From a real world taildragger pilot 1- The P-51 and the TF-51 have a unique tailwheel. When the stick is aft (as it should almost always be when taxiing given the level of static thrust this thing puts out is more than almost any wind you'll ever taxi in) the tailwheel is semi-locked. It is fixed to the rudder pedals with some give from springs. When the stick is forward the tailwheel is unlocked (for tight turns at low speed) 2- It is important to raise the tail on take off. THis should be done deliberately but not rushed. Let the speed build up slowly, but as soon as you are comfortable with directional control you should raise the tail atleast a bit off the ground. This has several effects. Firstly it increases the aspect ratio of the tail, effectively giving you more efficient control movements and therefore better directional control. Secondly the propeller will meet the air at a better angle and therefore will create more thrust, and C the aircraft will try to point more nose left because of the torque effects of the propeller as it rotates through it's lateral axis. 3- The aileron trim can sometimes be useful for trimming the aircraft under power. Torque from the propeller will literally try and roll the aircraft in the opposite direction it turns. This is more apparent at higher power settings, and is especially noticeable at low RPMS and high power settings as this condition creates alot of torque (although you will quickly kill the engine running at low RPMS and high power settings) 4- the compass in the top left is also an ADF, the other "compass" is a gyro heading indicator, it is run off the vaccum system like the ADI 5- On touch down, if it is not a fully held off landing (which the p51 can do, however prefers a tail-low wheel landing you should fly the tail down, do not press it down. Fly the tail down and when you are sure it is not flying anymore, plant it and don't let it come back up unless you want it to. Also, a little check forward on the stick will help keep the wheels planted when wheel landing a tailwheel aircraft. This will plant the aircraft on the mains. If you balloon at low energy like you did, the proper recovery if you do not have enough energy to reflare/the mains leave the ground is to add some power to reduce your rate of descent. If you want to have smooth landings, as you transition from flare to round out look towards the end of the runway and attempt to hold the aircraft off until it's at it's 3 point attitude (which depending on loading, weather, and power setting will be very very close to the stalled attitude of the aircraft.)
"The P-51 and the TF-51 have a unique tailwheel. When the stick is aft the tailwheel is semi-locked" / "When the stick is forward the tailwheel is unlocked (for tight turns at low speed)" RESPONSE: Well , the German Fw 190 fighter aircraft already presented this feature... Otherwise, thank you for your useful comment.
@@kintarorokurota9656 it's fairly common in warbirds to have it locked via the stick, but alot of high performance draggers have a locking tailwheel. I've even flown a Swift that had a locking semi-retractable tailwheel.
OH MY GOD!!! Why has it taken 5 years before this outstanding tutorial found me. A lot of things finally make sense now. Not just about this one plane but about others too. Thank you so very much for making this.
Never has a fifty minute video kept my attention. Your advantage is it's about a plane that I love to fly, and I love planes. Not to mention, you really did keep it interesting.
+504smudge Smudge, i need help. the plane is left aileron heavy after take off. it makes the plane unflyable. it's a common problem around the web. i have not found a solution
+Zack as in left wing heavy? The left wing drops? Does it change with changing power settings? What's your airspeed? Also check your rudder trim and slip ball, if you keep the slip ball centred the plane behaves much better
+504smudge YES! it rolls left no matter what i do. and i can't climb the plane either. the rpm is slightly below the red line (1 or 2 lines). the throttle i typically keep around 405%-half. i don't know the plane is just violently trying to go into a stall spin... i have played Wings of Prey, i kinda know what it feels to go into a stall spin. the airspeed is usually 100mph or 150mph and it seems to be stuck there. i have seen other videos where people go 250mph max, and are still able to fly smoothly. the plane just rolls left, NO MATTER WHAT I do. even with the landing gear up
Thanks. This was the perfect video to watch while downloading DCS. I especially like that you took time with the startup, explaining what every switch and lever was for.
Another excellent tut -- and thanks for the "bicycle gears" analogy for the prop pitch -- I was always a bit unsure as to how that worked -- and your analogy helped clear it up for me!
I know all of the cockpit stuff by heart but I still can't help to not watch just to entertain myself, and see if maybe I HAVE missed something. Just a positive habit to get into.
Very nicely done, couple of things whilst trying not to sound too critical: When shutting down the engine, you did right cutting off the fuel, the engine will still run a while as it burns the fuel in the lines, just be patient and throttle up slightly, the engine will then splutter and stop nicely for you :). Secondly, try doing some side slips to nicely lose height on approach, you will find it much nicer and better controlled than 's' turns, simply left or right aileron and counter rudder to prevent the turn, a very fun way to to increase R.O.D. without gaining airspeed. Lecture over, sorry if it sounded critical and keep the vids coming please! :)
This video saved me! I thought my module was screwed up. I couldn’t get my mustangs to fly smoothly at all. Then you told me about rudder trim. Eureka!!! I was more worried about aileron trim, and kept wondering why the plane was all over the sky. What a difference a good tutorial makes. Thank you and good job!
what a video, very amusing and explicative, that aileron trimming was driving me crazy literally, now i know how to not be constantly trimming the ailerons as well, thank's a lot, I'll try this plane again when i get the chance...
Thanks for this video, just what I needed. I installed DCS just last week and had no clue how to get this thing started :-) Now I do. Your videos are a joy to watch. Greetings from the Netherlands!
Porkie's start-up procedure. 1. Flaps *UP* 2. Battery *ON* 3. Generator *ON* 4. Fuel shutoff *ON* 5. Fuel booster *ON* 6. Fuel mixture *RUN* 7. Magnetos *BOTH* 8. Propeller *MAX* 9. Throttle just off idle. Last step: Turn on the primer and starter motor on at the same time and when the engine catches, release both and you're good to go.
Just a comment on the landing: the proper way of doing it (for a three point landing) is to maintain altitude above the ground by keep pulling the stick back until the aircraft stalls onto the 3 wheels and then making sure the stick is fully back when you touch down. This is to prevent nosing over and it does mean with full back stick you can use up to about 70% brake and if you are adventurous you can use more if you can balance it on two wheels using the brakes but that is only really needed if you are landing on an aircraft carrier :) Keeping the stick back will also make it more controllable because it means the tail wheel is forced onto the ground so you can use the tail wheel to steer. In a crosswind it is slightly different. You need to slip it in using the rudder to keep it straight and aileron in the direction the wind is coming from this will allow you to land on the upwind wheel first (1 point) then touch the downwind wheel then the tail wheel. This is so you can touch down not in a crabbed state and since your into the wind wing is down it prevents it from being flipped over from the wind. While on the ground you should keep your stick pointed into the wind and back when you have more than idle power on.
