Service Manual for the Mooney M20B

Propeller shaft rotation Clockwise Bore -5.125 in. Stroke 4.375 in. Displacement 361.0 cubic in. Compression Ratio 8.50:1 Pry weight (with starter generator) 286 Height 24.59 in. Width 33.57 in.‘ Length 29.81 in. Oil, SAE numbers: above’40’ F(4.4’ C) SAE 50 Between 40’ F14.4’C) and 10’ F (-12.2" C) SAE 30 Below 10" F(-12.2’ C) SA~ 20 Oil Sump Capacity~ 8.qts. Fuel, Aviation grade (minimum) 91-96 Carburetor, Marvel-Schebler MA 4-5 Magneto, Bendix Scintilla(2) _ S4LN-204 (Right)S4LN-200 (Left) Magneto Timing 25 degrees RTC Magneto Point Setting _ .018 .006 Spark Plug Gap Setting (Shielded) ,015to.018 Tachometer drive, ratio to crankshaft 0;5:1 ’i’’ Firing order 1-3-2-4 Tachometer drive rotation Clockwise Starter drive, ratio to crankshaft 13.55:1 Starter drive rotation Cour;terclockwise Starter, Delco-Remy 12V 1109689 Generator drive, ratio to crankshaft Generator drive rotation Clockwise Generator, Delco-Remy 12V 50 Amp 110191.5 Generator voltage regulator, I)elco Remy 1119224 A-N Vacuum Pump Drive, ratio to crankshaft 1.30:1 A-N Vacuum Pump Drive Rotation Coirntercloc~u´•ise Propeller governor drive AN 20010 type XX FuelPump drive E~unger .i\ ,2. OVERALL ’C~ing Span 35 ft. 0 in. Length 2.3 ft. 2 in. Height 8 ft. 4~ in. ´•Clearance, Propeller tips 10~ in:Approx. -2- Island Enterprises Table 1 L~EADIPfG PARTICULARS A~ PRINCIPAL DIMENSIONS 3. CONTROL SURFACES Aileron Travel 1Up 12540 to 170 Down s0 r 10 Neutral or Static 00to20Down 1´•Full Down 213/4 i" Flb, Travel Intermediate Down 110 t i" Neutral or Up 00 10 Elevator Travel Up 240 10 Down 10’~40 c P Trim Full Nose Up -180 to-200 RudderRight 180 Left 1801~ 1" 4. LL4NDING Type Manually Retracted Thread 9 feet 3~ inches Main FVh,el T;ypi~ Cleveland Air Products Main Tire 6iPly, 6:00 x 6 Main Tire Pressure 24 to 30 Pounds Brake Type Cleveland Hydraulic Fluid Required Hydraulic, 3580 Nose ~cel Type Goodyear Products Nose Tire 4 ply, 500x5 L Ndse Tire-Pressure 24 to 30 Pounds 5. PROPELLER Manufacturer McCauley tr.s Type Constant Speed ´•c, Hub 2D36C14 Blade 78KM-4 ’Diameter 74 Inches Control Governor Woodward Blade ´•Ang~e, Low 12.7"t d" B1´•de Ane~e, High n.5’ .5’ 6. TANK CAPACITIES Main Fuel Cells(2) 48 Gallons Engine Oil Sump 8 Quarts 7. mT~INGS Span 35 Feet 0 Inches Len~th of Flap, Trailing Edge 10 Fee-i 8 Inches Length.of Airleron, Trailing Edge 5 Feet 3’k Inches Dihedral, Leading Edge 5’ 30 Minutes Incidence 2’ 30 ~Iinutes a Island Enterprises :;:~r´•´• AND PRINCIPAL DIMENSIONS 8. EMPEi\TNAGE Vertical Fin Art~a 7.9 Square Feet Rudder Area 5.01 Square Feet Horizontal Stabilizer Area 21.5 Square Feet Elevator Area 12.0 Square Feet 9. WING AREAS Wings (total area less naps and ailerons) 16?,Square Feet Total Aileron Area 11.2 Square Feet Total Flap Area 17.2 Square Feet DESCRIPTION The M 00 NEY M 2 0 8 is a four place, low wing_monoplane of metal construc- tion. It is powered by a 180 horsepower Lycoming 0-360-AID engine and is equipped with an all metal McCauley constant speed propeller. Conventional i;Sipe controls are provided with rudder pedals and control. wheels. Entrance to the cabinis made through the cabin door :ocated on the right side of the airplane. The front seat backs fold forward to allow passenger entry~to the rear seats. The baggage compartmen~ is an of the rear seat and an outside baggage door is located aft of the cabin door. The baggage compartmenf is’ accessible from the rear seat during flight. I.’ENGINE The Lycohing 0-360-AID engine is rated at 180 HP at 27d0 RPM and is mounted on~dynafocal engine mounts to dynamically ~balance the engine during flight and to the transmission of vibration to the cabin 2. WING The MoontyM2OB uses a laminar;flow wing. This wing reduces drag improves aerodynamic efficiency over standard airfoils, and yet retains verv docile slow- flight and stall characteristics. 3. FUSELAGE The fuselage tailcone section is of monocaque construction. Aluminum ski?, dip- ped in zinc-chromate primer for corrosion protection, is riveted to heat-treated aluminum b~kheads to form the tail cone section. Extruded aluminum stringers add longitudinal strength to the tail cone. 4. The tail empenr~age is constructed on optically’aligned jigs that’~sure uni- formity and close tolerance fit~ for all parts. 5. IGNITION This engine utilizes the latest ignition system which gives quicker, easier starts and longer ignition life. 6. PROPEI~LER A 14 inch M~Cauley all metal constant speed propeller provides a low pitch set- ting for maximum take-on power and automatic pitch changing controlled bj´• an engine mounted governor for maximum efficienc3´• at cruising speeds. --e Island Enterprises 7. MOVABLE CONT~OL SURFACES AND FLIGHT CONTROLS The ailerons, e;~vator, and rudder are of all metal construction. They are J1g- 6~ built using hinges of machined extrusions. The control system requires very little maintenance, and provides superior control-feel, because torque tubes, rather than the conven’ion~i cable system, are used to actuate the controls. 8. BReLYE SY~jTEM The MOONEY M 20 B uses Cleveland Disc-Type hydraulic brakes. 9. GEAR The landing gear is unique in that it is manUlallv retracted by the pilot. Gear- i:’ assist spri?gs in the wings, aided by bungee-type springs in the fuselage, make the manual operation of the gear quite’simple. 10. FUEL SYSTEM The fuel system consists of 24 gallon fuel cells located in the ftont portion of each These celle are formed by sealing off, through the use of a special sealing compound, a portion of the wing. _~__ ~ta II. INSTRUIMENT PANEL C The instnunent panel has been scientifically- designed to proyide functional location of ~ill flight, radio, and engine instrument groups. 12. REATER.AND DEFROSTER SYSTEM Cabin heat is supplied by a heater muff which transmits air~heated by con- duction from the engine exhaust manifold. 13. VENTILATI3N SYSTEM Four individual airline-type adjustable vents are ~located in the center of the cabin roof to provide fresh air´•for each passenger. 14. BORWARIj VENT SYSTEM: Two vents under the instrument panel provide a second source of fresh air for the cabin. -5- nIsland Enterprises SECTION HANDLING AND SERVICING Island Enterprises SECTION ii HANDLING AND SERVICING A. GENERAL This section provides ground handling and servicing instructions. B. ACCESS PROVISIONS Figure 1 shows the location and identity of the access pane~ and plates that provide access for purposes of service and maintenance. C. GROUND HANDLING The following instructions are recommended to avoid damage to the airplane during ground operations. If improperly handled, extensive damage to the airplane and its equipment may result. The airplane may be taxied as required for normal mane- uvers. Brakes or rudder pedals may be used for turning. If a towbar is used, one man may move the airplane providing it is on a fairly smooth level surface. Poin~ where pushing the airplane are permitted are leading edge of the wing, vring tips, and the inboard position of the propeller blades adjacent to the propeller hub. 1. HOISTING When it is desired to raise the airplane off the ground to check operations of the landing gear, it is suggested it be done in the following manner. By using jack points provided, outboard of each main gear, it is possible to use standard aircraft jacks to raise the main gear off the ground. By using a rope sling and c!lain hbist it is possible to raise the nose gear clear’ of the ground and r‘ then the retraction mechanism can be checked and serviced in the usual manner,, (See Figure 2). 2. LEVELING Lo~tigitudinal leveling is determined by placing a spirit level on the door sill parallel to the thrust line (Fig. 3). Adjustments may be made by increasing or decreasing air pressure in the nose wheel tire wh~i´•1 the airplane is on the ground or on a set of scales for weighing. 3. WEEGGHING Position a scale in front of each of the three whe~s. Place a ramp on each scale and tow the aircraft up onto the scales. Remove the ramps and proceed to’weigh the aircraft.´• (Fig.4). 4. MOORING When mooring theMooncyMZOB, the following method is recomnrended. Place chocks fore: and aft of each main wheel. Stakes may then be driven in the ground outboard of each main gear, approximately three feet, and at the tail´•skid location. Tie down rings.are provided, two feet outboard of each main gear, at ´•the jack point. A tiedown ring is also~provided at the tail 5. TOWING A suitable towbar is provided as standard equipment~ airplane. The lower bar of the towbar is placed through the gear crossmember (See Figure 5). Care must be exercised that the nose gear is not rotat_ed past its normal s~vel angles. (Note: Check to see that park brake is off before airplane.) --6 Island Enterprises ~dvre? I. ACCESS PANELS 8, PLATES oU~I--YO 000 8 000 001_/3Lo--d000 000000 00 00000 000 00000 00 .-´•~s o r’~ oO CD´•J90~9 8888888 8 -7- Island Enterprises 3A~1 KING p~lRANGEMENTL Figure Z ::i -´•I´•~: ..I ´•´•.t ~p ~Z :i ’i ´•’~1 ’I ::C;.L i,- ´•I ~$s1.: 5-- ;I \‘:2.´• ’i~ ´•,s ~s ’’I B: t~ .~5 ´•-L‘~ ^-.V i :r~-;c´• ~zt C~ -,ri~i´•´•´• ´•´•.r ~ic;.; ljSP’9 f :j: :~4 .t~´•: t~ 5 -J -i´•.- ~T 3; c:: ’c’~-- I :r 1 ii;r- p ´•r C; ~d .I’´•r 5* ´•r’:´•-. ´•_ j.~ r:i .:6´• ‘I: -i e.r.´• .~´•z I.’ c --r ir-- ´•ij´• ?~t ´•-´•r´• ~C *j :i´•´• t~ )5 j3 ~´•le ’r C .k --~i´•x ’5´• ?:ic !~L ’~fr.b ~.-.i f Ing i- :,j 6i3 :-e *~r´•-: r t ´•´•r: i i 9i’7~-g pr .´•Y~ ,Tr; r~ r,:s :il´• .i E ,c, ;z- j~ r’ i ;2; ~iur -´•.4(..’.´• ,s* r- irC ii´•. i‘´•~ ’r u´• I r I"’ ::nS+i-~t´• ~n I Island Enterprises Figute 3 LEVELING THE AIRCRAFT s ;i ~P I Y ´•1~ ~1: :1’ 4~ r 5 L1;´•t f _r 4i~ BTr ic~ r a J i t 4 ´•-~s, I r ,~s ri i: I i ~1 i´• r b,c~ J CIIC ;,´•v c 7.. ´•i: 41 s´• ´•-~´•t-..2 ~r´• -.-´•´•;-:1 .1.I. ~j´•- Li´•il. C 3 Y~: I’ a Ld~s´• i r ’~Mz: f~ri L;-:´• ´•r C ´•r~. E~ij5´•~1 re r~´•´•L: i t~i El- -~r ".Zp A T~ ,.I-. i; 7. c;fi: -:T~Z e´•~ ´•C&i’~ ~iS: Mr ~r:, ´•r´•~. r~ v´•, .7’ 1´•´• M r´•´•r L-´•- -i~- L1 ´•:´•I I-- -´•C~ L’: res ,a Island Enterprises Figure 4 L~EIGHING IHE AIRCRAFT ;.1 TI ´•ii :Jr-~ ir.. f4 iR3 ,t ti -.e 1: c ~t ´•´•I .f -I d i ii.- il´•.´• ´•F:´• i~i-. ra B´•- a ’i’i ´•~N i. .I s~ it p~a 21~ 3 ’t’ I-- -J~’´•. -dv c~ ´•;--´•~s.W I.:- L’´•.i 7~- ´•---~Y ´•-L´•i L´• --L- ~L´•;~f- -~--.´•--I .I Y E~ :´•r´• -i´•- s´•i~ f?_~ 2~ d -‘---n ~sl -~P- g -ii´•..l´• .:;iiii i-- -2 ´•i-´•.Y i -i~1´• --1" r t Island Enterprises Fi~ure 5 ATTACHMEr\aT NOSE MII1EEL SIEERING BAR ~h ~t´•r’E 4. i r ii_ E I ,k´•-‘- ´•-I a C- c I f t 51 ~-i- f ,z :1- r"- ~a i .I I c 4j 3 .C I C1.. f’ r i-~ ’r -t i ft5i s z -ca--´• I r r :--1 -rF;7 f .’r;C i: I.t~ Xe’ ii .r: B 1" i t1 tiI I i~ i i-ri If~ 7 f t’t´• ´•´•p: i i Ij f ’i; !3~1r ´•ii i i ~t i´• ~6,,´•;i t´•-~; t ~r 7-´•’ Z; i ~7 ´•´•´•´•~C;i’ Z~a i-; i _´•.- i.: -1 Z" ’I i ´•´•’1. i~-4‘t-. .-´•.´•---I~ 2.;,?´• .L:;´•’ ::I:.~ ;´•’.’r´•~´•´• -ii. Tf C ’.´•i´• .I: ;1 ´•-J ´•z r Z- J~z .n. i f ´•´•~.r ´•´•´•Elh 15 ´•r´• -s"; C- ,,,r r:’ L~ ?i: li´• sc -----1~-- Island Enterprises D. SERVICMG 1. FUEL SYSTEM a. Filling The Fuel Cells. Each wing intragal fuel cell has a capacity of 24 Il. S. gallons and is acces- sible for filling by lifting a dzus fastened door and removmg the ex- pansion type gas cap. A scupper box drain is provided to drain off any gasoline spilled outside the filler neck opening. The fuel cell drain is located on the intoard corner under each wing. This is the lowest point of each fuel cell. b. Fuel Strainer. The fuelstrainer (r’igure6) is located in the nosewheel well. It is equipped rrith an easy drain and should be checked for water or dirt accumulations and drained regularly, c.