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To start off, I am a new Mooney owner and this is my first topic I have created. This calculator is just something I have been using and I thought others might think it was neat. If not, please feel free to not use it. Also, disclaimer, this is not intended to be a replacement for your POH. With that out of the way, my background is in military aviation and I was always used to having a “whiteboard” to calculate approach and stall speeds, etc. So when I moved over to general aviation, I wasn’t really satisfied with “just set this in climb and this in cruise”. Usually those being the same two numbers for MP and RPM. So I made this calculator based off of MY airplane’s POH. Other airplanes may be similar or exact, but it’s up to you to verify and/or edit a copy for your own use. It is sized to fit a phone screen and easy to use with drop down menus. Once I get to cruise altitude, I use this calculator while my plane is speeding up, and then I verify what settings I want based off my actual OAT and pressure altitude. The Fahrenheit to Celsius converter is just because my plane shows OAT in Fahrenheit, but my 430 TAS calculator takes Celsius. I recently added the “approximate TAS” section and it has been within a few knots when tested on real flights. Anyway, this is more useful to me as an app on my phone than trying to read spaghetti charts in turbulence or just plugging in memorized, generic numbers. But do what works for you. Mooney M20J Cruise.xlsx

As the topic title implies, I'm a newby with a Mooney. That is, I've been flying Bonanzas - three since 1984 - but this most recent venture was somewhat of a departure from my norm...and have to say I'm glad I did it. I became a 50% share owner in a '62 M20C about 3 weeks ago and am currently flying insurance time off with an instructor - weather permitting in Okla. I have a few questions that perhaps some of you can help me with. 1) I don't have maint. or IPC manuals yet but am getting them ordered (I'm an AP/IA and will be doing all the work that I can on it for the 50/50 partnership). I take it the jack points are where the wing tiedown bolts are located when you screw the tiedown bolts out. Question: Is there some kind of adapter to be used that screws into the wing (captured by a nut internally) for using a set of jacks? I can't see jacking the wings there with the tips that are on my jack rams. There must be some kind of conical adapter to accept the conical shape machining in my jack ram ends, right? 2) If I ever wanted to upgrade to an IO-360, is there an STC out there that will allow this, and if so, who might I contact? The current O-360 has about 1500 hrs SMOH so I (we) might be looking at an upgrade to "injected" if such exisits. 3) Right tank has started weeping. Looked at the "Weep No More" website to gain some sealed-wing repair insight and I gather that it's a mess and expensive to do. Question: What can we expect to pay to have one tank re-sealed if I have someone else do it? Last item is just a comment: I give great credit and thanks to the previous owner who had all the speed mods done, new glass, paint, interior, avionics, etc. Harvey and I are its caretakers now and will do our best to maintain its updated beauty and functionality. And secondly, I'm amazed at the speed and economy I've seen so far on a couple of short x-country flights. Can someone tell me if this is real.... 24 square, 46F OAT, 5500 msl, IAS 156 MPH, lean to rough / rich to smooth with a single CHT at 385 F, 2.2 flight hours and topped it off with 17 gallons?? That's not even 8 GPH. 62DX has extensive speed mods installed so that must be playing into its apparent speed and economy. It's been and will continue to be fun learning a different airplane. It's tight in the cabin, not the easiest to get down into from the wing and has that Johnson bar to master without your airport buddies calling out the fire trucks when you depart. Other than that, it shines with its simplicity, and economy. I'm glad to be a Mooney owner!