PILOT'S OPERATING HANDBOOK

AND

FAAAPPROVED
AIRPLANE FLIGHT MANUAL
MOONEY

r---""
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FUR-
NISHED TO THE PILOT BY THE FEDERAL AVIATION REGULATIONS, AND
CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT MANUAL.
.-.

MOONEY AIRCRAFT CORPORATlON

This manual is NOT specific to
LOUIS SCHREINER FIELD
KERRVILLE, TEXAS 78028

your aircraft. It is provided as a

SERIAL NUMBER:
reference tool only. Refer to the
REGISTRATION NUMBER:
Pilot's Operating Handbook,
FAA APPROVED:
provided with your aircraft at
delivery, for data specific to your
Michele M. Owsley,
aircraft.
Manager, Airplane CertificationOffice
FEDERAL AVIATION ADMINISTRATION
Fort Worth, Texas
76193-0150

FAA APPROVED in Normal Category based on CAR PART 3; applicable

to Model M20J SIN listed above only.

ISSUED 1 - 96
Revision A 5 - 97
Revision B 10 - 97 MANUAL NUMBER 3203
INTRODUCTION MOONEY
M20J

CONGRATULATIONS
VKLCOME TO MWNRPS NEW DIMENSION IN SPEED AND ECONOMY. YOUR DECI-
SION TO SELECT A MOONN HAS PLACED YOU IN AN E L i E AND DlSTlNCTlK CLASS
OF AIRCRAFT OVUJERS. W HOPE THAT YOU FIND YOUR MOONN A UNIQUE FLY-
ING DBWENCE, W E M E R FOR BUSINESS OR PLEASURE,THE MOST PROFITABLE
EVER

- NOTICE -
This manual is provided as an operating guide for the Mooney Model M2W. H is important
that you-regardless of your previous experience-- carefully read the handbook from
cover to cover and review it hequently.
All information and illustrations in the manual are based on the latest product information
available at the time of publication approval and e l sections including attached supple-
ments are mandatory for proper operation of the aircrait. The right is reserved to make
changes at any time wlhout notice. Every effort has been made to present the material in
a clear and convenient manner to enable you to use the manual as a reference. Your
cooperation in reporting presentation and content recommendationsis solicled.
REVISING THE MANUAL
The "i" pages of this manual contain a "List of Effective Pages" containing a complete
current listine of all pages i.e., OrQinal or Revised. Also, in the lower right comer of the
outlined portlon, is a box which denotes the manual number and issue or revision of the
manual. it will be advanced one letter, alphabetically, per redslon. N t h each revision to
the manual a new "Ust of Effective Pages "showing all applicabie revisions w l h dates of
approval and a "Log of Revisions" pege(s) ,wlh only the latest revision shown, will be
provkled to replace the previousones.
This handbook will be kept current by Moone Aircran Corporation when the
information card in front of this handbook has geen completed and mailed to Mooney
Aircraft Corporation. Attn: S e ~ c eParlsDepartment, Louis Schreiner Field, Kerrville, TX
78028.
INTRODUCTION MOONEY
M20J

PAGE . . . . . . . . . . . . . . . . . . . REVISION
9-1 thru 9-4 . . . . . . . . . . . . . . . . . . Original
10-1 lhru 10-10 . . . . . . . . . . . . . . . . . Original

-
~POHIAFMNUMBER 3203 IBI 1

This POHIAFM effective M20J SIN 24-3374 THRU 24-TBA.

REV. B 10- 97 ISSUED 1 96-

MOONEY INTRODUCTION
M20J

ILOG OF REVISIONS 1
REVISION REVISED DESCRIPTION OF FAA DATE
NUMBER PAGES REVISIONS APPROVED

B 6-7 Revised Table

6-21 Added Data
6-24 Revised Data
6-26 Removed Data

7-4,7-7,7-9 Revised & Added Data b6@

<
The revised portions of affected page are indicated by vertical black lines in the margin.

No. 3203 ( 8 ) 1
ISSUED 1 96- REV. B 10 97 - 1
 INTRODUCTION MOONEY
M20J

~EVISION REVISED DESCRIPTION OF FAA DATE

NUMBER PAGES REVISIONS APPROVED

The revised portions of affectedpagemindicated by verlical black lines in the margin.

No. 3203 ( 8 )

REV. B 10-97 ISSUED 1 96 -

MOONEY
M20J

TITLE . . . . . . . . . . . . . . . . . . . SECTION

GENERAL . . . . . . . . . . . . . . . . . . . . . . I

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . ll

EMERGENCY PROCEDURES . . . . . . . . . . . . . . . 111

NORMAL PROCEDURES . . . . . . . . . . . . . . . . . IV

PERFOWCE . . . . . . . . . . . . . . . . . . . . V

\MIGHT& BAIANCE . . . . . . . . . . . . . . . . . . Vl

AIRPLANE 6 SYSTEM DESCRlPnONS . . . . . . . . . . . . W1

HANDLING, SERVICE (L MAINTENANCE . . . . . . . . . . . Vlll

SUPPLEMENTAL DATA . . . . . . . . . . . . . . . . . . IX

SAFElY a OPERATlONAL TIPS . . . . . . . . . . . . . . .X

-
ISSUED 1 98
INTRODUCTION MOONEY
M20J

BLANK

ISSUED 1 - 9 8
MOONEY SECTION I
M20J GENERAL

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INTRODUCTION . . . . . . . . . . . . . . . . . . . 1-3

.
DESCRIPTIVE DATA . . . . . . . . . . . . . . . . . 1-3
ENGINE . . . . . . . . . . . . . . . . . . . . 1-3
PROPELLER . . . . . . . . . . . . . . . . . . 1-3
FUEL . . . . . . . . . . . . . . . . . . . . . 14

OIL . . . . . . . . . . . . . . . . . . . . . 14
LANDINGGEAR . . . . . . . . . . . . . . . . . 14
MAXIMUM CERnFICAED WIGHTS . . . . . . . . . . 14

STANDARD AIWMNE UEIGHTS . . . . . . . . . . . 14

CABIN IENTRY DIMENSIONS . . . . . . . . . . . . 1-5
BAGGAGE SPACE AND ENTRY DIMENSION . . . . . . . 1-5
SPECIFIC LOADINGS . . . . . . . . . . . . . . . 1-5
IDENTIFlCATlON PLATE . . . . . . . . . . . . . . 1-5

SYMBOLS. ABBRNIATIONS & TERMINOLOGY . . . . . . . 1-5

GENUW.AlRSPWTERMlNOLOGY& SYMBOLS . . . . . 1-5
ENGINE POW3 TEfWINOLOGY . . . . . . . . . . . 18
AIRPLANE PEFFORbWNCE 6 RIGHT FUNNING ?EIWINOLOGY 18

ENGINE CONTROLS IINSTRUMENTS TERMINOLOGY . . . . 1-7

METEOROLOGICALTUiMlNOLOGY . . . . . . . . . . 1-7
WIGHT d BALANCE W I N O L O G Y . . . . . . . . . . 1-8

MEASUEMWT CONMRSION TABLES . . . . . . . . . . . 1-9

SECTION 1 MOONEY
GENERAL M20J

- -
FIGURE 1 I THREE VIEW M2OJ

1-2 -
ISSUED 1 96
MOONEY SECTION I
M20J GENERAL

This Pilot's Operating Handbook conforms to GAMA Specifbation No. 1 and includes both
manufacturers material and FAA AF'PROKD meteriel muired to be furnished to the Pilot
bv the aoolkable Federal Aviation Rsaulations. SECTION IX contalns su~plementaidata
sipplied'by Mooney Aircran Corporat6n.
SECTION Icontains information of geneml interest to the pilot. It also contains definitions
of the terminology used in this Operators Manual.
This Pilot's Operating Handbook Is not designed as a substitute for edequate and compa
ten! tl4aM insbuctian, knwledgeof cumnt eirwolthinessd h d b s , ap liceblefflenrl alr rquki-
Uons or & W r y clrculsrs. lt is not intended to be a guide b r brrslc II&R
instNcPbn or a ban@
manual end should not be used b r m b n a l purposesunlasr kept in en up to dete stetus.
All limitations, procedures, safety practices, seNicing and maintenance requirements pub-
lished in thls POWAFM are constdered mandalory for the Continued Airworthiness of this
airplane in a condllion equal to that of Rs original manufacture.

THIS SECTION DOES NOT REQUIRE FAA APPROVAL

1 DESCRIPTIVE DATA 1
-- - - I

ENGINE
Number of engines . . . . . . . . . . . 1
Engine Manufacturer . . . . . . . iDCiROEI-L cornin?
Model
.... - .. . . . . . . . . lO-d~388
f?ecommendedTBO :. .
,
.
.
. . . .
. . ~ e c i p k c a t i naircooid,
~:
2000 Hours
fuel injected.
i\$ber otcyli"dek . , . , , . , , . . 4, Horizontally opposed
Displacement . , . . . . . . . . 381 Cu. In. (5815.7 cc)
Bore . . , . , . 5.125 In. (13.02 cm)
Stroke . , . . . . . 4.375 In. (1 1.llcm)
omp press ion r i i o . , . , . 8.7:l

. . . . . . . . . . . . . . Fuel Injection flow

2:;
Fuel - ~ v i k i o n%line
.
.
. . . . . .
.
EJendix, RSA-5-AD1
. lbO dctane or l W U (min. ~rade)

Accessories
Magnetos (2) . . . - -
Slick- UH 4372, WH 4370 '
Spark plugs . . . 18 MM x .75@mlhd. connection
Memetor . . . . . . . Prestolite 28V, 70A
Starter . . . . . . . . Restoliie 24 Volts
lG38&A3B8D engines will be installed on SM 263375 and 243376, and will have
Bendix MLN series magnetos installed.
Ratings:
Maximum Continuous Sea
LeveCBHPM . . . . .
PROPEUER
Number . . . . . . . . . . . . . . . . . 1
Manufacturer . . . . . . . . . . . . ~c~auley*
Model Number . . . . . . . ~2~&~214/90~~ ~ 1 6 ~
Number of Blades . . . . . . . . . . . . 2
Diameter Max. . . . . . . . . 74.0 in. (187.9 cm)'
Min. . . . . . . . . . . . . . . . 73.0 in. (185.4 crn)'

ISSUED 1 gB - 1-3
SECTION l MOONEY
GENERAL M20J
Type . . . . . . . . . . Constant Spe*
GOWnIing . . . . . ~ydraulically'controlledby engine otl
Blade Angles @ 30 in. Sta.(76.2 cm):
Low . . . . . . 13.9 degrees + 1- .2 degrees'
H$h . . . . . 33.0 degrees + I- .5 degrees"

• OPTION: Hartzell HGC2YK-lBFIR668A-3Q

73.0" (185.42 cm) (No cutoff allowed)
Blade An les: a30 in. sta. 5 cm)
Low: ,PI
d e g m s + 1- .rdegree
High: 29.3 degrees to 31.1 degrees
Spinner: Hartzell No. A2295

-
FUEL
Minimum Fuel Grade (Color) . I W Octane (Green)1100 LL (Blue)
Total Capacity . . . . . . . . . 66.5 U.S. Gal.
(251.7 iileri)(5i4 Imp. Gal.)
Usable . . . . . . . . . . . 64.0 U.S. Gal.
(242.3 iiteri)(5i3 Imp. Gal.)

-
OIL
Total Oil Capacly . . 8 Qts. (7.57 Liten)
Oil Capacity Minimum for ~ l i ~ h t. 5 Qts. (4.73 Liters)
Oil Filter (Champion CH48103) . . . . . . . . . . Full Flow

Oil grades, specifications and changing recommendations are contained in SECTION Vl11.

LANDING GEAR

PIPE: Electrically operated, fully retractable tricycle ear with rubber shock discs. The
main wheels haw hydraulically operated disc brakes.
left or nght of center.
6nose wheel is fully steerable 14'
M e e i Base . . . . . . . 71 9/16 in. (181.8 cm)
M e e l Track . . . . . . . . 110 in. (279.4 cm)
Tire Size:
Nose . . . . . . . . . 5.00 x 5 (6 ply)Type Ill
Main . . . . . . . . . . . . . 6.00 x 6 (6 ply)Type Ill

Tire Pressure:
Nose . . . . . . . . . . . . . . . . . 49 PSI
Main . . . 30 PSI
Min. Turning Redius (M&. by 2 for \iuni Tip'clearance distance)'
(No brakes applied) . . . . . . . . . . 41 A. (12.5 m)

MAXIMUM CERTIFICATED WEIGHTS

Gross Wight . . . . . . . . . . . . 2900 Lbs. (1315 Kg)
Ba~g~ag~;
Area . . . . . . . . . . . . 1M Lbs. (54.4 Kg)
. . . lOLbs.(4,54Kg)
Cargo (Rear Seats FOI& down) . . . . 340 ~ b s(154.2
. KQ)

STANDARD AIRPLANE WEIGHTS

Basic Empt VUeig ht . . . . . . . . . . .
See Page 1-10
Useful LO^ . . . . . . .
See S ~ C ~ ~ O N
Varies with'installed equipment
for' Vspecific
I airplane weight.
1-4 ISSUED 1 -M
MOONEY SECTION I
M20J GENERAL
CABIN AND ENTRY DlMENStONS
Cabin W t h (Maximum) . . . . . . . . 43.5 In. (110.5 cm)
Cabin Length Maximum) . . . 114 In. (290 crn)
Cabh Ha ht haximum) . . . . . . . . . . 44.5 In. (113 cm)
fMry Wd% (Minimum) . . . . . . . 29.0 In. (73.8 cm)
Entry Height (Minimum) . . . 35.0 In. (88.9 cm)
BAGGAGE SPACE AND ENTRY DIMENSIONS
Compartment W t h . . . . . 24 In. 80 9 cm
Compartment Length . . . . . . 35 In. l88b c d
Compartment Height . . . . . . . 35 In. (88.9 cm)
Compartment Volume . . . . . . . . . 15.3 Cu. Ft.
(.433 cubid meters)
Cargo Area (with rear seats folded down) . . . . . . , 33.0 Cu. A.
(.934cubic meters
Entry HeQht (Minimum) . . . . . . . . . . . 20.5 In. (22.1 cm)
Entry W t h . . . . . . . . . . 17.01n. (43.2cm)
Ground to ~ott'omof siil . . . . 48.0 in. (118.8 cm)
SPECIFIC LOADINGS
Wng Loading @Meximum Gross Wight . . . . . 16.59 Lbs.lSq. Ft.
is1 i<elsq, m)
Power Loading @ Maximum Gross W i h t . .

IDENTlFlCAllON PLATE
All correswndence reaardina vour aimlane should include the Serial Number as deoicted
on the ~entificationplGe. Thi bentific'ation plate k located on the lefl hand side, aft bnd of
the tail cone, below the horizontalstabilizer leading edge.
The aircrafl Serial Number and type certificate are shown.

I SYMBOLS, ABBREVIATIONS & TERMINOLOGY 1

GENERAL AIRSPEED TERMINOLOGY a SYMBols
GS -
GROUND SPED Speed of an airplane relative to the ground.
KCAS KNOTS CALIBRATED AIRSPEED The indicated speed of an
aircrafl, corrected for position and instrument error.
-
Calibrated airspeed is equal to true airspeed in standard atmosphere
at sea level.
KlAS KNOTS INDICATED AIRSPEED The speed of an aircrafl as shown -
on its airspeed indicator. IAS values published in this handbook
assume zero instrument error,
MAS -
KNOTS TRUE AIRSPEED The airspeed of an airplane relative to
undisturbed air which is the KCAS corrected for akutude and
tempereture.
Va -
MANEUMRING SPEED The maxlmum speed at which application
of full available aerodynam~ccontrol will not overstress the airplane.
vfe Y M U M FLAP MTENDy SPEED The highest speed permissible -
wlth wlng Raps in a prescribed extended poslt~on.
MAXIMUM LANDING GEAR EXENDED SPEED -The maxlmum
speed at which an aircraft can be safely flown with the landing gear
extended.
ISSUED 1 98- 1-5
SECTION I MOONEY
GENERAL M20J
GENERAL AIRSPEED TERMINOLOGY & SYMBOLS (con%.)

\no MAXIMUM LANDING GEAR OPERATING SPEED -The maximum

speed at which the landing gear can be safely extended or retracted.

vne -
NEVER EXCEED SPEED The speed limit that may not be
exceeded at any time.
Vno -
MAXIMUM STRUCTURAL CRUISING SPEED The speed that should
not be exceeded except in smooth air and then only with
caulion.
VS -
STALLING SPEED The minimum steady flight speed at which the
airplane is controllable.
VW -
STALLING SPEED The minimum steady flight speed at which the
airplane is controllable in the landing configuration.

VX -
BEST ANGLE-OF-CLIMB SPEED The airspeed which delivers the
greatest gain of aniude in the shortest possible horizontal distance.

4 -
BEST RATE-OF-CLIMBSPEED The airspeed which delivers the
reatest gain in aitiluda in the shortest possible time with gear and
laps up.

ENGINE POWER TERMINOLOGY

BHP -
BRAKE HORSEPOWR The power developed by the engine.
CHT -
CYLINDER HEAD TEMPERATUE Operating temperature of
engine cylinder(s) being monitored by a sensor unit. Expressed in'^.

EGT
fueUair mixture during engine operation.
-
MHAUST GAS lEMPERATURE Temperature of the exhaust gas

MCP -
MAXIMUM CONTINUOUS PO\IKR The maximum power for
takeoff, normal,abnorrnalor emergency operations.

MP -
MANIFOLD PRESSURE Pressure measured in the engine's
induction system and is expressed in inches of mercury (Hg).
RPM -
REVOLUTIONSPER MINUTE Engine speed.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY

Demon- The velocity of the crosswind component for which adequate

strated control of the airplane during takeoff and landing test was
Crosswind actual demonstraled during certification. The value shown
Velocty is NO?considered to be limiting.

9 Acceleration due to gravity.

Se~ce The maximum anitude at which aircraft at gross weight has the
Ceiling capability of climbing at the rate of 100 IVmin.

1-6 ISSUED 1 96-

MOONEY SECTION I
M20J GENERAL
ENGINE CONTROLS & INSTRUMENTS ERMINOLOGY

Propeller The control used to select engine speed.

Contml
Thmnle The control used to select engine power by controlling MP.
control

Mixture Provides a mechanicellink e to the fuel injector mixture

Control conlml to control the she 2 t h e fuel feed aperture, and
therefore the airtfuel mixture. It is the primary method to shut
engine down.

CHT Cylinder head temperature indicator used to determine that

Gauae enaine o~eralinatem~eratureis within manufacturers

EGT Exhaust gas temperature indicator used to Mentify correct lean

Gauge fuel flow mixtures for verious power settings.

Tachometer An instrument that indicates rotational speed of the engine.

The speed is shown as propeller revolutions per minute (RPM).

Propeller The device that regulates the RPM of the enginelpropeller by

Govemor increasing or decreasing the propeller pitch, through a pitch
change mechanism in the propeller hub.

METEOROLOGICAL TERMINOLOGY

AGL Above ground level.

Density Altitude as determined by pressure atlitude and existing ambient

Altitude temperature. In standard atmosphere (1%) density and pressure
altitude are equal. For a given pressure altiiude, the higher the
temperature, the higher the density altiiude.
Indicated The altitude actually read from an altimeter when, and only
Altitude when, the barnmetric subscale has been set to Station Pressure.

INlEfWATIONAL STANDAW) ATMOSPHERE assumes that

\lJ oThe air is a dory perfect gas; (2) The temperature at sea lewd is
Celsius (59 F); (3) The pressure at sea level, is 29.92
inches Hg (1013.2 mb); (4) The temperature gradlent horn sea level
to the anJude at which the tempernure k -56.S0 C (69.7 O F) is
-0.00198 C (-0.003564~F) per foot.

OAT OUTSIDE AIR TEMPERATURE - m e free air static temperature.

obtained either tom inflight temperature indications or ground
m~teOrolOgkalsources. lt is expressed in degrees Celsius.

Pressure The altitude indicated when Kollsman Mndow is set to 29.92

Aniude In. Hg, or 1013.2 MB. In this handbook, altimeter instrument
errors are assumed to be zero.

Sation Actual atmospheric pressure at field elevetion.

Pressure

ISSUED 1 % -
SECTION I MOONEY
GENERAL M20J
WEIGHT AND BALANCE TERMINOLOGY

Arm The horizontal distance from the reference datum to the center of
gra&y (C.G.) of an item.

Basic The actual we' ht of the airplane and includes all operating
equipment (iniuuding optional equipment) that has a tixed
location and is actually installed in the aircrafl. It includes the
weight of unusable hrel and full oil.

Center of The point at which an airplane would balance if suspended.

Gravity hs distance from the reference datum is found by dividing the
(C.G.) total moment by the total weight of the airplane.
C.G. Arm The arm obtained by add in^ the airplane's individual moments
and dlvdlng the sum by the total weight.
C.G. in Center of Gravity expressed in percent of mean aerodynamic
percent MAC chord.
C.G. The extreme center of gravity locations within which the airplane
Limits must be operated at a given weight.
MAC Mean Aerodynamic Chord.

Maximum The maximum authorized weight of the aircraff and its

Wight contents as listed in the aircrafl specificetins.
Moment The product of the weight of an item multiplied by I s arm. (Moment
divided by a constant is used to simplify balance calculations by
reducing the number of digits.)
Reference An imaginary vellical plane from which all horizontal distances
Datum are measured for balance purposes.
Station A localion alon the airplane fuselage usually given in terms of
distance from tfe reference datum.
Tare The weight of chocks, blocks, stands, etc. used when weighing an
airplane, and is included in the scale readings. Tare is deducted
from the scale reading to obtain the actual (net) airplane weight.

Unusable Fuel remaining aner a runout test has been completed in

Fuel accordance with governmental regulations.
Usable Fuel available for airplane propulsion.
Fuel
Useful The basic empty weight subtracted from the maximum weight of
Load the aircan. This load consists of the pilot, crew if applicable, fuel,
passengers, and baggage.

ISSUED I -W
 MOONEY SECTION I
M20J GENERAL

IMW U R E M E N T CONVERSION TABLES ]

LENGTH
U. S. Customary Unit . . . . . . . Metric Equivalents
1 inch . . . . . . . . . . . . . . . 2.54 centimeters
1 inch . . . . . . . . . . . . . . . 25.4 millimeters
1 foot . . . . . . . . . . . . 0.3048 meter
1 yard . . . . . . . 0.9144 meter
1 mile (staiute, land) . . . . . . 1,609 meters
1 mile (nautical, inlemaiional) . . . . . . . . . . . 1, 852 meters

AREA
U. S. Customary Unit . . . Mebic Equivalents
1 square inch . . . . . . . . . 6.4516 sq. centimeters
1 square foot . . . . . . . . . .a9.030
. centimeters
1 square yard . . . . . . . . . %
0 sq. meter

VOLUME OR CAPACITY
U. S. Customary Unit . . . . . . . . . . Metric Equivalents
1 cubic inch . . . . . . . . . . . . 16.387 cubic centimeters
1 cubic foot . . . . . . 0.028 cubic meter
1 cubic yard . . . . . . . . . . . . . 0.765 cubic meter

U.S. Customary . . . . . . . . . Metric Equivalents

Liquid Measure . . . . . . . . . . . . . . . . .
1 fluid ounce . . . . . . . . . . . . . . 29.573 milliliiers
1 pint . . . . . . . . . . . . . . . . 0.473 liner
1 quart . . . . . . . . . . . . . . . . 0.948 liter
1 gallon . . . . . . . . . . . . . . . . 3.785 liiers

U.S. Customary
Dry Measure .
.. .. . . . . . .. .. .. . . . . . Metric Equivalents
. . . . .
lpint . . . . . . . . . . . . . . . 0.551 liter
1 quati . . . . . . . . . . . . . . . . 1.lo1 liters

British Imperial .
Liquid and Dry ~easure'
.
.
U.S.
Equivalents
. .. . . Metric
~~ulvalents
1 fluid ounce . . . . . 0.981 U.S. . . . 28.412 millilllers
fluid ounce,
1.734 cubic
inches
1 pint . 1.032U.S. . 568.26 millillen
dry pints,
1.201 U.S.
tiquid pts.
34.678 cubic
inches

ISSUED 1 96-
SECTION I MOONEY
GENERAL M20J
VOLUME OR CAPACITY (cont)
1 quart 1.032 U.S. 1.136 liters
dry quarts
1.201 U.S.
liquid qts.
88.354 cubic
inches
1 gallon 1.201 U.S,. 4.548 liters
277.420
cubic inches

WEIGHT
U. S. Customary
Unit (Avoirdupois)
1 grain . . . . . . . . . . . 64.79891 milligrams
1 dram . . . . . . . . . . . . 1.772grams
1 ounce . . . . . . . . . . . 28.350 grams
1 pound . . . . . . . . . . . . . . . 453.58237 grams
PRESSURE
U.S. Customary
Unit
. . . . . Metric Equivalents

1 PSI0 . . . 8.885 KPA

1 lnch Hg . 3.388 KPA
1 lnch Hg . . 25.40 mm Hg

ISSUED 1 96-
MOONEY SECTION ll
M20J LIMITATIONS

[ TABLE OF CONTENTS ]

INTRODUCTION . . . . . . . . . . . . . . . . . . . 2-2

NOISE LIMITS . . . . . . . . . . . . . . . . . . . . 2-2

AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . 2-3

AIRSPEED INDICATOR M N G S . . . . . . . . . . . . . 2-4

POWER PLANT LlMlTATlONS . . . . . . . . . . . . . . 2-5

P O W R PLANT INS'IRUMENT MARKINGS . . . . . . . . . . 2-6

FUEL LIMITATIONS . . . . . . . . . . . . . . . . . . 2-6

WIGHT LIMITS . . . . . . . . . . . . . . . . . . . 2-7

CENTER OF GRAVlTY LIMITS (GEAR D O W ) . . . . . . . . . 2-7

MANEUMR LIMITS . . . . . . . . . . . . . . . . . . 2-7

FLIGHT LOAD FACTOR LIMITS . . . . . . . . . . . . . . 2-8

KINDS OF OPERATION LIMITS . . . . . . . . . . . . . . 2-8

KINDS OF OPERATION EQUIPMENTLIST . . . . . . . . . . 2-8

DECALS I PLACAFiDS . . . . . . . . . . . . . . . . . 2-11

CABIN INTERIOR . . . . . . . . . . . . . . . . . 2-11
FUSELAGE INTWOR . . . . . . . . . . . . . . . 2-16
EXTERIOR . . . . . . . . . . . . . . . . . . . 2-17

FAA APPROVED AIRPLANE RIGHT MANUAL

ISSUED 1 .W 2- 1
SECTION II MOONEY
LIMITATIONS M20J

1INTRODUCTIONI
SECTION 1 I includes operating limitations, instrument markings, and basic placards neces-
sal)! for the Safe operation of the airplane, Is engine, standard systems and standard
equipment.
The limitations included in this section have been approved by the Federal Aviation
Adminimtion.
W e n applicable, limitations associated with optional systems or equipment such as
autopilots are included in SECTION IX

The airspeeds fisted in the Airspeed @itations chart (Figure 2-1.) and the
Airspeed Indicator Markin s chart (Rqure 2-2) are based on k n p e e d
Calibration data shown in SECTION V mth the normal static source. If the
abmate stat$ source iqbeing used, ample malgins should be obsewed to
allow for the awpeed ~ l i b r s b o nvanstions behveen the normal and alternate
stattc sources as shown in SECTION V.
Your Mooney is celticated under FAA Type Certificate No. 2A3 as a Mooney M2W.

The certificated noiselevel for the M20J at 2WX)Ibs. (1315 Kg.) maximum weight is 80.04
dB(A). No determinat~onhas been made by the Federal Awat~onAdmn~stratlonthat the
noise levels of this airplane are or should be acceptable or unacceptable for operation at,
into, or out of, any airport.

AIIWLANE RIGHT MANUAL FAA APPROVED

-
2 2 ISSUED 1 98 -
MOONEY SECTION II
M20J LIMITATIONS

Airspeed limitations and their operational significance are shown in Fgure 2-1.
This calibmtion assumes zero instrument error.

SPEED KCASMIAS REMAfMS

Never Exceed 1951lW Do not exceed

Speed this speed in
any
operation.
Maximum 1 741174 Do not exceed
Structural this speed ex-
Cruising Speed cept in smooth
air, and then
only with cau-
tion.
Maneuvering Do not make
Speed at: full or e b ~ p t
1b.N. control mow-
225W1021 103104 ments above
247011120 1W109 this speed.
274W1243 1141115
2WWY1315 1171118
Maximum Rap 1091112 Do not exceed
Extended Speed this speed with
Raps in full
down position.
Maximum 13W132 Maximum
Landing Gear speed at which
Extended Speed the aircraft can
be safely Rown
with the land-
ing gear
extended.
Max. Speed for 1301132 Max. speed at
Gear Extenston which the land-
ing gear can
be safely ex-
tended.
Max. Speed for 1041107 Maximum
Gear Retraction speed at which
the landing
gear can be
safely retracted.
Maximum Pilot 130/132 Do not exceed
Mndow Open this speed with
Speed pilot
window open.

FIGURE 2-1 AIRSPEED UMlTATlONS

FAA m V E D AIWUNE FLIGHT MANUAL
-
ISSUED 1 gB 2-3
SECTION 1I MOONEY
LIMITATIONS M20J

AIRSPEED INDICATOR MARKINGS 1

Airspeed indicator markings, their color code and operational significance are shown in
Figure 2-2.
-. .-. -. .-. -. .-. -. .-. -. .-. -. . . . . . .-.-. . .-. .-.-. .-.-. .-. . . . . .

MARKING IAS VALUE or SIGNIFICANCE

RANGE (KIAS)

M i t e Arc Lower limit is

(Full Flap maximum
Operating weight Vso in
Renge) landing configu-
ration. Upper
limit is maxi-
mum speed
permissible
with naps ex-
tended.

Green Arc Lower limit is

(Normal maximum
Operating weight Vs with
Range) flaps retracted.
Upper limit is
maximum struc-
tural cruising
speed.

Yellow Arc Operations

(Caution must be con-
Range) ducted with
caution and
only in smooth
air.

Radial Maximum
Red Line speed for all
operations.

FIGURE 2-2 AIRSPEED INDICATOR MARKINGS

AIRPLANE FLIGHT MANUAL FAA APPROVED

-
2 4 ISSUED 1 06 -
MOONEY SECTION ll
M20J LIMITATIONS

LPOWER PLANT UMI~ATIONS 1

Number of Engines . . . . . . . . . . . 1

Engine Manufacturer . . . . rrXTRON-Lycoming

Engine Model Number . . . . . 10.360.A388'

10~A3BBD engines wlll be installed on SIN 24-3375 end 24-3376, and will have
Bsnduc MLN series magnetos installed.

Engine Operating Umils for Takeoff and Continuous Operations:

Maximum Continous Power . 200 BHP
Maximum Continous RPM . . . 2700 APM
Transknt Continous RPM Urnl . 27i0 . fbr 3 seconds or less
Max. Cylinder Head Temperature . . 475 F (246'C) '
Maximum Oil Temperature . 245°~(1180~)

Oil Pressure
Normal Operating . . . . 60-QO-FSI
Minimum (IDLE ONLY) . . . . . . . . 25 PSI
Maximum (cold oil) . . . . 100 PSI

Oil Speciticetion . . . . . . . . . . MIL-L-22851

Fuel Pressure
Minimum . . . . . . . . . 14 PSI . .
Maximum . . . . . . . 30 PSI
Fuel Grade. (Color) . 109 h a n e (~ieen)liOOL~
(Blue)^*

Number of Ropellers . . . . . . . . . . 1
Propeller Manufacturer . . . . . . . ~cdaule~"*
Ropelbr Model Number . . . . . ~2~34~214/90~~~16~*
Propeller pameter:
Mln. . . . . . . . . . . 73.0 In. (185.4 cm)*"
Max. . . , . . , . 74.0 In. (187.9 cm)***
Ropeller t3lade'~n~les@ b In. sta.:
Low . . . . . . . . . . 13.Q0+ I- .ZO**.
Hklh . . . . . . . . . 33.0' + I- .So***
Propeller Operating timils . . 2700 f?PM
" 1 W U fuel is calibrated at 5.82 Ib/ga1.(.69 /liter)
100 octane fuel is calibraled at 0.0 Iblgal.I(P2 KgII'ier)

"' OPIION: Hartzell HGC2n<-lBF/F76e$A-3Q

. . . 73.0 In. (lB5.4 cp) (No Cutoff Allowed)
. . . LOW:14.1 + 1- .l
. . . Hih: 29.3' to 31.3'

No cutoff allomd on propeller when de-ice boots are installed.