Such a great tutorial with great attention to detail, well spoken and thought out with a logical flow. Which all the more baffles me why it was done in a very low light condition making it difficult to see.
Excellent run through. Manifold pressure is measured in inches of mercury. Standard pressure would support a column of mercury 29.92 inches tall, the basis of altimeter settings.
good tutorial Smudge, obviously I'm not an expert on flying a warbird (in fact I fly a 320 as a job) however, there are a couple of items I'd like to raise. IRL instructors teach to always 'step on the ball' before applying rudder trim this is to alleviate the forces on the rudder and the trim tab otherwise potentially, you can start bending the trim tab and what not. One other thing is the turn and slip indicator. Unlike a turn coordiantor it only shows rate of roll so in a balanced, steady turn, the needle will recenter itself. So for a straight and level check you'd have to use the artificial horizon as your primary instrument, however as you rightly pointed out, what happens when the AH becomes unusable? This is where an effective scan is mandatory. In cloud you'd have to use the instruments that do not use vacuum suction, i.e no AH, no Directional Indicator and no turn indications (slip is ok though as its not a gyroscope driven instrument). If your datum power and prop pitch is set and the speed is stable, your V/S showing 0, ball in the center and the compass is not budging you are straight, level and balanced.
When I come in to land, and I'm going to fast, I wiggle my rudder (very gently, or you'll go into a spin 300' above the ground, and that's not very high :-P ) and it makes the aircraft slow down by a bit. It really works! But you can't do a lot of a lot of it, or, as I said, you'll go into a spin, and that's not good when you're not verh high in altitude.
The throttle doesn't add more fuel to the engine, but actually allows more air into the carburetor, to then be applied to the engine.....which is cool! I think the fuel consumption works on it's own there. I am reading from the DCS P-51 manual.
Very interesting video. I will watch this many times over until I memorize how to fly this aircraft. Thanks for taking the time to explain this to us. I was trying to figure out how to arm the weapons and fire them. Know I know why I was unable to do that.
Thanks for great tips , little note in landing. It Is possible to use qently breaks. Little help is if you pres LEFT CTRL + Enter. This show you diagram whit brake force.
The reason why drag/lift/velocity are hard to explain is because you need at least a one semester course in Aerodynamics. But that was a decent attempt :)
Just a nit-pick, but in the beginning of the video, you mistook the tail warning radar for an RWR. The tail warning radar is a rear facing radar that alerts the pilot to aircraft that may have gotten behind him without him noticing. Great vid!
When Eagle Dynamics said they were doing a WW2 DCS title. I thought they were making a whole new game, not just adding a few WW2 modules to the existing one.
My favorite part was when you tilted your head back to get a drink haha In any case, thanks for this break down I've been having a lot of trouble flying smoothly and straight this definitely helped me out a lot!
504smudge So am I! Haha On another note however, I was looking through the settings and i noticed that there is an auto rudder and takeoff assistance option that are selected by default; auto rudder is on and t.o. assist. is 100% I switched them both off and had a smoother takeoff. Do you use these settings? This is for the TF-51 Mustang aircraft by the way
504smudge I totally agree with that. One other question if you don't mind, I have found myself using the aileron trim because my plane constantly wants to roll to the right even with the rudder trim set right all the way. Do you have problems with this? Is it just crosswind? I am flying the TF-51 Mustang and using fuel from the left tank maybe that is involved in some way? I'm really not sure but it makes landing very difficult (haven't performed a successful one in the Mustang yet).
William Moorman keep an eye on the turn and slip indicator at the bottom of the from panel, you want to keep the black call in the centre by moving the rudder trim, it’s a constant battle to keep the plane flying straight, any change of power or direction will lead to more trimming, I rarely if ever trim ailerons
23:11 "Ah...fuckin' mouse wheel" WELL THAT WAS UNCALLED FOR! xD Hilarious and lighthearted, but I actually enjoyed the momentary swearing. First swear word in 23 minutes xD
I've made 2 successful takeoffs so far after spending a good 15 mins wondering why it wasn't starting on the second one. It helps if you remember to turn the fuel pump on. No successful landings yet.
Ace tutorial. I have searched for ages for an in depth tutorial. A question: Could a video on advanced engine management be something? I mean a tutorial on anything abnormal on the instruments/gauges and how to remedy it,be it abnormal temperatures, pressure and such due to wrong lever settings or failures, how to deal with emergencies, etc etc, how to correctly, and incorrectly use the levers, read the gauges, what they don't mean as much as what they mean. In short, everything concerning the engine.
whocareswho that is a good idea! I'm hopefully getting a new PC next month, once that happens I'll be looking at doing a lot more videos. Including a training library. Stay tuned
I know this is an old video, but any idea what is used for camera control here?I just started using a headphone mounted head tracking clip, but can't get that degree of movement (especially the backwards/forwards motion).
thank smudge for doing my request it is a late birthday present from you thanks man for doing this just one more video i would you to do at any time is a f-86 sabre video do heetseekers and mig 15 battle again please and thanks very much
Hey thank you for the great video! I am currently taking my private pilots liscence...I just completed my solo about two weeks ago. I have been thinking about joining the airforce next year so I have stopped flying for now...Just curious if aileron deflection while taxiing affects your plane in this sim? Greetings from Canada
Have watched a lot of your DCS vids. imo they are some of the best out there. Just starting to learn and the Mustang is so much fun. Only thing I can't find info on is propper use of rudder in flight. Apart from level flight and taxi I'm not sure when I should be using it.
To be honest you shouldn't! Using the rudder really unsettles the aircraft and can cause spins and stalls! You can use it to keep flying straight in a Dive but that's about it..
