Mooney Executive 21 1968 User manual

MOONEY
OWNERS MANUAL
SERIAL NUMBERS
680001 & ON
JULY 7967 ISSUE
MOONEV A IRCRAFT, /NC.
KERR VI 6 LE, TEXAS 78028
MANUAL NUMBER 68-20F-OM-B
#I197

LIST OF REVISED PAGES ISSUED
INSERT LATEST REVISED PAGES -- DESTROY SUPERSEDED PAGES.
DATE OF PAGE
NUMBER LATEST REVISION
NUMBER LATEST REVISION
*THE ASTERISK INDICATES PAGES REVISED, ADDED, OR DE-
LETED BY THE CURRENT REVISION.
ADDITIONAL COPIES OR CURRENT REVISIONS OFTHIS PUBLICATION
MAY BE PURCHASED FROM YOUR LDCAL MOONEY DISTRIBUTOR OR
DEALER.

......
SECTION I. GENERAL DESCRIPTION 1- 1
.......
SECTION 11. SYSTEMS OPERATIONS 2- 1
*
SECTION IV.
EMERGENCY PROCEDURES ... 4- 1
0
.............
SECTION V. LIMITATIONS. 5- 1
...........
SECTION VI. PERFORMANCE 6-1
*
..............
SECTION VII. SERVICING
7-1 *

This manual is issued as your operating guide for the
Mooney Executive
21. It is importantthatyou--regardless of
your previous experience--carefully read the handbook
from cover to cover and review
it frequently.
IMPORTANT: THIS MANUAL CONTAINS Federal
Aviation Agency-Delegation Option Authority AP-
PROVED LIMITATIONS AND
MUST BE CARRIED
IN THE AIRCRAFT AT ALL TIMES.
All information and illustrations in this mama1 are based
on the latest product information available at the time of
publication approval, Theright
is reservedto 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 recom-
mendations
is solicited.
The Company warrants eaehnew airplane manufactured by
it to be free from defects in material and workmanship
under normaluse andservice, provided, however, that this
warranty
is limited to making good at Company's factory
any part or parts thereof which shall, within
12 months
from the date of the original Airworthiness Certificate,
be returned to the Company with transportation charges
prepaid, and which upon Company's examination shall dis-
close to Company's satisfaction to have been thus defec-
tive; this warranty being expressly in lieu of all warran-
ties expressed or implied and
all other obligations or lia-
bilities onthepartof theCompany, andthe Company neither
assumes nor authorizes any other person to assume for it
any other liability inconnectionwiththe saleof
its airplanes.
This warranty shall not apply to any airplane which shall
havebeen repairedor alteredoutside of Company's factory
which in the judgment of Company affects the airplane's
stability or reliability, nor which in the opinion of Com-
pany has been subject to misuse, negligence, or accident.
Equipment and accessories not manufactured by sellerare
guaranteedonly to the extent of the originalmanufacturer's
guarantee.

SECTION I. GENERAL DESCRIPTION
DESIGN FEATURES
AIRFRAME .................. : .....-a. 1. 2
POWERPLANT ........................ 1-2
FLIGHT CONTROLS ..................... 1- 3
LANDING GEAR ........................ 1- 3
SPECIFICATIONS OUTLINE
POWERPLANT ........................ 1-3
PROPELLER ......................... 1-4
LANDING GEAR ....................... 1.4
FUEL & OIL .......................... 1. 5
WEIGHT
& LOADING ................... -1-5
BAGGAGE COMPARTMENT ............... 1.5

MooNEY @-- OWNERS MANUAL
DESIGN FEATURES
The MOONEY EXECUTIVE 21is a low- wingfour-place air-
craftwith a retractable gear. Afour-cylinder enginepowers
the aircraft for economical, high-performance flight. 1,i-
censing under Federal Aviation Agency regulations assures
that your Mooney meets the requirements of Normal Cate-
gory aircraft at full gross weight.
AIRFRAME
The airframehasawelded, tubular-steel cabinstructure 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 two thirds of the wing
area.
For pitchtrim control, the empennagepivotsonthe aftfuse-
lage.
A torqueAube-driven jack screw, bolted to tie rear
tail cone bulkhead, sets the stabilizer angle of attack.
The forward-opening cabin door-provides access to both
front and rear seats. The baggage compartment door
is
abovethe wingtrailing edgeto enable baggage loading from
the ground.
POWER PLANT
Thepower plant is a four-cylinder fuel-injected enginethat
develops 200 horsepower.
.A 50-ampere 12-volt generator
supplies ample electricalpower for
all standardandoptional
equipment whenthe engine
is operating at flight power set-
tings.
Thehydraulic propeller governor, using engineoilpressure
fpr increasingblade pitchto control engine speed, regulates
the controllable-pitch constant-speedpropeller. Spring.and
blade aerodynamic forces decrease blade pitch.

