Mooney M20F Executive User manual

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 1 of 42
Monticello Flying Club Pilot Transition Manual
Mooney M20F
This manual is based primarily on research from multiple sources and the practical use of the
Club’s specific aircraft. A few excerpts are from the MOONEY PILOT PROFICIENCY
PROGRAM developed by the MOONEY AIRCRAFT PILOT ASSOCIATION SAFETY
FOUNDATION. This entire manual is for non-profit educational purposes and in no way
supersedes the information in the POH.
You should thoroughly read through the POH, its supplements, the club’s aircraft
checklist, and all of the equipment manuals prior to reading this document.
The pilot in command must also become familiar with all available information concerning each
flight, the airworthiness and legality of the airplane, and the pilot's competency, currency and
authority for the flight.
Remember, the pilot in command is solely responsible for making all decisions concerning the
flights and in each instance has the responsibility for the safe operation of the aircraft.
Revised: 5/12/2016

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 2 of 42
INTRODUCTION
This document is meant to assist with a Club member’s transition to flying a Mooney.
This document in no way should take the place of a thorough check out with a Club approved
CFI. Additionally, Club members are expected to take an active role in continuing education
related to Club aircraft, aviation safety, and general aviation knowledge.
ADDITIONAL RESOURCES
Along with the POH, you are strongly encouraged to review these additional resources
(and other resources) prior to operating the aircraft.
Garmin 430W trainer - http://www8.garmin.com/support/download_details.jsp?id=3531
Garmin 430 video - https://www.youtube.com/watch?v=RRU8vVIe-cQ
Garmin 430W video - http://www.youtube.com/watch?v=kRQT9eybjao
ForeFlight Videos – https://www.youtube.com/watch?v=9aSvi70M7-
A&list=PL2zAuxLDr5dbvH7dbcOeqfNvFEjvSYD5f
Plane/Equip Manuals - http://www.monticellofc.org/aircraft/N3275F.html (bottom of page)
Great article on use of mixture: http://www.avweb.com/news/pelican/182084-1.html
Great article on manifold pressure: http://www.avweb.com/news/pelican/Pelicans-Perch-15-
Manifold-Pressure-Sucks-182081-1.html
Great article on variable props: http://www.avweb.com/news/pelican/Pelicans-Perch-16-Those-
Marvelous-Props-182082-1.html
Great article on putting these together: http://www.avweb.com/news/pelican/Pelicans-Perch-19-
Putting-It-All-Together-182085-1.html
M20 SERIES HISTORY AND OVERVIEW
The Mooney model has a very interesting history from wooden tails to one of the first
pressurized singles. To see a full description of the progression of the Mooney, go to
http://en.wikipedia.org/wiki/Mooney_M20

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 3 of 42
TABLE OF CONTENTS
INTRODUCTION.......................................................................................................................................2
ADDITIONAL RESOURCES .........................................................................................................................2
M20 SERIES HISTORY AND OVERVIEW.....................................................................................................2
CHAPTER 1: SYSTEMS ...........................................................................................................................5
GENERAL DESCRIPTION ............................................................................................................................5
LANDING GEAR SYSTEM...........................................................................................................................6
Landing Gear Circuit Breakers............................................................................................................7
Manual Landing Gear Extension .........................................................................................................7
FLIGHT CONTROL SYSTEMS......................................................................................................................8
Elevator Trim........................................................................................................................................8
Flap System ........................................................................................................................................10
CABIN HEATING AND VENTILATION.......................................................................................................11
INSTRUMENTS .........................................................................................................................................11
Auto-Pilot System ...............................................................................................................................11
ELECTRIC POWER SYSTEM......................................................................................................................12
FUEL SYSTEM..........................................................................................................................................13
RAM-AIR SYSTEM...................................................................................................................................14
INSTRUMENT VACUUM AND STANDBY VACUUM SYSTEMS...................................................................15
CHAPTER 2. WEIGHT AND BALANCE.............................................................................................18
M20 SERIES REFERENCE DATUM ...........................................................................................................18
WEIGHT AND BALANCE RECORDS..........................................................................................................18
CHAPTER 3. AIRSPEED LIMITATIONS............................................................................................19
M20 SERIES: SUMMARY OF AIRSPEED LIMITATIONS.................................................................19
IMPORTANT SPEED CHART......................................................................................................................19
CHAPTER 4. AIRCRAFT PERFORMANCE.......................................................................................20
GENERAL.................................................................................................................................................20
THE PILOT OPERATING HANDBOOK (POH)............................................................................................20
TAKE OFF PERFORMANCE.......................................................................................................................20
CRUISE PERFORMANCE...........................................................................................................................20
DESCENT PERFORMANCE........................................................................................................................21
LANDING PERFORMANCE........................................................................................................................21
CHAPTER 5. OPERATIONS PARTICULAR TO MOONEY AIRCRAFT......................................22
PREFIGHT ................................................................................................................................................22
Fuel-Related Items..............................................................................................................................22
TOW BAR AND TOWING ..........................................................................................................................23
LOADING AND UNLOADING PASSENGERS ..............................................................................................23
Adjusting the Seats .............................................................................................................................24
STARTING THE ENGINE ...........................................................................................................................24
TAXIING ..................................................................................................................................................24
ENGINE RUN-UP ......................................................................................................................................24

