M20K Encore - Purchase advice & Cockpit feel for tall pilot

[Ragsf15e]

34 minutes ago, MartinN3 said:

I just read through the whole thread you sent me. I definitely agree with what some other members are saying; the fact that the price has been reduced several times and with larger differences between each asking price is definitely a worry. The engine & frame are definitely the main concern for me, especially with that overhaul... i'd need to see more information about it (yet to be sent to me). The panel, although it is outdated I quite like the idea of keeping it a traditional steam gauge albeit a few minor upgrades. Truthfully, planecheck.com only has two 252's for sale meaning there really isn't much out there, hence why I leaned towards N97NM. I will however take you advice and keep an eye out for a cleaner example – it's just that the Encore really ticked all my boxes. I mean what if I went down the route of 231? or even this: https://www.planecheck.com?ent=da&id=62304 how would they compare to the 252? For me as long as it's capable to fly high, fast, stay economical and reliable I'm happy. The FIKI is a massssive bonus which I would absolutely love but it's not a deal breaker for me.

Im 6’3” and have a 252.  Comfort isn’t an issue.  Little bit of gymnastics to get in a Mooney but plenty comfortable.  Seats on later models are adjustable up/down which is desirable.  I have done 5.5 hours in mine and commonly do 3.0.  At 175kts and 10.4gph, it’s fast and efficient.  Just make sure you get an excellent inspection.  Parts and factory support are getting questionable.

[MartinN3]

24 minutes ago, kortopates said:

1.5 - 2hrs is nothing in an Encore. There are more 252’s converted to Encores than Encores. I converted mine. The conversions on average will have a bit more useful load - mine had over 1120 lbs.
Personally i would only get one with Dual alternators but i got mine for traveling. Otherwise your subject to single alternator failures with a single battery.
Everything else is standard.
How comfortable it is though may depend on the quality of the interior and seats - if still original foam that would be an issue. Much better options available with quality upholstery work.
TKS isn’t as critical on a Turbo since most often we can get on top and cruise over ice in the sunlight.


Sent from my iPhone using Tapatalk

How much was the conversion cost?

Also, I definitely agree with the dual alternator for redundancy. My typical flight times with be around the 1.5-2hr mark however I do plan to travel with it so it I could occasionally do the odd 4-5hrs. I get that the TKS isn’t as critical hence why it’s not a deal breaker, however, descending through clouds mainly in Europe winter might pose some issues. It’s mainly just a comfort thing and some peace of mind for myself and also for the pax that aren’t used to having 3mm thick glass separating them from thick IMC lol. 

[MartinN3]

1 minute ago, Ragsf15e said:

Im 6’3” and have a 252.  Comfort isn’t an issue.  Little bit of gymnastics to get in a Mooney but plenty comfortable.  Seats on later models are adjustable up/down which is desirable.  I have done 5.5 hours in mine and commonly do 3.0.  At 175kts and 10.4gph, it’s fast and efficient.  Just make sure you get an excellent inspection.  Parts and factory support are getting questionable.

Much appreciated response. I’ll make note of getting an excellent inspection - will need to research who or where to go to in Europe for that. 

[MartinN3]

33 minutes ago, LANCECASPER said:

I added some more info to that post after you quoted it.

First, decide what your mission is and decide what airplane you want  - that comes first. You aren't there yet if you're thinking about 231 vs. 252. They are both good airplanes but although I had a 231 thirty+ years ago I wouldn't go back to a 14v system plus you can't get FIKI on that airplane - which you need where you are just to get out of something you might find yourself in. The Encore addressed things that the 252 fell short on - not too many things. The 252 addressed a lot of things that the 231 fell short on. Take all emotion out of your purchase decision and spend time educating yourself by gathering information.

 

Here a thread which may help:

 

You're right, I'm in that stage of comparing which model first. It does make it extremely hard seeing as there aren't many options currently on the market. There are plenty 231's and one in a few 252's for sale, which makes it tricky. By logic, the 252 make's a lot more sense for me, and with the added bonus of FIKI it'd be a no brainer. Sourcin that might take me some time but i'd rather hold off until I have a proper example. When you say the 252 fixed a lot of what the 231 fell short on, do you see those "fixes" as being more of a convenience and margin improvement, or a mission dealbreaker? For example, all three (231/252/Encore) would still climb to the high teens, most have oxygen, speedbrakes and few have FIKI. In terms of raw mission performance they would all do the same thing right. I mean, you've definitely changed my perspective, it makes more sense for me to buy an extremely clean 231 as opposed to a questionable 252. However in the case that a clean 252 came up, again, it would be a no brainer. 

