Ranger m20c PDF

MOONEY
OPERATORS MANUAL
MODEL SERIAL NUMBERS
M2OC 20-1 1 4 7 & ON
D E C E M B E R 1974 I S S U E
MOONEY AIRCRAFT CORPORATION

KERRVILLE, TEXAS 78028
m
M A N U A L NUMBER 74-20C-O~-~
G#
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LOG O F PAGES
ONLY the pages listed h e r e i n a r e applicable
t o Model M20 C . S e r i a l N u m b e r s
Page Date SECTION Ill

Title . . . . . . . . . . 12/2/74 Page Date
i . . . . . . . . . . . . 12/2/74 3-1 .......... 12/2/74
ii . . . . . . . . . . . .12/2/74 3-2 .......... 12/2/74
iii . . . . . . . . . . . . 12/2/74 3-4 .......... 12/2/74
iv . . . . . . . . . . . .12/2/74 3-5 .......... 12/2/74
3-6 .......... 12/2/74
3-7 .......... 12/2/74
SECTION I 3-8 .......... 12/2/74
3-9 .......... 12/2/74
Page Date 3- 1 0.......... 12/2/74
3- 11 .......... 12/2/74
3-12 . . . . . . . . . . 12/2/74
3 .1 3.......... 12/2/74
3-14 .......... 12/2/74
3- 15 .......... 12/2/74
3-6 .......... 12/2/74
3- 16 .......... 12/2/74
3 .1 7.......... 12/2/74
SECT ION I I 3-18 .......... 12/2/74
3-19 .......... 12/2/74
3-20 .......... 12/2/74
Page Date 3-21 .......... 12/2/74
2-1 . .......... 12/2/71 3-22 .......... 12/2/74
2-2 . . . . . . . . . . . 12/2/74 3-23 .......... 12/2/74
2-3 . . . . . . . . . . . 12/2/74 3.24 .......... 12/2/74
2.4 . . . . . . . . . . . 12/2/74 3-25 .......... 12/2/74
2.5 . . . . . . . . . . . 12/2/74 3-26 .......... 12/2/74
2.6 . . . . . . . . . . . 12/2/74 SECTION 1V
2-7 . . . . . . . . . . . 12/2/74 ( F A A APPROVED)
2-a . . . . . . . . . . . 12/2/74
2-9 . . . . . . . . . . . 12/2/74 Page Date
2- 1 0 . . . . . . . . . . 12/2/74 4-1 .......... 12/2/74
2-11 . . . . . . . . . . 12/2/74 4- 2 .......... 12/2/74
2-12 . . . . . . . . . . 12/2/74 4-3 .......... 12/2/74
2-13 . . . . . . . . . . 12/2/74 4-4 .......... 12/2/74
2-14 . . . . . . . . . . 12/2/74 4-5 .......... 12/2/74
2-15 . . . . . . . . . 12/2/74 4-6 .... ......, 12/2/74
2-16
0,
. . . . . . . . . . 12/2/74 4 .7 .......... 12/2/74
2-17 . . . . . . . . . .12/2/74 4-8 .......... 12/2/74
2-18 . . . . . . . . . . 12/2/74 4-9 .......... 12/2/74
4-10 ......... 12/2/74

L O G OF P A G E S ( C O N T . )
SECTION V SECTION V I I
( F A A APPROVED) /
Page Da f e Page Date
SECTION V I
Page Date

GENERAL DESCRIPTION . . . . . . . . . . SECTION
SYSTEMS OPERATIONS . . . . . . . . . . . SECTION
NORMAL PROCEDURES . . . . . . . . . . . SECTION
LIMITATIONS . . . . . . . . . . . . . . . . . .SECTION
EMERGENCY PROCEDURES . . . . . . . . SECTION
PERFORMANCE . . . . . . . . . . . . . . . . SECTION
SERVICING. . 4 . . . . . . . . . . . . . . . . .SECTION

T h i s manunl i s i s s u e d a s your operating guide for t h e
Vooney IIANGEIt. It i s important that y o u - - r e g a r d l e s s
of y o u r previous experience-- carefully r e a d t h e hand-
boolc f r o m cover t o cover and review it frequently.
IMPORTANT: THIS MANUAL CONTAINS F e d e r a l

Aviation Administration APPROVED LIMITATIONS
AND MUST I'IE CARRIED I N THE AIRCRAFT AT
ALL, TIMES.
A l l ~ ~ i l o r m a t i o:incl
n i l l u s t r a t i o n s in t h i s manual a r e based
on t h e latest procluct information available a t t h e t i m e of
1)ut)lic~ttional)provnl. 'The right i s r e s e r v e d t o ~nalce
cliangcs :it any tillic without notice. Every etfort has been
m:itle 1 o present the m a t e r i a l i n ;L clc:ir ancl convenient
ni:lnllrr t o c ~ i a b l cyou t o u s e t h e m;i~iii:~l :is :I ready o r e -
sent:~tion:incl (*ontent recommenclations i s solic.itec1.

Mooney w a r r a n t s each Aircraft (which includes
its a c c e s s o r i e s and equipment) sold hereunder,
t o be f r e e from defects in materialand workman-
ship under normal u s e and service when operated
in accordance with Mooneyfs operating instruc-
tions during the period of six (6) montlls following
delivery of the Aircraft to the original r e t a i l pur-
chaser or the f i r s t user or during the period of
one (1) year follo~vingthe date of issue of the ori-
ginal airworthiness certificate for the Aircraft,
whichever period fir s t terminates. Mooney does
not malie ally warranties with respect t o equipment
-
and a c c e s s o r i e s not manufactured by Mooney but
Mooncy a s s i g n s G n y owner of sucll Aircraft (to
the extent s a m e may be assignable) any w a r r a ~ i t i e s
Mooney has receivecl from the manufacturers of
such ecluipment ancl a c c e s s o r i e s and will, on r e -
quest, provide and execute such instruments a s may
be reasonably required to evidence such assignment.
Mooneyfs obligztion under this warranty is limited
t o repairing o r replacing, at Mooney's option, any
part o r p a r t s which within the applicable warranty
period s e t forth above, shall be returned, t r a n s -
portation charges prepaid, to Mooney's plant i n
Kerrville, Texas or t o such other location desig-
nated by Mooney, and which upon examination, shall
disclose t o Mooney's satisfaction that such p a r t i s
defective. A new warranty period i s not established
for p a r t s replaced hereunder. P a r t s replaced here-
under a r e warranted for the remainder of the original
warranty periocl applical~leto Aircraft solcl hereunder.
The r e p a i r or replacement of defective p a r t s under
this warranty shall be macle by Mooney without charge
for the p a r t s , or labor for removal, installation and/
or actual r e p a i r of defective parts.
5,
This warranty does not apply to Aircraft, equipment,
a c c e s s o r i e s , or other parts manufactured o r sold by

Mooney which have been subject t o m i s u s e , negligence,
accident or improper installation, or which"1ave been
repaired or altered outside of Mooney's plant in a
way which, in the opinion of Mooney, adversely
affects i t s performance or reliability. Further, this
warranty does not include norinal maintenance s e r -
vices (such a s engine tune-up, cleaning, control rig-
ging, brake and other mechanical a d j u s t n ~ e n t s ,
n~aintenanceinspections, etc. ) and the replacelllent
of s e r v i c e items (such a s sparlr plugs, brake linings,
f i l t e r s , hoses, belts, t i r e s , etc. ) nlade in connection
with such s e r v i c e s or required a s maintenance, nor
t o normal deterioration of soft t r i m and appearance
itellis (such a s , paint, upholstery, rubber-like items,
etc. ) clue to wear anct exposure.
T h i s warranty shall extend to any owner (hereafter

"Owner") of the Aircraft making claiill within the
specified warranty period.
T H I S WARRANTY B Y IdIOONEY I S tIADE EXPRESSLY I N
L I E U OF ANY OTHER P'ARRANTIES EXPRESSED OR III-
P L I E D I N F A C T OR B Y LAW, I N C L U D I N G ANY I I I P L I E D
WARRANTY OF M E R C H A N T A B I L I T Y OR F I T N E S S FOR A
P A R T I C U L A R PURPOSE, AND I S I N L I E U OF ANY OTHER
O B L I G A T I O N OR L I A B I L I T Y CPJ THE PART OF iiOONEY
TCI ANYONE OF ANY NATURE PIHATSOEVER B Y REASON OF
THE IIANUFACTURE AND/OR THE S A L E AND/OR THE U S E
OF SUCH A I R C R A F 1 , 1100NEY S H A L L I N NO E'JENT B E
L I A B L E TO ANY OWNER OR T O ANY OTHER PARTY OR
P A R T I E S FOR S P E C I A L , I N C I D E N T A L OR CONSECUEN-
T I A L LOSS OR DAiiAGES OR FOR A N Y OTHER LOSS OR
DAMAGE T O P R O P E R T Y AND/OR I N J U R Y OR D E A T H T O
PERSONS OTHER THAN FOR THE PROPERTY DAliAGE TO
S U I I J E C T A I R C R A F r P R O X I M A l - E L Y RESULT II'JG F R O / , ANY
B R t A C H BY MOONEY OF T H E AFORESTATED l.!ARRANTYt
IIOONEY N E I T H E R ASSUMES NOR A U T H O R I Z E S BU'IER OF
ANYONL E L S E TO ASSUllE FOR I T ANY O B L I G A T I O N OR
L I A B I L I T Y I N CONNECTION W I T H THE A I R C R A F T SUB-
JECT HEREOF, OTHER THAN THOSE EXPRESSLY SET OUT
HEREIN, NO B I L L OF S A L E OR TRANSFER OF T I T L E
TO T H I S A I R C R A F T S H A L L N U L L I F Y THE P R O V I S I O N S
HEREOF,

SECTION I . G E N E R A L DESCRIPTION
DESIGN FEATURES
AIRFRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. 2
POWERPLANT . . . . . . . . . . . . . . . . . . . . . . . . 1-2
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . 1. 3
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . 1. 3
SPECIFICATIONS OUTLINE
POWERPLANT . . . . . . . . . . . . . . . . . . . . . . . .1-3
PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . - 1 - 4
FUEL & OIL . . . . . . . . . . . . . . . . . . . . . . . . . - 1 - 5
WEIGHT & LOADING . . . . . . . . . . . . . . . . . . . - 1 - 5
BAGGAGE COMPARTMENT . . . . . . . . . . . . . . - 1 - 5

MANUAL
DESIGN FEATURES
T h e MOONEY RANGER (M20C) i s a low-wing four-
place a i r c r a f t with a r e t r a c t a b l e g e a r . A four-
cylinder engine powers the a i r c r a f t f o r economical,
high-performance flight. Licensing under F e d e r a l
Aviation Administration regulations a s s u r e s that your
Mooney m e e t s the requirements of Normal Category
aircraft.
AIRFRAME
T h e a i r f r a m e has a welded, tubular-steel cabin s t r u c -
t u r e enclosed in sheet-aluminum skins. S t r e s s e d skins
r i v e t t o main and auxiliary s p a r s in the wing, stabilizer,
and v e r t i c a l fin. The laminar-flow wing h a s full wrap-
around s k i n s with flush riveting over the forward top
two t h i r d s of the wing a r e a .
For pitch t r i m control, the empennage pivots on the aft

fuselage. A torque-tube-driven jack s c r e w , bolted t o
t h e r e a r tail con^ bulkhead, s e t s the stabilizer angle.
The forward-opening cabin door provides a c c e s s t o both

front a n d r e a r s e a t s . The baggage compartment door i s
above the wing trailing edge to enable baggage loading
f r o m the ground.
POWER PLANT
The powerplant i s a four-cylinder a i r cooled engine that

develops 180 horsepower. A 60-ampere 12-volt alterna-
t o r supplies a m p l e electrical power for a l l standard and
optional equipment a t a l l engine s p e e d s f r o m warmup t o
flight power settings.
The hydraulic propeller governor, using oil p r e s s u r e for

increasing blade pitch t o control engine speed, regulates
t h e controllable-pitch constant-speed propeller. Spring
and blade aerodynamic f o r c e s d e c r e a s e blade pitch.

FLIGHT CONTROLS
Conventional dual controls link to the control s u r f a c e s
through push-pull tubes. T h e co-pilot's rudder pedals
a r e removable.
The Mooney Positive Control ( P . C. ) s y s t e m is standard

equipment. P. C . is a l a t e r a l stability augmentation s y s -
t e m that provides a high d e g r e e of r o l l and yaw stability,
thereby enhancing the inherent wings-level flight charac-
t e r i s t i c s of the a i r c r a f t . The s y s t e m works full t i m e
f r o m takeoff through landing but can be easily deactivated
o r overpowered for flight maneuvers. P. C . allows you,
t h e pilot, t o devote more t i m e t o navigation, traffic s u r -
veillance, and communications.
LANDING GEAR
The t r i c y c l e landing g e a r allows maximum taxi vision and
ground maneuvering. Hydraulic d i s c b r a k e s and a s t e e r -
able nose wheel aid in positive directional control during
taxiing and crosswind landings.
The landing gear i s electrically actuated. A g e a r warning

horn along with r e d and g r e e n position lights help prevent
inadvertent gear-up landings. The r e t r a c t i o n syste11l in-
c o r p o r a t e s a squat switch that prevents g e a r r e t r a c t i o n un-
t i l a safe a i r s p e e d i s attained. An emergency g e a r exten-
sion s y s t e m i s provided.
SPECIFICATIONS OUTLINE
POWER PLANT
T Y P E : Four- cylinder, a i r cooled, horizontally opposed,
$4

* e-
x , ~ ~
OPERATORS MANUAL
~
and c a r b u r e t e d engine with a wet-sump hubricating

system.
Model (Lycoming). . . . . . . . 0-360-AID

Rated Horsepower @ 2700 RPM . . 180 BHP
Bore . . . . . . . . . . . . . 5.125 IN.
Stroke . . . . . . . . . . . . 4.375 IN.
Displacement . . . . . . . 361.0 CU. IN.
Compression Ratio . . . . . . . . 8. 7:l
C a r b u r e t o r , Marvel-Schebler . . . MA-4-5
Magnetos, Scintilla . . . S4LN-200 S e r i e
PROPELLER
TYPE : Constant-speed, hydraulically controlled
propeller with a single-acting governor.
Model (Hartzell) . . . H C - C ~ Y K -1B/7666 A-2

