Mooney Mustang M22 1967 Installation and user guide

MOOhfEY
M22
MUSTANG
PRELIMINARY
SERVICE
MAINTENANCE MAMJAL~
TABLE
OF CONTENTS
SECTION
I.
GENERAL INFORMATION
SECTION
II.
GROUND
HANDLING,
SERVICING,
AND
INSPECTION
SECTION
III.
POWER
PLANT
SECTION TV.
FUEL SYSTEM
SECTION V.
LANDING
GEAR
SECTION
VI.
FLIGHT
CONTROLS
SECTION
VII.
INSTRUMENTS
SECTION
vm.
ENVIRONMENTAL
CONTROLS
SECTION
IX.
EZ~ECTRICAL
SYSTEM
APPENDIX
SERVICE
LUBRICATION GUIDE
,´•r
I
..I
ISSUED
JANUARY
1967
MOONEY
AIRCRAFT,
INC
REVISED
05-
31-6
Box
12
Kerrville,
Texas
18028
REVISED
08-03-67(
REVISED
11-15-87’
REVISED
03-11,-68
REVISED
04-22-68

LIST
OF
REVISED PAGES ISSUED
~fSER’r
LATEST
REVISED
PAGES
DESTROY SUPERSEDED PAGES.
DATE
OF
PAGE
LATEST
REVISION
Title
Page
04- 22-
68"
Table of
Contents Section
I
04-22-68"
1-2
04-22-68*
11- 15-67
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1-5
11-15-67
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Table of Cor,tents Section
II
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2;18
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03-
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3-4
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3- 13
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7´•´•
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3-17
rs,
3-20´•;
’olii~2-
s*
3-35
´•e
5-
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thru
5-
7A
i)
E~8
;rt
6-4
6-12
11-15-67
6-12A
11-15-67
Table
of Contents
Section
VII
04-22-68"
7-1
thru
7-4
04-
22-
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7-6
thru
7-
15
04-
22-
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8-9
11-15-67
Table of
Contents
Section
M
11-15-67
9-3
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.t_:
r´•
~1-
15-67
9-4
9-8
:ll-d5-S7
9-
10
thru
9-
54
i.’´•
*THE kSTE~ISK
~IzATEs PXGES
’O~DE-.
LETED
BY TIiE
R~VISION.
COP~S 0~3*
CI~RENT
REVISIONS OF
TKIS
PUBLICATION
MAY
83
3URCHASED
FRO1Vi
YO’iiFC
LOCAL
MOONEY
DISTRIBUTOR
OR
DEALER.

SECTION
GENERAL
INFORMATION

,´•u:
,t
.´•i
I
SECTION
I,
GENEEEALINFQRMATION
TABZtE
OF
CONTENTS
i.
(I
PAIZA
.-t
:PBGE
1-1,
1-General
Information
1-2´•
Description
,,.,~.,.1-1
General
Specifications,
Engine,,,,,,,,,
1-5,
Propeller
,,,,,,,1-2
1-6,
Airframa
1-2
1-7.
Engine
Coivling
1-8,
Landine;
Gear
System
1-5
1-9,
Nose
Gear
Steering
System
1-6
1-10,
Brake
System
i~-6
1-11.
Flight
Control
System
I~i’
~-6
1-12,
Positive
Control
System
,’1-?
Electric
Power
System
~1-c7
1-14,
Fuel
System.,.,..,.~
1-15,
Instruments....
........~-8
1-16,
Cabin
Pressurization,
Heating
Ventilating
´•r
Systems....,
.1-171
Emergency
Exit
or
Entrance
1-9
REVISEI)
04-22-68