Splendid. thx. In that case I won't worry about it anymore. I thought I was missing some key skill in trying to work out propper use of rudder. Because as you said, it caused all sorts of unbalancing and terrifying results whenever I tried various manouvers ;)
Voodoocat Hey Voodoocat I am not completely sure how this sim works yet I am downloading it right now but I am taking my private liscence and my instructor has always told me to only use rudder when it is needed such as when you are taking off and in turns and landing...when we take off there are several factors that make the plane want to roll and yaw to the left so we use a little right rudder to counteract it...when we are in turns you only need to correct with rudder when the ball is not in the center of the turn coordinator...it really depends aswell in which aircraft you are flying some are made in certain ways to already counteract it just like smudge used the trim to counteract the yaw from torque when taking off same thing applys when landing...hopefully this helps haha
+504smudge This is demonstrably incorrect. You can see this is incorrect if you take a look at the slip indicator in normal flight while making turns. Rolling left for example adverse yaw will cause the plane to yaw to the outside of the turn which needs to be corrected with left rudder. When established in the turn you will also need to input rudder as the nose will have a tendency to yaw to the outside of the turn. When changing throttle settings from your trimmed state you will need to apply rudder to account for yaw caused by slipstream effects on the rudder. With a clockwise spinning propeller (from the pilot seat) this means more power needs right rudder and the opposite is true with decreasing power. Furthermore P-factor when at high angles of attack in the TF-51 is very significant so this must be countered; the P-factor manifests itself in the same way as the slipstream effects it just means that you need more rudder input at higher angles of attack. About the spins and stalls: in a turn not using rudder will cause the aircraft to stall at a lower g-force than if using rudder to keep coordinated so this means that you are more likely to stall when not using rudder. As for using rudder causing spins this is also demonstrably incorrect. This is only the case if you cause the plane to skid in a turn which means there is a small slip into the turn which means you are essentially providing spin inputs however this is only a risk if you are slow and close to stall speed and using too much rudder. As for using rudder unsettles a plane if you have ever been in a real plane you’d know when the plane is uncoordinated it feels strange that is because your line of movement/track is not the same direction as your nose is pointing. This means you are actually wasting energy because air is hitting a larger surface area on the side of the plane. It is also true that in a dive or a climb the difference in airspeed is enough to require more or less rudder for example fast in a dive (with the plane trimmed at 2700 rpm and 45 inches travelling at 300mph) when the plane is going much faster than trimmed it will require left rudder. Please correct these incorrect claims in your comment above as it is spreading incorrect information.
Not true the tail warning radar activates if anything disrupts it's beam to indicate if Anything gets on your tail. Otherwise what good is it if it would only puck up radar equipped aircraft seeing as though very few actually carried it. And turn on the cockpit lamps.
When I was flying the plane, the engine ceasing up on me in flight. I made sure the temps were down and I kept the rpm in the green, but I guess I needed to watch other parts of the engine, not just temperature and rpm.
Big tip, make sure the mixture handle is in auto not max, if you climb above 10 - 17k that will cause major problems, RPM have around 27, try not to exceed 47Hg for extended periods on the pressure gauge
Great video as ever,one question though-with the P51 not the tf51,when in combat what do you set as the manifold pressure? I mean do you set it for "normal" flying height and use the throttle as normal or,do you set it into the "red" level-i get outclimbed,turned by everything ha!ha! Great video!!!!
in combat set the prop pitch to 30, as this gives the best acceleration and response, use the throttle as needed, you can push it up to 60, but watch your temps like a hawk you only get a few mins at the red line before the engine will pop.
One of the best DCS tutorial videos ive seen! Great work! Now that i've buttered you up (but i really do mean it!), i have an issue with the mustang. The engine likes to just stop with no warning. It must be something im doing wrong consistantly, but i have no idea what. Its normally after a good 10 minutes flying (i have had it happen on take off once or twice...). Now, i used to think i was doing RPM/manifold pressure wrong, so lately ive taken to flying with both needles in the green, yet it happened again last night. Any ideas what fool mistake i am making?
I had the exact same thing happen, usually as i'm climbing up to altitude, what it could be is the Mixture cut off handle below the throttle. if you set that to 100% emergency as you climb the engine is to rich and it cuts off... make sure you set it to AUTO the middle setting. thats the only thing I can think of that would cause a cut off.
504smudge I will keep an eye out on it! :) I have one further question. Doing the mustang campaign at the moment. One of the missions is a navigation one. It gives you coordinates in degrees the direction to be flying in to reach checkpoint gates. However, it didnt match up to my dial to the right of the speedo (sorry. dont know its official name). SO a video on Mustang navigation would be nice from my point of view. Also, from a very basic point of view, no videos i can find that explains how to use the rudder correctly. Its silly i know, but for normal turns i never touch the rudder, and use it only for keeping the slip ball centered in level flight (and even then, not always). Does it be used for every turn? i have a friend who never uses it for any DCS craft except for taxing, and i don't think hes alone.
Grat Video 504 have problem with the P51-D Rockets. I change all systems to launch rockets, but when i push a button "bomb relese öleft/right" it release bombs not rockets. In settings i couldn't find "rockets release" or "weapon release" keybord button. Did anybody have the problems also? Or can anybody help? Thanks a lot
TheSkipjack95 well the P-51 wasn't capable of it so I guess they wouldn't include it, you can turn off the complex engine management if difficulty settings? that might just sort it out for you? I can't say I fly anything other than full real
504smudge The engine won't start for me, I have no idea why, it just starts slowly spinning when I hold down the starter, but never coughs. I switched on the magnetos to both, turned on the fuel cut-off, turned on the battery, pitot tubes, set the mixture to idle, lifted the chortle toward, turned on the fuel pumps, primed the engine, and turned on the starter. And the prop just started to spin slowly, engine never coughing to life. And I've tried this a few times without success. Do you have any idea what's happening?
+Carlos Tico2014 the SU25T is indeed armed to the teeth! it's a ground attack aircraft, but if your brave you can go air to air in it, it does carry short range air to air missiles
P-51D looks nice but sure does have it's maneuverability flaws. Its very prone to spins and stalls. Even a simple loop you'd really have to keep an eye on your altitude, speed, and stick control. Sometimes recovery isn't as easy as neutralizing the controls. God hope you have enough altitude when you hear that wind whistle and feel that shake at the point right before it goes into that stall or spin. I'd imagine it would fall apart either an ailerons snap, elevators snap, rudder snap, or tail snap off and I'd end up falling like a rock if I were to fly this in my physical prime. A mile and a half in 10 minutes easy, 71 push-ups and 56 sit-ups in one minute easy in my sleep, and pulling more Gs than your mama, j/k, but seriously on any given day in my prime. Not snappy enough, I know it. This is an old man's plane. Might have been the stuff in its hay days. I understand that every aircraft has its envelopes. Even the most advanced in this era has its flaw of engine flameout from lack of idle detent or when in negative G, that would be the Me-262. I could imagine P-51D mustang pilots at the time having this fragile maneuverability limitation on the back of their minds going into a fight against the Bf-109 knowing that it isn't as much of a problem for them. A fighter pilot must be able to fly a plane as it is a part of their body. If it does not allow that or your body can out perform it. Then you shouldn't be flying it into combat. Unless you are a transport pilot, than it is ok. Don't get me wrong. I have much luv' for a mustang and it is an American icon. But a short envelope for stall and spin is a problem in combat especially in a dogfight. Sadly, if you look up its history, many mustang pilots have died due to failed maneuver recovery. Hence look how slow and easy pilots fly a P-51D at airshows.
