Our New Cessna 210 Tried To KILL US Just ONE DAY After Buying It...
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- Опубліковано 1 гру 2023
- Well, our new to us 1961 Cessna 210a already broke... The plane lost oil and oil pressure rapidly and the engine died. We bought this plane sight unseen and proceeded to fly it home 1000 miles from Texas. If the plane was in the air this situation most certainly would have warranted declaring an emergency. We are very lucky that everything happened how it did and when it did. We think we know what caused this issue. It might have to do with the STC spin on oil filter adapter which has been linked to multiple accidents.
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PLEASE NOTE: We are aviation enthusiasts. These videos are for entertainment purposes only. We are NOT qualified to give flying instruction. All of our videos, including this one, have been significantly edited down from the original full length raw footage. Many radio calls, checklist steps, and other procedures have been omitted to keep the videos a reasonable viewing length. Please speak to a CFI with any flying questions you may have.
I have a 1963 210c. February of this year on my way back from Bethel Alaska to Kenai Alaska at night climbing over a 11,000 volcano I started to get a vibration in the engine. I wish I could show you the picture. Upon landing, we discovered Three of the eight bolts holding on the number for cylinder severed from engine. I can understand what you’re talking about when you think oh, but the grace of God I am still alive today. Flying is not for the fainthearted. You’re taking a 3000 pound machine 12,000 feet in the air with a World War II era engine. $51,800 later we will be installing a new IO 470 into it this month. I’m very thankful I have the opportunity to spend the money and my family is not scraping parts of me off the side of Mount Redoubt. Keep the blue side up gentlemen.
Wow, what a story. So glad you are safe. Thanks for the comment.
Sounds like you found the issue and glad it didn't happen in a more risky fashion. But dude... I hope you understand now how you have to stack the deck in your favor. You absolutely should not have been out there over the mountains at night, even in a plane you're confident in. Flying that leg was a poor decision by the pilot, hope that lesson is learned.
EXACTLY! Flying at night in an airplane people are admittedly unfamiliar with is not good risk assessment…let alone flying over mountains.
The stress in HINDSIGHT needs to changed to stress in FORESIGHT!
And the boys in d c are getting on people about it lately.
Just shows you can’t teach decent decision making hey.
These guys need to take a step back from content and learn actual pilot skills
I think he should stick to exotic cars.
You guys have been very successful with the "grab and go" philosophy.
Cars = not a huge risk Planes = you dodged a bullet on this one. Might tighten up the policy on the planes! !! !!!
Yep, if you’re buying a complex plane sight unseen with NO PREBUY please for the love of God don’t fly over mountains at night… Extreme risks from these gentlemen are very unsightly and upsetting
Never, ever, ever buy another airplane without doing a through pre-buy inspection and make sure all AD’s are complied with and know the weaknesses of each airplane. You are lucky this one time and no one was hurt or killed.
That is some solid advice..You buy these old airplanes and you take off with a bag of luck in one hand and a bag of experience in the other. one day your bag of luck will run dry ...it's not if ,its when.
But would anyone watch the channel if everything they did was plain vanilla? The average person can’t afford the financial risk and, being highly successful, they can.
@@rnordquest l doubt that this guy JR is doing all this just so people will watch the channel...Spending all that money,and then risking his life and the lives of his contractors due to poor flight planning in old unfamiliar airplanes is just not worth some UA-cam views. This young guy is smarter than that ,and I'm assuming he trying to build a successful aviation sales company without dying trying to get there
Oh calm down, it just had an annual two month's prior with all AD's complied with !!! I wouldn't take it over the mountain's at night but there's a whole lot people doing a lot dumber thing's like flying a single over the Atlantic and you don't say a thing !!!!
