I mean you can buy it an work on it later but prob should finish atleast one of the other projects first and start doing the mission you set out todo getting people up in the air and learning to fly
Why would diversifying his portfolio be a bad thing? do a couple easy flips on the side and that could open up more funds and connections with people and businesses that just helps the 401 project that much more. If I only focused on one project at a time I would be out of a job.
I was surprised at how little damage there was from the gear-up landing. This does appear to be a better mission option than the TB20. Can't start my Fridays without you and Jimmy's World! Thanks, Jason.
Yeah, let's get another project, take it to bits, then remember how much a plane costs to get airworthy again, hope the viewers forget about all the others languishing dismantled in hangars, and keep reminding us of all the 'missions' we're going to fly.....one day. Only trouble is, one day never comes.
Looking back at the start of this whole adventure it’s really cool to see the friendship that Jason and Sam have built and the wonderful things they have done and will continue to do, all with the purpose of helping others. Jason has come a long ways since the video of looking at the abandoned 401 sitting on the ramp on a cold windy day. Can’t wait to see what the future holds.
I used to own a 1980 Turbo Saratoga SP just like that one and I should never have sold it. It is perfect for what you want. The club seating with the big door is a HUGE advantage for not so nimble passengers. It has a good load and long legs. I once flew Jacksonville FL to Danbury CT non stop with my wife and 3 kids.
On the next episode of rebuild rescue ... jason buys another project and sells you on how your donations are going to make it fly, especially if you use promo code 50 at checkout
@@s35bonanzapilot84 I don't often count [eople's toys, but my reaction was exactly what you've said. How many "projects" can one businessman have before having junkyard instead of fleet? For now most of those planes are dead and in parts, it is starting to get confusing following all those projects at the same time. Plus boat, plus Jeep, plus whatever else... At this rate nothing will be done and finished, I'm not being prick here but I've seen much too many such collections going NOWHERE because of crippling buy addiction.
Just picked up 2 free/donated planes on the last episode. Funny a guy with 7+ airplanes and doesn’t have a pilots license or AP. At some point something needs to be finished. Goes to look at a belly landed airplane, but doesn’t bring a mechanic?
At Lycoming we used to call the engine installation on the Saratoga the "Super Sucker." I have some advice for you. If you remove the exhaust system during the course of your repair, check all the flanges (not the cylinder flanges, the other joints that are clamped together with Marmon clamps.) If one part needs to be sent to an overhaul/weld repair shop, send the other matching part too. Excessive heat can warp the flanges out of round and you will have an awful time putting them back together. BTDT Also, there were a few crashes of Saratogas that involved the cross over exhaust pipe that runs behind the engine coming apart. That started a fire in the front baggage compartment with fatal results. An AD put a pair of clamps and a stainless steel wire rope between the clamps. Maybe your model is slightly different than the T tail version though.
I'd love to see a video breaking down exactly what kind of missions y'all have flown so far, which planes you used, and which ones you have planned. It would be so cool to see the planes out there doing the stuff you built them to do.
Only missions they go on is to buy more planes that’ll never be fixed. Can’t lie I like the show but they never actually do anything but talk about all the “missions they are going to do”. For what he has spent on broken airplanes he could’ve bought a nice flying plane and already be doing “missions”.
@@AviationOutdoorAdventures I worry about that, and at this point I'd like to see even one plane go from purchase to airworthy and fly just one person to a hospital, or one veteran, or giving one underprivileged person a flight lesson. But I'm giving them the benefit of the doubt, and I do appreciate the content they give us for free at any rate, just have a bad taste in my mouth about calling it a charity at this stage. Of course all this is as an outsider with no idea about how long it takes to get a charity up and running, so this could be normal for all I know.
Need a lot more than boots for known icing. Need heated stall warning indicator, heated fuel vents, Heated pitot (which is probably already has). Not sure if that plane was certified for known icing.
Mike reminded me so much of my Dad. He was PA Dutch inside and out. He used to recite PA Dutch sayings all the time. My Dad was an A&P too. He had a long history in Aviation which includes being a crew chief on an F-86 during the Korean War.
I saw this video in shock. I once owned N132DR many years ago. I have over 1500 hours flying 2DR which 60% were mission flight’s with AGF central. Sad to see her in this condition. Take good care of her and we enjoy watching your videos.
We’ll get her all fixed up and flying missions again. Please email me any pictures or information of the previous missions she flew. Jason@rebuildrescue.com
That aircraft has had two accidents. 5 October 2012 in Harrisburg, PA and the wheels up 15 April 22 in Bluffton, OH. Unsure what the first indident was , but take that into account. A friends former PA-32 also had a undercarriage collapse last year.
Thats an axial runout you measured, I thought the measurement was a radial measurement, measured on the back face of the flange. It would be very unlikely to have any axial runout, but I suspect it has significant radial runout if you are measuring 0.004" on the edge.
The v-tail ‘doctor killer’ is a nice aircraft if flown properly. The third blade bends the opposite way because the first two impacts torque the plane so the airplane fuselage is turning by the time the third blade strike hits the ground and the torque forces the 3rd blade to bend forward….or something like that….
Saratogas are super nice...and my own is to want a Fixed gear one... Seems the bain of some single engine type is GEAR Up landigs. So if everthing is good just change to a fix gear. That is if there is a gear problem not a cockpit lose screw...?
I think that plane is a step in the right direction both in accommodations as well as known damage under the circumstances. Seems to be a robust set up. That crankshaft T.I.R. test showed promise. While I am no A&P mechanic, I have done some machine work on aircraft engines throughout my years in the auto machine shop business. Anytime I’ve encountered any amount of runout on a crankshaft, the first test I perform is a good “thump test” I would pin point the highest point of run out and mark that surface. Then take nylon dead blow and give it a pretty good thump at the high point mark. Then perform another T.I.R. Test. If that high point mark shifts any amount or any direction that shaft is assumed cracked until proven otherwise. I’ve straighten many crank shafts in my career. In both the industrial and automotive world you would always performance a thorough wet magnaflux test after straightening. Not knowing what kind of bearing surface that crank flange is riding on makes me curious at the very least. I’ve been considering tooling up to perform machine work on piston aircraft engines. The work pays much better than automotive work. I’ve got some high end testing equipment and machines that are capable. Just beginning to look at the underlying liability insurance costs and any certifications I may not know about. It’s just been a subject I’ve had brought up to me multiple times by my customers that are A&P certified. Nice content! Enjoyed it!
Probably this Student Pilot should be fixing the airplane he crashed during a botched landing and control loss. He should also stop acting as PIC as a student with passengers on board. And he should go to a accredited aviation mechanical school , gets his FAA certificate that allows him to work on other people's aircraft. He is NOT a legal A&P mechanic or Avionics tech.
