Mooney M20R - Ovation Technical specifications

MOONEY AIRCRAFT CORPORATION
LOUIS SCHREINER FIELD
KERRVILLE, TEXAS 78028
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
FOR
M20M, M20R, M20S
WITH
BENDIX/KING KFC 225
AUTOMATIC FLIGHT CONTROL SYSTEM
Model ____________________________________________________
Reg. No.__________________________________________________
Serial No._________________________________________________
This supplement must be attached to the FAA Approved Airplane Flight Manual
when the Bendix/King KFC 225 Automatic Flight Control System is installed in
accordance with Mooney Aircraft Corporation Drawing No. 830139. The information
contained herein supplements or supersedes the basic manual only in those areas
listed herein. For limitations, procedures, and performance information not
contained in this supplement; consult the basic Airplane Flight Manual.
FAA APPROVED:____________________________________________
Michele M. Owsley -Manager
Aircraft Certification Office
DOT/FAA ASW-150
2601 Meacham Boulevard
Fort Worth, Texas 76137-0150
Date of Approval: -2 November, 1999
Revision A -15 August, 2000 Page 1 of 20

MOONEY AIRCRAFT CORPORATION
LOUIS SCHREINER FIELD
KERRVILLE, TEXAS 78028
LOG OF REVISIONS
Rev. Revised Description FAA Date
No. Pages of Revision Approved
The revised portions of affected pages are indicated by vertical black lines in the margin.
A2
11
Log of Revision page entry
Added information on Altitude
Capture Alert annunciation.
Rev. A 8-00
8/15/00

TABLE OF CONTENTS
SECTION PAGE
IGENERAL............................................................................................ 4
II LIMITATIONS....................................................................................... 6
IIIA EMERGENCY PROCEDURES............................................................ 6
IIIB ABNORMAL PROCEDURES............................................................... 8
IV NORMAL PROCEDURES.................................................................. 10
VPERFORMANCE............................................................................... 20
VI WEIGHT & BALANCE........................................................................ 20
VII AIRPLANE & SYSTEM & DESCRIPTION.......................................... 20
VIII HANDLING, SERVICING & MAINTENANCE..................................... 20
IX SUPPLEMENTAL DATA .................................................................... 20
XSAFETY TIPS .................................................................................... 20

SECTION I —GENERAL
This manual is provided to acquaint the pilot with the limitations as well as normal
and emergency operating procedures of the Bendix/King KFC 225 Automatic
Flight Control System. The limitations presented are pertinent to the operation of
the KFC 225 system as installed in the Mooney M20M, M20R, and M20S
airplane; the Autopilot must be operated within the limitations herein specified.
The KFC 225 Automatic Flight Control System is certified in this airplane with 3-
axis Autopilot control: pitch, roll and yaw.
The KFC 225 system provides the pilot with the following features:
pitch attitude hold (PIT), vertical speed hold (VS), altitude hold preselect (ALT
ARM), altitude capture (ALT CAP), altitude hold (ALT), altitude alerting, and go
around (GA) in pitch; roll attitude hold (ROL), heading hold (HDG), navigation
course capture (NAV ARM), navigation course tracking (NAV), approach course
capture (APR ARM), and back course approach tracking (REV) in the roll axis.
Control wheel steering (CWS) allows synching of the pitch axis modes (except
glideslope) and maneuvering the aircraft by hand if desired.
The KFC 225 system has an electric pitch trim system that provides auto-trim
during autopilot operation and manual electric trim (MET) for the pilot when the
autopilot is not engaged. Trim faults are monitored and annunciated both visually
and aurally.
An automatic preflight self-test begins with initial power application to the
autopilot. A lockout device prevents autopilot engagement and MET operation
until the system has successfully passed preflight self-tests.
The following circuit breakers are used to protect the following elements of the
KFC 225 Automatic Flight Control System:
The following conditions will cause the Autopilot to automatically disengage:
A. Electrical Power failure.
B. Internal Automatic Flight Control System failure.
C. Roll rates in excess of 14oper second except when the CWS button is
depressed.
D. Pitch rates in excess of 6oper second except when the CWS button is
depressed.
E. Pitch accelerations in excess of +1.6 g or less than +0.4g will cause only
the autopilot servo clutch to disengage, (Sustained accelerations will cause
auto pilot disengagement except when the CWS button is depressed.)
The Radio Master switch supplies power to the avionics bus bar for the radio and
autopilot circuit breakers.
The airplane MASTER switch function is unchanged and can be used in
conjunction with the alternator switches in an emergency to shut off electrical
power to all automatic flight control systems while the problem is being isolated.