1-I.
-GENERAL
INFORhlATION.
1-2,
DESCRIPTION.
The
~ooney,
M22,
MT3STANG
is
a
lo~y-wing,
four-to-five
place
high
single-en~ine
monoplane
Full
environmental
control
is
achieved
through
cabin
pressurization.
The
aircraft
design
com-
~ines
all-metal,
semi-monocoque
airframe
con-
’struction
with
a
full
cantilever,
lamin‘ar
flow
wing.
Control surfaces
feature extruded
spar,
multi-rib
construction
with
skins.
riveted
to
the
spars
and
ribs.
Flight
controls
are
convent-
ional
with
duzl-cont~ol
wheels
and
rudder
pedals
which
are
lin~ed
to individual
hydraulic
cylin-
ders,
supplying
pressure
to the
hydraulic
disc
brakes
on
each
main
gear,
The
tricycle landing
gear
is
fully
retractable
and
electrically
opera-
ted.
Air-oil
shock struts
support
each
wheel..
The
wide-span
trailing-edge wing
flaps
are
elec-
trically
actuated, Stablizer
trim
is
accomplished’
´•by
entire
empennage
around its
at-
taching
points,
´•Power
is
provided
by
a:310
BP,:
turbo-charged,
Euelinjected,
air-cooled
Lycom-
ing
engine
driving
an
80-inch,
all-metal,
con-
stant-speed propeller.
1-3,
GEjhTEItAL
SPECIFICATIONS.
1-4.
ENGINE.
1.
Type,,,,,...,,,.,
..Direct
drive
six
cylinder,
horizontc~lly
opposed,
fuel
injected,tur-
.bo
charged,
wet
sump,
air-cooled
with
internal
oil
jet piston
cooling.
2.
Model,..,.,
.~coming
TIO-541-AIA
3.
F,4A
Type
Certificate.
,.,.....E10
EA
4.
Rated HP
and
RPM
at
15,
000
FT;
´•i:.
310
at2575
5.
Bore
~I.
i
:5,
125
i
6.
Stroke
4.375-
Displacement
(CU
IN.
541. 5
8.
Compression
Ratio
7, 3:1
I-1

9. Standard
Dry
Weight,
wit’h
accessories
(LBS)
......570~
1-5
PROPE
LLER.
1.
Type..............
Constant
Speed
2. Model
.Hartzell,’
KC-CBPK-
1B/8415-
4
3´•
Diameter
~T.).,.........
c...80.
0
O-FOO
4.
Low
Blade
Angle
~EG)
5.
HighBladeAngle
30’’20
6.
Governor.
Single
acting
7.
Tip
Clearance
to
Ground
(IN.
13.75
1-6,
AIRFRAME
I.
Dimensions
st.
Wing
span
(FT)
35.
0
b.
Fuselage
length
(FT)...........21.
0
;c.
Tail
height
(FT)..........:.,..
9.0.
d,
Stabilizer
span
(FT).
11.
7
2.
Areas:
a.
´•Wing.
(SQ
FT)...........
166.
93
r
b.
Ailerons
(SQ
FT)
11.
5
c.
Flaps
(SQ FT)
18.
0
tVane
4.
25
25
Ili´•
d.
Vertical
fin
(SQ
FT)8´•
2
Dorsal
Y~CO
e.
Rudder
(SQ
FT)
6.9
f.
Horizontal
Stabilizer
(SQ
FT)
21.
5
g.
Elevators
(SQ
FT)
12.
0
3.
Wsights
and
t~oadings:
c
a.
Weight empty
(I;BS)
2425,
I~L
REVISED
04-.22-68

b,
Gross
Weight
(LBS)
,,,,,,,,,,3080,
c,
Useful Load
(LBS),,,,.,,,,,,.
,1255,
t
d,
Wing Loading
(LBS/SQ
FT)
,,,,,,22,
05
e,
Power
(LBE/HP).......
.11.87
4.
Wings:
a.
Airfoil
atWin~Root
.....NACA
63~-215
b,
Airfoil
atWing
Tip
Modified NACA
641-
c,
Mean
Aerodynamic
Chord
(IN,
at
wing
STA
93,
83i,,
,59,18
;i
icO
d..
Center-of-Gravity
Range.....
Llf´•
10,
2~
-to
31~0
MAC
e.
Geometric
I~wist
~EG)..
1030’
f.
Incidence
An~;´•le
(DEPJ)~’$
29
i"
30(
g;
DihedralAngle
(DEG)........,.50
30’
h,
Aspect
Ratio
17, 338
i.
Taper
Ratio
..,.....,........1.
935
5,
Fuselage:
a,
Cabin
Dimensions
(1)
Keight
89.
(2)
Width
(IN.
42,
(3)
Length
118
(4)
Cabin
Door
Width
(IN,
34;
(5)
Cabin Door
Keight
(~N.
35,
Q;
i""’
b,
Compartment:
(1)
Maximum
Loading-r;E~‘
.......5.
Pass.
´•,Co~figuration...
i´•...
1’00,
1-3
4
-Paas.
-Configura-tidn
270,

