m20c manual

8/2/2019 M20C Manual

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MOONEY ,i.' ~ ' . .)...

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. 7 a 1 t e ~ ~ ~ GENERAL DESCRIPTION ......... SECTDN

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,SYSTEMS OPERATIONS . . . . . . . . . . . SECTION 1NORMAL PROCEDURES . . . . . . . . . . . SECTION

EMERGENCY PROCEDURES ...... SECTION,(J LIMIT ATIONS . . . . . . . . . . . . . . . . . . SECTION

PERFORMANC E . . . . . . . . . . . . . . . SECTION . .SERVICING . . . . . . . . . . . . . ...... SECTION

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~ k N E V OWNERS MANUAL'KNEVDESIGN fEATURES

The MOONEY RANGER(M2OC) is a low- wing four- place aircraft with a retractable gear. A four-cylinder engine powersthe aircraft for economical, high-performance flight. Licensing under Federal Aviation Administration regulationsassuras that your Mooney meets the requirements of Normal Category aircraft.

AIRFRAMEThe airframe has a welded, tubular- steel cabin structure enclosed in sheet-aluminum skins. Stressed skins rivet tomain and auxiliary spars in the wing, stabilizer, and vertical fin. The laminar- flow wing has full wrap- around skinswith flush riveting over the forward top two thirds of thewing area.Fo r pitch trim control, the empennage pivots on the aft fuselage. A torque-tube-driven jack screw, bolted to the reartail cone bulkhead, sets the stabilizer angle.The fnrward-opening cabin door provides access to bothfront and rear seats. The baggage compartment door isabove the wing trailing edge to enable baggage loading fromthe ground.

POWER PLANTThe power plant is a four-cylinder ai r cooled engine thatdevelops 180 horsepower. A 60-ampere 12-volt alternatorsupplies ample electrical power for all standard and optional equipment at all engine speeds from warmup to flightpower settings.The hydraulic propeller governor, using oi l pressure forincreasing blade pitch to control engine speed, regulate&.-.the controllable- pitch constant-speed propeller.

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and blade aerodynamic forces decrease blade pitch. ~ n . t .. .

FLIGHT CONTROLSConventional dual controls link to the control surfacesthrough push-pull tubes. The co-pilot's rudder pedals ar eremovable.The Mooney Positive Control (p . C. ) system is standardequipment. P. C. is a lateral stability augmentation systemthat provides a high degree of roll and yaw stability, therebyenhancing the inherent wings-level flight characteristicsof the aircraft. The system works full time from takeoffthrough landing but can be easily deactivated or overpoweredfor flight maneuvers. P.C. allows you, the pilot, to devotemore time to navigation, traffic surveillance, and communications.LANDING GEARThe tricycle landing gear allows maximum taxi vision andground maneuvering. Hydraulic disc brakes and a steerable nose wheel aid in positive directional control duringtaxiing and crosswind landings.The landing gear is electrically retracted. A gear warninghorn along with amber and green poSition lights helppreventinadvertent gear-up landings. The retraction system incorporates an airspeed-actuated switch that prevents gearretraction until a safe airspeed is attained. An emergencygear extension system is provided.

SPECIfICATIONS OUTLINEPOWER PLANT

TYPE: Four-cylindN, air cooled, horizontally1-3

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r~ N E V . ILlMfi'''W OWNERS MANUAL and c a r b l l n ~ t e d f'ngine with a wd SUlllptem.

Model (Lycoming). . . . . . . . . . . . .Rated Horsepower @ 2700 RPM ..Bore . . . . . . . . . . . . . . . . .Stroke . . . . . . . . . . . . . . . .Displacement . . . . . . . . . . . Compression Ratio. . . . . . . .

luhri('ali l l! ', : - ; Y ~ - i

0- 360-A 11)" ' ~ ..180 BUl>. 5. 125 I ~ . . 1. 375 IN.. 361. 0 CU. IN. I. . . . . . . . 8. 7: 1

FUEl 8. OilUsah]e Fl iP ] Capacity . . . . . . . . . . . . . . . . . 52 GA LMinimum Fup] Oclam' na t 1Il1!. (avial 11m grade). 91/96Oi l Capacity (6 QTS MIN C()I' flight) .......... 8 QTS

WEIGHT & LOADINGGross Weight . . . . . . . . . . . . . . . . . . . . . 2575 LBSApproximate Empty Weight (with standardeqUipment) . . . . . . ... . . . . . . . . . . . . . 1525 LBSUseful Load . . . . . . . . . . . . . . . . . . . . . . 1050 LBSWing Loading @ Gross Weigh t . . ..... 15.4 PS FPower Loading @ Gross Weight . . . . . . . . 14.3 PH P

BAGGAGE COMPARTMENTMaximum Baggage Loading (unless limited by weightenvelope) . . . . . . . . . . . . . . . . . . . . . . . . 120 LBS

Carburetor, Marvel-Scheblcr .......... )\lA- 4 - ~ ' , Magnetos, Scint i l la . . . . . . .. . .. S4LN-200 ~ ; ( r i f ' s

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

Model (Hartzell) . . . . . . . . . .HC- C2YK- IB/7666 A- 2 Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 IN. Blade Angle (@ 30 IN. STA): Low . . . . . . . . . . . . . . . . . . . . . . 130 .!: 00

High . . . . . . . . . . . . . . . . . . . . . 290 1 20

LANDING GEARTYPE: Electr ical ly n'traetf'd tricycle t 'J'ar with rubber shockdiscs, stf'E'rabl(' WISP wheel. and hvdral i l ic disc brakes . J

Wheel Base ..Wheel Tread.Tire Size:

NoseMain ..

1'1 re Pressun':NoseMain . . . . .

. 5 FT {j n/l(; IN.

. ... !l FT 3/ 4 IN.. 5.00 x 5. G. 00 x 6. . . . 30 PSI. . . . 30 psr

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SECTION II . SYSTEMS OPERATIONS4 -IT.' POWER PLANT

ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . 2-4 IGNITION SYSTEM. . . . . . . . . . . . . . . . . . . . . 2- 5 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2-6 OIL SYSTEM . . . .... . . . . . . . . . . . . . . . . . 2- 6 ENGINE COOLING . . . . . . . . . . . . . . . . . . . . . 2-7 VACUUM SYSTEM . . . . . . . . . . . . . . . . . . . . . 2-7

, INSTRUMENTSFLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . 2- 7

FLIGHT CONTROLSPRIMARY FLIGHT CONTROLS . . . . . . . . . . . . 2-8 POSITIVE CONTROL . . . . . . . . . . . . . . . . . . . 2-9 TRIM CONTROLS . . . , . . . . . . . . . . . . . . . . . 2.:. 10 WING FLAP CONTRULS . . . . . . . . . . . . . . . . . 2-10

LANDING GEARELECTRIC GEAR RETRACTION SYSTEM . . . . . 2-11 EMERGENCY GEAR EXTENSION SYSTEM . . . . . 2-12 BRAKE & STEERING SYSTEMS . . . . . . . . . . . . 2-12

ELECTRICAL POWER

i ALTERNATOR & BATTERY. . . . . . . . . . . . . . . 2-12 CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . 2-13I. --1 J . . . . . . . 2-16

CABIN LIGHTING . . . . . . . . . . . . . .... . . . 2-16

35' ANNUNCIATOR LIGHTS . . . . . . . . . . . . . . . . . 2-15 INSTRUMENT & PLACARD LIGHTS .

CABIN ENVIRONMENTHEATING & VENTILATING SYSTEMS . . . . . . . . 2-16 WINDSHIELD DE FROSTING SYSTEM .... . . . 2-17

CABINSEATS & SAFETY BELTS . . . . . . . . . . . . . . . . 2-18FIGURE 1-1. DIMENSIONED THREE VIEW BAGGAGE & CARGO AREAS . . . . . . . . . . . . . . 2-18

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~ m D D N E V OWNERS MANUALAcquiring a working knowledge of the aircraft's controlsand equipment is on e of your important first steps in developing a fully efficient operating technique. This SystemsOperations section describes location, function, and operation of systems' controls and equipment. I t is advisablefo r you, the pilot, to familiarize yourself with all controlsand systems while sitting in the pilot's seat and rehearsingthe systems operations and flight procedures portions ofthis manual.

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FIGURE 2-1. INSTRUMENT PANEL

~ . ! T ~ D D N E ~ ...w,+e. OWNERS MANUALWINDSHIELD CENTER POST Fu e I Quantity Gage (R Tank)

Cylinder Head Temperature GageLEFT PANEL Oi l Pressure Gage

Oi l Temperature Gage

1. Magnetic Compass

Ammeter. Pilot Checklist3. Rocker Switches: 21. Fuel Pressure/Manifold

Landing Light Pressure G a g ~ Navigation Lights 22. Tachometer23. Glove Box or RadioPitot Heat 24. Auxiliary EquipmentAnticollision Light Circuit Breaker PanelBoost Pump 25. Main Circuit Breaker4. Gear Up Light & Gear PanelSwitch 26. Cigar Lighter5. Altimeter 27. Cabin Vent Control6. Instrument Panel Illumi 28. Cabin Heat Controlnation Control7. Annunciator Lights Press- CONTROL PEDESTALTo-Test Switch

8. Attitude Gyro (Artificial 29. Wing Flap ActuatingHorizon) Switch9. Airspeed Indicator 30. Engine Control Friction10. Rate-of-Climb Indicator Lock11. Turn Coordinator & 31. Throttle ControlRoll- Trim Knob 32. Propeller Control12. Head Phone & Microphone 33. Mixture Control,Tacks13. Parking Brake Control CENTER CONSOLE14. Ignition- Starter Switc h15. Master Switch 34. Center Cabin Heat Inlet16. EGT Gage 35. Carburetor Heat Control17. Directional Gyro 36. Cabin Heat Inlet Control18. Lower Annunciator Lights: 37. Stabilizer Trim Position

Gear Down IndicatorOvervoltage 38. Wing Flap PositionHi Vacuum IndicatorLo Vacuum Outer Marker (optional) CABIN FLOORMiddle Marker (optionall 39. Stabilizer Trim ControlFM/Z Mark" J (opLunal) WheelMarker Beacon(optiollal) 40. Fuel Selector ValveRADIO PANEL Handle & Drain (Not

Illustrated)19. Radios/Aut,'l)';" (opli, 'I: .. l;LEFT CONTROL WHEEL

RIGHT PANEL 41. Clock (Not Illustrated)20. Engine & Fuel Gage Gl'OUP:Fue I Quantity Gage (L Tank)

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~ N E V OWNERS MANUALPOWER PLANT

ENGINE CONTROLSThe engine control levers are centrally located, betweenthe pilot and co-pilot, on the engine control pedestal. Thethrottle lever, with it s round knob, regulates manifold pressure. Pushing the levet forward increases the setting;pulling the lever af t decreases the setting.The propeller control lever, with it s crowned knob, controls engine RPM through the propeller governor. Pushing the lever forward increases engine RPM; pulling thelever af t decreases RPM.The mixture control lever, with its red hexagon knob, es tablishes the fuel-air ratio (mixture), Pushing the leverfull forward sets the mixture to full- rich, pulling the level'"af t leans the mixture, and pulling the lever to it s maximumaft travel position closes the idle cutoff valve, shuttingdown the engine. Precise mixture settings may be established by observing the optional EGT gage while adjustingthe mixture control lever.A large friction lock on the right side of the engine controlpedestal locks the controls in the desired setting and prevents creeping during flight.The carburetor heat control lever, mounted in the subpedestal to the left of the engine control pedestal, allows theselection of heated induction ai r to prevent carburetor icingor to melt accumulated ice in the carburetor venturi. Theengine will operate on unfiltered ai r when the carburetorheat control lever is pulled down, and dirt and foreign substances can be taken into the engine causing rapid cylinderand piston wear. Therefore, the use of carburetor heat onthe ground, except for testing system operation, is not recommended.

