m20s 1998

OLDWILLWAYNE
SERVICE A~19 M AI ~T T E ~b A E
IC~ PbI~ U at
~3 C-~
Pu~ O O EY AIRC RBFT C O R P O R ATIO ~J

LOUIS SCHREINER FIELD
ECERRVILLE, TEXAS 780~8
ORIGINAL NOV., 1998 MANUAL NUMBER iao

OLDWILLWAYNE
MOONEY AIRCRAFT COPORATION KERRVILLE, TEXAS
WARNING: Manufactured with 1,1,1 Trichloroethane substances which are determined to

harm public health and environment by destroying ozone in the upper atmosphere.
This warning applies to placards manufactured at Mooney Aircraft Corporation facility and in-
stalled on the Mooney Aircraft Model(s) addressed in this publication.
WARNING: Manufactured with 1,1,1 Trichloroethane substances which are determined to

harm public health and environment by destroying ozone in the upper atmosphere.
Thiswarning applies to certain adhesives procured from vendors and utilized on the applicable
Mooney Aircraft Model(s) addressed in this publication.
MOONEY AIRCRAFT CORPORATION OLDWILLWAYNE
M20S SERVICE AND MAINTENANCE MANUAL
LCIG [1F REVISIONS

Always destroy superseded paaes when you insert revised
DP1TE OF SECTIONS DATE OF SECTICINS

REVISION AF~FECTED REVISION AFFECTED
NOT EI
A list of effective oaaes will aDoear at the keainnina of each chaDter,

MOONEY AIRCRAFT CORPORATION
OLDWILLWAYNE
INTRODUCTION CHAPTER (System)
This manual provides servicing and maintenance in´• The various groups contain major systems informa´•
formation for the Mooney Model M20S, Serial Num´• tion such as flight controls, landing gear, etc. The
bers 30-0001 and ON. Maintenance actions that re- systems are arranged numerically per %AMA recom´•
fer to a limited number of aircraft will be designated mended number assignment, It is suggested for ex´•
by serial number of applicable airplanes, ample,that "Fuel" be identified with~ the Chapter
number "28’. The sequence of numbers, 28-00´•00,
The Part Number’s of replacement or repair parts refers to the General information of the Fuel Sys´•
should be identified using the Illustrated Parts %ata´• tems.
log ~applicable to Model and S/N of aircraft being
worked on. The correct P/N can be ordered through SECTION (Sub-System)
any Mooney Service Center. See SECTION 91 for ex-
The major systems of an aircraft are broken down
ceptions on Electrical Components. into sub-systems. These sub-systems are identified
The format and contents of this manual are prepared by the second element of the sequence of numbers,
in accordance with GENERAL AVIATION MANUFAC- re., 28´•20´•00. The element ´•20- indicates the distri´•
TURER’S ASSOCIATION (GAMA) bution portion of the fuel system.
Specification No. 2. The manual is supplemented SUBJECT (Unit)
with wiring schematics for the various model year
airplanes,as necessary. These are located in enve´• The individual units within a sub´•system may be
lopes at the back of the manual texts pages. identified by a third element of the sequence of num´•
bers, ie.,28´•20´•01. This number is assigned by the
NOTE manufacturer and may or may not be used depend´•
Revisions reissues of this manual are
or ing upon the complexity of the maintenance action
not automatically provided to manual recommended.
holders. Holders of these and other Mooney
Technical Publications should complete the APPLICATION OF NUMBERING SYSTEM
information on the "YELLOW CARD’’ located
Mooney Aircraft Corporation is in the process of re´•
at the front of the Title Page and send to
vising all applicable maintenance technical publica´•
Mooney Aircraft Corporation, Louis tions to GAMA format. When this effort is completed
Schreiner Field, Kerrville, TX., 78028, Attn:
any publication concerning maintenance of aircraft
Service Parts Department. will conform to this basic Any
person wishing information concerning the Fuel Dis-
Notification is sent to known manual holders when tribution System would refer to the pages identified
another manual is prepared to replace the subscrip- as ,28´•20-00, in any maintenance onented publica´•
tion and advises that no more revisions will be sent tion. These pages will be numbered sequentially
out. The new manual will require a new subscription within each system breakdown in the current Moo´•
service. If additional Technical Publications are de- ney series of aircraft. As Mooney aircraft models be´•
sired, contact the above department at Mooney Air´• come more complex the page numbers may be se´•
craft Corporation at (830) 896-6000, ext. 2092. quentially numbered within sub-systems.
Correspondence concerning maintenance or part The table of contents in the front of each Chapter will
numbers on an airplane should contain the aircraft provide a list of systems and/or subjects covered in
model num ber and serial number. The serial number the Chapter. For example:
appears on the identification placard located on the
aft end, left hand side of the tailcone below the hori´•
zontal stabilizer. 28´•00 General
28-10 Storage
(Tanks, vents, repair,
ASSIGNMENT OF SUBJECT MATERIAL etc.)
28´•20 Distribution
of this publication is organired at four
:e~eel:ontent (Boost pumps, fuel lines,
etc.)
Group 28-40 Indicating
Chapter(System) (Sender Units, quantity
Section (Sub´•system) gauges, etc.)
Subject (Unit)
If there is a reason to distinguish between LEFT
HAND or RIGHT HAND fuel quantity sending units
GROUP then the number would be expanded to 28~40´•01
These are primary divisions of the manual that en´•

(Left Hand) and 28-40-02 (Right Hand). This concept
will apply to any expanded information throughout
able broad separation of content, ie., Airframe sys-
tems VS Powerplant systems. These groups are
the publications.
identified by tabs.
INTRODUCTION INTRODUCTION´•1
SERVICE AND MAINTENANCE MAN UAL
OLDWILLWAYNE
M20S MOONEY AIRCRAFT CORPORATION
SUPPLEMENTARY PUBLICATIONS
The following list of Manufacturers and/or publications can provide servicing and maintenance information
on components of the Mooney, Model M20S. No avionics equipment Manufacturers or publications are
listed due to the many configurations that can be installed in the aircraft. These can be obtained from the
repair stations for a particular avionics manufacturer.
Any~eublications available from Mooney Aircraft Corporation are listed in the Parts Price List and are
available through any Mooney Service Center. Most manufacturer/vendor publications are not availabel
through Mooney Aircraft Corporation, these should be obtained from the applicable Manufacturer/Vendor.
As publications on various components become available, they will be added to the list below.
VENDOR ADDRESSES PUBLICATIONS
ENGINE PUBLICATIONS
The following maintenance publications can be obtained through Teledyne Continental Motors, Aircraft
Products, P.O. Box 90, Mobile, Alabama, USA, 36601, Attn: Accounts Receivable (Prepaid only).
Overhaul Manual for Teledyne Continental Motors Aircraft 10-550 Engine Models, Form X30568A.
Illustrated Parts Catalog for Teledyne Continental Motors 10-550 series aircraft engines, Form X30569A.
Maintenance Operators Manual for Teledyne Continental Motors 10-550 aircraft engines, Form X30565.
Service Bulletins Specify model of enginefor which maintenance data is desired when ordering.
Fuel Injector Manual, Form X30593A
ACCESSORY PUBLICATIONS
PROPELLER
McCauley Propellers Obtain publications from McCauley Accessories Division, 3535 McCauley Drive, Van-
dalia, 0~.,45377.
Service Manual No. 780630 for McCauley C200 series constant speed propellers.
MAGNETO
Teledyne Continental Motors, Aircraft Products, P.O. Box 90, Mobile, Alabama, USA, 36601, Attn: Publi-
cations Dept., for TCM (Bendix), Type S6RN´•25 Series magnetos.
ALTERNATOR
Alternator Service Instructions, Form X30531-3, Teledyne Continental Motors, Aircraft Products, P.O. Box
90, Mobile, Alabama, USA, 36601, Attn: Publications Dept.
STARTER
Service Manual, Teledyne Continental Motors, Aircraft Products, P.O. Box 90, Mobile, Alabama, USA,
36601, Attn: Publications Dept
FUEL PUMP (Engine Driven)

Teledyne Continental Motors, Aircraft Products, P.O. Box 90, Mobile, Alabama, USA, 36601, Attn: Publi´•
cations Dept
IGNITION SYSTEM
Master Service Manual, TCM Ignition Systems and Components, Form X40000, Teledyne Continental Mo´•
tors, Aircraft Products, P.O. Box 90, Mobile, Alabama, USA, 36601, Attn: Publications Dept
SPEED BRAKES
Precise Flight, Inc., 63120 Powell Butte Rd., Bend, OR 97701, Telephone: (503) 382-8684
INTRODUCTION-2 INTRODUCTION
MOONEY AIRCRAfT CORPORATION
OLDWILLWAYNE
CHAPTER- SECTION TITLE INDU(GUIDE
CHAPTER SECTION TITLE
1 4 RESERVED MAY BE USED LATER
5 TIME LIMITS/MAINTENANCE CHECKS

00 GENERAL
10 TIME LIMITS
20 SCHEDULED MAINTENANCE CHECKS
6 DIMENSIONS AND AREAS

00 GENERAL
7 LIFTING
10 JACKING
8 LEVELING AND WEIGHING

00 LEVELING
9 TOWING AND TAXIING

00 GROUND HANDLING
10 TOWING
20 TAXIING
30 EMERGENCY PROCEDURES
10 PARKING AND MOORING

00 GENERAL
10 PARKING
20 MOORING
11 PLACARDS AND MARKINGS

00 GENERAL
10 MARKINGS
20/30 PLACARDS EXTERIOR/INTERIOR
12 SERVICING
00 SERVICING
10 REPLENISHING
20 SCHEDULED SERVICING
20 STANDARD PRACTICES AIRFRAME

00 GENERAL
21 ENVIRONMENTAL SYSTEMS
00 CABIN VENTILATION SYSTEM
40 HEATING
50 COOLING
60 TEMPERATURE CONTROL
24 ELECTRICAL POWER
00 GENERAL
30 DC GENERATION
40 EXTERNAL POWR
50 ELECTRICAL LOAD DISTRIBUTION
INTRODUCTION INTRODUCTION-3
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRAFT CORPORATION
25 EQUIPMENT/FURNISHI NGS
THISSECTION MAYNOTBE 00 GENERAL
INCLUDED IN THIS S M. 10 FLIGHT COMPARTMENT
20 PASSENGER COMPARTMENT
50 CARGO COMPARTMENT
60 EMERGENCY EQUIPMENT
70 ACCESSORY COMPARTMENT
27 FLIGHT CONTROLS
00 GENERAL
10 AILERON SYSTEM
20 RUDDER SYSTEM
30 ELEVATOR SYSTEM
40 STABILIZER TRIM SYSTEM
50 WING FLAP SYSTEM
60 INTERCONNECT
90 MISCELLANEOUS
28 FUEL
00 GENERAL
10 STORAGE
20 DISTRIBUTION
30 DUMP
40 INDICATING
90 MISCELLANEOUS
30 ICE AND RAIN PROTECTION

00 GENERAL
10 AIRFOIL
30 PITOT AND STATIC
40 WINDSHIELDS
60 PROPELLERS
32 LANDING GEAR
00 GENERAL
10 MAIN LANDING GEAR AND DOORS
20 NOSE LANDING GEAR AND DOORS
30 EXTENSION AND RETRACTION
40 WHEELS AND BRAKES
50 STEERING
60 POSITION AND WARNING
80 MISCELLANEOUS
33 LIGHTS
00 GENERAL
10/20 INTERIOR LIGHTS MAINTENANCE
PRACTICES
40 EXTERIOR LIGHTS MAINTENANCE
PRACTICES
34 NAVIGATION
00 GENERAL
10 PITOT STATIC AIR PRESSURE
SYSTEM
20 DIRECTIONAL GYRO COMPASS
I NTROD UCTI ON ´•4 1 NTROD UCTI ON

OLDWILLWAYNE
35 OXYGEN
THIS SECTION MAY NOT BE 00 GENERAL
INCLUDED IN THIS S M. 10/20 CREW/PASSENGERS
37 VACUUM
00 GENERAL
10 DISTRIBUTION
20 INDICATING
30 REPAIR
40 OPERATIONAL PROCEDURES
39 ELECTRICAL PANELS AND

COMPONENTS
00 GENERAL
10 INSTRUMENT AND CONTROL
PANELS
20 ELECTRICAL AND ELECTRONICS
EQUIPMENT RACKS
51 STRUCTURES
00 GENERAL
10 STRUCTURAL REPAIR GENERAL
52 DOORS
00 GENERAL
10 CABIN DOOR MAINTENANCE
PRACTICE
30 BAGGAGE COMPARTMENT DOOR
MAINTENANCE PRACTICE
53 FUSELAGE
00 GENERAL
10 MAIN FRAME
20 AUXILIARY STRUCTURE
30 PLATES/SKIN
40 ATTACH FITTINGS
50 FILLETS/FAIRINGS
55 STABILIZERS
00 GENERAL
10 HORIZONTAL STABILIZER
20 ELEVATOR
30 VERTICAL STABILIZER
40 RUDDER
56 WINDOWS
00 GENERAL
10/20 WINDSHIELD CABIN WINDOWS
50 PLEXIGLASS DRILLING
57 WINGS
00 GENERAL
10 MAIN FRAME
20 AUXILIARY STRUCTURE
30 PLATES/SKINS
40 ATTACH FITTINGS
50 FLIGHT SURFACES
OLDWILLWAYNE
60 STANDARD PRACTICES
PROPELLERS
61 PROPELLERS
00 GENERAL
10 PROPELLER ASSEMBLY
20 CONTROLLING
40 BALANCING PROCEDURES
71 POWERPLANT
00 GENERAL
10 COWLING
20 MOUNTS
30 FIRESEALS
60 AIR I NTAKES
72 ENGINE RECIPROCATING
00 GENERAL
73 ENGINE FUEL SYSTEM

00 GENERAL
10 DISTRIBUTION
20 CONTROLLING
30 INDICATING
74 IGNITION
00 GENERAL
10 POWER CONTROL
20 EMERGENCY SHUTDOWN
76 ENGINE CONTROLS
00 GENERAL
10 POWER CONTROLS RIGGING
77 ENGINE INDICATING
00 GENERAL
10 POWER
20 TEMPERATURE
30 PRESSURE INDICATING
78 EXHAUST
00 GENERAL
10 INSTALLATION
30 EXHAUST SYSTEM
40 REPLACEMENT COMPONENTS
79 OIL
00 GENERAL
10 STORAGE
20 DISTRIBUTION
30 INDICATING
40 TRANSDUCERS
50 TROUBLE SHOOTING
80 STARTING
00 GENERAL
10 CRANKING
MOONET AIRCRAFT CORPORATION OLDWILLWAYNE
81 TURBINES
THIS SECTION MAY NOT BE 00 GENERAL
INCLUDED IN THIS S M.
91 SCHEMATICS
00 GENERAL
20 ELECTRICAL SYSTEM HARDWARE
CHARTS
30 SCHEMATICS
95 SPECIAL EQUIPMENT
OLDWILLWAYNE
BLANK
OLDWILLWAYNE
CHAPTER
TIME, LIMITSI
MAINTENANCE
CH EC KS
SERVICE AND MAINTENANCE MANUAL OLDWILLWAYNE
CHAPTER 5
TIME LIMITS/MAINTENANCE CHECKS
LIST OF EFFECTIVE PAGES
CHAPTER
SECTION
SUBJECT PAGE DATE
5-Effectivity 1/2BLANK. 11-98

5-Contents 3/4BLANK. 11-98
5-00´•00 5. 11-98
5-10-00 6. 11-98
5-20-01 7. 11-98
5-20-01 8. 11-98
5-20´•01 9. 11´•98
5-20´•01 10. 11-98
5-20-02 11. 11´•98
5-20-06 12. 11-98
5´•20´•06 13. 11-98
5-20-06 14. 11-98
5-20-06 15. 11-98
5-20-06 16. 11-98
5-20-07 17. 11-98
5´•20´•07 18. 11´•98
5-20-07 19. 11-98
5´•20-07 20. 11-98
5-EFFECTIVITY
1/2BLANK
CHAPTER 5
TIME LIMITS/MAINTENANCE CHECKS
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJ ECT PAGE
5´•00-00 General. 5
5´•00´•01 Landing Gear System 5
5-00-02 Flight Control Systems. 5
5-00-03 Wing Flap Systems. 5
5-00-04 Electric Power System 5
5-00-05 Instruments 5
5-00´•06 Cabin Heating Ventilating Sy;tems 5
5-00-07 Fuel System 5
5-10-00 Time Limit Components 6
5-10-01 Overhaul and Replacement Schedule 6
5-20-00 Schedule Maintenance Checks 6
5-20-01 Check Points, Torque Values 7
5-20-02 Aircraft File Inspection 11
5-20-03 Engine Functional Check. 11
5-20-04 First 25 Hour Inspection 11
5-20-05 50 Hour Inspection 11
5-20-06 100 Hour Inspection 12
5-20-07 Access Cover Identification,
Lubrication and Service Guide 17
5-CONTENTS
3/4BLANK
5-00-00 GENERAL 5-00-04 ELECTRIC POWER SYSTEM

i. The Master Switch and power relay control the
AIRCRAFT DESCRIPTION. The M20S series of
electrical power system, comprised of a 100 AMP,
aircraft are four place, high-performance, normally
28 Volt, alternator and two 10 AMP HR, 24 Volt,
aspirated, single-engine, low-wing monoplanes. The batteries. The alternator system has an overvoltage
all´•metal airframe has a tubular´•steel cabin frame
protective relay and an overvoltage annunciator
covered with nonstructural aluminum skins, a
light. Circuit breakers or circuit breaker switches
semi´•monocoque tailcone, and a full-cantilever, electrical wiring and equipment from
laminar´•flow wing. Control surfaces have structural
spar construction with stressed skins riveted to the Standard electrical equipment includes: 2´•100 watt
spars and ribs.l)ual control wheels accompany the landing lights, 2´•100; watt taxi lights, navigation
conventional flight controls. The rudder
pedals have toe brakes linkedilot’s
individual lights, interior lights,instrument panel/glareshield
lights, gear and stall warning system, an electrical
hydraulic cylinders that supply pressure to the fuel boost pump, an electric starter, an electric
hydraulic dlsc brakes on each main gear wheel. gear retraction/extension system, with manual
Removable, co-pilot rudder pedals are standard extension override, an electric trim system
equipment. The tricycle landing gear, having a
(optional) and an electrical flap system.
steerable
action,
nose
is
wheel
controlled-bX~udder pedalwide-span
fully ret ra cta ble. 5-00-05 -INSTRUMENTS
trailing-edge wing flaps are electrically operated. All in the shock-mounted
For stabilizer trim, the entire empennage pivots flight instruments are
Flight Panel. instruments are in the

vertically about its points.
co-pilot’s pitot system provides air
pressure to operate the airspeed indicator. The
5-00-01 LANDING GEAR SYSTEM instrument static pressure system has two static
air pickup ports tone on each side of the tailcone)
The electric landing gear system has a steerable that open to the atmosphere. An alternate static
nose wheel. Single disc self-adjusting hydraulic source is provided on center console. The
brakes are featured on the main gear. Gear
instrument panel/glareshield lighting systems have
position lights, a horn
warning and a gear position
manual dimming mechanisms.
Indicator on the ii oorboa rd are sta ndard
equipment. Bungee springs that preload the the 5-00-06 CABIN HEATING VENTILATING
retraction mechanism In an over-center position SYSTEMS
lock the gear down. An air pressure actuated safety
The heater muff encasing the exhaust system is the
switch in the electrical system prevents electric
cabin heat source. Hot air from the heater muff,
gear retraction on takeoff until a safe flying speed ambient controls cabin
is attained. A gear throttle warning horn sounds
mixed with air,
when the manifold pressure is less than a pre´•set temperature. Air routed from the main heater duct
value with the landing gear up. The electric gear system to nozzles at the windshield base defrosts
the windshield. An optional defrost blower motor
retraction system has a manual extension system
connected to the gear actuator that permits system is available.
manual lowering of the gear in the event of an 5-00-07 FUEL SYSTEM
electrical malfunction. Landing gear doors fully
enclose the wheel wells to reduce sound levels ana The fuel system has sealed, integral wing tanks in
increase performance. the forward, inboard section of each wing. Vents at
the aft, outboard top corner of each tank vent
through a NACA scoop on the lower wing surface.
5-00-02 FLIGHT CONTROL SYSTEMS Fuel sump drains are at the lowest point in each
tank. The electric fuel pump is in the bottom left
The dual flight control systems can be operated
forward section of the fuselage, aft of the firewall.
from eitherthe pilot or co-pilot seat. All flight
The engine-driven fuel pump mounts on the engine
controls are conventional in operation, using
crankcase. Two fuel quantity transmitters in each
pushpull tubes to link the control surfaces to the tank are wired in series to fuel quantity gauges in
control wheels and rudder pedals. Formica guide
the engine cluster gauge. The Master Switch, left
blocks ma i ntai n cent rol tube alignment and
side of the pilot’s panel, activates the fuel qua
dampen vibration. An interconnect spring
mechanism links the aileron and rudder systems to indicating systems. The optional visual
assist in control coord i nation. The standard gauges are for partial fueling of wing tanks..
co-pllot’s rudder pedals are removable. A dual A "low fuel" warning annunciator light for each
bra’ke installation is optional for the co´•pilot’s tank is activated when usable fuel quantity goes
position. The manual or electric trim system sets below 2 1/2 gallons.
the horizontal stabilizer angle of attack.
5-10-00 TIME LIMIT COMPONENTS
5-00-03 WING FLAP SYSTEM It is recommended that overhaul or replacement of

components should be accomplished not later than
Wing flaps are electrically actuated and are the specified period of operation for that
controlled by a spring loaded "up-off-down" switch component or in accordance with manufactures
on the center console. service data or airworthiness directives.
5-00-00
OLDWILLWAYNE
MOONN AIRCRAFT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
The specified overhaul time limits, if applicable to a NOTE

component, do not constitute a guarantee that the "ON CONDITION" Items are to be repaired,
component will reach that time limit without requiring replaced or overhauled when inspection or
maintenance, performance reveals an unserviceable
condition.
5-10-01 OVERHAUL MAINTENANCE AND REPLACEMENT SCHEDULE
ITEM RECOMMENDED OVERHAUL, MAINTENANCE OR REPLACE LlME UMITS

Landing Gear
Actuator No-Back Spring 1000 Hours
Avionics See SI M20-52A
Plessey (GEC) See SI M20-92A
All other Components On Condition
Powerplant
Engine 2000Hours
Propeller 2000Hours
or6 years (refer to repairdata)
Magnetos -T~M’ 500Hours (referto repair/inspection
data)
Induction Air Filter.. 500 Hours
All other Components OnCondition
Fuel 011 System

Fuel Selector Valve (Airight or Christopher Tool) On Condition
Flexible Hoses (All, except Teffon as below) 7 years or Engine O/H, whichever occurs first.
All other Components (includes Teflon hoses) dn i=ot;dit’ion’
Instruments
Vacuum Regulator Garter Filter 100 Hours
Filters-Vacuum Pump 500 Hours (CV1J4 Filter- On Condition)
Filters Gyro Instruments 500 Hours or Annually
Other Components On Condition
Electrical System
All Components On Condition
Flight Controls
SDeedbrakes 1000Hours (See27-96-00)
All OtherComponentF; On Condition
Miscellaneous Systems
Vacuum Pump, Primary On Condition or 500 Hrs. Engine O/H
Stand-by Vacuum Pump/Cl;tch 200 Hours [Inspsct Drive Coupling)
E.L.’T. Battery 2 Years or 1 Hour Total Use
Oxygen Cylinders
Lt. Wt. Steel Cylinders 5 yrs.(O/H) /24 years or 10,000 recharge cycles Replace
Composite Cylinders. 6 yrs.(O/H) /15 years or 10,000 recharge cycles Replace
Scott Oxygen Regulator 6 years-overhaul; 3 years-test
Air Conditioning Components ~ee Section 21-5800 for specific maintenance and servicing times.
All Other Component~ (Excluding Avionics) On Condition (See NOTE above)
Avionics Refer to Manufacturers Publications
Hydrostatic Test Required S year intervals.
NOTE
Components should be Inspected and serviced at regular Intervals per the servicing, lubrication end
Inspection chart of this manual.
5-10-00
OLDWILLWAYNE
5-20-00 SCHEDULED MAINTENANCE Oxygen Lines Use only MIL´•T´•5542 thread

CHECKS compound or Teflon thread seal tape on threads of
valves, connectors, fittings, parts or assemblies
Inspection Intervals. Perform a 25, 50, or 100´•hour which might come in contact with oxygen. The
inspection of the ai rcraft, com ponents and engi ne th’ead compound must be applied sparingly to the
at recommended intervals as outlined in the
first three threads of the male fitting only. No
following paragraphs.
compound is to be used on the coupling sleeves or
NOTE on the outside of the tube flares. Extreme care
Aircraft operated in a salt air environment are should be exercised to prevent the contamination
considered high risk for corrosion damage, of the thread compound or teflon tape with oil,
and should he cleaned and inspected af grease or other lubricant.
frequent intervals. Refer to A% 43-4. Fuel, Hydraulic, Air, Oil Lines Use "Parker
Thread Lube" or equivalent on male fittings only.
5-20-01 INSPECTION CHECK POINTS Apply lubricant, omitting the first two threads,
The general points to be covered during inspection sparingly and carefully.
are grouped in accordance with the nature and Engine Fittings Use only aircraft en~gine oil to
function of the items discussed, lubricate fittings threaded directly to engine.
Vacuum Lines No lubrication is to be used.
Moving Parts shall be inspected and checked
i.
Check manufacturers instructions when installing
as applicable for: proper operation, security of components. Refer to Section 37 for maintenance
attachment, sealing, cleanliness, lubrication,
p’ocedures on vacuum systim.
servicing, safetying, adjustment, tension, travel,
condition of hinges, Tapered Threads Use Teflon Threadseal Tape.
binding, excessive wear,
cracking, corrosion, deformation, and any other (1) Continue to tighten until fitting is correctly
apparent damage. positioned but do not overrun or backoff.
2. Metal Parts shall be inspected, as applicable, (2) If leaks are detected, tighten one full turn
for: security of attachment, condition of finish more.
and/or sealant, distortion, fatigue cracks, welding
(3) If leaks persist, the parts should be
cracks, corrosion, and any other apparent damage, disconnected and rejected; replace with new
The tubular frame structure should be inspected
components.
during each annual inspection for any signs of
corrosion or damage. 5. Bolts and nuts in critical areas shall be
3. Fuel, air, oil and hydraulic oil lines and hoses

inspected for: fretting, wear, damage, stretch,
proper torque, (Figure 5´•2) and safetying.
shall be inspected as applicable for: cracks, dents,
6´• Electrical wiring shall be inspected as
kinks, deterioration, obstruction, chaffing,
improper bend radius, and insecure installation. applicable for: loose, corroded, and broken
Replace or correct if any of these conditions exist, terminals; chaffed, broken, and worn insulation;
Hose clamp installations on fuel and hydraulic insecure installation; heat deterioration; and any
Other apparent damage.
systems between systems or between systems and
the engine shall be torqued to 25 inch pounds. 7. Filters and screens shall be removed, cleaned
Hose clamp installations on blast tubes, air ducts, and inspected for contamination or damage that
vacuum Ilnes drain and vent lines shall be would require replacement.
torqued to 15 jnch’ pounds.
4. Pipe Threads Tightening and torque
procedures. Lubricate pipe threads as follows:
TORQUE VALUES
See Following Tables.
5´•20´•00
OLDWILLWAYNE
FLARE NUT TORQUE VALUES- Tighten to minimum torque value for appropriate site as shown (Figure 5-1).
CAUTION These torque values are derived from oil-free cadmium-plated threads.
FITTING
SIZE ALUMINUM TUBING STEEL TUBING
TORQUE INCH POUNDS

MINIMUM MAXI~IUM MINIMUM MAXIMUM
.3 30 70
´•4 40 65 50 90
´•5 60 80 70 120
-6 75 125 90 150
-8 150 250. 155. 250
´•10 200. 350. 300 400
-12 300. 500. 430 575
-16 500. 700 550. 750
-20 600. 900
´•24 600. 900
FLARE NUT TORQUE

FIGURE 5-1
METRIC BOLTS, SCREWS NUTS

Failure of threaded fasteners due to over-tightening can occur by bolt shank fracture or by stripping of the
nut and/or bolts thread. A bolt or screwassemgld~ with a nut of the appropriate class is intended to
provide an assembly capable of being tightened to the bolt proof load without thread stripping occurring.
The torque value to be set for a particular size of screw is dependent upon:
1) Material of the screw.
2) Parent material (steel, non-ferrous metal or plastic).
3) Whether the screw is untreated or plated.
4) Whether the screw is dry or lubricated.
5) The depth of the thread.
TIGHTENING TORQUES Untreated Hardware (Black Finish) Friction Coefficient 0.14
NOMINAL 5.6 8.8 PROPERTY 10.9 12.9

DIAMETER CLASS
(Coarse Thread)
Nm/ft.lb. Nm/ft.lb. TORQUE Ma Nm/ft. Ib. Nm/ft.lb.
M3 0.60/0.44 1.37/1.01 1.92/ 1.42 2. 30/1.70

M4 1.37/1.01 3.10/2.29 4. 40/3. 25 5. 25/3. 87
M5 2.70/1.99 6.15/4. 54 8. 65/6. 38 10.4/7.6
M6 4.6/3.3 10.5/7.7 15/11 18/13
M7 7.6/5.6 17.5/12.9 25/18.4 29/21.3
M8 11/8.1 26/19 36/26 43/33
M10 22/16 51/37 72/53 87/64
M12 39/28 89/65 125/92 150/110
M14 62/45 141/103 198/146 240/177
M16 95/70 215/158 305/224 365/269
M18 130/95 295/217 420/309 500/368
M20 184/135 420/309 590/435 710/523
M22 250/184 570/420 800/590 960/708
M24 315/232 725/534 1020/752 1220/899
M27 470/346 1070/789 1510/1113 1810/1334
M30 635/468 1450/ 1069 2050/1511 2450/ 1806
M33 865/637 1970/1452 2770/2042 3330/2455
M36 1111/819 2530/ 1865 3560/2625 4280/3156
M39 1440/ 1062 3290/2426 4620/3407 5550/4093
5-20-01
SERVICE AND MAINTENANCE MANUALOLDWILLWAYNE
(METRIC TORQUE TABLES CONTINUED)

NOMINAL 8.8 PROPERTY 10.9 12.9
DIAMETER CLASS
(Fine Thread)
Nm/ft.lb. TOROUE Ma Nm/ft.lb. Nm/ft.lb.
M8 x 1 27/19 38/28 45/33

M10 x 1.25 52/38 73/53 88/64
M12x1.25 95/70 135/99 160/118
M14x1.5 150/110 210/154 250/184
M16 x 1.5 225/165 315/232 380/280
M18 x 1.5 325/239 460/339 550/405
M20 x 1.5 460/339 640/472 770/567
M22 x 1.5 610/449 860/634 1050/774
M24 x 2 780/575 1100/811 1300/958
TIGHTENING TORQUES Electrically Zinc Plated Hardware Friction Coefficient 0. 125
DIAM ETER 5.6 8.8 PROPERTY 10.9 12.9

(Coarse Thread) CLASS
Nm/ft. Ib. Nm/ft. Ib. TOROUE Ma N m /f t. I b. Nm/ft. Ib.
M3 0. 56/0.41 1.28/0.94 1.80/1.33 2.15/1.59

M4 1.28/0.94 2.90/2. 14 4.10/3.02 4.95/3.65
M5 2.5011.84 5.75/4.24 8.10/5.97 9.70/7. 15
M6 4.3/3.1 9.9/7.3 14/10.3 16.5/12. 1
M7 7.1/5.2 16.5/12. 1 23/16.9 27/19.9
M8 10.5/7.7 24/17.7 34/25 40/29
M10 21/15 48/35 67/49 81/59
M12 36/26 83/61 117/86.2 140/103
M14 58/42 132/97 185/136 220/1 62
M16 88/64 200/ 147 285/210 340/250
M18 121/89 25/202 390/287 470/346
M20 171/126 390/287 550/405 660/486
M22 230/169 530/390 745/549 890/656
M24 295/217 675/497 960/708 1140\840
M27 435/320 995/733 1400/1032 1680/1239
M30 590/435 1350/995 1900/ 1401 2280/1681
M33 800/590 1830/ 1349 2580/ 1902 3090/2278
M36 1030/759 2360/1740 3310/2441 3980/2935
M39 13’40/ 988 3050/2249 4290/3163 5150/3798
NOMINAL 8.8 PROPERTY 10.9 12.9

DIAMETER CLASS
(Fine Thread)
Nm/ft.lb. T_OROUE Ma Nm/ft. Ib. Nm/ft.lb.
M8 x 1 25/18 35/25 42/30

M10 x 1.25 49/36 68/50 82/60
M12 x 1.25 88/64 125/92 150/110
M14 x 1.25 140/103 195/143 235/173
M16 x 1.5 210/154 295/217 350/258
M18 x 1.5 305/224 425/313 510/376
M20 x 1.5 425/313 600/442 720/531
M22 x 1.5 570/420 800/590 960/708
M24 x 2 720/531 1000/737 1200/885
METRIC CONVERSION FACTOR: One Nm(Newton Meter)=.7375 Foot Pound;

One Foot Pound 1.355818 Nm
5-20-01
OLDWILLWAYNE
AN/MS STANDARD BOLT, NUTS TORQUE TABLES
FINE-THREAD SERIES
TEN S ION -type SHEAR´•type TEN SION ´•type. SMEAR ´•type

NUT/BOLT AN() BOLTS AN() BOLTS. NASC) BOLTS NAS() BOLTS
SIZE AN365/AN310 AN364/AN320 AN365/AN310 AN364/AN320
NUTS NUTS NUTS NUTS
8-36 12´•15 7-9

10-32 20-25 12-15 25-30 15-20
1/4-28 50-70 30-40 80-100 50-60
5/16-24 100-140 60-85 120-145 70-90
3/8-24 160-190 95-110 200-250 120-150
7/16-20 450-500. 270´•300. 520´•630. 300´•400
1/2-20 480-690. 290-410. 770-950. 450-550
9/16-18 800´•1000 480-600 1100-1300 650-800
5/8-18 1100-1300 600-780 1250´•1550 750-950
3/4-16 2300-2500 1300-1500 2650´•3200 1600-1900
7/8-14 2500-3000 1500- 1800 3550´•4350 2100´•2600
1´•14 3700´•5500 2200-3300 4500-5500 2700-3300
11/8-12 5000´•7000 8000-4200 6000-7300 3600-4400
11/4´•12 9000´•11000 5400-6600 11000-13000 6600-8000
COARSE-THREAD SERIES
8-32 12´•15 7-9

10´•24 20-25 12-15
1/4-20 40´•50 25-30
5/16-18 80-90 48-55
3/8-16 160´•185 95-100
7/16-14 235-255. 140-155
1/2-13 400-480. 240-290
9/16-12 500-700. 300-420
5/8-11. 700-900. 420-540
3/4´•10 1150´•1600 700-950
7/8-9 2200-3000 1300-1800
TORQUE VALUES
(Units are Inch´•pounds) Figure 5´•2
Reference: Federal Aviation Agency Advisory Circular No. 43.13´•lA, p. 118
Recommended Torque Values for Nut´•Bolt combination
(Units are inch´•pounds)
i. Be sure nut and/or bolt threads are clean and dry(unless Mfg. states otherwise).
2. Run bolt down near contact with washer or bearing surface and check "friction drag torque" required
to turn bolt/nut.
3. Add "friction drag torque" to the recommended torque value from Figure 5-2. This value is considered
"Final Torque Value".
(FRICTION DRAG TORQUE REC’MD TORQU.E FINAL TORQUE).
CAUTION
DO NOT REUSE LOCKNUTS IF THEY CAN BE RUN UP FINGER TIGHT.
5-20-01
10
530-02 AIRCRAFT FILE INSPECTION 5-20-05 -50-HOUR INSPECTION -(Repetitive)

Aircraft 100-hour and annual inspections cover, in
The 60-hour inspection includes all requirements of the
addition to examining the aircrafi proper, a review of 25-hour inspection, plus the necessary removal of
the status of compliance with current Federal Aviation inspection doors, panels, or fairings. After the first 25
hours of operating time, a new, re-manufactured, or
Regulations. This review includes inspection of the
Airplane Flight Manual, Aircraff Log Book, Engine Log newly overhauled engine should be given a 50-hour
Book, Propeller Log Book, Registration Certificate, inspection including replacement of the lubricating oil
Airworthiness Certificate, Weight Balance Record, and filter.
Engine Service Information, Aircraft Radio Station 1. Engine. (Refer to engine manufacturer’s service
License (if applicable), FAA Airworthiness Directives, data for oil change frequency)
and Mooney service documents. A. Drain engine oil sump
B. Remove and clean suction oil strainer; reinstall
5-20-03 ENGINE FUNCTIONAL CHECK strainer and plug. Safety wire strainer plug.
C. Remove and replace the full-flow oil filter
Prior to a scheduled 100-hour or annual inspection, cartridge.
and/or 25 hours after installation of new or ovemauled D. Remove and clean fuel injector fuel strainer.
engine, wash down the engine and engine components. E. Service engine oil sump with proper type, grade,
Then perform an engine runup in accord with procedure ,,d amount of lubricating oil.
recommended in the Airplane Flight Manual. Make a F. Inspect engine intake and exhaust systems for
record of all malfunctions and abnormalities. After the evidence of leakage, looseness or damage.
engine runup, complete a differential (hot engine) G. Inspect spark plug elbows and shielding nuts for
compression check. To verify correction of malfunctions security.
and abnormalities, perform a second engine runup and a H. Inspect cylinders for evidence of overheating.
flight test after completing the inspection. I. Inspect baffles for secure anchorage, close fit
around cylinders, and freedom from cracks.
5-20-04 FIRST 25-HOURS INSPECTION J. Inspect engine controls for full travel, freedom of
movement, and security.
The, one time, 25-hour inspection consists of a visual K. Drain and clean fuel strainer.
inspection of the propeller, engine, and aircraft general
L. Visually inspect fuel and oil lines far security of
condition, including a prefiight inspection as outlined in connections and evidence of leakage or damage.
the Airplane Flight Manual. The inspection does not M. Visually inspect induction air system; check
require removal of all access panels or disassembly of operation of alternate-air door (refer to paragraph
components; however, it should include completion of 71-62-00).
all lubrication service requirements. The inspection Lord
N. Inspect engine mount bolts firewall
should be extensive enough to detect anydmage or
isolator mounts for security and condition.
maladjustment which might jeopardize night safety.
After the first 25 hours of a new or ovemauled engine 2´• Propeller.
operation, refer to paragraph 5-20-05 for the A. Inspect propeller hub and spinner for general
recommended engine inspection. condition, looseness, and/or oil leakage.
B. Inspect blades for nicks and cracks. Repair any
1. Visually inspect propeller, spinner, and engine discrepancy prior to next flight.
cowling; remove cowling. 3. Cabin.
2. Inspect and clean induction air filter if aircraft has A. Inspect brake and parking brake control
been operating under dusty conditions. Check systems for proper operation and fluid level.
operation of alternate air door. B. Inspect trim system and indicator for free
3. Inspect engine compartment for evidence of fuel, operation and travel.
C. Inspect cabin and baggage doors for damage,
oil or exhaust leaks.
proper operation, and sealing.
4. Inspect security and condition of equipment D. Lights Inspect cabin interior, instrument panel,
installed on engine. glareshield, position, anti-collision and landing and taxi
5. Inspect fuselage, wing and empennage for lights.
external evidence of damage. Pay particular attention
E. Inspect fuel selector valve, gascolator, and
boost pump for proper operation.
to scratches and dents.
F. Inspect oxygen system, plumbing and
6. Inspect windshields and windows for crazing, attachments (if installed).
cracks, and scratches. 4. Landing Gear.
7. Inspect control systems for binding, excessive A. Inspect tires for cuts, blisters, wear and proper
freeplay, and damage. inflation.
B. Inspect shock discs for proper extension at
8. Inspect pitot and static systems for possible aircraft static weight.
obstructions.
9. Inspect aircraft exterior for security of bolts,
screws, etc.
10. Inspect and service batteries.
5-20-02
C. Inspect hydraulic brake system for disc or pad D. Refill engine oil sump with the proper type,
wear, disc warpage, hydraulic fluid level and proper grade, and quantity of lubricating oil.
installation. E. inspect fuel injector, fuel line connections for
5. Wings. security and condition and fuel noules (Ref TCM SE).
F. Remove and inspect gascolator strainer, reinstall
A.Inspect surfaces and tips for damage. Strainer. Inspect fuel lines and connedions: pressure
B. Inspect ailerons, and
aileron attachments,
check fuel system with mixture control at IDLE CUTOFF
bellcranks for damage and proper operation,
and BOOST PUMP "ON".
C. Inspect flaps and attachments for damage and
G. Inspect all air ducting and connections in cabin
proper operation. Cycle flaps, observe travel and any
evidence of binding. heating air systems for leaks. Leak check all
exhaust/manifold connections and engine exhaust
D. Lubricate controls per Section 5-20-07, if manifolds (SEE Para. 5-20-06, 1, Q, R 8 S below).
necessary. H. Remove and clean induction air filter (replace at
6.
Fuselage and Empennage. 500 Hrs). Inspect alternate air door and magnet for
Inspect stabilizer, elevators, fin, and rudder
A. for security and operation. Inspect all air ducting and
damage, proper operation and proper attachment. connections in the induction air system for leaks.
B. Lubricate controls per Section 5-20´•07, if I. Check magnetos for grounding and
necessary, synchronization (timing to engine); inspect magneto
C. Check Trim System operation,
for proper points for condition, clearance, and internal timing.
7. See Section 5-20-07 for any repetitive 50 hour Inspect distributor block for erosion and cracks. Inspect
cam follower felt for proper lubrication, and remove
inspections and component service guides. excessive oil from breaker compartment. At 500 hours
5-20-06 -100-HOUR INSPECTION for inspect magneto per TCM/magneto maintenance
ANNUAL INSPECTIONS) manual. Repair or replace components, if required.
J. Inspect baffles for secure anchorage, cracks,
(Refer to Pig. 5-3) holes, deformation, and for close fit around cylinders.
The 100-hour (or annual) inspection is a thorough, Inspect cylinders for burned paint and cracked and
broken fins. Inspect baffle sealant.
searching inspection of the entire aircraft. Preparation
for the inspection includes the thorough cleaning of K. Inspect accessory case, starter, altemator,
AIC exterior, engine and engine compartment, removal vacuum pumps hoses, firewall and fittings for security
of all fuselage, wing, and empennage inspection doors, and damage.

cover plates, and fairings at all systems attach, hinge, L. Inspect tubular engine mount for cracks,
and bearing locations (including wing and empennage damage and corrosion; inspect all bolts and rubber
to fuselage mating limit isolation mounts for security and condition.
points). Operating
replacements (See Section 5-10-01) and special M. Insped engine and propeller controls for free
testing of components is to be included at this interval, operation, full travel, proper connedion (security) of cable
when applicable. Comply with applicable FAA housing swage at the HEAD tube and security of
Directives, Airworthiness Directives Notes (AD’s), and attachment.
applicable Mooney or Vendor mandatory Service NOTE
Bulletins and Instructions. Check for aircraft Cablecraft control cables are lubricated for the
conformance to FAA Specification 2A3 for M20S Model
life of the control cable. DO NOT REMOVE seals
aircraft.
or lubricate control cable.
Recommended 100-hour/annual and special inspection
N. Inspect engine for proper set-up. (See TCM
requirements are outlined in the following paragraphs: Service information for IO´•550-G engine and Section
1. EN61NE INSPECTION. Prior to the inspection, 71-00-50.
remove engine cowling and propeller spinner. Wash O. Inspect battery cables, electrical wiring, and
engine and engine compartmentdown. Then perform ignition harness for condition, secure anchorage, loose
an engine runup in accord with 100 hour procedure terminals, and bumed or chaffed insulation.
recommended in TCM Engine Maintenance and P. Inspect batteries, battery mount areas, and vent
Operators Manual. To verify correction of malfunctions system for condition and corrosion. Inspect blast tube
and abnormalities, perform a second runup and flight for obstruction. Flush battery mount areas with soda
test after the 100-hour/annual inspection engine solution to neutralize corrosive action, if necessary.
set-up. Q. Inspect exhaust system for cracks, looseness
A. Complete a differential (hot engine) and for evidence of leakage. Replace or repair
compression check (Ref. TCM SE M84-15 or current damaged area. Replace or repair muffler if any internal
rev.): clean and gap or replace spark plugs, if damage is found.
necessary. R. Inspect exhaust stacks for burned areas,
B. Inspect engine for evidence of fuel and oil cracks, distortion and looseness.
leakage. Inspect oil cooler. Inspect oil and fuel hoses S. Inspect airconditioning compressor installation,
for condition and security. belts,connections (if installed). Reference SECTION
C. Drain engine oil sump; remove, inspect and 21-58-00.
clean oil suction screens; reinstall and safety. Remove T. Inspect studs, nuts, bolts, etc. For damage and
full-flow oil filter cartridge; replace with new cartridge proper torque.
and safety. Check crank case breather lines for U. Inspect exhaust couplings, seals, clamps and
obstruction. Safety wire oil filter installation. slip-joints for cracks, deformation, leaks and security.
5-20-06
12
V. Inspect and re-install cowling. Check cowl flap’s N. Perform landing gear operational check per
for operation, condition, proper opening and position Section32-30-01.
indication. 4. FUEL SYSTEM INSPECTION.
2. PROPELLER INSPECTION. A. Inspect fuel tank exterior for evidence of fuel
A. Remove spinner (if not already removed). seepage and stain.
B. Inspect security of propeller installation. B. Drain tank and inspect tank interior when
C. Inspect hub studs/nuts/bolts for proper torque, seepage is evident.
security and damage. Reference SECTION 61-00-20, C. Inspect fuel tank drains for leakage, sediment,
5,6. and water contamination.
D. Inspect hub components for damage and leaks, D. Inspect fuel-tank vents for obstruction.
and blades for cracks and nicks. Repair prior to ne~ct E. Inspect fuel selector valve for proper tank
flight, selection, smooth operation and any leakage when in
E. Inspect Anti-ice boots for security. OFF position.
F. Inspect spinner and bulkhead for cracks and F. Inspect gascolator for leakage; inspect sump for
condition. sediment, water and other contamination.
G. Inspect spinner 3 bulkhead for snug fl between G. Inspect electric boost pump for leaks, security of
propeller hub cylinder and rear bulkhead. Use shims as mounting, adequate fuel pressure, switch operation,
and condition of wiring and electrical connections.
necessary for snug fit..
(1) Check electric boost pump for proper operation by
3. LANDING GEAR and RETRACTION SYSTEIVI "T ing" into line with a calibrated fuel pressure gauge.
INSPECTION.
High boost operation should result in a 15 P.S.I.
A. Inspect tires for proper inflation, cuts, blisters, reading (mixture full RICH, throttle-IDLE).
slippage and excessive wear. Replace with new, H. Inspect fuel quantity gauges and transmitters for
approved, tire(s), if necessary. security of mounting and condition of wiring and
electrical connections.
CAUTION
i. Inspect fuel tank filler port for cleanliness, cap
Always run complete Landing Gear
at least 5
Retraction Cycle checks after any tire has been security, and condition of servicing placards. Inspect
fuel filler cap O’rings for condition and replace if
removed andlor replaced, before flying the
needed (Reference Section 28-00-01).
aircraft.
5. EXTERIOR INSPECTION.
B. Inspect wheels for cracks, distortion, A. Inspect fuselage exterior surfaces for corrosion,
misalignment, corrosion and bolt failure. Inspect damage, loose and popped rivets, dents,
condition of felt seals and bearings; re-pack bearings oilcans(stretched skins), scratches, cracks and
at 250 hour inteluals. deteriorated paint.
C. Inspect brakes for disc and pad wear, and disc B. Inspect windshields and windows for cracks,
warpage (Ref. Section 32-40-04). crazing, scratches, condition of sealant, and security of
D. Inspect hydraulic reservoir for proper fluid level. installation.
E. inspect hydraulic brake lines and hoses for C. Inspect wings, flaps, and ailerons for corrosion,
leakage, dents, cracks chafing, kinks and security. damage, loose or popped rivets, dents, scratches,
F. Inspect parking brake system for proper cracks, condition of attaching points, lubrication,
engagement and release. freedom of operation, free-play, travel, and balance
G. Check shock disc gap on main and nose weight attachment.
landing gear leg assemblies. (Ref. 32-81-00) D. Inspect Speed Brake cartridges for damage or
H. Inspect Landing Gear components for any hard wear. Check for proper operation. (Ref. 27-96-01)
landing damage (Ref. SECTION 32-82-00) E. Inspect empennage for corrosion, damage,
loose or popped rivets, free-play, dents, scratches,
Jack aircraft, as recommended in paragraph 7-10-00,
cracks, condition and lubrication of hinge points,
for the following inspections:
attachment of balance weights and freedom of
I. Inspect nose gear for cleanliness and damage.
operation, manually and electrically.
Inspect nose gear retraction tube bungees for sheared F. Inspect cabin door and door frames for damage,
or broken roll pins.
corrosion, nicks, dents, hinge security and lubrication.
NOTE G. Inspect cabin door lock mechanism for
Maximum allowable towing damage on leg lubrication and proper engagement. See Section
52-11-00 for rigging procedures.
assembly is 1/32 inch dent. No repair is allowed
on heat treated landing gear components.
H. Inspect baggage door and baggage
compartment for damage, corrosion, warpage, hinge
J. Inspect nose wheel steering mechanism for security, condition to door frame and door seals,
adjustment, alignment, corrosion, and lubrication. condition and operation of door locking mechanism
K. Inspect main gear for cleanliness and damage. and condition of cargo restraintsniedowns.
L. Inspect landing gear retraction linkage, i. Inspect ventilating system drain line for obstruction.
bellcranks, pivots and bearings for wear, damage, J. Inspect landing and taxi lights for security,
distortion, misalignment, corrosion, cleanliness, and condition and proper adjustme nt. See Section
lubrication. 33-43-00 for adjustment procedures.
M. Inspect landing gear actuator for security of K. Inspect Decals/Placards for condition and
mounting, cleanliness, and indication of overheating location.
and damage. Check motor operation and brush wear.
5-20-06
13
L. Inspect
exterior for signs of lightning strikes. hinges, bellcranks, pivots and rod end bearings, link
Inspect static wicks, wing tips, antennas, empennage bolt security and proper relation to control movement.
extremities (vertical 8 hon’zontal), and propeller tips D. Inspect rudder system for damage, corrosion,
and trailing edges for signs of burned/charred or other lubrication, rigging, condition of hinges, bellcranks,
high voltage/am damage. pivots and rod-end bearings, link bolt security and
6. INTERIOR INSPECTION. proper relation to control movement. Check for free
A. Inspect seats, seat tracks, and upholstery for movement of toe-brake pedals and proper rudder and
cleanliness and mounting security. Inspect seats for "OSe wheel travel.
condition and operation of position locks. Inspect seat E. Inspect stabilizer trim control system for security
structure for cracks, deformation, corrosion and a"d proper adjustment, shaft and stop nuts for proper
mechanism lubrication. rigging, trim control wheel for smooth operation,
B. Inspect safety belts, hamess and attaching universal joints for free-play and good working order,
brackets for cleanliness, condition, latch operation and actuator threads for lubrication, linkage for corrosion,
and guide blocks for looseness or excessive weal: See
security of attachment,
C. Inspect for loose equipment, etc. that might SECTION 27-42-00 for Electric Trim System bearing
restrict control movements. maintenance.
D. Inspect O~gen system (if installed) per CHAPTER F. Check flap system for rigging actuator, push/pull
35 of this S 8 M manual. tubes for n’gging, travel, and stop adjustment. Check
E. Inspect Decals/Placards for condition and flap position indicator for proper operation. Inspect
location. actuator, push-pull tubes, flap rods, interconnects,
bellcranks and hinges for corrosion, security, and
7. INTERNAL INSPECTION.
lubn’cation.
A. Open inspection doors and remove access
panels and fairings as required. NOTE
B. Inspect wing attaching bolts for proper torque All control rigging inspections should be made
and safetying, and evidence of damage and corrosion with the aircraft jacked and leveled (Per Section
(interior ABS side panels/carpet will require removal to 7) and landing gear retracted.
adequately accomplish this inspection).
C. Inspect forward side of firewall for damage. NOTE
D. Inspect tubular structure for corrosion and Some elevator trim tubes have poly tape
damage (interior side panels will require removal). wrapped at bulkhead penetrations. If tape
\(Reference Mooney Service Bulletin M20-208A for ShowS signs of wear, re-wrap tube with 2" wide
specific procedures required annually). Y9265 poiyurethane tape (1/2 tape overlap).
E. Inspect wing ribs and stringers for cracks and Trim tubes, without tape, which show signs of
evidence of damage and corrosion. abrading bulkhead grommet should be
F. Inspect wing spars for damage, distortion, wrapped. See SE M20-185.
cracks, and corrosion. MAX. TUBE VVEAR-.0O7 in. wall thickness or .014 in.
G. Inspect electrical wiring, fuel, oil and hydraulic
diameter reduction.
lines and air ducts for security, damage, interference,
9. INSTRUMENT/AVIONICS INSPECTION.
chaffing and de-bonding.
A. Inspect all instrument wiring and plumbing for
NOTE condition and proper connections.
Seal all receptacles and plugs outside cabin B. Clean and inspect vacuum filter. Replace garter
environment with Dow Coming #4. filter on vacuum regulator.
C. Inspect vacuum regulator at vacuum manifold.
H. Inspect wing interior for foreign material,
Check operation of high-and low-vacuum warning
corrosion, and evidence of fuel leakage.
I. Inspect empennage attachment brackets and lights or vacuum gage.
D. Inspect all instruments for proper pointel:
hardware for corrosion.
indication,range and limit markings, condition of
8. FLIGHT CONTROL INSPECTION. indicator markings, cracked or loose glass, slippage
A. Inspect control column and control wheels for full marks, and security of installation.
travel, proper rigging, free-play, binding, security of E. Inspect compass for proper lighting,
mounting, proper lubrication and proper direction of control compensation, security of mounting, liquid leakage and
surface movement with relation to control wheel discoloration. Swing compass at annual inspection
movement. and after any new equipment has been installed.
CAUTION Degaussing tubular structure may be necessary if
Allflight control components should be compass will not compensate within 100. See Mooney
Se"ice Instruction M20-95.
inspected to verify that all moisture drain holes
are free of obstructions. F. Inspect altimeter for scale error, discolored
markings, proper pointer readings, setting knob
B. Inspect elevator system for damage, corrosion, freedom and synchronization of barometric scale with
lubrication, rigging, travel, stop adjustment, condition of reference markers.
all bearings, pivots, bellcranks,& hinges wear on G. Inspect flight panel for security of mounting,
downspn’ng eyes, cable pulley and fittings, security of condition of shock mounts, freedom from interference
mounting and proper relation to control movement. with structure and condition of ground straps.
C. Inspect aileron system for damage, corrosion, H. Inspect Avionics Equipment for proper operation
lubrication, rigging, travel, stop adjustment, condition of 8 security.
5-20-06
14
i. Inspect Avionics Antennas, wiring, shielding for i. Check operation of annunciator light press-to-test
obvious damage or defects, switch.
J. Inspect pitot head for port obstruction; inspect J. Check operation of ignition switch, and starter
lines for cracks, dents, kinks, proper bend radius and solenoid.
security of attachment. Drain system and inspect for K. Check operation of landing gear position lights
leaks. (See Section 24-36-00 32-60-00) and warning horn
K. Inspect static ports for obstruction and (See Section 32-00-00).
aerodynamic smoothness at port installations. Inspect L. During post inspection flight, check proper
lines for bends, cracks, dents, kinks, and security of setting/operation of stall warning horn.
attachment. Drain system and inspect for leaks. Check M. Check operation of "Prop De-ice" (if installed).
attemate static pressure source located on flight panel Push switch "ON", observe prop de-ice annunciator for
for freedom of valve movement. illumination (BLUE light). Observe ammeter for
10. ELECTRICAL FUNCTIONAL TEST. fluctuation during cycle action of timer.
A. Check operation of navigation lights. N. Inspect batteries, connection 3 battery areas for
B. Check operation of landing taxi lights. proper installation corrosion and cleanliness.
C. Check operation of dome lights and cigar 11. MISCELLANEOUS/OPTIONAL EQUIPMENT
lighter. A. Inspect any other installed equipment not
D. Check operation of anticollision lights, covered by previous paragraphs for proper operation,
E. Checkoperation of instrument and placard attachment and obvious damage or malfunctions.
lights. Check rheostat travel for dimming without any 12~ POST INSPECTION FLIGHT TEST.
dropouts.
Flight test the aircraft to verify correction of all
F. Check operation of pitot head heater (short
duration only) by observing ammeter needle flucuation, malfunctions and abnormalities. Make proper entries in
G. Check operation of cluster gauge, aircraft log book.
H. Check operation of fuel gauges. V~ng access covers may vary to some degree
between model year aircraft.
Component locations remain basically unchanged.
REFERENCE FIGURE 5-3 FOR LOCATION OF THE FOLLOWING COMPONENTS
NOTE
Access covers riveted in place during production
need not be removed for routine inspections.
5-20-07 ACCESS COVER IDENTIFICATION, LUBRICATION AND SERVICE GUIDE
ITEM ITEM DESCRIPTION LUBRrCATION INTERVAL

NUMBER SYMBOL" (HRS)
1 Flight Instruments
Vacuum Regulator
Turn Coordinator
Vacuum Filters--Replaceat 500
Control System Adjustments:
Control Column Bearing Ball \y 100
Rod End Bearings W 100
Universal Joints C 100
Bellcranks C 100
2 Engine Cowling 0 100

Vacuum Pumps Q 500
See last page of section for lubrication symbol legend.

No periodic lubricant on Avionics Products #102000-2. If necessary to relubricate,
use Aeroshell 22, Mobil 28 or MIL-G-81322 ONLY.
Change garter filter on vacuum regulator every 100 hours.
Change instrument filters at 500 hours, clean every 100 hours.
Inspect Stand-by Vacuum Pump drive coupling every 200 hours. (Refer to Airborne
Service Letter No. 34)
5-20-07
15
OLDWILLWAYNE
MOONEY AIRCRAFT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
FIGURE 5-3
ACCESS COVER IDENTIFICATION, LUBRICATION SERVICE GUIDE
23 7 1
1 L 9
6
L
7 8
L L L
2 3 4 5
29 18
13 13
30 28 31
10 10
11 12 12 14 14 12 12 11
32 I’ ’I I I I I r 32
o
o
0 oooo C) Q ooo,. 0
o
000 000
000 00
o o
27 27
27 27
19 17 15 6 16 19
c o
o o
27 27
27
20 21
22
CI 1
7 26
25 33 24 ---~J SMR5-3
5-20´•07
16
OLDWILLWAYNE
ITEM ITEM DESCRIPTION LUBRICATION. INTERVAL

No. SYMBOL" (HRS)
3 Nose Gear Grease Fittings Q 100

Retraction Tube Rod End Bearings \y 100
Bellcranks 100
Bungees \y. 100
Gear Door Rod End Bearings yl 50
4 Main Gear Grease Fittings Q 100

Retraction Tube Rod End Bearings \y 100
Bellcranks C. 100
Bungees C. 100
Gear Door Rod End Bearings \V 50
Electric Gear Actuator Gear Box" ZZ AR
Electric Gear Actuator Ball Screw. 1000
5 Elevator Rudder Contr~[s:

Control Tube Rod End Bearings yl. 100
Bellcranks C~. 100
Batteri es
Stabilizer Trim Control Shaft:
Universal Joints 100
Guide Blocks 100
Hydraulic Reservoir P 50
Oxygen, High Pressure Fittings A 50
6 Elevator Rudder Controls:

Control Tube Rod End Bearings \y. 100
Bellcranhs 100
Stabilizer Trim Jack Screw/Actuator Brgs’ .O 100
Variable Downspring System \y. 100
Tail Strobe Light Power Supply 0. 100
7 Empennage Attach Points 0. 100

Stabilizer Trim Attach Point Li. 100
8 Elevator Rudder controls:

Control Tube Rod End Bearings y, 100
9 Elevator Rudder Controls:

Control Tube Rod End Bearings y, 100
10 Aileron Control Tube Guide Blocks 100
11 Aiieron Controls:
Control Tube Rod End Bearings W. 100
Bellcranks 100
12 Aileron Control Tube Guide Blocks 100
13 Main Gear Retraction C. 100
14 WingPoints Q. 100
Control Tube Guide Blocks 100
15 Stabilizer Trim Screw Stops 0 100

Indicator Adjustment Point
Stabilizer Trim Chain Gear 100
5´•20´•07
17
ITEM ITEM DESCRIPTION LUBRICATION. INTERVAL

No. SYMBOL" (HRS)
16 Elevator Rudde; Controls:
Control Tube Rod End Bearings 100
Bellcranks C. 100
Guide Blocks 100
Flap Indicator Cable C 100
Electric Flap Actuator Gear Box R 500
Electric Flap Actuator Ball Screw 8. 100
17 Electric Boost Pump

Gascolator C 50
18 Control Systems:
Control Tube Rod End Bearings \y. 100
Control Yoke (Lower Section) C 100
NLGr Steering Link Rod End Brgs. 5. 100
Rudder Pedal Cross Shaft C 100
Rudder-Aileron Bungee C. 100
Hyd. Brake Cylinder Pedal Linkage C. 100
19. Aileron Control Tube Rod End Brgs 100

Outboard Flap Stops Q.
20. Baggage Compartment Door:

Hinges C. 100
Latches. C. 100
Lock a. 100
Seals b. 100
Hold Open arm: 100
21 Cabin Door:
Hinges C. 100
Latches. C. 100
Lock a. 100
Seals 100
Hold-Open Arm. 100
22 Engine Instruments
Radios
Engine Controls W. 100
23 Oil Dip Stick, Oil Filler Tube V AR
24 Wheels 8( Brakes:
Wheel Bea rings 250
Brake Pressure Plates Anchor Bolts yl 50
Guide Pins
Shock Discs Q 50
25 Elevator Rudder Control Stops Q. 100
26 Nose Wheel:
Wheel Bea ri ngs 250
Shock Discs Q 50
27 Control Surface Hinges C. 100
28 Exhaust Assy a. 100
5´•20-07
18
29. Air Induction Filter a. 100
30 Cabin Heat Shroud Ducts a 100
31 Remote Compass Flux Valve Q 100
32 Strobelight Power Supply(Wing) Q 100
33 ELT (Batteries) Q. 100
34. ELT ANTENNA (UNDER DORSAL FIN) AR
LUBRICATION SYMBOL LEGEND
SYMBOL MIL. SPEC. NO. DESCRIPTION
C MIL´•L-7870 Low Temperature Oil (GeneraJ

Purpose)
n. MIL-G´•81322 Grease
MIL-L-3545 Grease (High Temperature)
p MIL´•H-5606 Hydraulic Fluid /Red)
Graphite Q MIL-G´•3278 Grease or
MIL´•G-23827
5 Powdered Graphite
\V Teflon Spray (Tri-Flow) or Equivalent
c Stick Lubricant (Door Ease or
Equivalent)
0 Aeroshell Grease NO. 7
(On jackscrew and inside
ActuatorBearing Housing)
Lubriplate 630AA (10~ by Volume
Molybdenum Disulfide Mixture
Permissible)
b Seal Dressing
Q Inspect
ii Tape, Tetrafluoroethylene
(MIL;27j30) Permacel Tape Corp.,
New Brunswick, NJ
V TCM Spec. MHS´•24(
Viscosity Requirements
Above 30 Deg F Ambient, S.L. SAE 40 or SAE 15W-50
Below 30 Deg F Ambient, S.L. SAE 30 or SAE 20W-30
NOTE
Mooney Aircraft are delivered with the proper break-in oil; MIL-C-6529, Type II. This oil should
be changed, after 25 hours or after oil consumption has stabilized, to oil conforming to TCM
Specification MHS-24~
For M20S aircraft S/N 30-0001 ON It is recommended to use multiviscosity oil in these
aircraft, both mineral additive oil.
5-20´•07
19
MOONEY AIRCRAFT CORPORATION M20R SERVICE AND MAINTENANCE MANUAL
OLDWILLWAYNE
BLANK
5-20-07
20
OLDWILLWAYNE
CHAPTER
DIMENSIONS
AND AREAS
OLDWILLWAYNE
CHAPTER 6
DIMENSIONS AND AREAS
CHAPTER
SECTION
SUBJECT PAGE. DATE
6-Eff/Contents 1/2BLANK 11-98

6-00-00 3 11´•98
6´•00-02 4 11´•98
6´•00-03 5 11-98
6-00-03 6 11´•98
6-00-03 7 11-98
6´•00-03 8 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT PAGE
6-00-00 Dimensions and Areas 3

6-00-01. Aircraft Specifications. 3
6-00´•02. Aircraft Dimensions 4
6-00-03. Aircraft Stations 5
6-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
6-00-00 DIMENSIONS AND AREAS
6-00-01 AIRCRAFT SPECIFICATIONS
SUBJECT STANDARD METRIC/OPT/MISC.
ENGINE
Engine Manufacturer Teledyne Continental Motors
Engine Model IO-550-G (6)
No. Cylinders 6
Rated Horsepower 244 HP
RPM 2400
Min. Fuel Octane 100 or i 00 LL.
Fuel Capacity
Total 81 U.S. Gal. 306.6 Liters
Useable 75 U.S. Gal. 283.9 Liters
Oil Specification TCM Specification MHS-24
Oil Grade-Normal Service 15VV50 or 20W50
Above 300 F (-10 C) Ambient air SL SAE 50
Below 500 F (10" C~ Ambient air SL SAE 30
Oil Capacity 8 qts. 7.57 Liters
Minimum for Flight Oil Level 4.5 qts. 4.54 Liters
First 25 hours of operation mineral (non-detergent) oil or equivalent corresponding to TCM Spec. MHS-24(
Oil Pressure
Idle, Minimum- 10 PSI
Normal Operation 30-60 PSI
Max. Allowable (cold oil) 100 PSI
Oil Temperature Max. Allowable 2400F 1 i 50C

Recommended Takeoff-Min 1000F 380C
Recommended Flight Operation (Cruise) 1700 2000F 76.60 930C
Cylinder Head Temperature (CHT)

Max. Allowable 4600 F 2370 C
Recommended Cruise 170" to 2200 F 770 to 104" C
PROPELLER
Propeller Mfg. McCauley
Type ConstantSpeed
Model 2A34C239/90DMC-15
Pitch Angle 30 in. Sta.
LOW 19.00 0.20.
O
HIGH 37.50 0.5
Diameter 75.0 Inches (190.5 cm)
Govemor McCauley
(Optional Propeller N/A at this time

Type
Model
Pitch Angle 30 in. Sta.
LOW
HIGH
Dia meter
6-00-00
OLDWILLWAYNE
AIRFRAME STANDARD METRIC/OPT/MISC
WEIGHTS LOADINGS:
A. Approximate Empty Weight 2200 Ib. (998 Kg.)
B. Gross Weight 3200 Ib. (1452 Kg.)
C. Average Useful Load 1000 Ib. (453.6 Kg.)
D. Wing Loading 18.3 Lbs./Sq.Ft. (89.3 Kg./sq.m)
E. Power Loading 12.17 \b/hp (5.52 Kg/hp)
WINGS:
A. Airfoil At Wing Root 632215
B. Airfoil At Wing Tip 641412
C. Mean Aerodynamlc Chord At Wing Sta.94.85 61 in. 241 cm
D. Center-of-Gravity Range 41.0 to 51.0
E. Geometric Twist (DEG) 1.5 Degrees
F. Incidence Angle (DEG) From Sta 20. to Wing Tip 2.5 Degrees
G. Dihedral angle (DEG) 5.5 Degrees
H. Aspect Ratio 7.448
i. Taper Ratio (CS/CT) 2.271
FUSELAGE:
A. Cabin Dimensions:
(1) Height 44.5" 113 cm
(2 Width 43.5’ 110.5 cm
(3 Length 126’ 315 cm
4) Cabin Door Width 29" 73.4 cm
5)Cabin Door Height 35’ 88.9 cm
B. Baggage Campartment:
MAX. Loading 120 Ibs 54.4 hg
21
Baggage Space 22.6 Cu. Ft. 0.678 Cu. M.
(3) Baggage Door Width 17’ 43.2 cm
(4) Baggage Door Height 20.5" 52.1 cm
(5) Hat Rack Capacity 10 Ibs 4.5 kg
C. Landing Gear:
1) Type Tricycle, Retractable
2) Operation Electrica I
(3) Wheel Track 9’ 2’ 279.4 cm
(4) Wheel Base 6’7 9/16" 202.08 cm
(5) Tire Size--Nose (6-Ply Rating) 5.00x5
(6) Tire Size-Main (6´•Ply Rating) 6.00x6
(7) Tire Pressure-Nose 49 Ibs/sq. in.
(8) Tire Pressure-Main 42 Ibs/sq. in.
6-00-02 AIRCRAFT DIMENSIONS
DI~ENSIONS:
A. Wing Span 36’1" 10.998 meters
B. Fuselage Length 26’9’ 8.153 meters
C. Tail Height 8’4’ 2.54 meters
D. Stabilizer Span 11’9" 3.581 meters
AREAS:
A. Wing 174.786 so. ft. 16.24 so. meters
B. Ailerons 11.4 so. ft.~ 1.06 sq.meters
C. Flaps 17.9 so. ft. 1.66 so. meters
D. Vertical Fin 7.8 so. ft. 0.73 so. meters
E. Rudder 6.25 so. ft. 0.52 so. meters
F. Horizontal Stabilizer 21.42 so. ft. 1.90 so. meters
G. Elevators 13.0 so. ft. 1.21 so. meters
6´•00´•02
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONET AIRCRAFT CORPORATION
6-00-03 AIRCRAFT STATIONS
NOTE
The datum line station 0.0 is 13 inches aft of the nose gear trunnion pivot point.
eference 8-2.
73´•
>ncff~
;e 8’-4’
<254 cn)
<18?1,4 cn>
I I
11’ 7
<878 c13 <888.88 a>
36’B;
<1099.8 cn>
<358i ed
L ,I
9’-r
1 <279A cn> I
PRINCIPAL AIRCRAFT DIMENSIONS FIGURE 6´•1
6-00-03
OLDWILLWAYNE
MOONEY AIRCRATT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
STA STA STA STA STA

210,97 147,75 103150 59,25 24,50
STA
193150
WING STATIDN RIBS

FIGURE 6-2
STA
-5,375
STA
3,68
STA STA STA STA STA STA STA

211,50 17~100 14~,00 100,00 53,00 ~1,80 -5,00
F-USELAGE STATI[INS SMLMR6-3
FIGURE 6-3
6´•00-03
OLDWILLWAYNE
STA STA STB STA STA

67,75 42,25 4,43 42,25 70,0
STA
52150
STA
25,75
STA
5,25
EMPENNAGE STATIONS
SM6-4
EMPENNAGE STATIONS FIGURE 6-4
6-00-03
OLDWILLWAYNE
BLANK
6-00-03
OLDWILLWAYNE
C H A PT E R
LIFTING AND
SHORING
OLDWILLWAYNE
CHAPTER 7
LIFTING AND SHORING
CHAPTER
SECTION
SUBJECT PAGE. DATE
7´•Effectivity/Contents 1MBLANK 11´•98

7-10´•00 3 11-98
7-10´•00 4 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
SU BJ ECT SU BJ ECT PAGE
7-10´•00. Jacking 3
7-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
7-10-00 -JACKING possible.
4. Secure safety locks on each jack.
When it is necessary to raise the aircraft off the
ground: CAUTION
When loweli~g on jacks, bleed off
aircraft
CAUTION all simultaneously and evenly
pressure on
Do not raise the aircraft on iacks, out of doors, to keep aircratt level as it is being lowered,
when wind velocity is over 1(1 MPH. Jacks should
be on hard surface. CAUTION
Individual wheels may be raised without raising
i. Install wing jack points (2) in tiedown mounting entire aircraft. Wheels not being raised should be
holes outboard of each main landing gear. Install checked fore ane~aft.
Nose Landing Gear jack point (1) (threaded, long-
shaft jackpoint) into threaded receptacle at FUS. NOTE
STA. ´•5.51. It is not recommended to use tail-tie down fitting
2. Use standard aircraft jacks at both wing hoist
during jacking process to lift nose wheel off
ground.
points (wing tiedown eyebolt receptacles) outboard
of the ma i n land ig gea rs and at the nose landing gear CAUTION
Do not leave aircraft onJacks for extended
(extended shaft) jack point. While holding wing jack
points in place, raise jack to firmly contact jack ~periods while a tailstand Is in Place. The wing
Jack~s) may bleed down and puf excessive loads
point. Nose landing gear jack point is located under on the front jack point and tailcone,
the cowling at Fuselage Station -5.51.
3. Raise aircraft, keeping wings as nearly level as
7-10-00
OLDWILLWAYNE
BLANK
7´•10-00
OLDWILLWAYNE
CHAPTER
LEVELING AND
VV EIGHING
SERVICE AND MAINTENANCE MANUAL
OLDWILLWAYNE
CHAPTER 8
LEVELING AND WEIGHING
CHAPTER
SECTION
SUBJECT PAGE DATE
8- Effect ivity/Co nte nts 1/2BLANK 1 1 -98
8-00-00 3 11-98
8-00-01 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
8-00-00. Leveling 3
8-00-01 Weight and Balance 3
8-EFF/CONTENTS
I/2BLANK
M’20S SERVICE AND MAINTENANCE MANUAL
8-00-00 LEVELING NOTE

See Section VI of Pilot’s Operating Handbook for
Place a spirit level on the leveling screws above the Weight and Balance referen~e data.
tailcone access door when leveling the aircraft longi´•
3. Ground aircraft and drain fuel tanks per SECTION
tudinally. Level the aircraft by increasing or decreas´•
ing air pressure in the nose wheel tire. Level aircraft 12´•10´•02, 2.
laterally by placing level across center seat tracks 4. Add unusable fuel to each tank, (see Pilot’s
forward of wing spar. Front seats must be in the full
Operating Handbook for proper quantity of unus-
forward position when weighing. Use leveling screws
able fuel).
on tailcone, above left side battery access door (See
Figure 8-2.). 5. Fill oil to capacity (8 quarts).
8-00-01 WEIGHT AND BALANCE 6. Position a 2000-pound capacity scale under
each of the three wheels.
To weigh aircraft, select a level and draft free work
area, then: 7. Level aircraft as described in SECTION 8-00-
00 and center nose wheel.
1. Check for installation of all equipment as
listed in the Weight and Balance Record, SECTlON 8. Weigh the aircraft.
VI of POH/AFM.
9. Find reference point by dropping a plumb´•bob
2. Charlie Weight Installation. The aircraft, as de´• from center of nose gear trunnion (retracting pivot
livered from the factory has correct ballast added axis) to floor. Mark point of i ntersection on floor.
(if any) to compensate ior installed equipment. If Reference Figure 8´•2.
addition or deletion of equipment, at a future time,
affect the weight and balance of the aircraft suffi´• 10. Locate longitudinal centerline of nose wheel
ciently to require a ballast change, the proper Char´• axle and main wheel axles in the same manner.
lie Weight Installation shown on Figure 8-1 is to be Mark these points on floor.
used.
CEHIOR of ORAIIIM F1S. -mm

#99 l~o cao (1# na 1199
ogee
(Kg)
500
PDO
aDOI I VI VI I I I 1 I d0(
Ipo
u- u u r
CDmR OF CRAMPI
-505
E~npb 1 1999 2544/ criUI CO. at 4215 h#n ehprt WI drpbn nqSw
-sas CharO,W~gM r~r Fa 994999 cddota m mlpM CO. I Wonrmt
495kna oe YI~ahd 2549 x 4215
0~890b01
+-SL~ *19 12095
Ue*IW tnptr WI9M 2SjY 102191
U#nod tnpb WI9M CC 9999599 I IJ~6
CHARLIE WEIGHT INSTALLATION FIGURE 8-1
8-00-00
OLDWILLWAYNE
11. Measure horizontal distance from the refer´• 12. Measure horizontal distance from center line
ence point to main wheel axle center line (Lm/r). of nose wheel axle to center line of main wheel ax´•
les (Lm/n).
13. Record weights and measurements and compute the basic weight and CG as follows:
LC/G LM/R 13 -LM
a. CG Forward of Main Wheels
LBS X IN. s LBS. IN.

