Chaparral Mooney M20E 1971 User manual

OWNERS MANUAL '
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MODELS SERIAL NUMBERS
1971 - M20E
31 0001 & ON
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MANUALS 1 204 AND 1 208
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MAY BE SUBSTITUTED FOR @
THIS MANUAL NO. 1202
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KERRVILLE, TEXAS 78028
MANUAL NUMBE'R 70-20E9M-8

SYSTEMS OPERATIONS ........... SECTION
NORMAL PROCEDURES ........... SECTION.
ENIERGENCY PMCEDURES ........ SECTION
LDVWI"ATI0NS .......,.......... SECTION
PERFORMANCE
...,............ SECTION
SERVICING.
... '. ..,............ SECTION
i
, I

This manual is issued'as your operating guide for the
MooneyCHAPARRAI, It is importantthatyou--regardless of
your previous experience--carefully read
the handbook --
0 from cover to cover and review it frequently.
i"
l[MPORTANT: THIS MAMJAL CONTAINS Federal
Aviation Administration
APPROVED LIMITATIONS AND MUST BE CARRIED
IN THE AIRCRAFT AT ALL TIMES.
All information and illustrations in this manual are based
on
the latest product information available at the time of
publication approval. Theright
is reservedto makechanges
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 recom-
mendations
is solicited.

SECTION I . GENERAL DESCRIPTION
DESIGN FEATURE5
AIRFRAME ........................... 1.2
POWER PLANT ........................ 1.2
FLIGHT CONTROLS ..................... 1.3
LANDING GEAR ....................... 1. 3
SPEClFlCATlOMS OUTLINE
........................
POWERPLANT 1-3
......................... PROPELLER 1-4
LANDING GEAR ....................... 1-4
..........................
FUEL&OIL 1-5
WEIGHT & WING .................... 1-5
BAGGAGE
COMPARTMENT ............+.a 1-5

rn - MOONEY- OWNERS MANUAL
DESIGN FEATURES
/
The MOONEY CHAPARRAL is a low- wing four-place air-
craftwith
a retractable gear. Afourcylinder enginepowers
the aircraft for economical, high-performance flight. Li-
censing under Federal Aviation Administration regulations
assures that your Mooney meets the requirements of Nor-
mal Category aircraft.
AIRFRAME
Theairframe has awelded, tubular- steelcabinstructure en-
closed
in sheet-aluminum skins. Stressed skins rivet to
main andauxiliary spars in the wing, stabilizer, and ver-
tical fin. Thelaminar- flow wing
has fullwrap-around skins
with flush riveting over the forward top
two thirds of the
wing area.
For pitchtrim control, the empennagepivotsonthe aftfuse-
lage.
A torque- tube-driven jack screw, bolted to the rear
tail cone bulkhead, sets the stabilizer angle.
The forward-opening cabin door provides access to both
front and rear seats. The baggage compartment
door is
abovethe wingtrailing edgeto enable baggageloading from
the ground.
POWER PLANT
The powerplant is a four-cylinder fuel-injectedengine that
develops
200 horsepower. A 60-ampere 12-volt alternator
supplies ampleelectrical power for allstandard andoption-
al equipment at all engine speeds from warmup to flight
power settings.
t"
The hydraulic propeller governor, using oil pressure for
increasing blade pitch
to control engine speed, regulates
the controllable-pitc
h constant-speed propeller. Spring
and blade aerodynamic forces decrease blade pitch.

FLIGHT CONTROLS
Conventional dual controls link to the control surfaces
through push-pull tubes. The co-pilot's rudder pedalsare
removable.
The Mooney Positive Control
(P. C. ) system
is standard
equipment. P
. C . is a lateral stability augmentation system
that providesa high degreeof roll and yaw stability, thereby
enhancing the inherent wings-level flight characteristics
of the-aircraft. The system works full time fromtakeoff
throughlandingbut can
be easilydeactivatedoroverpowered
for flight maneuvers.
P.C. allows you, the pilot, to devote
more time
to navigation, traffic surveillance, and com-
munications.
LANDING GEAR
The tricycle landing gear allows maximum taxi vision and
(
ground maneuvering. Hydraulic disc brakes and a steer-
able nose wheel aid in positive directional control during
taxiing and crosswind landings,
The landing gear is electrically retracted.
A gear warning
hornalongwith amberand green position lights helpprevent
inadvertent gear-up landings. The retraction system in-
corporates an airspeed-actuated switch
that prevents gear
retraction until a safe airspeed is attained. An emergency
gear extension system
is provided.
SPECIFICATIONS OUTLINE
C' POWER PLANT
TYPE: Four-cylinder, air cooled, horizontally opposed,