(2)
Baggage
Space (CU
FT),,,,,,,,25,
(3)
Baggage
~oor
VJicith
(~N.
21, 4
(bL)
Baggage
Door
Heiirht
(I]i~.
(5)
I:at
Racl~
Capacity
(LFS)
10,
c,
Eandin~
Gear:
(1)
Type........
.Tricycle
Retractable
(2)
Operation
Electrical
(3)
Wheel
Track
(FT),,,.,,,,,,,.
II,
(4)
Wheel
Base
(FT)......,.,,,,8,
25
0)
Tire
Size-nose
(6
ply rating),,6,
OOxB
(6)
Tire
Size-main
(6-ply
rating),,6,
00x6
Tire
Pressure-nose
(PSI).......45
(8)
Tire
Pressure-main
(PSI)
,,,,,,42
(9)
Strut
Pressur~-nose
:ERtended
(PSI~
80´•
(10)
Strut
Pressure-main
Extended
(PW)..
´•´•´•´•´•´•´•´•´•´•´•´•135.
(II)
Strut
Extension,
Nose,
Static
"1/8
,,,,,25,
43
(12)
Strut
Extension,
Main,
Static
´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•26´•40L1/8
Strut
extension
is
measured
from
the axle
center
to
the
attaching
bar
center.
(St’atic
with full
fuel.
6,
Fuel and
Oil:
a.
FL:el
Capacity
(r;sable
U.S.
gallons).,
92
b,
r~el
Octane
aviation
grade)
c,
Oil
Capacity
(G~T)..............
.5~4.
d.
Minimum
Safe
Oil
Quantiijr
t~vel
(QT).,
4,
-1-4
REVISED
11-15-67

I-?.
ENGINE
COWLJNG.
The
engine
cowling
has
two
side
cowl
doors
fiinged
to the
top
cowl
panel,
The
side
cowl
doors
are
fastened
with
cam-locks
at.the
front,
bottom,
and
rear,
open-
-ing
upward
to
provide
access
to
the´•engine-for
maintenance.
The
side
cowl
doors
each
con-
tain-two
cowl
flaps
connected
to
the
cowl
flap
control
torque-arms
by
quick-disconnect,
push-
pull
rods.
These
rods
must
be
disconnected
be-
fore
the side
cowl
doors
can
be
raised.
A
n~se-
ring
cowling
and
lower
nose
section
skin
com-
plete
the
engine
cowling.
Two
additional
cowl
flaps
are
installed
in.the
lower
nose
section
skin,
just
forward
of
the
firewall.
The
complete
top
cowling
can
be
removed
in
one
piece
for
ac-
cess
to the
top
of
the
engine.
Ram
air
enters
the
ring
cowl
opening
and
is
forced downward
through
cylinder
cooling
fins.
Tightly
sealed
baffles
insure
adequate
cooling
for
the
engine.
Cooling
air
also
enters
the
accessory
section
sf
the
engine
compartrrieni,
and
is
exhausted
through
the
lower cowl
flap
openings.
’I’he
six
adjust-..
able
cowl
flaps
dllow
the
pilot
to maintain the
required cylinder
head
temperatures
under
varying
fight
conditions.
Open
cowl
flaps
full-open
for
ground
operations,
and
monitor
cylinder
head’temperatures´•closely~
at all
times. Cowl
flaps
must
be
full-open
at
engine
shutdown
to
dissipate
residu~il heat
even-
ly.
1-8.
LAND7NG GEAR
SYSTER~.
.The
electri-
cally
operated
tricycle
landing
gear
has
a
steerable
nose
wheel,
a
shimmy
dampener,
air-oilstruts,
and
hydraulic
disc brakes. The
nose
gear
retracts
aft into the
lower
engine
nacelle,
while
the main
gear
retracts
inboard
into the
wing.
The
main
gear
is
held
up
by
spring-loaded
mechanical locks
linked
to the
landing
gear
control lever.
The
gear
is
held
down
by
bungee
springs
which
preload
the
re-
traction mechanism
in
an
overcenter
position.
Safety
switches,
acGtauted
by
strut
compression,
break
the
gear
actuator circuit to
prevent
ac~
cidental-gear
retraction
on
the
ground.
The
landing
gear
is
enclosed
in
the
up
position
by
wheel well
doors,
actuated
by
gear
retraction
linkage.
Nose
gear
door~
are
syn-
cronized
to
r$close’the
nose
~heel doors
upon
extension:
Gear
position
indicator
lighas
are
pro-
I-E
REVISED
11;-15-61

