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M R K 2MO EL M 2

Copyright 2006 - All Rights Reserved Mooney Airplane Company, Inc.Louis Schreiner Field, Kerrville, Texas 78028

POH1185

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Y E R966

M RK 2WNERS M NU L

M O D E L S E R I L N U M B E RS

Revised Nov 965

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Thank you for choosing a Mooney.The wisdom of your selection of a Mooney Mark 21 willbe proved many times a.s your hours in thi s ex ce pti on ala i rp l ane inc rea se .i t ta ke s a long t ime and lot of f lying to ap pre cia teall of the many outstanding features buil t into theMark 21.This owners manual will help you know your airplanebetter and i3 ill make your experience with the Mark21 more enjoyable.Welcome to the rapidly growing family of Mooney own-e r s .

M O O N E Y A IWCRAFP INCL O U I S S C H R E I N E R F I E L D E R R V I L L E T E X A S

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M A R K 2OWNER S M A N U A L

P R T DESCRIPTBOH WD O P E R T I O WO F COMPONENTS

Page

GeneraPropellerEngineEngine Ignit ionFuel SystemE lee tris al System

irframeLan din g GearFl ig ht ControlsMooney Positive Control Systemr i m System

FlapsVacuum SystemBrakesHeating and Vent ila tion SystemsPictures

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Genera IWeight and BalancePre F l ight InspectionEntering the AirplaneStarting the EngineCo ld Wea~herand Manual StartingTaxiing and Ground OperationPre Take Off CheckTake Off and Cl im bPower ChangesCruise ProceduresIndicated AirspeedFuel ManagementLet Down ProceduresLandi ng ProceduresNormal LandingStopping the Engine

PART SERViCE AND MAINTENANCE

GeneralGround Wandl ingPropellerEngineBatteryCare of InteriorCare of ExteriorWindowsla nd in g GearVacuum Operated StepRequired DataService l et te rs and Bul let in s

Page445566677788

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P RT IV PERFORM NCE D TTake-Off and Clim,b Data Fig. 1)Cl im b Performance Fig . 2)Cruise ~ n dange Fig. 3)

Fig. 3A)Fig. 3B)Fig. 3C)Fig. 3D)

Stal l Speed vs. Bank Angle Fig. 4)Maximum Range Gl ide Char t Fig . 5)Landing Data Fig. 6)

P RT QPER TBNG LBMIT TIONSAirspeed l imi tat ionsEngine Operating l.imitationsEngine Instrument Markings

Page29303 13233343536363 7

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M A R K 2M20C)

T H R E E V IEW

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P RT i

DESCRIPnON ND OPER TlON OF COMPONENTS

G E N E R LT h e M a r k 2 1 s a s in g le eng ine fou r -p lac e low wing, r e t rac tab let r i c y c l e l an di ng g e a r a i rp l a n e . T h e d e s i g n a nd o p e r a ti o n of t h i sa i rc ra f t a r e conven tiona l with few excep tions . Th i s sec t io n wi l lde sc r ib e s o m e of th e componen t s of the Marlc 21 and ope ra t ingdeta i l s .

PROPELLERTh e M ark 21 us es an a lu ii iinum a l loy cons tan t speed p rop e l l e rof 7 i nch d iam ete r . T he p i t ch of the b lades i s con t ro l l ed bye n g in e o il p r e s s u r e w hich a c t s to i n c r e a s e o r d e c r e a s e b la deang le of a t tack and the re by con t ro l eng ine speed . T h e p r op e l l e rcon t ro l in th e cab in op e ra te s the p rope l l e r gov ernor whichc o n t r o l s t h e o i l p r e s s u r e p ro v id ed t o t h e p r o p e l l e r h ub. T h egovernor se t t ing func tions to n ia in ta in th e eng ine a t a cons tan tspeed by ac tua t ing blade ang le of a t tack. In es se n ce then, th efunc tion of the p r op e l l e r con t ro l in th e cab in i s to regu la te andmain ta in th e ro ta t iona l sp eed of the eng ine a t a de s i r ed se t ting .

T h e M a r k 21 i s p ow e re d b y th e L y c o ~ n i n g180 h p 0-360-A 1Dfour cy l inde r eng ine . Th i s eng ine uses 91/98 o c t a n e f u e l . Fo u rrubber bushings on the af t s i d e of the eng ine prov ide mount ingand v ib rat ion i so la t ion . Eng ine manifo ld f re ss ur e i s r egu la tedby the push-p ull th ro tt le con:i-ol on the panel.Th e fue l - to -a i r r a t io mix tu re ) i s r egu la ted by the hexagonshaped push-pu l l con t ro l loca ted be tween the th ro t t l e and p ro-pe l l e r con t ro l s in the cabin . T h e M ark 21 eng ine ba ff ling d i r ec t sa i r f low ov er the cy l in de rs fo r cool ing in f ligh t. Cowl f l aps a r e

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provided on the lower cowling to a llow m o re f r e e a i r flow onth e g r o u n d a n d du r ing low speed , high power cond it ions ( i . e . ,climb condi t ions). Cowl f la ps should a lwa ys be open on thegroun d, and pro longed engine ope rat ion on th e ground should beavoided to prevent engine overheat ing . A push-pu l l con t ro l i sp ro v id ed below th e i n ~ t ~ u n ~ e n tane l and to th e r ight of thepi lo t fo r op era t io n of th e cowl f lap .T h e en g in e h a s a p r e s s ui - e -ty p e w e t -s u m p lu b r ica t io n s y s t em .I t h a s an e ig h t q u a r t c apac ity ; h o w ev e r , a s a g en e r a l r u l e , w henthe o i l l ev e l d rop s below s ix quar t s , one quar t i s added . Th i swi l l ma in ta i n the o i l l eve l be tween the s ix and sev en quart l eve l.S e e P a r t I11 fo r type of o i l u sed and t i ~ n e e tween o i l chanzes .A n o il t e m p e r a t u r e t h e rm o s t a t , l oc a te d i n t h e o i l r e s e r v o i r , iss e t f o r 1 8 0 ~ . o a s s u r e a d eq u at e o p er at in g en g in e o il t e m p e ra -t u r e s . T h e o i l c o o l e r is mounted on the lower le f t s id e of thecowling. A n o i l f i l t e r i s a va i lab le a s op t iona l equ ipmen t .

T h e M a rk 2 ign it ion sys t em h as the fol lowing f ea tu res :1 Two Bendix magnetos , the lef t magneto being equipped witha s e t of r e t a r d b r ea k e r p o in t s.2. A s ra r r in g v ib ra to r , loca ted on the upper f i r e wa l l , whichf u r n i s h e s a s h o w e r of s p a r k s f o r s t a r t i n g .3 A sw itc h which com bines both ign i tion and s t ar t i ng funct ions .4 S h ie lded s p a r k p lug s and ign it io n h a r n es s t o s u p p r e s s r ad ion o i s e s .W h en t h e p u s h - ty p e s t a r t e r s w it ch i s ac t iv a ted in t h e s t a r tp o s i t i o n , t h e s t a r t e r v i b r a t o r s e n d s a n i n t e r ru p t e d c u r r e n tth r o ug h th e r e t a r d - b r eak e r p o in t s w h il e t h e r i g h t m ag n eto i sg rounded ou t. T h e le f t magne to then p rov i des a show er of spa rk sto ea ch cy l in d e r a f t e r t h e p i s to n h a s r each ed top d ead cen te r o nt h e c o i n p r e s s i o n s t r o k e . T h e e n g in e s t a r t s s o o n e r a nd e a s i e rbecause o f th i s sys tem.

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F U E L SYSTEMF ue l i s con ta ined in two in t eg r a l s ea l ed s ec t ions in t he f r on tp ar t of eac h wing root . Ea ch tank wil l hold 26 ga l lons of gaso l ine .T h e s e fu el t an k s e a c h h a v e a s u n ~ p r a in u n d er t h e w in g f r o mwhich fue l l ii ay b e sampled to check fo r wa te r o r sed in len t con-t am ina tion. A s ~ x a l l l a s t i c cup w ith an ac tua to r p r ong is p r o -vided t o o b ta in f ue l s a l ~ ~ p l e s .f water is pr e s en t in t he fue l , ad i s t inc t l i n e s epa r a t i n g th e w a te r fro111 the ga s o l ine l nay bes een th rough the p l a s t i c cup . W a te r , be ing hea v ie r , w i ll be onthe bot tonl of the cup, and the l ight -colo red fuel wil l be ontop.Alu i i~ inum fue l l ine s f eed th e fue l f ro m t he tank to a two-way,pos i t ive - se t t ing se lec to r va lve on the f loor ahead of th e p i lo t ' ssea t . T h e se lec to r va lve f eed s fuel fro111 one of the tanks a t at i l i ~ e , and a l so ha s a n of f pos i tion for ex tended per iod s ofs t o r a g e o r f o r e m e r g e n c y u se . T h e s e l e c t o r v al ve a l s o c o n ta i n sa sui ilp dr a in which i s ac tua ted by pull ing the r ing ad jacent tothe f ue l va lve hand le . S w it ch the s e l e c to r va lve hand le t o t her ig h t and l e ft t a n ks t o d r a i n t h e r e s p e c t i v e l i n e s , B e s u r e s u m pd r a i n r e t u r n s t o n o r m a l cl o s ed p o si ti on a f t e r r e l e a s i n g t h e r i n g .F u e l is fed f r om the s e l e c to r va lve t h rough the e l ec t r i c boostp u n ~ p , t h e n t o t h e e n g i n e d r i v e n P U ~ ~ Pnd into t he ca r b u r e to r .T he e l ec t r i c boos t pu lnp is turned on for take-off and land ingto p r ov ide f ue l p r e s s u r e if t he eng ine d r iven pu l~ lpmalfunct ions .