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 4 of 42
TAKEOFF .................................................................................................................................................25
Initial Climb........................................................................................................................................25
Cruise Climb.......................................................................................................................................25
CRUISE ....................................................................................................................................................26
Leaning the Aircraft ...........................................................................................................................26
High Altitude Cruise...........................................................................................................................27
ENROUTE DESCENT.................................................................................................................................27
LANDINGS ...............................................................................................................................................28
Go-arounds.........................................................................................................................................29
SHUTDOWN AND SECURING THE AIRCRAFT ...........................................................................................29
Cleaning and General Care of the Aircraft........................................................................................ 29
WINTER OPERATIONS .............................................................................................................................30
NIGHT OPERATIONS ................................................................................................................................30
OPERATING THE IPAD AND STRATUS 2................................................................................................... 30
IFR SPECIFIC PROCEDURES.....................................................................................................................31
Approach Level/Holding ....................................................................................................................31
IFR/ILS Descent .................................................................................................................................31
IFR/Non-Precision Approach.............................................................................................................31
IFR Circling Approach.......................................................................................................................31
Missed Approach................................................................................................................................32
CHAPTER 6. MOONEY ACCIDENT INFORMATION.....................................................................33
OVERVIEW-MOONEY ACCIDENTS..........................................................................................................33
MOONEY M20 SERIOUS ACCIDENTS:PILOT CAUSE...............................................................................33
MOONEY SERIOUS ACCIDENTS -PRIMARY CAUSE! ...............................................................................34
PILOT PROFILES.......................................................................................................................................34
PILOT TIME-IN-TYPE SERIOUS ACCIDENTS HISTORY ............................................................................35
ACCIDENT DATA BY PRIMARY CAUSE ...................................................................................................35
Adverse Weather.................................................................................................................................35
Judgment.............................................................................................................................................35
Improper Maintenance .......................................................................................................................36
Loss of Control...................................................................................................................................36
Airspeed Management........................................................................................................................36
Gear Mismanagement ........................................................................................................................36
Fuel Mismanagement .........................................................................................................................36
Improper Preflight..............................................................................................................................36
Other Causes......................................................................................................................................37
Undetermined Causes.........................................................................................................................37
SUMMARY ...............................................................................................................................................42

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 5 of 42
CHAPTER 1: SYSTEMS
GENERAL DESCRIPTION
M20 series aircraft are four-place high-performance single-engine low- wing
monoplanes. The all-metal airframe has a tubular-steel cabin frame covered with nonstructural
aluminum skins, a semi-monocoque aft fuselage, and a full-cantilever laminar-flow wing.
M20 Series Tubular Cabin Frame