vided
on
the
instrument
panel.
A
gear-throttle
warning
horn
sounds
when
the
throttle
is
reduced
to
15
3N.
HOvith
the
landing
gear
up.
The
systenl
has
st
manual
override
on
the
gear
actuator
to
per-
mit
manual
lowering
of
the
gear
in the
event
of
an
electrical
malfunction,
Do
not
operate
the
gear:
dlectrically
while
the
manual override
is
engag~ed.
Do
not
retract
the
ge’ar
manually.
1-9,
NOSE GEAR
SYSTEM.
The
steerable
nose
gear
is
linked to the
rudder
pedals
by
a
push-pull.
tube
which is
automatically
dis-
engaged
upon gear
retraction,
freeing
the
rudder
~pedals
for
rudder
control
only
during
flight.
The
cam
centers
the
nose
wheel
upon
entry
into
the
wheel
well.
The
nose
wheel
will
easter 18
degrees
to
right
and
left of
center.
Observe
turn
limits
..-´•rIwhentowingthe
aircrajPc,
asthe
nose
gear
can
be
da!naged
if turned
beyond
its
limits.
A
hydraulic
shimmy
dampener‘l:s
in-
stalled
as
standard
equipment.
1-10.
BRAKE
SYSTEM.
Hydraulic
dise
brakes
are
installed
on´•each
main
landing
gear.
Brakes
are
individually
controlled
by
toe
pressure
on
the
rudder
pedals.
Both
the
pilot
and
co-pilot
rudder
pedals
are
linked
to
hydraulic
cylinders
which
provide
hydraulic
pressure
to
operate
the
brakes.
Shuttle
valves
switch brake
hydraulic
pressure
automatically
when
either
the
pilot
or
co-pilot
brake
pedals
are
depressed.
The
parking
brake
control,
located
on
the
pilot’s
lower
instrument
panel,
operates
a
parking
brake
valve
which
m~ain-
tains
pressure
on
the
brake
discs
while
the
air-
craft
is
parked.
Do
not
set
parking
brakes
when
´•-the
brakes.
~Lse
overheated,
or
when
accur~u-
lated
slush
and
water
could freeze
the
brakes.
The
parking
brake
is
designed
for
short-duration
parking;
use
wheel
chocks
for
mooring
and
overnight parking.
The
hydraulic-fluid
re-
servoir
is
located
in
the
nose
wheel
well
forward
of the
firewall.
FLIG~‘IT
CONTR~r)L
SYSTEM.
The dual
flight
control
system
can
be.operated
from
either
the
pilot
or
co-pilot
seat.
All
flight
controls
are
conventional
in
operation,
utilizing
push-pull
tubes
arril
bell
cranks to
link
the
control
surfaces
to the
control
wheels
and
rudder
pedals~
1-f;

i
P,ilerg~n
and
rudder
systems
are
linked
by
an
inter’connectbtrngee
spring
mechanism
to
assist
in
control
coordination,
The
’~laps
are
controlled
by
a
smitch
on
the
instl-ument
panel,
m’nich
operates
areversible
electric
motor.
A~ongitudinal
trim
is
manually
-’~perated
to
set
the
stduilier
angle
of
attach
by
the
rotating
appenna~rre
principal.
The
directional
trim
system
is
pneum~tically
operated
by
means
of
a
trim
wheel
androtary~valve
controling
vacuum
differential
bei~veen
rudder
trim
servo~.
1-12.
POS~TnTE
CONTROL
SYSTEM,
Mooney
Positive
Control
system
is
standa-rd
equipment.
The
system
is
a
pneumatically-op-
erated,’
two-~uris,
automatic-control
mechanism
that
senses
both
roll
and
y~ur.
Power is
der:ived
from
the
engine-driven
vacuum
pump.
The
sSlstena
is
superimposed
on
the
manual
flight
control
system
and
consists
of
a
gyro
sense
element
(rate
g3rro~
which
meters
vacuum
pressure
to
cylinder-pis’ton
servo
units.
The
servos
are
lirLited
to the
ai:l~ron
and
rudder
bell
cra~s
to
provide
a
dual
system.
Positive
Control
operates
from
t~eoff
throu6,rh
landing
and
is
a
cutoff
button
orr
the.
pilot’s
control
wheel.
The
button
operates
a
pneumatic
relay,
which
supplies
vacuum
to
the
~ro
sense
element.
Depressing
the
cutoff
button.
re-
lieves
all
servo
vacuum
and
renders
the
sys’tcm
inoperative.
The
system
can
be
overpowerec~
with
little
effort
~nd
with
no
damage
to
the
alr-
craft
or
P.Ci’system.
1-13.
ELECTRXC
POWER
SUPPLY.
Electric
power
is
supplied
by
a
12-volt,
?O-AMP,
self-
o
/C)Tlnl´•C
35
ampere-
iLLLt=lllaLVJ.
d~lLI
L~
IL1’
YV
hour
storage
battery
located
in
the
engine
com-
partment,
The
system
haS
a
trarLsistorized
voltage
re~ulator,
z?
overvoltage
relay,
and,c;t
warning
light.
A
battery
switch
on
the
overhead.
panel
turns
power
on
and off.
1-1~.
FUEL
Sk’STENI.
The
fuel
system
has
sealed,
integral
W:nba
tar;ks
located
in
the
for´•´•c~rard,
inboard
section
of
each
wing.
Tznir
vents
arc~
in
the
rear
out5oard
corner
of
each
tanir,
an.d
vent
downward
through
the
lower
wing
surfa;:e.
These
vents
are
designed
as
a
to
prevent
freezing,
A
submerged
electric
boost
pump
in
each
tanl;
provides
positive
fue~flow
and
1-’

