this aircraft lands very smoothly in a 2pt wheel landing configuration with about a 1000 rpm power on touch down power to idol as soon as you stick the wheels roll it out with stick full forward until the tail starts to drop and then stick full aft. avoid braking until absolutely necessary. If you dont want to use the tail wheel lock stick full forward increase power and brake into the turn as soon as you want to stop the turn stick full aft reduce the power back to normal taxi about 1200 rpm. Great video !
Nice vid! I fly a real L-5 in a Vintage club and can say that this model on X-plane is very difficult to taxi vs the real plane. Take off/landings are much easier in the real one. Other things that are a bit off on the X-plane: the landing light is actually on a servo and drops down when you turn it on. The flaps (on the E model anyways) only have 3 notches, up, 35 and 45 degrees. Our E model has drooped ailerons that you can crank down, those combined with 45deg of flaps will land this beast on a dime! Thanks for the vid!
Great video and enjoyed watching it. You have put in a lot of effort in this video. I do have a scanned L-5 pilot's checklist. Speeds & operating limits do vary as compared to the civilian Stinson 108 checklist. Let me know if you want a copy. As a long time L-5 owner, couple of very minor issues. The instruments aren't all correct for an L-5 and the airspeed indicator should have markings down to 30 mph. There was never a locking tailwheel, so when taking off be sure to keep the control stick full back until 30 mph then slowly raise it to minimize the torque and P-factors. Cannot raise the tail quickly like you can in a Piper Cub or the L-5 will depart to the left side of the runway. Stinson L-5's are easy to taxi but need to S-turn due to not being able to see over the nose. When starting, don't pump the throttle but use the primer (this could cause a fire if the engine back fires). Flaps- one notch is required on takeoff and the 2nd notch is usually used for landing, except for strong x-winds. The video shows a flap handle in the rear cockpit but this did not exist. An interesting sidenote is that there are no brakes in the rear cockpit. This makes checking out a new L-5 pilot somewhat difficult if the need for brakes arise. On landing, flaps can be deployed only at less than 100mph. First notch at around 95mph and the second notch at 80mph. By using some engine power and full flaps, a normal 3 degree approach can be flown if desired. Anyways keep up the great work and commentary! One correction request: On the steep landing approach, you mentioned using landing at 60 -80 knots. Should be mph not knots.
Wow, what a wonderful comment to read through. Thank you for all that technical data! I hope everyone who watches takes a look at your comment. Again, thanks for taking time to share all that.
Not an L-5 pilot, but I am a Tailwheel pilot irl. Quick tip for your takeoffs: as you power up, give slight forward pressure on the stick to get your tail up and keep you main gear on the ground to help keep centerline. Then at rotate speed release the pressure and you should just float away.
The best solution to correct the lack of stability of this aircraft is to move the center of gravity more to the center and add a little load to the overall weight. By doing that, it can take off and land normally like any other plane. The values that I use at takeoff are: center of gravity 18.8 centimeters (my Xplane is in Spanish), payload 100 Kilos, total internal fuel 24 kilos distributed in 12 kilos in each tank.
Great tutorial. I had great difficulty at first keeping the Stinson from ground looping. After mastering the De Havilland Beaver, I carried those techniques over to the Stinson and they behave very similarly. From what I'ver heard, both the Stinson L-5 and the Beaver are actually harder to take off and land on the simulator than real life. Oh, and the tailwheel lock and unlock tip was excellent. Thanks for this tutorial.
Thanks for the feedback, glad the video was helpful. I really need to give that Beaver a try! I had the pleasure of riding a Beaver float plane in Alaska and it was quite an experience.
That was a very good video. I have actually flown this aircraft on X-Plane and for real as well as a 1946 Aeronca Champ. Both are great planes and fun to fly. I wish X-Plane had the Aeronca Champ
@@FlightBrothersFT I totally agree! I just saw one in person last week in Oshkosh, it was really cool to see one up close. In WW2, they would land these using the Brodie System, a really interesting method where they would catch the plane on a line suspended off the deck to save space. There’s a video of it here on UA-cam you may have seen, it’s really cool. Cheers flight bros!