LABEL FUNCTION
COMPUTER Supplies power to the KFC 225 Computer.
SERVO Supplies power to the autopilot pitch, roll and pitch
trim servos.
ALERT Supplies sonalert power for autopilot disconnect tone
and separate TRIM/FAIL annunciator when installed.
HSI Supplies power to the KCS 55A Compass System.
ENCDR Supplies power to the Altitude Encoder.
ANN Supplies power to the TRIM FAIL annunciation when
the original equipment annunciator panel is installed.
AUDIO Supplies power to the autopilot speaker alerting and
autopilot headphone alerting.
The following voice messages will be annunciated as conditions warrant:
1. “TRIM IN MOTION, TRIM IN MOTION...” -Elevator trim running for more than
5 seconds.
2. “CHECK PITCH TRIM” -An out of trim condition has existed for 16 seconds.
a. Airplane control Wheel -GRASP FIRMLY, press CWS and check for an
out of pitch trim condition. Manually retrim as required.
b. CWS button -RELEASE.
c. AUTOPILOT OPERATION -CONTINUE if satisfied that the out of trim
condition was temporary. DISCONTINUE if evidence indicates a failure
of the auto trim function.
The following optional voice messages will be annunciated if the system is
configured for voice messaging:
1“ALTITUDE” -1000 feet before approaching selected altitude.
2“LEAVING ALTITUDE” -200 feet away, departing selected altitude.
3“AUTOPILOT” -Autopilot has disengaged, either through pilot action or
automatically.

SECTION II —LIMITATIONS
A. The entire preflight test procedure outlined under Section 4, paragraph A of
this supplement, including steps 1 through 7, must be successfully completed
prior to each flight. Use of the autopilot or manual electric trim system is
prohibited prior to completion of these tests.\
B. During autopilot operation, a pilot with seat belt fastened must be seated at the
left pilot position.
C. The autopilot must be OFF during Takeoff and Landing.\
E. Autopilot maximum airspeed limitations:—— 180 KIAS.
Autopilot minimum airspeed limitation:——-80 KIAS.
F. Altitude Select captures below 800 feet AGL are prohibited.
G. The autopilot must be disengaged below 200 feet AGL during approach
operations and below 800 feet AGL for all other phases of flight.
H. Overriding the autopilot to change pitch or roll attitude is prohibited.
(Disengage the autopilot or press CWS while maneuvering).
I. The SERVOS circuit breaker must be pulled following any in-flight illumination
of the red TRIM/FAIL warning light,but only after first completing the
Emergency Procedures (Section IIIA) paragraph A. The manual electric trim
and autopilot autotrim systems will be disabled with the circuit breaker pulled.
(The red TRIM/FAIL warning will illuminate normally during preflight self-test If
the TRIM FAIL light remains illuminate after preflight self-test, the SERVOS
circuit breaker must be PULLED. Do not operate autopilot with flaps extended
beyond the Take-Off position.)
J. Required Placards:
1. Above Radio Stack
SECTION III A —EMERGENCY PROCEDURES
The four-step procedure listed under paragraph A should be among the basic
airplane emergency procedures that are committed to memory. It is important
that the pilot be proficient in accomplishing all four steps without reference to this
manual.
A. In case of Autopilot, Autopilot Trim, or Manual Electric Trim malfunction
(accomplish Item 1 & 2 simultaneously):
1. Airplane Control Wheel................GRASP FIRMLY, regain aircraft control.
2. A/P DISC/TRIM INTER Switch.....................................PRESS and HOLD
throughout recovery until Step 4 has been accomplished.
3. AIRCRAFT .................................................RETRIM manually as needed.
4. SERVOS circuit breaker....................................................................PULL
AUTOPILOT AND
ELECTRIC TRIM
PREFLIGHT TESTS
MUST BE CONDUCTED
PRIOR TO EACH FLIGHT.