Just a comment on the carburetor icing it doesn't need to be cold for it to happen mainly the humidity is the contributing factor this is because as the fuel comes out of the nozzle in the carb the fuel evaporates which causes a decrease in temperature (molecules kinetic energy turn into potential energy because they spread out) this means ice can form on the end of the nozzle blocking it. However if the humidity is low then there is no water to condense and freeze out of the air so it can't happen. In fact colder air can hold less water which is why carb ice is less common at very low temperatures. Take a look at this graph of temperature and relative humidity. www.ycem.com.au/b2/CarbIceV1.JPG
Nice video. Very hard to see though. Showing everything in a dark hangar on a dark day... I guess - like most people - the brightness of your monitor is set way to high. Mine is profiled and calibrated and I really have a hard time seeing anything.
Only thing I can suggest there is get a HOTAS joystick, like the Thrustmaster Warthog or X-52 something like that, put essential controls on the stick, everything else you can do with the mouse in cockpit.
I do indeed. Thanks! Also, can you make a fighting tutorial for the Mustang. I'm not finding many direct results when I try to search it up, plus you seem to know what you're doing, instead of just winging it! ^_^
I came back here after I got yelled at by someone on TeamSpeak that the Mustang is faster at 1,000ft with 45M.P. and 2,700RPMs, which is the cruising engine setting. But it stumped me because I'd imagine that 60M.P. and 3,000RPMs would make the Mustang faster (even if by a little), so any idea on this? I am really doubtful that what he said was logical. And it seems that I was right too, because when I pushed my throttle and RPMs to the max, I ever so slowly caught up with him. BUT there are some factors: I usually fly with my coolant doors opened all the way (I'm trying to break this habit) and I also had taken more fuel than the guy who was being aggressive to me (Shadoh).
Also, I found the ratios for fuel in the Mustang. Took a bit of math, but I think I got it. So %68 fuel is the two wing tanks. After doing some math, I found that those two wing tanks can get you about 538 nautical miles. To make it usable, %1 of fuel is 2.69 gallons of fuel in the Mustang, which would get you 7.92nm. So if you want to take a trip from Anapa to Maykop, runway-tip to runway-tip, it's about 115nm. So, do the math with the ratios, and you could take about %14.5 fuel. Though it'd be a good idea to take an extra %5 for taking off and a bit of fuel freedom. :-P Now, if you load the Mustang to it's fullest, with the wing tanks, fuselage tank, and 110 U.S. gallon drop tanks, you get a total capacity of 489 U.S. Gallons, which would be %181.8 fuel. Though, DCS being DCS, you can't go over 100. You can get a max range of 1433.8nm with everything fueled up, and no extra stuff (ammo, bombs, and rockets). I hope this is accurate. I'm going to test it right now, but I'm pretty sure it is. Just another tip I guess. :-P
+Magic_Zach some people just like to act like they are superior to others when in fact they know very little. Now with prop pitch a fine prop pitch full forwards is good for acceleration, but not so much for top speed, as you bring back the prop pitch and course the prop pitch it's like moving up gears in a bike, so you get less acceleration but more top speed, hope that makes sense
From a real world taildragger pilot
1- The P-51 and the TF-51 have a unique tailwheel. When the stick is aft (as it should almost always be when taxiing given the level of static thrust this thing puts out is more than almost any wind you'll ever taxi in) the tailwheel is semi-locked. It is fixed to the rudder pedals with some give from springs. When the stick is forward the tailwheel is unlocked (for tight turns at low speed)
2- It is important to raise the tail on take off. THis should be done deliberately but not rushed. Let the speed build up slowly, but as soon as you are comfortable with directional control you should raise the tail atleast a bit off the ground. This has several effects. Firstly it increases the aspect ratio of the tail, effectively giving you more efficient control movements and therefore better directional control. Secondly the propeller will meet the air at a better angle and therefore will create more thrust, and C the aircraft will try to point more nose left because of the torque effects of the propeller as it rotates through it's lateral axis.
3- The aileron trim can sometimes be useful for trimming the aircraft under power. Torque from the propeller will literally try and roll the aircraft in the opposite direction it turns. This is more apparent at higher power settings, and is especially noticeable at low RPMS and high power settings as this condition creates alot of torque (although you will quickly kill the engine running at low RPMS and high power settings)
4- the compass in the top left is also an ADF, the other "compass" is a gyro heading indicator, it is run off the vaccum system like the ADI
5- On touch down, if it is not a fully held off landing (which the p51 can do, however prefers a tail-low wheel landing you should fly the tail down, do not press it down. Fly the tail down and when you are sure it is not flying anymore, plant it and don't let it come back up unless you want it to. Also, a little check forward on the stick will help keep the wheels planted when wheel landing a tailwheel aircraft. This will plant the aircraft on the mains. If you balloon at low energy like you did, the proper recovery if you do not have enough energy to reflare/the mains leave the ground is to add some power to reduce your rate of descent. If you want to have smooth landings, as you transition from flare to round out look towards the end of the runway and attempt to hold the aircraft off until it's at it's 3 point attitude (which depending on loading, weather, and power setting will be very very close to the stalled attitude of the aircraft.)
"The P-51 and the TF-51 have a unique tailwheel. When the stick is aft the tailwheel is semi-locked" / "When the stick is forward the tailwheel is unlocked (for tight turns at low speed)"
RESPONSE: Well , the German Fw 190 fighter aircraft already presented this feature... Otherwise, thank you for your useful comment.
@@kintarorokurota9656 it's fairly common in warbirds to have it locked via the stick, but alot of high performance draggers have a locking tailwheel. I've even flown a Swift that had a locking semi-retractable tailwheel.
OH MY GOD!!! Why has it taken 5 years before this outstanding tutorial found me. A lot of things finally make sense now. Not just about this one plane but about others too. Thank you so very much for making this.