[MartinN3]

46 minutes ago, LANCECASPER said:

I added some more info to that post after you quoted it.

First, decide what your mission is and decide what airplane you want  - that comes first. You aren't there yet if you're thinking about 231 vs. 252. They are both good airplanes but although I had a 231 thirty+ years ago I wouldn't go back to a 14v system plus you can't get FIKI on that airplane - which you need where you are just to get out of something you might find yourself in. The Encore addressed things that the 252 fell short on - not too many things. The 252 addressed a lot of things that the 231 fell short on. Take all emotion out of your purchase decision and spend time educating yourself by gathering information.

 

Here a thread which may help:

 

Also, this thread you've created is sensational. I'll be printing out the documents shortly.

[kortopates]

How much was the conversion cost?
Also, I definitely agree with the dual alternator for redundancy. My typical flight times with be around the 1.5-2hr mark however I do plan to travel with it so it I could occasionally do the odd 4-5hrs. I get that the TKS isn’t as critical hence why it’s not a deal breaker, however, descending through clouds mainly in Europe winter might pose some issues. It’s mainly just a comfort thing and some peace of mind for myself and also for the pax that aren’t used to having 3mm thick glass separating them from thick IMC lol. 

Cost is totally dependent on how quickly or how much or rush you are do it. The more economical way to do the conversion is get as many of the Mooney airframe parts as possible salvage - they are the same parts used in Bravo’s and often Ovations. For example it requires changing out 2 of the three gear doors on each side, spindles (axles) and many smaller brake parts including master cylinders which will need to come from Mooney. I have guided many clients through SavvyAviation.com on this and have seen one person overhaul his engine to the -SB and not have the airframe done mistakenly thinking he could upgrade the engine before the airframe. He spent over 20K and this was probably pre-pandemic prices. Even my Speed brakes are now upgraded to electric.
After the conversion though the only differences will be interior. There is nothing from the original Encore panel that would still be in a modern glass panel upgrade, such as mine. Plus upholstery and insulation have all been upgraded. The only remaining differences will be the overhead switches for lights. 

[MartinN3]

4 minutes ago, kortopates said:

Cost is totally dependent on how quickly or how much or rush you are do it. The more economical way to do the conversion is get as many of the Mooney airframe parts as possible salvage - they the same parts used in Barvo's and often Ovations. For example it requires changing out 2 of the three gear doors on each side, spindles (axles) and many smaller brake parts including master cylinders which will need to come from Mooney. I have guided many clients through SavvyAviation.com on this and have seen one person overhaul his engine to the -SB and not have the airframe done mistakenly thinking he could upgrade the engine before the airframe. He spent over 20K and this was probably pre-pandemic prices. Even my Speed brakes are now upgraded to electric.

After the conversion though the only differences will be interior. There is nothing from the original Encore panel that would still be in a modern glass panel upgrade, such as mine. Plus upholstery and insulation have all been upgraded. The only remaining differences will be the overhead switches for lights. 

Copy that, I've just had a look at the website you sent, will look through it in more detail. I wonder what the prices for conversion would look like today; this will take some time for me to determine, but it's something I'll consider with regards to the 252. With the conversion were there many legal loops to hop over or was it pretty straight forward with maintenance. I could imagine over here in Europe some maintenance shops won't like to touch modified aircraft...

[kortopates]

22 minutes ago, MartinN3 said:

Copy that, I've just had a look at the website you sent, will look through it in more detail. I wonder what the prices for conversion would look like today; this will take some time for me to determine, but it's something I'll consider with regards to the 252. With the conversion were there many legal loops to hop over or was it pretty straight forward with maintenance. I could imagine over here in Europe some maintenance shops won't like to touch modified aircraft...

