Service Manual

adjusting the fuel-to-air ratio as required at different altitudes. The fuel-to-air ratio (mixture) is regulated by the hexagon shaped push-pull control located between the throttle and pro- peller controls in the cabin. This control has a vernier adjust- ment feature for obtaining precise mixture settings. An exhaust gas temperature gage is provided to indicate the optimum mix- ture setting. ENGINE COOLING The engine baffling directs air flow over the cylinders for cool- ing in flight. Cowl flaps are provided on the lower cowling to allow more free air flow on the ground and during low speed, high power conditions (i.e., climb conditions). Cowl flaps should always be open on the ground, and prolonged engine operation on the ground should be avoided to prevent engine overheating. A push-pull control is provided below the in- strument panel and to the right of the pilot for operation of the cowl flaps. 2 3 ENGINE LUBRICATION The engine has a pressure-type wet-sump lubrication system. It has an eight quart capacity; however, as a general rule, when the oil level drops below six quarts, one quart is added. This will maintain the oil level between the six and seven quart level. Refer to Lycoming Service Instruction 1014 (latest revision) for oil type and replacement interval recommendations. An oil temperature thermostat, located in the oil reservoir, is set for 180° F. to assure adequate operating engine oil tem- peratures. The oil cooler is mounted on the lower left side of the cowling. An oil filter is available as optional equipment. ENGINE IGNITION The ignition system has the following features: 1. Two Bendix magnetos, the left magneto being equipped with a set of retard breaker points. 2. A starting vibrator, located on the 'upper firewall, which furnishes a shower of sparks for starting. 3. A switch which combines both ignition and starting functions. 4. Shielded spark plugs and ignition harness to suppress radio noises. When the push-type starter switch is activated in the "start" position, the starter vibrator sends an interrupted current through the retard-breaker points while the right magneto is grounded out. The left magneto then provides a fixed retard and a long duration, boosted spark for starting. FUEL SYSTEM Fuel is carried in 26 gallon, sealed sections in the front portion of each wing root. Tank vents allow ventilation as fuel is de- pleted and overflow when fuel expands in hot weather. The fuel tanks each have a sump drain under the wing from which fuel may be sampled to check for water or sediment con- tamination. A small plastic cup with an actuator prong is pro- vided to obtain fuel samples. If water is present in the fuel, SAMPLING FUEL FROM MAIN TANKS a distinct line separating the water from the gasoline may be seen through the plastic cup. Water, being heavier, will be on the bottom of the cup, and the colored fuel will be on top. seat. Aluminum fuel lines feed the fuel from the tank to a two-way, positive-setting selector valve on the floor ahead of the pilot's The selector valve feeds fuel from one of the tanks at a time, and also has an "off" position for extended periods of The selector valve also con- storage or for emergency use. tains a sump drain which is actuated by pulling the ring adjacent to the fuel valve handle. Switch the selector valve handle to the right and left tanks to drain the respective lines. Be sure sump drain returns to normal closed position after releasing the ring. Fuel is fed from the selector valve through the elec- tric boost pump, then to the engine driven pump and into the fuel injector unit. The electric boost pump is turned on for take-off and landing to provide fuel pressure if the engine driven pump malfunctions. 4 5 1. SELECTOR DRAIN VALVE at the left-hand side of the flight panel. The electrical system operates all the electrical accessories listed below: 1. Radios' 2. Engine starter 3. Starter vibrator 4. Navigation lights and interior lights 5. Landing light 6. Rotating beacon (if installed) 7. Heated pitot (if installed) 8. Turn coordinator 9. Cigarette lighter 10. Electric landing gear (if installed) 11. Fuel gages 12. Electric fuel pump 13. Stall warning horn 14. Landing gear warning horn and warning lights NOTE: The engine has its own separate electrical system and will continue to run, even though the master switch has been turned off, or even though the ac- cessory electrical system should malfunction. WARNING Under no circumstances should aviation fuel of a lower grade than 100/130 octane be used. Aviation fuels may be distinguished by their color: 8,0 octane is red, 91 octane is blue, and 100 octane is green. ELECTRICAL SYSTEM The electrical system is provided with a 50-amp, 12-volt gen- erator and a 35 amp-hour battery which is located aft of the baggage compartment. All electrical systems can be turned off by the master switch which actuates a relay located at the battery. The master switch for the electrical system is located Interior Lights Panel illumination is provided by two adjustable spot lights mounted on the headliner and individual post lights for the in- strument panel. These lights are controlled by rheostats. The fuel selector valve is illuminated by a small light mounted under the panel on the left side. The intensity of this light is con- trolled by rotating the lens housing. Ammeter The ammeter in the engine instrument cluster will indicate if the battery is charging or discharging. A malfunction in the generator or voltage regulator will be shown as an ammeter discharge at flight power settings. A low battery will cause a high charge indication. 