'kONEV OWNERS MANUALAll engine instruments except the EGT gage ar e grouped inthe right instrument panel. Color arcs on instrument facesmark operating ranges. Proper interpretation of engine instrument readings is essential for selecting optimum control settings and for maintaining maximum cruise fuel economy. Engine limitations are given in Section V.IGNITION SYSTEMj

I The left magneto has a se t of fixed retard breaker points! that aid in smoother, easier starting. A battery-poweredstarting vibrator supplies a long-duration, tJosted spark.The starter-ignition switch, mounted on the left of the in strument panel, combines both ignition and starting functions. Turning the ignition key clockwise through R, L,and BOT H to t he START MAG position and then pushingforward on the key and receptacle engages the starter. Releasing the key when the engine starts allows the switch toreturn by spring action to the BOTH position. Fo r safety,the starter-ignition switch must be left at OFF when theengine is not running.FUEL SYSTEM

Two integral sealed sections carry the fuel in the forwardinboardarea of the Wings. Full fuel capacity is 52 gallons.There ar e sump drains at the lowest point in each tank fortaking fuel samples to check for sediment contamination andcondensed water accumulation. Section VII discusses thefuel sampling procedure.An illuminated three- position fuel selector handle on thecabin floor sets the selector valve below the floorboard forLEFT tank, RIGHT tank, or the OFF position. The fuelselector valve assembly contains a valve for draining condensed water and sediment from the lowest point in the fuel

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~ k N E V OWNERS MANUALlines before the first flight of the day and after each refueling. Section VII discusses the selector valve flushing procedure.

Fuel feeds from one tank ata time to the selector valve andthrough the electric fuel pump enroute to the engine-drivenpump and the carburetor unit. Electric fuel-level trans,mitters in the tanks operate fuel gages in the engine cluster.The master switch actuates the fuel quantity indicator system to maintain an indication of fuel remaining ineach tank.The fuel pressure gage registers fuel pressure in the lineto the carburetor. Vents in each fuel tank allow fo r overflow and ventilation.

OIL SYSTEMThe engine has a full-pressure wet-sump oil system withan 8 quart capacity. The automatic bypass control v a l v ~ , routes oi l flow around the oil cooler when operating temperatures are below normal or when the cooling radiatoris blocked.The engine oil should be kept at 6 to 8 quarts. LycomingService Instruction 1014 (latest revision) gives recommendedoi l specifications and oil change intervals.

ENGINE COOLINGThe down-draft engine cooling system provides ground andinflight power plant cooling. Engine baffling directs ai r overand around the cylinders and out the cowl flap openings.Cowl flap doors ar e fixed in a position that allows proper ai rflow on the ground and in flight.VACUUM SYSTEM

An engine-driven vacuum pump supplies suction for the vac

uum-operatea.gyroseopic flight instruments and the MooneyPositive Control system. Ai r entering the vacuum-poweredinstruments is filtered; hence, sluggish or erratic operation o f vacuum-driven instruments may indieate that a clogged vacuum filter element is preventing adequate air intake. The HI or LO vacuum annunciator light will illuminate i f vacuum is above or below limits.

INSTRUMENTSFLIGHT INSTRUMENTS

All primary flight instruments ar e grouped on the shockmounted flight panel directly in front of the pilot's seat.Optional gyro instruments may be installed in the standardT - grouping with the attitude gyro at top center and the directional gyro immediately below. The standard airspeed indicator and sensitive altimeter cross the "T". The standardturn coordinator and optional vertical speed indicator at leftof center complete the flight instrumentation.

A standard eight-day clock is mounted in the pilot's controlwheel. The magnetic compass is mounted on the windshieldpost above the instrument panel. The outside air temperature gage is installed in the windshield.There is space and lighting for fOllr optional radio indicatorson the right side of the flight panel. A back-lighted flightchecklist is on the extreme right of the flight panel. Spacefor an optional remote indicating compass is at top left ofthe panel. The optional marker beacon indicator lightsmount between the radio indicators at right center belowthe annunicator light group.

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The Mooney Positive Control (P. C.) system provides ahigh degree of roll and yaw stability, thereb y enhancing theinherent wings-level fUght characteristics of the aircraft.Positive Control will hold a reasonable heading over a longperiodof time when the aircraft is trimmed properly. However, without the installation of a magnetic heading lock,P. C. will not maintain an absolute preselected heading.I The system is a pneumatically operated, two-axis automatic control superimposed on the primary flight control

systems. Anelectro-vacuumpowered turn coordinator supplies pneumatic inputs to servo units that link to the aileron1 and rudder control systems. Since the engine-driven vacuum pump is the power source, P. C. is operative whenever the propeller is windmilling at mgre than 1000 RPM.The thumb- operated cutoff button on the left hand grip of thepilot's control wheel is shown in Figure 2- 2. Depressingthis button any time during flight will render the PositiveControl system completely inoperative for flight maneuversor manual flying. When the cutoff valve button is released

w!::mOONEV OWNERS MANUAL

A pitot tube, mounted on the lower surface of the left wing,picks up airspeed indicator ram air. A heated pitot prevents pitot tube icing when flying in moisture-laden air., A drain valve is located on the forward bottom skin of'the left wing just outboard of the wing fillet. Static ports oneach side of the tail cone supply static air pressure for thealtimeter, the airspeed indicator, and the vertical speed-indicator. A drain valve is located on the fuselage bottomskin below the tail cone access door. An optional alternatestatic pressure source valve may be installed behind thevertical speed indicator.A stall warning horn, mounted in the cabin head liner andtriggered by a sensing vane on the left wing leading edge,will sound when airspeed drops to near stall speed. Thesound becomes steady as the aircraft approaches acompletestall.A landing gear pOSition light in the annunciator panel showsamber when the gear is retracted. A green annunciator lightilluminates when the gear is down-and-Iocked. Retardingthe throttle setting below 12 inches manifold pressure whenthe gear is not in the down-and-locked position causes thegear warning horn in the cabin headliner to sound with aregular, intermittent tone.

FLIGHT CONTROLSPRIMARY FLIGHT CONTROLS

Push- pull tubes with self- aligning rod end bearings actuatethe primary flight control surfaces. Beveled aileron trailing edges help reduce pilot control forces required for flight

maneuvering. A springloaded interconnect deviceindirectly jOins the aileronand rudder control systemsto assist in lateral stabilityduring flight maneuvers.Control surface gap sealsminim ize airflow throughthe hinge slots and reducedrag.

POSITIVE CONTROL

OWNERS MANUAL

FIGURE 2-2. P. C. SYSTEM CONTROLS

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'KNEV OWNERS MANUALthe aircraft will return unassisted to wings-level flight.P.C. can be manually overriden with little effort i f the system should malfunction. Manually over-powering the system will not damage the aircraft or the P.C. components.The roll-trim knob on the turn coordinator, as shown inFigure 2- 2, provides an aileron trim function through theP.C. system. Rotating the knob trims the aircraft about its roll axis to compensate for asymmetrical fuel and passenger loadings.

The P. C. system is installed to help alleviate pilot fatigue.But like any other system in the aircraft, P. C. must bemonitored for proper functioning.TRIM CONTROLS

Fo r pitch trim control, the entire empennage pivots on thetail cone attachment points to increase or decrease the horizontal stabilizer angle. This design allows flight trim es tablishment with minimum control surface deflection. Apointer in a slot located on the center console indicatesstabilizer trim position. Forward rotation of the trim wheellowers the nose; rearward rotation raises the nose in flight.

WING FLAP CONTROLSThe flap switch on the right of the engine control pedestaloperates the electrically-actuated wide- span wing flaps.Holding the spring-loaded switch in the down posi tion lowersthe flaps to the desired angle of deflection. A pointer in thecenter console indicates flap position . The intermediatemark in the pointer range is the flap TAKEOFF setting.Holding the switch in the UP position, retracts the flaps.Simply releasing the spring-loaded switch to return to theOF F position stops the flaps at an intermediate position during either extension or retraction.210

lANDING GEARELECTRIC GEAR RETRACTION SYSTEM

The two-position electric gear control switch, identified byit s wheel-shaped knob, is located to the right of the altimeter between the annunciator light panels.There ar e three ways to se e that the electrically-actuatedgear is down-and-locked:(1) The green gear-down annunciator light illuminates.(2) The indicator marks align as seen on the floorboardvisual gear-position indicator.(3) The gear warning horn does not sound at approachpower setting of below 12 inches manifold pressure.Position annunciator lights and a warning horn provide visual and audible gear position signals. An amber signal light(marked GEAR UP) will show continuously when the gear isfully retracted. A green signal light (marked GEAR DN)shows continuously when the gear is fully extended. Bothlights ar e out as the gear changes position.The illuminated gear-down position indicator in the floorboard af t of the center console has two marks that align whenthe gear is down. Retarding the throttle below 12 inchesmanifold pressure causes the gear warning horn to emit aregular, intermittent tone unless the gear is down-andlocked.An airspeed-actuated safety switch in the pitot system ora mechanically actuated "Squat-Switch" in the retractionsystem prevents landing gear retraction until attaining asafe takeoff airspeed. The safety switch is not designedto substitute fo r the gear switch in keeping the gear extended while taxiing, taking off, or landing.

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'kONEV OWNERS MANUALEMERGENCY GEAR-EXTENSION SYSTEM

The emergency gear extension handcrank on the left upholstery panel near the pilot's knee is for manually driving theelectric gear actuating motor to extend the gear i f the electrical system should malfunction. Section IV discusses theemergency gear extension procedure.

BRAKE & STEERING SYSTEMSThe main gear wheels incorporate self-adjusting disc-typehydraulic brakes. The pilot's rudder pedals have individualtoe-actuated brake cylinders linked to the rudder pedals.Depressing the toe pedals and pulling out the parking brakecontrol on the instrument panel sets the brakes for parking.Pushing the parking brake control forward releases thebrakes.I t is inadvisable to se t the parking brake control when thebrakes ar e overheated after heavy braking or when outsidetemperatures are unusually high. Trapped hydraulic fluidmay expand with heat to damage the system. Wheelchocksar e normally used for long-time parking and mooring.Rudder pedal action steers the nose wheel. Gear retractionrelieves the rudder control system ofits nose wheel steering and centers the wheel to permit retraction into the nosewheel well.