FAAAPPROMD AIFBLANE FLIGHT MANUAL

ISSUED 1 96- 2-5
SECTION II MOONEY
LIMITATIONS M20J

[POWER PLANT INSTRUM EN1 MARKINGS I

C
.-.-
nNG) (CAU~ON U--M . ,
'--
RANGE)

Tachometer 1950 2700 - -

1500 1950 2700 RPh4

Cylinder Head
Temperature
Oil Temperature -
150 243' F 245' F
-
(65 118 . C) (118' C)

Oil Pressure 25 PSI so - 90 PSI (IDLE ONLY) 100 PSI

25-?PSI

Fuel Pressure Radial 14- 30 PSI

Red Llne
Min. 14 PSI
'Yellow arc (starting and warm up range) - 90-100 PSI

Refer to WTRON-Lycoming Engine M a i n t s ~ n c eand Operators Manual

Section on Engine Specifications and Operating Limits for recommended
- cnrisi p o w r and tempeiature ITmitations.
FIGURE 2 3 POWERPLANT INSTRUMENT MARKINGS

FUEL LIMITATIONS I

A raduced fuel quantii indicator is installed in each tank filler neck. The
bottom tip of these indicators shows the 26.U.S. gallon (94.7 liters) (20.8 IMP.
Gal.) usable fuel level In each tank.

An optional visual fuel quantity gauge may be installed on top of each tank
and is to be used as a raference for refueling the tanks only.
. . . . . . 33.25 U.S. Gal, each
(126 be&)(27.7 Imp. Gal.)
Total Fuel: . . . . . . . . . . . 66.5 U.S. Gal
(251.7 &ek)(55.4 Imp. Gal.)
Usable Fuel: . . . . . . . . . . . 64.0 U.S. Gal
(242.4 &e&)(5$3 Imp. Gal.)
Unusable Fuel: . . . . . . . . 2.5 U.S. Gal
(9.5 ke&)(2.1 imp. Gal.)
Fuel Grade (and Color):
100 Octane . . . , . .
minimum grade aviation fuel (green).
o
i ou . . . . , . . (low lead) aviation fuel (blue) with a l e d
. . . . . . . . content limited to 2 cc per gallon IS also approved.
AIRPLANE FLIGHT MANUAL FAA APPROWED
2-6 ISSUED 1 96 -
 MOONEY SECTION I1
M20J LIMITATIONS

--- -- -- -- -- ---
CAUTION
To mduce the pouiblltty of ice formation within the airctafl or engine fuel
system it is rmissabk to add ISOPROPYL alcohol to tha hrsl supply i n
quna*s NG TO EXCEED 1%of the total fuel volume per-tank. DO WT
add other a d d i t i i s to the fuel system due to potential detenomting effects
within tha fuel system.

Maximum Wight (takeoff and landing) . . . . . . 2900 Ibs. (1315 Kg.)

Maximum Wight in Beggage Compartment . , . 120 Ib.
(5i.4 Kg.) @1 Fuse.'~ta.95.5
Maximum Wight in Hetrack . . . , . 10 Ib.
(4.54 KQ.) @'fuse. da. 119.0
Maximum Wight in Ca o Area
(Rear seats fokled dew$
. . . . . . . .
(1G.2 kg) 6 ~ k e&a.. 340 Ibs.
70.7

ICENTER OF G M T Y UMITS (GEAR DOWN) I

Most Forward . . . . . Fuse. Sta. 41.0 IN.(lW cm) @ 2250 Ibs. (1020 Kg).
13.3% MAC
Intermediate Forward . . . . Fuse. Sa. 41.8 IN.(108 cm) @ 2470 Ibs. (1120 Kg)
14.7% MAC
Forward Gross . . . . . Fuse. Sta. 45.0 lN.(114 cm) @ 2900 Ibs (1315 Kg)
20.1% MAC
Afl Gross . . . . . . Fuse. Sta. 50.1 IN.(127 cm) @ 2800 Ibs. (1315 Kg.)
28.7% MAC
MAC (at Wng Sta. 93.83)(238 cm) . . . . . . . 59.18 IN. (150 cm)
Datum (station zem) is 5 inches (12.7 cm) afl of the center line of the nose gear attachin
bob, and 33 inches (84 cm) forward of the wing leading edge at wing station 5825 (14
cm).

IMANEUVER UMITS (
This airplane must be o erated as a Normal Category airplane. Aerobalic maneuvers,
including spins, are pmhiiited.
lllllllllllllll
lMlARNlNGll
I/IIIIIIIIIIII/
Takeoff manauvers, prolonged sideslips or steep descants when the selected
fuel tank contains less than 8 gallons (48.0 Ibs., 30.3 liters, 8.7 IMP. Gal.) of
fuel have not been demonstrated and may cause loss of pomtr.
-
-
INOW .
Up to 400 foot altitude loss may occur during stalls at maximum wight.
Use slow throttle movement. Rapid throttle movement may result in momentary propeller
RPM overspeed.

FAA APPROMD AIRPIANE RIGHT MANUAL

ISSUED 1 Q6 - 2-7
SECTION il MOONEY
LIMITATIONS M20J

I FLIGHT LOAD FACTOR LIMITS I

Maximum Positive Load Factor
Flaps Up . . . . . . .
Flaps Down (33 '1' . . . . . . .
Maximum Negative Load Factor
Flaps Up . . . . . . . . . . . . -1.5 0.
naps Down . . . . . . . 0.0 g.

Pilot . . . . . . . . . . . . . . 1
Maximum 6 k n g e r seating confiouratibn . . . . . 3

1 OPERATING U MITATIONS 1

If this airplane is not equipped wlh an approved oxygen system and ffight operations
above 12,500 feet are desired, this airplane must be, (I) equipped with supplemental
oxygen in accordance with FAR 23.1441, (2) o erated in accordance wlh FAR 91.32 and
(3) equipped with aMonics in accordancewith &R
I 91 or FAR 135.

This is a Normal Category ai lane approved for W l F R day or night operations when
equipped in accordance with PAR 91.
DO NOT OPERATE IN KNOWN ICING CONDITIONS.

TAKEOFFS WITH OPTIONAL ELECTRIC COWL FLAPS INOPERATIVEARE

PROHIBITED.

-
Autopilot Limitations See SECmON IX

I KINDS OF OPERATION EQUIPMENT LIST I

The following equipment was approved during Type Certiftcalion and must be installed
and operable for each kind of operation as specified.
7

-
lNOTE1
The KINDS OF OPERATION EQUIPMENT list may not include all the
equipment as mquimd by applicable operating rules.

SEE NEXT PAGE FOR LISTINGS.

AIRPLANE FLIGHT MANUAL FAA APPROVED
2-8 ISSUED 1 - 86
 MOONEY SECTION II
M20J LIMITATIONS

SYSTEM or COMPONENT

AIRSPEED INDICATOR . . . . . . .
ALTIMETER, SENSlTIM . . . . . . .
MAGNETIC DIECTION INDICATOR . . . .
MANlFOLOPfESSUREGAUGE . . . . .
TACHOMETER . . . . . . . . .
NELQUANTiTY INDICATOR . . . . . .
FUEL PRESSURE INDICATOR . . . . .
OILPFiESSURElNDlCATOR . . . . . .
OILTEMPERATURE INDICATOR . . . . .
CYLINDER HEAD TEMPERANRE INDICATOR .
ALTEIWATORLOADMEIER(AMMRER) . . .
ALERNATOR , . . . . . , , .
BATTEKY , . . . . . . , . .
LANDING GEAR POSITION INDICATOR . . .
SEAT BELTISHOULDER HARNESS
FOREACH OCCUPANT '* .
OXYGEN MASK FOR EACH OCCUPANT "'
N E L BOOST WMP . . . . . . . .
PILOTS OPER4TlNG HANDBOOK
LAIRPLANE FLIGHTMANUAL . .
POSITION LIGHTS . . . . . . . .
STROBE LIGHTS (anti-collilon) . . . . .
GYRO HORIZON . . . . . . . . .
olwcnota GYRO . . . . . .
. .
TURN COOFKNNATOR or NRN 6 BANK INDICATOR
LANDING LIGHT "" . . . .
INSTRUMENT LIGHTS (INlEfWAL or GLA&SHIELD)
CLOCK WTH SWEP SECOND HAND or DIGITAL)
COMMUNICATIONSYSTEM . . . . . .
NAVlGATlON SYSTEM . . . . . , .
(APPROPRIATE TO FACILITIES BEING USED)
VACUUM SYSTUlVlNDlCATOR . . , . .
Equipment musf be installed and operable for all operations.
.. If inoperative for unoccupied seat@),seat(s) must be placarded:
"DO NOT OCCUPY"
**. Only required when the operating rules require use of oxygen.
.... W e n required by the appropriate regulations

FAA APPROVED A I W U N E FLIGHT MANUAL

-
ISSUED 1 98 -
2 9
 SECTION II MOONEY
LIMITATIONS M20J
I KINDS OF OPERATION EQUIPMENT LIST (con't)J

M R NIGHT
I
IFR DAY

IFR NIGHT
SYSTEM or COMPONENT (con't.)

PITOT,HEATED "'* . . . . . . . 1 1
OATGAUGE "" . . . . . . . . 1 1
VSI "" . . . . . . . . . . 1 1
ALTERNATE STATIC SOURCE *"' . . . . 1 1

Equipment must be installed and operable for all operations.

.*.. Men required by the appropriate regulations

AIF@LANE RIGHT MANUAL FAA APPROMD
2-10 -
ISSUE0 1 98
 MOONEY SECTION II
M20J LIMITATIONS

[DECALS AND PLACARDSJ

CABIN INTERIOR
The following placards must be installed inside the cabin at the bcetbns specified.
4 w
OPERATIONAL LIMITATIONS
TYS N S T i -TED AS A IIR)(K CATEURY A l R M H t
I N -1- VN TIC 5 E R A T l f f i L D Q T A T W STATED I N TIC flRW
W PLUM= W N G S AND WULS 10 AEROUTIC mEWERS
RE&IMXMM SPEED VlTH L m O D l i
IwtLUMNG S P W
GEAR m m ~ p nu. wI= w w SPEED m anrcr CZAR,
I 0 7 K U S M X W I SPLtD TO MDm tWt 13L K U t mwtlW
wswmm rum LMD rum-ru~s UP +a-w +t09

EMERGENCY MANUAL GEAR EXTENSION

L PUL WDrW GUR ClRanT RCAYER.
0. M GEMssnrn N I c r n ~mm wsnm
a~us~~ncu~~umwu~~wur~t~ml~orc
4. RU T-WU(DL~ STRAIGHT UP (12 m a w c s x
5. KUN T-I(LIIDLC TO RENRl TO mG W
l . PDSlTlDI '
6. MPCAT MIL GEAR @UWNL l M C O T S DI (PTO W FULS).
IC T m K ELCCTR~UL TAILURE-SEE IW~WTIR.
)(COWIIW

CAUTION
I. TUW OTF ST- LITES WY TAXIING )(w wr r~
Y N N FLYING I N TOG OP IN QOIIIS. STD W f l T m W LlTES WST
I USCD m ALL MW LPER~TIW.
2. Ell WE W rlRE TIRN OTf W I N M A T
I m MYT ~CREVVERNIER ~ b m m s
CL&R TWN mar m
wl Fen.
.
I 9

I ON LEFT SIDE PANEL

DEFROSTER CABIN HEAT C A B I N VENT

PULL ON P U L L ON P U L L ON

T CHECK L I S T
A CONTROLS RUN-UP
DOOR
FUEL PROP WINDOW
E INSTRUMENTS WING F L A P S MIXTURE
TRIM SEAT LATCH BOOST PUMP
COWL FLAPS BELTIHARNESS
F CONDUCT TRIM CHECK PRIOR TO FLIGHT,
F SEE PILOT'S OPERATING HANDBOOK.

( K3:IHARNESS MIXTURE
WING F L A P S
GEAR
PROP
G BOOST PUMP

I
FAA APPROMD
ON CONSOLE-BELOW CONTROLS

JSODEC-1 I
AIRPLANE FLIGHT MANUAL
I
-
ISSUED 1 96 2 - 11
 SECTION II MOONEY
LIMITATIONS M20J

WNOTOPEN
ABOM 132 KW
RAW SOURCE -lu
ON P
Lm
ON LOWER IBT I W R U $ ~ PANEL
wmow

ONcaWSOEABQYEL~
(UNDER MomrRE CONIROL)
ON WHT IWSTRUUW PANEL ADUCWl TO
TACHOUETER (UcCAULEY PRDPEU+R ONLY)

ON LOWER CONSOLE BnOW COHlROLS

LIKE PHONE
4 s

* PUSH TO RELEASE -m
LOWER LEFT irmRUUENl
PANEL

E M E N WE ON
RaRGDmGW(MmMONRO+ASE
r

NAV 2 NAV 2 lND INTERCOM FUEL FLOW ISOLATE

(LEGENDS MAY VARY WITH INSTALLED EQUIPMENT)

ELT PUCARD - P
TW, RIGHT ~ U U E N TAN
n

AIRPLANE FLIGHT MANUAL FAA APPROVED

2 - 12 ISSUU) 1 - 9 6
 MOONEY SECTION I1
M20J LIMITATIONS

FLOOR BOARD AFT OF CONSOLE

FLOOR BOARD F V D OF PILOT ON MAGNETIC COMPASS

El
SEAT
RED 1
PANEL LIGHTS

RIGHT L O V E R RADIO PANEL -354 ON RETRACT TUBE WHITE

(DISPLAYED THRU VINDOV ON
FLODRBOARD VHEN LDG. GR. I S
RETRACTED.)

DO NOT
SLAM DOOR
LOCKED
/ \
ABOVE INSIDE CABIN ~ 0 0 ~ ; " ~ ~

-137 -834
ON LOVER ENGINE CONTROL ABOVE INSIDE BAGGAGE DOOR HANDLE
CONSOLE
FAA APPROVED A I W E FLIGHT MANUAL
-
ISSUED 1 96 2-13
 SECTION II MOONEY
LIMITATIONS M20J

GEAR

DOWN

0 0
-369
-379
(DISPLAYED THRU WINDOW I N
RIGHT CONSOLE ABOVE AND FLDORBDARD WHEN LDG, GR,
BELOW FLAP SWITCH IS EXTENDED)

I1
x
]1
PUSH INCREASE
-383
WSH INCREASE
-385
PUSH RICH
-387

ABOVE EACH CONTROL ON LOWER INSTRUMENT PANEL

W NOT EXCEED 10 LBS (4.5 Kg) IY 7H6 COUPARNENI

USE FOR S T W E Of W;HT SMI ARllCLES OW
WARNING: SEE ARCtW LWNG SCHEDULE MTA
FOR BAM;AC;E COLlPUrmENT ALLOWABLE

-155
ABOVE BAGGAGE COMPARTMENT IIN HATRACK SHELF
AIWLANE FLIGHT MANUAL FAA APPFtOMD
2 - 14 -
ISSUED 1 96
MOONEY SECTION 1
M20J LIMITATIONS

WWQIMCEFO120LBS
WARNING: g4&IN THS WUPAmmn
WNG SQ~LW~EMTA
m a m M E CO- AUQMaE
-153
ON TDP &AGCACE DOOR JAMB

I-

WARNING
DO NOT EXCEED 170 LBS.
(77.1 Kg) ON M S SEAT BACK.
PEMClWT--mA
ON LOWER CONSOLE
F O R ~ ~ ~ U L Q M I L E :
BnOW W SrmCH

-378
ON FORWARD END OF REAR SEAT
BOTTOU STRUCTURE GURE PANEL
SHIELD
-380 -384
C U R UP 107 KW
CEAR ON 132 KIAS UNDER RIGHT R9MO PANEL
CEAR DmNDfD 132 KIAS
PUSH G E M UP (FUSES)

03
CEARSAFm
Q
GEAR DM
BvPASS

-393
UPPER CENTER INSTRUMENT PANEL
>

FAA APPROVED AIRPLANE FLIGHT MANUAL

ISSUED 1 98- 2-15
SECTION II MOONEY
LIMITATIONS M20J
FUSELAGE INTERIOR (inside tailcone)
The follow in^ placards must be installed inside the tailcone at the locations specfied.

MAINTAIN
LEVEL HERE
-071
ON HYDRAULIC BRAKE RESERVOIR

ENGINE OIL
OIL INSTALLED I N THIS ENGINE I 8

NEXT OIL CHANGE IS DUE AT ,

,,,
,,,
,,,
-HRS.
,
(USE GREASE PENCIL) TACH TIHE

-750
ON OIL ACCESS/FILLER DMR

AIRPLANE FLIGHT MANUAL FAA APPROMD

2-16 ISSUED 1 96 -
 MOONEY SECTION II
M20J LIMITATIONS
EXTERIOR
The following placards must be installed on the exterior of the aircran at the locations
specified.

TlRE PRESSURE 30 PSI

(207 KPA) -761
ON MAIN GEAR DOORS

TlRE PRESSURE 49 PSI

(338 KPA) -7s9

ON NOSE GEAR DOOR

iwLL (w6
FUEL-100 GREEN) or
uw. on.
32 U.S. GAL
FUEL- 100 GREEN) or
i w u (mu6 wH. om.
121.2 LITERS USEABLE

STUJMRD

FUEL-100 GREEN) or
look 18Lu6 w. on.
ON FUEL TANK CAPS
OPTIONAL

I TOWING LIMITS
-700
DO NOT PUSH
-009

t
ON LEADING EDGE OF HORIZONTAL
STABILIZER AND TRNLING EDGE
WARNING OF BOTH SIDES OF RUDDER
DO NOT EXCEED
TOWING LIMITS
-701
ON NOSE GEAR LEG

NO STEP
-007

ON INBOARD END OF FLAPS. WlNG LEADING

EDGES AND WlNG AHEAD OF FLAPS
FAA APPROVED AIRPLANE FLIGHT MANUAL
-
ISSUED 1 86 2 - 17
SECTION II MOONEY
LIMITATIONS M20J

HOIST POINT -01 1

ON UNDERSIDE OF WINGS (2 PLCS)

FUEL DRAIN PlTOT DRAIN

UNDER EACH WING NEAR SUMP MUlNS UNDER LEFT HAND WING W C EDGE
N M FUSEUCE

GASCOLATOR STATIC DRAIN

DRAIN UNDER TULCONE m OF WING
UNDER FUSELAGE AFT OF tRAlUNG EDGE
HOSE WHEEL mu

m C - 8

AIRPLANE FLIGHT MANUAL FAAWROVED

2-18 ISSUED 1-96
MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES

TITLE . . . . . * . . . . . . . . . . . . . . PAGE

INTRODUCTION . . . . . . . . . . . . . . . . . . .
AIRSPEEDS FOR EMERGENCY OPERATIONS . . . . . . . .
ANNUNCIATOR PANEL W I N G LIGHTS . . . . . . . . . .
ENGINE . . . . . . . . . . . . . . . . . . . . . .
PO= LOSSDURING TAKEOFF ROLL . . . . . . . . .
P O W LOSSAFfER LIFTOFF . . . . . . . . . . . .
P O W 3 LOSS .IN RIGHT (RESTART PROCEDURES) . . . .
ENGINE ROUGHNESS . . . . . . . . . . . . . . .
ELECTRIC C O W FLAPS FAILURE .FULL CLOSED POSIRON . .
HIGH CYLINDER HEAD TEMPERANRE . . . . . . . . .
HIGH OIL TEMPERATURE . . . . . . . . . . . . . .
LOW OIL PRESSUE . . . . . . . . . . . . . . .
ENGINE DRIVEN FUEL PUMP FAILURE . . . . . . . . .

FIRES . . . . . . . . . . . . . . . . . . . . .
.
ENGINE F I E DUWNG STARTON GROUND . . . . . .
ENGINE FIRE .IN FLIGHT . . . . . . . . . . . . .
.
ELECTRICAL FIRE IN FLIGHT . . . . . . . . . . .

EMEROENCYDESCENTPROCEDUS . . . . . . . . . . .
GLIDE . . . . . . . . . . . . . . . . . . . .
FORCED LANDING EMERGENCY . . . . . . . . . . . . .
GEAR REIRACTU) OR EXTENDED . . . . . . . . . . .
SYSTEM EMERGENCIES . . . . . . . . . . . . . . . .
PROPULER . . . . . . . . . . . . . . . . . .
FUEL . . . . . . . . . . . . . . . . . . . . .
ELECTRICAL . . . . . . . . . . . . . . . . . .
LANDING GEAR . . . . . . . . . . . . . . . . .
OXYGEN . . . . . . . . . . . . . . . . . . .
ALTERNATE STATIC SOURCE . . . . . . . . . . . .
UNLATCHED DOORS IN FLIGHT . . . . . . . . . . . .
ICING . . . . . . . . . . . . . . . . .
SPINS . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY W T OF AIRCRAFT . . . . . . . . . . . . .
OTHER EMERGENCIES . . . . . . . . . . . . .

ISSUED 1.98 3-1

SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

-
ISSUED 1 Q6
MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES

1INTRODUCTION I
P I

This section rovides the recommended procedures to follow during edverse flight condi-
tions. The inkrmation is presented to enable you to form, in edvance, a definite plan of
action for coping with the most probable emergency situations which could occur in the
operation of your airplane.
As it is not possible to haw a procedure for ell types of emergenciesthat may occur, it is
the pilot's responsibility to use sound judgement based on experience and knowledge of
the aircraft to determine the best course of adion. Therefore. it is considered mandetory
that the pilot read the entire manual, especially this section beforenight.
M e n applicable, emergenc procedures essocleted with optional equipment
such as autopilots are inclu&d in SECTION IX

-
I NOTE I
All aimpaeds in this section am indicated (IAS) and assume zero instrument
error unless state+dothsrwirs.

-
ISSUED 1 98
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

IAIRSPEEDS FOR EMERGENCY OPERATIONS I

CONDITION . . . RECOMMENDED SPEED

ENGINE FAILURE AFTER TAKEOFF

Wng flaps UP . . . . . . . . . . 85WAS

Wng Raps COW' . . . . . . . . . . 75 WAS

MAXIMUM GUDE SPEED

03 KlAS
90 WAS
87 KlAS
84 KlAS

MANEUVERING SPEED

118 WAS
115 WAS
109 MAS
104 KlAS

PRECAUTIONARY LANDING WlTH ENGINE POWER,

Flaps D O W . . . . . . . . 75 KlAS

EMERGENCY DESCENT (GEAR UP)

Smooth Air . . . . . 196 KlAS

Turbulent Air
2900 lb11315 Kg . . 120 KlAS
2740 lbl1243 kg . . 115KlAS
2470 lb11120 kg . . 109 WAS
2250 lbll021 kg . . 104 KlAS

EMERGENCY DESCENT (GEAR DOWN)

Smooth Air . . . . . . . . . . 132WAS

Turbulent Air
2900lb11315Kg . ~ . 120 KlAS
2740 lb11243 kg . . . 115 KlAS
2470 lb11120 kg . . . 109 WAS
2250 lbl1021 kg . . . 104 KlAS

3-4 -
ISSUED 1 96
MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES
I ANNUNCIATOR PANEL WARNING LIGHTS I
WARNING UGHT FAULT a REMEDY
GEAR UNSAFE RED light indicates landing gear is
not in iully extended or ret%cfed po-

LEFT or WGHT FUEL RED light indicates 2 112 to 3 allons

(8.5 to 11.4 tilers) of usable &el re-
main in the respective tank. &Itch
to fuller tank.
PROP DE-ICE BLUE light Indicates power applled
(if installed) to De-ke boots.
PlTOT HEAT BLUE tiiht indicates power applied
to heater. (On some foreign AM: -
AMBER light indicates power is NOT
applied to Fitot Heat).
SPEED BRAKE Speedbrakes are extended.
(if installed)
HllLO VAC (Flashing) Suction is below 4.25 In. Hg. (FED)
HlRO VAC (Steady) Suction is above 5.5 In. Hg. (RED)
-
l-
NOTE1
Attitude and dimctional g y m am unreliable when VAC light is illurninatad
(steady or flashing). Vacuum system should bs checked andlor adjusted as
soon as practicable.

ALT WLTS FED light indicates alternator output

(Flashing) is low. Refer to "ALTERNATOR OUT-
PUT LOW' .
ALT WLTS FED light indicates overvoltage and
(Steady) Celd CIB tripped or Reid switch is
OFF. Refer to "ALEWJATOR O W -
VDLTAGE .

START POMI? R€D light indicates switch or relay is

engaged and starter is energized.
Flight should be terminated as soon
as practicable. Engine & electrical
system dam e may result. This is
normal i n d i c z n during engine start.

STBY VAC AMBER light indicates stand-by vac-

(if installed) uum system is ON.
EMOTE RNAV AMBER light indicates DME not
(if installed) slaved to RNAV.

BOOST PUMP Fuel Boost Pump is ON.

ISSUED 1 96-
 SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

pziiiq
-
POWER LOSS DURING TAKEOFF ROLL
Throttle . . . . .. . . . . . CLOSED
Brakes . . . . . . . . AS'REQUIRED
Fuel ~ele&r . . . . . . . . . . . . . . . OR
MagnelolSlarter &itch'. . . . . . . . . OFF
Master . . .. . . . . . . . . OR
-
POWER LOSS AFTER TAKEOFF a IN FUGHT (RESTART PROCEDURES)
Airs eed . . . . . . . . . . . . . 85 WAS
~uePSelecior . . . . . . . . S E ~ E O~HER
~T TANK
Fuel Pressure . . . . . . . . . Verify in GREEN ARC
Fuel Boost Pump . . . . . . . . . . . ON (IF REQUIRED
Throttle . . . . . . . . .. -- F
Fuu . - . .-o- - -
4
Propeller . . . . . . . . NUFOR\IWW)
Miure . . . . . . . . N L L F O ~
Magneto ~iarterl&ich' . . . . . . VERIFY on "BOTH'"
If engine does not restatt after initial attempts:
Mixture 1 . U CUTOFF (Initially)
then i v a n c e siowly toward'Rld~until englne starts.
If engine does not restart, extablish best glide speed and proceed to:
FORCED LANDING EMERGENCY.
After engine restam:
Throttle . . . . . . . . ADJUST as required
Propeller . . . . . . . . . . . . ADJUST as required
Mixture . . . . . . . & -as power
~ is restored
LAND AS SOON AS PRACTICABLE; COFWECT MALFUNCTION FfUOR TO NEXT
FLIGHT.
ENGINE ROUGHNESS
Engine Instruments . . . . . . . . . . . . . CHECK
Fuel Selector . . . . . . . . . . . OMER TANK
Mixture . . . . &UST f i r smooth operation
~agnetol~iarter Select R or Lor BOTH.
If ro~ghness'd&~~ears
on sk@l; megneto, monitor pbwer and continue on
selected magneto.
11111111111111111
11 WARNING /I
1111111/111111111
The engine may quit completely when one magneto is switched off if other
magneto is faurn. H this happew, closa throttle to idle and mixture to idle
cutoff before turning magnetos ON to prevent a severe afterfirs. When
magnetos have been turned back on, proceed to POWER LOSS IN FUGHT.
Severe roughness may be sufficient to cause pmpelkr separation. Do not
-
continw to operata a rough engine unless there is no other almative.

Throttle . . . . . . . . . . . . . RU)UCE
Check if a lesser throllle setting causes roughness to decrease.
If severe engine roughness cannot be eliminated LAND AS SOON AS PRACTICABLE.
-
ELECTRIC COWL FLAPS FAILURE FULL CLOSED POSITION
Acceptable engine operating temperatures can ahvays be maintained during Right with
the cowl flaps failed in the hrll closed position using the following procedure:

-
3 6 -
ISSUED 1 06
MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES

Power . . . . . . . . . . AS FZEQUIW
Mixture . . . . . . . . . RICH
Airspeed . . . . lb KlAS
d ~emphure. .
Cylinder ~ e i 0ii MONITOR -- N & & L O P E ~ A ~ NRANGE
G
HIGH CYLINDER HEAD TEMPERANRE

Mixture . . . . . . . . . ENRICH As Required

Cowl Flaps . . . . . . . . . OPEN as required
Ainpeed . . . . . . . . INCREASE As Required
Power . . . . . . . . . . . . . REDUCE
. . . . . . if temperature cannot be'maikainedwithin limls.

HIGH OIL TEMPERATURE

-
- 1N o w
Prolonged high oil tempfatun indicatbns will usually be accompanied by a
drop in oil pressure. H oil pressure remains normal, then a high tern ratum
indication may be caused by a faulty gauge or tempratun p&.

Cowl Raps . . . . . OPEN

Airspeed . . . . . . INCREASE
Power . . . . . . EDUCE

PREPARE FOR POSSIBLE ENGINE FAILURE IF TEMPERANRE CONTINUES HIGH.

LOW OIL PRESSURE

Oil temperature and pressure . . . . . . . Monitor

Pressure below 25 PSI . . . . MPECT'ENGINE
FAILURE,
to FORCED LANDING EMERGENCY.

ENGINE DRIVEN FUEL PUMP FAILURE

An engine driven fuel pump failure is probable when the en$ine will only operate wlh the
boost pump ON. Operation of the engine with a failed englne driven fuel pump and the
BOOST ON will require smooth operalion of the engine controls and corresponding mix-
ture chan e when the throllle is reposlioned or the engine speed is changed. W e n
retardmg krottle or reducing engine speed lean the mlxture to prernml engine power loss
from an ownich condlin. Enrich the mixture when openlng the throttle or increasing
engine speed to prevent engine power loss from a lean condition. Always lean to obtain a
smooth running engine.

The following procedure should be followed when a failed engine driven fuel pump is
suspected:

Miure . . . . . . . . . . . . . . . IDLE CUT?

Throttle . . . . . . . . CRUISE Posttion
Fuel Boost Pump . . . . . . . . . . . . . . . ON
Mixture . . . . INCREASE
untiiengine &ark and adjust'for smooth engine operation.
LAND AS SOON AS PRACTICABLE.

ISSUED 1 98 - 3-7
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

ENGINE FlREOURlNG START ON GROUND

MegnetofStarterWitch . . . . . . . CONTINUE cranking
If enaine stam
Power . . . . . . . . . 1500 RPM for several minutes
or until fire is extinguished.
Engine . SH- -1nrp.ctforQmap
~fengine doe; NOT Art:
MegnetofStarterSwitch . . . CONTINUE cranking . .
Miiure . . . . . .
. IDLE CUTOFF . .
'Ihmttle . . . . . . FULL F O R W
Fuel se~ecior~aive' . . . . . . . . . . . . . . O F F
MagnetolStarter %itch' . . . . . . . . . . . . . . OFF
Master Swctih . . . . . . . . . OFF
Fire . . . . . . . . . . . E~TINGUISHwith ilre kinguisher
ENGINE FIRE-IN FUGHT
Fuel Selector Valve . . . . . . . . . . . OFF
Throttle . . . . . . . . . . . . . CLOSED
Mixlure . . . . . . . . . IDLE CUTOFF
~agnetol&arter&itch' . . . . . . . . . . OFF
Cabin Ventilation L ~eating'~ontrok . . . . . . . . . . &OED
Cowl Raps . . . . . . . . . . . CLOSEp
Landin Gear
~ngdaps . : : .
. . . . .
.
.
or u ~ & ~ i nD @as necessary
. . .
on tenam

-
- l NOTE1
If fim is not elinguished, attempt to increase aimow over the engine b
increasing glide speed and open cowl Raps. Proceed mth FORCED LAND~NG
EMERGENCY. DOnot attempt an engine nrtaft.

ELECTRICAL FIRE- IN FUGHT (Smoke in Cabin)

Master Switch . . . . . . . . . . . . OFF
111111111111111
IMIARNINOIl
lll/lllllllllll
Stall warning and gear warning am not available with Master Switch OFF.

Alternator FieM Switch . . . . . . . . . . . . . . Off

All Electrical Witches . . . . . . . . . . . . . . OFF
Cabin Ventilation . . . . . . . . . . . . . . OPEN
Heating Controls . . . . . . . AS DESIRED
Circuit Breakers . CHECK to identif; fau~ycircuit if possible.

If electrical power is essential for the flight, attempt to identify and isolate faulty circuit as
follows:
Master Witch . . . . . . . . . . . . . . . ON
Alternator FieM witc'h ON
Select ESSENTIAL switches ON one at a time; permi a s h o i time to elapse before
activating an additional circuit.

LAND AS SOON AS POSSIBLE.

-
3 8 ISSUED 1 gB-
MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES

- - -
In the event an emergency descent from hihaltiude is required, rates of descent of
approximately 2,000 feet per minute or greater can be attained with the aircralt in two
different configurations.
\IUth the ear and flaps retracted and cowl flaps closed, an ainpeed of 198 knots will be
required k r maximum rate of descent. W h the gear extended, flaps retractsd and cowl
flaps closed, an airspeed of 132 knots will also give approximately the same maximum rate
of descent. At 132 knots and the gear extended, the angle of descent will be reater, thus
resulting in less horizontal distance trawled than a descent at 196 knots. A8ditionally, a
descent at 132 knots will provide a smoother ride and a safer airspeed in the event air
turbulence is encountered, resulting in less pilot workload.
Therefore: The following procedureshould be used for an emergency descent:
Power . . . . . . . . RETARD initiall
Airspeed . . . . . . . . . . . . . . 132 JZKIA~
Landin G a r . . . . . . . . . . . DClEND
\IUng +laps . . . . . . . . . . . . . . . . UP
CowlRe~s . . . . . . . . . . . . . . . . &OSU)
Power ~ u r i n gDescent AS WQUIRED
to maintain'cylinde; lie& ~'empkrathe300''~(149' C) minimum.

