Stan Musick and the Corsair Engine that Tried to Eat Itself

Stan Musick and the Corsair Engine that Tried to Eat Itself Commemorative Air Force Airbase Georgia.
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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[@radioace318la]

Man, that borescope imagine couldn't be more obvious if it had a chin strap. Would an extra lean mixture do that? Cheers from Louisiana.

[@FlyWirescottperdue]

No, metallurgy issue, maybe not rich enough.

[@stanm8029]

Rick, that isn't a borescope image. That's the cylinder after removal. The initial report of borescope inspection was that the valve looked okay.

[@pittss2c601]

That's a photo of the inside of the cylinder. Borescopes are not full proof. They guarantee nothing.

[@Bitterrootbackroads]

@@stanm8029 , if the borescope they are using can’t see that problem it’s worthless.

[@FlyWirescottperdue]

@@stanm8029 A Borescope inspection on a cylinder on the rear row would have been hard to discover that chip in the valve. The photo is of the cylinder after removal from the engine and probably cleaned. I've never seen a cylinder that clean after running 100LL. There wouldn't have been enough time on it to have significant heat discoloration. This was a good catch. An engine monitor would likely have caught the CHT/EGT abnormal indications.

[@chuckcawthon3370]

War Story. An elderly gentleman, a WW2 Thunderbolt pilot had a picture of himself, post flight, hand bandaged. After a strafing run ground fire damaged his plane. He had to hand pump the engine primer control to keep his engine running in order to return to base. As I recall he did that for about 45 minutes.

[@cluelessbeekeeping1322]

Dude! STAN. IS. A. GOOOOOD. PILOT! That landing with the funky engine, perfectly set down. Wow!

[@Kenjh71]

It could have been the day Musik stopped, but we are all grateful we lived to hear another tune.

[@chevyon37s]

They all run absolutely great... right before they fail!

[@jazzdirt]

9:00 "Sorry to disrupt the show".... 😎 Naw man you were part of it. Good to see you land that safely. 😉

[@stevejones7574]

Great job Stan. And thank you for the '1st of the day' familiarization ride in Red Nose at TLH back in '07, still wear the hat when I fly commercial.

[@10thmt87]

At 9:40 "Lesson 2: "If you have a problem, Always Turn toward the nearest airport" contrast this with Transair Flight 810 that decided to take the long way around for "time needed to Run Checklists" and wound up in the ocean. Could have easily made it back to the field...but you know...Checklists...

[@joncox9719]

Nice Job! What a great ending, the way they should all be! Far too many warbirds are being damaged and destroyed recently, glad to see a safe and happy landing! Back in the 80's when I was flying T-6 in the CONFEDERATE Air Force, flew regularly with that Corsair. I believe Archie Donnahue was flying it then! Great guy and a REAL WWII Corsair pilot and ace in the Pacific!

[@nancychace8619]

Good story. Glad he made it back ok.

[@Bortnoone]

Probably the most interesting video I’ve watched on your channel

[@donaldreach760]

Great video, good when pilots share experiences. When flying an Aero Commander Lark, Lycoming 180 hp powered, I was 10 miles North of Big Beaver Airport in Troy, MI, at 7,000 feet agl and descending. I'd partially reduced power for a cruise descent. As I got to 3,000 feet, I gradually added throttle; to no avail. The engine was running smoothly. I did a mag check, both normal. Carb heat didn't have any effect. I reached the pattern staying a bit high. The Lark had a glide ratio of 1:1.5, a half mile per thousand better than an F4U. After shut down, my mechanic discovered a broken exhaust pipe stuck in the pipe, blocking the flow. If I'd pulled all the power off, I wouldn't have reached home base. Altitude is always your friend.

[@FlyWirescottperdue]

Thanks for sharing the story!

[@alantoon5708]

My father's old school flight instructor told him to always know of the closest place to land when flying. Always good advice. Glad he and the Corsair are fine..

[@terry12327]

Thank goodness it did not quit stone cold...So truly lucky!

[@MyNathanking]

0:00: An engine that eats itself? Now THIS I gotta see.

[@buckshot704]

Just…wow! Well-done, sir. 😎👍

[@mikercflyer7383]

Great video and a great save by a real experienced pilot. Like the announcer said no one would have known anything was wrong.

