Like Piper, Mooney is famous for evolving a basic model into something newer, faster and better. Examine the newest models coming off the line in Kerrville and you’ll see more than a faint resemblence to the earliest versions of the M20 series Mooneys.
One of the stalwarts of this successful series is the M20J or 201, which was introduced in 1977 and represented a turning point for Mooney. The company had always been known for fast, economical cruisers but the J-model was something else. It was sleek, relatively roomy and chugged along at a solid 150 to 155 knots on about 10 GPH.
It was, in short, a great airplane. Although the J-model faded from production in 1999, demand for it remains strong on the used market and even a good early model will easily command $90,000 to $100,000.
Model History
The basic airframe of nearly all Mooneys is essentially the same and has been so since the M20A of the mid-1950s. It consists of a semi-monocoque rear fuselage, metal-skinned steel-tube cabin, a long and slender tapered wing and distinctive backwards tail. The vertical fin appears to sweep forward but, in fact, does not.
To the present day, major systems in the Mooney havent changed much, although theyve been refined over the years. Trim is still accomplished via a screwjack that moves the entire empennage, controls are all pushrod driven and the landing gear still uses a stone-simple trailing link design with shock absorption handled by stacks of rubber donuts. The fuel tanks are still sealed wet wings, not integral tanks.
The original M20 had serious problems. Several in-flight break-ups resulted in the abandoning of the wooden spar and other components. The resulting all-metal four-place retractable was notable for its efficiency, delivering impressive speed on relatively little horsepower. For the next 20-odd years the line evolved and branched, with short- and long-cabin versions and a choice of power.
The company, too, went through some changes, not all them good. It changed hands three times, endured mismanagement and quality control problems and just last year-2003-emerged from bankruptcy yet again.
In one of its down cycles during the 1970s, the Mooney line was looking tired and raggedy. Enter the late LeRoy LoPresti. LoPresti had a long aeronautical background, including a stint on the Apollo moon program. He became a near legend for his ability to get the utmost from an airplane through aerodynamic cleanups, which hed done with success on the Grumman Tiger.
Applying his magic to the M20F model, LoPresti and the Mooney team created the M20J. A number of changes were made, the most visible being a new cowling and a new, more aerodynamic windshield. The interior was redone as well, with a modern panel replacing the dated design in the F-model.
The old Mooney naming conventions-Executive, Chaparral, Statesman were chucked in favor of the moniker 201, which stood for the J-models top speed in miles per hour. (Thats 171 knots, which you might see going downhill.) Mooney, in a marketing ploy, even went so far as to reserve as many 201 registration numbers as possible for the new airplanes. It was a success: More than 1000 201s were sold in the first four years. Not world-beating numbers, but not bad for its market niche and quite respectable by 2004 standards.
By 1985, the general aviation slump was taking its toll on everybody, so to boost sales, Mooney came out with the 201 LM (for Lean Machine), a stripped-down version with basic IFR avionics for a relative bargain price. Two years later, the M20J got some more tweaks (gear doors) and was renamed the 205.
Inexplicably, the 201 was still being produced, as was the 201 LM. Mooney was selling three airplanes that were more or less the same: All M20Js, but with different equipment. In 1988, the 201 was dropped and the 205 became the 205SE.
By 1989, Mooney realized that it was simply confusing the customers and it returned to the 201 name. That same year, a trainer version was introduced, called the AT. It was intended only for flight schools and is notable for the inclusion of speed brakes.
In 1991, Mooney abandoned numerical names and re-dubbed the 201 the MSE. There was a version with special equipment in 1992 called the MSE Limited. In 1993, all special variants were dropped and just before it abandoned the J-model, Mooney gave it one more name: the Allegro, ostensibly to go along with the Ovation and the Encore, the re-do of the 252 that was also dropped.
Total production of the M20J -regardless of name-totaled about 2150 with about 1600 registered in the U.S. The airplane retains a loyal following and the fact that demand for it remains strong is evidence by price trends. The 201s base price more than doubled in the first six years, from $46,725 (1979 base) to $97,500 (1985). On the used market, the 201 continues to be a strong seller and even in an era of soft prices, a good used one will command $100,000 or more. Late model examples are $200,000 or more.
