Flooded RV 6 being rebuilt on Rebuild Rescue

[rockwoodrv9]

I saw a video on youtube about rebuilding a 6 that was flooded to mid canopy and floating in North Carolina. I have watched them rebuild a few other planes for the entertainment value. They had one of their rebuilds go down and the pilot was lost from an airport I fly into often. This RV6 caught my attention since I built my plane. I have a repairmans certificate but I cannot believe they are trying to rebuild this 6. The things they called "hangar rash" were crease - folds in the rudder trailing edge and elevator. They hosed off the engine, new oil, and started it up. They did borescope a couple cylinders first. I really think they need a guy who knows RV's and they said they were in contact with a guy from SLC so hopefully they will get some good advice.

I dont want to pass judgment on the show because I enjoy watching it - especially since it is an RV6. I am interested in what others have rebuilt and how damaged is too far gone.

 

[fixnflyguy]

The NC floods were very close to me. I spoke a few different owners of flooded aircraft, and as an AP/IA, I have worked on and inspected more than one flood recovery aircraft (not from the recent floods). No two are the same, and the extent of what needs done is dependent on the flood environment. The aircrafts in NC had a lot of silt wash through the hangars and low lying airports. Many of those aircraft sat for significant amount of time before they could be recovered. Time of exposure plays a large part in the salvageability, and extent of degradation. If my personal RV-4, that I built, was subjected to a flood event, I would by all means re-build , I would without hesitation save it. The quicker they can be thoroughly washed out and dried, the better. Engine flushing, inspecting, and no tear down may be OK...IF no silt and dirt was ingested, and the process was almost immediate. I would personally get the engine off, torn down and inspected. The Lyco can be torn down in a matter of hours. The water in the structural components isn't much worse than a plane sitting in the rain on a humid day when it sweats. Again, I'm only hitting the highlights, but pulling the plane apart and doing a proper inspect/refresh, replace the electronics, ect. is way better than building again. How many warbirds sat in the lakes and oceans, then restored...lots. I was in pain watching trailer loads of the NC flood aircraft hauled off to salvage, only wishing I could have got to few before the axe. Insurance will almost always total loss a flood damage plane. Of course, salt water flooded aircraft may require quite a bit more attaention.

 

[jacoby]

I was one of the people affected by the flood. You can just barely see the wing of my 182 in the opening shot where they're driving by the hangar with the door laying on the Arrow. I'm pretty sure this plane was on the same field although I don't recognize it. I am on the west side of the field on one of the highest hangars on the field and got 5.5' of water–it just touched the trailing edge of the flaps. The hangars next to the Hendersonville runway got somewhere around 11' of water. The WNC Air Museum wasn't in the 500 year flood plane and got around 4' of water in it.

Each plane was affected a little bit differently. These engines and airframes are open to the elements at all times. There are at least two valves open along with the breather and other places for water to infiltrate. Some planes had a gallon of water in the sump. Others a few ounces. Most of the fuel tanks had water in them. Exhausts and cylinders were all full of water and would spew when you turned over the engines. Over the following weeks and months many of the engines got hard to turn over and had a rubbing sound. Make didn't seem to matter. Lycomings and Continentals both had the sound. "Pickling" didn't seem to change that either.

I spoke with several mechanics (including @fixnflyguy) and decided to rebuild the 182. All the readily available electro-mechanical parts got binned: breakers, solenoids, switches, key switch, VR, etc. Amazingly one G5 survived (the other was older and didn't have a potted circuit board) along with the 430W, KX155 + GS, and several other avionics. The instruments didn't do so well with only the ASI and VSI surviving. Engine got "pickled" with as much oil as I could find until I could pull it around November to get overhauled. The interior got washed multiple times with water and simple green aviation. Even after 6+ washings I'm still finding silt to clean. Prop got sent off for overhaul and failed. Mag will get a 500-hour (it had 3 hours on it) and the surefly will get replaced since it doesn't spin anymore. Starter was pretty rusty along with the alternator and will probably get replaced. The entire fuselage and empennage was sprayed with CorrosionX.

I didn't find any real corrosion other than a bit of galvanic on the heat channels from the steel staples and some surface corrosion under the dash likely already there but made worse with the 50 year old foam soaking with water. I had one terminal destroy itself on the key switch and I'll need to replace the fuse holder for the surefly.

At this point I'm waiting on the case to get its 8130 so the engine can go back together. With any luck I'll be flying late this year or early next year.

There are already several flooded planes at Hendersonville/Johnson field flying including a RV10, a 172, a Yak, and a small fleet of ultralights. And I know of at least a dozen more that are in progress including a RV8.

