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
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]
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
Here's a lot of information on taxiing the DC-3:
http://www.douglasdc3.com/dc3taxi/dc3taxi.htm
The most important point is that the DC-3 tailwheel must be locked for
takeoff and landing (i.e. it doesn't caster freely). Also of note:
1. According to the author, at least, differential braking
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 takeoff and
landing rolls can't possibly be
Andy,
CAUTION: THE TAIL WHEEL LOCK MUST BE LOCKED DURING TAKE OFF AND
LANDING.
Sounds like good advice to me. I'm not at home right now; can someone
remove the castering setting from the dc3.xml file and try it? If
this is the solution, then I'll add a property-based control for
Andy,
I just made two recordings of flights with the DC3, but can't play
them back because fgfs segfaults. I can put them on the web if that
helps (maybe even to debug the segfault...).
Andras
===
Major Andras
but if I try to use only one engine, the aircraft soon pitches up and
crashes with the front wheels still on the ground, the tail stuck on
the tarmac. Two engines work fine, though.
But here you've lost me. Normally, the aircraft state with all three
wheels on the ground is not called
Major A wrote:
Sorry, sorry, that should have read tail stuck IN the
ground. Attached screenshot taken within 3sec after releasing brakes,
after this, the plane pitches up even more, and fgfs hangs, moaning
about terrain intersections. Maybe it's the two fronts wheels taking
off rather than
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.
but if I try to use only one engine, the aircraft soon pitches up and
crashes with the front wheels still on the ground, the tail stuck on
the tarmac. Two engines work fine, though.
But here you've lost me. Normally, the aircraft state with all three
wheels on the ground is not called
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