@danmcburney3247 This guy has already displayed that he is willing to do an entire series of dumb things. And he doesn't listen to anyone who has any experience in buying old airplanes and trying to sell them for a profit .This likely isn't going to end well for him financially. But now he's taking it to another level ,and it's because he thinks he knows everything and old experienced guys do not .That's a recipe for disaster in this business and I guarantee you the people selling him these aircraft can see him coming a mile away.He thinks it's kind of like flipping cars ...it's not
The 182 that crashed in Mill Creek is a friend of mine. A real tragedy there. I also had that same brand/type adapter on my 1965 C33 Debonair with the IO-470K. In the 20 years I had it installed I never had a leak or any issue with it. I complied with the AD regarding the new seals, torques and additional safety wire and had nothing but problems with it leaking. I removed it and reinstalled the screen assembly I had removed 20 years previously. Now I change the oil every 25 hours and don't worry about the AD and the filter adapter.
Yeah, that a brute force solution but I would have gone the same way.
Even if you find it's the oil filter adapter and you resolved the issue, if it were me, I would run the engine for a good hour plus and DURING THE DAYTIME do a half dozen trips down the runway with planned RTO's. Obviously do your calculations so you know 100% sure that your planned RTO's will have you stopping with a good cushion of distance remaining. If you can, take your RTO's to perhaps 5 knots below rotation then go into RTO mode. The idea being you want the engine to go to max power a half dozen times. If the engine is going to BREAK, this is when you want it to break - on the ground. Then after getting a good workout on the engine, I would do a compression check then do a complete oil change. Take the filter off and saw the top of the "old" filter off and take the element out and spread it open and see if you see chunks of metal. By the same token, take an oil sample from the drained oil and send it to a lab for an oil analysis. If the compression is good, and the filter element is clean, and the oil sample results are "negative" {which by that I mean "good"}, then you're probably safe to fly the aircraft. Remember, a lab oil analysis all by itself is NOT a complete "health check" of the oil. You need to do the lab analysis WITH inspecting the elements in the oil filters. You need to do the 2 TOGETHER because the lab will detect micro wear. The element inspection will detect the engine falling apart inside. Think of it as a flowchart - "did the element inspection pass ??". If not, you need to overhaul the engine. If "yes", then you go to lab engine oil analysis. If that fails, then you have an engine overhaul. If it passes, then you're good. {assuming compression is good} - but also check your valves too. Continentals tend to have burnt valves and Lycoming tend to have sticking valves. Be safe out there !!
As everyone has already commented...you were incredibly lucky! This is the engine out at night procedure in a single: 1. Establish best glide speed. 2. When approaching the terrain, turn on landing light. 3. If you don't like what you see, turn landing light off! Brace for impact. Valuable lesson learned - do NOT fly a single over mountainous terrain at night. Period.
This episode puts chills in my spine. As an A&P/IA, who once had an inflight electrical (not oil pressure) emergency, at night, over the ocean, that I survived a successful landing Thank God!). I shutter to think of what may have happened over mountains, at night!
As a pilot that is about to buy my first plane, this information is invaluable. I really appreciate you posting this because it could save lives. Thank you!
In 1981 I was an intern at the Pontiac Motors Engine Durability and Testing Labs (DURATEST) in Pontiac, MI. This is the lab where engines are put on dynamometers to determine all manner of performance data. The fun tests were the ones to determine redline, and to determine oil starvation characteristics. For redline, we would run the engines with higher and higher RPM until a rod was thrown (the dyna rooms had bulletproof glass protecting the operator, and the ceilings had numerous large dents). We would run engines and starve then of oil while running. Interestingly, the engines would run for about 5 minutes before seizing. This was due to residual oil in the system and then MELTED METAL acting as a very poor lubricant. Obviously, the melted metal regime was the kiss of death for the engine. If you stop the engine in the melted metal regime, it will cool, essentially welding the pistons to the cylinders. If you let it run, the pistons melt enough to cause the piston/rod system to become unstable leading to a seize. A very sad and painful death to a finely honed piece of engineering. A less aggressive but equally destructive test was to run the engines with knocking. Eventually, this will cause holes to form in the top of the piston (can you say zero compression). Truly a rare and fun opportunity to play with production car engines.