´• Draining Fuel System. Drain the fuel from the system by removing the flush drain from the bottom of the fuel selector valve. (Note: the fuel selector valve must be turned on the tank being drained). f~. I~UBE OIL SYSTEM a. Filling’ Engine Sump. Fill ’the engine sump with the lubricating oil spectfied.in Table i. b. Draining Engine Sump. r The engine sump can easily be -drained by means of the oil quick drain is installed in each MooneyMiO~i airplane as standard equipment. 3. BI~AKE SYSTEM a. Filling Brake Cylinder Rsservoir. The brake cylinder reservoir iFigure 7) must be filled with the brake fluid specified in Table 1. It should be checked at every 100 hour inspec- tion and replenished when necessary. After initial installation, the Cleve- land Disc Brakes require no adjustment whatever, during the service life of the brake lining. (Caution: Do not fill reservoir while parking brake is set.) b. Draining the Brake System. Tb drain the brake system, ~pen ´•t~4e’brake bleeder va13e on the brake discs and slowly pump the brakes until all the fluid runs out. The brake system can be cleaned. by flushing out with denatured alcohol. E. LUBRICA’I~ION Refer to the Lubrication Chart (Figure 8) for instructions regarding the location, time intervals, and Srpe~ of lubricants used. Grease fittings are provided on the nose gear and the main gear. Bearings used in ´•bell cranks, hinge points, and rod-ends are of the sealed type and do not require per’iodic lubrication. Avoid excessive application _.of lubricants. Excess lubricant on exterior surfaces of bearings tends to attract dirt and grit, and may lead to malfunction of the unit. Where a reservoir is not provided around a bearing, apply the lubricant sparingly -12- Island Enterprises FigureB FUCL STRAINER DRAI~I ~s L ´•Lia~ -´•i´•’ "I~S ’i´• B;i ~C’ ).f 5~ ,Ir.13;p~´•r´•. P ~L1?I1-C u. c,i 1 I ..,2´• 3jC r- t~L. 1~ S s r Y´• ´•C -´•r ’CQ -13- -e Island Enterprises Figme 7 BKAKE CYLINDER RE´•SERVOIR ":i ::?’´•~t 1 ;’r c L r; r u .-´•a:2;. z d t I" f~ i-. -;s~ )i; k .~i ~T’ ´•I_ :~L_. T´•1´• :3: ~LTI2´•1 r´•F.i; ~s´• 8~ "~’.QF -i- ~J .j. ibf i, :sl:: P:. "35.1~ I t´•,´•´•.l´• cI-;´• .~m;´•r´• i-. .5 :n 1 s -\j´•~ i~72;r ´•c~: T ..,i i5~7; ´•c~a 2~; --r-1 ii i~ ;´•S L´•.~x.,r ?1 ~1 --I Island Enterprises Figure 8 LUBRICATION CHART FOR MOONEY M 20B HOURS KOURS Trim system V’, 100 Rudder hinges and horn Control Column Brake reservoir, maintain e- 100 Stabiiizer~inges fluid level indicated on the side oireservoir..´•--´•´•´•.´•´•´•´•´•´•---´•´•´• 50 100 Adjustment mechlnism :00 Baggage door and main door and latches Rudder control system.,.c.,.,100 !30 Aileron and fla? hinges, Frontseat adjustment...l.--10D ~c\‘ bei!crar?k right and left Nose wheel steering ....~.--.100 100 Hinges-Main gear doors. 2 each Starter bendfx 25.´•´• //’e I 1/ 100 Main landing gear grease fittings right and left 5 each SAE80 oil, to reoil,.,...~. 25 ~I Carburetor air iilter, use 100 Main wheel bearings right and left. Propeller--See note 6 Tot 100 Landing gear retractionsystem McCauley propeller. NoseSear grease fittinbs, 50 Engine oil tank, drain and 4 tot31...11´•L. I-´•´•-´•´•´•-´•-´•´•CI1´•´•-´•--100 refill. (n’on-detergcn~) 8 qt. Nose wheel bcaring..................100 Hinges--Nose wheel Door, 100 2 total. Ewlr 100 100 OL LEGEND a MILL-7870 Oil--GeneralPurpose NOTES low temp. lubrication MILL-7711 Grease--lubrication-- i. Fuel ,yslcm The following points require regular serviciag. 6. McCauley propelle,p are prelubriealed end need no lubrication until general purpose aircraft A. Fuel pump strainer-- disassernbled. MIL-LS545 Grease--lubrication B. Carburetor screen-- O hign temperature C. Filterbowl-- 7. Do not apply lubricant to rubber parts. M1L-G-3´•278 Grease--aircraft and I/ instruments D. Buick´•drain u;dt. 8. Remove all excess grease from grease fi~ttings. 2. Miscellaneous During routine maintenance checks, apply lubrica- __ I X~ MIL-O-5666 HydraulicRuid(Ked) cation to misccllan~=us linkages. I i Graphite and kel~sene 3. Do not use a hydraulic nuid with a casbt oil or ester base, LEGEND -C, Graphite ana MlL-G-S278 grease 4. Do not over-lubricate pedestal cbnCtala OlGNON-DETERCENT SeE 50 above 40’ air temp Powdered g~aphite ~fg Check t~ltery T,uid level, an~ battery condition every 29 SAB 3(1 above 10. and below 40. temp. DoorE.seorequiv. SAE 20 below 10’ air temp. -13- Island Enterprises r and wine off any c~cgss. Remove wheel bearings from the wheel hub and clean thorou~ly wti~ a suitable solvent. When repacking with grease, be sure the lubricant enters the space bet~een the rollers and the retainer ring. Do not pack the grease into the wheel hub. Whenever specific instructions for lubrication of mechanisms requiring lubrication are not available, observe the following precautions: i. Apply ail sparingly, never morc than enough to coat the bearing surfaces. 2. Squeeze the ma,aneto cam foiler felts at regular ~inspection periods. If oil appears on the fingers, do not add oil. If the -felt is dry, moisten with light oil. Be careful not to add too much oil, because the excess will be thrown off during operation and will cause pitting and burning of the magneto points. The engine manufacturer does not recommend oils by brand names. Use a quality brand Aviation Grade Oil of the proper seasonal viscosity! However, it has been ubserved that the best overall results are obtained from non-detergent oils. The proper grades of oil are listed below. C Figure 9 RECOMMENDED LUBRICATION OILS Aviation Average Ambient Oil Inlet Temperatures Grade Oil Air Temperature Desired Maximum SAE 50 Above 40" F 180 F 245’ F (4" C) (82’ C) (i18’ C) SAE 30 Below 40" F 170" F 220’ F (4" C) (17" C) (104" C) SAE 20 Below 10’ F 160’ F 200’ F (-12’ C) (71’ c, (93’ C) --ZC Island Enterprises SECTION POVVER PLANT Island Enterprises r: SECTICN )II POWER PLANT A. GENERAL Thel#00NEr M 203ispoweredby the famous Lycomiug 0-360-AID, high com- pression engine. It is rated at 180 horsepower at 2’i00 RPM a?d uses dynafocal engine mounts to dynamically balance the engine in Zigh´•t and to reduce tr3nsmission of vibration to the cabin. It is the newest version of this type engine c~ind incor- porates the following improvements: 1. New-type cylinders which have tapered bores and are nitrided for extra hardness. 2. New pistons, compression and oil-scraper rings for longer engine life. 3. 180 degree oil temperature thermostat to provide optimum oil temperature in all conditions of flight and to give better vaporization of the fuel-air mixture in the intake manifold This engine utilizes the latest ignition system which gi\res.quicker, easier starts and longer ignition life. It consists of the following: C 1. Two bendix magnetos, theleft magn’eto-being equipped with a set of retard breaker points. 2. A starting vibrator, located on the uplier fire wall, and which furnishes a shower of sparks for starting. 3. A switchwhich combines both ignition and starting functions. 4 Shieided.spark plugs and ignition harnesses to suppress radio noises. The Lycoming 0-360-AID engine has an 8.5 to 1 compression ratio and requires 91/96 octane fuel. It also uses a McCauley 2D36C14 Constant Speed Propeller. B’or further detailed~information on the engine. or the_ propeller refer’fo.the turer’s applica~ble ~publications. B. TROUBLESHOOTING Troubles peculiar to the Mooney Power Plant are listed in Table 2 witli their probable causes and suggested remedies. When troubleshooting this engine, we ´•’t--rktommend that the magneto primary circuit be grounded before performing checks on the ignition system. -17-. Island Enterprises r~zh Table 2 ENGINE TROUBLESHO~TING TRO’JBLE CA’JSE REMEDY Check fuel systems for leaks, Failure of engine Lack of Fuel Fill fuel tank. to start. Clean dirty lines, strainers, or fuel cocks. Underpriming Prime wi;n 2 or 3 strokes of throttle. Overpriming Open throttle and unload engine by turning in counterclockwise directioa Incorrect throttle setting. Open throttle to one tenth of its range. Defective Spark Plugs. Clean and adjust or replace. Defective ignition wire. Check with electric tester and.~eplace any defective wires. Defective Battery.’ Replace with charged battery. .~proper operation of Check internal magneto breaker breaker points. I point timingof magneto. Water in Carburetor. DIlin Carburetor a?d Fuel Line. ~I Check oil sump strainer for metal InternalFailure. particles. If found, complete over- haul of engine may be indicated Failure of engine Incorrect carburetor Adjust thrott’e stop to obtain to idle properly. idle adjustment. correct idle. Idle mixture. Adjust Mixture refer to adjust- ments of this section. Leak in the induction Tighten all connections in the induc- system tion system Replace any parts that are defective Low cylinder compression I Check condition of piston rings and valve seats. Fault~ ignition system. Check entire ignition system. Mixture too rich; indicated by sluggish engine opera- Low power and i tion, red exhaust flame at Rfadjustment of carburetor by uneven running. I night. Extreme cases in- authorized personnel is indicated. i dicated by black smoke i 1 from exhaust. ~e Island Enterprises ~NGINE (Con~inued) C~JSE REMEDT Mixture too lean: indicated Check fuel lines far dirt or oth~ by ove~heating or back- restrictions. Check fuel supply. firing Leaks in induction system. Tighten all connections. Replace defective parts. I Defective Spark Plugs. Clean or replace spark plugs. Poor Fuel Fill ihnk with fuel of recommended grade Magneto breaker point; Cleanpoints. Checkinternal not working properly. ’riming of magnetos. Defective ignition wire. Check wire with electeric tester. Replace defective wire. Improper ignition Check magnetos for tiniing and timing. synch~onization Defective spark plug I Replace connectors on spark Terminal connectors. plug wire. Failure of engine Throttle lever out of Adjust tI;rottle lever. to develop ~Pull power. adjustment.~ Leak in induction I~"righten all connections, and replace I system. defective parts. Restriction in carburetor Examine air scoop and remove air scoop. restrictions. Improper fuel. Fill tank with recommended fuel Tighten all connections. Check sys- Faulty ignition tem with tester Check ignition timing. Rough E;lgine. Cracked engine mount. Replace or repair mount. Unbalanced propeller. Remove propeller and have it checked for balance. Defective mounting Install new mounting bushings. bushings. Malfunctioning engine. Check entire engine. Low Oil Pressure. I Insufficient oil. Check oil supply. Leak in suction line Check gasket between accessory or pressure line. I hou´•ing and crankcase. Dirty oil strainers. j Remove and clean oil strainers. -19- Island Enterprises TROUBLESHOO’TI~U’G (Continued) TROU&I;E CAUSE REMEDY High oil temperature. See "High On Temperature" in ’’trouble" column. I)efective Pressure gage. Replace gage. Stoppage in oil pump Check lir?e;cor obstructions. intake passage. Clean s~r=tion strainer. High Oil Temperature. Insufficient air Check air inlet and outlet for cooling. deformatidn or obstruction Insufficient oil supply. Fill oil sump to prdper level Low grade of oil. Replace with oil conforming to specifications. Clogged oil Lines or I Remove andcleanoilstrainers. strainers. Excessive blow-by. Usually caused by worn or stuck rings. Complete overhaul required. .Failing or failed Examine sump for metal particle Ef bearing. found, overhaul of engi?e is indicated. Improper engine Check entire engine. operation. Defective Temperature Replace gage. gage Excessive oil con- Low grade of oil. Fill tank wi~h oil conforming sumption. to specifications Failed or failing Check sump for metal particles and, bearings. I if found, overhaul engine Worn piston rings. Install new rings. Incorrect instailation Install new rings. of piston rings. Cold weather I Cold oil Move’ aircraft into a hanger difficulties. I I Heat oil Inaccurate pressure Extreme readings up to approxi- readings. mately 100 do not necessarily indi- cate malfunctioning. Rotate crankshaft in counterclock- Overpriming wise direction with throttle "Full Open" and ignition switch "Ofir’. -Weak Batterg install fully charged battery. -2e Island Enterprises c. ENGINE REMOVAL 1. RemovethePropeller. 