6. 7 4:52 Electrical Panel " The electrical panel is divided into two parts: a. The electrical toggle switches, on the lower left side of the pilot's panel, act in combination both as on-off switches and as breaker switches. Should any of these circuits be over- loaded, the switch automatically turns to the "off" position. These switches are, from left to right: 1. The electrical fuel pump 2. An optional equipment switch (Marker beacon) 3. An optional equipment switch (Glide slope) 4. An optional equipment switch (Pitot heat) 5. An optional equipment switch (Rotating beacon) 6. The navigation lights 7. The landing light b. The circuit breakers which are located on the lower right side of the copilot's panel, are covered by a breaker panel cover. These circuit breakers are of the push-to-reset type. AIRFRAME The structure of the Super 21 is of conventional all-metal design. The cabin section consists of tubular steel structure covered with aluminum sheet metal. The center windshield post and the firewall are stainless steel. The wing, stabilizer, and fin have a main spar design and an auxiliary spar with stressed skin to carry torsional loads. The tail cone is a conventional semi-monocoque design. The seat design features contoured construction. The front seats are adjustable fore and aft and have adjustable three-position backs. The rear seat back may be removed for additional cargo space. The entire empennage pivots around two attachment points to the tail cone to provide stabilizer trim.. A screw mechanism actuates the empennage movement at the rear bulkhead when the trim control wheel is operated. LANDING GEAR Manual System The landing gear is unique in that it is manually retracted by the pilot by means of a lever in the cabin. The system is op- erated by direct mechanical linkage and has proven to be one of the most reliable and maintenance-free retraction systems available. An electrically powered landing gear retraction sys- tem is also available at extra cost and is described in the fol- lowing section. The manual system is aided by bungee type springs in the fuse- lage and assist springs in the wing, which balance the weight of the gear. Rubber discs are used for shock absorption in the welded steel tube gear structure. Grease fittings are provided at certain important lubrication points on the landing gear. The position of the gear is indicated by lights on the panel which will warn of an unlocked condition. These lights may be dimmed by rotating the lens housing to prevent glare at night. Press the lens housing in to test the bulbs. The red indicator light will come on if the handle on the retraction lever is not sufficient- ly engaged in the down and locked position, thereby indicating an unsafe-to-land condition. The green light indicates that the handle is properly engaged in the down position, and the gear is in the landing configuration. A thumb operated latch is pro- vided on the down socket to prevent unlocking of the gear when it is down unless it is deliberately released. To retract the gear, depress the safety latch button and slide the gear handle from the down-lock socket. Move the handle rapidly to the floor between the seats. Slide the gear handle into the up-lock socket, and the operation is complete. The more rapid the movement of the handle, the easier it is to re- tract the gear. The gear retracts easiest at low airspeeds. To lower the gear, slide the gear handle from the up-lock socket and move the handle forward to the instrument panel. Slide the gear handle into the down-lock socket and check the gear warning light for a gear-down indication (a green light). The landing gear warning horn will sound intermittently when the throttle is retarded below 10 IN. HG with the gear in the retracted posi- tion. 8 9 Electrical Gear System (optional) The optional electrical landing gear retraction system is op- erated by the wheel-shaped switch on the upper portion of the flight panel. To raise the gear, the knob is pulled out and the switch moved up to its upper detent. An "airspeed switch" is incorporated in the electrical circuit which prevents landing gear retraction until a safe airspeed is attained. CAUTION Never rely on the airspeed