Weight Nose Distance Between Total Weight of CG Forward of
Main Nose Wheel Aircraft Main Wheels
Axle Centers
(WN) (LM/N) (WT) (LM)
b. CG Aft of Datum (Station O)

IN. 13 iN. IN. IN.
Distance from center Distance from Result of computation CG (FUS STA)
Nose Gear Trunnion to Nose Gear Above (a.) Distance Aft of
Center of Main Wheel Trunnion to Datum (Empty
Axles (Horizontal) Datum Weight CG)
(LM/R) (CONSTANT) (LM) (LC/G)
NOTE:
Empty weight includes unusable fuel and full oil (8 Qts.) and is computed with gear down and flaps up.
REF,POINT REFERENCE LEVEL REF,

(NOSE GEAR DATUM(STA,O> (LEVELINI; SCREWS>
TRUNNION
STA, -13>
s 1C=5~
r I
MEASUREMENTS
c/g
LM/R
Lm/n
INCHES/CM
Wn Wr
WI
LM/N
INCHES/CM
WEIGHT AND BALANCE DIAGRAM FIGURE 8-2
8-00-01
OLDWILLWAYNE
CHAPTER
TOVVING AND
TAXIING
OLDWILLWAYNE
CHAPTER 9
TOWING AND TAXIING
CHAPTER
SECTION
SUBJECT PAGE. DATE
9´•Effectivity/Contents I/2BLANK 11-98

9´•00-00 3 11´•98
9´•30-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
9´•00-00 Ground Handling 3

9´•10-00 Towi ng 3
9´•20-00 Taxiing 3
9-30´•00 Emergency Procedures 3
9-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
9-00´•00 GROUND HANDLING 3. While taxiing, make shallow turns to test nose
gear steering.
9-10-00 TOWING 4. Check operation of gyro instruments and turn
coordinator during turns.
Use the hand towbar for movingaircraft. The towbar
attaches to nose gear crossbar. One man can move 5. Check engine instruments for any sluggish re-
the aircraft provided ground surface is relatively sponse to engine control movements. Repair any dis-
smooth and tires are properly inflated. crepancies found.
When no towbar is available, or when assistance in
moving aircraft is required, push by hand:
9-30-00 EMERGENCY PROCEDURES
(1) on wing leading edges, 1. Engine Fire During Starting.
(2) on wing tips, A. Continue
and cranking engine with starter.
B. Set mixture control at IDLE CUTOFF.
(3) on inboard portion of propeller blades adjacent to
propeller hub. C. Turn fuel selector handle to OFF position.
D. Open
throttle to FULL.
Towing aircraft by tractor or other Dowered E. Turn Master Switch OFF
equipment is NOT RECOMMENDED.
F. Push cabin heat control OFF.
G. If fire is not exti nguished, proceed as fol lows:
CAUTION (1~ Turn electrical switches OFF.
Exercise care not to turn gose wheel,past its (2) Discharge fire extinguisher into engine
normal swivel angle of 11 left or 13"’right of
co,partment through nose cowl openings and
center. Exceedingthe turn limits shown on turn
indicator may cause structural damage. through lower engine cowl openings.
(3) Call for fire-fighting equipment.
CAUTION
Maximum allowable damage to nose gear leg 2. Fuselage or Wheel Well Fire. In case of fire in
assembly is 1/32?nch dent. wheel well (or i n cabi n or fuselage area), turn all fuel,
9´•20-00 WARMUP AND TAXIING electrical, and ig?ition controls to OFF position be´•
fore evacuating aircraft to extinguish flames.
Before attempting to warmup or taxi aircraft, ground 3. Electrical Fire. Circuit breakers (or circuit-
personnel should be checked out by qualified pilots breaker switches), that automatically interrupt flow
or other responsible personnel. of power when an overload or short circuit occurs,
1. Start a nd warm up engine. (Refer to POH/AFM.) protect all electrical circuits (except the ignition-
2. Taxi forward a few feet and check brake effec´• starter circuits). In the event of an electrical fire, im-
tiveness. mediately turn Master and Alternator Field switches
OFF. Make sure only a fire extinguisher approved for
electrical fires is used.
9´•00´•00
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRATT CORPORATION
BLANK
9-30-00
OLDWILLWAYNE
CHAPTER
PA RKING,
MOORING,
STO RAG E,
RTN TO SVC.
OLDWILLWAYNE
CHAPTER 10
PARKING AND MOORING
CHAPTER
SECTION
SUBJECT PAGE. DATE
l0´•Effectivity/Contents 1/2BLANK 11´•98

10´•00-00 3 11´•98
10´•20-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJ ECT SU BJ ECT PAGE
10´•00-00 General 3
10-10-00 Parking 3
10´•10´•01 Storage (Flyable) 3
10´•10-02 Storage (Prolonged) 3
10´•10-03 Return to Service 3
10´•20-00. Mooring 3
10´•EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
10-00-00 GENERAL 3. Remove batteries, charge fully, and store in a

cool place.
The parking brake is set by apply~ng brakes and pull´• 4. Raise aircraft to remove weight from tires, and
ing parking brake control knob. Release park´•
out on
block up wheels.
ing brake by pushing IN on parking brake control
knob. CAUTION
If weight is not removed from tires, rotate
NOTE wheels/tires to a new position at least once each
There is no need to depress brake pedals to 30 days to prevent flat-spotting tires.
relieve pressure in brake lines during release of
parking brake control. 5. Seeappropriate TCM Service Information for
There are three tiedown points on aircraft, one on

engine preservation.
each wing, outboard of main gear(tiedown rings are CAUTION
to be threaded into built in receptacles) and tail Attachwarning placards if preservation
skid/tiedown fitting at aft end of tailcone. procedures make engine inoperable.
10-10-00 PARKING 10-10-03 RETURNING TO SERVICE
When parking aircraft, place wheel chocks fore and If aircraft has been stored for anextended period of
aft of main wheels. The parking brake should be used time, it is advisable to perform a50-hour periodic in´•
for short´•duration parking only. spection after completion of the following prelimi-
CAUTION nary steps:

Do not set parking brake when brakes are i. Remove blocks from wheels. Check tire infla-
overheated or when cold weather could freeze tio".
moisture and slush accumulation within the 2. Check and install batteries.
brake mechanism. Do not set parking brake when 3. Remove tape and covers from openings.
aircraft is tied down. for maximum protection, 4. Remove warning placards (if any).
hanar air~ran weather and high
5. Replace engine oil filter.
6. Clean engine oil suction and pressure screens.
lo-10-ol STORAGE (FLYABLE) 7. Clean and check oil pressure relief valve.
8. Clean and check oil temperature bypass valve.
Outdoor storage requires adequate mooring and tie´•
down facilities. The following precautionary measures 9. Fill engine sump with proper grade of lubricat-
are recommended for keepi ng aircraft serviceable and
i"g Oil.
ready-to-fly. 10. Clean and reinstallengine air-inlet filter.

i. Refer to paragraph 10´•20´•00 for mooring instruc- 11. Checkignition harness.
tions. 12. Clean and re´•gap spark plugs.
2. Magneto switches.................OFF 13. Check and clean fuel injector nozzles and
3. Throttle................................CLOSED screens. Drain oil from fuel injector.
4. Mixture.................................IDLE CUTOFF 14. Check fuel tank vents for obstruction, and
5. Rotate drain sumps to remove moisture and sediment.
propeller 6 revolutions every seven days;
STOP propeller 45 to 90 degrees from original posi´• 15. Complete 50´•hour and preflight inspections.
tion. 16. See appropriate TCM Service Information for
6. Keep fuel tanks filled at least one´•half full to servicing of the engine.
minimize moisture condensation. Keep batteries
10-20-00 MOORING
fully charged.
7. Install protective covers over pitot head, engine When mooring aircraft out of doors:
cowl openings, static ports, etc.
i. Head aircraft into the wind.
8. Maintain a good wax finish on all exterior sur-
2. Place chocks fore and aft of each main wheel.
faces (after 90 days from new paint job).
3. Drive stakes in ground approximately three feet
10-10-02 STORAGE (PROLONGED) outboa rd of each main gear and to either side of tail
skid.
If the aircraft is to be stored for an extended period of 4. Install tiedown rings in wing receptacles, out-
time, the following steps are recommended for protec- board of each main gear. Tie a 600-pound tensile
tion: strength rope to eachwing tiedown ring and anchor
1. Refer to paragraph 10-20-00 for mooring instruc´• to ground stake. Allow a little slack in each tiedown
tions. rope.
2. Tape or cover all openings.
10´•00-00
OLDWILLWAYNE
5. Tie center of a rope to tail skid tiedown ring and 6. For additional security, attach a rope to nose
anchor rope ends to ground stakes at either side of gear and anchor to a ground stake.
tail. 7. Lock controls by looping right front seat safety
belt through control wheel and drawing belt snug.
10-20-00
OLDWILLWAYNE
CHAPTER
PLACARDS AND
MAR KI NGS
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRA~T CORPORATION
CHAPTER 11
PLACARDS AND MARKINGS
CHAPTER
SECTION
SUBJECT PAGE DATE
Il-Effectivity/Contents 1/2BLANK 11-98

11-00-00 3 11-98
211´•20/30-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
11-00´•00 General 3
11-10-00 Markings Exterior Paint 3
11-20/30´•00 Placards, Exterior/interior 3
11´•EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
11-00-00 GENERAL 11-10-00 MARKINGS EXTERIOR PAINT
FAA required placards and markings. Exterior paint schemes for various model year air-
craft are depicted in the M20S Illustrated Parts Cata-
NOTE log.
All placards should be inspected for proper
location readability and security during
maintenance’ actions. When an airpla~ne hasbeen
11-20/30-00 PLACARDS, EXTERIOR/INTERIOR
painted, inspect all Dlacards to assure that they All required placards and their locations, both inte-
are not obscured by paint.
rior and exterior, are listed in SECTION II of the FAA
Approved Flight Manual and Pilot’s Operating Hand´•
book (AFM/POH).
11-00-00
OLDWILLWAYNE
BLANK
11´•20/30-00
OLDWILLWAYNE
CHAPTER
SERVICING
OLDWILLWAYNE
CHAPTER 12
SERVICING
CHAPTER
SECTION
SUBJECT PAGE DATE
12-Eff/Contents 1/2BLANK 11-98

12-00-00 3 11-98
12-10-04 4 11-98
12-20-02 5 it-98
12-20-06 6 11-98
12-20-06 7 11-98
12-20-06 8 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
12-00-00. Servicing 3
12-00-01 Servicing Intervals 3
12-10-00 Replenishing 3
12-10-01 Fuel Tanks 3
12-10-02 Fuel Drains 3
12-10-03 Engine Oil 3
12-10-04 Oxygen System 4
12-20-00 Scheduled Servicing. 4
12-20-01 Induction Air Filter 4
12-20-02 Batteries 5
12-20-03 Tires Wheels. 5
12-20-04 Brake Reservoir 5
12-20-05 Hydraulic Brakes 5
12-20-06 Cleaning. 6
1PEFF/CONTENTS
1/28LANK
OLDWILLWAYNE
12-00-00 SERVICING C. After draining, be sure fuel drain valve con-

trol is returned to the closed position and the valve is
12-00-01 SERVICING INTERVALS not leaking outside aircraft.
The specified intervals (refer to Chapter 5) are con- WARNING

sidered adequate to meet average requirements un- During cold weather operation frequently
der normal operating conditions. It is advisable, check fuel gascolator drain for i’ce formation
however, to shorten service and maintenance inter´• by repeating procedures i., A, B and C above.
vals when operating under abnormal environmental
NOTE
conditions, such as extreme temperature ranges, If conditions conducive to fuel system icing
dusty atmospheric conditions, high humidity and may be added to fuel
moisture, unlmproved airport facilities, or unusual
exist, Isopropy?dAlcohol
tanks. It Is impoffant to thoroughly
operating requirements. BLEND the alcohol In with the fuel
supply in quantities not to exceed 3~7, of the
12-10-00 REPLENISHING total, by volume.
12´•10-01 FUEL TANKS 2. Defueling. Fuel tanks may be drained by one of
several methods: pumping fuel out with electric
Keep fuel tanks at least half filled to minimize con´• boost pump, siphoning fuel through the filler ports,
densation and moisture accumulation in tanks. (Fuel or removing tank quick drain valves.
capacity is given in Chapter 6.)
WARNING
WARNING Allow no smoking or open flame within 50 feet
Ground aircraft and fuel service vehicle during of the defueling area. Ground aircraft and fuel
refueling. Permit no smoking or open frame container during all defueling operations.
with’in 50 feet of aircraftor vdhicle.
using electric boost pump:
A. To defuel aircraft
WARNING
Each fuel tank is vented to the atmosphere at (1) Disconnect fuelline from electric
its outboard aft corner. vent openings are on boost pump outlet at the fitting forward of the
the lower wing suriace. Check vents for firewall.
obstructio~ns before each flight. (2) Connect a flexible line to output fit´•
12-10´•02 FUEL DRAINS ting that will reach fuel receptacle.
(3) Turn fuel selector valve to tank to be
A fuel-drain valve is located in the aft inboard corner drained, and remove filler cap from fuel filler port.
of each tank to provide for drainage of moisture and
(4) Turn boost pump ON until tank is
sediment. Use the small plastic cup furnished with
empty. Repeat steps (3) and (4) to drain other
the flyaway kit to drain fuel sumps. Drain wing tank
tank.
sumps and gascolator before first flight of the day
and after each fuel service to inspect for water (5) To completely drain fuel system also
and/or contamination. Continue draining until free drain wing tank sumps and fuel gascolator valve
of water or contamination. sump until fuel stops running.
WARNING NOTE
After servicing aircraft with fuel wait at least When defueling using removable tank quick
five minutes for moisture and’sediment to drains, it ts only necessary to remove~the
settle before draining and checking~both, the drains and to operate the gascolator drain.
fuel tank sumps anir the fuel selector varve
drain. 12-10-03 ENGINE OIL
i. Fuel Gascolator Drain. The fuel gascolator is at Check engine oil level after engine has been stopped
the lowest point in the fuel system and has a drain long enough for oil to drain back into sump. The oil
valve operated by a control on the floor in the cabin. filler cap access door is located inthe top cowling.
To drain the fuel~gascolator: Any lubricating oils approved by Teiedyne Continen´•
tal Motors (MHS-24) are acceptable for use after
A. Switch fuel selector valve handle to L and
break-in period. Approved products and engine oil
pull fuel drain valve control ring for 10 seconds,
viscosity requirements are shown in CHAPTER 5´•20-
B. Switch fuel selector valve handle to R and
07.
pull fuel drain valve control ring for 10 seconds.
12-00-00
OLDWILLWAYNE
CAUTION operation intervals. Use TCM filter or approved

The terms "detererent". "additive" and equivalent (Champion 48109).
"compounded" us~ed in’ this manua)l are When changing from mineral oil to additive oil, filter
intended to refer to a class of aviation engine should be changed regardless of the operation time.
lubricating oils to which certain substances Check screens and filters for sludge or plugging
have been added to improve them for aircraft
every 10 hours after switching from mineral oil to
use. These terms do not refer to such
known as "top cylinder ashless dispersant (additive) oil.
materials commonly,
lubricant" "dopes and "carbon remover
which are sometimes added to fuel or oil.
12-10-04 OXYGEN SYSTEM (OPTIONAL)
These products may damage the engine and
therefore, snould-not be used. Under no
The oxygen cylinder, when fully charged, contains
circumstances should automotive oil be used approximately 115 cubic feet of aviators breathing
since such oils could cause engine damage. oxygen (Specifications No. MiL-0´•27210). Recharg-
ing of this oxygen cylinder should be accomplished
Oil Recommendations for New-Engine or Newly by using the appropriate Scott recharging fitfings to
Overhauled Engine Break-IN. the pressure shown on (Figure 12-1), Pressure vs
New or newly overhauled engines should be operated Temperature Table.
on aviation grade straight mineral oil during the first
25 hours of operation or until oil consumption has WARNING
stabilized. The aircraft is delivered from Mooney with Oil, grease orother lubricants in contact with
proper break-in oil. oxygen create a serious fire hazard such
contact must be avoided when han)dling
OIL and FILTER CHANGING RECOMMENDATIONS
oxygen equipment.
The oil and filter should be changed at 50 hour flight
AMBIENT FILLING AMBIENT FILLING

TEMPERATURE PRESSURE. TEMPERATURE PRESSURE
DEGREES F PSIG DEGREES F. PSIG
0 1650 50 1875
10 1700 60 1925
20 1725 70 1975
30 1775 80 2000
40 1825 1 90 2050
OXYGEN PRESSURE VS TEMPERATURE TABLE

FIGURE 12-1
NOTE 12-20-00 SCHEDULED SERVICING
The oxvrren cylinder should not be run down to
less’fhan 100 P.S.I. Below this pressure, 12-20-01 INDUCTION AIR FILTER
atmospheric contamination of the Cylinder may
occur requiring valve removal, cylinder The importance of keeping the induction air filter
cleanin~ and insp~ection at an FAA Ipproved clean cannot be overemphasized. A clean filter pro-
repair station. motes fuel economy and longer engine life. The ;dry-
type filter can usually be washed six to eight times
NOTE
within 500 hours or one year before replacement is
Refer to Section 35-00-00 for periodic bottle
necessary.
pressure check,
To clean the dry-type induction air filter:
Any time fittings are disconnected on the oxygen sys- 1. Direct a jet of air from inside of filter out. Cover
tem, the threaas should be treated with tetrafluoro´• entire filter area with air jet.
ethylene tape (MIL-T-17720). Prior to reconnection,
the ~system should be checked for leaks with leak CAUTION
testing compound (MIL-L-25567). If no leaks are Do not use a compressor unit with a noule
found, wipe system clean and dry, pressure greater than 100 P.S.I. to clean
filter.
Inspect for damage or ruptures by holding fil-

2.
a light or by holding light bulb inside filter.
ter before
If damage is evident, replace aamaged filter with
new filter.
12´•10´•04
OLDWILLWAYNE
NOTE 4. Check wheel bearings for condition and lubri´•

If filter shows an accumulation of carbon, cation.
soot, or oil, continue with cleaning steps 3
through 5. 12-20-04 BRAKE RESERVOIR
3. Soak filter in non´•sudsi?g detergent for 15 check brake reservoir for proper fluid
Frequently
minutes. Agitate filter back and forth for two to five level. See~Chapter 12-20´•05 for location. See Section
minutes to free filter element of deposits. 5-20´•07 for proper fluid.
4. Rinse filter element with a stream of clean wa-
ter until rinse water is clean. CAUTION
5. Dryfilter thoroughly. Do not use light or air
above 1800 F. for filter drying.
I" "Ot fill
reservoirp~ile parking brake is
6. Check alternate air door for proper operation Use only hydraulic fluid (red), per specification MIL´•
and sealing. H-5606. Do not fill reservoir higher than two inches
7. Reinstall filter in aircraft. Make sure of proper below filler port.
sealing and security.
12-20-05 HYDRAULIC BRAKES (Bleeding)
12-20-02 -BATTERIES
CAUTION
Service batteries with distilled water to maintain Fluid in the wheel cylinders may be under
pressure due to heat or expansion.
electrolyte above plates. After adding water in freez-
ing weather, charge battery long enough to mix elec´•
high
Therefore, be sure parking brake Is released
trolyte and water. Keep battery electrolyte above a prior to beginning hldraulrc system servicing.
specific gravity of 1.225 to avoid freezing. For best results, use a hydraulic pressure service
To service battery(ies):
unit (pressure pot) to back bleed the system through
i. Remove battery caps. Check electrolyte and wheel cylinderbleeder valves.
service battery as required.
CAUTION SINGLE BRAKE SYSTEM (PILOTS SIDE ONLY)

Battery gases may be explosive. 1. Remove hydraulic fluid reservoir filler plug,
and install a suitable fitting for attaching a flexible
battery mounting area for corrosion
2. Check
drain line.
andspilled electrolyte. To clean cables, terminals,
mounting area and battery case, use a solution of bi- 2. Immerse open end of drain line into a hydrau-
carbonate of soda and clean water to neutralize cor´• lic fluid container or catch container containing MIL-
rosion and spilled electrolyte. 1-1-5606 fluid.
3. Attach pressurized hydraulic fluid service unit
CAUTION to wheel cylinder bleeder valve and open valve. Hy-
When cleaning, do not allow bicarbonate of draulic service unit should be free of air prior to serv-
soda to enter battery cells permanent
icing aircraft system.
damage will result If soda mixes with
electrolyte. 4. Feed fluid from service unit into brake system.
Check for air bubbles at end of drain line immersed
3. Rinse battery with clean water. Wipe clean in fluid.
with a dry cloth.
5. When fluid is flowing, slowly depresspilot’s
4. To reta rd corrosion, coat termi nals with petro´• brake pedal by hand and slowly release. Repeat
leum jelly after cleaning and tightening them. three (3) to four (4) times.
5. Check battery vent line lines for obstructions, 6. Allow fluid to flow until clear of air bubbles.
line kinks, etc.
7. Close´•wheel cylinder bleeder valve; remove
12-20-03 TIRES AND WHEELS service line.
Keep tires at recommended air pressure. (Refer to NOTE

Brake pedal may need to be Pulled back in
Chapter 6-00-01. order for fluid to bleed back into reservoir.
i. Check tires for wear, cuts and bruises.
2. Check valve stems for evidence of tire slippage 8. To bleed opposite brake, (single brake system
or pulling, only) repeat steps 3 through 7.
3. Check wheels for damage.
12-20-02
OLDWILLWAYNE
IF DUAL BRAKES AND SHUTTLE VALVE D. To remove heavy oxidation film, use a pre-wax
ARE INSTALLED cleaner.
E. Apply an exterior-finish wax recommended for
1. While pressurized hydraulic fluid service unit is
still attached to either wheel cylinder bleeder valve, protection of urethane enamel. Apply a heavy coating of
wax to leading edges of wings, empennage, and nose
2. Loosen co-pilot’s brake line at shuttle valve. Pro-
section to reduce drag and abrasion.
vide another catch container.
3. Restrict (stop) outflow from reservoir drain line to CAUTION
catch container. When fuel, hydraulic fluid, or other fluid
4. Allow fitting to remain loose until fluid is clear of air containing dye is spilled onpainted surfaces,
bubbles as it drains from shuttle valve fitting into catch remove R at once to prevent staining. Flush
container. away spilled battery electrolyte immediately
with water. Treat exposed area with bicarbonate
5. When clear, tighten co-pilot line fitting and remove of soda solution followed by thorough washing
restriction from reservoir drain line. with a mild aircraft detergent solution.
6. Stroke co-pilot’s brake pedal several times and al-
F. Blow moisture away from areas that may trap
low any purged air to exit through reservoir.
accumulate water, IE. engine mount at firewall attach
7. Shut off bleeder valve at wheel cylinder; remove
points (inside cupped portion of tubing).
fluid pressure unit.
2. WINDSHIELDS, WINDOWS AND DOORS
8. To bleed opposite brake, (dual brake system) re-
A. Flush windshield and windows with water prior
peat steps 2 through 8. to wiping. Never wipe while dry.
9. Remove drain line from reservoir.
B. Remove grease or oil with a soft cloth saturated
in kerosene.
REPLENISH HYDRAULIC RESERVOIR TO
OPERATING LEVEL CAUTION
1. Lower fluid level in reservoir to two inches below
Never gasoline, benezene, carbon
use
tetrachloride, acetone, fire extinguisher fluid,
filler port. de-icer fluid, lacquer thinner, or household
2. Reinstall filler plug, window cleaning sprays on windows or
wi"dshields. Such solvents will soften or craze
3. Check brake linings for excessive wear and
the plexiglas surface.
proper installation. Refer to Section 32-40-04 for Brake
Removal and Inspection Procedures. C. Clean windows and windshields with an anti-
4. brake pedals to check for sponginess.
Depress static plexiglas cleaner.
Resistance should be solid and even when brake pedals D. Check door seals for damage that could cause
are depressed, leakage.
E. Check cabin and baggage door mechanism for
12-20-06 -CLEANING
proper working order.
Cleanliness is a major prerequisite to adequate inspec-
NOTE
tion and maintenance of an aircraft. Cleanliness en-
hances the appearance of an aircraft and reduces the
Minor scratches or abrasions may be polished
_out by_ using plexlglas re-surfacing kits, ie,
probability of corrosion. Micro-Mesn, available from aircraft accessory
1. EXTERIOR suppliers.
washing aircraft exterior,
A. Before cover brake
3. ENGINE COMPARTMENT Accumulation of dirt
discs, pitot head, and static ports.
and oil within the engine compartment creates a fire haz-
B. Flush away loose dirt and mud.
ard and hampers inspection procedures.
C. Wash exterior with a mild aircraft detergent in
engine cowling and engine compartment
A. Wash
cool water and a soft cleaning cloth or chamois. Rinse down using a non-flammable solvent.
away soap film. B. Dry engine cowling and engine compartment af-
CAUTION ter washing.
Do not called "mild" household
use so 4. CABIN INTERIOR
detergents to wash aircraft exterior. Such Use normal household cleaning practices for routine in-
detergents may damage finish and corrode terior care.
aluminum components. A. Frequently vacuum seats, rugs, upholstery pan-
CAUTION els and headliners to remove sur~ace dust and dirt.
Do not apply wax or use pie-wax cleaners
during initial~p8int curing penod. Use only mild
aircraft detergent and cool water when washing
exterior during the first 90 days after repainting.
12-20-06
OLDWILLWAYNE
CAUTION
B. Clean interior components with cleaners shown Never apply household cleaners to interior
below: furnishings. Do not use alcohol or strong
solvents on interior plastics. When using
Use soft cloth to apply. Dry with soft, dry cloth.
commercial cleaning and finishing compounds,
(1) Leather Leather cleaner, carefully follow manufacturer’s ~nstructions.
(2) Vinyl Vinyl cleaner. Never saturate fabrics or carpet with solution
which could damage backing and padding
(3) Izit Leather or Wool Woolite materials. To mlnlmlze wettins of.carpets, keep
(3 parts H20 to 1 part Woolite) foam as dry as possible and r~ub In circles. Use
a vacuum cleaner toremove foam. Do not allow
(4) Carpet Carpet cleaner
carpets to remain damp; dry them thoroughly.
(See following CAUTION)
12-20-06
OLDWILLWAYNE
BLANK
12-20-06
OLDWILLWAYNE
CHAPTER
STANDARD
PRACTICES
(AIRFRAME)
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL IVIPOS MOONEY AIRCRAFT CORPORATION
CHAPTER 20
STANDARD PRACTICES AIRFRAME
CHAPTER
SECTION
SUBJECT PAGE. DATE
20 Effect i vity/Co nte nts 1 /2BLAN K 1 1 -98

20-00-00 3 11-98
20-00´•01 4 11-98
20-00-02 5 11-98
20-00´•02 6 11-98
20-00-03 7 11´•98
20-00-03 8 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
20´•00´•00 General 3
20-00´•01. Skin sbecitications 3
20´•00´•02. Corrosion Detection and Prevention 5
20-00´•03 Painting 7
20-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
MOONET AIRCRAFT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
20-00-00 GENERAL FAR 43, Maintenance, Preventive Maintenance, Re´•

building and Alteration and Sub Parts A, D and E of
This chapter of the manual discusses treatment of FAR 65, Certification. Advisory Circular 43.13´•1()
metal suifaces for corrosion control and the identifi- outlines inspection and repair practices acceptable
cation of skin panels for replacement purposes. to the F.A.A. Administrator.
Those who inspect or repair aircraft should consult
20´•00-01 SKIN SPECIFICATIONS
6 r5 r4 r3 2
STA I I STA I STA I STA I STA

210,97/ 1 147~75 1 103,50 1 59,25 1 24,50
STA
193,50
18´•
i I 15
19 13
12
17 11 10
L
14 9
WING SKIN PANELS
INDEX SKIN MATERIAL. INDEX SKIN MATERIAL

NO. THICKNESS NO. THICKNESS
i. 0.063 2024 T´•3 CLAD 12. 0.025(c) 2024 T´•3 CLAD

2. 0.050 2024 T-3 CLAD 13. 0.020(a) 2024 T´•3 CLAD
3. 0.040 20241´•3 CLAD 14.. 0.032 2024 T-3 CLAD
4. 0.040 2024 T´•3 CLAD 15. 0.040(b) 2024 T-3 CLAD
5. 0.025 2024 7-3 CLAD 16. 0.040(d) 2024 7-3 CLAD
6. 0.025 2024 7-3 CLAD 17. 0.016(a) 2024 T-3 CLAD
7. 0.032 2024 T´•3 CLAD 18. 0.050(b) 2024 T´•3 CLAD
8. 0.040 2024 T´•3 CLAD 19. Polyester Glass´•Fiber Rein-forced
9. 0.025 2024 7-3 CLAD
10. 0.025 2024 T´•3 CLAD
11. 0.025 2024 7-3 CLAD
Same thickness on top and bottom.
Top of wing only.
(c) Top aft flap skin that section).
(d) Top inboard flap skin.
WING SKIN PANELS FIGURE 20-1
20-00-00
OLDWILLWAYNE
STA
14 7 6 7 7 7 rl 21 -5,375
6? 87\51/1 41 3
STP1
3,68
O
I
I, i
12
io I I I I I I I ’1
STA STA i STA I I STA STA STA STA

211,50 176,00 1 142,00 1 1 100,00 53,00 21,80 -5,00
-J L -1 L L
9 11 1--’ 6 5 13 5
FUSELAGE SKIN PANELS SMM20-2

1. 0.025 2024 T´•3 CLAD 10.. 2024 T´•3

0.032 CLAD
2. 0.040(d). 2024 -0 CLAD 11.. 2024 T-3
0.032 CLAD
3. 0.025(c)(b) 2024 T-4 CLAD 12.. 2024 T´•3
0.032 CLAD
4. 0.025 2024 T-3 CLAD 13. 0.025(a) 2024 T-3 CLAD
5. 0.025(b) 2024 T-3 CLAD 14. Polyester Glass-Fiber Rein´•forced
6. 0.020 2024 T-3 CLAD
7. 0.025 2024 T-3 CLAD
8. 0.032(d)(e) 2024 -0 CLAD
9. 0.0~5 2024 T´•3 CLAD
(a) Left side only.
(b) Right side only.
(c) 0.032 can be used.
treated to T-42 condition after forming.
I~ Shell.Heat
FUSELAGE SKIN PANELS
FIGURE 20´•2
20-00´•01
OLDWILLWAYNE
5 4 1
STA STA le~7 9
42,25 1 3--\ 1 42125
STA
25,75
6 6 13
EMPENNAGE SKIN PANELS

i. 0.025 2024 T-3 CLAD 8. 0.025 2024 T´•3 CLAD

2. 0.025 2024 T-3 CLAD 9. 0.020 2024 T´•3 CLAD
3. 0.025 2024 T´•3 CLAD 10.. 0.032 2024 T-3 CLAD
4. 0.025 2024 T´•3 CLAD 11. Polyester Glass-Fiber Rein´•forced.
5. 0.025 2024 T-3 CLAD 12.. 0.020 2024 T-3 CLAD
6. 0.020 2024 T-3 CLAD 13. 0.025(a) 2024 T´•3 CLAD
7. 0.025 2024 T´•3 CLAD
(a) Heat treated to T-42 condition.
EMPENNAGE SKIN PANELS FIGURE 20-3
20-00-02 CORROSION DETECTION craftpaint remover such as Eldorado PR´•3400, (El-

PREVENTION dorado Chemical Co., Inc., 6700 Lookout Road, P.O.
Box 32101, San Antonio, TX. 78216) should be
Most metallic fabrication materials are susceptible used. Paint removing substances left in metal crev-
to corrosion. Corrosion may occur on aircraft in any ices will cause further corrosion. Turco 2662C or
climate, but it will be a problem more often in cll- 3002 will remove corrosion from aluminum and treat
mates where the aircraft is exposed to salt air or high the metal surface in one application. This Section
hum idity, or where there are industrial contaminants discusses corrosion types and their prevention along
in the atmosphere. The aircraft should be inspected with suggested procedures for corrosion protection
frequently to detect and correct corrosion before se´• of internal airframe surfaces.
rious damage occurs.
Any form of corrosion should be removed at once. If

it is necessary to remove paint, only an approved air´•
20-00-02
OLDWILLWAYNE
1.Types of Corrosion Aluminum 2. Corrosion Prevention

Corrosion normally appears in one or more of four A. Thoroughly examine unpainted metal sur´•
forms. Each type of corrosion can be precluded or faces at inspections and check corrosion when
controlled by a preventative maintenance program. found. Carefully examine seams, lap joints, and crev-
ices where moisture or dirt can collect. Areas ex-
A. Chemical Corrosion.
posed to exhaust gases require frequent inspection
Chemical corrosion normally occurs where battery and cleaning.
acid or exhaust gases come in contact with metal
B. Corrosion may attack metal even though the
surfaces. A fewsimple precautions will prevent
surface is painted. Inspect painted areas for a blis-
chemical corrosion.
tered or scaly appearance that warns of corrosion
(1) Be sure battery vents are free from ob- below the paint layer.
structions at all times.
C. Use only liquid (non-alkaline) soap to wash
(2) Repaint all scratches and worn spots the exterior airframe. Cover vent scoops when air-
found in areas painted with acid-resistant paint. craft is being washed. Rinse aircraft exterior after ex-
(3) If acid is spilled on metal surfaces, posure to salt air or industrial fallout.
flush eritire area with sodium bicarbonate and wa- D. Since moisture promotes corrosion, thor-
ter. The solution should be rinsed away at once oughly and frequently inspect areas where water is
and the area driedby driving all water from crev- likely to collect. Use an air hose to drive water from
ices with an air hose before wiping surface dry crevices before wiping exterior surface dry after
with a clean cloth, washdown.
(4) Frequently clean exhaust gas deposits Hangar aircraft when not in use.
E.
from metal surfaces.
battery acid is spilled on any part of the air-
F. If
B. Local-Cell Corrosion. craft, immediately wash the area with a solution of
On bare metal surfaces, in an early stage develop- sodium bicarbonate in water. Rinse with clear water
ment, local-cell corrosion appears as a light, whitish and dry with clean towels.
powder deposit. Surface pits warn of advanced local´•
cell corrosion. On painted surfaces, the first indica- NOTE
tion of corrosion will be evidenced by paint blistering. ACF-50 or equivalent can be fogged into
fuselage, empennage or wing skin areas. It is
(1) Intergranular Corrosion Selective at-
recommeded that electrical connections and
tack along grain boundaries of metal alloys is re´• electrical components be protected (sealed
ferred to as intergranular corrosion. Aluminum al-
off) during fogging procedures.
loys 2024 and 7075 are vulnerable to this type of
attack. Aluminum extrusions may contain non´•
NOTE
uniform areas, which in turn may result in gal-
vanic attack along grain boundaries. This type of
FAA Advisory Circular 43´•4 addresses
corrosion problems.
corrosion is diffTcultt to detect in its onglnal
stages. When the attack is well advanced, the
metal is usually blistered or delaminated. This is
3. Epoxy-polymide Painting.
referred to as "exfoliation". It is very difficult to Epoxy´•polymide coating of internal airframe surfaces
completely remove and stop this type of corrosion, will not eliminate the necessity for periodic inspec-
and replacem~nt of the affected part is recom´• tions. The most I i kely areas for corrosion to begi n are
mended wherever possible. in hidden crevices such as skin laps, under rivet
heads or any opening where moisture can collect.
C. Concentration Cell Corrosion
Periodic inspection of these areas is most important
Corrosion forming under rivet heads, along faying so that any corrosion which may be present can be
surfaces, at skin to longeron contact surfaces and detected and treated in its very earliest stages.
other similar areas is called concentration cell corro-
When corrosion isdetected, it should be treated as
sion. Detection requires close inspection. Rivets
follows:
must be removed and skin laps must be separated to
remove concentration cell corrosion. Use aluminum A. Remove all corrosion product (usually white
wool soaked in solvent such as methyl-ethyl-ketone or grey-white powder on aluminum) from the cor´•
to scour corrosion deposits from the surface before roded area down to sound metal.
pa~nting both faying surfaces with epoxy-polymide (1) If the base metal is aluminum, clean
pnmer and re´•assembling. off the corrosion product scrubbing with alumi´•
D. Galvanic Corrosion num wool non-metal
or a scouring pad such as
the made by the Carborundum Com-
nylon pads
Dissimilar metals, such as stainless steel and alumi-
pany, P.O. Box 277, Niagara Falls, N.Y. 14302.
num, in contact with each other sometimes develop
plvanic corrosions. To remedy this form of coro- (2) If the base metal is steel, remove the
corrosion product with emery cloth (320 grit or
sion, separate the parts, remove corrosion, and
finer) or steel wool.
paint both surfaces with epoxy´•polymide primer be-
fore reassembling.
20´•00´•02
OLDWILLWAYNE
(3) If the corrosion is too advanced to re- B. Cleaning Procedures.

move by the light mechanical cleaning methods of
NOTE
(1) and-(2), refer to Advisory Circulars 43.13-1(
Fiberglass components are attacked and
and/or 43-4 for alternate methods of cleanup and
deteriorated by products containing the
repair.
(4) Chemical cleaning solutions should be
following chemicals: Ketone allpha!ic esters,
used with extreme caution on both aluminum and
chlorinated hydrocarbons’an6
slightly softened
steel parts. Such solutions are not recommended by most aromatic hydrocarbons.
for use in areas where they cannot be easily and
(1) Fuel ServicingDecal Removal:
completely neutralited. Cover the decal with hot, wet towel
B. Wash all areas to be epoxy coated with a
(a) a
for approximately 2 minutes.
cleaning solvent such as methyl ethyl ketone (MEK),
Turco T~657 (Turco Products, Inc., 6135 South Cen´•
(b) Lift one corner of the decal and
tral Ave., Los Angeles, California), lacquer thinner,
slowly remove.
#3094 wash thinner (Pratt Lambert, Inc., 25th and (2) Remove all old loose paint by one of
N.Y. Avenue, Wichita; Kansas) or similar solvents, the following methods:
(1) To get a good clean surface for epoxy (a) On aluminum for uniformity of finish
priming use a clean c´•loth or piece of cheesecloth appearance, the entire skin panel should be pre-
and apply one of the solvents noted above. The pa’ed for repainting. If the paint is in very bad con´•
dition or filler is to be used, remove all of the
if a
surface should be wiped dry with a second piece
paint by of lacquer thinner, MEK or similar sol´•
use
of clean cloth. Do not allow the solvent to dry on
ve"t. Careful application of paint stripper is accept´•
the cleaned area as it will redeposit dissolved soil
able. The solvent should be wiped on and wiped
and grime upon evaporation.
off before it evaporates. If the solvent is allowed to
CAUTION evaporate, it will redeposit the soils and paint that
solvents are generally flammable and were being carried. Any scouring required shoLlld
Wipe
toxic and should notbe used without adequate be done at this point. Scouring with nylon pads or
ventilation and fire precautions. aluminum wool may be done d~ or wet with one of
the wipe solvents listed above. After the old paint,
C. Apply epoxy pnmer to cleaned area by spray grime, etc. has been loosened and removed, the
orbrush. If area needs to have a finish coat applied it scoured area should be wiped with a tack rag, and
should be applied within time frame specified by ep´• again cleaned with fresh wipe solvent. The part
sh~ould now be ready for pnmlng and painting.
oxy primer manufacturer.
(b) On steel Remove all grease, grime,
20´•00´•03 PAINTING loose paint, etc. by wiping with a wipe solvent and
rags. Do not allow the wipe solvent to evaporate.
The exterior is painted with urethane enamel. When Wipe it dry! Steel parts may be cleaned to bare
exposed to humid salt air or to an atmosphere having metal by sanding with emery cloth or steel wool. If
corrosive faliout, the aircraft should be hangared the parts are removable, they can be cleaned by
when not in use. sandblasting. Regardless of the scouring method,
i. Paint Repairs. all parts should be wiped with a tack rag and
A. Materials. cleaned with fresh wipe solvent. The part should
"OW be ’eady for priming and painting.
(1) Aluminum wool, nylon scouring pads,
C.
Priming and Painting.
320 grir or finer emery cloth or steel wool.
(1) On aluminum Cleaned and dried sur-
(2) lack rags.
faces to be painted should be coated with a wash
(3) Wipe solvents such
ketone, T-657 --(Turco Products, Inc.);
as:
methyI;e3toh~jl; primer conforming to MIL-C´•8514 or MIL-P´•15328.
Read and followthe manufacturer’s instructions
wash thinner --´•(Pratt Lambert, Inc.); lacquer carefully. The wash primer should be applied to
thinner equivalent solvents.
or
attain a dry film thickness of 0.3 to 0.4 ~mils (a
(4) Body putty or aerodynamic filler such transp~rent film). A good wash primer coating is a
as: Flex-Bond --´•(Taylor Art Plastics); Flex must since the top coating can be only as good as
--(3M Co.);or Cut polyester body filler #6372 the primer coat. As a general rule the wash primer
(NAPA CMartin Senour Paints]). should dry from .05 to 1.5 hours but not more
15~ Compatible paints for the item (such as than 2 hours before application of the top or inter-
steel structure or exterior skin) and for the mediate primer coat.
year and model being repainted. (Refer to Mooney
Illustrated PartsCatalog).
(6) Thinners which are compatible with
paints being used, both for paint thinning and for
burn´•down thinners.
20´•00-03
OLDWILLWAYNE
When an intermediate epoxy primer coat is applied, 12~ Use a small round watercolor brush
it should be mixed very carefully per the manufactur- trimmedto a point for application of undiluted
er’s instructions. It should be thinned per the manu´• touch´•up paint to small scratches and bare spots.
facturer’s instructions and applied to a dry film Do not thin acid resistant black paint or exterior
thickness of 0.8 to 1.0 MILS. The intermediate finish touch´•up paint for brush´•on application.
primer should be allowed to dry a minimum of 0.5 to
~.5 hours depending upon the application tempera- NOTE
ture and relative humidity. Follow manufacturer’s in- M20S aircraft painted with Pratt´•Lambert
are
structions. The intermediate primer coat can be dry´• "Ac!y´•Glo" urethane enamel. Inquiries
scuffed lightly with No. 400 to No. 600 sandpaper concerning application of this finish’should be
directed t~o:’Pratt Lambert, P.O. Box 2153,
prior to top coat application to provide a higher gloss
finish. As many coats of paint as desired may be ap´• Wichita, KS. 67201.
plied. A higher gloss will be attained if the surface Is CAUTION
scuffed lightly and tack rage cleaned between each
coat.
Any flight control surface that is to be
repainted Should be stripped of all paint prior
(2) Onsteel The same general proce´• to repainting. A minumum thickness, cover
dure used onaluminum can be applied to steel. coat shourd be applied to flight control
However, MIL´•P-8585 primer or epoxy primer is surfaces. It is required that repainted control
recommended for the steel coat. If epoxy primer is surfaces be removed and rebalanced prior to
used, it should have a wash primer (MIL-C´•8514) flight per paragraph 27-91-00.
pre´•treatment. NOTE
D. Painting. Never use abrasive polish compounds or harsh
SOaPS and detergents on urefhane finishes.
(1) Ap~ly three coats of white base and/or Once the surface gross is damaged it cannot
finish color, allowing three to five minutes between
be restored by polishing.
coats depending upon weather conditions. Allow
five to ten minutes between coats in cold, dry
weather; in humid weather, allow fifteen minutes
between coats.
20´•00-03
OLDWILLWAYNE
CHAPTER
ENVIRON NIE NTAL

SYSTENIS
OLDWILLWAYNE
CHAPTER 21
ENVIRONMENTAL SYSTEMS
CHAPTER/SECTION/SUBJECT PAGE DATE
21-Effectivity/Contents 1 11-98
21-Effectivity/Contents 2 11´•98
21-00-00 3 11-98
21-52-00 4 11-98
21-52´•03 5 11-98
21-53´•00 6 11-98
21-54-00 7 11-98
21-54-04 8 11-98
21-55´•04 9 11´•98
21-56-05 10 11´•98
21-57´•00 11 11´•98
21´•57-00 12 11-98
21´•57´•00 13 11´•98
21-58-00 14 11´•98
21-59-00 15 11-98
821´•59-00 16 11´•98
TABLE OF CONTENTS
CHAPTER/SECTION/SUBJECT SUBJECT PAGE
21´•00-00 Cabin Ventilation System 3

21´•40´•00 Heating. 3
21´•50-00 Cooling 3
21-51-00 System Leak Check 3
21´•51-01 Special Tools 3
21-51-02 Leak Check Procedure 3
21´•52-00 System R´•134a Evacuation/Charging 4
21-52-01 Special Tools 4
21-52-02 System Evacuation Procedure 4
21´•52´•03 Refrigerant Charging 5
21-53´•00 Expansion Valve Adjustment 6
21-53´•01 Special Tools 6
21-53-02 Expansion Valve Adjustment Procedure. 6
21-53´•03 Evaporator Balancing Procedure. 6
21´•54´•00 Compressor Drive GBelt inspection/Ma i ntenance 7
21-54-01 Belt Removal 7
21´•54-02 Drive Belt Replacement Procedure 7
21´•54-03 Drive Belt Alignment Procedure 7
21-54-04 Drive Belt Tensioning Procedure. 8
21-55´•00 Compressor Assembly Inspection/Maintenance 8
21´•55-01 Special Tools 8
21-55-02 Compressor Inspection Procedure 8
21-EFF/CONTENTS
TABLE OF CONTENTS (con’t.)
CHAPTER
SECTION
SU BJ ECT SUBJECT PAGE
21´•55-03 Compressor Removal 8

21´•55-04 Compressor Replacement 9
21´•55-05 Compressor Oil Level Check 9
21´•56-00 Evaporator Module Assy. Inspection/Maintenance 9
21´•56-01 Evaporator Coil Inspection 9
21´•56´•02 Condensate Drain Tubing inspection 9
21´•56-03 Cool Air Ducting Inspection 9
21´•56´•04 Evaporator Module Blower Motor Removal 9
21´•56-05 Expansion Valve Removal Replacement 10
21´•57´•00 Troubleshooting R´•134a Airconditioning System 11
21´•58-00 Component Inspection, Service/Maintenance Schedules 14
21´•59-00 Service Precautions 15
21-EFF/CONTENTS
OLDWILLWAYNE
21-00-00 CABIN VENTILATION SYSTEM moisture is absorbed. The warm, dry liquid is then
directed to the evaporator module expansion valve
The cabin environmental system consist of three
where the high pressure liquid is expanded to a low
standared ventilating systems that supply heated or
fresh air as the pilot or passengers prefer. CABIN pressure. The expansion process creates a super
cool gas which passes through the evaporator coil
AIR, CABIN HEA’T and OVERHEAD VENTILATION. and absorbs heat from the warm cabin air passing
The cabin airand heat system controls and vents are
over the coils. The warm low pressure refngerant
located on the console between the pilot and co´•pilot
then enters the R-134a compressor where the pro-
seats. Individual fresh air outlets are located on each
cess starts all over again.
side of the cabi n side pa nels just forward of the pi lots
and co´•pilots outboard knees. The overhead ventila- In addition to cooling cabin air, a refrigerant type
tion system consists of individual outlets (Wemac system also removes a large percentage of moisture
valves) located between and above each seat posi- from the air as well as removing dust and pollen par-
tion. The aircraft has a flow regulator system with the tides from the air.
control knob located above and between the pilot’s The airconditioning system consist of various com´•
and co-pilot’s head. The systems are basically trou´• ponents installed inseveral areas of the aircraft. The
ble free’but inspection should be made at regular in- Compressor Installation located on the rear of the
tervals to ensure proper operation, engine accessory case, Switch Installation/on cabin
lower console; Evaporator Installation/hat rack; Out-
21-40-00 -HEATING
let Duct I nstallation/overhead of the hat rack; Air In-
Heat is supplied to the cabin through flexible hoses let Installation/tailcone (R/H access panel); Diffuser
connected to a heat distribution box assembly and a Assembly/tailcone (R/H access panel); Condenser
muff/shroud assembly located on the exhaust mani´• Installation/tailcone (R/H access panel) and Ex-
fold on the engine. It is recommended that the condi´• haust Duct/tailcone (R/H rear).
tion of these items be checked each time the cowling is
removed. This will provide a continuing check for the 21-51-00 SYSTEM LEAK CHECK
prevention of carbon monoxide (CO) in the cabin. Any PROCEDURE (R-134a)
deteriorated flexible ducts should be replaced. Heat
Leak check of a refrigerant plumbing system is very
shrouds should be inspected for cracks or other dete-
riorations and repaired or replaced promptly. It is rec- important to assure that the system maintains its
ommended that inspection of the exhaust system for charge to provide the designed performance and re-
duce damage to system components. Plumbing sys-
any leaks or cracks, at each maintenance action, be tems on aircraft are very hard to keep leak tight due
made and replace components or repair as needed.
to the type of gas or fluid used, excessive vibration
21-50-00 COOLING and expansions or contractions due to extreme am-
bient temperatures and altitudes. Therefore, a peri-
GENERAL odic check of the system charge is required to deter-
The type of installed in an aircraft op´•
erates on a
cooli~pystem cycle concept using refriger´•
mine if any loss or refrigerant has occurred.
~cl,,,
1. The system leak check is required whenever the
ant (R-134a) as the heat absorption media. The (R´•
following conditions occur:
134a) Air conditioning System cools the aircraft in
the same manner as a cooling system in an automo- A. New system plumbing installation.
bile or home. However, one major difference in the B. Component replacement in the plumbing system.
two systems is that the (R-134a) system contains
C. Line or hose rupture.
components which are ddsigned to be light weight,
compact, provide high performance and operate at 51-51-01 SPECIAL TOOLS AND/OR
extreme altitudes and ambient temperatures.
EQUIPMENT REQUIRED
REFRIGERANT (R-134a) SYSTEM OPERATION
The concept of air conditioning a room, cabin or The following tools and/or equipment are required
tO leak check a refrigerant plumbing system.
cockpit is actually very simple. Figures 21-1 and
21´•2 show the refrigerant and electrical schematic 1. Gaseous dry nitrogen, regulated source(0-500 psig)
for a typical system. The refrigerant is the media 2. R-134a refrigerant charging manifold with
which absorbs and rejectsthe room or cabin heat. By
gauges and hoses
continuous recirculation of the warm cabin air, heat
is absorbed in the evaporator module(s) and is re- 3. Electronic leak detector
to the outside through the system condenser. 4. R´•134a refrigerant, 30 Ib. cylinder
i~chteend
the system is turned ON the compressor is 5. R-134a Refrigerant oil, (Ester RL-500S)
connected to the drive belt through an erectricalryac-
tuated clutch. The compressor compresses the R- 6. Leak check fluid, (soapy solution)
134a refrigerant gas to a high pressure. The hot, 7. Assorted hand tools
high pressure gas then passes through the con´• 8. Hand and eye protection
denser coil where it is cooled and condensed into a
9. Thread sealant, P/N 55431 (Loctite)
warm liquid at constant pressure. The warm liquid is
then routed into a receiver-dryer container where the 10. Hose adapter (1/2 in, male acme to 1/4 in, female
liquid and any remaining gas are separated and any Rare)
21-00-00
21´•51´•02 LEAK CHECK PROCEDURE 15. With system leak tight, turn nitrogen source
i. Remove, if required, all panels, doors, shrouds,
OFF; disconnect yellow charging hose from nitrogen
etc. to gain access to component being leak
source and slowly release nitrogen pressure to zero.
checked. CAUTION
Vent system pressurevery slowly to assure that
2. Remove, if required, any enclosures or access
doors to expose all tubing, hoses, fittings, etc, to the
compressor oil is not ven’ted with the nitrogen.
Do not let air enter the system.
compressor´•condenser module/evaporator module. 16. Close manifold valve.
3. Verify all aircraft and/or ground power is OFF.
4. Remove service port caps from A/C system. Ac- 21-52-00 SYSTEM R-134a EVACUATION
cess to service ports is through Avionics Bay acess
AND CHARGING PROCEDURE
panel, LH side of Tailcone. Charging the refrigerant (R-134a) system is required
5. Close all manifold gauge valves and verify hose on new system installations, after an accidental line
connections are tight. break, component failure or when the system has ex-
6. Connect R-134a refrigerant charging manifold. cessive leaks. Due to the chemical nature of the refrig´•
R-134a service gauges conta in quick´•connect fitti ngs e’a"t, every precaution must be taken to protect the
to mlnlmlze refrigerant loss. To install quick´• Se’vice person from accidental exposure to the refyig-
e’a"t. See service precautions in Section 21´•59-00.
connect, push on tlrmly until locked (a "clicking"
sound is heard). Hold grip ring and pull to remove Only R-134a refrigerant must be used or damage to
the system will result. Overcharging the system with
quick-connect fittings.
7. Connect yellow charging hose
refrigerant and/or oil will also result in system dam-
to a regulated age or reduction in performance and service life.
dry nitrogen source.
21-52-01 SPECIAL TOOLS AND/OR
NOTE
An adapter is required to connect vellow charging EQUIPMENT REQUIRED
hosd to nitrogen sourte. The following tools and equipment are required to
8. Regulate nitrogen source to a pressure of 200 charge the refrigerant system:
PSIG maximum. i. Small hand tools and socket set
CAUTION 2. Vacuum pump, air or electric (0-30 in, hg.)
Do not exceed 200 PSIG nitrogen pressure during 3. Refrigerant, R-134a, 30 Ib. cylinder
leak check procedure or damage to expansion 4. R´•134a
valve WILL result.
charging manifold, with gauges and hoses
5. Thermometer, 0-1500 F
9. Remove all shrouds, panels, flooring and any
6~ Inspection mirror, adjustable
other covering which prevents access to refrigerant
7. Service light or flashlight
fittings or connections (if required).
8. Hand and eye protection
10. Verify all plumbing connections are secure.
9. Shop towels
11. Slowly open high pressure (RED) manifold
valve and allow system pressure to increase gradu- 10. Refrigerant oil (Ester RL´•SOOS))
ally until a pressure of 200 PSIG is achieved. Allow 11. Scale, 0 50 Ibs.
time for system pressure to equalize across expan- 12. Reclaim/recycle cart (R-134a)
sion valves and note final system pressure. 15. Hose adapter(l/2 in. male Acme to 1/4 female Flare)
CAUTION
21-52-02 -SYSTEM (R-134a) EVACUATION
During this procedure protective eye wear and
gloves ShoulQ be worn PROCEDURE
to prevent operator injury.
12. Apply soapy leak check fluid to each connec- Prior to charging the system with refrigerant, the
tion to locate leaks, system must be evacuated for a minimum of 45 min-
utes to remove air and moisture which can cause the
CAUTION system to perform incorrectly if not completely re-
Do not use any leak dye in R-134a system or moved from system.
damage to system may result. 1. Verify power to system is OFF.
13. Use thread sealant on all male fitting threads
2. If required, perform leak check procedure de-
(sparingly), staying off the first two (2) threads near scribed In Section 21-51-02.
sealing surface. A light coating of R-134a refrigerant
oil must be applied to flare and/or o´•ring to prevent 3. Connect charging manifold to service ports (ref.
metal galling/o-ring damage. Section 21-51-02, 4 through 6.
4. Connect manifold charging (yellow) hose to vac-
NOTE uum pump and turn pump ~N_
Do not apply oil to fitting threads.
NOTE
14. Tighten joints as necessary to stop leaks. An adapter may be required to allow vacuum
CAUTION pump hookup.
Do not over tighten plumbinpl connections. 5. Open both valves on charging hose, quick con-
Stripped threadS or ciacked fl~res may result. nect fittings.
21´•51´•02
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M205 MOONET AIRCRAFT CORPORATION
6. Open both valves on charging manifold and ob´• NOTE

serve gauges. If internal pressure is not above 50 PSIG, the low
NOTE pressure cutout switch will not close. To assure
an Internal pressure of 50 PSIG, the R´•134a
Low pressure gauge "BLUE" will indicate
cylinder must be heated to obtain a charge
vacuum on lower range bf gauge.
pressure of 70 80 PSIG.
7. Evacuate system for 30 full minutes. System vac- CAUTION
uum should attain 25/27 in. hg. in 10 to 15 minutes. Do not heat R-134a container with open flame or
8. Close manifold valves and shut vacuum pum container damage may~ result and pos’sible injury to
OFF. Vacuum in system must not change within operator. Neat v~ith warm water or room
minutes, temperature. Do not store or heat refrigerant
container at temperatures above 125" F.
CAUTION
7. Move aircraft to run-up area.
Any change in vacuumpressure or failure to
achieve a minimum system pressure of 29 in. hg. 8. Start aircraft engine. Select "MAX" on aircondi-
vacuum indicates the Presence of a plumbing tioner switch. idle aircraft engine at 800--900 RPM.
leak. Repeat leak check procedure; I’ocate ana Veryify Alternator is charging.
repair all leaks. CAUTION
9. Disconnect manifold yellow service hose. Sys- Do not operate system with high~pressure (RED)
tem is ready for refrigerant charging. valve open on the charging manifold gauge set.
NOTE 9. With system operating, observe the system dis´•
Excessive water and/or air in the system will charge and suction pressure values and refrigerant
cause pressure to rise/expansion valve freeze-up. condition in the receiver-dryer sight glass.
21-52-03 REFRIGERANT CHARGING NOTE
PROCEDURE A flashlight and inspection mirror are required during
chargi?g procedure. Ex~esslve bubbles in’
Charging the system with refrigerant is required on a nt ~cate a refrigerant level.
new system installation or when "toppi
-topplng off" an ex´• 10. With the R-134a cylinder connected to the
isti ng system. There a re va rious methodsof chargi ng ,h, rging hose, charging container shutoff valve open
refrigerant into the air conditioning system. These ,,d hose purged, slowly open the suction manifold
include using refrigerant recovery/recycle units, us´• valve (BLUE). The suction pressure will increase to
ing a charging cylinder, and direct charging using a 60-70 PSIG while the R´•134a refrigerant enters the
scale. Refer to manufacturers instruction manual for
compressor.
recovery unit handli.ng and operation.
NOTE
i. Verify that all electrical power to the system is OFF.
As refrigeyan~enters the compressor a slight
2 if reqLired, repeat leak check and evacuation will tje noted
NOITUAC.wrudecorp increase in discharge
(2 -5gr,qs~re
Eye and hand protection must be worn during 11. Continue to add refrigerant per the above pro-
this procedure, cedure until the sightglass is clear of excessive bub-
3. Connect manifold charging hose (yellow) to R- bles when charged on a hot day (95-1050 Fl.
134a cylinder shutoff valve and open valve. NOTE
4. Crack hose fitting at manifold to purge air from A desired sightglass liquid condition is when only
hose. If system refrigerant charge is to be recorded, occasional bubbles are observed,when charging
on a hot day (95 105 Fl.
place refrigerant container on a 0 50 Ib. scale and
record initial weight. 12. Close suction manifold valve (BLUE) and let
5. Open both manifold gauge valves and allow re- system operate for 5-10 minutes and then check
sightglass. If sightglass is not totally clear, open suc´•
frigerant gas to enter system. Continue adding refrig-
erant untilsystem internal pressure has stabilized, tion manifold valve and add a small quantity of re-
6. Close manifold valves and verify system internal frigerant until 98~0 of bubbles disappear. Close
manifold valve and let system stabilize.
pressure is 50 PSIG or greater.
NOTE
Letting the system stabilize is reauired since the
expansion valve is trying to stiibilize to the
preset suction pressure value.
CAUTlON
Do notovercharge system or comp_o_nent and
system damage may occur. Full charge is
approximately 3.2 Ibs. of R-134a.
13. With the system fully charged and operating,
observe the suction and discharge pressures.
Typical values at various ambient temperatures, with hot cabins,’are shown in following chart:
21-52-03
MOONET AIRCRAFT CORPORATION
OLDWILLWAYNE
M20S SIERVICE AND MAINTENANCE MANUAL
O.A.T. (OF) SUCTION DISCHARGE

PRESSURE(PSIG) PRESSURE (PSIG)
60-70 28 125 140
80 30 170 10
31 210 10
95
32 237 10
105
NOTE 2. Remove all shrouds, covers or enclosures which

Whenever possible, the sustem should be prevent access to the eva porator expansion valve ad-
charged on a hot day (90´•10(P Fl. If not, f’topping justment knob.
off’ may be required for ambient conditions.
3. Verify R-134a manifold gauges and hoses are
14 Allanr system to operate for 10 minubs and then shutdcxMI. connected to service ports;manifold gauge set
CAUTION valves closed.
Do not allow to 4. Open both valves on charging hose quick con´•
NOTE
nect fittings.
After shutdown both suction and discharge 5. Remove expansion valves’ protective caps.
pressures will’beglnto
wualize. Pressures 6. Verify that inlet to evaporator coil and blower
should be equal In 60’ 90 seconds.
ducting are free of any contamination or restrictions
15. Close refrigerant container shutoff valve (turn which could alter air flow.
C/W). Record the refrigerant container final weight 7~ Start aircraft engine.
an calculate system refrigerant charge as follows:
8. Select "MAX" on airconditioner switch. Idle en-
CHARGE (Ib.)= Winitial (Ib.)-- Wfinal (Ib.)
gine at 80’0--900 RPM. Verify Alternator is charging.
16. Turn knob on suction and discharge charging
9. Close cabin and baggage doors and allow sys-
hose quick coupler to closed position and disconnect
hoses from service ports. tem to operate for 5 minutes.
17. Remove yellow charging hose from refrigerant 10. Record compressor suction and discharge
container and store manifold gauge set, pressures and evaporator air inlet and outlet tem-
peratures.
CAUTION
Hand and eye protection must be worn during NOTE
this operaticin to prevent subcooled refrigerant Typical temperature difference of evaporator inlet
from burning eyes or hands. and outlet air is 25+/- 5" F.
21-53´•00 EXPANSION VALVE ADJUSTMENT 11. If suction pressure is above the values out´•
PROCEDURE lined in Section 21´•52´•03, 13, the adjustment screw
of the evaporator expansion valve, which has lowest
Even though the automatic expansion valves are set at outlet temperature, must be turned CCW, in 1/2
the factory there may be times when they must be ad- revolution increments.
justed to assure proper refrigerant flow at the desired
evaporating temperature. This may be due to exces-
12. Adjust other expansion valve of evaporator
sive pressure drop for long suction line runs. Any ad- that has higher temperature by turning adjustment
Sc’ew CW, In 1/4 revolution increments.
justment must not affect system suction and com´•
presser dischaige pressures as ´•outlined in Section 13. Wait 2--5 minutes for valves to stabilize until
21-52-03, 13. Changing expansion valve settings will desired pressure is obtained. or air outlet tempera´•
also change evaporator air output temperatures. ture is lowest possible. Re-adjust as necessary.
14. Verify Engine temperatures and alternator
21-53-01 SPECIAL TOOLS AND/OR
EQUIPMENT output.
15. Operate system for 5 10 minutes after expan-
The followi ng tools and/or equipment are required to sion valve adjustment to verify setting. Evaporator outlet
perform expansion valve adlustment: temperatures should be within 1--3U F of each other.
i. Assorted small hand tools.
16. System contains multiple evaporator modules.
2. Inspection mirror, adjustable See Section 21 ´•53-03, to bala nce evaporator modules.
3. Thermometer, 0 1500 F
4. Flashlight or service light 21-53-03 EVAPORATOR BALANCING
PROCEDURE:
5. R´•134a service manifold and gauge set
EXPANSION VALVE ADJUSTMENT:

Evaporator balancing is required on all systems with
21-53-02
multiple evaporator modules. This process balances
The expansion valve adjustment shall be per- refrigerant flow between evaporators to achieve
formed in gccordance with, but not limited to the fol- equal evaporator air outlet temperatures. See Sec-
lowi ng: tion 21´•53´•02, 1 through 10 above priorto beginning
1. Verify that system leak check and refrigerant Steps below.
charging has been performed and system is operating 1. Access all evaporator modules and meas-
at typical values as outlined in Section 21-52-03, 13. ure/record outlet air temperatures.
21-53´•00
OLDWILLWAYNE
2. Adjust expansion valve on the evaporator with 3. After belt is installed, rotate the compressor
the highest outlet air temperature in 1/4 revolution pulleyclockwise (CW) to align belt on pulley. Belt
increments, in a CW direction. This will increase the MUST align directly over the compressor pulley.
refrigerant flow and reduce the outlet air tempera´• MAGN ETO~ SWITCH OFF.
ture. NOTE
3. Adjust the remai ni ?g eva porator, with the lower If belt is too far forward or aft on the comPressor
outlet air temperature, In 1/2revolution increments pulley the idler pulley and drive puliev MUST be
in a CCW direction. adl;sted forward or aft to allow pelt to align
directly over compressor pulley. See Section
4. Allow system to stabilize 2--5 minutes; recheck
21-54-03 for alignme~nt procedures.
evaporator outlet temperatures and repeat adjust´•
ment procedure if necessary. Evaporator outlet tem- 4. If belt alignment is GOOD, install belt guard (if
peratures should be within 1--´• 30 F of each other. removed) and tighten the two compressor mounting
bolt nuts..
NOTE
Proper evaporator balancing should not result in 21-54-03 DRIVE BELT ALIGNMENT
change of the compressor suction pressure.
a PROCEDURE:
Verify system pressures are within values shown
in Bection 21-52-03, 13. 1. STARTER/ACCESSORY DRIVE PULLEY AND
COMPRESSOR PULLEY
5. If evaporator outlet temperatures are equal and
suction pressure meets SECTION 21´•52´•03, 13, servic´• A. Place alignment gauge (Borrough’s Tool No.
8082A or equivarent) around sta rter/accessory drive
ing is complete. If not, repeat SECTIONS 21-53-02 and
21´•53-03. sheave/pulley assembly. The extended end of align´•
ment gauge should overlay the upper portion of the
6. Shut system and aircraft engine OFF. Replace
compressor sheave outer pulley assembly.
all shrouds, enclosures ducting as required; remove
charging manifold gaCZ5es and hose assemblies. B. The alignment gauge alignment bar must fall
within 0.020 inches of the center of the compressor
CAUTION sheave outer pulley groove.
Eye and hand protection should be worn during C. If alignment bar is off center of groove
this operation.
more than 0~020 inches, estimate the number bd~
21-54-00 COMPRESSOR DRIVE BELT 0.020 shims necessary to correct the alignment.
INSPECTION MAINTENANCE D. Remove accessory drive sheave assembly
PROCEDURE and place as many 0.020 shims, TCM P/N 646064´•
When the compressor drive belt requires removal 20, 0" Starter/acdessory drive shaft, as required, to
and replacement, tension or alignment, the following achieve the correct alignment between the starter/
procedures will apply: accessory drive sheave/pulley assembly and com-
pressor sheave outer pulley assembly. When align´•
21-54-01 BELT REMOVAL PROCEDURE ment is correct, the extended arm of the alignment
tool will fall into the center of the bottom of the com-
1. Verify ground power is OFF.
all´•aircraft or
presser outer pulley groove within 0.020 inch.
2. Remove cowling to gain access to the compressor. E. Remove the alignment gauge from starter/
3. Loosen jam nut on adjusting bolt of idler pulley. accessory drive sheavelpulley assembly.
4. Loosen slide nut slightly to allow slide to move F. Torque the starter/accessory drive shaft 12
up and down. point, self´•locking, nut to 450´•500 inch pounds. Lu-
5. Turn adjusting nut out far enough to allow belt bricate threads with clean 50 wt. engine oil prior to
removal. starting nut on threads.
6. Remove belt from all three pulleys. G. Full engagement of threads on nut, P/N
CAUTION 649924, is required.
Do not bend or twist the drive belt excessively H. Prevent engine rotation during tightening
during removal or damage may result. procedures of starter/accessory drive nut.
7. Inspect belt for cracks or damage and clean any 2. IDLER PULLEY AND COMPRESSOR PULLEY
oil or other contamination from all pulleys and belt. A. Place alignment gauge (Borrough’s Tool No.
8082A) around idler sheave/pulley assembly.
21-54-02 DRIVE BELT REPLACEMENT
B. The alignment gauge alignment bar must fall
PROCEDURE:
within 0.020 inches of the center of the compressor
i. Verify belt size and part number (see Illustrated sheave outer pulley groove.
Parts Catalog) before installing or damage may result. C. If the extended end of alignment bar is off
2. Place new belt,or inspected and cleaned belt, center of groove by more than 0.-~20 inches, esti´•
over compressor pulley, idler pulley, and drive pul´• mate the number of 0.020 shims necessary to cor´•
ley. rect the alignment.
CAUTION D. Remove idler sheave assembly and place as

During this procedure, do not sharply bend or many 0,020 shims, TCM P/N 643956´•20, between
twist be7t and’ do not allow belt to rdtafe on drive idler sheave and bearing as required to achieve cor-
pulley flange. Damage to belt may result. rect alignment between idler and compressor sheave
21-54´•00
outqr pulley. When alignment is correct, the ex- 21-55-01 SPECIAL TOOLS AND EQUIPMENT
tended arm will fall intothe center of the bottom of REQUIRED
groove of compressor outer pulley groove within 1. Small hand tools and socket set
0.020 inch.
2. R-134a charging manifold, with gauges and
E. Re-install idler sheave assembly and torque hoses
screw to 800-850 in. Ibs.
3. R-134a electronic leak detector
3. VERIFICATION OF PROPER ALIGNMENT FOR
ALL PULLEYS 4. R´•134a.refrigerant cylinder
A. After torquing of all sheave assemblies,
5´• Leak check liquid (soapy solution)
check alignment of all-pulleys to verify belt will not 6. Hand and eye protection
run with any misalignment during engine operation. 7. Thread sealant (Loctite 55431)
B. Belt is ready for tensioning. See Section 21-54-04. 8. Dry nitrogen, regulated
21-54-04 DRIVE BELT TENSIONING
9. Isopropyi Alcohol, flush liquid
PROCEDURE 21-55-02 -COMPRESSOR INSPECTION
i. Verify all compressor, starter/accessory drive PROCEDURE
and idler pulley mounting hardware is tight and belt i. Verify aircraft power to system is OFF.
is properly aligned per Section 21´•54-03.
2. Remove cowl i ng to ga i n access to com presser.
2. Slide idler pulley snugly against belt and tighten
3. Inspect belt for alignment per Section 21-54-03.
adjusting bolt finger tight into Its socket.
4. Inspect belt for tension per Section 21-54-04.
NOTE
5´• Visually inspect compressor pulley for exces´•
At this stage, idler pulley should be rotatable by
hand beneath belt. sive wear, nicks, cracks or looseness.
3. Tighten adjusting bolt two full turns. 6. Visually inspect compressor shaft for excessive oil
leaks.
4. Secure adjusting bolt jam nut (275-325 in. Ibs.)
and idler pulley slide nut (300´•350 in. Ibs.). NOTE
If excessive oil is found, compressor should be
5. Confirm belt tension is 50´•70 Ibs. by one of the
checked for leaks. Use fluid or leak detector as
following methods.: required. If leak is found, compressor should be
replaced. If compressor has n‘otbeen operated
as
Use direct reading belt
. A
Burroughs
a
--
Tool No. BT-33-73F. tensiondkauge BUCh ys i
B. Measure belt deflection under a five (5) Ib. may have a small leak due to lack of oil on seal
surface, Operation of system should eliminate
load at the center of the longest belt span. Correct this type bf leak. If not, replace compressor.
deflection is.3 -.4 inches.
7. Check all fasteners for looseness. Re-torque as re-
NOTE quired.
A spring loaded force gauge is required for this
8. Visually inspect drive belt for cracks, wear and
procedure, excessive oil.
6. If belt tension is not within the above tolerance,
9. Clean all oil and other contaminates from belt
loosen adjusting screw jam nut and idler pulley slide
With clean shop rag.
nut and re-adj~ust the tension per paragraph B
through E., 1 or 2, above. NOTE
Checking compressor oil quantity is required only
NOTE if an excessive amount of oil is observed due to
One (1) full turn of adjusting screw results in leaks or system has been vented very quickly
about a ten Ib. change In belt tension. thereby causing a loss of oil. An oil check can t~e
WARNING made is vented. See Oil Check
DO NOT OVER TIGHTEN BELT. Improper belt -Proceclure, section 21-55-05.
tracking or tension may cause belt damage. 10. If visual check is good, replace any removed
7. After five (5) hours of operation, recheck belt components and secure all fasteners.
tension and adjust as required to maintain 50´•70 Ibs
21-55-03 COMPRESSOR REMOVAL
belt tension.
1. Verify aircraft power is OFF.
21-55-00 COMPRESSOR ASSEMBLY
INSPECTION AND MAINTENANCE
2. Remove cowling to gain access to rear of engine
and compressor.
PROCEDURE
3. Connect refrigerant manifold gauge and hose
The compressor assembly requires more inspection assemblies to system service ports.
than maintenance since field repair with first line
4. Recover system refrigerant charge per recovery
technicians is limited. Inspection consists of check-
equipment manufacturers operating manual.
ing for excessive oil leaks, belt alignment/tension
and refrigerant leaks. The compressor should be pe- 5. Loosen belt tension. See Section 21´•54-04, re-
riodically checked at 500´•800 hours of operation in verse procedure.

which the following should be performed. 6. Loosen compressor mounting bolts.
21´•54-04
7. Remove belt guard assembly per Section 21´•54´• NOTE

01, 3. If failed compressor contaminated system and
system was cleaned and purged additional
8. Remove belt from all three pulleys per SECTION 21- refrigerant oil may be required.
If failed
54´•01. compressor did not contaminate system, no
additional oil is required since a new compressor
9. Remove system suction and discharge hose contains the required charge. In either case, the
connections and cap them off immediately. reeeiver-dryermust be replaced. Oil may be
added (max.-3.4 oz.) to compressor from a port
WARNING on back of compressor if compressor is not
All systems connections must be capped to installed. Refngerant oil may be added to
prevent water, dust or other contaminates from compressor suction part if compressor is already
entering system. installed in aircraft.
10. Leak check system per Section 21-51´•00 as
10. Remove compressor mounting hardware and
required.
lift compressor from mounting bracket.
11. Charge system per Section 21-52´•00 as re-
quired.
21´•55-04 -COMPRESSOR REPLACEMENT 12. Operate system to verify compressor opera-
If a new or rebuilt compressor is supplied without tion and system performance.
suction and discharge swivel fittings or pulley, these
21-55-05 COMPRESSOR Oil LEVEL CHECK
parts must be removed from the failed compressor
and installed on the new compressor. It is recom- When replacing the failed compressor containing un-
mended that a complete, new, compressor assembly contaminated oil with a new compressor, use the fol´•
be installed. lowing procedure to add the required oil to the sys-
tem.
NOTE 1. Drain and measure oil from the failed compressor.
If failed compressor has contaminated system. a
2. Drain oil from the new compressor in a clean
completecle~ningring of system is required. container.for reuse.
receiver-dryer assembly must be replaced.
system with an approvecr flush agent and purge with 3. Measure an amount of new oil equal to the
dry nitrogen. AIso, remove andclean expansion amount drained from the used compressor and pour
valves. it into the new compressor.
1. Lift com presser i nto support bracket a nd instal I CAUTION

mounting hardware. Only an E.S.I. approved oil may be used in this
type of compressor.
2. Install either new or inspected and cleaned old Do not overfilltompressor with oil or system
belt on to all three pulleys per Section 21´•54´•02. performance will be affected.
3. Tighten mounting hardware (temporarily). 21-56-00 EVAPORATOR MODULE ASSEMBLY
4. Verify alignment of belt on all pulleys and align INSPECTION AND MAINTENANCE
PROCEDURE
per Section 21´•54-03, if required.
5. Loosen compressor mounting nuts (2 each), pull Only field serviceable high inspection or maintenance
bolts out enough to install belt guard per Section 21- components will be addressed in the evaporator mod´•
54-02. ule section.
6. Tightenbelt guard/compressor mounting hard- 21-56-01 EVAPORATOR COIL INSPECTION

ware per Section 25-54-02, 4.
The evaporator coil must be inspected every 500´•
7. Remove compressor suction and discharge fit´• 800 operating hours for excessive lint and/or other
ting caps and connect system hoses. contaminatlon in the coil fins. Clean as required by
using a vacuum or low pressure purge source. Bent
CAUTION coil fins must be combed to straighten.
New compressor is supplied with 10 PSIG
nitrogen pressue. Remove caps and vent slowly. 21-56´•02 CONDENSATE DRAIN AND
NOTE TUBING INSPECTION
hi~htly apply R-134a refrigerant oil (RL-100S) on
tlnlng o-rtng and at contacf surface between tube Verify that the evaporator condensate drain and as-
bead and iam nut. Apply a small amount of sociated tubing is not blocked or tubing kinked.
thread sealaht to male‘fitting threads (stay clear Clean and re-route tubing as necessary.
of first 2-3 threads).
21-56-03 COOL AIR DUCTING INSPECTION
8. Tighten o-ri ng fitting nuts to 150-200 in.- Ibs.
Cool air ducting from the evaporator blower should
oO NOt OVE~R TORQUE--- be checked to assure that no excessive air loss is ex´•
9. Connect R´•134a service gauges to unit suction perienced due to loose connections, cracked or
and discharge service ports. kinked hose. Repair as necessary.
21´•55-04
21-56´•04 EVAPORATOR MODULE BLOWER NOTE

MOTOR REMOVAL Observe blower wheel blade and verify leading
edge is in the direction of rotatron.
The evaporator module blower motor is a low cost
F. Connect motor and resistor wiring as follows:
item that does not contain replaceable brushes.
(1) CW ROTATION Motor RED wire is
Therefore, it is recommended that the motor be re-
placed rather than repaired. spliced into resistor ORANGE wire, using wire
1. MOTOR REMOVAL splice. Orange wire runs straight through clamp.
Motor black wire (ground) and resistor red wire
A. Verify all power to unit is OFF and all
also run straight through clamp (no splice).
shrouds, enclosures, etc. are removed from around
the module/blower assembly. (2) CCW ROTATION Motor BLACK wire is
B. Disconnect power leads to motor. spliced into resistor ORANGE wire, using wire
splice. Orange wire runs straight through clamp.
NOTE Motor red wire is covered with black heat shrink
Blower motor is a permanent magnet tvp_e_and
tube (ground) and along with resistor red wire
therefore may be wired to rotate either CW or
CCW. It is necessary that the motor wires and the runs straight through clamp (no splice).
associated colors be observed before being NOTE
disconnected. Wire color hookup is as follows:
C. For motors that rotate CW (looking at the out- BLACK =GROUND
put shaft) the motor RED wire is +28 VDC and the ORANGE +28 VDC. HIGH SPEED
black wire is ground. For CCW rotation the RED wire RED +28 VDC, LOW SPEED
is ground andthe black wire is +28VDC. G. Run all wires through wire clamp an secure
D. Remove motor wire clamp and disconnect with mounting screw and washer.
the wire splice from the resistor wire. H. Connect power leads to blower assembly and
NOTE test for proper operation.
At this point it is very important to observe the i. Replace all ducting, shrouds, closures, etc.
wire colors and con~ections from the resistor Unit is ready for operation.
assembly. The resistor RED wire is the low speed
control ~and the ORANGE wire is the high speed. 21-56-05 EXPANSION VALVE REMOVAL AND
E. Remove bracket/motor mounting screws REPLACEMENT
and with a putty knife slide between motor and plas- The automatic expansion valve normally does not re´•
tic scroll to cut the RTV foam sealant (if required).
quire replacement. However, in the unlikely event it
CAUTION malfunctions or has a clogged inlet, the -~ollowing
Do not damage plastic material or blower wheel. procedures will apply:
F. Lift blower motor out of scroll assembly and i. VALVE REMOVAL
remove blower wheel. A. The refrigerant system charge must be re´•
G. Discard blower motor since brush replacae- claimed and access to the expansion valves must be
ment is not possible. achieved.
2. MOTOR REPLACEMENT B. Remove valve inlet tubing and remove valve
A. Replace the motor wheel on the new motor from coil header tube.
shaft so the back of the wheel is .25 inches from mo- CAUTION
tor mounting flange. The set screw on the wheel hub Eye and hand protection should be worn in the
must be located on the motor shaft flat section. Use Event system is still under pressure. Cap all
a thread lock sealai~t and tighten set screw, open ports on system.
CAUTION C. Inspect valve inlet for contamination and
During wheel installation, do not bend or smash clean as required. If no contamination is noted, valve
wheel. should be replaced if operation was erratic prior to
B. Rotate blower wheel on motor shaft to check removal.
wobble. Lightly apply a force on wheel O.D. to elimi´• CAUTION
nate any wobble as necessary. Do not adjust internal spring setting or valve will
C. Apply a small bead of RTV sealant (or gasket not operate co’rrectly.
seal if equipped) on the scroll and install the blower D. Inspect valve internal works to verify that no
wheel and motor with wires in a location near the re- contamination exists in the seat or orifice. Clean and
sister wires and closest mounting screw. purge as necessary.
D. Install all mounting screws and tighten 2. VALVE REPLACEMENT
snugly as required. A. Set new valve adjustment screw to same po-
CAUTION sition as failed valve.
Do not over-torque mounting screws or thread B. Apply thread sealant to valve inlet and outlet
damage may result, port threads (sparingly) and apply a very small
E. With access through the blower outlet rotate amount of refrigerant oil to both valve port flare sur-
the blower wheel to.assure that no rubbing exists. faces.
21´•56´•04
10
OLDWILLWAYNE
NOTE E. Leak check, evacuate and charge system per

Do not put oil on fitting threads. Apply thread SECTIONS 21´•51-00 21´•52-00.
sealant sparingly to mere fitting thri~86s staying F. Operate system and verify valve i_sp_elfo_rming
clear of first 2 3 threads.
correctly. Adjust valve, if necessary per SECTION 21´•
C. Install valve in coil header and position as 53-00.
necessary. Tighten connection to 190-195 in.´•lbs.
CAUTION
Use backup wrench tightening and
during; ’B" do not
over-torque nut.
D. Connect valve inlet port tubing and tighten.
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21-56-05
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OLDWILLWAYNE
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21-57-00 Therefore, it is necessa ry for the service personnel to

TROUBLESHOOTING R-134a diagnose the discrepancy by troubleshooting the
AIRCONDITIONING SYSTEM system and its components. To assist in this diagno´•
SiS the followinp; troubleshgoting~f is provided.
There may be a time when the system does not oner
ate and/or perform in accordance with information
contained herein.
NOTE
Refer to electrical and refrigerant schematics, Figure 21-1 and Figure 21-2 respectively.
INDICATION PROBABLE CAUSE POSSIBLE SOLUTION
A. No system power i. Ground power not connected 1. Plug in ground power cart
2. Aircraft power switch OFF 2. Energize power switch
B. Power ON but system will 1. Aircond. control CB OFF 1. Energize air conditioning C/B
not operate 2. Aircond. CB failed 2. Replace
3. Aircond. mode SW failed 3. Replace
4. Relay(s) failed 4. Replace
5. Failed pressure switch 5. Replace
6. Failed power contactor 6. Replace
7. Failed drive motor 7. Replace
8. Vented system 8. Pressure check, evacuate charge
9. Low ambient temperature 9. Normal cutout function
10. Drive motor fuse blown 10. Replace
11. Drive motor temp. SW failed 11. Replace switch
12. Contactor control line fuse blown 12. Replace fuse
C. System operates but does 1. Low refrigerant charge 1. Charge as necessary

not cool 2. Overcharged system cutout 2. Reclaim refrigerant as necessary
3. Failed compressor 3. Replace
4. Failed drive motor 4. Replace
5. Broken belt 5. Replace
6. Failed expansion valves(s) 6. Replace
7. Evap. blower switch failed 7. Replace
8. Evap. blower(s) motor failed 8. Replace
9. Evap. blower(s) relay failed 9. Replace
10. Evap. blower(s) C/B OFF 10. Replace
11. Relay(s) failed 11. Replace
12. Evap. module air inlet clogged 12. Remove debris
13. Exh. valve inlet clogged 13. Remove debris
14. Excessive moisture insystem 14. Replace rec-dryer assy
15. Excessive oil in system 15. Drain excessive oil
D. Evaporator noisy i. Wobbly blower wheel i. Replace

2. Blower wheel hitting scroll 2. Align
3. Defective blower motor bearing 3. Replace motor
4. Loose mounting bracket 4. Tighten
5. Air inlet cloggea 5. Remove
E. Compres sor/Condenser i. Loose drive belt 1. Re´•tension

Module noisy 2. Drive belt hitting cover 2. Re´•align belt adjust brkts.
3. Motor fan hitting shroud 3. Adjust as necessary
4. Defective compressor 4. Replace
5. Defective drive pulley 5. Replace
6. Loose pulley 6. Tighten or replace
7. Loose mounting hardware 7. Tighten as necessary
8. Loose hose assembly 8. Secure as necessary
9. Loose fan blade 9. Tighten or replace
21-57-00
13
OLDWILLWAYNE
TROUBLESHOOTING (con’t.)
INDICATION PROBABLE CAUSE POSSIBLE SOLUTION
F. No low evaporator fan speed i. Failed switch i. Replace

(hi speed OK) 2. Failed resistor 2. Replace
3. Failed relay 3. Replace
G. Compressor/Condenser will not i. C/B failed or OFF 1. Turn ON or replace

operate 2. Relay(s) failed 2. Replace
3. Pressure switch failed 3. Replace
4. Power contactor failed 4. Replace
5. Low ampient temperature 5. Normal
6. Low refrigerant charge 6. Re-charge system
7. Motor temperature SW 7. Replace switch
failed
H. No evaporator module air flow i. C/B OFF 1. Turn ON

2. C/B failed 2. Replace
3. Mode SW failed 3. Replace
4. Fan speed SW failed 4. Replace
5. Seized motor(s) 5. Replace
6. Blower wheel failed 6. Replace
7. Blocked air outlet duct 7. Remove debris
8. Blocked air inlet duct 8. Remove debris
9. Aircraft power not ON 9.Turn ON
10. Motor temperature SW 10. Turn ON
failed
i. Evaporator module coil freesing i. No air flow i. Turn fan ON
2. Expansion valve failed or 2. Remove debris or replace
clogged
3. Expansion valve setting 3. Reset to obtain 26-30 PSIG suction
low pressure
J. Pressure switch cycles 1. System over charged i. Reclaim refrigerant as required

thigh pressure cutout) 2. Condenser coil inlet air ex- 2. Normal condition
tremely hot
3. Coridenser inlet clogged 3. Remove debris
4. Discharge line clogged or 4. Replace or unkink hose
kinked
5. Excessively high ambient 5. Normal condition
temperature
NOTE component listings, these components are listed on

The above system and component failure and/or following page:
abnormal operat~on and possible solutions are
only a Dartial listing of what may occur. The
more informed the service personnel are in the
operation of the system and its various
components will reduce the time to diagnose
failures and mav add other probable causes to
’the above Ilst.
21-58-00 -COMPONENT INSPECTION,

SERVICING AND/OR MAINTENANCE
SCHEDULES.
i. SCHEDULED MAINTENANCE TABLE
CHAPTER 5 normally lists the mai ntenance/replace-
ment time frames fbr components. However, since
specific air conditioning components have sub-
21-58-00
14
OLDWILLWAYNE
TYPE MAINTENANCE SERVICE HOURS
COMPRESSOR ASSEMBLY (R-134a)
Leak check, shaft seal 500´•800

Bearing inspection 1000-1500
Bearing replacement On Condition
Oil level check On Condition
ATTACHMENT BRACKET/HARDWARE On Cond´•ition Inspect 100 Hrs.
COMPRESSOR DRIVE BELT

Visual inspection 500´•800
Tension alignment 800´•1000
Replacement On Condition
RECEIVER-DRYER ASSEMBLY
Refrigerant charge level 500´•800
Replacement. 1000´•1500
or after compressor failure/line rupture
EXPANSION VALVE
Adjustment As Required
OIAPORATOR siOWEd MOTdR
Brush inspection None
Brush replacement Not replaceable
Service Life 1500´•2000
POWER CONTACTOR
Inspection 1000
CONDENSER/EVAPORATOR COIL
Inspection 500-800
PRESSURE SWITCH
Calibration check 1000
REFRIGERANT SYSTEM
Performance check 500´•800
Visual inspection 500-800
2. AIR CONDITIONING SYSTEM "OFF SEASON" Always wear eye and hand protection when servicing
FUNCTIONAL TESTS an airconditioning system. Liquid refrigerant can
During cold winter months, the system should be op´• cause frostbite and/or blindness.
erated for a minimum of 15 minutes every two weeks 2. Recovery of refrigerant
to maintain a thin film of oil on the compressor drive Do not discharge R-134a refrigerant into the atmos´•
shaft dynamic seal to prevent leakage, phere. Although its ozone depletion potential is zero,
it can have an effect on global warming. In the United
NOTE
If ambient temperature is below 320 F (OD.C) the
States, recovery and recycling are mandated by the
Clean Air Act.
pressure switch may require an electrical Jumper
to allow the compressor drive motor power
contactor to ererglze and enable system to Refrigerant recovery/recycli?g service equipment
operate. must be approved for use with R-134a refrigerant.
Recycling machines must be approved by Underwrit´•
CAUTION ersLaboratories and meet SAE standard J2210 and
Extended operation of the~system at low ambient SAE standard J2099 for refrigerant purity.
temperatures could result In malor damage of the
R-134a compressor.
21´•59-00 SERVICE PRECAUTIONS

1. Refrigerant handling
21-59-00
15
3. Ventilation 4. Avoid use of compressed air

Keep refrigerants and oils away from open flames. Do not introduce compressed air or oxygen into an
Refrigerants can produce poisonous gasses in the airconditioning system or refrigerant container. R-
presence of a flame. Work in a well ventilated area 134a in the presence of air or oxygen above atmos´•
nad avoid breathing refrigerant/lubricant vapor mist pheric pressure may form a combustible mixture.
if accidental discharge occurs.
21´•59-00
16
OLDWILLWAYNE
CHAPTER
ELECTRICAL
POVVER
OLDWILLWAYNE
CHAPTER 24
ELECTRICAL POWER
CHAPTER
SECTION
SUBJECT PAGE. DATE
24´•Effectivity 1/2BLAN K 1 1´•98

24-Contents 3/4BLAN K 1 1´•98
24´•00´•00 5 11´•98
24´•31´•03 6 11´•98
24´•32-00 7 11´•98
24-34-00 8 11´•98
24´•35´•00 9 11´•98
24´•38-00 10 11´•98
24-39´•02 11 11´•98
24-39-04 12 11´•98
24´•39-05 13 11´•98
24-39´•05 14 11´•98
24´•39-05 15 11´•98
24-39´•05 16 11´•98
24´•39-05 17 11´•98
24-50´•00 18 11´•98
24´•EFFEC’hlVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 24
ELECTRICAL POWER
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT S U BJ ECT PAGE
24´•00-00 General 5
24-30-00 D.C. Generation 5
24-31´•01 Alternator Charging System Maintsnance 5
24-31-02 Voltage Regulator Maintenance 5
24 -31´•03 Auxiliary Power System 6
24-32´•00 Battery Maintenance 7
24´•33-00 Warning Circuits 7
24-34-00 Power Plant Circuits 8
Low Battery Starting Procedures 8
24´•35-00 Lighting Circuits 9
24-36-00 Landing Gear Circuits. 9
24-37´•00 Fuel System Circuits 9
24´•38-00 Miscellaneous Circuits 10.
24-39-00 Trouble Shooting Charts 10
24-39´•0 1 Alternator Trouble Shooting 10
24´•39-02 RESERVED 11
24-39-03 Battery Trouble Shooting 11
24´•39-04 Starter Trouble Shooting 12
24-39-05 Annunciator Trouble Shooting. 13
24-50-00. Electrical Load Distribution 18
24´•51-00 Power Distribution system 18
24-CONTENTS
3/4BLANK
OLDWILLWAYNE
24-00-00 GENERAL A. Check alternator circuit breaker on the main
circuit breaker panel. Reset breaker, if open.
A 28 volt, 100 AMP alternator (94 amps max. output) B. Check alternator field circuit breaker on
utilizing transistorized voltage regulator/over volt´•
a main circuit breaker panel. Reset, if open.
age control supplies electrical power. Two 24 volt, 10 C. Inspect batteries for corroded cable connec-
AMP HR storage batteries are i nstalled in the tailcone.
The alternator, during normal operation, supplies tions; remove and clean cable(s) if corrosion is found.
power in conjunction with the selected battery when
D. Check charging system wiring and connec-
the Master Switch and Alternator Field Switch is ON. tors to be surethey are clean and tight.
The circuit breaker panel is on the right subpanel. The E. Inspect alternator, voltage regulator, and
electrical system is capable of supplying current for wiring for damage.
simultanedus operation of multiple radios, anti- CAUTION
collision lights and navigation lights. DO NOT ATTEMPT TO POLARIZE ALTERNATOR.
A shunt type ammeter (with PUSH for VOLTS) is lo- Alternator is polarized every time Master Switch
cated on Instrument panel. is turned ON.
24-30-00 D.C. GENERATION 3. Alternator Removal and Installation.
A. Alternator Removal.
24-31-01 ALTERNATOR CHARGING SYSTEM
(1) Turn Master Switch OFF. Disconnect al-
MAINTENANCE ternator wiring.
1. Alternator Systems Servicing. (2) Remove forward, lower baffle below altemator.
When the ammeter shows a discharge at higher (3) Remove attaching hardware and pull al-
RPM, a cha rgi ng system com ponent (alternator, volt- ternator drive gear from engine pad.
age regulator, circuit breaker or wiring) is malfunc- B. Alternator Installation.
tioning. On´•the-plane testing should identify which (1) Be sure Master Switch is turned OFF.
component(s) may be faulfy and needs to be re´• Do not turn Master Switch ON until all wiring con-
moved from the aircraft for bench test and subse- nections have been secured.
quent repair or replacement. (2) Insert alternator into engine accessory
The alternator charging system requires no special drive pad. Install attaching hardware.
attention; however, Improper maintenanceproce- (3) Connect alternator wiring and check
dures can damage the alternator and wiring. There
wiring connectors throughout system.
are several precautions that must be observed when
servicing the alternator system: (4) Reinstall forward, lower baffle below al-
ternator.
A. Be sure the Master Switch is OFF when re-
pairing the alternator or voltage regulator. 24-31-02 VOLTAGE REGULATOR

B. When auxiliary power or a booster battery is MAINTENANCE
used, be sure cables are correctly connected. Use
the correct charging rate when charging battery, re- The battery charging rate depends upon the battery
fer to manufacturer’s procedures. It is possible to re- condition and the voltage regulator setting. With all
verse the polarity of a battery by connecting a equipment turned off and the engine running at
charger backwards. 2000 RPM or faster, the normal battery charging
rate will be 5 to 35 amperes.
CAUTION
It is recommeded that the approved Auxiliary
i. Excessively Nigh Chargillg Rate. Check the following:
A. Fly aircraft for 15 to 20 minutes; charging
Power Cable be connected to ihe booster battery
’ate shoulh slowly drop to 10 amperes or less. A very
first and the plug then inserted into the auxiliary
low battery will take longer to show a drop in charg´•
power receptacle.
ing current.
C. When either battery is removed from the air- B. Measure voltage with a voltmeter connected
craft for charging, be sure that the charger is cor´• to the bus. At 800 F., voltage should be 27.5 to 31.8
rectly connected. Use the correct charging rate when volts. An excessively highvoltage regulator setting
charging battery, refer to manufacturer’s proce- will cause excessive battery heating and water loss.
dures. It is possible to reverse the polarity of a bat-
2. Low Charging Rate. Check battery chargl
tery by connecting a charger backwards. rate(normal rate isnot to exceed four amperes). T
CAUTION regulator should not be considered defective be´•
Both batteries MUST BE in aircraft for flight. cause of
low charging rate until:
a
A. A voltmeter check indicates that voltage at
D. Be sure to check battery polarity py USi"g a the bus is below requirements.
voltmeter prior to reinstallation into the aircraft.
B. A battery hydrometer check indicates that
E. Do not leave Master Switch "ON" when air-
craft is parked.
battery is not fully charged.
3. Hydrometer Rea_ding. If battery electrolyte tem-
F. Use an auxiliary ground power unit when
perature is below 80" F., subtract four points from
trouble shooting electncal accessory equipment or
when performing electrical landing gear mainte-
hydrometer reading for every 100 F. below 800 F. If
battery acid temperature is above 800 F add four
poi?ts to hydrometer reading for every Idb F. above
nance and retraction system testing,
2. Alternator System Inspection. ~O F.
24-00-00
MOONEY AIRCRAFT CORPORATION M20R SERVICE AND MAINTENANCE MANUAL
OLDWILLWAYNE
EXA M PLE-=I==
Hydrometer reading 1.260

Battery electrolyte temperature 300 F.
800 300 500
5 x 4 20 points
Corrected reading 1.260 20 1.240
HYDROMETER READING PERCENT OF CHARGE

1.280 100
1.250. 75
1.220. 50
1.190 25
1.130 or below Very little useful
capacity Discharged.
Voltage Regulator Adjustment/Alignment. Solder jumper connections.