2. Remove the Side Cowls. 3. RemovetheTop Cowl. 4. Remove the Bottom Cowi. a. disconnect both cables from battery. b. remove carburetor air filter duct (61~9) by removing wraplock. c. landinglight wireg (2). d. Oil radiator (4 bolts). e. brace rods (connected to firewall. f. cowl flap control rods. g. fuel pump blast h. alternate air source duct. i. hot air overboard duct (2 clamps. 5. Disconnect the following:´• a. tachometer drive shaft. b. oil temperature bulb. c. oil pressure line. d. fuel pressure line. e. manifold pressure line. f. cylind~ head temperature gage thermocouple line. 6. Disconnect the following controls: a. throttle rontrol. b. propeller governor.control. c. carburetor hot air control. d. tnixture control. C e. co~l flap control and sprin~ 7. Disconi~ct ignition switch wires ~from magnetos (GROUND MAGNETOS). 8. Disconnect the engine ground strap. 9. Dis~onnect all the voltage regulator wires. 10. Disconnect cabin heater duct (2 places). 11. Disconnect 2 generator wires and 1 starter wire. 12. Disconnect both mufflers, tail pipes, and support springs. 13. Remove top engine baffle to expose hoisting hook and attach an "A" frame t~pe hoist or other suitable hoist to the engine hoisting hook and relieve the ´•ten- sion on the~ engine mount. 14; Disconnect the main fuel line from the firewall to the fuel pump. 15. Disconnect four bolts from the engine mounts at’firewall and slide engine forward slowly and carefllUv to check if any wires or cables are still connected to engi~e. (If it is desirable to remove the mount.from the engine, it can be accomplished easier at this time). D. PROPELLER RF~MOVAL I. Remove propeller spinner by taking 10 screws, washers and spacers. 2. Remove 6 bolts andwashers from p~opeller flange and remove propeller from the engine shaft the propeller is removed from the engine crank shaft there will be a small amount of oil that will run dut of.’the propeller Elb. and crank shaft. 3. Carefully remove the "0" Ring from the engine shaft. Island Enterprises E. INSTALLATION OF ENGINE f’ 1. ’Hoist engine even with attach poin~ts onfuselage and slowly secure to firewall (use a circular tightening sequence). NOTE: Experience has proven that it is much easier to remove and reinstall this engine with the mount attached to it. 2. Connect the main fuel line from the firewall to the fuel pump. 3. Disconnect the "A" frame from the hoist point and remove. 4. Install mufflers, support springs, and tail pipes. 5. Connect generator wires (2) and starter wire (Ij. 8. Connect Engine ground strap, voltage regulator wire~, to;, engine baffle. 7. Connect cabin heater duct (2 places). 8. Conned ignition switch wires on magnetos. 9. Connectthe lollowing:’ a. Tachometer drive shaft. b. Cylinder head temperature gage thermocouple line. c. Manifold pressure line. d. Fuel pross~lre li~le. e. Oil pressure line. f. Oil-temperature bulb. 10. Connect the following controls: a. Throttle control. b. Propeller control. c. Mixture control. d. Carburetor hot air control. e. Cowl flap control and spring. (After connecting these controls, move them several times from the cabin to ascertain that they move freely through the full are of their travel. Adjust all controls to provide the same degree of resistanceto the pilot’s setting;) 11. Install the bottom cowL a. Connect bottom co~l brace rods to firewaU b. Connedtthe radiator tobottom cowl (4 screws). c.´• Connect the carburetor air filter duct (6179)’ with wraplock. d. Connectthehot airoverboard duct. .t´• e. Connect the alternate air source duct. f. Connect the fuel pump blast tubes. g. Connect the cowl flap control rods and springs. h. Connect the landing light‘ wires (2). i. Connect both battery cables. 12. Replace the top cowl and secure´• it to the bottom cowl. 13. Replace the side cowls. 14 Reinstall the propeller. Island Enterprises F. INSTALLATION OF PROPELLER I. Clean and check the mating suI~faces of the propeller hub flange and the rrahkshaftt nange. 2. Install the "0" ring seal in the propeller hub counterbore and lubricate it liberally with clean lubricating oil. 3. Line up the arrow an the hub flange outer diameter with the short bushing in the crankshaft flange. 4. Engage the crankshaft pilot in the propeller hub and push the propeller hub straight back until the crankshaft bushings enter the holes in the propeller hub flange. 5. Avoid twisti?g and shaking of prop,´•ller as much as possible, as damage to the "O" ring could result and oil leakage will follow. 6. Using McCauley propeller mounting bolts nnly with special shouldered washers, tighten 6 bolts to the torque recommended by manufacturer. PROPELLER TOF,~UE LIMITS Part Number Nomenclature Torque Limits ‘McCzruley Mounting Bolts 55 to 65 Ft. Lbs. G. ADJUSTMENTS i. CARBURETOR IDLE MT~XrZTRE. a. Perform the standard engine starting procedure and operate the engine at least two minutes to warm it up_properly. b. Re‘cZuce´•thethrottl~to obtaina tachometer reading of appSoximately 550 RPM. c. Turn the idle adjusting screw, located near the rear of the carburetor, clockwise, thinning the fuel mixture. Continue to do this until the engine begins to run roughly, at which the.engine speed will decrease. d. Turn the screw counterclockwise until the engine runs smoothly again and continue to the screw in the same direction until the engine begins to run roughly once more. At this point the fuel~mixture will be too rich and engine speed will.decrease again. e. Now advance the screw to the midwav position between the lean and rich fuel mixture; the RPM of the engine will reach a maximum speed for idle mixtui-e settings. 2. ENGINE IDLING SPEED a. With engine running and side cowling off, pull back the throttle control lever until it is completely aft and in the closed position. Observe the tacho- Imeter for the etgine speed. b. Adjust the idle adjustment screw to obtain from 550 to 600 RPM by rotating itclockwiseto increasethespeed of the engine and counterclockwise to decrease the engine speed. The screw is located on the throttle arm. NOTE: One complete revolution of the carburetor idle screw provides a variation d approximately 100 RPM in idling speed --2" I Island Enterprises SECTION STRUCTURE Island Enterprises SEC’PION IV STRUCTLTRE it Figures 10, 11, and 12 identify the types of skin structure used on Ihe M 00 NEY ~1 10 8. No structural repairs are recommended without contacting the manufa~turcr. However, minor repairs such as patching the skin, welding etc., may be made in ac- cordance with the regulations set forth in’Civil Aeronautics Manual 18. Skin repairs must result in a surface which is as strong as, or stronger than, the original skin. However, nexibility must be retained so that the surrounding areas will not receive e~tra stress. i3. REMOVAL OF WING COMPONENTS The major subasserc~lies of the wing may be removed individually or the wing may be removed as a unit. To remove a wing, a fuselage supporting cradle is required. 1. REhlOVAL OF WING. a. Iiemove wing root fairings, all wing ilspection panels, and the bottomfuse- r lage access panels. b. Cr;ain´•the gas from the wing to be removed. c. Drain brake lines and reservoir. Disconnect at wing main spar. d. P~emove front and rear seats. Remove 4 inspection plates under rear seat area. e. Set the airplane on jacks ton jack points). f. Set "A" frame on propeller. g. Remove the following: i. Twu~landing gear assist springs (5047-3). 2. Flap tubes (7097 and 7098). 3. Aileron Tubes (two 7246). 4 Trim Link Tubes (7218-13 or 1218-7 (serial 1151 and on) and 7218-8). 5. Main gear retraction tubes (5242). -24- Island Enterprises 6. Rudder tubes (7244). 7. Elevator Tube (7243). 8. Elevator andRu~lder 3rd Link (7101) (two tubes). 9. Remove floorboard braces (3937-9, 3937-10, 3937-113. 10. Seat Rail Bracket (3939-7, 3939-8 Six bolts) (3941 two bolts). 11. Stringer assembly doubler (3977-1). .12. Fourteen bolts from "Z" rail. 13. Sixteen Attach bolts iAN 3-5A). 14. Gas lines and wires from wing root. 15. Airs_need indicator line, Pitot lines, heated pitot lines if used. 16. Front mating bolts (two AN 6-16A). 17. Rear mating (two_ AN P15A and two AN P17A). 18. tension’ Bolts (7H-16A). NOTE: Have suitable cradle ready for fuselage before last three steps of.wing removal. 2.~ REMOVAL OF WING FLAP a Remove wing flap cover plate at wing root (7274). b. Disconnect the flap actuating link (7100). c. ´•Remove..bir,ge bolts (4). d. Pull the flap straight back ofT the wing. 3. REMOVAL.OFAILERON a. Disconnect the Aileron control tube (7241) at the inboard aileron hinge (2177 or 2178). b. Remove three hinge bolts. c. Pull the aileron straight’off the wing. C. INSTALLATION OF WING COMPONENTS 1. I~nstallation’of Wing. Installation of the wing asserhbly is a direct reversal of removal. 2.. Installation of Flap. Installation of the nap assembly is a direct reversal of removal. 3. Installation of Aileron. Installation of Aileron assembly is a direct reversal of removal. j .~_.._. Island Enterprises t~igure lu WIlYCi 3~1Y FRONT ~u I I i I 1 \8 tr I ’I i I I NO. THICKNESS MATi~RLAL I J I~ 1´• 0.063 2024 T-3 CLAD i I I ~f 2. 0.050* 2024 T-4 CLAD r--I 3. 0.040 2024 T-3 CLAD 3 1 Il I I f, 4. 0.032 2024 T-3 CLAD 1 13 i I I V 5, 0.025 2024 T-3 CLAD i. 1 6. 0.0323 2024 T-4 CLAD i i’ I ~1 7 O.d32** 2024 T-3 CLAD r I I I __ .~_ 8. 0.040 2024 T-3 CLAD ~----tT---J ~--1 9. 0.025 2024 T-3 CLAD f, 10´• 0.025*+* 2024 T-3 CLAD i I I ;1. 0.040**** 2024 T-3 CLAD i). 0.032. 2014 T-3 CLAD ´•I I ‘1 13. 0.025 2024 T-3 CLAD 14. 0.020***** 2024 T-3 CLAD 5 r--+----- --I I I t ~7) 15. 0.025’ 2024 T-3 CLAD 16. 0.020***** 2024 T-3 CLAD 17. 0.020***** 2024 T-3 CLAD 18. 0.025 2024 T-3 CLAD ´•Heat Treated to T-4 Conditidl? after forming. ~C Aircrrdt s/n 1852; s/n 194-0 on .0.025 material. 6) d´•´• 0.020 thickness on bottom side or flap. Top of wing only. R;IGHT BOTTOM WING SHOPPING Same thickness on bo~ sides. 1 -2"Island Enterprises Figure 11 AlrRCRAFT FUSELAGE SKIN’CHART NO. ~HICKNESS MATERIAL Tt "9 3~ p 1. 0.025 2024 T-3 CLAD LJ/ 2. 0.020 2024 T-3 CLAD 4~ 3. 0.032 2024-0* 4. 0.040 3003-0 5. 0.025 24 ST** 25 6. 0.025 24 ST** 22 6 7.""’ 0.025*** 24 ST** 3. 8.025 24 ~r** 9. 0.02j 2024 T-3***’ 10. 0.025 2024 T-3 CLAD Q 11.***** 0.025 2024 T-3 CLAD 12. ´•0.020 2024 T-3 CLAD 13.""" 0.020 2024 T-3 CLP;D 10 14. 0.020 2024 T-3 CLAD 15. 0.025 2024 T-3 CLAD 6 16. 0.020 ’2024 T-3 CLAD 17. 0.032 2024 T-3 CLAD 13. 0.025 2024 T3 CLAD 19.*****$ 0.032 2024 T-3 CLAD 20.***** 0.025 2024 T3 CLAD. P 21. 0.032 24 ST** 22.***** 0.025 2024 T-3 CLAD 23. 0.025 2024 T-3 CLAD 24. 0.025 2024 T13 CLAD 25.****** 0.025 2024 T-3 CLP~D 63 ’Heat ndat to T-4 condition aAk iorrnin,-. After forming. ´•´•f Or 0.032 can he used ´•´•S~Use 24 ST material or. right sid~ Right side only. Left side only. RZGHT SlDE OF ~JSELAG% SHOW~G -27- Island Enterprises Figure 12 TAIL S’U’RFACES SKM CHART ;1) ~3 g Q e 16‘ Q 2~L‘ 2e 0" 10-( r NUMBER ~IICKNESS MATERIAL O 2.1. 