More videos like this please. I'm a pilot wannabe. In the meantime I enjoy flying vicariously looking over your shoulder . Saves a lot of money that way. 😀
I really enjoyed this. I was going to just skim it but watched the whole thing. Your constant narration, with helpful information, really makes it watchable. Also the different camera setups are great, as was your editing it all together. That probably took a few hours. What a great flying day too. Cheers!
Thanks man! The subs continue to slowly build. I think I'd rather a slow climb than a fast one anyway when it comes to that. Regardless, I do this for fun. I'd still be making these videos even if no one was watching. It's the process I enjoy since it allows me to re-live my flights. :-)
Wanted to know more about the Chinook and this video showed me everything I wanted to know! Awesome! Thanks. I’m getting tired of the limitations of my certified aircraft. The Chinook looks like it might be my next airplane! Thanks, Dan
Hi mmatt, in this video, at 14.30 you begin a 360 degree turn to your left and as you complete the turn you run into your own wake turbulence. After commenting on this you began a 360 degree turn to your right. Not sure if this manoeuvre has a name with you but in paragliding it is referred to as a turn reversal . I first came across it when I was doing an SIV course some years ago and it is used to assess how well a pilot can control his turns. SIV is a course which involves turning the perfectly stable paraglider into a bag of washing , and the correct action required to get it flying again. Always carried out above water with a safety boat in attendence.
A really fun one Matt, especially for us Chinook enthusiasts. Nice to hear you talk through all the airspeeds, RPMs and other configurations as you went along. Hey - I think we all just got a free flying lesson!
I built a 701 years ago with a rotax 912 ULS great aircraft that you just purchased. On to the Chinook...My kit is being built at this time so thanks for the old Chinook vid's. Wish you were still flying Owen's. Hope Owen still has it. Take it up sometime or put a camera in Owens. You guys are great. Your Channel is great !!!
Great video because it is perfect for where I am in the learning curve. I had no trouble watching the whole thing. I think some topics warrant a shorter length and in general it is probably safer for most subjects. Love seeing the response of the aircraft with different inputs. I think for some of these it would be cool to have an inset camera on the instrument cluster (if you wanted to get fancy). I would be interested in your impressions of the the Beaver vs the Chinook air frame. Likes and dislikes.
I've tried mounting a camera to the inside of the cockpit but for some reason couldn't get the vibration sorted out to an acceptable level. The Beaver and Chinook are both great airframes. The Beaver is a bit more yaw stable with the longer tail and swept wings and it's definitely easier to take off and land. Both are very rugged and well designed.
@@mmatt Hi Matt. You might try one of several microphone vibration mounts. Here is a simple one that could works with an action camera format. th-cam.com/video/unoVvswAPn0/w-d-xo.html I would recommend a softer rubber band like a regular elastic band. I've seen some absolutely fantastic vibration isolation that take care of a wide range of frequency inputs. You can also add weight to camera to get rid of high frequency if it shows up. Thanks for the Beaver/Chinook perspective.
Great vid and length, showing stall numbers and slow flight maneuvers. I used to have a 'Cobra' ultralight, by 'Advance(d) Aviation' I think. Pusher prop. It had small spoilerons/flaperons on top of the wings, but I rarely used them, only sometimes in stronger crosswind landings. That was a blast. I'd like to find a good deal and fly regularly again. There's a great grass strip airport 15 min away. A couple friends have a 182, and an, RV12, I think. I like the low stall speeds of Ultralights and LSA/ELSA. Great vid. Edit
I really enjoy watching this video. Would enjoy having my own one of these days here in the states. I love how docile the chinook seems to be..and safe with the ability to carry two people. Honestly..what's not to like?
I don't know Mat. Some people want shorter videos and some, longer ones. I, personally, would watch you fly for hours and love every single minute of it. I guess you now understand why targeted advertising and FB advertising is so popular these days. They give every potential customer/viewer somehow what they expect and everyone is close to satisfied. Data power is real !. I don't know how you can assess data, in TH-cam format, as for gaining more viewers. But I know one thing though. I love what you do !
Your videos are just fine. I like the scenic flights myself. High altitude views are cool too. I miss flying ultralights. Hopefully in the near future I'll get back into it. I used to own a Pterodactyl Ascender III B. I loved that plane. Would be cool to mount a camera on the nose of the plane looking forward. Would make it feel like what a bird's eye view. Put some Van Halen, or Sammy Hagar to its audio. 😁
Awesome! Transitioning from light sport trike to a Phantom and need all the help I can get with stick and rudder. Your videos are very informative and helpful. Thanks!
A Phantom?!? Nice! I love those and wish I could get some time in one. Those are practically the same thing as the plane GlassDogAngle flies. Is yours wire braced or strut braced? You should put up some videos of it! I just subbed to you in case you do! lol
mmatt - I will plan on putting up some videos. Unfortunately we don’t have and two place ultralights. So I’m taking lessons in a champ and then will transition into the Phantom. I am a weight shift sport pilot with about 100 hours in my trike. Check out a few videos on my Utube channel. Where is Woodstock located? Assuming Canada. Thanks Matt
Yup, Woodstock is in the province of New Brunswick on the east coast of Canada. Just remember, everything is no longer backwards in the 3 axis planes! ;-)
Be really useful to see some interior close ups as I am building a semi scale r c electric model. Exterior detail would also be appreciated! Great shots. Really enjoyed your flight. Thanks
Matt- My Chinook Plus 2 had flaps. Thats what you need to takeoff and land this thing with full authority. Full flaps will put you nose down and it will never fly faster than 50 dumping 500 feet just over the threshold and still being able to stop it within 300 feet. On takeoff flaps will get your tail flying in 2 or 3 seconds. In my opinion, it's just a matter of time before you ground loop this beast. It will probably stay upright with no damage but there is definately something wrong with this aircraft. I think the best purpose for a Chinook plus 2 is to put it on full lotus floats with no amphibs. It's a tough little plane and will take real beating but as a taildragger it's no Sunday flyer. You have to work on this technique all the time, use the flaps, and never ever land this airplane downwind. Hope to see another video soon . We love your instruction technique in the Beaver
This Chinook has flaperons, but they're not really accessible from the front pilot seat. Silly design in my opinion. I set them before takeoff and just use them for trim. Tundra tires on pavement sure is a recipe for groundloops. No close calls for me yet though. I had to do many many landings on grass before I was comfortable landing on pavement. I don't think there's anything wrong with the design, you just have to be willing to put the time in to learn how to operate it. It's definitely not for a new pilot.
