RPM.

Bore . . .

.

. . . . . . ... .

.

5. 125 IN.

Stroke

..............4.375IN.

Fuel .

. .

. .

.

. 100/130 octane

aviation

Displacement

. . .

.

. . . . . 361. O

CU.

IN.

gasolme.

Compression

Ratio .

... . .

.

. . 8.7:1

Fuel

Injector,

Bendix

.

. ... .

RSA-5-ADI

Propeller

.

.

...

Hartzell

Constant Speed

Magnetos, Scintilla .

.

. .

S4LN-200

Series

Hub

HC-C2YK-1BF

Blade

F7666A-2

Pitch

setting

at

30-inch

station:

High

29°+

2°

•

PROPELLER

Low

14°

+

00

.

¯

TYPE:

Constant-speed,

hydraulically

controlled

pro-

Cowl

Flaps

.

.

. .

Open

for

takeoff, climb, and

peller

with

a

single-acting

governor.

ground

operations.

Open as

re-

quired

for

continuous

opera-

Model

(Hartzell) .

. .

.

HC-C2YK-1BF/F7666A-2

tion

to maintain

cylinder head

Diameter

.

.

. . . .

... . .

. . .

74

IN.

temperature

below

4000F.

Blade Angle

@

30 IN.

STA):

(Do not

open

above 150

MPH

-

Low

. .

. . ...

. ...

.

. . .

14°+0°

130

Knots).

High

.

.

. . . .

. .

. .

.

.

. .

290¯20

POWER

PLANT INSTRUMENTS

LANDING

GEAR

Tachometer

TYPE:

Electrically retracted tricycle gear

with

rubber

Radial

Red Line (Rated)

. ...

. 2700 RPM

shock

dises,

steerable

nose

wheel,

and hydraulic

disc

Green

Arc--Narrow

(Rated

opera-

brakes.

ting

range)

. .

.

...

. .

2500-2700

RPM

Green

Arc--Wide

(Recommended

Wheel

Base .

.

. . . .

.

. 5 FT

11-9/16

IN.

operating

range)

. .

.

. .

2350-2500

RPM

Wheel

Tread

.

... .

. . . .

9

FT

3/4

IN.

Red

Arc--Wide

(No

continuous operation

Tire Size:

in this

range)

... .

.

. .

2100-2350

RPM

Nose

.

. .

.

. .

. .

.

. .

.

. .

5.

00 x

5

Main...............

6.00x6

Tire

Pressure:

Nose...............

49PSI

Main...............

30PSI

4-4

1·4

ONEY

OPERATORS

MANUAL

FAA APPROVED

MOONEY

M20F

¯¯¯

10/20/75

Cylinder

Head

Temperature

FUEL &

OIL

Radial

Red Line (Maximum) . ..475 DEG

F

Green

Arc (Operating range) .

300-450

DEG F

Usable Fuel

Capacity

.

. . . . .

.

. . 64 GAL

Minimum

Fuel Octane

Rating

Oil Pressure

(aviation

grade) .

. .

. . .

. . . 100/130 Radial

Red

Line (Minimum

idling)

.

.

25

PSI

Oil Capacity(6QTS MIN for flight) .

. .

8

QTS

Radial

Red

Line

(Maximuni)

. .

. . .

100 PSI

Green Arc (Operating

range).

. .

60 to

90 PSI

Yellow Arc

(Idling

range)

. .

. . 25

to

60

PSI

WEIGHT

& LOADING

Yellow

Arc

(Starting

&

Gross

Weight

. . . .

.

. . .

.

. . 2740

LBS

warm-up

range)

.

. . . . . . 90 to 100

PSI

Approximate

Empty

Weight (with

standard

equipment)

. .

. . .

. 1640 LBS Fuel Pressure

Useful

Load

. . . . . .

. . ... .

1100 LBS

Radial Red Line

(Minimum)

. . . . .

14 PSI

Wing Loading

@

Gross

Weight

... .

16.4 PSF

Radial Red Line

(Maximum) .

. . . . 30

PSI

Power

Loading @

Gross

Weight .

. .

13.

7

PHP

Green Arc (Operating

range)

.

.

14

to 30

PSI

BAGGAGE

COMPARTMENT

Oil

Temperature

Radial

Red Line (Maximuin)

. .

. 245 DEG

F

Maximum

Loading

(unless limited by

loading

Green

Arc (Operating

range)

100to

225 DEG

F

envelope):

Baggage

Area .

. . . .

. .

. .

120

LBS

Hat

Rack

.

. .

.

. .

... . .

10

LBS

OTHER

INSTRUMENTS

AND

MARKINGS

Vacuum

Gage

Normal operating

range

(Green Arc)

4.5 to

5.0

Hg

The following

equipment is

vacuum

operated:

1. Artificial horizon (if installed)

2.

Directional gyro

(if installed)

3. Turn

coordinator

(will

operate

electrically)

4. Positive control

system.

1-5

4-5

FAA

APPROVED

MOONEY

M20F

10/20/75

nŒY

OPERATORS

MANUAL

WEIGHT

&

CENTER-OF-GRAVITY

LIMITS

MaximumWeight................

2740LBS

Center

of

Gravity

(Gear

Down):

.-4-

Most Forward 41. O

IN. (Fus.

Sta. in

IN.)

13.4%MAC...................

2250LBS t

#

Intermediate Forward

41.8 IN. (Fus.

Sta.

1/2

inIN.)14.7%MAC.............

2470LBS

UN/16"

Forward

Gross

45. O

IN.

(Fus.

Sta. in

IN.)·

20.1%MAC..................2740LBS

Rear

Gross 50.

I

IN.

(Fus.

Sta.

in

IN.)

28.7%MAC.................. 2740LBS

MAC (IN.

at

Wing

Sta.

93.83). .

. .

. . .

.

59.18

Datum

(station

zero)

is

5

inches

aft

of the

center

line

of the

nose

gear

attaching

bolts,

and

33 inches

I

O

forward

of the wing

leading

edge at wing

station

59. 25.

MANEUVERS
This airplane

must

be

operated

as a

Normal

Category

airplane.

Aerobatic

maneuvers,

including

spins,

are not approved.

NOTE:

Maneuvers

involving

approach to

stal-

ling angle

or full

application

of

elevator,

rud-

der,

or

aileron should

be

confined to speeds

below maneuvering

speed. No

snap

maneuvers

or

whip stalls are

approved

at any

speed.

No

__.

inverted maneuvers

are approved.

9 3/4"

i

FIGURE

1-1.

DIMENSIONED

THREE

VlEW

4-6

1-6

FAA

APPROVED

MOONEY M20F

SECTION

11.

SYSTEMS

OPERATIONS

10/20/75

POWER

PLANT

FLIGHT LOAD

FACTORS

ENGINE

CONTROLS. . . . . . .

. . .

...

.

.

. . .

. .

2-4

Maximum

Positive

Load

Factor,

IGNITIONSYSTEM.....................2-5

FlapsUp

.........................3.8

FUELSYSTEM

.......................

2-6

Maximum Positive

Load

Factor,

OILSYSTEM...................······

2-6

FlapsDown

(330)

.......

..........

.. .2.0

ENGNE

COOLNG

. . . . ...

. . .

. .

... . . .

. .

.

2-7

Maximum

Negative Load

Factor

VACUUMSYSTEM.....................2-7

FlapsUp

...............'..........1.5

INSTRUMENTS

FLIGHT

INSTRUMENTS

. . .

. . . . .

. . .

. . .

. .

.

2-7

TYPES OF

OPERATION

FLIGHT

CONTROLS

Do

not

operate in known

icing conditions.

PRIMARY

FLIGHT

CONTROLS

. . .

. . . .

. . . . .

2-8

This is

a

Normal Category

aircraft

approved

for

POSITIVE

CONTROL . .

. . . .

. . . .

. . . . .

. . .

.

2-9

VFR/IFR,

day

or

night

operations,

provided

the

TRIM

CONTROLS . . .

. .

. . . . . . . . .

.

. .

. . .

.

2-10

following

instruments and equipment

are installed

WNG FLAP

CONTROLS . .

.

.

. . . . .

. . . . .

. . .

2-10

and

operating

properly.

LANDING GEAR

ELECTRIC GEAR RETRACTION SYSTEM

.

. .

. .

2-11

REQUIRED

EQUlPMENT

EMERGENCY

GEAR

EXTENSION SYSTEM

... . .

2-12

BRAKE &

STEEREG SYSTEMS

.

.

. . . . ... . . .

2-12

VISUAL

FLIGHT RULES

-

DAY

ELECTRICAL

POWER

Airspeed indicator

ALTERNATOR &

BATTERY.

. . . . . .

.

.

. .

. .

.

.

2-12

CIRCUIT

BREAKERS

.

.

. .

. .

.

. . ...

.

. .....

2-13

Altimeter

ANNUNCIATOR

LIGHTS

.

... .

. ...

.

. . . . . .

.

2-15

Magnetic

direction

indicator

(Mag compass)

INSTRUMENT&PLACARD

LIGHTS

. .

. .

. . . . .

2-16

Tachometer

CABIN

LIGHTING

. . . .

. . . . . . . . . . . .

. . . .

.

2-16

Manifold

pressure

gage

CABIN ENVIRONMENT

Oil pressure

gage

HEATNG&VENTILATNG

SYSTEMS

. . . . .

. . .

2-16

Oil temperature

gage

WNDSHIELD DEFROSTNG

SYSTEM

...

. .

.

. .

2-19

Cylinder

head temperature

gage

Fuel

quantity gage

for

each

tank

CABIN

Fuel pressure

gage

SEATS&SAFETY

BELTS

. . . . . . . . . . . . . . .

.

2-17

Landing

gear

position indicator

BAGGAGE&CARGOAREAS

..............

2-18

FAA0/

/7R5OVED MOONEY M20F

OPERATORS

MANUAL

Gear warning

horn

Acquiring aworking

knowledge of the

aircraft's controls

Stall

warning

system

Master switch

and equipment is one of your important

first

steps

in

de-

veloping a fully

efficient

operating

technique.

This

Systems

Battery

and alternator

. . Operations

section describes

location,

function,

and

oper-

Circuit breakers and

fuses

ation

of

systems' controls and

equipment.

It

is

advisable

Seat

belts

for

all

occupants

for

you, the

pilot,tofamiliarize

yourself

with

all

controls

Emergency

locator transmitter

and

systems

while

sitting

in

the pilot's

seat and

rehearsing

the systems

operations

and

flight

procedures

portions of

VISUAL FLIGHT RULES

---

NIGHT

this manual.

All

equipment

and

instruments specified

for

VFR

---

day

Position lights

Electric landing

light

(if

used

for hire)

Instrument

lights

e

ANntST

EonN

F IGHT

RULES

46

6

11 13

14

All

equipment and

instruments

specified for

VFR

---

night

Gyroscopic

rate-of-turn

indicator

Bank indicator

°

---

0 oooo

Sensitive

altimeter

adjustable for

barometric

pressure

Clock

with

sweep

second

hand

a

22

Artificial

horizon

Directional

gyro

Adequate

power source

for each gyro

instrument

Two-way

radio

communications

system

and

navi-

gational

equipment

appropriate

to

the

ground

faci-

lities to be used

NOTE: Caution

should

be exercised

when

in-

stalled

communications equipment interrupts

the

navigation signal during

transmissions.

FIGURE

2-1.

INSTRUMENT PANEL

4-8

2-2

FAA

APPROVED

MOONEY M20F

¯MOONEY

OPERATORS

MANUAL

10/20/75

1.

Clock

23. Quadrant Friction

Controi

PERFORMANCEINFORMATION

2. Airspeed Indicator

24.

Parking

Brake

Control

3. Artificial Horizon

.25.

Cabin

Vent

Control

Up

to

220-foot

altitude

loss

may

occur

during stalls

4. Altimeter 26.

Cabin

Heat

Control

at maximum weight.

5.

Engine

Cluster

Gage-

27. Microphone Jack

Fuel

Quantity,

28. Headset Jack

Oil

Temp,

29.

Trim

Control

Wheel

OPERATING

PROCEDURES

Oil

Pressure,

30. Fuel Tank

Selector

Valve

Cylinder

Head

(Located on Floor)

Temperature,

31.

Trim

and

Flap

Position

NORMAL

Ammeter

Indicator

6.

Landing

Gear

Switch

32.

Heater and Vent

Outlet

This

airplane

must

be operated

as

a Normal

Cate-

7.

Landing

Gear

33.

Ash

Tray

gory airplane in compliance

with the

operating

lim-

Position

Lights

34.

Aircraft Registration

itations

stated in the

form

of

placards,

markings,

8. Outside

Air

35.

Instrument

Panel

and manuals. No acrobatic

maneuvers,

including

Temperature Gage(Opt.)

Light

Controls

spins,

are approved.

9.

Magnetic

Compass

36.

Propeller

Governor

10. Pilots

Check

List

Control

Circuit

breakers

are located on

the right

hand side

11.

Annunciator

Lights

-

37

Throttle

of

the

co-pilot's

instrument

panel.

The

alter-

High and

Low

Voltage

nator

circuit

breaker is

on

the

circuit

breaker

panel.

"

38.

ELT

Remote

Switch

Ram

Air

Circuit breakers

are

push-pull

or

push-to-reset

type.

39.

Electrical

12.

Radio Panel

13. Vacuum

Gage

Circuit Breaker/Switches

Retract

flaps

after

landing.

14. Manifold Pressure

and

40.

RateofClimb

Indicator

Fuel Pressure

Gage

41.

Master

Switch

Turn

ram

air off

for

takeoff, landing,

or

any

15.

Exhaust Gas

Temp

42.

Directional

Gyro

time when operating

in dusty conditions.

16. Circuit

Breaker Panel

43.

Not

Used

17. Tachometer 44.

Turn Coordinator

All

warning

devices are inoperative when the master

18.

Cigar

Lighter

45.

Magneto/Starter

Switch

,

switch is off.

19. Ram

Air

Control

46.