MAXIMUM GUDE DISTANCE

MODEL MZOJ

ISSUED I W- 3-9
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

-
POWER OFF GEAR RETRACTED OR EXTENDED
Emergenc Locator Transmitter . . . . . . . . ARMED
Seat ~ettd~houlder
Harnesses . . . . . . . SECURE
Cabin Door . . . . . . . . . . . . UNLATCHED
Fuel Selector . . . . . . . . . . . . . . . OR
MMure . . . . . . . . . . . . . IDLE CUTOR
~a~netolSiarter . . . . . . . . . . . OFF
Wng Raps . . . . . . . . . . Full l h V k 4 . (33 &fees)
Landing Gear . . . . . . . DOW or UP Depend~n on Terrain
Approach Speed . . . . . . . . . . . AS SLOWA8 POSSIBLE
Master Switch . . . . . . . . . . OFF, prior to landin
Landing . . . . . . . . . . . . kkl,TAIL LOWA~T~TUD!

[ SYSTEMS EMERGENCIES 1
PROPEUER
PROPEUER OVERSPEED
Throttle . . . . . . . . . . . RETARD
Oil Ressure . . . . . . . . . . CHECK
Propeller . . . . . D E C R ~ & ,set if any control avaliable
Airspeed . . . . . . . . RUlUCE
Throttle . AS &QUI& td mintain RfjM delow 2700 RPM

-
FUEL
LOW FUEL FLOW
Mixture . . . . . . . . . . . . ENRICH
Fuel ~elecior . O ~ S I ? E(hiliest TANK
Ifcondition u60 h e 1 B ~ O & P U &d.
~ n;ce&ary .~~'UNMNG SHOULD dE
M E AS SOON AS PRACTICABLE.
ELECTRICAL
ALTERNATOR OVERVOLTAGE
IVoltaae wamina - liaM
- illuminated steady and Anernator F i l d circuit
breaker apped.)
Avionics Master . . . . . . . . . . . OFF
Master OFF, then ON
r ihk&inL'9ht is i iilumhatsd, the f&o&g & i s are r i u i r h :
Alternator Re C rcun Breaker . RESET
If circuit breaker fill not.re&t, the
foilov;ing prkedures am rsquirad:
1. Non-esential electrical equipment . . . . OFF to conserve battery power.
2.. Land, when practical, to correct matfunction.
ALTERNATOR OUTPUT LOW
(Voltage warning light flashing; ammeter showing discharge)
1. Nonesential electrical equipment . O R to consem battery power.
2. Land, when practical, to correct maifunction.
Battery endurance will depend upon battery condition and electrical load on the battery.
-
- I NOTE I
A tripped main altemator circuit breaker can only be caused by a shorted
alternator circuit and cannot be comcted by msetting braaker. This should
be verifiid by attemptin to mset breaker not mom than one time. If this
fails, turn alternator f 1 1 1 8 ~ cOFF.
h Tum OFF all n o n = ~ n t i a IeIe?ric?l
equipment and termmate fl~ghtas soon as practical. Repa~rmalfunct~on~ng
atternator prior to next flight.
3 - 10 -
ISSUED 1 96
 MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES
LANDING GEAR
FAILURE OF LANDING GEAR TO EXTEND ELECTRICALLY
Airspeed . . . .132 KIAS or less .
Landing Gear h u k o r circuit baker . . . . . . PUU . .
Gear Swiich . . . . , . . DOW
Manual Gear ~xtension'~edha&m . . L A ~ HFOR~M~DIL&ER BACK
to engige manual extension mechansm.
7

-
INOW
Stowly pull T handb 1 to 2 inches (2.6 t o 6.1 cm) t o rotate clutch
rnechanim and allow it to engage drive shaft.
T-Handle . . .
. . . . W U (12 to 20 times
and +nh'untii gear is down and locked,
GE4R D O W light illuminaled; STOP when resistance is felt.
Visual Gear Dawn Indicator . . . . CHECK ALIGNMENT
by viewing ' h m dl&ly above the indicator.
......-
-------
CAUTION
Continuing t o pull on THandle after GEAR DOWN light ON will bind actuator;
elscbiCal mtractlon MAY NOT be posribb until bindin0 is eliminafad. Return
lever to normal position and recum latch. Reset landing gear actuator CIB.
lNilNllllllll
IMlARNlNON
111111111111111
Do not opereta landing gear ekctricalty with manuel extension system
engaged.
FORCED IANDING EMERGENCY
GEARRETRACTEDORWTENDED
Emergency Locator Transmitter . . . . . hWhlED
Seat Belts and Shoulder Hamesses . . . SECURE
Cabin Door . . . UNLATCHU)
when sum of making landing ama:
Fuel Selector . . . . . . . . . . . . . . OR
Throttle . . . . . . . . . . . . . AS'REQUIRED
M iure . . . . . . . . IDLECUTOFF
~agnelol~laier . . . . . . . . . . . . OFF
WngFlaps . . , , . . FliLdOhkl 3 3 )
LandingGear .
Master Switch . . . . . . . . . . . .
:
~ ~ ~ D O ~ ~ ~ D ~ P E N D I N G O P J ~ E
OFF
Approach Speed . . . . . . . . . & SLOW'& ~ossible
Landing . . . . . . . . Lb&, TAIL LOW A l l l N D E
FAILURE OF LANDING GEAR TO RETRACT
AIRSPEED . . . . . . . . . . . . . . Below 107 MAS
GEARSwiich . . . . . . . . . . . UP

--
IF GEAR FAILS TO RETRACT, GEAR HORN SOUNDING, GEAR ANNUNCIATOR
LIGHTS and GEAR SAFElY BY-PASS LIGHT ILLUMINATED:
GR SAFETY BY PASS SWTCH . . DEPRESS
and 'Hob until landing gear kllyretracted
GEAR D O W and GEAR UNSFE Ughts . ECnNGUlSHED
GEAR RUAYS Circuit Breaker PULL
( & m i n i h& and 6ear'By-~a&light wili g o ' ~ F F
ISSUED 1 96- 3 - 11
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

CIATOR LIGHTS and GEAR BY-PASS LIGHT NOT ILLUMINATED:

-
IF GEAR FAILS TO RETRACT, GEAR HORN DOES NOT SOUND, GEAR ANNUN-
-
EMERGENCY GEAR EXTENSION LEER . . Verify LATCHED in proper position.
GEAR RELAYS Circuit Breaker . . . . . . . RESET
CONTINUE FLIGHT If desired.
When ready to extend knding gear:
AIRSPEED . . . . . . . . . Below 132 KlAS
GEAR RELAYS'CIR~UIT-6 . . . . . . . . . RESFT
GEAR SWATCH . . . . . . . . DOWN position
If gear will not eatend electrically, refer to FAILURE OF LANDING GEAR TO EXTEND
ELECTAICALLY.
OXYGEN
Refer to SECTION IX, if aircrafl is equipped with oxygen.
ALTERNATE STATIC SOURCE
The alternate static air source should be used whenever it is suspected that normal static
air sources are blocked. Selecting Alternate Static Air changes the source of static air for
altimeter, ainpeed indicator and rate-of-climb from outside aircraft to cabin interior.
M e n alemate static air source is in use, adjust indicated ainpeed and altimeter readings
according to the appropriate alternate static source airspeed and altimeter calibration
tables in SECTION V.
The static air source valve is located on lower left portion of pilot's Riiht panel above pilot's
lefl knee.

When using the altomate static source t

h pilots window and a i ~ e n t s
MUSTBEKEPTCLOSED
Alternate Static Source . . . . W U ON
Airspeed and Altimeter ~ e & i n & . . . ~ ~ ~ ~ ~ ~ a l i b r a t i o n s 'SECTION
' ~ a b l e sV,

1 UNLATCHED DOORS IN FUGHT I

CABIN DOOR
If cabin door is not properly closed it may come unlatched in lliight. This may occur during
or just after take-off. The door will trail in a position a proximately 3 inches (7.6 cm) open,
but flight characteristics of the airplane will not be aimed. Retum to the field in a normal
manner. If practicable, secure door in some manner to prevent it from swinging open
during landing.
If it is deemed impractical to return and land, the door can be closed in tiight. afler
reaching a safe altitude, by the following procedures:
Airspeed . . . . . . . . . . . . . . . . QSKIAS
Pilot's Storm findow . . . . . . . . . . OPEN
Arcrafl . . . . . . . . RJGHT S ~ D E ~ (I wP h t bank
. . . . . . . . . . . . . . . with leR rudder)
Ddor . . . . . . . . . piiuSHUT LATCH
BAGGAGE DOOR
If baggege door is not properly closed, it may come unlatched in flight. This may occur
during or afler takeoff. The door may open to its full open position and then take an
intermediate position d ending upon speed of the aircrafl. There will be considerable
wind noise; loose, light gjects may exit aircrafl if in vicinity of open door. There is no way
to shut and latch door from inside; fly aircrafl in normal manner; LAND AS SOON AS
POSSIBLE and secure baggage door.
3-12 ISSUED 1 96 -
 MOONEY SECTION Ill
M20J EMERGENCY PROCEDURES
Baggage Door latching mechanism MWN PROPERLY ENGAGED
. (insidelat~hingme'chanism)thenshutfmmtheoutside.

I ICING 1
111111111111111
IMIARNINGII
IIIIIIIIIIIIII/
DO NOT OPERATE IN KNOWN ICING CONDITIONS.
The Model M M I is NOT APPROVED for flight into known icing conditions and operation
in that environment is prohibited. However, H those conditions are inadvertently encoun-
tered or lfi ht into heavy snow is unavoidable, the following procedures are recom
mended until%rther icing conditionscan be avoided:
INADVERTENT ICING ENCOUNlER
Pitot Heat . . . . . . . . . . . . . . ON
Ropeller ~ e - l c e . . . . . . . ON '(F installed)
Alternate Static Source . . . . . . . . . . . ON (rf required)
Cabin Heat & Defroster . . . . . . . . . . . . . . ON
Turn back or change attnude to obtain an outskie air temperature less conducive to icing.
Move propeller control to maximum f?FW to minimire Ice build-up on propeller blades. If
ice builds up or sheds uneventy on propelter, vibration will occur. M excessive vibration is
noted, momentarily reduce e ine s eed with propeller control to bottom of GREEN ARC,
then rapklily move control F
dxF O ~ .
-
-
lNow
Cycling RPM flexes propeller blades and high RPM increases centrHuga1
fone which improve8 propeikr capability to shed ice.
As ice builds on the airframe, move elevator control fore and aR slightly to break any ice
build-up that may have bridged gap between elevator horn and horizontalstabilizer.
Wtch for signs of induction air finer blockage due to ice build-up; increase throttle setting
to maintain manifold pressure.
-
W
-
IN o w
ice blocks induction air filter, atternate air system will open automatically.
VUth ice accumulation of 114 inch or more on the airframe, be prepared for a significant
increase in aircmR weight and drag. This will result in SQnificantly reduced cruise and
climb performance and higher stall speeds. Plan for higher approach speeds requiring
higher power settings and longer landing rolls.

--..---- -
CAUTION
- - m e - . .

Stall warning system may be inoperative.

The defroster ma not clear ice from windshield. If necessary open pilot's storm window
for visibility in lanAng approach and touchdown.
VUth ice accumulations of any amount, use no more than 15' flaps for approach and
landing. fly approach speeds at least 10 knots higher than normal, expect a higher stall
speed resulting in higher touchdown speed with longer landing roll. Use normal flare and
touchdown technique.
Missed approaches SHOULD BE AVOIDED whenever possible because of severiy re-
duced clmb performance. If a go-around is mandatory, apply FULL POWER, retract
landing gear when obstacles are cleared; maintain 90 WAS and retract wing flaps.
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

1//11111111/11/1
11 WARNING I1
11111/111/1!1111
Up to 2000 feet altitude ma be lost a a o m turn spin and recovery;
STALLS AT LOW ALXTUDE
- ARE EXTREMELY CRITICAL

-
l NOTE1
The best spin lacowry mchnique is to avoid flight conditions conduchm t o
spin entry. Low s m d flight near stall should be a roached with caution
and excrssive flight control m m m r n r s in this fl& regime should be
avoided. Should an unintentional stall occur the r i n n f t should not be
atlowd to progress into a deep stall. Fast, but smooth stall mcovery will
minimuze the risk of progressing into a spin. If an unusual post stall attitude
develops and results in a spin, quick application d antispin procedures
should shomn t h lacowry.

INTENTIONALSPlNS ARE PROHIBITED.

In the event of an inadvertent spin, the following recovery procedure should be used:

Throttle . . . . . . . . . . . RETARD lo IDLE

Ailerons . . . . . . . NEUTRqL
Rudder . Apply FUU RUD* opposite ;he direction of sptn
Control k e e l . . FOR\IWW)of neutral in a brisk motton
. Additional ~ d d e l e \ r n t o control
; may be required ifthe rotation does not stop
HOLD ANTISPIN CONTROLS UNTIL ROTATION STOPS.
Wng Flaps (If extended) . FEIWCT as soon as possible
Rudder . . . . . . . . . NEUTRALIZE when spin stops
~ontrol~eel. . . . . . . SMOOTHLY M O M AFT
. . . . . . to bri;lg the nose up to level flight altitude.

I EMERGENCY EXIT OF AlRCAFf I

CABIN DOOR
WLL latch handle AFT.
OPEN door and exit aircraft.

BAGGAGE COMPARThlENT DOOR (AUXILIARY WIT)

Release (PULL U rear seat back latches on Spar.
Fold rear seat bazs forward. CLIMB OMR
PULL off plastic cover.
WLL latch pin.
Lift red handle "UP.
OPEN door and exit aircraft.

To VERIFY RE-ENGAGEMENT of baggage door outside latch mechanism:

Open outside handle fully
Close inside RED handle to en age pin into cam slide of latch mechanism
Place lalch pin in hole to hold !ED handle D O W
Re lace cover.
C&CK and operate outside hendie in normal manner.

ISSUED 1 96-
MOONEY SECTION Ill
M20J EMERGENCYPROCEDURES

I OTHER EMERGENCIES]
Refer to SECTION IX for EMERGENCY PROCEDURES of Optional Equipment.

-
ISSUED 1 98
SECTION Ill MOONEY
EMERGENCY PROCEDURES M20J

BLANK

-
ISSUED 1 96
 MOONEY SECTION IV
M20J NORMAL PROCEDURES

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INlRODUCTION . . . . . . . . . . . . . . . . . . .
PREFLIGHT INSPECTION . . . . . . . . . . . . . . . .
BEFOE STARTING CHECK . . . . . . . . . . . .
ENGINE START . . . . . . . . . . . . . . . . . .
FLOODED ENGINE START . . . . . . . . . . . . . . .
\NRM ENGINE START . . . . . . . . . . . . . . . . .
BEFORE TAXI . . . . . . . . . . . . . . . . . . . .
TAXI . . . . . . . . . . . . . . . . .
BEFORE TAKEOFF . . . . . . . . . . . . . . . . .
TAKEOFF . . . . . . . . . . . . . . . . . . . .
CLIMB . . . . . . . . . . . . . . . . . . . . . .
CLIMB (CRUISE) . . . . . . . . . . . . . . . . .
CLIMB (BEST RATE) . . . . . . . . . . . . . . . .
CLIMB (BEST ANGLE) . . . . . . . . . . . . . . .
CRUISE . . . . . . . . . . . . . . . . . . . . . .
FUEL TANK SELECTlON . . . . . . . . . . . . . . . .
DESCENT . . . . . . . . . . . . . . . . . .
APPROACH FOR LANDING . . . . . . . . . . . . . . .
GO AROUND (BAU<ED LANDING) . . . . . . . . . . . . .
LANDING . . . . . . . . . . . . . . . . . . . . .
TAXI AFTER IANDING . . . . . . . . . . . . . . . . .
SHUTDOW . . . . . . . . . . . . . . . . . . . .
SECURING AIRCRAFT . . . . . . . . . . . . . . . . .

ISSUED 1 .96 4
SECTION IV MOONEY
NORMAL PROCEDURES M20J

IINTRODUCTION I
This section describes the recommended procedures for the conduct of normal operations
for the airplane. All of the required (FA4 regulations) pmcedures and those necessary for
operation of the airplane as determined by the operating and des$n features of the
airplane are presented.
These procedures are provided to present a source of reference and review and to sup ly
information on procedures which are the same for all aircraft. Pilots should farniliaRe
themselves with the procedures given in this section in order to become proficient in the
normal operations of the airplane.
Normal procedures associated with those optional systems and uipment which require
handbook supplements are provided by SECTION IX (~upplemenaData).

-
ISSUED 1 88
 MOONEY SECTION IV
M20J NORMAL PROCEDURES

PREFLIGHT INSPECTION 1

1. Cockpit -
Gear Switch . . . . . . . . . . . Dow
MagnetoIStarter&itch' . . . . . . . . . . . OFF
Master Switch . . . . . . . . . . . . . ON
Rocker Switches . . . . . . . . . . . . . OR
Circuit Breakers . . . . . . . . . IN
Battery Voltage . CI~ECK~~-~~~LTS)
IntemaUExtemalG h t s ' . . . . . . . CHLCK Operation
-
Fuel Gauges Quantly
Piot Heat Swiich . , ' 0 ~ : ~ h e cfjitot
k ' ~ e~nnunciator
i
CHECK
IUUMINATU)
Piot Heat Swiich . . . . . . . . . . . . . OFF
Master Swiich . . . . . . . . . . . . .OFF
2. W h t FuselqeKail Cone-
Instrument.Sat~cPp? . . . . . . . UNOBS7RUC7ED
General Skln Condi~on . . . . . . . . . . . . . INSPECT
Access Panels . . . . . . . . . SECURED
Tail Tiedown . . . . . . . . . mObE
3. Empennage -
Elevator and Rudder attach points and control linkage attachments .
. INSPECT
General Skin Condition . INSPECT-Remove ice, snow, or fmst.

4. Lefl Fuselageflail Cone-

Fresh Air Vent (on Dorsal Fin) . . . . . . . . . . CLEAR
Instrument ~ l a t ~
port
c . . . . . . . . . . UNOBSTRVCTED
General Skin Condition . . . . . . . . INSPECT
TallconeIErnpennege~ c c e sDoor
i . . . . . SECU-
Static System Drain Valve . . . . . . . . . PUSH UP
(Hold 3 5 k o n d s )
-
ISSUED 1 98 -
4 3
SECTION IV MOONEY
NORMAL PROCEDURES M20J
5. Lefl VUng -
General Skin Condlion . INSPECT-Remove ice, snow, or frost.
Rap and attach points . . . INSPECT
Aileron and attach points . . INSPECT
Contml Linkeges . . . . INSPECT
Wng Tips, Lights and iens ' . . . . . INSPECT
Pitot Tube . . . . uN0ssTRUcTED
Land, TTaxi lights . . . INSPECTkndbulbs
Stall %ming Vane . . UNOBSTRUCTED
Fuel Tank . . . . : CHECK QUANTITY-SECURE CAP
-
l-
NOW
A mduced fuel indicator is located in the filler neck. This indicator is used t o
indicate useable fuel capacity of 26 U.S. gallons (94.7 Firs) (20.8 IMP. Gal.)
-
-
INOT4
The optional v i s w l fuel uanUty gaugr is to be used for partial refueling
purposes oAy; DO NOT uoe for p n ~ i check. p ~
Tiedown . . . . . . . . . . . . . . . REMOM
Tank Vent . . . . . . . . . UNOBSTRUCTED
M e e l Chock . WMOVE
Lee Main Gear, shock biscs, Tire, doors (L &k&e . . . . INSPECT
Fuel Tank Sump Dram . . . . . . . . D&IN Until Clear
Pitot System Drain Valve . . . . . . . . . W S H UP
( H o i fo; 3-5.seconds)
Gascolator Drain Valve . . . CLOSED (Check for drips)
6. Left Cowl Area
Wndshield . . . . .
- . . . . . . . . . . . CLEAN
Cabin Air inlet . . . . . . . . . . Unobstructed
Left Side Engine cowl Fasteners . . . . . . . . . SECURED
Len Cowl Flap . . . . . . . . . . . . . . . INSPECT

7. PropellerJSpinner(L Front Cowl -

Blades . . . . . . . . . . . . INSPECT for nicks, cracks, oil
leaks, rotational, movement.
INSPECT deice boots(8f mstalled).
Spinner . . . , . , . . INSPECT for security, cracks
Coolin Air and 1nd;ction lntake . . , . . UNOBSTRUCTED
Nose &ar, Shock D i s , Tire, D O O ~d iinkige . . . . . . . INSPECT
W e e l chock . . . . . . . . . . . . . . . . M O M
8. f?IQhtCowl Area - . . . . . . . . .
SECURED .
Right Side Engine Cowl Fasteners
Engine Oil Level . . . . . . . CHECK
(FULL for extended flighi.(~&. 8 qts.)
(Minimum qty. 6 qts.)
Exhaust Pipe . . . . . . . . . . . . . . . SECURED
Right Cowl Flap . . . . . . . . . . . . . . . INSPECT
Wndsh~ekl . . . . . . . . . . . . . . . CLEAN
Cabin Air Inlet . . . . . . . . . . . . UNOBSTRUCTED

9. f?IQht bung -
Fuel Tank Sump Drain . . . DRAIN until clear
Right Main Gear, Shock D i i s , %re,'Do& B' ~ i n k a ~ e. . INSPECT
M e e l Chock . . . . . . . . . . REMOVE
Tank Vent . . . . . . . . . . . . . U~~~~~TRUCTU)
Tiedown . . . . . . . . . . . . . . . REMOM
Landingmaxi lights . . . . . . . . IN&CT lendbulbs
Fuel Tank . . . . . . . . . . CHECKQUANTITY-SECURE CAP

-
4 4 -
ISSUED 1 96
 MOONEY SECTION IV
M20J NORMAL PROCEDURES
-
-
lN o w
The mduced fuel Indicator Is located in the filler neck. This indicator is used
to indicate usable fuel capacity of 25 U.S. gallons (94.7 liters) (20.6 IMP. gal.)

The o p t i o ~visual
l fuel quantity gauge is to be wad for pattial refueling
purposes only; DO NOT uu, for pmflight check.

Y n g Tip, L4hts 6 Lens . . . . . . . . . . . . . INSPECT

kleron and attach points . . . . . . . . . . . . . INSPECT
Flap and attach points . . . . . . . . . . . . . INSPECT
Control Linkages . . . . . . . . INSPECT
General Skin Condiiimn . INS~CT-WMO\~E
ice, snow or frost

10. Baggage Door . . Verify SECURED

\ieri$ inside iatch mechariisrn'is p~ope;ly secured.
(Check outside handle operation)

11. Retum to Cockpl

Fuel Selector . . . . . . . . . . R W U gascolator ring
(5 seconds)
Fuel Selector . . . . . . . L: W U gascolator ring
(5 Gconds)
Master Switch . . . . . . . . . . . ERIN OFF

I BEFORE STARING CHECK 1

Preffight Inspection . . . . . . . COMPLmD
Seats. Seat Beftsl~houherHamess ifoccuoant . .
oer restraint) . JUST & SECURE
MagnetolStarter Swiich . . . .' . . . OR
Master Witch . . . . . . . . . . . . . . . Off
Alternator Fietd Swkch . . . . . . . . . . . OR
Radio Mester M c h . .. .. .. . . . . . . .. . . .. . O R
Fuel Boost Purno ~ . . . . .. . . . . . .. . . . . . . 0%.
~nernaieStatic Source , . . , Push off
Rocker Switches . . . . . OR
Directional Gyro (siaveliree'switch) ' . s ~ ~ k O ' installed)
(if
Circuit Breakeffi . . , . CHECK
Emergency Locator ~ r a n s ~ n e r '
Throttle . . . . . . .
: . .
A m
. CLV:'SED
Propeller . . . . . . . . HIGH lRFM
Mixture . . . . . . IDLECUl'OR
Cowl flaps (check'op&atick o f ' ~ ~ t i oelec
~ c cowl flaps) . MRIFYOPW .
Parkin Brake. . . . . . SET
~ n Aap g switch . . . . UP)
Cabinvent . . . . . . . . . . . . . IRED
CabinHeat . . . . . . . Pl OFF
Defrost . . . . . . . Pt O R
Fuel seiecior . . . . . . FULLEST TIVJK
Radios . . . . . sE? F~?~QUENCIES (Nondigital rad10s)
Landing &ar &itch . . . . . . . . W IYUJ
EllEmergency Gear ~andle . . . DOVUJ~LATC~+ED
Internal u h t s . . . . . 3FF
Passengers . . . . . . . Ernergency/General information briefing

Refer to SECTION IX for Optional Equipment Checks.

Obtain local information prior to engine Start.
ISSUEDl-96 -
4 5
SECTION N MOONEY
NORMAL PROCEDURES M20J

\ENGINE START I
-------
-------
CAUTlON
When battery will not start engine, inspection should be conducted to
determine reason. if determination is made that battery voltage is low,
sewicing of the batteiy is essential and charging for at least one hour should
be done before engim hi started. The batlory or other electrical circuits may
be damaged if aircraft is operated with a low battery.

-
INOm I
When starting engine using an approved external power wume no special
starting rocedure is nacessary. Use normal starting rocedures below.
( ~ u x i & P o w r Cable Adapter Is available fmm doonly Aircraft
~orpomtiot!J. e m r y swouu, NOT BE c ~ M P L DEPLEE~) E ~ ~ ~m n
engine is to be started using an external power source.
Before Starling Checklii . . . . . . . .
COMPLETED
Throttle . . . . . . . . . . . . . . . . 114 OPEN
Cowl Flaps . . . . . . . . . . . . . . OPEN
Propeller . . . . . . . . . . FUUFORWAFZD
Mixture . . . . . . . . . . . FULLFOR\IWRD
Master Swiich . . . . . . . . . . . . . . ON
Alternator Field Swkh ' . . . . . . . . . . . ON
Annunciator Lights . . . . . . . . . . . . +RE& TO TEST
Fuel Boost Pump . . . . . . . . . . ON
to ~stabliihpressure, then OFF
Mixture . . . . . . . . . . . IDLE-CUTOFF
Ropeller k e a . . . . . . . . . CLEAR
MagnetolStarler G i c h ' . . . . . lUkN and ~ U S to H START
release to both when engine starts.

INOTE I
"START POWERn warning light should illuminate whan magnetdstarter
switch is in %TART" position and MUST extinguish when starter switch is
released.

-
I NOTE I
Cranking should be limited to 30 seconds and rewral minutes allowed
betwen cranking periods to permit the starter to cool.
Mixture . . .
Move slowly and smoothly to RICH
prottle . . . . . . Set at 1000 to 1200 RPM
-
Enaine Oil Pressure . . CHECK G% -'if MINIMUM OIL FFESSUE
is not indicated wlhin 30 seconds,
STOP ENGINE and determine problem.
'Ammeter . . . . . . . CHECK
it.
(Tum ~ d ~ON;. dbseive neQiivemovement oi needle)
IntemaVExtemai Lights . . . . . . . . . As Desired
' Engine Instruments . . . . . . . . . . CHECKED
Fuel Flow Indicator . . . ~ S ~ ~ (ifSdesired) E T

-.CAUTION
-----.,

.....-
Do not operate engine at runvp speed unless the oil temperature is at least
75' F. (needle moves off White dot). Operation of the engine above 1200
RPM before reaching minimum oil temperature may cause engine damage
due to insufficient oil flow for lubrication.
-
4 6 -
ISSUED I 96
MOONEY SECTION N
M20J NORMAL PROCEDURES

I FLOODED ENGINE START 1

Fuel Boost Pump . . . . . . . . . . . . . OFF
mrottle . . . . . . . . . . . . . . . FUU'FO~\N~RD
Miure . . . . . . . . . IDLE CUTOFF
~agnetol&art&&itch' . . . fU6 and PUSH to start
release to both when engine starts.
Miure . . . . . . . . . . NUFORWWD
Thm!le . ketard to 1200 PJJM
WER to remaiAng ~ N ~ N E ' S T A
proc;sduk
~T above.

1WARM ENGINE START 1

Fuel Boost Pump . . . . . . . . . . . OFF
mronle . . . . . . . . . . . . . . Slight1 open
Mixture . . . . . . . . FUI~~~~IDLE-CXOF
-
~ m n e t o l ~ i a r tG
eich' . . . . NRN and PUSH to start
release to both when engine starts.
Miure . . . . . . .
Move slowly and smoothly to RICH. .
ThroFle . t o w t o l2OOFiPM
REFER to remaining ENGINE'ST~pro&uks above.

Engine Start Checklist . . . . . . . . . . . . COMPLETED

Radio Master Switch . . .
Elevator Trim Switch . . .
Annunciator Panel , . .
IntemaVExtemalLights . . . . . . . . As desired
Directional Gyro . . . . . . . . . . &TO~S~A~S\MTCH-ON
Instruments . . . . . . . . . . . . Normal indications
.
R R d i o s . . . . . .
Attimeter . . . . . .
Fuel Selector . . . . .
.
.
.
.
.
.
.
.
.
.
CHECK (Set Frequencies
. . . . .
. &ich tanks
4
ve;ify engi;le i n s on other tank
Cowl Flaps . . . . . . . . . CHECK OPEPATION
(FULLOPEN or AS FEQUIRED)
Equipment Checks . . . . Refer to SECTION IX

-
During cold weather, ground operations may be conducted with cowl flaps
partially or fully closed to keep engine bmpemhtrns in normal operating
ranges prior to takeon. Houuaver, if cowl Raps am fully closed, monitor
engine tempemturns to avoid exceeding maximum allowable limits.

Before Texi Checklist . . . . . . . . . COMPLETED

Parking Brake . . . . . . . . . . . . . Release
Brakes . . . . . . . . . . ~1;eck'duringTaxi
Directional.~~ro . . . . &per indication during turns
Turn Coordinator . . . Pmper indication during turns
Artificial Horizon . . . . . . . . . . Erect during turns
Throttle . . . . . . . . . . . . . . Minimum power
Cowl Raps . . . . . . . . . . . . . OPEN or As Desired
Propeller . . . . . . . . . . FUUW
SECTION IV MOONEY
NORMAL PROCEDURES M20J
-------
-------
CAUTION
To pmvent battery de letion in prolonged taxi or holding position befom
M ULOW VOLTAGE" l i ~ Mext~nguishes.
takeoff, increase ~ P until

[ BEFORE TAKEOFF 1
Taxi Checklist . . . . . . . . . . . . . . COMPLFlED
Parking Brake . . . . . . . . . . . . . . SET
Fuel Selector . . . . . . . . . . . FUI~ESTTANK
Ptopeller . . . . . . . . . . . HIGH RPM
Miure . . . . . . . . . . . . Full Forward
cowl naps . . . njuOPW0; AS REQUIRED
Throttle . . . . . . . . . 1800-2000 RPM
Magnetos . . . C H E C ~Bbth to L, 00th to R b t h
(~ax/mu&175 ~lkl
drop each magneto, 50 RPM Difference)

An absence of RPM drop may be an indication of faulty magneto grounding

or improper timing. If them is doubt concerning ignition system operation,
RPM checks at a leaner mixture setting or higher engine s p e d will usually
confirm whather a deficiency exifts.
Propeller . . . . . . . . .
CYCWretum to high RPM (3 times)
Ammeter . . . . . . . .CHECK posnive charge indication
~onunciatorP & ~ I . CHECK'ALT VOLTS a HULO VAC I. M~OFF
Throttle . . . . . . . . Retard to l8LE RPM
Trim . . . . . . . . . . Takeoff setting
wng Flaps . check' opiratiin-SiT TAKEOFF POSIT~ON
(15 degrees)
Right Controls . . . . . . . Check free and correct movement
Cabin Door . . . . . . . . CHECK SECURED
Seat Belts and hould& ~ & e & . . . . . . . . SECURED
Avionics and Auto Pilot . . . . . . . . . CHECK
(Refer to' SECTION 1x1
InternaVExtemal Light . . . . . . &Desired
Rotating BeaconIStrobe ~ i ~ h t s . . . . . . . . . . . ON
Pilots Wndow . . . . . . . &OED
Emergency Gear ~;ttension'(Reb)~andle . . . . DOV& and LATCHED
Annunciator Liihts . . . . . . . CHECK PROPER INDICATION
Parking Brake . . . . . . . . . . . Release

Before Takeoff Checklist . . . . . . . . . . . . COMPLl?ED

-
l-
Now
Move the engine controls slowly and smoothly. In paiticular, avoid rapid
opening and closing of the throttle as the
engine is equipped ~h a
countervce~ghtedcrank shaft and them IS a postibillty of detunlng the
counter-wights with subsequent engine damage.
Proper engine operation should be checked early in the takeoff roll. Any siginificant indicb
tion of rough or sluggish engine response is reason to discontinue the takeoff.
M e n takeoff must be made over a gravel surface, 1 is important that the throttle be
applied slowly. This will al!ow the aircraft to start rolling before a high is developed,
and gravel or loose matenal w~llbe blown back from the propeller area instead of being
pulled Into 1.