MOONEY @- OWNERS MANUAL
FLIGHT CONTROFS
\I *
Conventional dual controls link to the control surfaces
through push-pull tubes.
The Mooney Positive Control
(P.C.) system is standard
equipment.
P. C. is a lateral stability control system that
provides a high degree of roll and yaw stability, thereby
enhancing the inherent wings-level flight characteristics
of the aircraft. The system works full time from takeoff
throughlandingbut canbe 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 standard gear
is manually retracted. A gear warning
horn along with red and green position lights help prevent
inadveqtent gear-up landings. An electrically operated
gear
is available at extra cost. The electric gear system
incorporates
an airspeed-actuated switch that helps pre-
,
vent gear retraction until a safe airspeed is attained. An
emergency gear extension system
is installed with the op-
tional electric gear system.
SPEClPlCATlONS OUTblNE
POWER PLANT
TYPE: Four-cylinder, air cooled, horizontally opposed,

and fuel- injected engine with a wet- sump lubricating sys-
tem.
Model (Lycoming).
................ .I8- 360-A1A
Rated Horsepower @ 2700 RPM ............. 200
............................
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 S4LN- 200 Series
PROPELLER
TYPE: Constant- speed hydraulically- controlled propeller
with a single- acting governor.
..........
Model (Bartzell) Hc- 62~
K- 1~/'7666 A- 2
..........................
Diameter .94 IN.
Blade Angle (@ 30 IN. STA):
...........................
Low. 14O 1' o0
.............
High ..........'. :.
290 f 2'
LANDING GEAR
TYPE: Manually retractedtricycle gear withrubber shock
discs, steerable nose wheel, and hydraulic disc brakes.
Wheel Base
.................. 5 FT 11-9/16 IN.
Wheel Tread. .............. : .... 9 FT 314 IN.
Tire Size:
Nose .......................... 5.00 x 5
Main ................... .'-. ...... 6. OOx 6
Tire Pressure:
Nose
........................... 49 PSI
Main
........................... 30 PSI

MOONEY @- OWNERS MANUAL
FUEL & 911
I '
Usable Fuel Capacity ................. 64 GAL
Minimum Fuel Octane Rating (aviation grade) . 100/130
......... Oil Capacity (6 QTS MIN for flight) .8 QTS
WEIGHT & LOADING
Gross Weight ..................... 2740 1,BS
Approximate Empty Weight (with standard
equipment)
....................... 1640 LBS
Useful Load
...................... ,1100 LBS
Wing Loading @ Gross Weight (PSF) ...... % .. .P6.4
Power Loading @ Gross Weight (PHP) ........ .13.7
BAGGAGE COMPARTMENT
'
. Maximum Loadif@ (unless limited by weight envelope):
Baggage Area
................... .I20 LIBS
Hat Rack ....................... .I0 L.BS

FIGURE 1- I.
DIMENSIONED THREE VIEW
"$6

1
SECTION II . SYSTEMS OPERATIONS
POWER PLANT
ENGINE CONTROLS .................... 2-4
IGNITION SYSTEM ..................... 2-5
FUEL SYSTEM ....................... 2-6
OIL SYSTEM
......................... 2-6
ENGINE COOLING
..................... 2-7
VACUUM SYSTEM ..................... 2-7
INSTRUMENTS
FLIGHT INSTRUMENTS ................. 2-7
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS ............ 2-8
POSITIVE CONTROL
................... 2-8
TRJM CONTROLS ..................... 2-10
W'ING FLAP CONTROLS ................. 2-10
LANDING GEAR
' .MANUAL GEAR RETRACTION SYSTEM
(STANDARD)
......................... 2-11
ELECTRIC GEAR RETRACTION
SYSTEM
(OPTIONAL) ......................... 2-12
EMERGENCY GEAR EXTENSION SYSTEM
(WITH ELECTRIC GEAR)
...........
.... 2-13
BRAKE & STEERING SYSTEMS ............ 2-13
ELECTRICAL POWER
GENERATOR&BATTERY ............... 2-14
CIRCUIT BREAKERS
................... 2-16
INDICATOR LIGHTS .................... 2-16
CABIN LIGHTING ..................... 2-17
CABIN ENVIRONMENT
HEATING & VENTILATING SYSTEMS ........ 2-17
WINDSHIELD DEFROSTING SYSTEM ........
2- 18*
CABIN
SEATS&SAFETYBELTS. ............... 2-19
BAGGAGE
& CARGO AREAS .............. 2-19