0.040* 2024 T-4 CLAD 0.025 2024 T-3 CLAD j 4. 0.025 2024 T-3 CLAD 2024 T-3 CLAD .5. 0.025** 2024 T-3 CLAD 6. 0.025 2024 T-3 CLAD g 7. 0.025 2024 T-3 CLAD 8. 0.040* 2024 T-4 CLAD 9. 0.012*** 2024 T-3 CLAD 10. 0.012**$ ’’8024 T-3 CLAD 11. Mooney Extrusion #4142 6 12. 0.025 2024 T-3 CLAD 13. 0.040" 2024 T-4 CLAD 14. 0.025 2024 T-3 CLAD 15. 0.025 2024 T-3 CLAD g 16. 0.012""" 2024 T-3 CLAD lr. 0.012**$ 2024 T-3 CLAD 18. Mooney Extrusion #4142 19. 0.025 2024 T-3 CLAD 0.012*** 2024 T-3’CLAD 21. 0.032**** 2024 T-3 CLAD 22. 0.025 2024 T-3 CLAD 23. 0.020 2024 T-3 CLAD 24. 0.040 3003 -0 ´•Heat Treated to T-4 condtiton after forming. Bottom 0.025 2034-0, H.T. to T-4 condition. 0.016 may be used as alternate. A/C 1852, 1910 on use 0.025 material. "8- Island Enterprises SECTION LANDING GEAR AND BRAKE SYSTENI Island Enterprises SECTION V LANDING GEAR AND BRAKE SYSTEM A. GENERAL The landin~ gear is a tricycle type gear. It is constructed of heavy, chrome- moly- denum tubular steel, heat treated for greater stength and resistance to wear. Neoprene rubber discs of great resiliency absorb the shock of normal taxiing and landing. The Cleveland VJheels used on the main tires are made of magnesium castings and the six-ply tires are made by Good~ear. The main gear has a nine-foot tread, which makes taxiing a simple orperatioll; and because of the wide gear´•tread and the aircraft’s low center of gravity, taxiing or land~g in strong cross-winds presents no problem, et-en to the novice pilot. The attachin~C points ofthe main gear are in metal bushings embedded in the gear-mounting box and attached to the spars. The nose wheel is mounted to the cabin’s tubular-steel frame instead of the engine mount. The main gear wheels are equipped with hydraulic brakes. The nose wheel rudder pedal mechanism is equipped with a centering bungee located under the left front noor- board. B. REMOVAL OF LANDING GEARS 1. Main Gear. a. Place aircraft on jacks. (Refer to Section IIc). b. Unlock and move gearhandle aft a~short distance. Disconnect the gear doors,-bralre lines, and the retraction tube. e. I~tract gear all the way. d. Remove the wing gear assist sping. (Special tobl.No. 8186 available~at factory). e. Extend gear td about 3 or 4 inches from down lock position and secure it or have someone hold it in this position. f. Remove two bolts from retracting truss bracket (5028). g. Remove six bolts from rear landing gear at attachment bracket (2257). h. Slide out rear part of Bearing (2257) sideways.. i Slide front part of bearing (2257) aft and remove. j.’Slide gear assembly aft sligi~ly until clear of f~ont bearing and carefully take out of wing.. 2. Nose Gear. a. Set aircraft on j~dklj (Refer to Section IIc). 5. Remove exhaust cavities (3150). c.’-Remove bolt on aft end of retracting link (5032). -29- Island Enterprises d. Pa;tially retract nose gear by hand and remove Dolr; Irom nose gear steer- inghorn. I ´•ud~ e. Bend fIange of firewall to clear bolts of support truss (5015-5~. f. Remove right and left bolts of support truss (5015-5). g. Carc´•fully remove nose gear assembly. C. REMOVAL ANI3 DISASSEMBLY OF SHOCK DISCS i. Main Gear. a.‘ Remove main gear from aircraft (See above). b. To use the special Mooney Shock disc rrplacer~ent tool (8400) it will be necessary to remove the landing gear spindle (5018) from the main gear leg (5071). c. Remove the bolt attaching the spindle (5013) to the shock disc retainer (5013). d. The rem~ining assembly is now ready to be ~astened ´•to the shock disc re- placement tool (8400). e. Apply pressure to the shock disc retainer (5013) until bolt in collar lines up with hole in the shock disc supporting structure and remove the bolt from the shock disc retaining collar (5131-9) or (5131-8). f. Release pressure slowly from the shock disc retainer and remove the discs (3CRE-714) thatneed to be replaced. g. Install new shock discs onthe retainer i5013) and reverse the procedure on steps(e) and (f) above. 3. Nose Gear. a. Remove nose gear from aircraft (see instructions above). b. Ti,use the special Mooney shock disc replacement tool (8400) it will be necessary to remove the nose gear sprindle (5070) from the upper gear structure (5074). Also remove the 401t attaching the spindle to the shock disc retainer (5078). c. The remaining units, Upper gear structure (5074) and shock disc retainer (5078), can now be attached to the shock disc replacement tool (8400). d, Apply pressure to the retainer so that the bolt holding the Retaining collar (5131-7) can be removed. a After removing bolt from collar release pressure slowly from the shock disc retainer and remove the discs that need ti, be replaced. f. Install new shock discs (3CRE-714) on the retainer (5078) and reverse t5e -procedure in steps (d) and (e) above. D. REASSEMBLY AND INSTALI,ATION OF LANDIhTG GEAR Installation of the landing gear is essentiallv.t’he reversal of removal. On re- installing the main gears in the airplane; Sust remember to keep parts from the right and left gears separated. Also, do not attach gear door brakets to gear legs with j Island Enterprises sheet metal screws until doors are finally adjusted as explained in the following procedare. 1. Main G~ar. a. Grease wheel besrings, retraction linkage, and fore and aft bearings which attach to the spar. b. Slide front end of gear leg into front bearing; slide bearing ~late of rear attachment (2257) over rear end of main gear leg, spotfaced side forward: c, Slide rear part of attachment bracket between spar and landing gear. d. Line up holes in rear.attachment and spar. Attach with six bolts. e. Attach retracting truss through retracting bracket (5020) with two bolts and secure with safety wire. f. Connect retraction tube (5244) and fully retract gear. g. Connect gear assist spring (5098) and lower gear. h. Attach gear door liT~s (8051-8052) to brackets (8054) on gear legs. Raise gear to see that there is no bind in door link helm bearings. Door edge should seat evenly all around against wing without excessive distortion where links attach to door. Adjust- ment may be made by slightly shifting the position of the gear door brackets on the gear leg~or by changing the length of the links. This is a preliminary adjustment. Do not attach gear door brackets to gear leg with sheetmetal screws until door ad- justment is refhecked after gear is rigged. 2. Nose Gest. Installation of the nose gear is a direct reversal of the removal procedara C E- BRAgE AND WHEEL ICIAINTENANCE 1. Brake lining inspection and replacement. Visually inspect the brake while it is installed on the airplane. No adjustment of brake clearance is necessary. If, after extended service, the brake linings become excessively worn, replace with Pew linings as follo\vs: a. Remove dust cover from wheel. b. Remove spindle nut from one side of wheel and two bolts ~rom the other side (2 bolts that holdback brake plate stationary). c. Slide wheel out and remove pressure plate that has the worn lining on it. ’d.´• The linings can easily be replaced by drilling out three rivets from the pressure plate (35-203) and three rivets from the back plate (35-205). e. Replace old linings with the new Cleveland 35-204 brake linings and Cleveland 561 rivets. ´•A 561-R Rivet setting kit is available through Mooney Aircraft-or your near- est Distributor. This special ~ivet setting kit should be used as rolling of the rivet is very important to get a tight fit between the rivet and the rivet hole. 2. Wheel Assembly Inspection. To inspect the wheel assembly proceed as follows: a. Place airplane on jacks. b. Remove axle nut and two bolts from back plate (35-205) and ~lide wheel off. c. Inspect the wheel assembly for the following: 1. Check for holt failnre. Replace any bolts found to be defective. 01- C 1_ j Island Enterprises 2. Check the i-.ttenal diameter of the felt grease seals. Replace the felt grease seal if surface is hard or gritty. 3. Inspect the castilld for visible signs of c-acks or corrosion. If there are any indications of cracks, the tire and tube should be removed and the wheel dis- assembled for a closer inspection of the sns~icious area. 4. Replace any wheel casting havingvisiblecracks. F. LANDING GEAR RIGGING PROCEDURE First, an important feature of the‘ Mosney M 20B gear down locks. The tubes and linkages of the retraction system are designed to hold the overcenter locking mechanism in its overcenter position ~nly. The retraction tubes and linkages will not take the loads imposed upon them if the overc~nter locks become diseng´•aged, This can happen in two ways. One, by improper ad- justm2nt of the overcenter lock mechanism. Two, by disengaging the retraction handle from its down lock block under the instrument panel which~ may make it possible for the overcenter linkage to be tripped. If either of the possibilities stated above should occur, it will probably result in the collapse of the nose gear with subsequent damage~ to the airplane. 1. Rigging Instructions. a Hoist Airplane and remove access gsnels shomn in fignre 13B. b. Remove retraction handle (5039) from gear down lock. Tie handle loosely to prevent bangee from forcing it down.In order to prevent damage to retraction tubes, do not move gear legs from outside until step 3 has been accomplished. c Disconnect retraction tubes (524?1)(2) and (5085)(2) at point B (fig. 13B). Loosen check nuts on helms on ´•tubes (5242)(2) at point E and on tubes (5085)(2) at point A. d. Check nose gear and main g.ears (2) for any binding at hinge points designated by a star in figure 13B by moving gear legs back and forth by hand. Tubes (5244)~ may be disconnected at point C during check of main gear if dCired. For easy g~ar retraction, the points indicated should be lubricated in accordance with lubrication chart on page 15. a Place retraction handle (5039) in gear-down lock. Check for and remove any foreign matter between retraction trusses and links at point Z and point S (fig. 13A) and place all gears in the down and lock position. It is recommer;ded that a C-clamp be used at point X and point R (fig. 13A) clamping retraction trusses solidly to retfac- tion links in the full overcenter position. f. By tuning tubes, adjust retraction tubes (5242)(2) and (5085)(2) so that a 3/16" D bolt can be inserted through retraction lever (5059) and helm bearings at point B (fig. 13B). This will give a ten, pre-load in´• system with the handlein the gear down lock. g. By turni~lg tubes, shorten retraction tubes (5085)(2) two turns and lengthen re-´• traction tubes (5242)(2) two to two and one-half turns. Tighten check nuts (4) at points A and E (fig. 13B). *F~ h. Remove retraction handle (5039) from gear down rock and connect tubes (5242) and tubes (5085). Place retraction handle (5039) in gear down lock. 2. Inspection of System Pre-Load. a Nose Gear (See figure 138). 1. Place rigging tool (8442) on retraction link (5032) with sloped edge aft. Hold tool in place against retraction link (5032). 2. Plrce finger at_point R. ´•3 -32- Q´• Island Enterprises 3. Apply force on torque ~-rench and read torque at instant that point R first begins to move. Movement of retraction truss (5062) may be felt at Doint Pc map be seen in area of joint S. Practice this several times before recording torque. Torque should he between 140 and 200 inch pounds. NOTE: Take reading on torque wrellch when .005 to .010 inch movement is observed at points R and X (figure 13A). 