SpaceMonkey037

No, if you just let the nose fall down on itself isn't wrong at all. Yes, you don't need to and yes, it's not that effective at braking, but it's more effective than nothing and the actual nose falling part is also totally fine.

How does that make any sense? Yes, aerobraking under 100 knots isn't as effective as wheel braking, but if you have a long runway where wheel braking isn't needed at 100 knots to be able to stop it won't be any downside to continuing the aerobrake until your nose falls down or when you actually need wheel brakes to stop. Aerobraking is more efficient at braking than just rolling, so saying that aerobaking under 100 knots is only done because it looks fancy isn't entirely true.

F-16 bias person over here: Yes, the F-16 might not be completed, actually, not completed at all. But that shouldn't stop you from learning it as the functions not developed yet are very advanced and not noticed by the "casual" simmer. Additionally if you go all out and try to learn the F-16 to a realistic point, you will quickly find yourself overwhelmed by the amount of possibilities you have with the F-16. It's truly a wonderful aircraft. So, my recommendation is this: Go for whatever plane you think you will enjoy flying the most. It really doesn't matter what the plane can or can't do, as long as you enjoy flying it. That's the only thing that matters. Have a safe flight!

I mean... it's a reason for why you have the pre-flight checklist.. just saying.

The aircraft is supposed to wobble a bit, it's just how the landing gear works. Keep in mind the maximum allowed landing crosswind component too land in is 25 knots. You might also need to add some roll input not tip over when landing with crosswind.

Just to correct, the brake/JFS accumulators will recharge (provided HYD B pressure is available) when the engine accelerates through 12 percent RPM, not 10. They use about 40-60 seconds to recharge. Keep in mind that the JFS uses about 17 seconds to spool down from full JFS governed rpm, meaning that you should wait a bit before re-engaging the JFS. The brake/JFS accumulators should be mostly depleted after a start attempt, meaning that you're unable to perform multiple JFS starts without recharging the brake/JFS accumulators. If DCS's JFS logic strays with what I mentioned i recommend you to post a bug report on it. Have a safe flight!

IFF mode 4 uses a reply system that works like this: You send out a mode 4 question, if the planes reciving the question knows the correct answer they will reply with that, and then appear green to you. If they don't know the correct answer the won't give a reply and therefor won't show up as anything on the FCR page. There is therfor no way to show up as hostile by using mode 4 IFF.

Not entirely correct, aerobraking is often done preformed under 100 knots. It all depends on the length of the runway and the weather conditions as the wheel brakes are more efficient than aerobraking at lower speeds. For this reason, aerobraking can be effective at speeds under 100 knots and should be performed until the nose falls down on itself if the runway length is sufficient. Do only lower the nose at 100 knots if wheel braking is necessary right as the nose wheel touches the ground, if you don't need wheel brakes there really is no reason to stop aerobraking. Hot brakes are also something to take into consideration for braking. With a weight much over 7000 pounds you will most likely get hot brakes if using the wheel brakes from a speed of 80 knots or higher. In general it is better to change brakes than to change the entire plane, so don't save the brakes, just don't use them if not necessary.

This has been a bug since the selective jettison master mode was introduced sadly.

The setup of the Altimeter can't be changed mid-air. The plane's altimeter measuring system must be changed from mercury to hectopascals. As our F-16 is USAF it does not have the hectopascal system, meaning that it would be unrealistic to be able to switch to a different system.

The F-16 uses a master mode system. You have 6 master modes, DFGT, MSL OVRD, A-A, A-G, NAV and SEL-JETT. All master modes are completly separeted from eachother. This means that no matter how you set up things in one master mode, it won't have any effect on the others. Think of the master modes as internet browsers. It doesn't matter what you do in the browers, it won't have any effect on the others. That is why the selective-jettison master mode doesn't keep the SMS page on the left. The master mode's sub menues are also limited to each master mode, meaning that you can setup missiles differently in the differnet master modes. This is why having multiple air to air combat master modes is really helpful. Hope that helped you :)

Your trim input looks correct, make sure to have the TRIM/AP DISC switch in NORM, not DISC. If the switch is in the DISC position it will disable trim input from the stick and also disable the autopilot. If you have the TRIM/AP DISC switch in NORM and are still unable to trim i would assume either your bindinds are wrong, or you're applying the trim incorrectly. Make sure to hold down the trim buttons as simply tapping them won't have a big input. The trim is decided by how long you hold down the buttons. If you're applying trim correctly i would only assume you've incorrectly mapped the buttons. Make sure to not manually select which input to use, rather just open up the control selecetor page and then press the button you want to map the function to, it will automatically detect the correct button. This way you won't map the wrong buttons.