1. Build test set per
Figure 24´•1A material list 13. Turn all power ON. Set sense voltage to 27.7
on next page. +/´•.f5 volts. FLD light should illuminate. Press Over´•
2. Remove Voltage Regulator from aircraft. current Switch (S3); OV Trip lights should illuminate
3. Drill rivets out to ope? case to
a"d stay ON after releasing Overcurrent Switch. Turn
gain access to Field Switch OFF, then ON,-~IV Trip lights should extin-
circuit board for following alignment procedures. Increase sense voltage to 33 volts. OV Trip
4. Connect test set to Power Sources (See Fig. 24´•uish.
ghts should illuminate at approximately 32 volts. Re-
1A). duce sense voltage to approx~mately 31 volts and ver-
5. Connect regulator connector to test set plug, ify OV Trip lights are still illuminated~ Turn Field Switch
Connect test set clip 1 to voltage regulator C/B TPI. CiFF, then ON. OV Trip lights should extinguish.
Unsolder jumper between TP1 TP2 (See Fig. 24- 14. Adjust sense voltage to 27.7 +/-.5 volts. FLD
1A). light should illuminate. Turn FLD Switch OFF, FLD
6. Connect test set clip 2 to regulator TP3. light should extinguish and OV light illuminate.
7. Turn power sources ON. Adjust sense voltage to 15. Turn all switches and power OFF. Alignment is
28.3 +.2/-0 volts with sense field switches ON. completed.
8. Adjust R1 on regulator board, until FLD light on
test set just extinguishes. Reduce sense voltage to 24-31-03 -AUXILIARY POWER SYSTEM
approximately 27 volts, slowly increase voltage, ob-
An auxiliary power plug and related circuitry is in-
serve voltage shown when field light extinqushes.
Voltage should be 28.3 +.2/´•0 volts. If
not, repeat adjustment on R1 until volt´•
age is within above tolerance. TP
SENSE SW,
9.~ Adjust sense voltage to 32 +/´•.2
volts; Adjust R19 on voltage regulator
board until OV light on test set lust illu-
OL
u
P ~0-9 S11
’i"f"o~2
PLI
minates. Reducevoltage to 31 volts(OV ADJusrsENsEABI~

light should extinguish). Slowly in- VOLTAGE
crease voltage, observe voltage when F~LD SW,
LOAD
OV light on test set i I I umi nates. Voltage
should be 32 +/-.2 volts. D2 5
10. Adjust sense voltage to 31 voits; 24-2BVDC
while slowly increasing voltage, verify
Ii
SCR Trip indicator (light emmiting di-
6
ode), on test set, illuminates when OV Ov
light illuminates. Reduce sense voltage 7
to 27.5 +/-.5 volts; turn FLD SwitEh I3 FLD
OFF; OV light should illuminate. Turn 12 1 Ri
FLD Switch ON and turn Sense Switch
OFF. FLD light should extinguish. a4-29 VI)C -´•r 9
R2 CLIP 1
11. Turn sense and field switches
ON. Adjust sense voltage to 27.5 +/´•.5 9, TO TPi
volts. Press Overcurrent Switch(S3); DVERCURRENT SW. S3 R3 CLIP 2
SCR Trip indicator light should illuml- TO TP3
nate. SCR TRIP,
12. Turn all power OFF. Remove clip

i. FIGURE 24´•1A TEST FIXTURE FOR VOLTAGE
Re´•connect jumper between TP1 and
REGULATOR ALIGNMENT
TP2.
24-31-03
OLDWILLWAYNE
MATERIAL LIST FOR

BUILDING TEST SET
--PL1, PIN 8 ~DVERVOLTAGE--PL1, PIN 6
DI=DIODE, 1N2483
A
D2=DIODE, 10H3P
A´•;D
RaO
Sl=sw., MST205N(ALCO)
r~
~8\’ D~
8~´•
S;Z=SW., MST205"’/ALCO) u5
11,12 I3=BULB #327

(SOCKET IN SLOANE 85
0-Ul
IQ~SPC TECH LD-R´•4-WW
15=#1818, PARALLEL IN SP
-3 ~i ´•I
D.
ale I´•
IM 6o•´I
os
Ri3
C
CH LSL´•ll´•128U SOCK
Baa El
las
ETS(4 ea) ´•I R3 Ui! R14
R1=1200HM, 1 WATT RES. RIS
R2=8200HM, 1/4 WA
RES. C ~C4
R3=1.6K, 1/4 WATT RES. r Iw 01 1 c B

CLIP=1/2 POMONA, 4233-2 B ´•Dc O
O ´•D .C
ReC L12
CROUND--PL1, PIN 9 ~A+--PL1. PIN 5

MATERIAL LIST TEST SET FIGURE 24-18 VOLTAGE REGULATOR CIRCUIT BOARD/ADJUSTMENTS
stalled to provide an outside source of electrical B. Remove tailcone access cover and battery
power to the aircraft (through No. 1 Battery Switch), hold downs.
to charge the No. 1 battery, or to start the engine. C. Disconnect
battery cables, negative lead
The Auxiliary Power Plug guide pin must have A+ first, battery from aircraft.
remove
voltage connected to it In order to activate the Auxil- D. Install battery in reverse sequence of re´•
iary Power Relay. The No. 1 battery can be charged moval. Usea voltmeter to verify battery polarity be´•
usi ng the approved Auxi liary Power Cable connected fore installation.
to a charge cart capable of regulating the chargjng
2. Battery Cleaning and Corrosion Removal.
current. to prevent battery damage, the charging
current should be low (3 4 amps) to begi n and then A. Mix one pound of baking soda (bicarbonate
increased as the battery voltage capacity is in´• of soda) in one gallon of water.
creased. The MASTER SWITCH is not required to be B. Wash battery mounting area and flush bat-
ON for the auxiliary power source to charge the battery with mixture. Do not allow soda water to enter
teries. The No. 2 battery will receive a trickle charge battery cells; permanent damage will result if soda
while the No. 1 battery is receiving the primary mixes with electrolyte.
chargi ng current. Duri ng flight, the non´•selected bat- C. Rinse thoroughly with clear water; dry the area.
tery is receiving a trickle charge from the aircraft al´• D. Test each cell with a temperature corrected
ternator to keep it at peak voltage, hydrometer. Specific gravity should be 1.265 to
A. When auxiliary power or a booster battery is 1.280 for a fully charged battery.
used, be sure cables are connected correctly--posi´• E. Check electrolyte level and maintain at split ring.
tive to positive and negative to negative. DO NOt by-
F. Clean battery terminals with emery cloth, re´•
pass batteries when using an auxll~ary power source. install and tighten cables. Coat terminals and con´•
B. See paragraph 24-34-00, A for additional in´• nectors with petroleum jelly to retard corrosion.
formation.
24-33-00 WARNING CIRCUITS
NOTE
It is recommended that the approved Auxiliary i. Landing gear position lights and warning horn.
Power Cable be connected to ih~e booster battery RED and green landing gear position lights are in the
first and the plug then inserted into the auxiliary annunciator panel. The gear-down limit switch con-
power receptacle. trols the GREEN gear-down light. Both limit switches
control the RED gear unsafe light. The throttle con´•
24-32-00 BATTERY MAINTENANCE
troi operates landing gear warning horn (intermittent
CAUTION tone) when’the throttle is retard~d to within 1/4 in.
of IDLE position and the landing gear is still in the UP
Battery gases are explosive.
position. Check gear warning system during flight for
i. Battery Removal. proper operation.
A. Turn Master Switch OFF. 2. Pre´•stall Warning Circuit. The pre´•stall warning
24-32-00
MOONET AIRCRAFT CORPORATION M20R SERVICE AND MAINTENANCE MANUAL
OLDWILLWAYNE
horn has a high frequency continuous tone that (2) Install and connect new annunciator as-
sounds when airspeed drops to within 4.3 to 8.7 sembly leaving front panel off. (Set switch to "CAL").
KIAS above stalling speed. A vane in the left wing (3) Drain fuel from tanks and replace with
leading edge actuates the pre-stall warning horn unusable fuel, plus 2 1/2 gallons in both tanks.
switch. (This vane is made of heat treated steel and (4) Turn Master Switch ON and adjust cali´•
any attempt to adiust switch operation point bration pots to position where "low fuel" lamps
bending the vane will damage the switch). Refer just turn on for left and right tanks.
Section 27-93´•00 for adjustment procedures. OFF, set annun-
(5) Turn Master Switch
3. High and Low Vacuum Warning Circuit. A switch ciator ’’CAL" switch to "NORM" position, install
in the vacuum system controls the vacuum warning annunciator front and install glareshield.
light on the annunciator panel. Vacuum below 4.25 (6) Refuel aircraft.
IN. Hg. causes the vacuum warning iight to FLASH.
Vacuum above 5.5 IN. Hg. trips the high´•vacuum 5. Alternate Air Light Warning Circuit Annunciator
switch causing the vacuum warning light to illumi- Panel. The light illuminates on the annunciator panel
nate steadily. when the alternate air door has opened for any reason.
4. Low Fuel Warning Circuit. The low fuel indica´• 6. Hi/Low Voltage Warning Circuit Annunciator
tors will illuminate when a minimum of 2 1/2 gallons Panel. Remove annunciator top cover. Connect a
usable fuel remains in either left or right hana tank. voltmeter to aircraft bus. Start engine and increase
When it becomes necessary to replace the annuncia- RPM until flashing "VOLTS" light extinguishes. (This
tor panel for any reason other than "low fuel" warn- should be above 26.6 volts). Add load, such as Pitot
Heat Nav. Lights. Slowly decrease RPM while
ing malfunction, the following procedure should be
used to set the "low fuel" warning circuits. The cali´• monitoring voltage until light begins to flash. This
should occur between 26.6 26.4 volts. Adjust trim
bration transfer standard (I.A.I., P/N 9500324000)
is required for this procedure. Adapters can be or´• pot as necessary to obtain desired result.
dered through Mooney Service Parts through any NOTE
Mooney Service Center. It may be necessary to adjust trim pot to turn out
A. Calibration Procedures using i.A.I., P/N light at 26.5 volts first. Increase RPM. until light
9500324000. out and note voltage. Decrease RPM until
(1) Remove glareshield, disconnect plug flashes on and note voltage. Light should
from rear of annunciatbr, remove annunciator front come on between 26.4 and 26.6 volts.
panel, and place "Norm-Cal" switch in "CAL" position.
2434-00 POWER PLANT CIRCUITS
(2) Plug, P/N 9500324000, calibration
transfer standard to rear of old annunciator and
i. Starter´•lgnition Circuit. The starter´•ignition
reconnect harness plug.
switch has five positions: OFF, R (right), L(left),
(3) Turn Master Switch ON and turn right BOTH, and START. In the OFF ppsition both magne-
hand variable resistor on transfer standard slowly tos are grounded. At the R position the left magneto
counter clockwise until right "low fuel" light just turns is grounded. At the L position the right magneto is
on. (If necessary turn variable resistor clockwise to
grounded. At the BOTH position both magnetos are
extinguish "low fuel" light). (Do not adjust annuncia- HOT and the ignition system is ON. Turning the Igni-
tor calibration screws). Repeat for left "low fuel", tion switch to start and pushing IN, closes the starter
(4) Turn Master Switch OFF and remove solenoid, engages the starter and allows the impulse
old annunciator assembly after disconnection of coupling to automatically retard magneto until the
harness and transfer stan~ard unit. engine Is also at its retard firing position. The spring
(5) Install new annunciator and connect action of the impulse coupling is then released to
calibration transfer standard to annunciator panel spin the rotating magnet and produce the spark to
and harness plug Remove front plate and legend fire the engine. After engine starts, the impulse cou-
on new annunciator panel to expose the NORM´• pling flyweights donot engage due to centrifugal ac-
CAL switch and the Left and Ri~ht trim potenti´• tionl The then actsas a straight drive and
coueling
ometers. (Switch must be in "CAL position). the magneto tires at the normal firing position of the
(6) Adjust left and right annunciator fuel cali- engine. The starter-ignition switch is spring loaded
bration screws clockwise (not the adapter variable re- to return from STARTto the BOTH position, when re´•
leased.
sisters) until "low fuel" lights just turn ON. (If nec-
essary turn annunciator calibration screw counter WARNING
clockwise to extinguish "low fuel" light). Do not turn the propeller when the magnetos are
(7) Remove calibration transfer standard, not grounded. Giound the magneto points before
reconnect plug to annunciator panel, set switch to removing switch wires or electrical connectors.
position, install annunciator front All spark plug leads can be removed as an
panel and install glareshield. alternate safety measure.
B. Alternate method for calibration without
CAUTION
I.A.I. unit.
Do not excess of 15 seconds or
operate starter in
If calibration tra nsfer sta nda rd, P/N 9500324000, is
re-engage starter without allowing it time to cool.
not available use the following method to calibrate
"low fuel" warning: A. LOW BATTERY STARTING PROCEDURE.
(1) Remove glareshield and remove annun- A battery that has been discharged to the point
ciator assembly. where it will not turn the engine over but has suffi-
24-34-00
OLDWILLWAYNE
cient power remaining for other equipment; should (ON, OFF) rocker switch on forward face of hatrack
NOT have the engine jump started with another panel controls this light.
power source for two major reasons: CAUTION
(1) The discharged aircraft battery is not Th, cabin and baggage interior lights are not
airworthy because it will not have the necessary connected to the Master Switch circuitry and can
reserve capacity required to operate the aircraft be operated with Master Switch in the Off
electrical system and avionics in the event of fail-
position. Care must be exercised to prevent
ure of the charging system during flight.
leaving switch(es) ON and discharging one of the
(2) Active material on the positive plate ex- batteries.
pands when the battery is discharged and the fast
recharge from the higher potential source, battery, al- 7. Map Light. A switch/rheostat on top of control
ternator, rectifier, etc., will severely damage the bat´• wheel contrdls the map light and brightness. The co´•
tery. A slow charge is recommended prior to flight. pilots map light is optional.
The M20S has a second battery that may be se- 24-36´•00 LANDING GEAR CIRCUITS
lected as the primary battery for a particular flight.
The battery not being utilized will be recharged by a i. Limit switches and relays operate the reversible
trickle charge from the aircraft alternator’s charging landing gear actuator motor. A landing gear, air
system. Therefore, if only one battery is discharged pressure, safety switch, actuated by pitot air pres-
to the point that it will not start the engine the other sure, prevents landing gear retraction until a safe fly´•
battery may be selected and the flight continued. ing speed is attained. The landing gear control
2. Oil and Cylinder Head Temperature Gauge Cir- switch operates actuator motor throu~gh the safety
cults. Both the oil and cylinder head temperature in´• switch and relays. When the landing gear control
dicators operate electrically. The oil temperature switch is UP and a safe flying speed has been at´•
gauge circuit has a resistance bulb in the oil cooler tained, the safety switch closes to activate the con-
adapter adjacent to the vern-a´•therm valve. Changes trol relay and the actuator starts. As the gear
in resistance caused by changes in oil temperature reaches the up and locked position, a mechanical up
alter current flow rate, thereby varying the magnetic stop opens the limit switch and the actuator stops.
field in the indicator coils. The cylinder headtem´• When landing gear control switch is placed in the
perature indicator connects to a tip sensitive resis- DOWN position, the gear motor down´•relay closes
tance bulb in a cylinder head, normally No. 2 cylin- and the actuator starts. When the gear reaches the
der. Increase or decrease in temperature causes an down-and´•locked position, a mechanical down stop
increase or decrease in bulb resijtance, varying the opens the limit switch and the actuator stops. The
magnetic field in the indicator coils. gear´•up limit switch controls the landing gear un-
3. The oil pressure instrument circuit contains an safe light. The RED light comes on when the gear is
electrical instrument and a transducer which varies in transit. The green light comes on when the gear
resistance with pressure. reaches the down´•and-locked position; the gear-
dow" limit switch controls the green gear-down light.
4. Fuel Flow read on the indicator uses an electri-
The GEAR DOWN annunciator light is dimmed when-
cal instrument which counts electrical pulses pro-
ever navigation lights are ON.
duced by a turbine type fuel flow transducer.
2. Gear Safety By-Pass Switch. The gear will not
24-35-00 LIGHTING CIRCUITS retract if airspeed above the set limit has not been
attained when the gear handle is placed in the UP po´•
i. Navigation Lights. A circuit breaker/switch on sition. A warning horn will sound and both "GEAR
the forward O/H panel Controls navigation lights. DOWN" and "GEAR UNSFE" lights will illuminate.
2. Landing/Taxi Lights. A pair of split switches on PUSH and HOLD the RED BUTfON SWITCH beside
the forward ~t)/H panel control left and right landing the landing gear handle until the near is up and both
and taxi lights located in the wing’s leading edge. lights go OC;lf. PULL the "GEAR CT)NT" or’’GEAR RE´•
3. Cabin Lights. A three´•position (Bright, Off, Dim) LAY" drcuit breaker to stop warning horn. Reset cir-
rocker switch, located in arm rests of side panels, cult breaker prior to extending gear.
beside each occupant, controls cabin lights.
24-37-00 FUEL SYSTENI CIRCUITS
4. Strobe Lights. A circuit breaker/switch on for-
ward O/H panel controls the white anti-collision The fuel system has an electric fuel boost pum p. The
strobe lights. fuel quantity indicating system is comprised of two
5. Rotating/Flashing Beacon Light. A circuit transmitters in each fuel tank (inboard and out-
breaker/switch on forward O/H panel controls op- board) and two fuel quantity gauges (L R) in the in-
tional beacon. strument panel.
6. Recognition Lights. A circuit breaker/switch on i. Fuel Pump Circuit. A single, auxiliary electric
forward O/H panel controls optional recognition lights. boost fuel pump is controlled by two switches. The
7. Instrument and Radio Lights. Switches are lo- LOW BOOST switch is utilized~for engine starting
cated on the lower co-pilot’s control panel for the procedures and to purge fuel vapors from system
glareshield and radio lights. The glareshreld rheostat during high temperature conditions, either heat soak
also controls the compass light. Lighting is con- conditions or high OAT.
trolled by turning rotary rheostat switch(s~to inten´• The HIGH BOOST(guarded switch) is utilized for use
sify or dim either light system. if the engine driven fuel pump malfunctions and will
8. Baggage Compartment Lights. A two-position provide sufficient fuel for partial power operation of
the engine.
24-35-00
OLDWILLWAYNE
2. Fuel Quantity Gauge Circuits. Changes in fuel 24-38-00 MISCELLANEOUS CIRCUITS.
level vary fuel quantity tra nsmitter resistance (two in
each tank work in series with each other) that oper´• i. Turn Coordinator Circuit. The turn coordinator
ates the fuel quantity gauges. The Master Switch ac´• is a flight instrument which operates from an electri-
tivates the fuel quantity indicating system. Refer to cal power source.
Section 28´•43-00 for Adjustment Procedures. 2. Heated Pitot Tube. A ci rcuit brea ker switch con´•
3. Fuel Flow System A turbine fuel flow trans- trols the pitot tube heater.
ducer is installed in the fuel line between the engine 3. Hour Meter. The hour meter operates from the
driven fuel pump and the throttle body control of the electric tachometer. An optional Hobbs meter may
fuel injector system. The fuel flow indicator, located be installed.
on the right si’de of instrument panel, is sent electri´• 4. Cigar Lighter. A cigar lighter is mounted in the
cal impulses from the transducer to indicate current right instrument panel.
fuel flow at a given power setting.
24´•39-00 TROUBLE SHOOTING CHARTS

24´•39-01 ALTERNATOR TROUBLE
SHOOTING
TROUBLE PROBABLE CAUSE REMEDY
Alternator over´•charges battery; Faulty regulator. Check bus voltage with engine run´•
battery uses excessive water. ning. Observe aircraft ammeter. Am-
meter should indicate near zero after
ten minutes of engine operation. Re-
place voltage regulator if defective.
ALT FIELD circuit breaker trips. Circuit shorted in wiring. Disconnect lead from pin 5 of regula´•
tor, and reset circuit breaker. If cir´•
cult breaker trips, check wiring. Re-
pair as required. If breaker does not
trip, replace regulator. Reconnect lead
to regulator. Turn Alternator Field
Master Switch "ON" and check for 24
volts at pin 5 of regulator. Repair wir-
~g if no voltage is present.
ALT circuit breaker trips. Short circuit in wiring. Disconnect lead from post of al-
ternator, and reset ALT circuit
breaker. If circuit breaker trips, check
wiring between alternator and circuit
brea ker.
Short circuit in alternator. Replace lead to post of alternator.
WARNING: BE SURE MAGNETO SWITCH IS OFF WHEN TURNING PROPELLER.
Rotate propeller by h_and to rotate al-
ternator through 360" of travel. If cir´•
cult breaker trips, replace alternator.
Alternator will not keep battery Battery malfunction. 1. Start engine, adjust for 1500 RPM.
charged. Ammeter should indicate a heavy
charge rate with all electrical equip-
ment turned off. Rate should taper off
in 1 3 minutes.
Avoltage check at the bus should in´•
dicate a reading of 28.6 to 28.8 volts.
If charge rate tapers off very quickly
and voltage is normal, check battery
for malfunction. If ammeter shows a
low charge rate or any discharge rate,
and voltage is low, proceed to step 3.
24-38-00
10
OLDWILLWAYNE
ALTERNATOR TROUBLE SHOOTING (con’t.)
Defective wiring. 2. Check voltage at terminal 5, with

Alt.Fld. Master switch "ON".
Meter should indicate bus voltage. If
voltage is not present, check wiring
between regulator and bus.
Faulty regulator. 3. Remove connector from regulator,
start engine.
Momentarily jump pins 5 7 together
on the plug. Aircraft ammeter should
show heavy rate of charge. If heavy
charge rate is observed, replace regu´•
later.
If heavy rate is not observed, proceed

to step 5.
CAUTION
Pull Alternator Field C/B. Start engine; while at idle RPM, reset C/B. Slowly increase RPM while
monitoring 6us voltage. DO NOT EXCEED 28 volts
Defective wiring, regulator to 4. Check resistance from Fld terminal
alternator. of alternator to pin 7 of reg. plug.
Normal indication is a very low resis´•
tance. If reading indicates no, or poor
continuity (high~resistance), repair or
replace wlnng from regulator to alter-
nator.
Defective alternator. 5. Check resistance from case to field
of alternator. Normal indication is 3
4 ohms. If resistance is high or low,
repair or replace alternator.
6. Check resistance from F2 terminal
of alternator to alternator case. Nor-
mal resistance is high. If resistance is
low, repair or replace alternator.
24-39-02 -RESERVED
24-39´•03 BATTERY TROUBLE SHOOTING

Discharged battery. Battery worn out. Replace battery.
Improper charging rate set´• Reset charging rate.
ti ng.
Excessive discharging. Turn off some equipment when alter´•
nator is not charging. Decrease
starter usage byuslng external power,
whenever possible.
Standingtoo long. Remove and recharge battery.
Equipment accidentally left Remove and recharge battery.
on.
Impure electrolyte. Replace battery.
Short circuit (ground) in wir- Check wlnng.
ing.
Low charging rate. Adjust voltage regulator.
Cracked cell jars. Loose hold´•down bracket. Replace battery and secure firmly.
Frozen battery. Replace battery.
Compound on top of battery Charging rate too high. Reduce charging rate by adjusting
melts. voltage regulator.
Electrolyte runs out of vent plugs. Too much water added to Drain battery and keep at proper
battery and charging rate too level; adjust voltage regulator.
high.
24-39-02
11
OLDWILLWAYNE
BATTERY TROUBLE SHOOTING (con’t.)
Excessive corrosion on mounting Spillage from overfilling. Flush area with baking soda solution.
surface.
Leaking or clogged vent line. Repair or clean vent line.
Charging rate too high. Adlust voltage regulator.
Battery freezes. Discharged battery. Replace battery.

Water added and battery not Always recharge battery for 1/2 hour
charged immediately. following addition of water in freezing
weather.
Leaking battery case. Frozen electrolyte. Replace battery.
Reversed battery polarity. Cables connected backwards Battery should be slowly discharged
on battery or charger. completely, then charged correctly
and tested.
Excessive water consumption in Charging rate too high. Correct charging rate.
all cells.
Excessive water consumption in Cracked jar. Replace battery.

one cell only.
24´•39-04 STARTER TROUBLE SHOOTING
Motor fails to operate. Low battery. Check and recharge battery if neces-
sarv.
Defective, improper, or loose Refi~r to electrical wiring diagram and
wire connections. check all wiring.
Binding, worn, improperly Brushes should fit free in brush boxes

seated brushes or brushes without excessive side play. Clean
have excessive side play. binding brushes and brush boxes with
a Varsol moistened cloth. A new
brush should be run´•in until at least
50 percent seated; however, if facili´•
ties are not available for running in
brushes, seat brush by inserting a
strip of No..0000 sandpaper between
brush and commutator with sanded
side next to brush.
Pull sandpaper in direction of rota´•
tion, being careful to keep it in same
contours as commutator.
CAUTION: Do not use coarse sandpaper or emery cloth.

After seating, thoroughly clean
brushes and commutator to prevent
excessive wear. Keep motor bearing
free from sand or metal particles.
Motor fails to operate (con’t.). Dirty commutator. If commutator is rough or dirty,

smooth and polish wrth No. 0000
sandpaper.
If too roughand pitted, remove com-
mutator and turn down. Blow out all
foreign material.
24´•39-04
12
OLDWILLWAYNE
STARTER TROUBLE SHOOTING (con’t.)
Shorted, grounded, or open Remove and replace with an armature

armature, known to be in good working order.
Grounded or open field cir´• Test and repair circuit if possible or

cult. replace with new parts.
Slow cranking speed. Worn, rough, or improperly Disassemble, clean, inspect, and relu´•
lubricated motor or starter. bricate components, replacing ball
bearing, if worn.
Same causes as listed with Same remedies.
"Motor fails to operate."
Excessive motor brush arcing. Binding, worn, improperly Repair as outlined above.
seated brush or brushes have
excessive side play.
Dirty, rough, pitted, or Clean as outlined.
scored commutator.
Excessive motor brush wear and Rough or scored commuta´• Remove and turn down commutator
arcing. tor. on lathe.
Armature assembly not con- Reface commutator.
centric.
24-39-05 ANNUNCIATOR TROUBLE

SHOOTING
The following is a brief operational analysis which pertains to the I.A.I. annunciator on the Mooney M20S.
1.0 GENERAL
This document is intended to be a guide to as-
sist the service technician in understanding CR1 Rt R2 Ui
the theory and operation of the International nauoc~ ~I I~ Izvoc
Avionics, Inc. (IAl) Part Numbers, g

9500326000 9500326001 annunciators. It CR~ kCi
~CZ ’--7-" c4~C3
is not intended to serve as a bench service aid

f´•´•´•´•´•´•I"’"’" I I
6. DHFD 12nrD
in that the reference designator in the various

Figures are not consistenf with those found in
the actual annunciators. Service literature is I I R3
available (frz~m International Avionics, Incor´• I si IOK/\/\ TEST-
porated (IAl), 1611 N. 1’35, Suite 428, Carroll- rES7

CR4
ton, TX 75006, telephone number (214) CR3 P~ pi
446-1185) to identify the location of a particu- OUTTEST-
lar component and the exact manner in which

OUDC
the components are intercon-
IEST+
nected.smr24´•lb.gem
The following sections address nine (9) basic
circuits which, used singularly or in multiple CRS
CPb
R5
92
combinations, comprise the annunciators. ouTrss´•r´•
These sections are as follows: c~
ection 2 Power Supply, with Test

Swifches
Dim
fzuDe
j R7
I
Section 3 Flasher as
st
Section 4 Landing Gear Indicators 93
bin
Section 5 Left ana Right Low Fuel
Section Hi/Lo Vac
noitceS67
Section 8
Section 9
Alternator/Low Volts/Over Volt
Not Used
Typical Positive Apply W/Dim
q
Section 10 Typical Positive Apply
W/O/Dim.
2.0 POWER SUPPLY
The Power Supply, shown in Schematic Figure means of the low pass network of R1, R2, C1 and C2
i, provides 12~ VDC, reverse voltage protection by withspike clamping provided by CR2. The actual
means of CRI, spike and overvoltage filtering by power supply is a 12 VDC, integrated circuit regula-
24-39-05
13
MOONET AIRCRAFT CORPORATION M20R SERVICE AND MAINTENANCE MANUAL
OLDWILLWAYNE
tor. Output filtering is provided by C2.
The Test Switch, S1, switches unfiltered aircraft CR7
28VDC to the internal test line, identified with the 114885
mnemonic "TEST+". This signal, diode isolated by I 1NPOSI

CR5, is also supplied as "OUTTEST+". Addition-
ally"TEST+" is a pplied to the inverter to supply the in´•
ternal test line, "TEST-", and the diode isolated CR8
"OUTTEST-". 1N48BS
The dimmer circuit, applicable to certain channels, DSI
requires a bias source, "DIMBIAS", with a magnitude I I Fl ir: 7327
of 12 VDC to dim the applicable ACTIVE channels,
approximately 3 VDC to level of
those channels previously dimmed, and near 0 VDC CR9
IN48bS
to reset the dimmed .channels to a bright condition.
The channels having the capability of being dimmed CHIReT
by the above circuitry are channels 3, 4, 6, 7, 8, 14,

and 15. Channel 1, Landing Gear, dims by means of
eosiR
a separate circuit and is discussed in Section 4.0 be-
R15
low. With all both the Dim Switch and Test Switch re´• z8voc
47(3
laxed,transistor Q3 is in saturation and 02 is off, giv-
ing "DIMBIAS" a value of approximately 9 V)C. DS2
When the Dim Switch is depressed 43 comes out of 7327
saturation and "DIMBIAS" rises to I2VDC, and when
the Test Switch is depressed 02 saturatesand "DIM-
BIAS" drops to near O VDC. In the event that both CRIB
switches are depressed simultaneously, the 0 VDC 1#4885
value of "DIMBIAS" will prevail and the dimmed INPOS2
channels, with the exception of Channel i, are reset

to a bright condition,
tnppos
3.0 FLASHER CRII
lN4885
1 RIL
1 R13
TEST+
FIGURE 3 LANDIWG GE6R IND~CATORS

)331( >2.2K
R14
331(
FLRSH
being in transit. The circuit shown is the identi-
I circuit~ that has been used for many years in the
114 IIC338 Z A! annunciators used on Mooney aircraff. The GEAR
R12 N channel is dimmed for night operation; how-
U2 4. 7K
Q4 in the interest of reliability, the dimming cir-
it is separate from the dlmmlng technique used
-Ir/ I Ion the other dimmed channels.
2#)8I9 gear down signal, +28 VDC is applied through
as on diode CR7, to the (NPOS1 input and
cs H In RET is returned to the Nav Light bus. When +28
is applied to INPOS1 and the Nav Lights are
1ZIIFD ))K 33K
the impedance of this point is very low due to the
filament resistance of the Nav Light bulbs, and
EAR DOWN illuminates at near full brilliance.
hen the Nav Lights are on, however, CH1RET is
Iso +28 VDC and CR9 switches this return path off,
FIGURE Z FLASNER
return path for the GEAR DOWN lamp being
The Flasher, shown in Schematic Figure 2, provides rough R15 to Ground and GEAR DOWN now illuml´•
the circuit to flash the outputs of the~eft and right al´• nates at reduced brilliance.
ternator warnings, the low voltage warning and the The GEAR UNSAFE channel accepts +28 VDC, IN-
low vacuum warning. The flasherconsists df an asta- POS2, through isolation diode CR1~0, illuminates at
ble oscillator drivink an NPN common emitter con- full brilliance and does not dim. A test signal,
nected transistor, Q~. This allows the open collector "TEST+" is applied to both GEAR DOWN and GEAR
of 04, identified as FLASH, to sink the drive from the UNSAFE through CR8 and CR11 respectively.
output amplifiers of the appropriate warning chan´• 5.0 LEFT AND RIGHT LOW FUEL
nels.
The Left and Right Low Fuel circuits are shown in
4.0 LANDING GEAR INDICATORS Schematic Figure 4. The left and the right channels
The Landing Gear Indicators, shown in Schematic are similar, and only the left channel will be dis´•
Figure 3, provide the status of the landing gear posi´• cussed herein. Signals from the junction of the left
tion, that Is, whether the landi?g gear is Down or not and right fuel transducers and the left and right fuel
and whether the landing gear Is safe or unsafe, un- quantity gauges are applied, respectively, to each of
24-39-05
14
OLDWILLWAYNE
the inputs INPOSS and INPOS4. This signal
8~ is an analog signal that indicates the quan-
r tity of fuel measured, the typical low fuel
i Y
point being on the order of 0.1 volt. The low
I Y
fuel circuits can, however, annunciate an in-
´•z~
put up to approximately 0.7 volt.
The input, INPOS3, isapplied through an
I I ~d isolation resistor R55 to the inverting ~nput
of open collector comparator U5:C. The in-
aX I cX
put is compared with the set point effected
by the setting of R51, accessible through
B a,y 9 a~ t~e front of the annunciator, and, when the
input is less than the set point, the com´•
parator’ s output is allowed to rise by means
of thepull-up resistor 854 and the network
9~ 848, R49, and C9. Feedback resistor R53
s~ provides a small amount of hysterisis to
preclude oscillation at the transition point.
The exponentially rising output of U5:C is
applied to the inverting input of open collec´•
tor comparator U5:B and is compared with
a reference voltage of approxi mately 6 VDC.
When U5:B switches its output to ground
Q10 conducts and drives 48 into saturation
ng ,o tolight the L LOW FUEL channel lamp, DS3.
~B 8% The Q10 48 network is required to provide
the transition between the internal 12 VDC
and aircraft +28 VDC. The delay provided
by the charge of C9 through R48 and R49
a
provides filtering to preclude false annun´•
ciation in rough air. When the fuel level
rises, due to sloshing in the tank and U5:C
s~4 4 Switches to a low output state, C9 is dis´•
´•charged rapidly through R49. The delay
time of the charging network provides a de´•
q lay in low fuel annunciation of approxi´•
f~ ~1 ~4 mately 20 seconds.
A test of the functioning of the low fuel chan´•
.ii nel is accompljshed byapplying YEST-I-"
Y’
a~ g through R43 CR18 io the input of U5:C to
9Y e switch U5:C and applying "TEST+" through
R42 CR15 to accelerate the charging rate
of the filter C9, thus reducing the delay to
approximately 2 seconds.
In order to calibrate the low fuel channel the
4 ’1’ a s# set point, R51, is adjusted with the screw-
driver adjustment accessible through the
front of the annunciator while there is a pre-
,3 7~ set number of gallons in the tank. The time
delay must be removed from the circuit by
moving 33, accessible through the front df
the annunciator, from the NORMAL position
Lii
to the CALIBRATE position. This opens the
return for capacitor C9 and the indication
P ’a s on the L LOW FUEL channel will not be de-
layed. After calibration is accomplished, re-
store the time delay by moving S3 from the
CALIBRATE position back to the NORMAL
position. The position S3 can be deter´•
~p´• I i ~I mined without removing the front of the an-
nunciator. When the TEST switch is de´•
pressed observe the indication of L LOW
s FUEL and R LOW FUEL. With S3 in the NOR´•
B") P~ MAL position there is a delay of approxi-
mately 2 seconds in illumination, but with
a~ S3 in the CALIBRATE position there is no
delay in illumination.
24-39-05
15
OLDWILLWAYNE
V,
m
2v0c z8voc
_
12VDC I2V0C
053 I I I I O
955 VS:C 1.OY 1DK 06 7527 011
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7K 470K b
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LlGURE 4 LEn AND RIGHT LOW FUEL
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U, -.n 3 3
Sos no cna 01 co
5 s~o
n~(D
rb cI,Zr"5"a3 (91V) cc
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35
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3 ,-hrOg
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OLDWILLWAYNE
Up to this point the circuits used to

annunciate low fuel are the same
circuits that have been used for X’suDe DS9
years in IAl annunciators 7327

~saendY Mooney
method of dimming, however, has
been changed and expanded from
what has been used in the past. In LASH
the past only the low fuel channels
dimmed, excluding GEAR DOWN
r CR19
IN4BB5
discussed above, while now the
dimming has been expanded to in´• R57 CR17 CR22
elude additional 5 channels. From Low VAc 6. or (N4Ba5 11\14885
pii
the perspective of the pilot the op´• INPUT
2#6839
eration is the same, depress the
DIM switch and active channels
dim, depress the TEST switch and Ri J RS~
active dimmed channels return to 1 (6. IJK CR4 6. nK
bright. When a dimmed channel is IN4b65

extinguished and then reactivates HIGH UCIC OVEBRIDE
it will reactivate bright. The
method to accomplish this, how- TEST+
ever, is considera bly different from
the past. Each channel to be CR21
dimmed is driven t~ a transistor, IN4885
in this case 08 which returns the
lamp to ground through two paral- FIGURE 5 HI/LO VAC
lel paths. The path to provide a
dim indication Is through resistor 7.0 ALTERNATOR/LOW VOLTS/OVER VOLT
R29 which reduces the brilliance of the lamp. The Alternator/Low Volts/Over Volts circuits are
In the bright mode R29 is shorted by 06 and CR13 shown in Schematic Figure 6 above. This channel is
which provide a low impedance path to ground. Tran- designed to accept two signals, the +28 VDC signal
sister 06 is controlled in conduction by a latch com´• LOVERRIDE from the overvoltage tripped output on
posed of U3 and its associated resistors R22, R23, the left alternator regulator, and one signal derived
R24 R25, R26 and R27 as well as the signals "DIM- internally that indicates that the aircraft bus voltage
BIAS" and "DIMIN3". If the channel is active "DI- is less than 26.5 VDC. When low voltage is detected
MIN3" will be near ground and with "DIMBIAS" near internally the annunciator channel flashes, and when
3 VDC, the output of U3 will be high, thus driving 06 overvoltage tripped is detected the annunciator
into conduction. When.the DIM Switch is depressed channel illuminates steady.
momentarily, "DIMBIAS" goes high to 12 VDC and Comparator U6 monitors the aircraft 28 VDC by
U3 switches its output low and latches through R26. companng the voltage at the arm of R68 with the
This low output removes the drive from 06 and DS3 regulated voltage atthe junction of R64 and R65.
dims. When the TEST Switch is depressed momen´• The output of U6, an open collector comparator is
tarily, "DIMBIAS" goes low and U3switches its out´• normally low. When low voltage is detected the out-
put high, latches through R26, and drives 06 into put of 116 rises and drives 412 into conduction
conduction. When the channel deactivates, 48 opens through the bias network R60, CR24, and CR28,
the return to ground and "DIMIN3" rises which re´• thus Illuminating DS10. In a manner similar to the
turns latch U3 to a high output state. Hi/Lo Vac channel, the signal FLASH will remove this
6.0 HI/LO VAC drive signal as the flasher cycles, thus flashing
The High/Low Vacuum circuits are shown in Sche- DS10. A +28 VDC signal applied to LOVERRIDE will
matic Figure 5. This channel is designed to accept bypass the above network and drive 012 into con´•
two +28VDC signals, one from a low vacuum sensor duction regardless of the state of the comparator
and one from a high vacuum sensor. When low vac´• U6´• Similar7v "TEST+" will drive 412 into conduction
uum is detected the annunciator will flash and when regardless df the state of the comparator U6. A +28
high vacuum is detected the annunciator will illumi- VDC signal applied to LOVERRIDE also drives 012
nate steady. A +28 VDC signal applied to LOW VAC into conduction regardless of the states of either
INPUT will drive Qll into conduction through the comparator U6 or U7. Similarly "TEST+" will drive
bias network R56, R57, CR17, and CR22, thus illumi- 012 Into conduction regardless of the states of ei-
nating DS9. The signal FLASH will, however, remove ther comparator U6 or U7.
this drive signal as the flasher cycles, thus flashing The channel Left Alternator/Low Volts/Over Volt
DS9. A +28 VDC signal applied to HIGH VAC OVER- does not dim.
RIDE will bypass the above network and drive Qll
into conduction regardless of the state of LOW VAC
INPUT. Similarly YEST+" will drive Q11 into con-
duction regardless of the state of LOHT VAC INPUT.
The channel High/Low Vac does not dim.
24´•39´•05
16
OLDWILLWAYNE
2svocl Ro that described for low fuel channel
1PVDC oslo bove.
R65 R61
input, XINPUT, is applied through
.7K 5K
35 and R84 to drive 015 Into saturation
R62
nd light DS´•X. "TEST+"~is applied through
TP1: LOW VOLT SET
CR29
36 and R84 to also drive 415 into satu-
on and light DS-X. These 5 channels
1N4005 R60 CR24
Us 10K
1N4005 1N4005 12 be dimmed by depressing the DIM
68
to dim the active channels. Depress-
/4-MC3302
CR23 ng the TEST switch returns the active
R67 R64
immed channels to bright. When a
.2K ~ISK immed channel is extinguished and then
N4005
Jreactivates it will reactivate bright. Each
to be dimmed is driven by a tran-
OVERRIDE’~4005 R63
istor, in this case 015 which refurns the
amp to ground through two parallel paths.
CR27
1N4005
path to provide a dim indication is
ough resistor R85 which reduces the
6, Ibrilliance of the lamp. in the bright mode
2VDC 5 is shorted by 014 and CR34 which pro´•
R74 I Ivide a low impedance path to ground. Tran´•
.7
014 is controlled in conduction by a
TBIAS H I Ilatch composed of U9 and its associated
esistors R86, R87, R88, R89, R90 and
2VI)C
~.sa6oolxxx l.saooo Ixxx 1 as well as the signals "DIMBIAS" and
R78
R73
IMINPUT". if the channel is active "DI-
INPUT" will be near ground and with
u7
ALTBIAS L 012 DIMBIAS" near 3 VDC, -~he output of U9
B.B’
T-Fl~j4-MC3302 ill be high, thus dnvlng 014 into conduc´•
R72 When the DIM Switch is depressed
INPUT
1.680001XXX mentarily, "DIMBIAS" goes high to 12
and U9 switches its output low and
tches through R87. This low output re-
the drive from 414 and DS´•X dims.
8.0 NOT USED /(FIGURE 7 NOT USED) When the TEST Switch is depressed mo-
9.0 TYPICAL POSITIVE APPLY W/DIM mentarily, "DIMBIAS" goes low and U9 switches its
A typical Positive App~y Dimmable circuit is shown output high, latches through R87, and drives 014
into conduction. When the channel deactivates, 915
in Schematic Figure 8. ?Tjljs channel is designed to
opens the return to ground and "DIMINPUT" nses
accept a +28 VDC signal to illuminate an indicator which returns latch U9 to a high output state.
channel and provide for dimming of that channel, as
well. Dimming is accomplished in a manner similar
I2~UDC 12 VDC
LAMP 12 UDC
DS-x
7327
914 389
Res 286
47e
DIMOUTPUT ZZK
znsa39 (R85 R9e 667

lil
INPUT 47K
CR 34
LN4085 291 I I U9
CR 35
DIMINPUS
47K
ne~ 9is
014
a. si i Y (14-HC5302
CR36
6.OK
2N3819
DIMBIAS
tn4CIC15
2274
FIGURE 8 NPICAL POSITIVE APPLY W/DIM
24-39´•05
17
OLDWILLWAYNE
10.0 TYPICAL POSITIVE APPLY W/O/DIM 2650-00 ELECTRICAL LOAD DISTRIBUTION
A typical Positive Apply, Non´•Dimmable circuit is
24-51-00 POWER DISTRIBUTION SYSTEM
shown in Schematic Figure 9. This channel is de-
signed to accept a +28VDC signal to illuminate an The power bus distributes direct current power to
indicator channel, but does not provide for dimming th, electrical system from the alternator and from
of that channel. The input YINPUT, is applied the selected battery through the battery relay. The
through CR38 to light DS-~. "TEST+" is applied batteries negative leads attach to a structural
through CR37 to also light DS´•Y. ground on the airframe. The Master Switch "ON"
closes the relay and supplies power to the aircraft
electrical ~system.
CAUTION
Do not reset circuit breaker after it has
a
CR 3B tripped a second time. If necessary to do so to

locate the malfunction, be alert for a possible
V IWPUT
electrical fire. Breakers are "Trip Free" type
and cannot be held in the closed position.
I 1\1 4005
D 9’ Y
CR37
T E 9" T -u- la i I 7327
I 1’1 L! (3 13 S
F’BGWRE 9
II
Y P C da L b"Qb9S i T rV E 6dPP&Y UhU Qb ~b i
24-50´•00
18
OLDWILLWAYNE
C H A PT E R
FLIGHT
CONTROLS
OLDWILLWAYNE
CHAPTER 27
FLIGHT CONTROLS
CHAPTER
SECTION
SUBJECT PAGE DATE
27´•Effectivity 1/2BLANK 11-98

27-Contents 3/4BLANK 11-98
27-00-00 5 11-98
27-20-00 6 11-98
27´•30´•00 7 11-98
27´•30-03 8 11-98
27´•31-00 9 11´•98
27´•41-01. 10 11-98
27´•40´•02 11 11´•98
27´•41´•00 12 11´•98
27´•60-00 13 11-98
27´•90-00 14 11´•98
27-94´•00 15 11-98
27-95´•00 16 11-98
27´•95-01. 17 11-98
27´•96-02 18 11´•98
27-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRA~T CORPORATION
CHAPTER 27
FLIGHT CONTROLS
TABLE OF CONTENTS
CHAPTER
SECTION
27-00´•00 General 5
27´•10-00 Aileron
System 5
27´•20-00 Rudder System 6
27´•30´•00 Elevator System 7
27 -30´•03 Empennage Free Play Limits 8
27-31-00 Variable Downspring System 9
27´•40-00 Trim Systems 9
27-40-01 Stabilizer Trim System& Rigging 9
27-40-02 Rudder Trim System Rigging 11
27´•41´•00 Stabilizer Trim System Troubleshooting 12
27´•42-00 Electric Trim System Maintenance 12
27´•50´•00 Wing Flap System Rigging 12
27-60´•00 Aileron/Rudder I ntercon nect System 13
27´•90-00 Miscellaneous 14
27-91´•00 Control Surface Static Balancing 14
27-92-00 Equipment Materials StaticBalancing 14
27-93´•00 General Procedures Static Balancing 14
27-93-01 Detail Procedures Static Balancing 14
27´•94´•00 Control Surface Trailing Edge 15
27-95-00 Stall Warning Maintenance Practices 16
27´•95-01 Trouble Shooting Stall Warning system 17
27-96-00 Speed Brake System 17
27-96´•01 Removal Replacement 17
27-96-02 Maintenance Speed Brakes 17
27-CONTENTS
3/4BLANK
OLDWILLWAYNE
27-00-00 -GENERAL (2) Adjust static position from 00 to 20

DOWN. (Ref. point is 00 mark on travel board.
The aircraft has dual flight controls and can be flown
(3) DOWN travel: 80 +/´•10 from static po-
from either the pilot or co-pilot seat. Dual pairs of foot sition.
pedals control the rudder and nose wheel steering
mechanisms. The co-pilot pedals are removable if dual (4) UP travel: 12.50 to 14.50 from static
brakes are not installed. Push pull tubes actuate the position.
all´•metal flight control surfaces. Rod´•end bearings are
used throughout the flight control systems. These
bearings are simple and require little maintenance
other than occasional lubrication. Spe-
cially designed aluminum-alloy extrusions, H atro N
that permit flush skin attachment, form C
the leading edges of the rudder and eleva´•
B
tors. Electrically actuated wing flap sys´•
tems are installed on all models. Longitu-
dinal pitch trim is achieved through a trim B )h3-/ rG
control system that pivots the entire em´• B’ ,P
3
pennage around the tailcone attachment
points.
27-10-00 AILERON SYSTEM
The ailerons are of all-metal construction I

with beveled trailing edges. Three hinges H
C 3
of machined, extruded aluminum attach
the ailerons to the aft wing spa r outboa rd
of the wing flaps. The ailerons link to the
control wheel through push-pull tubes
and beilcranks. Lead counter-weights 4
static balance the ailerons.
2 -1 D
i. Aileron Removal and Installation.
A. Remove control tube attaching
bolt, nut, and washer at aileron horn.
B. Remove bolts, nuts, and washers
from the three
C.
attaching hinges.
Remove aileron by pulling it
clear; rotate
9´•1~$P F
SnX27-i
straight aft until hinges are
inboard portion down and forward to al-
low aileron balance weights to clear AILERON/ELEVATOR CONTROL WHEEL RrGGING
wing tip. FIGURE 27-1
D. Rei~stall aileron in reverse sequence of
removal.
E. Recheck bolts for and
~4;
security safety.
2. Aileron Rigging.
A. Level control wheels ´•(A) (Fig. 27´•1).
B. Install 3/16 dia. rig´•pins at: Ors
(1) Jackshaft (C) (Figure 27-1) o
(2) Bellcrank (E) (Figure 27-1)

(3) Bellcranks (9) (Figure 27-2) (L.H. and
R.H.)
C. Adjust control tubes (J)@ (7) (Figure 27-2)
(L.H. and R.H.)to position ailerons at O degrees to 2
degrees down.
D. Adjust remaining control tubes (F) 6, (B) 1 /8 8
8
11 a (0)@ 2, (Figure 27-1) (L.H, and R.H., if ap-
i
7/i
plicable) in order to freely attach to the bellcranks o
and jackshaft.
E. Remove rig´•pins.
F. Adjust aileron stops (8) (Figure 27-2) per
the following procedures:
(1) Position travel board, GSE030003´•200, I SMM27-2
at W,S. 147.75.
AILERON STOP ADJUSTMENTS-FIGURE 27-2
27-00´•00
NOTE
Wing station 147.75 is located at skin splice
line between flap outboard end and aileron
ihboard end.
#M
NOSE GEAR STEERING LINKAGE ADJUSTMENT

FIGURE 27-5
pilot comfort for high power settings during climb

and if needed for cruise power settings
1. Rudder Removal and Installation.
A. Detach rudder push-pull tube from rudder
horn.
SM27-3 B. Remove attaching hardware at rudder
hinges.
C. Remove rudder by pulling it straight aft.
RUDDER PEDAL ADJUSTMENT-FIGURE 27-3
D. Install rudder in reverse sequence of re-
moval. Recheck attaching bolts for security and
NOTE
The above aileron rigging and adjustment safety.
instructions apply to left and right 2. Rudder Rigging and Adjustment.
ailerons. A. Raise aircraft See Section 7-10-00.
nose.
27-20-00 RUDDER AND STEERING B. Set stabilizer trim control in neutral posi-
SYSTEM tion (stabilizer parallel with aircraft center line).
C. Clamp pilots rudder pedals (A), (Figure
The rudder attaches to the aft vertical fin spar at 27-3), position.
in neutral
four hinge points. Pus~´•pull tubes and bellcranks
link the rudder to the rudder peda Is. A rudder trim
system is incorporated into the M20S aircraft for
b b
fRAVEL BOARD LOCATIION

I I 1.~-O
STA. 0550
TRAVOC BMRD
LDCAtmn It~u SKF 01
M´• ABOVE Cfl.
a RMT ROW
LNELMj
BRfR
SCREVS UP
STA. ib00
TRAML BPARD
i:
SKIN UICATION
LAP I/)´• DB cn
OF RMT WRI I 0
4Fy ~‘"O
STA 147.75
TRAML BMRB
NEMHH[ITACOI
FUP I AILEW*I
~V Sm2W
SMX97-6
RUDDER ELEVATOR TRAVEL ADJUSTMENT-

TRAVEL BOARD LOCATIONS-FIGURE 27-4
FIGURE 27-6
27-20-00
OLDWILLWAYNE
c=--
F"JD
D
9’ SMX27-8
SMX27-7
RUDDER HORN ADJUSTMENT-FIGURE 27-7 ELEVATOR HORN ADJUSTMENT-FIGURE 27-8
D. Adjust rod end bearing (B)(Fig. 27-3) ap- NOTE

prox. 11 turns out to start. Measure rudder travel with travel board on rivet
E. Adjust control tube (C) at rear tailcone bulk- line at station indicated on travel board GSE
head bellcrank, (Figure 27-6) approx. 12 turns out 030005-100. and wjth longitudinal trim
as to start. (stabilirer) set in the 0’ position. Sta. 26.50 is
Ibcated 3/4 in. above skin splice on vertical fin.
F. Adjust control tube (D), (Figure 27-7), rod
end bearing (2) 11 turns out to start. 3. Allowable Free-Play Limits.
A. Vertical movement at rudder trailing edge
NOTE
Rudder .08 inches.
bellcrank, aft tailcone. should be
modified per SI-M20-44. (1) If excessive free-play exists check the
G. Adjust rod end bearing(B)(fig. 27-3) to po-
following areas for wear:
sition rudder setting 10 to the right. (a) Trim screw jackshaft.
H. Unclamp rudder pedals. (b) Trim link connecting empennage to trimscrew.
i. Adjust rudder stops (M), (Figure 27-9) so (c) Bolts and brackets attaching empennage to
that rudder travel is 230 (+1/-0 degrees) right and tailcone.
left. 4. Rudder Torque Tube Removal. The rudder
J. After rudder stops (M) are set, rotate rudder torque tube shouCd be inspected thoroughly and
thru full range of travel to assure solid contact with replaced if any damage is found. Remove Shield
stops and that nuts and bolt heads clear stop lim- from front of cabin floorboard that covers torque
iter (R). Stop limiter (RZ may be bent to obtain tube. Remove attaching hardware from hinges and
clea rances and contact with rudder stops (M), (Fig- rudder pedal control roas. Ca refully remove torque
ure 27-9). tube by sliding out toward the right side of cabin
and through cabin door.
NOTE
On aircraft S/N 25-0824 ON steering stops NOTE
(3) Fig. 27-5. should be adjusted so.020 Control tube wear allowables. If any portion of
clearanceexists between ad1ustment the control tube exceeds .007 inch~ wear per
and gear truss assembly~4) r~laure 27-5) wall or.014 inch reduction in diameter, the
rudder is at extreme left in~ right travel tube must be replaced.
position.
27-30´•00 ELEVATOR SYSTEM
K. After all jam nuts,
setting stops, re-tighten
bolts and secure; recheck all travel limits. Elevator construction is essentially the same as
L. Center nose wheel by removing nut, washer that of the ailerons. Both elevatorsattach to the
bolt (1), (Figure 27-5), and adjusting steering stabilizer at four hinge points. Push-pull tubes and
idler linkage at(2). Bolts, nuts and washers (5) and bellcranks link the elevators to the control yoke.
(6) must be installed as shown, from rear to front. Lead counterweights static balance the elevators.
A lead bob-weight under the instrument panel re´•
fines aircraft handling in flight.
27´•30-00
E. Main spar, adjustable rod end bearing is

turned out approx. 6 turns to start. To obtain addi-
tional elevator travel adjust as required.
F. Set elevator stops (P), (Figure 27-9), in em-
pennage stinger for elevator uptravejbf 220
(+0/-2) and downtravel of 220 (+0/-2)
G. After stops (P)& (M) are set, rotate eleva-
tors thru full range of tra vel to assure positive con
tact with stops (P)& (M) and that nuts and bolt
heads clear stop limiters (R). Stop limiters (R)
may be bent to obtain proper clearances and con-
tact with elevator stops (P) (Figure 27-9).
M H. Rotate stabilizer trim full down to check
clearance of bellcrank at wing rear spar. Adiust
rod end bearing at rear tailcone bulkhead (C) (Fig.
27-6) if needed for clearance. Recheck elevator
UP and DOWN travel.
P I. Rotate elevator trim FULL UP to check that
UP stop (P) still makes solid contact on stop lim-
iter (R).
J. Re-tighten all jam nuts, attach bolts and se-
cure as necessary; recheck all control tube clear-
ances and travel limits.
SMX27-9
27-30-03 EIWPENNAGE FREE PLAY LIMITS
RUDDER ELEVATOR STOP ADJUSTMENT
FIGURE 27-9 Allowable free play movement of the empennae
assembly on thetailcone of the airplane, with
1. Elevator Removal and Installation. the tailcone fixed at the tail skid:
A. Remove push´•pull control tube by taking off Horizontal stabilizer Tip:
all attaching bolts, nuts and washer. ´•--0.12 inch max. Fore and Aft
B. Remove bolts, nuts, and washers from the -.-0´•10 inch max. Up Down
four attaching hinges. Rudder lower trailing edge:
C. Remove elevator to the rear. ...0.08 inch max. Up Down
D. Install elevators in reverse sequence of re-
moval. Recheck attaching bolts for security and
safety. Set elevators, RHTLH, to be even witrr hori-
zontal stabilizer. Adjust rod end bearings (9), Fig.
27-8, at elevator horn.
2. Elevator Rigging and Adjustment
A. Adjust rod end bearing (3), (Figure 27´•1),
at control yoke (G) for control shaft (H) clearance
from firewall and control yoke and bob weight (P)
clearance from fuselage structure.
B. Level aircraft and set control column in
neutral with stabilizer parallel to center line of air´•
craft.
N
NOTE
Measure elevator travel from 0 degrees
stabilizer thrust line with travel board
positioned at stabilizer station 16.00 as
indicated on travel board P/N GSE
030004-503 and with stabilizer at 0 degrees.
(See Figure 27-12 and Figure 27-4 for rravel
board placement.
NOTE
Elevator bellcrank. aft tailcone. should be
o~ I
modified i~er SI-M20-44.

C. Adjust rod end bearings of control tube (L), SME7DNSP
(Figure 27-6), at rear tailcone bulkhead out ap-
prox. 5 turns to start.
D. Adiust elevator horn rod end (9) (LH VARIABLE DOWNSPRING´•FIGURE 27-10
RH),
(Figure 27-8) out 7 to 8 turns to start.
27-30-03
OLDWILLWAYNE
27´•31-00 VARIABLE DOWNSPRING 1. Rigging Stabilizer Trim System

SYSTEM The basic rigging, for either configuration, is iden´•
tical to procedures below except that stepped nut
A spring hooked into the elevator control system in
and jam nut require being torqued together with
thetailcone refines the feel of the elevator in flight.
two wrenches prior to jam nut set screw tightened
A bellcrank and cable tailors the spring tension ap´•
against threaded trim screw. Stepped nuts are re-
propriate to the trimmed position of the stabilizer. qurred at the nose up and the nose down positions
NOTE facing trim screw nut (F).
Negative stabilizer~- degrees) settings mean A. Nose Down Stabilizer Trim Control Rigging
that stabilizer edge is movea down
relati;er?~ljlh6e thrust and Adjustment.
line.
ure 27’7tl Loosen setscrew in stop/jamnut(A)(Finut(A)
1), break torque onjam nut/stepped n
(if installed) and turn stop(A) or jam/stepped
nut (A E) clockwise or counterclockwise to
aft edge of stop or jam/stepped nut (A&E) with
last thread oftrimscrew (C) (Figure 2f-11).
FWI)
Tighten setscrew and turn trim control wheel to
fu17 NOSE DOWN position (trim screw nut (F)
against stop (A) or stepped nut (E).
C
(2) Disconnect torque shaft (B) from trim
srOP I I screw (Cj, (Figure 27-11).~
DOWN (3). Turn disconnected torque shaft (B)
SfOP--\ E
clockwise or counterclockwise until horizontal
B7 \CT\ I Y stabilizer as measured, using the travel board,
P/N 030004-503, as shown by(_Figure 27-12), is
within the following limits: +3.8" to +4.20.
NOTE
Positive d~egrees) stabilizer degrees mean
that stibillzer lea’dinPr edge is i~oved up
relative to line.
(4) Connect torque shaft (8) to trim screw

(C) (Figure 27-12). NOSE DOWN stabilizer trim
control rigging is now complet~e.
F
SMW-TRIM STOP B. Nose Up Stabilizer Trim Control Rigging
and Adjustment.
TRIM CONTROL ACTUATOR RIGGING FIGURE 27´•11 (1). Loosen setscrew in stop or jamnut (A)
and turn stop(s) on threaded shaft to move it to-
1. Rigging Variable Down Spring System
A. Set stabilizer at maximum positive setting
and elevators full down. (Figure 27-10
8. Adjust turn buckle for a 14.0 to 16.0 Ib. ten-
siometer reading on cable.
C. Check for positive clearance between cable
end and pulley sheave. Tensiometer reading should
be 20 Ib maximum.
27-40-00 TRIM SYSTEMS
27-40-01 -STABILIZER TRIM

SYSTEM/RIGGING
To provide pitch trim control, the entire empennage

pivots around its main hinge points. The system
consists of a manually operated actuator that oper´•
ates a series of torque tubes and universal joints
connected to a jack screw on the aft tailcone bulk´•
head.
NOTE
A "steDDed stoo nut" with a "jam nut"
~VIIIIYUI QIIVII has been This can
ofitted to all M20S aii craft, if desired.
be rrefrofitted B
This allows trim screw nut (F) (Fig. 27-11) to I SMHRe7-12
contact stepped portion of these t~wo nuts and
not bind.
ELEVATOR TRIM ADJUSTMENT FIGURE 27´•12
27-31´•00
F. Adjust R1 on A/D board (see Schematic

509) to illuminate top bar on display.
WHEEL G. Repeat steps B through F until no further
ASSEMBLY adjustments are required.
H. Re´•install and secure display indicator
into instrument panel.
3. Stabilizer Free Play Limits
A Fore and aft movement at stabilizer tip
.12 inches.
B Vertical movement at stabilizer tip .10
inches.
FLOORBOARD NOTE
2 When removing trim screw from empennage,
use block of wood cut to fit opening between
tailcone and empennage to prop empennage
STEPPEI)
up when trim screw Is removed.
STOP NUT
O\S\/ 1 4. Electric Trim.
A. Clutch torque for the electric trim system
should be adjusted for the following settings to
1
operate autopilot systems properly:
GEAR BOX 21+/´• 2 inch Ibs.
JAM NUT (1) KFC 200
1 ASSEMBLY
(2) KAP 100 21+/- 2 inch Ibs.
S27CHATM (3) KFC 150 21+/- 2 inch Ibs.
(4) EDO AIRE 18 inch Ibs.
ELEVATOR TRIM CHAIN ADJUSTMENT-FIGURE 27-13 (5) S´•IEC 30 inch Ibs.
ward the trim screw gear box. Turn trim control

Adjustment. (Refer´•
5. Stabilizer Trim Chain
wheel toward NOSE UP position until horizontal
ence Figure 27-13).
A. With four mounting bolts (1) slack, adjust
stabilizer is within the following limits: -6.50 to
two NAS428´•3-4 bolts (2) to obtain maximum ten´•
´•7.00.
sion on chain without causing binding.
NOTE
Negative stabilizer degree) settings mean that 27-40-02 RUDDER TRIII~ SYSTEM/RIGGING
st~ibilizer ledding edge Is moved do~wn relative
’fo th’iust line. 1. Rudder Trim Rigging
(2) Rotate UP stop or stepped nut
(E), (Figure 27-11) clockwise or counter-
clockw~se to makecontact with trim
screw nut (F). Tighten setscrew. NOSE
UP stabilizer trimcontrol rigging is now I ~CAPSTAN
complete.
2. Stabilizer Trim Indicator Rigging.
The indicator is connected to the trim
control wheel assembly to indicate stabi´•
lizer position relative to the aircraft
thrust line.
AC’TUATOR
A. Adjust stabilizer trim to FULL
DOWN position. UMTT SWITCH
B. Adjust potentiometer, on trim
wheel assembly, to illuminate bottom
bar on indicator.
C. Run stabilizer trim to FULL UP
position.
D. Top bar on display indicator CABLE
should be i’lluminated. If not illuminated
adjustment to R1 resistor inside indica- I \TURNBUCKLE
tor housing is necessary.
SMM27-14
E. Remove indicator from instru-l \SPRINC
ment panel. Leave harness connected.
Pull indicator down as far as possible to
allow removal of housing cover and ac´•
cess to adjustment. RUDDER TRIM RIGGING-FIGURE 27-14
27´•40-02
10
OLDWILLWAYNE
M20S
Rudder Trim consist of an electric actuator driving NOTE

a capstan/balancing bellcrank and spring system Rudder trim actuator assembly will need to be
to compensate for engine/propeller forces during re-installed at this time, if it was removed to
long climbs or takeoff power. accomplish the preceding steps.
A. Aircraft should be flight tested and ri~gecl for lateral i. Attach one end of both springs to brackets
directional trim prior to rigging ofthe rudder trim system. on control tube bellcranks at Fuselage Stations
B. Jack aircraft nose wheel off ground.
90.0 and 142.0.
C. Aileron-rudder interconnect system shall be J. Separate barrels and eyes of both turnbuck´•
les and attach one eye of turnbuckle to forward
rigged properly prior to rigging of rudder trim sys-
tem. (See Section 27´•60´•00) spring; screw proper end of turnbuckle barrel to
D. Deflect and lock rudder at 100 left position. eye from 2 to 5 turns.
Use Rudder Travel Board GSE 0300005. K. Start turnbuckle eye attached to forward
cable end i nto barrel. Tighten turn buckle barrel un´•
E. Remove tailcone battery access cover (left
tit tension JUST begins on spring.
side) and aft fi berglass belly panel to ga i n access to
rudder trim actuator assembly. L. Repeat steps i. through K. on the aft spring
and cable end.
NOTE M. Verify that required number of threads are
The following steps are easier to accomplish if
screwed into both turnbuckle barrels;
the actuato~rasjembly is removed frotC1 the
aircraft but they can be done while actuator is N. Remove spring extenders from both
in its normal operating location. springs. Remove tape from cable and capstan and
rudder lock from rudder.
F. Electrically run actuator for left rudder de´•
O. The rudder should be "neutral" at 3 to 50
flection (depress~left sides of both RUDDER TRIM
left rudder.
split switches) until limit switch turns OFF actuator
motor.(Aft iimit switch is for LEFT rudder trim). P. Electrically run actuator for right rudder de-
G. Wrap cable around capstan five full turns fiection. The actuator motor should stop when rud-
der is deflected 230 right. If not, slightly bend the
with forward eye of cable ending up 12 inches from
forward circumference edge of capstan (See Figure forward limit switch’s (RIGHT rudder stop) actua´•
tor arm to position right rudder at 230. Cycle the
27-14). Aft end of cable will be in proper location system and recheck nght rudder deflection.
for ngglng procedure. Temporarily secure ca-
ble/capstan position using several wraps of suit- Q. The TRIM LIMITS are: 3 to 50 LEFT; 230
able adhesive tape around cable and capstan. RIGHT.
H. Extend and secure both springs to 9.8 inches R. Secure aft turnbuckle and make sure there
inside measurement between hooks. Insert spring ex- is no interference between rudder trim mechanism
tender, P/N GSE 030035´•501, end caps into spring and flight control tubes or bellcranks during cycle
coils so that the 9.8 inch dimension is maintained, orfull travel of flight control surfaces.
Place the spacer, P/N GSE 030035-005, over spring 2. Rudder Trim Indicator Rigging
coils and secure to -503 assembly with MS3367´•1-9 A. Use rudder trim switch in aircraft to run
straps. Two spring extenders, GS~ 030035-503 are rudder trim full right.
required for ngglng procedures. B. Adjust potentiometer on motor/cable as-
sembly to illuminate far right bar on display.
PIN C. Use rudder trim switch in aircraft to run
i~ IR8 I rudder trim full left and adjust R1 on A/D rudder
trim board (see Figure 27-14A) to illuminate left
PINI AQ ;~r bar on display.

D. Repeat steps A through C until no further
adjustment is required.
B B o E. Remove rudder travel board; re´•install ac´•

cess cover and belly skin.
,DB PIN B
F. Flight test aircraft. The rudder trim shall
center the turn coordinator ball with no pilot appli-
cation of rudder during full power climbs at 105
KIAS. If it does not, gain access to forward turn-
buckle a nd tighten foran additiona 1 .25 to .38 i nch
$1INNIPEE extension of forward spring. Secure forward
.elkcub-nrut
G. Replace access coverts) and repeat flight
check in step 20.
O H. Complete log book entry and return air´•
craft to service or complete any remaining mainte-
nance action.
RUDDER TRIM INDICATOR ADJUSTMENT

FIGURE 27´•14~9
27-40´•02
11
27-41-00 StabilizerTrim System 6. If bearing block assembly replacement is re-

Troubleshooting quired, refer to following procedures:
Trim torque tube/pitch trim servo assembly should
be removed from aircraft to replace bearing block,
BINDING Check control tubes at bulkhead therefore manual trim wheel and electric trim
grommets for rub marks. switch should be flagged so inadvertent movement
Check Trim Actuator threads for will not occur.
galling or not lubricated, lubricate A. Disconnect universal joint located between
per Sect. 5. tailcone bulkhead, Sta. 142, and pitch trim servo
ELECTRIC Check BINDING symptomsabove.
CLUTCH Check for proper clutch settings, assembly mounting brackets.
SLIPPING Confirm full bus voltage is avail. B. Disconnect electrical wiring, to servo motor,
at trim motor. at connector.
C. Disconnect ELT harness from connector
and any other wiring that may interfere with the re´•
NOTE moval of torque tube assembly from tailcone.
Maximum wear on trim tube, where it passes D. Remove nuts, washers, bolts/screws from
thru bulkhead grommets, is.007 inch per wall
or T014 inch diameter.
upper and lower pitch trim servo brackets holding
brackets to bulkhead.
E. Carefully lift torque tube/pitch trim servo
27-42´•00 -ELECTRIC PITCH TRIM SYSTEM
MAINTENANCE assembly up and pull aft end of torque tube from
trim actuator socket on aft tailcone bulkhead. Sup-
If installed, the AlliedSignal (Bendix´•King) Electric port aft end of torque tube if needed.
Pitch Trim System requires periodic maintenance at F. Pull torque tube/trim servo assembly from
each annual inspection for carrier bearing added to tailcone through access cover on left side of tail-
existing aircraft pitch trim torque tube. If not already cone.
installed, an annual service placard, 057-05747- G. Place torque tube/pitch trim servo assembly
0001, (available from AlliedSignal) MUST be added to on work bench for removal and replacement of bear´•
the Electric Pitch Trim servo bracket area to call atten´• ing block.
tion to the annual maintenance requirement. Carrier H. Remove components carefully until access
bearing assembly must be inspected and lubricated to bearing block is obtained. Install new bearing
per the following procedures: block andassemble in reverse sequence.
i. Gain access to area by removing electrical bay I. Reinstall torque tube/pitch trim servo as-
access cover from left hand side of tailcone. Locate sembly into tailcone.
Electric Pitch Trim servo system, just aft of Fuse- J. After reinstallation and reconnection of ail
lage Sta. 142 bulkhead. Carrier bearing is located components, electrical and mechanical, it will be
around existing pitch tri m torque tube, aft of lower essential to check stabilizer pitch trim system rig-
chain sprocket, on aft side of electric pitch trim
ging in accordance with Section 27-40-01.
servo bracket and below electric pitch tnm servo
motor. 27-50-00 WING FLAP SYSTEM
2. Loosen electric pitch trim servo drive chain.
Remove four lock n uts which secure ca rrier beari ng Push-pull tubes and bellcranks interconnect the
block to aft side of electric pitch trim servo bracket. flaps. the flaps are operated by an electrical mo-
Slide bearing block aft until it is clear of stainless tO’ driven actuator(l2 connected to a jack shaft
steel sleeve which is secured to existing airplane (2). The jack shaft Is connected to actuator
bracket (5) (Figure 27-15) on each flap just out-
pitch trim torque tube.
board of hinges (4) by a push-pull rod end bear-
3. Carrier bearing can now be inspected. If car´•
ing (5) and hardware. Each flap pivots about four
rier bearing or torque tube sleeve show evidence of
hinges. Travel is controlled by limit switches (6)
scoring or wear, replace damaged items with new and (7) and UP stops located~at outboard hinges
parts. Bendix-King P/N’s are: (Figure 27-15).
BEARING BLOCK ASSY. 047-04143-000 Flap position is indicated in the cockpit through a
TORQUE TUBE SLEEVE 076-00971´•000 cable link system (8) connected to the jack shaft
ROLL PIN (for torque tube sleeve) 090´•00052-0022 actuator horn (9).
When scoring or wear is not present, clean any
dried grease and/or dirt from bearing and torque Lubricate the actuator gear box and ball screw at
tube sleeve. Relubricate, using MIL´•G´•23827 or intervals with lubricants prescribed in CHAPTER 5.
MIL-G-81322 grease. Use a grease needle or other
The flap system incorporates a preselect feature
suitable tool to apply’grease.
which allows flaps to be activated as desired, UP,
4. Reinstall carrier bearing to aft side of electric TAKEOFF or DOVVN.
pitch trimservo bracket. Re-tension drive chain. The flap switch is located on console adjacent to
5. Clean any dirt and grease from placard loca- the flap position indicator. The flaps can be re´•
tion on forward side of tailcone bulkhead. Install tracted completely by placing the switch in the UP
annual service placard (057-05747´•0001) on for- position or to any selected preselect setting.
ward, vertical portion of bulkhead, fuserage Sta.
142.
27-41´•00
12
OLDWILLWAYNE
F. Cycle flaps UP, TAKEOFF DOWN;

verify proper settings at TAKEOFF when go-
ing clown.
3. Wing Flap Indicator Rigging
A. Position flaps in full DOWN position.
B. Adjust flap potentiometer on aircraft
to illuminate bottom bar.
C. Position flaps in UP position,
Adjust R1 on A/D board (see Figure
D.
27-17) to Illuminate top bar of flap display.
E.Repeat steps A through D until no fur-
ther adjustment is required.
L
27-60-00 -AILERON/RUDDER
1
INTERCONNECT SYSTEM
e s The aileron/rudder interconnect system as´•

5 sist in coordinated maneuvers and reduction
´•´•-´•-´•I´•´•´•-
connected through springs to allow override
of either control movement when input sepa-
rately.
a I I~ ‘s""~ca, i. Aileron/Rudder Interconnect System
Rigging
A. With controls in neutral position, lo-
SYM27-15
cate 1 10002´•3 01 bracket, on aileron control
tube, so that the end of 110002-005 bell´•
INSTALLATION c’a"k assembly will be 2.25 in. AFT of
FLAP ACTUATOR ASSEMBLY
FIGURE 27-15 310020 fuselage former.
B. Holding both rudder and aileron con´•
Removal and Installation. trols in neutrar position, install springs, P/N
1. Wing Flap
110003´•007, on -005 bellcrank and 110002-025
A. Removewing flap hinge fairing to expose
and -027 brackets; position ´•025 and -027 brack´•
flap push-pull tube, ets on rudder control tube so that installed length
B. Remove bolt, nut, and washer from flap´• of each spring is 4.90 inch.
actuating attachment.
C. Remove bolts, nuts, and washers at flap
hinge points.
D. Remove flap by pulling it down and aft.
E. Install wing flaps in reverse sequence of re- I I i /I
moval. Recheck security and safety of attaching
bolts. I I InV~ FWD
2. Wing Flap Rigging and Adjustment.
NOTE
Flap deflections are to be measured with travel
board GSE 030003 at the station indicated on
the travel~ board. (See Section 27-20-00,
Fig. 27-5) 1
A. Adjust right and left inboard linkage at rod C
end bearing(l), (FQure 27-16)to obtain a Rap de´•
flection of 33" (+0"/-2 degrees). Retract flaps to
00 (+/´•20 set flap outboard travel stops Jnot il-
lustrated) so that flaps align with ailerons In neu-
tral position.
B. The limit switches, #6 7, (Figure 27-15)
should be adjusted so that under fligM loads the
actuator over run will not allow the flaps to ex-
ceed eitherUP or DOWN positions. SMX27-14
C. Extend flaps to TAKEOFF position (100
+/-10).
D. Adjust switch stack until Bottom Micro-
Switch just opens.
E. Top switch will be automatically adjusted. WING FLAP ADJUSTMENT FIGURE 27-16
27-60-00
13
IC static wicks (when installed as op´•
~i) I D1 1
tional equipment), a nd rudder taill ight
and/or strobe light assembly In´•
O R8 I stal ed.Control
surfaces must be rebalanced
hC~lhCU R2
in accordance with the procedures in
dr Section 27-93´•00.
O I R7 I I R5
B
CAUTION
All control surfaces should be
stripped prior to repainting.
Q IR1~1 O 27-92´•00 -BALANCING
EQUIPMENT- STATIC
The design of the balancing fixture is
not critical providing the require´•
ments of this section are met.
1. Obtain or otherwise fabricate two
J (2) knife edge supports approximately
IC2 ICL one(l) foot~in height so that they can
be placed on a table and be stabilized
to prevent ti PPlng (See Fig. 27-1
The knife edge hinge supports MU
WING FLAP INDICATOR ADJUSTMENT FIGURE 27-17 be LEVEL and PERPENDICULAR to
the hinge axis of the control surface.
2. Weight Scales:Scales used to rec´•
C. Clamp brackets in place and drill through ,,d must be accurate within 0.02 Ibs or
weights
brackets and into control tube for AN530´•4R6 PK
1/2 oz.
screws. Make sure PK screws are in place to secure
all three brackets. 27´•93-00 BALANCING PROCEDURE
27-90-00 MISCELLANEOUS 27-93-01 DETAIL PROCEDURES STATIC
BALANCING
27-91-00 CONTROL SURFACE STATIC
BALANCING 1. A line drawn through the hinge line support
Control surface balance must be checked when

points must be level andperpendicular to the sup-
control surfaces is repaired, altered or repainted. It
porting knife edges.
is recommended that control surfaces be stripped
2. The supporting knife edges must be horizontal
a"d parallel to each other within the requirements
prior to repainting. The control surface balance
Of Step i. Above.
limits shown in Figure 27-19 apply to a complete
painted control surface only. Complete control sur- NOTE
)aces include las applicabre) balance weight, con- Ailerons are balanced up-side down on knife
trol attachment h~oin and attaching hardware, edge supports.
3. Elevators and rudders are balanced with the
UControl Horn" pointing upward.
4. All control surfaces are balanced with the
~n
hinge center line and the tip rib chord line level.
KNIFE EDGE
Two tooling holes are located in the tip ribs and
suPPonr
are on the rib chord line (rib center line). Cho~d´•
wise level can be obtained by using a spirit level
and pins inserted into these tooli ngholes.
5. Install a’ 1/4 inch bolt or pin through the in-
board and outboard AILERON hinge bracket. in-
stall a No. 10 bolt or pin through inboard and out´•
board ELEVATOR hinge bearing, and top and bot-
tom RUDDER hinge bearing.
6. Positon and level the control surface on the
TRAILING EDGE
knife edge hinge supports.
RESTING SUPPORT 7. Accurately measure control surface load at a
(OPTIONAL)
measured distance from the hinge axis as far from
SMJ27-16 Ithe hinge axis as possjble (Figure 27-18). Meas-
urements should be taken in a draft free environ´•
ment. Calculate the moment (arm times weight)
and compare the results with Figure 27-19.
CONTROL SURFACE STATIC BALANCE DIAGRAM
FIGURE 27-18
27-90-00
14
OLDWILLWAYNE
8. Control surfaces MUST BE RECHECKED for balance after any painting, stripping, repair or al-
teration.
FACE DESCRIPTION AIRCRAFT EFFECTIVITY BALANCING MOMENT LIMITS
430026-507 ´•508 30´•0001 THRU 30´•TBA UNDERBALANCE

ELEVATOR 11.00 IN.# TO 8.50 IN.
460043´•507 30´•0001 THRU 30-TEA UNDERBALANCE 1.50 IN.# TO

RUDDER AN OVERBALANCE 5.0 IN.#
230015-509 -510 30-0001 THRU 30-TEA UNDERBALANCE 1.40 IN.# TO

AILERON AN OVERBALANCE 2.0 IN.#
CONTROL SURFACE BALANCE LIMITS FIGURE 27´•19
NOTE
If specified moments cannot be met (reference Figure 27´•19), heavier balance weights can be
obtained through a Mooney Service Cent‘er. This appr~oach should be examined before ieworking aqy
repair or restrlpplng and repainting the affected control surface. A lighter weight can be proaucea
by shaving existing balance weight.
D I STA I~ C E A FT OF HINGE LINE

(Refer to Figure 27-17 for dimensions 8e limits) UNBALANC
(NOTE: Aileron is balanced upside down.) FORCE
DISTANCE FROM HINGE POINT TO UNBALA~NCE POINT FIGURE 27´•20
FIGURE 27-21 NOT USED. NOTE

The aileron trailing edge MUST NOT BE BENT
27-94-00 CONTROL SURFACE TRAILING UP under any clrcumStance. Any deformed
rivets must be replaced after tnmming aileron
EDGE
or rudder trailing edge.
NOTE B. Rudder. The rudder trailing edge maybe

Verify flight control rle~glng is correct before trimmed right or left as required.
bending trsning edge. C. Elevator. A fuli span tab is built into each
1. Trimming. A special pair of widenose vicegrip elevator trailing edge and is fixed 7 degrees
pliers are to be used to bend the trailing edges as 1/2 degree trailing edge down. No further toler´•
necessary (See Figure 27-22). ance is allowed.
A. Aileron. To correct for a left wing-heavy con´•
dition, bend right aileron trailing edge down; to cor´•
rect for a right wing-heavy condition, bend left ai´•
leron trailing edge down.
27-94-00
15
27-95-00 STALL WARNING As a rule of thumb, moving the vane tip 1/4 inch
MAINTENANCE PRACTICES will change the time the stall warning actuates by
about 5 mph of i ndicated ai r speed. The only way to
1. Stall Warning Switch Removal. test the accuracy of the settin is to fly the airplane
into a stall, noting the speed~at which the warning
horn comes on and the speed at which the fuTI
stall occurs. The stall must be made in various
.070 MAX. ALLOWABLE

configurations, clean, gear and flaps down and
power on and power off. It may be necessary to
_rwwNwnno make several alternate adjustments and test
flights before the desired setting can be reached.
The stall wa mi ng should actuate at no less tha n 5
AILERONS KTS. nor more than 10 KTS. preceding the stall
.os MAX. ALLOWABLE
a"d Shall continue until the stall occurs in power
DEFLECTION LEFT Off configuration. The rate of speed reduction
OR RIGHT I shall not exceed one knot per second with the air-
1 plane trimmed to 1.5 times the stall speed. The
I switch setting should be checked and adjusted as
necessary wrlenever a wing or wing leading edge
is replaced or extensively repaired, or if a new
RUDDER switch is installed. The switch should require no
adjustment in normal service.
TRAILING EDGE TRIMMING FIGURE 27´•22
A. Remove the screws or rivets attaching the

access cover aft of the switch on the lower wing ADJUST UP TO ACTUATE SOONER
surface.
B. Remove the two adjustment screws which
hold the switch to the wing leading edge. O
C. D isconnect the two wi res from the switch.
2. Stall Warning Switch Installation.
A. Connect the electrical wires to the switch.
Of J-
B. Position the switch in the opening of the
lower wing leading edge, install the two adjust´•
ment screws.
Q
C. Replace the access cover securely.
D. Adjust the switch. See STALL WARNING
INDICATION SYSTEM ADJUSTMENT. ADJUST DOWN TO ACTUATE LATER
Warning Indicating System Adjustment
3. Stall
(Figure 27-23). the stall warning switch is ad-
justed when the airplane is test flown at the fac-
tory. Should it require readjusting, proceed as fol-
STALL SWITCH ADJUSTMENT FIGURE 27-23
lows: Locate the switch installation on the under
surface of the left wing leading edge and loosen
the two phillips head screws, one on either side of
the vane. If the stall warning has been activating
too early, pull the vane BACK and DOWN.
If the stall warning has been activating too late,

push the vane up and forward. Moving the vane
with the phillips head screws loosened~moves the
entire unit up or down inside the wing, causing
the switch to be closed earlier or later. Re-
tighten the screws after making each adjustment.
NOTE
NEVER TRY TO ADJUST THE SWITCH BY
BENDING THE VANE. This part has been heat
treated and cannot be bent ~ivithout damaging or
breaking the vane or switch.
27´•95´•00
16
MOONEV AIRCRAFT CORPORATION OLDWILLWAYNE
27-9501 TROUBLE SHOOTING STALL WARNING SYSTEM

Warning system inoperative. Waming circuit breaker If circuit breaker persist in tripping,
tripped, check for grounded circuit.
Open circuit. Check for continuity.
Defective warning horn Replace switch.
switch.
Defective warning horn. Replace hem.
Horn continues to blow. Defective warning horn Replace switch.
switch.
27´•´•9600 1 SPEED BRAKE SYSTEM 27-9802 MAINTENANCE SPEED BRAKESI
VACUUM OR ELECTRIC SYSTEM

The speedbrake system is currently installed in all (NON SERIES 2000 SYSTEM)
M20S eircraft as standard equipment. The manufac-
turer, Precise Flight, Inc., can provide detail parts and Every 1000 hours the following maintenance proce-
maintenance information for the cartridge assembly. dures arerecommended:
Some of the electrical circuity wiring, relays, C/B, etc. 1, Remove speedbrake cartridges in accordance
am installed from Mooney drawings. with Section 27-96)1,1.
Components for these are available through your Moo- A. Visually inspect doubler and mounting hard-
ney Service Center. ware for structrual integrity.
The relay for the Electric Speed Brake System is lo- B. Visually inspect for chafing on ail moving parts.
cated under the rear seat area, on LH bukhead. C. Manual~y operate the speedbrake doors and
The schematics, located in envelopes and the electri- feel for smooth operation, both extending and retract-
cal parts list, Section 91 of this Service Maintenance ing.
manual cover the electrical system component identifi- D. Inspect cable ton vacuum units) especially
cation. around pulleys for fraying.
27~9&01 1 SPEED BRAKE CARTRIDGE E. Inspect pulleys ton vacuum units) for any wear
I REMOVAL AND RPLACEMENT or damage.
2. Report any deficiencies to Precise Flight, Inc.
1. REMOVAL (NON SERIES 2000 SYSTEM) 9. Reinstall Speed Brakes into wing in accordance
A. Remove access panel from under side of wing, with Section 27;9601, 2.
directly beneath the cartridge. SERIES 2000 SPEEDBRAKE SYSTEM
B. Disconnect either the vacuum line connection
Series 2000 system is installed and removed from
or the electrical connector on the cartridge.
the top side of the wing.
C. Remove screwfrom bottom of wing just aft of
1. REMOVAL
cartridge holding mount strap to bottoni of wing.
A. Remove Speedbrake screws from top side of
D. Remove screws from top of wing around top of
wing and lift Speedbrake cartridges from wing.
cartridge slot,
B. Disconnect electrical plug.
E. Slide cartridge forward to start mount strap
through bottom hole, slide cartridge out from bottom of C. Remove Speedbrake cartridge from wing
wing. 2. -50 HOUR INSPECTION
2. INSTAUATION A. Check
Cap Strip Cover screws and
A. Reverse removal procedures. Speedbrake top attachment screws for security, a
(1) Leave attachment screws loose until loose, remove screws and apply LocMite 242,
alignment of cartridge to slots in wing is verified. retorque to 8 in. Lb.
(2) Tighten all screws. B. Check drain tubes for debris.
fS) Test operation of Speed Brakes on the 3. -ANNUAL INS PECTION/MAINTENANCE
ground to assure there is no binding either up or down. A. Remove Speedbrake per Step 1 above.
Airloads on Speed Brakes can cause a slightly different B. Remove Cover plate from Speedbrake car-
alignment durjngdeployment, therefore 1 Is recom- tridge.
mended that a TEST FLIGHT be done to test operation
C. Clean and Inspect unit for damage, corrosion,
of Speed Brake System to verify proper operation. Re-
adjust alignment of cartridge to wing slots until proper
looseness proper operation.
operation in light is obtained. D. Lubricate worm 5 worm gear with Lubriplate.
E. Connect electrical plugs and reinstall car-
tridges into each wing. (See 2.A. above for Locktite
and torque values)
27-95-01
17
M20S MOONET AIRCRAFT CORPORATION
4. EACH 1000 HOURS 5. -EACH 5000 HOURS

A. Remove Speedbrake per Step 1 above.
A. Remove Speedbrake per Step 1 above.
B. Retum Speedbrake cartridges to Precise
B. Retum Speedbrake cartridges to Precise
Flight Inc. for Drive Assembly replacement.
Fight Inc. for Clutch Spring and Drive Spring Replace- C. Reinstall when returned from Precise Flight,
ment.
Inc.
C. Reinstall when returned from Precise Flight, (1) Reinstall cartridges into wing (See S.E.
Inc. above).
(1) Reinstall cartridges into wing (See 9.E.
above).
27-96-02
18
OLDWILLWAYNE
CHAPTER
FUEL
OLDWILLWAYNE
CHAPTER 28
FUEL
CHAPTER
SECTION
SUBJECT PAGE. DATE
28-Effectivity 1/2BLAN K 1 1´•98

28´•Contents 3/4BLANK 11´•98
28-00-00 5 11´•98
28-10-00 6 11-98
28´•11-00 7 11´•98
28´•12-00 8 11-98
28´•12-00 9 11´•98
28´•13-00 10 11-98
28´•23´•00 11 11-98
28-43-03 12 11-98
28´•90-00 13 11´•98
28-90-00 14 11-98
28-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 28
FUEL
TABLE OF CONTENTS
CHAPTER
SECTION
28-00-00 General 5
28-00-01 Filler Cap Ma Intenance 5
28-10-00 Storage 6
28-11-00 Fuel Tank Field Repair 6
28-12-00 Fuel Tank Leak Repair 8
28´•13-00 Soapless Bubble Fluid Formula
Preparation for Leak Check 10
28´•14-00 Fuel Additives 10
28-20´•00 Distribution 10
28-21´•00 Fuel Boost Pump Removal and Installation 10
28´•22-00 Gascolator Screen Cleaning 11
28-23´•00 Fuel Injection System. 11´•
28´•24-00 Engine Priming 11
28-25´•00 Fuel Selector Valve Removal and Installation 11
28-30-00 Dump 11
28-31-00 Fuel System D;ains 11
28´•32-00 Fuel Vents 11
28´•40-00 Indicating 11
28-41-00 Fuel Quantity Indicating Transmitte;s 11
REMOVAL/INSTALLATION PROCEDURES 11
28´•42-00 Fuel Quantity Indicator 11
28´•43-00 Fuel Quantity Adjustment Procedure 11
28-43´•01 Fuel Tank TransmitterAdjustment 12
28-43´•03 Fuel Quantity Gauge Adjustment 12
28´•90-00 Miscellaneous 12
28-91´•00 Trouble Shooting 12
28´•92-00 Flared Fittings. 12
28´•CONTENTS
3/4BLANK
OLDWILLWAYNE
28-00-00 GENERAL later, with a low-point drain, through the emergency

boost pump to the engine-driven fuel pump and to
Internally sealed, integral fuel tanks are in the L 8 R, the fuel injector system on the engine. Fuel quantity
forward, inboard sections of the wing. Fuel feeds indicators are electrically operated with 2 transmit´•
from either tank to a selector valve through a gasco- ters (inboard and out board) located in each tank.
CAP
I
VAPO~NEL UNE
EIEFT~ilfNG
UNIT
GASCDUTOR
rm~ rWe ~nm 11#1)

L rUEL
NEI DISTRBUTIP(
NANIFOLD DRAIN
VKVE
MREWAU
SMR~18-1 MLET
DRAIN VALVE <1 EACH TANK)
FUEL SYSTEM FIGURE 28´•1
28-00-0f FUEL FILLER CAP ASSEMBLY fitting or damaged cap. This should be corrected
MAINTENANCE as soon as possible.
Fuel filler port cap assemblies should be inspected 3. The sealing capability of each cap assembly
periodically for proper sealing, condition of O-rings should be checked penodlcally and at each annual
and should be serviced occasionally to prevent hard inspection. This can be accomplished per the fol-
to open or close conditions. lowing procedures:
1. The O´•ring seal (1)(Flgure 28-2) around the cap A. Remove cap assembly from wing filler port
assembly shou7d be kept clean and free of dirt or grit and inspect O-ring(l) for damage, cracks or brittle´•
that mig~ht cause abrasive action on seal or mating ness. Remove and replace if needed.
flange. Occasional lubrication with petroleum jelly or B. Adjust tension of shaft (2) and rotating lock
Tri-Flow (Teflon Lubricant) will keep O´•ring soft and
plate (3) by removing cotter pin (5) from nut (6) on
pliable. threaded portion of shaft (2). Tighten nut (6) so cap
2. The shaft (2) running through center of cap assembly handle (7) can be opened, turned and
housing, that actuates the rotating lock plate (3) shut with hand pressure and still provide necessary
should be lubricated occasionally with Tri-Flow, or seal of cap assembly to keep water from entering
equivalent, to prevent binding while opening or clos- fuel tank.
i?g cap assembly. This should also lubricate the 0-
in ng (4) that sea’ls this shaft. NOTE
Fuel selector should be in the OFF~position
WARNING before proceeding with C to
Water can enter the fuel tank through a loose pressurlzethe
28-00´•00
OLDWILLWAYNE
MOONEV AIRCRAFT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
i. Approved Materials.
A. Sealants.
WARNING
Sealants are safe only when handled with
reasonable care. Avoid ii~gestion and all contact
with the~tipdy, especSally’with open breaks in
the skin. Wash harids before eatihg or smoking.
4 If accelerator contacts the skin, flush area with
warm water
(1) Brush sealant PR1422-A´•1/2 or A-2

2 or CS3204 A-1/2, A-2 (MIL-S-8802D Class A).
(2) Filleting Compound PR1422 B´•1/2,
8-2 or CS3204 8-1/2, 8-2 (MIL-S´•8802D Class
B).
(3) Removable access panel sealant
PR1428-B.
1 Protective sealant PR1005´•L
3 (MIL´•S´•4383B).(4)
4 B. Gloves Polyethylene
C. Metal cleaning solvent Turco 657 wipe
solvent.
D. Cheese cloth.
E. Turco leak detector or bubble fluid.
Methyl ethyl keytone (MEK) (thinner
F. for PR
1005-L).
57 IC~1 6 NOTE
materials may be obtained from your
Approved
local Moonev Service Center. Sealants mav also
be obtainedfrom Products Research Co, ’5454
San Fernando Road Glendale, CA. 9123~. or
Chem Seal Corn. 11120 Sherman Way, Sun
Vall~y,
CA. 91352,
SMX28-2 2. Handling and Mixing Sealants.