The flaps handle was over my head. I could reach it . The guy who built the aircraft might have extended it but I don't know. I had the break away tailwheel so one it jumped out of the slot it could net be recovered easily.
GOOD Cheap aircraft are hard to define. Every ultralight has it's flaws. I'd ecpect though that if you didn;t want to to keep cheating death that you'd find yourself in a Rans. Those S-12 pusher or S-6 tractor are both great little flyers. The best part is they are not made out of all aluminum. The chromemoly cage just won't collapse all around you if you need to move some trees or a simple bobedwire fence. Both will take a VW direct drive if you don't have the cash for a Rotax.
I don't think I'm cheating death... but I do agree that Rans makes great airplanes. I have some time in an S-7 Courier. (video link below) That is a great flying aircraft. I'd love to try out the S-17 and S-18 Stingers as well. th-cam.com/video/2K8jxVC3c8g/w-d-xo.html
Please can you give more do s and donts for landings and take off s in particular. I have purchased a Chinook plus 2 and need to convert from a weight shift microlight to a three axis like Chinook. And advice gladly accepted. Great video that.
Ultimately you gotta find an instructor and learn in person. Best tip I can give you is keep your feet moving to actively keep the plane straight at all times. Once it starts to get squirrelly, it's hard to get it back under control. And if possible, do all of your initial take offs and landings on grass, not pavement.
Hi mmatt - I am building a Chinook Plus 2 out here in Northern Nevada, and find your vids to be very helpful. I wish to suggest that you do a vid on a thorough pre-flight with good close-up views of your systems and assemblies. Also, if you would ad commentary on what you like and how you think some areas might be improved, that would be fabulous !! I like the fact that you share verbally your thought processes as you fly along, and with your sharing of suggestions etc. Some of it however, is difficult to hear above the background noise.
Ya, the intercom in the Chinook isn't as clear as the one I have in the Beaver. Consider a Flight Tech intercom for your plane. (that's what I use in the Beaver) I'll see about putting a video together as you suggested once I get the Chinook back in the air. It's currently grounded until I get a new engine for it. :-(
I really enjoyed this video for numerous reasons. I have wanted to see more of the Chinook for a while and to hear more tech details about flying characteristics both of the Beaver and Chinook. I fly a Quad City Challenger II in Alberta and love seeing what you do with your aircraft. Please do more of this style. Cheers!
Thank you for the feedback! Both planes are currently grounded but as soon as I get them back into the air, I'll do my best to produce more content like this.
I closed my Patreon account. I just don't have time to produce both regular content and Patreon content so I didn't want to continue to charge my current Patreoners... Patreonizers...? Patreons...? for something they weren't getting. Feel free to click an ad or two or share my videos on Facebook or something if you'd like to help. Don't feel obligated to however, this channel is just a hobby for me and anything I get out of it simply adds a few more gallons of gas for the planes. :-) As for what grounded me... there will be a video... probably. ;-) Not to worry, I'll be back in the air in a matter of weeks as long as everything goes well. :-)
I spend more time editing my videos than flying and they're nowhere nearly as interesting as yours. I appreciate the work you put into your (our) hobby. I'll click a few ads. Please consider filming replacing your engine. Cheers!
I'm very interested in buying a Chinook +2 as my first LSA and loved this long form video showing the flight characteristics. 2 quick questions if you have the time to answer: 1: I'm about 300-310lbs, would that be a bit too heavy for an aircraft like this, especially if flying with a passenger? (trying to lose weight and have a bit of time before I can afford one) 2: What's the realistic take-off and landing distance on one of these? I'd ideally like to use the plane to fly back and forth between where I live and where my parents live (about a 70 mile trip), and the best place I have to land is a 175 yard strip with about 600 yards of field on the other side of a shallow creek. So plenty of room to get down and to landing speed/ climb once the wheels are up. But would this be a realistically plausible landing area. Love the videos and please keep up the great work. They've been so helpful in trying to get started in the hobby.
Chinooks typically weigh around 600 lbs with full fuel. Their gross weight is 1050. According to the math you could take an additional 150 lbs of passenger or cargo. (these are ballpark numbers, every plane is a bit different) 175 yards should be enough room to land once you are able to put the wheels down exactly where you want them every time and you have good brakes. It should also be enough room for take off depending on your engine choice. In this case, I'd recommend a minimum of 65 hp.
Really enjoyed watching you talk about the characteristics of the plane etc. Is this plane and or the beaver capable of spin recovery? I was watching another video where the man said his plane was not meant for spins but I don’t remember what type it was. If so, how much altitude do you typically loose before you recover from one? Wes
Great question! I haven't personally spun either aircraft but I have spoken to pilots who have. Both planes apparently are quite difficult to spin and recover simply by releasing the control inputs to start the spin. Thanks for asking!
Hi Matt, Found this place on Google Earth (whoopee!) Here's a story request; a mob of Woodstock planes fly up there for a picnic or BBQ, looks a nice little strip, with some country we don't normally get to see!
Enjoyed. Demonstration and explaining the flight differences of one ultralight from another ultralight makes for useful information. Not boring. I do like the way you narrated what you are doing and why in this video. Request your opinion on ultralights about safety improvement, designs, flaws, do's and don't, placements of controls, etc. Thanks.
Hi Matt, I'm looking to get my American FAA sport license and my dream plane is a Chinook II like yours so I can fly my friends and siblings around Idaho where I live. What are your total operating costs per hour in that? Will it classify as an LSA and can I fly it with one passenger with just a sport license? Thanks! Love the vids!
That was a great video! I'm a PPG pilot interested in getting into ultralight or LSA. Why is it difficult to control a taildragger aircraft on centerline? Would this be a good aircraft for a beginner? Keep the videos coming! I enjoyed your commentary as you worked through each procedure.
That's a great question. There are some great videos on TH-cam that can explain it far better than I can. I can't say that I'd recommend a taildragger for a beginner. You can do it... it'll just be much harder than it needs to be.