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 6 of 42
M20 Wing Structure
The spar is a single piece spar running from end to end under the rear seats with the ribs
attached to the spar. The original fuel tanks were part of the structure, but have since had fuel
bladders added.
Control surfaces have extruded-spar construction with stressed skins riveted to the spars
and ribs. Dual control wheels accompany the conventional flight controls. The pilot's rudder
pedals have toe brakes linked to individual hydraulic cylinders that supply pressure to the
hydraulic disc brakes on each main gear wheel. Removable co-pilot rudder pedals are standard
equipment
LANDING GEAR SYSTEM
The standard landing gear system in all models through 1968 was manually operated.
Immediately after construction, the Club’s aircraft had its manual landing gear replaced with an
electric gear system.
Rubber discs in the gear leg assemblies absorb the shock of taxiing and landing. Single-
disc self-adjusting hydraulic brakes are featured on the main gear. There are only toe breaks on
the pilot side rudder pedals. An airspeed-actuated safety-switch in the pitot system prevents
electric gear retraction on takeoff until a safe flying speed is attained (Note: This airspeed safety
switch is fundamentally different from a squat switch). A gear-throttle warning horn is operated
by a detent switch on the throttle which sounds when the throttle is set for 12 inches or less of
manifold pressure and the landing gear up.
The landing gear system has a steerable nose wheel. The nose gear steering system
consists of a steering horn on the gear leg linked to the rudder pedals by push-pull tubes and bell
cranks. Gear retraction automatically disengages the steering mechanism from the nose wheel
and a centering cam aligns the nose wheel for entry into the wheel well.
The gear position is indicated in several ways. There is a red in-transit light that lets you
know when it is in transit, and there is a green down light. The red in-transit light will go out

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 7 of 42
when the gear is fully retracted. These lights have an aperture closure for dimming, so if these
lights do not come on, the first thing to do is rotate the light to ensure the aperture is open. There
is also a gear position indicator window (see image below) between the front seats that is unique
to the Mooney. When the red lines line up, as shown below, the gear is down.
Gear Position Indicator Window
LANDING GEAR CIRCUIT BREAKERS
There are two landing gear system circuit breakers located next to the emergency crank
handle (to the left of the pilot’s knees). The 25amp breaker is for the gear motor. The smaller
breaker is for the relay. If the 25amp breaker trips, you should manually lower the gear and
return for landing (see next paragraph). Only reset the breaker if the manual extension fails and
then only operate the gear to get them down. Resetting the breaker risks expensive damage to the
gear motor.
MANUAL LANDING GEAR EXTENSION
The electric gear retraction system has an emergency manual extension system connected
to the gear actuator to permit manual lowering of the gear in the event of an electrical
malfunction. Never use the manual system to retract the gear. Mooney used two different
systems (see diagram) with essentially similar operation from the cockpit. Use of either manual
extension system is summarized below:
1. Pull the landing gear actuator circuit breakers located next to the extension handle.
2. Move landing gear control switch to DOWN position.
3. Unlatch manual extension handle.
4. Crank the handle clockwise until green GEAR DOWN indicator light comes ON and/or
the lines on the visual gear position indicator on the floor aft of the console are aligned
when viewed from directly above the indicator.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 8 of 42
Emergency Gear System Diagram
FLIGHT CONTROL SYSTEMS
The dual flight control systems can be operated from either the pilot or copilot seat. All
flight controls are conventional in operation, using push-pull tubes to link the control surfaces to
the control wheels and rudder pedals. Formica guide blocks maintain control tube alignment and
dampen vibration. An interconnect bungee spring mechanism links the aileron and rudder
systems to assist in control coordination. The co-pilot's rudder pedals are removable.
ELEVATOR TRIM
You will notice that there is no trim tab on the airplane. Instead, the elevator trim wheel
in the cockpit rotates the entire empennage (right picture, above) to set the stabilizer angle of
attack around a hinge located aft of the battery compartment. The trim wheel is on the floor
between the pilot and co-pilot’s seats.
The trim wheel rotates the whole empennage around a hinge
The elevator trim
actually rotates the
whole empennage along
this line.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 9 of 42
Rudder Control System
Elevator Control System