@@michaelpilot1000 Actually Mike who flew with us in the Bonanza is a CFI. We used this trip as a chance to get some hours in the Bonanza towards my complex time. I’d also like to add that training under an A&P in which I’ve been doing for over a year now is supported by the faa as a means to gain training towards certified licensing. 👍🏼
@@rebuildrescue My hanger Neghbor had a less then friendly visit from the FAA. After months of lawyer payments, he still lost his licence for 24 months. He nearly lost his restored Stinson. Fighting the FAA for alleged violations cost him about $40,000 I get the clear and apparent impressions I've witnessed in a few cocky, skim the edges newbies. Mire then a fee are either not alive or were bankrupted by the Federal authorities. Quote from a Aviation Lawyer. Is a student pilot considered a passenger? What are the limitations of the student pilot certificate? Ad by Spirual Is this incense waterfall really 70% off for Black Friday? Tap "learn more" to take advantage of the sale (if it hasn't sold out yet)! Learn More All related (37) Recommended  Kev DeBoer Author has 3.7K answers and 9.1M answer views1y A student pilot, who is acting as pilot is not a passenger he or she is a required crew member logging solo time. A flight instructor is not a passenger, because he or she is the pilot in command, and the student pilot is logging dual time. Now if you add a second student pilot - ie two student pilots together you have one student pilot breaking the law, and the other one being a passenger. As for limitations - student pilots CAN NOT CARRY PASSENGERS. PERIOD. If there is a human being on that aircraft other than yourself, and it is not your flight instructor, you are breaking the law. As for the limitations most of them are in 61.89 Basically - no passengers, no compensation or hire, no cargo, no flight in furtherance of a business, no international, no airplanes that require more than one pilot, VFR Only, and you have to do what your instructor says, when he says, how he says in full compliance with the endorsement in your log book. PS, several years back I flew to Lodi CA to pick up airplane I was buying. Planned to ferry home. Found out it had a hard nosewheel landing and had been repaired by a local A&P. Who had lost his licence. I inspected his work and refused the sale. I warned seller not to sell without full disclosure. The Net Jet pilot / owner sold to a young woman member of his church. I called her father and said Dont! that plane is not safe. They trusted him for his church position and pilot credentials. 4 months latter that plane fell appart at 1800 feet AGL. A 17 year old woman, and her same church 23 yr old CFI fell from the sky, both wings departing in Glendale CA. Paperwork had been pencil whipped for decades.
Dialing in a crank after a prop strike or sudden stoppage is essentially a fools errand, at least as possible decision making criteria on the serviceability of the crank. Unfortunately, disassembly and nondestructive testing procedures are the only way to provide a reasonable level of assurance that the engine is truly fit for continued service. If you don't want to do it right then just crank up your liability insurance.
I think you should be indicating in the nose end of the crankshaft itself and not the mounting plate. The plate itself could have runout between the ID and the OD.
I really enjoy watching you guys work and banter at the same time! Mike's 909 Tee shirt was a sad reminder of the tragic crash in Massachusetts though! May they all RIP!
That’s not a machined surface. I think it’s probably fine. But I’d try getting an indicator inside that bore where the sludge was, assuming it’s a turned or ground surface. Just one guy’s opinion. You found a pretty cool and experienced AME. That’s gold.
Did you see the graphic text that said they checked the flange face. They did not say how much runout was on the face or if the runout was in the same area as runout on the flange edge. I think to be sure I would do more checking for runout, like you said maybe on the machined surface inside the bore and see if all areas for runout are in the same. Maybe even a teardown of engine to magnaflux the crank for cracks.
You were getting a small amount of deflection from the jerking of the wrench as you rotated crank so I would be inclined to say actual axial runout to be possibly .0005/.001 less than you were seeing, if you were not mistaken when you said allowable runout on face then you may be out of spec because .004 on the axis would probably show greater on the face if bent. The runout from the face will increase at the tips of the propeller blades.
Discussed adnausium on every forum, final answer is run out is not acceptable standard as per all Lycoming bulletins. Case must be split, and crank must be NDTed.
That broken tube caused by vibration, it's bound to happen again, should think of an alternative option, I wonder if you could use a flexible type of tubes.... all the best
That Chinese Dial micrometer you used to check the runout, was it a calibrated measuring instrument? Kind of shooting from the hip with using it..... Not sure if the FAA would accept that in the completion of an A.D.
Seems you have enough projects to last more years than you have left. Not to beat you up but really want to see the 401 done. With that said, I like the "new plane."
As a crash fire fighter, I've seen numerous gear up landings. Most of them looked like this (specially pipers) till the crane gets there and lifts them by the wing roots with straps. That crushes the flap tracks and leading edges etc. and pretty much totals the plane. Even when I told the crane guys to lift them at the bulkheads they just do it their way. The recovery guys really did a nice job picking this one up. Should be a great airplane.
My experience lately is to witness sloppy work and cutting corners just to expedite a job in a hurry with no real concern for whether it was done right. Good, fast, cheap. Pick two. You can't have all three! Fast and Cheap is not good. Good and fast is not cheap. Cheap and good is not fast. 😉
As a veteran, you could serve so many more vets with a nice big passenger van. Very challenging to get rides to appointments and the VA has just wrecked the travel pay system, it takes over 4 months to get reimbursed for travel now, used to be immediately after your appointment. Your hearts in the right place though.
Sounds good, but as I understand he's using the plane for training, too. On the other hand, could/would he make a video about buying and restoring a van? Would enough people watch it?
Patrick, First of all Thank you for you're service to the Nation! 2nd, Great idea ! I'm sure an old Mini bus could be refurbed into a sweet transport for Vets! Have a Kneeling feature with a wheel chair lift. (Patriot paint scheme included)
Jason, I would love it if you would go over the numbers of what the market value of the plane is if it was in good repair, what you are paying for it, and how much it will cost to repair. And with your limited experience rebuilding planes, how do you know how to calculate the costs? Maybe you are just doing a ton of research you don't talk about on camera. Anyhow, I would find it interesting. Thanks. You do a great job!
It's all about priorities. I remember you saying you had always wanted a TB20, that was the big push behind getting that one. So, now you have one, you've flown it...does having it mean enough to you to keep it, even though it's got some severe limitations on what it can do for the Foundation? As pointed out in the video and by Sam, this is a much better plane for the kinds of flights you've been talking about. From a practical standpoint, this is the plane to keep, and the TB20 is the plane to sell, if you're looking at it from the viewpoint of what's good for your foundation. But there are other considerations that come into play, like-- -Do you want to be using Foundation planes for errands like this, or do you want to keep something for your own private use? -How do the operational costs compare? Is one plane significantly more affordable to fly than the other? -Since the 401 is obviously committed to Foundation use, is this one going to be redundant? How many pilots do you expect to have operating Foundation planes? If it's, say, just you and Sam, how many planes do you actually need? Without answers to those questions, I've got no recommendation, one way or the other, because the arguments for keeping it vs flipping it are incomplete.
