IAI LAVI Briefing: Design Doctrine Analysis

[VSKYLABS Test-Pilot Notes] issued 24th February 2026

Here is an introduction to a true VSKYLABS Myth-Busting project in X-Plane!

The IAI LAVI exists in aviation history as a mythical strike fighter - a compact 'wonder' fighter that should have carried bombs and fuel as if it was an F-4E Phantom II, while being agile and maneuverable as if it was a General Dynamics F-16A Falcon. All specifications are documented, but the full operational "proof" never had a real chance to materialize.

The LAVI appeared/appears in various flight simulators over the years. One of its most significant appearances was in the Jane's IAF: Israeli Air Force (1998), and later in Falcon BMS. Although the simulation modules allowed to 'experience' the aircraft in a dynamic combat/warfare simulation, they did not challenge the aircraft concept fundamentally in a high-fidelity aerodynamics and physics based environment.

Being deeply familiar with the aircraft and the concept behind its design, I decided to develop the aircraft as a flying test-bed and to challenge the concept under stress in the most advanced flight simulation in our days: X-Plane 12.

The development effort of the VSKYLABS 'Test-Pilot': LAVI and VSKYLABS 'Test-Pilot': F-4E Phantom II in X-Plane 12 overlapped in the past few years, providing a fascinating perspective of the LAVI especially due to the fact that the real aircraft was developed as an operational alternative to the aging Phantoms in the Israeli Air Force. I will dedicate a whole separate article for this topic in the future.

The following design doctrine briefing is based on my in-depth study of the LAVI configuration over the years, supported by official IAI publications and professional reports from the 1980's (I kept some rare and authentic references from the days that the aircraft was actually a flying prototype in the late 80's). The LAVI was designed for demanding air-to-ground roles, with payload, range, and penetration performance expectations that pushed the configuration to its limits. It never had the opportunity to prove those expectations operationally.

Given the extensive existing materials found on the internet, I will try to provide a slightly different angle and to cover some details which are not commonly discussed. Here we go.

The IAI LAVI was born from a set of unusual design requirements: The IAF needed an aircraft that could dominate the air-to-ground aspects like the F-4E Phantom II (including similar payload carrying capabilities), yet to retain the maneuverability and agility of the General Dynamics F-16 Falcon, in the Air-to-Air department. The rigid set of operational specifications dictated a robust, compact and efficient airframe design.

To hit these two major requirements, the aircraft had to integrate a powerful engine, advanced aerodynamic design, multi-mode radar for both air-to-air and air-to-ground roles, high capacity fuel and multiple external stores stations...all while maintaining low-observable characteristics and high penetration speeds at low altitude. It was an ambitious design and the IAI’s extensive operational experience in the 70's provided the foundation that was needed to push such a dense, high-performance design and configuration into reality.

What truly distinguishes the LAVI from what appears as its 'older brother', the F-16, was that it conceived from the beginning around heavy air-to-ground mission demands, while the F-16 and other fighters from that era gained/integrated such capabilities in later variants. The LAVI compact airframe was designed to carry 18,500 pounds of external stores(!). It featured fifteen (15) stations; nine under the fuselage and three under each wing, offering incredible mission flexibility.

The external storage and weight carrying capabilities were of the core 'myth-busting' goals in the initiation of the VSKYLABS 'Test-Pilot': LAVI development for X-Plane 12. 

*In the image above, the LAVI prototype refueling from an A-4N Skyhawk. Its compact dimensions are a direct reflection of the requirement for a relatively low-observable configuration. This is immediately noticed when flying formation with the Skyhawk.

IAI LAVI - Design Doctrine Briefing:

At its core, the LAVI was a delta wing aircraft with close-coupled, all-moving canards, a direct evolution from the IAI Kfir, blended with the familiar General Dynamics F-16A. The LAVI embraced the aerodynamic design of an inherently unstable configuration (similar to the F-16 in principle) managed by powerful digital Fly-By-Wire systems. This instability was a major performance multiplier which offered a payoff in lift and trim far greater compared to a conventional layout especially in a compact aircraft in both air-to-ground and air-to-air requirements. 