W R N I N G

Under no c i r cu m sta nc es should av ia t ion fue l of alower gr a d e than 91/98 oc tane b e used . Avia t ionf ue l s m ay be d i s t i ngu i s hed by t he i r co lo r : 80 oc t aneis r ed , 91 oc tane is blue, and 100 oc tan e is g r e e n .If 91/98 octane is not ava i lab le , 100/130 o c tane ga s -o l ine m ay b e us ed .

T H E E L E C T R I C L SY% TEMT h e M a r k 21 e lec t r ica l sys te l i i i s p rovided wi th a 5 a m p 1 2vol t generator and a 35 amp-hour ba t t e ry which i s loca ted onthe f o r w ar d l ef t s i d e of t he f i r ew a l l . A ll e l e c t r i c a l s ys t e lv s can

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be turned off by the inaster switch which actuates a relay locatedat the battery. The inaster switch for the electrical system islocated at the left-hand side of the flight panel. The electr ica lsystem operates all the electrical accessories listed below:1 Radios2 Engine starter3 Starte r vibrator4 Navigation lights and interior lights5 Landing light6 Rotating beacon if installed)7 Heated pitot if installed)8 Turn and bank if installed)9 Cigare tte lighter10 Elec tr ic landing gear if installed)11. Fuel gages12. Electric fuel pui~lp13. Sta ll warning horn14 Landing gear warning horn and warning lightsNOTE The engine has its own separate elec trical systemand will continue to run, even though the inas ter

switch has been turned off, or even though the ac-cessory electrical systein should malfunction.

Interior LightsPanel illumination is provided by two adjustable spot lights~nountedon the headliner. Theselights a r e controlled by a rheostatlocated on the headliner near the lights. The fuel selector valveis illuininated by a sinall light mounted under the panel on theleft side . The intensity of this light i s controlled by rotatingthe lens housing. The cabin light, located on the headliner nearthe center of the cabin, can be used to illuminate the panel ifthe instrument lights malfunction.AmmeterThe ammeter in the engine instrument cluster wil l indicate ifthe battery is charging or discharging. A malfunction in thegenerator or voltage regulator will be shown as a discharge atthe ammeter-a low battery will cause a charge indication.

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The 13Icct riral Panel'l'he eler tr ic~a l ariel is divided i r~towo parts:a. The electrical toggle switches, on the lower left side of the

pilot's panel, act in combination both a s on-off switches andas breaker switches. Should any of these ci rcui ts be over-loaded, the switch automatically turns to the off position.These switches a re , f rom left to right:1 'The e lertrical fuel pul-np2 Ai l optional equipment switch3. A n optional equip~nent witch4 'She pitot heat (if installed)5. The rotating beac.on (if installed)6 The navigation lights7 The landing light

b. The breaker switches which ar e located on the lower rightside of the copilot's panel: a re covered by a spec ial breakerswitch cover. These switches ar e of the push-to-reset type.

'She st ruct ure of the hlark 21 is of conventional al l-metal design.The cabin section corlsists of tubular steel st ru ct ure coveredwith aluminum sheet metal. The firewall is sta in les s stee l. Thewing, stabil izer , and fin have a main spar design and an aux-iliary spar with st re ssed skin to ca rry torsional loads. The tailcone is a conventional semi-monocque design, Th e se at designfeatures contoured sheet metal construction.The en ti re empennage pivots around two attachment points tothe tail cone to provide stabilizer trim. A screw ~~lechanismactuates the empennage ~novel~lentt the rear bulkhead whenthe tri m control wheel i s operated.

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L NDlNG G E RM a n u al S y s t e l ~ iT h e l and ing gea r of t he h fa i-k 2 1 is urtiqrle in that it is t nanc~a l lyr e t r a c t e d by t h e p il ot b y n i e a n s of a l e v e r in th e c ab i n . T h e s y s -te ll1 i s opera t ed by d i r e c t ~ i l e ch an ica l i nkage and ha s p rove11to b e or le of t he 111ost r e l i a b l e and i~ ~ a i r ~ te r t a r ~ c e - f re ee t r a c t i o r ~s y s t e l n s a v a il a b le . An e l e c t r i c a l l y p o w e r e d l an d in g g e a r r e t r a c -t io n s y s t e m i s a l s o a v a i l a bl e a t e x t r a c o s t a nd i s d e s c r i b e d inth e fo llowing se c t ion .[ he rnanual syste lm is a ided by bungee type sp r in gs in th e fu se -l a ge and a ss i s t sp r ing s in the wing , wh ich ba lanc e the weight oft h e g e a r . R u b be r d i s c s a r e u se d f o r s ho ck a b so r pt io n i n t h ew e ld ed s t e e l t ub e g e a r s t r u c t u r e . G r e a s e fi tt in g s a r e p ro v id e da t c e r t a i n i i ~ ~ p o r t a r ~ tub r i ca t ion po in t s on the l and ing gear .

T h e pos i t ion of the g e a r i s i nd ica ted by l igh t s on the pane lwh ich wi l l wa rn of an un locked cond i t ion . T he se l i gh t s m ay bedinill led by ro t a ting the l e ns hous ing to p reven t g l a r e a t n igh t .P r e s s the l en s hous ing in to t e s t t he bu lbs . Th e red ind ica to rlight will corne on if - t he han dle on the re t ra ct i on lev er i s no tsuff ic ien t ly engaged in t he down and locked posi t ion , the re by in -d ica t ing an unsafe -to -l and condi tion. T h e g re en light i nd ica t estha t t he hand le i s p ro per ly engaged in the down pos i t ion , and theg e a r i s in the l and ing con figu ra tion . A thumb opera ted l a t ch i sp rov ided on t he down soc ke t t o p reven t un lock ing of the ge a rwhen it i s down unless it is del iberately released.

o r e t r a c t t h e g e a r . d e p r e s s th e s a f e t y l a tc h b utto n and s l i d et h e ge r handle fro111 the down-lock soc ket . h love the han dleI - ap i d ly t o t h e f l o o r b e tw e e n t h e s e a t s . S l i d e t h e g e a r h a n d l e in t othe 1 1 p - l o c k ~ o c k e t ,and the opera t ion i s co li lp l et e . T he I l lo rerap ld th e n i ~ \ ~ e ~ i ~ e n tf t h e h a n dl e. t h e e a s i e r i t i s t o r e t r a c t t h egear . The gear r e t r ac t s eas i es t at low airspeeds.1 luwcl- the g ea r , s l ide th e ge a r ha ndle fro111 the up- lock so ck et

and 111ovc he ha r~ dlc o l -ward to the ins t ru l i ien t panel . S l id e th e

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ge ar hand le in to the down- lock soc ke t and che ck the g ea r warn ingl ight fo r a gear -down ind ica t ion ( a g re en l igh t ).

E lec t r i ca l G ea r Sys te i ll (op tiona l)T h e o p tio na l e l ec t r i c a l l an din g g ea r r e t r ac t io n s y s t e il i is op-era ted by th e wheel-shaped switc h on th e uppe r por t io n of thef l igh t pane l . T o r a i s e the ge ar , the knob i s pu l led out and thes w i t ch nloved up to i t s upper deten t . An ai rs pe ed switch i sin co r p o r a t ed in t h e e l ec t r i c a l c i r cu i t w h ich p r ev en t s l an d in gg e a r r e t r a c t io n u nt il a s a f e a i r s p eed i s a t t a in ed . T h e ac tio n ofth e s y s t en i l v ay b e m o n i to r ed v i su a lly by w a tch ing th e ~n o v e ~ n en tof th e ind ic ator th rough th e g la ss in th e f loorb oard af t of thenose wh ee l wel l . A l i n i it s w i t ch w i ll s t o p th e g ea r i n i t s r e t r ac t edpos i t ion and the ge ar swi tch wil l r eq u i r e no fu r th er a t ten t ion un -t i l l and ing . T o lower the land ing ge ar , the knob i s pu lled ou t,moved down, and p laced in the low er deten t . A l in i i t switch wil ls t o p t h e g e a r s y s t e n i when t h e p r o p e r l o c ki n g f o r c e h a s b ee ne x e r t e d to hold th e pea r down.