Thanks mmatt... loves that type of narration while you fly. I am looking at building an ultralight and I am very interested in a Chinook plus 2 on floats or an excalibur on floats. Someone told me that the chinook is not for a low time pilot ( like me at 50 hrs). Can you explain a bit why the chinook would be any different than a Excalibur or challenger or beaver ?? I like the ruggedness of the chinook for backcountry landings... but if its to hard to fly...i can choose something else...lol
I think it's because the Chinook has a shorter tail compared to most other planes. This short-coupling makes the pitch and yaw controls very sensitive. It's very easy to over-control it. I have found that the Challenger (and I suspect the Excalibur) handles just the same if not a little worse. My personal experience in the Challenger also leads me to believe that it's not a good plane for low-time pilots either. However, if you're willing to put in the time with a good instructor, it won't take long to get a good safe handle on it. Just don't expect to hop out of a Cessna 150 and into a Challenger, Excalibur, or Chinook and expect to fly it safely. The Beaver has a longer tail and a swept back wing, both of which contribute to better stability. I have found that it flies like it's on rails. It simply goes in the direction that you point it until you tell it otherwise. I'm also of the opinion that the Beaver landing gear is superior in terms of ruggedness. That of course makes no difference at all if you plan on using floats. :-) If you want a Chinook (and why not? they're great planes!) get one. Just plan on some extra time with an instructor before you go by yourself. It is a fantastically rugged plane, it's fun to fly, and lends itself quite nicely to off airport operations.
That is great advice and insight. I will certainly get training before i get in one of those ultralights. I am leaning towards the chinook plus 2. Keep those videos coming....they are very informative, educational and inspiring for aspiring pilots like me...lol. What engine do you like best in terms of power and reliability for bush operation.
It's hard to go wrong with the Rotax 912. Aside from the initial cost and overhaul costs, the fuel economy and reliability are fantastic. The extra power they provide, especially when operating off floats, would be highly beneficial. That said, I run a Rotax 582 on my Chinook. They have the reputation of also being a very reliable engine if properly cared for. They are around a third the price of the 912 but they burn a bit more gas. Overhauls are more frequent but also a lot less expensive.
I have seen those vertical finlets (isn't that just a cute name for them) before on Challengers but I thought they were just for when they had floats on them. I didn't know they were supposed to be installed on all of them that have doors. I see now that the new kits have larger tails probably for the same reason. I haven't flown the Chinook with the doors off yet but now I want to so I can test this theory (which I strongly suspect to be correct). Thanks for commenting! I love it when I get to learn stuff like this. :-)
Hey matt, which one do you prefer flying? The beaver or the chinook? Do they still make the Bever 550 ? I saw many challengers and not many have the finlets installed. maybe its a question of flying experience, people with lots of hours may not mind the sensitivity of the controls. But yes, a video with and without door would make a great learning experience.
I love the video ,it could be longer ,,lot’s of info ,since I am considering purchasing a kit ,how do you like it in comparison to the many ultralights you fly ,& on a 1 to 10 scale how do you rate it ? Tnx Mac👍💯
I'd give it a solid 7 out of 10. Of all the ultralights I've flown, I'd put this one in third place. There's just nothing that compares to the handling of the Beaver RX550 (my current plane) and even though it may not be very fast, it's the most fun. The CGS Hawk would be my second choice, and the plane in this video (the Chinook) would be my third. Other ultralights I've flown include (in no particular order) the KitFox, ApolloFox, Challenger, Rans S-6, Rans S-7, Quicksilver GT500, and X-Air Hanuman. Many of these plane have much more performance but I'm just a sucker for a pusher airplane. The engines up in the nose just don't do anything for me. lol Just as an FYI for those who don't know, I'm in Canada and all of the planes listed in this comment are considered Ultra-lights here.
@@mmatt tnx so much Mat, that helps ,My first choice was the Hawk ,and they are here in Fl..close to me ,,but beside being a lot more expensive ,they gave me a runaround ..I agree and also like the pusher types ,not a Cessna man ,tired of looking through the prop.,
I can take passengers up to 250 lbs as long as they can get in and out of the plane. (you have to be kinda flexible since you have to get around the tubes and stuff)
I am flexible but i have to lose some weight first.... lol Thank you... ( 5 foot 9 inches but 275.. I am in no hurry... But love to lose weight that i fly or not...(Y)
Great question! The radio call sequence is: who you are calling, who you are, where you are, and then what your intentions are. Since radio calls come with no warning to the listener, we often miss the first part of the message. If we repeat the first part again at the end, we make sure that anyone listening gets the whole thing. Hope that helps!
Hi Matt, I really enjoy your channel. I fly for work but would like to one day get into ultralights (Chinook/Drifter size). Whats your view on 2 stroke vs 4 stroke? Obviously 2 stroke is way cheaper, but I know little about them other than they seem to be less reliable than 4 stroke. I know a 912 is a pricey bit of equipment, but if you can maybe afford it, would you go that way? It would seem to have an advantage for cross country as well due to burn rate as well as no oil mixing etc. Are there a lot of extra handling considerations with the 2 strokes? Apologies for all the questions; I'd love to hear your views. Cheers...
No, given the choice, I'd stick with a 2-stroke for an ultralight sized aircraft. Two-strokes are a lot more reliable these days now that we know how to properly run them. If you treat them right and stick to the manufacturers recommended maintenance schedule, I'd argue that they are at least as reliable as a 4-stroke. The power to weight ratio simply can't be beat either.
@@mmatt Back when I did the PC Simulator in around 1998, I was landing on the numbers dead stick, floating it in on full flaps. Flew the 172 mostly, but a much higher angle of approach, kinda like parachuting in, but with practice, got to to point I could do it whenever I chose.
There are a few times when having doors would be nice like when it's particularly cold or if I happen to fly fly through a rain shower, but overall, I feel the benefits of the open cockpit far outweigh the negatives. There's just nothing quite like the perfect uninterrupted visibility of the ground directly below you in a steep turn, the feeling of the wind whipping by, the ability to extend your arms out into the windstream, and the lack of greenhouse effect in the summer. I feel that an open cockpit simply gives me a more visceral flight experience.
Very nice flight and documentation. For time, you do want to keep it under 20 minutes, but keep all the good stuff. Fast forwarding some of the video is always good. Sometimes overlaying verbal documentation during fast forward is very helpful as a TH-camr.