The design approach extended to the under-slung inlet, chosen specifically to deal with the distortion sensitivity of turbofan engines at high angles of attack, optimized for a highly maneuverable air-to-air aircraft. By blending the wing and body, the designers reduced drag while gaining valuable internal volume for fuel, systems and avionics.

Flying fast at low altitude, fully loaded and in military power alone (non-afterburner) was one of the core design requirements. The fuselage featured the 'Coke-Bottle' geometry, a typical supersonic area-rule design which optimizes and controls drag rise near critical Mach number, especially in low-level penetrations.

The wing was a highly complex aero-design, featuring a 54-degree leading-edge sweep and an aspect ratio of 2.25. It was built from multiple cross-sectional airfoils which were tailored along the span to manage lift distribution and drag across its wide flight envelope which included wide margins of high Angle of Attack, for air-to-air roles. With the Flight Control Computer synchronizing the all-moving canards, high-authority leading-edge flaps, and independent elevons, the LAVI achieved wing load distribution that stayed very close to the ideal lift-drag polar. Managing the massive shifts in center of gravity due to the highly flexible external loads storage required the constant synergy of the Fly-By-Wire system and the all-moving canards.

The engine plays a central role in aircraft performance. The early engine proposal incorporated the GE-F404. During evaluation, Pratt & Whitney proposed the more powerful PW-1120 (derivative of the F-100 engine) and the PW-1120 was ultimately selected. That decision had impact on the aircraft length (extended compared to the GE-F404 design), yet it increased the maximum takeoff weight and external storage capabilities and allowed larger wing area and span.

Wingtip missiles were not new in fighter design of the LAVI era, but in the LAVI configuration doctrine, they were integrated as part of a broader aerodynamic optimization strategy ; they have smaller influence on the center of pressure shift and lower zero-lift drag compared to under-wing mounted missiles. While wing-tip missiles offered seeker field of view and other advantages, in the LAVI they were integrated as part of the efficient wing design approach.

The landing gears were designed to get folded into the wing-body blended section. This kept the wing and fuselage clear for heavy ordnance, a feature only possible with a blended low-wing design. In contrast, the gears are usually either attached to the fuselage (like in the F-16 or F-18) or to the wings (like in the F-4, Mirage 2000 etc...). 

Range requirements demanded substantial external fuel. Two 600-USG wing tanks and one 350-USG center-line tank brought the external-to-internal fuel ratio to 1.7. As noted, it was designed to penetrate deep at high speeds with a full load. That's a lot of drag wrapped into a compact, highly powered airframe.

The LAVI essence was of a compact, high-tech 'raider' aircraft: an inherently unstable, digitally stabilized platform that packed the firepower of a much larger, more expensive strike aircraft into a tight, agile frame. It never had the opportunity to prove its doctrine in operational service, yet the design itself remains a fascinating study in how far disciplined configuration engineering can be pushed within tight physical limits.

Thanks to X-Plane 12, we have the technology to put the concept under stress. 

Stay tuned for more related references and actual flying report as the VSKYLABS 'Test-Pilot': LAVI development go deeper into the flight testing phase.

Huss
VSKYLABS.

External Photos Attribution:
All real-world LAVI photographs featured in this article are credited to the IDF Spokesperson’s Unit and are licensed under CC BY-SA 3.0 (via Wikimedia Commons).

Aeromatic Propellers - For Dummies

[VSKYLABS Test-Pilot Notes] issued 17th February 2026

(The Self-Balancing Physics of Passive Variable-Pitch).