A d i s c h a r g e d s t o r a g e b a t t e r y m a y p r e v e n t t h e l an d-i n g gear f ro m fu l ly ex tending .T h e r e a r e t h r e e w ay s t o c he ck t ha t t h e g e a r is colnpletely downand locked:1. T h e g r ee n sa fe -to - land ind ica to r l igh t (on the le f t pane l)w il l c o n ~ e n.2. T h e b l a c k i nd ic a to r m a r k s , a s s e e n t h ro u g h t h e g l a s s in t h ef loo r boa rd , w i ll be a l igned .3. R et ard th ro t t l e fu lly and i f no warning ho rn i s heard ge arshould b e down and locked.W hen th e s e con di ti on s a r e f u lf il led , t h e a i r c r a f t m ay b e l an dedw ith no f u r t h e r a t ten tio n to t h e l an din g g ea r s y s t e i~ i .Manua l Opera t ion of the E l ec t r i ca l Land ing Gea r Sys temIf th e s e a r does not co m e down due to e l ec t r i ca l mal func tion ,e r c. , t h e s y s t em in ay b e o p e r a t ed m an u al ly a s d e s c r ib ed below :1. P u l l l an d in g g e a r c i r c u i t b r e a k e r OFF2 P ut ge ar swi tch in th e gea r down pos i tion .3. P u s h c r a n k e n g a ge h a nd l e f o rw a r d .4 Crank c lockwise approxi i ix i te ly f i f ty 50) t u r n s t o l o w er t h eg e a r .

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5 G e ar i s do wn w hen g r ee n g ea r l ig h t i s o n. If a t o t a l e l ec t r i c a lm a l f un c t io n o cc u r s , see g ea r v i s u a l i n di ca to r .DO NOT RETRACT GEAR IN FLIGHT WITH M A N U A L HANDCRANK.FLlGHT ONTROLST h e a i l e r o n s , e l e v a to r s , an d r u d d e r of t h e M ar k 21 o p e r a t econventionally . Pu sh -pu l l t ub es with se lf -a l ign ing rod end be ar -i n g s a c t u a t e t h e s e c o n t r o l s u r f a c e s . T h e a i l e r o n s h a v e a d i ff e r-en t i a l l i n k ag e ( i .e . , u p t r a v e l is g r e a t e r t h an d ow n t r av e l ) t oln in im ize ad v e r s e y aw w hen th ey a r e d e fl ect ed. G ap s t r i p s o nt h e h i n ge l i n e m i n i m i z e a i r s p i ll a g e f r oi n t h e h ig h t o t h e l owp r e s s u r e s i d e of t h e c o n t ro l s u r f a c e s . T h e a i l er o n s h a v e b ev el edt r a i l i n g e d g e s t o l o w e r p i l ot c o n tr o l f o r c e .THE MOON Y POSITIVE ONTROL SYSTEMT h e M o on ey P o s i t i v e Co n t r o l ( P C) s y s t e ln p r o v id e s a h ig h d e -g r e e of r o l l s t ab i l i t y b y p n eu m a t i c i np ut s t o t h e r u d d e r and a i l -e r o n s y s t e m s . T h i s s y s t e m is o p e r a t in g w h en ev e r t h e en g in eis r un ning . T h e en g in e v acu uin p u m p p r o v id es t h e p n eu m a t i cp o w er r eq u i r ed . T h e P C s y s t e ln cut-o ff v a lve l o ca t ed in t h ep i lo t 's l ef t- han d co n t r o l w h ee l h an d le p r o v id es s y s t e n ~ u t- of fw hen d e p r e s s e d . T h e a i r c r a f t c a n b e i na n eu v er ed e a s i l y w h enth is va lve i s he ld down . When th e va lve is r e l e as e d , t h e a i r p l a n ewil l tend to re tu rn to s tr a ig h t and wings lev el f l ight fro111 an ya t t i t u d e . T h e ' oil Tr in? knob p ro v ide s an a i le ron t r i in func-t io n. C lo ck w is e r o t a t io n a l l o w s t r i m to t h e ri g ht ; co u n te r c lo ck -wise ro ta t ion a l lows t r i in to the le ft . In the even t of mal func t ion ,t h e p ilo t c a n e a s i l y o v e r r i d e t h e s y s t e m a t a ny t i m e . C o m p l e t ed isengag eme n t inay be acco inp li shed by dep ress ing the cut -o f fvalve. In th e ev en t of com pl et e lo ss of vacuuin ( indica ted by ar e d l ig h t on t h e g y r o h o r iz o n ), th e P C s y s t e m w i ll a u t o n ~ a t i c a l l ybecom e inopera t ive . Howe ver , i t should be no ted tha t th i s sys t e lnw i l l co n tin ue to o p e r a t e ev en a f t e r a co n lpl e te en gin e p o w er l o s sa s l o ng a s t h e p r o p e l l e r is windinil l ing at appi-

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copilot s s ide and the controls used for normal spin recoverytechniq ues. Th e pilot should u se t he cut-off valve located inth e pilo t s left con trol wheel hand le to cut off the P systeii?when einploying spin recovery control procedures.

While taxiing befo re take off, the P C syst em shouldbe checked for proper functioning by noting move-me nts of t he f light contro ls in tax i tur ns . When PCis functioning properly, the control wheel will tendto rot ate in the oppo site directio n of th e taxi turn.Th e abse nce of f light co ntrol movement during taxiturn s, o r extrem e control movement in e i the r direc -tion without prompt return to neutral , indicates a Pmalfunction that should be co rre ct ed b efo re flight.Th e pi lot must become fam il iar with the fl ight cha r-ac ter is t ics of th e Mark 2 1 with t he P C sy ste m inop-erat iv e , Th is is accomplished simp ly by holdingdown the cut-off valve button while making turns andmaneuvers . Frequemly check the P sys tem dur ingf light to s e e that i t is funct ioning pro per ly , par t ic u-la rl y if IFR condit ions ar e ant ic ipated. To check fora malfunction while in f l ight, f i rs t est ab lish a mod-er a te bank. Then re leas e the con t rols to s e e if theair cra f t wil l re turn promptly to s t ra igh t wings- levelflight a s shown by the artif icia l horizon. Repeat thepro ced ure with a turn in the opposi te direct ion.Sluggish, er r a t ic , o r incomplete bank recovery warnsof a malfunction in the PC sy ste m . PC is insta lledto help alleviate pilot fatigue, but th e sy ste m shouldbe monitored frequently to check f or pro pe r function-ing l ike any other syste m in the a irc raf t .

TH T R M SYST MA s n ~ a l l ontrol wheel on the f loor between the front se at s actu-ates the adjustable s tabi l izer via a g ea r reduction and torquetube linkage which actuates the em pennape jack screw . A f r i c -

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t ion lock i s p rov id ed on the p i lo t s id e o f the t r im cor i tro l ped-e s t a l . R o t a ti n g t h e f r ic t io n s c r e w clo cl tw is e i n c r e a s e s t r i mfr ic t ion . The pos i t ion of th e s t ab i l i ze r i s ind ica ted by a po in te ro n t h e a f t s i d e of t h e n o s e w h ee l w e l l. T h e i n t e r i x e d i a t e m a r kin t h e p o i n t e r r a n g e i s t h e n o rn l a l ta k e-of f s e t t i n g of t h e t r i mcont ro l . The t ri ll7 sy s te m a l so changes the s e t t in g of th e t ri ll ?b u n g e es c o n n e ct e d t o t h e e l e v a t o r h o rn s t o o b t ai n t r i n l a s s i s tfroi.11 the elevators.

F L P ST he w i d e s p a n f l a p s a r e h y d ra u l i c a l ly c on t ro l le d by a ha n d o p e r -a ted pun ip which ac tu a te s a hydra u l i c cy l inde r . A re l i e f va lvei s pr o vi de d w hich r e l e a s e s t h e fl ap s a t a s lo w r a t e a s t h e s p r i n g s( o r a i r p r e s s u r e ) r a i s e th en ?. H y d r a u l ic f lu id u s ed i s t h e s a li l ea s t h e b r a k e s y s t e m f lu id and i s s to r ed i n t h e b r a k e r e s e r v o i ron t h e a f t s i d e of t h e f i r e w a l l . To lo w e r t h e f l a p s , f i r s t s e t t h ef lap-shaped con t ro l (ad jacen t to the f l ap hand le ) in the downpos i t ion . Then pun lp th e hand le to ob ta in the de s i r ed se t t ing :two s t ro ke s fo r t ake -of f ; four arid one -hal f s t rq k es fo r fu l l de -f l e c t io n o r ally i n t e rm e d i a t e s e t ti n g . T o r a i s e t h e f l a p s , p l a c ethe cor i t ro l in th e up pos i t ion . The f lap s wi l l then r i s e a t a cor i-t r o l l e d r a t e t o t h e u p p o s i t io n o r t he y m a y b e s to p pe d a t a n i n -t e r l ned ia te pos i t ion by p lac ing the con t ro l in the down pos i t ionagain . The pos i t io n of the f laps i s indica ted hy a poi nter on thea ft s i d e of t h e n o s e w h e el w ell. T h e i n t e rm e d i a t e m a r k in t h ep o i n t e r r a n g e i s t h e f la p ta k e-of f s e t t in g .

Do not l e av e the f laps in the fu l l-down pos i t ionw h i l e t h e a i r c r a f t s p a r k e d . T r a p p e d o i l i n t h es y s t e m c a n b e e xp an de d b y s o l a r h e a t c a u s i n gd a m a g e T t h e s y s t e m .