Diameter. . . . . . . . . . . . . 74 IN.
Blade Angle (@ 30 IN. STA) :
Low . . . . . . . . . . . . 130 + 0°
High . . . . . . . . . . . . 2 g 0 + -2 0
LANDING GEAR
T Y P E : Electrically r e t r a c t e d t r i c y c l e g e a r with rub-
ber shock d i s c s , s t e e r a b l e nose wheel, and hydraulic
disc brakes.
WheelBase . . . . . . . 5 F T 6 - 9 / 1 6 I N .
Wheel Treaci . . . . . . . . 9 F T 3/4 IN.
T i r e Size :
Nose . . . . . . . . . . . . . 5 . 0 0 ~5
Main. . . . . . . . . . . . . 6 . 0 0 ~ 6
Tire Pressure:
Nose . . . . . . . . . . . . . . 30 PSI
M a . . . . . . . . . . . . . . 30 PSI

*- ~ ~ O N E V OPERATORS MANUAL
FUEL & OIL

Usable F u e l Capacity . . . . . . . 52 GAL
Minimum Fuel Octane Rating
(aviation grade) . . . . . . . . 91/96
Oil Capacity (6 QTS MIN f o r flight) . 8 QTS
WEIGHT & LOADING
G r o s s Weight . . . . . . . . . . 2575 LBS

Approximate Einpty Weight
(with standard equipment) . . . 1525 LBS
Useful Load . . . . . . . . . . . 1050 LBS
Wing Loading @ G r o s s Weight . . 15.1 PSF
Power Loading @ G r o s s Weight . . 14.3 PHP
BAGGAGE COMPARTMENT
Maximum Baggage Loading (unless limited by
weight envelope) . . . . . . . . . 120 LBS

FIGURE 1- 1 DIMENSIONED THREE VIEW
1-6

SECTION II . SYSTEMS OPERATIONS
POWER PLANT
ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . 2-4

IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . 2-5
F U E L SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2-5
OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
ENGINE COOLING . . . . . . . . . . . . . . . . . . . . . 2-6
VACUUM SYSTEM . . . . . . . . . . . . . . . . . . . . . 2-6
INSTRUMENTS
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . 2-7
FLIGHT CONTROLS
PRIMARY FLIGHT CONTROLS . . . . . . . . . . . . 2-8
POSITIVE CONTROL . . . . . . . . . . . . . . . . . . . 2-9
TRIM CONTROLS . . . . . . . . . . . . . . . . . . . . . 2-10
WING F L A P CONTROLS . . . . . . . . . . . . . . . . . 2-10
LANDING GEAR
ELECTRIC GEAR RETRACTION SYSTEM 2-11 .....

EMERGENCY GEAR EXTENSION SYSTEM . . . . . 2-12
BRAKE & STEERING SYSTEMS 2-12 ............
ELECTRICAL POWER
ALTERNATOR & BATTERY . . . . . . . . . . . . . . . 2-12
CIRCUIT BREAKERS ...................
2-13
ANNUNCLATOR LIGHTS . . . . . . . . . . . . . . . . . 2-15
INSTRUMENT & PLACARD LIGHTS . . . . . . . . . 2-16
CABIN LIGHTING .....................
2-16
CABIN ENVIRONMENT
HEATING & VENTILATING SYSTEMS . . . . . . . . 2-16
WINDSHIELD DEFROSTING SYSTEM . . . . . . . . 2-17
CABIN
SEATS & S A F I ~ YBELTS . . . . . . . . . . . . . . . . 2-18
BAGGAGE & CARGO AREAS . . . . . . . . . . . . . . 2-18

Acquiring a working knowledge of the aibcraft's controls
and equipment i s one of your important f i r s t steps in de-
veloping a fully efficient operating technique. This Sys-
t e m s Operations section describes location, function and
operation of systems' controls and equipment. It i s ad-
visable for you, the pilot, t o familiarize yourself with all
controls and s y s t e m s while sitting in the pilot's seat and
rehearsing the s y s t e m s operations and flight procedures
portions of this manual.

- m
ENGINE CONTROLS
o o ~ e
OPERATORS MANUAL
POWER PUNT
The engine control l e v e r s a r e centrally located, between

the pilot and co-pilot, on the engine control pedestal. The
v E
throttle lever r e g u l a t e s manifold p r e s s u r e . Pushing t h e

lever forward i n c r e a s e s the setting; pulling t h e lever aft
d e c r e a s e s the setting.
The propeller control l e v e r , with i t s crowned knob, con-

t r o l s engine RPM through the propeller governor. Push-
ing the lever forward i n c r e a s e s engine RPM: pulling the
lever aft d e c r e a s e s RPM.
The mixture control l e v e r , with i t s r e d hexagon knob, e s -

tablishes the fuel-air r a t i o (mixture). Pushing the lever
full forward s e t s the mixture t o full-rich, pulling the lever
aft leans the m i x t u r e , and pulling the lever t o i t s maximum
aft t r a v e l position closes the idle cutoff valve, shutting
down the engine. P r e c i s e mixture settings may b e e s t a -
blished by observing the optional EGT gage while adjusting
the mixture control l e v e r .
A l a r g e friction lock on the right side of the engine control

pedestal locks t h e controls i n the d e s i r e d setting and p r e -
vents creeping during flight.
The c a r b u r e t o r heat control knob, mounted in the subped-

e s t a l t o the right of the engine control pedestal, allows the
selection of heated induction a i r to prevent c a r b u r e t o r icing
or t o melt accumulated i c e in the c a r b u r e t o r venturi. The
engine will o p e r a t e on unfiltered a i r when the c a r b u r e t o r
heat control knob i s pulled out, and d i r t and foreign sub-
s t a n c e s can l-te taken into the engine causing rapid cylinder
and piston w e a r . T h e r e f o r e , the use of carburetoi heat o13
the ground, except for testing system operation, i s not
recommended.
',

-ar
~ s J O N E ~ OPERATORS MANUAL
Clock 21. Flap Contr 01 Switch

Airspeed Indicator 22. Mixture Control
Artificial Horizon 23. Quadrant Friction Control
Altimeter 24. Parking Brake Control
Engine Cluster Gage- 25. Cabin Vent Control
F u e l Quantity, 26. Cabin Heat Contr 01
Oil Temp, 2 7. Microphone J a c k
Oil P r e s s u r e , 28. Headset J a c k
Cylinder Head 2 9. T r i m Control Wheel
Temperature, 30. F u e l Tank Selector Valve
Ammeter 31. T r i m and Flap Position
Landing Gear Switch Iildicat or
Landing G e a r 32. Heater and Vent Louvers
Position Lights 33. Ash T r a y
Outside Air 34. Instrument Light
T e m p e r a t u r e Gage Color Selector -
Magnetic Conlpass Red & White
Pilots Checlr List 35. Instrument Panel
Annunciator Lights - Light Controls
Aircraft Registration, 36. P r o p e l l e r Governor
Landing Lights , Control
Fuel Pressure, 3 7. Throttle
High & Low Vacuum, 38. Landing Light Switch
High and Low Voltage 39. Electrical
Radio Panel Circuit ~ r e a k e r / ~ w i t c h
Radio Panel 40. Rate of Climb Indicator
Manifold P r e s s u r e and 41. Electrical
F u e l P r e s s u r e Gage Circuit ~ r e a k e r / ~ w i t c h e s
C a r b u r e t o r Air T e m p 42. Directional Gyro
Gage o r Exhaust G a s 43. Not Used
T e m p e r a t u r e Gage 44. T u r n Coordinator
Circuit B r e a k e r Panel 45. Magneto/Starter Switch
Tachometer 46. Omni Indicator
Cigar Lighter 47. Omni Indicator
Not Used. 48. ADF Indicator
49. Radio Microphone
C a r b u r e t o r Heat Control

- ~ O O N E V OPERATORS MANUAL
All engine instruments except the EGT gage, tachom-

e t e r and fuel and manifold p r e s s u r e gages a r e grouped
in the left instrument panel. Color a r c s on instrument
f a c e s m a r k operating r a n g e s . P r o p e r interpretation of
engine instrument readings is essential for selecting
optimum contr 01 settings and f o r maintaining maximum
c r u i s e fuel economy. Engine limitations a r e given in
Section I V .
IGNITION SYSTEM
The left magneto has a s e t of fixed r e t a r d b r e a k e r points

that aid in s m o o t h e r , e a s i e r starting. A battery-powered
s t a r t i n g vibrator supplies a long-duration, boosted s p a r k .
The starter-ignition switch, mounted on the left of t h e in-

s t r u m e n t panel, combines both ignition and s t a r t i n g func-
t i o n s . Turning the ignition key clockwise through R, L ,
and BOTH t o the START MAG position and then pushing f o r -
ward on the key and r e c e p t a c l e engages the s t a r t e r . Re-
leasing the key when the engine s t a r t s allows the switch t o
r e t u r n by spring action t o the BOTH position. F o r safety,
the starter-ignition switch must be left a t O F F when the
engine i s not running.
FUEL SYSTEM
Two integral s e a l e d s e c t i o n s c a r r y the fuel in the f o r w a r d
inboard a r e a of the wings. Full fuel capacity is 52 gallons.
T h e r e a r e sump d r a i n s at the lowest point in each t a n k f o r
taking fuel s a m p l e s t o check for sediment contamination
and condensed water accumulation. Section VII d i s c u s s e s
t h e fuel sampling procedure.
T h e . r e c e s s e d three-position fuel selector handle on t h e

cabin floor s e t s the s e l e c t o r valve below t h e floorboard
f o r L E F T tank, RIGHT tank, o r the O F F position. T h e
fuel s e l e c t o r va%e a s s e m b l y contains a valve f o r draining
condensed water and sediment f r o m the lowest point i n the

=.~LOIF
O N E V OPERATORS MANUAL
fuel lines before the f i r s t flight of the d a and

~ after
each refueling. Section VII d i s c u s s e s t h e selector
valve flushing procedure.
Fuel feeds f r o m one tank at a t i m e t o t h e selector valve

and through the e l e c t r i c fuel pump enroute t o the engine-
driven pump and the carburetor unit. E l e c t r i c fuel-
level t r a n s m i t t e r s in the tanks operate fuel gages in the
engine c l u s t e r . The m a s t e r switch a c t u a t e s the fuel
quantity indicator s y s t e m t o maintain a n indication of
fuel remaining in each tank. The fuel p r e s s u r e gage
r e g i s t e r s fuel p r e s s u r e in the line t o the c a r b u r e t o r .
Vents in each fuel tank allow for overflow ventilation.
OIL SYSTEM
T h e engine h a s a full-pressure wet-sump oil s y s t e m with
an 8 q u a r t capacity. The automatic bypass control valve
r o u t e s oil flow around the ,oil cooler when operating tem-
p e r a t u r e s a r e below normal or when t h e cooling radiator
is blocked.
The engine oil should be kept a t 6 t o 8 q u a r t s . Lycoming

Service Instruction 1014 (latest revision) gives r e c o m -
mended oil specifications and oil change intervals.
ENGINE COOLING
T h e down-draft engine cooling s y s t e m provides ground
and inflight power plant cooling. Engine baffling d i r e c t s
air over and around the cylinders and out the cowl flap
openings. Cowl flap doors a r e fixed in a position that
allows proper a i r flow on the ground and in flight.
VACUUM SYSTEM
An engine-driven vacuum pump supplies suction for the
vacuum-operated gyroscopic flight i n s t r u m e n t s and the

MANUAL
Mooney Positive Control s y s t e m . Air entering the

vacuum-powered instruments i s filtered; hence,
sluggish o r e r r a t i c operation of vacuum-driven instru-
ments may indicate that a clogged vacuum filter element
is preventing adequate a i r intake. The vacuum an-
nunciator light will illuminate steadily for Hi Vac
and flashes for Laow Vac indication.
INSTRUMENTS
FLIGHT INSTRUMENTS
A l l p r i m a r y flight instruments a r e grouped on the shock-
mounted flight panel directly i n front of the pilot's s e a t .
Optional g y r o instruments may be installed in the standard
T-grouping with the attitude gyro a t top center and the
directional gyro immediately below. The standard a i r s p e e d
indicator and sensitive a l t i m e t e r c r o s s the "T". T h e stan-
d a r d t u r n coordinator and optional vertical speed indicator
at left of center complete the flight instrumentation.
The magnetic compass is mounted on the windshield post

above the instrument panel. A r e m o t e indicating gage i s
installed i n the left of the flight panel. T h e r e is s p a c e
and lighting for four optional r a d i o indicators on the right
side of the flight panel.

&bF
~ O O N E V
PERATORS M A N U A L
A pitot tube, mour~tedon the lower s u r f a w of the left

wing, picks up a i r s p e e d indicator r a m a i r . A heated
pitot prevents pitot tube icing when flying in moisture-
laden a i r . A d r a i n valve i s located on the forward
bottom skin of t h e left wing just outboard of the wing
fillet. Static p o r t s on each side of the t a i l cone supply
s t a t i c a i r p r e s s u r e for the a l t i m e t e r , the a i r s p e e d
indicator, and t h e vertical speed indicator. A d r a i n
valve i s located on the fuselage bottom skin below the
tail cone a c c e s s door. An alternate s t a t i c p r e s s u r e
s o u r c e valve will be found under the left side of the
flight panel.
A s t a l l warning horn, mounted in the cabin head liner

and t r i g g e r e d by a sensing vane on the left wing leading
edge, will sound when a i r s p e e d drops t o n e a r s t a l l
speed. T h e sound becomes steady a s the a i r c r a f t
approaches a complete s t a l l .
T h e r e a r e two landing gear position lights; one i s a green

GEAR DOWN' light and the other i s a r e d IN-TRANSIT light.
No, light shows when t h e g e a r i s full up. Inadvertent posi-
tioning of the g e a r switch t o the up position while the a i r -
craft i s on t h e ground will cause both the r e d and green
t o be illuminated and the warning horn t o souild if the
throttle i s closed.
FLIGHT CQNTROLS
PRIMARY FLIGHT CONTROLS