and fuel- injected engine with a wet- sump lubricating sys-
tem.
Model (Lycoming).
.IO- 36GAlA
<-
................
Rated Horsepower @ 2700 RPM
......... 200 BHP
...........................
Bore 5.125 IN.
..........................
Stroke 4.375 IN.
..................
Displacement 361.0 CU, IN.
.....................
Compression Ratio 8.7: 1
...............
Fuel Injector, Bendix RSA- 5-AD1
............
Magnetos, Scintilla S4W- 200 Series
PROPELLER
TYPE: Constant- speed, hydraulically controlled propeller
with
a single-acting governor.
..........
Model (Hartzell)
HC- C2Y K- 'lB/7666 A- 2
..........................
Diameter .74 IN. j
Blade Angle (@I 30 IN. STA):
...........................
Low. 14O 2 00
High .......................... 2g0 f 20
LANDING GEAR
TYPE: Electricallyretractedtricycle gearwithrubber shock
discs, steerable nose wheel, and hydraulic disc brakes.
Wheel Base.
................. 5 FT 6 - 9/16 IN.
Wheel Tread .................... 9 FT 3/4 IN.
Tire Size:
Nose
......................... .5.00 x 5
Main ......................... .6.00 x 6
Tire Pressure:
Nose
........................... 30 PSE
Main ........................... 30 PSI

FUEL & 811
.-.-
Usable Fuel Capacity ................. 52 GAL
Minimum Fuel Octane Rating (aviation grade) . 100/13 0
Oil Capacity (6 QTS MIN for flight) ......... 8 QTS
WEIGHT & LOADING
Gross Weight ..................... 2575 LBS
Approximate Empty Weight (with standard
equipment)
...................... .I600 LBS
.
Useful Load ...................... 975 LBS
Wing Loading
@ Gross Weight .......... 15.1 PSF
Power Loading @ Gross Weight ......... 14.3 PHP
BAGGAGE COMPARTMENT
Maximum Loading (unless limited by loading envelope):
Baggage Area
................... .I20 LBS
Hat Rack ....................... 10 LBS

@MOOMY- 000 OWNERS MANUAL
FIGURE 1- 1
DIMENSIONED THREE VIEW
1-6

SECTION
POWER PLANT
a
ENGINE CONTROLS .................... 2-4
IGNITION SYSTEM ..................... 2-5
.......................
FUEL SYSTEM 2-6
OIL SYSTEM ......................... 2-6
ENGINE COOLING ..................... 2-7
.....................
VACUUM SYSTEM 2-7
INSTRUMENTS
FLIGHT INSTRUMENTS ................. 2-7
FLIGHT CONTROLS
............
PRIMARY FLIGHT CONTROLS 2-8
BOSITrVE CONTROL ................... 2-9
..................... TRIM CONTROLS 2-10
.................
WING FLAP CONTROLS 2-10
UNDING GEAR
ELECTRIC GEAR RETRACTION SYSTEM ..... 2-11
EMERGENCY GEAR EXTENSION SYSTEM ..... 2-12
BRAKE & STEERING SYSTEMS ............ 2-12
ELECTRICAL POWER
ALTERNATOR & BATTERY ............... 2-12
CIRCUIT BREAKERS ................... 2-13
ANNUNCIATOR LIGHTS ................. 2-15
INSTRUMENT & PLACARD LIGHTS ......... 2-16
CABIN LIGHTING ..................... 2-16
CABIN ENVIRONMENT
HEATDAG & VENTILATING SYSTEM3 ........ 2-16
WINDSHIE W DEFROSTING SYSTEM ........ 2-17
CABIN
SEATS & SAFETY BELTS ................ 2-18
BAGGAGE & CARGO AREAS .............. 2-18

dB - MOONEY- # 00 OWNERS MANUAL
Acquiring a working knowledge of the aircraft's controls
and equipment is one of your important first steps
in de-
veloping a fullyefficientoperating technique. This Systems
Operations section describes location, function, and oper-
ation of systems' controls
and equipment. It
is advisable
foryou, 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.

2. PUot Checklbt
3. Rocker Switcbea
Landtng Light
Navigation Lights
Pitot Heat
Anticollision Light
Wst Pump
4. Gear Up Light t Gear
Mteh
5. Altimeter
6. Inetntment Panel Illumi-
nation Control
7. Annunciator Lights Press-
To-Test Switch
8. Attitude Gyro (Artificial
Borfion]
9. Airspeed Indicator
10. W-of-Climb Indicator
Turn Coordinator &
a Roll-Trim Knob
12. Head Phone & Microphone
Jacks.
13. Parking Brake Control
' 14. Ignition-Starter Sroitch
15. Master Switch
16. EGT Gage
17. Directional Gyro
18. Lower Annunciator Lights:
Gear Down
Overvoltage
Hi Vacuum
I.& Vacuum
Outer Marker (optional)
Middle Marker
(optional)
FM/Z Marker (optional)
Marker Beacon(optional)
.RADIO PANEL
-6 mdios/iiutopilot (optional)
RIGHT PANEL
20. Engine 6. fie1Gage Group:
Fuel Quantity Gage
(L T&)
Aael Quaatttp Gage
(R Task)
Cylinder &sad Tem-
pe-n, Onee
Oil Pmssrt~e Gage
011Ternperatare Gage
Ammeter
21. Fuel Pressure/Bdantfold
Pressure Gage
22. Tachometer
23. Glove Box or Radio
24. Auxiliary Eqrripmed
circuit Breaker Panel
25. Main Circuit Breaker
Palael
20. Cigar Lightsr
27. Cabin Vent Control
28. Cabin Reat Coadrol
CONTROL P€DES"IAL
2s. Wing Flap Actuating
Switch
30. Engine Control Friction
Lock
31. Throttle Control
32. Propeller Control
33. Mixture Control
CENTER CONSOLE
34. Center Cabin Heat Inlet
35. Power &lost Control
36. Cabin Heat Inlet Control
37. Stabilizer Trim Position
Indicator
38. Wing Flap Position
Indicator
CABIN FLOOR
39. Stabilizer Trim Control
Wheel
40. Fuel Selector Valve
Handle & Drain (Not
Illustrated)
LEFT CONTROL WHEEL
41. Clock (Not Illustrated)
REVISED August, 1971 2.3
L.

POWER PUNT
('1
C, ENGINE CONTROLS
The engine control levers are centrally located, between
the pilot and co-pilot, on the engine control pedestal. The
throttle lever, withitsround
knob, regulates manifoldpres-
sure. Pushing the lever forward increases
the setting;
pulling the lever aft decreases the setting.
The propeller control lever, with its crowned
knob, con-
trols engine
RPM through the propeller governor. Push-
ing the lever forward increases engine RPM; pulling the
lever
aft decreases RPM.
The mixture control lever, with its red hexagon knob, es-
tablishes the fuel-air ratio (mfxture). Pushing the lever
full forward sets themixture to full-rich, pulling the lever
aft leans
the mixture, and pulling the lever to its maximum
aft travel position closes the idle cutoff valve, shutting
down the engine. Precise mixture settings are established
by observing the EGT gage on the pilot's instrument panel
while aqjusting the mixture
control lever.
A large friction-lock knob
on the right side of the en-
gine control pedestal holds
the controls in the desired
setting
and preventscontrol
creeping during flight.
The powerboost air control
lever, mounted in
the cen-
ter consoleto the left of the
.. ,
engine control pedestal
allows the selection of
fil-
FIGURE 2-2. ENGINE
tered induction air or un-
mUCTION SYSTEM
filtered directram air. An

annunciator light on the instrument panel illuminates when
the power boostair control lever is set for ram air and the
0
landing gear is down. When operating at full throttle, us-
ing ramair will increase the manifold pressure
by allowing
engine induction
air to bypass the induction air filter. The
use of ram air must be limited to clean, dust-free air at
altitude. The engine
will operate on direct unfiltered air
when the power boost
air control lever is down. The an-
nunciator light reminds the pilot to push the engine induc-
tion
air control leverupward forfiltered air before landing.
Should
the induction air filter clog, a spring-loaded door
in the induction system
will open by induction vacuum to
allow alternate
air to enter the engine.
A11 engine instruments except the EGT gage are grouped in
the rightinstrumentpanel. Colorarcson instrument faces
markoperating ranges. Properinterpretation of engine in-
strument readings is essential for selecting optimum con-
trolsettings
and for maintaining maximum cruise fuel eco-
nomy. Engine limitations are given in Section V.
IGNITION SYSTEM
The left magneto has a setof fixed retard breaker points
thataid in smoother, easier starting. A battery-powered
starting vibrator supplies a long-duration, boosted spark.
The starter-ignition switch, mounted on the left of the in-
strument panel, combines both ignition and starting func-
tions. Turning the ignition key clockwise through
R, L,
and BOTH to the START MAG position and then pushing
forwardonthe key and receptacleengages the
starter. Re-
leasing the key when the engine starts allows the switch
to
return by spring action to the BOTH position. For safety,
the starter-ignition switch must
be left at OFF when the
engine
is not running.