Never has a fifty minute video kept my attention. Your advantage is it's about a plane that I love to fly, and I love planes. Not to mention, you really did keep it interesting.
Thank you :-)
+504smudge Smudge, i need help. the plane is left aileron heavy after take off. it makes the plane unflyable. it's a common problem around the web. i have not found a solution
+Zack as in left wing heavy? The left wing drops? Does it change with changing power settings? What's your airspeed? Also check your rudder trim and slip ball, if you keep the slip ball centred the plane behaves much better
+504smudge YES! it rolls left no matter what i do. and i can't climb the plane either. the rpm is slightly below the red line (1 or 2 lines). the throttle i typically keep around 405%-half. i don't know the plane is just violently trying to go into a stall spin... i have played Wings of Prey, i kinda know what it feels to go into a stall spin. the airspeed is usually 100mph or 150mph and it seems to be stuck there. i have seen other videos where people go 250mph max, and are still able to fly smoothly. the plane just rolls left, NO MATTER WHAT I do. even with the landing gear up
+Zack Might be your joystick. The Mustang doesn't do that.
Thanks. This was the perfect video to watch while downloading DCS. I especially like that you took time with the startup, explaining what every switch and lever was for.
Another excellent tut -- and thanks for the "bicycle gears" analogy for the prop pitch -- I was always a bit unsure as to how that worked -- and your analogy helped clear it up for me!
I know all of the cockpit stuff by heart but I still can't help to not watch just to entertain myself, and see if maybe I HAVE missed something. Just a positive habit to get into.
Yes!
Very nicely done, couple of things whilst trying not to sound too critical: When shutting down the engine, you did right cutting off the fuel, the engine will still run a while as it burns the fuel in the lines, just be patient and throttle up slightly, the engine will then splutter and stop nicely for you :). Secondly, try doing some side slips to nicely lose height on approach, you will find it much nicer and better controlled than 's' turns, simply left or right aileron and counter rudder to prevent the turn, a very fun way to to increase R.O.D. without gaining airspeed. Lecture over, sorry if it sounded critical and keep the vids coming please! :)
This video saved me! I thought my module was screwed up. I couldn’t get my mustangs to fly smoothly at all. Then you told me about rudder trim. Eureka!!! I was more worried about aileron trim, and kept wondering why the plane was all over the sky. What a difference a good tutorial makes. Thank you and good job!
HEATER41 _00 glad it helped 😄
what a video, very amusing and explicative, that aileron trimming was driving me crazy literally, now i know how to not be constantly trimming the ailerons as well, thank's a lot, I'll try this plane again when i get the chance...
I'd love to see a video this thorough for the other warbirds, this is how one teaches!!
Thanks, this was from long ago.. I do need to start making more content
Best intro to the Mustang I've seen. Excellent work, Mr. Smudge!
Thanks for this video, just what I needed. I installed DCS just last week and had no clue how to get this thing started :-) Now I do. Your videos are a joy to watch.
Greetings from the Netherlands!
Thank you! I'm really glad it helped! If you would like to know anything else please ask
A most outstanding video, explaining a lot(!) of different things! Thank you!!
Porkie's start-up procedure.
1. Flaps *UP*
2. Battery *ON*
3. Generator *ON*
4. Fuel shutoff *ON*
5. Fuel booster *ON*
6. Fuel mixture *RUN*
7. Magnetos *BOTH*
8. Propeller *MAX*
9. Throttle just off idle.
Last step: Turn on the primer and starter motor on at the same time and when the engine catches, release both and you're good to go.
Just a comment on the landing: the proper way of doing it (for a three point landing) is to maintain altitude above the ground by keep pulling the stick back until the aircraft stalls onto the 3 wheels and then making sure the stick is fully back when you touch down. This is to prevent nosing over and it does mean with full back stick you can use up to about 70% brake and if you are adventurous you can use more if you can balance it on two wheels using the brakes but that is only really needed if you are landing on an aircraft carrier :) Keeping the stick back will also make it more controllable because it means the tail wheel is forced onto the ground so you can use the tail wheel to steer. In a crosswind it is slightly different. You need to slip it in using the rudder to keep it straight and aileron in the direction the wind is coming from this will allow you to land on the upwind wheel first (1 point) then touch the downwind wheel then the tail wheel. This is so you can touch down not in a crabbed state and since your into the wind wing is down it prevents it from being flipped over from the wind. While on the ground you should keep your stick pointed into the wind and back when you have more than idle power on.
A joy to watch as always Smudge. Thanks and keep it up.
Awesome Awesome tutorial!! very well done THANK YOU!! I have spent 2 hours just trying to start this beast!
Such a great tutorial with great attention to detail, well spoken and thought out with a logical flow. Which all the more baffles me why it was done in a very low light condition making it difficult to see.
Great Tutorial, was a great help and a joy to watch. Thank you.
Excellent run through. Manifold pressure is measured in inches of mercury. Standard pressure would support a column of mercury 29.92 inches tall, the basis of altimeter settings.
Can’t wait to get a rig next year and fly the Spitfire in VR!🍺👍🇨🇦
This is my favorite P51 DCS video by-the-way. Nice Job.
Thank you, i promised myself to learn to fly this amazing aircraft. You videos have helped more then you know
good tutorial Smudge, obviously I'm not an expert on flying a warbird (in fact I fly a 320 as a job) however, there are a couple of items I'd like to raise. IRL instructors teach to always 'step on the ball' before applying rudder trim this is to alleviate the forces on the rudder and the trim tab otherwise potentially, you can start bending the trim tab and what not. One other thing is the turn and slip indicator. Unlike a turn coordiantor it only shows rate of roll so in a balanced, steady turn, the needle will recenter itself. So for a straight and level check you'd have to use the artificial horizon as your primary instrument, however as you rightly pointed out, what happens when the AH becomes unusable? This is where an effective scan is mandatory. In cloud you'd have to use the instruments that do not use vacuum suction, i.e no AH, no Directional Indicator and no turn indications (slip is ok though as its not a gyroscope driven instrument). If your datum power and prop pitch is set and the speed is stable, your V/S showing 0, ball in the center and the compass is not budging you are straight, level and balanced.
When I come in to land, and I'm going to fast, I wiggle my rudder (very gently, or you'll go into a spin 300' above the ground, and that's not very high :-P ) and it makes the aircraft slow down by a bit. It really works! But you can't do a lot of a lot of it, or, as I said, you'll go into a spin, and that's not good when you're not verh high in altitude.
