Mooney Ranger M20C User manual

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GENERAL DESCRIPTION ......•... SECTDN
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, SYSTEMS OPERATIONS
........... SECTION •
1
NORMAL PROCEDURES
........... SECTION •
EMERGENCY PROCEDURES
.•.•.... SECTION
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LIMITATIONS .................. SECTION •
PERFORMANCE . . . . . . . . . . . .
.. . SECTION ..
SERVICING ............. ~ ...... SECTION •
7·12
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DESIGN fEATURES
The MOONEY RANGER(M2OC) is a low-wing four- place air-
craft with a retractable gear. A four-cylinder engine powers
the aircraft for economical, high-performance flight. Li-
censing under Federal Aviation Administration regulations
assuras that your Mooney meets the requirements of Nor-
mal Category aircraft.
AIRFRAME
The airframe has a welded, tubular- steel cabin structure en-
closed in sheet-aluminum skins. Stressed skins rivet to
main and auxiliary spars in the wing, stabilizer, and ver-
tical fin. The laminar- flow wing has full wrap- around skins
with flush riveting over the forward top two thirds of the
wing area.
For pitch trim control, the empennage pivots on the aft fuse-
lage. A torque-tube-driven jack screw, bolted to the rear
tail cone bulkhead, sets the stabilizer angle.
The fnrward-opening cabin door provides access to both
front and rear seats. The baggage compartment door is
above the wing trailing edgeto enable baggage loading from
the ground.
POWER PLANT
The power plant is a four-cylinder air cooled engine that
develops 180 horsepower. A 60-ampere 12-volt alternator
supplies ample electrical power for all standard andoption-
al equipment at all engine speeds from warmup to flight
power settings.
The hydraulic propeller governor, using oil pressure for
increasing blade pitch to control engine speed, regulate&.-.
the
controllable- pitch constant- speed propeller.
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and blade aerodynamic forces decrease blade pitch.
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FLIGHT CONTROLS
Conventional dual controls link to the control surfaces
through push-pull tubes. The co-pilot's rudder pedals are
removable.
The Mooney Positive Control (p. C.) system is standard
equipment. P. C. is a lateral stability augmentation 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
through landing but can be easily deactivated or overpowered
for flight maneuvers. P.C. allows you, the pilot, to devote
more time to navigation, traffic surveillance, and com-
munications.
LANDING GEAR
The tricycle landing gear allows maximum taxi vision and
ground maneuvering. Hydraulic disc brakes and a steer-
able nose wheel aid in positive directional control during
taxiing and crosswind landings.
The landing gear is electrically retracted. A gear warning
horn alongwith amber and green poSition lights helpprevent
inadvertent gear-up landings. The retraction system in-
corporates an airspeed-actuated switch that prevents gear
retraction until a safe airspeed is attained. An emergency
gear extension system is provided.
SPECIfICATIONS OUTLINE
POWER PLANT
TYPE: Four-cylindN, air cooled, horizontally
1-3
1-2

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and carblln~ted f'ngine with a wd SUlllp
tem.
Model (Lycoming). . . . . . . . . . . . .
Rated Horsepower @ 2700 RPM ..
Bore . . . . . . . . . . . . . . . . .
Stroke . . . . . . . . . . . . . . . .
Displacement ....... . . . .
Compression Ratio. . . . . . . .
luhri('alill!', :-;Y~-i
0- 360-A 11)
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.180 BUl>
. 5. 125 I~.
. 1. 375 IN.
. 361. 0
CU. IN. I
. ....... 8. 7: 1
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FUEl 8. Oil
Usah]e FliP] Capacity ................. 52 GAL
Minimum Fup] Oclam' nat 1Il1!. (avial 11m grade). 91/96
Oil Capacity (6 QTS MIN C()I' flight) .......... 8 QTS
WEIGHT & LOADING
Gross Weight ..................... 2575 LBS
Approximate Empty Weight (with standard
eqUipment) .......•............... 1525 LBS
Useful Load ...................... 1050 LBS
Wing Loading @ Gross Weight. . ..... 15.4 PSF
Power Loading @ Gross Weight ........ 14.3 PHP
BAGGAGE COMPARTMENT
Maximum Baggage Loading (unless limited by weight
envelope) ........................ 120 LBS
Carburetor, Marvel-Scheblcr .......... )\lA- 4-~',
Magnetos, Scintilla. . . . . . .. . .. S4LN-200 ~;(rif's
PROPELLER
TYPE: Constant-speed, hydraulically controlled propeller
with a single-acting governor.
Model (Hartzell) .......... HC- C2YK- IB/7666 A- 2
Diameter ........................... 74 IN.
Blade Angle (@ 30 IN. STA):
Low
..................... . 130
.!: 00
High .................... . 290 1 20
LANDING GEAR
TYPE: Electrically n'traetf'd tricycle t'J'ar with rubber shock
discs, stf'E'rabl(' WISP wheel. and hvdralilic disc brakes . J
Wheel Base ..
Wheel Tread.
Tire Size:
Nose
Main ..
1'1 re Pressun':
Nose
Main .....
. 5 FT {j n/l(; IN.
. ... !l FT 3/4 IN.