[@curtistyler9991]

Great story. Altitude was definitely a friend that day.

[@emergencylowmaneuvering7350]

Perfeclty done. Aviate, then Navigate to airport before troubleshooting engine, troubleshoot with all levers, then call. Aviate, Navigate, then Communicate- Basics of engine fails. I had 2 partial failures almost similar to this one. On Cherokee 6 i flew in South America in the 1980's.

[@greggb1416]

Not a pilot, but as a younger man (boy) watched every episode of the T.V., series “Baa Baa Black Sheep”... Hearing the story told here by the pilot that day, and watching the video footage of the return to and landing at the airport..., brought tears to my 58yrs young eyes... Great story, and so happy you are here today to tell the story. Great interview, Thank you Scott.

[@hermanwallace7918]

Stan Musick has my favorite aviation saying….”Most of the money I made in my life, I spent on airplanes. The rest I just wasted…..”. A classic. Driving a B58 Baron makes me appreciate it even more. Thanks for the lessons on handling and emergency! And, thank you Scott for the hard work on the channel. Flying and continuous learning are important

[@lockedin60]

Good story. Just fly the airplane. Keep your wits around you. Stan's experience was helpful and it appears he has had enough experience in a wide enough variety of planes that he was able to nurse that Corsair home. One of my favorite WW2 Warbirds.

[@bluedirtpower5426]

Another good lesson. After youve turned towards the nearest airport, if that engine will keep you up there-stay up there. Unless you have to get down and get out of it. If he started his descent and it quit on 2 mile final-hes gonna land somewhere not ideal.

[@braamvorster8249]

It's nice to see one of SAAF's Harvards on the picture in the background.

[@thompsonjerry3412]

North Las Vegas can make some serious turbulence with a little wind!

[@rickrickard2788]

Never got to see my favorite plane, the Corsair, when I was stationed out at Eglin, but I'd of sure loved to. And your description of flying over the water there- I could picture it perfectly- Emerald water, white beaches, (I eventually moved off-base, about a 5 minute walk from Ft. Walton Beach), and the nostalgia you felt. Wonderful story. Don't hear much about problems with the Corsair, but they're mechanical, so something's eventually bound to happen, and you handled this one to perfection. That announcer was right- If he'd not said anything? No one would have noticed, other than the slight interrupting in the Air Show. Thank you for sharing your experiences!

[@walt8089]

Scott, Love the video. Great job Stan "working" the valve failure to a safe outcome. As an old R-4360 (C-119C) and R-3350 (C-119G & L) FE/FM these stories bring back lots of memories.

[@tgmccoy1556]

My experience with big radials was R-2800- DC-6 and R-3350-DC-7 I agree.

[@1Gaumer]

The 3350 is one of the finest pieces of engineering ever created. It’s beautiful - a piece of art. (P2V’s)

[@tgmccoy1556]

@@1Gaumer I agree. I was a Copilot DC-7 Airtankers. If you know how to read engine anaylizers they'll run forever. Amazing piece of engineering.

[@MrWave58]

Flew for almost 10 years, 3 of them selling aircraft (HK36, DV20), never had (thanx to whom it may concern) an engine failure. During my aerobatic training in former Czechoslovakia (Zlin 42) in every session the teachers suddenly pulled the power and you had to perform an external landing, cancelled 2m above ground. You get used to it very quickly. This kind of real life training I missed in Austria.

[@erictaylor5462]

That was a sweet landing.

[@jamesriordan7]

Great video Scott and what an amazing story full of lessons to be learned Stan! I’ve owned (and currently own) a couple of Jacobs engines. In my 195, I had a valve issue that was unique, even to Caleb over at Radial Engines. On my #6 cylinder, the exhaust valve seat slipped, not quite enough to make contact with the top of the piston, but enough that I had zero compression in the cylinder. It was fine when I pulled the prop thru on preflight, but I could hear the air coming out the exhaust when I shut down at the fuel farm. I was thankful that I was just running it on the ground as I’m sure that seat would’ve continued to slip further in and start knocking the piston. Anyhow, you have to love these old radials! Thanks again for the great story and lesson gentlemen!!

[@deansawich6250]

Nice story. I see the South African Airforce Havards as your background picture.

[@FlyWirescottperdue]

Indeed it is, 7246 was y first T6.