Omni

Indicator

20. Cowl

Flap

Control

47.

Omni Indicator

Do

not

open

storm

window

above

150 MPH (130 Knots).

21. Flap Control Switch

48.

ADF Indicator

22. Mixture Control

49.

Radio Microphone

A horn

emitting a steady

tone

warns

of approaching

stall.
A

horn

emitting an

intermittent

tone warns

of

a

re-

tracted

landing

gear when

power

is

reduced

below

about

12 IN. Hg manifold pressure.

2-3

4-9

FAA

APPROVED

MOONEY

M20F

10/20/75

_N_

OPERATORS

MANUAL

The

PC

system cutoff switch in the left

hand

grip

of the

pilot's

control

wheel,

deactivates PC

when

squeezed.

POWER

PLANT

The

roll-trim

knob on the turn

coordinator provides

ENGINE

CONTROLS

a

command trim function. Rotation in

a

clockwise

direction trims

right;

counterclockwise

rotation trims

The

engine control

levers

are

centrally located,

between

left.

the

pilot and

co-pilot,

on the engine control

pedestal.

The

throttle

lever regulates

manifold pressure.

Pushing

the

To

preclude

fuel

starvation,

avoid extreme

sus-

lever

forward increases

the

setting;

pulling the lever

aft

tained

side

slips

toward the tank in

use

when

that

decreases

the

setting.

tank

contains less than

48

poundsoffuel.

The

propeller control

lever,

with

its

crowned

knob,

con-

trols

engine RPM through the propeller governor.

Push-

EMERGENCY

ing the

lever forward

increases engine RPM;

pulling

the

Emergency

procedures

are

contained in the

Emer-

lever aft

decreases the setting.

gency

Procedures

section

on

the

next

page.

The

mixture control

lever,

with its

red

hexagon knob,

es-

tablishes the

fuel-air

ratio (mixture).

Pushing

the lever

full

forward sets the

mixture to

full-rich,

pulling

the

lever

LOADING

INFORMATION

aft leans the

mixture,

and

pulling

the lever to its maximum

aft

travel position closes

the

idle

cutoff

valve,

shutting

down

the

engine.

Precise

mixture

settings are established

It is the

responsibility

of the

airplane

owner

and

by

observing

the EGT

gage

on

the

pilot's instrument panel

the

pilot to

insure

that

the airplane

is

properly

load-

while adjusting the mixture

ed. Load the

aircraft in

accordance with

the

loading

control

lever.

schedule.

O

WARNING:

See

Weight

&

Balance

Record

A

large

friction-lock

knob

for loading

schedule.

'

RN

=

On the

right

side

of

the

en-

,y.

gine control pedestal.holds

The

front seat positions can adversely

affect CG the controls in

the

desired

limitations

at the most

rearward

loading.

Allow-

RAM

AIRON

Setting and

prevents

control

able

baggage weight may be

dictated

by seat

posi-

creeping

during flight.

tions.

Maximum allowable weight

in the

baggage

compartment is

120 pounds.

The

ram

air

control

knob,

WARNING: Maximum

allowable

weight in

RAMAIROFF

ALTERNATEAIR

MOunted

in front

of

the

the

hatrack

is

10 pounds. Carry

only soft

'*"'"""""--'

right

control

wheel,

al-

objects

in the

hatrack.

lows

the

selection

of

fil-

FIGURE

2-2.

ENGINE

tered

induction

air

or

AIR

INDUCTION

SYSTEM

unfiltered

direct

ram

air.

2-4

4-10

Y_ROPERATORS

MANUAL

FAA APPROVED

10/20/75

An amber

warning

light above the

radio

panel illuminates

when

the

ram air control is

not

closed and

the

landing

gear

is

down. When operating

at full

throttle,

using ram air

will

increase

the

manifolti pressure

by

allowing

engine

induction

air to bypass

the

induction

air filter.

The use of ram

air

SECTION V

mustbelimited to

clean,

dust-free

air

at

altitude.

The

engine

will

operate

on direct

unfiltered air when

the ram air

EMERGENCY

OPERATION

control

knob

is out.

The amber

warning

light reminds

the

AND

PROCEDURES

pilot to push the

ram air

control

in for

filtered air before

landing.

Should

the

induction

air filter clog,

a

springloaded

door in the

induction system

will open

by

induction

vacuum to

allow

alternate

air to

enter the

engine.

Cylinder head

temperature, oil pres'sure and oil

temperature

MOONEY

MODEL M20F

gages are

located above

the flight

instruments.

EGT,

tach-

EXECUTIVE

ometer,

manifold pressure and

fuel

pressure

gages

are

to

the

MOONEY AIRCRAFT

CORPORATION

right of the

radio 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 IV.

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

forward on

the key

and

receptacle

engages

the

starter.

Re-

leasing

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.

2-5

51

FAA10/APPRO5vED

MOONEY M20F

ONEY

OPERATORS MANUAL

LOG OF

REVISIONS

FUEL

SYSTEM

Two integral sealed

sections

carry

the

fuel

in the

for-

LETTER

PAGE

DATE

APPROVED

ward 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

sedi-

ment

contamination

and

condensed water accumulation.

Section VII discusses the fuel

sampling

procedure.

The

recessed

three-position fuel selector handle

on

the

cabin

floor

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

refueling. Section

VII discusses the

selector valve

flushing

procedure.

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 transmitters

in the

tanks

operate

fuel

gages in

the

engine cluster.

The

master switch actuates the

fuel

quantity indicator system

to

maintain

an

indication of

fuel

remaining

in each tank.

The

fuel

pressure gage

registers fuel pressure

in

the

line

to

the

injector. Vents

in each fuel tank

allow

for

overflow and ventilation.

OIL

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. Lycoming

Service Instruction 1014

(latest

revision)

gives recommended

oil specifications and

oil

change

intervals.

5-2

2-6

ONEY

OPERATORS

MANUAL

FAA

APPROVED MOONEY

M20F

10/20/75

ENGINE

COOLING

EMERGENCYOPERATIONS

&

The

down-draft

engine cooling system provides ground

PROCEDURES

and inflight

power

plant cooling. Engine

baffling

directs

air over

and around the cylinders and

out the

cowl

flap

In

case of

engine fire,

turn cabin

heater

off.

openings. Cowl

flap

doors

allow

proper

air

flow

on the

ground

and

during

low-speed

high-power

climb.

Pulling

Turn ram

air

offificing

conditions are

inad-

the

cowl flap

control in

front

of the

right

control wheel,

vertently

encountered.

opens the

cowl

flaps.

WARNING:

A

discharged

storage

battery

VACUUM

SYSTEM

may

prevent the

gear from

fully extending

by

electrical power.

An

engine-driven

vacuum pump

supplies suction for the

vacuum-operated

gyroscopic

flight instruments and

the

Mooney

Positive Control system.

Air

entering

the

vacu-

EMERGENCY

GEAR-EXTENSION

um-powered

instruments

is

filtered;

hence,

sluggish or

erratic

operation

of

vacuum-driven

instruments

may To

manually

extend

the

landing gear:

indicate that

a

clogged vacuum

filter

element is

prevent-

ing

adequate

air

intake.

A

vacuum

gage

is provided

to

1.

Pull landing

gear actuator circuit

breaker

to

monitor

system operation.

OFF

position.

2.

Place gear

switchinDOWN position.

INSTRUMENTS

3.

Push handcrank

engage lever

forward to

engage drive

mechanism.

FLIGHT

INSTRUMENTS

4.

Crank

handcrank

clockwise

to fully

lower the

T.he

basic

flight

instruments are

grouped

on the

shock-

gear.

The gear

is

down-and-locked

when the

mounted

flight panel

directly

in front of the pilot's seat.

green

light comes

on.

In case

of

electrical

Instrument arrangement

is

in

the standard T-grouping

malfunction,

check

the visual

gear-down indi-

with

the

attitude

gyro

at top

center

and

the

directional

.

cator

marks for alignment.

gyro

immediately below. The

airspeed Indicator and

the

altimete,r cross

the

"T". The

vertical

speed

indi-

CAUTION: Do not

attempt

to manually

retract

cator and

the

turn

coordinator

at

left of the

directional

the

electric

landing

gear.

gyro complete

the standard

flight

instrumentation.

WARNING:Donot

operate

landing

gear

elec-

trically

with

handcrank engaged.

An

electric clockismounted

in the

left side of the

flight

panel. The

magnetic compass

is mounted

on

the

wind-

shield post.

2-7

5-3

FAA10/A20/R7OVED

MOONEY M20F

ONEY

OPERATORS

MANUAL

There is space and

lighting

for

four optional radio

POSITIVE

CONTROL

(LATERAL STABILITY

AUGMENTATION

indicators on

the

flight

panel.

SYSTEM)

A pitot

tube,

mounted on

the

lower

surface

of

the

left

wing, picks

up airspeed indicator ram air. A

The

pilot can

override

the system at any

time in the event of

heated

pitot

prevents

pitot tube

icing

when flying

in

a

P. C.

malfunction.

Complete

disengagement may be

accom-

moisture-laden

air.

A

drain

valve

is located

on the

plished by

squeezing the cutoff

switch. forward

bottom skin

of

the

left

wing

just

outboard

of

the wing fillet.

Static

ports

on

each

side of

the

tail

cone

supply

static

air

pressure

for the altimeter

In

the event

of

partial

or complete

vacuum

failure the

lateral

the airspeed

indicator,

and

the vertical

speed

indi-

stability

augmentation

system

will automatically

become

cator.

A

drain valve is located

on the

fuselage

inoperative•

bottom skin below the tail

cone

access

door. An

alternate

static

pressure

source

valve

is

installed

Electrical power for

the

P.

C.

cutoff

switch

comes

through

under

the

left

side of

the

flight

panel,

the

TURN COORD

circuit

breaker. If

this

circuit

breaker is

pulled

or

an

electrical

power loss occurs,

the

P. C. cutoff

A

stall

warning horn, mounted in the

cabin head

switch will be

inoperative.

liner

and triggered

by a sensing vane

on

the

left

wing

leading

edge,

will

sound

when airspeed

drops

to near stall

speed. The

sound becomes

steady

as

the

aircraft

approaches a complete

stall.

ALTERNATOR

POWER

LOSS

A

landing

gear

light

by

the gear switch shows red

when

the

gear is

in

transit. A

green

light

illumi-

If

after

allowing

the

circuit

breaker

to cool,

pressing the

nates

when

the gear is

down-and-locked.

No lights

button

does

not

reactivate

the

circuit,

the

alternator

circuit

are illuminated

when

the gear is

up

and

locked.

breaker must

remain open

and the

alternator

field circuit

Retarding

the

throttle

setting

below 12

inches

mani-

breaker must

be

pulled out

to

break

the

alternator

excitation

fold pressure

when

the gear is not in

the down

-and

circuit.

locked position

causes

the gear warning

horn in the

cabin headliner to sound with

a

regular,

intermittent

tone.

If

the red

voltage warning

light

illuminates

steadily,

turn

off

all

radio

equipment

and

turn

the

master

switch off

and

on

to

reset

the

voltage

regulator.

If the

alternator

light

FUGHT

CONTROLS

comes

on

again

pull

the

alternator

field circuit

breaker

out.

All

electrical

equipment not

essential for flight

should be

PRIMARY

FUGHT CONTROLS

turned off

and the flight

terminated

as

soon

as

practical to

correct

malfunction.

NOTE:

A flashing

alternator light

Push-pull

tubes

with self-aligning

rod end

bearings

indicates

low

voltage.

actuate

the

primary

flight

control

surfaces. Beveled

aileron

trailing

edges

help

reduce

pilot

control

forces

required for flight

maneuvering.

A

spring-loaded

2-8

5-4

MOONEY

OPERATORS

MANUAL

SECTION

VI.

PERFORMANCE

interconnect

device

indirec-

.

se

oCFHF

SWITCH

TAKEOFF

DISTANCE

. .

. .

. . . . . .

. . . .

. . .

. . .

6-3

tly

joins the

aileron a11d

LANDING

DISTANCE .

. . . . . . ... . . . .

. . ... .

6-4

rudder

control systems to

LIGHT

CLIMB PERFORMANCE

. . . . . .....

. . . . ... .

6-5

assist in

lateral

stability

SWRCH

AIRSPEED

CORRECTIONS

. . .

. . .

. . . .

..... .

6-6

during

flight

maneuvers·

STALL

SPEEDS. .

.

.

. .

. . . ... . . ... .

. . . . .

.6-6

Control surface

gap seals

ROLL TRI

ALTITUDE

CONVERSION

. . . . . . .

. . . . .

. .

. . .

6-7

minimize

airflow through

CRUISE&RANGE

. . . .

. . . . .

.

. . . . .

. .

. . . .

.6-8

the

hinge

slots

and reduce

drag.

Figure

2-3.

P. C.

SYSTEM

CONTROLS

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

a

reasonable

head-

ing over a

long

period

of time when the aircraft is

trimmed properly.

However,

without the installation

ofamagnetic heading

lock,

P. C. will not maintain

an

absolute

preselected heading.

The system

is a

pneumatically

operated,

two-axis auto-

matic control

superimposed

on the primary flight control

systems.

An

electro-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

opera-

tive whenever the

propeller is

windmilling

at more than

1000

RPM.

The

finger

operated switch

on the left hand grip

of

the

pilot's

control

wheel

is

shown in Figure

2-3.

Squeezing

this switch

any

time

during

flight

will

render

the

Positive

Control system

completely

inoperative

for

flight

maneuvers or manual flying. When the

cutoff

switch is

released,

the

aircraft will return unassisted

2-9

ONE

OPERATORS

MANUAL

ONEY

OPERATORS

MANUAL

to

wings-level

flight.

P. C.

can

be

manually

overriden

with little effort

if

the system should

All

performance

tables and

graphs

are grouped

in this

malfunction.

Manually over-powering

the

system

section of

the

manual for quick

and

easy

reference. This

will not

damage the

aircraft

or

the

P.