-
4 8 -
ISSUED 1 W
MOONEY SECTION IV
M20J NORMAL PROCEDURES
TAKEOFF (NORMAL)

Electric Fuel Boost Pump . . . . . . . . ON at start of takeoff roll

Power . . . . . I%u THROTTLE (2700
Miure n j l kcli
~ ( i i a n for shooin operation at HIGH
Panel .
Engine lnsi~mentsi~nriunciatar . . CHECK for proper tndkatlons
LtRofflClimb Speed . . . Ar specilied in SECTION V
(Normal Takeoff Distance)
Landing Gear . fmRACT in Climb afler clearing obstacles.
Wng Fla s . . . . . . . . . . UP
Electric !&el &ost.pump , . . . . . . . . 0Fk ~ H E k~s sKu r e -

-
- l NOTE1
If
-
applicable, use noise abatement procedume as required.

l NOTE1
-
See SECTION V for rate of climb graph.

CUMB (CRUISEL

Throttle . . . . . . 26" Hg Manifold Pressure

Ropeller . . . . . . . 2800RPM
Mixture . RICH (iean for'Srnooth'0peration 4 high elevation)
Cowl Flaps . . . . FULL OFWd or As Required
Airspeed . 90 to 100 KlAS
Maintain these power skttings a;ld Allude to at i e a i 3060 fekt AGL or cruise altttude.

Manifold pressure will drop with increasing altlude et any throttle setting. Power can be
restored by gradually opening the throttle.

CUMB (BEST RATE)(Vy,I

Power . . . . . FULL T H R O W and 2700 RPM

Mixture . . . . . . . . . . . NU RICH (Lean at higher
attiiudes for smooth o eration)
Cowl Flaps . . . . . . . . . . . . . . ~ U UOPEN
Airspeed . . . . . . . . . . 88 KIAS at sea level
decreasing l o 80 KlAS at 10,000 R.

CUMB (BEST ANGLE)/Vx]

Power . . . . . . FULL lHR0TT.E and 2700 RPM

Miure . . . . . . . . F U U RICH (Lean at hiiher
altlude for smooth operation)
Cowl Raps
~irspeed .
. .. . .. . .. . .. . .. . W'KIAS at'sea'kvelFULL OPEN
increasing
approximately 1.0 KlAS for each
5000 feet altlude

ISSUED 1 -96 -
4 9
 SECTION IV MOONEY
NORMAL PROCEDURES M20J

ICRUISE
Upon reaching cruise altitude, accelerate to cruise airspeed; retrim aircraR as necessary
for level fi' ht. Set manifold pressure and W M for desired power setting per Cruise Power
Chart in &TION Vand close cowl naps.

U s e recommended engine break-in procadurns as published by engine

manufacturer.

Electric cowl flaps may be openad slightly in order to keep engine

temperatures within g m n arc.

M e n electric cowl flaps are OPEN during cruise, the following effects on cruise speed will
resuit:

-
Cowl Flap's position indicator 114 open (indicator positioned at 1st Index)
Approximate,loss in TAS . 2KTAS
-
Cowl Flap's position ~ndicator 112 open (indicaior positioned at 2nd index)
Approximate loss in TAS . . . . . . . . 4 KTAS
-*-

M e n cruising at 75 % power or less, lean the mixture afler cruise power is established in
accordance with one of the following methods:

A. Leaning with exhaust gas tern erature gauge (EGT) installed.

1. Lean the mixture until exflaust gas temperature peaks on the EGT indicator.

-
ECONOMY CRUISE Enach midure (push mixture control forward) until EGT
indicator drops 14' C (25 F) below peak.

-
BEST POWER MIXTURE Enrich mixture until EGT indicator drops 55' C
(100' F) below peak.

-
I NOW
Compared to Economy Cruise, Bast P o w r mixture will result in an increase
in fuel flow and a reduction in range.

2. Changes in altitude and power settings require peak EGT to be rechecked

and mixture re-set.
6.Leaning without exhaust gas tern erature gaugt, EGT) installed:
1. Sowly m o w mixture controflenr afl from bULL RICH" position towad "LEAN
position.
2. Continue leaning until slight loss of power is noted (loss of power may or may
not be accompanied by bughnessj.
3. Enrich until engine runs smoothly and power is regained.

W e n increasing p o w r always return mixture to full rich, then increase RPM before
increasing manifold pressure; when decreasing p o w r decrease manifold pressure before
reducing WM.Ahvays stay within the established operating limits, and always operate the
controls slowly and smoothly.

4 - 10 ISSUED 1 96-
MOONEY SECTION IV
M20J NORMAL PROCEDURES

Boost Pump Switch . . . . . . . . . . ON

Fuel Selector . . . . . . . . , . . ~ ~~~SIT~TA
h o s t ~ u m p&kch . . . . . . . OFF
(Observe fuel pressure gauge for proper pressure reading)

Mixture . . . . . .
LEAN to 14' C (25'~) rich of peak EGT as
required for smooth engine o eratlon
Power . , . . , . AS ~ Q U I R E D
to keep CI~T
in ~ A n ' A r c ~(148'C)minimum) (30dO
---- -
- CAUTION-
#.

----.,-
Avoid continuous operation betwen 1600 and 1950 RPM with power settings
below 15"Hg. manifold pmssum.

e r c i s e caution with power settings bslow 16"ti manifold p~?bsu-reat

--
elnpeeds between TO H S WlAS to pnclude co&uous operaeon In the

-------
1600 1960 RPM mstricted range.

------ CAUTION-
Avoid long high speed descents at low mantfold p s r u m as the engine can
cool excessively.
Cowl flaps . . . . . . . . . . . . . . CLOSED
-
l-
NOXI
Plan descents to arrive at pettern attitude on domwind
lag for maximum fuel
efficbmy and minimum aircmfl noise.

IAPPROACH FOR LANDING I

InternaVExternalLights . . . . . . . . . . . . As desired
Seat BeHslShouMer Hamess . . . . . .
FASTENED . .
Landing Gear . . . . MD below 132 KIAS
Mixture . . . . . . . . . . . F U U RICH
-
(dear down lGht on check visual indicator on floor)
Propeller . . . . . . . . . . . . HIGH RPM
Fuel Boost Pump . . . . . . . . . . . . . . ON
Fuel Selector . . . . . . . . . . . . . F U I ~ E ~TANK
T
Wng Flaps . . . . . . . . . . . T ~ OFF E POSITION
NU do^ below 112 KIAS

-------
------
CAUTION-
To minimize control wheel forces when antsring landing configuration, timely
now-up tfimming is mcwnended to counteract nosedown pitching moment
caused by reduction of powsr andlor Ihp extension.
Trim . . . . . . . . . . . . As desired
Parking Brake . . . . . . . . . . . MRlFY O R

-
ISSUED 1 gB 4-11
SECTION IV MOONEY
NORMAL PROCEDURES M20J
-
-
The parking brake should be mchecked to pnclude
lNow
partially applied brakes
during touchdown.

GO AROUND (BALKED LANDING) 1

-------
- - - - w e

CAUTION-
To minimize control w h e l f m e s during goaround, timely nose-down
trimming is mcomended to counteract noseup pitching moment as power is
incnased andlor flap ratnction.
Power , . . . . .NUM R O W 2 7 0 0 PF.4
Miure . . . . . . . . . . . . FULLRICH
Airspeed . . . . . . . . . 85,KIAS
VUng Raps . T&o!+ p&ition a ~ eciimb'establshed
r
Trim . . . NOSE D O W (to reduce control force)
Airspeed . . . . . . . . . . . . . Accelerate to 76 WAS
Landing G a r . . . . . . . . ElR4CT
Mlng Flaps . . . . . . . . . . . . . . . FElR4CT
Cowl Flaps . . . . . . . . . . . . . OPEN
Airspeed . . . . . . . . . . . . . ~ccekrateto 86 KlAS
( LANDING I
LANDING (NORMAL1
Approach for landing checklid COMPLETED
Approach Airspeed . . As specified AIR SECTION ~ ( N k a&ding
i Dstances)
Touchdown . . . . . . . . . . . Main wheels first
(aligned wkh runway)
Landing Roll . . . . . . . Lower nose wheel gently
Brakes . . . . . . . . . . . . . . As requi~ed
Fuel B o o s t ' ~ u m.~ . . . . . . . . . . . OFF afler landlng

Landing information for reduced ltap settings am not available.

-
See SECTION V for landing Distance tables.

- ONE SUGGESTED MEMOD -

-
lN O T
Crosswind landings may be accomplished by using above procedums except
maintain approach speed approximately 10 KlAS above normal. Use 16' flaps
for crooswinds below 10 Kts and flaps UP for crosswinds over 10 Kts. $low
aircraft to crab until short final, then set up sideslip (low wing into the mnd).
Accomplish touchdown in slight win low sideslip and alnraN aligned wtth
runway. During landing roll, position wig^
controls to counteract crosswind.

-------
.....-
.CAUTION
The landing gear may retract during landing roll if landing gear switch is
inadvertently placed in the UP position.
4 - 12 -
ISSUED I gB
MOONEY SECTION IV
M20J NORMAL PROCEDURES

I TAXI AFTER LANDING I

Throttle . . . . . . . . 1000 to 1200 R?M
Wng Flaps . . . . . . . . . . . . . . . RRRACT
Cowl Flaps . . . . . . . . . . . . . . FULL OPEN
Trim . . . . . . . . . . . . . . . . WSETto ~akeoff
Radios . . . . . . . . . . . . . . . . As required
Lighting . . . . . . . . . . . . As required

I-[
Parking Brake . . . . . . . . . . . . . SET
Throttle . . . . . . . . I& d i2bo WM
(until cylinder head iemperature starts to drop)
Radio Master . . . . . . . . . . . . . . . 0-
InternaVExtemal ~ights . . . . . . . . . . . OFF .
MagnetoIStarIar Swiich . . . . . . . . . . . ~ioundingCheck
Mixture . . . . . . . . . IDLE CUTOFF
~agnetol~iart& &itch' . . . . . . . . . 0k when propeller sto s
Afternator meld Swlch . . . . . . . . . . . . . . OR
Master Witch . . . . . . . . . . . . . . off
Oxygen System (if equipped) . . . . . . . . . . . . . OR

1SECURING AIRCRAFT I
MagnetolStarter . . . . . . . . OFFIKey removed
Master W i c h . . . . . . . . . . VERIFYOFF
Radio Master . . . . . . . . MRlNOFF
Uectrical Switches . . . . . . . . . MRIWOFF
Parking Brake . . . ~ S and install
E wheel chocks
For extended parking . . . . . . .
Control wheel SECUEO -
wih Get belts; cabin vents CLOSED,
TIE DOWN eircran at wing end tail points.

ISSUED 1 - 98
SECTION IV MOONEY
NORMAL PROCEDURES MZOJ

BLANK

-
ISSUED 1 86
MOONEY SECTION V
M20J PERFORMANCE

TABLE OF CONTENTS 1
TITLE . . . . . . . . . . . . . . . . . . . . PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . 5-3
VARIABLES . . . . . . . . . . . . . . . . . . . . 5-3
OPERATIONAL PROCEDURES FOR MAXMUM FUEL EFFECIWCY . . 5-3
P E R f O W C E CONSIDERATIONS . . . . . . . . . . . . 5-3
RANGE ASSUMPTIONS . . . . . . . . . . . . . . . 5.3
USEOFCOVKflAPS . . . . . . . . . . . . . . . 5-4
MAIN LOG GEAR LO= DOORS REMOVAL . . . . . . . 5-4
OPERATIONAL CONSlDERATlONS . . . . . . . . . . . . . 5-4

TABLES AND CHARTS .

.
lEMPEAATUfE C O N W I O N . . . . . . . . . . . . . . 5-5

CROSSWND COMPONENT . . . . . . . . . . . . . . . 5-6

AIRSPEED CAUBRATION P R I W STATIC SYSTEM(GEAR UP) . . . 5-7

AIRSPEED CALIBRATION PRlMARY STATIC SYSTEM(GEAR DOW) . 5-8
AlRSPEEOCALlSRATlON A L M A T E S T A l l C SYSTEM . . . . . 59

ALTlMElER CORRECTION PrUMARY STATIC SYSTEM

(GEAR UP. FLAPSUP) . . . . . . . . . . . . . . . . . 5-10
ALTIMETER CORRECTION PRJMARY STATIC SYSTEM
(GEAR DN. FLAPS DN) . . . . . . . . . . . . . . . . . 511
ALTIMETERCORRECTIONALTEF@hIlESTATICSYSTEM (1) . . . . 5-12
ALTIMEERCORIECTION ALTEF@hITESTATIC SYSTEM (2) . . . . 513

STALL SPEED VS ANGLE OF BANK . . . . . . . . . . . . 5-14

TAKEOFF DISTANCE.HARD SURFACE . . . . . . . . . . . 5-15

TAKEOFF DISTANCE .GRASS SUEACE . . . . . . . . . . 516
RATE OF CLIMB .TAKEOFF (klA)O . . . . . . . . . . . . . 5-17
.
RATE OF CLIMB N O W (CRUISE) . . . . . . . . . . . . 518
BALKED LANDING CLIMB . . . . . . . . . . . . . . . . 519

TIME FUEL & DISTANCE TO CLIMB . . . . . . . . . . . . 5-20

CRUISE & RANGE DATA CONDITIONS . . . . . . . . . . . 5-22

CRUISE POWER SCHEDULE . . . . . . . . . . . . . . . 5.23

SPEED POWER VS ALTiTUDE . . . . . . . . . . . . . . 525

RANGE75% P O W . .
RANGE65% POWR . .
RANGE55% P O W R . .
RANGE45% W W R . .
ENDURANCE 75% P O W
ENDURANCE 65% POWER
ENDURANCE55% POW33
ENDURANCE 45% P O W
SECTION V MOONEY
PERFORMANCE M20J

ITABLE OF CONTENTS (con't)]

TIN . . . . . . . . . . . . . . . . . . . . PAGE

-
-
TABLES AND CHARTS (con%)
LANDING DISTANCE HARD SURFACE . . . . . .
-. . . . . S34
-
LANDING DISTANCE GRASS SUFIFACE . . . . . . . . . . 535

ISSUED 1 Q6-
 MOONEY SECTION V
M20J PERFORMANCE

( INTRODUCTION 1
The purpose of this section is to present the owner or o erator with information needed to
facilitate planning of f i h t with resonabla accuracy. i(le Psrbrmance Data and Charts
presented are calculated based upon actual flight tests with airplane and engine in good
condition and the engine power controls stem properly adjusted.
The flight test data has been correctedo! lnternational Standard Atmosphere conditions
and then expanded analytically to cowr various alrplane gmss weights, operating altitudes
and outside air temperatures.

It is not possible to make allowances in the charls for varylng levels of pilot technique,
proficiency or en!h'c)nmental conditions. Mechanical or aerodynamic changes are not
authorized because they can affect performance or flight characteristics of the airplane.
m e effect of such things as soft runways, slo ed runways, winds alolt or airplane configu-
ration chan as must be evaluated by the plot. Howewr, the performance data on the
charts can %eduplicsted, by following the dated procedures, in a property maintained,
standard MZOJ.
Examples are giwn to show how each chart is used. The only charts with no example are
those where such an example of use wouM be repetiiiw.
To obtain effect of altitude and OATon aircraft performance:
1.Set altimeter to 29.92 in.Hg. and read "Pressure Altitude".
2. Using the OATgrid forthe applicable chart, read corresponding effect of OATon
performance.

- CAUTION -
- " # - - - -

----..#-

Be s u n to mtum to local alimeter setting i n calculating aircraft elevation

above sea kvel.

OPERAnONAL PROCEDURES FOR MAXIMUM FUE

EFFICIENCY
For maximuim fuel efficient in the M20J, m er mbdure leaning during cruise flighl must
be accomnlished. The IO-&A~BB lor P ~ & ~ - A ~ Benolne B D ~in the M2RI has been
designed io attain maximum fuel eficknc , at desired ciuise"power, at 14OC rich of peak
EGT. EGT is usual1 a more accurate inchation of engine operation and fuel bum than
indicaled fuel b w . herefore it is recommended that the mixture be set using EGT as the
primary reference instead of setting to a particular fuel flow.
The foliowin procedure is recommended for setting cruise power and leaning to best
economy at $596 power or less:
1. Alter leveling off, set the manifold pressure and RFM for the desired cruise power in
accordance wiih the Cruise Power Schedule as shown In this SECTION. At this
point, the mixture contml is at full rich from the climb.
2. Next, slowly move the mixture control toward lean while observing the EGT in-
dicator. If leaning the mixlure causes the original manifold pressure setting to
change, u,se the throttle to maintain that desired cruise manifold pressure and con-
tinue leantng until best economy setting is obtained.

1 PERFORMANCE CONSIDERATIONS 1
RANGE ASSUMPTIONS
Range data climb allowance is based on climbing at maximum continuous power to c ~ i s e
altitude.
Range reserves of 45 minutes at cruise power have been allowed on Range Data. Other
conditions used in the Ranges shown are lisled on each chart.
-
ISSUED 1 96 5-3
SECTION V MOONEY
PERFORMANCE M20J
USE OF COWL FLAPS
M e n in level cruise fliiht w l h outside air temperatures well above standard or when
cruising at very h$h aludes, it may be necessary to open cowl flaps to keep engine
temperatures within normal operating range.
The electric cowl fla s are multipos~ion.Numerous open settings are available to keep
cylinder head and oirtemperalums wlhin normal operating range under the most adverse
conditions.
Using the electric cowl flap's position indicator as a reference, the following cowl flap's
open positions are given to document their approximate effects on cruise speed:

-
Cowl flap's position indicalor 114 open, (Indicator positioned at first index);
(Approximate loss in TAS) . . . . . . 2 Kts.

-
Cowl flap's position indicator 112 open, (Indicator positioned at second index);
(Approximate loss in TAS) . . . . . . . . 4 Kts.

An appmpriale adjustment to the range data shown for the cowl flap's closed condlion
can be made based on the flight time planned w l h the cowl flap's parttally open.
For example:
Using the above s eed decrement for the cowl flap's 112 open position for a 5 hour lliiht
will resuk in the folkwing decrease in range:
5 hr. x 4 Ms. = 20 N.M. reduction in range

MAIN LANDING GEAR LOWER DOORS REMOVAL

If numerous takeoffs and landings are to be conducted on son fiekls or in tall grass, or if
ice and snow are likely to be present on runway and taxiway surfaces for exlended
periods, it may be advantageous to remove the lower doors (in the gear extended posi-
tion) installed
- - .- on
- each
-- main landino
- - - oear. These doors can be damaoed durino oDerations
k;bflfield condlions, or a h e a ~ ~ w u m u l a l i oofnpacked snow 07 ice insae ihe doors
could prevent proper landtng gear operatton.
If these small gear doors are removed, a decrease in cruise speed and range can be
expected and shoukl be considered in preRiht planning. To be conservative, the following
figures shoukl be used:
A. Decreasetrue airspeed at cruise by approximately 5 Ms.
B. Decrease range by as much as 50 N.M.(02 Krn) for 84.0 gallon (243 liters) fuel
capacity.

Engine cooling has been satisfactorily demonsbated for an outside air

temperature of 23OC (40°F) above standag. This is not an operating
limitation. (See Powerplant Umitabons i n SECTION 11.)

5-4 -
ISSUED 1 98
 MOONEY SECTION V
M20J PERFORMANCE
TEMPERANRE CONVERSION

-
ISSUED 1 S8 5-5
SECTION V MOONEY
PERFORMANCE M20J

-
NOTE: DEMONSTRATU) CROSSWND 13 KNOTS

5-6 -
ISSUED 1 96
 MOONEY SECTION V
M20J PERFORMANCE

AIRSPEED CALIBRATION
PRIMARY STATIC SYSTEM
(GEAR UP)
EXAMPLE:
GIVEN1 --[AS 130 KNO?S INDICATED AIRSPEED ASSUMES
FLAPS 0, GEAR UP ZERO INSTRUMENT ERROR

IAS - INDICATED AIRSPEED - KNOlS

-
ISSUED 1 96 5-7
 SECTION V MOONEY
PERFORMANCE M20J

AIRSPEED CALIBRATION
PRIMARY STATIC SYSTEM
(GEAR DOWN)

TEXT: INDICATED AIRSPEED ASSUMES

ZERO INSTRUMENT ERROR

EXAMPLE1
GIVEN1 IAS 100 KNOTS
GEAR DOVN, FLAPS 15'
COWL FLAPS OPEN
FIND8 CAS = 100 KNDTS

IAS - INDICATED AIRSPEED - KNOTS

5-8 -
ISSUED 1 Q6
 MOONEY SECTION V
M20J PERFORMANCE

AIRSPEED CALIBRATION
ALTERNATE STATIC SYSTEM

TEXT1 INDICATED AIRSPEED ASSUMES

ZERO lNSTRlMENT ERROR
VENT CLOSED, DEFROSTER ON
COVL FLAPS CLOSED, POWER ON

EXAIIPLEl
GIVEN1 --IAS 130 KNOTS
FLAPS If GEAR UP
FIND1 --CAS = 126 KNOTS

50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
IAS - INDICATED AIRSPEED - KNOTS
ISSUED 1 - gB 5-9
SECTION V MOONEY
PEWORMANCE M20J

ALTIMETER CORRECTION
PRIMARY STATIC SYSTEM
t40 (GEAR UP, FLAPS UP)

+30

INDICATLD ALTITUDE fT

NOTE: INDICATED AIRSPEED ASSUHES ZERO INSTRUKNT E D

MOONEY SECTION V
M20J PERFORMANCE
ALTIMETER CORRECTIONPRIMARY STATIC SYSTEM
(GEARIFLAPS DOWN)

-
ISSUED 1 98 5-11
 SECTION V MOONEY
PERFORMANCE M20J
- - -

At TIMETER CORRECTION
ALTERNATE STATIC SYSTEM
+40
(GEAR UP, FLAPS UP)

+20
KlAS - INDICATED AIRSPEE
5
W
O
L

1 -20
z
E
-40
W
a
0
u -60
LY
W
5 -80
I:
I4
I-
:-loo
-120

-140 ASSUHES 2ERi INSTRUHENT

-160 VENTS CLOSED, DEfROSTER ON,

COVL FLAPS CLOSED

-180

-200
I I I I I I I I I I I I J

5 - 12 -
ISSUED 1 96
MOONEY SECTION V
M20J PEWORMANCE
SECTION V MOONEY
PERFORMANCE M20J

2540 LBS (1134 K

5 - 14 ISSUED 1 -W
MOONEY SECTION V
M20J PERFORMANCE
NORMAL TAKEU~DISTANCE
St3313W - 33NVlSla jj03XV1

r~ n =z 2= 5 B
z zgN g ~ g g g ~ $ g t $ ~ g ~ -
I l t l l l l r l , , , l l , , 1 1 ,

1333 - 33NVlSla jj03XVL

0 D D
3

FAA APPRO
-
ISSUED 1 96 5-15
SECTION V MOONEY
PERFORMANCE M20J
- GRASS
I NORMAL TAKEOFF DISTANCE

w3r
l - XWVLSP -I
SURFACE
I
SWPflgggSlfBf8fg8f%~~c1~~!=
l l f l l l " " " l " " " ' l ' l ' l
13U - P m l S l Q j.iO3Wl

n e a n r r ' i r -3-
iY!

3y

0
-Y
C

'f
3:
95
I
% g t
c'

FA4 APPRO1
ISSUED 1
 TAKEOFF CLIMB
F U T H D T 1 L V U RUX GW V , F L l R D EQCS
SECTION V MOONEY
PERFORMANCE M20J
 MOONEY SECTION V
M20J PERFORMANCE
I I

f 8 4 H f @ 8 F 9 i o R B i '
-
mini .mP u w
FAA APPROMD
-
ISSUED 1 W 5 - 19
SECTION V MOONEY
PERFORMANCE M20J

TIME, FUEL AND DISTANCE TO CUMB I

Associated Conditions for the Time, Fuel and Distance to Climb graph on the following
page:
Climb Speed: VY fFom Climb performance graph on precaeding page.
Power: . . . . 2700 RPM,FuII Throttle
Mixlure: . . . . . FULL RICH
Cowl flaps: . . . . . . . . . FULL OPEN
Landing Gear: . . . . . UP
Wng flaps: . . . . . UP

Fuel Density 6.0 lbslgal(.72 Kgllier)

NOTE:
1. Distances shown are based on zero wind.
2. Add 9 Ibs (4.1Kg) of fuel for Start, Taxi 8 T.O.
EXAMPLE:
GIVEN:
Initial Pressure +itude/OAT . 2000 Ft.140° C
Final Pressure AtI~tudelOAT . SO00 Fl.llSOC
Takeoff Wight . . . 2900 lbsJ1315 Kg.
FIND:
Time to Climb . (14.8 - 2.5) = 12.4 Minutes
Distance to Climb . . (21.5 - 4.0) = 17.5 Naut. Mi.
Fuel to Climb . (24.0 - 4.8) = 19.2 Ibs.
 MOONEY SECTION V
M20J PEWORMANCE
TIME, FUEL a DISTANCE TO CUM9

-
ISSUED 1 98 -
5 21
SECTION V MOONEY
PERFORMANCE M20J

I CRUISE 8 RANGE DATA CONDITIONS I

1. All Cruise 8 Range Data tables allow for: warrnup, taxi, takeoff, climb at max. power at
best rate of climb speed (VY) to cruise altitude, cruise to destinetion at the specified power
and mixture setting, descent to pattern altitude and a 45 minute fuel reserve at the same
altitude and power setting. The data is also based on 64 U.S. gals. of usuabie fuel,
standard atmosphere and no wind.
2. To obtain the performance shown by the C ~ i s e
and Range Data Tables on non-stand-
ard days, increase or decrease the manifold pressure approximately .4 in. Hg. for each
iO°C variation in outside air tem erature. iNCE4SE manifold pressure for air tem era-
tures ABOK standard and DE&SE manifold pressure for air temperatures L&R
than standard.

ISSUED 1 -W
 EXAMPLE:
CRUISE ALT. 6 0 0 0 FT.
OAT 1 O'c(5UF)
POWER 65%
RPM 2600
CRUISE POWER SCHEDULE "-'. (7? c CORRECTION)
22.0
1. BEST POWER IS SSC(1OUF) RICH OF PEAK EGT. 2. ECONOMY CRUISE IS l K C ( 2 S F ) RICH OF P U K EGT.

( 1 8'F) BELOW STD.

DAY TEMPERATURE. IF
OAT ABOVE STANDARD
PRECLUDES OBTAINING
THE DESIRED M.P. USE
THE NEXT HIGHER RPM/
M.P. WITH APPROPRIATE
TEMPERATURE
CORRECTION TO M.P.
 CRUISE POWER SCHEDULE
1. BEST POWER IS 5SC(100'f) RICH OF PEAK EGT. 2.ECONOMY CRUISE IS 14C(2SF) RICH OF PEAK EGT.

NOTE: Add .4" M.P. for each 1(T C OAT above Std. Day Temperature. Subtroct .4" M.P. for each 1 V C OAT below STD.
If OAT above STD. precludes obtaining desired M.P., use next higher RPM/MP with appropriote
temperature correction to M.P.
 GEAR UP, FLAPS UP, COVL FLAPS CLOSED. 2900 LBS (1315 KGS)

OUTSIDE A I R TEMPERATURE - "C TRUE AIRSPEED - KNOTS

 SECTION V MOONEY
PERFORMANCE M20J
RANGE 76% POWER

-
5 26 -
ISSUED 1 96
 MOONEY SECTION V
M20J PERFOWANCE
RANGE 66% POWER

ISSUED 1 - M 5-27
SECTION V MOONEY
PERFORMANCE M20J
RANGE 55% POWER

-
5 28 -
ISSUED 1 86
MOONEY SECTION V
M20J PERFORMANCE
RANGE 46% POWER
SECTION V MOONEY
PERFORMANCE M20J
ENDURANCE 75% POWER
 MOONEY
M20J
ENDURANCE 66% POWER

-
ISSUED 1 96 5-31
 ENDURANCE 55% P O W E R
2900 L B S (13154 K G S )

C l r o n C o n F . g u r o t t o n 6 4 0 Gallons ( 2 5 2 L.ters, ( 5 5 4 1-0 Got) Usotllt F u t l

Z e r o Wand. CD-l F b o ~ sClosed. Ronge lncludea w o r n u p . T o r . . T o l r o F ~ .
Hor Power Cl.-b. D C ~ C C O * . Plus 4 5 M;nu+es R c s c r r r o t C r u . s r Po-.r

OUTSIDE AIR TEMPEWATURE - 'C ENDURANCE - HRS

 MOONEY SECTION V
M20J PERFORMANCE
ENDURANCE 4%POWER

ISSUED 1 - 96
SECTION V MOONEY
PERFORMANCE M20J

S1313W - 33NVlSIO I W I O N V l

1333 - 33NVlSIO 9 N l O N V l

FAA APPROVED
5-34 -
ISSUED 1 98
 LWDING WEIGHT -
LBS (KGSY W W M C H SPEED UA
IS MTE 1) U M I W U DEIIONSTRATED CRCSSVIMD VELOCITY IS 11 W T S
25CU (1315) 78
2) AFTcmraa VNEL PIIES- IS RECMNDED TO I W ~ V E
2600 11180> 74 BPaYItG EFFECTIVElESS DUIIK, LWDIffi POU
2300 (1043) 70

ASSOCIATED CONDITID(S

POWER IDLf

I?;
%
~ 6 ~ 0 1 GEAR OOVN 1100 D
r
WING FLAPS F U L WWM'I 33 ?

z
WAY SUK~CE PAVED. m
LEVEL L on
BRUIffi UU(1llm I-

E X M S L E * ---,
MT 20.C
WESWE 2m FT
ALTITUDE
WEIGHT P6W LOS (1180 UGC>
H3DWIMD 6 UTS
CORrnENT

calm0 1225 FT. 0 7 3 n)

rrm
TOTAL LANDING 2225 FT. (678 d
01s T A K E
(50 FT. OBSTACLE)

2W D
n
m
~ i i i i ~ ? - / - t i i/ ii ii i i i i i i i i i i I i V i i i i i i[i[Li[itw 100
-20 -I0 0 10 20 30 40 2900 26a) 2300 0 10 20 SO (15.2n) 0
OUTSIDE AIR TEMPERATURE -*C VEIGHT - LBS WIND COUPOMNT OBSTACLE HEIGHT - FEET
DOVN RUNVA* KTS-
1300 1250 1ZOO 1150 IlUD 1050
VEIGHT -KGS
-
SECTION V MOONEY
PERFORMANCE M20J

BLANK

ISSUED 1 - gB
MOONEY SECTION VI
M20J M I G H T AND BALANCE

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INTRODUCTION . . . . . . . . . . . . . . . . . . . 62

AIl'PLNE WEIGHING PROCEDURE . . . . . . . . . . . . 6-2

WIGHT AND BALANCE CHART . . . . . . . . . . . . . 64

OVIlNERS W G H T & BALANCE RECORD . . . . . . . . . . 65

PILOTS LOAOlNG GUIDE . . . . . . . . . . . . . . . . 64

PROBLEMFORM. . . . . . . . . . . . . . . . . . . 67

LOADING COMPUTATlON GRAPH . . . . . . . . . . . . . 67

CENTER OF GRAVlTY MOMENT ENVELOPE . . . . . . . . . 68

CENER OF GRAMTY LIMITS ENMLOPE . . . . . . . . . . 69

EQUIPMENT LIST . . . . . . . . . . . . . . . . . . 610

NOTE:

r
The empty welgM, center of gravity, and equipment list for the airplane as deliv-
I ered from Mooney Aircraft Corporation is contained in this section. The use of
I this seclion is vald for use with the airplane identified below when appro& by
Mooney AircraR Corporation.

-
MODEL M20J

AIRCRAFT SERIAL NO.

. AIRCRAFT REGISTRATIONNO.

L
Mooney Alrcraft Corporation Approval Signature FL Date
SECTION VI MOONEY
WEIGHT AND BALANCE M20J

i h i s section describes the procedure for calculating loaded aircraft we ht and moment for
various tipht operations. In +dWon, procedures are provided for ca?culatIng the emply
weight and moment of the aircraff when the removal or addition of equipment results In
changes to the empty weight and center of graMy..A comprehensive list of all Mooney
equipment available for this airplane is included In th~ssection. Only those items checked
(X) were installed at Mooney and are included in the empty weight-and-balancedata.
The aircraft owner and pilot has the responsibility of properly loading the aircraft for safe
tight. Data presented in this section will enable you to cany out this responsibility and
insure that your airplane is loaded to operate within the prescribed weight and center-
ofgravity limitations.
At the time of delivery, Mooney Aircraft Corporation provides the empty weight and center
of gravity data for the corn utation of individual loadin s. (lhe em ty we' ht and C.G.
(gear extended) as de~verecffmmthe factory ts tabulatdon page 5 f w h e n X i s manual IS
supplied with the aircrall fmm the factory.)
FAA regulations also require that any chan e in the original uipment affecting the empty
k
weight end center of gravity be recorded the Aircraft ~og%ok. A convenient form for
maintaining a permanent record of all such changes is provided on page 6-5. This form, if
properly maintained, will enable you to determine the current weight-and-balancestatus of
the airplane for load scheduling. The weight-and-balance data entered as your aircraft left
the factory, plus the record you maintain on page 55, s all of the data needed to compute
loading schedules.
The maximum certificated gross weight for the Model M2W under all operating conditions
is 2900 pounds (1315 4).Maximum useful load is determined by subtracting the cor-
rected arcraft empty wetght from its maximum gross weight. The aircraft must be oper-
ated strictly within the limits of the Center-of-GravityMoment Envelope shown on page 6-8.

