bbrz

'correct as is' in the wish list means that the anti skid is apparently not simulated, but we can hope that ED will implement it? Don't quite understand why this is in the wish list and not in the bug section.

That depends a lot on the plane and it's e.g. not required, (not even recommended) on the F-5 when trying to achieve the minimum landing run. It's just a note that braking is more effective with the flaps up. In the F-86 manual I didn't read anything about raising the flaps either. Neither on the F nor the K. Interestingly the F-86 manual mentions that opening the canopy will increase drag and help shorten the landing distance. In general you are trying to avoid any distraction during the landing run, and fiddling head down with levers and knobs after touchdown is usually to be avoided as much as possible. Quite a few flights ended with the plane sitting on the runway with the gear up instead of the flaps up with this technique ;) Back to the F/A-18: With the very large boards hanging down I doubt that retracting the flaps would put more weight on wheels than they create drag. Furthermore this isn't mentioned in the -1 when shooting for a minimum landing run. According to the -1 the landing roll should be ~2600ft at 30000lbs. With antiskid I need 4000ft and without antiskid (and the associated directional control problems) even a bit less! Antiskid braking is apparently way too weak.

It's a mechanical idle stop that retracts with the WOW switch. No way to override it. On the other hand you can achive to ground idle in flight....just pull enough Gs and the idle stop may retract. If you now chop the throttles to idle, they will go right into ground idle.

Thinking about it, the problem 'theoretically' doesn't exis since you don't land the Hornet at idle. The -1 mentions that if you do a minimum descent rate landing, the WOW switch might not actuate immediately and chances are that the throttles are staying at flight idle, thereby increasing the landing roll.

That's a bit of a problem but it's not that bad. According to the manual the nose should drop onto the runway within 3sec without any pitch input. It takes around 1-2sec for me. The higher the pitch attitude on touchdown, the lower the pitch down moment. Even more important, the higher the sink rate, the greater the pitch down moment. You really have to grease her on to avoid the ugly pitch oscillations. If you pull the nose up to the 12° limit, (the lower edge of the AoA indexer with the default seat height) the nosewheel will hit the runway at 90kts. Note that the stupid attitude indicator bug is still there, and after the nosewheel touchdown the indicated pitch attitude will be between -2.5° and -5° so it's defintely not reliable. Last but not least the stick position is an important item. If you happen to relax the back pressure just before or at touchdown the pitch down moment will be very noticeable and you need a lot of back pressure to correct it, with a very likely overcompensation. The nose down moment will be minimal if you are still continuing to increase the back pressure as you touchdown. Hope this helps. As Deano87 wrote, It's really satisfying so it would be great if it would work for you.

The question is, does the Yak still climb at 160km/h with the gear and flaps down, although only very shallow of course. Pulling the throttle to idle in dirty config results in an almost Wilga like ROD. 10m/s. In level flight with the gear down, retracing the flaps will increases the speed by more than 100km/h (no change in power setting). Is that correct? A bit OT, but when reducing the speed from 200km/h to 110km/h (Vst pwr on), with throttle and prop full forward, there's basically no change in rudder application required to keep the ball centered. Is that correct? Thanx in advance :)

crack: reduce the throttles approximately 1" when 1000ft from the threshold. shift: 750ft from the threshold shift the viewpoint to the far end of the runway. idle: 500ft from the threshold. This technique is being used e.g. on the T-38C and I don't think it can be used without modifying since the speed difference between approach and touchdown is considerable greater in the T-38C. 10kts in the F-5, 20kts in the T-38. There are a number of techniques for the T-38, like e.g. the 'latch to threshold' technique where you start a continuous thrust reduction 750ft from the threshold to reach idle at the threshold. 'pull to idle' at 500ft from the threshold. All these techniques must be adapted to the different glideslope angles (2.5°-3.25°) Important note; All these techniques make use of the flight path marker on the HUD, something neither the F-5 nor the T-38A have.