@@c.a.nixiii4650 guess you're a latecomer to these videos. The Rescue Foundation is a recent development that they're starting after they discussed the idea of using the 401 that they're in the process of rebuilding as a transport for "angel flights" (flying people to destinations for life-saving medical procedures, organ transplants, etc). That's why accessibility to the plane is a major consideration. The Foundation, as a concept, has only existed for a few months at most and who knows if the paperwork is even done yet... I understand the cynical take on things...but demanding a list of finished projects when there have only been two or three "Foundation" projects shown (the 401, the boat, and maybe the TB20, if you stretch a little...possibly the car, which was going to be a fix-it-and-sell-it to fund other stuff) since they announced its creation isn't realistic, considering the scope of the projects involved. When's the last time you resurrected a plane that spent two decades sitting on the tarmac? It's not like this is their main focus...Jason runs his own business and this is a side-gig. You need a little less bitter in your life...
@@c.a.nixiii4650 they finished the rebuild on Sam's plane. There are several earlier projects (prior to the 401) that they finished, including a diesel tow truck that they considered tearing apart for a replacement engine for the boat. They tore down Jason's TB20 far enough to verify that it was still airworthy and fix the few engine problems they found. They even flew it to yo check out possible replacement parts for the 401, if I recall correctly. Happy?
You should first finish at least one of your projects, instead of buying one after another wreck which doesn't get finally finished at all. But just my 2 cents...
That Saratoga is in great condition for having been in a gear up landing. I would buy it without reservation. Can't wait to see these planes put to use with the foundation. Great video as always Jason. Happy Thanksgiving to you and the rest of the crew.
I have an idea. Since the foundation doesn't have the money to purchase this Saratoga how about you purchasing it, have the Foundation repair it and then become co-owners and help the Foundation as an additional pilot?
@@Dave5843-d9m Correct, it doesn't matter what the run out is, if the engine manufacturer says it needs a tear down inspection after a prop strike, (and I believe they all do) then that's what needs to be done. Anyone putting their name in the logbook without a tear down is taking on a huge liability. As an A&P, I wouldn't do it. As a side note, I wonder what the runout is on the face of the flange and the fore/aft play in the crankshaft?
I think it suits the demands of the foundation; Sam is right.. but it’s going to be a lot of extra work to get it airworthy again, depending on how long it has been sitting there. What could possibly go wrong? Go for it! Best regards to you all!
I am pretty sure that's not where you put the dial indicator.. 🤔 You're supposed to put in on the face of the flange where the prop actually contacts the flange! Right outside the theaded inserts but on the face! Thats where I checked my Lycoming on the airplane I bought after a prop strike. It was .006. Gosh I'm pretty sure that isn't right. When it appeared to me that you were setting it up that way I was like "oh the old guy will know and correct him" and then he didn't.. 🤔 That would be like putting it on the edge of your brake rotor on a vehicle... Seems really strange
What a great airplane. I'm surprised the crank is within tolerance but that's great as well. Instead of keeping this one, maybe consider doing this one as a rebuilt giveaway to draw attention to your foundation. Get all your suppliers and sponsors involved in the build and word should spider web out. This model will get a lot of attention. Just an idea.
I had a 2002 Saratoga TC II with AC and oxygen. Greta airplane and yes the rear door and club seats will greatly assist your missions. The only draw back is the Useful load which is just over 1,000lbs. If you add boots and a hot plate you will be even lower. Airplane flies great.
I think this plane does make more sense than the TB-20 as far as being able to more easily and safely get passengers in and out that may not have as much mobility. Looks like this plane would be far more comfortable too. Save the TB-20 for another mission?
Our club has a fixed gear non-turbo saratoga, and it's a heavy hauler, great to fly. And we just purchased a 98 saratoga II (with turbo/retract), it should be a hell of an airplane, very excited to fly it.
Mr. Ferguson, you're implying that this was due to carelessness. I don't know what happened, but it may be that the gear WOULDN'T come down. That happens.
I have a Piper Lance 2, your Saratoga is absolutely the best choice for your mission: dependable, roomy, stable and you already have pretty good avionics. Airco is so-so. hopefully no pitting on cam as when sitting long the cam will get dry because its is on top, unlike Contis.
Don't over do it Jason. Focus on your current projects. The old cliché "Too many irons in the fire" applies. Sure the idea is nice, However a Veteran mentioned in the chat previously Just having a bus to transport Vets needing assistance. That is a grand idea. I could see a converted Mini bus decked out inside & out. Kneeling features with a wheel chair lift.
Here in Europe, as a general rule, in the event of a prop-strike, it should be assumed that the engine is shock-loaded and the crank shaft is hosed. As a result, general practice is either overhaul or even replace the engine. While I like the more liberal FAA rules for a lot of "self-fix" items, I wouldn't trust myself with a wrench, so on the Arrow-II that I used to own, I always left all the engineering and avioncs work up to EASA certified engineers.
However, glad that your checks were within the limits, and the Saratoga is a beautiful bird.... If I still had the option, I would go for a pressurised Malibu though :)
@@rebuildrescue Looks comfy but it only is when the front row people are not too tall. You can’t move the middle row seats so the backrest’s are rubbing each other. Don’t even think about reclining!
Thank you for your back. Good job. I did same prop test on my French Wassmer CERVA CE43 i have bought few years ago after landing gear failure during take off. Good to see you for same test on your plane too. Always happy to see your videos from France. 😀
I don't know if you should buy or not, I'd just say pick the plane you think would fit best for the role you want it to play, should help you make up your mind. Looking forward to whichever plane you decide to restore :)
Thank you for investing in so many projects I’m really loving seeing a new vid everyday. I really appreciate all the time and work you put into the vids.
Even if the crank flange runout is within spec you don't know if any damage was done elsewhere until you tear down the engine. An overstressed crankshaft gear dowel shearing or con rod bolts failing afterwards isn't worth the risk. Lycoming's SB 475C and AD Note 91- 14-22 cover this in detail, and says any operation of the engine without a teardown and inspection will violate the AD Note and AD.
In one hand you let go and the other you grasp hold of the new Selling the TBM is the right thing to do if not the slight pain of loss be a faint memory.
I think you did it wrong! As I understand the specification, you should be checking the face of the flange for axial runout just outside of the bolt positions (.005" max) and the prop pilot radial runout (.003" max), not the O.D.. You need to keep the crankshaft stabilized axially (pushed back) when rotating it to eliminate end play when checking the flange. See Service Bulletin 201F. Don't forget about checking counterweights.
