OPERATORS MANUAL

this warranty shall be macle by Mooney without charge for the p a r t s , or labor for removal, installation and/ or actual r e p a i r of defective parts. 5 , This warranty does not apply to Aircraft, equipment, a c c e s s o r i e s , or other parts manufactured o r sold by Downloaded from www.Manualslib.com manuals search engine Mooney which have been subject t o m i s u s e , 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 i t s performance or reliability. Further, this warranty does not include norinal maintenance s e r - vices (such a s engine tune-up, cleaning, control rig- ging, brake and other mechanical a d j u s t n ~ e n t s , n~aintenanceinspections, etc. ) and the replacelllent of s e r v i c e items (such a s sparlr plugs, brake linings, f i l t e r s , hoses, belts, t i r e s , etc. ) nlade in connection with such s e r v i c e s or required a s maintenance, nor t o normal deterioration of soft t r i m and appearance itellis (such a s , paint, upholstery, rubber-like items, etc. ) clue to wear anct exposure. T h i s warranty shall extend to any owner (hereafter "Owner") of the Aircraft making claiill within the specified warranty period. T H I S WARRANTY B Y IdIOONEY I S tIADE E X P R E S S L Y I N L I E U OF ANY OTHER P ' A R R A N T I E S EXPRESSED OR III- P L I E D I N F A C T OR B Y LAW, I N C L U D I N G ANY I I I P L I E D WARRANTY OF M E R C H A N T A B I L I T Y OR F I T N E S S FOR A P A R T I C U L A R PURPOSE, AND I S I N L I E U OF ANY OTHER O B L I G A T I O N OR L I A B I L I T Y CPJ THE PART OF iiOONEY TCI ANYONE OF ANY NATURE PIHATSOEVER B Y REASON OF T H E IIANUFACTURE A N D / O R T H E S A L E A N D / O R THE U S E OF SUCH A I R C R A F 1 , 1100NEY S H A L L I N NO E'JENT B E L I A B L E TO ANY OWNER OR T O ANY OTHER PARTY OR P A R T I E S FOR S P E C I A L , I N C I D E N T A L OR CONSECUEN- T I A L LOSS OR DAiiAGES OR FOR A N Y OTHER LOSS OR D A M A G E T O P R O P E R T Y A N D / O R I N J U R Y O R D E A T H T O PERSONS OTHER THAN FOR THE PROPERTY DAliAGE TO S U I I J E C T A I R C R A F r P R O X I M A l - E L Y R E S U L T II'JG F R O / , ANY B R t A C H BY MOONEY OF T H E A F O R E S T A T E D l.!ARRANTYt IIOONEY N E I T H E R ASSUMES NOR A U T H O R I Z E S BU'IER OF ANYONL E L S E TO A S S U l l E FOR I T ANY O B L I G A T I O N OR L I A B I L I T Y I N C O N N E C T I O N W I T H T H E A I R C R A F T SUB- JECT HEREOF, OTHER THAN THOSE E X P R E S S L Y S E T OUT H E R E I N , NO B I L L OF S A L E OR T R A N S F E R OF T I T L E TO T H I S A I R C R A F T S H A L L N U L L I F Y T H E P R O V I S I O N S H E R E O F , Downloaded from www.Manualslib.com manuals search engine S E C T I O N I . G E N E R A L 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 Downloaded from www.Manualslib.com manuals search engine MANUAL DESIGN FEATURES The MOONEY RANGER (M20C) i s a low-wing four- place a i r c r a f t with a retractable g e a r . A four- cylinder engine powers the a i r c r a f t for economical, high-performance flight. Licensing under Federal Aviation Administration regulations a s s u r e s that your Mooney meets the requirements of Normal Category a i r c r a f t . AIRFRAME The a i r f r a m e has a welded, tubular-steel cabin struc- t u r e enclosed in sheet-aluminum skins. Stressed skins rivet t o main and auxiliary s p a r s in the wing, stabilizer, and vertical fin. The laminar-flow wing has full wrap- around skins with flush riveting over the forward top two t h i r d s of the wing a r e a . For pitch t r i m control, the empennage pivots on the aft fuselage. A torque-tube-driven jack s c r e w , bolted t o the r e a r tail con^ bulkhead, s e t s the stabilizer angle. The forward-opening cabin door provides a c c e s s t o both front and r e a r s e a t s . The baggage compartment door i s above the wing trailing edge to enable baggage loading f r o m the ground. POWER PLANT The powerplant i s a four-cylinder a i r cooled engine that develops 180 horsepower. A 60-ampere 12-volt alterna- t o r supplies ample electrical power for a l l standard and optional equipment a t a l l engine speeds from warmup t o flight power settings. The hydraulic propeller governor, using oil p r e s s u r e for increasing blade pitch t o control engine speed, regulates the controllable-pitch constant-speed propeller. Spring and blade aerodynamic f o r c e s d e c r e a s e blade pitch. Downloaded from www.Manualslib.com manuals search engine FLIGHT CONTROLS Conventional dual controls link to the control s u r f a c e s through push-pull tubes. The co-pilot's rudder pedals a r e removable. The Mooney Positive Control ( P . C. ) system is standard equipment. P. C . is a l a t e r a l stability augmentation s y s - t e m that provides a high degree of roll and yaw stability, thereby enhancing the inherent wings-level flight charac- t e r i s t i c s of the a i r c r a f t . The system works full t i m e from takeoff through landing but can be easily deactivated or overpowered for flight maneuvers. P. C . allows you, the pilot, t o devote more time t o navigation, traffic s u r - veillance, and communications. LANDING GEAR The tricycle landing gear allows maximum taxi vision and ground maneuvering. Hydraulic disc brakes and a s t e e r - able nose wheel aid in positive directional control during taxiing and crosswind landings. The landing gear i s electrically actuated. A gear warning horn along with r e d 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 i s attained. An emergency gear exten- sion system i s provided. SPECIFICATIONS OUTLINE POWER PLANT T Y P E : Four- cylinder, a i r cooled, horizontally opposed, $ 4 Downloaded from www.Manualslib.com manuals search engine * 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 . . . C a r b u r e t o r , Marvel-Schebler MA-4-5 . . . Magnetos, Scintilla S4LN-200 S e r i e PROPELLER TYPE : Constant-speed, hydraulically controlled propeller with a single-acting governor. Model (Hartzell) . . . H C - C ~ Y K -1B/7666 A-2 . . . . . . . . . . . . Diameter. 74 IN. Blade Angle (@ 30 IN. STA) : . . . . . . . . . . . . Low 130 + 0° . . . . . . . . . . . . High 2 g 0 + 2 0 - LANDING GEAR T Y P E : Electrically retracted tricycle g e a r with rub- ber shock d i s c s , steerable nose wheel, and hydraulic disc brakes. . . . . . . . W h e e l B a s e 5 F T 6 - 9 / 1 6 I N . . . . . . . . . Wheel Treaci 9 F T 3/4 IN. T i r e Size : . . . . . . . . . . . . . Nose 5 . 0 0 ~5 . . . . . . . . . . . . M a i n . 6 . 0 0 ~ 6 T i r e P r e s s u r e : . . . . . . . . . . . . . . Nose 30 PSI M a . . . . . . . . . . . . . . 30 PSI Downloaded from www.Manualslib.com manuals search engine *- ~ ~ O N E V OPERATORS MANUAL FUEL & OIL Usable F u e l Capacity . . . . . . . 52 GAL Minimum Fuel Octane Rating (aviation grade) . . . . . . . . 91/96 Oil Capacity (6 QTS MIN for flight) . 8 QTS WEIGHT & LOADING G r o s s Weight . . . . . . . . . . 2575 LBS Approximate Einpty Weight (with standard equipment) . . . 1525 LBS Useful Load . . . . . . . . . . . 1050 LBS Wing Loading @ G r o s s Weight . . 15.1 PSF Power Loading @ G r o s s Weight . . 14.3 PHP BAGGAGE COMPARTMENT Maximum Baggage Loading (unless limited by weight envelope) . . . . . . . . . 120 LBS Downloaded from www.Manualslib.com manuals search engine FIGURE 1- 1 DIMENSIONED THREE VIEW 1-6 Downloaded from www.Manualslib.com manuals search engine SECTION II . SYSTEMS OPERATIONS POWER PLANT . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROLS 2-4 . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM 2-5 . . . . . . . . . . . . . . . . . . . . . . . F U E L 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 F L A P 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 & S A F I ~ YBELTS . . . . . . . . . . . . . . . . 2-18 BAGGAGE & CARGO AREAS . . . . . . . . . . . . . . 2-18 Downloaded from www.Manualslib.com manuals search engine Acquiring a working knowledge of the aibcraft's controls and equipment i s one of your important f i r s t steps in de- veloping a fully efficient operating technique. This Sys- t e m s Operations section describes location, function and operation of systems' controls and equipment. It i s ad- visable for you, the pilot, t o familiarize yourself with all controls and s y s t e m s while sitting in the pilot's seat and rehearsing the s y s t e m s operations and flight procedures portions of this manual. Downloaded from www.Manualslib.com manuals search engine - m o o ~ e v E OPERATORS MANUAL POWER PUNT ENGINE CONTROLS The engine control l e v e r s a r e centrally located, between the pilot and co-pilot, on the engine control pedestal. The throttle lever regulates manifold p r e s s u r e . Pushing the lever forward i n c r e a s e s the setting; pulling the lever aft d e c r e a s e s the setting. The propeller control l e v e r , with i t s crowned knob, con- t r o l s engine RPM through the propeller governor. Push- ing the lever forward i n c r e a s e s engine RPM: pulling the lever aft d e c r e a s e s RPM. The mixture control l e v e r , with i t s r e d hexagon knob, e s - tablishes the fuel-air r a t i o (mixture). Pushing the lever full forward s e t s the mixture t o full-rich, pulling the lever aft leans the mixture, and pulling the lever t o i t s maximum aft travel position closes the idle cutoff valve, shutting down the engine. P r e c i s e mixture settings may be esta- blished 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 t o the right of the engine control pedestal, allows the selection of heated induction a i r to prevent carburetor icing or t o melt accumulated ice in the carburetor venturi. The engine will operate on unfiltered a i r when the carburetor heat control knob i s pulled out, and dirt and foreign sub- stances can l-te taken into the engine causing rapid cylinder and piston w e a r . Therefore, the use of carburetoi heat o13 the ground, except for testing system operation, i s not recommended. ', Downloaded from www.Manualslib.com manuals search engine -ar~ s J O N E ~ OPERATORS MANUAL Clock 21. Airspeed