ELECTRICAL POWERALTERNATOR & BATTERY

A 35-ampere-hour 12-volt negative-ground storage batteryunder the left engine cowl and a 60-ampere alternator2-12

'&ftONEV OWNERS MANUAL supply electrical power for equipment operation. The ammeter in the engine instrument lineup indicates batterycharging or discharging rate. A power loss in the' alternato r or voltage regulator will be shown as a discharge reading on the ammeter; a discharged battery will be indicatedas a high-charge reading.The voltage regulator adjusts alternator output to currentload while maintaining a constant voltage level. An overvoltage annunciator light illuminates when voltage regulato r output exceeds voltage limits.

CIRCUIT BREAKERS

Push-to-reset, push-pull, or rocker-switch circuitbreakersprotect al l of the electrical circuits. Circuit breakers automatically break the electrical current flow i f the systemsreceive an overload, thus preventing damage to electrical

fit USH.TO.IISET~ ~ 5 . _-

FIGURE 2-3. MAIN CIRCUIT BREAKER PANEL2-13


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~ N E V OWNERS MANUAL

(OPT)(OPT)

CORD,ENG GA & VAC LTS

FLAP & CA BIN LTS

O M A R K ~ : R BEACON (OPT)

CIRCUIT BREAKER SYMBOLS/\ /"

PUSHTORESfT TYPE PUSHPULL TYPEALTERNATOR WARNING nLIGHT VOLTAGE SWITCH TYPEREGULATOR

FIGURE 2-4. ELECTRICAL SYSTEM SCHEMATICZ14

wlrmg. The main circuit breaker panel is in the right subpanel and is covered with a bottom- hinged door. Figure2- 3 illustrates the main circuit breaker panel with its. pushpull standardequipmentcircuitbreakers. All rocker- switchcircuit breakers ar e at the top right corner of the pilot'sinstrument panel.The alternator push-pull circuit breaker on the main breaker panelfurnishes an emergency overload break between thealternator and the individual push-pull circuit breakers.Resetting the alternator circuit breake r will usually restorean overloaded circuit. If pressing the button a second timedoes not reactivate the circuit, the alternator circuit breaker must remainopen and the alternator-field circuit breaker must be pulled out to break the alternator excitationcircuit. Since the alternator is then cut out of the power circuit, the storage battery supplies electrical power in steadily diminishing output with the master switch on.The alternator-field push-pull circuit breaker furnishes anemergency break in the alternator field excitation circuitin the event of alternator or voltage regulator malfunction.I f the regulator output voltage exceeds limits, the red overvoltage annunciator light illuminates. Turning off al l radioequipment, and then turning master switch off and on, willreset the voltage regulator. The ov;ervoltage annunciatorlight should remain out. I f the overvoltage light comes onagain, puliing out the alternator-field circuit breaker cutsthe alternator out of the power circuit. Once again the battery is the only source of electrical power; therefore, allelectrical equipment not essentialfor flight should be turnedoff and the flight terminated as soon as practical to correctthe malfunction.ANNUNCIATOR LIGHTS

Annunciator lights mount in the center of the radio instrumentgroup on the pilot's panel. The gear-up light is at the top,with the gear-down, alternator overvoltage, Hi Vac, and La

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"'-KNEV OWNERS MANUAL

Vac lights below. The optional marker beacon indicatorlights mount be low the annunciator lights. A press- to- testbutton at the top of the instrument panel illuminates aU an nunciator lights simultaneously. The purpose and functionof each of these lights is discussed elsewhere in this section.INSTRUMENT & PLACARD LIGHTS STANDARD &OPTIONALStandard -- The instrument panel is illuminated with twooverhead mounted focusing spotlights (Red Lite) controlledby rheostat on the panel.Optional -- All instrument faces ar e edge-lighted by lightbulbs behind the instrument panel cover. Placards areback-lighted for easy night reading. A rheostat at the topof the flight instrument panel controls the intensity of in - \strument and placard lighting, and an overhead 3-positionswitch controls the spotlights. Rotating the knob clockwiseturns on and increases light intensity. The rheostat alsocontrols the re d lights illuminating the clock and c o m p a s ~ . CABIN LIGHTING (OPTIONAL)An adjustable eyeball dome light illuminates the cabin andalso serves as a backup spotlight for illuminating the instrument panel; it s ON-OFF-DIM switch is slightly forwardand to the right of the dome light.

CABIN ENVIRONMENTHEATING & VENTILATION SYSTEMSTwo ventilating systems provide cabin environmental control suited to individual pilot and passenger preferences.Fresh ai r heated by the engine exhaust muffler, and coolair from an airscoop on the co-pilot side, ca n be individuallycontrolled and mixed to the desired temperature. The ventlever on the center console controls the louvered inlet belowthe engine control pedestal. The two side inlets forwardofthe engine control pedestal have individual control handles.

The cabin overhead ventilating system works independentlyof the cabin heating and ventilating system. Rotating theknob above the pilot seat extends or retracts the overheadairscoop to control ai r intake and to prevent air- buffetingat high cruising speeds. Small directional vent deflectorswith inner knob ai r volumn controls, within easy reach ofeach occupant, distribute incoming outside air as individually desired.The cabin heat control is marked CABffi HEAT. Openingthe side airscoop c ontrol (labeled CABffi VENT) and settingthe cabin heat control turns on cabin heat. To lower cabintemperature, the cabin heat control is pushed toward theOF F position. Completely closing the cabin heat controland fully opening the cabin vent control, with the overheadairscoop extended, supplies maximum fresh air circulation.In case of engine fire, the cabin heating system must beturned off.The right side airscoop has outlets under the side panel forinstallation of radio or autopilot equipment cooling ducts.

WINDSHIELD DEFROSTING SYSTEM

The defrosting system takes warm air from the cabin heating system ductwork and distributes this ai r over the windshield interior surfaces. Closing the louvered inlet controllever on the center console and the left and right inlets forward ofthe engine control pedestalforces heated ai r to flowfrom the defrosting nozzles at the windshield base.To avert windshield damage when using maximum defrostairflow, the cabin vent control should be in the open position (full aft) to prevent excessively hot ai r from being directed to the windshield.

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"""KNEV OWNERS MANUAL SECTION III. NORMAL PROCEDURESCABIN

SEATS & SAfETY BELTSI IThe front seats are individually mounted and may be adjusted Ifore and aft to fit individualcomfort preferences. Resettinga seat back is accomplished by pulling the seat back forward, rotating the large ca m selector knob at the lower back juncture, and allowing the back to return to the new position.The rear seat back ca n be adjusted by leaning forward inthe seat, pulling the catch lever at the forward end of theside panel ar m rest, and adjusting the seat back to thedesired position.

Safety belts, i f worn properly, keep occupants firmly in theirseats in rough ai r an d during maneuvers. These belts aremechanically simple and comfortable to wear. They areseat-attached to allow easy seat adjustment.

BAGGAGE & CARGO AREASTh e baggage compartment has 15 cubic feet of baggage orcargo space and two pair of floor tiedown straps. Theloose equipment, conSisting of ti edowneyebolts, jack points,tiedown rings, a fuel sampling cup, and a towbar is stowedin the baggage compartment. The rear seat backs ca n beremoved for additional cargo space by pulling the springloaded lock pins at the seat back base and sliding the seatback rearward.

GROUND OPERATIONS PREFLIGHT. . . . . . . . . . . . . . . . . . . . . . . 3- 2 PREFLIGHT CHECK . ... . . . . . . . . . . . . . . 3-3 BEFORE STARTING. . . . . . . . . . . . . . . . . . . 3- 5 BEFORE-STARTING CHECK ............ 3-5 STARTING . . . ... . . . . . . . . . . . . . . . . . . . 3-6 STARTING CHECK . . . . . . ... . . . . . . . . . . . 3-7 Flooded-Engine Clearing. . . . . . . . . . . . . . . Cold-Weather Starting . . . . . . . . . . . . ... Hand Cranking. . . . . . . . . . . . . . . . . . . . . . WARMUP & TAXIING . . . . . . . . . . . ... . . . . BEFORE-TAKEOFF CHECK . . . . . . . . . . . . .

fLIGHT OPERATIONSTAKEOFF. . . . . . . . . . ..... . .... . . 3- 13 CLIMB .................. 3-14 CRUISE . . . . . . . . . . . . . . . . . . . . . . ... 3-16 STALLS ....................... 3-17 SPIN"S.. .. . . . . . . .. . . . . . . . . . . . . . . . 3-18 POSITIVE CONTROL .... . . . . . . . .... 3-20 FUEL MANAGEMENT................. 3-21 IN F LIGHT RESTARTING . . . . . . . . . . . . .. . 3- 21 LETDOWN . . . . . . . . . . . . . . . . . . . . . . .. 3- 22 BE FORE- LANDING CHECK . . . . . . . . . . . .. . 3- 22 LANDIN"G . . . . . . . . . . . . . . . . . . . 3- 23 AFTER-LANDING & TAXIING CHECK . . . . . . . 3-24 SHUTDOWN CHECK .............. 3- 24

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~ k N E V OWNERS MANUALBefore flying your Mooney, it is necessary that you becomethoroughly familiar with al l techniques needed to operate it ssystems and equipment safely and efficiently.This section of the manual provides you with a quick andeasy reference to normal operating procedure recommendations. Checklist procedures ar e enumerated in steps thatcover cockpitcontmls and instruments in left-ta-right andtop-to-bottom patterns. These procedures ar e intended toassist you in developing good flying techniques under averageconditions. While close attention to each step is importantfor safe and efficient operation, sound judgment may oc casionally be called for in making exceptions when circumstances require a deviation in operating procedure.

GROUND OPERATIONSPREFLIGHTIn addition to completing the preflight check, visually inspect al l of the aircraft exterior prior to each flight witt.particular attention to detection of loose rivets and dents.When checkin g under the aircraft, look fo r fuel and oil leaksindicated by oi l runs or fuel dye stains.

WARNING: Check the aircraft weight and balance before proceeding with the flight. Consult the Weight &Balance Record, furnished in the airplane file, fo rdetailed data needed to calculate load distribution andlimitations.Standard atmospheric temperatures ar e below freezing above 8000 feet altitude, and i t is possible that condensedwater in the fuel lines will freeze to cause fuel starvation.Therefore, always drain the fuel selector sump (as described in Section VII) at each preflight inspection.

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,.,_DONEY OWNERS MANUAL

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FIGURE 3-1. PREFLIGHT WALK AROUND DIAGRAMPREFLIGHT CHECK1. Ignition Switch--OFF.

Master Switch --ON to check outside lights,then OFF.Fuel Selector Drain--Selector handle on R; pullring and hold for five seconds. Repeat procedurewith selector handle on L.2. Instrument Static Port-- UNOBSTRUCTED.Tail Tiedown--REMOVE.3. Empennage--CHECK.

Remove all ice, snow, or frost.33


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~ k N E Y . OWNERS MANUAL.4. Tail Cone Access Door--SECURE. Instrument Static Port-- UNOBSTRUCTED.

Static System Drain--CHECK. 5. Wing Skins--CHECK.Flap and Attach Points--CHECK.Aileron and Attach Points--CHECK.Wing Ti p and Navigation Light--CHECK.

