Mooney M20J POH Version 1220G

NOTE:
THIS HANDBOOK INCLUDES THE m T E R I A L

REQUlRED TO BE FURNISHED TO THE PTLW
BY CAR PART 3 AND CONSTITU%ES THE FAA
APPRQVED A I R P M N E FLIGHT MANUAL.
C O M P m M G E WTlFB ALL THE m T E H A & I N
THIS FLIGHT W N U A L IS WNDATORY. DO
NOT REMOVE FROM A I R C W FT.
M W N E Y AIRCRAFT CORrnRATION
This ManualP. O. BOX is
72, NOT
KERRVILLE,specific to your
TEXAS 78028
aircraft.
SERIALItNUMBER
is provided as a reference
RGCISTIRA'$ION tool
NUMBERonly.
Refer to the Pilot's Operating

FAA Approved:
Dora P. Wateon, Wlaqer
Handbook, provided
htiscr& Cesli%icatiom Bisrisfon with your
F E D E m L AVMTION ADNBMSTMTION
aircraft at delivery,
hpa&merml of Trampodationfor data specific
South.weet &@on
Fort Wodh,to your aircraft.
Texas
FAA APPROVED in Normal Cdegory based on CAR 3,

effedive Modell M203, S/N 24-1214 tiaru S/N 269-1417.
M N U A L NUMBER 1227
I
,RE,' B 9 - 2 1 - 8 3 Copyright 2005 Mooney Airplane Company, Inc.

ISSUED 9-4-81 All Rights Reserved
WFLCOME TO MOONEY'S NEW DIMENSION IN SPEED
AND ECONOMY. YOUR DECISION TO SELECT A NEW
SOONEY HAS PLACED YOU IN AN ELITE AND DISTINC-
TIVE CLASS OF AIRCRAFT OWNERS. WE HOPE THAT
YOU FIND YOUR NEW MOONEY A UNIQUE FLYING
EXPERIENCE, WHETHER FOR BUSINESS OR PLEASURE,
THE MOST PROFITAB1,E EVER.
T h i s manual i s provided a s an operating guide for the

Mooney 201, Model M20J. It i s important that you--
r e g a r d l e s s of your previous experience-- carefully
r e a d the handbook from cuver to cover and review it
frequently.
All information and illustrations i n t h e manual a r e based
p.n t h e latest product information available at t h e t i m e of
publication approval and a l l sections including attached
supplements a r e mandatory f o r p r o p e r operation of t h e
a i r c r a f t . T h e right is r e s e r v e d t o make changes at any
t i m e without notice, Every effort has been made t o p r e -
sent t h e m a t e r i a l i n a c l e a r and convenient manner t o
enable you t o use t h e manual as a r e a d y reference.
Your cooperation i n reporting prese&ation and content
recommendatioaas is solicited.
REVISING THE MANUAL
Page i of t h i s manual i s a "List of Effective Pages"

containing a complete current listing of all pages
i. e. , Original o r Revised. Also, in the lower right
c o r n e r of the outlined portion, i s a box which denotes
ibe.i,ssue or revision of the manual. It will be advanced
'one ' l e t t e r , alphabetically, per revision. With each
revision t o the manual a new List of Effective Pages will
b e provided t o r e p l a c e t h e previous one,
T h i s handbook will be kept current by Mooney Aircraft

Chrporation when the revision c a r d in the front of this
handbook has been filled in and mail'ed bs Mooney Aircraft
Corporation, P. O. Box 72, Kerrville, TX '78028.
A
ISSUED 9-4-81
LIST OF EFFECTIVE PAGES
Original.
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LIST OF EFFECTIVE PAGES
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REV C 3-7-84
ISSUED 9-4-81
REV C 3- 7- 84
ISSUED 9- 4- 81
TABLE OF CONTENTS
SECTION
GENERAL.. .............. 1
LIMITATIONS. . . . . . . . . . . . . . 1%
EMERGENCY PEtOCEDURES. ..... III
NORMAL PROCEDURES . . . . . . . . XV
PERFORMANCE. ............V
WEIGHT Br BALANCE. . . . . . . . . . VZ
AI[RI?LANE & SYSTEM

BESCR%PTI[ONS ........... VXK
HANDLING, SERVICE
& MMNTENANCE. . . . . . . . . . VKII
SUPPLEMENTAL DATA ........ 1348
S A ~ E T Y % P J F O R ~ ' F I O.N. . . . . . . X
REV A 9-23-82
ISSUED 9-4-83.
TABLE OF CONTENTS
TITLE PAGE
THREE n E W . * - . 1-2
0 0 . a 0 s 0 .
INTRODUCTION * * * . * * .I-3 - -
-
a
.
a
DESCRIPTIVE DATA * .I-3 a
LANDING GEAR . . . . . . . . . . -1-3

ENGINE .............. .I-3
PROPELLER . . . . . . . . . . . . .I-4
FUEL . . . . . . . 1-4 a . e . . . . .
O I L . . . . . . . . . . . . . . . . .I-4
MAXMUM CERTIFICATED WEIGHTS 1-5 (
STANDARD AIRPLANE WEIGHTS * -1-5 a -
BAGGAGE SPACE & ENTRY
DIMENSKONS. . . . . . . . . . . . I - 5
SPECllFIG.LQAWNGS . 1-5 a a 0 a 0 6 e
GYMBOU, ABBREVMTIONS & TERMI-

NO%m'f% . ea 0 *I-5 s b a o 0 . 0
GENERAL AIRSPEED T E R m N O L W Y
$p SYMBOW . . . . . . . . . . . . 1-6
METEORO%%%@ALT E R M I N O m P . . 1-7
ENGINE POWER T E R M I N O L m Y . .
A R P M N E PERFORMANCE &
1-8 a
I
FLIGHT PUNNING T E R m N O L W Y . . I - 8
WEIGHT & BALANCE TERmNOLOGY . -1-8
MEASUREMENT COWERSIOPa TABLE .1-10
REV A 9-23-82
ISSUED 9-4-84.
SECTION 1
GENERAL
SECTION I
INTRODUCTION GENERAL
This Pilot's Operating Handbook contains 10 sections

and includes the material required t o be furnished t o
the pilot by CAR Part 3. It a l s o contains supplemental
data supplied by Mooney Aircraft Corporation.
Section I contains information of general interest to the

pilot. It a l s o contains definitions of the ternlinology
used in this Pilot's Operating Handbook.
DESCRIPTIVE D A T A
LANDING GEAR
TYPE: Electrically operated tricycle gear with rubber

shock discs, steerable nose wheel, and hydraulic disc
brakes.
Wheel Base 5 R e 11-9/16 in, (101,93 em)

Wheel Tread 9 ft, 3/4 in, (296,2 em)
T i r e Size:
Nose (6 Ply) 5 . 0 0 x 5
Main (6 Ply) 6 . 0 0 x 6
T i r e Pressure:
Nose 49 PSI
Maira 30 IPS%
Min. Turning Radius 41 gt, (12.5 m)
(NO Brakes Applied)
ENGINE
TYPE : Four-cylinder , horizontally opposed, a i r cooled,

and fuel-injected engine with a wet-sump lubricating s y s -
tem.
Number of Engines 1
Model (Lycoming) I0-360-A3B6%>
Recommended TBO 11800 H r s .
Rated WP @ 2700 RPM 200 BWP @ Sea Level
SECTION I
GENERAL
Bore
Stroke
Displacement
:::::ii: 13.02 cm)
[11.11 cm)
361.0 Cu. In. (5915.7 c c )
Compression Ratio 8.7:l
Fuel Injector, B e n d h RSA-5-AD1
Magnetos, Bendix D4LN 2021 o r D4LN 3021
PROPELLER
T Y P E : Constant- speed, hydraulically controlled pro-

peller with a single- acting governor.
Number 1
Model (McCauley)" B2~34C214/90~1-IB-l6E *
Diameter 74 in. max. (189.9 cm. max.)*
73 In. min. (185.4 cm min.) *
Number of Blades 2
Blade Angle @ 30 In. Sta. :
+ .2O *
0
Low 13.9 -
High 33O -+ .so *
No cutoff allowed on propeller when de- ice boots a r e

installed.
FUEL
Total F u e l Capacity 6 6 , s U.S. Gal,
(251,8 liters)(55,4 Imp, Gal)
Usable F u e l Capacity 64 U. S . Gal
(242.4 l i t e r s ) (53,3 Imp, Gal)
Minimum Fuel Octane Rating & Color
Grade Color
I00 Green
100 E L Blue
0 1L
Oil Capacity
(6 QTS MIN for flight) 8 QTS. (7,57 l i t e r s )
(5.68 l i t e r s )
Oil'grades, specifications and changing recommenda-
tions a r e contained i n Section WII.
*OPTION: Hartzell, H C - C B Y K - ~ B F / F ~ ~ ~ ~ A - ~ Q
Dia. : 73 Inches
Blade Angle: Low 14. lo + - 1
High 29.3' t o 31,3O
ISSUED 9-4-81
SECTION I
GENERAL
MAXIMUM CERTIFICATED WEIGHTS
Maximum Loading (unless limited by loading envelope):
Gross Weight 2740 LBS. (1243.0 Kg)
Baggage Area 120 LBS. (54.4 K )
Hat Rack 10 LBS. (4.54 Kg?
Cargo (Rear Seat Folded Down) 340 LBS. (154.2 Kg)
STANDARD AIRPLANE WEIGHTS
Basic Empty Weight See Page 1-8
-
Useful Load Varies with installed equipment.
See Weight & Balance Section (VI) f o r specific
airplane weight (page 6-5)-
CABIN & ENTRY DIMENSIONS
Cabin Width (Max) 43,5 In.
Cabin length (Max) 114
Cabin Height (Max) 44.5 In.
Entry Width (Rain) 29.0
Entry Height (Rain) 35.0
BAGGAGE SPACE AND ENTRY DIMENSIONS
Baggage Area 24" x 3%"x 35" W(%Scumf t , )
6009 X. 880 9 x 88e9 c ~ a e(476 m3)
Hat Rack 30" W x 19" D x 62" H (Max,)(2,6 cu, ft,)
76.2 x 48,2 x 30,5 em. (0.73 m3)
Cargo Area (with r e a r seats foMed down)
3'7" W x 47" E x 33" N (33 cu. ft,)
(Average Dimensions) (. 924 m3)
Baggage Door Opening
Above Ground (Sill)
Entry Width
Entry Height
I
46" 116,8 cm)
17" 43.2 ern)
20.5" (52.1 em)
SPECIFIC LOADINGS
Wing Loading @ G . W. 16,4 LBS/Sq. F't, (80.07 Kg
Power Loading @ G. W. 13,7 LBS/HP. (6.21 K~/WP
IDENTIFICATION PLATE
All correspondence regarding your airplane should
include the Serial Number a s depicted on the identifica-
tion plate. The identification plate is located on the
Ra- Be& hand side, aft end of the tail cone, below the
horizontal stabilizer leading edge. The aircraft
Serial Number and type certificate a r e shown,
SECTION I
GENERAL
S Y M B O L S , A B B R E V I A T I O N S & TEWMlNOLOGY
-
GENERAL AIRSPEED TEH MINOLOGY & SYMBOLS
GS Ground Speed is the speed of a n airplane
relative t o t h e ground.
KCAS m o t s Calibrated Airspeed means the indicated
speed of a n a i r c r a f t , c o r r e c t e d f o r position and
instrument e r r o r . Calibrated a i r s ~ e e dis eaual
t o t r u e a i r s p e e d in standard a t m o s i h e r e at s'ca
level.
KUS is the speed of an a i r -
peed indicator, U S
values published i n this handbook a s s u m e z e r o
instrument e r r o r .
KTAS Knots T r u e Airspeed is t h e airspeed of a n a i r -
plane r e G t i v e t o undlisturbed a i r .
VA Maneuvering Speed i s the maximum speed a t

which application of full available aerodynamic
control will not o v e r s t r e s s the airplane.
v~~ is the highest

speed p e r m i s s i b l e with wing flaps in a pre-
s c r i b e d e d e n d e d position.
VLE Maximum %,andingG e a r Extended Speed i s the

maximum speed at which an a i r c r a f t can be
safely flown with the landing g e a r extended.
VLO Maximum Landing Gear Operating Speed i s the

maximum speed at which the landing near can
be safely e d e n d e d or r e t r a c t e d .
--
VNE Never Exceed Speed or Mach Number is the
speed limit that may not be exceeded at any
time.
VNO Maximum Structural Cruising Speed i s the speed

that should not be exceeded except i n smooth a i r
and then only with caution.
VS Stalling Speed or the minimum steady flight

speed a t which the airplane i s controllable.
VSO Stalling Speed or the minimum steady flight

speed at which the airplane i s controllable in
the landing configuration.
ISSUED 9-4-81
SECTION I
GENERAL
VX Best Angle-of-Climb Speed i s the airspeed

which delivers the greatest gain of altitude in
the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed i s the airspeed which

delivers the greatest gain in altitude in the
shortest possible time with gear and flaps up.
-
METEOROLOGICAL TERMINOLOGY
AGL Above ground level. I

Density Altitude a s determined by pressure altitude
Altitude and existing ambient temperature. In
standard atmosphere (ISA) density and
pressure altitude a r e equal. For a given
p r e s s u r e altitude, the higher the tempera-
ture, the higher the density altitude.
Indicated The number actually read from an alei-

Pressure meter when and only when, the barometric
Attitude subscale has been set t o 29.92 inches of
mercury.
ISA International Standard Atmosphere a s s u m e s

that (1) The a i r i s a dry perfect gas;
(2) The temperatuse at-sea level-is Is0
Celcius; (3) Ttae pressure at s e a level i s
29.92 inches Hg; (4) The temperature
gradient from sea level to the altitude at
which the temperature i s -56.S0C , i s
- 0 . 0 0 1 9 8 ~ Cper foot.
OAT Outside Air Temperature i s the f r e e a i r
static temperature, obtained either from
inflight temperature indications or ground
meteorological sources. It i s expressed
in degrees Celcius (previously Centigrade)
Pressure P r e s s u r e altitude i s the indicated p r e s s u r e

Altitude altitude corrected for position and instru-
ment e r r o r . In this handbook, altimeter
instrument e r r o r s a r e assumed t o be zero.
&-
Ration Acttlal atmospheric pressure at field
Pressure elevation.
REV A 9-23-82
ISSUED 9-4-81
SECTION Z
GENERAL
ENGINE POWER TERMINOLOGY
Brake Horsepower i s the power developed
by the engine.
MCP is the maximum
d conrtinuouslgr.
MP Manifold P r e s s u r e i s a pressure measured

in the engine's induction system and i s ex-
pressed in inches of mercury (@).
RPM Revolutions Per Minute i s engine speed.
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
Demon- Demonstrated Crosswind Velocity i s the

strated velocity of the crosswind,component for
Crosswind which adequate control of the airplane
Velocity during takeoff and landing was actually dem-
onstrated during certification tests. The
value shown is not considered t o be limiting.
g g is the acceleration due t o gravity.
Service is the m a i m u r n aBBtude where

Ceiling t h e capabiEty d climbiw at
the rate of 100 &/mine
WEIGHT AND BALANCE TEIQMIWOLWY
Arm The horizontal distance from the reference

datum to the center of gravity (C. 6 .
) of an
item.
Basic The basic empty weight of an aircraft is the actual
Empay weight of the airplane and includes a l l operating
Weight equipment (including optional equipment) that
nas a fixed location and is actually installed in
the aircraft. I1 includes the weigM of the
unusable fuel and full oil.
Center of The point at which a n airplane would balance if
Gravity suspended. Its distance from the reference
(C.G.) datum is found by dividing the total moment by
the total weight of the airplane.
ISSUED 9-4-81
SECTION I
GENERAL
C. G. Arm The a r m obtained by adding the airplane's
irldividual moments and dividing the s u m
by the total weight.
C.G. i n Center of Gravity expressed in percent of

Percent mean aerodynamic chord.
me
C.G. The extreme center of gravity locations within
Limits which the airplane must be operated at a given
weight.
M . A . C. Mean AeroclLrnamicChord. 1
Maximunl The maximum weight is the maxin~umauthorized
Weight weight of the aircraft and its contents a s listed
i n the aircraft specifications.
Moment The product of the weight of an item mul-

tiplied by its a r m . (Moment divided by a
constant i s used to simplify balancd cal-
culations by reducing the number of digits.)
Reference An irnagi~largrvertical plane from whicla

Datum all horizontal distances are measured for
balance purposes.
Station A location along the airplane fuselage

usually given in t e r m s of distance from
the reference datum.
Tare T a r e is the weight of chocks. blocks. stands.

etc. used when weighing an airplane, and i s
included in the scale readings. T a r e i s de-
ducted from the scale reading lo obtain the
actual (net) airplane weight.
Unusable Fuel remaining after a sunout lest has been
Fuel completed in accordance with governmental
regulations.
usable Fuel available for airplane propulsion,
Fuel
The useful load is the basic empty weight sub-
& tracted f r o m the maximum weight of t h e air-
craft. This load consists of the pilot, crew if
;tpplicable, fuel, pxssengers and baggage.
REV A 9-23-82
ISSUED 9-4-81
SECTION I
GENERAL
MEASUREMENT CONVERSION TABLES
I U . S. Customary
Unit
I Metric Equivalents
1 cubic inch 16.387 cubic centimeters

0,028 cubic meter
0,765 cubic meter
U. S. Customary
Liquid Measure
( Metric Equivalents
I
1 fluid ourace
1 pint
1 quast
I. gallon
1 29,513 milliliters
0.493 liter
0,946 liter
3, '585 liters
I U, S. Customaq
Dry Measure I Metric Equivalents
1.101 liters
1-10 ISSUED 9-4-81

SECTION I
GENERAL
MEASUREMEW CONVERSION TABLES (CONT.)

-
1 grain 64, '19891 milEgrams

1 dram 1, '9'12 grams
1 ounce 28,350
1 pound 453,59239 grams
1-%$/I-$2 B U N K
SECTION II .
TABLE O F CONTENTS
TITLE PAGE
INTRODlJCTION . . . . . . . . . . . . . . . . . . . 2 - 2
A I R S P E E D LIMITATIONS . . . . . . . . . . . . . . 2-3
A l I i S P E E D INDICATOR MARKINGS . . . . . . . . 2 - 4
P O W E R P L A N T LIMITATIONS . . . . . . . . . . . 2- 5
POWEII P L A N T INSTRUMENT MARKINGS . . . . 2 - 6
W E I G H T L I M I T S . . . . . . . . . . . . . . . . . . 2- 7
C E N T E R OF GRAVITY LIMITS . . . . . . . . . . . 2- 7
MANEUVER LIMITS . . . . . . . . . . . . . . . . . 2 - 8
F L I G H T LOAD FACTOR LIMITS . . . . . . . . . 2 - 9
KINDS O F O P E R A T I O N LIMITS . . . . . . . . . . . 2 - 9
F U E L LIMITATIONS . . . . . . . . . . . . . . . . 2 - 9
O T H E R INSTRUMENTS AND MAWKIIVGS . . . . . 2 - 9
D E C A L S g PLACARDS . . . . . . . . . . . . . . . 2 - 1 0
CABIN %I\$FEmOR ................. 2-10
FUSEUGE I m E m O R ............... 2-14
EXTEHOR ..................... 2-14
. . . . . . . . . . . . . . . . . . . . . 2-15
Om%O%\JAL
Mooney M20J
Airpame FagM mwm%
FAA A P P R O V E D
I S S U E D 9-4-81 2- f
SECTION II
LIkETATIQNS
Section II includes operating limitations, instrument

markings, and basic placards necessary for the safe
operation of the airplane, i t s engine, standard systems
and standard equipment. The limitations included in
this section have been approved by the Federal Aviation
Administration, When applicable, limitations associated
with optional systems o r equipment such a s autopilots
a r e included i n Section IBI;.
The airspeeds listed in the Airspeed Limitations

chart (Figure 2-1) and the Airspeed Indicator
Markings chart (Figure 2-2) a r e based on Airspeed
Calibration data shown in Section V with the normal
static source. Ef the alternate static source is
being w e d , ample margins should be observed t o
allow f o r the airspeed calibration variations be-
tween the normal and altermte static sources as
shown in Section V,
Your Mooney is; certificated under FAA Type Certsicate

No. 2A3 a s Mooney M20J,
Mooney M20J
Airpbme Flight f i n u a l
FAA APPROVED
2- 2 ISSUED 9-4-81
SECTION I1
LIMITATIONS
A I R S P E E D LIMI"$A"VIONS
Airspeed limitations and their operational significance
a r e shown, in Figure 2- 1. This calibration a s s u m e s
z e r o instrument e r r o r .
t h e n only w i t h caution.
\I EE Landing Gear
urn speed at which

ding gear can be
Do not exceed this speed
FIGIJRE 2- 1. AIRSPEED LIMITATIONS

Mooney M 2 0 J
FAA APPROVED Airplane Flight Manual
ISSUED 9-4-81 2- 3
SECTION 11
LIMITATIONS
A I R S P E E D BOPIDICAWR MARKINGS
Airspeed indicator m a r k i n g s . t h e i r color code and ope rat ion;^ l
significance a r e shown i n Figure 2- 2.
flaps extended.
G r e e n Arc 6 3 , 176 Normal Operating Range. Lower

limit i s m a x i n ~ u mweight VS with
flaps retracted. Upper limit i s
maximum s t r u c t u r a l cruising speed
caution and only in smooth air.
Maximum speed f o r a l l operations.
FIGURE 2-2. AIRSPEED INDICATOR MAFIMINGS
Mooney M209 REV A 9-23-82

Airplane Flight Manual FAA APPROVED
2- 4 ISSUED 9-4- 8%
SECTION II
LIMITATIONS
POWER PLAN"$LIMITATIONS
Engine Manufacturer: Avco Lycoming.
Engine Model Number: 10-360-A3B6D
Engine Operating Limits for Takeoff and
Continuous Operations:
Maximum Power: 200 BHP
Maximum Engine Speed: 2700 RPM.
Maximum Cylinder Head Temperature: 4'750F (246'~)
Maximum Oil Temperature: 245OF (118OC)
Transient Engine RPM Limit - 2970 RPM for
3 Seconds or Less
Oil P r e s s u r e , Minimum: 25 psi.
Maximum: 100 psi
Fuel P r e s s u r e , Minimum: 14 psi
Maximum:30 psi
P r o p e l l e r Manufacturer: McCauley A c c e s s o r y Division. *
P r o p e l l e r Model Number: ~ 2 ~ 3 4 ~ 2 1 4 / 9 0 ~ ~ ~ - 1 6 ~ *
P r o p e l l e r Diameter, Minimum: 93 In, "(185.4 c m )
Maximum: 14 In. *(181.9 cm)
P r o p e l l e r Operating Limits: Avoid continuous operation

ktweera 1500 and 1950 RPM with power settings
below 15" MG manifold p r e s s u r e , (McCauley
p r o p e l l e r only)
P r o p e l l e r Blade Angle at 30 Inch Station,
Low 13,9" + .zO*
High 3 3 . 0 ~-7*'5.
No cutoff allowed on propeller when de- ice

boots a r e installed.
* OPTION: Hartzell H C - C ~ Y K - ~ B F / F ~ ~ ~ ~ A - ~ Q
M a : 93 In, (185.4 cm) '
Blade A x l e : Low 14. lo + , I

Nigh 29.3' t o 31.3'
Mooney M 2 0 J
Airplane Flight Llnllunl
FAA APPROVED
ISSUED 9-4-81 2-5
SECTION I1
LJMITATIONS
POWER PLANT INSTRUMENT MAWKINGS

Tachometer
-dial Red Line (Rated) 2900 RPM
Green Arc-- (Rated
operating range) 1950-2700 R P M
Yellow Arc (Caution Range) 1500-1950 R P M
Cylinder Head Temperature

Radial Red Line ( m i m u m ) 475 OF o r 2 4 6 ' ~
Green Arc (Operating range) 3 0 0 ~ - 4 5 0o~r ~
149°-2320~
Oil P r e s s u r e
&dial Red Line (Minimum
idling) 25 PSI
-dial Red Line (Maximum) 100 PSI
Green A r c (@eratiw range) 60 t o 90 PSI
Yellow Are (Idling range) 25 to 60 PSI
Yellow A r c (Start/% &
warm-up range) 90 to 100 PSI
Fuel h e s s u r e
b d i a l Red Line (Minimum) $4 Pa
Radial Red I n e (Maximum) 30 PSI
Green A r c ( w e r a t i n g range) 14 t o 30 PSI
a1Temperature
Radial Red Line (Maximum) 2 4 5 ' ~or 118'~
Green A r c (OperaCiw range) 1500-245'~ and
65'-198'~
Mooney M209
Airplane Flight Manual
FAA APPROVED
2-6 ISSUED 9-4- 81
SECTION I1
LIMITATIONS
WEIGHT LIMITS
RInximum Weight (Takeoff & lI,andins) 2740 LBS (1243 Kg)
Fllnximunl Weight Baqqage

. 120 LBS (54.4 Kg) @ Fus.
111
C o n ~ l ~mae~n t . Sta. 95.5
Zlnx~nlunlLVei<t~ti l l f f a h a c k . . 10 EBSo (4.54 Kg) @ Fus.
Sta. 119.0
Maximum Weight in Cargo A r e a
@ear Seat Folded Down) . . . . . 340 LBS (154.2 Kg)
@ F u s Sta. 70. '9
C E N T E R OF G R A V l T Y LIMITS ( G E A R D O W N )
Most Forward Fus. Sta* i n IN. (41.0 IN.)