(A) W I N G : Place a s i A level on the leveling screws above the tailcone ac-
cess door whenjn
efw?il the aircraft longitudinally. Level the aircrafl by in
creasing or decreasing air pressure in the nose wheel tire.
(B) NEIGHING: To we' h the aircraft, select a level work area and:
1. Check for instaation of all equipment as listed in the Wight 8 Balance
Record Equipment List.
2. Top off both tanks with full fuel. Subtract usable fuel 64.0 a1
(242.4 liters, 53.3 Imp. Gal.) @ 6 Iblgal= 384.0 Ibs. (174.2%:)(.72 Kgll)
from total weight as weighed. (Use 5.82 Iblgal(.69 KgA) for 100U fuel).
-*-

-
OPTIONAL MEMOD Ground aircraft and defuel tanks as follows:
a. Disconnect fuel line at electric boost pump outlet Wing.
b. Connect to output Mting a flexible line that will reach fuel receptacle.
c. Tum fuel selector valve to the tank to be drained, and remove filler cap
from fuel filler port.
d. Turn on boost pum until tank is empty.
FEPEAT & C. AND D. TO DRAIN OMER TANK
e. Replace 1.25 gal. (4.7 liiten, 1.0 Imp.Gal.) fuel @ 6.0 lb./ga1.(.72 Qll)

-.-
into each tank (unusable fuel). (Use 5.82 Iblgal.(.69 e l l ) for l O O U fuel).
f. Replace filler caps.

-
6 2 ISSUED 1 96 -
MOONEY SECTION VI
M20J WEIGHT AND BALANCE
-
3. Fill oil to capacity 8 qts. (7.6 iiers).
4. Posllon front seats in full forward position.
5. Positlon flaps in full up p o s l i n .
6. Position a 20Wpound (907.2 Kg.) capacily scale under each ofthe three
wheels.
7. Level aircraft as previously described making certain nose wheel is
centered.
8. LW h the aircrafl and deduct any tare from each reeding.
9. Rntreference polnt by dropping a plumb bob m m center of nose gear
twnnion (retracting pivot axis)to the floor. Mark the point of intersection.
10. Locate center line of nose wheel axle and main wheel axles in the same
manner.
11. Measure the horizontal distance from the reference point to main wheel
axle center line. Measure horizontal distance from center line of nose
wheel axle to center line of main wheel rudes.
-
- I No= I
Depending on the aircralt C.G. location the distance from the centedins of
the main whael axbs to the trunnion mkmnce point may be longer than t o
the centerfine of the noso whsel a*.
12. Record weights and measurements, and compute baslc weight and CG
as follows on next page:
NOTE:
Wng Jack points are located at Fus. Sa. 56.658 in. Nose jack point is the propeller yoke
Use yoke jack to lift aircraft. Refer to SECTlON M11, JACKING, for procedures.

-
ISSUED 1 96
SECTION V1 MOONEY
WEIGHT AND BALANCE M20J
-
MZOJ WEIGHT and BALANCE CHART

a. CG rormard o f M l n Vh.tsn
d b $ K ~ Xn
rf&
'-;;
~
bbm and NOS* wv.1
- 2 s / K 0
T o t d nleht
of Y r c r a f t
- L n / c n / n n
CG Formard OF
)(om ~h.1.
*xle C r n t w s N t ) (Lv )
(V, (Lu.)

b, CG A f t of Dotun ( S t a t m a
I n / c d m
Dlrlonc* f r o n C m t w
Mu b a r Trunvn to
- U W E Z G U 7 nn
D r t a m r f r o n War
Gear T D r u M t o Dotu,
- I n / c m / r n
Rewlt of
C w t * n
- -n/~dm
ffi (FUS ST*)
Dlstancr A f t of Mtrn
Center of mm V h d Above (Erpty VsWt CG)
brles (t4xuontal) (Lu ) (Lca )
(LH > <CMSTAW)

l*I-1
M m mt bn Cuw4 tk uoY. M Nt C urtytrbuv -id t..rt.nrr tk L s r C l p t v w1. &
cGr*.~culcJ.kn-.)lanprCybb

VElGHl L1S. <KO> C t INloJm I O E N T Lb-lr*Kg-cnXKp-~/1oOa

4s V r W d (V,
usable f W l
)
- 40.43 wrn cnllaao M -
ponc Ewty vt.
(82 a d 9 ~ A qs s w
~n o d .+inn) w j 409 + ~ ' 2A q sruml .%inn) <uu sod vsz ~q saq>ul 'alnw)
m
LI:
0
U
W
LI:
i
a
m
ell
I-
>
7
0
CU
ac
A l d W 3 3NINNna
33NVH3 lH313M
'ON '93ti V V A I 'ON 1 ~ 1 8 3 t~
-02~ I - 13a11~~ N V ~ ~ & I V
<>RIDE 301 ldQU3MV WOUd V1QP 39NVH3 lH313A 1111 A0138 U31N3)
at1033tl 3 3 N V l V B a N V lH313M Stl3NMO
SECTION VI MOONEY
WEIGHT AND BALANCE M20J

[PILOPS LOADING GUIDE I

LOADING CALCULATION PROCEDURE
Proper loading of the aircraft is essential for maximum night performanceand safety. This
section will assist you in determining whelher the aircreff loading schedule is within the
approved weight and center-ofgravity limits.
To figure an actual loeding problem for your aircraff, procede as follows:
Step 1. Refer to the latest entry on page 6-5 for the current empty weight and moment.

Since the engine oil is normally kept at the full level, the oil weight and
moment is included i n basic emply wight and is constant in calculating all
loading problems.
Step 2: Note the pilot's weight and the position his seat will occupy in Riht. Find this
weight on the lefl scale of the Loading Computation Graph (page 87) and cross the graph
horizontally to the graph for # 1 and # 2 seats. M e n this point is located, drop down to the
bottom scale to find the value of the momenVl000 due to the pilot's weight and seat
position.
Repeat the procedure for the co-pilot and enter these weights and momenVl000 values in
the proper subcolumns in the Roblem Form on page 6 7 .
Step 3: Proceed as in Step 2 to account for the passengers in seats 3 and 4. Enter the
weight and value of momenVl000 in the propercolumns.
Step 4: Again proceed as in Step 2 to account for the amount of fuel canied, and enter the
weight and momenVl000values in the proper columns.
Step 5: Once more, proceed as in Step 2 to account for the bggage to be carried and
enter the fiures in the proper columns.
Step 6: Total the weight columns. This total must be 2900 Pounds(l315 Kg) or less.
Total the MomenV1000column.
DO NOT FORGET TO SUBTRACT NEGATIVE NUMBERS.
Step 7: Refer to the Centeraf-Gravity Moment Envelope (page 68). Locate the loaded
weight of your airplane on the lefl scale of the graph and trace a line horizontally to the
right. Locate the total momenVlOO0 value for your airplane on the bottom scale of the
graph and trace a line veltically above this point until the horizontal line for weight is
intersected. If the point of intersection is within the shaded area, your aircrafl loading is
acceptable. If the point of intersection falls outside the shaded area, you must rearrange
the load before takeoff.

ISSUED 1 96 -
MOONEY SECTION VI
M20J WEIGHT AND BALANCE

CAUTION
Cargo loaded in rear seat area, with seat backs folded down, should have
center of gravity over fuselage station 70.7.

-
ISSUED I 96 REV. B 10 - 97 6-7
SECTION VI MOONEY
WEIGHT AND BALANCE M20J
CENTER OF GRAVITY MOMENT ENVELOPE

[Hc-w
LOADED AIRCRAFT MOMENT/1000

J-CG-ENV-91

6-8 ISSUED 1 - 96
 MOONEY SECTION VI
M20J WEIGHT AND BALANCE

-
ISSUED 1 96 6-9
SECTION Vl MOONEY
WEIGHT AND BALANCE M20J

The followin equipment list is a listing of all lerns approved at the time of publication of
this manual k r the Mooney M20.l.
Only those items having an X in the "Mark If Install&" column and dated were installed at
Mooney Aircrafl Corporation.
If addlional equipment is to be installed it must be done in accordance with the reference
drawing or a separate FAA approval.

Positive arms am distances an of the airplane datum. Negative anns am

distances forward of the airplane datum.
Asterisks ( ' ) afler the lem weight and arm indicate complete assembly installations.
Some major components of the assembly are l i e d and indented on the llnes following.
The summation of the major components will not necessarily equal the complete assembly
installation.

ISSUED 1 - 98
96J-ERA1

ITEM ITEM
NO. DESCRIPTION
A. P O W E R P L A N T & ACCESSORIES
 EQUIPMENT L I S T MU.
DAY
96J-EQA2
YEAR
ITEM ITEM REF, WEIGHT ARM MARK I F
N 0. DESCRIPTION DRAWING (POUNDS; ( I N C H E S ) I N S T L D
A. Powerplant k Accessories(con't>
I I
Engine, Lyconing 10-360-A3B6
(Includes S t a r t e r , Prestolite
 EQUIPMENT L I S T Mo
DAY,
J-EQ-BZ YEAR
ITEM ITEM REF, WEIGHT ARM MARK I F
NO. DESCRIPTION D RA W I NG POUNDS(cn' INCHES INSTLD .
B. ELECTRICAL SYSTEM (can't.)

HOUR METER INSTL. C.14) C46.99)

13B 950241 .3 18.5
14B 800351 C.79) (49.53)
CIGARETTE LIGHTER V/ 3 ASHTRAYS 1.74 19.5
(5.08) (99.06)
15B ACTUATOR, LANDING GEAR 560260 11.2 39.0
16B

17B E.L.T. (D b M ELT-8) 3.63) (307.34) 121.0

810152 3.59
18B E.L.T. CARTEX) 110-4 810152
(2.33) (307.34)
5.13 121.0
19B

20B
 EQUIPMENT L I S T MU,
DAY _
J-EQ-CI YEAR
ITEM ITEM REF, WEIGHT ARM MARK IF
Cn)
NO. DESCRIPTION DRAWING POUNDS' INCHES INSTLD
C. WHEELS, TIRES & BRAKES
 SECTION VI MOONEY
WEIGHT AND BALANCE M20J

6 - 16 -
ISSUED 1 96
 EQUIPMENT L I S T MU,
DAY
J-EQ-DI YEAR -
ITEM ITEM REF, WEIGHT ARM MARK IF
(Cm)
NO, DESCRIPTION DRAWING 'KQ' POUNDS INCHES INSTLD
D. INSTRUMENTS
I

INDICATOR - VERTICAL SPEED

SECTION VI MOONEY
WEIGHT AND BALANCE M20J

6 - 18 -
ISSUED 1 98
 I-
EQUIPMENT L I S T MU,
DAY
J-EQ-EI YEAR
ITEM ITEM REF, WEIGHT MARK IF
NO. DESCRIPTION DRAWING Cn) ,
, INSTLD
 EQUIPMENT L I S T MU,.
DAY
...J-EQ-FI YEAR
ITEM ITEM REF, WEIGHT ARM MARK I F
(Cn)
NO, DESCRIPTION DRAWING 'Kg' POUNDS INCHES INSTLD
F. CABIN ACCOMMODATIONS

1F SUN VISORS 130291 C.32) ,71 (03.82)

33.0
2F SAFETY HARNESS <INERTIAL REEL) 140214 (2.27) C194.26)
FRONT <SET OF 2) 5.0 76.48
3F SAFETY BELT ASSY, REAR OCCUPANT (2) 140262 (1.36) 380.34)
3.0 71.0
4F

5F
 EQUIPMENT L I S T M a.
DAY
96~-EQGI YEAR
ITEM ITEM REF. WEIGHT ARM MARK IF
NO DESCRIPTION DRAWING 'Kg> POUNDS(Cn) INCHES INSTLD
G. AVIONICS. AUTOPILOT'S & MISC.

1G KING KLN 90A (3.11) (56.7>

810434 6.9 22.34
213 KING KLN 9 0 B <3.11> (56.7)
810434 6.9 22.34
3G K I N G KLN 8 9 B (1.59> (80.72)
810434 31.78
4G

5G N A T A480 C.32) (43.2)

810150 .7 17.0
6G N A T AA83 C.32) <43.2>
810150 .7 17.0
7G

8G TERRA ENCODER 810150 C.23) ,5 (30.5)

12.0
9G

1OG

11G STATIC WICKS 950253 ----- ----

126 SKY MAP 810218 <8.7> (141.3>
19,2 55.6
 EQUIPMENT L I S T MU,
DAY
96~-EQG~ YEAR
ITEM ITEM REF, WEIGHT ARM MARK I F
(Cn)
NO, DESCRIPTION DRAWING POUNDS INCHES INSTLD
G. AVIONICS, AUTOPILOT'S & MISC. (con't)

13G 810150 (5.14> (168.8)

K I N G LCS-55A 11.34 66.461.34
14G K I N G KMA-24 810150 (.77> (48.3)
1.7 19.0
15G

16G

17G

18G

19G

20G

21G

22G

23G

24G
 EQUIPMENT L I S T Mo .

ITEM ITEM REF. WEIGHT ARM

(Cn)
N 0. DESCRIPTION DRAWING 'Kg' POUNDS
I.OPTIONAL EQUIPMENT
115.7 cu. f t. (20.2> (317.50)
11 OXYGEN SYSTEM I N S T L . (COMPOSITE, 870029 125.0
,. --. 4 4 . 5 5 ,.*--..

. ..d, ,
4I HEADREST ASSY. - REAR 140313 3.47 80.0
51 AUX. POWER R E C E P T A C L E - INSTL. (1.48) (332.74)
950268 3.27 111.0
61 AUX. POWER C A B L E A D A P T E R 880042 (3.43) XXY
7.57
(2.07) C52.37)
71 BRAKE INSTL.. DUAL 850112
4.57 20.62
81 F I R E EXTINGUISHER I N S T L . 950251 (1.20) (153.67,
I I
? A. 60.5
-- - I I
(1.24) (274.32)
91 F I X E D S T E P ASSY 840071 2 7% I ~ FnI
6 .r 4

(2.64)
101 PROPELLER DE-ICE BOOTS 690001 5 . 9 3 (-78.36) -30.85
<+1.79) X*
111 SEAT. P I L O T , V E R T I C A L A D J u S T . ( S T D & ~ ~ 140215
+3.94
140215 (+1.79)
121 SEAT. CO-PILOT, V E R T I C A L A D J U S T . CHG/
/ . n n " **
I I/ I f J.74 I I I I
** - ARM W I L L VARY W I T H S E A T P O S I T I O N BETWEEN STA. 3 4 . 0 I N . ( 8 6 . 4 C n ) AND 3 9 . 0 I N . (99.1 Cn) '1
*** ARM W I L L V A R Y W I T H L O C A T L a N STORED. THE P I L O T I S R E S P O N S I B L E TO COMPUTE WEIGHT AND BALANCE
D A T A I F THESE I T E M S ARE STORED I N THE AIRCRAFT D U R I N G F L I G H T .
 EQUIPMENT L I S T MU4
DAY
96~-EQI~ YEAR
ITEM ITEM REF, WEIGHT ARM MARK IF
(Kg) (Cm)
N0 DESCRIPTION DRAWING POUNDS INCHES INSTL
I.OPTIONAL EQUIPMENT (con't.)

131 RUDDER PEDAL EXTENSION C.06) (38.10)

720115 .13 - 15.0
(2.04)
141 OXYGEN REFILL HOSE ADAPTER 870025 XXX
4,s
151 ti-METER 820172 C.34) (2813.67)
7G, itn~i
161 (5.44) (249.94)
STANDBY VACUUM PUMP INSTL. 860060 12.0 98.4
171 WING TIP RECOGNITION LIGHTS C.60) (134.62)
210410 1.32 53.0
181 TDW BAR (FOLDING) (1.03> C242.57)
010034 2.28 95.5
C 48) C426.72)
191 BEACON INSTL., FLASHING 800351 1.06 168.0
201 INBOARD ARM REST INSTL. C.95) <87.63>
140295 2.1 34.5
211 SEAT, PILOT, VERTICAL ADJUST. 9+1.79> *X
(SPECIAL EDITION) NEh 1 4 0 2 3 5
+3.94
SEAT, CO-PILOT, VERTICAL ADJUST. CHG. (+1.47>
221 140235 WE
(SPECIAL EDITION) +3.94
s* ARM WILL VARY WITH SEAT POSITION BETWEEN STA. 34.0 IN. (86.4 Cn> AND 39.0 IN. (99.1 Cn).
ARM WILL VARY WITH LOCATION STORED. THE PILOT I S RESPONSIBLE TO COMPUTE WEIGHT AND BALANCE
DATA I F THESE ITEMS ARE STORED I N THE AIRCRAFT DURING FLIGHT.
 EQUIPMENT L I S T M 0,
DAY
J-EQ-13 YEAR
ITEM ITEM REF, WEIGHT ARM MARK I F
CCn>
NO. DESCRIPTION D R A W I NG 'Kg' POUNDS INCHES INSTLD
I. OPTIONAL EQUIPMENT Ccon't.)
 EQUIPMENT L I S T MO~,
DAY
J-EQ-14 YEAR
ITEM ITEM REF. WEIGHT ARM MARK I F
NU. DESCRIPTION DRAWING 'uQ) POUND^'Cn> INCHES INSTLD
I. OPTIONAL EQUIPMENT (can't.)

r
SECTION VI MOONEY
M I G H T AND BALANCE M20J

-
6 28 -
ISSUED 1 98
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INTRODUCTION . . . . . . . . . . . . . . . . . . . 7-3

FLIGHT CONTROLS DESCRIPTION . . . . . . . . . . . . 7-3

AILERON SYSTEM . . . . . . . . . . . . . . . . 7-3
ELEVATOR SYSTEM . . . . . . . . . . . . . . . . 7-3
RUDDER SYSTEM . . . . . . . . . . . . . . . . 7-3
TRIMSYSTEM . . . . . . . . . . . . . . . . . . 74
WNGFLAPS . . . . . . . . . . . . . . . . . . 7-4

INSTRUMENT PANEL . . . . . . . . . . . . . . . . . 7-4

FLIGHT PANU & INSTRUMENTS . . . . . . . . . . . 74

SWTCHES AND CONTROLS . . . . . . . . . . . . . . . 7-7

ANNUNCIATOR (L SWTCH PANELS . . . . . . . . . . . . 7-12

GROUND CONTROL . . . . . . . . . . . . . . . . . 7-13

NOSE GEAR STEERING . . . . . . . . . . . . . . 7-13
TAXIING AND GROUND HANDLING . . . . . . . . . . 7-13

LANDINGGEAR . . . . . . . . . . . . . . . . . . . 7-13
CONSTRUCTION . . . . . . . . . . . . . . . . . 7-13
RETfi4CTION SYSTEM . . . . . . . . . . . . . . . 713
WEEL BRAKES . . . . . . . . . . . . . . . . . 7-14
EMERGENCY EXTENSION SYSTEM . . . . . . . . . . 7-14
W I N G SYSTEM . . . . . . . . . . . . . . . . 7-14
STEERING . . . . . . . . . . . . . . . . . . . 7-14

CABIN . . . . . . . . . . . . . . . . . . . . . . 7-14
BAGGAGE COMPARNENT . . . . . . . . . . . . . 7-14
CARGO WSTRAINT . . . . . . . . . . . . . . . . 7-15
SEATS . . . . . . . . . . . . . . . . . . . . 7-15
SEAT BELTW!SWETY HAfWESS . . . . . . . . . . . . 7-15

DOORS.WlNDOW& W T S . . . . . . . . . . . . . . . 7-16
CABINDOOR . . . . . . . . . . . . . . . . . . 7-16
PILOTS M N W W . . . . . . . . . . . . . . . . 7-16
EMERGENCY %ITS . . . . . . . . . . . . . . . . 7-16
ISSUED 1 .B8 7- 1
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

ENGINE . . . . . . . . . . . . . . . . . . . . . . 7-17
GENERAL . . . . . . . . . . . . . . . . . . . 7-17
ENGINE CONTROLS . . . . . . . . . . . . . . . . 7-17
ENGINE INSTRUMENTS . . . . .. . . . . . . . . 7-17
ENGINE OPERATION AND CARE . . . . . . . . . . . 7-17
OIL SYSTEM . . . . . . . . . . . . . . . . . . 7-18
IGNITION SYSTEM . . . . . . . . . . . . . . . . 7-18
AIR INDUCTION SYSTEM . . . . . . . . . . . . . . 7-19
ENGINE COOLING . . . . . . . . . . . . . . . . 7-19
ENGINE STARTING SYSTEM . . . . . . . . . . . . . 7-19
ACCESSORIES . . . . . . . . . . . . . . . . . 7-19

PROPELLER . . . . . . . . . . . . . . . . . . . . 7-20

FUEL SYSTEM . . . . . . . . . . . . . . . . . . . 7-20

ELECTRCAL SYSTEM . . . . . . . . . . . . . . . . . 7-21

ALTEfWATOR CL BATlERY . . . . . . . . . . . . . . 7-21
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . 7-21
CIRCUIT BEAKER PANEL . . . . . . . . . . . . . 7-21
ANNUNCIATOR PANEL . . . . . . . . . . . . . . . 7-24
ELT PANEL . . . . . . . . . . . . . . . . . . . 7-24
LIGHTING SYSTEM . . . . . . . . . . . . . . . . 7-24

CABIN ENVIRONMENT . . . . . . . . . . . . . . . . . 7-24

PlTOT PRESSURE & STATIC SYSTEM . . . . . . . . . . . . 7-26

STALL W I N G SYSTEM . . . . . . . . . . . . . . . 7-26

EMERGENCY LOCATOR lRANSMITIER . . . . . . . . . . . 7-26

REMOTE SWTCH OPERATION . . . . . . . . . . . . 7-27

7-2 ISSUED 1 .BB

MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

Acquiring a working knowledge of the aircraft's controls and equipment is one of your
important first steps in developing a fully efficient operating technique. This Airplane and
Systems Section describes location, function, and operation of systems' controls and
equipment. It is recommended for you, the pilot, to familiarize yourself with all controls and
systems while sitting in the pilot's seat and rehearsing the systems operations and flight
procedures portions of this manual.

The M20J is an all metal, low wing, high performance airplane. The fuselage has a welded,
tubular-steel cabin frame covered with non- structural aluminum sklns, Access to the cabin
is provided by a door located on the right side of the fuselage. Adoor is provided afl ofthe
rear seat for access to the baggage compartment. The aR fuselage is of semi-monocoque
construction. Seating in the cabin Is provided for the pilot and three passen ers. The M2W
has a tapered wing thal is a fulkantii lever-laminar-flow type. The airfoi?varies from a
NACA 6%215 at the wing root to a NACA 64,412 at the wing tip. An aerod namically
designed cover is attached b the wing tip and contains the wingnabigation andlanti-colh-
sion lights. The wing has full wrap- around skins with flush rivetlng over the forward top
and bottom two thlrds of the leading edge. The empennage consists of the vertical. and
horizontal stabilizers and the rudder and elevator surfaces. The entire empennage plvots
around attaching points on the afl fuselage to provide pitch attitude trim. The tricycle
landing gear allows maximum tax1 vision and ground maneuvering. Hydraulic d ~ s cbrakes
and a steerable nose wheel aid in positive directional control during taxiing and crosswind
landings. The landing gear is electrically retracted and extended. A gear warning horn, a
gear position indicator on the floorboard and a green "gear down" Ilgh! help prevent
Inadvertent gear-up land~ngs.A manual emergency gear extension system 1s provlded for
use in the event of an electrical failure.

The aircrafl has dual flight controls and can be flown from either the pilot or co-pilot seat.
Dual pairs of foot pedals control the rudder and nose wheel steering mechanisms. Push-
pull tubes, rather than conventional cable systems, actuate the all- metal flight control
surfaces. Rod-end bearings are used throughout the flight control s stems. These bear-
ings are simple and require little maintenance other than occasional kbrication. Specially
designed aluminum-alloy extrusions, that pemn flush skin attachment, f0.m the leading
edges of the rudder and elevators. A spring-loaded interconnect device ~nd~rectly joins the
aileron and rudder control systems to assist in lateral stabiliy during fliqht maneuvers.
Longitudinal pitch trim is achieved through a trim control system that plvots the entlre
empennage around the taiicone attachment points.
Aileron System
The ailerons are of all-metal construction with beveled trailing edges. Three hinges of
machined, extruded aluminum attach the ailerons to the aft wing-sparoutboard of the wing
flaps. The ailerons link to the control wheel through push-pull tubes and bellcranks. Lead
counterweightsbalancethe system.
Elevator System
Elevator construction is essentially the same as that of the ailerons. Both elevators attach
to stabilizer at four hinge points. Push-pull tubes and bellcranks link the elevators to the
control yoke. Lead counterweightsbalance the elevators.
Rudder System
The rudder attaches to the afl vertical fin spar at four hinge points. Push-pull tubes and
bellcranks link the rudder to the rudder pedals.
-
ISSUED I 96 7-3
 SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
Trim System
To provide pitch trim control, the entire empennage pivots around its main hinge points. The
system consists of a manually operated actuator that operates a series of torque tubes and
universaljoints connected to a jack screw on the afl tailcone bulkhead.A trim control wheel,
I located between the pilot and co-pilot seats, allows the ilot to set stabilizer angle. Trim
position is indicated by a mechanical polnter (24-3374 tRru 243410) or an LED display
(24-3411 thru 24-TEA) located on the lower console . This indicator is coordinatedwith the
trim control wheel mechanism and indicates stabilizer position relative to the aircrafl thrust
line. Eledric trim is optional.
Wing Flaps
The wing flaps are electrically operated and interconnected through push-pull tubes and
bellcranks. Total flap area Is 17.98 square feel (1.67 sq. m). Nominal travel is 0 to 33
degrees and limit switches prevent travel above or below these limits. The flap position is
controlled by a pre-select switch located on the lower control console. Also located on the
control console is a flap position indicatorwhich shows which pre-select position has been
selected: full up, takeoff (15 degrees) or full down osition. A cable attached to the flap

I jackshaf! operates the mechanical flap posilion lndlcator (24-3374 lhru 21-3410) and a
potentiometer controls the, LED display (24-3411 thru 24-TBA). Generally, aircraft trim
requirementswill chan e wlth use of the flaps. Lowering of the flaps wlll cause a nose down
pitching condition whic! can be easily corrected by application of nose up trim. Conversely,
retraction of the flaps from atrimmed flight conditionwill cause a nose up pitching condition.
Use of the flaps should always be within the operational limls established in SECTION II.
The flaps are very effective in lowering landing speed and can be used to slow the aircrafl
to approach speeds.

-
IN-

PANEL
The instrument
panel is designed
to provide func-
tional grouping of
all flight,. radio,
engine Instru-
ments, switches
and controls re-
quired to operate
various systems.
All flight instru-
ments are
grouped on the
shock-mounted
panel directly in
front of the pilot.
' The radio con-
sole and annun-
ciator panel is at
the center of the
instrument panel.
Power plant in-
struments are
grouped on the
co-pilot's panel.
Flap, stabilizer
and cowl flap po-
sition indicators
are on the lower
center console. -

-
7 4 REV. B 10 97- ISSUED I 96 -
 MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
FLIGHT PANEL & INSTRUMENTS
Flight instruments operate: (I)by air drawn into an evacuated case, (2) by barometric
pressure or barometric-im act air pressure differences. (3 b variations in electric current
b
due to mechanically vaJresistance. or (41by reference t i e e a r t ~ smagnetic field.
1. AIRSPEED INDICATOR.
The airspeed indicator registers airspeed in knots. The air pressure difference between the
pilot tube and the static ports on each side of the tailcone operates the airspeed indicator.
2. ATTITUDE INDICATOR (H Instalbd).
The vacuum-powered attitude indlcator indicates alrcran attitude relative to straight- and-
level flight. Bank attitude is presented by a pointer at the top of the indicator relative to the
bank scale which is marked in increments of 10 degrees, 20 degrees, 30 degrees, 45
degrees, 80 degrees and 90 degrees either side of the center mark. Pitch attitude is
presented by an airplane silhouette in relation to the horizon bar. The knob at the bottom
of the instrument is provided for adjustment of the silhouette to the horizon bar for a more
accurate tight attiiude indication. Vacuum pressure for satisfactory operation is 4.25 + I-
-
.25to 5.50+ .2/ .O IN Hg. Various styles may be installed at this position.
3. ALTIMETER.
The altimeter operates by absolute pressure, and converts barometric pressure to altitude
reeding in feet above mean sea level. The altimeter has a fixed dial with three pointers to
indicate hundreds, thousands, and tens-of- thousands of feet. Barometric pressure is
sensed through the static ports. A knob adjusts a movable dial, behind a small window in
the face of the main dial, to indicate local barometric pressure and to correct the altimeter
reading for prevaliing conditions.
4. TURN COORDINATOR (l
installed).
The turn coordinator takes the place of a turn and bank indicator and operates from an
electric power source. The turn coordinator is independent of the tight reference gyros.
The turn coordinator displays variations in roll and yaw to the pilot by means of a damped
-
miniature aircraft silhouette display this pmvides the pilot with the essential information to
execute a "proper tum".
5. GYROSCOPIC HEADING INDICATOR (DirsctionalGyro) (If Installed).
The directional gym displays airplane heading on a compass card in relation to a fixed
simulated airplane image and index. The directional indicator will precess slightly over a
period of time. Therefore, the corn ass card should be set in accordance with the mag-
netic compass just prior to takeot and occasionalty re-adjusted on extended Rihts A
knob on the lower left edge of the instrument is used to adjust the compass card to correct
for any recession. Vacuum pressure for satisfactory operation is the same as the artificial
horizonhitude indicator.
6. VERTICAL SPEW INDICATOR.
The vertical speed indicetor converts barometric pressure changes in the static lines to
aircraft ascent or descent rate readings in feet per minute. This indicator has a single
needle and two adjoining scales that reed from 0 to MOO feet per minute. The recessed,
sloned screw at the lower len of the instrument case is used to "zero" the indicator when
the aircraft is on the ground.
7. MAGNETIC COMPASS.
The magnetic com ass is liubd-filled, with expansion provisions to compensate for tern
R
perature changes. is equipped with compensating magnets adjustable from the front of
the case. Access to the compass light and the compensating magnets is provided b
piwted covers. No maintenance is T i r e d on the compass except an occasional checl
on a compass rose with adjustment o the compensation card, if necessary, and replace
men! of the lamp.
8. CLOCK. (Mechanical Clock -Optional)
The electric, digital, panel mounted clock, may be usedlset b the following procedures:.
Three buttons are located below the digital face of tKe clock and identified as
STARTISTOP. CLEAR 6 MODE.
Normal or Elapwd time.
-
MODE Push to switch from normal time to elapsed time.
-
STARTISTOP Push to start or stop seconds when in elapsed time mode.
-
ISSUED 1 96 7-5
 SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
-
CLEAR Push to reset elapsed time to Zero.
Set Hours, Minutas or 24 vs 12 hourtime
Push and Hold CLEAR buttons for 4-5 seconds to enter clock mode; 12 H or 24 H will
Rash.
Push both STARTISTOP bunon to select either 12 or 24 hour mode.
Push CLEAR to select hours (hours flashing/minutes steady) or minutes
(hour steadylminutesflashing) for setting.
Push STARTISTOPto increase elher hours or minutes until desired time is set.
In 12 H mode set PM (P) if necessary.
Push MODE to return to normal time.
9. MANIFOLD PRESSURE.
The manifold pressure gauge is of the direct reading type and is mounted below the
engine tachometer. The ga e is calibrated in inches of mercury and indicates the pres-
sure in the induction air ma%ld.
-
10. TACHOMETER ELECTRIC
An electnc meter which counts pulses generatd by a hall effect generator d i m n by the
tachometer pad. The instrument is calibrated in revolutions per minute (m.
11. EGT GAUGE.
A thermocouple probe In No. 3 exhaust pipe transmls temperature variations to the
indicator which serves as a visual aid during leaning. Exhaust gas temperature varies with
fuel-air ratio, manifotd pressure and RPM.
12. CYLINDER HEAD TEMPEFTURE (CHT).
The cylinder head temperature ~ndicationsare controlled by an electrical resistance ty e
temperature probe installed in the number three cylinder, and receives power from tte
aircrafl electrical system. The instrument is calibrated in degrees F.
13. AMMETER. Push for V o b
The ammeter indicates current L. in amperes, from the alternator to the battev, or from
the battery to. the electrical system. M h the, engine.operating, and master milch "ON",
the ammeter rndicates the rate of charge belng app~edto the battery. In the event of an
alternator malfunction, or if the electrical load demand exceeds the anernator output, the
ammeter will indicate the discharge rate of the batlery.
14. OAT.
The OAT provides free stream outside air temperature in O C.
15. OIL TEMPERATURE GAUGE.
The oil temperature auge is an electric instrument connected electrically to a temperature
bulb in the engine. Amperature changes ofthe engine oil change the electrical resistance
in the bulb thereby allowing more or less current to flow through the indicating gauge. The
instrument is calibrated in degrees F.
16. OIL PRESSURE GAUGE.
The electric oil pressuregauge uses a transducer which varies resistance wlh pressure as
reference.
17. FUEL PRESSURE GAUGE.
The fuel pressure gauge is of the electric type and uses a transducer as reference. It is
calibrated in pounds per square inch and indicates the pressure to the fuel injector.
18 & 19. FUEL QUANTllY INDICATORS.
The fuel quantiiy indicators are used in conjunction with two float-operated variable- resis-
tance transmitters in each fuel tank. The tank-full position of the transmitter float produces
a maximum resistance through the transmitters, perminin minimum current flow through
fuel quantity indicator and maximum pointer deflection. #e instruments are calibrated in
gallons(liters Optional) of fuel.
20. AVlONlCSlRADlO INSTRUMENTS
Refer to SECTION O( for descriptions of the radio configurations installed in this aircraft.
21. INTERCOM SYSTEM (if installed)(Varioussystems may be installed)
7-6 ISSUED 1 gB-
 MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
22. SUCTION (VACUUM) GAUGE
The SUCTION GAUGE provides an indication of inches of vacuum to operate vacuum
instruments for reliable flight information.
23. FUEL FLOW SWITCH 8 PANEL (IF INSTALLED)

ISWITCHESAND CONTROLS~
1. MAGNETOISTARTERSWITCH
The ma netolstarter switch combines both ignition and starting functions. Turning ignition
key cloc~wisethrough R. L,and BOTH l o START poslion and then pushing forward on the
key and receptacle engages the starter. Releasing the key when the engine starts allows
the switch to return, by spring adion, to the BOTH position. In the OFF position both
magnetos are grounded. At the R position the left magneto grounds. At the L position the
right magneto grounds. At either the START or BOTH position, both magnetos are hot and
the ignition system is ON.

