Monticello Flying Club Pilot Transition Manual: Mooney M20F
Page 25 of 42
prop cycle is done at 2000 RPM. Like any other complex aircraft, the propeller should be
exercised to get fresh oil into the prop governor. Unlike aircraft that have a feathering prop, only
one cycle of the prop should be sufficient. Make sure to not to let the RPM drop more than
300RPM during prop cycle to prevent engine damage.
During run-up the engine monitor can provide very important information on the
operation of the engine. If you get a rough running engine on either mag, cycle the engine
monitor through the cylinders, resetting the mag each time. A bad/fouled plug will show a
significant EGT drop on that cylinder. If multiple cylinders drop EGT significantly, it might be
an indicator of a troubled magneto and the flight should be terminated. Fouled plugs are caused
by lead deposits, which require higher temperatures to burn off. Leaning the mixture and running
up the engine can clear lead deposits. If you encounter magneto problems, write down the
trouble magneto and cylinder temperature information to save the club maintenance
troubleshooting.
TAKEOFF
Advance the throttle slowly to avoid engine damage while holding the aircraft with the
brakes (if necessary on a short field). The takeoff configuration is partial flaps, 15°, used with
maximum available power.
The pilot should "lighten the nose wheel" (except in strong cross winds) on the takeoff
run. The aircraft has a tendency to rock steep nose up if you try to truly rotate off of the field.
You really just slightly get the nose off the field at rotation speed, lower the nose slightly without
remaking contact, and then let the mains fly off the field.
Rotation speed for calm/steady days is 65 MPH and on gusty days is 75 MPH. The short
field/obstacle rotation airspeed is 75 MPH. Once airborne, slowly lower the nose to achieve Vx
(94 MPH) or Vy (113 MPH). If obstacle clearance is not a factor, a Vy climb reduces the engine
temperatures and is, thus, desirable.
Once there is no remaining usable runway, apply the brakes to stop wheel rotation, raise
the gear, and once the obstacle is cleared or you reach 700ft AGL, raise the flaps. Raising the
gear and flaps will require significant nose trim. Be ready for this change and apply liberally.
INITIAL CLIMB
After clearing all obstacles, climb should be made at full power and with the propeller
pulled back to 2600 rpm. On hot days, after clearing all obstacles, the nose should be lowered (to
increase speed) and power reduced to around 26” to ensure the hottest cylinder does not to
exceed 400 degrees Fahrenheit.
CRUISE CLIMB
The transition from initial climb to cruise climb requires only a reduction in pitch attitude and
re-trim (for a better visibility and higher speed climb) followed by a power reduction (never below
1,000 ft AGL) to the POH recommended power setting.
Climb at POH power levels, since engine cooling is dependent upon both the recommended
fuel flow and airspeed. While climbing, always monitor engine cylinder head and exhaust gas
temperatures for operation "in the green". The cruise climb is an optimum performance maneuver,
requiring use of the proper airspeed, combined with the lowest possible drag configuration, which
will yield sufficient engine cooling.
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