Indicator 22. Artificial Horizon 23. Altimeter 24. Engine Cluster Gage- 25. F u e l Quantity, 26. Oil Temp, 2 7. Oil P r e s s u r e , 28. Cylinder Head 2 9. T e m p e r a t u r e , 30. Ammeter 31. Landing Gear Switch Landing G e a r 32. Position Lights 33. Outside Air 34. T e m p e r a t u r e Gage Magnetic Conlpass Pilots Checlr List 35. Annunciator Lights - Aircraft Registration, 36. Landing Lights , F u e l P r e s s u r e , 3 7. High & Low Vacuum, 38. High and Low Voltage 39. Radio Panel Radio Panel 40. Manifold P r e s s u r e and 41. F u e l P r e s s u r e Gage C a r b u r e t o r Air T e m p 42. Gage o r Exhaust G a s 43. T e m p e r a t u r e Gage 44. Circuit B r e a k e r Panel 45. Tachometer 46. Cigar Lighter 47. Not Used. 48. C a r b u r e t o r Heat Control 49. Flap Contr 01 Switch Mixture Control Quadrant Friction Control Parking Brake Control Cabin Vent Control Cabin Heat Contr 01 Microphone J a c k Headset J a c k T r i m Control Wheel F u e l Tank Selector Valve T r i m and Flap Position Iildicat or Heater and Vent Louvers Ash T r a y Instrument Light Color Selector - Red & White Instrument Panel Light Controls P r o p e l l e r Governor Control Throttle Landing Light Switch E l e c t r i c a l Circuit ~ r e a k e r / ~ w i t c h Rate of Climb Indicator Electrical Circuit ~ r e a k e r / ~ w i t c h e s Directional Gyro Not Used T u r n Coordinator Magneto/Starter Switch Omni Indicator Omni Indicator ADF Indicator Radio Microphone Downloaded from www.Manualslib.com manuals search engine -~ O O N E V OPERATORS MANUAL All engine instruments except the EGT gage, tachom- e t e r and fuel and manifold p r e s s u r e gages a r e grouped in the left instrument panel. Color a r c s on instrument f a c e s m a r k operating r a n g e s . Proper interpretation of engine instrument readings is essential for selecting optimum contr 01 settings and for maintaining maximum c r u i s e fuel economy. Engine limitations a r e given in Section I V . IGNITION SYSTEM The left magneto has a s e t of fixed r e t a r d b r e a k e r points that aid in smoother, e a s i e r starting. A battery-powered starting vibrator supplies a long-duration, boosted s p a r k . The starter-ignition switch, mounted on the left of the in- strument panel, combines both ignition and starting func- tions. Turning the ignition key clockwise through R, L , and BOTH t o the START MAG position and then pushing for- ward on the key and receptacle engages the s t a r t e r . Re- leasing the key when the engine s t a r t s allows the switch t o r e t u r n by spring action t o the BOTH position. F o r safety, the starter-ignition switch must be left a t O F F when the engine i s not running. FUEL SYSTEM Two integral sealed sections c a r r y the fuel in the forward inboard a r e a of the wings. Full fuel capacity is 52 gallons. T h e r e a r e sump d r a i n s at the lowest point in each tank for taking fuel s a m p l e s t o check for sediment contamination and condensed water accumulation. Section VII d i s c u s s e s the fuel sampling procedure. The . r e c e s s e d three-position fuel selector handle on t h e cabin floor s e t s the selector valve below the floorboard for LEFT tank, RIGHT tank, or the O F F position. T h e fuel selector va%e assembly contains a valve for draining condensed water and sediment f r o m the lowest point i n the Downloaded from www.Manualslib.com manuals search engine =.LIF~ O O N E V OPERATORS MANUAL fuel lines before the f i r s t flight of the d a ~ and after each refueling. Section VII discusses the selector valve flushing procedure. Fuel feeds f r o m one tank at a time t o t h e selector valve and through the electric fuel pump enroute t o the engine- driven pump and the carburetor unit. Electric fuel- level t r a n s m i t t e r s in the tanks operate fuel gages in the engine cluster. The master switch actuates the fuel quantity indicator system t o maintain a n indication of fuel remaining in each tank. The fuel p r e s s u r e gage r e g i s t e r s fuel p r e s s u r e in the line t o the carburetor. Vents in each fuel tank allow for overflow ventilation. OIL SYSTEM The engine h a s 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- p e r a t u r e s a r e below normal or when the cooling radiator is blocked. The engine oil should be kept a t 6 t o 8 q u a r t s . Lycoming Service Instruction 1014 (latest revision) gives recom - mended oil specifications and oil change intervals. ENGINE COOLING The down-draft engine cooling s y s t e m 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 a r e fixed in a position that allows proper a i r 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 Downloaded from www.Manualslib.com manuals search engine MANUAL Mooney Positive Control system. Air entering the vacuum-powered instruments i s filtered; hence, sluggish o r e r r a t i c operation of vacuum-driven instru- ments may indicate that a clogged vacuum filter element is preventing adequate a i r intake. The vacuum an- nunciator light will illuminate steadily for Hi Vac and flashes for Laow Vac indication. INSTRUMENTS FLIGHT INSTRUMENTS A l l primary flight instruments a r e grouped on the shock- mounted flight panel directly in front of the pilot's s e a t . Optional gyro instruments may be installed in the standard T-grouping with the attitude gyro a t top center and the directional gyro immediately below. The standard airspeed indicator and sensitive altimeter c r o s s the "T". T h e stan- d a r d 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 i s installed in the left of the flight panel. T h e r e is space and lighting for four optional radio indicators on the right side of the flight panel. Downloaded from www.Manualslib.com manuals search engine &bF ~ O O N E V PERATORS M A N U A L A pitot tube, mour~tedon the lower s u r f a w of the left wing, picks up airspeed indicator r a m a i r . A heated pitot prevents pitot tube icing when flying in moisture- laden a i r . A drain valve i s located on the forward bottom skin of the left wing just outboard of the wing fillet. Static ports on each side of the t a i l cone supply static a i r p r e s s u r e for the altimeter, the a i r s p e e d indicator, and the vertical speed indicator. A drain valve i s located on the fuselage bottom skin below the tail cone a c c e s s door. An alternate static p r e s s u r e 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 t o near s t a l l speed. T h e sound becomes steady a s the a i r c r a f t approaches a complete stall. T h e r e a r e two landing gear position lights; one i s a green GEAR DOWN' light and the other i s a r e d IN-TRANSIT light. No, light shows when the gear i s full up. Inadvertent posi- tioning of the gear switch t o the up position while the a i r - craft i s on the ground will cause both the r e d and green t o be illuminated and the warning horn t o souild if the throttle i s closed. FLIGHT CQNTROLS PRIMARY FLIGHT CONTROLS Push-pull tubes with self-aligning rod end bearings actuate the p r i m a r y flight control surfaces. Beveled aileron trail- ing edges help reduce pilot control f o r c e s required for flight Downloaded from www.Manualslib.com manuals search engine maneuvering. A spring- loaded interconnect de- vice indirectly joins the a i l e r o n and r u d d e r con- t r o l s y s t e m s t o a s s i s t in l a t e r a l stability during flight maneuvers. Control s u r f a c e gap s e a l s mini- m i z e airflow through the hinge s l o t s and r e d u c e d r a g . M A P LIGHT SWITCH I ' FIGURE 2 - 2 . P . C . SYSTEM CONTROLS POSITIVE CONTROL T h e Mooney Positive Control ( P . C . ) s y s t e m provides a high d e g r e e of r o l l and yaw stability, thereby en- hancing t h e inherent wings-level flight c h a r a c t e r i s t i c s of t h e a i r c r a f t . Positive Control w i l l hold a r e a s o n - a b l e heading over a long period of t i m e when the a i r - c r a f t i s t r i m m e d properly. However, without the installation of a magnetic heading lock, P . C . will not maintain a n absolute preselected heading. T h e s y s t e m is a pneumatically operated, two-axis auto- matic control sul)erimposecl on the p r i m a r y flight control s y s t e m s . A n electro-vacuum powered t u r n coordinator supplies pneumatic inputs t o s e r v o units that link t o the a i l e r o n and rudder control s y s t e m s . Since tlte engine- clrivert vacuum pump i s the power s o u r c e , P. C . i s opera- tive whenever the propeller is windmilling a t m o r e than 1000 R P M . T h e t r i g g e r switch on the left hand g r i p of the pilot's c o n t r o l wheel is shown in F i g u r e 2-2. Depressing t h i s switch any t i m e during flight will r e n d e r the Positive Control s y s t e m completely inoperative for flight maneu- Downloaded from www.Manualslib.com manuals search engine MANUAL v e r s or manual flying. When the cutoff gwitch is r e - leased, the a i r c r a f t will r e t u r n unassisted t o wings- ].eve1 flight. P. C . can be manually overridden with little effort if the s y s t e m should malfunction. Manually over-powering the system will not damage the a i r c r a f t o r the P. C . components. The roll-trim knob on the turn coordinator, a s shown in Figure 2-2, provides a n aileron t r i m function through the P. C . s y s t e m . Rotating the ltnob t r i m s the a i r c r a f t about i t s r o l l a x i s t o compensate for a s y m m e t r i c a l fuel and passenger loadings. The P . C . systeim is installed t o help alleviate pilot fatigue. But lilte any other system in the a i r c r a f t , P. C must be monitored for proper functioning. TRIM CONTROLS For pitch t r i m control, the entire empennage pivots on the tail cone attachment points t o increase or d e c r e a s e the horizontal stabilizer angle. This design allows flight t r i m establishment with minimum control s u r f a c e deflec- tion. A t r i m indicator located on the console indi- cates stabilizer t r i m position. Forward rotation of the t r i m wheel lowers the nose; r e