When i was a young child, probably 4 or so, i imagined an airplane design with a ceiling fan for a prop and a long extension cord dragging behind it.. i was ahead of my time. That's for sure..
Noticed something after the test flight - you've probably assessed this risk, but if you habitually remove your parachute before getting out of the cockpit, you might do that while bailing out. Saw a great tip a day or two ago: get out of the aircraft while still wearing the chute, then reach for and hold the ripcord, to build up that muscle memory instead. (Then remove the chute and put it back in the cockpit or wherever.) That's what I'll be doing when gliding tomorrow!
Elliott. This by far the best experimental aircraft channel on RU-vid time flies before you know it the video is over. Looking forward to the next one. This airplane is cool. Safe travels.
Dude you must have never been to Mike Patey’s channel. This channel is cool and all but I think even Elliott would agree nobody holds a candle to Mike Patey’s engineering marvels.
I don't know if you'll get a chance to read this or not but two things I'm noticing going over this episode for the second time. One I'm amazed at how simple everything that runs this engine is, it's a complex engine and yet it seems very simple. II I'm amazed at how little protocol there is for adjustments and settings. I know it's because it's experimental but you would think that there would be some Universal protocols or adjustments. These guys are literally flying by the seat of their pants fixing the different problems. I'm amazed at their ability and their agility.
This video points out just how dynamic the complexity of operating an aircraft can be, you make one tiny change and everything is suddenly radically different. Reminds me of the time I got into a Piper Cherokee after flying high performance gliders and a high performance experimental aircraft for years. I felt like I needed a cheater bar on the control yoke it was so ridiculously heavy in comparison . I had been flying fingertip control aircraft for quite a while, simply not used to having to move my arm.
Yikes. Just discovered this channel. Really fascinating. I'm a software engineer. Precise thinking is the whole deal in that field. Truly amazing to learn of another where it's just as important, but must be in REAL TIME. I admire you and all who can pull it off. God bless and keep you.
Such great info! I want to be there, learn help watch the process. Thank you for letting us feel the process. Sounds like a need for a network of “friendly” airports across the country that can be “on call” for special projects like this one.
Thanks for the comment. I am glad you dig. This is the most in depth coverage we have done during the maintenance process. Thank you to Quentin and the team for being willing to share. Airplanes are cool
I don’t know how your videos came up recommended, especially since I don’t fly or wrench on airplanes, but I can’t stop watching. I am a car guy. Build my own cars (not a general contractor car guy either), so I guess that’s why I find it fascinating. You are a very impressive person. If I was to get into flying, I’d definitely be in touch, but I have no business even thinking about it. I could never afford it.
Really learning a lot from you walking through your strategy and thoughts on getting this airplane ready to ferry across the country. Thanks for sharing it with us.
Another great update! Loved the additional time given to the troubleshooting and work to get things corrected. What is the climb rate? It appears to climb like a homesick angel. Can’t wait for episode 3!
Interesting on the throttle and pitch control, been around a few turbines particularly helicopters most only have off, ground idle and full power and the airplanes I have been around turbine have a throttle side and prop side.
"Wet Start" seems to be a feature rather than a bug of Eastern Bloc engines. I've been fortunate enough to watch several with factory engineers on hand and seemed to concern them more when there wasn't a fireball. :)
Am sure this is old news now and issue long resolved but an observation is one one start with fireball it seemed introduction of fuel happened nearly instantly vs when Quentin started he allowed NG speed to build before intro of fuel and subsequently no fireball. My experience w turbine engines is the relation of intro to fuel vs NG speed along with temp are important. Just a thought.
Hey @Elliot Seguin, Loving the Long Nose Thunder Series! Could you please explain the purpose of the EPA Can, and how it gets emptied during flight (and maybe why it wasnt manually emptied while parked?). Also with the Hydraulics and the Eyebrow Lights + Gear lights, I've noticed that as soon as the Eyebrow lights come on, the gear transit / door lights also came on at the exact same time. So, Either the Electrical fault in the Hyd pressure switch control is ALSO falsely triggering the Gear / door lights, OR the system that triggers the gear / door lights is triggering the eyebrow lights. If the gear had actually moved out of the normal Up and lock position, i dare say it wouldn't be at the same instant that the hyd pressure switch cut in (otherwise you'd have a hard time getting the gear back up if the pressure margin really was that small). Also as soon as you turned the pump back on and the eyebrow lights went out, the gear lights went out at the same instant. So very clearly some sort of electrical fault giving you false indications. Infact if you watch frame by frame, when you turn the pump on, the Lights (Both Eyebrow AND Gear) Go out at EXACTLY the same time BEFORE the Pressure Gauge even moves at all (which takes another entire frame).