NOTE:
The RADIO MASTER switch may be used as an alternate means of
removing all power from the autopilot and electric trim systems.
If necessary, perform Steps 1 through 3 above, then turn the
AVIONICS MASTER switch OFF before locating the SERVOS
circuit breaker. Turn the RADIO MASTER switch back ON as soon
as possible to restore power to all other avionics equipment.
Primary attitude, airspeed and altitude instrument will remain
operational at all times.
If the malfunction has been identified as a TRIM FAIL event, the CMPTR
circuit breakers may be reset allowing use of the flight director only.
WARNING:
Do not attempt to re-engage the autopilot following an autopilot,
autotrim, or manual electric trim malfunction until the cause for the
malfunction has been corrected.
Maximum Altitude losses due to autopilot malfunction:
Configuration Altitude Loss
Cruise, Climb, Descent---------------------------------- 340 ft.
Maneuvering------------------------------------------------ 100 ft.
APPR ----------------------------------------------------------90 ft.
B. Airplane Stall (Autopilot coupled)
1. AUTOPILOT.................................DISENGAGE, perform stall recovery.
C. Amplified Emergency Procedures
The following paragraphs are presented to supply additional information for the
purpose of providing the pilot with a more complete understanding of the
recommended course of action for an emergency situation.
1. An autopilot or autopilot trim malfunction may be recognized as an
uncommanded deviation in the airplane flight path or when there is abnormal
control wheel or trim wheel motion. In some cases, and especially for autopilot
trim, there may be little to no airplane motion, yet the red TRIM FAIL
annunciator may illuminate and an alert tome will sound.
The primary concern in reacting to an autopilot or autopilot trim malfunction,
or to an automatic disconnect of the autopilot, is in maintaining control of the
airplane. immediately grasp the control wheel firmly and press and hold down
the A/P DISC/TRIM INTER switch throughout the recovery. Manipulate the
controls as required to safely ;maintain operation of the airplane within all of
its operating limitations. Elevator trim should be used manually as needed to
relieve control forces. Finally, pull the SERVOS circuit breaker to completely
disable these systems.
2. A manual electric trim malfunction may be recognized by the illumination of
a red TRIM FAIL annunciator accompanied by an alert tone or by unusual trim
wheel motions with the autopilot disengaged without pilot actuation of the
manual electric trim switch. As with an autopilot malfunction, the first concern
following a manual electric trim malfunction is regaining control of the airplane

following a manual electric trim malfunction is regaining control of the airplane
Grasp the control wheel firmly and press and hold down the A/P DISC/TRIM
INTER switch. Pull the SERVOS circuit breaker.
3. Note that the emergency procedure for any malfunction is essentially the
same: —-immediately grasp the control wheel firmly to regain airplane
control while pressing and holding the A/P DISC/TRIM INTER switch down,
and manually retrim the airplane as needed. After these steps have been
accomplished, disable the autopilot or electric trim system by pulling the
SERVOS circuit breaker. As with any other airplane emergency procedure, it
is important that the 4 steps of the Autopilot/Electric Trim Emergency
Procedures located on Page 6 of this supplement are committed to memory.
4. The AVIONICS MASTER switch may be used as required to remove all
power from the Autopilot and Electric Pitch Trim systems in lieu of pulling the
SERVOS circuit breaker. Return the AVIONICS MASTER switch to the ON
position as soon as possible. With the AVIONICS MASTER switch OFF, all
flight instruments will remain operational; however, communications,
navigation and identification equipment will be inoperable.
5. The KFC 225 autopilot incorporates pitch, roll and yaw monitors that detect
abnormal airplane movement; therefore, if the airplane, for any reason, is
moved rapidly in pitch, roll or yaw, the monitors may disconnect the autopilot
automatically.
6. It is important that all portions of the autopilot and electric trim system are
preflight tested prior to each flight in accordance with the procedures
published herein in order to assure their integrity and continued safe operation
during flight. WARNING:
Do not attempt to re-engage the autopilot or to use the manual
electric trim system following an autopilot, autotrim or manual
electric trim malfunction until the cause for the malfunction has
been corrected.
SECTION III B —ABNORMAL PROCEDURES
A. A flashing PT auto trim annunciation with an UP or DOWN arrowhead in the
display of the autopilot computer suggests a failure of the auto trim function to
relieve pitch servo loading in a timely manner.
1. FLASHING PT ANNUNCIATION ............OBSERVE aircraft pitch behavior.
If pitch behavior is satisfactory, wait
5-10 seconds for the annunciation to stop.
2. If annunciation continues,
Airplane Control Wheel ..................................................... GRASP FIRMLY
press CWS and check for an out of pitch
trim condition. Manually retrim as required.
3. CWS Button..................................................................................RELEASE
4. AUTOPILOT OPERATION ........................................................CONTINUE
if satisfied that the out of trim indication was temporary.
...............................................................................................DISCONTINUE
if evidence indicates a failure of the auto trim function.