13.4% MAC. . . . . . . . . . . 2250 LBS. (1021 Kg)
Intermediate Forward Fus. Sta. (41-8 IN. )
14.7% MAC, . . . . . . . . . . 2470 LBS. (1 120 Kg)
Forward G r o s s F u s , Sta. i n IN. (45,O IN. )
20.1% MAC. . . . . . . . . . . 2740 LBS. (1243 Kg)
R e a r G r o s s Fuse Sta. i n IN, (50.1 IN.)
28.7% MAC. . . . . . . . . . . 2'740 LBS. (1243 ~ g )
MAC (At Wing Sta, 93,83) 59,18 EN,
Datum (Fuselage Station Zero) i s 5 inches aft
of t h e c e d e r line of the nose g e a r attaching
bolts, and 33 inches forward of the wing lead-
ing edge at wing station 59,25,
Mooney M20.J
A i r p l a n e Flight h'la~>ual
FAA A P P R O V E D
ISSUED 3 - 4 - <;i 2-7
SECTION I1
LIMITATIONS
MANEUVER LIMITS
This a h p h n e must be operated a s a Normal Category
airplane. Aerobatic maneuvers, ineludlw spins, a r e
not approved.
Extreme sustained sideslips may result in fuel venting
thereby causing fuel fumes in the cabin.
Prolonged sideslips, steep descents, o r

takeoff maneuvers may cause loss of power
if the selected fuel tank contains less than
-
48 Ibs, (21.9 K ) (8 gallons 30.3 liters -
6.6 I M P . GAL.? of fuel.
Up to 290-foot altitude loss may occur

d u r i n g s t a l l s at mmimwm weight.
Slow throttle movement s q u i r e d at airspeeds

above I65 KIAS. Above 165 KUS, sapid
throttle reduction may result in momentary
propeller RPM overspeed,
Mooney M289
Airplane Flight Manwl FAA APPROVED
2-8 ISSUED 9-4-81
SECTION I1
LIMITATIONS
FLlCHT LOAD F A C T O R LlkelTS
Maxinnum Positive Load Factor,
Flaps Up. . . . . . . . . . . . . . . . . . . +3.8g
Maximum Positive Load Factor,
Flaps Down (33O). . . . . . . . . +2.0g
. . a . a .
Maximum Negative Load Factor,

F l a l ~ sUp . . . . . . . . . . . . . . . . . . . -1,52g
KINDS O F OPERA"P0N LIMITS

Do not operate in known icing conditions.
This i s a Normal Category aircraft approved for

VFR/IFR day or night operations, when equipped in
accordance with FAR 91.
FUEL LBMITATIONS
2 Standard Tanks: 33,25 U.S, Gallons Each
(125.9 liters) (2'1.7 IMP. GAL. )
Total Fuel: 66,s U.S o Gallons
(251,8 liters) (55,4 I M P . GAR.)
Usable Fuel: 64 LJ, S. Gallons
(242.4 liters) (53.3 I M P . GAL.)
Unusable Fuel: 2,s U. S . Gallons
(9,s %iters)(2.P IMP. GAL. )
A reduced fuel quantity indicator is installed In each

tank. These indicators show the 25 U. S. gallon
(94.7 liters) (20e8 IMP. GAL. ) usable fuel level in
each tank. A visual fuel quantity gauge is a l s o in-
stalled on top of each tank and is t o be used a s a
reference f o r filling t h e tanks only.
Fuel Grade (and Color): I U U mlnimum grade aviation
f u e l (green). lOOLL (low lead) aviation fuel (blue) with
:t lead content limited to 2 cc per gallon i s also approved
OTHER INSWRUMENTS AND MARKINGS
The following standard equipment is vacuum operated:

1. Artilici;~lhorizon
2. Directional gyro
Mooney M20J
FAA APPROVED
ISSUED 9-4-81
SECTION I1
LIMITATIONS
DECALS (1 PLACARDS
The following placards must be installled inside the

cabin at the locations specified.
I THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE 1

I
I1 IN COMPLIANCE WI T H THE OPERAT NGLIMITATIONS STATED IN THE FORM
OF PLACARDS, MARKINGS AND MANUAL$ NO AEROBATIC MANEUVERS,
INCLUDING SPINS ARE APPRDViD MAXIMUM SPEED WITH LANDING I
GEAR EXTENDED 132 KIAS MAXIMUM SPEED TO RETRACT GEAR.
107 K I A 1 MAXIMUM SPEED TO EXTEND GEAR, I 3 2 l l A S MAXIMUM
MANEUVERING FLIGHT LOAD FACTOR-Fl APS UP + 3 8 - 1 5 DN + 2 0 - 0 I
I EMERGENCY MANUAL GEAR EXTENSION I
I PULL LANDING GEAR CIRCUIT BREAKER
2 PUT GEAR SWITCH IN GEAR DOWN POSITION
3 PUSH RELEASE TAB FORWARD AN0 L I F T UP R E 0 HANDLE
4 P U L L T-HANDLE STRAIGHT UP (12 TO 2 0 INCHES)
5 ALLOW T-HANDLE TO RETURN TO ORIGINAL POSITION
6 REPEAT UNTIL GEAR DOWN LIGHT COMES ON (12 T O 2 0 P U L L S 1
I F TOTAL ELECTRICAL FAILURE - S E E MECHANICAL INDICATOR
CAUTION
I TURN OFF STROBE LITES WHEN TAXIING NEAR OTHER A C F T OR
WHEN FLYING IN FOG OR I N CLOUDS S T 0 POSITION L I T E S MUST
B E U S E 0 FOR A L L NIGHT OPERATIONS
2 I N CASE OF FIRE TURN OFF CABIN HEAT
3 0 0 NOT SCREW VERNIER CONTROLS CLOSER T H A N 1/8" F R O M
NLJT FllCF
On Left Side Panel
SEAT L b T C H MIXTURE
COWL F L A P S BELT/ HARNESS B O O S T PUMP
P
Console Below Controls L > A % . wr.e-=* x--.I-
FAA APPROVED
ISSUED 9-4-81
SECTION 11
LIMITATIONS
On Lower Left
Instrument DO NOT O PE N
Panel ABOVE 132 KIAS
On RtgM hstsument Panel Below

IManifold Pffessuse Gage (McCaulley propeller only)
R SETTINGS
hLower Console Below Controls
PUSH TO RELEASE @ @
MIKE PHONE
-
ELT Placard Top Wght Instrument Panel
(Legend Varies with Equipment Installed)
FAA APPROVED
ISSUED 9-4-81
SECTION 11
W MITATIONS F l o o r Board Aft
Of Console
On Windshield
Center Post
Above Inside
Baggage Boor Handle
DO NOT OPEN IN FLIGHT
Mooney M209
'FAA APPROVED
ISSUED 9-4-81
SECTION II
LIMITATIONS
Floorboard Aft
Of Console
Wght Console
Above and Below
F l a p Switch
PUSH INCREASE PUSH INCREASE
Above Each Control on Lower Instrument Panel
Above Baggage Compartment On Hatrack Shelf.
DO MOT EXCEED 90 LBS (4.5 K g ) IN THIS COMPARTMENT

USE FOR STOWAGE OF LIGHT SOFT ARTICLES OMLV
SEE AfRCRAFT LOADING SCHEDULE OAT&
FOR BAGGAGE COMPARTMENT ALLOWABLE t
On Top Baggage Door J a m b .
DO HOT EXCEED I20 - - I-R

..S
154 4 Kgl H ThlS COMPIRTMEt4T
SEE AIRCRAFT LOAohG S C I ~ E D ~ L DATA
E
FOR BAGGAGE COMPARTMEtiT ALLOVIABt E
DO NOT EXCEED 1 9 0 LBS

( 7 7 . f K g ) ON THIS SEAT B A C K .
SEE AIRCRAFT LOADING SCHEDULE DATA
FORBAGGAGECOMPARTMEMTALLOWABLE
Mooney M20J
FAA APPROVED
ISSUED 9-4-81
SECTION 11
LIMITATIONS
Upper C e n t e r
Instrument Panel
GLARE
SHIELD PANEL
GR SAFETY GEAR DN
FUSELAGE INTERIOR
T h e following p l a c a r d s must be installed inside t h e
fuselage a t t h e locations specified.
LEVEL HERE
On Hydraulic
Brake R e s e r v o i r
The following p l a c a r d s must be installed on the

e x t e r i o r of t h e a i r c r a f t a t the locations specified.
011 Main G e a r Doors
TIRE PRESSURE 30 LBSm
h'looney M20J
FAA APPROVED
ISSUED 9-4-81
SECTION II
LIMITATIONS
On Nose Gear Door
TIRE PRESSURE 49 LBS

- -
FUEL-I00 (GREEN) OR
100 he ( BLUE ) MIN, OCT.
32 U.S. GAb
FUEL- 1 0 0 (GREEN) OR FUEL- 1 QO (GREEN) OR
$00 LL (BLUE) MlN OCT PQQ LL (BLUE) MIN OCT
32 1.2 LITERS USEABLE 26.6 IMP GAL USEABLE
On Leading Edge of
Horizontal Stabilizes
and Trailing Edge of
Both Sides of Rudder
NO STEP
OPTIONAL:
See Sedion M Supplements f o r optional placards

required.
FAA A P I P M V E D
ISSUED 9-4-81
SECTION I1
LIhDTATIONS
INFORMATIONAL:
The following placards a r e not required l o r airworthiness
but a r e provided f u r informational purposes or a e s t h e t i c s *
IMPORTANT INSTRUCTIONS
A L W A Y S &OD WATER - N E V E R 100 1 C I O
N I Y E R FILL O V E R B A F F L E NOR MORE T H A V
1 4 O V E R 1 M E T O P S OF S f P L R A T O R S
S U L L Y C H A R O E D SPECIFIC G R A V l T I - 1 1 7 5
R E C H A R G E R L O U l R C B W H E N SP 611 R E A C H I S 1 1 2 5
CWLRG~NG
C L R f SVOULD 8C 1 1 X I " 1101 10 SPSLL
S T A R T - I AMPERES llU15H - 2 L U P E I I C S
B l i i t R r l r i D W n l M SfRYlCiNG
OR IIIU0VI"L B I l l l l l W I I l U U M T D M P E l l l T U R E O N C H A R G E - ? t o . F 119" C I
K E E P CHARGED - PREVENT FREEZING

C A R E SHOULD BE T A l t E I l N O T TO S P I L L B A T T E R Y
A C I D WHCN S I R Y I C I N G O R R E M O V I N G B A T T S R Y
Above Battery On A f t Side

Baggage Compartment
Bulkhead
On Headlines Wear
overhead shutoff valve.
Mooney M2OJ
Airplane Flight Manual F A A APPROVED
2-18 ISSUED 9-4-81
SECTION Ill .
EMERGENCY PROCEDURES
TABLEOFCONTENTS
TITLE PAGE
INTRODUCTION . . . . . . . . . . . . . . . . a 3-2
ANNUNCLATOR PANEL WARNING LIGHTS . . 3-3
. . . . . . . . . . . . . . . . . . . . . . 3- 4
0
ENGINE
-
POWER LOSS DURING TAKEOFF ROLE 3-4
-
a 0
POWER LOSS A F T E R LIFTOFF AND

DURING CLIMB ............... 3- 4
ROUGH ENGINE OR LOSS OF POWER
INFLIGWT.................. 3-4
AIR START PROCEDURE ............ 3-5
SMOKE AND FIRE ................ 3-5
-
ENGINE FIRE GROUND ........... 3-5
- ..........
ENGINE FIRE IN FLIGHT 3-5
- .......
ELECTRICAL FIRE IN PLIGHT
GIJDE .......................
3-6
3-6
LANDING EMERGENCY ............. 3-7
-
POWER O F F GEAR RETRACTED
OR EXTENDED . . . . . . . . . . . . . .
.. 3-7
- ......
POWER ON GEAR RETRACTED
SYSTEMS EMERGENCIES . . . . . . . . . .
..
3-91
3-91
PROPELLER.................. 3-7
FUEL ...................... 3-8
ELECTRICAL................. 3-8
................
LANDING GEAR 3-9
........
UNLATCHED DOOR IN FLIGHT 3-10
OXYGEN .................... 3-10
...............
ICE PROTECTION 3-11
.
ALTERNATE STATIC SOURCE . n 0 0 0 0 s 3-11
EMER G E N C Y EXIT O F AIRCRAFT . . . .
.. 3-11
SPINS ....................... 3-12
OTHER EMEG~CIENCIES ~ . e ~ . . o . - - ~ . 3-12
n
SECTION III
INTRODUCTION
T l ~ i ssection provides the recomnlended prucedurcs tcr
folio\\: during a d v e r s e flight conditions. The i n f u r ~ ~ ~ a -
tion i s presented t o enable you to for 111, in advaiic.e, a
definite plan of action for coping with the must i)rot~at)le
emergency situations which could occur in the uperntion
of your a i r p l a n e .
A s it i s not possible to have a p r o c e d u r e for all types of

e m e r g e n c i e s that may o c c u r , it is the pilot's r e s p o n s i -
bility t o use sound judgement b ~ s e don experience :~ntf
knowledge of t h e a i r c r a f t t o d e t e r m i n e the best c o u r s e
of action. T h e r e f o r e , it i s considered niandatory that
t h e pilot r e a d the e n t i r e manuzzl, especially this sectic~n
before flight.
When applicable, emergency p r o c e d c r e s associated with

optional. equipment s u c h a s autopilots a r e inclucled in
Section M a
All a i r s p e e d s in this section a r e indicnted (TAS)

and a s s u n l e z,ero instrument e r r o r unless stated
otherwise.
ISSUED 9- 4- 81
SECTION IU
ANNUNCIATOR PANEL WARNING LlGHTS

Warning Eight Fault & Remedy
Gear Unsafe Landing gear is not i n fully extended o r
retracted position. Refer t o " Failure
of landing gear t o extend electrically"
procedure on page 3-9 o r "Failure of
landing gear t o retract after takeoff"
procedure on page 3-10.
Left o r Right 2 1/2 to 3 gallons of fuel remain in

Fuel Low the respective tanks, Switch t o fuller
tank,
VAC (Flashing) Suction is below 4.25 inches of mercury,
VAC (Steady) Suction is above 5,s inches oi m e r c w y ,

Attitude m d directional gyros a r e m-
reliable, Vacuum system should be
checked and/or adjusted a s soon a s
practicabb.
Volts (Flashing) Low voltage, Refer t o "AXtemator

Low Voltage'' on page 3-8.
Volts (Steady) Overvoltage o r trippage of voltage

relay, Refer t o "Alternator Power
Loss" on page 3-8,
Ram A i r Ram a i r i s on (when landing g e a r

extended); close before landing,
Starter Switch or relay has maLfunctioned

Engaged and s t a r t e r is energized. Flight
should be terminated a s soon a s
practical. Engine damage may r e -
sult,
SECTION IB
EPIGlNE
POWER LOSS - DURING TAKEOFF ROLL

1. T h r o t t l e- CLOSED.
2, Braking Maximum.-
3.
4.
F u e l Selector O F F .-
M a s t e r and ~ a g n e t o / ~ t a s t Switch
er - OFF.
POWER LOSS - AFTER LIFTOFF AND DURING
CLIMB
P o Lower Nose, Establish Best Glide Speed.
-
2. F u e l Selector Select Other Tank,
3. E l e c t r i c F u e l Boost Pump ON. -
4. Mixture Control FULL RICH. -
5. M a g n e t o / ~ t a r tSwitch - CHECK ON BOTH.
-
6. P r o p e l l e r High RPM.
-
7. T h r o t t l e Full Forward.
If engine does not r e s t a r t , proceed t o POWER O F F
landing, page 3- 7,
ROUGH ENGINE 018 LOSS O F POWER IN FLIGHT
Iannlediately upon noting any condition that could
eventually lead t o a n engine failure (loss of oil o r fuel
,~
s y s t e m p r e s s u r e , o r rough engine operation) perforna
the following checks a$ t i m e and altitude p e r m & ,
-
1, Low F u e l Quantity FUEL SELECTOR T O FULLEST
TANK.
-
2, Low F u e l P r e s s u r e AUX. F U E L PUMP ON -
O F F IF NO IMPROVEMENT NOTED.
3. Mixture Control FULL RICH. - -
4, Magneto/Starter Switch Switch t o left and right
single magneto operation; if no improvement,
switch t o BOTH,
If no improvement is noted, proceed t o land as soon a s
practicable.
ISSUED 9-4-81
SECTION IIP
AIR S T A R T PROCEDURE
1.
2.
- -
Propeller High RPM (Full Forward),
Fuel Selector Fuller Tank.
3. -
Mixture Control Idle Cutoff (Full Aft) Initially, I
4. -
Fuel P r e s s u r e Check. If no fuel p r e s s u r e is
noted, t u r n electric fuel boost pump ON.
5, Throttle - Open 1/4 Travel.
6. ~ a g n e t o / ~ t a r t Switch-Both,
er
-
7. Mixture Control Move slowly and smoothly toward I
FULL RICH (Forward).
-
8, Re-establish cruise power and RPM then lean
mixture a s required,
Hf engine fails t o s t a r t establish best glide speed

then proceed t o POWER O F F LANDING, page 3-7.
S M O K E AND F I R E
ENGINE FIRE - GROUND
-
1, M M u r e Idle Cutoff (Full Aft),
2, Fuel Selector V a h e Off,
-
3, Master Switch Off.
4, M a g n e t o / ~ a ~ %Switch
er -Off,
5, Extinaguish with F i r e Edinguisher,
ENGINE FIRE - IN FLIGHT
1.
2,
Fuel Selector Valve OFF.
-
-
Throttle Closed (Full Aft).
3, -
Mixture Control IDLE CUTOFF (Full Aft),
4.
5,
Magneto/%arter Switch Qff.
~a6i~
- -
n b n t i l a t i o n& Heating Controls CLOSED.
(Control Forward)
--
6., Landing Gear DOWN OR U P , depending on t e r r a i n ,
7 . Wing Flaps EXTEND. As Necessary.
If f i r e is not extinguished, attempt t o increase

airflow over the engine by increasing glide speed
and open cowl flaps. Plan a power off landing
a s described in this section, Do nut attempt
a n engine r e s t a r t ,
REV A 9-23-82
ISSUED 9-4-81
SECTION III
ELECTRICAL FIRE IN FLIGHT
(Smoke in Cabin)
1. Master Switch - O F F .
Stall warning i s not available with m a s t e r switch O F F .

Gear warning i s not available with m a s t e r switch O F F .
2. Cabin Ventilation - Open
3. Heating Controls - Closed (Control Forward)
4. Circuit B r e a k e r s - CHECK. T o identify faulty
circuit if possible.
5 . Land a s soon a s practicable.
If e l e c t r i c a l power is essential for the flight, attempt
t o identify and isolate the faulty circuit a s follows:
1. Master Switch - ON.
2 . Select essential switches ON one a t a t i m e , and
permit a short t i m e t o elapse before activating a n
additional circuit.
GLIDE
MAXIMUM @&IDISDISTANCE
MODEL U P O J
1%
10
9
a
aO
M
X 8
F4
h
t 7
$
W
6
6.
w 5
$
2
b
m
8
W
3i:
2
'0 2 4 6 8 10 12 14 16 18 20 22
GROUND DISTANCE-NAUTICAL MILES
3- 6 ISSUED 9-4-83.
SECTION III
LPaNDlNQ EMERGENCY
POWER O F F - GEAR RETRACTED OR EXTENDED

If a n engine failure occurs, p r e p a r e f o r a landing a s
follows :
1. Emergency Locator T r a n s m i t t e r ARMED. -
2. Seat Belts and Shoulder Harnesses SECURE. -
3. -
Cabin Door UNLATCHED.
4, -
Mixture Control IDLE CUTOFF (Full AW).
5. Fuel Selector Valve OFF. -
6,
7,
Magneto/Starter Switch Off,
-
Wing Flaps FULL DOWN (33O).
-
8. Landing Gear - Down o r Up depending on terrain.
9.
10.
Approach speed 51 KLAS.
Master Switch O F F , -
-
POWER ON - GEAR RETRACTED
U possible, choose f i r m sod, o r foamed runway.
1, Ennergeney Locator T r a n s m i t t e r ARMED. -
2 , Seat Belts and Shoulder Bmess SECURE, -
-
3, Cabin DOOR' UNUTCHED,
4, When s u r e of making landing a r e a :
a. Fuel S e l e d o r OFF. -
-
b. Thro?Ale CLOSED.
-
e. Mixture IDLE CUTOFF,
d. Magneto/fXal-ter Switch OFF. -
-
e. Flaps Full: Down (33O)
f , Master Switch O F F , -
g. Approach Speed -. As Slow A s Possible,
-
he Wings Level at Touchdown,
S Y S T E M S EMERGENClES
PROPELLER
PROPELLER OVERSPEED
I. Throttle - RETARD.
-
2, Oil P r e s s u r e CHECK.
3. Propeller - DECREASE, set i f any c o d r o l available.
4. Airspeed - REDUCE.
-
5, Throttle AS REQUIRED t o mainkain RPM below
2500 RPM.
SECTION 111
FUEL
LOW FUEL FLOW

1. Check mixture ENRICH.
--
2. Fuel Selector FULLEST TANK.
3, If condition p e r s i s t s , use Boost Pump i f n e c e s s a r y
and landing should be made as soon as practicable.
ALTERNATOR FAILURE - (Voltage Warning Light

Illurninat ed)
I. Radio Master - OFF.
-
2, Master Switch O F F , Then ON,
If Warning Light is s t i l l illuminated, the following
s t e p s a r e required:
3, Alternator Field Circuit Breaker - PULL,
4. Won-Essential E l e c t r i c a l Equipment - OFF,
5, Land A s Soon A s Practicable,
ALTERNA'TOR LOW VOLTAGE (Voltage Warning Light

Flashing)
1, Alternator Field Circuit Brealcer - RESET QNCE.
If Warning Light is s t i l l Flashing:
2, Alternator Field Circuit Breaker PULL, -
3. Non-Essential E l e c t r i c a l Equipment OFF. -
4, Land As Soon As Practicable,
A t r i p l ~ e dmain alternator circuit breaker c a n

only be caused by a shorted alternator circuit
and c;tnliot be c o r r e c t e d by resetting the
b r e a k e r . This sliould be verified l)y atten1l)t-
ing to r e s e t r he b r e a k e r not m o r e than one t i m e
If t h i s f a i l s . pull the a l t e r n a t o r field b r e a k e r .
turn off a l l nun-essential e l e c t r i c a l equil~rnent
and t e r m i n a t e the flight a s soon a s oract icnl.
LZ~J ISSUED 9-4-81

SECTION 111
LANDING GEAR
Failure Of Landing Gear To Extend Electrically.
1. Airspeed - 132 KlAS o r less,

-
2. Landing Gear Actuator Circuit b r e a k e r PULL.
3. G e a r Switch - DOWN.
4. Manual Gear Extension Mechanism -
LATCH FORWARD
LEVER BACK.
Slowly pull "T" handle 1 t o 2 inches

(2.5 t o 5.1 cm) t o rotate clutch
mechanism and allow it t o engage
drive sh-fee
-
5 , T-handle PULL (12 t o 20 inches) and R E T U W until
g e a r is down and locked, GEAR DOWN light
I1,LTJNBNATED (12t o 20 pulls).
6 , Visual Gear -Down Indicator -
Claeck alignment by
viewing from directly above the indicator,
Malfunction of landing g e a r requires

maintenance inspection and r e p a i r p r i o r
t o activating electrical system.
5, Return lever t o normal position and s e c u r e with latch.

8. Reset Landing Gear Actuator Circuit Breaker,
Do not operate landing g e a r elec-

trically with manual extension s y s t e m
engaged.
SECTION IU
FAILURE TO RETRACT
("GR Safety By Pass" and both g e a r annunciator
lights illuminzted, g e a r warning horn activated).
1, "GI3 SAFETY BY PASS" Switch -
DEPRESS until
g e a r fully retracted.
2. "GEAR UNSAFE" and "GEAR DOWN" Lights OUT'. -
3. .
"GEAR CONT " Circuit Breaker PULL (Warning-
horn off).
4. -
G e a r Extension RESET "Gear Cont." Circuit Brealier.
5. -
Gear Switch DOWN.
6. Check "AIRSPEED " safety switch a s soon a s practicable.
1l above procedures do not initiate retraction

process, check emergency manual extension
lever on floor f o r proper position.
If the cabin door is not locked it may come unlatched i n

flight, This may occur during o r just a f t e r take-off,
The door will t r a i l in a position approximately 3 inches
(%,6 c m ) open, but t h e flight characteristics of the a i r -
plane will not be affected. Return to the field in a
normal manner. If practicable, during the landing
flare-out have a passenger hold the door t o prevent it
f r o m swinging open.
If it deemed impractical t o r e t u r n and land, the door
can be closed in flight, a f t e r reaching a s a i e altitude, by
the following procedures:
1. Slow t o approximately 95 KlAS.
2, Open the s t o r m window t o reduce cabin a i r p r e s s u r e ,
3, Bank t o the right.
4. Simultaneously apply left rudder (which will result i n
a right slip) and close the door.
OXYGEN
a+
Refer t o Section IX if a i r c r a f t is equipped with oxygen.
REV A 9-23-82
ISSUED 9-4-83.
SECTION III
ICE PROTECTION
DO NOT OPERATE IN KNOWN ICING CONDITIONS.
If icing conditions a r e inadvertently encountered:
I. Turn OFF r a m air. Do not turn r a m a i r on again
when entering clear air until assured a l l ice and
snow has melted from the aircraft.
2, Shut cabin heat OFF until engine
- operation is
normal,
3, Push ON pitot heat. (If installed)
4. Pull static a i r source t o ALTERNATE (If installed),
5. Turn back o r change altitude t o obtain an outside d r
temperature l e s s conducive to icing.
ALTERNATE STATIC SOURCE
The alternate static a i r source should be used whenever it
i s suspected that the normal static a i r sources a r e blocked.
Selecting the alternate position changes the source of static
a i r for the altimeter, airspeed indicator and rate-of-climb
from the outside of the aircraft to the cabin interior,
When the alternate static a i r source is in use adjust the
indicated airspeed and altimeter readings according t o the
appropriate alternate static source airspeed and altimeter
calibration tables in Sedion V,
The static a i r source valve is located i n the lower left
portion of the pilutes flight panel above the pilot's
left h e e .
EMERGENCY EXIT OF AIRCRAFT
1, Cabin Door
a. Pull latch handle aft,
b. Open door and exit aircraft.
Baggage Compartment Door,
a. Fold r e a r seat backs forward,
climb over,
b. Pull plastic coves off,
c. Pull white knob,
d, L a up red handle.
e. Open door and exit aircraft,
-
f. To re-engage outside Latch open outside latch
fully, close inside red latch t o engage pin i n cam
slide of outside latch, push in on white button
until it snaps in place, Replace cover,
g, Operate outside latcla in normal manner.
REV A 9-23-82
ISSUED 9-4-81
SECTION I11
SPINS
U p to 2000 feet of altitude may be lost in a one t u r n spin and

recovery: t h e r e f o r e , s t a l l s a t low altitude a r e extrenlely
critical.
T h e best spin recovery technique i s t o avoid flight conditions

c:onducive t o spin entry. Low speed flight n e a r s t a l l should
be ,ipl)roached with caution and excessive flight control move-
m e n t s in t h i s flight regime should be avoided. Should a n
unintentional s t a l l occur the a i r c r a f t should not be allowed
l o p r o g r e s s into a deep s t a l l . F a s t , but smooth s t a l l r e c o v e r y
will m i n i m i z e the r i s k of p r o g r e s s i n g into a spin. If a n
unusual post s t d l l altitude develops and r e s u l t s in a spin,
quick application of anti- spin p r o c e d u r e s should shorten t h e
recovery.
IFJTENT%ONALSP%WSAREPROHIBITED. Ira the event of a n

inadvertent s p i n , the following r e c o v e r y p r o c e d u r e should
be used:
1, Rudder - Apply FULL RUDDER opposite the direction

ul spin.
2 . Control Wheel - FORWAitD of neutral in a b r i s k motion.
Addit i o t a 1 FORWARD elevator cont s o l may be req:tired
if the rotation does not stop.
3 . Aileruns - N E U T R A L .
4 . Throttle - fiETARD T O IDLE.
Hold anti- spin cont s o l s until rotation s t o p s :
5. F l a l ~ s- If extended. RETRACT ,is soon a s possible.