V CUUM SYSTEMA n e n g i n e -d r i v e n v a cu u rn p u m p p o w e r s t h e g y ro s c o p i c in s e ru -m e n t s ( a r t i f i c i a l h o r i z o n d i r e c t io n a l g y ro ) , t h e M o o n e y Po s i t i v eC o n t r o l S y s t e m , a nd t h e a u t o m a ti c r e t r a c t a b l e s t ep . V a c uu mpump output s governed by a regu la to r . HI-LO i n d i c a t o r l i g h t so n t h e i n s t ru m e n t p a n e l w i ll s h o w w he n v ac u um s a bo v e o r belowl i m i t s . T e s t t h e w a r n i n g li g ht s b y p r e s s i n g f o r w a r d t h e l e n s

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housin g of ea ch l ight; i f operatnve, the l igh t wil l show redc%,Tod im th e s e l i g h t s d u r in g n i g h f l ig h t, t u r n t h e Eens h o u s in g s c lock -wise .When the eng ine is s t a r t e d and s u f f i ci en t v acuu m is produced , av acu u m s e r v o w i l l raise t h e c a b i n e n t r y s t e p t o t h e s to we d p o s i -tion. A sp r in g wi l l pu l l the s t ep down when t he eng ine is stoppeda d V C U U I ~ s r e l i ev ed .B R K E S

T h e M a rk 2 1 i s equipped with hydrau l ic d i sc b rak es on the m ain,u r e on theea r which a r e op erate d independent ly by toe p r es::rudder ped a ls . T he b ra ke s I-nay be s e t f o r park ing by de p r es s -ing the toe peda ls and pul l ing our the lock valve cont ro l whichis located on the pane to th e r igh t of the p i l o t ' s con tro l co lumn.Hydrau l ic f lu id fo r the b ra ke and f lap sys ter i ls i s s to re d in ar e s e r v o i r on th e t o p a ft s i d e of th e fi r ew a l l . Co p i lo t s b r a k es a r ea v a il a b le a s o p ti on al e q ~ ~ i p i n e n t .H E T I H G N D V E W P l L B l O H S Y S T E M ST h e Lo we r H eat and V e n t s t e i 1 - 1Ca bin hea t is obtained fro111 a 111uff which s u rr o i ~ ri d sh e en g in eexhaust ~i ian ifo ld . l -'ronl th i s muff , a f lex ib le duct t ra ns ni i t sheated air to a junction box on th e af t s i de of the f i rew ai l on thecopi lo t ' s s ide . Cool a i r is a ls o ducted to th is junct ion box ronlthe f lu sh a i r scoop on the r igh t s i de of the a i rp lane . Th e warn land cool a i r en te r i ng the junction box c an be individually con-tro l led to provide rhe conib inat ion re quire d for the de s i re d ten i-p e r a tu r e . F r o ln t h e j un ct io n box, a i r s ducted to th e p ilo t andco p i lo t' s f e e t , t h e w in ds h ie ld d e f r o s t e r , and th e r ea r p a s s en g e r s 9f ee t . B e s u r e t h e cab in h ea t co n t r o l i s " O ff " ( fu l l f o r w ar d )w hen o p e r a t in g in w a r m w ea th e r . E x c es s iv e h ot a i r d i r e c t e dth rough the de f ros t i ng duc t - work to a sun -hea ted windsh ie ldcould ca us e de fo r~ na t io n f the windsh ie ld.De f lecto rs a r e provided on th e p i lo t and copilo t ou t le t s whichcan b e u sed to d i r e c t t h e a i r f low in t h e d e s i r ed d i r ec t io n 01to p rov ide ind iv idua l vo lum e co n t ro l s . When the se def le c to r sa r e i n t h e n eu t r a l o r " o ff " p o si ti o n, t h e a i r flow i s f o r ced tothe windsh ield d ef r os te r s and to the a f t ou t le ts .

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con s is t s of a r e t ra c ta b le a i r scoopon to p of th e cabin se ct ion which sup plies four individually con-trol led ce i l ing out le ts . T h e scoop control knob, loca ted aboveth e pi lot , i s turned counter-c loc kwise to open extend) th e scoopto ob ta in ra m a i r . T o in in i in ize dr ag and prevent a i r buffet ingin the c a b in a t h ighe r a irspeeds, open th e overhead a ir scooponly enough to obta in suffic ient a i r supply to the out le ts . T h eout le ts ca n b e co ntrol led individually by turning th e inn er knobto ad jus t th e a i r vo lume , and ro ta t ing the de f lec tor to ob taina i r f low in the de s i re d d i rec t ion .Lef t Side Air ScoopT h e lef t s i d e a i r scoop. has one out le t which ha s a volui ile con-t ro l and ca n b e ad jus ted d i rec t iona l ly . Th is scoop a l so has twooutle ts behind th e upho ls tery panel which provide a so u rc e ofa i r fo r r a d io cooling .

outlets on th e lef t scoop fo r radio coolingtube s, t he r igh t s id e f lush a i r s c oop p r ov ide s a i r f o r t he r a d iovent g ri l l which i s i iiounted on th e f irew all , di re ct ly forw ard ofthe c e n te r r a d io pa ne l. Th i s g r i l l d i r e c t s a i r a f t t o i n su r e su f -f ic ien t a i r f low to prevent inu lt ip le r ad io ins ta lla t ions f romoverhea t ing . T h e tube supply ing th e g r i l l ha s a cont ro l va lvene ar the scoop to d ec re as e a i r f low in exr re ine ly cold wea the r .

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TH M RK 2

GEAR AND FLAP HAND ES

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P RT

FLIGHT PROCEDURES

G E N E R LT h i s s e c t i o n w i ll d e s c r i b e r e c o m m e n d e d f li gh t p r o c e d t ~ i - e s e c-e s s a r y f o r t h e p r o p e r o p e r a t i o n of y ou r h.la rlc 21 . The a i r c r a f tis no r i i~ a l l y lown fl-0177 th e l e f t se a t . H ow ev er l when equ ippedw i th o p t io n a l d u a l b r a k e s , a c o pi lo t o r i n s t r u c t o r h a s f u l l c o n-t r o l of t h e a i r c r a f t and a c c e s s t o a l l i n s r r u i ~ ~ e n t sn d c o n t r o l s .T h e c o pi lo t c a n o v e r r i d e t h e M oo ne y PC s y s t e m e a s i l y with ou td e p r e s s i n g t h e c ut -o ff v a l v e l o c a te d o n t h e l e f t c a n t r o l w h ee l.WEIGHT ND B L H C ET h e a i r c r a f t w e ig h t a nd c e n t e r of g r a v i t y l o c a t i o n c a n b e d e -e e r ~ i i i r i e d fro111 t h e i n f o r m a t i o n a nd e x a ~ i i p l e s s h o w n i n t h ew e ig h t a nd b a l a n c e d a t a p r ov id e d w it h t h e a i r p l a n e . R e f e r t ot h e l a t e s t F A A i ~ o r n i337 f o r t h e c o r r e c t e d w e ig h t d a t a if t h ea i r p l a n e h a s b ee r] a l t e r e d s i n c e l e a v i ng t h e f a c t o r y .T h e maximu113 a l lo wa ble take-off weigh t of th e M a r k 21 , in-c l u d i n g f u e l , o i l . b a g g a g e , a n d p a s s e n g e r s i s 2575 pounds. Ift h e r e is d o u b t c o n c e r n i n g t h e w ei gh t o r C . G . l oca t ion o f a p ro -p o s e d l o a d i n g , t h a t l o a di n g s h o u ld b e c h e c k e d p e r t h e w e i g h ta nd b a l a n c e d a t a . F o r e x a m p l e . a l o a d i n g c o n s i s t i n g of f u l l f u e l ,12 p o r ~ n d s b a g g a g e m a x i m u m a l lo w a bl e ), p il ot . a nd t w o r e a rp a s s e n g e r s c ou ld r e s u l t i n a C G o c a ti o n e x c e e d i n g t h e r e a r -w a r d l i m i t , h lo vi ng a r e a r p a s s e n g e r t o t h e r i g h t f r o n t s e a tworlld e l i l i l ina te th is condi t ion .T h e h a t r a c k a r e a a f t of t h e m a i n b a gg a ge c o i n p a r t l n e n t i s in -t e n de d f o r l i g h t o b j e c t s .

W R N I N GTh e ha t rack ar ea is limited to ten pounds weightfor balance purposes.