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 10 of 42
Aileron Control System
Elevator Trim Control System
FLAP SYSTEM
This aircraft originally had a hydraulic flap system that was replaced with an electric flap
system. The switch is located on the center console next to the lighter adapter. There is an “up”
and “down” position with a neutral or off position in between. The switch is not spring loaded in
the up position, so if you move it to the up position it will stay in the up position. It is, however,
spring loaded in the down position, so flap extension will stop upon releasing the switch or
reaching the full flaps down position. A deliberate 3-second count extends the flaps to roughly
15o(approach setting), and roughly 11 seconds will bring the flaps from full up to full down.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 11 of 42
CABIN HEATING AND VENTILATION
Pulling out the cabin air knob allows air from inside the engine cowl to enter a mixing
box located on the engine side of the firewall. Pulling out the cabin heater knob allows air that
has passed over the exhaust muffler to enter this mixing box. Air leaving the mixing box is
routed to nozzles at the right shin of the pilot, the left shin of the co-pilot, just below the cigarette
lighter on the center console, and the windshield base. These nozzles (with the exception of those
at the windshield base) have louvers to control the airflow. The nozzles at the windshield base
are primarily for defrost. For maximum defrost, you must partially close the lower louvers in
order to force more hot air to the windshield. Be careful as too much hot air on the windshield
may damage the windshield.
Twist knob openings at the left knee of the pilot and right knee of the co-pilot provide
outside air to the front cabin. A manually operated overhead air scoop provides additional
outside-air ventilation mostly to the back seat occupants, and controls for these vents are located
on the ceiling.
INSTRUMENTS
All flight instruments are located in the shock-mounted flight panel. Engine instruments
are in the co-pilot's panel. Pitot system ram air pressure operates the airspeed indicator. The
instrument static pressure system has air pickup ports, which are open to atmospheric pressure,
on each side of the empennage, and this static pressure operates the altimeter and contributes to
the airspeed reading. There is no alternate static air source, so you would need to break the
vertical speed indicator glass in case of blockage to obtain an alternate static air source (in an
emergency). The HSI and attitude indicator operate off of an engine driven vacuum pump, and
the turn coordinator and electric compass (lower center of the pilot-side panel) are driven by the
electrical system. The panel-mounted electric compass is tied to a remote compass in the tail of
the aircraft and supplements the standard compass mounted at the top of the windshield. A
dimmer knob located on the ceiling above the pilot’s head manually dims the instrument panel
lights, and red spotlights are controlled using the knob above the co-pilot’s head. Make sure to
turn the instrument lights off after a night flight to prevent the bulbs from burning out.
AUTO-PILOT SYSTEM
This aircraft originally had a wing leveler system (Positive Control) but that has been
replaced with an S-TEC System 30 Auto Pilot that provides a steering, heading, and tracking
(GPS or VLOC) modes. The autopilot on-off master switch is located just below the ignition
switch. The System 30 is combined with the turn coordinator and thus is rate based (as opposed
to gyro based). This means that the autopilot will still function in the event of a vacuum or pitot
system failure. If you become disoriented during a vacuum system failure, switching the
autopilot on to level the wings could be a lifesaver.
There is also a GPS Steering system (GPSS) run by a separate switch in front of the co-
pilot that switches the input to the HDG mode on the System 30 between the Heading Bug
(HDG) and the Garmin 430W (GPSS). With the System 30 in HD mode and the GPSS in GPSS
mode, the autopilot will fly the flight plan that is in the 430W. If the GPSS is in HDG mode, the
autopilot will fly the heading bug when HD mode is selected.
There is an autopilot disconnect switch on the pilot’s control yoke. Also located on the
yoke is the altitude hold engage/disengage switch. In altitude hold mode, indicators on the turn