4. After release of force, retraction truss (5062) should snap back to f~!! over- center and should bear tightly against retraction link (5032) at point S.. This should be carefully checked by pulling down on retraction truss (5062). If re- tradion truss (5062) moves down, the~ the przlooad in tubes (5085)(2) is not suf5icient. b. Main Gear (See figure 13A). I. Place rigging tool (8444) as shown in fi,nure 13A Hold in place with thumb at pointY pressing forward. 2. Place finger at point X. 3. Apply force on torque wrench and read torque at, instant that point X first be~gins to move. Movement of retracting truss (5256) may be felt at point´•X and may be seen in area of joint Z. Practice this several times before record- ing torque. Torque should be between 275 and 325 inch pounds.’The torque should register approximately the same at both main gears. 4. After release of force, retracting truss (5256) should snap~back to full over- center and should bear tightly against retracting link (5026) ad point Z. This should be carefully checked by pulling do~irn on retractii~g truss (5256). If re- trading truss (5256) moves down, then the pre-load in tubes (5242)(2) is not sufiicient. CAUTION: Do not attempt to rig the gear to increase or decrease gear up travel. 3. Adjustment of Pre-Load. If th~ torque values do not fall within the limits specified, then the system pre-load should be changed by changing the lengths of retraction tubes (5242) and (5085). This is done by taking a turn on the heim bearings in the proper direction. One-half turn is usually sufli; cient. Any adjustment made to the nosegear should be made identically to boWI retraction tubes (5085) since they should carry thesame pre-load. Since the retraction tubes from all gears are attached to the gear retraction lever, a change in pre-load in the retraction tube at one gear can affect the pre-load in the retrac- tion tubes at the remaining gears. Therefore, after an adjustment is made at one gear, the .other gears must be rechehe~d. This process must continue until the proper pre-loads are obtained in the retraction tubes at ail gears. The amount of freedom of the gears las determined from the check made under item 4 of rigging instructions above) win affect the torque readings. Gear systems with free joints will be adequately rigged when the torque is on the low end of We range while gears that are stiffer may require torque values on the high end of the ran~e for adequate pre-load. A final check should be made of the force required to place tha,rrear handle (5039) in the gear down lock (gear extended position). If the required to move the gear handle forward the last 1 to 2 inches is excessive, then the system pre-load mav be reduced slight- .ly within the prescribed torque limits. Check´•for and relieve any bind;n the sliding hand grip at the top of the gear lever since a bind at this point may make it difficult to lock the gear handle in place. NOTE: Gear rigging tools (8442) and (8444) may be obtained at a nominal cost through our dealer organization or directly from Mocney Aircraft, Inc. -33- r jIsland Enterprises o b Retraction Main Gear Tube(5244 Leg (5071) Retraction\ Y Truss 256 t f E ’J 7 Retraction Link 5=6 rs Rigging Tool I ’(8444) VIEW LOOKING FORWARD AT LEFT MAIN GEAR Torsue Wrench t-h i. ,-3>rce -t Retraction _ Truss1_5062- S Upper Cea~Structurs f u I (5074) Betraction Link (5052) j FICU~RE IjA. ’Rigging Torque 1’ Wrench VIEW LOOKING IN FROM RIGHT HAND SIDE OF NOSE: GEAR, -~34-- Island Enterprises "P ´•’p~’~Os9 RET~RACflON /tt GMR S~BS 52~2 ~3 J TRU~S IRUSE MUS~ B~AR T/GN72Y ON L/NK A7 7H/S 1 i L~ ´•3~ OVLR CEN’ITR ~3 v I’ w~8-e /Jr (11 ~42 BETAIL o J 1~ ill OY~RCENrER LINK 41 ,Y 7 Y B Ab~R. Lu re SL*l I! I (i MAIW GMR -~’e Y g~ II/NX (O I ;i rq G~EAR U !_´• Island Enterprises SECTION CONTROL SURFACES Island Enterprises SECTION VI CONTROL SURFXCES A. GEN~ERAL The ailerons, elevator, and rudder on the AIOONEY Al 20 B are of all-metal con- struction. They are jig-built, using hinges of machined extrusions. The elevator an rudder incorporate an unusual method of construction. The leading-edge spar of ´•these controls consists of a specially designed extrusion that allows flush attachement of the ski~l. Lead counterweights are provided for dynamic balancing to prevent flutter. The control system requires veSylittle maintenance and provides superior control- feel, because tubes, rather than the’conventional cable system, are used to actuate the controls. Helm bearings are used throughout the controlsystem. These bearings are simple and, dependable and require very little maintenance. B. INSTALLATION 1. Removal and installation df Aileron (2200). a. Rt´•move~control tube (7241) from inboard end of aileron. b. Remove bolts, nuts, washers from three attach hinges. c. Remove aileron by pulling straight back. d. Replacement is accomplished by reversing of above steps. e. Rig the ailerons in accordance with factory rigging instructions. 2. Removal-and Installation of Rudder (4104). a; Remove the rudder controltube (4169).~by taking off one´• bolt, nut, and washer. b. Remove bolts, nuts and washers from three attaching hinges. c. Remove the rudder by pulling straight back. d. Replacement is accomplished by reversing df above steps. e. Rig the rudder in accordance with factory rigging instructions. 3. Removal and Installation of Elevators (4103). a. Remove control tube (7224-5) and assist bungee j’i038-1) by taking off at- thc´•hing.bol~ts, nuts, and washers on each elevator. b. Remove bolts, nuts and washers from four attaching hingeson each elevator. c. Remove elevator by pulling straight back. d. Replacement is accomplished by reversing above steps. e. Rig the elevators in accordance with factory rigging instructions. 4.. Removal and Installation of~Flapst a. Remove Wing-flap hinge fairing (3979) to expose flap link (7100). b. Remove flap link (7100) by taking off one bolt, nut, and washer from flap attachment. c. Bimove flap by pulling down and out. ---d. --Replacement is accomplished by reversing above steps. e. Rig the flaps in accordance withe factory rigging instructions. op Island Enterprises C. CONTROL SI~’RFACES GENERAL SPECIFICATIONS tp9 The dimensions and general specifications of the control surfaces of the Mooney M 20 B are as P~ollows: ~ing Span ~-35 Feet 0 Inches Length ,,-23 Feet 2 Inches Height ,8 Feet 41h Inches Tread 9 Feet 3/q Inches 1. ~GS Airfoil Section at Root_ NACA 63-215 Airfoil Seclion at Tip--- NACA 64-412 Dihedral,. 51~ Degrees Wing Area 167, Square Feet Aileron Area 11.2 Square Feet Flap Area ,,17.2 Square Feet 2. EMPENNAGE Vertical.Fin Area 7.9 Sq~are Feet Rudder Area 5.01 Square Feet Horizontal Stabilizer Area 21.5 Square Feet Elevator Area 12.0 Square Feet 3. MOVABLE CONTROL SURFACE TIMVELS Aileron Travel Vp 12~h’ to 1?’ Down 8’ 1’ Neutral or Static O’ to. 2’ Flap TravelIntermediate Down Full Down 213h’ 1’ Neutral 0’ 1’ Elevator Travel Up 24’ 1’ Down loH’ 1’ Rudder Travel Right 18’ 1’ Left 18’ 1’ CAUTION: Whenrepajnting orrepairing the control surfaces, the following li~nits should not be exceeded: Elevators: Maximum allowable static unbalance=181 inch/lb~ (1.32 Ibs. at 12.75 inches ~from hinge line.) Ailerons: Maximum allowable static unbalanle=9.6 inch/lbs.‘ (.753 Ibs. at 12.75 inches from hinge’line.) Rudder: Maximum allowable static uz5alance~5.601 inch/lbs. (.4625 Ibs. at 12.12 inches from hinge line.) D. RIGGING AND ADJUSTMENT 1. Aileron Rigging and Adjustment. a. Use a straight to line up the control wheels. Adjust control tubes (7085) until the control wheels are level. b. Adjust control tubes (7084) so that the aileron bellcrank (7067) is located 1/16" to the left of center. c. Adjust control tubes (7087) so that the c~nter of the most outboard hole in bellcrank (7263) is 4 and 39/64 inches from the spar web. d. Adjust controltubes (7241) so that the ailerons are adjusted from O’ to i’. -37- Island Enterprises 7271 r/ 7085 ’72 70 CI 7246,~ f 72 A/LERON CrONrROL SYSTLM L ~i Island Enterprises I BuBOi.E. PROTRFIC’TOR SThB STA 16.0 L E.VAT~ R F(N. STA 1~.3 d, RUDD.E~R WINt 6Th 111´•7.3 C? CQN’I;RC)L. ~PwAVeL 50~63 1’1 Island Enterprises Droop in the static position. Now, all aileron travels are measured from the static position. a The aileron control stops are then adjusted for a d~m travel of 8" 1" and up travel may vary frum 12H" to 17’. f. See Figurel4 for aileron travel jig which is used at wing station f~7.15. g. See Figure 15 for aileron control system drawing. n. See flap rigging for wing heat5t conditions. 2. Trim Rigging and Adjustment. a Set stops (5257) at trim wheel (7216) for extreme travel. b. Adjust screw (7217) at rear bulkheads (s4. 1340) so that trim travels in excess. ´•c. Set stops (5257) at trim wheel (7216) to’travels as given in control surface specifications. d, See Figure 16 for trim control system drawing. 3. Flap Rigging And Adjustment. a. Adjust helm bearings on controlt~ube (7100) at both flaps and at flap handle (7224-6) to ~travels as given in the control surface specificatio~s.’ b. See Figure 19 for flap control system drawing. a ´•Adj. flap controltubes (1100) for wing heavy conditions. 4. Rudder Riggings~and Adjustment. a. Hoist nose gear (refer to hoisting instructions). b. Set trim control in ne~itral. f~ c. Clamp co-pilot’s rudder.pedals in neutral. d. Adjust helm bearing (7114) innose~wheelwellto cen’icrnose gear. (Note: machined part of heimbearing should be on’bottom). e. Adjust bungee (7038) in left exhaust cavity to neutral. f. Apjust helm bearing of eontrblNbe (7224-1) art main spar and control tube (ji24-1) at rear fuselage bulkhead (sta. 134.0) to set rudder at approximately 1’ to the right. g. Unclamp rudder pedal. h. Set stops (7226-1) (7226-3) of control tube (7224-1) in stinger for rudder travels as given in control surfaces specifications. i See Figure 20 for rudder control system’ drawing. 