I thought 109 uses a toebrake system to turn during taxi,right?

[Lymark]

 After flying for so many hours, I just noticed that I actually need to use both right brake and right rudder in order to make a right turn(wheel lock released), unlike in DCS, where braking is all it takes.

 

 I thought the tail wheel has no input from the pedals? Am I mistaken something?

[Finkeren]

Yes, the toe brakes work fine.

 

Check that your tailwheel isn't locked. The plane is very reluctant to turn without rudder input if the tailwheel is locked.

Also keep in mind, that because the main gear on the 109 is so narrow, the turning effect of using one toe brake is going to be smaller than on, say, the Fw 190.

[=TBAS=Sshadow14]

toes brakes work..

like above unlock tail wheel
also the brakes are not super strong

[Lymark]

My apologies! I'm actually trying to turn a sharp right using right brake only while stationed, I guess the torque effect is too strong to do so. 

 

But how does rudder help If It's not connected to the tail wheel, and there's barely any airflow? Unless I'm using the airflow created by my own prop wash?

Edited February 11, 2017 by Lymark

[ACG_daffy_]

Prop wash would have some effect.  Probably not as much as thought, but absolutely some.  It's airflow over (against) a surface.  I'm of the opinion that DCS is probably a little more deeply modeled compared to IL2, so you shouldn't expect the same from both.  For example, you have to use some toe brake in DCS on your run-up until you get good airflow over the rudder and can lift it.  In IL2, you can pretty much do it with all rudder from start.  Toe brake for taxi seems to work fine for me...(I usually crash because of my own mistakes, not the model)

[=TBAS=Sshadow14]

As per the instructions on MANY Tail draggers..

"In order to turn more sharply and also turn with more ease against Engine Torque, Apply Full Down Elevator To unload Weight off the free castering tail wheel"

Eg,
Full Forward Stick
Full Right Rudder
Hold Right Brake (dont hold both the primary and right toe brake at same time)
Quickly increase power to 30-50% (when you brake inertia control power as needed 15-20%)

Just like the wheels on your computer chair.
Those free castering tail wheels turn and pivot much easier with less weight on them

Edited February 11, 2017 by =r4t=Sshadow14

[Lymark]

It's airflow over (against) a surface.

Surface, by that you mean control surface(plane rudder), right?

 

As per the instructions on MANY Tail draggers..

 

"In order to turn more sharply and also turn with more ease against Engine Torque, Apply Full Down Elevator To unload Weight off the free castering tail wheel"

 

Eg,

Full Forward Stick

Full Right Rudder

Hold Right Brake (dont hold both the primary and right toe brake at same time)

Quickly increase power to 30-50% (when you brake inertia control power as needed 15-20%)

 

Just like the wheels on your computer chair.

Those free castering tail wheels turn and pivot much easier with less weight on them

Thank you! I didn't know that forward stick help turning sharply. But that still doesn't explain why full right rudder would help turning significantly, when there's hardly any airflow over the rudder while stationed.

[LLv24_SukkaVR]

I just bought myself my first pedals (Crosswind) and taxiing and flying feels very weird, usually when i taxi when my tailwheel is released, i tend to roll, but still it feels much better when you can actually use your toebreaks to turn instead of pushing the break button which applies both pedal breakes.

[ACG_daffy_]

Surface, by that you mean control surface(plane rudder), right?

 

 

The vertical stabilizer more-so if you want to get technical.  The rudder is only acting as a deflector, especially at the ground/taxi speed.  Prop wash would literally be deflecting, but with the p-factor of the 109, that deflection would be a LOT more useful when turning nose-right.  The torque will pretty much take care of nose-left with some throttle work.  You can certainly maneuver all over the place with the tail wheel unlocked and just using rudder and throttle...but you have to anticipate movements.  Basically, you have to start your nose-right input before you want to turn.  Think ahead of the machine.  Remember, that's a big v12 geared up front to one shaft turning 3 deep pitched blades.  The damn thing would make one of today's semi-trucks pull to the left if you let it!! The toe braking isn't turning the airframe as much as it is preventing it from nosing left.  The thrust is turning it and moving it.  Jesus, I've probably butchered this reply!!  lol.   

[=TBAS=Sshadow14]

Prop wash on these planes is very high..
Hence why sudden power increase on take off does not only pull you to one side because of torque but also because of prop wash pushing rudder back

Also take the 111 its harder to taxi with Flaps full down as this blocks the prop wash over the tail and limits authority

[Guest deleted@50488]

Yes, overall propwash effects / efficiency in IL.2 Battle of taildraggers appears overdone, making takeoffs piece of cake becaus ethe rudder becomes readily available / alive, and at the same time due to the overdone torque effect or something on the gear / wheel / tire physics  modelling making taxiing a lot less easy just by using the real techniques than it should, IMO.

 

But I am still waiting for the announced release of the modified flight dynamics, that will also fix the problems with roll-yaw coupling.