[@deansawich6250]

@@FlyWirescottperdue I've be living here since 1983 and saw them at the local airshows often. There were some really skilled pilots flying them. Since they all were retired, it's nice to know that they found their way into good hands and are still flying.

[@gregculverwell]

I used to live & work a few miles from an S.A. Airbase (Dunnottar) in the 80s where they trained with Harvards. I despise them - a terrible racket for no noticeable performance. You had to stop a conversation while they very slowly moved away, only for another to thrash its way overhead.

[@AllanFilgueirasproperties]

Fantastic video

[@TakingOff]

Great video Scott. My favorite plane in the whole world, the Corsair. Great lessons on handling emergencies.

[@msmeyersmd8]

I'm asking Stan and Scott a simple question. Would either of you ever consider primary flight training a student in a T-6? My Dad's first airplane flight was his first lesson of Primary Flight Training in a T-6 in the USAF ~1953. At a facility in Moultrie GA owned and operated by Bevo Howard. Dad told me the AF only used the T-6 for ~2 years as the washout and accident rates were too high. Dad had a long military career followed by an airline career. Your story about flying over the swamp reminded me of my Dad's experience. Flying solo the engine quit completely on his T-6 shortly after takeoff. A minute or so after he got the gear up. He landed safely in a swamp, got covered in splashed mud from the open canopy, and sat on a wingtip until they found him. He was fine. The T-6 was fine, except for the locked up engine and bent prop. He got cleaned up and flew his afternoon training sortie later that day. He flew the same airplane several times after the engine and prop were repaired. Different times back then.

[@FlyWirescottperdue]

It would be risky, but possible to do initial training in the T-6. Remember it was the Advanced Trainer in WWII. For a reason.

[@stanm8029]

I've taught one person from scratch in a T6. My son.

[@Joe_Not_A_Fed]

That reminded me of an old Baa Baa Black Sheep episode where they mentioned that the Corsair had a 1:1 glide ratio. Stan's story was fascinating. It's amazing that one valve missing a piece not other mechanical failure, made that engine run so crappy. The flight home reinforced a few very good lessons: Don't panic, Don't stop flying until it gets quiet, and if you think you might have an emergency...you probably do have an emergency, so declare it. Prepared for the worst so you can fly your best. Thanks for sharing, guys.

[@pittss2c601]

I believe the Corsair has a glide ratio of approximately 5:1. If you declare an emergency be ready for the onslaught of questioning, paperwork, media, FAA, local police, investigation, insurance etc that you will have to deal with.

[@Joe_Not_A_Fed]

@@pittss2c601Most of those people wouldn't bother you if you land with the help of ATC. You might have to write something up if the ATC asks but that is a heck of a lot better than creating an emergency because you thought you had an emergency but were too tough or timid to make the call. What you really don't want is all of those people showing up at the smoking wreckage of your aircraft. Again...if you think you have an emergency...you probably do have an emergency. You are very rarely punished for being too careful. As for the glide ratio...that was just what I recalled from the tv show I saw 3 or 4 decades ago. Either I, they or both...probably got it wrong.

[@pittss2c601]

@@Joe_Not_A_Fed Have you ever had a power failure and declared an emergency? You would be surprised at what happens to you after you are on the ground. Not fun at all.

[@Joe_Not_A_Fed]

@@pittss2c601 What would be way less fun is creating a smoking hole in the ground. I have never had to declare an emergency but if I do think I have an emergency, I'm going to declare. If I was wrong...I'll take my lumps. I'll take the bureaucrats over not being connected with people that can help any day.

[@pittss2c601]

@@Joe_Not_A_Fed In the United States, there are close to 20,000 non-towered airports compared to approximately 500 airports with control towers. Good luck calling your ATC. I've had over a dozen engine failures and never once was I in ATC airspace when they occurred. Engines fail whenever they want to. And during an emergency at low altitude you don't have time to call for help. All your attention is on landing safely. I know.

[@jeffreybaker4399]

Perhaps it is my blind love of Corsairs, but I am sure that the engine ate itself with dignity and grace.

[@donstevens2488]

I’m sure the crowd didn’t mind the delay in the show, especially when I’m exchange they got to see how an emergency like this was handled.

[@turnbank3492]

Great stuff thanks for the show

[@CAPFlyer]

Great to see Stan on this channel! He's a great story teller and a great pilot. Hope we get to hear more stories from him in the future!