Push-pull t u b e s with self-aligning rod end bearings actuate
the p r i m a r y flight control s u r f a c e s . Beveled aileron trail-
ing edges help reduce pilot control f o r c e s r e q u i r e d for flight

maneuvering. A spring-
loaded interconnect de-
vice indirectly joins the M A P LIGHT SWITCH
a i l e r o n and r u d d e r con-
t r o l s y s t e m s t o a s s i s t in
l a t e r a l stability during
flight maneuvers. Control
s u r f a c e gap s e a l s mini- I'
m i z e airflow through the
hinge s l o t s and r e d u c e
drag.
FIGURE 2-2. P . C .
SYSTEM CONTROLS
POSITIVE CONTROL
T h e Mooney Positive Control ( P . C . ) s y s t e m provides
a high d e g r e e of r o l l and yaw stability, thereby en-
hancing t h e inherent wings-level flight c h a r a c t e r i s t i c s
of t h e a i r c r a f t . Positive Control w i l l hold a r e a s o n -
a b l e heading over a long period of t i m e when the a i r -
c r a f t i s t r i m m e d properly. However, without the
installation of a magnetic heading lock, P . C . will not
maintain a n absolute preselected heading.
T h e s y s t e m is a pneumatically operated, two-axis auto-

matic control sul)erimposecl on the p r i m a r y flight control
s y s t e m s . A n electro-vacuum powered t u r n coordinator
supplies pneumatic inputs t o s e r v o units that link t o the
a i l e r o n and rudder control s y s t e m s . Since tlte engine-
clrivert vacuum pump i s the power s o u r c e , P . C . i s opera-
tive whenever the propeller is windmilling a t m o r e than
1000 R P M .
T h e t r i g g e r switch on the left hand g r i p of the pilot's

c o n t r o l wheel is shown in F i g u r e 2-2. Depressing t h i s
switch any t i m e during flight will r e n d e r the Positive
Control s y s t e m completely inoperative for flight maneu-

MANUAL
v e r s o r manual flying. When the cutoff gwitch is r e -

l e a s e d , the a i r c r a f t will r e t u r n unassisted t o wings-
].eve1 flight. P. C . c a n be manually overridden with little
effort if the s y s t e m should malfunction. Manually
over-powering the s y s t e m will not damage the a i r c r a f t
o r the P. C . components.
The r o l l - t r i m knob on the t u r n coordinator, a s shown in

Figure 2-2, provides a n aileron t r i m function through
the P. C . s y s t e m . Rotating the ltnob t r i m s the a i r c r a f t
about i t s r o l l a x i s t o compensate for a s y m m e t r i c a l fuel
and passenger loadings.
The P . C . systeim is installed t o help alleviate pilot

fatigue. But lilte any other s y s t e m in the a i r c r a f t , P. C
must be monitored for proper functioning.
TRIM CONTROLS
For pitch t r i m control, the entire empennage pivots on
the t a i l cone attachment points t o i n c r e a s e or d e c r e a s e
t h e horizontal s t a b i l i z e r angle. This design allows flight
t r i m establishment with minimum control s u r f a c e deflec-
tion. A t r i m indicator located on the console indi-
c a t e s stabilizer t r i m position. Forward rotation of
t h e t r i m wheel l o w e r s the nose; r e a r w a r d rotation
n i s e s the nose i n flight.
WING FLAP CONTROLS
The flap control on the right of the engine control pedes-
t a l operates the electrically-actuated wide-span wing
flaps. Moving the control t o the U P position, r e t r a c t s
the flaps. T h e position of the flaps can be noted f r o m
the flap position indicator. The control has a detent
to a s s i s t the pilot in detecting the takeoff flap setting.

* ~ O O N S V OPERATORS MANUAL
ELECTRIC GEAR RETRACTION SYSTEM

T h e two-position e l e c t r i c g e a r control switch, iden-
tified by its wheel-shaped knob, i s located at the top
of the instrument panel above the throttle.
T h e r e a r e t h r e e ways t o s e e that the electrically-

actuated g e a r is down-and-locked:
(1) T h e g r e e n gear -down annunciator light illumi-
nates.
(2) The indicator m a r k s align a s s e e n on the floor-
board visual gear-position indicator.
(3) The g e a r warning horn does not sound a t
approach power setting of below 12 inches mani-
fold p r e s s u r e .
A g r e e n GEAR DN light, a r e d IN TRANSIT light,

and a warning horn provide visual and audible gear
position signals. The g r e e n light (GEAR DN) shows
continuously when the g e a r i s fully extended. Both
lights a r e out when the gear i s fully r e t r a c t e d .
The illuminated gear-down position indicator in the

floorboard aft of the center console has two m a r k s
that align when the g e a r i s down.
Retarding the throttle below 12 inches inanifold

p r e s s u r e causes the gear warning horn to enlit a
r e g u l a r , intermittent tone unless the gear is down-
and- locked.
A mechanically actuated "Squat-Switch" in the r e -

t r a c t i o n s y s t e m prevents inadvertent landing g e a r
r e t r a c t i o n . The safety switch i s not intended t o
substitute for the g e a r switch i n keeping the g e a r
extended while taxiing, taking off, o r landing.

EMERGENCY GEAR-EXTENSION SYSTEM
T h e emergency g e a r extension handcrank on the left uphol-
s t e r y panel near the pilot's knee is for manually driving
t h e e l e c t r i c g e a r actuating motor t o extend the g e a r if the
e l e c t r i c a l s y s t e m should malfunction. Section IV dis-
c u s s e s the emergency g e a r extension procedure.
BRAKE 8 STEERING SYSTEMS

T h e main g e a r wheels incorporate self-adjusting disc-
type hydraulic brakes. T h e pilot's rudder pedals have
individual toe-actuated b r a k e cylinders linked to the
rudder pedals. Depressing the toe pedals and pulling out
the parking b r a k e control on the console s e t s the
b r a k e s f a x parking. Pushing the parking brake control
forward r e l e a s e s the b r a k e s .
It is inadvisable t o s e t the parking b r a k e when the b r a k e s

a r e overheated a f t e r heavy braking or when outside t e m -
p e r a t u r e s a r e unusually high. Trapped hydraulic fluid
may expand with heat t o damage the s y s t e m . Wheel chocks
a r e normally used f o r long-term parking and mooring.
Rudder pedal action s t e e r s the nose wheel. Gear r e t r a c -

tion r e l i e v e s the r u d d e r control s y s t e m of i t s nose wheel
s t e e r i n g and c e n t e r s the wheel t o permit retraction irito
the nose wheel well.
ELECTRICAL POWER
ALTERNATOR 8 BATTERY
A 35-ampere-hour 12 volt negative-ground s t o r a g e battery
under the left engine cowl and a 60-ampere alternator
$*

supply e l e c t r i c a l power for equipment operation. The
a m m e t e r in the engine instrument display indicates
battery charging r a t e . A power l o s s in the a l t e r n a t o r
o r voltage regulator will be shown a s a discharge r e a d -
ing on the a m m e t e r ; a discharged battery will be indi-
cated as a high-charge reading.
The voltage regulator adjusts alternator output t o c u r r e n t

load while maintaining a constant voltage level. A11 a l t e r -
nator warning light illuminat e s steadily w hen voltage
regulator output exceeds voltage limits. It f l a s h e s when
t h e voltage is low.
CIRCUIT BREAKERS
Push-to-reset, push-pull:
o r r o c k e r - s w i t c h circuit
b r e a k e r s protect a l l of
the electrical circuits.
Circuit b r e a k e r s auto-
matically b r e a k the
e l e c t r i c a l c u r r e n t flow
if the s y s t e m s r e c e i v e
a n overload, t h u s p r e -
venting damage t o
e l e c t r i c a l wiring. The
main c i r c u i t b r e a k e r
panel is i n t h e e x t r e m e
right panel. F i g u r e 2-3
i l l u s t r a t e s the main
circuit b r e a k e r panel
with i t s push-pull stan-
d a r d equipment circuit
b r e a k e r s . All rocker-
switch c i r c u i t b r e a k e r s
a r e at t h e bottom of FIGURE 2--3.
t h e flight panel. MAIN CIRCUIT
BREAKER PANEL

ias ~ O O N E V OPERATORS MANUAL
*a
LANIIING GEAR
GEAR WARNING
STALI. WARNING
ALTERNATOIT FIELD
IGNITION & CIG LTR
A U'I'O1'11.OT ( O W "
INSTl{lJh1EN1'S
I'C TITIGGEIT 8. 'TUIIN C O O I ~ r l

VACUUhl WAftNING
INSTRUMENT LTS ( L E F T )
INSTRUMENT LTS (RIGlfT)
F U E L BOOS'I' PUMP
PITOT HEAT
STRODE 1,IC;HT
ROTATING BLACON ( O P T )
RADIO MASTFII
NAV I (Ol"1 i
COM 11 (01"I'I
NAV 11 101"1'l
'I'I~ANSl'ONI>I~~II
lOl>'l'l
AUDIO ( O P T )
FIGURE 2-4. E L E C T R I C A L SYSTEM SCHEMATIC
2 -14

i d b
~OONEV- OPERATORS MANUAL
The alternator push-pull circuit breaker on the main

b r e a k e r panel f u r n i s h e s a n emergency overload b r e a k
between the a l t e r n a t o r and the individual push-pull
circuit b r e a k e r s . Resetting the alternator c i r c u i t
b r e a k e r will usually r e s t o r e a n overloaded circuit. If
pressing the button a second t i m e does not r e a c t i v a t e
the circuit, t h e alternator circuit breaker must r e -
main open and the alternator-field circuit b r e a k e r must
be pulled out t o b r e a k the alternator excitation circuit.
Since the alternator i s then cut out of the power c i r c u i t ,
t h e storage battery supplies electrical power in steadi-
ly diminishing output with the m a s t e r switch on.
The alternator-field push-pull circuit b r e a k e r f u r n i s h e s

an emergency b r e a k in the alternator field excitation
circuit in the event of alternator or voltage regulator
malfunction. If the regulator output voltage e x c e e d s
limits, the r e d a l t e r n a t o r warning light illuminates
steadily. Turning off a l l radio equipment, and then
turning m a s t e r switch off and on, will r e s e t the voltage
regulator. The alternator annunciator light should
r e m a i n out. If the alternator light comes on again,
pulling out the alternator-field circuit b r e a k e r c u t s t h e
alternator out of the power circuit. Once again the bat-
t e r y i s the only s o u r c e of electrical power; t h e r e f o r e ,
a l l electrical equipmerlt not essential for flight should
be turned off and the flight terminated a s soon a s p r a c -
t i c a l to c o r r e c t the malfunction.
ANNUNCIATOR LIGHTS
The landing g e a r lights a r e a t the top of the instrument
panel by the landing g e a r switch. Annunciator lights

for the registration number, landing light, nlternator ,
vacuum, and fuel p r e s s u r e a r e in the g l a r e s hielcf.
The purpose and fullction of each of these lights i s
discussed elsewhere in this section.
INSTRUMENT & PLACARD LIGHTS

A l l instrun1e:lt faces 2nd placards a r e floodlighted by
light bulbs in the glare shield. Rheostat lulobs on the
control quadrants control the intensity of i n s t r u ~ n e n t
ancl placard lighting. Roi ating the knobs clockwise
t u l . 1 1011
~ ;III{I i l ~ ( - l . ( ' ; \ slight
~ s intcllsity.
CABIN LIGHTING
A n a d ~ u s t ~ l b eyetx111
le dome light illuminates the c.aI,it~
ancl a l s o s e r v e s n s a bacliup ~i)o!light for illuminating
the instrume:~t;)anel; i t s OV-OFF-DIM switch i s slight-
ly forward ancl t o the right of the dsmle light.
CABIN ENVIRONMENT
HEATING & VENTILATION SYSTEMS
T\vo ventilating systems l~roviclecabin environmental con-
trol suited t o indivittual pilot ancl passenger prefcre!~.:es.
I.'resh a i r healotl i)y the :tn;:ino r:xlt;i?rst. ml~ifler, nntl cool
a i r I'rol.r1 ail ail-scoop oil thit c:o-pilot sicle, can I)e indivicl-
u;\lly controllecl :\ntl tnixed to the clesireil temlicrnture.
T h e left s i d e f r e s h - a i r s c o o p h a s a n a d j u s t a b l e eyeball
inlet n e a r t h e p i l o t ' s k n e e .

*
'\-~OONEV OPERATORS M A N U A L
T h e cabin overhead vcntilaling systenl worl<s inde-

pendently of the cabin heating and ventilating systenl.
Rotating the knob above the pilot s e a t eXte1lds or r e -
t r a c t s the overhead a i r s c o o p t:, control a i r intake and
t o prevent air-buffeting a t high cruising speeds. Small
directional vent deflectors @ith inner knob a i r volumn
controls, within easy r e a c h of each occupant, distribute
incoming outside a i r as individi~allydesired.
The cabin heat control i s marked CABIN H E A T . Opening

the side ;xirscoop control (labeled CABlN VENT) and
setting the cabin heat control t u r n s on cabin heat. T o
lower cabin t e m p e r a t u r e , the cabin heat control i s
pushed toward the O F F j~osition. Conlpletely closing the
cabin heat control and fully opening the cabin vent con-
t r 01, with the overhead :tirscoop extended, supplies
maximum f r e s h a i r circulation. In c a s e of engine f i r e ,
the cabin heating systenl must be turned off.
The right side airscoop has outlets undel- the s i d e panel

for installatio!~of r a d i o o r autol~ilotecluil)ment cooling
ducts.
WINDSHIELD DEFROSTING SYSTEM
T h e defrosting s y s t e m talces w a r m a i r f r o m the cabin

heating system ductwork and distributes this a i r over the
windshield interior s u r f a c e s . The s y s t e m works full
t i m e without a s e p a r a t e control.

* ~ O O N E V OPERATORS M A N U A L
SEATS & SAFETY BELTS

The front s e a t s a r e individually mounted and may be
adjusted f o r e and aft to fit individual comfort prefer-
ences. Resetting a s e a t back i s accomplished by
pulling the s e a t back forward, rotating the l a r g e c a m
s e l e c t o r lmob a t the lower back juncture, and allowing
the back t o r e t u r n t o the new position. The r e a r s e a t
back can b e adjusted by leaning forward in the s e a t ,
pulling t h e catch lever a t the forward end of the side
panel a r m r e s t , and adjusting the s e a t back t o the
d e s i r e d position.
Safety b e l t s , if worn properly, keep occupants firmly in

their s e a t s i n rough air and during maneuvers. These
belts a r e mechanically simple nuct conlfortal~leto wear.
They a r e attached to the s e a t s o the s e a t can be moved
without readjusting the belt.
BAGGAGE & CARGO AREAS
The baggage compartnlent has 15 cubic feet of baggage

or c a r g o s p a c e and two p a i r of floor tiedo\vn s t r a p s . The
loose equipment, consisting of tiedown eyebolts, jack-
points, tiedown r i n g s , a fuel sampling cup, and a towbar
i s stowed in the baggage compartment. The r e a r seat
backs can be removed for additional c a r g o space by pul-
ling the springloacled lock pins at the s e a t bac.1~I ~ a s ea!ld
sliding the s e a t back r e a r w a r d .