C.

compo-

graphic

information

is

presented

to show performance

nents.

that

may

be

expected

from

the

aircraft,

and to

assist

you

in

planning your flights

with reasonable detail and

accur-

The

roll-trim

knob

on the

turn

coordinator, as

acy.

All

data has

been

compiled

from test flights with

the

shown

in

Figure

2-3, provides

an

aileron

trim

aircraft

and

engine

in good

operating

condition while

using

function

through the

P. C.

system.

Rotating the

average piloting techniques.

Note that the cruise

perform-

knob

trims the

aircraft

about

its

roll

axis to

com-

ance data

(pages

6-8

thru

6-14)

makes no

allowance for

pensate

for

asymmetrical

fuel

and passenger

wind and navigation errors.

All performance

charts

and

loadings.

graphs are based

on operation

withnowind

on

level,

paved runways.

In

using this data,

allowances must be

The

P. C.

system

is

installed

to

help alleviate

made

for

actual conditions.

pilot fatigue. But

like

any

other

system in the

aircraft,

P.

C. must be monitored for

proper

A

carefully

detailed

and analyzed flight plan will yield

max-

functioning.

imum

efficiency. After

making a

flight

plan

based on

esti-

mates taken from

the

data

in

this

section,

you

should check

your actual performance and note the

difference

between

TRIM

CONTROLS

your forecast

conditions and actual flight

performance so

that your

future estimates

may

be

more accurate.

For

pitch

trim

control,

the entire

empennage

pi-

vots

on the tail

cone

attachment points

to inc.rease

or decrease

the horizontal

stabilizer angle.

This

design

allows flight

trim

establishment with

mini-

mum control surface deflection.

A

trim

indicator

on the

console

indicates

stabilizer

trim

posi-.

tion. Forward

rotation of the trim

wheels

lowers

the

nose;

rearward

rotation

raises the

nose in flight.

WING

FLAP

CONTROLS

The

flap control on the right of the

engine control

pedes-

tal

operates

the

electrically-actuated

wide-span

wing

flaps.

Moving

the

control

to

the

UP

position, retracts

the

flaps.

The

position

of

the

flaps

can be

noted

from

the

flap position indicator.

Holding

the control

in

the

down position

moves

the flaps down until

the

desired

position

is

reached, releasing

the control

stops

flap

movement.

Limit switches prevent

flap

travel

above

or below travel

limits.

6-2

2-10

ONEY

OPERATORS

MANUAL

ON

OPERATORS

MANUAL

TAKEOFF

DISTANCE (OVER

50-FOOT

OBSTACLE)

LANDlNG GEAR

ELECTRICGEAR

RETRACTION SYSTEM

so

The

two-position

electric gear

control

switch,

identified

by

E

its

wheel-shaped

knob,islocated at the top of the instrument

AKEOFF

RU AIR DISTANC

panel above the throttle.

There

are

three

ways

to see

that the

electrically-actuated

gear is

down-and-locked:

(1) The

green

gear-down

annunciator

light

illuminates.

TAKEOFF

WEIGHT

TAKEOFF

WEIGHT

(2) The indicator

marks

align as

seen on

the

floorboard OF 2300

LBS.

OF 2740

LBS.

visual

gear-position

indicator.

STANDARD

TEMP.

TAKEOFF

AIR TOTAL

TAKEOFF

AIR

TOTAL

(3) The

gear

warning

horn

does not

sound

at approach

power

ALTITUDE

F

RUN

DISTANCE

DISTANCE

RUN

DISTANCE

DISTANCE

FEET

FEET

FEET FEET

FEET

FEET

FEET

setting

of below 12

inches manifold pressure.

100

665

535 1200

1000

640

1640

A green

GEAR DN

light,

a

red IN

TRANSIT

light,

and

a

warn-

SEA

ing

horn provide

visual

and audible gear position signals.

The

LEVEL

59

597

425

1022

834 550

1384

green light

(GEAR

DN)

shows

continuously

when the gear is

20

521

386

907

766

460

1226

fully

extended.

With

the

navigation lights on, the GEAR

DN

light

is

dim

for night

operation. All

gear

lights

are

out when

90

854

577

1431

1163

780 1943

the gear is fully

retracted.

2500

50

711 502

1213

1000

655

1665

The illuminated

gear-down

position

indicator

in

the

floor¯

10

615 441

1056 895

549

1444

board

aft

of

the

center

console has

two marks

that

align when

the

gearisdown.

80

1057

702 1759 1430

960

2390

Retarding the throttle

below

12

inches

manifold pressure

5000 41 899

615

1514 1260

795 2055

causes the gear

warning

horn to

emit

a regular,

intermittent

0 720

520

1240

1060

678

1738

tone unless

the gear is

down-and-locked.

70

1295

842 2137

1906

1000 2906

A

mechanically

actuated

"Squat-Switch"

in

the

retraction

system prevents inadvertent landing

gear

retraction.

The

7500

32

1108

743

1851

1631

883

2514

safety

switch

is not intended

to substitute for

the

gear switch

in

keeping the

gear extended

while

taxiing,

taking

off, or

-10

soo

635

1535

1344

753

2097

landing.

TAKEOFF CONDITIONS:

WING

FLAPS--

TAKEOFF

POSITION

HARD SURFACE

RUNWAY

COWL

FLAPS

--

OPEN

ZERO

WIND

POWER

--

2700 RPM, MAX MANIFOLD

PRESSURE,

RAM AIR OFF

2-11

OPERATORS

MANUAL

OPERATORS

MANUAL

LANDING

DISTANCE

(OVER

50-FOOT

OBSTACLE)

EMERGENCY

GEAR-EXTENSION

SYSTEM

The emergency

gear extension handerank

on the

left upholstery'panel

near

the

pilot's

knee is

for

manually

driving the

electric

gear

actuating

motor

to

extend

the

gear

if the

electrical

system

should

malfunction.

SectionIVdiscusses

the emergency

gear

extension

procedure.

TOTAL DISTANCE

BRAKE&STEERING

SYSTEMS

The main

gear wheels incorporate

self-adjusting

LANDING

WEIGHT LANDING WEIGHT

disc-type hydraulic brakes. The

pilot's rudder

OF

2300

LBS. OF 2740 LBs·

pedals

have

individual

toe-actuated

brake

cylinders

STAÑDARD

TEMP,

LANDING

AIR

TOTAL LANDING AIR

TOTAL

linked

to the

rudder pedals. Depressing the

toe

ALTITUDE

°F

ROLL

DISTANCE

DISTANCE ROLL

DISTANCg

DISTANCE

FEET

FËËT

FEET

FEET

FEET

FEET

FEET

pedals and

pulling

out the

parking brake

control

on

the console sets the

brakes.

Pushing the parking

100 690 830

1520 848 1069 1917

brake control

forward releases

the

brakes.

SEA

LEVEL

59 639 777

1416 785 1001 1786

It is inadvisable

to set

the

parking

brake when

the

brakes are

overheated,

after

heavy braking

or

when

20

590 734

1324 725

945 1670

outside

temperatures

are unusually

high. Trapped

90 742

865 1607 911 1114 2025

hydraulic fluid

may

expand

with heat to

damage

the

system. Wheel

chocks

are

normally

used for

long-

2500

50 688 827 1515

845 1066

1911 term

parking.

10 635

780

1415

780

1005 1785

Rudder

pedal action steers the nose wheel. Gear

80

800 914

1714 983

1177

2160

retraction

relieves the

rudder control system

of its

nose

wheel

steering

and centers

the wheel to

permit

5000

41 742

865 1607 911

1114

2025

retraction into

the nose wheel well.

0

676 814 1490

830

1049

1879

70 863 965 1828 1060

1243 2303

ELECTRICAL

POWER

7500

32 801

914

1715

984

1178 2162

ALTERNATOR

&

BATTERY

-10

731

856

1587

898

1103

2001

A

35-ampere-hour

12-volt

negative-ground

storage

LANDING

CONDITIONS:

battery in

the

tailcone and

a

60-ampere

self-recti-

WING

FLAPS--

FULL

DOWN APPROACH

lAs

=80

MPH/69

KTs

fying

alternator

supply electrical

power

for

POWER

--

OFF

HARD

SURFACE

RUNWAY

ZERO

WIND

2-12

0-4

ONEY

NEY

OPERATORS

MANUAL

CLIMBPERF

-

MPHANOTS

MPMANOTS

equipment

operation. The

ammeter in the

engine

instru-

16

100

250

94/82

96/83

ment display indicates

battery charging

rate.

A

power

loss

in

the

alternator

or

voltage

regulator will

be

shown

15

160

315

94/82

97/84

asadischarge

reading

on the

ammeter;

a

discharged

------

battery

will

be

indicated

as

a

high-charge

reading.

14

220

380

94/82

98/85

The voltage regulator

adjusts

alternator outputtocurrent

13

load

while

maintaining a

constant

voltage

level.

An

over-

voltage

warning light

illuminates

steadily

when voltage

12

340

515

94/82

100/87

regulator

output

exceeds

voltage

limits. It flashes

when

the voltage

is low.

11

400

585

94/82

101/88

8

to

460

850

94/82

103/89

9

520

720

94/82

104/90

CIRCUIT BREAKERS

8

575 185

94/82

105/91

Push-to-reset,

push-pull,

y

635

855

94/82

106/92

or

rocker-switch

circuit

breakers

automatically

6

695

920

94/82

107/93

break

the

electrical

cur-

ei

rent

flow if the

systems

25

5

TSO

990

94/82

108/94

receive an overload,

thus

preventing

damage

4

815 1060

94/82

109/95

to

electrical

wiring.

3

3 875

1130

94/82

110/96

The

main circuit

breaker

panel

is

in

the

extreme

2 935

1195

94/82

111/96

right

panel.

Figure

2-4

illustrates

the

main

cir- 1 995

12ß0

94/82

112/97

cuit breaker

panel with

its

push-pull

standard

»..-

SL

1055 1330

94/82

113/98

equipment

circuit

break-

RATE

W

RATE

g

BEST

ANGLE

BEST

RATE

ers.

All

rocker-switch

CLIMB

CUMS

W

CLIMB

W

CLIMS

circuit

breakers are at

(FPM

AT

(FPM

AT

SPEED

SPEED

the bottom of

the

flight

c:=.=,

..;r.:¾

2740

LBS)

2300

LBS)

(MPH/KTS)CAS

(MPHjkf5)CAS

panel.

FIGURE

2-4.

MAIN

CONDITIONS:

CIRCUIT BREAKER

PANEL

1. GEARUP 4.

FULLRICHMIXTURE

2. FLAPS UP

5.

FULL

THROTTLE--2700

RPM

3. COWL FLAPS OPEN

6. RAM AIR ON

2-13

6-5

AIRSPEED CORRECTIONS

ONEY

PERATORS

MANUAL

CALIBRATED AIRSPEED

(MPH/KNOTS)

0°

FMPS

15°

FMPS

33°

FMPS

MPH/KTS

POWER

ON

POWER

OFF

POWERONPOWER OFF

POWERONPOWER OFF

65/56

66/57

65/56

67/58

63/55

67/58

70/61

70/61

71/62

70/61

71/62

68/59

71/62

Al

ss

iv

EOHRN

LANDING GEAR

80/69

80/69

81/70 79/69

81/70

77/67

81/70

GEAR WARNING

ALTERNATOR

90/78

90/78

90/78

89/77

90/78

87/76

90/78

-

CKT

BKR

STALL WARNING

- LEFTMAG

100/87

99/86

100/87

99/86

100/87

96/83

100/87

ALTERNATOR

FIELD

110/96

108/94

110/96

108/94

110/96 106/92 109/95 ..

IGNITION

&

CIG

LTR

120/104

118/103 120/104 118/103

120/104 115/100 118/103

-

AMMETER

INSTRUMENTS

INSTRUMENT LTS

140/122 137/119

139/121

NOTE:

The calibrated airspeeds shown

RIGHT MAG

correct only

for

errors

caused

by the

PC TRIGGER

&

TURN COORD

positionofairspeed system

components,

TyEORR

SPARE

160/139 157/136

158/137

and

do

not include any

correction

that

SPARE

may be

required

for

individual

airspeed

STARTER

indicators. Airspeed indicatórs

may

SOLENOID

AUTOPILOT

(OPT)

have

errors up

to 2.5

MPH (2.2 Knots).

AUX BUSS

FUEL

BOOST

PUMP

200/174

197/171

197/171

CONDENSER

PITOT

HEAT

.BATTERY

POWER

.

a

e

LANDING

LIGHT

RELAY

'

NAV

LTS

FILTER

¯

STROBE LIGHT

STALL

SPEEDS

(POWER

OFF)

ROTATING BEACON

(OPT)

ANGLE

OF

BANK

STARTER

GROSS

WEIGHT

COM I

(OPT)

0

20°

40°

60,

ALTERNATOR

NAV I (OPT)

COM II (OPT)

FLAPS &

GEAR

MPH

68

71

80

98

NAV II (OPT)

UP

KNOTS

59

62

71

85

MASTCEHR

TRANSPONDER

(OPT)

AUDIO (OPT)

FLAPS

15,

MPH

64 67

76

93

-

BATTERY

¯

ADF

(OPT)

GEAR

DOWN

KNOTS

56

58

66

81

-

DME (OPT)

CIRCUIT BREAKER

SYMBOLS

-

FLAPS

33•

MPH

62

65

74

90

ALTERNATOR

GEAR

DOWN

WARNING

KNOTS

54

56

64

78

LIGHT

R

GO

R

PUSH-T

RESET

SWITCH

TYPE

PUSH-PULL

CONDITIONS:

1.

GROSS

WEIGHT

(2740

LBS.) 3. IAS

IN MPH

& KTS

2.

POWER OFF

4.

R)RWARD

CG

FIGURE

2-5.

ELECTRICAL

SYSTEM

SCHEMATIC

8·5

2-14

-91

ALTITUDE

CONVERSION

TAS=CAS X

1/ WW

The

alternator

push-pull

circuit

breaker on

the

Example: If

ambient

temperature is

80°F

and

pressure

altitude is 4000

feet,

standard altitude

is 6000 feet and

the

factor

ll is 1.093,

main

breaker

panel

furnishes

an emergency

over-

yg

load break

between the alternator

and

the main

buss.

