bbrz

If the windmilling engine(s) don't provide enough hydraulic pressure...no.

Don't know when I find some time to practise, but here's a quick and dirty (hence not exactly beautiful, but you get the idea) short track with a 15kts xwnd component. Landing the DCS F-16 in a xwnd is definitely not easy! Landing in BMS was a real immersion killer AFAIR. According to the -1 the F-4 can be landed in a crosswind with all three methods. Wing low, crab and a combination of those two. f16_xwnd_1.trk

Didn't have time for a bit of practise yet, but touching down in full crab with the wings level was always clear I thought?

Noticed a (IMO) rather unusual FLCS AoA limiting behavior when in takeoff & landing gain. Available AoA rapidly decreases with increasing speed/g-load 1.0G = 21° which is correct according to the -1 1.5G = 13° 2.0G = 8° 2.5G = 7° f16_to_lndg gain_AoA.trk

I noticed this problem when I crashed while trying to land out of a half cuban eight. There's something weird going on with the FLCS AoA limiter in takeoff/landing gain. 1.0G = 21deg AoA which is correct according to the -1. Increasing the speed/g-load greatly decreases the available AoA, which doesn't make sense IMO. 1.5G = 13deg AoA 2.0G = 8deg AoA It's next to impossible to pull out of a dive at low speed, because the available AoA rapidly decreases with increasing speed/g-load.

Although the brakes are presently a bit too weak, I don't see why a drag chute would be needed. With full gun ammo and 50% fuel I need only ~4000ft landing distance. (Should be ~3000ft acccording to the -1)

Crosswind.

The correct procedure to achieve the minimum landing run is to aerobrake with 13deg AoA and apply maximum braking at the same time. As soon as the brakes become effective, the nose will lower automatically.

No, this wouldn't be accurate and it doesn't yaw at all on my install..

If you are touching down at 190kts at low weight you are doing something seriously wrong!

Not at home presently so I can't fly/upload, but I'll do within the next few days. Rudder alone isn't sufficient, at lower speeds you need the NWS to maintain the runway heading. @Madbrood, that's why I tested at 25kts.

Did a few tests with a 25kts xwnd component due to a few yaw control complaints...without practise the results weren't exactly beautiful, but it was managable.

+1 That's one of best description about tables and the blade element theory I've ever read!! :thumbup::thumbup:

They should only move 1/2 inch (and they shouldn't turn at all). So once the animation is correct, this will be no factor ;)

As mentioned before, very small correction and anticipation is the key. You should e.g. never correct so much to the left that you have to immedaitely reverse the direction to the right. Apply a tiny amount of left rudder and wait. If it was too little another one. This is not a high performance tail dragger where you have to be lightning fast and dance on the rudder pedals.

You are welcome, great this works for you :) :thumbup:

As IRL, very little steering input at higher speeds and anticipation is necessary to avoid chasing the centerline like a drunken camel. Rather a too small input, wait and repeat, instead of applying a too big correction.

R U sure that you are using the correct gain? Parking (tight turns) with the NWS at the standard (low) 16deg setting is next to impossible. I don't have any problems with the NWS.

link?

The 50% reduced travel does feel rather strange in the DCS F-16. When I wrote a new FM for the P3D F-16, cutting the flight control travel in half, the effect was much less dramatic. I have the impression that the aircraft response to control inputs at low speed is presently too low in the DCS F-16. If you remember flight 0 of the F-16, the pilot experienced serious PIOs due to the high roll rate, even at the very low airspeed. Flying the DCS F-16 with the gear up < 150kts definitely doesn't exactly provoke PIOs due to the high roll rate and responsiveness. ;) Unfortunately I'm not at home to be able to do more tests within the next few days but I'll do that ASAP.

Don't know any jet where the nose gear can be 'locked' and it wouldn't make any sense. It can't be locked on the F-15 either. Normal range is 15deg, and the maneuvering range is 45deg. On the F/A-18 it's 16deg and 75deg and you don't disengage the NWS during the take off run!

Why should it be always amber? Nevertheless it is correct that the AoA indexer is always on during flight.

Now that makes sense :)

How high is the bank angle when the att hold mode can't maintain the pitch attitude? Up to 30deg it's no problem. Btw. since the F-16 always usually maintains the bank angle even without AP, I don't think that the basic roll att hold function is being used in normal ops. As mentioned before, pitch & roll att hold is usually the basic AP function with no other modes engaged. Since the F-16 doesn't have a dedicated AP on/off switch, engaging the AP (pitch att hold) automatically engages roll att hold.

ED fixed the DCS replay function? Where did they post this info? @DerekSpeare; yes