Wait. This is not going to be a heavy aerodynamics lecture. This is a PRACTICAL look at something you can actually fly in X-Plane 12, and something that exists in the real world! It’s about real physics, real engineering ideas, and how they translate into the simulation. The most exciting part is that it happens to involve one of the most fascinating VSKYLABS aircraft ever developed for X-Plane: The VSKYLABS Rutan Long-EZ.

So instead of diving into academic summaries, let’s talk about what the Aeromatic propeller really is, and what were the reasons for its design.

*screenshot: The VSKYLABS Rutan LongEZ equipped with Aeromatic propeller physics in X-Plane.

A fixed-pitch propeller is always a compromise. If you choose a low pitch prop, the airplane accelerates and climbs well but cruise speed suffers. Choose a higher pitch prop for better cruise, and takeoff performance becomes less impressive...or even an issue. Due to propeller aerodynamic efficiency, a single given fixed blade angle simply cannot be perfect for every phase of flight. That’s why variable-pitch propellers became popular in the 1930's, following the advances in aircraft design at the time, that pushed maximum flying speeds thresholds rapidly (the evolution of the racing aircraft - will save this for another time...).

Variable-pitch propellers solved much of the 'compromising' problem, but at a cost: Hydraulics, governors, oil systems, extra weight, extra complexity. For small aircraft, ultralights (and even today’s lightweight platforms), that complexity was/is often too much, and in some cases - not practical.

The Aeromatic Propeller was one of the earliest passive variable-pitch propellers, developed in the 1930s. 'Passive' means there are no hydraulic lines, no electric motors, no cockpit controls to move ('twist') the blades. In the passive-variable pitch propeller, the propeller changes its pitch by itself, using only the natural forces already acting on it during flight. It is a mechanical balancing act between aerodynamic forces and centrifugal forces.

In short, each blade is mounted on a pivot. It is not rigidly fixed at one angle. Instead, it can rotate around a pivot axis to change its pitch (refer to the screenshot above). The hub flange holds the blade at a certain angle relative to that pivot axis, and as the blade pivots, it moves along an arc, forward toward low pitch, or backward toward high pitch. The range of movement is limited by mechanical stops that define the minimum and maximum pitch for a given Aeromatic propeller.

Now imagine the airplane at takeoff. The blades are spinning, air is flowing over them, and thrust is being produced. The aerodynamic thrust force acts at the blade’s center of pressure and tends to rotate the blade toward low pitch. In simple words, the airflow 'wants' to flatten the blade. Torque has some influence as well, but it’s relatively small compared to the thrust effect, in the Aeromatic propeller mechanism.

At the same time, centrifugal forces are acting strongly on the spinning blades. Centrifugal Twisting Moment tends to reduce pitch regardless of position. But there is another centrifugal effect: the displacement force, which behaves differently depending on where the blade sits relative to the plane of rotation. If the blade is forward of that plane, centrifugal force tends to increase pitch. If it is rearward, it tends to reduce pitch.

This is where the counterweights comes in.

The Aeromatic propeller includes counterweight arms positioned in front of the plane of rotation. As the propeller spins, centrifugal force acts on these weights and pulls them toward the plane of rotation. Because the weights are mechanically linked to the blade, this motion increases blade pitch. In other words, while aerodynamic forces are trying to drive the blade toward low pitch, the centrifugal forces acting on the blade and counterweights are trying to drive it toward high pitch.

The magic of the Aeromatic prop is that these opposing forces balance each other automatically.

At takeoff, aerodynamic pitch-decreasing forces are strongest. The blades move toward low pitch, allowing the engine to reach full takeoff RPM and power. As the airplane accelerates and forward speed increases, the balance shifts:

The centrifugal forces become more dominant, and blade pitch increases. This prevents the engine from over-speeding and allows efficient power use throughout takeoff, climb and cruise, where the airspeed vs power demand varies.

In flight, the Aeromatic tends to 'govern' engine RPM at a given throttle setting. Over a wide range of airspeeds, RPM stays relatively stable because blade pitch continuously adjusts to match conditions. The propeller load curve follows the engine manufacturer’s calculated load relationship quite accurately, meaning that throttle position, manifold pressure and RPM maintains a predictable, stable relationship. For this reason, the Aeromatic prop design can fit a variety of aircraft.