safety switch to keep the gear extended while taxiing, taking off or landing. Always check the gear switch for the down position. A limit switch will stop the gear in its retracted position; the gear-up light will come on, and the gear switch will require no further attention until landing. To lower the landing gear, the knob is pulled out, moved down, and placed in the lower detent. A limit switch will stop the gear system when the proper lock- ing force has been exerted to hold the gear down, and the green gear-down-light will come on. WARNING A discharged storage battery may prevent the land- ing gear from fully extending. There are three ways to check that the gear is completely down and locked: 1. The green "safe-to-land" indicator light (on the left panel) will come on. 2. The black indicator marks, as seen through the glass in the floorboard, will be aligned. 3. Retard throttle fully, and if no warning horn is heard the gear should be down and locked. The gear warning horn emits an interrupted sound of a different pitch than the stall warning horn. When these conditions are fulfilled, the aircraft may be landed with no further attention to the landing gear system. Manual Operation of the Electrical Landing Gear System If the gear does not come down due to electrical malfunction, etc., the system may be operated manually as described below: 1. Pull landing gear circuit breaker OFF. 2. Put gear switch in the gear down position. 3. Push crank engage handle forward. 4. Crank clockwise approximately fifty (50) turns to lower the gear. 5. Gear is down when green gear light is on. If a total elec- trical malfunction occurs, check gear visual indicator. DO NOT RETRACT GEAR IN FLIGHT WITH MANUAL HAND CRANK. FLIGHT CONTROLS The ailerons, elevators, and rudder operate conventionally. Push-pull tubes with self-aligning rod end bearings actuate these control surfaces. The ailerons have a differential linkage (i.e., up travel is greater than down travel) to minimize adverse yaw when they are deflected. Gap strips on the hinge line minimize air spillage from the high to the low pressure side of the con- trol surfaces. The ailerons have beveled trailing edges to lower pilot control force. POSITIVE CONTROL SYSTEM The Mooney Positive Control (PC) system provides a high degree of roll stability by supplying pneumatic inputs to servo units linked to the rudder and aileron control systems. Since the en- gine-driven vacuum pump supplies the pneumatic power, PC is in operation whenever the engine is running and the vacuum sys- tem is functioning properly. The PC system cut-off valve located in the pilot's left-hand con- trol wheel handle provides system cut-off when depressed. The aircraft can be maneuvered easily when this valve is held down. When the valve is released, the airplane will tend to return to straight and wings level flight from any attitude. The turn co- ordinator instrument supplies the controlling signals for the PC system. The "Roll Trim” knob in the turn coordinator provides an aileron trim function. Clockwise rotation trims to the right; 10 11 PC SYSTEM CONTROLS CUTOFF VALVE BUTTON ROLL-TRIM KNOB D counterclockwise rotation trims to the left. In the event of mal- function, the pilot can easily override the system at any time. Complete disengagement may be accomplished by depressing the cut-off valve. In the event of complete loss of vacuum (indi- cated by a red light above the gyro horizon), the PC system will automatically become inoperative. Excluding malfunction of the vacuum systern, PC will continue to operate even after a complete engine power loss as long as the propeller is wind- milling at approximately 1000 rpm or above. The turn coordinator operates on both vacuum and electrical power, thereby providing fail-safe turn coordinator operation. This aircraft is not approved for spins. In the event that the pilot inadvertently approaches or enters a spin, the Positive Control system can be overpowered from either the pilot's or copilot's side and the controls used for normal spin recovery techniques. The pilot should use the cut-off valve located in the pilot's left control wheel handle to cut off the PC system when employing spin recovery control procedures. WARNING While taxiing before take off, the PC system should be checked for proper functioning by noting move- ments of the flight controls in taxi turns. When PC is functioning properly, the control wheel will tend to rotate in the opposite direction of the taxi turn. The absence of flight control movement during taxi turns, or extreme control movement in either direc- tion without prompt return to neutral, indicates a PC malfunction that should be corrected before flight. The pilot must become familiar with the flight char- acteristics of the airplane with the PC system inop- erative. This is accomplished simply by holding down the cut-off valve button while making turns and maneuvers. Frequently