SECTION Ill . NORMAL PROCEDURES
GROUND OPERATIONS
PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
PREFLIGHTCHECK . . . . . . . . . . . . . . . . . . . 3-3
BE FORE STARTING . . . . . . . . . . . . . . . . . . . . 3-5
BEFORE-STARTING CHECK . . . . . . . . . . . . . . 3-5
STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
STARTINGCHECK . . . . . . . . . . . . . . . . . . . . . 3-7
Flooded- Engine C l e a r i n g . . . . . . . . . . . . . . . 3-8
Cold- Weather S t a r t i n g . . . . . . . . . . . . . . . . 3-9
Hand Cranking . . . . . . . . . . . . . . . . . . . . . . 3-9
WARMUP & TAXILNG . . . . . . . . . . . . . . . . . . . 3-9
BEFORE-TAKEOFF CHECK . . . . . . . . . . . . . . 3-11
FLIGHT OPERATIONS
TAKEOFF . . . . . . . . . . . . 3-12
. . . . . . . . . . . . . a .
C L m B . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13
CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
STALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17
SPINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
POSITIVE CONTROL . . . . . . . . . . . . . . . . . . - 3 - 2 0
FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . 3-21
INFLIGHT RESTARTING . . . . . . . . . . . . . . . . 3-22
LETDOWN . . . . . . . . . . . . . . . . . . . . . . . . . - 3 - 2 2
BEFORE- LANDING CHECK . . . . . . . . . . . . . . . 3-23
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23
AFTER.LANDING . . . . . . . . . . . . . . . . . . . . - 3 - 2 5
SHUTDOWN CHECK . . . . . . . . . . . . . . . . . . . . 3-25

dm00hlcv
b OPERATORS MANUAL
Before flying your Mooney, it i s necessary that you be-

come thoroughly familiar with a l l techniques needed to
operate i t s s y s t e m s and equipment safely and efficiently.
This section of the manual provides you with a quick and

easy r e f e r e n c e t o n o r m a l operating procedure recommend-
ations. Checklist p r o c e d u r e s a r e enumerated in s t e p s that
cover cockpit contr 01s and instruments i n left-to-right and
top-to-bottom p a t t e r n s . These procedures a r e intended to
a s s i s t you i n developing good flying techniques under aver-
age conditions. While close attention to each s t e p i s impor-
tant for safe and efficient operation, sound judgment may
occasionally b e called for in making exceptions when c i r -
cumstances r e q u i r e a deviation in operating procedure.
GROUND OPERATIONS
PREFLIGHT
In addition t o completing the preflight check, visually in-
spect a l l of t h e a i r w a f t exterior prior t o each flight with
particular attention t o detection of loose r i v e t s and dents.
When checking under the a i r c r a f t , look for fuel and oil
leaks indicated by oil r u n s or fuel dye s t a i n s .
WARNING: Check the a i r c r a f t weight and balance

before proceeding with the flight. Consult the
Weight & Balance Record, furnished i n the a i r -
plane f i l e , for detailed data needed t o calculate
load distribution and limitations.
Standard a t m o s p h e r i c teinperatures a r e below freezing

above 8000 feet altitude, and it i s possible that condensed
water in the fuel lines will f r e e z e t o cause fuel starvation.
T h e r e f o r e , always d r a i n the fuel selector ~ ~ 1 1 1 1(1a s de-
s c r i b e d in Section VII) at each preflight inspection.

* m m
OPERATORS M A N U A L
FIGURE 3-1. PREFLIGHT WALK AROUNU LIIAGIZAM
PREFLIGHT CHECK
1. Ignition Switch--OFF.
Master Switch--ON t o check outside lights,
then O F F .
Fuel Selector Drain--Selector handle on R ; pull
r i n g and hold for five seconcls. Repeat pr ocedure
with selector handle on L.
2. Instrument Static Port-- UNOBSTRUCTED.

T a i l Tiedown-- RE MOVE.
3. Empennage--CHECK.
Remove a l l i c e , snow, or f r o s t .

4. T a i l Cone A c c e s s Door--SECURE?
Instrument Static P o r t - -UNOBSTRUCTED.
Static System Drain--CHECK.
5. Wing Skins--CHECK.
F l a p and Attach Points--CHECK.
Aileron and Attach Points- -CHECK.
Wing Tip and Navigation Light- - CHECK.
Remove a l l i c e , snow, or f r o s t .
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 G e a r Shock D i s c s and Tire--CHECK.
Fuel Tank Sump Drain--SAMPLE .
Pitot System Drain--CHECK.
Tank Vent- - UNOBSTRUCTED.
Fuel Selector D r a i n Valve- -C LOSED.
Windshields--C LEAN.
Left Side Engine Cowl F a s t e n e r s - - SEC URE.
7. Propeller--CHECK for nicks and c r a c k s .

F o r w a r d Engine Components--CHECK s t a r t e r ,
a l t e r n a t o r belt, etc.
Induction Air Filter--CHECK clean and s e a l e d .
Landing Light--CHECK.
Nose Gear--CHECK t i r e ; check for towing damage.
Shock Discs--CHECK.
8. Right Side Engine Cowl F a s t e n e r s - -SECURE.

Engine Oil Level--CHECK (full for extended
f lig i t ) .
Windshield--CLEAN.

* ~ O O N E V OPERATORS M A N U A L
Fuel Tank Sump Drain--SAMPLE .

Tank Vent-- UNOBSTRUCTED.
Chock and Tiedown--REMOVE .
Right Main G e a r Shock Discs and T i r e - -CHECK
F u e l Tank--CHECK QUANTITY; SECURE CAP.
9. Right Wing Leading Edge--CHECK.

Wing Skins--CHECK.
Wing T i p and Navigation Light--CHECK.
Aileron and Attach Points--CHECK.
Flap and Attach Points--CHECK.
Remove a l l i c e , snow, o r f r o s t .
10. Baggage Door - - SE C URE .
BEFORE STARTING
After everyone h a s entered the a i r c r a f t , c l o s e and latch
t h e door. Be s u r e a l l baggage i s s e c u r e and that a l l
n e c e s s a r y c h a r t s , computers, and other loose i t e m s a r e
aboard and s e c u r e l y stowed s o that they will not be
thrown about t h e cabin if rough a i r is encountered in
flight. See that a l l safety belts a r e fastened and that
t h e s e a t s a r e adjusted and locked in comfortable posi-
tions. With t h e pilot's s e a t properly s e t , you should be
able t o fully deflect a l l flight controls. Be s u r e t h e r e i s
a flashlight a b o a r d for night flights.
BEFORE STARTING CHECK
1. Fuel Selector Handle--SET for f u l l e r tank.
2. Parking B r a k e Control--PULL ON.
3. Ignition and Master Switches--OFF.

* ~ O O N
OPERATORS MANUAL
B V
5. Landing Gear Switch- - DOWN. *9
6. Mixture Control--IDLE CUTOFF
7. Propeller-- HIGH R P M .
9. Boost Pump--OFF.
10. A11 External Light--OFF.
11. Radios--ALL O F F .
12. Cabin Heat--OFF.
13. Main Circuit Breaker Panel--CHECK.
STARTING
Before starting the engine, make s u r e the surrounding
a r e a is c l e a r . It i s good p r a c t i c e t o call "CLEAR"
before engaging the s t a r t e r , and t o d i r e c t the propel-
l e r blast t o a n open a r e a before running up the engine.
T o prevent prcpeller damage, keep engine RPM low
when operating on loose gravel.
The engine will r e q u i r e s o m e priming for smooth starting.

The standard fuel s y s t e m does not incorporate a s e p a r a t e
priming s y s t e m ; priming i s accomplished by pumping the
throttle with the e l e c t r i c fuel pump turned on and the mix-
t u r e control lever in the FULL RICH position. F o r nornlal
s t a r t s , pump the throttle twice. A cold engine will r e q u i r e
t h r e e o r m o r e "priming shots" depending upon the ambient
temperature.

' r h e sc'lrti heckli list i s recnmmendr el~xl
starti, e d u r e s ; however, u n d e ~ ,lit- climatic,
conditicli' d t e r the starting procetl~ to accommod:;
A
existing 8 iiditions. If the engi11~.does not s t a r t aftel 10

or 15 ~jrldsof cranking, discontinue cranking and al-
1 t$<
t r t z r t o cool for approximately five minutes
t)efox I-ranklllg adgain. A11 1,1!: the sf n r t e r t o cr!ol in-
-
\ $
terrnltt ~ n t l ywill p~olcnlv* tar life.
The engine is air-r2r r:ooled and depel 3 on the

forward speed of i f tincraft t o maintain j 3 , $per cooling.
P a r t i c u l a r e g r e i s n e c e s s a r y , therefore, :hen operating
the engine o i l the ground. To help p r e i s overheating,
always ! I C ; ; ~ the a i r c r a f t into the wind t l ~ davoid pro-
longed engitle ground operation.
STARTING CHECK
1. Master Switch--ON
2. Fuel Quantity Indicators riECK for conformity

t o observed quantity.
3. A n n u ~ ~ c i a t o1,ights-
r IyRESS t o TEST.
5. E l e c t r i c Fuei Pump--ON.
6. Mlxture Control- --Open t o FULL RICH.
7. Throttle--PUMP 'I'WICE t o p r i m e engine; then

OPEN approximai ely one-quarter.
8. Ignition S t a r t e r h i t c h - - t u r n t o "START" and PUSH

forward. When engine s t a r t s , r e l e a s e t o "BOTH".

* ~ O O N E V OPERATORS MANUAL
1. Oil P r e s s u r e Gage--25 PSI MIN (If t h e r e is no

p r e s s u r e indication within 30 s e c o n J s , PULL
mixture control to IDLE CUTOFF and check oil
system. )
1 2 . C a r b u r e t o r Heat--ON momentarily t o check op-

eration. (RPM should drop. )
CAUTION: Limit the u s e of c a r b u r e t o r heat

during ground operation t o the t i m e required
t o make s u r e the s y s t e m is functioning prop-
e r l y . Heated c a r b u r e t o r a i r does not p a s s
through the a i r filter; consequently, dust,
d i r t , and foreign substances can be drawn into
the engine t o cause a c c e l e r a t e d cylinder and
piston ring w e a r .
13. F u e l P r e s s u r e Gage--GREEN ARC
14. Lights--As required.
15. External lights- -ON a s r e q u i r e d .
16. Pitot Heater--CHECK and note a m m e t e r de-

flection.
17. Radios--QN and CHECK.
18. Stabilizer T r i m Indicator--TAKEOFF.
19. F u e l Selector I-Iandle- - CHECK right and left.
Flooded- Engine Clearing

1. T h r o t t l e - - F U L L OPEN.
2. Mixture Control--IDLE CUTOFF.

*-~OONEV
3.
4.
5.
--
E l e c t r i c Fuel Pump--OFF
OPERATORS M A N U A L
Ignition S t a r t e r Switch--turn t o "START" and PUSH

forward.
Throttle--RETARD when engine s t a r t s .
6. Mixture Control--Open slowly to FULL RICH.
Cold- Wea ther Starting

The starting procedure f o r a cold engine i s the s a m e a s
t h e normal starting p r o c e d u r e , except that additional
priming (mixture control s e t a t FULL RICH) may b e
n e c e s s a r y . During e x t r e m e l y cold weather it is advisa-
b l e t o preheat the oil and engine compartment with
ground h e a t e r s .
Hand Cranking
Hand cranking i s not recommended.
WARMUP & TAXIING
Allow the engine t o warmup a t 1000 t o 1200 RPM; normally,
taxiing will sufficiently w a r m the engine. T h e engine i s
w a r m enough for takeoff when it will develop full RPM and
when the throttle c a n b e opened without backfiring, skipping,
o r a reduction i n oil p r e s s u r e . Release the parking b r a k e ,
and a s the a i r c r a f t moves forward apply the toe b r a k e s
lightly t o check b r a k e effectiveness. Nose wheel s t e e r i n g ,
through rudder pedal action, is ordinarily sufficient f o r
ground maneuvering. But, when n e c e s s a r y , make tighter
t u r n s by applying inside braking.
CAUTION: Never r e l y on the retraction safety

switch to keep the e l e c t r i c g e a r extended while taxi-
ing, taking off, o r landing. Always check t h e elec-
t r i c gear switch position.

Taxi with t h e mixture FULL RICH and t h e propeller at
HIGH R P M t o prevent engine overheating. Avoid pro-
longed ground operation.at low RPM that will tend to
foul the s p a r k plugs.
WARNING: While taxiing before takeoff, make s u r e

that t h e Positive Control s y s t e m is functioning nor-
mally and that the g y r o i n s t r u m e n t s have e r e c t e d
properly .
The control wheel will tend t o move i n the opposite direc-

tion f r o m t h e taxi t u r n when P. C . is working properly.
The a b s e n c e of flight control movement, o r e x t r e m e con-
t r o l movement in either direction without prompt r e t u r n
t o neutral, indicates a P . C . malfunction that should be
c o r r e c t e d before flight. Taxi t u r n s a l s o present a n
opportunity t o check the directional g y r o for proper indi-
cation. The t u r n coordinator should indicate a bank in
the direction of the turn.
Before runup, head the a i r c r a f t into the wind and center

the nose wheel. It i s always a good p r a c t i c e to stop the
a i r p l a n e with the nose wheel centered, s i n c e running up
the engine o r starting t o 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 t e m p e r a t u r e s . Check the
propeller governing s y s t e m by advancing the throttle t o
1700 RPM; then, pull the propeller control full aft (de-
c r e a s e RPM). As soon a s a 100 R P M d r o p i s noted,
r e t u r n the propeller control to FULL INCREASE RPM.
In cold w e a t h e r , r e p e a t the cycle two or t h r e e t i m e s to
flush the s y s t e m with f r e s h , warm oil. Then, check R
and L magnetos, returning the switch t o BOTH between
checks. Neither magneto should d r o p off m o r e than 125
RPM when operated individually nor should the differ-
ence between the two exceed 50 RPM. With t h i s check
completed, slowly close the throttle t o 1000-1200 RPM
and complete the before-takeoff check.