MECH ON would be displayed on the DDI, but I have no idea if mech reversion is simulated.

Back in my time, in our fast jets the elevator was fully servo assisted, the ailerons 60% and the rudder had none. Really basic and no need to worry, even in case of a total hydraulic failure.

LOL, I only quoted the relevant -1 part.

?

Don't know how long the extension is, but note that IRL you need considerable force to move the stick in any direction, plus there's an artificial feel unit. Furthermore the F-5 is a paper airplane when compared to a MiG-29, let alone a Su-27! No problem with landing the nosewheel after aerobraking.

I don't insist, it was just an observation. When I tested without the center tank (1100lbs lower grossweight), I couldn't keep the nose up as long as with the center tank, hence the CG seems to move aft.

The AoA gauge displays the correct +5kts 'on speed' window, but the AoA indexer shows consistently 5kts less. E.g. AoA gauge 'on speed' 150-160 = AoA indexer 145-155.

If you want to fly exactly on speed, you should refer to the AoA gauge since it has a much finer resolution. Using the AoA gauge I just found out that the AoA indexer gauge is incorrectly calibrated. The 'on speed' indication is 4-5kts too slow which is considerable, especially in this low speed regime. With the center tank and 10% internal fuel (12200lbs), 'on speed' is correctly 142-152kts on the AoA gauge, but only 137-148 on the indexer. Since the ground effect on the DCS F-5 is rather pronounced, it's easy to float and hence touch down too slow. (Too slow only in relationship to your aerobraking timing). According to the -1 with an estimated 18% CG, 'on speed' is 148kts and touchdown speed 138kts. Personally I love the ground effect and to hold her off as long as possible. The wide 'on speed' margin you are seeing is related to the G-load. As soon as you apply a very small amount on aft stick, G load, AoA and hence 'on speed' increase. If you relax the stick pressure, the opposite occurs.

Trim doesn't make any difference with the stick fully aft. Landing without any external loads I can keep the nose up until approx 115kts. Just tried with a full center tank (which strangly moves the CG aft) I can keep the nose up until 105kts. At 160kts approach speed that's ~15sec of aerobraking. An important item concering aerobraking is the touchdown speed. Most pilots don't fly on speed but slightly fast, so that the doughnut and the chevron are visible. But the DCS F-5 has a strong tendency to drop the nose at mainwheel touchdown, something that isn't the case in the real F-5. Since the center tank moves the CG aft, it might be possible that the base CG is a tad too far forward.

glad I could help :)

I think that you have to use separate keys for Throttle OFF and Throttle IDLE. AFAIR the problem you are experiencing happens when you assign a key for the combined Throttle OFF/IDLE command.

Again, once the throttle is at IDLE (~65%) you have to move it to OFF. You can't move the throttle to OFF if it isn't at idle. Like during engine start, only the other way round ;) MECH is the mechanical back up for the stabilator pitch and roll control.

Actually it would be a whopping 0.1 at the ball call ;) The great advantage about a 0.1 fuel state is that you don't have to consider a wave off.:lol:

To correctly shutdown the engine, simply move the throttle to IDLE and thereafter to OFF. That's it. No fuel flow, no restart. That's also the correct procedure in case you need to shutdown the engine, e.g. after an unrecoverable compressor stall etc. Note: Keep at least 85% RPM on the operating engine to avoid MECH reversion.

The only reason why I suggested to turn of the steering early is because the OP mentioned problems with an oversensitive steering. @AMVI_Groove, the A-10 is not a crappy old tail dragger. No need to dance on the pedals in a jet ;)

? I simply provided the answer what the easiest and fastest way is to contact the ground crew and that a dead battery is a no-go.

I wasn't talking about the correct procedure, only what is required to contact the ground crew.

Well, that's quite obvious. That said, you could of course use asymmetric braking as well until the rudders are becoming effective ;)