Not sure what happened to my comment earlier, but, while I'm sure you raised perfect children, that is my son and he flies with us a lot. Most of our flights are hours long and making him sit in the back and stare at the back of a seat would only serve to make him hate flying. He's usually up front with me, flying the airplane, except when other people come along that I let fly. Could your 8 year old fly a twin engine airplane across the country IFR? If not, then maybe you should stop assuming your a better parent and just watch the damn video.
LOL. I take my kids laptops away, especially when flying in a classic machine like this one. I am teaching my kids that there is more out there that can be explored physically, not just on a laptop all day like most spoiled kids of today.
With that non see thru screen in the left window makes it kind of hard to clear for traffic...I don't care if you get yourself killed, it's the guy you run into that concerns me. You are a disgrace to the piloting community! What an idiot!
Nice job, Glenn. Your video was helpful during the restoration of my Ellis dividing head. I picked one up at an estate sale yesterday for $35 including the Buck chuck. Thanks for the help!
I have a 760 and like it pretty well. It could definitely be improved with a higher pixel screen. Using Foreflight on my iPad had definite draw backs too. Living in Florida I frequently had overheating problems with my Ipad. Also, the icons on Foreflight are very small and can be difficult to press in flight especially with turbulence. The large buttons on the 760 are very nice. I would love to see Garmin update the 760 to help justify the cost. But, I still think the 760 is better for me personally in flight. I do fly with Foreflight on my cell phone and occasionally use before getting in the plane.
I'm using this video for Microsoft flight simulator currently, although there are a few adjustments I have to make in-game, this tutorial is very helpful!
Thank you Sir! I almost think your excellant tour would be similar to what an Ensign in the navy in 36 or 37 would have endured. Im amazed how ressed the instrument panel is on the Lockheed. How on earth can you read those gauges so far away and deep? Its like a spacecraft up in there! I feel for you! How do you not get leg cramps? What relief is there both urinary and leg easement wise? Do you do yoga to stretch out or swim, how do you relieve fatigue? I feel like Ive had a beginers course in 1936 Locheed and Beech.18 flight course! How do you do it? I mean relax and read gauges and see into that cave? Sorry so blunt, its my scandinavian ancestry. I really respect what you must go through! You must really love flying! Your like Neil Armstrong up in that Lem. Between the two the cockpit of the 18 gets my vote for legible gauges. I would think the Electra like being holed up in a tunnel almost blind. You have given me a practical education in antique aircraft! These were the airplanes of my fathers era, not that he ever flew these awkward aircraft. The Texan was as far as I know the most complicated arcraft he flew. Im still amazed at how Amelia Earhart flew such an untowered aircraft as the L-10E. What with the center of gravity behind the front landing gear, reportedly. I still am very much interested in the Lockheed L-10 E, but the 10-A gives me a clue as to how hard it is to fly either of the three. Thank you for educating me on these fastenating aircraft. Yours very truly c.e.7 1 24, U.S.A.😅
Thats the super charger is it not?on the Loc. Im just an aircraft admire. I remember the prat and whitney photos of dads old navy books. If im wrong I appologize.😅
@@user-do5hd7zb4x Yes, they have superchargers. Did I say something different? I hope not. :-). Been a while since I did that so hopefully I didn’t say something wrong.
WOW! Not a torque wrench in sight while they are bolting that strut back together. Did I miss the part about having to bleed the hydraulic brake on that strut after reassembling everything to the airframe?
Is this in anyway connected to the recent accident which harmed Dan Gryder of the Probable Cause RU-vid channel which suffered a landing gear/brake failure on a similar Lockheed airplane?
@@JoystickTX1 No wonder it crashed after watching this video. Their work seems sketchy to me. No torque wrench to tighten things up; no discussion of bleeding the brakes afterwards; filling up the strut and "hoping" that they used the correct amount of strut oil; not knowing how many chevron seals were required to rebuild the strut. This has disaster written all over it.
@@mikedx2706 I'm sure they did more than what is shown in the video. A lot of planes don't have detailed maintenance info and you just need to rely on best practices.
Watching the video of the landing, it’s clear the tail wheel was not locked. As soon as you touchdown, the back end of the plane started to come around. Why the oversight?
Thanks for sharing the fine video. You do realize the proper way to install a threaded faster like a bolt or screw is to tighten the nut and not turn the bolt or screw head as a standard practice. Basically you hold / secure the head of the faster and then turn the nut. Good luck in your recovery and rebuilding the nose of your finer effect.
Tabs all the way! It's just simpler and keeps everything aligned. Software engineer since 1966. Started with Algol 60, brief time with Fortran. I started C programming with Whitesmiths, which vertically aligned and indented opening + closing braces. Much easier to understand program structure. Later moved the braces out to controlling statement indent per newer standards, but still vertically aligned.
You know, there is also nothing like making comments about something they obviously know nothing about. How about this, you find me an A&P in Georgia that know anything at all about a Lockheed 12. Then find one that knows anything about replacing the Chevrons in the landing gear. There happen to be no service manual entries that describe this process, there is no parts manual to show how things are stacked or anything else for that matter. They built 140 of these airplanes and you think there exists materials to show you how to do everything? The point is, being an A&P doesn’t prevent mistakes. How many planes fall out of the skies years because an A&P forget to do something that was clearly listed in the manual? In my case, I have no manual. I video tape what I’m doing to the airplane for the simple purpose of helping others and for my own sake when I have to do the left gear in another year. I don’t do it for money. So get over yourself and stop commenting on things you know little about.
Hey Glenn. I know right now you'll probably be in recovery, so you won't see this comment. I knew through Dan's channel that you're all OK, apart from some bruises 😊. Hope you all get well so we can continue "flying " with you guys. Good winds and happy landings from Portugal 🇵🇹
A appreciate everyone’s comments. As of June 22, 2024, we are all doing ok. Lots of things to still fix but we are all still alive and able to fly. Will post video of exactly what happened when I get to feeling better.
We are installing new 10:1 pistons and ground cam. Supposed to put out around 175-185 HP when we are done. Also installing. new ground adjustable prop and ACME tail wheel system.
So sorry to learn all that has happened but thrilled to learn you are all going to recover fully( I hope this is correct) hang in there Glenn and get well soon you are a great American we can’t afford to lose you. From Indiana
Sorry but you are not using the shrader valve correctly. Take dust cap off, attach hose fitting and that will depress the valve stem. Set required pressure on your bottle secondary gage, the use 3/4" wrench and open the shrader valve to allow the nitrogen in. Check the gage for correct pressure in. Then close shrader valve with wrench and remove the hose. You shouldn't have to remove the valve stem ever. Hope that helps.
