Anatoli-Kagari9

Yes, that's pretty much my landing technique also, in the sim and IRL, but I just posted because I noticed the difference due probably to the "split flaps" used in the Spitfire. Apparently and due to the relative position of the CoG / CoR, the drag effect compensates the downwash when power is applied and propwash deflected ( ? )

Nice one :-)

On landing config I usually set 1 or 2 degrees nose up/ tail-heavy., sometimes up to 3.

Noticed, mostly during my landing training attempts, that the Spitfire, fully configured for landing ( flaps and gear down ) will pitch down when we add power and pitch up if we pull the throttle... Guess this is due to the combination between those full flaps down drag and the CoG / CoL ? In clean configuration the behaviour is the "classic" one : power up --> pitch up; power down --> pitch down :-)

Because when you go full power you must activate the MW50. In situations where you start in the air already, MW50 is already switched on. There's a button assignment for it ( MW50 toggle ). I have it enable to one of my x-52 buttons. In the mission make sure you have your MW50 tank filled too. And when the MW50 is empty, never go more than 1,4 ATA. The 109s IRL were seldom flown at 1,4 ATA, Cruising at 1,0, taking off at no more than 1,3, so I have read in various sources...

Sorry for insisting. Just very recently I noticed, and enjoyed, the fact that now we can set a full date in the mission editor or quick flight and have the weather adapt to the corresponding epoch of the year. I also tried enabling the new cloud rendering, and I liked the effect. But I believe I saw mentioned sometime ago that further improvements in weather simulation should be expected, namely with v2.0. I think it might include mountain effects on wind, more cloud layers ? Any news in this particular area ?

Hehe, taking off in the 109 is now piece of cake... Reminds me of when I finally though the same about taking off in the P51d, after starting to try it in the recently released 109 :-) This turn around I am sure there were no FDM updates in between, so, practice, practice practice!

You're probably leaving the engine RPM control in manual mode, and overreving it after takeoff during the initial climb. You can either takeoff with engine rpm in manual mode and prop pitch set to 12:00, or automatic mode and not risk forgetting about commuting to auto mode. In the Engine assignments search for something like Engine RPM toggle ( ? ) and assign a key to it, or use the default keyboard shortcut. You should get Chuck's Guides, and the 109 one in particular from here: https://forums.eagle.ru/showthread.php?t=135765 But golani79 just added yet another possible reason - not correctly using the MW50 at "Emergency" power settings.

Exactly, but seldom modelled correctly in flight simulators, hence my OP when I became aware that is is apparently so well modelled in the DCS Spitfire.

Thx for the "schema" Ramsay!

Thx for the answer Yo-Yo... I was thinking of many effects directly connected to control surfaces under higher dynamics pressure and / or G load, but also on the effect ( very well documented by the manufacturer ) in my glider wings when they bend during a tied thermalling turn :-)

Interesting - thx for the link! Reminds me a lot of the X-Plane approach.

Well, in X-Plane this is modelled for the main wings, and in Aerofly FS2 it goes a lot deeper as can be checked at this thread from IPACS, hence my question. But for instance AEFS2 doesn't yet model compressibility...

Thank you guys... Will try to find out the default assignements for both and probably bind it to TS16000 buttons instead... Will read the Manual to check about that Magnetic ( ??? ) trim...

Disengage, or simply not engage during the startup procedure the autopilot cyclic roll/pitch and anti-torque channels and fly the Gazelle without that SAS ? I didn't quite understand how the trimmer switch works in the Gazelle as opposed to the UH-1H for instance. When I used it in the Huey, it set the last cyclic deflection as the reference "neutral", but it appears like it doesn't work that way in the Gazelle ? And no, I confess I didn't yet RTFM.... :-)

I always need to kick the toe brakes for it to start rolling - probably a ground physics quirk with this module, when the physics model changes from a standstill state into a rolling state ( ? )

Very good David! Thx for sharing!!!!

Hi guys, I just got this module last week, and have had practically no time to learn anything at all. Set the axis, and some controller buttons in my T16000 + old X.52 TQ and Saitek Rudder pedals. I don't even know if using the "cheat" startup sequence it automatically activates the SAS in all channels, but I believe it does. It's really easy to control, although very sensitive in the right spot to get into IGE on takeoff. All of a sudden, and as I very slowly rise the collective, it jumps right and starts rising... I would expect a more gradual transition ( ? ). I am using the default settings on the collective axis, linear, but have turned it into "slider" mode. Should I keep it at the default one ? Then, my question is more towards the sensitivity in the cyclic roll axis. Wow, in the UH-1H and the Mi-8, if I stupidly wave the cyclic in roll to one side like it should never be done IRL, the roll rate is there, intense, but certainly not to the point of making be perform an axial roll, something I can easily do in the Gazelle, even starting from an almost hovering situation ! Is this true about the real Gazelle ? I would also like to take this chance to ask you who have been using this excellent module for a while to point out the main flight dynamics issues, TODO items in this particular area, and the positives :-)

I wonder if any form of aerodynamics elasticity is modeled, namely on the ww2 modules. When wings, fin, stabilizers, etc, bend, do the respective aerodynamic forces take into account this effect ?

And, after exchanging some very interesting thoughts with Klaus Plaza it was also evident to me that apparently the efficiency of locking the tailwheel in DCS is overdone. He mentioned in some of his answers to my simmer questions that the tailwheel lock mechanism in the 109s is not very effective, and still requires quite a deal of foot and asymmetric toe brake work...

That! And the - Star Wars-like - pitch / turn rates I can achieve when pulling my stick during a dogfight to turn into a foe that just passed in the opposite direction... All of a sudden I am flying 180º away from my initial direction, and behind him as if there was no gravity, control force, ... It's the early-beta effect I believe :-)

Actually, just as any prop with CW rotating prop the use of right rudder is normal / expected on takeoff and high power / low speed / high AoA situations, and in a powerful 109 k4, even taking off with power set at just 1,35 ATA will require a "lot" of right rudder too in DCS, but what I ever hear / read about was the need for LEFT rudder in cruise, and that is why the 109 pilots were said to have a longer left leg. That is due to the "overcompensation" at higher speeds / lower AoA of the tail vertical fin + rudder profile, which is not symmetrical, creating a right yaw at higher power settings / AoA / lower speeds to counter the prop torque / slipstream and p-factor effects, which is no longer required at higher speeds / lower AoAs as in cruise or high speed dives / maneuvering.

But regarding forward slips, I find very reduced beta in the 109. With gear down, full flaps, idle engine ( RPM manually set at 12:00 or 11:30 ), a full rudder deflection doesn't create that much of a beta...

Hey David ? Where is that airfield ???? I want it for me too !!!

in some of the gliders I fly/flew, specially the modern plastic gliders, it doesn't suffice to sideslip because although you can considerably increase your descent rate, in order not to gain speed you also have to pull the elevator, and set a considerably high AoA. how did you sideslip? clean? flaps ? flaps an gear out ?