supplements
the
pump
on
takeoff
and
i
".landing.
The
emergency
electric
fuel
pumplic,
in
.:i
the
bottom
right
rear
section
of
the
engine
compartment.
Tank boost
pump
actuation
is controlled
by
the
fuel
selector
valve
and
is
energized by
a
switch
in
the
fuel
panel
and
bjr
the
emergency
fuel
pump
switch.
An
engine-
driven
fuel
pump
is
mounted
on
the
right
rear
of
the
engine
crankcase.
Fuel
sump
drains
are
in-
stalled
at
lowest
point
in
each
tank;
the
fuel
selector
valve
drain
is
at
the
lowest
point
in the
fuel
system.
Fuel
quantity
transmitters
are
lo-
cated
at
the
inboard
and outboard
ends
of
each
tank,
and
are
wired
to
fuel
quantity
gages
on
the.
fuel
console.
1-15.
INSTRUMENTS.
All
flight
instruments
are
mounted
on
the
pilot’s
panel,
which
slides
outward
on
tracks
for
easy
access
to instrument
lines
and
wires.
The
flight
panel
is
fully
shock mounted.
Engine
instruments
are
installed
on
the
co-pilot’s
-pane’l
as
is the
acceleroineter.
The
yjitot
System
pro-
vides
air
pressure
to
operate
the
airspeed
indicator.
The
static
system
uses
two
static
buttons-one
on
each
side
of
the
fuselage-to
compensate
for
cross-
winds.
This
system
supplies
atmospheric
pres-
sure
for
operation
of
the
altimeter and other
instrumentation
using
static
pressure.
The instru-
ment
panel
lighting
equipment
incorporates
both
manual
and
automatic
dimming
systems.
Environ-
mental
control
instruments
are
located
on
the
pilot’s
lower
panel.
An,dlternate static
pre~sure‘?’
valve
is
located
behin~d’the
pilot’s
instrument"e
’panel´•for
’E~mergency
operation
’of’i6struments;´•´•i
:i’
1-16.
CABTN
PRESSURIZATION,
HEATING,
AND
VENTILATING
SYSTEMS.
Pressurization.
Cabin
pressurization
is
achieved
by
using
bleed
air
from
the
turbo-
charging
system.
The
system
is
composed
of
the
turbocharger
land
its
controls)
on
the
engine,
the
cabin
pressurization
duct
system,
a
ram-air
heat
exchanger,
and
air-flow and
pressure
control
components.
The
system
is
designed
to
be
fully
operational
with
power
settings
as
low
a.s
25
percent
rated
power,
while
maintaining
a
cabin
pressure
differential
of
4. 1
PSIup
to
24,
000 feet
and
an
airflow
of
five
to
Seven
pouirj~er
minGte.
Pressurization
is
entirely
automatic
once
the
con-
trols
have
been
set. Pilot
operated
emergency
pressure-dump
and
shutoff valves
are
provided.
cp
1-8

-WAR~TING
The
pressure
regulating
valves
located
on
the aft
pressure
bulkhead
c~8
f~36t(lr’Y
set;
do
not
i;ari~per
with
these
valves.
A
defective
valve
must be
replaced.
2.
Heating.
Cabin
air
temperature
control
is
obtained
through
the
ram-air
heat
exchanger
used
tb´•
reduce
the
temperature
of
the
turbonbleed
air,
which
may
reach
a
temperature
of
200’F
under
maximum
engine
loads
at
20,
000
feet.
Cabin
air
temperature
is
controlled
by varying
air
flow
through
the
conditioning
side
of
the
heat
ex-
changer.
A
shutoff
valve in
the
cabin
pressuriz-
ation
duct,
in
conSunction
with
a
free-
air
valve in
the
heat
exchanger
duct,
allows
selection
of
either
ambient
or
turbo-’charger-
bleed
airflow
to
the
cabin. A
heater
muff
surrounding
the
right
exhaust
manifold
provides
a
source
of
au~ilary
cabin
heat.
Hot
air
from
the
muff
is sent
through
the
condition-
ing
side
of the
heat
exchanger
and mixed
with
ambient
air to
corltrol
cabin
temperature.
A
ventilating
blower
in
the
aft
end
of
the
cabin
re-
circulates
cabin
air
through
the
overhead
dis-
tributing
system
to
provide
even
distr8bution
of
heating
or
cooling
air.
3. Ventilation.
A
manually
operated
over-
head
airscoop
provides
ventilation when
the
cabin
is
unpressurized.
4.
Defrosting.
Heated
air,
for
windshield
de-
frosting
is
obtained
from
the cabiii
pre~ssurization
duct
system
through
a
control
valve
~ind
ducts´•to
in-
dividual
defrosting
nozzies
at the
~base of
each
windshield.
1-11.
EMERGENCY
EXIT
OR
ENTRANCE.
When
it
is
impossible
to
open
the
cabin
door,
exit
through
the
baggage~compartment
door.
Pull
the
ring
to
release
the
locking
pins
and
turn
the
handle
to
open
the door.
Tb
~gain
emergency’
entranc’i~
~o
the
cabin
throuph
the
baggage
do’or,.’i~ress
the
thU~1Sd
release
(below
the
outer
handle)
and
t;;rn
the
handl’e‘.
If
neither
the
cabin
door
nor
the.bagga=e
door
can’be’opened
break
or
any
windoui’which
will
provide
exit
or
entry!
1~9