Correct F-16 landing procedure: fly a 3 degree glideslope (lower gear at around 10 nm under 300 knots.) with an AOA of 11 degrees with speedbrakes fully extended. This can easliy be achived by keeping flight path marker (FPM, that little plane in your HUD.) on the runway overrun/threshold (the very start of the runway) slighly underneeth the 2.5 degree dashed line that appears once the gear handle is lowered. This will insure you get a good 3 degree glideslope. Additonally with the gear handle down you get the AOA bracket in the hud, (the E-bracket in the F-18 ). To keep the optimum 11 degrees AOA you will want to place the top of the AOA bracket next to the flight path marker. This let's you keep the correct AOA. Once you're at a point 2 seconds before touchdown, after a couple tryies you will figure out when you're two seconds away, you will flare the aircraft. Idle the throttle and pull back on thestick. It is essential that you do not level off, DO NOT worry about airspeed, or AOA, just don't exeed 15 degrees AOA as this will cause a tail strike. 15 degrees AOA is indicated by the bottom of the AOA bracket. When flaring you're goal is to place the plane down, no smashy smashy and no kissy kissy. If you land too softly you can risk water planing if the runway has water on it. Watching HUD recordings of real F-16s landing might be able to help you get a better flare. Once you've touched down you want to lower the nose just for a split second, and they maintain an AOA of 13 degrees. You want to lower the nose to avoid taking off again. Again, do not exeed 15 degrees AOA. When aerobraking you want to aerobrake for as long as possible. Wheel brakes are generally considered more efficient than aerobrakig, but will cause hot brakes (which is a hole other can of worms). Therefor try to aerobrake for as long as possbile, prefferably until the nose falls down by itself. (iirc the minimum runway lenght for the F-16 is 8000 feet, should give you plenty of time to slow down.) Once the nose wheel has thouched down you want to fully extend the speedbrakes by holding the speedbrake switch in the open position. You will also pull full aft stick to use the horizontal tail as a speedbrake. Once rudder input is insufficent for keeping the plane straight you want to centre the rudder pedals and turn on nose wheel steering.That is about it, hope you have a fun time crashing!

No harsh fellings, but the ground physics seem to be very good with the F-16. If you do correct landing procedures you shouldn't get any problems with landing physics. The plane is supposed to wobble around a bit when aerobraking, it's just the nature of the plane. Also make sure to not land in too much of a cross wind, the F-16 is rated for a maximum of 25 degrees crosswind component. My advice, don't be too agressive on the rudder.

Hello, is there any way to remove the blue cross in the middle of your face when using the "only use hand controllers when grip is pressed" feature? I know you can remove it by turning off clickable cockpit but it is super annoying to always turn it on and off whenever you are trying to press things. Are there some magical settings that allows you to remove the color and thereby making it invisible?

I am looking for low flying charts over the Caucasus region, preferably 1:500 000 scale.

(Rift S) Hello, I have this odd issue where if i open up DCS from steam with SteamVR my in-game hand controllers will be off axis. They are placed too far forward so that it feels as if you have the controllers on a pole. This makes them really terrible. When using SteamVR the controllers in the steam desktop work just fine, also work fine in any other steam VR title. If i open DCS with OculusVR the controllers work as intended. Any suggestions on how to fix this issue as I really need to fly with steamVR and not oculus.

I don't think we will ever see these features added. ED have copied a specific version of the block 50, all the panels etc. are identical to that F-16. The switches we have are what we have. Look at the ECM and AVTR, two panels with no clickable switches, but they are there. NVIS will not be a thing in our F-16.

Indeed. Any crew chief that messes up the chocks should be fired. There would be a lot of unemployed crew chiefs in dcs. It is outrageous that we spawn without chocks. This should be changed asap.

The problem I am describing is that the controllers are still able to press switches even when the grip button isn't depressed. My controllers frequently press different things around the cockpit without me being able to do anything about it. This is my problem.

Hello! I fly dcs with the RIFT S handcontrollers, but with my current simpit my controllers press switches around in my cockpit when i am not using them. I know that i can disable the controllers when the grip button is not pressed, but then i am stuck with the blue cross in my face. I would rather have to deal with the controllers pressing switches over that. Do anyone know of a way to disable the controllers ability to press things when the grip button is pressed without that cross being in my face?

Are there any plans to add a "Remove/Place EPU pin" to the ground crew communication menu and another pin type things the ground crew would do?

That is called wind. The attitude bars simply follow your flight path marker. The flight path marker shows where your flight computer predicts your flight path to be. If you have wind your flight path marker won't be centered in your HUD since your plane won't be flying straight in comparison to your nose position. If you want your flight path marker to be centered with your nose switch DRIFT C/O on your ICP. Have a nice flight

Hello! Does anyone know the different angles and sizes of the F-16 Aces II seat? I have been searching around, but cant really find anything. I ONLY care about the part of the seat you sit in. At what angle is the back rest mounted, and the seat in relation to it. And what is the high of the back panel from seat to top. What width is the seat? Thx for answers!

Fly a 3 degree glodeslope with 11 degrees AOA and speedbrakes out. when just above the runway you idle the throttle and flare the plane to a gentle touch down. Do not stall the plane. Aerobrake with 11-13 degrees AOA. Once at 100 knots lower your nose. If the runway is long delay placing the nose down as long as possible to aerobrake to the biggest extent and save your brakes. Once the nose wheel contacts the ground apply full speedbrakes by holding in the speedbrake switch and go full aft stick to brake with your horizontal stablizers. Once rudder only does not keep you straight on the runway, center your rudder pedals and apply nose wheel steering (NWS). Apply wheelbrakes when needed to slow down to exit the runway at the desired exit.