Changes
Here is a rundown on the more significant changes to the series: The biggest operational shortcoming of the original M20J was its low gear-operating speed (Vlo) of 107 knots for both retraction and extension.
This, together with the low flap extension speed (Vfe of 114 KIAS), caused pilots grief in high-density areas and led to the airplanes reputation as a hot-handling, hard-to-land performance machine, which it really is not.
Vle (gear extended speed) and Vlo/e (maximum gear operating/extend/speed) were increased to 132 KIAS for the 1978 model year. The 107 KIAS maximum retraction speed remains. Even these speeds are low, given the slickness of the airframe. Speed brakes were offered as a factory option in 1986 and arent a bad feature to have; you can retrofit the Precise Flight boards to any model.
Where the first 201s have throttle quadrants with a pistol power lever, in 1978 this was changed to conventional push-pull engine controls. The panel and central console/pedestal were redesigned twice. In 1980 (1981 model year), the panel and glareshield were changed to the same configuration as that in the 231, with the extended section over the radio stack to provide more room.
This change also is credited with solving much of the vibration and rattling that had been an annoying problem in earlier 201s. The ventilation system also was improved and the shaped wing tips with faired navigation and strobe lights that were first introduced on the 231 were added.
Further aerodynamic and several serviceability changes were made for the 1984 model year. The nose gear doors were redesigned to make them close fully on retraction, a fairing was added to the tail cone and a one-piece belly fairing was installed.
The eight-foot-long belly skin can be removed in little more than a minute to permit easier inspection of and access to several systems. (The single fairing, which is fastened with 38 Dzus fasteners, replaces eight access panels with 175 screws.) Engine access was improved, too.
Over the years, empty weight increased by roughly 80 pounds; basic empty weight was 1640 pounds in 1981, 1671 pounds in 1984 and 1726 pounds in 1992. Some versions have more than 200 pounds in optional equipment and end up with full-fuel payloads around 460 to 470 pounds.
The big changes in the 205 were in the electrical system and landing gear. The 205 electrical system is 28 volts compared to the 14-volt system in earlier M20Js.
The higher-capacity system is an improvement even though the 70-amp maximum output of the alternator is unchanged, because it can produce 70 amps whereas the earlier system is capped out at roughly 60 amps.
Battery rating also increased. Along with that, Mooney added an improved electric load monitoring system to supplement the high- and low-voltage annunciators-idiot lights that don’t help manage demand to any great extent.
The 205 gear system incorporates the M20K doors that fully enclose the gear when retracted and is the major contributor to the modest claimed speed increase of 4 MPH. The mechanical, three-position cowl flaps were replaced by an electrically-operated, infinitely adjustable system.
Gear speeds were raised to a Vlo/extend of 140 knots and Vle of 165. A flap preselect system was offered for the first time and Vfe/approach (15 degrees) was raised to 132 knots. The higher speeds were lost when the 201 returned in 1989.
With the 1991 introduction of the MSE, the maximum takeoff weight was increased by 160 pounds, from 2740 to 2900 pounds. The increase can be retrofitted (primarily a paperwork change and airspeed indicator exchange) back to some 1989 models, from serial number 24-1686 on.
Performance, Comfort
Performance is, of course, the bottom line for most Mooney owners. At 60 to 65 percent, true airspeeds average 155 knots and endurance with reserves at 4.5 hours or better. Some owners report 160 to 165-knot airspeeds and while some airplanes definitely are faster than others, were skeptical of these claims. Plan on 150 to 155 knots on about 10 GPH.
Like most general aviation airplanes, the M20J is not a fill-the-tanks-and-seats airplane. But most can haul three 170-pounders plus about 40 pounds of charts, baggage and in-flight snacks. With partial fuel loads-say 50 gallons-the Mooney still offers good range with seats filled.
