lobo

and... ease the power on. :joystick:

Very nice! The sound of those two Merlins purring along... Looking forward to the full team demo! :thumbup:

The Saitek quadrant does not. The way ED have modeled the flaps you can put flaps wherever you want even out of the detent. Probably as in RL?

Yes it works great. Thanks Slayer and cichlidfan. I set up the black lever (painted it white), as flaps, selected through the sim as an axis. Can select any desired flap angle between 0 and 50 degrees. The blue lever is prop control. selected through the sim as an axis. Full forward corresponds to full forward in the sim, high RPM. The red lever is mixture which I configured with two bands through the Saitek profile editor. Full forward is EMERG RICH. Middle position is RUN. Moving the lever all the way down through the detent selects FUEL OFF. (this detent position is called "reverse" by saitek). There are three rocker switches on the quadrant each rocker can be programmed as two buttons. I've set them up as primer, starter guard and starter engage. This setup makes starting pretty sweet. Prime, starter cover, starter and bump the mixture up to RUN. When flying I use my TMWH for throttle control (with throttles connected by pin). After takeoff it is nice to be able to pull the MP pressure back to 46" and then reach over and bring the prop control lever back to set 2700 rpm for max continuous or cruise etc. Cheers.

Thanks Slayer. Will give it a go. Cheers. :thumbup:

Because that is how it is in real life. You move the lever axis to the desired detent. I have a mixture lever and I want to be able to move it between fuel off, run and full rich. Right now I have managed to set it up like a toggle, bump it all the way down and it toggles between the three settings. Completely unrealistic. It hurts my head to use it this way. :smilewink: Is there another way to start other than cold start? :) Anyone with a Saitek throttle quadrant have the mixture set up properly?

Hi can anyone explain to me how (not even sure it is possible), to map the engine mixture control to an axis? I Just bought a Saitek throttle quadrant and I've got the prop control set up fine, but cant figure out how to map the mixture control... :helpsmilie: Thanks!

Always bugged me too... Minor but still an irritant every time u hop into cockpit. Wish there was an option to turn it off.

Thanks for that article! Very nice. :thumbup: In the sim if you come in for landing slow (90), with full flaps, and then initiate a go-around at low alt or on the runway by jammin the power to the firewall... bad things happen fast. You will be glad you are doing this in a sim and not in RL. "it's best to be gentle with the power." Golden words. The author also mentions in the article 2700 rpm vs 3000, I tried both and did not notice a benefit to 2700 rpm in the beta. It still went very bad if you just jam on full power at either 2700 or 3000 rpm while slow and with full flaps. ...I wonder which manual said to use 3000? The manuals I have all say 2700 rpm for landing (as does the placard on the instrument panel). Also mentioned in the article is the bounce. Using the authors technique for bounce recovery: "a small shot of power to "cushion" the next touchdown" works great with the DCS Mustang.

Being an aircraft that TFC owns and P-51 pilot Nick Grey has flown, I would think he would have very high demands for the P-51D flight model and simulation, which should translate into an incredibly realistic pc simulation experience for the DCS P-51D enthusiast. :thumbup: I think you hit the nail on the head Yo Yo. IMO this is one of the reasons that flying a high fidelity simulation of a high performance tail dragger will always be (to a certain degree) more challenging when sitting in front of a monitor than when flying in RL. Specifically ground ops involving the tail wheel. BTW, awesome simulation as usual Yo Yo. You guys truly rock. :pilotfly:

Quick feet.

On the ones I flew if you had a side load on the tailwheel you would have difficulty or more likely be unable to unlock it, (it was binding) also it would not lock if you were already turning. Here's a couple quotes I like re taildraggers: "In a taildragger, picture your favorite shopping cart pushed backward, the center of gravity is behind the main wheels. If you draw a diagram of the forces, you'll see that the momentum vector will tend to cause the tail to tend to continue swinging out after a swerve. After a certain point, the CG will be outside the wheel and there's nothing you can do to stop it from continuing to swing around. This tends to be hard on the landing gear and wingtips. You want to keep the momentum vector between the wheels if you want to stay in control." and this: "A ground loop is an inadvertant maneuver that allows you to visits parts of the airport that you never knew existed before..."

