Just bought it so presumably I got the latest version. It’s got the new loadout screen on the EFB so it’s the correct version I think.
I’ll try cycling the flight model and do some more testing. I had a slight amount of nose high elevator trim and was holding the yoke into the wind but with full rudder could not stop the plane from weathervaning.
One thing I noticed though is that the plane reaches 80kts very fast so maybe I was not pulling up fast enough before the swerving starts.
It’s common on all planes to one degree or another, and lots of people experience it.
It’s especially pronounced on taildraggers because the CG is behind the mainwheels. While the P-38 is not a taildragger, maybe it’s affected because of how the double rudder was modeled (guessing here), making it large so more highly affected by the wind.
The problem with their “fixing” it would be other aspects of the flight model would suffer solely to correct ground handling.
As you noted, the best way past it is to hold the tail down as long as you can (incorrect procedure, but, our only choice at the moment), avoid crosswinds, and add some up elevator trim. You’ll have to practice to find the correct trim setting.
I get it even with the Piper Warrior if I don’t have the correct trim dialed in.
i had this problem today(blocked some levers, magneto, battery) but only once after ctd, and i had never get this problem in first version… just went to main menu start again with no problems
Well its an interesting one. I have some tests to run but 2 factors I have identified are the % fuel load, & the flight plan.
I’ll come back after I have run the tests.
TG
try to start with constant power, then release brakes, and start correct any tend to go side from run beginning, don’t wait it go too right or left, the more correction need the more heavy situation, and take tail maximum heavy you can, for tail drag you give more stable course when run by this way, for nose wheel you prevent nose gear from steering itself, this problem was even in f-15(nose wheel dancing), just don’t give nose be too heavy, it’s good for tail drag it’s good for nosewheel(any way in msfs it’s work for all warbirds without excludes)
Since I don’t have rudder pedals, only the twist function of my Logitech X52 HOTAS, I normally “cheat” and use Takeoff Assist in the Piloting Assistance options when flying propeller aircraft. When I first got the P-38, I turned that off for the aircraft because of its counter-rotating props - I didn’t see much need for it most of the time.
After seeing today’s discussion, I decided to test it out. I’ve been doing a lot of flying out of Honolulu lately because of the gorgeous landscapes and there’s an interesting mix of folks on the Eastern US server most evenings - Cessnas, Tomcats, Eagles, 74’s, A320’s, etc. I will occasionally see a Junkers or a helicopter too. Tonight the ATIS showed RWY8L and 8R in use for takeoffs and landings, despite winds at 51 degrees and 28 knots. Perfect conditions for what’s a pretty rough real-world case for a light aircraft and any tendencey to weathervane in the wind.
The bottom line is, my usual takeoff procedure worked fine in these conditions. Line up and set the parking brake; set prop at maximum; set mixture to full-rich; increase manifold pressure to 30 psi; release the brakes and start rolling, adding power to get to 40 psia. At 80 knots indicated, pull back firmly on the stick and aircraft flies itself off. Raise gear as soon as you’re climbing; reduce engine RPM to 2500 once above 500’ and climb out.
With the strong ~30 degree cross-wind, I did have to add rudder to compensate during the roll but even with my twist rudder and all assistance options disabled, it was quite manageable. What I’ve found over the last few weeks flying the plane is that instability during the transition to rolling/lift generating/takeoff is magnified with full-power takeoffs. Keeping manifold pressure to 40 - 42 psi during the roll gives you as the pilot a chance to gradually add rudder if necessary for cross-wind without the plane becoming too squirrelly. Depending on your hardware, you may also want to make some sensitivity tweaks to your rudder controls to give you more range to modulate your inputs without over-controlling. One of the nicer features of the sim is that you can easily set multiple controller profiles and switch between them as needed.
Anyway, just my two cents on matter. The update is working great for me - I really appreciate the Loadout manager as well as the enhanced live data available for stats nerds. The automatic cooling and thermodynamics tweaks seem to be working as well - in the initial release, even at cruise (30 psi and ~2000 rpm) oil temps seemed to hover up out of the green range but still below the red. Now, oil temps were in the upper end of green after some fairly aggressive low-level flying without any particular need to manually open up the cooling flaps.
Sometimes it’s helpful to see a video to reinforce what is read from written instruction. LameLefty wrote some really good recommendations above, and Clan USNC posted the original training video of the P-38 on YouTube. The video explains a lot about operating the P-38, and it made my experience with the FlyingIron P-38L an enjoyable one from the beginning on release day 1 - especially for takeoffs and landings.
Clan USNC posted the YouTube video:
05:50 for the takeoff
11:38 for the landing
I’ve tested takeoffs and landings with update 1.0.1 in 50 kts crosswinds at a relative 90 deg to the runway. Although it requires a lot of rudder and aileron compensation with that level of crosswind, the transitions of the update 1.0.1 model are much more manageable and less abrupt.
Also, double checking and adjusting your rudder axis linearity and sensitivity settings in control options could help mitigate other contributing control challenges.
Further to my earlier post re non responsive cockpit Throttle/Mix & Prop. levers, (TMP), - I set the P-38 as the only file in Community.
Created MSFS scenario VFR Flights out of KLAX at 50% fuel, 82% fuel & a flight KATL to KMSP at 82% fuel - all spawned on the runway with the subject levers in the ‘off’ position & not moveable with the mouse, but engines running & primary control surfaces moving.
In each case, when I then went to ‘Restart’ in the MSFS options, the aircraft spawned at the earlier selected airport runway with engines running & all the TMP levers in the correct position.
So I have a work around, but a head scratcher re the TMP levers ‘off’ situation.
TG
I think this could be a sim or Windows issue, as I’ve recently had the same occur several times with the DC Designs F-14, along with some (not all) cockpit toggles not responding to clicks. Hitting ESC and then restarting the flight fixes it in every instance. I usually start cold and dark, so if I move my mixture and prop controls without any sim response, I know I need to restart.
Makes me wonder if a recent Windows update or something changed the way USB controller inputs are read and acted upon.
