Mooney Ranger M20C, 20-1147 Operator's Manual

MOONEY

OPERATORS MANUAL

MODEL
M2OC

SERIAL NUMBERS

20-1 147

&

ON

DECEMBER

1974

ISSUE

MOONEY AIRCRAFT CORPORATION
KERRVILLE, TEXAS

78028

m

MANUAL NUMBER

74-20C-O~-~

G#

LOG

OF

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Page

ONLY

the pages listed herein are applicable

to Model M20

C.

Serial Numbers

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SECTION

1V

(FAA

APPROVED)

Page Date

4-1

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LOG

OF

PAGES (CONT.)

SECTION

V

(FAA

APPROVED)

Page

Da

f

e

SECTION

VI

Page

Date

SECTION

VII

/

Page

Date

GENERAL DESCRIPTION

..........

SECTION

SYSTEMS OPERATIONS

...........

SECTION

NORMAL PROCEDURES

...........

SECTION

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

LIMITATIONS SECTION

........

EMERGENCY PROCEDURES SECTION

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

PERFORMANCE SECTION

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

SERVICING.

.4

SECTION

This manunl is issued as your operating guide for the

Vooney IIANGEIt. It is important that you--regardless

of

your

previous experience-- carefully read the hand-

boolc

from

cover to cover and review

it

frequently.

IMPORTANT: THIS MANUAL CONTAINS Federal
Aviation Administration APPROVED LIMITATIONS
AND MUST

I'IE CARRIED

IN

THE

AIRCRAFT AT

ALL, TIMES.

All

~~ilormation :incl illustrations in this manual are based

on the latest procluct information available at the time of

1)ut)lic~ttion al)provnl.

'The right is reserved to ~nalce

cliangcs :it any

tillic

without notice.

Every

etfort has been

m:itle 1 o

present the material

in

;L

clc:ir

ancl

convenient

ni:lnllrr to c~iablc you to use the m;i~iii:~l

:is

:I

ready ore-

sent:~tion :incl (*ontent recommenclations is solic.itec1.

Mooney warrants each Aircraft (which includes

its

accessories and equipment) sold hereunder,

to be free from defects in materialand

workman­ship under normal use and service when operated
in accordance with Mooneyfs operating instruc-

tions during the period of six

(6)

montlls following

delivery of the Aircraft to

the original retail pur-

chaser or

the first user or during the period of

one

(1)

year follo~ving the date of issue of the ori­ginal airworthiness certificate for the Aircraft,
whichever

period

fir

st terminates. Mooney does

not

malie ally warranties with respect to equipment

-

and accessories not manufactured by Mooney but

Mooncy assigns

Gny owner of sucll Aircraft (to

the extent same may be assignable) any warra~ities

Mooney has receivecl from the

manufacturers

of

such

ecluipment

ancl

accessories and will,

on

re­quest, provide and execute such instruments as may
be reasonably required to evidence such assignment.

Mooneyfs

obligztion under this warranty

is

limited

to repairing or replacing, at Mooney's option, any

part or parts

which within the applicable warranty
period set forth above, shall be returned, trans­portation charges prepaid, to Mooney's plant in
Kerrville, Texas or to such other location desig­nated by Mooney, and which upon examination, shall
disclose to Mooney's satisfaction that such part is
defective.

A

new warranty period is not established
for parts replaced hereunder. Parts replaced here­under are warranted for the remainder of the original

warranty periocl applical~le to Aircraft solcl hereunder.

The

repair or replacement of defective parts under

this warranty shall

be macle by Mooney without charge

for the parts, or

labor for removal, installation and/

or actual

repair of defective parts.

5,

This warranty does not apply to Aircraft, equipment,
accessories, or other parts manufactured or sold by

Mooney which have been subject to misuse, negligence,

accident or improper installation, or

which"1ave 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

norinal maintenance ser­vices (such as engine tune-up, cleaning, control rig­ging, brake and other mechanical

adjustn~ents,
n~aintenance inspections, etc. ) and the replacelllent
of service items (such as sparlr plugs, brake linings,
filters,

hoses, belts, tires, etc. ) nlade in connection

with such services or required as maintenance,

nor

to normal deterioration of soft trim and appearance

itellis (such as, paint, upholstery, rubber-like items,
etc. ) clue to wear anct exposure.

This warranty shall extend to any owner (hereafter
"Owner") of the Aircraft

making claiill within the

specified warranty period.

THIS WARRANTY BY IdIOONEY IS tIADE EXPRESSLY IN
LIEU OF ANY OTHER P'ARRANTIES EXPRESSED OR

III­PLIED IN FACT OR BY LAW, INCLUDING ANY IIIPLIED
WARRANTY OF MERCHANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE, AND IS IN LIEU OF ANY

OTHER
OBLIGATION OR LIABILITY CPJ THE PART OF iiOONEY
TCI ANYONE OF ANY NATURE PIHATSOEVER BY REASON OF

THE

IIANUFACTURE

AND/OR

THE

SALE

AND/OR

THE

USE

OF SUCH AIRCRAF1 , 1100NEY SHALL IN NO E'JENT BE
LIABLE TO ANY OWNER OR TO ANY OTHER PARTY OR
PARTIES FOR SPECIAL, INCIDENTAL OR

CONSECUEN-

TIAL LOSS OR DAiiAGES OR FOR

ANY

OTHER LOSS OR

DAMAGE

TO

PROPERTY

AND/OR INJURY

OR

DEATH

TO

PERSONS OTHER THAN FOR THE PROPERTY DAliAGE TO

SUIIJECT AIRCRAF r PROXIMAl-ELY RESULT

I

I'JG

FRO/, ANY
BRtACH BY MOONEY OF THE AFORESTATED l.!ARRANTYt
IIOONEY NEITHER ASSUMES NOR AUTHORIZES BU'IER OF
ANYONL ELSE TO ASSUllE FOR IT ANY OBLIGATION OR
LIABILITY IN CONNECTION WITH THE AIRCRAFT SUB­JECT HEREOF, OTHER THAN THOSE EXPRESSLY SET OUT
HEREIN, NO BILL OF SALE OR TRANSFER OF TITLE
TO THIS AIRCRAFT SHALL NULLIFY THE PROVISIONS

HEREOF,

SECTION

I

.

GENERAL

DESCRIPTION

DESIGN

FEATURES

AIRFRAME

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

1.

2

POWERPLANT

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

1-2

FLIGHT CONTROLS

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

1.

3

LANDING

GEAR

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

1.

3

SPECIFICATIONS OUTLINE

POWERPLANT

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

1-3

PROPELLER

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

1-4

LANDING

GEAR

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

-1-4

FUEL & OIL

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

-1-5

WEIGHT

&

LOADING

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

-1-5

BAGGAGE

COMPARTMENT

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

-1-5

MANUAL

DESIGN

FEATURES

The MOONEY RANGER (M20C) is a low-wing four-

place aircraft with a retractable gear.

A

four­cylinder engine powers the aircraft for economical,
high-performance flight. Licensing 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 vertical fin. The laminar-flow wing has full wrap­around skins with flush riveting over the forward top
two thirds of the wing area.

For pitch trim control, the empennage pivots on the aft
fuselage. A torque-tube-driven jack screw, bolted to
the rear

tail con^

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

powerplant is a four-cylinder air cooled engine that

develops 180 horsepower.

A

60-ampere 12-volt alterna-

tor 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 engine speed, regulates
the controllable-pitch constant-speed propeller. Spring

and blade aerodynamic forces decrease blade pitch.

FLIGHT

CONTROLS

Conventional dual controls link to the control surfaces
through push-pull tubes. The co-pilot's rudder pedals
are removable.

The Mooney Positive Control (P. C.

)

system

is

standard

equipment.

P.

C.

is

a lateral stability augmentation sys­tem that provides a high degree of roll and yaw stability,
thereby enhancing the inherent wings-level flight charac­teristics of the aircraft. The system works full time
from takeoff through landing but can be easily deactivated

or overpowered for flight maneuvers.

P.

C . allows you,
the pilot, to devote more time to navigation, traffic sur­veillance, and communications.

LANDING

GEAR

The tricycle landing gear allows maximum taxi vision and
ground maneuvering.

Hydraulic disc brakes and a

steer-

able nose wheel aid in positive directional control during

taxiing and crosswind landings.
The landing gear is electrically actuated. A gear warning

horn along with red and green position lights

help

prevent

inadvertent gear-up landings.

The retraction

syste11l in-

corporates

a

squat switch that prevents gear retraction un-

til a safe airspeed is attained. An emergency gear exten­sion system is provided.

SPECIFICATIONS OUTLINE

POWER

PLANT

TYPE : Four- cylinder, air cooled, horizontally opposed,

$4

*

x,~~~~~

e-

OPERATORS MANUAL

and carbureted engine with a wet-sump hubricating

system.

.......

Model (Lycoming). 0-360-AID
Rated Horsepower

@

2700 RPM

. .

180 BHP

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

Bore 5.125 IN.

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

Stroke 4.375 IN.

.......

Displacement 361.0

CU.

IN.

........

Compression Ratio 8. 7:l

...

Carburetor, Marvel-Schebler MA-4-5

...

Magnetos, Scintilla S4LN-200 Serie

PROPELLER

TYPE : Constant-speed, hydraulically controlled
propeller with a single-acting governor.

Model (Hartzell)

...

HC-C~YK-

1B/7666 A-2

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

Diameter. 74 IN.
Blade Angle

(@

30 IN. STA)

:

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

Low 130 + 0°

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

High 2g0+20

-

LANDING GEAR

TYPE:

Electrically retracted tricycle gear with rub-

ber

shock discs, steerable nose wheel, and hydraulic

disc brakes.

.......

WheelBase 5FT6-9/16IN.

........

Wheel Treaci

9

FT 3/4 IN.

Tire Size

:

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

Nose 5.00~ 5

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

Main. 6.00~ 6

Tire Pressure:

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

Nose 30 PSI
Ma

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

30 PSI

*

-~~ONEV

OPERATORS

MANUAL

FUEL

&

OIL

Usable Fuel Capacity

.......

52 GAL

Minimum Fuel Octane Rating

(aviation grade)

........

91/96

Oil Capacity

(6

QTS

MIN

for flight)

.

8

QTS

WEIGHT

&

LOADING

Gross Weight

..........

2575 LBS

Approximate

Einpty Weight

(with standard equipment)

...

1525 LBS

Useful Load

...........

1050 LBS

Wing Loading

@

Gross Weight

.

.

15.1

PSF

Power Loading

@

Gross Weight

. .

14.3

PHP

BAGGAGE COMPARTMENT

Maximum Baggage Loading (unless limited

by

weight envelope)

.........

120 LBS

FIGURE

1- 1

DIMENSIONED THREE VIEW

1-6

SECTION

II

.