A. Sealant Material Characteristics.
FUEL FILLER CAP ASSEMBLY MAINTENANCE (1) Application life is the time that the
mixed compound remains suitable for applica-
FIGURE 28-2
tion. Application life ratings are always based on
standard conditions of 750 F. and 50~70 relative
C. Connect rubber hose to each~tank’s vent line, humidity. For every 10o F. rise in temperature,
Apply ONLY one´•half pound (1/2 psi) air pressure. application life and cure time is reduced by half;
Check for fuel cap leaks by soaping circumference for every 100 F. drop in temperature, application
and shaft area of filler cap assembly and observing life and cure time is doubled. High humidity at
bubbles. Replace O-ring if bubbles are observed and the time of mixing slightly reduces the sealant
adjustment of lower nut (6) does not stop leak. application life.
CAUTION (2) Maximum unopened container life,
O
Use one-half with sealant at 80 F., is six months.
only psi) of air pressure
(3) Sealant application life, tack-free cur-
ing time, and curing rates are as follows:
28´•10-00 -STORAGE
28´•11-00 FUEL TANK FIELD REPAIR
This paragraph outlines procedures recommended

for repair of integral fuel tanks. Tank repairs
should not be attempted until these instructions
are fully understood. Refer to Service Bulletin SE
M20-230 during resealing of tanks.
28-10-00
OLDWILLWAYNE
CURE RATES
(a) Brushable Type Sealants

Tack-Free Time CureRate Application Life
CLASS A (HOURS) (HOURS) (HOURS)
PR1422 A´•1/2 10 30 1/2
PR1422 A´•2 36 72 2
CS3204 A´•1/2 8 30 1/2
CS3204 A´•2 24 72 2
(b) Filleting Compound land on wing walk access panel).

CLASS B (HOURS) (HOURS) (HOURS)
PR1422 8-1/2 10 45 1/2
PR1422 B´•2 36 72 2
CS3204 8-1/2 8 30 1/2
CS3204 8-2 24 72 2
CS3204 B´•4 36 76 4
Follow procedures with sealant kits to properly seal tanks.
(c) Access Door Sealant (except on wing walk access panel)

CLASS B (HOURS) (HOURS) (HOURS)
CS´•3330´•B 8 16 2
PR1403´•G-B2 10 48 2
PR1428´•B 8 16 2
(d) BRUSHABLE TOP COAT PROTECTIVE SEALANT

PR1005L rH::~uRse 6"O""S’ !HOURS)

CS3600
Allow cure time hours (minimum) prior to refueling tanks.
Air must be allowed to circulate through tank access covers to cure sealant during the cure cycle.
B. Sealant Mixing 3. Cleaning Surfaces to be Sealed.

(1) For best results,use kits with proper A. Clean metal surfaces to be sealed with
proportions of base compound and accelerator. Turco 657 Wipe Solvent or Methyl Ethyl Keytone
(2) To avoid excessive air entrapment, (MEK). Wipe surface dry with clean cloth. Do not al-
slowly stir accelerator into base compound. Con- low solvent to evaporate.
tinue mixing for seven to ten minutes. Scrape B. Allow cleaned, wiped surface to dry five to
sides and bottom of container to include all com- ten minutes before sealant application.
pound in mixture and to insure uniform blending.
Scrape mixing paddle on edge of container to re- NOTE
move unmixed compound. Be sure to use all of Apply sealant as possible after
soon as
the accelerator. Store and handle

parts in a
manner that will prevent finger prints, dust, dirt,
(3) Place small amount of mixture on a or other foreign substances from accumulating
clean strip of aluminum and spread sealant. Visu- on surfaces to be sealed.
ally examine sealant film to determine whether ac´•
celerator is visible in particle form. If particles of NOTE
Refer to Mooney SE M20´•230 for proper
accelerator are visible, continue mixing operation.
If course particles of accelerator persist after mix-
application of searant and drain holes that ace
to be left open.
ing thoroughly, reject entire mixed batch.
4. Sealant Application. All old sealant must be re´•
NOTE moved. Use a sharp, non-metallic scraper (Formica
Sealant in tube form which have mixing
or lexan). When sealant has been removed, clean
instructions on each tube. Read and comply with
area throughly and reseal tank as follows:
these mixing instructions prior to sealdnt
application: A. Fillet Sealing.
28´•11´•00
OLDWILLWAYNE
MOONEY AIRCRAFT CORPORATI SERVICE AND MAINTENANCE MANUAL
fiM20S
3/8 TO 1/2 IN, all gaps with brush strokes parallel to
seams. Use a circular brush action to de´•
posit an even coating of sealant around
rivets, nuts, and bolts. Coating should be
approximately 1/32-inch thick. Use con-
1/32 IN, siderable brush action to force sealant
3/8 TO into all small crevices and to obtain good
1/2 IN, adhesion. Air pockets under the sealant,
APPLY BRUSH that will open up in the form of holes or
SEAL GAPS HOLES voids soon after application, will result
SEALANT
WITH F-ILLETING from improper application. To repair
COMPOUND holes or voids, press sealant in place us-
ing spatula.
a
FIRST STEP THIRD STEP
(2) When edge of a flange pro-
trudes 0.040 inch or less, or where the
3/16 TO 1/4 IN, 1 IN, seam cannot be clearly defined, apply
rP r P two 1/32´•inch brush coats. Allow first
coat to cure about four hours or until it
becomes rubbery before applying second
FILLET
1/16 IN~ coat. The second coat should overlap
3/16 TO APPLY FILLETING edges of first coat by about 1/4 inch.

COMPOUND APPLY D. Protective Sealant.
1/4 IN, 1 IN.
I PROTECTIVE
(1) Using short, even strokes,
FILLET SEALANT
brush on a smooth and continuous coat
of PR 1005-L over sealant: The protective
SECOND STEP FOURTH STEP sealant coat should extend one inch be-
yond edge of filleting compound.
(2) Allow first protective coat to
cure 20 minutes at 750 F., or until tack-
free; then apply a second brush coat of
FASTENER SEALING WITH BRUSH SEALANT PR 1005´•L. Make every effort to obtain a
(1/32 TO 1/16 IN, THICK) completely bubble-free, continuous top
SM28-3 coat. DO NOT REBRUSH over areas, as
FUEL TANK SEALING FIGURE 28-3 doing so will only cause dragging and will
break coating continuity.
E. Upper Wing Tank Access Panel
Sealing.
(1) Be certain that surface to be sealed is (1) Apply a coat of access door sealant
totally clean and free from oil, grime, finger prints, (PR1428´•B) to either faying surface using a short
etc, stiff bristle brush, spatula, or extrusion gun. If an
(2) Refer to (Figure 28´•3) for typical fillet extrusion gun is used, smooth the sealant with a
size. brush or spatula. Cover the entire faying surface
with a sealant coat of sufficient thickness (1/32
(3) Join fillets laid on intersection joints to
to 1/16 inch) to assure extrusion along edges of
produce a continuous fillet.
faying surface when mating parts are assembled.
(4) Seal all difficult and hard´•to´•reach ar´• Access panels in wing walk area should be sealed
eas first to preclude the possibility of their being
with PRC 1422, Class B filleting compound.
overlooked or improperly sealed.
B. Filleting Compound Application.
(2) Assemble parts immediately after ap-
plication of sealant and tighten screws to obtain
(1) Use a spatula or an extrusion gun with as near as possible a metal-to-metal contact.
a 1/8 to 1/4 inch nozzle opening for laying fil-
lets at edges of all seams. When using an extru-
(3) Remove extruded sealant from wing
surface after installing fasteners.
sion gun, hold gun perpendicular to searn so that
extruded sealant will pack tightly. 28-12´•00 FUEL TANK LEAK REPAIR
(2) Use a spatula to pack sealant firmly in
1. Leak Description. It is necessary to periodi´•
place while working out air pockets. Shape each
fillet evenly. cally inspect the fuel tanks. Inspection is particu´•
C. Brush Sealing.
larry important in confined areas of the aircraft that
are not exposed to the airstream. Identification and
(1) Brush sealant (PR 1422-A-1/2, A-2 or classification of fuel leaks that occur in both con´•
CS3204 A´•1/2, A´•2) over all seams, rivets, nuts, fined and open areas is necessary to differentiate
and bolts. A one inch, stiff bristle brush is recom´• between those leaks that require repair before flight
mended for sealant application. Force sealant into and those which do not constitute a flight hazard.
28´•12-00
OLDWILLWAYNE
1/2 TO 3. Leak Detection.

3-1/2 TO 4 IN. 1-1/2 IN. 3/4 IN. A. External Leak Detection After Refueling. To
be able to trace a leak from where it appears on an
n
outer tank or wing skin to its true source inside the
tank, the exact point where fuel is escaping from
tank, must be determined.
(1) Use compressed air to blow and
evaporate fuel from seams and crevices of leak
area. Attempt to define exact point where fuel is
escaping from tank.
(2) Small seep leaks can be traced with
raw edges of torn paper. The fuzzy edge absorbs
fluid and gives a good visual indication of fuel
presence when brought in contact with suspected
leak points.
4 TO 5 fN, After its
6 IN, MAX
(3) tracing leak to exterior
source, mark location and drain fuel tank.
B. Internal Leak Detection. To make a perma´•
nent repair, it is mandatory that the true source of
the interior leak be located. The fuel tank is a net-
work of seams and fuel may flow through or along a
seam or from one seam to another. Fuel may chan´•
I
O nel a few inches or several feet to where it appears
on external skin surface.
(1) Enter tank through inspection access

panels and inspect sealant in general area of out-
RUNNING LEAK I side leak point. Look first for bare seams, rivets,
and bolts in difficult´•to´•seal areas. Inspect sealant
for bliSters, pin holes, cracks, splits, and loss of ad´•
SMM28-4 hesion. Mark all suspected flaws with masking tape.
FUEL LEAK CLASSIFICATION FIGURE 28-4 (2) Test each suspected flaw from inside
tank using compressed filtered air at 20 to 30
The size of the wetted area around a leak is an indica´• PSI. Hold airnozzle against flaw and closely
tion of the leak intensity. All fuel leaks must be re´• check outside leak point for evidence of fuel.
corded by describing location and intensity of leak in
the aircraft log book.
(3) After testing each suspected flaw from
inside tank as outlined above, and if no leak
2. Classification of leaks as to Intensity and Loca- source can be discovered, apply soapless bubble
tion. (Refer to Figure 28-4). fluid to exterior and again apply air pressure to
flaws from inside tank.
A. Intensity Classification.
(1) Stain--A slow fuel leak that tends to (4) If above tests fail to locate leak
evaporate as soon as it is exposed to air, source, apply air pressure (10 PSI MAX) to exter-
nal leak point after removing all traces of fuel
Seep-A fuel leak
(2) that reappears from tank and applying soapless bubble fluid to
shortly after area is wiped clean, tank interior seams per SECTION 28-13´•00.
(3) Heavy See~A fuel leak that reappears 4. Leak Repair.
immediately after area is wiped clean. A. Temporary Repair of Fastener Leaks. Gener´•
(4) Running Leak--A fuel leak that flows ally, all leaks in enclosed areas and running leaks in
steadily. open areas constitute a flight hazard. Fastener leaks
of this category may be temporarily repaired by ap-
B. Slow´•to´•heavy
seeps occuring in open areas,
such aswing surfaces exposed to the airstream, are plying a sealant fillet over fastener head on fuel tank
leaks which do not constitute a flight hazard and exterior. For a temporary repair to be satisfactory,
need not be repaired prior to flight, providing the St’uctu’al integrity must be retained in leak area. To
condition causing leak cannot result in a leak of make a temporary fastener´•leak repair:
greater intensity during flight. Seeps considered per- (1) Remove enough fuel from tank to drop
missible for flight must be frequently inspected to in- fuel level below leaking fasteners.
sure that no increase in intensity has occured.
(2) Clean fastener head and adjacent sur-
C. A running leak and any leak in a confined face with Turco 657 Wipe Solvent or MEK and
area that is not exposed to the airstream should be dry thoroughly. Fastener head and adjacent metal
repaired before the next flight, must be entirely free from paint, dirt, and oil.
28-12-00
OLDWILLWAYNE
(3) Apply a 1/8 inch thick coat of PR 1422 D. Mix the three ingredients (A), (B) and (C) to-
(or CS3204) B-1/2 or B-2 over head and around gether and add enough distilled water to make five
fastener. gallons of solution.
(4) Allow sealant to cure until firm and NOTE
rubbery. Amount of each ingredient may be reduced for a
(5) Refill tank and examine repair periodi- smaller auantitv~of solution; Solution life is
cally. If leak reoccurs, sealant must be removed about one week.
and area recleaned prior to making another tem´•
CAUTION
porary repair. Soapless bubble fluid is slightly corrosive and
B. Permanent Leak repair. If leak source is must be comPletelv removed bj washing freely
found to be around a rivet or threaded fastener, the with w’ater fi~llowed by scrubbing.
repair procedure shall be to restrike rivet or retorque CAUTION
fastener to maximum permitted torque value. Any When remonne lower inboard access panels,
one rivet may be restruck only one time. If leak con- caution should be exercised during removal so
tinues, replace the rivet. fuel outlet tubes will not b~ damaged or be~t.
(1) Repair any sealant damage due to 28-14-00 FUEL ADDITIVES
restriking or retorqueing a fastener.
(2) Remove sealant in immediate area of Under certain conditions of temperature and hu-
leak source using a sharp non´•metallic tool. A midity, water can be present in fuel in sufficient
chisel-shaped formica tool is recommended. Scarf quantities to create ice formations within the fuel
or taper ends of existing sealant so that new seal- system. To prevent this, add Anhydrous ISO-
ant can form a continuous and smooth overlap. PROPYL Alcohol to the fuel supply in quantities not
to exceed 3~7,0f total fuel volume per tank.
(3) Thoroughly clean repair area using
Turco 657 Wipe Solvent or MEK. Wash one small CAUTION
area at a time. To prevent redeposit of oil and dirt Ethylene glycol monomethyl ether (EGME) or
on surface, dry with a clean cloth before solvent othb adaltlves are not reCommended du~ to
evaporates. Always pour solvent onto wash cloth potential deterioratine effects within the fuel
to prevent contamination of solvent supply; do not sys‘tem.
dip cloth into solvent. 28´•20´•00 DISTRIBUTION
(4) Thoroughly dry cleaned area by blowing
filtered air The fuel is comprised of two fuel pumps, an
system
over immediate area until there is no
possibility of solvent or fuel entrapment under ad- engine dnven, gear type pump and an electrically
jacent sealant. driven, auxiliary, boost pump. The boost pump is
con nected to switches on the Instrument panel. The
(5) Apply sealant as required for repair boost pump is used to provide fuel pressure for
(See Figure 28´•3). Repaired fillets must be Starting and to assist in hot, ground operations to
blended into existing fillets with a spatula or an prevent vapor lock.
appropriate tool.
28-21-00 FUEL BOOST PUMP REMOVAL
(6) Allow all repaired sealant to cure tack-
free and apply two brush coats of PR 1005-L to
AND INSTALLATION
repair area (Refer to paragraph 28´•11´•00, 4, D). i. Auxiliary Electric Boost Pump Removal.
28-13-00 SOAPLESS BUBBLE FLUID A. Remove electrical leads.
FORMULA PREPARATION FOR LEAK B. Turn fuel selector valve OFF.
CHECK C. Disconnect inlet and outlet fuel lines.
D. Remove fuel pump.
i. Materials.
2. Reverse the removal procedure for reinstalla-
A. Three ounces of either sodium bichromate,
tion.
potassium chromate or potassium dichromate.
Refer to SECTION 71-00´•51, 4 for Boost Pump Set´•
B. Three and one-quarter ounces Thickening
Up.
Wax (Carbo Wax 1500).
C. Thirteen ounces Alkaryl Sufonate wetting CAUTION
Do not run pump dry for more than 15 seconds.
agent.
D. Distilled water. NOTE
2. Solution When the aircraft will not be flown for a Period
Preparation. of time, refer to Sections 10-10´•01,10-10-02
A. Mix one of the compounds listed in item (A) 10-10-03.
above with one cup distilled water.
B. Mix item (B) above with one cup distilled water. 28-22-00 GASCOLATOR SCREEN
CLEANING
C. Mix item (C) above with four to four and one
half gallons distilled water until wetting agent dis- Gascolator screen removal and cleaning; (a) Re´•
solves completely. move belly skin of nose wheel welr, (b) Turn
just aft
28´•13-00
10
OLDWILLWAYNE
fuel selector valve OFF, (c) Remove safety wire on 28-40-00 INDICATING
bottom nut; remove nut, (d) Remove sump and
screen by pulling down, (e) Clean screen. (f) Reverse 28-41-00 FUEL OUANTITY INDICATING
removal process to reinstall. Take care not to dam- TRANSMITTERS
age O-rings, (8) Lubricate O´•rings with clean engine
oil before installing, (h) Torque nut 10 to 15 in. Ibs., The fuel quantity indicating system has two fuel
(i) Safety wire exactly as original installation. quantity transmitters in each wing tank. Each pair
of transmitters are electrically connected to its ap-
28-23-00 FUEL INJECTION SYSTEM plicable fuel gauge (L or R) In cluster gauge and
work in series with each other to indicate fuel quan´•
28-24-00 ENGINE PRIMING tity.
i. Fuel Quantity Transmitter(s) REMOVAL.
There is no separate priming system on the M20S
A. Drain fuel from tank.
aircraft. Operating the boost pump switch in the
8. Remove applicable transmitter wires.
cockpit turns auxiliary fuel pump ´•ON. The time for
running pump, for starting purposes, is dependent C. Remove six screws attaching transmitter to
upon outside ambient temperature (See POH/AFM doubler.
SECTION IV for chart). D. Remove transmitter.
28-25-00 FUEL SELECTOR VALVE REMOVAL 2. For RE-INSTALLATION: reverse fuel quantity
INSTALLATION transmitter removal procedure using the following
preca utions:
The fuel selector valve is located below floor board A. Installation torque (20 25 inch Ibs.) should
just aft of console. be controlled at initial installation and application
i. Drain both fuel tanks. of torque. Use a verified calibrated torque device.
2. Disconnect inlet lines at valve body. Do not retorc~ue mounting screws just to restore
3. Disconnect outlet line at valve body, the 20 25 ~n. Lbs. afte~rgasket material has
4. Remove handle above floorboard in fuel selector relaxed, unless leaks’ are observed.
pan.
Excessive torque (or retorque) may warp or
5. Remove screws that mount valve to tubular struc´• distort the mounting flanpie. Over torquing will
ture.
over-compress or pinchthe gasket and may
6. Remove valve, result In pre-mature failure (leakage).
7. Reverse removal procedure to install valve. B. The mounting screws ground the sender to
8. Leak check fuel system. the tank. However, in some cases it may be neces-
sary to connect the flange to a suitable chassis
28-30-00 DUMP ground point.
The fuel tanks can be emptied for maintenance pur- Aircraft system voltage SHOULD NOT BE
poses by(l) removing sump drains in lower panel of APPL1ED to the sender terminal.
each fuel tank and allowing fuel to drain into suitable
container or (2) disconnect fuel line at outlet of fuel C. The terminal stud nut torque is factory set
pump and use boost pump to transfer fuel from both to provide the correct terminal stud seal preload.
tanks into a suitable storage container.
CAUTION
28-31-00 FUEL SYSTEM DRAINS Make certain wire from outboard transmitter
goes under head of insulating sleeve against
Fuel drains are installed at aft inboard corners of inboard transmitter flange and not un’der
each wing tank a nd on gascolator, the lowest poi nt in mounting screw head.
the fuel system. The engl?e manifold and engine-
driven fuel pump drains loin at a juncture on right 28´•42-00 FUEL QUANTITY INDICATOR
side of engine. A single drain line dumps fuel over-
Two fuel quantity gauges are in instrument cluster
board below cowling. Tank drains are recessed and
gauge. These gauges indicate percentage of fuel re-
spring loaded closed. An O-ring at lower flange seals maining. Each gauge operates by changes in resis-
drain valve seat.
ta nce of two tra nsm itters located i n each fuel ta nk.
28-32´•00 FUEL VENTS 28-43-00 FUEL QUANTITY ADJUSTMENT

PROCEDURE
Fuel tanks are vented from outboard upper edge.
This vent is routed outboard through wing structure _ AIRCRAFT MUST BE LEVEL
and vented overboard through a NACA vent on lower --TO CALIBRATE FUEL GAUGES--
wing surface. Expansion of fuel takes place inside
tank. NOTE
See SECTION 24-33-00 for Low Fuel warning
NOTE calibration.
It is important that fuel tank vent tubes protrude
only enough to be flush with lower wing skins.
28´•23-00
11
OLDWILLWAYNE
MOONEV AIRCRAFT CORPORATION M20S SERVICE AND MAINTENANCE MANUAL
28-43-01 FUEL TANK CALIBRATION 28-43-03 FUEL QUANTITY GAUGE

PROCEDURES. ADJUSTMENT
i. Fuel tanks EMPTY. Individual Fuel Quantity Gauges within Cluster

2. Add 3.0 gallons unusable fuel to either tank. Gauges installed on aircraft have adjustment ca-
3. trim pot marked "EMPTY" on each gauge pability.
to read E to 1/2 needle width below "E". "EMPTY" i. Loosen screw, Iwr, LH face of gauge.
trim pot is lower hole on fuel gauge. 2. Pull gauge from cluster.
4. Add 2.50 to 3 gallons (part of additional 11.125 3. With "unusable" fuel in tanks, adjust pot
gallons required for 1/4 gauge reading). Adjust marked "EMPTY" so gauge reads "E". If intermedi-
"LOW FUEL" warning trim pot In annunciator panel ate or "F" indications are out of tolerance as tank is
so Low Fuel warninglight JUST comes on (See Sec´• fi Iled, adjust pot marked "FU LL" for correct ca ii bra
tion 24-33´•00. 4 A and B). tion.
5. Add 8.125 or 8.625 g~ls. for 1/4 gauge~read´•
ing. Continue adding fuel In 11.125 gallon Incre- 28-90-00 MISCELLANEOUS
ments for 1/2 and 3/4 gauge readings. Gauge to
read within +/-1 needle width.
6. Finish filling tank until 47 .5 gallons total fuel
volume is in each wing tank. Gauge should read "F".
7. Trim pot ma rked "FULL" (upper hole) should be
adjusted, if necessary, so each gauge reads "F" +/-I
needle width.
8. Repeat steps 2 through 7 for other tank.
28´•91-00 TROUBLE SHOOTING FUEL SYSTEM

Fuel gauge not indicating. Broken wire. Check and Repair.
Faulty transmitting unit. Replace and adjust.
Open circuit breaker. Check and reset.
Fuel gauge indicates full when Incomplete ground. Check ground connection at trans-
tanks mitter.
are not full.
Broken wire. Check and repair.
No fuel pressure indication. Tank empty. Check and service tank.
(calibrated test gauges con-
nected).
Defective fuel pump(s). Check boost pump for proper pres-
sure buildup. Check for obstruction
in boost pump screen. Inspect en-
gine fuel pump and check valve.
Open fuel line. Repair or replace line.
Fuel selector in "OFF" posi- Select proper position.
tion.
Fuel pressure low or surging. Obstruction in inlet side of Check and clear fuel lines. Replace
(calibrated test gauges con´• pump. Faulty engine pump. or rebuild pump. Inspect fuel lines
nected) ´•and connections for leakage and
damage.
Fuel Selector not in proper Select proper position.
position.
Air leak in system. Repair leak.
28-92-00 FLARED FITTINGS
When installing flared fittings and hoses, make sure fittings in accordance with flare fitting torque chart,
threads are properly lubricated with VV´•P-236 petro- Chapter 5, Figure 5-1.
latum per (Figure 28-5). When previously installed
fittings are removed, they should be wiped clean and
relubricated before they are reinstalled. Torque all
28-43-01
12
OLDWILLWAYNE
TAPERED
PIPE 7 LUBRICATE
THREADS
a
DO NOT
STRAIGHT
LUBRICATE
THREADS
FEMALE
THREADS
N EVE R ALLOW LU B R I CANT

-r0 CONTACT THESE
SURFACES
LUBRICATION OF FLARED FITTINGS FIGURE 28´•5
28-90´•00
OLDWILLWAYNE
YOONEY AIRCRAFT CORPORATION M20S SLRVICE AND MAIMENANCE MANUAL
BLANK
28´•90-00
14
OLDWILLWAYNE
CHAPTER
ICE AND RAIN

PROTECTION
OLDWILLWAYNE
CHAPTER 30
ICE PROTECTION

CHAPTER
SECTION
SUBJECT PAGE DATE
30´•Effectivity 1/2BLANK. 11´•98

30´•Contents 3/4BLANK. 11´•98
30-00-00 5. 11-95
30´•12-00 6. 11-95
30´•12´•01 7. 11-98
30´•12-01 8. 11-98
30-12´•02 9. 11´•98
30´•12-02 10. 11-98
30´•12-02 11. 11-98
30´•12´•02 12. 11-98
30´•12´•02 13. 11-98
30´•30´•00 14. 11-98
30´•60´•01. 15. 11´•98
30´•61-01 16. 11-98
30-61´•01. 17. 11-98
30´•62´•00 18. 11-98
30-67´•00 19. 11´•98
30´•70-00 20. 11-98
30-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 30
ICE PROTECTION
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SUBJECT. PAGE
30´•00´•00 General. 5
30´•10´•00 Airfoil Icing’Protectjon 5
30-11-00 Servicing, Airfoil Ice Protection (TKS) 5
30-11-01 Washing 5
30-11-02 Lubrication 5
30´•11´•03 Electrical 5
30´•12-00 Maintenance, A;rfai; icing Protection (TKS): 5
Schematics Airfoil
Icing Protection 6 7
30-12-01 Troubleshooting Airfoil Icing Protection 7
30´•12-02 Maintenance Practices 9
30-30-00 Pitot Ice Removal, Description Operation 14
30´•31-00 Stall Warning Vane Heated 14
Electric Propeller De-icing System
30~60-00 Propeller, (Electric) Ice RemoMI Description Operationl4
30-60-01 Propeller De-ice Power Requirements 15
30-61-00 Service Guide. 15
30-61-01 Helpful Tips 16
30-61-02 Trouble Shooting’Chart Electric Propelldr 16
30-62-00 Not used 18
30-63´•00 Electric De-leer Ti;ner’Check 18
30-64´•00 100 Hour Inspection 18
30´•65-00 Continuity Test 18
30-66-00 BrushtoSlip RingRe;istance’Tes; 18
30-67-00 Brush Assembly Resistance Check 19
30´•68´•00 Brush Block Assembly Repair. 19
30-68´•01 Brush Replacement/Alignment 19
30-69´•00 Alignment of Slip Ring 19
39´•70-00 Servicing/Cleaning 19
30´•CONTENTS
3/4BLANK
OLDWILLWAYNE
30-00-00 -GENERAL 30-11-03 -ELECTRICAL
The M20S aircraft incorporates an alternate air i. Clean electrical circuitry, I.E., contacts,
system that is designed to open automatically any terminals, pins switches, relays, potentiometers,
time the air induction~system becomes blocked, etc. in areas where ice protection fluid flows.
This system should be inspected to assure that no 2~ Inspect and check operation of electrical
heated air is entering the induction system during
components/systems which have circuitry in ice
routine~engine operation. (See SECTION 71-62-00 protection fluid flow areas prior to each flight.
for ngg~ng Instructions).
This aircraft includes, as standard equipment, a 30-12-00 -IYIAINTENANCE- AIRFOIL ICE
heated pitot tube assembly. The aircraft may also PROTECTION
include as optional equipment: an electrically i. Inspect ice protection system for proper fluid
operated propeller de-ice system and an airfoil flow at all panels.
anti/de-ice system. Refer to the manufacturers
service data for specific maintenance information.
2. Check for leaks at all panels with pump in the
OFF and ON position.
30-10-00 AIRFOIL ICING PROTECTION 3. Check system metering pumps (2 each,
The current airfoil/airframe icing protection located under rear seats), for proper operating
pressure. Use system Control Panel for valid
system utilizes.a thin film of ethylene glycol, to
minimize the adherence of ice. The system is pressure verification.
comprosed of porous, stainless steel, panels fitted A. Select "De-lce".
to the leading edges of the wing, horizontal and
(1) The "De-lce" LED should flash alternating
vetical stabili~zer. The installation also
fo’ the pilot’s side coY’~e RED/i;REEN and the "Anti-lce" LED should flasfi
REDIOFF as system pressure rises.
The glycol based de-icing fluid is stored in two NOTE
interconnected tanks locted under the rear seat. It may take afew minutes to build to proper
These tanks have a total capacity of 6.0 U.S. operating pressure.
gallons and are filled through a filler on the right (2) When system pressure is obtained, the
side of the aft fuselage. Flu~d Is pumped through "Anti-lce LED should extinguish and the "De-lce
nylon lines to proportioning units located in each LED should show steady GREEN.
wing and in the aft fuselage. From these, the fluid
is routed to the porous panels and pumped (3) Repeat procedure with both metering
through later drilled holes in the panelsto flow pumps.
over the airfoil surfaces. The pilot’s side of the B. Switch OFF for sufficient time for system
windshield is provided fluid through a spraybar fed pressure to fall(approximately 2 minutes).
by a separate pump. C. Select "Anti´•lce".
30-11-00 -SERVICINQ- AIRFOIL ICING (1) The "Anti´•lce" LED should flash
PROTECTION alternating RED/GREEN and the "De-lce" LED
Ethylene Glycol fluid absorbs and retains moisture. should flash RED/OFF as system pressure rises
Residual fluid that is not washed from the aircraft (approximately 20 seconds).
at recommended intervals can get into skin laps (2) When system pressure is obtained, the
and other faying surfaces and hold moisture. This uDe´•lce" LED should extinguish and the "Anti-lce"
may eventually aissolve lubricants, and break down LED should show steady GREEN.
corrosion-protection coatings. Solid particles of
various foreign materials may attach themselves to (3) Repeat procedure with both metering
the fluid ana cause corrosive action of adjacent pumps.
structural or rotating components. 4. Operate Windshield Spraybar on each
windshield pump to ensure proper operation and
30-11-01 WASHING absence of leaks.
It is recommended that the aircraft be rinsed with 5. Filter is located at FUS. STA. 88 under rear
clear water after each flight in which ethylene seats. Replace as needed. Inspect system filter and
glycol is used for icing protection. Special cleaning replace as needed.
attention should be given to skin lap areas and
A. The "high pressure" LIED will illuminate
areas where antennas are mounted if ethy\ene
YELLOW if the filter element requires replacing. It
glycol tends to flow there. should NOT illuminate during testing but may be
30-11-02 -LU8RICATION tripped ON occasionally dunng aircraft electrical
system switching or during engine start. Cancel by
i. End bearings on Flight Controls and
Rod
depressing "Reset" switch (use ball point pen tip or
Landing Gear systems should be inspected similar devise).
frequently for indication of lubrication being
washed off by ice protection fluid. Re´•lubricate as 8. Test "High Pressure" LED bydepressing
needed. "Reset" switch.-YELLOW LED should illuminate
while switch is depressed, but go OFF when
2. Inspect hinge point of all flight control "Reset" is released.
surfaces, landing gear doors, linkages, bellcranks,
etc, for indication of lubrication being washed off 5´• See ice protection system schematic on next
by ice protection fluid. pages.
30-00-00
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AIRFOIL ICE PROTECTION ELECTRICAL
TROUBLESHOQTING. AIRFOIL ICING PROTECTION

30-12´•01
REMEDY
TROUBLE PROBABLE CAUSE
Tank contents inadequate Replenish fluid contents.
AIRFRAME/PROPELLER
SYSTEM DOES NOT OPERATE. Renew Filter Element
High Pressure Warning LED
illuminated
Check electrical power to pump(s)
Pump(s) inoperative
Check pump or control panel
fluid
Low Pressure Warning ON Check tank contents Replenish
lines blocked Check lines for leaks or blockage

Supply or
Check Tank outlet strainer for
leaking.
blockage
lines to Proportioning Check supply lines to Proportioning
NO FLOW FROM OUTLETS OF Supply
Units restricted Units for blockages or kinks
AIRFRAME WING
PANELS/EMPENNAGE PANELS
30-12´•01
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-TROUBLESHOOTING -AIRFOIL ICING PROTECTION (con’t.)
NO FLOW FROM PROPELLER Supply lines to Proportioning Check supply lines to Proportioning
OUTLETS Units restricted Unit for blockages or Kinks
Supply line blockage or nozzle Check for blockage or misalignment of
misalignment nozzle or stinger
Check Proportioning Unit for blockage
WINDSHIELD SYSTEM DOES Inadequate Fluid content Replenish Fluid in tanks
NOT OPERATE
Pump(s) inoperative Check pump(s) and pump(s) wiring
Solenoid Valve(s) Inoperative Check power to solenoid valve(s)
Check Solenoid Valve(s)
HIGH PRESSURE WARNING OAT COLD No immediate action necessary,

LED ILLUMINATES DURING monitor operation at warmer
OPERATION temperatures with
Temperatures below -300 C Anti-ice selected
Temperatures above ´•300 C Renew Filter Element and bleed filter.

Check system for blockage.
HIGH PRESSURE WARNING Connect Pin 10 of connector C1 to
LED ILLLUMINATES WHEN ground (C~1, p_in i).
AIRCRAFT BUSS POWERED UP ~heck wiring from C1 Pin 10 to High
Pressure Warn Switch for continuity
Check High Pressure Warn Switch.
With no pressure applied, continu~ty
should exist through connections In
use.
LOW PRESSURE WARNING -(LED’S FLASH RED)

When system selected ON Check System for proper operation.
Connect Pin 2 of connector C1 to
ground (C1, Pin 1).
Check wiring from C1 Pin 2 to Low
Pressure Warn Switch(es) for
continunity.
Check Low Pressure Warn Switch(es).
With System operating, circuit should
exist through connections in use.
When aircraft buss powered Check Control Panel for fault. Repair
ON. or Replace Control Panel.
CONTROL PANEL/CONTENTS INDICATING SYSTEM FAULT.

Tank Contents Disp\ay Depress Pressure Reset.
Illuminated Amber illuminates:
Check Auto´•dimmer Setting.
Check voltage at Control P‘-~nel
Out-put C2 (w/ plug disconnected):
Pin 1 +5 volts
Pin 3 5 volts.
Reconnect C2 and check voltages
on this connector:
Pin 1 5 volts
Pin 2 Signal should vary from
0 volts (tank empty) to +1.8 volts
(approx.) (tank full).
Pin 3 5 volts.
Repair/Replace Control Panel
Check wiring tank contents

Transmitter, Correct wiring or reset
potentiometer.
30-12-01
OLDWILLWAYNE
-TROUBLESHOOTING AIRFOIL ICING PROTECTION (con’t.)
CONTROL PANEL FAULT

LED malfunction AMBER Does not operate:
(High Pressure Warn) Check Power to Control Panel.
Depress High Pressure Reset:
Illuminates =Check Auto Dimmer
setti ng.
Does not illuminate =Repair or re-
place Control Panel.
Will not cancel
Replace High Pressure Switch
LED malfunction GREEN Does not operate:
(System Status Ind.) Check Auto-dimmer setting.
Repair or Replace Control Panel.
Operates Continously:
Repair or Replace Control Panel.
LED Malfunction FLASHING Does not operate:
RED Check Auto´•dimmer setting.
If OK, disconnect cable from Pin
2 of Connector C1. LED’s should
flash when De-ice or Anti-ice
selected: If no flash: Check
wiring Low Pressure Warn
Switc~h(es)
If NOT OK: Repair or Replace
Control Panel.
Operates Continously:
Check system for restriction/
blockage.
Replace Cow Pressure Warning
Switc h(es)
30´•12-02 MAINTENANCE PRACTICES

Level I
Daily and/or Preflight if icing is forecast or expected.
This level of checking is intended to determine the immediate serviceability of the equipment without
recourse to the use of tools or special procedures.
Maintenance Practice Notes

Check security and condition of visible components.
Switch on electrical power. Check that contents The time taken for the display to stabilize will
display illuminates and stabilizes at a sensible value depend on the quantity of fluid present in the
within 1.5 minutes. Replenish tank contents if tank as the display reading will rise from 0 at
necessary for intended flight. about 0.1 gallon per second.
Operate Airframe/Propeller system at "De´•lce".
Check that both indicator LED;s flash RED then
change to a single GREEN (opposite De-ice) as
pressure rises. Check that High Pressure Warning
LED does not illuminate.
Press High Pressure Reset. Check that AMBER LED
illuminates while switch is depressed.
Switch Airframe/Propeller system directly to
"Anti-lce", check that pumpspeed reduces(audible
check) and that GREEN LED, which is illuminated, It may not be possible to observe fluid flow if
changes to match switch selection. Check that moderate or heavy rain is falling.
de-icing fluid flow is evident from visible panels if
weather conditions permit. Switch
Airframe/Propeller system OFF.
Press windshield De´•lce Switch. Check that de-icing

fluid is discharged from spraybars.
30-f2´•02
OLDWILLWAYNE
Level I Maintenance Practice (con’t.) Notes (con’t.)
Check that wing ice inspection lamp functions. If night flight.
Switch off electrical power if no longer required.

Check that fluid flows evenly from active zone of all
porous panels.
Check that fluid is discharged into the propeller
slinger ring from the nozzle fitted at the front of the
engine crankcase.
Check aircraft surfaces for ice or snow.
Remove all ice or snow from all flying surfaces. The TKS ice protection system is not intended to
remove frozen deposits while aircraft is on the
ground. It is essetial that all critical areas are
de-iced before any attempt to T/O is made.
,,,,,----------------------------------------’-1=’================
Level II
50 Hour Inspections
This level inspection extends the functions recommended for Level I inspections and includes more
comprehensive tests of a qualitative nature.
Remove Engine cowling.

Check security and condition of visible components
paying particular attention to those components
gtfach~e’d to the engine and spinner.
Switch electrical power ON.
Check contents display illuminated and stabilizes at If in doubt regarding accuracy of indication make
a sensible value’wit~hin 1.5 minutes, calibration check.
Replenish tank contents, if necessary. Indicator is electronically damped and should
rise from 0.0, at switch ON, at an average rate of
about one display count per second.
Operate Airframe/Propeller system at "De-lce".

Check that both indicator LED’s flash RED then
change to a single GREEN (opposite De-ice) as
pressure nses. Check that High Pressure Warning
iED does not illuminate.
Check operation of High Pressure Warn. LED by Fluid should be exuded evenly over active zone of
depressing High Pressure Reset. The AMBER LED porous panels. At high temperatures a
should illuminate while switch is depressed and "waterline" may be observed at the top of some
cancel at switch release, panels due to Insufficient pressure bei?g
developed to expel entrained air. This ~s
acceptable unless performance of panel in icin g
conditions indicates that this is other than a
temporary nature.
Switch Airframe/Propeller system directly to
"Anti-lce", check pump speed reduces (audible) and
that GREEN LED which is illuminated changes to
match switch selection.
Check that de´•icing fluid flows from all porous
panels and that a let is directed into the slinger ring
’from the nettle at the front of the engine.
Switch Airframe/Propeller system OFF.
Press Windshield De-ice switch. Check that de´•icing
fluid is discharged from spraybars. Check that no
holes are blocked.
Switch electrical power OFF.
30´•12-02
10
OLDWILLWAYNE
Level III
Annual Inspections.
At Level Ill, it is recommended that all Level II Inspections are complied with and that the following
inspections are added/included.
Remove tailcone panels and empennage panels.
Check security and condition of component’s supply
lines and wiring. Pay particular attention to
components close to control rods, etc.
Drain tanks. Remove and clean strainer in tank
outlets.
Refill tanks. Check accuracy of tank contents The contents indicator does not display actual
indicator during refilling process. contents over the entire range. Refer to
calibration chart (Figure 30-3).
Level IV
Component Checks.
The following checks are detailed for use in conjunction with SECTION 30´•12-01, TROUBLESHOOTING. In
cases wherecomponents can be checked on the aircraft as an alternative to bench testing, both methods
are described.
Maintenance Practice Procedures
Check fluid delivery rate from Airframe/Propeller 1. Fill tanks to top of filler tube. Operate pump(s)
Pump. at De-ice or Anti´•lce, as required, for a time
period. Refill tanks; measure quantity necessary
to replenish to original level. Calculate flow rate.
Permitted limits are:
De-ice 280 to 300 mi/min.
Anti-ice 140 to 150 mi/min.
OR
2. Remove Airframe/Propeller Pump. Bench test.
Check High Pressure Warn Switch. i. Disconnect Nylon Tube from inlet to ~Filter.
Connect pressure gauge (O 180 Ibf/inL) (0 to 13
bar) to tube. Use TKS Nylon Tube fittings.~
Operate Airframe/Propeller pump in a series of
short bursts tin order to limit rate of pressure
rise) and observe pressure at which High
Pressure Warn LED illuminates. Permitted limits
are:
75 to 90 Ibf/in2 (5 6 bar)
OR
2. Remove High Pressure Switch. Bench test.
Check Low Pressure Warn Switch. i. Remove empennage fairing for access.
Disconnect Nylon tube from outlet of suspect
pressUre switch. Connect a pressure g~uge ~O 5
Note Ibf/inL) (0 to 3 bar) to the pressure switch dutlet
Two Low Pressure Switches are located on tail (use TKS nylon tutje fittings as needed).
bracket in empennage assembly. It may be Disconnect plugs at end of pressure switch
necessary to test both to determine which one is pigtails from wiring harness and connect a
malfunctioning, suitable resistance and continuity measuring
device across Pins 1 2 of each switch plug.
With no pressure present there should be no
circuit through either switch and the resistance
should be greater than 10 megohms. Operate
Airframe/Propeller pump in a series of short
bursts to limit the rate of pressure rise at each
switch and observe the pressure at which each
operates. This pressure‘should not be greater
than 1.5 Ibf/in2 (0,1 bar). With the switch at a
pressure above the operating pressure, there is to
be a circuit between Pins 1 2 with a resistance
not greater than 10 ohms. Switch pump OFF and
observe pressure when switch resets. This is to
be not less than 0.5 Ibf/in2 (0,03 bar). OR
30´•12´•02
11
OLDWILLWAYNE
Level IV Maintenance Practice (con’t.) Procedures (con’t.)
2. Remove Low Pressure Switch(es~ and bench
test.
Check Proportioning Unit(s) PNing, LH RH 1. Remove panels necessary to obtain access to
Empennage] suspect Proportioning Unit. Disconnect Nylon
tube from outlet of suspect Proportioning Unit.
Operate Airframe/Propeller pump(s) andobserve
fluid flow from outlet. If flow rate is questionable,
measure quantity over a timed period.
Panel flow rates are shown in the following chart:
WING PANELS NORMAL MAXIMUM (+/-20"/,)

(ml/min) (ml/min)
LH RH Outboard 18.45 36.9
LH Middle, O/B 9.3 18.6
LH Middle, I/B 5.7 11.4
L/H RH I/B 10.4 20.8
R/H Middle 15.0 30.0
EMPENNAGE PANELS NORMAL (+/-20qb) MAXIMUM (+/´•20~7,)
(ml/min) (ml/min)
LH Rh Horizontal Stabilizer 11.24
22.48
Vertical Stabilizer 7.0 14.0
PROPELLER NORMAL (+/´•20~) MAXIMUM (+/-20~)
(ml/min) (ml/min)
Propeller 17.0 34.0
TKS FLOW RATE CHART
enance ra ~ce con r ures con
Check Porous Panels i. Remove Access panels for access to applicable

Proportioningllnit. Disconnect Nylon tube
connecting suspect panel from outlet of
Proportioning Unit. Connect suitable
pressureable supply of filtered fluid to this tube.
Purge tu~e and panel at a pressure not exceeding
40 Ibf/in (2,6 bar). If a blockage exists, it will
probably become apparent at this stage. Reduce
pressure to 4 Ibf/in‘L~(0,26 bar) and examine
porous region of panel for even fluid coverage.
OR
2. Bench test. This is last resort due to having to
remove oanel from airfoil.
Check fluid delivery from Windshield Pump. i. Remove panels to gain access to pump(s).
Disconnect Nylon tube connecting Pump to
Solenoid Valve. Operate pump bypressing
"WINDSHIELD" switch on control panel. collect
fluid ove a timed period of 5 seconds. The fluid
quantity dispensed should not be less than 25
mi.
OR
2. Remove Windshield Pump and bench test.
30-12´•02
22
OLDWILLWAYNE
Check Solenoid Valve. 1. Check Windshield Pump as detailed above.

NOTE: Solenoid Valves have a history of reliability. Reconnect Windshield Pump to Solenoid Valve.
It is recommended that all other components be Operate pump be pressing "WINDSHIELD" switch
checked out prior to further troubleshooting of on control panel. Fluid should be discharged onto
Solenoid Valves. the windshield, if not, disconnect Nylon tube from
outlet of Solenoid Valve and repeat test. Fluid
should be discharged from outlet of Solenoid
Valve. If not, check electrical power at
connections to Solenoid valve (See Figure 30´•2)
when pump is operating. If Solenoid Valve is
suspected of not closing, disconnect electrical
power to the valve and operate Windshield Pump.
No fluid should be discharged from the spraybar
(or Solenoid Valve outlet).
OR
2.. Remove Solenoid V_alve and bench test.
Check Control Panel.
i. Remove screws and pull Control Panel out as
NOTE: Voltages specified in Procedures are based far as wiring will allow. Use voltmeter probe to
on a voltmeter with a resistance of at least 10,000 measure voltage at the various pins in connectors
ohms per volt. Readings marked with will differ if a C1 C2 on rear panel (Figure 30´•2 Schematic)
lower resistance voltmeter is used.
Aircraft Power ON all switches OFF
zero volts except:
pins
C1 -3 to be aircraft voltage.
C1 ´•2 to be 7.5 volts
C2 ´•1 to be +5 volts.
C2 -2 to be between zero and +2 volts"
(depend on tank contents)
C2 -3 to 5 volts.
As C1~ but with MAXIMUM selected.

pins zero volts except:
C1 -3, ´•5 to be aircraft voltage.
C1 ´•2 to be 7.5 volts* initially, changing to zero
as pressure rises.
Allpins on connector C2 as [1].
As [1] but with NORMAL selected.
pins zero volts except:
C1 -3, ´•4 to be aircraft voltage.
C1 -2 to be 7.5 volts" initially, changing to zero
as pressure rises.
All pins on connector C2 as [1].
As C11 but with WINDSHIELD 1 selected.

A4r’ pins volts except:
zero
C1 -3, -6, ´•8 to be aircraft voltage.
C1 -2 to be 7.5 volts".
All pins on connector C2 as CII
[51 As [13 but with WINDSHIELD 2 selected.

All pins zero volts except:
C1 -3, -9, -11 to be aircraft voltage.
C1 -2 to be 7.5 volts".
OR
2. Remove Control Panel and bench test.
30´•12-02
13
OLDWILLWAYNE
Check Control Panel (con’t.) C~1 As in C13, but with PUMP 1 selected.
All pins zero volts except:
C1-3 and -7 to be aircraft voltage.
C1-2 to be 7.5 volts".
As in C1], but with PUMP 2 selected.

A:7 pins zero volts except:
C1´•3 to be aircraft voltage.
C1´•2 to be 7.5 volts".
Check Tank Contents Transmitter. Remove seat/wing panel(s) to obtain access.

1. Disconnect connector %3. Measure resistance
across contents transmitter leads at pins C3 as
follows:
All pins to ground >10 megohms
Pin 1 to Pin 3 10,000 ohms (nominal)
Pin 1 to Pin 7 should vary from 1/2 the
resistance between Pins 1 3 (5,000 ohms
nominal) with tank empty to approximately 3000
ohms with tank full.
OR
2. Remove Contents Transmitter and bench test.
30´•30-00 PITOT DESCRIPTION AND

OPERATION
cn VI I I I I I I i IA Standard heated pitot tube is located on left
oc wing at Wi Station No. 145. The pitot heat
circuit brea switch located on C/B panel, in
front of the pilots right knee, supplies power to the
r pitot tube heating element. A~ BLUE light will
Illuminate on annunciator panel when Pitct Heat
~4 switch has been pushed ON and current is being
-D drawn by heating element. On some foreign
o
a,
z aircraft a RED light will illuminate when pitot heat
O, element is NOTdrawing any current and will be
1 5 OFF when properly operating. When the flight into
S IC~ known icing system Is installed the heated pitot
p´•
"2 a
tube is a part of the TKS system (same location)
but different from the standard heated pitot tube.
30-31-00 STALL WARNING VANE

HEATED
The stall warning vane is heated when the flight
into known icing system is installed on the M20S.
O 2 4 6 See Figure 30-2. the Stall Warning Vane heat is
True Tank Contents Gallons activated when the Pitot Heat switch is selected
ON.
FIGURE 30-3 FLUID INDICATOR CALIBRATION
30-60-00 PROPELLER DESCRIPTION OPERATION

Propeller ice removal is accomplished by either of The ON/OFF switch is located on switch panel in
two methods. If the Airfoil Ice Protection System is front of pilots right knee. The BLUE light," PROP
installed for flight into known icing, the DE ICE’, on annunciator panel will illuminate at
ethelyne-glycol system is installed. Another each cycle (every 90 seconds) the boots are
configuration is optional, electrically heated de-ice drawing current. The ammeter may show a slight
boots bonded to each propeller blade. This system flicker each 90 second interval as timer turns
uses airplane’s electrical power to heat de-ice de´•ice boots ON/OFF/ON. This is normal
boots, in cycles controlled by a timer. operation. The timer is located on the equipment
rack in tailcone.
De-icer boot replacement should be done per
de´•ice kit manufacturer’s service information.
30-30-00
14
OLDWILLWAYNE
30-60-01 PROPELLER DE´•ICE
POWER REQUIREMENTS FOR 28 VOLT SYSTEM

TERMINAL C ON OFF 90 SECONDS 8 AMPS
TOTAL CYCLE TIME 3 MINUTES
RECOMMENDED WIRE SIZE CHART

LOCATION AWG SIZE MAX LENGTH
BUS BAR TO TIMER #14 15’
TIMER TO GROUND #18 5’
LOCATION AWG SIZE MAX LENGTH
TIMER TO BRUSH MODULE #14 15’

BRUSH MODULE TO GROUND
SHUNT LEADS #20 5’
30´•61´•00 SERVICE GUIDE operating modes of system. (See Section IX of

P.O.H.). Read all "Trouble" entries to locate
INTRODUCTION matching conditions of system being checked.. The
Whether in flight or during ground testing, the "Probable´• Cause" and "Remedy" entries pertinent
ammeter can be used to determine the general to each trouble are arranged in recommended
nature of most electrical problems. A Trouble check out sequence.
Shooting Chart is provided later in this Section and
it is assumed that the user understands normal 30-61-01 HELPFUL TIPS
SLIP RINGS
DE-ICER
BRUSH BLOCK
20A
#12 28 VDC
B BUSS BAR
#12
#12 SCHEMATIC DIAGRAM

F ELECTRIC PROP BE-ICING SYSTEM
SEE APPLICABLE AIRCRAFT WIRING
DIAGRAM FOR COMPLETE WIRING DETAILS,>
INSTALL DE-ICE BOOT PER McCAULEY SPECIFICATION NO, MC2611
HOSE CLAMP HOUSINGS ARE TO BE PLACED 180* APART TO MAINTAIN

BALANCE ANI) SHOULD NOT BE IN LINE WITH THE JUMPER WIRES DR
ADAPTER MOUNTING SCREWS, LOCK WIRE HOSE CLAMP SCREWS~
PROPELLER DE-ICE SCHEMATIC FIGURE 30 4

30-60-01
15
OLDWILLWAYNE
i. The Voltmeter reading will be slightly lower for repair which proved, on test, to be fully
when system is operated on battery voltage than operable. Before concluding that the timer is
when engine is running. faulty, test it per "De´•Tcer Timer Check"
2. Use’heat test" (30´•64´•00) and "load meter (30-63-00).
test" (30-62-00) to determine which De-leers are not 5. For insulation resistance tests, use a "megger"
operating. Use wiring schematic to trace circuits. ~’Meg" type insulation tester, James G. Billdle
3. Excess current reading on the ammeter may C;ompany, Plymouth Meeting, PA.) or other tester
indicate a power lead shorted to ground. Thus, having a 500 VDC, 1000 megohm capacity.
when trouble of this nature is found, it is vital that 6. Defective wiring in propeller mounted
the grounded power lead be located and corrected, components ~may be indicated by normal current
4. A considerable number of timers ha\R been returned ’eadings in ground checkouts (propellers not
rotating)but low current with propellers rotating at
cruise RPM.
30-61-02 TROUBLE SHOOTING CHART ELECTRIC PROPELLER DE-ICE

Buss load meter/ammeter No power from aircraft. If no voltage into circuit breaker,
shows 0 current all phases of locate and correct open.
the timer cycle.
Tripped circuit breaker. Locate and correct short before
resetting circuit breaker.
Circuit breaker or switch faulty. If no voltage at circuit breaker output
with voltage at input and circuit
breaker does notreset, replace circuit
breaker. If voltage is OY at output,
check switch in same manner.
Open Buss load meter/ammeter Disconnect harness at timer and

to timer. check for voltage at harness Terminal
B to ground. If none, locate and
correct open.
Open timer to brush assembly. Disconnect wire harness at brush

assembly and check voltage to ground
from leads. (See de´•icing system wiring
schematic for power ana ground lead
and pin identification.) If low or no
voltage, locate and correct open or
high resistance in wire harness.
Check continuity from Terminal G, or lead
toground; if high resistance is indicated,
check ground wire for breakage and ground
connections for correctness and tightness.
Correct as required.
Open in De-leer, De-leer wire Disconnect De´•lcer leads and check
harness or slip ring assembly resistance per manufacturer’s service
leads. data. If not OK, replace faulty De-leer
boot. If OK, check for land repair)
open in de´•ice boot wiring harness
leads. Ohmmeter needle must not
flicker when leads are stretched or
flexed. Replace as required.
Open on both ground brushes. Remove brush block assembly and

check both ground brushes fdr
continuity between the brush and
pigtail lead. If an open is found, repair
brush block assembly. If OK, reinstall
and check for proper face alignment
and brush prolection per
manufacturer’s Service Data.
Buss load meter/ammeter Open in wiring between timer and See "Open Timer to Brush Assembly"
shows normal current part of brush block assembly. above.
cycle, tero current rest of cycle.
Open in De-leer or de´•ice boot See "Open in De´•lcer" above.
wire harness.
30´•61´•01
16
OLDWILLWAYNE
TROUBLE (con’t.) PROBABLE CAUSE REMEDY
Timer faulty. Test timer per SECTION 30´•63´•00.
Faulty brush block assembly. Check for broken brushes and test
for opens.
Buss load meter/ammeter Open circuit or high resistance See "Open in De-leer" above.
shows normal current part of in De-leer or slip ring
cycle, low current rest of cycle. assembly leads.
High resistance in circuit with Check contact of brushes to slip
low current. rings per SECTION 30´•66-00; correct
as indicated; check wiring from timer
to De´•lcers for loose or corroded
connections or partially broken
wiring. Correct as required.
Ammeter shows low current Aircraft voltage low under Check voltage into switch.
over entire cycle. normal operating conditions.
Switch, or circuit breaker Check voltage up to and out of switch
faulty. and circuit breaker. If low output is
found through any of these items,
replace defective component.
High resistance up to timer. Check for partially broken wire, or
loose or corroded connection in
wiring between aircraft supply and
timer input. Correct as required.
High contact resistance in Test timer per manufacturer’s

timer, service data.
One De-leer element (or wiring Perform a heat test on each De-leer
connections to De-leer) in each per SECTION 30´•64-00. Replace
cycle out. defective components.
Ammeter shows excess current Power lead shorted to ground. Check power leads from Buss load
over entire cycle. meter/ammeter to timer, then to
De-leers for evidence of damage or
arcing. (See SECTION 30´•60-01). If
ground is indicated, locate and
correct.
Timer faulty. Test timer per SECTlON 30´•63-00.

Ammeter indicates normal Short to ground or short Disconnect leads at brush block
current part of cycle, excess between timer and brush timer, check for short or ground.
current remainder of cycle. block. Repair as required.
Short between slip rings. Clean slip ring assembly with MEK.
Timer faulty. Test timer per SECTION 30´•63´•00.
Ammeter does not "flicker" Timer ground open; timer not Disconnect harness at timer and
each 90 seconds. cycling. check ground connection with
ohmmeter from Terminal G.
Timer contacts welded Test timer per SECTION 30´•63´•00. If

together (caused by short in timer is faulty, repair or replace~ it,
electrical system). but insure that short causing onglnal
failure has been located and
corrected.
Ammeter flickers between 90 Loose connection between Trace wiring from power source to
second phase periods. aircraft power supply and timer input. Insure that good
timer input. electrical contacts are made at each
connection in the circuit.
Loose or poor connection; If trouble occurs only part of cycle,

timer to De´•lcers. determine which De-leer is affected,
check for rough or dirty slip rings
causing brush to skip. Check circuits
for loose or poor connections.
30-61-01
17
OLDWILLWAYNE
TROUBLE (con’t.) PROBABLE CAUSE REMEDY
Timer cycles erratically. Test timer per SECTION 30´•63-00.
Radio noise or i nterference with Brushes arcing. Check brush alignment. Check for
De-leers on. dirtyor rough sl~p rings. If found,
clean, machine or replace slip ring
assembly. Check slip ring alignment.
Loose connection. See "Buss load meter/ammeter flicks
between 90 second periods" above.
Switch or circuit breaker faulty. Place jumper wire across switch or

circuit breaker; if radio noise
disappears, replace switch or circuit
brea ker.
Wiring too close to radio Relocate De-leer wiring at least 8"

equipment or associated wiring. from radio equipment and wiring.
Cycling sequence not correct. Crossed connections between Check system wiring against circuit
timer and De´•lcers. diagram.
Rapid brush wear or frequent Brush block out of alignment. Check brush alignment. Correct as
breakage. required.See SECTION 3.3.3 of

McCauley Manual No. 830415.
Slip ring wobbles. Check slip ring alignment with dial
indicator per SECtlON 30-69-00.
Rough slip rings. Re´•machine/re´•fi nish.

Dirty slip ring surfaces.
Clean slip rings with MEK.
Brushes arcing. Check brush alignment.
30-62-00 NOT USED 30-63-00 DE-ICER TIMER CHECK
Experience in the field has indicated that often the timer is considered defective when the source of the
trouble lies elsewhere. For this reason, the tests should be performed before the timer is removed as
defective.
Refer to manufacturer’s service data, McCauley Manual No. 830415, SECTION 4, for test criteria.
TIMING SEQUENCE TIME ON AREAS OF PROP DE´•ICERS HEATED
Terminal C 90 sec. All Blades ON then OFF
30´•64-00 -100 HOUR INSPECTIONS 30-66-00 BRUSH TO SLIP RING

RESISTANCE TEST
Refer to manufacturer’s service inspection data for
these steps. (McCauley Manual No. 830415, To check for incorrect resistance or presence of a
SECTION 4) short or open circuit at brush-to-slip nng contact,
disconnect harness at timer and check resistance
CAUTION from each De´•lcer circuit lead, Terminal C, to
Stand clear of propeller, verify magnetos are
ground with a low range ohmmeter. If resultant
OFF. Use extreme caution during this
readings are not 1.55 to 1.78 ohms, disconnect
procedure. De-leer lead straps to measure heater resistance
30-65-00 CONTINUITY TEST individually. individual boot resistance should
measure between 4.58 and 5.26 ohms. If readings
After removing plug from timer, use ohmmeter to in first check are not within accepted limits but
check continuity from: those in second check are, the trouble is probably
i. Terminal C to outboard terminal of one in brush´•to´•slip ring area. If readings in second
prop
boot. check are also off, the De-leer concerned is
2. Terminal G to airframe
damaged and must be replaced.
ground.
3. Ground terminal of one prop boot to ground.
30-62-00
18
OLDWILLWAYNE
30-67-00 BRUSH ASSEMBLY RESISTANCE CAUTION
CHECK Due to loose fit of some propeller thrust
To check for an open circuit, a short, or high bearings,~a considerable error ma)! be induced
in readings by in or pulling out on
resistance in brush assembly, measure resistance
from face of brush to its terminal studs with a low propeller while rotating it. Care must be taken
to exert a uniform push or pull on propeller to
range ohmmeter. If this resistance measures over
hold this error to a mrnimum.
0.013 ohms, locate and repair cause of excessive
resistance. If resistance Is infinite, locate and CAUTION
correct the open circuit or ground, or else replace Do not, under any circumstances, attempt to
brush assembly. Check resistance between the correct run´•oufof slip rings by shimming
three terminal studs. This resistance should not be assembly or changing torque of mounting
less than 5 megohms. screws or bolts.
30-68-00 BRUSH BLOCK ASSEMBLY REPAIR If slip ring run-out is within limits specified, no
corrective action is required. If it is not within
Refer to manufacturer’s Service Data, McCauley
Manual No. 830415, Section 6.5.1, for this limits, check for dirt on ring gear mounting
surfaces; clean, and recheck alignment. If run-out
procedure. is still out of tolerance, refer to manufacturer’s
30-68-01 -BRUSH service data for machining procedures or return
REPLACEM ENT/ALIGNM ENT the slip ring assembly to manufacturer.
Refer to manufacturer’s Service Data, McCauley 30-70-00 -SERVICING/CLEANING

Manual No. 830415, Section 6.5.2, for brush
replacement and brush to slip ring alignment. Thoroughly cleaning the slip ring area with MEK or
standard engine degreaser on a routine basis is
30-69-00 ALIGNMENT OF SLIP RING recommended. Keeping the brushes free of dirt,
oil, grease and carbon build-up will prevent those
To check alignment of slip ring assembly, securely contaminants from being transferred to the slip
attach a dial indicator to engine and place pointer
on a slip ring (see Figure 30´•5). Grasp propeller
blade and rotate it slowly, noting any deviation of
slip ring from a "TRUE" plate as indicated on dial
indicator. Check that total run´•out does not exceed
0.008 inch total indicator reading (TIR).
a ~1
ALIGNMENT OF SLIP RING FIGURE 30´•5
30-67-00
19
OLDWILLWAYNE
BLANK
30´•70´•00
20
OLDWILLWAYNE
C H A PT E R
LANDING GEAR
CHAPTER 32
LANDING GEAR
CHAPTER
SECTION
SUBJECT PAGE DATE
SZEffectivity 1/2BLANK 11-98

32-00-00 5. 11-98
32-10-02 6. 11-98
32-1 0-06 7 11-98
32-30-00 8. 11-98
32-30-02 9. 11-98
32-30-02. 10 11-98
32-30-03. ii. 11-98
32-30-04. 12 11-98
32-30-05. 13 11-98
32-30-06. 14 11-98
32-30-07. 15 11-98
32-31-00. 16 11-98
32-40-00. 17 11-98
32-40-03. 18 11-98
32-40-04. 19 11-98
32-40-04. 20 11-98
32-41-00. 21. 11-98
32-50-02. 22 11-98
32-80-00. 23 11-98
32-82-00. 24 11-98
32-EFFECTIVrn
1/2BLANK
OLDWILLWAYNE
CHAPTER 32
LANDING GEAR
TABLE OF CONTENTS
CHAPTER
SECTION
32-00-00 General 5
32-10-00 Main Landing Gear and Doors 5
32-10-01 Main Gear Removal 5
32-10-02 Main Gear Installation 6
32-10-03 Main Gear Door Rigging 6
32-10-04 Inboard Door Rigging. 6
32-10-06 Install Assist Bungee 7
32-20-00 Nose Gear and Doors 7
32-20-01 Nose Gear Removal 7
32-20-02 Nose Gear Installation 7
32-20-03 Nose Gear Door Rigging 7
32-30-00 Extension and Retraction 8
32-30-01 Gear System Operational Inspection 8
32-30-02 Main Ldg Gear System Rigging 9
32-30-03 Nose Ldg Gear System Rigging 11
32-30-04 Emergency Gear Extension System Rigging 12
32-30-05 Landing Gear Actuator, Clutch 13
32-30-06 Landing Gear Actuator 14
32-30-07 Manual Emergency Gear Extension System 15
32-30-08 Final Checks 15
32-31-00 Trouble Shooting 16
32-40-00 Wheels and Brakes. 17
32-40-01 Main Wheels 17
32-40-02 Main Wheel
Disassembly/Assembry 17
32-40-03 Nose Wheel Dissassembly/Assembly 18
32-40-04 Brake System. 18
32-41-00 Trouble Shooting Brake System 21
32-50-00 Steering 21
32-50-01 Nose Gear Steering System 21
32-50-02 Nose Gear Steering 8 Tracking 22
32-60-00 Position and Warning 22
32-60-01 Electric Gear Safety Devices 22
32-60-02 Landing Gear Warning System 22
32-60-03 Airspeed Safety Switch Adjustment 22
32-80-00 Miscellaneous 23
32-81-00 Landing Gear Shock Dise ;nspection 23
32-82-00 Recommended Hard Landing Inspections 24
32-CONTENTS
3/4BLANK
32-00-00 GENERAL brake control cable knob. This cable actuates lever
on parking brake valve and traps hydraulic fluid
The landing gear is operated by an electrical, motor from valve to wheel cylinders, therefore, holding
driven, actuator. Travel during the extend and retract pucks to brake discs. Release parking brake by
cycle is controlled by down and up limit switches lo´•
pushing parking brake knob IN. This releases hy-
cated beneath the floorboard under the pilots seat, draulic pressure at wheel cylinders and releases
Power is supplied to actuator through a set of relays brake discs.
actuated by the gear selection switch. The gear se´•
lection switch is located at top of instrument panel in 32-10-00 MAIN LANDING GEAR AND
front of the pilot. The actuator worm gear ball nut is DOORS
connected to retract bellcrank which is connected to
32-10-01 MAIN GEAR REMOVAL
push-pull retract tubes and bellcranks throughout
entire retraction system. An airspeed safety switch is 1. Raise aircraft on jacks.
mounted on back of airspeed indicator and incorpo- retract gear as described in SECTION
2. Partially
rated into landing gear electrical circuit to prevent
32-60´•01, para. i.
landing gear retraction while on the ground until a 3. Disconnect gear door links and brake lines.
safe takeoff speed is reached. A by-pass switch is in-
stalled adjacent to the gear selection switch in order Cap all lines and fittings.
to override safety switch circuitry if gear does not re´• 4´• Remove gear door and mud gua rd (if desired).
tract. 5. Detach main gear retracting tube (V), from re´•
The gear legs are constructed of welded, chrome- tracting truss (G), and remove bolts (H) from re-
molybdenum, tubular steel, heat treated for greater tracting truss mounting block (Figure 32-11).
strength and wear resistance. Main gear attaching 6~ Remove small skin panel covering aft trunnion
points have bushings installed in gear mounting box bearing.
attached to wing spars. The steerable nose gear 7. Remove six mounting bolts from rear, gear
mounts to the cabin tubular steel frame. trunnion shaft mounting block assembly at stub
spar.
NOTE
Heat treated components should NOT be bearing block. (Fig. 32-1)
8. Slide out aft
repaired; replace them. bearing block aft and remove.
9. Slide front
10. Slide gear assembly aft until clear of front
The main gear wheels have hydraulic disc brakes
bearing, and carefully remove gear assembly from
with a pa rki ng bra ke va Ive i ncorporated into system.
Rubber discs in all gear leg assemblies absorb the
shock of landing and taxiing.
LANDING GEAR EMERGENCY EXTENSION

SYSTEM.
Emergency gear extension is available through a
manual override system. This system is built i nto the orrAll A
actuator unit. The disengage controls are located aft
and between front seats.
6:
LANDING GEAR WARNING SYSTEM. A 63
The landing gear warning system provides pilot with
an aud i ble warning that land ing gea r is not down and
locked when throttle is retarded and landing gear is
still up. The warning system is activated when throt-
tle is retarded a pproximately 1/4 i nch from idle posi
tion. When landing gear is down and locked, the elec-
trical circuit is opened and the intermittent horn is
stopped. This warning switch is mounted on throttle
housing forward of instrument panel and can be ad´•
justed for the proper setting by loosening screw and
repositioning switch.
BRAKE SYSTEM.
The brake system is hydraulically operated by de-
pressing brake pedals mounted on pilots rudder
pedals.
(Dual brake system is optional for co-pilot). Individ-
ual wheel brakes are available by depressing either GEAR REMOVAL FIGURE 32-1
left or right pedal. Parking brake is actuated by de´•
pressing both brake pedals and pulling parking
32-00-00
OLDWILLWAYNE
11. Identify ail components removed, and DO NOT 2. Normally once doors are installed at factory no
inter-mix right and left gear components. further adjustment should be required. However,
12. DO NOT attempt to repair any heat treated should mid-gear doors be removed for any reason
the following rigging procedures should be used
component of main landing gear assembly.
when reinstalling them:
32´•10-02 MAIN GEAR INSTALLATION A. Disconnect outboard doors at forward and
1. Lubricate wheel bearings, retraction linkage
aft linkages (B)(Fig.32-2).
and fore and aft trunnion bearings prior to installa- B. Disconnect inboard doors at forward link´•
tion (refer to SECTION 5-20-07 for recommended lu- age and springs (A) (Fig.32´•3).
bricants). C. Raise gear electrically to full UP position.
2. Installation of main gear is exact reversal of D. Forward leading edge and aft trailing edge
main gear removal procedure. of mid gear door should be tight against wing skin.
Spacers (A) (Figure 32´•2) should be added or re-
Torque 510078-001. ETONot
-003 or -005 bolt to 270
moved as required to obtain a good fit with no bind-
distortion with gear in UP position. AN960-10
300 in. Ibs. ing or
or AN960´•416 washers may be used as spacers.
3. Check fore and aft movement of gear in bearing 3. Reconnect outboard and mid´•gear doors and
blocks. Maximum allowable movement is .020. Shim check that doors are faired with wing skin/wheel
excess by inserting shims at rear block. well opening and that there is no binding or distor-
4. Temporarily attach gear door link rods to gear tion where links attach to door. Adjust link-
leg brackets. age/spacers if required. (Figure 32-2) Extend gear
5. Retract gear while checking for binding in door to adjust., then retract to check adjustment.
linkage and proper contact of gear door edges with 4. Check main gear overcenter preload torque for
wing. DO NOT make final gear door adjustments un- proper values. Re-rig entire landing gear system, if
til gear has been rigged (Ref. SECTION 32-30-02). necessary.
32-10-03 MAIN GEAR DOOR RIGGING 32-10-04 INBOARD DOOR RIGGING
i. Raise aircraft on jacks. See Section 7-10-00. i. Adj ust inboard door link to close doors with "O’
gap. Doors must be closed with gear extended and
retracted. If door is not closed in both positions, re´•
fer to landing gear rigging procedures in Section
32-30´•02. Any adjustment to rod end on main re-
tract tube (L) (Fig. 32-7) and rod end on retract
tube (V) (Fig. 32-11) is at a 2 to 1 ratio, respec´•
tively; this adjustment will change rigging values.
Re-check preload values.
WAMPLE: If inboard gear door is open a small
amount when landing gear is down, but closed
when gear is UP. Adjusf by turning retract tube (V)
rod end IN 1/2 turn, and retract tube (L) (Fig. 32-7)
i II Z :I rod end OUT 1 turn.

WAMPLE: If inboard gear door is closed with land´•
ing gear in DOWN position, but open a small amount
;j
It with landing gear in UP position. Adiustby turning
retract tube O/) (Fig.32-ll) rod end OUT 1/2 turn,
i’
and retract tube (L) (Fig.32-7) rod end IN 1 turn.
j i! :1) I I 1 2. Tighten jamb nuts and reconnect springs on
inboard gear door bellcrank (A) (Fig.32´•3).
i I NOTE
I~ Do not rig doors shut more than necessary as
!I
this may result in higher actuator loads than
necessary.
3. Adjust outboard door link to close all gap at

leading edge of door. If door is rigged too tight, skin
MID-GEAR DOOR ADJUSTMENT POINTS will be under stress (concave) at the point where the
FIGURE 32-2 linkage is attached to door. It could also cause mid
NOTE and inboard doors to gap open.
Gear system must be properly rigged prior to 4. Cycle gear manually and electrically while in-
gear door rigging, see Sdctidn 32‘;30-01 and specting for clearances. Re-check landing gear sys´•
32-30-02. tem rigging values.
5. Remove aircraft from jacks.
32´•10-02
D
V
’u I II I I
C
A
si
ASSIST BUNGEE FIGURE 32-4
CAUTION
Eccentric bushings at (J) (Fig. 32-6) may have a
flush head screw installed on either side. This
MAIN INBOARD GEAR DOOR RIGGING FIGURE 32´•3
flushhead screw and counter sunk eccentric
MUST BE re-installed at same locations.
6. Return aircraft to service.
4. Disconnect nose gear steering horn link (B)
NOTE (Figure 32-5).
To remove INBOARD GEAR DOORS, use a 5. Remove left and right gear mounting bolts (D)
sharpened less than .093 dia, or a short and (E) (Figure 32´•5) from tubular structure and
piece pin to open crimped hinge nose gear truss assembly.
assembly pin hole.
Carefully remove nose gear assembly.
6.
32-10-06 INSTALLING ASSIST BUNGEE
7. DO NOT attempt to repair heat treated compo´•
(560213-501) nents of nose landing gear assembly.
i. Retract gear.
32-20-02 NOSE GEAR INSTALLATION
2. Pull gear down with emergency extension until
main retract bellcrank and rod end bungee line up. i. Lubricate wheel bearings, retraction linkage
Install proper length AN3 bolt through rod end bear- and left and right mount bearings.
ing and proper length AN4 bolt through block. 2. Install gear in reverse order of removal proce-
Torque nuts and safety. d ure.
CAUTION
Bump gear up, CAREFULLY, iust to take load off 32-20-03 NOSE GEAR DOOR RIGGING
3/16 Pin f’om
In.
installat~n i. Raise aircraft
7´•10-00.)
on jacks. (Rekr to SECTION
3. With bungee installed, re´•check preload per

steps 30 thru 34 of SECTION 32´•30´•02. NOTE
Gear system must be prog_e_r~X_rlgge_dp_ri_o!: to
32-20-00 NOSE GEAR AND DOORS gear door rigging, see sz´•tru-ul.
32-20-01 NOSE GEAR REMOVAL. door link rods (H and J Figure

2. Adjust gear
32-5) to obtain proper door fit when closed.
i. Raise aircraft on per Section 7-10´•00.
jacks
2. Partially retract gear as described by SECTION 3. To i ncrease or decrease nose gear´•up travel in
32-60-01. wheel well, adjust eccentrics on trunnion bearings
3. Disconnect iink(A) on nose gear truss assembly (J), (Figure 32-6) as required.
(Figure 32´•5).
32´•10-06
OLDWILLWAYNE
C n´•
rli
\J
’c.C:
HI d
A
iV ~i´•
B a/y´•
two
NOSE GEAR RETRACTION TUBE DOOR

ADJUSTMENT POINTS -FIG.32-6
NOSE GEAR RETRACTION TUBE ADJUSTMENT 8. Check nose gear overcenter preload as follows:
POINTS FIGURE 32-5 A. Measure nose gear bungees. (No load)
(Fig. 32´•8).
B. Extend gear manually (See SECTION 32´•30´•
CAUTION
Nose gear overcenteroad must be 07) stopping extension the moment the GREEN Gear
DOw" Light comes ON. Gear switch in DOWN position.
re-checked after any ad to nose wheel
C. Measure nose gear bungee springs
(Fig.32´•8). Deflection from zero load condition in(A)
4. Readjust nose gear door linkage as required af´• above must be.030 to .070 inches for each bungee.
ter eccentrics have been moved. (Figure 32-6, K.) D. If spring deflection is not within prescribed
32-30-00 U(TENSION AND RETRACTION limits, adjust tube rod ends (F) (Figure 32´•6) in in-
crements of 1/2 turns as required.
32-30-01 GEAR SYSTEM OPERATIONAL
INSPECTION 9. Check main gear overcenter preload.
A. Place rigging tool O P/N GSE 030007 (Figure
CAUTION 32-11) on retraction truss. Hold tool stationary by p\ac´•
After any abnormal, over gross or hard landing
ing thumb on rear end of tool (S) and press forward.
the Gear System Operational Inspection should
’be done. B. Hold 10" torque wrench (R) and place
thumb on wing bottom; apply force until joint (4)
1. Raise aircraft on jacks. (See SECTION 7-10-00). breaks open slightly, insert shim stock (.005 .008
2. With Master Switch ON and gear switch in UP in. thickness) between link and truss at (P). Release
position apply pressure to pitot tube (see Section force on wrench.
32-60´•01). Verify gear retraction occurs at 60 -1-/-5 C. With
fingers on torque wrench and thumb
KIAS. Allow gear to raise completely. Check for any on wing bottom apply force on wrench while main-
tire interference as tire enters wheelwell. taining a pulling force on shim stock. Read torque
3. Close throttle and confirm gear horn sounds. value on wrench at the exact moment the shim
4. Inspect gear doors for proper closing; lower stock pulls loose. Torque value should be 250 to
280 inch pounds.
gear.
5. With zero airspeed place gear switch in UP posi- D. Repeat on other main gear.
tion. Gear horn should sound regardless of throttle E. If preload is not within prescribed limits,
position, both gear position lights and safety bypass proceed to Main Landing Gear Rigging procedures,
switch will illuminate. Section 32´•31´•02.
6. Push RED gear safety bypass switch and hold F. If main gear preload needs re-adjusting, the
IN to partially retract gear. nose gear bungees should be re´•checked per 8, (C)
7. Pull "GEAR ACT" circuit breaker. above (Fig. 32-8).
32´•30´•00
H
J
0‘7 ~;50
06
P c
6 o
MAIN GEAR RETRACTION TUBE ADJUSTMENT POINTS FIGURE 32-7
NOTE 32-4) line up on bungee assembly and insert 3/16

When gear overcenter preload check is com- in. pin.
pleted, electrically extend the gear and check the CAREFULLY BUMP gear UP, with the gear safety by-
nose gear tube bungee springs to assure they pass switch, until there is zero load on bungee assy
have not compressed completely resulting in no rod end. Remove AN3 bolt at rod end and AN4 bolt
remaining deflection. This would indicate exces- at block; remove bungee assembly.
sive preload or weak bungees. 2. Pull the landing gear actuator circuit breaker
out.
32-30´•02 MAIN LANDING GEAR SYSTEM
RIGGING 3. Loosen jam nuts (E) on the main retraction
tubes (L), Fig.32-7; disconnect tubes at inboard
1. Raise aircraft on jacks and remove three fiber´•
bellcranks (M).
glass belly access panels.
Assist Bungee Assy Removal (When Required). 4. In nose gear well, loosen jam nuts (G),
Retract landing gear until rigging Fig.32´•6, on nose gear retraction tubes (F).
560245 (REF) Nose Gear Bungee 5. At the main retraction bellcrank(A), Fig.32´•12,
disconnect the nose gear retraction tubes and the
actuator barrel nut at (N), Fig. 32´•12.
6. Check dimension from the rod end center to

the end of the barrel nut housing on actuator (Avion´•
ics Products only, Plessey is non-adjustable) to be
1.25 +.000/-.010. Adjust rod end bearing, if neces-
--tl it-- sary, and secure with set screw and jam nut.
7. Disconnect nose gear doors, outboard main
gear doors, and inboard door links. On outboard main
Deflection of spring from static length gear doors, disconnect springs. On inboard door bell´•
to riaaed Dosition to be .030 to .070 in.l cranks, disconnect springs. Loosenjamb nut(X) on
retraction tube O~ ~Fig.32-11) and back off pressure
0" spring CN) by loosening nut (Y). Disconnect retrac-
NOSE GEAR BUNGEE SPRING FIGURE 32-8
tion tube (V) from bellcrank (C) (Fig. 32-3).
32´•30-02
OLDWILLWAYNE
9. Position main retraction bellcrank (A) so center covers bulb stringer in wheel well. Make certain ac´•
of forward hole in the left outboard arm of bellcrank tuator barrel does not contact main retract bell-
is 1.56 inches ~Nm from forward face of truss at F.S. crank in UP position.
33(Fig.32´•12, Detail A). 25. Set UP limit switch paddle (striker arm) (H),
NOTE
Fig.32´•7, so GEAR UP limit switch is just CLOSED
and RED "GEAR UNSAFE" light is OFF. Secure striker
This dimension W*W may vary to permit connection
a’m in position.
of retraction tubes with zero preload at bolt
hole.
10. With main retract bellcrank held in position,

turn actuator barrel nut until rod end bearing aligns
with hole in bellcrank; install connection bolt at (N),
Fig. 32-12.
11. Position bellcrank(C) (Fig. 32-3), so center of Di
attach pin (D) on top leg is 1.35 inches from bottom
side of spar ca p (E). This will be the sta rti ng position
when landing gear is in down and locked over cen´•
ter, with out any preload set.
12. Adjust retraction tube (V) (~ig. 32-11), at rod
end, until it will connect to bellcrank (C) (Fig. 32-3)
with zero preload. Install connection bolt/hardware,
leave loose at this time.
7i‘
13. on retraction tube (L) (Fig.
Adjust rod end
32-7) attach hole is aligned with inboard bell´•
so
crank at (M). Install connection
.41.erawdrah/tlob
Disconnect retraction tube (V) at bellcrank
´•~P,
ii..
(C) rod end; position disconnected gear full down
and locked over center. Both LH and RH landing
gear should be in this configuration at this time.
15. PUSH landing gear actuator C/B IN.
16. Turn MASTER Switch ON.
17. Extend main gear actuator to fully extended
position. Make certain lugs on main retract bell
crank do not contact fuselage tubes, floorboard or
actuator barrel, nut. If there is any contact, run ac´• MECHANICAL DOWN STOP FIGURE 32´•9
tuator back up slightly.
LEGEND FOR FIGURE 32´•9
MECHANICAL DOWN STOP ADJUSTMENT
18. There should be .050 to .100 inch clearance
(B) obtained between actuator barrel (C) (Fig.32-9) A. 560252´•009 Adjustable Stop (use 560252-
and mechanical down stop(A). Shims(D)(Fig. 32-9) 011 shims)
added to the mechanical downstop (A) (4
NOTE
Use 1 to 4 560252-011 shims with
w
560252-009 stop to achieve proper clearance.