didn't crash but i ran off the runway at CO47 (wonderful air strip) then ran off the runway at KEGE on landing in VR. 1st takeoff and landing and didn't watch this yet, i do have basic flight experience but a 182 is way heavier than a L5
Comments in the order the things I noticed as they appear in the video: (1) The L-5 does not have rudder trim, only the Stinson 108-3 has rudder trim. (2) Max gross weight is 2250# per the FAA type certificate data sheet (3) The overhead switch box is not modeled after an authentic, original one. Nor is the instrument panel. (4) The real L-5 does not have a manual tailwheel lock but an internal detent centers it within 10 degrees and breaks to free castering with a sideload, such as occurs with differential braking. It would be nice if X-plane could simulate that accurately. (5) Standard takeoff flap setting is 1 notch (30 degrees) per the flight manual. (6) For better directional control on takeoff, add right rudder as you power up, but as soon as you raise the tail you will need to relax that a bit or the gyroscopic force of the propeller will cause a swerve. At that point, most people over-control. As you lift off, add in right rudder pressure again to avoid drifting off the runway centerline. (7) The airspeed indicator on an authentic L-5 is calibrated in MPH, not Knots. Normal approach is 60-70 mph (8) For a less steep approach, while learning the sim, don't use full flaps. Remember, when landing, pitch controls airspeed, power controls the descent rate. Trim for the desired speed. (9) While the X-plane sim is pretty good, the handling does not quite mirror the actual aircraft, especially on landing because it doesn't model the physics of the cantilevered gear legs spreading. or the operation of the tailwheel. (10) Historically, the real 42-98186 was not marked D*6C (14th Liaison squadron) in WWII. A period photo indicates that it bore no fuselage marking other than the star. The tail numbers were also orange-yellow, not white. By regulation, the upper invasion stripes were removed by August 1944. (11) For more info, contact James Gray who runs the Stinson L-5 owners association at www.sentinelclub.org. He can provide any technical or historical information about the L-5 and is the best source of accurate information. All in all, however, a thumbs up on the sim of this neat airplane and the video presentation.
Why didn't I think to look above my head for the battery switch...figured the rest out on my own lol >_> I do enjoy flying this one though. It's fun to tour around big city skyscrapers and such
Subscribed. Yes, it is squirrely, which is why it has a penchant for heading for the trees, it's natural habitat. Think I've managed to fly this rodent successfully only once. Also, during the video you said that you would discuss the history of the aircraft at the end of the video? Or am I wrong?
You caught me! I was wondering how long it would take someone to notice that. So here is the story. When I communicated with Larry Westin of Stinsonflyer.com, he gave me a backstory on a Stinson L5. I misunderstood this story to be about the exact registration of our Xplane Stinson L5, however I was wrong. I noticed my error mid-editing, and dropped the history. Here is the awesome story of a Stinson of the same model (not registration), thanks to Mr. Larry Westin. Stinson L-5 Sentinel 42-99186 (324th FG, 315th BS) interned in Switzerland Oct 12, 1944. On 12 October 1944, the aircraft was on a liaison flight from Dole/Tavaux [Y-7], France for the 324th Fighter Group, 315th Fighter Squadron, a 12th Air Force P-47 Thunderbolt unit assigned to the 1st Tactical Air Force in France. It strayed into Swiss airspace and was fired on by Swiss anti-aircraft guns, which damaged the fuel line. As a result, the aircraft was force landed and abandoned. The Sentinel was dismantled and taken by train for repair. It was repaired by Swiss ground crews and repainted in full Swiss neutrality markings and the Swiss serial A-96. Used as a liaison aircraft by the Swiss Air Force. Returned to USAAF Oct45; used by US Air Attache, Switzerland; registered HB-TRY to Alpar AG 31Mar50; registered to Segelfluggruppe Thun (Glider Sport Association) at Thun 1966; used as a glider tug; registration cancelled 1968; in storage,waiting restoration. Registration HB-TRY reserved May 4, 2006. Now flying again painted as Swiss FG A-96
Static takeoff is the best way to get this plane off the ground. Lined up, lock tailwheel, hold brakes, full back stick, full throttle, RPM stabilized, release brakes, light foot jabs on pedals for centerline, 40mph IAS slowly release back pressure, 60mph rotate gently don't yank it off, airborne! have fun flyboys!
![X-Plane 11 - Cessna 172 Autopilot [updated]](http://i.ytimg.com/vi/EHBK10PCPgc/mqdefault.jpg)
![X-Plane 11 - Cessna 172 Autopilot [updated]](/img/tr.png)
this aircraft lands very smoothly in a 2pt wheel landing configuration with about a 1000 rpm power on touch down power to idol as soon as you stick the wheels roll it out with stick full forward until the tail starts to drop and then stick full aft. avoid braking until absolutely necessary. If you dont want to use the tail wheel lock stick full forward increase power and brake into the turn as soon as you want to stop the turn stick full aft reduce the power back to normal taxi about 1200 rpm. Great video !
