Glenn, so sorry about what happened with the Electra at Butts County - but thoughts and deepest prayers are with you all for a speedy and complete recovery. Best from Texas.
Glenn, I am saddened to hear about your accident. I am praying for your rapid recovery. I hope you release a preliminary video to help extinguish all the rumors and speculation. Godspeed friend.
I know I've told you this before but i absolutely love the maintenance videos. I'm glad to see you're doing well and have truly missed your videos. Thanks for taking the time to share it with us all.
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.
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.
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
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 🇵🇹
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.
Taper bushings need to be driven in with a bronze punch until seated THEN put the bolt through and torque. Shouldn't draw the taper Bushings in with the bolt. I know the maintenance manual is not very detailed but do you have one?
I got a little nervous when you were jacking the plane up a little with someone under it. I always stayed clear while jacking. Great video. I hope the plane can be repaired after the incident on Jun 17th.
@@jpilot12 That's great. I love the old planes. I used to work on the old SH-34D helicopters. There aren't many of them left. I'm glad no one got seriously hurt.
@@JoystickTX1 yup, my dad has 7 broken ribs and facial bones but he should make a full recovery and in the mean time we’re finding a new nose for the Lockheed!
Your Pops is one cool guy, Gryder also. He let us check her out at 4k during the Whiteside County Show. The place Dan had the mishap in the 152. Pray for Speedy recovery of all.
Seemed a little sketchy. Guess the NTSB report will clear things up. Short cuts are (generally) ill advised when it comes to aircraft maintenance… especially antiques.
@@jpilot12When they opened the brake did they bleed it? Did they swing it and then bleed it again? Gryder says he lost the right brake. This maintenance on the right brake is going to be examined closely, I would imagine.
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?
That 'plunger' is probably a damping rod. Motorcycle suspension systems use them in the front suspension. When the suspension compresses and rebounds, the resistance caused by the oil passing through and around the plunger gives a damping effect.
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?
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.
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.