3"

,w"

,-1

'

'tw

,-,tTr'

.

,,.,-pit'

µ-

e.T

Since the alternator is

incapable

of

outputinexcess of

the

'-

--'-

v'-'

tki

-F'.4,

9

'

-,b_tÎ-

1.60

circuit breakers

capacity,

a

tripped

breaker

normally

-

'

p.

1.56

indicates a fault within

the

alternator.

If

pressing

the

-?

+'

button does not

reactivate

the

circuit,

the alternator

cir-

p-

p-

',F-'

1-52

cuit

breaker

mustbepulled

outtobreak

the

alternator

'

po

..,¿,-

1+

4,

excitation circuit. Since

the alternator is then

cut

out

of

.-

p''

put

the

power

circuit,

the

storage battery

supplies

electrical

-p

,,4

power

in steadily

diminishing

output with

the

master

switch

on.

The

alternator-field

push-pull

circuit breaker

fur- -p

nishes an emergency break

in the alternator field

16

'

.30

excitation circuit in

the

event

of alternator or

vol-

p÷ p+ + +

25

tage

regulator malfunction. If

the

regulator

output

-0-

'

JH

I

'

voltage

exceeds

limits, the

red

voltage

warning

..p**.41,

1

24

light

illuminates

steadily.

Turning

off

all

radio

g 22

+

41

22

equipment, and

then

turning

master switch

off

and

Ë

:-Ñ

'

on, will

reset

the

voltage

regulator. The

overvol-

-

:c

†Ï9

;-'

+

+

tage

annunciator

light

should

remain

out.

If

the

'gl

.*

_

f'

pd

1.16

overvoltage light

comes on

again,

pulling out

the

og

-''

;H

+Ì

+

'..g

-14

alternator-field

circuit

breaker

cuts

the alternator

+}

1

'e'-

·12

out of the

power

circuit.

Once

again the

battery

is

-'

1+

the only

source

of electrical

power;

therefore,

all

_og

electrical equipment

not

essential for flight should

4

,

be

turned

off

and the flight

terminated

as

soon as

-'

1.06

practical

to

correct

the

malfunction.

ANNUNCIATOR

LIGHTS

0.98

The landing gear lights

are

at the top of

the

instru-

0.96

ment

panel

by the

landing

gear

switch.

Annunciator

lights

for

high

and low

voltage

and ram air

are above

the

radio panel.

C

---60

-40

--20

0

20

40

60

TEMPERATURE

2-15

6-1

O

EY

OPERATORS

MANUAL

The purpose and function of each of

these

lights

CRUISE&RANGE DATA

CONDITIONS:

is discussed

elsewhere in this

section.

1.

All

Cruise

and

Range

Data

tables allow

for:

a

climb outat200

horsepower

to

3000

feet;

a

con-

INSTRUMENT &

PLACARD

LIGHTS

tinued climb

at maximum

power

(ram

air

on),

.

All

instrument

faces and placards are

floodlighted

by

full-rich

mixture,

and best

rate-of-climb

air-

.

light

bulbs

in the

glareshield. A rheostat knob on

the

speed

to

cruise

altitude;

a cruise

to

destination

at

. right

hand

radio panel controls the

intensity

of

instru-

the

specif1ed

power and mixture

setting;

and

a

45-

ment

and placard lighting.

Rotating

the

knob clockwise

minute

fuel reserve at the same

altitude

and

power .

.

turns on and increases light

intensity.

setting.

The data

is

also

based on 64

gallons of

usable

fuel,

standard atmosphere, and no

wind.

Takeoff

weight is 2740 pounds or

2300 pounds.

CABIN

LIGHTING

2.

The

data is

taken

from

flight

tests

at

full-rich

A dome light

illuminates

the cabin. Its

BRIGHT-

mixture

settings

above

75

percent

rated

power

and

OFF-DIM

switch is slightly forward

and to the

at

best-power mixture

settings

for

cruise

at 75

per-

right

of the dome

light.

cent rated

powerorless.

(For best

power

mixture,

set EGT at

1000F

below peak

EGT on rich

side

of

peak.)

3. When interpolating the cruise

and

range

data

for

CABlN

ENVlRONMENT

nonstandard

conditions, note

that

each

10°F

increase

above standard

temperature will cause

a

one

percent

HEATING&VENTILATION

SYSTEMS

reduction

in

horsepower, whíle each

10°F

decrease

below

standard

temperature will cause a

one

percent

Three

ventilating

systems provide

cabin

environ-

increase in horsepower.

mental

control suited to individual

pilot

and

pas-

senger preferences. Fresh

air

heated

by

the

engine exhaust

muffler,

and

cool

air from

an

air-

scoop

on

the

co-pilot

side, canbeindividually

controlled

and

mixed

to

the

desired temperature.

The

left

side

fresh-air

scoop has

an adjustable

eye-

ball

outlet near the

pilot's

knee.

The cabin overhead

ventilating

system

works

in-

dependently of the cabin

heating

and

ventilating

system.

Rotating the

knob

above

the

pilot

seat

extends

or

retracts

the overhead airscoop

to

con-

trol

air

intake

and to

prevent

air-buffeting

at high

cruising

speeds.

Small

directional

vent

deflectors

with inner

knob

air

volumn

controls,

within easy

6-8

2-16

CRUISE&RANGE AT

SEA

LEVEL

59°F

ElioDNEY

OPERATORS

MANUAL

MIX'l URE SETTING:

1. Ur e

FULL RICH

n-ixture

above 75

reach

of

each

occupant,

distribuite

incoming

out-

percentpower.

2.

Isanmixture

at

TRUE IIRSPEED

ENDUR-

RAPGE

side

air

as

individually

desired.

76

percent

powa

r and below·

MPHjKNOTS

ANCE

(STA

MI)

MAN

PRES

FUEL

FUEL 2740 2300

2740

2300

The cabin heat

control

is marked

CABIN HEAT.

RM

(IN. HG)

%WH

(GAL/HR) (LBS/HRÌ

LBS

LBS

(HR:MIN)

LBS

LBS

Opening

the cabin

heat

control

turns on cabin heat.

4

To lower

cabin temperature, the cabin

heat control

is

pushed toward

the

OFF

position.

Completely

27.0

93.5 17.3

104.1

172/150

174/151

2-56

509

515

closing

the

cabin heat

control and

fully

opening

the

'

26.0

89.0 16.5

98.8

169/147

171/149

3-08

532

539

cabin vent control, with the

overhead

airscoop

ex-

tended,

supplies

maximum

fresh

air

circulation.

In

25.0 84.5

15.6

93.6

166/144

168/146

3-21

558

565

case

of engine

fire,

the cabin

heating

system

must be

turned off.

The right

side

airscoop

has outlets under

¯¯¯g¯¯¯¯¯¯¯¯

1

the

side panel

for installation

of radio

cooling

ducts.

25.080.

7

14. 9

89. 3

163/142 165/143

3-33

581 588

2600

24.0 76.4 14.1 84.3

159/138 161/140

3-48

609

617

WINDSHIELD

DEFROSTING

SYSTEM

23.0

72.1 10.5

63.1 155/135 158/137

5-20

835

847

The

defrosting

system takes warm air from the

cabin

heating

system

ductwork

and

distributes

-

¯¯¯¯¯¯ -¯¯¯¯¯

this.air over the windshield

interior

surfaces.

25.0 77.0 14.2

85.1

160/139 162/141

3-46

605

613

Closing the louvered vent on console

(below quadrant)

24.0 72.9 10.6

63.7

156/136

159/138

5-17

830

842

forces more

flowtodefrost

ducts.

25

23. 0

68. 8

10. 1

60.6152/132

155/135

5-35

857 871

CA

BIN

22.

0 64. 6

9.

6 57. 5

149/130

151/131

5-55

887 903

24. 0 69.

3

10.

2 61. 1 153/133 156/136

5-32

853 867

SEATS

&

SAFETY BELTS

23.0 35.4 9.7

58.2

149/130 152/132

5-51

881 896

The front

seats

are

individually

mounted and may

=

22.0

31.5

9.2

55.2

145/126

149/130

6-12

910

928

be

adjusted fore

and aft

to fit individual

comfort

preferences.

Resetting a

seat back

is

accom-

21.0 57.5 8.7 52.3

141/123

145/126

6-36

940 961

plished by pulling

the

seat

back

forward, rotating

.---

---- -----

-

--- ------

-- ---

the large

cam selector knob

at the lower

back

23.0

63.7 9.5 56.9

143/124

151/136

6-00

893 909

juncture, and

allowing the

back to return

to

the

new

position.

22. 0

59. 9

9. 0

54. 1

144/125

147/128

6-21

922 940

2350

21.0

56.1 8.5 51.2

139/121

143/124

6-45

952 974

20.0 52.2

8.1

48.4

135/117

139/121

7-12

982 1038

1950

19. 0

38. 3

6. 3

38. 0

110/96

120/104

9-21

1070

1147

2-17

6-9

CRUISE

& RANGE AT

2500 FT,

50°F

1

I

MOONEY

OPERATORS

MANUAL

MIX URE SETTING:

1.

U::e

FULL RICHnixture above 75

percent

power.

2.

Iean

mixture at

TRUE IIRSPEED

ENDUR-

RAt]GE

Safety

belts,

if

worn properly,

keep

occupants

76

percent

pow-:r

and

below·

MPHjKNOTS

ANCE

(STA Ml)

firmly in

their

seats

in

rough air and

during

ma-

MAN

PRES

RIEL FUEL 2740

2300

2740

2300

neuVerS. These belts

are

mechanically

simple

RPM

(IN. HG)

%BPH

(GAL/HR)

(LBS/HR' LBS LBS

(HR:MIN)

LBS

LBS

and comfortable to Wear.

They

are

attached

to

-----

-¯·¯

¯

the seat so

the

seat

can be

moved

without

read-

27. 5

98.

1

18. 2 109.

3 180/156

182/158

2-46

495 501

justing the

belt.

26. 0

91.

7

17. 0 101. 9

175/152

177/154

3-01

527 533

2700

25.0

87.2

16.1

96.8 172/150 174/151

3-13

552 558

BAGGAGE &

CARGO AREAS

24.0

82.7

15.3 91.6

168/146 170/148

3-26

578 585

The baggage

compartment

has

15

cubic feet of

---

--- -

-----

-

----- -

- ----

baggage

or cargo space and

two pairs of floor

tie-

26.

0

87.

7

16.297.

4

172/150

174/151

3-11

549

555

down

straps.

The

loose equipment,

consisting

of

25.0

83.4

15.4

92.4

169/147

171/149

3-24

574

581

tiedown eyebolts,

jackpoints, tiedown rings,

a

fuel

sampling

cup, and

a

towbar is

stowed

in the

2600

24.

0

79. 0

14. 6

87. 4 165/143

167/145

3-38

601 609

baggage

compartment.

The

rear seat back

may

23.0

74.7

10.8 65.0

161/140 164/143

5-08

830

842

be removed for

additional cargo space

by

re-

moving attaching

bolts

at

top

and bottom

of seat

25.0

79.6

14.7

88.0 166/144

168/146

3-36

598 605

back.

24.

0

75. 4

10. 9 6,5.

6 162/141

165/143

5-05

825 837

"°

23.

0

71. 2

10.462.

5

158/137 161/140

5-22

852 866

22.

0

67.

1

9. 9 59.

4 154/134

157/137

5-41

881

897

24.

0

71.

8

10.562. 9

159/138

162/141

5-20

849 862

23.

0

67.

8

10. 0 59. 9

155/135 158/137

5-37

876 891

2400

22.

0

63. 8

9.

5 57. 0

151/131 154/134

5-57

905

922

21.

O

59.

8

9.

0 54. 0

147/128 150/130

6-19

934 955

23.

0

66.

1

9.858.

7

153/133 L56/136

5-46

888 904

22.

0

62. 2

9.355.

8 149/130 153/133

6-06

917 935

2350

21.0

58.3

8.8 52.9

i45/126 [49/130

6-28

946 968

20.

0

54. 5

8.350. O

i40/122 l44/125

6-53

976 002

1950

19.

5

41.

5

6.

7

40. 4

118/103

128/111

8-41

.062

1128

6-10

2-18

SECTION

111.

NORMAL PROCEDURES

CRUISE&RANGE

AT

5000 FT,

41°F

MIK') URE SETTING:

GROUND OPERATIONS

1. Ut e

FULL

RICH

mixture above 75

percentpower.

2.

Lean mixture at

TRUE

AIRSPEED

ENDUR-

RAF

GE

PREFLIGHT

.

. . ..... .

....... . . . . . .

. . - 3-2

Ÿ$

PErcent

pow:

r

and below•

MPH)

KNOTS ANCE

(5TA

MI)

PREFLIGHTCHECK

...........----•-··

3-3

MAN

PRES FUEL

FUEL

2740

2300 2740

2300

BEFORE STARTING

.

. . .

. . . . . . . . . . . . .

...

3-5

RPM

(IN. HG)

%BPH

(GAL/HR) (LBS/HR

LBS

LBS

(HR:MIN)

BEFORE-STARTING

CHECK .

.

. . . . . . ...

. . .

3-5

STARTING

. . . . . . ... ...

. . . . . ... . . .

. . .

3-6

25.0 90.0

16.7

99.9

178/155

180/156

3-05

545

552

STARTING CHECK.

.

. ... .

. .

..... . . . . .

. .

3-7

24.0 85.4

15.8

94.7

174/151 177/154

3-18

571 578

Flooded-Engine

Clearing

... .

.

. . . . . ... . .

3-8

2700

Hot-Engine Starting

. ... . . . . . . . .

. .

. . . .

3-8

23.0

80.9

14.9

89.5

170/148 173/150

3-32

599

607

Hot-Weather

Starting . . .

.

. . .