6 . Rudder - NEUI'RALIZF.
7 . Control Lbheel - S ~ n o uIlly
t move aft to bring the nose
ul' to a level flight :lttitude.
R e f e r t o Section IX: for E m e r g e n c y P r o c e d u r e s of

Optional Equipment,
SECTION I V .
TABLE 6 P CBNTEmS
TIT Le PAGE
PREFLIGHT INSPECTZBNe,e o e * 0 * 0 o 4-2

BEFORE STARTING CEECK o 4-4
STARTING ENGINE . . . . . . .. .. .. .. .. .. e e o e e e
4-5
. . . . . . . . . . .- .
FLOODED ENGINE CLEARING 4-6
WARM ENGINE STARTING * * e * e * * 4-6
BEFORE TAXIING. 4-6
4-7
BEFORE TAKEOFF . . . . . . . . . . . .
T A X I I N G ~ ~ e ~ e e e o ~ e ~ ~ a e ~ ~ e s
TAKEOFF . . . . . . . . . . . . . . . . .
4-7
4-9
NORIMATj- . . . . . . - . . . . . . . . . 4-9
MAXIMUM PERFORMANCEQ. . . . . . 4-10 )
C L I M B . . . . . . , . . . . . . . .. . . . 4-10
NORMAL. . . . . . . . . . , . . . . . . 4-10
BEST ANGLE . . . . . . . . . . . , . .
BEST RATE . . . . . . . . . . . . . . .
4-10
4-11
DESCENT . . . . . . . . . . . . . . . . .
C R m S E - e o . . e e e a . a e e e e e s . e 4-12
4-13
BEFORE MNDING . . . . . . . . . . .
GO AROUND (BALKED LANDING) . , . .
4-13
4-14
LANDING. . . . . . . . . . . . . . . . . . 4-14
'P'AXI...............,.... 4-14
SHWDOWN a a e a e e a e 0 a 4-15/4-16 B U N K
SECUMNG T%%EAIRCIRbaF'F a a 4-15/4-16 B U N K
R E V A 9-23-82
ISSUED 9-4-81
SECTION IV
NORMAL PROCEDURES
PREFLIGHT !NSPECT@OM
El. mneto/@arter &itch--OFF.
G e a mitch--mWN.
M ~ & e r&itch--ON to check outside %Qhts,
fuel wges, then OFF.
Fuel &ledor Drain --%leetor bridle on R ; pu%l
gascolsPCor ring a& hoid for five seconds.
Remat procedme with mlector h d l e on L.
2. Instrument Static Port--UNOBSTRUCTED.

-
Fuselage, Wght Side Check Skin Condition.
T a i l Tiedown--REMOVE.
3. Empennage--CHECK: Elevator & Rudder Attach
points and control linkage. G e n e r a l s k i n con-
ditions, Remove a l l i c e , snow, o r f r o s t .
4. -
D o r s a l F i n Check F r e s h A i r Vent C l e a r .
-
Fuselage, Left Side Check Skin Condition,
Instrument Static Port--UNOBSTRUCTED,
T a i l Cone A c c e s s Door--SECURE.
Static System Drain--CHECK.
4-2 ISSUED 9-9-81

SECTION IV
NORMAL PROCEDURES
5. wing Sklns--CHECK.
Flap and Attach Points--CHECK.
Aileron and Attach Points--CHECK .
Wing T i p and Lights--CHECK.
Remove all i c e , snow, o r f r o s t .
6. %RftV\%ngLeadirlg Edge--CHECK.
Pitot Tube-- UNOBSTRUCTED, Heat Element Operative,
Stall Switch Vane-- UNOBSTRUCTED.
F u e l Tank--CHECK QUANTITY, Secure Cap,
A reduced fuel indicator i s located i n the filler

neck. This indicator is used t o indicate useable
fuel capacity of 25 U. S. gallons (94.7 l i t e r s )
(20. 8 IMP. Gal.),
The visual fuel quantity gauge is t o be used

f o r p a r t i a l refueling only; Do not u s e f o y
ureflight check,
Chock and Tiedown--REMOVE.

Left. mh Gem, Skoek Mace and Tke--CHECK.
Fuel T a d k:mp main--SAMPLEo
Pitot System Drain- - Push Plunger UP,
-
T a d Vent- UNOBWRUCTEDD
Gascolator Drain Valve--CLOSED-Check f o r d r i p s ,
Whdskield- -CLEAN.
h f t glde E m n e Cowl FsalsCenere--SECmE +
7. Propeller- - CHECK f o r nicks, c r a c k s md oil leaks,

Forward Engine Componer$s--CHECK s t a r t e r ,
allterndor belt, etc.
Ram A i r Door--CHECK, off and secure.
l a n d i n g Light--CHECK,
Nose Gear--CHECK t i r e ; check f o r towing damage.
Nose G e a r Door & Cow%Flaps--CHECK f o r loose
lidcage.
Shock Discs--CHECK.
Chocks-- RE: MOVE.
8. Wght Side Engine Cowl Faderaers--SECUW.
Engine Oil h v e l - - C H E C K (Full f o r e d e n d e d
flight, Minimum Quantity 6 Qts.).
Exhaust Pipe--SE CURE.
ISSUED 9-4-81 ‘ J
SECTION IV
NORMAL PROCEDURES
Windshield--CLEAN,
Fuel Tank Sump Drain--SAMPLE.
Tank Vent-- UNOBSTRUCTED.
Chock and Tiedown-- PtE MOVE.
Wght Main G e a r , Shock Discs and Tire--CHECK.
Wght Wing Leading Edge--CHECK,
Fuel Tank--CHECK QUANTITY.
A reduced fuel indicator is located in the f i l l e r

neck. T h i s indicator is used t o indicate use-
able fuel capacity of 25 U. S . gallons, (94,7
liters) (20.8 Imp. Gal.).
The visual fuel quantity gauge is t o be used f o r

partial refueling only; Do not use f o r preflight
check.
--
9. N i n q S k i n s - CIIECl<.
I J i n y ' T i p a n d L i g h t s - CIIECK.
A i l e r o n a n d A t t a c h P o i n t s - CHECK.
Flap a n d A t t a c h P o i n t s - C H E C K ,
Remove a l l ice, s n o w , or f r o s t .
10. Bagcaqe D o o r - S E C U R E & LOCK b e f o r e f l i g h t .
BEFORE STARTlNG CHECK
1. P r e f l i ~ j h tI n s p e c t i o n - C O M P L E T E .
2. E m e r g e n c y L o c a t o r T r a n s m i t t e r - ARM.
3. Seats, Seat Belts and Shoulder Harness -
A D J U S T AND S E C U R E .
4. F u e l S e l e c t o r H a n d l e - SET f o r f u l l e r t a n k .
5. P a r k i n g B r a k e C o n t r o l - D E P R E S S BPAKE P E D A L S
AND P U L L ON.
6. Magneto/Starter Switch and Master Switches- OFF.
7. Radio Master Switch - OFF.
8. C o w l F l a p s - OPEN ( C o n t r o l F u l l A f t ) .
9. Ram A i r C o n t r o l - O F F .
10. L a n d i n g G e a r S w i t c h - DOWN.
11. M i x t u r e C o n t r o l - I D L E CUTOFF.
12. P r o p e l l e r - FORWARD H I G H RPM.
13. T h r o t t l e - CLOSE ( F u l l A f t ) .
14. E l e c t r i c F u e l B o o s t Pump - OFF.
15. I n t e r n a l / E x t e r n a l L i g h t s - OFF.
REV C 3- 7- 84
ISSUED 9-4-81
SECTION IV
NORMAL PROCEDURES
Cabin Heat - OFF.
Main Circuit Breaker Panel - CHECK.
Alternate Static Source - PUSH OFF.
Passengers - Emergency and General Information
Briefing.
Pitot Heat - OFF.
Flap Switch - CENTERED.
Defrost - PUSH OFF.
Cabin Vent - AS DESIRED.
Compass Slave - IN (If installed).
Radios - SET FREQUENCIES, (Non-Digital Radios).
Refer to Section IX for Optional Equipment
Checks.
Obtain local information prior to enqine
start.
STAR"%"INC E N G I N E
When startinq enqine using an approved

external power source (Aux. Power Cable
Adapter is available from Mooney ~ i r c r a f t
Corporation) no special starting procedure
is necessary. Use normal starting procedures
below.
Propeller Control - FORWARD-HIGH RPM LZ.
Throttle Control - FORWARD 1./4.

Master Switch - ON.
Mixture Control - FULL FORWARD (RICH) .
Electric Fuel Boost Pump Switch - ON TO
ESTABLISH PRESSURE, THEN OFF.
Mixture Control - FULL AFT (IDLE CUTOFF).
Propeller Area - CLEAR.
Magneto/Starter Switch - TURN AND PUSH TO
START, RELEASE TO BOTH WHEN ENGINE STARTS.
Mixture - MGVE SLOWLY AND SMOOTHLY TO RICH.
Oil Pressure Gage - If minimum oil pressure
not indicated within 30 seconds, STOP ENGINE,
and determine trouble.
Cranking should be limited t o 30 seconds,

and s e v e r a l minutes allowed between crank-
ing periods t o permit t h e s t a r t e r t o cool.
11. -
T h r o t t l e Set f o r 1000 t o 1200 RPM.
12, -
A m m e t e r Check (Turn on landing light and
o b s e r v e negative movement of needle. )
REV C 3-7-84
ISSUED 9-4-81
SECTION IV
NORMAL PROCEDURES
FLOODED ENGlRlE CLEARING
I. Throttle-- FULL OPEN (FULL FORWARD).

2. Mixture Control--IDLE CUTOFF (FULL AFT).
3. Electric Fuel Boost Pump- - OFF,
4. ~ a g n e t o / S t a r t e rSwitch--turn to "START" and
PUSH forward, r e l e a s e to both when engine s t a r t s .
5. Throttle--RETARD t o I200 RPM.
6. Mixture Control--OPEN slrswly to FULL RICH
(FULL FOR WARD).
7. Oil P r e s s u r e Gage--If minimum oil p r e s s u r e
not indicated within 30 seconds, STOP ENGINE.
and determine trouble.
W A R M ENGINE STARTING
I, Fuel boost pump - S F F ,

2, Throttle - Slightly open,
3, Mixture - F u l l aft (idle cut off)
4, -
Magneto S t a r t e r Switch T u r n and push l o slarl., re.-
lease l o both when engine s t a s l s ,
-
5, Mixture Move slowly t o Rich,
-
6, Throttle Set f o r 1000 t o 1200 RPM,
-
7 , Engine Oil P r e s s u r e If minimum oil p r e s s u r e not
indicated within 30 seconds, stop engine and determine
problem.
BEFORE TAXllNG
I. Radio Master Switch On. -
2, -
External Lights A s desired,
3. Directional Gyro Set. -
4, -
Instruments N o r m a l Operation,
- -
5, Radios Check Set Frequencies,
6. Altimeter Set, -
7. Fuel Selector - Switch tanks, verlly engine rims on
other tank.
ISSUED 9-4-81
SECTION IV
NORMAL PROCEDURES
TAXIING
R may be necessary to increase RPM slightly t o prevent

flashing of the LOW voltage light.
-
1, Parking brake %tellease.
2.
3.
-
Brakes Check.
-
Directional Gyro Proper indication during turns.
4. -
Turn Coordinator Proper indication during turns.
5. -
Arfificial Horizon Erect during turns.
6, Taxi t o position with minimum power as quickly a s
possible.
BEFORE TAKEOFF
Excessive time spent conducting a thorough

pre-takeoff check list will effect fuel economy.
Parking Brake - SET.

Fuel Selector - FULLER TANK,
- .
Controls CHECK FREE AND CORRECT
MOVEMENT
-
Instruments and Radios CHECK AND SET AS
DESIRED. (Refer t o Section M).
- PUSH CLOSED.
Ram A i r
I&ernal/Exterml Lights - AS DESIRED.
Strobe Eights and Rotating Beacon -- ON (E Imtalled)
Annunciator Lights - CHECK PRESS-TO-TEST.
-
T r i m TAKEOFF SETTING. U forward CG set
t r i m t o upper portion of band and do lower portion
when at aft CG.
Mixture - FULL FQRWARB.
T h r ~ t t l e- $900-2000 RPM.
Magnetos - CHECK, Make magneto check a t
1900-2008 RPM, a s follows:
REV A 9-23-82
ISSUED 9-4-89
SECTION IQ
NORMAL PROCEDURES
a . Magneto/Starter Switch - BOTH to R . Note R P M .
b. Magneto/Sarter Switch - BOTH. Alllow time
for plugs t o clear.
c. Magneto/Startes Switch - BOTH t o L. Note RPM.
do Magneto/Starter Switch - BOTH.
The RPM drop should not exceed 175 RPM on either
magneto o r indicate g r e a t e r than a 50 RPM differen-
t i a l between magnetos.
An absence of RPM drop may be an

indication of faulty magneto ground-
ing or improper timing. If there is
doubt concerning ignition system
operation, R P M checks at a leaner
mixture setting or higher engine
speed w i l l usually confirm whether
a deficiency exists.
14, -
Propeller Control CYC%,E/RETURNTQ HIGH
R P M (full forward).
16. Cabin Door - SECURE.

17, Seat Belts and Shoulder Harness - SECURE.
18, Wing Flaps - TAKEOFF (15')
19, Pilots Window - CLOSED.
20. E rnergency Gear Extension Red Handle
AND LATCHED.
- DOWN
21. Parking Brake - Release,
ISSUED 9-4-81
SECTION IV
NORMA E PROCEDURES
WAKEOFF
Move the c o n t r o l s slowly and snloothly. 111

~ ~ a r t i c u l aavoid
r, rapid opening and closing of
the t l ~ r o t t l ea s the engine i s equipped with a
counterweighted crankshaft and t h e r e i s a p o s s i -
bility of detuning the counterweights with sub-
sequent engine damage,
P r o p e r full throttle engine operation should

be checked e a r l y in the takeoff r o l l . Any
significant indication of rough or sluggish
engine r e s p o n s e i s r e a s o n t o discontinue the
takeoff.
When takeoff must be made over a g r a v e l
s u r f a c e , it i s important that the t h r o t t l e be
applied slowly. T h i s will allow the a i r c r a f t
to s t a r t rolling before a high R P M i s devel-
oped, and g r a v e l or loose m a t e r i a l wilt be
blown Sack from the prop a r e a instead of
being pulled into i t .
'TAKEOFF ( N o r m a l )
1. E l e c t r i c Fuel Boost Pump - ON a t s t a r t of

takeoff r o l l .
2. Power - F U L L THROTTLE and 2700 gtPl\i%.
3. A i r c r a f t Attitude - LIFT NOSE WkIEEL AT

6 3 ICIAS.
4. Climb Speed - 7'1 K U S .
5. Lznding G e a r - RFTRAC'T IN CLIMB BEFORE

ATTAINING A N AIRSPEED O F 106 K U S .
6. Wing F l a p s - RETRACT I N CLIMB.
7. E l e c t r i c Fuei Boost Pump - O F F , CHECK

PRESSURE.
See Section V , page 5-14, f o r takeoff d i s t a n c e s

and a i s c s a l t weagllt v s speed table,
ISSUED 9-4-81
SECTION IV
NORMAL PROCEDURES
TAKEOFF ( ~ a x i m u mP e r f o r m a n c e )
-
1, E l e c t r i c Fuel Loost Pump ON at s t a r t of
takeoff roll.
2. Power - F U L L THROTTLE AND 2700 RPM,
3. A i r c r a f t attitude - LIFT NGSE WhEE L AT
62 KIAS.
-
4. Climb Speed 66 KIA§ until c l e a r of obstacle,
then a c c e l e r a t e t o 91 t o 100 ICUS.
-
5. Landing G e a r RETRACT IN CLIMB A F T E R
CLEARING OBSTACLE.
6. -
Wing F l a p s RETRACT A F T E R CLEARING
OBSTACLE .
-
7. E l e c t r i c F u e l Boost Pump O F F , CHECK
PRESSURE .
See Section V, page 5- 15, f o r takeoff distances

and a i s c r a i t weight v s speed table,
CLBMB
Use noise abatement p r o c e d u r e s as

published by a i r p o r t and/or t h i s manual,
1, Throttle - 26"MG IV6PaMFOED PRESSURE

2, P r o p e l l e r - 2600 RPM.
-
3, Mkdure F U L L RICH (Lean 60s smo3th operation
a t high elevations).
1 -
4. Cowl Flaps P U L L OPEN.
5. Airspeed 91 100 KT§. -
6. Rana A i r - ON A F T E R ENTERING CLEAR AIR.
7, Maintain t h e s e power settings and attitude t o
at least 3000 6t, AGL. o r c r u i s e altitude.
CLIME (%st Angle)

-
1, Power F U L L THROTTLE AND 2500 RPM.
-
2. Mixture FULL RICil (Lean f o r smooth operation
3. Cowl F l a p s - PULL OPEN.
-
4, Airspeed ti9 KIAS AT SEA LEVEL INCREASING
APPROX. 1 KZAS FOR EACH 5000 F T .
-
5, Ram A i r O N A F T E R E N T E H N G CLEAN AIR.
REV A 9-23-82
ISSUED 9-4-84.
SECTION IV
NORMA L PROCEDUFU3S
CLIMB (Best Rate)
--
1, Power F U L L THROTTLE & 2'900 RPM,
2, Mixture F U L L RICH (Lean f o r smooth operation
--
3. Cowl Flaps F U L L OPEN.
4. Airspeed 88 KL4.S A T SEA LEVEL DECREASING
T O 82 KIsBS AT 10,000 F T .
-
5 , R a m A i r ON A F T E R ENTERING CLEAR AIR,
Manifold p r e s s u r e will d r o p with increasing altitude a t

any throttle setting. Power can be r e s t o r e d by gradually
opening the t h r o t t l e .
T o i n c r e a s e performance at full throttle pull the Ram A i r

Control aft (Ram A i r ON position) allowing induction a i r
to bypass the a i r f i l t e r and i n c r e a s e manifold p r e s s u r e .
T u r n r a m a i r off if encountering icing conditions. Do

not fly a i r c r a f t into known icing conditions. U s i n g un-
filtered induction a i r when flying i n snow o r ather IFR
conditions can b e hazardous. Snow can accumulate in
t h e fuel injector impact tubes, o r m o i s t u r e can f r e e z e
in the inlet p a s s a g e s under icing conditions t o c a u s e
l o s s of power. If snow o r icing conditions w e r e en-
countered DO NOT T U R N RAM AIR ON AGAIN when
entering c l e a r a i r until a s s u r e d that a l l i c e h a s melted
f r o m t h e a i r c r a f t . Do not u s e r a m a i r in visibly dusty
air.
After establishing c l i m b power and t r i m m i n g the a i r c r a f t

f o r climb, check t o i n s u r e that a l l controls, s w i t c h e s , and
i n s t r u m e n t s a r e s e t and functioning properly.
SECTION IV
NORMAL PROCEDURES
CRUISE
Upon reaching c r u i s e altitude, a c c e l e r a t e t o c r u i s e
a i r s p e e d , t r i m the a i r c r a f t f o r level flight, reduce
manifold p r e s s u r e and RPM t o d e s i r e d c r u i s e power,
and c l o s e the cowl flaps. The cowl flaps may be
partially opened (control pulled aft approximately t h r e e
inches) if necessary, t o maintain the oil and cylinder
head t e m p e r a t u r e s within the n o r m a l operating range,
When cruising at 75 percent power or l e s s , lean t h e

mixture after c r u i s e power i s established in a c c o r -
dance with one of the following methods:
A. Leaning using exhaust gas temperature gage (EGT)
(if installed)
1. Lean the mixture until temperature peaks on
the EGT indicator.
ECONOMY CRUISE - Enrich mixture (push
mixture control forward) until t h e EGT indicator
drops 2 5 U F or more below peak.
EEST POWER MIXTURE - Enrich mixture
until EGT indicator drops 1 0 0 ~below~ peak,
Compared to Economy C r u i s e
Best power mixture will.r e s u l t iaa
an i n c r e a s e in fuel flow and a r e -
duction in range,
2. Changes in altitude 2 n d {lower settings require
t h e penk E:GT to be rc.c*hccked and the mixture
rc-set .
I. Slo\vl;; n1ot.c mixture control lever aft from

" Full Ricli" position loward lean position.
2. Cont innc leaning unt ~1 slight loss of power i s
noted ( l o s s of power may or may not be accom-
panied by roughness).
3. E n r i c h until engine r u n s smoothly and power b8
regaineck.
When i n c r e a s i n g power always r e t u r n m i d m e t o full. r i c h ,
then i n c r e a s e RPM before increasing manifold presswe;
.Is;,-- <J ISSUED 9-4-81

SECTION IV
NORlMA E PROCEDURES
when d e c r e a s i n g power d e c r e a s e manifold p r e s s u r e b e f o r e
reducing R P M . Always s t a y within t h e e s h b l i s h e d operating
l i m i t s , and always o p e r a t e t h e controla slowly and smoothly.
DESCENT
I. Mhtuse - RHCN/OR LEAN FOR SM H OPERATION.
2. Power - AS REQUIRED l o keep CHT in Green Arc
( 3 0 0 ' ~ minimum).
Avoid continuous operation between

1500 and 1950 R P M with power s e t t i n g s
below 15"Hg. manifold p r e s s u r e .
E x e r c i s e caution with power settings

below 15" Hg manifold p r e s s u r e at a i r -
speeds between 70 - I13 K U S t o pre-
clude continous operation in the 1500 -
I950 RPM r e s t r i c t e d range,
.-----
i
Avoid long high speed descents

a t low manifold p r e s s u r e as the
engine c a n cool excessively,
3. Cowl F l a p s - CLOSED (control full forward).
4, Ram A i r - OFF before entering dusty a i r
layers.
Plan descents t o a r r i v e at p a t t e r n altitude on

downwind leg f o r maximum fuel efficiency
and minimum a i r c r a f t noise.
BEFORE LANDING
1, Seals, Seat Bells and Shoulder H a r n e s s e s ADJUST -
AND SECURE.
2. ~ n t e r n a l / ~ x t e r n aLights
l - AS DESIRED.
-
3, Landing Gear EXTEND BELOW 433 K U S .
-
4. Mvlixture Control F U L L RICH.
-
5. F u e l Selector RIGHT OR LEFT ( F u l b s t tank),
6 , P r o p e l l e r Control - HIGH RP&&
7. Wing Flaps - F U L L DOWN (33 ) BELOW 115 MUS.
REV A 9-23-82
ISSUED 9-4-81 . ,. J
SECTION IV
NORMAL PROCEDURES
8. Trim - ADJUST, as necessary.

9. E l e c t r i c Fuel Boost Pump - ON.
10, Ram A i r - 9FF: WARNING LIGHT O F F .
11. Check G e a r Down - GEAR DOWN LIGHT ON MARKS -
ALJGNED IN VISUAL INDICATOR IN FLOOR.
12. Parking Bralie - OFF.
G O A R O U N D ( B A L K E D LANDING 1
1. Pou.er - FULL TIII<OTTLE AND 2700 R P h l .
2. AIRSPEED - 65 MUS.
3. F l a p s - AFTER CLIMB ESTABLISHED R E -
TRACT T O 0 DEGREES WHILE ACCELER-
ATING T O 73 K U S .
4. G e a r - RETRACT AFTER CLIMB IS ESTABLXSBIED.
j C u u l F l a p s - FULL OPEN.
LANDING
1. A i r s p e e d on Final- 7 % H A S WTli
F U L L FSAFS.
2. 'I'ouc~lldo\vn- MARJ WHEELS FIRST.
2. L;rncti~igR o l l - LOWER NOSE WHEEL GENTLY
4. I5r:ikes - ILIINIIWUM REQUIRED.
5. \l in? Flnps - RETRACT AFTER CLEARING RUNWAY.

ti. CUMl I'I:lps - OPEN (After Touchdown)
7. t.:lectl.ic. Fuel Boost P u m p - O F F A F T E R LANDING.
8. ?'l,itil - TAKEOFF POSITION.

"PAX %
1. T1:rottle--1000 to 1200 RPM.
2. L,isllt~ng--Asr e q u i r e d .
ISSUED 9-4-81
SECTION IV
NORMA E PROCEDURES
SHUTDOWN
1. Throttle--IDLE a t 1000 t o 1200 RPM until cy-
linder head t e m p e r a t u r e s t a r t s t o drop.
4. Electrical Equipment Switches- - OFF.
5. WliWure Control- -IDLE CUTOFF.
6. Tbottle--RETARD a s engine stops firing.
7. Magneto/%arter Switch- - O F F when propeller stops.