Thoroughly enjoyed, and watched multiple times. I'm considering a Chinook +2 and the narration as well as camera placement offered helpful perspective on this aircraft. Thanks! Also... How tall are you? I'm 6'2"... Would this fit?
The worst thing to do is sit on the runway doing final checks! Especially when someone else out there has a bad radio! Once on the runway, take off and go! Also, why back taxi on that long runway? Just turn right and take off. Minimize your time on the runway where you might be in someone elses way. And one last comment. Landing practice is good but no need to practice dragging in over the trees to hit the nunbers. Use the 1000' marking on the rwy as your target. That way a loss of power will not necessarily result in an off airport landing. And keep the pattern close so im case of a loss of power at pattern altitude you are close enough to get back to the field.
So you give me all this safety advice (not being there in the situation and so not having a full understanding of what's going on) and then you tell me not to use all of the available runway? Which is it? Be as safe as you can or just when you feel like it? lol
@@mmattit’s a trade off. Back taxiing to get more runway when you probably have 10x what you need to safely take off or abort is a bad trade off. Minimizing your time with your back to approaching traffic is smart. Practicing landings on a long runway is smart, dragging it I’m over the trees when you are learning the plane is not. You can get just as effective of training picking a spot 500’ up the runway as always going for the numbers. Stop being defensive and think through what I am saying. Maybe look at accident reports to see how many planes crash 1000’ or less from the runway. My credentials. Commercial SEL, MEL, Inst and 2500 hours of flying time.
@@johndalman6616 Watch my throttle John, I'm at idle on all of my approaches, usually high and fast. I'm not dragging it in over the trees. You may have plenty of hours on big heavy planes, but these light small ones fly differently and I wasn't being unsafe at all with my approaches.
@@johndalman6616 Having had an engine failure on takeoff and only just managing to stop before the airfield fence, you'll never find me missing out on additional runway. Nothing more useless than runway behind you. I fly a microlight that climbs at over 1k ft/min and was on a 700m runway.
It depends. If I've done it right, I'm at idle. That leads to a bouncy landing still though as I'm still perfecting my power off landing technique. I typically bring the RPMs up to 4000 or so around treetop level so I can soften my descent. You gotta make sure to start backing them off again a few feet off the ground or you'll just float down the full length of the runway. This is the same technique I initially teach students in the Beaver as well as it gives them more time to adjust their final height before touchdown. We quickly transition to power off landings though which is how I try to land every time when I'm solo in the Beaver since it's a much easier plane to land.
@@mmatt I’m obviously not a pilot. If there is no one to ask why make mention the radio doesn’t work well? I suppose if another plane was in the area is why he made the call. I’d still get my radio working correctly.
@@dcs6230 Due to the low air traffic density, it was a low priority item. There isn't even a legal requirement to have the radio on board. This was years ago though and I'm happy to report that the radio was fixed and worked great for as long as I owned the plane.
@@mmatt Thank you. I’ve been watching videos on aviation and I’m thinking about getting my license. I appreciate your time in clarifying. Have a great day.
I’m a78 year old private pilot with many, many hours & your presentation was great . A must watch for the beginner & the occasional flyer .
More videos like this please. I'm a pilot wannabe. In the meantime I enjoy flying vicariously looking over your shoulder . Saves a lot of money that way. 😀
Loved it. Older pilot here. Haven’t flown in several years. Brings back fun memories. You’re a good pilot.
As a non-flier at present, videos like this are very informative.
From mayaguez Puerto Rico. Love it
Love the Chinook. GOD BLESS.
I really enjoyed this. I was going to just skim it but watched the whole thing. Your constant narration, with helpful information, really makes it watchable. Also the different camera setups are great, as was your editing it all together. That probably took a few hours.
What a great flying day too.
Cheers!
Four years late but nice plane !... I want one just to putt along our coast line and do whale watching in the mornings 🤗👍👍👍... this would be perfect.
Enjoyed the longer video. Gives time for more of your good words of wisdom. Very much appreciate you explaining everything.
Thanks Matt
Amazing video and actually, this video made us buy a Chinook S2 kit for our electric conversion. Build starts August...
Thanks for bringing us along for the ride, beautiful day to fly!
Wonderful! Length was perfect for the flight and you make it informative & fun. Thanks and keep them coming please!
Very nicely done! Seems to be a fairly forgiving aircraft. Thanks for sharing. :)
Really interesting for those like me who are not able to fly but really want to. Great information about the nuts and bolts of staying in the air.
Considering the quality of your audio and video, as well as the narration, I'm surprised you only have 6k subs!?! Keep up the great work!
Thanks man! The subs continue to slowly build. I think I'd rather a slow climb than a fast one anyway when it comes to that. Regardless, I do this for fun. I'd still be making these videos even if no one was watching. It's the process I enjoy since it allows me to re-live my flights. :-)
I really love video... you can fully see the controls and REALLY can learn... commentary excellent
Enjoyed the video as is, I like the continuity as it gives me a better perspective on overall handling characteristics.
Wanted to know more about the Chinook and this video showed me everything I wanted to know! Awesome! Thanks. I’m getting tired of the limitations of my certified aircraft. The Chinook looks like it might be my next airplane! Thanks, Dan
Glad it was helpful!
Hi mmatt, in this video, at 14.30 you begin a 360 degree turn to your left and as you complete the turn you run into your own wake turbulence. After commenting on this you began a 360 degree turn to your right. Not sure if this manoeuvre has a name with you but in paragliding it is referred to as a turn reversal . I first came across it when I was doing an SIV course some years ago and it is used to assess how well a pilot can control his turns. SIV is a course which involves turning the perfectly stable paraglider into a bag of washing , and the correct action required to get it flying again. Always carried out above water with a safety boat in attendence.
Really enjoyed this flight, more please.
Very much enjoyed the full video of flight, always more flying time and your great instruction. Thank you.
My pleasure! Glad you enjoyed it.
Very nice! More like this please.
Really nice video. Enjoy the narration. Not too long. Thanks
agree
A really fun one Matt, especially for us Chinook enthusiasts. Nice to hear you talk through all the airspeeds, RPMs and other configurations as you went along. Hey - I think we all just got a free flying lesson!