a r w a r d rotation n i s e s the nose in flight. WING FLAP CONTROLS The flap control on the right of the engine control pedes- t a l operates the electrically-actuated wide-span wing flaps. Moving the control t o the U P position, r e t r a c t s the flaps. The position of the flaps can be noted f r o m the flap position indicator. The control has a detent to a s s i s t the pilot in detecting the takeoff flap setting. Downloaded from www.Manualslib.com manuals search engine *~ O O N S V OPERATORS MANUAL ELECTRIC GEAR RETRACTION SYSTEM The two-position electric gear control switch, iden- tified by its wheel-shaped knob, i s located at the top of the instrument panel above the throttle. T h e r e a r e three ways t o s e e that the electrically- actuated gear is down-and-locked: (1) The green gear -down annunciator light illumi- nates. (2) The indicator marks align a s s e e n on the floor- board visual gear-position indicator. (3) The gear warning horn does not sound a t approach power setting of below 12 inches mani- fold p r e s s u r e . A g r e e n GEAR DN light, a r e d IN TRANSIT light, and a warning horn provide visual and audible gear position signals. The green light (GEAR DN) shows continuously when the gear i s fully extended. Both lights a r e out when the gear i s fully retracted. The illuminated gear-down position indicator in the floorboard aft of the center console has two m a r k s that align when the gear i s down. Retarding the throttle below 12 inches inanifold p r e s s u r e 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 r e - traction system prevents inadvertent landing gear retraction. The safety switch i s not intended t o substitute for the gear switch in keeping the gear extended while taxiing, taking off, or landing. Downloaded from www.Manualslib.com manuals search engine E M E R G E N C Y G E A R - E X T E N S I O N SYSTEM The emergency gear extension handcrank on the left uphol- s t e r y panel near the pilot's knee is for manually driving the electric gear actuating motor t o extend the gear i f the electrical system should malfunction. Section IV dis- c u s s e s the emergency gear extension procedure. BRAKE 8 STEERING SYSTEMS The main gear wheels incorporate self-adjusting disc- type hydraulic brakes. The pilot's rudder pedals have individual toe-actuated brake cylinders linked to the rudder pedals. Depressing the toe pedals and pulling out the parking brake control on the console s e t s the b r a k e s f a x parking. Pushing the parking brake control forward r e l e a s e s the b r a k e s . It is inadvisable t o s e t the parking brake when the b r a k e s a r e overheated after heavy braking or when outside t e m - p e r a t u r e s a r e unusually high. Trapped hydraulic fluid may expand with heat t o damage the system. Wheel chocks a r e normally used for long-term parking and mooring. Rudder pedal action s t e e r s the nose wheel. Gear r e t r a c - tion relieves the rudder control system of i t s nose wheel steering and centers the wheel t o permit retraction i r i t o 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 $* Downloaded from www.Manualslib.com manuals search engine supply electrical power for equipment operation. The a m m e t e r in the engine instrument display indicates battery charging r a t e . A power loss in the alternator or voltage regulator will be shown a s a discharge read- ing on the a m m e t e r ; a discharged battery will be indi- cated as a high-charge reading. The voltage regulator adjusts alternator output t o current load while maintaining a constant voltage level. A11 a l t e r - nator warning light illuminat e s 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 b r e a k e r s protect a l l of the electrical circuits. Circuit b r e a k e r s auto- matically b r e a k the electrical c u r r e n t flow i f the s y s t e m s receive a n overload, thus p r e - venting damage t o electrical wiring. The main circuit breaker panel is i n the e x t r e m e right panel. F i g u r e 2-3 illustrates the main circuit b r e a k e r panel with i t s push-pull stan- dard equipment circuit b r e a k e r s . All rocker- switch circuit b r e a k e r s a r e at the bottom of FIGURE 2--3. the flight panel. MAIN CIRCUIT BREAKER PANEL Downloaded from www.Manualslib.com manuals search engine ias~ O O N E V OPERATORS MANUAL *a LANIIING GEAR GEAR WARNING STALI. WARNING ALTERNATOIT FIELD IGNITION & CIG LTR A U'I'O1'11.OT ( O W " INSTl{lJh1EN1'S I'C TITIGGEIT 8. 'TUIIN C O O I ~ r l VACUUhl WAftNING INSTRUMENT LTS ( L E F T ) INSTRUMENT LTS (RIGlfT) F U E L BOOS'I' PUMP PITOT HEAT STRODE 1,IC;HT ROTATING BLACON ( O P T ) 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 ( O P T ) FIGURE 2-4. E L E C T R I C A L SYSTEM SCHEMATIC 2 -14 Downloaded from www.Manualslib.com manuals search engine i d b~OONEV- OPERATORS MANUAL The alternator push-pull circuit breaker on the main breaker panel furnishes a n emergency overload b r e a k between the alternator and the individual push-pull circuit b r e a k e r s . Resetting the alternator circuit breaker will usually r e s t o r e a n overloaded circuit. If pressing the button a second time does not reactivate the circuit, the alternator circuit breaker must r e - main open and the alternator-field circuit breaker must be pulled out t o break the alternator excitation circuit. Since the alternator i s 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 b r e a k in the alternator field excitation circuit in the event of alternator or voltage regulator malfunction. If the regulator output voltage exceeds limits, the r e d alternator warning light illuminates steadily. Turning off a l l radio equipment, and then turning master switch off and on, will r e s e t 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- t e r y i s the only s o u r c e of electrical power; therefore, a l l electrical equipmerlt not essential for flight should be turned off and the flight terminated a s soon a s prac- tical to correct the malfunction. ANNUNCIATOR LIGHTS The landing g e a r lights a r e a t the top of the instrument panel by the landing gear switch. Annunciator lights Downloaded from www.Manualslib.com manuals search engine for the registration number, landing light, nlternator , vacuum, and fuel p r e s s u r e a r e in the g l a r e s hielcf. The purpose and fullction of each of these lights i s discussed elsewhere in this section. INSTRUMENT & PLACARD LIGHTS A l l instrun1e:lt faces 2nd placards a r e floodlighted by light bulbs in the glare shield. Rheostat lulobs on the control quadrants control the intensity of i n s t r u ~ n e n t ancl placard lighting. Roi ating the knobs clockwise t u l . 1 1 ~ 011 ; I I I { I i l ~ ( - l . ( ' ; \ s ~ s light intcllsity. CABIN LIGHTING A n a d ~ u s t ~ l b l e eyetx111 dome light illuminates the c.aI,it~ ancl a l s o s e r v e s n s a bacliup ~i)o!light for illuminating the instrume:~t;)anel; i t s OV-OFF-DIM switch i s slight- ly forward ancl t o the right of the dsmle light. CABIN ENVIRONMENT HEATING & VENTILATION SYSTEMS T\vo ventilating systems l~roviclecabin environmental con- trol suited t o indivittual pilot ancl passenger prefcre!~.:es. I.'resh a i r healotl i)y the :tn;:ino r:xlt;i?rst. ml~ifler, nntl cool a i r I'rol.r1 ail ail-scoop oil t h i t c:o-pilot sicle, can I)e indivicl- u;\lly controllecl :\ntl tnixed to the clesireil temlicrnture. T h e left s i d e f r e s h - a i r s c o o p h a s a n a d j u s t a b l e eyeball inlet n e a r t h e p i l o t ' s k n e e . Downloaded from www.Manualslib.com manuals search engine *' \ - ~ O O N E V OPERATORS M A N U A L The cabin overhead vcntilaling systenl worl<s inde- pendently of the cabin heating and ventilating systenl. Rotating the knob above the pilot seat eXte1lds or r e - t r a c t s the overhead airscoop t:, control a i r intake and t o prevent air-buffeting a t high cruising speeds. Small directional vent deflectors @ith inner knob a i r volumn controls, within easy r e a c h of each occupant, distribute incoming outside air as individi~allydesired. The cabin heat control i s marked CABIN H E A T . Opening the side ;xirscoop control (labeled CABlN VENT) and setting the cabin heat control t u r n s on cabin heat. T o lower cabin temperature, the cabin heat control i s pushed toward the OFF j~osition. Conlpletely closing the cabin heat control and fully opening the cabin vent con- t r 01, with the overhead :tirscoop extended, supplies maximum f r e s h a i r circulation. In c a s e of engine f i r e , the cabin heating systenl must be turned off. The right side airscoop has outlets undel- the s i d e panel for installatio!~of radio o r autol~ilotecluil)ment cooling ducts. WINDSHIELD DEFROSTING SYSTEM The defrosting system talces w a r m a i r from the cabin heating system ductwork and distributes this a i r over the windshield interior surfaces. The system works full t i m e without a s e p a r a t e control. Downloaded from www.Manualslib.com manuals search engine *~ O O N E V OPERATORS M A N U A L SEATS & SAFETY BELTS The front s e a t s a r e individually mounted and may be adjusted f o r e and aft to fit individual comfort prefer- ences. Resetting a seat back i s accomplished by pulling the s e a t back forward, rotating the large cam selector lmob a t the lower back juncture, and allowing the back t o r e t u r n t o the new position. The r e a r seat back can be adjusted by leaning forward in the s e a t , pulling the catch lever a t the forward end of the side panel a r m r e s t , and adjusting the s e a t back t o the desired position. Safety belts, if worn properly, keep occupants firmly in their s e a t s in rough air and during maneuvers. These belts a r e mechanically simple nuct conlfortal~leto wear. They a r e attached to the seat s o the s e a t can be moved without readjusting the belt. BAGGAGE & CARGO AREAS The baggage compartnlent has 15 cubic feet of baggage or c a r g o s p a c e and two pair of floor tiedo\vn s t r a p s . The loose equipment, consisting of tiedown eyebolts, jack- points, tiedown rings, a fuel sampling cup, and a towbar i s stowed in the baggage compartment. The r e a r seat backs can be removed for additional cargo space by pul- ling the springloacled lock pins at the s e a t bac.1~I ~ a s ea!ld sliding the s e a t back rearward. Downloaded from www.Manualslib.com manuals search engine SECTION Ill . NORMAL PROCEDURES GROUND OPERATIONS P R E F L I G H T . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 . . . . . . . . . . . . . . . . . . . P R E F L I G H T C H E C K 3-3 . . . . . . . . . . . . . . . . . . . . BE FORE STARTING 3-5 . . . . . . . . . . . . . . BEFORE-STARTING CHECK 3-5 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 . . . . . . . . . . . . . . . . . . . . . STARTINGCHECK 3-7 . . . . . . . . . . . . . . . Flooded- Engine C l e a r i n g 3-8 Cold- Weather S t a r t i n g . . . . . . . . . . . . . . . . 3-9 . . . . . . . . . . . . . . . . . . . . . . Hand Cranking 3-9 WARMUP & TAXILNG . . . . . . . . . . . . . . . . . . . 3-9 BEFORE-TAKEOFF CHECK . . . . . . . . . . . . . . 3-11 FLIGHT OPERATIONS T A K E O F F . . . . . . . . . . . . . . . . . . . . . . . . . a . 3-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C L m B 3-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRUISE 3-15 STALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17 SPINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 POSITIVE CONTROL . . . . . . . . . . . . . . . . . . - 3 - 2 0 FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . 3-21 INFLIGHT RESTARTING . . . . . . . . . . . . . . . . 3-22 LETDOWN . . . . . . . . . . . . . . . . . . . . . . . . . - 3 - 2 2 BEFORE- LANDING CHECK . . . . . . . . . . . . . . . 3-23 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23 AFTER.LANDING . . . . . . . . . . . . . . . . . . . . - 3 - 2 5 SHUTDOWN CHECK . . . . . . . . . . . . . . . . . . . . 3-25 Downloaded from www.Manualslib.com manuals search engine d bm00hlcv OPERATORS MANUAL Before flying your Mooney, it i s necessary that you be- come thoroughly familiar with a l l techniques needed to operate i t s s y s t e m s and equipment safely and efficiently. This section of the manual provides you with a quick and easy reference t o normal operating procedure recommend- ations. Checklist procedures a r e enumerated in steps that cover cockpit contr 01s and instruments in left-to-right and top-to-bottom patterns. These procedures a r e intended to a s s i s t you in developing good flying techniques under aver- age conditions. While close attention to each s t e p i s impor- tant for safe and efficient operation, sound judgment may occasionally be called for in making exceptions when c i r - cumstances r e q u i r e a deviation in operating procedure. GROUND OPERATIONS PREFLIGHT In addition t o completing the preflight check, visually in- spect a l l of t h e a i r w a f t exterior prior t o each flight with particular attention t o detection of loose r i v e t s and dents. When checking under the a i r c r a f t , look for fuel and oil leaks indicated by oil r u n s or fuel dye stains. WARNING: Check the a i r c r a f t weight and balance before proceeding with the flight. Consult the Weight & Balance Record, furnished in the a i r - plane file, for detailed data needed t o calculate load distribution and limitations. Standard atmospheric teinperatures a r e below freezing above 8000 feet altitude, and it i s possible that condensed water in the fuel lines will freeze t o cause fuel starvation. Therefore, always drain the fuel selector ~ ~ 1 1 1 1 1 ( a s de- scribed in Section VII) at each preflight inspection. Downloaded from www.Manualslib.com manuals search engine * m m OPERATORS M A N U A L FIGURE 3-1. PREFLIGHT WALK AROUNU LIIAGIZAM PREFLIGHT CHECK 1. Ignition Switch--OFF. Master Switch--ON t o check outside lights, then O F F . 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. T a i l Tiedown-- RE MOVE. 3. Empennage--CHECK. Remove a l l ice, snow, or f r o s t . Downloaded from www.Manualslib.com manuals search engine 4. T a i l Cone A c c e s s 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 a l l i c e , snow, or f r o s t . 6. Left Wing Leading Edge--CHECK. Pitot Tube and Stall Switch Vane-- UNOB- STRUCTED. Fuel Tank--CHECK QUANTITY; SECURE CAP. Chock and Tiedown--REMOVE. Left Main G e a r 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 c r a c k s . Forward Engine Components--CHECK s t a r t e r , alternator belt, etc. Induction Air Filter--CHECK clean and sealed. Landing Light--CHECK. Nose Gear--CHECK t i r e ; check for towing damage. Shock Discs--CHECK. 8. Right Side Engine Cowl Fasteners- -SECURE. Engine Oil Level--CHECK (full for extended f lig i t ) . Windshield--CLEAN. Downloaded from www.Manualslib.com manuals search engine *~ O O N E V OPERATORS M A N U A L Fuel Tank Sump Drain--SAMPLE . Tank Vent-- UNOBSTRUCTED. Chock and Tiedown--REMOVE . Right Main G e a r Shock Discs and T i r e - -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 a l l i c e , snow, o r frost. 10. Baggage Door - - SE C URE . BEFORE STARTING After everyone has entered the a i r c r a f t , close and latch the door. Be s u r e a l l baggage i s s e c u r e and that a l l n e c e s s a r y c h a r t s , computers, and other loose i t e m s a r e aboard and s e c u r e l y stowed s o that they will not be thrown about the cabin if rough a i r is encountered in flight. See that a l l safety belts a r e fastened and that the s e a t s a r e adjusted and locked in comfortable posi- tions. With the pilot's seat properly s e t , you should be able t o fully deflect a l l flight controls. Be s u r e t h e r e i s 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. Downloaded from www.Manualslib.com manuals search engine * ~ O O N B V 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 O F F . 12. Cabin Heat--OFF. 13. Main Circuit Breaker Panel--CHECK. STARTING Before starting the engine, make s u r e the surrounding a r e a is clear. It i s good practice t o call "CLEAR" before engaging the s t a r t e r , and t o direct the propel- l e r blast t o a n open a r e a before running up the engine. T o prevent prcpeller damage, keep engine RPM low when operating on loose gravel. The engine will r e q u i r e s o m e priming for smooth starting. The standard fuel s y s t e m does not incorporate a s e p a r a t e priming system; priming i s accomplished by pumping the throttle with the electric fuel pump turned on and the mix- t u r e control lever in the FULL RICH position. For nornlal s t a r t s , pump the throttle twice. A cold engine will require three or more "priming shots" depending upon the ambient temperature. Downloaded from www.Manualslib.com manuals search engine 'rhe sc'lrti heckli list i s recnmmendr e l ~ x l s t a r t i , e d u r e s ; however, u n d e ~ ,lit- climatic, conditicli' d t e r the starting procetl~A to accommod:; existing 8 iiditions. If the engi11~.does not s t a r t aftel 10 or 15 ~jrldsof cranking, discontinue cranking and al- 1 t t $ < r t z r t o cool for approximately five minutes t)efox I-ranklllg adgain. A11 \ $ 1,1!: the sf n r t e r t o cr!ol in- terrnltt ~ n t l ywill p~olcnlv* - tar life. The engine is air-r2r r:ooled and depel 3 on the forward speed of i f tincraft t o maintain j 3 , $per cooling. Particular e g r e i s necessary, therefore, :hen operating the engine o i l the ground. To help p r e i s overheating, always ! I C ; ; ~ the a i r c r a f t into the wind t l ~ davoid pro- longed engitle ground operation. STARTING CHECK 1. Master Switch--ON 2. Fuel Quantity Indicators riECK for conformity t o observed quantity. 3 . A n n u ~ ~ c i a t o r 1,ights- IyRESS t o TEST. 5. Electric Fuei Pump--ON. 6. Mlxture Control- --Open t o FULL RICH. 7 . Throttle--PUMP 'I'WICE t o prime engine; then OPEN approximai ely one-quarter. 8. Ignition S t a r t e r h i t c h - - t u r n t o "START" and PUSH forward. When engine s t a r t s , r e l e a s e t o "BOTH". Downloaded from www.Manualslib.com manuals search engine *~ O O N E V OPERATORS MANUAL 1. Oil P r e s s u r e Gage--25 PSI MIN (If t h e r e is no p r e s s u r e indication within 30 seconJs, PULL mixture control to IDLE CUTOFF and check oil s y s t e m . ) 1 2 . Carburetor Heat--ON momentarily t o check op- eration. (RPM should drop. ) CAUTION: Limit the use of carburetor heat during ground operation t o the t i m e required t o make s u r e the system is functioning prop- e r l y . Heated carburetor a i r does not pass through the a i r filter; consequently, dust, d i r t , and foreign substances can be drawn into the engine t o cause accelerated cylinder and piston ring wear. 13. Fuel P r e s s u r e Gage--GREEN ARC 14. Lights--As required. 15. External lights- -ON a s required. 16. Pitot Heater--CHECK and note ammeter de- flection. 1 7 . Radios--QN and CHECK. 18. Stabilizer T r i m Indicator--TAKEOFF. 19. Fuel Selector I-Iandle- - CHECK right and left. Flooded- Engine Clearing 1. Throttle--FULL OPEN. 2 . Mixture Control--IDLE CUTOFF. Downloaded from www.Manualslib.com manuals search engine * - ~ O O N E V --OPERATORS M A N U A L 3 . Electric Fuel Pump--OFF 4 . Ignition Starter Switch--turn t o "START" and PUSH forward. 5. Throttle--RETARD when engine s t a r t s . 