check the PC system during flight to see that it is functioning properly, particu- larly if IFR conditions are anticipated. To check for a malfunction while in flight, first establish a mod- erate bank. Then release the controls to see if the aircraft will return promptly to straight wings-level flight as shown by the artificial horizon. Repeat the procedure with a turn in the opposite direction. Sluggish, erratic, or incomplete bank recovery warns of a malfunction in the PC system. PC is installed to help alleviate pilot fatigue, but the system should be monitored frequently to check for proper function- ing like any other system in the aircraft. TRIM SYSTEM A small control wheel on the floor between the front seats actu- ates the adjustable stabilizer via a gear reduction and torque tube linkage which actuates the empennage jack screw. A fric- tion lock is provided on the pilot side of the trim control ped- estal. Rotating the friction screw clockwise increases trim friction. The position of the stabilizer is indicated by a pointer on the aft side of the nose wheel well. The intermediate mark in the pointer range is the normal take-off setting of the trim control. The trim system also changes the setting of the trim bungees connected to the elevator horns to obtain trim assist from the elevators. 12 13 ii. FLAPS The wide span flaps are hydraulically controlled by a hand oper- ated pump which actuates a hydraulic cylinder. A relief valve is provided which releases the flaps at a slow rate as the springs (or air pressure) raise them. Hydraulic fluid used is the same as the brake system fluid and is stored in the hydraulic reservoir on the aft side of the firewall. To lower the flaps, first set the flap-shaped control (adjacent to the flap handle) in the down position. Then pump the handle to obtain the desired setting: two strokes for take-off; four and one-half strokes for full de- flection or any intermediate setting. To raise the flaps, place the control in the up position. The flaps will then rise at a con- trolled rate to the up position or they may be stopped at an in- termediate position by placing the control in the down position again. The position of the flaps is indicated by a pointer on the aft side of the nose wheel well. The intermediate mark in the pointer range is the flap take-off setting. GEAR AND FLAP CONTROLS SEAR DOWN PETRACT FLA AFTER BOWN FLAP RELEASE CONTROL GEAR HANDLE SAFETY LATCH FLAR HANDLE LANDING GEAR RETRACTION LEVER } i CAUTION Do not leave the flaps in the full down position while the aircraft is parked. Trapped fluid in the system can be expanded by solar heat causing damage to the system. VACUUM SYSTEM An engine-driven vacuurn pump powers the gyroscopic instru- ments (artificial horizon & directional gyro), the Mooney Posi- tive Control System, and the automatic retractable step. Vacuum pump output is governed by a regulator. HI-LO indicator lights on the instrument panel will show when vacuum is above or below limits. Test the warning lights by pressing forward the lens housing of each light; if operative the light will show red. To dim these lights during night flight, turn the lens housings clock- wise. When the engine is started and sufficient vacuum is produced, a vacuum servo will raise the cabin entry step to the stowed posi- tion. A spring will pull the step down when the engine is stopped and vacuum is relieved. BRAKES The Super 21 is equipped with hydraulic disc brakes on the main gear which are operated independently by toe pressure on the rudder pedals. The brakes may be set for parking by de- pressing the toe pedals and pulling out the lock valve control which is located on the panel to the right of the pilot's control column. Hydraulic fluid for the brake and flap systems is stored in a reservoir on the top aft side of the firewall. Co- pilots brakes are available as optional equipment. HEATING AND VENTILATION SYSTEMS Lower Heat and Vent System Cabin heat is obtained from a muff which surrounds the en- gine muffler. From this muff, a flexible duct transmits 14 15 heated air to a junction box on the aft side of the firewall on the copilot's side. Cool air is also ducted to this junction box from the flush air scoop on the right side of the airplane. The warm and cool air entering the junction box can be individually con- trolled to provide the combination required for the desired tem- perature. From the junction box, air is ducted to the pilot and co-pilot's feet, to the rear cabin, and to the windshield defrosters. Pilot and co-pilot heating and ventilating outlets have individual controls. Defroster System In order to obtain the maximum flow of heated air through the windshield defroster outlets, the rear cabin, pilot, and co-pilot airflow valves should be closed. With these valves in the closed position, the airflow is forced through the defroster outlets. CAUTION When using maximum defrost