SYSTEMS

OPERATIONS

POWER

PLANT

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

ENGINE CONTROLS 2-4

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

IGNITION SYSTEM 2-5

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

FUEL SYSTEM 2-5

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

OIL

SYSTEM 2-6

ENGINE COOLING

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

2-6

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

VACUUM SYSTEM 2-6

INSTRUMENTS

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

FLIGHT INSTRUMENTS 2-7

FLIGHT CONTROLS

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

PRIMARY FLIGHT CONTROLS 2-8

POSITIVE CONTROL

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

2-9

TRIM CONTROLS

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

2-10

WING FLAP CONTROLS

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

2-10

LANDING GEAR

ELECTRIC GEAR RETRACTION SYSTEM

.....

2-11

EMERGENCY GEAR EXTENSION SYSTEM

.....

2-12

BRAKE

&

STEERING SYSTEMS

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

2-12

ELECTRICAL POWER

ALTERNATOR & BATTERY

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

2-12

CIRCUIT BREAKERS

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

2-13

ANNUNCLATOR LIGHTS

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

2-15

INSTRUMENT

&

PLACARD

LIGHTS

.........

2-16

CABIN LIGHTING

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

2-16

CABIN ENVIRONMENT

HEATING & VENTILATING SYSTEMS

........

2-16

WINDSHIELD DEFROSTING SYSTEM

........

2-17

CABIN

SEATS

&

SAFI~Y

BELTS

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

2-18

BAGGAGE

&

CARGO AREAS

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

2-18

Acquiring a working knowledge of the aibcraft's controls
and equipment is one of your important first steps in de­veloping a fully efficient operating technique. This Sys-

tems Operations section describes location, function and

operation of systems' controls and equipment. It is ad­visable for you, the pilot, to familiarize yourself with all

controls and systems while sitting in the pilot's seat and
rehearsing the systems operations and flight procedures
portions of this manual.

-

moo~evE

OPERATORS MANUAL

POWER

PUNT

ENGINE CONTROLS

The engine control levers are centrally located, between
the pilot and co-pilot, on the engine control pedestal. The
throttle lever regulates manifold pressure. Pushing the

lever forward increases the setting; pulling the lever aft

decreases the setting.

The propeller control lever, with its crowned

knob, con­trols engine RPM through the propeller governor. Push­ing the lever forward increases engine

RPM:

pulling the

lever aft decreases RPM.
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
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 may be esta­blished by observing the optional

EGT

gage while adjusting

the mixture control lever.

A

large friction lock on the right side of the engine control

pedestal locks the controls in the desired setting and pre-

vents creeping during flight.

The carburetor heat control knob, mounted in the

subped-

estal to the right of the engine control pedestal, allows the

selection of heated induction air to prevent carburetor

icing
or to melt accumulated ice in the carburetor venturi. The
engine will operate on unfiltered air when the carburetor
heat control

knob

is pulled out, and dirt and foreign sub-

stances can

l-te

taken into the engine causing rapid cylinder

and piston wear. Therefore, the use of

carburetoi heat o13
the ground, except for testing system operation, is not
recommended.

',

-ar

~sJONE~

OPERATORS

MANUAL

Clock 21.
Airspeed Indicator 22.
Artificial Horizon

23.

Altimeter 24.

Engine Cluster Gage- 25.
Fuel Quantity, 26.

Oil Temp,

2

7.
Oil Pressure, 28.
Cylinder Head

2

9.

Temperature, 30.
Ammeter 31.

Landing Gear Switch
Landing Gear 32.

Position Lights 33.
Outside Air 34.
Temperature Gage

Magnetic

Conlpass

Pilots Checlr List 35.
Annunciator Lights

-

Aircraft Registration, 36.

Landing Lights

,

Fuel Pressure, 3 7.
High

&

Low Vacuum, 38.

High

and Low Voltage 39.
Radio Panel
Radio Panel 40.
Manifold Pressure

and 41.
Fuel Pressure Gage
Carburetor Air Temp 42.

Gage or Exhaust Gas 43.
Temperature Gage 44.

Circuit Breaker Panel

45.

Tachometer 46.

Cigar Lighter 47.
Not Used. 48.

Carburetor Heat Control

49.

Flap

Contr 01 Switch

Mixture Control

Quadrant Friction Control

Parking Brake Control
Cabin Vent Control
Cabin Heat Contr

01

Microphone Jack
Headset Jack
Trim Control Wheel
Fuel

Tank Selector Valve
Trim and Flap Position
Iildicat or
Heater

and Vent Louvers
Ash Tray
Instrument Light

Color Selector

-

Red & White

Instrument Panel

Light Controls

Propeller Governor

Control

Throttle

Landing Light Switch

Electrical

Circuit

~reaker/~witch
Rate of Climb Indicator
Electrical

Circuit

~reaker/~witches
Directional Gyro

Not Used

Turn Coordinator

Magneto/Starter Switch
Omni Indicator
Omni Indicator
ADF Indicator
Radio Microphone

-

~OONEV

OPERATORS MANUAL

All engine instruments except the EGT gage, tachom­eter and fuel and manifold pressure gages are grouped
in the left instrument panel. Color arcs on instrument

faces mark operating ranges.

Proper interpretation of

engine instrument readings

is

essential for selecting

optimum contr

01 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 in­strument panel, combines both ignition and starting func­tions. Turning the ignition key clockwise through

R,

L,

and BOTH to the START MAG position and then pushing for-

ward 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.

FUEL

SYSTEM

Two integral sealed sections carry the fuel in the forward
inboard area of the wings.

Full fuel capacity

is

52

gallons.

There are sump drains

at

the lowest point in each tank for
taking fuel samples to check for sediment contamination
and condensed water accumulation.

Section VII discusses

the fuel sampling procedure.
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

va%e assembly contains a valve for draining

condensed water and sediment from the lowest point in the

=.LIF

~OONEV

OPERATORS

MANUAL

fuel lines before the first flight of the da~ 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 engine­driven pump and the carburetor unit. Electric fuel­level 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 carburetor.

Vents in each fuel tank allow for overflow 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 recom

-

mended oil specifications and oil change intervals.

ENGINE COOLING

The down-draft engine cooling system provides ground
and

inflight power plant cooling.

Engine baffling directs

air

over and around the cylinders and out the cowl flap

openings.

Cowl flap doors are fixed in

a

position that

allows proper air flow on the ground and in flight.

VACUUM

SYSTEM

An engine-driven vacuum pump supplies suction for the
vacuum-operated gyroscopic flight instruments and the

MANUAL

Mooney Positive Control system. Air entering the
vacuum-powered instruments is filtered; hence,
sluggish or erratic operation of vacuum-driven instru­ments may indicate that a clogged vacuum filter element

is

preventing adequate air intake.

The vacuum an-

nunciator light will illuminate steadily for

Hi

Vac

and flashes for Laow Vac indication.

INSTRUMENTS

FLIGHT INSTRUMENTS

All

primary flight instruments are grouped on the shock­mounted flight panel directly in front of the pilot's seat.
Optional gyro instruments may be installed in the standard

T-grouping with the attitude gyro at top center and the
directional gyro immediately below. The standard airspeed

indicator and sensitive altimeter cross the

"T".

The stan-

dard turn coordinator and optional vertical speed indicator

at

left of center complete the flight instrumentation.

The magnetic compass

is

mounted on the windshield post
above the instrument panel. A remote indicating gage is
installed in the left of the flight panel. There

is

space

and lighting for four optional radio indicators on the right

side of the flight panel.

&bF

~OONEV

PERATORS

MANUAL

A

pitot tube, mour~ted on the lower surfaw of the left

wing, picks up airspeed indicator ram air.

A

heated
pitot prevents pitot tube icing when flying in moisture­laden air. A drain valve is located on the 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, the airspeed
indicator, and the vertical speed indicator. A drain
valve is located on the fuselage bottom skin below the

tail

cone access door.

An alternate static

pressure

source valve will

be

found under the left side of the

flight panel.

A

stall warning horn, mounted in the cabin head 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.
There are two landing gear position lights; one is a green

GEAR

DOWN' light and the other is a red IN-TRANSIT light.

No, light shows when the gear is full up. Inadvertent posi-

tioning of the gear switch to the up position while the air-

craft is on the

ground will cause both the red and green

to

be

illuminated and the warning horn to souild if the

throttle is closed.

FLIGHT

CQNTROLS

PRIMARY FLIGHT CONTROLS

Push-pull tubes with self-aligning rod end bearings actuate

the primary flight control surfaces. Beveled aileron trail-

ing edges help reduce pilot control forces required for flight

maneuvering.

A

spring­loaded interconnect de­vice indirectly joins the

aileron and rudder con­trol systems to assist in
lateral stability during
flight maneuvers. Control
surface gap seals mini­mize airflow through the
hinge slots and reduce

drag.

MAP

LIGHT

SWITCH

I'

FIGURE

2-2.

P.C.

SYSTEM CONTROLS

POSITIVE CONTROL

The Mooney Positive Control (P.

C.)

system provides

a high degree of roll and yaw stability, thereby en-

hancing the inherent wings-level flight characteristics
of the aircraft.

Positive Control

will

hold a reason-

able

heading over a long period of time when the air-

craft is trimmed properly.

However, without the

installation of

a

magnetic heading lock, P. C. will not

maintain an absolute preselected heading.

The system

is

a pneumatically operated, two-axis auto-

matic control

sul)erimposecl 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 tlte engine-

clrivert vacuum

pump

is the power source,

P.

C.

is opera-

tive whenever the propeller

is

windmilling at more than

1000

RPM.

The trigger

switch on the left hand grip of the pilot's

control wheel

is

shown in Figure 2-2. Depressing this

switch any time during

flight will render the Positive

Control system completely inoperative for flight

maneu-

MANUAL

vers or manual flying. When the cutoff gwitch

is

re-

leased, the aircraft will return unassisted to

wings-

].eve1 flight.

P.

C.

can be manually overridden with little
effort if the system should malfunction. Manually
over-powering the system will not damage the aircraft
or the

P.

C

.

components.

The roll-trim knob on the turn coordinator, as shown in

Figure 2-2, provides an aileron trim function through

the

P.

C.

system. Rotating the ltnob trims the aircraft
about its roll axis to compensate for asymmetrical fuel
and passenger loadings.

The

P.

C.

systeim

is

installed to help alleviate pilot

fatigue.

But

lilte any other system in the aircraft,

P.

C

must be monitored for proper functioning.

TRIM CONTROLS

For pitch trim control, the entire empennage pivots on

the tail

cone attachment points to increase or decrease
the horizontal stabilizer angle. This design allows flight
trim establishment with

minimum control surface deflec-

tion.

A

trim indicator located on the console indi-

cates stabilizer trim position.

Forward rotation of
the trim wheel lowers the nose; rearward rotation
nises the nose in flight.

WING FLAP CONTROLS

The flap control on the right

of

the engine control pedes­tal 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.

The control has a

detent

to assist the pilot in detecting the takeoff flap setting.

*

~OONSV

OPERATORS

MANUAL

ELECTRIC GEAR RETRACTION SYSTEM

The two-position electric gear control switch, iden-

tified by

its

wheel-shaped knob, is located at the top

of the instrument 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 illumi-

nates.

(2)

The indicator marks align as seen on the floor­board visual gear-position indicator.

(3)

The gear warning horn does not sound at
approach power setting of below

12

inches mani-

fold pressure.

