I'm using this video for Microsoft flight simulator currently, although there are a few adjustments I have to make in-game, this tutorial is very helpful!
Yes, here 5 years later LOL. Good video, the best startup procedure I have seen posted. All I will add is, never pump the throttles like that unless you are committed to replacing cylinders or an highly experienced mechanic/operator. Pressure carbs/internally supercharged engines make for a bomb in the intake once it hits the intake valve. If it backfires when starting, you probably just cracked or blew a cylinder head.I learned 985's and 1830's from an old boy in overall's chewing on a cigar the size of a baseball bat🤣He had knowledge you just can't buy. And he was always right. Thats where I got my practical exp., after studying radials in college/school. I maintained c45's and 47's for many years after. Great video!! Keep these round motors in the air everybody!!!!!
Glenn, Beautiful airplane. A couple of points. The R985 does not have carb heat. It is manifold heat. There is a manifold heat gauge for each engine. It is critical that the manifold air is kept in the safe range. The start quadrant has 3 buttons, start, primer, and exciter. One has to be careful not to use excessive primer as it can cause an exhaust fire, or a significant back fire. The tailwheel is normally locked when the aircraft is parked outside, often during the run up, and during takeoff and landing. A normal checklist item prior to take off and landing would be "fuel on the mains", did not hear that item on your verbal checklist. In your later vid's I noticed that you did not bring the props to "high" during your approach and landing. The red buttons on the glare shield were to quickly feather the prop in the case of an engine failure, particularly should the engine seize up where internal hyd pressure was lost. Later model B18's would normally have 6 fuel tanks. You apparently still have manual oil cooler shutters, while many heavily modified aircraft such as yours would have automatic shutters. Looks like you have removed all of the deice boots and windshield isopropyl which was pretty much standard issue.. The "short stacks" was a common modification but it sure increased the noise level in the cockpit. It made it easier to lean the engines based on exhaust color. One common practice is not to remove your hand from the gear handle until your gear is down and in the green. It is easy to have the mental expectation that the commanded action was completed as prescribed because you moved the switch, however, all switch and lever movements must be verified. Some later models of the Beech 18 had JATO bottles installed in the aft end of the engine nacelle. They had a quadrant on the glare shield where they could be armed for take off and landing for additional thrust during an engine failure. The 10200 lbs that you reference was an increase in the max t/o gross weight which was accomplished through a series of modifications to earlier models, but the Twin Beech ended up having spar problems where the wing would collapse when the gear was extended. This necessitated the installation of a reinforcing strap to the lower wing area. In the early 70's it was necessary to X-ray the wings internal tube structure for evidence of cracks. It was certainly disconcerting to be told that there are cracks but they are not severe enough to warrant grounding. There were many conversions to the aircraft, they were even stretched to 13 seats with the "Dumod", and some had turboprop engines installed. I now see that you have parted with the aircraft. Thanks for the videos.
I watched a freight pilot go through that procedure by flashlight on a 30 degree night from a safe vantage point ......... Gaston County NC airport, 1966. Unfortunately he got in ice and turbulence over Alabama the next morning on that run, with 2,000 pounds of frozen poultry aboard - and didn't come back. A D18S........N411Z
Great video Glenn. I've been searching on RU-vid for content like this for a long time. Keep them coming. Interested in learning more about owning and caring for these beautiful birds. Also details on annuals, maintenance challenges, repairs, parts sourcing, etc. Could you also share insights on how to transition from 172s to Beech 18s? Other than the obvious ratings and endorsements (IFR, taildragger, high performance, complex, multi)... Which sequence of aircraft may prepare someone into handling these beauties? Look forward to seeing more soon. Thanks!
I’m a Private Pilot out of KFFC, is that peach state you departed out of? Beautiful airplane and I’ve made that same landing several times myself! Small world. Loved the video
you gotta love the beech, somehow everything looks right in how it looks, I have also the same thing with the dc-3 also a beautiful bird. I was just wandering why you used the trim in your last corner before final approach ? I could imagine it's more relax not having to pull on the stick and stay more focus on the landing but this is a wild guess. As a rc-pilot it's not done trimming the plane just to take a corner hahaha so I noticed it inmediatly. Take good care of this lady and yourself and thank you for this video. I'm dutch so excuse my english hihi the right engine just gives it more character ;)
When you fly a fairly heavy airplane the last thing you want to do is man handle it. The primary reason is that if something were to happen and you now really do need to fly the plane, if it wasn't trimmed to fly on its own then you're now faced with double the work load. Oh, and it can get very tiring very quickly. So I trim all the time. I even trim when pulling up from a low pass. As for when you see me doing it, I've reduced power and put the gear down as well as some flaps. All of that changes the way the airplane handles and I'm trimming to fix that. The fact that I'm doing it in a turn is just something that happened. I wasn't trimming to help in the turn but to fix all the other changes. Hope that helps explain it.
@@nizexlizzy This helps a lot, thank you for your quick response. I understand it now more clearly what actually is happening. When we use gear and flaps in the rc-world, the trim is mixed in or you just correct it with your controls. It's always a good day when you learn something new, thank you again.