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 12 of 42
coordinator will indicate whether trim up or down is required by the autopilot system. Since the
aircraft is not equipped with electric trim, the pilot must manually adjust the trim settings per the
autopilot’s guidance in order to maintain altitude. Additionally, like many other autopilots in GA
aircraft, the system will attempt to hold altitude to the point of a stall if insufficient power is
supplied, so manual power and trim adjustments must be made by the pilot to compensate. These
adjustments are particularly important when using the autopilot to hold altitude and course
during a manual gear extension (expect to add power and trim as the gear comes down).
There is a lot more critical information in the autopilot manual, which is located on the
club’s website. Reading this manual and practicing autopilot use in good weather can familiarize
you with its operation so that you can comfortably use it during IFR flight to reduce your
workload. If you plan to use the autopilot during flight, you must check the disconnect function
as part of the pre-take off systems check.
ELECTRIC POWER SYSTEM
The master switch and power relay control the electrical power system, which is
composed of a 50-amp 12-volt generator (no alternator), a voltage regulator, and a 35 amp-hour
battery. One thing to note with a generator is that it will not provide power at low RPM, so watch
the ammeter when waiting for a clearance, troubleshooting something, or waiting for other
aircraft to depart. An avionics switch, located on the center panel next to the flap switch, isolates
the avionics. The battery is located in the tail and can be accessed via a door on the left side of
the fuselage.
Circuit breakers and circuit breaker switches protect the electrical wiring and equipment
from overloads. There are fuses on the autopilot system and the cigarette lighter circuit. All of
the light switches have internal breakers, so if a light switch will not stay up, it is an indicator
that the breaker has tripped.
Included in the electrical system are the navigation lights, interior lights, combined gear/
stall warning system, an electric fuel boost pump, electric starter, electric gear retraction system,
and an electric flap system. After night flights it is important to make sure the panel and interior
lights are turned off because they are not visible during the day.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 13 of 42
Electrical System Schematic
FUEL SYSTEM
The fuel system has internally sealed, integral wing tanks in the forward, inboard section
of each wing. Because of frequent leaks in this type of tank system, our aircraft had fuel bladders
added to the tanks. This prevents leaks, but reduced the fuel capacity by 9.2 gallons, resulting in
a total capacity (now) of 54.8 gallons, and added 26 pounds of weight. Additionally, there have
been some problems with water getting into these bladder systems so an AD was issued
requiring each tank to be sumped for 4 seconds each.
Vents at the aft outboard corner of each tank extend downward through the lower wing
surface. There is a piece of metal in front of each vent to reduce the risk of ice forming in the
vent. These tank vents are also designed to be a tube-within-a-tube, which helps to prevent
freezing. These fuel vents allow for overflow and fuel tank ventilation, and they should be
checked for obstruction during pre-flight inspection.
Fuel sump drains are located at the lowest point in each tank. Fuel feeds from either tank
to a valve through a gascolator integral with valve and low-point drain. The selector valve (see
picture in Chapter 5) is located between the pilot’s legs along with a selector sump ring that is
pulled up to drain the sump for each tank at the selector. This point is the lowest point in the fuel
system. The selector goes from ‘left’ to ‘off’ (pointing at pilot) to ‘right’. While you do have to
go through ‘off’ position to switch tanks, there is sufficient fuel in the lines to prevent this from
stopping the engine as long as it is done in a reasonable amount of time.
The electric fuel pump is in the bottom left forward section of the fuselage just aft of the
firewall. Fuel feeds from either tank through the selector valve to the electric pump then to the

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 14 of 42
engine-driven fuel pump and to the fuel injector system on the engine. Fuel quantity transmitters
in each tank are wired to fuel quantity gauges in the engine cluster gage. The aircraft master
switch turns on the fuel quantity indicating systems.
Fuel System Schematic
On our aircraft, a Bendix RSA-5AD1 fuel injection system uses measured airflow in a
stem-type regulator to convert the air pressure into a fuel pressure. This fuel pressure differential
is applied across the fuel metering section of the fuel injector, making fuel flow proportional to
airflow. The injection system is composed of the injector, flow divider, air-bleed nozzles, and
associated lines and fittings.
The Lycoming fuel injection controls on M20E, F and J models do not include an engine
primer. Fuel will be sprayed into the intake manifold whenever a fuel pump is operating and the
mixture control is open. Thus proper positioning of the mixture knob is critical for insuring the
engine is properly primed but not flooded.
RAM-AIR SYSTEM
The ram-air feature was incorporated with the 200 horsepower engine in M20E and later
models, including M20J production through 1991. It provides a 1" manifold increase by allowing
engine induction air to partially bypass the induction air filter (see schematics below). Use of
ram-air must be strictly limited to clean, dust-free air, as the engine operates on direct unfiltered
air when the ram air control is pulled on. RAM air must also not be operated in clouds below 40
degree F due to the risk of freezing at the injection ports.
If the ram-air is on while the landing gear is down, the ram-air annunciator light will
illuminate, reminding you that you should close the ram air door. Do not wait for this light; close
the door just prior to starting the descent. Should the induction air filter clog, a spring-loaded

