You guys in North America are so lucky having so many local and regional airports.. every ten miles you have some sort of strip.. green with envy I am.. I'd love to be able to do what you do. Thanks for sharing your happy times.. I really enjoy watching. Thanks Matt
I flew an RX550 and I remember how tail heavy (full power) and how nose heavy (idle power) she was. This is a great fix matt. Thanks for the video. It brings back memories. These were such fun flying machines!
I'm just imagining alternate footage. Matt: Vicky's at the picket line. Vicky: he's flying without me, son of a b(cuts out) Matt: and we're back at the hanger. Nice flight. Enjoy it as always.
Nice one. You should go test to see how much lower your stall speed is with the weight on the tail. Been there, done that, and was pleasantly surprised!
Did you test the stall? That's when you know for sure what's going on with W&B. Your engine sounded like it was running nicely. The sound was very smooth. :)
1:51 Guerilla Tape, made right here in my home town of Cincinnati, Ohio, would be a super easy way to really secure that weight. It's what Red Green wish he knew about.
Great video, flew one a bit in the 80’s on skis. Loved it. I fly the Fireboss tanker now…. same idea… stick and throttle! One question to the RX550 people …. I recently flew a Quad City Challenger and will probably never fly in one again due to the ridiculous amount of adverse yaw. A turn requires leading with the rudder pedal and then opposite stick to keep the aircraft flying properly around the turn…. is the Beaver the same???
The Beaver is not the same. It has differential ailerons to counter the adverse yaw. I can easily turn with either ailerons alone or rudder alone. Using both makes the nicest turned though. I have flown a Challenger as well and know exactly what you're taking about. Lol
When your flying low by the fields i keep thinking u might collide with deer..but not as loud as those things are..lol unless they are suicidal..Im just over the line a bit in mid northern michigan..we dont have a many fields..butblooks a lot like your area Matt .great videos..thanks!
Hi Matt, I was thinking that since weather is going to be an issue here real soon that maybe you could do some hanger videos when you can't fly. I was thinking you could show exactly how a weight & balance is performed with scales and calculations, maybe what you do for your preflights, prop pitching, general maintenance, ect. I know you've talked about some of these things, but seeing it actually done would be better. Just some Idea's for content when you can't fly.
Greetings from Weyman Airpark! My "V" is on strike as well. I haven't landed at Woodstock in years but I often fly by in the RV4. There's quite a difference in the acceptable Empty Weight CG (for the builder) and the flight envelope (for the pilot). Adding 12 lbs to the tail of your ultralight is quite a significant engineering decision. Can the tail handle it? Does the Beaver have a trim control? Any performance changes are probably due to trimmed airspeed changes (set Angle of Attack). You also probably notice these with fuel load and passenger load, although both are pretty close to your CG.
Come stop in sometime! :-) Yes, it has a very large acceptable CG range which is nice to have on such a small plane. The only trim control it has are ground adjustable tabs on the tail and I have a spring trim set-up in the cockpit. I had to add significant backforce with the spring before adding the weight and now it's all but slack. With the tail not adding so much aerodynamic downforce, the AoA should be little less on the wing which I think accounts for the increased performance. Ideally I would have removed weight from the front but that's almost impossible to do short of replacing the nose pod with a lighter one. There's just nothing else up front that can be removed. I guess the other option would be to move the engine back a few inches or the main wing forward a few inches but that would an even bigger engineering project.
Can you perhaps do a video comparing the different planes at your hangar refueling wise. I've seen some which are really easy and others where you think how the h do I refuel it? I think it's applicable to C of G too as some have fuselage tanks and others wings. Sometimes I think refueling was an after thought by the designers.
I considered that but since their weight varies with the amount of fuel they have in them, the CG would be shifting during flight. Right now they sit right in the middle of the CG range so it stays the same as I fly.
My concern would be how it reacts in a stall. Aft c of g can be dangerous if the tail has a tendency to drop , potentially causing a whip stall and very poor outcomes. I suppose you will be doing more testing before making it a permanent change. In my 550 if i pull power off and let go of the stick it starts to drop the nose and slowly pick up speed , level out and then repeat. I assume this is desirable .Always enjoy the videos Matt
I carried out the appropriate calculations and hove only brought the CG towards the middle of its range instead of being forward. My nose pod has been repaired more than once and is much heavier than it originally was leading to the forward CG. A factory Beaver should have its CG in a much better location without the lead in the tail.
Interesting and fun. I would have thought the pitching moment would be too dramatic with the full 12 all the way at the back. Happy to see that wasn't the case. Thx, as always, for sharing your adventures. Go Vicki, union strong.