6. Mixture Control--Open slowly to FULL RICH. Cold- Wea ther Starting The starting procedure f o r a cold engine i s the s a m e a s the normal starting procedure, except that additional priming (mixture control s e t a t FULL RICH) may be necessary. During extremely cold weather it is advisa- ble t o preheat the oil and engine compartment with ground heaters . Hand Cranking Hand cranking i s not recommended. WARMUP & TAXIING Allow the engine t o warmup a t 1000 t o 1200 RPM; normally, taxiing will sufficiently w a r m the engine. The engine i s w a r m enough for takeoff when it will develop full RPM and when the throttle can be opened without backfiring, skipping, or a reduction in oil p r e s s u r e . Release the parking brake, and a s the a i r c r a f t moves forward apply the toe b r a k e s lightly t o check b r a k e effectiveness. Nose wheel steering, through rudder pedal action, is ordinarily sufficient for ground maneuvering. But, when necessary, make tighter t u r n s by applying inside braking. CAUTION: Never r e l y on the retraction safety switch to keep the electric gear extended while taxi- ing, taking off, o r landing. Always check the elec- t r i c gear switch position. Downloaded from www.Manualslib.com manuals search engine Taxi with the mixture FULL RICH and the propeller at HIGH RPM t o prevent engine overheating. Avoid pro- longed ground operation.at low RPM that will tend to foul the s p a r k plugs. WARNING: While taxiing before takeoff, make s u r e that the Positive Control system is functioning nor- mally and that the gyro instruments have erected properly . The control wheel will tend t o move in the opposite direc- tion f r o m the taxi turn when P. C. is working properly. The absence of flight control movement, o r extreme con- t r o l movement in either direction without prompt r e t u r n t o neutral, indicates a P . C. malfunction that should be corrected before flight. Taxi t u r n s a l s o present a n opportunity t o check the directional g y r o for proper indi- cation. The t u r n coordinator should indicate a bank in the direction of the turn. Before runup, head the a i r c r a f t into the wind and center the nose wheel. It i s always a good practice to stop the airplane with the nose wheel centered, since running up the engine or starting t o 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 t e m p e r a t u r e s . Check the propeller governing system by advancing the throttle t o 1700 RPM; then, pull the propeller control full aft (de- c r e a s e RPM). As soon a s a 100 R P M d r o p i s noted, r e t u r n the propeller control to FULL INCREASE RPM. In cold weather, repeat the cycle two or t h r e e times to flush the s y s t e m with f r e s h , warm oil. Then, check R and L magnetos, returning the switch t o BOTH between checks. Neither magneto should drop off m o r e than 125 RPM when operated individually nor should the differ- ence between the two exceed 50 RPM. With this check completed, slowly close the throttle t o 1000-1200 RPM and complete the before-takeoff check. Downloaded from www.Manualslib.com manuals search engine *~ O O N E V OPERATORS MANUAL BEFORE-TAKEOFF CHECK 1. Flight Controls--CHECK for unrestricted travel. 2. Fuel Selector Handle--SET for fuller tank. 3 . Altimeter--SET t o field elevation. (Obtain tower or weather station barometric p r e s s u r e ; check altimeter barometric p r e s s u r e t o determine de- viation. ) 4 . Directional Gyro-- SET t o 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 a t 1700 RPM. 11. Wing Flaps--SET for TAKEOFF or a s desired. 12. Electric Fuel Pump--ON. (Check r i s e in fuel p r e s s u r e . ) 14. Seat Belts--FASTENED. 15. Door and Pilot Window-- LATCHED closed. Before applying power for takeoff, quickly recheck f o r : 1. ~ r o p e l l e r - j 4 ? ~ L ~ INCREASE. Downloaded from www.Manualslib.com manuals search engine 2. T r i m Indicator--TAKEOFF. fg 3 . Flap Indicator--TAKEOFF or a s desired. 4. Fuel Selector Handle--FULLER TANK. WARNING: Do not change fuel tanks i m m e - diately before takeoff. 5. Carburetor Heat--OFF. Proceed with takeoff a s soon a s the above checklist i s complete. If it is necessary to hold for clearance in- structions, r u n the engine a t 1400- 1500 R P M t o insure proper cooling and t o minimize s p a r k plug fouling. NOTE: During takeoff from high elevation a i r p o r t s or during climb, engine roughness or l o s s of power may result f r o m over-richness. In such a c a s e ad- just mixture control only enough t o obtain smooth operation--not for economy. Observe instruments for temperature r i s e . 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 a i r c r a f t a c c e l e r a t e s continue increasing power until reaching full throttle. Have the control friction lock tight enough t o prevent throttle c r e e p . A s speed i n c r e a s e s during the takeoff r o l l , apply back p r e s s u r e on the control wheel a t about 65-75 MPH (56 to 66 Knots). Downloaded from www.Manualslib.com manuals search engine The a i r c r a f t will tend t o rock into a nose-high attitude as it b r e a k s ground. To compensate for this tendency, slowly r e l a x some of the elevator back p r e s s u r e a s the nose wheel leaves the runway. Keep the nose on the horizon just after the aircraft b r e a k s ground t o 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 t o a higher speed than normal. PulI up abruptly t o avoid contact with the runway while drifting. When clear of the ground, make a coordinated turn into the wind t o correct for drift. Retract the landing gear only when safely airborne and in good control. Retract the flaps when the a i r c r a f t has c l e a r e d a l l obstacles and has gained a n indicated a i r - speed of about 80 t o 90 M P H (70 t o 78 Knots). After takeoff: (1) Apply the brakes t o stop wheel rotation. (2) Retract the gear. (3) Retract the flaps. (4) Establish climb- out attitude. (5) T u r n off the electric fuel pump a t a safe altitude and check the fuel p r e s s u r e indication t o insure that the engine-driven fuel pump i s nlaintaining fuel p r e s s u r e . CLIMB An enroute climb speed of 115-120 M P H (100-104 Knots) IAS i s recommended for improved engine cooling and forward visibility. The speed for maximum r a t e of climb i~ a straight-line variation froill 100 M P H \ ( 87 Knots) IAS a t s,ea Ievel (decreasing approximately one Downloaded from www.Manualslib.com manuals search engine MPH p e r 1000 feet i n c r e a s e in a1titude)'ko 91 MPH (79 Knots) IAS a t 10,000 feet. The speed for maximum angie of climb (for obstacle clearance a t 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 p r e s - s u r e . Manifold p r e s s u r e will drop with increasing altitude at any throttle setting. Power can be r e s t o r e d by gradu- ally 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 t o form in the induction s y s t e m , even in s u m m e r weather. The formation of ice in the induc- tion system will be reflected by a drop in manifold p r e s s u r e . When a n unaccountable loss of manifold p r e s s u r e i s noted, apply full carburetor heat and open the throttle t o the limit of manifold p r e s s u r e . The use of carburetor heat inay cause the engine to run rough; if s o , lean the mixture until the engine smooths. WARNING: Do not use partial carburetor heat unless the a i r c r a f t i s equipped with a carburetor a i r temperature gage. Moisture in c r y s t n l f o r m that would ordinarily pass through the induction system a s c r y s t a l s can be melted withapplication of partial carburetor heat. This moisture in t u r n can form carburetor ice due to the temperature drop a s the a i r p a s s e s through the carburetor ven- t u r i . Therefore, when applying carburetor heat, always pull the control FULL ON. When turning carburetor heat O F F , move the control t o the FULL O F F position. Downloaded from www.Manualslib.com manuals search engine * ~ O O N E V PERATORS MANUAL After establishing climb power and trimming the aircraft for climb, check t o insure that all controls, switches, and instruments a r e s e t and functioning properly. CRUISE Careful and detailed flight planning for each t r i p will in- c r e a s e operating efficiency. The weather, route, load and starting and a r r i v a l time will affect altitude selec- tion and over-all flight efficiency. The performance tables in Section VI will aid in selection of optimum c r u i s e power settings. C r u i s e power is that portion of the power spectrum where the mixture may be leaned. Leaning i s limited t o 75 percent power o r l e s s for a i r c r a f t not equipped with a n 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 r i c h side. Monitor cylin- d e r head t e m p e r a t u r e when leaning. (Ref. Service Instruc- tion Lycoming No. 1094B). Upon reaching c r u i s e altitude, allow acceleration t o cruise airspeed, then t r i m the a i r c r a f t for level flight, reduce manifold p r e s s u r e and R P M to d e s i r e d c r u i s e power. When cruising at 75 percent power o r l e s s , lean the mixture once cruise power i s established. For best economy, slowly pull the mixture control lever to- ward the lean position, continue leaning until the engine r u n s rough. Then, enrich the mixture until the engine r u n s smooth. For increased power, enrich the mixture, i n c r e a s e R P M , advance the throttle, and r e p e a t the leaning procedure. Downloaded from www.Manualslib.com manuals search engine CAUTION: Do not lean the mixture l?eyond 2000F below peak EGT on the r i c h side a t power settings above 75 percent rated power. In selecting a c r u i s e RPM, the engine must not be continuously operated within the range of 2000 t o 2250 RPM. Recommended cylinder head temperature f o r continuous cruise operation is 4000F o r l e s s . Very exacting fuel-air mixtures can be selected by observ- ing the optional exhaust g a s temperature gage (EGT) while adjusting the mixture control. Operate the mixture control slowly t o allow for the slight lag in the EGT indicator. F o r 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 s t a r t s t o decrease. Then, enrich the mixture by pushing the control lever forward until t h e temperature drops 25'F (one m a r k 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 un- til 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 1 0 0 ~ ~ (four m a r k s on the gage) below the peak t e m p e r a t u r e . When making power changes it i s advisable to always i n c r e a s e RPM before increasing ma~lifoldp r e s s u r e , and t o d e c r e a s e manifold p r e s s u r e before reducing RPM. Always stay within the established operating l i m i t s , and always operate the controls slowly and smoothly. Aerodynamic efficiency i s optimum in the normal indi- cated cruise ranqcs. 