8. Parking Brake--Set (for s h o r t - t e r m parking).
9. Trim- - TAKEOFF POSITION - CHECK,

10. Flaps--RETMCTED.
1 % . M a s t e r %itch- - OFF.
12. Control W h e e l - - L W K with s e a t belt.
13. k y g e n System (If equipped) - OFF,

SECURING THE AlRCRAFT
1. Parking Brake - SET.
2. Radio Master and Electrical Equipment - OFF.
3, ~ a g n e t o / % a & e rSwitch - O~??/a(;ey Removed,
M a s t e r S w i t c h - OFF.
5. Mixture Control - IDLE CUTOFF.
6, Parking Brake - RELEASE AND INSTALE, WHEEL
CHOCKS.
7, F o r Extended Parking or i n Gusty Wind Conditions -
SECURE PILOTS CONTROL WHEEL W T H SEAT
BELT, TIE DOWN AIRCRAFT AT WING AND TAIL
POINTS.
SECTION
TABLE O F CONTENTS
INTRODUCTION ..............
RANGE ASSUMPTIONS.. . . . e ..
. . . . .. . .. .. 5-3
. 5-4
... . . . . . . . .... . . .
. . , 5-4 0 a e a
NOISE LIMITS.. e
TEMPERATURE CONVERSION. . . . . . . . 5 - 5
AIRSPEED CAMBRATION
PMMARY STATIC SYSTEM, F L A P S AND
GEAR UP, POWER ON. e s e a e e o 5-6
0 0 9
PRIMARY STATIC SYSTEM, F L A P S AND

GEARDOWN. e e e e5-7
o e o e e
ALTERNATE STATIC SYSTEM.
0 e0 0
5-8
0
......
0
ALTIMETER CORRECTION
PMMARY STATIC SYSTEM, F L A P S AND
GEAR U P AND P O W R O N * a
P R I U R Y STATIC SYSTEM, FLAPS AND
e e a a 5-9 0 .
CTEARDOWNe o * o e *5-10
e
ALTEWS6ATE STATIC SYSTEM

e e o a a .
0 e
e
0
a e e a 5-11..
S T A L L SPEEDS ~s ANGLL OF BANK * 0 .. 5-12
TAKEOFF DISTANCE
NQRIWdBL TAKEOFF DISTANCE e e
MAXIMUM P E R F O R M N C E T A K E O F F
. 0 0 e 5-13
DISTANCE .
e e e
0 e * o e e e e 0
-
e 0 5-14
NORMAL TAKEOFF IT)%STANCE
GRASS SURFACE. e a e e e e .e
IMUM P E R F O R M N C E T A K E O F F
. - . 5-15 e e
-
DISTANCE GRASS SURFACE . . - . . . 5-16
TIME, F U E L AND DISTANCE T O CLIMB e e o 5- 1 8
CeVISE POWER SCHEDULE
AT 95%$ 70% AND 65% POWER
AT 6 0 % ~50% AND 45% POWER
.. .. .. .. .. .. .. 5-20
5-21
~ L T I T U D E . . . . . . . . 5-22
SPEED P O W E R V A
R E V A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
TABLE OF CONTENTS (CONT,)
RA.NGE 2740 LBS (1243 KGS)

RANGE 75% P O W E R . ,
RANGE 65% POWER , . .. .. . . .. ., . .. .. ,. . 5-24
,, e 5-23 0
RANGE 55% POWER

RANGE 45% POWER
.. .. . .. .. .. .. ., .. .. .. ,. , 5-25
, 5-26 0
ENDURANCE 95% P O W E R . . . . . . . . . . 5-27

ENDURANCE 2740 LBS (1243 KGS)
ENDURANCE 65% POWER. . . . . . . . . . 5- 28
ENDURANCE 55% POWER. . . . . . . . 5- 29
ENDURANCE 45% P O W E R . . . . . . . . . . 5-30
e e
LANDING DISTANCE
NORMALLANDINGDISTANCE e e e e e e a 5-31.
DISTANCE . . . . . . . . . - . . . 5-32
MAXIMUM PERFORMANCE LANDING
NORMAL LANDING DISTANCE GRASS
e
0 e0 e
SURFACE. . . . . . . . . . . . . . 5-33
W X I M U M P E R F O R m N C E LANDING
0 0 e
-
DISTANCE GRASS SURFACE e . . . 5-34
0
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
ONTIWODUCTION
The purpose of this section i s t o present the owner or
operator with information needed t o facilitate planning
of flights with reasonable accuracy.
The Performance Data and charts presented herein are cal-
culated, based on actual flight tests with the airplane and
engine in good condition, power control system properly
set for critical altitude, using average pilot techniques.
The flight lest data has been corrected t o International
Standard Atmosphere conditions and then expanded analyt-
ically to cover various airplane gross weights, operating
altitudes, and outside air temperatures.
T o obtain e f f e c t of altitude and OAT on aircraft
performance:
l , Set altimeter to 29.92 and read "pressure altitude"
2 , Using the OAT grid for the applicable chart read density
corresponding effect of OAT on performance.
Be sure to return to local altimeter setting in calculating

aircraft elevation above sea level.
VARIABLES
I t i s not possible t o make allowances in the charts for vary-
ing levels of pilot technique or proficiency. m c h d c a l
or aerodynamic changes are not authorized because they
can affect the performance or flight characteristics of the
airplane. The e f f e c t of such things as soft runways, winds
aloft or airplane configuration changes must be evaluated
by the pilot. However, the performance on the charts can
be duplicated by following %hestated procedures i n a
properly maintained standard M20J.
%?EVA 9-23-82
ISSUED 9-4-89.
SECTION V
PERFORMANCE
Examples a r e given t o show how each chart i s used.

The only c h a r t s with no example a r e those where such an
example of u s e would be repetitive.
RANGE ASSUMPTIONS
Range data climb allowance is based on climbing at maximum
continuous power t o c r u i s e altitude.
No range i n c r e a s e due to descent f r o m c r u i s e altitude has

been allowed in the range curves. Range r e s e r v e s of 45
minutes at c r u i s e power have been allowed on Range Data.
Other conditions used in the Ranges shown a r e listed on
each chart.
The certificated Noise Level f o r the Model M20J at 29140

pounds (1243 Kg.) maximum weight i s 74 dB(A), No
determination has been made by t h e F e d e r a l Aviation
Administration that the noise levels of t h i s airplane a r e
o r should be acceptable o r unacceptable f o r operation
at, into, o r out of any airport,
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
TEMPERATURE CONVERSlON
ISSUED 9-4-81
SECTION V
PERFORMANCE
AiRSPEED C A L I B R A T I O N
PRIMARY STATIC SYSTEM
60 70 80 90 100 110 !20 130 140 150 160 1'10 180 190 200
[AS - INDICATED AIIISPEED - K N O T S
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
AIRSPEED C A L I B R A T I O N
PRIMARY STATIC SYSTEM
FLAPS AND GEAR DOWN
R E V A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
AIRSPEED C A L l B R A T i O N
ALTERNATE STATIC SYSTEM
c a t e s subtraction of t h e given
t o obtain KCAS assuming zero
CONDITIONS: Storm Window and Vents:Closed

D e f r o s t e r :OM
POWER: ON
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUSB 9-4-81
SECTION V
PERFORMANCE
m <
P Bz
x
- z
- 7
":25 b,
3 YU
5 =:
Z; >.
4 -0
".
-
3 "
z
"7 >.
> L
h
- 0
,.Lr3 oI..*r4
0
u
C
=
i r-
2 .G
d UC
bU t. T k.0
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2 .
0 p 0:
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=
m*
go
Q I
2 -
Fr
b- *
z .
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0 -- m
Llb
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W
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Z
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I
9%x
w
Q
3
zx
5
SECTION V
PERFORMANCE
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV C 3- 7- 84
ISSUED 9- 4-81
SECTION V
PERFORMANCE
TIME, FUEL AND DBSUANCE T O C L I M B

A s s o c i a t e d Conditions for the Time, F u e l a n d
D i s t a n c e t o C l i m b g r a p h on t h e following page:
C l i m b Speed : Vy f r o m Clirnb P e r f o r m a n c e g r a p h
on t h e p s e c e e d i n g page.
P o w e r : 2700 R P M , Full T h r o t t l e
Mixture: Full Rich
R a m A i r : On
Cowl F l a p s : F u l l Open
Landing G e a r : U p
Wing F l a p s : U p
F u e l Density 6 . 0 L b s . / ~ a l . (. 72 ~ g / l i t e r )
1. D i s t a n c e s shown a r e b a s e d on z e r o wind.
2. Add 9 LBS. of fuel f o r s t a r t , taxi a n d takeoff.
EaMPLE:
Given: Initial P r e s s u r e Altitude/OA% 1500 ~ t/ 1, 5 ' ~
F i n a l P r e s s u r e A l t i t u d e / O A ~ 12000 ~ t ~ .O ' C
Takeoff Weight - 2740 lbs./12$3 ~ g .
Find: T i m e t o C l i m b (20.2 - 1, '3) 1 8 - 3 Minutes

-
D i s t a n c e t o C l i m b (28,s 2,O) 26,5 Natrt, Mi,
-
F u e l t o C l i m b (29.0 3.0) 26,O Lbs.
REV A 9-23-02
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81.
CRUlSE POWER SCHEDULE
AT 75% ,TO%,& 65% POWER
EXAMPLE:
1. SEST POFIER I S 1 0 0 ' ~ RICH OF PEAK EGT
CRUISE ALT. 6 0 8 0 FT.
2. ECONOMY CRUISE I S 2 5 ' ~ RICH OF PEAK EGT OAT 10 C
POWER 65%
RPM 2600 ,
M.P. 2 2 . 0 ( ~ O Cc o r r e c t i o n )
NOTE: ADD . 4 " M.P. FOR EACH 1 0 ' ~ OAT AaOVE STANDARD DAY TEMPERATURE. SUBTRACT . 4 " "I.P. FOR
EACH 1 0 ' ~ OAT BELOW STANDARD DAY TEWPEPATURE. I F OAT ABOVE STANDARD PRECLUDES OBTAINING THE
DESIRED M . P . , USE THE NEXT HIGHER RPM/M.P. WITH APDTiOPRIATE TEMPERATURE CORRECTION TO M.P.
CRUISE POWER SCHEDULE
AT 60%,55%,& 46%BOWER
1. BEST POWER I S 1 0 0 RICH

~ ~ OF PEAK EGT
2. ECONOMY CRUISE I S 2 5 O ~RICH OF PEAK EGT
08
NOTE: ADD .4 " M. P FOR EACH l O 0 c OAT ABOVE STANDARD DAY TEMPERATURE.
. SUBTRACT . 4 " M. P FOR EACH 1 0 ° c
.
OAT BELOW STANDARD DAY TEMPERATURE. I F OAT ABOVZ STANDARD PRECLUDES OBTAINING THE DESIRED M.P., USE
ig
TIIE NEXT HIGHER RPM/M.P. WITH APPROPRIATE TEMPERATURE CORRECTION TO M.P. Z
0
m
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
RANGE 75% POWER - 2740 LBS(1243 KGSI
RANGE, B E S T POF'ER 680 N . M .

RANGE, ECON. C R U I S E 810 N . M .
*MP FOR 2700 RPM @ 758 POkER FRO9

C R U I S E POWER SCHEDULE.
-60 -40 -20 0 20 40 60 600 700 800 900 1000

O U T S I D E A I R TEXP. - OC RANGE - NAUTICAL M I L E S
SECTION V
PERFORMANCE
R E V A 9-23-82
ISSUED 9-4-81
RANGE 55%POWER -. 2740 LBS (1243KGS)
- 60 -40 - 20 0 20 40 65 700 800 9 017 1000 1100

OUTSIDE AIR TEHP. - OC RRNGE - NAUTICAL Y I L E S
RANGE 45% POWER - 2740 LBS(1243 KGS)
CLEAN C O N F I G U P A T i O N
6 1 G A L . U S A B L E F U E L (53.3 I M P . GAL.)
ZERO WIND, COWL F L A P S C L O S E D .
FANGE I N C L U D E S WARMUP, T A X T ,
T A K E O F F . CLIMB P L U S 4 5 ?IN.
RESERVES A C R U I S E POWER.
I
EXAMPLE:
~ A L T 6080 F T .
C R U I S E OAT 10 C
ENDURANCE 75% POWER - 2740 LBS ("ii9lrll.3KGS)
ENDUPvZNCE INCLUDES WARYUP, T A X I ,

A
TAKEOFF CLIMR- D I-. -l i S P. -i .M. T ,W. .
-
1 RESERVE@ C R U I S E POWER I
O U T S I D E A I R TEMP. - OC ENDURANCE - IIOURS

z
(-2
m
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9- 4- 81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-88
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMWNCE
WEV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORMANCE
5 8 3 ~ m- SSN)(ISIO 3 N I O K W
5
Y
-' " -: : - 2 -O '- I -:

O O O D O n O O O D D D O
y l : * P : X 9 1 : : Y C : : 9 : :
D D D D o O O E
REV A 9-23-82
ISSUED 9-4-81
SECTION V
PERFORWNCE
REV A 9-23-82
ISSUED 9-4-83.
SECTION
WEIGHT & BALANCE
TABLE OF CONTENTS
TITLE PAGE
INTRODUCTION . . . . . . . . . . . . . . . 6- 2
AIRPLANE WEIGHING PROCEDURE ...... 6-3
OWNERS WEIGHT & BALANCE RECORD . . . . 6-5

PILOTS LOADING GUIDE . . . . . . . . . . . .6-6
LOADING CALCULATION PROCEDURE . . . . 6-6
PROBLEMFORM S O . . . . . . . . . . . 6-7
LOADING COMPUTATION GMF"H - A - + 6-7
CENTER-OF-GRAVITY MOMENT ENVELOPE 6-8
CENTER-OF-GRAVITY LIMITS ENVELOPE * * 6-8
EQUIPMENT LIST . . . . . . . . . . . . . . 6-9
NOTE:
The empty weight, center of gravity, and qepuipment
list for the airplane a s delivered from Mooney
Aircraft Corporation is contained in this section.
The use of this section is valid for use with the
a i r p h n e identified below when approved by Mooney
A l s c r d t Corporation.
Model - M209
A k c r a f t Serial No.
Air craft Registration No.
Moonsy Aircraft Corp. Approval Signature & Date
ISSUED 9-4-81
SECTION VI
WEIGHT & BALANCE
This section describes the procedure for calculating

loaded aircraft weight and moment for various
flight operations. In addition, procedures a r e
provided for calculating the empty weight and mo-
ment of the aircraft when the removal or addition of
equipmelll results in changes t o the empty weight and
center of gravity. A comprehensive list of all Mooney
q u i p m e n t available for this airplane i s included in
this section. Only those items checked (X)were in-
stalled at Mooney and a r e included in the empty
weight-and-hlance data.
The FAA charges you, the aircrafi owner and pilot,
with the responsibility of properly loading your a l r -
craft for safe flight. Data presented in this section
will enable you t o carry out this responsibility and
i n s w e that yours airplane is loaded t o operate within
the p r e s c r i b d weight and center-of-graviQ limabtations.
At the time of delivery, Mooney Aircraft Corporation
garsddes the empty weight and c e d e r of gravity data
.
for the computation of iaadividwl lmdings (The empty
weight and C . G . (gear edended) a s delivered from the
factory is tabulated on page 6-5 when this manta1 i s
supplied with the aircraft Prom the factory .)
FAA reguktiomas also require that any c h q e in the

origiml quipment affectiw the empty weight and
center of gravity be recorded in the Aircraft Log Book.
A convenient form for maintaining a permanent record
of a l l such c b n g e s is prodded on page 6-5. This form,
if properly maintained, will enable you t o determine
the current weight-and-balance s b t u s of the airplane
for load scheduliw. The weight-and-balance data
entered as your a i r c r d t left the factory, plus the
record you maintain on page 6-5, is a l l of the data
needed t o compute loading schedules.
The maximum certificated g r o s s weight for the

Model M20J under all operating conditions is 2740
pounds (1243 Kg. ). Maximum useful load is deter-
mined by suberacting the corrected aircraft empty
weight from i t s maximum gross weight. The air-
SECTION V11
WEIGHT & BALANCE
c r d t mast be operated strictly within the limits of t h e
Center-of-Gravity Moment Envelope shown on page 6-8,
AIRPLANE WEIGHING PROCEDURE

(A) LEVELING: Place a spirit level o n t h e leveling
screws above the tailcone access door when leveling
the a i r c r a f t longitudinally, Level the aircraft by
increasing o r decreasing a i r p r e s s u r e in the nose
wheel t i r e .
(B) WEIGHING: To weigh the aircraft, select a level work
a r e a and:
1. Check f o r installation of a l l equipment a s listed
in the Weight & Balance Record Equipment UsE.
2. Top off both tanks with full fuel. Subtract usable
fuel, 64.0 gal, (242.4 liters, 53.3 Imp, Gal.)
@ 6 lb/gal = 384 lbs, (194,2 Kg,) f r o m t o t a l
weight a s weighed.
OPTIONAL METHOD Ground aircraft and defuel tanks a s
follows:
a. Disconnect fuel line at electx%h:boost pump out-
let fitting.
b. Connect t o output fitting a flexible line that w i l l
reach fuel receptacle.
c, Turn fuel selector valve t o the lank t o be drained,
and remove filler cap from fuel filler port.&.
d, Turn on boost pump until lank i s empty* &peat
steps c. and d. t o drain the other tank.
e. Bteplace I, 25 gal, (4.9 liters, I. 0 Imp, Gal)fuel
@ 6.0 ~b/gal.into each tank(unusable fuel).
f. Replace filler caps.
-
3 . Fill oil t o capacity 8 qts. (7,6 liters)
4. Position front seats in full forward position.
5, Position flaps in full up position.
6. Position a 2000-pou~ld (907.2 Kg*)capacity s c a l e
under each of the t h r e e wheels.
9. Eevel aircraft a s previously described rnaklng
certain nose wheel is centered.
8. Weigh the aircraft and deduct any t a r e from each
reading.
9, Find reference point by dropping a plumb bob from
center of nose gear trunnion (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 s a m e manner.
ISSUED 9-4-81 6- 3
SECTION VI
WEIGHT & BALANCE
11. Measure the horizontal distance from the reference

point to main wheel axle center line. Measwe
horizontal distance from center line of nose wheel
axle to center line of main wheel axles.
12. Record weights and ~ ~ a e a s u r e m e n t and
s , compute
basic weight and CG a s follows:
a. CG Forward oL Main Wheeln:

~ns./~ti. IN./CLI. _, 1,fH./KG, I:<.;C'hi
of Flea@ Dlntance Between T d a l W@LgM
&In and Nose Wheel CC Forward
01 Alpcraft
Axle Centera of Maln Wheels
(WMl (L*) (W,) (LM)
b. CG Aft of Datum (Statlon 0):
IN./Chi.
Metanc@ Irom Center
- 5 I N . / ( l 2 , ? Cli1, )
Wetance lrom
- lh'.,'Chl.
Result of
I N. /CAI
CG (FUS STA.)
Nos@Gear Trunion t o Noae Gear Trunlon
Center of -In Wheel
Axles (Horizontal)
to Datum
Computation
Ahowe ,.I
Distance An
~ b t , . ~
SECTION V I
WEIGHT & B A U N C E
PlLOT89LOADING GUIDE
LQIrBING CALCULATION PROCEDUFtE
Proper loading of the aircraft is essential for maximum

flight performance and safety. This section will a s s i s t
you i n determining whether the aircraft loading schedule
i s within the approved weight and center-of-gravity
limits.
T o figure a n actual loading problem for your a i r c r a f t ,

proceed a s follow$:
Step 1. Refer t o the latest entry on page 6-5 for the c u r -

r e n t empty weight and moment.
NOTE: Since the engine oil i s normally kept a t
t h e full level, the oil weight and moment i s in-
cluded in basic empty weight and is constant
i n calculating all loading problems.
8 e p 22. Note the pilot's weight and the position his s e a t
will occupy in flight. Find this weight on tlae %eft
s c a l e of the Loading Computation Graph (page
6-7)and c r o s s the graph horizoaala%lyto the
point representing the pilot's s e a t position be-
tween the FWD and AFT position lines on the
graph for Sil and 82 seats. When this point i s
located, drop down to the bottom scale t o find
the value of the moment/1000 due t o the pilot's
weight and seat position.
Repeat the procedure for the copilot and enter

these weights and rnoment/$000 values in the
proper subcoilumns in the Problem F o r m on
page 6-7.
Step 3. Proceed a s in R e p 2 t o account for the passen-

g e r s i n s e a t s 3 and 4. Enter the weight and
value of moment/1000 in the proper columns.
%ep 4. Again proceed a s in Step 2 t o account for the

amount of fuel c a r r i e d , and enter t h e weight
and moment/l1000 values in the proper columns.
ISSUED 9-4-81
SECTION V I
WEIGHT & BALANCE
FAA REGISTRATION NO _ MZOJ SERIAL NO
PROBLEM FORM
of Crwity Moment Envslaps. to determine whathsr your A/C loodlng is acceptable.

LANO A/C MiEN Mf? 3200 LBS EXCEPT IN AN EMERGENCY SITUATION.
-
- -
-
-,
Obtain the moman1/1800 velue lo? eoch seal position (FWD. MI0 of AFT) 9rom loading computation
Cargo loaded i n rear seal a r e a , with seat

backs folded down, should have center of
gravity over fuselage station 70.7.
LOAD MOMENT/f000 - Kg-cm<rmm>
MOMENT/1000 (THOUSANDS DF INCW-POUNDS/1000>

REV C 3- 7- 84
ISSUED 9- 4- 81
SECTION VI
WEIGHT & BALANCE
Step 5 . Once more proceed a s in Step 2 t o account for
the baggage to be carried and enter the figures
in the proper columns.
Step 6 . Total the weight columns. T h i s total must be

2740 pounds or l e s s . Total the Moment.'1000
column. Do not forget t o subtract negative
numbers.
Step 7 R e f e r t o the Center-of-Gravity Moment Enve-

lope (page 6- 8). Locate the loaded weight of
your airplane on the l e f t scale o f the graph and
trace a line horizontally t o the right. Locate
the total moment,'1000 value for your airplane
on the bottom scale o f the graph and trace a
line vertically above this point until the horizon-
tal line for weight i s intersected. If the point
o f intersection i s within the shaded area, your
aircraft loading i s acceptable. TI the point of
Intersection falls outside the shaded area, you
must rearrange the load b e f o r e t a k e o f f .
EQUIPMENT LIST
T h e following Equipment List i s a listing a f all i t e m s
approved at the time o f publication for the Mooney M209,
Only those i t e m s having an X i n the "Mark If Installed"
column and dated were installed at Mooney.
If additional equipment is t o be installed it must be done
in accordance with the r e f e r e n c e drawing or a separate
FAA a ~ ~ r o w l .
Positive a r m s are distances a f t o f the airplane

datum. Negative a r m s a r e distances forward
o f the airplane datum.
Asterisks ( * ) after the i t e m weight and a r m indi-
cate complete assembly installations. Some
major components o f the a s s e m b l y a r e listed and
indented on the lines following. T h e summation
of the major components w i l l not necessarily
equal the complete assembly installation.
ISSUED 9-4-81
MO
DAY
EQUIPMENT LIST
SECTION VI
WEIGHT & BALANCE
ISSUED 9-4- 81
SECTION VI
W I G H T & BALANCE
ISSUED 9-4- 81
J
SECTION VI
WEIGHT & BALANCE
ISSUED 9-4-81
SECTION VI
WEIGHT & BALANCE
ISSUED 9-4-81
SECTION V I
WEIGHT & BALANCE
ISSUED 9-4-81
SECTION VI
WEIGHT & BALANCE
ISSUED 9-4-83
SECTION VP
ISSUED 9-4-81 6-19

SECTION VI
WEIGHT & BALANCE
6-20 ISSUED 9-4-81

S E C T I O N VI
WEIGHT & BALANCE
ISSUED 9-4-81 6- 21
SECTION VI
ISSUED 9-4-84.
SECTION VI
WEIGHT & BALANCE
ISSUED 9-4-81
SECTION VI
WEIGHT & BALANCE
ISSUED 9 4 - 8 1
TITLE PAGE
ENGINE CONTROLS . . . . . . . . . . . . 7-4

IGNWION =STEM . . . . . . . . . . . . '1-5
FUEESYmEM . . . . . . . . . . . . . . 7-6
OILmmEM . . . . . . . . . . . . . . . 7-8
ENG%hMGC W m G . . . . . . . . . . . . . 7-8
VACUUM =STEM . . . . . . . .... .. 7-8
PROPE LL.ER . . . . . . . . . . . . a . C 7-8
F U G H T PANEL & C O N T R O B
FAMLaRIZATION . . . . . . . . . . . . . . . 7-9
FLIGHT mSTRUMENTS & CONTROU . . . . . 7-9
ENGINE INSTRUMENTS & CONTROM ..... 7-14
mSCE LLAWEQUS IN$1TRUm%\a$S9CONTRQM
& INDICATORS . . . . . . . . . . . . . . . . 7-18
ANNWCIATOR AND SWTCH PANEL . . . . . . 7-20
FUGW CONTROM . . . . . . . . . . ....... 7-22
PITW-STATIC SYSTEM .............. 7-22
EMERGENCY WCATOR TRANSmTTER . . . . . 91-23

SECTION VII
AIRPLANE & SYSTEMS DESCRIPTION
U N D I N G GEAR . . . . . . . . . . . . . . . . 7-25
ELECTRIC GEAR RET-CTION SYSTEM . . 7-25
EMERGENCY GEAR-MANUAL EXTENSION
SYSTEM................................. 7-26
B M K E & STEERING a S T E M S . . . 0 0 0 . 7-26
ALTERNATOR & BATTERY . . . . . . . . . 7-26

CIRCUIT B R E A m R S . . . . . . . . . . . . 7-28
ELTPANEL . . . . . . .. .. .. .. .. .. ... ... ... ... ... ... 7-29
ANNUNCIATOR P A N E L
INSTRUMENT Q PLACARD LIGHTS
7-29
7-29
CABIN LIGHTING . . . . . . . . . . . . . . . . 7-29
E X T E H O R LIGHTING . . . . . . . . . . . . . 7-30
CABIN ENVRQNMEN'F. . , a . e . . . . . . . 7- 30
HEATING & VENTIUTIWG SYSTEMS . . . . . 7-30

WINDSHIELD DEFROSTING SYSTEM . . . . . 7-31
CABIN . . . . . . . . . . . . . . . . . . . . 7-31
SEATS & SAFET'Y BELT'S . . . . . . . . . - 7 - 3 1
S A F E T Y H A m E S S . . . . . . . . . . . . . 7-32
BAGGAGE Q CARGO AREAS . . . . . . . . 7- 33
DWW. W N m W S & E Z T S . , . . . . . . 7-34
ISSUED 9-4-81
SECTION VII
INTRODUCTION
Acquiring a working knowledge of the a i r c r a f t ' s controls
and equipment i s one of your important first steps in de-
veloping a fully efficient operating technique. This a i r -
plane and Systems section describes location, function,
and operation of s y s t e m s controls and equipment. It
i s advisable for you. the pilot, t o familiarize yourself
with a l l controls and s y s t e m s while sitting in the pilot's
seat and rehearsing the s y s t e m s operations and flight
procedures portions of this manual.
AIRFRAME
The a i r f r a m e has a welded, tubular-steel cabin structure
enclosed in sheet-aluminum skins. Stressed skins rivet
to n u i n and auxiliary s p a r s in the wing, stabilizer, and
vertical fin. The laminar-flow wing has full wrap-
around skins with flush riveting over the forward top and
bottom two thirds of the wing a r e a .
For pitch t r i m control, the empennage pivots on the aft
fuselage. A torque-tube-driveaa jack screw, bolted to
the r e a r t a i k o n e bulkhead, sets t h e stabilizer angle.
The forward-opening cabin door provides a c c e s s to both
front and r e a r s e a t s . The baggage compartment door i s
located above the right wing trailing edge t o permit
baggage loading from the ground.
The tricycle landing gear allows maximum taxi visiola

and ground maneuvering. Hydraulic disc brakes and a
steerable nose wheel aid in positive directional control
d u r i taxiing
~ and crosswind landings.
The h n d i w g e a r i s eleclrica%llyretracted and extended.