Remove al l ice, snow, or frost.6. Left Wing Leading Edge--CHECK.Pitot Tube and Stall Switch Vane-- UNOB

STRUCTED.Fuel Tank--CHECK QUANTITY; SECURE CAP.Chock and Tiedown--REMOVE.Left Main Gear Shock Discs and Tire--CHECK.Fuel Tank Sump Drain--SAMPLE.Pitot System Drain--CHECK. Tank Vent- - UNOBSTRUCTED. Fuel Selector Drain Valve--CLOSED. Windshields- - CLEAN. Left Side Engine Cowl Fasteners--SECURE.

7. Propeller--CHECK for nicks and cracks.Forward Engine Components--CHECK starter,alternator belt, etc.Induction Air Filter--CHECK clean and sealed.Landing Light--CHECK.Nose Gear--CHECK tire; check for towingdamage.Shock Discs--CHECK.

8. Right Side Engine Cowl Fasteners--SECURE.Engine Oil Level--CHECK (Full for extendedflight).Windshield- - CLEAN.

~ . ~ mOONEY OWNERS MANUAL

Fuel Tank Sump Drain--SAMPLE.Tank Vent-- UNOBSTRUCTED.Chock and Tiedown--REMOVE.Right Main Gear Shock Discs and Tire--CHECK.Fuel Tank--CHECK QUANTITY; SECURE CAP.

I

f 9. Right Wing Leading Edge--CHECK.Wing Skins--CHECK.i Wing Ti p and Navigation Light--CHECK.I Aileron and Attach Points--CHECK.Flap and Attach Points--CHECK.Remove al l ice, snow, or frost.

10. Baggage Door--SECURE.BEFORE STARTINGAfter everyone has entered the aircraft, close and latch thedoor. Be sure al l baggage is secure and that all necessarycharts, computers, and other loose items ar e aboard andsecurely stowed so that they will not be thrown about thecabin if rough air is encountered in flight. See that all safetybelts ar e fastened and that the seats are adjusted and locked in comfortable positions. With the pilot's seat properly, set, you should be able to fully deflec.t al l flight controls.Be sure there is a flashlight aboard for night flights.Il PEFORE STARTING CHECK1. Fuel Selector Handle--SET fo r fuller tank.2. Parking Brake Control--PULL ON . 3. Ignition and Master Switches--OFF.4. Carburetor Heat- -OFF.

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~ k O N E Y OWNERS MANUAL ~ N E Y OWNERS MANUAL5. Landing Gear Switch--OOWN.

The starting checklist is recommendedfo r normal s t ~ i n g6. Mixture Control--IDLE CUTOFF. procedures; however, under extreme climatic conditions,alter the starting procedure to accommodate existing con7. Propeller--HIGH RPM. ditions. If"the engine does not start after 10 or 15 secondsof cranking, discontirme cranking and allow the starter to8. Throttle-- CLOSE. cool for approximately five minutes before cranking again." Allowing the starter to cool intermittenly will prolong starter9. BOost Pump--OFF. life.10. Anti- Collision Light- -0 FF. ! The engine is air-pressure cooled and depends on the for11. Navigation Lights--OFF. ward speed of the aircraft to maintain proper cooling. Particular care is necessary, therefore, when operating the!12. Landing Light--OFF. I engine on the ground. To help prevent overheating, always! head the aircraft into the wind, and avoid prolonged engine13. Radios--ALL OFF. ground operation.

14. Cabin Heat--OFF. STARnNG CHECK15. Main Circuit Breaker Panel--CHECK.1. Master Switch--ON.16. Auxiliary Circuit Breaker Panel--CHECK.2. Fuel Quantity Indicators--CHECK fo r conformity to observed quantity.STARTING 3. Annunciator Lights--PRESS to TEST.Before starting the engine, make sure the surrounding areais clear. I t is good practice to call "CLEAR" before en 4. Landing GEAR DN Light--GREEN.gaging the starter, and to direct the propeller blast to an ,pen area before running up the engine. To prevent pro 5. Electric Fuel Pump--ON.peller damage, keep engine RPM low when operating onloose gravel. ) 6. Mixture Control--OPEN to FULL RICH.The engine will require some priming for smooth starting.The standard fuel system does not incorporate a separatepriming system; priming is accomplished by pumping thethrottle with the electric fuel pump turned on and the mixture control lever in the FULL RICH position. For normalstarts, pump the throttle twice. A cold engine will requirethree or more "priming shots" depending upon the ambienttemperature.

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7. Throttle- - PUMP TWIC E to prime engine; thenOPEN approximately one-quarter.

B. Ignition-Starter Switch--turn to START andPRESS forward. When engine fires, releaseto BOTH.9. Throttle--Set for 1000 to 1200 RPM.

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OWNERS MANUAL~ k a N E V OWNERS MANUAL10. oil Pressure Gage-- 25 PSI MIN (If there is nopressure indication within 30 seconds, PULLmixture control to IDLE CUTOFF and check oi l

system. )11. Carburetor Heat--ON momentarily to check operation. (RPM should drop.)

CAUTION: Limit the us e of carburetor heat during ground operation to the time required to make sure the system is functioning properly. Heated carburetor air does not pass through the air filter; consequently, dust, dirt, and foreign substances ca n be drawn into the engine to cause acceleratedcylinder and piston ring wear.

12. Fuel Pressure Gage--GREEN ARC.13. Lights--As required.14. Anticollision Light--ON.15. Pitot Heater--CHECK and note ammeter de

flection. "

16. Radios--ON and CHECK...17. Stabilizer Trim Indicator--TAKEOFF.

18. Fuel Selector Handle--CHECK right and lefL

Flooded - Engine Clearing1. Throttle-- FULL OPEN.2. Mixture Control--IDLE CUTOFF.3-8

3. Electric Fuel Pump--OFF.4. Ignition-Starter Switch--turn to START and PRESS forward. 5. ThrotUe--RETARD when engine starts.6. Mixture Control--OPEN slowly to FULL RICH.

Cold-Weather StartingThe starting procedure for a cold engine is the same as thenormal starting procedure, except that additional priming(mixture control set at FULL RICH) may be necessary.During extremely coldweather i t is advisable to preheat theoil and engine compartment with ground heaters.Hand CrankingI f i t becomes necessary to start the engine with alow battery when external power is not available,proceed as follows:1. Wheel Chocks--INSTALL.2. Parking Brake- - SET.3. Controls and Switches--SET for normal start

except IGNITDN 0 FF . 4. Propeller--HIGH RPM (Pull propeller throughtwo or more complete revolutions with IGNITION OFF.)WARNING: When hand cranking the engine,stand clear of the propeller until after theignition-starter switch is turned to_the STARTposition and the starting vibrator is energized.

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~ m O O N E V OWNERS MANUAL5. Ignition-Starter Switch--turn to START but 00NOT PRESS forward.B. With ignition switch held in START position, hand crank the engine. 7. Ignition-Starter Switch--release to BOTH as

soon as engine starts. 8. Proceed with normal- starting check.WARMUP & TAXIINGAllow the engine to warmup at 1000 to 1200 RPM; normally,taxiing will sufficiently warm the engine. The engine iswarm enough for takeoff when it will develop full RPM andwhen the throttle can be opened without backfiring, skipping,or a reduction in oi l pressure. Release the parking brake-,and as the aircraft moves forward apply the toe brakes lightlyto check brake effectiveness. Nose wheel steering, throughrudder pedal action, is ordinarily sufficient for groundmaneuvering. But, when necessary, make tighter turns byapplying inside braking.

CAUTION: Never rely on the retraction safety switchto keep the electric gear extended while taxiing, taking off, or landing. Always check the electric gearswitc h position.

Taxi with the mixture FULL RICH and the propeller at HIGHRPM to prevent engine overheating. Avoid prolonged groundoperation at low RPM that will tend to foul the spark plugs.WARNING: While taxiing before takeoff, make surethat the Positive Control system is functioning normally and that the gyro instruments have erectedproperly.

The control wheel will tend to move in the opposite directionfrom the taxi turn when P.C. is working properly. The ab

.....kONEV OWNERS MANUAL

sence of flight control movement, or extreme control movement in either direction without prompt return to neutral.indicates a P .C . maHunction that should be corrected beforeflight. Taxi turns also present an opportunity to check thedirectional gyro fo r proper indication. Th e turn coordinatorshould indicate a bank in the direction of the turn.Before runup, head the aircraft into the wind and center th enose wheel. I t is always a good practice to stop the airplane1 with the nose wheel centered, since running up the engineor starting to taxi with the nose wheel in a cocked positionimposes high side loads on the nose gear.Minimize engine ground operation to prevent overheating.Monitor cylinder head and oil temperatures. Check thepropeller governing system by advancing the throttle to1700RPM; then,pull the propeller controlfull aft (decreaseRPM). As soon as a 10 0 RP M drop is noted, return thepropeller control to FULL INCREASE RPM. In coldweather,repeat the cycle two or three times to flush the system withfresh, warm oil. Then, check R and L magnetos, returningthe switch to BOTHbetweenchecks. Neither magneto Rhoulddrop off more than 125 RPM when operated individuallyno r should the difference between the two exceed 50 RPM.With this check completed, slowly close the throttle to 10001200 RPM and complete the before-takeoff check.BEFORE-TAKEOFF CHECK\1. Flight Controls--CHECK for unrestrictedtravel.2. Fuel Selector Handle--SET for fuller tank.3. Altimeter--SETto field elevation. (Obtain toweror weather station barometric pressure; checkaltimeter barometric pressure to determine de

viation. )4. Directional Gyro- - SET to magnetic compass.

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r KNEV OWNERS MANUAL5. Flight Instruments--CHECK.6. Engine Instruments--CHECK.7. Clock--SET and wind as needed.8. Stabilizer Trim--SET for TAKEOFF.9. Propeller--CYCLE and CHECK at 1700 RPM.

10. Magnetos--CHECK at 1700 RPM.11. Wing Flaps--SET for TAKEOFF or as desired.12. Electric Fuel Pump--ON. (Check rise in fuelpressure. )13. Seats- -lDCKED..14. Seat Belts-- FASTENED.15. Door and Pilot Window--LATCHEP closed.'Before applying power for takeoff, quickly recheckfor:1. Propeller--FULL INCREASE.2. Trim Indicator--TAKEOFF.3. Flap Indicator--TAKEOFF or as desired.4. Fuel Selector Handle--FULLER TANK.

WARNING: Do not change fuel tanks immediately before takeoff.5. Carburetor Heat--OFF.