19. Run actuator down and recheck retraction
bellcrank clearance at F.S. 33.. Check clearance of
bellcranks (M) (Fig.32-7) and center section. Use one DOWN STOP on each side as required
20, Reconnect retraction tubes (V) (Fig 32-11).
(Pick up existing hdw).
With main gear fully extended, if necessary, adjust B..050 .100 clearance (between down´•stop
main gear retraction tubes (L) (Fig.32-7) so they are and end of ball nut)
connected with zero preload. C. Actuator ball nut.
21. Adjust nut (Y) of retraction tube (V) (Fig. 32-
D. 560252´•011 shims"(use with 560252-009,
11) until main gear is preloaded. Preload is correct maximum of 4).
when a "clean break" can be felt when pushing UP.on
retraction link (Fig. 32-11). E. AN515-6R screw"
22. NOSE GEAR RETRACTION TUBES ARE TO RE- AN936A6 Lock Washer
MAIN DISCONNECTED at main retraction bellcrank
(Typ. 2 pie.) (use with 560252-009).
(A), Fig.32-12, during remainder of procedures.
Use .063 longer screws with each additional
23. Place landing gear switch in UP position.
shim. (Secure screw with Blue Locktite #83-31
24. PUSH RED gear safety by-pass switch IN inter´•
grade C).
mittently to "BUMP UP" (retract) landing gear until
left main tire just contacts bumper bracket which F. Loosen set screw (C) Fin. 32´•10.
32´•30-02
10
33. While applying a pulling force on the shim

FWD stock, exert an increasing unlocking force with
torque wrench.
34. Read torque wrench value at the EXACT mo´•
ment shim stock pulls loose.
35. Repeat steps 30 through 34 on other main
landing gear leg.
36. Use adjusting nuts (Y) on retract tubes (V) to
equalize breakaway torque values within 10.0 inch
Ibs. Adjust torque to 250 to 280 inch Ibs.
37. Turn Master Switch ON.
38. RUN GEAR DOWN ELECTRICALLY AND
CHECK THAT TORQUE VALUES DO NOT EXCEED
325 INCH POUNDS USING TORQUE
WRENCH/SHIM STOCK METHOD.
GEAR WARNING ADJUSTMENT
1. Check that landing gear warning light circuit
breaker pushed IN.
2. Check that landing gear actuator circuit
breaker is pulled OUT.
3. Turn Master Switch ON.
4. Set DOWN limit switch paddle (striker arm)
(J),Fig. 32-7, so that gear down limit switch is just
CLOSED, and GREEN "GEAR DOWN" light is ON.
MECHANICAL UP STOP FIGURE 32-10 Secure striker arm in position.
5. Turn Master Switch OFF.
MECHANICAL UP STOP ADJUSTMENT
26. Loosen set screw (C) Pig. 32-10. Adjust me- NOTE
chanical up´•stop (A), Fig. 32-10, for a clearance of The main gear preload torque should not exceed
325 inch 16. using the torque wrench/shim stock
.050 to .070 inches atmain retraction truss (B);
tighten set screw (C). procedure after electrical extension.
27. Reinstall assist bungee per Section 32-10-06. The main landing gear system is now rigged for the
28. Using emergency gear extension, move gear gear down and locked condition.
down until GREEN gear down light JUST illuminates.
32-30-03 NOSE LANDING GEAR RIGGING
29. Turn Master Switch OFF. PROCEDURE
NOTE i. Check the eccentric bushings (J), Fig. 32´•6, on
The left main gear truss will probably lock over
gear truss assembly to be installed with bolt hole in
center first. Continue to slowly lower gear
th,,pper forward position.
mdnual!y while monitoring comression ofbungee
serifig on retraction tiTibes (V) Fig. 32 11. CAUTION
If coils are fully compressed, retract tube
spr~ must be removed rrom aircraft for
Th, eccentric bushing, on either or both sides,
may be countersunTi~ and have a flush head
modification: screw installed to allow clearance of nose gear
Dismantle bungee portion of tube (V); remove truss during retraction/extension cycle. TTiis
one space washer (21 and reassemble. Re-install
modified retraction tube and complete above
configuration MUST be maintained during any
removal/installation action for the truss or
overcenter requirement. The removal or addition eccentric bushing.
of spacer washers may be required prior to
obtai~ing final config[uiation foi the retraction 2. Adjust nose gear retraction tubes (F), Fig.
tube (V). 32´•5, so they can be reconnected to the main re-
30. Place rigging tool (T) (Fig. 32-11) P/N

t’action bellcrank with zero preload.
030007-100 on retraction truss assembly(G). Hold
NOTE
tool stationary by pushing at point (S) toward main The eccentric bushings may require rotating to a
gear leg, new position in order to meet zero preload
31. Place 10 inch torque wrench (R) on rigging condition.
tool (T) as shown in Fig. 32-11 and apply an unlock-
3. Measure nose gear bungees dimension (P),
ing force to retraction truss.
32. When joint at (4) breaks open slightly, insert
Fig. 32-8, and record for future reference.
4. Push landing gear actuator C/B IN.
shim stock (.005 to .008 in. thickness) between re-
traction link and truss at (P), then release force on 5. Place landing gear switch in the UP position.
torque wrench.
32-30-03
11
OLDWILLWAYNE
(MAX.)
~3) ’.56
S V
R ET RACTI O
LIN
250 t 280
R
RETRACTION TOOL INCHILBS
TORC)UE
TRUSS G 030007-1 00 WRENCH
LE~T MAIN G EA R
(VIEW LOOKING FWD)
MAIN LANDING GEAR RIGGING TOOL APPLICATION FIGURE 32-11

6. Turn Master Switch ON 32-30-04 EMERGENCY GEAR EXTENSION
7. Push RED GEAR SAFET( BY´•PASS SWITCH IN SYSTEM RIGGING.
and hold IN to partially retract landing gear; release
DISENGAGE RIGGING:
switch.
8. Turn Master Switch OFF. i. Insert cable through hole in actuator disen-
landing gear actuator C/B OUT.
9. Pull gage arm, (B) (Figure 32-12).
10. Screw each nose gear retraction tube (F), 2. With RED lever (1) (Fig. 32-13) in full disen´•
Fig.32´•5, IN (clockwise looking toward the front of gaged position (down and latched), push actuator
the aircraft) one (1) full turn, then re´•attach to main disengage arm (B) (FIG.32´•12) to full forward posi-
retraction bellcrank. tion and apply approximately 5 Ibs. pull to cable to
landing gear switch in DOWN position,
11. Place remove slack.
12. Push latch (5), Fig. 32-13, FORWARD on man´• 3. Install D222 wire stop, (C) tighten nut and con-
ual emergency extension controls ton floorboard). nect spring (E) to clevis pin, (D).
13. Pull RED lever (1), Fig. 32´•13, back and up-
4. Lift RED lever and pull "T" handle (2)(Fig. 32-
ward to engage manual emergency gear extension
13) aside; re-engage RED lever. Check manual ex-
system. tension system to verify that it is fully disengaged
14. Pull "T" handle (2) UP (slowly until engaged)
by pulling "T" handle; no resistance should be felt.
and return it to its original position. Continue this If, resistance is felt check cable routing through
procedure, stopping when the gear down light JUST pulleys 3 and 4 (Fig. 32´•13) to verify whether it is
illumi nates. cable routing or actuator resista nce.
15. Measure nose gear bungee assemblies dimen´•
sion "P" as shown in Fig. 32´•8. If the springs have de- 5. Move RED lever to full UP position; pull "T"
fleeted less than .030 inches or more than .070 ha"dle slowly to verify manual extension system is
inches from the static dimension las recorded in engaged. Resistance should be felt at once.
Step 2), adjust the length of the bungee assembly’s 6. "T" handle under RED lever and return
Replace
to bring the deflection within tolerance. RED lever to disengage position, (down and
latched). Manual extension system is now rigged.
32-30-04
12
C)
F-/ I I B
D
N
FUS. STA, 33.0
DETAIL B
1.56 IN. <APPROX.)
DETAIL PI
LANDING GEAR ACTUATOR ADJUSTMENTS FIGURE 32´•12
NOTE
Plessey actuators should be lubricated every
2000 cycles with MIL-G- 81322 grease. Run
actuator to mechanical extended -iosition. Fill
tube cavitv with grease via MS15001-1 grease
fitting until old grease is purged from screw
assembly; remove old gre_ase from and
relubricate~ exposed screw. Run actuator to
approximately 0:5 in. or mechanical retract and
remove the ri~ajor excess grease extruded from
birrel nut aSsembly.
32-30-05 LANDING GEAR ACTUATOR,

CLUTCH SPRING REPLACEMENT
Refer to MAC SI M20´•52A for clutch spring

placement at each 1000 hours for EATON actuator.
Landing gear actuator clutch spring replacement i

mandatory at each 1000 hours of alrcraft KIIuclKm ou
for either actuator. r
DISASSEMBLY -(EATON ACTUATOR)
1. Remove two nuts, (1) (Figure 32´•14); note *CTUAIO(I
posi
tion of cable support bracket (2) and remove.
2. Remove manual extension system
cable from actuator disengage arm.
3. Remove two long screws, (3).
4. Remove two short screws, (4).
5. Remove recoiler assembly, (5).
6. Remove gear assembly, (6), from clutch hous- EMERGENCY GEAR EXTENSION SYSTEM
ing, (8), by rotating gear and pulling with slight to FIGURE 32´•13
moderate pressure.
32´•30´•05
13
AVIONICS PRODUCTS
(P/N 102000> ~J- MOD, IDENT,
PLATE
1 1
/I
L,
1
1 1
2
‘O
12
13
H
SMX32-12
LDG. GR. ACTUATOR (EXPLODED VIEW) FIGURE 32´•14
7. Remove two screws, (7), and remove housing, 3. Reinstall recoiler assembly making sure gear,
(8), spring, (9),and gear assembly, (10) from actua- bearing, and gear tang are fully seated into manual
tor body. drive slot of recoiler assembly.
8. Remove clutch spring, (9),from housing using 4´• Apply Loctite Grade A (Catalog Number 88´•31,
gear assembly, (6), asremoval tool. Insert, (6), into not supplied in kit) to four new screws (supplied)
spring from flanged end of housing;~ rotate CCW and and install; use two longest screws in bottom holes
pull slightly. of (5) assembly.
NOTE
CAUTION Torque 10 12 inch
to approximately pounds.
Use extreme care to prevent ball bearing from
dropping out of recoil~r assembly; avoid damage 5. Reinstall cable support bracket and retaining nuts.
to gear and do not allow dirt to enter clutch
6. Retest unit for proper electrical and mechani-
housing bore. cal operation.
7. Install modification plate adjacent to I.D. plate
9.
After disassembly, clean clutch gear thor´•
first 1000 hour replacement only). Mark first
oughly. Discard removed screws (3) 8( (4). block on modification plate with the figure "1" using
10. See 32-30-06 procedure prior to reassembly metal stamp or etching tool. Mark plate at each suc´•
for additional maintenance, if necessary. ceeding clutch spring replacement with the next
ASSEMBLY consecutive number.
i.
Lubricate gear and new clutch spring thor- 32-30-06 LANDING GEAR ACTUATOR,
oughly with lube (MIL´•G´•81322) poly-lube. P/N 102000´•1, RECOILER~
SPRINGS/ CABLE AND DRUM
2. Usi ng gear to rotate spri ng, i nsert clutch spring ASSEMBLY REPLACEMENT
into bore until fully seated.
1. Carefully separate pulley housing from recoiler
NOTE assembly (5) by removing screws (14). Retain pul-
Be sure spring is all
the way in and seated ley on shaft.
around cam. 2. Slide pulley drum and cable off shaft.
32-30-06
14
3. Remove two (2) recoiler springs, and two (2) of 32-30´•07 MANUAL EMERGENCY GEAR
three (3) spring spacers leavi?g third spacer in hous´• EXTENSION SYSTEM
ing. Be certain that spacer is In place before installa-
tion of two (2) new recoiler springs and previously re´• The manual emergency gear extension system is
moved spacers. used to extend gear only. The controls are in the
floorboard aft and between the front seats. To
4. Install new recoiler springs placing a spacer be- manually extend gear:
tween each spring and over top spring.
i. Landing gear actuator C/B PULL.
IMPORTANT Recheck proper installation of
2. Move landing gear control switch to DOWN po´•
springs.
sition.
NOTE 3. Push latch on manual extension control for-

When looking at recoiler assembly with shaft end ward with right thumb.
toward you, the spring tabs in the housing slot 4. Pull RED lever back and upward (engaging
should curve shown
tothe(Foigutr2e 3 manual extension system).
5. Pull "T" handle UP and return to original posi-
5. Inspect cable for sheathing damage. Replace tion; continue until GREEN, gear´•down indicator
cable if sheathing is cut or stripped. Measure overall light is illuminated and/or lines on visual gear posi´•
cable length prior to reassembly. Cable length tion indicator, on floor, aft of console are aligned
should be 31 1/2’ 1/2" long. when viewed from directly above indicator (this will
normally take 12 to 20 pulls).
6. Slide drum onto shaft and be certain that spring
detent on drum engages both recoiler springs by
CAUTION
slightly rocking drum end. DO NOT operate landing gear electrically with
7. When full engagement is obtained, wrap cable manual extension system e~gaged. Landing gear
around drum in a clockwise direction-leaving 2" to 5" actuator C/B will pop out.
of cable free of drum.
8. Align slot in pulley housing with cable and slide CAUTION
DO NOT continue to pull T´•Handle after GEAR
pulley housing over cable and drum assembly.
DOWN light is ON. Ad~tuator may bind on Down
9. Holding housings together, pull properly Stops.
aligned cable several times to ensure the absence of
binding conditions. Measure cable length from side
of housing. At full extend, the length of cable should 32-30´•08 FINAL CHECKS
be 29" minimum. In retracted position, cable length
1. Raise and lower landing gear through five com-
should be 5" to 8" long.
prete cycles, pausing after each cycle to check re-
quired tolerances and dimensions, and annunciator
NOTE light indications. Make certain no bungee springs
Cable length in retract position may be adjusted are compressed to solid height and nose gear tire
shorter or longer by holding clutch with the clears top of wheel well a minimum of.25 in. when
finger of one hana (to prevent shaft rotation), and landing gear is retracted. Make adjustments per
then with the other haiid, rqtating pullelhpusing
above procedures, as required, to correct any defi-
full turn CW (to snorten or CCW (to
Retention of clutch with finger will not Cie"cies.
of springs. Slig~t spring 2. Retorque all jam nuts.
tension should be noted starting at d" to 10".
3. Re´•attach main and nose landing gear door
links. Check to see that main and nose landing gear
10. Bronze clutch (13) should be inspected for
doors are still rigged per SECTION 32´•10-03 and
damage or wear at slot where gear assemble en´• 32-20´•03.
gages during manual extension of the landing gear.
11. If damaged or worn, remove pin(ll)from dis´•
engage arm (12) and slide disengage arm out so
bronze clutch(l3) can be pulled from its driveshaft.
12. Replace bronze clutch and reassemble disen-
gage arm into recoiler assembly.
13. Attach clutch recoiler assembly to actuator
gear housing with the four (4) screws removed in
SECTION 32-30-05 (supplied in clutch spring kit).
32´•30´•07
15
M20S MOONEV AIRCRAFT CORPORATION
32-31-00 TROUBLE SHOOTING LANDING GEAR SYSTEM

Incomplete Retraction. Gear re- Bind in gear retraction sys- Refer to landing gear rigging proce-
an intermediate posi-
tracts to tem because gear is out of dure. Examine all movable parts for
tion andstops short. rig. Malfunction in gear elec´• proper lubrication and freedom from
trical circuit, inoperative ac´• binding. Check for actuator worm
tuating motor, or weak bat- gear binding and lubricate as
tery. needed. Any malfunction can cause
the landing gear circuit breaker to
trip: thereforecheck electric circuit
for loose connection, broken wires or
defective relay switches.
Recharge battery.
Oversized/Stretched tire will Replace tire with smaller diameter
not go into wheel well prop- tire.
erly.
Gear will not retract at 61 to 70 Insufficient airspeed. Pres- Check pitot tube and line for ob´•
KIAS. sure switch inoperative. Cir´• structions. Examine pressure switch
cult breaker tripped, for proper adjustment and operation.
Reset circuit breaker.
Does gear retract using override
check system operation.
Actuator ball nut binding on Gear may have been extended manu-
mechanical DOWN STOPS. ally ball nut is jammed tight

against STOPS on motor; use wrench
on ball nut flat to move from STOPS.
Gear will not retract and gear Manual engage handle in Disengage manual system.
actuator C/B trips. engaged position.
Aircraft does not track or steer Nose wheel location im- See Section 32-50-02.
properly. proper.
Gear will extend; green Lamp burned out in annun´• Push press´•to-test on annunciator
indicator-light will not illuminate, ciator -GREEN ´•light circuit. and replace burned out lamp if
needed.
Down-limit switch inopera- ´•Check circuit and/or down-limit
tive. switch.
Actuating motor extends gear to Same causes as listed with Same remedies as listed with "ln-
an intermediate position. "lncomplete Retraction". complete Retraction" above.
Gear will extend manually, but Gear switch is not in DOWN Place gear switch in DOWN position.
GREEN indicator light will not position.
illuminate.
Lamp burned out in GREEN Replace burned out lamp.

indicator light.
Manual system will not lower Actuator internal clutch Replace spring.
gear, spring broken (Avionics
Products Actuator only).
Manual engage arm improp´• Rig manual engage arm.
erly rigged.
Sheared female spline in Replace drive connector if female
drive connector. spline is stripped.
Drive connector is out of rig. Adjust control cable tension of drive
con nector.
Landing Gear Actuator will not Any of the above or brushes Applicable remedy listed above or
retract nor extend gear. in motor are worn beyond replace motor or brushes.
lim its.
32´•31-00
16
32-40-00 WHEELS AND BRAKES 32-40-02 MAIN WHEEL DISASSEMBLY/

ASSEMBLY
32-40-01 MAIN WHEELS
i. Remove snap ring, (10) grease seal rings, (8)
The main wheels have standard brand, 6:00 x 6, and felt seals (9), (See Figure 32-16).
Type Ill, six-ply rated tires with standard tubes. To
remove main wheels:
2. Remove bearings (7).
i. Remove MID gear door.
3. Completely deflate tire.
2. Detach dust shield. Remove three screws and WARNING
washers. Do not loosen wheel half retaining nuts before
tire is completely deflated. Failur~e to observe
3. Remove 2 bolts from single puck brake caliper;
this warn~ng may result in bodily injury.
(4 bolts
on dual puck caliper).
4. Remove wheel by removing cotter key, nut and 4. Remove nuts, washers, and wheel half retain´•
spacer from axle. (See Figure 32-15.) ing bolts, (5); remove brake disc (2), separate
5. Slide wheel off axle, halves, (3 4) and remove tire and tube.
NOTE
(TYP. 3 PLCS.) Bearing cups shrink fitted; do not remove
are
them unless necessary for replacement.
uT
5. Clean all wheel parts thoroughly in cleaning
SPACER fluid (Federal Specification PS-661). Exercise spe´•
cial care in cleaning bearing cones and felt rings to
insure thorough cleaning.
6. Inspect all parts for cracks, corrosion, or evi´•
dence or wear.
7. Inspect bearing cups and replace if cups are
damaged or worn. If necessary to remove bearing
cups, heat wheel i n boi I i ng water for at least 30 mi n´•
utes. Then remove cup by tapping evenly.
To install cup, heat wheel half again as above; cool
cup with dry ice. Position cup and tap lightly to in-
COTTER PI sure proper seating.
MAIN 8. Polish small burrs or nicks out of wheel halves
SPACER TIRE with No. 400 grit sandpaper, clean thoroughly, and
MAIN GEAR LEG ASSY. I refinish protective coating as required.
Replace bearing cones that show signs of wear
9.
MAIN WHEEL or bearing fretting.
10. Repack wheel bearings and lubricate seals
with grease. Install bearings, grease seal rings, and
felt seals in wheel halves. Secure with snap rings.
11. Position tire tube on one wheel half; then
position other wheel half in tire.
12. Install brake disc (2),Fig.32´•16, and wheel
half retaining bolts, washers and nuts.
13. Tighten nuts evenly and torque to 150 inch
pounds.
NOSE TIRE CAUTION
Uneven or improper tprq~e may cause bolt or
t‘
iheel fa’llure.
14. Inflate tire to 42 PSI.

NOSE GEAR 15. Install wheel assembly, bearing spacer,
LEG ASSY. washer, and axle nut. Tighten axle nut until bearing
binds slightly, back nut off to nearest castellation,
and install cotter pin.
COTTER PI
W, NOTE
NUT When properly installed, the wheel will turn with
slight resistance.
NOSF WHFFI
LANDING GEAR WHEEL REMOVAL FIGURE 32-15
32-40´•00
17
16. Install dust shield and IB/MID gear door. CAUTION

17. Reinstall brake caliper When ANY tire and/or wheel assembly is
safety.
removed or replaced and re-installed, conduct at
18. Remove aircraft from jacks. least 5 complete retraction/extension cycles to
verify tires‘ enter and exit wheelwells without
interference. [Ref. AC 43.13( Chap.8, para.
332, a, (911‘
32-40-04 BRAKE SYSTEM
NOTE
Y A/C have dual puck wheel brake cylinders
14 installed.
1
NOSE WHEECASSY; i. BRAKES REMOVAL AND INSTALL~TION
8 (TYPICAL)
7 Lining inspection and/or replacement or cylinder
7 13
repair.
A. Place aircraft on jacks.
B. Remove middle gear doors. Remove safety
wi re and’ two AN4H 17A bolts (1) attachi ng back lin´•
9
ing plate assembly (2) to brake cylinder assembly
(Figure 32-17).
j/ 2
C. Visually inspect linings for wear and brake
4 5 disc for warpage. Brake linings should be replaced
when they are worn to a minimum thickness of 1/8
inch. If lining replacement is necessary proceed
with steps D thru O. Otherwise reassemble in re-
MAIN WHEEL ASSY. I I verse sequence of disassembly.
CAUTION
Brake disc should be replaced if width is .205
in. or less.
WHEEL ASSEMBLIES FIGURE 32-16
32-40-03 NOSE WHEEL
DI SASSEM BLY/ASS EM BLY
The standard brand, tube´•type, 5:00 x 5,

Type Ill, nose wheel tire is six-ply rated.
8 ~2
i. Nose wheel removal. io
4
A. Remove cotter key, nut, and o
washer from axle. (Figure 32-15). a
B. Remove nose wheel.
2. Installation is in reverse sequence ~O \0:

of removal.
3. Nose wheel disassembly.

I´•
A. Completely deflate tire by re-
moving valve core.
B. Remove nuts, washers, and 10

wheel half retaining bolts (15), Fig.
.61-23 11
C. Separate wheel halves, (13
and IB L E E D VA L V
14) and tire and tube. Refer to
remove
Section 32-40´•02 steps 5 thru 10 for
wheel inspection. COVER
D. Reassemble nose wheel in re-
verse sequence of removal. Tighten
wheel half retaining bolt nuts evenly and
torque to 90 inch´•pounds. Inflate tire to TYPICAL BRAKE ASSEMBLY FIGURE 32-17
49 PSI.
32´•40´•03
18
D. Disconnect and cap hydraulic line (4) at brake 2. BRAKES BREAKIN PROCEDURES.
cylinder assembly. Remove nuts from anchor bolts.
NOTE
E. Remove pressure plate assembly (Figure 32- Brake pad conditioning is ’e9U!ired
17) (5) sliding it off the anchor bolts (6). Note the cure the resins binclin~g the Ilnlng c
condition of the anchor bolts. If they are nicked or together. Excessiveheat creafed prior to
gouged they should be sanded smooth to prevent conditioning will carburize the linin~ material
binding with the pressure plate (5) or torque plate and prevent The attainment of maximum braking
coefficient.
(8). When the anchor bolts are replaced they should
be pressed out. New ones can be installed by tapping
Proper conditioning may be accomplished as follows:
them in place with a soft hammer.
A. Perform minimum of six (6) light pedal ef´•
a
(9) attaching linings (7) to
F. Drill out rivets fort braking applications and two (2) hard stops
back lining plate (2) and the pressure plate (5). Re´• from 21 to 35 KIAS. Allow the brake discs to par-
move piston assembly (10) and "0" ring (11). It is tially cool between stops.
permissible to use compressed air applied to the The procedure will generate sufficient heat to cure
brake line fitting to remove the piston (10) from the the resins in the lining, but will not cause the mate´•
brake cylinder, rial to become carburized due to excessive heat.
G. Clean parts in cleaning solvent (Federal 3. MASTER CYLINDER
Specification PS´•661 or equivalent) and dry with oil´• REMOVAL AND DISASSEMBLY (Figure 32´•18)
free compressed air.
NOTE
H. Replace linings with Cleveland 66-30 linings
A/C have large capacity Master Cylinders
using Cleveland #561´•2 rivets. Rivet shanks must be installed.
rolled with special tool for proper installation.
I. Inspect brake cylinder
bore for scoring. A
A. Remove left hand, lower fuselage skin aft of
firewall and exhaust cavity.
scored cylinder may cause the "0" ring to leak or
cause rapid wear of the "0" ring. A scored brake cyl´• B. Disconnect hydraulic cylinder from pedal
inder should be replaced, linkage.
C. Disconnect and cap hydraulic lines.
J. Replace AN6230-2 "O" ring (11) with a new
one. Do not reuse the old "0" ring.
D. Disconnect hydraulic cylinder from bracket
and remove cylinder.
K. Lubricate cylinder and piston with MIL´•H´•
E. To disassemble master cylinder:
5606 red hydraulic fluid and assemble components
(Parker-Hannifin) (See Figure 32-18).
with care to prevent damage to the "0" ring.
(1) Unscrew and remove rod end clevb
L. Service and inspect main wheels as de- (17), nut (16) and washers (14 15) from piston
scribed in SECTION 32´•40-02. rod (12).
M. Reassembly brake cylinder assembly and (2) Remove snap ring (11) from cylinder
back lining plate assembly onto the airplane in the housing assembly; lift out complete piston rod
reverse Jequence of disassembly. assembly, (items 2 thru 12). Spring (13) can be
removed at this time.
N. Bleed hydraulic system as described in SEC´•
TION 12-20-05. (3) Remove snap ring (2) from end of pis-
ton rod assembly.
O. Remove aircraft from jacks. (4) Remove bushing (3) and spring (4)
from end of piston rod.
10 2
16
13
"7O"
L 12
15
If Lt1 L7 L7
MASTER BRAKE CYLINDERS -(PARKER-HANNIFIN)- FIGURE 32-18
32´•40-04
19
(5) Remove piston assembly (5) and o´•ring A. Remove forward fiberglass belly skin.
(7) from piston assembly and o-rlng (6) from pis´• B. Disconnect parking brake control at parking
ton rod shaft. brake valve arm.
(6) Remove end cap (8) and o-rings (9 [ID] C. Disconnect and cap hydraulic lines.
and 7 CODI) from end cap assembly. D. Remove parking brake valve.
(7) Clean all parts with cleaning solvent E. Disassemble parking brake valve: (Refer
(Federal Specification No. PS-661). Figure 32´•19).
(8) Inspect cylinder for cracks, scoring, or (1) Remove both fittings (1) from valve
grooves in bore. housing (7), springs (8) will come out with the fit-
(9) Inspect piston (5) for damage; check tings.
for nicks and scratches
(2) Remove poppet valves (2) and pins
(10) Inspect end cap (8) for damage. (3), from housing by bumping on table top.
(11) Inspect push rod for scoring, grooves, (3) Remove both fittings (4) from end of
nicks and scratches. housing.
(12) Inspect spring (4) for free height (4) Remove snap ring (5) from end of
.500 in. +/-.030. camshaft assembly (6).
(13) Replace all faulty parts and all o- (5) Carefully remove camshaft assembly
rings. (6) from housing.
(14) Reassemble in reverse sequence of (6) Inspect all components for damage,
disassembly. Immerse all parts in hydraulic brake nicks, grooves, etc.
fluid prior to reassembly. solvent
(7) Clean all parts with cleaning
(15) Check piston rod and return spring (Federal Specification No. PS-661).
(13) for proper compression during stroke (9 Ibs., (8) Replace all o´•rings (9).
(initial) to 32 Ibs. 3/4 stroke)).
(9) Reassemble brake valve in re´•
F. Rei nsta II master cylinder i n reverse sequence verse sequence of disassembly.
of removal.
(10) Connect valve assembly to the hy-
G. Bleed brake system (refer to Section 12-20-
draulic lines.
05).
(11) Bleed system; service hydraulic res-
ervoir with hydraulic fluid as described in Section
4. PARKING BRAKE VALVE 12-20-05.
Removal and disassembly. (Figure 32´•19)
5. SHUTTLE VALVE
MAINTENANCE
A. No maintenance authorized.
Remove and replace shuttle valve as´•
sembly.
6
97
o
~e,
PARKING BRAKE VALVE FIGURE 32´•19
32-40´•04
20
32-41-00 TROUBLE SHOOTING BRAKE SYSTEM

Solid pedal and no brakes. Brake lining worn beyond Replace lining.
allowable limit.
Spongy brake. Air in system. Bleed brake system.

Pressure will not hold. Leak in brake system. Visually check entire system for evi´•
dence of leaks.
Parking brake will not hold. Air in system or leak in sys- See remedies above.
tem (downstream of parking
brake valve).
Defective parking brake Repair or replace the valve.
valve.
Brake grabs. Warped or bent disc. Replace disc.
Foreign matter locking disc. Clean disc and lining.

Brake pedal will not return to Master cylinder shaft or Check that shaft travels in straight
neutral position. other linkage misaligned. line and not binding in linkage.
32-50-00 -STEERING
32-50-01 NOSE GEAR STEERING SYSTEM
The nose gear steering system consists of a steer-
ing horn on the gear leg linked tothe rudder

pedals by push´•pull tubes and bellcranks. Gear
6 retraction automatically disengages the steer´•
rueuuR S~RUCTURE ing mechanism from the nose wheel. (Section
O 27´•20-00 outlines the nose gear steering rig´•
f 3
ging.) A centering cam aligns the
entry into the wheel well.
nose wheel for
CAUTION
Check nose leg assembly for towing
gear
5
damage. RepTace ifdent exceeds 1/32
Twin limiter pads and adjustable stops (7), Fig.

7 32-20, are installed on the nose gear leg assem´•
bly (A) to prevent towing/turning damage to the
A
leg assembly.
1. Every 100 hours remove cotter pin(l)(fig-
sj~ ure 32-20) and retorque nut (2) to 450´•500 inch

Ibs. Check holes in leg assembly where pivot
bolt (3) is located for any wear. If holes are
worn, replace leg assembly.
CAUTI ON
Bolt, washer, ~9) and (10) ~Figure 32-20)
nut
must be installed as shown, trom rear to
front.
2. Rod end bearing(4)(figure 32´•20) should

be inspected at least every 100 hours for any
damage or bending.
NOSE GEAR II I 1 3. Check the steering horn assembly (5) col´•
LEG ASSY. II I I liars and spacers for looseness. Replace any
bushingsor spacers that are worn.
4. Adjust turn limiter stop bolts (7) to contact
cross member (8) of truss assembly (.020 gap
permissible) when rudder is at its extreme left
and right travel position.
NOSE WHEEL STEERING FIGURE 32´•20
32´•41´•00
21
OLDWILLWAYNE MOONEY AIRCRAFT CORPORATION
SERVICE AND MAINTENANCE MANUAL M20S
32-50-02 NOSE GEAR STEERING AND speed pressure switch. Maintain pressure on the
TRACKING switch until retraction is complete. To adjust the
airspeed switch refer to SECTION 32-60´•03.
i. Level aircraft as described in Chapter 8. The up-limit switch will stop the gear in its retracted
2. Center nose wheel. position. Moving the control knob to its lower detent
3. Place plumb line over and forward of nosegear lowers the gear. The down limit switch will stop the
trunnion (see Figure 32-21) part number gear actuating motor when the proper force is ex-
540001-503. erted to hold the gears in the down-and-locked posi-
4. Measure forward from aft edge of plumb line to tion. Refer to SECTION 32-30´•02,7. for proper limit
axle center line. Modification relocating nose wheel switch rigging. The gear down´•and´•locked position
should be accomplished if axle position, forward of is indicated by:
plumb line, exceeds .06. 1. Illumination of the green gear down annuncia-
5. Add SE M20-202-3 spacer under collar to repo´• tor light. The GEAR DOWN annunciator light is
sition the axle if required. dimmed when ever the Navigation Light Switch is
ON.
NOTE 2. The warning horn will not sound with the throt-
Some collars have holes drilled off center and
tie retarded within 1/4 inch of idle position,
may be turned over to change axle position.
3. The indicator marks will be aligned on the vis´•
6. Run gear through retraction/extension cycle. ual gear-position indicator.
Check nose gear door and wheel well tire clearances.
Re´•rig if required. CAUTION
When runni?g gt~ar up or down electrically DO
NOT use cir‘cun Dreaker a switch. Paitial
as
retraction orextension may be accomplished
electrically as follows:
1. Place Master Switch in OFF position.
5CbOPUR 2. Move gear switch to GEAR UP or GEAR DOWN
as desired.
GEAR 3. Momentarily actuate Master Switch until gear

TRUNNION is in desired position.
SB20-
SPACER 1 32-60-02 LANDING GEAR WARNING
PLUMB LINE SYSTEM
The landing gear warning system consists of:

i. Landing gear position lights: "GEAR
DOWN"´•GREEN light on annunciator and WHITE in´•
dicator light on floor "GEAR UNSAFE" RED light
on annunciator Gear is in transit, UP or DOWN;
SEE GEAR UP no lights.)
INSTRUCTIONS, cabin is actuated when gear
2. A warning horn in
ITEM 4
control switchhandle is UP and the throttle is less
j than 1/4 inch from idle position. Check warning
CENTER horn for volume in flight periodically. Horn will
LINE I sound if gear is not DOWN and LOCKED even if
switch is in DOWN position or if airspeed is below
65 KIAS and gear switch is in UP position.
NOSE WHEEL LOCATION FIGURE 32-21
32-60-03 AIRSPEED SAFETY SWITCH
ADJUSTMENT
32-60-00 POSITION AND WARNING
Airspeed safety switch, located inside cabin, is
32´•60-01 ELECTRIC GEAR SAFETY DEVICES mounted on left side of cockpit, forward of pilots
left knee. The airspeed safety switch is i ncorporated
The gear switch operates the landing gear actuator
into electrical system to prevent landing gear re´•
relay. Pulling the wheel-shaped knob out and moving traction while on the ground and at airspeeds below
it to the upper detent raises the gear. However, an
60 +/-5 KTS. Additionally the RED gear unsafe light
airspeed safety switch is incorporated into the elec- and warning horn sounds when gear con-
comes on
trical system to prevent landing gear retraction while
is placed in UP positi~n below 60 +/-5
on the ground. To allow gear retraction with the air-
craft on jacks; attach a 12-inch length of 3/8 inch pli-
t~handle
able rubber hose (surgical tubing) over the pitot The V.E.P. manufactured switches are field adjust-
head, and pinch the open end with a large cotter pin; able. They should close at 2.8 +/-.4 inches water.
roll the tubing with the cotter pin until the com- Adjust slotted screw head on cen’ter of switch to ob-
pressed air within the twisted tube actuates the air- tain correct settings.
32-50-02
22
CAUTION pad from tool guide on top of shock link to

as a
The airspeed switch is designed to qperate align discs as being compressed.
they are
within a ified range during increasing
(3) Careful application of the shock dise
ai only. Due to hvsteresls of the replacment tool is recommended during replace´•
s assembry switch MAY NOT ment of main gear shock disc to keep from dam´•
deactivate randing near circuitry until
approximately 49.5 KTS. ~his could allow landing aging grease fittings.
gear to retract if gear switch is inadvertently
NOTE
placed in UP position during landing roll. Shock disc retention collar should be installed
NOTE with the chamfer facing down and forward.
Refer to proper electrical schematic when
replacing with switches from another (4) Main landing gear leg assembly axle is
manufacturer. to be located to provide a minumum of .23
inches clearance between tire and any compo-
NOTE nent inside wheel well. Alternate collars, P/N
Compensation for Pitot Pressure must be 510049´•001, -003,
included during static system check to prevent
-005, -007, -009 or -011 can be substituted for
rupture of A/S Safety Switch diaphragm. basic dash no. to obtain this clearance. If any in-
32-80-00 MISCELLANEOUS terference occurs between tire and ´•other compo-
nents during retract cycle, next higher dash
3281-00 LANDING GEAR SHOCK DISC number collar moves axle approximately..50
INSPECTION inches aft.
i. Aircraft with full fuel load and weight on landing
gea r. B. Nose Gear Shock
Discs.(See Figure 32-23)
A. Main gear shock discs. (Figure 32´•22) (1) Check for gap betweenretaining collar
(1) Remove dust shield. Check gap be´• (D), and top retainingplate (E). Top retaining
tween retaining collar (A) and top retaining plate plate must be in contact with retaining collar.
(B). Allowable gap is 0.00 to 0.85 inches. (2) Replace shock discs if gap is found.
(2) Replaced.iscs when gap exceeds the Use shock disc replacement tool (F), P/N GSE
tolerance. Use shock disc replacement tool (C),
a 030010, told P/N ME120), to remove and install
P/N GSE 030011, told P/N ME121), to remove nose gear shock discs.
and install main gear shock discs. Use removable Use removable pad from tool as a guide on top of
shock link to align discs as they are being com´•
pressed.
NOTE
Dimension C~, (Figure 32-23), is critical
properly locate nose wheel nosition.
to
A Le~ assemblies can vary, d´•ueto
manufacturers tolerances. IJiinension (T)
B in a no load fully extended position
should be approximately 3.0 inches.
AddcSpacer under collai (D) per SE
M20-zc~r, as needed. 32-21),
SECTION 30´•50-02, for proper
steering/tracking rigging.
AD
MAIN GEAR SHOCK DISC REPLACEMENT FIGURE

32´•22
32-80-00
23
MZOS MOONEY AIRCRAFT CORPORATION
2. Raise aircraft on jacks shocks fully extended. 32-82-00 RECOMMENDED HARD LANDING
A. Inspect nose and main gear shocks for evidence INSPECTIONS
of gap between retaining collar and retaining plate. The The following are areas recommended to be
disc preload must be great enough to maintain complete
inspected when a "hard landing" has occured. Since
wheel extension during retraction.
a "hard landing" is a relative term, it is up to the
B. Replace shock discs that have lost resilience.
owner/operator to advise maintenance personnel
C. Inspect retaining collar and bolt for deformation, when the inspections are to be accomplished.
wear, and cracks. i. Mud Shield missing or damaged on either or both
D. Replace defective bolt and collar. main landing gear.
2. Main landing gear shock bisquits condition, com-
CAUTION
Both collar and bolt must be replaced when one or pressed or e>druded rubber.
the other is defective. 3. Tail skid damage or damage to bulkhead that at-
taches tail skid.
NOTE
For Nose Gear Steering/Tracking see Section 4. Propeller strike/marks or other visual damage.
32-50-02, (Figure 32-21). 5. Engine or engine mount damage.
6. Nose landing gear leg assembly damage near steer-
ing lugs.
7. Pilot/Go-Pilot’s seat adjustment supports/tubes bent
from excessive G-loads.
If any evidence of damage or abnormal visual observa-
tions are found, it is recommended that a thorough in-
spection of all the aboveareas be done and repairs be
made as necessary. Contact FAA personnel for inci-
dent report requirements.
PAD
NOSE GEAR SHOCK DISC REPLACEMENT

FIGURE 32-23
32-82-00
24
OLDWILLWAYNE
C H A PT E R
LIGHTS
OLDWILLWAYNE
CHAPTER 33
LIGHTS
CHAPTER
SECTION
SUBJECT PAGE. DATE
33´•Effectivity 1/2BLANK 11´•98

33-Contents 3/4BLANK 11´•98
33-00-00 5 11´•98
33-22-00 6 11-98
33´•41´•00 7 11-98
33´•41-01. 8 11´•98
33´•42´•00 9 11-98
33´•43´•00 10 11´•98
33´•EFFECTIVITY
1/2BLANK
CHAPTER 33
LIGHTS
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SU BJ ECT PAGE
33-00-00 General Description and Operation 5

33-20´•00 Interior Lights Maintenance Practices 5
33-21´•00 Cabin Lights Overhead Lights 5
33-21-01 Light Bulb Replacement. 5
33-21-02 Cabin Light Switch Replacement 5
33´•22-00 Instrument/flight Panel and Glareshield Lights 6
33´•22-01 Light Bulb Replacement. 6
33-23-00 Gear Down Indicator Light (Floorboard) 6
33-23´•01 Light Bulb Replacement. 6
33-40´•00 Exterior Lights Maintenance Practices 7
33-40´•01 Trouble shooting Exterior Lights 7
33´•41-00 High Intensity, Strobe Lights´•Maintenance 7
33´•41-01 Power Supply Unit-Removal or Replacement 8
33-41´•02 Power Supply Unit Installation 8
33-41´•03 Strobe Light Replacement. 8
33´•42´•00 Navigation/Position Lights 9
33´•42´•0 1 Position Light Replacement Service 9
33-43-00 Landing/Taxi Lights 10
33´•43´•01 Landing/Taxi Light Adjustment Procedures 10
33´•CONTENTS
3/4BLANK
OLDWILLWAYNE
33-00-00 GENERAL-DESCRIPTION AND switches are used to illuminate both landing taxi
OPERATION lights or either one, as needed.
Interior lights are located on overhead panel. The
High intensity strobe lights are standard equipment
forward cabin overhead lights are located between
on M20S aircraft. The lights are located adjacent to
the wing tip navigation lights and incorporated in the
pilot and co-pilot seats and are actuated by three
position switches, (dim, off, bright) located on side
taillight assembly. Separate power supplies are util- panel arm rests, adjacent to each seat. The passen-
ized for each strobe light and are located in each
ger compartment lights are located above rear
wing outboard section, mounted on inspection seats in overhead panel and are activated by simi-
cover, and inside the tailcone adjacent to the left rear
lar, three position, switches located adjacent to
inspection cover. The system is actuated by a 10 each seat on side panel arm rests. A cabin interior
amp circuit breaker/switch located on the instru-
ment panel in front of the pilot.
light Master Switch is located on pilot’s arm rest to
control all cabin interior light switches.
Navigation lights are located on each wing tip; the aft
faci ng navigation light (clea r) is located on each wi ng NOTE
tip trailing edge. The lights are activated by a 7.5 These cabin lights are connected directly to
amp circuit breaker/switch located on instrument battery and wiiT illuminate when pushed ON,
with aircraft Master SwitZ~h OFF and cabin
panel in front of pilot, interior Master Light Switch switch ON.
Two 110,000 candle power Landing/Taxi lights, with
sealed beam bulbs, are located in LH RH leading A baggage compartment light is located on O/H
edge section of wing. The lights are activated by two panel in baggage compartment and activated by
25 amp, split switches located on forward O/H in´• switch located on forward edge of Hat Rack. This
strument panel between pilot co-pilot. The light is connected directly to battery.
LAMP BULB REPLACEMENT CHART
APPLICATIONS BULB PART NUMBER
Glareshield Lights GE 327

PostLights GE 327
Map Light GE 327
Cabin Interior Lights GE 1818
Trim Flap Indicator GE 327
Gear Down Light (Floorboard indicatbr) GE 327
Tail Position Light (WHELEN). W1290
Wing Tip Position Light (GRIMES) W1290
Landing/Taxi Light GE 4596
Recognition Light (molded assv) 01´•0770303-00 (Whelen
33-20-00 INTERIOR LIGHTS-MAINTENANCE 33-21-02 ´•CABIN LIGHT SWITCH

PRACTICES REPLACEMENTS
PILOT’ S REAR SEAT PASSENGER’S

33-21-00 CABIN LIGHTS-OVERHEAD LIGHTS
SWITCHES.
(FIGURE 33-1)
i. Remove cover from arm rest assembly_by re-
33-21-01 LIGHT BULB REPLACEMENT moving 2 screws holding cover to arm rest (Figure
33´•1).
1. Carefully slide smooth, fiat sharp blade under 2. Switches are a snap fit and may be removed by
lip of light assembly fiange and pop light assembly pressing snap tabs and pushing switch through
out of mounting´• hole. cover.
2. Disconnect blade terminals from light assem- 3. Disconnect wire terminals and replace with
bly. new switch. Check for proper operation.
3. Hold lightassembly body and rotate bulb 4. Reassemble switch assembl
holder counter-clock´•wise to remove, snapping in from top side. Re´•insta
4. Pull bulb from bulb holder and replace with new rest; secure with 2 screws.
bulb. Reinstall bulb holder.
5. Re´•assemble light assembly into mounting
hole.
6. Check for proper operation.
NOTE
The front and rear bulbs are
light replaced in the
same manner.
33-00´•00
OLDWILLWAYNE
BAGGAGE COMPARTMENT
BAG. CMPT. UGHT
UGHT
FRONT
REAR SEAT P
O LEFT. REAR (vnonz COMR) UGHTS MASTER SHnTCH
*P PlLOfS OMRHEAD
UGH UGHT SWITCH
RIGHT, REAR SEAT P

UGHT SWITCH ON RIGHT SIDE
RIGHT FRONT SEA
INTERIOR LIGHTS FIGURE 33´•1

CO-PILOT’s SWITCH B. Post light bulbs are replaced by pulling hood
St’aight out from post light base and then pulling
1. Co´•pilot’s cabin light switch is located in front
of cabin aoor hinge above co´•pilot’s right knee. bulb from this hooded portion.
2. Remove 1 screw above switch. Remove door C. Insert new bulb into hood and push hood
back onto post light base.
frame cap. Pull panel away from velcro fastners to
access switch. D. Check for proper operation and hood orien-
3. Press snap tab push switch from panel to re´• tation.
move. 2. Glareshield lights.
4. Re-assemble in reverse order when complete A. Remove outer housing by unscrewing from
with maintenance action. light assembly base.
BAGGAGE COMPARTMENT SWITCH B. Remove bulb; insert new bulb.
1. Switch is’located at rear of baggage door at C. Screw outer housing back onto base.
front, top of hat rack opening. (Figure 33-1) D. Check for proper operation.
2. Remove 1 screw inboard of switch. Pull door 3~ Map Light
frame down slightly from velcro fastners to access
A. Place wrench on flat of exposed metal hous-
baggage compartment light switch.
ing bulb assembly from receptacle. Unscrew and
on
3. Press snap tabs and PUSH switch fhrough remove bulb.
panel.
B. Replace bulb; screw on bulb retainer and
4. Disconnect termi.nals; replace switch. tighten.
5. Re´•assemble in reverse order.
33-23´•00 GEAR DOWN INDICATOR LIGHT
33-22-00 INSTRUMENT/FLIGHT PANEL (FLOORBOARD)
AND GLARESHIELD LIGHTS
33´•23´•01 LIGHT BULB REPLACEMENT
33-22-01 LIGHT BULB REPLACEMENT
i. Remove lower belly panel to gain access to
1. Instrument panel lights, light assembly.
A. Internally lighted instruments are not being 2. Remove and replace bulb.
considered in this information. 3. Check for proper operation.
4. Reinstall belly panel.
33´•22´•00
OLDWILLWAYNE
33-40-00 EXTERIOR LIGHTS-MAINTENANCE PRACTICES

33-40-01 TROUBLE SHOOTING EXTERIOR LIGHTS
STROBE LIGHTS
Lights inoperative. Circuit breaker/switch Check for short circuit. Reset circuit
tri pped. brea ker.
Loose connection. Check and tighten electrical connec´•
tions.
Battery defective. Replace battery or use external

power.
Circuit breaker switch Check continuity through switch; re-
defective. place if necessary.
Faulty power supply. Replace faulty power supply.
One bulb does not light. Bulb burned out. Replace bulb.
Power supply inoperative.
Replace.
Fixture not grounded. Check for good bonding between fix-
ture and structure. Tighten mounting
screws.
Loose connection. Check all connections in circuit.

Defective fixture Replace fixture.
LANDING LIGHTS, NAVIGATION LIGHTS AND TAILLIGHT

Lamp fails to light. Circuit breaker/switch Check for short circuit. Reset circuit
tri pped. brea ker.
Lamp burned out. Replace lamp.

Loose connection or Tighten connections and check wire
defective wire. circuit continuity. Replace or repair
wire if necessary.
Circuit breaker/switch Check continuity through switch. Re-
defective, place if necessary.
33-41-00 HIGH INTENSITY STROBE When one light isflashing:

not
LIGHTS-MAINTENANCE i. To determine if power supply or flashtube
problem: first check input voltage to power supply.
The strobe light power supply requires a 28 VDC in- The red and black line should have 28 VDC. If no
put across red and black wires. Red is positive and
voltage is present then check for shorted power
black is negative or com mon. Voltage for strobe light
leads, blown inline fuses or circuit breaker. If input
is supplied through Pin 1 and 3 of power supply con-
voltage is present, disconnect connector to flash´•
nector with Pin 2 as trigger pulse. The strobe light tube. 400-500VDC should be present across Pin 1
assembly is a potted assembly and cannot be re´• and 3 of power supply. If not, bower supply has no
pal red. output and is defective. Turn Master Switch -OFF,
TROUBLE SHOOTING AIDS replace power supply.
When no lights are flashing: 2. If voltage is present across Pin 1 and 3 of
i. Check circuit breaker/switch. power supply, connect a known good flashtube to

power supply. If good flashtube fails to operate,
2. To determine if power supply(ies) or flash- power supply is defective. If good flashtube oper-
tube(s) problem: ates, the old flashtube is defective. Replace flash-
first check input voltage to power supply(ies). Each tube.
power supply’s ´•red and black line should have 28
~DC. If no voltage is present, check for shorted
power leads or tripped circuit breaker.
33´•41-00
OLDWILLWAYNE
33´•41´•01 POWER SUPPLY UNIT-REMOVAL 2. Tail strobe light power supply.

OR REPLACEMENT A. Gain access to this unit through inspection
cover on aft,, left hand side of tailcone. The power
i. Wing tipstrobe power supplies.
supply is physically mounted to this inspection
A. Gain access to wing tip power supply cover.
through bottom inspection cover (I) near wing tip B. Disconnect wiring connections between
(See Figure 33-2). Power supply (2) is physically at- switch and power supply.
tached to this inspection cover (Typical LH RH
C. Steps B thru D, and Warning of paragraph
B. Disconnect wiring connections between
33´•41´•01, i, apply for removal of this power supply
switch and power supply,
unit.
3-41-02 POWER SUPPLY UNIT

INSTALLATIOM
he installation of any power supply(ies) is reverse
goo FW D uence of removal procedures.
CAUTION
STROBE LIGHT WIRING An incorrect hook-up
Ooll~ of wires, at either the power input or betweeri
strobe li~ghtassemblres andower suPPIV unit
will cause a reversal of polaiity that r’e’su’lts in
O serious component daniagf? an~d failure. Care
must be taken to ensure la the red wire is
connected to positive power and the black wire
to ground.
1-03 STROBE LIGHT REPLACEMENT
i. WING TIP STROBE LIGHT.

1 A. Remove wing tip lens (1) (Figure 333) to
O a~ in access malfunctioning strobe light.
to
B. Remove screw (2) holding retainer (3)
O inst navigation/position light lens and gasket (4)
POWER SUPPLY nd strobe light lens/gasket (5). Remove both lens
gaskets. This will allow strobe light assembly (6)
nd navigation light bulb (7) to be pulled from
nting plate/socket (9).
VIEW LOOKING UP LE~r WING c. Remove three screws (8) from mounting
INSPECTION COVER PIPICAL Iplate/socket assembly and pull away from tip rib.
LOCATION RIGHT WING
STROBE LIGHT POWER SUPPLY FIGURE 33-2 1 ~6
WARNING s
High voltage is involved in circuit between power
~CQ) 9
supply and strobe Iight assemblies. Although a
bleed-off resistor ´•Is Incorporated in power
supplv circuit, turn control’switch, for strobe
lightj OFF. Allow at least 20 minutes to elapse 4~
8
oner to disconnecting cables at power supp~or
Strobe light assembli8s or beford handling eltner
of theSe units in any way. Failure to obServe
these precautions mav result in physical injury 1
10
from ele~trical shock.’
C. Disconnect wiring harness between power I SM33-NAV

supply and strobe light. (See warning above).
D. Remove screws securing power supply to in´•
spection panel and remove unit.
WING TIP LIGHTS FIGURE 33-3
33-41-01
OLDWILLWAYNE
WARNING assembly pigtail (5) from connector at (6) and re-

High voltage is involved in circuit between power place assembly if needed.
and strobe light assemblies. Although a
E. Connect plug from strobe light assembly to
bledd-o~ff resistor is Incorporated in power supply
circuit, turn control switch for Strdbe Lights harness socket at (6).
OFF allow at least 20 minutes to elapse prior to F. Secure light assembly with retainer and
disconnecting ~cables at power supply or strobe Screws.
light assemblies or before handllngI either of G. Check for proper operation.
these units in any way Failure to ob3erve these
precautions mav result in Physical injury from H. Coil harness at (1) to take up slack.
~lectrical shoCk. I. Secure access cover on empennage.
D. Flashtube assembly, as a unit, must be re-
33-42-00 NAVIGATION/POSITION LIGHTS
placed if determined to be bad.
E. Wiring harness plug (10) is connected to 33-42-01 POSITION LIGHT
wing rib inside wing tip. REPLACEMENT/SERVICE
F. Electrical plug may be reached through front
of wing tip opening when all light assemblies are
i.Wing tip position lights. (Figure 33-3).
A. See Section 33´•41-03,1,A B.
loosened. Reach between wing tip rib and wing rib to
disconnect plug. B. Pull lens (red or green) from mounting plate
G. Extractpi ns from connector with appropriate (5) and remove lamp (7).
tool. D. Install new lamp into base.
H. Install new strobe light assembly in reverse E. Reassemble light assembly in reverse se´•
sequence of removal, quence.
2. TAIL STROBE REMOVAL. 2. Aft Position Light (Figure 33-5)
A. Remove two screws (1) that secure alumi-
I num cover (2) wing tip (3).
to
B. Remove clear lens (4)& gasket to gain ac-
cess to light bulb(5). Loosen safety wire on bulb re-
tainer, if needed.
C. Pull light bulb (with special puller, if
needed).
D. Replace with new lamp reassemble light
assembly in reverse sequence of removal.
2-/
311~33-4
TAIL STROBE LIGHT ASSEMBLY FIGURE 33-4
A. To gain access to wire harness and connec´•

tions from power supply, rotate round access cover
(1) on lower left side of empennage stinger (Figure
33-4) around one screw.
B. Cut Ty-raps at harness coil (1) to allow slack
for strobe light assembly and harness to be extended
beyond rudder.
C. Remove two screws (3) that secure retainer
SOv133-AFT
and strobe light assembly to rudder (4) and pull light
assembly out so it clears mounting hole.
D. There is sufficient wire available to pull AFT POSITION LIGHT FIGURE 33´•5
strobe light assembly out from rudder light
mounting hole. See(Figure 33-4). Disconnect light
33-42-00
OLDWILLWAYNE
33-43-00 LANDING/TAXI LIGHTS C. At 12.375 inches further outboard an both

left right side of Step B. target position.
33-43-01 -LANDING/TAXI LIGHT
3. Remove access coverbehind each landing/taxi
ADJUSTMENT PROCEDURES
light location onwing lower surface.
i. Position aircraft to face a vertical wall with 4. Turn taxi lights ON, exit aircraft, turn adjusting
front of nose wheel 7 ft. 6 in, from wall. Position L/H screws until light beams are centered on outboard
R/H main landing gear at exact distance from ver- target crosses left and right.
tical wall, ie. parallel to wall.
5. Repeat Step 4 for landing lights, except, center
2. Place four target crosses on vertical wall at light beams on inboard target crosses, left right.
the following positions:
6. Turn lights OFF, reinstail access covers.
A. Measure 36.5 inches UP on vertical wall
from same ground plane aircraft is resting on.
B. At 9.85 feet, left and right, of nose wheel
center line.
33´•43´•00
10
OLDWILLWAYNE
C H A PT E R
NAVIGA´•TION
CHAPTER 34
NAVIGATION AND PITOT STATIC
CHAPTER
SECTION
SUBJECT PAGE. DATE

3Li´•Contents 3/4BLANK 11-98
34´•00-00 5 11-98
34-11-00 6 P1´•98
34´•13´•01 7 11´•98
34-21´•00 8 11´•98
34-22´•01 9 91-98
34-90-00 10 11-98
34-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 34
NAVIGATION AND PITOT STATIC
TABLE OF CONTENTS
CHAPTER
SECTION
34-00-00 General 5
34´•10´•00 Pitot Static Air Pressure System 5
34-10-01 Heated Pitot Trouble Shooting 5
34-11´•00 Airspeed Indicator 6
34-11´•01 Airspeed Indicator Trouble Shooting 6
34´•12-00 Vertical Speed Indicator 6
34´•12-01 Vertical Speed Indicator Trouble Shooting
(Rate´•Of-Climb Indicator) 6
3’4´•13´•06 Altimeter 6
34-13-01 Altimeter Shooting
Trouble 7
34-20-00 Directional Gyro Compass 7
34-20´•01 Directional Gyro Trouble Shboting: 7
34´•21-00 Turn Coordinator 8
34´•21-01 Turn Coordinator Trouble Shooting 8
34´•22-00. Magnetic Compass 8
34´•22´•01 Compass Trouble Shooting 9
34´•23´•00 Artificial Horizon 9
34´•23´•01 Gyro´•Horizon iroubl; Shootjng 9
34-90-00 Miscellaneous Instruments 10
34´•90-01. Clock 10
34´•90´•02 Outside AirTemperature 10
34-CONTENTS
3/4BLAsVK
34-00-00 -GENERAL CAUTION

Release air pressure slowly by unrolling rubber
All flight instruments are grouped on the shock tubing. A judden release of the air pressure
mounted panel directly in front of the pilot. Flight in´• may damage airspeed indicator.
struments are operated by: (I)filtered airdrawn into
2. Pitot system hose inspections.-8fter pitot sys-
an evacuated instrument case, (2) barometric pres´•
sure or barometric impact air pressure differences,
tem is checked for leaks, inspect hose sections for
(3) variations in electric current due to mechanically signs of deterioration. Check all tubing for brittle´•
varied resistance, (4) reference to the earths mag- ness, checks or cracks particularly at bends or con´•
netic field or (5)´• aircraft electrical power. necting points. When new hose is installed, recheck
The glareshield must be removed and plumbing dis- system for leaks using PITOT SYSTEM LEAK TEST
connected on many flight instruments before they p’ocedure.
can be removed. Remove glareshield attaching 3. Static system cleaning.-Blow low air pressure
screws, center post cover screws. Carefully lift center (10-25 PSI) through lines from disconnected line at
post cover and giareshield from panel. Disconnect airspeed indicator to static ports. Cover each static
glareshield and compass lights. port separately when blowing to insure that each
Reinstall glareshield in reverse sequence. line is clear. Instrument error or possible damage
34´•10-00 PITOT A STATIC AIR PRESSURE may result if even one port is clogged with dirt or
SYSTEM foreign matter.
CAUTION
Static pressure instruments are extremely sensitive
NEVER BLOW AIR through the line TOWARD the
to pressure changes, therefore, the eitot and static INSTRUMENT panel: To do so will seriously
system must be kept free from moisture and ob- damage instruments. When blowing back
structions. Drain pitot and static systems after hu´• through nne from instrument Panel. make sure
mid or wet weather. If instrument operation is erratic that no air is blown into instruments.
or inoperative after draining, perform the following:
4. Static system leak test.-The static system
i. Pitot system leak test.-(h/lake sure Master
should be checked for leaks in accordance with in-
Switch is OFF and Gear Control is in DOWN position.)
structions in Federal Aviation Regulation 91.171.
A. Slip end of a short rubber hose over pitot
tube. CAUTION
B. Close open end of hose; slowly roll up hose To avoid damaging either the airspeed indicator
or the landing gear airspeed switch an
equal pressure should be appsl~tyto the pitot
until airspeed indicator reads 150 MPH.
C.
Clamp hose and hold for one minute. side of the indicator while le~k testing the static
D. If airspeed indicator falls more than 9 KIAS, system.
within one minute, check system for leaks and
5. Alternate static source.´•An alternate static
tighten line fittings, source valve is provided to change the static air
E. Repeat steps B, C, and D until obtaining less source from outside the aircraft to inside the cabin.
than a 9 KIAS indicator reading drop. The valve is located on the lower panel under the pi-
lots contiol column. Airspeed indicator and altime-
ter readings will be slightly affected when using the
alternate static source.
34-10-01 HEATED PITOT TROUBLE SHOOTING
Tube does not heat or clear itself Switch circuit breaker Reset circuit breaker.
of ice with switch on. tripped.
Open circuit. Repair.
Excessive voltage drop Check for bad connections in connec
between battery and pitot tors and cables leading to the pitot
head, head.
Heating element burned out. Replace pitot head.
34-00´•00
OLDWILLWAYNE
34-11-00 AIRSPEED INDICATOR The airspeed indicator dial markings are as follows:
Radial Red Line- 195 KIAS
Registers airspeed in knots. Air pressure difference Yellow Are 174-195 KIAS
between impact air, pitot tube and static air (from
static ports on each side of aircraft tailcone) oper- Green Are 65´•174 KIAS
ates airspeed indicator. An electrically heated pitot White Are 59-110 KIAS
head prevents ice obstruction in flight.
NOTE
See Section 27´•95-00 for stall warning systems.
34-11-01 AIRSPEED INDICATOR TROUBLE SHOOTING

Instrument pointer does not indi- Leak in instrument Check for leak and seal case or
cate properly, static lines.

Obstruction in pitot tube. Clean out obstruction.
Instrument pointer oscillates. Leak in instrument case or Check for leak; seal lines.
in pitot lines.
34-12-00 VERTICAL SPEED INDICATOR This instrument has a single needle and two adjoin´•
ing scales that read from 0 to 2000 feet per minute,
Converts barometric pressure changes within the top side for ascent rate and bottom side for descent
static port lines to aircraft ascent or descent rate; rate. The recessed, slotted screw at lower left of in´•
readings are in feet per minute, strument case is used to "zero" indicator when air´•
craft is on the ground.
34-12-01 RATE-OF-CLIMB INDICATOR TROUBLE SHOOTING. (VERTICAL SPEED INDICATOR).

Pointer does not set on zero. Aging of diaphragm. Turn setting screw to reset pointer at
zero. Tap instrument while resetting.
Pointer fails to respond. Obstruction in static line. Disconnect static line from instru´•
(Includes water) ments. Apply low pressure air (10´•25
PSI max.) to instrument end of static
line. Check both static ports for air
flow. Depress static drain valve and
check for water. Keep depressed
until air is free of moisture. Recon-
nect static line to instruments and
leak check.
Pointer oscillates. Leak(s) in static line. Disconnect all instruments connected
to static line. Check individual instru´•
´•ments and test installation for leaks.
Defective mechanism. Replace instrument.
34´•13-00 ALTIMETER pressure. This corrects altimeter reading for pre´•

vailingconditions.
The altimeter operates by absolute pressure and

converts barometric pressure to altitude; reading is
in feet above mean sea level(MSL) The altimeter has
a fixed dial with three pointers to Indicate hundreds,
thousands, and tens of thousands of feet. Baromet-
ric pressure is sensed through static vents. A knob
adjusts a movable dial behind a small window (Kolls´•
man) i n face of mai n dial to indicate local ba rometric
34-11-00
MOONEY AIRCRATT CORPORATION OLDWILLWAYNE
34-13-01 -ALTIMETER- TROUBLE

SHOOTING

Excess scale error. Improper calibration adjust- Replace instrument.
ment.
Excessive pointer oscillation. Defective mechanism. Replace instrument.
High reading. Static pressure system leak. Eliminate leak in static pressure sys-
tem.
Setting knob is hard to turn. Wrong lubricant or lack of Replace instrument.

lubrication.
Inner reference marker fails to Marker out of engagement. Replace instrument.
move when setting knob is
rotated.
Setting knob set´•screw is loose Excessive vibration. Tighten instrument screw, if loose.
or missing. Replace instrument, if gcrew is miss´•
ing.
Cracked or loose cover glass. Excessive vibration. Replace instrument.
Dull or discolored luminous Age. Replace instrument.
ma rki ngs.
Barometric scale and reference Shift in mechanism. Reset pointers.

markers are out of synchroniza-
tion with pointers.
Barometric scale and reference Slippage of mating parts. Replace instrument.
markers are out of synchroniza´•
tion.
34-20´•00 DIRECTIONAL GYRO COMPASS (suction) for satisfactory operation is 4.25 +/-.2 to
5.5 +0.0/-.2. Vacuum system filters should be
This vacuum´•operated instrument indicates heading changed each 500 hours or at one year intervals,
reference. The directional gym rotor is air driven and whichever occurs first. (See Trouble Shooting
rotates with its spin axis horizontal. The knob is used Chart, for maintenance instructions.)
to reset basic directional heading. Vacuum pressure
34-20-01 DIRECTIONAL GYRO -TROUBLE SHOOTING (VACUUM ONLY)

Excessive drift in either direction. Dirty air filter thigh vacuum Inspect filter. Replace if necessary.
indication).
Excessive vibration. Test with vibrometer. If vibration
amplitude is more than .004 inch,
examine shock mountings to see if
connections are pulling on instru´•
ment.
Insufficient vacuum. If vacuum indication is Correct for insufficient vacuum as
below 4.25 IN. Hg., check follows:

as follows:
1. Vacuum regulating valve i. Adjust vacuum regulating valve.

improperly adjusted.
2. Pump failure. 2. Repair or replace pump.
3. Vacuum line kinked, leak´• 3. Locate and replace or repair vac-
ing, or too long for its uum line, if defective. Check for col´•
diameter. lasped inner wall of flexible hose.
34´•13´•01
D/G -TROUBLE SHOOTING (con’t.)

Defective mechanism (worn Replace instrument.
ordirty pivots and bear-
ings.)
Dial spins continuously in one Operating limits have been Reset instrument with aircraft in level
direction. exceeded, flight.
Defective mechanism. Replace instrument.
34-21´•00 TURN COORDINATOR
A gyro instrument that indicates control coordination and rate of turn. This instrument is electrically
driven.
34-21-01 TURN COORDINATOR TROUBLE SHOOTING

Pointer fails to respond. Foreign matter lodged in Replace instrument.
instrument.
No electric current. Check voltage at instrument.
Bar does not set level. Gimbal and rotor assembly Replace instrument.
out of balance.
Fitted or worn pivots or Replace instrument.
bea ri ngs.
In low temperature, bar fails to Oil has become too thick. Replace instrument.
respond or responds sluggishly
and with insufficient deflection.
Insufficient bearing clear- Replace instrument.
ance.
Bar sluggish in returning to level Oil or dirt between damping Replace instrument.
and does not set on level when pistons and cylinders.
stationary.
Excessive clearance between Replace instrument.
rotor and rotor pivots.
34-22-00 MAGNETIC COMPASS NOTE

Refer to S.B. M20-150A, Instruction III, for
The magnetic compass dial, graduated in five-degree detailed degausing procedures.
increments, is encased in a liquid filled glass and
metal case. The unit mounts on top of glareshield. NOTE
The compass should be swung and compensated at
Check for outside magnetic influences if
excessive compens~tion is required.
each annual inspection and whenever new electrical
equipment is installed.
To compensate for N´•S deviation, adjust left screw;
to compensate for E´•W deviation, adjust right screw.
Degausing of tubular structure may be required if
compass be compensated within limits.
cannot
Carefully go over entire steel structure with de´•
gauser, from center to outboard of structure (Left
Right), to remove residual magnetism. It is recom-
mended that an Armature Growler be used to de-
gause steel structure.
34-21´•00
34-22-01 COMPASS TROUBLE SHOOTING

Excessive card error. Compass not properly com´• Compensate instrument.
pensated.
External magnetic interfer- Locate magnetic interference and
ence. eliminate, if possible.
Excessive card oscillation. improper instrument mount- Align instrument.
Ing.
Insufficientliquid. Replace instrument.
Sluggish card. Weak card magnets. Replace instrument.
Excessive pivot friction or Replace instrument.
broken jewel.
Instrument too heavily com- Correct excess compensation.
pensated.
Liquid leakage. Loose bezel screws. Tighten screws.
Broken cover glass. Replace instrument.
Defective sealing gaskets. Replace instrument.
Discolored luminous markings or Age Replace instrument.
discolored damping liquid.
Defective light. Burnt out lamp or broken Check lamp or wiring continuity.
ci rcuit.
34-23´•00 -ARTIFICIAL (GYRO) HORIZON

The vacuum-powered artificial horizon gyro indicates aircraft attitude relative to straight and level flight.
Maintenance is similar to that requiredfor the directional gyro compass.
34-23-01 GYRO-HORIZON TROUBLE SHOOTING

Horizon bar does not respond. Dirty air filter thigh vacuum Examine filter and clean or replace,
indication). if necessary.
Insufficient vacuum resulting Correct insufficient vacuum as fol´•
from the following: lows:
i. Vacuum regulating valve 1. Adjust valve.
2. Pump failure. 2. Repair or replace pump.
3. Vacuum line kinked, leak- 3. Locate and repair. Check for col-
ing, or too long for its lapsed inner wall of flexible hose.
diameter.
Horizon bar does not settle. Defective mechanism. Replace instrument.
Insufficient vacuum. Correct for insufficient vacuum as
outlined above.
34-22´•01
GYRO HORIZON TROUBLE SHOOTING (con’t.)

Excessive vibration. Test with vibrometer. If amplitude is
more than .004 inch, examine instal´•
lation to determine whether flexible
hose connections are restricting
movement of instrument.
Examine shock mountings and
replace, if necessary.
Horizon bar oscillates or vibrates Excessive vacuum resulting Correct for excessive vacuum as fol-
excessively. from the following: lows:
1. Dirty air filter, i. Examine filter and clean or
replace, if necessary.
2. Vacuum regulating valve 2. Adjust valve.
3. Defective mechanism. 3. Replace instrument.
4. Excessive vibration. 4. Test with vibrometer. If amplitude
is more than .004 inch, examine
installation to determine whether
flexible hose connections are restrict-
ing movement of instrument.
5. Shock mounted panel is 5. Examine shock mountings and
contacting structure (inade´• replace if necessary.
quate clearance).
34-90-00 MISCELLANEOUS INSTRUMENTS 34-90´•02 OUTSIDE AIR TEMPERATURE
34-90´•01 CLOCK Provides pi lot with free strea m outside air tempera
ture in degrees Centigrade.
The digital clock is mounted in upper left side of in-
strument panel.
34-90´•00
10
OLDWILLWAYNE
CHAPTER
OXYGEN
CHAPTER 35
OXYGEN
CHAPTER
SECTION
SUBJECT PAGE. DATE
35-Effectivity/Contents 1/2BLANK 11-98

35-00´•00 3 11-98
35-00-02 4 11-98
35-00-02 5 11´•98
35-00-02 6 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
35´•00-00 General 3
35´•00-01 Recharging Procedures 3
35-00-02 Maintenance Practices 4
35-EFF/CONTENTS
1/2BLANK
MOONET AIRCRATC~ CORPORATION OLDWILLWAYNE
35-00-00 GENERAL 35-00´•01 RECHARGING PROCEDURES
The oxygen system is an optional installation for WARNING

M20S, S/N 30-0001 and ON. The system consists of Oil, grease other lubricants in contact with
or
Oxvee" create a serious fire and such
a 115.7 cubic ft. cylinder located in the tailcone im
con’t~act must be avoided when handling oxygen
mediately aft of the baggage compartment bulk- equipment.
head. A reducing valve and altitude compensating
valve are connected to cylinder to regulate oxygen WARNING
flow for a given altitude. Lines connected to altitude NO SMOKING when refilling oxygen cylinder.
compensating valve distribute aviators oxygen to pi- 1.The oxygen cylinder should not be used to less
lot and passengers. The system is activated by the
than 100 P.S.I.; contamination may occur to cylin´•
control knob, rotated to open reducing valve. A
der and valve. The valve must be removed and cylin´•
gauge, located on pilot’s arm rest adjacent to con´• der cleaned and inspected if this happens.
trol knob, indicates pressure of cylinder. When cylin-
2. Refill cylinder with aviators oxygen Specifica´•
der is full, pressure will indicate 1850 P.S.I. at 210
tion No. MIL-~0-27210, through Oxygen Servicing Ac´•
C. (700 F.); The system is serviced through an ac´•
Door (1) (Figure 35-1). No special fittings are
cess opening located aft of baggage compartment
door. Standard refill fittings are required to fill cylin´•
required for this servicing, however, several types of
standa rd oxygen fitti ngs a re i n use and a com pati ble
der with aviators oxygen. (Spec. No. MIL´•0´•27210).
fitting for the Scott Recharging Valve (2) must be
used. Mooney P/N 870025´•501 oxygen recharge
WARNING
hose assembly is recommended.
Proper safety measures must be employep while
oxygen system maintenance is being~pertormea 3 The cylinder contains 1850 P.S.I. at 210 C.
or a senous fire hazard will be created. Avoid (70" F.) when fully charged. Temperature has an af´•
making sparks and keep ail burning cigarettes or feet on the correct charging pressure; See Section
fire away from vicinity of oxygen. Mike sure 12-10´•04 and JFigure 12-1) for pressure vs, tem´•
that your hands, tools, and cl-~fhingare clean, perature charging pressure.
particularly with respect to oil or grease, for
these will IGNITE upon contact with pure oxygen
under pressure.
~I
OXYGEN SYSTEM FIGURE 35-1
35-00-00
OLDWILLWAYNE
35-00-02 MAINTENANCE PRACTICES 6. Oxygen cylinder removal. The oxygen cylinder

(Ref: AC 43.13-1A,chap. 8, para. 363) is located in tailcone, aft of baggage compartment
bulkhead. Access to cylinder is obtained through ac´•
1. The control cable (3) (Fig. 35-1) is attached to cess door on left side of aircraft behind left wing.
actuating arm (4) on reducing valve (5). This cable is
routed through various bulkkeads along the left side WARNING
panel to control knob(6) at pilot’s posifion. The con- Keep fite,~cigarettes and sparks away from
trol is a push´•pull cable assembly that is activated vlcl""" of tne oxygen cylinder. Oil and grease
by a rotating knob assembly. The supply gauge (7),

wiijlj~NITE upon contact with oxygen under
Idcated adjacent to this control, indicates pressure pressure.
of oxygen available in system.
pilot’s control knob in "closed" position.
A. Place
2. The pilot’s and co-pilot’s outlets (8) and pas-
B. Gain access to cyl inder through access door.
senger outlets (9) should be inspected for damage
andcleanliness during servicing. C. Slowly loosen supply line fittings at cylinder
3. Inspect individual oxygen masks, and fittings valves, (reference Figure 35-1), to relieve any pres´•
for damage. sure that may exist in supply lines. After pressure is
4. Oxygen system test procedures. Remove oxygen ’elieved, remove lines.

line from regulator and plug line. Cap open regulator D. Disconnect control cable (3) from arm (4) on
port with clean plastic dapfo prevent contamination reducing valve (5).
of regulator. Conduct low pressure system leak test E. Cap all open lines and regulator openings
using a 70 10 PSI oxygen supply plugged into one with clean metal caps.
cabin outlet and a test gauge plugged into another
outlet. Apply 70 10 PSI to system, allow 2 min´• F. Note orientation of regulator valves and con-
utes for system to stabilize; remove oxygen supply. trol armrelative to attachment lines and bulkheads,
Drop in pressure after 15 minutes shall not exceed prior to removal.
five PSIG. Remove temporary plug and ensure that G.Loosen cylinder retaining clamps (11)
cylinder is charged to capacity. Conduct high pres´• while supporting cylinder. Carefully remove cylin´•
sure test using cylinder pressure. Refer to supply der/regulator assembly from secured position.
gauge on pilot’s stde wail, note cylinder pressure. 7~ Oxygen cylinder installation.
There shall be no pressure loss after 30 minutes. If
A. Place new cylinder/regulator assembly into
leakage exists, apply MIL-L-25567 leak test solution
to suspected areas. After test, wipe clean and dry. position in clamps and secure. New cylinder/regula´•
Make necessary repairs and retest. tor assembly should be positioned with regulator
5. Oxygen system purging. Offensive odors may be valves and control arm in same position as old, re-
removed from oxygen system by purging. The system moved cylinder assembly components.
should also be purged any time lines are left open B. Remove caps from lines. Carefully inspect
and subject tocontamination. Purging is accom- all connections for damage or any foreign substance
plished by connecting a recharging cait to system before connection to new cylinder and valves.
and permitting oxygen to flow through lines and out- C. Connect all lines to proper fittings. Connect
lets until any offensive odors have been carried away,
control cable (3) to arm (4) on reducer valve (5).
WARNING D. Charge cylinder, if required, to correct pres-
making sparks and keqp all burni?g
Avoid sure, see recharging table on (Figure 35´•2).
cigarettes or tire away from vicinity of alrPlane E. Place pilot’s contol knob to "open" position
when the outlets are in use. Inspect filler
connection for cleanliness before attaching it to and plug an oxygen mask into pilot’s outlet to check
filler valve. Make sure that your hands, tools, for proper system operation.
and clothinpr are particularly from gr.ease
c~oqan.
and oil s‘fains, for these contamlnants will
F. Repeat this checkout procedure for all outlets.
IGNITE upon contact with oxygen under G. Test system for leaks per leak test check,
pressure, paragraph 35-00-02, D.
Fl. Reinstall access door.
The following procedures are recommended to
purge system: NOTE
A. Connect recharge cart to filler valve. Set cart Oxygen cylinders must be hvdrostatic tested in
pressure regulator to deliver 50 PSI to system, acco’rdance with DOT Code of Federal
B. Plug in oxygen mask at each outlet in cabin. Reg~ulations,Title 49 c_h_i~p, 1
~REFER tO
C. Open cabin door and place control knob in
"half open" position. NOTE
D. Allow system to purge for one hour. If an of´• All oxygen cylinders must be replaced every
fensive odor still lingers, continue purging system 10,000 recharge cycles.
for an additional hour. If such odors still remain, re-
NOTE
place supply cylinder. After system has been ade- Maximum life for composite oxygen cylinders is
quately purged, remove masks from outlets, place 15 years.
control knob in "closed" position. Service system as
described in 35´•00´•01.
35´•00-02
NOTE Filling pressures will vary due to ambient tempera´•

Maximum life for ligt~t weightsteel oxygen ture in the filling area and the rise of temperature re´•
cylinders a 24 years. suiting from compression of the oxygen. Because of
this, merely filling to 1850 PSIG will not result in a
properly filled cylinder. Fill to pressures indicated
on chart, FIG. 35´•2, for ambient temperatures.
I
AMBIENT FILLING PRESSURE AMBIENT FILLING PRESSURE
TEMPERATURE OF PS1G TEMPERATURE OF PSIG
0 1650 50 1875
10 1700 60 1925
20 1725 70 1975
30 1775 80 2000
40 1825 90 2050
OXYGEN FILLING PRESSURES VS. TEMPERATURES CHART

FIGURE 35-2
35-00´•02
BLANK
35-00´•02
OLDWILLWAYNE
CHAPTER
VACUUM
CHAPTER 37
VACUUM
CHAPTER
SECTION
SUBJECT PAGE DATE
37-Effectivity 1/2BLANK 11´•98

37-00-00 5 11´•98
37´•11-02 6 11-98
37-12-04 7 11´•98
37-21-02 8 11´•98
37-40-00 9 11-98
37-42-02 10 11´•98
37-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRACT CORPORATION
CHAPTER 37
VACUUM
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT. SUBJECT PAGE
37´•00-00 General 5
37-10-00 Distribution 5
37´•11-00 Dry Air Pump 5
37´•11-01 Maintenance Practices 5
37-11-02 Servicing 6
37´•11-03 Removal 6
37-11-04 Reinstall 6
37-12-00 Vacuum Regulator 6
37´•12´•01 Maintenance Practices 6
37-12´•03 Removal 6
37´•12-04 Reinstall 7
37´•12´•05 Adjustment 7
37´•13´•00 Filters 7
37-1301 Maintenance Practices 7
37-13´•02 Servicing 7
37-13´•03 Removal 7
37-13´•04 Rei nstal 1 7
37-14´•00 Hoses 7
37-14´•01 Maintenance Practices 7
37-14-03 Removal 7
37´•14´•04 Rei nstal 1 7
37´•20´•00 Indicating 7
37-21´•00 Vacuum Switch 7
37-21-01 Description 7
37´•21´•02 Maintenance Practices 8
37-21´•03 Removal 8
37-21-04 Reinstall 8
37-21-05 Adjustment 8
37-30´•00 dry Air Pump Repair. 8
37 ´•30´•01 Coupling Installation 8
37-40-00 Stand´•by Vacuum System 9
37´•41´•00 Operational Procedures 9
37-42´•00 Maintenance Practices 9
37´•42-01 Removal 9
37´•42´•02 Installation 9
37-CONTENTS
3/4BLANK
37-00-00 GENERAL by pushing STBY VAC switch, located on instrument

panel, ON:
An engine driven, dry air, vacuum pump supplies
suction for vacuum operated gyroscopic flight in-
37´•10-00 DISTRIBUTION
struments, the Directional Gyroand Artifici,I Hori-
ton. Air is passed through a filter before entering in´•
struments. A vacuum regu later valve is incorporated 37-11-00 DRT AIR PUMP
to maintain required operating vacuum throughout
A air pump(l) (Figure 37´•1) requires no mainte´•
dry
engine power range. Idle RPM settings will normally nancebetween replacement. Replacement is recom´•
not provide adequate vacuum to satisfactorily oper-
mended at 500 hours and at engine overhaul.
ate instruments.
A vacuum annunciator light will illuminate(RED) and NOTE
flash when vacuum drops below setting required to Always replace inoperative pump with new air
operate instruments. The vacuum annunciator light pump.
will illuminate steady (RED) when vacuum exceeds
normal regulator settings. CAUTION
A standby vacuum system is standard for the M20S
Alwavs clean pump to filter line and replace
filter between pump and firewall wh~n replacing
aircraft. It is either installed on engine accessory a failed pump to prevent particles nom tailed
pad through an electrically activated clutch assem- pump being Ingested by new pump.
bly or inside the tailcone as a separate electric mo´•
tor driven/vacuum pump assembly.
37-11-01 MAINTENANCE PRACTICES
Either standby vacuum system should be activated
manually when the "HI/CO VAC" light flashes when Protection ofpneumatic, dry air, pump when clean´•
operating on the engine driven system. This is done ing engine compartment is very important.
STAND-BY VACUUM ARTIFICIAL

HORIZON
PUMP OPERATIONAL
CHECK SYSTEM
,Qj SC
DIRECTIONAL
C;YRO
VACUUM
REGULATING
VALVE
FILTERS
STAND-BY I I GYZO FILTER

VACUUM
PUMP OVERBOARD TUBES (PRESSURE)
MAIN VACUUM PUMP
SMR37-1
TYPICAL VACUUM SYSTEM FIGURE 37´•1
37-00-00
OLDWILLWAYNE
WARNING CAUTION
Failure to protect dry air gump from Pump housing should never beplaced directly in
contamination by engine cleaning solvents mav a nse, since clamping across the center housing
result in failure of dry air pump within a short will cause an Internal failure of carbon rotor.
period df ope’ratidn. 3. Spray fitting threads with silicone and LET
Prior to washing down engine compartment, the fol´• DRY. D~O NOT use teflon tape, pipe dope or thread
lowing precautions must be taken for better service tube.
life of pneumatic, dry air pump. 4. Install fittings in pump. Hand tighten.
1. Dry air pump coupling. 5. Use only a box wrench to tighten fittings to de-
CAUTION sired position. DO NOT make more than oneand one
half (1 1/2) turns beyond hand-tight position.
Do not blast air pump coupling area or other
pneumatic system components with cleaning 6. Install new pump mounting gasket (supplied
solvent under high pressure. with new pump). NOTE: No gasket is required be-
tween stand´•by pump/clutch assembly and its
Protect coupling area between pump mounting
adapter plate mounting pad.)
flange and pump housing by wrapping a protective
7. Always replace ALL locking washers when in-
covering around that area dunng engine cleaning.
stalling a new pump. Tighten all four (4) mounting
CAUTION nuts 90 to 110 in. Ibs.
Do not allow protective coverinn around coupling
8~ Prior to reconnecting hoses, inspect inside of
or filters to become saturate’d with solvent.
hose carefully to make sure it is clean and free of all
Seals in front frame of housing behind coupling are debris, oils or solvents. Use vacuum or air pressure to
designed to keep out foreign material such as dirt, clean lines. Remove hoses from aircraft, if necessary.
dust and light fluid. However, fluid under high pres´• When hose clearance is tight, making it difficult to re´•
sure can be forced past seals and enter pump. install onto pump fitting, spray fitting at hose end
2. Dry air pump fittings. Before washing engine, with silicone. LET DRY, then install hose by pushing it
check pump fittings for looseness of threaded fit- straight on.
tings. Fluid can seep through loose threads and enter CAUTION
pump. Do not wiggle hose from side to side. Wiggling
3. Dry air pump discharge hose (vacuum instru- could cause particles to be cut from hose ID.
ment system). Plug end of hose or fitting and flag it These particles will damage pump.
with a RED "Remove Before Running Engine" tag,
then clean engine. CAUTION
Change all filters in system. This must be done
CAUTION or pump warranty may be voided.
Remove plug prior to running engine.
37-12-00 -VACUUM REGULATOR
37-11-02 -SERVICING
Vacuum regulator (2) (Figure 37´•1) is a spring-
The dry air pump requires no servicing. The internal controlled diaphragm valve for regulating vacuum
parts are self-lubricating and require NO ADDI- for ai rcraft’s pneumatic i nstrument system. Vacuum
TIONAL lubricating regulator is located on left firewall, inside cabin, just
under gla reshield. Adjust vacuum regulator valve ac´•
37-11-03 REMOVAL cording to SECTION 37´•12´•05.
1. Disconnect hoses from dry air pump.
2. Remove main air pump from engine; discard
old mounting gasket and locking hardware. Check general condition of regulator to insure it is
3. Remove fittings from pump. Retain fittings if they Secu’e and in airworthy condition.
are serviceable; clean thoroughly before reusing. Dis-
37-12-02 -SERVICING
card twisted fittings and nutswith rounded corners.
4. Pad inspection. Check condition of AND 20000 No servicing is required for regulator other than fil´•
pad seal. If seal shows any signs of oil leakage, re´• ter replacement. See SECTION 37-13-00 for details.
place seal. Replace seal if there is any doubt as to its 37-12-03 -REMOVAL
servlcea bi I ity.
i. Inside aircraft underneath instrument panel,

37-11-04 INSTALLATION OF NMI PUMP
remove both instrument lines from vacuum regula-
(Main or Stand-by) tor; cap lines to prevent foreign objects from enter´•
CAUTION ing system.
Never install a pump that has been dropped. 2. Engine compartment remove hoses from vac-
UUm regulator; cap hoses to prevent foreign objects
1. Consult airframe manufacturer’s current parts
or the PMA la-
f’om entering system.
manual, Airborne’s Application List,
bel on pump box to verify that pump is correct 3. Loosen and remove large nuts at firewall on
model for engine and/or system. vacuum regulator.
2. Place pump mounting flange in a law-protected 4. Pull regulator aft to remove from aircraft.
vise, with drive coupling downward. Protect pump
mounting flange with soft metal or wood.
37-11´•02
37-12-04 -REINSTALL CAUTION

Don’t over tighten; overtightening will crack rear
i. Inside aircraft, insert vacuum regulator housing.
through mounting hole in firewall.
2. Install large nut on regulator and tighten. 37-14-00 HOSES
3. Engine compartment, install hoses from pump The hoses of aircraft,
are MIL-H´•,type.
to regulator and secure.
4. Inside aircraft, install both instrument lines to 37-14-01 MAINTENANCE PRACTICES
regulator and secure.
During engine cleaning, protect discharge hose:
37-12-05 ADJUSTMENT i. Plug end of hose and flag it with a red "Remove
Before Running Engine" tag, ~hen clean engine.
1. Tee calibrated vacuum gauge into system up´•
stream of regulator (see Figure 37-1). CAUTION
2. Operate engine at a minimum of 1700 RPM. If Remove plug prior to running engine.
vacuum regulator is not set at 4.75 +/´•0.25 In. Hg.,
check of all clamps for security is recom-
bend locki?g tab away from thumb adjustment
screw. Turning screw IN, will increase vacuum; turn-
ing screw OUT, will decrease vacuum. Set vacuum to 37-14-02 SERVICING
read 4.75 +/-0.25 In. Hg.
NOTE Inspect inside of hose carefully to make sure it is

clean and free of all debris, oils or solvents. Use vac´•
After setting regulator rebend tab back to lock
uum or air pressure to clean lines. Remove hoses
ad9usti;lg screw.
from aircraft, if necessary.
37´•13-00 FILTERS
37-14-03 -REMOVAL
All filters, except vacuum regulator filter are of
paper-pleated material design. The vacuum reguia´• Replace old, hard, cracked or brittle hose, particu-
tor filter is a foam-garter design. larry on pump inlet. SECTIONs of inner layers may
separate, causing pump failure.
37´•13-01 MAINTENANCE PRACTICES
37-14-04 -REINSTALL
i. Air filter replacement intervals: (See SECTION
5-10-01) Where hose clearance is tight, making it difficult to
A. Vacuum regulator, garter filter every 100 reinstall it onto pump fitting, spray fitting at hose
hours. end with silicone: LET~DRY, then Install hose by push-
B. Gyro instrument filters i"g it straight on.
every 500 hours or
at least once a year. NOTE:
2. All filters require routine inspection of condi- Do not wiggle hose from side to side. Wiggling
tion of element and security of filter in system. could cause particles to be cut from hose ID.
These particles would damage pump.
3. All filters must be changed when a new pump is
installed. Make certai n hoses are connected to correct fitti ngs.
Incorrect installation will cause damage to gyro sys-
37-13-02 ´•SERVICING tem. Install clamps and secure.
Filters require no sdrvice except, routine inspec-
tions. Replace with new current configuration filters. 37-20-00 -INDICATING
Optional instrument filters (if installed) should fol´• The indicating system contains a low vacuum warn-
low same cleaning and replacement schedule. ing light, HI/~O’ VAC in annunciator, which flashes
(RED) when vacuum is below 4.25 +/-.2 In. Hg. and
37´•13-03 REMOVAL a high vacuum warning light, HI/LO VAC in annun-
i. Vacuum regulator garter filter is removed by Ciator, Which illuminates steady (RED) when vacuum
stretchi ng it over and off regulator frame. goes above 5.5 (+.2´•.0) In. Hg.
2. The Gyro instrument’s filter is mounted on a
37-21-00 VACUUM SWITCH
bracket under instrument panel just forward and to
the right of pilot’s right knee. The vacuum switch (7), Fig. 37-1, is located on ei-
3. Disconnect two hoses coming into filter and re´• ther the Artificial Horizon (3) or Directional Gyro(4).
move filter from bracket. The illuminating low and high "light ADJUST-
MENTS" are done on the switch, NOT on the annun-
37-13-04 -INSTALLATION ciator panel.
i. Prior to installing a new vacuum regulator filter
check regulator to i nsure that it is clea n from a ny for´•
37-21-01 DESCRIPTION
eign material. The switch is a low and high vacuum sensi ng, adj ust-
2. Reinstall new filter in fitting and secure. able unit.
37´•12-04
OLDWILLWAYNE
37´•21-02 MAINTENANCE ting screw is located. Adjust until the "HI/LO VAC"
light on annunciator is illuminated.
Inspect for switch security on instrument and that all 5. After you have completed switch adjustment
wires are secure at switch.
turn aircraft power OFF.
37-21-03 REMOVAL 6. Remove switch from hose and gauge.
7. Reinstall switch on Gyro. Reconnect wires.
Disconnect wires and unscrew from aft instrument
housing. CAUTION
Crossing electrical wires on vacuum switch will
37-21-04 REINSTALL cause annunciator lights to act in reverse.
Install switch in housing and tighten. Reconnect 37-30-00 DRY AIR PUMP
wires. REPAIR/REPLACEMENT
CAUTION COUPLING INSPECTION AND
37-30-01
Do not over tighten. Over tightening will cause REPLACEMENT (FIGURE 37-2)
cracking of aft instrument housing.
1. Remove vacuum pump from engine in accor´•
37´•21-05 -ADJUSTMENT
dance with SECTION 37´•11-03.
1. Remove switch from instrument. Reinstall 2. If coupling(l) has sheared, remove engine cou´•
wires if removed. Attach poly-vinyl hose, "T" fitting pling drive gear (2) from engine gear housing.
and calibrated gauge to vacuum switch. Connect 3. Use screwdriver or similar tool, remove pump
other end of hose to a vacuum source, drive coupling (1) from coupling drive gear (2) and
2. Turn aircraft power ON. The "HI/LOW VAC" coupling drive gear (3) being careful not to damage
light should flash. drive pins.
3. Apply vacuum and adjust source to 4.25 4. Push new drive coupling (1) into place on cou´•
(+/-0.2) In. Hg. Adjust Low setting screw (connector pling drive gear (3).
end of switch) to illuminate low vacuum circuit on 5~ Push coupling drive gear (2) into place on
the annunciator panel.
pump drive coupling (1).
4. Increase vacuum source to 5.5 (+.2-.0) In. Hg. 6. Turn by hand check for correct rotation of
Punch a small jewelers screw driver through the
pump.
polyvinyl tube and into fitting where the high set´•
0‘0\ \--~O
O ~O
L, L,
VACUUM PUMPS MAY VARY, BUT
SMEAR COUP LING WILL BE SIMILAR
FOR MOST VACUUM PUMPS.
SMX37-2
DRY AIR PUMP COUPLING INSPECTION/REPLACEMENT FIGURE 37-2
37-21-02
7. Reinstall pump on engine and test run (referto The tailcone mounted stand´•by~ vacuum pump as-
SECTION 37´•11-04) sembly is to be repaired/serviced in accordance
8. Make log book entry. with the particular vendor’s procedures.
37-40-00 STAND-BY VACUUM SYSTEM 37-42-01 REMOVAL (Clutch Driven)