A gear warning horn, a gear position indicator on the
floorboard and a green "gear down" light help prevent
Bmdverlent gear-up landings. A manual. emergency
g e a r ePetension system i s provided for use in the event
d an e l e e t r l a l f a l l w e .
ISSUED 9-4-84. J
-:_
bECTION VkT
POWER PLANT
ENGINE CONTROLS
The engine controils a r e centrally located, between
the pilot and co-pilot, a t the top of center console panel.
The throttle knob regulates manifold pressure.
Pushing the knob forward increases the setting; pulling
the knob aft decreases the setting.
The propeller corltrol, with its crowned blue or black knob,
controls engine R P M through the propeller governor.
Pushing the knob forward increases engine RPM; pulling
the knob aft decreases the setting.
The mixtuse control, with its red fluted h o b ,
establishes the fuel-air ratio (mwrare). Pushing the
knob full forward sets the mi%eureto full-rich, p u l l i x
the knob aft leans the mixture, and pu%Hngthe knob to
its maximum aft travel position closes the idle cutoff
valve, shutting down the ewine, Precise mixture settiags
can be established by observi% the EGT gage (if
installed) an the pilot's right hand instrument panel
while a d j u s t l q the mixture control.
The ram a i r control located directly below the throttle

control, allows the selection of filtered induction
air or udiltered direct ram air.
Using ram a i r will increase the mangold pressure by

al.llowfw ewine indu&ion air t o padially bypass the
indudion a i r filter. The use of ram a i r must be limit-
ed to clean, d m - f r e e air, The engine will operate on
d i r e d unfilttered a i r when the ram a i r control is pulled
on. When ram a i r is on allowing unfiltered a i r to
elleer the engine, the ram a i r annunciator EgM located
above the center radio panel. will illuminate when the
landing gear is down. Should the induction a i r filter
clog, a spring-loaded door in the induction s y d e m
will open by induction vacuum to allow aEesmte a i r
to enter the eqirae.
ISSUED 9-4-81
SECTION VII
FIGURE 7-1 ENGINE AIR INE)UCRON SYSTEM
Cylinder head temperature, oil p r e s s w e , fuel pressure

and oil temperature gages a r e located above the flight
instruments, EGT, tachometef, and manfPo%dp r e s s w e
a r e located to the right of the radio panel. Color a r c s on
instrtament faces mark operating r a w e s , P r o m r inter-
pretation of e%ine instrument r e a d i q s is essej~tialfor
selecting optimum control settings and for maintainiw
mmimum cruise fuel economy.
IGNITION SYSTEM
The magneto ignition system f e a t w e s two electrically
independent ignition circuits in one housing. The right
magneto f i r e s the lower right and upper le& spark plugs,
and the left magneto fires the lower left and upper right
spark plugs. ~hemagraeto/starterswitch has five posi-
tions: OFF, R (sight), L (left), BOTH, and START. In
the OFF position both magnetos a r e grounded. At the R
position the left magneto gromds. At the L position the
right magneto grounds. At the BOTH position both mag-
netos a r e EJOT and the ignition s y d e m is om. For safety,
the ignition switch must be OFF and key removed when
the engine is not rurtming. T u n i n g the ignition switch to
s t a r t and pushing in closes the s t a r t e r solenoid, e G a g e s
the s t a r t e r and allows the impulse coupling Lo automatically
r e t a r d the magneto until the engine i s at its retard firing
position. The spring action of the impulse is then re-
leased t o spin the rotating magnet and produce the spark
SECTION VII
t o fire the engine. After the engine s t a r t s , the impulse
coupling flyweights do not engage due to centrifugal action.
The couplingthenacts a s a straight drive and the magneto
f i r e s at the normal firing position of the engine. The m a g
neto/starter switch is spring loaded to return from
START t o the BOTH position when released.
Do not operate the starter in excess of 30 seconds

or re-engage the s t a r t e r without allowing it time
to cool.
Do not turn the propeller when the magnetos a r t NOT

grounded. Ground the magneto, points before
removim switch wires or electrical plugs. A l l
spark plug leads can be removed a s an alternate
safety h e a s u r e .
FUEL =STEM
Fuel 1s c a r d e d in two integral sealed se&ions of the
forward inboard a r e a of the wing's. Total usable fuel
capacity is 64 gallons (242.4 liters) (53.3 Imp. Gal,),
Both tanks have fuel level indicators visible througla
the filler ports, These indicators show the 25-gallon
(94. % liters) (20.8 Imp. Gals.) level in each tank,
There a r e sump drains a t the lowest point in each
tank for taking fuel samples to check for sediment
contamination and condensed water accumulation.
The recessed three-position fuel selector handle aft of the

console on the floor allows the pilot to set the selector
valve t o LEFT tank, RIGHT tank, or OFF position. The
g a s c o h t o r , located t o the %eftof the selector valve i n the
floorboard, is for draining condensed water and sediment
from the lowest point in the fuel lines before the f i r s t
flight of the day and after each refueling.
ISSUED 9-4-81
S E C T I O N vn
Fuel feeds from one tank at a t i m e t o t h e selector valve
and through the electric fuel pump (bocst pump) e m o u t s
t o the engine-driven pump and the fuel injector unit.
The electric fuel pump is capable of supplying suf-
ficient p r e s s u r e and fuel flow for m m i m u m engine
performance should the engine driven pump fail.
Electric fuel-level transmitters in the tanks operate the
fuel gages. The master switch actuates the fuel q m n -
FPCPmE 7-2 FUEL mSTEM SCNEmTIC

tity indicator system t o maintain a n indication of fuel
r e m a i n f q in each tank. The fuel p r e s s u r e gage regis-
t e r s fuel pressuse in the line t o the injector. Vents in
each fuel tank allow f o r overflow and ventilation.
*%
The optional, visual fuel quantity indicators located on
top of each wing tank a r e to be used for partial fuel
loading only and not for preflight inspection purposes,
SECTION VII
OIL SYSTEM
The engine has a full- pressure wet-sump oil system with

a n 8-quart ('I.6 liters) capacity, An automatic bypass
control valve routes oil flow around the oil cooler when
operating temperatures a r e below normal o r when the
coolling radiator is blocked.
The down-&aft engine cooling sgrstem provides ground

and indlight power plant cooliw. Engine baffling directs
air over and around the cylinders and out the eowl flap
owninge. Openiw the cowl flap doors allows proper a i r
flow on the p o u n d and during low-speed high-pow e r
climbs. f i l l i n g the eowl flap c o d r o l full aft opens the
c m l Pkps. The c w l flaps should be partially opened,
( c o d r o l gulled d t approximately two to three inches),
if necessaary t o maintain the ail and cylinder head
temperatwe wltMn the normal o p e r a t i e e r a w e e
VACUUM SYSTEM
An ewine-driven mcuum pump euppliee suction for the
wcuum-operated gpoecopic flight kinstrument8. A i r
enter$% the v a c u u m - p w e r d indrumesnt8 i s filtered;
hence, sluhggish or e r r a t i c a w r d i o n sf mcuum-driven
indruanents m y indicate t k t a c l q g e d mcuum filter
element is p r e v e d i ~a d w u t e a i r BPlbaBee, A meuum
awaawchtor light is provided t o monitor system o ~ r d i o n ,
The propeller, of the consbnt speed type9 is a single-

acting unit in which hydraulic pressure opposes the
m t w a l , centrifugal t w i d i q moment of the rotating
blades, and the force of a spring, t o obtain the correct
pitch for the @%in@lmd. Engine lubricatiw oil is
supplied t o the power p i d o n in the propeller hub t h o u g h
the propeller shaft. The amount and pressure of the
oil s u p p l i d is controlled by an ewlaze-driven governor,
Pncreasing; engine speed will cause oil t o be admitted t o
the pi&on, thereby increaeiw the pitch. Conversely,
d e c r e a s w engine speed will result in oil l e a d % the
pi&on, thus d e c r e a s i w the pitch.
ISSUED 9-4-81
SECTION VII
FLRGHT PAMEL CONTROLS FAMILlARISIATION

PUGHI' M S T R m E m S AND COmPi0W
r I
r e h y e u p p l y l ~p m e r t o the radiobus bare. S n c e the

r e h y 88 energhedto cut the power t o the radio bua,
failwe-of the r e k y coil will &%I1a % % power m t o the
.
radio b w Energiziw tKe s-ter a u t ~ m t i c a l l yemr
glzesthe r e k y and diecomeets the radios from tkaebus.
-
@ MASTER M T C B
The ma&er switch opemtes the b g e r y r e k y which
controls battery power to the main ship bus bar.
This switch also cuts the altermtor field power -
from m d n bus to the alterslator. This cute off all
ship power except the cabin light and electric clwk.
@ TURN CWRDINATOR (if inetalled)
The turn coordimtor k k e s the p h e e d a t w n and. b n k
indicator and operates from an electric power source,
The turn coordinator is independent of the flight
reference gyros. The turn coordinator displays varia-
tions in roll and yaw to the pilot by means of a cEamped
miniatuse afrcraR silhouette display - this provides
the pilo4 with the essential information to execute a.
=''*~
"PFO~@
ISSUED 9-4-81
SECTION VII
@ C U)CK (ifinstalled)
The electric clock with a sweep second hand, may be
set b y the pilot b y pulling the knob and turning either
leM or right.
@ AIRSPEED INDICATOR
The airspeed indicator registers airspeed in knots.
The air pressure difference between the pitot tube
and the static ports on each side of the tailcone
opemtes the airspeed indicator.
@ATTITUDE INDICATOR ( I f Installed)
The vacuum-powered attitude indicator indicates air-
craft attitude relative t o straight-and- level flight. Bank
attitude i s presented by a pointer at the top of the indi-
cator relative to the b p k scale 8hichJ.s marked in
increments of 10O, 20 , 30°, 45 , 60 alld 90' either
side of the center mark. Pitch attitude i s presented by
an airplane silhouette in relation t o the horizon bar,
The knob at the bottom of the instrument i s provided for
adjustment of the silhouette t o the horizon bar for a
more accurate flight attitude indication, Vacuum pres-
sure for satisfactory operation i s 4,25 - + .25 t o 5.50 -
+ .2
IN H g . 00
7 GY ROS60F"IC WEABING ImICA'FBR (Directional
O G y r o ) ( I f Installed)
The directional gyro displays airplane heading on a com-
pass card in relation to a fixed simulated airplane image
and index. The directional indicator will precess slighltly
over a period of time. Therefore, the compass card
should be set in accordance with the magnetic compass
just prior t o takeoff, and occasionally re-adjusted on
extended flights. A knob on the lower left edge of the
instrument i s used t o adjust the compass card t o correcf
for any precession. Vacuum pressure for satisfaclor!,
operation i s the same as the artificial h o s i ~ o n / ~ t t i t u d e
The altimeter operates by absolute pressure, and con-

verts barometric pressure t o altitude reading in feet
above mean sea level. The altimeter has a fixed dial
with three poiders to indicate hundreds, thousands, and
tens-of-thousands of feet, Barometric pressure i s
sensed through the static ports. A knob adjusts a mov-
able dial, behind a small window i n the face of the main
dial, t o indicate local barometric pressure and to correct
the altimeter reading for prevailing conditinns,
REV A 9- 23- 82
I S S U E D 9-4-81
SECTION VII
@ VERTICAL SPEED INDICATOR

The vertical speed indicator converts barometric p r e s -
s u r e changes in the static lines t o aircraft ascent o r
descent r a t e readings in feet p e r minute. This indicator
has a single needle and two adjoining scales that read
from 0 to 2000 feet p e r minute. The recessed, slotted
screw at the lower left of t.he instrument case is used t o
"zero" the indicator whel~1 he aircraft i s on the ground,
@) GEAR SAFETY OVERRIDE SWITCH
The gear safety override switch i s a manual means
of electrically bypassing the airspeed safety switch,
In the event the g e a r control switch i s inadvertently
placed i n the gear-up position, the gear airspeed
safety switch prevents the gear being retracted be-
fore approximately 65+4 KTS airspeed i s reached,
Should it be necessary-to retract at lower airspeed
the gear safety override switch may be pressed
allowing the g e a r t o retract.
'$he activation of the gear safety override switcfa

overrides the safety features of the airspeed switcla
arad can cause the gear to start retracting while
on the ground,
@ GEAR SWITCH
The electric g e a r switch, identifiable by i t s wheel
shaped knob, i s a two-position switch. Pulling aft
and lowering the knob lowers the landing gear while
pulling aft and raising the knob r a i s e s the gear.
Failure to "Pull" h o b out prior to

movement may result in a broken switch.
@ MAGNETIC COMPASS
The magnetic compass i s liquid-filled, with expansion
provisions to compensate for temperature changes. It
i s equipped with compensating magnets adjustable from
the front of the case. Access to the compass light and
the compensating magnets i s provided by pivoted
ISSUED 9-4-81 *d
SECTION VII
covers. No maintenance i s required on the compass

except an occasional check on a compass r o s e with
adjustme& of the cornpernation card, if necessary,
and seplacernertt of the lamp.
@ FLAP SWITCH
The flap switchpin a recess on the right of the console
operates the electrically-actuated wide span wing
flaps. Holding the spring-loaded switch in the down
position lowers the flaps to the desired angle of deflec-
tion, A pointer in the center console indicates flap
position. Simply releasinpdownward p r e s s u r e on
the switch allows It to return t o the OFF position
stopping the flaps at any desired intermediate position
during extension. When f lap-up position is selected,
flaps will retract to full up position unless the switch
i s returned to the neutral position for a desired bnter-
mediate setting, Pushing the switch t o the UP position
retracts the flaps completely.
@FL A P POSITION INDICATOR
Wing flap position is mechanically indicated thru a
cable mounted directly to the flap jackshaft. A pointer
in the flap position indicator indicates flap position.
The intermediate mark in the pointer range i s the flap
TAKEOFF setting ( 1 5 ~ ) ~
The illumimted gear-down position indicator at the

back of the fuel selector trim pan aft of the c e d e s
console h a s two marks that align when the gear is
down and illumimies when the green gear down
light is on.
@TRIM CONTROL W HE E L
Rotating the trim control wheel forward lowers the
nose while rearward rotation r a i s e s the nose of the
ai.rcrafC.
ISSUED 9-4-81
SE CTION V%I
@ TRIM POSITION INDICATOR
Seabilizer t r i m position is mechanically indicated thru
a cable attached t o t h e t r i m wheel mechanism. Position
indications a r e shown on the console.
@ PITOT HE A T SWITCH/CIRCUIT B RE A KER

Pushing ON the pitot heat combination rocker switch/
circuit b r e a k e r t u r n s on the heating elements within
t h e pitot tube. Should a s h o r t occur the combination
switch/circuit b r e a k e r will automatically t r i p to the
O F F position.
LANDING LIGHT WITCH/CIRC LJIT BREAKER
@ Pushing ON the landing light combination r o c k e r
switch/circuit b r e a k e r t u r n s ON the landing iight.
Should a s h o r t occur the combination switch/
circuit b r e a k e r will automatically t r i p t o the O F F
position. The landing light should not be operated
when the engine i s not running t o preclude over-
heating of the lamp.
NAVIGAP%IBNLIGHT SWITCH/CIRCUm BREAKER
PrashingONthe navigation light combimtiow r o c k e r
switch/circuit b r e a k e r t u r n s ON the wing tip and t a i l
navigation lights. Should a s h o r t occur the com-
bination switch c i r c u i t b r e a k e r will automatically
t r i p t o the O F F position.
@ STROBE L I G HT SWITCH/CIRCUIT B R E A K E R
Pushing O X t h e s t r o b e light combination switch/
circuit bveaker t u r n s ON the wing t i p and tail s t r o b e
l i g l ~ t s . Should n s h o r t o c c u r the combination switch/
circuit b r e a k e r w i l l automalically t r i p to the GFF
' position,
22 ROTATING BEACON SWITCH/CIRCUIT BREAKER

(if installed)
Pushing ON the rotating beacon combination switch/
circuit b r e a k e r t u r n s ON the rotating beacon. Should
a short occur the combination switch/circuit b r e a k e r
will automatically t r i p to the O F F position.
'
@
@
P r o p De-Ice ~ w i t c h / ~ i r c u B
(If installed).
i tr e a k e r
24 Weather Scot& R a d a r Switch/Circuit B r e a k e r
E l e c t r i c T r i m Switch (If Installed).

(IE Installed).
ISSUED 9-4-81
SECTION VII
ENGME INSTRUMENTS AND CONTROLS
0The
and 0FUEL
-
2
-.
QUANTITY INDICATORS
fuel qmntity indicators a r e used in conjunction
with float-operated wriable-resistance transmitters
in each fuel tank. The tank-full position of the trans-
mitter float p r d u e e s a m u i m u m resistance through the
transmitter, permitting minimum current flow t h o u g h
fuel quantity indicator and mmimum pointer d e f l ~ r t i o n .
The in&rument is calibrated i n pounds of fuel,
1@ CYLINDER HEAD TEMPERATURE (CHT)
The cylinder head temperature indications a r e con-
trolled by a n electrical resistance type temperature
probe installed in the number three cylinder, and
receives power from the aircraft electrical system.
The instrument is calibrated i n OF,
@ OIL PRESSURE GAGE

The electric oil pressure gage uses a t r a n s d u c e r ,
which varies resistance with pressure, a s ref-
erence.
@ OIL TEMPERATURE GAGE
The oil temperatwe gage is an electric instrument
connected e$ectr$callyt o a temperatwe bulb in the
REV A 9-23-82
-, J ISSUED 9-4-81
SECTION VII
engine. Temperature changes of the engine oil
charge the electrical r e s i s t a n c e in the bulb thereby
allowing more o r l e s s current to flow through the
indicating gage. The instrument is calibrated in OF,
@ AMMETER
The a m m e t e r indicates current flow, in a m p e r e s ,

f r o m tbe alternator to the battery, o r from the
battery t o the electrical s y s t e m . With the engine
operating, and master switch "ON", the ammeter
indicates the r a t e of charge being applied to the
battery. I n the event of an alternator malfunction,
o r if the electrical load demand exceeds the a l t e r -
nator output, the a m m e t e r will indicate the discharge
r a t e of the battery.
@ F U E L PRESSURE CAGE
The fuel p r e s s u r e gage is of the electric type,
using a transducer as reference, and i s calibrated
i n pounds per square inch and indicates the pressure
to the fuel injector,
@ GASCOLATOR
The gascolator, located t o the left of the console 011

the floorboard, allows the pilot to drain condensed
water and any sediment from the lolvest poirit I n the
fuel line. To activate the gascolalor pull the ring
upward, to stop drainage r e l e a s e the ring.
Ttie E<;T/OAT gage i s located to the right of tile

radio panels and above the engine tachonietes. A
thern~ocoul)leprobe i n the number 3 exl~nustpipe
transniits t e m l ~ e r n t u r evariations to the inclicntor
n~ountedi n the instrument panel. The inclicator
s e r v e s a s a visual aid to the pilot when adjustilig
nii,uture. Exhaust g a s ten1l)ernture varies w i t t i fut.1-
t o - a i r r a t i o , [to\\.er nlld RI'M. The OAT, s a g e pro-
vides the pilut \! i t l i the f r e e s t r e a m outside a i r
t e m l ~ e r a t u r ei l l tlcsrees celltigrade.
ISSUED 9-4-81
SECTION VII
AIRPLANE & SYSTEMS DESCRIPTIOE
@ TACHOMETER
The tachometer is a mechanical indicator driven a t half
crankshaft speed by a flexible shaft. Most tachometer
difficulties will be found in the driveshaft. To function
properly, the shaft housing must be free of kinks, dents
and s h a r p bends.
@ MANIFOLD PRESSURE
The manifold p r e s s u r e gage is of the direct
reading type and I s mounted above the engine
tachometer. The gage is calibrated in inches of
mercury and indicates the p r e s s u r e in the induc-
tion air m n g o l d .
@ RAM AIR CONTROL
%"ulllfw the r a m a i r control allows the use of u d i l t e r e d
a i r , The u s e of ram a i r mu& be limited l o clean dust-
free a i r and must n d be used d u r f w any ground opera-
tions.
@ MMTURE CONTROI.
The m k t m e e o d r o l allow8 the p i l d to adjust the
fuel-air r a t i o ( m M u r e ) of the e w i n e . Pushi% the
control forward richens the r n m w e * Pul%imthe
control aft leans the m M u r e and pulling the control
furl$ aft closes the idle cutoff valve stnutti@ down the
e w h e , The control is of the vernier type and fine
adjustments of the m h t w e can be obbined by turning
the h o b , clockwise rickews the m h t w e , counter-
clockwise leans.
@ PROPELLER CONTROL
P u s h i w the propeller control forward increases
engine RPM; pulling the control aft d e c r e a s e s the
engine RPM. The control i s of the vernier type and
fine adjustments of RPM's can be obtained by
turning the knob: clockwise increases RPMss,
c o u n t e r c l o c k ~ s edecreases RPM's.
@ THROTTLE CONTROL
Pushing the throttle control forward increases the
manifold p r e s s u r e thereby increasing the engine power.
SECTION VTI
Pulling the control aft decreases the manifold pressure

thereby decreasing the engine power, A friction lock
is provided to prevent creeping at cruise settings.
@ COWL FLAP CONTROL
Pulling the cowl flap control full aft opens the cow%
flap doors allowing additional airflow t o properly cool
t h e engine on the g r a n d and during low speed high
power climbs. During cruise the cowl flaps may be
partially opened, (control pulled aft approximately
t h r e e inches) if necessary, t o maintain oil and cylinder
head temperatures within the normal operating range.
f i s h i n g ON the fuel boost pump combination rocker

switch/circuit breaker turns on the fuel bocst
pump. Use of the fuel boost pump should be
limited t o h k e o f f , switching fuel tanks,
bndbw, and emergency sitwtions.
The fuel boost pump is capable of supplying fuel
t o the ewine a t the rated quantities and presswes
t o permit the engine to develop m x i m u m rated
power,
@ F U B L SELECTOR YA LYE
The fuel selector valve located on the floorboard i s a
three- position valve which allows the pilot t o select
either the left or right fuel tank. Turning the valve
t o OFF shuts off all fuel t o the engine. At full
throttle the engine will stop from fuel starvation in
2 t o 3 seconds.
The magneto/starter switch combines both &?ition and

starting functions. Turning the ignition key clockwise
through R , L, and BOTFM to the START MAG position
and then pushing forward on the key and receptacle
engages the s t a r t e r . Releasing the key when the engine
s t a r t s allows the switch to r e t u r n by spring action to
the BOTH posilio~a.
ISSUED 9-4-81
SECTION VEI
MISCELLANEOUS INSTRUMENTS, CONTROLS
AND INDICATORS
@ RADIO MICROPHONE (If Installed)

RADIO YGWT SWITCH AND DIMMER
Twning the radio light switch knob clockwise t u r n s
ON the radio and indicator lights, Continued
turning clockwise increases light intensity.
@ RADIO PANEM
Adequate space i s provided for installation of
optional avionics.
@ PANEL WGHT SWITCH AND DIMMER

Turning the panel light switch h o b clockwise t u r n s
on the instrument lights located i n the glareshield,
Continued turning clockwrise increases the lighting
intensity.
@ ClRCUlT BREAKER PANEL

Push-to-reset and push-pull circuit breakers auto-
mdically break t h e electrical current flow i% a
system receives an overload,
J ISSUED 9-4-81
SECTION Va
& S Y m E W DESGHRZBTIOPJ
A%RP%gam
@ CIGAR LIGHTER
@ PARRNG BRAKE CONTROL

Depressing the brake wdals andl pulling the
parking brake control sets the parking brake.
Pushing i n the parking brake control releases
the parking brake.
@ CABIN VENT CONTROL
Pulling the cabin vent control aft opens the cabin vent,
located on the right side of the airplane. Optimum
use of the cabin vent control is described in the
Cabin Environment Section.
@ CABIN HEAT CONTROL

Pulling the cabin heat control turns on cabin heat.
To lower cabin temperature the cabin heat control
Is pushed forward toward the OFF position. Opti-
mum use of the cabin heat control is described in
the Cabin Environment Section.
@ DEFRQST CONTROL
Pulling the defrost control decreases air flow
to cabin and increases air flow over QBaewind-
shield in the front of the gkreshield a r e a .
Optimum use of ttre defrost control is des-
c r d b d in the Cabin Gnvironmesat Section.
@ ALTERNATE STATIC SOURCE V A L V E

