Please keep making videos, I can never stop watching them especially as an A&P technician coming out of the military it reminds me why I love the job so much
Aviation looks so sexy from the outside to the uninitiated. I'm just so glad you guys show the unvarnished inside story of GA line maintenance so anyone thinking of this as a profession can't say they weren't warned.
@@aviationsquared1909 I get it, man. Being compensated for your years of experience is a real pickle. Been in the game almost 40 years. Haven't made the leap to aviation, but in my field, I do a similar amount of documentation, hehe. Customers learn overall, it is better to have someone who really knows what he is doing get the job done right.
I luv watching your videos bro it reminds me when i a started this career king air b200 have better access for bladder removal but back then i thought it was so hard to remove and install it then i saw this videos of yours
What would keep you from rotating the fuel sending unit 180º and placing it in the bladder? It is good that you marked it but I think you should have just marked ½ of the sending unit and corresponding flange. I feel for you having to wrestle fuel bladders. At the end of the day your arms look like you have been sacking bobcats. Great video!
What are the ducts for in the oil sump pan? Is it some kind of carb preheat? I was wondering a bit since the air from the intake would always be heated which seems weird to me. Second guess would be it acting as some kind of oil cooler (which again wouldn't make sense to me since you usually want your intake air to be as cold as possible, no?) Best wishes from Germany!
That’s probably something an engineer could explain better than me…. But if I had to guess I’d say it’s to help prevent icing downstream from the carb and help atomize the fuel. Carb icing is a big problem and it can happen on warm day
There are several actions involved. 1- It does help atomize the air /fuel mixture 2- It prevents any ice from forming downstream of the carb. 3- The additional heat hurts the HP out of the motor because the VE = Volumemetric efficiency is reduced. 4- It helps cool the oil to a small degree. 5- That config is easiest for most installs to work with and it is the closest path from the carb to the intake valve.
No video of actual work like wrestling with the bladder to remove, any hang points. Why were the bolts so loose, they were safety wired. If original installation at factory, unlikely bolts not torqued correctly.
Nice job on the sump. Are you guys familiar with an O-470 C182 sump? Can its gasket be replaced with access to it by removing muffler, carb & induction "Y" duct, to drop the sump out OR no way Jose, lift the engine off the motor mounts? 🤔
The more I see of your videos the more I wonder - do aircraft owner's ever look under the cowl??? As a homebuilder with a Lycoming engine I can't imagine missing bolts and nuts on a oil sump. I pull cowl and inspect my engine on a regular basis - not just once a year. The whole idea that certificated planes are safer than homebuilts is not true - simply because too many aircraft owners never take the time to learn the mechanics of their aircraft and take responsibility for inspecting it regularly. They go a whole year without ever pulling the cowl - and then expect their A&P to turn their annual around in the shortest possible time. I think initial pilot training should require knowledge of basic aircraft inspections and emphasize their responsibility to keep their plane airworthy. With the current system, the idea that a pilot is responsible for airworthiness is a joke. How can one say their plane is airworthy if they never pull the cowl???
