bbrz

Apparently a single pilots opinion doesn't necessarily change a companies design philosophy ;) The side stick turbulence argument is nonsense since every yoke and stick requires quite a bit of force to be moved for that very reason. E.g. with a center stick you can fly with either the left or right hand while the other hand operates various other controls.

That's more a question of design philosophy than being an actual advantage. E.g. the Typhoon and the Su-57 both have a conventional stick layout.

I've flown planes with side and center sticks IRL and you get used to both versions very quickly. In one of the most interesting books about the F/A-18 (and highly recommended), Hornet, the inside story of the F/A-18 by Orr Kelly, he mentions that they decided for the center stick because you can turn further to the left than with the stick mounted on the right side. AFAIR that's one of the reasons for the towel racks in the F-16. Btw, FBW doesn't have anything to do with it. The oldest plane with a side stick I flew was a simply GA plane which had been designed in the late 1950s.

So little? Your Su is rolling almost 90deg in the wake. Since this turbulence has its origin at the wingtips you notice it the most behind the wing tips. Further inboard you should experience jet and downwash, but these kind of disturbances don't produce significant turbulence.

Very interesting info. Never thought about this posibility. This does sound very plausible and would also explain why the rpm difference vanishes at low IAS. In almost every airplane you shut down the engine the 'normal' way in case of fire, failure or severe damage by moving the throttle to idle and thereafter immediately cutting off the fuel flow either with the throttle, fuel control switch, engine master switch etc. Just tested and if you shut down the engine the 'opposite' way, engine fire switch first and after reaching windmilling rpm, throttle to off, the rpm decreases to the usual ~15%.

I don't think that the airplane is underpowered since these complaints are apparently only valid for the A-10 with external loads. In clean config, speed, climb rate etc. are matching the -1 performance data. It's apparently the DI that's off.

Depends who's reporting the wrong 'feel'. If it's e.g. an actual A-10 pilot like Habu23, I doubt that he is being laughed out of the room (and it didn't happen)

Yaw is rather strange on the DCS Yak. Without any rudder input the ball stays almost centered between 100 and 200km/h and full power. IRL on all props I've flown IRL you need more rudder the closer you get to the stall speed. In the DCS Yak I can fly with full power at 100km/h, stall buffet, feet on the floor and she still flies straight.

In this case I'd assume that the windmilling rpm would be different at all speeds, but at e.g. 250kias it's 16% in both cases. The -1 only mentions that the fuel is being shut off when pushing the eng fire switch. If this behavior is indeed correct this would be another very impressive detail in the F/A-18 simulation.

E.g. level flight 450kias, 1000ft. Shut down the engine by moving the throttle to off: Engine spools down to ~18% within 30sec. Shut down the engine by pushing the engine fire switch: Engine spools down to ~49% within 10sec.

At which indicated speed did you made the tests? Apparently there is a bug at higher speeds, e.g. above 400kias.

I've used a lot of different/expensive sticks and pedals, but since I'm sitting at my desk in front of a 27" monitor, my T16000M matches this 'cockpit' environment nicely.

Ok, there seems to be a bug. Shutting down the engine at 450kts with the throttle results in a windmilling RPM of approx 12% Shutting down the engine with the fire switch results in a windmilling RPM of 50% (same IAS) At 250kts and below I didn't see any difference.

+1 since this requires a fair bit of adjusting the crab angle on shirt final while this usually doesn't happen IRL. Lucky guy with the 777 and the VC-10 like gear ;) The 767 was really difficult to grease on.

Just tested and shutting down the engine with the eng fire switch or the throttle doesn't make any noticeable difference. Tried in level flight at around 250kts and when using the fire switch there might be a very small delay until the engine starts to spool down, but that's the only difference. Windmilling RPM was around 15% in both cases.

Well, with a 30kts xwnd component you can't even take out the full crab angle on most planes ;)

T16000M. Extremely precise due to the hall sensors. Can be configured for left hand use as well.

Correct. On the F-16 it's especially important because the ARI switches off at touchdown. If you are applying any roll input at that time, undesireable yaw transients can occur.

F-5, F-15, T-38A, T-38C -1. That's interesting info because Northrop expected during the development that you would push off the crab in the T-38, but they discovered that the rudder at approach AoA causes a lot of roll, so they changed it. Just checked and even the USAF T-38C flying fundamentals manual mentions bold faced: maintain the crab until touchdown.

3) As others have mentioned already, unfortunately the wind speed reduction due to the boundary layer is way overdone. 4) Especially in DCS it's important to note that there are aircraft which must be landed in full crab, e.g. the F-5 and the F-15. In the F/A-18 you should touch down with half the crab angle. That said, I don't know which other simulators don't simulate crosswind similarly realistic.

What sin? I'm also using the latest beta. What I was trying to say is that I couldn't really see what you were trying to achieve with the various key-presses and what was actually happening as a result.

Furthermore thrust values are for usually given for the uninstalled engine.

Do you have a link for these videos? I haven't found a single one which shows an excessive AoA.

No, that was not the exact question. Read again. (btw. the F/A-18 in DCS is a C model, not an A, B or SRA) Didn't see any reply about the effect of wingflex either.

Interesting reply. Lot's of unrelated text but you didn't answer a single question (and I suggest you re-read what I wrote about trimming). Have a nice day :)