No hoops to jump through and it only requires a A&P's signature because its not even a major alteration; its following Mooney drawings. Nor is in any way considered a modified aircraft in a legal sense because it is entirely is compliant with the TCDS for the Encore when done. It includes switching to the Encore POH. Its fully compliant with the service manual as well. Only 252's are eligible to upgrade to the Encore, 

The bigger problem now is with the factory in its present state many shops would not want to undertake this task. Even sourcing new parts from the factory will take a lot of time which is a lot of time chasing parts for by the shop. To do this now a Savvy owner will have to source before hand the airframe parts and then arrange with a shop to do the work with parts in hand. The engine is a trivial part of the conversion - its mostly all in upgrading to the double puck brakes and heavier balance weights on control services for the added 230 lbs of max gross weight.  

[Fritz1]

A good place to gather information regarding the pros and cons and ins and of owning an airplane and a particular model is to talk to the shops that work on them, in southern Europe Aeromechanica in Switzerland and ACG, RAS, and MAS in Germany come to mind, Roeder Praezision in Germany used to be a good engine shop 30 years ago, being a first time buyer a Savvy subscription might be a good idea, they can orchestrate a pre purchase inspection, and help support the airplane down the road, these airplanes are supported by a cottage industry and most of that industry is in the US, making contacts there will be extremely helpful, once bought you are responsible for every nut and bolt and hose and gauge, learn what you can and then choose wisely, enjoy the journey!

[Fix]

A Mooney M20K 252 Encore is a very nice and comfortable aircraft to fly and sit in.
I'm 1.92cm tall and 95kg and it fit like a glove, absolutely no problem.

The true Encore is a little bit more smaller inside due to different interior, but still not a problem.
Standard 252's like mine has some space, but it's not an issue.
I've flown both.

I had a PA28 Arrow III before and sure it was nice, but you can't compare them.
Mooney is so much nicer to have.

In general try to find the nicest 252 you can get and take it from there.
If you can find an Encore or upgraded 252 with Encore it's even more nice since you get higher MTOW.
As other wrote, you can upgrade but parts can be tricky to find.

But you could always start to source parts before you upgrade.
I think my 252 was the last 252/Encore upgraded in Europe back in 2014.
ACG in Germany did the upgrade, ask Justus for details.

 

[MartinN3]

8 hours ago, Fritz1 said:

A good place to gather information regarding the pros and cons and ins and of owning an airplane and a particular model is to talk to the shops that work on them, in southern Europe Aeromechanica in Switzerland and ACG, RAS, and MAS in Germany come to mind, Roeder Praezision in Germany used to be a good engine shop 30 years ago, being a first time buyer a Savvy subscription might be a good idea, they can orchestrate a pre purchase inspection, and help support the airplane down the road, these airplanes are supported by a cottage industry and most of that industry is in the US, making contacts there will be extremely helpful, once bought you are responsible for every nut and bolt and hose and gauge, learn what you can and then choose wisely, enjoy the journey!

Thanks for the advice - I really appreciate it.

I've decided to slow the process down and focus on understanding the aircraft in depth before moving forward, particularly with regards to common AD's and which modifications truly add long-term value versus just complexity. I'm planning to speak with a few Mooney-experienced shops in Europe which you have recommended, so that I can get their perspective before committing to anything. One question I had and posted on another thread here was in regards to part supplies: Over the long term, do you find it worthwhile to proactively source and keep certain high lead time parts (hoses, accessories, actuators etc) on hand for these aircraft? particularly Europe where support is more fragmented than the US I think it might be worthwhile to hold on to a few spares just incase.

I'm trying to think a few years ahead rather than just about the initial purchase and would value any insight on how experienced owners manage part availability. Obviously the first step is to buy the Plane but in my opinion if I can understand what parts are scarce or in a great supply I can have a "finer" eye when inspecting an M20.

[MartinN3]

8 hours ago, Fix said:

A Mooney M20K 252 Encore is a very nice and comfortable aircraft to fly and sit in.
I'm 1.92cm tall and 95kg and it fit like a glove, absolutely no problem.

The true Encore is a little bit more smaller inside due to different interior, but still not a problem.
Standard 252's like mine has some space, but it's not an issue.
I've flown both.

I had a PA28 Arrow III before and sure it was nice, but you can't compare them.
Mooney is so much nicer to have.

In general try to find the nicest 252 you can get and take it from there.
If you can find an Encore or upgraded 252 with Encore it's even more nice since you get higher MTOW.
As other wrote, you can upgrade but parts can be tricky to find.

But you could always start to source parts before you upgrade.
I think my 252 was the last 252/Encore upgraded in Europe back in 2014.
ACG in Germany did the upgrade, ask Justus for details.