A

green GEAR

DN

light, a red IN TRANSIT light,
and a warning horn provide visual and audible gear
position signals. The green light (GEAR DN) shows
continuously when the gear is fully extended. Both
lights are out when the gear is fully retracted.

The illuminated gear-down position indicator in the
floorboard aft of the center console has two

marks

that align when the gear is down.
Retarding the throttle below

12

inches inanifold
pressure causes the gear warning horn to enlit a
regular, intermittent tone unless the gear

is

down-

and- locked.
A mechanically actuated "Squat-Switch" in the re-

traction system prevents

inadvertent landing gear
retraction. The safety switch is not intended to
substitute for the gear switch in keeping the gear
extended while taxiing, taking off, or landing.

EMERGENCY GEAR-EXTENSION SYSTEM

The emergency gear extension handcrank 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. Section

IV

dis-

cusses the emergency gear extension procedure.

BRAKE 8 STEERING SYSTEMS

The main gear wheels incorporate self-adjusting disc­type hydraulic brakes. The pilot's rudder pedals have
individual toe-actuated brake cylinders linked to the
rudder pedals. Depressing the toe pedals and pulling out

the parking brake control on the console sets the
brakes

fax

parking. Pushing the parking brake control

forward releases the brakes.

It

is

inadvisable to set the parking brake when the brakes
are overheated after heavy braking or when outside tem­peratures are unusually high. Trapped hydraulic fluid

may expand with heat to damage the system. Wheel chocks

are normally used for long-term parking and mooring.
Rudder pedal action steers the nose wheel. Gear retrac-

tion relieves the rudder control system of its nose wheel

steering and centers the wheel to

permit retraction

irito

the nose wheel well.

ELECTRICAL

POWER

ALTERNATOR 8 BATTERY

A

35-ampere-hour

12

volt negative-ground storage battery

under the left engine cowl and a 60-ampere alternator

$*

supply electrical power for equipment operation. The
ammeter in the engine instrument display indicates
battery charging rate.

A

power loss in the alternator

or voltage regulator will be shown as

a

discharge read-

ing on the ammeter; a discharged battery will be indi-

cated

as

a

high-charge reading.

The voltage regulator adjusts alternator output to current
load while maintaining a constant voltage level.

A11

alter-

nator

warning light illuminat es steadily w hen voltage

regulator output exceeds voltage limits. It flashes when

the voltage

is

low.

CIRCUIT

BREAKERS

Push-to-reset, push-pull:

or rocker-switch circuit
breakers protect all of
the electrical circuits.

Circuit breakers auto-

matically break the

electrical current flow

if

the systems receive

an overload, thus pre-

venting damage to

electrical wiring. The

main circuit breaker
panel

is

in the extreme

right panel. Figure

2-3

illustrates the main

circuit breaker panel
with its push-pull stan­dard equipment circuit
breakers. All

rocker-

switch circuit breakers
are

at

the bottom of

FIGURE

2--3.

the flight panel. MAIN CIRCUIT

BREAKER

PANEL

ias

~OONEV

OPERATORS MANUAL

*a

LANIIING GEAR

GEAR WARNING
STALI. WARNING

ALTERNATOIT FIELD

IGNITION

&

CIG LTR

A U'I'O1'11.OT (OW"
INSTl{lJh1EN1'S

I'C TITIGGEIT

8.

'TUIIN COOI~rl
VACUUhl WAftNING
INSTRUMENT LTS (LEFT)

INSTRUMENT LTS (RIGlfT)

FUEL

BOOS'I'

PUMP

PITOT HEAT

STRODE 1,IC;HT

ROTATING BLACON (OPT)

RADIO

MASTFII

NAV I (Ol"1

i

COM

11

(01"I'I

NAV 11 101"1'l

'I'I~ANSl'ONI>I~~II lOl>'l'l
AUDIO (OPT)

FIGURE

2-4.

ELECTRICAL SYSTEM SCHEMATIC

2 -14

idb

~OONEV-

OPERATORS

MANUAL

The alternator push-pull circuit breaker on the main
breaker panel furnishes an emergency overload break
between the alternator and the individual push-pull

circuit breakers. Resetting the alternator circuit
breaker will usually restore an overloaded circuit. If
pressing the button a second time does not reactivate
the circuit, the alternator circuit breaker must re-

main open and the alternator-field circuit breaker must
be pulled out to break the alternator excitation circuit.

Since the alternator is then cut out of the power circuit,

the storage battery supplies electrical power in steadi-

ly diminishing output with the master switch on.

The alternator-field push-pull circuit breaker furnishes
an emergency break in the alternator field excitation

circuit in the event of alternator or voltage regulator

malfunction. If the regulator output voltage exceeds
limits, the red alternator warning light illuminates
steadily. Turning off all radio equipment, and then

turning master switch off and

on, will reset the voltage

regulator. The alternator annunciator

light should
remain out. If the alternator light comes on again,
pulling out the alternator-field circuit breaker cuts the
alternator out of the power circuit.

Once again the bat-

tery is the only source of electrical power; therefore,
all electrical

equipmerlt not essential for flight should
be turned off and the flight terminated as soon as prac­tical to correct the malfunction.

ANNUNCIATOR LIGHTS

The landing gear lights are at the top of the instrument
panel by the landing gear switch. Annunciator lights

for the registration number, landing light, nlternator

,

vacuum, and fuel pressure are in the glare s hielcf.

The purpose and fullction of each of these lights is

discussed elsewhere in this section.

INSTRUMENT

&

PLACARD LIGHTS

All

instrun1e:lt faces 2nd placards are floodlighted by
light bulbs in the glare shield. Rheostat lulobs on the
control quadrants control

the intensity of instru~nent

ancl placard lighting.

Roi

ating the knobs clockwise

tul.11~

011

;III{I

il~(-l.(';\s~s light intcllsity.

CABIN LIGHTING

An

ad~ust~lble eyetx111 dome light illuminates the c.aI,it~

ancl also serves

ns

a bacliup ~i)o!light for illuminating

the

instrume:~t ;)anel; its

OV-OFF-DIM

switch is slight-

ly forward ancl

to

the right of the dsmle light.

CABIN ENVIRONMENT

HEATING

&

VENTILATION SYSTEMS

T\vo ventilating systems l~rovicle cabin environmental con-

trol

suited

to

indivittual pilot ancl passenger prefcre!~.:es.

I.'resh

air healotl i)y the :tn;:ino r:xlt;i?rst. ml~ifler

,

nntl

cool

air I'rol.r1 ail ail-scoop oil

thit

c:o-pilot sicle, can I)e indivicl-

u;\lly controllecl :\ntl tnixed to the clesireil temlicrnture.

The left side fresh-air scoop has an adjustable eyeball
inlet near the pilot's knee.

*

'\-~OONEV

OPERATORS

MANUAL

The cabin overhead vcntilaling systenl worl<s inde­pendently of the cabin heating and ventilating systenl.
Rotating the

knob above the pilot seat eXte1lds or re-

tracts the overhead

airscoop t:, control air intake and

to prevent air-buffeting at high cruising speeds.

Small
directional vent deflectors @ith inner knob air volumn
controls, within easy reach of each occupant, distribute
incoming outside

air

as

individi~ally desired.

The cabin heat control is marked CABIN

HEAT.

Opening

the side

;xirscoop control (labeled CABlN VENT) and

setting the cabin heat control turns on cabin heat.

To

lower cabin temperature, the cabin heat control is

pushed toward the

OFF

j~osition. Conlpletely closing the

cabin heat control and fully opening the cabin vent

con-

tr 01, with the overhead :tirscoop extended, supplies

maximum fresh air circulation. In case of engine fire,

the cabin heating

systenl must be turned off.

The right side

airscoop has outlets undel- the

side

panel

for

installatio!~ of radio or autol~ilot ecluil)ment cooling

ducts.

WINDSHIELD DEFROSTING SYSTEM

The defrosting system talces warm air from the cabin
heating system

ductwork and distributes this air over the
windshield interior surfaces. The system works full
time without a separate control.

*

~OONEV

OPERATORS MANUAL

SEATS & SAFETY BELTS

The front seats are individually mounted and may be
adjusted fore and aft to fit individual comfort prefer­ences. Resetting a seat back is accomplished by
pulling the seat back forward, rotating the large cam
selector

lmob at the lower back juncture, and allowing
the back to return to the new position. The rear seat
back can be adjusted by leaning forward in the seat,

pulling the catch lever at the forward end of the side

panel arm rest, and adjusting the seat back to the

desired position.
Safety belts, if

worn properly, keep occupants firmly in

their seats in rough

air and during maneuvers.

These

belts are mechanically simple

nuct conlfortal~le to wear.

They are

attached to the seat so the seat can be moved

without readjusting the belt.

BAGGAGE & CARGO AREAS

The baggage compartnlent has

15

cubic feet

of

baggage

or cargo space and two pair of floor

tiedo\vn straps. The

loose equipment, consisting of

tiedown eyebolts, jack-

points,

tiedown rings, a fuel sampling cup, and a towbar
is stowed in the baggage compartment. The rear seat
backs can be removed for additional cargo space by pul­ling the

springloacled lock pins at the seat bac.1~ I~ase

a!ld

sliding the seat back rearward.

SECTION

Ill

.

NORMAL

PROCEDURES

GROUND OPERATIONS

PREFLIGHT

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

3-2

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

PREFLIGHTCHECK 3-3

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

BE

FORE STARTING 3-5

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

BEFORE-STARTING CHECK 3-5
STARTING

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

3-6

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

STARTINGCHECK 3-7

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

Flooded- Engine Clearing 3-8
Cold- Weather Starting

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

3-9

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

Hand Cranking 3-9

WARMUP & TAXILNG

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

3-9

BEFORE-TAKEOFF CHECK

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

3-11

FLIGHT OPERATIONS

TAKEOFF

.........................a.

3-12

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

CLmB 3-13

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

CRUISE 3-15
STALLS

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

3-17

SPINS

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

3-18

POSITIVE CONTROL

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

-3-20

FUEL MANAGEMENT

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

3-21

INFLIGHT RESTARTING

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

3-22

LETDOWN

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

-3-22

BEFORE- LANDING CHECK

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

3-23

LANDING

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

3-23

AFTER.LANDING

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

-3-25

SHUTDOWN CHECK

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

3-25

db

m00hlcv

OPERATORS

MANUAL

Before flying your Mooney, it is necessary that you be­come thoroughly familiar with all techniques needed to
operate its systems and equipment safely

and efficiently.

This section of the manual provides you with a quick and
easy reference to normal operating procedure recommend-

ations. Checklist procedures are enumerated in steps that

cover cockpit contr

01s and instruments in left-to-right and
top-to-bottom patterns. These procedures are intended to
assist you in developing good flying techniques under aver­age conditions. While close attention to each step is

impor-

tant for safe and efficient operation, sound judgment may

occasionally be called for in making exceptions when cir­cumstances require

a

deviation in operating procedure.

GROUND OPERATIONS

PREFLIGHT

In addition to completing the preflight check, visually in-

spect all of the

airwaft exterior prior to each flight with
particular attention to detection of loose rivets and dents.
When

checking under the aircraft, look for fuel and oil

leaks indicated by oil runs or fuel dye stains.