SECTION
GROUND
HANDLING,
SERVICING,
AND
INSPECTION

´•_.´•_
.___
_´•
._´•
_I
r´•
SECTION
U,
GROUND
HANDI;~G,
SERVIC~O,
AND
I
TABLE
OF
CONTENTS
PARA
I
PAGI
2-1.
Ground
randling
21
22´•
Towing
..,.,.,,21
2-3.
Warmup
and
Taxing
2-1
2-4,
Parking
and
Mooring
2-1
2-5,
Emergency
Procedures
2-2,
2-6,
/General
Air6raft
Servicing
23
2-7,
Fuel
Servicing
..,,2-3
28,
Fuel
Sump
Drains
23
2-9.
Fuel
SeZector Valve Drain
2-4.
2-10,
Defueling
,..,...2-4
2-11,
Engine
Oil 25,
2-12,
Engine
Induction
Air
Filter
2-6,
2´•13´•
Battery
........21.
214´•
Tires
......,...28´•
215;
Hydraulic
Brake
Reservoir
28
2-16,’
Brake
Servicing
and
Bleeding
29´•
2-17,
Nose
Gear
Shock Strut.
29
218.´• Nose
Gear
Steering
Shimmy
Damp
210
2-19.
Main
Gear
Shock
Struts
210
2-20..
Oxygen
System.
210
221,
Oxygen
Fac"e
Masks
2-11
2-22,
Cleaning
........2-11
2~23.
Windshields, Windows,
and
Boors.
~12
2T24,
Engine Compartment.
2-12
2-25.
Interior
and
Upholstery
212
2-26,
Jacking.
.........2-13,
2-27.
Leveling
.,......2-14~
2;-28.
_
Weight
and
Balance.
21L~
2-29,
Outdoor
Storage
2-17.
2-30.
Longtime
Storage
..21?
231.
Returning
Plircraft
to
Service
Z1P.
2-32.
Inspection
.,.,...2-41.
2-33,
2-
1’9
Check
PolnLs
2-34, Aircraft
File
Inspection
2-i9
2-35,
Engine
Functional
Check
2-t0.
~d-
z

rC
;TION
II.
GROUND
HANDLING,
SERVICn;IG,
AND
INSPECTIOW
TABLE
OF
CONTENTQ
(Continued)
PAGE
PARA
i-36
25-Hour
Inspection........´•
2-37
fj0-Hour
Inspection.
2-
21
2-38
100-Hour
Inspection
2-22
2-39
Scope
of
lOeHour
(or
periodic)
Inspection...
2-23
2-40
Engine
Inspection.......´•´•
2-23
2-41
Propeller
Inspection.........´•´•´•´•´•´•
2’
24
2-42
Landing
Gear
Retraction’System
Inspection
2-25]
2-43
Fuel
Sjrstem
Inspection
2-26)
2-44.
AircraftExterior
Inspection
2-20’;
2-45
Internal
Aircraft
Inspection.......´•´•
2-27
2-46
Special
1000-Hour
Inspection......´•´•´•
2-28!
2-47
AircraftInterior
Inspection......´•´•´•
2-28
2-28~
2-48
Flight
Control
Inspection.........
2-49
Instrument
Ins9ection
2-20j
2-50
Cabin
Pressurization
Leakage
Test
2-30
2-5~
Electrical
Functional
Test...........´•´•´•
2-32
2-52´•
Post
Inspection
Flight
Test
2-
32
.,I
REVISEI/
’-.´•:j-5