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P R E F L I G H T O N SPEC PI O MT h e fo l lowing pre - f l igh t inspec t ion i s r ecomi ilended:1 Chec k a l l swi tches off.2 Reinove t i edow ns o r w hee l b locks , check t i r e s and p r opc l e a r of r ock s , ho l e s , e t c .3 Check w ings and con t r o l s u r f a ce s c l e a r of i c e , s now , o rf r o s t .4 C h e c k t h e p r o p e l l e r b l a d es f o r n i c k s o r c r a c k s .5 C h e c k t h e o i l l e v e l to s i x q u a r t s o r a b ov e.6. Inspec t the cowl ing for loos e a t tachmen ts .7 I n s pec t t he t i r e s f o r p r op e r i n fl a ti on .8. I n sp e c t t h e a i r f i l t e r s f o r c l e a n l i n e s s .9 Ch eck th e l ef t tank f o r f ue l l eve l and d r a in s um p .10. Chec k the le f t a i le ro n for f r eedoi l l of t r av e l .11 . Inspec t the le f t f l ap .12 . Inspec t the e lev a to r and rud de r fo r f r eedoin of t r av e l .( R u d d e r t r a v e l w i ll b e l i m it e d b y n o s e g e a r s t e e r i n g i ~ i e c h -a n i s m .13 Insp ect th e r i ght Flap.14 Ins pe ct the r ig ht ai le ro n for freed0111 of trav el.15 Chec k the r igh t fue l t ank for fue l l ev e l and dr a in sum p.16. Ch eck l ights if fl ight is a t . n ight .E N T E R I N G THE IRPL NEAfte r en t e r in g t'he cab in , c l o se th e door by pull ing on the pu l ls t r a p and r o t a t ing the hand le f o r w a r d to t he l at ched pos it ion .DO NOT SLAM TH DOOR. Check tha t the gear r e t r ac t ion handle(or e l ec t r ic ge ar swi tch) i s in the ge ar down and locked pos i tion .D r a in t he f ue l s e l ec to r va lve on the f l oo r boa r d and tu r n t hes e l e c t o r t o t h e p r o p e r ta nk . B e s u r e t h e d r a i n r e t u r n s t o O F Fpos i t ion and tha t the pu l l r in g is pr op e r ly posi ti oned in t h e cav i typrovid ed . If th e f l igh t i s a t n igh t , check to a s su re a f lash l igh t i son board .ST RTING THE ENGlNET h e f oll ow in g s t a r t i n g p r o c e d u r e s a r e r e c om m e n d ed ; h o w e v e r ,t h e s t a r t i n g c h a r a c t e r i s t i c s of e a c h e n g i n e m a y v a r y s l ig h t l y

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which could n ec es si t ate so in e variat ion froil l th es e reconxmenda-t ions.1 Gas se le ct or on ful lest tank.2. A l l radio swi tches and elect r ical swi tches off .3. B ra k es on.4 . Carbure tor hea t cont ro l OFF) osi t ion.5 Cowl flaps open.6 . M ixture co nt rol ful l forward ( r ich) .7 Pr op el le r cont rol ful l forward (high rpin).8 M as te r swi tch on (green gear indicator l ight , Low Vacu-um warning l ight, and th e el ec tr ic tu rn and bank indicator

should com e on).9 T u rn boost pump on and note fuel p r e s s u re indication.10. Pui11p t h e th ro ttl e twic e to p ri m e the engine.11 Set th e thro t t l e approxiina te ly 1/4 open.12. T ur n ignition switch to Start and p r e s s in.13 When engine f i r es , hold s t ar t swi tch on for another second.then a l low the sp r ing loaded swi tch to re tu rn to Both ,

OLD W E T H E R ND M N U L S T R T l N GIn ex t r e i ~ l e l ycold we ather , i t nlay be ne ce ss ar y to provide ad-di tiona l fue l p r iming to the engine by puinping the Qr ot t l e th re eo r four t i ii les . I t may be ne ces sar y to preheat : the engine andengine o il pr i or to s t a r t ing .NOTE: If oi l p re s s u re i s not indicated on eng ine gage within30 seconds, s top engine i~ni l l edia te ly and de te rm inecause .In th e event that i t becoines ne ces sar y to s ta r t the engine wi tha low bar tery and no externa l ba t tery so u rc e i s avai lable , usethe fol lowing procedure s:1. A s the engine i s propped, hold the i~ia gn eto wi tch in th esta r t posit ion to opera te the s t ar re r vibrato r and furnisha re ta rde d s pa rk to the engine.

W R N I N G

When 'hand propping th e engine, do not pus h fo r-ward the magneto swi tch- th i s wi ll engage the s t a r t e r .2 When the engine s t a r t s , r e l e ase the swi tch to the Bothposi t ion.

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T X I ING ND GROUND OPER WIONTh e nose ge ar of the M ark 2 1 i s linked d i rec t ly to the ru dderpedals to provide s tee r ing . T h e brak es inay be applied indepen-dent ly t o a s s i s t s t ee r in g fo r s ha rp e r t u rns .Caut ion should b e used when operat ing on rough ter ra in . It i srecommended that in inimui?~ ower be used for s tar t in g to taxion sod or g rave l f i e lds . T oo much power wi l l cause the pro pel lerto suc k up s tone s and thus nick the blades. Ex ces sive speedov er rough ground sh ould b e avoided to pre clu de pitch down ofthe nose .The Lycoii?ing 0-360- A 1D i s an a i r p r es su re coo led engine t ha tdepends on the forw ard speed of the ai rp lane to i iiaintain pr op ercooling. It i s recom men ded that the following precaut ions b eobserved fo r p ro pe r engine cooling :1 When s topped, head th e a i rp la ne into the wind.2. Op era te rhe en gine on t he ground only with th e pro pel le rin high rpli l se t t ing (c on tro l forward).3. Keep l l lixrure Fu ll Ri ch (con trol forward).4 Do not o ve rhe at e ng ine by prolonged ground running. Moni-to r t he cy linder head t e~ np er a t u r e auge.% R ET A K E - O F F C H E C KWhen operat ing on gravel f ields , i t is reco in il~ended hat therun-up be made while tax iing to avoid nicking the pr op ell er.War111 up th e e ng ine a t 1000 to 1200 rpm. Avoid pro long ed idl inga t low engine speeds a s t h i s p rac t i ce niay res ul t in fouled sp ar kplugs . Th e engine is w ar m enough for take-off when i t ca n de-velop full rpln and th e t hr ot t le ca n be opened without bac kfiringo r skipping of th e eng ine o r t he th rot t le can be opened withouta reduction in o i l p r es su re .Check th e following i te m s b efo re take-off:1 Check fl ight co ntr ols f or tra ve l and slno othn ess of operation.2. Check fuel quanti ty indica tor, se lec tor valve, and fuelp r e s s u r e .3 Check ins t ruments .a . Set al t im ete r to f ield elevat ion.

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b. C heck o i l p r e s su re and t em pe ra tu r e .c . Check am m ete r or e le c t r i ca l load m ete r for ind icat ion ,d. Check cyl inder head tem per atu re .e Set clock.f. C heck inan ifo ld p r e s su re gauge and r a ~ h o i i l e t e ~or read-ings prop or t ional to engine power .g. Ch eck r a t e of cliiiib. a irs pe ed , and tu rn and bank indi-ca to r f o r z e ro r ead ings .h. Check ar t i f ic ia l hor izon and dire ct io nal gy ros for pro-per or ienta t ion.i. Test gear indicator l ights and vacuuin warning l ights .4. Set t r im to take-off se t t ing (se e indicator) .5 Check cowl flaps open.6. Set wing f laps to take-off sett in g (s ee ind icato r) .7, T u rn on boost pump.8. Ch eck niagnetos at 1700 RPM f o r ~11100thoperation and~i la xi m um rop of 125 RPM.NOTE: If one iilagneto run s rough, tu rn th e sw itch back tothe both posi t ion and r edu ce th e power to 800RPM. Allow the engine to run for a min ute andthen s lowly in cre as e t he power to 2200 RPM andrecheck th e i~ lagn e tos .This opera t ion wil l usual lybu rn out th e c arbo n d epo sits and allow th e inag-netos to check proper ly.

9 E xe rc is e th e prop e l le r a t 1800-2000 RPM by pull ing th epro pel l er control to th e ful l-out posi t ion. After the rach-oiilecer ha s shown a drop-off of 100 RP M , pus h th e pro pe llercon trol to th e full- in position.10. Check m ix tu re r ic h (full forward).11. Ch eck lig hts if flight i s ar night.12. Check a l l se a t bel ts .13. C lo se doo r and pilot window and latc h shut.

14 C le ar f loor for re t rac t io n handle c lea ranc e .

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T A K E O F F ND CLIMBWhen applying pow er fo r take-off, move the th ro t t le to th e fu l lopen posit ion slowly t o avoid picking up loo se sto ne s, etc . , withthe p rope l le r . Apply back p r es su re to the con t ro l wheel a t abou t65-75 lnph a i rsp ee d . When the M ark 21 b re ak s g round , i t wi l ltend to 'Y oc k9 ' in to a nose-high at t itude. T o com pen sate fo rth i s t end ency , r e l ax so m e of t h e e l ev a to r back p re s s u re a s t h enose-wheel l eaves the g round . F o r bes t res u l t s and a smo othertake-off, do not al low th e nose of the M ark 2 1 to l i f t above thehorizon dur ing take-off . After so m e pra ct ice , you will find thatyou ca n m ak e your s lnoothes t take-offs by applying elev atorback p r es su re a s f ly ing speed i s approached and then s lowlyred u cing t h e b ack p r es su re a s you fee l t h e n ose wh ee l lififngfr om th e g round , Th is wi ll a llow the a i rc ra f t to f ly s lnoo th lyfrom the runway without any abrupt change in p i tch at t i tude,

s soo n a s t h e M ark 21 is airborne and under good control , per-fo r m th e fol lowing p rocedure s :1. Apply br ak es to sto p wheel rotat ion.2. R e t r a c t t h e g e a r .3 Red uce th e pr op el l er rpnl to 2550-2600.4. Ret ra c t th e f l aps .5 . Esta bl ish cl imb-out a t t itude.6 . T ur n e l ec t r ic fue l pump to the o ff pos it ion .(Note fue l p r e s s u r e ind ica tion to veri fy tha t the eng ined r iv en fu e l p u n ~ p ill p ro vid e fue l p re s su re . )An e nr ou te c l i n ~ b pe ed of 115-120 nlph PAS i s reconlmendedfor im prov ed cooling and good visibil ity. Th e speed f o r maximuillrate of cl inlb is approx imate ly 105 IAS. Th e speed fo r m ax in ~u mangle of c l imb (ob s ta c le c learance) is about 80 nlph IAS. Recom-mended pow er set t in g for c l imbing is 2500 r pn l and 25 in ch esmani fo ld p ressure .P O W E R C H N G E ST he fol lowing sequence i s reco i l~n lend-d fo r increa s ing o r de-c rea s in g p o wer s e t t i n g s .