The 201 has outstanding altitude performance for a low-power, normally aspirated single, thanks to its comparatively high aspect ratio and efficient wing. Its performance is good enough to make cruising at 14,000 to 15,000 feet a practical matter-don’t forget the oxygen. Service ceiling is 18,600 to 18,800 feet, depending on the version and if light, a 201 can go there.
The J-model isn’t a rough-field airplane, although it will handle short runways admirably well. The gear doors almost brush the ground and the prop has less than 10 inches of clearance. Well-manicured turf runways are no problem; rutted gravel will beat up the doors.
Mooneys in general have a reputation for being cramped, but owners say there’s plenty of room. The small frontal area of the airplane means that the seating position is rather sports-car-like, with feet stretched out in front. This is in contrast to, say, a typical Cessna, which is more like sitting in a kitchen chair. There is definitely lots of legroom: pilots shorter than 5 feet 9 or so may have to use a booster cushion to reach the pedals. For folks with bad backs, the Mooney can be an irritant and its not easy to ingress and egress.
The M20J is a relatively noisy, vibey airplane, some examples being worse than others. Good headsets and an intercom system are the most effective ways to deal with the noise. And both noise and vibration can be mitigated to some extent by periodic dynamic propeller balancing. The baggage bay is of adequate size and is approved for up to 120 pounds.
Most owners don’t mind the location of the hatch, which requires you to lift baggage over the sill rather than place it in. The baggage door doubles as an emergency exit for rear seat passengers (although some owners say its too small or too hard to reach). The earlier models have fixed rear seat backs, which occasionally causes loading problems for really bulky items: the baggage door isn’t all that large. There are mods for fold down rear seats to address this.
Handling
Most owners appreciate the handling characteristics of the M20J, especially as an instrument platform. Control pressures are higher than in other airplanes of similar size and power, thanks to the push-pull tubes rather than cables to actuate primary flight controls.
The result is direct, fast and linear response. The stiff roll feel is due to the tubes bearing against rub blocks that help carry the aerodynamic loads without binding.
Rudder is the lightest control in the three axes, but it also is the least powerful. In stiff crosswinds, there sometimes isn’t enough rudder authority to keep the nose straight down the runway. Nonetheless, many owners say a 15-knot crosswind component is no problem for them and weve landed 201s with nearly 20-knots across the runway.
Pitch changes with configuration and power changes are significant. A go-around or missed approach with full flaps requires anticipation and generous use of trim. In landing configuration, application of power results in a strong pitch up. One trick of note is that the flap and trim motors run at the same speed, which means that the pitch change with flap extension can be nicely balanced by running the trim in the opposite direction at the same time.
Stalls in a well-rigged 201 with the stall strips properly located on the leading edge are brisk but not tricky. There can be a pronounced wing drop as the nose falls through, as it usually will.
You want to avoid spins, which the airplane isn’t approved for. Theyre recoverable by conventional means but may require more altitude than the pilot is willing to give up or has available.
Mooneys have long had a reputation as floaters on landing. This is not true, provided the pilot keeps the speed nailed down. With proper speed, approaches and landings are easy but the airplane will porpoise badly if forced on in a three-point attitude with too much speed. Holding the nose off or a go around is the recovery method.
Owners stress the importance of speed control during approach to proper landing technique (and reduced prop strikes and nose gear failures). Some operators still refer to wheelbarrowing or skidding main gear during the takeoff run, too. The trick during takeoff is to set the trim properly, use flaps as recommended and apply a little back pressure. When the airplane wants to fly, don’t try to hold it on the ground. The biggest handling challenge occurs not in the air but on the ground. The turning radius is fairly large. This, coupled with the long wingspan and low seating position creates taxiing and ground maneuvering problems for transitioning pilots.
The limited nose wheel turning radius also creates maintenance problems. Untrained or careless ramp people towing Mooneys occasionally exceed the limits and damage steering horns, trusses and other nose gear elements.
Maintenance
Mooneys in general are plagued with fuel tank leaks and the 201 is no exception. Repairs are expensive and some owners have yet to cure the problem satisfactorily on their airplanes. Owners mention $3000 dollar repair invoices per wing. One shop said proper treatment can cost $12,000 or more.