 

The height and weight concern for me has been put to rest - this was a major determining factor and I'm glad it's not going to be an issue. I will have a ponder around the market (even US aswell) to see what 252's I can source, I'd be interested to know how your experience has been with the aircraft in the Europe seasons, have you noticed any weathering or unexpected maintenance come up? I aim to fly my aircraft nearly every weekend doing a coastal run from Croatia then heading inland to Macedonia then the occasional "long haul" into Germany so it'd be interesting to hear how your 252 has faired with a mix of seasons. 
 

Also, I'll definitely reach out to Justus at ACG to understand what's realistically achievable today, with regards to conversion and parts. I do like the idea of sourcing parts ahead of time and thinking a few years down the line rather than rushing into mods. Thanks for the comment!!

[Fix]

7 hours ago, MartinN3 said:

The height and weight concern for me has been put to rest - this was a major determining factor and I'm glad it's not going to be an issue.

I also had those same questions you have, and Mooneys with Seats that you can move up/down is good for us longer pilots.
I have my seat almost in the most forward position so there are plenty of space.
There is also good head room to the roof.
 

 

7 hours ago, MartinN3 said:

I'd be interested to know how your experience has been with the aircraft in the Europe seasons, have you noticed any weathering or unexpected maintenance come up? I aim to fly my aircraft nearly every weekend doing a coastal run from Croatia then heading inland to Macedonia then the occasional "long haul" into Germany so it'd be interesting to hear how your 252 has faired with a mix of seasons. 

I mostly fly in good weather and avoid ice...    I'm IFR rated and my Mooney has a good IFR avionics panel.

Maintenance:

I guess there are no more maintenance with a Mooney or an Piper PA28 Arrow or similar.
A Mooney is an Aircraft like many others...  Sure Mooney are fast and well built and the nicest :-)

If you break it down, it's an Airframe and Engine and Avionics.

The Airframe has "Mooney" specific parts... But most of them you won't need to buy if you don't break anything.
Many parts attached to the Airframe is "general parts" that you will find in other Aircrafts.
And the Engine is either a Lycomming or Continental.

So it's not a big deal to own a Mooney maintenance wise compared to a PA28 Arrow.
They both need some love and maintenance.

What's importance is not to buy an maintenance hog, buy the finest you can afford and do a proper inspection.
I've read somewhere that it will take 2 years after you bought an aircraft to fix all small stuff you find and get it into your standard.

I would recommend to sign up with Savvy Aviation when you bought your aircraft, I'm very happy with their support. (Hi Paul)

Since we are talking about Mooney 252TSE/Encore there are some things that you should look closer on.

* Gear actuator 
Check if it's a Plessy or Eaton, if you have a Plessy there are no spaceparts... 
So you need to find a used or  buy a new Eaton.
Plessy was used 1986-1989 if I remember correctly, see logbooks for details.

* M20K Pre-Buy guide is good to read through. (Attached)


I'm very happy with my Mooney M20K 252/Encore, this is my forever aircraft.
Try to buy your last aircraft first!

Drop me a PM if you need further info.

M20K PRE-BUY.pdf

[MartinN3]

48 minutes ago, Fix said:

I also had those same questions you have, and Mooneys with Seats that you can move up/down is good for us longer pilots.
I have my seat almost in the most forward position so there are plenty of space.
There is also good head room to the roof.
 

 

I mostly fly in good weather and avoid ice...    I'm IFR rated and my Mooney has a good IFR avionics panel.

Maintenance:

I guess there are no more maintenance with a Mooney or an Piper PA28 Arrow or similar.
A Mooney is an Aircraft like many others...  Sure Mooney are fast and well built and the nicest :-)

If you break it down, it's an Airframe and Engine and Avionics.

The Airframe has "Mooney" specific parts... But most of them you won't need to buy if you don't break anything.
Many parts attached to the Airframe is "general parts" that you will find in other Aircrafts.
And the Engine is either a Lycomming or Continental.

So it's not a big deal to own a Mooney maintenance wise compared to a PA28 Arrow.
They both need some love and maintenance.

What's importance is not to buy an maintenance hog, buy the finest you can afford and do a proper inspection.
I've read somewhere that it will take 2 years after you bought an aircraft to fix all small stuff you find and get it into your standard.