Taxiing a tail wheel aircraft requires considerably more skill than a nosewheel aircraft. When the tailwheel is unlocked it will swivel freely like the castor on your chair. Brakes, speed, practice. You really only need to unlock the tailwheel for sharp turns. For the straight stretches leave it locked. The B-18 on the ground your feet were always moving. You had to almost had to sense which way it was about to start turning before it started. It's been a couple decades since I flew a taildragger... IMO it seems the folks at ED did not pull any punches with the modelling of the taildragger experience and for that I salute them. :pilotfly:

Don't worry, I'm sure the beta will get polished more before release. :music_whistling:

Were/are rl Mustang qualified pilots involved with the testing/validation of the DCS P-51 flight model?

Things I've learned about the DCS P-51D Things I've learned in the last few days with the DCS P-51D... 1) There are two fuel gauges on the floor either side of the seat. Seeing fuel in the right gauge does not ensure the engine keeps running if the fuel selector is on an empty left tank. 2) If you want things to get exciting on the landing rollout... engage the control lock in the towing position whilst still at speed. 3) The light P-51D is an entirely different beast compared to the heavy P-51D. 4) The leading edge of the P-51 wing is much stronger than the trailing edge. One of the above is clearly illustrated in the following dogfighting video: :music_whistling:

Taxi with the stick slightly aft of neutral to lock the tailwheel. For sharp turns push the stick slightly forward of neutral to unlock the tailwheel and allow castoring. Use brakes and throttle, keep your speed low and dont get the tail swinging too fast as the momentum will be hard to stop with tailwheel unlocked. There is an art to taxiing a taildragger... Once you've made your sharp turn lock the tailwheel again for the straight stretches. You've got 6 degrees steering left and right with t/w locked. Two of the radial eng taildraggers I used to fly had lockable t/w but could also use differential power, which made controlling easier with the t/w unlocked. Could still get interesting... :thumbup:

While your waiting for the download to finish take a look at these articles. Checking Out In the P-51 Mustang http://www.airbum.com/pireps/PirepMustangBurch.5.html and P-51 Mustang Pilot Report http://www.warbirdalley.com/articles/p51pr.htm

The Blue Max.

Ah I figured it out. It was called American Fighter Pilot. Here is a youtube trailer for it. The series was cancelled after three episodes because of low ratings. Turns out most people would rather watch the bachelor or jersey shore than a series chronicling the making of Eagle Pilot's... :mad: :doh:

Not to worry. F-35's on the way. Maybe... :doh:

Thanks for the post! I missed the last few episodes. There was a USAF series very similar to this one, it followed pilots training on the F-15. Anyone know what the name of that series was and if it is online?

The Surgeon General says smoking is bad for your health...

http://www.google.ca/imgres?q=dcs+a10+aoa+indicator&um=1&hl=en&sa=N&biw=1920&bih=955&tbm=isch&tbnid=ja5cKIaB3sKIxM:&imgrefurl=http://kriegsimulation.blogspot.com/2010/10/dcs-10c-warthog-angle-of-attack-watch_24.html&docid=O32kMABDRgXYCM&imgurl=http://1.bp.blogspot.com/_CjFQem7UIVI/TMSPdwdzJBI/AAAAAAAABxM/0w2IuujOExE/s1600/EnduranceAoA.jpg&w=1024&h=768&ei=2xuHT5G6J4SC8QS96IHECA&zoom=1&iact=hc&vpx=403&vpy=151&dur=8376&hovh=194&hovw=259&tx=186&ty=106&sig=113648534349574765712&page=1&tbnh=138&tbnw=197&start=0&ndsp=46&ved=1t:429,r:1,s:0,i:68 From the A-10a -1: At 15.6 scale is max range index, at 17.5 is max endurance index and at 21.5 is approach index.

How, in only 9 posts, did this thread go from optimal Mach and altitude to the consumption of piddle packs... lol