The ONLY correct answer is... yes, yes, YES! More wrecked airplanes, more projects! That's what life is about! While you are waiting on parts for one project, you NEED to have multiple other projects you can be working on... at least, that's the way I live my life! Maybe not the best but I can't change it!
It's a nice airplane other than the bent prop and scraped bottom. But I agree that it would be much easier for passengers to get in and out of. I say go for it.
On a gear up landing, why not shut the engine down before hitting the ground? All planes can glide, and that seems like a great way to reduce engine damage. But I'm a glider pilot, so I'm used to not having an engine...at all! :) BTW, I love your series.
Find a way to get this project and keep the TB20. FInd a way to get sponsorship for the planes but give it a stop somewhere to get one flying for the charity.
Manifold and other bulhead connections should have a flexible link in them to eliminate what happened to you on approach. Replace that hard line with a braided steel hose otherwise it's just a matter of time before that aluminum tube breaks again.
When I was in the USAF in the 60's we had AT-33 trainer aircraft on our flightline. They had a 'Relief tube" also. The tube had the same sort of funnel with a button to release the liquid. the liquid would be siphoned out the bottom of the aircraft via a "B-nut with a 45 degree angle short tube. The B-nuts were hand tight and if there was a student pilot that the instructor wanted to teach a lesson to or the crew chief, the B-nut would somehow get turned angled forward and thus pressurizing the tube causing the liquid to flow back at high velocity. Used sparingly but very effectively.
I would be worried about the corrosion right off the hop. Crank run out tells you nothing. Its the accessory gears at the rear of the engines that are the problem. Plus you are dealing with a counter weighted crank. Don't waste you time pull the engine.
Well done guys and Sam certainly knows what's best as he has a lot of knowledge around aircraft and that is gold and not to mention all the other guys around you to help. It's great to see people coming together to help out people in need and that's what it's all about. I have always wanted to do something similar here in Australia where I could fly people in the outback to Doctors appointments where it would normally take hrs or a day of travelling to get to their appointments. There truly is some good people in this world and your guys are exactly that. Much love to you all from Australia 🇦🇺 Dean
I believe the blade that curled forward was the first one to touch the runway under some power. That slowed the engine enough to let the other 2 blades curl back. Even with the power at idle now, the 1st blade was curled forward enough to continue curling forward.
Do the that guy that just keeps getting more and more projects and not have anything done. You will loose your fans and your sponsorships. I’m struggling to stay on after cutting the wing on the 401.
It's a cool plane but, I agree with the others. I understand that money is a factor in finishing the 401 or the boat but, by the same token, if you're considering selling the TB, sell it to further the 401 or the boat or finishing one of the other projects. I'll support your decisions and keep watching but, that's my thoughts on this.
The Saratoga would be much more suitable for the rescue missions than the TBM20. If that aircraft can be purchased for the right price, I think it would be a good purchase. I’d sell the TBM if it were me. Why pay interest on a loan if you don’t have to? Regardless of the crankshaft runout, I wouldn’t fly with that engine and not disassembly and inspecting the crankshaft for cracks. If there is a crack, runout tests won’t tell that and you could lose the engine in flight.
Most probably ,this aluminium /copper manifold pressure pipe fractured was due to vibration . Good to see fitted replacement was well coiled .(to absorb vibration )
My thoughts...all of these projects that come our way are opportunities to test our limits...you win some and lose sometimes...you have to consider realistically within a given budget if a project should be continued or passed along to someone else with deeper pockets,etc; Ty brother...there are only lessons for all of us
![Gunna - HIM ALL ALONG [Official Video]](http://i.ytimg.com/vi/w7Wf0h1Q8a4/mqdefault.jpg)
I mean you can buy it an work on it later but prob should finish atleast one of the other projects first and start doing the mission you set out todo getting people up in the air and learning to fly
I love that your always seeking new adventures but finish the 401 before anything else
Why would diversifying his portfolio be a bad thing? do a couple easy flips on the side and that could open up more funds and connections with people and businesses that just helps the 401 project that much more. If I only focused on one project at a time I would be out of a job.
The 401's in pieces shipped all over the country to get fixed if I'm not mistaken.
we would only get a video every few months if he only worked on the 401.
I was surprised at how little damage there was from the gear-up landing. This does appear to be a better mission option than the TB20. Can't start my Fridays without you and Jimmy's World! Thanks, Jason.
Yeah, let's get another project, take it to bits, then remember how much a plane costs to get airworthy again, hope the viewers forget about all the others languishing dismantled in hangars, and keep reminding us of all the 'missions' we're going to fly.....one day.
Only trouble is, one day never comes.
Looking back at the start of this whole adventure it’s really cool to see the friendship that Jason and Sam have built and the wonderful things they have done and will continue to do, all with the purpose of helping others. Jason has come a long ways since the video of looking at the abandoned 401 sitting on the ramp on a cold windy day. Can’t wait to see what the future holds.
I used to own a 1980 Turbo Saratoga SP just like that one and I should never have sold it. It is perfect for what you want. The club seating with the big door is a HUGE advantage for not so nimble passengers.
It has a good load and long legs. I once flew Jacksonville FL to Danbury CT non stop with my wife and 3 kids.
On the next episode of rebuild rescue ... jason buys another project and sells you on how your donations are going to make it fly, especially if you use promo code 50 at checkout
@@s35bonanzapilot84 he is a fraud. No A&P or pilots license, I’m just waiting to see him on the news!!!
@@s35bonanzapilot84 I don't often count [eople's toys, but my reaction was exactly what you've said. How many "projects" can one businessman have before having junkyard instead of fleet? For now most of those planes are dead and in parts, it is starting to get confusing following all those projects at the same time. Plus boat, plus Jeep, plus whatever else... At this rate nothing will be done and finished, I'm not being prick here but I've seen much too many such collections going NOWHERE because of crippling buy addiction.
Just picked up 2 free/donated planes on the last episode. Funny a guy with 7+ airplanes and doesn’t have a pilots license or AP. At some point something needs to be finished.
Goes to look at a belly landed airplane, but doesn’t bring a mechanic?
@@callen6893 so hows he flying that cherokee with no licence? no jason morrison on the FAA pilot registristy, even as a student
@@piperpilot72 don’t think they mentioned if someone else was on board the Cherokee when it crashed,
At Lycoming we used to call the engine installation on the Saratoga the "Super Sucker." I have some advice for you. If you remove the exhaust system during the course of your repair, check all the flanges (not the cylinder flanges, the other joints that are clamped together with Marmon clamps.) If one part needs to be sent to an overhaul/weld repair shop, send the other matching part too. Excessive heat can warp the flanges out of round and you will have an awful time putting them back together. BTDT Also, there were a few crashes of Saratogas that involved the cross over exhaust pipe that runs behind the engine coming apart. That started a fire in the front baggage compartment with fatal results. An AD put a pair of clamps and a stainless steel wire rope between the clamps. Maybe your model is slightly different than the T tail version though.