What airport / park are you flying out of? (as in designation?) And what race track did you fly past in this video? Thanks for sharing. I love these types of videos - especially with your B18. I once worked at KMQJ and we had a Beech 18 that was parked there that was used as a auto parts delivery vehicle. I can remember those cold winter nights that I had to go and get the plane ready for the pilot. I think he once offered me a ride and now that I look back on it, I should have taken him up on it. I love airplanes! -- an Indianapolis fan!
electric fuel pump for starting.. and take off, but mechanical during normal operation.. interesting setup 👌.. I think those oil cooling shutters should be painted red.. or something... air cooling and oil cooling is.. definitely critical
thanks.. when I buy one I won't be completely lost... might even make intelligent decisions.. like listening to the guy showing me how.. fer sure... thanks y'all 😊 en Arizona se dice Mi casa es su casa, hermano.. bienvenido
Not exactly. Never electric for anything. Electric is only a backup and mechanical (if doing job) would never require anything electrical. So you're not changing fuel flow by turning on electric pump, it just sits there and assists in case you have a failure during takeoff or landing.
Left starts easier because the batteries are on the same side. I flew for the old Emery Air Freight. Underpowered piece of crap & I'm damn lucky to be alive. Try going around at night, IFR with a load & left motor out. That shower of sparks is a bunch of crap too. Never used it. Several thousand hours.
Not related to the battery as it turns over just fine. It is just a little finicky to get it running when its cold. Some of them are crap but most people feel pretty lucky to have gotten to fly them. To each his own.
@@nizexlizzy I hear ya' Glenn. I flew them so much I almost got sick to my stomach just stepping in the door. So tired of 'em I got into trucking for two years...what a mistake that was but it was sure nice to be sitting in a truck watching a line of thunder bumpers fill the sky ahead and knowing I wasn't going to die. If you're interested, check out my book on Amazon. It's a wild one of Beech 18s, Queen Airs, DC-3s, C-46s on the Tex/Mex border during the 80s. Over & Back by Wild Bill Callahan. They'll let you read about 30 pages for free. You might like Bush Pilot Sudan and Smuggling South on RU-vid. Sorry if I was a little course in my initial response. I'm actually jealous of you now! :)
Not sure where you get your facts from. They are no more expensive than any other except they have 3 extra cylinders. But you rarely have to replace them so not sure that really matters. It costs $40k to swap out for a new one and the 6 cylinder lycoming on my Commander costs $65k.
Nice looking panel. Hope you're not planning on "upgrading" by ripping all the old gauges out and replacing with screens. Not sure if it's just me, but I cringe every time I see that.
5 лет назад
Analog gauges like to be tapped for that sense of trust.
The renaming of airport due to changes in ownership? I noticed that the climb rate was a little slow? I saw another Engine Startup and Takeoff on another yt channel and the climb rate was slow also. Is that typical with radial engine airplanes? If so I wonder if that may have been a contributing factor in the fatal airplane crash that killed singer-songwriter Jim Croce in 1973? Beech E18 S FTW74AF017 September 20, 1973.
I'll try to explain this as best as possible. I don't know your experience level so will try to keep basic. 1) Climb speed could be higher but engines will run hotter. So I keep the airplane flatter to keep things nice and cool. 2) Climb speed on both engines has little to do with climb on 1. It is a very complicated process to recover from an engine out on takeoff only. In fact, there is a very specific spot where you have to really be on your toes to keep things under control. This is made much much easier if the airplane is flying faster, which also means climbing slower. If you think about it, If I am on top of the trees and lose one of my engines, I really don't care if I climb any more at all. I just need to keep my speed up and make it around to land again. The fact is though, most twins will continue to climb, just a lot slower. The killer in a twin on one engine is ALWAYS speed. Get too slow and you die, 100% of the time. Now, for your specific question, The accident report of the crash doesn't say anything about losing an engine. It says they tookoff in the dark and that it was fogfy and delayed their climb and hit the only tree at the end of the runway. As to why they didn't climb I don't know. I also don't know how long the runway was at the airport when this happened. A loaded Beech 18, which this one might have been with full gas, gear and people, should still climb just fine. The things are like trucks. But doesn't look like anything was wrong with the plane and the pilot just didn't tell her to climb. No idea past that.
@@nizexlizzy .......it was reported that the pilot overslept and had to run three miles to the airport ; complicating things just slightly, he had coronary heart disease(NTSB) leading me to think that he may have had a heart attack and relaxed on the controls in mid - takeoff. All speculation , of course ; but many have struggled to find a reason for a perfectly good airplane - a legend in commercial aviation - not to climb.
then maybe you cut the video and it´s not realtime.. you fire it up and emphasize a few times how important it is to warm it up before reving it... the next moment you do the mag check...
To the reader of this comment, I pray that the Lord Jesus Christ God and His Holy Ghost be with you and your loved ones during this time. 'Thank You Lord Jesus Christ God for dying for me and for allowing me to Live. I pray that Your Mercy and Grace be with me and my family all the days of our lives. All the glory to You, Lord. I pray this in the Name of Jesus Christ, the Lord. Amen.'