MooNEY @F+!@L- OWNERS MANUAL
Acquiring a workingknowledge of the Executive 21 controls
and equipment is one of your important first steps in de-
veloping a fully efficientoperating technique. This Systems
Operations section describes location, function, and oper-
ation of systems1 controls and .equipment. It is advisable
for you, the pilot, to familiarize yourself with all controls
and systems while sitting in the pilot's seatand rehearsing
the systems operations and flight procedures portions of
this manual.
FIGURE 2- 1. rNSTRUMENT PANEL

WINDSHIELD CENTER POST
1. Magnetic Compass
LEFT PANEL
2. Master Switch
3. Ignition-Starter Switch
4. Gear-
Up Signal Light
5. Gear-Down Signal Light
6. HI-LO Vacuum Warning
Lights
7. Airspeed Indicator
8. Artificial Horizon
9. Directional Gyro
18'. Rate- of- Climb Indicator
11. Altimeter
12. EGT Gage
13. Turn Coordinator
'14,. P.C. Roll-Trim Knob
RADIO PANEL
15. Radio Equipment
RIGHT PANEL
16. Tachometer
17. Glove Box
18. Manifold Pressure/Fuel
Rressure Gage
19. E,ngine Cluster Gage:
Fuel Quantity Gage
(L tank)
Fuel Quantity Gage
(R tank)
Amqeter
Oil Pressure Gage
Oil Temperature Gage
Cylinder Head Temp-
erature Gage
20. Cigarette Lighter
21. Main Circuit Breaker
Panel Cover
22. Head Phone
& Microphone
Jacks (optional)
23. Electric Fuel PumpSwitch
24. Pitot Heat Switch
25. Anticollision Light
26. Position Lights Switch
27. Landing Light Switch
28. Park Brake Control
29. Cabin Heat Control
30. Cabin Vent Control
31. Power Boost Control
32. Unfiltered Ram Air
Warning Light
ENGINE CONTROLS:
33. Throttle Control
34. Mixture Control
35. Propeller Control
36. Wing Flap Control Knob
37. Wing Flap Pump Handle
38. Gear Lever Safety Latch
39. Cowl Flap Control
WI4EEL WELL
40. Stabilizer Trim Position
Indicator
41. Wing Flap Position Indi-
cator
42. Gear Retracting Lever
CABIN FLOOR
43. Stabilizer Trim Control
Wheel
44. Fuel
Tank Selector Valve
Drain
45. Fuel Tank Selector Knob

MooAIE)4 @- OWNERS MANUAL
POWER PLANT
ENGINE CONTROLS
The throttle, mixture, and propeller controls are centrally
located on the instrument panel; the mixture and propeller
controls are vernier push-pull controls with center-button
locks that prevent "creeping.
" Depressing the lock button
in the knob overrides the vernier and allows movement
throughout thefullcontrol range. Rotatingthe vernier knob
clockwise increases the setting; counterclockwise rotation
decreases the setting. The push-pull throttle control reg-
ulates manifold pressure. Pushing the control forward
increases manifold pressure. Turning the friction lock
holds throttle position.
POWER BOOST OFF
The hexagon- shaped push-pull control between the throttle
and propeller control regulates the engine fuel-air ratio
(mkture). Precise mixture settings are established with
the mixture control vernier while observing the EGT gage
on the pilot's panel. The propeller control regulates the
propeller governor which in turn controls engine RPM.
Bushing the propeller con-
trolforwardincreasesRPM
(low pitch), and pulling the
cont~;.olaft decreases RPM
(high pitch). Fine pitch
changes are made by turn-
ing the knob to increase or
decrease RPM.
The engine induction- air
control
is on the subpanel
immediately to the left of
the throttle control. To the
right of the induction-air
control
is an amber cautio~
light that illuminates when
FIGURE
2- 2. ENGINE the induction-
air control
AIR INDUCTION SYSTEM knob (marlred UNFILTER-

