Number one rule. Never think of tap tap tapping anything around a fuel tank or expose fuel fumes. Only attempt this with plastic mallet or brass items. Never use any steel of static creating materials to do any tapping. You could be tapping out. Permanently. Lol lol. No sparks !!!
The lesson I take from this is, especially for people you fly with often (who are familiar with what "normal" is), include as a part of your pre-takeoff briefing that they can call "abort" if they see something clearly wrong. You can worry about what it is after you stop, but if you have a single word that signifies something is wrong and you don't have to try to parse what they're saying while concentrating on your roll. If you need more info, and have time to ask, you can always follow up with "what's wrong?"
I did my initial flight training with a fellow named Jack Coates in the early 1970s. Jack had a small airfield just west of Oberlin, Ohio where I was a student at the time. Jack had flown DC-3s (not as a military pilot) across the Atlantic during WWII. He was an amazing pilot and a great, patient instructor. The airfield was a cinder runway; 2000’ long and 12’ wide. N-S orientation with a row of trees on the south end and an active quarry just on the other side of them. The north end was very close to a road and there were power poles and lines across that end of the runway. The runway had a shallow drainage ditch that cut across it at roughly the mid-point of its length. The east side of the property was clear of any tall growth but the west boundary had tall trees on its northern half, and wind from the west was the most normal in this part of northern Ohio. This was a tough landing strip to learn how to land a plane, even something as small and agile as a Cessna 150, and part of that was definitely having a clear idea of what I was going to do if we encountered a problem on takeoff.
As part of my passenger briefing I mention that during takeoff, landing and some other phases of flight I may be particularly busy and not have time to talk but if there's something they deem urgent to pull on my sleeve and I guarantee they will have my attention. Her actions were perfect, physically touching him get his attention and stating the problem succinctly.
@@bando404 Decoded she said: “Matthew, I need your attention regarding a gas cap, not pretty fireworks (her words in the following episode). It may not be the “Abort” call some learned in flight school, but she was effective without drama.
I'm not a pilot, but my first thought is that the pilot in control cannot outsource the decision making to anyone who happens to shout "Abort!"... The pilot in charge needs to know what is going on and then make their own decision based on all factors.
So, Matt, the takeaway I get from this video is, Good CRM on takeoff, You need to carry a few more tools because a tow bar is generally not part of a fix it kit "LOL", and when an airplane is running rough at any point in time, DO NOT PASS a perfectly good runway!! All in all, good decision making, but don't ever let GET THERE ITUS get in the way of safety!! Keep flying safe and keep producing these wonderful videos for us to watch!!
Yet another great video Matt! Just so you know, I took a lot of time off from my dream of flying, but watching all your videos ignited that dream and I’m now back at it! Thanks for being such an inspiration!
I don't want to impose my opinion. But, as a repair engineer I can tell you that this is not the way of handling things. The second time the cap went off you are supposed to ask manufacturer or trained technician for advice and it can not be a passanger. Any time I had a doubt about the repair it was a no go. Here there was not even a repair. Also your radio seems not to be OK. If they don't understand you at the airport? Usually accidents happen when there is a combination of multiple problems like this that come together on a bad day. Aerospace safety is about stopping every problem, every day. Not accumulate them. Be safe.
@@joecritch143, first we don't know what happened exactly. It is up to the manufacturer to decide if this can be considered as working. Suppose one day an other pilot is flying this airplane and lands on grass. Flat wheel. Aircraft tips over gently on slope but the fuel gets out and a little fire starts? How sorry you are for a small incident, it takes big proportions because of multiple failures. To be forgiving is good for a pastor (with all respect) not for some one that calls himself a pilot. Is a person that takes responsibility for the crew. Talking to crew about aircraft safety in captain position gives you so unfair in discussion. Who will tell the captain you are wrong ?
Concur with Reza.. I've worked 20 years in aerospace, 15 in MRO. Bodging is not the way. How do you know the retainer isn't damaged? How do you know the retainer was rotated to the correct position? Will your tap tap tapping cause damage to the retainer that you don't notice in the dark? Why did it come off in the first place? Safety in aerospace is all about the attitude you take - "getting the job done" (a.k.a complacency) leads to compounding issues, and disaster. OP was at a fully serviced airport and no doubt a phone call in the morning would have provided a safe method of repair. OP got lucky.
@@thingsbeensaidanddone.2378 I agree i’m sitting here like a student pilot but I know that even after once I wouldn’t try it again, I would just take a slice of humble pie and secure the plane until I can get a mechanic to look at it. It’s really not a matter of “Oh it worked” it’s a matter of it may not work and you keep going and boom your out fuel and there’s a fuel imbalance and then you’re a statistic because you kept going
Both aircraft would have likely been 20 minutes of troubleshooting and repair for an A&P. Likely would have been better to just get a Hotel room after the second time the cap popped off. There was likely a part 145 maintenance facility at the first airport that could have very quickly, safely, easily, and cheaply repaired both issues. An aerospace engineer is not a mechanic, and it sounds like your friend knows that. Sounds like Owen needs a new oil filler cap and/or PCV lines/valves. I would have also inspected induction, ignition, and fuel systems for clogging, gunk, fouling, wear and damage. Sounds like 367HP needs a new fuel tank filler neck gasket, wing-tank cap retainer, and O-ring. The biggest threat to the air-frame isn't loss of fuel when the cap pops off. Ever seen what happens at 6,000-65,000' MSL when a fuel tank loses positive pressure at 164KTAS? Fuel tanks have a tendency to collapse under their own induced vacuum pressure. Bye bye wing. Hello in-flight fire while spinning. Not a good way to die. I suggest having a qualified mechanic inspect your aircraft before you do something like this again if you value your life. May not seem like a big deal. It is. Love, A mechanic.