 

[fixnflyguy]

I was one of the people affected by the flood. You can just barely see the wing of my 182 in the opening shot where they're driving by the hangar with the door laying on the Arrow. I'm pretty sure this plane was on the same field although I don't recognize it. I am on the west side of the field on one of the highest hangars on the field and got 5.5' of water–it just touched the trailing edge of the flaps. The hangars next to the Hendersonville runway got somewhere around 11' of water. The WNC Air Museum wasn't in the 500 year flood plane and got around 4' of water in it.

Each plane was affected a little bit differently. These engines and airframes are open to the elements at all times. There are at least two valves open along with the breather and other places for water to infiltrate. Some planes had a gallon of water in the sump. Others a few ounces. Most of the fuel tanks had water in them. Exhausts and cylinders were all full of water and would spew when you turned over the engines. Over the following weeks and months many of the engines got hard to turn over and had a rubbing sound. Make didn't seem to matter. Lycomings and Continentals both had the sound. "Pickling" didn't seem to change that either.

I spoke with several mechanics (including @fixnflyguy) and decided to rebuild the 182. All the readily available electro-mechanical parts got binned: breakers, solenoids, switches, key switch, VR, etc. Amazingly one G5 survived (the other was older and didn't have a potted circuit board) along with the 430W, KX155 + GS, and several other avionics. The instruments didn't do so well with only the ASI and VSI surviving. Engine got "pickled" with as much oil as I could find until I could pull it around November to get overhauled. The interior got washed multiple times with water and simple green aviation. Even after 6+ washings I'm still finding silt to clean. Prop got sent off for overhaul and failed. Mag will get a 500-hour (it had 3 hours on it) and the surefly will get replaced since it doesn't spin anymore. Starter was pretty rusty along with the alternator and will probably get replaced. The entire fuselage and empennage was sprayed with CorrosionX.

I didn't find any real corrosion other than a bit of galvanic on the heat channels from the steel staples and some surface corrosion under the dash likely already there but made worse with the 50 year old foam soaking with water. I had one terminal destroy itself on the key switch and I'll need to replace the fuse holder for the surefly.

At this point I'm waiting on the case to get its 8130 so the engine can go back together. With any luck I'll be flying late this year or early next year.

There are already several flooded planes at Hendersonville/Johnson field flying including a RV10, a 172, a Yak, and a small fleet of ultralights. And I know of at least a dozen more that are in progress including a RV8.

Glad to hear from you jacoby ! Sounds like decent progress out there getting things back in order. Hopefully you'll be back flying soon.

 

[rockwoodrv9]

I am really sorry for those affected including you guys from the floods. A guy I know had his RV burn up in the Colorado fires several years ago and it is a hard thing. It is good news that planes can be rebuilt and best of luck finishing your rebuild.

I dont know enough about engines to know what is required to get it in a condition to fly but I would think it is an overhaul. Im flying over Lake Michigan shortly and I would want to be real sure it was in good condition.

I hope Rebuild Rescue has more videos showing the work they are doing on the plane. I really hope they get someone who knows RV's to look at the control surfaces.

 

[jacoby]

Glad to hear from you jacoby ! Sounds like decent progress out there getting things back in order. Hopefully you'll be back flying soon.

Thanks! Your input was much appreciated.

I ended up buying a whole new avionics stack and wiring harness to replace the old stuff since it was about the same cost and I could toss out the old wiring and start fresh. That's just about done other than power, ground, dimmer hookups (and a backordered 7.5a breaker). And I need to shorten a couple runs. Currently working on the CAD for a new panel overlay and once I get that installed with the overhauled instruments and a JPI 900 the airframe will be waiting on the engine and prop. I had planned on putting a new interior in it but that may get scaled back depending on the engine cost. I'll do the plastics at a minimum.

The case situation is going to be the hold up. The last one he sent out for repair took almost a year. My case went to a different repair station but they don't seem to be any quicker. At least the crank was OK.

 

[jacoby]

I dont know enough about engines to know what is required to get it in a condition to fly but I would think it is an overhaul. Im flying over Lake Michigan shortly and I would want to be real sure it was in good condition.

I suspect it depends on how fast you get to it and your level of risk aversion. All the engines turned over fine a week after the flood. But 6-8 weeks later (when this RV6A was pickled according to the auction) 2/3 of them made terrible noises. If the water had been drained and the engine flushed and ran the next day it probably would have no issues. On top of that the silt from the flood water is extremely fine. Probably too fine for the oil filter to catch.

AC 43.13-1b actually gives guidance on recovering submerged aircraft (section 14).

Prompt action is the most important
factor following recovery of an aircraft from
water-immersion. Components of the aircraft
which have been immersed, such as the
powerplant, accessories, airframe sections,
actuating mechanisms, screws, bearings,
working surfaces, fuel and oil systems, wiring,
radios, and radar should be disassembled, as
necessary, and the contaminants completely
removed.

Basically do an engine IRAN/prop strike inspection on the engine and prop (if it's a c/s).