ISSUED I- 96 REV. B 10-97 7-7

SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
2. MASTER SWlTCH
The Master Switch operates the baHery relay which controls battery power to the main
shlp bus bar. This switch cuts the alternator field power from main bus to the alternator.
This switch also cuts off all ship power except the electric clock and cabin light rocker
switches (or if equipped, door light switches).
3. ALTERNATOR FIEU) SWITCH
This switch controls the alternator field power from main bus and Master Switch to the
alternator.
4. RADIO MASTER
The Radio Master Swi~chlCircuitBreaker operates a relay supplying power to the radio
buss bars. Since the relay Is enernized to cut the Dower to the radio buss. failure of the
relay coil will still allow power t o the radio buss Energizing the starter'automatically
energizes the relay and disconnects the radios from the buss.
5. ALTERNATE STATIC SOURCE VALVE
Pulling attemate static source valve to full aft osilion changes the source of static air for
the altimeter, alrspeed indlcator and rate-of-clrmb indicator from outside of the aircraft to
cabin interior. Airs eed and altimeter readings are affected slightly when alternate static
source is used (Reir lo SECTION V).
6. FUEL BOOST PUMP SWITCH
Pushing ON or OFF the switchlcircul breaker controls operation of the electric fuel boost
pump. Use of the fuel boost pump should be limited to starting, takeoff, switching fuel
tanks, landing and emergency situations. The fuel boost pump is capable of supplying fuel
to the engine at the rated quantiiies and pressures to permtt the engine to develop rated
power.
7. STANDBY-VACUUM (if installed)
8. PITOT HEAT SWlTCHlClRCUlT BREAKER
Pushing ON the pitot heat comblnatlon switchlcircutt breaker turns on the heating ele-
ments within the pitot tube. Should a short occur, the combination switchlcircuit breaker
will automaticallytrip to the OFF position.
0. PROPEUER DE-ICE (If installed)
10. OPTlONAUELECTRlCTRIM SWlTCHlClRCUlT BREAKER (IF INSTALLED)
This switch is normally lefl in the ON position and serves as both a circuit protector and as
a master disconnect for the electric trim system in the event of a malfunction.
11. SPARE LEGEND
USED FOR SVCllTCHES AS NEEDED FOR OPTIONAL AIRCRAFT CONFIGURATION.
(Optional equipment switch locations may vary).
12. T H R O r n CONTROL
Pushing the throttle control forward increases the manifold pressure thereby increasing
the englne power. Pulling the control aft decreases the manifold pressure thereby decreas-
ing the englne power.
13. PROPEUER CONTROL
Pushing the propeller control forward increases engine RPM; ulling the control aft de-
creases the engine RPM, The control is of the wmier type antfine adjustments of RPM
can be obtained by turning the knob clockwise to increase RPM and counterclockwise to
decrease RPM. The knob should not be turned in any closer than 118" to the panel nut
face.
14. MIXTURE CONTROL
The mixture control allows the pilot to adjust the fuel-air ratio (mixture) of the engine.
Pushing the control forward richens the mixture. Pulling the control full aft closes the Idle
cutoff valve shutting down the engine. The control is of the vernier type and Rne adjust-
ments of the mixture can be obtained by turning the knob clockwise to richen the mixture,
and counterclockwiseto lean. The knob should not be turned in any closer than 118" to the
panel nut face.
-
7 8 ISSUED 1 96-
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
15. COWL FLAPS SWITCH AND POSITION INDICATOR
The cowl flaps switch activates the electric cowi flap aduator (motor) to open and close both
cowl flaps. Placing switch in lower position opens cowi flaps. Thls allows additional aimow
to properly cool engine during ground operations and during lowspeed, high power climbs.
During cruise, placing switch ~nupper position closes both cowi flaps, reducing aifflow
through engine compartment. When 'Yuli open" or "closed" is seieded the actuator will
automaticall shut off when cowl flaps have reached that position. The switch will remain In
that selectedlposition. To keep oil and cylinder head temperatures within normal Operating
ranges (GREEN ARC of temperature gauges) cowl Raps may be positioned at any angle
from "closed" to 'Yull open". Thls may be accomplished by momentarily positloning the
switch in either the upper or lower poslion. When cowi flaps have reached a desired
intermediate position, as shown on the indicator, place switch to center (OFF) position.
16. WING FLAP SWITCH
The wlng flap switch, in a recess on the right of the console, operates the electrically
actuated wide s an wing flaps. The flap switch incorporates a pre-select feature for
TAKEOFF and F ~ U DOWN posfiions. Move switch down to first detent position lo obtain
TAKEOFF flaps (!5O). Move switch to full down position!^ select FULL DO- fla s (33O).
m e n flap swltch is moved UP b elther TAKEOFF posltlon or FULL UP posHion rhe flaps
will retract to the selected position.

- ---
CAUTION -
Placing switch i n the UP position retracts the flaps completely.

16A. WING FLAP POSITION INDICATOR

Wing flap position is mechanically indicated via a cable mounted diredly to the flap ackshaft
424-3374 thru 24-34t0) or tf~rua potentiometerwhich controls an LED display (24-d41,l thru
4-TBA) on the console, indicates selected flap position. The intermediate mark In the
pointer range is the flap TAKEOFF setting (15O).
I
I
17. TRIM POSITION INDICATOR
Stabilizer trim position indicator is mechanically activated through a cable assembly at-
tached to the trim wheel mechanism (24-3374 thru 24-3410) or a potentiometer which
controls an LED display (24-3411 thru 24-TEA). Trim position indications are shown on the
console. Eiectnc tnm is optional.
18. PARKING BRAKE CONTROL
Depressing the brake pedals and pulling the parking brake control sets the parking brake.
Pushing in the parking brake control releases the parking brake.
19. MIC 8 PHONE JACK (AUXILIARYIEMERGENCY) (ALTERNATE LOCATION
SHOWN)
20. CABIN VENT CONTROL (FRESH AIR)
I
Pullinq the cabin vent control opens valve in air box (located on firewall) to allow cooling air
from ngh! side cabin air inlet duct on airplane to enter cabin through console distribution
duct. Optlrnum use of the cabin vent control is described in the Cabln EnvironmentSection.
21. CABIN HEAT CONTROL
Pul!ing the cabin heat control routes heated air into cabin. To lower cabin temperature the
cabin heat control is pushed forward toward the OFF position. Optimum use of the cabin
heat control is described in the Cabln Environment Sedlon.
22. DEFROST CONTROL
Pulling the defrost control decreases air flow to the lower cabin and increases air flow to the
windshield in the front of the glareshieid area. Optimum use of the defrost controi is
described in the Cabln Environment Section. The o tlonal blower motor switch Is activated
when the control is pulled aft. This turns on a fan witRin the ventilation system to move more
air over the windshield.
23. GASCOLATOR
The gascolator, located left ofthe console on the floorboard, allows pilot to drain condensed
pull ring upward; to stop drainage, relkse ring.
.
water or any sediment from Ihe lowest ooint in fuel svstern. To activate the aascolator
" drain.

ISSUED I 96- REV. B 10-97 7-9

SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
24. FUEL SELECTOR VALVE
The fuel selector valve located on the floorboard is a three-posilion valve which allows pilot
to select either the left or right fuel tank. Turning the valve to OFF shuts off all fuel to the
engine. At full throttle the engine will stop from fuel starvation in 2 to 3 seconds.
25. GEAR DOWN POSITION INDICATOR(FLOORBOARD)
The illuminated geardown positlon indicator at the back of fuel selector pan, aff of center
console, has two marks that align when the landing gear is down and illuminates when the
green GEAR D O W light is ON. A red-white striped decal shows when landing gear is
NOT in the down poslon.
26. TRIM CONTROL WHEEL
Rotating trim control wheel forward lowers the nose; rearward rotation raises the nose of
the aircraft.
27. LANDING GEAR EMERGENCY EXTENSION HANDLE
Release clip latch at forward end of handle and rotate handle aff to expose 'T handle. Pull
'T' handle 12 to 20 pulls to extend landing gear. Refer to Section Ill for emergency landing
gear extension procedures.
28. PANEL LIGHT SWITCH AND DIMMER
Turning anel li ht swnch knob clockwise turns the instrument lights located In the glare-
shield OR.
~ontgnuedturning clockwise increases light Intensity.
29. RADIO UGHT SWITCH AND DIMMER
Turning radio light switch knob clockwise turns the radio and indicator lights ON. Contin-
ued turning clockwise increases light intensity. This control also operates the internal
instrument lights.
30. CIGAR UGHTER
31. MICROPHONE JACK
32. HEADPHONE JACK
33. CIRCUIT BREAKER PANEL (CIB positions may vary
Push-to-reset and push-pullcircuit breakers autornaticaliy break the electrical current flow
if a system receives an overload.
34. SLAVED COMPASS SWITCH (If installed)
35. ELT ARM SWITCH (Description found elsewhere in this Section)
36. OPTIONAL SWITCH PLACARD (VARIES WITH SYSTEMS INSTALLED)
37. STROBE UGHTSWlTCHlClRCUlTBREAKER
Pushing ON the strobe light combination swilchlcircuit breaker turns on the wing tip and
tail strobe lights. Should a short occur,the combination swRch/circuit breaker will automat-
ically trip to the OFF position.
38. NAVIGATION LIGHT SWITCHlClRCUlTBREAKER
Pushin ON the nayi ation light combination switchlcircuit breaker turns on the wing ti
and taifnavigation igfts. Should a short occurlhe cpmbination swrtohlcircuit breaker w i
automatically trip to the OFF position.
39. BEACON (FLASHING OR ROTATING) (OPTIONAL)
40 & 41. LANDlNGlTAXl UGHT SWITCHES (L & R)
Select and PUSH split switches ON to turn desired set of lights on. Push switches O R to
turn desired set of lights off. Ughts should be operated only for short time periods while
not in flight to preclude overheating of lamp. Overload protection is achieved by circuil
breakers in the panel.
42. RECOGNITION UGHT SWiTCHlClRCUlT BREAKER (IF INSTAUED)
Pushin ON the reco nition light combination switchlcircurt breaker turns on the recogni-
tion ligk Should a stort occur,the comblnalion switchlcircuit breaker will automatically
trlp to the OFF position.
7 - 10 ISSUED 1 96-
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
43. GEAR SAFETY OVERRIDE SWITCH (OR SAFETY BY PASS)
The gear safety override switch is a manual means of eklrically by-passln the Airspeed
Safety Switch. In the event the landhg gear switch is inadw~tentlyplaced Bn the gear-up
poslion, the gear Airspeed Safety Witch premnts the gear being retracted before takeoff
eed of approximatel 80 + 1-5 KlAS k reached. To retract landing gear at a lower
%peed, the GR
pletely retracted.
& BY PASS switch may be pressed until landing gear is com-

--------
m - - - - m

CAUTION
The advation of ths landing gear safety ovenide switch overrides the safety
features of UKJairspeed safety switch and can cause landing gear to start
mtmctinQwhile aircraft is on hground.
44. LANDING GEAR SWITCH
The electric gear switch, identifiable by its wheel shaped knob, is a two-position switch.
Puliing aft and lowering knob lowers landing gear while pulling an and raising knob raises
landing gear.
-
- l Noml
Failure to "Pull" knob out prior to movement may result in a broken switch.
45. ANNUNCIATOR PANEL
See description of functions elsewhere In this Section.
46. INTERCOM IO~tional)

-
ISSUED 1 96 7-11
SECTION Vil MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

[ ANNUNCIATOR AND SWITCH PANELS (See Figure 7-3d

1. PRESS-TO-TEST SWITCH
Ress E D ressto-test switch (35 sec.) with Master Switch ON to illuminate annunciator
light bulbs &me annuncialor legends may not be actim, see descriptions below) Defec-
tive bulbs should be replaced prior to tight.
2 (L 3. GEAR DOWN and GEAR UNSAFE -GEAR SAFETY INDICATORS
The GREEN "GEAR ON" light and a RED "GEAR UNSAFE" I ht provide visual landinp
ear posilion signals. The green light (GEAR DN) shows cont?nuously when the gear IS
RII~ extended M h the naqation lights on, the GEAR ON light is dim for q h t operation.
All landing gear lights are out when the gear is fully retracted. The GEAR UNSAFE l i h t IS
on dunng transition between lending gear fully extended and landing gear fully retracled
poshion.
-
4 K 5. LEFT FUEL and RIGHT FUEL FUEL LOW INDICATORS
LEFT andlor RIGHT, RED, FUEL LOW annunciator light comes on when there is a 2-112 to
3 gallons 9 5 to 11.4 lien) of useable fuel remaining in the respectivetanks. The Press to
Test SwiRch must be held for 3-5seconds for Low Fuel Waning circuit to activate.
6. SPEED BRAKE (If @tatled)
The "SPEEDBRAKE" light is illuminated AMBER when the wheel mounted swbh has been
pushed once to the ON poskion and will go out when the switch is pushed a second time
to the OFF position. The speed brakes should de loy UP in the ON position and return to
the flush position when pushed OFF.The s p e d brakes may be vacuum or electrically
operated depending upon the system installed.
7. SPARE LEGENDS
Used for optional equipment as needed for aircrafl configuration.
8. PROPEUER DE-ICE (If Installed)
The "PROP DE-ICE I' ht is illuminated BLUE when the rocker switch is pushed ON. I h e
light will cycle ON 8 &F as the system cycles and will go oul when the switch Is pushed
OR.
9. PITOT HEAT
The "PITOT HEAT' light illuminates BLUE when the switch is pushed ON and the heating
element inside the plot heat tube is energized. Some foreign aircrafl illuminate AMBEf?
when not ON and operating.
10. DIM SWlTCH
The DIM switch may be activated when the low fuel lights come on bright. p e switch will
dim both low fuel lights but will not tum them off. To restore the display to bnght, press the
test switch.
-
11. HllLO VAC VACUUM MALFUNCTlON INDICATOR
The RED HllLO VAC annunciator light indicates a malfunction or improper adjustment of
vacuum system. Vacuum is available for operation of the atlitude gyro, and also the
directional gyro, and will be shown in inches of mercury. The designated vacuum range is
4.25 to 5.5 in. Hg. The HllLO VAC light will blink when vacuum is below 4.25 in. Hg and
gives a steady l i h t when vacuum is above 5.5 in. H . In eilher case the gyros should not
be considered reliable during this warning time. ~ e k tor Airborne Service Letler No. 31,
located at rear of Section X.
-
12. ALT VOLTS VOLTAGE IRREGULARITY INDICATOR
The .!?ED +T VOLTS annunciator light comes on designating an improper m k g e supply.
A bllnking l~ghtdestgnates no vollage from the alternator; a steady light indicates over
voltage or a tripped voltage relay.
-
13. START POWER STARTER ENGAGED INDICATOR
The RED "START P O W R light illuminates when starter rela is activated and starter is
engaged. shut engine OFF as soon as practicable. start k w e r should illumifle o r
engine start and MUST extinguish when starter switch is released. This light illumlnates
when Press-to-Test switch is pushed.
7-12 -
ISSUED 1 96
 MOONEY SECTION Vli
M20J AIRPLANE AND SYSTEMS DESCRIPTION
-
14. STBY VAC STAND-BY VACUUM ON INDICATOR (If Installed)
The "STBY VAC" light is illuminated AMBER when the rocker switch is pushed ON. The
light will go out when the switch is pushed OFF.
-
15. REMOTE RNAV REMOTE AREA NAVIGATION (If RNAV installed)
The "EhlOlE FNAV' light is illuminated AMBER anytime the DME is not slaved to the
RNAV.
16. BOOST PUMP
lliuminates BLUE when electrical power is su plied to auxiliary fuel boost pump for normal
takeoffs and landings and when ON due to faiure of engine driven fuel pump.
17. EMERGENCY LOCATOR TRANSMITTER (ELT) SWITCH
The ELT switch manually activates the emergency locator transmkter located in the tail-
cone. Reference should be made to the Emergency Locator Transmiller description in this
section for proper and lawful usage of ELT. Switch conRguration (and location may vary).
18. OPTIONAL SWITCH PLACARD (Varies with installed equipment)

NOSE GEAR STEERING

The nose ear steering system consists of the steering horn on the gear leg linked to the
rudder pe3al torque tube by push-pull tubes and bellcranks. Gear retraction automatically
disengages steering mechanism from nose wheel and centers nose wheel for entry into
wheelwell.
TAXIING AND GROUND HANDLING
The aircrafl can be easily taxied with minimum use of brakes. Minimumturning radius is 41
feet without use of brakes. A MANUAL tow bar can be used to ground handle aircrafl. Care
must be used to not swivel nose wheel beyond 14 degrees from center. Adjustable steer-
ing stops are incorporated on nose gear leg assembly.
- - - - - --
-------
CAUTION
Exceeding steering swivel angk limits may cause structural damage.

CONSTRUCTION
The landing gear legs are constructed of chrombmolybdenum tubular steel, heat-treated
for greater strength and weer resistance. Main gear leg attaching points pivot in bearing
surfaces on forward and stub spar. The nose gear mounts on the cabin tubular steel
frame. Rubber discs in all gear leg assemblies absorb the shock of taxiing and landing.
RETRACTION SYSTEM
The landing gear is electrically retracted and extended. The gear switch operates a landing
gear actuator relay. Pulling the wheel-shaped knob out and moving it to the upper detent
raises the gear. However, an Airspeed Safety Switch, mounted on the lefl hand, fomard
side panel, is incorporated in the electrical system to prevent landing gear retractionwhile
on the ground and until a safe takeoff speed Is reached. (appr?ximalely 80 + 1-5 KIAS).
The up liml switch will stop the gear in its retracted position. Mowng the control knob to its
lower detent lowers the gear. The properly rigged down limit switch will stop the gear
actuating motor when proper force has been exerted to hold the landing gear in the
down-and-locked position. Bungee springs preload the retractton mechanism in an over-
center position to assM in holding the gear down.
A landing gear safet bypass switch override is rovided neXl to the gear switch should the
gear fail to retract. bepressing and manually i o ~ i n this
g switch bypasses the airspeed
safety switch and allows the gear to retract.
-
ISSUED 1 96 7-13
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

-------
CAUTION -
--..#---

Never mly on the safety switch to keep t h a y down during taxi, takeoff or
landing. Always make ce.rtain thnt ths kin Ing gear switch a i n the down
poaibon during theso opemtions.
WHEEL BRAKES
The main gear wheels incorporate selCadjusting disc-type hydraulic brakes. The pilot's
rudder pedals have individual toeactuated brake cylinders linked to the rudder edals.
Depr~ing the toe pedals and pullin parking brake control on console sets the grakes.
Pushlng parking brake controlfomadreleasesthe brakes.
It is not advisable to set parking brake when brakes are owheated, aRer heavy braking or
when outside temperatures are unusually h h. Trapped hydraulic flukl may expand with
Mand d-ethe system.WA d o c k d t i i o m s a o u w~ used (a long- parking.
EMERGENCY EXTENSION SYSTEM
A manual landing gear exlension mechanism is provided to allow emergency lowering of
landing gear. The control mechanism is located between and aR of pilot and co-pilot seats.
The red lever must be released and pulled up (aft) to disengage actuator gear from the
electric drive mechanism and engafje the manual extension mechanism. The mechanism
has a spring retracted pull cable whlch manually d r i w the electric gear actuator to extend
the gear. 12-20 pulls are required to fully extend and lock the gear down. The electrical
extension or retrading syslemwl not operrte#the manual eod- lever is not pmpeitypositioned.
WARNING SYSlEM
p e landin gear waming system consists of: I ) landing gear condition lights, GREEN for
GEAR DO^"and RED for "GEAR UNSAFE", and 2) a waming hom activated when the
gear is not down-and-locked and throttle is a proximately 114 inch from idle poslin. The
green light shows continuously when gear is klly extended. The red light shows whenever
the gear is In transl or not locked down but is off when gear is fully retracted. A visual
gear- osition indicator, located on noorboard, alt of fuel selector, shows when landing
k
gear down when indicator marks align. The gear down light is dimmed when navigation
lights are tumed on.
STEERING
Rudder pedal action steers the nose wheel. Gear retraction relieves the ~ d d e control
r
system of its nose wheel steering and centers the wheel to permit retraction into nose
wheel well. The minimum turning radius on the ground is 41 feet (12.3 m). Adjustable
steering stops have been incorporatedon nose gear leg assembly.

---CAUTION
- - - - --
-----
The nose wheel must not be swiveled beyond 14' either side of center. To
exceed them limits may cause stnrctuml damage.

~cnerrJ]
BAGGAGE COMPARTMENT
The baggage compartment is located afl of the rear passenger seat. The standard com-
partment has 15.3 cubic feet (.43 cu. m) of beggage or cargo space. A maximum of 120
pounds (59 Kg) ma be loaded in this area. There are two pairs of floor tiedown straps
provided. Children s~ouldnot be allowed to occupy this space. Additional car00 space is
available by removing rear seat botlom cushion and seat back covet (fold seat back
forward and slide cover up and off frame; store as desired). To fold rear seat back down:
Pull seat frame from pivot rods. Place pivot rods into port~onof seat frame that carpet is
attached to. Slide frame down until approximately bottomed out. Pull seat back release
handle UP to move catch down. Pivot seat back forward and down into seat cushion
cavity. Both seats can be folded down together or independent of each other.
The hat rack compartment is restricted to 10 pounds (4.5 Kg).

7 - 14 ISSUED 1 96-
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

-
flGURE 7 4 CARGO RESTRAINT (TYPICAL)
CARGO RESTRAINT
The cargo tiedown adapter rings are to be inserted into holes provided in web of front seat
rails. The cargo b i t s attach to these rings and to standard seat bell harness to retain
cargo. Refer to Figure 7-4 for typical restraint.

-"..----
CAUTlON -
- - # " - - -

Proper loading and mtention of cargo is mandatory. Sea Loading

Computation Graph, SECTION VI.

SEATS
The front seats are individualty mounted and may be adjusted fore and an to iX individual
comfort preferences. The front seat back may be adjusted by turning hand crank until seat
back is in desired position.
Both optional front seat configurations allow vertical seat height adjustment by turning a
hand crank or knob to raise or lower the entire seat assembly.
The rear seat backs have four (4) adjustment positions. Each seat can be adjusted inde-
pendent of the other by pulling up on respective release handles located on left or right of
aircraft centerline on forward spar. This allows adjustment horn approximately 16 to 40"
recline position.
SEAT BELTSISAFETY HARNESS
Safely restraints,if worn properly. (1 occupant per restraint) keep occupants firmly in!heir
seats during TIO, landing, turbulent air, and dunng maneuvers. The bells are mechantcaily
simple and comfortable to wear. They are attached to the seat, which can be moved
without read'usling the belt. Inertial reel restraint systems are provided for the front seat
occupants. dingle point adjustment seatbeWshouMer harnesses are provided for rear seal
occupants. All restraint systems MUST be fastened for take-off and landing operations. It
is reco,mmeded tha t all infants and small children below the weight of 40 Ibs. andlor.under
the helght of 40 inches be restrained in an approved child restraint system approonate to
their height &weight.
-
ISSUED 1 96 7-15
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

The single diagonal type inertial reel hamess is designed so the chest strap crosses
diagonally from the out-board shoulder to a point as low on the Inboard hip as possible
and then across occupant's lap. This di onal conllguration places the body center-of-
gravity inside the triangle formed by thexest strap and lap belt. The Lap belt should be
comfortably tight as the ineltiel reel mechanism allows necessary ben length out to attach
to buckle point on inboard side of seat. As a resun the body is restricted from rolling out
toward the unrestrictedshoulder, or "open" side of the harness, upon folward impact.
Refer to Figure 7-5 8 7 8 for proper seat belthamess adjustment.

[DOORS, WINDOWS 8 EX ITS^

CABIN DOOR
Access to the cabin is provided by a door located on the right side of the fuselage. This
door has inside and outside operating handles. The outside door handle can be locked
with a key specifically provided for it. The door has two latching mechanisms, one located
at the top of door and one at the aft, center of door.
Should the door come open in 'ght, the flying qualities of the aircrafl will not be affected.
Procedures for closing the door in flight are contained in SECTION Ill.
Purs WINDOW
A pilot's storm window is located in the lefl main cabin window. This window is generally
used for fresh air for prolonged ground operations or as required during adverse weather
conditions. The window shouki not be opened in flight above 132 KIAS.
EMERGENCY EXITS
The CABIN DOOR is the primary emergency exit from the cabin. If a situation exists where
a probable off airport landing will occur, the door should be unlatched to prevent jamming
during the landing.
The BAGGAGE COMPARTMENT ACCESS DOOR can be used as a means of auxilii
exit. The door can be opened from the msde eMn though locked. To open, pull Off sma?l
ABS cover, pull out the latch pin and i i md handle. To verify re-engagement of latching
mechanism; open outside handle fully, close inside handle to engage pin in cam slide of
latch mechanism; insert locking pin into hole of cliplpin assembly to hold red handle down.
Replace ABS cover. Operate outside handle in normal method.
 MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

pzizE
GENERAL
The en Ine installed in this aircraft is an EXIRON-Lycoming Model 10-360.A388 (or
1 0 3 6 ( ~ ! 3 8 6 ~The) . 10-360 series englne is a four cylinder direct drive, hortmntally o p
sed, air cooled englne of 361 cubic inches displacement.
ge IO-36O-A3BB en Ine incorporates two Wick magnetos and a RSA-SAD1 Bendix fuel
injector. The 13 08
-h
0B
-6~ en ine incorporates a Bendix D4LN series dual magneto.
This englne is normal rotation !clockwise) as viewed from the rear ofthe engine. A detailed
specilicetlonlisting of the engine is contained in SECTION I.
ENGINE CONTROLS
Engine controk ere centrally W e d , between pilot and co-pibt, on engine controlconsob.
The l?iROTN control regulates mankld pressure. Pushing the BLACK knob forward
increases the manlfold pressure; pulli the knob aR decreeses the manifold pressure.
lhe PPDF€URcom~,with bcrmnr~RLEknob,controbenghe RFMthmughthe pope(ler
~ l o b bmmd h#easesengine FIPM; pulhglhe knob eft decreases RFM.
o m r . h s h b ' the
k e MIXTUREcontrol. with lts ED n~taaknob. establishes the fuet-air ratio mixture)
Pushlng the knob full fowud sets the mldure to fulMch. pull^ the knob all \ e m th6
mixture. Pulling the knob to its maximum all trawl position closes the idle cutoff v a h ,
shutting down the englne. Ptecise mixture settings can be established by observing the
EGTgauge on the pilot's right hand Instrument panel while adjusting the muture control.
The pro eller and mixture controls are vernier types and flne adjustments can be made by
turning L o b s clockwise or counter-clockwise.Vemler controls should not be tumed doser
than 118"to the pmei n d face. Rapidor large adjustmentscen be mede by depressing button on
end of c o m l knob end repostlion control as deshed. The throttle has an integralfriction d W .
The STANDAftD cowl fla s are mechanically actuated and may be positioned either FULL
OPEN or FULL CLOSE^ for ground operations or partially opened to a trail position.
during cruise, to maintain oil and cylinder head temperatures within their normal operating
ranges.This may be accomplishedby FUWNGthe controlAFTapproxjmfHeIythree inches.
The OPTIONAL cowl flaps are electrically actuated and may be placed in any poskion hom
FULL OPEN to FULL CLOSU) to maintain oil and cylinder heed temperatures within
normal operating ranges. 7his may be accomptished by placing cowl flap switch, located
under the mixture contml, in the UP or W\IIRJ osition. Obsem the poslion indicator,
located on the center console below wl flap swflch, until the desired position is obtained
and then return cowl flap switch to C E N % R ~ ~
OFF positiin.
ENGINE INSTRUMENTS
Engine instruments operate eleclrlcaliy, except manifold pressure and tachometer,
through variations in resistance causad by pressure or temperature changes, or by veri-
ations In current output caused by varying engine FfPMor alternator out ut. The mechani-
cal tachometer o erates by a cablelhousing assembly mechanically linfed to an adapter
on engine case. ~ c t r i tachometer
c is optional.
Cylinder heed temperature, oil pressure, and oil temperature gauges are located above the
flight instruments. EGT, tachometer, manifold pressure and fuel flow are located to the
right of the redio panel. Color arcs on instrument faces mark overatina ranaes. Roper
inierpretation of engine instrument readings is essential for selectin ,ptirriiurn conirol
setlings iwd for mainteining madmum uuise fuel economy. (Refer to SECTI& I1for LirnWNnns).
ENGINE OPERATION AND CARE
The life of the engine is determined by the care it receives. Maximum efficienc and engine
service I&can be expected when a good maintenance program is followed. boor mainte-
nance resuns in faulty engine performance and reduced service life. Efficient engine opera-
tion demands careful attentiin to cleanliness of air, fuel, oil and maintaining operatin oil
temperatures within required limns. Setvicing of the engine should be accompliihJ by
qualied personnel. Refer to current rrXTRON-Lycomirtg Overhaul and Service Manuals
and Bulletins.
ISSUED 1 98- 7-17
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
The engine receives a run-in operation before leaving the factory. 75% power should be
used for the first 25 hours to correctly condition the cylinder wails. Mineral oil (MIL-M529
Type 11) should be used for the first oil & filter change period (25 Hours). Continue to use
mineral oil for 50 operating hours or until oil consumption stabilizes, then change to oil
conforming to Lycoming Specification 301F.

The minimum grade aviation fuel for this engine is 1001130 or 100 U. In case the rade
required Ls not available, use a higher raiin . Never use a lower rated fuel. Oni aJation
gasolines compounded to specificalionsASh-910 or M I L - G ~ ~are ~ ~approued:
E
Operational procedures for adverse environmental conditions can be found In the engine
operator's manual.

OIL SYSTEM

The engine has a fuil-pressure wet sump oil system with an 8 quart (7.8 tilers) capacity. A
conventionaldip stick is provided for determining the oil quantity.

An automatic bypass temperature control valve routes oil flow around the oil cooler when
operating temperatures are below normal or when the coolin radiator is blocked. The
propeller governor boosts engine oil pressure for operation of tf~epropeller. it controls oil
pressure going to the propeller hub to maintain or change propeller blade angles. This oil
fbws through the propeller shan to reach the propeller.

IGNITION SYSTEM

The IO-380-A3BBengine incorporatestwo Slick magnetos.

The IO-360-A3BgDengine incorporatesa Bendix, dual magneto.

The right magneto fires the lower right and upper leR spark plugs, and the left magneto
fires the lower lefl and upper right spark plugs.

The m netolstarter switch has five positions: OFF, R (right). L (lefl): BOTH, and START. In
the 03 position both magnetos are grounded. Al the R posltion the left magneto
grounds. At the L position the right magneto grounds. At the BOTH poslion both magne-
tos are HOTand the ignition s stem is on. For safety the ignition swlch must be OFF and
key removed when the engineL not running.

Tuming the ignition switch to START and pushing IN closes the starter solenoid, engages
starter and allows impulse coupling to automatically retard the magneto until the engine is
at its retard firing position. ?be spring action of the impulse couplin is then released to
spin the rotating magnet and produce the spa* to fife the engine. d e r engine starts, the
impulse coupling ilyweights do not eng e due to centrifugal action. The coupling then
ads as a straight drive and the magneto"ares at normal finn position of the en ine. The
magnetolstaner switch is spring loaded to retum *om STAR! to the BOTH positin when
released.