27 minutes is a 0.5, that'll be $50 please. ;-)
I built a 701 years ago with a rotax 912 ULS great aircraft that you just purchased. On to the Chinook...My kit is being built at this time so thanks for the old Chinook vid's. Wish you were still flying Owen's. Hope Owen still has it. Take it up sometime or put a camera in Owens. You guys are great. Your Channel is great !!!
Congratulations on a great video! Very Educational!
This video is just right and very enjoyable,,,, lots of pointers and nicely narrated. Thank you
Great video. I'm a new Chinook Plus 2 owner.
Great video because it is perfect for where I am in the learning curve. I had no trouble watching the whole thing. I think some topics warrant a shorter length and in general it is probably safer for most subjects. Love seeing the response of the aircraft with different inputs. I think for some of these it would be cool to have an inset camera on the instrument cluster (if you wanted to get fancy). I would be interested in your impressions of the the Beaver vs the Chinook air frame. Likes and dislikes.
I've tried mounting a camera to the inside of the cockpit but for some reason couldn't get the vibration sorted out to an acceptable level. The Beaver and Chinook are both great airframes. The Beaver is a bit more yaw stable with the longer tail and swept wings and it's definitely easier to take off and land. Both are very rugged and well designed.
@@mmatt Hi Matt. You might try one of several microphone vibration mounts. Here is a simple one that could works with an action camera format.
th-cam.com/video/unoVvswAPn0/w-d-xo.html
I would recommend a softer rubber band like a regular elastic band. I've seen some absolutely fantastic vibration isolation that take care of a wide range of frequency inputs. You can also add weight to camera to get rid of high frequency if it shows up. Thanks for the Beaver/Chinook perspective.
very good video, watched the whole thing , no prob... I always enjoys the views while I am up there.
Great vid and length, showing stall numbers and slow flight maneuvers. I used to have a 'Cobra' ultralight, by 'Advance(d) Aviation' I think. Pusher prop. It had small spoilerons/flaperons on top of the wings, but I rarely used them, only sometimes in stronger crosswind landings. That was a blast. I'd like to find a good deal and fly regularly again. There's a great grass strip airport 15 min away. A couple friends have a 182, and an, RV12, I think. I like the low stall speeds of Ultralights and LSA/ELSA. Great vid. Edit
Love your videos.
Great video ...keep them coming
I really enjoy watching this video. Would enjoy having my own one of these days here in the states.
I love how docile the chinook seems to be..and safe with the ability to carry two people.
Honestly..what's not to like?
I don't know Mat. Some people want shorter videos and some, longer ones. I, personally, would watch you fly for hours and love every single minute of it. I guess you now understand why targeted advertising and FB advertising is so popular these days. They give every potential customer/viewer somehow what they expect and everyone is close to satisfied. Data power is real !. I don't know how you can assess data, in TH-cam format, as for gaining more viewers. But I know one thing though. I love what you do !
Thanks! I'll probably just continue to put up both longer and shorter videos so everyone is happy. :-)
Nice plane buddy and looking good. enjoyed the video 100% TY
Do more! Love watching your vids.
Not boring at all, very interesting, learned a lot.
Glad you enjoyed it!
I love your flight vids.
Your videos are just fine. I like the scenic flights myself. High altitude views are cool too. I miss flying ultralights. Hopefully in the near future I'll get back into it. I used to own a Pterodactyl Ascender III B. I loved that plane.
Would be cool to mount a camera on the nose of the plane looking forward. Would make it feel like what a bird's eye view. Put some Van Halen, or Sammy Hagar to its audio. 😁
I enjoyed the audio and the flight!!
Excellent tail wheel landings mmatt.9/9/2021
not a boring vid at all matt keep em coming :)
Awesome! Transitioning from light sport trike to a Phantom and need all the help I can get with stick and rudder. Your videos are very informative and helpful. Thanks!
A Phantom?!? Nice! I love those and wish I could get some time in one. Those are practically the same thing as the plane GlassDogAngle flies. Is yours wire braced or strut braced? You should put up some videos of it! I just subbed to you in case you do! lol
mmatt - I will plan on putting up some videos. Unfortunately we don’t have and two place ultralights. So I’m taking lessons in a champ and then will transition into the Phantom. I am a weight shift sport pilot with about 100 hours in my trike. Check out a few videos on my Utube channel. Where is Woodstock located? Assuming Canada. Thanks Matt
Yup, Woodstock is in the province of New Brunswick on the east coast of Canada. Just remember, everything is no longer backwards in the 3 axis planes! ;-)
Definitely enjoy the longer vids, Thanks
Thanks for the feedback!
Greatings from Norway :) This is one of my favorite channels! Great videos
Thank you! I appreciate hearing that! :-)
Be really useful to see some interior close ups as I am building a semi scale r c electric model. Exterior detail would also be appreciated!
Great shots. Really enjoyed your flight. Thanks
Matt- My Chinook Plus 2 had flaps. Thats what you need to takeoff and land this thing with full authority. Full flaps will put you nose down and it will never fly faster than 50 dumping 500 feet just over the threshold and still being able to stop it within 300 feet. On takeoff flaps will get your tail flying in 2 or 3 seconds. In my opinion, it's just a matter of time before you ground loop this beast. It will probably stay upright with no damage but there is definately something wrong with this aircraft. I think the best purpose for a Chinook plus 2 is to put it on full lotus floats with no amphibs. It's a tough little plane and will take real beating but as a taildragger it's no Sunday flyer. You have to work on this technique all the time, use the flaps, and never ever land this airplane downwind. Hope to see another video soon . We love your instruction technique in the Beaver
This Chinook has flaperons, but they're not really accessible from the front pilot seat. Silly design in my opinion. I set them before takeoff and just use them for trim. Tundra tires on pavement sure is a recipe for groundloops. No close calls for me yet though. I had to do many many landings on grass before I was comfortable landing on pavement. I don't think there's anything wrong with the design, you just have to be willing to put the time in to learn how to operate it. It's definitely not for a new pilot.
The flaps handle was over my head. I could reach it . The guy who built the aircraft might have extended it but I don't know.
I had the break away tailwheel so one it jumped out of the slot it could net be recovered easily.
I don't have a breakaway tailwheel. That could be the difference here. I can only imagine how terrible that would be once it came out of the slot!