BEFORE-TAKEOFF CHECK
1. Flight Controls--CHECK f o r unrestricted t r a v e l .
2. Fuel Selector Handle--SET for fuller tank.
3. Altimeter--SET t o field elevation. (Obtain tower

o r weather station b a r o m e t r i c p r e s s u r e ; check
a l t i m e t e r b a r o m e t r i c p r e s s u r e t o determine de-
viation. )
4. Directional Gyro-- SET t o magnetic compass.
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 a t 1700 RPM.
11. Wing Flaps--SET for TAKEOFF o r a s d e s i r e d .
12. E l e c t r i c Fuel Pump--ON. (Check r i s e in fuel

pressure. )
14. Seat Belts--FASTENED.
15. Door and Pilot Window-- LATCHED closed.
Before applying power for takeoff, quickly recheck f o r :
1. ~ r o p e l l e r - j 4 ? ~INCREASE.
L~

2. T r i m Indicator--TAKEOFF. fg
3. Flap Indicator--TAKEOFF o r a s d e s i r e d .
4. Fuel Selector Handle--FULLER TANK.
WARNING: Do not change fuel tanks i m m e -

diately before takeoff.
5. C a r b u r e t o r Heat--OFF.
Proceed with takeoff a s soon a s the above checklist i s

complete. If it is n e c e s s a r y to hold f o r c l e a r a n c e in-
structions, r u n the engine a t 1400- 1500 R P M t o i n s u r e
proper cooling and t o minimize s p a r k plug fouling.
NOTE: During takeoff f r o m high elevation a i r p o r t s

or during climb, engine roughness or l o s s of power
may r e s u l t f r o m over-richness. In such a c a s e ad-
just mixture control only enough t o obtain smooth
operation--not f o r economy. Observe i n s t r u m e n t s
for t e m p e r a t u r e r i s e .
FLIGHT OPERATIONS
TAKEOFF
When r e a d y f o r takeoff, apply power slowly to avoid
picking up loose stones, e t c . , with the p r o p e l l e r .
(On s h o r t fields you may prefer to hold the b r a k e s un-
t i l gaining full p o w e r . ) As the a i r c r a f t a c c e l e r a t e s
continue increasing power until reaching full throttle.
Have the control friction lock tight enough t o prevent
throttle c r e e p .
A s speed i n c r e a s e s during the takeoff r o l l , apply back

p r e s s u r e on the control wheel a t about 65-75 MPH (56
to 66 Knots).

The a i r c r a f t will tend t o r o c k into a nose-high attitude
as it b r e a k s ground. To compensate for t h i s tendency,
slowly r e l a x s o m e of the elevator back p r e s s u r e a s the
nose wheel leaves the runway. Keep the nose on the
horizon just after the a i r c r a f t b r e a k s ground t o allow
smooth flight f r o m the runway without an abrupt change
in pitch attitude.
When making a cross-wind takeoff, hold the nose wheel

on t h e runway longer and a c c e l e r a t e t o a higher speed
than normal. PulI up abruptly t o avoid contact with the
runway while drifting. When c l e a r of the ground, make
a coordinated t u r n into the wind t o c o r r e c t for drift.
R e t r a c t the landing gear only when safely a i r b o r n e and

in good control. Retract the flaps when the a i r c r a f t has
c l e a r e d a l l obstacles and has gained a n indicated a i r -
speed of about 80 t o 90 M P H (70 t o 78 Knots).
After takeoff:
(1) Apply the b r a k e s t o stop wheel rotation.
(2) R e t r a c t the g e a r .
(3) R e t r a c t the flaps.
(4) Establish climb- out attitude.
(5) T u r n off the e l e c t r i c fuel pump a t a safe altitude
and check the fuel p r e s s u r e indication t o insure
that the engine-driven fuel pump i s nlaintaining
fuel p r e s s u r e .
CLIMB
An enroute climb speed of 115-120 M P H (100-104 Knots)
IAS i s recommended for improved engine cooling and
forward visibility. The speed for maximum r a t e of
climb i~ a straight-line variation froill 100 M P H \ ( 87
Knots) IAS a t s,ea Ievel (decreasing approximately one

MPH p e r 1000 feet i n c r e a s e in a1titude)'ko 91 MPH (79
Knots) IAS a t 10,000 feet. The speed for maximum
angie of climb (for obstacle clearance a t full power,
g e a r and flaps up) is about 80 MPH (70 Knots) IAS at
full power. The recommended power setting for nor-
mal climb is 2600 RPM and 26 inches manifold p r e s -
sure.
Manifold p r e s s u r e will drop with increasing altitude at

any throttle setting. Power can be r e s t o r e d by gradu-
ally opening the throttle until reaching full throttle.
WARNING: Do not fly t h i s a i r c r a f t into known

icing conditions.
Under certain moist a t m o s p h e r i c conditions, it is pos-

s i b l e for i c e t o f o r m in the induction s y s t e m , even in
s u m m e r weather. T h e formation of i c e in the induc-
tion s y s t e m will be reflected by a drop in manifold
p r e s s u r e . When a n unaccountable l o s s of manifold
p r e s s u r e i s noted, apply full c a r b u r e t o r heat and open
the throttle t o the limit of manifold p r e s s u r e . T h e use
of c a r b u r e t o r heat inay cause the engine to run rough;
if s o , lean the mixture until the engine smooths.
WARNING: Do not u s e partial carburetor heat

unless the a i r c r a f t i s equipped with a c a r b u r e t o r
a i r t e m p e r a t u r e gage. Moisture in c r y s t n l f o r m
that would ordinarily p a s s through the induction
s y s t e m a s c r y s t a l s c a n b e melted withapplication
of partial c a r b u r e t o r heat. This moisture in t u r n
can f o r m c a r b u r e t o r ice due to the t e m p e r a t u r e
drop a s the a i r p a s s e s through the c a r b u r e t o r ven-
t u r i . T h e r e f o r e , when applying c a r b u r e t o r heat,
always pull the control FULL ON. When turning
c a r b u r e t o r heat O F F , move the control t o the
FULL O F F position.

* ~ O O N E V
PERATORS MANUAL
After establishing climb power and t r i m m i n g the a i r c r a f t

for climb, check t o i n s u r e that a l l controls, switches,
and i n s t r u m e n t s a r e s e t and functioning properly.
CRUISE
Careful and detailed flight planning f o r each t r i p will in-
c r e a s e operating efficiency. The weather, r o u t e , load
and s t a r t i n g and a r r i v a l t i m e will affect altitude s e l e c -
tion and o v e r - a l l flight efficiency.
The p e r f o r m a n c e t a b l e s in Section VI will a i d in selection

of optimum c r u i s e power settings. C r u i s e power is that
portion of the power s p e c t r u m where the mixture may be
leaned. Leaning i s limited t o 75 percent power o r l e s s
for a i r c r a f t not equipped with a n EGT gage. Leaning a -
bove 75 percent power may cause detonation and engine
damage u n l e s s exhaust g a s t e m p e r a t u r e is maintained
200°F below peak EGT on the r i c h side. Monitor cylin-
d e r head t e m p e r a t u r e when leaning. (Ref. Service Instruc-
tion Lycoming No. 1094B).
Upon reaching c r u i s e altitude, allow a c c e l e r a t i o n t o

c r u i s e airspeed, then t r i m the a i r c r a f t f o r level flight,
reduce manifold p r e s s u r e and R P M to d e s i r e d c r u i s e
power. When cruising at 75 percent power o r l e s s ,
lean the mixture once c r u i s e power i s established. For
best economy, slowly pull the mixture control lever to-
ward the lean position, continue leaning until the engine
r u n s rough. Then, enrich the mixture until t h e engine
r u n s smooth. F o r increased power, e n r i c h the mixture,
i n c r e a s e R P M , advance the throttle, and r e p e a t the
leaning procedure.

CAUTION: Do not lean the mixture l?eyond 2000F
below peak EGT on the r i c h s i d e a t power settings
above 75 percent r a t e d power. In selecting a c r u i s e
RPM, the engine must not be continuously operated
within the range of 2000 t o 2250 RPM. Recommended
for
cylinder head t e m p e r a t u r e continuous c r u i s e
operation is 4000F o r l e s s .
Very exacting fuel-air mixtures can be selected by observ-

ing the optional exhaust g a s t e m p e r a t u r e gage (EGT) while
adjusting the mixture control. Operate the mixture control
slowly t o allow for the slight lag in the EGT indicator.
F o r best economy below 75 percent r a t e d power, lean the

mixture by pulling the mixture control lever aft until the
EGT indicator shows a peak (maximum) t e m p e r a t u r e and
s t a r t s t o d e c r e a s e . Then, e n r i c h the mixture by pushing
the control lever forward until t h e t e m p e r a t u r e drops 25'F
(one m a r k on the gage) froin peak t e m p e r a t u r e .
F o r best power (maximum a i r s p e e d ) below 75 percent power,

lean the mixture by pulling the mixture control lever aft un-
t i l the EGT indicator shows a peak (maximum) t e m p e r a t u r e ,
and then enrich the mixture by pushing the control lever
forward until the EGT shows a d r o p of 1 0 0 (four ~ ~ m a r k s on
the gage) below the peak t e m p e r a t u r e .
When making power changes it i s advisable to always

i n c r e a s e RPM before increasing ma~lifoldp r e s s u r e ,
and t o d e c r e a s e manifold p r e s s u r e before reducing
RPM. Always stay within the established operating
l i m i t s , and always operate the controls slowly and
smoothly.
Aerodynamic efficiency i s optimum in the normal indi-

cated c r u i s e r a n q c s . 'I'he a i r s l ~ e e dindicator is nlarlted
with a g r e e n a r c f r o m 64 to 175 MI'H (56 to 152 Knots)

and a yellow a r c f r o m 175 t o 200 MPH (152 t o 174 Knots).
T h e yellow a r c indicates the range of a i r s p e e d s in which
you must e x e r c i s e caution when flying in rough air o r
gusts. (Rough air is defined as flight in turbulence of a
d e g r e e that i s uncomfortable t o the pilot and p a s s e n g e r s . )
Reduce speed when encountering rough a i r o r g u s t s , and
operate in the a i r s p e e d indicator green a r c r a n g e .
WARNING: Operate t h i s a i r c r a f t a s a N o r m a l
Category a i r p l a n e in compliance with the opera-
ting limitations s t a t e d in the f o r m of p l a c a r d s ,
markings, and manuals. Do not attempt maneu-
ver s involving full application of rudder, e l e v a t o r s ,
o r a i l e r o n s above 132 MPH (115 Knots) CAS. No
aerobatic maneuvers including spins a r e approved.
STALLS
The stall c h a r a c t e r i s t i c s of the airplane a r e conventional
and rapid r e c o v e r y f r o m a s t a l l i s affected by r e l e a s i n g
elevator back p r e s s u r e and applying power . Power - off
s t a l l s p e e d s at various bank angles a r e presented in Sec-
tion VI.
It i s important t o r e m e m b e r that while s t a l l s a r e a p e r m i s -

sible maneuver; they should not be practiced t o l e a r n how
t o s t a l l the a i r p l a n e but, r a t h e r , t o learn how t o recognize
an incipient s t a l l and t o take prompt c o r r e c t i v e action be-
f o r e the a i r c r a f t completely s t a l l s .
T u r n on the e l e c t r i c fuel pump prior t o practicing s t a l l

r e c o v e r y and apply full c a r b u r e t o r heat before reducing
power. F o r power-on s t a l l s , the FAA recolntnends about
65 percent power. Enter s t a l l s only from coordinated
flight, r e g a r d l e s s of the method of entry or a i r p l a n e con-
figuration.
Flight controls will r e m a i n effective t h r o u ~ l ~ o au ltl nor ma1

s t a l l maneuvers. Approach the s t a l l slowly, but positively,

i d b
~ O O N E V PERATORS MANUAL
by reducing a i r s p e e d with about one mildoan hour d e c r e a s e

p e r second, until detecting the f i r s t evidence of the ap-
proaching stall. The s t a l l warning horn will give the f i r s t
indication of the approaching s t a l l and t h i s may be followed
by downward pitching, aerodynamic buffeting, rapid decay
of control effectiveness, and/or a r a p i d l o s s of altitude with
the control wheel aft. Upon recognizing the approaching
s t a l l , r e c o v e r by releasing elevator back p r e s s u r e and
applying power.
WARNING: Do not deactivate the s t a l l wa.rning

horn when practicing s t a l l s ; the s t a l l warning
horn i s r e q u i r e d a i r c r a f t equipment.
If s t a l l r e c o v e r y is not initiated during the approach t o the

s t a l l , the airplane will s t a l l and t h e nose will pitch down-
ward. Recovery f r o m the complete s t a l l i s conventional,
with r e l e a s e of elevator back p r e s s u r e and the addition of
power.
Holding the a i r c r a f t in a s t a l l with the control wheel fully

aft may r e s u l t in a r o l l t o one s i d e o r t h e other, unless
p r e c i s e control coordination i s maintained. The rudder
may prove inore effective than the a i l e r o n s in preventing
the r o l l ; however, recovery f r o m the conlylete s t a l l and
possible r o l l is again achieved with normxl use of the
controls. Delay the al)l)licatioli of power, t o prevent
k~uilcl-upof excessive a i r s p e e d , if the a i r c r a f t a s s u m e s a
s t e e p nose-down attitude.
SPINS
intentional s p i n s a r e not permitted in t h i s airplane;
I ~ o w e v e r ,if s t a l l recovery i s delayed o r i f the a i r -
plane i s lleld in the s t a l l , in an uncoordinated manner,
the airplane will likely go into a spin. A spin i s a
s t a l l coillbinecl with rotation, with the airplane rotating
downward in a descending corliscrew-like path. The
outside wing in the rotation moves f a s t e s t and produces
s o m e effective lift, while the wing toward the inside of

t h e spin moves slower and produces little o r no effective
lift. A spin is generally caused by a n uncoordinated
yawing of the a i r c r a f t while in a stalled condition.
Should a spin occur employ t h e following r e c o v e r y pro-
c e d u r e s immediately:
1. Neutralize the a i l e r o n s and close t h e throttle.
2. Briskly apply full rudder against the spin.
3. Follow with rapid forward movement of the con-

t r o l wheel t o pitch the nose down.
4. Hold the r u d d e r in full antispin configuration until

rotation stops.
5. Recover f r o m resulting dive.
NOTE: If spin r e c o v e r y i s delayed until the

a i r c r a f t has made one complete turn in the spin,
rotation may continue up t o one additional t u r n
after antispin controls a r e fully applied.
WARNING: Up t o 2000 feet of altitude may be lost

in a one-turn spin and r e c o v e r y ; therefore s t a l l s
a t low altitude a r e extremely critical.
On entering a spin, the a i r c r a f t will r o l l , very much like

a b a r r e l roll. T h e wings will b e ~ l e a rvertical a t about
t h e f i r s t q u a r t e r t u r n of the spin. At about the half t u r n
point, the wings a r e approachiny level but, now, the nose
will be very low--approacl~ing vertical. After one fill1
t u r n llas been con~l~letect, the nose will come u p somewhat,
but will r e m a i n well below the horizon. The r a t e of r o -
tation during the first portion of the spin i s quite rapici and
occupants of the a i r c r a f t will likely become disoriented.
On subseq~ientt u r n s , the wings may be near level or
slightly lower tBward the clirection of the spin. T h e nose

