Parenthetically, I was curious enough about this once to look at the POH for a few different make/models. Seems that ~10 KT spread is pretty common for piston singles.
I suppose for most. Vy on my 201 is 88kts, but once at 2500agl or so I transition to cruise climb of about 120kts. I can still maintain 500fpm at that speed to ~5000agl and then 300fpm to 9-10000msl. Good compromise of speed vs climb. Since the 201 has such a high redline I also like to cruise descend, usually 180-185kts on the downhill side if the air is relatively smooth.
I usually do the same as you. Even at higher speeds when just changing altitudes at cruise. No reason not to.I suppose for most. Vy on my 201 is 88kts, but once at 2500agl or so I transition to cruise climb of about 120kts. I can still maintain 500fpm at that speed to ~5000agl and then 300fpm to 9-10000msl. Good compromise of speed vs climb. Since the 201 has such a high redline I also like to cruise descend, usually 180-185kts on the downhill side if the air is relatively smooth.
The Mooney 201 POH recommends 90-100. There's your ~10 KT spread.I was curious enough about this once to look at the POH for a few different make/models.
But notice that in the post you quoted from I said
The Mooney 201 POH recommends 90-100. There's your ~10 KT spread.
Yeah, true, haven't looked at it in a while, but like you faster seems to be better. I can live with 500fpm at 120kts as a nice compromise.
This.Probably an efficient climb speed considering forward progress and fuel burn.
Initial climb is more concerned about obstacles and such.
Why enroute climb on a Cessna 172 sp is considered as 85kt Instead of 74kt (initial climb)
Better engine cooling. Covering more lateral distance. Lower the nose and see better.