This is because all old sealant must be hand scraped. And the fuel tank access bays are very small. According to one source, typical solvents tried on Mooney tanks leave a residue that can eat through new sealant. Cleaning out the old stuff is a slow, hard job.
Another recurring fuel system problem is water contamination caused by faulty fuel cap seals and/or corroded fillers. Advice: change the cap O-rings at annual.
Leaking water also is responsible for another expensive problem. Poorly sealed (or deteriorated sealant in) windows or leaking storm windows allows water to seep into insulation, which leads to corrosion of the tubular cabin structure. One shop said 50 percent of all 201s have the problem to some degree; another one said early (through 1982) Mooneys are the most affected.
Inspection and repair is expensive: the interior and insulation have to be removed. Even if an airplane has been repaired, replacing tubes is frequently required and the problem can recur if an improved type of insulation was not installed or if window leaks recur.
One repair operation recommends detailed inspection of all flight control elements, especially if an airplane has been repainted. Paint stripper can penetrate and corrode torque tubes, bell cranks and other elements of the system. Exhaust system elements, especially flame tubes and mufflers, also are repeat maintenance items, in part due to poor quality, according to some maintenance technicians.
Despite a variety of fixes, the cowl-mounted landing lights continue to fail at an annoying rate, largely due to our old acquaintance, vibration. One owner says he went through 27 landing lights in nine years.
The ram air system also is prone to failure and regular inspection for deteriorating gaskets and proper operation is suggested. Some owners recommend sealing it and forgetting it. Finally, the next best things to a warm, bird-free hangar are cockpit covers and cowl plugs. Birds like to nest in the tail cone and plugs in gaps will help.
Mods, Owner Groups
There are two owner support groups. Mooney Owners of America can be reached at 877-564-6662 and www.mooneyowners.com. This group has a monthly magazine and other benefits. The Mooney Aircraft Pilots Association (MAPA at 210-525-8008 or on the Web at www.mooneypilots.com) also has a magazine and other benefits, such as an insurance program.
There are a number of shops that specialize in Mooneys, although most mods are intended to make older Mooneys more like the 201, with sloping windshields, newer cowls, speed mods and the like.
Of particular note are Mod Works, Lake Aero Styling and LoPresti Speed Merchants. Reach Mod Works at 941-637-6770and www.modworks.com, Lake Aero at Lakeport, 707-263-0412 and www.lasar.com and LoPresti Speed Merchants at 772-562-4757and www.speedmods.com.
Reader Feedback
I flew my first Mooney June 9, 1963. It was the first of five that I have owned. I used them while owning/operating a jet parts business. I have 3278 hours in these airplanes.
The 201 has recently rocketed in price. I am not surprised as it is a terrific fast and economical aircraft. It can carry four passengers in some comfort and two people in luxury. As all-metal Mooneys are, it very rugged. It is an excellent IFR platform and handles weather better than most.
The icing issues are for real. The laminar flow wing degrades significantly whenjust a little iceaccumulates. It is the real limit on weather flying. Get ice, get out now. Hand flying it IFR-wise is good. The early M20 series were much more pitch sensitive than these due to the shorter length of the fuselage.
At 6-foot-2 inches and 220 pounds, I find the201 to be the most comfortable aircraft I fly. Heresy? No, its the leg room and how the seat treats the small of my back. In cruise, I could set the seat all the way back and feel great. I found it much more comfortable than the Baron, Navajo and PA32s.
Maintenance issues can be significant if you find an aircraft that has not been maintained well. A pre-purchase inspection by someone who knows Mooneys we’ll is a must in my view.
Zephyrhills and Mattituck were the engines of choice. With the addition of the new types of cylinders such as ECI and Millenniums, these shops will accommodate you. I see real benefits in the investment cast cylinders and the nickel alloy enhanced units. Lycoming cylinders are good, unlike the TCM cylinders. I find the customer support of the non-factory shops to be a better experience.
There are a host of mods for the Mooney airplanes. I would recommend speed brakes, added fuel capacity, rubber tank bladders-all Mooney tanks leak-standby vac, engine monitors and light weight starters.