5. Elevator Rigging and Adjustment. a Adjust the helm of controltube (7084) at control coltimn (7058) for clearance of control shaft ~7057) to ~firewall, and control column (7358) to fuselage structure. b. Set trim control (7216) in neutral. a Adjustheimbearing of control tulje´•(1224-5) at elevator attachment, and control tube (1234-3) at rear of Buikhedd (sta. 194.0) for excess travel of elevators. d. Set stops (7226-1) in stinger for travels as given in control trave’ls cations. e. Rolltrim (7’16) to nose up and adjust bungees (7038.1) 18 to 20" up. Island Enterprises c~) g-Z~, 41C~O 512.00 II T 4 TRIM CONTROL SYSTEM ´•:li Island Enterprises ICLAP HANDIE na0 7~250 SYSTEM II t cs \I C Island Enterprises ~3 ´•e~roo 72´•4´•8 f RUDDER CONTRO1 SYSTEha Island Enterprises Supplement to figares 14, 15, 16, 17, and 18. i- t CONTR~L TRAVELS AND RIGGING INFORMATION FOR MOONEY M iOB WING FLAPS Measured from ts~:ng chord with travel board at wing station 147.75. Take off position O" Tolerance =t 1" approach and landing position 214/2" Tolerance 1" AII~ERONS ~asured from aileron chord with aileron in the static position with travel board at wing station 147.75. Down ´•travel, both ailerons 80 Tolerance 1" Uptrav’el, eitheraileron, may vary from 123/2" to 17" with no additional tolerance. Static pcsition 0" to 2" down. RUDDER AND ~OSEWHEEL Measured from fm chord with travel board at fin station 13.5. Left travel 18" Tolerance =t 1" Right tra-irel ’18" Tolerance -t- I" With rudder pedals in neutral and with trim assist unit (p/n 7038) at zero spring f’ travel, rudder and nosewheel settings are approximately 1" right. ~easured with thrust line level, (Door sill level). Maximum positive setting I" to 21/20 negative setting 31/2" to 4Y20 ELEVATORS Measured from stabilizer chord with travel board at stabilizer station 16.0 and with stabilizer at O" thrust line. ’CTp ´•trave1’24" Tolerance -F- 1" Down travel 104/20 Tolerance I-e 1" ELEVATOR TRIM ASSIST UNITS With stabilizer set at maximum ne,6ative setting to thrust line 44/2"), adjust trim assist units (p/n 7038-1) for elevator up angle of --18" to --20" at the zero spring travel position. With the stabilizer moved to the maximum positive setting (j14/2’), the position of the ~elevators at the zero spring travel position of the trim assist units shouid be from O" to +3" down. kIILOWABLE FdEE PLAY LIMITS Fore and aft allowable movement at stabilizer tip: .12" Vertical.allowable movement at stabilizer tip: Vertical allowable movement at rudder trailing edge: .08" _AQ~ Island Enterprises SECTION FUEL SYSTENI Island Enterprises SECTION V1I FUEL SYSTEM A. GENERAL The fuel system consists of 24 gallon fuel cells located in the front portion of each wing. These cells are formed by sealing off, through the use of a special sealing compound, a portion of the wing. AZuminum~fuel lines ~feed the fuel from the cells to the two way, positive setting selector valve on the floor beneath the pilot’s seat. It is then routed through the Bendix electric fuel pump to the gascolator,or c~diment bowl, by aluminum lines. From the gascolator, it passes through the to the engine-driven fuel pump, and from there to the carburetor. There are three flush-type quick drains loc~ted ir the fuel sS-stem.one at the lowest point of each f~iel cell, and one, beneath the fuel selector valve. A c~rain cup is provi;2ed with each airplane for testing for water or sediment after each refueling or prior to each flight. B. TROUBLESH30TING Troubles peculiar to the M O O N E Y ~M 2 O B fuel system are listed in Figure 22 along with their probable causes and suggested remedies. When troubleshooting, checl from the power supply to the items affected. If no trotitire is found’uy this method, the trouble probably exists inside individual pieces of equipment; they may then be removed from the aircraft and an identical unit, tested and known to be in good con- di~ion installed in its place. Table 3 F[TEL SYSTEM TROUBLES1HOOTIM~ mEOUBLE CAUSE REMEDY Fuel gage not indicating. Broken Wire _~I .~Ch´•eck and repair Transmitting unit faulty Replace Float hung in fuel cell Check and repair. Circuit breaker out Check and reset Fuel gage indicates full Incomplete ground Checir gsound connections at fuel when tanks are not full transmitter in tank No Fuel Pressure Indica- ~o fuel in tanks Check and fill tanks tion I Check pump for prop~ fuel pressure buildup Check for obstruction in’ Defective Fuel Pump electric fuel pump screen Check en- gine fuel pump diaphragm and check valve ~I Pressue low or pressure Obstruction in inlet side Check lines and remove obstruc- srrrge of pump tions Faulty diaphragm in En- Replace or rebuild‘pump. gine pump Check bPel lines and repair or tighten -44- C Island Enterprises C. REMOVAL AM3 INSTALLATION OF FUEL PUIWPS ~taz 1. Electric Fuel Pump. a. Remove the electrical lead at the knife disconnect. b. Disconnect the inlet and outlet fuel lines. c. Remove two fuel pump mounting bolts and carefully remove pump. d. Hold the pump manually and turn the cover in a counterclockwise direction and remove core. e.. Carefully remove the sceen and rinse it in gasolir,~ or kerosene to thor- oughly dean it. If screen is badly distored or collapsed, renlace it. f. Clean fuel pump cover in the same manner as in Step e. 2. Engine Driven Fuel Pump. Refer to the appropriate Lycoming overhaul manual ;or instntctions in removal and.assembly of the engine driven fuel pump. D. REMOVAL AND INSTALLATION OF FUEL SELEi3TR VALVE 1. Removal. a Remove fuel selector valve handle and pointer (6459). ~L’OTE:. Use caution when rerr~ving pointer-plate as this plate releases the tension of;the detept pin and spring. b. Remove detent mechanism (6121) carefully. c. Remove right and left fuel inlet lines at valve body. d. Remove fuel cutlet line at valve body. e.. Remove four ;crews holding fuelvalve as~emblyto moun~ingplate. i6131-3). Fuel valve assembly can now be removed f. See Figure20for illustration of fuel valve assembly. 2. Installatioa a. Fuel valve installation is es~ntially the reverse of removal. b. Imporliant: Install valve handle and pointer (6459) so that pointer will align with valve core inlet hole. E. FIELD REPAIR OF FUEL CELLS 1. General.. This instruction establishes the procedure to be used in repairing the Mooney MooneyM2OB inte&ral fuel tanb~ Tank repairs should not be attempted until these instructions are read. ´•B 2. Approved Materials. a. Sealants. (Note: Sealant must meet the U. S. Government specifications as indicated.) PR 1221-A-H or A-2 (MIPrS-7502B, Class A) Brush Coat PR 1221-B-1~ or BL2, (MILS-7502B, Class B) Filleting Compound PR 1321-B-1~ or B-2 (MIES-8784A, Class B) IiemovabfeAccess Pard b. PR 1005-L (MILS-4383B) Protecting~ .Coating c. Gloves-Polyethylene, d Approved Metal Cl~aning Solvents. 1. Turco 657 Wipe Sd 2. The following shop mixed cleaner may be used as an alternate. Aromatic Petroleum 50 Percent by Volume (Specificati~n TT-N97 Type 1, Grade B) Ethyl Acet~te 20 Percent by Volume (Speclfication TT-EfI51) Methylethyl Keytone 20 Percent by Volume´• ’(Specification nr-M261) ’Isopropyl Alcohol 10 Percentby Volume´• (Specification MIEF-5566) -45- Island Enterprises 4 FigYre 20 ~;t i’G, L" f L´•- ~7 i? r 3;r; B ;I ~t 1 Y-5 ’’j’’- 3 -5 f ´•I´•.,,i´•~´• ´•´•=r c F r´• 1 t ‘‘f t ´•i ’~ilclO1 Fi ~5 j 2"’i"- a L I Itr a3- 5 ´•rfq 1._ I I 1>11’ I:-, ‘‘?EJ~’.;‘ ´•~f View 8ottam c46-- 1 1 PI Island Enterprises e. Cheese Cloth f. Turco Leak Detector g. Methyl Ethyl Keton (t;linner for PR 1005-L) Ali of the above marerials may be obtained from the st´•are parts depart- ment of Mooney AFrcraft, Inc., 1712 Water Street, Texas. Sealants may be obtained from the products Research Co., at either of the following addresses: 2919 Empire A;enue, Burbank, California, or 401;rersey Avenue, Glouchester City, New Jersey. 3. Handling And ~lixin,b Sealgnt. a. Sealant R;ate~iai Characteristics. 1. Application life is the time that the mixed compound remains suit- ablef?rapplication. A~plication life is always based on standard conditions of 75" F. and 50ro relative b~lmidity. For every 10’ F rise in temperature, application life is reduced by half, and for every 10’ F drop in temperature, application life is doubled High humidity at the time of mixing shortens the application life. 2 Maximum unopened container storage life is six (6) months at 85’ F. 3. Tack free time application life and curing rate of sealants. PR 1221 SEALANT Class A Tack kee Time Hrs. C~cring Rate H~ Application Time Rrs. A 3f~ 10 30 A2 24 48 2 A4 1 38 12 4 1 .j A8 50 100 8 Class B B 1~ 10 30 TLL B2 24 48 2 B4 36 72 4 B8 50 ?~O 8 B 12 60 120 12 PR 1321 ACCESS ~DOOR Class B B2 24 48 2 b. Mixing of Sealants. 1. HandMixing. 2. Kits consisting of the proper proportions of base compound and accel- erator be used. aa ;a Island Enterprises 3. Slowly stir, to avoid excessive air entrapment, the accelerate,- into the base compound and thoroughly mix appro~imately, seven to ten minutes. Be sure to scrape the sides and bottonl of the container in order to include all compound in the mixture and to insure uniform blending. Scrape mi~ing paddle periodicnllv to remove unmixed compound. 4. .Take a small amount of sealant ~om the mixture with a clean alumi- num strip and spread the sealant, then visually examine the film of sealant to ascertain if the accelera~or is visable in p~cle folsa. If particles of accelerator are visible, r~ntinue the mixing operation If course particles of accelerator persist after mixing, the mixed batch and remaining accelerator will be rejected. 5. Put a small amount of sealant in the accelerator c4ptair,~ and mix to assure that all the accelerator is mixed into the se~lant. 4. Sealant Application Instructions. The following are for the reapplication of sealant removed in order to repair ta~ leaks. A. Brush Sealant. 1. Apply a brush coat of sealant compound PR 1221-A-lh or A-2 over all seams, rivets, nuts, and bolts if removed for repair. 2. A one-inch stiff paint brush is recommended for this operation. Brush strokes should be parallel to seams forcing the sealant into all gaps. Use a circular brush action to deposit an even coat of sealant around ~ivets, nuts, and bolts. Coat should be approximately 1/32 of an inch thick. 3. -d~nsiderable bruslr action should be used to force sealant into all small crevices to obtain good adhesion. Air pockets trapped under the sealant due to improper application will. open up in the form of a hole or void soon after it has been applied. Repair should be made by pressing the sealant in place with a spatula while it is still in the application life state. 4, In cases where the top of a flange is .040 inches or less and where application of a successful fillet would not be clearly defined, apply~ two brush coats of sealant compound in approximately 1/32 inch thick coats. Allow first, coat to cure approximately four hours or unY1 it becomes rubbery before application of the second coat. The second coat should extend of an inch past the previous coat. B. Fillet Sealing.´• 1. General Requirements. a. Brush coat sealant must be tack free before applying sealant. b. See Figure 24 f~r typical fillet size. c. Fillet laid on intersection joints shall be joined together to pro- duce a continuous fillet. d All difficult and hard to reach areas to ba sealed first, to prevent the possibility‘orl their being overlooked or incorrectly sealed. Island Enterprises Figme2J TYPICAL SEALANT APPLICATION TYPICAL FILLETS FOR FUEL TANK REPAIRS IrPICAL PR12218 APPLICATION "a ’15 RI MAIN SPAR (REF) i-i EXTEND 3/8" TO 1/2 PAST SEAM. COAT APX 1/32" 3/8" TC 1/2" FILL VOIDS, GAPS g HOLES WITH PR12218 FIRST STEP SECOND STEP .t~ BRUSH-COATLFILLER 3n6nTO1/4" THICKNESS 1/16" APX SEALANT PR 1d05-L THICKNESS 3/16" tO 1/4" FILLET SEAL ALL APPLY PR 1005-L OVER ALL SEAMS WITH PR 1221-8 SEALANT. EXTEND BEiOND INSIDE TANK t SEALANT.I-INCH. THIRD STEP FOURTH STEP APPLY BR’JSH COAT OF PR 1221 BT TO ALL FASTENERS 1/32" TO 1/16" THICK. --4Q-- Island Enterprises 2. Application of Fillets. i´•" a. ’Jseaspatulaorextrusion gun with 1~ inch to ’k inch nszzle openings for applying fillets on edge of all seams. b. If gun is used, hold gun perpendicular to seam when applying fillet so that extruded seclant will be packed tightly. c. Use a sljatula to firmly pack sealant in place, work out air pocketsand form each fillet. C. Prot~live Coating Procedure (Brush). 1. Brush on a smooth, continuous coat of PR 1005-L over sealant with a paint brush using short even strokes. Tile film should extend beyond the sealant one inch onto the adjacent metal. 2. Cure top coat twenty minutes at 75’ F. or,until tack-free. 3. Apply second brush coat of PR 1005-L. 4. Every effort must be taken to obtain a complete birbble~free continuous top Do not try to rebrush over areas during the dzying period as this will only cause dragging or will break the continuity of the c~ating. D. Removal Panel Sealii~g. 1. General Requirements. a Clean metal surfaces to be sealed with Turco 657 Wipe Sol. b. Cleaned surfacesneed dry only a few minutes (5 to 10 Minutes) before application of sealant. Sealant should be applied as soon ’’g, possible after cleaning. c. Parts should not be stored or handled in any manner which will allow fingerprints, dust, dirt, and other foreign substances to contaminate the sur;faces to be sealed after the pre-cleaning operation. 