. 5.00 x 5
. G. 00 x 6
.... 30 PSI
.... 30 psr
1-5
1-4

SECTION II. SYSTEMS OPERATIONS
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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
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INSTRUMENTS
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . 2-7
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS ............ 2-8
POSITIVE CONTROL ................... 2-9
TRIM CONTROLS ...,................. 2.:. 10
WING
FLAP CONTRULS ................. 2-10
LANDING GEAR
ELECTRIC GEAR RETRACTION SYSTEM ..... 2-11
EMERGENCY GEAR EXTENSION SYSTEM
..... 2-12
BRAKE & STEERING SYSTEMS ............ 2-12
ELECTRICAL POWER
i ALTERNATOR & BATTERY
............... 2-12
CIRCUIT BREAKERS ................... 2-13
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....... 2-16
CABIN LIGHTING ..............•...... 2-16
35'
ANNUNCIATOR LIGHTS ................. 2-15
INSTRUMENT & PLACARD LIGHTS .•
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CABIN ENVIRONMENT
HEATING & VENTILATING SYSTEMS ........ 2-16
WINDSHIELD DEFROSTING SYSTEM •.... . . . 2-17
CABIN
SEATS & SAFETY BELTS ................ 2-18
FIGURE 1-1. DIMENSIONED THREE VIEW
BAGGAGE & CARGO AREAS .............. 2-18
2·1
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Acquiring a working knowledge of the aircraft's controls
and equipment is one of your important first steps in de-
veloping a fully efficient operating technique. This Systems
Operations section describes location, function, and oper-
ation of systems' controls and equipment. It is advisable
for you, the pilot, to familiarize yourself with all controls
and systems while sitting in the pilot's seat and rehearsing
the systems operations and flight procedures portions of
this manual.
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FIGURE 2-1. INSTRUMENT PANEL
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WINDSHIELD CENTER POST
Fue I Quantity Gage
(R Tank)
Cylinder Head Tem-
perature Gage
LEFT PANEL
Oil Pressure Gage
Oil Temperature Gage
1. Magnetic Compass
Ammeter
2. Pilot Checklist
3. Rocker Switches:
21. Fuel Pressure/Manifold
Landing Light
Pressure Gag~
Navigation Lights
22.
Tachometer
23. Glove Box or Radio
Pitot Heat
24. Auxiliary Equipment
Anticollision Light
Circuit Breaker Panel
Boost Pump
25. Main Circuit Breaker
4.
Gear Up Light & Gear
Panel
Switch
26. Cigar Lighter
5. Altimeter
27. Cabin Vent Control
6. Instrument Panel Illumi-
28. Cabin Heat Control
nation Control
7. Annunciator Lights Press-
CONTROL PEDESTAL
To-Test Switch
8. Attitude Gyro (Artificial
29. Wing Flap Actuating
Horizon)
Switch
9. Airspeed Indicator
30.
Engine Control Friction
10. Rate-of-Climb Indicator
Lock
11. Turn Coordinator &
31. Throttle Control
Roll- Trim Knob
32. Propeller Control
12. Head Phone & Microphone
33. Mixture Control
,Tacks
13. Parking Brake Control
CENTER CONSOLE
14. Ignition- Starter Switch
15. Master Switch
34. Center Cabin Heat Inlet
16. EGT Gage
35. Carburetor Heat Control
17. Directional Gyro
36. Cabin Heat Inlet Control
18.
Lower Annunciator Lights:
37.
Stabilizer Trim Position
Gear Down
Indicator
Overvoltage
38. Wing Flap Position
Hi Vacuum
Indicator
Lo Vacuum
Outer Marker (optional)
CABIN FLOOR
Middle Marker
(optionall
39. Stabilizer Trim Control
FM/Z Mark" J (opLunal)
Wheel
Marker Beacon(optiollal)
40.
Fuel Selector Valve
RADIO PANEL
Handle & Drain (Not
Illustrated)
19.
Radios/ Aut,'l)';"
(opli,'I: .. l;
LEFT CONTROL WHEEL
RIGHT PANEL 41.
Clock (Not Illustrated)
20.
Engine & Fuel Gage Gl'OUP:
Fue I Quantity Gage
(L Tank)
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POWER PLANT
ENGINE CONTROLS
The engine control levers are centrally located, between
the pilot and co-pilot, on the engine control pedestal. The
throttle lever, with its round knob, regulates manifold pres-
sure. Pushing the levet forward increases the setting;
pulling the lever aft decreases the setting.
The propeller control lever, with its crowned knob, con-
trols engine RPM through the propeller governor. Push-
ing the lever forward increases engine RPM; pulling the
lever aft decreases RPM.
The mixture control lever, with its red hexagon knob, es-
tablishes the fuel-air ratio (mixture), Pushing the lever
full forward sets the mixture to full- rich, pulling the level'"
aft leans the mixture, and pulling the lever to its maximum
aft travel position closes the idle cutoff valve, shutting
down the engine. Precise mixture settings may be estab-
lished by observing the optional EGT gage while adjusting
the mixture control lever.
A large friction lock on the right side of the engine control
pedestal locks the controls in the desired setting and pre-
vents creeping during flight.
The carburetor heat control lever, mounted in the subped-
estal to the left of the engine control pedestal, allows the
selection of heated induction air to prevent carburetor icing
or to melt accumulated ice in the carburetor venturi. The
engine will operate on unfiltered air when the carburetor
heat control lever is pulled down, and dirt and foreign sub-
stances can be taken into the engine causing rapid cylinder
and piston wear. Therefore, the use of carburetor heat on
the ground, except for testing system operation, is not rec-
ommended.
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OWNERS MANUAL
All engine instruments except the EGT gage are grouped in
the right instrument panel. Color arcs on instrument faces
mark operating ranges. Proper interpretation of engine in-
strument readings is essential for selecting optimum con-
trol settings and for maintaining maximum cruise fuel eco-
nomy. Engine limitations are given in Section V.