The Mooney is the perfect two-person traveler. Costs and performance are the best of the old metal designs.
-John Cordes
Leesburg, Florida
I purchased a 1979 Mooney M20J/201 in 1997. At that time, the dot com boom made low-time airframes hard to find and selection limited. After waiting nearly six months and only finding two or three good airplanes, I settled for a four-owner 3000-hour airframe with a modified engine near TBO and the expectation of refurbishing the airplane. I did just that.
I have added a factory new engine, overhauled prop, a Garmin GNS430, GTX330, S-TEC 30 autopilot, an electric AI and Precise Flight standby vacuum. Because so much fits in such a small space, early 201 panels (all steel) are notoriously messy from years of improvements by unqualified shops. I am particular, so panel refurbishment is next. I have replaced or overhauled all mechanical accessories and instruments in my M20J at least once. Total investment exceeds current market value by only 15 percent.
At altitude, I true at 163 knots routinely but flight plan for 155 knots. While most people push Mooney endurance and efficiency to the limit, I run a hair rich of peak at 65 to 75 percent power with fuel flows at 11.0 to 12.2 GPH. At 8500 feet, 10.8 GPH is achievable. The aircraft is easy to land, easy to fly in IMC and provides airframe integrity and crash worthiness that is unrivaled.
Type-specific maintenance for Mooneys is a must, optimally a Mooney Service Center. I have rented two leaseback 201s that were supposedly we’ll maintained. Neither flew straight, both we’ll under published book speeds and one wouldnt even taxi straight.
Engine and prop aside, at pre-buy, watch out for fuel tank leaks, flap and landing gear motors, ADs for cabin tubing and nose gear truss and stops.
I am Commercial/Instrument with 600 hours in Mooneys and no incidents or accidents. Current insurance is $1950 annually with the hull insured at $123,500. Same coverage pre-9/11 was $1650. Falcon Insurance is we’ll known and recommended in the Mooney community.
In my opinion, when combining speed, fuel burn, total owner cost, payload and purchase price, the 201 beats the Arrow, Commander, Trinidad, F-33 and C182 RG handily, leaving the true comparison outside of class for significantly better hauling. I am constantly seduced by the prospect of having an A-36 or Cessna 210, but half the acquisition costs, a third less insurance, a third less overhaul expense and five fewer gallons per hour add up where ownership truly counts.
-John Pleisse
Darnestown, Maryland
Our family owned a 1981 Mooney M20J and I logged about 300 hours PIC over a six-year period. The airplane was fun to fly and very reliable. First the advantages. The speed and fuel efficiency are wonderful. At 7000 feet, at 22 inches square, I would true out 155 kts at less than 9 GPH. At 2400 RPM and full throttle at 7000 feet with ram air on, I would true 163 knots on 10 GPH.
The airplane was roomy for pilot and back seat passengers. Just go ahead and measure the cockpit width with a tape measure, you will be surprised. I believe it was about 42 inches, similar to the Bonanza and Arrow. The co-pilot seat, however, felt a bit claustrophobic, perhaps because the right front passenger window is relatively smaller than the left.
The seats were original factory leather and were great. The Century Autopilot flew the airplane well, even in turbulence. Annuals in Canada cost between $1500 and $2400 per year. Useful load was 931 pounds, so partial fueling would be used when four passengers were onboard. (Models after 1981 have external gauges on the wing to help with this.) We operated the airplane out of a 4000-foot paved runway in southern Ontario. We had no difficulty flying out of shorter grass strips.
I found the handling to be terrific with a positive feel on the controls. Climb performance was excellent. We would cruise climb at 110 knots and see 700 FPM with three quarters fuel and three people on board and a bit of baggage. I found landing to be easy and greasers were the norm.
The negatives: The airplane was stable in roll and pitch, however, I detected just a bit of tail wag in bumpy weather and in warm thermal-induced turbulence. It does not feel as solid as a C-210. The manual trim wheel is a bit of a pain to use. I would not buy a 201 without the electric trim.