'I'he a i r s l ~ e e dindicator is nlarlted with a g r e e n a r c from 64 to 175 MI'H (56 to 152 Knots) Downloaded from www.Manualslib.com manuals search engine and a yellow a r c f r o m 175 t o 200 MPH (152 t o 174 Knots). The yellow a r c indicates the range of airspeeds in which you must e x e r c i s e caution when flying in rough air o r gusts. (Rough air is defined as flight in turbulence of a degree that i s uncomfortable t o the pilot and passengers. ) Reduce speed when encountering rough a i r or g u s t s , and operate in the a i r s p e e d indicator green a r c range. WARNING: Operate this a i r c r a f t a s 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 a r e approved. STALLS The stall c h a r a c t e r i s t i c s of the airplane a r e conventional and rapid recovery from a stall i s affected by releasing elevator back p r e s s u r e and applying power . Power - off s t a l l speeds at various bank angles a r e presented in Sec- tion VI. It i s important t o r e m e m b e r that while s t a l l s a r e a p e r m i s - sible maneuver; they should not be practiced t o l e a r n how t o stall the airplane but, r a t h e r , t o learn how t o recognize an incipient s t a l l and t o take prompt corrective action be- f o r e the a i r c r a f t completely stalls. T u r n on the e l e c t r i c fuel pump prior t o practicing s t a l l recovery and apply full carburetor heat before reducing power. For power-on s t a l l s , the FAA recolntnends about 65 percent power. Enter stalls only from coordinated flight, r e g a r d l e s s of the method of entry or airplane con- figuration. Flight controls will r e m a i n effective t h r o u ~ l ~ o u t a l l nor ma1 s t a l l maneuvers. Approach the stall slowly, but positively, Downloaded from www.Manualslib.com manuals search engine i d b~ O O N E V PERATORS MANUAL by reducing airspeed with about one mildoan hour decrease p e r second, until detecting the f i r s t evidence of the ap- proaching stall. The stall warning horn will give the first indication of the approaching s t a l l and t h i s may be followed by downward pitching, aerodynamic buffeting, rapid decay of control effectiveness, and/or a rapid l o s s of altitude with the control wheel aft. Upon recognizing the approaching s t a l l , recover by releasing elevator back p r e s s u r e and applying power. WARNING: Do not deactivate the s t a l l wa.rning horn when practicing stalls; the s t a l l warning horn i s required aircraft equipment. If s t a l l recovery is not initiated during the approach t o the s t a l l , the airplane will stall and the nose will pitch down- ward. Recovery from the complete s t a l l i s conventional, with r e l e a s e of elevator back p r e s s u r e and the addition of power. Holding the a i r c r a f t in a s t a l l with the control wheel fully aft may r e s u l t in a r o l l t o one side or t h e other, unless p r e c i s e control coordination i s maintained. The rudder may prove inore effective than the ailerons in preventing the r o l l ; however, recovery f r o m the conlylete stall and possible r o l l is again achieved with normxl use of the controls. Delay the al)l)licatioli of power, t o prevent k~uilcl-upof excessive airspeed, i f the a i r c r a f t a s s u m e s a s t e e p nose-down attitude. SPINS intentional spins a r e not permitted in t h i s airplane; I~owever,if stall recovery i s delayed or i f the a i r - plane i s lleld in the stall, in an uncoordinated manner, the airplane will likely go into a spin. A spin i s a s t a l l coillbinecl with rotation, with the airplane rotating downward in a descending corliscrew-like path. The outside wing in the rotation moves fastest and produces s o m e effective lift, while the wing toward the inside of Downloaded from www.Manualslib.com manuals search engine t h e spin moves slower and produces little o r no effective lift. A spin is generally caused by a n uncoordinated yawing of the a i r c r a f t while in a stalled condition. Should a spin occur employ the following recovery pro- cedures immediately: 1. Neutralize the a i l e r o n s and close the throttle. 2. Briskly apply full rudder against the spin. 3. Follow with rapid forward movement of the con- t r o l wheel t o pitch the nose down. 4 . Hold the rudder in full antispin configuration until rotation stops. 5. Recover from resulting dive. NOTE: If spin recovery i s delayed until the a i r c r a f t has made one complete turn in the spin, rotation may continue up t o one additional t u r n after antispin controls a r e fully applied. WARNING: Up t o 2000 feet of altitude may be lost in a one-turn spin and recovery; therefore s t a l l s a t low altitude a r e extremely critical. On entering a spin, the a i r c r a f t will r o l l , very much like a b a r r e l roll. The wings will b e ~ l e a rvertical a t about the f i r s t quarter turn of the spin. At about the half t u r n point, the wings a r e 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 u p somewhat, but will remain well below the horizon. The r a t e of r o - tation during the first portion of the spin i s quite rapici and occupants of the a i r c r a f t will likely become disoriented. On subseq~ientt u r n s , the wings may be near level or slightly lower tBward the clirection of the spin. T h e nose Downloaded from www.Manualslib.com manuals search engine *~ O O N E V OPERATORS MANUAL will continue t o be pointing m o r e nearlyr#oward the ground than the horizon, a s the ; ~ i r p l a n erevolves and descends. As tlie spin p r o g r e s s e s , it may enter into what i s r e - f e r r e d t o as a flat spin. When the spin becollies flat, the a i r c r a f t nose comes u p and relliains more on the horizon, with possibly some shallow up and down oscillation. The r a t e of descent and r a t e of rotation both become slower. An a i r c r a f t in a flat spin becomes stabilized into autoro- tation and once in this condition, the c o ~ i t r o l sbeconle ineffective and recovery i s very difficult or nlay not be possible. I11 complying with the F A A Regulation for Nor ma1 Category a i r c r a f t , it has been demonstrated that the airplane will recover after delayed stall recovery up t o and including one - t u r 11 spins. Tiiis one-turn "margin of safety" i s designed t o provide adequate controllability when recovery from a stall i s tlelayecl. The one-tiu-n "margin of safety" 1s ~col)arclized i f tlie airplane i s not recovered when the l i r s t evlclence of a s t a l l i s 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 l o c l ~ To checlc for a P . C. m~~lfuiiction while in flight, f i r s t esta- blish a inoderate I~anlr;then, r e l e a s e the controls to s e e if the a i r c r a f t will return to straight wings-level flight a s indicatecl by tlie artificial horizon, Repeat the ~ ~ r o c e d u r e with a turn in the opposite direction. Slu:;<isl~, e r r a t i c , or incomplete banli recovery warns of a ~nalfunctionin the 1'. C . systeni. WA FINING: rI'horougl~lyfamiliarize yourself with the flight char;lcterislics of the a i r c r a f t with Positive Control i~iol)t?rative.7':iis c a n b e clone 1)y simply scjucezin? the tLiltoff trigscr while 1n:iliing turns Downloaded from www.Manualslib.com manuals search engine and i~~aneuvei-s.Check the P. C . system fre- quently during each flight t o insure that it i s functioning properly, particularly when IFR or marginal weather inay b e encountered. In the event of a complete engine power loss, P. C . will continue t o operate a s long as the propeller i s wincl- milling at 1000 R P M or more. Loss of vacuum (indi- cated by a LO vacuum annunciator light) will automatical- ly make the P. C. system inoperative. However, the t u r n coordinator will continue t o operate on electrical power. The t u r n coordinator can be used as a flight r e f e r - ence i f other gyro instruments become inoperative. FUEL MANAGEMENT P r o p e r fuel n~nnagementduring flight will help maintain lateral t r i m and ill also s e r v e as a fuel cluantity check. After takeoff with both tailks full, use fuel from one tanlr for one hour: then, switch t o the other tank and note the time. Use a l l the fuel from the second tank. The relnain- illg fuel endurance in the f i r s t tank can be calculatecl from the t i m e it took t o deplete the secolld tank, l e s s one hour. You must rememher , however, that this eudurance cnl- culating ~)roceclurecan be relied upon only if power and mixture renlain the s a m e aild a n allowallce i s lnade for the extra fuel used during clinlb. For estimation purposes, coilsider fuel consu111l)tion tluriilg a full-power climb t o be 4 0 percent higher than that of best-power c r u i s e , and 50 percent higher than that of best-erol:omy cruise. C A U T I O N : 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 p r c s s u r c clrol)s to the n ~ i n i n i u n ~ :illowable i~irlicntiligfuel exh,tustion or erlgirle clriven fuel p u m p tnalfulic~tion. Switch fuel tanks or turn on I~oostpump ns ~ ~ c c d e d . If a tanlr r u n s dry :~ncltile engine quits, r c t a r d llle a* Downloaded from www.Manualslib.com manuals search engine * m o o - OPERATORS MANUAL throttle before restarting. Restarting q i t h a n advanced throttle may cause engine over speeding that can lead t o 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 c r u i s e power and IZPM, then lean niixtur e . LETDOWN Plan your letdown well in advance of estimated landing time. Generally, a power-on descent i s most desirable. A gradual r a t e of descent a t cruising speed perlnits power settings sufficiently high t o maintain proper engine t e m p e r a t u r e s and t o prevent s p a r k plug fouling. Sudden power reductions a t higher airspeeds can damage the engine Isy causing it t o cool too rapidly. WARNING: Apply full carburetor heat when reducing power for descent or landing. Establish a gradual letdown by reducing power below c r u i s e while inaintaining cruise a i r speed throughout t h e clesceilt. Monitor cylinder