[@carlwilliams6977]

Stan is the consummate gentleman, and a heck of a pilot! The term is grossly overused nowadays, but Stan fits the bill!

[@billmorris2613]

Good morning to all from SE Louisiana 29 Nov 21.

[@mikemorgan8792]

Awesome job Stan!

[@WarblesOnALot]

G'day Scott & Stan, Yay Team ! Excellent Decision-making, sort of the Single-Engined version of "Dead Foot - Dead Engine..." ; in that one should consider trying to milk whatever remaining Power out of a sick Engine, to maintain Altitude while limping to reach the nearest suitable Runway..., as long as continued rough-running doesn't produce any evidence of a Fire, imminent or actual... It's actually surprising how much damage to the Exhaust Valves it takes to stop an Engine. My father was an Engine Reconditioner (bought himself an offset-Chuck Crankshaft Grinder in 1948, the only one within 300 miles at the time), and he had a 1956 VolksWagon Workshop Truck, which might have boasted 35 Hp when new. In 1977 when I was learning to drive it was seriously "tired", and had taken to leaking oil, so the Old Man wired a sheet of thick Cardboard under the Engine to catch the drips ; and it wasn't till the "Drip Tray" started smoking in the main street that he cut the Cardboard loose, stamped out the fire, and decided to swap the Engine for one he'd reconditioned in 1965 for a customer that never collected it, a 1800cc to replace the 1300cc from memory. After the engine-change he pulled the old motor apart to see which Valves were burned out - it popped and banged, and was gutless, but it still started and ran, so it was a bit of a mystery. Numbers 1 & 3 Exhaust Valves were both missing about 1/3 of their Seats' Circumference, and the Number 4 Valve-Stem was snapped off with the Valve itself upside-down "sprouting" from the Piston-Crown like a Mushroom, wedged tight with the Stalk speared through the Crown... The old Truck had literally been running on one full and two half-Cylinders, for months if not years...; it didn't go much over 50 mph on the Highway, but it carted a full load of Firewood on only the # 2 Pot having both Valves intact. The salient point(s) being that when an Exhaust Valve sheds Debris, the Junk is almost always sucked out by the Gasflow, to be blown out the Exhaust Pipe (or to rattle around in the Muffler)...; and also that Valves do not NEED to Seal perfectly for an Engine to start and run - as proved by "Desmidronic Valves" which are bellcrank-operated and have no Springs to close them & they don't ever actually "Seat" at all. Moto-Guzzi used to like using them, to make their Motorcycles more complicated, and confounding to work on (!). Anyway, good job ; 3 Gold Stars & a Koala-Stamp to Stan for saving the Corsair ! Such is life, Have a good one... Stay safe. ;-p Ciao !

[@grimdrown7293]

thanks for the tech info along withe story

[@mamulcahy]

Fantastic video Scott!

[@jakejacobs7584]

I hate to say this but time is running short on keeping these wonderful airplanes running and flying. My family and I have been around old airplanes flying them and wrenching since the 20's. I'm a member of the CAF and started flying old round motor aircraft in my teens and ended up on big Boeings... In fact I have wrenched and ground supported 530 in the past at Lancaster Texas... These engines weren't designed to last this long and be rebuilt this many times. I have changed many DC-3 Pratt rebuilds that after installation were in worse shape than the one we took off. Maybe it's time we let them rest.

[@davem5333]

I love the old piston warbirds and their place in history. It is important that their history be remembered and honored for a new generation. They are honored most by flying them as long as possible. But unfortunately what you say is true. There will come a day when these will be basically taxidermy models. Pristine condition on static display in temperature controlled environment. The supply of parts will eventually dry up totally. Mechanics that know the intricacies of these will die of. But the death will probably come from the insurance companies when they stop writing coverage.

[@jakejacobs7584]

@@davem5333 Agreed. In the mean time lets stop losing them in crashes due to engine failures. Believe me, this is something I would never have said 25 years ago but it's time. Everyone we lose tears a piece of my heart out.

[@dougsundseth6904]

When Mr. Musick said "Falcon Field" and "Commemorative Air Force", I thought he was flying from Mesa, AZ. Interesting that there are two different CAF units at two different Falcon Fields on opposite sides of the country.

