Great video. Mine just started doing the same thing couple days ago and today I replaced o-rings in the hoof or dump valve, 3 total and it’s still doing same and tomorrow I will be capping off each gear and individually seeing if they are culprit. If it is the pump, high pressure valve, would your repair do this is it was sent to your shop!
As an A&P and ATP / CFI .. this is a liability snake pit. EVEN if you fix this thing. Anyone (like the pilot involved with the instrument panel) can do shady chit later and you are the last one in the logbooks. Hard PASS.
I have a 1977 Piper Arrow III. Just before annual I had tested the landing gear several times and it worked properly. On the day of the annual inspection the mechanic and I did the gear tests and they went well. Then we did the emergency down test. The gear went down. Then when I tried to put the gear up there was a strange sound that came from the hydraulic pump. It was like a motor boat prop cavitating. That lasted a second and I pulled the circuit breaker. We ran the test again, the gear went up then the hydraulic pump went on and off intermittently each couple of seconds. Apparently the pressure was going down and the pump was pumping it back up every few seconds. We put the gear up and removed the electricity, the pump stopped pumping and the gear started coming down by itself. Within a minute all three wheels were fully extended. I an find no leaks in the system anywhere. No red fluids in or out of the aircraft. It has to be a valve of some sort that is not closing. I am ready to take the emergency down valve out and look at it but you said there is another valve at the hydraulic pump. Can you give me some more information on that and what you may think the issue might be?
Sounds like the “gear up check valve” is leaking internally. It is on the bottom of the gear pump assembly. I will send some information to you when I get a chance
It is tricky. I have not taken on any new customers in a while because my schedule just will not allow it. And what I do take on I just have to be upfront with the customer that this will not be a quick turn, and they are usually very understanding.
I had to go back a watch the video. The wing root fairings were removed. The video doesn’t catch it very well but right after the MU2 starts up the camera does show the fairings removed. This plane had the three piece fairings on it and only the center long section had to be removed. Thanks for watching!!
I looked it up and this plane is still flying. It's changed hands a few times. I also found an old ad that says "most of its life out west" "so there is NO corrosion" 😅. I didn't see the doubler in the ad pictures. I'm guessing that the ad is older than this video.
That is interesting. I refused to work on the airplane when the customer started playing the game of “it was not like that when I brought it to you”. I literally was able to push a ball point pen thru the spar. I was later contacted by the shop that was doing the repairs and said when they uncovered the rest of the headliner the front spar was even worse.
@@baughmanaviation2450 it's unfortunate it turned out that way but I'm glad you got out of that, hmm, situation. Like I think I saw you reply elsewhere, some people shouldn't be aircraft owners. There's also probably an overlap of that group and the group you wouldn't want as a customer. Hope I find a mechanic like you when I look for a pre-buy!
my question is why do the exhaust and intake valves have 2 different types of valve stem locking key? The regular 2 pieces and the rotator types with the cap
The worst thing for an airplane is just sitting there not being used. My Cherokee had 2560 hrs soh and still had 70’s cylinder pressure the day it left. Sitting there hardens gaskets rust builds up on cylinder walls and cams etc.
Exfoliation is not neccessarily intergranular. If you say interrgranlular you can create a lot of headaches because intergranukar means it was improper heat treatment. Send it out and let a laboratory make that call. Don't screw yourself!
Second time plane landed in field I did it 2002.Southwest of Fort Worth practicing emergency landing.Fuse blown for flaps they did not come back up ,landed got a spare fuse in the glove box and took off.
The issue isn't whats wrong I as an airplane owner can tell you it the outrageous labor charge these A&P mech charge. The cylinder for a rebuilt one is about $1000 the sending units about $200 a piece new muffler about $1000 to $2000 the door isnt a flight safety concern even though like you i would fix it al in all about maybe $7000 for parts but you as the A&P will charge $20.000 in labor to install those few parts. But sir you will say it will take 4000 hrs labor to do all that but in reality it will only take 10 all i can say is welcome to aviation. Rule 1 buy airplane Rule 2 realize you just got screwed by previous owner. Rule 3 find out just how expensive owning an airplane can be. Rule 4 pay to fix airplane and finally Rule 5 sell airplane
Most repair shops do charge exactly the way you put it. I have worked in shops that do exactly that and the reason they do that is to pay for the DOM to sit on his ass and the other mechanics sitting around not doing anything.
Well said. The average person will bring it to a repair station thinking they are getting a well trained, experienced tech, but in reality they are getting the person who is still in school or the newly licensed mechanic with a paper ticket still in his pocket. The scariest tech is the one that likes to walk around and quote the FAR’s but still can’t figure out which end of the wrench to hold.
Had an exhaust stuck valve on my C85 on number 2 about 12 years ago. I had to hammer it out it was stuck so bad. Number 4 exhaust valve was also not good. Cam was damaged as a result…leading to a complete overhaul. My last takeoff with that damn mess almost killed me. Not fun. I thought the problem was carb ice which seemed to clear in the run up, but it was the classic morning sickness… Way too much lead in 100LL for these small bore engines.
Main problem is people can afford to buy a plane but not take care of them correctly. An first annual inspection is about 2 grand because the mags need done . Storage is about $300 a month an engine is about 30 grand. Gas is 7 bucks a gallon. Its obly worth it if you have your own steip and hangar otherwise just rent one.
Who in the hell buys a plane without putting eyes on it before you give one penny to the guy? I really question your piloting or any other abilities!!!
So maybe there is a idea to have A&P pre-certified 90 point (guess) inspection national FAA program and guaranteed remediation. You go to dealers that deal in say Honda and get a certified used car which covers 90 point inspection and certification all is well! So now you have a selling point of your plane over and above an aircraft lacking this!
Thanks for sharing. We have the same issue with our 1969 Arrow 180. After gear up, pump cycles intermittently every 2-3 sec.Checked and replaced all cylinder o-rings. Traced the problem to the pump.
What a nightmare !! That carry through spar will cost a ton of cash plus all the other things mentioned. This guy better be ready to drop 30 K to get this thing airworthy again !
Phew -- everyone should get the creeps from this one. Have to wonder if this plane's owners should be flying at all. There probably are a lot of stories here. Who flys a plane in this condition and why? Again -- every plane has a story. Maybe the aspiring-pilot community can learn from this plane's history. "Those easy judgements made", is there a 'racket' in plane parts? If there is, can't that business be opened up to meets-specification competition? (Aviation insurance companies -- you want more plane business, right? Competitive spare parts means more plane business -- you just have to make sure the spare-part makers you're insuring are producing up to spec. )
This plane is proof that not every pilot should be an aircraft owner. Aircraft parts are expensive however this aircraft is still supported by Cessna as well as third party manufacturers.
At Reedley Calif airplane school, we bolted the cylinders down on a hard plastic surface that would seal the bottom of the barrel. Then we'd pump air into one of the spark plug holes and listen for leaks at the valve ports.
I've never seen mine cycle, they just say it works great during the annual ;) They say the emergency scared them it dropped so fast! I did have a light indicator go out once and had to ask the tower to see if my gear was down, light bulb went out.