And here’s the beauty of it - no extra cockpit controls are required. No prop lever. No constant-speed governor. The system works on its own. Besides the aerodynamic benefits...this is a very efficient configuration from the simulated aircraft developer perspective; no cockpit levers, no interaction...it is all in the physics!

So, in plain language, the Aeromatic propeller is a self-balancing system. Airflow tries to flatten the blades. Spinning mass and counterweights try to increase pitch. The final blade angle is simply the point where those forces 'agree' or equalize. And it happens continuously throughout the entire flight envelope regime.

The overall configuration is a lightweight and mechanically-simple way to get some of the benefits of a variable-pitch propeller without the hydraulics and controls complexity that comes with it. In the 50's-60's, the Aeromatic propellers were certified on many aircraft including Piper, Stinson, Ercoupe, T-craft, Bellanca, Swift, Aeronca, Cessna, Fairchild and more. In the present (2026) it seems that many aircraft home-builders and Experimental/LSA owners have increased interest in this simple configuration, to improve aircraft performance and safety margins.

The VSKYLABS / X-Plane / LongEZ Connection:

The Aeromatic propeller is a remarkably elegant piece of engineering, and amazingly (but not surprisingly) X-Plane Flight Simulator can simulate passive variable-pitch propellers out-of-the-box! (if you know what you're doing...).

VSKYLABS has always tried to push the aircraft designs into each and every possible 'corner' of X-Plane physics and flight dynamics models. When developed the VSL Rutan LongEZ, back in 2017/2018, during deep study of the aircraft, I came across the 'Canard Zone' forums, where pilots had an interesting discussions of the topic, specifically about the LongEZ. This was the inspiration that triggered the implementation of the Aeromatic propeller mechanism in the VSKYLABS Rutan LongEZ aircraft.

If you happens to fly the VSKYLABS Rutan LongEZ (none-ER variant), know that it is powered by a real-physics Aeromatic propeller!

Huss
VSKYLABS.

The F-4E Phantom II: Simulating the 'Analog Storm' in X-Plane 12

[VSKYLABS Dev-Notes] issued 15th February 2026

Project development will soon be fully channeled to completing the F-4E cockpits (forward, aft), and to the completion of deep systems integration, including advanced featured and fail-modes throughout the F-4E operational envelope.

Here is a 'taste' of what's coming up in the development:

Both cockpits are being developed to be fully-functional in the initial release version. When engineering a high-fidelity F-4E simulation in X-Plane, which is above all a cutting edge aerodynamics and physics based flight simulator, 'Flying' the F-4E is 100% of the experience. We have no enemy engagement, no systems/warfare tactics. X-Plane provides a pure 'Test-Pilot' environment, in my perspective.

One of the most fascinating aspects of the above, is that it provides a rare opportunity to experience some of the real-world challenges of the F-4 Phantom II aircraft: flying the aircraft in the flight instructor seat, that is - operating and flying the aircraft from the back-seat. Forward visibility from the back-seat is one of the worst. Coupled with a sluggish, AoA sensitive aircraft - takeoff and landing from the back-seat becomes a true challenge, especially in heavy configurations. The VSKYLABS 'Test-Pilot' F-4E is being developed to provide full back-seat operations which will be deeply evaluated in full VR operations to provide the closest experience compared to the real-thing.

Another major development focus is channeled to 'aircraft (un)forgiveness' in the various phases of flight and operation modes. The F-4 Phantom II is not a forgiving aircraft. It is one of the last iconic, heavy, jet-fighter aircraft still flying, which has a 50's era aero-design and direct control interface to the pilot hands and feet. It has a very 'old' stability augmentation system, which is incomparable to the modern/late fly-by-wire aircraft. 

