weta904

Good luck with your blog

I think most of us have had the same issues with the FW190 initially. So it is not just you. Checkout the threads mentioned by other posters. Pay attention to the posts mentioning torque, take-off moment, etc. Once you understand the basics it will make more sense. With landing make sure the "ball" in centred and your approach speed is as recommended in the manual. Have fun with it! It really is a nice plane to DCS "fly". I find it hard to go back to the Mustang after the FW190 experience.

e-version for 3 pounds. need the free pocketmags app

Crumpp I think you are on "a hiding to nothing" re trying to explain the reasons for roll rate in less than 25 words ... so numbies like myself can understand. I found the following on the net and thought it was interesting. Muscle Versus Roll Rate Aileron systems are designed primarily in terms of the lateral control required at speeds near stall—a function of aileron size. At high speeds, roll rate is a function of the available aileron deflection. As mentioned earlier, for a given aileron deflection (thus roll helix angle), coordinated roll rate, p, varies directly with true airspeed. Roll rate also depends on how big a gorilla is driving. In an aircraft without boosted or powered flight controls, the control force felt by the pilot increases as the square of the true airspeed. As a result, aileron forces go up faster than roll rates, and ultimately the force required for maximum deflection can exceed the pilot’s muscle power. For example, a Spitfire had a maximum roll rate of around 105 degrees per second at about 175 knots EAS. A clipped-wing Spitfire made it to about 150 degrees per second at the same speed. A P-51B Mustang’s roll rate peaked at only about 90 degrees per second at around 260 knots EAS. When these airplanes went slower, maximum-performance roll rates decreased due to the slower TAS. When they went faster, roll rates decreased because the pilot couldn’t fully deflect the controls. The roll rate of the Japanese Zero went down drastically at high speed because of aileron reversal caused by wing twisting. By way of comparison, if a contemporary, high performance aircraft designed for top aerobatic competition rolls less than 360 degrees per second, at maximum sustained level flight speed, it’s considered a slug.

Thx, I'll have a look for it.

Finally got that Mustang in the Instant Action dogfight! Damaged it earlier then finished it off as it tried to land.

DCS bf110! Would be super cool but does not really fit late war. I thought the Mustang was very nice to fly. Good at everything, but a bit sterile. The Japanese car of late WW2 - nice build, solid engineering, looks okay ... but boring! The A8 is the best looking FW190, but the Dora does grow on you. Really nice to fly. Has a touch of class the others don't have. The 109 is the classic German fighter.

My Dora landings improved a lot once I started monitoring slip. Aim to touch down with the ball centred. Then pull the stick back to lock the tailwheel as mentioned previously.

FW190 iFR, very nice videos. Learning the importance of monitoring slip myself. Could be interesting to have video of FW Aerobatics- hint! LOL! thx for your post

1. WW2 2. Korea 3. Rotary wing

Hi Guys, Is the G "Blackout" functioning with the Dora? Can get the effect in the P51 but have not experienced it in the Dora. Thanks Crumpp for your taildragger pdf link. Some interesting info there. Have to say this is the first flight model I have had to refer to real life technique! So enjoying the experience. Finally figured out my issue with completing loops - keeping the ball centred. Cheers,

Agree with the sentiment that we need to have AI and human capability for bombers. For us southern hemisphere players the severs are not as populated as our northern counter-parts at prime game playing time. So without AI it would be pointless. Would be great to have player multi-engine WW2 aircraft in DCS.

Hello Elijah, Just picked up FW190, P51D and Sabre. Also have BOS and CLoD. WW2 aviation is my main interest. Although the Sabre is my favourite jet. Interested in joining a like minded squad.

Hello FW190 drivers, Enjoying the D9 experience. Generally have take-offs and landings under control. Been practicing basic aerobatics - barrel rolls, wingover/hammerhead,etc. A surprising discovery was completing a basic loop was difficult with the 190 stalling at the top. it just does not want to go over, no matter how fast I enter the loop. Maybe I'm just not pulling the stick hard enough? Often seem to get caught out when going upside down in a dogfight. Had a number of attempts at the Instant Action dogfight. I can avoid being shot down for extended periods of time but eventually the P51 gets me with a manouvre kill (ie I make a mistake!). What are the clues to zap a P51?

Hi Con, I found the following extract in How to Land the FW190. I thought it was a good explanation of what is happening during the take-off sequence and what actions you need to take. I went from utterly hopeless on take-off to regularly achieving a good take-off after a couple of hours practice with these ideas in mind. Mangaroca post 29 Here are the things that helped me to ask Dora out and take her for a ride: 1. Absolutely most crucial thing and my most common error was centring the stick too soon. When the tail wheel unlocks your already applied rudder input yaws the plane to the right and you start skidding (and skidding at these speeds is drift extravaganza!). Those that haven't figured it out yet or read it elsewhere: do not centre the stick until you reach ~150km/h. At this speed you can centre it literary in a second and nothing bad should happen. Your tail will get airborne which will only add to your yaw ability and even less rudder will be required to keep you on the runway. 2. Second most important thing is not to do the opposite and hold the stick back for too long. If the elevator is nailing your tail to the ground but the speed creates enough lift under the main wings the first thing that will happen to you after you lift off will be a stall. 3. Be prepared to counter the prop gyro effect and apply a slight roll to the right the moment your wheels leave the ground. I am no expert at this but following these rules allowed me to perform 10+ consecutive successful take offs. It's a nice change to look at the crash craters from my earlier attempts from above. Two more things you might find helpful but not related to how you control the aircraft during take off: 1. Enable the Take-Off Assistance for the Dora and observe what kind of movement and to what extend the "AI rudder" is performing during you normal take off. It will help you realize what type of movement you need to reproduce to get in the air with no assistance. 2. Watch your Artificial Horizon the moment you apply thrust and try to neutralize the Turn indicator's movement with the rudder as you gain speed. The thing we don't feel flying our virtual aircraft on PCs is the g-forces the pilot would sense with his whole body. He could counter any initial side to side motion because he would feel it. We need a visual representation of that to act.

New to the D9. Never had so much difficulty taking off! Landings need some practice but take-offs are a challenge to say the least. Thanks to all posters on this issue. However, I would like to give an "onya" to Mangaroca's post 29. i thought it explained the issue very well. Certainly know what you mean by "drift extravaganza." BTW Great video "Destination Unknown!"

Hello DCS Pilots, New to DCS courtesy of the latest sale. Picked up the FW190 and P51D. Started with the P51 and learned how to take-off, land and use the K14. Then read that the FW was considered an easier aircraft to learn so jumped into that. WW2 aviation is my interest. Wondering if there is a Squad Recruiting thread around here? Considering trying the online experience at some stage. Interested to hear if there is an Australian DCS outfit with a WW2 bias.

p32 Manual War Emergency Power In order to provide an extra boost to the engine in extreme situations, the throttle can be moved past the gate stop by the quadrant to break the safety wire. The engine will then be opened up to its absolute limit and will give approximately 6 in. of additional manifold pressure in excess of the normal full throttle setting of 61 in. (with mixture control set to RUN or AUTO RICH and prop set for 3000 RPM.) This throttle reserve is called War Emergency Power (WEP) and should be used only in extreme situations. If used for more than 5 minutes at a time, vital parts of the engine may be damaged. WEP provides no benefit at altitudes below 5,000 feet. The throttle alone provides more than enough power to exceed the operating limits of the engine at these altitudes.

Have you tried -Mixture Emergency Full Rich - LALT M