2. Sealant Procedure (Upper Wing surface access panels). a. Apply a coat of access door sealant PR 1321, B~ or B-2, to either faying surface using a short stiff bristle brush, spatula or filiet- ing gun. IE the gun is used for applic~ion, the sealant must be smoothed with a brush or spatula. b. Cover the entire faying surface with a sealant coat of sufficient thickness (1/32 to 1/16 inch) to assure extrusion along the edges of the faying surface when’the mating parts are assembled. c.´• Assemble parts immediately after application of sealant, tighten screws to obtain as near as possible a me~al to metal contact. d. After fastener installation, remove the extruded sealment from the wing surface. 5. Description of Leaks. It is important to make careful periodic fuel tank inspections. These inspec- tions are particularly important in confined areas of the airplane which are not exposed to air stream in flight. Classification of fuel leaks, which occur in both confined areas and open areas, is necessary to differentiate between those leaks which requirerepair beforeflight and those which do" not constitute a flight hazard. The wetted area around a leak is an indication of the intensity, of the leak. Al’ leaks shouldbemarked and the location and intensity of the leak should be recorded. -50- Island Enterprises A. Classification of leaks as to intensity and to Loca´•tion. ~jv 1. Classification as to Intensity (see Figure 22). a. Stain is a slow fuel seepage which tends to dry as it isexposed to the b. Seep: seep is a fuel leak which reappears in a short period of time after being wiped clean c. seep: A fuel leak which appears immediately after being wiped clean. d. Runnin~:Leak: A leak which-nows steadily. 2. Classification as to Location. a. LeakswhichOonot constitute a fiigglt hazard. If slow seeps, seeps, or heavy seeps occure in open areas such as the surface of the’ wing, wheel well, are exposed to the air stream in flight,theyneednot be repaired before flight providing the condition causing the leak cannot result in a leak of greater intensity after the flight is ir,progress. Seeps considered accep´• table for flight should be ic~pected frequently to insure that an increase in intensity does not occur. b. Leaks which Constitute a Flight Hazar& i. Running leak´•and´•any leak whicIq h a confined are~ is not exposed to the air stream should be repaired before the next flight. (See Figure 23). 6. LeakDetection. A, External Leak Detection after Fueling.-- _ 1.. To be able to trace the leak framlwh~re it appegrs on the outer boundary to its true source inside the tank, the exact point where the fuel is escaping from the tank must be determined. Locating the point will help determine on which fitting or seam, the ´•true source of the leak may be located. 2. By using an air gun to blow and evaporate fuel from the seams and crevices of the leak area, the exact point where the fuel is escaping from the tank may be more clearly defined. 3: Small seep leaks can be traced with the raw edge of torn paper. The fuzzy edge of torn paper absorbs fluid and gives a good visual indica- tion of the presence of any fuel when brought in contact with suspected leak points. 4. After the leak has been traced to its exterior source´•and marked drain fuel from tanks. B. Internal Leak Detection. 1. It is very important that the true source of the interior leak be found in order to ma(re a permanent repair. The fuel tank is a network of seams and fuel may now through ur along a seam,, or from one seam to another and may channel a few ~ches or several feet to the point wnere it appears on the external boundary of the tank. rl- Island Enterprises f^ Figure 22 FUEL LEAK CLASSIFIC~ATION ~x´• DIA A-STP.IN I~t’ DIA: I B- SEt~P 6" MAX dj DI A D- RUNNING STAIN AR~B.WHLRE FUEII APPEARS TO c- HEAVY SEEP nbw ORRUN FOLLOWING CONTOUR OF SKIN WH~N THIS AREA IS WIPED DRY FUEL WILL USUALLY BEGIN TO DRIP AFTER REACHING THIS POINI c52- Island Enterprises ~9"b I’ Figm~23 LEAKS WHICH CONSTITUTE A FLIGHT HAZARD REMOVE TOP INSPECTION PLATES ONLY TO PERFORM’ PERMANENT TANK REPAIRS. S-4(i;E J LEAKS IN THESE AREAS SHOULD BE REPAIRED BEFORE NE~T FLIGHT. -53- Island Enterprises 7~ 2. Entez the tank tIuough th~ top inspection plates only (See F~igure 23) and inspect the sealant in the general area of.the outside leak point. Look first for bare seams, rivets, and bolts in difficult to seal areas. Inspect sealant for blisters, pin holes, cracks, splits, and loss of adhesion. all nTws with masking tape. 3. Try each flawinside the´•tank wi’J1 20 to 30 PSI air (filtered) line pressure. Hold the air nozzle against the flaw and check closely the outside leak point for sign of fuel. 4, After trying all flaws in this manner, end iiE no leak source has been discovered, apply bubble fluid to outside of tank and again apply air pressure to flaws inside of tank. 5. See Figure 24 for suggested method of leak detection when leak exists around rivet and. after the above method has been unsuccessful. 7. Leak Repair Procedure. k Temporary Repair of Fastener Leaks. 1. Generally all leaks located in enclosed areas and running leaks in open areas constitute a flight hazard. Fastener leaks in these catagorie~ may be repaired temporarily by the application of a sealant fillet over the fastener head on the fuel tank exterior. 2. ´•In order for a temporary repair of a leak to be made at a fastener, the following requirement must be mst. Structural integrity must exist in the area of the leak. 3.. Temporary repair procedure for fastener leaks. a. Removeenough fuel to drop the level below the leak. b. Cleantheheadof the fastener and the adjacent surface with Turco 657 Wipe Sol, or equivalent, and dry thoroughly. Fastener head and adjacent metal must be free from paint, dirt, and oil. c. Apply inch thick coat of PR 1221-B-lh or B-2 over the head and around the fastener. d. Cure the sealant until firm and rubbery. e. Refill the tank and. carefully examine the repair periodically. If leakreoccures, remove the sealant and either make a new temporary repair or make the permanent repair. B Permanent LAa~ Repair. I. If theleaksourceis determined to be around a rivet or threaded fastener, the repair procedure shall be restrike the rivet or retorque the fastener to the maximum torque valve permitted. Any one rivet can be restruck onlj´• once. If the leak continues, the rivet must be replaced. Repair any sealant damage due to the restriking or retorquing operation. ER Ljl Island Enterprises 2. Remove seahn~ in immediate area of leak source using a sharp non- i..´•j metalic tool. A chisel shaped forclica tool is suggested. Scalie ends of existing sealant so that the new sealant can form a continuous and smooth tie-in. 3. Thoroughly clean repair area using metal cleaning solvent to obtain good adhesion. Wash one small area at a time. Then dry with a clean cloth before the solverit evaporates to p"event redisposition of oil and dL-t on the surface. Always pour the solvent or, the washing cloth to maintain clean sol~rent supply. 4. Cleaned area must be thorougEly dried by blowing filtered air over the immcdia~e area until there is no possibility of solvent or fuel.entrap- ment uc~er adjacent sea!arit. 5. Apply sealant as required for repair, (See Figure 21). Repaired fillets must be blended into existing fillets~ and worked with a filleting tool as was required. 6. Allow all repaired sealant to cure to a tack-free ´•conditibn and apply two brush coats of PR 1035-L to the repaired area. Figure 24 IANK LEAK DETECTION INTERIOR OF TANK oc~\ C3 \3/ ~c3 LEAK SOURCE I ~c* NOTE’ i. USE THIS METHOD WHEN LEAK EXIT LEAK IS AT RIVET OR SCREW. .,t 2. PAINT THE SUSPECTED AREA ON THE INSIDE OF THE TANK WITH BUBLE FLUID. REMOVE ALL TRACES OF FUEL BEFORE J~acr AIR HOSE; APPLYING FLUID. F R ESSUR E I’AX 10 PSI -ss- P Island Enterprises SECTION ELECTRICAL SYSTENI Island Enterprises C- SECTION VIII Ei;ECTRICAL SYSTEM k GENERAL The ~OON.fr Al 20 2 uses a electrical system. A fifty amp,;;eavy duty generator provides plenty of current so that, even if a high electrical load is plaLld on the system by multiple radios, a rotating beacon, and navigational lights, the heavy-duty thirty-three amp battery will remain at ~ull charge. The battery is located on the forward left-hand si;ie of the firewall. It is ciently close to the engine, so that there is very little fo~tage drop and more electrical power is available for cold weather starting.. The br~aker switches, designed to relieve the electrical system of any over-loads, are located on the lower right-hand side of the co-pilot’s instrument panel. The mr\ster switch control for the electrical system is at the top right-hand side of the radio instrument panel. Ei. TRO’JBLESBOdilWG Troubles peculiar tb the MOON~Y M 208 electrical system are listed on Figure 28 along with their caus~ and suggest~d remedies. ~Vhen troubleshooting, check from the power supply to the item affected. If no trouble is found by this ~method, the trouble probably exists inside an individual piece of equipment which may then be removed from the airplane and an identical imit or units, tested and known to be good, installed in place. I. Electrical Switches and Circuit Brenkers. r Electrical switches and circuit break~s, located in the lower left and lower right i~strument panels, control the navigation and instrument lights, landing Light, electric turn and bank indicator, electric fuel pump, and other electrical compon- ent~ The circuit breakers automatically break the electrical circuit if an.overload is applied to the system, thus preventing damage to the electrical wiring. To reset the circuit breakers, simply push in the buttons. Allow sufficient time for cooling before resetting circuit breakers. The time for ´•resetting circuit breakers may vary considerably, depending on the nature of the overload and the temperature. 2. Battery. .Tbe battery is accessible when the left side cowl is removed from the airplane. The battery shcnrld be maintained in a charged condition at all times and the ?Nater- :evel checked at regular intervals. A fully charged battery will not freeze and a clean battery presents no hazard. Never add anything but -distiUed water, to the battery. Do not overfill as the water and acid will overflow and possibly stain the belly of the airplane. A hydrometer check should be performed to determine the percent’of charge present in the battery (Refer to Table 4). All connections must be clean and tight. Ii the battery is not up_ to normal charge, recharge´• starting with a charging rate of 4 amperes and finishing with 2 amperes. Note: &uick charges are not recommended. 3. ´•Battery Charging System The charging current of the battery depends upon the condition of the battery and the voltage regulator setting. With all loads turned off´•and the engine --running at 2000 RPM or higher, the normal battery charging current is from 5 to 35 amperes. Fe Island Enterprises :^?p; If the charging current is apparently excessive, note the following; a. Charging current should slowly drop to 10 amperes or less after -15 to 20 minutes of flight. b. A very low battery will take longer to show a drop in charging c.Too high a voltage regulator setting will cause exce~sive charging and ex- cessi~e loss of ~vater ~easure the voltage with a at "Batt" teminal of the voltage regulator. At 80"F, the voltp~e should be 13.8 to 14.8 volts. This voltage will be higher if the temperatureis less’than 80’F and lower if the temperature is higher than 80’F. If the charging is apparently low, note the following: a The charging current of a fullycharged battery is normally from 1 to’ 4 ampheres. b. The regulator should not be considered defective of a´•low charging until: 1. A voltmeter check indicates that the voltage~ ai;the "Batt" terminal is below requirements given in Step 3C above. 