I'd love to see a video breaking down exactly what kind of missions y'all have flown so far, which planes you used, and which ones you have planned. It would be so cool to see the planes out there doing the stuff you built them to do.
yeah right
I think the number of missions flown so far, is roughly zero.
Only missions they go on is to buy more planes that’ll never be fixed. Can’t lie I like the show but they never actually do anything but talk about all the “missions they are going to do”. For what he has spent on broken airplanes he could’ve bought a nice flying plane and already be doing “missions”.
@@AviationOutdoorAdventures I worry about that, and at this point I'd like to see even one plane go from purchase to airworthy and fly just one person to a hospital, or one veteran, or giving one underprivileged person a flight lesson. But I'm giving them the benefit of the doubt, and I do appreciate the content they give us for free at any rate, just have a bad taste in my mouth about calling it a charity at this stage. Of course all this is as an outsider with no idea about how long it takes to get a charity up and running, so this could be normal for all I know.
@@kerryedavis That many???? I thought it was less
No, finish the projects you have
Yep… this is why I don’t watch anymore.
@@emtffzartman666 I actually stopped watching Tavarish because of the same reason.
Beat me to it. I also agree with others comparing this to channels to Tavarish
Seriously....it's comical at this point. I'll stop watching if it continues
Not that easy to just finish projects they have, they are waiting for the wings and engines for the 401 that are on a boat.
Need a lot more than boots for known icing. Need heated stall warning indicator, heated fuel vents, Heated pitot (which is probably already has). Not sure if that plane was certified for known icing.
Mike reminded me so much of my Dad. He was PA Dutch inside and out. He used to recite PA Dutch sayings all the time. My Dad was an A&P too. He had a long history in Aviation which includes being a crew chief on an F-86 during the Korean War.
Gus, did you Dad ever tell you to make the door shut? (Machen sie die Tur zu) You must be so proud of him!
I saw this video in shock. I once owned N132DR many years ago. I have over 1500 hours flying 2DR which 60% were mission flight’s with AGF central. Sad to see her in this condition. Take good care of her and we enjoy watching your videos.
We’ll get her all fixed up and flying missions again. Please email me any pictures or information of the previous missions she flew.
Jason@rebuildrescue.com
That aircraft has had two accidents. 5 October 2012 in Harrisburg, PA and the wheels up 15 April 22 in Bluffton, OH. Unsure what the first indident was , but take that into account. A friends former PA-32 also had a undercarriage collapse last year.
That's what my research indicates also . Good eye Robert .
@@robertn2813 The more you know, the less 💵💸💰you blow!
Thats an axial runout you measured, I thought the measurement was a radial measurement, measured on the back face of the flange. It would be very unlikely to have any axial runout, but I suspect it has significant radial runout if you are measuring 0.004" on the edge.
Here is measuring runout on a Rotax ruclips.net/video/IdzGUXetoqE/видео.html different engine, but same principle.
The v-tail ‘doctor killer’ is a nice aircraft if flown properly. The third blade bends the opposite way because the first two impacts torque the plane so the airplane fuselage is turning by the time the third blade strike hits the ground and the torque forces the 3rd blade to bend forward….or something like that….
You're getting a lot of irons in the fire, it would be nice to see you hammer something out.
It's not even a fire anymore, just a pile of irons...😂
I think he's hammered one out already!🤣
Love the Saratoga ! Hope you buy it and hope to see you fix it . The damage is not that extensive. Buy!!!
Saratogas are super nice...and my own is to want a Fixed gear one... Seems the bain of some single engine type is GEAR Up landigs. So if everthing is good just change to a fix gear. That is if there is a gear problem not a cockpit lose screw...?
I think that plane is a step in the right direction both in accommodations as well as known damage under the circumstances. Seems to be a robust set up.
That crankshaft T.I.R. test showed promise. While I am no A&P mechanic, I have done some machine work on aircraft engines throughout my years in the auto machine shop business.
Anytime I’ve encountered any amount of runout on a crankshaft, the first test I perform is a good “thump test”
I would pin point the highest point of run out and mark that surface. Then take nylon dead blow and give it a pretty good thump at the high point mark. Then perform another T.I.R. Test.
If that high point mark shifts any amount or any direction that shaft is assumed cracked until proven otherwise.
I’ve straighten many crank shafts in my career. In both the industrial and automotive world you would always performance a thorough wet magnaflux test after straightening.
Not knowing what kind of bearing surface that crank flange is riding on makes me curious at the very least.
I’ve been considering tooling up to perform machine work on piston aircraft engines. The work pays much better than automotive work. I’ve got some high end testing equipment and machines that are capable. Just beginning to look at the underlying liability insurance costs and any certifications I may not know about. It’s just been a subject I’ve had brought up to me multiple times by my customers that are A&P certified.
Nice content! Enjoyed it!
A prop strike usually ends up in replacing the motor. Good luck with that. I hope it ends up on a good end, cheerio mate.
Really like to see some of these projects back in action, not just accumulating more.
Probably this Student Pilot should be fixing the airplane he crashed during a botched landing and control loss.
He should also stop acting as PIC as a student with passengers on board. And he should go to a accredited aviation mechanical school , gets his FAA certificate that allows him to work on other people's aircraft. He is NOT a legal A&P mechanic or Avionics tech.
@@michaelpilot1000 Actually Mike who flew with us in the Bonanza is a CFI. We used this trip as a chance to get some hours in the Bonanza towards my complex time. I’d also like to add that training under an A&P in which I’ve been doing for over a year now is supported by the faa as a means to gain training towards certified licensing. 👍🏼
@@rebuildrescue
Complex training with CFI .
Were you private pilot rated at time of video?
Or student pilot?
Your right seat " CFI" should know.
Or,
@@rebuildrescue My hanger Neghbor had a less then friendly visit from the FAA.
After months of lawyer payments, he still lost his licence for 24 months. He nearly lost his restored Stinson.
Fighting the FAA for alleged violations cost him about $40,000
I get the clear and apparent impressions I've witnessed in a few cocky, skim the edges newbies. Mire then a fee are either not alive or were bankrupted by the Federal authorities.
Quote from a Aviation Lawyer.
Is a student pilot considered a passenger? What are the limitations of the student pilot certificate?
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Kev DeBoer
Author has 3.7K answers and 9.1M answer views1y
A student pilot, who is acting as pilot is not a passenger he or she is a required crew member logging solo time. A flight instructor is not a passenger, because he or she is the pilot in command, and the student pilot is logging dual time. Now if you add a second student pilot - ie two student pilots together you have one student pilot breaking the law, and the other one being a passenger. As for limitations - student pilots CAN NOT CARRY PASSENGERS. PERIOD. If there is a human being on that aircraft other than yourself, and it is not your flight instructor, you are breaking the law. As for the limitations most of them are in 61.89 Basically - no passengers, no compensation or hire, no cargo, no flight in furtherance of a business, no international, no airplanes that require more than one pilot, VFR Only, and you have to do what your instructor says, when he says, how he says in full compliance with the endorsement in your log book.