[@zidoocfi]

Great video as always -- two thoughts from a controller & pilot. First, to pilots -- I strongly echo Stan & Scott's point about declaring an emergency if a problem develops, and will go maybe one step further by encouraging pilots to declare EARLY if a problem seems to be developing. It can take us ATC folks a couple of minutes to really step up to provide the best handling possible, so by telling us early we get a huge head start. Second, a question for Stan and/or Scott: for the partial engine failure where the engine is making less than full power, is it best to go to best glide speed, or perhaps to best rate of climb speed? I know they're close so maybe it doesn't make much difference to split hairs, but it seems to me that best glide speed is best for a couple of reasons during reduced power situations. Thoughts?

[@skipgetelman3418]

Great pilot

[@stay_at_home_astronaut]

...and once you find a Throttle-Mixture-Prop that combination that produces _some_ power DON'T TOUCH ANYTHING!!!!!

[@pittss2c601]

Welcome to flying aircraft. Power failures happen more often than people know. I know from experience. Lesson #1 = Fly High at all times! It gives you time to make good decisions. I don't like how he was in a banking turn on short final with the Corsair. Dive straight in with excess airspeed when you have a long runway...I've done that so many times.

[@mutthaam2396]

What some guys won't do, to steal Patty's thunder and ruin her day... Of course, we'll certainly have to hear about how she made his Lordship a sammy and brought him a cold beer to go with it... That's men for you - earlier it was Blanco's E.D., then this. A girl can't get a break.

[@jameswasilchen7903]

Scott: I've been meaning to ask whether you had a co-pilot when the B-25 lost an engine? I'm asking as a layperson and a nonpilot.

[@FlyWirescottperdue]

Yes.

[@paulshinn5394]

That guy was a OB Doctor in Elkins WV aircraft was@ kekn

[@aurelnegrea7617]

Prepare prea pears al about $$$. In the name of safety. $$$. Never quit flying

[@kevincollins8014]

Interesting story, I've had that happen in a vehicle but the consequences obviously aren't as dangerous.

[@blackhd92]

The Corsair looks like it has bad itentions just on the ramp.Awsome machine.

[@JSFGuy]

Dayum...

[@paratyshow]

👍☑️

[@mikal8343]

Hi Scott, why do you think the valve would have failed like that on a well looked after low time engine? Valve clearance/ lash issues?

[@FlyWirescottperdue]

Metallurgy probably.

[@Bitterrootbackroads]

What parameters does an “engine monitor” retrofitted to a Corsair check? Are not oil pressure & manifold vacuum gauges already present? If it was a liquid cooled engine we would have coolant temp gauge also. Kinda hard to do on a running airplane I guess, but the old mechanics trick of shorting ignition to one cylinder at a time and measuring rpm drop would have pinned this down.

[@FlyWirescottperdue]

EGT and CHT for each cylinder are the big ones.

[@paradiseroad6405]

...I'm guessing the burnt exhaust valve was a result of the bigger problem that caused the engine to run that bad...one burnt exhaust valve in an eighteen cylinder engine shouldn't cause a whole lot of problems...what ever caused it obviously did...fuel mixture or ignition timing would be a good place to start...

[@hermandierks6702]

Well then you have never flown a plane that had a stuck valve. What happens is that burned valve allows the compression stroke and also power stroke in this case to force air into exh manifold which is interconnected to other cylinders and it messes with the normal flows. A stuck exhaust valve on a six cylinder engine I had rendered the engine almost powerless. Could barely taxi. Very eye opening.

[@charlesharris7947]

Scott you may have no control over this but I wish you could turn up the volume a little bit

[@airtightindustries]

Hi Stan and Scott, I have a question pertaining to the valve of your r2800 and possibly the r3350. The question is what are the valves made from? I assume titanium? The reason I ask the question is because once while at reno for the air races I bought a off spec piston and valve from a r3350 to collect dust in my shop as a conversation piece. About, 2 years later while having a beer with friends in the shop a magnet was applied the the valve and it's most definitely not steel of any kind. I've wondered since then if if my valve is a "performance " option or if the stock engines were so equipped? Any information you have will be enjoyed the next time beers come out in the garage. Cheers to the both of you!