Proceed with takeoff as soon as the above checklist is complete. If i t is necessary to hold for clearance instructions,run the engine at 1400-1500RPM to insure proper coolingand to minimize spark plug fouling.3-12

NOTE: During takeoff from high elevation airports orduring Climb, engine roughness or loss of power mayresult from over-richness. In such a case adjustmixture coptrol only enough to obtain smooth operation--not for economy. Observe instruments for temi perature rise.i

fUGHT OPERATIONS1 TAKEOFFI

When ready for takeoff, apply power slowly to avoid picking up loose stones, etc., with the propeller. (on shortfields you may prefer to hold the brakes until gaining fullpower.) As the aircraft accelerates continue increasingpower until reaching full throttle. Have the control frictionlock tight enough to prevent throttle creep.As speed increases durimtthe takeoff roll, apply back pressure on the control wheel at about 65 to 75 MPH. The aircraft will tend to rock into a nose- high attitude as i t breaksground. To compensate for this tendency, slowly relaxsome of the elevator back pressure as the nose wheel leavesthe runway. Keep the nose on the horizon just after theaircraft breaks ground to allow smooth flight from the runway without an abrupt change in pitch attitude.When making a cross-wind takeoff, hold the nose wheel onthe runway longer and accelerate to a highe:r: speed thannormal. Pull up abruptly to avoid contact with the runwaywhile drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.Retract the landing gear only when safely airborne and ingood control. Retract the flaps when the aircraft has cleared al l obstacles and has gained an indicated airspeed ofabout 80 to 90 MPH.

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After takeoff:(1) Apply the brakes to stop wheel rotation. ,(2) Retract the gear. .(3) Retract the flaps.(4) Reduce propeller RPM to 2550-2600.(5) Establish climb-out attitude.(6) Turn off the electric fuel pump at a safe altitude and check the fuel pressure indication to insure that the epgine-driven fuel pump is maintaining fuel pressure. (1CLIMBAn enroute climb speed o f 115-120 MPH lAS is recommendedfor improved engine cooling and forward Visibility. Thespeed for maximum rate of climb is a straight-line variation from 100 MPH lAS at se a level (decreasing approximatelyone MPH per 1000 feet increase in altitude) to 91MPH lAS at 10,000 feet. The speed for maximum angle ofclimb (for obstacle clearance at full power, gear and flapsup) is about 80 MPH lAS at full power. The recommendedpower setting for normal climb is 2600 RPM and 26 inchesmanifold pressure.Manifold pressure will drop with increasing altitude at anythrottle setting. Power can be restor.ed by gradually opening the throttle until reaching full throttle.

WARNING: Do not fly this aircraft in knowniCing conditions. tUnder certain moist atmospheric conditions, i t is possiblefor ice to form in the induction system, even in summerweather. The formation of ice in the induction system willbe reflected by a drop in manifold pressure. When an unaccountable loss of manifold pressure is noted, apply full carbUretor heat and open the throttle to the limit of manifoldpressure. The use of carburetor heat may cause the engineto run rough; if so, lean the mixture until the engine smoothsout. iI

III

WARNING: Do not use partial carburetor heat unlessthe aircraft is equipped with a carburetor ai r temperature gage. Moisture in crystal form that would or dinarily pass through the induction system as crystalscan be melted with application of partial carburetorheat. This moisture in turn can form carburetor icedue to the temperature drop as the ai r passes throughthe carburetor venturi. Therefore, when applyingcarburetor heat, always pull the control FULL ON.When turning carburetor heat OFF, move the controlto the FULL OFF position.

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

CRUISECareful and detailed flight planning for each trip will increase operating efficiency. The weather, route, load, andstarting and arrival time will affect altitude selection andover-all flight efficiency.The performance tables in Section VI will aid in selectionof optimum cruise power settings. Cruise power is thatportion of the power spectrum where the mixture may beleaned. Leaning is limited to 75 percent power or less foraircraft not equipped with an EGT gage. Leaning above 75percent power may cause detonation and engine damage unless exhaust gas temperature is maintained 2000 F belowpeak EGTon the rich side. Monitor cylinder head temperature when leaning. (Ref. Se rvice Ins truct ion Lycoming No.1094B. )Upon reaching cruise altitude, allow acceleration to cruiseairspeed, then trim the aircraft for level flight, reducemanifold pressure and RPM to desired cruise power. Whencruising at 75 percent power or less, lean the mixture once

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r 'KNEY OWNERS MANUALcruise power is established. Fo r best economy, slowlypull the mixture control lever toward the lean p o s i t i o n ~ continue leaning until the engine runs rough. Then, enrich themixture until the engine runs smooth. Fo r increasedpower , enrich the mixture, increase RPM, advance the throttle, and repeat the leaning procedure.

CAUTION: Do not lean the mixture beyond 2000 F below peak EGT on the rich side at power settings above75 percent rated power. In selecting a cruise RPM,the engine must not be continuously operated withinthe range of 2000 to 2250 RPM. Recommended cylinde r hea:d temperature for continuous cruise operationis 400 F or less.

Very exacting fuel-air mixtures can be selected by observin g the optional exhaust gas temperature gage (EGT) whileadjusting the mixture control. Operate the mixture controlslowly to allow fo r the slight lag in the EGT indicator. . 'For best economy below 75 percent rated power, lean themixture by pulling the mixture control lever aft until theEGT indicator shows a peak (maximum) temperature andstarts to decrease. Then, enrich the mixture by pushi!1e'the control lever forward until the temperature drops 250 F(one mark on the gage) from peak temperature.For best power (maximum airspeed) below75 percent power,lean the mixture by pulling the mixture control lever aft un-ti l the EGT indicator shows a peak (maximum) temperature.and then enrich the mixture by pushing the control leverforward until the EGT shows a drop of lOOoF (four markson the gage) below the peak temperature.When making power changes i t is advisable to always increase RPM before increasing manifold pressure, and todecrease manifold pressure before reducing RPM. Alwaysstay within the established operating limits, and alwaysoperate the controls slowly and smoothly.

,IFDONEY OWNERS MANUALAerodynamic efficiency is optimum in the normal indicatedcruise ranges. The airspeed indicator is marked with a

,"J green ar c from ~ 4 t o 175 MPH and a yellow ar c from 175tn 200 MPH. The yellow ar c indicates the range of airspeeds in which you must exercise caution when flying inrough air or gusts. (Rough air is defined as flight in turlKllance of a degree that is uncomfortable to the pilot andpassengers. ) Reduce speed when encountering rough ai r orgusts, and operate in the airspeed indicator green arc range.WARNING: Operate this aircraft as a Normal Category airplane in compliance with the operating limitations stated in the form of placards, markings, andmanuals. Do not attempt maneuvers involving fullapplication of rudder elevators, or ailerons above132 MPH CAB. No aerobatic maneuvers Includingspins ar e approved.

STALLSThe stall characteristics of the airplane ar e conventionaland rapid recovery from a stall is effected by releasingelevator back pressure and applying power. Power-offstall speeds at various bank angles are presented in Section VI.

'f It is important to rememberthat while stalls are a permissible maneuver; they should not be practiced to learn howto stall the airplane but, rather to learn how to recognizean incipient stall and to take prompt corrective action before the aircraft completely stalls.Turn on the electric fuel pump prior topracticing stall recovery and apply fullcarburetor heat before reducingpower.Fo r power-on stalls, the FAA recommends about 65 percent power. Enter stalls only from coordinated flight, re gardless of the method of entry or airplane configuration.

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Flight controls will remain effective throughout al l normalstall maneuvers. Approach the stall slowly, but positively,by reducing airspeed with about one mile an hour decreasepe r second, until detecting the first evidence of the ap-proaching stall. The stall warning horn will give the firstindication of the approaching stall and this may be followedby downward pitching, aerodynamic buffeting, rapid decayof control effectiveness, and/or a rapid loss of altitude withthe control wheel aft. Upon recognizing the approachingstall, recover by releasing elevator back pressure andapplying power.

WARNING: Do not deactivate the stall warning hornwhen practiCing stalls; the stall warning horn is re quired aircraft equipment.I f stall recovery is not initiated during the approach to thestall, the airplane will stall and the nose will pitch dolYD-ward. Recovery from the complete stall is conventional,with release of elevator back pressure and the addition ofpower.Holding the aircraft in a stall with the control wheel fullyaf t may result in a roll to one side or th e other, unless precise control coordination is maintained. The rudder mayprove more effective than the ailerons in preventing therollt however, recovery from the complete stall and possible roll is againacheived with normal use of the controls.Delay the application of power, to prevent build-up of excessive airspeed, i f th e aircraft assumes a steep nose-downattitude.SPINSIntentional spins ar e not permitted in this airplane; how-ever, i f stall recovery is delayed or i f the airplane is heldin the stall, in an uncoordinated manner, the airplane willlikely go into a spin. A spin is a stall combined with rotation, with the airplane rotating downward in a descending

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corkscrew-like path. The outside wing inthe rotation movesfastest and produces some effective lift, while the wing towardthe inside of the spin moves slower and produces littleor no effective lift. A spin is generally caused by an un-coordinated yawing of the aircraft while in a stalled condition. Should a spin occur employ the following recoveryprocedures immediately:1. Neutralize the ailerons and close the throttle.2. Briskly apply full rudder against the spin.3. Follow with rapid forward movement of the control wheel

to pitch the nose down.4. Hold the rudder in full antispin configuration until rota

tion stops.5. Recover from resulting dive.

NOTE: I f spin recovery is delayed until the aircraftha s made one complete turn in the spin, rotation maycontinue up to one additional turn after antispin controls are fully applied.WARNING: Up to 2000 feet of altitude may be lost ina one-turn spin and recovery; therefore stalls at lowaltitude ar e extremely critical.

On entering a spin, the aircraft will roll, very much like abarrel roll. The wings will be near vertical at about th efirst quarter turn of the spin. At about the half turn point,the wings ar e approaching level but, now, the nose will bevery low--approaching vertical. After one full turn hasbeen completed, the nose will come up somewhat, but willremain well below the horizon. The rate of rotation duringthe first portion of the spin is quite rapid and occupants ofthe aircraft will likely become disoriented. On subsequentturns, the wings may be near level or slightly lower towardthe direction ofthe spin. The nose will continue to be pointing more nearly toward the ground than the horizon, as the

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\~ N E V OWNERS MANUALairplane revolves and descends. As the spin progresses, i t may enter into what is referred to as a fiat spin. When the spin becomes flat, the aircraft nose comes up and re mains more on the hor izon, with possibly some shallow up and down oscillation. The rate of descent and rate of rotation both become slower. An aircraft in a flat spinbecomes J stabilized into autorotation and once in this condition, the controls become ineffective and recovery is very difficult or may not be possible. In complying with the FAA Regulation for Normal Category :t aircraft, it has been demonstrated that the airplane will re V cover after delayed stall recovery up to and including one-turn spins. This one-turn "margin of safety" is designed to provide adequate controllability when recovery from a stall is de-layed. The one-turn "margin of safety" is jeapordized i f the airplane is not recovered when the first evidence of a stall is detected. POSITIVE CONTROLPositive Control will hold an approximate heading over a period of time; however, it will not hold an exact heading without the installation of a magnetic heading lock. To check fo r a P.C. malfunction while in fUght, first establish a moderate bank; then, release the controls to see i f the aircraft will return to straight wings-level flight as indi- ..ated by the artificial horizon. Repeat the procedure witha turn in the opposite direction. Sluggish, erratic, or in- Icomplete bank recovery warns of a malfunction in the P.C.system.