Great video, and thank you for the detailed explanations! The details from yourself and the other experts was excellent. Constructively, I'd suggest considering an external mic for recording video with, as the audio level varied from normal to rather quiet, especially some of Quentin's descriptions. Hope to get some intercom and ATC audio for the actual flight!
@@jmace5964 Exactly. If you train yourself to take the parachute off in the cockpit then you risk just repeating the same movements in an emergency and leaving it behind in the plane. Same reason why you don't take off your seat belts before opening the canopy.
Outstanding job. I remember flying into Canberra (Australia)airport, must be 30 or more years ago, there was a full-size mustang parked on the ramp with (i think) an Alison turbine of some sort installed in it. I don't believe it had or ever did fly. (hopefully, another Aussie will know more about it)
Someone going by H - M somewhere else in these comments said it was Rolls Royce Dart powered and that the canopy melted from the exhaust. It's cool that two people that saw that plane commented on this video.
@@watashiandroid8314 Thanks for the update.It's a shame it never got up, I believe the DCA (dept of civil aviation back then, now CASA) would have been a minefield of regulation to navigate around for the owners also.
I'm not one to back seat fly anyone, especially someone with your experience. But I DID see a bad habit after your flight. If you are wearing a parachute, get out of the aircraft WITH IT ON, EVERY TIME. Set the habit of getting out with the chute on in relaxed times, you won't accidentally unhook it in a panic. Or waste time unhooking it in a fire on the ground. Just passing on what I've been taught. The rule always made sense to me.
first I saw the puff I was about to say "cut the fuel before engine revs up enough" to fix it!... I didn't because I thought its fully computer controlled and it may not allow you rev it with cold combustor … blah blah blah😐😁 you did the same with EHT...good trick👏🏻
Thanks for sharing Elliot... Flight planning 4.3 gallons Fuel burn every 6 minutes traveling west... 5.88 MPG not calculating head wind components... Trading fuel progression for distance: 4.3 Gallons for 22 KTMs every 6 minutes... What's the useable fuel volume of The Long Nose Thunder with the tanks full? Looking forward to EP 3. I suggest a contest; Get your audience to calculate how much fuel it actually took to get the job done with reserve... Cheers
@@utopiasnow , Happy Easter! Long Nose Thunder must be a pleasure to fly. My bucket list includes flying a P-51. Ferried a Vought F4U Corsair with a broken front glass from a bird-strike. Looks like an even trade of IAS or CIAS (-6 ~ -7 C) for ground speed most days traveling West from Daytona arriving San Antonio. I've made that trip many times both ways. Departing San Antonio arriving Daytona is much more fun. 220 Kts CIAS at 3/4 atmosphere @ 12,500 MSL is tough with no advantage of trade-winds and burns additional fuel unnecessarily to economics but sounds like a blast. Operating like that in addition produces a loud cockpit but single pilot that wouldn't bother me. Plenty of air resistance with that altitude 1:1 trade Looks like 4.5 hrs time en route flight plan with reserve. If you avoided flying over the gulf. KDED to 5C1 with no advantage of picking up a tailwind component and minor help from cruise decent. Fuel consumption of 29.1 pounds every 6 minutes... 5 hours fuel without much wiggle room and hostage to winds aloft. 215 gallons with reserve would be cutting it close even if that is optimum VX operational performance for the 601 Walter power-plant. Even everything VX operating at 220 Kts equated to True 220 GS performance. Probably 25 Percent fuel allowance consumed arriving at Pensacola. Correct? Fast but not very fuel efficient per passenger mile especially for a single place aircraft. It will be interesting to see how the trip turned out and what cruise speeds you actually ended up with. My aviator's ROT (Rule Of Thumb) when negotiating direct head winds component is to slow down to 140 Kts CIAS. When I'm in a crunch time with managing fuel to avoid time with landings and refueling cycles. This generally translates to 150 ~165 Kts True GS when traveling east to west which adds an hour to the en route flight time on this trip. Reduction in speed at all atmosphere ranges generally facilitates a 35 percent reduction in fuel burn and adds 30% distance length to each leg. Your mileage may vary. Whats full load fuel for the LN Thunder?