37-41-00 OPERATIONAL PROCEDURES 1. Disconnect hoses from stand-by vacuum
The Stand´•by Vacuum Pump assembly, incorpo´•

pump/clutch assembly.
rated on the M20S, is either a engine mounted, stan´• 2. Remove four (4) nuts and washers attaching
dard vacuum pump coupled to an electric clutch as- stand-by pump/clutch assembly and remove as-
sembly or a tailcone mounted, electrical motor sembly from adapter plate pad. The adapter plate
driven, standard vacuum pump assembly to allow does not require removal.
the operator to select ON/OFF operation, as neces- 3. Proceed with inspection of stand´•by vacuum
sary The Stand´•by Vacuum system is to be used, pump/clutch assembly per steps in SECTION 37-
only as needed, when the main vacuum pump mal- 11-03 steps 3 and 4.
functions. The VAC annunciator light will illuminate
(RED), either flashing (Iow vacuum) or steady thigh NOTE
vacuum) when this situation occurs. If during inspection the AND 20000 Pad seal
If annunciator is flashing RED, push STBY VAC shows signs of leak;npr, the adapter plate and
switch ON and annunciator light should extinguish drive extension removed to allow
as stand-by vacuum system takes over for all instru´• ’eplacement of pad seal between drive extension
and AND 20000 pad. A gasket is also required
ment operations. If annunciator is steady RED,
between drive extension and stand-by
monitorflight instruments with non´•vacuum gauges pump/clutch adapter plate. No gaskefis
and continue with flight, if feasible, or land and have
required between stand-by pump/clutch
Vacuum System repaired. assembly and adapter plate~pad.
WARNING
Malfunction of main air Pump could be caused by 37-42-02 INSTALLATION OF NEW STANDBY
some contamination within vacuum system and~ VACUUM PUMP ASSEMBLY
stand-by vacuum pump/clutch assembly could be
affected by the same cause, i. Refer to SECTION 37-11-04 for installation of
new stand-by vacuum pump/clutch assembly. No
Operation of the engine driven, clutch actuated gasket is required between stand´•by pump/clutch
stand-by vacuum pump can be checked when engine assembly and adapter plate pad.
is running by the following procedures:
1. Verify indicator RED button on C/B panel is
2. Replace stand´•by vacuum pump/clutch assem-
visible. bly as a complete unit.
2. Turn Stand´•by Vacuum pump switch ON. 3. Replace all lockwashers. Tighten mounting
nuts 90 110 in. Ibs.
3.RED indicator button will not be visible if
stand-by vacuum pump is operating properly. WARNING
4. Turn Stand´•by Vacuum pump switch OFF. If adapter plate, to mount stand-by pump/clutch
A complete check out and maintenance of entire vac- assembly, has been removed for any reason, it is
uum system is necessary if either pump experiences necessary to apply Loc-Tite, 271 on threads of
a malfunction, flush head attaching screws (4 each) and torque
each screw to 70 Inch Ibs.
NOTE
The engine mounted stand´•by vacuum pump/clutch Refer to Airborne Service Letter No. 34, for
assembly is mounted adjacent to main vacuum inspection information on stand-by vacuum
pump on engine accessory case. pump/clutch assembly drive coupling.
37´•40-00
OLDWILLWAYNE
B eA N K
37´•42-02
10
OLDWILLWAYNE
CHAPTER
ELECTRICAL PANELS
ANDCO NI PO N E NTS
SERVICE AND MAINTENANCE MANUAL M20S MOONET AIRCRATT CORPORATION
OLDWILLWAYNE
CHAPTER 39
ELECTRICAL PANELS AND COMPONENTS
CHAPTER
SECTION
SUBJECT PAGE. DATE
39´•EFF/CONTENTS. 1/2BLANK 11-98

39-00-00 3 11´•98
39´•10´•02 4 11´•98
39-11-01 5 11-98
39-11-02 6 11´•98
39-11´•04 7 11-98
39-21´•00 8 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
SU BJ ECT SU BJ ECT PAGE
39-00-00 General 3
39´•10´•00 Instrument and Control Panels 3
39´•10´•01 Flight Instruments 3
39-10´•02 Avionics Equipment 4
39-10´•03 Engine Instruments and Circuit Breakers 4
39´•11´•00 Flight instrument Panel 4
39-11´•01 Cluster Gauge 5
39´•11´•02 Landing Gear Switch 6
39´•11´•03 Landing Gear Safety Override Switch 6
39´•11´•04 Clock 7
39-12´•00 Avionics/Radio Panel 7
39-12´•01 Annunciator Panel 7
39-12-02 Emergency Locator Transmitter (ELT) Switch 7
39´•12´•03 instrument and Radio Light Control Box 7
39-12´•04 Cigar Lighter 7
39´•20´•00 Electricai/Electronic Equipment Rack 7
39-21´•00 Miscellaneous Maintenance 8
39´•21-01 Equipment Maintenance. 8
39´•EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
39´•00´•00 ´•GENERAL A radio blower is incorporated to cool the avionics
package. It is turned on when Radio Master Switch is
The instrument panel is divided into three basic turned ON.
groupings; (1) Flight Instruments, (2) Avion- See Chapter 91 for Electrical System Hardware Charts
ics/Radio Panel, and (3) Engine Instruments and
and Schematics.
Circuit Breaker Panel. The flight instrument panel
is shock mounted. The Radio/Avionics Panel gen- 39-10´•00 INSTRUMENT AND CONTROL
erally, has individual racks for components and PANELS
are quick removal type. The Circuit Breaker Panel
is located in a removable panel, located at the far 39-10-01 FLIGHT INSTRUMENTS
right of cockpit.
i. Removal.
Circuit breaker/switches for standard and/or op-
tional accessories and equipment are located on A. Remove screws attaching glareshield and
upper/mid left and bottom of flight instrument cover plate and carefully lift glareshield to expose wire
panel. disconnects for glareshield lights. Disconnect wires
and lift glareshield off.
Cluster gauges, containing fuel quantity and en-
gine operating gauges are located to the right of B. Disconnect plumbing and/or electrical con-
flight and navigation instruments on pilot’s instru´• nections from flight instruments to be removed.
ment panel. C. Disconnect and remove any post lights.
The annunciator is located at the top of Avion- D. Remove mounting screws securing instrument
ics/Radio Panel. to panel.
The panel illustration depicted in Figure 39-1 E. Remove instrument by sliding it aft from panel.
shows a typical installation. Model year improve- 2. Installation.
ments, technical improvements or various avion- A. Place instrument into proper location on panel.
ics installations dictate which instrument will be
B. Insert and secure mounting screws to hold in-
installed in a given location.
strument to panel.
1"8_811
~p,t Coral
B
.a~ o
t~
teas
8 b’o"b
00000000
B 888 n
oa(3
FLIGHT/ENGINE AVIOI\IICS/ CIR6UIT
IN STRUMENT RADIO BREAKER
PANEL PANEL PANEL
(TYPICAL) (TYP.) (TYP.)
SMS39-1
TYPICAL INSTRUMENTS AND CONTROL PANEL FIGURE 39-1
39´•00-00
SERVICE AND MAINTENANCE MANUAL M20S MOONET AIRCRA~T CORPORATION
OLDWILLWAYNE
C. Connect post lights.
D. Connect all plumbing and/or electrical con´•
3
nections to instrument; perform pitot-static leak
check.
E. Position glareshield so electrical connec- C
tions can be made and secured.
F. Secure glareshield and cover plate with I B
screws.
39-10-02 AVIONICS EQUIPMENT
Each avionics package installed is basically a cus-

tomized package to meet requirements of the cus´•
CIRCUIT
tomer. Wiring harness, any associated plumbing or
mechanical mechanisms required for a particular BREAKER
avionics installation, are well secured to prevent any PANEL
interference with other components. Removal of
these avionics components will require evaluation of
each installation to determine the proper procedure D
or sequence to follow.
i. Removal.
REMOVAL
Most individual avionics components are mounted
in slide out chassis racks. Loosen screw on face of
CIRCUIT BREAKER PANEL REMOVAL
component and slide unit straight aft to remove.
FIGURE 39´•2
Some components are not mounted in slide out
chassis. Removal of these units will require the same H. Remove thin lexan glass insulation strip, if
sequence as removal of flight instruments in SEC´• required, when removing components.
TION 39-10-01. i. Remove circuit breakers by unscrewing nut
from stem on each circuit breaker and push circuit
CAUTION
must be stacked from bottom to breaker forward through panel.
Radio panel top
as units are installed. 2. Installation.
A. Installation of new instrument or circuit
2. Installation. Install repaired or new unit in reverse
breaker into panel is accomplished in reverse se-
sequence of removal. quence of removal.
39-10-03 CIRCUIT BREAKER PANEL B. Insert lexan insulator sheet in proper loca-
tion to prevent any short circuits.
The Circuit Breaker Panel is a n assem bly that can be
39-11-00 ~LIGHT INSTRUMENT PANEL
pulled out as a unit for removal of any switch or cir´•
cult breaker. The flight instrument panel is a shock mounted
1. Removal. pa net containing various flight instruments for a par-
A. Remove glareshield refer to SECTION 39- ticular installation group. These instruments vary
10´•01. slightly depending upon avionics package installed.
The panel contains circuit breaker/switches, along
B. Drill out 3 rivets on outside of airplane (B)
with Master Switch, which control most systems of
(Fig. 39-2). These are located forward of the cabin
aircraft. Refer to Figure 39-3).
door hinge and above cabin air inlet scoop, approxi-
mately 4 inches below windshield. Access for maintenance of switches or related wiring
is obtained by removing two attachment screws and
C. Remove two screws from face of panel at up-
pushing switch forward through panel. There is a
per left corner (C) (Figure 39-2).
common bus bar on some switches that will require
D. Remove two screws (D) from underneath,
loosening or removal for switch replacement.
near edge of panel face.
E. Remove MS21919DG() clamp(E)from steel CAUTION

Care should be exercised when replacing wiring
structure cross brace, underneath panel, forward
or switches to ensure proper angnment of
section, see (Figure 39-2). terminal connections to prevent shorting between
F. The panel should now be free to slide aft ap´• switi~hes.
proximately 4-5 inches. This will allow access to
plumbing and electrical connections.
G. Remove plumbing or electrical connections
from component that will be removed.
NOTE
Insome instances, components other than the
one to be removed must be ren;oved
or at least
some wiring
or pl;mbing
disconnected to gain
access to the desired component.
39-10-02
OLDWILLWAYNE
i 1BB B
O Flii mjm
mi"""" a
aB ~f;L
6%ii
EOMD~ pl~D 1*0(
aB~ B RB
"6~
SMS39-3
ROCKER/CIRCUIT BREAKER SWITCHES FIGURE 39-3

39-11-01 CLUSTER GAUGE Loosen single screw to the point where it no longer is
threaded into chassis. Use screw as the "handle" to
The cluster gauges are located at the top/right of
pull module from cluster chassis. In some cases the
flight panel. Access is obtained by removing glare´• adjacent, more centered, module may need to be re-
shield per SECTION 39-10´•01. Cluster gauges moved before one of the edge modules will easily come
have the capability of individual module replace´•
a"d replace defective module as
T, remove entire cluster gauge, the wi ring ha mess can
be disconnected at connector adjacent to cluster
gauge unit. The nuts on terminal studs need to be re´•
moved so wire terminals can be pulled from studs to
remove modules from cluster gauge chassis.
TROUBLE SHOOTING GUIDE FOR CLUSTER GAUGES
PRESSURE INSTRUMENTS GAUGE CONDITION CHECK FOR THESE POSSIBILITIES

Gauge reads full scale with en´• Wire between sender and Faulty sender, wiring or gauge.
gine shut down. gauge disconnected or open.
Gauge reads zero when engine is Wire between sender and Faulty sender, wiring or gauge.
running. gauge grounded.
TEMPERATURE INSTRUMENTS GAUGE CONDITION CHECK FOR THESE POSSIBILITIES

Gauge reads full scale with en´• Wire between sender and Defective gauge, wiring or sender.
gine cool or cold. gauge grounded.
Gauge reads zero when engine is Wire between sender and Defective gauge, wiring or sender.
hot, gauge is open or discon´•
nected.
39-11´•01
OLDWILLWAYNE
1 ~88 i
D C13 ~m
r~awlolglalsll 8 a
a aiii5
O B B ~88
ENGINE/CLUSTER GAUGES FIGURE 39´•4

TROUBLE SHOOTING GUIDE FOR CLUSTER GAUGES (con’t.)
FUEL SYSTEM GAUGE CONDITION CHECK FOR THESE POSSIBILITIES
Gauge indicates empty. Grounded wire between Defective sender or wiring. Inoperative
sender and gauge. gauge. Floats stuck on bottpm.
Gauge indicates past full when Open sender lead. Open sender (open resistance ele-
tank is less than full. ment).
Sender not properly grounded to
airframe.
Gauge off calibration. Note: Some
clusters are equipped with fuel gauges
that have trim pots and may need re´•
calibration.
Gauge indicates 1/2´•-3/4 when On dual sender systems, Lead between isolated sender and
tank is full, the isolated sender may grounded sender is grounded.
be grounded. Either sender defective.
Gauge off calibration.
O/B float stuck on bottom of tank.
39-11-02 LANDING GEAR SWITCH ing gear safety system will not allow gear to retract
below 65 +7/´•4 KIAS.
The landing gear switch is a two position switch located
at the top right side of flight instrument panel. The CAUTION
wheel shaped knob must be pulled aft prior to raising or Activation of gear safety override switch while
aircraft is on ground may cause landing gear to
lowering switch to activate landing gear actuator, retract.
i. Glareshield will require removal to gain access
to switch for maintenance action (refer to SECTION i. Disconnect wire connectors, approximately 6
39-10-01). inches from switch, by cutting with wire’ cutters or
2. Remove wire connections from back of landing Ope"ing knife disconnects.
gear switch. 2. Loosen nut on stem and hold nut located inside
3. Turn wheel shaped knob counterclockwise to mounting bracket. The RED lens may need to be re-
moved to fully remove switch from panel and
remove from stem.
bracket.
4. Remove nut and washer from face of switch and
3. The light bulb, GE 327, can be replaced after
push switch through panel. glareshield is removed by bending a nail or similar
rod (approximately 3/32’ diameter) and pushing
39-11-03 LANDING GEAR SAFETY
RED lens OFF to front of panel. Use a small vacuum
OVERRIDE SWITCH
tube puller or soft nosed instrument to pull bulb
from socket.
The landing gear safety override switch is located
above landing gear switch. Proper operation of land´•
39´•11-02
OLDWILLWAYNE
39-11-04 CLOCK on left side of aircraft fuselage. The ELT antenna is lo-
cated on top of tailcone underneath the fiberglass dor-
The digital clock can be set by using procedures sal fin. The unit has a three position switch "ON",
included in POH/AFM, SECTION VII. "OFF" and "ARM". The correct position of this switch is
"ARM". The remote switch is connected in parallel to
39-12-00 AVIONICS/RADIO PANEL
the ELT circuit and will operate correctly either in
The avionics/radio panel contains equipment in´• "ARM" mode or "ON" mode. Normal operation is in
stalled per sales order by Mooney Aircraft Corpo´• "ARM" position. Place remote switch in "ON" position
ration and/or other equipment installed by other and tune communication radio to 121.5 Mhz to verify
sources, as the owner desires. The maintenance that a warbling tone is heard. Place remote switch
information contained in this Service and Mainte- back to "ARM" position for normal operation.
nance hr9anual describes Mooney factory installa-
CAUTION
tions only. Testing of ELT should be conducted only during the
Avionics/radio components are removed and in- first live (5) minutes after any hour and no lon~ger
stalled according to SECTION 39-10´•02, 1 and 2. than three (3) audible sweeps.
i. If warbling
tone is not heard, replacement of ELT
battery entire unit may be necessary. Follow ELT
or
I i manufactures instructions for battery replacement.

fsc~i!
C, 2. if ELT unit is found to be operating properly and
system still will not work correctly through remote ELT
b´• I B
switch, repai r or replacement of switch or wiring wi II be
required.
A. To gain
"i"
access to remote switch and wiring,
1
10-01).
N e4~ B. Remove switch retaining nut and washer. Push
switch through face of panel. Disconnect wires, re-
move and replace defective switch.
C. Reconnect wires and test switch for proper op´•
eration.
D. Reinstall glareshield.
B NOTE
Other switches located on Avionics Panel can be
removed and replaced in similar manner.
39-12-03 INSTRUMENT/RADIO LIGHT

GLARESHIELD DIMMER CONTROL
Dimmer controls for instrument, radio and glareshield

lights consists of two rheostat switches located on
LANDING GEAR SWITCH LANDING GEAR lower portion of Avionics/Radio Panel. Rotate either
SAFETY OVERRIDE SWITCH switch to obtain desired light intensity. Test malfunc´•
tion of either switch witha multi-meter; replace as
FIGURE 39-5 needed.
39-12-01 ANNUNCIATOR PANEL 39-12-04 CIGAR LIGHTER
The annunciator panel is located at the top of The cigar lighter is located at bottom of Radio Panel
center´•most avionics/radio panel and is not
immediately to right of co´•pilots control column shaft.
mounted with a slide in type chassis. Remove this It is a sta nda rd cigar lighter si m i la r to a utomotive type.
component by removing two screws holding cover
plate in position. Remove glareshield and discon- 39-20-00 ELECTRICAL/ELECTRONIC
nect electrical harness from back side of unit. Re´• EQUIPMENT RACK
move screws holding unit in place on panel and re-
move from firewall side of panel.
The electrical equipment rack for the M20S aircraft is
located in tailcone just aft of baggage compartment
LOW FUEL WARNING CIRCUIT CALIBRATION. bulkhead. Access is gained through large access door
Refer to SECTION 24-33-00 paragraph 4. in tailcone aft of Ieft wing trailing edge. The batteries,
auxiliary power plug receptacle (if installed), and vari-
39-12-02 EMERGENCY LOCATOR ous avionics black boxes are mounted on electrical
TRANSMITTER (ELT) SWITCH
equipment rack. The ELT is mounted on an accessory
rack further aft in tailcone.
The remote ELT switch is located at top of Circuit
Breaker Panel. The ELT is located in the tailcone
and is accessible by removing radio access panel
39-11´•04
OLDWILLWAYNE
39-21-00 MISCELLANEOUS MAINTENANCE
39-21-01 EQUIPMENT MAINTENANCE
Refer to SECTION 27-42-00 for Electric Pitch Trim System Maintenance
39-21-00
OLDWILLWAYNE
CHAPTER
STANDARD
PRACTICESI
STRUCTU RES
CHAPTER 51
STRUCTURES
CHAPTER
SECTION
SUBJECT PAGE DATE

51-00´•00 5 11´•98
51´•10´•01 6 11´•98
51´•11-00 7 11-98
51´•12-01. 8 11-98
51´•12-01 9 11-98
51´•12-02 10 11-98
51-12-03 11 11-98
51-13´•02 12 11-98
51´•13-03 13 11´•98
51´•13´•04 14 11-98
51´•13-07 15 11´•98
51-14-00 16 11-98
51-15-00 17 11-98
51´•15-01. 18 11-98
51´•15´•02 19 11-98
51´•15-04 20 11´•98
51-15´•05 21 11-98
51´•16-00 22 11-98
51-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 51
STRUCTURES
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJ ECT SU BJ ECT PAGE
51´•00-00 General 5
51-10-00 Structural Repair General 5
51-10´•01 Fastener Replacement 5
51-11-00 Reserved 7
51´•12´•00 Fuselage Repair 7
51´•12´•01 Tubular Structure Repair 7
51-12´•02 Tailcone Repairs 10
51-12´•03 Landing Gear Retraction System Repair 11
51-12-04 Flight Control System Repair 11
51´•13-00 Wing Repair 11
51-13-01 Stringer Repair 11
51-13-02 Main Spar Repair 11
51-13´•03 Stub Spar Repair 13
51-13-04 Rear Spar Repair 14
51-13-05 Rib Repair 14
51´•13-06 Wing Tip Repair 14
51-13-07 Wing Skin Panel Redair 14
51-14-00 Horizontal Stabilizer Repair
Vertical Fin 16
51-14-01 Leading Edge Skin Repair 16
51-14-02 Main Spar Repair Outboard of STA. 9.00. 16
51-14-03 Rib Repair 16
51´•14-04 Remating Horizontal Stabilizer to Stinger 16
51-15-00 Fiberglass Laminates, Repair Procedures 17
51´•15-01 Cracks, In Surface Areas 18
51-r5´•02 Non-Structural Repair 19
51-15´•03 Common Structural Laminate Repair(Metal Insert) 19
51-15-04 Common Structural Laminate Repair 20
51-15-05 Fiberglass Delamination Repair 21
51-16´•00 Miscellaneous 21
51 -CONTENTS
3/4BLANK
51-00´•00 GENERAL spar on both sides.

The rudder is constructed of formed aluminum skins
The Mooney M20S is an all metal, low wing airplane. fastened to a spar extrusion at the leading edge and
The fuselage cabin area is constructed of welded riveted together at the trailing edge.
4130 chrome´•molybdenum steel tubular structure.
A three piece composite belly skin covers underside
The steel tubular structure is covered with non-
of aircraft from exhaust cavity aft to tailcone.
structural, aluminum skins fastened to tubular
structure by rivets, bolts and screws. The front seats are installed on rails which are at´•
tached to floorboard and structure beneath floor´•
The tailcone is of semi´•monocoque type construc-
board.
tion and is fastened to the tubular structure with
structural bolts. The M20S has a split type rea r seat, usi ng seat cush´•
ions in molded wells over wi ng spars and Tnd ividual ly
The wing is a tapered, laminar flow, one piece wing.
It is constructed with a one piece, full length main ’eclining rear seat backs.
spar. The spar is constructed from tapered cap 51-10-00 STRUCTURAL REPAIR GENERAL
strips (7075 aluminum) bolted (huck bolts) to webs
This section outlines structural repair procedures
(2024 aluminum). Aluminum ribs connect main
for the M20S airplane. It is intended to supplement
spar to aft stub spar and rear spar. Extruded string-
ers run full length of wing, spaced chordwise for
FAA Advisory AC 43. 13´•lj) by showing repair meth-
strength and skin reinforcement. The skins are ods specific to Mooney airplanes.
stretch formed, wrap around, 2024´•T3 aluminum All structural repair must be: in compliance with AC
ranging in thickness from .025 at the tip to .050 at 43.13-1() unless specific Mooney factory repairs are
inboard fuel tanks. recommended, or with the specific approval of a
The completed wing assembly is mated to the fuse- Federal Aviation Administration representative,
which is final authority in all repairs. This manual is
lage tubular structure during final assembly at the
for general guidance and has no authorized approval
Mooney facility. Removal of wing from fuselage
structure is essential for most over land type trans- status. The PRODUCT SUPPORT DEPARTMENT,
portation. Mooney Aircraft Corporation, Kerrville, Texas,
should be consulted for special repair procedures
The empennage is of similar construction to the
when repair of damaged structure is not covered by
wing. A main spar spans entire length of the stabi´• published instructions.
iizer. Ribs connect main spar to stub and rear spar.
A stretch formed skin wraps around leading edge
ribs and attaches to rear spar on top and bottom. 51-10-01 FASTENER REPLACEMENT
The elevators are constructed of formed, aluminum
skins fastened to a spar extrusion at the leading i. HUCKBOLT INSTALLATION. The Huck Lockbolt
edge and riveted together at the trailing edge. is an interference fit fastener used in a rigid joint
The vertical stabilizer is constructed around a fabri´• structure. A loose or slip fit Huckbolt is unaccept-
cated main spar assembly with ribs connecting main able. The recommended limits for Huckbolt holes
and rear spar. A stretch formed, aluminum skin are:
wraps a round leadi ng edge ri bs a nd is riveted to rea r
Huck Fastener Pre-Drill Size Drill Size Hole Limits
2LPH´•T5 No.26 (.1471N.) No. 20 (.1611N.) .161 to .1635 IN.

ALPPH-TG No. 18 1695 IN No. 13 (.185 IN. .185 to .187 IN.
R3001-T6 No. 18 1695 IN No. 13 (.185 IN. .185 to .187 IN.
2L426H-T5 No. 26 (.147 IN.) No. 20 (.161 IN.) .161 to .1635 IN.
R3007-T6 3/16 (.187 IN.) No. 7 (.201 IN. .2005 to .2025 IN
When Huckbolt hole is enlarged beyond above limits factory recommendations when the precedi?g in´•
but is straight and round, the hole may be consid´• structions are inadequate to accomplish repair.
ered acceptable, provided that Huckbolt cannot be To compensate for material thickness tolerances,
pressed into hole, with normal hand pressure, to a Huckbolt lengths may be increased by one dash
depth more than 50 percent of heaviest material be- number from the prescribed length. When a Huck´•
inn secured. Check enlarged hole size at both ends, bolt pin of proper length is not available, use pin of
SeTect proper Huckbolts to fit the oversize holes. next longer length.
Oversize Huckbolt holes may be repaired by replac-
inn 2LPH´•T5 Huckbolts with~ALPPH-TG Huckbolts or
wiih NAS 623-2 screws and NAS 1021 No. 8 Hex´•
lock nuts (or equivalent), provided pitch distance is
greater than .56 inches and edge distance is greater
than .33 inches. Huckbolts ALPPH-TG and R3001-
T6 may be replaced with R3007´•T6 Huckbolts as
necessary. Consult Product Support Department,
Mooney Aircraft, Corporation, Kerrville, Texas, for
51´•00-00
OLDWILLWAYNE
To adjust grip length, install a cadmium-plated steel more than three fasteners in succession, may be
washer .065 inch thick (or a combination of not cocked.
more than two washers .065 inch and .032 inch
NOTE
thick) under Huckbolt collar. The combined thick- Where is limited for
access or
ness of any two washers shall not exceed .098 inch.
Huckboits or conical Keystone Lock blind rivet heads replacement/repair, the following substitution is
permissible.
may be cocked no more than .004 inch. Not more
than 20 percent of fasteners in any pattern, nor
HUCKBOLT SUBSTITUTE
P/N P/N (VENDOR) DESCRIPTION
NAS 1465 or HL20-5 Pin (Hi-Shear) Pin-Protruding

R3001-T5 HL86-5 Collar Tension 160 KSIFtu
NAS 1466 or HL20´•6 Pin (Hi-Shear) Pin´•Protruding

R3001-T6 HL86´•6 Collar Tension 160 KSI Ftu
NAS 1475 or HL19´•5 Pin (Hi-Shear) Pin-100 D. Flush

R3014-T5 HL94-5 Collar Shear 95 KSI Fsu
NAS 1476 or HL19-6 Pin (Hi´•Shear) Pin-100 D. Flush

R3014´•T6 HL94´•6 Collar Shear 95 KSI Fsu
NOTE HL2086-x-x and HL1994-x-x are P/N’s which include Pins and collars. Customer MUST supply
diameter and grip data.
PART NUMBER CODE RIVET SIZE MIN. GAUGE

HL20 -5´•8
3/32 .025
l~IL!IGrip in 1/16ths’ (8/16 =.500) MAX

Nominal Dia. in 1/32nds"(5/32 =.156)
Pin Part Number
1/8
5/32
.032
.040
(3) Machine Countersink Joint, Method II.

If edge distance is a minimum of two times the
2. RIVET REMOVAL AND REPLACEMENT. diameter of the original rivet, it will be permissi-
ble to drill for and Install the next standard size
A. REPLACEMENT-STANDARD SIZE RIVETS,
larger diameter rivet of the same type and mate´•
HOLE OVERSIZE. This repair applies only to original rial as original rivet. Do not remachine the coun-
aluminum alloy, steel, or monel rivets of 1/16, 3/32, tersink. After installation, mill excess head height
1/8, and 5/32inch diameters. Such rivets may be flush with surface.
replaced as noted and limited below and in General (4) Dimpled Joint. If edge distance is a
Limitations, when hole only is oversize. minimum of two times the diameter of the ori~i-
"al rivet, it will be permissible to drill for and In-
(1) Protruding Head Joint. If edge distance stall the next standard size larger diameter rivet
is aminimum of two times diameter of original
of the same type and material as original rivet. Do
rivet, it will be permissible to drill for and install not redimple. After installation, mill excess head
the next standard size larger diameter rivet of the
height flush with surface. This method is subject
same type and material as original rivet.
to same limitations as paragraph 2, A (3).
(2) Machine Countersink Joint, Method I. If B. REPLACEMENT-STAN DARD SIZE RIVETS,
edge distance is a minimum of two times the di´• HOLE AND COUNTERSINK OR DIMPLE OVERSIZE.
ameter of the next standard size larger diameter This repair applies only to original countersunk head
rivet and sheet thicknesses involved are within aluminum alloy rivets of 1/16, 3/32, 1/8, and 5/32
limits specified for machine countersinking for the inch diameters. Such rivets may be replaced las
next standard size larger diameter rivet, it will be noted and limited below) when the hole and counter-
permissible to drill and countersink for and install sink or dimple is oversize.
the next size rivet of the same type and material (1) Machine Countersink Joint. If edge dis´•
as original rivet. The following are limits for ma´• tance is a minimum of two times the diameter of
chine countersinking: the next standard size larger diameter rivet and
countersink depth is not beyond thickness of
countersunk sheet, it will be permissible to rework
according to paragraph 2, A (3).
51´•10-01
(2) Dimpled Joint. If edge distance is a mini- C. RIVET HEAD TOLERANCE.

mum of two times the diameter of the next standard (1) A rivet head will be considered open if
size diameter rivet and all parts are dimpled, it will be .001 feeler gauge can be inserted between head of
permissible to rework the smaller dimples to a size to flush or protruding head n’vet and top skin. The top of
match the oversize dimple and install the ne~xtstan- a flush head rivet must not be below skin surface in
dard size larger diameter rivet of the same type and which it is installed by a dimension of more than .004.
material as original rivet. Dimples in 75S-T6 must be
D. RIVET HOLE TOLERANCE.
hot formed when reworked.
Combined Countersink and Dimpled Joint.
(1) An enlarged hole is defined as having an
(3) internal diametric dimension, in any direction, which
If edge distance is a minimum of two times the diame-
exceeds the sum of the drill diameter normally used,
ter of the next standard size larger diameter rivet, it
will be permissible to rework the smaller countersink
plus ten percent of the diameter of the rivet shank.
or dimple to a size to match the oversize dimple or
(2) The following table specifies the maxi-
countersink and install the next standard size larger mum acceptable diametric dimensions for various rivet
sizes that occur in multiple layer assemblies which are
rivet according to paragraph 2, A (4). Dimples in 75S-
"drilled on assembly".
T6 must be hot formed when reworked.
NOMINAL MAX. ACCEPTABLE

RIVET SIZE DRILL SIZE DIAMETRIC DIMENSION
AN470AD3 or AN426AD3 #40 (.098 dia.) .108 in.

AN470AD4 or AN426AD4 #30 (.1285 dia.) .141 in.
(3) When a hole becomes enlarged beyond 6. MS20470-AD4 or MS20426-AD4 rivets may re-
acceptble diametric limit and the prescribed rivet can- place spotwelds, (1) per spot. Head side and/or double
not be used, the next larger diameter rivet may be flush requirements determined by form, fit 8 function of
used if: (a) four-diameter (4D) rivet spacing is main- assembly.
tained and (b) two-diameter (2D) edge distance is
51-11-00 -RESERVED
maintained.
3. BLIND RIVET INSTALLATION. Ordinarily, where 51-12-00 FUSELAGE REPAIR
rivet bucking is impossible, ChertyLock (CR-2248 and 51-12-01 TUBULAR STRUCTURE REPAIR
CR-2249) rivets may be substituted for AD rivets to re-
pair skins and structural members. However, consult Check tubular structure annually for corrosion and dam-
1Vlooney Aircraft Corporation Customer Support Depart- age (Refer to Service Bulletin M20-2088 Interior pan-
ment or a representative of the Federal Aviation Admin- els may require removal to gain access to areas which
istration before using blind-type or hollow rivets in pri- are difficult to inspect.
mary structure. Refer to AC 43.13-1( for general tubular frame repair
CAUTION procedures. Warped or bent tube members can often be
The use of blind rivets normally require more frequent straightened; however, all surrounding welds should be
inspection of the area where used. Inspect for evidence dye checked for cracks after tube straightening.
of loosening of the rivet(s) or crack development that Use proper material when making weld repairs. Welding
may cause deterioriation of structural integrity. Solid rod, meeting requirement of specification MlL-R-5632,
n’vet replacement of blind rivets is recommended at earli- class 2, is recommended for oxy-acetylene welding.
est possible maintenance. Electrodes meeting requirement of specification MIL-F
5632-A, class 2, Mll-E-2376511C CP/PE MIL-70S-2) or
Check existing rivet hole size before installing blind riv- AWS A5.18-69, class E70S-2 (Linde 65, Linde CMS;38,
ets. When hole is marginal, use next larger size rivet to or Page AS-35) are recommended for inert-gas
assure firm attachment.
shielded-are welding (Meliarc) of non-heat treated parts.
4. "AN"- BOLT, NUT AND WASHER INSTALLATION. Use AISI 4130 condition N steel for replacement and re-
To compensate for material thickness tolerances, the pair of tubes and for making repair sleeves. Replacing a
length of AN bolts may be increased or decreased by member or subassembly is often advantageous and
one dash number from prescribed length. AN960 regular more feasible than repair. All detail tubes or assemblies
washers and AN960L thin washers may be used inter- needed for replacement can be purchased from SERV-
changeably for proper bolt and nut installation. ICE PARTS DEPARTMENT, Mooney Aircraft CoFpora-
One
tion, Louis Schreiner Field, Kerrville, Texas 78028, tele.
regular washer or one thin washer may be added to
(830) 896-6000, ext 2092.
any bolt installation. Washers may be used under the
bolthead andlor under the nut. AN365 and AN363 nuts 1.WELDED PATCH REPAIR OF LOCAL DAMAGE.
Use a welded patch to repair dents, small holes, and
may be used interchangeably. The AN363 nut is accept-
able for higher operating temperature installations. cracks no longer than outside diameter of tube and cov-
ering a maximum of 1/4 of tube circumference.
5. HI-SMEAR RIVET INSTALLATION. When a hi-
shear rivet pin of the prescribed length is not available,
the next longer length pin may be used with cadmium-
plated steel washers to adjust pin grip length. The com-
bined washer thickness shall not exceed .096 inch.
51-11-00
OLDWILLWAYNE
Drill out crack, smooth hole edges, weld hole or 2. INNER SLEEVE SPLICING. Use an inner sleeve
dent and file repaired surface smooth. Form a patch spliceto partially replace a tube without increasing
that will cover twice the diameter of tube from both outside diameter (Figure 51-2).
edges of damaged area and twice the circumferen´• A. Make a 30-degree cut to remove damaged
tiar area of damage as shown in (Figure 51-1). Weld portion of tube; then, remove burr from remaining
patch in place. end.
B. Cut replacement tube of same material (AISI
4130 steel, condition N), same diameter and same
wall thickness as original tube.
IF NOT GREATER THAN ’A’ (DIAM. OF TUBE>

1/4 OF TUBE
CIRCUM, (MAX.) I, 2A ,I, V ,I, 2A
I
DAMAGE
WELDED PATCH -LOCAL DAMAGE REPAIR FIGURE 51-1
II A
´•z
;Ilr 1 300
I
~-\rv -----I----
Al
ORIGINAL
SLEEVE
REPAIR
1,~1 C1/2A
TUBE TUBE LROSETTE WELD REPLACEMENT
INSIDE TUBE
LEAVE 1/8 IN, GAP FCIR WELDING

ROSETTE WELD
300
.I
SLEEVE
REPAIR
TUBE 1/2A
INSIDE
5A
INNER SLEEVE SPLICING FIGURE 51-2
51-12´•01
MOONET AIRCRAFT CORPORATIONOLDWILLWAYNE
C. Select a tube with an outer diameter equal to F. Install replacement tube over inner sleeve al´•
inner diameter of tube to be repaired and with same lowing a 1/8 inch gap for welding between original
wall thickness. and replacement tubes.
D. Cut tube to length, five times outer diameter G. Weld inner sleeve to tube stubs through the
of tube to be spl´•iced. 1/8 inch gap, forming an overlayed bead across gap.
E. Install inner sleeve in tube to be repaired H. Rosette weld replacement tube to inner
so that its outer end is one and one´•half of origi- sleeve in two or more places.
nal tube diameter from nearest end of the diago- 3~ SPLIT-SLEEVE SPLICING. Use split-sleeve
nal cut; secure in position with a rosette weld on splice to repair a damaged tube when parts on each
each side at one´•half original tube diameter from side of the damage cannot be separated to insert an
inner-sleeve end. inner sleeve (Figure 51-3).
WELD HERE FIRST
4 ROSETTE WELDS
11/2*/C_J1/2A 300 1/8 IN, GAP

FDR WELDING
1-1/2A 1-1/2A
SPLIT-SLEEVE SPLICE FIGURE 51-3
A. Form split sleeve from steel tube or sheet F. Insert inner sleeve in tube (C) and weld in
steel when outside diameter of original tube is less place as shown (Figure 51-4).
than one inch.
5. REPAIRS FOR WELDED ASSEMBLIES General.
8. Form split sleeve from sheet steel when out´• This section does not apply to any control system
side diameter of the original tube is one inch or tubing or assemblies, engine mounts or heat treated
more. steel components (except as stated below).
C. Form split sleeve from same material (AISI
A. Small holes up to a #20 drill may be closed
4130 steel, condition N) with at least the same
by welding with the inert gas shielded are method.
gauge as original tube.
B. Nicks and drill marks that are no longer than
D. Allow a 1/8 inch gap between sleeve halves
for 1/8" and do not exceed four percent of wall thick´•
welding. be smoothed out
ness, in depth, after cleanup
E. Weld parallel edges of sleeve to original tube ,,d reprimed. Nicks, holes, an maYd
cracks that will
through 1/8 Inch gaps. clean up with a #20 drill may be drilled and repaired
F. Weld center of each sleeve half to original per item A.
tube with two rosette welds spaced one original tube
diameter apart. C. The repair of weld beads on heat´•treated as´•
semblies may be accomplished without reheat treat´•
4. TENSION FITTING REPLACEMENT (F~igure ment within the following limits.
51-4).
A. Cut tubes (A) and (B) loose from tension fit- (1) The repair bead will not exceed .375 in
of total length of weld, whichever is
ting 340034´•7, ´•8 at welds.
B. Cut existing tube (C) at a 30 degree angle
seven inches from bottom of tension fitting. (2) Only one repair per weld bead is al´•
lowed.
C. Cut a replacement tube (C) at a 30 degree
angle and at an appropriate length to position ten´• 6. REPAIR OF SPOT WELDS. Failed spot welds on
sion fitting. Weld tension fitting in proper position, aluminum may be repaired by installing an AD470´•4
D. Drill four 1/4 inch holes for rosette welds, rivet through weld if damaged area will clean up with
1.9 i nches from center of 30 degree cut. a #30 drill.
E. Make an inner sleeve five inches long from 7. DENTS. Small dents which do not exceed five
4130 steel tube, condition N, with outside diameter percent of the diameter of the tube, in depth, and
to match inside dia meter of tube (C) and with a .085 are no longer than one-half tube diameter are ac´•
inch wall thickness. cepta.ble.
51´•12´•01
OLDWILLWAYNE
TUBE TUBE
,125 IN, WELD GAP

J
A~ IB
UBE
300
Yce~h_ 8 IC
I 2
SLEEVE
340034-7
TUBE
INSIDE /1- 5 TENSION F~ITTING
TENSION FITTING REPLACEMENT FIGURE 51´•4

for splicing longerons. Consult AC 43.13´•1( Fig-
51-12-02 TAILCONE REPAIRS ures 2.23, 2.29 and 2.30 for fastener requirements.
i. LONGERON SPLICING. Use procedure outlined 2´• TAILCONE STRUCTURAL SKIN REPAIR. Repair
in AC 43.13´•1( for repairing and splicing tailcone damage as shown in AC 43. 13-1
minor tailcone skin
longerons. (Figure 51-5) shows acceptable methods )t Figure 2.24.
"1
1
0000000o 0 0 0 0o o
’7
00000i00000
o o o
-I
000000 1000000
000000000 0000
SMH51-5
LONGERON SPLICING FIGURE 51´•5
51´•12-02
10
The rivet pattern for stressed skin repairs shall be new hardware when installing new parts. After instal´•
the same as rivet pattern in skin joint immediately lation of new parts, check control system travel and
forward of damaged area. Replace severely dam- rigging as outlined in Chapter 27. Before returning
aged structural skin panels. Install new skin panels aircraft to service, flight test aircraft for proper con-
to exactly match onglnal skin installation. trol system rigging.
3. NONSTRUCTURAL SKIN REPAIR. The skin cov´•
51-13-00 WING REPAIR
eringl theM20S aircraft tubular fuselage structure is
considered nonstructural. Patches in nonstructural 51-13´•01 STRINGER REPAIR
skin are not restricted as to size or shape; however,
Stringer splicing may require drilling new holes and
appearance and possible vibration damage should
be considered. Either a flush patch, a plate patch, or adding rivets between existing rivets to obtain re-
a plug patch may be used. quiredtotalnumber of rivets. Add extra rivets where
distance between existing rivets is greatest. The
51-12-03 LANDING GEAR RETACTION pitch and edge distance must conform to AC
SYSTEM REPAIR ~3 13-1( requirements (Figure 51-6).
Replace any damaged landing gear or retraction sys- 51-13-02 MAIN SPAR REPAIR
tem component with a new part. Repairing landing
gear or retraction system components is not recom´• The spar caps inboard of STA 103 are made of
mended. After installing new components, check 7075´•T6 high-strength aluminum. Replacement of
gear and retraction system rigging as outlined in spar cap is preferable to repair. However, if a spar
Section 32-20-02. Before returning a~rcraft to serv- cap repair is thought necessary, an exact descrip´•
ice, perform a retraction test and operational check tion of damage, showing location and extent should
of landing gear and retraction system per Section be sent to PRODUCT-SUPPORT DEPARTMENT,
32´•30´•011 Mooney Aircraft Corporation, Louis Schreiner Field,
Kerrville, TX, 78028, tele. (830) 896-6000 to obtain
51-12-04 FLIGHT CONTROL SYSTEM
factory recommendations prior to beginning the re´•
REPAIR
pair.
Replace any damaged primary~control system com´•
ponent with a new part. Repa~nng primary control
mDonents Is
.750 ,750
.062 .062
,750~cl .040
.750rC1 SPLICE MAfERIAL
.050 M20 SERIE9 2094-T4
M22 SERIESI 2Di4-T6
DIMENSIONS OF EX1SflNC SfRfNGERS
.31
-b*~ ~el ~4 ~5 PER SIDE)
MIN, O
0 0000 00 0 O ~750
i 1Cr.D62
.oe9 <5 PER SIDE>
SPLICE
.750
1 1~ .082
MATERfALI2014-T6
CF~5$4 ~4 <6 PER SIDE>
O
000000 00 000
d
.66
C~5 (6 PER S~DE)

SHH51-6
STRINGER REPAIR FIGURE 51-6
51-12-03
11
OLDWILLWAYNE
i. SPAR CAP REPLACEMENT. To replace spar scratch is completely removed. Clean and prime
cap, remove skin covering area to be repaired. Be- area where protective coating has been removed.
fore removing a large area of wing skin, attach tem- 2. SPAR CAP REPAIR. Spar caps outboard of
porary jigs or holding fixtures to wing to prevent STA 103 consist of sheet metal angles backed up
wing warpage. When attaching a new spar cap, as- with aluminum extrusions from STA 103 to near STA
sure proper interference fit of any replaced huck- 150. Replace or repair damaged extrusions. Do not
bolts. During installation of new spar cap, all holes allow splices in a repaired extrusion to coincide with
damaged by improper drilling or reaming should be a spar-web splice when avoidable. Splice sheet´•
reamed to hole size recommended for oversize metal angles with an extrusion of equa I a rea, picki ng
huckbolt installation. When installing oversize huck- up existing fasteners. Add extra fasteners to bring
bolts, consult the Huck Fastener Standards Manual minimum number of fasteners to six AD-5 rivets per
for proper tolerances. Use proper length huckbolts. side in the vertical flange and nine AD´•4 (or six AD-5)
If huckbolt is too long, the huck collar will not swage rivets per side in the horizontal flange. (FIgure
properly; if the huckbolt is too short, the shank will 51-7).
not completelyfill hole. 3. SPAR WEB REPAIR. Repair all damage to spar
Repair scratches on spar caps that are not deeper webs in accordance with AC 43.13´•( If there is ex-
than .003 inch by sanding with No. 400 abrasive pa´• tensive damage to a web that cannot be repaired as
per. Remove no more than .005 inch of material.’ln- outlined in AC 43.13-( consult Mooney Aircraft
spect sanded area; use dye penetrant to be sure that Corporation, PRODUCT SUPPORT DEPARTMENT
personnel, giving exact location and extent of dam´•
age.
SPLICE ANGLE MATERIAL1 7075-T6
,875
HIN. EACH smu ,160
i O O ,130L I
,6~8
r
1
,813
It
ALPPH-TP (4 MIN. EACH SIDE>
VIEW LOOKING UP
i o) o) o) o)
VIEW LOOKING DOWN

SMM51-7
SPAR CAP REPAIR FIGURE 51-7
51-13´•02
12
RIVET CODE FOR STRUCTURAL REPAIRS 51-13-03 STUB SPAR REPAIR

(Stub spar splice at wing STA 34.5
+/-3.0) (Figure 51
m4 MS~0470AD4-xx
halfway between existing rivets
1. Cut stub spar
m5 required by damage incurred.
MS2D470AD5-xx as
2. Smooth all rough or sharp edges and prime

area to be spliced.
~7 4 3. Locate new outboard section and trim splice to
a maximum gap of .020 inch.
fit with
~f7 5 MS20426AD5-xx 4. Fabricate ´•501 angles to pick up 30 existing

fastener holes (30 recommended, but 22 mini-
mum), ´•503 angles to pick up 15 existing fastener
RP CR516-xx holes (12 minimum), and ´•505 plate and ´•507
spacer. (Figure 51-8).
-sos PLATE (REF)

210054--7
wee eEF)
I 820--501
(REF) Il
1, 20.0 es~
-501 RAT PATIERN (.091 AISI C 130, A
COND.’PC SrrU3
H T (REF)
.714 1.58
-503 (REF) DETAIL A
210066 CAP SECT B--B
W.S. 43.5 W.S. 21.75 AIRPUNE
L _I <l uJ 470--AM RNETS
(.040 MRU SKIN AND --503

--503
COND,’K
FLAT PA1TORN
SFEEL)
AISI 4130. SPAR
(REF)/
STOP UP AN*26--AD4
TO ADS THRU SPAR
I ICAPS AND --561
THIS AREA
´•i~4 REAR SPAR (REF)
´•Q~g
c~e A
1 (18) AN 470--AD5 RNE~

EACH SIDE OF SPLICE
*!++++!+~l++***t+*+ +I*I*+ *++++++ii+i+
1+ *I*r+ +j E+j
8-I i I
*I*
AN
RNEIS
470-406
(REF)
B-JAJ --503 PLATE
2024-73 CUD (.050)
PICK UP (15) B/P FASTENERS EACH SIDE OF SPLICE 6 --503 ANGLE
I SMS1--$
PICK UP (30) B/P FASTPJERS UCH SIDE OF SPLICE CENTERLINE
STUB SPAR REPAIR FIGURE 51-8
51-313-03
13
OLDWILLWAYNE
M20S MOONEY AIRCRA
angles, plate, and spacer. Rivet parts together
oCoRPoRAiloN
Prime
using wet~ primer on all rivets, o
51-13-04 REAR SPAR REPAIR o
The rear spar may be spliced between ribs in accor-

dance with AC 43.13´•1() (Figure 51-9).
~p*
r_ _ _ _ _ _ _ _ _
_1
o o o o oio o o o o REPM;1rLANtE
EOQ OF RUR PP%E
o oio o o
00
00
~uorecn o
D(DlDlG QAl CIUIIEL
00
o oio o aro o
S1151-lb
o ....ls D o o
4: Epa rr aEpuao
FORVCIRD PDECE
RIB REPAIR FIGURE 51´•10

#553
original skin installation. Preformed skin panels may
be obtained from any Mooney Service Center.
i. Damaged Dimple Repair Around Inspection
REAR SPAR REPAIR FIGURE 51´•9 Holes. (Figure 51-11) Repair damaged dimples
around inspection holes when: (a) there are three or
more cracked adjacent dimples, (b) the crack in one
51-13-05 RIB REPAIR
or more of the dimples extends beyond radius of
Replace ribs that are severely damaged. Minor dam- dimple i nto skin a nd ~(c) when there are four or more
age may be repaired as shown (Figure 51-10). cracked dimples around an inspection hole.
To repair damaged dimples (a) cut a doubler from
51-13-06 WING TIP REPAIR
same material and gauge as ski n to be repaired, (b)
To repair severe damage to wing tip outboard of STA drill and countersink 100-degree fastener holes In
193.5; it is advisable to replace entire tip skin and doublerto match dimpled fastener holes in skin, and
rib. (C) install doubler around inspection hole. Use
AN426´•AD4 rivets when material is.040 inch thick
1. Locate new tip rib in exact original tip rib posi´•
or greater. Drill holes using a No. 30 (.128 IN.) drill
tion to prevent wing tip twisting. Use temporary sup-
as shown in the above illustration. Use AN426´•AD3
port or locator pins to maintain correct wing tip posl´• rivets when material is .032 inch thick or less. Drill
tion.
holes using a No. 40 (.098 IN.) drill.
2. Rivet new tip rib to main and rear spars.
2. Repair of Cracks Wholly Within Dimple Radius.
3. Locate new skin, and drill rivet holes through (Figure 51-12) Surface cracks on inside (bearing)
skin to match existing holes in ribs and stringers. face of dimple that do not extend through material
4. Rivet skin to rib at STA 193.5. can be repaired by sanding out crack. Cracks in dim´•
5. Roll ski n back on lower wi ?g surface to gal n ac´• ples which do not extend. beyond dimple radius can
cess to stringers for rivet bucking. Rivet skin to up´• be repaired (a) stop drilling crack with a No. 60
per stringers.
drill and (b) adding rivets, Same size as those in
6. Rivet skin to tip rib starting at leading edge. O’iginal pattern, to each side of cracked dimple.
Maintain four´•diameter (4D) spacing and two-
Buck rivets as far back as possible.
diameter (20) edge distances. When original rivet
7. Install cherrylock (CR-2248) blind rivets in pattern has rivets on only one or two sides of a dim-
places inaccessable for rivet bucking. Add one extra pie, only one or two rivets need be added.
countersunk blind rivet between every other pair of
cherrylock rivets.
51-13-07 WING SKIN PANEL REPAIR
Repair wing skin panels as prescribed in AC

43.13-1( unless an entire skin panel is to be re-
placed. Install new skin panels to exactly match
51-13-04
14
I I
ce te~ d I I I 1, 8,
te d I
´•I.s
I I r
~CI) Cf~
5.40
EQUALLY SPACED TYPICAL~C 1 ~6 EQUALLY SPACED RIVETS -~i

RIVETS
SnS1-ll
ACCESS COVER REPAIR FIGURE 51-11
4. Repair of Circumferentially Cracked Dimples.

Circumferentially cracked dimples (dimples with
cracks that appear as an annular mark around the
I I
dimple) canbe repaired by installing a conical
a~snne
1 j DIMPLECf~ACKED washer.
A. Drill through dimple using a drill large
I I
I i enough to remove damaged area.
ADD
~qI Wet .B.ylbmedoubler
install
ssa
prime prior to
as shown in Figure 51-13.
I’ C. Countersink dimple hole in skin allowing
ill countersink to extend into substructure.
I/I D. Install conical washer, use next oversize
f I
rivet size. Wet prime washer and adjacent skin and
doubler surfaces prior to assembly.
i I
E. Drill remainder of hole to allow installation of
I I
d~-- ~w ~F tnext larger diameter rivet than rivets in original pat´•
RIB 1
IaclsnNe ~p
6 FASTENERS (SAME SIZE AS ORIGINAL

SMS1-12
FASTENER W~TH’ CRACKED DIMPLE)
DIMPLE CRACKS REPAIR FIGURE 51-12
3. Repair of Cracks Extending Beyond Dimple Ra- a

dius. (Figure 51-13) Cracks that extend through face
of dimple into surrounding skin can be repaired as
follows: I i la9a
A. Stop drill crack with No. 60 bit.
B. Cut doubler from same material as skin to
be repaired. Allow for six rivets at four´•diameter rivet a 6
spacings with two-diameter edge distances in a cir´•
cular pattern around cracked dimple.
DOUBLER (SAME GAUGE
C. Round corners of doubler, and scarf sand´• DIMPLE AS SKIN)--SCARF EDGES fO
wiched edges to about .010 inch by .250 inch. APPROX .010 IN. DEEP AND
D. Drill holes for six rivets (same site as those .25 IN. WIDE; ROUND CORNERS
in original rivet pattern) through doubler and area to
be repaired. Dimple 100 degree dimples in doubler. SM51-13
E. Prime area to be repaired and install doubler
with wet primer.
DIMPLE CRACKS FIGURE 51´•13
51´•13´•07
15
OLDWILLWAYNE
tween existing rivet holes in the skin at each side of

WET PRIMER 100" CONICAL WASHER the damaged area. Install 22 AD4 rivets through
splice angle and skin, and 22 AD4 rivets through
splice angle and spar web.
2. Repair main spar cap damage between STA 34
and STA 48.5 by forming a splice angle from 3/4
inch by 3/4 inch .050 2024-T3 sheet aluminum.
(Figure 51-15) Pick up five existing holes and drill
six new rivet holes between existingholes in the skin
SKIN on each side of damaged area. Install 11 AD4 rivets
through angle and skin and 10 AD4 rivets through
DOUBLER angle and web on each side of the da maged area.
3. Repair main spar damage from STA 48.5 out´•
SUBSTRUCTURE board by installing splice angles made from .040
2024-T3 material on both side of web using 12 AD4
SCARF EDGES NEXT OVERSIZE RIVET
rivets (6 through skin and 6 through we6on each
SM51-14 side of damaged a rea).(Figure 51-16)
Pick up three existing holes and drill three new holes
between existing hdles on each side of damaged
OVERSIZE HOLE FIGURE 51-14 area.
51-14´•00 HORIZONTAL STABILIZER 4. Repair main spar web damage outboard of STA
VERTICAL FIN REPAIR 34.0, top flange, and STA 48.5, lower flange by
forming~a splice angle from .050 2024´•T3 alumi-
51-14-01 LEADING EDGE SKIN REPAIR num. (Flgure 51-17) The splice angle web flange
should be cut to allow sufficient coverage of the
The horizontal stabilizer and vertical fin leading
damaged area of existing web and long enough to in´•
edge interiors are inaccessa ble near the tai Icone. To stall 6AD4 rivets on the flange on each side of the
repair damage in these areas, cut a standard (3.0
inches by 6.5 inches) access hole in lower side of damaged area. Pick up 3 existing rivet holes on
stabilizer leading edge and close access hole by in´• ´•f~ange of spar and drill 3 new rivet holes between ex-
isting holes. Drill 10 rivet holes through splice angle
stalling inspection cover P/N 913000-501. and web on each side of the damaged web area. 1 he
51-14-02 MAIN SPAR REPAIR OUTBOARD damaged web should be stop drilled or cracked area
OF STA. 9.00 removed prior to splice angle installation. Prime
splice angle and deburr sparweb and flange before
Repair damage to horizontal stabilizer main soar by installing splice.
straightening damaged area and inspecting it care´• 5. Spar webs outboard of STA 48.5 cracked more
fully for cracks. If cracks are formed, stop drill or re´• than 5C)4b of the web height may be repaired (see
move cracked area.
Figure 51´•18). Form a splice plate from .050 2024-
i. Repair damage ´•between STA 9.00 and STA T3 aluminum to fit the inside dimensions of the web
34.0 (Figure 51-15) on spar upper flange, and be- ,,d flange at the damaged area. Pick up 3 existing
tween~ SfA 9.00 and STA 40.0 on spar lower flange rivet holes on top and bottom flange on each side of
with a splice angle formed from .070 AISI 4130
damaged area and drill 2 new AD4 rivet holes be-
steel, condition N. The splice angle flanges must be tween these existing holes. Pick up all rivet holes on
as wide as original spar flanges. The splice angle
web under splice plate and drill new rivet holes on
must be long enough to install 11 AD4 rivets through
equal spacing around the damaged area similar to
skin and 11 rivets through spar web on each side of that on Figure 51-18 rivets on each side of damaged
damaged area area.
Prime splice angle before riveting it to spar. Pick up
five existing rivet holes and drill six new holes be- 51-14-03 RIB REPAIR
The repair of damaged stabilizer and fin ribs is not

.070 r.oso feasible in most cases. Damaged ribs should be re-
placed with new parts.
51-14-04 REMATING HORIZONTAL
STABILIZER TO STINGER
I I
wEwemrs When stabilizer repair necessitates removal from
____
the stinger, remating can be facilitated by using
huckbolt substitution information contained in Sec-
tion 51-10-01. When mating sta bi lizer to sti nger use
bent rivet swage set #5 (Figure 51-19).
=7e
SPAR REPAIR (STA. 9.0 OUTED.)

FIGURE 51´•15
51-14-00
16
4
<4 HIN, PER SIDE>
(3 HIN, PER SIDE> 4i
o"o 0
"i,l ’~4
o
o o
CR 2248 CHERRY LOCK

.040 20241-3 CLAD --1 <4 MIN, PER SIDE)
SH51-16
SPAR REPAIR (STA. 48.5 APPROX.) FIGURE 51´•16
LP’ (10 EACH SIDE OF CRACK) RNET GUN
(6 EACH SIDE OF CRACK) s

HUCK SUMP COUAR
SWAGE SET
,"~h
STEP 1 STEP 2 STEP 3
DRNE HUCK ~u INSTALL C SWAGE
STUMP HUCK COUAR COUAR
BUCKING BAR
RIVET GUN
STOP-DRILL (OR REMOVE .050

CRACKED SPAR WEB AREA) 2024-T3
SPAR REPAIR (OUTBD. of STA. 34.0)

FIGURE 51-17
(5 EACH SIDE) .050

SM51-17
2024~T-3 CLAD
4 S~RAIGHTY5
6 f6
SWAGE SET
BENT %s
SWAGE SE~T
B SM51-19
REMATING HORIZONTAL STABILIZER TO

O O O O 0
STRINGER FIGURE 51´•19
o 000
O ,i, I o
O
o
51´•15-00 FIBERGLASS LAMINATES, REPAIR
o
o PROCEDURES
oo o
o
O O O j O O O
_O Despite the fact that fiberglass laminates are de´•
signed to withstand considerable abuse, occasional
repai rs wi ii be necessa ry. It is d ifficult to cover all the
various repair techniques due to such limiting fac´•
;p4 (5 EACH SIDE) tors as accessibility and the extent of damage. The
following outlines those steps which are used to
make repairs of the more common type damage to a
SM51-18
fiberglass laminate.
SPAR REPAIR FIGURE 51-18
51-15-00
17
OLDWILLWAYNE
1. Materials used for repairs shall be as specified Resin Content. Must be added to the base resin
and compatible with the basic resin used in the fi- (cowling and air intake duct assemblies).
berglass laminate. The manufacturer’s bulletins shall be followed for all
Resin Aerospace Adhesive EA934 Part A mixing ratios and preparation prior to application.
Catalyst Aerospace Adhesive EA934 Part B 2. General.
Hysol Division A. The configuration of repairs are shown for
The Dexter Corporation flat surface a~reas; for simplicity; however, the same
techniques can be used for contoured surfaces. Con-
toured repairs will requireadditional considerations
Alternates:
and the proper shaping of the backup plates used for
Resin Epoxical #606 Patching Adhesive clamping the laminates together during the curing
Resin
cycle.
Catalyst Epoxical #606 Patching Adhesive B. The degree of laminate chamfer and size will
Hardner
vary based on accessibility, shape of part and the ex-
United States Gypsum tent of damage.
OR
51-15-01 CRACKS, IN SURFACE AREAS
Resin Ren Epoxy CG 1304 i. Stop drill all cracks per standard aircraft proce´•
Catalyst Ren Hardener CG 1304 dure.
Ren Plastics Co. 2. Remove any loose particles and frayed fiber´•
Lansing, Michigan glass strands from the cracked portion.
Fire retardation Antimony Trioxide for fire retarda´• 3. Prepare surface for repair as shown in (FIgure
tion, 5qb minimum; 104b maximum by Weight of 51-20, Figure 51-21, and Figure 51-22).
O o.s" STOP DRILL
I
’I
.I
´•´•´•´•´•´•´•´•´•´•-´•´•´•-i
CRACK
I´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
I
I´•´•´• -I
I OUTUNE OF
I´• ´•I I CHAMFER AREA
I´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•\´• ´•I
I...
CRACK CHAMFER 1.5" EACH

SIDE OF CRACK
FINISHED SURFACE THICKNESS .02 TO .04
AB C
_L
O 4---q
FINISHED SURFACE MASKING TAPE

1- THICKNESSLAMINATE
SM51-20
NON´•STRUCTURAL REPAIR FIGURE 51-20
51-15´•0~
18
4. Prior to continuing the repair, all surfaces in 51-15´•03 COMMON STRUCTURAL

the area of the repair must be cleaned of all contami´• LAMINATE REPAIR (METAL INSERT)
nates by wiping the area with a clean cloth saturated (FIGURE 51-21)
with Methyl´•Ethyl´•Ketone.
i. Cut away laminate per sketch, roughen repair
CAUTION area with 240 clean repair area with
Methyl Ethyl Ketone (M.E.K.) is a flammable M.E.K. apply a wet coat of catalyzed epoxy resin to
liquid and should be us‘ed with proper ventilation surfaces. Then IMMEDIATELY proceed with steps 2
and the prescribed safety equipment. thru 5.
CAUTION
Fiberglass components attacked and 2. Install chemically cleaned .025 T´•3 aluminum
are
deteriorafed by the following products: Ketone St’aps, perforated with #40 holes approximateiy.35
aliphatic esters, chlorinatedhydrocarbons, and on center all directions.
slightly softened by aromatie hydrocarbdns. Apply wet coat of epoxy resin to aluminum
3.
51-15-02 NON-STRUCTURAL REPAIR straps and apply one or more layers of resin satu´•
rated #181 fiberglass cloth to equal the thickness of
(FIGURE 51´•20) the original laminate.
1. Apply masking tape over crack on finished sur- 4. Lay wax paper over both sides of the repaired
face side. area while still wet. This prevents adhesion to the
2. Apply wet coat of catalyzed epoxy resin to pressure clamp application (paragraph 5).
chamfered surface.
3. Apply one layer of #181 fiberglass cloth satu-
rated with catalyzed epoxy resin (A).
4. Add additional plys of #181 fiberglass cloth,
saturated with epqxy resin (B) through ~C) or as re-
quired to attain original laminate thickness.
5. Apply one additional ply of #181 cloth (D)
bridging the total repaired area and bond in place.
A1181 FIBERGLASS
CLOTH
.025 T-3 ALUM.
.375~ U 2.0"
(SEE SECTION
jl -1 5-03, 2)
I
i
LAMINATE
1 .03"
CRACK
.025 T-3 ALUM.
2.75~
(SEE SECTION
51-15-03, 2)
1~181
RBERC LASS
CLOTH
OVERLAP (1) LAYER FIBERGLASS
ALUM. PLATES
LAMINATE FLUSH RIVET (MP.)

FINISHED IL,FIBERGLASS BOND IN PLACE
SURFACE
OVERLAP (1) LAYER FIBERGLASS
ONLY IF THIS SM59 -21
SIDE IS A NON-FINISHED SURFACE.
COMMON STRUCT. LAMINATE REPAIR-METAL INSERT FIGURE 51-21
51´•15-02
19
OLDWILLWAYNE
5. Place rigid aluminum plates on both sides of re- 51-15-04 COMMON STRUCTURAL
pair area and clamp into place with "C" clamps. Per- LAMINATE REPAIR (FIGURE 51-22)
mit laminated repair to cure. (FIBERGLASS-RESIN COMBINATION)
6. After fiberglass repair has cured, remove resin to
i. Apply wet coat of catalyzed epoxy
clamps and install #3 AN426A rivets. Flush heads to chamfered surface.
be on finished surface side. Number of rivets and
2. Apply one layer of #181 fiberglass cloth satu´•
spacing will be determined by size of repair. rated with catalyzed epoxy resin.
7. Apply one additional overlapping layer of #181
3. Add additional plys of #181 fiberglass cloth
fiberglass cloth on non´•finished surface and bond in saturated with epoxy resin to attain original laminate
place. Should opposite side be a non-finished sur- thickness.
face, an additional layer of fiberglass should be ap-
plied to this side. 4. Apply one layer of #181 fiberglass cloth to the
non´•finished side of laminate, extending 1/2’ each
8. Upon completion of steps 1 thru 7, permit re´•
Side of the chamfer and bond in place.
pair tocure before attempti?g further treatment of
5. wax paper over both sides of the repaired
Lay
appearance surfaces, if required.
area while still wet. This prevents adhesion to the
9. Appearance surfaces will normally require ap-
p’essu’e clamp application (paragraph 6).
plication of a filler-sealer coating. Appearance area
Is to be wiped clean, using a clean cloth saturated 6´• Place rigid aluminum plates on both sides of re´•
with M.E.K. prior to applying filler-sealer coating, p~ir area and clamp into place with "C" clamps. Per´•
mit laminate repair to cure.
10. Mix epoxy resin and catalyst per manufactur-
ers specifications and apply to appearance surface 7´• After fiberglass repair has cured, remove
area. Care should be taken to assure as smooth as clamps and install #3 AN426 rivets. Flush head to
possible surface in this particular operation. be on finished surface side. The number of rivets and
Permit this surfacing coat to cure prior to any addi´• spaci ng wi II be determ i ned by the size of the repa i r.
tional applications or further rework. 8. Upon completion of steps 1 thru 7, allow repair
to CU’e before attempting further treatment of ap´•
11. Using #240 sandpaper, sand and blend re´•
paired areato match surrounding surface. Steps 10 pearance surface.
and 11 may be repeated to acquire a satisfactory
surface finish.
O 0.5"
Y
STOP DRILL
´•-´•´•´•´•´•ii~l
I’
I ´•´•´•´•I
CRACK
i. ´•T´•-..r´•.´•.´•.´•.´•.´•´•
CHAMFERED
l........_
I´•´•´• SURFACE
8r GLASS PATCH
I OUTLINE
NON-FINISHED
SURFACE
CRACK
I
LAMINATE
SURFACE%:THICKNEss
I
1 THICKNESS
FlNISHED CHAMFER
SIDE (MP.)
.02 TO .04EACH
~r-0.50
ic0.50
O
(FIBERGLASS-RESIN COMBINATION) SM51-22
COMMON STRUCTURAL LAMINATE REPAIR-FIGERGLASS/RESIN-FIG.51-22
51´•15-04
20
9. Appearance surfaces will normally require ap´• 3. Extensive delamination of a part will be reason
plication of a filler´•sealer coating. The appearance for total rejection of part and shall be scrapped per
area is to be wiped clean, using a clean cloth satu´• standard practices.
rated with M.E.K. prior to applying a filler-sealer
51-16-00 -MISCELLANEOUS
coating.
10. Mix epoxy resin and catalyst per manufactur-
1´• P’otective Coatings.
er’s specifications and apply to appearance surface A. Parts with protective coatings (such as Con´•
area. Care should be taken to assure as smooth as version Coated or epoxy primer) on which coating is
possible surface in this particular operation, scratched, spotfaced, drilled, or in any way removed
must be recoated with epoxy primer.
Permit this surfacing coat to cure prior to any addi-
tional application or further rework.
EXAMPLE:
11. Using #240 sandpaper, sand and blend re- Part is Conversion Coated as detail part. During re-
paired area to match surrounding surface. Steps 10 placement the part is spotfaced to receive bolt and
and 11 may be repeated to acquire a satisfactory washer. This part must be primed after spotfacing.
surface finish.
2. Low Pressure, Plastic, or Rubber Line Splices.
51-15-05 FIBERGLASS DELAMINATION Static system lines may be lengthened, shortened,
or spliced to allow the replacement of sections of
REPAIR damaged lines. The fittings are called out in the
Parts Catalog text pages following the illustration
1. Delamination or ply separation of a fiberglass depicting the assembly or component in question.
product is usually a result of poor bonding of fiber- If splices are made, the system must be checked for
glass layers. Generally, this condition islocalized leaks.
and can be readily repaired by carefully spreading
3. Shortening and Lengthening of Tubing, Hoses,
apart plys ofdelamlnation, and removing loose parti´• and Flexible Ducting. Mooney manufactured absem´•
cles by blowing clean compressed air into damaged
blies of plumbing, tubing, hoses, and flexible duct-
area.
ing may~be modified to allow the use of longer parts
2. Proceed by inserting catalyzed epoxy resin into of the same size and material to be cut and used as
delamination and then immediately clamp delami- replacements. When the manufactured ends of flexi-
nation together. Permit repair to cure a minimum of ble ducting are removed, the raw edge must be
8 hours before removing clamps. taped with 3M aluminum foil tape.
51-15-05
21
OLDWILLWAYNE
M20S MOONEY AIRCRATT CORPORATION
BLANK
51´•16-00
22
OLDWILLWAYNE
CHAPTER
DOORS
OLDWILLWAYNE
CHAPTER 52
DOORS
LIST OF EFFECTIVE PAGE
CHAPTER
SECTION
SUBJECT PAGE. DATE
52-EFF/CONTENTS. 1/2BLANK 11´•98

52-00-00 3 11-98
52´•11-00 4 11-98
52´•12´•00 5 11-98
52´•31´•00 6 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
52´•00-00 General
52-10´•00 Cabin Door-Maintenance Practices 3

52-11´•00 Cabin Door Rigging/Adjustment Procedures 4
52´•12-00 Cabin Door Seal 5
52´•30-00. Baggage Compartment Door´•Maintenance Practices 5
52-31´•00 Baggage Compartment Door´•Latching Mechanism 6
52´•EFF/CONTENTS
1/2BLANK
52´•00-00 GENERAL between hinge and mounting plate from inside in or´•
der to break sealant bond. During this procedure de´•
The cabin door is constructed of an inner and outer termination can be made where locator rivets are po-
aluminum shell fastened together by rivets. It is pro- sitioned. Locate these rivets from inside and drill
vided with single operation dual latching mecha´• bucked head(s) carefully. DO NOT DRILL THROUGH
nisms, 1) a lock pin extends into a mating receptacle OUTER SKIN. Attempt to move door and hinge aft
i n lower door fra me, and 2) a jaw type latch clamps a and away from attach point after each rivet stem is
special designed nut in upper door frame to hold drilled out. The door and hinge should come free
door securely in place. The door is hinged at the for´• when all sealant bond and rivets are removed.
ward edge by an extruded, aluminum hinge. A guide
pin is in door assembly to assist in holding aoor NOTE
tightly shut at forward, upper door area. The inner Some aircraft may have "AN" bolts instead of
and outer handle are interconnected by adjustable rivets.
push-pull tubes. This mechanism is spnng loaded to 2. Door Repair.
an over center position in the latched position for
A. The door should be repaired, if applicable,
positive security: Adjustment for each push´•pull tube
is provided to accurately rig latching pin and jaw type according to standard procedures in AC 43.~13-1(
latch. Adjustment to the special nutat the top of door B. Remove interior door panel, if necessary, to
frame can be made for proper closure. repair door assembly.
The baggage compartmentdoor is constructed of an 3´• Installation.
inner and outer aluminum shell fastened together by
rivets. It has dual pin latches that extend into recep´• OLD DOOR Old door can be relocated by using
tacle fitti ngs on both sides of the door frame when ex- existing holes. Mounting plate should be thoroughly
terior hanale is closed properly. cleaned of all sealant and foreign material before re´•
The auxiliary exit handle is located inside baggage_ installation of door.
door. This ha ndle can be operated from i nside even It
outer handle is locked. A cam mechanism allows a NEW DOOR A new door or hinge will require
clevis pin to bypass outer handle latch groove and
proper positioning of door to obtain proper sealing.
open the two latching pins which hold baggage door A. Place door, with new hinge, positioned be-
closed. (Refer to POH/AFM Section III for specific
tween outer skin and mounting plate.
procedures to operate auxiliary exit handle.) This
aoor is hinged at the top with an extruded piano type B. When door is properly positioned in door
hinge. frame, mark new hinge tor mounting, using existing
holes, either from oufer skin locations or from hinge
Hold open arms are attached on doors to assist in
mounting plate inside cabin.
holding doors open. C. Drill
A door lock is provided for both doors. A single key
new holes in hinge carefully while door is
securely in place.
will operate either door lock. Interior panels require
D. Remove door, deburr holes and clean shav´•
removal if door locks are to be removed and re´•
ings from area.
placed.
NOTE
52-10-00 CABIN DOOR MAINTENANCE The rivets and rivet holes originally used as
PRACTICES locators do not have to be utilited wh-~n installing
a new door or if proper alignment can be
1. Removal. The cabin door may be removed to re´• hinge
obtained using another niethod.
place or repair door or to replace a damaged hinge.
E. Apply sealant, PR1428-B, or equivalent, be-
A. Remove interior panel around forward door
frame. tween outer skin and hinge support plate on tubular
structure.
B. Remove hold open arm at door frame. Re´•
F. Reinstall door hinge to mounting plate using
move cotter pin and washers from hold open arm
shaft. Pull shaft up from doubler plate and clear of ei&ht (8) flat head screws removed earlier and three
door frame. (3) flat head, AD4 standard (AD5 oversize) rivets.
G. Adjust door latching mechanism so door
C. Remove eight (8) screws from outside air- closes and seals during flight. (See door rigging pro´•
plane that hold front portion of hinge in place. There
cedures paragraph 52´•11´•00).
are also three (3) flush rivets that will require re´•
moval at this location. H. Reinstall hold open arm with new cotter pin.
D. Carefully drill center of rivet head with a i. Reinstall interior panel to door frame and
1/8th inch drill 6it until head pops off and rivet stem cabin.
can punched
be out. J. Paint door/hinge to match airplane.
The original door assembly, with hinge attached, is
assembled to door frame pnor to installation of outer
skin. The door is placed into position and hinge held
in place on its mounting plate by sealant and locator
rivets. (The number of locator rivets may va ry). These
rivets will be underneath outer skin. After removal of
outer rivets and screws, work a putty knife or a thin
piece of aluminum between outer skin and hinge and
52´•00´•00
OLDWILLWAYNE
7. SLIDE
O
-art-t, 6. LATCH JAWS
9. ADJUSTMEN
POINT
COVER PLATE
FWD
8
6 3. SPRING
E~ i
4. HOUSING
ASSEMBLY
8. ADJUSTMENT 5. UPPER LINK

POINT
2. BELLCRANK
ARM I ~-1. LOWER LINK
VIEW-LOOKING OUTBOARD AT CABIN DOOR

CABIN DOOR-RIGGING/ADJUSTMENT FIGURE 52-1
52-10´•00
52´•11-00 CABIN DOOR E; Coat cleaned door frame with adhesive (St.
RI GGI N G/A DJ UST M ENT Clair #4587).
PROCEDURES F. Coat bond area of new seal with adhesive (St.
Clair #4587).
The cabin door latching mechanism has several ad- G. Let both applications dry until tacky.
justment points that may be utilized to obtain proper H. Carefully place end of seal into position at
rigging. (See Figure 52-1). Removal of interior door bottom of door and continue around door until seal is
panel will be required to gain access to adjustment
points. firmly attached. Oo not pull tight around corners. Cut
off any excess seal.
i. Adjust cabin door linkage to satisfy require-
i. When seal is properly attached, door should
ments listed below.
close with little effort.
A. Latching pin must contact striker plate hole
ondoor frame,the full circumference of pin, when NOTE
mechanism is in full latched position. Door contour can be altered slightly to conform
with cabin contour, if needed for proper fit and
B. Latching pin must clear striker plate when
sealing.
opening or closing doorwith latching mechanism in
full open position. 52-30-00 BAGGAGE COMPARTMENT DOOR
C. As lower link (1) and bellcrank arm (2), (Fig. MAINTENANCE PRACTICES
52-1) travel over center, the spring(3), is to be com-
1. Removal. The baggage com partment door may
pressed to 1.000 +/´•.030. be removed to replace or repair door or to replace a
NOTE damaged hinge.
Washe_r_smar_be added between spring and link A. Remove coat hanger and headliner panel lo-
or 310294-501 housing assembly Y4) fo comply cated inside and directly under baggage door hinge
with items Bana C, (FigureSP-l). area.
B. Pull insulation back to clear rivet shanks.
D. The lower link (1) and bellcrank arm (2), in
full locked position, should be overcenter a minimum
C. Center punch rivet heads holding hinge half
of.3 inches, (Figure 52´•1). to fuselage.
D. Carefully drill rivet heads and punch rivets
NOTE from holes.
It is not necessary that lower link
upper link (5), (Figure 52-~r) contact E. Work putty knife or thin piece of aluminum
between outer skin and hinge and inner skin frame
and hinge to break sealant bond.
E. The outside handle is to be flush with outside
F. Remove hinge and baggage door assembly
skin when mechanism is in full latched position.
ca reful ly.
F. In full latched position, upper latch jaws (6)
G. Clean hinge and hinge mounting area thor-
must be closed and latch slide cam (7) at the end of
its full travel. See adjustment points (8) and (9),
oughly of all sealant or foreign material.-
2. Repair. The baggage door may be repaired per
(Figure 52-1). standard repair procedures in accordance with AC
G. In full open position, upper latch jaws must 43.131A. Repairs may be made to baggage door on
be open and slide cam at end of its full travel.
airplane if feasible.
NOTE NOTE
Slide cam (7) moves 1.13 in. from full latched to If repairs are to be made interior trim panel may
full open position. require removal.
52-12-00 CABIN DOOR SEAL
The cabin door seal is an extruded rubber seal filled

with a soft foam. Unless deformed or torn, seal will
provide adequate sealing around periphery of cabin
door during flight conditions.
i. Cabin door seal replacement.
A. The seal is held to inner door frame with ad-
hesive.
B. Remove door inner trim panel to gain access
to door seal.
C. Pull seal from door frame.
D. Clean area with lacquer thinner to help soften
remaining adhesive. Remove excess adhesive.
CAUTION
Care should be exercised to keep lacquer thinner
from dripping on wing or any other portion of
air~lane.
52-11-00
OLDWILLWAYNE
3. Installation. H. Install rivets, (AD4 standard, AD5 oversize)

OLD HINGE in all holes. Remove clecoes as rivets are being in-
stalled to keep door aligned.
A. Place repaired baggage door with old hinge
into position and cleco securely to assure fit of door; 52´•31-00 BAGGAGE COMPARTMENT DOOR
check latching operations. LATCHING MECHANISM
B. Remove door-assure attachment area is
clean of old sea.lant. The baggage compartment door has a direct, non-
C. Apply sealant, PR1428´•B or equivalent, to
adjustable latching linkage that inserts two pins into
hard points in door frame. This latching mechanism
hinge attachment area between outer skin and inner can be locked from outside aircraft. An auxiliary exit
frame.
mechanism is incorporated into this latching mecha´•
D. Reinstall door assembly with old hinge and nism which allows door to be opened, in an emer-
cleco hinge for proper placement. gencv. from inside even if outside handle locked.
E. Install rivets (AD4 standard, AD5 oversize) in Outside handle iis
to be unlatched and ful y opened
all holes. to correctly re´•engage latching mechanism after use
NEI HINGE of inside, auxiliary exit handle. (Figure 52-2).
There is a spring ~ttached to clevls pin of latch link´•
A. Place old door assembly with new hinge or
age. This ensures positive re-engagement of clevis
new door assembly and new hinge into position and
pi, into cam slot of outside handle for proper actua-
latch door in place. tion of outside latching mechanism.
NOTE NOTE
Hinge mounting areashould be clean of old Follow procedures in Pilots
sealant and debris. __I
Handbook/Airplane Flight Manual (runla~ Mlor

SECTION Ill)lor of mechanism
B. Push in on door assembly at top, while door
proper outsid8 h-~ndle operation.
is in latched position to properly locate door and seal
in door frame.
C. While door is held in place mark holes in new
hinge using holes in outer skin as locators.
NOTE
Verify correct position of door prior to drilling
holes in hinge.
D. Center punch all holes and carefully drill two
end holes. Fasten clecoes in these and recheck door
assembly fit, if satisfactory continue drilling all
holes.
E. Remove door assembly. Deburr and clean
area completely prior to reinstallation of door assem-
bly.
F. Apply sealant (PR1428-B or equivalent) to
hinge mounting flange and between outer skin and
door frame.
G. Reinstall door assembly anb cleco securely
in place.
HITCH PIN /-HANDLE

CLIP/PIN ASSY
CR3213-4-2
RIVET
(2 PLC> LANYAkD CR3213-4-3RIVET
(ORIENTATION NOT AN960-4 WASHER (2>
CRITICAL> (1 UNDER RIVET HEAD &1
I3N BACK SIDE [3F HANDLE,>
MS20470-4 RIVET (OPT>

SM52-2
BAGGAGE DOOR LATCH MECHANISM FIGURE 52´•2
52-31´•00
OLDWILLWAYNE
CHAPTER
F USE LAG E
OLDWILLWAYNE
CHAPTER 53
FUSELAGE
CHAPTER
SECTION
SUBJECT PAGE DATE
53-Effectivity/Contents 1/2BLANK 11´•98

53´•00-00 3 11-98
53-30´•00 4 11´•98
53´•30-00 5 11-98
53´•40-00 6 11-98
53-40-04 7 11´•98
53-40-04 8 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
53-00´•00 General 3
53´•10-00. Main Frame 3
5310´•01 Tubular St;ucture’Frame: 3
53-10´•02 Tailcone Structure 3
53´•20-00 Firewall. 3
53-30-00 Plates/Skins 4
53´•40´•00. Attach Fittings. 6
53´•40-01 Wing Attach Fittings 6
53-40´•02 Empennage Attach Fittings 6
53´•40´•03 Main Landing Gear Attach Points 6
53-40-04 Engine Mount Attach Points 7
53´•EFF/CONTENTS
1/2BLANK
53-00-00 GENERAL 53´•10-02 TAILCONE STRUCTURE
The Mooney M20S forward fuselage is constructed The tailcone is of semi-monocoque construction. The
from 4130 chrome molybdenum, tubular steel cov- internal structure is shown on (Figure 53´•2). The for-
ered with aluminum skins. The tubular steel sub´• ward cabin structure(l) is bolted to tailcone with five
assemblies are heliarc welded in fixtures, inspected structural bolts (8). the tailcone shin (2) is an inte-
and then assembled into main cabin fixture and heli´• gral load bearing portion of taiicone assembly. The
are welded to produce cabin frame enclosure. The as´• avionics equipment shelf (3) spans tailcone width to
sembled, inspected, steel structure is sand blasted provide ngldity and space for avionics components.
and epoxy primed for corrosion protection. the battenes are located in this area also at (5) on
The tailcone bulkheads, formers, skins, etc., are both sides to tail cone. The hat rack shelf (4) pro´•
formed from sheet aluminum on either a hydro press vides rigidity as well as storage space.
or drop hammer. These components, along with The empennage attach points (6) are attached to
stringers, clips, brackets, etc., are positioned to- rear bulkhead 77) with tabs extenaed forward and at-
gather on a fi xture and assem bled i nto the aft fuselage tached to tailcone structure.
assembly. All air ducts, control brackets, tubes and
bellcranks, electrical harnesses and antennas are in´• 53-20-00 FIREWALL
stalled into tailcone during this assembly process.
The firewall is .016 stainless steel, attached to for-
The forward cabin enclosure and tailcone assembly
ward, 4130 tubular steel structure. Fiberglass insu-
are mated together and this fuselage assembly ad- (ation and vinyl are placed between firewall and cabin
va nces down assembly line to be mated with wing as´• interior to restrict engine compartment heat and
sembly. noise. All engine compartment/cabin access holes
are sealed tight to prevent fire and smoke in cabin.
53-10-00 MAIN FRAME
Reference Section fl-30-00 for sealing procedures.
53´•´•10-01 TUBULAR STRUCTURE FRAME
The basic cabin tubular steel (1) enclosure is shown

(Figure 53-1).
SMMR53-1
TUBULAR STRUCTURE FRAME FIGURE 53-1
53´•00-00
OLDWILLWAYNE
8
/8
2, n~ rl
SMMR53-2
TAILCONE CONSTRUCTION FIGURE 53-2

53-30-00 PLATES/SKINS The fuselage assembly and tailcone have panels, cov-
ers or doors at various locations to provide access to
The fuselage tubular structure is covered with alumi- interior for inspection or maintenance purposes.
num skins after mating to tailcone. The skins are riv- (See Figure 53´•3).
eted and bolted to support angles, formers and
brackets. These skins are non-structural coverings to
Belly skins are removable to provide access to all
form outside contour of forward fuselage section.
components and control systems located below
floorboard. See (Figure 53 3) and following Table for
The skins, covering tailcone, are an integral part of component location and identification.
tailcone structure. Repair or replacement of these
skins should be according to AC 43.13-1( Chap. 2, NOTE
Sect. 3. PR 1766-62 sealant should be used on all
fuselage lap joints. where bonded. to provide
positive electrical ground plane fdr electrical
systems.
TABLE FOR FIGURE 53-3 COMPONENT IDENTIFICATION

i. Cabin Door. 13. Landing Gear Retract Tubes, Flap Indicator
Cable.
2. Engine Compartment. 14. Electric Flap Actuator.
3. Baggage Door. 15. Stabilizer trim Screw and Stops.
4. Elevator/Rudder Control Stops. 16. Elevator/Rudder/Aileron Control System
5. Empennage Attachment. 17. Elevator/Rudder/Aileron Control System
Bellcranks
6. Avionics Blackboxes, Battery, ELT Access 18., Control System/Landing Gear Rod End
Bea ri ngs.
6A Battery Access. 19. Nose Wheel Steering System, Cowl Flap
Controls
7. Stabilizer Trim Jack Screw. 20. Rudder Torque Tube.
8. Empennage Attachment. 21. Landing Gear Actuator and Retraction Tubes.
9. Elevator/Rudder Controls, Rod End Bearings
Travel Stops 22. Tail´•Light Harness Connections.
10. Rudder Controls, Elevators Rudder
Bellcranks. 23. Empennage Attachment, Trim Jack Screw.
11. Brake Master Cylinders, Electric Fuel Pump.
12. Landing Gear Actuator, Gascolator,
Fuel SeTector Valve. 24. Oil Filler Access
53´•30-00
10
24
a IC?D
22
6,~A
21
12
20
O 13 O
14 3
15
19
´•16,17,18
o 1
6A
5 ~3 (~5
2
SMR53-3
INSPECTION PANELS AND COVERS FIGURE 53-3
53-30-00
53-40-00 -ATTACH FITTINGS

53-40-01 WING ATTACH FITTINGS Various type of fittings (3) are used to properly dis-
tribute load between wing and fuselage.
The wing assembly(l) is attached to fuselage assem-
bly (2) using structural hardware (4); (Figure 53-4).
3(fYPICAL LH RH)
3 <fYPICAL LH RH>
4<TYPICAL LH RH>
FWD
(TYPICAL LH RH>
LH
SMMR53-4
WING/FUSELAGE ATTACH FITTINGS FIGURE 53´•4
53-40-02 EMPENNAGE ATTACH FITTINGS