. . . . . . . . . .

3-9

22.0 76.3

14.0 84.2

166/144 169/147

3-47

629

638

Cold-Weather

Starting . . . . . .

. . . . . . . . . .

3-9

Hand

Cranking

... . . .

. . . ...

. .

. . . .

. ...

3-9

-

-----

----

- -----

-----

------

---- -

---

WARMUP

& TAXENG

. . .

. . . . . .

. . . . . .

.

. .

.

3-10

25.0

86.0

15.9

95.4

175/152

177/154

3-16

567

574

BEFORE-TAKEOFF

CHECK

...

... . ...

. . . .

3-11

24.0

81.7

15.1 90.4 171/149

174/151

3-29

594 601

26oo

FLIGHT

OPERATIONS 23.0

77.3

14.2 85.4 167/145

170/148

3-44

622

631

TAKEOFF.

.

. . . . . .

...

. .

.

. .

.

. . . .

.

.

.

. . .

3-13

22.0

72.9

10.6

63.7

163/142 166/144

5-13

853

867

CLIMB

. .

. . .

. . . . .

. . .

.

...

. .

-

· ·

· -

·

·

- •

·

3-14

-

-----

--

---- -- ----

---

--- --

--

CRUISE

.

.

. .

. . . .

. . .

.

. .

.

. .

.

... .

. . .

...

3-15

25.0

82.1

15.2 91.0 171/149

174/151

3-27

591 598

STALLS

............................3-17

24.0

77.9

14.4

86.1

168/146 171/149

3-41

618 626

SPINS....................····-···..3-18

no

POSITIVE

CONTItOL

.

. .

. .

. .

. .

. . ... .

...

.

3-20

23.0

73.7

10.7

64.3

164/143 167/145

5-10

847 861

FUELMANAGEMENT...................3-21

22.

0

69.

5

10. 2

61. 2

160/139 163/142

5-27

876 891

INFLIGHT

RESTARTING

................3-21

LETDOWN

..

........................3-22

~¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯

¯¯¯¯¯¯¯¯

BEFORE-LANDING

CHECK.

. . . . . .

. ...

. .

. .

3-22

25.0 78.2

14.4 86.5 168/146 171/149

3-40

616 624

LANDING

. .

.

.

...

. . . . .

... .

. . . . ·

·

· ···

•3-23

24.0

74.2

10.8

64.7

164/143 168/146

5-08

844 858

AFTER-LANDING

.............

........3-24

24oo

23

4

23.0

70.2

10.3

61.7 161/140

164/143

5-24

871 886

TAXI

CHECK

........·········•••••·

-

SHUTDOWN CHECK

.

. . . .

. . . ... ..... ... .

3-25

22.0

66.2

9.8

58.7

157/137

160/139

5-43

899

916

24.

0

72. 3

10. 6

63.

3 163/142 166/144

5-15

857 871

23.0 68.4 10.1 60.4 159/138 16ž/141

5-32

883 899

2350

22. 0

64.59.

6

57. 5 L55/135 158/137

5-51

911 930

21. 0 60.

6

9. 1

54. 5 [51/131

[54/134

6-12

940 962

1950

19.3 42.6

6.9 41.2

122/106 132/115

8-25

1062

1129

6-11

3-1

CRUISE &

RANGE AT

7,500

FT,

32°F

C3N_

PERATORS

MANUAL

MIK"URE

SETTING:

1. Use

FULL RICH mixture above 75

perc

=nt

power.

2. Itan mixture at

TRUEiIRSPEED ENDUR-

RAVOE

Before

flying

your

Mooney, it

is

necessary

that

78

prrcent

pow

=r

and below·

MPH/KNOTS ANCE

(STA

MI)

you become

thoroughly

familiar

with all

techniques

MAN PRES

FUEL

FUEL 2740

2300

,

2740

230o

needed

to

operate its systems and

equipment

safe-

RPM

(IN. HG)

%BPH

(GAL/HR)

(LBS/HR LBS LBS

(HR:MIN*

LBS

Las

ly

and

efficiently.

177/154 179/156

3-23

591

599

This section of the

manual provides you withaquick

22.0 79.0 14.6

87.3

173/150 176/153

3-37

620 630

and

easy

reference

to

normal

operating

procedure

27oo

recommendations. Checklist

procedures

are

enu-

21.0 74.3

10.8

64.8 168/146 172/150

5-05

855

869

merated in steps

that cover cockpit

controls

and

20.0 69.7

10.2

61.3 164/143 167/145

5-25

886 902

instruments

in

left-to-right

and

top-to-bottom pat-

terns. These procedures are

intended

to assist

you in

developing good flying

techniques under

av-

23. 0

79. 9 14.

7

88. 4

173/150

176/153

3-34

614

623

erage

conditions.

While

close attention

to

each

22.0 75.5 10.9

65.6

169/147 173/150

5-01

847

861

step

is

important for safe and efficient

operation,

sound judgment

may occasionally

be

called

for

in

21.0

71.0 10.4

62.3 165/143 168/146

5-19

877

892

making

exceptions when

circumstances require

a

20.0

66.5 9.8

59.0

160/139

164/143

5-39

907 926

deviation in

operating

procedure.

23.0

76.2

14.0 84.2 170/148 173/150

3-47

639

649

GROUND OPERATIONS

22. 0

72, 0 10.

5 63. 0 166/144

169/147

5-15

870

885

21.0

67.7

10.0

59.9 162/141 165/143

5-33

899

917

PREFLIGHT

20.0 63.5

9.4 56.7

157/136 161/140

5-54

930

950

In

addition

to

completing

the preflight

check,

visu-

ally inspect all of the aircraft

exterior prior to

each

flight with particular

attention

to

detection of loose

23.0

72.6

10.6

63.5 167/145

170/148

5-12

866

881

rivets

and dents. When

checking

under

the

aircraft,

22.0

68.5

10.1

60.5 163/142

166/144

5-30

894 911

look

for

fuel and oil leaks indicated by oil

runs or

2400

21. 0

64.

4

9. 6 57.4158/137

162/141

5-49

923 942

fuel dye stains.

20.0 60.4

9.1

54.4 153/133

158/137

6-11

952

975

WARNING:

Check the

aircraft

weight and

balance before proceeding

with the

flight.

Consult the Weight

&

Balance Record,

fur-

23.0 70.8 10.4 62.1

165/143

168/146

5-20

878

894

nished in the airplane

file,

for detailed data

22.0

66.8 9.9 59.2

161/140

164/143

5-38

906 924

needed to calculate load

distribution and

2350

limitaÉiORS.

21. 0 62.

89.4 56. 2 156/136

160/139

5-57

934 955

Normal atmospheric

temperatures are below

freezing

20.0

58.8

8.9

53.3 151/131 156/136

6-19

964 988

above

8000

feet

altitude,

and it is

possible

that

con-

densed water in

the

fuel

lines will

freeze

and

cause

1950

19.2 44.0

7.0 42.3 126/110

137/119

8-07

t059 1126

fuel

starvation.

Therefore,

always

drain

the fuel

selector sump

(as

described in

Section VII)

at

each

preflight inspection.

3-2

CRUISE& RANGEAT 10,000

FT,

23°F

MLOONEY

OPERATORS MANUAL

MIX3 URE SETTIMG:

1. Ur e

FULL RICH rrixture above 75

perce

nt

power.

2. I

san

mixture at

TRUE/IRSPEED ENDUR-

RAF

GE

76

percent

pow=

r

and below•

MPH/KNOTS

ANCE

(STA

MI)

MAN

PRES

FUEL FUEL 2740

2300

2740

2300

RPM

(IN. HG)

%BPH

(GAL/HR)

(LBS/HR

LBS LBS

(HR:MIN)

21.

0 77.

0 14. 2 85.0175/152

178/155

3-44

643

654

20.

0

72.310.563.

3 170/148

174/151

5-12

879

895

1

19.0

67.6

10.0

59.8

165/143

169/147

5-32

911 930

18.0

62.9

9.4 56.3 160/139 164/143

5-54

944 966

2

10

21.

0 73.610.764. 2 171/149 175/152

5

-07

870 886

20.

0 69.

1 10. 1 60. 9 167/145

171/149

5-25

900 918

2600

19.

0 64.

5

9. 6

57. 5 162/141

166/144

5-46

932 953

18. 0

60. 0

9. 0 54. 2 156/136 161/140

6-10

964

990

3

21. 0

70. 1

10. 3 61. 7 168/146 172/150

5-21

893

910

20. 0

65. 8 9.758.

5 163/147 167/145

5-40

923 943

2soo

FIGURE

3-1.

PREFLIGHT WALK AROUND DIAGRAM

19.0

61.5

9.2

55.3

158/137 163/142

6-02

954 977

18.0

57.2 8.7 52.1 152/132 158/137

6-26

984 1014

PREFLIGHTCHECK

21.0

66.7 9.9 59.1 164/143 168/146

5-36

916 936

1. Ignition

Switch--OFF.

20.0 62.6 9.3 56.1 159/138

164/143

5-56

946 968

Master

Switch--ON

to check

outside lights,

19.0

58.5

8.8

53.0 154/134 159/138

6-18

975

1003

then

OFF.

Fuel

Selector

Drain--Selector

handle onR;pull

18.0 54.4

8.3

50.0 148/129

155/135

6-43

l004 1039

ring

and hold

for five

seconds. Repeat

procedure

-

- -

¯¯¯¯¯¯

¯¯¯¯ ¯¯¯

with

selector handle on L.

21. 0

65.09.657. 9 162/141

166/144

5-44

928 949

2.

Instrument Static

Port--UNOBSTRUCTED.

2,,,

20.0

61.0

9.1 54.9

157/137

162/141

6-04

957

981

Tail

Tiedown--RE

MOVE .

19.

0

57. 0 8. 7

51. 9

152/132

158/137

6-27

986 1016

3.

Empennage--CHECK.

18.0

53.0

8.2 48.9 145/126

153/138

6-52

013 1052

Remove

all

ice,

snow,

or frost.

·¯¯¯ -

---

---- ----

1950

19. 0

45.

1 7

2

43. 0 130/113

141/123

7-53

(056 1126

3-3

6

-13

CRUISE&RANGE

AT

12,500 FT,

17°F

ONEY

OPERATORS

MANUAL

MIX"URE

SETTING:

1.

U:e

FULL

RICH mixture above

75

percent

power.

2.

Lean mixture at

TRUE

AIRSPEED ENDUR-

RAEGE

4.

Tail Cone Access

Door--SECURE.

76

percent

pow

or

and below·

MPHjKNOTS

ANCE

(STA

N

Instrument

Static

Port--UNOBSTRUCTED.

WM

MAN PB%BPH

FUEL

FUEL

2740

2300

.

2740

23oo

Static System

Drain--CHECK.

(IN. HG) (GAL/HR)

(LBS/HR:

LBS LBS

UIS

LBS

5.

Wing

Skins--CHECK.

19. 0

70. 2

10.361.

7 172/149 176/153

5-19

902 921

.

Flap

and

Attach

Pomts--CHECK.

18.0

65.4

9.7 58.2 166/144 171/149

5-40

935

956

Aileron and

Attach

Points--CHECK.

27oo

Wing

Tip

and

Navigation

Light--CHECK.

17. 0

60.

7

9. 1

54.6160/139 166/144

6-03

968

995

Remove

all

ice,

snow, or

frost.

16. 0 55. 98.5

51.

1 153/133 160/139

6-30

(000 1035

6. Left Wing

Leading

Edge--CHECK.

Pitot

Tube

and

Stall Switch

Vane--UNOB-

19.0 67.0

9.9

59.3 168/146

173/150

5-33

924

944

STRUCTED.

18.0

62.5 9.3 56.0

163/142

168/146

5-54

955

980

Fuel

Tank--CHECK

QUANTITY:

SECURE

CAP.

26oo Chock

and

Tiedown--REMOVE.

17. 0 57.

9 8. 8 52.

6

156/136 162/141

6-18

,

986

1018

Left

Main

Gear

Shock

Discs and

Tir

e--

CHECK.

16.0

53.4 8.2 49.2

148/129

157/136

6-46

(016

1058

Fuel

Tank

Sump

Drain--SAMPLE.

Pitot

System

Drain--CHECK.

·¯·¯

-

-

-

- ------

---

-

Tank

Vent--UNOBSTRUCTED.

19.0 63.9

9.5

57.0

164/143 169/147

5-47

945

969

Fuel

Selector

Drain

Valve--CLOSED.

Windshields--CLEAN.

18.

0 59.

5

9. 0

53. 8

158/137 164/143

6-10

976

1004

2soo

Left

Side

Engine

Cowl

Fasteners--SECURE.

17. 0

55. 2

8.

4 50. 5

151/131 159/138

6-35

l004 1042

7.

Propeller--CHECK

for nicks and cracks.

16. 0 50.

8

7.

9 47.3144/125 153/133

7-03

1030 1081

Forward Engine

Components--CHECK

starter,

alternator

belt,

etc.

19.0 60.7 9.1

54.7

160/139

166/144

6-03

967

994

Ram

Air

Scoop--CHECK

closed and

18.0 56.6

8.6 51.6

154/134

161/140

6-26

995

1030

sealed.

2 00

Landing

Light--CHECK.

17.0

52.4 8.1 48.5 147/128

155/135

6-52

(021

1067

Nose

Gear--CHECK

tire;

check

for

towing

16.0 48.3 7.6 45.4

139/121 149/130

7-22

1043 1105

damage.

- --- --

--.- -- - -.....--

-- Shock

Discs--CHECK.

19.0

59.2

8.9

53.5

158/137

164/143

6-11

978 1007

8.

Right Side Engine

Cowl

Fasteners--SECURE.

18.0

55.1

8.4 50.5

151/131 159/138

6-35

1005

1042

Engine

Oil

Level--CHECK

(Full

for

extended

2350

17.0

51.1

7.9

47.5 144/125

153/133

7-02

1029 1079

flight).

Windshield--CLEAN.