Shame you couldn't fly it to the UK, we could have sorted the beta issue for you. ;). Rigging Beta on the Walter really is a black art- you should try it on a twin, It could be airframe, teleflex, V3 gap, anon. But what I will say is you can get it extremely close to ideal without starting the engine each time you make a small adjustment- this saves time and the batteries. Interesting that you are not letting the nG zero before turning the boost pump off on shut down, this is not good practice. Apologies if your boost pump is silent but I could hear it on start up Flight beta is usable but ground beta ideally should not be used in flight, especially near the ground, it will fall like an aerodynamic concrete block. What HP is this set at and which 601 version is it?
Great vid! thx! :-) Curious if the lack of a top lip ramp on that oil cooler shroud makes the incoming air so turbulent that cooling is effected more than expected?
@@utopiasnow Did you determine the failure mode? Is that for Ep.3? With that all buffeting I'd expect fatigue cracking, curious to see what you'll show.
And the landing was beautiful butter as always Elliot!👌🏻 Big admiration for your work🛩 One question from a guy who only fly 172 and sport planes. That mustang must be both a handful and blast to fly? 😀
G,day Wasabi test pilot Elliot from Sydney, Australia. The "Longnose thunder" with the Walter jet turbine- just makes me chuckle. * Are the Walter engines still manufactured for replacement parts. * was it vibration metal fatigue on the rear wheel door arm? Lastly, sir: still trying to get some logic in my head to the Beta throttle/ fuel mixture into the turbine. All the while within oil temp range. Wings level best wishes. 🌏🇭🇲
Great viedo. I live in the area where your delivering the plane. That airpark is a very small runway for sure. Have you ever landed there? If I were the owner I would keep the Mustang in New Braunfels until he has a couple of hundred hours in the plane. It's a much safer airport lots of room to get a learning curve . I would hate to see another thunder mustang lost in this area. Had one crash about 8 years ago while doing mild aerobics:-[ Pilot and plane lost.
N7TR 2015..Was the Mustang fatality...Yes Planes are awesome gotta keep'em flying and reduce accidents. There's a turbine 210 that flies out of that small air park, but I think it warrants a fly in first...lol luv my Mustangs!
Awesome video. Though I saw the tail wheel gear door flapping loosely on your run up beta testing. Seems like it flaps/vibrates to much, is not sturdy / stiff enough in the airstream
@@utopiasnow almost like the tail wheel door is experiencing unstable flutter. Good new is that should be not two hard to fix...flutter the contributing cause and fixing the broken strut bar thingy.
@@utopiasnow Interesting..... 🧐wonder why the pressure bleeds down and trips the pump back on to boost the the pressure? Even the tiny accumulator on the Cessna 210 keeps the pump from cycling when it has a proper precharge.
There's also a version of the Thunder Mustang that uses a Ryan Falconer Engines V-12, which looks proportionally accurate to a Merlin in this size. That said, the power to weight ratio of a turbine is probably a better analog for performance. I was fortunate enough to get as up close and personal with the late John Parker's V-12 powered TM as you can get without flying it. Great airplane, and a really nice guy, too.
what a nightmare..........being a test pilot on experimental aircraft. Some of the things ive seen, dont instill confidence in the aircraft makers. Elliot has a video ( a different plane) where the plane had a failure mode where the hydraulic pump electrical fault knocked out the fuel pumps in flight...........which is stupid beyond belief.
5C1 - Boerne Stage Field Airport San Antonio is 5000 ft w/ displaced threshold, 1300 ft elevation, with no significant obstacles is short? I have operated B737''s on 6000 ft runways. That is short for this single engine plane? Ha ha. Whatever. Space shuttle uses about 9,000 ft of runway on typical landing. PS did you refund Peter and Raptor aircraft for wasting his time and money? PSS your hyper presentation makes me think you had too much coffee? Relax.... you are safe your office. The Raptor is no where near to crash into your building.
Thanks for the comment. 5C1 is tight, we can talk about that more if you like. 5k is not a problem it’s all the what if’s that I’m trying to talk about. Again I can do a better job elaborating. I feel good about the value added on Raptor. I also feel like we were clear about the service we provide. I do wish we could have helped more. I work hard to keep the energy up to keep the content interesting. You wouldn’t be the first to point at the value of that tactic. Again thank you, it’s not clear if your intent is to help or troll. But I appreciate the notes either way. airplanes are cool
I'm sorry bro but the Clinton cat doesn't exactly fit the P-51 mold for Pilots you feel me ...He seems better suited for a Bus Pilot and I'm not real sure how much Reverse thrust this Mustang is going to need I've not seen a tail dragger with thrust reversing prop ...Your landing the plane at 90 or even a 100 and your worried about reverse ???????????????? I'm not getting the issue ?