53-40-03 MAIN LANDING GEAR ATTACH
The empennage assembly is manufactured as a unit POINTS
(1~1(Figure 53-5) with vertical fin and horizontal sta´•
bilizer using common components. This unit at´•
The main landing gear assembly is a welded, heat-
taches to tailcone empennage attach points (1) (Fig-
ure 53´•6), using two structural bolts (a)lFigure 53-5)
t’eated, 4130 chrome molybdenum steel assembly.
The leg assembly (1), Fig. 53-7, is supported at for-
passing through two top hinges (3) (Figure 53-5). wa’d end by tension strap fitting (2) attached to wing
The bottom attach point (4) (Figure 53-5) on empen´•
main spar assembly (3)(Figure53-7 insert) and pro-
nage assembly securesstabilizer trim jack screw (5) 5) vides one of the hard poi nts for mai n la nding gear as-
(Figure 53-5) and (4) (Figure 53-6). Lateral stability
of empennage assemb!y_!s controlled with an articu- sembly. The leg assem bly (1) is supported at the rear
lated hinge assembly (2) (Figure 53´•6) attached to by a bracket (4) attached to stub spar assembly (5).
This is rear hard point. The main landing gear truss
rear bulkfiead /3) (Figure 53-6) of tailcone. The hinge
assem bly (6) also attaches to tension strap fitting (2)
attach pin (6) (Figure 53´•5) is held in place with a cot´•
on main spar. The brass bearing (7) (insert) should
ter pin at each end.
be inspected at any scheduled maintenance action
for wear.
53´•40-00
sws3-s
EMPENNAGE ASSEMBLY ATTACH FITTINGS FIGURE 53-5
Grease fittings (8) are installed at pivot points of tension loads. Lower hard points (3) are for shear
main landing gear assembly for lubrication per Chap´• loads and are used in conjuction w/ attachment of
ter 5. (Reference Figure 53-7). nose landing gear lower truss assembly (Figure
53-8). AN6 bolts are installed at this location. Lower
53-40-04 ENGINE MOUNT ATTACH POINTS hard points (4) are for fittings outside firewall which
allow a clevis on each side df engine mount to be at-
The engine mount is attached to hard points built tached for shear loads. AN4 borts are used forthis
into forward portion of tubular structure. application.
The upper and outboard, lower hard points (1)&(2)
(Figure 53-8) are for NAS1304 bolts installed for
53´•40-04
OLDWILLWAYNE
4-/ ~g4 I
TAILCONE/EMPENNAGE ATTACH POINTS

FIGURE 53-6
3 SMR53-8
ENGINE MOUNT ATTACH POINTS FIGURE 53-8
3 8
6
1
L 4S
SMX53-7
MAIN LANDING GEAR ASSEMBLY ATTACH

POINTS FIGURE 53-7
53-40´•04
OLDWILLWAYNE
CHAPTER
STABILIZERS
OLDWILLWAYNE
CHAPTER 55
STABILIZERS
CHAPTER
SECTION
SUBJECT PAGE. DATE
55-EFF/CONTENTS. I/2BLANK 11-98

55-00-00 3 11´•98
55-10-02 4 11-98
55-30-02 5 11-98
55-40-02 6 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
55´•00-00 General 3
55-10´•00 Horizontal Stabilizer. 3
55´•10-01 Horizontal Stabilizer Removal 3
55´•10´•02 Horizontal Stabilizer Installation 4
55-20-00 Elevator 4
55-20-01 Elevator Removal 4
55´•20-02 Elevator ´•Installation 4
55-30´•00 Vertical Stabilizer 4
55´•30-01 Vertical Stabilizer Removal 4
55´•30´•02 Vertical Stabilizer Installation 5
55-40-00 Rudder 5
55´•40-01 Rudder Removal 5
55´•40-02 Rudder Installation 5
55´•EFF/CONTENTS
1/2BLANK
55-00-00 GENERAL gled channel (6) at center section. Rear spar (7) is an
extrusion, attaching to aft end of ribs, and contains
The M20S empennage assembly is a variable inci- hinge fittings (8) for the elevators.
dence tail´•plane consisting of a horizontal and verti- The ribs (9) are assembled in sections to the front
cal stabilizer built as a unit. (Refer to Chapter 53 for and rear face of each spar assembly to form the air
attachment of empennage to fuselage.) foil. Stretch´•formed skins (10) are fastened to ribs,
The horizonta I a nd vertica I sta bi lizer a re constructed spars and doublers to form complete horizontal sta´•
of formed sheet metal ribs attached to a forward and bilizer structure.
aft spar assembly covered with stretch´•formed skins. The aft vertical fin spar(ll) is attached to horizontal
The horizontal stabilizer has a stub spar that spans a stabilizer structure through bracket (12) which is
portion of stabilizer. fastened securely to stabilizer rear spar assembly
the elevator and rudder are constructed from an ex- (7). (Figure 55-1).
truded leading edge spar assembly covered with
stretch-formed skins. The elevators have a fixed tab 55-10-01 HORIZONTAL STABILIZER
between skins that run full length of trailing edge. REMOVAL
The elevators and rudder have balance we~ghts per´•
The fairing located on tailcone, covering gap be´•
manently installed for stabilization during fnght. tween tailcone and empennage assembry,will re´•
55-10-00 HORIZONTAL STABILIZER quire removal to gain access to empennage attach-
ing hardware. SECTION 53-40´•02 describes attach´•
The main spar assembly(l) (Figure 55-1) is formed ing points for empennage assembly. Refer to this
from aluminum sheet into a channel. Angle doublers section for the removal of empennage assembly
(2, 3 and 4) are formed and riveted to main spar (1) from airplane.
through spar web section. Stub spar (5) is a channel
formed from aluminum sheet reinforced with a jog-
12
9 DETAIL A
s
9 8
16 I
~III A
3 SHXSS-I
HORIZONTAL STABILIZER FIGURE 55-1
55-00´•00
OLDWILLWAYNE
7 1 I r4
6 ~a/
1 5
2 L~ L1
DETAIL A AI
ELEVATOR FIGURE 55´•2
55-10´•02 HORIZONTAL STABILIZER 55-20´•02 ELEVATOR INSTALLATION

INSTALLATION
CAUTION
Refer to SECTION ~3-40´•02 for installation. Each new repaired or repainted elevator should
be checked for balance per SECTION 27´•91-00.
The elevators are installed in reverse order of
55-20-00 ELEVATOR removal. Nominal toraue values for AN3 bolts are
to be used (see SECTION 5-20´•01 for torque
Elevators on the M20S consist of left and right hand table.)
assemblies attached, through ball bearing fittings
(1), to rear spar of horizontal stabilizer (Figure 55-30-00 VERTICAL STABILIZER
55-2).
The elevator control horn (2) is connected to inboard The main spar assembly(l) (Figure 55-3) is formed
f’om aluminum sheet. Formed angle doublers (2)
leading edge of each elevator (R.H. and L.H.). Both
are nested inside main spar channel and riveted to
control horns are then connected to elevator flight
spar web. Rear spar (3) Is an extrusion used to at-
control bellcrank. The full length trim tab (3) may not tach aft end of sectioned ribs (4). Stub spar (5) is
be re´•adjusted from factory installed setting. This is
also formed from sheet aluminum. A doubler c~ian´•
factory set at 70 down. net (6) is attached to vertical stabilizer stub and stub
The elevator skins (4) are stretch-formed for upper
spar of horizontal stabilizer. This attach channel is
and lower surface of elevator. There are no ribs in
securely bolted to stinger bulkhead brackets. The
elevator between inboard and outboard ribs. The main spar doublers andangles (7, 8 and 9) provide
skins are attached to leading edge extrusion (5) and attach points for stinger and horizontal stabilizer
ribs (6) with blind rivets. Each formed corrogation is spar. (Figure 55-3).
matched on top and bottom skins and rivets are in- S~kins (10) are stretch-formed in 2 sections and riv-
stalled for strength and rigidity through each corro´• eted to ribs and spar.
gation. The rudder attach fittings (11) are mounted to rear
A lead balance is installed in each elevator
weight (7) spar extrusion to attach rudder (12). Lead weights
ti with iron rivets or bolts (8). (~igure 55-2). See(13)
are added for dampening.
S CTION 27´•91´•00 for balancing procedures on ele´•
vators.
55-30-01 VERTICAL STABILIZER REMOVAL
55-20-01 ELEVATOR REMOVAL The vertical and horizontal stabilizer are removed as
a unit with stinger assembly. Remove fairing located
Remove AN3 bolts from each control horn and push- on tailcone whi~ch covers gap between tailcone and
pull tube bearing, then remove AN3 bolts and hard- empennage. SECTION 53-40-02 describes attaching
ware from each hinge fitting on both elevators. points for complete empennage assembly. Refer to
55-10´•02
55-40-00 RUDDER
The rudder on the M20S is constructed same as the

elevator with stretch´•formed skins (1)(Figure 55-4)
riveted to an extruded leading edge (2) and riveted
together at trailing edge. The rudder lower skins (3)
are drop hammer formed left and right halves, riv´•
4 eted to upper ski ns, rib assem bly (4)gnd at leading
3 and trailing edge. A stiffener (5) is to support lower
1 rudder ball bearing hinge fitting (6). A weather seal
11 (7) is included in the assembly.
The rudder control horn (8) is attached with center
hinge fitting (9) to rear flange of front spar at junc-
tion of lower rib assembly (10). A brace a rm on horn
assembly is attached to fitting (11) on lower rib
5 (10).
The upper hinge fitting (12) is attached to rear
fiange of front spar lust under top rib assembly(l3)
11 I and balance weight (14), (Figure 55-4).
Balance weight(l4) is installed with four bolts(l5).
See SECTION 27´•91´•00 for balancing procedures
Illh~ I on rudder. Balance weight (16) is installed w’ith two
bolts.
55´•40-01 RUDDER REMOVAL

7’-
I Remove AN3 bolt from control horn and push´•pull
8 tube bearing, then remove three AN3 bolts and
hardware from each hinge fitting. Disconnect elec-
trical connections per paragraph 33-41-03,2,A thru
VERTICAL STABILIZER ASSEMBLY FIGURE 55-3
55-40-02 RUDDER INSTALLATION

this section for removal of empennage assembly
from airplane. CAUTION
Each new repaired or repainted rudder should
55-30-02 VERTICAL STABILIZER be checke)d for balance per SECTION 27-91-00,
INSTALLATION prior to installation.
The rudder is installed in reverse order of removal.
Refer to SECTION 53-40´•02 for installation.
Nominal torque valves for AN3 bolts are to be used.
(See SECTION 5´•20-01 for torque table).
55-30´•02
2 1~ :51
10 1
8
11
12
j
9 7~
4 5
5 \1~ 7
RUDDER ASSEMBLY FIGURE 55-4
55´•40-02
OLDWILLWAYNE
C H A PT E R
VVINDOVVS
OLDWILLWAYNE
CHAPTER 56
WINDOWS
CHAPTER
SECTION
SUBJECT PAGE DATE
56-Effectivity 1/2BLANK 11´•98

56´•00-00 3 11´•98
56-22-00 4 11´•98
56-50-00 5 11-98
56´•50-00 6 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
56-00-00 General 3
56-00-01 Cleaning Acrylic 3
56´•20-00 Windshield and Cabin Windows 3
56´•21-00 Windshield. 3
56-21-01 Windshield Removal 3
56´•21-02 Windshield-lnstallation 3
56-22-00 Cabin Windows 4
56´•22-01 Cabin Windows´•Removal 4
56-22-02 Cabin Windows-installation 4
56-23-00 Storm Windows 4
56-50-00. Acrylic Drilling. 5
56´•EFF/CONTENTS
1/2BLANK
56-00-00 GENERAL A putty knife or thi n aluminum strip will be necessary

to work underneath top skin (4) and side post skin
The windshield for the M20S is .187 inch thick (5) to brea k seal a nt bond between acrylic and ski ns.
acrylic, heat formed to contour. The pilot’s side win-
dow is also .187 i nch thick acrylic wifh a hole cut out
to accommodate the .312 inch thick storm window. CAUTION
The storm window is milled to fit the hole and to be Exercise during this operation to avoid
care
flush with outside of pilot’s window surface when scratching acrylic. Considerable effort may be
closed. The other three side windows are .125 inch required to break the bond.
thick acrylic. All windows are single pane windows.
All windows are heated in an auto-dave to approxi´•
Carefully pull windshield away from its location start-
mately 3000 F and placed on a plaster mold to cool ing at lower portion and work it loose as sealant bond
while maintaining correct shape. is broken around edge of acrylic.
The windows are tinted for visual comfort, ultra- After windshield is removed, all residual sealant
violet filteration and cooling effect for cabin. must be removed prior to installation of replacement
The windows are all sealed to outside skin with windshield. Careful scrapeing with putty knife and
PR1428 !B) sealant. Retainers and clips are used careful application of M.E.K. will assist in removing
around window frame to hold windows in place. excess sealant.
56-00-01 CLEANING ACRYLIC

56-21-02 WI N DSHI ELD-I NSTA LLA TION
A commercial cleaning solution, manufactured for
acrylic, may be used to clean routine grit and grime When old sealant is removed, brush M.E.K. or
from windows. Follow instructions on commercial equivalent cleaning solvent, in cavity (8) where new
cleaner used. windshield will be located (refer to Fig. 56´•1).
If no commercial cleaner is available these proce-
dures should be followed:
1. Flush windows with water prior to wiping with a
clean, soft, cloth, soaked in kerosene.
CAUTION
Never wipewindows when dry.
2. Flush with water after cleaning with kerosene. 4
CAUTION
Never use carbon
gasoline, benezene,
tetrachloride, lacquer thinner, deicer
fluid, house hold cleaning fluid or any other
ques~tionable fluid to clean acrylic wihdows.
These solvents will soften or craze the surface. 8
Minor scratches
NOTE
abrasions m.ay be poiished
or
out by using acrvlic resurfacirig kitj, ie.,
P
Micro-MBsn, available from aviat~on accessory
suppliers.
56-20-00 WINDSHIELD AND CABIN

WINDOWS 1 ’5
The removal and installation of windshield and win´• 2
dows are accomplished in the following paragraphs.
56-21-00 -WINDSHIELD
56-21-01 -WINDSHIELD- REMOVAL
The aluminum retainer (1) at bottom of windshield

(2) must be removed by drilling out rivets attaching it
to cowl deck (3), (Reference Figure 56´•1). SMX56-1
WINDSHIELD INSTALLATION FIGURE 56´•1
56´•00´•00
NOTE
Exercise care with
aDDlication of these
r
solveritl. Damagemay result I´•
if drops of solv~ents come in
conta‘ct with either exterior
paint, interior trim or 1
plexiglass. 2
Apply sealant, PR1428 (B) or
equivalent, into cavity (8) until
approximately half filled. Ap´• 2
ply a bead of sealant along re-
cessed joggl_el6) of cowl deck
(3), (Figure 56-1).
The new windshield beingl.
forced into cavity between
and interior
edurtxe•´er
excess
2
sealant. After windshield is inl´•
place wipe excess sea´•lant off
with a damp clean cloth.
Prior to riveting aluminum re´•
1
tainer(l) into position coat re´•
tainer with a uniform thick´• 2
ness of sealant. A positive
bond will be made as retainer
I a
is riveted into place. Use I´•
CR1312-5-2 cherry rivets to
reattach retainer (1) to cowl I i 1
deck (3), (Figure 56;1).

a
After sealant cures, excess
may be removed with a sharp s
razor knife.
Check for water leaks.
Repaint retainer and rivets to
match aircraft. L
~I 7
WINDOW INSTALLATION FIGURE 56-2

56-22´•00 CABIN
WINDOWS
where window (1) will be located. Sufficient sealant
56-22;01 CABIN WINDOWS REMOVAL should be used so excess sealant is extruded from all
edges of windows, both inside and outside, (approxi´•
Remove i nterior trim from window (1) to be replaced. mately 5, 3.5 oz. tubes for 4 windows).
Remove retainers (2) or clips (3) which hold window Force window(l) into place with retainers (2) or clips
in position from inside, (Figure 56-2). (3) and secure retainers and clips with Avex 1601´•
410 blind rivets or existing screws and hardware (4).
NOTE The sealant will be forced out and seal window to out-
Some retainers are held in place with screws (4) side skin. Carefully wipe excess sealant off acrylic be´•
and some with rivets. Drill‘out rivets carefully. fore it sets up. After sealant cures excess can be cut
The window will be bonded to outside skin with seal- Off With a sharp razor knife, (Reference Figure 56-2).
ant. Considerable effort may be required to break Check replaced window for leaks.
bond between acrylic and outer skin. Care should be Reinstall interior trim panels.
exercised to keep window from twisting and possibly
cracking. 56-23-00 STORM WINDOW
Remove wi ndow and clean a II remaini ng sealant from
skin. Use M.E.K. and a scraper to remove sealant. The storm window (5) is mounted with two aluminum
hinges (6), attaching hardware (7) and held closed
56-22´•02 CABIN WINDOWS INSTALLATION by a latch (8). A gasket (9) is bonded to the storm
window for sealing purposes when closed,
Remove all old sealant and clean skin area with (Ref. Figure 56-2).
M.E.K.
Place window(l) into position to assure proper
fit. Trim if necessary (Figure 56-2).
Apply a thick, uniform thickness of PR1428 (B) or
equivalent, sealant to both window and skin areas
56-22´•00
56-50´•00 ACRYLIC
DRILLING
Drill bits for acrylic

should be ground per
75f (Figure 565). A slow
turning drili~bit with
1" NEGATIVE RAK light pressures is desir´•
able.
(,03 FLAT WIDTH)
5" CLEARANCE
STOVE BURNER TYPE BIT
(NO FLUTE RELIEF)
JOBBER FLUTE LENGTH

JOBBER LENGTH OVERALL
+,0000
DRILL DIAMETER TOLERANCE
-,0000
ISM5~-31
TOTAL INDICATED RUNOUT ,0002
ACRYLIC DRILL BIT FIGURE 56-3
56-50-00
OLDWILLWAYNE
BLAM K
56-50-00
OLDWILLWAYNE
C H A PT E R
VVINGS
M20S’ MOONEY AIRCRAFT CORPORATION
CHAPTER 57
WINGS
CHAPTER
SECTION
SUBJECT PAGE DATE
57-EFF/CONTENTS. 1/2BLANK 11´•98

57-00-00 3 11-98
57-00-02 4 11´•98
57´•20-02 5 11´•98
57-20´•02 6 11-98
57´•40-00 7 11-98
57-50-11. 8 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
57-00´•00 General 3
57-00-01 Wing Removal and 3
57-00-02 Stall Strip Installation 4
57´•10´•00. Main Frame 4
57-20-00 Auxiliary Structures 4
57-20-01 Jack Points 4
57´•20´•02 Wing Tips 6
57-30-00 Plates-Skin 6
57´•40-00 Attach Fittings. 7
57-50-00 Flight Surfaces 7
57-50-10 Flaps 7
57-50´•11 Flap Removal and Installation 8
57-50-20 Aiierons 8
57-50-21 Aileron Remo;al and’lnstallation 8
57-EFF/CONTENTS
1/2BLANK
57-00-00 GENERAL 57-00-01 WING REMOVAL AND

INSTALLATION
The all metal wing is a one piece assembly attached
to the fuselage at structural hard points with struc´• The major subassemblies of wing may be removed
tural hardware. (See SECTION 55-40´•01). The full individually, or wing may be removed as a unit. To re-
span, main spar assembly is connected to stub spar move wing, a fuselage supporting cradle is needed.
and rear spar assembly by ribs, doublers and skins, i. Wing removal:
The mai n landing gear forwa rd attach assembly is an
A. Remove wing-root fairings and bottom fuse-
integra I part of main spar and rear fitting is bolted to
wing stub spa r lage access panels.
!075-T6
aluminum and the assembl~Yb:,Thesparcapsare
ribs and doublers are B. Drain all fuel from tanks.
2024´•T3, T4 or T42 aluminum. Repair of these com- C. Drain brake lines and reservoir. Disconnect
ponents is covered in SECTION 51-13-00. hydraulic lines at wing main spar.
The wing tips are fabricated from fiberglass and D. Remove front a nd rea r seats. Remove the two
house the navigation and strobe lights,
inspection plates under rear seat area.
Fuel is contained in wet wing type fuel cells between E. Jack aircraft per SECTION 7´•10-00.
main spar and baffles forward of spar. The tanks are
sealed auring manufacturing with current technology F´• Disconnect or remove the following:
sealant. (See CHAPTER 28 for fuel system details). (a) Two landing gear assist springs.
(b) Aileron control tubes at inboard bell-
cranks.
(c) Trim control tube at STATION 59.3 and
94.5.
SOE TABLE FOR LENGMS. 1F NECESSARY,

snu_ I BOLT I I IM
INSTALL SHIMS BETWEEN SMEAR FIITINGS
S10(3C7 *Wld* ANO NOT UUDER BOLT HEC~ OR NVT.
vua;Hs
SlO(sc4 AH*-~ IWD~O-*1L """5"2" AN4-4A BOLT (4)
51013C11 A13CIY~ I ANOsb4ldL mJb)-*Tb f AN960-416 WASHER (4)
5(O(SC15 INcIA ~NWO-*1L I
5101SCll AWC~A ANssO-Ils Z
AN363-428 NUT (4)
Illca~ I I Ins#Hls 1 I I mJs3~2a I CIYPICM BOTH SIDES--ACCESSIBLE INSIDE
CABIN).
SHUR
AN6-16A BOLT~ALS)ANB-17A rWh\ I ’II"Mj/ AN4-1M BOLT (5)--
ANgeO-G1B wnsHER ACCESSIBLE THRU WHEEL
AN363-624 NUT I WELL
110001--3 OR -5 SPACER 03) ANoso-4!e WASHER (5)
(IYPICAL BQM YDES-- NUT (2)--
ACCESSIBLE INSIDE CABIN) ACCESSIBLE INSIDE ~CABIN
(TIPICU BOTn SIOES)
ANl--(5* BOLT (51--*CQSSIBL~UII
INSIDE CABIN
AN060-~16L WASHER (5)
AN960-416 WASHER (S)
AW63-428 NUT (5)--ACCESSIBLE
BY RUIIOVING t6P WING FAIRING
(MPICAL BOTH SIDES)
O
~j
~59
NUT L BOLt i TORPUE VUUE C13 AN4-17A-- 000)
AN4-I GA--(BTU)~
ACCESSIBLE UNDER REAR SEATS
msso-4ls WASHER (2)
48363-428 NUt
ACCESSIBLE THRU WING BOTTaYl
ACCESS PANEL
SHIM AS NECESSARY
483-44 BOLT--ACCESSIBLE 8Y RELIOVINO AN7H-17A BOLT--ACCESSIBLE THROUGH ACCESS

TOP WING FAIRING COvER UNDER REAR SEAT. SAFEN WIRE BOLT HEAD
48866-18 WASHER TO AJACPCT SPAR-WEB STIFFENER.
AN383-1032 NLITACCESSIBLE THROUGH AN960-716L WASHER
WHEELWN. BOTH SIDES) CIYPICK BOTH SIDES)
WING ATTACHING HARDWARE FIGURE 57-1
57´•00-00
OLDWILLWAYNE
(d) Main gear retraction tubes. 57-10´•00 MAIN FRAME

(e) Rudder control tubes. The integral fuel cells, shaded area (1) start at wing
(f) Elevator control tube. station 24.5 and continue to rib, station 88.75
(g) Elevator and rudder push-pull tubes. (LH/RH) on wing. (Figure 57-3). Sealer is applied to
all joints on ribs, spar and baffle plates. (See Section
(h) Floorboards at rear attach points. 28-11´•00 for resealing procedures).
(i) Belly skin stringer splice angles.
The wing is manufactured in three sections; center
(j) Airspeed indicator line, pitot lines and section (2), left outboard section (3) and an opposite
pitot heater wires (if installed), right outboard section (not shown) (Figure~ 57-3).
(k) Hardware shown in (Figure 57-1). These three sections are then assembled into one ful I
span wing assembly as final two, LH/RH, skins are
CAUTION installed.
Have suitable cradle ready to carry fuselage
LH RH sp_ares configuration, wing tip assembly, are
before removing all miting hardware.
available. Each includes completed section, from
2. Wing installation: Installation of the wing as- Wing Station 103.50 and outboard. The assembly in-
cludes stringers (4) required to complete splice to
sembly is direct reversal of removal. old center section. A spar splice plate is required to
reinforce spar (5) at it’s attachment location. These
57-00-02 STALL STRIP INSTALLATION
components, with instructions, are available through
i. Position stall strips on wing leading edge so a"Y Mooney Service Center.
that, during stall recovery, normal use of flight con´•
trols should prevent: 57-20-00 AUXILIARY STRUCTURES
A. More than 150 roll.
B. More than 150 yaw. 57-20-01 JACK POINTS
C. More than 300 pitch below flight level.
Wing jack points are located on LH RH lower wing.
2. Place stall strips on leading edge at stations The threaded wing tie down eyebolt fittings are de´•
shown on Figure 57-2, attach securely with duct tape signed to accept non´•threaded jack points. These are
for test flights. Reposition stall strips, up or down, located outboard of each main gear. The nose jack
until aircraft flies to criteria in paragraph 57-00´•02, point is located aft of left hand cowl flap at Pus. Sta.
1, A, B and C. Secure stall strip per installation in- ´•5.51. See SECTION 7´•10-00 for complete jacking
structions in Figure 57-2. procedures.
LEFT WING SHOWN

RIGHT WING OPPOSITE
W
j jI
i j
SKIN
UY’i )ClrSTA bO;L9
C’BORE
01,/60,6DEEP
04,
SKIN
STALL STRIP CcSfA 485

RIB RIVET LINE DRILL ,189/,193 DIA,
USE A6-75 RIVNUT
SCREW USE
LOCKTITE LYPE
CV FWD
A AN520-6-7 SCREW
RMD
AN345-6 NUf C\
AN960-6 WASHER STALL STRIP
TY#CAL ~csn ACTE~NATE HSn

SMM57-2
STALL STRIP INSTALLATION ´•FIGURE 57´•2
57-00´•02 REV. 10´•98

VS 103~5
VS 118~25
VS 17325
WS 14775
VS 1630
VS 13311
i o 4
VS 193.5 5
VS 245
VS 43.5
VS 5925
VS 74.0
VS 8875
i´•´•-~"’
C ~i"s o
SmRS7-3
WING STRUCTURE FIGURE 57´•3
4
73
8
~L3
SMX57-4
WING TIP ASSEMBLY FIGURE 57´•4
57-20-01
OLDWILLWAYNE
57´•20-02 WING TIPS CAUTION

Be aileron and aileron balance weights are
sure
The M20S wing tips are non-structural, fiberglass not restricted in movement, either dire~ction.
components. They are riveted to upper and rower
B. Secure wing tip and drill holes to match exist-
wing skins duringfinal assembly of wing structure.
1. Wing tip removal. ing wing skins. Use clecoes as holes are drilled into
new tip. When all holes are drilled, remove wing tip
A. Remove navigation/strobe light lens (1) by assembly and deburr.
removing 4 screws and washers (2) that retain lens to
wing tip (3) (Figure 57-4). NOTE
8. Drill out rivets (4) holding tip to upper and Connect strobe and navigation light connectors
lower wing skin (5). Remove all r~vet shanks with a prior to final attachment of tip.
punch. C. Use Avex 1604´•0412 blind rivets to attach
C. Carefully pull wing tip away from wing rib (6) wing tip to top and bottom skins.
and skins(5). Disconnect strobe and navigation light D. to match aircraft.
Repaint
harnesses at disconnect plug (8) prior to completely
removing tip. 57-30-00 PLATES SKIN
NOTE The wing access and inspection covers shown in (Fig-

The strobe or navigation lights can be removed ure 57´•5) provide maintenance access to compo´•
from wing tip either before or after its removal,. nents, plumbing and control bellcranks enclosed
from wing. within wing. They are flush mounted covers and when
installed continue aerodynamic contour of wing.
2. Wing tip installation,
A. Place new or repaired wing tip in place.
7 9 10
1 3 7
7 71
Ln I o~ 12
7
2
7 00,i~3
20
7 8 17 7
7----WI I 0 7
Ir----ttt~f3 o
19
18 ~oo 13
19 15--------t~E3 o
16
5
19
14
6----´•t_ s 5 i 0 $-6
WING SKINS AND INSPECTION COVERS FIGURE 57-5
57´•20´•02
LEGEND FOR FIGURE 57´•5

i. Wing skin .050 thickness (Fuel Tank). 11. OAT probe, right wing only.
2. Wing skin .040 thickness (Fuel Tank). 12. Control tube guide blocks.
3. Wing skin .040 thickness. 13. Pitot post left wing only.
4. Wing skin .040 thickness. 14. Strobe light power supply
5. Wing skin .025 thickness. 15. Aileron bellcrank and control rods.
6. Wing skin .025 thickness. 16. Auto pilot servos.
7. FueTtank access. 17. Gyro compass flux valve (left wing only).
8. Fuel tank filler. 18. Main landing gear assist bungee.
9. Control tube guide blocks. 19. Elevator andrudder controls rod end bearings,
10. Wing fuselage attach points. beilcranks.
20. Descent Rate Control (If installed)
NOTE 57-50-00 FLIGHT SURFACES

Access covers on bottom of wing that require
removal for inspection intervals are secured with Refer to SECTION 27´•90´•00 for flight control surface
screws. Any access covers that are riveted in balancing procedures.
place are reauired for manufacturing only and
NOT for routine inspections. 57-50-10 FLAPS
57-40-00 ATTACH FITTINGS Refer to SECTION 27´•50-00 for maintenance and rig-
ging procedures.
SECTION 57-00´•01 for wing fuselage attach
The flap actuator jack shaft is connected by a push´•
pull, rdd end, beanng to flap actuator bracket (1)
8
76
FLAP ASSEMBLY FIGURE 57´•6
57´•40´•90
OLDWILLWAYNE
(Figure 57-6) located just inboard of inboard hinge stalled. The weights (7) are bolted (10) through an
(2). All three hinges (2) and (3) are faired (4) to re- outboard rib (8) and bracket (9) on each aileron as-
ducedrag. sembly.
Internal structure of flaps consists of: leading edge
57-50-21 AILERON REMOVAL AND
extrusion(5) trail ing edge stiffener (6), ribs (7) and INSTALLATION
top and bott6m skins (8). These components are riv´•
eted together into a left hand and right hand assem-
Refer to SECTION 27´•10-00 for removal, installation
bly. balancing procedures.
57-50-11 FLAP REMOVAL AND
INSTALLATION
Refer to SECTION 27-50´•00 for removal and installa´•

tion procedures.
57-50-20 -AILERONS
Refer to SECTION 27-10´•00 for mai ntenance a nd rig-

ging procedures.
The ailerons are of all metal construction. The main
spar (1), (Figure 57-7), is attached to rear spar (2)
through ribs (3). These components are riveted to´•
gether and top and bottom skin (4) and (5) are riv-
eted to this sub´•assembly. To complete control sur-
face, hinges (6) and balance weights (7) are in´•
3 3
6 5
14 1A
2
3’ Bit
‘W" 6
DETAIL A
8
9
to
DETAIL B DETAIL C
SMX57-7
AILERON ASSEMBLY FIGURE 57´•7
57´•50´•11
OLDWILLWAYNE
CHAPTER
STANDARD
PRACTICES
(PROP/ROTOR)
OLDWILLWAYNE
CHAPTER 60
STANDARD PRACTICES´•PROPELLER
CHAPTER
SECTION
SUBJECT PAGE. DATE
60 -Effecti vity/ Contents 1/2BLAN K 1 1-98

60-00´•00 3 11-98
60-00-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
S U BJ ECT SUBJECT PAGE
60-00-00 General 3
60-EFF/CONTENTS
1/2BLANK
60-00´•00 -GENERAL
The M20S aircraft incorporates a constant speed,

variable pitch propeller, controlled by a governor for
constant RPM settings, at the pilot’s discretion.
The propeller diameter is limited to 75 inches to al´•
low sufficient clearance between ground and propel´•
ler tip. See Type Certificate Data Sheet for approved
propeller models.
Repairs may be made to metal propellers in accor-
dance with AC 43.13-1( CHAPTER 12 and in con-
junction with the definitions of FAR 43.
CAUTION
Refer to Teledvne Continental Motors (TCM)
maintenance Publications for engine inspection
procedlires after a propeller strike.
60-00-00
OLDWILLWAYNE
BLANK
60´•00´•00
OLDWILLWAYNE
C H A PT E R
PROPELLERSI
PROPU LSO RS
OLDWILLWAYNE
CHAPTER 61
PROPELLERS
CHAPTER
SECTION
SUBJECT PAGE DATE
61-Effectivity 1/2BLANK 11-98

61-00-00 3 11´•98
61-00-20 4 11´•98
61-20´•00 5 11´•98
61´•20-90 6 11-98
61´•40´•00 7 11´•98
61-40-00 8 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT SU BJ ECT DATE
61´•00-00 General
61-00-10 Spinner Dome and Propeller Removal 3

61-00-20 Propeller Installation 4
61-10-00 Propeller Assembly 4
61-10´•10 Minor Propeller Blade Repair 4
61-20-00 Propeller Controlling 5
61-20-10 Propeller Governor Control Rigging 5
61-20-90 Propeller Governor Trouble Shooting 5
61´•40´•00 Dynamic Propeller Balancing 7
61-EFF/CONTENTS
1/2BLANK
61-00-00 GENERAL 61-00-10 SPINNER DOME AND PROPELLER

REMOVAL CTYPICAL)
The propeller is a speed type which oper´•
constant
ates by hydraulic pressure opposing natural centrifu- i. Spinner dome removal (if necessary).
gal twisting moment of rotating blades and spring
force to obtain the correct pitch for the engine load. NOTE
it is not necessary to remove spinner when
Engine lubricating oil is supplied to power piston in
propeller hub through propeller shaft. The amount removing propeller assembly.
and pressure of oil supplied (0-300 PSI) is controlled A. Remove screws and fiber washers (1) from
by an engine driven governor. Increasing engine ,ft,pinnerbulkhead assembly(2) and screws and fj-
speed will cause oil to be admitted to piston, thereby b,, washers (3) from each doubler plate (4). (Refer-
i ncreasi ng propeller pitch. Conversely decreasi ng en-
speed will result in oil leaving the piston, there-
~:ee decreasing propeller pitch.
B. Leave both doubler plates (4) attached to aft
bulkhead, unless needed for repairs.
Propeller overhaul shall coincide with engine over- C. Carefully pull spinner dome (5) forward to
haul, but interval between overhauls shall not exceed
1500 hours. Refer to propell´•er manufacturers’ over-
clear doubler plates (4) and propeller blades and
hub (6).
haul manual for complete maintenance action.
D. Forward spinner support (7) is shimmed at
NOTE propeller hub for snug fit inside spinner dome. Note
Approved propeller shops ONLY are authorized number of shims (12) installed as reference for re-
for overhaul or mater repairs to these propellers. installation of spinner dome. Forward spinner
Refer to Federal Aviation Regulations, Part 43, support must fit spinner dome snug, use #549 tape
_(FAR 43) and Federal Aviation Aaencv Ad~isory (13) around circumference of spinner support if
Circular No. 43.13( )~AC 43.13C)3C fdr definitibn needed to obtain the snug fit.
of major or minor repairs or alterniitions and who
may accomplish them. CAUTION
The propeller/spinner installation may be
badynamic:aliInced d~XpII
final manufacturing
process. It is
mandatory that
spinner be
re-installed in exact
position
8 are
ascpmpleteren?qved,
unless all weights
removed and a
rebal8ncing
procedure Is
moval.accomplished.
2. Propeller re-
A. Cut safety
b
wire and discard.
1 Loosen nuts (8) at-
5
taching propeller to
engine, crankshaft,
propeller
about 1/4 flangeanql’
inch
pull propeller for-
ward.
SPINNER DOME AND PROPELLER REMOVAL FIGURE 61-1
61-00-00
OLDWILLWAYNE
NOTE gine propeller flange. McCauley propellers have par´•

Propeller nuts will have to be backed off evenly ticular alignment procedures; refer to Figure 61´•2
so mav be Pulled forward
proPeller 6. Align propeller hub studs with proper holes in
1/4 ineh at’a time) until all nuts
(approxim’ate’ly
are removed from propeller studs. As ProPeller is
engine crankshaft flange; slide propeller studs care-
separated from engine crankshaft, oiT will drain fUlly through propeller flange holes until nuts (8) can
from propeller and engine crankshaft cavities. be started. Apply A-1637-16 lubricant to threads of
studs nuts. See Figure 61-2~for proper engine pro-
B. Pull propeller from engine crankshaft (9). peller flange/propeller hub orientation.
Use clean rags tocover cavity in crankshaft and hub.
CA UTION
CAUTION Propeller hub must be aligned with proper
Remove propeller de-ice boot connections (if alignment pins and holes on crankshaft flange.
installed) prior to remov’ing aft bulkhead from
propeller assembly. 5. Tighten nuts(8) evenly; work propeller aft on
crankshaft flange. Torque nuts to 45-50 ft. pounds.
C. If necessary to aft spinner bulkhead
remove
6. Safety with .032 wire.
(2) (Figure 61-1), spinner dome (5) must be re-
7. 1 nsta II spi nner dome, ma ki ng sure fi ber washers
moved, refer to 61´•00-10. Remove aft bulkhead from
a’e installed under all screw heads (1).
propeller flange. If required, remove screws and
washers (10) which attach doubler to aft propeller
NOTE
bulkhead. The spinner support (7) should be shimmed (12)
to ensure that It tlts snug on propeller dome as
61-00-20 PROPELLER INSTALLATION
spinner dome is bein~ injtalled.
I. If aft spinner bulkhead was removed, re-install, 8. Conduct operational and leak check on propei´•
using cap screws and washers (10) in reverse order ler installation prior to flight.
of removal.
2. Clean
propeller hub cavity and mating surfaces 61-10´•00 PROPELLER ASSEMBLY
ofpropeller hub. No external lubrication is
3. Lightly lubricate new O-Ring(ll), (Figure 61-1),
required on standard M20S
and install O-Ring in propeller hub.
propellers.
Preflight inspection should be accomplished prior to
CAUTION each flight to determine: if blades have~been damaged,
Re;nove all rags or plugs placed in crankshaft or if any abnormal looseness is evident between hub and
hub auring propeller removal. blades or if there is any evidence of oil leakage. Propel-
ler must be repaired if any of above is evident.
4. TCM engine has "T/C" marked on propeller
flange. This inaicates No. 6 cylinder crank location. 61.10´•10 MINOR PROPELLER BLADE
5. Hartzell propellers have a blade marked that REPAIR
MUST align wifh No. 6 crank throw. Position marked
blade with T/C mark on engine propeller flange. 1. Minor nicks, dents and gouges may be dressed
out by approved personnel. Blend any nicks or
Alignment pins on propeller hub flange MUST s7ip
into alignment holes on engine propeller flange as gouges into reading edge with smooth curves or gen-
erous radi i as shown i n (Figure 61-3). Repaint area to
propeller hub studs are inserted through holes in en´•
reduce corrosive action.
DRESSED SH61-2
A-A A
PROPELLER BLADE MINOR REPAIRS FIGURE 61´•3
61-00´•20
61-20´•00 PROPELLER CONTROLLING 6. Attach control rod end to governor arm and re´•
place cotter pin.
61-20-10 PROPELLER GOVERNOR CONTROL 7~ Operate propeller control from cockpit to verify
RIGGING full travel of control arm in both directions, high RPM
to minimum RPM stop.
i. Disconnectpropeller governor control rod.
A. Remove cotter pin, nut, bolt and washers NOTE
from rod end at propeller governor control arm. When propeller control rigging is comglete, check
B. Disconnect control rod from governor control contibls In cockpit to be’ sure
arm.
cushion between tontrol knob and a nut
on instrument Panel, The
2. Adjust control arm spring to minimum tension bottom out’when pushed full forward.
which will return control arm to maximum RPM.
3. Push propeller control in cockpit, full forward. CAUTION
Pull control back approximately 1/8 inch and lock in Recheck safety wire, security and thread
this position. ennanement on all engine controls after
’aajustment, rigging or assembly.
4. Place governor control arm against high RPM
stop screw. NOTE
5.Adjust propeller control rod end
governor arm position,
to coincide with Vernier control’s friction can be
loosening lock nut on back side of Pa adjusteda~,Yd
either tighten nut on front of panel to increase
frictioin or loosen nut to dei:rease friction.
Retighten lock nut on back side to secure cable
to panel.
61-20-90 PROPELLER GOVERNOR TROUBLE SHOOTING

Leakage:
Between control shaft and Damaged O´•Ring. Replace with new O´•Ring.
head.
Between head and body. Damaged head and body Replace gasket.
gasket.
Between relief valve plug and Damaged relief valve plug Replace gasket.
body, gasket.
Between body and base. Damaged body and base Replace gasket.
gasket.
Between governor base and Damaged governor mounting Replace gasket.
engine mounting pad, gasket.
Loose governor attaching Retighten nuts.
nuts.
Warped engine mounting pad. Consult engine manual.
Inability to attain proper RPM during Wrong high-RPM governor Reset governor external, high
static ground run: setting. RPM adjustment screw.
Incorrect system rigging. Adjust control system.
NOTE: T/O RPM should NOT be Low engine power. Consult engine manual.
attainable during static ground run.
Proper RPIVI should be less than
2400 RPIW.
Erroneous reading tachome- Calibrate or replace instru-
ter or manifold pressure ments.
gauge.
61´•20-00
OLDWILLWAYNE
M20S MOONET AIRCRA)T CORPORATION
PROPELLER GOVERNOR TROUBLE SHOOTING (con’t.)

Inability to attain proper RPM during Sticky pilot valve. Remove head and clean pilot
static ground run: (con’t.) valve with crocus cloth. Main-
tain sharp pilot valve land cor-
ners. Check for straightness of
pilot valve; if bent, replace
valve.
RPM will not stabilize: Sludge in governor pilot valve Disassemble and clean.
or relief valve.
Burrs on pilot valve lands. Disassemble and clean with
crocus cloth.
Backlash in governor control Re-rig or adjust control system.
system.
Short control lever making Re´•rig control system.
fine speed adjustment impos-
sible.
Sticky relief valve. Inspect for burrs, and clean.
Erroneous reading tachome- Calibrate or replace instrument.
ter.
Excessive oil leakage in en- Refer to engine manual.
gine transfer bearing.
High propeller friction. Refer to propeller overhaul
manual.
Governor function upset by Repair engine for smooth opera-
malfunctioning engine. tion.
Air trapped in propeller. Cycle propeller from MIN to
MAX pitch several times to
purge air.
Sticky pilot valve. Remove head and pilot valve.
Clean away sludge and varnish.
Check speeder spring ends for
proper settings.
Bent pilot valve. Remove head and replace pilot
valve.
Excessive internal leakage Check rigging and make neces´•
ingovernor. sary part replacements.

Excessive over´•speeding: Wrong governor setting. Reset governor. Use test rig if
available.
Too rapid throttle opening. Advance throttle evenly and
slowly.
Damaged or wrong gasket Install correct new gasket,
between governor base and
engine mounting pad.
Sticky governor pilot or relief Disassemble, clean and check
valve, Replace bent pilot
for burrs.
valves.
Erroneous reading tachome´• Calibrate or replace instrument.
ter or manifold pressure
gauge.
61´•20-10
MOONET AIRCRAFT CORPORATIONOLDWILLWAYNE
PROPELLER GOVERNOR TROUBLE SHOOTING (con’t.)

Inability to attain positive high pitch: High´•RPM screw adjusted too Remove control arm and rotate
far IN, causing restricted arm one serration clockwise. Back
travel. out high´•RPM screw to required
maximum RPM. (One turn
equals approximately 27 RPM.)
Surging: Excessive propeller/bladeseat Examine propeller hub for
friction. cause of friction.
61-40-00 PROPELLER BALANCING

There are many different models of Dynamic Propel´•
The propeller/spinner combination assembly may
ler Balancing Equipment, therefore details of proper
have been dynamically balanced at Mooney Aircraft
operation and procedures should be taken from
Corporation. Any maintenance action to be accom´• manuals of the specific manufacturer for equipment
plished on any component of these two assemblies
jhould take this into consideration.
being used.
61-40´•00
OLDWILLWAYNE
BLANK
61-40-00
OLDWILLWAYNE
CHAPTER
POVVERP LANT
OLDWILLWAYNE
CHAPTER 71
POWERPLANT
CHAPTER
SECTION
SUBJECT PAGE DATE
71-Effectivity I/;ZBLANK 11-98

71-Contents 3/4BLANK 11´•98
71-00´•00 5 11-98
71-00´•50 6 11-98
71´•00-52 7 11-98
71-10-00 8 11-98
71-30-00 9 11-98
71-62-00 10 11-98
71-EFFECTIVITY
1/2BLANK
OLDWILLWAYNE
CHAPTER 71
POWERPLANT
TABLE OF CONTENTS
CHAPTER
SECTION
71´•00-00 General 5
71´•00´•10 Engine Removal 5
71´•00-20 Engine Inspection Repair 5
71-00-30 Engine I nsta Ilation 5
71´•00-40 Engine Ground Operation Checkout 5
71´•00´•50 Engine Set Up 6
71-00-51. Fuel InjectorAdjustment 6
Test Gauge Installation 6
Idle Fuel Pressure 6
Idle Mixture 7
Low Boost Pump Pressure Adjustment 7
Full Power Performance. 8
Idle Speed 8
71-00-52 Engine Set Up Control Rigging 8
71-00-60 Fuel Injection System Maintenance 8
71-00-70 Starter System Maintenance 8
71´•00-80 Engine Mixture Control Rigging. 8
71-00-90 Starter Trouble Shooting. 9
71´•10´•00 Cowling Removal 9
71-10-01 Top Cowling 9
71´•10´•02 Bottom Cowling 9
71´•11-00 Cowling I nstallation 9
71-11-01 Bottom Cowling 9
71-11-02 Top Cowling 9
71´•f2-00 Engine Cowl Flaps (Not Applicable to M20~) 9
71-20´•00. Engine Mounts 9
71-30-00 Fireseals 10
71-60-00 Air Intakes 10
71´•61-00 Air intake Duct Replacement 10
71-62-00 Alternate Air Door Rigging 10
71-CONTENTS
3/4BLANK
OLDWILLWAYNE
71-00-00 GENERAL 18. Slowly raise engine. Be sure all lines, hoses
and wires are free.
The M20S (S/N 30-0001 thru 30-TEA) has a Tele´•
dyne Continental Motors (TCM)~ IO-550´•G() series 71-00´•20 ENGINE INSPECTION REPAIR
engine installed. This is a six cylinder, 263 H:P., fuel
injected, normally aspirated engine. For specific engine inspection and overhaul instruc-
tions, consult engine manufacturer’s overhaul man´•
WARNING ual and service instructions.

Propeller OR
Strike Incidents
Hydraulic Lock Refer to TCM SE 96-11 (or 71-00´•30 ENGINE INSTALLATION
subsequent data) for required engine
maintenance action. Reverse engine removal procedure for installation.
71-00-10 ENGINE REMOVAL NOTE
Reinstall engine shock mounts/spacers in same
It is recom mended that engine mount be left on fire´• position as they were originally installed. Refer
wall and engine asssembly be removed at isolator t~ paragraph 71’ 20-00 foi sequence of assembly.
attach points.
To assist in installation, identify and tag each part as
1. Engine installation torque values are as follows:
it is removed. Plug or cap all lines, hoses, and fit- A. Spark plugs-300 to 420 inch Ibs.
tings as they are disconnected. B. Hose clamps-15 to 25 inch Ibs.
1. Make sure all cockpit switches are OFF. C. Engine shock mount bolts-450 to 500 inch Ibs.
2. Turn fuel selector valve OFF. D. 1/4 inch upper engine mount to fuselage
3. Remove engine cowling (See SECTION 71- bolts-50 to 70 inch Ibs.
10-00). E. #10-32 lower engine mount attach block to
4. Disconnect battery ground cables. fuselage´•20 to 25 inch Ibs; 1/4 inch lower mount bolt
5. Remove propeller(refer to SECTION 61-00´•10). t0’9ue-50 to 70 inch Ibs.
6. Drain engine oil sump. 2. Re´•inspect to see that:
7. Disconnect the following: A. Propeller and spinner are properly torqued.
A. Vacuum lines from both pumps. B. Engine mounting bolts are properly torqued.
B. Cabin heat ducts (at engine). C. Engine controls are properly rigged and safe-
tied. (Recheck rod-ends for proper threadgrip length.)
C. Fuel vent lines, from engine mount and air-
frame. D. Oil drain plugs are tightened and safetied.
E. Oil sump is filled to eight quarts.
D. Oil temperature bulb connections.
E. Oil pressure line connections. F. Spark plugs are tight and ignition harness is
F. Manifold pressure line from firewall, properly installed.

G. Magneto ground wires are properly installed
G. Cylinder head temperature bulb connections. and safetied.
H. Breather hose, from engine mount and lower air´• H. Oil temperature bulb/connections are tight
frame.
and safetied.
8. Disconnect the following control linkage: i. Oil pressure relief valve plug is safetied.
A. Throttle control.
J. Cylinder head temperature connections are secure.
B. Propeller governor control.
K. Starter cable connection is secure.
C. Mixture control.
L. Alternator wiring is secure.
9. Disconnect ignition switch wi res from magnetos. M. Exhaust system is secure.
WARNING N. Vacuum lines and connections are secure.
Ground magneto breaker points. O. Fuel connections are tight and pressure
checked.
10. Disconnect fuel flow wires from fuel flow transducer.
P. Manifold pressure lines are tight.
11. Disconnect engine ground strap. and pressure
pressure lines tight
12. Remove upper induction tube to access for´•
ward lifting eye.
checkP~dPil are
13. Disconnect alternator and starter wires.

R. Fuel injection lines are tight and pressure
checked.
14. Disconnect exhaust headers at engine cylinders.
S. Oil filter is installed and secure.
15. Disconnect fuel lines, inlet and outlet, at engine fuel
T. Induction manifold is secure.
pump.
lines, hoses and wires properly
16. Shore up fuselage at tail skid; use shoring stand
to prevent tail from dropping after engine is removed.
anchoU;ed~ll are
V. Induction air filter is installed and secure.

17. Attach chain to forward and aft lifting eyes at
W. Engine cooling baffles are in place and
top of crankcase. Slightly lift engine to relieve weight
from engine mounts. Remove engine mount bolts secure.
from bed mount/isolators. X. Engine area is free of loose objects, tools, etc.
71-00´•00
OLDWILLWAYNE
Y. Cowling is installed and secure (See be necessary to operate Boost pump intermittently
SECTION 71-11-00). to prevent engine from stopping.
5. Flooded Engine Starts:
71-00-40 ENGINE GROUND OPERATION
A. Mixture Idle Cut´•Off
CHECKOUT
B. Throttle 1/2
Open
i.Pre-starting procedure (with aircraft headed into C. Magneto/Start Sw. START position
wind): D. When engine starts, return Magneto/Start
A. Turn ignition switch OFF. Sw. to BOTH. Retard throttle. Slowly advance mix-
B. Check magneto ground connections. ture to FULL RICH. Adjust as neededfor elevation.
C. Check engine oil level. 6. Hot Starts:
D. Check fuel quantity. Same procedure as Normal Starts, except:
E. Operate all controls through full range to A. Mixture FULL LEAN
check for binding. B. Throttle Full OPEN
F. Check baffles and cowling for security. C. Boost Pump ON (15 to 20 seconds) then OFF.
G. Drain fuel sumps and gascolator; check for
sediment and water. 71-00-50 ENGINE SET UP PROCEDURE
H. Place wheel chocks and set parking brake. It is recommended that the 10-550´•G(5) engine
2. Starting procedure (NORMAL STARTS): installed on the Mooney M20S aircraft be set up
A. Set propeller governor control: FULL FWD. according to the following instructions and in con´•
(HIGH RPM). iunctionwith TCM’s 10350-G Maintenance and
B. Turn fuel valve ON to desired fuel tank. Dperator’s Manual, P/N X30565 and TCM Overhaul
C. Set mixture control: FULL RICH. Manual, P/N X30568A, SECTION 73-10-01, and
appropriate TCM Service Bulletins.
D. Open throttle control approximately 1 inch.
E. MASTER SWITCH ON CAUTION
F. Push boost pump switch for 3´•5 seconds
Watch for rotating propeller during engine
until positive indication of fuel flow is obtained. ad)ustment.
G. Clear propeller area. 71´•00´•51 FUEL INJECTOR ADJUSTMENT
H. Start engine. Check oil pressure. If no oil
FO’ Operation in normal or low am bient temperature
pressure (min. 1~0 PSI) is indicated within 30 sec-
ends, shutdown engine and troubleshoot oil system. conditions, adjust idle pressure, speed and mixture
aSfollows:
Refer to TCM maintenance publications for proce´•
dures. Check magnetos; if magneto drop is normal, pro´•
ceed with following adjustments.
I. Set throttle for idle, 600/700 RPM, for one
minute, then advance throttle slowly to 900/1000 i. INSTALL TEST GAUGES/FITTINGS
RPM for engine warmulj. A. Installfitting adapter cover, P/N 050006-
3. Ground run and warmup. 501, on right hand footwell, replacing standard
Always head aircraft into wind during warmup. cover plate.
Always select high RPM blade´•angle setting when B. Remove cap from unmetered fuel tee on
ground running engine. Never idle for extended peri´• right side of throttle body (Fig. 71-1, item 6).
ods at low RPM (low RPM will foul spark plugs). C. Install a 0 60 PSI, calibrated, pressure
Operate with mixture control at FULL RICH (leanlng gauge (vented to atmosphere) to tee, using a suit-
is permissable depending on ground elevation); able length of hose. (Gauge should be rea-~able in
maintain RPM in 900/1000 RPMrange during war- .25 PSIG~ increments in the 0 10 PSIG range)
mup and ground run. D. air from test hose by loosening fitting
Purq;e
A. Warmup engine until temperature indica- at gauge. Turn auxiliary fuel pump (LOW BOOST
tions are normal. Monitor cylinder head and oil tem- switch)0l\l until a stream of fuel runs from fitting,
perature instruments for overtemperature. retighten fitting, then turn auxiliary fuel pump OFF~
B. Check magnetos at 1700 RPM with propeller E. Remove ca4 from manifold valve (flow
at high RPM blade angle. Switch ignition-starter divider) (Figure 71´•1 item 2). Connect fuel pressure
switch from BOTH to RIGHT to check magneto drop. hose between this port and one fitting on RH foot´•
Switch back to BOTH until RPM returns to normal. well. Connect another hose from cabin side of fitting
Switch from BOTH to LEFT and check magneto drop, to pressure port on test gauge assembly. (This test
Return switch to BOTH. Magneto drop should not gauge should be pre-calibrated in pounas per hour
exceed 150 RPM (normal is 75 RPM drop) on either fuel flow per TCM metered fuel pressure vs, fuel flow
magneto (drop should be within 50 RPM of each chart in tCM publication, X30565, page 13´•9)
other). A smooth drop off past normal is usually a F. Install ’7" fitting between manifold pressure
sign of too lean or too rich mixture. If no drop in line and firewall fitting. Reconnect manifold pressure
RPM, check for open or broken P´•leads. line to firewall fitting. Connect a test hose from "T"
4. Goles Starts: fitting to another frtting on RH footwell. Connect
Same procedures as Normal Starts, except more another hose from cabin side of this fitting to a cali-
boost may be necessary. After engine starts, it may brated, manifold pressure, test gauge assembly.
71-00-40
OLDWILLWAYNE
(This gauge can be a 2 in 1 1

gauge assembly with the 5
metered pressure vs. fuel flow
gauge used in (E) above.)
G. Turn auxiliary fuel
pump (LOW BOOST switch)
ON. Position throttle and mix´•
ture controls full forward.
Loosen hose fitting on pres´•
sure port of test ´•gauge until a
stream of fuel runs from fit-
ting, retighten fitting, then
turn auxiliary fuel pump OFF.
2. IDLE FUEL PRESSURE
Check and adjust idle fuel
pressure as follows:
A. Back off idle speed
adjust screw two turns
(Fig. 7’1"-pr,
item 3).
B. Start
engine and
warm up 1500 to 1800
at
RPM until oil pressure is in
GREEN ARC, CHT is in lowr
one´•quarter of GREEN ARC
and oil temperature is 160
1800 F.
C. While maintaining 650
RPM, using cockpit tkrottle
control, set idle fuel pressure
at 9 PSI by adjusting low
unmetered pressure adjust´•
ment screw(Fig. 71´•1, item 1)
located on engine pump cen- 3 2
terline. Mixture control must
be full rich and testuge 4
(installed in step B
above)held at approximately
same level as engine driven
fuel pump. (Clockwise adjust- FIGURE 71-1 ENGINE SET-UP AND ADJUSTMENT POINTS
ment of screw increases pres-
sure). I LEGEND FOR FIGURE 71-3
NOTE i. UNMETERED FUEL PRESSURE
Lightly tap fuel pump after each 2. FUEL MANIFOLD VALVE, TEST FITTING
adjusfmerit. 3. IDLE SPEED ADJUSTMENT SCREW (below full open stop adjustment)
4. IDLE MIXTURE, (CW LEAN)
3. IDLE MIXTURE 5. FULL POWER FUEL FLOW ADJUSTMENT, (CW INCREASE)
6. UNMETERED FUEL CAP.
Check and adjust idle mixture as follows:
screw to leaner mixture. Mixture adjustment screw
CAUTION (Fig. 71-1, item 4), turn clockwise to lean).
Do not adjust idle mixture without first determing Recheck idle mixture to insure it is within
that idle pump pressure is correct. speci-
fled limits. Recheck idle pressure.
A. Operate engine at 1500 to 1800 RPM until NOTE

CHT is in lower one´•auarter of GREEN ARC and oil Lightly tap fuel metering valve after each
temperature is 160 td 1800 F. adjustment.
B. Reduce NOTE
engine speed and stabilize it at 650
RPM using cockpit throttle control. Any readjustment to idle pressure or mixture
may cause change to other readings. Recheck all
C. Slowly, but postively, move mixture control specified readings.
from full rich to idle cut off. Engine speed shall
increase 50 +/-25 RPM before beginning to drop 4. LOW BOOST PUMP PRESSURE ADJ USTMENT
toward zero. Adjust low boost pump voltage regulator as follows:
D. If engine speed increase is less than 25 RPM, A. Engine OFF.
adjust idle mixture to enrichen. If engine speed B. Pressure gauge installed for unmetered fuel
increase is more than 75 RPM, adjust idle mixture pressure.
71´•00-51
OLDWILLWAYNE
C. Mixture position.
full rich B. Check each control at instrument panel for
.06 to .12 inch cushion, with control pushed full for-
D. Throttle full power positiorl.
ward.
E. Master Switch and Low boost switch ON.
F. Adjust pump voltage regulator to
boost CAUTION
establish 6 PSI unmetered fuel pressure. (Clockwise Do not force vernier controls by turning knobs.
to increase pressure). Low boost pump regulator is
NOTE
located adjacent to voltage regulator on passenger
side of console, under instrument panel. Adjustment Any vernier control which tends to creep can be
hole is accessible from outboard side of box.
tightened by loosening housing nut at back of
panel and ti~htening fa~ce nut on pilot’s side of
5. FULL POWER PERFORMANCE panel.
Check and adjust full power performance as follows: C. Adjust controls by adjusting rod end on for-
A. Adjust fuel flow to 137 pounds per hour with ward end of control. If additiona~ adjustment is
throttle set at full power, mixture control in full rich required, control arm may be repositioned to adjust
position. (Fig. 71´•~, item 5) throttle or mixture. Additional adjustment may be
obtained on propeller governor by loosening six
screws on governor head and rotating governor head
Mixture and must be full
to obtain required adjustment.
forward.
D. Tighten all screws and resafety, if required.
NOTE 2. PROPELLER RPM ADJUSTMENT
Lightly tap fuel pump after each adjustment. A. Verify that propeller governor will allow
in engine to operate at 2400 +0/-25 RPM. Adjust high
B. Recheck idle pressure setting as specified RPM stop screw on governor head as required to
2 above and adjust as required.
obtain 2350 to 2400 RPM. Recheck control cable
C. Recheck 100 percent power fuel flow as
assembly cushion as specified in Step 71´•00-52, A,
specified in 5. A. and adjust as required. (2) above.
B. Run engine until 1700 to 1800 oil tempera-
CAUTION
ture is obtained: Slowly apply full throttle (propelier
Do not exceed 2400 RPM under any
circumstances during the full power adjustment and mixture iuli forward). RPM should not exceed
process. 2400 RPM for any long duration, short duration over-
speed (2500 RPM transcient) is accepta ble until gov-
6. IDLE SPEED ernor reacts and controls to 2400 RPM maximum.
Check and adjust idle speed as follows: 3. CLEAN UP

flight checks and
After ail ustments are complete,
A. Operate engine at 1500 to 1800 RPM until
CHT is in lower one-quarter of GREEN ARC, and oil
ad111
test gauges, reinsta cap an plug on throttle
remove
temperature is 160 to 1800F (maintain CHT during body and manifold valve and conduct a leak check of
adjustment). all connections. Ensure all hoses are correctly recon´•
at 750 nected. Remove footwell fitting adapter and replace
B. Reduce engine speed and stabilize
with footwell cover adapter.
RPM.
C. Adjust idle speed adl~usting screw (Fig. 2, 71-00-60 FUEL INJECTION SYSTEM
item 3) until contact is made with throttle arm stop. MAINTENANCE
NOTE For specific injection system inspection and over´•

Fuel flow will varywith temperature changes. haul instructions, consult TCM’s Overhaul manual,
TemPerature variations from NACA STANDaRD Form X30568A, SECTION 73-10-061 andapplicable
DAY temPerature causes approxiglately.7 Se’vice Instructions for the IO-550´•G
Ibs./hr. fuel flow change with each 1 C. variation
engine.
(minus if hotf~er, plus if colder). 71-00-70 STARTER SYSTEM MAINTENANCE
If RPM changes appreciably after making idle mix- Inspect and service starter per TCM’s maintenance
ture adjustment during the succeeding steps, read- manuals and Service Instructions.
just as necessary.
CAUTION
71-00-52 ENGINE SET-UP CONTROL Do not operate~starter in excess of 30 seconds
RIGGING allow cooling time before re-engaging.
Check all fuel lines, reference lines, gauge lines and 71-00-80 ENGINE MIXTURE CONTROL
electrical connections for proper routing and secu- RIGGING
rity of fittings.
1. CHECK AND ADJUST ENGINE CONTROL i. Disconnect mixture control from mixture con´•
RIGGING trot arm on fuel pump.
A. Operate each engine control through full A. Remove cotter key.

range of travel; check for smooth operation and con- B. Remove nut, bolt and washers from clevis
tact of stops at each end of travel. and mixture control arm.
71-00´•52
OLDWILLWAYNE
C. pump mixture control arm
Position fuel 5. Carefully lower cowling clear of spinner and
approximately center of travel are. remove from aircraft.
D. Push Vernier control button IN and position
71-11-00 -COWLING INSTALLATION
Mixture Control approximately mid-way in its travel.
2. Reverse disconnect procedure to reconnect NOTE
Mixture Control to mixture control arm on fuel pump. Check condition of tage_pn firewall flange where
A. Check for full travel and required cushion. cdwlin8 will rest. tape, P/N
B. If additional cushion is necessary loosen
5421(UHNIW) (3M), 1 in,’wid’e is recommended.
This will decrease streaking during wet weather
locknut on control rod end and adjust control arm operations.
rod as required to obtain cushion.
C. Check security of bolt, nut, etc.. 71-11-01 BOTTOM COWLING
71-00-90 STARTER TROUBLE SHOOTING 1.The bottom cowling is installed "first" in reverse
sequence of removal.
See SECTION 24´•39´•04 for procedure. TCM’s OVER´•
HAUL MANUAL AND OF>ERATORS MANUAL, Form 71-11´•02 TOP COWLING
X30565, should be consulted.
i. The top cowling is installed in reverse sequence
71-10-00 COWLING REMOVAL of removal.
71-10-01 TOP COWLING 71-12-00 ENGINE COWL FLAPS
1. Remove screws from top cowling. Not applicable to Mooney M20S aircraft.
2. Unlatch cam locks (1/4 turn fastners) along 71´•20-00 ENGINE MOUNTS
each side.
3. Unlatch cam locks on aft edge of top cowling, The M20S engine mount is a welded, bed type,
just ahead of windshield. dyna´•focal mount assembly constructed of 4130
4. Carefully lift top cowling OFF. chrome´•moly steel tubing.
71-10-02 BOTTOM COWLING MOONET M20S ENGINE MOUNT INSTALLATION
1. Unlatch cam locks located on bottom of cowl- Rubber shock mounts are installed in a specific
ing, and around exha ust cavity fairings, LH RH. LH sequence for proper dampening of engine and pro-
exhaclst cavity fairing can be removed, RH exhaust peller power pulses.
cavity falnng can be left supported by the attached The following sequence of assembly must be
drain valve fTtting hose, if desired, observed.
2. Unlatch cam locks around NACA duct on lower, 1. Assembly sequence for M20S engine mount
right, forward end of lower cowl. isolators installation.
3. Unlatch cam locks around induction air inlet 2. All positions are looking from cockpit forward
duct at forward center of lower cowl. and down from top of engine.
4. Unlatch cam locks on aft sides of bottom cowl´• 3. All assembly sequences are from bottom to top
ing, while supporting cowl. of stack.
M20S ENGINE ISOLATOR STACK UP SEQUENCE
LEFT FRONT RIGHT FRONT
Bolt NAS1307´•50 Bolt NAS 1307-50

Washer 600364-7 Washer 600364-5
Heat Shield 600429´•503 HeatShield 600394´•5
Lord Mount J9612´•43 LordMount J9612-43
Engine Mount Sequenced in at this point. Engine Mount Sequenced in at this point.
Spacer, Bolt J10931-2 Spacer, Bolt Y16440-2-497
Lord Mount J9612´•42 Lord Mount J9612´•44
Heatshield 600394-7 Washer 600364´•7
Engine is Sequenced in at this point. Heatshield 600394-7
Engine is Sequenced in at this point.
Engine Mount TCM EngineMount TCM
Aaapter Adapter
71-00-90
OLDWILLWAYNE
M20S ENGINE ISOLATOR STACK UP SEQUENCE (con’t.)
LEFT REAR RIGHT REAR
Bolt NAS1307´•50 Bolt NAS 1307-50

Washer 600364-7 Washer 600364´•7
HeatShield 600394-5 HeatShield 600394-5
Washer 600364-5 Washer 600364´•5
Lord Mount J9612-44 LordMount J9612´•44
Engine Mount is Sequenced in at this point. Engine Mount is Sequenced in at this point.
Spacer, Bolt V16440-2-497 Spacer, Bolt Y16440-2-497
Lard Mount J9612´•43 Lord Mount 39612-43
HeatShield 600394´•7 HeatShield 600394-7
Engine is Sequenced in at this point. Engine is Sequenced in at this point.
Engi neMount TCM EngineMount TCM
Adapter Adapter
TORQUE ISOLATOR MOUNTllilG BOLTS TO 450 500 INCH LBS.
71-30´•00 FIRESEALS allow maximum travel of alternate air door lever

assembly. Figure 71-2.
Firewall fireseals and grommets if removed and 2. The alternate air lever assembly should be
replaced for any reason, should be re-sealed after rigged so.06 to .13 gap remains when alternate air
routing cable(s) or wire assembly(ies) from engine box door is held closed with magnetic catch assem-
compartment into cockpit area. After installat~on, bly.
cover cable or wire and grommet underneath fireseal
with Coast, Pro-Seal 700 on engine side of firewall. 3. The annunciator light switch is mounted on
alternate air box and should be rigged to extinguish
71-60-00 AIR INTAKES light with bottom of door .25 in. (max.) from fully
closed.
The engine cooling air intakes and exits are calcu´•
4~ Check opening force of door. It should take
lated for optimum cooling requirements and mini- between 4.5 and 7.5 pounds to open door. Take
mum drag. Normal engine operating temperatures
are at optimum to facilitate engine efficiency,
readingg at approximate location of magnetic catch
assemt~ly.
The engine induction air intake is a fiberglass duct
that picks up impact air and routes i-~ through
replaceable air filter to engine.
OUTBOARD
The air Intake system i ncludes an alternate ai r inta ke
system tf7at is automatically operated any time pri-
mary induction air becomes blocked. A manual
operation control is provided also. An amber, ALT REQ’D. TO ALLOW
AIR light, on annunciator panel, will illuminate any FOR MAX. TRAVEL
time alternate air door is open. OF LEVER ASSY.
to
71-61-00 INDUCTION AIR DUCT
REPLACEMENT
.06 In.
When induction air duct must be replaced, it is ´•13 lh
essential that duct be securely fastened to air filter

;13 In,
housing to prevent interference with cowling.
NOTE
Apply continuous bead of sealant approximately
.Os in. high to all sealing flanges of induction air
cc---~-’´•
when air filter housing has been GAP REQ’D. BETWEEN
ACTUATOR ROD k
is to be re-installed on induction air
assembly.
CLOSED POSITION
71-62-00 ALTERNATE AIR DOOR RIGGING
i. Clamp housing of alternate air intake control

assembly at bracket on alternate air box so housing
extends only .13 inches beyond clamp. This will ALTERNATE AIR DOOR RIGGING FIGURE 71-2
71-30´•00
10
OLDWILLWAYNE
CHAPTER
ENGINES
OLDWILLWAYNE
CHAPTER 72
ENGINE
CHAPTER
SECTION
SUBJECT PAGE DATE
72-EFF/CONTENTS. I/2BLANK 11´•98

72-00-00 3 11-98
72-00-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
72-00-00 General 3
72-EFF/CONTNENT
1/2BLANK
OLDWILLWAYNE
72-00-00 -GENERAL
Refer to Teledyne Con’tinental Motors (TCM), 10-550´•() engine Maintenance Operators Manual, Form
X30565, and Overhaul Manual, Form X30568A, for detailed information on the 10-550-( engine installed
in the Mooney M20S.
72-00-00
OLDWILLWAYNE
BLANK
72-00-00
OLDWILLWAYNE
C H A PT E R
ENGINE FUEL
AND CONTROL
OLDWILLWAYNE
CHAPTER 73
ENGINE FUEL SYSTEMS
CHAPTER
SECTION
SUBJECT PAGE DATE
73-Effectivity/Contents 1/2BLANK 11-98

73-00-00 3 11´•98
73-31-01. 4 11-98
73-31-02 5 11-98
73-31-02 6 11-98
73-31-03 7 11´•98
73-50´•00 8 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
73´•00´•00 General 3
73-10´•00 Distribution 3
73-20´•00 Controlling 3
73´•30-00 Fuel Flow Indicating 3
73´•31-00 Fuel Flow System General System Description 3
73-31-01. Panel Mounted Instrument 3
73´•31-02 Fuel Flow Transducer 5
73-31-03 General Operating Procedures 7
73´•31-04 Test Functions 7
73´•31-05 Troubleshooting SDI iHoskins) Fuel Mgmt’Systems 7
73-31-06 Troubleshooting Shadin Fuel Mgmt Systems 7
73-40-00 Fuel Injector-General 7
73-50´•00 Druck Transducer Test Procedures. 8
73-60´•00 Fuel Pump Information 8
73-60´•01 Auxiliary Fuel Pump, LOW BOOST Sei-Up 8
73´•EFF/CONTENTS
1/2BLANK
IV120S SERVICE AND MAINTENANCE MANUAL
73-00-00 GENERAL amount of fuel engine has consumed. This informa-

tion may be displayed in one of the following formats,
The engine and its accessories are certificated under US Gallons, Pounds, or Liters depending on switch or
Teledyne Continental Motors CTCM) Type Certificate. contact arrangement (Figures 73-2, 73-3 or 73-4).
Refer to Teledyne Continental Motors (TCM) Mainte-
One of two systems may be installed. Either system
nance Operators Manual, Form X30565, or Overhaul consists of a panel mounted instrument and a fuel
Manual, Farm X30568A, for specific instructions,
flow transducer located between fuel control unit
and flow divider.
I The system is designed for use in single engine, fuel
injected aircraft having no more than 60 GAL/MR
continuous consumption or 78 GAL/MR Intermit-
tent consumption. (Take Off power).
cai-ra ~N173-31-01 PANEL MOUNTED INSTRUMENT

~cMm
The panel mounted instrument contains all system
electronics and can be divided into following
wrr~ M~D groups:
F~T-101 SYSTEM
lowxw aar
i. DISPLAY The display uses one mini´•lamp and
four seven segment incandescent digits that are
fully sunlight readable. Display dims automatically
during night and low light flight conditions.
2. MICROPROCESSOR The microprocessor, in
the FT-101, contains a crystal controlled oscillator
-~L-- which controls all timing nd computing functions
tYYR1;C1 for precise fuel flow and totalizing computations.
3. POWER SUPPLY The FT-101 power supply is
M20S FUEL SYSTEM SCHEMATIC FIGURE 73-1 a high speed switching regulator type for optimum
efficiency and lowest possible power drain on air-
73-10-00 DISTRIBUTION craft’s electrical system.
4. MEMORY The FT-IO1 microprocessor continu-
Engine Fuel System Schematic (Fig. 73-1) ously stores and updates totalized fuel quantity in a
random access memory chip. The Total Fuel Used
73-20-00 CONTROLLING quantity is retained during aircraft shut down by con-
necting FT´•101 memory wire to aircraft battery
See SECTION 71´•00´•50 for engine Set Up and
Idle/Mixture Adjustments.
through a memory switch. Drain on aircraft batteries
is small due to low power CMOS memory chip which
uses only 3.5 milliamps at 24 VDC.
73-30-00 FUEL FLOW INDICATING
5. INTERNAL SWITCH ARRANGEMENT The pro´•
A turbine type fuel flow transducer and matching in- gramming switch block (Figure 73-3) located inside
dicator are installed on the M20S aircraft. the FT´•101 panel mounted unit has several arrange-
ments.to change data readout, if desired. Switches
73-31-00 FUEL FLOW SYSTEM GENERAL S1 and S2 (Figure 73-2) should not be changed un´•
SYSTEM DESCRIPTION less transducer "K" factor of a replacement trans´•
ducer differs from original unit’s "K)’ factor (See SEC´•
The Fuel Flow Totalizer system, utilizes the latest in TION 73-31´•02, 3, for "K" factor description).
microcomputer technology and components. The Switches S3 thru 87 can be positioned in various ar´•
fuel flow system is designed to maximize the effi´•
rangements to change fuel flow readout to gallons,
ciency of fuel system management by displaying fuel pounds or liters as the situation may require,
consumption rate (fuel flow) of engine and precise (Figure 73-2).
FT´•101 SWITCH ARRANGEMENT
K-FACTOR SWITCH ARRANGEMENT

SWITCH No.. S1 32
L. ON ON
M ON OFF
H OFF ON
HH OFF OFF
73´•00-00
OLDWILLWAYNE
FT-101 SWITCH ARRANGEMENT (con’t.)

SWITCH
FUNCTION ARRANGEMENT
SWITCH No. 33 54 55 36 S7
GALLONS ON OFF OFF NA NA
POUNDS OFF ON OFF NA NA
LITERS OFF OFF ON NA NA
FT-101 TRUTH TABLE FIGURE 73´•2
FT-1O1A (HOSKINS) SYSTEM

1. Basically same as Ft´•lOl.
2. Refer to SDI Operators or Maintenance Manual for specific data.
3. See Figure 73-3 for FT´•1O1A Switch arrangement.
K-FACTOR ADJUSTMENT FT 101A
SWITCH NUMBERS S1 S2 33 34 S5 56 S7
(1111) LOW LOW LOW CLOSED OPEN OPEN X X N X
(2222) LOW LOW OPEN CLOSED OPEN X X O X
(3333) LOW CLOSED CLOSED OPEN X X T X
MEDIUM OPEN OPEN CLOSED X X U X
144444444)
5555)
(6666) HIGH HIGH OPEN CLOSED CLOSED X X E X
(7777) HIGH HIGH HIGH CLOSED CLOSED CLOSED X X D X
FUNCTIONS
GALLONS X X X OPEN OPEN CLOSED

LITERS X X X CLOSED OPEN OP EN
POUNDS X X X OPEN CLOSED OPEN
FT-1O1A SWITCH ARRANGEMENT FIGURE 73-3
SHADIN SYSTEM
The -L option is a fuel management system de´•

signed to provide information relative to actual
flight conditions without any manual data entry, ex-
cept for initial fuel on board. It is connected to en´•
gine fuel flow transducer for fuel flow data and the
Loran (or GPS) receiver for navigation data.
The system ´•provides:
Specific Range: NM/gal. or NM/10 Ib. of fuel
FI´• ~ol burned. Optimum cruise speed can be obtained by
SCRMI UN’T
SCRNVS selecting power setting which yields highest NM/gal.
Fuel to Destination:System calculates fuel necessary
to reach destination as selected on Loran (GPS) re´•
7
a ceiver by multiplying Fuel Flow by ETE to destination.
IFuel Reserve: System calculates amount of fuel
which will be available onboard when aircraft
sEcuRm reaches destination, as indicated on Loran´•C
SEAL HOUSING
(GPS) receiver waypoint. This feature provides pi-
lot with necessary data to evaluate reserve fuel
\v
MCH BLOCK
Isituation based on accurate data early enough to
take necessary action.
FT´•101 SWITCH ARRANGEMENT FIGURE 73´•4
73´•31-01
Endurance: System calculates time left to fly in Display

hours and minutes based on fuel on board and Display Controls
fuel consumption. SHADIN SYSTEM MEMORY
Fuel Remaining: System keeps track of fuel remain´•
System includes a non-volatile memory for retain´•
ingon board.
ing basic settings and Fuel Remaining and Fuel
Fuel Used: System keeps track of fuel used since Used during power shut down.
last fuel entry.
TEST FUNCTIONS AND ERROR MESSAGES
Not Enough Fuel: System will flash display digits
when rotary switch is in Fuel to Destination position Press "TEST" button. Program checks hardware and
and fuel to destination is more than fuel remaining. display. If test is successful, "good" is displayed; if
Fuel remaining display digits will show a negative not "bad" is displayed and system is to be consid-
followed by amount of fuel short to reach des´• ered unserviceable until corrective action is taken.
sign
tination. When "test routine" is completed, system will display
Fuel Reserve will be Used: System will flash display the following:
digits when rotary switch is in either Fuel to Destina´• 1.Software basic and revision level.
tion or Reserve Fuel. This warni ng is i ntended to alert 2.K factor setting In flow window (pulse count per
pilot that prevailing conditions will require use of the gallon). This number MCIST match pulse count
45 minute Fuel Reserve or part of it. stamped on fuel flow transducer, otherwise errors
Fuel Flow: will occur.
System provides digital readout of fuel
flow per hour to one/tenth of a gallon. 3.Display units (Gal., LB 5.8), part of checking in-
ternal settings.
SHADIN SYSTEM COMPONENTS
LC.Loran´•C (GPS) distances as shown on Loran´•C
System consists of three basic units:
(GPS) receiver to check Data Interface Integrity. If
1.Fuel Flow Transducer of reading Loran´•C (GPS) data,
system is not caRable
the word "LbAd will be displayed.
2.Loran (GPS) receiver (not part of Shadin system)
3.indicator: (which includes) REPLACEMENT OF SHADIN SYSTEM COMPON ENTS
Microprocessor Replacement of either flow flow tra nsd ucer or d isplay
Interface unit must have new units set to same K´• factor as old
unit. Transducers are pre-set by manufacturer and
display unit must be set to agree with transducer set´•
ting. Refer to table below:
Transducer Confieuration K-Factor Indicator Setting
Aerosonic Transducer 3 (85000 pulses/gal.) 3 or 85000

Floscan Transducer L 82000
M 85000
H 87000
To change K-Factor in Shadin Miniflo display unit:

73-31´•02 FUEL FLOW TRANSDUCER
i. Remove can from indicator 1. The turbi ne fuel flow transducer, mounted in en´•
2. Locate switch "O’. (Ref. Figure 73-5) measures flow of fuel. Transducer is
gine fuel line,
3. Set switch to one of the fo7lowing positions: rated for continuous operation to 60 gallons per
hour. In addition, the transducer is accurate down to
K´•Factor Sw. Display will read 0.6 gallons per hour.
K-O B 88.0 2. Transducer supplies Fuel Flow Totalizer with a

K-l A 87.0 pulse signal from a self contained opto´•electronic
K-2 9 86.0 pickup. A neutrally buoyant rotor spins with liquid
K-3 8 85.0 (fuel)‘flow between V-jeweled bearings. Rotor move-
K´•4 7 84.0 ment is sensed when notches in rotor interrupt an
K-5 6 83.0 infra-red light beam between a light emitting diode
K-6 5 82.0 and a photo-transistor.
K-7 4 81.0 3. Transducer design is fail safe; complete rotor
K-8 3 80.0 blockage cannot interrupt fuel flow. Transducer life
1<-9 2 79.0 expectancy is 1500 hours.
73´•31-02
OLDWILLWAYNE
74HC373
74HC37J I )74HC2*4
74HC244 I SW3 SW2
28(=17
U5 U8
I I RN2
I HD3 I
8
~74HC138
74HC138 I
U4
~DSlelD
3Uj
1131210
80C318H
OU10 61XX
O 74HC244 SW1 se-

U2
74HC74
74HC7~
IB us
I I RN1 I
I Hell
270xxx
-~I1 I HD2 I
555
I Ji I
Ui SM73-SHB
SHADIN FUEL FLOW CIRCUIT FIGURE 73´•5
NOTE NOTE
Transducers are categorized by number of pulses "K" factoi of rePlacement transducer should
per second output for a given ’GPH flow rate ("K match "K" fact’or of replaced unit. Refer to
Factor)". This will be n~ted as: L, M H, or HH "NOTE" following SECTION 73-31-02, paragraph
Scribed on end of Serial Number, Foi accurate 3 for aetailed explanation.
readings, replacement transducers should have
same "R" factor as units being replaced. Specify A. Note position (orientation) of fittings on old
"K" factor code when ordering new transducers. transducer a nd place them in si milar position on new
transducer.
4. Fuel flow transducer removai.
B. Connect nuts of lines to fittings, leave them
A. Remove top and bottom cowling from air´•
snug, not tight.
craft. See SECTION 71´•10-00 for procedures.
C. Connect new transducer to bracket using
B. Remove safety wire from firesleeve around
bolts, washers and nuts.
turbine transducer and unwrap firesleeve to expose
transducer. CAUTION
C. Cut and remove ty´•raps from insulator Make sure lines are not being put into a bind or
twist when securing transtiucer to bracket.
sleeves on knife disconnects of electrical wires.
D. Slide insulation sleeving up on electrical wire D. Tighten all fuel lines and bolts to secure
harness. transducer.
E. Disconnect knife disconnects. E. Connect knife disconnects and slide insulat-
F. Loosen nuts on tubes at fittings prior to loos´• ing sleeving over connections. Secure sleeving with
ening nuts on attaching bolts. ty-raps.
G. Loosen and remove nuts, washers and bolts F. Leak check all fuel connections by pressuriz-
from transducer and bracket. ing fuel lines with boost pump. Correct any leaks or
H. Disconnect flare nuts from transducer fit- discrepancies.
G. Wra p fi resleevi ng over tra nsducer a nd secure
tings. Transducer should now be free for removal.
Note position (orientation) of fittings on old trans- into position ´•with safety wire.
ducer.
NOTE
I. Cap all lines prevent contamination.
to Installation of new transducer may affect engine
5. Fuel flow transducer (replacement) installation. fuel flow adiustment. It is recom’mended th~at
procedures of SECTION 71-00-50 be followed to
assure engine is set up for proper operation.
H. When all adjustments have been made and

all connections checked for security, install cowling
per SECTION 71-10´•00.
73-31´•02
OLDWILLWAYNE
73-31-03 GENERAL OPERATING 1. MEMORY LOSS

PROCEDURES A. Loses memory when Master Switch is turned OFF.
FT-101/101A (1) Check "Fuel Flow Memory" Switch ON.

1. Turn aircraft Master Switch ON. When aircraft (2) If switch is ON, check clock for operation.
electrical system is activated, the FT-101/101A dis´• (3) If clock inoperative, replace fuse at battery.
play will flash zeros(000.0). Flashing is reminder for (4) If no problem found, remove connector
pilot to reset or check Fuel Used by pressing either from unit, check Pin 9 for bus voltage.
RESET or USED/TEST button. Once RESET or
(5) If voltage present, replace FT´•1O1/(A).
USED/TEST button is depressed, display will stop
B. Memory scrambles when engine starts. Ex-
flashing and read current fuel flow.
change FT-1O1/(A) for modified unit.
After starting aircraft’s engine, the FT-1O1/(A) will
2. DOES NOT INDICATE
continuously display fuel flow. Total Fuel Used may
be displayed by pressing and holding USED/TEST A. No display.
buttononright ofinstrument. Total Fuel Used will be (1) Removeconnector from indicator. Check
displayed as long as USED/TEST button is de´• Pin 1 of harness connector for bus voltage. Check
pressed (or for 2 seconds), whichever comes first. Pin 8 for airframe ground. If OK, change indicator.
This number may be reset to zero (0.0) by depress- B. Displays zeros (with engine running)
ing and holding RESET button for at least 1 second. (1) Remove cowling for access to trans´•
2. The totalizer function may be used as a single ducer. Remove insulating sleeving from connec-
flight totalizer or as a long term totalizer. Both meth´• tions on all wires. Check BLACK wire for A/F
ods are explained below. ground.CheckRED wire for bus voltage. Check
A. SINGLE FLIGHT TOTALIZER. Aircraft should WHITE wire for 2-3 volts with no fuel flow and in-
be topped with fuel before each flight so total usable creasing to near bus voltage at full flow.
fuel will be known. Turn aircraft Master Switch ON.
(2) If no increase in voltage is seen on
Push and hold reset button, located on left of instru´• WHITE wire as flow increases or if too high a voltage
ment, for at least 1 second. RESET button has a indication is seen with no flow, change transducer.
one/half second delay to prevent accidental reset.
(3) If RED wire does not have bus voltage,
On starting engine, FT´•1O1/(A) will begin displaying check wiring from transducer to Pin 3 of indicator.
fuel flow. Total fuel used may be checked by depress-
(4) If BLACK wire is not grounded, check
ing USED/TEST button. wiring from transducer to Pin 6 of indicator.
8. LONG TERM TOTALIZER. Turn aircraft Mas´• 3. ERRATIC INDICATIONS
ter Switch ON. On activating aircraft electrical sys-
A. Check wiring for loose connections.
tem, FT-1O1/(A) will flash zero (000.0) fuel flow. De-
B. Check wiring for intermittent shorts.
press and hold USED/TEST button. FT-1O1/(A) will
display total fuel used from previous flights. DO NOT C. Check transducer for foreign particles.
push RESET button! On starting engine, FT-1O1/(A) D. If all checks OK, replace transducer.
will display fuel flow and continue counting fuel used, 4~ INACCURATE READINGS
up to 999.9 gallons, 9999 pounds, or 9999 liters, de- A. Check transducer K-factor. The letter
pending on internal setting. "L",’M",’H’, or "HH" inscribed after the serial number.
73-31-04 TEST FUNCTION B. Remove indicator from instrument panel and
case. Check switch settings and correct to match
A test function is provided in the FT´•1OI/(A), so pilot transducer.
may verify that all digits are functioning prior to each
flight. To use test function, depress and hold NOTE
USED/TEST button two times within one second and setting ch~anges reading by
Each switch
apprmimately are OK, Teplace
FT´•1O1/(A) will display all eights (888.8).
73-31-05 ´•TROUBLESHOOTING CAUTION
FT-101/101A FUEL Whenever transducer or indicator is replaced, care
MANAGEMENT SYSTEMS must be taken to set indicator switchcis to match
tranuducer.
Troubleshooting any FT-1O1/(A) type fuel manage-
If after making these checks you still do not isolate
ment systems should be approached in a systematic
manner. All problems can be put in one to five cate´• problem or do not find a problem, contact Product
gories: Support Department, Mooney Aircraft Company for
further assistance.
Improper operation due to lack of knowledge about
system. 73-40-00 -FUEL INJECTOR-GENERAL
Inoperative computer or main instrument.
The fuel injection system is supplied with engine
Inoperative transducer. from TCM. It is of a multi´•nozzle continuous flow
Improper wiring. type. Changes in air throttle position, engine speed
Improper transducer installation. or combination of both, cause changes in fuel flow.
73-31´•03
OLDWILLWAYNE
A manual mixture control and a pressure gauge, in- 73´•50-00 -DRUCK TRANDUCER TEST
dicating metered fuel flow, are provided for precise Refer to SECTION 79-40-00 for Druck Transducer
leaning at any combi nation of altitude a nd power set´• Test Procedures.
ting. Fuel Flow is directly proportional to metered
fuel pressure, therefore, determination of power set- 73-60-00 -ENGINE DRIVEN FUEL PUMP
tings and fuel consumption can be accurately pre- INFORMATION
dieted.
Refer to TCM Maintenance and Operators Manual,
The fuel control assembly contains a metering valve
Form X30565, dated August, 1990 or subsequent re-
and mixture control varve. The metering valve is
ViSiO" for inspection or maintenance of engine driven
linked to air throttle valve lever which is linked to
fuel pump.
throttle control. The mixture control valve is linked to
cockpit mixture control. Excess fuel is bypassed 73-60-01 -AUXILIARY FUEL PUMP, LOW
back to tank being used. BOOST SET-UP
TCM Maintenance and Operators Manual, Form
See SECTION 71´•00-51,4 for procedures.
X30565, dated August, 1990 or subsequent revision
should be used for operation, installation or adjust-
ment of fuel injection system.
73´•50-00
OLDWILLWAYNE
CHAPTER
IGNITION
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRAF7 CORPORATION
CHAPTER 74
IGNITION
CHAPTER
SECTION
SUBJECT PAGE DATE
74´•EFF/CONTENTs 1/2BLAN K 1 1-98

74´•00-00 3 11-98
74´•20-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
74-00-00 General 3
74-10´•00 Electrical Power 3
74´•10´•01 Ignition system Troubleshooting 3
74-20´•00 Engine Firing Order 4
74-30´•00 Switching 4
74-EFF/CONTENTS
1/2BLANK
74-00-00 -GENERAL
UPPER SPARK PLUGS
The 10-550-() series engines are equipped with Ben´•

dir S6RN-25 Series magnetos. The left magneto in´• murrw nmc~cz:
corporate an i mpulse coupli ng that retards spa rk for

starting. When engine starts, centrifical force, on ovrroc mn~
counter weights, hold latch pawls away from stop

pins. The magneto then will fire at its advanced firing
position. I a) I I I_ RItKT LEFT
The magneto/starter switch combines both ignition
and starting functions. Turn key clockwise through R,
L and BOTH to START position; push forward on key
while in START and starter relay is energized. Re-
lease of key, after engine starts, will return switch to
BOTH position where both magnetos are operative.
In OFF position, both magnetos are grounded. At R
position, left magneto is grounded and at L position,
right magneto is grounded.
LOWER SPARK PLUGS
74-10-00 ELECTRICAL POWER
74-10-01 IGNITION SYSTEM TROUBLEFIIW; 1-6-3-La-4 1 #874-1

SHOOTING na(P 1S-)-W1
IGNITION WIRING DIAGRAM FIGURE 74´•1
Failure to start or ha´•rd starting. Ignition Switch OFF or Turn Switch ON. Check for grounded
grounded switch wires. wires.
Magneto impulse coupling Refer to TCM Maintenance and Over´•
not operating properly, haul Manual, Form X30568A, SEC-
TION 74.
Spark plugs fouled, improp- Remove and clean spark plugs. Adjust
erly gapped or loose, to proper gap. Install and tighten to
specified torque.
Magnetos improperly timed Check magneto timing to engine. Re´•
to engine. fer to TCM manual, Form X30568A,
SECTION 74.
Shorted Condenser Replace Condenser.
Magneto internal timing in- Install correctly timed magneto. Refer-
correct or timed for opposite ence TCM Manual, Form S30568A
rotation. Section 74, for timing procedures
Engine roughness (Idle). Loose, fouled or improperly Tighten Spark Plugs. Clean spark
gapped spark plugs. plugs. Adjust spark plug gap. Install
new spark plugs.
Weak Condenser Replace Condenser

Engine Roughness (Above Idle Loose or improperly gapped Tighten to specified torque. Adjust to
RPM) spark plugs. proper gap.
High tension leak in ignition Check plug leads for deterioration.
harness.
Weak or burned out con´• Replace points and condenser.
denser as evidenced by
burned or pitted breaker
points.
74´•00´•00
OLDWILLWAYNE
IGNITION SYSTEM TROUBLE SHOOTING (con’t.)