@@mattguthmiller bladder tanks are still susceptible to failure from pressure differentials between the bladder, the wing cavity, and the low pressure air flowing over the upper wing surface. A tame scenario will see you out of fuel and imbalanced on one wing as fuel is drawn from the filler hole. The low pressure can still forcefully draw fuel from the bladder at a rate beyond what the airframe can handle. This change can overcome the vent pressure of the wing cavity and cause dangerous airframe damage as the volume of the bladder rapidly changes and exerts negative pressure on the inner wing cavity surfaces. While still not as dangerous as a failed wet wing or interior wing tank cap or vent, it still presents unnecessary hazards that can be avoided with a simple inspection and minor repair. Another thing you should keep in mind: bladder tanks tend to fail from the top and downward. If your cap, seal, retention ring, or O-rings are failing then it's probably time for maintenance on that tank. Potentially even repairs or replacement.
@@mattguthmiller heya matt happy belated new year from the woman who on her prev channels has defended you as i am a big sis n terribly protective ❤ Matt,still so proud of you for the globe trot flight and obtaining a dc-3 second in command certification -well done matt Now, matt, perhaps it's time to marry rachel. Blue skies n calm winds n safe flights Hugs from ireland
Of course I don't know the details of your misson plans, but did you think about just calling it a night at Idaho Falls? Or did you have rooms and cars etc. at Driggs? 100% couch piloting here, but it seems there was a good bit of "get-there-itis" in this one.
Dude, that plane has a gremlin or something. Reminds me of my friend and I flying a 210 back from Utah and the damn thing lost all electrical. We limped the plane in with only the radio barely working. And had to hand crank the gear down, not knowing if it was locked. That was super fun.
Whacking metal with metal in the filler neck sounds like an explosion waiting to happen. Won't happen easily if it's aluminium, but steel on steel is risky.
It's a bad design,. having two aluminum rings, one static (part of the wing) and the other only clipped in, without a seal. It has worked for ever though, so nobody cares.
@@edkramer5592 is it an adaptor for a smaller gascap than original or some sort of ventilation for the tank to not implode it when fuel is used? Otherwise it seemed over complicated!
I would assume the cap retainer ring is aluminum. That being said, It could still spark under the right conditions, and there's sure to be a lot of fuel vapor coming out of the hole. The better option would be to used some wood or plastic as a punch to bang that around so it locks.
@@kimberlywentworth9160 you realise it was not Matt's that was playing up? The little cough on startup is perfectly acceptable, these are injected engines which were warm, probably just some vapor lock.....
I flew an Aviat Husky out of Idaho Falls for my mountain flying training. Met Richard Petty in the restroom. Nice guy. He was leaving in his twin to go back to NC. Scary flying out there for us flatlanders. Beautiful though. I have had almost every type of aircraft failure there is so I know their pain.
I would not remotely consider hitting metal on metal anywhere near an open fuel tank. One little spark could sure ruin your day! Glad they figured out the problem and fixed it with no incident.
The fuel nozzle and the opening where the gas cap attaches to the retainer is aluminum and is basically spark resistant. The retainer was inadvertently knocked loose with the fuel nozzle.
I believe when the inner ring is rotated under the flange of the tank the lever on the cap applies tension to the flange and holds it in place. So there is no repair necessary just make sure that inner flange is rotated fully underneath the lip of the tank. IMHO
I had something similar happen. IFR departure Torrance to San Diego. S35 right cap siphoning gas off of a full tank. Semi terrified passenger points it out. I see it and continue on. Albeit the cap didn’t come off.
a couple of years ago , I asked you about managing mechanical problems and you replied that you didn't have issues. Managing problems is a part of piloting and you just never know when they are going to happen. Fly Conservatively and be careful...
Massive props to who I believe is your girlfriend? We are all human. You've achieved some amazing stuff in your life, also props to you for posting this, some people more bothered with pride rather than safety would not.
Please watch the video of him filling up. He appears to create a lever using his forearm. Is this SOP to keep the handle steady? The whole pumping system seems more suited to a side entry inlet such as a vehicle, not a top fill tank. Could a valve funnel be used?
I have to say that’s as a/p, the decision making of hammering fuel tank full of fuel with a “metal object” scare the crap out of me. As a student pilot the decision to keep flying at night with a engine issue after takeoff could have ended badly.
I think I now understand why thre are so many private aircraft accidents in the USA. Here in Australia the aircraft would have been gounded even for just that fuel cap issue, let alone engine problems. They are both mandatory CASA reportable incidents.
Interesting contention. I suspect there may be accidents in the U.S., but what is total number of flights as well? I suspect GA is much more active in the states. We need to compare number of accidents versus number of flights in each country.
I do agree. Trolling around at night time after 2 aborted takeoffs just seems to sing a bit too much get-there-itis. Whislt we have no FDT limits on PPL in Aust. flying all day and going for this long with the mental toll of 2 RTO just seems like too many Threats on flight safety imo
@@linuxninja Especially a failure of any part of the fuel system (even just the cap) and especially at night time. The Bonanza may have L/R fuel selector valves but why take the unnecassary risk, especially with another aircraft close by and at night time
In the US we place greater value on freedom versus safety. It doesn't always work out well, but the beauty of the system, is that it's our choice. I would have handled this situation differently than Matt.
@@Chris11249 Depends on what you define as freedom. Freedom for us includes freedom from the expense of expensive medical care, freedom from gun crime, freedom from the risk of dictatorship, freedom from poverty whilst unemployed or in retirement. We want government in our lives to provide safety nets and protection from unscrupulous corporations, and a minimum wage of $25ph. 92% of us turn out to vote to hold government accountable.
@@jeffhiner I'm not a pilot, just someone who enjoys these videos. However, you'd think the plane would be able to know if there is an air leak in the fuel system, kinda like how it is on cars. The irony about that feature being on cars is that it's not even a life or death feature, it's just there for emissions and such.