Thats why you never fly single engine over mountains at night. The only thing worse would’ve been adding IFR conditions as well, or single pilot. It doesn’t matter how good the pilots are. Very happy you didn’t end up n Dan Gryders (sp?) Sunday night fatal accident video. 👍🏻
You guys have been lucky. I've been around airplanes for over 60 years, flown over 60 different types extensively, including many transport category birds and have bot and sold over a two dozen airplanes or helped others to do so. I've read several hundred log books as well. Anyway, you guys have been lucky. You are buying 60 year old birds, they need prebuys!!! Even 10 year old birds need prebuys. You have to know their history. Read the December 2023 issue of Aviation Consumer, there is an article about flying for less and one of the topics is buying the right airplane.
Just finished a two day 210 prebuy and we found plenty of airworthiness issues. I learned that you cannot trust logbook entries. You can only trust your own inspections.
@@wrg2608 Logs books are the first look at an airplane. Why do a prebuy that's destined to fail if there are holes and significant questions revealed by log books. Sometimes it better just to annual the prospect if its close to annual. Every make and model has its weak points and those get extra examination. As said by Beno below People and pilots who fly new to them airplanes single engine at night over mountains want to be on the evening news. Flying a new to them airplane in anything other than day, vfr is plum crazy. Ditto for flying an airplane after significant maintenance.
Yeah but he got a new Rolex
@@reeltrides911S What year is your "S"? I had two Roles, sold them both, Tissots are a nice watch and cost hundreds instead of tens thousands. Rich or poor, its nice to have money and better yet, be able to spend it wisely.
@@larryweitzman5163 our car is an 06
Watch Blancolirio before you're in his next video. Mike Patey did an interesting vid lately. 3 strikes. Strike one, flying at night, strike two, over mountains, strike 3, unfamiliar plane.... any one of these should have grounded you. Any one of these could have ended you. You got lucky dude.
As someone who owns a T210N, I would not buy an early model 210 (pre 1972). By then they got rid of most of the issues. We haven't even needed maintenance with the landing gear in over 500 hours, I was expecting a gear issue with the title. Glad it worked out, can't wait for more.
Those N models are a nice ship to drive.
Remembering that GA is 9.6 times more dangers than the airlines. If you are going to fly GA you better make sure eyes are dotted and your T's are crossed. Fly at night over the mountains in a single engine plane was really a roll of dice and you lucked out big time. If you are as smart as I think your are then don't do it again. You are playing with fire and you will get burnt.
When I decided to get a night rating flying circuits was my limit in a single engine and all cross country night trips was always using a twin engine. I never changed from that minimum and that was over 40yrs ago.
I enjoy your channel and keep up these great refurbs you’re doing
Guys, I love your videos and you make great content, but this is different than the car world where you can find good deals on old cars and buy them sight unseen. You guys bought a 1960s plane without a prebuy or checking to make sure all the ADs are taken care. Not even scoping the engines or performing a compression check and then you put four people in it and fly it over mountains at night. That was awful decision making. You learn about these things during the written part of your training learning the 5 hazardous attitudes pilots need to avoid and you guys had many of them on this trip. This needs to be a wake up call and you guys need to slow down and do things right in this industry or you will die. I dont want that at all, god forbid it happens. WAKE UP AND SLOW DOWN.
Exactly. These guys are going to create more pilots like them and that is dam dangerous
Truth! I don't know what made them decide doing this night flight was a reasonable idea. It's concerning when pilots take this kind of risks and it makes me question their risk assessment skills.
I had this filter adapter on my plane and removed it for this exact reason. I installed the AirWolf STC’d filter adapter which has a much better design and doesn’t have the chance of loosening.
I fear the day we no longer have JR is getting closer. Such a smart guy. Risk clearly drives him. Gambling can be very exciting to those that love the taste of risk. Unfortunately the only REAL reward from risky flying is you get to wake up another day. Price seems kinda high.
By the way, I was involved in a sale of an aircraft where there was no pre-buy once. It worked our just fine; I wasn't really worried about it though I thought it odd:
A flying club I was a member of had me sell one of our aircraft on eBay. The purchaser had 2 weeks to do an inspection post sale but for one reason and then another, neither he nor his mechanic were able to do so; instead he asked if someone could fly it from where it was (Toledo , Ohio) to him in central Texas.