Pullling the alternate static source valve lo the
full aft position (alternate ) c b n g e s the source
of static a i r for the altimeter, airspeed indicator
and rate-of-climb indicator from the outside of the
aircraft to the cabin i d e r i o r .
@ HEADSET JACK
@ MICROPHONE J A C K
SECTION VH
A I R P U N E & SYSTEMS DESCRIPTION
ANNUNCIATOR AND SWITCH PANELS
FUEL FUEL LOW LOW

1
POWER
I .,,
f.$;>:G
LEFT [ R ~ G H T ~ C ~ ~ F H
,
@ PRESS-TO-TEST SWITCH
P r e s s i n g the r e d press-to-test switch with the
master switch QN will i l l u m i m t e all m u c i a -
t o r light bulbs, excluding "%art Power On"
indicaior, Defective bulbs should be r e p h c e d
p r i o r t o the next flight.
a n d @ GEAR SAFETY INDICATOR
The g r e e n GEAR DN light and a red GEAR
UNSFE light provide visual g e a r position
signals. The green light (GEAR BN) shows
continuously when the g e a r i s fully extended.
With the navigation lights on, the GEAR BN
light is dim f o r night operation. All g e a r
lights a r e out when the g e a r i s fully re-
tracted. Gear unsafe light is on between
g e a r fully extended and g e a r fully retracted
position.
@ and@ F UE L LOW INBIC ATORS
&eft and/or right, r e d , fuel low annunciator
light comes on when t h e r e i s 2-1/2 t o 3 gallons
of useable fuel remaining in the respective
tanks.
REV A 9-23-82
asserer, 9-4-81
SECTION VIP
VACUUM MALFUNCTION INDICATOR
The r e d VAC annunciator light indicates a nialful~ctiun
o r i m p r o p e r adjustment of a i r suction s y s t e m . Air
suction i s available f o r operation of the attitude g y r o ,
and a l s o t h e d i r e c t i o n a l g y r o , and will be shown
in i n c h e s of m e r c u r y . The designated suction range
i s 4.25to 5. 5 i n c h e s of m e r c u r y . T h e vac light will
blink when suction i s below 4.25inches of m e r c u r y
and g i v e s a s t e a d y light when suction i s above 5 . 5
i n c h e s of m e r c u r y . In e i t h e r c a s e the g y r o s
should not be considered r e l i a b l e during t h i s warning
time.
@ VOLTAGE IRREGULARITY INDICATOR

T h e r e d VOLT'S annunciator light c o m e s on d e s i g -
nating i m p r o p e r voltage supply. A r e d blinking light
d e s i g n a t e s low, o r no voltage f r o m the a l t e r n a t o r :
a steady r e d light indicates over voltage o r a t r i p p a g e
of the voltage relay.
@ START POWER ON INDICATOR

T h e stark power on hghl illuminates when t h e stader
switch o r relay h a s ni;tlfunc.iioned and t h e s t a r t e r is
engaged while t h e engine is running. Shut t h e eamgine
off as soon as practicable, T h i s light d o e s raot
i%luminatewhen press- to- test switch is pushed,
) R A M AIR POSITION lVillCAT0R
The a m b e r RAM AIR annunciator light i s a renlin-
d e r t b t r a m a i r s y s t e m i s in operation w h e n tile g t , ~ r
conies down and should be turned off t o r e r o u t e d i r
through a i r f i l t e r .
@ DIM SWITCH
The DIM switch may be activated when the low fuel
lights come on bright, T h e switch will dim both
low fuel lights but will not t u r n them off, T o r e -
s t o r e the d i s p b y t o bright, p r e s s the t e s t switch.
E M E R G E N C Y LOCATOR TRANSMITTER SWI7'CH

T h e E L T switch manually activates the
emergency locator t r a n s m i t t e r located in
the tailcone. T o activate the s y s t e m pull the s\{.itcll
out and r a i s e . F a i l u r e t o pull out can r e s u l t in a
breakage of the switch. Reference should be n1:ide t o
the E m e r g e n c y Locator T r a n s n l i t t e r section for
p r o l E r and la\vful usage of the E I.,T.
REV A 9-23-82 q+z',=

-4 z J
ISSUED 9-4-81
SECTION VII
FLIGHT CQNfR8LS
PRIMARY FLIGHT CONTROLS

Push-pull tubes with self-aligning rod end bearings
actuate the primary flight control surfaces. A spring-
loaded interconnect device indirectly joins the aileron
and rudder control systems t o assist in lateral stability
during flight maneuvers. Control surface gap seals
minimize airflow through the hinge slots and reduce
drag.
TRIM GQNTROM
For pitch t r i m control, the entire empennage pivots on
the tail cone attachment poids t o increase or decrease
the horizontal stabilizer angle. This design allows flight
t r i m establishment with minimum control surface de-
flection. A t r i m indicator on the console indicates
stabilizer t r i m position. h flight, forward rotation
of the t r i m wheel lowera the nose; rearward rotation
raises the nose,
WING F L A P CONTROLS
The flap control i s located in a recess on the right side

of the engine control console and operates the electric-
ally-actmted wide-span wing flaps. Moving the control
to the UP position, retracts the flaps. The position of
the flaps can be noted f r o m the %lapposition indicator
located adjacent to the t r i m indieator. Holding the
control in the down position moves the flaps down until
the desired position i s reached, releasing the control
stops flap movement. Limit switches prevent flap
travel above or below travel limits.
PBTOT SWATIC SYSTEM

A pitot tube, mounted on the lower surface of the left
wing, picks up airspeed indicator r a m air. A healed
pitot prevents pitot tube icing when flying in moisture-
laden air. A pitot system drain valve i s located on the
forward bottom skin o f the left wing just outboard of the
wing fillet. Static ports on each side of the tail cone
SECTION VII
s u p l ~ l ystatic a i r p r e s s u r e for. the a l t i m e t e r , the ail.-

sl~eeclindicator, and the vertical speed indicator. A
static s y s t e m d r a i n valve i s located on tlie fuselage
button1 skin I~elowthe tail cone a c c e s s door. An n l t e r -
nate s t a t i c p r e s s u r e s o u r c e valve i s installed under tlie
left flight panel a l ~ o v ethe pilot's left knee.
STALL WARNING SYSTEM

T h e e l e c t ~ i c a stall
l warnin: s,.stenl u s e s a v:uie-actuated
slyit c:h, inst:tlleti i n the left wilt.: 1e;lding ecige, t o e n e r z i z e
a sl;tll warning horn locntecl i n the cabin, The s t a l l warn-
i ~ l gswitt:ll i s atljustecl to provicle a u r a l warning at 4 t o 8
KIAS before tho actu:ll s t a l l is reached and will r e m a i n 0.-
[llilil tile aircrnPt flight attitude is changed,
EMERGENCY LOCATOR TRANSMITTER

Tlie Emergency Loc:~lorT r a n s m i t t e r ( E L T ) is
iocnleci in tl1.e tnilcone and is a c c e s s i b l e by
renloving tlie rntlio a c c e s s panel on the left s i d e of the
fuselage. The emergency locator transf-nitter m e e t s the
~ . c c l u i r e ~ ~ ~ofe ~FAR i t s 9 % 52
. and i s automatically a c l i -
v:lted by n loligitudinal force of 5 t o 9 g ' s Tile E L T
t r n ~ ~ s r n i l sd i s t r e s s signal on buth 1 2 % .5 iL'iHz and 243. 0
iLl1lz for a 1)erivti of from 4 8 hours i n low temperature
arc:ls ;111(1 up to 100 hours ill high t e m p e r a t u r e a r e a s .
The u~litol)erates on a self-co~itaineclbattery.
'I'hc battery h:ts a ~ t s e f u llife o f foilr y e a r s . However,

to c.uu~l)lynit11 F A A r c g u l : ~ t i o ~ li ts must be replaced a f t e r
t\vc~y e a r s oT s l l ~ l flife. 'I'lie battery s l ~ o u l da l s o be r e -
1)l:lcc.tl i f tlic t r : i l l s n ~ i t t c rh:ls bccn used ill an emergency
s i t u : l t ~ o ~01.l il' n c ~ r u ~ ~ i u l : ~test
t e c l t i m e exceeds one hour.
Tlie r e l ) l : l r c n l e ~ ~d t: ~ t ei s ninrkecl on the transmitter label
011the i l l l i titscll is :I t h e e p u s i t i o ~s ~e l e c t o r switch

~)lacardetl"OI'F". "AI<SI". "ON". Tlre "AIIILI" [~c!sitiol>
i s ~)roviclectto set t h e unit to the nutunintic position s o that
i t ivill t ~ a n s m i tonly :lfter inil~nctand isill co'ntinue t o
transmit until the battery i s draineel to depletiorl o r until
the switch is nia~luallynloved to tlie "OFF" p o s i t i o ~ i . Tlie
" A R ~ I "~ ~ o s i t i ui sn selectetl when the t r a n s m i t t e r i s in-
stalled at the factory and the switch stiould r e m a i n i n that
ISSUED 9-4-81 7- 23
SECTION VD
AIRPLANE & SHSTE MS DESCRIPTION
position whenever the unit i s installed in the airplane.
The "ON" position i s provided s o the unit can be used a s
a portable transmitter or in the event the automatic fea-
t u r e was not triggered by impact or to periodically test
the function of the transmitter.
Select the "OFF" position when changing the battery, when

rearming the unit if it has been activated for any reason,
o r t o discontinue transmission.
E the switch on t h e unit has been placed i n t h e

"ON" position f o r any reason, the "OFF" posi-
tion has t o be selected before selecting "ARM",
If "ARM" i s selected directly from the "ON"
position the imit will continue to transmit in
the "ARM" position.
A pilot's r e m o t e switch, located above the radio panel,
i s provided t o allow the t r a n s m i t t e r t o be controlled f r o m
inside the cabin. The pilot's remote switch i s placarded
"ON", "ARM", T h e unit will s t a r t transmitting when
placed in the "ON" position and will stop when r e m o t e
switch I s placed i n 'ARM" positionduring cockpit c h e c k o ~ t ,
The %omtorshould be checked during the ground check t o
make c e r b t n the unit has not been accidentally activated.
Check by tuning a radio receiver to 12%.5 MHz. If these
i s an oscillating sound, the locator may have been acti-
vated and should b e turned off immediately. Reset t o the
"ARM" position and check again t o insure against outside
interference.
Lf for any reason a test transmission is necessary,

the operator must f i r & obtain permission f r o m n
local FAA/FGG representative (or other applicable
Authority) or in accordance with current segu-
lations. Test transmission should be kept t o a
minimal duration.
ISSUED 9- 2- 81
SECTION VIP
LANDING Gedra
ELECTRIC GEAR RETRACTION SUmEM
The two-position electric gear control switch, identified
by its wheel-shaped knob, 1s located near the top of the
a
tnstrumed panel above the throttle.
There a r e two ways to check that the ellectricall%y-actuated
gear i s down:
(I) The green gear-down annunciator light is on.
(2) The indicator marlee align a s seen on the flloor-
board visual gear-position indicator.
A green GEAR DN light, a red UNSAFE light, and a warning
horn provide visual and audible gear position signals. The
green light (GEAR BN) shows eontinuoueiy when the gear i s
fu%ly@&ended. With the mvlgation lights on, the GEAR DN
light is dim for night operation. A l l gear lights a r e off when
the gear i s fully retracted.
Retarding the throttle below 12 inches manifold

p r e s s w e causes the gear w a r n i x horn to emit
an intermittent tone if the gear is not down.
To prevent imdvertent reetraction of the bndlng gear

system an airspeed actuated s d e t y switch $8 fmta%%ad
in the pitot sydem. The switch i s n d intended t o sub-
stitlate for the gear switch In keeping the gear e ~ e n d e d
while taxdie, taMw-oB, or h n d l w .
Never rely on the safety switch to keep the gear

down during taxi, lake-off or %andine;.Ailways
make certain that the landing gear switch i s in
the down position dwing these operations.
The aircraft i s also equtpwd with a h n d i w gear M e t y

bypass switch override should the gear fail to retract
after take-off. Section TIT discusses the procedure t o
be used should the landing gear safety ewfteh fa11 to
de-activate after bake-off.
ISSUED 9-4-81
SECTION VII
-
EMERGENCY GEAR M N U A L EXTENSION SYSTE \II
The emergency gear extension pull cable located be-
tween and aft of the seats is for manually driving the
electric e a r actuator to extend the gear if the electric
system malfunctions. Section III discusses the e m e r -
gency gear extension procedure. The electrical ex-
tension o r retraction system will not operate if the
manual extension lever is not properly positioned,
BRAKE & STEERING S Y S T E m
The main gear wheels incorporate self-adjusting disc-
type hydraulic brakes. The pilot's rudder pedals have
individual toe-actuated brake cylinders linked to the
rudder pedals. Depressing the toe pedals and pulling
out the parking brake control on the console s e t s the
brakes. Pushing the parking brake control forward
releases the brakes.
It is not advisable to set the parking brake when the
brakes a r e overheated, after h e a v braking or when
outside temperatwes a r e unusmlly high. Trapped
hy&aullc fluid may expand with heat and damage the
system. Wheel chwks and tiedowns should be used
for long-term parking.
Rudder pedal action steers the wose wheel. Gear re-
traction re%ievesthe rudder control system d i t s
wose wheel steering and centers the wheel to permit
retraction i d o the nose wheel well. The minimum
turning radius ow the ground is 4% feet.
Thg nose wheel must not be swiveled beyond

14 either side of centes. T o exceed these
limits may cause st ructurall damage.
ELECrnRICAL POWER
ALTERNATOR (k BATTERY
A %%volt35-ampere-hour storagebattery in the tailcone
and a 60-ampere self-rectifyingalternator supply electrical
power for equipment operation. The ammeter in the engine
instrument display indicates battery charg&iscbrge rate.
A power loss in the alternator or voltage regulator will be . ,
shown a s adischarge reading on the ammeter; a discharged

battery w i l l be indicated a s a high-charge reading.
R E V A 9-23-8
ISSUED 9-4-81
SECTION VII
The voltage regulator adjusts alternator output t o current

load while maintaining a constant voltage level. A voltage
warning light illuminates steadily when voltage limits a r e
exceeded and flashes when the voltage is low.
FIGURE 7-3 ELECTRICAL SYSTEM SCHEMATIC
ISSUED 9- 4-81 7-27

SECTION VII
CIRCUIT BREAKERS
Push-pull, o r rocker-
switch circuit breakers
automatically break the
electrical current flow
if the systems receive
a n overload, thus pre-
venting damage t o elec-
t r i c a l wiring,
The main circuit breaker

panel i s In the extreme
right panel. F i g w e 9-4
illustrates the main cir-
cuit breaker p a m l with
i t s push-pull circuit
breakers. All rocker-
switch circuit breakers
a r e at the bottom of
the flight panel.
FIGrnE 7-4
&Lain
Circuit Breaker Panel
The alternator push-pull circuit breaker on the main

breaker panel furnishes a n emergency overload break
between the alteranator and the main buss. Since the
altermeor is incapable of output in excess of the circuit
breakers capacity, a tripped breaker nwmally indicates
a fault within the altermtor. Since the alteranator i s then
cut out of the power ciPcuit, the storage battery supplies
electrical p w e r in steadily diminishing output with the
master switch on,
The altermtor-field is a push-pull circuit breaker and
furnishes a n emergency break in the alternator field
excitation circuit In the event of altermtor or voltage
r e p l a t o r malhnction, B the reguhtor output voltage
7-18 ISSUED 9-4-81

SECTION VII
mceeds limits, the red voltage warnlw light illurnillales
steadily. Turning off the radio m s t e r switch and then
turning m & e r switch off and on, will reset the voltage
regulator. The over voltage annunciator light should
remain out. If the overvoltage light comes on a m i n ,
pulling out the alternator-field circuit breaker cuts the
alternator out of the power circuit. Once again the
h t t e q i s the only source of electrical power; there-
fore, a11 electrical equipment n d essential for flight
should be turned off and the flight termamled a s soon
a s practical to correct the malfunction.
The circuit breakers installed in the panel will

vary depending on instalbd e q ~ p r n e dppe cu&omer
order.
ANNldPJCaTQR PANEL
The landing gear Eights, low fuel light, voltage lights,
s t a r t e r engage light and r a m a i r lights a r e grouped in
the amunciatos panel, A test switch, dim switch are
also found on the panel,
EI,T PANEL
The EL% Pane%howes the remote FLT Sedtch a1d
provides room for other sprritches a s required for
optional avionics systems imtalled in this aircraft,
(See Section E for these items).
A11 instrument faces and p h c a r k a r e flodligMed by

ligiak bulbs in the ghseshield. There a r e two r h e o s h t
h o b on the right land radio panel, the left control
r e g u h t e s the idensdty d the instruments and placwd
lighting. The right contr 0%provddee avionics lighting.
Rotating the knobs clockwise t u n s on and increase8
light Intensity.
Four headlines lights illuminate the cabinr The forward

lights a r e controlled by the BRIGHT-OFF-DIM switch
located in the headliner above the co-pilot, The r e a r cabin
lights a r e controlled by another BRIGHT-OFF-DIM switch
located above the r e a r seat, easily accessible from the
baggage door for assistance with night loading.
ISSUED 9-4-81 '7-29

SECTION VII
EXTERIOR LIGNTMG
Conventional mvtgatfon and high intensity strobe light8
a r e installed on the wing tips. A landing and taxi light
is W t a l l e d on the right side of the lower engine
cowling. A l l e ~ e r b mlights we codrolled by rocker
lgrpe switches on the lower le& p a t i o n of the dneCsument
pnel.
The high intensity wing tip and tail strobe lights a r e
required for night operation, but should be turned
off when taxiing near other aircraft, o r flying in fog
o r clouds. The conventional position lights must be
used f o r a l l night operations.
HEATING & V E N T I U T I Q N =STEMS
T h r e e ventilating s y s t e m s p r o ~ d cabin
e enviroramenta%
c o d r o l suited to i n d l a d m l pilot and passenger prefer-
ences: Fresh air h a t & by the engine e x h u s t muffler,
and coo%air from an airscsop on the cs-pilot side, can
be Individually c ~ n t r o l l e dand m k e d to the desired
F I G m E '7-5- CABIN HEATING & V E N T I U T I N G .
temperature. The left side fresh-air scoop has an

adjustable eyeball outlet near the pilot's knee.
ISSUED 9-4-81
SECTION VII
The cabin overhead ventilating system works independently
of the cabin heating and ventilating system. Fresh a i r
enters an intake on the dorsal fin and is controlled by
individual eyeball outlets above each seat. A m a s t e r
a i r vent control regulates flow of a i r through the in-
dividual overhead outlets. This control is located
above the pilots seat back on the overhead panel.
The cabin heat control i s marked CABIN HEAT.

Pulling the cabin heat control aft supplies heat t o the
cabin and defroster system. The cabin vent control
is marked VENT. Pulling the vent control aft
supplies fresh a i r t o the lower cabin and the defrost
s y s t e n ~ . Hot and cold a i r may be mixed by adjusting
both heat and vent controls. These contfols may be
adjusted between full open and full closed, The
right side airscoop has outlets under the side panel
for installation of radio cooling ducts.
R'INDSHIE LD DEFROSTING SYSTEM.

The windshield defrost system takes a i r from the
cabin a i r distribution system and distributes this a i r
over the windshield interior surface any time the heat
and/or fresh a i r valves a r e opened. Pulling the
defrost control full d t decreases flow to the cabin
and forces n~aximunla i r to flow through the defrost
ducts.
CABlN
SEATS gi SAFETY BEETS
The front s e a t s a r e individually mounted and may be
adjusted f o r e and a6t t o fit individual comfort prefer-
ences. The front s e a t back may be adjusted by t u r n -
ing hand crank until seat back is in desired position,
The r e a r seat backs have four (4) adjustment positions,
Each seat can be adjusted independent of t h e other by
pulling up on respective release handles located t o
left o r right of a i r c r a f t center line on forwarddspar.
This allows adjustment from approximately 10 t o
40' recline position,
Safety belts, if worn properly, keep occupants f i r m l y i n
t h e i r s e a t s in rough a i r and during maneuvers. T h e belts
a r e mechanically simple and comfortable t o wear. They
a r e attached t o t h e seat, which can be moved without r e - C
adjusting the belt. Shoulder harnesses are provided f o r
front and r e a r seat occupants and must be fastened f o r
take-off and landing operations, Refer t o Figure on page
7-32 f o r proper harness adjustment.
ISSUED 9-4-81
SECTION VII
SAFETY HARNESS
The singiG rr~agolialtype harness i s designed s o the

chest s t r a p crosses diagonally from the outboard
shoulder to an attachment point a s low on the inboard
hip a s possible. Care should be taken to conform
with this location in adjusting the chest s t r a p and
inboard belt length. This diagonal configuration
places the body center-of-gravity inside the triangle
formed by the chest strap and lap belt. The lap
beit should be adjusted comfoa2ab!y tight. As a
result the bcdy is restricted from rolling out toward
the unrestricted shouider, o r "open" side of the
harness, upon forward impact.
SECTION VII
BAGGAGE & CARGO AREAS
The standard baggage compartment has 17 cubic feet of
baggage o r cargo space and two pairs of floor tiedown
straps. The loose equipment consists of wing jackpoirats,
tiedown sings, a fuel sampling cup, cargo tiedown rings
and cargo belts. These a r e stowed in the baggage com-
partment. The r e a r seat backs may be folded down in-
dependently o r together for use a s additional cargo a r e a ;
remove r e a r seat bottom cushion and the upholstered
r e a r seat back cushions by folding seat back forward,
separate velcro fastner on bottom of cover and slide
cover up and off frame and store a s desired, then
fold r e a r seat backs down.
The cargo tiedown rings a r e t o be inserted in holes
provided in web of front seat rails. The cargo belts
attach to these rings and t o standard seat belt harness
t o retain cargo.
Proper loading and retention of cargo is

mmdatory. See Loading Computation
Graph, page 6-7.
ISSUED 9-4-81
SECTION VD
AIRPLlhNE & SYSTEMS DESCRIPTION
CABIN BOOR
Access t o t h e 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 f o r it. The door has two
latching mechanisms, one located at the top of the door and
one at the aft, center of the door.
Should the door come open inflight the flying qualities of
the aircraft will not be affected. Procedures f o r closing
the door in flight a r e contained in Section III.
PILOT'S WINDOW
A f r e s h a i r pilot's window is located in the left main cabin
window. This window is generally used f o r f r e s h a i r for
prolonged ground operations. The window should not be
opened i n flight above I32 KIAS.
EMERGENCY EXITS
The cabin door is the primary emergency exit f o r the cabin,
If a n e m e a e n c y exists where a probable c r a s h landing w i l l
occur the door shoaald be unlatched t o prevent jamming of
the door during the crash,
The baggage compartment access door can be used a s a
means of auxiliary exit, The door can be opened from the
inside even though locked, To open, pull off the co7.-er, pull
the white knob and lift up the red handle. T o re-engage
outside latch: open outside latch fully, close inside latch
t o engage pin into c a m slide on outside latch and push i n
on white button until latched, Operate ouksidle latch in
normal method,
REV A 9-23-82
ISSUED 9-4-81
SECTION V I I l .
HANDLING. 8ERVIC116 & MAIIITEIMCE
TABLE O F CONTENTS
TITLE PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . 8-2
GROUND HANDLING . . . . . . . . . . . . . . . 8-3
TOWING . . . . . . . . . . . . . . . . . . . . 8.3
TIEDOWN . . . . . . . . . . . . . . . . . . . .8.4
JACMING . . . . . . . . . . . . . . . . . . . . 8.4
SERVICING . . . . . . . . . . . . . . . . . . . .8.5
R E F U E U N G . . . . . . . . . . . . . . . . . . 8-5
ENGINE LURRIC ATKON . . . . . . . . . . . . 8-6
INDUCTION AIR F I L T E R - e . . . . .8- 8
. . .
GEAR AND TIRE . . . . . . . . . . . . . . . .8.9