airflow, the cabin vent control should be in the open position (full aft) to prevent excessively hot air from being directed through the system to the windshield, which could cause windshield deterioriation. WARNING In case of engine fire, turn the cabin heater "Off". Upper Ventilation System The upper ventilation system consists of a retractable air scoop on top of the cabin section which supplies four individually con- trolled ceiling outlets. The scoop control knob, located above the pilot, is turned counterclockwise to open (extend) the scoop to obtain ram air. To minimize drag and prevent air buffeting in the cabin at higher airspeeds, open the overhead air scoop only enough to obtain sufficient air supply to the outlets. The outlets can be controlled individually by turning the inner knob to adjust the air volume and rotating the deflector to obtain air flow in the desired direction. Left Side Air Scoop The left side air scoop has one outlet which has a volume con- trol and can be adjusted directionally. This scoop also has two outlets behind the upholstery panel which provide an additional source of air for radio cooling. Radio Cooling Outlet In addition to the outlets on the left scoop for radio cooling tubes, the right side flush air scoop provides air for the radio vent grill which is mounted on the firewall, directly forward of the center radio panel. This grill directs air aft to insure suf- ficient air flow to prevent multiple radio installations from overheating. The tube supplying the grill has a control valve near the scoop to decrease air flow in extremely cold weather. 16 17 38 32 36 INSTRUMENT PANEL AND CONTROLS (18) WINDSHIELO CENTER POST 1. Magnetic Compass LEFT PANEL 2. Master Switch 3. Ignition-Starter Switch 4. Gear-Up Signal Light 5. Gear-Down Signal Light (52) 6. HI-LO Vacuum Warning Lights 7. Airspeed Indicator 8. Artificial Horizon 9. Directional Gyro 10. Electric Gear Retraction Switch (optional) 11. Rate-of-Climb Indicator 12. Altimeter 13. Optional Equipment 14. Turn Coordinator 15. PC Roll-Trim Knob 16. Radio Equipment 17. Communications Controls (optional) RADIO PANEL 18. Radio Equipment or Autopilot (optional) 19. Radio Equipment (optional) 20. Radio Equipment (optional) RIGHT PANEL 21. Tachometer 22. Glove Box or Radio Equipment (optional) 23. Manifold Pressure/Fuel Pressure Gage (or optional radio equipment) 24. Manifold Pressure/Fuel Pressure Gage (or optional radio equipment) 25. Engine Cluster Gage: Fuel Quantity Gage (L tank) Fuel Quantity Gage (R tank) Ammeter Oil Pressure Gage Oil Temperature Gage Cylinder Head Temperature Gage 26. Cigarette Lighter 27. Exhaust Gas Temperature Gage 28. Manifold Pressure & Fuel Pressure Gage (optional location) 29. Main Circult Breaker Panel Cover SUBPANEL 30. Headset & Microphone Jacks (optional) 31. Electric Fuel Pump Switch, 32. Marker Beacon Switch (optional) 33. Glide Slope Switch (optional) 34. Pitot Heat Switch (optional) 35. Rotating Beacon Switch (optional) 36. Navigation Lights Switch 37. Landing Light Switch 38. Parking Brake Control 39. Cabin Heater Control 40. Cabin Vent Control 41. Power Boost Control 42. Unfiltered Air Warning Light 43. 44. 45. ENGINE CONTROLS Throttle Control Mixture Control Propeller Control 46. Wing Flap Control Knob 47. Wing Flap Hydraulic Pump Handle 48. Gear Lever Safety Latch 49. Cowl Flap Control WHEEL WELL 50. Stabilizer Trim Position Indicator 51. Wing Flap Position Indicator 52. Gear Retracting Lever CABIN FLOOR 53. Stabilizer Trim Control Wheel 54. Fuel Tank Selector Valve Drain (not illustrated) 55. Fuel Tank Selector Knob (not illustrated) GENERAL PART II FLIGHT PROCEDURES This section will describe recommended flight procedures neces- sary for the proper operation of your Super 21. The aircraft is normally flown from the left seat. However, when equipped with optional dual brakes, a copilot or instructor has full con- trol of the aircraft and access to all instruments and controls. The copilot can override the Mooney PC system easily without depressing the cut-off valve located on the left control wheel. WEIGHT & BALANCE The aircraft weight and center of gravity location can be de- termined from the information and examples shown in the Weight & Balance Record provided with the airplane. The maximum allowable take-off weight of the Super 21, in- cluding fuel, oil, baggage, and passengers is 2575 pounds. If there is doubt concerning the weight or C.G. location of a pro- posed loading, that loading should be checked per the weight and balance data. The hat rack compartment, aft of the main baggage compart- ment, is to be used only for the storage of light, soft items. WARNING The hat rack area is limited to ten pounds weight for balance purposes. PRE-FLIGHT INSPECTION The following pre-flight inspection is recommended: 1. Check all switches off. 2. Remove tiedowns or wheel blocks, check tires and prop clear of rocks, holes, etc. 19 PART II 18