will continue t o be pointing m o r e nearlyr#oward the ground

than the horizon, a s the ; ~ i r p l a n erevolves and descends.
As tlie spin p r o g r e s s e s , it may enter into what i s r e -
f e r r e d t o as a flat spin. When the spin becollies flat, the
a i r c r a f t nose comes u p and relliains m o r e on the horizon,
with possibly s o m e shallow up and down oscillation. The
r a t e of descent and r a t e of rotation both become slower.
An a i r c r a f t in a flat spin becomes stabilized into autoro-
tation and once in t h i s condition, the c o ~ i t r o l sbeconle
ineffective and recovery i s very difficult or nlay not be
possible.
I11 complying with the F A A Regulation for Nor ma1 Category

a i r c r a f t , it has been demonstrated that the airplane will
r e c o v e r a f t e r delayed s t a l l recovery up t o and including
one - t u r 11 spins.
Tiiis one-turn "margin of safety" i s designed t o provide

adequate controllability when r e c o v e r y f r o m a s t a l l i s
tlelayecl. T h e one-tiu-n "margin of safety" 1s ~col)arclized
i f tlie a i r p l a n e i s not recovered when the l i r s t evlclence
of a s t a l l i s detected.
POSITIVE CONTROL
Positive Control will hold an approximate heading over a
period of t i m e : however, it will not hold an esact heading
without the installation of a magnetic Ileacling l o c l ~ To
checlc for a P . C. m~~lfuiiction while in flight, f i r s t esta-
blish a inoderate I~anlr;then, r e l e a s e the controls to s e e
if the a i r c r a f t will r e t u r n to straight wings-level flight a s
indicatecl by tlie artificial horizon, Repeat the ~ ~ r o c e d u r e
with a turn i n the opposite direction. Slu:;<isl~, e r r a t i c ,
or incomplete banli recovery warns of a ~nalfunctionin
the 1'. C . s y s t e n i .
WA FINING: rI'horougl~lyfamiliarize yourself with

the flight char;lcterislics of the a i r c r a f t with Positive
Control i~iol)t?rative.7':iis c a n b e clone 1)y simply
scjucezin? the tLiltoff t r i g s c r while 1n:iliing t u r n s

and i ~ ~ a n e u v e i - sCheck
. the P. C . s y s t e m f r e -
quently during each flight t o i n s u r e that it i s
functioning properly, particularly when IFR or
marginal weather inay b e encountered.
In t h e event of a complete engine power l o s s , P. C . will

continue t o operate a s long as the propeller i s wincl-
milling at 1000 R P M or m o r e . L o s s of vacuum (indi-
cated by a LO vacuum annunciator light) will automatical-
ly make the P. C. s y s t e m inoperative. However, the
t u r n coordinator will continue t o operate on e l e c t r i c a l
power. The t u r n coordinator can be used as a flight r e f e r -
ence i f other g y r o instruments become inoperative.
FUEL MANAGEMENT
P r o p e r fuel n~nnagementduring flight will help maintain
l a t e r a l t r i m and ill a l s o s e r v e as a fuel cluantity check.
After takeoff with both tailks full, use fuel from one tanlr
f o r one hour: then, switch t o the other tank and note the
t i m e . Use a l l the fuel f r o m the second tank. The relnain-
illg fuel endurance in the f i r s t tank can be calculatecl f r o m
t h e t i m e it took t o deplete the secolld tank, l e s s one hour.
You must r e m e m h e r , however, that t h i s eudurance cnl-
culating ~)roceclurecan be relied upon only if power and
mixture renlain the s a m e aild a n allowallce i s lnade for the
e x t r a fuel used during clinlb. F o r estimation purposes,
coilsider fuel consu111l)tion tluriilg a full-power climb t o
b e 4 0 percent higher than that of best-power c r u i s e , and
50 percent higher than that of best-erol:omy c r u i s e .
C A U T I O N : Do not allow the engine to lose l)onler

or quit before switcliin~: fuel talllis. A red "I'acl
I1rcss" :xnnunci:xtor will il1uinitl;ile wllen p r c s s u r c
clrol)s to the n ~ i n i n i u n:illowable
~ i~irlicntiligfuel
exh,tustion or erlgirle clriven fuel p u m p tnalfulic~tion.
Switch fuel tanks or t u r n on I ~ o o s tpump n s ~ ~ c c d e d .
If a tanlr r u n s dry :~ncltile engine quits, r c t a r d llle
a*

* m
oo
-
OPERATORS MANUAL
throttle before r e s t a r t i n g . Restarting q i t h a n

advanced t h r o t t l e may cause engine over speeding
that can lead t o mechanical malfunction.
IN FLIGHT RESTARTING
1. Propeller--HIGH RPM.
2. Fuel Selector-- Fuller tank.
3. Mixture Control--IDLE CUTOFF.
4. Boost Pump--ON.
5. Throttle--OPEN 1/4 t r a v e l .
6. Ignition Switch-- BOTH.
7. Mixture Colltrol--Move slowly and smoothly to

FULL RICH.
8. Ite-establish c r u i s e power and IZPM, then lean

niixtur e .
LETDOWN
Plan your letdown well in advance of estimated landing
t i m e . Generally, a power-on descent i s most desirable.
A gradual r a t e of descent a t cruising speed perlnits
power settings sufficiently high t o maintain p r o p e r engine
t e m p e r a t u r e s and t o prevent s p a r k plug fouling. Sudden
power reductions a t higher a i r s p e e d s can damage the
engine Isy causing it t o cool too rapidly.
WARNING: Apply full c a r b u r e t o r heat when

reducing power for descent o r landing.
Establish a g r a d u a l letdown by reducing power below

c r u i s e while inaintaining c r u i s e a i r speed throughout
t h e clesceilt. Monitor cylinder head and oil t e m p e r a -

t u r e s throughout descent t o guard against over cooling.
Oil i n the oil cooler can congeal very rapidly a f t e r a
power reduction when flying in cold weather.
CAUTION: Do not lower g e a r above 120 MPH

(104 Knots) IAS. Do not lower flaps above 125
MPH (109 Knots) IAS. Do not exceed 125 MPH
(109 Knots) IAS with the flaps down o r 120 MPH
(104 Knots) IAS with g e a r down.
BEFORE-LANDING CHECK
1. Seat Belts--FASTENED.
2. F u e l Selector Handle--SET for fuller tank.
3. E l e c t r i c Fuel Pump--ON.
5. C a r b u r e t o r Heat--FULL ON.
6. Airspeed--REDUCE t o 120 MPH (104 Knots).
7. P r o p e l l e r - - FULL INCREASE.
8. Landing Gear--DOWN and LOCKED; green an-

nunciator light on.
9. Flaps--As required.
10. T r i m - - A s required.
LANDING
Ordinarily, you should complete the Before- Landing
Check 011 the downwind leg. T o allow for a safe m a r -
gin above s t a l l speed throughout approach, hold air-
speed above 99, MPH (78 Kilots) until the flaps a r e
lowered. ~ e g l f e eof flap deflection needed will vary

PERATORS M A N U A L
according t o landing conditions, but fodomost landings

you should lower flaps about half way just p r i o r t o
turning on t o b a s e leg. Extend flaps a s r e q u i r e d on
final approach t o adjust for variations in wind, glide
angle, and other variables.
WARNING: The stall warning horn and the

landing g e a r warning horn a r e inoperative when
the nlaster switch is in the O F F position.
On final, t r i m t h e a i r c r a f t t o fly hands-off a t a n

approach speed of about 80 M P H (70 Knots). As you
c r o s s the runway end m a r k e r s , reduce power t o idle.
Slow the r a t e of descent by increasing back p r e s s u r e
on the control wheel until the a i r c r a f t s e t t l e s on the
runway in a slightly nose-high attitude. (When high,
gusty winds p r e v a i l , o r when landing crosswind,
approach a t a higher a i r s p e e d . ) Slowly r e l a x back
p r e s s u r e and gently lower t h e nose wheel t o t h e run-
way a f t e r main g e a r contact s o the nose g e a r s t e e r i n g
s y s t e m can be used t o help control landing rollout
direction.
CAUTION: Do not allow the a i r c r a f t t o touch

down i n a nose-low attitude or a t too high a n
a i r s p e e d . Either of t h e s e conditions will allow
the nose wheel t o contact the runway f i r s t ,
which may c a u s e the a i r c r a f t t o porpoise and
damage the g e a r .
Unless a s h o r t r o l l i s n e c e s s a r y , you should allow the

a i r c r a f t t o slow t o a moderate taxi speed before applying
b r a k e s . After leaving the runway, t u r n off the e l e c t r i c
fuel pump, r e t r a c t the flaps, and r e s e t the t r i m t o
TAKEOFF. Hold taxi power setting between 1000 and
1200 RPM t o p e r m i t uniform engine cooling.
Execute short-field landings with partial power and full

flaps on final approach. Reduce power t o idle during

*-moo~ev OPERATORS MANUAL
flare-out, and touch down f i r s t on the main wheels before

allowing t h e nose wheel t o make contact. You may apply
b r a k e s as soon as a l l wheels a r e f i r m l y on the ground.
F o r maximum braking effect, r a i s e the flaps and apply
back p r e s s u r e on the control wheel as you apply b r a k e s .
Do not skid t h e main wheels, a s doing s o will reduce
braking effectiveness and damage the t i r e s .
AFTER LANDING
1. E l e c t r i c a l F u e l Pump--OFF.
2. C a r b u r e t o r Heat--OFF.
3. Wing Flaps--RETRACT.
4. Stabilizer Trim--TAKEOFF.
5. Throttle--1000 t o 1200 RPM.

SHUTDOWN CHECK
1. Throttle--IDLE a t 1000 t o 1200 RPM until cy-
linder head t e m p e r a t u r e s t a r t s t o drop.
3. E l e c t r i c a l Switches--OFF.
4. Mixture Contr 01--IDLE CUTOFF .
5. Throttle--RETARD a s engine stops firing.
6. Ignition Switch--OFF when propeller stops.
7. Parking Brake--Set (for short-time parking).

* ~ O O N E V
PERATORS MANUAL
10. M a s t e r Switch--OFF. yo
11. Control Wheel--LOCK with s e a t belt.
12. Overhead A i r Scoop--CLOSED.
13. Wheel Chocks a n d Tiedown--As required.

SECTIONS IV. & V.
FAA APPROVED
AIRPLANE FLIGHT MANUAL
SECTION IV.
AIRCRAFT LIMITATIONS
AND OPERATIONS
M0014EY M O D E L 111 2 0 C
RANGEF!
MOONEY A I R C R A F T C O P P O R A T I O N
SERIAL NO.:
REGISTRATION NO.:
This Manual Must Be Kept Onboard The Airplane A t A l l Times
C H I E F , E N G I N E E R I N G & FIANUFACTURING BRANCH,

SOUTHLIEST REG I O N , F E D E R A L A V I A T I O N AD141 N I S T R A T I O N
;
DATE: J&ZL ~ ~ . f l f

FAA APPROVED MOONEY M 2 O C
LOG OF REVISIONS
LETTER PAGE DATE APPROVED

FAA APPROVED MOONEY M 2 0 C
12/2 /74
OPERATING LIMITATIONS
The following limitations must be observed in the
operation of t h i s airplane :
AIRSPEED LIMITATIONS
Never Exceed Speed . . .. 200 MPH (174 Knots) CAS
Max Structural Cruising

Speed ..
. . . . . . 175 MPH (152 Knots) CAS
Max Maneuvering Speed . . 132 MPH (115 Knots) CAS
Max Gear Operatingspeed . 120 MPH (104 Knots) CAS
Max Gear Extended Speed . . 120 MPH (104 Knots) CAS
Max Flap Operating Speed . 125 MPH (109 Knots) CAS
AIRSPEED INSTRUMENT MARKINGS

Radial Red Line . . . . . . 200 MPH (174 Knots) CAS
(Denotes never exceed speed which i s the maxi-
mum safe a i r s p e e d )
Yellow Arc .
. . I 7 5 t o 200 MPH (152 t o 174 Knots) CAS
(Denotes range of s p e e d s in which operations
should be conducted with caution and only in
smooth a i r )
Green Arc . . . . 70 t o 175 MPH (61 t o 152 Knots) CAS

(Denotes nor inal operating speed range)
White Arc . . . . 63 to 125 MPH (55 t o 109 Knots) CAS

(Denotes speed r a n g e in which flaps may b e
safely lowered)

FAA APPROVED MOONEY M20C
12 /2 /71
POWER PLANT +v
Engine . . . . . . . . Lyconlillg Model 0-360-AID
Engine l i m i t s for a l l
operations . . . . . . 180 B H P , 2700 RPM
Fuel . . . . . . . . . 100/130 octane aviation
gasoline
Propeller. . . . . . . IIartzell Constant Speed

Hub HC-C2YK-1B
Blade 7666A-2
Pitch Setting a t 30-inch
station: High 2g0: - 2O;
Low 13O -+ 0°
POWER PLANT INSTRUMENTS

Tachometer
Rndial Red Line (Rated). . . . . .2700 RPM
G r e e n Arc-- Narrow (Itateci operating
range) . . . . . . . . . . . 2300-2700 IiPlll
G r e e n Arc- -Wide (Recommended oper:~ting
range) . . . . . . . . . . . 2300-2500 I I P M
IZecl Arc--Wide (No continuous operation i n
t h i s range) . . . . . . . . . 2000-2250 RPhI
Cylinder Head T e m p e r a t u r e
Radial Red Line (Maximunl) . . . 500 DEG F
G r e e n A r c (Operating 350-450 DEG F
Oil P r e s s u r e
Radial Red Line (Minimunl idlins) . . 25 PSI
Itadial Red Line (Mnsiniunl). . . . . 100 I'SI
( i r e e n A r c (0l)erntilig range) . . G O t o 00 I'SI
Yellow Arc (Iclliiy r:tngc) . . . 25 t o 60 I'SI
Yellow Arc (Startiny K \var ni-up
range) . . . . . . . . . . . . 90 to 100 131

12/2 /73
Fue 1 P r e s s u r e
Radial Red Line (Minimum) . . . . 0.5 PSI
Radial Red Line (Maximum) . . . . 6 . 0 PSI
Green Arc--Wide (Normal
operating range) . . . . . . 2.5 to 3.5 PSI
G r e e n Arc--Narrow Operating
range) . . . . . . . . . . . 0 . 5 to 6 . 0 PSI
Oil T e m p e r a t u r e
Radial Red Line (Maximum) ... 245 DEG F
G r e e n A r c (Operating range)100 t o 225 DEG F
OTHER INSTRUMENTS AND MARKINGS