IGNITION SYSTEM
j
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left magneto has a set of fixed retard breaker points
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that aid in smoother, easier starting. A battery-powered
starting vibrator supplies a long-duration, tJosted 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
forward onthe 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.
FUEL SYSTEM
Two integral sealed sections carry the fuel in the forward
inboardarea of the Wings. Full fuel capacity is 52 gallons.
There are sump drains at the lowest point in each tank for
takingfuel samples to check for sediment contamination and
condensed water accumulation. Section VII discusses the
fuel sampling procedure.
An illuminated three- position fuel selector handle on the
cabin floor sets the 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-
densed water and sediment from the lowest point in the fuel
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lines before the first flight of the day and after each refuel-
ing. Section VII discusses the selector valve flushing pro-
cedure.
Fuel feeds from one tank ata time to the selector valve and
through the electric fuel pump enroute to the engine-driven
pump and the carburetor unit. Electric fuel-level trans-
,mitters in the tanks operate fuel gages in the engine cluster.
The master switch actuates the fuel quantity indicator sys-
tem to maintain an indication of fuel remaining ineach tank.
The fuel pressure gage registers fuel pressure in the line
to the carburetor. Vents in each fuel tank allow for over-
flow and ventilation.
OIL SYSTEM
The engine has a full-pressure wet-sump oil system with
an 8 quart capacity. The automatic bypass control valv~,
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. Lycoming
Service Instruction 1014 (latest revision) gives recommended
oil specifications and oil change intervals.
ENGINE COOLING
The down-draft engine cooling system provides ground and
inflight
power plant cooling. Engine baffling directs air over
and around the cylinders and out the cowl flap openings.
Cowlflap doors are fixed in a position that allows proper air
flow on the ground and in flight.
VACUUM SYSTEM
An engine-driven vacuum pump supplies suction for the vac-
uum-operatea.gyroseopic flight instruments and the Mooney
Positive Control system. Air entering the vacuum-powered
instruments is filtered; hence, sluggish or erratic opera-
tion of vacuum- driven instruments may indie ate that a clog-
ged vacuum filter element is preventing adequate air in-
take. The HI or LO vacuum annunciator light will illumi-
nate if vacuum is above or below limits.
INSTRUMENTS
FLIGHT INSTRUMENTS
All primary flight instruments are grouped on the shock-
mounted flight
panel directly in front of the pilot's seat.
Optional gyro instruments may be installed in the standard
T- grouping with the attitude gyro at top center and the direc-
tional gyro immediately below. The standard airspeed in-
dicator and sensitive altimeter cross the "T". The standard
turn coordinator and optional vertical speed indicator at left
of
center complete the flight instrumentation.
A standard eight-day clock is mounted in the pilot's control
wheel. The magnetic compass is mounted on the windshield
post above the instrument panel. The outside air temper-
ature gage is installed in the windshield.
There is space and lightingfor fOllr optional radio indicators
on the right side of the flight panel. A back-lighted flight
checklist is on the extreme right of the flight panel. Space
for an optional remote indicating compass is at top left of
the
panel. The optional marker beacon indicator lights
mount between the radio indicators at right center below
the
annunicator light group.
2-1
2-6

The Mooney Positive Control (P. C.) system provides a
high
degree of roll and yaw stability, thereby enhancing the
inherent wings-level fUght characteristics of the aircraft.
Positive Control will holda reasonable 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.
I The
system is a pneumatically operated, two-axis auto-
matic control superimposed on the primary flight control
systems. Anelectro-vacuum powered turn coordinator sup-
plies pneumatic inputs to servo units that link to the aileron
1 and
rudder control systems. Since the engine-driven vac-
uum pump is the power source, P. C. is operative when-
ever the propeller is windmilling at mgre than 1000 RPM.
The thumb- operated cutoff button onthe left hand grip of the
pilot's control wheel is shown in Figure 2- 2. Depressing
this button any time during flight will render the Positive
Control system completely inoperative for flight maneuvers
or manual flying. When the cutoff valve button is released
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A pitot tube, mounted on the lower surface of the left wing,
picks up airspeed indicator ram air. A heated pitot pre-
vents pitot tube icing when flying in moisture-laden air.
, A drain valve is located on the forward bottom skin of
'the
left wing just outboard of the wing fillet. Static ports on
each side of the tail cone supply static air pressure for the
altimeter, the airspeed indicator, and the vertical speed
-indicator. A drain valve is located on the fuselage bottom
skin below the tail cone access door. An optional alternate
static pressure source valve may be installed behind the
vertical speed indicator.
A stall warning horn, mounted in the cabin head liner and
triggered by a sensing vane on the left wing leading edge,
will sound when
airspeed drops to near stall speed. The
sound becomes steady as the aircraft approaches acomplete
stall.
A landing gear pOSition light in the annunciator panel shows
amber when the gear is retracted. A green annunciator light
illuminates when the gear is down-and-Iocked. Retarding
the throttle setting below 12 inches manifold pressure when
the
gear is not in the down-and-locked position causes the
gear warning horn in the cabin headliner to sound with a
regular, intermittent tone.
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS
Push- pull tubes with self- aligning rod end bearings actuate
the primary flight control surfaces. Beveled aileron trail-
ing edges help reduce pilot control forces required for flight
maneuvering. A spring-
loaded interconnect device
indirectly jOins the aileron
and rudder control systems
to assist in lateral stability
during flight maneuvers.
Control surface gap seals
minim ize airflow through
the hinge slots and reduce
drag.
POSITIVE CONTROL
OWNERS MANUAL
FIGURE 2-2. P. C.