WARNING: Check the aircraft weight and balance
before proceeding with the flight. Consult the
Weight

&

Balance Record, furnished in the air

-

plane file, for detailed data needed to calculate
load distribution and limitations.

Standard atmospheric

teinperatures are below freezing

above

8000

feet altitude, and it is possible that condensed

water in the fuel lines will freeze to cause fuel starvation.

Therefore, always drain the fuel selector

~~11111

(as de-

scribed in Section

VII) at each preflight inspection.

*

mm

OPERATORS MANUAL

FIGURE 3-1.

PREFLIGHT WALK

AROUNU LIIAGIZAM

PREFLIGHT CHECK

1.

Ignition Switch--OFF.
Master Switch--ON to check outside lights,

then OFF.

Fuel Selector Drain--Selector handle on R; pull

ring and hold for five seconcls.

Repeat pr ocedure

with selector handle on

L.

2.

Instrument Static Port-- UNOBSTRUCTED.
Tail

Tiedown-- RE MOVE.

3. Empennage--CHECK.
Remove all ice, snow, or frost.

4.

Tail Cone Access Door--SECURE?

Instrument Static Port- -UNOBSTRUCTED.

Static System Drain--CHECK.

5.

Wing Skins--CHECK.

Flap and Attach Points--CHECK.

Aileron and Attach Points- -CHECK.
Wing Tip and Navigation Light-

-

CHECK.

Remove all ice, snow, or frost.

6.

Left Wing Leading Edge--CHECK.
Pitot Tube and Stall Switch Vane-- UNOB­STRUCTED.
Fuel Tank--CHECK QUANTITY; SECURE CAP.
Chock and Tiedown--REMOVE.
Left Main Gear Shock Discs and Tire--CHECK.
Fuel Tank Sump Drain--SAMPLE

.

Pitot System Drain--CHECK.
Tank Vent-

-

UNOBSTRUCTED.

Fuel Selector Drain Valve-

-C LOSED.

Windshields--C LEAN.

Left

Side Engine Cowl Fasteners-- SEC URE.

7.

Propeller--CHECK for nicks and cracks.
Forward Engine Components--CHECK starter,
alternator belt, etc.
Induction Air Filter--CHECK clean and sealed.

Landing Light--CHECK.
Nose Gear--CHECK tire; check for towing damage.
Shock Discs--CHECK.

8.

Right Side Engine Cowl Fasteners- -SECURE.
Engine Oil Level--CHECK (full for extended

f

lig it).

Windshield--CLEAN.

*

~OONEV

OPERATORS MANUAL

Fuel Tank Sump Drain--SAMPLE

.

Tank Vent-- UNOBSTRUCTED.

Chock and Tiedown--REMOVE

.

Right Main Gear Shock Discs and Tire- -CHECK

Fuel Tank--CHECK QUANTITY; SECURE CAP.

9.

Right Wing Leading Edge--CHECK.
Wing Skins--CHECK.
Wing Tip and Navigation Light--CHECK.

Aileron and Attach Points--CHECK.

Flap and Attach Points--CHECK.

Remove all ice, snow, or frost.

10.

Baggage Door

-

-

SE C URE

.

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

thereis

a flashlight aboard for night flights.

BEFORE STARTING CHECK

1.

Fuel Selector Handle--SET for fuller tank.

2.

Parking Brake Control--PULL ON.

3.

Ignition and Master Switches--OFF.

*

~OONBV~

OPERATORS MANUAL

5.

Landing Gear Switch- - DOWN.

*9

6.

Mixture Control--IDLE CUTOFF

7.

Propeller-- HIGH RPM.

9.

Boost Pump--OFF.

10.

A11 External Light--OFF.

11.

Radios--ALL OFF.

12.

Cabin Heat--OFF.

13.

Main Circuit Breaker Panel--CHECK.

STARTING

Before starting the engine, make sure the surrounding

area

is

clear. It is good practice to call "CLEAR"

before engaging the starter, and to direct the propel-

ler blast to an open area before running up the engine.
To prevent

prcpeller damage, keep engine RPM low

when operating on loose gravel.

The engine will require

some priming for smooth starting.

The standard fuel system does not incorporate a separate

priming system;

priming is accomplished by pumping the
throttle with the electric fuel pump turned on and the mix­ture control lever in the FULL RICH position. For

nornlal

starts, pump the throttle twice. A cold engine will require
three or more "priming shots" depending upon the ambient
temperature.

'rhe

sc'lrti

heckli list

is recnmmendr el~xl

starti, edures; however, unde~

,lit-

climatic,
conditicli' dter the starting procetl~ A to accommod:;
existing 8 iiditions. If the engi11~. does not start aftel

10

or

15

~jrlds of cranking, discontinue cranking and

al-

1

t

t$<

rtzr to cool for approximately five minutes

t)efox I-ranklllg adgain.

A11

\$

1,1!:

the

sf

nrter to cr!ol in-

terrnltt ~ntly will

p~olcnlv

*

-

tar

life.

The engine

is

air-r2r r:ooled and depel

3

on the

forward speed of

if

tincraft

to maintain

j3,

$per cooling.

Particular

egre

is

necessary, therefore,

:

hen operating

the engine

oil

the ground. To help prei

s

overheating,

always

!IC;;~

the aircraft into the wind tl~d avoid pro-

longed

engitle ground operation.

STARTING

CHECK

1.

Master Switch--ON

2.

Fuel Quantity Indicators riECK for conformity

to observed quantity.

3.

Annu~~ciator 1,ights- IyRESS to TEST.

5.

Electric Fuei Pump--ON.

6.

Mlxture Control- --Open to FULL RICH.

7.

Throttle--PUMP 'I'WICE to prime engine; then
OPEN

approximai ely one-quarter.

8.

Ignition Starter hitch--turn to "START" and PUSH
forward. When engine starts, release to "BOTH".

*

~OONEV

OPERATORS MANUAL

1.

Oil Pressure Gage--25 PSI MIN (If there

is

no

pressure indication within

30

seconJs, PULL
mixture control to IDLE CUTOFF and check oil
system.

)

12.

Carburetor Heat--ON momentarily to check op­eration. (RPM should drop.

)

CAUTION: Limit the use of carburetor heat
during ground operation to the time required

to make sure the system

is

functioning prop-

erly.

Heated carburetor air does not pass
through the air filter; consequently, dust,
dirt, and foreign substances can be drawn into
the engine to cause accelerated cylinder and

piston ring wear.

13.

Fuel Pressure Gage--GREEN ARC

14.

Lights--As required.

15.

External lights- -ON as required.

16.

Pitot Heater--CHECK and note ammeter de-

flection.

17.

Radios--QN and CHECK.

18.

Stabilizer Trim Indicator--TAKEOFF.

19.

Fuel Selector I-Iandle- - CHECK right and left.

Flooded- Engine Clearing

1.

Throttle--FULL OPEN.

2.

Mixture Control--IDLE CUTOFF.

*

-~OONEV

--

OPERATORS MANUAL

3.

Electric Fuel Pump--OFF

4.

Ignition Starter Switch--turn to "START" and

PUSH

forward.

5.

Throttle--RETARD when engine starts.

6.

Mixture Control--Open slowly to FULL

RICH.

Cold- Wea ther Starting

The starting procedure for a cold engine is the same as
the normal starting procedure, except that additional
priming (mixture control set at FULL RICH) may be

necessary. During extremely cold weather it

is

advisa-

ble to preheat the oil and engine compartment with

ground heaters

.

Hand Cranking

Hand cranking is not recommended.

WARMUP

&

TAXIING

Allow the engine to warmup at

1000

to

1200

RPM; normally,

taxiing will sufficiently warm the engine. The engine is
warm enough for takeoff when it will develop full RPM and

when the throttle can be opened without backfiring, skipping,

or

a

reduction in oil pressure.

Release the parking brake,

and as the aircraft moves forward apply the toe brakes

lightly to check brake effectiveness.

Nose wheel steering,

through rudder pedal action,

is

ordinarily sufficient for
ground maneuvering. But, when necessary, make tighter
turns by applying inside braking.

CAUTION: Never rely on the retraction safety
switch to keep the electric gear extended while taxi­ing, taking off, or landing. Always check the elec-

tric gear switch position.

Taxi with the mixture

FULL

RICH and the propeller

at

HIGH RPM to prevent engine overheating. Avoid pro­longed ground

operation.at low RPM that will tend to

foul the spark plugs.

WARNING:

While taxiing before takeoff, make sure

that the Positive Control system

is

functioning nor­mally and that the gyro instruments have erected
properly

.

The control wheel will tend to move in the opposite direc­tion from the taxi turn when

P.

C.

is

working properly.
The absence of flight control movement, or extreme con­trol movement in either direction without prompt return
to neutral, indicates a P. C. malfunction that should be

corrected before flight. Taxi turns also present an

opportunity to check the directional gyro for proper indi-

cation. The turn coordinator should indicate a bank in

the direction of the turn.

Before

runup, head the aircraft into the wind and center
the nose wheel. It is always a good practice to stop the
airplane with the nose wheel centered, since running up

the engine or starting to taxi with the nose wheel in a

cocked position imposes high side loads on the nose gear
Minimize engine ground operation to prevent overheating.

Monitor cylinder head and oil temperatures. Check the
propeller governing system by advancing the throttle to

1700 RPM; then, pull the propeller control full aft (de-

crease RPM). As soon as a 100

RPM

drop is noted,

return the propeller control to

FULL

INCREASE

RPM.

In cold weather, repeat the cycle two

or three times to

flush the system

with fresh, warm oil. Then, check

R

and L magnetos, returning the switch to BOTH between

checks. Neither magneto should drop off more than 125

RPM when operated individually nor should the

differ­ence between the two exceed 50 RPM. With this check
completed, slowly close the throttle to 1000-1200 RPM

and complete the before-takeoff check.

*

~OONEV

OPERATORS

MANUAL

BEFORE-TAKEOFF CHECK

1.

Flight Controls--CHECK for unrestricted travel.

2.

Fuel Selector Handle--SET for fuller tank.

3.

Altimeter--SET to field elevation. (Obtain tower
or weather station barometric pressure; check
altimeter barometric pressure to determine de­viation.

)

4.

Directional Gyro-- SET to magnetic compass.

5.

Flight Instruments--CHECK.

6.

Engine Instruments--CHECK.

7.

Clock--SET and wind

as

needed.

8.

Stabilizer Trim--SET for TAKEOFF

9.

Propeller--CYCLE and CHECK

at

1700 RPM

10.

Magnetos--CHECK at 1700

RPM.

11.

Wing Flaps--SET for TAKEOFF or as desired.

12. Electric Fuel Pump--ON. (Check rise in fuel
pressure.

)

14. Seat Belts--FASTENED.

15. Door and Pilot

Window-- LATCHED closed.

Before applying power for takeoff, quickly recheck for:

1.

~ropeller-j4?~L~ INCREASE.

2.

Trim Indicator--TAKEOFF.

fg

3.

Flap Indicator--TAKEOFF or as desired.

4.