Vacuum Warning Lights
HI Light . . . . . . . . . . 5.00 IN. Hg
LO Light . . . . . . . . . . 4.25 IN. Hg
Illumination of a HI o r LO vacuum annunciator light

indicates that the vacuum s y s t e m has n~alfunctionecl.
The following equipment i s vacuum operated:
1. Artificial horizon (if installed)
2. Directional gyro (if installed)
3 . T u r n coordinator (will operate electrically)
4. Positive contr 01 s y s t e m .
WEIGHT & CENTER-OF-GRAVITY LIMITS
Maximum G r o s s Weight . . . . . . . 2575 LBS
Center of Gravity Limits (Gear Down)
F o r w a r d CG Limit (FUSSTA K. ' i MAC)

2100 LBS Most F W D . . . . . 4 2 . 0 I N . (15.0'0

12 /2 /74
2575 LBS F o r w a r d G r o s s .. 46.5 I%. (22.6%)
Aft CG Limit (FUS STA & % MAC)

A11 Weights . . . . . . . . . 49.0 IN. (26.8%)
MAC (Wing station 93.83) ...... 59.18 I N
Datum (station z e r o ) is the nose gear attaching bolt

center line, which is 33 inches forward of t h e wing
leading edge at wing station 59.25.
MANEUVERS
T h i s a i r p l a n e must be operated a s a n o r m a l category
airplane. Acrobatic maneuvers, including s p i n s , a r e
unauthorized.
NOTE : Maneuvers involving approach t o s t a l -

ling angle o r full application of elevator, r u d -
d e r , o r a i l e r o n should be confined t o s p e e d s
below maneuvering speed. No snap maneuvers
o r whip s t a l l s a r e approved a t any speed. No
inverted maneuvers a r e approved.
FLIGHT LOAD FACTORS
Maximum Positive Load F a c t o r ,

Flaps Up . . . . . . . . . . . . . . . . . 3.8
Mrtxin~umPositive Load F a c t o r ,
Flaps Down (33') . . . . . . . . . . . . . 2.0
Maximum ~ e i a t i v eLoad F a c t o r ,
Flaps Up . . . . . . . . . . . . . . . . . 1.5

12 /2 /74
TYPES OF OPERATION
Do not operate in known icing conditions.
T h i s is a normal category a i r c r a f t approved for

VFR/IFR, day o r night operations, provided the
following instruments and equipment a r e installed
and operating properly.
REQUIRED EQUIPMENT
VISUAL FLIGHT RULES -- DAY
Airspeed indicator
Altimeter
Magnetic direction indicator (mag compass)
Tachomet e r
Manifold p r e s s u r e gage
Oil p r e s s u r e gage
Oil t e m p e r a t u r e gage
Cylinder head t e m p e r a t u r e gage
F u e l quantity gage for each tank
F u e l p r e s s u r e gage
Landing g e a r position indicator
Gear warning horn
Stall warning s y s t e m
Master switch
B a t t e r y and alternator
Circuit b r e a k e r s and fuses
Seat belts for a l l occupants
Emergency locator t r a n s m i t t e r
VISUAL FLIGHT RULES -- NIGHT
All equipnient and instl.un~entsspecified for

VFR - - day
Position lights
E l e c t r i c landing light (if used for hire)
Anticollision light

12/2/74
INSTRUMENT FLIGHT RULES
All equipment and i n s t r u m e n t s specified for

VFR -- night
Gyroscopic rate-of-turn indicator
Bank indicator
Sensitive a l t i m e t e r adjustable for b a r o m e t r i c
pressure
Clock with sweep second hand
Artificial horizon
Directional g y r o
Adequate power s o u r c e f o r each g y r o instrument
Two-way r a d i o communications s y s t e m and navi-
gational equipment appropriate to the ground facil-
i t i e s t o be used
NOTE: Caution should be exercised when in-

stalled communications equipment i n t e r r u p t s
the navigation signal during t r a n s m i s s i o n s .
OPERATING PROCEDURES
NORMAL
T h i s airplane must b e operated a s a Normal Cate-
gory airplane i n compliance with the operating limi-
tations stated in the f o r m of placards, markings, and
manuals, No a c r o b a t i c maneuvers, including s p i n s ,
a r e appr oved.
The l a t e r a l stability augmentation system cutoff valve,

located in the left hand g r i p of the pilot's control wheel,
cuts off the s y s t e m when d e p r e s s e d .

FAA APPROVED MOOMEY M 2 0 C
12/2 /74
The r o l l - t r i m knob on the t u r n coordinator provides a
command t r i m function. Rotation in a clockwise direc-
tion t r i m s right; counterclockwise rotation t r i m s left.
Circuit b r e a k e r s a r e located on the right hand side of

t h e co-pilot's instrument panel. The a l t e r n a t o r circuit
b r e a k e r i s on the circuit breaker panel. Circuit b r e a k e r s
a r e push-pull o r push-to-reset type.
A horn emitting a n intermittent, then steady tone warns

of approaching s t a l l .
A horn emitting a n intermittent tone w a r n s of a r e -

t r a c t e d landing g e a r when power i s reduced below 12
IN. Hg manifold p r e s s u r e .
All warning devices a r e inoperative when the m a s t e r

switch is off.
Do not open s t o r m window above 150 MPH (130 Knots).
T u r n full c a r b u r e t o r heat on when reducing power f o r

descent or landing.
T o preclude fuel starvation, avoid e x t r e m e sustained

s i d e s l i p s toward the tank in use when that tank con-
t a i n s l e s s than 36 pounds of fuel.
R e t r a c t flaps after landing.
EMERGENCY
Emergency p r o c e d u r e s a r e contained in the Emergency
P r o c e d u r e s section of the O p e r a t o r ' s Manual.

12/2/74
LOADING IMFORMATJOM
It is the responsibility of the airplane owner and t h e
pilot t o i n s u r e that t h e airplane is properly loaded.
Load t h e a i r c r a f t i n accordance with t h e loading
schedule.
WARNING: See Weight & Balance Record for

loading schedule.
The front s e a t positions can adversely affect CG limi-

tations a t the most r e a r w a r d loading. Allowable bag-
gage weight may b e dictated by s e a t positions. Maxi-
mum allowable weight in the baggage compartment is
1 20 pounds.
WARNING: Maximum allowable weight i n the

optional hatrack is 10 pounds. C a r r y only
soft, light objects in the hatrack.

FAA APPROVED
SECTION V.
EMERGENCY OPERATION
AND PROCEDURES
MOONEY IvlODEL M 2 0 C
RANGER
MOONEY A I R C R A F T C O R P O R A T I O N

FAA APPROVED MOONEY M 2 0 C
12 /2 /74
EMERGENCY OPERATlONS &

PROCEDURES
In c a s e of engine f i r e , t u r n cabin heater off.
T u r n c a r b u r e t o r heat FULL ON if icing conditions

a r e inadvertently encountered.
WARNING: A discharged s t o r a g e battery may

prevent t h e g e a r froin fully extending by e l e c -
t r i c a l power.
EMERGENCY GEAR-EXTENSION
T o manually extend the landing g e a r :
1. Pull landing g e a r actuator circuit b r e a k e r t o

O F F position.
2. Place g e a r switch in DOWN position.
3. Push handci-ank engage lever forward t o engage

drive mechanism.
4. Crank handcrank cloclawise t o fully lower the g e a r .

The g e a r i s down-and-locked when the g r e e n light
comes on. In c a s e of e l e c t r i c a l malfunction, check
the visual gear-down indicator m a r k s for alignment.
CAUTION: Do not attempt to manually r e t r a c t

the e l e c t r i c lanciing g e a r .
WARNING: Do not operate landing gear e l c c -

trically with handcrank engaged.

FAA APPROVED MOONEY M2OC
12/2 /74
POSITIVE CONTROL (LATERAL STABILITY +UGMENTATION
SYSTEM)
T h e pilot can override the s y s t e m at any t i m e in the
event of a P. C . malfunction. Complete disengage-
ment may b e accomplished by squeezing the cutoff
trigger .
In the event of a p a r t i a l o r complete vacuum failure

(indicated by a r e d light on the glareshield), the
l a t e r a l stability augmentation s y s t e m will automatic-
ally become inoperative.
ALTERNATOR POWER LOSS

Resetting t h e main a l t e r n a t o r circuit b r e a k e r will
usually r e s t o r e a n overloaded circuit. If a f t e r allow-
ing t h e c i r c u i t breaker t o cool, p r e s s i n g the button
a second t i m e does not reactivate the c i r c u i t , the
a l t e r n a t o r circuit b r e a k e r must r e m a i n open and the
a l t e r n a t o r field circuit b r e a k e r must be pulled out t o
b r e a k the a l t e r n a t 8 r excitation circuit.
If the r e d a l t e r n a t o r annunciator light illuminates

steadily, t u r n off a l l r a d i o equipment and t u r n the mas-
t e r switch off and on t o r e s e t the voltage regulator. If
t h e a l t e r n a t o r light comes on again pull the alternator
field c i r c u i t b r e a k e r out. All e l e c t r i c a l equipment not
e s s e n t i a l f o r flight should b e turned off and the flight
t e r m i n a t e d as soon as practical t o c o r r e c t the mal-
function.

SECTION VI PERFORMANCE
TAKEOFF DISTANCE . . . . . . . . . . . . . . . . . . . . 6. 3
LANDINGDISTANCE . . . . . . . . . . . . . . . . . . . .6.4
CLIMBPERFORMANCE . . . . . . . . . . . . . . . . . .6.5
AIRSPEED CORRECTIONS . . . . . . . . . . . . . . . - 6 - 6
STALLSPEEDS . . . . . . . . . . . . . . . . . . . . . . . . 6-6
ALTITUDE CONVERSION . . . . . . . . . . . . . . . . .6. 7
CRUISE & RANGE . . . . . . . . . . . . . . . . . . . . . . -6-8

*=~OONEV OPERATORS MANUAL
All p e r f o r m a n c e t a b l e s and graphs a r e gl'ouped in t h i s s e c -

tion of the manual for quick and easy r e f e r e n c e . T h i s g r a -
phic information i s presented t o show p e r f o r m a n c e that may
be expected f r o m the a i r c r a f t , and t o a s s i s t you i n planning
your flights with reasonable detail and accuracy. All data
has been compiled f r o m t e s t flights with t h e a i r c r a f t and
engine i n good operating condition while using a v e r a g e pi-
loting techniques. Note that the c r u i s e p e r f o r m a n c e data
(pages 6-8 t h r u 6-14) makes no allowance for wind and nav-
igation e r r o r s . All performance c h a r t s and g r a p h s a r e
based on operation with no wind on level, paved runways.
In using t h i s data, allowances must be made for actual con-
ditions.
A carefully detailed and analyzed flight plan will yield max-

imum efficiency .
After malring a flight plan based on
e s t i m a t e s taken f r o m the data in t h i s section, you should
check your a c t u a l performance and note the difference be- --
tween your f o r e c a s t conditions and actual flight p e r f o r m -
ance s o that your future e s t i m a t e s may b e m o r e accurate.

TAKEOFF DISTANCE (OVER-50 FOOT OBSTACLE)
5000 41" 900 660 1560 1340 960 2300
0" 740 540 1280 1000 715 1715
TAKEOFF CONDITIONS:
WING FLAPS -- TAKEOFF POSITION HARD SURFACE RUNWAY
POWER -- 2700 RPM, MAX MANIFOLD PRESSURE ZERO WEND

LANDING DISTANCE (OVER 50-FOOT OBSTACLE)
WING FLAPS -- FULL DOWN APPROACH IAS -- 80 MPH / 6 9 KTS
GLIDE RANGE

CLIMB PERFORMANCE
1. GEAR UP 3 . FULL RICH MIXTURE

AIRSPEED CORRECTIONS
i i l i c ~ t ~ sA. i r s p e e d i n c l i c ; ~ t u r smay
Ilnve e r r o r s u p t o 2. 5 M P I I (2. 2 Knots).
STALL SPEEDS (POWER OFF)
GEAR DOWN
1
GEAR DOWN
KNOTS 49 53 60 78
CONDITIONS: 1. GROSS WEIGHT 3. IAS IN MPH & KTS
. 2. P O W E R O F F 4. FORWARD CG

ALTITUDE CONVERSION
TAS = CAS X
Example: If ambient temperature is 80°F and pressure altitude is 4000 feet,
standard altitude is 6000 feet and the factor I/&= is 1.093.
TEMPERATURE

CRUISE & RANGE DATA CONDITIONS:
All C r u i s e and Range Data tables a l h w f o r : a climb

out a t lrlaxiilluin availzble power, full-rich mixture,
and best rate-of-climb a i r s p e e d t o c r u i s e altitude; a
c r u i s e t o destination at the specified power and mix-
t u r e setting; and a 45-minute fuel r e s e r v e at the s a m e
altitude and power setting. The data i s a l s o based on
5 2 gallons of usable fuel, standard atmosphere, and
no wind. Talte-off weight i s 2575 pounds or 2200pounds.
2. The data is taken f r o m flight t e s t s a t full-rich mixture

setting above 75 percent r a t e d power and a t a leaned
mixture setting for c r u i s e at 75 percent r a t e d power
or l e s s . (See page 3-16)
3. When interpolating the c r u i s e and range data for non-

standard conditions, note that each 1 0 ' ~i n c r e a s e a -
bove standard t e m p e r a t u r e will cause a one percent
reduction i n horsepower, while each 10°F d e c r e a s e
below standard t e m p e r a t u r e will cause a one percent
i n c r e a s e in horsepower .