The VSKYLABS F-4E will have this Raw, 'Analog storm' embedded within, thanks to the advanced physics and delta-wing simulation capabilities of X-Plane 12.

In addition to aircraft performance, control handling characteristics and overall systems integration, the VSKYLABS F-4E will include a wide-set of failing modes and self-induced 'emergencies'.

Here are some examples of the simulated modes, to get into perspective:

• Replicating the authentic J79-GE-17 operating envelopes. Exceeding these and expect afterburner light-off, compressor stalls or flame-outs.
• Engines flame-out during abort takeoff in cold weather: In the F-4E, when operated from runways which are covered with excessive water, snow or slush, high-speed aborts may result in engine flame out, due to precipitation ingestion! The probability of such flame-out is highest when the throttles are chopped from full afterburner to IDLE at speeds above 100 knots. In case of double-flame out, normal braking, anti-skid protection and nose-gear steering will be lost. This behavior is fully simulated.
• Departures and Spins (including recovery).
• Authentic F-4E-Specific Zoom Climb - including afterburner blowout and all other relevant characteristics. We don't have active warfare in X-Plane, but we can fight the flight envelope!
• Authentic Single-Engine Performance and handling qualities. 
• (intentionally left blank...).
• And much, much more!

One of the greatest advantages of simulating a high-fidelity simulation of the F-4E in X-Plane 12 is that the 'Test-Pilot' can channel 100% of his attention to the core F-4E systems and to how to FLY it. The fact that we don't have a living warfare in X-Plane becomes an advantage especially for new pilots who wishes to have a close look-and-feel of the F-4E.

In the F-4 Phantom II, high Alpha regime, heavy takeoffs and practically any landing are not trivial and must be executed following deep understanding of the F-4 raw behavior. This is huge. For that reason VSKYLABS develops the F-4E with great attention to 'New Pilot Conversion' of all kinds of pilots in X-Plane. Under the 'Jet-fighter' skin, the F-4 Phantom II is 'Just' a fascinating aircraft that can provide endless hours of interaction and exploration. Not only for 'Jet-Fighter-Lovers'. 

I just completed one of the test flights in the VR environment and oh-boy...I can't wait sharing a few close-up screenshots of the evolving cockpit(s). The development threshold in this aspect has not reached the mature-phase that allows sharing these, but if all goes as expected, first close-up screenshots will be available for sharing within 2-3 weeks.

Stay tuned! 

Huss

VSKYLABS

VSKYLABS Fast-Guide for surviving a Tail-Dragger in X-Plane!

Beginners Manual. 2026 Edit.

Every once in a while, I receive questions regarding how to taxi/control a tail-wheel aircraft (also named 'Tail-Dragger') in X-Plane. Back in 2018 I've written the 'VSKYLABS Tail-Draggers Ground Operations Commandments' in the VSKYLABS section at the .org. Now, I decided to refine that old-post into a comprehensive general-reference/quick. I may update this post, so keep it bookmarked!

Many pilots today assume that tricycle landing gear is the natural configuration of an airplane, and that tail-wheel aircraft are some kind of nostalgic exception.

Historically, that assumption is not correct...

For a significant portion of aviation’s early decades, the tail-wheel configuration was the standard. Trainers, bush planes, transports, and warbirds all operated with the center of gravity behind the main gears. The tricycle layout which is now seen as 'conventional' was introduced only later.

The widespread transition to tricycle landing gear accelerated with the jet age and with modern aircraft design oriented to safety.

On the ground, the Tail-Wheel setup places directional stability in the pilot’s hands rather than in the landing gear design. Inertia, prop-wash, torque, and center-of-gravity placement all become active participants in taxi, takeoff, and landing. A tail-wheel aircraft will not correct itself for you...it requires pilot intervention!

Operating a tail-wheel aircraft, in real life or in X-Plane, is therefore about Anticipating, Recognizing, having Discipline and being Pro-active!

