bbrz

? How would you do that since the altimeter setting range is only from 28.10 - 31.00.

Approach speed doesn't mean anything if we are talking about landing roll. The only interesting item in this case is the touchdown speed. E.g. the German Yak52 manual says 300m at Vapp 160km/h and touchdown at 115km/h. I doubt that the 200m were measured at MLW and if he's e.g. almost stalling the Yak onto the runway (I managed 95km/h at MLW) the landing roll will be for sure shorter than the flight manual numbers. Flap drag is still unchanged which means extended flaps will reduce the airspeed by 120km/h!

Precise enough because imacken assumed that the precision of RA is required.

On most airplanes (including the F/A-18 ) the baro altimeter has tolerance of +30ft and the stndby alt +60ft.

Since both of you are seeing 'slighty' different G loads for the structural failure, which G value are you looking at? cockpit? F2? during actual flight or replay? Another thought. The G-limit applies only for symmetrical loads. As soon as you are e.g. banking and pulling at the same time, max g-load rapidly decreases. edit: tried with 3 ext tanks and above M1.1 during 9G aileron roll, she didn't break up.

You see, baro altitude is precise enough ;)

I was trying to put the emphasis on the precision of the RA alt vs. baro alt.

Well, you simply don't a get a precise RA readout above the RA limit. Neither in DCS nor IRL.

If you need the approximate altitude (relatively not much change) baro altitude is precise enough.

You can't. You have to use a map.

RA is useless for a bombing run since you would need to know the altitude ahead of your airplane, not the altitude below the airplane.

I don't think that the NAVY does adversary/aggressor training in IMC ;)

The A/B models did. https://www.navy.mil/navydata/fact_display.asp?cid=1100&tid=1150&ct=1 And the F-16N (F-16C/D block 30) of course.

Although it had to be scrapped after this flight, there is a documented case from an F-15 that survived a 20G emergency pull-out. The -1 emergency pull-out table says to apply full aft stick or 10G up to wing rock.

A normal ILS is only CAT I which means at least 800m horizontal visibility and at least 200ft vertical. That's a well above 0 visibility. With a VOR/TACAN approach you need at least a 300ft vertical visibility so the difference between a CAT I ILS and a TACAN approach is only 100ft. If the weather is really bad the 200ft CAT I minimum is quite often still too high and you need to descend below 100ft to establish visual contact.

The inlet ice warning only comes on if actual ice accretion happens on the airplane, or more precisely, at least 0.025in on the ice detector.

The flight controls check done from the outside IRL is also 'just visuals', but if they would move the way they do on the DCS Hornet, the plane would be grounded immediately. ;)

1. Didn't find a system description in the F/A-18 -1, but on all the airplane I know which are equipped with ice detectors, they are connected to the de-icing equipment. If you turn it on, the warning extinguishes and if you turn it off while the icing conditions still exists, the caution will come on again. 2.Another icing myth is that it cannot develop in clear air. While unusual, this is not entirely true. One area where you may witness clear-air icing is in the vicinity of convective storms...http://www.etcadvancedpilottraining.com/its-just-a-little-ice/

What is 'way too high'? I have zero knowledge about how precise dumb bombs actually should be nowadays, but the Norden M bombsight demonstrated a CEP of 75ft, and that was back in WWII.

Most likely you didn't find any HUD videos because an ILS approach in IMC would be very boring to watch ;) That's the whole point of the HUD, to display the vital flight data so that you can stay head up during important/critical flight phases. It makes ILS approaches much easier instead of having to constantly shift between head up and head down. Advanced HUDs like in the Mirage 2000 even display the runway.

The point is that you can't overstress an airplane due to exceeding the AoA limit.

By exceeding the AoA limit? This doesn't make sense.

The ILS deviation bars are displayed in the HUD and on the ADI. Additionally the localizer/course deviation is displayed on the HSI. It has been this way since the A model.

You need to increase the ILS volume only to identify the ILS. Afterwards I always turn it off since it would be really annoying to have the identifier beeping in your ears for the whole approach ;)

So this issue should be in the bug section!