I have a late 201 (J model): 150kts at 10gph is a pretty good block number for planning purposes, including some margin for error. I normally fly LOP targeting 380CHT on the hottest cylinder, where I cruise just shy of 150KTAS (depending on weight) using 8.7GPH when around 6-8,000', and below 8gph with the same speed once I get in the oxygen altitudes.

There are times I wish I had the big engine, but then I look at the FS-450 reading almost 17.5nm/gal, and realize once I convert to statute mpg I'm getting better mileage than my pickup truck and moving at almost 3 times the speed in cool comfort above the summer buildups.

8.6 gallons per hour just under 65% power, you’re actually flying it too slow. Or put it another way, to fly four hours you’ll get there 16 minutes earlier and burn an extra 2 of gas. $12 of extra gas, but about $12 less airframe time.

I loved my old 205 J model Mooney. Bought her with ~80 hrs in my logbook and flew 450 hrs in that plane including an instrument rating. Plane was very well built and it took care of me learning to fly.

I regularly saw 150 ktas at 9-10 gph. I usually flew at 8-9k ft at peak egt. Better efficiency than driving my suv.

Only two issues, both of which were fatal to a J (for me, not for the plane). A/c isn’t available. The Be Cool worked great, but flipping a switch is better, and I use A/C most of the year in Texas. Second, the 200 hp starts to run out of steam at about 10k ft. It’s not uncommon for scattered layers to form at 10-12k ft in west Texas with cooler air above. It was possible to fly the J up into the low teens, but it wasn’t happy up there.

I was 24 hrs from an ovation upgrade when my wife changed her tune on airplane upgrade from “no upgrade” to “not another Mooney.” Our second daughter had just been born and the Ovation would be a little tight with 4 plus bags plus dogs.

It looks like the factory is for lease.

https://apn.aero/listing/2512/usa/tx/ke ... -for-lease

Nope, it looks like the whole company with all of the equipment is for sale. Sad to see.

LASAR is "taking over"...what that means in regard to production I don't know.
Or in reality, I also don't know.

Bunch of conversation on Mooneyspace about it.

Since we are talking speeds.
I get 157 knots true at 8000 burning 11 gph. It will go faster, but it isn't worth the fuel burn. Ovation with 310HP, 3 bladed prop and TKS. My understanding is the prop costs a knot and the TKS install about 7. YMMV

LASAR was at Mooney Summit in Tampa last weekend.

They already had an agreement to purchase and sell items from 3rd party vendors.

It seems now, they will be taking over and running the factory to make the parts that Mooney makes.

While this does nothing to further restart of production and probably means that will never happen. It may be a very good thing for the Mooney fleet for the availability of parts.

There should be more at Mooney Max next month.

I needed a good “pick me up” today. Glad I found this thread. LOL
20 years now with my Bravo, six years before that with my 201.

Recently flew in KPNS to meet some buddies and do the museums.

Arriving, I kept my speed up as there were 121 aircraft and several turbo props.

I got the coveted, "Mooney, could you slow your approach speed for traffic." call.

About 14:55 CDT Thursday Sept 18. I am trying to figure out how to get to it.

Yep, that was a great airplane! I only sold it due to twin fever . . .

I remember that panel!

A lot of it depends on how high he flies. An IO-360 powered Mooney will only make the numbers everyone claims when it flies low, about 2000 MSL. I have an M20E with the upright windshield. If I fly in Texas, I easily plan on 130 VFR. If I fly over Nevada or New Mexico, 120 is more realistic at 10.5-11.5. The increase in TAS with altitude does not offset the loss of power by a naturally aspirated engine. 160 low and 150 high sounds about right for a 201 with the same engine that I have.

I would probably welcome if LASAR offered a 201 engine cowl for M20E. I'm sick of mine. I have cooling issues that Tiger pilots can relate. Not a problem in most circumstances, but every time I have to drag the airplane with gear down for Oshkosh, I go full rich and pray it lasts.

I flew a 201 for a while and really liked it. Very efficient, and nice flying airplane.

There are always bigger, faster, more capable airplanes for more $$$, but the 201 seemed to be very good in its niche.

I had a 78 J for about 9 years and flew it all over Canada and the US. I would try and fly between 7 to 9 thousand feet and flight plan for 158 TAS at around 10 GPH. The higher you go the less fuel burn but the engine is also less powerful because of air density. That's why I chose the 7-9K. I also went over all the surfaces of the plane to try and reduce drag by adjusting items like flaps, gear doors, and ailerons.

I've owned a Bravo and really liked it but for me I think the K models (231, 252 and Encore) look after speed and efficiency the best. Because of the turbo you can get over most traffic and some weather.