PS, several years back I flew to Lodi CA to pick up airplane I was buying.
Planned to ferry home.
Found out it had a hard nosewheel landing and had been repaired by a local A&P. Who had lost his licence. I inspected his work and refused the sale. I warned seller not to sell without full disclosure. The Net Jet pilot / owner sold to a young woman member of his church. I called her father and said Dont! that plane is not safe.
They trusted him for his church position and pilot credentials.
4 months latter that plane fell appart at 1800 feet AGL.
A 17 year old woman, and her same church 23 yr old CFI fell from the sky, both wings departing in Glendale CA.
Paperwork had been pencil whipped for decades.
@@c.a.nixiii4650 Just a matter of time until another incident or deadly crash.
Dialing in a crank after a prop strike or sudden stoppage is essentially a fools errand, at least as possible decision making criteria on the serviceability of the crank. Unfortunately, disassembly and nondestructive testing procedures are the only way to provide a reasonable level of assurance that the engine is truly fit for continued service. If you don't want to do it right then just crank up your liability insurance.
I think you should be indicating in the nose end of the crankshaft itself and not the mounting plate. The plate itself could have runout between the ID and the OD.
I really enjoy watching you guys work and banter at the same time! Mike's 909 Tee shirt was a sad reminder of the tragic crash in Massachusetts though! May they all RIP!
@@mmayes9466 Thanks for the correction!
That’s not a machined surface. I think it’s probably fine. But I’d try getting an indicator inside that bore where the sludge was, assuming it’s a turned or ground surface. Just one guy’s opinion. You found a pretty cool and experienced AME. That’s gold.
Did you see the graphic text that said they checked the flange face. They did not say how much runout was on the face or if the runout was in the same area as runout on the flange edge. I think to be sure I would do more checking for runout, like you said maybe on the machined surface inside the bore and see if all areas for runout are in the same. Maybe even a teardown of engine to magnaflux the crank for cracks.
You were getting a small amount of deflection from the jerking of the wrench as you rotated crank so I would be inclined to say actual axial runout to be possibly .0005/.001 less than you were seeing, if you were not mistaken when you said allowable runout on face then you may be out of spec because .004 on the axis would probably show greater on the face if bent. The runout from the face will increase at the tips of the propeller blades.
A really nice looking plane. Why not try to sell some of the projects that are going nowhere and keep the TB20 and get this in the same time?
Discussed adnausium on every forum, final answer is run out is not acceptable standard as per all Lycoming bulletins. Case must be split, and crank must be NDTed.
That broken tube caused by vibration, it's bound to happen again, should think of an alternative option, I wonder if you could use a flexible type of tubes.... all the best
You should see what happens when the fuel pressure line breaks, old airplanes have aluminum lines, not good
Mike, I spent a lot of time in the 909 and have a couple shirts just like that. It’s nice to see one out in the world.
“I want the Austin” Everyone needs a Joe. The kind of work he gets involved in he’s a massive help to Rebuild Rescue.
Carefully read LYCOMING SERVICE BULLETIN 475C. It covers mandatory crankshaft service after a prop strike.
That Chinese Dial micrometer you used to check the runout, was it a calibrated measuring instrument? Kind of shooting from the hip with using it..... Not sure if the FAA would accept that in the completion of an A.D.
Wow glad you carry a spare, Mike >A/P >>> on board... And you pointed out you are a student, and have other pilot friends, extra on board, too!
0:21 Oh WOW, cool toy; *nice!!* I wish we had those when I was learning to fly 45 years ago.
Seems you have enough projects to last more years than you have left. Not to beat you up but really want to see the 401 done. With that said, I like the "new plane."
We have a lot of ambition here at Rebuild Rescue ! As always, the 401 is our top priority, and she will get there !
@@rebuildrescue good 👍😊
Maybe sell something and buy this. I'd say pass on a loan right now the market is so volatile you could be underwater quick.
As a crash fire fighter, I've seen numerous gear up landings. Most of them looked like this (specially pipers) till the crane gets there and lifts them by the wing roots with straps. That crushes the flap tracks and leading edges etc. and pretty much totals the plane. Even when I told the crane guys to lift them at the bulkheads they just do it their way. The recovery guys really did a nice job picking this one up. Should be a great airplane.
My experience lately is to witness sloppy work and cutting corners just to expedite a job in a hurry with no real concern for whether it was done right. Good, fast, cheap. Pick two. You can't have all three!
Fast and Cheap is not good. Good and fast is not cheap. Cheap and good is not fast. 😉
As a veteran, you could serve so many more vets with a nice big passenger van. Very challenging to get rides to appointments and the VA has just wrecked the travel pay system, it takes over 4 months to get reimbursed for travel now, used to be immediately after your appointment. Your hearts in the right place though.
Best comment of the day.
Sounds good, but as I understand he's using the plane for training, too. On the other hand, could/would he make a video about buying and restoring a van? Would enough people watch it?
Patrick, First of all Thank you for you're service to the Nation! 2nd, Great idea ! I'm sure an old Mini bus could be refurbed into a sweet transport for Vets! Have a Kneeling feature with a wheel chair lift. (Patriot paint scheme included)
@@KutWrite the 401, TB20, Saratoga, Bonanza, Cardinal RG are all unsuitable for primary pilot training.
@@gramps9838 can buy one already configured for people with disabilities from auction with a $10k budget and have $$$ left over.
We told our boots (new guys) they had to test the sound activated intercom by talking into them on the EA-6B Prowlers.
Jason, I would love it if you would go over the numbers of what the market value of the plane is if it was in good repair, what you are paying for it, and how much it will cost to repair. And with your limited experience rebuilding planes, how do you know how to calculate the costs? Maybe you are just doing a ton of research you don't talk about on camera. Anyhow, I would find it interesting. Thanks. You do a great job!
It's all about priorities. I remember you saying you had always wanted a TB20, that was the big push behind getting that one. So, now you have one, you've flown it...does having it mean enough to you to keep it, even though it's got some severe limitations on what it can do for the Foundation? As pointed out in the video and by Sam, this is a much better plane for the kinds of flights you've been talking about. From a practical standpoint, this is the plane to keep, and the TB20 is the plane to sell, if you're looking at it from the viewpoint of what's good for your foundation. But there are other considerations that come into play, like--
-Do you want to be using Foundation planes for errands like this, or do you want to keep something for your own private use?
-How do the operational costs compare? Is one plane significantly more affordable to fly than the other?