16.0 47.0

7.4 44.5

135/117

147/128

7-32

1049 1116

1950

19.0

46.8

7.4 44.3

135/117

147/128

7-34

(050

1118

8-14

MËON

Y

OPERATORS MANUAL

SECTION VII. SERVICING

Fuel Tank

Sump

Drain--SAMPLE.

GROUND HANDLING

TankVent--UNOBSTRUCTED·

TOWING.............................7-3

ChockandTiedown--REMOVE·

TIEDOWN............................7-3

Right Main

Gear

Shock Dises and

Tire--CHECK.

Fuel

Tank--CHECK

QUANTITY;

SECURE CAP.

SERVICING

REFUELING..........................7-4

9. Right

Wing

Leading

Edge--CHECK·

ENGINE

LUBRICATION

. . . . ... . . . . .

. . ...

.7-6

Wing

Skins--CHECK.

GEAR

&

TIRE SERVICE

. . . . . . . . . . . . . . . . .

.7-8

Wing

Tip

and

Navigation

Light--CHECK.

BATTERY SERVICE

. ... .

. .

. ... . . . . . . ...

.7-8

Aileron

and

Attach

Points--CHECK.

Flap

and

Attach

Points--CHECK.

MAINTENANCE

Remove

all

ice,

snow,

or frost•

PROPELLER

CARE

...

. . .

. . . . . . . . . ...

.

.

.7-9

EXTERIORCARE

......................7-9

10.

Baggage

Door--SECURE.

INTERIOR

CARE

. .

. . . . .

.

. . . . . . . . . . . . .

.

.7-10

REQUIREDDATA

......................7-11

BEFORE STARTING

After

everyone has

entered

the

aircraft,

close and

latch the door. Be

sure

all

baggage

is

secure and

that all

necessary

charts,

computers,

and

other

loose

items

are

aboard and

securely

stowed

so

that

they

will not

be

thrown

about

the

cabin

if

rough

air

is

encountered

in

flight. See that all

safety belts

are fastened and

that

the

seats are adjusted

and

locked in comfortable

positions.

With the pilot's

seat

properly

set,

you should

be able

to

fully

deflect

all flight

controls. Be sure

there

is

a flashlight

aboard

for

night

flights.

BEFORE

STARTING

CHECK

1.

Fuel Selector

Handle--SET

for fuller tank.

2.

Parking

Brake

Control--Depress

brake pedals

&

PULL ON.

3.

Ignition

and Master

Switches--OFF.

4.

Cowl

Flaps--OPEN.

5.

Ram Air

Control--CLOSED.

j.)

3-5

ONE

OPERATORS

MANUAL

ON

Y

PERATORS MANUAL

GROUND

HANDUNG

6.

Landing

Gear

Switch--DOWN.

Scheduling

of preventive

maintenance is

largely your

respon-

7.

Mixture

Control--IDLE

CUTOFF.

sibility

as the

aircraft operator.

A

general

knowledge

of

the

working

order

of

theaircraft is

necessary to

perform

day-to-

8.

Propeller--HIGH

RPM.

day

service

proceduresandto determine

when

unusual

service

or

shop

maintenance is

needed.

9.

Throttle--CLOSE.

Service

information

in this section of the

manual

is

limited

to

10.

Boost

Pump--OFF.

service

procedures

which you, the

operator, will

normally

perform or

supervise

yourself. Accomplishment

of

these

11.

All

External

Lights--OFF.

service procedures will

not

adequately

substitute

for

50-hour,

100-hour,

and annual

inspections and specialized maintenance

12.

Radios--ALL

OFF.

at Mooney

Marketing

Centers.

13.

Cabin

Heat--OFF.

It is wise

to

follow a

planned schedule

of

periodic lubrication

andpreventive

maintenancebased on

climatic andoperating

14.

Main

Circuit

Breaker

Panel--CHECK.

conditions

where your

aircraft is in

service. Federal

Avia-

tion

Administration

regulations

require that

allairplanes

have

annual

inspections

performed

by a

designatedFAArepresenta-

STARTING

tive.

A

100-hour

periodic inspection by

an

'hppropriately-rated

mechanic"

is

requiredif the aircraft

is

flown for

hire. FAA

Before

starting the

engine, make

sure

the

surround-

Regulations also state

that"the

owneroroperator

ofanaircraft

ing area is

clear.

Itisgood

practice

to call

"CLEAR"

is

primarily

responsible

for

maintaining

that

aircraft in an

air-

before

engaging

the

starter,

and

to direct

the

propel-

worthy

condition

...In

addition,

he

shall

ensurethat

mainte-

ler blast

to

an open

area

before

running up

the

engine.

nance personnel

make

appropriate

entries in the

aircraft

and To prevent

propeller

damage,

keep engine

RPM low

engine records indicating

the

aircraft

has

been

released

for

when

operating

on

loose

gravel.

service." This

responsibility also includes

keeping

"a

chi'on-

ological

listing

of

compliance

with

mandatory

service

bulle-

The

continuous-flow

fuel injector

will

spray

fuel

into

tins,

Airworthiness Directives,

and

the

method of compliance"

the

intake

ports

whenever fuel

is under

pressure

in

It is

further

the

responsibility

of

the

aircraft owner

or

opera-

the lines

and the

mixture

control is not

at

IDLE

CUT-

tor to

obtain

service information

pertaining

to his

aircraft.

The

OFF.

Under

these

conditions

fuel injects

into the

manufacturer

makes

this

informationavailable to the

owners

cylinders

even when

the

engine

is

not

running.

Fuel-

through its

.service and marketing centers,

and

also from

injected

engines

havenoseparate

priming

system as

the

factory.

An index

of

current

service

informationpertain-

do

carburetor-equipped

engines,

but greater care is

ing

to

aircraft,

by

serial number,

may

be obtained

by

sub-

required

during

starting

to

prevent

over-priming and

scription

(without

cost)

from

Mooney

Aircraft

Corporation

and

flooding

of

fuel injected

engines.

Do

not

keep the

its

service and

marketing

centers

. It is

advisable

that

Mooney

mixture

control in

the

FULL

RICH

position for

longer

owners keep

in

contact with authorized Mooney

service

facilities

than

a few

seconds

when

starting the

engine.

to

ensure

compliance

with

pertinent

service

information.

3-6

7-2-

ONRY

ONEY

The

starting

checklist is recommended

for

normal Should an extraordinary

or

starting

procedures;

however,

under

extreme

climatic difficult

problem

arise

con-

conditions,

alter the

starting

procedure

to accommodate

cerning

repair or upkeep of

existing

conditions. If the

engine

does

not start after

your

aircraft,

consult

the

10or15 seconds of

cranking,

discontinue

cranking

and

Customer

Service

Depart-

allow the

starter

to

cool

for

approximately

five minutes

ment,

Mooney

Aircraft

before

cranking

again.

Allowing

the

starter

to cool

Corp.

Box

72,

Kerrville,

intermittently

will

prolong

starter

life.

Texas

78028.

PhoneArea

Code 512

257-4043.

Open the cowl flaps

for all

ground

operations.

Avoid

prolonged

engine

operation on the ground

to prevent

TOWING

overheating.

Engine

warmup

with the cowl

flaps

closed

can

cause

unnecessary

engine wear.

For

maneuvering

the

air-

Ji

craftinclose

quarters, in

I

the

hangar,

or

on the

ramp,

use

the tow bar

furnished

STARTING

CHECK

with the

aircraft

loose

FIGURE

7-1.

TOWING

1. Master

Switch--ON.

equipment. Figure

7

-

1

shows

the tow

bar attached

to

the

nose gear

for manual

.

ground maneuvering.

When using

the tow

car,

never

ex-

2. Fuel

Quantity

Indicators--CHECK

for

conform-

ceed

the

maximum nose

gear

ity to

observed quantity.

.

turning

angle

indicated

onthe

nose

wheel

turn

indicator.

3.

Annunciator

Lights--PRESS

to

TEST.

Towing

theaircraftwith

an-

other

vehicle is not

recom-

4.

Landing

GEAR DN

Light--GREEN.

mended,

as

damage

to

the

¯

gear

structure

could

result.

6.. E otriec- OelEN

/p4--trOaNvel.

TIEDOWN

7.

Mixture

Control--OPEN

to

FULL

RICH

and

re-

,/

Asaprecautionagainst

wind

turn

to

IDLE

CUTOFF.

.

damage,

alwaystiedown the

aircraft when

parked

outside.

Removable

wing

tiedown

eye-

8.

Ignition Starter

Switch--turn

to

"START"

and

PUSH

bolts,

suppliedwith

theloose

forward.

When

engine

starts,

release

to

"BOTH"

FIGURE

7-2.

REMOV-

equipment,

screw

into wing

ABLE TIEDOWN

EYE-

receptacles

marked

HOIST

9.

Mixture

Control--Move

mixture

control

slowly

BOLT

LOCATION

POINT

just

outboard

of

each

and

smoothly

to

FULL RICH.

3-7 1-3

c3NRY

PERATORS

MANUAL

OPERATORS

MANUAL

main

gear

as shown in Figure

7-2.

Replacethese

10.

Throttle--Set

for

1000 to 1200 RPM.

eyebolts with

jack

point

fixtures when it is

neces-

11. Oil

Pressure

Gage--25

PSI MIN

(If there is no

sarytolift the aircraft with

iacks.

The

tail

tie-

. .

down

ring

is under the tail skid.

Aircraft

should not

pressure indication

withm 30

seconds,

PULL

be flown with

wing

tiedown rings

installed.

mixture

control

to

IDLE

CUTOFF

and

check oil

system.)

To

tie

down

the

aircraft:

(1)

Park

the

airplane

facing

the

wind.

12.

Fuel Pressure

Gage--GREEN

ARC.

(2)

Fasten the

co-pilot

seat

belt through

the

flight

control

wheel.

13.

Lights--As

required.

(3)

Fasten

strong

ground-anchored

chain or rope

to the

installed

wing

tiedown eyebolts, and

14.

External

Ilghting--ON

as

required.

place

wheel

chocks foreandaftof each wheel.

(4)

Fasten

a strong

ground-anchored

chain

or

15.

Pitot

Heater--CHECK

and note ammeter

de-

rope

to

the

tail

tiedown

ring.

flection.

16.

Radios--ON

and CHECK.

17.

Stabilizer

Trim

Indicator--TAKEOFF.

18.

Fuel Selector

Handle--CHECK

right

and

left.

Flooded-

Engine

Clearing

1.

Throttle--FULL

OPEN.

2. Mixture

Control--IDLE

CUTOFF.

3. Electric

Fuel

Pump--OFF.

4.

Ignition Starter

Switch--turn

to "START"

and PUSH

forward. .

FIGURE

7-3.

TIEDOWN

5.

Throttle--RETARD

when engine

starts.

SERVICING

6.

Mixture

Control--OPEN

alowly

to FULL

RICH.

REFUELING

Hot.Engine

Starting

Integral sealedtanks in

thefront

inboardsections of

If

the

engine

fails

to achieve

a normal

start, flush

the wings

carrythe

fuel.

With

theaircraft

standing

the fuel injector with

fresh

fuelasfollows:

This

M

3-8

ONEY

OPERATORS

MANUAL

on

level

ground,

service each fuel

tank after

flight

operation must be

rapid enough to

prevent the

fresh

with

100/130 octane

aviation-grade

gasoline.

fuel

from

percolating.

Before

filling

the

fuel

tankswhenplanningamaximum

1. Mixture

Control--IDLE

CUTOFF.

weight flight

configuration, consult

the Weight

&

Balance

2.

Throttle--OPEN

1/4

travel.

Record

in

the

airplane

file

for

loading

data.

3. Electric

Fuel

Pump--ON.

4. Mixture

Control--FULL

RICH

for

3

to 5

CAUTION:

Never

use aviation fuel of

a

lower

seconds,

then

IDLE

CUTOFF.

.

grade

than

100/130

octane.

Aviationfuelgrades

5.

Igmtion-Starter

Switch--ENGAGE.

canbe

distinguished

bytheir color:

80/87

octane

6. Mixture

Control--OPEN

slowly

to

FULL

is red,

91/96

octane

is blue,

100/130

octane

is

RICH when

engine

starts.

green,

115/145

octane

is

purple.

Hot-Weather

Starting

Sample

fuelfrom the

sumpdrain in

eachtank

before

the

first flight of the

day and

after each

refueling

to

Nacelle

temperatures increase rapidly after

engine

check for

water

or

sediment

contamination.

shutdown

in

extreme hot weather

to

cause

vaporiza-

tion

in the

fuel

lines and

fuel

evaporation

in

the

mani-

fold.

Hot

weather

restarting

procedure alternatives

WARNING:

Allow

five minutes

after

refueling

depend on

the length

of

time

the

engine

has been

shut-

for

water and

sediment to

settle

in the tank and

down.

When

restarting a

hot

.engine,

operate at

1200

fuel

selector

valve

drain

before

taking fuel

to 1500

RPM for several minutes

to

disperse residtial

samples

or

draining

the

selector

valve.

heat

in the

engine compartment. In

most Instances,

the procedure outlined for

hot-engine

starting may

be

used

for an

engine

operating

under

hot

weather

condi-

tions. Figure

7-4

shows

tank

sump

drain

access.

These

drains

are near

each

wing

Cold-Weather

Starting

rootforwardof

the

wheel

The starting

procedure for a

cold engine is the

same as

wells.

A

small

plastic

cup

the

normal

starting

procedure, except

that

additional

is

supphedinthe

loose

priming

(mixture control set

at

FULL

RICH) may

be

equipment

kit

for

obtaining

necessary.

During extremely

cold weather it

is

advis-

fuel

samples.

To

collect

a

able to

preheat the oil

and engine

compartment

with

'

fuel

sample,

insert

the

cup

ground

heaters.

actuator

prong

inthe sump

drain

receptacleand

push

upward

to open

the

valve

Hand

Cranking

momentarily

and

drainfuel

Hand

cranking

is

not

recommended.

into

the cup.