BATTERY . . . . . . . . . . . . . . . . 8-9
HYDRAULIC BRAKE RESERVOIR . . . . . . 8-10
MAINTENANCE . . . . . . . . . . . . . . . . . 8-10
PROPELLERCARE . . . . . . . . . . . . 8-10
EXTERIORCARE . . . . . . . . . . . . . . . 8-11
%NPFEMORCARE. . . . . . . . . . . . . . . . .8-12
ISSUED 9-4-81
SECTION VIU
HANDLING, SERVICING & MAINTENANCE
This section contains factory recommended procedures

for proper ground handling, routine care and servicing
of your Mooney .
As required by Federal Aviation Regulations, all civil
aircraft of U. S. registry must undergo a complete in-
spection (ANNUAL) each twelve calendar months. In
addition t o the required ANNUAL inspection, aircraft
operated commercially ( f o r hire) must have a complete
inspection every 100 hours of operation. All inspections
must be performed by a designated representative o f the
FAA.
Tiae FAA may require other inspections by the issuance
of airworthiness directives applicable t o the airplane,
engine, propeller and other components. It i s the
responsibility ~f the owner/operator t o ensure compli-
ance with all applicable airworthiness directives and,
when the inspections are repetitive, to take appropriate
steps t o prevent tmdvertent noncompliance.
Sehedu%ingo f ALL maiaatenance i s the responsibility o f
the aircraft operator. A general knowledge of the aircraft
i s necessary t o perform day-lo-day service procedures
and t o determine when unusual service or shop maintenance
is needed.
Service information in this section of the manual i s limited
to service procedures which the operator will normally
perform or supervise. Reference should be made t o FAR
Part 43 for information regarding preventive maintenance
which may be performed by a licensed pilot.
It is wise to follow a planned schedule of lubrication and
preventive maintenance based on climatic and flying con-
ditions encountered in your locality.
Keep in touch with your Mooney Service Center and take
advantage o f his knowledge and experience. Me knows your
airplane and how t o maintain it.
ISSUED 9-4-83,
SECTION VIII
Should a n extraordinary or difficult problem a r i s e con-

c e r n i n g the r e p a i r or upkeep of your Mooney, consult
t h e C u s t o m e r Service Department, Mooney Aircraft
Corporation, P. 0. Box 72, Kerrville, T X 78028. Phone
A r e a Code 512-896-6000,
A l l c o r r e s p o n d e n c e regarding your a i r p l a n e should include

t h e model and s e r i a i numbers. These n u m b e r s can be
found on a n identification plate located on the lower aft
portion of t h e left s i d e of the tailcone. The model and
s e r i a l n u m b e r s must a l s o be used when consulting either
t h e S e r v i c e & Maintenance NIanual o r P a r t s Manual.
S e r v i c e & Maintenance and P a r t s Manuals may be obtained

for your a i r p l a n e from your Mooney Marketing o r Service
Center.
GROUND HANDblNC
For maneuvering the a i r c r a f t in c l o s e q u a r t e r s , in the

hangar, o r on the r a m p , use the tow b a r furnished with
the a i r c r a f t loose equipment. The towbar attaches t o
t h e nose g e a r c r o s s b a r . One man can move the a i r -
c r a f t providing the ground s u r f a c e i s relatively smooth
and the t i r e s a r e properly inflated.
When no towbar i s available, o r when a s s i s t a n c e in

moving the a i r c r a f t i s r e q u i r e d , push by hand:
(1) on the wing leading edges, (2) on the wing t i p s , and
(3) on the inboard portion of propeller blades adjacent
t o the propeller hub. Towing by t r a c t o r o r other
powered equipment i s not recommended.
E x e r c i s e c a r e not to turn the nose wheel

past i t s normal swivel angle of %4Oeither
s i d e of c e n t e r . Exceeding the t u r n l i m i t s
shown on the turn indicator may c a u s e
s t r u c t u r a l damage.
ISSUED 9-4-81
SECTION VTII
As a precaution against wind damage, always tie down the

aircraft when parked outside. Removable wing tiedown
eye-bolts, supplied with the loose equipment, screw into
wing receptacles marked HOIST POINT just outboard o f
each main gear. Replace these eyebolts with jack point
fixtures when it i s necessary t o lift the aircraft with
jacks. The tail tiedown point i s part of the tail skid.
T o tie down the aircraft:
a. Park the airplane facing the wind.
b . Fasten the co-pilot seat belt through the
flight control wheel.
c. Fasten strong ground-anchored chain or rope
t o the installed wing tiedown eyebolts, and
place wheel chocks fore and aft of each wheel.
d. Fasten a strong ground-anchored chain or rope
througta the tail skid.
When it is necessary to raise the aircraft o f f the ground:

a . Instal?. jack points in tiedown mounting holes
outbmrd o f each main gear.
b. Use sta~adardaircraft jacks at both wing hoist
points (wing tiedown eyebolt receptacles)
outbmrd of the maill gears. While holding
jack point in place, raise jack to firmly con-
tact jack point.
c . Raise aircraft, keeping wings as nearly level
as possible.
d . Secure safety locks on each jack.
e. Use a yoke-frame jack under propeller to
lift the nose.
Do not raise the aircraft on jacks

out of doors when wind velocity i s
over 8 KTS. When lowering air-
craft on jacks, ~ l e e do f f pressure
on all jaclrs simultaneously and
evenly t o keep aircraft level as
it i s lowered
ISSUED 9-4-81
SECTION VIII
Individual wheels may be r a i s e d with-

out raising the entire a i r c r a f t . Wheels
not being r a i s e d should be chocked f o r e
and aft.
SERVICING
REFUELING
Integral sealed tanks in the forward inboard s e c t i o n s of
the wings c a r r y t h e fuel. With the a i r c r a f t standing on
level ground, s e r v i c e each fuel tank after flight with
100 or 1100 L L octane aviation-grade gasoline. Both
tanks have fuel level indicators that a r e visible through
t h e f i l l e r p o r t s , T h e s e indicators show t h e 25-gallon
f u e l l e v e l i n e a c h tank. T h e visual quantity gauge
located on top of e a c h tank should be used f o r p a r t i a l
refueling only.
Before filling the fuel tanks when planning a maximum
weight flight configuration, consult the Weight $r Balance
Record for lmding data.
Never use aviation fuel of a lower g r a d e

than 100 or 100 LL octane. Aviation fuel
g r a d e s can b e distinguished by their c o l o r :
80 octane i s r e d , 100 LL octane i s blue,
I00 octane is green.
Sample fuel f r o m the sump d r a i n in each tank before t h e

f i r s t flight of the day and after each refueling t o check
for w a t e r or sediment contamination.
Allow five minutes after refueling

for water and sediment t o s e t t l e i n
the tank and fuel s e l e c t o r valve d r a i n
before taking fuel s a m p l e s or drain-
ing the gascolator.
ISSUED 9- 4- 81
SECTION VIII
IEANDLING, SERVICING & -1NTENANCE
Tank s u m p d r a i n s a r e 1;ear each w i n g ~ ~ o foru;rl~d

o( 01 l l l c '
wheel wells. A s m a l l plastic cup i s sul)l111cd i n t Ilc loose
equipment kit for obtaining fuel sanil)les. 'To cbollrc.r ;I
fuel s a m p l e , insert the cup actuator prong i n the sunll)
drain receptacle and push upward to open the v:ili( 11i(,-
mentarily a n d d r a i n fuel into the cup. If water is i n ~ h c
fuel. a distinct line separating the water fro111
the gasoline will be seen through the transparent ('111)
wall. W a t e r , being heavier, will s e t t l e to [ h e t~otloni
of the cup, while the colored fuel will r e m a i n on rot).
Continue taking fuel s a m p l e s until all water i s $urged
from the tank.
The fuel tank gascolator control is on the cabin floor
forward of the pilot's s e a t . To flush the gascolator
s u m p and the lines leading f r o m the wing tanks to
the s e l e c t o r valve. turn the s e l e c t o r haidle to the
left, and pull the fuel d r a i n control for a b o u ~five
seconds. Repeat the procedure for the right tank.
being s u r e that the fuel d r a i n control ring is returned
to the closed position and that the d r a i n valve i s not
leaking.
T h e new %'yconling engine has been carefully r u n - ~ nand

rested at the factory. Operate the new engine at full power
within the Limitations given in Section I%. Before every
flight. check the engine oil level and replenish a s n e c e s s a r y
Check engine oil level a f t e r engine has been stopped long

enough for oil t o d r a i n back ilito sump. The oil filler c a p
a c c e s s door i s located in the top cowling. Any l u b r i c n r i n ~
oil, either straight mineral o r con~pounded.must conf:)i.n~
with Lycoming Specification No. 301F t o be acceptable f o r
u s e in Lycoming engines. New o r newly overhauled engines
should be operated on aviation g r a d e straight mineral oil
during the first 25 hours of.operation o r until oil consut:11)-
Cion has stabilized. The a i r c r a f t is delivered fronl Moonev
with straight mineral oil of the c o r r e c t viscosity.
The engine i s equipped with a n external oil filrer a n d the

engine oil change intervals niay be extended I(; 100-hour
i n t e r v a l s providing the external filter element i s
changed AT 50-HOUR INTERVALS. If a n engine has
been operating on straight mineral oil for s e v e r a l hundred
ISSUED 9-4-81
SECTION VlIE
KANDLTNG, SERVICING & W I N T E N A N C E
hours, a change t o additive oil should be undertaken with

caution. If the engine i s i n an extremely dirty conditio~;.
the switch t o additive oil should be deferred until a f t e r
engine has been overhauled. When changing from s r r q i g t ~ t
mineral oil t o additive or compounded oil. after s e v e r a l
hundred hours of operation on straight mineral oil, take
the following precaut ionary s t e p s :
a. Do not mix additive oil and straight m i n e r a l

oil. Brain straight mineral oil from engine.
change filter and fill with additive oil.
b. Do not operate engine longer than five h o u r s
before again changing oil.
c . Check oil filter for evidence of sludge o r
plugging. Change oil and replace oil filter
element every 10 hours if sludge is evident.
Resume normal oil d r a i n periods after
sludge conditions improve.
Your Mooney Service Center will change the engine oil in

addition t o performing ;a%% other s e r v i c e and inspection
procedures needed when you bring your airplane in for its
50-how, 100-horn, o r amu1. inspections. E x c e s s i v e o i l
sludge baaildup indicates that the oil system needs servicing
a t l e s s than 50-hour intervais.
When changing o r adding oil Lycoming specifies the

following g r a d e s of oil t o use for various ambient a i r
temperatures.
Average *Recommenaded Grade Oil

Ambient Air Single Viscosity Multi Viscosity
Above 60°F SAE 50 40 or 50

30° to 90'~ SAE 40 40
o0 t o 7O0~ SAE 30 40 or 20W-30
Below 10°F SAE 20 2OW-30
"Refer t o the latest edition of Lycoming Service I n s t r u c -

tion No. 1014.
ISSUED 9-4-81
SECTION VIII
Your Mooney Service Center has approved brands of

lubricating oil and a l l consumable m a t e r i a l s necessary
t o s e r v i c e your airplane.
INDUCTION A I R FILTER S E R V I C I N G
The importance of keeping the induction a i r filter clean

cannot b e over- emphasized, A c l e a n f i l t e r p r o m o t e s fuel
economy and longer engine life. T h e dry- type f i l t e r can
usually b e washed s i x t o eight t i m e s b e f o r e replacement
i s n e c e s s a r y . %place t h e induction air f i l t e r e v e r y
500 h o u r s o r a t one- year i n t e r v a l s , whichever o c c u r s
iirst.
1. T o c l e a n t h e dry- type induction air f i l t e r :

a . Kenlove the top engine cowling.
b. Remove filter element.
c . Direct a jet of a i r against down o r clean s i d e of
filter (opposite to normal airflow). Keep a i r
nozzle at least two inches f r o m filter element.
Cover e n t i r e filter a r e a with a i r jet.
DO not use a c o m p r e s s o r unit with a

nozzle p r e s s u r e g r e a t e r tiaan 100 PSI
d. After cleaning, inspect filter and gasket for

damage. Discard a ruptured filler o r broken
gasket.
I£ filter shows a n accumulation of c a r b o n ,

soot, or oil, continue with cleaning s t e p s
e. t hrough h .
e . Soak filter in nonsudsing detergent for 15

minutes; then agitate filter back and forth f o r
two to five minutes t o f r e e filter element of
deposits.
SECTION VIII
WANDUNG, SERVICING & RlAINTENANCE
A Donaldson D-1400 Filter Cleaner i s

a l s o recomnlended. Do not use solvents.
f. Rinse filter eleiilent with a s t r e a m of c l e a r

water until r i n s ? water i s c l e a r .
g . Dry filter thoroughlv. Do not use a light bulb
o r a i r heated above 1 8 0 ' ~ ( 8 2 ' ~ ) f o r f i l t e r drying.
h. Inspect for damage and ruptures by holdlng
filter before a light bulb. If damage is evi-
dent, r e p l a c e filter with a new one.
G E A R & T I R E SERVlCE
The a i r c r a f t i s equipped with 6-ply standard- brand t i r e s
and tubes. Keep the main g e a r t i r e s inflated a t 30 PSI
and the nose t i r e at 4 9 PSI for maximum s e r v i c e l i f e .
Proper inflation will minimize t i r e wear and impact
damage. Visually inspect the t i r e s at preflight for
c r a c k s and r u p t u r e s , and avoid taxi s p e e d s that r e q u i r e
heavy braking o r f a s t t u r n s . Keep the gear and exposed
gear retraction s y s t e m components f r e e of mud and i c e
t o avert retraction interference and binding.
Ttle gear warning horn may be checked i n flight by

retarding the throttle with the g e a r up. 'rhe gear horn
should sound with a n intermittent note at about
12 inrhes manifold p r e s s u r e .
B A T f ERY SERVICE
The 12-volt 35- ampere- hour e l e c t r i c a l s t o r a g e battery

1s located in the tailcone, aft of baggage compartment
bulkhead, a c c e s s i b l e through tailcone a c c e s s panel.
Check battery fluid level every 25 flight hours o r each
30 d a y s , whichever con:es f i r s t .
To s e r l r i c e the b a t t e r y , remove the battery box cover and

check the t e r m i n a l s and connectors for c o r r o s i o n . Add
distilled water to e a c h battery c e l l a s n e c e s s a r y : keep
the fluid at one- quarter inch over the s e p a r a t o r tops.
Check the fluid specific gravity for a reading of 1.265 t o
ISSUED 9-4-85
SECTION VIII
1.275. A recharge i s necessary when the specific
gravity i s 1.240 or lower. Start charging at four amperes
and finish at two amperes; do not allow battery tempera-
1 ture t o rise above 120°F (5g°C) during recharging. Keep
the battery at full charge t o prevent freezing i n cold
weather and t o prolong service life.
The alternator and voltage regulator operate

only as a one-polarity system. Be sure the
polarity i s correct when connecting a charger
or booster battery.
If corrosion is present, flush the bakery box with a
solution of baking sodla and water. Do not allow soda to
enter the battery cells. Keep cable connections clean
and tightly fastened, and keep overflow lines free of
obstruction.
HYDRAULIC BRAKE R E S E R V O I R SERVICE
Tlae brake system hydraulic reservoir is located in the
tailcone above the battery. T o service, remove the tall-
cone access panel and check fluid level every 50 hours of
operation. Fluid levell should be no higher t h a w two ( 2 )
inches below the filler cap. Use only hydraulic fluid ( R e d )
conforming t o specification MIL-H-5606. DO NO% FILL
reservoir while parking brake i s set.
MAINTENANCE
PROPELLER CARE
The high stresses t o which propeller blades are subjected
makes their careful inspection and maintenance vitally
important. Check the blades for nicks, cracks, or indi-
cations of other damage before each flight. Nicks tend to
cause high-stress concentrations in the blades which, i f
ignored, may result in cracks. It i s very important that
all nicks and scratches be polished out prior to next flight.
It is not unusual for the propeller blades to have some end
play or fore and aft movement as a result o f manufacturing
REV A 9-23-82
I S S U E D 9-4-81
SECTION VPgI
t o l e r a n c e s in the p a r t s . This has no a d v e r s e affect on
propeller performance o r operation and i s no cause for con-
c e r n i f t h e total movement at the blade tip does not exceed
. 12 inches. With the f i r s t turn, centrifugal force firmly
s e a t s the blades, rigidly and positively against the retention
bearing in the propeller hub.
Preflight inspection of the propeller blades should
include in addition t o the foregoing a n occasional wiping
with a n oily cloth to clean off g r a s s and bug s t a i n s .
Never use an alkaline cleaner on the blades; remove
g r e a s e and d i r t with tetrachloride or Stoddard solvent.
McCauley recommends the propeller be removed and
overhauled e v e r y 1500 h o u r s of operation. WasLzell r e -
commends the optional p r o p e l l e r b e removed and over-
hauled e v e r y 1500 hours of operation.
Your Mooney Service Center will answer any questions you

may have concerning blade r e p a i r and inspection.
EXTERlOR C A R E
As with any paint applied to a metal s u r f a c e , a n initial

curing period i s necessary for developing the d e s i r e d
qualities of durability and appearance. T h e r e f o r e , do
n& appligr wax t o t h e new aiircra e d e ~ o runtil
two or t h r e e months after delivery. W a x stabstances will
seal. paint from the a i r and prevent curing. Do wash the
exterior t o prevent dirt from working into the curing paint,
but hold buffing t o a minimum until curing i s complete and
t h e r e i s no danger of disturbing the undercoat.
Before washing the e x t e r i o r , be c e r t a i n the brake d i s c s

a r e covered, a pitot cover i s in place, and a l l static- air
buttons a r e masked off. Remove g r e a s e o r oil from the
exterior by wiping with a cotton cloth s a t u r a t e d in kerosene.
Flush away loose d i r t and mud deposits before washing
the exterior with an aircraft- type washing compound mixed
in warn] w a t e r . Use soft cleaning cloths or a chamois, and
avoid h a r s h or abrasive detergents that might s c r a t c h o r
c o r r o d e the s u r f a c e . It i s essential that a l l cleaning com-
pounds and application cloths be f r e e of a b r a s i v e s , g r i t ,
o r other foreign matter. Use a prewax cleaner t o remove
a heavy oxidation f i l m . For nonoxidized o r precleaned
s u r f a c e s , apply a good exterior finish wax recommended
f o r protection of urethane enamel finishes. Carefully follow
the manufacturer's instructions. A heavier coating of wax
REV A 9-23-82
ISSUED 9-4-81
SECTION VIII
on the leading edge of the wings, empennage and nose

section will help reduce drag and a b r ; ~ s i o nI n t hcsc : ~ r c a s
If fuel, hydraulic fluid, a r any other dye-contain in^: s ~ ~ t j -

stance i s found on the exterior paint, wash the a1.t.n :tt o11r.e
to prevent staining. Immediately flush away spilled bn(re1.y
acid, and t r e a t the a r e a w'th a baking soda-and-~vntersolu-
tion, followed by a thorough washing with a niild a i r c r a f t
detergent and warm water.
Before wiping the windows or windshield, flush the

exterior with c l e a r water to remove particles of d i r t .
Household window cleaning compounds should not be used
a s s o m e contain a b r a s i v e s or solvents which could harm
plexiglas. An anti- static plexiglas cleaner is good for
cleaning and polishing the windshield and windows.
INTERIOR C A R E
Normal household cleaning practices a r e recommended for

routine interior c a r e . Frequently vacuum clean the s e a t s ,
r u g s , upholstery panels, and headliner to r e m o v e a s much
surface dust and d i r t a s possible. Occasionally wash the
leather or vinyl uptaolstery and kick panels with a mild soap
solution t o prevent d i r t from working into the s u r f a c e . Wipe
clean with a slightly damp cloth and d r y with a soft cloth.
Never apply furniture polishes. Foam-type shampoos and
cleaners for vinyl, leather, textiles, and plastic m a t e r i a l s
a r e good for removing s t a i n s and reconditioning the e n t i r e
interior. Spray d r y c l e a n e r s a r e a l s o recommended.
G r e a s e spots on fabric should be removed with a jelly-type
spot lifter.
Never use denatured alcohol, benzene, carbon t e t r a c h l o r i d e ,

acetone, or gasoline for cleaning plexiglas or interior
plastics. Carefully follow the manufacturer's instructions
when using c o m m e r c i a l cleaning and finishing compounds.
DO not s a t u r a t e f a b r i c s with a solvent which could damage

the backing and padding materials. T o minim'ize c a r p e t
wetting, keep foam a s d r y a s possible and gently r u b in
circles. Use a vacuum cleaner t o remove foam and to
dry the m a t e r i a l s , Use a damp cloth o r a mild soap
solution t o clean interior garnish plastic, vinyl t r i m ,
and metal s u r f a c e s .
ISSUED 9-4-81
SECTION VIII
AiRPLANE FILE
C e r t a i n miscellaneous data, information and licenses a r e a

p a r t of t h e airplane file. The following is a checklist of
documents that must eigher be c a r r i e d i n the airplane o r
available on request of the p r o p e r authority.
31. To be displayed in the airplane a t a l l t i m e s :
(a) Aircraft Airworthiness Certificate

(FAA Form 8100-2)
(b) Aircraft Registration Certificate
(FAA Forni 8050-3)
(c) Aircraft Radio Station License, if transmitter
installed (FCC Form 556).
2. To be c a r r i e d in the airplane during a l l flight operations:

(a) Pitot's ogesa;ing Handbook (including FAA Approved
Flight Manual)
(b) Weight and Balance, and associated papers (latest
copy of the Repair and Alteration F o r m , F A A Form
337, if applicable).
( c ) Equipment List.
T h e origin11 weight and balance data and Equipment

List a r e contained i n Section V I of t h i s manual; the
manual. i s supplied with each new airplane purchased
from Mooney A i r c r d t Corporation, It is recommended
that copies of Section VI be made and stored in a safe
place.
3, To be made available upon request:
(a) Airplane Log Book

(b) Engine Log Book
Since t h e Regulations of other nations may r e q u i r e other

documents and data, owners of airplanes not registered
i n the United States should check with t h e i r own aviation
officials t o determine t h e i r individual requirements.
ISSUED 9-4-81 8-13/8-14 BLANK

-CARE - MAINTENANCE OF YOUR POI.YURETuANE
AND---. ~ - ~ .F I N I S H
C o n g r a t u l a t i o n s o n y o u r p u r c h a s e of a new Hooney! P r a t t a n d Lambert

i s p r o u d t o b e t h e p a i n t f i n i s h e r o n y o u r new Mooney a i r c r a f t . Mooney
a s k e d P r a t t and Lambert t o develop a t o t a l f i n i s h t h a t would g i v e
maximum p r o t e c t i o n a n d we f e e l t h a t t h e i n t r o d u c t i o n of t h e c o r r o s i o n -
p r o t e c t i v e i n t e r m e d i a t e p r i m e r , p r i o r t o t h e f i n i s h c o a t , o f f e r s -t h e
Mooney owner t h e l a t e s t s t a t e - o f - t h e - a r t s i n a i r c r a f t p r o t e c t i o n .
Because t h e c a r e and maintenance of your p a i n t f i n i s h i s i m p o r t a n t t o

t h e c o n t i n u e d b e a u t y of your a i r c r a f t , P r a t t and Lambert o f f e r s t h e
f o l l o w i n g g u i d e l i n e s f o r c a r e and m a i n t e n a n c e o f y o u r p o l y u r e t h a n e p a i n t
finish:
B e c a u s e i t t a k e s 30 t o 45 d a y s f o r a l l t h e s o l v e n t s t o f l a s h - o f f , t h e
a i r c r a f t s h o u l d b e c l e a n e d o n l y w i t h w a t e r and a m i l d d e t e r g e n t ; u s i n g
a c l e a n , s o f t c l o t h , k e e p i n g t h e rag o r c l o t h f r e e o f d i r e and g r i m e .
You s h o u l d n e v e r u s e r u b b i n g compound o r a b r a s i v e p o l i s h o n y o u r p o l y -
u r e t h a n e f i n i s h . P r a t t a n d Lambert recoimnends t h a t y o u u s e o n l y a wax
( l i q u i d o r p a s t e ) t o m a i n t a i n t h e l u s t e r o f y o u r p a i n t . Waxing t h r e e
o r f o u r t i m e s a y e a r w i l l h e l p t o m a i n t a i n your f i n i s h f o r a l o n g e r ,
brighter life.
C a r e a n d maintenance o f y o u r p a i n t f i n i s h s h o u l d r e c e i v e t h e same
a t e e n e i o n a s t h e mechanical f u n c t i o n s of your a i r c r a f t .
P r a t t a n d L,ambert w i s h you many h a p p y h o u r s o f f l y i n g i n y o u r new Yooney.
MAIL ADDRESS o BOX 211%. WICHITA. Kh 67201 s AC 316 733.1361

SECTION IX
SUPPLEMENTAL DATA
INTRODUCTION ................ 9-2
REV A 9-23-82
ISSUEID 9-4-83.
SECTION I
X
SUPPLEMENTAL DATA
INTRODUCTION
FAA approved data pertaining t o Limitations, Normal

Procedures, Emergency Procedures, and effects on
performance for certain optional equipment installed
in the airplane a r e contained in this section. Commonly
installed items of optional equipment whose function
and operation do not require detailed instructions a r e
d e s c s i b d by Section VH.
SECTION X
SAFETY INFORM[BTI[ON
The best of engineering know-how and manufacturing

craftsmanship have gone into t h e design and building of
your Mooney Aircraft. Like any high p e d o r m a n c e a i r -
plane, it operates most efficiently and safely in the hands
of a skilled pilot*
We urge you t o be thoroughly familiar with the contents

of your operating manuals, placards, and check list t o
i n s u r e maximum utilization of your airplane. When the
airplane has changed ownership, s o m e of t h e s e may
have been misplaced. If any a r e missing, replacements
should be obtained from any Mooney Marketing o r Ser-
vice Center a s soon a s possible.
F o r your added protection and safety, we have added

t h i s special section t o the Pilot's Operating Handbook
t o r e f r e s h you knowledge of a number of safety sub-
jects. You should review these subjects periodically.
Topics in t h i s section a r e mostly excerpts f r o m F A A

Documents and other a r t i c l e s pe&aining t o the sub-
ject of sage flying. They a r e not limited t o any par-
t i c u l a r make o r model airplane and do not replace
instructicms f o r particular types of airplanes.
Your Mooney Aircraft was designed and built t o provide

you with many yearsoof safe and efficient transporta-
tion, By maintaining it properly and flying it prudently,
you should realize i t s full potential.
MOONEY AIRCRAFT CORPORATION
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
GENERAL
Flying is one of the s a f e s t modes of travel. Remark-

able safety r e c o r d s a r e being established e a c h year.
A s a pilot you a r e responsible t o yourself, your
relatives, t o those who t r a v e l with you, t o other pilots
and t o ground personnel t o fly wisely and safely.
The following m a t e r i a l in t h i s Safety section c o v e r s

s e v e r a l subjects in limited detail. Mere a r e s o m e con-
densed Do's and Don'ts.
DO'S
1. Be thoroughly f a m i l i a r with your airplane and be

c u r r e n t in it, o r get a check ride,
2. Pre- plan a l l a s p e c t s of your flight - inclalding
weather, Fly your plan,
3, Use s e r v i c e s available - FSS, Weather Bureau, etc,
4, Pro-flight your airplane throughly.
5., Use your check lists.,
6. Have m o r e than enough f u e l f o r takeoff, tho plan-
ned t r i p , and adequate r e s e r v e ,
7'. Be s u r e your weight loading and @, G . a r e within
limits.
8. Be s u r e a r t i c l e s and baggage a r e secured.
9, Check freedom of a l l controls.
10, Maintain appropriate a i r s p e e d in takeoff, climb,
descent and landing.
11. Avoid other airplane wake turbulence.
12. Switch f u e l tanks before engine starvation occurs.
13. P r a c t i c e engine out, emergency landing g e a r ex-
tension and other emergency p r o c e d u r e s a t safe
altitudes; preferably with a check pilot.
14, Use caution in mountainous t e r r a i n .
15. Keep your airplane in good mechanical condition.
16. Stay informed and alel-t, f ly i n a sensible manner.
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
DON'TS
Don't take o f f with f r o s t , ice or snow on the a i r c r d t

surfaces.
Don't take o f f with less than minimum recommended
fuel, plus reserves.
Don't fly i n a reckless, show o f f , careless manner.
Don't f ly i n thunderstorms or severe weather.
Don't fly i n possible icing conditions. I f you en-
counter icing conditions, alter altitude or course
t o minimize exposure,
Don't apply controls abruptly or with high forces
that could exceed design loads of the airplane.
Don't f l y when physically or mentally exhausted.
Don't t r u s t t o luck,
G E N E R A L S O U R C E S OF I N F O R M A T I O N
T h e r e i s a wealth of information available t o the pilot

created f o r the sole purpose of making your flying e a s i e r ,
f a s t e r , and s a f e s . Take advantage of this h o w l e d g e and
be prepared f o r an emergency in the remote event that
one should occur. YOUas a pilot also have certain sespon-
sibilities under government regulations. These are de-
signed f o r your own protection. Compliance is not only
beneficial but mandatory.
6IULFS A N D REGULATIONS
Federal Aviation regulations, Past 9 1 , General Operating

and Flight Rules, 6s a document of law governing operation
of aircraft and the owner's and pilot's responsibilities.
This document covers such subjects as:
Responsibilities a n d authority of the pilot in command
Certificates required
Liquor and drugs
Flight plans
I S S U E D 9-4-81
SECTION X
SAFETY INFORWTION
Pre-flight action
Fuel requirements
Flight rules
Maintenance, preventative maintenance, alterations,
inspections and maintenance records.
T h e s e a r e only some of the topics covered. It i s the

owner's and pilot's responsibility t o be thoroughly
familiar with ail i t e m s in F A R Part 99 and t o follow
them,
FEDERAL AVIATION REGULATIONS, PART