A few years ago (a year ago? I don't even know any more) I dropped the tip of my fuel tester into the gas tank of my Arrow. I had still been using the pencil-style tester from my student pilot days and it had become quite worn and just fell off when I poured the fuel I was testing back into the tank (yea, I know, bad habit, I learned many lessons that day). My pilot friend came up with an impressive tool made out of zip ties and his leatherman to fish it out. Took about 10 minutes and I was on my way. I ordered a GATS fuel jar from Sportys as soon as I got the plane to the hangar.
We were advertising in Trade-A-Plane. My job, along with ship and receive and shelf stocking, was the Rodac air tool repair station. We also supplied many others, Black & Decker, Rockwell, and Chicago Pneumatic air tools.
How did (you) afford a A36? I bought a B35 at 23yro but I was already out of College with three Engineering degrees. Just wondering, nice videos. I've had many failures at night in my ancient 50' B35, surprised your A36 has problems.
Serious case of "Get home-itis" creeping into the gang there. I'd have called it s night at Idaho Falls, slept on it, and then tackled everything the next day fully refreshed. Great videos though. 👍
The wing creates a vacuum, a low pressure area above the wing. The pressure in the gasoline tank presses into this vacuum of pressure above the surface of the wing......the cap comes up out of the fixture. This locking mechanism is not functioning as it should !
I don't think this is the case. An A36 should have two vents per fuel bladder and a check valve to prevent pressurizing of the bladder. The tank should be no more pressurized than it was when last filled, plus with the event happening both times on the ground air pressure outside is going to be roughly the same. The more likely cause is the opening and closing of the cap repeatedly caused the retaining ring to dislodge itself. These caps appear to be different than the rubber compression caps that often degrade due to age, and not duty cycles like the metal friction caps here.
I was wondering if that would get brought up. A lot of people leapt to the easy conclusion. It takes integrity to come back and say hmm, maybe it wasn’t so simple.
I did a fair amount of single engine night flight in my youth but it's not really a good idea, particularly in the mountains in complex airplanes. Seems like a lot of Cirrus have used their chutes lately also.
He is a motivational speaker. When he was young(er), he developed a software work-around that allowed iPhone users in the U.S. more choices in cell phone providers. The company he started apparently sold for a significant amount of money. en.wikipedia.org/wiki/Matt_Guthmiller
I love the adventures by these children, but as soon as I heard "wack" on it with the fuel nozzle, I know they shouldn't touch any portion of this aircraft without an A&P to either do the repair or guide them through it. The MIT Engineer was right, "he isn't a mechanic!" Next time speed tape that cap down until you can find a certified mechanic to fix it. All those fuel vapors coming from that tank could've been a catastrophe in short order.
Good question. I doubt it, no modifications were made and it was a very simple repair that didn't remove any cowlings, panels, etc. Might have been good to have an A&P take a look though if there was one on the field.
Since they did not consult a mechanic then there is nothing to sign off on unless he dies a write up in the aircraft forms upon completion of the trip to have a mechanic check the right fuel cap, did not lock x2. If a write up such as that is in the forms then yes, an A&P will have to sign off as what was done to fix it. Some write ups will instantly ground the aircraft while other write ups can remain open and the aircraft flown per pilots discretion
To actually answer your question, yes this isn't a pilot repair. Fuel tanks need special care and need to be repaired in accordance with manufacturer procedures.
Matt, I love your adventures all over the world. You are a very conscientious pilot. You do take a bit of unnecessary risk flying over mountains at night in a single but you are young and fearless, so I understand. When you were talking to the tower controller he asked for a repeat four times because he could not understand your voice. I kinda agree. When you want to be understood, speak clearly and even a bit louder. You have a tendency to speak with low volume. When you announce your intentions at an uncontrolled field, the name of the field gets very subdued. I hear that a lot and it kinda wastes the whole intent of the announcement if location is not understood. Sorry for the picky picky comments. Keep the great content coming, we all look forward to a new video from you.
A good comment. This 'fashionable' low gravel voice is easily lost in the ambient noise. The controller should NEVER had to ask another 3 times. Imagine if Rachel had announced the problem in that tone and volume.. Still a fan of yourself and, of course, Rachel. :-)
@@nmnmnm35 I would think John was "relaxed". His point remains, a croaky voice, far too low at a time when clear diction at a reasonable volume is required.
Some of the details are lost in editing so I'll go from what I know in this video. First, if the "oil cap was off" you'd know at run up cycling the prop. (I had this happen a few weeks ago and heard a clunk due to air blown through cowling knocking the cap on the chain around)) Also, only time my engine "backfired" was when it was REALLY lean at start-up. Enrichening stopped that. Did Owen not lean out at cruise? Editing makes it seem like he skirted the question which leaves me to believe he didn't. Not sure if your engines are io or not, carb icing is the first thing to look at along with cylinder temps. I hope there's no metal in the filter, that costs about 35k. I'm sure you guys have it figured out by now. ;) Great editing, love your videos. I grew up in all of those places you're flying, soooo cool. (Hailey, Mackay, IF.) Weird Bonanza didn't have a simple pin to hold the fuel ring in place.... I'm looking forward to your next edit.
Bad case of "gethereitus". Bang on the retaining ring with a fuel nozzle? Really? They shouldn't be trying to MacGyver it. RON, have a nice dinner and hotel stay and get an A&P to fix it in the morning.
Amen. My late Dad flew Dragonflys to DC-10s in his career and taught us as well. He would have RON in an instant and had it looked at in the daylight. I can hear him now: "Big problems are born from not addressing little ones." One of his favorites regarding night hops, especially in questionable weather: "There isn't anywhere you can go at night that won't be there in the morning."
