MikeOH

Well, he's got 10 years on it, now.

Epic two volume treatise. I bought my set 40 years ago. It's an unbelievably comprehensive work combining theory with its practical application supported by real test data. It's as applicable today as when it was written in 1960.

Not saying there isn't a special washer, but the voltages generated will be cancelled out as long as both sides of the star washer are at the same temperature; which is pretty certain! Additional thermocouple trivia/minutiae: Common misconception is that the thermocouple voltage is generated at the junction between the two different metals; that is NOT true. If you think about it, it can't be because you would have some, albeit small, voltage across close to zero ohms which would generate an enormous current! The voltage is generated along the length of the two wires; since the wires are different metals, the voltages generated are slightly different. That difference is the thermocouple voltage. This is the reason for both aging and why there is 'thermocouple wire' and 'thermocouple extension wire' available. Thermocouple wire is highly purified and homogenous. Extension wire, not so much. The reason for aging is that the wire's remaining impurities migrate over time, in part due to the temperature difference along their length, and thus change the voltage generated. Thermocouple extension wire operates at a much lower temp (usually room temp) over its entire length.

I had this happen on my F. Turned out to be a short inside the control box located under the pilot's side glare shield.

The voltages involved with thermocouples are VERY low; a twenty degree F temperature change is around a half of a millivolt! Connections and wire placement are critical.

That sucks! The guy that hit me didn't run off, and the cops came and took a report, so I'm 'lucky' in that regard.

LOL! But, I'm not the suing kind of guy. As long as I get all the medical costs covered, I'm good.

Yeah, that worked out so well...

DAMN! That's nasty. So, how many hours does damage like that take to develop? As in, has this been missed at MORE than one annual?

And, that's what used booksellers are for: https://www.abebooks.com/servlet/SearchResults?sts=t&cm_sp=SearchF-_-home-_-Results&an=&tn=The+Al+Mooney+Story&kn=&isbn=

Well, crap! Went cycling on Wednesday after work and some moron ran a stop sign and took me down just as I was finishing my ride. A few scratches, but my ankle was pretty sore yesterday, couldn't put any weight on it. So, went to the doc's today...yeah, it's broken and I'm going to be in a foot cast for SIX FREAKIN' WEEKS! I'm not seeing any flying in the near future So, my question is: How big a risk not flying my plane for six weeks? It's hangared in southern California (KPOC) which is about 30 miles inland from the coast. I'm not up for a 'full-on' pickle, but are there precautions I can take to minimize risk, which I'd presume to be cam corrosion? Thanks!

Not to mention, ' fixed gear'... a belly landing would be painful!

Me, too!

Hmm, I've found that ALL pilots are quite full of themselves.....It's almost a prerequisite

I won't comment on the website....never visited

If you can control airspeed well, you won't have any problem. That is the key, in my experience. Doesn't matter how many hours you have, or don't.

Looks to be about a 40 degree spread. I looked at about half a dozen of my flight over the last two years and I'm seeing: 20 to 25 degree CHT spread.

It's 12 degrees here in southern California...that's a 12 mile error over 60 miles travelled! Better take that into account Back in my PPL days (1978) pre-GPS and out of range of a VOR, you'd best take a four degree compass error into account, as well.

And, I'd happily skip the reinstall part of the process

Sure, some of us come out of the woodwork to say, "NO." When someone posts this question it's not to much of a stretch to assume they are a first time buyer....even to assume they are looking for a 'low price'. The PRUDENT thing to do is WARN them that buying LOW is rarely a good idea. You are right, it MIGHT work out fine, but odds say it probably will not. As @carusoamsummarizes, there's a lot more to it. If they already have the requisite skills and experience he mentions, then it's another safe assumption that this question wouldn't have been posted in the first place. It isn't a matter of how old the plane is. A plane that has been sitting for 20 years is going to have more than just the engine that needs attending to. How much is it going cost to go look at it? How much to have a sufficiently in depth PPI done? WHY? There are recently flown models where the OP's time, and money, is probably better spent. NOT trying to discourage anyone. I just hate to see anyone starting out have a bad experience.

Might give this a read: http://www.nar-associates.com/technical-flying/step/step_wide_screen.pdf The c.v. of this guy is pretty respectable.

Sorry, unless this plane is nearly free, I'd move on. Even pickled, 20 years is a long, long time. You might get lucky, but if you don't you'll be in for $20K to $30K, plus the cost of updating avionics. What's a G with a mid-time engine and decent avionics going for? Will you be at that number after an OH and updated avionics? Breaks my rule of the most important thing in shopping for a plane: Recent use!

@Parker_Woodruff Regarding ONLY liability coverage, I am curious how often the typical $1 million limit is actually paid out, AND, more importantly, how often a judgement EXCEEDS policy limits and the owner has to pay out of pocket. Are these things tracked, or is it all secret 'sealed document' information? Curious in California

Do you know if it had the auto-extend installed? And, was it disabled?

^^^ THIS ^^^ Just finished mine; just one week.