SYSTEM CONTROLS
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OWNERS MANUAL
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-trim knob on the turn coordinator, as shown in
Figure 2- 2, provides an aileron trim function throughthe
P.C. system. Rotating the knob trims the aircraft about
its roll axis to compensate for asymmetrical 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 for proper functioning.
TRIM CONTROLS
For pitch trim control, the entire empennage pivots on the
tail cone attachment points to increase or decrease the hori-
zontal stabilizer angle. This design allows flight trim es-
tablishment with minimum control surface deflection. A
pointer in a slot located on the center console indicates
stabilizer trim position. Forward rotation of the trim wheel
lowers the nose; rearward rotation raises the nose in flight.
WING FLAP CONTROLS
The flap switch on the right of the engine control pedestal
operates the electrically-actuated wide- span wing flaps.
Holding the spring-loaded switch in the down position lowers
the flaps to the desired angle of deflection. A pointer in the
center console indicates flap position. The intermediate
mark in the pointer range is the flap TAKEOFF setting.
Holding the switch in the UP position, retracts the flaps.
Simply
releasing the spring-loaded switch to return to the
OFF position stops the flaps at an intermediate position dur-
ing either extension or retraction.
2·10
lANDING GEAR
ELECTRIC GEAR RETRACTION SYSTEM
The two-position electric gear control switch, identified by
its wheel-shaped knob, is located to the right of the altim-
eter between the annunciator light panels.
There are three ways to see that the electrically-actuated
gear is down-and-locked:
(1) The green gear-down annunciator light illuminates.
(2) The indicator marks align as seen on the floorboard
visual gear-position indicator.
(3) The gear warning horn does not sound at approach
power setting of below 12 inches manifold pressure.
Position annunciator lights and a warning horn provide vis-
ual and audible gear position signals. An amber signal light
(marked GEAR UP) will show continuously when the gear is
fully retracted. A green signal light (marked GEAR DN)
shows continuously when the gear is fully extended. Both
lights
are out as the gear changes position.
The illuminated gear-down position indicator in the floor-
board aft of the center console has two marks that align when
the
gear is down. Retarding the throttle below 12 inches
manifold pressure causes the gear warning horn to emit a
regular, intermittent tone unless the gear is down-and-
locked.
An airspeed-actuated safety switch in the pitot system or
a mechanically actuated "Squat-Switch" in the retraction
system prevents landing gear retraction until attaining a
safe takeoff airspeed. The safety switch is not designed
to substitute for the gear switch in keeping the gear extend-
ed while taxiing, taking off,
or landing.
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EMERGENCY GEAR-EXTENSION SYSTEM
The emergency gear extension handcrank on the left uphol-
stery panel near the pilot's knee is for manually driving the
electric gear actuating motor to extend the gear if the elec-
trical system should malfunction. Section IV discusses the
emergency gear extension procedure.
BRAKE & STEERING SYSTEMS
The main gear wheels incorporate self-adjusting disc-type
hydraulic brakes. The pilot's rudder pedals have individual
toe-actuated brake cylinders linked to the rudder pedals.
Depressing the toe pedals and pulling out the parking brake
control onthe instrument panel sets the brakes for parking.
Pushing the parking brake control forward releases the
brakes.
It is inadvisable to set the parking brake control when the
brakes are overheated after heavy braking or when outside
temperatures are unusually high. Trapped hydraulic fluid
may expand with
heat to damage the system. Wheelchocks
are normally used for long-time parking and mooring.
Rudder pedal action steers the nose wheel. Gear retraction
relieves the rudder control system ofits nose wheel steer-
ing and centers the wheel to permit retraction into the nose
wheel well.
ELECTRICAL POWER
ALTERNATOR & BATTERY
A 35-ampere-hour 12-volt negative-ground storage battery
under the left engine cowl and a 60-ampere alternator
2-12
'&ftONEV
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supply electrical power for equipment operation. The am-
meter in the engine instrument lineup indicates battery
charging or discharging rate. A power loss in the' alterna-
tor or voltage regulator will be shown as a discharge read-
ing on the ammeter; a discharged battery will be indicated
as a high-charge reading.
The voltage regulator adjusts alternator output to current
load while maintaining a constant voltage level. An over-
voltage annunciator light illuminates when voltage regula-
tor output exceeds voltage limits.
CIRCUIT BREAKERS
Push-to-reset, push-pull, or rocker-switch circuit breakers
protect all of the electrical circuits. Circuit breakers au-
tomatically break the electrical current flow if the systems
receive an overload, thus preventing damage to electrical
fit
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PUSH.TO.IISET
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FIGURE 2-3. MAIN CIRCUIT BREAKER PANEL
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(OPT)
(OPT)
CORD,ENG GA &
VAC LTS
FLAP & CA BIN LTS
OMARK~:R BEACON (OPT)
CIRCUIT BREAKER SYMBOLS
/\
/"
PUSH·TO·RESfT TYPE PUSH·PULL TYPE
ALTERNATOR
WARNING n
LIGHT
VOLTAGE
SWITCH TYPE
REGULATOR
FIGURE 2-4. ELECTRICAL SYSTEM SCHEMATIC
Z -14
wlrmg. The main circuit breaker panel is in the right sub-
panel and is covered with a bottom- hinged door. Figure
2-3 illustrates the main circuit breaker panel with its. push-
pull standard equipment circuit breake rs. All rocke r- switc h
circuit breakers are at the top right corner of the pilot's
instrument panel.
The alternator push-pull circuit breaker on the main break-
er panelfurnishes an emergency overload break between the
alternator and the individual push-pull circuit breakers.
