Stick and Rudder Fundamentals in DCS: How to make a Two-point Landing 

That’s correct, that’s known as a side slip approach and it was a fairly common method that Spitfire pilots used to see over the long nose of the aircraft during landing. Probably deserves its own video!

Without a doubt. I find you have to be very decisive with reducing throttle as soon as you touch down to avoid a bounce with those three. The other thing they all have in common is that they have shock-absorbing wheel struts (the suspension system you see when you touch down). Could be a DCS-quirk that they're modelled to be a bit too sensitive, or maybe they actually were very difficult to 2-point without a bounce. Carrying enough speed into the hold-off to enable straight and level flight with no/very little RoD helps a lot as well, and feels like an uncomfortably large amount of throttle in the P-47.

Hey mate, glad you enjoyed it! Disclaimer regarding nav: I have a lot of experience doing land nav from a previous life, but not nearly as much in the air - but in terms of how to plan it, I agree. Identify your waypoints, bearings (don't forget to convert from grid bearing to mag bearing!), travel time/when you should be hitting each waypoint, and work off that. Drawing in some hash-marks at a set interval, like every 5 minutes of flight time on your route, and identifying what you should be seeing can be very helpful as well. A few tips that I've learned the hard way: 1. Make your waypoints easy to locate. Try and use prominent towns, and other features like airfields or bridges as waypoints. 2. Only check the map at a set interval + trust in your calculations. If you become glued to the map you'll inevitably miss something and it's easy to begin to second-guess yourself and do something silly. If you miss your waypoint or one of your hash-marks on the map, simply fly the bearing and speed you need to and look for the next one. If you've been flying the correct speed and maintaining your bearing, then mathematically you can't be too far off. 3. Recheck the gyro regularly. Self-explanatory. If you have the time and inclination then I would write down your "nav data sheet" on some paper. Otherwise, you can use the "Mark Label" function at the top left of the F10 map to place marks on the map. Then once you click them, you can write a few lines of text for each, and that can work as well, though it is a bit clunky. Under settings, you can also set your F10 map to show nothing but the map itself (i.e. you won't automatically see your location or other aircraft), and have the F10 map actually be a real map using the options at the top right once you're in the F10 view. Those are the options I use and that's probably about as realistic as you can make it for yourself. Low-level nav isn't something I've personally done since you need a low-level flying endorsement among other things to do it outside the military, but you might enjoy this video on the topic as well: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-wnIM8leTL_o.html

@@DCSMax100 Thanks Max100 for the comprehensive advice. Really appreciate it. Ok, I shall proceed as you suggest. I’ll see if I can get a paper read of the Manston area and pull out the sharp pencil, ruler and protractor and go from there. Ah yes! The old GMS/MGA for the variation. I’ll be sure to take that into account. I am right in assuming it’s opposite in northern hemisphere? You add the variation when going from grid to magnetic in northern hemisphere? Thanks again and keep the videos coming.

Good idea, you can try downloading the high res image here and finding a way to print it: www.digitalcombatsimulator.com/en/files/3310307/ I think right now you would reverse GMS/MGA because the mag deviation is now positive in the UK, but back in 1945 I believe the mag deviation was about -10 degrees, so therefore you would subtract 10 from the grid bearing to get the mag bearing and so on, and so GMS/MGA would still hold. Let me know if that takes you wildly off course!

@@Anzac-pi7eq The magnetic variation at any given point on the surface of the earth is what it is, it is not related to what hemisphere you are in. The difference between the heading of your magnetic compass and your true heading is generally referred to as your ‘Compass Error’. Your ‘Compass Error’ is the algebraic sum of your magnetic variation and you aircrafts magnetic deviation. Commonly your magnetic deviation is considered to be zero so, in this case your ‘Compass Error’ is equal to your magnetic variation. Regardless of which hemisphere you may be in, the following rule applies…. ‘Error East, Compass Least; Error West, Compass Best’ By way of example, this means; If your magnetic compass heading is showing 090 and you have a magnetic variation of 10W your true heading would be 080. If your magnetic compass heading is showing 270 and your magnetic variation is 5E then your true heading would be 275. Regardless of what hemisphere you may be in! Hope that helps?

@@RebelNine Thank you very much. Appreciate advice.

I would be careful about applying brakes before the tail is on the ground, but forward visibility and crosswind control are both big reasons to do it.

Keeping the tail up keeps the Angle of Attack down. As it’s landed faster, increasing AoA would make the wing fly again. Keeping the tail up as long as the tail is flying is best practice, as the tail comes down it’s AoA increases and therefore elevator remains effective enough… bringing the tail down early reduces brake efficiency and increases AoA with risk of lift off again