A collection of experiences mostly in aviation. Learning how to edit and improve quality. Aviation experiences include personal flying, instructing, and research and test flying.
This one was a Vietnam veteran with at least one bullet hole in the left tail boom. Two other patches possible holes. At the end of this video it shows the locations and pictures of it in Vietnam. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-7uj6YfIQxXo.htmlsi=EvP66nbPAxws7YvW
@@leedaero I was a tactical radio operator and flight followed and ordered the fighters and ordinance and flew as a spotter when not doing the other. I was also in the 21st TASS out of Cam Rhan Bay airbase on an Army LZ. One that we had and I have flown in is at the Eglin Armament Museum in Ft Walton Beach Florida.. tail # 864
@@larryjayne9451 I flew this one for Texas A&M as a test pilot and we received a letter with photos from the crew chief mechanic for 122. It’s now being flown as a radar test bed at SRC, Inc. in NY.
I’m writing a story that features one of these planes. Would you be able to write a step by step in the comments on how you turned the engine on? Doesn’t need to be overly specific, but I also have no knowledge of airplanes.
As I understand it, the early PT-6’s had one row of fuel nozzles. They added a second row of fuel nozzles that spray later which allows for a faster and cooler start. It’s automatic.
@@leedaero oh awesome! I was surprised I got a response. I noticed the second stage itt spike was smaller than the first which was different than I’m familiar with.
That is a digital spray boom pressure gauge. It replaces the old round analog gauge. It goes to zero when I cut off the spray which shows on the monitor as a green swath.
Hey I seen you flew out of Mathis in San Angelo Texas are you from close by and how can I get a ride in that AT-402 that is on my bucket list my cousin and friends around the Concho Valley sprays with crop dusters but never got a ride and that has always been a dream to do
I was in the last O2 class the AF had. Shaw 85-89 . 4507th CAMS/507th WG. There were 4 of us in the class. Went to F16s when O2s went to drug interdiction roles in Central and South America
I have one at my A&P school that's just begging to be restored. I want to make an offer to see if I can buy it outright, it would be well worth it to see an old warbird flying again! It's why I want to become an A&P!
@@michaelsamuel9917 Structurally (as far as I can tell,) it seems in fair condition. It's been sitting outside on concrete for maybe 10-15 years I think? The interior is gutted as far as instruments, so that is a huge hurdle. It has one of two engines, although I don't know the condition of the one inside mine. Assuming the engine isn't functional, I would say the plane could be bought for easily under $8k, and I have seen a 337 with both engines for sale around that price on trade-a-plane (not airworthy of course.) I think its doable, I pay attention to a lot of restoration jobs, and considering a lot of restoration work happens on absolute wrecks, this one is far easier than most!
@@TheCraftedMine Kool bro, I wish you good luck in getting it one day. I myself would love to get the 336 version and make it into a single engine plane and put a modified car V8 engine into it, and just fly away around the world.
Having owned an O2 I would agree with Adrian that that would be a very large project. At the minimum, you would need your own hangar (too big for t-hangar so that's more $$$), airplane jacks, engine hoists, other equipment, plus at least a $150,000-180,000 budget for two engines, props, avionics, and a bunch of parts.
I realize this is a special operation weather flight. What else is mixed with the water? In an AG Operation this much ground time after loading would be unacceptable. PT6 Engines love Fuel even on the ground.
@@Skinflaps_Meatslapper Most AG operations are NOT from controlled Airports. I realize this was a research flight just commented on a fact of normal operations in an AG operation which is not making any money on the ground and time is a very valuable commodity in AG Operations for the Operator and the Customer.
@@guitarhillbilly1482 You're talking to an ag pilot/operator, and you're saying things I already understand. He probably would've been in the air a lot faster if he wasn't waiting for the tower, hell, anyone would've been off the ground a lot faster regardless.
Notar helicopters are nice and safe to fly but sluggish but the 500Es are the agile and easy to fly, just know how to use correct pedal, cyclic and collective controls and the trim "Coolie Hat Switch" except avoid excessive use to avoid runaway trim
I've been searching for the answer to a question. They use these air tractors in Spain to drop fire retardant. The turnaround seems very quick. Presuming there is a remote dirt track near the fire, how do they load the retardant and how fast can it be loaded?
Along the left side of the aircraft there are two connections known as Drylok connectors. One is just forward of the pilot and leads to the forward tank, the other a few feet behind the pilot is for fuel. These birds have small fuel tanks and will typically refuel at every turnaround. The plane will pull up and the engine will remain running. Sometimes the pilot might even set the parking break and get out to go bio. The ground crew, maybe as few as just one person, will turn on his pumps and drag the hoses out to the plane. He will connect the forward tank first as it takes the longest and will actually have a bigger connector and hose. Then the fuel is connected. The connectors are called Drylok because they ensure zero liquid release happens on to the ground. The fuel will finish first and be disconnected and the hose dragged away and pump turned off. While waiting for the forward tank to finish the ground crewman might get up on the wing and clean the windshield. Bugs are a thing at low altitudes. When the forward tank is full the Drylok is disconnected and the hose pulled away, pump turned off. The ground crew will signal the pilot that he is clear to leave. All this is accomplished in a few minutes.
Thanks for the videos! I thought it looked like sjt and then heard 03P. I am flyin N6003P out of skyline now so it was kind of cool to hear them on the radio.
Using his phone for forelight, probably using forelight on his ipad as well, pulling up important information on the panel.. We as pilots use everything we possibly can to make flying safer for us.
Good Catch. Full Hopper and Full Fuel. NO FLAPS??? Most Air Tractor pilots even use some flaps in the turns while working a field especially while the airplane is loaded heavy.
I would agree with you on a short strip but a 8000 ft runway. Its not really needed. But to me it should be muscle memory by now and it gets me interested as to why he chose not to use flaps? Is it because the runway was very long? or did he forget? because he couldn't see his checklist on his tablet because of the sun????
I got to the nine minute mark and pushed stop. If you’re an ag pilot and can’t takeoff within a couple minutes that’s pretty sad. Not sure about what the “full load” looked like but that’s just an every load experience numerous times a day. What airport where you at? Looked like a lot of the runway and taxiway’s
If you're an ag pilot then you probably already understand why we all avoid operating out of controlled airports. He wasn't going to spray a field either, but that spectrum box in the bottom right corner should give you a hint as to what he was doing.
Once airborne and trimmed, super safe to text. Don’t text and drive but perfectly safe to text and fly! This is normal. It seemed to be a real beast to get off the ground, even with the turbine. Super heavy
@@leedaero Hey lee I have been curious about the instrument on the nose why is it always on the outside and so far away mounted on the front of the nose? Just curious not being a smart butt. Enjoyed the video! Could possibly add ATC in the next vid ? Thanks