Ok, omg, STOP, I don't care how similar the planes are, you need to learn how to do a proper weight and balance calculation, MATH ON PAPER, if you can't do that stop flying until you learn how
Oh calm down, I did all the math. Didn't use paper though if that's alright, I custom built an Excel spreadsheet. Once I was sure that the math was correct, I verified it by comparing the performance of a practically identical airplane. I've been flying the plane like this for 2 years now and it flies better than ever so I'm pretty sure I got it right. (Also, if you skip to 1:57 you'll hear me tell you that I did the math and I even display the results as text on the screen.)
@@vg23air Again, watch the whole video. Did you miss the part where the fiberglass pod had to be repaired making it heavier? Or how about the weight difference in the engine gearboxes? Not everything in life can be perfect, sometimes we have to take an imperfect approach to make things better. There are plenty of aircraft that need ballast to fly properly.
You guys in North America are so lucky having so many local and regional airports.. every ten miles you have some sort of strip.. green with envy I am.. I'd love to be able to do what you do. Thanks for sharing your happy times.. I really enjoy watching. Thanks Matt
We really are lucky here; I have to remember that. I'm happy to hear that others enjoy watching and sharing my flights virtually with me. :-)
I flew an RX550 and I remember how tail heavy (full power) and how nose heavy (idle power) she was. This is a great fix matt. Thanks for the video. It brings back memories. These were such fun flying machines!
I'm just imagining alternate footage.
Matt: Vicky's at the picket line.
Vicky: he's flying without me, son of a b(cuts out)
Matt: and we're back at the hanger.
Nice flight. Enjoy it as always.
Matt, look at Warm and Safe electric clothing. I use it on my motorcycle and ride mostly all winter.
Very interesting flight, enjoyed it very much.
Nice Matt. That must have been a lot of wheel weights! Heated clothing season coming.
Wow she is flying really nice Matt. Seems to be flying much better. And her climb rate also seems to be much better as well
Another great show as always!
Love the scenery.
Nice one. You should go test to see how much lower your stall speed is with the weight on the tail. Been there, done that, and was pleasantly surprised!
Did you test the stall? That's when you know for sure what's going on with W&B. Your engine sounded like it was running nicely. The sound was very smooth. :)
Really enjoy your videos!
1:51 Guerilla Tape, made right here in my home town of Cincinnati, Ohio, would be a super easy way to really secure that weight. It's what Red Green wish he knew about.
Gorilla Tape was strongly considered, I love that stuff!
Happy picketing Vicky
You are so lucky not so many powerlines, New Zealand is criss crossed with them
Great video, flew one a bit in the 80’s on skis. Loved it. I fly the Fireboss tanker now…. same idea… stick and throttle! One question to the RX550 people …. I recently flew a Quad City Challenger and will probably never fly in one again due to the ridiculous amount of adverse yaw. A turn requires leading with the rudder pedal and then opposite stick to keep the aircraft flying properly around the turn…. is the Beaver the same???
The Beaver is not the same. It has differential ailerons to counter the adverse yaw. I can easily turn with either ailerons alone or rudder alone. Using both makes the nicest turned though. I have flown a Challenger as well and know exactly what you're taking about. Lol
When your flying low by the fields i keep thinking u might collide with deer..but not as loud as those things are..lol unless they are suicidal..Im just over the line a bit in mid northern michigan..we dont have a many fields..butblooks a lot like your area Matt .great videos..thanks!
The deer tend to run as soon as they hear us but I try to avoid getting too close to them if I can.
Hi Matt, I was thinking that since weather is going to be an issue here real soon that maybe you could do some hanger videos when you can't fly. I was thinking you could show exactly how a weight & balance is performed with scales and calculations, maybe what you do for your preflights, prop pitching, general maintenance, ect. I know you've talked about some of these things, but seeing it actually done would be better. Just some Idea's for content when you can't fly.
Great ideas. I'll see what I can come up with. :-)
Greetings from Weyman Airpark! My "V" is on strike as well. I haven't landed at Woodstock in years but I often fly by in the RV4. There's quite a difference in the acceptable Empty Weight CG (for the builder) and the flight envelope (for the pilot). Adding 12 lbs to the tail of your ultralight is quite a significant engineering decision. Can the tail handle it? Does the Beaver have a trim control? Any performance changes are probably due to trimmed airspeed changes (set Angle of Attack). You also probably notice these with fuel load and passenger load, although both are pretty close to your CG.