2-1.
C~OUhTD
KA~DLING.
2-2.
TOW~G.
Use
a
towbar
for
moving
the
:ai~craft
by
hand
and
for
ateerin~
and
maneuver-
iing
in
close
quarters
on
the
ramp
or
in
a
.hangar.
The
towbar
at-
taches
to
the
nose
wheel
axle.
One
man
can move
t~he
aircraft
providing
the
ground
surface
is
re-
~tLtively
smooth and
the
tires
are
properly
inflated.
When
no
towbar
is
available,
or
when
assistance
iin
moving
the
aircraft
is
r~quired,
pushing
by
hand
is
permited:
(1)
on
the
leading edges
of
wings,
(2)
on
the
wing
tips,
and
(3)
on
the
in-
board
portion
of
propeller
blades
adjacent
to
pro-
peller
hub.
Towing by
tractor
or
other
powere~d’
equipment
is
not
recommended,
CAUTION:
When
maneuvering
or
towing
the
aircraft
exercise
caution
not
to
turn
the
nose
wheel
past
its
normal
swivel
angle
of
180
either side of
center.
Damage
will
result
if
this
turning
angle
is
exceeded.
2-3.
WARMUP
AND
TAXDI~G.
Ground
personnel
who
service
and
handle
the
c~ircraft should
be
checked
out
by
qualified
pilots
or
other
responsible
personnel
before
attempting
to
warmup
or
taxi
the
aircraft.
1.
Start and
warmup
engine
~2efer
to
Owners
Manual).
2.
Taxi
forward
a
few feet
and
check
brakes to
test
their
effectivness.
3, While
taxing,
make
shallow
turns to
test
nose
gear
steering.
4. Check
operation
of
gyro
instruments
and
turn
coordinator
during
turns.
5.
Check
operation
of
PC
System
for
control
reaction
during
turns.
6. Check
engine
instruments
for
sluggish
re-
sponse
to
engine
control
movements.
2-4. PtlRKL~G
AND
When
parking
the
aircraft,
install
wheel
chocks for
and aft
of main
wheels.
For
short-duration
parking,
,-I
the
parking
brakes
may
be´•
used.

_:,´•
NOTE:
Do
not
set
parking
brakes
when
brakes
&re
overheated
or
wl;en
moisture
and
slush acculuulation could freeze
ciur-
ing
cold
weather.
Do
not
set
parking
brakes
when
aircraft
is
tied
down.
i.
MOORING.
When
parking
outof
doors,
moor
the
airplane
as
follows:
a.
Read
aircraft
i~nto
the
wind.
b. Place chocks
fore anc!
aft
of
each
ma;,n
’wheel.
c.
Drive
stakes
in’ground,
approximately
three
feet
outboard of
each
main
gear
and
to
either
side
of
the
tailskid.
d.
Install tiedown
rings
in
the
wing
receptacles
outboard
of
each
main
gear.
Tie
a
GG~3-pound
!min.)
’tensil
strength
rope
to
each
tiedown
ring
and:
an-
.~hor
to
ground
stake.
Allow
a
little
slack
in
each
tiedown
rope.
e.
Tie the
center
of
a
rope
to tail skid
tiedown
ring
and
anchor
rope
ends
to
ground
stakes
at
either
side
of
tail.
f.
For
additional
security,
attach
a
rope
to the
nose
gear
and
anchor
to
a
ground
stake.
g.
Lock
controls
by
looping
right
seat´•
safety
belt
through
the
control
wheel and
drawing
the
belt
snug.
2.
For
maximum
protection,
hangar
the
air-
craft.
2-5.
EMERGENCY
PROCEDURES.
i.
Engine
Fire
During
Starting.
In the event
of
a
fire
in the
engine
compartment
during
engine
starting,
if
the fire
is not
.put
out
by
cranlr-
ing,
take
the
following
action:
a.
Close c’owl
’flaps.
b.
Turn
.9ll~switches
´•off.
c.
Set
inixture
control
at
IDLE
CUTOFF.
d.
Turn fuel
selector to
OFF
e.
Pull firewall
shutoff
valve
to
OFF.
f.
Discharge
fire
extinguisher
into
the
engine
compartment
through
the
nose
cowl
openings.
2.
Fuselage
or
Wheel
Well
Fire. In
case
of
fire
in
wheel
well
(or
in
the cabin
or
fuselaEEe
;ti-ea),
’immediateljr
place,a’il
electrical,
fuel,
and
ig;lition
controls
in the
OFr"
position;.
then,
the
aircraft
to
extinguish
the
flames.
22
REVISED
04-22-68