I was very confident in the plane, as I had flown it often before we decided to sell it.
The buyer was happy with this demonstration of our faith in the airworthiness of the aircraft ; and completed the purchase the next day without having a mechanic look at it.
Glad you’re alive. Apply Mike Patey’s rules based on experience. No night flying over mountain terrain unless following major highway or you have a whole airframe parachute. It’s not worth it
Flying at night over the mountains single engine with four people , that is one thing Mike Patey took of his not to do list, one less risk of dying. Safe travels.
You are absolutely right in feeling that y’all dodged a major challenge. I’m a car guy, only. You f I get a flat, I can pull over. My best friend who flies G4s, says- “well, air travel is statistically the safest way to travel. But, luck always wins.”
That adapter needs copper gaskets. There used to be one fiber and one copper. Make sure the fiber gasket is removed and install copper gaskets
As an A&P, I have had to replace O-rings on 2 aircraft with the oil filter STC.
Glad your still here. You were lucky for sure!
I have a 1960 210 and same engine. Same type of adapter. Will check to see if it is ok, thanks!
Naw man that is super scary. Very lucky glad you’re all okay. Had a lucky incident myself lately with some water in the fuel system as I was climbing over the mountains
Stay safe
Glad you made it back OK the night before. Just one of life's lesson's, and thankfully one that did not require anyone getting hurt or worse. Don't beat yourselves up too bad, you got a good deal, and you will fix it and have it back in the air soon.
Guys love the channel, having been a C210 pilot in my youth mostly on N models, those aircraft you bought are really ancient and a worry. Cheers Paul
It's so crazy I was watching Jimmy's world and he was at your hangar. You guys went through all your cars and how you got started. That was amazing funny that I got it from a deferent channel though. It so happens that we inherited bags and bags of coins this month, so I will be learning that side of the world soon. Glad you guys are safe! my first GA plane ride was in my uncles 1969 Cessna 210. It started the dream I have of flying. 12hrs in as a student pilot now, It took longer in life then I wanted but I will still make it happen!
It doesn’t matter how long it takes to get your PPL, it will be worth it! I got mine after several years as an A&P student pilot. I went on to fly commuter KingAirs and then became a 727-200 flight engineer. I loved every moment in the air. I hope you do too.
I truly feel free in the air, it’s one of the best feeling. I have overcome a lot in my life health,family, and money I’m still working on that one. I have my class 3 medical though I can’t get a higher one. So I will fly for myself. I hope to have many $100 hamburgers and overnight camping trips under the wings in my future. It a dream to go back to Airventure and camp under the wings. Congratulations on your fling career it gives hope to me and others as well.
Bringing awareness. I’ll start paying more attention to my oil pressure when flying. Thanks for the video. Glad everything went okay 👌 it deff could’ve been a way worse outcome
I lost oil pressure once at 9500 feet. I shut off the engine, found a place to land and landed on a dirt road. I figured I’d save the engine and use it if I was lucky to get a burst at the other end, if needed, but it didn’t need it and thank goodness I saved the engine mine had a cracked oil cooler
Jeez that’s a scary close call!
I have a io-470k with the oil screen. Thought about adding the filter stc a few years back but heard about the problems that people were having with that setup. I felt it wasn’t perfected enough yet so I decided to stick with the screen. When you consider that oil is the life blood of the engine and that it’s fairer cheap compared to everything else in aviation I just change the oil more often than recommended and examine the screen for possible problems. After a while you get pretty good at safety wiring.
Thanks for the comment, too bad the adapters have a bad wrap.
In retrospect you should have kept the plane you had and not wheeled and dealed for old planes all over the map.
YES! Thanks for stating the obvious.
I'm very sorry to hear that your other planes need help to get fixed. I'm praying that they will be able to get repaired sooner rather than later, and that your finances will go smoothly. I'm very thankful you all are okay, I am excited that ya'll get to learn how to fly. That's awesome!! I'm going to flight school next year potentially. It will be close by. I think I told you guys at one point but I live in Lawton, OK and the school will be in Chickasha, OK.