[@HybridVW]

I don't know for certain what the valves are made out of, but some stainless alloys are non-magnetic. I wouldn't expect Ti valves in R-2800's at least, given when they were designed. Maybe Inconel?

[@erinchillmusic8930]

Sudden and Catastrophic fracture of an exhaust valve would not have been predicated by any abnormalities indicated by an engine monitor, correct? So that’s a mute point.

[@Bitterrootbackroads]

I’m not an aviation mechanic but I did 20 years of automotive, truck, and diesel cylinder head rebuilding. I was about to agree with you when the closeup pic of that valve popped on. The way he talked I assumed the head of valve broke off the stem completely, or it dropped a valve seat. That valve looks like it started leaking & progressively burned away which is a gradual failure. That cylinder may have eventually lost enough compression to quit running entirely which could possibly throw things off enough to cause the problem he had. However, I would bet money that a compression test before that flight would have shown that cylinder way low. I have seen stellite faced valves crack and burn away a big chunk of metal behind the ring of stellite which will remain & contact seat until enough support burns away and it finally breaks off. It doesn’t look like a stellite faced valve though. After seeing the inside of the cylinders from that B-17 crash a couple years ago I have no faith that anyone is closely checking the engines on these old airplanes. Apparently a dead cylinder is not so apparent if you have a lot of them running.

[@FlyWirescottperdue]

Probably not, but after the failure it would have been apparent which cylinder was bad. That engine has two rows of 9 cylinders.

[@erinchillmusic8930]

@@FlyWirescottperdue AFTER the failure it is completely irrelevant which of the cylinders failed and would only take up your precious time distracting you from doing what you need to do: flying the airplane. Sometimes less is more.

[@whalesong999]

R3350 engine - What airplane was it in?

[@erictaylor5462]

0:30 What else is there to talk about?

[@majortwit]

To me that valve looked like a gradual failure instead of a big chunk at once. The tiniest hole around the seat that allows super hot combustion gases to escape may begin almost undetectable and escalate over time to a hole too big to maintain compression and thus power.

[@FlyWirescottperdue]

Could be. A forensic look into the metallurgy would probably show a build up of dislocations oriented along the shear area on the side of the valve. Metal takes time to fatigue.

[@Bitterrootbackroads]

Exactly! 20 years being the cylinder head guy at the auto engine rebuilding shop taught me that even with just 4 cylinders people will drive a car with a burned valve until it will NOT go any more. I’ve seen & tossed hundreds of burned valves. All this talk of forensic metallurgy & buildup of dislocations along a shear area sound more like jargon to confuse & obfuscate rather than terms of the art. It sounds to me like these guys are still thinking that engine was perfect when it left the ground and that big chunk of missing valve just fell away only when he got 16 miles into the flight. I don’t think they actually know what a burned valve is. Maybe it’s a very rare thing to see in an aircraft engine that is supposedly maintained and given mandated major overhauls periodically? The fact that one shows up here is astounding.

[@ericsteel7643]

summ it up he landed the plane safely

[@thestone46]

Just wondering...... Once over the field, why not feather the engine and Dead stick.. Thus preventing further damage to the engine..

[@FlyWirescottperdue]

That’s one way of doing it. One note though you can’t feather the prop on a single engine airplane.

[@lowflybye]

Once you shut it down, you lose any remaining benefit it was providing and diminishing your tools left to use. “Safely over the field” is only part of the equation…keep and utilize every tool at your disposal that provides benefit until the ride comes to a complete stop.

[@pittss2c601]

How do you "feather an engine"?

[@mcduffcarrier]

Does anyone have any information on what actually happened here? One burnt exhaust valve will not cause the severe power loss and rough running he describes. To me the inlet valve looks overheated and distorted in the pictures too. The valve issue is surely the result of a problem not the cause. Cross firing causing pre-ignition? Or late/retarded ignition?

[@mpetry912]

this was so great Scott ! where are you parked in the closing shot ?

[@FlyWirescottperdue]

By the Main Terminal at VGT

[@superskullmaster]

👀

[@craigt4467]

Scott Great video however This guy was maybe to fixed on getting back to the airport as opposed to survival for him and people on the ground

[@Bitterrootbackroads]

That valve didn’t suddenly fail, and it didn’t get that way in 16 miles. Show it to, and get an opinion from, someone who rebuilds worn out and failed engines rather than someone who flys planes.