Seen too many awful videos of fuel tank gases burning because of a cell phone ringing when they are placed near it. Not sure if it still a thing with smartphones, but I wouldn't like to try it myself. Bonanza Bro's flashlight, maybe?
He probably went home, logged onto liveATC and to this day is still listening to those 30 seconds of transmission from 367HP trying to decipher what Matt was saying 😂
What complacency happened here? As a pilot I’m not always big on aviation things I see on UA-cam, but this was a great example of CRM and prudent ADM all around.
@@smjj08 Still don’t understand what you’re trying to get at here... He didn’t forget to latch the cap, the retaining ring failed. If you’re trying to make a general point about complacency, don’t know why you’re trying to focus it here on Matt...
Excellent ADM. That said, look very mindfully into what constitutes legal maintenance per part 43, especially as it pertains to what you post into the public domain; a very scrupulous inspector may take issue with how that all went down. My pedantic couple cents - fly safely otherwise, and happy holidays to you and yours.
Luckily you had another of the exact same mechanism to compare with. Not that your aerospace friend isn’t smarter than most but being I fuel planes 20 times or more a day at a busy fbo that fuel coupling plate jiggling around when you opened it up the second time was a dead give away what was going on. That actually could have made for a very bad outcome if your girl didn’t notice that.
HALEY TOWER: N367HP, CLEARED FOR TAKE OFF
N367HP: CLEARED FOR TAKE OFF
FUEL CAP: CLEARED FOR TAKE OFF
Number one rule. Never think of tap tap tapping anything around a fuel tank or expose fuel fumes. Only attempt this with plastic mallet or brass items. Never use any steel of static creating materials to do any tapping.
You could be tapping out. Permanently. Lol lol. No sparks !!!
Mobile phones as torches probably not a great idea either!
@@dungareesareforfools
Better than candles, to be honest.
I was going to say a spot weld might hold it. :-O
Now that's a solid co-pilot.
The lesson I take from this is, especially for people you fly with often (who are familiar with what "normal" is), include as a part of your pre-takeoff briefing that they can call "abort" if they see something clearly wrong. You can worry about what it is after you stop, but if you have a single word that signifies something is wrong and you don't have to try to parse what they're saying while concentrating on your roll. If you need more info, and have time to ask, you can always follow up with "what's wrong?"
I did my initial flight training with a fellow named Jack Coates in the early 1970s. Jack had a small airfield just west of Oberlin, Ohio where I was a student at the time. Jack had flown DC-3s (not as a military pilot) across the Atlantic during WWII. He was an amazing pilot and a great, patient instructor. The airfield was a cinder runway; 2000’ long and 12’ wide. N-S orientation with a row of trees on the south end and an active quarry just on the other side of them. The north end was very close to a road and there were power poles and lines across that end of the runway. The runway had a shallow drainage ditch that cut across it at roughly the mid-point of its length. The east side of the property was clear of any tall growth but the west boundary had tall trees on its northern half, and wind from the west was the most normal in this part of northern Ohio. This was a tough landing strip to learn how to land a plane, even something as small and agile as a Cessna 150, and part of that was definitely having a clear idea of what I was going to do if we encountered a problem on takeoff.
As part of my passenger briefing I mention that during takeoff, landing and some other phases of flight I may be particularly busy and not have time to talk but if there's something they deem urgent to pull on my sleeve and I guarantee they will have my attention. Her actions were perfect, physically touching him get his attention and stating the problem succinctly.
@@geoffeg What is she saying?
@@bando404 Decoded she said: “Matthew, I need your attention regarding a gas cap, not pretty fireworks (her words in the following episode). It may not be the “Abort” call some learned in flight school, but she was effective without drama.
I'm not a pilot, but my first thought is that the pilot in control cannot outsource the decision making to anyone who happens to shout "Abort!"... The pilot in charge needs to know what is going on and then make their own decision based on all factors.
So, Matt, the takeaway I get from this video is, Good CRM on takeoff, You need to carry a few more tools because a tow bar is generally not part of a fix it kit "LOL", and when an airplane is running rough at any point in time, DO NOT PASS a perfectly good runway!! All in all, good decision making, but don't ever let GET THERE ITUS get in the way of safety!! Keep flying safe and keep producing these wonderful videos for us to watch!!
👍 to her. Good observation, she will also be a good pilot. I think you should get it checked or replace the whole tank cover. Fly safe bro
Great crew member. The eye for detail that the ladies have is not to be taken for granted.
@@SVSky Yeah, I agreed with you💯. Ladies are always fantastic with that but we always take that for granted. What a complicated world
Non-Sparking Tools... Aluminum, brass, copper, no sparks allowed in a fuel system.
Yet another great video Matt! Just so you know, I took a lot of time off from my dream of flying, but watching all your videos ignited that dream and I’m now back at it! Thanks for being such an inspiration!
I don't want to impose my opinion. But, as a repair engineer I can tell you that this is not the way of handling things. The second time the cap went off you are supposed to ask manufacturer or trained technician for advice and it can not be a passanger. Any time I had a doubt about the repair it was a no go. Here there was not even a repair. Also your radio seems not to be OK. If they don't understand you at the airport? Usually accidents happen when there is a combination of multiple problems like this that come together on a bad day. Aerospace safety is about stopping every problem, every day. Not accumulate them. Be safe.
yah... I was wondering about that as well.. I know that there are exacting specifications with aircraft repair...
He got it to work dude!!
@@joecritch143, first we don't know what happened exactly. It is up to the manufacturer to decide if this can be considered as working. Suppose one day an other pilot is flying this airplane and lands on grass. Flat wheel. Aircraft tips over gently on slope but the fuel gets out and a little fire starts? How sorry you are for a small incident, it takes big proportions because of multiple failures. To be forgiving is good for a pastor (with all respect) not for some one that calls himself a pilot. Is a person that takes responsibility for the crew. Talking to crew about aircraft safety in captain position gives you so unfair in discussion. Who will tell the captain you are wrong ?