Resetting the alternator circuit breaker will usually restore
an overloaded circuit. If pressing the button a second time
does not reactivate the circuit, the alternator circuit break-
er must remainopen and the alternator-field circuit break-
er must be pulled out to break the alternator excitationcir-
cuit. Since the alternator is then cut out of the power cir-
cuit, the storage battery supplies electrical power in steadi-
ly diminishing output with the master switch on.
The
alternator-field push-pull circuit breaker furnishes an
emergency break in the alternator field excitation circuit
in the event of alternator or voltage regulator malfunction.
If the regulator output voltage exceeds limits, the red over-
voltage annunciator light illuminates. Turning off all radio
equipment, and then turning master switch off and on, will
reset the voltage regulator. The ov;ervoltage annunciator
light should remain out. If the overvoltage light comes on
again, puliing out the
alternator-field circuit breaker cuts
the alternator out of the power circuit. Once again the bat-
tery is the only source of electrical power; therefore, all
electrical equipment not essentialfor flight shouldbe turned
off and the flight terminated as soon as practical to correct
·the malfunction.
ANNUNCIATOR LIGHTS
Annunciator lights mount in the center of the radio instrument
group on the pilot's panel. The gear-up light is at the top,
with the gear-down,
alternator overvoltage, Hi Vac, and La
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"'-KNEV
OWNERS MANUAL
Vac lights below. The optional marker beacon indicator
lights mount below the annunciator lights. A press- to- test
button at the top of the instrument panel illuminates aU an-
nunciator lights simultaneously. The purpose and function
of each of these lights is discussed elsewhere in this section.
INSTRUMENT & PLACARD LIGHTS STANDARD &OPTIONAL
Standard -- The instrument panel is illuminated with two
overhead mounted focusing spotlights (Red Lite) controlled
by rheostat on the panel.
Optional
-- All instrument faces are edge-lighted by light
bulbs behind the instrument panel cover. Placards are
back-lighted for easy night reading. A rheostat at the top
of the flight instrument panel controls the intensity of in- \
strument and placard lighting, and an overhead 3-position
switch controls the spotlights. Rotating the knob clockwise
turns on and increases light intensity. The rheostat also
controls the red lights illuminating the clock and compas~.
CABIN LIGHTING (OPTIONAL)
An adjustable eyeball dome light illuminates the cabin and
also serves as a backup spotlight for illuminating the in-
strument panel; its ON-OFF -DIM switch is slightly forward
and to the right of the dome light.
CABIN ENVIRONMENT
HEATING & VENTILATION SYSTEMS
Two ventilating systems provide cabin environmental con-
trol suited to individual pilot and passenger preferences.
Fresh air heated by the engine exhaust muffler, and cool
air from an airscoop on the co-pilot side, can be individually
controlled and mixed to the desired temperature. The vent
lever on the center console controls the louvered inlet below
the engine control pedestal. The two side inlets forwardof
the engine control pedestal have individual control handles.
The cabin overhead ventilating system works independently
of
the cabin heating and ventilating system. Rotating the
knob above the
pilot seat extends or retracts the overhead
airscoop to control air intake and to prevent air- buffeting
at high cruising speeds. Small directional vent deflectors
with inner knob air volumn controls, within easy reach of
each occupant, distribute incoming outside air as individ-
ually
desired.
The cabin heat control is marked CABffi HEAT. Opening
the
side airscoop control (labeled CABffi VENT) and setting
the cabin heat control turns on cabin heat. To lower cabin
temperature, the cabin heat control is pushed toward the
OFF position. Completely closing the cabin heat control
and fully opening the cabin vent control, with the overhead
airscoop extended, supplies maximum fresh air circulation.
In case of engine fire, the cabin heating system must be
turned off.
The right side airscoop has outlets under the side panel for
installation of radio or autopilot equipment cooling ducts.
WINDSHIELD DEFROSTING SYSTEM
The defrosting system takes warm air from the cabin heat-
ing system ductwork and distributes this air over the wind-
shield interior surfaces. Closing the louvered inlet control
lever on the center console and the left and right inlets for-
ward ofthe engine control pedestalforces heated air to flow
from the defrosting nozzles at the windshield base.
To avert windshield damage when using maximum defrost
airflow, the cabin vent control should be in the open posi-
tion (full aft) to prevent excessively hot air from being di-
rected to the windshield.
2-17
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SECTION III. NORMAL
PROCEDURES
CABIN
SEATS & SAfETY BELTS
I
I
The front seats are individually mounted and may be adjusted
I
fore and aft to fit individual comfort preferences. Resetting
a seat back is accomplished by pulling the seat back forward,
•
rotating the large cam selector knob at the lower back junc-
ture, and allowing the back to return to the new position.
The rear seat back can be adjusted by leaning forward in
the seat, pulling the catch lever at the forward end of the
side panel arm rest, and adjusting the seat back to the
desired position.
Safety belts, if worn proper ly, keep occupants firmly in their
seats in rough air and during maneuvers. These belts are
mechanically simple and comfortable to wear. They are
seat-attached to allow easy seat adjustment.
BAGGAGE & CARGO AREAS
The baggage compartment has 15 cubic feet of baggage or
cargo space and two pair of floor tiedown straps. The
loose equipment, conSisting of tie down eyebolts, jack points,
tiedown rings, a fuel sampling cup, and a towbar is stowed
in the baggage compartment. The rear seat backs can be
removed for additional cargo space by pulling the spring-
loaded lock pins at the seat back base and sliding the seat
back rearward.
