Correct! (From someone who has 1,600 hours on DC3’s.
On Takeoff your looking for 82 kts (95 mph) V2 (1.3 Vs - that’s stall speed plus 30%)
Hi Chief ,if you have that many hours i would sure like to see you post about the 20-20 rule where the bearings bang and can screw things up if you go below , and also where the carb heat needles are in the yellow
I presume the mention about bearings is for the R1830 Pratt.
My 1,600 hours was on DC3’s with Wright Cyclone R1820’s & 24 hours on C47 over 5 days Moon lighting on a flight from Sydney Australia up to the top of Australia & back.
It is 50 years since I flew them but I still have all my manuals.
With the R 1830 Pratts in our manual it says “Cruising between 1900 & 2050 rpm & below 1700 rpm is prohibited”.
(Ps Did I pass the test?)
As for Carb heat I don’t remember much except Carb Ice was a problem from time to time.
MSFS DC3’s Rudder has a sort of stearing built in as you sure needed Tail Wheel Lock, Independent engines & brakes in the real thing to taxi & take-offs.
All this should bore a few people, so back to flying a fun Aircraft, docile & easy to fly once airborne (Except in a Thunderstorm when your going down with METO Power!)
I agree. No matter what I do, it banks hard left and nosedives into the ground. It does it at 8000’, it does it right after takeoff. No matter the airspeed. And what aircraft takes off in 200’? Another Asobo fail.
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I have the same problem - except for me the extreme left bank and nose dive begins at 1,000 ft AGL.
I’ve had good luck taking off in the DC-3 since I started adjusting the trim before takeoff. It does not default to where you need it at takeoff.
You absolutely need to dial in some nose-down trim and some right-rudder trim or it will roll to the left and jump nose-up shortly after takeoff, leading to a stall or crash if you don’t immediately regain control.
The various DC-3 threads should include some recommended values (you can read off the indicator the numbers it’s near) but I just kinda “wing it” myself. 
Watch carefully how it’s responding, and keep very careful eye on your airspeed to make sure you’re not pitched up so much you’re heading for a stall.