WARNING: Thoroughly familiarize yourself with the flight characteristics of the aircraft with Positive Con-trol inoperative. This can be done by simply holding 1own the cutoff button while making turns and maneu-vers. Check the P. C. system frequently during each flight to insure that i t is functioning properly, particularly when IFR or marginal weather may be encoun-tered. fl,'

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~ N E V OWNERS MANUALIn the event of a complete engine power loss, P.C. will con-tinue to operate as long as the propeller is windmilling at1000 RPM or more. Loss of vacuum (indicated by a I.Ovacuum annunciator light) will automati cally make theP.C.system inoperative. However, the turn coordinator willcontinue to operate on electrical power. The turn coordinator can be used as a flight reference if other gyro instruments become inoperative.FUEL MANAGEMENTProper fuel management during flight will help maintainlateral trim and will also serve as a fuel quantity check.After takeoff with both tanks full, use fuel from one tankfor one hour; then, switch to the other tank and note thetime. Use al l the fuel from the second tank. The remaining fuel endurance in the first tank can be calculated fromthe time it took to deplete the second tank, less one hour.You must remember, however, that this endurance calculating procedure canbe relied upon only i f power and mix-ture remain the same and an allowance is made for the extr a fuel used during climb. Fo r estimation purposes, con-sider fuel consumption during a full-power climb to be 40percent higher than that of best-power crUise, and 50 percent higher than that of best- economy cruise.

CAUTDN: Do not allow the engine to lose power orquit before switching fuel tanks. I f a tank runs dryand the engine quits, retard the throttle before re starting. Restarting with an advanced throttle maycause engine overspeeding that can lead to mechanicalmalfunctio n.

IN FLIGHT RESTARTING1. Propeller-- HIGH RPM.2. Fuel Selector-- Fuller tanle3. Mixture Control--IDLE CUTOFF.

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, ....KNEVKNEV OWNERS MANUAL OWNERS MANUAL4. Boost Pump--ON.5. Throttle--QPEN 1/4 travel.6. Ignition Switch--BOTH.7. Mixture Control--Move slowly and smoothly to

FULL RICH.B. Re-establish cruise power and RPM, then lean

mixture.LETDOWNPlan your letdownwell in advance of estimated landing time. Generally, a power-on descent is most desirable. A gradual rate of descent at cruising speed permits IX>wer settings sufficiently high to maintain proper engine temperatures and to prevent spark plug fouling. Sudden power reductions at higher airspeeds can damage the engine by causing i t to cool too rapidly.

WARNING: Apply ful l carburetor heat when reducingpower fo r descent or landing.Establish a gradual letdown by reducing power below cruisewhile maintaining cruise airspeed throughout the descent.Monitor cylinder head and oi l temperatures throughout descent to guard against over cooling. Oi l in the oil coolercan congeal very rapidly after a IX>wer reduction when flying in cold weather.

CAUTION: Do not lower gear above 120 MPH JAS.Do not lower flaps above 125 MPH JAS. Do not exceed 125 MPH JAS with the flaps down or 120 MPHJAS with gear down.BEFORE-LANDING CHECK1. Seat Belts- - F ASTE NED.2. Fuel Selector Handle--SET fo r fuller tank.3. Electric Fuel Pump--ON.

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4. Mixture Control-- FULL RICH.5. Carburetor Heat-- FULL ON.6. Airspeed--REDUCE to 120 MPH.7. PropeUer- - FULL INCREASE.t B. Landing Gear--DOWN and LOCKED; green annunciator light on. 9. Flaps--As required.

10. Trim--As required.LANDING

Ordinarily, you should complete the Before- Landing Checkon the downwind leg. To allow fo r a safe margin above stallspeed throughout approach, hold airspeed above 90 MPHuntil the flaps ar e lowered. Degree of flap deflection needed will vary according to landing conditions, but for mostlandings you should lower flaps about half way just priorto turning on to base leg. Extend flaps as required on finalapproach to adjust for variations in wind, glide angle, andother variables.

fWARNING: The stall warning horn and the landinggear warning horn are inoperative when the masterswitch is in the OFF IX>sition.

On final, trim the aircraft to fly hands - off at an approachspeed of about 80 MPH. As you cross the runway end markers, reduce IX>wer to idle. Slow the rate of descent by in creasing back pressure on the control wheel until the airc raft settles on the runway in a slightly nose- high attitude./ (When high, gusty winds prevail, or when landing cross".. wind, approach at a higher airspeed.) Slowly relax backpressure and gently lower the nose wheel to the runway aftermain gear contact so the nose gear steering system can beused to help control landing rollout direction.'fi....

3-23


26/46

3. Electrical Switches--OFF.4. Mixture Control--IDLE CUTOFF.5. Throttle--RETARD as engine stops firing.6. Ignition-Starter Switcb--OFF when propellerstops.7. Parking Brake--Set (for short-time parking).8. Trim--TAKEOFF.9. Flaps--RETRACTED.

10. Master Switch--OFF.11. Control Wheel-- lOCK with seat belt.12. Overhead Air Scoop--ClOSED.13. Wheel Chocks and Tiedown--As required.

'kNEV OWNERS MANUALCAUTION: Do not allow the aircraft to touch down ina nose-low attitude or at too high an airspeed. Eitherof these conditions will allow the nose wheel to contact the runway first, which may cause the aircraftto porpoise and damage the gear.

Unless a short roll is necessary, you should allow the aircraft to slowto a moderate taxi speedbefore applying brakes.After leaving the runway, turn off the electric fuel pump,retract the flaps, and reset the trim to TAKEOFF. Holdtaxi power setting between 1000 and 1200 RPM to permituniform engine cooling.Execute short-field landings with partial power and fullflaps on final approach. Reduce power to idle during flareout, and touch down first on the main wheels before allow-ing the nose wheel to make contact. You may apply brakesas soon as aU wheels are firmly on the ground. Fo r maximum braking effect, raise the flaps and apply back pressure on the control wheel as you apply b r ~ e s . Do not skidthe main wheels, as doing so will reduce braking effectiveness and damage the tires.AmR LANDING & TAXIING CHECK

1. Electrical Fuel Pump--OFF.2. Carburetor Heat-- 0 FF.3. Wing Flaps--RETRACT.4. Stabilizer Trim--TAKEOFF.5. Throttle--1000 to 1200 RPM.

SHUTDOWN CHECK1. Throttle--IDLE at 1000 to 1200 RPM until cy-

' linder head temperature starts to drop.:;2. Radios--OFF.

.\

f)

3-24 325_ ___, - i, .


27/46

.SECTIONS IV. &V.

FAA APPROVEDAIRPLANE FLIGHT MANUAL

SECTION IV. AIRCRAFT LIMITATIONS AND OPERATIONS

MOONEY MODEL M20CRANGER

MOONEY AIRCRAFT CORPORATION

SERIAL NO.: c::?ft;- -t-tf311. ( J a ~ 0REGISTRATION NO.: .::rt 0'0S' p


28/46

FAA APPROVED MOONEY M20C

LOG OF REVISIONSLETTER PAGE DATE APPROVED

I

': 4-2'): j\___ _


OPERArlNG UMlrArlONSThe following limitations must be observed in the operation of this airplane:

AIRSPEED LIMITATIONSNever Exceed Speed . . . . . . . . . . . 200 MPH CASMax Structural Cruising Speed . . .. 175 MPH CASMax Maneuvering Speed . . . . . . . . 132 MPH CASMax Gear Operating Speed. . . . . . . 120 MPH CASMax Gear Extended Speed . . . . . . . 120 MPH CASMax Flap Operating Speed . . . . . . . 125 MPH CASAIRSPEED INSTRUMENT MARKINGS

Radial Red Line . . . . . . . . . . . . . . 200 MPH CAS (Denotes never exceed speed which is the maxi-mum safe airspeed) Yellow Ar c . . . . . . . . . . .. 175 to 200 MPH CAS (Denotes range of speeds in which operations should be conducted with caution and only in smooth air)

Green Arc.................... 70 to 175 MPH CAS(Denotes normal operating speed range)

White Arc. . . . . . . . . . . . . . 63 to 125 MPH CAS(Denotes speed range in which flaps may besafely lowered)

4-3


29/46

r FAA APPROVED MOONEY M20CPOWER PLANT Engine . . . . . . . . . . Lycoming Model 0-360-A1DEngine limits for al loperations. . . . . . . . 180 BHP, 2700 RPMFuel. ................... 100/130 octane aviation

gasolinePropeller . . . . . . . . Hartzell Constant SpeedHub HC-C2YK-1BBlade 7666A-2

Pitch setting at 30- inc hstation: Hi!bh 290 2: 20 ;Low 130 + 0

POWER PLANT INSTRUMENTSTachometer

Radial Red Line (Rated) . . . . . . . . . 2700 RP MGreen Arc--Narrow (Rated operatingrange) . . . . . . . . . . . . . . . . . 2300-2700RPMGreen Arc--Wide. (Recommended operatingrange) . . . . . . . . . . . . . . . . . 2300- 25 00 RPMRed Arc--Wide (No continuous operation inthis range) ......... . . . . 2000-2250 RPMCylinder Head TemperatureRadial Red Line (Maximum) .... " 500 DEG FGreen Arc (Operating range) .. 350- 450 DEG F

Oi l PressureRadial Red Line (Minimum idling). . . .. 25 PSInadial Red Line (Maximum). . . . . . . . . 100 PSI


Green Arc (Operating range) ..... 60 to 90 PSIYellow Arc (Idling range) . . . . . . . 25 to 60 PSIYellow Arc (Starting & warm-uprange) . . . . . . . . . . . . . . . . . . . 90 to 100 PSIFuel PressureRadial Red Line (Minimum) . . . . . . . . . O. 5 PSIRadial Red Line (Maximum) . . . . . . . . . 6. 0 PSI

Green Arc-- Wide (Normalope rating range) ...... . . . . . 2. 5 to 3. 5 PSIGreen Arc--Narrow (Operatingrange) . . . . . . . . . . . . . . . . . . O. 5 to 6. 0 PSIOil TemperatureRadial Red Line (Maximum) . . . . . . . 245 DEG FGreen Arc (Operating range).. 100 to 225 DEG FOTHER INSTRUMENTS AND MARKINGSVacuum Warning LightsHI Light. . . . . . . . . . . . . . . . .. 5. 00 IN. HgW Light. . . . . . . . . . . . . . . . .. 4.25 IN. Hg

Illumination of a HI or W vacuum annunciator lightindicates that the vacuum system has malfunctioned.The following equipment is vacuum operated:1. Artificial horizon (if installed)2. Directional gyro (if installed)3. Turn coordinator (will operate electrically)4. Positive control system and autopilot i f installedWEIGHT &CENTER-Of-GRAVITY LIMITSMaximum Gross Weight .... . . . . . . . 2575 LBS Center of Gravity Limits (Gear Down): Forward CG Limit (FUS STA & %MAC) 2100 LBS Most FWD . . . . . . . . . 42.0IN. (15.0%\ 4-4 4-5

,r


30/46


2575 LBS Forward Gross 46.5 IN. (22.6%)Aft CG Limit (FUS STA & %MAC) All Weights . . . . . . . . . . . . . . . 49.0 IN. (26.8%) MAC (Wing station 93.83) . . . . . . . . . . 59. 18 IN. Datum (station zero) is the nose gear attac hing boltcenter line, which is 33 inches forward of the wingleading edge at wing station 59.25.MANEUVERS

This airplane must be operated as anormal categoryairplane. Acrobatic maneuvers, including spins,are unauthorized.NOTE: Maneuvers involving approach to stalling angle or full applicationof elevator, rudder, or aileron should be confined to speedsbelow maneuvering speed. No snap maneuversor whip stalls are approved at any speed. Noinverted maneuvers ar e approved.