60 year old aircraft...bought sight unseen..no pre buy or hands/eyes on inspection....a cursory google search on any 210 reddit or owners site shows that filter set up has been a issue ....who could have seen this coming?
edit to the 210 fans saying older 210s are trouble..gear packs etc....any aircraft of this vintage can have issues...it's on YOU the owner to stay on top of ADs..maintenance schedules ..i've owned a few 210s ..'63..66....75 and a 80....all had their pros and cons ..all were wonderful aircraft
There aren't any bargains in old used airplanes really .If you think you are getting a great deal because of a low asking price ...beware ,and don't put your wallet away after the sale because now it's time to pay full market value one way or the other way
Dear Bros,
Looking at what’s going on with the engine of the Cessna 210 I think that if the rubber gasket of the oil filter is not the culprit of the oil leakage and no oil pressure, then there is a serious problem and the engine will probably need to be overhauled. I think it’s worthwhile to realize this because it helps in increasing the value of this rare plane. I look forward to your next vlog and send you love from the Netherlands
Hey guys. I'm so glad that happened when it did and you guys are safe. Take care.
I’ve always wondered why Cessnas don’t have a hinged two piece cowl like many Pipers.
I had a 182 and engine preflight was limited to what you could see through the oil filler door.
Very poor design
The design of that adapter seems flawed. The filter angles outward to far from the adapter. That added distance along with weight filled with oil would amplify vibration and would lead to the adapter being leveraged back and forth resulting in gasket and or "O" ring failure. A better system i believe would be having the filter mount as close to the engine as possible with either a strait vertical or horizontal filter position.
I used to like the 944 Porsches when they came out along with the 911 carrera just remembered the cornering was so good
Glad you were safe, better to have an issue on the ground, than in the air.
Torque stripe is a indicator that the bolt/housing has rotated. General Aviation needs to be looked at all the way around and make items more user friendly and the manufacturing processes monitored better.
Pilot and A&P for 26 years. A&P commercially, about 3 in General Aviation. Love the channel and videos.
The real question is not "why did this copy not have an AD from the start" but "why was the design not improved and why did the manufacturer not put out an AD themselves when this copy was released". Remember the reason aviation parts are so expensive is because they have that checkmark saying the part complies with all regulations and best practices and the manufacturer can reasonably assure the part isn't faulty.
Lucky! Glad it worked out for ya! Everyone is safe, and an easy repair 💥💯
I’ve got a 62 210B with the oil screen still. No intention on adding a filter. I’ll just do more frequent changes.
Glad you guys solved that one on the ground.
There are a lot of factors, but since it was pumping oil overboard, IF (big IF) they were flying and noticed the Oil Pressure dropping out as soon as it happened, they have 3-5 minutes until they have no oil pressure, and perhaps about 15 minutes of total flying time before the engine seized. Based on previous total oil failures, engines seizing in as little as 3 minutes, and as long as 30 minutes.
In Texas, if you are at 5000ft, you are in gliding distance to an airport, so you can chop the power and glide to an airport. In Arizona, perhaps not, so then you then try to drag out flying to get to an airport and possibly damage the engine, but probably not going to seize on you.
Recently, I had my Oil Pressure drop from the normal 50-60psi to 17psi. Oil temp was normal as was all cylinder temps. We immediately used our power and energy to climb to 5000 ft in case we lost the engine (about 4 minutes of climb) and were within gliding distance to Georgetown Airport, so chopped the power and landed there.
During that time, the Oil Pressure remained at 17 psi, so we were getting oil flow, just dangerously low.
Upon landing at Georgetown airport, we noticed that we still had 7 quarts and no oil present on the aircraft. We let the engine cool down for the oil to thicken up as we suspected some debris in the oil holding the high pressure bypass open and that once the oil cooled down, it would flush out.
Starting the engine about 30 minutes later, the Oil Pressure was running at around 22 psi (alarm is set for 20 psi). So I took off and hopped over to my home airport 2 minute flight away (Private Grass runway) which by the time I was airbourne, the OP was dropping back to 12-17 psi.