Once mastered, it becomes one of the most rewarding forms of aircraft handling there is.

Enough with the history...lets get to business!

Flight Simulator Adaptation - Not Trivial!

Before diving into the practices, it is important to understand that although the physics in X-Plane is highly defined, there are still deep fundamental deltas between the real-world and the in-game environment. 

In the simulated environment, especially in Desktop-based configuration, we DO NOT have a full physical control system that goes up to the actual flying surfaces. The Joysticks and Rudder devices are artificial interfaces which are lacking compared to the real aircraft control system. Control throws are not the same, real-world force feedback is not the same, braking sensitivity...everything is artificial.

In the simulator - 'aircraft sensation' is degraded practically to 'none'; we can't feel inertia, peripheral vision is non-existent (especially in non-VR environments). So recognizing the trends gets trickier.

Control can get gets much worse when sim-pilots are using twist-grip input for rudder controls, and keys for differential braking. 

It is important to understand that even for a real-world, experienced tail-dragger pilot, 'converting' from the real-world aircraft to the simulated environment requires adaptation; all principles remains the same, but the control interface is fundamentally different. Adaptation for real-world pilots is easier compared to 'fresh' sim-pilots because the principles and muscle memory are already embedded in their nature. This is why the sim-pilots may require more practice, to better understand the principles.

Yet, with good understanding of the principles, any sim-pilot can master tail-dragger operations in the simulated environment. To note that not all tail-draggers aircraft presents the same challenges; one can master a certain aircraft, then, moving on to another aircraft may require deeper understanding of its specific design features. For example: ground operations in the EuroFox (tail-wheel configuration) vs the C-47 Skytrain. The latter presents more challenges due to its different design characteristics.

The following 'Survival' tips refers to general aspects of tail-dragger aircraft operation. It does not include advanced operations such as STOL. It is a beginner's guide that will help you to understand what is going on on your initial flights in a tail-wheel aircraft in X-Plane, and to 'survive' the flight.

TAXI Survival - General

1. Tail-wheel airplanes are harder to master, both in real life and in X-Plane.
   
2. Mastering a tail-dragger on the ground requires PRACTICE! Sometimes HOURS of practice. So don’t expect to just sit in, push the throttle, and successfully control a tail-wheeled aircraft.
   
3. A ground loop is natural behavior. It means the aircraft is indeed a tail-dragger.
   
4. Make sure you have a rudder assignment on your joystick (or use rudder pedals). Tail-draggers cannot handle ground operations effectively without a rudder.
   
5. Taxi: start rolling SLOWLY straight ahead. Only after a few feet, while the aircraft is moving slowly, begin a turn. Do not try to turn while standing still unless you are using differential braking or differential power. Otherwise, you may either go straight ahead or end up in a ground loop.
   
6. When taxiing, don’t hesitate to use FULL rudder deflection to make the aircraft do what you want. This is especially important at slow taxi speeds.
   
7. Use short, high-RPM bursts of throttle while taxiing. Propeller airflow increases rudder effectiveness and helps push the tail around as desired.
   
8. When taxiing, pull the stick backward to keep the tail-wheel firmly on the ground. This helps steering if the aircraft has a steerable tail-wheel and improves stability in turns due to that third point of contact.
   
9. You may need full rudder to initiate a turn, and once the trend begins, in some cases, almost full counter-rudder to stop it exactly where you want it.
   
10. During ground operations, the rudder is ALWAYS working.
    
11. This is VERY IMPORTANT: In a tail-dragger, ground response must be initiated somewhat aggressively, and the reaction must be anticipated so you can counteract with the correct inputs. Failing to anticipate will result in a “Pilot-Induced Ground Loop.” The aircraft is not to blame — it’s usually a “too late, too weak” counter input.