Fuel Selector Handle--FULLER TANK.
WARNING: Do not change fuel tanks imme-

diately before takeoff.

5.

Carburetor Heat--OFF.

Proceed with takeoff as soon as the above checklist is
complete. If

it

is

necessary to hold for clearance in-

structions, run the engine at 1400- 1500

RPM

to insure

proper cooling and to minimize spark plug fouling.

NOTE:

During takeoff from high elevation airports
or during climb, engine roughness or loss of power
may result from over-richness. In such a case ad-

just mixture control only enough to obtain smooth

operation--not for economy. Observe instruments

for temperature rise.

FLIGHT

OPERATIONS

TAKEOFF

When ready for takeoff, apply power slowly to avoid
picking up loose stones, etc.

,

with the propeller.

(On short fields you may prefer to hold the brakes un-

til gaining full power.) As the aircraft accelerates

continue increasing power until reaching full throttle.
Have the control friction lock tight enough to prevent

throttle creep.

As

speed increases during the takeoff roll, apply back

pressure on the control wheel at about 65-75 MPH (56

to 66 Knots).

The aircraft will tend to rock into a nose-high attitude

as

it breaks ground. To compensate for this tendency,
slowly relax some of the elevator back pressure as the
nose wheel leaves the runway. Keep the nose on the
horizon just after the aircraft breaks ground to allow
smooth flight from the runway without an abrupt change
in pitch attitude.

When making a cross-wind takeoff, hold the nose wheel

on the runway longer and accelerate to a higher speed

than normal.

PulI up abruptly to avoid contact with the

runway while drifting. When clear of the ground,

make

a coordinated turn into the wind to correct for drift.

Retract the landing gear only when safely airborne and

in good control. Retract the flaps when the aircraft has
cleared all obstacles and has gained an indicated air­speed of about 80 to 90

MPH

(70 to

78

Knots).

After takeoff:

(1)

Apply the brakes to stop wheel rotation.

(2)

Retract the gear.

(3)

Retract the flaps.

(4)

Establish climb- out attitude.

(5)

Turn off the electric fuel pump at a safe altitude
and check the fuel pressure indication to insure
that the engine-driven fuel pump is nlaintaining

fuel pressure.

CLIMB

An enroute climb speed of 115-120

MPH

(100-104 Knots)

IAS is

recommended for improved engine cooling and

forward visibility.

The speed for maximum rate of

climb

i~ a straight-line variation froill 100

MPH

\

(

87

Knots) IAS at s,ea Ievel (decreasing approximately one

MPH per 1000 feet increase in a1titude)'ko 91 MPH (79
Knots)

IAS

at 10,000 feet.

The speed for maximum
angie of climb (for obstacle clearance at full power,
gear and flaps up)

is

about 80 MPH (70 Knots)

IAS

at

full power. The recommended power setting for nor-

mal climb

is

2600 RPM and 26 inches manifold pres-

sure

.

Manifold pressure will drop with increasing altitude

at

any throttle setting. Power can be restored by gradu­ally opening the throttle until reaching full throttle.

WARNING: Do not fly this aircraft into known
icing conditions.

Under certain moist atmospheric conditions, it

is

pos-

sible for ice to

form in the induction system, even in

summer weather. The formation of ice in the induc­tion system will be reflected by a drop in manifold
pressure. When an unaccountable loss of manifold

pressure is noted, apply full carburetor heat and open
the throttle to the limit of manifold pressure. The use

of carburetor heat

inay cause the engine to run rough;

if so, lean the mixture until the engine smooths.

WARNING: Do not use partial carburetor heat
unless the aircraft is equipped with a carburetor
air temperature gage. Moisture in crystnlform
that would ordinarily pass through the induction
system as crystals can be

melted withapplication
of partial carburetor heat. This moisture in turn
can form carburetor ice due to the temperature
drop as the air passes through the carburetor

ven­turi. Therefore, when applying carburetor heat,
always pull the control FULL ON. When turning
carburetor heat OFF, move the control to the
FULL OFF position.

*

~OONEV

PERATORS

MANUAL

After establishing climb power and trimming the aircraft
for climb, check to insure that all controls, switches,
and instruments are set and functioning properly.

CRUISE

Careful and detailed flight planning for each trip will in­crease operating efficiency. The weather, route, load
and starting and arrival time will affect altitude selec-

tion and over-all flight efficiency.

The performance tables in Section

VI

will aid in selection

of optimum cruise power settings. Cruise power

is

that

portion of the power spectrum where the mixture may be

leaned.

Leaning is limited to

75

percent power or less

for aircraft not equipped with an EGT gage.

Leaning a-

bove

75

percent power may cause detonation and engine

damage unless exhaust gas temperature

is

maintained
200°F below peak EGT on the rich side. Monitor cylin­der head temperature when leaning. (Ref. Service Instruc-

tion Lycoming No.

1094B).

Upon reaching cruise altitude, allow acceleration to

cruise

airspeed,

then trim the aircraft for level flight,

reduce manifold pressure and

RPM

to desired cruise

power. When cruising at

75

percent power or less,

lean the mixture once cruise power is established.

For
best economy, slowly pull the mixture control lever to­ward the lean position, continue leaning until the engine
runs rough. Then, enrich the mixture until the engine
runs smooth. For increased power, enrich the mixture,
increase

RPM,

advance the throttle, and repeat the

leaning procedure.

CAUTION: Do not lean the mixture l?eyond 2000F
below peak EGT on the rich side at power settings
above 75 percent rated power. In selecting a cruise
RPM, the engine must not be continuously operated
within the range of 2000 to 2250 RPM. Recommended
cylinder head temperature

for

continuous cruise

operation

is

4000F or less.

Very exacting fuel-air mixtures can be selected by observ­ing the optional exhaust gas temperature gage (EGT) while
adjusting the mixture control. Operate the mixture control

slowly to allow for the slight lag in the EGT indicator.

For best economy below 75 percent rated power, lean the

mixture by pulling the mixture control lever aft until the

EGT indicator shows a

peak (maximum) temperature and
starts to decrease. Then, enrich the mixture by pushing
the

control lever forward until

the

temperature drops

25'F

(one mark on the gage) froin peak temperature.

For 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

100~~ (four marks on

the gage) below the peak temperature.

When making power changes it is advisable to always

increase RPM before increasing

ma~lifold pressure,
and to decrease manifold pressure before reducing
RPM. Always stay within the established operating
limits, and always operate the controls slowly

and

smoothly.
Aerodynamic efficiency is optimum

in the normal indi-

cated cruise

ranqcs.

'I'he airsl~eed indicator

is

nlarlted

with a green arc from

64

to 175

MI'H

(56

to 152 Knots)

and a yellow arc from 175 to

200

MPH

(152 to 174 Knots).
The yellow arc indicates the range of airspeeds in which
you must exercise caution when flying in rough

air

or

gusts.

(Rough

air

is

defined

as

flight in turbulence of

a

degree that is uncomfortable to the pilot and passengers.

)

Reduce speed when encountering rough air or gusts, and

operate 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-

ver

s

involving full application of rudder, elevators,

or ailerons above

132

MPH (115 Knots) CAS. No

aerobatic maneuvers including spins are approved.

STALLS

The

stall

characteristics of the airplane are conventional
and rapid recovery from a stall is affected by releasing
elevator back pressure and applying power

.

Power - off

stall speeds

at

various bank angles are presented in Sec-

tion VI.
It is

important to remember that while stalls are a permis-

sible 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 and apply full carburetor heat before reducing

power.

For power-on stalls, the FAA

recolntnends about

65

percent power.

Enter stalls only

from coordinated
flight, regardless of the method of entry or airplane con­figuration.

Flight controls will remain effective t

hrou~l~out all nor ma1

stall maneuvers. Approach the stall slowly, but positively,

idb

~OONEV

PERATORS

MANUAL

by reducing airspeed with about one mildoan hour decrease
per second, until detecting the first evidence of the ap-

proaching stall. The stall warning horn will give the first

indication of the approaching stall and this may be followed

by downward pitching, aerodynamic buffeting, rapid decay

of control effectiveness, and/or a rapid loss of altitude with

the control wheel aft.

Upon recognizing the approaching

stall, recover by releasing elevator back pressure and

applying power.

WARNING:

Do not deactivate the stall wa.rning
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 down-

ward. Recovery from the complete stall is conventional,

with release of elevator back pressure and the addition of
power.

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 maintained. The rudder

may

prove inore effective than the ailerons in preventing

the roll; however,

recovery from the conlylete stall and

possible roll

is

again achieved with normxl

use

of the

controls. Delay the

al)l)licatioli

of

power, to prevent

k~uilcl-up

of

excessive airspeed,

if

the aircraft assumes a

steep nose-down attitude.

SPINS

intentional

spins are not permitted in this airplane;

I~owever, if stall recovery is delayed or

if

the air-

plane is

lleld in the stall, in an uncoordinated manner,

the airplane will likely go into

a

spin.

A

spin is a

stall

coillbinecl with rotation, with the airplane rotating

downward in

a

descending corliscrew-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.
Should

a

spin occur employ the following recovery pro-

cedures 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 con-

trol 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 turn in the spin,
rotation may continue up to one additional turn
after

antispin controls are fully applied.

WARNING:

Up to

2000

feet of altitude may be lost
in a one-turn spin and recovery; therefore stalls
at low altitude are extremely critical.

On

entering a spin, the aircraft will roll, very much like

a

barrel roll. The wings will be ~lear vertical at about

the first

quarter turn of the spin.

At about the half turn

point, the wings are

approachiny level but,

now, the nose

will be very

low--approacl~ing vertical. After one fill1

turn llas been con~l~letect, the nose will come

up

somewhat,

but will

remain well below the horizon.

The rate of ro-

tation during the

first

portion of the spin is quite rapici and

occupants of the aircraft will likely become disoriented.
On subseq~ient turns, the wings may be near level or
slightly lower

tBward the clirection of the spin. The nose

*

~OONEV

OPERATORS MANUAL

will continue to be pointing more nearlyr#oward the ground
than the horizon, as the ;~irplane revolves and descends.
As

tlie spin progresses, it may enter into what is re-

ferred to

as

a flat spin. When the spin becollies flat, the

aircraft nose comes

up

and relliains more on the horizon,

with possibly

some shallow up and down oscillation. The

rate of descent and rate

of

rotation both become slower.

An aircraft in a flat spin

becomes stabilized into autoro-

tation and once in this condition, the co~itrols beconle

ineffective

and

recovery is very difficult or nlay not be

possible.

I11 complying with the

FAA

Regulation for Nor ma1 Category
aircraft, it has been demonstrated that the airplane will
recover after delayed stall recovery

up

to and including

one

-

t

ur

11

spins.

Tiiis one-turn "margin of safety" is designed to provide
adequate controllability when

recovery from a stall is

tlelayecl.

The one-tiu-n "margin of safety"

1s

~col)arclized

if

tlie airplane is not recovered when the lirst evlclence

of

a

stall is detected.

POSITIVE

CONTROL

Positive Control will hold an approximate heading over a

period

of

time: however, it will not hold an esact heading

without the installation of a magnetic

Ileacling locl~ To

checlc for a

P.