If

water

is

in

FIGURE

7-4.

the

fuel,

a distinct

line

sep-

FUEL

SAMPLING

arating

the

water

from

be-

tweenthegasolinewillbeseen

3-9

7-5

ONEY

OPERATORS

MANUAL

C3NEY

OPERATORS

MANUAL

through the

transparent

cup

-

wall.

Water, being

heavier,

WARMUP

&

TAXIING

will settle

to

the

bottom of

the

cup,

while

the

colored

Allow

the

engine to

warm

up at 1000 to

1200

RPM;

fuel will

remain on

top.

.

normally,

taxiing

will

sufficiently

warm

the engine.

Continue

taking fuel

sam-

The engine

is warm

enough for takeoff

when

it will

ples until

all

water is purged

develop

full RPM

and

when

the throttle can be

from

the

tank.

opened

without

backfiring, skipping,

or

a

reduction

in

oil

pressure. Release

the parking

brake,

and

as

The fuel

tankselector

valve

the

aircraft moves forward

apply

the

toe brakes

drain

control

is

onthe cabin

lightlytocheck

brake.effectiveness.

Nose wheel

floor forward

of the

pilot's

steering,

through rudder

pedal

action,

is

ordinarily

seat.

Toflushthefuel

selec-

FIGURE

7-5.

sufficient

for ground

maneuvering.

But, when

tor valve

sump

and

the

lines

SELEOCNTORROLSLVE

necessary,

make

tighter

turns

by applying inside

leading

from

the wing

tanks

braking.

to

the

selector

valve,

turn

the

selector

handle to

the

left,

and pull the

fuel drain

control for

about

five seconds.

_Repeat

CAUTION:

Never

rely

on

the

retraction

the

procedure

for

the right

tank,

being sure that

the fueldrain

safety

switch to

keep the

electric gear

ex-

control knob is

returned

to

the

closed position

and

that the

tended

while taxiing,

taking

off,

or landing.

drain valve is

not leaking.

.

Always

check

the

electric

gear switch

posi-

tion.

ENGINE

LUBRICATION

Taxi

with

the mixture

FULL

RICH and the propeller

at

HIGH

IIPM

to prevent

engine overheating.

Avoid

The

new Lycoming

engine has

prolonged

ground operation at

low RPM that

will tend

been

carefullyrun-inandrigidly to

foul

the

spark plugs.

tested

at

the

factory.

Operate

the

new

engine

at

full

power

WARNING: While

taxiing

before

takeoff, make

within

the limitations

given in

sure

that the Positive Control system

is

func-

Section V.

Before

every flight,

tioning

normally

and

that

the

gyro instruments

check

the engine oil

level and

have erected properly.

replenish

as necessary.

(Dur-

ing

the

first

50 hours

of

opera-

The

control

wheel will tend to

move in

the

opposite

-

tion,

add

only straight mineral

direction from

the

taxi turn

when

P.C.is

working

oil.

Do

not

add

a

detergent-

properly.

The

absence of

flight control

movement,

type oil.)

Oil capacity

is eight

or extreme

control movement

in either

direction

with-

quarts.

Figure

7-6

shows

the

out prompt

return

to

neutral,

indicates

a

P.

C.

mal-

dipstick

and its access

cover

function

that should be corrected before

flight. Taxi

FIGURE

7-6.

OIL

DIP-

located

in the

rear

area

of

the

turns also

present an opportunity

to

check

the

direc-

STICK

ACCESS

engine cowling.

tional gyro

for proper indication. The

turn

coordina-

tor

should

indicate a

bank

in

the

direction of the turn.

1-6

3-10

ONEY

ONEY

The

preservative oil in the new

engine

shouldberemoved

after

the first 25

hours of operation.

Replace

the original

Before runup,

head

the

aircraft

into

the

wind and

center

preservative oil with only straight

mineral oil. Do not

the

nose

wheel.Itis

always

a

good

practice

to

stop

the

change to or

add

additive-type

oil

(high

detergent or

com-

airplane with

the

nose wheel

centered,

since running

up

pounded)

during

the

first 50

hours

of operation,

or

until

a

the

engine or

startingto taxi

withthe

nose

wheel in

a

normal

rate

of oil

consumption has been

established.

cocked

positionimposes

highside

loadsonthe

nose

gear.

.

After

oil

consumption has

stabilized,

any straight

mineral

Minimize

engine

ground operation

toprevent overheating.

or

additive-type

engine

oil

may be

used

that

conforms to

Monitor

cylinder

head and

oiltemperatures.

Check

the

Lycoming

specification

No.

301E.

Following the

break-in

propeller

governing system

byadvancing the

throttle to

period it

is permissible

to

change

from

straight

mineral

1900-2000

RPM;

then,

pull the

propeller

control full

aft

(break-in)

oiltoan

additive

(high detergent)

oil

and

observe

(decrease RPM).

As

soon

as

a

100

RPM drop is noted,

the

normal

oil-change

intervals.

returnthe

propeller

controltoFULL

INCREASE

RPM.

In cold

weather,

repeat the

cycle

twoor

three

times

to

However,

when

changing

from

straight mineral

oiltoan

flush the

systemwith warm oil. Then,

check Rand L

mag¯

additive-type

oil

atalater

time

(up

to 250 hours

after

break-

netos,

returningthe

switchto BOTHbetweenchecks.

in),

the following

precautionary measures should

be

ob-

Neither

magnetos

should

drop

off

more

than

175 RPM when

served:

operated

individually

nor shouldthe difference

between the

(1)

Change

the oil

again

after not more

than

five

hours

of

two exceed

50RPM.

A

smoothdrop-off

past normal

is

usually a

sign

of

toorich ortoo leanmixture. If there

is

(2)

heercak

al oil

screens for evidence of

sludge

or

plugging.

any

doubt

concerning

operation

of the ignition system,

RPM

Change

the

oil

every

10

hours if

sludge conditions

pre-

checksataleaner

mixture

setting

or at

higher

engine

RPM

vail. Change

the oil

at

normal intervals

after sludge

willusually

confirm

whether

an

ignition

system deficiency

conditions improve.

exists. With this

check

completed,

slowly

close the throttle

(3)

If

the

engine

has

been

allowed

to operate on straight

to

1000

-

1200 RPM and

complete the

before-takeoff

check.

mineral

oil for

several

hundred

hours,

or

if

the

engine

is in

an

excessively

dirty

condition,

defer the change

to

additive

oil until after

engine

overhaul and

operation

1.

Flight

Controls--CHECK

for unrestricted

travel.

for

at least

50

hours.

2. Fuel Selector

Handle--SET

for fuller tank.

Your

Mooney service and

marketing

center

will

change the

3.

Altimeter--SET

to

field elevation.

(Obtain

tower or

engine oil in

addition

to

performing

all

other

service

and

weather station barometric

pressure;

check

altimeter

inspection procedures

needed when

you bring

your airplane

barometric pressure

to

determine

deviation.)

in for

its

50-hour,

100-hour, and annual periodic

inspections.

The

engine oil

should, however,

be

replaced

at

25-hour

4. Directional

Gyro--SET

to magnetic

compass.

intervals

after prolonged

flight

in

adverse

weather,

after

continuous

operation

at

high

power settings, or when

making

5.

Flight

Instruments--CHECK.

short

flights with

long

ground-idle

time.

Excessive oil

sludge

buildup indicates

that

the oil

system

needs

servicing

at less

6. Engine

Instruments--CHECK.

than

50-hour

intervals.

3-11

OPERATORS

MANUAL

ONEY

Lycoming Service Instruction

No.

1014 (latest

revision)

lists

recommended

oil

types and

replacement intervals.

Your

7.

Clock--SET.

Mooney

service and

marketing centers

have

approved

brands

8. Stabilizer

Trim--SET

for TAKEOFF.

of

lubricating

oil

and

all

consumable

materials

necessary

to

service

your

airplane.

9. Cowl

Flaps--OPEN.

10.

Propeller--CYCLE

and

CHECK

at

1900-2000

RPM.

GEAR

&

TIRE

SERVICE

The

aircraft is equipped with

standard-brand

tires and

tubes.

11.

Magnetos--CHECK

at

1900-2000

RPM.

Keep

the

main gear

tires

inflated

at 30 PSI and

the nose

tire

at

49

PSI for maximum

service life. Proper

inflation

will

12.

Mixture--Full

Rich.

minimize tire

wear

and impact

damage.

Visually

inspect

the

tires

at preflight

for

cracks and ruptures, and

avoid

taxi

speeds

that

require

heavy

braking

or fast turns.

Keep

the

13.

Wing

Flaps--SET

for

TAKEOFF or

as

desired.

gear

and exposed

gear retraction system

components free

of

.

14.

Electric Fuel

Pump--ON.

(Check

rise in

fuelpressure).

mud

and

ice

to avert

retraction interference and

b1nding.

15.

Seats--LOCKED.

The

gear

warning

horn

may

be

checked

in flight

by

retard-

16. Seat

Belts--FASTENED.

ing

the throttle

with

the

gear

up.

The gear horn should

sound

with

a

regular, intermittent noteatabout12inches 17. Door

and Pilot

Window--LATCHED

closed.

manifold pressure.

Before

applying power

for

takeoff, quickly

recheckfor:

BATTERY

SERVICE

1.

Cowl

Flaps--OPEN.

The

12-volt

35-ampere-hour

electrical

storage

battery

is

2.

Propeller--FULL

INCREASE.

Iocated

behind the

wing

in the left

side of

the

tail

cone.

Check battery

fluid

level

every

25

flight hours

or

each

30

3.

Trim

Indicator--TAKEOFF.

days,

whichever comes

first. To gain access

to

the

battery,

4.

Flap

Indicator--TAKEOFF

or as

desired.

open the

access

panel

in the

left

side of

the

fuselage.

5.

Ram

Air

Control--CLOSED.

To°service

the

battery,

remove

the

battery

box

cover

and

6.

Fuel

Selector

Handle--FULLER

TANK.

check

the

terminals and

connectors

for corrosion. Add

distilled water to

each battery

cell as

necessary;

keep

the

WARNING: Donot

change

fueltanks

immediately

fluid at

one-quarter

inch over

the

separator

tops.

Check

before

takeoff.

the

fluid

specific

gravity for

a

reading

of

1.265 to 1.275.

A

recharge

is

necessary

when

the

specific

gravity is 1.

240

Proceed with

takeoff

as

soon as the

above checklist

is

complete. If it

is

necessary to

hold for

clearance

instruc-

tions,

run

the engine

at

1400-1500

RPM

to insure

proper

cooling

and

to minimize spark plug

fouling.

I-8

ONRY

PERATORS

MANUAL

ONEY

OPERATORS

MANUAL

or

lower.

Start

charging at four

amperes

and

finish

at

two

amperes;

do not allow

battery

temperature

to rise

above

FLIGHT

OPERATIONS

120°F

during

recharging.

Keep the

battery

at full charge

to

prevent

freezing

in

cold

weather

and

to

prolong

service

TAKEOFF

life.

When

ready

for

takeoff, apply

power

slowly

to avoid

picking

up

loose

stones,

etc., with the propeller. On

CAUTION: The

alternator

and

voltage regulator

op-

short

fields

you

may

prefer

to hold the brakes until

erate only as

a

one-polarity system.

Be

sure

the

gaining full

power.

As the aircraft accelerates

con-

polarity is

correct

when

connectingacharger or

tinue

increasing

power

until

reaching

full throttle.

booster

battery.

Have the

control

friction

lock

tight enough

to prevent

throttle

creep.

If

appreciable

corrosion

is

noticed,

flush

the

battery

box

with

a

solution of

baking

soda

and

water. Do not

allow

soda

As

speed

increases during

the takeoff

roll, apply

back

solutiontoenter

the

battery

cells.

Keep

cable

connections

pressure on the control

wheelatabout 65 to 75

MPH

clean

and

tightly

fastened, and

keep

overflow

lines

free

of

(56

to 65 Knots).

The

aircraft

will

tend to

rock

into

a

obstruction.

nose-high

attitude

as it

breaks

ground. To

compen-

sate

for

this tendency,

slowly

relax

some

of the

eleva-

MANTENANCE

tor

back

pressure as the

nose wheel

leavestherunway.

Keep

the nose

on the

horizon

just

after

the aircraft

PROPELLER

CARE

breaks ground

to allow

smoothflight

fromtherunway

The high

stress

to

which propeller blades

are

subjected

without

anabrupt change in

pitch

attitude.

makes

their careful inspection

and

inaintenance

vitally

im-

When

making a

cross-wind

takeoff,

hold

the nose wheel

portant.

Check the blades for

nicks, cracks, or

indications

of

other

damage before each flight. Nicks tend to

cause

on the

runway

longer and

accelerate

to

a

higher

speed

than normal.

Pull

up

sufficiently

to avoid

contact with

high-stress

concentrations

in the

blades

which,

if ignored,

the

runway

while

drifting.

When

clear

of

the ground,

may result

in cracks.

Have

any

nicks deeper

than

approxi-

make

a

coordinated

turn

into the

wind to correct

for

mately

.010

inch removed

before

the

next flight.

drift.

Itisnot

unusual for

the

propeller to

have

some end

play as

Retract

the

landing

gear

only when

safely

airborne

and

a

result

of

manufacturing

tolerances

in

the parts.

This end

in

good

control.

Retract the flaps

when the

aircraft

has

play has

no adverse

affect on

propeller

performance,

be-

cleared

all

obstacles and has

gainedanindicated

air-

cause

centrifugal force

firmly

seats the

blades

when

in

op-

speed of

about 80

to 90

MPH

(69 to78Knots).

eration.

After takeoff:

(1)

Apply

the

brakes to

stop wheel

rotation.

EXTERIOR

CARE

(2)

Retract the gear.

As

with

any

paint

applied to

a metal

surface,

an

initial

cur-

(3)

Retract

the flaps.

ing period

is

necessary

for

developing

the

desired qualities

(4)

Establish

climb-out

attitude.

of

durability

and

appearance.