A couple of weeks later, I hopped it over to Taylor Airport, about 5 minutes away, in which the OP was again 15-17.
A month later, Taylor Aviation Services were able to get to it and cleaned the Thermatron, Oil Pressure Relief / Pressure Set valve, started it up and no problem found.
We have flow it a dozen times now and the OP runs from 55-65 as it should, so we guess it was some debris holding open a bypass valve, keeping the pressure from building up.
Safety first. Nice catch Jay. It could have been tragic.
The real question is why did the engine stop? Were the bearings damaged in the process? You need to do a thorough post-event engine inspection, not just a fix for the leak. By cat measure, you have 8 lives left. Spend them wisely, i.e. no single engine night flying over mountains. Remember, there are old pilots, and bold pilots, but no old bold pilots.
very well said!!
Glad everyone is safe and it didn’t happen in the mountains at night. Keep the videos coming!
The orginal STC oil filter adaptor was prone to leakage for several years.
That's why I never fly a single engine aircraft at night with a heavy load over mountains, lucky!
'Air-cooled' pre-1997 911's is a bit of a misnomer. The engines have a dry-sump system, with shallow sumps on the engines and most of the oil in a seperate tank, along with an oil cooler. My little 2.2L 911S engine had an oil capacity of 8 litres from memory. Along with the finned cylinders of course. 🙂
About 1978, we had a P210 mostly used on a US Mail contract. It was time to get the turbo serviced, so that was done, but the act of inspecting broke it. I guess. We flew off from, PDX to Sunriver, with 3 dudes + 3 GFs for a white tablecloth lunch - one hour each way. Halfway home flying at FL 21, the turbo failed. All we knew till we landed was a thump and the cabin started filling with oily smoke. We could see out the back windows that we were leaving an oil slick in the sky. We were over nothing but lakes and national forests, absolutely no airfields nor place for a polite emergency landing. Fortunately the engine kept turning and we made it back to PDX. Not a drop of oil on the dipstick. No damage to the engine. New turbo solved it. The issue involved oil, but I don't think it had to do with the filter/adapter.
The AD on them is to replace the fiber gasket with a crush gasket on the engine side. I have seen two aircraft engines fail because of the fiber gaskets failing.
So sorry that this happened. Be safe out there !
Same thing happened with my O470G in my 57 Bonanza. Gasket tore after some maintenance and dumped 5 qts in 20 min. on the test flight. Luckily we were close to the airport and landed. We addressed the AD and now I check the alignment of the adapter about every 3 hours to make sure it hasn't moved.
That is a beautiful car and I’m not a car guy. God really blessed you guys. I’m glad it happened when and where it did. There is an AD on some of the oil filter adapters.
Fly safe stay safe be safe glad you on the ground for this in one piece crack on good luck
I Love the 914’s. Nearly had one back in the 80’s but ended up with a 68 Chevelle instead.
Guys, I have the same adapter on my IO470 in a Beech Debonair. You absolutely have to go further than just the washer changes. As some of the other commenters said, the design of the adapter is such that the filter is placed some distance from the case, and engine vibration will loosen the assembly, even if torqued properly. It is important to safety wire the body of the adapter back to the case, in a manner that pulls the adapter tight. This is in addition to wiring the filter tight as normal. Then torque seal it and inspect every flight for movement. Once we got the safety wire technique right, it hasn’t budged since.
Depends on the oil, how hard the engine is running; Even if the engine doesn't self destruct, little or no oil is 100x or more the wear & tear.
Night, Mountains, IFR...pick one.
Hopefully the last tech to do the annual didn't just pencil whip that AD... I work on Cessnas every day, and used to see a lot of dry, cracked, and extruded fiber gaskets down in Southern AZ. I got into the habit of torque striping pretty much everything when doing engine work. Glad to see you guys are okay and what happened happened when it did!
I have the stc oil adapter on my bonanza. Copper gasket is the problem, 2 dollar part
What? Only 1.5 quarts low and the engines quits from lack of oil? Oil pressure indicator shows zero pressure is very bad. That is not right. Oil analysis or engine tear down. What ever you do don't sell the plane that way. Put a couple hundred hours on it and see the oil particle fines.