I would recommend to sign up with Savvy Aviation when you bought your aircraft, I'm very happy with their support. (Hi Paul)

Since we are talking about Mooney 252TSE/Encore there are some things that you should look closer on.

* Gear actuator 
Check if it's a Plessy or Eaton, if you have a Plessy there are no spaceparts... 
So you need to find a used or  buy a new Eaton.
Plessy was used 1986-1989 if I remember correctly, see logbooks for details.

* M20K Pre-Buy guide is good to read through. (Attached)


I'm very happy with my Mooney M20K 252/Encore, this is my forever aircraft.
Try to buy your last aircraft first!

Drop me a PM if you need further info.

M20K PRE-BUY.pdf 842.95 kB · 1 download

Thanks for this, that's really reassuring to hear, especially because we're similar in height. I'm glad that there's enough head room which honestly puts one of my last big questions to rest. 

With regards to the maintenance, at the end of the day it is still airframe, engine, and avionics, and i'll be meticulous as to not inherit someone else’s problems. I’m fully expecting that first couple of years will be about bringing the aircraft up to my own standard which is fine and part of the fun. I will definitely keep the gear actuator in mind as it's quite specific. Are there any other items that you'd consider a "must check" during a pre-buy?

Lastly, your line about buying your last aircraft first is exactly how I intend to approach this. The 252/Encore will be the forever plane 100%. Down the line i'd love to pick up an early M20J or similar as a project/showpiece once I finish my maintenance license (so you'll see me on this forum for many years to come), but the 252 is my go anywhere, anytime aircraft. 

I much appreciate the insight, and I may take you up on that PM once I get closer to purchase. Thank again!!

[MikeOH]

On 12/28/2025 at 1:07 PM, Ragsf15e said:

At 175kts and 10.4gph, it’s fast and efficient

EGADS! That's fantastic.

I'm holding you responsible if I sell my F to buy a 252!!

[Ragsf15e]

1 hour ago, MikeOH said:

EGADS! That's fantastic.

I'm holding you responsible if I sell my F to buy a 252!!

Sadly (for your checkbook), I was being conservative!  It will do that in the mid teens, but it’s even faster if you’re willing to go to ~19 or 20k.  Still on 10.4gph which is 65% power.   I loved my F, but the 252 has been a gamechanger for us in Spokane.  Many of the places we go, it cuts 30minutes to an hour off the flight (tailwind and the extra speed) and it’s much smoother in the mid teens.

[Yetti]

You will fit.  Al Mooney was 6'4" or 6'7"   I am 6'9"  and fit in an F and a Eagle.      You should probably add Acclaim to your search.   Newer airframe, Turbo and won't have to spend money on upgrades.

The Mooney Eagle is fun and I can dial it back and fly 10mph faster than the F model at 11 GPH.   so that is fun.   Not sure what the Turbo will do.   Even at 175 knots it is still a 14ish fuel burn. 

 

[Schllc]

On 12/29/2025 at 7:23 PM, Ragsf15e said:

Sadly (for your checkbook), I was being conservative!  It will do that in the mid teens, but it’s even faster if you’re willing to go to ~19 or 20k.  Still on 10.4gph which is 65% power.   I loved my F, but the 252 has been a gamechanger for us in Spokane.  Many of the places we go, it cuts 30minutes to an hour off the flight (tailwind and the extra speed) and it’s much smoother in the mid teens.

I have yet to meet a turbo owner who either would live without one, or missed the one they had.  The suggestion that they are worthless unless you are always in the FL is just not accurate. 
it has a very negative and unwarranted reputation. 
Everything in aviation is a trade off.  
To me a turbo is well worth any perceived negatives. 

[exM20K]

22 hours ago, Yetti said:

The Mooney Eagle is fun and I can dial it back and fly 10mph faster than the F model at 11 GPH.   so that is fun.   Not sure what the Turbo will do.   Even at 175 knots it is still a 14ish fuel burn. 

Climb rate.  That is one of the biggest benefits of a turbo.  Get up and over the ice in the winter and the fair weather cumulus bumps in the summer.

The cost delta is increasingly non-trivial, however.  Plan on overhauling the turbo(s) at 1000 hours at a new, enhanced (for the PE limiteds) price of $6500. x2 on the acclaim.  Pressurized mags are more subject to failure, too. Currently $1400 o/h exchange or $2500 new. You will want fine-wire plugs at altitude.