Therefore,

do not

apply wax

(5)

Turn off the electric fuel pump

atasafe

altitude and

or

polish

to

the new

aircraft

exterior until two or

three

check the fuel pressure indication

to insure

that the

months

after

delivery.

W.ax

substances

will

seal paint

from

engine-driven

fuel pump is

maintaining

fuel

pressure.

3-13

7-9

ONE

OPERATORS

MANUAL

ONEY

PERATORS MANUAL

the

air and

prevent curing. Do wash

the

exterior to

pre¯

CLIMB

vent dirt from

working

into the

curing

paint, but hold

buf-

fingtoa

minimum until curing

is

complete and there

is

no

An

enroute

climb speed of

115-120

MPH

(100-114

danger of

disturbing

the undercoat.

Knots) IAS is recommended

for improved

engine

cooling

and forward

visibility.

The speed

for

maxi-

Before

washing

the

exterior,

be certain

the

brake

dises are

mum

rate of

climb is

a

straight-line

variation from

covered, a

pitot cover

is in place, and all

static-air

buttons

113 MPH

(98 Knots)

IAS

at sea level

(decreasing

are

masked off. Remove grease

or

oil from the exterior by

approximately

one

MPH

per

1000 FT increase

in

wiping

with

a

cotton cloth

saturated

in kerosene.

Flush

altitude)

to 102 MPH

(89

Knots)

IASat10, 000 FT.

away

loose dirt

and mud

deposits before

washing

the

exterior The

speed

for maximum

angle of climb (obstacle

with an

aircraft-type

washing

compound mixed in warmwater.

clearance)

is

about 94

MPH

(82

Knots)

IAS

at

full

Use soft

cleaning

cloths or

a

chamois,

and avoid harsh or

power

gear

and

flaps up.

The recommended power

abrasive

detergents that

might scratch

or

corrode

the surface. setting

for normal climb

is 2600 RPM and 26

inches

It is essential that

all

cleaning

compounds and application

manifold pressure.

cloths

be free of

abrasives,

grit, or other

foreign

matter.

Use

a prewax cleaner

to

remove a

heavy oxidation film.

For

Manifold

pressure will

drop with

increasing

altitude

nonoxidized

or precleaned

surfaces,

apply

a

good

exterior- at any throttle

setting.

Power can

be restored

by

finish

wax

recommended

for protection

of

acrylic-enamel

gradually

opening

the

throttle.

finishes.

Carefully

follow

the manufacturer's

instructions.

A heavier

coating of wax on

the

leading

edges

of the

wings,

At

full

throttle,

setting

the

ram

air

control

for

empennage,

and

nose

section

will

help reduce

drag and

RAM

AIR

allows induction

air

to bypass

the

air filter

abrasion

in these

areas.

to add

induction

ram

air pressure

which

increases

manifold

pressure, thus

increasing

ceiling

altitude.

If fuel,

hydraulic

fluid,

or

any

other

dye-containing

sub-

stance

is found on

the

exterior

paint,

wash the area at

once

WARNING: Turn

ram air

off

if

encounter-

to prevent

staining.

Immediately

flush

away

spilled

battery

ing

icing

conditions. Do

not fly

the

aircraft

acid,

and

treat

the area

with

a

baking

soda-and-water

so-

into

known

icing

conditions.

lution, followed

by

a

thorough

washing

with

a

mild

aircraft

detergent

and

warm water.

Using unfiltered

induction

air when

flying

in

snow

or

other

IFR

conditions

can be hazardous.

Snow

Before

wiping

the windows or

windshield,

flush the

exterior

can

accumulate

in the

fuel

injector

impact

tubes,

with

clear water to

remove particles

of dirt. Household

or

moisture can

freeze in

the

inlet

passages under

window

cleaning

compounds

should

not be

used

as

some

con-

icing

conditions

to

cause

loss of

power.

There-

tain abrasives or solvents which could harm

plexiglas. An

fore,

do not use

ram

air

when

flying

in sleet,

anti-static

plexiglas

cleaner is

good for

cleaning

and

polish-

snow,

rain,

or

moisture-laden

air

near freezing

ing

the

windshield and windows.

temperatures. Under

these

conditions, ice can

form

in

the inlet

ductorfuel

injector

impact

tubes even

though

no

visible

moisture is apparent.

INTERIOR

CARE

Normal household

cleaning

practices are

recommended

for

After

establishing

climb

power and

trimming

the

air-

craft

for climb,

checktoinsure

that

all

controls,

switches,

and

instruments

are set

and

functioning

properly.

3-14

7-10

OlUEY

ONEY

OPERATORS

MANUAL

routine

interior

care.

Frequently

vacuum clean the

seats,

CRUISE

rugs,

upholstery panels, and

headliner

to

remove as

much

surface

dust and dirt as possible.

Occasionally

wash

the

Careful

and

detailed

flight

planning

for

each

trip

fine leather or

vinyl

upholstery

and

kick

panels

with

a

mild

will

increase operating

efficiency.

The weather,

soap

solution to

prevent dirt

from

working into the

surface.

route, load,

and

starting

and arrival time

will

Wipe clean with

a

slightly

damp

cloth

and

dry

with

a

soft

affect

altitude

selection

and

over-all

flight

effi-

cloth.

Never

apply

furniture polishes. Foam-type

sham-

ciency.

poos and cleaners

for

vinyl,

leather,

textiles,

and plastic

materials are good for

removing

stains

and

reconditioning

The

performance tablesinSection VI

will aid

in

the entire

interior.

Spray-on

dry cleaners are

also

rec-

selection of

optimum cruise power

settings.

Cruise

ommended.

Grease spots on

fabric

shouldberemoved

with

power

is that

portion

of the

power spectrum

where

a

jelly-type

spot

lifter.

the

mixture

may

be leaned.

Leaning

is

limited to

75 percent

power

or less

for aircraft not

equipped

Never use

denatured

alcohol,

benzene,

carbontetrachloride,

with

an

EGT gage.

Leaning

above 75

percent

power

acetone,

or

gasoline for

cleaning

plexiglas

or interior

plas-

may

cause

detonation

and engine damage

unless

ex-

tics.

Carefully follow the

manufacturer's

instructions

when

haust

gas

temperature

is

maintained

2000F

below

using commercial

cleaning

and

finishing

compounds.

peak

EGT

on

the

rich

side.

Monitor

cylinder head

temperature

when leaning. (Ref. Service

Instruction

Do

not

saturate

fabrics with

a

solvent which could

damage

Lycoming No.

1094B.)

the

backing

and

padding

materials.

To

minimize

carpet

wetting,

keep foam

as

dry

as

possible and

gently

rub in

Upon

reaching

cruise

altitude,

allow

acceleration

to

circles. Use

a vacuum

cleaner

to

remove

foam

and

to

dry

cruise airspeed,

then trim

the

aircraft for

level

the materials.

Use

a damp

cloth

or

a

mild

soap solution

flight, reduce

manifold pressure

and

RPM

to

desired

to clean

interior garnish

plastic,

vinyl

trim,

and

metal

cruise

power,

and

close

the cowl flaps. When

cruising

surfaces.

at 75 percent

power or

less,

lean

the mixture

once

cruise

power

is

established.

Exact

fuel

air

mixture

REQUIRED

DATA

ratios

can be

selected

by

observing

the

exhaust

gas

temperature

gage

(EGT)

while adjusting the

mixture

The

following documents must

be

carried with

the aircraft

control.

Operate the mixture

control

slowly

to

allow at

all

times.

for the slight

lag

in

the EGT indicator.

(1)

Airworthiness

Certificate

(disp'layed).

(2)

Aircraft

Registration

Certificate (displayed).

CAUTION: Do

not

lean the

mixture

beyond

(3)

Radio

Station

License (if transmitter

is

installed).

200°F

below peak EGT

on

the

rich

side

at

(4)

Weight

&

Balance

Record

(including

equipment

list).

power settings above 75

percent

rated

power.

(5)

Operators

Manual

(including

FAA

approved

flight

In selecting

a

cruise RPM,

the engine must

manual-Sections

IV

andVOperators Manual).

not be

continuously

operated

within

the

range

(6) Aircraft

and

Engine

Log Books

(must

be

available).

of

2100 to 2350

RPM.

Recommended cylinder

head

temperature for continuous cruise

opera-

tion

is

4000F

or

less.

3-15

NT

. . ... . . .

. . .

. . . . . .

ONEY

OPERATORS

MANUAL

For best

economy

below75percent

rated

power, lean

the mixture

by

pulling

the

mixture

control

lever aft

until

the EGT indicator shows

a

peak (maximum)

temp-

erature and starts to decrease.

Then,

enrich

the

mix-

ture by

pushing

the

control lever

forward

until

the

temperature drops

25oF

(one mark on

the

gage)

from

peak temperature.

FŠ best power

(maximum

airspeed)

below

75 percent

power,

lean

the mixture by

pulling

the mixture

control

lever aft

until

the EGT

indicator

shows

a peak (maximum)

temperature, and then enrich

the mixture

by pushing the

control lever forward until

the EGT

shows

a

drop of

100oF

(four

marks

on the

gage)

below the

peak

tempera-

ture.

When

making

power

changes it is

advisable

to

always

increase

RPM before

increasing

manifold pressure,

and to

decrease manifold pressure

before

reducing

RPM.

Always

stay

within the

established

operating

limits,

ánd

always

operate the controls slowly

and smoothly.

Aerodynamic

efficiency is

optimum in the normal

indi-

cated cruise

ranges.

The airspeed indicator is

marked

withagreen

arcfrom

69 to

175MPH

(60-152

Knots)

and

a

yellowarcfrom175

to200

MPH

(152-174Knots).

When

flying at

lower

altitudes, it

is

possible

to cruise at

air-

speeds

above

175 MPH (152

Knots)

inthe yellow

arc.

The

yellow

arc

indicates

the

range of

airspeeds

in

which

you

must exercise

caution

when

flyinginrough air

or

gusts.

Rough

air

is

defined

as

flight in turbulence of

a

degree

that

is

uncomfortable

to

the pilot

and passengers.

Re-

duce

speed when

encountering

rough

air or

gusts, and

operate

only

in the airspeed

indicator

green arc range.

WARNING:

Operate

this

aircraft

as

a Normal

Category

airplane

in compliance

with the

opera-

ting

limitations stated

in the

form

of

placards,

markings,

and

manuals. Do

not attempt

maneu-

vers

involving full

application of

rudder, elevators,

or ailerons above 135 MPH (117

Knots)

CAS.

No

aerobatic

maneuvers

including

spins are

approved.

3-16

OPERATORS MANUAL

STALLS

The

stall characteristics

of the airplane are

.con-

ventional and

rapid

recovery

from

a stall is affected

by

lowering

the elevator

and

applying power.

Power-

off stall speeds at various

bank

angles are

presented

in

Section VI.

It is

important to remember

that

while stalls

are

a

permissible

maneuver; they

should not be

practiced

to

learn

how

to stall the airplane

but, rather, to learn

how to

recognize

an incipient stall and to take prompt

corrective

action before the aircraft

completely

stalls.

Turn

on

the

electric fuel pump prior to

practicing stall

recovery.

For

power-on

stalls, the FAA recommends

about

65 percent

power. Enter

stalls only from

coordi-

nated flight,

regardless of the method of

entry

or

air-

plane configuration.

Flight

controls will remain

effective

throughout all

normal

stall

maneuvers. Approach the stall

slowly,

but

positively,

by

reducing

airspeed with about

one

mile an hour decrease

per

second, until detecting the

first

evidence of

the

approaching

stall.

The stall

warning

horn will

give the

first indication of

the

approach-

ing stall and this

may

be

followed

by downward

pitching,

aerodynamic

buffeting,

rapid

decay

of control

effective-

ness, and/orarapid loss of altitude with

the

control

wheel aft.

Upon recognizing

the approaching

stall,

re-

cover by

lowering the elevator

and

applying

power.

WARNING: Do not deactivate the stall

warning

horn when

practicing

stalls;

the

stall

warning

horn is required aircraft equipment.

If stall

recovery is

not

initiated during

the approach to

the stall, the

airplane

will stall and the

nose

will pitch

downward.

Recovery

from

the

complete stall is

conven-

tional

with lowering of the

elevator

and addition of

power.

3-9

ONEY

OPERATORS

MANUAL

Holding

the

aircraft

in

a

stall with

the control

wheel

fully

aft

may

result

in

a

roll to

one side or

the

other,

unless precise control

coordination is

maintatned.

The

rudder

may

prove more

effec-

tive than the ailerons in preventing the

roll;

how-

ever, recovery

from the complete stall and

possi-

ble roll

is again achieved with normal

use of the

controls.

Delay the

application

of power, to

pre-

vent

build-up

of excessive airspeed,

if the aircraft

assumes

a steep

nose-down

attitude.

SPINS

Intentional

spins are not

permitted

in this

airplane;

however,

if stall

recovery

is delayed or

if

the

air-

plane is held in

the

stall,

in

an

uncoordinated

manner,

the airplane

will

likely

go into

a

spin. A

spinisa

stall combined

with rotation,

with the

airplane

rotat-

ing

downward

inadescending

corkscrew-like

path.

The

outside

wing

in the rotation moves

fastest and

produces

some effective lift,

while

the wing

toward

the

inside

of

the

spin moves slower

and produces

little

or no effective lift.

A spin is

generally caused

by an

uncoordinated

yawing of the

aircraft while in

a

stalled

condition.

Shouldaspin

occur

employ the

following recovery

procedures immediately:

1. Neutralize the ailerons

and

close the

throttle.

2. Briskly apply

full

rudder

against

the

spin.

3. Follow

with

rapid

forward

movement

of

the

control

wheel

to

pitch

the nose down.

4.

Hold

the rudder in full antispin configuration

until rotation stops.

5.

Recover

from

resulting

dive.

NOTE:

If spin

recovery

is delayed until

the

aircraft has made one

complete

turninthe

spin,

rotation

may

continue

up

to one

addi-

tional

turn

after antispin

controls

are

fully

applied.

3-18