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F/A 18 - Hornet In the turbulent skies of the Cold War, where the specter of Soviet MiGs and missile batteries loomed large, the U.S. Navy faced a dilemma. Its carrier decks needed a versatile fighter—nimble enough to dogfight, rugged enough to strike ground targets, and compact enough to thrive in the cramped, salty world of naval aviation. The answer was the F/A-18 Hornet, a twin-engine marvel that would carve its legend as a workhorse of the skies, blending grit, precision, and adaptability across decades of conflict. This is its story. Genesis in Crisis The tale begins in the early 1970s, when the Navy’s aging F-4 Phantoms and A-7 Corsairs struggled to keep pace with emerging threats. The F-14 Tomcat, while a formidable interceptor, was costly and specialized. The Navy wanted a multirole fighter—capable of air-to-air combat and ground attack—that wouldn’t break the bank. Meanwhile, the Air Force was testing lightweight fighters in a competition that pitted General Dynamics’ YF-16 against Northrop’s YF-17 Cobra. The YF-16 won for the Air Force, but the Navy saw potential in the YF-17’s twin-engine design, ideal for carrier operations where redundancy meant survival. Northrop teamed with McDonnell Douglas to scale up the YF-17 into a naval beast. The result was the F/A-18 Hornet, named for its aggressive sting and versatility. By 1978, the first prototype took flight, a sleek, 40-foot-long jet with a 56-foot wingspan, powered by two General Electric F404 turbofans pumping 17,700 pounds of thrust each. It could hit Mach 1.8, climb to 50,000 feet, and carry 13,700 pounds of weapons, from AIM-9 Sidewinders to AGM-65 Mavericks. Its fly-by-wire controls and heads-up display made it a pilot’s dream, while strengthened landing gear and a tailhook endured the brutal slams of carrier decks. Early Days and Growing Pains The F/A-18A entered service with the Navy and Marine Corps in 1983, replacing A-7s and supplementing F-14s. Early Hornets weren’t flawless. The A and B models (single- and two-seat variants) had a shorter range—about 400 nautical miles—than desired, and their radar, the APG-65, lagged behind the F-15’s. Pilots grumbled about the cockpit’s cramped ergonomics. Yet, the Hornet’s agility shone. It could turn on a dime, and its multirole DNA let it switch from bombing runs to dogfights mid-mission. By 1985, squadrons like VFA-25 were deploying on carriers like USS Constellation, ready to face Soviet Backfires or Middle Eastern threats. The Hornet’s first combat came in 1986 during Operation El Dorado Canyon. F/A-18s from USS Coral Sea escorted Navy strikes on Libyan targets, fending off MiG-23s and SAMs. No kills, but the jet proved it could handle hot zones. The real test was the 1991 Gulf War. Hornets flew thousands of sorties, dropping GBU-12s on Iraqi tanks and engaging MiGs with AIM-7 Sparrows. On January 17, 1991, a VFA-81 Hornet piloted by Lt. Cmdr. Mark Fox shot down an Iraqi MiG-21 while simultaneously bombing an airfield—a multirole masterclass. Over 30,000 sorties later, the Hornet’s reliability and 90% mission success rate silenced critics Evolution of a Legend The Hornet grew sharper with time. The F/A-18C and D models (1987) brought night-attack capabilities, upgraded APG-73 radar, and compatibility with AGM-88 HARMs and JDAMs. Cockpit displays modernized, and range stretched to 500 nautical miles with external tanks. In the 1990s, Hornets patrolled Iraq’s no-fly zones, struck Serbian targets in Bosnia and Kosovo, and pounded Taliban caves in Afghanistan. Their precision made them ideal for urban strikes, minimizing civilian losses. By 2001, a new Hornet emerged: the F/A-18E/F Super Hornet. Bigger, brawnier, and born from budget battles that killed pricier programs, the Super Hornet was a 25% larger airframe with 35% more thrust, a 600-mile range, and 11 weapon stations. Its APG-79 AESA radar could track 20 targets at once, and stealthy design tweaks reduced its radar signature. Entering service in 2001, the E (single-seat) and F (two-seat) models became the Navy’s backbone, phasing out F-14s by 2006. The EA-18G Growler, a 2009 variant, turned the Super Hornet into an electronic warfare beast, jamming enemy radars with ALQ-218 pods. Challenges and Legacy The Hornet isn’t invincible. Its range limits carrier standoff distance against China’s DF-21D missiles. The F-35C, with stealth and sensor fusion, overshadows it. Maintenance hogs 20-30 hours per flight hour, and crashes—like 14 between 2015-2020—highlight risks of aging airframes. Yet, at $60 million per Super Hornet versus $110 million for an F-35C, it’s a budget-friendly warrior. The F/A-18’s story is one of a scrappy underdog rising to greatness. From a YF-17 reject to a carrier king, it’s flown 10 million hours, dropped 100,000 bombs, and downed enemy jets while jamming their radars. It’s the jet that does it all—dogfighter, bomber, jammer, lifeline for troops below. As it nears retirement, the Hornet’s legacy soars: a relentless, adaptable predator that ruled the skies and seas, stinging hard until the end. Come fly the hornet! Apply info on the website https://www.vtf77.com/?utm_source=discord&utm_medium=social&utm_campaign=DCSF

F/A 18 - Hornet In the turbulent skies of the Cold War, where the specter of Soviet MiGs and missile batteries loomed large, the U.S. Navy faced a dilemma. Its carrier decks needed a versatile fighter—nimble enough to dogfight, rugged enough to strike ground targets, and compact enough to thrive in the cramped, salty world of naval aviation. The answer was the F/A-18 Hornet, a twin-engine marvel that would carve its legend as a workhorse of the skies, blending grit, precision, and adaptability across decades of conflict. This is its story. Genesis in Crisis The tale begins in the early 1970s, when the Navy’s aging F-4 Phantoms and A-7 Corsairs struggled to keep pace with emerging threats. The F-14 Tomcat, while a formidable interceptor, was costly and specialized. The Navy wanted a multirole fighter—capable of air-to-air combat and ground attack—that wouldn’t break the bank. Meanwhile, the Air Force was testing lightweight fighters in a competition that pitted General Dynamics’ YF-16 against Northrop’s YF-17 Cobra. The YF-16 won for the Air Force, but the Navy saw potential in the YF-17’s twin-engine design, ideal for carrier operations where redundancy meant survival. Northrop teamed with McDonnell Douglas to scale up the YF-17 into a naval beast. The result was the F/A-18 Hornet, named for its aggressive sting and versatility. By 1978, the first prototype took flight, a sleek, 40-foot-long jet with a 56-foot wingspan, powered by two General Electric F404 turbofans pumping 17,700 pounds of thrust each. It could hit Mach 1.8, climb to 50,000 feet, and carry 13,700 pounds of weapons, from AIM-9 Sidewinders to AGM-65 Mavericks. Its fly-by-wire controls and heads-up display made it a pilot’s dream, while strengthened landing gear and a tailhook endured the brutal slams of carrier decks. Early Days and Growing Pains The F/A-18A entered service with the Navy and Marine Corps in 1983, replacing A-7s and supplementing F-14s. Early Hornets weren’t flawless. The A and B models (single- and two-seat variants) had a shorter range—about 400 nautical miles—than desired, and their radar, the APG-65, lagged behind the F-15’s. Pilots grumbled about the cockpit’s cramped ergonomics. Yet, the Hornet’s agility shone. It could turn on a dime, and its multirole DNA let it switch from bombing runs to dogfights mid-mission. By 1985, squadrons like VFA-25 were deploying on carriers like USS Constellation, ready to face Soviet Backfires or Middle Eastern threats. The Hornet’s first combat came in 1986 during Operation El Dorado Canyon. F/A-18s from USS Coral Sea escorted Navy strikes on Libyan targets, fending off MiG-23s and SAMs. No kills, but the jet proved it could handle hot zones. The real test was the 1991 Gulf War. Hornets flew thousands of sorties, dropping GBU-12s on Iraqi tanks and engaging MiGs with AIM-7 Sparrows. On January 17, 1991, a VFA-81 Hornet piloted by