Ground handling in CloD

[reflected]

Is it just me or is it fubar?

1) the acceleration of planes on grass is ridiculous

You have to taxi with the throttle wide open. Geoffrey Wellum mentioned that you started a Spit then you had to throttle back for warming up, otherwise the machine would roll through the next hangar in a blink of an eye - although obviously an exageration, it shows that opening the throttle just a little bit (1 inch for startup) would be enough to move the machine. I've seen Hurricanes taking of from grass airfields. I've also taken off from a grass field in a Tiger Moth - it was nothing like in Clod, not like a freight train.

2) brakes

You had to be very crareful with them, or the aeroplane would turn on its nose. In CloD it wont, unless you're rolling at 60 mph. Differetial brakes have hardly any effect, which brings me to the next point:

3) turning - the rudder and differential brakes have no authority. How come?

I mean the FM is rather convincing, these planes fly much like real planes do - a lot better than the old il2 - but on the ground...well it's very far off, I'm afraid.

[CaptainDoggles]

Originally Posted by reflected

You have to taxi with the throttle wide open

I don't find this to be the case at all.

Differetial brakes have hardly any effect

Disagree again. I use differential braking all the time when taxiing 109s.

[CWMV]

Originally Posted by CaptainDoggles

I don't find this to be the case at all.

Disagree again. I use differential braking all the time when taxiing 109s.

+1

[IvanK]

The nose tipping tendancy of most aeroplanes under brakes in CLOD is overdone imo. There are many statements in the various test reports that discuss this.

[BGs_Ricky]

Differential braking works quite ok I think, but for the Spit and Hurri you have to set your brake axis/key to the "all wheels" (don't know the command name in the english version) breaks command in order to have differential braking combined with the rudder.

On other planes (109, 110,..) you can set different axis/keys for left/right wheel brakes.

[reflected]

It shocks me that you don't find it off.
You have to taxi with 25% throttle or more- that's insane.

Also, you can't even turn on the ground properly - yest I've set up my controls properly, the gauges show that - not to mention acceleration on takeoff.

Seriously, doesn't it all feel totally wrong? (PS, the problem is a lot more pronunced on RAF planes)

Also, how can you seriously say that the nose tipping is overdone? Double the effect and even then it would be overdone. In clod you can pull the brakes brainlessly without any effect (in RAF planes).

[phoenix1963]

Originally Posted by reflected

1) the acceleration of planes on grass is ridiculous

I agree, the friction on the ground is too high - and yet the 'planes are turned by wind too easily - and if you look at wartime footage hurris only have to throttle-up and run for a few yards before the tail lifts (probably into the wind though), unlike in CloD.
Of course the devs have to balance the friction and the (along the 'plane axis and perpendicular) drag in a way that also makes the 'plane air handing seem right, so if they've got one wrong the other has to compensate for sensible ground handling. Draw your own conclusions.

Originally Posted by reflected

3) turning - the rudder and differential brakes have no authority. How come?

You don't specify allied or axis. If I remember rightly the allied fighter brakes operate on a single lever (though the distribution to the wheels is modified by the rudder bar, but I've never been convinced CloD models this correctly), while the 109 has toe brakes - I think.

S!

56RAF_phoenix

[reflected]

Yesterday I did some circuits in a 109 and I was astonished to see how different it was on the ground. There's (almost) nothing wrong with how the 109 handles on the ground. Proper acceleration, even on grass, effective rudders, and I had to be very careful with the brake. How come Spitfires and Hurricanes are so different - even using differential braking? (The brake pressure gauge is what I meant in my previous post, that is, I'm sure my controls are set up correctly - of course there's no gauge for ground handling, don't take me for an idiot)

I agree about the wind too.

As for distance vs tail up:
I've read a Spitfire pilot's account that they slowly gave +5 boost until the tail came up, and only then did they move the throttle further forward. Try giving only +5 boost in CloD and you're up for a cross country ride (on the grass that is )

Originally Posted by reflected

Yesterday I did some circuits in a 109 and I was astonished to see how different it was on the ground. There's (almost) nothing wrong with how the 109 handles on the ground. Proper acceleration, even on grass, effective rudders, and I had to be very careful with the brake. How come Spitfires and Hurricanes are so different - even using differential braking? (The brake pressure gauge is what I meant in my previous post, that is, I'm sure my controls are set up correctly - of course there's no gauge for ground handling, don't take me for an idiot)

I agree about the wind too.

As for distance vs tail up:
I've read a Spitfire pilot's account that they slowly gave +5 boost until the tail came up, and only then did they move the throttle further forward. Try giving only +5 boost in CloD and you're up for a cross country ride (on the grass that is )

Did the plane threaten to groundloop at any time? After touchdown will the plane roll out relatively straight without any rudder input? Taildraggers, especially those that are heavy on the tail wheel (main gear well forward of the CG, like the 109), will wind up with busted gear, or on their back, or both without any rudder correction.