Concur with Reza.. I've worked 20 years in aerospace, 15 in MRO. Bodging is not the way. How do you know the retainer isn't damaged? How do you know the retainer was rotated to the correct position? Will your tap tap tapping cause damage to the retainer that you don't notice in the dark? Why did it come off in the first place? Safety in aerospace is all about the attitude you take - "getting the job done" (a.k.a complacency) leads to compounding issues, and disaster. OP was at a fully serviced airport and no doubt a phone call in the morning would have provided a safe method of repair. OP got lucky.
@@thingsbeensaidanddone.2378 I agree i’m sitting here like a student pilot but I know that even after once I wouldn’t try it again, I would just take a slice of humble pie and secure the plane until I can get a mechanic to look at it. It’s really not a matter of “Oh it worked” it’s a matter of it may not work and you keep going and boom your out fuel and there’s a fuel imbalance and then you’re a statistic because you kept going
Both aircraft would have likely been 20 minutes of troubleshooting and repair for an A&P. Likely would have been better to just get a Hotel room after the second time the cap popped off. There was likely a part 145 maintenance facility at the first airport that could have very quickly, safely, easily, and cheaply repaired both issues. An aerospace engineer is not a mechanic, and it sounds like your friend knows that. Sounds like Owen needs a new oil filler cap and/or PCV lines/valves. I would have also inspected induction, ignition, and fuel systems for clogging, gunk, fouling, wear and damage. Sounds like 367HP needs a new fuel tank filler neck gasket, wing-tank cap retainer, and O-ring. The biggest threat to the air-frame isn't loss of fuel when the cap pops off. Ever seen what happens at 6,000-65,000' MSL when a fuel tank loses positive pressure at 164KTAS? Fuel tanks have a tendency to collapse under their own induced vacuum pressure. Bye bye wing. Hello in-flight fire while spinning. Not a good way to die.
I suggest having a qualified mechanic inspect your aircraft before you do something like this again if you value your life. May not seem like a big deal. It is.
Love,
A mechanic.
It’s a bladder tank...
@@mattguthmiller bladder tanks are still susceptible to failure from pressure differentials between the bladder, the wing cavity, and the low pressure air flowing over the upper wing surface. A tame scenario will see you out of fuel and imbalanced on one wing as fuel is drawn from the filler hole. The low pressure can still forcefully draw fuel from the bladder at a rate beyond what the airframe can handle. This change can overcome the vent pressure of the wing cavity and cause dangerous airframe damage as the volume of the bladder rapidly changes and exerts negative pressure on the inner wing cavity surfaces. While still not as dangerous as a failed wet wing or interior wing tank cap or vent, it still presents unnecessary hazards that can be avoided with a simple inspection and minor repair.
Another thing you should keep in mind: bladder tanks tend to fail from the top and downward. If your cap, seal, retention ring, or O-rings are failing then it's probably time for maintenance on that tank. Potentially even repairs or replacement.
None of those things are failing. And people fly places without fuel caps all the time.
Yep, agree.
@@mattguthmiller heya matt happy belated new year from the woman who on her prev channels has defended you as i am a big sis n terribly protective ❤
Matt,still so proud of you for the globe trot flight and obtaining a dc-3 second in command certification -well done matt
Now,
matt, perhaps it's time to marry rachel.
Blue skies n calm winds n safe flights
Hugs from ireland
Crazy things happen, just glad everyone is safe. Live to fly another day 🤟
Of course I don't know the details of your misson plans, but did you think about just calling it a night at Idaho Falls? Or did you have rooms and cars etc. at Driggs? 100% couch piloting here, but it seems there was a good bit of "get-there-itis" in this one.
La dolce vita my friend
I would stay on the ground and sleep in the plane if I could not get a hotel room.
Dude, that plane has a gremlin or something. Reminds me of my friend and I flying a 210 back from Utah and the damn thing lost all electrical. We limped the plane in with only the radio barely working. And had to hand crank the gear down, not knowing if it was locked. That was super fun.
It's all fun and games until she uses your full first name
Matt I am noticing a pattern of you starting to have lots of drama every time you fly, watch out for the swiss cheese.
Not to worry.......clickbait.
That fuel cap really went:
*ight imma head out*
You are everywhere my guy
OMG! MARY HER!!!! WAY TO GO Miss'es Situational Awareness!!!!
I really like your videos. Merry x-mas and always clear skies from Germany!
Great viewing. Almost nice to watch something out of the norm. Happy New Year. Looking forward to your 2021 reports. Stay safe.
Whacking metal with metal in the filler neck sounds like an explosion waiting to happen. Won't happen easily if it's aluminium, but steel on steel is risky.
It's a bad design,. having two aluminum rings, one static (part of the wing) and the other only clipped in, without a seal. It has worked for ever though, so nobody cares.
@@edkramer5592 is it an adaptor for a smaller gascap than original or some sort of ventilation for the tank to not implode it when fuel is used? Otherwise it seemed over complicated!
Really caught my attention when the idea of 'whack it with something metal' Yikes! Good lessons. Another great video. Thanks.
I would assume the cap retainer ring is aluminum. That being said, It could still spark under the right conditions, and there's sure to be a lot of fuel vapor coming out of the hole. The better option would be to used some wood or plastic as a punch to bang that around so it locks.
Came here to see if someone else pointed this out. Lol
A real mechanic like me wouldve put speed tape on the fuel cap put it on MEL and tell you to stop looking at it.....but thats just me lol
How do you have a rough running engine that's not performing and getting worse, while at night, and still NOT want to land?