I FLIGHT LOAD FACTORSMaximum Positive Load Factor,I Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . 3. 8Maximum Positive Load Factor,oFlaps Down (33 ) . . . . . . . . . . . .' . . . . . . . 2. 0Maximum Negative Load Factor,Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . 1. 5

46'\

MOONEY M20CFAA APPROVED

TYPES OF OPERATIONDo not operate in known icing conditions.This is a normal category aircraft approved forVFR/IFR, day or night operations, provided thefollowing instruments and equipment are installedand operating properly.

REQUIRED EQUIPMENTVISUAL FLIGHT RULES - DAYAirspeed indicatorAltimeterMagnetic direction indicator (mag compass)TachometerManifold pressure gage Oil pressure gage Oil temperature gage Cylinder head temperature gage Fuel quantity gage for each tank Fuel pressure gage Landing gear position indicator Gear warning horn Stall warning system Master switch Battery and alternator Circuit breakers and fuses Seat belts for al l occupants VISUAL FLIGHT RULES - NIGHTAll equipment and instruments specified for VFR - day Position lights Electric landing light (i f used for hire)

47 ,

MOONEY M20C


31/46

--------

FAA APPROVEDMOONEY M20C

INSTRUMENT FLIGHT RULESAll equipment and instruments specified forVFR- nightGyroscopic rate-of-turn indicatorBank indicatorSensitive altimeter adjustable for barometriCpressure

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

NOTE: Caution should be exerCised when installed communications equipment interruptsthe navigation signal during transmissions.

OPERATING PROCEDURESNORMALThis airplane must be operated as a Normal Category airplane in compliance with the operating limitations stated in the form of placards, markings,and manuals. No acrobatic maneuvers, includingspins, are approved.

The lateral stability augmentation system cutoffvalve, located in the left hand grip of the pilot'scontrol wheel, cuts off the system when depressed.4-8-- .. ' ...~ : - : - ~ " ' - " " ' , ~ ~ ~ ~ I t

fA A APPROVEDThe roll-trim knob on the turn coordinator providesa command trim function. Rotation in a clockwisedirection trims right; counterclockwise rotationtrims left.Circuit breakers are located on the lower right handside of the co-pilot's instrument panel. The alternator circuit breaker is on the circuit breaker pane1.Circuitbreakers are push-pull or push-to- reset type.A bora emitting an intermittent, then steady toneof approaching stall.A born emitting an intermittent tone warns of a retracted landing gear when power is reduced below12 IN. Hg manifold pressure.All warning devices are inoperative when the masterswitch is off.Do not open storm window above 150 MPH.Turn full carburetor heat on when reducing powerfor descent or landing.To preclude fuel starvation, avoid extreme sustained side slips toward the tank in use when thattank contains less than 36 pounds of fuel.Retract flaps after landing.EMERGENCYEmergency procedures are contained in the Emergency Procedures section of the Owners Manual.

4-9


32/46


LOADING INFORMATIONI t is the responsibility of the airplane owner andthe pilot to insure that the airplane is properly load-ed . Load the aircraft in accordance with the loadingschedule.

WARNING: See Weight & Balance Record forloading schedule.The front seat positions can adversely affect CGlimitations at the most rearward loading. Allow-able baggage weight may be dictated by seat posi-tions. Maximum allowable weight in the baggagecompartment is 120 pounds.

WARNING: Maximum allowable weight in theoptional hatrack is 10 pounds. Carry only soft,light objects in the hatrack.

11LI

FAA APPROVED

SECTION V.EMERGENCY OPERATION

AND PROCEDURES

MOONEY AIRCRAFT CORPORATION MOONEY MODEL M20C

RANGER

4-10 5-1


33/46

, I MOONEY M20CMOONEY M20CFAA APPROVED

LOG Of REVISIONSLETTER PAGE DATE APPROVED

mI

fA A APPROVEDEMERGENCY OPERATIONS &

PROCEDURESIn case of engine fire, turn cabin heater off.Turn carburetor heat FULL ON i f icing conditionsare i ~ e r t e n t l y encountered.

WARNING: A discharged storage battery mayprevent the gear from fully extending byelectrtcal power.

EMERGENCY GEAR-EXTENSIONTo manually extend the landing gear:1. Pull landing gear actuator circuit breaker to

OFF }X)sition.2. Place gear switch in OOWN position.S. Push handcrank engage lever forward to engage

drive mechanism.4. Crank handcrank clockwise to fully lower thegear. The gear is down-and-locked when thegreen light comes on. In case of electricalmalfunction, check the visual gear-down indi

cator marks for alignment.CAUTION: Do not attempt to manually retractthe electric landing gear.WARNlNG: Do not operate landing gear electrically with handcrank engaged

5-35-2

PERFORMANCE


34/46

MOONEY M20CAA APPROVEDPOSITIVE CONTROL (LATERAL STABILITY AUGMENTATIONSYSTEM)The pilot canoverride the system at any time in theevent of a P. C. malfunction. Complete disengagement may be accomplished by depressing the cutoffvalve button.In the event of a partial or complete vacuum failure(indicated by a re d light on the pilot's instrumentpanel), the lateral stability augmentation systemwill automatically become inoperative.ALTERNATOR POWER LOSSResetting the main alternator circuit breaker willusually restore an overloaded circuit, I f after allowing the circuit breaker to cool, pressing the buttona second time does not reactivate the circuit, thealternator circuit breaker must remain open andthealte:-nator field circuit breaker must be pulled outto break the alternator excitation circuit.I f the red overvoltage annunciator light illuminates,turn off al l radio equipment and turn the masterswitch off and on to reset the voltage regulator. Ifthe overvoltage light comes on again pull the alternator field circuitbreaker outo All electrical equipment not essential fo r flight should be turned offand the flight terminated as soon as practical tocorrect the malfunction.

SECTION VITAKEOFF DISTANCE ................. 6- 3 LANDING DJSTANCE ................6-4 CLIMB PERFORMANCE .................. 6-5 AIRSPEED CORRECTIONS .............. 6-6 STALL SPEEDS...................... 6-6 ALTITUDE CONVERSION ................ 6-7 CRUISE & RANGE .....................6-8

5-4

, . , ._DDNEY OWNERS MANUAL


35/46

All performance tables and graphs are grouped in this section of the manual fo r quick and easy reference. This graphic information is presented to show performance that maybe expected from the aircraft, and to assist you in planningyour flights with reasonable detail and accuracy. All datahas been compiled from test flights with the aircraft andengine in good operating condition while using average pi loting techniques. Note that the cruise performance data(pages 6-8 thru 6-14) makes no allowance fo r wind and navigation errors. All performance charts and graphs arebased on operation with no wind on level, paved runways.In using this data, allowances must be made fo r actual conditions.

A carefully detailed and analyzed flight plan will yield maximum performance. After making a flight plan based onestimates taken from the data in this section, you shouldcheck your actual performance and note the difference be-tween your forecast conditions and actual flight performance so that your future estimates may be more accurate.

1.

. {OVER-SO FOOT OBSTACLE)

TAKEOFF WEIGHT TAKEOFF WEIGHTOF 2200 LaS OF 2575 lBSALmuDE TEMP TAKEOFF AIR TOTAL TAKEOFF AIR TOTALIN FEET IN F RUN DISTANCE DISTANCE RUN DISTANCE DISTANCE(MSL) (FEET) (FEET) (FEET) (FEET) (FEET) (FEET)

100 745' 545 1290 1030 730 1760SEA 59 ' 620 455 1075 815 580 1395LEVEL

20 ' 520 380 900 660 470 113090 ' 900 660 1560 1345 960 2305

2500 50 ' 745 545 1290 1030 730 176010 ' 615 450 1065 805 575 138080 ' 1125 830 1955 1910 1365 3275

5000 41 900 660 1560 1340 960 2300o 740 540 1280 1000 715 1715

TAKEOFF CONDITIONS:WING FLAPS - TAKEOFF POSITION HARD SURFACE RUNWAYPOWER - 2700 RPM, MAX MANIFOlD PRESSURE ZERO WIND

6-3 6-2

LANDING DISTANCE (OVER 5 0 ~ F O O T OBSTACLE)


36/46

:ggz"''''";): r o! E ~ 2" ' -

- - ------

HARD SURFACE RUNWAY, ZERO WIND

GLIDE RANGE

GROUND DISTANCE (MILES)

230 822'10 83315 84355 85395 86430 87

12 480 88-525 89570 90610 91650 92690 93735 94780 95825 96

i 11 325a 1 0 - 9 410It 7 4956 I 530I 5 I 5804 I 620

870 97 3 670c915 98960 99-1000 100

QCt; 750SL 800

RATE OF RATE OF BEST RATECLIMB CLIMB OF CLIMB(FPM AT (FPM AT SPEED2575 LBS) 2200 LBS) (MPH CAS)CONDITIONS:1. GEAR UP 3. FULL RICH MIXTURE2. FLAPS 15 4. FULL THROTTLE - 2700 RPM

AIRSPEED CORRECTIONS ALTITUDE CONVERSION


37/46

CALIBRATED AIRSPEED (MPH)" 0" FLAPS 15" FLAPS 33 " FLAPSlAS(MPH) POWER ON POWER OFF POWER ON POWER OFF POWER ON POWER OFF0 67 71 67 70 64 6980 77 79 76 80 75 7990 87 89 85 89 85 8800 97 100 96 99 95 9810 107 108 106 108 105 107120 116 116 115 117 114 11630 126 127 125 1?5 123 12440 136 138

147 NOTE: The calibrated airspeeds shown cor50 146 recl only for errors caused by the position160 156 157 of airspeed system components, and do notinclude any correction that may be required70 166 167 for individual airspeed indicators, Airspeedindicators may have errors up to 2.5 MPH.80 176 177

190 186 188200 196 -

GlOSS WEIGHT ! 2575 LaS) ANGLE OF BANKo 20 ' 40 ' 60'MPH 67 69 78 96

FLAPS & GEARUP KNOTS 58 60 68 83FLAPS 15" MPH 64 67 76 94EAR DOWN KNOTS

66 8156 58

flAPS 33 ' MPH 57 61 69 90EAR DOWN KNOTS 49 53 60 78CONDITIONS; 1. GROss WEIGHT (2575 LBS) 3. lAS IN MPH & KTS. POWER OF F 4. FDRWARD CG6-6

STAll SPEEDS

~ is 6000 feet an d the factor IIH is 1.09],, .

iOF -8 0 -40 120\-

TAS = CAS X l / . / l f bamp'" If amlti."t. temperatllN' it .erF ao d pressure altitude is 4000 feet,

1 / r;