The throttle doesn't add more fuel to the engine, but actually allows more air into the carburetor, to then be applied to the engine.....which is cool! I think the fuel consumption works on it's own there. I am reading from the DCS P-51 manual.
You, my friend, RULE! :D
Very nice video, saw all i need to know! Thanks! :)
Very interesting video. I will watch this many times over until I memorize how to fly this aircraft. Thanks for taking the time to explain this to us. I was trying to figure out how to arm the weapons and fire them. Know I know why I was unable to do that.
Thanks for great tips , little note in landing. It Is possible to use qently breaks. Little help is if you pres LEFT CTRL + Enter. This show you diagram whit brake force.
actually a relaxing and informative 50 min
The reason why drag/lift/velocity are hard to explain is because you need at least a one semester course in Aerodynamics. But that was a decent attempt :)
Really really nice video sir. I learn a lot of things that I don't know. Thank you sir and keep coming videos like that.
This was great information. Thanks allot.
Thanks for the tips, Smudge
Just a nit-pick, but in the beginning of the video, you mistook the tail warning radar for an RWR. The tail warning radar is a rear facing radar that alerts the pilot to aircraft that may have gotten behind him without him noticing. Great vid!
When Eagle Dynamics said they were doing a WW2 DCS title. I thought they were making a whole new game, not just adding a few WW2 modules to the existing one.
hello, is it me your looking for...
yes I was looking for this video so much help thanks
My favorite part was when you tilted your head back to get a drink haha In any case, thanks for this break down I've been having a lot of trouble flying smoothly and straight this definitely helped me out a lot!
William Moorman glad I could be of some help :-)
504smudge So am I! Haha On another note however, I was looking through the settings and i noticed that there is an auto rudder and takeoff assistance option that are selected by default; auto rudder is on and t.o. assist. is 100% I switched them both off and had a smoother takeoff. Do you use these settings? This is for the TF-51 Mustang aircraft by the way
William Moorman I switched all assists off, I’ve tried with them on and found they fight me to much and make it harder to control the plane
504smudge I totally agree with that. One other question if you don't mind, I have found myself using the aileron trim because my plane constantly wants to roll to the right even with the rudder trim set right all the way. Do you have problems with this? Is it just crosswind? I am flying the TF-51 Mustang and using fuel from the left tank maybe that is involved in some way? I'm really not sure but it makes landing very difficult (haven't performed a successful one in the Mustang yet).
William Moorman keep an eye on the turn and slip indicator at the bottom of the from panel, you want to keep the black call in the centre by moving the rudder trim, it’s a constant battle to keep the plane flying straight, any change of power or direction will lead to more trimming, I rarely if ever trim ailerons
excellent
Very cool lesson !!
Thanks !
Really thank you, i didn't know how to turn engine on
23:11 "Ah...fuckin' mouse wheel" WELL THAT WAS UNCALLED FOR! xD Hilarious and lighthearted, but I actually enjoyed the momentary swearing. First swear word in 23 minutes xD
Excellent video, very informative.Love to know your hotas settings and bindings!Thanks
Thanks bud, it’s a bit hard to explain all on here. Maybe drop by the 504 discord, be happy to help you out 😉 discord.504vfs.org/
@@504smudge Thanks Smudge, I’ve joined!
Brilliant video,thank you! Oh and pitot is pronounced pea-toe just in case anybody is unsure :)
I've made 2 successful takeoffs so far after spending a good 15 mins wondering why it wasn't starting on the second one. It helps if you remember to turn the fuel pump on.
No successful landings yet.
That was excellent, thank you.
Ace tutorial. I have searched for ages for an in depth tutorial. A question: Could a video on advanced engine management be something? I mean a tutorial on anything abnormal on the instruments/gauges and how to remedy it,be it abnormal temperatures, pressure and such due to wrong lever settings or failures, how to deal with emergencies, etc etc, how to correctly, and incorrectly use the levers, read the gauges, what they don't mean as much as what they mean. In short, everything concerning the engine.
whocareswho that is a good idea! I'm hopefully getting a new PC next month, once that happens I'll be looking at doing a lot more videos. Including a training library. Stay tuned
Great tutorial... felt like a true flying lesson but better :)
normal cruise settings: 2100 - 2300 rpm 32" manifold pressure
max continues climb: 2500rpm 46" manifiold pressure
I know this is an old video, but any idea what is used for camera control here?I just started using a headphone mounted head tracking clip, but can't get that degree of movement (especially the backwards/forwards motion).
I use track IR for headtracking,
Great help! thank you, I just wonder why this plane has not guns. I can't shoot anything :(
Nice tutorial. Thanks.
thank smudge for doing my request it is a late birthday present from you thanks man for doing this
just one more video i would you to do at any time is a f-86 sabre video do heetseekers and mig 15 battle again please and thanks very much
great video
Nice video..... Jut one question to your take off procedure: When you say "PropPich all forward" do you mean "Engine RPM"?
Yeah
Thanks.. the best tutorial
Hey thank you for the great video! I am currently taking my private pilots liscence...I just completed my solo about two weeks ago. I have been thinking about joining the airforce next year so I have stopped flying for now...Just curious if aileron deflection while taxiing affects your plane in this sim? Greetings from Canada
Have watched a lot of your DCS vids. imo they are some of the best out there.
Just starting to learn and the Mustang is so much fun. Only thing I can't find info on is propper use of rudder in flight. Apart from level flight and taxi I'm not sure when I should be using it.
To be honest you shouldn't! Using the rudder really unsettles the aircraft and can cause spins and stalls! You can use it to keep flying straight in a Dive but that's about it..