LOONEY @- OWNERS MANUAL
ED RAM AIR PULL ON) is set for ram air and the gear
is down. When operating at full throttle, using ram air
will increase the manifold pressure by allowing engine in-
duction air to bypass the induction air filter. The use of
ram air must be linjited to clean, dust-free air ataltitude.
The engine will operate on direct unfiltered
air when the
induction aircontrol knob
is pulled aft. The amber caution
light reminds the pilot to pushthe engine induction
air con-
trol forward forfiltered
air before landing. Should the in-
duction air filter clog, alternate
' air will automatically
draw into the engine. A spring-loaded door in the induc-
tion system will open by induction vacuum to allow
air to
enter the engine from inside the cowling.
\All engine instruments except theEGTgage are grouped in
the rightinstrumentpanel. Color arcson instrument faces
markoperating ranges. Properinterpretation of engine in-
strument readings
is essential for selecting optimum con-
trolsettings and for maintaining maximum cruise fueleco-
nomy. Engine limitations are given in Section
V.
9
IGNITION SYSTEM
The left magneto has a set of fixed-retard breaker points
thataid in smoother, easier starting.
A battery-powered
startingvibrator 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 receptacle engages 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.

MOoNEY @- OWNERS MANUAL
FUEL SYSTEM
Two integral sealed sections carry the fuel in the forward
inboardarea of the wings. Full fuelcapacity is
64 gallons.
There are sump drains at the lowest point in each tank for
takingfuelsamplesto checkforsedimentcontamination 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 lowestpoint in the fuel
linesbefore the first flightof the day and after each refuel-
ing. Section.
VII discussesthe selector valve flushing pro-
cedure.
Fuel feedsfrom onetank
at a timeto the selector valve and
through the electric fuelpump enroute to the engine-driven
pump and the fuel injector unit. Electric fuel-level trans-
mitters inthetanks operatefuel gagesinthe enginecluster.
The master switchactuatesthe fuel quantity indicator sys-
tem to maintain
a constant indication of fuel remaining in
each tank. The fuelpressure gage registers line pressure
delivered tothe injector. Vqnts in each fuel tank allow for
overflow and ventilation.
Olb 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 normal or when the cooling radiator
is blocked.
The engine oil should be kept at
6 to 8 quarts. Eycoming
ServiceInstruction
1014 (latestrevision)givesrecommended
oil specifications and oil change intervals.

'MOONEY @-- OWNERS MANUAL
ENGINE COOLING
The down-draft engine cooling system provides ground and
inflightpower plant cooling. Engine baffling directs 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 opens the cowl flaps.
VACUUM SYSTEM
An engine-driven vacuum pump supplies suctionforthe vac-
uum-operatedgyroscopic flight instruments, the retractable
step, and the Mooney PositiveControlsystem. Airentering
thevacuum- poweredinstruments
is filtered; hence, sluggish
~
or erratic operation of vacuum-driven instruments may in-
dicate that
a clogged vacuum filter element is preventing
adequate air intake. The
HI or LO indicator light abovethe
artificial horizon will glow if vacuum
is above or below
limits.
INSTRUMENTS
FLIGHT INSTRUMENTS
All primary flight instruments are grouped on the floating
shock-mounted flight panel directly in front of the pilot's
seat. The basic gyro flight references are the artificial
horizon, the directional gyro, the vertical speed indicator,
and the turn coordinator. Standard flight instrumentation
also includesthe airspeedindicator and the altimeter. The
flap-position indicator is on the
aft end of the nose wheel
well.
A standard eight-day clock is mounted in the pilot's control
wheel. Themagnetic compass
is mounted onthe windshield
post above the instrument panel. The outside
air temper-
ature gage with probe is installed through the windshield.