After you last topped up the oil did you replace the oil cap - or leave it resting on the battery or some other surface. Inside the main filler tube there is a narrow "return" tube on some Cessnas which squirts oil upwards and all over the place if the cap is not replaced.
It is merely taking a paint pen and writing across where the two parts of the filter housing meet, that weigh if it moves you can see it.
If you get into the habit of putting a paint mark. It will be far easier to see when the torque specification has changed safety wire does not necessarily maintain torque. You have to look at the safety wire and the paint line. A wax substance on an aircraft engine will quickly melt and go away. The other thing you can do is get temperature sensitive paint and paint it on certain aspects of the engine that are only supposed to get to a certain temperature. That way if you see it become discolored, you know there's a problem.
Fun fact, someone ran a D16y8 (turbocharged) Honda civic engine. Pushing 650wheel. With no oil in the engine spraying NOS doing a burnout. And they couldn’t kill it. It was knocking like hell in the end but she never gave up..
Experimental plane idea? Turbo d16y8
Keep us posted, very curious to see what it was. Keep the blue side up, boyz! 🤙🏽
I think a thorough inspector w/experience would have warned you about that adapter being a potential danger item. I guess the vibration is hard on the adapter gaskets. Would be better to have a factory designed-in spin on oil filter mount for that engine. It scares me and I'm not even flying.
I think the general public would be shocked to know how safety in the whole general aviation field is not so much better than in the Wright Brother years. I am probably overblowing it by liking it to flipping a coin, but that is the point, we still have some way to go to say we feel safe in these planes.
Had this happen on a beech debonair a few years back. Oil filter adapter came loose and lost all engine oil. Busted a hole in the crack case. Not a normal customer but made a successful emergency landing in a bean field in Missouri.
Had another V tail bonanza come in for an oil change that we don’t normally work on. Went to pull the filter and you could take the oil filter adapter off by hand. Told the owner and now he only brings his plane here for us.
Always check those adapters. Cessna oil adapters or not. Check them.
Wow seems like a more common issue that I realized!
If I might suggest. Having some crushable copper gaskets made for both ends of that oil filter adapter, and having some radial etchings machine into the surfaces, you can functionally make that oil filter adapter a permanent fixture. Using consumable gasket on that application I find troubling. A crushable zinc or especially a copper gasket, somewhat akin to a banjo bolt is how it's designed, you should be using copper seals on both ends of that oil filter adapter. It might be an update you can work on and actually make money on, I do expect my cut!
Good video. Sometimes my old car would lose oil but if was normal. Mazda RX-8.
Whew….. nice mustache you got going ;) and yes…. The 310 has similar adapters that need to be checked every preflight.
In terms of time between no oil pressure and engine going bang.... I really don't think there is one answer to this. I think the real answer is it depends. It's going to vary from engine to engine, how hard you're running the engine will have an effect too, it'll likely last a lot longer at idle than at takeoff power for example. There's various factors that will effect the actual length of time, but essentially, nowhere near as long as the owner of the engine would like.
These kids keep buying old planes sight unseen. It’s just been a matter of time before something happens. Hopefully they learn from this before something bad actually happens. There’s a reason why the sellers are willing to sell these for way less than market value. It’s one thing finding a deal. What they’re doing isn’t finding a deal though and it’s a miracle it’s mostly just affected only their bank accounts so far. If money is an issue then you should sell your other planes and spend a little more on just one plane that is more reliable and safer.
Don’t ever fly a new plane at night. 1 minute that engine would have blown up. There’s an AD on oil kit.
Looks like you guys have gotten plenty of pilot buddies. Maybe you need to befriend a good A&P who can go with you on these adventures?
Underrated comment right here.^^^
Nice that the heat sealed your trip before finding this out. I'd count it as a miracle, myself. Gotta count them!
