Mooney 9351M systems

• Mixture – Idle cutoff • Starter – Engage • Mixture – Rich as engine starts (*) Longer prime in colder weather Hot starts • The engine can be tricky to start when hot. It helps to open the oil filler door when you anticipate restarting soon. Idle at 1000 RPM just prior to shutdown and then leave the throttle alone. • There’s almost as many techniques as CFIs. This one is recommended by MAPA. • Fuel pump – OFF • Prop - High RPM • Throttle – Open ~1/4” (per 1000 RPM shutdown) • Mixture –Idle cutoff • Starter – Crank (may take 15-20 blades) • Mixture – Smoothly rich as the engine starts. The idea is to avoid flooding the engine and to eventually provide cold fuel via the engine driven pump. If this somehow fails deliberately flood the engine and try a flooded start…. Flooded starts • Prop – High RPM • Throttle – wide open • Mixture – Rich • Fuel Pump – ON for 3 sec (just making sure we are flooded!) • Mixture – Idle Cutoff • Starter - Crank • Throttle – Slowly pull back towards idle as you crank • When the engine fires smoothly increase the mixture to full rich The idea here is at full throttle we are too lean to fire. As we pull the throttle back the mixture richens and we find the magic mixture… Mooney’s “Power Boost” Ram air inlet (Brackett) air filter. Turning on the “power boost” provides an increase in full throttle manifold pressure. Because the ram air is unfiltered, this should only be used at altitude in clean, dust-free air. The power boost control is just to the left of the throttle. WARNING Turn “power boost” OFF in conditions where impact icing is possible. Using unfiltered air when flying in snow or other IFR conditions can be hazardous. Snow can accumulate and/or moisture can freeze in the air intake and cause a loss of power. It is imperative power boost not be used when flying in sleet, snow, rain or moisture laden air in near freezing conditions. Under these conditions ice can form in the inlet duct or fuel injector unit even though no visible moisture is apparent on the airframe. Power boost ON warning light. Cowl flaps should be open on the ground and during climb. Cowl flaps – pull open. Do not open above 160 MPH Throttle Mixture Prop control (Scott Burkhart has found that 51M is actually somewhat faster in cruise with the cowl flaps ~1/3 open.) The propeller is red-lined from 2100-2350 RPM Long range cruise is 1950 RPM/17” MP. Normal cruise power settings have RPM in the 2350-2700 range. To avoid a vibrational resonance that can damage the engine and/or prop… 06M had a different prop/engine that removed this limitation. Mooneys have relative low prop ground clearance. Be careful taxiing if it’s bumpy! Vacuum system The attitude indicator (and the step) are vacuum driven. The panel has a suction gauge and low/high vacuum warning lights. The HSI has a remote (KG-102) electric gyro. 51M has a King KI-525A HSI Slaving meter – shows difference between indicated and flux-gate heading Slave/Free switch – set to “slave” if working OK. Adjusts indicated heading CW/CCW in free gyro mode. GS needle. King KA-51B Slaving meter/Compensator. NAV invalid flag HDG invalid flag OBS Heading bug CDI Lubber lIne Heading bug selector OBS selector The slaving meter indicates the difference between the displayed heading and the magnetic heading. Right deflection indicates a clockwise error of the compass card. Left deflection indicates a counterclockwise error of the compass card. Whenever the aircraft is in a turn and the card rotates, this meter will show a full defection to one side or the other. Note: During level flight it is normal for the meter needle to continuously move from side to side and to be fully deflected during a turn. tf the needle stays fully deflected, left or right, during level flight, the Free Gyro mode can be used to center it. To use free gyro mode, set the slaving switch to “free” and center the slaving meter with the CW/CCW drive switch. The heading is stabilized by a remote electric gyro slaved to a remote compass in the tail section. King KI-525A HSI. and an STEC autopilot… A/P master and test switch. Annunciator window Enable STB (roll) mode Push to toggle STB/HDG modes Turn knob. Toggle altitude hold Engage VOR track Engage APR track Engage reverse APR track (LOC BC) Trim lights indicate the need for UP/ DOWN trim A/P disconnect button on yoke. Read the manual!: http://williams.best.vwh.net/m20e/sys4050poh.pdf Brakes N9351M is equipped with hydraulic toe brakes on the pilot side only. Hydraulic line Calipers The parking brake is set by depressing the toe brakes and pulling the parking brake lock valve. (Don’t leave the plane parked this way – a temperature rise could over-pressure the hydraulic system. Use chocks!) Keep your heels on the floor when landing. It’s easy to land with the brakes on and scrub the tires. N9351M Electrical system • N9351M has been retrofitted with an Interav belt-driven 60 Amp alternator. Alternator Alternator field? • In addition to the factory ammeter, there is an Electronics International VA-1 volt/ammeter. EI: With the master on and engine off, the discharge light will be on, the voltage should be 11.9-12.5V, and the ammeter will show -2.0 to -10.0A depending on the load. With the master on and engine running, the discharge light should be off, the voltage 13.2-14.8V, and the ammeter will show the battery charging current of 5.0-15.0A and reducing rapidly. Adding load should not change the ammeter reading. (The “factory ammeter” is a load meter. The EI measures charging current.) If the over-voltage relay trips, causing the discharge light to go on, cycle the master switch? ? N9351M electrical - continued There are two paralleled avionics master switches for redundancy. Landing light Pitot heat Rot. Beacon Nav. Lights Electric Fuel Pump CBs are on the copilot side. Strobes Don’t run the pitot heat on the ground too long. It’ll over-heat It’s very easy to do expensive damage to the nose gear truss by towing the airplane with a mechanical tug . Caused by over-steering when towed by a tug with a solid tow- bar. A dent of 1/32” (or more) is grounds for determining the truss un-airworthy. Look where the tubing on the gear truss contacts the stop. Pitot-Static system. Static port. Heated pitot. No alternate static source… If you are desperate, break the glass on the VSI.