GROUND OPERATIONS
PREFLIGHT. • . . . . . . . . . . . . . . . . . . . . . . • 3- 2
PREFLIGHT CHECK ..•................ 3-3
BEFORE STARTING. • . . . . . . . . . . . . . . . . . . 3-5
BEFORE-STARTING CHECK
..•.•......... 3-5
STARTING ....•..................... 3-6
STARTING CHECK .......•............. 3-7
Flooded-Engine Clearing. . . . . . . . . . . . . . .
Cold-
Weather Starting ......... . . . ..•.
Hand Cranking. . . . . . . . . . . . . . . . . . . . . .
WARMUP & TAXIING
............•......
BEFORE-TAKEOFF CHECK ............. .
fLIGHT OPERATIONS
TAKEOFF. . . . . . . ....•••.•.....•..... 3- 13
CLIMB .••.....••.•••..•...••..•.... 3-14
CRUISE . . . . . . . . . . . • . . . . • . . . . . . . •... 3-16
STALLS .....•...•........•...•....• 3-17
SPIN"S •...•........•................ 3-18
POSITIVE CONTROL •............•...•• 3-20
FUEL MANAGEMENT ................•.• 3-21
IN FLIGHT RESTARTING .............•.. 3- 21
LETDOWN . . . . . • . . . . . . . . . . . . . . . . . ..• 3- 22
BE FORE-LANDING CHECK ............•.. 3- 22
LANDIN"G . • • . . • . . . . • . . . . . . • • . • . . . • . . 3-23
AFTER-LANDING & TAXIING CHECK
.......• 3-24
SHUTDOWN CHECK ..•...••.....•..••.. 3- 24
3-1
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~kNEV
OWNERS MANUAL
Before flying your Mooney, it is necessary that you become
thoroughly familiar with all techniques needed to operate its
systems and equipment safely and efficiently.
This section of the manual provides you with a quick and
easy reference to normal operating procedure recommend-
ations. Checklist procedures are enumerated in steps that
cover cockpitcontmls and instruments in left-ta-right and
top-to-bottom patterns. These procedures are intended to
assist you in developinggoodflying techniques under average
conditions. While close attention to each step is important
for safe and efficient operation, sound judgment may oc-
casionally be called for in making exceptions when circum-
stances require a deviation in operating procedure.
GROUND OPERATIONS
PREFLIGHT
In addition to completing the preflight check, visually in-
spect all of the aircraft exterior prior to each flight witt.
particular attention to detection of loose rivets and dents.
Whenchecking under the aircraft, look for fuel and oil leaks
indicated by oil runs or fuel dye stains.
WARNING: Check the aircraft weight and balance be-
fore proceeding with the flight. Consult the Weight &
Balance Record, furnished in the airplane file, for
detailed data neededto calculate load distribution and
limitations.
Standard atmospheric temperatures are below freezing a-
bove 8000 feet altitude, and it is possible that condensed
water in the fuel lines will freeze to cause fuel starvation.
Therefore, always drain the fuel selector sump (as de-
scribed in Section VII) at each preflight inspection.
3·2
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_DONEY
OWNERS MANUAL
,
I
FIGURE 3-1. PREFLIGHT WALK AROUND DIAGRAM
PREFLIGHT CHECK
1. Ignition Switch--OFF.
Master Switch --ON to check outside lights,
then OFF.
Fuel Selector Drain--Selector handle on R; pull
ring and hold for five seconds. Repeat procedure
with selector handle on L.
2. Instrument Static Port-- UNOBSTRUCTED.
Tail Tiedown--REMOVE.
3. Empennage--CHECK.
Remove
all ice, snow, or frost.
3·3

~kNEY
. OWNERS MANUAL
.
4. Tail Cone Access Door--SECURE.
Instrument Static Port-- UNOBSTRUCTED.
Static System Drain--CHECK.
5. Wing Skins--CHECK.
Flap and Attach Points--CHECK.
Aileron and Attach Points--CHECK.
Wing Tip and Navigation Light--CHECK.
Remove all ice, snow, or frost.
6. Left Wing Leading Edge--CHECK.
Pitot Tube and Stall Switch Vane-- UNOB-
STRUCTED.
Fuel Tank--CHECK QUANTITY; SECURE CAP.
Chock and Tiedown--REMOVE.
Left Main Gear Shock Discs and Tire--CHECK.
Fuel Tank Sump Drain--SAMPLE.
Pitot System Drain--CHECK.
Tank Vent- -UNOBSTRUCTED.
Fuel Selector Drain Valve--CLOSED.
Windshields- - CLEAN.
Left Side Engine Cowl Fasteners--SECURE.
7. Propeller--CHECK for nicks and cracks.
Forward Engine Components--CHECK starter,
alternator belt, etc.
Induction Air Filter--CHECK clean and sealed.
Landing Light--CHECK.
Nose Gear--CHECK tire; check for towing
damage.
Shock Discs--CHECK.
8. Right Side Engine Cowl Fasteners--SECURE.
Engine Oil Level--CHECK (Full for extended
flight).
Windshield- - CLEAN.
~.~
mOONEY
OWNERS MANUAL
Fuel Tank Sump Drain--SAMPLE.
Tank Vent-- UNOBSTRUCTED.
Chock
and Tiedown--REMOVE.
Right Main Gear Shock Discs and Tire--CHECK.
Fuel Tank--CHECK QUANTITY; SECURE CAP.
I
f 9.
Right Wing Leading Edge--CHECK.
Wing Skins--CHECK.
i Wing
Tip and Navigation Light--CHECK.
I
Aileron and Attach Points--CHECK.
Flap and Attach Points--CHECK.
Remove all ice, snow, or frost.