Splendid. thx. In that case I won't worry about it anymore. I thought I was missing some key skill in trying to work out propper use of rudder. Because as you said, it caused all sorts of unbalancing and terrifying results whenever I tried various manouvers ;)
Voodoocat Hey Voodoocat I am not completely sure how this sim works yet I am downloading it right now but I am taking my private liscence and my instructor has always told me to only use rudder when it is needed such as when you are taking off and in turns and landing...when we take off there are several factors that make the plane want to roll and yaw to the left so we use a little right rudder to counteract it...when we are in turns you only need to correct with rudder when the ball is not in the center of the turn coordinator...it really depends aswell in which aircraft you are flying some are made in certain ways to already counteract it just like smudge used the trim to counteract the yaw from torque when taking off same thing applys when landing...hopefully this helps haha
+504smudge This is demonstrably incorrect. You can see this is incorrect if you take a look at the slip indicator in normal flight while making turns. Rolling left for example adverse yaw will cause the plane to yaw to the outside of the turn which needs to be corrected with left rudder. When established in the turn you will also need to input rudder as the nose will have a tendency to yaw to the outside of the turn. When changing throttle settings from your trimmed state you will need to apply rudder to account for yaw caused by slipstream effects on the rudder. With a clockwise spinning propeller (from the pilot seat) this means more power needs right rudder and the opposite is true with decreasing power. Furthermore P-factor when at high angles of attack in the TF-51 is very significant so this must be countered; the P-factor manifests itself in the same way as the slipstream effects it just means that you need more rudder input at higher angles of attack. About the spins and stalls: in a turn not using rudder will cause the aircraft to stall at a lower g-force than if using rudder to keep coordinated so this means that you are more likely to stall when not using rudder. As for using rudder causing spins this is also demonstrably incorrect. This is only the case if you cause the plane to skid in a turn which means there is a small slip into the turn which means you are essentially providing spin inputs however this is only a risk if you are slow and close to stall speed and using too much rudder. As for using rudder unsettles a plane if you have ever been in a real plane you’d know when the plane is uncoordinated it feels strange that is because your line of movement/track is not the same direction as your nose is pointing. This means you are actually wasting energy because air is hitting a larger surface area on the side of the plane. It is also true that in a dive or a climb the difference in airspeed is enough to require more or less rudder for example fast in a dive (with the plane trimmed at 2700 rpm and 45 inches travelling at 300mph) when the plane is going much faster than trimmed it will require left rudder. Please correct these incorrect claims in your comment above as it is spreading incorrect information.
Not true the tail warning radar activates if anything disrupts it's beam to indicate if Anything gets on your tail. Otherwise what good is it if it would only puck up radar equipped aircraft seeing as though very few actually carried it. And turn on the cockpit lamps.
When I was flying the plane, the engine ceasing up on me in flight. I made sure the temps were down and I kept the rpm in the green, but I guess I needed to watch other parts of the engine, not just temperature and rpm.
Big tip, make sure the mixture handle is in auto not max, if you climb above 10 - 17k that will cause major problems, RPM have around 27, try not to exceed 47Hg for extended periods on the pressure gauge
504smudge Thanks for the tips. I will keep them in mind.
Great video as ever,one question though-with the P51 not the tf51,when in combat what do you set as the manifold pressure? I mean do you set it for "normal" flying height and use the throttle as normal or,do you set it into the "red" level-i get outclimbed,turned by everything ha!ha!
Great video!!!!
in combat set the prop pitch to 30, as this gives the best acceleration and response, use the throttle as needed, you can push it up to 60, but watch your temps like a hawk you only get a few mins at the red line before the engine will pop.
that low-key BJ reference
One of the best DCS tutorial videos ive seen! Great work!
Now that i've buttered you up (but i really do mean it!), i have an issue with the mustang. The engine likes to just stop with no warning. It must be something im doing wrong consistantly, but i have no idea what. Its normally after a good 10 minutes flying (i have had it happen on take off once or twice...). Now, i used to think i was doing RPM/manifold pressure wrong, so lately ive taken to flying with both needles in the green, yet it happened again last night.
Any ideas what fool mistake i am making?
I had the exact same thing happen, usually as i'm climbing up to altitude, what it could be is the Mixture cut off handle below the throttle. if you set that to 100% emergency as you climb the engine is to rich and it cuts off... make sure you set it to AUTO the middle setting. thats the only thing I can think of that would cause a cut off.
504smudge
I will keep an eye out on it! :) I have one further question. Doing the mustang campaign at the moment. One of the missions is a navigation one. It gives you coordinates in degrees the direction to be flying in to reach checkpoint gates. However, it didnt match up to my dial to the right of the speedo (sorry. dont know its official name). SO a video on Mustang navigation would be nice from my point of view. Also, from a very basic point of view, no videos i can find that explains how to use the rudder correctly. Its silly i know, but for normal turns i never touch the rudder, and use it only for keeping the slip ball centered in level flight (and even then, not always). Does it be used for every turn? i have a friend who never uses it for any DCS craft except for taxing, and i don't think hes alone.
Grat Video 504
have problem with the P51-D Rockets.
I change all systems to launch rockets, but when i push a button "bomb relese öleft/right" it release bombs not rockets.
In settings i couldn't find "rockets release" or "weapon release" keybord button.
Did anybody have the problems also?
Or can anybody help?
Thanks a lot
Cruise power is 2400 rpm / 3600 mp for continuous use not exactly what you mention at the beginning. But nice one anyway.
Were you playing with a keyboard?
Good video been looking for a video like this one can you do one on the f-86 saber
Is there no engine warm up?
Thanks for the tips. Do you have to manage the fuel tanks switching manually ? I always feel bad when I forget to switch, and the engine dies on me
Yeah unfortunately there is no way to get the aircraft to automatically switch tanks or cross feed.
504smudge Aw crap. You'd Think they would incorporate that, but apparently no.
TheSkipjack95 well the P-51 wasn't capable of it so I guess they wouldn't include it, you can turn off the complex engine management if difficulty settings? that might just sort it out for you? I can't say I fly anything other than full real
504smudge Me neither, guess I'll just have to remember to switch tanks
504smudge The engine won't start for me, I have no idea why, it just starts slowly spinning when I hold down the starter, but never coughs. I switched on the magnetos to both, turned on the fuel cut-off, turned on the battery, pitot tubes, set the mixture to idle, lifted the chortle toward, turned on the fuel pumps, primed the engine, and turned on the starter. And the prop just started to spin slowly, engine never coughing to life. And I've tried this a few times without success. Do you have any idea what's happening?
Thanks for video 504smudge,trll me there is weapons in SU-25T ?? may i dogfight with this aircraft? Hello from Costa Rica.***
+Carlos Tico2014 the SU25T is indeed armed to the teeth! it's a ground attack aircraft, but if your brave you can go air to air in it, it does carry short range air to air missiles
43:00 You could also just push the "Silence Horn" button to get rid of the warning. :-/
what's the difference between the P-51D and the TF-51D?
The TF-51 is an unarmed 2 seat trainer, it operates exactly the same. Just doesn't have any weapons.
