M20J

‘THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 AND MUST BE KEPT IN THE AIRPLANE AT ALL TIMES. MOONEY AIRCRAFT CORPORATION P. O. BOX 72, KERRVILLE, TEXAS 76028 24-1190 SERIAL NUMBER REGISTRATION NUMBER __ #5 G- BSH S muse nae Dent) hay Don P. Watson, Chiet Engineering & Manufacturing Branch FEDERAL AVIATION ADMINISTRATION Southwest Region Fort Worth, Texas EAA APPROVED tn Normal Category based on CAR 3, effective Model M20J, 8/N 24-1088 and on. MANUAL NUMBER 1225a PILOT'S OPER G HANDBOOK FAK: OVED AIRPLANE FLIGHT MANUAL ‘THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 AND MUST BE KEPT IN THE AIRPLANE AT ALL TIMES. MOONEY AIRCRAFT CORPORATION P. 0. BOX 72, KERRVILLE, TEXAS 78028 SERIAL NUMBER REGISTRATION NUMBER FAA Approved: Det) Yehior) Don P. Watson, Chief Engineering & Manufacturing Branch FEDERAL AVIATION ADMINISTRATION Southwest Region Fort Worth, Texas FAA APPROVED in Normal Category based on CAR 3, effective Model M20J,S/N 24-0084, 24-0764 thru 24-1037 REVISION D MANUAL NUMBER 1223CONGRATULATIONS . . WELCOME TO MOONEY'S NEW DIMENSION IN SPEED AND ECONOMY. YOUR DECISION TO SELECT A NEW MOONEY HAS PLACED YOU IN AN ELITE AND DISTINC- TIVE CLASS OF AIRCRAFT OWNERS. WE HOPE THAT | YOU FIND YOUR NEW MOONEY A UNIQUE FLYING EXPERIENCE, WHETHER FOR BUSINESS OR PLEASURE, THE MOST PROFITABLE EVER. | -NOTICE- ‘This manual is provided as an operating guide for the Mooney 201, Model M20J. It is important that you~ regardless of your previous experience--carefully read the handbook from cover to cover and review it frequently. All information and illustrations in the manual are based on the latest product information available at the time of =~ publicetion approval. "The night is reserved to make (_) changes at any time without notice. Every effort has been made to present the material in a clear and convenient manner to enable you to use the manual as a ready reference. Your cooperation in reporting presentation and content recommendations is solicited. REVISING THE MANUAL 5 Page i of this manual is a "List of Effective Pages" contaizing a complete current listing of all pages ive., Original or Revised. Also, inthe lower right corner of the outlined portion, is a box which denotes i the issue or revision of the manual. It will be advanced one letter, alphabetically, per revision. With each revision to the manual a new List of Bffective Pages will be received to replace the previous one. ‘This handbook will be kept current by Mooney Aircraft Corporation when the revision card in the front of this handbook has been filled in and mailed to Mooney Aircraft ~ ‘y) Corporation, P.O. Box 72, Kerrville, TX 78028, \ A Mooneppcoy ISSUED 12-28-78CAA APPROVED CHANGE SHEETS & SUPPLEMENTS FOR EMBODIMENT IN THIS MANUAL APPROVAL [POSTTECE DATE ORIGIN AND TITUS AUTHORTTY [IN MANUS P-tyst} CAA Change Sheet fe | = faci n. issve | CAR [fese. C fo Woone King ls Fo 200 Arcs) Ks poSn rcs Su FP. 18-83] BAR Ramses QneE) | é . ROWS isang 2, Cree KFe 208 ARs) | OAR [ees . KIER, appz CAA Ai2wornmess Nence | CAA — fei wee. [Pca GeCONGRATULATIONS WELCOME TO MOONEY'S NEW DIMENSION IN SPEED AND ECONOMY. YOUR DECISION TO SELECT A NEW MOONEY HAS PLACED YOU IN AN ELITE AND DISTINC- TIVE CLASS OF AIRCRAFT OWNERS. WE HOPE THAT ‘YOU FIND YOUR NEW MOONEY A UNIQUE FLYING EXPERIENCE, WHETHER FOR BUSINESS OR PLEASURE, THE MOST PROFITABLE EVER. ‘NOTIG This manual is provided as an operating guide for the Mooney 201, Model M20J. It is important that you~ regardless of your previous experience--carefully read the handbook from cover to cover and review it frequently. Alll information and illustrations in the manual are based on the latest product information available at the time of publication approval. The right {s reserved to make changes at any time without notice. Every effort has been made to present the material in a clear and convenient manner to enable you to use,the manual as a ready reference. Your cooperation in reporting presentation and content recommendations is solicited. REVISING THE MANUAL Page i of this manual is a "List of Effective Pages" containing a complete current listing of all pages i.e., Original or Revised. Also, in the lower right corner of the outlined portion, is a box which denotes the issue or revision of the manual. It will be advanced one letter, alphabetically, per revision. With each revision to the manual a new List of Effective Pages will he received to replace the previous one. This handbook will be kept current by Mooney Aircraft Corporation when the revision card in the front of this handbook has been filled in and mailed to Mooney Aircraft Coxporation, P.O. Box 72, Kerrville, TX 78028. ISSUED 8-29-80 Mooneys20) AOnN revised pages. Title Page . . "AN Page... 01 i through v ¢ REVISION D ee LIST OF EFFECTIVE PAGES! L-Lthrough 123.0202 2 0000002 ar eee eee ere 1-6 through'I-8 22ST DEPTS 1-9(1-10 BLANK) 2202222205 ee QaLand 2-2. 0. eeeeerr BB through 27 22h ee eee ete ar Moonen cos DDD 1-18-19 Always destroy superseded pages when inserting Original :D * Original 11-20-80 Original D D Original A Original D Original D Original D D ceee 500 D 8 thecagh’ S219 2 21D + Original 0 through 5-9765-88 BLA :2B and 6-20 Original 6-3 through 6-6 2.22 DB oT. er c a Original 20 D 618) vee ase Original 6-14 through 6-26 < : B ie Ceerer Original eae Cee D TB ee cane Original Giganaies’ D eee Original errs D eee eee ys Original 7-9 through’ 7-35/7-36 D Land 8-2 2... + Original eee D 4 and 825° DS Original SORE ess D 8-7 through 8-12... Original 8-13(6-14 BLANK) D {9-1 Supplemental Data Original 10-1 through 10-19(10- c LIST OF EFFECTIVE PAGES ————4 Mooney 205 . 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PERFORMANCE. ....- + SECTION WEIGHT & BALANCE... .... ae AIRPLANE & SYSTEM DESCRIPTIONS... . . HANDLING, SERVICE & MAINTENANCE... « SUPPLEMENTAL DATA . « SAFETY INFORMATION . . REVISION D i 2SECTION I. GENERAL TABLE OF CONTENTS TITLE PAGE THREE VIEW eee ee det INTRODUCTION «v6 ee ee 11-3 DESCRIPTIVE DATA +--+ +++ ++ 1-3 LANDINGGEAR +. 0s 00s 28 ENGINE + sss c tee 1-3 PROPELLER: +0 ss sve 1-4 omg coosoouG eae fed One 1-4 MAXIMUM CERTIFICATED WEIGHTS «1-4 STANDARD AIRPLANE WEIGHTS: - - -1-5 BAGGAGE SPACE & ENTRY DIMENSIONS.» 2... ee ee 1-5 SPECIFIC LOADINGS «so. 1-5 SYMBOLS, ABBREVIATIONS & TERMI- NOLOGY .. 0... eae 1-6 GENERAL AIRSPEED TERMINOLOGY &SYMBOIS............ 1-5 METEOROLOGICAL TERMINOLOGY . . 1-7 ENGINE POWER TERMINOLOGY. . 1-7 AIRPLANE PERFORMANCE & FLIGHT PLANNING TERMINOLOGY . WEIGHT & BALANCE TERMINOLOGY . « ISSUED 8-29-80 Mooneygacoy Laosatoceoneneoneneneneemeteoeee FIGURE 1-1 THREE VIEW momneyncos ISSUED 8-29-80INTRODUCTION This Pilot's Operating Handbook contains 9 sections and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Mooney Aircraft Corporation. Section I contains information of yeneral interest to the pilot. It also contains definitions of the terminology used in this Pilot's Operating Handbook. DESCRIPTIVE DATA LANDING GEAR TYPE: Electrically operated tricycle gear with rubber shock discs, steerable nose wheel, and hydraulic disc brakes. Wheel Base 5 ft. 11-9/°16 in, Wheel Tread 9 ft. 3/4 in Tire Size: Nose (6 Ply) 5.00x 5 Main (6 Ply) 6.006 Tire Pressure Nose 49 PST Main 30 PSI Min. Turning Radius 41 ft. (No Brakes Applied) ENGINE, TYPE: Four-cylinder, horizontally opposed, air cooled, ané fuel-injected engine with a wet-sump lubricating system. Number of Engines 1 ‘Model (Lycoming) 10-360-A3B6D Recommended TBO 1600 Hrs. Rated HP @ 2700 RPM —_—200 BHP @ Sea Level ISSUED 12-28-78 Mooney 20) 1-3Bore 5.125 in, Stroke 4.375 in. Displacement 361.0 Cu. In. Compression Ratio 87:1 Fuel Injector, Bendix RSA-5-AD1 Magnetos, Bendix D4LN 2021 or D4LN 3021 PROPELLER, TYPE: Constant-speed, hydraulically controlled propeller with a single-acting governor. Model (McCauley) B2D34C214/90DHB-16E Diameter 74 in. max. 73 in. min: Number of Blades 2 Blade Angle @ 80 n. Stac: 4 Low 13,0 + .2° High 33° + 45° FUEL Total Fuel Capacity «66.5 U.S. Gal. Usable Fuel Capacity 64 U.S. Gal. Minimum Fuel Octane Rating & Color Grade Color 100 Green 100 LL Blue om Oil Capacity (6 QTS MIN for flight) 8 Qrs. Oil grades, specifications and changing recommendations are contained in Section VII MAXIMUM CERTIFICATED WEIGHTS ‘Maximum Loading (unless limited by loading envelope): Gross Weight 2740 LBS. Baggage Area 120 LBS, Hat Rack 10 LBS, 1-4 Mooney 205 REVISION D C)STANDARD AIRPLANE WEIGHTS Basic Empty Weight See Page 1-8 I Standard Useful Load 1100 LBS. BAGGAGE SPACE AND ENTRY DIMENSIONS Baggage Area 24''x 35"'x95"H (17 cu. ft.) Hat Rack 30"W x 19"D x 12H (Max.) (2.6 eu. ft.) Baggage Door Opening Above Ground (Sill) 46" Entry Width aT" Entry Height 20.5" SPECIFIC LOADINGS Wing Loading @G.W. 16.4 PSF Power Loading @G.W. 13.7. PHP SYMBOLS, ABBREVIATIONS & TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY & SYMBOLS | | cs Ground Speed is the speed of an airplane Faintive tthe growed. KCAS Knots Calibrated Airspeed means the indicated Speed of an aircrait, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KIAS _Knots Indicated Airspeed is the speed of an air- ‘cralt'as shown on ite airspeed indicator. TAS values published in this handbook assume zero instrument error. KTAS Knots True Airspeed is the airspeed of an air~ plane relative To undisturbed air~ REVA 3-5-81 . ISSUED 8-29-80 Meoneyasoy 15Va Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. Vyp Maximum Flap Extended Speed is the highest ‘speed permissible with wing flaps in a pre~ scribed extended position. VLE Maximum Landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the. landing gear extended. VLo im Landing Gear Operating Speed is the im speed at which the landing gear can be safely extended or retracted. ‘Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. Vo Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. Vg __ Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Vso __ Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. Vx Best Angle-of-Climb Speed {s the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time with gear and flaps up. 1-6 Mocoeys:::y ISSUED 8-29-80 OMETEOROLOGICAL TERMINOLOGY Density _ Altitude as determined by pressure altitude Altitude and existing ambient temperature. In standard atmosphere aga) density and pressure altitude are equal. For a given pressure altitude, the higher the tempera~ ture, the higher the density altitude. Indicated The number actually read trom an altt- Pressure meter when and only when, the barometric Altitude subscale has been set to 29. 92 inches of mereury. ISA International Standard Atmosphere assumes that (1) The air is a dry perfect gas; (2) The temperature at sea level is 15° Celcius; (3) The pressure at sea level is 29.92 inches Hg; (4) The temperature gradient from sea level to the altitude at which the temperature is -56.5°C-is, -0. 00198°C per. foot. oat Outside Air Temperature is the free air static temperature, obtained either trom ¢ inflight temperature indications or ground meteorological sources. It is expressed in degrees Celeius (previously Centigrade) Pressure Pressure altitude is the indicated pressure Altitude altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Station Actual atmospheric pressure at field Pressure elevation. ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. REVA 3-5-81 : ISSUED 8-29-80 Mooney adMP Manifold Pressure is a pressure measured ‘in the engine's induction system and is expressed in inches of mercury (Hg). RPM Revolutions Per Minute is engine speed. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demor- Demonstrated Crosswind Velocity is the strated Velocity of the crosswind component for Crosswind which adequate control of the airplane Velocity during takeoff and landing was actually demonstrated during certification tests. ‘The value shown is not considered to be limiting. & gis the acceleration due to gravity. Service Service ceiling is the altitude where the Ceiling _—_ aircraft has the capability of climbing at the rate of 100 ft/min. WEIGHT AND BALANCE TERMINOLOGY Arm ‘The horizontal distance from the reference datum to the center of gravity (C.G.) of an item Basic The basic empty weight of an aircraft is the actual Empty _ weight of the airplane and ineludes all operating Weight equipment (including optional equipment) that has a fixed location and is actually installed in the aircraft. It includes the weight of the unusable fuel and full of Center of The point at which an airplane would balance if Gravity suspended. Its distance from the reference (C.G.) datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. 1-8 REVA 3-5-81 Moonerasay ISSUED 8-29-80c.g. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight Maximum The maximum weight is the maximum authorized Weight weight of the aircratt and its contents as listed in the aircratt specifications. Moment The product of the weight of an item mul tiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Reference An imaginary vertical plane from which Datum all horizontal distances are measured for balance purposes. Station ‘A location along the airplane fuselage usually given in terms of distance from the reference datum. Tare ‘Tare is the weight of chocks, blocks, stands, etc. used when Weighing an airplane. and is included in the scale readings. Tare is de- ducted from the scale reading to obtain the actual (net) airplane weight. Unusable Fuel remaining after a runout test has been Fuel completed in accordance with governmental regulations. Usable Fuel Fuel available for airplane propulsion. Useful The useful load is the basic empty weight sub- Lond tracted from the maximum weight of the air~ craft. This load consists of the pilot, crew if applicable, fuel, passengers and baggage. REVA 3-5-81" ISSUED 8-29-80 Moonericas 1-9/1-10 BLANK |]QOSECTION Il. LIMITATIONS TABLE OF CONTENTS TITLE PAGE, INTRODUCTION zl ce Be AIRS?EED LIMITATIONS . 2 AIRSPEED INDICATOR MARKINGS 2 POWER PLANT LIMITATIONS 2 POWER PLANT INSTRUMENT MARKINGS 2 WEIGHT LIMITS. . . 2 CENTER OF GRAVITY LIMITS a? MANEUVER LIMITS... . eer FLIGHT LOAD FACTOR LIMITS. 2 KINDS OF OPERATION LIMITS . 2 FUEL LIMITATIONS cee eee) OTHER INSTRUMENTS AND MARKINGS 2 DECALS & PLACARDS 2 CABIN INTERIOR... . FUSELAGE INTERIOR | ? EXTERIOR... ... 1! OPTIONAL ...... . ae 2a] 15/2 16 BLANK Mooney M207 REV A 3-5-81 c i FAA APPROVED Alrplane Flight Manual ISSUED 8-29-80 aINTRODUCTION Section HL includes opgrating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane. its engine, standard systems ‘The limitations. included in this geetion have been approved by the Federal Aviation and standard equipment. Administration, with optional are included i NOTE When applicable, limitations associated ystems or equipment such as autopilots Section IX. ‘The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Mar ings chart (figure 2-2) are based on Airspeed Calibration data shown in Section V with the normal static source. If the alternate static source is bein allow for the airspeed used, ample margins should be observed to libration variations between the normal and alternate static sources as shown in Section V. ‘Your Mooney is certificated under FAA Type Certificate No, 243 as Mooney M204. Mooney M205 Airplane Flight Manual 2-2 REV A 3-5-81 AA APPROVED ISSUED 8-29-80 lan OC AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in Figure 2-1. This calibration assumes zero instrument error. (CK: - SPEED Gaot) leon REMARKS fee) (cts) Never Do not exceed this speed Viz Excced 225 | 228 lin any operation. Speed 196 | 198 “ Maximum Do not exceed this speed Vyo Structural | 200 | 203 Jexcept in smooth air, and Cruising 174 | 176 then only with caution. Speed Va Maneuverts Do not make full or ‘A ing 0 Speed 485 | 138 Jabrupt control movements ae above this speed. Maximum 7] ~ 1 Vee Flap 123,| 132 |Do not exceed these Extended 109'| 115 | speeds with the given Speed flap settings. f ———___.__| Maximum Maximum speed at which Vie Landing Gear | 950 | 153 |the aircraft can be safely Bxtended 130 | 133 |flown with the landing Speed gear extended. Maximum Maximum speed at which Vio Speed for 150 | 155 {the landing gear can be (EXT )Gear 130 | 134 | safely extended. Extension Maximum ‘Maximum speed at which Vio Speed for 320 | 195 |the landing gear can be (abryGear 104 | 108 |safely retracted. Retraction Maximum [Do not exceed this speed Pilot Window | 150 | 155 /with pitt window open Open Speed | 130 | 134 FIGURE 2-1. AIRSPEED LIMITATIONS FAA APPROVED Mooney M203 REVISION D Airplane Flight Manual 2-3AIRSPEED INDICATOR MARKINGS Airspeed indicator markings. their color code and operational significance are shown i in Figure 2-2, MARKING [CAS VALUE SIGNIFICANCE Green Are | 68 - 200 (59 - 174) Yellow Are| 200 - 225, Radial 225, Red Line (1968) oR RANGE MPH (ets) f White Are [61 - 125” |Full Fiap Operating Range. Lower (53 - 109) | limit is maximum weight Vgq in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight Vg with flaps retracted. Upper limit is maximum structural cruising speed, Operations must be conducted with (174 ~ 196) | caution and only in smooth air. Maximum speed for all operations. FIGURE 2-2. AIRSPEED INDICATOR MARKINGS Mooney M20J FAA APPROVED Airplane Flight Manual REVISION D 2-4POWER PLANT LIMITATIONS Engine Manufacturer: Aveo Lycoming. Engine Model Number: 10-360-A3B6D Engine Operating Limits for Takeoff and Continuous Operations: ‘Maximum Power: 200 BHP Maximum Engine Speed: 2700 RPM. Maximum Cylinder Head Temperature: 475°F (246°C) Maximum Oil Temperature: 245°F (118°C) Transient Engine RPM Limit - 2970 RPM for 3 Seconds or Less Oil Pressure, Minimum: 25 psi. Maximum: 100 psi Fuel Pressure, Minimum: 14 psi Maximum:30 psi Propeller Manufacturer: MeCauley Accessory Division. Propeller Model Number: B2D34C214/90DHB-16E Propeller Diameter, Minimum: 78 inches. ‘Maximum: 74 inches. Propeller Operating Limits: Avoid continuous operation between 1500 and 1950 RPM“with power settings below 15" HG manifold pressure Propeller Blade Angle at 30 Inch Station, Low 13. 99+. 2° High 33.094, 5° FAA APPROVED Mooney M20J REVISION D Airplane Flight Manual 2POWER PLANT INSTRUMENT MARKINGS ‘Tachometer Radial Red Line (Rated) Green Arc-- (Rated operating range) Yellow Are (Caution Range) Cylinder Head Temperature Radial Red Line (Maximum) Green Are (Operating range) Oil Pressure Radial Red Line (Minimum idling) Radial Red Line (Maximum) Green Are (Operating range) Yellow Arc (Idling range) Yellow Are (Starting & warm-up range) Fuel Pressure Radial Red Line (Minimum) Radial Red Line (Maximum) Green Are (Operating range) Radial Red Line (Maximum) Oil Temperature | Green Are (Operating range) Mooney M203 Airplane Flight Manual 2-6 2700 RPM. 1950-2700 RPM 1500-1950 RPM 475 °F or 246°C 300°-450°F or 149°-232°C 25 PSI 100 PSI 60 to 90 PSI 25 to 60 PSI 90 to 100 PSI 14 PSI 30 PSI 14 to 30 PSI 245°F or 118°C 150°-245°F or 65°-118°C FAA APPROVED, REVISION D YS OQWEIGHT LIMITS Maximum Weight (Takeoff & Landing)... . 2740 Los. Maximum Weight in Baggage Compartment . . . . . . 120 Lbs. @ Fus. Sta. 95.5 Maximum Weight in Hatrack . . 10 Lbs. @ Fus. Sta. 119.0 CENTER OF GRAVITY LIMITS (GEAR DOWN) Most, Forward Fus. Sta. 41,0 IN. 13.4% MAC. oes eee se + + 2250 LBS. Intermediate Forward Fus. Sta. “41.8 IN. 14.7% MAC... Lee + 2470 LBS. Forward Gross Fu 45.0 IN. 20.1% MAC... ee ee es. 2740 LBS, Rear Gross Fus. Sta. 50.1 IN. 28.7% MAC... 2. os. 2740 LBS. MAC (At Wing Sta. 93.89) Pus: Sta. 59,18 IN, Datum (Puselage Station Zero) is 5 inches aft of the center line of the nose gear attaching bolts, and 33 inches forward of the wing leading edge at wing station 59.25. FAA APPROVED Mooney M203 REVISION D Airplane Flight Manual 24MANEUVER LIMITS ‘This airplane must be operated as a Normal Category airplane. Aerobatic maneuvers, including spins, are not approved. Extreme sustained sideslips may result in fuel venting thereby causing fuel fumes in the cabin. yumi G WARNING Z aun Prolonged sideslips, steep descents, or takeoff maneuvers may cause loss of power if the selected fuel tank contains less than 48 Ibs. (8 gallons) of fuel. Up to 290-foot altitude loss may occur during stalls at maximum weight. Slow throttle movement required at airspeeds above 190 MPH IAS (164 KTS). Above 190°-MPH IAS (164 KTS), rapid throttle reduction may result in momentary propeller RPM overspeed. Mooney M20J FAA APPROVED | Airplare Flight Manual REVISION Bo” 2-8FLIGHT LOAD FACTOR LIMITS Maximum Positive Load Factor, Flaps Ups eee eee ce BBE ‘Maximum Positive Load Factor, Flaps Down (38). 0 eee ee eee 2.05 Maximum Negative Load Factor, Flaps Up vss recente +1,52g KINDS OF OPERATION LIMITS Do not operate in known icing conditions, ‘This is a Normal Category aireraft approved for VFR/IFR/day or night operations, when equipped in accordance with FAR 91. FUEL LIMITATIONS 2 Standard Tanks: 33.25 U.S. Gallons Each ‘Total Fuel: 68.5 U.S. Gallons Usable Fuel: 64 U.S. Gallons Unusable Fuel: 2.5 U.S. Gallons ‘A reduced fuel quantity indicator is inBtalled in each tank. ‘These indicators show the 25 U.S. gallon usable fuel level in each tank. Fuel Grade (and Color): 100 minimum grade aviation fuel lereen). 100LL (low lead) aviation fuel (blue) with ‘A lead content limited to 2 ce per gallon is also approved. , OTHER INSTRUMENTS AND MARKINGS ‘The following equipment is vacuum operated: 1, Artificial horizon 2, Directional gyro FAA APPROVED ‘Mooney M203 REVISION D Airplane Flight Manual 2-9DECALS & PLACARDS INTERIOR The following placards must be installed inside the cabin at the locations specified. ‘CAUTION Ween FLIWa Foo on iv Coovos, [USED FOR ALL Mir PEAK TONS, OFF STROGE UTES wien toawe NeaR OTHER ACET On STO postion ures WiSt 2 hear eae 5 Sot cw vem tt San rt a On Lett Sido Panet a jas mr oe Console Below Controls ; Mooney M203 Airplane Flight Manual 2-10 FAA APPROVED REVISION A(On Lower Left Instrument Panel On Pilots Window @® 10 NOT OPEN ABOVE. 180 MPH (150 KTS) ‘On Right Instrument Panel Below Manifold Pressure Gage AVOID CONT” OPERATION BETWEEN 1500 & 1950 RPM W/POWER SETTINGS | BELOW 15" HG. MANIFOLD ‘PRESSURE. | On Lower Console Below Controls on Lorer Console Belen Sagsit RAM AR | PARK GRAKE, ‘Cow. FLAPS PULL_ON, PULL_ON ULL, OPEN ELT Placard Fugend Varies With Equipment Installed) ++45 FAA APPROVED M205 REVISION D Airplane Flight ‘Manual attOn Fuel Selector Valve On Gascolator a SELECTOR SN heer faci ‘ane TaN PULL CPeN torr Above Baggage Compartment On Hatrack Shelf. WARNIN On Top Baggage Door Jamb. LOAD IN COMPLIANCE with LOADING SCHEDULE MaxiNUne BAGGAGE ALLOWAMLE™ T2018 On Lower Engine Control Console Above Inside Door Handle Above Inside Baggage Door Handle "AURLLARY EXIT 0 NOT OPEN IN FLiGiT Mooney M207 Airplane Flight Manual 2-12 FAA APPROVED ISSUED 12-28-78 ()= FLAPS UP Floorboard Aft (Of Console Right Console oo DOWN FLAPS DN THROTTLE PROP MIXTURE PUSH INCREASE | | PUSH INCREASE | | PUSH RICH Above Each Control on Lower Instrument Panel Above Baggage Compartment On Hatrack Shelf On Top Baggage Door Jamb. a $OAD IN CompLiANcE with BAGGAGE AMOWAMLE™ 120 183. REVA 3-5-81 Mooney M203 FAA APPROVED Airplane Flight Manual ISSUED 8-29-80 2-13Upper Center Instrument Panel “ PUSH GEAR UP Bed GR SAFETY GEAR ON By PASS FUSELAGE INTERIOR ‘The following placards must be installed inside the fuselage at the locations specified. MAINTAIN j LEVEL HERE On Hydraulic Brake Reservoir EXTERIOR: The following placards must be installed on the exterior of the aircraft at the locations specified. Or Main Gear Doors ee TIRE PRESSURE 30 LBS. O ‘Mooney M205 REV A 3-5-81 Airplane Flight Manual FAA APPROVED ISSUED 8-29-80 214‘On Nose Gear Door TIRE PRESSURE 49 LBS Qn Fuel Tank Caps FUEL-100 (GREEN) OR WOLL (BLUE) MIN. OCT. 32 US. GAL On Leading Edge of Horizontal Stabilizer and Trailing Bdge of Both Sides of Rudder -~— DO NOT PUSH On Nose Gear is f owe us. I wars On Inboard End Of Flaps, Wing Leading Edges and Wing Ahead Of Flaps NO STEP On Underside of Wings (2 ples) HOIST POINT OPTIONAL: See Section IX Supplements for optional placards required. REV A 3-5-81 ‘Mooney M20J FAA APPROVED Alrplane Flight Manual ISSUED 8-29-80 2-15/2-16 BLANKO oO QOSECTION III. EMERGENCY PROCEDURES TABLE OF CONTENTS TITLE INTRODUCTION... oer ANNUNCIATOR PANEL WARNING LIGHTS . - ENGINE FIRE-GROUND 2.0 e eres ENGINE FIREIN FLIGHT. «oe ts ELECTRICAL FIRE IN FLIGHT . ENGINE FAILURE DURING GROUND ROLL . . ENGINE FAILURE AFTER LIFT OFF . - - ROUGH ENGINE OR LOSS OF POWER - - - - AIR START . : POWER OFF LANDING. ++ 0+ SPINS eee FAILURE UF LANDING GEAR TO EXTEND ELECTRICALLY +--+ + * 6600 GEAR-UP LANDING ss + oe UNLATCHED DOOR IN FLIGHT .-- +++ [ALTERNATOR POWER LOSS «s+ +7" FLIGHT IN ICING CONDITIONS. « - - + + 60 ALTERNATE STATIC AIR SOURCE - 5 EXITING AIRCRAFT «se op ee eee eens FAILURE OF TANDING GEAR TO RETRACT AFTER TAKEOFF «2... ee REVISION D MeoneyngOd 34INTRODUCTION This section provides the recommended procedures to follow during adverse flight conditions. ‘The informa. tton is presented to enable you to form, in advance, definite plan of action for coping with the most probable emergency situations which could occur in the operation of your airplane, As tis not possible to have a procedure for all types of emergencies that may occur, it is the pilot's resyorale bility to use sound judgement based on experiones ont knowledge of the aircrait to determine the best course Gfaction. Therefore, it is considered mandatory that the pilot read the entire manual, especially this section before flight, When applicable, emergency procedures associated with gptional equipment such as autopilots are included in Section 9, All airspeeds in this section are indicated (IAS) and assume zero instrument error unless stated otherwise. 3-2 Mooneyccy ISSUED 12-28-78ANNUNCIATOR PANEL WARNING LIGHTS Warning Light Fault & Remedy Gear Unsafe ‘Landing gear is not in fully extended/ retracted position. Refer to "Failure of landing gear to extend electrically" procedure on page 3-8 or "Failure of landing gear to retract after takeoff" procedure on page 3-11. Left or Right Fuel Low 2.1/2 to 3 gallons of fuel remain in the respective tanks. Switch to fuller tank. VAC (Flashing) Suction is below4, 25inches of mercury. J VAC (Steaay) Suction ts above 5.5 inches of mereury. Attitude and directional gyros are un- reliable. Vacuum system should be checked and/or adjusted as soon as practicable. Volts (Flashing) Low voltage. Volts (Steady) Overvoltage or trippage of voltage relay. Refer to "Alternator Power Loss" on page 3-9. Ram Air Ram air is on (when landing gear extended); close before landing. REV A 3-5-81 ISSUED 8-29-80 mooneyesos 3-3ENGINE FIRE- GROUND Mixture - Idle Cutoff (Full Aft) Fuel Selector Valve Off Master Switch ~ Off ‘Magneto/Starter Switch - Off Extinguish with Fire Extinguisher C ) ENGINE FIRE- IN FLIGHT Fuel Selector Valve - OFF Throttle - Closed (Full Aft) Mixture Control - IDLE CUTOFF (Full Aft) . Magnoto/Starter Switch - Off ‘Cabin Ventilation & Heating Controls - CLOSED (Control Forward) 6. Landing Gear ~ DOWN OR UP, depending on terrain. 7. Wing Flaps - EXTEND. As Necessary. (ror) If fire is not extinguished; attempt to increase airflow over the engine by increasing glide speed and open cowl flaps. Plan a power off landing as described in this section, Do not attempt an engine restart. ELECTRICAL FIRE IN FLIGHT oO (Smoke in Cabin) a 1, Master Switch - OFF. Kikwinsy WARNING 7, YELL Stall warning is not available with master switch OFF. Gear warning is not available with master switch OFF. 2. Cabin Ventilation - Open 3. Heating Controls - Closed (Control Forward) 4. Circuit Breakers - CHECK. To identify faulty circuit if possible. 5. Land as soon as practicable. 1 electrical power is essential for the flight, attempt to identify and isolate the faulty circuit as follows: 1. Master Switch - ON. 2 Select essential switches ON one at a time, and 7 permit'a short time to elapse before activating an (_) additional eireuit REVA 3-65-81 3-4 Mooneyii20s ISSUED 8-29-80ENGINE POWER LOSS DURING GROUND ROLL | 1, Throttle - CLOSED 2. Braking - Maximum. 3. Fuel Selector - OFF, 4. Master and Magneto/Start Switch-OFF. ENGINE POWER LOSS AFTER LIFTOFF | ‘AND DURING CLIMB 1. Fuel Selector ~ Select Other Tank. 2, Electric Fuel Boost Pump - ON. 3. Mixture Control - FULL RICH. 4, Magneto/Start Switch - CHECK ON BOTH. If ergine does not restart, proceed to POWER, OFF landing. ROUGH ENGINE OR LOSS OF POWER IN FLIGHT Immediately upon noting any condition that could ‘eventually lead to an engine failure (loss of oil or fuel system pressure, or rough engine operation), perform the following checks if time and altitude permit. 1. Low Fuel Quantity - FUEL SELECTOR TO FULLEST TANK. 2. Low Fuel Pressure - AUX. FUEL PUMP ON - OFF IF. NO IMPROVEMENT NOTED. 3. Mixture Control - FULL RICH. 4. Magneto/Starter Switch - Switch to left and right single magneto operation; if no improvement, switch to BOTH. If no improvement is noted, proceed to land as soon as practicable. AIR START PROCEDURE 1. Propeller - High RPM (Full Forward). 2. Fuel Selector - Fuller Tank. 3. Mixture Control - Idle Cutoff (Full Aft). 4. Fuel Pressure - Check. If no fuel pressure is noted, turn electric fuel boost pump ON. 6. Throttle - Open 1/4 Travel. 6. Magneto/Starter Switch Both. REVISION D MooneyneOs 3-57. Mixture Control - Move slowly and smoothly to FULL RICH (Forward). 8. Re-establish cruise power and RPM - then mixture as required. lean 1 engine fats to start establish best glide speed indicated by the chart below, then proceed to POWER OFF LANDING. MAXIMUM GLIDE DISTANCE MODEL io) “EE op | EA | ey © [71 7T associarep conpmions ie Landing Gear: Retracted [7 9 FF] Wing Flaps: Zero bee Ff Soi Fiaps: Closed LL) Propeller: Windeitingl Win’ None EE HEIGHT ABOVE TERRAIN - FT, x 1000 as 0 at BAL (GROUND DISTANCE ~ staTUTE adLEs/ NAUTICAL Atos POWER OFF LANDING Iran engine failure occurs, prepare for a landing as follows: 1, Emergency Locator Transmitter - ON, As Required. (if installed) 2. Seat Belts and Shoulder Harnessed- SECURE. 3. Mixture Control - IDLE CUTOFF (Full Aft). 4. Fuel Selector Valve - OFF. 5. Magneto/Starter Switch - OFF, 8. Wing Flaps - FULL DOWN (33°) 7. Landing Gear - Rown or Up depending on terrain. 3-6 Mooney coy REVISION Dao g, Approach Speed - 81 MPH (71 Kts) IAS. 9, Master Switch - OFF, Prior to Landing. SPINS OL y WARNING 7 Luli Up to 2000 feet of uititude may be lost in a one turn spin and recovery: therefore, stalls at low altitude are extremely critical a ‘The best spin recovery technique is to avoid flight conditions conducive to spin entry. Low speed {light near stall should be approached with caution and excessive flight control movements in this flight regime should be avoided. Should an Unintentional stall occur the aircraft should not be allowed to progress into a deep stall. Fast, but smooth stall recovery will minimize the risk of progressing into a spin. If an {unusual post stall attitude develops and results in a spin, quick application of anti-spin procedures should shorten the recovery. INTENTIONAL SPINS ARE PROHIBITED. In the event of an inadvertent spin, the following recovery procedure should be used: 1, Rudder - Apply FULL RUDDER opposite the direction of spin. 2. Control Wheel - FORWARD of neutral in a brisk motion. Additional FORWARD elevator control may be required if the rotation does not stop. 3. Ailerons - NEUTRAL. 4. Throttle - RETARD TO IDLE. Hold anti-spin controls until rotation stops: 5. Flaps - If extended, RETRACT as soon as possible. 6, Rudder ~ NEUTRALIZE 7, Control Wheel - Smoothly move aft to bring the nose up toa level flight attitude. ISSUED 12-28-78 Mooneyiasou auFAILURE OF LANDING GEAR TO EXTEND ELECTRICALLY To extend the landing gear manually: Slow aircraft to 150 MPH/ 130 KTS IAS, O Pall landing gear actuator circuit breaker to OFF (_ position, Place gear switch in DOWN position, Push latch forward and litt Iever back to allow drive mechanigin to engage. Slowly pull "T" handle 1 to 2 inches to rotate Glutch mechanism and allow it to engage 6. Pull the "T" handle and allow to return to griginal position, Continue this step until the gear is down and locked and the green jight comes on. In case of electrical mal- funetion, check the visual gear-down indicator marks for alignment. 7. ateh down red lever before operating electrically. 8. Reset landing gear actuator circuit breaker, 0 Do not attempt to manually retract the electric landing gear. YCusstttitltlll Z WARNING y CUMMMII Do not operate landing gear electrically with manual extension system engaged. GEAR-UP LANDING Hi possible, choose firm sod or foamed runway. Make a normal approach, using full flaps. When you are sate of making the selected landing spot: 1, Fuel Selecta: Valve - OFF, ) 2. Throttle - CLOSED (Full Ait). f; Mixture - IDLE CUT-OFF (Funl Aft), 4: Master Switch and Magneto/Start Switches - OFP, 5. Keep wings level during touchdown, 3-8 Mooreyscoy REVISION D_ UNLATCHED DOOR IN FLIGHT If the cabin door is not locked it may come unlatched in flight. This may occur during or just after take-off. ‘The door will trail in a position approximately 3 inches Open, but the flight characteristics of the airplane will cette affected. Return to the field in a normal manner. I practicable, during the landing flare-out have a passenger hold the door to prevent it from swinging open- If it is deemed impractical to return and land, the door fan be closed in flight, after reaching a safe altitude, by the following procedures: 1. Slow to approximately 110 mph/96 kts. 2. Open the storm window to reduce cabin air pressure. 3. Bank to the right. 4. Simultaneously apply left rudder (which will result in fa right slip) and close the door. ALTERNATOR POWER LOSS ifthe red voltage warning light illuminates steadily, {urn off the radio master and then turn the master switch Wr and on to reset the voltage regulator. If the voltage {ight comes on again pull the alternator field circvit Meeaker out. All electrical equipment not essential for flight should be turned off and the flight terminated as soon as practical to correct malfunction. A flashing Voltage light indicates low voltage caused by an alter- Sitor malfunction, belt slippage, or tripped breaker. It magiting the alternator field breaker does not restore the Riternator, turn off all electrical equipment not essential {or the flight and terminate the flight as soon as practical. A tripped main alternator circuit breaker can only be caused by a shorted alternator circuit ‘and cannot be corrected by resetting the breaker. This should be verified by attempt- ISSUED 12-28-78 Mooneyasoy 3-9ing to reset the breaker not more than one time. I this fails, pull the alternator field breaker. turn off all non-essential electrical equipment and terminate the flight as soon as practical. FLIGHT IN ICING CONDITIONS ( DO NOT OPERATE IN KNOWN ICING CONDITIONS. If icing conditions are inadvertently encountered: 4. Turn OFF ram air. Do not turn ram air on again when entering clear air until assured all ice and snow has melted from the aircraft. 2. Shut cabin heat OFF until engine operation is normal. 3. Push ON pitot heat. (If installed) 4+ Pull static air source to ALTERNATE (tf installed), 5. Turn back or change altitude to obtain an outside air temperature less conducive to icing. ALTERNATE STATIC SOURCE (if installed) ‘The alternate static air source Should be used whenever it O is Suspected that the normal stat Selecting the alternate position hanes the sense eos air for the akimeter. atrapeed indlcson ana cone cco nate from the outside ofthe aireral othe en a eee Phen the alternate static air source is in use adjust the indicated airspeed and altimeter readings according te the appropriate alternate static source airspeed and altimeter calibration tables in Section 5. The stetic air source valve is located in the lower left Portion of the pilot's flight panel above the pilot's left knee. EXITING AIRCRAFT Refer to Section VII, page 7-35 for procedure, 3-10 Mooney y REVISION DFAILURE OF LANDING GEAR TO RETRACT AFTER TAKEOFF In the event that the gear fails to retract when the landing gear control switch is placed in the "UP" position due to the falluro of the airspeed sensing eafety switch to activate after takeoff, the following procedure should be used as an alternate means to allow retractio (1) If the safety switch fails to actuate, as evidenced by illumination of the "GR SAFETY BY PASS" switch, both gear annunciator lights, and the activation of the gear warning horn, depress "GR SAFETY BY PASS" switch and hold until gear is fully retracted. This is evidenced by both the " gear unsafe and gear down" annunciator lights not being illuminated. (2) Pull "GEAR CONT." circuit breaker to shut off gear horn. (Note: This does not affect normal operation of the horn, but must be reset prior to normal extension of the landing gear). (3) To extend gear, reset the "GEAR CONT." circuit breaker and then place the gear control switch in the "DOWN" position. (4) Check "AIRSPEED" safety switch to determine nature l of malfunction as soon as practical. REVISION D Mooneyscos 3-11/3-12 BLANKSECTION IV. NORMAL PROCEDURES ‘TABLE OF CONTENTS TITLE PAGE PREF LIGHT INSPECTION. eee bee BEFORE STARTING CHECK » ++... 4-4 STARTING ENGINE « Dilll ded FLOODED ENGINE CLEARING. «+... 4-5 BEFORE TAKEOFF « PhD D &6 TAKEOFF oer Dill a8 NORMAL. + ries OBSTACLE CLEARANCE + piles CLIMB... ideo NORMAL. «+ + or) BEST RATE + + 4-10 CRUISE... ees taeit DESCENT. «sv. 24-12 BEFORE LANDING. <3 to i412 GO AROUND (BALKED LANDING) 14-18 LANDING... eee + 4-13 Axi rer 413 SHUTDOWN 2 2s. 4-14 SECURING THE AIRC 4-14 REVISION D Moone coy 41FIGURE 4-1. PREFLIGHT WALK AROUND DIAGRAM PREFLIGHT INSPECTION 1. Magneto/Starter Switch --OFF. Gear Switch--DOWN. Master Switch--ON to check outside lights, fuel gages, then OFF. Fuel Selector Drain --Selector handle on Rj pull gascolator ring and hoid for five seconds. Repeat procedure with selector handle on L. 2. Instrument Static Port--UNOBSTRUCTED. ‘Tail Tiedown--REMOVE. 3. Empennage--CHECK. Elevator & rudder attach points. Remove all ice, snow, or frost. 4. Instrument Static Port--UNOBSTRUCTED. Tail Cone Access Door--SECURE. Static System Drain--CHECK. 4-2 Mooneyco. ISSUED 12-28-78 O OWing Skins--CHECK. Flap and Attach Points--CHECK. ‘Aileron and Attach Points--CHECK Wing Tip Strobe and Navigation Light--CHECK. Remove all ice, snow, or frost, 6. Left Wing Leading Edge--CtlECK, Pilot Tube--UNOBSTRUCTED, Heat Element | Siall Switch Vane--UNOBSTRUCTED. Fuel Tank--CHECK QUANTITY, Secure Cap. A reduced fuel indicator is located in the filler neck. This indicator is used to indicate useable fuel capacity of 25 U. S. gallons. 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. Windshield--CLEAN. Left Side Engine Cowl Fasteners--SECURE. 7. Propeller--CHECK for nicks, cracks and oil leaks. Forward Engine Components--CHECK starter, alternator belt, etc. Ham Air Door:-CHECK, off and secure. Landing Light--CHECK. Nose Cear--CHECK tire; check for towing damage. Nose Gear Door & Cowl Flaps--CHECK for loose linkage. Shock Dises-- CHECK. Chocks--REMOVE. 8 Right Side Engine Cowl Fasteners--SECURE. Eine Oll Level--CHECK (Pull for extended Exhaust Pipe-SECURE. 4 Windshield--CLEAN. Fuel Tank Sump Drain--SAMPLE. ‘Tank Vent--UNOBSTRUCTED. Chock and Tiedown--REMOVE. Right Main Gear, Shock Dises and Tire Right Wing Leading Edge--CHECK. CHECK, REVISION D Meonepncoy 4-310. Fuel Tank--CHECK QUANTITY. A reduced fuel indicator is located in the filler neck. This indicator is used to indicate:u: fuel capacity of 25 U.S. gallons. Wing Skins--CHECK. Wing Tip Strobelif installed) and Navigation Light--CHECK. Aileron and Attach Points--CHECK. Flap and Attach Points--CHECK. Remove all ice, snow, or frost. seable Baggage Door--SECURE & Lock before flight. BEFORE STARTING CHECK Preflight Inspection--COMPLETE Emergency Locator Transmitter--ARM (if installed) Seats, Seat Belts and Shoulder Harness (if installed) - ADJUST AND SECURE. Fuel Selector Handle--SET for fuller tank. Parking Brake Control--DEPRESS BRAKE PEDALS AND PULL ON, Magneto/Starter Switch and Master Switches--OFF. Radio Master Switch-- OFF. Cowl Flaps--OPEN (Control Full Aft) Ram Air Control--OFF. Landing Gear Switch-- DOWN. Mixture Control--IDLE CUTOFF. Propeller=-FORWARD HIGH RPM. ‘Throttle--CLOSE (Full Ait) Electric Fuel Boost Pump--OFF. All External Lights--OFF. Cabin Heat--OF F Main Circuit Breaker Panel--CHECK. Alternate static air control--CHECK IN. Passengers - Emergency and General Information Briefing. STARTING ENGINE Propeller Control. -FORWARD/IIGH RPM. Throttle Control-- FORWARD 1/4. Master Switch--ON. Mooney 05 REVISION D QO = co O4, Mixture Control -- FULL FORWARD. 5. Electric Fuel Boost Pump Switch -- ON TO ESTA~ BLISH PRESSURE, THEN OFF 6. Mixture Control -- FULL AFT (DLE CUT-OFF). 1. Propeller Area -- CLEAR. 8, Magneto/Starter Switch -- TURN AND PUSH TO START, RELEASE TO BOTH WHEN ENGINE MOVE SLOWLY AND SMOOTHLY TO RICH. 10. Oil Pressure Gage--If minimum oil pressure not indicated within 30 seconds, STOP ENGINE, and determine troubl Cranking should be Hmtted to 30 seconds, and several minutes allowed between cranking pertods to permit the starter to cool. 11. Throttle - Set for 1000 to 1200 RPM. FLOODED ENGINE CLEARING 1. Throttle--F ULL OPEN (FULL FORWARD). 2. Mixture Control--IDLE CUTOFF (FULL AFT). 3. Electric Fuel Boost Pump--OFF. 4, Magneto/Starter Switch--turn to "START" and PUSH forward. $. Throttle--RETARD when engine starts. 6. Mixture Control--OPEN slowly to FULL RICH (FULL FORWARD). 4. Oll Pressure Gage~-It minimum ofl pressure not indicated within 30 seconds, STOP ENGINE, and determine trouble. WARM ENGINE STARTING 1, Fuel boost pumps - OFF. 2. Throttle ~ Slightly open. 3. Mixture ~ Full aft (dle cut, off) 4. Magneto Starter Switch ~ Turn and push to start, re~ lease to both when engine starts. 5. Mixture ~ Move slowly to Rich. REVISION D Moonetts coy 4-56, Throttle ~ Set for 1000 to 1200 RPM. 7. Engine Oil Pressure ~ If minimum oil pressure not indicated within 30 seconds, stop engine and determine problem. BEFORE TAXING 1, Radio Master Switch ~ On, 2. Extermal Lights - As desired, 3! Directional Gyro - Sel. 4. Instruments ~ Normal. 5. Radios ~ Cheek. 6. Altimeter ~ Set. 7. Fuel Selector - Switch tanks, verify engine runs on other tank. TAXING It may be necessary to increase RPM slightly to prevent (_) flashing of the LOW voltage light. - . Parking brake - Release. Brases ~ Check. Directional Gyro - Proper indication during turns. ‘Tura Coordinator - Proper indication during turns. Artifical Horizon - Erect during turns. BEFORE TAKEOFF 1. Parking Brake--SET. 2, Controls--CHECK FREE AND CORRECT MOVEMENT. 3. Radio Master--ON 4. Instruments and Radios-- CHECK AND SET AS DESIRED. . 4-6 Mooneycoy REVISION D10. u. 12. 13. 1“. Strobe Lights and Rotating Beacon--ON (if installed). Annuneiator Lights -- CHECK WITH PRESS-TO- TEST & THROTTLE RETARDED. ‘Trim -- TAKEOFF SETTING. If forward CG set trim to upper portion of band and to lower portion when at aft CG. THROTTLE 1900-2000 RPM. Magnetos -- CHECK. Make magneto check at 1900-2000 RPM, as follows: a. Magneto/Starter Switch - BOTH to R. Note RPM. b. Magneto/Starter Switch - BOTH. Allow time for plugs to clear. c. Magneto/Starter Switeh - L. Note RPM. d, Magneto/Starter Switch - BOTH. The RPM drop should not exceed 175 RPM on either magneto or indicate greater than a 50 RPM differen- tial between magnetos. ‘An absence of RPM drop may be an indication of faulty magneto ground ing or improper timing. If there is doubt concerning ignition system operation, RPM checks at a leaner mixture setting or higher engine speed will usually confirm whether a deficiency exists. Propeller Control - CYCLE/RETURN TO HIGH RPM (full forward), ‘Throttle - IDLE RPM. Cabin Door - LOCK. Seat Bolts and Shoulder Harness - SECURES Wing Flaps - TAKEOFF (15°) REVISION D —— Mooneypony 4-7TAKEOFF Move the controls slowly and smoothly. In particular, avoid rapid opening and closing of the throttle as the engine is equipped with a counterweighted crankshaft and there is a possi- bility of detuning the counterweights and over speeding with subsequent engine damage. Proger full throttle engine operation should be checked early in the takeoff roll. Any significant indication of rough or sluggish engine response is reason to discontinue the takeoff. When takeoff must be made over a gravel surface, it is important that the throttle be applied slowly. ‘This will allow the aircraft to start rolling before a high RPM is developed, and gravel or loose material will be blowa back from the prop area instead of being pulled into it. TAKEOFF (Normal) 1 4-8 Mooneyacay REVISION D Electric Fuel Boost Pump ~ ON at start of takeoff roll. Power - FULL THROTTLE and 2700 RPM. Aircraft Attitude - LIFT NOSE WHEEL AT 71 MPH (62 KTS.) IAS. Climb Speed - 82 MPH (71 KTS) IAS. Landing Gear - RETRACT IN CLIMB BEFORE ATTAINING AN AIRSPEED OF 125 MPH (108 KIAS). Wing Flaps - RETRACT IN CLIMB. Electric Fucl Boost Pump - OFF, CHECK PRESSURE. O OTAKEOFF (Obstacle Clearance) 1, Electric Fuel Boost Pump ~ ON at start of takeoff roll 2, Power - FULL THROTTLE AND 2700 RPM. 3. Aircraft Attitude - LIFT NOSE WHEEL AT 71 MPH (62 KTS.) IAS. 4. Climb Speed - 76 MPH (66 KTS. ) TAS until clear of obstacle, then accelerate to 105 to 115 MPH (91 to 100 KTS) IAS. 5. Landing Gear - RETRACT IN CLIMB AFTER. CLEARING OBSTACLE. 6. Wing Flaps - RETRACT AFTER CLEARING OBSTACLE 7. Electric Fuel Boost Pump - OFF, CHECK PRESSURE. CLIMB CLIMB (Normal) 1. Throttle - 26" HG MANIFOLD PRESSURE. 2. Propeller - 2600 RPM. 3. Mixture - LEAN FOR SMOOTH OPERATION. 4. Cowl Flaps - FULL OPEN. 5. Airspeed - 105-115 MPH (91-100 KTS). 6. Ram Air - ON AFTER ENTERING CLEAR AIR. REVISION D Mooney.CLIMB (Best Rate) 1. Power - FULL THROTTLE & 2700 RPM. 2. Mixture - LEAN FOR SMOOTH OPERATION, 3. Cowl Flaps - FULL OPEN. ie) 4. Airspeed - 101 MPII (09 KTS) IAS at Sea Level decreasing to 94 MPH (82 KTS) IAS at 10,000 Ft. 5. Ram Air -ON AFTER ENTERING CLEAR AIR. Manifold pressure will drop with increasing altitude at any throttle setting. Power can be restored by gradually opening the throttle. ‘To increase performance at full throttle pull the Ram Air Control aft (Ram Air ON position) allowing induction air to bypass the air filter and increase manifold pressure. O Y UU, GWARNING 7 Yuiiaiiitille ‘Turn ram air off if encountering icing conditions. Do not fly aireraft into known icing conditions. Using unfiltered induction air when flying in snow or other IPR conditions can be hazardous. Snow can accumulate in the fuel injector impact tubes, or moisture can freeze in the inlet passages under icing conditions to cause loss of power. If snow or icing conditions were encountered DO NOT TURN RAM AIR ON AGAIN when entering clear air until assured that all ice has melted from: the aireraft. Do not use ram air in visibly dusty air. After establishing climb power and trimming the aircraft for climb, check to insure that all controls, switches, and instruments are set and functioning propery. Cy 4-10 Mooreyacoy REVISION DCRUISE Upon reaching cruise altitude, allow acceleration to cruise airspeed, then trim the aircraft for level flight, reduce manifold pressure and RPM to desired cruise power, and close the cowl flaps. ‘The cowl flaps may be partially opened (control pulled aft approximately three inches) if necessary, to maintain the of! and cylinder head temperatures within the normal operating range When cruising at 75 percent power or less, lean the mixture after cruise power is established in accordance with one of the following methods: A. Leaning using exhaust gas temperature gage (EGT) (if installed) 1. Lean the mixture until temperature peaks on the EGT indicator. ECONOMY CRUISE - Enrich mixture (push mixture lever forward) until the EGT indicator drops 25°F or more below peak. BEST POWER MIXTURE - Enrich mixture until EGT indicator drops 100°F (88°C) below peak. Compared to Eeonomy Cruise Best power mixture will result in a speed increase, an increase in fuel flow and a reduction in range. 2. Changes in altitude and power settings require the peak EGT to be rechecked and the mixture re-set. B, Leaning without exhaust gas temperature gage (EGT) 1, Slowly move mixture control lever aft from "Pall Rich" position (oward lean position 2. Continue leaning until slight loss of power is noted (loss of power may or may not be accompanied by roughness). REVISION D Mooney, 25) 4-113. Enrich until engine runs smoothly and power is regained. When increasing power always return mixture to full rich, then increasé RPMbefore increasing manifold pressure; when decreasing power decrease manifold pressure before | reducing RPM. Always stay withinthe established operating limits, and always operate the controls slowly and smoothly DESCENT 1. Mixture - RICH/OR LEAN FOR SMOOTH OPERATION. 2. Power - AS DESIRED. Avoid continuous operation between 1500 and 1950 RPM with power settings below I5"Hg. manifold pressure. Exercise caution with power settings C below 15" Hg manifold pressure at airspeeds between 80-130 MPH (70-113 Kts. ) JAS to preclude continuous operation in the 1500-1950 RPM restricted range. Cowl Flaps - CLOSED (control full forward). 4, Ram Air ~ OFF before entering dusty air layers. BEFORE LANDING Seats, Seat Belts and Shoulder Harnesses - ADJUST. AND SECURE. 2. Landing Gear - EXTEND BELOW 155 MPH (135 KTS,) TAS. 3. Mixture Control - FULL RICH. 4. Fuel Selector - RIGHT OR LEFT (Fullest tank). 5. Propeller Control - HIGH RPM. Wing Flaps - FULL DOWN (33°) BELOW 132 MPH (115 KTS) IAS. 4612 Mooneyscoy REVISION D10. 3 Trim - ADJUST. as necessary. Electric Fuel Boost Pump - ON. Ram Air - OFF; WARNING LIGHT OFF. Check Gear Down - GEAR DOWN LIGHT ON - MARKS ALIGNED IN VISUAL INDICATOR IN FLOOR. GO AROUND (BALKED LANDING ) Power - FULL THROTTLE AND 2700 RPM. AIRSPEED - 75 MPH (65 KTS) IAS. Flaps - AFTER CLIMB ESTABLISHED R TRACT TO 0 DEGREES WHILE ACCELER- ATING TO 84 MPH (73 KTS) IAS. Gear - RETRACT AFTER CLIMB IS ESTABLISHED. Cowl Flaps - FULL OPEN. LANDING Airspeed on Final - 81 MPH (71 KTS) IAS WITH. FULL FLAPS. Touchdown - MAIN WHEELS FIRST. Landing Roll - LOWER NOSE Wil EL GENTLY, Brakes - MINIMUM REQUIRED. Wing Flaps - RETRACT AFTER CLEARING RUNWAY. Cowl Flaps - OPEN Electric Fuel Boost Pump - OFF AFTER LANDING. ‘Trim - TAKEOFF POSITION. TAXI ‘Throttle--1000 to 1200 RPM. Lighting--As required. Stabilizer Trim--TAKEOFF. REVISION D Mooneys205 4-13SHUTDOWN 1, Throttle--IDLE at 1000 to 1200 RPM until cylinder head temperature starts to drop. 2. Cowl Flaps--OPEN. t 3. Radio Master Switch--OFF, 4, Electrical Equipment Switches--OFF. 5. Mixture Control--IDLE CUTOFF. 6. Throttle--RETARD as engine stops firing. 7. Magneto/Starter Switch--OFF when propeller stops. 8. Parking Brake--Set (for short-term parking). 9. Trim--TAKEOFF. 10. Flaps--RETRACTED. 11, Master Switeh--OFF. C 12. Control Wheel--LOCK with seat belt. 13. Oxygen Svstem ‘If equipped) - OFF. SECURING THE AIRCRAFT 1. Parking Brake - SET. 2. Radio Master and Blectrical Equipment - OFF Magneto’Starter Switch and Master Switch - OFF. Mixture Control - IDLE CUTOFF. 5. Parking Brake - RELEASE AND INSTALL WHEEL CHOCKS. / 8. For Extended Parking or in Gusty Wind Conditions - ( SECURE PILOTS CONTROL WHEEL WITH SEAT BELT, TIE DOWN AIRCRAFT AT WING AND TAIL POINTS, 414 Moorea. REVISION DSECTION V. PERFORMANCE TABLE OF CONTENTS INTRODUCTION NOISE LIMITS ©. ALTITUDE CONVERSION TEMPERATURE CONVERSION... .. ~~ 5-5 . AIRSPEED CONVERSION. -..... .. 5-6 : AIRSPEED CALIBRATION . « 5-7 NORMAL STATIC SYSTEM - Flaps & Gear Up - 5-7 NORMAL STATIC SYSTEM - Flaps & Gear Down. | 5-8 | ALTERNATE STATIC SYSTEM... . 5-8 ALTIMETER CORRECTIONS . NORMAL STATIC SYSTEM - Flaps & Gear Up 5-10 NORMAL STATIC SYSTEM - Flaps & Gear Down. » 5-11 ALTERNATE STATIC SYSTEM sees SelB STALL SPEEDS... .. . . ce Bel3 TAKEOFF DISTANCES MAXIMUM PERFORMANCE . 5-14 TAKEOFF DISTANCES NORMAL. . . - B15 CLIMB PERFORMANCE»... . . nig TIME, FUEL & DISTANCE TO CLIMB. 11 CRUISE, RANGE AND ENDURANCE CHARTS 5-19 BEST ECONOMY. . . cee 5-20 BEST POWER.) s,s 2. 5-88 LANDING DISTANCES... 2-2 os 5-36 NORMAL LANDING: .. . be ee 8088 MAXIMUM PERFORMANCE... 6). ss. 5-37 REVISION C Moorys20.) 5-1/5-2 BLANKINTRODUCTION All performance tables and graphs are grouped in this. section of the manual for quick and easy reference. ‘The information is presented to show performance that may be expected from the aircraft, and to assist you in planning your flights with reasonable detail and accur= acy. All data has been compiled from both calculations and aclual test flights with the aireraft and engine in good operating condition while using average piloting techniques. The cruise performance data makes ne allowance for variables present with a specific aircraft or for wind and navigation errors. In using this data, allowances must be made for actual conditions. A carefully detailed and analyzed flight plan will yield maximum efficiency. After making a flight plan based on estimates taken from the data in this section, you should check your actual performance and note the difference between your forecast conditions and actual flight performance So that your future estimates may be more accurate. NOISE LIMITS ‘The certificated Noise Level for the Model M20J at 2740 pounds maximum weight 1s 74 dB(A). No determination fas been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of any airport. REVISION c Mocneicoy 5-3ALTITUDE CONVERSION TAS cas x W/O EXAMPLE: Given: 26°C Outside Air Temperature 3000 Ft. Pressure Altitude 162 Knot CAS Find; - 4950 Ft. Denstty Alt. a 162 1.077 = 17 oT LF Le” 20 1.576 Bs san DENSITY ALTITUDE - THOUSANDS OF FEET 5-4 \ Loe 1.310 5 1.335 ; Le | pie 60760 “40-30-20 -10 0 +10 +20 +80 140 50 +60 OUTSIDE AIK TEMPERATURE - DEGREES CENTIGRADE Mooney cos ISSUED 12-28-78TEMPERATURE CONVERSION 120 : EXAMPLE: Given: 4.5° Celsius Find: 409 Fahrenheit 100 DEGREES FAHRENHEIT ~40 rH =40 20 0 20 40 60 DEGREES CELSIUS (CENTIGRADE) ISSUED 8-29-80 Mooneypomy 5-5220) 200] 180) 160] 140] MILES PER HOUR - MPH 129) 109] 80 63, 60 5-6 AIRSPEED CONVERSION EXAMPLE: Given: 168 MPH Ne’ Find: 146 KTS. 61000408] 200 Mooneypzcoy ISSUED 8-29-80 OAIRSPEED CALIBRATION 2m ;9 ISSUED 12-28-78 Mooneyanciy 5-7200 AIRSPEED CALIBRATION NORMAL STATIC SYSTEM - FLAPS AND GEAR DOWN 190] 80H 70 CAS - CALIBRATED AIRSPEED - KNOTS g = Tor satel FHL | [lowering flaps. aps | EtFL! a Sirians 399 Pover of 1 38° Power 60 50 Li 50 5-8 Lay 60 70 80 90 100 110 120 130 JAS - INDICATED AIRSPEED - KNOTS Mooneyicoy REVISION DAIRSPEED CALIBRATIONS ALTERNATE STATIC SOURCE (15°) KIAS Gear & Gear & Flaps Down | Flapg Down (o3' KIAS instrument error 3 5 1 -8 -10 -10 -10 ‘The minus sign indicates subtraction of the given aumbers from KIAS to obtain KCAS assuming zero CONDITIONS: Storm Window and Vents:Closed Defroster Maximum, Power On ISSUED 8-29-80 Mocneygscs.y 5-9SNOIDSUNOD BALIN + a4 + NoMogHNoo waranty O ISSUED 8-29-80 5-10sopnqye amsgozd poyo02109 uye go 03 epmyRTe ommssexd poyeorpUE wos} wo_2ez209 JoJOUITITE 943 Jo UOHOVIIANS SozEOHPUY UBS SMUTEE Oe Sloot“ SHBGRAY GVM gM oe att sot tw 08 1 aro y f I uy, E ee 3 of pos eas a on 8 oe ‘UO donod off sdelg —-— a HtHoe- Hf mo and ee sud == i ‘ 2 sour ema 7 pooner Hy rte th paren 7 green bean 7 ot SNOILIZNYOD UALIWILIV 5-11 Mooney REV A 3-5-81 ISSUED 8-29-80Co U UO -soa9 qwounsjeuy 0.07 Suyunsse apnyyyre omsso.1d urEyGO 0} epnyRTE aanssoxd Doveorpuy au) woz stoquinu uoatd ou Jo VOROENANS SOqLOTPU WSIS SMUT OWL T6= 00 ug Jamog wnUNTKXENY :70}S0aF0C Sa TE SIUeA PU AOPUTM TIO Ly SHOITTENGD BOUNOS JLVLIS JLVNYBLIV SNOILDAUNOD MALAWILTV ~ VU ISSUED 8-29-80 5-12STALL SPEEDS ASSOCIATED CONDITIONS: Gross Weight = 2740 LBS. Forward CG Power - Idle Stall Spéeds are indicated airspeeds in KNOTS and assume zero instrument Maximum altitude loss during stall recovery is approximately 290 feet ‘Stall Speeds - KNOTS ASSOCIATED ‘Angle of Bank CONDITIONS Flaps & Gear Up ors} 63 Flaps 15° Gear Down Flaps 33° Gear Down EXAMPLE: Given: Weight 2740 LBS. Landing Gear Down Flaps 33° Angle of Bank © 20° Find: Stall Speed 57 KIAS. REV A 3-5-81 ISSSUED 8-29-80 mooneyn20) 5-13QO ISSUED 8-29-80 514S2ONVISIG 44oaNVL ‘sNotsIaNoo aaz¥I00se¥ VY 5-15 Mooneyasos ISSUED 8-29-80CLIMB PERFORMANCE CONFIGURATION: NOTE: Power: Maximum Conditions] At high altitudes or when landing Gear: Up high amblent temperatures Wing Flaps: 0 Deg. exist, mixture should be Cowl Flaps: Full Open Teaned to achieve smooth Moxture: Full Rich engine operation only, Ram Air: On [Nal for economy. TTTTTTTt TT —— 2740 LBs. GROSS WEIGHT. = 2300 LBS. GROSS WEIGHT SERVIGE CEILING AT 2500 LBS oROss wera] SERVICE CELLING AT 2760 LBS GhnsS WEIGHT ey DENSITY ALTITUDE - THOUSANDS OF FEET su. 4 200 400 600 600° 1000 1200 1400 70 80 “90 RATE OF CLIMB - FT./MIN. KNOTS - 148, EXAMPLE, GIVEN: DENSITY AUTITUDE~#000 FEET GROSS WEIGHT-2740 LBS. FIND: BEST RATE OF CLIMB-500 FT./ MIN. DEST RATE OF CLIMB SPEED: 5-16 Moonen 205 ISSUED 8-29-80 © | OTIME, FUEL AND DISTANCE TO CLIMB Associated Conditions for the Time, Fuel and Distance to Climb graph on the following page: Climb Speed: Vy from Climb Performance graph on the preceeding page. Power: 2700 RPM, Full Throttle Mixture: Full Rich Ram Air: On Cowl Flaps: Full Open Landing Gear: Up Wing Flaps: Up Fuel Density 6.0 Lbs. /Gal. NOTE: 1. Distances shown are based on zero wind. 2. Add 9 LBS. of fuel for start, taxi and takeoff. EXAMPLE Initial Density Altitude 2,500 Ft. Final Density Altitude 11,500 Ft. Takeoff Weight - 2740 Lbs. Find: Time to Climb ( 16.5 - 3.0) 13.5 Minutes Distance to Climb (23.5 - 4.5) 19.0 Naut. Mi. Fuel to Climb (24.5 - 5.0) 19.5 Lbs. ISSUED 8-29-80 Mooneyscoy 5-17TIME, FUEL AND DISTANCE TO CLIMB 18 NOTE: To datermine Jclimb speeds refer to Vyas determined from the Climb Performance 16 |Cuart. { 4 a/e SAA ‘el DENSITY ALTITUDE - THOUSANDS OF FEET SL 5-18 10 20 30 ‘Time to Climb - Minutes ao] so | 40 Distance to Climb - Nautical 20 30 40 Fuel to Climb ~ Pounds Mooneyacos 40 50 5060 K¥4— © ISSUED 8-29-80CRUISE & RANGE DATA CONDITIONS All Cruise and Range Data tables allow for: warmup, taxi, take-off, climb at max. power at the best rate of climb speed (Vy) to cruise altitude; a cruise to destination at the specified power and mixture setting; and a 45-minute fuel reserve at. the same altitude and power setting. ‘The data is also based on 64 U.S. gallons of usable fuel, standard atmosphere, and no wind. To obtain the performance shown by the Cruise and Range Data tables on non-standard days, increase or decrease the manifold pressure approximately .4" Hg for each 10°C variation in outside air temperature. Increase manifold pressure for air temperatures above standard and decrease manifold pressure for air temperatures lower than standard, During winter operations when snow and ice are likely to be present on the taxi and runway surfaces the inboard landing gear doors should be removed. Accumulation of ice and snow could prevent landing gear operation. If the inboard landing gear doors have been removed a decrease in cruise speed and range can be expected and should be considered in preflight planning. To be conservative the following figures should be used: a. Decrease true airspeed at normal cruise power setting by approximately 5 knots. b. Decreased range may be as much as 50 nautical miles for 64 gallon fuel capacity. ISSUED 8-29-80 Moonaygacrouy 5-19CRUISE & RANGE AT ECONOMY CRUISE SEA LEVEL,15°C MOXTURE SETTING: ‘Lean mixture in accordance, THUE AIRSPEED Jewour] RANGE sth inatructions to Section 1. KNOTS [ance | wwavroan aw rnd ve [run | wus, [2740 | 300 | om: | 2740] 2300 reer. WO) xp [eoatynmjass/ein] uns | iss | win | uss | “uns 2.5 [7 | 10.8 fos.0 | 156 | 388 | s:00| v0] 790 22.0 | 70 | 10.3 uz | 155 |s20/ s10| a2e laroo] 21-0 | 6s | 0.7 tr | 49 |suz | 24s | 60 10.5 [oo] 92 ua | 145 | 6:08 | aos | son 1.0 | 55 | a6 ase | 40 |osz| ase | or wo [ao] 20 us| 120 | s20| sat | ov ws | 10.5 Jos.0 | 16 | 18 | saz a12| sos ro | 10.0 Je0.0 | 12 | 155 | s:30| e43| ase co] so [sas | 142 | 145 | 6:20] 805] oat s5] 83 [500 | 336 | 140 6:5] siz] 961 so| 78 [aro | 100 | 14 | 7:20] 038} 992 40] 6.8 jas | 319 | 320° | 35 | 951 | 1025 aro | 7 | 10.3 ase | ase |520| es4| 27 24.0 | 66 sat | 49 | 6:10} 905] 918 hoo) 21.0 | 55 1x6 | 140 | 7:00 | 951] ovr ans [as 1m | 12 | 8:10] 980] 1036 15.5 | 39 ur | 119 | 9108 | 999 | 1064 21.0 | 68 | 9.3 |s5.5 | 150 | 155 900 | 918 as [55 | xe Jaro | 130 | 40 60 | 1015) 209 21.0 | 50} 7.3 |4a.o | 130 | 134 019 | 1050 wo | 45 | 6.8 fae | 1a | a8 toro | 1082 as [a7] 5.0 |35.5 | 108 | 116 1ato | 1125 mo | ss) 24 |eas | 136 | 197 | x40 {1090 10808 z.0 | 50] 21 |4z5 | 190 | 124 | exo |1053 | 1090 0} ato | 4s | 6.8 |a0.0 | 122 | 128 | ase |sov0| 1198 ao {36 | s.6 }sz.5 | 13 | 113 fro-o | 1110] rzat 5-20 Mooneyzecy ISSUED 8-29-80 OCRUISE & RANGE AT ECONOMY CRUISE 2000 FT, MOcTURE seTTING: we Tenn mitre in acordance TRIE AGES esoue] sano Wieusionetnsectem tv. | "KNOTS. [ANce| wave Toman reed x [run T rurt [ 270 | 2300 | | 2720] 2300 Minor] ne (oAtvhnfaasrte| “as | “iss | sano | cs | ws we | 1.8 | exe| 10 | ae | s00] 600) so es | 91 | so 10 | 159 | sxo| e19| 000 ss| ae|sus| a | ue | 30) oor) 2s a| ra ass| am | i | 250] 917] 99 maw] is] wo] awe | a [sao] mf ar nus | os] o4| ses] uo | is | 50) 00] oe we ]ss| sa] soo] a@ | a | oso] 919) 70 pe?) 15.2 | 42] oo | ais] ae 126, 8:20 | 982 | 1049 zeae [ws] ioa | aa] aso | aw [oso] en | we ass |es| 02 | ss.0/ 10, | 19 | 6:05] o06| 20 heed 204 | 5] 01] aos] so» | x2 | r20] oe] oot wo |r| ee | se5| sx | 125 | 240] s000| 1002 [~[asa [ot or] seal ao [ase 943 | 062 aaa] ss | re] ano] ise | ase | 238] 000] 1000 freq te.7 | as] 6.2 | 40.5] 129 | 190 | e20/s05| 105 6 | a0] 61] 305] uz | a | 930/054] 1159 was [so] 2a] 5] ami | a06 | ons [ose] im 20.5 | 4s| 65 | 20.0] 120 | 190 | es0| 108¢| 109 foo} ive | ar} 5.2] 36.0) sce | tie |ro20| 115] rae ISSUED 8-29-80 5-21 Moonen coyCRUISE & RANGE AT ECONOMY CRUISE 4000 Fr, 7°C MOXTURE SETTING: ‘Lean misture tn accordance THOR ARPEED —Jexoun] RANGE "in Section 1. KNOTS _ [ance] amauran Teta sitin] ce] ame | OR Pace] ae army uas/imy “vas | “tas | miny | “ts | “as za | 7 [ioe | o.6| 1 | 1% | 600] 00s] a2 aos {es} on | seo] ts2 | ass | san| nai] are laroo] 17.9 | 55 | a6 | 51.5) 140 | 144 | 6:30) o10] 936 wa [as aa | 435] 11 | a8 | rs] 997] 092 ma [15 | tos | oso] i | te wil ear as |os| 4 | ses] 152 | 15s | 552] sot} 900 ast [ss] as | 50.0] 10 } 144 | os] 940) o67 P| is. | 42 | 69 | ans | azo | t27 | eso] 1020] 1079 26a || aoa | oo.0| 11 | x63 | saz] os7] oar asa |os| 92 | 55.0] 382 | 1s | 557 oo4] 922 haoo| 20.2 | 55 | a1 | ass} 140 | 14a | 657] 973] 1000 ase [a] o6 | 395] m7 | 126 | eo] so1s| 1001 ma [ez] os [sis] ue | a2 | 625| so] ov ago [ss] ze | 47.0] 140 | 144 | 7:10] 1003) 1082 aod 18.6 | 45 | 6.8 | 40.5] 225 | 1st | a:20/ 1058] 1109 ass [30] oa | 365] us | 121 | 9:28] 1069] 1145, aaa [so] 1 | 42.5] 124 | 138 | e:00] 072] 1100 oa fas} 6.5 | 39.0] 125 | am | ens] 099] 1146 foooe) 27.2 [37] 5.7 | sto] soe | to frote| 1105] s217 5-22 Moonericoy ISSUED 8-29-80 OCRUISE & RANGE AT ECONOMY CRUISE 6000 FT, 3°C \MOCTURE SETTING: {ean mbcture tn accordance TRIE ARPES Jowoun] _tanoe ‘wit natrtiona In Section. KNOTS [ance | aura foe red Tore Te! ae | ca | Om [zl a A] sr foods “oe | “ts | ty | a8 | Tae wai [te [ioe [oar | 104 | tor [5:00 | ozo | oss roa fos | ar |ano| ise | asx [sso | ont | oss laroo trie [55 | 0.6 |st.s | tz | sae | as | o1s | o40 1.2 [as | 25 [45.0] 126 | 1x4 | r:28 | 940 j1000 mai [ws [ies [oso | vee | tor [Sao] oar | ooo aus fos | 94 [ses | is | 157 | 5:0 | aos | os aa] 5 88 | 8.2 ]so.n | sa | sae Joe | om | oot wa fae | ne [aso] ass | as | 50] ov frose we | at | sao | io | 162 [Sao] 006 | oe es | 02 | sso] ase | 157 | 6:00 | o2s | o12 a | et fase | te | me | 6:80 | ovo from 4s. | 0 | 406] 122 | ist | sts [100s [1080 w 50.0 | wae |S 00 | ar [Tore 5 gra |e |e | tao fro |ro80 so] zs fee | ass | ar | r40 [1035 [root aa [64 | ses | ia | ts0 | 5:0 |008 fires aa [a | or [soa] 190 | se | 020 [100s Jriso a1] oa {sea | us | ize | 020 [1101 Jrsoe ISSUED 8-29-80 MooneHie0 5-23CRUISE & RANGE AT ECONOMY 8000 FT, -1°C MDCrURE SETTING: CRUISE ean nture in accordance TE ARE od Mikinntudionetnsectonv. | KNOTS aera From Pan raed ve ] run] runt [a7e0 | 2300 "ra0] 2300 a ay] a fomirmyussrony tas | “ise te |e me [we] ioe | a] ie | mm wes | a0 arr |am| ioe | ace| ie | a6 sso | on Loo] 20-4 | 65 seo] ast | ts: fet | 504 mo | 60 ssa] ast | 16 aoe | 936 ie [ss sus] us | 180 sa | oot we | wal na | 138 ss | 1016 me papier] oe] iw) ie we | a0 aa [es] ou | scl is | it so | 933 we |eo| oe | ses as | ase sot | 962 feo] ite |ss | as! sor] us | 10 asa | 908 sro |so] re | as] a | us sno | 1012 wa far] ve | os] i | 10 seo | 1053 me [a] or] wa] oe | ie we | xs |e] oe | sue] 11 | 16 ssa | ss0 we fos] ex| aoe] ss | 150 sos | ro18 7! a2 [50] 7.5 | 45.5] 197 143 fioos | 1048 us }a] er| aol im | os | 1001 mo [se] ve | era] as | 60 | vam fioao [oss mo |so| rs] a1] aor | 14s [140 hioso | 1086 en] it. |ar| os | seo] 120 | 120 |is4 hose | 157 me [eo wo] a | ie io | uier ua [40] 0] ss.r] ar | 20 |o2e fxso | an 5-04 Mooneyzcos ISSUED 8-20-80 QOCRUISE & RANGE AT ECONOMY CRUISE 10,000 FT, -5°C MICTURE SETTING: ‘mixture in accordance THOE AED Jaxour] —_tanNOF ‘it ntrotions fn Seton V IgNOTS [ance | taveat Yun ened oc | rue. [rum | 270 | 2300 | (it: | 2740] 2300) Jem Pos He) | Sue [oAymassyrm] “iss | tas | mn us aa | 70 | tos | ors] 168 | 160 [sas [ost | oar 20.2 | 65 | 9.7 | seo] 100 | 164 [5:31 | err | 908 lool 38-8 | 60] 9.2 | 80.1] 155 | 150 sor | 40 ie [ss] a6 | sis] ue | ss 21 | 960 16.3 | 50] 77} 46.2) uo | er 944 | 1006 1.0 | 4s] 78] 45.0] 130 | 130 [7:25 | o49 | 1050 | 04 | 56.5] 160 | 10 [se oxo | os: co | 2.9 | 53.3] 155 | 159 Jexto | oas | ono 55 | a4] sor] ta | 153 |o:35 | 062 | 1007 P| az.0 | so] 2.8 | 46.7] 40 | ter |r-08 | 980 | 086 a. [ae | 2] a0] 129 | 138 [ras | 008 | 1080 ano | oo | 86 | si7] as | 159 {o:a0 [oor | s000 ios |ss| a1] ans) ue | 188 ocr | ooe | 097 vod 0 [50] 6 | 45.5] so | 147 rts hore | sors ae.2 [as | 72] 428] 129 | 198 [a:0r hors | 106 vo [sr | za | ans] aa | 149 [rize fosi | i06 ira [ae] o7 | se.0/ 129 | 138 |o:2 hose | 1159 fs200) 3000] ISSUED 8-29-80 Mooneycoy 5-25CRUISE & RANGE AT ECONOMY CRUISE 12,000 FT, -9° C MIXTURE SETTING: Lean mixture in accordance TRUE AIRSPEED enour] RANGE with instructions in Section IV. KNOTS [ANCE] (aura em |MAN Pred o | rue. | rus | ara0 | 2300 | (HR: | 2700] 2300 (ON. 5) ] BHP [(GaL/nmluas/Him) “8s tes | miny | tas | ‘uss asa |e] oe | 57.5] 16: | 166 [500 | a6o| ose see | oo | 9.2 1] 156 | 162 |o.ss | 00] 947 laroo] 17-5 | 55 | 0.6 | 51.5] 150 | 150 |6:20 | 923] 977 16.2 | 50] 7.7 | 43.2] 148 | 149 Je:as | 047] 1005 146 | aa] 7a | 44a] 130 | 139 [7:28 | 955] 1037 16 |co] so | 5.3] 156 | 162 e:t0 | 06] oo as.2 | s5 | e4 | sor] sso | 156 fe:s¢ | 959] 1011 1e.e | 50] 78 | 46.7] 143 | 149 983 | 1043, | 35.5 | a5 | 7.3 | 43.5] ase | tan 990] 1069 14.8 | 4a] | 425] 129 | 158 |7:50 | 990] 1081 19.6 | 50] 22 | 40.3] 151 | 156 [eso | 973] 1039 ro |50] 76 | 45.5] 143 | 149 |r:20 | 1016] 1092 Leool 16-4 [45] 7.0 | azo] 194 | 14a |r:s4 | t030} 1219 1s.2 | 42] 6.7 | 40.0] 128 | 186 [2:20 | 1025] 1139 19.4 [a9] 7.2 | 43.0] ta | tar [rao | 1059] 126 1.0 | 45 | 6. 40.5] is | sar [ast | 1080] 1251 lazoo] 17.8 | 42 ses 126 | 136 |s:35 | 1081] 1180 f2000} L 5-26 ISSUED 8-29-80 O OCRUISE & RANGE AT ECONOMY CRUISE MICTURE SETTING: 14,000 FT, -13°C {ern ature tn accordance TOE ATED Jaua] _anee Wilinttvaionstn Sect. | "KNOTS [ave] muorm Feaba raed v6 [ rus] run] aia0 | 2090 | om | 3700] 2300 nse feAirnledspin| Tas’ | “GS | hm | “as | “as yea [os] oo | sas] we | 62 [eos | oi] 064 wa [as [oe | sts| ise | 158 Jor | 020] 966 lio 61 | so] ar | ea ues | ase fossa | ove] tor tea fae | ra | ana] aso | ase |r20 | ose] oss Tea fo [oa | soe] me | iso ean | om] i000 ter [50] ra | aor] 1s | aso 790 | 101) 188 lene 18 fas | te | ass] ae | ize [ove |ooe| oot | wea [aa | ne | ee] sev | ise 708 | 1000] soe] tea [as | 0 | azo] am | ta fos | sore] ats6] woo} 15.9 a2 | 6.x | 40.0] 25 | 199 Joxo | sore] 1108 | 20 foe] ISSUED 8-29-80 mmocneyisoy 527CRUISE & RANGE AT BEST POWER SEA LEVEL, 15°C MDCTURE SETTING: 1. Use FULL RICH mixture above TBE power. 2. Lean minturein accordance with instructions in. Jinoue] Rance] AN pred os ] fur | run (We: | 2740] 2300. out [ote wre! O 7°! 21.8 | 65 | 10.9 | 65.5) 147 149 fass5 | raz | 732 O 5-28 Moonensay ISSUED 8-29-80CRUISE & RANGE AT BEST POWER MIXTURE SETTING: 2000 FT, 11°C 1 Use FULL RICH mixture above TiTpower. 2. Leanmistureia Recwdancevity naiactins in [TOCA pn] aor SScconwatts ower andicow. | “KNOTS [amet] otto Paw paed_% [-roe. [wus] rao] 2200 | om: [27.0] 2300 Wa aha fokonfatsin] “os | “| fy | “ea | 8 cai [a | a eos] vm | ve [sao [ooo] sco aco | as| ane | ano| ier | as [sao [ose | 503 va 22.2 | m5 | zze | rea aso | ast [as | oo | oes aoe | es] ina] ers) uo | ass [eso fre | 220 te. | se | ioe | eoo| ia | usa |oas |e | m0 ss [4s | se | sz0l 122 | 120 [oss roe | ot wea | we | aaa | was] oo ae [ooe [oan | ooo ua |r | ins] 40] as | sor [eno few | oes ae | os | iro] ceo] ue | ass [ass [rao | a9 200} 1¢.8 | 55} 98 | soo] 138 42 | 5:35 | 773 | 02 wo | | es | s1o 1s | a foas frm | ost mo pw] me] wa] a | ae [ame ae | oo [rs | 120 | rao] ise | ser 42s [ros | non ase [cc | io | oro] seo | ass [as free | neo 400 20.4 | 55 | 9.5 | 57.0] 198 142 | 5:50 | 808 | a97 res as | ar | ass{ sao | sza [roo | ame | os ma [a] wa] ea] wo] ise emo [oor] aio maa [as] oz | sso] ise | saz fos } oot | os aco 2-7 | 48 | 8.0] a0.0) 12x | 130 [oso | oar | ovr ris [az] nr | 4eo] ise | top [ran Joos | 0 ms [wo] oe] ans] ai] ae] ee foe | 208 |as| 8.0] aso] ss | 120 oo | or eco} 1838 40] 7.3.| aco] sis | as [rss [ost | oz ISSUED 8-29-80 Moonee 5-29CRUISE & RANGE AT BEST POWER 4000 FT, 7°C MncruRe sem: 1, Use FULL RICH mixture above ‘BE pover. 2. Leanmiature in Accordince with inetructions in [TUE ARGPEEO —Tewoun] RANGE Bectiontvat Stpower andbelow. | KNOTS [amet | wavrai nem Paw red % | rue | ru | a7a0 | 2300 | wm | 2700] 900 (a Ho) | ne fone] tas | ss | sa | tas | us wee [er | ia | oso] im | im ]aao [sar | oxo zs.a [as] 13.8 | sao] ro | az 520 | 546 Larool 32-2 | 78 | 12.5 | 1.0] ror | tea ato |ors | ove ros os | ana | ors] as2 | ass [aes [v7 | a8 a9 | 65 | 10.0 | 60.0} sao | ase 5:25 | 52°] 2 us |4s| a0 | sas] 125 | 132 [enz | ase | are wea |e | isa | vos] soe | av [sao | ose | soo ua || ars | 74.0] tor | see fa20 | 60 | 105 ns |65 | s00 | 65.5] 152 | ass fase | ase | v56 asco} wt [ss 9.0] seo] sso | 144 |oias | 773 | coe wt [a as] sto sor | a1 Jo:s0 | 700 | e47 wa |u| me rer | 163 [ass | viz | 99 a3 | 65 | 10.7 152 | 155 [5:05 | 156 | 1o7 Leoo] 2-2 | 55] 9.5 wo | ms sso | arz | ose wr fa] a2 1a | 130 Jeo | eas | 92 wa | o2| 10-0] 60.0] 109 | 15s oso | ore | oso wo | s5| 9.2] 55.0] 140 | ta |o:o0 | os | ont lreool 18-8 | 45 | 7-8 | 47.0] 125 | 191 aso | 923 m6 [az] 77] 46.0] 123 | 128 ant | 94 waa [so] a2 | 0.0] 134 | 130 [os | o0s | 036 wa |4s| r6 | 46.5] 125 | 1s |ras | 908 | 963 jzo00) 10.8. | 40] 7.2] 43.0] 116 | ta |755 | or | ose: 5-30 Mooneyicos ISSUED 8-28-80CRUISE & RANGE AT BEST POWER MOXTURE se7TING: 1 Use FULL RICH mistareabove WErower. 2. Lean mintare'n 6000 FT, 3°C Acccrdancewith structions in [— TRUE ARGPEED —ewoue] — taNGE Sectiontvat 7S%power and oelow. | KNOTS [ance | waurasr Fee aN raed x Tron] rue. [2700 | 7300 | Om: | 2740] 2300 “iN: fe) | erp (omtyrnjaasey “tas | “uss | ny | “as | ns m7 [er] iss | ooo] too | ime joao [ora | om larool 20.4 [6s | 11.3 | ex.s] iss} as [ans 225 | tan are [ss] 10.0 | 60.0] x2 | sar [sas | rs | 105 ssa fas] eo | sss | 126 | 1x4 |oxs | 702 | ase a1] a5 [ize | v4.0] ace ier [azo [oo | 108 aia fos | 10.0 | os.s| as | ast [ass [rms | 165 Lica] 18-5 | 88 | 9.6 | so.0] az | 140 Joss | 106 | oz 1.8 [45] 8.6 | si.s| 126 | 195 [625 | ato | ase aaa [70] 113 | ee.0] 100 | 62 as | es aa.s | 6s} 10.7 4.0] 154 | 157 69 | 195 waco] 10.8 | 85] 9.5 | 7.0] t2 | 148 eat | ost wes [as | ao | ae.o] i | iss a4 | 908 v3.6 [60] 9.6] ses] ise | 153 [sss | oat | ast ae | ss] 9.2 | 55.0) 142 | 1 |o00 | ovr | asa fs20q] 20.0 | 50] 2.6 | st-s| i | tar {6:20 | a6 | 200) ane [4s] 78 | 46.5) 122 | ist [rao fore | os aia [az{ eo] 4.0] 130 | 138 [ous [oe | ox a2 [az] v4] as] az 130 |7:20 | oz | 966 2000} ISSUED 8-29-80 MooneynsoJ 5-31CRUISE & RANGE AT BEST POWER MIXTURE SETTING: ecco trac 1 Ge FULL HICH mistoreabore Tikipower. 2 Leanmiurein Aecordancewih asructone in [—TWEAEED four] —taNGE Scctimivactatpowersna below. | KNOTS. [ance | tara pan raed True | ron | aro | 2300 | om: [2700] 2300 [RPM Vin HG) | BHP YGAL/wmans/Hm] Las S| many | ms | uns we [vs | ine | v8] ic | in [eco [os | ror leo} 20-4 [os | 112 | oro| 1s | sor Jaro | rs0 | 156 10.0 {60 | 107 | oo] as: | 156 Js:o0 [ree | ree sre {ss | 10.1 | 00.5] 14s | 150 [s:20 }260 | sot sa [as | es | sas! ia | ua foto }ass | oxo wo [uw | ae | wo] ie | ime ]oa [am | we a2 [es | ar | oss] a7 | sor [aso [ao | re as.¢ | eo | 104 | 2.5] a1 | ase sso | ans | tos Pe} ia.6 | 55 | 9.8 | 59.0) 145 sso [8:30 | 791 | 621 rio so] os | ss.s| ar | us fsss0 Jane | ons as6 {as | 07 | 52.0] 129 | is0 Jos Jars | aoe ma [er] ine | os] ae] wor ano | vos | ooo aus | oo | 10.1 | 605] rs | 150 [5:25 | soe | 200 ine [ss] os | oro) us | 50 |sas } ozs | 56 18.2 | 50| 8.9 | 53.5] 137 43 fe:10 | 841 | 882 tea fas] a2 | 49.0] 127 | a5 [ess J aez | soe wo [w| oa] so] me) m0 oss wo zoo |so| ee | srs] is | us fos on aod ts [4] ze | aes] us | as rao ove T—[aos [a] na] ss] ia | soe Jao [ow | ov wo fae] 74 | aes] am | iar Jrs0 | arr | 009 5+32 Mooneyisoy ISSUED 8-29-80 QCRUISE & RANGE AT BEST POWER 10,000 FT, ~5°C MUCTURE SETTING: 1, Use FULL RICH mixture above 15% power. 2. Lean mixture in siecordance with instructions in [TRUE ARSPED Tenor] RANGE SectioniVat 75% power and below. | __ KNOTS [ANCE | wauTmn vupian raed ] run] rus. | arao | 2200 | (a | 2740] 2300 IN: HO) | eH oai/rnas/eim} vs | uss | ming | “tas | us aa | vo] ao] a0] 10 | 00 “rie | 740 20.2 | 65| 11.3] 675] 160 | 164 17 | 166 laroo] 29-6 | 6o| 20.7 | 64.0) 155 | 150 760 | 193 are | 55} 10.0] 60.0) 148 | 153 ams | att 16.3 | 50] 9.5 | 57.0) 160 | 247 2 | 36 15.3 | 48] 9.0] 54.0) 193 | tan 03 | a9 ait [es] 11.0] 66.0| 100 | os [a0 | 76 | z02 iv. | 60] 104 | 62.5] 155 | 150 |sxt0 |r| on 1.3] 55] 9.8] 59.0) 148 | 153 [5:25 | 708 | ose Pee! aro so] 92} 55.0] 140 | tar 5x40 | orz | ose 15.5 | a6] 8.8 | 52.5] 133 | 141 {os | si9| ove ke aio | 60] 101] 60.5] 196 | 159 [5:25 | o10 | eas 15°] 55] 9.5 | 7.0] us | 153° [sus | os2 | or woot 18-9] 50] 8.6 53.0) 140 | sar 380 | 697 te.8.] 46] 94] 50.5] 133 | 11 o:30 | o58 | o12 T [ao [ss] a0] sas] me | 150 amt | on 1x0 | 50] e6| sts] 11 | 147 set | s20 Lecd 18:4 | 46] 82] 49.0) 193 | 141 |exo | 206 | ovo 3009] ISSUED 8-29-80 Mooneyicos 5-33(MDCTURE. SETTING: 1. Uee FULL RICH misturesbore TE pewer. 2. Lean mixture in CRUISE & RANGE AT BEST POWER 12,000 FT,-9°C Aecerdancewith inatractione in [TRUE ARSPEED —Jenoun] RANGE Sectiontvat 6% pover and below. |_KNOTS [ance | aura Pau ram oca]ytitel Tae | a | Se | ey ae fem Pea ae festa] “ae |THE [SS [a0 [ ae ea ana | evo] tor | sen [eso | sa | roa] 60} 10.7 | 64.0] 186 | 102 }s:00 | 156 | 108] ss] 10.1] 60.5] 150 | 156 [5:20 | 178 | a1) so] 05 | sro] 143 | 140 |s:40 | ro | sas} 4s| o.0] 54.0] 136 | 143 [6:00 | an | ase ye | 0] toa] os] i560 | aca [sao a re.2 | 55] 9.6] 500) 150 | 156 [5:30 43] wee | so] 93] 55.5] us | uo |s:80 184] joo} ss.7 | ae] 8.0 | sas] 196 | saa onto | a2s | oes ve.6 | se) 06 | srs] is | we [sao | eas | os0 ino | 50] a.0| 58.0) 14s | 149 |6:0 | a6 | 905 to] 45| 2.9 49.5) 196 | sat |orss | 003 | 926 Toe | 50] ee] o05] 142 | 140 [oats | ovo] 200} seo | a5] so | 4.0] as | tat 203 | 960] 1204 fpooo| 5-34 Mooney. J ISSUED 8-29-80 ©)CRUISE & RANGE AT BEST POWER 14,000 FT, -13°¢ MUcTURE SETTING: 1. "Use FULL RICH mixtureabore THRpower. 2. Loan mixturdin PREIS si fate ae Staaten aa ioe, ara ¢ Temps ed | rom | a0] 20 | nl ae oa [os [aco] oo] we | ton ma | a wa fe fior | ons] ast | so nan | as reo set {80 | vn | sro] es | ast feo [aor | oso we fas] as] ass] ase | uo nia | eo wea fa] oo [ans] ws | woo ow [oo | ma te [oo seo] us | ast sso [ove | os bao} 15.0 | ar sao] at | sat feos {ar | ox ( ea fea] ea] ms] vr | aoe [eae [ow | om ~ sna fae | ae] ene] aa | suo [oro [ost | oe pe coe [ae | aa | sos) ive | sus leo [ose | ao ISSUED 8-29-80 Meonepcoy 5-35Cc O ‘ye 1 4 Apo panosnno poretowep ene -BION Sy tL 408 1¥ azaas uovousay ‘S3ONVISIG ONIONYT TYRUON O ISSUED 8-29-80 5-36“sot 1 5 oren puvtsor9 porsiocin URE BLOM rosin ocular = =] om] mle emcee # a Bb ge | oe = & a = 2 | & e es BE) « tere | 08 ‘ster By a 498 | ore Ee ie el, og 2880) pinozo| as 8 0 peo paro.o| sae. Tania ae ey sway esgot9 sudon S3ONVISIG ONIGNYT ZONVHUONZE WAHIXYH 5-31/5-38 BLANKSECTION VI. WEIGHT & BALANCE TABLE OF CONTENTS ‘TITLE PAGE INTRODUCTION... .... See GB AIRPLANE WEIGHING PROCEDURE.) . 1 1) g.3 OWNERS WEIGHT & BALANCE RECORD. . .'. . 6-5 PILOTS LOADING GUIDE . . se 6 ‘LOADING CALCULATION PROCEDURE | | | | 6-1 PROBLEM FORM «see ee es 6 LOADING COMPUTATION GRAPH. - = «6 CENTER-OF-GRAVITY MOMENT ENVELOPE « 6-1 CENTER-OF-GRAVITY LIMITS ENVELOPE: - 6 EQUIPMENT LIST... 22.2... ee 69 > NOTI The empty weight, center of gravity, and equipment list for the airplane as delivered from Mooney Aireraft Corporation is contained in this section. The use of this section is valid for use with the airplane identified below when approved by Mooney Aircraft Corporation. ‘Model - M20J Atreraft Serial No. 24-11 Aircraft Registration No. __N1145¢ ah, th 8/24/81 Mooney Aircraft Corp. Approval Signature & Date ISSUED 8-29-80 Mooney, 6-1INTRODUCTION ‘This section describes the procedure for calculating loaded aircraft weight and moment for various flight operations. i addition, procedures are provided for catculating the empty weight and moment cf the aircraft when the removal or addition of equipment results in changes to the empty weight and center of gravity. A comprehensive list of all Mooney equipment available for this airplane is included in this section. Only those items checked (x) were installed at Mooney and are included in the empty weight-and-balance data. ‘The FAA charges you, the aircraft owner and pilot, with the responsibility of properly loading your aircraft for safe flight. Data presented in this section will erable you to carry out this responsibility and insure that your airplane is loaded to operate within the prescribed weight and center-of-gravity limitations. At the time of delivery, Mooney Aircraft Corporation provides the empty weight and center of gravity data for the computation of individual loadings. (The empty weight and C.G. (gear extended) as delivered from the factory is tabulated on page 6-5 when this manual is supplied with the aircraft from the factory.) FAA regulations also-require that any change in the original equipment affecting the empty weight and center of gravity be recorded in the Aireraft Log Book. ‘A convenient form for maintaining a permanent record of all such changes is provided on page 6-8. This form, if progerly maintained, will enable you to determine the current weight-and-balance status of the airplane for load scheduling. The weight-and-balance data entered as your aircraft left the factory, plus the record you maintain on page 6-5, is.all of the data needed to compute loading schedules. ‘The maximum certificated gross weight for the Model M20J under all operating conditions is 2740 pounds. Maximum useful load is determined by sub- tracting the corrected aircraft empty weight from its 6-2 Mooneyreos ISSUED 8-29-80 Omaximum gross weight. ‘The aircraft must be operated strictly within the limits of the Center-of-Gravity ‘Moment Envelope shown on page 6-8. AIRPLANE WEIGHING PROCEDURE (A) LEVELING: Place a spirit level on the skin line above the tailcone access door when leveling the aircraft longitudinally. Level the aireratt by increasing or decreasing air pressure in the nose wheel tire. (B) WEIGHING; To weigh the aircraft, select a level work area and: 1. Check for installation of all equipment as listed in the Weight & Balance Record Equipment List. 2, Top off both tanks with full fuel. Subtract usable fuel (64.0 gal. @ 6 Ib/gal = 384 Ibs) from total weight as weighed. OPTIONAL METHOD Ground aircraft and defuel tanks as follows: Disconnect fuel line at electric boost pump out~ Iet fitting. b. Connect to output fitting a flexible line that will reach fuel receptacle. ¢. Turn fuel selector valve to the tank to be drained, and remove filler cap from fuel filler port. 4, Turn on boost pump until tank is empty. Repeat steps c. and d. to drain the other tank. e. Replace 1.25 gal. fuel @ 6.0 Ib. /gal. into each tank (unusable fuel). f, Replace filler caps. 3, Fill oil to capacity - 8 gts. 4. Position front seats in full forward position. 5. Position flaps in full up position. 6. Position a 2000-pound capacity scale under each of the three wheels. 7. Level aircraft as previously described making certain nose wheel is centered. 8. Weigh the aircraft and deduct any tare from each reading. 9, Find reference point by dropping a plumb bob from center of nose gear trunnion (retracting pivot axis) tothe floor. Mark the point of intersection. 10. Locate center line of nose wheel axle and main ‘heel asles inthe same manor: I REV A 3-5-81 ISSUED 8-29-80 Mooneynsos 8Il, Measure the horizontal distance from the reference point to main wheel axle center line. Measure horizontal distance from center line of nose wheel axle to center line of main wheel axles. 12, Record weights and measurements, and compute basic weight and CG as follows: SCALE postion AND sya@oL | SCALE READING | TARE Nove Wheel (Wy) ight Mala Whee! (Wp) Simmer Base — Left Main wheel (Wy) paste Hmoty Weight, as Welghed (Ws) Behan Tee TE, ow) (ch wy) (tw) 1 Co At ot ton (ten 0: Daim 7 me — pee * oe wecainewes Shae woe ten ssa aoa - fer Wegn co ys) cote aw (se) 6-4 Mooneyazoy ISSUED 8-29-80 OTr aasonad —@ascav—] NoWvouoN so Nowland | siva ONVHO LDL SETI ‘Ox Nouvusstoae vva | ————USTT=77~ uaannx rvreas | corn --Tz00m atvIEMTY TiOOE OOT LAVEOMY ROU VIVG GONVHO IOI TIV MOTSE WaINa) (Q40348 JNVIVE ONY LHOIIM/SYINMO. Mooney coy ISSUED 8-29-80PILOT'S LOADING GUIDE LOADING CALCULATION PROCEDURE Proper loading of the aircraft is essential for maximum flight performance and safety. ‘This section will assist you in determining whether the aircraft loading schedule is within the approved weight and center-of-gravity limite. To figure an actual loading problem for your aircraft, proceed as follows: Step 1. Step 2. Step 3. Step 4. 6-6 Refer to the latest entry on page 6-5 for the cur rent empty weight and moment. NOTE: Since the engine oil is normally kept at the full level, the oil weight and moment is included in basic empty weight and is constant in calculating all loading problems. Note the pilot's weight and the position his seat will occupy in flight. Find this weight on the left scale of the Loading Computation Graph (page 6-7) and cross the graph horizontally to the point representing the pilot's seat position between the FWD and AFT position lines on the graph for #1 and #2 seats. When this point is located, drop down to the bottom scale to find the value of the moment/1000 due to the pilot's weight and seat position, Repeat the procedure for the copilot and enter these weights and moment/1000 values in the proper subcolumns in the Problem Form on Page 6-7. Proceed as in Step 2 to account for the passengers in seats 3 and 4. Enter the weight and value of moment/1000 in the proper columns. Again proceed as in Step 2 to account for the amount of fuel carried, and enter the weight and moment/1000 values in the proper columns. Mooney soy ISSUED 8-29-60Prone roma vag [ABS | tans [ESE ae a. ta a tee | wa emia Aver ee “Sete ett min sch pin Wo, wo, or aFF ww me a 1Tem Wega (raga) [LOADING COMPUTATION] ot ‘MOMENT 1004 THOUSANDS OF PoUND-NCHES/1000) REVISION c Mocneeos 6-78 Lonben aincRAFT WEIGHT (POUNDS) 3 LOADED AIRCRAFT WEIGHT (POUNDS) Fak; CENTER OF GRAVITY MOMENT ENVELOPE ea ie eo ~ “{onDED AIRCRAFT MOMENT/“1000(POUND-INCHES) 2108 . 3 a TF 2800) 2500] 2400 00 zea ao i / mon 8 % 6 4 30 ot AIRCRAFT C6 LOCATION (La) INCHES AFT OF DATUM(STA. 0.0) Meoney203 ISSUED 12-28-78Step 5. Once more proceed as in Step 2 to account for the baggage to be carried and enter the figures in the proper columns. Step 6. Total the weight columns. This total must be 2740 pounds or less. Total the Moment/1000 column, Do not forget to subtract negative numbers. Step 7. Refer to the Center-of-Gravity Moment Enve- lope (page 6-8). Locate the loaded weight of your airplane on the left scale of the graph and trace a line horizontally to the right. Locate the total moment/1000 value for your airplane on the bottom scale of the graph and trace a Tine vertically above this point until the horizontal line for weight is intersected. If the point of intersection is within the shaded area, your aircraft loading is acceptable. If the point of intersection falls outside the shaded area, you must rearrange the load before takeoff. EQUIPMENT LIST ‘The following Equipment List is a isting of all items approved at the time of publication for the Mooney M20J. Only those items having an X in the "Mark If Installed" column and dated were installed at Mooney. If additional equipment is to be installed it must be done in accordance with the reference drawing or a separate FAA approval. Positive arms are distances aft of the airplane datum. Negative arms are distances forward of the airplane datum. , Asterisks (*) after the item weight and arm indicate complete assembly installations. Some major components of the assembly are listed and indented on the lines following. The summation of the major components will not necessarily equal the complete assembly installation. ISSUED 8-29-80 Moonmyuo.y 6-9UST Nawaroba ~ oO O VY UU) VY TART SaDGES FOTIEDAA rE] SITs FST LOTT IOUT os aT REGUS TATEORESEESAOTPSEHT XE Tae PIRES FRARIOS — TOTTI WF SERS | ¥] OF | 006 Toe008 Ta) APRS SHO TIS SATE a xp ee] re qaoces | ROTH TASTE TOTTET THO We TaTE FIO POT BH OF STATOR ERAS TTT EL HOS] VOU OE THEOOT | IGEN OSEOT BUTROAT "SUTDTT Ww ES LORTSEST PO TIE OTIC ———_—_—__|— carrvaser | (sauoxry| (saxnog) | oaravea +a Rorgansosaa waat “on aronva | wae | aHoraK waar Te war FA xa on REV A 3-5-81 ISSUED 8-29-80 6-10(sauoxr) a onmuvua +a wear axa on srt ueawaraog oO eu ISSUED 12-28-784ST anguarnds Parise vet 000-0bd08 Teur 3byT eqoxss aysbute 3 Ora oorr TO VETOOE | TOT TORT 63 29 SUT BUTEA BESS FPO Orr DOI= OECOOE | TAROT TOR) OSES TRUT BUTT TTT epee TT OT 00-86FF sana TaRT x pore ae Doo-E CoE TORETE STS WaT | TT Doo-TeeOOE WORETTEISUY wasne BOT wT | OTe GOs-BEDIET THUY BT ORTaSSa TaN AY Pe pra TOS CSCOE WOPOTTSSUY GOTT OTST x por wT Too-OECTGE TOTETREST Xr errs | —arae DoO-OEEOOT Tea SEAT SSIES TESST (sauown) | (sannoay onrwwua “aa Norzaruosaa Wet wae | “uuore. WaT wea on REVISION D 6-12xp owe | ve Te00Te “ere [an xpos | ew 752095 Geen Burpuer “aoaemaoy | wt =) ecavn | eral aves ‘conyereele Born | ot x[ oe | a 252019 venayueuesl A) RE | vt x] erent | es 160086 Gera “zosemsov | ae x] soe | ae ovr0s9 wau6ya Suypuer | eet (quco/ mavens “RORMGoaTa “@ lagraysssi| SsHoN0 | GANI08)] oeryna “at Notwariosaa wat “on 13) avax a ava Fon ser naman 6-13, REVA 345-81 ISSUED 8-29-80‘000s Saivia 9 Sau STaaHN “> Norsarnosaa wast sr axanaroda REV A 3-5-81 ISSUED 8-29-80 Mooney soy 6-14x[are [9 sotose ‘exexa Surzeaveatea | OL x| svar | sot0se xyoaresou ortaezpin | 99 =| ee oe sorose (292) aepurrAo aeasen oxea | oF (3000) SVE © SRT STaGHN “9 ‘eaNn00| py ‘ON GONN00| pyerayarr “52 xouanossanaur — |,-0| 78 \avax Hie] ava S| ow sri ananamba VY VU 6-15 REVA 3-5-81 ISSUED 8-29-80ast anawarnda CO _ oO WV S eet [ot socaze vemeg ToreeTS TAT ep ee - acrees TREES SSTER | aT Fs Ga wate RTT BOTT 7 wer | at wataee TTT w x [arer | a0 Tanne Tease POT a x [ora we Tae SORT TIO TAT # = pore ae wea OOS ROTA = TTT epee | Tarte aNS BES oF = porat v Tanner SHEETS wa | FE Tae SEIS TOOTSIE wa | ee Tattee SoS SATAY armmisa | samoan| ceanon | ome aae norseniosae waar “ox sear | Sime | Grogan waar TE) ar [ra] to ox REV A 3-5-81 ISSUED 8-29-80 Mooney cos 6-16srt ananaroa =| ea pw coeaze Teaey saree | Gt x ears ZEEE | SNOT OTTEST SHETTY —] ae Kara a TORE a id Cet THOT URGE azrreusr | isavoxz)] ‘axnoe) | oxzvsa “aay orsariosaa waar “on aronm | me” | Store wast Tela Gq wo 6-17 REV A 3-5-81 ISSUED 8-29-80oO oO C vos | sz zs0098 (ore) dima wanoen XP eT SOUT TST USERS US TSFERS- UNSER aarrvasur | (sauont)| (sawnoa) SNTMeEG * aH mY norsaraosaa wat ‘aD ENN SHOTEM, xa as on ASTT ananarnda REV A 3-5-81 ISSUED 8-29-80 Moonen cos 18,Tera T ve TE SET FURATOO TORT ATEN ITO eet ve ‘soeovT ace ot Tecoet ‘USI axaNarnba. Mooney so) REV A 3-5-81 ISSUED 8-29-80oO O VY To oT TSOOTS | _ Sel ““3SUT pesrUn-wepoouy | sor O'ST+ ey T8001 90% TH/M €S-NX BUTYL a ost] 09 180018 os-sux Sur [oF vol Ce Ts00Ts Lot xx Bury [PE TyT+ ve T800TS L6T AY BUpy 38 Teer] 69 TR00TS tee Din ew «|e seer] «FE Ts00TS voli SoH OF et] OT TOOTS We Wea Sar | Te [oe covots | @¥vewomysousn “Taour sopra Zoqseon [5% ag Tae TROT ‘ores “Tasur aepee Touavon | OT SOTTO FESTUS axrrvasnz | (saxoxr)| (saxnoa) | omzneua -ame norseraosaa waur. son aT Sav vee | “Guoran want (aos Fz] xe Z| 0% srt ueawarnda REVA 3-5-81 ISSUED 8-29-80 6-20+ a a Gzt0E8 D0e Day TOT HIOTAT TRIS) OTIC F SSTISTAT asrrvisex | (sauont)| (saxnoa) | ontmvaa *ame Norsarioeaa waa “on a0 XEH wav | aor waar Ts] ar a sea 3B] srt aaanarnoa VV UY 6-21 Mooneyi20s REVA 3-5-81 ISSUED 8-29-80- = ay ( ¢ VU O O xa om ToT FOROS) AT AUTRES TORT W xP rer or OOOO] —TRSROAEY SOUP WRG SE BERT co var or TOOTS BOROIS) AUTO SET We ae a TOUTS T3SROTE) TT AOL aT TORT TT oarreasxt parva * ant Noreatuosaa wax son aD watt Fe srt anawarnoa REVA 3-5-81 ISSUED 8-29-80 6-22‘Base dog porta Isti aNamamnds X[ over | ore L00%8 ara aT SS wee ASE BeTUE Poor TOT BIOTIS ATE ore aa arma |S cuywar [ona | Gage | owe am a wt 73) avax ra] xva Z| om 6-23 REVA 3-5-81 ISSUED 8-29-80oO srt LNawainda oe | & zo008e exeuoues o7s900TR se-vet | ots store (Supp dysaeeta “oweeaoe wTaE osrer | ez" 22096 (coen) To8Ur Z030H anon set a eezos6 (eozn) woveks nota Yona ((3uoa) queudynba Teuorsdo asst | ‘saxon | axnoa) | oy, 5 Lane: Tea? | SGN004) | onrawaa “sau Nowaniosaa wait (3 yavax [472] xva ISSUED 8-29-80 REV A 3-5-81 6-24SECTION Vil. AIRPLANE & SYSTEMS DESCRIPTION TABLE OF CONTENTS TITLE PAGE INTRODUCTION. . . . +e 18 1-3 +d ENGINE CONTROLS... 2... e-- IGNITION SYSTEM... . . ee FUELSYSTEM... .--. 50000 GILSYSTEM. so ee ENGINE COOLING . VACUUM SYSTEM . PROPELLER... . _ FUGHT PANEL & CONTROLS FAMILIARIZATION «oe eee eee 18 FLIGHT INSTRUMENTS & CONTROLS... . « 1 ENGINE INSTRUMENTS & CONTROLS. - . : T5 MISCELLANEOUS INSTRUMENTS, CONTROLS - @INDICATORS....... ANNUNCIATOR AND SWITCH PANEL»... TH22 FUGHT CONTROLS... ..- : 12 PRIMARY FLIGHT CONTROLS... .- + - 124 TRIM CONTROLS... . Dill tae WING FLAP CONTROLS... ru PITOT-STATIC SYSTEM... 02s eevee 7-25 STALL WARNING SYSTEM... 0 os 7285 EMERGENCY LOCATOR TRANSMITTER...» 7-28 ISSUED 12-28-78 moc cay THLANDING GEAR... ss. ELECTRIC GEAR RETRACTION SYSTEM . . EMERGENCY GEAR EXTENSION SYSTEM « BRAKE & STEERING SYSTEMS . . . ELECTRICAL POWER... ..... ALTERNATOR & BATTERY CIRCUIT BREAKERS ANNUNCIATOR LIGHTS. INSTRUMENT & PLACARD LIGHTS CABIN LIGHTING... .. EXTERIOR LIGHTING CABIN ENVIRONMENT. HEATING & VENTILATING SYSTEMS . . WINDSHIELD DEFROSTING SYSTEM CABIN SEATS & SAFETY BELTS SAFETY HARNESS... . |. BAGGAGE & CARGO AREAS . . DOORS, WINDOWS & EXITS « Mooney20J REVISION D UsINTRODUCTION Acquiring a working knowledge of the aircraft's controls and equipment is one of your important first steps in developing a fully efficient operating technique. This aj plane and Systems section describes location, functio. and operation of systems controls and equipment. It is advisable for you, the pilot, to familiarize yourself, with all controls and systems while sitting in the pilot's seat and rehearsing the systems operations and flight procedures portions of this manual. AIRFRAME The airframe has a welded, tubular-steel cabin structure enclosed in sheel-aluminum skins. Stressed skins rivet to main and auxiliary spars in the wing, stabilizer, and vertical fin. The laminar-flow wing has full wrap- around skins with flush riveting over the forward top and bottom two thirds of the wing area. For pitch trim control, the empennage pivots on the aft fuselage. A torque-tube-driven jack screw, bolted to the rear taileone bulkhead, sets the stabilizer angle. The forward-opening cabin door provides access to both front and rear seats. The baggage compartment door is located above the right wing trailing edge to permit baggage loading from the ground. The tricycle landing gear allows maximum taxi vision and ground maneuvering. Hydraulic dise brakes and a steerable nose wheel aid in positive directional control during taxiing and crosswind landings. The landing gear is electrically retracted and extended. A gear warning horn, a gear position indicator on the floorboard and a green "gear down" light help prevent inadvertent gear-up landings. A manual emergency gear extension system is provided for use in the event of an electrical failure. ISSUED 12-28-78 mooneys coy 138POWER PLANT ENGINE CONTROLS __ne engine controls are centrally located, between The pilot and co-pilot, on the engine control console. The throttle knob regulates manifold pressure. Pushing the knob forward increases the setting; pulling the knob afl decreases Ue selling. ‘The propeller control, with its crowned blue or black knob, controls engine RPM through the propeller governor. Pushing the knob forward increases engine RPM; pulling the knob aft decreases the setting. ‘The mixture control, with its red fluted knob, establishes the fuel-air ratio (mixture). Pushing the knob full forward sets the mixture to full-rich, pulling the knob aft leans the mixture, and pulling the knob to. its maximum aft travel position closes the idle cutoff valve, shutting down the engine. Precise mixture settings an be established by observing the EGT gage (if Listalled) on the pilot's right hand instrument panel while adjusting the mixture control. ‘The ram air control located directly below the throttle control, allows the selection of filtered induction air or unfiltered direct ram air. Using ram air will increase the manifold pressure by allowing engine induction air to partially bypass the induction air filter. ‘The use of ram air must be Iimit~ ed to clean, dust-free air. ‘The engine will operate on direct unfiltered air when the ram air control is pulled on. When ram air is on allowing unfiltered air to enier the engine, the ram air annunciator light located above the center radio panel will illuminate when the landing gear is down, Should the induction air filter clog, a spring-loaded door in the induction system will open by induction vacuum to allow alternate air ‘0 enter the engine. 1-4 Mooney 3 REVISION D oO(PR voy rem carnuer | RAM AIR OFF ALTERNATE AIR FIGURE 7-1 ENGINE AIR INDUCTION SYSTEM Cylinder head temperature, oll pressure, fuel pressure and oil temperature gages are located above the flight instruments. EGT, tachometer, and manifold pressure are located to the right of the radio panel. Color ares on instrument faces mark operating ranges. Proper inter- pretation of engine instrument readings is essential for~ selecting optimum control settings and for maintaining. maximum cruise fuel economy. IGNITION SYSTEM The magneto ignition system features two electrically independent ignition circuits in one housing. The right magneto fires the lower right and upper left spark plugs, and the left magneto fires the lower left and upper right spark plugs. The magneto/starter switch has five posi- | tions: OFF, R (right), L (left), BOTH, and START. In the OFF position both magnetos are grounded. At the R position the left magneto grounds. At the L position the right magneto grounds. At the BOTH position both magnetos are HOT and the ignition system ison. For safety, the ignition switch must be OFF and key removed when the engine is not running. Turning the ignition switch to | start and pushing in closes the starter solenoid, engage: the starter and allows the impulse coupling to automati¢ retard the magneto until the engine is at its retard firing position. The spring action of the impulse is then released to spin the rotating magnet and produce the spark REVISION Dr Mooney oy 15to fire the engine. After the engine starts, the impulse coupling flyweights donot engage due to centrifugal action. ‘The coupling thenacts asa straight driveandthe magneto fires at the normal firing position of the engine. ‘The magneto/starter switch is spring loaded to return from START to the BOTH position when released. Do not operate the starter in excess of 30 seconds or re-engage the starter without allowing it time to cool. yuu Y WARNING 7 Gaui Do not turn the propeller when the magnetos are NOT gromded. Ground the magneto points before removing switch wires or electrical plugs. All spar plug leads can be removed as_an alternate safety measure. FUEL SYSTEM G Fuel is carried in two integral sealed sections of the forward inboard area of the wings. Total usable fuel capacity is 64 gallons. Both tanks have fuel level indicators vistble through the filler ports. These indica~ tors show the 25-gallon level in each tank. There are sump drains at the lowest point in each tank for taking fuel samples to check for sediment contamination and condensed water accumulation. The recessed three-position fuel selector handle aft of the console on the floor allows the pilot to set the selector valve t) LEFT tank, RIGHT tank, or OFF position. The gascolator, located to the left of the selector valve in the floorbeard, is for draining condensed water and sediment ~ from the lowest point in the fuel lines before the first \o'flight of the day and after each refueling. 1-6 Mooneyacoy ISSUED 12-28-78Fuel feeds from one tank at a time to the selector valve and through the electric fuel pump (boost pump) enroute to the engine-driven pump and the fuel injector unit. The electric fuel pump is capable of supplying sufficient pressure and fuel flow for maximum engine performance should the engine driven pump fail. Electric fuel-level transmitters in the tanks operate the fuel gages. The master switch actuates the fuel quan- LGASCOLATOR 20051 Pune | rocrunoers | FIGURE 7-2 FUEL SYSTEM SCHEMATIC tity indicator system to maintain an indication of fuel remaining in each tank. The fuel pressure gage regis- ters fuel pressure in tle line to the injector. Vents in each fuel tank allow for overflow and ventilation, ‘The optional visual fuel quantity indicators located on top of each wing tank are to be used for partial fuel loading only and not for preflight inspection purposes. REVISION D Mooneyecas TTOIL sysTEM ‘The engine has a full-pressure wet-sump oll system with an 8-quart capacity. An automatic bypass control valve routes of] flow around the ofl cooler when operating temperatures are below normal or when the cooling radiator is blocked. ENGINE COOLING ‘The down-draft engine cooling system provides ground and inflight power plant cooling. Engine baffling directs air over and around the cylinders and out the cow! flap openings. Opening the cowl flap doors allows proper air flow on the ground and during low-speed high-power climbs. Pulling the cowl flap control full aft opens the cowl flaps. The cowl flaps should be partially opened, (control pulled aft approximately two to three inches), if necessary to maintain the oil and cylinder head temperature within the normal operating range. VACUUM SYSTEM ‘An engine-driven vacuum pump supplies suction for the vacuum-operated gyroscopic flight instruments. Air entering the vacuum-powered instruments is filtered; hence, sluggish or erratic operation of vacuum-driven instruments may indicate that a clogged vacuum filter element is preventing adequate air intake. A vacuum annuneiator light is provided to monitor system operation. PROPELLER ‘The propeller, of the constant speed type, is a single- acting unit in which hydraulic pressure opposes the natural, centrifugal twisting moment of the rotating blades, and the force of a spring, to obtain the correct pitch far the engine load. Engine lubricating ofl is supplied to the power piston in the propeller hub through the propeller shaft. The amount and pressure of the oil supplied is controlled by an engine-driven governor. Increasing engine speed will cause oil to be admitted to the piston, thereby increasing the pitch. Conversely, decreasing engine speed will result in oil leaving the piston, thus decreasing the pitch. 18 Mooneynsos ISSUED 12-28-78 oOFLIGHT PANEL & CONTROLS FAMILIARIZATION FLIGHT INSTRUMENTS AND CONTROLS 1979 REVISION D Mooney soy 1-9RADIO MASTER ‘The Radio Master Switch/Circuit Breaker operates a Fotay auppiying power to fhe ratiobus bars. Sincethe Felay fstmorpizedto cat the powerto the radio bus, >) Elltke'of thetelay collwill sl allow power tothe’ Hidte ius. Bnorgiing the starter automaticaly ener~ Eien he rey and dncimneeta the ragiostrom th bus: @ waster swrrcn ‘The master switch operates the battery relay which controls battery power to the main ship bus bar. ‘This switch also cuts the alternator field power - from main bus to the alternator. This cuts off all ships power except the cabin light and electric clock. @ TURN COORDINATOR. (if installed) ‘The turn coordinator takes the lace of a turn and bank indicator and operates from an electric power source. ‘The turn coordinator is independent of the flight reference gyros. The turn coordinator displays varia tions in roll and yaw to the pilot by means of a damped miniature aircraft silhouette display - this provides (~) the pilot with the essential information to execute a "proper turn" @ crock tt instatted) ‘The electric clock with a sweep second hand, may be set by the pilot by pulling the knob and turning either left or right. AIRSPEED INDICATOR ‘The standard airspeed indicator is marked in knots and miles per hour. Limitation markings are CAS and include the white are (61 to 125 MPH, 52 to 108 KTS) green arc (68 to 200 MPH, 59 to 173 KTS), yellow arc (200 to 225 MPH, 173 to 195 KTS); and a red line (225 MPH, 195 KTS). Q®@Aarrirwwe GyRo (it installed) ‘The attitude gyro gives a visual indication of flight attitude. Bank attitude is presented by a pointer at the (~ top of the indicator relative to the bank scale which is \— marked in increments of 10°, 20°, 30°, 45°, 60°, and 7-10 Mooney 25 REVISION D90° either side of the center ‘mark. Pitch attitude is presented by an airplane silhouette in relation to the horizon bar. A knob at the bottom of the instrument is provided for in-flight adjustment of the silhouette to the horizon bar for a more accurate flight attitude indication, @ IECTIONAL GYRO (if installed) ‘The directional gyro displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The directional indicator will precess slightly over a period of time. Therefore, the compass card should be set in accordance with the magnetic compass just prior to takeoff, and occasionally re-adjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession. @®acrmerer Alrplane altitude 1s depicted by a barometric type altimeter, A knob near the lower eft portion of the indleator provides adjustment ofthe instrument's taromelrie scale to the proper barometrle pressure reading. © vernicat SPEED INDICATOR (i instaled) ‘The vertical speed indicator depicts airplane rate of climb or descent in feet per minute. The pointer is actuated by an atmospheric pressure change supplied by the static source. © cear sarery overrive swrrcH ‘The gear safety override switch is a mechanical means of electrically bypassing the airspeed safety switch. In the event the gear control switch is inadvertently placed in the gear-up position, the gear airspeed safety switch prevents the gear being retracted before approximately 75 MPH (65 KTS) airspeed iB reached. Should it be necessary to retract, at lower airspeed the gear safety override REVISION D Mooneyacoy wuswitch may be pressed allowing the gear to retract. ‘The activation of the gear safety override switch overrides the safety features of the airspeed switch and can cause the gear to start retracting while onthe ground. © cean swren ‘The electric gear switch identifiable by its wheel shaped knob, is a two-position switch. Pulling aft and lowering the knob lowers the landing gear while pulling aft and raising the knob raises the gear Failure to "Pull" knob out prior to movement may result ina broken switch. MAGNETIC COMPASS ‘The magnetic compass is liquid-filled, with expansion provisions to compensate for temperature changes. It is equipped with compensating magnets adjustable from the front of the case. Access to the compass light and the compensating magnets is provided by pivoted covers. No maintenance is required on the compass except an occasional check ona compass rose with adjustment of the compensation card, if necessary, and replacement of the lamp. @riar swrrcn ‘The flap switch in a recess on the right of the console operates the electrically-actuated wide span wing drag flaps. “Holding the spring-loaded switch in the down position lowers the flaps to the desired angle of deflection. A pointer in the center console indicates flap position. Simply releasing downward pressure on 112 Mooneyaccy REVISION Dthe switch allows it to return to the OFF position stopping the flaps at any desired intermediate position| during extension. When flap-up position is selected, | flaps will retract to full up position unless the switch is returned to the neutral position for a desired intermediate setting. Pushing the switch to the UP positio: retructe the fe. @rrar posin1ox worcaror Wing fap position is mechanically indented thr a | cable mounted directly to the flap jackshaft. A pointer, in the flap position indicator indicates flap position. The intermediate mark in the pointer range is the flap TAKEOFF setting. @cean vosmow mpicaror ‘The illuminated gear-down position indicator in the back of the fuel selector, trim pan aft of the center console has two marks that align when the gear is down and illuminates when the green gear down, light is on. ‘TRIM CONTROL WHEEL Rotating the trim control wheel forward lowers the nose while rearward rotation raises the nose of the aireraft. © ram Posrrion mpicaToR Stabilizer trim position is mechanically indicated :hru a cable attached to the trim wheel mechanism. Position indications are shown on the console. PITOT HEAT SWITCH/CIRCUIT BREAKER Pushing ON the pitot heat combination rocker switch/ circuit breaker turns on the heating elements within the pitot tube. Should a short occur the combination switch/circuit breaker will automatically trip to the OFF position. LANDING LIGHT SWITCH/CIRCUIT BREAKER Pushing ON the landing light combination rocker switch/circuit breaker turns ONthe landing light. REVISION D Moonersccy‘Should a short occur the combination switch/ circuit breaker will automatically trip to the OFF position. The landing light should not be operated when the engine is not running to preclude over- heating of the lamp. NAVIGATION LIGHT SWITCH/CIRCUIT BREAKER Pushing ON the navigation light combination rocker switeh/circuit breaker turns ON the wing tip and tail navigation lights. Should a short occur the com~ bination switch/circuit breaker will automatically trip to the OFF position. STROBE LIGHT SWITCH/CIRCUIT BREAKER (if installed) Pushing ON the strobe light combination switch/ circuit breaker turnsON the wing tip strobe lights. Should a short occur the combination switch/cireult ” breaker will automatically trip to the OFF position, Ta ROTATING BEACON SWITCH/CIRCUIT BREAKER Gf indtalled) . Pushing ON the rotating beacon combination switeh/ circuit breaker turns ON the rotating beacon. Should a short occur the combination switch/circuit breaker ‘will automatically trip to the OFF position. Mooneyscoy REVISION D oOENGINE INSTRUMENTS AND CONTROLS - 1979 @ana @) FUEL QUANTITY INDICATORS ‘The fuel quantily indicators are used in conjunction with a float- operated variable-resistance transmitter REVISION D Moonen coy 115ineach fuel tank. ‘The tank-full position of the trans- miter float produces a maximum resistance through the transmitter, permitting minimum current flow through fuel quantity indicator and maximum pointer deflection. @ crunper nea remperaTuRE ‘The cylinder head temperature indications are controlled by an electrical resistance type temperature probe installed in the number three cylinder, and revelves power from the aircraft electrical System. @ ott pressure GAGE ‘The electric transducer type oil pressure gage is a direct-reading gage, operated by a pressure pickup line connected to the engine main oil gallery. @ 01 TEMPERATURE GAGE ‘The oil temperature gage 1s'an electric instrument connected electrically to a temperature bulb in the engine. Temperature changes of the engine oil change the electrical resistance in the bulb thereby allowing more or less current to flow through the indicating gage. @ aumerer The ammeter indicates current flow, in amperes, from the alternator to the battery, or from the battery to the electrical system. With the engine operating, and master switch "ON", the ammeter indicates the rate of charge being applied to the battery. In the event of an alternator malfunction, or if the electrical load demand exceeds the alternator output, the ammeter will indicate the discharge rate of the battery. @) FUEL PRESSURE GAGE ‘The fuel pressure gage is of the electric transducer type and is calibrated in pounds per square inch and incieates the pressure to the fuel injector. 7-16 Mooney 205 REVISION D QOGASCOLATOR The gascolator, ‘tocated to thé left of the console on the floorboard, allows the pilot to drain condensed water and any sediment from the lowest point in the fuel line. To activate the gascolator pull the ring x upward, to stop drainage release the ring. EGT/OAT GAGE ‘The EGT/OAT gage is located to the right of the radio panels and above the engine tachometer. A thermocouple probe in the number 3 exhaust pipe transmits temperature variations to the indicator mounted in the instrument panel. The indicator serves as a visual aid to the pilot when adjusting mixture. Exhaust gas temperature varies with fuel- to-air ratio, power and RPM. The OAT, gage provides the pilot with the free strearg outside air temperature in degrees centigrade. @ tAcnomerer ‘The tachometer i a mechanical indicator driven at half crankshaft speed by a flexible shaft. Most tachometer difficulties will be found in the driveshaft. To function properly, the shaft housing must be free of kinks, dents and sharp bends @ awiror pressure The manifold pressure gage ts of the direct reading type and is mounted above the engine tachometer. The gage is calibrated in inches of mercury and indicates the pressure in the induction air manifold. @ Ram am controt Pulling the ram air control allows the use of unfiltered air. ‘The use of ram alr must be imited to clean dust- free air and must not be used during any ground opera-_| tions. REVISION D Mooneyacoy 7-11MIXTURE CONTROL ‘The mixture control allows the pilot to adjust the fuel-air ratio (mixture) of the engine. Pushing the control forward richens the mixture. Pulling the control aft leans the mixture and pulling the control full aft closes the idle cutoff valve shutting down the engine. The control is of the vernier type and fine adjustments of the mixture can be obtained by turning lie knob, clockwise richens the mixture, counterclockwise leans. @ PROPELLER CONTROL Pushing the propeller control forward increases engine RPM; pulling the control aft decreases the engine RPM. The control is of the vernier type and fine adjustments of RPM's can be obtained by turaing the knob clockwise increases RPM's, counterclockwise decreases RPM's. THROTTLE CONTROL Pushing the throttle control forward increases the manifold pressure thereby increasing the engine power. Pulling the control aft decreases the manifold pressure thereby decreasing the engine power. COWL FLAP CONTROL Pulling the cow] flap control full aft opens the cowl flap doors allowing additional airflow to properly cool the engine on the ground and during low speed high pover climbs. ‘The cowl flaps may be partially opened, (control pulled aft approximately three inches if tecessary, to maintain oil and cylinder head temperatures within the normal operating range. @ Fue oosr PuMp SWITCH/CIRCUIT BREAKER Pushing ON the fuel boost pump combination rocker switch/eircuit breaker turns ON the fuel boost pump. Use of the fuel boost pump should be Umited to starting, takeoff, switching fuel tanks, landing, and emergency situations. ‘The fuel boost pump is capable of supplying fuel lo the engine at the rated quantities and pressures 7-18 Mooney) REVISION D: Oto permit the engine to develop maximum rated power. @ Fue sexector vALVE The fuel selector valve located on the floorboard is a three-position valve which allows the pilot to select either the left or right fuel tank. Turning the valve to OFP shuts off all fuel to the engine. At full throttle the engine will stop from fuel starvation in 2 to 3 seconds. @ macneto/srarrer switcH ‘The magneto/starter switch combines both ignition and starting functions. Turning the ignition key clockwise through R, L, and BOTH to the START MAG position and then pushing forward on the key and receptacle engages the starter. Releasing tile key when the engine starts allows the switch to return by spring action to the BOTH position. MISCELLANEOUS INSTRUMENTS, CONTROLS AND INDICATORS ~1979 REVISION D Mooneyscay 119MISCELLANEOUS INSTRUMENTS, CONTROLS: AND INDICATORS ~ 1980 @)_ RADIO MICROPHONE (If Installed) @® zap uci swrrcn AND DiuMeR ‘Turning the radio light switch knob clockwise turns ON the radio and indicator lights. Continued turning clockwise increases light intensity. @ ravio Panexs Bdsjate space 1s provide for intalation of optional avtentes. PANEL LIGHT SWITCH AND DIMMER Turning the panel light switeh knob clockwise turns ON the instrument lights located in the glareshield, Continued turning clockwise increases the lighting Intensity. © omcurr prwaxer PANEL Push-to-reset and push-pull clreuit breakers auto- mhatically break the electrical current flow if the systems receive an overload. ©® cian ucwrer 7-20 Mooneyp205 REVISION DPARKING BRAKE CONTROL Pulling the parking brake control and depressing the brake pedals sets the parking brake. Pushing in | the parking brake control releases the parking brake. | CABIN VENT CONTROL | Pulling the cabin vent control aft opens the cabin vent, | located on the right side of the airplane. Optimum | use of the cabin vent control is described in the | Cabin Environment Section. | CABIN HEAT CONTROL Pulling the cabin heat control turns on cabin heat. ‘To lower cabin temperature the cabin heat control, is pushed forward toward the OFF position. Opti- ‘mum use of the cabin heat control is described in the Cabin Environment Section. © berrosr cowrror. | Pulling the defrost control decreases air flow i to cabin and increases air flow over the wind ' shield in the front of the glareshield area. | Optimum use of the defrost control is des- eribed in the Cabin Environment Section. | @ aurennare sratic source vALvE Pulling the alternate state source valve to the full aft position (alternate) changes the source | Sate i tor thestimeter, airspeed indieator hd rate-of-clia tndteatorfvom the outside of the aireraft tothe cabin inerlor. @ swwaser sack @ wcroruone sack REVISION D Mooney,255 yan@ @an® yy Savi ont on “ ‘$s ‘abe PRESS-T0-TEST SWITCH Pressing the red press-to-test switch with the master switch ON will illuminate all annuncia~ tor light bulbs. Defective bulbs should be replaced prior to the next flight. GEAR SAFETY INDICATOR ‘The green GEAR DN light and a red GEAR UNSFE light provide visual gear position signals. The green light (GEAR DN) shows continuously when the gear is fully extended. With the navigation lights on, the GEAR DN light is dim for night operation. All gear lights are out when the gear is fully retracted. Gear unsafe light is on between Mooneyecoy REVISION D© gear fully extended and gear fully retracted position. FUEL LOW INDICATORS Left and/or right, red, fuel low annunciator light comes on when there is 2-1/2 to 3 gallons of useable fuel remaining in the respective tanks. VACUUM MALFUNCTION INDICATOR ‘The red VAC annunciator light indicates a malfunction or improper adjustment of air suction system. Air suction is available for operation of the attitude gyro, and also the directional gyro, and will be shown in inches of mercury. The designated suction range is 4.0 to 5.5 inches of mercury. The vac light will blink when suction is below 4.0 inches of mercury and gives a steady light when suction is above 5.5 inches of mercury. In either case the gyros should not be considered reliable during this warning time. VOLTAGE IRREGULARITY INDICATOR The red VOLTS annunctator light comes on desig- nating Improper voltage supply. A red blinking light designates low, or no voltage from the alternator; a steady red light indicates over voltage or a trippage of the voltage relay. AREA NAV FUNCTION INDICATOR The blue AREA NAV light refers only to the ON or OFF position of specific navigation equipment. RAM AIR POSITION INDICATOR ‘The amber RAM AIR annunciator light is a remin- der that ram air system is in operation when the gear comes down and should be turned off to reroute air through air filter. DIM SWITCH The DIM switch is activated when the low fuel lights come on bright. ‘The switch will dim both low fuel REVISION D Mooney 20.5 7-23lights but will not turn them off. To restore the display to bright, press the test switch. @) EMERGENCY LOCATOR TRANSMITTER SWITCH The ELT switch manually activates the emergency locator transmitter located in the forward portion of the taileone. To activate the system pull the switch Y out and raise. Failure to pull out can result {na breakage of the switch. Reference should be made to the Emergency Locator Transmitter section for proper and lawful usage of the ELT. FLIGHT CONTROLS PRIMARY FLIGHT CONTROLS Push-pull tubes with self-aligning rod end bearings actuate the primary flight control surfaces. A spring- loaded interconnect device indirectly joins the aileron and rudder control systems to assist in lateral stability during flight maneuvers. Control surface gap seals minimize airflow through the hinge slots and reduce drag. ~ TRIM CONTROLS For pitch trim control, the emtire empennage pivots on the tail cone attachment points to increase or decrease the horizontal stabilizer angle. This design allows flight trim establishment with minimum control surface deflection. A trim indicator on the console indicates stabilizer trim position. In flight, forward rotation of the trim wheel lowers the nose; rearward rotation raises the nose. WING FLAP CONTROLS ‘The flap control is located in a recess on the right side of the engine control console and operates the electrically-actuated wide-span wing flaps. Moving the control to the UP position, retracts the flaps. The position of f the flaps can be noted from the flap position indicator o located adjacent to the trim indicator. Holding the 1-24 mooneyicoy REVISION Dcontrol in the down position moves the flaps down until the desired position is reached, releasing the control stops flap movement. Limit switches prevent flap travel above or below travel limits. PITOT STATIC SYSTEM 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 pitot system drain valve is located on the forward bottom skin of the left wing just outboard of the wing fillet. Static ports on each side of the tail cone supply static air pressure for the altimeter, the air~ speed indicator, and the vertical speed indicator, A static system drain valve is located on the fuselage bottom skin below the tail cone access door. ‘An alternate static pressure source valve is installed under the left flight panel above the pilot's left knee. STALL WARNING SYSTEM ‘The electrical stall warning system uses a vane-actuated switch, installed in the left wing leading edge, to energize a stall warning horn located in the cabin. The stall warning switch is adjusted to provide aural warning at 5 to 10 MPH before the actual stall is reached and will remain on | until the aircraft flight attitude is changed. i EMERGENCY LOCATOR TRANSMITTER The Emergency Locator Transmitter (ELT) is located in the forward portion of the tailcone and is accessible by removing the radio access panel on the left side of the fuselage. The emergency locator transmitter meets the requirements of FAR 91.52 and is automatically activated by a longitudinal force of 5 to 7g’s. The ELT transmits a distress signal on both 121.5 MHz and 243.0 MHz for a period of from 48 hours in low temperature areas and up to 100 hours in high temperature areas. The unit operates on a self-contained battery. The battery has a useful life of four years. However, to comply with FAA regulations it must be replaced after REVISION D 77 Moonayscay 1-25two years of shelf life. The battery should also be re~ placed if the transmitter has been used in an emergency situation or if accumulated test time exceeds une hour’ ‘The replacement date is marked on.the transmitter label On the unit itself is a three position selector switch placarded "OFF", "ARM", "ON", The "ARM" position ~ is provided to set the unit to the automatic position so that it will transmit only after impact and will continue to transmit until the battery is drained to depletion or until the switch is manually moved to the "OFF" position. The "ARM" position is selected when the transmitter is in~ stalled at the factory and the switch should remain in that position whenever the unit is installed in the airplane. ‘The "ON" position is provided so the unit can be used as a portable transmitter or in the event the automatic fea~ ture was not triggered by impact or to periodically test the function of the transmitter. Select the “OFF” position when changing the battery, when rearming the unit if it has been activated for any reason, or to discontinue transmission. Ifthe switch on the unit has been placed in the "ON" position for any reason, the "OFF" position has to be selected before selecting "ARM". If "ARM" is selected directly from the "ON" position the unit will continue to transmit in the "ARM" position. A pilot's remote switch, located above the radio panel, is provided to allow the transmitter to be controlled from inside the cabin, The pilot's remote switch is placarded "ON", "ARM". “The unit will start transmitting when placed ia the "ON" position and will stop when remote ‘Switch is placed in "ARM" position during cockpit checkout. Q ‘The locator should be checked during the ground check to make certain the unit has not been accidentally activated. Check by tuning a radio receiver to 121.5 MHz. If there is an oscillating sound, the locator may have been activated and should be turned off immediately. Reset to the “ARM" position and check again to insure against outside interference. BS 1-26 Mooneyscoy REVISION DIf for any reason a test transmission is necessary, the operator must first obtain permission from a local FAA/FCC representative (or other applicable Authority) or in accordance with current regulations. Test transmission should be kept toa minimal duration. LANDING GEAR ELECTRIC GEAR RETRACTION SYSTEM ‘The two-position electric gear control switch, identified by its wheel-shaped knob, is located near the top of the instrument panel above the throttle. ‘There are two ways to check that the electrically-actuated gear 1s down: (1) The green gear-down annunciator light is on. (@) ‘The indicator marks align as seen on the floor~ board visual gear-position indicator. A green GEAR DN light, a red UNSAFE light, and a warning horn provide visual and audible gear position signals. The green light (GEAR DN) shows continuously when the gear is fully extended. With the navigation lights on, the GEAR DN light is dim for night operation. All gear lights are off when the gear is fully retracted. Retarding the throttle below 12 inches manifold pressure causes the gear warning horn to emit an intermittent tone if the gear is not down. To prevent inadvertent retraction of the landing gear system an airspeed actuated safety switch is installed in the pitot system. The switch is not intended to sub- stitute for the gear ewitch in keeping the gear extended while taxiing, taking-off, or landing. Never rely on the safety switch to keep the gear down during taxi, take-off or landing. Always make certain that the landing gear switch is in the down position during these operations. REVISION D Moonerasoy 1-27The aircraft is also equipped with a landing gear safety bypass switch override should the gear fail to retract after take-off. Section IIT discusses the procedure to be used should the landing gear safety switch fail to de-activate after take-off. - EMERGENCY GEAR - MANUAL EXTENSION SYSTEM ‘The emergency gear extension pull cable located between and aft of the seats if for manually driving the electric gear actuator to extend the gear if the electric system malfunctions. Section IIT discusses the emergency gear extension procedure. BRAKE & STEERING SYSTEMS ‘The main gear wheels incorporate self-adjusting disc- type hydraulle brakes. The pilot's rudder pedals have individual toe-actuated brake cylinders linked to the rudder pedals. Depressing the toe pedals and pulling ou: the parking brake control on the console sets the brakes. Pushing the parking brake control forward releases the brakes. It is not advisable to set the parking brake when the — brakes are overheated, after heavy braking or when = \_ oulside temperatures are unusually high. ‘Trapped hydraulic fluid may expand with heat and damage the system. Wheel chocks and tiedowns should be used for long-term parking. Rudder pedal action steers the nose wheel. Gear retraction relieves the rudder control system of its nose wheel steering and centers the wheel to permit retraction into the nose wheel well. ‘The minimum turning radius on the ground is 41 feet. ELECTRICAL POWER ALTERNATOR & BATTERY A 12-volt 35-ampere-hour storage battery in the tailcone and a 60-ampere self-rectifying alternator supply electrical pover for equipment operation. ‘Theammeter inthe engine instrument display indicatesbattery charge/discharge rate. 7-28 Mooneyacay REVISION D‘A power loss in the alternator or voltage regulator will be shown as adischarge reading on the ammeter; a discharged battery will be indicated as a high-charge reading. ‘The voltage regulator adjusts alternator output to current load while maintaining a constant voltage level. A voltage warning light illuminates steadily when voltage limits are exceeded and flashes when the voltage is low. =o "ye asromor iY wr FIGURE 7-3 ELECTRICAL SYSTEM SCHEMATIC REVISION D Mooneyasos 1-29CIRCUIT BREAKERS Pusa-to-reset, push-pull, or rocker-switch circuit breakers automatically break the electrical current flow if the systems receive an overload, thus preventing damage to electrical wiring. ‘The main circuit breaker panel is in the extreme right panel. Figure 7-4 illustrates the main circuit breaker panel with its push-pull standard equisment circuit breakers. All rocker-switch circuit breakers are at the bottom of the flight panel. FIGURE 7-4 Main E S Circuit Breaker Pt) sauratin C) attistin ©) ‘The alternator push-to-reset circuit breaker on the main breaker panel furnishes an emergency overload break between the alternator and the main buss. Since the alternator is incapable of output in excess of the circuit breakers capacity, a tripped breaker normally indicates a fault within the alternator. Since the alternator is then cut cut of the power cireuit, the storage battery supplies electrical pover in steadily diminishing output with the master switch on. ‘The alternator-field is a push-pull circuit breaker and furnishes an emergency break in the alternator field excitation circuit in the event of alternator or voltage regulator malfunction. if the regulator output voltage 7-30 Mocney20s REVISIONexceeds limits, the red voltage warning light illuminates steadily. Turning off the radio master switch and then turning master switch off and on, will reset the vollage regulaior. The overvoltage annunciator light should re~ main cut,” If the overvoltage light comes on again, pulling out the aiternator-field circuit breaker cuts the alternator Out of the power circuit. Once again the battery is only source of electrical power; therefore, all electrical equipment not essential for flight should be turned off and the flight terminated as soon as practical to correct the malfunction. ANNUNCIATOR PANEL ~ 1979 The landing gear lights, low fuel ight, voltage lights, and ram air lights are grouped in the annunciator and switch panel. A test switch, dim switch, and BLT switch are also found in the panel and each of the lights and switches are discussed elsewhere in this section. ANNUNCIATOR PANEL -1980 ‘The landing gear lights, low fuel light, voltage lights, and ram air lights are grouped in the annunciator panel. test switch and dim switch are found in the panel and each of the lights and switches are discussed elsewhere in this section. ELT PANEL -1980 ‘The ELT Panel houses the remote ELT Switch and pro- Vides room for other swllches ag required for oplional avionics installations. (See Section 1X for the avionies systems installed in this aircraft). INSTRUMENT & PLACARD LIGHTS All instrument faces and placards are floodlighted by light bulbs in the glareshield. ‘There are two rheostat knobs on the right hand radio panel, the left control regulates the intensity of the instruments and placard lighting. The right control provides avionic lighting. Rotating the knobs clockwise turns on and increases light intensity. CABIN LIGHTING A dome light illuminates the cabin. Its BRIGHT-OFF- DIM switch is slightly forward and to the right of the dome light. REVISION D Mooneyacos T31EXTERIOR LIGHTING Conventional navigation and high intensity strobe lights are installed on the wing tips. A landing and taxi light is installed on the right side of the lower engine cowling. All exterior lights are controlled by rocker type switches on the lower left portion of the instrument~ panel. oe When high intensity wing tip strobe lights are installed. they should be turned off when taxiing near other aireraft,in fog or clouds. ‘The conventional navigation lights must be used for all night operations. CABIN ENVIRONMENT HEATING & VENTILATION SYSTEMS ‘Three ventilating systems provide cabin environmental control suited to individual pilot and passenger prefer- ences. Fresh air heated by the engine exhaust muffler, and cool air from an airscoop on the co-pilot side, can be individually controlled and mixed to the desired FIGURE 7-5. CABIN HEATING & VENTILATING. temperature. The left side fresh-air scoop has an ~ adjustable eyeball outlet near the pilot'e knee. 1-32 Mooneypcoy REVISION Da The cabin overhead ventilating system works :odependently of the cabin heating and ventilating system. Fresh air enters an intake on the dorsal fin and ts controlled by individual eyeball outlets above each seat. The 1980 models have a master air vent control to regulate flow of air through the individual overhead outlets. This contro! is located above the pilots seat back on the overhead panel. ‘The cabin heat control is marked CABIN HEAT. Pulling the cabin heat control aft supplies heat to the cabin and defroster system. The cabin vent control is marked VENT. Pulling the vent control aft supplies fresh air to the lower cabin and the defrost system. Hot and cold air may be mixed by adjusting both heat and vent controls. These controls may be adjusted between full open and full closed. The right side airscoop has outlets under the side panel for installation of radio cooling ducts. WINDSHIELD DEFROSTING SYSTEM. ‘The windshield defrost system takes air from the cabin air distribution system and distributes this air over the windshield interior surface any time the heat and/or fresh air valves are opened. Pulling the defrost control full aft decreases flow to the cabin and forces maximum air to flow through the defrost duets. CABIN SEATS & SAFETY BELTS ‘The front seats are individually mounted and may be adjusted fore and aft to fit individual comfort prefer ences. Resetting a seat back is accomplished by pulling the seat back forward, rotating the large cam selector knob at the lower back juncture, and allowing the back to return to the new position. REVISION D 1-33SAFETY HARNESS ‘The single diagonal type harness is designed so the) chest strap crosses diagonally from the outboard shoulder to an attachment point as low on the inboard hip as possible. Care should be taken to conform with this location in adjusting the chest strap and inboard belt length. ‘This diagonal configuration places the body center-of-gravity inside the triangle formed by the chest strap and lap belt. ‘The lap belt should be adjusted comfortably tight. As a result the body is restricted from rolling out toward the unrestricted shoulder, or "open'" side of the harness, upon forward impact. nN CO 1-34 Mooneyncoy REVISION DBAGGAGE & CARGO AREAS ‘The baggage compartment has 17 cuble feet of baggage or cargo space and two pairs of floor tiedown straps. The loose equipment, consists of wing jackpoints and tiedown rings, a fuel sampling cup, and towbar. ‘These are stowed in the baggage compartment. The rear seat back may be removed for additional cargo space by removing attaching bolts at top and bottom of seat back. DOORS, WINDOWS & EXITS CABIN DOOR ‘Access to the cabin is provided by a door located on the Fight side of the fuselage. This door has inside and outside operating handles. ‘The outside door handle can be locked with a key specifically provided for it. ‘The door has two latching mechanisms, one located at the top of the door and one at the aft, center of the door. Should the door come open inflight the flying qualities of the aircraft will not be affected, Procedures for closing the door in flight are contained in Section 3. PILOT'S WINDOW A fresh air pilot's window is located in the left main cabin window. - This window is generally used for fresh alr for prolonged ground operations. The window should not be opened in flight above 150 MPH. EMERGENCY EXITS ‘The cabin door is the primary emergency exit for the cabin, If an emergency exists where a probable crash landing will oceur the door should be unlatehed to prevent jamming of the door during the crash. ‘The baggage compartment access door can be used as a means of auxiliary exit. The door ean be opened from the inside even though locked. To open, pull off the cover, pull the white knob and lift up the red handle. ‘To re-engage outside latch; open outside latch fully, close inside latch and push in on white button until latched, Operate outside latch in normal method, REVISION D Mooneyacqys —_1-35/7-36 (BLANK)©SECTION VIII. HANDLING, SERVICING & MAINTENANCE TABLE OF CONTENTS TITLE PAGE INTRODUCTION 6... eee eee ee 82 GROUND HANDLING . . « ‘TOWING TIEDOWN. - . - JACKING « SERVICING... - : REFUELING... ENGINE LUBRICAT eer INDUCTION AIR FILTER. 6. ss es GEAR AND TIRE. eee oe BATTERY... ss ao HYDRAULIC BRAKE RESERVOIR . . - MAINTENANCE . . . Pr arr PROPELLER CARE. 8-10 EXTERIOR CARE . eee INTERIOR CARE AIRPLANE FILE... - - REV A 3-5-81 ISSUED 8-29-80 Mooney coy a4INTRODUCTION This section contains factory recommended procedures for proper ground handling, routine care and servicing of your Mooney. As required by Federal Aviation Regulations, all civil aireraft of U. S. registry must undergo a complete inspection (ANNUAL) each twelve calendar months. Tn addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must havea complete inspection every 100 hours of operation. All inspections | must be performed by a designated representative of the FAA ‘The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and other components. It is the responsibility of the owner/operator to ensure compliance with all applicable airworthiness directives and, wken the inspections are repetitive, to take appropriate steps to prevent inadvertent noncompliance. Scheduling of ALL maintenance is the responsibility of oO the aircraft operator. A general knowledge of the aircraft is necessary to perform day-to-day service procedures | and to determine when unusual service or shop maintenance is needed. Service information in this section of the manual is mited to service procedures which the operator will normally perform or supervise. Reference should be made to FAR Part 43 for information regarding preventive maintenance which may be performed by a licensed pilot. It fs wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality. Keep in touch with your Mooney Service Center and take | advantage of his knowledge and experience. He knows your airplane and how to maintain it. O 8-2 Mooneyacey ISSUED 8-29-80Should an extraordinary or difficult problem arise concerning the repair or upkeep of your Mooney, consult the Customer Service Department, Mooney Aircraft Corporation, P.O. Box 72, Kerrville, TX 78028. Phone Area Code 512-896-8000, All correspondence regarding your airplane should include the model and serial numbers. These numbers can be found on an identification plate located on the lower aft portion of the left side of the tailcone. ‘The model and jerial numbers must also be used when consulting either the Service & Maintenance Manual or Parts Manual. Service & Maintenance and Parts Manuals may be obtained for your airplane from your Mooney Marketing and Service Center. GROUND HANDLING TOWING For maneuvering the aircraft in close quarters, in the hangar, or on the ramp, use the tow bar furnished with the aircraft loose equipment. The towbar attaches to the nose gear crossbar. One man can move the air- raft providing the ground surface is relatively smooth and the tires are properly inflated. When no towbar is available, or when assistance in moving the aireraft is required, push by hand: (1) on the wing leading edges, (3) on the wing tips, and (8) on the inboard portion of propeller blades adjacent tothe propeller hub. Towing by tractor or other powered equipment is not recommended. Exercise care not to turn the nose wheel past its normal swivel angle of 149 either side of center. Exceeding the turn limits shown on the turn indicator may cause structural damage. REVISION D moony coy 8-3TEDOWN Asa precaution against wind damage, always tle down the aircraft when parked outside. Removable wing tiedown eye-bolts, supplied with the loose equipment, screw into wing receptacles marked HOIST POINT just outboard of each main gear. Replace these eyebolts with jack point fixtures when it is necessary to lift the airerait with jacks. The tail tiedown point is part of the tail skid. To tie down the aircraft: a, Park the airplane facing the wind. b. Fasten the co-pilot seat belt through the flight control wheel. ¢. Fasten strong ground-anchored chain or rope to the installed wing tiedown eyebolts, and place wheel chocks fore and aft of each wheel. d. Fasten a strong ground-anchored chain or rope through the tail skid. JACKING When it is necessary to raise the aircraft off the ground: a. Install jack points in tiedown mounting holes outboard of each main gear. b. Use standard aircraft jacks at both wing hoist points (wing tiedown eyebolt receptacles) outboard of the main gears. While holding Jack point in place, raise jack to firmly con- tact jack point. c. Raise aircraft, keeping wings as nearly level as possible. d. Secure safety locks on each jack. e. Use a yoke-frame jack under propeller to lift the nose. Do not raise the aircraft on jacks out of doors when wind velocity is over 10 MPH (8 KTS). When lowering aircraft on jacks, bleed off pressure on all jacks simultaneously and evenly to keep aircrast level as it is lowered. 4 Moonepcay — ISSUED 12-28-78Individual wheels may be raised with~ out raising the entire aircraft. Wheels not being raised should be chocked fore and aft. SERVICING REFUELING Integral sealed tanks in the forward inboard sections of the wings carry the fuel. With the aircraft standing on level ground, service each fuel tank after flight with 100 or 100 LL octane aviation-grade gasoline. Both tarks have fuel level indicators that are visible through the filler ports. These indicators show the 25-gallon fuel level in each tank. Before filling the fuel tanks when planning a maximum. weight flight configuration, consult the Weight & Balance Record for loading data. Never use aviation fuel of a lower grade than 100 or 100 LL octane. Aviation fuel grades can be distinguished by their color: , 80 octane is red, 100 LL octane is blue, 100 octane is green. Sample fuel from the sump drain in each tank before the first flight of the day and after each refueling to check for water or sediment contamination. Yisluiiidilitliiy, Z WARNING 7 ZZ. Allow five minutes after refueling for water and sediment to settle in the tank and fuel selector valve drain before taking fuel samples or drain~ ing the gascolator. ISSUED 12-28-78 Mooney.s20.) 8-5-_, Tank sump drains are near each wing root forward of the wheel wells. A small plastic cup is supplied in the loose equipment kit for obtaining fuel samples. To collect « fuel sample, insert the cup actuator prong in the sunyp drain receptacle and push upward to open the valve mo- mentarily and drain fuel into the ewp. If water is in the fuel, a distinct line separating the water from between the gasoline will be seen through the transparent cup wall. Water, being heavier, will setile lo the bottom .) of the cup, while the colored fuel will remain on top. Continue taking fuel samples until alll water is purged from the tank. The fuel tank gascolator control is on the cabin floor forward of the pilot's seat. To flush the gascolator sump and the lines leading from the wing tanks to the selector valve, turn the selector haiidle to the left, and pull the fuel drain control for about five seconds. Repeat the procedure for the right tank being sure that the fuel drain control ring is returned to the closed position and that the drain valve is not leaking. ENGINE LUBRICATION The new Lycoming engine has been carefully run-in and tested at the factory. Operate the new engine at full power within the limitations given in Section II. Before every flight. check the engine oil level and replenish as necessary Check engine oil level after engine has been stopped lung enouzh for oil to drain back into sump. The oil filler cap access door is located in the top cowling. Any lubricating oil, either straight mineral or compounded, must conform with Lycoming Specification No, 301F to be acceptable for use in Lycoming engines. New or newly overhauled engines should be operated on aviation grade straight mineral oil duritg the first 25 hours of operation or until of! cons tion has stabilized. The aircraft is delivered from Mooney with straight mineral oil of the correct viscosity The engine is equipped with an external vil filter and the engine oil change intervals may be extended 1¢ 100-hour intervals providing the external filter element is changed AT 50-HOUR INTERVALS. If an engine has been operating on straight mineral oil for several hundred 86 Mooney coy REVISION Dhours, a change to additive oil should be undertaken with caution. If the engine is in an extremely dirty condition. the switch to additive oil should be deferred until after engine has been overhauled. When changing from straight mineral oil to additive or compounded oil, after several hundred hours of operation on straight mineral oil, take the following precautionary steps: a. Do not mix additive ofl and straight mineral oil. Drain straight mineral oil from engine change filter and fill with additive oi b. Do not operate engine longer than five hours before again changing oil. c. Check oil filter for evidence of sludge or plugging. Change oil and replace oil filter element every 10 hours if sludge is evident Resume normal oil drain periods after sludge conditions improve. ‘Your Mooney Service Center will change the engine oil in addition to performing all other service and inspection procedures needed when you bring your airplane in for its 50-hour, 100-hour, or annual inspections. Excessive oil sludge buildup indicates that the oil system needs servicing at less than 50-hour intervals. When changing or adding oil Lycoming specifies the following grades of oil to use for various ambient air temperatures. *Recommended Grade Oil Average Ambient Air Single Viscosity Multi Viscosity Above 60°F SAE 50 40 or 50 30° to 90°F SAE 40 40 0° to 700F SAE 30 40 or 20w-30 Below 10°F SAE 20 20W-30 *Refer to the latest edition of Lycoming Service Instruc- tion No, 1014. ISSUED 8-29-80 mooneyi0s 8-1Your Mooney Service Center has approved brands of lubricating ofl and all consumable materials necessary to service your airplane. INDUCTION AIR FILTER SERVICING ‘The tmportance of keeping the induction air fitter clean caanet be overemphasized, A clean ker promotes ful economy and longer engine life. The dry-type fier can ually be washed aix to elght times before replacement is necessary. Replace the induction air filter every 500 hours or at one-year intervals, whichever occurs first. 1, To clean the dry-type induction air filter: a, Remove the top engine cowling. b. Remove filter element. c. Direct a jet of air against down or clean side of filter (opposite to normal airflow). Keep air nozzle at least two inches from filter element. Cover entire filter area with air jet. CAUTION | Do not use a compressor unit with a nozzle pressure greater than 100 PSI. d. After cleaning, inspect filter and gasket for damage. Discard a ruptured filter or broken fasta, If filter shows an accumulation of carbon, soot, or oil, continue with cleaning steps e.through h. e. Soak filter in nonsudsing detergent for 15 minutes; then agitate filter back and forth for two to five minutes to free filter element of deposits. REV A 3-5-81 a8 Mooney ISSUED 8-29-80NOTE ‘A Donaldson D-1400 Filter Cleaner is also recommended. Do not use solvents. f. Rinse fitter element with a stream of clear water until rinse water is clear. fg. Dry filter thoroughly. Do not use a tight bulb or air heated above 180°F (82°C) for filter drying. fh. Inspect for damage and ruptures by holaing filter before a light bulb. “If damage is-evident, replace filter with a new one. GEAR & TIRE SERVICE The aircraft is equipped with 6-ply standard-brand tires and tubes. Keep the main gear tires inflated at 30 PSI and the nose tire at 49 PSI for maximum service life. Proper inflation will minimize tire wear and impact damage. Visually inspect the tires at preflight for cracks and ruptures, and avoid taxi speeds that require heavy braking or fast turns. . Keep the gear and exposed uear retraction system components free of mud and ice toavert retraction interference and binding. ‘The year warning horn may be checked in flight by retarding the throttle with the gear up. The gear horn should sound with an intermittent note at about I2 inches manifold pressure. BATTERY SERVICE ‘The 12-volt 35-ampere-hour electrical storage battery is located in the tailcone, aft of baggage compartment bulkhead, accessible through tailcone access panel. Check battery fluid level every 25 flight hours or each 30 days, whichever comes first, ‘To service the battery, remove the battery box cover and check the terminals and connectors for corrosion. Add distilled water to each battery cell as necessary; keep the fluid at one-quarter inch over the separator tops. Check the fluid specific gravity for a reading of 1.265 to ISSUED 8-29-80 Mooney, 8-91.275. A recharge is necessary when the specific gravity is 1.240 oF lower. Start charging at four amperes and finish at two amperes; do not allow battery tempera~ ture to rise above 120°F during recharging. Keep the batiery at fall charge to prevent freezing in cold weather and to prolong service life. The alternator and voltage regulator operate only as a one-polarity system. Be sure the polarity is correct when connecting a charger or booster battery. If corrosion is present, flush the battery box with a solution of baking soda and water. Do not allow soda to enter the battery cells. Keep cable connections clean and tightly fastened, and keep overflow lines free of obstruction. HYDRAULIC BRAKE RESERVOIR SERVICE. ‘The brake system hydraulic reservoir is located in the tailcone above the battery. To service, remove the tailcone access panel and check fluid level every 50 hours of operation. Fluid level should be no higher than two (2) inches below the filler cap. Use only hydraulic fluid (Red) conforming to specification MIL-H-5606. DO.NOT FILL reservoir while parking brake is set. MAINTENANCE PROPELLER CARE ‘The high stresses to which propeller blades are subjected makes their careful inspection and maintenance vitally important. Check the blades for nicks, cracks, of indications of cther damage before each flight. Nicks tend to cause high~stress concentrations in the blades which, if ignored, may result in cracks. It is very important that all nicks and scratches be polished out prior to next flight. It is not unusual for the propeller blades to have some end play or fore and aft movement as a result of manufacturing 8-10 Mooneyron, ISSUED 8-29-80tolerances in the parts. This has no adverse affect on propeller performance or operation and is no cause for con- cern if the total movement at the blade tip does not exceed -12 inches. With the first turn, centrifugal force firmly seats the blades, rigidly and positively against the retention bearing in the propeller hub. Preflight inspection of the propeller blades should include in addition to the foregoing an occasional wiping with an oily cloth to clean off grass and bug stains. Never use an alkaline cleaner on the blades; remove grease and dirt with tetrachloride or Stoddard solvent. McCauley recommends the propeller be removed and overhauled every 1200 hours of operation. ‘Your Mooney Service Center will answer any questions you may have concerning blade repair and inspection. EXTERIOR CARE As with any paint applied to a metal surface, an initial curing period is necessary for developing the desired qualities of durability and appearance. Therefore, do not apply wax or polish to the new aircraft exterior until two or three months after delivery. Wax substances will seal paint from the air and prevent curing. Do wash the exterior to prevent dirt from working into the curing paint, but hold buffing to a minimum until curing is complete and) there is no danger of disturbing the undercoat. Before washing the exterior, be certain the brake discs are covered, a pitot cover is in place, and all static-air buttons are masked off. Remove grease or oil from the exterior by wiping with a cotton cloth satiirated in kerosene. Flush away loose dirt and mud deposits before washing the exterior with an aireraft-type washing compound mixed inwarm water. Use soft cleaning cloths or a chamois, and avoid harsh or abrasive detergents that might scratch or corrode the surface. It is essential that all cleaning compounds and application cloths be free of abrasives, grit, or other foreign matter. Use a prewax cleaner to remove 2 heavy oxidation film. For nonoxidized or precleaned Surfaces, apply a good exterior finish wax recommended for protection of urethane enamel finishes. Carefully follow the manufacturer's instructions. A heavier coating of wax ISSUED 8-29-80 Mooney 8-11con the leading edge of the wings, empennage and nose section will help reduce drag and abrasion in these areas. If fuel, hydraulic fluid, or any other dye-containing sub- stance is found on the exterior paint, wash the area at once to prevent staining. Immediately flush away spilled battery acid, and treat the area with a baking soda-and-water solution, followed by a thorough washing with a mild aircraft detergent and warm water. Before wiping the windows or windshield, flush the exterior with clear water to remove particles of dirt. Household window cleaning compounds should not be used as some contain abrasives or solvents which could harm plexiglas. An anti-static plexiglas cleaner is good for cleaning and polishing the windshield and windows. INTERIOR CARE Normal household cleaning practices are recommended for routine interior care. Frequently vacuum clean the seats, rugs, upholstery panels, and headliner to remove as much surface dust and dirt as possible. Occasionally wash the leather or vinyl upholstery and kick panels with a mild soap solution to prevent dirt from working into the surface. Wipe clean with a slightly damp cloth and dry with a soft cloth. Never-apply furniture polishes. Foam-type shampoos and cleaners for vinyl, leather, textiles, and plastic materials are good for removing stains and reconditioning the entire interior. Spray dry cleaners are also recommended. Grease spots on fabric should be removed with a jelly-type spot lifter. Never use denatured alcohol, benzene, carbon tetrachloride, acetone, or gasoline for cleaning plexiglas or interior plastics. Carefully follow the manufacturer's instructions when using commercial cleaning and finishing compounds. Do not saturate fabrics with a solvent which could damage the backing and padding materials. To minimize carpet wetting, keep foam as dry as possible and gently rub in circles. Use a vacuum cleaner to remove foam and to dry the materials. Use a damp cloth or a mild soap solution to clean interior garnish plastic, vinyl trim, and metal surfaces. 8-12 Mooneyesr.y ISSUED 8-29-80 Oo UY YU oOAIRPLANE FILE Certain miscellaneous data, information and licenses are a part of the airplane file. The following is a checklist of documents that must either be carried in the airplane or available on request of the proper authority. 1. To be displayed in the airplane at all tim: (a) Aircraft Airworthiness Certificate (FAA Form 8100-2) (b) Aircraft Registration Certificate (FAA Form 8050-3) (c) Aircraft Radio Station License, if transmitter installed (FCC Form 556). 2, To be carried in the airplane during all flight operations: {@) Pilot's Operating Handbook (including FAA Approved Flight Manual) (b) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). (c) Equipment List. ‘The original weight and balance data and Equipment List are contained in Section VI of this manual; the | snanual is supplied vith each new airplane purchased trom Mooney Aircraft Corporation. it is recommended that copies of Section VI be made and stored in a safe place. 3. To be made available upon request: (a) Airplane Log Book (b) Engine Log Book | Since the Regulations of other nations may require other documents and data, owners of airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements. REVISION D Mooneyocs — 8-18 (8-14 Blank)MOONEY M20J LANDPLANES SUPPLEMENTAL DATA for CERTIFICATION IN THE UNITED KINGDOM ‘The following information in this document is supplied to Meet CAA requirements, for Mooney M20J Land- plane certification in the United Kingdom in the Transport Category (Passenger). Performance Group E. This supplement is applicable to the following ‘Mooney Model M20J landplanes. ‘Year of ‘Airplane Serial ‘Applicable Owners Manufacture ‘Numbers Manual Issue Date 1979 24-0084, 24-0764 12-28-78 & ON Published by the Manuals Group MOONEY AIRCRAFT CORPORATION KERRVILLE, TEXAS 78028 MANUAL NUMBER, 79-20J-OM-S 1of8CATEGORY The Mooney M20J is eligible for certification in the United Kingdom in the Transport Category (Passen- ger). This aeroplane may, however, be restricted to another category and to a particular use and this will be stated in the certificate of airworthiness. PERFORMANCE GROUP The aeroplane is classified in performance group E. MINIMUM CREW ‘The minimum crew is one pilot. MAXIMUM NUMBER OF OCCUPANTS The maximum number of occupants shall not exceed four and shall not exceed the number of approved seats fitted. Children under the age of three years carried in the arms of passengers may be left out of this count. NIGHT AND IFR FLIGRT ‘The aeroplane may be flown at night or in IFR con= ditions when permitted by the air navigation legislation and when the equipment required by the legislation is carried. FLIGHT OVER WATER SPEED ‘The true airspeed to be used for the purpose of compliance with the legislation governing Night over water is 150 MPH. 2088 a XRSUPPLEMENTAL DATA for CERTIFICATION IN THE UNITED KINGDOM & ‘The following information in this document is supplied to Meet CAA requirements, for Mooney M20J Land- plane certification in the United Kingdom in the ‘Transport Category (Passenger). Performance Group E. ‘This supplement is applicable to the following Mooney Model M20J landplanes. Year of Manufacture Airplane Serial Applicable Owners Numbers Manval Issue Date 1981 & later August , 1980 ee or subsequent model years (until evoked) Published by Technical Publications MOONEY AIRCRAFT CORPORATION Issued June 1982 KERRVILLE, TEXAS 78028 MANUAL NUMRER 81-20J-OM-SoO = is.TEGORY : ‘ The Mooney M20J is eligible for certification in the: ; f United Kingdom in the Transport Category (Passen- ‘? ger). This aeroplane may, however, be restricted fo another category and to a particular use and this Qld be stated in the certificate of airworthiness. PERFORMANCE GROUP The aeroplane is classified in performance group E. MINIMUM CREW The minimum crew is one pilot. MAXIMUM NUMBER OF OCCUPANTS The maximum number of occupants shall not exceed four and shall not exceed the number of approved seats fitted. Scsnazen under the age of three years carried in the arms of passengers may be left out of this count. NIGHT AND IFR FLIGHT ‘The aeroplane may be flown at night or in IFR conditions when permitted by theair navigation legislation and when the equipment required by the legislation is carried. FLIGHT OVER WATER SPEED ‘The true airspeed to-be used for the purpose of | Compliance with the legislation governing flight over e water is 130 KIAS - (150 MPH).is Oae ppv ua 3 aeomp09 (¢ ay aog oes ne Sep sr sovaune x¥a “Taha sau ooue "aTLLOUH FInd —-----saMOL S3oNvisia asoayvL ‘sNOLIIaNOD aaEVI0SSY 3 of 8serio | scent moto | hepa | PO | 98 |rastog mo ers epee otevsago sxoons wos nvint vou oie “wu ‘SHONVASIO 440381 4018SATIN SLALYas ~ HONVLSIC aXAOHD oz st or 8 @ ope. sor SVAN (enIHOIaM gaaae a ‘Doha saoqedoag ‘odes 1809 sdeta Bu 000 SeypTET SNOLIGNOD GaLvI908sv Toa “TaGON BONVISIG SAFTO KUCH oor X “Lit ~ NIVINaL SAOGY LHOLaE 5 of 8[EFFECT OF AMBIENT TEMPERATURE ON CLIMB PERFORMANCE MODEL M20) 2740 LBS. ee re ne i PRESSURE ALTITUDE - FEET oO ~ © Yo 200 200 400 500 600 700 90 $00 1000 1100 1200 [RATE OF CUMB-FT, PER MINUTE Gof 8aoemo | * | ocenno | B28 poe so pce [toe so] TM, reea_| © ren | (Ha Tossa 6 ty aaa ROVE (ose) xg ana sDvauns aaa taka “aan ‘vas cusors ana SHONVASIO ONIONYT THON Tots6 Seen eee “yon ha coun ree Seeaxom “gst fa tot prmosd seoanes ese Hh Oe eeu a IaEY (sya rat at una 908 wer fisoored wea fu emg) wae oe] gor |"agssio} nar ["oeseo] wea | 9, | Sem perouo | “ree” [omato| “tems | pinata | 298 |» mF i an Be pee sonar sanseeed ‘Mora - > ~~ pxAnIe SET OE - ~~ - HoH, svuisax 1) maw ro 2 09 L ausas HoVOREEY (00 saoa'VIng = “saya tm SOVUNS SSVHD KC IONS ~~~ = AVANT tod -avao euuaxvT 8 of 3 SNOLINOD CaLPIDOSSY SBONVISTO 9NIOYT50 Nov 1999 MOONEY AIRCRAET CORPORATION Peo. Box 72 Kerrvilie, Texas 73028 AIRPLANE PLIGHT MANUAL SUPPLEMEND POR MoowEY x203 ~ (8/M 24-0773, 24-0933, 24-1094 AND UP} wre KING KPC 200 AUTOMATIC FLIGHT CONTROL SYSTEM ‘wind FLIGHT DIRECTOR model vo. MZOX neg. no. GRINS ser. vo. 24-NAO. ‘This supplement mist be used in conjunction with the Pilot's Operating Handbook and FAA Approved Aixplane Flight Menual When tho King Kee 200 autamatio Flight Control system <= Ingtallea in accordance wien Mooney deg. 830125,” The information costained herein supplements or supersedes the Dario manuel only in thovs areas Listed herein. For limita: lone, proceduves and performance information aot cantained Sn this supplement, consult the beele airplane Flight me er, al ag — F Sogincering még. Branch EDERAL AVIATION ADMINISTRATION Southwest Region, Fort Worth, 1 REVISION A, Da SEP _6 1983. pare: _ JUL 16 1820 Page 1 of 16Oo!MONEY AIRCRAPT CORPORATION P.O. Box 72, Rerrvilie, ‘exas 78028, 106 oF REvrstous Revision | Revised Description of | Fan x 4 Bonner vincans |@LMA | 9-6-45 ‘The revised portions Vertical black Lines of affected pages are indicated by in the margin. son P, Watson, Manager, Airplane Certification Division Page 26oO 0Ke Leo a : AP+ ED, secrton 2 ‘This manual is to acquaint the pilot with the operation of the KC. 200 AUtonatic Flight Control system with Flight Director as Bnstallod in the M20) sixplane, Tue aizplane must be operated within the Limitations herein specified, ‘The KPC 200 syston with Flight Director may be operated as a Hight Director alone with the pilot steering the airplane to ‘ilsty the Flight Director comand presentation or the autopilot may be engaged to automscically steer the airplane to Eatiory the Flight Director comanda. ‘The KPC 200 system autopilot is certified in this airplane with 2 axis control, piten and roll or 3 axis contvol if optional Yau duis is indtalled. The optional 3rd axis (fay) when. Installed gives 3 axis damping and control whenever Une autopilo: odo is engaged. With the installation of an optional. XC. 231 ‘Yaw Damper ueds Controller, Yaw Damping and trs coordination is Avulable with of without the basic ateopliot mode being engages, Seth the 2'aiie and) axis version of the eysten are doseribed sn this manele ‘The aiuplane is equipped with an electric pitch trim system which EX*controiied by pilot operation of the trim switch. When autopilot coupled, the autopilot uses the electric trin systen 25 agcomplish autcnatic triming to unload the autopilot elevator Servo so that autopilot disengagenest does not resuit in tran- Sient aixplane motion, An autotrin/eleceric pitch trim monitor {e'provided in the autopilot. Autotrim and/or electric pitch fish faults are visually anminciated on the Mode Annuncistor and accompanied by an audible warning. his aizplane is equipped with a manual electric trim system Serigned to withstand any type Inflight single malfunction, provided that the system {¢ fully functional during the prafligh: Eperational check. SMOKE, ABBREVIATIONS AND TERMTNOLOGY arcs Automatic Flight control syster uP Rititude or alticade sola a Autopilot BEER Approach aR Syst HSEEY 228eare conromarrow Ear arPnot Sate SUE 1 6 1900 page 2 of 16 ‘Arn for capture© OSymbols, Abbreviations and Terminology cont... Re ‘Back course er Course Deviation Indicator or Control cep coupled ws: Control wheel Steering base Sisconnece Fes Flight control system D Pilght Dizector Syston oh G0 Around es Glidesiope abs Heading Select wv Navigation Pa Pitoh ateieade Hota PMT Pictorial wavigation Indicator POE Flight Director Indicator ad Localizer SESEION 12 Lawrearrons A. During autopilot operation, the pilot must be seated at the controls with seat belt fastened, Operacion is Limited ta the leet sige pilot position, Maximus apeed for autopilot operation is 207 mph/ido kts i indicated airspeed. Mininum speed for Autopilot operation 5°52 mph/80 kes indicated airspeed. During autopilot operation, the wing flaps must not be ox- tended beyond 15°” (take-of? position) « D, The autopilot must be aisengaged during take-off and Lending. 3. Systen approved for Category T operation only (APPR Mode Autopilot attitude comand Limit Pitan ns poll e208 i Placards: 1) AP prise Location = Pilot's control wheel, left horn: woowey 203. -MOOWEY ATRCRAP? CORFORATION Pad APPROVED pate: JUL LG Page 3 of 16O2) ram nocation ~ Pilot's control wheel, INteRRUPT Fight horn. 3) ors Location ~ Pilot's control wheel, Fight horn. samt BY Location = pLisets control wheel, Lett nora 5) Go AROUND Location ~ Instrusent panel, directly above the throttle. 6) 3 AXIS AP COMPROL _—Loeation = Immediately adjacent te KC 290 (Ee equipped with a 35d axis without Re 291). 7) conpuct TRI ciizck Location = on console below PRroR To FLIGHT, Sagine controle. SEE PILOT'S OPERATING rome 1 ACCORDANCE WOH FAA RECOMMENDATION, USE OP ALTITUDE HOLD (anes) MODE 29 NOT RECOMMENDED DORING OPERATION IN SEVERE. ‘TORBULENCE. seortoN 101 uERGENCY PROCEDURES Ay Autopilot/Yaw Damp Malfunction: 1, AP DISC Switch - Hold the Control Wheel fivmly and preset the AP DISC Sxitch. B. Electric Trim Malfunction (either manual electric or autotrin) 2, TRIN INTERRUPT SNITCH ~ Press and hold down until Eecovery can be made. 2, ELEY TRIM gwitch - OFF. 3. AIRPLANE ~ Manually retrim. cc, Autoptlot/Yaw Damp Manual Disengagenent. 1. ‘The autopilot and/or Yay Damp can be manually disengaged By the golloving methods: moony 207 HSOMEY Rifdeare conporazzox REVISION A PAR APP Bares SEP _ 6 1983 PAGE 4 OF 16@ 4) Pross the AP DISC switch on the Pilot's control wheel. 1b) Move the Autopilot ON-OFF handle to the OFF position, (Dumps AP only with KC291 Yaw Controller installed). ©) Turn off the Radio master evitch, 4) operate manual electric trim svitch UP o DN, 2) Depressing the Gh avitch on panel near engine throttle. (amps AP only with R291 Yaw Controller) £) cyte the Yaw Damp Svitch, (with 10201 Yaw Controller. Sunoe Yaw Danp only) Me following conditions will cause the autop{lot/Yew Danp to automatically disengage: 1, Power failure, 2, internal Flight Computer Power supply failure, 3, Leh the xcs 55x compass systen, a loss of comps valid (lsplaying HDG flag) disengages the XP and 70 When 2 node using heading information is engaged. Wien tha Hoc flag present only vertical modes cai be felected. Manual electric pitch trim can be disengaged by: Press TRIM INTERRUP? ewitch and hold down until recovery Gan be ade, thon ture off SESV TRIM avitch and aanually Eetrin the aizplane using the manual trim control wheel: nore “DLEV TRIN" SNIECH Is TURWED OPP, THE AIRPLANE ELECERIC TRIM SYSTEM WILL BE DIEABLED ("TRIM' WARNING AMMUNCIATOR PLASHES). IN THIS EVEN? THE AUTOPILOT SHOULD BE DISENGAGED AMO WOT Use. F. Maximin eltitade losses due to sutopilot salfunctions. configurstion ait 108 cruise, Climb, Descent 360" Sinewwers APPR ms go" owes v0 ISSUE! ixGearn conponass03 Bare UE 1 6 1980 Page 5 of 16Ocavrzox WRU THE AUTOPILOT 16 ENGAGED, MANUAL APPLICATION OF 4 FORCE ‘No fue PYrch AXIS OF THE CONTROL WHEEL FORA PERIOD OP THREE S800NDS OR MORE NILL RESULT IN THE AUTO TRIM SYSTEM OPERATING IN SHE DIRSCTION 10 CREATE A FORCE OPPOSING THE PILOT, THIS Gbiosine MIStRIM FORCE WILL CONTINUE TO INCREASE” AS LONG AS ‘Feb PILOT APPLIRS AFORCE 70 THE CONTROL WHEEL AND WILL ULTI- SATELY OVERPOWER THE AUTOPILOT, IF THE AUTOPILOT 18 DISENGAGED DREER THESE CONDITIONS, THE PILOT MAY DE REQUIRED TO. EXERT COMMOL PORCES IN EXCESS OF 50 POUNDS TO MAINTAIN THE DESIRED ANWLANE AITITUDE.. ‘THE. PILOT WILL HAVE 70 MAINTAIN THIS CONTHOL FORCE WHILE HE MANUALLY REPRIMS THE AIRPLANE, sEcetoN IV yOHIAE PROCEDURES A, The aizplane HASTER swITCH function is unchanged and cen be Used inPan emergency to shut off electrical power to eli Eigne contol ayatens while the problem 15 foisted. B. ‘The RADIO MASTER svitch supplies powar to the avionics buss bar of the radio circuit breskers and autopiiot circuit breaker. cy he KEC 200 is controlled by the following circuit breakers: Autopilot (AUTOPILOT) ‘This supplies power to the FCS KC 295 Computer, KC 280 tode controller, fa 28S Ainoncistor Panel, #1 256) and AP Biten and Roll Servos. When optional yaw danpor system ie inecalled, this Breaker also supplies pover to'the Ke 256 Yaw Computer, the Yaw Servo, and the ye 291 sf 50 equipped. RADIO MASTER ‘mis avitoh/eizcult breaker supplies power to he avionics buSS. LEV TRIM ‘mie awitch/efreult broaker supplies power vo the #CS autotrin and manual Ciecteie pitch exim systems. COMP, SYSTEM (1S:) This supplies power to the KCS 55% Compass System moowEy M203. NOOMEY AIRCRAFT CORPORATION Ease UP 6 1980 Page 6 of 16D, Pilot's control wheel switch functions: ram, ‘This 1s 9 single detent ovitoh that will ‘DYnEnaP? interrupt the power to the electric trin system when depressed and disconnect the PD, and AP if engaged. In the event of jctric trim failure the switch can be held down which renovea ali power fom Doth the clestric and aucotsim system to allow the pilos tine to turn off the Elev "sein Switch, ap vise The left hand portion of the manual electric trin switch provides the AP and yaw damp disconnect functions. oman Earily moving the switch forward oF backwards will interrupt the pover going £0 the servo engage clutches snd cause both AP and Yaw Damp engage switches to disengage. ws: ‘Tis ewlech, when depressed and ne2d, will Silow the plist to sanusiiy fly the Sixplane in pitch and roll without ais~ Gngasing the AP, then the Seiten is felessel the AP will resume concrol Githin the pitch and roll attitude inter ‘The CHS svitch will vesync the PD.and Pau, oF ALT hold soda and will transfer t Gh tote £0 PAR. sas BY agual electric piten trim Le activated », dust tot ion type eviech that requires both portions tobe moved simttareousiy for agtaating sp or down trim comands. Gperation of the aanual electric pier Ele switch wilt disengage the AP"taer witch’ on tho Hoda. Goneaolier and swash Eke aw Bait node off caurzox WIDER SOME CONDITIONS IT 16 POSSTNLE THAT KUEN PME MANUAL ELECTRIC ‘ENDL RUNG THE LONGITUDINAL TRIM TO THE LIMI? S20P, THERE MAY NOT BE SUPPICIENT TORGUE 10 RUN THE TRIM IN THE OPPOSITE’ DIRECTION ( MAY Prot THE STOP). IP ‘THIS OCCURS, MAMUAL REPOSITION OF THE TRIN AWAY PROM THE irl SOP fw BE’ REQUIRED. Moowey ¥203 HOSNET ATRemar® conPoRArioN Base PIERS seo Page 7 of 16Oo O+ (gontinued) on. ‘The GA syitch is located on the aizplane panel adsacent to the throttle and the Gperation of the switch wil indicate a fixed angle of clin of 6° on the #1. Selection of the GA Mode when in the APPR OF HAV CPLD Mode Will disengage the mode Ghaltevert to the FD Mode (winge level) for lateral steering. The AP, if ensaged, win disengage. The AP however, can be ‘engaged or re-cngaged with GA node Selected and will follow the pitos cormanc fo olin at the fixed angle. 2. FCG Warning Flage and Annunciators Designation and Operation? ‘The KX 256 Flight Dixector Indicator docs pot have a warning flag. However, the Sonmand bars will be biased out of view ‘henevor the system is invalid or a FD 'neds is not engaged. aos Mois warning flag, sounted in the Pictoris Navigation indicator, will be in view henever the Directional Gyes information Ue'inwelie, If a iG invalid occurs wits oithar NAV, APPR, or UDG modes selected, the AP and/or PD'is disengaged. Basic FD mode nay then be re-engagee along with an: Yereical node and the AP re-engages, ‘TRIN ‘The TRIN Warning Light, located in the Tower right corner of the annunciator panel, will Flash and bo eccompanied by a: Eudibie warning whenover autotrin and/or Samual electric pitch trim failures ccour, he Trin eetvo running without 2 comand Ee'monivored for both manual slectrie erir | and autotrim. The vim servo NOLO Dot Tunning when commanded to run, andthe tr3 Serve motor running in the wrong direction | are monitored on autotri ony. The TRIM | Warning Light will fash at least 4 tines Bat pot nose than 6 times and the audible farming sound when the test switch on the node controller is depressed. i Mooney 200 HOONEY ATRCRART CORPORATION pater SUL 16 1980 Page 8 of 16O OB, (continued) os ‘the Glideslope valid (65 pointer being in view on Pur) has to be prasant betore GS may couple. If, after Gs cru, ‘the valid 1s lost, the’systen will fash che GS Annunciator and revert from GS CPD Sauk to Pan with the ror picen severing bar providing pitch attitede steering information. if the GS valid returns the system vill revert sack to GS CPLD, nav ‘The NAV oF APPR Modes (ARI OF CPLD) may be Selected and will function with or without | a NAV warning flag present.” The FOT i Bank steering vill continue to provide stecring information with or without & valld RAV aignals AP Digconnact Alert A two second solid audio warning will Sound whenever the Aueopilot engage lever ¢ the mode controller ie disengaged: F, Before Engaging Plight contol system: Ls check that all circuit breakers for the system are in, 2, Allow sufficient time for gyros to come up to speed and fyteen wamncup, (3 cod minutes) Preflight Chek: Perfor prior to each flight. 1, With no modes engaged and power applied to all eystens, Bepress the Test Bitton on the KC 28) Node Controller.” The Yar bang oN light will iloninace ({¢ X¢292 yaw conerslier ie'ingesiied) and Sil modes will be indicated on the A 285 Node Annuneiator incluging the these mazker Lights. Also, the xed TED! failure ight will flash. At Lease four bot hot more than six {lashes must be cbsorved to indicate Proper operation of the autotrin/manual electric pitch tri Eoaitor and the audible warning showlé sound, 2, Engage the FD. Thon engage the AP and Yaw Damp, depress the ws svitoh, center the flight controls and then release the cus Sviten! “apply force to the controls to deteraine Ee"ehe AP and Yaw Damp can be overpowsred. 3. With the #D, AP and Yaw Danp engaged press the AP DISC Ewiteh £0 gee that it disengages the Autopilot and Yaw Damp. oowey 6207 MOONY ATRCRAPT CORPORATION | Pax APPROVAL, | Barer JUL 1 6 yon) Page 9 of 16 |4, Perform the following manual electric pitch trim checks: a, Verify that the Bley TRIE Seitch is on, b, Actuate the left-side awitch to the fore and aft positions. the trim solenoid should engage, But the trim servo should noe un. fe. Actuate the rightvside switch to the fore and aft Positions, the trim solenoid should not engage and the trim should not ron. ‘dy Run the trim from full nose up to full nose downs he time required is 37"$ 6 seconds. fe. Grasping the manual trim wheel, run the electric trin Sn'both che up end down directions and check the overpower capability, £, Prose the TRIM INPERRUPT witch down and hold, the anual electric pitch trim will not operate either Spor down. 5. Digengage AP and sat aixplane manual piteh trim to take Sef pesieion. cavrrox EP THR AUTOPILOT OR ELECTRIC TRIM PAILS PREFLIGHT TEST, ‘the AUTOPILOT CENCOIT BREAKER SHOULD BE POLLED AND ELEY TRIN SWITCH SHOULD BE TURNED OPP AND NEITHER AUTOPILOT NOR ELDCTRIC TRIN SHOULD BE USED. Preflight check Perform prior to first flight of the day. 2, Chack operation of pilot's control wheel switch functions. 2... Bagage the FD and.AP and put im apitet (UP) commana ising the vorticel rim switch on tho Node Controller. Hold the control coluan to keep it from moving and observe fhe autotrin run in the nosevup direction after approxi ately thres seconds delay. Prose the CWS. Switch snd Tesyne che avcopliot, Use the vertical trim switch and pot in a'pitch (Ox) command. Hold the control colunn Ege observe the autotrim rin in the nosevaovn lrection Sfter approxi vowey 4207, NOONE 2Reare conporarzon FAR APPROV pater NFB 1.6 ws Page 10 of 16(continued) 3. Engage the HDG node and the AP. Set the HDG bug to : connand a right turn.” Tho contzoi wheel will rotate Slockwise. Set tho iG bug to comand left turns ‘The contol wheel will rotate counterclockwise: DISENGAGE THE AP AND CHECK THAT THE ATRELANE MANUAL PIICH ‘PRIN 18 IN THE TARDOPE POSITION FRIOR TO TAREOE? . nore Ip 2G AUTOPILOT CIRCUIT BREAKER Is PULLED, THE RED "TRIM" ‘FAILURE Lich? OM THE AIWONCIATOR PANEL WILL BE DISABLED AND THE AUDIBLE WARNING Witz CONTINUOUSLY SOUND INDICATING unc ‘THE PATLORE Lici® 15 DISABLED. Im THIS. EVEW" THE SELEY TRIM" SAISCH SHOULD BE TURNED OFF AND INPLtGMP TRIM ACCOMPL ISHuD BY USING THE MANUAL PITCH TRIM WHEEL. In-Flight operation 1. ngage Procedure: Aster takeoft, clean up airplane and establish clinb, Engage the Pb 'node first, monitor flight controls and Ghgage AP. The AP will lock on any patch astituse op fone, Do NOT ENGAGE AUTOPILOT IN ATTITUDES BEYOND Aorovixor Lire angaging and holding the CHS suitch allows the pilot :o monontarily revert Go msnsl consol while retaining hie Draviows nodes, excsst ch, and conventently resume che Profile at his discretion, 2. Disengage Procedure: check the aizplane trim by monizoring the comand bars before divengeging the AP. While holding the lighe Controls firmly, disengage the systen by one of the GSliowing netnoder depressing the pilot's AP DISC switch of by the operation of the engage lever on the Node Gontiolier, the AP light on the annunclator panel. vill flash at least four tises and remain off and an audible Warning will be heard to indicate chat the AP is disengaged. Po deattivate the flight director system, depress the 1D Switch on the Mode Controller or press the TRIM INTERRUPT Suitch on the pilot's control wheel. NESEY X28Zear2 conronnzron PAL APE Bates SUL 1 6 1ae0 Page 11 of 16EF THE AIRPLANE 15 BOUIPPED WITH KC 291, THE OPTIONAL ‘YAW DAMGER MODE WiLL DISENGAGE WITH THE'USE OF Tile PILOT'S ‘COMDROL WHEEL “AP DISC* SWITCH, BUT WILL NOT DISENGAGE AUTOMATICALLY WHEN THE MODE CONTROLLER "AP" SWETCH IS DESENGAGED. THE YAW DAMPER CAN BE DISENGAGED A ANY {TINE BY DBREGSING THE YAW COMEROLLER "HAW DANE" SwEZCH, 3. Plight Dizector Moda (#9): ‘The FD mode must be engaged hefore the AP can be engaged. The FD alone indicates PAK and wings level, The pilot may choose £0 fly the PDI commands mandally, without the AP ‘Sngaged, by Sepresaing the PD mode switch on che Hode, Controller and’ selecting any of the other modes he wishes to follow. “When the AP is engaged, the airplane vill auto~ matically follow the FDI comands. ‘The PD may be disengaged by depressing the FD ode switch fon the Mode Controller at any tine the AP is not engaged oF By pressing the TRIM TWNERRUDT awiton on the Bftoe's Control wheel with or without the AP engaged. PD node Sagagonent fs displayed on the annunctator. ‘CHE “VEREICAL TRIM" SWITCH, LOCATED ON THE MODE CONTROLLER, MAY Be UskD To TRIM THE COMMAND PITCH APOTOUDE AT ARATE OP ORE DEGREE PER SECOND (THE PITCH ATTITUDE. DEGREES EDCEND ON THE AIRPLANE ATTITUDE INDICATOR WILL NOT SERVE TO ENDICATE ACCURATE PDI PITCH GYERRING BAR PITCH ATTITUDES IN DEGREES) «| 4, ALestude Hold Mode (un): men the ALT awitch on the Node Controller 1s pressed, che Tor will provide comands for maintaining the pressure altitude Gxlsting at the tine the witch is depressed, for ‘Smooth operation, engage the ALT at po greater than 500 fe. per Minute climb or descent, "AL? will sutonstically disengage Shen giideslope couples or che Gh switch ie depressed. AL? hold ay be tamed off at any tine by depressing tho ALT switch. ALD engagement is displayed on the afnunciator panel. nore UE "VERPICAL TRIM" SWITCH, LOCATED ON THE MODE CONTROLLER, MAY BE USED To CHARGE OR TRIM THE COMMAND ALPITUDE UP OR DOW AT 500 70 900 FP WETHOUT DISEMGAGING ‘THE NODE, THE NEW PRESSURE AUEXPUDE TUAT EXISUS WHRN THE SWITCH IS RELEASED WILL THEN AE HELD, woouey H309 NOSMEY AIRCRAFT CORPORATION bane STR 1 6 a0 Page 12 of 16{)5+ Meading Mode (as) Sot the heading bug to desized heading on the PNI, depress ‘he HG geitch on the Mode Controller end HDG Mill be" Alsplayed on the annunciator panel, The airplane Pb? and/or AP Wil command a turn to the hesding selected and hold. he'pilot may then choose any new nasding by merely nerting the Bug'on'a now heading. “The sirplane FOI snd/or AP will automatically comand a Curn in the direction of the new Setting. To disongage the #0 Mode, depress ‘the HbG switch fon the Mode ‘Controlier and observe. the HDG Light go out on fhe annumciator, the HDG mode will automatically disengage when APPR oF NAV CPLD is achieved, Navigation Node GHW) The Navigation mode may be selected by tuning the MAY receiver t0 che danized Frequency, setting the CDI to, the: desizes Eadial and. depressing the NAV switeh on the Node Controller. he anninciator will indicate WAV ARN until Ineereepeing the Selected course, unless the NAV evitch 1 engaged with wines level and a centered needle on the COL. ‘Then the mode Will go derestly to AAV CPLD ae displayed on the annuncievor Panel; The system can intercept at any angle up to 90° and iil diways turn toward the couce pointer. Tf a condition Yequiting a capture exiets at mode Engagement, the pilot is Eoquired to set up sn intercept angle using either 103 or 2D Rode, NAV may be disengaged sy depressing tho NAV switch oF By eagaging IBo when in SAV CELD oF APPR when in NAV CDLD/AM. gaurzow ‘THE MAU" MODE OF OPERAPION WILL, CONEIIUE TO PROVIDE AIRPLANE GOSMAND AND/OR CONTROL RITHOUT A VALIO VOR/LOC SIGNAL” (WAY PURG IN VIEW) “ALSO ERRONBOUS NAVIGATION INFORMATION NAY RESULE PRON COvO! RADIO INCERPERENCE WITH NAV RADIO. THIS ERRONEOUS INFORMATION MAY CAUSE PREMATURE NAV CAPTURES AS WELL AS ERRONEOUS STEERING INFORMATION, SHOULD THIS OCCUR RE-SELECT apg" NODE AND THEN RE-SELECT *NAV™ MODE. 7. Approach Mode (APPR): ‘The Approach mode may be selected by tuning the NAV receiver fo the desired VOR or OC frequency, setting the CD to the Sesirea radial or inbound heading and depressing the APPR Seiten on the Node Controller, fhe annune:stor wil, indicate APPR Ami until the course is intercepted unless the APPR Seiten is engaged with the wings Level and there 1s ¢ centered Seeaie on the Gor,” in thet sitcation, the mode will go dizectly Esvapra ceo as displayed on the annunciator panel. the WY AP@earr conrorarion FAL APPROVED pases JUL 16 1980 Page 13 of 16Og KR+ Approach Mode (RPPR) (continued) juem can intercept at any angle up to 30° and will always turn tovaré the course pointer. See approach ~ procedure for more detail, APPR node can ‘be disengaged by depressing the ch switch on the control panel oF Sy etgaging fG!or NAY when in APPR CPL, he anninclator Panel inticeles Une status of tm eppcvsch motes cavrzos THE "APPR" MODE OF OPERATION WILL CUNEINUE TO PROVIDE: AIRELANE COMMANDS AND/OR CONPROL RISHOUT A VALID. VOR/LOC SICHAL (WAV FLAG IH VIEW). ALSO ERRONEOUS RAVIGATION INFORMATION NAY RESUL2 PROM COMMS RADIO. INTERFERENCE WITH NAV RADIO. ‘THIS ERRONEOUS INPORMATTON MAY CAUSE FRE™ MATURE APPR CAPTURES AS WELL AS ERRONEOUS STEBRING INPOR- MAPION, ~ SHOULD THIS OCCUR RE-SELECT "HDG" MODE AND THEN RECSELECT APPR MODE, Back Course Mode (8C)+ For BC operation proceed as for normal approach mode, but Gngage Be after eelocting APPR. ‘The BC svitch reverses the Signale in the conputer and cannot be engaged without a Loe frequency selected, "BC status is indicated on the Bununclator panel, BC mode can be disengaged by. depressing Gither the Be, APPR or GA avitches, or by selecting other han a LOC frequency on the WAY receiver. 9, aeim Up/oMe operation of the vertical trim switch on the ode Controller Provides a convenient means of adjusting the ALT hold or Ban angle fonction without disengaging the noe. 10. Go Around Mode (GA) + ‘The GA mode may be ongaged at any time by depressing the Gh svitch on the sirpiane panel, GA will iilominate on the Snnanolator panel indicating mode Status. The CA mode provides a fixed pitch up angie of €° degrees for climbout. Fhe AP, Af engaged will disengage, GA wil cancel all other Vertical nodes ae well as APPA oF NAV CPLD, 11, Yaw Damper Mode (YAW DAMP) ‘the optional Yaw Danger mode engages automatically when the AP Se engaged ov may be engaged of disengaged separately by fhe use of che YAW BANP switch on the optional. Yaw Controller. The Yaw Danper provides isteral damping plas turn coorsinateon RSOMEY X288ear conrorarton Take UGE 1 6 tao page 14 of 1621. Yaw Damper Node (YAW DANE) (continued) as a third axis with AP engaged or ag a stand alone Syston with only the YAW DAMP on.” If no Fe 291 ie used, the Yaw Damper will disengage with AP Sisengagonent. 1, Tune NAV receiver to the appropriate frequency. 2, Set the desired heading with the HDG bug to Intercept the radial and engage 1G and AP (aximan recomended inter cept angie is 30") 3. Select the desized radial and engage MAY, The FCS wild Fonain on DG as indicated on the ansunciater panel. aid in AN On tho GAV mode, then the aizplane intercepts ‘the bean, the system will aitonatically couple and crack in ‘wav ndde and indicate cBLD on the annuneistor. 4, Anew course may be selecteg over the VOR station when Sperating in the NAV nods, By selecting 8 new racial Shen the To-rrom indication changes. 5. For VOR approach, see approach procedure. Approach Procedures: 1. Tune 118 oF VOR. 2, Set Cor to front course, 3. Sot Heading Buy and engage HG to intercept bean. ‘Qioximan recommended intercept angle 1s 90°)» 4, ngage APPR and note APPR ARM on the annunciator panel. 5, then the airplane approaches the bean, APPR will couple, HDG witi decouple, the POI and/or AP will give commands to track Loc or VOR, end CrLD will illuminate on the Anounciatsr panel, "If a satisfactory capture 1s noe Schieved, resclect HDG, select « new intercept heading, find then engage APPR. "This places the system back in APPR Arm and a new capture cycle is comanded, 6. Flaps not to exceed 15° (Take off) position. 2. Wen the GLideslope bean is intercepted, the giidestoze TILE couple autonstiosily and ingieete Gs on the annun= Glator penels If ALT was engaged prior to intercepting the giiGesiope, it will automatically disengage. shen €8 Couples. “Arzplane FOI and/or AF will now provide comand seitrack x00 and'Gs, Agjuse thvottie eo Control speed SSE Risener convonaexon Pan APP) baree UE 1 6 rome Page 15 of 16

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