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T o I n c r e a s e P o w e rF i r s t , i n c r e a s e e n g in e s pe ed ( r p l l ~ )by nieans of th e pr op el le rcon t ro l .Seco nd , i n c r eas e n ~ an i fo ld p r e s su re by mean s of t h e t h ro t t l e .T o D e c r e a s e P o w e rF i r s t , r ed u ce man ifold p re s s u re b y me an s of t h e t h ro t t l e .Second , de cr ea se eng ine speed ( rpm ) by t i leans of the p rop el le rcon t ro l .

RUISE PRO EDURESWhen the de s i red a l t i tude i s reached , us e the fol lowing p r o-c e d u r e s .1 . C l o s e c o w l f l a p s .2. Tril l1 nose to le ve l flight .3. Reduce ~ i ian i fo rdp r e s s u r e and 1-pi11 to de sir ed sett in g. S e ep e r fo rm an ce c h a r t s i n Sect io n IV.4 Se t t h e mix tu re co n t ro l fo r t h e fu e l j a i r r a t i o d es i r ed . If t h eopt ional exhaust gas te i i iperature indicator is ins ta l l ed , the

ii l ixture is deterl i i ined a s fo l lows : For bes t econonly , l eant h e m i x t u r e by pull ing th e contro l out unti l th e indicato rshows a peak (max.i~iiu im) ten lpe rat ure and s ta r ts to de-cr ea se . Continue lean ing un t il th e t en ipe ra tu re d rops 25 Fni in im un ~ one niark on th e gauge) fro111 h e peak.T o obtain a bes t power (maximu111 ai rspee d) se t t ing , lea nt o p e a k t e i n p e r a t u r e a n d t h e n e n r i c h ~ ~ l i x t u r epush controlforward) unt i l the indicator shows a 100 F r o p (f ou r m a r k son th e gauge) f ro il l the peak te ~ i l pe ra tu r e .D o n ot l ea n t he ~ i ~ i x t u r et power set t ings above 75 r a t edpower.O p e ra tio n of t h e ~ i ~ i x t u r eontr ol should b e slow enough toaccount for t he s l ight la g in th e EGT ins t ru l i ient .

In se lec t ing a cru ise rp in , the engine mu st not b eoperated for c r u i se purposes within the range of2000 to 2250 rpm.

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lNDICATED I R S P E E DT h e su p e r i o r a e r o d y n a m i c e f fi c ie n c y of y o u r a i r p l a n e l il an i fe s tsi ts e lf i n t h e n o r m a l i n d ic at ed c r u i s e sp e e d s . Y o u r a i r sp e e d in -d i c a t o r is m a r k e d w ith a g r e e n a r c t o 1 50 n lp h a nd a ye ll ow a r cs ta rt in g a t 150 111ph and ending at 189 n ~ p h .Wh e n c r u i s i n g a ta l t i t udes be low approx in la t e ly 8 ,000 fee t , i t i s po ss ib le to c r u i s ea t ind ica ted a i rs pe ed s above 150 n lph and in th e ye l low caut ion-a r y a r c . T h e yel low a r c ind ica te s speed s a t wh ich the p i lo t 111uste x e r c i s e c a u ti o n w hen e n c o u nt e ri n g r ou g h a i r 01 s e v e r e g u s t s .Ro u gh a i r i s c o r ~ s i d e r e d o b e a c on d it io n u n c o m f o r t a b l e t o p il ota nd p a s se n g e r s . T h e r e f o r e , u n d e r t h e se c o n d i ti o n s, d o not o p e r a t ea t a i r s p e e d s w it hi n t h e ye llo w a r c .

F U E L M N G E M E N T

T h e f o ll o w in g m eth od i s u s e f ~ l l o r ~ n o n i t o r i n g e nl ai ni rl g f u el .Af t e r rake-off wi th both ta ri li s fu l l l us e one tank only r ~ r ~ t i lnehour of fue l i s 'de.pl_eted f r o ~ k t . T he n s wi tc h to the second tankand re .cord t he t ime of swi tch-over on the e lap sed t i m e indica toron th e pane l c lock . Us e a ll . th e fue l in th e seco nd tank . Th en,th e t in i e of fue l remain ing in the f i rs t tank is t h e t i m e it tookt o d e p l e t e t h e s ec on d t a nk , l e s s o n e h o u r . H o w e v e r , t h i s wi l l b eco r r ec t on ly if t he c ru i s e a l t it ude and power se t t i ng rem a in un-changed. If a t ank runs d r y and th e e.ngine lo se s pow er , r e t a rdthe th ro r t l e be fo re re s ra r t ing . Re s ta r t ing with advanced th ro t t l el-nay cau se eng ine ove r - s peed ing and can l ead to ~ i l e cha n ic a lma1funt:tion.

LET DOWN PROCEDURESIt is r e c o r n ~ l ~ e n d e dha t power l e t-downs be n lade in o r de r tokeep th e e t igine fr om cooling too rapidly . I3y reducit lg the man-ifo ld p r e s s u r e t o s o m e f i g ur e b elo w c r u i s e s e tt i ng and t h e r ~ e -t a in i n g c r u i s e sp e e d , a l e t- do w n c a n h e m a d e l % ~ i t h o u tx c e s s i v ecoo ling of the engine. Do not open the cow l flap s f u r et-down.

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C a rb u r e t o r h e a t s h o ul d b e a p p li ed w he n p o w e r isr e d u c e d fo r d e s c e n t o r l an di ng . Fu l l c a r b u r e t o rhea t shou ld be used ra the r than pa r t i a l (which mayr a i s e t h e c a r b u r e t o r a i r t e i n p e r a tu r e t o i c in g l ev e l)u n l es s a c a r b u r e t o r a i r t e m p e r a t u r e in d i ca t o r sused,L NDING P R O E D U R E SU se the fo llowing che ck l i s t b e fo r e l anding :1. Fu e l s e l e c t o r on fu l l e r t a nk .2. Boost purilp on.3. M i x t u re fu l l r i c h ( c o n t ro l f o rw a rd ) .4 , C a rb u re t o r h e a t .5 Landing gear down ( lower a t 120 i i ~ p h r l e s s j .

NOTE: W arning hor n wi l l sound if ge a r is not down andlocked and th ro t t l e i s re ta rded . Check fo r g ree r idown and locked light. I f g r e e n light i s no t work-ing, ic can h e s c r ew ed out and rep laced in f l igh twith th e red Gear UP lighr to ver i fy the lockedpos i t ion .6 Pr op e l l e r h igh rp ii i ( con t ro l fo rward).7. Sea t be l t s fa s tened .It i s r e co m n l en d e d t h a t t h e b a s e leg he flown at 90 mph. Upont u rn i n g f i n a l , o r s o o n e r if nec es sa r y , ex tend the des i re d a i llountof f l aps . F lap sp eed i s 100 mph. s t h e f la p s a r e e x te n de d, t h ea i rc ra f t wi l l becom e nose heavy. R ol l th e tri111 back s o tha t th ea i r c ra f t w i ll g l ide hands -of f a t approx ima te ly 80 mph . Th e ad-dit i on of a s l ig ht a il?ount of pow er wil l f la t ten out th e gl id e con-s i d e rab l y . T h e s t a l l w a rn i n g h o rn w il l b lo w if a i r s p e e d i s r e -du ced to within to 10 111ph of s tal lin g sp ee d.

Beg in your f l a re -ou t fo r l and ing c los e r to the g round than youord ina r i ly would . Th i s i s done fo r two reasons :1. T h e h I a r k 2 1 s i t s low er to the ground than t21ost a i rc ra f t .

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2 T h e M a r k 2 1 requ i res very l i t t l e a l t i tude TO mak e a t r an s i -ti o n fro111 a gl id e to a landing attitude. A slight addition ofback p re ss ur e is suff ic ient to s top the ra te of descent .It is r e c o i ~ ~ l ~ i e n d e dhat fu l l f laps b e used on a l l landi~zgs , e-ca us e of the added visibil i ty ove r th e nose that i t affords. How-ev er , th e us e of fu ll f laps tends to make an a i r cr af t nose-heavy,and it is the re fo re necessa ry to ro l l the t r i m well back to m akea good landing.