Nice vid! I fly a real L-5 in a Vintage club and can say that this model on X-plane is very difficult to taxi vs the real plane. Take off/landings are much easier in the real one. Other things that are a bit off on the X-plane: the landing light is actually on a servo and drops down when you turn it on. The flaps (on the E model anyways) only have 3 notches, up, 35 and 45 degrees. Our E model has drooped ailerons that you can crank down, those combined with 45deg of flaps will land this beast on a dime! Thanks for the vid!
Fantastic details on the real bird, thanks for sharing! Happy flying!
Great video and enjoyed watching it. You have put in a lot of effort in this video. I do have a scanned L-5 pilot's checklist. Speeds & operating limits do vary as compared to the civilian Stinson 108 checklist. Let me know if you want a copy. As a long time L-5 owner, couple of very minor issues. The instruments aren't all correct for an L-5 and the airspeed indicator should have markings down to 30 mph. There was never a locking tailwheel, so when taking off be sure to keep the control stick full back until 30 mph then slowly raise it to minimize the torque and P-factors. Cannot raise the tail quickly like you can in a Piper Cub or the L-5 will depart to the left side of the runway. Stinson L-5's are easy to taxi but need to S-turn due to not being able to see over the nose. When starting, don't pump the throttle but use the primer (this could cause a fire if the engine back fires). Flaps- one notch is required on takeoff and the 2nd notch is usually used for landing, except for strong x-winds. The video shows a flap handle in the rear cockpit but this did not exist. An interesting sidenote is that there are no brakes in the rear cockpit. This makes checking out a new L-5 pilot somewhat difficult if the need for brakes arise. On landing, flaps can be deployed only at less than 100mph. First notch at around 95mph and the second notch at 80mph. By using some engine power and full flaps, a normal 3 degree approach can be flown if desired. Anyways keep up the great work and commentary! One correction request: On the steep landing approach, you mentioned using landing at 60 -80 knots. Should be mph not knots.
Wow, what a wonderful comment to read through. Thank you for all that technical data! I hope everyone who watches takes a look at your comment. Again, thanks for taking time to share all that.
Not an L-5 pilot, but I am a Tailwheel pilot irl. Quick tip for your takeoffs: as you power up, give slight forward pressure on the stick to get your tail up and keep you main gear on the ground to help keep centerline. Then at rotate speed release the pressure and you should just float away.
Fantastic tip, thanks!!!
The best solution to correct the lack of stability of this aircraft is to move the center of gravity more to the center and add a little load to the overall weight. By doing that, it can take off and land normally like any other plane. The values that I use at takeoff are: center of gravity 18.8 centimeters (my Xplane is in Spanish), payload 100 Kilos, total internal fuel 24 kilos distributed in 12 kilos in each tank.
Great tip, I will have to try that!
Great tutorial. I had great difficulty at first keeping the Stinson from ground looping. After mastering the De Havilland Beaver, I carried those techniques over to the Stinson and they behave very similarly. From what I'ver heard, both the Stinson L-5 and the Beaver are actually harder to take off and land on the simulator than real life. Oh, and the tailwheel lock and unlock tip was excellent. Thanks for this tutorial.
Thanks for the feedback, glad the video was helpful. I really need to give that Beaver a try! I had the pleasure of riding a Beaver float plane in Alaska and it was quite an experience.
Wonderful tips! Thank you.
Our pleasure and thanks for dropping us a line, always nice to know the effort is appreciated (selfishly lol). Cheers!
Great vid, many thanks. It was just what I needed
Wonderful, happy flying!
Thanks for the helpful and interesting video. This one will take more practice, but I'm getting better.
Practice makes perfect as they say……then you go fly another plane and have to learn all over again 😆
Best tutorial, lock the tail a good trick! Thank you!
Our pleasure, thanks for letting us know!
That was a very good video. I have actually flown this aircraft on X-Plane and for real as well as a 1946 Aeronca Champ. Both are great planes and fun to fly. I wish X-Plane had the Aeronca Champ
Great tutorial, lots of useful information in here for the Stinson and other taildraggers.
Thank you, it was fun making this video. Definitely an underappreciated default aircraft.
@@FlightBrothersFT I totally agree! I just saw one in person last week in Oshkosh, it was really cool to see one up close. In WW2, they would land these using the Brodie System, a really interesting method where they would catch the plane on a line suspended off the deck to save space. There’s a video of it here on UA-cam you may have seen, it’s really cool. Cheers flight bros!
didn't crash but i ran off the runway at CO47 (wonderful air strip) then ran off the runway at KEGE on landing in VR. 1st takeoff and landing and didn't watch this yet, i do have basic flight experience but a 182 is way heavier than a L5
Fantastic, thanks for sharing your experiences with us. Also, happy New Year!