FUEL SYSTEM
Two integral sealed sections carry the fuel in the forward
C'
inboardarea of the wings. Full fuelcapacity is 52 gallons.
There are sump drains at the lowest point in each
tank for
takingfuelsamples
to check forsedimentcontamination and
condensed water accumulation. Section VII discusses the
fuel sampling procedure.
An illuminated three-position
fuel selector handle on the
cabinfloor setsthe selector valve below the floorboard for
LEFT tank, RIGHT tank, or the OFF position. The fuel
selector valve assembly contains a valve for draining con-
densedwater andsediment fromthe lowest
point in the fuel
linesbeforethe first flightof the
day and after each refuel-
ing. Section
VII discussesthe selector valve flushing pro-
cedure.
Fuel feedsfrom onetank ata time
to the selector valve and
through the electricfuelpump enroute
to the engine-driven
pump
and the fuel injector unit. Electric fuel-level trans-
@
mitters inthetanks operatefuel gages inthe enginecluster.
The master switchactsatesthe fuelquantity indicator sys-
tem to maintain anindication of fuelremaining in each tank.
The fuel pressure gage registers fuel pressure in the line
to the injector. Vents in each fuel tank allow for overflow
and ventilation.
OIL SYSTEM
The engine has a full-pressure wet-sump oil system with
an
8 quart capacity. The automatic bypass control valve
routes oil flow around the oil cooler when operating
tem-
peratures are below norm& or when the cooling radiator
is blocked.
The enkine oil should be kept at
6 to 8 quarts. Lycorning
a
ServiceInstruction 1014 (latest revision)givesrecommended
oil specifications and oil change intervals.

0 The down-draft engine cooling system provides ground and
inflight power plantcooling. Engine bafflingdirects air over
and around the cylinders and out the cowl flap openings.
Cowl flap
doors allow proper air flow on the ground and
during low-speed high-power climb. Pulling the cowl flap
control below the instrument panel, to the left of the engine
control pedestal, opens
the cowl flaps.
VACUUM SYSTGM
Anengine- drivenvacuum pump supplies suction br t& vac-
uum-operated gyroscopic flight instrumente and the Mboney
Positive Control sy@em. Air entering the vamum-powered
instruments is filtered; hence, sluggish or erratic opera-
tion
of vacuum- driven Instruments may indieate that a clog-
ged vacuum filter element
is preventing ackquate airin-
a
take. The HI or LO vacuum annunciator light will ilhuni-
nate if vacuum is above or below limits.
FLIGHT INSTRUMENTS
The basic flight instruments are grouped on the shock-
mounted flight panel directly in front of the pilot's seat.
Instrument arrangement is in the standard T-grouping with
the attitude gyro at top center and the directional gyro im-
mediately below. The airspeed indicator and the altimeter
cross
the "T".
The vertical speed indicator and the turn
coordinator atleft
of the directionalgyrocomplete thestand-
ard flight instrumentation.
A standard eight-day clock is mounted in the pilot's control
wheel. Themagnetic compass
is mountedonthe windshield
post above the instrument panel. The outside air temper-
ature gage
is installed in the windshield.

~MOONEV- 0#0 OWNERS MANUAL
There is spaceand ltghtingfor fouropttonal radio tndtcrttore
on the flight panel. A back-lighted flight checklist is on the C)
extreme right of the flight panel. Space for an optional re-
mote indicating compass
is at the top left of the panel. The
optional marker beacon indicator lights mount between the
radio indicators at right center
below the annunciator ltght
group.
A pitot
tube, mounted on the lower surface of the left wing,
picks up airspeed indicator ram air. A heated pitot pre-
vents pitot
tube icing when flying in moisture-laden air.
A drain valve is located on the forward bottom skin of
the left
wing just outboard of the wing fillet. Static portson
each side of the
tail cone supply static air pressure for the
altimeter, the air speed indicator, and the vertical speed
indicator.
A drain valve is located on the fuselage bottom
skin below the tail cone access door. An optional alternate
staticpressure source valve may be installed behind the
vertical speed indicator.
0
A stall warning horn, mounted in the cabin head liner and
triggered
by a sensing vane on the left wing leading edge,
will sound when airspeed drops to near stall speed. The
sound becomes steady astheaircraftapproaches a complete
stall.
A landing gear position light in theannunciator panel shows
amberwhen the gear
is retracted. A green annunciatorlight
illuminates when the gear
is down-and-locked. Retarding
the throttle settingbelow
12 inches manifold pressure when
the gear
is not in the down-and-locked position causes the
gear warning horn in the cabin headliner
to sound with a
regular, intermittent tone.
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS 7 ,
Push-pull tubes withself-aligning rodend bearings actuate
the primaryflight controlsurfaces. Beveled aileron trail-
ing edgeshelp reduce pilot controlforces requiredforflight

