RocketGnome

No other A/P and the link to the cans are still there, though the chain connecting them looks pretty free and in the open.

Yes, freezing level was 6k-8k. I looked at the gap seals and on the ground (well above freezing) and wondered if there could be pressure there, with some kind of frost or ice that could make sense.

Looking to get as much ideas about what could cause this as possible so I didn't put on my theories both of which are slim, and sorry for posting this on multiple forms or pages but I'd really love to get as many thoughts as possible. Background: I have a 66E that came out of a 100hr in which I changed out the gear for the landing gear to the 40:1 gears and had Lasar fix the steering horn. I had the 100hr done because since the annual in February I put on about 250 hrs and just wanted a good looking at everything after a few across the country cross countries. Post 100hr I put on around 20hrs to include some pattern work at KMUO and ran her through all kinds of maneuvers to include steep turns and every thing was feeling fine with nothing abnormal detected. Conditions: Two weeks ago I flew from Boise ID to Kelso WA to pick up my kids. The flight to Kelso was uneventful until the last 15 min which was IFR mostly in the rain below the freezing level and at no point was icing seen on the wing or windscreen. Broke out around 2K and landed with no incident. Refueled and parked and filed my flight plan for the way home while I waited. Once my self made aircrew arrived we loaded up I sumped the tanks due to the refuel and rain then started up. Taxi, run up and flight control check were all uneventful. Taking off to the east we stayed in clear air with the rain ending a few miles out as I passed 3K. Picked up SEA Center and continued my climb. Issue: As I was climbing to 11K and upon passing around 9K with the sun setting behind us I input a small roll correction to the right, as I did so it felt like the yoke hit a stop just shy of vertical, so at the stop it felt like I was still slightly left wing down. I immediately looked over at my 6yo daughter who was copilot to make sure she wasn't near the controls and she wasn't, nor did I see any other thing in the cockpit near the controls or the visible push rods. I then put in a small amount of left wing down followed by a quick jerking input back to the right to see if I could "break" the controls free which worked. I then went back to the left to see if the issue was gone or still there. Noticed nothing to the left but again going back to the right at the same spot or close to it had the same issue and resolved it the same way. My 10yo son in the back obviously noticed the jerking and asked if everything was alright and I gave him an Oscar worthy "yes" as I checked one more time with no issues noticed. this whole process took 38.9" at best and upon reaching 11K I leveled off and did some more small movements of the controls to make sure there was no more "binding" or "impediment" (not sure of the right descriptor, and not sure those words are the best either). Findings: After using as little control as possible and bringing her in for a visual straight in I landed with out incident. During taxi back I threw all the controls around to full stops multiple times and noticed nothing unusual. Being late and dark I chose to park the plane and investigate more latter. I went out the next day and visually inspected all the visible areas and linkages to the aileron, faps and wings in general. I also knocked on the bottom of both wings to listen for anything that may be trapped inside. Further I shook the plane by both wings to do the same while I and a lady friend listened for anything that may be trapped. A day or two later I taxied to the GA MX shop on the field and told them about what happened and that I would like an inspection of the control rods tip to tip. The pulled the outer underwing panels and the belly panel that houses the aileron rods. They found nothing and I look and saw nothing other than the rods and PC system servo cans. The PC system is non functional as I had the vacuum system removed with the install of AV-30s and an electric step. The A/P said there was no need to remove the other inspection panels under the wing as the rod runs though the lightning holes and there is nowhere for it to bind in there. Though I think next non rainy day I will go pull them myself just to check. Help: What do all of you with more Mooney experience think could be the issue? Has anyone else have something like this happen? Is there anything else I should look at or check? I'll post my thoughts once I see what everyone else says, I just don't want to bias the discussion with my two fairly weak thoughts. Thank you for any help or suggestions you may have! Gnome

Thank you Bob, I tried a month or so ago and was told they didn't have any in stock and didn't know when they would have any at both places. I'll call tomorrow! Gnome

Do you know of anyone currently selling them? Gnome

Thanks everyone, I think I'll just buy two LPUs, it's under $100 a piece and forgo the life raft. I'm only going if its a good enough day that people with boats would also think its a good day to be on the water. I was planning on picking up a PLB so now may be that time lol.

Hello all, not a Florida flyer anymore and when I was it was with the Air Force so all my over water needs were taken care of for me. I'm heading down there for a TDY in a week or so (hurricane allowing?) and will be flying my M20E down to Panama City. I'm planning on making a trip down to Key West and out to Dry Tortuga as I'm planning on flying over every national park. My questions are, can I rent a pair of life preservers and a raft for the day, or do I need to buy? I could always just risk it, but I'm risk adverse so that's less of an option for me. The life vests aren't a big deal, but the raft's are not cheap. Does most everyone just go with he vests and no raft? Is there anything else I should be thinking of like giving the Coast Guard a heads up as to my plan the day of? I think a DVFR needs to be filed, but that should be it for there correct?