-Since the 401 is obviously committed to Foundation use, is this one going to be redundant? How many pilots do you expect to have operating Foundation planes? If it's, say, just you and Sam, how many planes do you actually need?
Without answers to those questions, I've got no recommendation, one way or the other, because the arguments for keeping it vs flipping it are incomplete.
@@c.a.nixiii4650 guess you're a latecomer to these videos. The Rescue Foundation is a recent development that they're starting after they discussed the idea of using the 401 that they're in the process of rebuilding as a transport for "angel flights" (flying people to destinations for life-saving medical procedures, organ transplants, etc). That's why accessibility to the plane is a major consideration. The Foundation, as a concept, has only existed for a few months at most and who knows if the paperwork is even done yet...
I understand the cynical take on things...but demanding a list of finished projects when there have only been two or three "Foundation" projects shown (the 401, the boat, and maybe the TB20, if you stretch a little...possibly the car, which was going to be a fix-it-and-sell-it to fund other stuff) since they announced its creation isn't realistic, considering the scope of the projects involved. When's the last time you resurrected a plane that spent two decades sitting on the tarmac? It's not like this is their main focus...Jason runs his own business and this is a side-gig.
You need a little less bitter in your life...
@@c.a.nixiii4650 they finished the rebuild on Sam's plane. There are several earlier projects (prior to the 401) that they finished, including a diesel tow truck that they considered tearing apart for a replacement engine for the boat. They tore down Jason's TB20 far enough to verify that it was still airworthy and fix the few engine problems they found. They even flew it to yo check out possible replacement parts for the 401, if I recall correctly.
Happy?
You should first finish at least one of your projects, instead of buying one after another wreck which doesn't get finally finished at all. But just my 2 cents...
That Saratoga is in great condition for having been in a gear up landing. I would buy it without reservation. Can't wait to see these planes put to use with the foundation. Great video as always Jason. Happy Thanksgiving to you and the rest of the crew.
I agree ! Big things coming soon Brother, thank you for your support. As always, I wish you and your family happy holidays from the whole Rescue Crew.
I have an idea. Since the foundation doesn't have the money to purchase this Saratoga how about you purchasing it, have the Foundation repair it and then become co-owners and help the Foundation as an additional pilot?
You don’t need me to point out the hidden costs of a prop strike - engine rebuild for a start.
@@Dave5843-d9m Correct, it doesn't matter what the run out is, if the engine manufacturer says it needs a tear down inspection after a prop strike, (and I believe they all do) then that's what needs to be done. Anyone putting their name in the logbook without a tear down is taking on a huge liability. As an A&P, I wouldn't do it. As a side note, I wonder what the runout is on the face of the flange and the fore/aft play in the crankshaft?
I think it suits the demands of the foundation; Sam is right.. but it’s going to be a lot of extra work to get it airworthy again, depending on how long it has been sitting there. What could possibly go wrong? Go for it! Best regards to you all!
We appreciate your support Arjan ! Thank you for coming along for this journey
Jason, the harbor freight dial indicator is ok but when it’s critical go with starrett or equal.
I am pretty sure that's not where you put the dial indicator.. 🤔 You're supposed to put in on the face of the flange where the prop actually contacts the flange! Right outside the theaded inserts but on the face! Thats where I checked my Lycoming on the airplane I bought after a prop strike. It was .006. Gosh I'm pretty sure that isn't right. When it appeared to me that you were setting it up that way I was like "oh the old guy will know and correct him" and then he didn't.. 🤔 That would be like putting it on the edge of your brake rotor on a vehicle... Seems really strange
there was graphic text in the video that stated they check the flange face, no numbers as for runout listed but they did check the face.
What a great airplane. I'm surprised the crank is within tolerance but that's great as well. Instead of keeping this one, maybe consider doing this one as a rebuilt giveaway to draw attention to your foundation. Get all your suppliers and sponsors involved in the build and word should spider web out. This model will get a lot of attention. Just an idea.
Survived that landing well! Good sturdy plane.
I had a 2002 Saratoga TC II with AC and oxygen. Greta airplane and yes the rear door and club seats will greatly assist your missions. The only draw back is the Useful load which is just over 1,000lbs. If you add boots and a hot plate you will be even lower. Airplane flies great.
I think this plane does make more sense than the TB-20 as far as being able to more easily and safely get passengers in and out that may not have as much mobility. Looks like this plane would be far more comfortable too.
Save the TB-20 for another mission?
Our club has a fixed gear non-turbo saratoga, and it's a heavy hauler, great to fly. And we just purchased a 98 saratoga II (with turbo/retract), it should be a hell of an airplane, very excited to fly it.
100% get that plane! Like you said it will fulfill your needs so much better than the plane that you have
I always amazed that people land with gear up on such and nice air plane...
Mr. Ferguson, you're implying that this was due to carelessness. I don't know what happened, but it may be that the gear WOULDN'T come down. That happens.
You should have checked the run out on the machined surface of the hub close to the crankshaft. Also the front mounting surface.
I have a Piper Lance 2, your Saratoga is absolutely the best choice for your mission: dependable, roomy, stable and you already have pretty good avionics. Airco is so-so. hopefully no pitting on cam as when sitting long the cam will get dry because its is on top, unlike Contis.
It looks in good condition the engine looks pretty beat up. Thanks for the update Rebuild Rescue👍
Love to see how you measured the tolerance levels of the crankshaft. Beautiful complex aircraft. Hope that you worked out the deal.
Thank you Lyle for your support ! Glad you're here on the channel with us !
Don't over do it Jason. Focus on your current projects. The old cliché "Too many irons in the fire" applies. Sure the idea is nice, However a Veteran mentioned in the chat previously Just having a bus to transport Vets needing assistance. That is a grand idea. I could see a converted Mini bus decked out inside & out. Kneeling features with a wheel chair lift.
Here in Europe, as a general rule, in the event of a prop-strike, it should be assumed that the engine is shock-loaded and the crank shaft is hosed. As a result, general practice is either overhaul or even replace the engine. While I like the more liberal FAA rules for a lot of "self-fix" items, I wouldn't trust myself with a wrench, so on the Arrow-II that I used to own, I always left all the engineering and avioncs work up to EASA certified engineers.
However, glad that your checks were within the limits, and the Saratoga is a beautiful bird.... If I still had the option, I would go for a pressurised Malibu though :)
The club seating in that airplane looks pretty comfy!
Exactly what I was thinking !
It’s like a little limo back there
@@rebuildrescue Looks comfy but it only is when the front row people are not too tall. You can’t move the middle row seats so the backrest’s are rubbing each other. Don’t even think about reclining!
Thank you for your back. Good job.
I did same prop test on my French Wassmer CERVA CE43 i have bought few years ago after landing gear failure during take off.