3 9 , AIRWORTHINESS DIRECTIVES
T h i s document specifies that no person may operate

a product t o which an airworthiness directive issued
b y t h e FAA applies, except i n accordance with the
requirements of that airworthiness directive,
AIRMAN INFORMATION, ADVISORIES, AND

-
N O T I C E S F A A A I R M A N ~ SI N F O R M A T I O N
NANUA L
T h i s document contains a wealth of pilot information

f o r nearly all realms of flight, navigation, ground
procedures, and medical information. Among the
subjects a r e :
Controlled Air Space

Services Available t o Pilots
Radio Phraseology and Technique
Airport Operatiotas
Clearances and Separations
Pre-flight
Departures - IFR
Enroute - IFR
Arrival - IFR
Emergency Procedures
Weather
Wake Turbulence
Medical Facts f o r Pilots
Bird Hazards
Good Operating Practices
Airport Location Directory
ISSUED 9-4- 8 1
SECTION X
SAFETY INFORMTION
W e urge all pilots to be thoroughly familiar with and use
the information in this manual.
ADVISORY INFORMATION
Airmen can subscribe to services to obtain FAA NOTAMS

and Airman Advisories, and these are also available at
FAA Flight Service Stations.
NOTAMS are documents that have information of a time-
critical nature that would affect a pilot's decision t o
make a flight; for example, an airport. closed, terminal
radar out of service, enroute navigational aids out of
service, etc.
G E N E R A L %R%FORMATION
ON SPEClFlC T O P 1 6 6
FLIGHT PLANNING
F A R Part 9% requires that each pilot in command, be-
fore beginning a flight, familiarize himself with all
available information concerning that flight.
All pilots are urged t o obtain a complete pre-flight
briefing. This would consist of weather; local, en-
route and destination, plus alternates, enroute navaid
information. Also airport runways active, length of
runways, take o f f and landing distances for the air-
plane for conditions expected should be known.
The prudent pilot will review his planned enroute track

and stations and make a list for quick reference. lt
i s strongly recommended a flight plan be filed with
Flight Service Stations even though the flight may be
V F R , Also, advise Flight Service Stations of changes
or delays of one hour or more and remember to close
the flight plan at destination.
The pilot must be completely familiar with the perfor-
mance of the airplane and performance data In the
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
airplane manuals and placards. The resultant e f f e c t

of temperature and pressure altitude must be taken
into account in determining performance if not accounted
f o r on the charts. Applicable FAA manuals must be
aboard the airplane at all times including the weight
and balance f o r m s and equipment lists.
The airplane must be loaded so as not t o exceed the
weight and the weight and balance loading center of
gravity (c. g.) limitations. Also, that dt least min-
i m u m fuel for takeoff i s aboard and sufficient f o r the
t r i p , plus reserves. Oil in the tanks or engines
should be checked and filled as required.
INSPECTIONS - MAINTENANCE
In addition t o maintenance inspections and pre-flight

illformation required by F A R Part 9 1 , a complete pre-
fligl~tinspection i s imperative. X
t i s the responsability
of the owner and operator t o assure that the airplane
i s maintained in an airworthy condition and proper
nlaintenance records are kept.
While the following items cannot substitute for the pse-
flight specified f o r each type of airplane, they will
serve as reminders of general items that should be
checked.
SPECIAL CONDITIONS CA UTIONARU NOTICE
Airplanes operated for Air Taxi or other

than normal operation and ai rplanes operated
In humid tropics or cold and damp climates,
e t c . , may need more frequent inspections
f o r wear, corrosion and/or lack of lubrica-
tion. In these areas periodic inspections
should be performed until the operator
can set his own inspection periods based
on experience.
ISSUED 9-4-84
SECTION X
SAFETY INFORMATION
The required periods do not constitute a

guarantee that the item will. reach the
period without mc~lfunction, as ths afore-
mentioned factors cannot be controlled
by the manufacturer.
Corrosion, and its e f f e c t s , must be treated at the earliest
possible opportunity, A clean dry surface i s virtually
immune to corrosion. Make sure that all drain holes re-
mafn unobstructed. Protective films and sealants help
to keep corrosive agents f r o m contacting metallic sur-
faces. Corrosion inspections should be made most
frequently under high-corrosion- risk operating conditions,
such as in regions of heavy airborne salt concentrations
(e. g . , near the sea) and Ngh-humidity areas (e.g . ,
tropical regions).
W A L K AROUND INSPECTIONS
All airplane surfaces free of ice, frost O F snow,

Tires properly inflated.
All external locks, covers and tie downs removed,
Fuel sumps drained,
Fue b quantity, adequate for trip, plus reserve, visually
checked i f possible and access doors secured.
ail quantity checked and access doors secured,
Check general condition of airplane, engine, propeller,
exhaust stacks, etc.
A l l external doors secured,
COCKPIT C H E C K S
Flashlight available,
Required documents on board,
Use the ( heck lists.
All internal control locks removed,
Check freedom of controls.
Cabin and baggage door properly closed and latched,
Seat belts and shoulder harnesses fastened,
Passengers briefed.
ISSUED 9-4-83
SECTION %
SAFETY I N F O R M T I O N
Engine and propeller operating satisfactorily.

All engine gages checked f o r proper readings,
Cowl flaps in proper position,
Fuel selector in proper position,
Fuel quantity checked by gages.
Altimeter setting checked.
The pilot should be thoroughly familiar with all informa-

tion published by the manufacturer concerning the air-
plane and is required by FAA t o operate in accordance
with the FAA Approved Airplane Flight Manual and/or
placards installed.
TURBULENT WEATHER
A complete weather briefing p r i o r t o beginning a flight

is the s t a r t of assurance of a safe trip, Updating of
weather information enroute is another assurance. Mow-
ever, the wise pilot a l s o h o w s weather conditions
change quickly at t i m e s and t r e a t s weather forcasting
a s professionai advice rather than a s absolute fact. He
obtains all the advice he can, but still stays a l e r t
through knowledge of weather changes, observations,
and conditions,
Plan the flight t o avoid a r e a s of severe turbulence and
t h m d e s s t o r m s , It is not always possible t o detect individ-
ual s t o r m a r e a s o r find the in-between c l e a r areas.
T hunderstorms, squall lines and violent turbulence should

be regarded a s extremely dangerous and must be avoided.
Hail and t o m ~ d i cwind velocities can be encountered in
thunderstorms that can destroy any airplane, just as t o r -
nados destroy nearly everything in their path on the
ground.
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
A roll cloud ahead of a squall line or thunderstorm i s
visible evidence of violent turbulence, however, the
absence of a roll cloud should not be interpreted as
denoting the lack of turbulence.
FLIGHT I N TURBULENT AIR
Even though flight in severe turbulence i s to be avoided,

flight in turbulent air may be encountered under certain
conditions.
Flying through turbulent air presents two basic problems,
to both of which the answer i s proper airspeed. On the
one hand, i f you maintain an excessive airspeed, you run
the risk of structural damage or failure; on the other
hand, i f your airspeed i s too low, you may stall.
%s turbulence encountered in cruise or descent becomes
uncomfortable to the pilot or passengers, the best pro-
cedure i s to reduce speed to the maneuvering speed,
which i s listed in the Limitations Section of the F A A
Approved Airplane Flight Manual and Pilots Operat-
ing Handbook, This speed gives the best assurance of
avoiding excessive stress loads, and at the same time
providing n;argin against inadvertent stalls due to gusts
Beware of overcontrolling in attempting to correct for
changes in altitude; applying control pressure abruptly
will build up G-forces rapidly and could cause damag-
ing structural stress loads. You should watch partic-
ularly your angle of bank, making turns as wide and
shallow as possible, and be equally cautious in applying
forward or back pressure to keep the nose level.
Maintain straight and level attitude in either up or
down drafts. Use t r i m sparingly to avoid being grossly
mistrimmed as the vertical air columns change velo-
city and direction,
I S S U E D 9-4-81
SECTION X
SAFETY INFORMATION
MOUNTAIN FLYING
Avoid flight a t low altitudes over mountainous t e r r a i n ,

particularly n e a r t h e lee slopes. If the wind velocity
n e a r the level of t h e ridge is in e x c e s s of 25 knots and
approximately perpendicular t o the ridge, mountain
wave conditions a r e likely over and n e a r the lee slopes.
If tlie wind velocity a t the level of the ridge exceeds
50 knots, a s t r o n g mountain wave is probable with
strong up and down drafts and s e v e r e o r extreme t u s -
bulence. The worst turbulence will be encountered
in and below the r o t o r zone which is usually 8 t o PO
miles downwind f r o m the ridge. This zone is c h a r a c -
terized by the p r e s e n c e of " roll clouds" if sufficient
moisture is p r e s e n t ; alto cumulus standing lenticular
clouds a r e a l s o visible signs that a mountain wave
exists, but t h e i r presence is likewise dependent on
moisture, Mountain wave turbulence can, of c o u r s e ,
occur in d r y a i r and the, absence of such clouds
should not be taken as any a s s u r a n c e that. mountain
wave turbulence will not. be encountered. A moun-
tain wave downdraft may exceed the climb capability
of your airplane. Avoid mountain wave downdrafts,
VFR - %OW CEILINGS

q
If you a r e not instrument rated, avoid "VFR On T o p f
and "Special VFR". Being caught above an undercast

when a n emergency descent is required (or at des-
tination) i s an extremely hazardous position f o r the
VFR pilot. Accepting a clearance out of certain
a i r p o r t control zones with no minimum ceiling and
one-mile visibility as permitted with "Special
VFR" is not a recommended practice f o r VFR pilots. 1
Avoid a r e a s of low ceilings m d restricted visibility unless
you a r e instrument proficient and have a n instrument
equipped airplane, Then proceed with caution and have
planned a l t e r n a t e s .
mv A
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
V F R AT NIGHT
When flying V F R at night, in addition to the altitude

appropriate for the direction of flight, pilots should main-
tain a safe minimum altitude as dictated by terrain, obstacle
such as TV towers, or communities in the area flown. This
i s especially true in mountainous terrain, where .there i s
usually very little ground reference and absolute minimum
clearance i s 2,000 feet. Don't depend on your being able to
see obstacles in time t o miss them, Flight on dark nights
over sparcely populated country can be almost the same
as TFR and should be avoided by untrained pilots.
VERTIGO - DISOXUENTATION
Disorientation can occur in a variety of ways. During
flight, inner ear balancing mechanisms are subjected to
varied forces not normally experienced on the ground.
This combined with loss of outside visual reference can
cause vertigo, False interpretations (illusions) result
and may confuse the pilot's conception of the alttitude
and position ~f M s airplane.
Under V F R conditions the visual sense, using the horizon
as a reference, can override the illusions, Under low
visibility conditions (night, fog, clouds, haze, etc. ) the
illusions predominate. Only through awareness of these
illusions, and proficiency in instrument flight procedures,
can an airplane be opesated safely in a low visibility
environment.
Flying in fog, dense haze or dust, cloud banks, or very
low visibility, with strobe lights, and particularly ro-
tating beacons turned on frequently causes vertigo.
They should be turned o f f in these conditions, partic-
ularly at night.
A11 pilots should check the weather and use good judg-
ment in planning flights. The V F R pilot should use
extra caution in avoiding low visibility conditions.
Motion sicluless often precedes or accompanies dis-
orientation and may further jeopardize the flight.
I S S U E D 9-4-81
SECTION X
SAFETY I N F O R U T I O N
STALLS, SPINS AND SLOW FLIGHT
Stalls, and slow flight should be practiced a t safe altitudes

t o allow f o r recovery. Any of t h e s e maneuvers should be
performed a t a n altitude i n e x c e s s of 6,000 feet above
ground level,
Spins may be dangerous and should be avoided, In f a d ,

most airplanes a r e placarded against intentional spins.
Spins a r e preceded by s t a l l s . A prompt and decisive
s t a l l recovery protects against inadvertent spins.
A l l airplanes a r e required to have flight characteristics

that give adequate advance warning of a n impending s t a l l
o r they must be equipped with a n artificial. s t a l l warning
device. Keep the artificial s y s t e m in good working order.
Do not operate the airplane with the device made inopera-
tive by the use of circuit b r e a k e r s o r other means.
Stalls should be practiced a t safe altitudes f o r ample
recovery, Should a spin be encountered fnadve&ently,
spin recovery should be initiated immediately,
As s t a l l attitude is approached, be alert. Take prompt

corrective action t o avoid the s t a l l o r if you a r e practic-
ing s t a l l s , react the moment the s t a l l occurs. The
fo%lowingi s suggested:
1, Do not c a r r y passengers. Be certain t h t
the a i r p l a n e ' s center of gravity is as f a r
forward as possible. Forward CG aids spin
recovery.
2. Be certain that both student pilot and inst z-uctor
pilot have a full s e t of operable controls.
3. Conduct such prdcticing a t altitudes in e x c e s s
of 6,000 feet above ground level.
Remember that a n airplane a t o r n e a r traffic pattern

altitude probably will not r e c o v e r f r o m a spin before
impact with the ground. When descending t o traffic
pattern altitude and during operation in the traffic
pattern and approach, maintain a safe margin above
s t a l l speed. During takeoff o r go-around, be especially
careful t o avoid departure s t a l l s associated with t u r n s
at low speed. Maintain speeds recommended in t h e
handbook.
ISSUED 9-4-81
SECTION X
SAFETY INFQRWTIQN
STANDARD PEiOCEDURE F O R S P I N RECOVERY
In the event of an inadvertent spin, the following recovery

procedure should be used:
1, Rudder - Apply FULL RUDDER opposite the direction *
of spin.
2. Control Wheel - FORWARD of neutral in a brisk
motion. Additional FORWARD elevator control
may be required i f the rotation does not stop.
3. Ailerons - NEUTRAL.
4 . Throttle - RETARD t o IDLE.
5. Flaps - I f extended, RETfiACT a s soon a s possible.
6 . Rudder - NEUTRALIZE.
7. Control Wheel - Smoothly move a f t t o bring the nose
I up t o a level flight attitude after spin has stopped,
VORTICES - WAKE TUEBULENCE
Every airplane generates wakes of turbulence while in

flight. Part of this i s f r o m the propeller or jet engine
and part f r o m the wing tip vortices. The larger and
heavier the airplane the more pronounced and turbu-
lent the wakes will be, Wing tip vortices f r o m large
heavy airplanes are very severe at close range, de-
generating with t i m e , wind and space. These are
rolling in nature f r o m each wing tip, In t e s t , vortex
velocities of 133 h o t s have been recorded, Exhaust
velocities f r o m large airplanes at takeoff have been
measured at 25 mph, 2100 feet behind medium large air-
planes,
Encountering the rolling e f i x t of wing tip vortices within

two minutes or less after passage of large airplanes is
the most hazardous t o the light airplanes. This roll
e f f e c t can exceed the anaximum counter roll obtainable
in an airplane.
The turbulent areas may remain for as long as three

minutes or more, depending on wind conditions, and
may extend several miles behind the airplane, Plan t o
fly slightly above or t o the side of the other airplanes
flight path,
REV A
ISSUED 9-4-83.
SECTION X
S A F E T Y INFORhNTION
Because of the wide variety of conditions that can be

encountered, there i s no set rule t o follow t o avoid wake
turbulence in all situations. However, the Airman's
Information Manual goes into considerable detail for a
number of vortex avoidance procedures, Use prudent
judgment and allow ample clearance time and space
following or crossing the wake of other airplanes and
in all t a k e o f f , climb out, approach and landing opera-
tions. Be observant of wake turbulence f r o m all
aircraft, regardless of size.
T A K E - O F F AND LANDING CONDITIONS

When taking o f f on runways covered with water or freezing
slush, the ianding gear should remain extended for approx-
imately 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, wait
approximately five seconds and then retract again,
Caution must be exercised to insure that the entire opera-
tion is performed below Eax6mum h n d f n g Gear Operating
Airspeed.
Use caution when landing on runways that are covered by
water or s l u s h 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 t o the possibility of the brakes freezing.
Use caution when taking o f f or banding during gusty wind
conditions. Also be aware of the special wind conditions
caused by buildings or other obstructions located near the
runway in a crosswind pattern.
MEDICAL F A C T S FOR PILOTS
GENERAL
Modern industry's record in providing reliable equipment
i s very good. When the pilot enters the airplane, he be-
comes an integral part of the man-machine system. He
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
i s just a s essential to a successful flight as the control

surfaces. T o ignore the pilot in pre-flight planning would
be as senseless ds failing t o inspect the integrity of the
control surfaces or any other vital part of the machine.
The pilot himsell has the responsibility for determining
his reliability prior to entering the airplane f o r flight.
While piloting an airplane, an individual should be free

of conditions which are harmful to alertness, ability to
make correct decisions, and rapid reaction time.
FATIGUE
Fatigue generally slows reaction times and causes foolish
errors due t o inattention. In addition to the most common
cause of fatigue, insufficient rest and loss of sleep, the
pressures of business, financial worries and family
problems, can be important contributing factors, If your
fatigue i s a factor prior to a given flight, don't fly., T o
prevent fatigue e f f e c t s during long flights, keep mentally
active by making ground checks and radio-navigation
position plots.
Wypoxia in simple t e r m s i s a lack of sdficient oxygen t o

keep the brain and other body tissues functioning properly.
These i s wide individual variation in susceptibility to
hypoxia . In addition t o progressively insufficient oxygen
at higher altitudes, anything interfering with the blood's
ability to carry oxygen can contribute to hypoxia (anemias,
carbon monoxide, and certain drugs), Also, alchohol
and various drugs decrease the brain's tolerance t o
hypoxia.
Your body has no built in alarm system to let you h o w

when you are not getting enough oxygen. I t i s impossible
t o predict when or where hypoxia will occur during a
given flight, or how it will manifest itself, A major
early symptom of hypoxia i s an,increased sense of well-
being (referred to as euphoria). This progresses to
slow reactions, impaired t hinlting ability, unusual
fatigue, and dull headache feeling.
REV C 3- 7- 84
ISSUED 9- 4- 81
SECTION X
SAFETY INFORMATION
The symptoms are slow but progressive, insidious in

onset, and are most marked at altitudes starting above
ten thousand feet. Night vision, however, can be i m -
paired starting at altitudes lower than 10,000 f e e t ,
Heavy smokers may experience early symptoms of
hypoxia at altitudes lower than non-smokers. Upe
oxygen on flights above 110,000 feet and at any tiine when
symptoms appear,
HYPERVENTILATION
Hyperventilation or overbreattzing, i s a disturbance of
respiration that may occur in individuals as a result of
emotional tension or anxiety. Under conditions of emo-
tional stress, fright, or pain, breathing rate may in-
crease, causing increased lung ventilation, although
the carbon dioxide output of the body cells does not in-
crease. As a result, carbon dioxide i s "washed out"
of the blood. The most common symptoms of hypes-
ventilation are: dizziness; hot and cold sensations;
tingling of the hands, legs and feet; tetany; nausea;
sleepiness; and finally unconsciousness.
Should symptoms occur that cannot definitely be identified
as either hypoxia or hyperventilation t r y three or four
deep breaths of oxygen. The symptoms should improve
markedly i f the condition was hypoxia (recovery f r o m
i~ypoxiai s rapid). If the symptoms persist, discontinue
use of oxygen and consciously slow your breathing rate
until symptoms clear and then resume normal breath-
ing sate. Normal breathing can be aided by taking
aloud.
ALCOHOL
Common sense and scientific evidence dicate 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 decision making abilities.
F A R 91,11 states " ( a ) No person may act as a crew
member - (1) within 8 hours d t e r the consumption of any
alcoholic beverage. "
ISSUED 9-4-81
SECTION X
SAFETY INFORMATION
T e s t s indicate that as a general rule, 2 ounces of alcohol

at 15,000 feet produce the same adverse e f f e c t sas 6
ounces at sea level. In other words, the higher you get,
"the higher you get".
DRUGS
Self-medication or taking medicine in any form when you

are flying can be extremely hazardous. Even simple home
or over-the-counter remedies and drugs such as aspirin,
antihistamines, cold tablets, cough mixtures, laxatives,
tranquilizers, and appetite suppressors, may seriously
impair the judgment and coordination needed while flying.
The safest rule i s to take no medicine before or while
flying, except on the advice of your Aviation Medical
Examiner.
SCUBA DIVING
Plying shortly after any prolonged scuba diving could be

dangerous. Under th! increased pressure of the water,
excess nitrogen is absorbed into your system, I f suf-
ficient 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 imdes 10,000 feet, where most
light pbnes fly.
ADDITIONA E %NFORWiATlON
In addition to the covemge of subjects in this section, the
National Transportation Safety Board and the Federal
Aviation Administration periodically issue general aviation
pamphlets concerning aviation safety, and in greater detail.
These can be obtained at FAA Offices, Weather Stations,
Flight Service Stations, or Airport Facilities. These are
very good sources of information and are highly recom-
mended for study, Some of these are titled:
Airmanan's Information Manual
1 2 Golden Rules for Pilots
Weather or Not
ISSUED 9-4- 8%
SECTION X
SAFETY INFORMATION
Disorientation
Plane Sense
Weat h e r Info Guide f o r P i l o t s
Wake T u r b u l e n c e
Don't T r u s t t o Luck, T r u s t t o Safety
T h u n d e r s t o r m - TRW
IFR-V F R E i t h e r Way Disorientation C a n Be F a t a l
10-19 ($0-20 B L A N K )
ISSUED 9-4-81

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NOTE:

THIS HANDBOOK INCLUDES THE m T E R I A L

Refer to the Pilot's Operating

FAA APPROVED in Normal Cdegory based on CAR 3,

,RE,' B 9 - 2 1 - 8 3 Copyright 2005 Mooney Airplane Company, Inc.

T h i s manual i s provided a s an operating guide for the

Page i of t h i s manual i s a "List of Effective Pages"

T h i s handbook will be kept current by Mooney Aircraft

EMERGENCY PEtOCEDURES. ..... III

AI[RI?LANE & SYSTEM

DESCRIPTIVE DATA * .I-3 a

LANDING GEAR . . . . . . . . . . -1-3

GYMBOU, ABBREVMTIONS & TERMI-

This Pilot's Operating Handbook contains 10 sections

Section I contains information of general interest to the

TYPE: Electrically operated tricycle gear with rubber

Wheel Base 5 R e 11-9/16 in, (101,93 em)

TYPE : Four-cylinder , horizontally opposed, a i r cooled,

T Y P E : Constant- speed, hydraulically controlled pro-

No cutoff allowed on propeller when de- ice boots a r e

VA Maneuvering Speed i s the maximum speed a t

v~~ is the highest

VLE Maximum %,andingG e a r Extended Speed i s the

VLO Maximum Landing Gear Operating Speed i s the

VNO Maximum Structural Cruising Speed i s the speed

VS Stalling Speed or the minimum steady flight

VSO Stalling Speed or the minimum steady flight

VX Best Angle-of-Climb Speed i s the airspeed

Vy Best Rate-of-Climb Speed i s the airspeed which

AGL Above ground level. I

Indicated The number actually read from an alei-

ISA International Standard Atmosphere a s s u m e s

Pressure P r e s s u r e altitude i s the indicated p r e s s u r e

MP Manifold P r e s s u r e i s a pressure measured

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

Demon- Demonstrated Crosswind Velocity i s the

g g is the acceleration due t o gravity.

Service is the m a i m u r n aBBtude where

WEIGHT AND BALANCE TEIQMIWOLWY

Arm The horizontal distance from the reference

C.G. i n Center of Gravity expressed in percent of

Moment The product of the weight of an item mul-

Reference An irnagi~largrvertical plane from whicla

Station A location along the airplane fuselage

Tare T a r e is the weight of chocks. blocks. stands.

MEASUREMENT CONVERSION TABLES

1 cubic inch 16.387 cubic centimeters

1-10 ISSUED 9-4-81

MEASUREMEW CONVERSION TABLES (CONT.)

1 grain 64, '19891 milEgrams

Section II includes operating limitations, instrument

The airspeeds listed in the Airspeed Limitations

Your Mooney is; certificated under FAA Type Certsicate

urn speed at which

Do not exceed this speed

FIGIJRE 2- 1. AIRSPEED LIMITATIONS

G r e e n Arc 6 3 , 176 Normal Operating Range. Lower

caution and only in smooth air.

Maximum speed f o r a l l operations.

FIGURE 2-2. AIRSPEED INDICATOR MAFIMINGS

Mooney M209 REV A 9-23-82

P r o p e l l e r Operating Limits: Avoid continuous operation

No cutoff allowed on propeller when de- ice

Blade A x l e : Low 14. lo + , I