bbrz

According to the -1 the L/D ratio at 7deg AoA is 8.5. (7NM/5000ft!) At 205kts thats ~2400ft/min and very close to what I've got.

Unfortunately this thread had been locked. I didn't experience anything unusual during xwnd takeoffs. 20kts are no problem. Of course you have to keep the centerline initially with the NWS, but once the rudder becomes effective, it's no problem to maintain a straight line with the rudder. That said, I don't experience any yaw or roll in clean config, neither during take off nor in the air.

Yes

ATT HLD is the most basic function of most AP systems. If you engage the AP without any other mode, it usually maintains pitch and roll attitude, even when being disturbed by turbulence/gusts. If speed decreases you will of course loose height, otherwise the AP mode would be ALT hold, not ATT hold.

Noticed that once the 'altitude, altitude' aural warning came on during flight, it will continuously repeat at touchdown. f16_altitude.trk

Nope, not bugged. If you apply rudder on ground it will move correctly according to rudder input. In flight you aren't even supposed to use the rudder in the F-16.

I think this behavior is correct. If you apply rudder on ground it will move correctly according to rudder input without any lag or deadzone. From an interview with the F-16 chief test pilot: The F-16 is a no rudder aircraft. We even thought about completely disconnecting the rudder pedals in flight to prevent any pilot input.

I don't see the problem. Why would one want to try taxiing with a set parking brake? E.g. it is not uncommon that SOPs forbid to set the parking brake once you have entered the runway.

Noticed that the rudder pedals are not only moving forward and aft as they should, but they are turning to the left & right too when applying rudder. Although the maximum travel is only 1/2 inch AFAIK.

Speedbrakes can't do magic and they don't 'stop' an aircraft. Furthermore, the higher the speed, the more effective are the speedbrakes. E.g. below 200kts they will have very little 'stopping power'

It does work, but fun? Rather scary because you are loosing quite a bit of altitude! There are definitely more funny things to do with the F-16 ;)

Most likely yes. I didn't find anything specific in the F/A-18 manual, but on most modern aircraft like e.g. the F-16, brakes are automatically applied as soon as the retraction starts.

Definitely very enjoyable, even at this early stage:thumbsup: Thanx a lot :)

The switch from takeoff and landing gain to cruise gain (and vice versa) should be triggered by the gear lever position. Presently it's being triggered by the gear position. See chapter landing gear operation in the -1.

Yes. Only after 2016 the altimeter setting range increased from 27.5 - 31.5.

Very strange. Just tested and altimeter adjustment range is correct with the ability to adjust the pressure from 28.1 - 31.00. Nevertheless there's a bug: The altimeter doesn't show negative values, it stops at 0ft even if you decrease the pressure further.

Even the most stupid pilot knows if his plane is accelerating or decelerating ;) This thing is usually being called 'trend vector' and it shows the speed that the aircraft will be at after 10sec with the current accel/decel rate. It's more or less the attempt to simulate the clarity of the needle movement of a 'real' ASI.

That's not strange. This behavior is correct and it's called weathervaning. (The wind is pushing against the big vertical tail and turns your F-16 into the wind). However full rudder for a 5kts xwnd does sound excessive.

How about reading the whole post, not only the title?

Nope. Suggest to re-read his first post. It's about this issue: I have run into a few landings where the velocity circle and the bracket drop completely off the HUD

? Don't know what you want to show or prove with your screenshots. Are you sure that the flap position is identical in both screenshots?

Confirmed. If you compare it with real photos, from the correct seating position the pilot can easily see (at least) a part of the top from the glare panel and even the tip of the pitot. https://www.airliners.net/photo/Singapore-Air-Force/Lockheed-Martin-F-16CJ-Fighting-Falcon/5662641/L?qsp=eJwtjDEOwkAMBP/iGgpAokgXCloo%2BIBlr0JE4E62JThF%2BTt3gW5nR5qZJL0Cn7iVDOrIwSZ32lBm46dTN9MD5Z1M66bzdneszpPFqVRWDvQiyAH9/xdTWFNwWTNDy%2B7bhF1/dGgRHT1PvFYQPE60LF/94i26

And because the AoA is 1deg above optimum you should loose a part of the HUD (and sight of the runway)? Btw, optimum AoA is 13deg. Fast at 11 and slow at 15.

If he really would have been too slow and the AoA too high, there wouldn't be a green AoA indexer light. With both indexer lights on, he's within limits.

Your viewpoint is definitely too low and raising the seat is the correct thing to do. Btw, you don't need to extend the flaps manually on the F-16 and you don't trim. Looking at RW F-16 HUD videos, most pilots seem to fly the approach a tad faster, with the FPV aligned with the upper edge of the AoA bracket. I'd rather fly the final a tad fast than a tad slow! https://youtu.be/5BJP7H52_YM?t=12