bbrz

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

How (and why) do you extend the trailing edge flaps manually? The ~50% reduced pitch and roll authority due to the extended gear (which is incorrect since it should depend on the gear lever position) is there since the first release version.

It does. ...Sollte in der Produktbeschreibung keine Information zur benötigten Version von DCS World stehen, brauchst du nur die "Stable"-Version DCS World 2.5 auf deinem PC installiert haben.

It's rather unusual that the Germans are sloppy ;) https://www.digitalcombatsimulator.com/de/shop/ https://www.digitalcombatsimulator.com/de/shop/modules/viper/

This doesn't make sense and this is clearly false advertising. You have to buy it at full price now, you get the info that you can use it with the stable version, but it isn't.

Applying rudder will yaw the nose, but (initially) it will not change the flight path. Heading changes are always done by banking since lift is the force which makes your aircraft turn.

I don't understand why the info on the shop page is wrong.