maneuvering. A spring-
loaded interconnect device
Cb 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.
POSITIVE CONTROL
CUTOFF VALVE WON
,
ROU-TRIM KNOB
FIGURE 2-3. P.C. 1
SYSTEM CONTROLS 1
i
The Mooney Positive Control (P.C.) systeib provides a
high degreeof roll and yaw stability, thereby enhancing the
inherent wings-level flight characteristics of
the aircraft.
Positive Control willblda reasonable heading over
a long
periodof timewhen the aircraft is trimmed properly. How-
ever, without the installation of a magnetic heading lock,
P . C . will not maintain an absolute preselected heading.
The system
is a pneumatically operated, two-axis auto-
matic control superimposed on the primary flight control
systems, An electro-vacuum poweredturncoordinator sup-
plieapneurnatic inputs to servo unitsthat link to the aileron
and rudder control systems. Since the engine-driven vac-
uum pump
is the power source, P. C. is operative when-
ever the propeller
is windmilling at more than 1000 RPM.
Thethumb-operatedcutoff button on the left handgrip of the
pilot's control wheel is shown in Figure 2-3. Depressing
this button any time during flight will render the Positive
Control system completely inoperativeforflight maneuvers
or manual flying. Whenthe cutoff valve button
is released,

the aircraft will return unassisted to was-level flight.
P.C. can be manually overriden with little effortif the sys-
tem should malfunction. Manually over-powering the sys-
<'
tem will not damage the aircraft or the P.C. components.
The roll-trim knob on the turn coordinator, as shown in
Figure
2- 3, provides an aileron trim function throughthe
P.C. system. Rotating the knob trims the aircraft about
its roll axis to compensatefor asymmetrical fueland pas-
senger loadings.
The P.
C. system is installed to help alleviate pilot fatigue.
But like any other system in the aircraft, P.C. must
be
monitored for proper functioning.
TRIM CONfROLS
For pitch trim control, the entire empennage pivots on the
tail cone attachmentpoints to increaseordecrease the hori-
c:
zontal stabilizer angle. This design allows flight trim es-
tablishment with minimum control surface deflection. A
pointer in
a slot located on the center console indicates
stabilizertrim position. Forward rotationof the trimwheel
lowersthe nose; rearward rotationraises the nose in flight.
WING FLAP CONTROLS
The flap switch on the right of the engine control pedestal
operates the electrically-actuated wide- span wing flaps.
Holdingthespring-loaded switch in the down positionlowers
the flaps to the desired angleof deflection. A pointer in the
center console indicates flap position. The intermediate
mark in the pointer range
is the flap TAKEOFF setting. (
Holding the switch in the UP position, retracts the flaps.
-
Simply releasing the spring-loaded switch to return to the
OFF positionstops the flaps at an intermediatepositiondur-
ing either extension or retraction.

LANDING CEAR
ELECTRIC GEAR RETRACTION SYSTEM
The two-position electric par control switch, identified by
its wheel-shaped
knob, is located to the right of the altim-
eter between the annunciator light panels.
There are three ways to see that the electrically-actuated
gear
is down- and- locked:
(1)
The green gear-down annunciator light illvminates .
(2) The indicator marks align as seen on that. floorboard
visual gear-position indicator.
(3) The gear warning horn does mt sound at approach
power setting of below 12 inches manifold pressure.
f
Position annunciatorlights and a warning horn provide vis-
ual and audible gear position signals. An amber signal light
(marked
GEAR UP) will show continuously when the gear is
fully retracted. A green signal light (marked CEAR DN)
shows continuously when the gear is fully extended. Both
lights are out
as the gear changes position.
Theilluminatedgear- down position indicator
in the floor-
board aftof the centerconsole has two marksthat alignwhen
the gear
is down. Retarding the throttle below 12 inches
manifold pressure causes the gear warning horn to emit
a
regular, intermittent tone unless the gear is down-and-
locked.
An airspeed-actuated safety switch in the pitot system or
a mechanically actuated "Sq~quat-Switch"in the retraction
C system prevents landing gear retraction until attaining a
safe takeoff airspeed. The safety switch is not designed
to substitute for the gear switch in keeping the gear extend-
'
ed while taxiing, taking off, or landing.
i
-