GOOD Cheap aircraft are hard to define. Every ultralight has it's flaws. I'd ecpect though that if you didn;t want to to keep cheating death that you'd find yourself in a Rans. Those S-12 pusher or S-6 tractor are both great little flyers. The best part is they are not made out of all aluminum. The chromemoly cage just won't collapse all around you if you need to move some trees or a simple bobedwire fence. Both will take a VW direct drive if you don't have the cash for a Rotax.
I don't think I'm cheating death... but I do agree that Rans makes great airplanes. I have some time in an S-7 Courier. (video link below) That is a great flying aircraft. I'd love to try out the S-17 and S-18 Stingers as well.
th-cam.com/video/2K8jxVC3c8g/w-d-xo.html
Your videos are compulsive watching for me over here in England Matt, I love all video's do matter how long you make them.
Great to hear. :-)
Please can you give more do s and donts for landings and take off s in particular. I have purchased a Chinook plus 2 and need to convert from a weight shift microlight to a three axis like Chinook. And advice gladly accepted. Great video that.
Ultimately you gotta find an instructor and learn in person. Best tip I can give you is keep your feet moving to actively keep the plane straight at all times. Once it starts to get squirrelly, it's hard to get it back under control. And if possible, do all of your initial take offs and landings on grass, not pavement.
Hi mmatt - I am building a Chinook Plus 2 out here in Northern Nevada, and find your vids to be very helpful. I wish to suggest that you do a vid on a thorough pre-flight with good close-up views of your systems and assemblies. Also, if you would ad commentary on what you like and how you think some areas might be improved, that would be fabulous !!
I like the fact that you share verbally your thought processes as you fly along, and with your sharing of suggestions etc. Some of it however, is difficult to hear above the background noise.
Ya, the intercom in the Chinook isn't as clear as the one I have in the Beaver. Consider a Flight Tech intercom for your plane. (that's what I use in the Beaver) I'll see about putting a video together as you suggested once I get the Chinook back in the air. It's currently grounded until I get a new engine for it. :-(
Was NOT too long. Awesome video. Cheers! New Sub here...
Awesome! Glad you enjoyed it! More fresh content is coming soon. :-)
I really enjoyed this video for numerous reasons. I have wanted to see more of the Chinook for a while and to hear more tech details about flying characteristics both of the Beaver and Chinook. I fly a Quad City Challenger II in Alberta and love seeing what you do with your aircraft. Please do more of this style. Cheers!
Thank you for the feedback! Both planes are currently grounded but as soon as I get them back into the air, I'll do my best to produce more content like this.
Looking forward to it. I hope nothing serious grounded you. Wind has grounded me today. How can I find you on Patreon?
I closed my Patreon account. I just don't have time to produce both regular content and Patreon content so I didn't want to continue to charge my current Patreoners... Patreonizers...? Patreons...? for something they weren't getting. Feel free to click an ad or two or share my videos on Facebook or something if you'd like to help. Don't feel obligated to however, this channel is just a hobby for me and anything I get out of it simply adds a few more gallons of gas for the planes. :-)
As for what grounded me... there will be a video... probably. ;-) Not to worry, I'll be back in the air in a matter of weeks as long as everything goes well. :-)
I spend more time editing my videos than flying and they're nowhere nearly as interesting as yours. I appreciate the work you put into your (our) hobby. I'll click a few ads. Please consider filming replacing your engine. Cheers!
I didn't realize you had an active channel. Subbed. :-)
Good length, great vid. I have a chinook, not yet flying so your vids are great info
Glad I can help!
I liked it matt very informative thanks Bob.
Cool plane.. quite roomy cockpit & pretty quiet as well.. GPH?
About 5 US gph
Nice little machine 👍
Very informative.
I'm very interested in buying a Chinook +2 as my first LSA and loved this long form video showing the flight characteristics.
2 quick questions if you have the time to answer:
1: I'm about 300-310lbs, would that be a bit too heavy for an aircraft like this, especially if flying with a passenger? (trying to lose weight and have a bit of time before I can afford one)
2: What's the realistic take-off and landing distance on one of these?
I'd ideally like to use the plane to fly back and forth between where I live and where my parents live (about a 70 mile trip), and the best place I have to land is a 175 yard strip with about 600 yards of field on the other side of a shallow creek. So plenty of room to get down and to landing speed/ climb once the wheels are up. But would this be a realistically plausible landing area.
Love the videos and please keep up the great work. They've been so helpful in trying to get started in the hobby.
Chinooks typically weigh around 600 lbs with full fuel. Their gross weight is 1050. According to the math you could take an additional 150 lbs of passenger or cargo. (these are ballpark numbers, every plane is a bit different)
175 yards should be enough room to land once you are able to put the wheels down exactly where you want them every time and you have good brakes. It should also be enough room for take off depending on your engine choice. In this case, I'd recommend a minimum of 65 hp.
@@mmatt Sounds great. Thank you so much!
That is dedication.
Really enjoyed watching you talk about the characteristics of the plane etc. Is this plane and or the beaver capable of spin recovery? I was watching another video where the man said his plane was not meant for spins but I don’t remember what type it was. If so, how much altitude do you typically loose before you recover from one?
Wes
Great question! I haven't personally spun either aircraft but I have spoken to pilots who have. Both planes apparently are quite difficult to spin and recover simply by releasing the control inputs to start the spin. Thanks for asking!
Great video Perfect
More videos. Good stuff 😊
Absolutely great video and flight. This ultralight looks great! Congrats from Portugal 🖕🙂🇵🇹
Hi Matt, Found this place on Google Earth (whoopee!) Here's a story request; a mob of Woodstock planes fly up there for a picnic or BBQ, looks a nice little strip, with some country we don't normally get to see!
We've been trying to organize that for years. It's like herding cats! lol
@@mmatt I did laugh out loud, when I read that, not bad for 6:30 on a Monday morning!
Enjoyed. Demonstration and explaining the flight differences of one ultralight from another ultralight makes for useful information. Not boring. I do like the way you narrated what you are doing and why in this video. Request your opinion on ultralights about safety improvement, designs, flaws, do's and don't, placements of controls, etc. Thanks.
That's a pretty big topic! I'd need a pretty long video to cover all that! But I'm glad you enjoyed it! I'll see what I can do for a follow up video.
Very, very cool.