head and oil tempera- Downloaded from www.Manualslib.com manuals search engine t u r e s throughout descent t o guard against over cooling. Oil in the oil cooler can congeal very rapidly a f t e r a power reduction when flying in cold weather. CAUTION: Do not lower g e a r 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 o r 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 t o 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. T o allow for a safe m a r - gin above s t a l l speed throughout approach, hold air- speed above 99, MPH (78 Kilots) until the flaps a r e lowered. ~ e g l f e eof flap deflection needed will vary Downloaded from www.Manualslib.com manuals search engine PERATORS M A N U A L according t o landing conditions, but fodomost landings you should lower flaps about half way just p r i o r t o turning on t o b a s e leg. Extend flaps a s required on final approach t o adjust for variations in wind, glide angle, and other variables. WARNING: The stall warning horn and the landing g e a r warning horn a r e inoperative when the nlaster switch is in the O F F position. On final, t r i m the a i r c r a f t t o fly hands-off a t a n approach speed of about 80 M P H (70 Knots). As you c r o s s the runway end m a r k e r s , reduce power t o idle. Slow the r a t e of descent by increasing back p r e s s u r e on the control wheel until the a i r c r a f t settles on the runway in a slightly nose-high attitude. (When high, gusty winds prevail, or when landing crosswind, approach a t a higher airspeed. ) Slowly relax back p r e s s u r e and gently lower the nose wheel t o the run- way after main g e a r contact s o the nose gear steering s y s t e m can be used t o help control landing rollout direction. CAUTION: Do not allow the a i r c r a f t t o touch down in a nose-low attitude or a t too high a n airspeed. Either of these conditions will allow the nose wheel t o contact the runway f i r s t , which may cause the a i r c r a f t t o porpoise and damage the g e a r . Unless a s h o r t r o l l i s necessary, you should allow the a i r c r a f t t o slow t o a moderate taxi speed before applying brakes. After leaving the runway, t u r n off the electric fuel pump, r e t r a c t the flaps, and r e s e t the t r i m t o TAKEOFF. Hold taxi power setting between 1000 and 1200 RPM t o p e r m i t uniform engine cooling. Execute short-field landings with partial power and full flaps on final approach. Reduce power t o idle during Downloaded from www.Manualslib.com manuals search engine *- m o o ~ e v OPERATORS MANUAL flare-out, and touch down f i r s t on the main wheels before allowing t h e nose wheel t o make contact. You may apply b r a k e s as soon as a l l wheels a r e firmly on the ground. For maximum braking effect, r a i s e the flaps and apply back p r e s s u r e on the control wheel as you apply brakes. Do not skid t h e main wheels, a s doing s o will reduce braking effectiveness and damage the t i r e s . AFTER LANDING 1. Electrical Fuel Pump--OFF. 2. Carburetor Heat--OFF. 3. Wing Flaps--RETRACT. 4. Stabilizer Trim--TAKEOFF. 5. Throttle--1000 t o 1200 RPM. SHUTDOWN CHECK 1. Throttle--IDLE a t 1000 t o 1200 RPM until cy- linder head temperature s t a r t s t o drop. 3 . E l e c t r i c a l Switches--OFF. 4. Mixture Contr 01--IDLE CUTOFF . 5. Throttle--RETARD a s engine stops firing. 6. Ignition Switch--OFF when propeller stops. 7. Parking Brake--Set (for short-time parking). Downloaded from www.Manualslib.com manuals search engine *~ O O N E V PERATORS MANUAL 10. Master Switch--OFF. yo 11. Control Wheel--LOCK with s e a t belt. 12. Overhead Air Scoop--CLOSED. 13. Wheel Chocks and Tiedown--As required. Downloaded from www.Manualslib.com manuals search engine SECTIONS IV. & V. FAA APPROVED AIRPLANE FLIGHT MANUAL SECTION IV. AIRCRAFT LIMITATIONS AND OPERATIONS M0014EY M O D E L 111 2 0 C RANGEF! MOONEY A I R C R A F T C O P P O R A T I O N SERIAL NO.: REGISTRATION NO.: This Manual Must Be Kept Onboard The Airplane A t All Times C H I E F , E N G I N E E R I N G & F I A N U F A C T U R I N G B R A N C H , S O U T H L I E S T R E G I O N , F E D E R A L A V I A T I O N AD141 N I S T R A T I O N DATE: J&ZL ; ~ ~ . f l f Downloaded from www.Manualslib.com manuals search engine FAA APPROVED MOONEY M 2 O C LOG OF REVISIONS LETTER PAGE DATE APPROVED , Downloaded from www.Manualslib.com manuals search engine FAA APPROVED MOONEY M 2 0 C 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 i s the maxi- mum safe airspeed) Yellow Arc . . . I 7 5 t o 200 MPH (152 t o 174 Knots) CAS (Denotes range of speeds in which operations should be conducted with caution and only in smooth air) Green Arc . . . . 70 t o 175 MPH (61 t o 152 Knots) CAS (Denotes nor inal operating speed range) White Arc . . . . 63 to 125 MPH (55 t o 109 Knots) CAS (Denotes speed range in which flaps may be safely lowered) Downloaded from www.Manualslib.com manuals search engine FAA APPROVED 12 /2 /71 MOONEY M20C POWER PLANT +v Engine . . . . . . . . Lyconlillg Model 0-360-AID Engine limits for a l l operations . . . . . . 180 B H P , 2700 RPM Fuel . . . . . . . . . 100/130 octane aviation gasoline P r o p e l l e r . . . . . . . IIartzell Constant Speed Hub HC-C2YK-1B Blade 7666A-2 Pitch Setting a t 30-inch station: High 2g0: - 2O; Low 13O - + 0° POWER PLANT INSTRUMENTS Tachometer . . . . Rndial Red Line (Rated). .2700 RPM G r e e n Arc-- Narrow (Itateci operating range) . . . . . . . . . . . 2300-2700 IiPlll Green Arc- -Wide (Recommended oper:~ting range) . . . . . . . . . . . 2300-2500 I I P M IZecl Arc--Wide (No continuous operation i n t h i s range) . . . . . . . . . 2000-2250 RPhI Cylinder Head Temperature . . . Radial Red Line (Maximunl) 500 DEG F Green A r c (Operating 350-450 DEG F Oil P r e s s u r e Radial Red Line (Minimunl idlins) . . 25 PSI . . . . Itadial Red Line (Mnsiniunl). 100 I'SI (ireen A r c (0l)erntilig range) . . G O t o 00 I'SI Yellow Arc (Iclliiy r:tngc) . . . 25 t o 60 I'SI Yellow Arc (Startiny K \var ni-up range) . . . . . . . . . . . . 90 t o 100 1 3 1 Downloaded from www.Manualslib.com manuals search engine FAA APPROVED 12/2 /73 MOONEY M20C Fue 1 P r e s s u r e 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 t o 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 i s 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 G r o s s Weight 2575 LBS Center of Gravity Limits (Gear Down) Forward CG Limit (FUSSTA K. ' i MAC) 2100 LBS Most F W D . . . . . 42.0 I N . (15.0'0 Downloaded from www.Manualslib.com manuals search engine FAA APPROVED 12 /2 /74 MOONEY M20C 2575 LBS Forward G r o s s . . 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 I N Datum (station z e r o ) 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 a s a normal category airplane. Acrobatic maneuvers, including spins, a r e unauthorized. NOTE : Maneuvers involving approach t o stal- ling angle or full application of elevator, rud- d e r , o r aileron should be confined t o speeds below maneuvering speed. No snap maneuvers or whip s t a l l s a r e approved a t any speed. No inverted maneuvers a r e approved. FLIGHT LOAD FACTORS Maximum Positive Load Factor, . . . . . . . . . . . . . . . . . Flaps Up 3 . 8 Mrtxin~umPositive Load Factor, . . . . . . . . . . . . . Flaps Down (33') 2 . 0 Maximum ~ e i a t i v eLoad Factor, . . . . . . . . . . . . . . . . . Flaps Up 1 . 5 Downloaded from www.Manualslib.com manuals search engine FAA APPROVED 12 /2 /74 MOONEY M20C TYPES OF OPERATION Do not operate in known icing conditions. T h i s is a normal category a i r c r a f t approved for VFR/IFR, day or night operations, provided the following instruments and equipment a r e installed and operating properly. REQUIRED EQUIPMENT VISUAL FLIGHT RULES -- DAY Airspeed indicator Altimeter Magnetic direction indicator (mag compass) Tachomet e r Manifold p r e s s u r e gage Oil p r e s s u r e gage Oil t e m p e r a t u r e gage Cylinder head temperature gage Fuel quantity gage for each tank Fuel p r e s s u r e gage Landing gear position indicator Gear warning horn Stall warning system Master switch Battery and alternator Circuit b r e a k e r s and fuses Seat belts for a l l occupants Emergency locator transmitter VISUAL FLIGHT RULES -- NIGHT All equipnient and instl.un~entsspecified for VFR -- day Position lights Electric landing light (if used for hire) Anticollision light Downloaded from www.Manualslib.com manuals search engine 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 p r e s s u r e Clock with sweep second hand Artificial horizon Directional g y r o Adequate power s o u r c e for each gyro instrument Two-way radio communications system and navi- gational equipment appropriate to the ground facil- ities t o be used NOTE: Caution should be exercised when in- stalled communications equipment interrupts the navigation signal during transmissions. OPERATING PROCEDURES NORMAL This airplane must be operated a s a Normal Cate- gory airplane in compliance with the operating limi- tations stated in the f o r m of placards, markings, and manuals, No acrobatic maneuvers, including spins, a r e appr oved. The lateral stability augmentation system cutoff valve, located in the left hand grip of the pilot's control wheel, cuts off the s y s t e m when depressed. Downloaded from www.Manualslib.com manuals search engine FAA APPROVED 12/2 /74 MOOMEY M 2 0 C The r o l l - t r i m knob on the turn coordinator provides a command t r i m function. Rotation in a clockwise direc- tion t r i m s right; counterclockwise rotation t r i m s left. Circuit b r e a k e r s a r e located on the right hand side of the co-pilot's instrument panel. The alternator circuit b r e a k e r i s on the circuit breaker panel. Circuit b r e a k e r s a r e push-pull or push-to-reset type. A horn emitting a n intermittent, then steady tone warns of approaching stall. A horn emitting a n intermittent tone w a r n s of a r e - t r a c t e d landing gear when power i s reduced below 12 IN. Hg manifold p r e s s u r e . All warning devices a r e inoperative when the master