SECTION VII MOQNEY
AIRPLANE AND SYSTEMS DESCRIPTION
MODEL
M20J
Aileron
System
The ailerons are of all-metal construction with beveled trailing edges. Three
hinges of
machined, extruded aluminum attach the ailerons to the aft wing
spar
oirtboard of the wing flaps. The ailerons link to the control wheel
through push-pull
tubes and bellcranks. Lead counterweights balance the
system.
Elevator
System
Elevator construction is essentially the same as that of the ailerons. Both
elevators attach lo stabilizer at four hinge points. Push-pull
tubes and
bellcranks link
the elevators to the control yoke. Lead counterweights
balance the elevators.
Rudder
System
The rudder attaches to the aft vertical fin spar at four hinge points. Push-pull
tubes and
bellcranks link the rudder to the rudder pedals. Trim System
To provide pitch trim control,
the entire empennage pivots around its main
hinge points. The system consists of a manually operated actuator
that
operates a series of torque tubes and universal joints connected to a jack
screw on the
aM tailcone bulkhead.
A
trim conrrol wheel, located between
the pilot and co-pilot seats, allows the pilot to set stabilizer angle. Trim
pasi-
tion is indicated by
a
pointer located on the lower console. This indicator is
geared to the trim control wheel mechanism and indicates stabilizer position
relative to the aircraft thrust line.
Wing
Flaps
The wing flaps are electrically operated and interconnected through push-pull
tubes and bellcranks. Total flap area is
77.98 square feet. Nominal travel is
0
to
33
degrees and limit switches prevent travel above or below these limits.
The flap position is controlled by a preselect switch located on
the lower con-
trol console. Also located on the control console is a flap position indicator
which shows which preselect option has been
selected:ie.,full up, takeoff
(15
deg) or full down position.
A
cable attached to the flap jackshaft operates
the flap position indicator. Generaily, aircraft trim requirements will change
with use of
.the flaps. Lowering of the flaps will cause a nose down pitching
condition which can
be
easily corrected by application of nose up trim. Con-
versely, retraction of the flaps from a trimmed flight condition will cause a
-
nose up pitching condition. Use of the flaps should always be within the
operational limits established in Section
II. The flaps are very effective in
lowering landing speed and can be used to slow the
aircraft to approach
speeds.
REV.
B
6-12-87
ISSUED 6-2-86
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