Lt. Cmdr. Mark Fox shot down an Iraqi MiG-21 while simultaneously bombing an airfield—a multirole masterclass. Over 30,000 sorties later, the Hornet’s reliability and 90% mission success rate silenced critics Evolution of a Legend The Hornet grew sharper with time. The F/A-18C and D models (1987) brought night-attack capabilities, upgraded APG-73 radar, and compatibility with AGM-88 HARMs and JDAMs. Cockpit displays modernized, and range stretched to 500 nautical miles with external tanks. In the 1990s, Hornets patrolled Iraq’s no-fly zones, struck Serbian targets in Bosnia and Kosovo, and pounded Taliban caves in Afghanistan. Their precision made them ideal for urban strikes, minimizing civilian losses. By 2001, a new Hornet emerged: the F/A-18E/F Super Hornet. Bigger, brawnier, and born from budget battles that killed pricier programs, the Super Hornet was a 25% larger airframe with 35% more thrust, a 600-mile range, and 11 weapon stations. Its APG-79 AESA radar could track 20 targets at once, and stealthy design tweaks reduced its radar signature. Entering service in 2001, the E (single-seat) and F (two-seat) models became the Navy’s backbone, phasing out F-14s by 2006. The EA-18G Growler, a 2009 variant, turned the Super Hornet into an electronic warfare beast, jamming enemy radars with ALQ-218 pods. Challenges and Legacy The Hornet isn’t invincible. Its range limits carrier standoff distance against China’s DF-21D missiles. The F-35C, with stealth and sensor fusion, overshadows it. Maintenance hogs 20-30 hours per flight hour, and crashes—like 14 between 2015-2020—highlight risks of aging airframes. Yet, at $60 million per Super Hornet versus $110 million for an F-35C, it’s a budget-friendly warrior. The F/A-18’s story is one of a scrappy underdog rising to greatness. From a YF-17 reject to a carrier king, it’s flown 10 million hours, dropped 100,000 bombs, and downed enemy jets while jamming their radars. It’s the jet that does it all—dogfighter, bomber, jammer, lifeline for troops below. As it nears retirement, the Hornet’s legacy soars: a relentless, adaptable predator that ruled the skies and seas, stinging hard until the end. Come fly the hornet! Apply info on the website https://www.vtf77.com/?utm_source=discord&utm_medium=social&utm_campaign=DCSF

F/A 18 - Hornet In the turbulent skies of the Cold War, where the specter of Soviet MiGs and missile batteries loomed large, the U.S. Navy faced a dilemma. Its carrier decks needed a versatile fighter—nimble enough to dogfight, rugged enough to strike ground targets, and compact enough to thrive in the cramped, salty world of naval aviation. The answer was the F/A-18 Hornet, a twin-engine marvel that would carve its legend as a workhorse of the skies, blending grit, precision, and adaptability across decades of conflict. This is its story. Genesis in Crisis The tale begins in the early 1970s, when the Navy’s aging F-4 Phantoms and A-7 Corsairs struggled to keep pace with emerging threats. The F-14 Tomcat, while a formidable interceptor, was costly and specialized. The Navy wanted a multirole fighter—capable of air-to-air combat and ground attack—that wouldn’t break the bank. Meanwhile, the Air Force was testing lightweight fighters in a competition that pitted General Dynamics’ YF-16 against Northrop’s YF-17 Cobra. The YF-16 won for the Air Force, but the Navy saw potential in the YF-17’s twin-engine design, ideal for carrier operations where redundancy meant survival. Northrop teamed with McDonnell Douglas to scale up the YF-17 into a naval beast. The result was the F/A-18 Hornet, named for its aggressive sting and versatility. By 1978, the first prototype took flight, a sleek, 40-foot-long jet with a 56-foot wingspan, powered by two General Electric F404 turbofans pumping 17,700 pounds of thrust each. It could hit Mach 1.8, climb to 50,000 feet, and carry 13,700 pounds of weapons, from AIM-9 Sidewinders to AGM-65 Mavericks. Its fly-by-wire controls and heads-up display made it a pilot’s dream, while strengthened landing gear and a tailhook endured the brutal slams of carrier decks. Early Days and Growing Pains The F/A-18A entered service with the Navy and Marine Corps in 1983, replacing A-7s and supplementing F-14s. Early Hornets weren’t flawless. The A and B models (single- and two-seat variants) had a shorter range—about 400 nautical miles—than desired, and their radar, the APG-65, lagged behind the F-15’s. Pilots grumbled about the cockpit’s cramped ergonomics. Yet, the Hornet’s agility shone. It could turn on a dime, and its multirole DNA let it switch from bombing runs to dogfights mid-mission. By 1985, squadrons like VFA-25 were deploying on carriers like USS Constellation, ready to face Soviet Backfires or Middle Eastern threats. The Hornet’s first combat came in 1986 during Operation El Dorado Canyon. F/A-18s from USS Coral Sea escorted Navy strikes on Libyan targets, fending off MiG-23s and SAMs. No kills, but the jet proved it could handle hot zones. The real test was the 1991 Gulf War. Hornets flew thousands of sorties, dropping GBU-12s on Iraqi tanks and engaging MiGs with AIM-7 Sparrows. On January 17, 1991, a VFA-81 Hornet piloted by Lt. Cmdr. Mark Fox shot down an Iraqi MiG-21 while simultaneously bombing an airfield—a multirole masterclass. Over 30,000 sorties later, the Hornet’s reliability and 90% mission success rate silenced critics Evolution of a Legend The Hornet grew sharper with time. The F/A-18C and D models (1987) brought night-attack capabilities, upgraded APG-73 radar, and compatibility with AGM-88 HARMs and JDAMs. Cockpit displays modernized, and range stretched to 500 nautical miles with external tanks. In the 1990s, Hornets patrolled Iraq’s no-fly zones, struck Serbian targets in Bosnia and Kosovo, and pounded Taliban caves in Afghanistan. Their precision made them ideal for urban strikes, minimizing civilian losses. By 2001, a new Hornet emerged: the F/A-18E/F Super Hornet. Bigger, brawnier, and born from budget battles that killed pricier programs, the Super Hornet was a 25% larger airframe with 35% more thrust, a 600-mile range, and 11 weapon stations. Its APG-79 AESA radar could track 20 targets at once, and stealthy design tweaks reduced its radar signature. Entering service in 2001, the E (single-seat) and F (two-seat) models became the Navy’s backbone, phasing out F-14s by 2006. The EA-18G Growler, a 2009 variant, turned the Super Hornet into an electronic warfare beast, jamming enemy radars with ALQ-218 pods. Challenges and Legacy The Hornet isn’t invincible. Its range limits carrier standoff distance against China’s DF-21D missiles. The F-35C, with stealth and sensor fusion, overshadows it. Maintenance hogs 20-30 hours per flight hour, and crashes—like 14 between 2015-2020—highlight risks of aging airframes. Yet, at $60 million per Super Hornet versus $110 million for an F-35C, it’s a budget-friendly warrior. The F/A-18’s story is one of a scrappy underdog rising to greatness. From a YF-17 reject to a carrier king, it’s flown 10 million hours, dropped 100,000 bombs, and downed enemy jets while jamming their radars. It’s the jet that does it all—dogfighter, bomber, jammer, lifeline for troops below. As it nears retirement, the Hornet’s legacy soars: a relentless, adaptable predator that ruled the skies and seas, stinging hard until the end. Come fly the hornet! Apply info on the website https://www.vtf77.com/?utm_source=discord&utm_medium=social&utm_campaign=DCSF

F/A 18 - Hornet In the turbulent skies of the Cold War, where the specter of Soviet MiGs and missile batteries loomed large, the U.S. Navy faced a dilemma. Its carrier decks needed a versatile fighter—nimble enough to dogfight, rugged enough to strike ground targets, and compact enough to thrive in the cramped, salty world of naval aviation. The answer was the F/A-18 Hornet, a twin-engine marvel that would carve its legend as a workhorse of the skies, blending grit, precision, and adaptability across decades of conflict. This is its story. Genesis in Crisis The tale begins in the early 1970s, when the Navy’s aging F-4 Phantoms and A-7 Corsairs struggled