Andy95W Posted January 5 Report Posted January 5 To get the “201” name, the factory took a brand-new M20J with no antennas, radios, minimum fuel, and minimal equipment. They probably also had to lean to one side, squint, and then say, “oh look, 201 mph”. 4
Ragsf15e Posted January 5 Report Posted January 5 59 minutes ago, Jer said: Just to help me understand, when you said you were at "low 140ktas", you were still in the climb? If you were in level cruise, maybe you meant KIAS? I generally get 157 KTAS in a cruise between 8000 and 12000, full throttle, leaned rich of peak but I do richen it up to keep CHT below 400. I don't know why they call it a 201, which is 175 KIAS. I had hopes of achieving this at higher altitudes, but the comments here seem to indicate that is not going to happen. Yeah, the sweet spot for ktas is lower. If you’re up at 15k+, you might be more efficient, but likely not faster. ~140kias is 175ktas up there, so I think he was saying he’s getting 145ktas…
TangoTango Posted January 5 Report Posted January 5 10 hours ago, Jer said: Just to help me understand, when you said you were at "low 140ktas", you were still in the climb? If you were in level cruise, maybe you meant KIAS? I generally get 157 KTAS in a cruise between 8000 and 12000, full throttle, leaned rich of peak but I do richen it up to keep CHT below 400. I don't know why they call it a 201, which is 175 KIAS. I had hopes of achieving this at higher altitudes, but the comments here seem to indicate that is not going to happen. Definitely low 140ktas in cruise, not climb. At those altitudes it's beneficial to climb pretty close to vy as long as you can keep it cool, which I usually have no trouble with. We were going for endurance on that trip since we had a good tailwind and weather concerns. At 2700 RPM and ROP you would likely gain a little bit, but my bird won't get 157ktas at 15.5.
Shadrach Posted January 5 Report Posted January 5 On 1/3/2026 at 9:01 PM, Jer said: Folks: I have been flying more frequently back and forth between the west coast and Albuquerque. I am getting interested in seeing how thrifty I can get with the fuel. I generally fly no higher than 12,000, and as I always use oxygen above 8 or 9 thousand, I started thinking of flying higher, even up to the service ceiling. I am pretty comfortable with leaning at cruise, but I was wondering what folks think about leaning during a cruise climb at these higher altitudes. I think climbing to 18K will take quite a while, as I imagine the climb rate will be very low, and so I don't really want to throw 15 or 16 gph at it the whole climb. I just find it hard to accept running at full rich near the flight levels, even while climbing. Any thoughts on this? Jer The quick and dirty answer for your set up is to shoot for a climb mixture setting that clusters all EGTs between 1200° and 1250°. Then fine tune mixture to hold the desired CHTs. Be mindful of OAT and how it affects CHT. In the cold winter I shoot for 340° or less in the climb, in the summer I'm OK with closer 370° when climbing in the thin air.
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