Come stop in sometime! :-)
Yes, it has a very large acceptable CG range which is nice to have on such a small plane. The only trim control it has are ground adjustable tabs on the tail and I have a spring trim set-up in the cockpit. I had to add significant backforce with the spring before adding the weight and now it's all but slack. With the tail not adding so much aerodynamic downforce, the AoA should be little less on the wing which I think accounts for the increased performance. Ideally I would have removed weight from the front but that's almost impossible to do short of replacing the nose pod with a lighter one. There's just nothing else up front that can be removed. I guess the other option would be to move the engine back a few inches or the main wing forward a few inches but that would an even bigger engineering project.
Can you perhaps do a video comparing the different planes at your hangar refueling wise. I've seen some which are really easy and others where you think how the h do I refuel it? I think it's applicable to C of G too as some have fuselage tanks and others wings. Sometimes I think refueling was an after thought by the designers.
I've never had this question before... good one! I think I could probably do a video on that...
GG, on the CG adjustment. Bye, Vickie, in the comments! ;)
BYE Vicki ! 😂 🛬
Well done with the C of G, & Bye Vicky.
Awesome! It looks like those football tanks could move back a couple of inches. That could help too :)
I considered that but since their weight varies with the amount of fuel they have in them, the CG would be shifting during flight. Right now they sit right in the middle of the CG range so it stays the same as I fly.
My concern would be how it reacts in a stall. Aft c of g can be dangerous if the tail has a tendency to drop , potentially causing a whip stall and very poor outcomes. I suppose you will be doing more testing before making it a permanent change. In my 550 if i pull power off and let go of the stick it starts to drop the nose and slowly pick up speed , level out and then repeat. I assume this is desirable
.Always enjoy the videos Matt
I carried out the appropriate calculations and hove only brought the CG towards the middle of its range instead of being forward. My nose pod has been repaired more than once and is much heavier than it originally was leading to the forward CG. A factory Beaver should have its CG in a much better location without the lead in the tail.
Bye Vicky.
I envy you so dam much!! you have all that fun... and love the sound of your engine.... what is the total amount of hours expected before overhaul???
The manufacturer recommends 300 hours.
@@mmatt Do you mean 3000?? I mean 300 hours are kind of in the short side!!
That seemed to work…
Love you from bangladesh 🇧🇩☺💞
Looks like the CG move did you good. Will you have to adjust your trim tabs a touch as a result?
Already did. :-)
Interesting and fun. I would have thought the pitching moment would be too dramatic with the full 12 all the way at the back. Happy to see that wasn't the case. Thx, as always, for sharing your adventures. Go Vicki, union strong.
Say bye Vicky
Make your weight usefull. Put a box back their full of flight essentials. Tools, survival rations, first-aid kit . Etc.
'Bye Matt.
The only way to fly
What plane is this? Are wing tanks stock?
👍🛩
That seems to have worked 🙂
BYE Vicki ! 🤣🛬
Well now you need to test it with 2 people, come on down to north Florida and I’ll go with you.
Bye Vicky
Did you do any slow flight or stalls in that configuration? Bye Vicki!!
Not yet. I will though and I'm confident that it'll be just fine. I'll report back if anything funky happens. lol
@@victoriacollier744 Hows the strike coming along? I hope you guys get what you are asking for.
@@victoriacollier744 Glad to hear that! Need to get more folks back to work these days.
Hello, please tell me how much your plane weighs
538 lbs before the weight was added, 550 lbs now.
Bye 👋 Vicky
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! kind regards !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Bye Vicki
Why not have an extra tank of petrol instead of lead weight :-)
Because then the weight will be gone when the fuel burns.... I need the weight there all the time.
By vicky
Bye Vickie.
Farmers don't use you for target practice???
Very rarely, that's what we carry duct tape for... ;-)
ykciV eyB
Ok, omg, STOP, I don't care how similar the planes are, you need to learn how to do a proper weight and balance calculation, MATH ON PAPER, if you can't do that stop flying until you learn how
Oh calm down, I did all the math. Didn't use paper though if that's alright, I custom built an Excel spreadsheet. Once I was sure that the math was correct, I verified it by comparing the performance of a practically identical airplane. I've been flying the plane like this for 2 years now and it flies better than ever so I'm pretty sure I got it right.
(Also, if you skip to 1:57 you'll hear me tell you that I did the math and I even display the results as text on the screen.)
@@mmatt well, at least you fixed the problem by making the entire plane heavier instead of addressing the loading issues lol
@@vg23air Again, watch the whole video. Did you miss the part where the fiberglass pod had to be repaired making it heavier? Or how about the weight difference in the engine gearboxes? Not everything in life can be perfect, sometimes we have to take an imperfect approach to make things better. There are plenty of aircraft that need ballast to fly properly.
@@mmatt lmao, so whats another 10 lbs lol
Bye Vicky