Southern Ontario gets pretty hot in the summer and the airplane would get uncomfortably warm while taxiing and for the first several thousand feet of climb. Nothing like being able to open the big side window on a 182 while on the taxi. Once in cruise, ventilation was good.
The tubular steel cage is prone to corrosion on the pilots side, due to water leakage. This was missed at a pre-buy inspection by a reputable shop located in Toronto. Upon its discovery, they said their chief engineer would never have missed this and the other shop was duping us with false photos of the corrosion. A bit of competition I sense. Lucky for us, it was easily fixed and was caught early on.
The Collins comms were not the clearest and I would recommend Bendix/King radios. Vibration and noise were a problem for power settings above 2400 RPM. I cant imagine any sane person operating at over 2500 RPM to achieve over 70 percent power.
Another problem is rudder pedals that are far away for pilots with short legs. My father, who has shorter legs and a longer torso, had the rudder pedal extensions installed. At first I hated them, but then grew to love them. It opened up the cockpit, with more space between my face and the dash. (Not so good however for the rear seat passenger. )
Slowing down can be a pain. The higher gear down speed of 132 KIAS on ours was of some help. I would not want to fly the pre-1980 models with the lower gear down limit speed.
Overall, the airplane felt like a personal airliner. Very fast, we’ll equipped and fun to fly. I would love to buy this exact plane back if it were for sale. If anyone knows where she is (C-GDRN) I would love to hear how she is doing.
-Eric J Versnick
Palo Alto, California
I have owned a Mooney 201 for seven years and it is one of the finest general aviation aircraft ever built. For my mission, two to three people traveling [medium] distances, I do not know of a better aircraft. What other aircraft cruises at 160 to 164 knots on 10.5-11.5 gallons per hour? Im 6-foot-3 inches and weigh 210 pounds and have no problem with space inside. In fact, the leg room is such that shorter pilots usually need pedal extensions.
Flying characteristics – Nimble yet sturdy in IMC. This aircraft converts potential energy into kinetic energy quicker than most other aircraft I have flown. Also, when you are preparing to descend and you pull throttle back, its not hard to gain a bunch of airspeed quickly.
This aircraft will enforce airspeed control and trim discipline; you need to be trimmed for hands-off glide with an airspeed of 72 knots when you cross the threshold or you may float or porpoise on landing.
While the 201 is thought of as a hot aircraft, the landing and stall speeds are low compared to other airplanes.
The only minor bad tendency this aircraft has is the yaw that happens in turbulence, but this is true of many short-bodied, maneuverable aircraft.
With the nose up, stalls will produce a drastic fall off to the left if you don’t have the ball centered. In coordinated flight, stalls are quite benign and recovery is rapid since the aircraft converts potential energy into kinetic energy quickly.
Operation Costs -For annual inspections, I strongly suggest a Mooney Authorized Service Center. For budget, plan on $2000 to $2500, with replacement parts. Insurance, for an experienced IFR pilot, will range from $2000 to $2600. Oil changes are routine and run about $100 to $200.
With reasonable throttle discipline, the IO-360 Lycoming engine should easily go to TBO or beyond. So, if you fly 150 hours per year, the costs add up to $12,875 with fuel, oil changes, annual cost, insurance premium and $2000 annual engine replacement reserve. This gives an operation cost of $85 per hour.
Suggested Mods-Precise Flight Speed Brakes, panel consolidation to make room for avionics and a light weight starter.
Things to watch out for-Be certain that whoever does your pre-buy inspection can scope inside for potential corrosion in the steel tubular framing.
The Bendix D-2000/3000 all-in-one magneto system is held in place by two hold-down clamps and this is an on-again, off-again problem. Watch for some oil leaks as is sits as an early indicator – oil dripping out of the pilot side cowl flap area.
All-in-all, a great aircraft which I would highly recommend for its speed, efficiency and sex-appeal on the ramp.
-Robert W. Keller
Lexington, Kentucky
Also With This Article
“Resale Values, Payload, and Prices Compared”
“Accidents: Engine Crumps, Runway LOC”