A 4 place chinook would be dooooooope
Hi Matt, I'm looking to get my American FAA sport license and my dream plane is a Chinook II like yours so I can fly my friends and siblings around Idaho where I live. What are your total operating costs per hour in that? Will it classify as an LSA and can I fly it with one passenger with just a sport license? Thanks! Love the vids!
That was a great video! I'm a PPG pilot interested in getting into ultralight or LSA. Why is it difficult to control a taildragger aircraft on centerline? Would this be a good aircraft for a beginner? Keep the videos coming! I enjoyed your commentary as you worked through each procedure.
That's a great question. There are some great videos on TH-cam that can explain it far better than I can.
I can't say that I'd recommend a taildragger for a beginner. You can do it... it'll just be much harder than it needs to be.
Excelent guys.
When will you be up and making videos again? Sure miss them.
The plan is to break in the 582 on the Beaver tomorrow. I'll do my best to document that and post it. Well, the interesting bits anyway. :-)
Excellent Flying.5/19/2022yr.
Thanks mmatt... loves that type of narration while you fly. I am looking at building an ultralight and I am very interested in a Chinook plus 2 on floats or an excalibur on floats. Someone told me that the chinook is not for a low time pilot ( like me at 50 hrs). Can you explain a bit why the chinook would be any different than a Excalibur or challenger or beaver ?? I like the ruggedness of the chinook for backcountry landings... but if its to hard to fly...i can choose something else...lol
I think it's because the Chinook has a shorter tail compared to most other planes. This short-coupling makes the pitch and yaw controls very sensitive. It's very easy to over-control it. I have found that the Challenger (and I suspect the Excalibur) handles just the same if not a little worse. My personal experience in the Challenger also leads me to believe that it's not a good plane for low-time pilots either. However, if you're willing to put in the time with a good instructor, it won't take long to get a good safe handle on it. Just don't expect to hop out of a Cessna 150 and into a Challenger, Excalibur, or Chinook and expect to fly it safely. The Beaver has a longer tail and a swept back wing, both of which contribute to better stability. I have found that it flies like it's on rails. It simply goes in the direction that you point it until you tell it otherwise. I'm also of the opinion that the Beaver landing gear is superior in terms of ruggedness. That of course makes no difference at all if you plan on using floats. :-) If you want a Chinook (and why not? they're great planes!) get one. Just plan on some extra time with an instructor before you go by yourself. It is a fantastically rugged plane, it's fun to fly, and lends itself quite nicely to off airport operations.
That is great advice and insight. I will certainly get training before i get in one of those ultralights. I am leaning towards the chinook plus 2. Keep those videos coming....they are very informative, educational and inspiring for aspiring pilots like me...lol. What engine do you like best in terms of power and reliability for bush operation.
It's hard to go wrong with the Rotax 912. Aside from the initial cost and overhaul costs, the fuel economy and reliability are fantastic. The extra power they provide, especially when operating off floats, would be highly beneficial. That said, I run a Rotax 582 on my Chinook. They have the reputation of also being a very reliable engine if properly cared for. They are around a third the price of the 912 but they burn a bit more gas. Overhauls are more frequent but also a lot less expensive.
I have seen those vertical finlets (isn't that just a cute name for them) before on Challengers but I thought they were just for when they had floats on them. I didn't know they were supposed to be installed on all of them that have doors. I see now that the new kits have larger tails probably for the same reason. I haven't flown the Chinook with the doors off yet but now I want to so I can test this theory (which I strongly suspect to be correct).
Thanks for commenting! I love it when I get to learn stuff like this. :-)
Hey matt, which one do you prefer flying? The beaver or the chinook? Do they still make the Bever 550 ? I saw many challengers and not many have the finlets installed. maybe its a question of flying experience, people with lots of hours may not mind the sensitivity of the controls. But yes, a video with and without door would make a great learning experience.
I love the video ,it could be longer ,,lot’s of info ,since I am considering purchasing a kit ,how do you like it in comparison to the many ultralights you fly ,& on a 1 to 10 scale how do you rate it ? Tnx Mac👍💯
I'd give it a solid 7 out of 10. Of all the ultralights I've flown, I'd put this one in third place. There's just nothing that compares to the handling of the Beaver RX550 (my current plane) and even though it may not be very fast, it's the most fun. The CGS Hawk would be my second choice, and the plane in this video (the Chinook) would be my third. Other ultralights I've flown include (in no particular order) the KitFox, ApolloFox, Challenger, Rans S-6, Rans S-7, Quicksilver GT500, and X-Air Hanuman. Many of these plane have much more performance but I'm just a sucker for a pusher airplane. The engines up in the nose just don't do anything for me. lol
Just as an FYI for those who don't know, I'm in Canada and all of the planes listed in this comment are considered Ultra-lights here.
@@mmatt tnx so much Mat, that helps ,My first choice was the Hawk ,and they are here in Fl..close to me ,,but beside being a lot more expensive ,they gave me a runaround ..I agree and also like the pusher types ,not a Cessna man ,tired of looking through the prop.,
Amazing how many airports named Woodstock
Love the flying, i ride with a pilot sometimes...no ultra light yet at 275 they tell me i am to eavy... :(
I can take passengers up to 250 lbs as long as they can get in and out of the plane. (you have to be kinda flexible since you have to get around the tubes and stuff)
I am flexible but i have to lose some weight first.... lol Thank you... ( 5 foot 9 inches but 275.. I am in no hurry... But love to lose weight that i fly or not...(Y)
the longer videos are more intresting
Great video, but bad audio as you already know
.loved it, more pleased.
Why do all the radio transmissions end with "Woodstock"? I realize that's the airport name, but I've never heard that before.
Great question! The radio call sequence is: who you are calling, who you are, where you are, and then what your intentions are. Since radio calls come with no warning to the listener, we often miss the first part of the message. If we repeat the first part again at the end, we make sure that anyone listening gets the whole thing. Hope that helps!
Hi Matt, I really enjoy your channel. I fly for work but would like to one day get into ultralights (Chinook/Drifter size). Whats your view on 2 stroke vs 4 stroke? Obviously 2 stroke is way cheaper, but I know little about them other than they seem to be less reliable than 4 stroke. I know a 912 is a pricey bit of equipment, but if you can maybe afford it, would you go that way? It would seem to have an advantage for cross country as well due to burn rate as well as no oil mixing etc. Are there a lot of extra handling considerations with the 2 strokes? Apologies for all the questions; I'd love to hear your views.