I spun a bearing in a car at wide open throttle and the oil light was only on for about 2 seconds. I didn't know I was low on oil but when I stomped on it the little oil in the pan shifted away from the pickup. What I'm trying to say is it didn't take long for no oil pressure to ruin the engine. But it was full load so it's hard to say what would happen in that engine at cruise.
As for all the ferraris, was never impressed by them. The 914 is a really cool quick and fast version of the Karmann Ghia LOL. The Mercedes 220, the last time I saw one of those it was actually owned by the monarch of Siam. And it was in the country to have the transmission rebuilt, over here just outside of Northeast Detroit. It was due to be shipped back in several months after he figured out how to completely rebuild the transmission with modern parts. I believe it was a 1954 model. But that particular Benz was the one and only that Mercedes ever built.
Pew 🤯, Glad you all are ok. Scary.
You're not idiots, you're tempting fate. C'mon guys, you are way too smart to be rolling weighted dice! I hope Dan Gryder never gets within earshot of y'all.
only time I will fly single-engine piston aircraft is when my other engine has shut down! LOL had enough twin shutdowns that I would never risk flying single-engine piston.
I like the idea of using "Cross check torque seal" over connections, like the oil filter adaptor that you just described.
Also
* Prop hub bolts
* engine accessories subject to vibration, mags or electronic ignition.
* nut and threads of engine mounts
This would be a part of pre flight engine check.
🔩🌺
You do you but just know, everytime you put a pilot in an aircraft that hasn’t been pre-purchase inspected you’re putting their life at risk. There was a P51 mustang replica sold here at my airport and the buyer didn’t elect to do a pre-buy. The next morning the test pilot he hired fatally crashed when the elevator cable binded and broke. Even a short 2hr prebuy can save your pilots life
an engine blowing up because of oil pressure depends a lot on how much pressure is under at the moment, if it loses oil pressure at full throttle it will probably blow up instantly or in seconds, i once made it 5min with no oil pressure and almost no throttle. it is a gamble for sure.
very lucky not to have been the next NTSB investigation.........glad you're safe
Strange issue with my c150 with the spin on oil filter adapter.
After install hot starts (full oil temp) it takes about 45 seconds for oil pressure to read on the gauge.
I since switched back to the screen. And oil pressure is instant on hot starts. It’s strange but from my understanding I’m loosing oil prime and with the filter it just adds onto that time it takes to reach the gauge. Oil filters on nice but I fly less than 50 hours a year on the 150 so it’s not necessary for me to have it.
Single engine stay over I-10 between Phoenix and El Paso. Dry lake bed several airports and a few abandoned WWII military airstrips. Also not a lot of altitude is needed.
When I was 18 years old, back in 1966 my military flight instructor told me if you lose all your engine oil you have just about enough time to bend over and kiss your as* goodby. Luckly the only time I lost oil pressure was in a 4 engine jet (DC-8).Well over 20,000 with a lot of good A&Ps in my past.
Great Channel Luv the content will say you have to Mitigate all risk that you can in GA flying. NIGHT over Mountains in a old 210 was not the way to keep making videos..Lucky for all that it barely worked out. Ied say put Dan Gryder's Sunday night recap on your to do list..lol Can't wait to see the out come on this . Be safer and use better aeronautical decisions on your next flight . I would like to continue to see your post and not on Dans Sunday night recap😮
I have no problem with a sight unseen purchase. I am in the process of one right now. Buying without a prebuy inspection performed by an A&P who is experienced in type? Yeah NOPE.
And no, I don't think you are overstating the severity of this incident at all. Catastrophic engine failure sadly kills a few people every month. When that last little bit of engine oil covers the windscreen it makes for a really bad day.
If you lose oil pressure the hydraulic lifters stop functioning properly. The "sputtering is the symptom of lifters that are not lifting anymore. It can damage you camshaft, th elifters and the valves, possibly even the valve seats. In a car you can just pull over anywhere. In a plane in trouble you wanna take all the help the engine can give you to[rovide time and altitude to find th ebest place to land
That Mercedes Benz is so beautiful. You guys need to build another hanger
I had to install the new oil adapter and new gaskets on my 1960 Cessna 172, no oil leaks so far.
amazing mister