-------
CAUTION -
----*-

Do not operate starter In excess of 30 seconds or reangage starter without

allowing it time to cool.

IIIllINIIIIIIIIIIII
11WARNING I1
IIII Il
III
IIII IIIIll
I
Do not turn propeller when magnetos am NOT grounded. Ground magnato
points before removing M c h wires or ekctrical plugs. All spark plug leads
can be removed as an alternate safety measure.

ISSUED 1 86-
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
AIR INOUCTlON SYSTEM

-
FIGURE 7-7 ENGINE AIR INDUCTION SYSTEM
ENGINE COOUNG
The downdrafl engine cooling system provides ground and inn' M power plant cooling.
Enpine baflliw directs air over and around cylhdera and out c?w?lap openmngs: Opanng
the cowl naps allows proper air now on the ground and dunng low-speed hrgh-power
climbs. On standard con uration pull cowl flap control AFT to open cowl flaps. Manual
cowl flaps can be p a r t k t opened, during cruise, to a Val posllon. I necessary. to
maintain oil and cylinder heed temperature withln nonnal operating range. Optional eiec-
tric cowl naps can be opened to any position bemen full closed and full open for proper
cooling.
ENGINE STARllNG SYSTEM
Engine starting is provided by a 24 volt starter. Ignition is provided by impulse coupled
magnetos. A starter engaged warning light (START POVER) is incorporated as standard
equipment in the annunciator panel.
ACCESSORIES
VACUUM PUMP
An enginedriven vacuum pump supplies suction for vacuumoperated gyroscopic tight
instruments. Air entering vacuumpowered instruments is filtered; hence, sluggish or er-
ratic operation of vacuumdriven instruments may indicate t h e a clog ed vacuum finer
element is preventing adequate air intake. A vacuum annunctator ~igRtis provkled to
monitor system-operation.Refer to Aihorne Service Letter No. 31, located at the rear of
Section X if Airborne Vacuum Pump Ls installed.
ALTERNATOR
Electrical power is supplied by an engine driven 28 volt. 70 ampere alemator.

-
ISSUED 1 Bg
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

The propeller is an all metal, two blade, constant speed, govemor regulated unit. Constant
propeller rotational speed (RPM) is maintained by a balance of air load, oil pressure and
engine rotational forces. The propeller governor regulates the llow of engine oil to a piston
in the propeller dome. The piston b linked by a sliding rod and fork arrangement to
propeller blades. Governor oil pressure acting on a iston and spring increase propeller
blade pitch, thus decreasing propeller and engine &. As oil pressure is reduced, cen-
trifu a1twisting moments on propeller blades decrease propeller blade pitch and increase
d. Control of these and other forces to maintafn a constant RPM is provided by the
propeller control in the cockpit.

The BLUE propeller control (with vernier feature is linked by cable to the propeller gover-
nor and delemines a wide ranee of in-flight Rh settings. Pushing the control forward
5
selects h' her RPM (lower pitch). Pulling the control an selects lower RPM (higher pitch).
m e n in ht, RPM should not lluctuate significantly, regardless of throttle setting. Rapid
or large justments can be made by depressfng button on end of control knob and
reposition control as desired.

The propeller may be operaied within the full range of FPM indicated by the tachometer,
up to the red redial line. In cruise, ahvays use power setting charts provkled in SECTION V.
On cold days during ~ n - u pexercise
, propeller several times to llow warm oil into propeller
hub. This assures propeller governing for takeoff.

Fuel is canied in two integrally sealed sections of forward, inboard area of wing. Total
usable fuel capacity is 64 gallons (242.4 liters)(53.3 Imp. Gal.). Both tanks ham fuel level
indicators (tabs) visible through the filler rts. These indicators show the 25gallon (84.7
liters)(20.8 Imp. Gals.) level in each tank. ere are sump drains at the lowest point in each
tank for taking fuel samples to check for sediment contamindin or condensed water
accumulation.

The recessed, three-position fuel selector valve handle, afl of console, on the floor allows
the pilot to set the selector valve to LEFTtank, RIGHT tank, or OFF position. The gascole
tor, located to the lefl of the selector vahe in the floorboard, is for draining condensed
water and sediment from the lowest point in fuel lines before the first light of the day and
afler each refueling.
Fuel feeds from one tank at a time to the selector vahre and through the electric fuel ump
(boost pump) enroute to the enpinedrirn pump and the fuel injector unit, m*elect$ fuei
pump is capable of supplying sufficient pressure and fuel flow for rated engine perfonn-
ance should the engine driven pump fail.

Electrolmechanicalfuel-level transmitters h the tanks operate the fuel gauges. The Master
Swiich actuates the fuel quantity indicator system to maintain an indication of fuel remain-
ing in each tank. The fuel pressure gauge registers fuel pressure in the line to the injector.
Vents in each fuel tank allow for overnow and ventflatlon.

The optional, visual fuel quantity indicators located in each wing tank are to be used for
PARTlAL FUEL LOADING only and not for prefliight inspectionpurpose.

Fuel flow (if installed) is presented digitally and indicates volume of fuel being used in
GPH (pounds or liters optional), !otal fuel used or fuel remaining o r time remaining. Op-
tfonal fuel llow systems are available and each dep~ctstnformation differently. Refer to
appropriate operational procedure for specific data. A "Fuel Flow Memory" switch is lo-
cated on the panel to shut off memory circuit if aircrafl is to be stored for long periods of
time.
7-20 ISSUED 1 96-
 MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

-
FIGURE 7-8 FUEL SYSTEM SCHEMATIC

ALTERNATOR & EAllERY

A 24 volt/i&ampere-hour storage battery (in the tailcone) and a 28 voWO ampere sekrec-
tifying altemator supply electrical power for equipment operation. The ammeter depicts
battery chargeldischargerate. LOWor "zm" alternator output will be shown as a discharge
reading on the amn&er. Adischarged ballery wiH be indicated by a h i g k h e reading.
The voltage regulator adjusIs ahemator output to current load while maingning a constant
voltage level. A voltage warning light illuminates steadily when voltage limits are exceeded
and Rashes when voltape is low.
---..--
-------
CAUTION -
Starting with an exteml power source should not be done while the battery
is compktely dapktsd. H will not accept the high charge rats from the
altomator and electrical failum may msutt.
ELECTRICAL SCHEMATlC (SEE FIGURE 7-9)
CIRCUIT BREAKER PANEL (SEE FIGURE 7-10)
Push-pullor rocker witchcircuit breakers automaticallv break the electrical current flow if
the system or unit receives an overload, thus preventingdamageto electrical wiring.
The main circuit breaker panel is in the extreme rinht panel. Fwrure 7-10 illustratesthe main
circuit breaker panel with its push-pull circuit breakers. All mcker switch-circuit breakers
an, at the bottoin of the flight panel.'
The alternator push-pull circuit breaker on the main breaker penel furnishes an emergency
overload break between altemator and the main buss. Since the alternator is incaoable of
output in excess of the circul breaker capacity, a tripped breaker normally indicate; a faun

-
ISSUED i 96 -
7 21
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

FIGURE 7-9 MZOJ UECTRICAL SCHEMATIC

wlhin the alternator. Since the anmalor is then cut out of the power circul, the storage
battery supplies electrical power in steadily diminishing output with Msster Switch ON.
The alernalor W has a push-pull circul breskw to furmsh an emerpency break in the
alternator aeld excitelion circuit in the event of aftemstor or wtlage regulator malfunction.
If reguletor output volage exceeds limits, the red wlage wsming ligM illuminates steadb
and the akerndor 1Seld circul breaker trip. Rsset thq circuit breaker to restore aleme
tor power. The omit e annunciator lllght should extmgukh. If o m l l a g e kght comes
on again. the alernator%d circvl bresbr wiH tfip and M 1emator output Once again
the battery is the only source of eledncal power; therefore, am electricel equipment not

7-22 lSSUED1-96
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION

PNL OWD

ALT GEAR GEAR GEAR VAC STALL

FLD ACT RELAY WARN WARN WARN ANN

0000080
K C LDC TAXI CWSHLO PNL SlmTER UP WP
SNSE L ~ S LRES LnES Lncs SOLEN (+I (-1

00000000
INST FUEL TURN RADIO DEF
CLUSTER FLOW TACH COORO A/H HSI BLOWER BLOWER

00000000
5BBG66660
SPEED COWL CIG ENG MKR

B&5wp6B66 COM 2

bd6Mm6600 IW OH,%

AUTO A/P YAW &5 S m 6 6

WEAD HEM PRJ~CT

'k J
Typical circuil breaker panel depicted -Circuit breaker panels may vary, in shape as
well as in location of CIB's, for each aircraft configuration.
-
FIGURE 7-10 CIRCUIT BREAKER PANEL (POSITIONS VARY)
essential for night should be turned off and the Right terminated as soon as practical to
correct malfunction.

-
ISSUED 1 06 7-23
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

-
I NOTE I
The circuit breakere installed i n the panel may vary dependin0 o n installed
equipment per customer order.
ANNUNCIATOR PANEL
The landing gear lights, low fuel lights, witage lights, vacuum warning light, starter en-
gaged light and various optional equipment I hts are grouped in standard annunciator
panel A test switch and d m swlch. are alsoiund in the panel. Each of the lights and
switches are discussed elsewhere in this section.
ELT PANEL
The ELT Panel houses the remote ELT Swiich. Provisions for other switches,. as required
for optional avionics installations are available on a se a w e Optional Swich Placard
bcaled on the up er right radio panel adjacent to the ET! switch. (SeeSECTlON IX for
Avionics Systems kstalled in this aircralt).
UGHllNG SYSTEM
INSTRUMENT & PlACARD LIGHTS
All placards are floodlighted by lights t o m glareshield. There are two rheostat knobs on
right hand redio panel. The left control regulates intensity of placard lighting. The right
control provides avionic and Instrument lighting. Rotating knobs clockwise turns ON and
increases light intensity.
MAP UGHT
The map light switch is located on top of pilot's control wheel (co-pilot's optional).
CABIN UGHTING
Four headliner I' ht positions illuminate cabin. The forward lights are controlled b a
BRIOHT-OFF-DI#~~~~C~ located in headliner above co-pilot. The rear lights are controhd
by another BRGHT-OFF-DIMswitch located overhead.

-------
-------
CAUTION
The cabin light rocker switches am connected dimctly t o battery.
EXTERIOR UGHllNG
Conventional navigation and high intensity strobe lights are installed on wing tips and on
rudder trailing edge. The landinghaxi lights are installed in wing leading edges (lefl and
right sides). All exterior lights are controlled by rocker type
.. switches on lower right hand
t ortion of pilots panel. -
igh intensity wing tip and tail strobe lights are required for night operation, but should be
turned O f f when taxiing near other aircraR, or flying in fog or clouds. The conventional
position lights must be used for all night operations. -
Optional recognition lights may be installed in wing tips for use as desired or when
requested by ATC.

HEATING & VENTllATlON SYSTEMS

Four ventilating systems provide cabin environmental conditions that can be regulated to
individual pilot andlor passenger preferences.
FRESH AIR - One source of outside air enters cabin through air ducts on both sides of
fuselage. This outside air is always available through adjustable outlets W m a c s ) near
pilot's and co-pilot's knees.
MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
-
CABIN m T M e n the CABIN WENT control is pulled, fresh air from air duct on fuselage
right side is supplied to the cabin (through mixer box and lower console duct) andlor to
the defrost system.
-
CABIN HEAT Fresh air, healed by engine exhaust muff, and cool air from air duct on
co-pilot side can be indlvklually controlled and mixed to desired temperatures by use of
Cabin Heal and Cabin Vent controls. Pulling CABIN HEAT control supplies heal to cabin
and defroster system. Hot and cokl air may be mixed by adjusting both heat and vent
controls. 'lhese controls may be adjusted anywhere behueen full open and full closed.
Cabin heat will be more effective when cowl flaps are closed.
-
OMRHEAD VWlllATlON The cabin overhead ventilming s stem works Independently
of cabin healing and ventilating system. Fresh air enters a N A ~ Aduct on dorsal tin end is
controlled by individual outlets above each seat. A master air vent conlrol regulates flow of
alr through the Individual overhead outlets. This control is located above the pilots seat
back, on the overhead panel.
WINDSHIEU) DEFROSTING SYSTEM
The windshield defrost system takes air from the cabin air distribution system and distrib-
utes this o w r the windshield interior surface any time hem andlor fresh air controls are
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J
ed. Pulling defrost control full aft decreases flow to cabin ducts and forces maximum
:control
KO ftnw through deliust ducts. A defroster blower is tumed ON when DEFROSTER
s puled.

[PITOT PRESSURE a STATIC SYSTEM]

A pitot tube, mounted on lower surface of left wing, picks up airspeed indicator ram air. A
heated element, within pitot heed prevents pitot tube icing when 1 ing in moisture-laden
air 4 pitot system drain valw is located on fomard bottom skin of ibn wing just outboard
of wlng fillet. Static ports on each side of tailcone supply static air pressure for the
altimeter, airspeed indicator, and vertical speed indicator. A static system drain valve is
located on fuselege bottom skin below taikone access door. An atternate static pressure
source valve is installed in the Oiht panel just leR of the pilots control column. Anemate
static air is taken from the cock R and will affect fllght instrument readings. Performance
yariatiqn charts in SECTION V 8.pict the difference between primary and alternate static
mdicat~ons.

The electrical stall waming system uses a vane actuated switch, installed in the leR win
leading edge, to energize stall waming horn located in the cabin. m e stall warning swrtcff
is adjust+ to provide aural waming at 5 to 10 Knots befora the actual stall is reached and
will remaln on until the a~rcraftflight attitude is changed toward a non-stalledcondition.
-
Do not attempt to adjust pmstall
-
l NOTE1
warning speed by bending the vane. This
part has been heat treated and cannot be bent without damaging or breaking
the vane.

The Emergency Locator Transmitter (ELT) is located in the tailcone and is accessible by
removing radio access panel on leR side of fuselage. The emergency locator transmitter
meets the requirements of FAR 91.52 and is automatically activated by a longitudinal force
of 5 to 7 g's. The ELT transmits a distress signal on both 121.5 MHz and 243.0 MHz for a
period of from 48 hours in low temperature areas and up to 100 hours in high temperalure
areas. The unit operates on a self-contained battery. The battery should be checked at
annual insoedions.
ThebatteG hasa useful life of four yean Howewr, to comply with FAA regulations it must
be reolaced after two vears of shelf Lfe. The battew should also be reolaced if the transmit-
ter h& been used in i n ememencv situation or if ~ccumulated test time exceeds one hour.
The replacement date is mt%hied-onthe transmitter label. On the unit itself is a three
position selector switch placarded "W, "ARM, "ON. The "AFW position is provided to
set the unl to the automatic position so that it will transmit only after impact and will
continue to transmit until battery is drained to depletion or until switch is manually moved
to "OFF position. The "AFiM" position is selected when transmitter is installed at the
factory and the switch should remain in that position whenever the unit is installed in the
airplane. The "ON" position is provided so the unit can be used as a porlabletransmitter or
in the event the automatic feature was not triggered by impact or to periodically test the
function of the transmitter.

Select the "OR' position when changing the battery, when rearming the unit if it has been
activated for any reason, or to discontinue transmission.
-
- l NOTE1
If the switch has been placed in the "ON" position for any mason, the 'Y)FFn
position has to be selected before selechng "Af3hln. If uARMnis selected
directly from the "ON" position the unit will continue to transmit in the YARM"
position.
 MOONEY SECTION VII
M20J AIRPLANE AND SYSTEMS DESCRIPTION
E.LT. REMOTE SWITCH OPERATION
A pilot's remote switch, located above the radio panel, is provided to allow the transmffler
to be controlled from Inside the cabin. The oilot's remote switch is olacarded "ON". "ARIA".
The unit will start transmilling with switch In "ON" position and will stop when remote
mnch is returnedto "ARM" position during cockpit checkout.
-
- 1NOW
If for any mason a test transmission is necessary, ths opentor must fitst
obtain permission ftom a local FAA or FCC npmsenlative (or other
appllcabk Authority or in accordance with cumnt regulations. Test
tranm*.lon should be kept to a minimal duration. Testing of ELT should be
conducted only during the fimt (5) minutes after any hour and no longer
thsn thme (3) audlbk swueps.

The U T should be checked during ground check to make ceriain the unit has not been
accidentally activated. Check by tuning a radio receiver to 121.5 MHz. If there Is an
oscillating sound, the locator may haw been activated and should be turned off immedi-
ately. Reset to the ''ARM''
position and check again to insure against outside interference.

-
ISSUED 1 96
SECTION VII MOONEY
AIRPLANE AND SYSTEMS DESCRIPTION M20J

BLANK

-
ISSUED 1 96
MOONEY SECTION Vlll
M20J HANDLING. SERVICE AND MAINTENANCE

I TABLE OF CONTENTS 1

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INTRODUCTION . . . . . . . . . . . . . . . . . . . 8-2

GROUND HANDLING . . . . . . . . . . . . . . . . . 8-2

TOWNG . . . . . . . . . . . . . . . . . . . . 82
TlEDOWN . . . . . . . . . . . . . . . . . . . 8-3

JACKING . . . . . . . . . . . . . . . . . . . 83

SERVICING . . . . . . . . . . . . . . . . . . . . 8-3

REFUELING . . . . . . . . . . . . . . . . . . 8-3
ENGINE LUBRICATION . . . . . . . . . . . . . . . 8-4
INDUCTiON AIR FILTER . . . . . . . . . . . . . . 85
GEARANDTlRES . . . . . . . . . . . . . . . . . 8-6
BAllERY . . . . . . . . . . . . . . . . . . . 8-6
HYDRAULIC BRAKE RESERVOIR S Y S m . . . . . . . 8-13

MAINTENANCE . . . . . . . . . . . . . . . . . . . 8-6
PROPEUERCAJE . . . . . . . . . . . . . . . . 8-6
U(TW0RCARE . . . . . . . . . . . . . . . . . 8-7
INTERIOR CARE . . . . . . . . . . . . . . . . . 8-7

AIRPUWEFILE . . . . . . . . . . . . . . . . . . . a8

ISSUED 1 .96
 SECTION Vlll MOONEY
HANDLING, SERVICE AND MAINTENANCE M20J

This section contains factory recommended procedures for proper ground handling, rou-
tine care and servicing of your Mooney.
It is recommended that all aircrafl undergo a complete inspection (ANNUAL) each twelve
calendar months. In addlion to the required ANNUAL inspectlon, aircrafl operated c o r n
mercially (for hire) should have a complete inspection every 100 hours of operation. All
inspections must be performed by a designated represenlathre of the FAA or the Aviation
Authorily of the country in which the aircraft is licensed..
The FAA may require other inspections by the issuance of Airworthiness Directives appli-
cable to the airplane, engine, propeller and other com onents. H Is the responsibility of the
owner/ooeralor
......... to ensure
. -......... comoliance
-. ...... wlth all
. - ........ -.. aoolicagle
. ... -- .. airworthiness
-............... directives
-......... and
-. .- rec-
...
ommended "MANDATORY' Mooney Aircrafl Service Bulletinsllnstructions. W e n inspec-
tions are repetitive the ownerloperator should take appropriate steps to prevent
inadvertent non-compllance.
Scheduling of ALL maintenance is the responsibility of the aircrafl operator. A general
knowledge of the aircraft is necessary to perform day-today service procedures and to
determinewhen unusual service or shop maintenance is needed.
Service information in this section of the manual is limited l o servlce procedures which the
operator will normally perform or supervise. Reference should be made to FAR Part43 for
information regarding preventivemaintenance which may be performed by a U.S. licensed
pilot.
It is wise to follow a planned schedule of lubrication and preventive maintenance based on
climatic and flying condlions encountered in your locality.
Keep in touch with your Mooney Service Center and take advantage of his knowledge and
experience. He knows your airplane and how to maintain it. Should an extraordinary or
difficult problem arise concerning the repair or upkeep of your Mooney, consult the Prod-
uct Support Department, Mooney Aircrafl Corporation, Louis Schreiner Fiekl, Kernrille, TX.
78028, U.S.A.. Telephone: Area Code (210) 8966000, ext. 218.
All correspondence regalding your airplane should include the MODEL and SERIAL
NUMBER. These numbers can be found on an identificationolate located on the bwer afl
porlion of the leA side of the tailcone. The model and serial number must also be used
when consulting either the Service & Maintenance Manual or Parts Manual.
Service & Maintenance Manual, Illustrated Parts Manual and Service BulletinlService In-
struction Manual may be obtained for your airplane through any Mooney Service Center.
Avionics and Navigation Systems information should be obtained from the applicable
manufacturers.
Engine information should be obtained from TEXlRON-Lycoming, 652 Oliver STreet,
Wlliamsport, PA, 17701, telephone (717) 3238181.

For maneuvering the aircrafl in close quarters, in the hangar, or on the ramp, use the
tow bar furnished wllh the aircrafl loose equipment. The towbar attaches to the nose
gear crossbar. One man can move the aircrafl providing the ground surface is relatively
smoolh and the tires ace roperly inflated.
W e n no towbar s avallaile, or when assistance in moving the aircrafl is required, push
by hand:
on the wing leading. edges, and
on the inboard porton of propeller blades adjacent to the propeller hub.
tractor or other powered equipment is NOT RECOMMENDED.
-
8 2 ISSUED 1 - 9 6
 MOONEY SECTION Vlll
M20J HANDLING, SERVICE AND MAINTENANCE

--------
1 - - - 1 -

CAUTION
Exercise care not to turn the nose wheel past its nonnal swivel angle of 14O
either side of center. Exceeding turn limits shown on turn indicator may
cause structural damage.
TIEDOWN
As a precaution against wind damage, always tie down the aircraR when parked outside.
Removable win t i i o w n e e-bolts, supplied wilh the loose equipment, screw into wing
receptacles rnaied HOIST &0INTjust oulboard of each main gear.
Replace these eyebolts wlth jack point Rxtures when It is necessary to IM the aircraft with
jacks. The tail tiedown polnt is part of the tall skii.
To tie down the aircraft:
a. Perk the alrplane facing the wind.
b. Fasten the co-pilot seat belt through the flight control wheel. Pull seat beH
snug so flight controls are immobilized.
c. Fasten strong ground-anchoredchain or rope to the installed wing tiedown
eyebohs, and place wheel chocks fore and aR of each wheel.
d. Fasten a strong ground-anchoredchain or rope through the tail skii.
JACKING
M e n it is necessary to raise the aircrall off the round:
a. Installjack points in tiedown mounting f o l a out board of each main gear.
b. Use standard aircraft jacks at both wing hoist oints (wing tledown eyebolt
receptacles) outboard of the main gears. M f e holdlng jack polnt in
place, raise jack to Rrmly contact jack point.
c. Raise aircraft, keepin win s as neatly level as possible.
d. Use a yoke-ksmejac! undler propeller lo lift the nose.
e. Secure safety locks on each jack.

---,--..,- -
m e - . . - -

CAUTION
Do not raise ths ainrafl on jacks out of doors whan wind velocity is over 8
K T . Whsn lowring aircraft on jacks, bleed dl pressure on all jacks
-
sunulmnaousty and evenly to keep a~rcraftbvel as It is l o w e d .

-
I NOTE I
Individual wheels may be raised without raising the enUm aircraft. Wheels not
being raised should be chocked fom and aft.

1 SERVICING 1
REFUELING
Integrally sealed tanks, in the folward inboard sections of the wing, carry the standard fuel.
M h aircrafl standing on lewl ground, service each fuel tank aRer Right wlh 100 octane or
100LL aviftllongrade asoline. The visual quantity gauge located on top of each tank
should be used as a re!erence for partial refueling only
Before filling fuel tanks when planning a maximumweight flight configuration, consut the
Wight & Balance Record for loedlng data.

--------
CAUTION
--*---
Never use aviation fuel of a lower grade than 100 Octane or 100 LL
Fuel samples from the sump drain of each tank should be taken before the first flight of the
day to check for water. sediment or other contamination. Fuel samples taken immediately
affer refueling may not show water or sediment due to mixing action of refueling process.
ISSUED 1 gB- 8-3
SECTION Vlll MOONEY
HANDLING, SERVICE AND MAINTENANCE M20J
1111111111111111111
I1 WARNING I1
IIII111IlIIIIIIIIIIl
Allow five minutes after refuelin for water and sediment to settk in the tank
and fuel sebctor valve drain %sfm Cking fuel sampbs or draining the
gascolator.
Tank sump drains are near each wing mot fomard of the wheel wells. A small plaslic cup
is supplied as loose equipment for obtaining fuel samples. To collect a fuel sample, insert
the cup actuator prong in the sump drain receptacle; push upward to open the valve
momentarily; drain fuel into the cup. If water is in fuel, a distinct line separating the water
from the asoline will be seen thmugh the transparent cup wall. W e r , being heavier, will
settle to t i e bottom of the cup, while the colored fuel will remain on top. Continue taking
fuel samples untll all waler is purged from the tank.
The fuel tank gascolator is on the cabin lloor forward of the pilot's seat. To flush the
gascolator sum and lines leedin from the wing tanks to the selector valve, tum selector
handle to the l e t and pull fuel d d n valve for about five seconds. Repeat procedure for the
right tank, being sure that the fuel drain valve is returned to the closed position and that
the drain valve is not leaking.
ENGINE LUBRICATION
Operate the new engine at full power within the limitations given in SECTION 11.
-
Ibl0'I.E I
-
Use recommended engine bmakin procedures as published by engine
manufacbrer.
Before every flight, check the engine oil level and replenish as necessary.
Check engine oil level aller engine has been stopped long enough for oil to drain back into
sump. The oil filler cap access door is located in to cowling. An lubricating oil, either
mneral or compounded. must conform with d N - L y c o m i n g &ecilication No. JOW
to be acceptable for use in en ines. New or newly overhauled engines should be operated
on avlation grade mineral oil juring the first 50 HOURS of operation or until oil consump-
tion has stabilized. The aircraft is delivered from Mooney with Multiviscosity mineral oil.
The engine is equipped with an external oil filter and engine oil change intervals may be
extended from 50 HOUR to 100 HOUR INTERVALS providing the external filter element is
changed at SO-HOUR INTERVALS.

---..,---
CAUTION -
------
If an engine has been opmting on mineral oil for several hundmd hours, a
chanw to additive oil should ba undertaken with caution.
If engine is in extremely dirty condition, switching to additive oil should be deferred until
alter engine has been overhauled. M e n changing from mineral oil to additive or com-
pounded oil afler several hundred hours of operation on mineral oil, take the followina
precautions steps:
- mineral oil from
a. DO NO?M~Xadditive oil and straight mineral oil. Drain strahht
en ine, change filter and fill with additive oil.
b. d NOT operate englne longer than F I E HOURS before again changing oil.
c. Check oil filter for evidence of sludge or plugging. CHANGE oil and REPLACEoil
filter element every 10 HOURS if sludge is evident. Resume normal oil drain periods
afler sludge conditions impmve.
Your Mooney Service Center will change engine oil in addition to performing all other
service and inspeclion procedures needed when you bring your airplane in for its mhour;

-------
100-hour, or annual inspections.

-----.. -
CAUTION
Excessive oil sludge buildup indicates that the oil system needs servicing at
less than SOhour intervals.
8-4 ISSUED 1 86 -
MOONEY SECTION Vlll
M20J HANDLING, SERVICE AND MAINTENANCE
M e n changing or adding oil TMTRON-Lycoming specifies the following grades of oil to
use for various ambient air temperatures.

Your Mooney Service Center has approved brands of lubricating oil and all consumable
materials necessary to selvice your airplane.
lNDUCllON AIR FILTER
The importance of keeping the induction air finer clean cannot be over-emphasized. A
clean finer promotes fuel economy and longer engine life. The dry-type filter can usually be
washed six to eight times before replacement is necessary. Replace the induction air filter
every 500 HOURS or at ONE MAR intervals, whichever occurs first.
I.
To clean the dry-type induction air filter:
a. Remove the engine cowling.
b. Unbolt finer element and remove.
c. Direct a jet of air against down or clean side of filter (op osite lo normal
airflow). Keep air nozzle at least two inches from filter erement. Cover entire
filter area wiih air jet.

CAUTION -
--.,--.,
-------
Do not use a c o m p r e ~ unil
r with a n o u k pmmum gmater than 100 PSI.
d. After cleaning, inspect filter and gasket for damage. Discard a ruptured
filter or damaged gasket.

If f i b r shows an accumulation of carbon, soot, or oil, continue with cleaning

steps e through h.
e. Soak filter in nonsudsingdetergent for 15 minutes; then agitate filter back
and fo~Ih for two to five minutes to free filter element of deposits.

A Donaldson 0-1400Filter Cleaner is also recommended. Do not use

sohmnts.
f. Rinse filter element with a slream of clear water until rinse water is clear.
g. Dry filter thoroughly. Do not use a light bulb or air heated above 1W' F
(82' C) for filter drying.

-
ISSUED 1 98 8-5
 SECTION Vlll MOONEY
HANDLING, SERVICE AND MAINTENANCE M20J
h. Inspect for damage and ruptures by holding filter before a l i h t bulb.
If damage is evident, replace filter with a new one.
GEAR 6 llRES
The aircran is equipped with &ply standard-brandtires and tubes. Keep the main gear tires
in?&+ at 30 PSI and the nose tire at 49 PSI for maximum service lie. Roper inflation will
mlnimlze tire wear and !mpact damage. wually inspect the tires al prefliht for cracks and
ruptures, and awld taxi speeds that requlre heavy brakin or fast tums. Keep the gear and
exposed gear retraction system components free of mu8 and ice to avert retraction inter-
ference and binding.
The gear warning horn may be checked in night by retarding the throttle with the gear up.
The gear horn should sound with an intermittent note at approximately 12 inches manifold
pressure.
B A m Y
The 24 volt 10-ampemhour electrical sto e battery is localed in the tailcone, an of
baggqe compartment bulkhead. accessibl%mugh ailcone access panel. Check battery
fluid level every 25 FLIGHT HOURS or each 30 DAYS whichever comes first.
To service the battery, remove the battery box cover and check the terminals and connec-
t o n for comsion. Add distilled water to each battery cell as necessary; keep the fluid at
on uarter inch over the separator tops.
ch% the fluid spook gravky for a reading of 1.265 to 1.275. A recharge is necessary
when the specific gravity is 1.240 or lower. Start charging at four amperes and finish at two
amperes; do not allow battery tempemure to rise above 120°F. during rechargin Keep
the batlery at full charge to prevent ti'eezing in cold weather and to prolong sendcake.

---..,---
"---"--
CAUTION
The alternator m d vottrgo mQuht0roperates only as r one-pohrity system.
Be sure the pohrity b c o m d when connecting r charger or booster battery.
If comsion is present, flush the batlery box with a solution of baking soda and water. Do
not allow soda to enter the battery cells. Keep cable connections clean and tightly fas-
tened, and keep overtlow lines free of obstruction.
HYDRAULIC BRAKE RESERVOIR SYSTEM
The brake system hydraulic reservoir is located in the tailcone above the battery. To
service, remove the tailcone access anel and check fluid level eve 50 HOURS of
operation. Fluid level should be no higRer than two (2) inches (5 cm) byow the filler cap.
Use only hydraulic fluid (Red) conforming to specification MIL-H-5808.
DO NOT FILL RESERVOIR WHILE PARKING BRAKE IS SET.

PROPELLER CARE
The high stresses lo which propeller blades are subjected makes their careful inspection
and maintenance vitally Important. Check the blades for nicks, cracks, or indications of
other damage before each flight. Nicks tend to cause high stress concentretins in the
blades which, if ignored, may resun in cracks. It is very important that all nicks and
scratches be polished out prior to nexl flight. H is not unusual for the propeller blades to
have some end play or fore and an movement as a result of manufacturing tolerances in
the parts. This has no adverse effect on propeller performance or operation and is no
cause for concern if the total movement at the blade tip does not exceed .12 inches (0.3
cm). \Mth the fitst turn, centrifugal force firmly seats the blades, rigidly and positively
against the retention bearing in the propeller hub.
Preflight inspection of the pmpeller blades should include, in addition to the foregolng, an
occasionalwipin with an oi cloth to clean off grass and bug stains.
N M R USE J m N I c - E R ON THE BLADES; remove grease and dirt wlh
tetrachloride or Stoddard solvent. McCauley recommends the propeller be removed and
8-6 ISSUED 1 W -
 MOONEY SECTION Vlll
M20J HANDLING, SERVICE AND MAINTENANCE
overhauled every 1500 HOURS of o eration. Harkell recommends the optional propeller
be removed and omhauled emry l & O H W R S of operation.
Your Mooney SenAce Center will answer any questions you may have concerning blede
repair and inspection.
EXTERIOR CARE
As with any paint a~pliedto a metal surface, an initial curing period Is necessary for
devebpingihe d e s i d qualities of durabill and appearance. %erefore, DO NOT W Y
w TO THE NEWAIRCRAFT -OR
LIVERY. \h$x substances will seal aainl ham the- air
- and
GN~L
TYU) OR THREE MONTHS AFTER q ~
- - arevent curina. W s h the exterior
-
prevent dirt fromworking inioihk<uring paint. Hold bu'fiingto amiGmum until curing IS
complete and there is no danger of disturbing the undercoat.