10. Baggage Door--SECURE.
BEFORE STARTING
After everyone has entered the aircraft, close and latch the
door. Be sure all baggage is secure and that all necessary
charts, computers, and other loose items are aboard and
securely stowed so that they will not be thrown about the
cabin if rough air is encountered in flight. See that all safety
belts are fastened and that the seats are adjusted and lock-
ed in comfortable positions. With the pilot's seat properly
,
set, you should be able to fully deflec.t all flight controls.
Be sure there is a flashlight aboard for night flights.
I
l
PEFORE STARTING CHECK
1. Fuel Selector Handle--SET for fuller tank.
2. Parking Brake Control--PULL ON . •
3. Ignition and Master Switches--OFF.
4. Carburetor Heat- -OFF.
l
3-5
3-4

I
~kONEY
OWNERS MANUAL
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OWNERS MANUAL
5. Landing Gear Switch--OOWN. The
starting checklist is recommended for normal st~ing
6. Mixture Control--IDLE CUTOFF.
procedures; however, under extreme climatic conditions,
alter the starting procedure to accommodate existing con-
7. Propeller--HIGH RPM.
ditions. If"the engine does not
start after 10 or 15 seconds
of cranking, discontirme cranking and allow the starter to
8. Throttle- -CLOSE. cool
for approximately five minutes before cranking again.
" Allowingthe
starter tocool intermittenly will prolong starter
9. BOost Pump--OFF.
life.
10. Anti- Collision Light- -0 FF.
! The engine
is air-pressure cooled and depends on the for-
11. Navigation Lights--OFF.
ward speed of the aircraft to maintain proper cooling. Par-
ticular care is necessary, therefore, when operating the
!
12. Landing Light--OFF.
I engine
on the ground. To help prevent overheating, always
! head the
aircraft into the wind, and avoid prolonged engine
13. Radios--ALL OFF.
ground operation.
14. Cabin Heat--OFF.
STARnNG CHECK
15. Main Circuit Breaker Panel--CHECK.
1. Master Switch--ON.
16. Auxiliary Circuit Breaker Panel--CHECK.
2. Fuel Quantity Indicators--CHECK for conform-
ity to observed quantity.
STARTING
3. Annunciator Lights--PRESS to TEST.
Before starting the engine, make sure the surrounding area
is clear. It is good practice to call "CLEAR" before en-
4. Landing GEAR DN Light--GREEN.
gaging the starter, and to direct the propeller blast to an
,
open area before running up the engine. To prevent pro-
5. Electric Fuel Pump--ON.
peller damage, keep engine RPM low when operating on
loose
gravel.
)
6. Mixture Control--OPEN to FULL RICH.
The engine will require some priming for smooth starting.
The standard fuel system does not incorporate a separate
priming system; priming is accomplished by pumping the
throttle with the electric fuel pump turned on and the mix-
ture control lever in the FULL RICH position. For normal
starts, pump the throttle twice. A cold engine will require
three or more "priming shots" depending upon the ambient
temperature.
3·6
7. Throttle- - PUMP TWICE to prime engine; then
OPEN approximately one-quarter.
B. Ignition-Starter Switch--turn to START and
PRESS forward. When engine fires, release
to BOTH.
9.
Throttle--Set for 1000 to 1200 RPM.
3-1
r
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OWNERS MANUAL
~kaNEV
OWNERS MANUAL
10. oil Pressure Gage-- 25 PSI MIN (If there is no
pressure indication within 30 seconds, PULL
mixture control to IDLE CUTOFF and check oil
system. )
11.
Carburetor Heat--ON momentarily to check op-
eration. (RPM should drop.)
~
CAUTION: Limit the use of carburetor heat
during ground ope ration to the time required
~
to make sure the system is functioning prop-
erly. Heated carburetor air does not pass
through the air filter; consequently, dust,
dirt, and foreign substances can be drawn
into the engine to cause accelerated cylinder
and piston ring wear.
12. Fuel Pressure Gage--GREEN ARC.
13.
Lights--As required.
14. Anticollision Light--ON.
15. Pitot Heater--CHECK and note ammeter de-
flection.
"
~
16. Radios--ON and CHECK.
..
17. Stabilizer Trim Indicator--TAKEOFF.
18. Fuel Selector ·Handle--CHECK right and lefL
Flooded-Engine Clearing
1. Throttle-- FULL OPEN.
2. Mixture Control--IDLE CUTOFF.
3-8
3. Electric Fuel Pump--OFF.
4. Ignition-Starter Switch--turn to START and
PRESS forward.
5. ThrotUe--RETARD when engine starts.
6. Mixture Control--OPEN slowly to FULL RICH.
Cold-Weather Starting
The starting procedure for a cold engine is the same as the
normal starting procedure, except that additional priming
(mixture control set at FULL RICH) may be necessary.
During extremely cold weather it is advisable to preheat the
oil and engine compartment with ground heaters.
Hand Cranking
If it becomes necessary to start the engine with a
low
battery when external power is not available,
proceed as follows:
1. Wheel
Chocks--INSTALL.
2. Parking Brake- - SET.
3. Controls and Switches--SET for normal start
except IGNITDN 0 FF .
4.
Propeller--HIGH RPM (Pull propeller through
two or more complete revolutions with IGNI-
TION
OFF.)
WARNING: When hand cranking the engine,
stand clear of the propeller until after the
ignition-starter switch is turned to_the START
position and the starting vibrator is ener-
gized.
3·9

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~mOONEV
OWNERS MANUAL
5. Ignition-Starter Switch--turn to START but 00
NOT PRESS forward.
B. With ignition switch held in START position,
hand crank the engine.
