MOONEY
M20V ACCLAIM ULTRA
SECTION X
SAFETY INFORMATION
10 - 8
AIRPLANE FLIGHT MANUAL
ORIGINAL ISSUE - 03-16-2017
FLIGHT IN TURBULENT AIR
Even though flight in severe turbulence is to be avoided, flight in turbulent air may be encoun-
tered under certain conditions. Flying through turbulent air presents two basic problems, to both
of which the answer is PROPER AIRSPEED. On the one hand, if you maintain an excessive
airspeed, you run the risk of structural damage or failure; on the other hand, if your airspeed is too
low, you may stall. If turbulence encountered in cruise or descent becomes uncomfortable to the
pilot or passengers, the best procedure is to reduce speed to the maneuvering speed, which is
listed in the Limitations Section of the FAA Approved Airplane Flight Manual and Pilots Operating
Handbook. This speed gives the best assurance of avoiding excessive stress loads, and at the
same time providing margin against inadvertent stalls due to gusts.
Beware of overcontrolling in attempting to correct for changes in altitude; applying control pres-
sure abruptly will build up G-forces rapidly and could cause damaging structural stress loads.
You should watch particularly your angle of bank, making turns as wide and shallow as possible,
and be equally cautious in applying forward or back pressure to keep the nose level. Maintain
straight and level attitude in either up or down drafts. Use trim sparingly to avoid being grossly
mistrimmed as the vertical air columns change velocity and direction.
MOUNTAIN FLYING
Avoid flight at low altitudes over mountainous terrain, particularly near the lee slopes.
- OBSERVE PUBLISHED MINIMUM ENROUTE ALTITUDES (MEA) -
If the wind velocity near the level of the ridge is in excess of 25 knots and approximately perpen-
dicular to the ridge, mountain wave conditions are likely over and near the lee slopes. If the wind
velocity at the level of the ridge exceeds 50 knots, a strong mountain wave is probable with
strong up and down drafts and severe or extreme turbulence. The worst turbulence will be en-
countered in and below the rotor zone which is usually 8 to 10 miles down wind from the ridge.
This zone is characterized by the presence of “roll clouds” if sufficient moisture is present; alto-
cumulus standing lenticular clouds are also visible signs that a mountain wave exists, but their
presence is likewise dependent on moisture. Mountain wave turbulence can, of course, occur in
dry air and the absence of such clouds should not be taken as any assurance that mountain
wave turbulence will not be encountered. A mountain wave down draft may exceed the climb
capability of your airplane.
- AVOID MOUNTAIN WAVE DOWN DRAFTS -
VFR - LOW CEILINGS
If you are not instrument rated, avoid “VFR On Top” and “Special VFR”. Being caught above an
undercast when an emergency descent is required (or at destination) is an extremely hazardous
position for the VFR pilot.
Accepting a clearance out of certain airport control zones with no minimum ceiling and one-mile
visibility as permitted with “Special VFR” is not a recommended practice for VFR pilots.
Avoid areas of low ceilings and restricted visibility unless you are instrument proficient and have
an instrument equipped airplane. Then proceed with caution and have planned alternates.
VFR - AT NIGHT
When flying VFR at night, in addition to the altitude appropriate for the direction of flight, pilots
should maintain a safe minimum altitude as dictated by terrain, obstacles such as TV towers, or
communities in the area flown. This is especially true in mountainous terrain, where there is usu-
ally very little ground reference and absolute minimum clearance is 2,000 feet. Don’t depend on
your being able to see obstacles in time to miss them. Flight on dark nights over sparsely popu-
lated country can be almost the same as IFR and should be avoided by untrained pilots.