Good to see you for same test on your plane too. Always happy to see your videos from France. 😀
I don't know if you should buy or not, I'd just say pick the plane you think would fit best for the role you want it to play, should help you make up your mind. Looking forward to whichever plane you decide to restore :)
You're exactly right Christopher, and this plane will help us get the job done !
I think you misunderstood what Christopher said 😂
Christopher...stop talking to this guy like he is an individual. He is a business. Obviously not being made clear enough on his page or profile.
I loved the detail on checking the propshaft. Now to cut those bent tips off the prop.
So,......Why did it have a gear up landing in the first place? Another thing to address?
Thank you for investing in so many projects I’m really loving seeing a new vid everyday. I really appreciate all the time and work you put into the vids.
Also look at LYCOMING SERVICE BULLETIN 553C. Looks like you’re going to be doing a complete engine tear down after a prop strike.
This is not my channel but as a fan I would like to see the current projects get done then see this one later down the road
Sell the TB-20 and get the Saratoga. Maybe one day you can then convert it to a turboprop from a piston which would be really cool.
Mike is a real gem of a guy. Oh, and you're ok, too, Jason. And Sam, well, Sam skis and I'm from Breckenridge, CO so he's cool, too.
Even if the crank flange runout is within spec you don't know if any damage was done elsewhere until you tear down the engine. An overstressed crankshaft gear dowel shearing or con rod bolts failing afterwards isn't worth the risk. Lycoming's SB 475C and AD Note 91- 14-22 cover this in detail, and says any operation of the engine without a teardown and inspection will violate the AD Note and AD.
In one hand you let go and the other you grasp hold of the new
Selling the TBM is the right thing to do if not the slight pain of loss be a faint memory.
I think you did it wrong! As I understand the specification, you should be checking the face of the flange for axial runout just outside of the bolt positions (.005" max) and the prop pilot radial runout (.003" max), not the O.D.. You need to keep the crankshaft stabilized axially (pushed back) when rotating it to eliminate end play when checking the flange. See Service Bulletin 201F. Don't forget about checking counterweights.
The ONLY correct answer is... yes, yes, YES! More wrecked airplanes, more projects! That's what life is about! While you are waiting on parts for one project, you NEED to have multiple other projects you can be working on... at least, that's the way I live my life! Maybe not the best but I can't change it!
I agree David ! 100%
Yeah, lots of problems with vacuum leaks on airplanes. I seen it so bad the brakes quit. You guys are lucky to be alive.
It's a nice airplane other than the bent prop and scraped bottom. But I agree that it would be much easier for passengers to get in and out of. I say go for it.
Looks like the Saratoga can be an AWSOME plane
Did Jason buy this plane as not heard anything more about it as it looks awesome
On a gear up landing, why not shut the engine down before hitting the ground? All planes can glide, and that seems like a great way to reduce engine damage. But I'm a glider pilot, so I'm used to not having an engine...at all! :) BTW, I love your series.
@@mmayes9466 OK then, just seems like some damage could be averted when it's known the gear didn't extend, or lock. But I had to ask :)
Find a way to get this project and keep the TB20. FInd a way to get sponsorship for the planes but give it a stop somewhere to get one flying for the charity.
Manifold and other bulhead connections should have a flexible link in them to eliminate what happened to you on approach. Replace that hard line with a braided steel hose otherwise it's just a matter of time before that aluminum tube breaks again.
Prop strike would be an instant no for me, but glad it is still in spec to fly. Still, a full rebuild of the engine would be a safest option.
100%
no A&P is going to sign that off as airworthy.
When I was in the USAF in the 60's we had AT-33 trainer aircraft on our flightline. They had a 'Relief tube" also. The tube had the same sort of funnel with a button to release the liquid. the liquid would be siphoned out the bottom of the aircraft via a "B-nut with a 45 degree angle short tube. The B-nuts were hand tight and if there was a student pilot that the instructor wanted to teach a lesson to or the crew chief, the B-nut would somehow get turned angled forward and thus pressurizing the tube causing the liquid to flow back at high velocity. Used sparingly but very effectively.
most GA relief tubes have a venturi mounted on the belly of the airplane which makes a gentle siphon to "flush" liquid from the receptacle.
I’ll never squeeze my #2s down that tube!
I would be worried about the corrosion right off the hop. Crank run out tells you nothing. Its the accessory gears at the rear of the engines that are the problem. Plus you are dealing with a counter weighted crank. Don't waste you time pull the engine.
Well done guys and Sam certainly knows what's best as he has a lot of knowledge around aircraft and that is gold and not to mention all the other guys around you to help.
It's great to see people coming together to help out people in need and that's what it's all about.
I have always wanted to do something similar here in Australia where I could fly people in the outback to Doctors appointments where it would normally take hrs or a day of travelling to get to their appointments.
There truly is some good people in this world and your guys are exactly that.
Much love to you all from Australia 🇦🇺 Dean
That is my ideal plane. Glad the damage wasn't too bad to it.
I believe the blade that curled forward was the first one to touch the runway under some power. That slowed the engine enough to let the other 2 blades curl back. Even with the power at idle now, the 1st blade was curled forward enough to continue curling forward.
Keep It and Fix It Up!!
Do the that guy that just keeps getting more and more projects and not have anything done. You will loose your fans and your sponsorships.
I’m struggling to stay on after cutting the wing on the 401.
An AC unit? Yep, I’m in. Seating looks good too.
We need this plane up and flying!
I don't know what you're talking about. They are all cool planes!
Again a new mission Airplane to rebuild. Get it home and let us be a part of it.
Thanks for sharing
That's the plan ! Thank you for investing your time in the channel with us, we appreciate it !
That engine is going to need a teardown inspection. If they had insurance that should have paid for the repairs.
It's a cool plane but, I agree with the others. I understand that money is a factor in finishing the 401 or the boat but, by the same token, if you're considering selling the TB, sell it to further the 401 or the boat or finishing one of the other projects. I'll support your decisions and keep watching but, that's my thoughts on this.
The Saratoga would be much more suitable for the rescue missions than the TBM20. If that aircraft can be purchased for the right price, I think it would be a good purchase. I’d sell the TBM if it were me. Why pay interest on a loan if you don’t have to?
Regardless of the crankshaft runout, I wouldn’t fly with that engine and not disassembly and inspecting the crankshaft for cracks. If there is a crack, runout tests won’t tell that and you could lose the engine in flight.
Would still have it x-rayed for cracks.
Most probably ,this aluminium /copper manifold pressure pipe fractured was due to vibration . Good to see fitted replacement was well coiled .(to absorb vibration )
My thoughts...all of these projects that come our way are opportunities to test our limits...you win some and lose sometimes...you have to consider realistically within a given budget if a project should be continued or passed along to someone else with deeper pockets,etc; Ty brother...there are only lessons for all of us