TAXI Survival - Multi-Engine

1. All single-engine aircraft rules applies!
   
2. Multi-engine tail-draggers are usually larger, heavier, and have more inertia than single-engine aircraft (e.g., EuroFOX vs. DC-3/C-47). In these aircraft, differential power and differential braking are very important. Make sure you have a dual-throttle setup if possible. Experienced pilots may succeed without differential power, but it requires skill.
   
3. CAUTION: Many large tail-draggers do not have steerable tail-wheels. Instead, the tail-wheel is castoring (free to rotate), equipped or not with a self-locking spring. To taxi successfully with this setup, follow all single-engine rules, but with EXTRA CARE. Do it slowly, yet be vigilant!
   
4. Like most pilot qualities, taxiing a large tail-dragger requires the perfect mix of being a gentleman and an aggressive warrior. Be aggressive. but gentle!

Take Off Survival - General

1. If operating a lock-able tail-wheel aircraft: MAKE SURE IT IS LOCKED.
   Failing to do so will make the aircraft overly sensitive, and the freely rotating tail-wheel may easily cause a ground loop. You don't want to slip on this Banana peel...
   
2. Advancing the throttle firmly yet gradually. The propeller will blow airflow on the aircraft, and in most cases will make the rudder effective, sometimes earlier than anticipated. This allows aggressive but controlled corrections as you begin the roll.
   
3. CAUTION: Be careful with brakes and high RPM - you may tip forward on your nose, or cause a prop strike!
   
4. Do not hesitate with rudder inputs. In the first phase of the ground roll, airspeed is low but RPM is high. YOU WILL NEED TO FIGHT to keep the aircraft on the centerline. “Fight” means being a 'warrior' with hard work and high-paced control inputs. Do not expect mild corrections to be enough!
   
5. CAUTION: Avoid using differential brakes during the run! 
   
6. As airspeed increases and the tail rises, gradually return to being a gentleman. Depending on aircraft type - sometimes raising the tail is done EARLY by pushing the yoke forward confidently. Be aware of nose attitude to avoid a prop strike. When the tail is UP...STABILITY AND RESPONSIVENESS INCREASES! The rudder can 'breath' and it will assist you. The aircraft will begin to behave more like a tricycle-gear airplane, and in most cases - this is the point where you are starting to get out of the woods.

Landing Survival - General

1. If operating a lock-able tail-wheel aircraft: MAKE SURE IT IS LOCKED. Otherwise, everything may feel fine at first, but as airspeed decreases and your attention unintentionally drifts toward the runway exit, the tail-wheel may oversteer and create an uncontrollable situation.
   
2. Landing is the reverse transition of takeoff: You begin as a GENTLEMAN and must prepare to become a WARRIOR again. The aircraft will not follow the centerline without effort.
   
3. Touchdown: Flaring a tail-dragger and touchdown on all 3 points (mains and tail-wheel) is for the experts! On your initial flights, try to fly the aircraft above the stall speed and touch with the mains (tail-wheel is UP). This will give you the time to transit control inputs and overall flying 'mode', as the aircraft behaves (almost) like a conventional aircraft, when running on the mains.
   
4. For your first simulation landings: PLAN TO USE THE FULL RUNWAY. Do not immediately pull the throttle to idle upon touchdown. Instead, maintain enough power to allow slow deceleration and rudder effectiveness. Let the aircraft settle gradually before braking. Plan to reach a full stop at the end of the runway. As you gain experience, you can shorten your landing roll.

Taxi Back to the Hangar

1. Same principles as initial taxi from standstill.
   
2. The fact that you have succeeded to taxi, takeoff and land does not protect you from the challenges in taxiing back to the hangar. Anticipate, fight, control the aircraft!

*I am a real-world pilot with real-world experience flying tail-draggers (Piper Cub, DC-3). If you follow these general instructions, operating any tail-dragger in X-Plane may not be as difficult as it sounds.

**X-Plane may have some limitations regarding grass and off-runway ground behavior. However, overall, tail-dragger operations are both doable and plausible within the current simulation environment.

Huss - VSKYLABS