2. A hydrometer check of the battery indicates t-k.at the battery is not fully charged, ~efer to Table 4 for hydrometer reading Vs Battery Charge Percent. Table 4 Hydrometer~ Reading vs. Charge Pefcent- Hydrometer Reading Percent of Charge 1280 100 1250 15 1220 50 1100 25 1160 Very little useful capa~ity 1130 or belaw I~ischatged I i´•’Based on battery erectrotype temperature of 80" P Iii batterjr electrotype temperature is below 80’ F, subtract 4 points for every H)" F from the hydrometer readings. If the battery acid temperature is above above 80’ F, add 4 points for every 10’ to the hydrometer reading. Example: reading 1260 _~_ Battery Electrolyte Temperature 30’ F Subtrac: 20 ~eading 1230 C7- ~.I’´•´• Island Enterprises Table 5 ELECTRICAL SYSTEM TROUBIIESHOOTING BATTERY TRO’JBLE CAUSE REMEDY ~ischarged battery. Battery worn out. Replace battery. Charging rate not set ’Reset (Reier Lycoming ~anual). right. Remove load when gene-atar is not Discharging rate too great, charging and reduce use of starter, etc., on ground; use external power whenever possible. Standing too long. Remove and recharge battery. Equipment left on Remove and recharge’battery. accidently. Impurities in electrolyte. Replace battery. Short. circuit ground) in Check wiring. wiring. Broken cell partitions. Replace battery. Battery life is short fnsufficient electrolyte. Maintain electrolyte level. Heavy discharge. Remove loads when generator is not -´•-=_ charging. Sulfation due to disuse. Long slow charge for SO-100 hours at ~h regular charging rare. Impurities in electrolyte. .Replace battery. Low charging rate. Adjust voltage regulator. Cracked cel9 j~rs.’ Hold-down bracket loose. Replace battery and tighten Frozen battery. Replace battery. Compound on top of Charging rate too hi~h. Reduce charging.rate´• by adjusting battery melts. voltage regulator. Electrolyte runs out of Too much water added to Drain and keep at proper level and vent plugs. battery and charging rate adjust voltage regulator; too high. EStcessive corrosion inside Spillage from overfilling. Use care in adding water. container. Vent lines leaking or Repair or clean clogged. Island Enterprises BATTERY, Continued tL3’ TROUBLE CAUSE I REMEDY Charging rate too high. Adjust voltage regulator. Battery freezes. Discharged battery. Replace battery. Water added and battery Always recharge battery for H’ho~,- not charged immediately. follc~ing addition of water in freez- ing weather. Leaking battery jar. Frozen. Replace battery. Battery polarity reversed. Connected backwards on Battery should be slowly discharged airplane or charger. ~I completely and then charged.cor rectly and tested. Battery consumes excessive Charging rate too high tin Correct charging rate. water. I all cells). Cracked jar tone cell only) Replace battery. GENERATOR Generator operating with-. I If thevoltage is low, gen- Check for loose or high-resistance in rated speed range but erator is operating on resi- connections; clean and tighten. voltage output low. dule magnetisa Loose or high-resistance Clean and tighten all electrical electrical connections. connections. Brushes excessively worn. When brush wears down to H inch, replace with new one. Cautioi´•1: Do not use abrasives of any description in seating brusl~es. Brushes binaing in the The brushes should be a free fit with- brush box I out excessive side play in the brush boxes. Binding brushes and brush boxes should be wiped clean with a cloth moistened in Varsd or undoped gasoline. Excessive side play of Replace the brushes outlined above. brushes in brush box I Brushes not properly Reseat brushes as outlined’above. seated. Low brush spring tension. Brush spring should bear centrally on top of the brushes, insuring full brush contact with the face of the commutators. Dirty commutator. Clean the commutator with a cloth moistened in rarsol or undoped gasoline. "9- Island Enterprises GENERATOR--Continued TR3U31LE CAUSE I REMEDY Scored or pitted Turn down commutator or replr,ce. commutator. ’Shorted or open armature Replace generator or armature. coils, Improper operation of ].ixljust regulator. voltage regulator. Generator operating with Wiring not properly in rated speed range~but connected. ’I See electrical system wiring diagram. voltmeter indicates zero, Unstable.operation of the Replace voltage regulator. TJse Generator operating with- voltage regulator. Same remedy under "Generator operating in rated speed range, but as "Generator operating~ within rated speed range but voltage voltage output is erratic. within rated speed range output lokr", above. but voltage output low", above. Same as "Generator oper- Use remedy under "Generator opar- Excessive sparking at ating within rated speed ating within rated speed range but generator b~shes. range but voltage output voltage output low". low," above, Generator with- Generator field magnetiz- Flash field with a jumper wire on in rated speed range but ed in the wrong directian regulator between generator and system ammeter reads off I ´•I battery. scale. System ammeter fluckiates Generating system is I Check the system for abnormal loads. excessively when indicat- overloaded. ing full rated load. improper operation of gen- Re adjust to operate properly. erator reverse-current relay, Loose connections. I Tighten connectipns. ~Burned-outsystem I Dischargedbattery. Replace with fully charged battery. ammeter or Line fuse, Defective wiring. I Replace all defective wiring. S~AEiTER Motor fails to operate. Low battery charge. Check a~d recharge if necessary. Defectiveorimproperwir- I Refer to electrical wiring diagram ing or loose connections. and check all wiring. Detective starter solenoid Replace faulty unit. i´•l. or control switch. PG- Island Enterprises ´•bib~ -STARTER, Continued TROUBI~E CAUSE REMEDY Binding, worn, or improp- Brushes should he a free fit in the erly seated brush, or brush boxes without excessive s;de brushes with excessive F:sy. Binding brushe´• and brush side play. boxes should be wiped clean with a gasoline (undoped) moistened cloth. A new should be run in antil at least 502 seated; how~crer, if facili- ties are not available for nmning in brushes, then the blush should be seated by insertirig a strip of No..0000 sandpaper between the brush and commutator, with sanded side next to’brusk Pull sandpaper in the direction of rotation, being~ careful’to keep it in the same conture as the commutator. Caution: Do not use coarse sand- paper or emery cloth. After seat- ing, de$n thoroughly to remove all sand and metal particles to prevent excessive wear. Keep motor bear- ing free from sand or metal particles. Dirty commutator. Tf commutator is rough or dirty, :smooth and polish with g0000 sand- paper. If too rough and pitt~d, re- move and turn down. Blow out all particles. Shorte’d, grounded, or open 3lemove and replace with an armature armature. known to be in good condition. Grounded or open field Test, repair if possible or replace with circuit. I anewpart Low motor and Cranking t~orn. rough, or imyJrop- Disassemble, clean, inspect, and fie- speed I erly lubricated motor or lubricate, replacing ball´•bearing if starter $earing. worn. Same electrical causes as Same remedies listed for those listed under "Motor fails troubles. to operate". Excessive arcing of motor i Binding, worn, or improp- I. See information above dealini~ with bru’shes. erly peated brush’or this trouble. brushes with excessive side play. Dirty commutator, rough, Clean as outlined above. pitted or scored. Excessive wear and arch- Rough or scored Remove and turn commutator down ing of motor brushes, commutator, on lathe. Armature assembly not Reface co;nnutator. concentric. -61- Island Enterprises Table 6 L~ST ITEM RATING MAUFAC~URER MCDEL OR PART NO. Generator 50A Delco Remy 1101915 Voltage Regulator 50A Delco Remy 1119224 Ciicuit Breaker--Generator 50A Wood 2350 Battery S3A´• I~ebatt 1133 Switch-Generator 55A AN 3022-2 S~itch--Master t5A AN 3023-2 Starter Delco Remy 1109689 Switch--Ignition Starter ~nMdix 10-126690-8 Circuit Breaker--Geh~ Wanfng 5A Klixon PSM-5N Light--Gear Warning .08A Dialco VM911-M-3A Switch--Gear Warning (retr. Handle) Micro BZ O ILWT 80 pi’ Switch--Gear Warning (throttle) 25i~ Micro--- BZ7R(aIT .’Horn-Gear Warning Edwards 3!9 Light--Gear’ Warning .08A I)ialco VM911~-lld-2A Circuit Breaker--’FuelPlrmp .5A IUiron PSM-SN Switch-Fuel Pump 40A Micro AN 3021-2 (51iTSI-2) Pump-Fuel Electric 1,5A Bendix 476081 .Circuit Breaker-Fuel Gage 5A KLixon PSM-SN Gage--Fuel ~uantity bC 6843850 _ Switch--Fuel Gage 4OA Micro AN 3021-3 (511TSES) I Gage Units-Fuel Tank 5641991 Circuit Breaki~--Stall Warning ~i’A´•’ Klixon PSM-BN Indicatdr--Safe Flight (Stall Wanring) -_ Safe Flight 16eR Pre-siall Warning Switchlift Detector Safe Flight 164 Circuit Breaker,Turn Bar;k ::2A’’ ’~?Uixon PSM-2N Indicator-Turn.&Bank ~2W’´•’’ Schwein--:. NS27200-A1 Circuit Breaker-Nav. Lights -’10A IUixon Switch--Navigation Lights. 40A Micro~ AY 3021-2 (511TSI-2) Lights Assembl;;-Wing 16A A1285 Light Assembly--Tail lj5A. .A206472 Circuit Breaker--Landing Light 35A _ IUixoa PSM-35N Switch--Landing Light 55A AN 3021-2 Light--Landing rOOW GE ~531 Circuit Breaker--Panel Lights 5A IUixon PSM-5N Rheostat (25r) Panel Lights -Clarostat 25-25 Light--Panel Assemblies .63A Grimes A1425-R Lamp-Compass .08A GE 330 Lamp-Fuel Selector .08A Diabo 83B1310-117 Circuit Breaker-Dome Lights 10A gliion PSM-1ON Lights Switch Assy., Dome 1.15A Grimes B3555A12 Island Enterprises Pb Table d EL~ECTRICAL EQUIPMEPJT LTST (Continued) J~d Ammeter .601~ AC 1502313 Solenoid--Starter Delco 1404 ’Magneto--Leftt Bendix S4LN200 Magnet~-RiRht Bendix S4I;N204 Vibrator--Starting 3A Bendix 10-31000-1 Switch--Starter Solenoid C´•~tout 40~ Micro AN 3021-2 (511TSl-2) Voltmeter-~-Turn Bank ~eston ~ectric Inst. 840~(or e~uivalant). Cigar Light9 ~alcamp 4-2212 Circuit Breaker--Heated Pitot 10A ~ixon D-73.10-5-10 Circuit Breaker--Rotating Beacon 10A Iuixon D-7210-5-10 Circuit Breaker-ADF-20 Radio 2A KLi~con PSM-~N _Circuit Breaker-ADF;Tl2 Eiadio 5A g2Ston P’SM-5N Fuse Fuse Retainer 10A Little Fuse 31101Q 155020A,’10 Amp. Loud Speaker O~Eford 46 AMS Pitot´•Optional Aero instrument PH 6i8-12 Rotating Beacon~Optional Grimes t 68400-8-12, D1080-1-12. Radi~-Optional ADF Radi~-Optional Power AN 2552-3A ’,T Solenoid AC1464 c. 4- Connectc?r-Electrica1 Pl~ig AN3100-14S-1S Indicator-Carb. Air Temp. 1.SA C-12 Probe--Temp. SeaJng Richter B-5 Adaptor-Electrical Accessory to Cable’ AN 3051-6 -63- ;iis~e a. .:7: ~T´• .1´•´• .´•I´• Island Enterprises r’ Notes to accompany master schematic Drawing of electrical system. a. All splices A~P knife disconnect or equivalent. b. All circuit breakers trip-free type. c. All terminals AN 659 or´•equivalent or soldered. d. All cable4o conform to Spec MlL-W 5086. e. All terminal will be of presinsulated type or will be insulated ~vith vin-~: tubing or Scotch #33 tape or equivalent. f. Insulate splices with Scotch #33 electrical tape or equivalent. g. Leads without dash niunb~rs are furnished with the~equipment. h. Solderwillbeplasticresin core. i Refer to Mooney Drawing #8573 fo