As @Schllc says, though: there’s no going back.  Once you have a turbo (FIKI, Datalink, pressurization) it is hard to choose a plane without. Nearly all of my flying is east of the Rockies, and I wouldn’t be without a turbo for my mission.

-dan

[MartinN3]

23 hours ago, Yetti said:

You will fit.  Al Mooney was 6'4" or 6'7"   I am 6'9"  and fit in an F and a Eagle.      You should probably add Acclaim to your search.   Newer airframe, Turbo and won't have to spend money on upgrades.

The Mooney Eagle is fun and I can dial it back and fly 10mph faster than the F model at 11 GPH.   so that is fun.   Not sure what the Turbo will do.   Even at 175 knots it is still a 14ish fuel burn. 

 

You are 6'9" and fit in an F?? I'm feeling a lot more comfortable knowing that now. Thanks for your insight. The market in Europe is small, only one Acclaim on the market at the moment - I'll see how it goes. I'm currently juggling a few models 252/Encore/Ovation based on suggestions and my personal preferences.

[MartinN3]

1 hour ago, exM20K said:

Climb rate.  That is one of the biggest benefits of a turbo.  Get up and over the ice in the winter and the fair weather cumulus bumps in the summer.

The cost delta is increasingly non-trivial, however.  Plan on overhauling the turbo(s) at 1000 hours at a new, enhanced (for the PE limiteds) price of $6500. x2 on the acclaim.  Pressurized mags are more subject to failure, too. Currently $1400 o/h exchange or $2500 new. You will want fine-wire plugs at altitude.

As @Schllc says, though: there’s no going back.  Once you have a turbo (FIKI, Datalink, pressurization) it is hard to choose a plane without. Nearly all of my flying is east of the Rockies, and I wouldn’t be without a turbo for my mission.

-dan

I will keep this in mind. Turbo is a turbo...I'd love it. Just need to source the aircraft first. 

[Ragsf15e]

2 hours ago, Schllc said:

I have yet to meet a turbo owner who either would live without one, or missed the one they had.  The suggestion that they are worthless unless you are always in the FL is just not accurate. 
it has a very negative and unwarranted reputation. 
Everything in aviation is a trade off.  
To me a turbo is well worth any perceived negatives. 

I agree (now), however (the other often heard turbo statement), there are a lot of turbo owners who said it didn’t really cost more to operate.  I think it will just based on the complexities of the engine.  Im hoping it doesn’t add a lot to the operating cost of my F, but it seems like it will definitely be a noticeable increase.

[Aaviationist]

We’re having a hard time with parts here, I can’t imagine trying to get parts in Croatia. 
 

also, you might fit and it might be tight. I tried and did not fit. Not everyone is built the same. Ignore the comments about Al Mooney being 10’13 or whatever. He was also like, 150lbs. 

Edited December 31, 2025 by Aaviationist

[Schllc]

5 hours ago, Ragsf15e said:

I agree (now), however (the other often heard turbo statement), there are a lot of turbo owners who said it didn’t really cost more to operate.  I think it will just based on the complexities of the engine.  Im hoping it doesn’t add a lot to the operating cost of my F, but it seems like it will definitely be a noticeable increase.

Climbing through that icing layer or bumpy air to that beautiful clear sky atop, and then seeing sea level MP if you desire makes all that much less relevant….

in the grand scheme of ownership, over 8 years, it’s been mostly a rounding error and I personally prefer the options it provides. 

[Z W]

I was just reviewing my year of airplane expenses which included a turbo overhaul. The old one made it to 1,400 hours before it had issues. They were major issues and essentially all of the parts had to be replaced with serviceable overhauled ones from Main Turbo in California. The cost was $13,294.98 in 2025, so the numbers posted here are maybe optimistic. I was told it would have been less if my housings had been re-usable, so maybe $5-6k is more typical, unless you get unlucky. Also, the turbo on the TSIO-360-MB is somewhat rare and therefore expensive. Next time I'll send it in at 1,000 hours for preventative overhaul. If you replace the bearings before they wear out and start allowing other parts to rub on each other it's much cheaper.

That being said, I'd do it again and wouldn't want to go back to naturally aspirated single engine piston flight. The turbo has made many of my flights safer, more comfortable, and faster. In the case of mountain flying, it's even made a few possible that otherwise would not have been.