It sounded rough when he started it up. I would not go up in that plane. Glad they landed safely. That plane needs repaired by FAA. mechanic.
Get-there-itis has a long and storied aircraft and body count.
@@kimberlywentworth9160 you realise it was not Matt's that was playing up?
The little cough on startup is perfectly acceptable, these are injected engines which were warm, probably just some vapor lock.....
N367HP, Haley Tower. Yeah, we've heard that story before. Do you require gaffe tape?
No!? How about some FLEX Tape?
I don't think I would be able to comfortably fly without a roll of speed tape...
There's an STC for that...
Great head work to go to alternate.
I flew an Aviat Husky out of Idaho Falls for my mountain flying training. Met Richard Petty in the restroom. Nice guy. He was leaving in his twin to go back to NC. Scary flying out there for us flatlanders. Beautiful though. I have had almost every type of aircraft failure there is so I know their pain.
The thing that gets me thinking the most is how you got an Airbnb between driggs and Jackson
I believe you need an A&P signoff for that repair. CFI/A&P JOE COVINO Lake Havasu City Arizona.
Only if it is written up
@@1982MCI ALL failures are required to be written up. That's one of the reasons to have a logbook, is to track ANY problems and maintenance.
Your site is great for vicarious living and has served to discourage getting a plane or a license.
I would not remotely consider hitting metal on metal anywhere near an open fuel tank. One little spark could sure ruin your day! Glad they figured out the problem and fixed it with no incident.
The fuel nozzle and the opening where the gas cap attaches to the retainer is aluminum and is basically spark resistant. The retainer was inadvertently knocked loose with the fuel nozzle.
then you would never refuel a small aircraft as you have to do that
“I’m not a mechanic dude!” 💀
exactly
Exactly.
Didn't Matt also go to MIT
"it's a very different show"
I believe when the inner ring is rotated under the flange of the tank the lever on the cap applies tension to the flange and holds it in place. So there is no repair necessary just make sure that inner flange is rotated fully underneath the lip of the tank. IMHO
Funny my wife says these are MIT graduates and they are talking about banging things😂😂 Thanks for sharing Matt.
I had something similar happen. IFR departure Torrance to San Diego. S35 right cap siphoning gas off of a full tank. Semi terrified passenger points it out. I see it and continue on. Albeit the cap didn’t come off.
a couple of years ago , I asked you about managing mechanical problems and you replied that you didn't have issues. Managing problems is a part of piloting and you just never know when they are going to happen. Fly Conservatively and be careful...
Exciting evening, guys... Take care!
Glad it was not super serious. Everything about flying is perilous but leaking fuel is not good. Be safe. Thank you for sharing.
12:38 "I think we're good now" see, you jinxed it!
Massive props to who I believe is your girlfriend? We are all human. You've achieved some amazing stuff in your life, also props to you for posting this, some people more bothered with pride rather than safety would not.
Moral of the story don’t just ram the nozzle into the tanks, you have to work it in snuggly
Yip.
yup
women know these things, too
@@edkramer5592 I see what you did there.
Please watch the video of him filling up. He appears to create a lever using his forearm. Is this SOP to keep the handle steady? The whole pumping system seems more suited to a side entry inlet such as a vehicle, not a top fill tank. Could a valve funnel be used?
I have to say that’s as a/p, the decision making of hammering fuel tank full of fuel with a “metal object” scare the crap out of me.
As a student pilot the decision to keep flying at night with a engine issue after takeoff could have ended badly.
Yep.
Do you mind providing a list of the avionics in your panel? It's quite impressive and we may want to duplicate it in our B36TC
Checklist: Good flashlight to see outside. Small tools, water, food, first aid kit, rain suite to stay dry and protect from wind, and more...
I think I now understand why thre are so many private aircraft accidents in the USA. Here in Australia the aircraft would have been gounded even for just that fuel cap issue, let alone engine problems. They are both mandatory CASA reportable incidents.
Interesting contention. I suspect there may be accidents in the U.S., but what is total number of flights as well? I suspect GA is much more active in the states. We need to compare number of accidents versus number of flights in each country.
I do agree. Trolling around at night time after 2 aborted takeoffs just seems to sing a bit too much get-there-itis. Whislt we have no FDT limits on PPL in Aust. flying all day and going for this long with the mental toll of 2 RTO just seems like too many Threats on flight safety imo
@@linuxninja Especially a failure of any part of the fuel system (even just the cap) and especially at night time. The Bonanza may have L/R fuel selector valves but why take the unnecassary risk, especially with another aircraft close by and at night time
In the US we place greater value on freedom versus safety. It doesn't always work out well, but the beauty of the system, is that it's our choice. I would have handled this situation differently than Matt.
@@Chris11249 Depends on what you define as freedom. Freedom for us includes freedom from the expense of expensive medical care, freedom from gun crime, freedom from the risk of dictatorship, freedom from poverty whilst unemployed or in retirement. We want government in our lives to provide safety nets and protection from unscrupulous corporations, and a minimum wage of $25ph. 92% of us turn out to vote to hold government accountable.
Wow. Massive amount of respect for posting this video and giving everyone a glimpse into your decision making process. Thanks for sharing.
I see a service bulletin in the near future!
That is seriously a terrible design for a safety-critical part.
lol
@@jeffhiner I'm not a pilot, just someone who enjoys these videos. However, you'd think the plane would be able to know if there is an air leak in the fuel system, kinda like how it is on cars. The irony about that feature being on cars is that it's not even a life or death feature, it's just there for emissions and such.
