Two-engine planes with two throttles

[=gRiJ=Roman-]

I have a new HOTAS Warthog. I can now use the two engines with the two throttles but ....?

I mean, if I am turning right, should I used more throttle on the right or on the left and vice versa?

I am a bit lost with this. How should I use the two throttles now? 

[Art-J]

I suppose you're asking about turning on the ground, not much to be lost about then - think about which wing has tu "pull" forwards more to rotate the airplane and there you've got your answer (i.e. right throttle up -> righ side pulls more -> plane yaws to the left, and vice versa)

Edited March 4, 2018 by Art-J

[=gRiJ=Roman-]

So, it's like rowing on a canoe. But not only on the ground, flying must be the same, right?

What about in tight turning in flight?

[AndyJWest]

You don't use differential throttle to turn in flight. That would only result in sideslip. 

[lightswitch]

Never use differential thrust in the air.  You always want the same power settings or else you throw off the equilibrium of the aircraft.

[LLv24_SukkaVR]

I also have Warthog throttle and at first i too had engine 1 & 2 throttles mapped to those levers separately but i find it much more useful to have throttles 1, 2 & 3 in 1 lever and RPM control in the second one.

[=gRiJ=Roman-]

On 3/15/2018 at 10:56 PM, NahkaSukka said:

I also have Warthog throttle and at first i too had engine 1 & 2 throttles mapped to those levers separately but i find it much more useful to have throttles 1, 2 & 3 in 1 lever and RPM control in the second one.

Interesting ....

[=OPFR=ColNinny]

Flying with 1,2 or 4 engines is all the same: more engines simply provide extra thrust and lift. The only time it's an issue is if one fails. Then it's all about trimming for coordinated flight. I have vids on Trim control and Yaw control. You'll need CEM to properly manage your multi-engines.

 

[F/JG300_Gruber]

As the others said, don't use differential throttling in air. I may imagine that some creative pilot could use it in very specific cases (stall fight with a bf110 maybe) but, not sure if it may help in some very situational manoeuvres or increase likelihood of a total control loss. (Or both at the same time !)

 

Unless one of your engines gets damaged and you want to increase it's lifespan for a few more minutes, stick with the same power settings for both.

 

On the ground differential throttling is very useful for twitchy planes like the bf110. Use slightly more power on the left engine helps keep it straight while taxiing. Also when the plane is starting to turn out of control, cut throttle from the engine on the outside of the turn. It is much more reactive than increasing thrust on the inside of the turn. If you have it, hop into the ju52 and look how the throttles move while braking (the aircraft don't have actual brakes) it is quite self explanatory. 

 

Last tip is if you want a tight turn, like for lining up on the runway, initiate the turn with differential braking and keep a slightly higher power setting on the engine that is pushing against your turn. That way the aircraft will never overturn and go into a ground loop. 

 

Practice a bit and it will get natural fairly quick. 

 

I'm sticking with one throttle per engine and use buttons for RPM settings. I like it better. Waiting for the Virpil throttle to get that extra lever for it though ! 

 

 

Edited June 6, 2018 by F/JG300_Gruber

[Guest deleted@103832]

Forum member GVL224 can make you a custom throttle - here's the one he made for me, and it's awesome: