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Now that's a very weird interpretation of what @WHOGX5 wrote.

You still don't get it. First the plane is being designed and built, thereafter the manuals are written. Whatever the NATOPS (or any other F/A-18 manual) states, it only works the way Northrop/McDonnell Douglas have designed and built it. Again: If the NATOPS would state anything different, it wouldn't work. Bernt Stolle - Art for Sale | Fine Art America

I don't get the silly part, since that's exactly what I previously wrote. Has been answered by @razo+r Bernt Stolle - Art for Sale | Fine Art America

Source for what? Looks like my description wasn't clear enough. The F/A-18 has apparently been designed so that trim behaviour depends on the flap switch position, hence what NATOPS states is irrelevant. If NATOPS would state anything different, it wouldn't work. Bernt Stolle - Art for Sale | Fine Art America

@Muchocracker This has nothing to do with NATOPS. That's the way Northrop/McDonnell Douglas designed the plane. The question is, how do the pilots set the trim when taking off without flaps? Bernt Stolle - Art for Sale | Fine Art America

This doesn’t make sense because the real one can take off with retracted flaps.

Exactly. I've never flown any prop driven plane IRL which requires aileron trim to counteract prop etc. effects. The only time you usually need aileron trim is a misrigged airplane and/or fuel imbalance.

Where did you get this info from? To counter the various prop related effects you usually use rudder trim IRL. Bernt Stolle - Art for Sale | Fine Art America

A good pilot simply adapts to the airplane he's assigned to. Furthermore the weight on the nosewheel is usually only 5-10% of the whole airplanes weight, so nothing serious will happen IRL if the nosewheel isn't perfectly aligned, except nosewheel skidding. E.g. Confidential info???

Wrong speculation. This has nothing to do with CG. See my above reply.

On all airliners I flew, regardless if it's Boeing, Airbus or Canadair, the NWS is always engaged. I never experienced any directional control problems during normal or xwnd landings.

Do you have a link? The minimum speed must be pretty high I assume, so it's not really comparable with the high AoA during the flare. Just look at the speed during this sideslip test: Idle + speedbrakes + sideslip....That must result in extremely high ROD.

Wing "down" for knife edge flight? Apart from that, knife edge flight isn't a high AoA maneuver.

That's definititely the correct solution, but you don't wait with decrab until the nose comes down. You start with decrabbing as soon as both main wheels are on the ground. Just re-read the above procude. Interestingly in airline aviation this technique, which is the wrong one for an airliner, seems to occur more often since a few years. Looks like performing a correct crosswind landing isn't thaught anymore, like it's becoming a lost art.

Apparently. The only thing cross controlling the F-16 would do, is to greatly increase the possibility of departing controlled flight!

How many users do you think have all the required manuals and especially the associated performance sections?

That's not the point. The point is that you asked 6 times within 4 month.

Wow, is it that important to you?

That's a much shorter timespan than useful updates for the Yak-52 (and other planes) are released, hence I'm unfortunately visiting the DCS forums less frequent than I used to.

I did, but I'm pretty sure that this was a coincidence. How many people would be fooled by mentioning a wrong pitching moment? Bernt Stolle - Art for Sale | Fine Art America

May I ask what's the point in replying to a 6 years old thread and with a completely useless reply? Bernt Stolle - Art for Sale | Fine Art America

Curious which sim you are considering a competing flight sim since e.g. MSFS2020 is one of the worst sims from an aerodynamic POV. Btw. there are still basic aerodynamic bugs in the DCS Yak-52. Suggest to watch a few RW comparison videos in this thread;

Just as reminder if there's a crosswind. Your airplane will weathervane into the wind. If the crosswind is from the left, your plane will turn to the left as well. Once airborne, crosswind will not affect your aircraft at all My airplane art: Bernt Stolle - Art for Sale | Fine Art America

Since touchdown should occur at the same AoA, regardless of weight, you should check if the external loads you are carrying are shifting the CG forward. Even a slight fwd shift would noticeable increase the pitch down tendency. Another factor might be thrust reduction. If you reduce thrust to idle before touchdown, the speed will decrease faster at higher weight, hence touchdown might occur at a higher AoA. My airplane art: Bernt Stolle - Art for Sale | Fine Art America

The real one has a pretty bad L/D ratio of 7 in clean config at 160km/h. With the gear and flaps down it decreases to 5.5.