bbrz

I don't use multiplayer. Just tried 50kts wind and maximum turbulence and the maximum yaw deviations were 1-2deg. But they are a bit strange since I didn't encounter real oscillations. The nose yawed 1-2deg and then stayed on the new heading for a few seconds instead of immediately swinging back to the original heading.

For testing I've installed DCS additionally on my laptop. No roll or pitch tendency. Just to confirm, we are talking about constant speed. If you increase or decrease speed, the nose will rise/drop a bit which needs to be corrected with tiny stick input, but definitely no trim input. Tried the AP in a 50kts wind with maximum turbulence and it held the altitude very nicely within +20ft.

Question for those who complain about over-sensitive pitch trim. Are you experiencing this on final approach case or when trying to trim during 'normal' flight? If it's normal flight, why are you using pitch trim?

I don't think this is classified since the -1 says 167°/sec. This should be available at way lower speeds than corner speed.

Or a too low altitude?

Pitch trim is fine IMO and you only need it for the necessary adjustement on final approach. The FLCS is stabilizing the F-16 at 10deg AoA without trim input. Hence if you want to fly between 11 and 13deg you need to trim a bit nose up and trim sensitivity is ok in this case.

I don't think that this is wrong. If you look at the various youtube videos youi will see that there actually is aft stick input necessary at touchdown to prevent the nose from dropping. The oscillations are happening IRL as well...

Are you sure that the behavior your experiencing is unrealistic cartoon like?

Rather difficult to confirm without a track.

NO! But that's a common misconception. For the aircraft itself, its handling and performance it's irrelevant where the wind comes from! It's flying in a steady moving mass of air. (Steady) wind doesn't have any effect on an aircraft in flight. The only things that change due to wind are ground speed and ground track, but that's navigation, not aerodynamics.

If you bounce you need to reduce the vertical speed before touchdown. No problems here.

I still don't understand. Once you are in the air there is no such thing as crosswind. What is crosswind in your opinion? IRL turbulence mostly disturbs roll and yaw, not so much pitch, but vertical speed.

? Maybe it's a language thing since we apparently don't understand each other. It's irrelevant if there's 'plenty of runway ahead' or not. No aerodynamic braking if you are using the drag chute.

Care to explain?

yes

Again, I haven't seen a single video where they don't use the drag chute. Use of drag chute = no aero braking.

What would be the benefit of trimming nose up and flying the approach in an out of trim condition?

If you need to keep the landing distance as short as possible, lower the nose immediately after touchdown. If you are going to use the drag chute, lower the nose immediately after touchdown. In all videos of Swiss F-5 landings that I've seen they always used the drag chute.

This doesn't make sense because there is no crosswind for the aircraft itself, except during the ground - air transition (and vice versa). Turbulence could /should be a reason.

I don't think that this would work since you can use a way higher AoA with the gear and flaps up.

I assume he means if it's possible to change the ALOW alt.

AFAIR the inverted flat spin was intentional because the Pitts doesn't like to flat spin upright.

The -1 mentions that the roll trim wheel should be used to counter asymmetric loads since using the stick (hat) switch for precise roll trim is difficult. Is there a difference between these two in the DCS F-16? (can't check/test since I'm not near my PC)

Just re-read the procedure and you are of course correct.

Thanx for the info. But this only applies if there's no approach end arrestment is available. The FLCS takeoff and landing gains are in this case correct since the triggers are: landing gear lever DN alternate flap switch EXTEND air refuel switch OPEN