Comments in the order the things I noticed as they appear in the video:
(1) The L-5 does not have rudder trim, only the Stinson 108-3 has rudder trim.
(2) Max gross weight is 2250# per the FAA type certificate data sheet
(3) The overhead switch box is not modeled after an authentic, original one. Nor is the instrument panel.
(4) The real L-5 does not have a manual tailwheel lock but an internal detent centers it within 10 degrees and breaks to free castering with a sideload, such as occurs with differential braking. It would be nice if X-plane could simulate that accurately.
(5) Standard takeoff flap setting is 1 notch (30 degrees) per the flight manual.
(6) For better directional control on takeoff, add right rudder as you power up, but as soon as you raise the tail you will need to relax that a bit or the gyroscopic force of the propeller will cause a swerve. At that point, most people over-control. As you lift off, add in right rudder pressure again to avoid drifting off the runway centerline.
(7) The airspeed indicator on an authentic L-5 is calibrated in MPH, not Knots. Normal approach is 60-70 mph
(8) For a less steep approach, while learning the sim, don't use full flaps. Remember, when landing, pitch controls airspeed, power controls the descent rate. Trim for the desired speed.
(9) While the X-plane sim is pretty good, the handling does not quite mirror the actual aircraft, especially on landing because it doesn't model the physics of the cantilevered gear legs spreading. or the operation of the tailwheel.
(10) Historically, the real 42-98186 was not marked D*6C (14th Liaison squadron) in WWII. A period photo indicates that it bore no fuselage marking other than the star. The tail numbers were also orange-yellow, not white. By regulation, the upper invasion stripes were removed by August 1944.
(11) For more info, contact James Gray who runs the Stinson L-5 owners association at www.sentinelclub.org. He can provide any technical or historical information about the L-5 and is the best source of accurate information.
All in all, however, a thumbs up on the sim of this neat airplane and the video presentation.
Thank you for the tips and feedback! Great info.
Why didn't I think to look above my head for the battery switch...figured the rest out on my own lol >_>
I do enjoy flying this one though. It's fun to tour around big city skyscrapers and such
Agreed, it is a blast for low and slow touring.
Subscribed. Yes, it is squirrely, which is why it has a penchant for heading for the trees, it's natural habitat. Think I've managed to fly this rodent successfully only once. Also, during the video you said that you would discuss the history of the aircraft at the end of the video? Or am I wrong?
You caught me! I was wondering how long it would take someone to notice that. So here is the story. When I communicated with Larry Westin of Stinsonflyer.com, he gave me a backstory on a Stinson L5. I misunderstood this story to be about the exact registration of our Xplane Stinson L5, however I was wrong. I noticed my error mid-editing, and dropped the history. Here is the awesome story of a Stinson of the same model (not registration), thanks to Mr. Larry Westin.
Stinson L-5 Sentinel 42-99186 (324th FG, 315th BS) interned in Switzerland Oct 12, 1944. On 12 October 1944, the aircraft was on a liaison flight from Dole/Tavaux [Y-7], France for the 324th Fighter Group, 315th Fighter Squadron, a 12th Air Force P-47 Thunderbolt unit assigned to the 1st Tactical Air Force in France. It strayed into Swiss airspace and was fired on by Swiss anti-aircraft guns, which damaged the fuel line. As a result, the aircraft was force landed and abandoned. The Sentinel was dismantled and taken by train for repair. It was repaired by Swiss ground crews and repainted in full Swiss neutrality markings and the Swiss serial A-96. Used as a liaison aircraft by the Swiss Air Force. Returned to USAAF Oct45; used by US Air Attache, Switzerland; registered HB-TRY to Alpar AG 31Mar50; registered to Segelfluggruppe Thun (Glider Sport Association) at Thun 1966; used as a glider tug; registration cancelled 1968; in storage,waiting restoration. Registration HB-TRY reserved May 4, 2006. Now flying again painted as Swiss FG A-96
@@FlightBrothersFT Fascinating, thank you. And sorry, didn't mean to trip you up, was just a little confused. :)
I am glad you noticed and asked, you get bonus points for paying attention!
Static takeoff is the best way to get this plane off the ground. Lined up, lock tailwheel, hold brakes, full back stick, full throttle, RPM stabilized, release brakes, light foot jabs on pedals for centerline, 40mph IAS slowly release back pressure, 60mph rotate gently don't yank it off, airborne! have fun flyboys!
I will have to give that a try! Thanks for the tip.
@@FlightBrothersFT You're welcome! and thanks for the tutorial video!
Cool 👍
Awesome! Thank you.