7. Ignition-Starter Switch--release to BOTH as
soon as engine starts.
8. Proceed with normal- starting check.
WARMUP & TAXIING
Allow the engine to warmup at 1000 to 1200RPM; normally,
taxiing will sufficiently warm the engine. The engine is
warm enough for takeoff when it will develop full RPM and
when the throttle can be opened without backfiring, skipping,
or a reduction in oil pressure. Release the parking brake-,
and as the aircraft moves forward apply the toe brakes lightly
to
check brake effectiveness. Nose wheel steering, through
rudder pedal action, is ordinarily sufficient for ground
maneuvering. But, when necessary, make tighter turns by
applying inside braking.
CAUTION: Never rely on the retraction safety switch
to keep the electric gear extended while taxiing, tak-
ing off, or landing. Always check the electric gear
switc h position.
Taxi with the mixture FULL RICH and the propeller at HIGH
RPM to prevent engine overheating. A void prolonged ground
operation at low RPM that will tend to foul the spark plugs.
WARNING: While taxiing before takeoff, make sure
that the Positive Control system is functioning nor-
mally and that the gyro instruments have erected
properly.
The control wheel will tend to move in the opposite direction
from the taxi turn when P.C. is working properly. The ab-
-1
..... kONEV
OWNERS MANUAL
sence of flight control movement, or extreme control move-
ment in either direction without prompt return to neutral.
indicates a P .C. maHunction that should be corrected· before
flight. Taxi turns also present an opportunity to check the
directional gyro for proper indication. The turn coordinator
should indicate a bank in the direction of the turn.
Before runup, head the aircraft into the wind and center the
nose wheel. It is always a good practice to stop the airplane
1
with the nose wheel centered, since running up the engine
or starting to taxi with the nose wheel in a cocked position
imposes high side loads on the nose gear.
Minimize engine ground operation to prevent overheating.
Monitor cylinder head and oil temperatures. Check the
propeller governing system by advancing the throttle to
1700RPM; then,pull the propeller controlfull aft (decrease
RPM). As soon as a 100 RPM drop is noted, return the
propeller control to FULL INCREASE RPM. In cold weather,
repeat the cycle two or three times to flush the system with
fresh, warm oil. Then, check R and L magnetos, returning
the switch to BOTH between checks. Neither magneto Rhould
drop off more than 125 RPM when operated individually
nor should the difference between the two exceed 50 RPM.
With this check completed, slowly close the throttle to 1000-
1200
RPM and complete the before-takeoff check.
.~
BEFORE-TAKEOFF CHECK
\ 1.
Flight Controls--CHECK for unrestricted
travel.
2. Fuel Selector Handle--SET for fuller tank.
3. Altimeter--SETto field elevation. (Obtain tower
or weather station barometric pressure; check
altimeter barometric pressure to determine de-
viation. )
4.
Directional Gyro- - SET to magnetic compass.
) .
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3-11
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'KNEV
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5. Flight Instruments--CHECK.
6. Engine Instruments--CHECK.
7. Clock--SET and wind as needed.
8. Stabilizer Trim--SET for TAKEOFF.
9. Propeller--CYCLE and CHECK at 1700 RPM.
10. Magnetos--CHECK at 1700 RPM.
11. Wing Flaps--SET for TAKEOFF or as desired.
12. Electric Fuel Pump--ON. (Check rise in fuel
pressure. )
13. Seats- -lDCKED ..
14.
Seat Belts-- FASTENED.
15.
Door and Pilot Window--LATCHEP closed.'
Before applying power for takeoff, quickly recheck
for:
1. Propeller--FULL INCREASE.
2.
Trim Indicator--TAKEOFF.
3. Flap Indicator--TAKEOFF or as desired.
4. Fuel Selector Handle--FULLER TANK.
WARNING: Do not change fuel
tanks imme-
diately before takeoff.
5. Carburetor Heat--OFF.
Proceed with takeoff as soon as the above checklist is com-
plete. If it is necessary to hold for clearance instructions,
run the engine at 1400-1500RPM to insure proper cooling-
and to minimize
spark plug fouling.
3-12
NOTE: During takeoff from high elevation airports or
during Climb, engine roughness or loss of power may
result from over-richness. In such a case adjust
mixture coptrol only enough to obtain smooth opera-
tion--not for economy. Observe instruments for tem-
i
perature rise.
i
fUGHT OPERATIONS
1
I
TAKEOFF
I
When ready for takeoff, apply power slowly to avoid pick-
ing up
loose stones, etc., with the propeller. (on short
fields you may prefer to hold the brakes until gaining full
power.) As the aircraft accelerates continue increasing
power until reaching full throttle. Have the control friction
lock tight enough to prevent throttle creep.
As speed increases durimtthe takeoff roll, apply back pres-
sure on the control wheel at about 65 to 75 MPH. The air-
craft will tend to rock into a nose- highattitude as it breaks
ground. To compensate for this tendency, slowly relax
some of the elevator back pressure as thenose wheel leaves
the runway. Keep the nose on the horizon just after the
aircraft breaks ground to allow smooth flight from the run-
~
way without an abrupt change in pitch attitude.
~
When making a cross-wind takeoff, hold the nose wheel on
the runway longer and
accelerate to a highe:r: speed than
normal. Pull up abruptly to avoid contact with the runway
while
drifting. When clear of the ground, make a coordi-
nated turn into the wind to correct for drift.
Retract the landing gear only when safely airborne and in
good
control. Retract the flaps when the aircraft has clear-
ed all obstacles and has gained an indicated airspeed of
about 80 to 90 MPH.
3-13