P-51D looks nice but sure does have it's maneuverability flaws. Its very prone to spins and stalls. Even a simple loop you'd really have to keep an eye on your altitude, speed, and stick control. Sometimes recovery isn't as easy as neutralizing the controls. God hope you have enough altitude when you hear that wind whistle and feel that shake at the point right before it goes into that stall or spin. I'd imagine it would fall apart either an ailerons snap, elevators snap, rudder snap, or tail snap off and I'd end up falling like a rock if I were to fly this in my physical prime. A mile and a half in 10 minutes easy, 71 push-ups and 56 sit-ups in one minute easy in my sleep, and pulling more Gs than your mama, j/k, but seriously on any given day in my prime. Not snappy enough, I know it. This is an old man's plane. Might have been the stuff in its hay days. I understand that every aircraft has its envelopes. Even the most advanced in this era has its flaw of engine flameout from lack of idle detent or when in negative G, that would be the Me-262. I could imagine P-51D mustang pilots at the time having this fragile maneuverability limitation on the back of their minds going into a fight against the Bf-109 knowing that it isn't as much of a problem for them. A fighter pilot must be able to fly a plane as it is a part of their body. If it does not allow that or your body can out perform it. Then you shouldn't be flying it into combat. Unless you are a transport pilot, than it is ok. Don't get me wrong. I have much luv' for a mustang and it is an American icon. But a short envelope for stall and spin is a problem in combat especially in a dogfight. Sadly, if you look up its history, many mustang pilots have died due to failed maneuver recovery. Hence look how slow and easy pilots fly a P-51D at airshows.
Just a comment on the carburetor icing it doesn't need to be cold for it to happen mainly the humidity is the contributing factor this is because as the fuel comes out of the nozzle in the carb the fuel evaporates which causes a decrease in temperature (molecules kinetic energy turn into potential energy because they spread out) this means ice can form on the end of the nozzle blocking it. However if the humidity is low then there is no water to condense and freeze out of the air so it can't happen. In fact colder air can hold less water which is why carb ice is less common at very low temperatures. Take a look at this graph of temperature and relative humidity. www.ycem.com.au/b2/CarbIceV1.JPG
Nice video. Very hard to see though. Showing everything in a dark hangar on a dark day... I guess - like most people - the brightness of your monitor is set way to high. Mine is profiled and calibrated and I really have a hard time seeing anything.
Awesome, i'm pretty new to this channel and i was wondering, where are you from?
Welcome! and thanks for joining us! i'm From Newcastle in the NE of England. altho I really don't sound like it! I blame the RAF..
lol :D
what do you do to change the controls when you point to them. what is the setup.
Sorry I don’t follow?
@@504smudge he is asking if you are clicking or how you are toggling items
Nice vid! But you should have made the video during daylight, kinda hard sometimes to see the details you're talking about
It doesn't have to start on left tank. You can also start on right tank.
The carb overflows into the left tank and if you have a full left your gonna have problems
How is he looking around? Does he have an oculus rift?
+Magic_Zach : It could be TrackIR
It's TrackIR
I really want to play a vr flight sim game but how will I see the keyboard... hmmm hoping someone is working on this
Only thing I can suggest there is get a HOTAS joystick, like the Thrustmaster Warthog or X-52 something like that, put essential controls on the stick, everything else you can do with the mouse in cockpit.
Too broke lol maybe I'll use my midi keyboard
If you have a gamepad like a xbox 360 controller, it can work really well for DCS. I used it a lot before getting my first HOTAS
If mine didn't crash everytime I go In game I'd have enjoyed this....
And yet I'm outperformed by the BF-109 & FW-190...I wasted $30 on a digital plane. :-(
It would be quite nice to be able to see it better, the video is dark
You made that video at midnight with out any light. Could not see what you were doing. Please redo it with proper lighting. Thanks!
This is more like a very IN DEPTH tutorial, instead of flying tips.
Thank you :-) hope you like it.
I do indeed. Thanks! Also, can you make a fighting tutorial for the Mustang. I'm not finding many direct results when I try to search it up, plus you seem to know what you're doing, instead of just winging it! ^_^
I came back here after I got yelled at by someone on TeamSpeak that the Mustang is faster at 1,000ft with 45M.P. and 2,700RPMs, which is the cruising engine setting. But it stumped me because I'd imagine that 60M.P. and 3,000RPMs would make the Mustang faster (even if by a little), so any idea on this? I am really doubtful that what he said was logical. And it seems that I was right too, because when I pushed my throttle and RPMs to the max, I ever so slowly caught up with him. BUT there are some factors: I usually fly with my coolant doors opened all the way (I'm trying to break this habit) and I also had taken more fuel than the guy who was being aggressive to me (Shadoh).
Also, I found the ratios for fuel in the Mustang. Took a bit of math, but I think I got it. So %68 fuel is the two wing tanks. After doing some math, I found that those two wing tanks can get you about 538 nautical miles. To make it usable, %1 of fuel is 2.69 gallons of fuel in the Mustang, which would get you 7.92nm. So if you want to take a trip from Anapa to Maykop, runway-tip to runway-tip, it's about 115nm. So, do the math with the ratios, and you could take about %14.5 fuel. Though it'd be a good idea to take an extra %5 for taking off and a bit of fuel freedom. :-P Now, if you load the Mustang to it's fullest, with the wing tanks, fuselage tank, and 110 U.S. gallon drop tanks, you get a total capacity of 489 U.S. Gallons, which would be %181.8 fuel. Though, DCS being DCS, you can't go over 100. You can get a max range of 1433.8nm with everything fueled up, and no extra stuff (ammo, bombs, and rockets). I hope this is accurate. I'm going to test it right now, but I'm pretty sure it is. Just another tip I guess. :-P
+Magic_Zach some people just like to act like they are superior to others when in fact they know very little. Now with prop pitch a fine prop pitch full forwards is good for acceleration, but not so much for top speed, as you bring back the prop pitch and course the prop pitch it's like moving up gears in a bike, so you get less acceleration but more top speed, hope that makes sense
i think i would enjoy flying in this game if my joystick didn't have 1 cm of play in it
? Why to do guide in the dark ? what is a horror movie
Attach a flashlight to the guide
i didnt like it
I think you need to turn your screen brightness up...
I can't taxi this thing for shit...
John Edward the biggest tip I can give is hold the stick back to go straight.. it’s a really forgiving plane to taxi