switch is off. Do not open s t o r m window above 150 MPH (130 Knots). T u r n full carburetor heat on when reducing power f o r descent or landing. T o preclude fuel starvation, avoid e x t r e m e sustained side slips toward the tank in use when that tank con- tains l e s s than 36 pounds of fuel. Retract flaps after landing. EMERGENCY Emergency procedures a r e contained in the Emergency P r o c e d u r e s section of the Operator's Manual. Downloaded from www.Manualslib.com manuals search engine FAA APPROVED MOONEY M20C 12/2/74 LOADING IMFORMATJOM It is the responsibility of the airplane owner and the pilot t o insure that the airplane is properly loaded. Load the a i r c r a f t in accordance with the loading schedule. WARNING: See Weight & Balance Record for loading schedule. The front s e a t positions can adversely affect CG limi- tations a t the most r e a r w a r d loading. Allowable bag- gage weight may be dictated by seat positions. Maxi- mum allowable weight in the baggage compartment is 1 2 0 pounds. WARNING: Maximum allowable weight in the optional hatrack is 10 pounds. C a r r y only soft, light objects in the hatrack. Downloaded from www.Manualslib.com manuals search engine FAA APPROVED SECTION V. EMERGENCY OPERATION AND PROCEDURES MOONEY IvlODEL M 2 0 C R A N G E R M O O N E Y A I R C R A F T C O R P O R A T I O N Downloaded from www.Manualslib.com manuals search engine Downloaded from www.Manualslib.com manuals search engine FAA APPROVED MOONEY M 2 0 C 12 /2 /74 EMERGENCY OPERATlONS & PROCEDURES In c a s e of engine f i r e , turn cabin heater off. T u r n carburetor heat FULL ON i f icing conditions a r e inadvertently encountered. WARNING: A discharged storage battery may prevent the g e a r froin fully extending by elec- t r i c a l power. EMERGENCY GEAR-EXTENSION T o manually extend the landing g e a r : 1 . Pull landing g e a r actuator circuit breaker t o O F F position. 2. Place gear switch in DOWN position. 3 . Push handci-ank engage lever forward t o engage drive mechanism. 4. Crank handcrank cloclawise t o fully lower the g e a r . The gear i s down-and-locked when the g r e e n light comes on. In c a s e of electrical malfunction, check the visual gear-down indicator m a r k s for alignment. CAUTION: Do not attempt to manually r e t r a c t the electric lanciing gear. WARNING: Do not operate landing gear elcc- trically with handcrank engaged. Downloaded from www.Manualslib.com manuals search engine FAA APPROVED MOONEY M2OC 12/2 /74 POSITIVE CONTROL (LATERAL STABILITY +UGMENTATION SYSTEM) The pilot can override the system at any t i m e 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 r e d light on the glareshield), the l a t e r a l stability augmentation s y s t e m will automatic- ally become inoperative. ALTERNATOR POWER LOSS Resetting the main alternator circuit b r e a k e r will usually r e s t o r e a n overloaded circuit. If after allow- ing the circuit breaker t o cool, p r e s s i n g the button a second t i m e does not reactivate the circuit, the alternator circuit breaker must r e m a i n open and the alternator field circuit breaker must be pulled out t o b r e a k the alternat8r excitation circuit. If the r e d alternator annunciator light illuminates steadily, t u r n off a l l radio equipment and t u r n the mas- t e r switch off and on t o r e s e t 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 t o c o r r e c t the mal- function. Downloaded from www.Manualslib.com manuals search engine 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 Downloaded from www.Manualslib.com manuals search engine *= ~ O O N E V OPERATORS MANUAL All performance tables and graphs a r e gl'ouped in this s e c - tion of the manual for quick and easy reference. This gra- phic information i s presented t o show performance that may be expected f r o m the a i r c r a f t , and t o a s s i s t you in planning your flights with reasonable detail and accuracy. All data has been compiled f r o m t e s t flights with the a i r c r a f t and engine in good operating condition while using average pi- loting techniques. Note that the c r u i s e performance data (pages 6-8 t h r u 6-14) makes no allowance for wind and nav- igation e r r o r s . All performance c h a r t s and graphs a r e based on operation with no wind on level, paved runways. In using t h i s data, allowances must be made for actual con- ditions. A carefully detailed and analyzed flight plan will yield max- imum efficiency . After malring a flight plan based on estimates taken f r o m the data in this section, you should check your actual performance and note the difference be- -- tween your forecast conditions and actual flight perform- ance s o that your future estimates may be m o r e accurate. Downloaded from www.Manualslib.com manuals search engine 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 Downloaded from www.Manualslib.com manuals search engine LANDING DISTANCE (OVER 50-FOOT OBSTACLE) WING FLAPS -- FULL DOWN APPROACH IAS - - 80 MPH / 6 9 KTS GLIDE RANGE Downloaded from www.Manualslib.com manuals search engine CLIMB PERFORMANCE 1. GEAR UP 3 . FULL RICH MIXTURE Downloaded from www.Manualslib.com manuals search engine AIRSPEED CORRECTIONS i i l i c ~ t ~ s . A i r s p e e d i n c l i c ; ~ t u r smay Ilnve e r r o r s u p t o 2 . 5 M P I I (2. 2 K n o t s ) . STALL SPEEDS (POWER OFF) GEAR DOWN GEAR DOWN 1 KNOTS 4 9 5 3 60 7 8 CONDITIONS: 1. GROSS WEIGHT 3. IAS IN MPH & KTS 2. P O W E R O F F 4. FORWARD CG . Downloaded from www.Manualslib.com manuals search engine 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 Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE DATA CONDITIONS: All C r u i s e and Range Data tables a l h w for: a climb out a t lrlaxiilluin availzble power, full-rich mixture, and best rate-of-climb airspeed t o cruise altitude; a c r u i s e t o destination at the specified power and mix- t u r e setting; and a 45-minute fuel r e s e r v e at the s a m e altitude and power setting. The data i s also based on 5 2 gallons of usable fuel, standard atmosphere, and no wind. Talte-off weight i s 2575 pounds or 2200pounds. 2. The data is taken from flight t e s t s a t full-rich mixture setting above 75 percent r a t e d power and a t a leaned mixture setting for c r u i s e at 75 percent rated power or l e s s . (See page 3-16) 3 . When interpolating the c r u i s e and range data for non- standard conditions, note that each 1 0 ' ~increase a- bove standard temperature will cause a one percent reduction in horsepower, while each 10°F d e c r e a s e below standard t e m p e r a t u r e will cause a one percent increase in horsepower . Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE AT SEA LEVEL 59°F Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE AT 2500 FT, 50°F Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE AT 5000 FT, 41°F Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE AT 7,500 FT, 32°F Downloaded from www.Manualslib.com manuals search engine CRUISE & RANGE AT 10,000 FT, 2 3 ° F Downloaded from www.Manualslib.com manuals search engine Downloaded from www.Manualslib.com manuals search engine 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 Downloaded from www.Manualslib.com manuals search engine * = m o o f U U - OPERATORS MANUAL GROUND HANDLING Scheduling of preventive maintenance i s largely your r e - sponsibility a s the a i r c r a f t operator. A general knowledge of the working order of the a i r c r a f t is necessary t o perform day-to-day s e r v i c e procedures and t o deter mine when un- usual s e r v i c e o r shop maintenance is needed. Service information in t h i s section of the manual i s limited t o s e r v i c e procedures which you, the operator, will normal- ly perform or supervise yourself. Accomplishment of these s e r v i c e 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 t o follow a planned schedule of periodic lubrication and preventive maintenance based on climatic and operating conditions where your a i r c r a f t i s in service. Federal Avi- ation Administration regulations require that a l l airplanes have annual inspectiolls perfornled by a designated FAA representative. A 100-hour periodic inspection by a n "ap- propriately-rated mechanic" i s required if the a i r c r a f t is flown for hire. YAA Regulations a l s o state that "the owner o r operator of a n a i r c r a f t i s primarily responsible for main- taining that a i r c r a f t in a n airworthy condition . . . . In ad- dition, he shall e n s u r e that mairltenance personnel make appropriate e n t r i e s in the a i r c r a f t and engine r e c o r d s indi- cating the a i r c r a f t has been released for service. " This responsibility a l s o includes keeping "a chronological listing of compliance with mandatory s e r v i c e bulletins, Airworthi- n e s s Directives, and the method of compliance." It is fur- ther the responsibility of the a i r c r a f t owner or operator t o obtain service information pertaining t o his a i r c r a f t . The manufacturer makes this information available to the owners through its distributors and dealers, and a l s o froin the fac- tory. An index of current s e r v i c e information pertainirg to a i r c r a f t , by s e r i a l number, may be obtained by subscription (without cost) f r o m Mooney Aircraft Corporation from i t s distributors and d e a l e r s . It i s advisable that Mooney owners keep in contact with authorized Moorley s e r v i c e facilities to ensure compliance with pertinent service information. Downloaded from www.Manualslib.com manuals search engine Should a n extraordinary o r difficult problem a r i s e con- cerning r e p a i r o r upkeep of your a i r c r a f t , consult the Customer Service Depart- ment, Mooney Aircraft Corp. Box 72, Kerrville, Texas 78028. Phone Area Code 512 257-4043. TOWING For maneuvering the a i r - craft i n close q u a r t e r s , in the hangar, o r on the ramp, use the tow b a r furnished with the a i r c r a f t loose FIGURE 7- 1. TOWING equipment. Figure 7