C. m~~lfuiiction while in flight, first esta-

blish

a

inoderate I~anlr; then, release the controls to see

if the aircraft will

return to straight wings-level flight as
indicatecl by tlie artificial horizon, Repeat the ~~rocedure
with a turn in the opposite direction. Slu:;<isl~, erratic,

or incomplete

banli recovery warns of a ~nalfunction in

the

1'.

C . systeni.

WA

FINING:

rI'horougl~ly familiarize yourself with

the flight

char;lcterislics

of

the aircraft with Positive

Control

i~iol)t?rative. 7':iis

can

be

clone 1)y simply

scjucezin?

the tLiltoff trigscr while 1n:iliing turns

and i~~aneuvei-s. Check the

P.

C.

system fre-

quently during

each flight to insure that it is

functioning properly, particularly when

IFR

or

marginal weather inay be encountered.

In the event of a complete engine power loss,

P.

C.

will

continue to operate as long

as

the propeller is wincl-

milling at

1000

RPM

or more.

Loss of

vacuum (indi-

cated by a

LO

vacuum annunciator light) will automatical-

ly make the

P.

C. system inoperative.

However, the

turn coordinator will continue to operate on electrical
power. The turn coordinator can be used

as

a flight refer-

ence

if

other gyro instruments become inoperative.

FUEL MANAGEMENT

Proper fuel n~nnagement during flight will help maintain
lateral trim and

ill

also serve

as

a fuel cluantity check.

After takeoff with both

tailks full, use fuel from one tanlr
for one hour: then, switch to the other tank and note the
time.

Use all the fuel from the second tank.

The

relnain­illg fuel endurance in the first tank can be calculatecl from
the time it took to deplete the secolld tank, less one hour.

You must

rememher , however, that this eudurance cnl-

culating ~)roceclure can be relied upon only if power and

mixture renlain the same aild

an

allowallce is lnade for the

extra fuel

used during clinlb.

For estimation purposes,

coilsider fuel consu111l)tion tluriilg a full-power climb to

be

40

percent higher than that of best-power cruise, and

50

percent higher than that of best-erol:omy cruise.

CAUTION:

Do not allow the engine to lose l)onler

or quit before switcliin~:

fuel

talllis.

A

red "I'acl

I1rcss"

:xnnunci:xtor will il1uinitl;ile wllen prcssurc
clrol)s to the n~ininiun~ :illowable i~irlicntilig fuel
exh,tustion or erlgirle clriven fuel

pump

tnalfulic~tion.
Switch fuel tanks or turn on I~oost pump ns ~~ccded.
If a tanlr runs dry :~ncl tile engine quits, rctard llle

a*

*

moo-

OPERATORS MANUAL

throttle before restarting. Restarting qith an
advanced throttle

may cause engine over speeding

that can lead to mechanical malfunction.

IN FLIGHT RESTARTING

1.

Propeller--HIGH RPM.

2.

Fuel Selector-- Fuller tank.

3.

Mixture Control--IDLE CUTOFF.

4.

Boost Pump--ON.

5.

Throttle--OPEN

1/4

travel.

6.

Ignition Switch-- BOTH.

7.

Mixture Colltrol--Move slowly and smoothly to

FULL

RICH.

8.

Ite-establish cruise power and IZPM, then lean

niixtur e

.

LETDOWN

Plan your letdown well in advance of estimated landing

time. Generally, a power-on descent is most desirable.

A gradual rate of descent at cruising speed

perlnits

power settings sufficiently high to maintain proper engine

temperatures and to prevent spark plug fouling. Sudden

power reductions at higher airspeeds can damage the

engine

Isy causing it to cool too rapidly.

WARNING: Apply full carburetor heat when
reducing power for descent or landing.

Establish a gradual letdown by reducing power below

cruise while

inaintaining cruise air speed throughout

the

clesceilt. Monitor cylinder head and oil tempera-

tures throughout descent to guard against over cooling.

Oil in the oil cooler can congeal very rapidly after a
power reduction when flying in cold weather.

CAUTION:

Do not lower gear above 120 MPH
(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.

5.

Carburetor Heat--FULL ON.

6.

Airspeed--REDUCE to 120 MPH (104 Knots).

7.

Propeller-- FULL INCREASE.

8.

Landing Gear--DOWN and LOCKED; green an-

nunciator light on.

9. Flaps--As required.

10. Trim--As required.

LANDING

Ordinarily, you should complete the Before- Landing

Check

011

the downwind leg.

To allow for a safe mar-

gin above stall speed throughout

approach, hold

air-

speed above

99,

MPH

(78

Kilots) until the flaps

are

lowered.

~eglfee of flap deflection needed will vary

PERATORS MANUAL

according to landing conditions, but fodomost landings
you should lower flaps about half way 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

the

nlaster 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

on the control wheel until the aircraft settles on the
runway in a 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

direction.

CAUTION: Do not allow the aircraft to touch
down in a nose-low attitude or at too high an
airspeed. Either

of these conditions will allow
the nose wheel to contact the runway first,
which may cause the aircraft to porpoise and

damage the gear.

Unless a short roll is necessary, you should allow the

aircraft to slow to

a

moderate taxi speed before applying

brakes. After leaving the runway, turn off the electric

fuel pump, retract the flaps, and reset the

trim to

TAKEOFF.

Hold taxi power setting between

1000

and

1200

RPM

to permit uniform engine cooling.

Execute short-field landings with partial power and full

flaps on final approach. Reduce power to idle

during

*

-moo~ev

OPERATORS

MANUAL

flare-out, and touch down first on the main wheels before
allowing the nose wheel to make contact. You may apply
brakes

as

soon

as

all wheels are firmly on the ground.

For maximum braking 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.

Electrical Fuel Pump--OFF.

2.

Carburetor Heat--OFF.

3.

Wing Flaps--RETRACT.

4.

Stabilizer Trim--TAKEOFF.

5.

Throttle--1000 to 1200 RPM.

SHUTDOWN CHECK

1.

Throttle--IDLE at 1000 to 1200 RPM until cy­linder head temperature starts to drop.

3.

Electrical Switches--OFF.

4.

Mixture Contr 01--IDLE CUTOFF

.

5.

Throttle--RETARD as engine stops firing.

6.

Ignition Switch--OFF when propeller stops.

7.

Parking Brake--Set (for short-time parking).

*

~OONEV

PERATORS

MANUAL

10.

Master Switch--OFF.

yo

11.

Control Wheel--LOCK with seat belt.

12.

Overhead Air Scoop--CLOSED.

13.

Wheel Chocks and Tiedown--As required.

SECTIONS IV. & V.

FAA APPROVED

AIRPLANE FLIGHT MANUAL

SECTION

IV.

AIRCRAFT LIMITATIONS

AND OPERATIONS

M0014EY MODEL

111

20C

RANGEF!

MOONEY AIRCRAFT COPPORATION

SERIAL NO.:
REGISTRATION NO.:

This Manual Must

Be

Kept Onboard The Airplane At All Times

CHIEF, ENGINEERING & FIANUFACTURING BRANCH,

SOUTHLIEST REG ION ,FEDERAL AVIATION AD141 N ISTRATION

DATE:

J&ZL

;~~.flf

FAA APPROVED MOONEY

M2OC

LOG

OF REVISIONS

LETTER PAGE DATE APPROVED

,

FAA

APPROVED MOONEY

M20C

12/2

/74

OPERATING LIMITATIONS

The following limitations must be observed in the
operation of this airplane

:

AIRSPEED LIMITATIONS

Never Exceed Speed

.

. .

.

200 MPH (174 Knots) CAS

Max Structural Cruising

Speed

. . .

.

. . . .

175 MPH (152 Knots) CAS

Max Maneuvering Speed

.

.

132 MPH (115 Knots) CAS

Max Gear

Operatingspeed

.

120 MPH (104 Knots) CAS

Max Gear Extended Speed

.

.

120 MPH (104 Knots) CAS

Max Flap Operating Speed

.

125 MPH (109 Knots) CAS

AIRSPEED INSTRUMENT MARKINGS

Radial Red Line

.

. . . .

.

200 MPH (174 Knots) CAS

(Denotes never exceed speed which is the maxi-

mum safe airspeed)

Yellow Arc

.

.

.I75 to 200 MPH (152 to 174 Knots) CAS

(Denotes range of speeds in which operations
should be conducted with caution and only in
smooth

air)

Green Arc

. . .

.

70 to 175 MPH (61 to 152 Knots) CAS

(Denotes nor

inal operating speed range)

White Arc

. .

. .

63 to 125 MPH (55 to 109 Knots) CAS

(Denotes speed range in which flaps may be
safely lowered)

FAA APPROVED

12

/2

/71

MOONEY

M20C

POWER PLANT

+v

Engine

........

Lyconlillg Model 0-360-AID

Engine limits

for all

operations

......

180

BHP,

2700 RPM

Fuel

.........

100/130 octane aviation

gasoline

Propeller.

......

IIartzell Constant Speed
Hub HC-C2YK-1B
Blade 7666A-2
Pitch

Setting at 30-inch

station: High

2g0: - 2O;

Low 13O

-

+

0°

POWER PLANT INSTRUMENTS

Tachometer

....

Rndial Red Line (Rated).

.2700 RPM
Green Arc-- Narrow (Itateci operating
range)

...........

2300-2700 IiPlll
Green Arc- -Wide (Recommended oper:~ting
range)

...........

2300-2500

IIPM

IZecl Arc--Wide (No continuous operation

in

this range)

.........

2000-2250 RPhI

Cylinder Head Temperature

...

Radial Red Line (Maximunl) 500 DEG

F

Green Arc (Operating

350-450

DEG

F

Oil Pressure

Radial

Red Line (Minimunl idlins)

. .

25

PSI

....

Itadial Red Line (Mnsiniunl).

100 I'SI

(ireen Arc (0l)erntilig range)

.

.

GO

to

00 I'SI

Yellow Arc (Iclliiy r:tngc)

...

25

to

60 I'SI
Yellow Arc (Startiny K \var ni-up
range)

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

90

to

100

131

FAA

APPROVED

12/2

/73

MOONEY

M20C

Fue 1 Pressure

Radial Red Line (Minimum)

....

0.5 PSI

Radial Red Line (Maximum)

....

6.0 PSI
Green Arc--Wide (Normal
operating range)

......

2.5 to 3.5 PSI
Green Arc--Narrow Operating
range)

...........

0.5 to 6.0 PSI

Oil Temperature

...

Radial Red Line (Maximum)

245 DEG

F

Green Arc (Operating range)100 to 225 DEG

F

OTHER INSTRUMENTS AND MARKINGS

Vacuum Warning Lights

HI Light

..........

5.00 IN. Hg

LO Light

..........

4.25 IN.

Hg

Illumination of a HI or LO vacuum annunciator light
indicates that the vacuum

system has n~alfunctionecl.

The following equipment is vacuum operated:

1.

Artificial horizon (if installed)

2. Directional gyro (if installed)

3.

Turn coordinator (will operate electrically)

4.

Positive contr 01 system.