@@oshtheld modern planes probably do but remember this plane is from 1981, at the time cars didn’t have the feature either 👍🏻
A few years ago (a year ago? I don't even know any more) I dropped the tip of my fuel tester into the gas tank of my Arrow. I had still been using the pencil-style tester from my student pilot days and it had become quite worn and just fell off when I poured the fuel I was testing back into the tank (yea, I know, bad habit, I learned many lessons that day). My pilot friend came up with an impressive tool made out of zip ties and his leatherman to fish it out. Took about 10 minutes and I was on my way. I ordered a GATS fuel jar from Sportys as soon as I got the plane to the hangar.
Rachel saved the day!!!!
Duct or gaff tape over the whole cap? Would this been acceptable/ break any rules?
possibly dangerous and spoil the airflow over the wing.
@@mjphillips76 it would not spoil the airflow and in no manner would it be dangerous and yes, it would be acceptable
@@1982MCIloss of proper airflow on one wing has been a contributing factor to many crashes.
@@mjphillips76 people stick go pros on wings and a bit of tape is negligible drag in comparison.
Loving the vids Matt, from the Aberdeen (Scotland) viewer! 👍
@stuart mcnelis hi from ireland och aye laddie!!
I'm not sure your cool pilot voice served you best this time.
We were advertising in Trade-A-Plane. My job, along with ship and receive and shelf stocking, was the Rodac air tool repair station. We also supplied many others, Black & Decker, Rockwell, and Chicago Pneumatic air tools.
How did (you) afford a A36? I bought a B35 at 23yro but I was already out of College with three Engineering degrees. Just wondering, nice videos. I've had many failures at night in my ancient 50' B35, surprised your A36 has problems.
Serious case of "Get home-itis" creeping into the gang there.
I'd have called it s night at Idaho Falls, slept on it, and then tackled everything the next day fully refreshed.
Great videos though. 👍
Perfect reminder to never leave home without your duct tape!
Same thing happened to me with my boat bro. We didn't realized till we stopped to fish :(
Not going to second guess your ADM but from one pilot to another... maaaaaaaaybe consult a mechanic on this stuff. Great videos though!
@chase aviation company i just subbed
Fascinating video 📹. Thanks for sharing Matt. Many wouldn't. I would get your Beechcraft authorised shop to look that cap ring over.
The wing creates a vacuum, a low pressure area above the wing. The pressure in the gasoline tank presses into this vacuum of pressure above the surface of the wing......the cap comes up out of the fixture. This locking mechanism is not functioning as it should !
I don't think this is the case. An A36 should have two vents per fuel bladder and a check valve to prevent pressurizing of the bladder. The tank should be no more pressurized than it was when last filled, plus with the event happening both times on the ground air pressure outside is going to be roughly the same. The more likely cause is the opening and closing of the cap repeatedly caused the retaining ring to dislodge itself. These caps appear to be different than the rubber compression caps that often degrade due to age, and not duty cycles like the metal friction caps here.
Yeah, there’s somethings you might not want to share on UA-cam.
Why not ?
Thats wild, and my apologies. I really thought it was a case of not being secured properly... which happens. Wow!
I was wondering if that would get brought up. A lot of people leapt to the easy conclusion. It takes integrity to come back and say hmm, maybe it wasn’t so simple.
Prayerfully, this matter is fixed and we'll see good old Hotel Papa soon.
"Good enough"? Vibration dictates you fix that 100% the right way, 100%.👍✌
I did a fair amount of single engine night flight in my youth but it's not really a good idea, particularly in the mountains in complex airplanes. Seems like a lot of Cirrus have used their chutes lately also.
Pain in the ass when your trying to get somewhere and dumb shit happens lol
Does anyone know what Matt does for a living to support all his flying? Thats quite the plane...
He is a motivational speaker. When he was young(er), he developed a software work-around that allowed iPhone users in the U.S. more choices in cell phone providers. The company he started apparently sold for a significant amount of money. en.wikipedia.org/wiki/Matt_Guthmiller
Holy advertising space Batman - more commercials than a NFL game.
... and next time bring some 100mph tape
Ya it’s terrible now
you all need to install ublock origin, privacybadger and decentraleyes. zero ads on youtube for me
I love the adventures by these children, but as soon as I heard "wack" on it with the fuel nozzle, I know they shouldn't touch any portion of this aircraft without an A&P to either do the repair or guide them through it. The MIT Engineer was right, "he isn't a mechanic!" Next time speed tape that cap down until you can find a certified mechanic to fix it. All those fuel vapors coming from that tank could've been a catastrophe in short order.
Be careful and safe you all
What about some duct tape over the cap just to be sure. (Non pilot idea, may not be that great.)
They call it 100mph tape!😂
They need to have OBD ports and those BlueDriver OBD scan-tool bluetooth dongles for airplanes.
Nice team work, scary stuff though.
VASAviation has been sporting a lot of Bonanza emergencies, crashes, and pilot mishaps lately.
Question, and I don't actually know the answer here: does the A&P need to sign off on this?
Good question. I doubt it, no modifications were made and it was a very simple repair that didn't remove any cowlings, panels, etc. Might have been good to have an A&P take a look though if there was one on the field.
No, but it is highly advisable . I'd say mandatory
Since they did not consult a mechanic then there is nothing to sign off on unless he dies a write up in the aircraft forms upon completion of the trip to have a mechanic check the right fuel cap, did not lock x2.
If a write up such as that is in the forms then yes, an A&P will have to sign off as what was done to fix it.
Some write ups will instantly ground the aircraft while other write ups can remain open and the aircraft flown per pilots discretion
To actually answer your question, yes this isn't a pilot repair. Fuel tanks need special care and need to be repaired in accordance with manufacturer procedures.
Matt, I love your adventures all over the world. You are a very conscientious pilot. You do take a bit of unnecessary risk flying over mountains at night in a single but you are young and fearless, so I understand. When you were talking to the tower controller he asked for a repeat four times because he could not understand your voice. I kinda agree. When you want to be understood, speak clearly and even a bit louder. You have a tendency to speak with low volume. When you announce your intentions at an uncontrolled field, the name of the field gets very subdued. I hear that a lot and it kinda wastes the whole intent of the announcement if location is not understood. Sorry for the picky picky comments. Keep the great content coming, we all look forward to a new video from you.