1.561.521.481.441.401.381.361.341.321.301.281.261.241.221.201.181.161.141.121.101.08

" ! : : : ~ " l I : f . I ~ : t ~ : ~ 1 ~ : 1 1 ; L 1 I t 1 - - r l ~ : 1 ! ~ t l r f 1 : : : t 1 ; t ' : E t 1 l - t ~ : : : t " { f i ~ : j : : : : : f - t 1 4 : 1 t ~ : ~ ' : : : : 1 " ,~ " ' \ . . ~ ~ - l . . : - ~ ~ ~ ~ - : - ~ ~ - ~ , . + " l I \ . . ~ . 4 - ~ ~ + " " ' : - - " ' i - f ~ - r " ~ - ",,\,- .. . , . ' - ~ t ~ - ~ - r ~ - t ! + ~ ~ - { - t ~ {t l t l : : \ . ~ l - r ~ ..1 . - ~ L r ~ l . _ t : - . } l - t " , t " ' t t t ~ _ l - ~ + t ..~ t " \ t . 1 _ ~ L _ t t i ~ t ~ t t L ..1 . 1 - ~ _ 1 _It..:':X':\..,t1--{'" : i t l ' ~ {a, ... " . ",,Irt.:..." .! . '.; -"'..! ...\.. ~ . ; ..-..;!_Irt.,.... J . .......!..."",!_...,. .......-.:...:..J......... . . ". ..."""""' .......,,,.... -..,_.........'c -60 -4 0 - 20 0 20 40 60TEMPERATURE

~ i ~ ~ "t .:;;'1em

CRUISE & RANGE AT SEA LEVEL, 59F


38/46

CRUISE & RANGE DATA CONDITIONS:

1. All Cruise and Range Data tables allow for: a climb outat maximum available power, full-rich mixture, andbest rate-of-climb airspeed to cruise altitude; a cruiseto destination at the specified power and mixture setting;and a 45-minute fuel reserve at the same altitude andpower setting. The data is also based on 52 gallons ofusable fuel, standard atmosphere, and no wind. Takeoff weight is 2575 pounds or 2200 pounds.2. The data is taken from flight tests at full-rich mixturesetting above 75 percent rated power and at a leanedmixture setting for cruise at 75 percent rated power orless. (See page 3-16)3. When interpolating the cruise and range data for non-standard conditions, note that each 100 F increase above

standard temperature wil1 cause a one percent reductionin horsepower, While each 100 F decrease below standardtemperature will cause a one percent increase in horsepower.\..),.

I.;1 '

6-8

-.:,,1"..,____

MIXTURE SETTING: above 751. Use F U L L ~ I C H m t x t u : b . t u r e at TRUE ENDUR- RANGEp e r c ~ . AIRSPEED (MPH) ANtE (STAT MI)" ~ 2 515 2200 (HI :MIN) S L8SL8S L8S L8

169 171 2:07 358 3629.5 18.2 109.0168 216 377 I ~ 8 664.9 17.2 103.3165 2:27 399 I 404637.726.0 90.3 16.3161 2:38 422 I 428595.3 92. 15.0 85.7

27.0 16 8 10 4 386 I 391/167 I 2:2093. 0 1 . 1 1. 1 11126.0 88.5 15.9 95.5 161 163 2:31 407 I 4132600 25.0 15 0 2:43 431 I 43784.01 . /90.0 1158 1160 I24.0 79.5 14. 1 84.5 154 157 2:56 457 I 463I 86.5 15.5 93.0 160 162 I 2:36 418 I 4246.025.0 82.1 14.6 87.6 156 159 2:49 I 442 I 448250024.0 77.7 13.7 82.3 153 155 3:03 I 468 I 47523.0 73.3 9.2 55.4 149 152 4:53 I 734 I 745

455 I 4615. 0 79.8 14. 1 84.9 155 157 2:5624.0 75.5 9.5 57.1 151 154 4:43 7171 728

2400 I , 749 7613.0 71. 3 9.0 53.9 147 150 5 : 0 ~ 783 7982.0 167.0 8.4 50.6 143 147 5:25734 74624.0 173.2 9. 2 55.3 149 152 4:53

23.0 69.0 8.7 52.2 145 148 5:14 766 780raool 22. 0 64.9 8.2 49.0 142 145 ~ 3 7 I801 I817I 7.7 45.9 137 141 6:03 838 85721. 0 60.7l 48.51 6. 1 I 36.7 I 121 I 128 I 7:45 I 965 I 100120.0

CRUISE & RANGE AT 2500 FT, 50F CRUISE & RANGE AT 5000 FT, 41F


39/46

MIXTURE SETTING:1. Use FULL RICH mixture above 75

'i 'i'

t".:",,"-

percent power. 2. Lean mixture at75 percent power and below.MAN PRES, I FUEL , FUELRPM I (IN. HG) %BPH (GAL/HI) (LBS/HR

27.0

TRUE I ENDUR-AIRSPEED (MPH) ANCE RANGE(STAT M/)2575lBS 2200 I(HR'MIN)I 2575 I 2200lBS ' lBS lBS174 2:10

2700 26.097 .8 /17 ;8 /106 .9 /17293.2 16.9 101. 3 168 171 2:20 370/374

2600

2500

2400

25.0 /88.6/ 15.92 4 . 0 8 4 . 0 1 5 . 0

26.025.024. 023.025.024.023.022.0

24.023.022.021 G

91. 2/ 16 : 586.8 15.682.3 14.677.7 13.784.780.375.971. 478.173.869.56 ~ . 2

15.114.29.69. 0

13.89. 38. 88. 2

2:l.0 /71.5 9.0

95.7/165 167 2:3190.0 162

98.9/16793.4 16487.9 16082.3 15690.8 16285.5 15857.4 15554.0 15182.8 15755.8 15352.5 14949.3 145

2300 22.0 167.3 8. 5 50.9 14721 .0163 .1

164

169166163159

164161157154159156152148

154150

8. 0 47.7 143 14620.0 158. :1 7. 4

2:43

2:242:352:483:022:412:544:405:00

3:014:495:105:34 810 8275:00 757/ '1715:22 791 il 075:46 828 1147

390 395413 418437 443

400/405422 428447 454475 482434459724757

440466735771

473/480

739 752773 788

54.0/ 151

44. 6 ] 38 142 6: 14 869 8!JO1 ' ~ 5 0 1 20.;;: !:i1.51 (1.5 :lb. fJ 128

MIXTURE SETTING:1. Use FULL RICH mixture above 75 _-----r---::-,--:::-::=::-.percent power. 2. Lean mixture. at ( TRUE I ENDUR-I RANGE75 percent power and below.

85.0 15.280 .514 .3

22.0 75.9 9. 6

24.5 85.1 15.22500 24.0 82.9 14.8

23.0 78.5 13.922.0 74.0 9. 324.5 82.8 14.824.0 80.6 14.3

2400 23.0 76.3 13.422.0 72.0 9.1

24.0 78.2 I 13.823.0 74.0 I 9.3230022.0 69.81 8. 821. 0 65.5 I 8. 3

19501 20.0 153.01 6. 7

1696.5168

87.9/16498.6

82.2 160

94.091. 285.757.4

168166162158

91. 488.783.356.0

166164160156

88.585.980.654.4

164162158154

82.955.952.749.5

160156152148

40.1 132

A.IIlW!:ED (MPH!

172170166163

170168165161

1(;9167163160167165162158

163160156152

139

ANCE (STAT MIL(HR:MINII 2575 I 2200LBS LaS

414 I 420:29427 I 433:35

2:48 453 I 460483 I 490:03

425 I 431:342:40 438 4442:53 464 4714:38 732 744

2:40 437 4432:46 450 456

477 484:00746 760:47

2:46 450 457463 470:53491 499:07

4:56 762 7773:01 479 I 4864:47 747 I 7605:07 780 I 7965:30 817 I 836

7:00 942 I 9746-11

CRUISE & RANGE AT 7500 FT, 32F CRUISE & RANGE AT 10,000 FT, 23f


40/46

MIXTURE SETTING:

RANGE(STAT MI)

L Use FULL RICH mixture above 75 -----""'T----.-___-,percent power-. 2. Lean mixture at I TRUE I ENDUR-' 175 percent power and below. AIRSPEED (MPH) ANCEmAN._ PRESr , FUEL , FUEL J2575RPM I (IN. HG) %BPH (GAL/HR) (LBS/HR LBS 2200 j(HR:MIN)1 257512200LBS LBS I LBS

2700

2600

2500

22.5 82.8/14.880.4 14.375.7 9.5

22.021. 020.0 171.01 8. 9

22. 5 I 80.91 14.422.0 78.61 13.921.0174.0/9.320. 0 69.4 8. 7

88.5 1 16885.6 16657.2 I 161

1'71169165

53.6 1 157 I 161

86.2 I 166 I 16983.4 J 164 16755.9 I 160 16352.4 1 155 159

22.5 78.8 I 14.0 I 83.7 I 164 16722.0 76.61 13.521. 0 ,72.11 9. 120.067.68.5

22.522.0

81. 0 16254.5 15851. 1 15481. 0 1 162

166162157166

2:462:544:374:59

2:522:594:455:082:593:064:545: 173:06

4551 462470 478740 , 754779 I 795

467 I 474482 I 490754 I 768792 I 809

480/488495 504769 784808 826495 1 504

2400

76.7/13.574.5 9.4 56 .31 160

53.0 156164160

4:43 750 I 76478'6 803

2300

21. 0 170.11 8. 820.0 65.7 8. 32 2 . 5 1 7 4 . 3 1 9 . 422 .0172 .2 9.121.0 167.91 8.62 0 . 0 6 3 . 7 8 .0

19501 19.9 154.9 6. 9

49.7 I 152 I 155

56.2 I 160 I 16454.6/15851. 4 15448.1 149

162158153

41. 5 I 137 144

5:045:28 825 1 8454:44 751 7654:53 768 7845:15 805 j 8235:40 845 1 865

6:42 933 I 965

MIXTURE SETTING:1. Use FULL RICH mixture above 75 _-----r---,---::-::=::-,percent power. 2. Lean mixture at I TaUE I ENOUR-I RANGE75 percent power and below. AIR5PEED {MPH} ANCE (STAT MI)

(HR:MINII 2575 12200 LBS LBS4:406. 4 1 164 168.4 7531 768 4:44 761 77763 1675.7.35:08 803 , 8212.1 I 158 1628. 7

848 869:3548.5 1 153 I 157 4:485. 1 1 163 1 166 768 1 784

776 792 818 1 837

4:52654.4 1 162 5:16

863 1 885 50.9 I 157 I 161.5

5:44567. 4 1 1512.71 7. 9784 1 801 :57643. 7 1 1610. 2 71. 0 1 9. 0792 1 810:0163600. 0 70.1 B.B 53.02500 835 1 855 :26599.0 49.6 1 1555.61 8. 3880 1 903:55548. 0 46.1 1 1491. 0 1 7. 7802 1 82062 5:072. 2 1 1599.01 8. 70. 2

161 5:121.5 1 1588.11 B.60. 0 810 1829 2400 853 8748. 2 1 1533.71 8. 0 1579. 0

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