WEIGHT & CENTER-OF-GRAVITY LIMITS

.......

Maximum Gross Weight 2575

LBS

Center of Gravity Limits (Gear Down)
Forward CG Limit

(FUS

STA

K.

'i

MAC)

2100 LBS Most

FWD

.....

42.0

IN.

(15.0'0

FAA

APPROVED

12

/2

/74

MOONEY

M20C

2575 LBS Forward Gross

.

.

46.5

I%.

(22.6%)

Aft CG Limit

(FUS

STA

&

%

MAC)

A11 Weights

.........

49.0

IN.

(26.8%)

MAC (Wing station 93.83)

......

59.18

IN

Datum (station zero)

is

the nose gear attaching bolt

center line, which

is

33 inches forward of the wing

leading edge

at

wing station 59.25.

MANEUVERS

This airplane must be operated as a normal category
airplane. Acrobatic maneuvers,

including spins, are

unauthorized.

NOTE

:

Maneuvers involving approach to stal-

ling angle or full application of elevator, rud­der, 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.

FLIGHT

LOAD

FACTORS

Maximum Positive Load Factor,

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

Flaps Up

3.8

Mrtxin~um Positive Load Factor,

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

Flaps Down (33')

2.0

Maximum ~eiative Load Factor,

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

Flaps Up

1.5

FAA

APPROVED

12

/2

/74

MOONEY

M20C

TYPES OF OPERATION

Do not operate in known icing conditions.

This

is

a normal category aircraft approved for

VFR/IFR,

day or night operations, provided the

following instruments and equipment are installed

and operating properly.

REQUIRED EQUIPMENT

VISUAL FLIGHT RULES

--

DAY

Airspeed indicator
Altimeter

Magnetic direction indicator (mag compass)
Tachomet er

Manifold pressure gage
Oil pressure gage
Oil temperature gage
Cylinder head temperature gage

Fuel quantity gage for each tank

Fuel pressure gage

Landing gear position indicator
Gear warning horn
Stall warning system

Master switch
Battery and alternator
Circuit breakers and fuses
Seat belts for all occupants
Emergency locator transmitter

VISUAL

FLIGHT

RULES

--

NIGHT

All equipnient and instl.un~ents specified for

VFR

--

day

Position lights
Electric landing light (if used for hire)
Anticollision light

FAA

APPROVED

MOONEY

M20C

12/2/74

INSTRUMENT FLIGHT RULES

All equipment and instruments specified for
VFR

--

night

Gyroscopic rate-of-turn indicator

Bank indicator

Sensitive altimeter adjustable for barometric

pressure

Clock with sweep second hand
Artificial horizon
Directional gyro
Adequate power source for each gyro instrument
Two-way radio communications system and navi­gational equipment appropriate to the ground facil­ities to be used

NOTE: Caution should be exercised when in­stalled communications equipment interrupts

the navigation signal during transmissions.

OPERATING PROCEDURES

NORMAL

This airplane must be operated as a Normal Cate­gory airplane in compliance with the operating limi-

tations stated in the form of placards, markings, and

manuals, No acrobatic maneuvers, including spins,

are

appr oved.

The lateral stability augmentation system cutoff valve,
located in the left hand grip of the pilot's control wheel,

cuts off the system when depressed.

FAA

APPROVED

12/2

/74

MOOMEY

M20C

The roll-trim knob on the turn coordinator provides a
command trim function. Rotation in a clockwise direc-

tion trims right; counterclockwise rotation trims left.

Circuit breakers are located on the right hand side of
the co-pilot's instrument panel. The alternator circuit
breaker is on the circuit breaker panel. Circuit breakers
are push-pull or push-to-reset type.

A horn emitting an intermittent, then steady tone warns

of approaching stall.
A horn emitting an intermittent tone warns of a re-

tracted landing gear when power is reduced below 12
IN.

Hg manifold pressure.

All warning devices are inoperative when the master
switch

is

off.

Do not open storm window above 150 MPH (130 Knots).

Turn full carburetor heat on when reducing power for
descent or landing.

To preclude fuel starvation, avoid extreme sustained
side slips toward the tank in use when that tank con-

tains less than 36 pounds of fuel.

Retract flaps after landing.

EMERGENCY

Emergency procedures are contained in the Emergency
Procedures section of

the

Operator's Manual.

FAA

APPROVED

MOONEY

M20C

12/2/74

LOADING

IMFORMATJOM

It

is

the responsibility of the airplane owner and the

pilot to insure that the airplane

is

properly loaded.
Load the aircraft in accordance with the loading
schedule.

WARNING: See Weight

&

Balance Record for

loading schedule.

The

front seat positions can adversely affect CG limi­tations at the most rearward loading. Allowable bag­gage weight may be dictated by seat positions.

Maxi-

mum allowable weight in the baggage compartment

is

12

0

pounds.

WARNING: Maximum allowable weight in the

optional

hatrack

is

10

pounds. Carry only

soft, light objects in the

hatrack.

FAA APPROVED

SECTION

V.

EMERGENCY OPERATION

AND

PROCEDURES

MOONEY IvlODEL

M

20C

RANGER

MOONEY AIRCRAFT CORPORATION

FAA APPROVED MOONEY

M20C

12

/2

/74

EMERGENCY OPERATlONS

&

PROCEDURES

In case of engine fire, turn cabin heater off.
Turn carburetor heat FULL ON

if

icing conditions

are inadvertently encountered.

WARNING:

A

discharged storage battery may

prevent the gear

froin fully extending by elec-

trical power.

EMERGENCY GEAR-EXTENSION

To manually extend the landing gear:

1.

Pull landing gear actuator circuit breaker to

OFF position.

2.

Place gear switch in DOWN position.

3.

Push handci-ank engage lever forward to engage

drive mechanism.

4.

Crank handcrank cloclawise to fully lower the gear.
The gear is down-and-locked when the green light

comes on. In case of electrical

malfunction, check

the visual gear-down indicator marks for alignment.

CAUTION: Do not attempt to manually retract

the electric

lanciing gear.

WARNING: Do

not operate landing

gear

elcc-

trically with handcrank engaged.

FAA APPROVED MOONEY

M2OC

12/2

/74

POSITIVE CONTROL (LATERAL STABILITY +UGMENTATION
SYSTEM)

The pilot can override the system

at

any time in the

event of

a

P.

C. malfunction. Complete disengage-

ment may be accomplished by squeezing the cutoff

trigger

.

In the event of a partial or complete vacuum failure

(indicated by

a

red light on the glareshield), the
lateral stability augmentation system will automatic­ally become inoperative.

ALTERNATOR

POWER

LOSS

Resetting the main alternator circuit breaker will
usually restore an overloaded circuit. If after allow­ing the circuit breaker to cool, pressing the button
a second time does not reactivate the circuit, the
alternator circuit breaker must remain open and the
alternator field circuit breaker must be pulled out to
break the

alternat8r excitation circuit.

If the red alternator annunciator 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 comes on again pull the alternator

field circuit breaker out. All electrical equipment not
essential for flight should be turned off and the flight
terminated

as

soon

as

practical to correct the mal-

function.

SECTION

VI

PERFORMANCE

TAKEOFF DISTANCE

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

6.

3

LANDINGDISTANCE

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

6.4

CLIMBPERFORMANCE

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

6.5

AIRSPEED CORRECTIONS

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

-6-6

STALLSPEEDS

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

6-6

ALTITUDE CONVERSION

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

6.

7

CRUISE & RANGE

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

-6-8

*

=~OONEV

OPERATORS

MANUAL

All performance tables and graphs are gl'ouped in this sec­tion of the manual for quick and easy reference. This gra­phic information is presented to show performance that may

be

expected from the aircraft, and to assist you in planning

your flights with reasonable detail and accuracy. All data

has been compiled from test flights with the aircraft and
engine in good operating condition while using average pi­loting techniques. Note that the cruise performance data
(pages

6-8

thru

6-14)

makes no allowance for wind and nav-

igation errors.

All performance charts and graphs are

based

on operation with no wind on level, paved runways.
In using this data, allowances must be made for actual con­ditions.

A carefully detailed and analyzed flight plan will yield max­imum efficiency

.

After malring a flight plan based on
estimates taken from the data in this section, you should
check your actual performance and note the difference be-

--

tween your forecast conditions and actual flight perform­ance so that your future estimates

may be more accurate.

TAKEOFF DISTANCE (OVER-50 FOOT OBSTACLE)

5000

TAKEOFF CONDITIONS:

WING

FLAPS

--

TAKEOFF POSITION

HARD

SURFACE RUNWAY

POWER

--

2700 RPM,

MAX

MANIFOLD PRESSURE ZERO

WEND

41"

0"

900

740

660

540

1560

1280

1340

1000

960

715

2300

1715

LANDING DISTANCE (OVER 50-FOOT OBSTACLE)

WING

FLAPS

--

FULL

DOWN

APPROACH

IAS

--

80

MPH

/

69

KTS

GLIDE RANGE

CLIMB

PERFORMANCE

1.

GEAR

UP

3.

FULL

RICH

MIXTURE

AIRSPEED CORRECTIONS

iilic~t~s. Airspeed inclic;~turs

may

Ilnve

errors

up

to

2.

5

MPII

(2.

2

Knots).

STALL SPEEDS (POWER OFF)

GEAR

DOWN

GEAR

DOWN

1

KNOTS

49

53

60

7

8

CONDITIONS:

1.

GROSS WEIGHT

3.

IAS

IN

MPH

&

KTS

2.

POWEROFF

4.

FORWARD CG

.

ALTITUDE CONVERSION

TAS

=

CAS

X

Example: If ambient temperature is

80°F

and pressure altitude is

4000

feet,

standard altitude is

6000

feet and the factor

I/&=

is

1.093.

TEMPERATURE

CRUISE & RANGE DATA CONDITIONS:

All Cruise

and Range Data tables alhw for: a climb

out at

lrlaxiilluin availzble power, full-rich mixture,

and best rate-of-climb airspeed to cruise altitude; a

cruise to destination at the specified power and mix­ture setting; and a 45-minute fuel reserve at the same
altitude and power setting. The data is also based on

52

gallons of usable fuel, standard atmosphere, and

no

wind. Talte-off weight is

2575

pounds or 2200pounds.

2.

The data

is

taken from flight tests at full-rich mixture

setting above

75

percent rated power and at a leaned

mixture setting for cruise at

75

percent rated power

or less. (See page 3-16)

3.

When interpolating the cruise and range data for non-

standard conditions, note that each

10'~ increase a­bove standard temperature will cause a one percent
reduction in horsepower, while each 10°F decrease
below standard temperature will cause

a

one percent

increase in horsepower

.

CRUISE

&

RANGE

AT

SEA LEVEL

59°F

CRUISE & RANGE

AT

2500

FT,

50°F

CRUISE & RANGE

AT

5000

FT,

41°F

CRUISE & RANGE

AT

7,500

FT,

32°F

CRUISE & RANGE AT 10,000

FT,

23°F

SECTION VII

.

SERVICING

GROUND HANDLING

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

TOWING 7-3

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

TIEDOWN

7-3

C

.

