Ground handling

[jfsimon1981]

Hi

 

 

Generally, the airplane is very difficult to control on the ground.

I assume the difficulties are just a little bit too much enhanced and yaw control is not enough responsive.

 

It's really too much a challenge to stay on taxiways and roll for take off at the moment. Difficult is ok but challenging is too strong in my opinion.

 

Regards

[Sternjaeger]

Well it's a combination of taildragger+a lot of HP+dirty runways/taxiways.

 

Ground handling response will change according to the ground you're taxiing on as you know.

[=IRFC=SmokinHole]

A few things to remember (talking LaGG here since it is harder):

 

The tailwheel doesn't lock.  It's just a caster like a grocery cart but with some dapening built into the mechanism.

The tailwheel isn't steerable. 

The rudder does nothing without significant airflow which, on the ground, can only be provided by the prop.  Adding power without left rudder makes the plane turn right due to torque.

Differential braking is the most instant and effective way to make a turn, but it is also bad for the brakes.

Stick full back generally helps.

Don't taxi until you have run the engine up and cycled the prop a few times, then keep it full forward.  I've noticed that if I don't do this the prop can be stuck in full coarse pitch and you will have all the torque with none of the slipstream and taxiing is impossible.

 

Knowing these things and applying some practice makes ground handling much easier.  When you wish to turn apply full rudder in the desired direction.  Then apply a burst of power and wait a second to see the result.  As soon as the nose moves apply full opposite rudder and use power and perhaps opposite brake to modulate the rate of turn.  It is unstable so once the nose moves it will continue to move.  Keeping in-turn input past the point when turning begins is usually not needed and often just makes taxiing harder.  Because the tailwheel doesn't lock the takeoff role can't be rushed.  With the nose straight down the runway apply left rudder and full aft stick.  Move the throttle forward gently and don't relax the rudder until the nose begins to yaw left.  At that point relax the stick.  Don't push forward to get the tail up.  That creates a bunch of gyroscopic problems that just make your feet work harder.  Try one takeoff with your hand completely off the stick (in calm winds).  Use nothing but rudder and throttle.  Other than a very slight roll at liftoff it will probably be your best takeoff yet.

Edited December 30, 2013 by SmokinHole

[andyw248]

I thought this is the first flightsim whose ground handling keeps me on my toes, which is exactly what I was missing from the other sims. When taxiing, try to anticipate the next movement of the plane, and counteract it before it happens. With a bit of practice you should be able to taxi straight.

When turning, try to make use of the preferred direction. In the 109, left turns are easier; in the LaGG, right turns are easier. This is because of how the prop spins. And again, counteract before the plane has reached the desired heading.

To counteract, you will generally need some power, to keep the airflow around the rudder. In the 109, 1,000 rpm work well; in the LaGG, 1,200 rpm work best.

[Feathered_IV]

"Differential braking is the most instant and effective way to make a turn..."

 

Is this correct?  Only the German aircraft seem to allow differential braking. 

[VR-DriftaholiC]

"Differential braking is the most instant and effective way to make a turn..."

 

Is this correct?  Only the German aircraft seem to allow differential braking. 

 

Russian brakes in the direction you are twisting the rudder.

[Sokol1]

"Differential braking is the most instant and effective way to make a turn..."

 

Is this correct?  Only the German aircraft seem to allow differential braking. 

 

The valve #3, controlled by rudder bar linkage # 4 do the trick - in LaGG-3.

 

http://forum.il2sturmovik.com/uploads/monthly_11_2013/post-627-0-70991200-1384010286.jpg

 

Sokol1

Edited September 9, 2014 by Sokol1

[Felix58]

I think the posters above have covered the topic pretty well.

In summary,

. only german aircraft have differential braking.

. Full pitch.

. with ruskie aircraft while moving hit brake "/" with rudder turned.  the plane will swing in the direction of rudder.

. anticipate.

With a bit of practice and patience it will become easier.  

If the plane starts swinging wildly left and right, come to a full stop then start again.

Good practice to come to a full stop before commencing take-off roll.

[VR-DriftaholiC]

My understanding is you should be able to lift the tailwheel while in one spot on the ground using the elevator and prop wash. I assume this is possible in a 1800hp taildragger. Would love to hear a real pilot chime in but I think this has something to do with the lack of rudder authority while taxiing 

[Brano]

only german aircraft have differential braking.

 

ehm,no.Fw and messer have left brake,right brake and ''push them both'' brake.Differential break means that you have one input doing 2 things when condition is met.That condition is rudder pedals moved left/right.