How long can an engine sit before you start to worry about internal corrosion?

Question for all the much smarter people out there, so basically everyone. I know all MSCs aren't created equal, but is the baseline of all of them good enough that any of them are a good choice for a pre buy? I'm looking setting up a pre buy in the NC/VA area and thought I'd ask real quick. Thank you in advance!

When looking at forums I always wonder why someone decided to not buy a plane after seeing two people talk about it on the forum. I'll say @TheLachlan was great to work with and I thought the plane was fantastic, it was one of several I was looking at and I just went a different route. I would have no issues working with TheLachlan again and hope this plane finds a good home!

Thanks again for all the responses! To clarify the mission, yes primary I am looking to build a bunch of hours, but sub missions include routine trips between Boise and north of Seattle to pick up my parents on a regular basis, or drop off my kids from time to time. So, I need 4 seats and I don't want to stop for gas or take all day to do it on those occasions. I've made the flight a few times in a C-150 which with the fuel stop only saved an hour or so over driving. The Mooney speed even pulled back is still cheaper than other airplanes in the same class, I could get a 172-182 for close to the same price as a Mooney, burn the same gas and go slower, but I'll pass. Besides, with as much time as I want to build, I may as well cross the county a few times and see all the sights. Another reason is safety, in a 150-172 the safety margin is reduced because now you can't climb over weather as well, or you have less loiter time to go to an alternate, or your alternate needs to be closer and may not have as nice weather. If I'm flying to someplace IFR and the weather is going to be close to mins, now I have a radius that potently I just fly to an area that is VFR instead of just a little better IFR. All this to say, I'm pretty sure a Mooney fits my needs and mission best, I just wasn't sure how something that had a TN on it would compare to the base line. Sounds like it won't affect it, and indeed provides more options. I think my decision with all the new info and help provided from all of you is that while I won't go out looking for a TN, I won't avoid it either. Glad to have a good community like this around to help out!

@TheLachlan Untransposed your number, new text sent from my office of shame.

TheLachlan, sent a text to the number posted then thought it might not be a textable number. Is the plane still available? Edit: Just re read where it specificity says text lol.

Thank you gents, that’s what I thought it would be, just couldn’t find the answer anywhere. And thanks for the additional info, wasn’t quite sure where the intake lived and makes sense that I can look at the POH numbers for the “normal” performance numbers For the given settings. Think I’ll plan on not passing over a plane just because it is TN.

Hello all, long time lurker, first time poster. I am planing on buying a M-20C thru M-20F hopefully in the next month or two inventory on the market willing. I've been looking for the past year since a little before a deployment though the deployment and the two extra months of deployment, thanks for nothing corona virus. I understand the differences between models and don't rally have any questions save for one. What is the lowest fuel flow in GPH can you cruise in a TN IO-360? I know how the turbo works, and what it gives me thanks to a few post on here and their links to great AvWeb articles for more in depth information. Background: My mission primary is to build hours over the next year or two so bringing GPH down while cruising is an important aspect of the plane search (not the only aspect otherwise I'd be looking at anything with a C-85 engine.) With a NA IO-360 I know I can cruise at 6.9 GPH or better. But what i don't know is if I get a plane with a Rayjay TN and a manual waste gate control will I be close to that as well? My thought is if I chose to not use the boost and open the wastegate i should get close to NA GPH, though with the impeller blocking a bit of the intake and the turbine in the exhaust flow I'm thinking some efficiency will be lost and everything being equal the Turbo engine will require more GPH, but is that .5 more or 5 more? My guess is less than 1? having read all the posts on this forum I know that 69% of the responses will say "Mooney zoom" and "WOT all the RPM!" and while I love the enthusiasm and will join you doing that from time to time, I'm kind of looking for the practical low GPH setting in a Turbo. Yes I also understand the temperature sensitivities of the system as well in regards to TIT, EGT, and CHT. Lastly, with the turbo working boosting away what kind of GPH does one typically see in the flight levels, like FL200? Proof reading this, I feel like I could word things a bit more softly or diplomatic, but I'm starting to see cross eyed and need to go re install my 9 yo in his bed so apologies if I am less than as coherent as I should be, and thanks to all in advance for knowledge I know I will receive from this fine community. Neil