k
3.
Electrical Fire.
All
electrical
circuits
(exccpt
the
ignition-starter circuits)
are
protect-
ed
by
circuit
breakers
(orcircuit-breaker
switches)
that
automatically
interrupt
the
flow
of
power
when
an
overload
or
short
circuit
occurs.
In
the
event
df
an
electrical
fire,
turn
off
the
battery
switch
aflit
the
alternator
iield
switch
immediately.
Make
sure
that
only
a
fire
extin,ruisher,
for
electrical
fires,
is
used.
GENE,stAL
AIRCRAFT
SERVICING.
Servic-
~ig
requirements
are
outl!:r?ed
in
the Service and
,´•~ubrication
Guide
Fi~ure
These
r
$ervicing
intervals
are
considered
adequate
to
I~
meet
avera~e requirements
under
normaJ.
operat-
ing
conditions.
When
operating
under
abnormal
environmental
conditions,
such
as
extreme
tem-
perature
ranges,
dusty
atmospheric
conditions,
high
humidity
and
moisture,
unimproved airport
facilities,
or
unusual
operating
requirements,
shorten
service
and
maintenance
intervals.
27.
FUEL SERVICING.
Fuel tanks
are
serviced
through
filler
ports
on
top
of
the
wings.
Each
tank
has
a
capacity
of
47
U.S.
gallons:
total fuel
capacity
is
95’1J.S,
gallons.
Keep
fuel tanks
at
least
~half
filled
to
minimize
condensation
and
accumu-
lation
of
moisture within the
tartls.
A
visual
30-gallon
indicator
is
installed
in
each
tank
and
may
be
viewed
through
the
filler
opening.
The
aircraft
and
fuel
service
vehicle
must
be
grounded.
Ground
servic-
ing
nozzle
to
wing
and
allow NO
SMOKING
WITHDI~
50
FEET
of
aircraft
or
ve‘nicle.
NOTE:
Each
fuel tank
is
vented
to
the
~t-
mosphere
at its
outboard rear
corner;
i
vent
openings
are
located
on
the
lower
wing
surface,.
C~heck
vents
for
obsti´•uction~before
each
flight.
Z-8.
FUEL
SUMP GRAINS.
A
flush
fuel-
drain
valve
is
locared
in
the,
aft
inboard
corner
of each
tank
to
provide
for
drainage
of
moisture
and
sediment.
Drain
fuel
sumps
the
small
plastic cup
23
’REVISED
11-15-61

furnished
with the loose
equipment.
Drain
wing
tank
and
selector
valve
sumps
before
the first
flight
of
each
day
and
after
each
fuel
service.
NOTE:
After
servicing
the
a~rcraft
with
i
fuel,
wait
at
least
five
minutes
for
moisture
and
sediment
to
settle
before
draining
and
checking
both
the
fuel
tank
sumps
and the
fuel
selector
valve
drain.
29.
FUEL SELECTOR
VALVE
DRAIN. The
fuel
selector valve
is
at
the
lowest
point
in
the
fuel
system,
and
has
a
drain
valve
operated
by
a
control
on
the fuel
console
fn
the
cabin.
To
drain
the fuel
selector
valve:
1.
Switch
fuel
selector
valve
to
L
tank and
pull
fuel
drain
valve
control for
10
seconds,
2.
Switch
fuel
selector
valve
to
R tank and
pull
fuel
drain
control for
10
seconds.
3.
After
draining,
be
sure
fuel drain valve
control
knob
is
full
forward
and
that
the
valve
is
not
leaking
outside the
aircraft.
NOTE:
During cold
weather
operation,
~requently
check’the fuel selector
drain
for
ice
formation.
210.
DE FUE
LING.
The
fuel
tanks
may
be
drain-
ed
by
pumping
fuel
out
of
the
tanks
with the
electric
boost
pumps
or
by
siphoning~fuel
from
the
tanks
through
the
filler
ports.
rmARNING
Ground
the
aircraft
and
the
fuel
container
during
all
defueling operations.
Allow
hTO
SM~KING
OR
OPEN
FLAME
WITTHIN
50 FEET
of
the
defueline;
area.
i.
To
defuel
the
aircraft
by
operating
the
boost
pumps:
a.
Disconnect
fuel
line
at
output
fitting
of
electric
boost
pump.
b. Connect
a
flexible line
of suitable
length
to
reach
fuel
recepticle.
c.
Turn
fuel
selector
valve
to
desired
tank
and
remove
filler
cap
from
filler
port.
d.
Turn
on
boost
pumps
until tank
is
empty.
fle’peat’.lsteps
c
and dto drain
other tanhr
2-4