Falcon Man

Kortopates - Thanks for the clarification on the "myth" about heavier beefier gear. Regarding the added expense I meant I eventually could not afford the Encore as it was much more expensive to purchase than a 252. Encore's now trade for nearly $ 50-75K more than a 252 according to current listings. Do you have any time in a 1997/1998 Encore? I had ~ 250 hours in mine and it was definitely slower than my 262, with both at their max gross weight. My point was that at the Encore's max gross weight, 10 hp added could not make it as fast as a max gross weight 252. In fact at max gross weight my Encore just did not handle as well as my 231 nor 262 at their respective max gross weights. The Encore felt pretty sluggish to control inputs at max gross weight at 16-18,000 feet. At < 5% increase in horsepower cannot make the same airfoil with a > 10% increase in weight, fly as fast nor as efficient. Additionally, the 252 was certified to 28K and the Encore is certified to 25K. I don't know what their comparable speed, fuel consumption and efficiency would be with both at 25K. Maybe Bob Kromer or one of the other factory experts back then would know. Some of the differences I experienced might have been that the empty weight of the stock Encore was heavier than my 262. Encores are all equipped with the yaw dampener, newer interior and extra soundproofing of the firewall. I am not sure if those items added much weight. There is no doubt that the modified 252 or stock Encore has better payload. It would be cool if you could have a fly off with a stock Encore! Jeff

Hello All - Over the last 40 years I have owned several Mooney's - E, J, 252 Encore, a 231 and now a 262. Here's what I have learned about gross weight and useful load numbers in the log books: Most of the K model airplanes listed for sale have not had a recent actual weight so the useful load numbers carried thru the paperwork are never accurate. My IA/AP Mooney specialist (KNR INC) has digitally weighed dozens of Mooneys and the ALL have gained weight over what the logbooks say. One of the main reasons is repainting and clear coat. Clear coat can add as much as 50 lbs! Mine was repainted in 1995 when converted by Coy Jacobs from a 231 to a 262. More modern paints don't need clear coat from what I have garnered in my research. My IA's advice is never purchase an older Mooney without having a current weight. Of course, most Western US seasoned 252 owners I have met are not much bothered by the useful load issue - they accept that it is very limited and love the plane for its unmatched efficiency and performance. Most of them are average to small frame pilots and fly primarily by themselves as well. Here out West turbocharging is well worth the added expense when crossing the Rockies/Sierras/Cascades. Realistically, IMHO if you are of a large stature and actually NEED a turbocharged Mooney that can carry a high amount of stuff and people fly a Bravo or Acclaim and accept the commensurate loss of efficiency. My 262 has Monroy long range tanks, dual vacuum and alternators, Avidyne IFD 540/TAS 610/EDM 900, six pack instruments and with 100 gals of fuel I can legally carry myself and a small amount of gear. Regarding the Encore - it's a better aircraft in a few regards - stronger gear, better interior and 28 volt electrical system. It is actually SLOWER than a stock 252 due to the increased empty weight. Adding only 10 hp does not make up for the heaver gear, interior, dual vacuum and alternators. It would be interesting to know if kotopates 252 converted to Encore is as fast or efficient as it was prior since there are so few out there. I really loved my Encore but financial realities at the time just could not support the increased expense. Now I enjoy 252 performance on a 231/262 budget. It's all about compromise, Jeff