Cheers...
No, given the choice, I'd stick with a 2-stroke for an ultralight sized aircraft. Two-strokes are a lot more reliable these days now that we know how to properly run them. If you treat them right and stick to the manufacturers recommended maintenance schedule, I'd argue that they are at least as reliable as a 4-stroke. The power to weight ratio simply can't be beat either.
@@mmatt Thanks Matt, really appreciate your time and thoughts. Keep up the great work on the channel!
@@mmatt Would your answer change if you were operating out of an airport at 6500' MSL in a warm climate? Density altitude and all that?
No, I still think the lighter weight 2-stroke is the better choice on the Chinook. I might consider a 670 instead of the 582 though.
Check out the Yamaha engine that Steve Henry uses on his Highlander. 160hp and 125lbs 3-6gph. Pretty nice option.
Did you buy and build your chanook ? I’m in Boise Idaho and I’m wanting to build one with a 4 stroke efi engine I’m designing
I did not. I was the third or fourth owner of it.
How much flap input were you using on your touch & go's? Looking into the Chinook for possible future plans?
None. I only ever used them for short field landings.
@@mmatt Back when I did the PC Simulator in around 1998, I was landing on the numbers dead stick, floating it in on full flaps. Flew the 172 mostly, but a much higher angle of approach, kinda like parachuting in, but with practice, got to to point I could do it whenever I chose.
Do you prefer the closed cabin or open cockpit
There are a few times when having doors would be nice like when it's particularly cold or if I happen to fly fly through a rain shower, but overall, I feel the benefits of the open cockpit far outweigh the negatives. There's just nothing quite like the perfect uninterrupted visibility of the ground directly below you in a steep turn, the feeling of the wind whipping by, the ability to extend your arms out into the windstream, and the lack of greenhouse effect in the summer. I feel that an open cockpit simply gives me a more visceral flight experience.
Excelent.
Love it thanks!!!
No problem! :-)
Very nice flight and documentation. For time, you do want to keep it under 20 minutes, but keep all the good stuff. Fast forwarding some of the video is always good. Sometimes overlaying verbal documentation during fast forward is very helpful as a TH-camr.
Good video, better if you mount the camera.
Woodstock Georgia?
Thoroughly enjoyed, and watched multiple times. I'm considering a Chinook +2 and the narration as well as camera placement offered helpful perspective on this aircraft. Thanks!
Also... How tall are you? I'm 6'2"... Would this fit?
The plane in the video is mine, I am 6'2" 210 pounds....and its an easy fit.
The worst thing to do is sit on the runway doing final checks! Especially when someone else out there has a bad radio! Once on the runway, take off and go! Also, why back taxi on that long runway? Just turn right and take off. Minimize your time on the runway where you might be in someone elses way. And one last comment. Landing practice is good but no need to practice dragging in over the trees to hit the nunbers. Use the 1000' marking on the rwy as your target. That way a loss of power will not necessarily result in an off airport landing. And keep the pattern close so im case of a loss of power at pattern altitude you are close enough to get back to the field.
So you give me all this safety advice (not being there in the situation and so not having a full understanding of what's going on) and then you tell me not to use all of the available runway? Which is it? Be as safe as you can or just when you feel like it? lol
@@mmattit’s a trade off. Back taxiing to get more runway when you probably have 10x what you need to safely take off or abort is a bad trade off. Minimizing your time with your back to approaching traffic is smart. Practicing landings on a long runway is smart, dragging it I’m over the trees when you are learning the plane is not. You can get just as effective of training picking a spot 500’ up the runway as always going for the numbers. Stop being defensive and think through what I am saying. Maybe look at accident reports to see how many planes crash 1000’ or less from the runway. My credentials. Commercial SEL, MEL, Inst and 2500 hours of flying time.
@@johndalman6616 Watch my throttle John, I'm at idle on all of my approaches, usually high and fast. I'm not dragging it in over the trees. You may have plenty of hours on big heavy planes, but these light small ones fly differently and I wasn't being unsafe at all with my approaches.
@@johndalman6616 Having had an engine failure on takeoff and only just managing to stop before the airfield fence, you'll never find me missing out on additional runway. Nothing more useless than runway behind you. I fly a microlight that climbs at over 1k ft/min and was on a 700m runway.
Hi Matt. When you are on final what rpm do you typically run?
It depends. If I've done it right, I'm at idle. That leads to a bouncy landing still though as I'm still perfecting my power off landing technique. I typically bring the RPMs up to 4000 or so around treetop level so I can soften my descent. You gotta make sure to start backing them off again a few feet off the ground or you'll just float down the full length of the runway. This is the same technique I initially teach students in the Beaver as well as it gives them more time to adjust their final height before touchdown. We quickly transition to power off landings though which is how I try to land every time when I'm solo in the Beaver since it's a much easier plane to land.
Sorry mate.
All I can hear is the engine.
yeah...not a good thing when your beaver's out of commission eh? 👩⚕️
yeah.
What happened to the Beaver's 503?
Pretty sure it's got a leaky head gasket. I've got a 582 just about ready to bolt on so I'll look at repairing the 503 once I get that done.
Radio doesn’t work well? Can’t you just call out and verify you are being received?
Not if there's no one out there to ask! lol
There's no air traffic control in this area due to the low demand for it.
@@mmatt
I’m obviously not a pilot. If there is no one to ask why make mention the radio doesn’t work well?
I suppose if another plane was in the area is why he made the call. I’d still get my radio working correctly.
@@dcs6230 Due to the low air traffic density, it was a low priority item. There isn't even a legal requirement to have the radio on board. This was years ago though and I'm happy to report that the radio was fixed and worked great for as long as I owned the plane.
@@mmatt
Thank you. I’ve been watching videos on aviation and I’m thinking about getting my license. I appreciate your time in clarifying. Have a great day.
Which engine are you running?
Rotax 582
the chinook is a tail weel ultra lite?
ultra lite is for lite person, 200 lb and less... Mabe loose cables, not tight anought?
Yes, it is a tailwheel. It can carry up to 500 lbs of fuel and passengers. Cables are all tight. It's just squirrely. :-)
Not too long.