You started up the engines, firewalled the throttle, let the RPMs
stablize, released the brakes, and the aircraft pitched *up*???
That's clearly unphysical.
Why ? The nose pitches down with power and brake application.
So, releasing the brakes makes the nose pitch up.
Not immediately,
Andy Ross writes:
2. Maintaining a straight heading is hard during the early part of the
takeoff roll, but the text describes S-curves rather than violent
spinning as the problem for inexperienced pilots.
Is that with or without braking being applied? I can confirm that I
Andy Ross writes:
OK, if anyone wants to try it before I get home, the following 5-line
patch adds support for a settable castering attribute for gear
objects. Apply it to the YASim directory, and then replace the tail
wheel definition in dc3.xml with this:
!-- Tail wheel; has
[I combined a bunch of responses to avoid repeating myself.]
Just for an I told you so moment: the gear and aero modelling (but
sadly not the propeller, see below) in YASim was doing everything
properly. The plane was being modelled perfectly,and (almost) all the
effects reported were
Andy Ross writes:
I tried that, and it's an improvement, but the tailwheel seems to
slide sideways too easily.
Really? When I tried it, I couldn't turn against the tail wheel at
all, even with full braking applied. The tail wheel didn't move until
50 kts or so when it lifted;
Andy,
Bingo. This is a bug in the propeller code; I apparently introduced a
FPU explosion when the thing is going backwards. It has nothing to do
with the aero or ground modelling, so I was looking in the wrong
place. I'll get this fixed. (I'm pretty sure it used to work -- I
remember
David Megginson wrote:
Note that I set castering=0 rather than removing the attribute
completely.
I saw it in a slow, taxiing turn at around 10kt or less, but I had
done the modification myself before you posted yours. I'll try it
with exactly your suggestion.
Ah; this is my fault. You
I wrote:
Attached is the DC-3 file I was using last night, which maps the
castering bit to /controls/tailwheel-castering.
I lied again. Now it's attached.
Andy
--
Andrew J. RossNextBus Information Systems
Senior Software Engineer Emeryville, CA
[EMAIL PROTECTED]
I wrote:
Major A wrote:
I think the main problem really is the rapid increase in airspeed,
which is unnatural, and doesn't occur if both engines are used.
Bingo. This is a bug in the propeller code [...] (I'm pretty sure it
used to work -- I remember doing hammerhead stalls in the A-4
Andy Ross wrote:
[I combined a bunch of responses...
Once the tailwheel leaves the ground, it's squirrely but controllable.
This is not doubt bad form, but I found that holding the stick back to
keep the wheel firmly on the ground during the takeoff roll until the
aircraft took off on
Charlie Hotchkiss wrote:
Perhaps I'm showing some ignorance here (I'm certainly not a pilot,
much less an expert), but isn't the induced drag in that situation so
large as to preclude reaching flying speed? The wings acting at that
angle much like a drag brake? I read somewhere that pilots
With today's changes from Andy, the YASim DC-3 now flies, beautifully.
Rudder corrections do work during the later part of the takeoff roll
(after you've lifted the tailwheel), but they have to be small and
anticipatory -- i.e. if you hold the correction until you see its
effect, you've held it
OK, I found an explosion case in the propeller code which could be
triggered by a propeller turning backwards very slowly. That's pretty
much consistent with a aircraft with a stopped engine, so I'm
hopefully this is it. It's been checked in (this was obvious enough
to check in based on
Andy Ross writes:
Now, that number comes ruler and protractor work on a 3-view diagram.
It's possible that I missed a measurement, and that the ground AoA
should be much larger. It also assumes a build in wing incidence of
0, which may not be true on the real aircraft (I couldn't find
* [EMAIL PROTECTED] (David Megginson) [2002.05.23 13:59]:
Andy Ross writes:
The tech drawings at
http://www.douglasdc3.com/dc3tec/dc3tec.htm
(especially the big one at the bottom) suggest to me an angle of
incidence of 2-3 degrees, but I haven't printed them out and measured.
As far
Andy,
I'm really just exploring near stall modeling issues so that our simulation
can be improved. Anyway you can get a bird in the air is reasonable,
especially if it shows up weaknesses in modeling.
So, just for discussion's sake and noting that nobody with detailed
knowledge of and
At 02:47 PM 5/22/2002 -0700, you wrote:
David Megginson wrote:
1. According to the author, at least, differential braking is bad form
while taxiing the DC-3; you should use differential power instead
except for very tight turns.
I'll buy that. But working dual throttles during the
I haven't looked at this yet, but thought any plib guys might be
interested in this AVSim.com news item:
The Microsoft Flight Simulator 2002 Development Team has released yet
another SDK component, this time the MDL SDK. snip/ Among the
documents in the SDK are the MDLFMT.doc. This file
The moon looked so good tonight, I couldn't help posting a shot. This is the
747-400 model still quite rough. You can't tell yet but I've got the flaps
(10 of them, did I miss any?) done. The engine is done, just waiting to hang
'em on the wings last. You also can't tell that I haven't done
Interesting.
I have looked into the EULA, but not yet the docu iteself.
The EULA says:
1. GRANT OF LICENSE. This EULA grants you the following rights:
Software Product. You may install and use the SOFTWARE PRODUCT on an
unlimited number of computers, including workstations,
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