In a nor inal f inal landing approach, th e a i r cr af t should bet r im m ed fo r h an ds -o ff light t o th e point of Flare-out.

Under no c i rcum stances should the a i rc ra f t be a l -lowed to touch'down in a nose-low att i tude o r at toohigh an airspe ed. Ei the r of th es e condit ions wil la l low the nose wheel to contact the runway f i rs t andin ay cau s e t h e a i r c ra f t to p o rp o i s e and t h e g ea r t ofa i l due to overload .

good landing ha s been inade when the ma in g ea r gent ly touchesdown bef ore the nose wheel i s a llowed to m ake contact with therunway. This is the convent ional and sa fe s t landing pro ced urefo r t r i cy c le -g ea r a i r c ra f t .

STOPPING TH N G I NStop th e en gine in the following m ann er:1 Id le th e engine a t 1000 to 1200 R P h f .2. Pu l l the n l ix ture contro l to the id le cutoff posi tion .3 A s the engine s tops f i r ing , re ta rd the thro t t le a l l the wayout to e l im ina te engine vibration.4 When the prop eller s to ps , tur n the magn eto and i l lastersw itche s to the off pos i tion .

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P RT l l

SERVICE ND M INTEN NCE

G E N E R L

T h i s s e c t i on w ill p r e s e n t s e rv i c e and i i~ a in t e na nc e n fo rma t iontha t is of a ge n e ra l o r r ou t i ne na tu re on ly . F o r m o re de t a i le din forn ia t ion conce rn ing r il ain tenance tha t i s ino re ex tens ive ,s the app rop r ia te b fooney Se r v ice and Ma in tenance Manua l.In t he hack of th e Se rv ice and Maintenanc e Manual is a s e r i e sof inspec t ion guid es cover in g recor i~m ended twenty- f ive , fiftyand one-hundred hour inspect ions . t i s recor i l~ i lended tha t youha ve t he s e i n s pe c t i ons a nd o the r n ~ a in t e na n c e e r fo r i il e d a t t hen e a r e s t M o on ey S e r v i c e C e n t e r w h e r e f a c to r y t r a i n e d i n e ch a n i csa r e a va il a bl e .If i t b e c o m e s r l e c e s s a r y t o c o n s ~ ~ l the h looney fac to ry conce rn-i ng a s pe c i f i c p rob l e m. c on t a ct C us e ome r S e rv i c e M a na ge r ,h looney Ai rc ra f t , Inc . , Ker rv i l l e . Texas .

GROUND W NDLiNGA s l l i a l l hand tow ba r i s p rov ided with the a i rc ra f t which f i t si n to t he nos e ge a r l ow e r s t ru c tu re t o f a c i li t a te n l a ne uve r ing t hea i rp lan e by hand. Towing th e a i rp lan e wi th ano the r veh ic le isnot reco~nr l l endeda s d a m a g e t o t h e g e a r s t r u c t u r e coy ld r e s u l tif t h e s t e e r i n g l i i i ~ i t sw e r e e x c e e d e d . R e ~ i ~ o v a b l eiedown r ing$a r e p rov ide d fo r t he w ing w hich s c r e w in to a n a t t a c hme n t l xa rke dHois t Po int ou tboa rd of eac h ma in ge a r . T he bea r ing po in t sp rov ide d fo r j a ck ing o r ho i s ti ng t he a i rp l a ne a l s o s c r e w intothe s e a t t a chme n t s . T he t a i l tie down r i ng is l o c a t e d un de r t het a i l s k id .

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P R O P L L RBe fore each f light the pro pel l er b lades should be checked fo rany niclts , cra ck s, o r s i gn s of other dam age. Nicks ca us e highs t r e s s concen t ra t ions in the b lades which could s ta r t a c rack .Have a mechanic remove any n icks a s soon a s poss ib le . It i snot unusual for the p ro pe lle r blad e to hav e a ce rta in amount ofend-play . Th is i s a res ul t of m anufacturing to lerance in th eparrs . Si ~l a l l i f ferences a t the b lade root a r e magnif ied inanyt i ine s a t the t ip . T h is end-play ha s no adve rse effect on the pe r-fo rm ance o r opera t ion of the p rope l le r , As soon as the p rope l le rbegins to r otate , th e cen trifug al fo rc e of the blades s e a ts then?posit ively and rigidly against the bearing.Soiiletiiiles it i ilay be noted that th e taclhometer ne edle w av ersin s traight and level fl ight . If i t s excess ive , i t may be fur therchecked to deteriliine if th e problei?? l ies in the pro pel l er gov -e rn o r systenn or in the tach om eter by doing the following:

1 Move the pr op ell er con trol to the high RPM posit ion.T h e RPM hould i nc re as e to 2700.2. Reduce the manifo ld pressure unt i l the RPM is below

2700 A t th i s t ime , the p rope l le r will be in Fixed pitch,If the tac ho m ete r nee dle co ntinue s to wa ver, the grob1el1-1 li e sin the tachom eter and ca ble systel il i tself . f the t achometerneedle s tabil iz es, then th e problen? l ie s in the governor andp r o pe l le r s y st e m . T o e l i n ~ i n a t ehis condit ion, have your inechanicpurge , o r c lean the p rope l le r sys tem .If sur gin g of the pro pe ller oc cu rs dur ing takeoff o r cliinb our,i t r liay be caused by a ir in th e sy stem o r foreign i l lafter in thegovernor passages .

Use 91/98 or 100/130 oc tan e aviatio n fuel only. T h e wing suinp sa r e drained with the p las t ic cup by inser t ing the cen ter prongin to the drain hole to re le as e the valve.Overflow vents a r e incorporated in each fuel tank to al low fo roverflow of the tank and ventilation as fuel is depleted.

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T h e a i r f i l t e r should b e removed and c leaned eve ry 25 hou rso r in o re of ten i f unusua l ly dus ty condi tions a r e encountered .R ef e r to Lycoix ing Se rv ic e Ins t ruc t ion No. 2 24B fo r e ng i neoi l t y p e r e co rnme nda ti ons and r e p l a c e m e n t i n t e rva l s . O i l c a -p a c i t y is e igh t quar t s - s ix in in i~n uin or f ligh t .

B T T E R YT h e ba t t e ry s hou ld be che cke d e ve ry 25 hours of f l igh t o r every3 day s whichever co ii -~es i r s t ) fo r p ro per f lu id leve l . T he ba t -t e ry of t h e M a rk 2 1 i s loca ted on the forw ard le f t s id e of thef i r e w a l l a nd is e a s i l y a c c e s s i b l e t h rough t he a c c e s s pa ne l onthe lef t eng ine cowling.

C R E Q F H T E R l O R

N or m al c l ean ing methods may be used for rou t ine c lean ing oft h e M a r k 2 1 i n t e r i o r . T h e * a b r i c o n t h e s e a t s an d s i d e p a n e lsm a y b e c l e a ne d w ith a ny s p r a y - o n t y p e d r y c l e a n e r . T h e R oy-a l i t e p l a s t i c u se d on t he s i d e pa ne l s and he a d l i n e r ma y be c l e a nedwith a dam p c lo th o r soa p and wate r . Do not u se a lcohol onRo ya l i t e p l a s t i c .

C R E O F E X T E R I O RT h e a c r y l i c e n a ~ n e l a in t u se d on t h e h l a r k 21 d o e s not r e q u i r ewaxing. How ever . if you d e s i re to wax the e x te r i o r , a per io d of9 day s s in ce the a i rp lane was pa in ted should h e a llowed beforewaxing to i ns u re pr op er cur in g of th e paint . When washing theh l a r k 21 , do no t u se de te rg ent s . Do not u se a conib inat ion c leane rand wax on the exter ior .

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T h e P lex ig la s windows o f the Mark 2 1 shou ld b e kept c lea n andwaxed. Rei iiove d i r t o r mud wi th y our hand whi le f lush ing wi thwa te r . Do not rub th e windows with a c lo th o r chamo is whi lec lean ing . Af te r c leaning , r i ns e and d ry with a m oi s t cham ois .R e m o v e o i l o r g r e a s e w it h a c l o th so a k ed i n k e ro s e n e . D o n otu s e s o l v e n ts o t h e r t h a n k e r o s e n e on P l e x i g l as . A f t e r c l e a n i n g ,pol ish ing wax ivay b e appl ied and rubbed l ight ly wi th a so f t d r yc loth . Do not u s e a pow er buffer a s the hea t genera ted by i t imaysof ten the s u rf ac e of t he windows.

L NDING G E RT h e land ing ge a r re t ra c t i on sys te i il shou ld be r igged on ly by amech an ic fa iT i il ia r with the g e a r r igg ing p ro cedu res of th e h l a r k21. T h e l an d in g g e a r s h o ul d b e k e pt f r e e of nlud o r i c e t o p r e -ven t in te r fe re nce when re t ra c te d . If you no t ice an unusua l fo rc ew h e n o p e ra t i n g t h e i i l a n u a l r e t r a c t i o n s y s t e m , r e t u rn t h e l e v e rto th e down and locked po s i t ion and hav e the g e ar checked af te rl and ing . T h e gea r warn ing hor n n iay be checked in f l igh t byre r a rd in g t h e t h ro t t l e w ith t h e g e a r u p. T h e h o rn s h o ul d s ou nda t about ten inc 'hes Hg i iianifold pr es su re .T h e t i r e p r e s s u re ( n o s e an d m a i n) s ho uld b e ii ia in t ai n ed a t 3 PSI.

V CUUM O P E R T E D S T E PT he ope ra t ion o f the s t ep inay b e checked eas i ly on the g roundby s ta r t i ng the eng ine and i ll ain ta in ing su f f i c ien t eng ine spee dto tu r n off the Low Vacuum l igh t whi le an ob se rv e r chec kst h e s t e p r e tr a c- ti o n. T h e s t e p s ho u ld r e t r a c t s l o w ly and s m o o t h l yi n to t h e fu s e l a g e . If t h e r e i s e v i d e n c e of bi nd in g a s t h e s t e p r e -t r a c t s , t h e s u p p o r t b l o c k s s h o ul d b e e xa nl in ed fo r a l i g n i i ~ e n t .Lubrica te only wi th a s i l icon- type lubr icant . T h e s e s u b s ta n c e sw i l l n o t t e n d t o g u i n t h e s l i d e a c ti o n o r c o l l e ct d u s t o n t h e s t e ps h a f t a s d o p e tr o le u m - b a se d l u b r i c a n t s .

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R E Q U I R E D TT h e fo llowing i te i~ ls 111ust be ca r r ie d with the a i r c r a f t a t a l lt i m e s :1 A ir c r a f t A i r w o r th in e s s Cey t i f i c a r e d i sp l ayed )2. A i r c r a f t Re g i s t r a t i o n Ce r t i f i c a t e d i sp l ayed )3 O w r le rs M an ua l o r s h ee t co n ta inin g a i r c r a f t o p e r a t in g l im i t a -t ions)4 Weight and Ba lan ce Data inc lud ing equ ipm en t l i s t )SERVsCE LETEERS ND BULLETINSS e r v i c e l e t t e r s and b u l l e t in s a r e av a i l ab le o n ly o n s u b s c r ip t io nfro111 Mooney Distributors. I t i s r e co n lm en d ed th a t a l l o w n e r sm a in t a in co n tac t w ith au th o ri zed s e r v i ce o p e r a to r s l i s t ed i nth e Mooney Serv ice Di re c to ry to be a ss u r ed of f a c to ry r ecoi l? -i ~ i e n d ed e r v i c e .

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PARWVP E R F O R M N C E D T

F lG l l RT A R E O F F A N D C L I M B D A T A

T A K E O F F C O N F IG U R A T IO N* Gear down, fu l l r ic h mix tu re , 15 t ake o f f pos i t ion ) f laps

Wind c a l m hard sur face runway

C L I M B C O N F IG U R A T IO NGear Up Bes t Power M ix tu re Cow l F laps Open- F lap s Up

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PIP

R T E O F CLIMB FEET PER MINUTE INDIC TEDIRSPEED

MILES PER HOUR

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CRUISE & R N G E DATAWEIGHT ~22 BS.: BEST POWER MIXTURE52 GAL. USABLE FUEL; NO RESERVE OR RANGE CALC ULATION SSTANDARD ATMOSPHERE

A L T I T U D E 25.00' MS

M P. B.HoP. TFK ENDUR.II.I.HG. B.H.P. H O U R H O U R S P E E D HR:MIN.

X NGEStatu teM I L E S7

* MAXIMUM RANGEACCURACY O F DATA IS k 3EACH 100 LBS CHANGE IN AI RP LA NE WEIGHT

WILL AFF EC T TAS B Y 1 2 MPH.

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CRUISE R N G E D TWEIGHT =2280 1-BS.: BEST POWER MIXTURE52 GA L. USABLE FUE L; NO RESERVE FOR RANGE CALCU LATIONSSTANDARD ATMOSPHERE

LT I TUDE 5 Q9MSL

* MAXIMUM RANG EACCURACY O DATA IS 3E A C H I00 LBS CHANGE IN A I RP LA NE WEIGHT

W I L L A F F E C T T AS B Y 1 2 MPH

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CRUISE R NGE D TWE lGH T=2 200 LBS.: BEST POWER MIX TURE52 GAL. USABLE FUE L; NO RESERVE FOR RANGE CALCULATIONSSPANB ARB ATMOSPHERE

MAXIMUM RANGEACCURACY OF DA TA IS 3E A C H 100 LBS CHANGE IN AI RP LA NE WEIGHT

W I LL A FF E C T TA S BY 1 2 MPH

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R U l S E R A N G E DATAWEIGHS -2200 LBS.: BEST POWER MIXT UR E52 GAL. USABLE FUEL; NO RESERVE FOR RANGE CALCULATIONSSTAN DAR D ATMOSPHERE

ALT ITUDE 1 0 , 0 Q O S L

M P. LBS. T R U E EN D U R . StatuteoPoM* IN.HG. B 9 H - P - .H.P. H O U R OUR S i F D HR:MIN

* MAXIMUM RANGEA CC U RA CY O F D A T A IS 1 3?E A C H 100 L B S . C H A N G E I N A I R P L A N E W EI GH T

W I L L A F F E C T T A S B Y 1 2 MPH

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CRUISE R N G E D TWEIGHT =2200 LBS.: BEST POWER MIXTU RE52 GAL. USABLE FUEL; NO RESERVE FOR RANGE CALCULATIONSSTANDARD ATMOSPHERE

LT ITUDE '15,000' MS

caLH O U R

* MAXIMUM RA NE EACCURACY OF DATA IS 3E A C H 100 LBS CHANGE IN A I RP LA NE WEIGHT

W I L L A F F E C T T AS B Y 1,2 MPH.

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F IGUR 4STALL SPEED V S BANK ANGLEGROSS WEIGHT 2575 LBS.; I.A.S. MPH; POWER O F F

F IGUR

SPEED FOR MAXIMUM (MAX. RANGE GLID E)

T h e s p e e d a t w h i c h t h e MZOC i s m o s t e f f i c i e n t ( i . e. t h e R a t i o o f L i f tt o D r a g i s a t a M a xi m um ) i s 1 05 MPH I N D I C A T E D A I R S P E E D , G ea rUp F l a p s U p F l y i n g a t t h i s a i rs p e e d w i l l g i v e m ax im um r a n ge orm i n i m u m g l i d e a n gl e, u n de r z e r o w i n d c o n d i t i o n s ,

5 1 15 2 25GROUND DISTANCE STATUTE MILES

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L A M B I N G D A T A

L A N D I N G C O N F I G U R A T I O N :

A P P R O A C H I A S 1 MPH

A I R D I S T A N C E R OU ND R O L L

T O V A L D I S T A N C E

L A N D I N G D I S T A N C E SS T A N D A R D A T M O S P H E R E N A RD S U R F A C E RU N WA Y .W I N D CA LM . B R A K E S A P P L I E D D U R I N G R O L L O U T .

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M R K 21 M20C) -OPERATING LIMITATIONS(T he se l i in i ta r ions a r e in addi tion t o t he weight and ba la ncedata and all i n fo rma tion o n p l a ca r d s and mark in g s i n t h e a i r -c raf t . )

AIRSPEED LIMITATIONSThe fol lowing are the cer t i f icated cal ibrated ai r speeds for yourMooney Mark 21.

Maximum (Glide or dive-smo oth air) 189 MPH (Red Li ne )Caut ion Range (Level f l ight orclimb-smooth air) 150-189 MPH (Yellow Arc)Normal Range (Level f l ightor climb) 70-150 MPN (Green Arc)Maximum Mane uvering Spe ed 13 2 MPNMaximum Gear Opera ting Speed 120 MPHMaximum Gea r Ext end ed Speed 120 MPHF la p Operat ing Range 63-100 MPH (White Arc)The maximum sp eed a t which you ca n us e abrupt fu l l controltravel without danger of exceeding the design load factor.

ENGINE OPERATING L,IMITATIONSPower and Speed 180 P at 2700 WPM

ENGINE INSTRUMENT MARKINGSOi l Tempera tu reRadial Red Line (Maximum)

Green Arc (Operating Radge)Oi l P res su reRadial Red Line (MinimumIdling)R ad ia l Red Lin e (Maximum)Green Arc (Operating Range)Yellow Arc (Idling Range)Yellow Arc (StartingWarm-Up Range)Cyl inder Head TemperatureRadial Red Line (Maximum)Green Arc (Operating Range)

245 Degrees F100-225 Degree s F

5 PSI100 PSI60-90 PSI25-60 PSI90-100 PSI500 Degrees F350-450 Degrees F

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Tach o mete rR ad ia l R ed L in e R a ted)G ree n Arc-Narrow Ra tedOperat ing Range)G ree n Arc-Wide Recom mend edOperat ing Range)Re d Arc-Narrow No Continu ousOperat ing in th is Range)F u e l P r e s s u r e

Ra di al Re d Li ne Minimum)R ad ia l Red Line Maximum)Gr een Line-Wide DesiredR an g e )G re en Arc-Narrow NormalOperat ing Range)

2700 RPM2300-2700 RPM2300-2500 RPM2000-2250 RPM0.5 PSI6 .0 PSI2.5-3.5 PSI0.5-6.0 PSI