A good comment. This 'fashionable' low gravel voice is easily lost in the ambient noise. The controller should NEVER had to ask another 3 times.
Imagine if Rachel had announced the problem in that tone and volume..
Still a fan of yourself and, of course, Rachel. :-)
Damn you are reaching hard. Did you not hear the tower tell him he is breaking up? It was a transmission issue. Relax
@@nmnmnm35 I would think John was "relaxed". His point remains, a croaky voice, far too low at a time when clear diction at a reasonable volume is required.
Merry Christmas to you Matt. Happy Holidays and stay safe. Regards from Karthik, India.
Some of the details are lost in editing so I'll go from what I know in this video. First, if the "oil cap was off" you'd know at run up cycling the prop. (I had this happen a few weeks ago and heard a clunk due to air blown through cowling knocking the cap on the chain around)) Also, only time my engine "backfired" was when it was REALLY lean at start-up. Enrichening stopped that. Did Owen not lean out at cruise? Editing makes it seem like he skirted the question which leaves me to believe he didn't. Not sure if your engines are io or not, carb icing is the first thing to look at along with cylinder temps. I hope there's no metal in the filter, that costs about 35k. I'm sure you guys have it figured out by now. ;) Great editing, love your videos. I grew up in all of those places you're flying, soooo cool. (Hailey, Mackay, IF.) Weird Bonanza didn't have a simple pin to hold the fuel ring in place.... I'm looking forward to your next edit.
Cool. You should fly with Cory Robin
Glad you guys are all OK>
Bad case of "gethereitus". Bang on the retaining ring with a fuel nozzle? Really?
They shouldn't be trying to MacGyver it. RON, have a nice dinner and hotel stay and get an A&P to fix it in the morning.
My thoughts exactly. And never a fan of nighttime single engine flights...especially in the mountains.
Amen. My late Dad flew Dragonflys to DC-10s in his career and taught us as well. He would have RON in an instant and had it looked at in the daylight.
I can hear him now: "Big problems are born from not addressing little ones." One of his favorites regarding night hops, especially in questionable weather:
"There isn't anywhere you can go at night that won't be there in the morning."
Seen too many awful videos of fuel tank gases burning because of a cell phone ringing when they are placed near it. Not sure if it still a thing with smartphones, but I wouldn't like to try it myself. Bonanza Bro's flashlight, maybe?
link?
Do you realize that if you lost that retaining ring mid-air you all would be sleeping the night there waiting for parts to get overnight-ed to you?
@@linuxninja cmon, i dont think that chain is going to do much at the airspeed they're flying.
You are crazy with your celulars using like lamps in the fuel tank!!
Did you make it to Smiley Creek on this trip?
Looks like you need a flashlight or headlamp in the plane 😅
Thank you..........
I cant believe the words "7HP the rescue ship" and that whole conversation just happened. Do you realize the "JYNX" you just put on that Bonanza? lol
Good and interesting drama! Love your ability to stay calm, talk and think through possibilities then make decision and stick to plan. Bravo! 👍🏼✌️
Good eye Rachael
Do you have to take lessons to (a) understand ATC as they speak so fast and (b) learn that cool pilot laid back way of speaking?
Yes and yes
what's going on with the audio at 8:32?
Do you have to notify AAIB of the defect.?
do you think the controller ever figured out it was the gas cap or he just went with it?
He probably went home, logged onto liveATC and to this day is still listening to those 30 seconds of transmission from 367HP trying to decipher what Matt was saying 😂
The amount of ads are absurd. These videos have become unwatchable. I’m at 12 ads with 4 mins left.
-Block'em
Or just install an ad blocker in your browser. The one I use, "uBlock Origin," will remember which sites to unblock.
i haven't seen a single ad
Flying is expensive
If you have an Android, download UA-cam Vanced. It's free and it eliminates all ads on all videos. I love it!!!!
Complacency from flying too much can cause missed items. Glad nothing major happened.
What complacency happened here? As a pilot I’m not always big on aviation things I see on UA-cam, but this was a great example of CRM and prudent ADM all around.
@@zippoc04 not saying he didn’t handle it well, just that things such as latching a cap can be forgotten.
@@smjj08 Still don’t understand what you’re trying to get at here... He didn’t forget to latch the cap, the retaining ring failed. If you’re trying to make a general point about complacency, don’t know why you’re trying to focus it here on Matt...
@@zippoc04 okay, got your point!
“Emergency landing” where is it?
clickbait as usual :).... an unplanned landing at a field you never intended on going to = ???
Excellent ADM. That said, look very mindfully into what constitutes legal maintenance per part 43, especially as it pertains to what you post into the public domain; a very scrupulous inspector may take issue with how that all went down. My pedantic couple cents - fly safely otherwise, and happy holidays to you and yours.
Is it standard practice to hold cell phones directly above an open fuel tank?
Hehehe....noobies. but u got it. Might want to log that lose fuel cap incident in maintenance log. Future reference.
Route of flight? JAC to Idaho Backcountry to Ketchum back to Driggs? Confusing.
Luckily you had another of the exact same mechanism to compare with. Not that your aerospace friend isn’t smarter than most but being I fuel planes 20 times or more a day at a busy fbo that fuel coupling plate jiggling around when you opened it up the second time was a dead give away what was going on. That actually could have made for a very bad outcome if your girl didn’t notice that.
Guysss this is a segment of the last video
Get a look at the engineering drawing. You may have a different cap assembly! You have to pay attention to the engineering.
As all involved here are MIT engineers, I think they’re pretty familiar.