Sluggish Operation and/or Exces- Fouled or dead spark plugs. Clean spark plugs. Replace dead
sive RPM drop. spark plugs.
Improperly gapped spark Adjust to proper gap.
plugs.
Magnetos out of time with Refer to TCM manual, Form 30568A,
spark plugs. SECTION 74 for timing procedure.
Damaged magneto breaker Replace points and condenser
points or condenser.
NOTE NOTE
Aircraft which are flown at higher altitudes during It is recommended that all spark plugs be
normal flight operations require more frequent removed inspected, cleaned ~re-aaPPed and
maintenance on Ignition components than aircraft reinstalled In the same cylinde~ bufi~g different
flown at lower altitudes, spark plug hole every 100 hrs.
Replace spark plugs after 40[) Hrs. of operation.
74-20-00 ENGINE FIRING ORDER
74-30-00 -SWITCHING
Engine firing order is 1-6-3-2´•5-4 (F/gure 74-1). Ob-
serve position of No. 1 cable terminal in magneto
The Magneto/Starter Switch is connected to mag-
outlet plate in relation to magneto case. As viewed
neto grounding wires ("P" leads) of both magnetos.
switch from "BOT~" to "OFF" or from
from distributor end, magneto rotor turns counter- Turning~lthis
"R" to L" to "OFF" will ground out both or either
clockwise, passing in succession, terminals of spark
magneto. (See SECTION 14-00´•00 for grounding se-
plug cables In engine firing order. Cables are con-
nected to magnetos so right magneto fires upper 9ue"ce.)
plugs on right side and lower plugs on left side. The RELIABLIITY: With proper installation and compli´•
left magneto fires upper plugs on I.eft side and lower ance with prescribed maintenance procedures Mag-
netos should last life of engine before overhaul or re´•
plugs on right side. The magneto cases, spark plu~s,
cables and connections are shielded to prevent radio placement is- requi red.
interference.
74-20´•00
OLDWILLWAYNE
C H A PT E R
ENGINE
CONTROLS
OLDWILLWAYNE
CHAPTER 76
ENGINE CONTROLS
CHAPTER
SECTION
SUBJECT PAGE DATE
76-EFF/CONTENTS. 1/2BLANK 11-98

76-00-00 3 11´•98
76-10-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
76-00-00 Engine Controls 3

76´•10-00 Engine Controls Rigging 3
76´•EFF/CONTENTS
I/2BLANK
OLDWILLWAYNE
76-00-00 ENGINE CONTROLS
76-10-00 ENGINE CONTROLS RIGGING
See SECTION 71-00-52 for Engine Controls Rigging/Adjustments
76´•00-00
OLDWILLWAYNE
BLANK
76-10-00
OLDWILLWAYNE
CHAPTER
ENGINE
INDICATING
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL N120S MOONET AIRCRAFT CORPORATION
CHAPTER 77
ENGINE INDICATING
CHAPTER
SECTION
SUBJECT PAGE DATE
77´•Effectivity/Contents 1/2BLANK 11-98

77´•00´•00 3 11´•98
77-10-02 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
77-00-00 General 3
77-00´•01 Ranges 3
77´•10´•00 Power Indicating 3
77´•10-01 Tachometer 3
77-10´•02 Manifold Pressure 4
77´•10´•03 Fuel Flow Indicating System 4
77´•20-00 Temperature Indicating 4
77-20-01 Exhaust Gas
Temperature 4
77-20-02 Cylinder Head
Temperature 4
77´•20-03 Oil Temperature 4
77-30´•00 Pressure Indicating 4
77´•30-01 Oil Pressure 4
77-EFF/CONTENTS
1/2BLANK
MOONET AIRCRATT CORPORATION OLDWILLWAYNE
N120S SERVICE AND MAINTENANCE MANUAL
77-00-00 GENERAL 4. Cylinder head temperature gauge (CHT).

A. Green are 2500 F to 4200 F.
Enaine indicating instruments and their sending
B. Yellow are 4200 F to 4600 F.
units, transducers, probes, etc., must be operating
_
properly to prevent engine damage. C. Red line 4600 F.

It is recommended that all engine indicating compo- 5´• Manifold pressure gauge.
nents be checked at each 100 hour or annual inspec- A. Normal range 0.0 to 30.0 inches Hg.
tion to verify proper operation. Calibrated instru´• B. Red line NONE
ments may be "Tee’d" into particular systems for
comparison checks between them and aircraft’s in´• 77-10-00 POWER INDICATING
struments.
77-10-01 ´•TACHOMETER
77-00-01 RANGES
The tachometer indicating system is a fully solid
Power plant instruments operate electrically through state electronic system that senses engine RPM by
variations in resistance caused pressure or tem´•
by
perature changes, by variations In current output
magneto rotation speed. A Hall-effect sensor is in-
stalled on magneto bleed source. This sensor is ex´•
caused by varying engine RPM or alternator output, cited by 12 volts DC provided by tachometer indica´•
or by pressure from engine induction system. tor. The "Hal I-effect" sensor i ncorporates a switching
i. Oil temperature gauge. transistor that is actuated by north to south pole
A. Green are 1700 F to 2209 F switching of main rotor magnet within magneto. The
switch HTGH (+5 VDC) to switch LOW (GRD) creates a
B. Yellow are 2200 F to 2400 F
square wave frequency output from 0 to 75 HERTZ
C. Red line 2400 F. which is monitored by the electronic tachometer. Be´•
2. OIL PRESSURE gauge, cause the sensor does not rely on magneto output
A. RED Radial 10 PSI pulses for generating signals. The magneto may be
B. Yellow are 10 PSI to 30 PSI disabled and still maintain signal output from the
hall effect sensor.
C. Green are 30 to 60 PSI
The electronic tachometer is a micro´•processor con-
D. Yellow are 60 PSI to 100 PSI
trolled, stepper motor. The micro´•processor receives
E. Red line 100 PSI MAX. square wave frequency signal from Hall-effect sensor
and computes relative position of pointer. The
NOTE
The oil Pressure relief valve seat may be honed micro-processor then generates pulsed signals to
to improve low idle oil pressure, drive stepper to its precomputed position. A DC acti´•
vated solenoid engages gear train drive to locate
3. Tachometer. pointer in its respective position. Upon loss of +28
A. Green are 2200 to 2400 VDC input, solenoid deactivates and disengages
drive train, thus returning pointer to below 500 RP~VI.
B. Red line 2400
Power for tachometer indicating system is provided
to Pin A of tachometer. Power requirement is 28 VDC
with a typical current drain requirement of 250 mil-
liamps.
TACHOMETER TROUBLE SHOOTING.
No permanent or intermittent C/B out (IGN/CIG LTR) Reset C/B.

indicator reading.
Broken wire Check B repair wiring.
Faulty instrument.
Replace instrument.
Pointer Oscillates excessively. Connector pins/receptacles Clean connector pins/receptacles
not making good contact. w/non-conductive cleaner.
Mag. timing too wide be´• Retime magnetos.

tween mags.
Isolation resistors at mag. Replace resistors.
switch increased in resis´•
tance value.
77-00-00
OLDWILLWAYNE
77-10-02 MANIFOLD PRESSURE is calibrated in inches of mercury (Hg) and indicates

pressure in induction air manifold.-~Manifold pres-
Manifold pressure is an indication of engine power sure va ries somewhat with pitch attitude in flight a nd
affected primarily by throttle setting. The instrument therefore small oscillations may occur in flight, par-
ticularly in turbulent air.
MANIFOLD PRESSURE TROUBLE SHOOTING.
Excessive error at existing Pointer shifted. Replace instrument.

barometric pressure.
Excessive error when engine is Line leaking. Tighten line connection.
running.
luggish or jerky pointer move- Improper damping adjust- Adjust damping screw.
ment. ment.
Broken or loose cover glass. Vibration or excessive pres- Replace glass and reseal case.
sure.
Dull or discolored luminous Age. Replace instrument.

markings.
Incorrect reading. Moisture or oil in line. Disconnect lines and purge with air.
77-10-03 FUEL FLOW INDICATING SYSTEM 77-20´•02 CYLINDER HEAD TEMPERATURE
Refer to SECTION 73´•30-00 for this data. The cylinder head temperature (CHT) instrument
provides operator with an indication of how hot or
cool cylinders are operating during flight. A resis-
77-20-00 TEMPERATURE INDICATING tance type temperature probe is installed in the hot´•
test running cylinder, currently #2. An optional sys-
tem provides a probe in each cylinder to provide
77-20-01 EXHAUST GAS TEMPERATURE
monitoring of each cylinder’s temperature.
(EGT) INSTRUMENT 77-20-03 OIL TEMPERATURE
A thermocouple, attached to an exhaust stack, or all Refer to SECTION 79-30´•02.

exhaust stacks optional, sends an electrical signal
77´•30-00 -PRESSURE INDICATING
to EGT instrument. As exhaust gas temperature
rises, the thermocouple sends an electrical current 77´•30-01 OIL PRESSURE
through field coils of instrument, moving pointer to
indicate temperature rise. Refer to SECTION 79-30´•01.
77-10-02
OLDWILLWAYNE
CHAPTER
EXHAUST
OLDWILLWAYNE
CHAPTER 78
EXHAUST

CHAPTER
SECTION
SUBJECT PAGE. DATE
78-EFF/CONTENTS 1/2BLANK 11-98

78-00-00 3 11´•98
78´•00-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
SUBJECT. SUBJECT PAGE
78-00-00 General 3
78´•10´•00 Exhaust System Installation. 3
78-30-00 Exhaust System Servicing 3
78-40-00 Periodic Replacement Components 4
78-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
78-00´•00 GENERAL I. Orientate each tailpipe and muffler exhaust
pipe so the continuing plane of both are
The exhaust system’s headers and exhaust pipes are approximately parallel at the ball joint
made from 321 CRES steel. They are designed to connections. ~Verii(y the LH tailpipe exhaust end is
optimally scavenge the cylinders exhaust gases during 1.5 0.5 inches from LHnose gear door
normal engine operation. Inspections for cracks, assembly and the exhaust opening is not pointed
burns, etc. are required during each maintenance toward nose gear door.
activity and recommended before each flight. J. Tighten bolts/nuts on ball joint flanges.
78-10-00 EXHAUST SYSTEM Spring will begin to compress pnor to castellation
on nuts reaching thehole In bolt. Continue
INSTALLATION
tightening until one of the nut castellations
1. EXHAUST PIPE HEADERS TO ENGINE. reaches the complete hole. Install cotter pins in
all bolts nuts.
A. Place new exhaust gaskets in position on the
LH RH engine exhaust flange studs. K. Re´•hang tailpipes with hanger assemblies
B. Place either LH or RH header pipe into
attached to the firewall supports and the O/B
bolt attaching the exhaust cavity close´•out fairing.
position on engine cylinder exhaust flanges. Be
careful during’this plocedure to ensure that the L. Slide clamps up or down the tailpipe
exhaust gaskets remain in proper position on each assemblies until both hanger assemblies on
cylinder exhaust flange. RH tailpipes are straight when a light downward
load is applied on the end of each tailpipe assembly.
NOTE M. Tighten all clamp hardware to secure
Attach new headers with existing exhaust flange hanger installations on LH RH tailpipes.
stud nuts. (If nuts have been damaged, replace 3. EGT PR OBE I N STALLATI ON /SECU R ITY
them with new nuts, (P~J_164396T, available
from TCM). A. EGT probe clamp assembly should be
safety wired after positioning and tightening of
Leave exhaustflange stud nuts loose so header is movable. clamp to prevent possible loosening due to
C. Lubricate outside of inner and inside of all engine operation.

outer slip joints on headers and the outside of 78-30´•00 EXHAUST SYSTEM SERVICING
flanges and inside of muffler pipe
fla ngesheader Hi´•temp anti-seize compound, c;5-A 1.CLEANING
(Fel--~ro) or equivalent. To properly inspect exhaust system, components
D. Have someone assist with the placement of must be clean and free of oil, grease, etc. Clean
the muffler assembly into the already installed as follows:
header fl8nge. A. Spray engine exhaust system components
E. Assemble muffler assembly into other header with a suitable solvent (Stoddard Solvent), allow
pipe; position header onto the aircraft engine to drain and wipe dry with clean cloth.
exhaust flanges. Be careful during this procedure to
ensure that the exhaust gaskets remain in proper WARNING
position an each cylinder exhaust flange. Never usehighly flammable solvents on
engine exhaust systems.
NOTE
Slide upper clamp assembly on LH muffler tube WARNING
before final muffler/exhaust pipe installation. Never use a wire brush or abrasives to clean
exhaust systems or mark on system with lead
F. When muffi’er and headers are attached to pencils.
engine, flange nuts snug but not torqued, check that
the muffler Is free to move laterally, left to right, with 2. VISUAL INSPECTION OF COMPLETE SYSTEM
moderate push/pull force. This insures that header A thorough inspection of engine exhaust system
and muffler pipes are aligned properly. will detect any breaks or cracks causing leaks
which might result in loss of efficiency, loss of
NOTE
engi ne power or engine compartment fire.
Proper lateral movement may be obtained by Inspect per following procedures:
loosening the cylinder exhausi stud/flange nuts
and gently re-positioning the header assemblies NOTE
(at the upper fia?ges) inboard or outboard as This inspection should be conducted when
the situation requires. The stud/flange nuts can engine is cool.
then be re´•tightened and the latera‘l muffler
movement checked again. Remove all muffler shrouds/shields to permit full
visual inspection.
G. When free movement of muffler is obtained, LOOK FOR LEAKS
A. Examine surfaces
torque exhaust flange stud nuts 100 to 110 inch
adjacent to exhaust system components for signs
Ibs. Recheck for freedom of movement after nuts of exhaust soot. Look for gray, red or black gas
have been torqued. stains at welds, clamps, flanges, etc. Inspect
H. Attach tailpipes to each exhaust pipe ball jojnt exhaust system for chaffing by cowling, engine
flange (3 bolts/springs/nuts at each ball lolnt mount, cables or any airframe components.
flange) with hardware provided in kit. Inspect exhaust stacks for burned areas, cracks
and looseness.
78-00´•00
OLDWILLWAYNE
B. LOOSE CONNECTIONS Inspect exhaust G. HIDDEN DAMAGE Carefully inspect all
clamps for cracks, looseness and proper security. internal surfaces that lie hidden under external
gussets, stiffners, etc. (A borescope is
NOTE recommended)
During inspection, particular attention should I-i. INSTALLATION TIPS Install only correct
be given to condition and security of flanges,
p,,t,~
spot welds, slip joints, and welded areas. DO NOT FORCE FIT any component. Properly align
C. INTERNAL EROSION Examine bends and connecting components.
low spots for thinning or pitting. Do not reuse gaskets.
D. STANDOFFS (PINS) AND HEAT TRANSFER Insure that attach bolts are properly torqued.
FINS Look for missing or damaged heat transfer Exhaust flange stud nuts are to be torqued to
pins or fins. Look for holes at these locations. 100-110 incklbs.
E. METAL FATIQUE Inspect all surfaces for
and distrotion
78-40-00 PERIODIC REPLACEMENT
bulging and for groups of small
cracks. COMPONENTS
It is recommended that all exhaust system pipes,

CAUTION
DO NOT mark any surface with lead pencils or clamps and miscellaneous mounting hardware be
any carbon-containing markers.
replaced at engine overhaul time (2000 Hours).
However, thorough inspection of all components
F. BAFFLE BREAKDOWN Look inside muffler should be made any time exhaust system is
for broken baffles or tubes. These can restrict the removed from engine ~for component replacement.
outlet, causing power loss. The inspection should be made in the interest of
preventive maintenance.
78´•40-00
OLDWILLWAYNE
CHAPTER
OIL
OLDWILLWAYNE
CHAPTER 79
OIL
CHAPTER
SECTION
SUBJECT PAGE DATE
79 Effect i vity/Co nte nts 1 /2BLANK 1 1 -98

79´•00-00 3 11´•98
79-20-00 4 11´•98
79-30´•02 5 11-98
79-50-00 6 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
79´•00-00 General 3
79-00´•01 Oil Filter Removal. 3
79´•00´•02 Oil Filter i nstal lation 3
79´•20-00 Distribution 4
79´•30´•00 Indicating 4
79´•30-01 Oil Pressure 4
79-30´•02 Oil Temperature 5
79-40-00 Druck Transducer Test 5
79´•50-00 Oil System Troubleshooting 5
79-EFF/CONTENTS
1/2BLANK
79-00-00 -GENERAL NOTE

A newremanufactured or newly overhauled
The oil system is a wet sump, pressure type system. engine ~hould have oil and filter changed at 50
The engine sump has a 8 quart (U.S.) capacity. Serv- hours of operation after changing to defergent oil,
then begin 100 hour oil change interval.
icing of the oil quantity is provided through an access
door located on top of engine cowling. NOTE
Aircraft are delivered with proper non-detergent, Refer to Section 5-20-07 or TCM Maintenance
mineral oil (MIL-C-6529 Type II). This oil should Operations Manual, Form X30565, 8/90 or later,
be changed at 25 hours or when oil consumption
Section 9.2 for approved oil~ products.
has stabilized. The replacement oil should con- 79-00´•01 OIL FILTER REMOVAL
form to TCM Specification MHS-24. Routine oil
change interval is 100 hours, however if operating The engine oil filter, TCM P/N, 649923, should be re´•
in a dusty environment the interval should be placed each 50 hours and at every oil change (Figure
more often. 79-1).
OIL’TRANSFER COUAR
OIL SUCTION
OIL 1)IRU RELIEF VALVE
-´•´•-´•´•-´•´•-´•´•-01L THRU OIL TEMPERATURE CONTROL VALVE
OIL UNDER PRESSURE
OIL FROM GOVERNOR
CRANKS~FT K~CESSORY
DRMS
IDLER
GOV.PM t ~C;CM
v7tr~iP
TAPPETS
Y
CAL1SHKT ~I
ii
#IUP OIL PICK-UP
SMR79-1
TEMPOiANRE COWIFKX VALM
LUBRICATION DIAGRAM FIGURE 79-1

3. Safety wire filter.
i. Remove top and bottom cowling (see SECTION 4. Perform leak check prior toflight.
71-10´•00).
5. Reinstall lower and upper cowling (see
2. Cut and remove safety wire on filter. SECTION 71´•11´•00).
3. Loosen the spin off oil filter and remove. 6. Connect and secure electrical and mechanical
connections for cowling installation.
79-00´•02 OIL FILTER INSTALLATION
i. Position new filter on adapter.

2. Tighten per instructions on filter.
79´•00-00
OLDWILLWAYNE
79-20-00 -DISTRIBUTION 79-30-00 -INDICATING
The oil system on the IO´•550-(G) engine is internal

within engine (See Fig. 79-1) except for oil pressure 79-30-01 OIL PRESSURE
transducer plumbing. This portion of system con´•
Oil pressure indicating is provided through a pres-
tains pressure hoses and fittings (refer to Figure
sure transducer plumbed into engine oil system, see
79´•2).
(Figure 79´•2). Pressure variations change resistance
within transducer and this signal drives oil pressure
gauge located within cluster gauge.
OIL
PRESSURE
TRANSDUCER
o VIEW LOOKING
FROM LEFT SIDE
FIREWALL
SMR79-2
OIL PRESSURE TRANSDUCER FIGURE 79´•2
79-20-00
79-30´•02 OIL TEMPERATURE nector and connecting test box in its place using ap´•
propriate adapter cable.
The oil temperature gauge is an electric unit receiv-
Push aircraft Master Switch ON (insure engine
ing its signal from a temperature bulb, located below
gauge circuit breakers are in) and adjust box to ap-
oil cooler. The probe resistance changes as oil tem´•
proximate pressure desired. The engine gauge
perature changes and this varies readout on oil tem´• should~read this approximate pressure.
perature gauge.
If pressure reading is correct:
79-40-00 TRANSDUCER TEST PROCEDURES i. Verify Oil/Fuel pressure to transducer with me-
chanical pressure gauge.
CAUTION
a. If correct, probable failure is the transducer.
This unit is for troubleshootingi only. DO NOT
ATTEMPT TO CALIBRATE WITH THIS UNIT. b. If incorrect, troubleshoot oil/fuel system.
The Transducer Test Box, P/N GSE 030036, can be
if pressure reads incorrectly, zero or pegged condi´•
tion:
used to simulate fuel and oil pressures in the Mooney
Model M20S. 1. Moritz gauge, M20S S/N 30-0001 thru
To use unit for troubleshooting, test box is con- 30-TEA)
nected to a i rcraft harness i n engi ne compartment, by a. Check wiring for continunity between engine
d isconnecti ng appropriate transducer electri cal con compartment con nector a nd cl uster.
b. If wiring is correct, probable failure is in
gauge module or cluster.
79-50-00 -O1L SYSTEM TROUBLESHOOTING
Troubleshooting chart is provided as a guide. Review probable causes, compare other troubleshooting
charts for inter-related symptoms. Items are presentea in sequence of complexity, not necessarily in order
of probability.
TROUBLE PROBABLE CAUS.E REMEDY
High Oil Temperature Indication Low oil supply. Replenish oil supply
Oil Cooler air passages Clean thououghly
clogged
Oil Cooler core plugged Remove oil cooler an flush thoroughly
Thermostat damaged or held Remove, clean valve and seat. If still
open by solid matter. inoperative, replace
Oil viscosity too high Drain and refill with correct seasonal
weight oil. (See Chapter 5)
Prolonged ground operation Limit ground operation to a minumum
Malfunctioning gauge or bulb Check wiring. Check bulb unit. Check

unit gauge. Replace malfunctioning parts
Low oil pressure Indication Low oil supply. Oil viscosity Replenish. Drain and refill with cor-
too low rect seasonal weight oil
Foam in oil due to presence Drain and refill with fresh oil. Flush oil
of alkaline solids in system cooler
Malfunctioning pressure Replace oil pump

pump
Malfunctioning pressure gauge
Check gauge. Clean plumbing. Re-
place if necessary
Weak or broken oil pressure Replace spring. Adjust pressure to
relief valve spring 30´•60 PSIby adjusting screw
79´•30´•02
BLANK
79´•50-00
OLDWILLWAYNE
CHAPTER
STARTING
CHAPTER 80
STARTING
CHAPTER
SECTION
SUBJECT PAGE. DATE
80´•Effectivity/Contents 1/2BLANK 11-98

80-00-00 3 11-98
80-10-00 4 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
80-00-00 General 3
80-00-01 Starter Troubleshooting 3
80-00-02 Starter Maintenance 3
80-00´•03 Starter Removal 3
80´•00´•04 Starter Installation 3
80-00´•05 Starter Brushes 3
80-10´•00 Cranking 3
80´•EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
80-00´•00 -GENERAL 80-00-04 -STARTER INSTALLATION
The airplane is equipped with a 24 volt starter sup´• i. Before installation, clean any rust corrosion or
plied with engine package. The starter is located on dirt from mounting surface of starter motor.
engine case at rear of engine. 2. Check all ground straps connections for tight-
When ig?ition switch is placed in "Start" position, ness.
current Is supplied through main bus to energize
3. Install new O´•ring onstarter flange.
starter solenoid which in turn connects battery to
starter. 4. Position starter on mounting pad.
80-00-01 STARTER TROUBLESHOOTING
5. Install attaching nuts and washers.
6. Torque nuts 220.0 to 260.0 inch Ibs.
i. Refer to SECTION 24´•39-04.
7. Connect electrical wiring to starter terminals.
80-00-02 STARTER MAINTENANCE 8. Check starter mounting flange for oil leakage
before cowling is installed.
i. Inspect and service starter per TCM Starter Mo´•
tor Service Manual. (TCM Aircraft Products, PO Box
9´• I"stall cowling.
90, Mobile, AL 36601, Attn: Publications Depart´• 80-00-05 STARTER BRUSHES
ment.)
2. Lubrication No lubrication is required on Starter brushes should slide freely in holder and
starter motor except at overhaul. make full contact on commutator. Brushes should be
replaced when they have worn to 1/4 inch in length.
CAUTION Brush tension should be 32 to 40 ounces as meas´•
Do not clean starter in any deereasine tank or ured with spring scale hooked under brush spring
mease dissolving solvents. A~void ex~cessive and pulled in straight line opposite force exerted by
-lubricatlon. Use only kerosene or Varsol.
spring. Read tension just as spring leaves brush.
80-00-03 STARTER REMOVAL 80´•10-00 CRANKING
1. Remove upper and lower cowling (See SECTION The starter solenoid is located on cabin side of fire-
71´•10). wall. The solenoid is energized by placing igni-
2. Disconnect electrical wiring from starter termi- tion/magneto switch in START position. Battery cur-
nals. rent is then directed to starter. The aircraft are
3. Remove nut and washer from studs on adapter equipped with a "START POWER" annunciator light.
This light illuminates "RED" when starter switch is in
mounting pad. start position or when starter switch or starter sole´•
4. Remove starter and O-ring from adapter. noid has malfunctioned and starter is engaged while
engine is running. This malfunction should be cor-
rected before engine is started again.
80´•00-00
OLDWILLWAYNE
BLANK
80-10-00
OLDWILLWAYNE
C H A PT E R
TURBINES
CHAPTER 81
TURBINES
CHAPTER
SECTION
SUBJECT PAGE. DATE
81´•EFF/CONTENTS. 1/2BLANK 11´•98

81´•00´•00 3 11´•98
81´•00-00 4 11´•98
TABLE OF CONTENTS
CHAPTER
SECTION
81-00´•00 General 3
81´•EFF/CONTENTS
1/2BLANK
81-00-00 -GENERAL
No turbines/turbochargers are installed on the M20S aircraft by Mooney Aircraft Corportion.
81´•00´•00
OLDWILLWAYNE
BLANK
81´•00-00
OLDWILLWAYNE
CHAPTER
ELECTRICAL VVIRING
DIAG RAMS AN D
SCHENIATICS
CHAPTER 91
ELECTRICAL WlftlNG DIAGRAMS
CHAPTER
SECTION
SUBJECT PAGE DATE
91 Effectivity/Co ntents 1 /2BLAN K 1 1 -98

91-00-00 3 11´•98
91´•00-02 4 11-98
91-20-00 5 11-98
91-20-00 6 11´•98
91-20-01 7 thru 20 11´•98
91-30-00 21 11-98
TABLE OF CONTENTS
CHAPTER
SECTION
91-00´•00 General 3
91-00-01 Electrical Systems Notes 3
91-00-02 Wiring Identification System 4
91-00-03 Abbreviations´•EquipmentList 4
91-20-00 Serial Number Schematic’s Listing
vs. 5
91-20-01 Electrical Equipment Hardware Chart 5
91´•30´•00. Electrical System Schematic(Envelopes) 21
91-EFF/CONTENTS
1/2BLANK
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONEY AIRCRATT CORPORATION
91-00´•00 ´•GENERAL
The electrical system hardware lists and related schematics are sequenced in this section by serial
number effectivity. The chapter is divided into the following sections:
-Electrical Systems Schematic Notes

´•Wiring Identification System
-Electrical System Hardware Charts (By Effectivity)
-Electrical Schematics (By Effectivity)
91-00-01 ELECTRICAL SYSTEMS 9. Wires denoted by symbols to be

SCHEMATICS NOTES twisted counter clockwise with a minimum of three
(3) wraps per foot.
1. All electrical wiring, assemblies, and installtions
must be in accord with FAR 43 and AC 43. 13-1(
10. "F" denotes ground through frame (no wi res).
11. All knife disconnect splices to be insulated
2. All splices must be "AMP" disconnect or equiva´• with PVC105 and securely string tied with airtex no.
lent.
417 cord.
3. All circuit breakers are trip-free. 12. All wire sizes are minimum sizes acceptable.
4. All terminals are Spec. MS25036 (or equivalent 13. Use 913127 bus bars as necessary for various
or they must be soldered.)
configuration changes and manufacture intercon-
5. All terminals must be preinsulated or must be
necting bus using no. 2170 tubular braid covered
insulated with "Ampsulation" (or equivalent). with PVC105/5/16"(both Alpha Wire Co.) and termi-
6. Wires without dash numbers are furnished by nated with AMP terminals of appropriate sizes;
the manufacturer and are included with the equip-
ment.
7. The symbol indicates a knife disconnect.
8. Optional equipment may be installed as re´•
EXAMPLE:
qui red.
35108 TerminaC
PVC 105/ 5/16"

170 TuloLilar
raid
327;118 Ampsulation
,3 2 1 9 F3 T~rminal
EXAMPLE FIGURE 91´•1
99-00´•00
OLDWILLWAYNE
91-00-02 WIRING IDENTIFICATION SYSTEM
The Mooney Aircraft CorJ?oration wiring/equipments identification system used in current production air´•
craft deletes the Model Number annotation. The purpose of this is to standardize the identification of a
system function/component for all model of aircraft. The functional groups are basically the same as ear-
lier identification numbers.
These new functional groups apply to schematic drawing 800383. The new functional groups are as fol´•
lows:
CR First two/three letters Circuit Function

04 First set of numerals Wire Sequence
A Single letter in series Configuration
20 Last two numerals in series Wire Size
CODE/COMPONENT or SYSTEM (CIRCUIT FUNCTION) 800383 SCHEMATIC DRAWING
ACT/SWITCH ACTUATOR DK/FUEL PRESSURE LT/TAXI LIGHTS

BL/BULBS DL/ELECTRIC TACHOME- MA/AUXrLIARY POWER
BS/RELAY BASE TER MB/AVIONICS MASTER
BUS/BUSS BARS DM/HOUR METER MC/CIGAR LIGHTER
C/CAPACITORS DP/PITOT HEAT ME/CLOCK
CB/DEFROSTER BLOWER DR/TIT MI/MICROPHONE
CC/COWL FLAPS, ELECTRIC DT/EGT MP/PROPELLER DE´•ICE
CF/WING FLAPS DV/FUEL FLOW NF/BOOST PUMP
CL/CLAMPS DG/LANDING. GEAR, PA/ALTERNATOR PPWER
CM/CURRENT MONITOR ELEC. PB/BATTERY POWER
CR/RUDDER TRIM ELT/ELT PL/PLUGS, ELECTRICAL
CT/STABILIZER TRIM F/FUSES PS/START POWER
CV/STANDBY VACUUM FH/FUSEHOLDER R/RESISTORS
D/DIODES FON/PHONE RE/RADIO BLOWER
DA/AMMETER JM/IGNITION, MAGNETO RC/RECEPTACLES, ELECTRICAL
DB/TURN COORDINATOR L/LIGHT BULBS RL/RELAYS
DC/CHT LB/BEACON SB/SPEEDBRAKE
DD/OAT LENS/ANNUNCIATOR SPKR/SPEAKER
DF/FUEL QUANTITY LENS SW/SWITCHES
DG/ENGINE INSTRUMENTS LH/LAMP HOLDER VR/VARISTOR
DH/OIL TEMPERATURE LL/LANDING LIGHTS WS/STALL WARNING
DJ/OIL PRESSURE LN/NAVIGATION LIGHTS WT/ANNUNCIATOR WARNING
LP/PANEL LIGHTS
LR/R ECOGN ITION
LIGHTS
LS/STROBE LIGHTS
91-00-03 ABBREVIATIONS EQUIPMENT LIST

The abbreviations to the electrical system hardware charts are necessary due to space limitations in the
fields of the computer.
Airspeed A/S Glareshield Glrshld Remote Rem

Alternator Altnr Landing Ldg Resistor Res
Circuit Breaker -Ckt. Bkr. or C/B Left L L/H
or Rheostat Rheo
Console Cnsl Lights Lts Right R or R/H
Control Cntrl Panel Pnl Safety Sfty
Coordinator Coordtr Pilot Pit Selector Sel
Cylinder Cyl Placard Pled Switch Sw
Down Dn Radio Rad Transducer XDCR
Electric flee Receptacle Recpt Transmitter XMTR
Flight Fit Regulator Regltr Transistor XSTR
Warning Wrn
9P´•00-02
OLDWILLWAYNE
SERVICE AND MAINTENANCE MANUAL M20S MOONM AIRCRAFT CORPORATION
Refer to the Electrical Schematic (located in the envelope(s) at the back of this manual) that depicts the Serial
Number configuration of the aircraft being serviced. The S/N’s vs. applicable schematics are shown below:
A/C SERIAL NUMBER MAC DRAWING P/N LIST (SCHEMATIC NUMBER)

~0-0001 (29-0157) thru 000000 800989 (S1) (Rev. R)
20-0040 thru ~O´•TBA 800506 800585 (92) (Rev. R)
NOTE
The Electrical System Hardware Chart(s) contained on the following pages depict ah electrical componenta
for up to the current model year aircraft. Each schematic may not call out all system code numliers,
IT IS ESSENTIAL THAT THE CORRECT S/N OF AIRCRAFT BEING SERVICED BE USED.

The correct Vendor and/or Part Number will be depicted where the applicable electrical equipment identifier is
shown on the following hardware charts. Order replacement or repair part numben for elecirical components
from the following electrical system hardware charts that are applicable to the aircraft model S/N being worked
on.
800585 (S1) (Rev. R) Pages 7 thru 20

000000 (92) (Rev. R)
91-20-00
OLDWILLWAYNE
BLANK
91´•20´•00
ELECTRICAL EQUIPMENT CHART
91-20-01 ELECTRICAL EQUIPMENT HARDWARE CHART

S/N 30´•0001 THRU 30´•TBA SCHEMATIC DRAWING NO’s. 800383 (S1)
CODE DESCRIPTION VENDOR PART NO. NOTES
AC1O1A SWITCH, AIR COND. MOONEY 880067-501

AC102A COMPRESSOR, AIR COND MOONEY 770028-501
AC103A BLOWER, EVAP., FRONT MOONEY 770002´•501
AC103B BLOWER, EVAP., REAR MOONEY 770002´•503
AC104A BLOWER, CONDENSER MOONEY 770016´•501
AC1OSA SWITCH, AIR COND. PRESSURE MOONEY 770029´•501
AC1OGA CONNECTOR, AIR COND GORY COMP. CSLT-21PA
/CONTACTS GORY COMP. CB017-5S
ACT1/AT1O1A ACTUATOR MICRO SWITCH JE´•5
ACT2/AT102A ACTUATOR MICRO SWITCH JV-5
ACT3/AT103A ACTUATOR MICRO SWITCH JV-26
ACT4/AT104A ACTUATOR MICRO SWITCH MCD´•2711
ACT5/AT105A ACTUATOR MICRO SWITCH JE-17
ACTG/AT1OGA ACTUATOR MICRO SWITCH JV´•82
AIR1O1A SWITCH, A/C MOONEY 880067-501

AIR102A COMPRESSOR, A/C MOONEY 770028-1
AIR103A EVAP. BLWR (FRT) MOONEY 770002-501
AIR103B EVAP. BLWR, (REAR) MOONEY 770002-503
AIR104A CONDENSER BLWR MOONEY 770016-501
AIR105A SWITCH, A/C PRESS. MOONEY 770029-501
BL1 BULB GE 1818

/HOLDER FOR BL1 HH SMITH 1930
BL2 BULB GE 1816
/HOLDER FOR BL2 HH SMITH 1930
BL3 BULB (NAV-T/L) WHELEN 34-022-8030-85
BL4 BULB (NAV T/L WHELEN 34-021-2030-85
BL5 BULB (CONSOLb GE 327
(ALT) GE 385
BL6 BULB (COMPASS) GE 327(AV RED)
BL7 BULB (POST LIGHT) GE 330
BL8 BULB (ANNUNCIATOR) CHI. MIN. CM7´•7730
BL9 BULB (ANNUNCIATOR) CHI. MIN. CM7´•7327
BRI CIRCUIT BREAKER (1A) KLIXON 7277-2´•1

BR2 CIRCUIT BREAKER (2A) KLIXON 7277´•2-2
BR3 CIRCUIT BREAKER (3A) KLIXON 7277-2-3
BR5 CIRCUIT BREAKER (5A) KLIXON 7277-2-5
BR7.5 CIRCUIT BREAKER (7.5A) KLIXON 7277´•2-7.5
BR10 CIRCUIT BREAKER (10A) KLIXON 7277´•2´•10
BR15 CIRCUIT BREAKER (15A) KLIXON 7277´•2´•15
BR20 CIRCUIT BREAKER (20A) MECH PROD 4200´•002´•20
BR25 CIRCUIT BREAKER (25A) MECH PROD 4200´•002-25
(ALT) ETA 483´•G533-J1M1-B2SOZ-25A
BR30 CIRCUIT BREAKER (30) MECH PROD 700´•001-30
CIRCUIT ETA 41-2-S14-LN2´•35A
BR35
BR40 BREAKERj35A
CIRCUIT BREAKER 40A ETA 41´•3-S34-LN2´•40A
BR50 CIRCUIT BREAKER (50A) ETA 41´•2´•S34-LN2´•50A
BR70 CIRCUIT BREAKER (70A) ETA 41-3-S14´•LN2´•70A
BRSW3 C/B-SWITCH KLIXON 7270-5´•3

BRSW7.5 C/B-SWITCH KLIXON 7270-5-7.5
BRSW8 C/B-SWITCH KLIXON 7270-5-8
BRSW 15 C/B-SWITCH KLIXON 7270-5-15
BS1/BS1O1A RELAY, BASE MAGNACRAFT 70-303
91´•20´•01
OLDWILLWAYNE
DESCRIPTION VENDOR PART NO. NOTES

CODE
BU2A/BUS2A BUSS BAR (2 PLC) MOONEY 913127-033

MOONEY 913127-097
BU2B/BUS28
BU2C/BUS2C
BUSS BAR (2
BUSS BAR(
PLC\) MOONEY 913127-099
BU2D BUSS BAR (2 PL~) MOONEY 913127-075
BU2E BUSS BAR (2 PLC) MOONEY 913127´•065
BU3B/BUS3B BUSS BAR (3 PLC) MOONEY 913127-059
BU3C/BUS3C BUSS BAR3 PL MOONEY 913127-073
BU4A/BUS4A BUSS BAR 4 PL MOONEY 913127-069
MOONEY 913127-089
BU4B/BUS4B
BU4C/BUS4C
BUSS
BARI4 PLC)
BUSS BAR 4 PLC) MOONEY 913127-005
913127´•053
BU4D BUSS BAR (4 PLC) MOONEY
BUsA/BUSsA BUSS BAR (5 PLC) MOONEY 913127-093
BU5B/BUS58 BUSS BAR (5 PLC) MOONEY 913127´•077
BUsc/sUSsC BUSS BAR (5 PLC) MOONEY 913127-085
BUSS PLr\ MOONEY 913127´•019
BU5D/BUS5D
BUGA/BUSGA BARI5 PLC)
BUSS BAR 6 MOONEY 913127´•035
913127-079
BUGB/BUSGB BUSS BAR (6 PLC) MOONEY
BUsA/BuSsA BUSS BAR i8 PLC) MOONEY 913127´•095
BUS8B BUSS BAR (8 PLC) MOONEY 913127´•083
BW3 SWITCH-C/B (3A) KLIXON 7270-5-3

BW7.5 SWITCH´•C/B (7.5A) KLIXON 7270-5´•7.5
BW10 SWITCH-C/B (10A) KLIXON 7270-5´•10
BW15 SWITCH-C/B (15A) KLIXON 7270´•5´•15
BW25 SWITCH-C/B (25A) KLIXON 7270´•5´•25
C1/CA1O1A CAPACITOR MALLORY CGS302V-050R2C

CA102A CAPACITOR (1000 PF) NEWARK 18F2711 TYPE SGAD10
CAP1 CAP, WHITE MICRO SW 15PA90-8W

CAP2 CAP, BLACK ALCO SW C´•22
CAPS CAP, DUST MATRIX SCIENCE. M83723/60-122RC
CBIOIA BLOWER, DEFROST MOONEY 640317´•503
CC1O1A MOTOR, COWL FLAP MOONEY 880050-505

CC102A INDICATOR, COWL FLAP MOONEY 880242´•505
CC103A SWITCH, COWL FLAP MOONEY 880052-517
CC1~03B SWITCH, COWL FLAP (M20J) MICRO-SWITCH 12TW1-10
CC103C SWITCH, COWL FLAP MOONEY 880052-129
CF1O1A ACTUATOR, FLAP MOONEY 750105´•501

CF102A INDICATOR, TRIM/FLAP MOONEY 800242´•501
CF103A TRIM/FLAP ASSY MOONEY 800376´•501
CF104A INDICATOR, TRIM/FLAP MOONEY 800391-502
CF108A SWITCH, FLAP C´•H 8906K3149
CL03A CLAMP, 3/14/16/28 PIN AMP 206070-1

CL03B CLAMP, 3 PIN AMP M8 5049 -41 ´•4A
CL03C CLAMP, 3 PIN MS3057-4A
(ALT~ MS3057´•4B
CLO4A 4/8 PIN AMP 206062-1
CL04D CLAMP, 4 PIN BENDIX 10´•101971-8-3
CL05A CLAMP, 5 PIN MS3057 -6A/B
CL05B CLAMP, 5 PIN DEUTSCH BVDSREC02SR
CLOGA CLAMP, 6 PIN MS3057´•16A/B
CL07A CLAMP, 7 PIN MS3057´•12B
/SLEEVE MS3420
CL09A CLAMP, 9 PIN, LT. CONT. BOX AMP 206966-1
CL09 B CLAMP, 9 PIN AMP P/O 126-222
CL09C CLAMP, 9 PIN DE-24657
/LOCK RETAINER DE´•51224´•1
/LOCK RETAINER (ALT) D110278
/LOCK RETAINER (ALT) D-20419´•16
91´•20-01
CLOSD CLAMP, 9 PIN DE19977-5

/LOCK, RETAINER DE51224´•1
CL15A CLAMP, 15 PIN DA51210´•1
/LOCK, RETAINER DA51220-1
CL15B CLAMP, 15 PIN DA19977´•1
CL17A CLAMP, 17 PIN DB51212
/LOCK, RETAINER DB51221-1
CL25A CLAMP, 25 PIN DB51212
/LOCK, RETAINER ~3B51221-1
CL25B CLAMP, 25 PIN 0819977-2
/LOCK, RETAINER 0B51221´•1
CL25C CLAMP, 25 PIN DB24659
/LOCK, RETAINER 020418-2
CL32A CLAMP, 32 PIN M85049/52-1-22N
CL32B CLAMP, BOOT MS3420-14
CL37A 37 PIN 206138-1MS3420´•16

CL37B CLAMP, 37 PIN DC19977-3
/LOCK, RETAINER DC51222´•1
CM1/CM1O1A CURRENT MONITOR MOONEY 800221´•505
CR1O1A SWITCH, RUDDER TRIM (WHT) MOONEY 880052-519
CR1OIB SWITCH, RUDDER TRIM (BLK) MOONEY 880052-119
CR102A MOTOR, RUDDER TRIM MOONEY 880050-503
CR103A INDICATOR, RUDDER TRIM MOONEY 800242-503
CT1O1A SWITCH, ELEV TRIM MOONEY 930023-233
CT102A INDICATOR, ELEV TRIM MOONEY 800242-519
CT103A MOTOR, ELEV TRIM S´•TEC 01165-0-T14
CT104A INTERFACE, TRIM MOONEY 800313´•501
CT105A INDICATOR, ELEV. TRIM MOONEY 800391-501
CV1O1A C/B-SW, STAND´•BY VAC MOONEY 930023-233
CV1OIB C/B´•SW, STAND´•BY VAC MOONEY 930023-333
CV102A PUMP, STAND-BY VACUUM AEROSAFE 820904´•2
CV103A PUMP, STAND´•BY VACUUM AEROSAFE 820904´•1
CV104A C/B´•SW, STAND-BY VAC MOONEY 930023´•247
CV1OL~B C/B-SW, STAND-BY VAC MOONEY 930023-347
CV105A CLUTCH/PUMP, STD´•BY VAC AIRBORNE 28C214´•CW-2
D1 DIODE 1N2483
ALT) 1N5060
ALT) GE 3720GE
02 DIODE SA R KES -TA RZ. 10H3P
(ALT) ECG 5854
(ALT) NTE 5854
D4 DIODE BRIDGE FAGOR FB5001
05 DIODE BRIDGE FAGOR FB5006
DA1O1A AMMETER SHUNT EMPRO MLA-70A-100MV
(ALT) JANCO 8406´•70
DA1O1B AMMETER SHUNT EMPRO MLA´•150A-100MV
(ALT) JANCO 8406´•150
DB1O1A TURN COORDINATOR UNITED INST. 9013 CODE N.5
(ALT) ASTRONAUTICS 303990-028MSC
(ALT) ELECT. GYRO 1394T100´•32
(ALT) UNITED INST. 9114 CODE N.21
DB102A TURN COORDINATOR UNITED INST. 9112 CODE N.9
DC1O1A PROBE, CYLINDER #1 MS24482´•1
(ALT) AN5546-1"
USE AN4076´•1 ADAPTER.
(ALT) NORWICH 102-00007
91´•20-01
OLDWILLWAYNE
DD1O1A INDICATOR, O.A.T. MOONEY 880059-159

DD102A O.A.T. PROBE MOONEY 880004-501
DD103A SOCKET, 4 PIN CINCH´•JONES S-´•304´•CCT
DF1O1A FUEL XMTR, LH/RH I/B MOONEY 610242-003
DF102A FUEL XMTR, LH O/B MOONEY 610243-003
DF103A FUEL XMTR, RH O/B MOONEY 610243´•001
DF104A FUEL XMTR, LH/RH O/B MOONEY 610242-005
DF105A TRANSMITTER, FUEL AVAQ SYST. 9450563001
DFIOGA ARM, FLOAT, RH, I/B AVAO SYST 9400563102
DF107A ARM, FLOAT, RH, O/B AVAO SYST 9400563104
DF108A ARM, FLOAT, LH, I/B AVAQ SYST 9400563101
DF109A ARM, FLOAT, LH, O/B AVAO SYST 9400563103
DF11OA TRANSDUCER AVAQ SYST 9450563002
DF111A PROCESSOR AVAQ SYST 9450563003
DG1O1A IND., INSTRUMENT MODULE MOONEY 880059´•507
DG102A IND., INSTRUMENT MODULE MOONEY 880059-511
DG103A IND., INSTRUMENT MODULE #2 MOONEY 880059´•513
DG1OL~A IND., INSTRUMENT MODULE #1 MOONEY 880059-505
DG105A IND., INSTRUMENT MODULE MOONEY 880059-517
DG1OGA IND., INSTRUMENT MODULE #1 MOONEY 880059-519
DG107A IND., INSTRUMENT MODULE MOONEY 880059´•523
DG108A IND., INSTRUMENT MODULE #2 MOONEY 880059-525
DG109A IND., INSTRUMENT MODULE MOONEY 880059´•521
DG11OA D/A CLUSTER MOONEY 880093´•501
DG111A D/A CLUSTER MOONEY 880093-503
DG112A DIGITAL CLUSTER MOONEY 880093-505
DG113A DIGITAL CLUSTER MOONEY 880093-507
DG114A D/A CLUSTER MOONEY 880093-509
DH1O1A PROBE, OIL TEMP MOONEY 880061-501
DH102A PROBE, OIL TEMP MS28034´•1
DI1O1A DIODE 1N 2483/1N 5060
(ALT) GE 3720´•GE
D1102A DIODE SARKES TARZ 10H3P
(ALT) ECG 5854
(ALT) NTE 5854
D1104A DIODE BRIDGE FAGOR FB5001
D1105A DIODE BRIDGE FAGOR FB5006
DJ1O1A TRANSDUCER, O/P (M20J) DRUCK PDCR 821´•0662-100
(ALT) (M20J) KULITE APT-154´•1000´• 100PSIG
PATRIOT KA21´•014´•100G
DJ1O1B SPRLaN SDUCER, O/P (M20M) APT-201´•1000-100G
DKIOIA TRANSDUCER, F/P DRUCK PDCR-821-0662-30
(ALT) KULITE APT´•153´•1000´•30PSIG
DK102A TRANSDUCER, F/P DRUCK PDCR´•920´•U143-50 PSID
KULITE APT-155-1000´•50D
(ALR
(AL PATRIOT KA21-016-50G
DL1O1A IND., TACH MOONEY 880039-515
(OPTIONAL) B&D 0520-003
DL102A SENSOR, TACH B&D 0400´•004
DL103A IND., TACH MOONEY 880039´•517
(OPTIONAL) B&D 0520-006
DL104A TACH SENSOR B D (SLICK MAGS) 0402´•102
DL1OL~B TACH SENSOR B D
DL104(= TACH SENSOR (ALT. DL104B) B D
(BENDIX MA
XIDNE"
()406-004 GS)0402´•1043
DL104D TACH SENSOR (ALT. DL104A) B D 0406´•003 3
DL105A INDICATOR, TACHOMETER MOONEY 880039-519
DL1OGA INDICATOR, TACHOMETER MOONEY 880039´•523
INSTALLED ON 10-550 ENGINE BY TELEDYNE CONTINENTAL MOTORS.

91-20-01
10

========================================================I===================
DL107A SENSOR, TACH J´•P INSTR. (SLICK MAGS) 420809

DL108A SENSOR, TACH J-P INSTR. (BENDIX MAGS) 420807
DM1O1A HOUR METER MOONEY 880035´•507
DM102A HOUR METER MOONEY 880035-505
DM103A HOUR METER HOBBS 15006
(ALT) DATCON SG´•70
DM104A HOUR METER HOBBS 85000
(ALT) HOBBS 15000
DP1O1A C/B, PITOT HEAT MOONEY 930023´•205
DPIO1B C/B, PITOT HEAT MOONEY 930023´•305
DPIOIC C/B, PITOT HEAT MOONEY 930023 ´•353
DP102A HEATED PITOT AERO INSTR PH502-24
(ALT) AN5812-1
DP103A PITOT, HEATED AERO INSTR PH502-12
(ALT) AN5812
DP104A PLUG, 2 PIN AN3115-1
DP105A SOCKET AN3116-1
DR1O1A PROBE, TIT MOONEY 880055´•503
DR1O1B PROBE, TIT MOONEY 880055-505
DTIOIA IND., EGT ALCOR 46361
DT1O1B IND., EGT ALCOR OEM´•46161
DT102A SWITCH, EGT,( 4 POSITION) ALCOR OEM´•80825
DT103A PROBE,EGT MOONEY 660110´•000
/ALTERNATE ALCOR 86255
DT104A TRAY, LIGHT(28VDC) ALCOR 41338
DT105A TRAY, LIGHT(14V) ALCOR 41337
DU105A TRANSDUCER, MAP KULITE APTE´•251´•1000-25A
(ALT) PATRIOT KA21-015-25A
DV1OIA INDICATOR, FUEL FLOW MOONEY 880034´•501
INDICATOR, FUEL FLOW (OPT) MOONEY 880034-503
INDICATOR, FUEL FLOW (OPT) MOONEY 880034-505
DVIOIB INDICATOR, F/F (GALS) SHADIN 912021
INDICATOR, F/F (LBS) (OPT) SHADIN 912023
INDICATOR, F/F (GALS)(OPT) SHADIN 912041 1
INDICATOR, F/F(LBS)(OPT)~ SHADIN 912043 1
INDICATOR, F/F(LITERS)(C)PT) SHADIN 912047 1
INDICATOR, F/F (GALS)(OPT) SHADIN 912081 2
DVIO~LA TRANSDUCER, FUEL FLOW MOONEY 880030´•501
(OPTIONAL) MOONEY 880030´•503
DV102B tRANSDUCER, F/F SHADIN 6805018
EG1O1A ACTUATOR, LDG GR MOONEY 880037-507
MOONEY 560254-503
EG102A
(ALTOR,
(AL
A LDG GR
MOONEY
MOONEY
MOONEY
560254-507
880037´•501
560254´•501
EG103A aAC:T)UA TOR, LDG GR MOONEY 560254-505
EG104A SWITCH, LDG GR. A/S SAFETY MOONEY 880013´•507
ET101A/ELT101A SWITCH, ELT PANEL ARTEX 110´•416
ET102A/ELT102A TRANSMITTER, ELT ARTEX 453-0150
ETIOSA CABLE ASSY, REMOTE AMERI-KING 4500041
ET104A REMOTE UNIT ASSY AMERI´•KING 450004
REMOTE UNIT ASSY AMERI´•KING 450004´•1V/1H
ET1OSA ELT ASSY, MAIN AMERI-KING AK-450
F1/FU1O1A FUSE, 1 AMP LITTEL 313001
F2/FU102A FUSE, 5 AMP-3AG-SLO´•BLO LITTEL 313005
F3/FU103A FUSE, 10 AMP SLO´•BLO LITTEL 313010
F4/FU 104A FUSE, 5 AMP McGRAW´•EDISON FMO1´•SA
FU105A FUSE,.50 AMP McGRAW´•EDISON FMO1-.S0A
FU1OGA FUSE, 2 AMP LITTEL 313002
91´•20-01
11
FH1/FH1O1A HOLDER, FUSE LITTEL 155020

LITTEL 155120
FH2/FH102A ER, FUSE V
FNIO1A/FON1 PHONE JACK SWITCHCRAFT C-ll

/WASHER SWITCHCRAFT S´•1028
FN102A/FON2 PHONE JACK SWITCHCRAFT C-112B
/WASHER SWITCHCRAFT 3-1029
FU1O1A SEE F1/FU1O1A SERIES LISTING ON PREVIOUS PAGE
JE1OIA IGNITION CONTROL LASAR (SLICK) CD-1001´•02
JE102A CABLE LASAR (SLICK) CH 1001-XX
JE103A MAGNETO, LEFT SLICK (LAZAR) CD´•4771
JE104A MAGNETO, RIGHT SLICK (LAZAR) CD´•4770
JM1O1A SWITCH, MAGNETO BENDIX 10-357210-9
/PLACARD BENDIX 10-187´•468
/TERMINAL LUG BENDIX 10-126656
JM1O1B SWITCH, MAG. (W/CONN.) JANCO 97´•2273-1
JM102A MAGNETO BENDIX D4LN-2021
(ALT) BENDIX D4LN´•3000
iALTj LYCOM ING LW-682555´•11
JM103A PLUG, MAGNETO BENDIX 10-382698
JM104A MAGNETO SLICK 6244
JM105A MAGNETO, LEFT SLICK 6261
JM1OGA MAGNETO, RIGHT SLICK 6260
JM107A SWITCH, IGNITION TCM 10-357240´•1
JM108A MAGNETO, LH SLICK 6393
JM109A MAGNETO, RH SLICK 6350
JM11OA IGNITION, PULSAR MOONEY 800315-501
JM111A MAGNETO, L&R BENDIX S6RN-25-10
(ALT) TCM/BENDIX 10-79020-10
JM112A MAGNETO, LH SLICKLA
MAGNETO, RH CD-4770CD´•4771
JM MAGNETO, LH SLICK 4372 (Rev.
JM MAGNETO, RH SLICK 4370 (Rev.
JM11SA MAGNETO, L&R TCM 6408~i6´•1
(ALT) BENDIX 10-79020´•120
L1 BULB, 28V GE 464-T-3
L2/LA102A BULB, 14V GE 168-T-3 1/4
L3/LA103A BULB GE 385
L4/LA104A BULB,14V GE 330
L5/LA105A BULB CHI. MINI. CM7-7330
LG/LA1 06A BULB CHI. MINI. CM7-7327
L9/LA109A BULB GE 327 (AV RED)
L1O/LA11OA BULB, 28V GE 327
LA1O1A BULB,28V GE 400
LA113A BULB GE 4596
LA114A BULB PAC. PREC. P28028
LA11SA BULB MOUSER ELEC. 351´•5003
LBIOIA C/B, BEACON, ROTATING MOONEY 930023´•243
LB1O1B C/B, BEACON, ROTATING MOONEY 930023-343
LB102A LIGHT, ROTATING BEACON WHELEN WRML´•24
/ADAPTER WHELEN WRML´•65
LB102B LIGHT, ANTI-COLLISION (RED) WHELEN 90033-19
LB102C LIGHT, ANTI-COLLISION (WHITE) WHELEN 90033-20
91-20-01
12
LC1O1A LIGHT CONTROL BOX MOONEY 800268-509
LE107A ANNUNC. LENS (USA) MOONEY 880048-633 (M20J)

LE108A ANNUNC., LENS (FRANCE) MOONEY 880048-635 (M20J)
LE109A ANNUNC. LENS (USA) MOONEY 880048´•625 (M20R
LE11OA ANNUNC. LENS (FRANCE) MOONEY 880048-627 (M20R
LE111A ANNUNC. LENS (USA) MOONEY 880048-629 (M20R)
LE112A ANNUNC. LENS (FRANCE) MOONEY 880048-631 (M20R)
LE113A ANNUNC. LENS (USA) MOONEY 880048-605 (M20K)
LE114A ANNUNC. LENS (FRANCE) MOONEY 880048´•607 (M20K)
LE115A LENS MOONEY 880089´•001 (M20K)
LEI1GA LENS SLOAN 855´•SE-C
LE117A LENS MOONEY 880089-003 (M20J)
LE119A LENS, MASTER WARN MOONEY 150080-6097
LENS1/LE1OIA ANNUNC. LENS (USA) MOONEY 880048-613 (M20J)

LENS2/LE102A ANNUNCIATOR LENS(FRANCE) MOONEY 880048´•615 (M20J)
LEN S3/LE1 03A ANNUNCIATOR LENS (USA) MOONEY 880048´•617 (M20K, M20M)
LEN SL~/LE104A ANNUNCIATOR LENS (FRANCE) MOONEY 880048-619 (M20K, M20M)
LENS5/LE105A ANNUNCIATOR LENS MOONEY 880048-621 (M20T)
LENSG/LE1OGA ANNUNCIATOR LENS MOONEY 880048-623 (M20T)
LG1O1A C/B, LOGO LIGHT MOONEY 930023-357

LG102A LIGHT, LOGO WHELEN A730´•1-28
LHI/LH1O1A LAMP HOLDER MOONEY 914083-1

LH2/LH102A LAMP, HOLDER DIALIGHT 270´•1930-0171´•702
LH3/LH 103A LAMP HOLDER WHELEN A´•350-CN-CL´•BK-SH-28
LH4/LH 104A LAMP HOLDER SLOAN 855S´•0´•U
/WASHER, LOCK, INT. TOOTH MS35334-21
/WASHER, LOCK, INT. TOOTH ALLEN BRADLEY M2898
LH5/LH105A LAMP HOLDER INSTRUMENTS 0211-128
LH6/LH106A LAMP HOLDER INSTRUMENTS BA28-24´•BW3
LH7/LH107A LAMP HOLDER SIGMA TEC 1\/-192´•971
LH8/LH 108A LAMP HOLDER HH SMITH 1930
LEECRAFT 7-05
LH9/LH109A
LHIO/LHI1OA
(AL(AL~,, ,
(AL
(AL
LAMP HOLDER
ALLIED
SPC
NEWARK
HH SMITH
WHELEN
931´•3103)
LSL-11´•128U
811\32561)
1925
01´•0770437´•00
LH 11/LH111A LAMP HOLDER, CABIN UTILITY TEK´•LITE LC-28-5
MS1745-51A
LH12/LH112A HOLDER, BAGGAGE LT WHELEN 01´•077´•0142´•04
LH113A LAMP HOLDER MOUSER ELECT 351-0003
LL1O1A SWITCH, LANDING LT MOONEY 880052-521
LL1O1B SWITCH, LANDING LT MOONEY 880052-121
LL102A LIGHT, TAXI/LDG, LH/RH(28V) GE 4596
LL103A LIGHT, TAXI/LDG, LH/RH(14V) GE 4509
LN1OIA C/B, NAV LIGHTS MOONEY 930023´•251

LN1OIB C/B, NAV LIGHTS MOONEY 930023-351
LN102A LIGHT ASSY,,NAV´•TAIL (WING) MOONEY 800051-501
LN102B LIGHT ASSY, NAV-TAIL (WING) MOONEY 800051´•509
LP1O1A DIMMER CTRL BOX(28V/14V) MOONEY (ELEC) 800299´•501

LP102A DIMMER CTRL BOX(28V) MOONEY 800299-503
LP103A DIMMER CTRL BOX(14V) MOONEY 800299-505
LP104A PANEL,SW.,O/H LITE ASSY MOONEY 150085-005
LP105A INVERTER, PLACARD (O/H) ERG LPS28-3´•3P
LR1O1A C/B, RECOGNITION LIGHT MOONEY 9300 23 ´•23 1

LR1OIB C/B, RECOGNITION LIGHT MOONEY 930023-331
LR102A RECOGNITION LIGHT MOONEY 880049´•501
91´•20´•01
13
LS~O1A C/B, STROBE LIGHT MOONEY 930023´•237

LSIO1B C/B, LIGHTS, STROBE MOONEY 930023´•337
LS102A POWER SUPPLY, STROBE WHELEN 01´•0770329´•00
LS102B POWER SUPPLY, STROBE WHELEN 01´•0770329-01
LS103A STROBE/NAV LITE ASSY(LH/WG)WHELEN 01´•0770054-12
LS1OL~A STROBE/NAV LITE ASSY(RH/WG)WHELEN 0 1 -07 700 54 1 3
LS105A STROBE/TAIL LIGHT ASSY MOONEY 470013´•501
LS1OGA POWER SUPPLY (TAIL) WHELEN A413A-HDA-DF28
LIGHT, STROBE (DUAL) WHELEN A413A´•HDA-CF
LT1O1A SWITCH, TAXI LIGHT MOONEY 880052-523

LT1O1B SWITCH, TAXI LIGHT MOONEY 880052-123
LT102A TAXI LIGHT LT/RT G.E. 4596
MA1O1A RECEPTACLE, AUX POWER AN2552-3A
(ALT) MS3506-1
MB1OIA C/B´•SWITCH, AVIONICS MASTER MOONEY 930023-213
MB1OIB C/B´•SWITCH, RADIO MASTER MOONEY 930023-313
MC1O1A CIGAR LIGHTER MOONEY 800336-503
MC102A CAP TETHER CASCO 216550
MC103A LIGHTER, SOCKET CASCO 216510
/WITH WIRE CASCO 200402
ME1O1A CLOCK MID-CONT MD´•89
(ALT) PORSCHE 944.641.213.00
ME102A CONN, 4 PIN MID´•CONT 6016177
/WITH PINS MID-CONT 6016125
CONN, 4 PIN (OPT) PORSCHE 944.612.217.00
/WITH PINS PORSCHE 999.652.351.12
MICI/MK1O1A JACK, MICROPHONE SWITCHCRAFT C´•12B
/WASHERS SWITCHCRAFT S-1028
/WASHERS SWITCHCRAFT S-1029
MPIO1A C/B´•SW, PROP DE-ICE MOONEY 930023´•245
MP1O1B C/B-SW., PROP. DE´•ICE MOONEY 930023-345
MP102A TIMER, PROP DE´•ICE B.F. GOODRICH 3E1899-1
MP102B TIMER, PROP DE´•ICE McCAULEY 8-45018
MP103A TERMINAL BLOCK McCAULEY C´•40521
NF1OIA C/B´•SW, LOW-BOOST PUMP MOONEY 930023-211

NFIO1B C/B´•SW., BOOST PUMP MOONEY 930023-311
NF102A PUMP, BOOST WELDON A8163B
(ALT) WELDON 81638
NF103A PUMP, BOOST WELDON 8163A
(A LT) WELDON A8163A
NF104A PUMP, BOOST WELDON 10054B
NF105A PUMP, BOOST WELDON A10051D
NF1OGA PUMP, BOOST WELDON A8152´•B
NFIOIIA REGULATOR, FUEL BOOST PUMPMASSEY VR536
NF108B REGULATOR, FUEL BOOST PUMPMOONEY 800270´•523A
NF109A C/B-SW, HI´•BOOST PUMP MOONEY 930023-219
NF11OA GUARD ASSEMBLY MOONEY 9300 28 -50 1
PA1O1A REGULATOR, VOLTAGE MOONEY 800270-501
(ALT) AMERICAN PROD DGR´•2
(ALT) ELECTRODELTA VR-802
PA102A SWITCH, ALT FLD (DUAL) MOONEY 880052-525
PA103A SWITCH, ALT FLD (SINGLE) MOONEY 880052´•503
PA104A ALTERNATOR LYCOMING LW-14367
(ALn PRESTOLITE ALU´•6421-LS
PA105A ALT~RNATOR LYCOMING LW-15404
(ALT) PRESTOLITE ALY -8420
PA 106A ALTERNATOR, RH TCM 649280
(ALT) TCM 649719
/GEAR ASSEMBLY TCM 649123
91-20-01
14
PA107A ALTERNATOR ELECT. SYST. ES 4009-LS

/INSTALL KIT (REF 600180) LYCOMING 05K-21065
PA 108A FILTER MOONEY 880014´•501
(ALT) MOONEY 800307´•501
PA1OSA SENSOR, CURRENT MICRO SW CSLA1GE
PA11OA REGULATOR, VOLTAGE MOONEY 800270-503
PA 111A SENSOR, CURRENT(110 A) KLIXON 7235-1-110
PA111B SENSOR, CURRENT (175 A) KLIXON 7236-1´•175
PA112A ALTERNATOR (100A) TCM 649304
PA113A MONITOR, CURRENT MOONEY 800287-501
PA114A ALTERNATOR, LH TCM 649172
(ALT) TCM 649283
PB1O1A BATTERY GILL G-243
PB102A SWITCH, MASTER MOONEY 880052-501
PB102B SWITCH, MASTER MOONEY 880052´•101
PB103A SWITCH, BATTERY 1/2 MOONEY 880052´•527
PB103B SWITCH, BATTERY 112 MOONEY 880052-127
PB105A BATTERY, MAINT. FREE CONCORDE RG24´•llM
PB105B BATTERY, MAINT. FREE CONCORDE RG24´•15
PLO1A PLUB, PIN
1 AMP 1´•480349´•0
PL02A PLUG, PIN
2 AMP 1´•480318´•0
PL02B PLUG, PIN
2 MOLEX 03-06´•1023
PL02C PLUG, PIN (FEMALE)
2 DEAN 7022 4
PL02D PLUG, PIN
2 MS3106A24-9S
PL03A PLUG13 PIN AMP 1-380303´•0
PL03B PLUG, 3 PIN AMP 206037´•2
PL03C PLUG, 3 PIN MS3106A10SL´•3S
PL03D PLUGI3 PIN MS3106A28-6P
PL03E PLUG, 3 PIN ARRAY CONN. PWF06F08-33A
SOCKET (ALUMEL) CDI 01´•2020-245
SOCKET (CHROMEL) CDI 01´•2020-244
PL04A PLUG, 4 PIN AMP 206060-1
PLOL~B PLUG, 4 PIN MS3106A32-17S
PL04C PLUG, 4 PIN AMP 1´•480424-0
PL04D PLUG, 4 PIN ARRAY CONN. PW06F8´•4S
PLOSA PLUG, 5 PIN MS3106A14S-5S
PL05B PLUG, 5 PIN DEUTSCH BVD06EO205SN
PLOGA PLUG, 6 PIN MATRIX SCIENCE MS3106A28´•22S
PL07A PLUG, 7 PIN MS3106A20-15S
(ALT) MS3106R20´•15S
PL08A PLUG, 8 PIN AMP 205838´•1
PLOSA PLUG, 9 PIN AMP 206708-1
PLOSB PLUG, 9 PIN AMPHENOL 126´•222
PL09C PLUG, 9 PIN DE´•9S
PL09D PLUG, 9 PIN MOLEX 03-06-2092
PL09E PLUG, 9 PIN AMP 206485´•1
PL14A PLUG, 14 PIN MOONEY 930021´•1
PL1L~B PLUG, 14 PIN MOONEY 930021-513
PLIL~C PLUG, 14 PIN AMP 206043 ´•3
PL15A PLUG, 15 PIN DA15S
PL1GA PLUG, 16 PIN AMP 206037-1
PL17A PLUG, 17 PIN DBM17W2S
PL20B PLUG, 20 PIN POSITRONICS CC148´•003´•0.00
PL20C PLUG, 20 PIN POSITRON ICS CC149´•003-0.00
PL25A PLUG, 25 PIN DB25S
PL25B PLUG, 15 PIN AMP 205208´•1
PL25C PLUG, 25 PIN POSITRONICS MD25F20JVLO
91-20-01
15
OLDWILLWAYNE

PL28A PLUG, 28 PIN AMP 205839-3
PL32A PLUG, 32 MATRIX SCIENCE M83723/86R2232N
MS3420´•14 OR -16 BOOT WITH CONNECTOR.
PL34A PLUG, 34 PIN MOONEY 930021-507
PL34B PLUG134 PIN MOONEY 930021-515
PL37A PLUG, 37 PIN AMP 206150´•1
PL37B PLUG, 37 PIN DC37S
PLI04A PLUG, 104 PIN POSITRON ICS GM CT 104FOTH000
PS1O1A C/B, STARTER SOLENOID KLIXON 7277-2´•10
PS102A C/B, STARTER SOLENOID KLIXON 7277-2-5
PS103A STARTER PRESTOLITE MHB´•4016
(ALT) LYCOM ING LW´•15572
PS104A STARTER TCM 646275
(ALT) TCM 637847
PS105A STARTER B&CSPEC. BSC206-149
RB1O1A BLOWER, RADIO KING 071´•4037-01
R1/RS1O1A RESISTOR (20 OHM/1OW) DALE RH-10´•20 OHM
R2/RS102A RESISTOR (5 OHM/1OW) DALE RH-10-5 OHM
R3/RS103A RESISTOR,MAPLIGHT (500 OHM) MOONEY 919029-501
R4/RS104A RESISTOR (100 OHM) NEWARK 09F976
R5RS105A RESISTOR (7.5 OHM) DALE RH-50´•7.5 OHM’
R6/RS106A RESISTOR (1K OHM/2W) ALLEN´•BRAD. RC42-GF102J
R7/RS107A RESISTOR (5K OHM) ALLEN-BRAD. WA2-G056S502UA
(ALT) SPECTROL 149´•11-502 5
(A LT) BOURNS 3862C-282-502A
(AL T\ NEWARK 12F9905R 5.OK
R8/RS108A RE~I/STOR(150 OHM/3W) CLAROSTAT VC3D
(ALT) OHMITE 23J
R9/RS109A RESISTOR (3.9K OHM/ 1/2W) OHMITE N/A
RIO/RS1IOA RESISTOR (3.OK OHM/ 1/2W) OHMITE N/A
R11/RS111A RESISTOR (1 OHM/25W) DALE RH-25-1 OHM
R12/RS112A RESISTOR (70 OHM/1OW) DALE RH´•10´•70 OHM
R13 RESISTOR (10.OK OHM/1W) OHMITE N/A
RS113A RESISTOR (15.OK OHM/1/L~W) OHMITE N/A
RS11L~A RESISTOR, DUAL (5.OK OHM) ALLIED 753-8059
RS115A RESISTOR (1.6K OHM/1/2W) OHMITE N/A
RS11GA RESISTOR(1.OK OHM/1/8W) OHMITE N/A
RB1O1A BLOWER, RADIO KING 07 1 -403 7 ´•O 1
RCOIA RECEPTACLE, 1 PIN AMP 1´•480351´•0
RC02A RECEPTACLE, 2 PIN AMP 1-480319´•0
RC02C RECEPTACLE, 2 PIN(MALE) DEAN 7021 4
RC02D RECEPTACLE, 2 PIN MS3100-24´•9P
RC03A RECEPTACLE, 3 PIN AMP 1-480305-0
RC03B RECEPTACLE, 3 PIN AMP 206036-2
RC03C RECEPTACLE, 3 PIN AMP 206207-1
RC03D RECEPTACLE, 3 PIN MS3100´•28´•6S
RC04A RECEPTACLE, 4 PIN AMP 206153´•1
RC04B RECEPTACLE, 4 PIN MS3100´•32´•17P
RC04C RECEPTACLE, 4 PIN AMP 1-480426-0
RC05B RECEPTACLE, 5 PIN DEUTSCH BVD04E0205PN
RCOGA RECEPTACLE, 6 PIN MATRIX SCIENCE MS3100C-28-22P
RC08A RECEPTACLE, 8 PIN AMP 205841-2
RC09C RECEPTACLE, 9 PIN DE9P
RC09E RECEPTACLE, 9 PIN AMP 205486-1
91-20-01
16
RC12A RECEPTACLE, 12 PIN MOLEX 03-06´•2122

RC14A RECEPTACLE, 14 PIN MOONEY 930021´•2
(ALT) POSITRONIC G14000H000-1265.0
RC14C RECEPTACLE, 14 PIN AMP 206044´•1
RC15A RECEPTACLE, 15 PIN DA15P
RCIGA RECEPTACLE, 16 PIN AMP 206037-1
RC1BB RECEPTACLE, 16 PIN AMP 206036´•1
RC20A RECEPTACLE, 20 PIN MOONEY 930021-502
RC20B RECEPTACLE, 20 PIN POSITRONICS GMCT20MOT0000
RC26B RECEPTACLE, 26 PIN MOONEY 930021-506
RC32A RECEPTACLE, 32 PIN MATRIX SCIENCE M83723/83K2232N
RC34A RECEPTACLE, 34 PIN MOONEY 930021-508
RC34B RECEPTACLE, 34 PIN AMP 204814´•1
(ALT) POSITRONICS SK2114
RC104A RECEPTACLE, 104 PIN POSITRONICS GMCT104MOOOOZO
RL1/RL1O1A RELAY, BATT. (28V/200A)(OBS) C-H 6041H´•202
(ALT) (OBS) C-H 6041H-202A
(ALT) KISSLING 26.57.01
(ALT (PREFERRED)) KISSLING 26.57.02
RL2/RL102A RELAY,BATT.(14V7200A) C´•H 6041H-105A
RL3/RL103A RELAY KISSLING 26.64.01
RL4/RL104A RELAY KISSLING 26.64.21
RL5/RL105A RELAY, tDG. (28V/50A) C´•H 6041H-220
(ALT) KISSLING 26.72.03
/BRACKET (2 EA) MOONEY 800375´•001
RL6/RL106A RELAY (28V/100A) C´•H 6041H´•53
RL7/RL107A RELAY,(14V/200A) C-H 6041H´•105R
RL8RL108A RELAY MAGNACRAF"T W67 RCSX ´•3
RL9/RL109A RELAY KISSLING 28. 08. 01
RL10/RL110A RELAY P&B VF4-15´•Hll
SOCKET P&B VCf4´•1002
TERMINAL P&B 26A 1348C
RS1O1A SEE R1/RSIO1A LISTINGS ON PREVIOUS PAGE
SERIES
SAIO1A ALTERNATOR, STAND´•BY B&C BC410´•1
HOUSING, CONNECTOR B&C 12´•003
TERMINAL (1/4") B&C 14´•026
SA102A CONTROLLER, STBY. ALT. B&C 8~203´•2
SA103A SWITCH, STD´•BY ALT/EMER.BUS MOONEY 880052-531
SB1O1A C/B, SPEEDBRAKE KLIXON 7277-2´•3
SB102A SWITCH, S/B,CNTRL WHL PRECISE FLT 01265
SB103A RELAY, SPEEDBRAKE PRECISE FLT 01384
SB104A DIODE 1N2483/1N5060
GE 3720´•GE
SB105A ~rbR, SPEEDBRAKE
SB1OGA SWITCH, SPEEDBRAKE PRECISE FLT 01505
SB107A SOLENOID, CLUTCH PRECISE FLT 01678
SB108A INTERFACE, SPEEDBRAKE MOONEY 800314´•501
SPK1/SPIOIA SPEAKER, ALERT ARCHER 40-1333C
SPK2/SP102A SPEAKER, CABIN ARCHER 40-1325
BLAUPUNKT PCx352 6
SbK3 MALLORY SC628
91-20-01
17
OLDWILLWAYNE
SW 1/SW1O1A SWITCH MICRO 1SE1´•T 7

(ALT) SAINT ZS´•1009
SW2/SW 102A SWITCH, DEF. BLWR. CHERRY E51´•50B
SWS/SW 103A SWITCH, LIMIT, RUD.TRIM MICRO V3-1
SW4/SW 104A SWITCH, UP LIMIT, LDG MICRO DT-2R´•47
(ALT) SAINT ML´•1409
SW5/SW105A SWITCH, DN LIMIT, LDG OTTO P6-24014
(ALT) MICRO 1CH116´•6
SWG/SW 106A SWITCH, CABIN LTS CARLING RCSI1´•VBBO\M
SW7/SW107A SWITCH MOONEY 880013-507
SW8/SW 108A SWITCH, LDG C´•H 8906K2875
SW9/SW 109A SWITCH, MIG-KEY ALCO MPE-106F-C´•22-9
IALT) C-H SA1RV20
SWio/SWi 10A ~WlilCH, CHT GRAYHILL 71AD30´•02-2-AJN
SW 11/SW111A SWITCH, FLAP C-H 8906K4731
SW12/SW112A SWITCH, CABIN LTS(MASTER) CARLING RA911-VBBOW
SW13/SE113A SWITCH (ALT) MICRO 12TW 1-10
/CAP, WHITE MICRO 15PA90-8W
(ALT) MS27753´•38
SW 14/SW 114A SWITCH, F/F MEM. C K 7101K
SW 15/SW115A SWITCH, LDG, OVERRIDE NKK DLB241-W01-L3C/
AT506M/AT503MB
/BUTTON/LOCK RING/LOCK WASHER/HEX NUT (2 EA) (NKK)
(ALT) SWITCH C-H SB1DDX492-2
/LOCK RING C´•H 29-761
/LOCK WASHER C´•H 16-886
/HEX NUT (2 EA) C-H 15-966´•6
(ALT) SWITCH TSCHUDIN 504102
/LENS TSCHUDIN 464115
/BULB TSCHUDIN 590002
SWIG/SW1IGA SWITCH, VAC. HI/LO MOONEY 880012´•501
SW 17 /SW 1 1 7A SW ITCH CARLING TI LC64-1 S-WHFN
SW18/SW 118A SWITCH MOONEY 880062-501
SW19/SW119A SWITCH CARLING TIGM64´•1S´•WHFN
SW20/SW 120A SWITCH MS35058-22
SW21/SW121A SWITCH, MIKE KEY CROUZET 83´•450-001
SW22/SW 122A SWITCH, SPDBRK CROUZET 83´•452-504
SW23/SW 123A SWITCH ALCO MPEIOGF
SW124A SWITCH T.B.D. T.B.D.
SW25/SW 12 5A SWITCH NKK MB2085SB1W01-EA
SW126/SW126A SWITCH EATON 1501´•llE
SW127A ’SWITCH, MASTER WARN OMRON A3BA-7011-1
SW., WITH LENS OMRON A3BA-520R
SW., WITH LEGEND OMRON A3BA-5202
SW., WITH BULB OMRON A3B´•028
VC1O1A VOLTAGE CONVERTER, 28V-14V TERRA MLC28-5

(ALT) TERRA C28-5
VR1/VRIOIA VAR I STOR GE V47ZA05
WM1O1A MASTER WARNING MICRO SWITCH DSK´•104´•GYR

WM102A MASTER WARNING MICRO SWITCH DSB-11-RRRR-LR2
WSIO1A ALERT, STALLWARN/GR WARN IAl 950D309-000
(ALT) IAl 950D519´•000
WS103A SWITCH, STALL WARNING MOONEY 800364´•509
WT1O1A ANNUNCIATOR MOONEY 880048´•501

WT1O1B ANNUNCIATOR MOONEY 880090-XXX 8
WT102A ANNUNCIATOR MOONEY 880048-503
WT103A ANNUNCIATOR MOONEY 880048-507
WT104A ANNUNCIATOR MOONEY 880048´•509
91-20´•01
18
NOTES:
1. SHADIN MODEL NO. INTERFACE WITH II MORROW APOLLO, ARNAV AND NORTHSTAR LORAN
SYSTEMS.
2. SHADIN MODEL NO. INTERFACE WITH BENDIX/KING KLN-88 OR KLNSO SERIES.
3. B& D TACH SENSOR’S P/N 0406´•004 IS 9/16 DIAMETER FOR BENDIX MAGNETOS. 0406-003 IS
11/16 DIAMETER FOR SLICK MAGNETOS.
4. PL02C RC02C MAY BE PURCHASED FROM DEAN AS P/N 7020.
5. SEAL BACK OF POTENTIOMETER WITH DOW CORNING #738 ELECTRICAL SEALANT AFTER WIRES
ARE SOLDERED TO TERMINAL. (MOONEY CODE #225905)
6. NOTE 3 USE TO REPLACE ARCHER 40-1325 FOR SPARES.
7. SEAL BACK OF SWITCH WITH DOW CORNING #738 ELECTRICAL SEALANT AFTER WIRES ARE
SOLDERED TO TERMINALS (MOONEY CODE #225905) WHEN USED AS "THROTTLE SWITCH-GEAR
WARNING".
8. ANNUNCIATOR P/N WILL BE DETERMINED BY OPTIONS INSTALLED, SEE 880090 FOR DETAILS.
REV. 10-98 91´•20-OF

19
OLDWILLWAYNE
RESERVED FOR FUTURE ENTRIES
91-20-01
20
OLDWILLWAYNE
91-30-00 ELECTRICAL SYSTEM SCHEMATICS
[SEE ENVELOPE(S)I
CAUTI ON
USE SCHEMATIC APPLICABLE TO SERIAL NUMBER OF AIRCRAFT BEING SERVICED.
For the Electrical System Schematics,

please see the next page for the
locations of the schematics.
91-30´•00
21
OLDWILLWAYNE
ELECTRICAL SYSTENI SCH EMATICS
SCHEMATIC M20S EFFECTIVITY BLOW-UP FICHE NO. ITEM NO.
800383 (S1) (R) 30-0001 (29-0157) thru 30-0039 AMOB403 A
800383 (S2) (R) 30-0040 thru 30-TEA AMOB403 E

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What are the warnings mentioned regarding certain materials used in manufacturing?

What are the warnings mentioned regarding certain materials used in manufacturing?

What is the manual providing information about?

What is the manual providing information about?

OLDWILLWAYNE

Pu~ O O EY AIRC RBFT C O R P O R ATIO ~J

ORIGINAL NOV., 1998 MANUAL NUMBER iao

WARNING: Manufactured with 1,1,1 Trichloroethane substances which are determined to

WARNING: Manufactured with 1,1,1 Trichloroethane substances which are determined to

LCIG [1F REVISIONS

DP1TE OF SECTIONS DATE OF SECTICINS

A list of effective oaaes will aDoear at the keainnina of each chaDter,

INTRODUCTION CHAPTER (System)

These are primary divisions of the manual that en´•

VENDOR ADDRESSES PUBLICATIONS

FUEL PUMP (Engine Driven)

CHAPTER- SECTION TITLE INDU(GUIDE

CHAPTER SECTION TITLE

1 4 RESERVED MAY BE USED LATER

5 TIME LIMITS/MAINTENANCE CHECKS

6 DIMENSIONS AND AREAS

8 LEVELING AND WEIGHING

9 TOWING AND TAXIING

10 PARKING AND MOORING

11 PLACARDS AND MARKINGS

20 STANDARD PRACTICES AIRFRAME

CHAPTER SECTION TITLE

30 ICE AND RAIN PROTECTION

I NTROD UCTI ON ´•4 1 NTROD UCTI ON

CHAPTER SECTION TITLE

39 ELECTRICAL PANELS AND

CHAPTER SECTION TITLE

73 ENGINE FUEL SYSTEM

CHAPTER SECTION TITLE

TIME LIMITS/MAINTENANCE CHECKS

LIST OF EFFECTIVE PAGES

5-Effectivity 1/2BLANK. 11-98

TIME LIMITS/MAINTENANCE CHECKS

5-00-00 GENERAL 5-00-04 ELECTRIC POWER SYSTEM

Flight Panel. instruments are in the

5-00-03 WING FLAP SYSTEM It is recommended that overhaul or replacement of

The specified overhaul time limits, if applicable to a NOTE

5-10-01 OVERHAUL MAINTENANCE AND REPLACEMENT SCHEDULE

ITEM RECOMMENDED OVERHAUL, MAINTENANCE OR REPLACE LlME UMITS

Fuel 011 System

Avionics Refer to Manufacturers Publications

Hydrostatic Test Required S year intervals.

5-20-00 SCHEDULED MAINTENANCE Oxygen Lines Use only MIL´•T´•5542 thread

3. Fuel, air, oil and hydraulic oil lines and hoses

See Following Tables.

TORQUE INCH POUNDS

FLARE NUT TORQUE

METRIC BOLTS, SCREWS NUTS

NOMINAL 5.6 8.8 PROPERTY 10.9 12.9

M3 0.60/0.44 1.37/1.01 1.92/ 1.42 2. 30/1.70

(METRIC TORQUE TABLES CONTINUED)

M8 x 1 27/19 38/28 45/33

TIGHTENING TORQUES Electrically Zinc Plated Hardware Friction Coefficient 0. 125

DIAM ETER 5.6 8.8 PROPERTY 10.9 12.9