Excellent idea.
My first post was only to keep this thread from going where others have gone (on this subject, other places 
)
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Very, very true. But Iām easy. Iām the guy that has spent 90% of my time in the Tomcat and Hornet doing cats and traps. I just love doing it. Itās easyā¦(ish)ā¦fastā¦doesnāt require a bunch of knowledge or planning, and gives me a thrill every time.
Horses for courses thoughā¦I get that some people are way more savvy than me and want to be able to do everything straight out of the box. Given my regular job, and the requirements to be THAT pilot every time I get in the plane, Iām coming to the realization that @PaulRix mentioned yesterday that Iām just not that hardcore of a PC sim pilot. Which is both a relief, and makes things like betas and EA stuff way easier to swallow.
Oopsā¦I ruined @sobekās and @Trollās attempt to re-rail the thread away from EA thoughtsā¦forget everything I wrote or mentally copy/paste it to the other threadā¦hahaā¦
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Thought Iād mention the wall slam dispenser works for me. It currently dispenses 2 chaff and 2 flares, so much more conservative than CMDS forward.
canāt really tell which brakes you mean with this 
The wheel or the airbrakes. But I thought Iād mention that with the gears out but no weight on the wheels, the airbrakes wonāt remain at their maximum extension if you allow the speedbrake switch to center itself again. Theyāll close again for a few degrees, probably to reduce the chance of the pilot striking them on the runway. You can hold the switch back for maximum braking, and once your wheels are on the ground, just hold back for a second and then let go and they will remain at maximum extension. Hopefully that can shave a few feet of your roll-out 
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Thanks for the info Sryan, I did not know that about the airbrake behavior with the gear down. In the real world I fly an airplane with phenomenal brakes, and so seeing the far end of the runway coming at me in the Viper was quite disconcerting and had me wondering if I was ever going to get the airplane slowed down enough. 
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Remeber to use aerobrake with the Viper - after touching down keep that gun cross above 10Ā° (around 12Ā° IIRC) and let it drop when you no longer can hold it up. It should make your roll outs bit shorter. Just be carefull to not scrape your nozzle on the ground - do not exceed 15Ā° (again IIRC).
I think the safe way is to touch the nose down @100 knots so as to still have enough authority that it doesnāt slam down.
A long time ago I remember reading that the F-16 brakes tend to overheat rather quickly, which can eventually lead to brake fade. This, I believe, is the main reason Viper drivers use aerobraking as part of their landing procedure.
Admittedly, the brakes modeled in the DCS Viper seem rather weak (or perhaps modeled correctly). In the few flights Iāve done Iāve discovered that coming out of aerobraking too soon leads to some rather nail biting experiences at the end of the runway. However, holding the aerobrake yields good results. I also tend to fly a 13deg. AoA approach as I learned from my B2B days and stuck with through F4.
So, in short, hold that aerobrake then apply wheel brakes only as much as needed (moderately).
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Whatās everyoneās opinion on our virtual pilotās G-pulling capability? To me it feels like 9Gās put the pilot to sleep real fast Not a decisive advantage over other jets despite the inclined seat and all.
Heh, canāt say I noticed. Compared to other machines the viper does rather more easily get into the heavy G regimen with its powerful engine and authoritative tail.
For now nu-il2 has the more interesting pilot physics simulation imo. Different machines offer different tolerance as well as fatigue and other factors. Itās awesome. DCS have some catching up to do.
As to the brakes, compared to the F/A-18Cās they arenāt all that bad. Compared to the Viggen howeverā¦ I can see why the Norvegians and Danes put brake chutes on their vipers.
That reminds me of another thing, the CAT I/III switch doesnāt do anything. Quite surprised at that.
Also, anyone notice that on landing it always seems like one main gear is a bit lower than the other? External view shows everything is fine and once you get to taxi speeds it evens out again, but itās a bit unnerving, along with the questionable brakes.
I have yet to perfectly touch down, always a tad off like you say. However, I also have been in missions with weather so that may be the crosswind factoring in.
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yeah the real JHMCS only projects over the right eye. However, in the special options for the F-16 you can select to project over the left or even both eyes.
She also seems happy to pull 9Gās with Mk-84ās 
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Thatās exactly what Iām on about. At the very least I was hoping a master caution for being in the wrong mode. And 9Gs with Mk-84s should at minimum damage the hardpoint, if not rip the bomb off the rack outright.
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I predict a rapid development pace on both -16C and -18C in parallel now,
That is not an official statement, but more an opinion based off what has been stated in the newsletters.
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Nice try but youāre well into pitchfork country, buddy. 
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Man, Iām on the happy team. I managed to get my desk situation in absolute chaos this week, and only rebuilt it yesterday. (But itās looking good!) SO only a couple of flights.
To me it seemed they tried to integrate a lot of the completed hornet systems to get a flyable aircraft out in record time (they did an impressive job with that) and to start their planned dual development as soon as possible, hence some things got left out of day one. I donāt mind at all.
As the ruminations thread made abundantly clear, we always get a little worried when things get out of EA incomplete, but Iām confident weāll get a steady state of progress from now on.
If you think about it, it has been an incredibly easy launch, they did not miss the deadline, they delivered a good enough product. I mean, good enough for me anyways, since I can start having some fun with it right nowā¦
Since I never flew Falcon 4, I am just learning itās systems, and for someone who began study-level flightsims with the hornet, it seems very straightforward. In fact, I think the hornet was a great plane to learn buttonology and underlying tech principles, but an awful plane to learn flying. Nothing else flies like it.
So, A question for whomever feels can answer it: I have the same problem with the F14. When I learned to fly the hornet in dirty config, I learned to trim for AoA. The FCS made sure that the plane kept the AoA locked in. In the F14 I feel you can trim it for a little help, but you better have some constant pull on the stick, so you can modulate it according to your lift variations (especially during the turns). The F16 has a computerized FCS as well, but I have better luck not trimming for AoA since the trim is a little too sensitiveā¦ Am I getting it right?
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NO pitchforks required
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In the 16 you hardly ever use trim. Only sometimes roll trim to compensate for uneven stores configurations but for straight & level, the FLCS should do the trimming. So just donāt touch that dial, and flick the AP switch if you really want it to stay straight. Remember, you are only a voting member, not flying the plane
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