B. A red P or Rannunciation on the face of the autopilot computer.
1. A red Pannunciation is an indication that the pitch axis of the autopilot has
been disabled and the autopilot cannot be engaged.
NOTE:
If the red P lamp was the result of some abnormal accelerations on
the airplane, the annunciation should extinguish within
approximately one minute and normal use of the autopilot will be
re-established. This annunciation may be present during power up.
2. A red Rannunciation is an indication that the roll axis of the autopilot has
been disabled and the autopilot cannot be engaged.
C. A flashing mode annunciation on the display of the autopilot computer or on
the remote mode annunciator is normally indication of mode loss.
1. Flashing HDG -Indication of a failed heading input................. PRESS HDG
button to terminate flashing.
2. Flashing NAV, APR, or REV -Usually an indication of
a flagged navigation source....................................PRESS NAV, APR or REV
button to terminate flashing.
Select a valid navigation source.
NOTE:
A flashing NAV, APR, or REV annunciation can also be caused by
a failed heading or course datum input.
3. Flashing GS -Indication of a flagged glideslope (or a fault in the KFC 225
pressure sensor). GS will re-arm automatically if a valid GS signal is
received. NOTE:
To continue tracking localizer, observe the appropriate minimums
for a non-precision approach. (Press VS to terminate the flashing
GS and allow the vertical speed control of the pitch axis.)
At the onset of mode annunciator flashing, the autopilot has
already reverted to a default mode of operation, i.e., ROL and/or
PIT mode. An immediate attempt to re-engage the lost mode may
be made if the navigation, glideslope or compass flag has cleared.
D. Erratic altitude encoder operation:
1. Inaccurate or erratic altitude encoder output noted on the transponder or
GPS altitude display.
or
2. Erroneous altitude alert operation.
If items 1 and/or 2 are noted —altitude arm and capture should not be used
and the altitude alerts should be ignored.
F. Effects of other instrument losses upon autopilot operation:
1. Loss of the artificial horizon —will severely impact autopilot operation.
DO NOT ENGAGE autopilot into this situation.
2. Loss of turn coordinator —no effect on the autopilot.

3. Loss of the HSI —Heading, navigation and approach modes inoperative.
4. Loss of altitude encoding —preselect altitude captures and altitude alerting
inoperative. Note a dashed altitude display will appear on the autopilot
computer.
SECTION IV —NORMAL PROCEDURES
A. PREFLIGHT (Perform prior to each flight)
1. RADIO MASTER switch ........................................................................ON.
2. POWER APPLICATION AND SELF TEST................................OBSERVE.
An approximate one minute self test is performed upon power application to the
computer. This test is a sequence of internal checks that validate proper system
operation prior to allowing normal operation. The sequence is indicated by “PFT”
with an increasing number for the sequence steps. Successful completion of self-
test is identified by all display segments being illuminated (Display Test), a
momentary appearance of the flight director command bars and the disconnect
tone sounding. NOTE
Following the preflight self test, the red Pannunciation
warning on the face of the autopilot may illuminate indicating
that the pitch axis cannot be engaged. this condition should
be temporary,lasting less than 30 seconds. The Pwill
extinguish and normal operation will be available.
WARNING
When power is first applied to the autopilot computer, the
servo clutches will engage momentarily during self-test
requiring additional effort to control the airplane through the
engaged clutches if taxiing or flying.
WARNING
If the TRIM/FAIL warning light stays ON, the autotrim did not
pass preflight test. The SERVOS circuit breaker must be
pulled. The autopilot and manual electric trim can not be
used.
3. MANUAL ELECTRIC TRIM................................................TEST as follows:
Command NOSE UP trim using the manual electric trim switches and verify the
ability to interrupt trim motion by pressing the A/P DISC/TRIM INTER switch.
Repeat NOSE DOWN.
4. AUTOPILOT ..............................................ENGAGE by pressing AP button
5. FLIGHT CONTROLS...........................................MOVE fore, aft, left & right
to verify that the autopilot clutches
can be overpowered.
Verify that the yaw damper (if installed) can be overpowered through movement
of the rudder pedals.
6. A/P DISC/TRIM INTER switch..........................................................PRESS
Verify that the pitch, roll and yaw clutches disengage and that the autopilot
disconnects. Note the aural disconnect tone.
7. TRIM......................................................SET to Take-Off position manually.