--------
- - - - I -

CAUTION
M o r e Washing e-rior, ba ceftain brake discs am cowred, a pitot cover is
in place, and all staticair buttons are masked off.
Remove grease or oil from the exterior by wiping with a cotton cloth saturated in kerosene.
Flush m a y loose dirt and mud depostls before washing the ederior with an aircran-type
washin compound mixed in warm water. Use salt cleanlng cloths or a chamois, and USE
ONLY RILD LIQUID WE MTERGENTS, avoid harsh or abrashre detergents that m$M
stretch or corrode the surface. It is essential that ALL CLEANING COMPOUNDS AND
APPLICATION CLOTHS BE F E E OF ABRASIKS, GWT, OR OTHER FOEIGN MATTER
Use a prewax cleaner to remove a heavy oxidation film. For nonoxldlzed or precleaned
surfaces, apply a good exterior finish wax recommend+ for protection of urethane
enamel finishes. Carefully follow the manufacturer's instructions. A heavier coating of wax
on the leading edge of the wings, empennage, and nose section will help reduce drag and
abres~onIn these areas.
If fuel, hydraulic fluid, or any other dye-containing substance is found on the exterior aint,
wash the area at once to prevent staining. Immediately llush away spilled battery acktl and
treat the area with a baking sodaand-watersolution, followed by a thorough washing with
a mild aircralt detergent and warm water.
Before wipin the windows or windshield, flush the exterior wlh clear water to remove
particles of 8rt. ~ o u s e h owindow
~ cleaning compounds should not be used as some
contain abrasives or sohmnts which could harm acrylic. An antistatic acrylic cleaner is
good for cleaning and polishing the windshield and windows.
INTERIOR CARE
Normal household cleaning practices are recommended for routine interlor care. F r s
quently vacuum clean the seats, rugs, upholstery paneis, and headliner to remove as
much surface dust and dirt as possible. Occasionally wash the leather or vinyl upholstery
and kick panels with a miid soap solution to prevent dirt from workin into the surface.
Wpe olean with a slightly damp cloth and d with a son cloth. N& APPLY FURNI-
TURE POLISHES. Foam-type shampoos and X a n e n for vinyl, leather, textiles, and plastic
materials are good for removing stains and reconditionin the entire interior. Spray dry
cleaners are also recommended. Grease spots on fabric s\ould be removed with a jelly-
type spot liner.

--------
CAUTION
- # . - - - -

Never use denatured alcohol, benzene, c a w n tetrachloride, acetone, or

gasoline lor cleaning acrylics or Interior plastics. Canfully follow
manufactumr's instructions when using commercial cleaning and finishing
compounds.
Do not saturate fabrics with a solvent which coukl damage the backing end padding
materials. To minimize carpet wetting, keep foam type cleaners as dry as poss~bleand
gently rub in circles. Use a vacuum cleaner to remove foam and to dry the materials.
ISSUED 1 98- 8-7
SECTION Vlll MOONEY
HANDLING, SERVICE AND MAINTENANCE M20J
Use a damp cloth or a mild soap solution to clean interior plastic, vinyl trim and metal
surfaces.

I AIRPLANE FILE 1
Certain miscellaneous data, information and licenses are a part of the airplane file. The
following is a checklist of documents that must either be carried in the airplane or available
on request of the proper authority.
1. To be displayed in the airplane at all times:
a. A i m n Aimorthiness Certificate (FAA~ o n 8100-2).
n
b. Aircran Registration Certificate (FAA Form 8050-3).
c. Aimran Redlo Station License, if transmitter Installed
(FCC Form 556).
2. To be carried in the airplane during all tight operations:
a. Pilot's Operating Handbook(1ncludingFAA Approved Flight Manuar).
b. W i h t and Balance, and associated pa ers. latest copy of the
Repar and Meratmn Form. FAA Form g37, ~applkabie).
c. Equipment List.
-
The o r i g i ~vveioht
l
-
I NOTE I
and balance dab and Equipment List are conlainad in
SECllON VI of this manual; the manual is su lied with each new airplane
purchased horn Moons Aircrafl Corporation. R s mcommended that copies
of SECTIOK VI be made and stored in a safe plrcr.
3. To be made available upon request:
a. Airplane Log Book.
b. Engine Log Book.
S h e the Regulations of other nations ma require other documents and data,
owners of aimlanes not reoislered in the Ailed Sates should check with their
own aviationofficials to daermine their individual requirements.

ISSUED 1 - 96
MOONEY SECTION IX
M20J SUPPLEMENTAL DATA

TABLE OF CONTENTS 1
. . . . . . . . . . . PAGE

SUPPLEMENT INSERTED DATE

SECTION IX MOONEY
SUPPLEMENTAL DATA M20J
SUPPLEMENT INSERTED DATE

. . . . . . . . .
. . . . . . . . .

-
ISSUED 1 88
MOONEY SECTION IX
M20J SUPPLEMENTAL DATA

1INTRODUCTION I
This Section contains FAA APPROVED data ertaining to Umitatlons, Normal Procedures,
Emergency Procedures, and effects on perkrmance for certaln optional equipment in-
stalled in the airplane are contained In this section. Commonly installed items of optional
equipment whose function and operation do not require detailed inst~ctionsare de-
scribed in SECTION MI.
SECTION IX MOONEY
SUPPLEMENTAL DATA M20J

BLANK

-
ISSUED 1 96
 MOONEY SECTION X
M20J SAFETY INFORMATION

TITLE . . . . . . . . . . . . . . . . . . . . PAGE

INTROWCTlON . . . . . . . . . . . . . . . . . . . 10-2
GENERAL . . . . . . . . . . . . . . . . . . . . . 10-2
GENERAL SOURCES OF INFORMATION . . . . . . . . . . . 10-3
RULES AND REGULATIONS . . . . . . . . . . . . . . . 10-3
.
FAR, PART 39 AIRWXTHINESS DIECTIMS . . . . . . . 10-3
AIRMAN INFOl&lATION. ADVISORIES. AND NOTICES. FAA AIIIMAN'S
INFORMATION MANUAL . . . . . . . . . . . . . 10-3
ADVISORY INFORMATION . . . . . . . . . . . . . . 1 0 4
GENERAL INFORMAllON ON SPECIFIC TOPICS . . . . . . . 104
FLIGHT PLANNING . . . . . . . . . . . . . . . . 1 0 4
INSPECTIONS .MAINTENANCE . . . . . . . . . . . . 1 0 4
SPECWCONDlTiONSCAUTlONARYNOTICE . . . . . 1 0 4
YWLK AROUND INSPECTIONS . . . . . . . . . . 10-5
COCKPIT CHECKS . . . . . . . . . . . . . . 10-5
FLIGHTOPERATIONS . . . . . . . . . . . . . . . 10-5
GENERAL . . . . . . . . . . . . . . . . . 10-5
TURBULENT W M E R . . . . . . . . . . . . 10-5
RIGHT IN TURBULENT AIR . . . . . . . . . . . 10-5
MOUNTAIN FLYING . . . . . . . . . . . . . . 10-8
MR .LOW CEILINGS . . . . . . . . . . . . . 10-8
MR-ATNIGHT . . . . . . . . . . . . . . . 10-6
VERTIGO .DISORIENTATION . . . . . . . . . . 1 0 8
.
STALLS SPlNS AND SLOW FLIGHT . . . . . . . . . . 10-7
STANDARD PROCEDURE FOR SPIN RECOMRY . . . . 10-7
W R T I C E S W TURBULENCE . . . . . . . . . . . . 10-7
TAKE-Off AND LANDING CONDITIONS . . . . . . . . . 10-8
MEDICAL FACTS FOR PILOTS . . . . . . . . . . . . . . 10-8
GENERAL . . . . . . . . . . . . . . . . . . . 10-8
FAllGUE . . . . . . . . . . . . . . . . . . . 10-8
HYPOXIA . . . . . . . . . . . . . . . . . . . 10-8
HYPERENTILATION . . . . . . . . . . . . . . . 10-9
ALCOHOL . . . . . . . . . . . . . . . . . . . 10-9
DRUGS . . . . . . . . . . . . . . . . . . . . 10-9
SCUBA DIVING . . . . . . . . . . . . . . . . . 10-9
A D D l T l O N A L I N F ~ T I O N . . . . . . . . . . . . . . . 10-10
MANUFACTURERS INFOWMATION . . . . . . . . . . . 10-10
ISSUED 1 .96 10-1
SECTION X MOONEY
SAFETY INFORMATION M20J

INTRODUCTION]
The best of engineering know-how and manufacturing craffsmanshlp have gone into the
design and building of our Mooney Aircraff. Like any high performance airplane, it oper-
ates most efficiently adsafely in the hands of a skilled pilot.
VUB urge you to be thoroughly familiar wlh the contents of your operating manuals,
lacards, and check lii to insure maximum utilization of your airplane. M e n the airplane
Ras changed ownership, some of these may have been misplaced. If any are missing.
replacements should be obtained from any Mooney Service Center as soon as possible.
For your added protection and safety, we have added h
tsi special section to the Pilot's
Operating Handbook to reh-esh your knowledge of a number of safety subjects. You
should review these subjects periodically.
Topics in this section are mostly excerpts from FYDocuments and other articles pertain-
ing to the subjed of safe ilying. They are not limned to any partlcular make or model
airplane and do not replace instructions for particular types of airplanes.
Your Mooney Aircraft was designed and built to provide you with many years of safe and
efficient transportation. By maintaining it properly and flying it prudently, you should realize
its full potential.

H in is one of the safest modes of travel. Remarkable safety records are being estab-
add each year. As a pilot you are responsible to yourself, your relatives, to those who
trawl with you, to other pilots and to ground personnelto fly wisely and safely.
The following materials in this Safety section covers several subjects in limited detail. Here
are some condensed Do's and Don'ts.
-
DO'S
1. Be thoroughly familiar with your airplane and be current in it, or get a check
ride.
2. Pre-plan all aspects of your Right-including weather. FLY YOUR PLAN.
3. Use services avfrllableFSS, Mather Bureau, etc.
4. Pre-flight your alrplane thoroughly.
5. Use your check l i s .
6. Have more than enough fuel for takeoff, the lanned trip, and adequate reserve.
7. Be sure your weight loading and C.G. are w&in limls.
8. Be sure articles and baggage are secured.
9. Check freedom of all controls.
10. Maintain appppriate airspeed in takeoff. climb, descent and landing.
11. Avoid other alrcrall wake turbulence.
12. Switch fuel tanks before engine starvation occurs.
13. Practice engine out, emergency landing gear elension and other emergency
procedures at safe altlude; preferably with a check pilot.
14. Use caution in mountainousterrain.
15. Keep your ai lane in good mechanical condition.
16. Slay i n f o r m 3and alert, fly in a sensible manner.
DON'TS
1. Don't take off w l h frost, ice or snow on the aircraft surfaces.
2. Don't take off with less than minimum recommended fuel, plus reserves.
3. Don't fly In a reckless, show off, careless manner.
4. Don't fly in thunderstorms or severe weather.
5. Don't lly in possible icing conditions. If you encounter icing conditions, alter
allude or course to minimize exposure.
6. Don't apply controls abruptly or wlh high forces that could exceed design loads
of the airplane.
7. Don't fly when physically or mentally exhausted.
8. DON'T RELY ON LUCK.
10-2 ISSUED 1- 96
MOONEY SECTION X
M20J SAFETY INFORMATION

There is a weanh of information available to the pilot created for the sole purpose Of
making our flying easier, faster, and safer. Take advantage of this knowledge and be
r emergency in the remote event that one should occur. YOU as a pilot ako
p r e p a r d f ~an
have certain res onslblllies under government regulations. These are designed for Your
own protection. compliance is not only beneficial but mandatory.

FederalAviation regulations, Part91, General Operating and flight Rules, is a document of

law governing operation of aircraft and the owner's and pilot's responsibilities.
lhisdocument covers such subjects as:
Responslbllitiesand authority of the pilot in commend
Cerllficstesrequired
Liquor and drugs
Flight plans
M i g h t action
Fuel requirements
flight N k S
Maintenance, preventative maintenance, alerations, inspections and main-
tenance records

These are only some of the topics covered. H is the owner's and pilot's responsibility to be
thoroughly familiarwith all items in FAR Part 91 and to follow them.
FEDERAL AVIATION REGULATIONS, PART 39,
-RIA
This document specifies that no person may operate a product to which an airworthiness
directive issued by the FAA applies, except in accordance with the requirements of that
airworthiness directive.
AIRMAN INFORMATION, ADVISORIES, AND NOTICES -FAA AIRMAN'S

This docurnenl contains a weatth of pilot information for nearly all realms of Right, naviga-
tion, ground procedures and medical information. Among the subjects are:

Controlled Air Space

SeNices Available to Pilots
Redlo Phraseologyand Technique
Airport Operations
Clearances end Separations
Pre-fiiiht
- -
Departures lFR
Enroute IFR
-1- IFR
Emergency Procedures
Wether
W k e Turbulence
Medical Facts for Pilots
Bird Hazards
Good Operating Practices
Airport Location Directory
We urge all pilots to be thoroughly familiar with and use the informetionin this manual.

ISSUED 1 96 - 10 3-
 SECTION X MOONEY
SAFETY INFORMATION M20J
ADVISORY INFORMATlON
Airmen can subscribe to services to obtain FAA NOTAMS and Airman Advisories, and
these are also available at FAA Flight Service Slations. NOTAMS are documents that have
information of a time-critical nature that would affict a pilot's decision to make a Riht; for
example, an airport closed, terminal radar out of service, enroute navigational aids out of
service, etc.

GENERAL INFORMATION ON SPECIFIC TOPICS I

FUGHT PLANNING
Fv Part 91 requires that each pilot in command, before beginning a flight, familiarize
h~mselfwith all available lnformatiinconcerning that tiiht.
All p.ilots are urged to obtain a complete preflight briefing. This would consist of weather;
local, enmute and destination, plus alternates, enroute navaid information. s!o airport
runways active, length of runways, take off and landing distances for the airplane for
conditions expected should be known.
The prudent pilot will review his planned enmute track and stations and make a list for
quick reference. It is strongly recommended a fiight plan be filed with R i h t Service
Stations even Ulough the Biht may be MR. Also, advise R ht Service Stations of
changes or delays of one hour or more and remember to close f i e flight plan at destlna-
tion.
The pilot must be completely familiar with the performance of the airplane and perform-
ance data in the airplane manuals and placards. The resultant effect of temperature and
pressure attitude must be taken into account in determining performance if not accounted
for on the charts. Applicable FAA manuals must be aboard the airplane at all times includ-
ing the weight and balance forms and equipment lists.
The airplane must be loaded so as not to exceed the weight and the weight and balance
loadin center of gravity (c.9.) limilations. Also, that at least,minimum fuel for takeoff is
aboa9 and sufticient for the trip, plus resews. W in the englnes should be checked and
filled as required.
-
INSPECTIONS MAINTENANCE
In addition to maintenance inspections and pretiiht information required by FAR Part 91,
a complete pre-flight inspection is imperative. It is the responsibility of the owner and
operator to assure that the airplane is maintained in en airworthy condition and proper
maintenance records are kept.
M i l e the following items cannot substitute for the pre-light specified for each type of
airplane, they will serve as reminders of general items that should be checked.
SPECIAL CONDITIONS CAUTIONARY NOTICE
Airplanes operated for Air Taxi or other than normal operation and airplanes operated in
humid tropics or coM and damp climates, etc., may need more frequent inspections for
wear, corrosion andlor lack of lubrication. In these areas periodic inspections should be
performed until the operator can set his own inspection periods based on experience.
-
-
INOTE I
The reauimd ~eriodsdo not constitute a awrantee that the item will reach
the period &out malfunction, as tha a6mmentioned factors cannot be
controlled by tha manufacturer.
Corrosion, and its effects, must be treated at the earliest possible opportunity. A clean dry
surface is virtually immune to corrosion. Make sure that all drain holes remain unob-
structed. Protective films and sealants help to keep corrosive agents from contacting
metallic surfaces. Corrosion inspections should be made most frequently under high-cor-
msion-risk operating conditions, such as in regions of heavy airborne salt concentrations
(e.g., near the sea) and high-humidityareas (e.g., tropical regions).
10 - 4 ISSUED 1 96 -
 MOONEY SECTION X
M20J SAFETY INFORMATION
WALK AROUND INSPECTIONS
All airplane surfaces free of ice, frost or snow.
Tires properly inflated.
All external locks, covers and tie downs removed.
Fuel sumps drained.
Fuel quantity, adequate for trip, plus mm, (visually checked) and access doors s s
cured.
Oil quantity checked and access doon secured.
Check general condition of airplane, engine, propeller, e ~ a u sstacks,
t etc.
All external doon secured.
COCKPIT CHECKS
Flashlight available.
Required documents on board.
Use the check Ilst.
All internalcontrol locks removed (If installed).
Check freedom of controls.
Cabln and beggage door properly closed.
Seat betlslshoulder harnesses fastened.
Passengers briefed.
m i n e and propeller operating satisfactorily.
All engine gauges checked for proper readlngs
Cowl naps in roper position.
!I
Fuel selector proper posnlon
Fuel quantity checked by gauges.
Mimeter setting checked.
FUGHT OPERATIONS
GENERAL
The pilot should be thoroughly familiar with all information published by the manufacturer
concerning the airplane and s required by FAA to operate in accordance with the FAA
Approved Airplane R i h t Manual andlor placards installed.
TURBULENT WEATHER
A complete weather briefing prior to beginning a flight is the start of assurance of a safe
trl . Updating of weether information enmute is another assurance. However, the wise
piEt also knows weather condlins change quickly at times and treats weather forcasting
as professional advice rather than as absolute fsct. He obtains all the advice he can, but
still stays alert through knowledge of weelher changes, observations, and conditions.
Plan the flight to avoid areas of severe tuhulence and thunderstorms. It is not always
possible to detect individualstorm areas or find the in- between clear areas.
Thunderstorms, squall lines and violent turbulence should be regarded as extremely dan-
gerous and MUST be avoided. Hail and tomadic wind velocities can be encountered in
thunderstorms that can destroy any airplane, just as tornados destroy nearly everything in
their path on the ground.
A roll cloud ahead of a squall line or thunderstorm is visible evidence of violent turbulence,
however, the absence of a roll cloud should not be interpreted as denoting the lack of
turbulence.
FUGHT IN TURBULENT AIR
Even though tiiht in severe turbulence is to be avoided, flight in turbulent air may be
encountered under certain conditions.
Fl in throu h turbulent air presents two basic problems, to both of which the answer is
A I ~ On .the one hand, if you maintain an excessive ~It'Sped,you run the
risk of structural damage or failure; on the other hand, if your airspeed is too low, you may
stall.
ISSUED 1 96- 10-5
 SECTION X MOONEY
SAFETY INFORMATION M20J
If turbulence encountered in cruise or descent becomes uncomfortable to the pilot or
Pssengen, the best procedure is to reduce speed to the maneuvering speed, which is
Ned in the Limitations Section of the FAA Approved Airplane FI ht Manual and Pilots
Operating Handbook. This speed gives the best assurance of avo%inQ excessive stress
loads, and at the same time providing margin against inadverlent stalls due to gusts.
Beware of overcontrolling in attempting to correct for changes in altitude; applying control
pressure abru tly will build up Gfprces rapidly and could cause. damaging structural
stress loads. &u should watch particularly your angle of bank, maktng tums as wide and
shallow as possible, and be equally cautious in app ing fomard or back pressureto keep
the nose level. Maintain Wight and level attihde?n either up or down draRs. Use trim
sparingly to avoid being grossly mistrimmed as the vertical as columns change velocity
and direction.
MOUNTAIN FLMNG
Avoid fl ht al low alliitudes over mountainous terrain articularl near the lee slopes.
OB& P U B l + W ~MINIMUM ENROUTE *LTITUD~~(UE~).lrthe wind veIocity.near
the level of the ndae s In excess of 25 knots and aoorowmatelv oemendlcular
- - - to the ndae.
mountain wave cckdilions are likelv over and nearMe lee ~loo&.lf ihe wind velicitv af1'he
~ -

level of the ridge exceeds 50 knois, a strong mountain waia is p d a b l e with s t h n -up
~
and down draRs and severe or extreme turbulence. The worst turbulence will be encoun-
tered in and below the rotor zone which is usual1 8 to 10 miles downwind from the ridge.
This zone is characterired by the presence of "mi clouds" if sufficient moisture is present.
aito cumulus standing lenticular clouds are also visible signs that a mountain waw exists:
but their presence is likewise dependent on moisture. Mountain wave turbulence can, of
course, occur in dry air and the absence of such clouds should not be taken as any
assurance that mountain wave turbulence will not be encountered. A mountain wave
downdran may exceed the climb capability of your airplane.
- AVOID MOUNTAINWAVE DOWNDRAFTS. -
-
VFR LOW CEILINGS
If you are not instrument rated, avoid "MR On Top" and "Special MR. Being caught
above an undercast when an emergency descent is required (or at destination) is an
extremely hazardous position for the MR pilot. Accepting a clearance out of certain airport
control zones with no minimum ceiling and onamile visibility as permitted with "Special
MR" is not a recommended practice for MR pilots.
Avoid areas of low ceilings and restricted visibility unless you are instrument proficient and
have an inst~mentequipped airplane. Then proceed with caution and have planned
alternates.
-
VFR AT NIGHT
M e n flying Vm at night, in addition to the attitude appropriate for the direction of flight,
pilots shoukl maintain a safe minimum altitude as distated by terrain, obstacles such as TV
towers, or communities in the area Ilown. This is especially true in mountainous terrain,
where there is usually wry linle ground reference and absolute minimum clearance is
2,000 feet. Don't depend on your being able to see obstacles in time to miss them. Flight
on dark nights over sparcely populated country can be almost the same as IFR and shoukl
be avoMed by untrained pilots.
-
VERTIGO DlSORlENTATlON
Disorientation can occur in a variety of ways. During tiiht, inner ear balancin mecha-
nisms are subjected to varied forces not normally expetienced on the ground. h i s com-
bined with loss of outside visual reference can cause vertigo. False interpretations
(illusions) resuk and may confuse the pilot's conception of the attitude and positin of his
airplane.
Under VFf? conditions the visual sense, using the horizon as a reference, can ovenide the
illusions. Under low visibility conditions (night, fog, clouds, haze, etC. the illusions pre-
dominate. Only through awareness of these illusions. and proficiency in instrument tiiht
procedures, can an airplane be operated safely in a low visibility environment.
-
10 6 ISSUED 1 98 -
 MOONEY SECTION X
M20J SAFETY INFORMATION
Flying in fog, dense haze or dust, cloud banks, or very low visibility, with strobe lights, and
partfcuiarly rotating beacons turned on frequently causes vert~o.They shouid be tumed
off in these conditions, patiiula~lyat night.

All pilots should check the weather and use good judgement in planning lights. The VFR
pilot should use extra caution in avoiding low visiblldy conditions.

Motion sickness onen precedes or accompanies disorientationand may further jeopardize

the flight.

STALLS, SPINS AND SLOW FUGHT

Stalls, and slow l ht should be practiced at safe altitudes to allow for recovery. Any of
these maneuvers 8ould be perbrmed at an altitude in excess of 6,000 feet above ground
level.

Spins may be dangerous and should be avoided. In fact, most airplanes are placarded
against intentmnal s ins Spins ere preceded by stalk. A prom t and decisive stall recov-
ery protects again$inedverlent spins. All airplanes are r q u k lo have light charac-
teristics that give adequate advance warning of an impending stall or they must be
equipped with an artificial stall wamin deuce. Keep the artificial system in good working
order. Do not operate the airplane w& the device made inoperative by the use of circull
breakers or other means.

Stalls should be precticed at safe altitudes for ample recovery. Should a spin be encoun-
tered inadvertently, spin recovery should be initiated immediately. As stall attitude is ap-
proached, be alert. Take prompt corrective action to avoid the stall or if you are practicing
stalls, react the moment the stall occurs. The following is suggested:

1. Do not cany passengers. Be certain that the airplane's center of gravity

is as far forward as possible. Forward CG aids spin recovery.

2. Be certain that both student pilol and instructor pilot have a full set of
operable controls.

3. Conduct such practicing at altitudes in excess of 6,000 feet above ground

level.
Remember that an airplane at or near traffic panern alliiude probably will not recover from
a spin before impact with the ground. Wen descending to traffic pattem altitude and
dunng operation in the traffic pattern and approach, maintain a safe margin above stall
speed. During takeoff or go-around, be especialy careful to avoid departure stalls associ-
ated with turns at low speed. Maintain speeds recommended in the handbook.

STANDARD PROCEDURE FOR SPIN RECOVERY

In the event of an inadvertent spin, the followin recovery mcedure should be used:
Rudder
Control N & e i
. . . . . id DDE&op osite the direction of spin
. . . . . Apply. LLF%WXl oPneulral in a brisk motion.
. . . . . . . Additional FORVWW) elevator control may
. . . . . be required if the rotation does not stop.

Ailerons . . . . . . . . . . . . . . . NEUTRAL
Throtlle . . . . . . . . . k T ~ f ? D t olL?LE
Wng flaps (if extended) . . ~ C as soonT as possible
Rudder . . . . . . . NEUTRALIZE
control &eel . G o t h & move tk to bring the nose up to a
. . . . . . . . . . level IligM enitude after spin has stopped.

ISSUED 1 98- -
10 7
 SECTION X MOONEY
SAFETY INFORMATION M20J
-
VORllCES WAKE TURBULENCE
Every airplane generates wakes of turbulence while in Right. Part of this is from the
propeller or jet engine and part from the wing tip vortices. The larger and heavier the
alrplane the more pronounced wake tubulence will be. \Mng tip vortices fmm large heavy
airplanes are very severe at close range, degenerating with time, wind and space. These
are rolling in nature from each wing tip. In tests, vortex veloclties of 133 knots have been
recorded. Exhaust velocities fmm la e airplanes at takeoff have been measured at 25
mph. 2100 feet behind medium large 2rplanes.
Encounteringthe rolling effect of wing tip vortices within two minutes or less aRer passage
of large airplanes is hazardous to light airplanes. This roll effect can exceed the maximum
counter roll obtainable in an airplane.
The turbulent areas may remain for as lon as three mlnutes or more, depending on wind
conditions, and may extend several mlleskhind the airplane. Ran to fly sli~htlyabove or
to the upwind side of the other airplane's night path.

Because of the wide variety of wndltions that can be encountered, there is no set rule to
follow to avoid wake turbulence in all situations. However, the Airman's lnformation Manual
goes into considerable detail for a number of wake turbulence avodance procedures. Use
prudent udgment and allow ample clearance time and space following or crossing the
wake
- ~.turbulence of
.. other aimlenes
.-..- - in
.. all
- . ..... climb
-. . takeoff. .
- -. .~
out. anoroach .,
- . - - - and lendino ooera-
tions. Be observant of wake turbulence from all aircraft, r e g a r d b of size.
-r

The Airman's lnformation Manual contains a section on wake turbulence. FAA Advisoly
Circular AC 90-230 is also recommended reading.

TAKE-OFF AND LANDING CONDITIONS

W e n taking off on runways covered with water or freezing slush, the landing gear should
remain extended for approximately ten seconds longer than normal, allowing the wheels to
spin and dissipate the freezing moisture. The landing gear should then be cycled up, then
down, wal approximately five seconds and then retract again. Caution must be exercised
to insure that the entire operation is performed below Maximum Lending Gear Operating
Airspeed.
Use caution when landing on runways that are covered by water or slush which cause
hydroplaning (aquaplaning), a phenomenon that renders braking and steering ineffective
because of the lack of sufficient surface friction. Snow and ice covered runways are also
hazardous. The pilot should also be alert to the possibility of the brakes freezing.
Use caution when taking off or landing during gusty wind condlons. ALso be aware of the
special wind conditions caused by buildings or other obstructions located near the runway
in a crosswind pattern.

GENERAL
Modem industry's record in providing reliable equipment is very good. W e n the pilot
enters the airplane, he becomes an integral part of the man- machine system. He is just as
essential to a successful flight as the control surfaces. To $nore the pilot in pre-night
planning woukl be as senseless as failing to inspect the integrity of the control surfaces or
any other vital part of the machine. The pilot himself has the responsibility for determining
his reliability pnor to entering the airplane for

W i l e piloting an airplane, an individual should be free of conditions which are harmful to

alertness, abilly to make correct decisions, and rapid reaction time.

10-8 ISSUED 1-96

 MOONEY SECTION X
M20J SAFETY INFORMATION
FATIGUE
Fat ue generally slows reaction times and causes foolish errors due to inattention. In
addtion to me ma common cause of fatigue, insuflicient nrt and loss of sleep. the
pressure of business, financial wornes and fem~lyproblems, can be important contribut~ng
factors. If your fatigue is a factor prlor to a given flight, don't fly. To prevent fatigue elfects
during long flights, keep mentally active by making ground checks and radio navigat~on
posilion plots.

Hypoxia in simple terms is a lack of sufficient oxygen to keep the brain and other body
tissues functioning properly. There is wide individual variation in susceptibility to hypoxia.
In addition to progressively insufficient oxygen at higher alitudes, anything intetfering with
the blood's abiliy to carry o gen can contribute to hypoxia (anemias, carbon monoxide,
end certain drugs). Also, a8ohol and various drugs decrease the bram's tolerance to
hypoxia.
Your body has no built in alarm system to let you know when you are not getting enough
oxygen. It is impossible to predict when or where hypoxh will occur durlng a given flight,
or how it will manifest itself. A major early symptom of h poxia is en increesed sense of
well-being (referred to as euphoria). This progresses to skw reactions, impaired thinking
ability, unusual fatigue, and dull headache fettling.
The symptoms are slow but regressive, insldious in onset, and are most marked at
alitudes starting abom 10,dfeet. Night visbn, however, can be impaired starting at
altitudes lower than 10,000 feet. Heavy smokfm may experience early symptoms of hy-
poxia at altitudes lower than nonsmokers. Use oxygen on nights above 10.000 feet and at
any time when symptoms appear.
HYPERVENillATION
Hyperventilation or overbreathing, is a dislurbance of respiration that may occur in indi-
viduals as a result of emotional tension or anxiety. Under conditions of emotional stress,
Mght, or pain, breathing rate may increase, causlng increased lung ventilation, alhough
the carbon dioxide output of the body cells does not increase. As a result, carbon dioxide
is "washed out" of the blood. The most common symptoms of hyperventilationare: diuC
ness; hot and cold sensations; tingling of the hands, legs and feet; tetany; nausea; sleepi-
ness; and finally unconsciousness.
Should symptoms occur that cannot definitely be identifled as either hypoxia or hyperven-
tilation try three or four dee breaths of oxygen. The symptoms should improve markedly
if the condition was hypo& (recowry hom hypoxia is ra id). If the symptom persist.
discontinue use of oxygen and consciously slow your breatRing rate unt~l symptoms clear
and then resume normal breathing Me. Normal breathing can be aided by talking aloud.
ALCOHOL
Common sense and scientific evidence didale that you not fly as a crew member while
under the influence of alcohol. Even small amounts of alcohol in the human system can
adversely affect judgment and declsion making abilities. FAR 91.11 states "(a) No person
-
may act as a crew member (1) within 8 houn afler the consumption of any alcoholic
beverage."
Tests indicate that as a general rule. 2 ounces (.08 LITERS) of alcohol at 15,000 feet
produce the same adverse effects as 6 ounces (.I8 LITERS) at sea level. In other words,
the higher you get. "the higher you get".
DRUGS
SeWmediclltion or taking medicine in any form when you are flying can be extremely
hazardous. Even simple home or owr-thecounter remedies and dnrgs such as aspirin,
antihistamines. cold tablets. cauah mixtures. laxatives. tranauilizers, and a~Detitesuovres
son, may seriously im air the 'uhgment and coordindion needed while fiyhg. ~ h e ' e f e s l
rub is to TA)(E NO ME~~CINE before or while flying,
- - except on the advlce of your ~vlation
Medical Examiner.
ISSUED 1 96-
SECTION X MOONEY
SAFETY INFORMATION M20J
SCUBA DIVING
flying shortly aner any prolonged scuba diving could be dangerous. Under the increased
pressure of the water, excess nitrogen is absorbed into your system. If sufficient time has
not elapsed prior to takeoff for your system to rid itself of this excess gas, you may
experience the bends at altitudes even under 10,000 feet, where most llght planes fly.

In addition to the c o y of subjects in this section, !he Nfiional Transpoct$ion Safety

Board and the Federal wation Administrel~onperiod~callyissue general awation pam-
g e t s concemg a v i p n safety in p t e r detail..Thsre c n obtained at F M a(hes.
ather Stattons, Flight Service Slatlons, or k ort Facilit~es.These are very good
sources of infonn8lion and are highly recommendea)forstudy. Some of these are tilled:
Airman's InformationManual
12 Golden Rules for Pilots
Wether or Not
Dirientatbn
F i n e Sense
Wether Info Guide for Pilots
M k e Turbulence
Don't T ~ sl ot Luck. Trust to Safety
-
Thunderstorm TRW
IFRKR Either M y Disorientation Can be Fatal
MANUFACTURERS INFORMATION
See following pages (if included)

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