Apitot tube, mounted on the lower surface of the left wing,
picksup airspeedindicator ramair. Anoptionalheated
pitot
prevents pitot tube icingwhenflying in moisture- laden air.
Static ports on each side of the tail cone supply static air
pressureforthe altimeter, the airspeed indicator, and the
vertical speed indicator. An optional alternate static pres-
sure source valve may be installed.
A stallwarning horn, triggered by a sensing vane on the
left wing leading edge, will sound when 'airspeed drops to
near stall speed. Landing gear position lights on the panel
will show red when the gear
is retracted. Reducing power
below
10 inches manifold pressure when the gear is not in
the down- and- locked position will cause the gear warning
horn to sound.
FLlGHT CONTROLS \
PRIMARY FLIGHT CONTROLS
)I '.
Push-pull tubes withself-aligning rodend bearings actuate
the primaryflight controlsurfaces. Beveled aileron trail-
ing edgeshelp reduce pilotcontrolforces requiredforflight
maneuvering.
A spring-loaded interconnectdeviceindirect-
ly joins the aileron and rudder controlsystems
to assist in
lateral stability during flight maneuvers. Control surface
gapstrips minimize airflow spoilage atthe hinge slots and
reduce drag.
POSITIVE CONTROL
The Mooney PositiveControl (P.C.) system provides a high
degree of roll and yaw stability, thereby enhancing the in-
herent wings- level flight characteristics of the aircraft.
Positive Control
will hold an average heading over a long
periodof time when 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 apneumatic-
ally operated, two- axisau-
tomatic controlinstallation
superimposeduponthe pri-
mary flight control sys-
tems. An elec
tro-vacuum-
powered turn coordinator
supplies pneumatic inputs
to servo units that link to
theaileron andrudder con-
trol systems. Since the
engine- drivenvacuumpump
is the power source, P.C.
is operative whenever the
propeller
is windmilling
at more than 1000RPM.
CUTOFF VALVE BUTTON
FIGURE 2-3. P.C.
SYSTEM CONTROLS
Thethumb-operatedcutoff button onthe left hand grip of the
pilot's control wheel
is shown in Figure 2- 3. Depressing
this button any time during flight will render the Positive
Contrplsystem completelyinoperative forflight maneuvers
or
mhualflying. Whenthe cutoff valve button is released,
.the aircraft will return unassisted to wings-level flight.
P.C. can be manually overriden with little effort if the sys-
tem should malfunction. Manually over-powering the sys-
tem will not damage the aircraft or the P.C. components.
The roll-tr.im knob on the turn coordinator, as shown in
Ffgure
2- 3, provides an aileron trim function throughthe
P.C. system. Rotating the knob trims the aircraft about
its roll
axis to compensate for asymetrical fuel and 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 frequently to check for proper functioning.
TheExecutive
21 (M20F) is certified as aNormalCategory
aircraft. No acrobatic maneuvers including spins are ap-
proved. However,
if a spin is inadvertently approached or
entered, depressingthe cutoff valvebutton on the left hand-

MooNEY @/- OWNERS MANUAL
grip of the pilot's control wheel will de-energize the P.C.
system while usingnormal spin recovery techniques. Spin
recovery can be executed from theco-pilot's side by over-
powering the
P,C. system.
TRIM CONTROLS
I
For pitch trim control, the entire empennage pivots on the
tailcone attachmentpoints to increaseordeheasethe hori-
zontal stabilizer angle of attack, This design allows flight
trimestablishmentwithminimum controlsurfacedeflection.
A pointer in
a slot located on the aft end of the nose wheel
wellindicates stabilizertrim position. Forward rotation
of thetrim wheel lowersthe nose; rearwardrotation raises
the nose in flight.
The wide- spanflaps arehydraulically controlled by
a hand-
operated pump that actuates a hydraulic cylinder. A re-
liefvalve releases the hydraulic pressure at a slow rate as
springs (or air forces)
raise the flaps. Hydrau-
lic fluid used in the sys-
tem
is commonto both the
flap and brake systems.
Setting the flap- shaped
control adjacent to the
pump handle in the
DOWN
position and pumping the
handle lowers the flaps to
the desired angle of de-
flection. Flap position
is
indicated by a pointer on
the aft end of the nose
wheel well. Theinterme-
diate mark in the pointer
'
FIGURE 2- 4. GEAR & range is the flap TAKE-
FLAP CONTROLS OFF setting. The flap-