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 15 of 42
door in the induction system will open by induction vacuum to allow bypass air to enter the
engine.
Ram Closed Ram Open
INSTRUMENT VACUUM AND STANDBY VACUUM SYSTEMS
An engine driven, dry air vacuum pump supplies suction for the vacuum operated
gyroscopic flight instruments (the directional gyro in the HSI and the attitude indicator). The air
is passed through several filters before entering the instruments. A vacuum regulator valve is
incorporated to maintain the required operating vacuum throughout the engine power range. A
red vacuum annunciator light will flash when the vacuum drops below the 4.25 ± 0.2 in Hg
suction that is required to operate the instruments. The vacuum annunciator light glows steadily
when vacuum exceeds the normal setting of 5.5 ± 0.2 in Hg. Idle RPM settings will normally not
provide adequate vacuum for satisfactory instrument operation, so the low vacuum light may
illuminate while the engine is at idle.
If the primary system fails, as indicated by a “low” vacuum annunciator light, then the
pilot can activate the standby system by pulling the knob above the co-pilot’s knees. This knob
opens a valve to pull vacuum pressure off of the #3 cylinder. When the engine is running at
manifold pressures below atmospheric (approximately 30”), suction is created by the cylinders
(this suction pulls air into the engine). The standby vacuum uses this suction to run the
instruments.
Accordingly, the standby vacuum system will not operate at manifold pressures near or
above standard pressure (approximately 30”), because the cylinder is getting all the air it needs
from the fuel injector and thus is not creating a vacuum. This detail is important to remember if
shooting an approach in IMC while using the standby vacuum. If you execute a missed approach
and increase engine manifold pressure above 30”, you will lose standby vacuum pressure and
your DG and artificial horizon will slowly wind down. Anticipate this situation and rely on your
altimeter, turn coordinator, and VSI until you have sufficient altitude to safely reduce manifold
pressure below 30”. When you activate the standby vacuum, the “low” vacuum light will go out,
but the standby light on the far left side of the panel will stay lit.
Fuel
Injector
To Engine
Air
Filter
Ram
Inlet
Ram
Inlet
Fuel
Injector
To Engine
Air
Filter
Air
Air

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 16 of 42
Instrument Vacuum System

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 17 of 42
The vacuum system also operates the aircraft step. The step will retract
automatically when sufficient vacuum is produced by the vacuum pump.
Vacuum Step

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 18 of 42
CHAPTER 2. WEIGHT AND BALANCE
This section addresses a critical flight planning area, the determination of payload
(passengers and baggage) and usable fuel loading.
M20 SERIES REFERENCE DATUM
For all Mooney’s, the reference datum plane is at fuselage station 0.00. On "long
fuselage" models M20F, M20G, M20J, and M20K, fuselage station 0.00 is 5.00 in. aft of the
centerline of the nose gear support bolts. The leading edge of every Mooney wing is 33.00 in. aft
of fuselage station 0.00. This detail explains why short, long, and longer fuselage Mooney’s all
have similar CG ranges when expressed as "inches aft of datum." With its 10 in. longer fuselage,
the M20F wheelbase also increased 5 in.
WEIGHT AND BALANCE RECORDS
In 1974, Mooney issued an AFM addendum for 1967 and earlier Mooney’s covering
weight and balance, providing original equipment, additional charts and a sample weight and
balance. All additional and removed equipment has since been captured in log book updates to
this original weight and balance.
You are required by the FAA to ensure that the aircraft is properly loaded for each flight.
One way to do this is to follow the steps outlined in the POH/AFM addendum and complete the
chart provided in the addendum. The current Empty weight of N3275F is 1740.95 and the arm is
46.17”. Note that because of the fuel bladders, usable fuel has been reduced to 27.4gal/tank (54.8
total). With a maximum takeoff weight of 2740lbs, that gives a useful load (not including fuel) of
999.05lbs and a payload (with full tanks) of 670.25lbs. There is also a weight and balance
spreadsheet for instructional purposes found on the club website.
Since the club only fills the tanks to within an inch of the top, you will be right at
maximum gross weight with four FAA full sized (170lb) adults on board. You can also carry less
fuel by either paying Landmark to remove fuel, or by calling the previous member flying the
aircraft and request them not fill up the tanks. Otherwise the club policy is to keep the tanks
within an inch of the top in order to keep the bladders wet but to also prevent venting of fuel.
Again, it is your responsibility to calculate fuel and passenger weights and complete the weight
and balance calculations.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 19 of 42
CHAPTER 3. AIRSPEED LIMITATIONS
Airspeed control, one of the most important flying skills, is especially important in Mooney
operations. This section is designed to aid in understanding and flying proper airspeeds through a
review of terminology, maneuvering speed, and other airspeed limitations.
M20 SERIES: SUMMARY OF AIRSPEED LIMITATIONS
Va – Max. Maneuvering 135MPH– straight and level (not shown)
(reduce 6MPH for every 200lbs under max weight)
Vfe – Max. Flaps Extended 105MPH (top of white arc)
Vge – Max. Gear Extended - 120MPH (not shown)
Vlo – Max. Gear Operating - 120MPH – raising and lowering
Vne – Never Exceed - 200MPH – even in smooth air (red line)
Vno – Max Structural 174MPH – only in smooth air (top of green arc)
WARNING!
DO NOT EXTEND FLAPS IN TURBULENCE.
GEAR MAYBE LOWERED, BUT ALWAYS SLOW TO GEAR OPERATING SPEED.
IMPORTANT SPEED CHART
1. Vso, Power off stall, gear down, flaps 33° 62MPH
2. Vs1, Power off stall, gear down, flaps 15° 64 MPH
3. Vs, stall, gear and flaps up 68 MPH
4. Normal takeoff 65-75MPH
5. Normal takeoff 50' agl 80MPH
6. Best rate, Vy, clean, full throttle, 2700 rpm, sea level/10,000' 113/102MPH
7. Best angle,Vx, clean, full throttle, 2700 rpm, sea level 94MPH
8. Normal landing 50' agl 80MPH
9. Short field landing 50' agl 74MPH
10. Balked landing, flaps 33o, gear down 80MPH
11. Normal climb, 26"/2600 rpm 115-120MPH
14. Max glide range, 2740lbs, windmilling/stopped 105/100MPH
Recommended cruise operating range: 2350-2500 rpm
Avoid continuous cruise operations within 2100-2350 rpm
See the POH for details on recommended combinations of manifold pressure and RPM at
various altitudes and their influence on aircraft performance.

Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 20 of 42
CHAPTER 4. AIRCRAFT PERFORMANCE
GENERAL
This section considers another critical flight planning activity, the proper use of
information contained in the aircraft performance charts to optimize performance and protect the
aircraft from damage.
THE PILOT OPERATING HANDBOOK (POH)
First a little background. In the 1960s, the M20F OWNER'S MANUAL was issued with
96 pages, still with a separate loading schedule to be consulted for weight and balance data.
Mooney Owners Manuals and Pilot Operating Handbooks contain the following advice, which
we would all do well to heed:
"...It is important that you - regardless of your previous experience - carefully read the
handbook form cover to cover and review it frequently."
TAKE OFF PERFORMANCE
Take off performance can be obtained using the chart in the POH. These charts are
calculated based upon actual flight tests, using average piloting techniques, the airplane and
engine in good condition, and the engine power control system properly adjusted. The charts
make no allowances for varying levels of pilot technique, proficiency or environmental
conditions. The pilot must evaluate the effect of soft runways, winds aloft, or airplane
configuration changes.
Keep in mind that to use these charts you must first calculate your weight and balance
and calculate the density altitude at your departure. Remember as well to figure on 1.5 gallons of
fuel burn for start/taxi/run up/takeoff.
The worst-case scenario (per the charts) would require 2,395 ft to clear a 50 ft obstacle.
So if you are taking off from a runway that is shorter than this, you need to pay close attention to
the takeoff charts to ensure that you can depart under those conditions. Don’t be afraid to abort a
takeoff that is not progressing as you expected before it is too late to do so. Also, maintaining the
best angle of climb airspeed of 94 MPH is critical for obstacle clearance on short-field takeoffs.
Succumbing to the temptation to raise the nose to get over an obstacle can quickly put you on the
wrong side of the power curve – fly the POH performance speeds. Keep in mind that density
altitude affects performance.
CRUISE PERFORMANCE
Cruise performance can be directly obtained from the charts found in the POH. The
aircraft should not be continuously operated above 75% power and remember that these tables
are based on aggressive leaning of the mixture. It is also important to remember that these are
true airspeeds (TAS) not indicated airspeeds (IAS) or ground speeds (GS). You must adjust the
TAS according to pressure altitude and temperature to determine calibrated airspeed (CAS),
which should be close to the indicated airspeed (IAS) read off the airspeed indicator.
Furthermore, ground speed calculations must include the effect of winds aloft.