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Most likely a bug in this case, because this message should disappear as soon as the WOW switch senses that the plane is in the air. Bernt Stolle Art for Sale | Fine Art America

The screenshot has been taken in flight, so it can't be a takeoff trim issue. Bernt Stolle Art for Sale | Fine Art America

Does it really make a difference if you are loosing 9000lbs of fuel in 6sec or in 25sec? Besides that, depending on where the leak is, it's possible that the fuel pumps are increasing the fuel flow a lot, so they can cope with the required demand to the engines. Bernt Stolle Art for Sale | Fine Art America

If the manual states that the ILS needles are FDs, then it's plain and simple wrong (the rest of this 'description' isn't accurate either). Bernt Stolle Art for Sale | Fine Art America

It's Attitude director indicator, because it combines the attitude indicator with a flight director. What you labelled 'required heading' and 'required altitude' are actually the ILS loc and gs indicators and they have nothing to do with heading or altitude. Your 'required bank ' needle is actually the required heading needle and your 'required pitch' needle is actually the required altitude needle. Looks a lot more like operator error to me than a 'cheat' addition. Bernt Stolle Art for Sale | Fine Art America

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