*

SERVICING

REFUELING

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

7-4

ENGINE LUBRICATION

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

7-6

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

GEAR & TIRE SERVICE 7-8
BATTERY SERVICE

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

7-8

MAINTENANCE

PROPELLERCARE

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

7-9

EXTERIOR CARE

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

7.

9

INTERIOR CARE

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

7.10

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

REQULRED DATA 7.

11

*

=moofUU-

OPERATORS MANUAL

GROUND

HANDLING

Scheduling of preventive maintenance is largely your re­sponsibility as the aircraft operator. A general knowledge
of the working order of the aircraft

is

necessary to perform
day-to-day service procedures and to deter mine when un­usual service or shop maintenance

is

needed.

Service information in this section of the manual is limited

to service procedures which you, the operator, will normal-

ly perform or supervise yourself. Accomplishment of these

service procedures will not adequately substitute for

50-

hour, 100- hour, and annue.1 inspections and specialized main-

tenance at Mooney Service Centers.

It

is

wise to follow a planned schedule of periodic lubrication

and preventive maintenance based on climatic and operating

conditions where your aircraft is in service. Federal Avi-

ation Administration regulations require that all airplanes

have annual

inspectiolls perfornled by a designated FAA

representative. A 100-hour periodic inspection by an

"ap-

propriately-rated mechanic" is required if the aircraft

is

flown for hire. YAA Regulations also state that "the owner

or

operator of an aircraft is primarily responsible for main-

taining that aircraft in an airworthy condition

. . . .

In ad-

dition, he shall ensure that

mairltenance personnel make

appropriate entries in the aircraft and engine records indi-

cating the aircraft has been released for service.

"

This

responsibility also includes keeping

"a chronological listing
of compliance with mandatory service bulletins, Airworthi­ness Directives, and the method of compliance." It

is

fur-

ther the responsibility of the aircraft owner or operator to

obtain service information pertaining to his aircraft. The
manufacturer

makes this information available to the owners

through its distributors and dealers, and also

froin the fac-

tory. An index of current service information

pertainirg to

aircraft, by serial number, may be obtained by

subscription

(without cost) from Mooney Aircraft Corporation from its

distributors

and dealers. It is advisable that Mooney owners
keep in contact with authorized Moorley service facilities to
ensure compliance with pertinent service information.

Should an extraordinary or

difficult problem arise con-

cerning repair or upkeep of

your aircraft, consult the

Customer Service Depart­ment, Mooney Aircraft
Corp. Box 72,

Kerrville,

Texas 78028. Phone Area

Code 512 257-4043.

TOWING

For maneuvering the air­craft in close quarters, in
the hangar, or on the ramp,
use the tow bar furnished
with the aircraft loose FIGURE

7-

1.

TOWING

equipment. Figure

7

-

1

shows the tow bar attached

to the nose gear for manual

ground maneuvering. When using the tow bar, never ex-

ceed the maximum nose

gear

"

turning angle indicated on the
nose wheel turn indicator.
Towing the aircraft with an-

other vehicle

is

not recom-

mended, as damage to the

gear structure could result.

TIEDOWN

As a precaution against wind
damage, always tie down the

aircraft w hen parked outside.
Removable wing

tiedown eye-

bolts, supplied with the loose

FIGIJRE 7-2. REMOV-

equipment, screw into wing

ABLE

TIEDOWN

EYE

receptacles marked HOIST

BOLT LOCATION

POINT just outboard of each

'I,

idb

~OON~V

ERATORS

MANUAL

main gear as shown in Figure

7-2.

~e~lac& these eyebolts

with jack point fixtures when it

is

necessary to lift the air-

craft with jacks.

The tail

tiedown ring

is

under the tail skid.

To tie down the aircraft:
(1)

Park the airplane facing the wind.

(2)

Fasten the co-pilot seat belt through the flight control

wheel.

(3)

Fasten strong ground-anchored chain or rope to the in­stalled wing

tiedown eyebolts, and place wheel chocks

fore and aft of each wheel.

(4)

Fasten a strong ground-anchored chain or rope to the
empennage

tiedown ring.

FIGURE

7-3.

TIEDOWN

REFUELING

Integral sealed tanks

in

the front inboard sections of the

wings carry the fuel. With the aircraft standing on level

*

m00NIEV

ERATORS MANUAL

ground, service each fuel tank after flight with 100/130
octane aviation-grade gasoline.

Before filling the fuel tanks when planning a maximum

weight flight configuration, consult the Weight

&

Balance

Record in the airplane file for loading data.

CAUTION: Never use aviation fuel of a lower

grade than

100/130 octane.

Aviation fuel grades

can be distinguished

by

their color:

80/87 octane

is red, 91/96 octane is blue,

100/130 octane is

green,

115/145 octane is purple.

Sample fuel from the sump drain in

each tank before the

first flight of the day and after each refueling to check for

water or sediment contamination.

WARNING: Allow five

minutes after refueling for

water and sediment to settle

in the tanli and fuel

selector valve drain before taking fuel

sainples or

draining the selector valve.

FIGURE

7-4.

FUEL

SAMPLdFG

Figure 7-4 shows tank sump
drain access. These drains
are near each

wing root for-

ward of the wheel wells.

A

small plastic cup is supplied
in the loose equipment kit
for obtaining fuel samples.

To

collect a fuel sample,
insert the cup actuator prong
in the sump

drain receptacle
and gush upward to open the
valve

nlollientarily and drain
fuel into the cup. If water is
in the fuel, a distinct line

separating the water

from

the gasoline will be seen

*

-mooruav-

OPERATORS

MANUAL

through the transparent cup
wall. Water, being heavier.
will settle

to'the bittom of

'

,

the cup, while the colored

fuel will remain

on top.
Continue taking fuel samples
until all water is purged
from the tank.

The fuel tank selector valve
drain

control

is

on the cabin
floor forward of the pilot's
seat. To flush the fuel selec-

7-5. SELECTOR

tor valve sump and the lines

VALVE CONTROLS

leading from the wing tanks

to the selector valve, turn the selector handle to the left,
and pull the fuel drain control

for, about five seconds. Re-

peat

the

procedure for the right tank, being sure that the

fuel drain control

lu~ob

is

returned to the closed position

and that the drain valve is not leaking.

ENGINE LUBRICATION

The new Lycoming engine
has been carefully run-in

I

and rigidly tested at the
factory.

byerate the new

engine at full power within

the

limitations given in Sec-

tion

V.

I3efore every flight,

check

the engine oil level

nncl

replenish as necessary.

(During the first

50

hours

of

ol~erntion, add only
straight mineral oil. Do
not add a detergent-type
oil.

)

Oil capacity is eight

quarts. Figure 7-6 shows

<he dipstickand

its

access

FIGURE

7-6.

OIL DIP- cover located in the rear

STICK ACCESS

area of the engine cowling.

idb=

i-

OPERATORS MANUAk

The preservative oil in the new engine should be removed
after the first 25 hours of operation. Replace the original
preservative oil with only straight mineral oil. Do not
change to or add additive-type oil (high detergent or com­pounded) during the first

50

hours of operation, or until a

normal rate of oil consumption

has

been established.

After oil consumption has stabilized, any straight mineral
or additive-type engine oil may be used that conforms to

Lycoming specification No.

301E. Following the break-in

period

it

is permissible to change from straight mineral

(break-in) oil to an additive (high detergent)

oilsand observe

the normal oil-change intervals.

However, when changing from straight

mineral oil to an

additive-type oil at a later time (up to 250 hours after break-

in), the following precautionary measures should be ob­served

:

(1) Change the oil againafter not more than five hours of

(2)

Check all oil screens for evidence of sludge or plugging.
Change the oil every 10 hours

if

sludge conditions pre-

vail. Change the oil at normal intervals after sludge

conditions improve.

(3)

If the engine has been allowed to operate on straight

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
for at least 50 hours.

Your Mooney service and marketing center will change the
engine oil in addition to performing all other service and
inspection procedures needed when you bring your airplane
in for its 50-hour, 100- hour, and annual periodic inspections.

The engine oil should, however, be replaced at 25-hour

intervals after prolonged flight

ic

adverse weather, after

continuous operation at high power settings, or when making

short flights with

long ground-idle time. Excessive oil sludge

buildup indicates

that

the oil system needs servicing

at

less

than 50-hour intervals.

'i

*

moo~._v-

OPERATORS

MANUAL

Lycoming Service Instruction No. 1014 (latest revision) lists

recommended oil types

apd replacement intervals. Your

=

Mooney service and marketing centers have approved brands

-

of IuDrlcating oil and all consumable materials necessary to

servlce your airplane.

GEAR TIRE SERVICE

The aircraft

is

equipped with standard-brand tires and tubes.

Keep the main gear tires inflated

at

30 PSI and the nose tire

at

30 PSI for maximum service life. Proper inflation will

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
gear and

exoosed gear retraction system components free of

mud and ice to avert retraction interference and binding.
The gear warning horn may be checked in flight by retard-

ing the throttle with the gear up. The gear

'

horn should

sound with

a

regular, intermittent note at about 12 inches

manifold pressure.

BATTERY SERVICE

The 12-volt 35-ampere-hour electrical storage battery is

located in the left side of the engine compartment. Check
battery fluid level every 25 flight hours or each 30 days,
whichever comes first. To gain access to the battery, open
the battery access door in the top left engine cowling.

To service the battery, remove the battery box cover and

check the terminals and connectors for corrosion. Add
distilled water to each battery cell

as

necessary; keep the

fluid

at

one-quarter inch over the separator tops. Check

the fluid specific gravity for

a

reading of 1.265 to 1.275.

A

recharge

is

necessary when the specific gravity

is

1.240

MANUAL

or lower. Start charging

at

four amperes and finish at two

amperes; do not allow

Eattery temperature to rise above

120'~ during recharging. Keep the battery at full charge

,

"i

to prevent freezing in cold weather and to prolong service

life.

CAUTION: The alternator and voltage regulator op­erate only as

a

one-polarity system. Be sure the

polarity

is

correct when connecting a charger .or

booster battery.

If

appreciable corrosion

is

noticed, flush the battery box
with a solution of baking soda and water. Do not allow soda
solution to enter the battery cells. Keep

cable connections
clean and tightly fastened, and keep overflow lines free of
obstruction.

MAINTENANCE

PROPELLER

CARE

'

The high stress to'which propeller blades are subjected

\a.

makes their careful inspection and maintenance vitally im-

portant. Check the blades for nicks, cracks, or indications

of other damage before each flight. Nicks tend to cause
high-stress concentrations in the blades which,

if

ignored,
may result in cracks. Have any nicks deeper than approxi­mately

.0l0

inch removed before the next flight.

It

is

not unusual for the propeller to have some eid

as
a result of manufacturing tolerances in the parts. This end
play has no adverse affect on propeller

performance, be-

cause centrifugal force firmly seats the blades when in op-

eration.

EXTERIOR CARE

As with any paint applied to a metal surface, an initial cur­ing period

is

necessary for developing the desired qualities

t

of durability and appearance. Therefore, do not apply wax
or polish to the new aircraft exterior until two or three

months after

deuvery. Wax substances will seal paint from

I