CRUISE & RANGE AT SEA LEVEL 59°F

CRUISE & RANGE AT 2500 FT, 50°F

CRUISE & RANGE AT 5000 FT, 41°F

CRUISE & RANGE AT 7,500 FT, 32°F

CRUISE & RANGE AT 10,000 FT, 23°F

SECTION VII . SERVICING
GROUND HANDLING
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
TIEDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
C .* SERVICING
REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
ENGINE LUBRICATION . . . . . . . . . . . . . . . . . . 7-6
GEAR & TIRE SERVICE . . . . . . . . . . . . . . . . . .7-8
BATTERY SERVICE . . . . . . . . . . . . . . . . . . . . .7-8
MAINTENANCE
PROPELLERCARE . . . . . . . . . . . . . . . . . . . . .7-9
EXTERIOR CARE ...................... 7. 9
INTERIOR CARE ....................... 7.10
REQULRED DATA . . . . . . . . . . . . . . . . . . . . . .7. 11

*
= m o o f U U -
OPERATORS MANUAL
GROUND HANDLING
Scheduling of preventive maintenance i s largely your r e -
sponsibility a s the a i r c r a f t operator. A general knowledge
of the working order of the a i r c r a f t is necessary t o perform
day-to-day s e r v i c e procedures and t o deter mine when un-
usual s e r v i c e o r shop maintenance is needed.
Service information in t h i s section of the manual i s limited

t o s e r v i c e procedures which you, the operator, will normal-
ly perform or supervise yourself. Accomplishment of these
s e r v i c e procedures will not adequately substitute for 50-
hour, 100- hour, and annue.1 inspections and specialized main-
tenance at Mooney Service Centers.
It is wise t o follow a planned schedule of periodic lubrication

and preventive maintenance based on climatic and operating
conditions where your a i r c r a f t i s in service. Federal Avi-
ation Administration regulations require that a l l airplanes
have annual inspectiolls perfornled by a designated FAA
representative. A 100-hour periodic inspection by a n "ap-
propriately-rated mechanic" i s required if the a i r c r a f t is
flown for hire. YAA Regulations a l s o state that "the owner
o r operator of a n a i r c r a f t i s primarily responsible for main-
taining that a i r c r a f t in a n airworthy condition . . . . In ad-
dition, he shall e n s u r e that mairltenance personnel make
appropriate e n t r i e s in the a i r c r a f t and engine r e c o r d s indi-
cating the a i r c r a f t has been released for service. " This
responsibility a l s o includes keeping "a chronological listing
of compliance with mandatory s e r v i c e bulletins, Airworthi-
n e s s Directives, and the method of compliance." It is fur-
ther the responsibility of the a i r c r a f t owner or operator t o
obtain service information pertaining t o his a i r c r a f t . The
manufacturer makes this information available to the owners
through its distributors and dealers, and a l s o froin the fac-
tory. An index of current s e r v i c e information pertainirg to
a i r c r a f t , by s e r i a l number, may be obtained by subscription
(without cost) f r o m Mooney Aircraft Corporation from i t s
distributors and d e a l e r s . It i s advisable that Mooney owners
keep in contact with authorized Moorley s e r v i c e facilities to
ensure compliance with pertinent service information.

Should a n extraordinary o r
difficult problem a r i s e con-
cerning r e p a i r o r upkeep of
your a i r c r a f t , consult the
Customer Service Depart-
ment, Mooney Aircraft
Corp. Box 72, Kerrville,
Texas 78028. Phone Area
Code 512 257-4043.
TOWING
For maneuvering the a i r -
craft i n close q u a r t e r s , in
the hangar, o r on the ramp,
use the tow b a r furnished
with the a i r c r a f t loose FIGURE 7- 1. TOWING
equipment. Figure 7 - 1
shows the tow bar attached to the nose gear for manual
ground maneuvering. When using the tow b a r , never ex-
ceed the maximum nose gear "
turning angle indicated on the
nose wheel turn indicator.
Towing the a i r c r a f t with an-
other vehicle is not recom-
mended, a s damage to the
gear structure could result.
TIEDOWN
As a precaution against wind
damage, always t i e down the
aircraft w hen parked outside.
Removable wing tiedown eye-
bolts, supplied with the loose
FIGIJRE 7-2. REMOV- equipment, s c r e w into wing
ABLE TIEDOWN E Y E receptacles marked HOIST
BOLT LOCATION POINT just outboard of each
'I,

i ~d ObO N ~ V ERATORS MANUAL
main gear a s shown in Figure 7-2. ~ e ~ l a these

c & eyebolts
with jack point fixtures when it is necessary t o lift the a i r -
craft with jacks. The tail tiedown ring is under the tail skid.
T o t i e down the a i r c r a f t :
(1) P a r k the airplane facing the wind.
(2) Fasten the co-pilot s e a t belt through the flight control
wheel.
(3) Fasten strong ground-anchored chain o r rope t o the in-
stalled wing tiedown eyebolts, and place wheel chocks
f o r e and aft of each wheel.
(4) Fasten a strong ground-anchored chain or rope to the
empennage tiedown ring.
FIGURE 7-3. TIEDOWN
REFUELING
Integral sealed tanks i n the front inboard sections of the
wings c a r r y the fuel. With the a i r c r a f t standing on level

* m00NI
E V
ERATORS MANUAL
ground, s e r v i c e each fuel tank after flight with 100/130

octane aviation-grade gasoline.
Before filling the fuel tanks when planning a maximum

weight flight configuration, consult the Weight & Balance
Record in the airplane file for loading data.
CAUTION: Never use aviation fuel of a lower

grade than 100/130 octane. Aviation fuel g r a d e s
can be distinguished by their color: 80/87 octane
i s r e d , 91/96 octane i s blue, 100/130 octane i s
green, 115/145 octane i s purple.
Sample fuel f r o m the sump drain in each tank before the

f i r s t flight of the day and after each refueling t o check for
water or sediment contamination.
WARNING: Allow five minutes after refueling for

water and sediment t o settle in the tanli and fuel
selector valve drain before taking fuel sainples or
draining the selector valve.
Figure 7-4 shows tank sump

drain a c c e s s . These drains
a r e near each wing root for-
ward of the wheel wells. A
s m a l l plastic cup i s supplied
in the loose equipment kit
for obtaining fuel samples.
To collect a fuel sample,
insert the cup actuator prong
in the sump drain receptacle
and gush upward t o open the
valve nlollientarily and drain
fuel into the cup. If water i s
in the fuel, a distinct line
separating the water from
FIGURE 7-4. FUEL the gasoline will be seen
SAMPLdFG

*-mooruav-
OPERATORS MANUAL
through the transparent cup

wall. Water, being heavier.
will settle to'the bittom of ' ,
the cup, while the colored

fuel will remain on top.
Continue taking fuel samples
until a l l water i s purged
f r o m the tank.
The fuel tank selector valve

drain control is on the cabin
floor forward of the pilot's
s e a t . T o flush the fuel selec- 7-5. SELECTOR
t o r valve sump and the lines VALVE CONTROLS
leading f r o m the wing tanks
t o the selector valve, turn the selector handle to the left,
and pull the fuel drain control for, about five seconds. Re-
peat the procedure for the right tank, being s u r e that the
fuel d r a i n control lu~obis returned t o the closed position
and that the drain valve i s not leaking.
ENGINE LUBRICATION
T h e new Lycoming engine
has been carefully run-in
I and rigidly tested a t the
factory. b y e r a t e the new
engine at full power within
t h e limitations given in Sec-
t i o n V. I3efore every flight,
c h e c k the engine oil level
nncl replenish a s necessary.
(During the first 50 hours
of ol~erntion,add only
straight mineral oil. Do
not add a detergent-type
oil. ) Oil capacity i s eight
q u a r t s . Figure 7-6 shows
<he dipstickand its a c c e s s
FIGURE 7-6. OIL DIP- cover located in the r e a r
STICK ACCESS a r e a of the engine cowling.

idb=
i OPERATORS MANUAk
The preservative oil i n t h e new engine should be removed

after the f i r s t 25 hours of operation. Replace the original
preservative oil with only straight mineral oil. Do not
change t o o r add additive-type oil (high detergent o r com-
pounded) during t h e f i r s t 50 hours of operation, o r until a
normal r a t e of oil consumption has been established.
After oil consumption has stabilized, any straight m i n e r a l

o r additive-type engine oil may be used that conforms t o
Lycoming specification No. 301E. Following the break-in
period it i s permissible t o change from straight m i n e r a l
(break-in) oil t o an additive (high detergent) oilsand observe
the normal oil-change intervals.
However, when changing f r o m straight mineral oil t o a n

additive-type oil a t a later time (up t o 250 hours a f t e r break-
in), the following precautionary m e a s u r e s should b e ob-
served :
(1) Change the oil a g a i n a f t e r not more than five hours of
(2) Check a l l oil s c r e e n s for evidence of sludge or plugging.

Change the oil every 10 hours if sludge conditions p r e -
vail. Change the oil at normal intervals a f t e r sludge
conditions improve.
(3) If the engine has been allowed t o operate on straight
mineral oil for s e v e r a l hundred hours, or if the engine
is in a n excessively dirty condition, defer the change t o
additive oil until after engine overhaul and operation
for at least 50 hours.
Your Mooney s e r v i c e and marketing center will change the

engine oil in addition t o performing all other s e r v i c e and
inspection procedures needed when you bring your airplane
in for i t s 50-hour, 100- hour, and annual periodic inspections.
The engine oil should, however, be replaced a t 25-hour
intervals after prolonged flight ic adverse weather, a f t e r
continuous operation at high power settings, o r when making
short flights with long ground-idle time. Excessive oil sludge
buildup indicates that the oil s y s t e m needs servicing at l e s s
than 50-hour intervals.
'i

* moo~._v-
OPERATORS MANUAL
Lycoming Service Instruction No. 1014 (latest revision) l i s t s

recommended oil types apd replacement intervals. Your =
Mooney s e r v i c e and marketing c e n t e r s have approved brands -
of IuDrlcating oil and a l l consumable materials necessary t o
s e r v l c e your airplane.
GEAR TIRE SERVICE

T h e a i r c r a f t is equipped with standard-brand t i r e s and tubes.
Keep the main g e a r t i r e s inflated at 30 PSI and the nose t i r e
at 30 PSI for maximum service life. P r o p e r inflation will
minimize' t i r e wear and impact damage. Visually inspect the
t i r e s a t preflight for c r a c k s and r u p t u r e s , and avoid taxi
speeds that r e q u i r e heavy braking or fast turns. Keep the
g e a r and exoosed gear retraction s y s t e m components f r e e of
mud and i c e t o a v e r t retraction interference and binding.
The g e a r warning horn may be checked i n flight by retard-

ing the throttle with the gear up. The g e a r ' horn should
sound with a regular, intermittent note a t about 12 inches
manifold p r e s s u r e .
BATTERY SERVICE
The 12-volt 35-ampere-hour electrical storage battery i s
located in the left side of the engine compartment. Check
battery fluid level every 25 flight hours o r each 30 days,
whichever comes f i r s t . To gain a c c e s s t o the battery, open
the battery a c c e s s door in the top left engine cowling.
T o s e r v i c e the battery, remove the battery box cover and

check the t e r m i n a l s and connectors f o r corrosion. Add
distilled water t o each battery cell as necessary; keep the
fluid at one-quarter inch over the s e p a r a t o r tops. Check
t h e fluid specific gravity for a reading of 1.265 t o 1.275.
A r e c h a r g e is necessary when the specific gravity is 1.240

MANUAL
o r lower. Start charging at f o u r a m p e r e s and finish at two

amperes; do not allow Eattery temperature t o r i s e above
1 2 0 ' ~ during recharging. Keep t h e battery at full charge
, "i t o prevent freezing in cold weather and t o prolong s e r v i c e
life.
CAUTION: The alternator and voltage regulator op-

e r a t e only a s a one-polarity system. Be s u r e the
polarity is correct when connecting a charger .or
booster battery.
If appreciable corrosion is noticed, flush the battery box

with a solution of baking soda and water. Do not allow soda
solution t o enter the battery cells. Keep cable connections
clean and tightly fastened, and keep overflow lines f r e e of
obstruction.
MAINTENANCE
PROPELLER CARE '
The high s t r e s s to'which propeller blades a r e subjected
\a. makes their careful inspection and maintenance vitally im-
portant. Check the blades for nicks, cracks, or indications
of other damage before each flight. Nicks tend t o cause
high-stress concentrations in the blades which, i f ignored,
may result in cracks. Have any nicks deeper than approxi-
mately . 0 l 0 inch removed before the next flight.
It is not unusual for the propeller t o have some e i d as

a result of manufacturing tolerances in the parts. This end
play has no adverse affect on propeller performance, be-
cause centrifugal force firmly s e a t s the blades when in op-
eration.
EXTERIOR CARE
As with any paint applied to a metal surface, an initial cur-
ing period is necessary for developing the desired qualities
t of durability and appearance. Therefore, do not apply wax
o r polish t o the new a i r c r a f t exterior until two or t h r e e
months after deuvery. Wax substances will s e a l paint from
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MOONEY

MOONEY AIRCRAFT CORPORATION

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Page Date SECTION Ill

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Page Da f e Page Date

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SYSTEMS OPERATIONS . . . . . . . . . . . SECTION

NORMAL PROCEDURES . . . . . . . . . . . SECTION

EMERGENCY PROCEDURES . . . . . . . . SECTION

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IMPORTANT: THIS MANUAL CONTAINS F e d e r a l

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T h i s warranty shall extend to any owner (hereafter

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For pitch t r i m control, the empennage pivots on the aft

The forward-opening cabin door provides a c c e s s t o both

The powerplant i s a four-cylinder a i r cooled engine that

The hydraulic propeller governor, using oil p r e s s u r e for

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The Mooney Positive Control ( P . C. ) s y s t e m is standard

The landing gear i s electrically actuated. A g e a r warning

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and c a r b u r e t e d engine with a wet-sump hubricating

Model (Lycoming). . . . . . . . 0-360-AID

Model (Hartzell) . . . H C - C ~ Y K -1B/7666 A-2

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FUEL & OIL

WEIGHT & LOADING

G r o s s Weight . . . . . . . . . . 2575 LBS

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ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . 2-4

ELECTRIC GEAR RETRACTION SYSTEM 2-11 .....

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The engine control l e v e r s a r e centrally located, between

throttle lever r e g u l a t e s manifold p r e s s u r e . Pushing t h e

The propeller control l e v e r , with i t s crowned knob, con-

The mixture control l e v e r , with i t s r e d hexagon knob, e s -

A l a r g e friction lock on the right side of the engine control

The c a r b u r e t o r heat control knob, mounted in the subped-

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Clock 21. Flap Contr 01 Switch

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All engine instruments except the EGT gage, tachom-

The left magneto has a s e t of fixed r e t a r d b r e a k e r points

The starter-ignition switch, mounted on the left of t h e in-

T h e . r e c e s s e d three-position fuel selector handle on t h e

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fuel lines before the f i r s t flight of the d a and

Fuel feeds f r o m one tank at a t i m e t o t h e selector valve

The engine oil should be kept a t 6 t o 8 q u a r t s . Lycoming

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Mooney Positive Control s y s t e m . Air entering the

The magnetic compass is mounted on the windshield post

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A pitot tube, mour~tedon the lower s u r f a w of the left

A s t a l l warning horn, mounted in the cabin head liner

T h e r e a r e two landing gear position lights; one i s a green