to keep pace with emerging threats. The F-14 Tomcat, while a formidable interceptor, was costly and specialized. The Navy wanted a multirole fighter—capable of air-to-air combat and ground attack—that wouldn’t break the bank. Meanwhile, the Air Force was testing lightweight fighters in a competition that pitted General Dynamics’ YF-16 against Northrop’s YF-17 Cobra. The YF-16 won for the Air Force, but the Navy saw potential in the YF-17’s twin-engine design, ideal for carrier operations where redundancy meant survival. Northrop teamed with McDonnell Douglas to scale up the YF-17 into a naval beast. The result was the F/A-18 Hornet, named for its aggressive sting and versatility. By 1978, the first prototype took flight, a sleek, 40-foot-long jet with a 56-foot wingspan, powered by two General Electric F404 turbofans pumping 17,700 pounds of thrust each. It could hit Mach 1.8, climb to 50,000 feet, and carry 13,700 pounds of weapons, from AIM-9 Sidewinders to AGM-65 Mavericks. Its fly-by-wire controls and heads-up display made it a pilot’s dream, while strengthened landing gear and a tailhook endured the brutal slams of carrier decks. Early Days and Growing Pains The F/A-18A entered service with the Navy and Marine Corps in 1983, replacing A-7s and supplementing F-14s. Early Hornets weren’t flawless. The A and B models (single- and two-seat variants) had a shorter range—about 400 nautical miles—than desired, and their radar, the APG-65, lagged behind the F-15’s. Pilots grumbled about the cockpit’s cramped ergonomics. Yet, the Hornet’s agility shone. It could turn on a dime, and its multirole DNA let it switch from bombing runs to dogfights mid-mission. By 1985, squadrons like VFA-25 were deploying on carriers like USS Constellation, ready to face Soviet Backfires or Middle Eastern threats. The Hornet’s first combat came in 1986 during Operation El Dorado Canyon. F/A-18s from USS Coral Sea escorted Navy strikes on Libyan targets, fending off MiG-23s and SAMs. No kills, but the jet proved it could handle hot zones. The real test was the 1991 Gulf War. Hornets flew thousands of sorties, dropping GBU-12s on Iraqi tanks and engaging MiGs with AIM-7 Sparrows. On January 17, 1991, a VFA-81 Hornet piloted by Lt. Cmdr. Mark Fox shot down an Iraqi MiG-21 while simultaneously bombing an airfield—a multirole masterclass. Over 30,000 sorties later, the Hornet’s reliability and 90% mission success rate silenced critics Evolution of a Legend The Hornet grew sharper with time. The F/A-18C and D models (1987) brought night-attack capabilities, upgraded APG-73 radar, and compatibility with AGM-88 HARMs and JDAMs. Cockpit displays modernized, and range stretched to 500 nautical miles with external tanks. In the 1990s, Hornets patrolled Iraq’s no-fly zones, struck Serbian targets in Bosnia and Kosovo, and pounded Taliban caves in Afghanistan. Their precision made them ideal for urban strikes, minimizing civilian losses. By 2001, a new Hornet emerged: the F/A-18E/F Super Hornet. Bigger, brawnier, and born from budget battles that killed pricier programs, the Super Hornet was a 25% larger airframe with 35% more thrust, a 600-mile range, and 11 weapon stations. Its APG-79 AESA radar could track 20 targets at once, and stealthy design tweaks reduced its radar signature. Entering service in 2001, the E (single-seat) and F (two-seat) models became the Navy’s backbone, phasing out F-14s by 2006. The EA-18G Growler, a 2009 variant, turned the Super Hornet into an electronic warfare beast, jamming enemy radars with ALQ-218 pods. Challenges and Legacy The Hornet isn’t invincible. Its range limits carrier standoff distance against China’s DF-21D missiles. The F-35C, with stealth and sensor fusion, overshadows it. Maintenance hogs 20-30 hours per flight hour, and crashes—like 14 between 2015-2020—highlight risks of aging airframes. Yet, at $60 million per Super Hornet versus $110 million for an F-35C, it’s a budget-friendly warrior. The F/A-18’s story is one of a scrappy underdog rising to greatness. From a YF-17 reject to a carrier king, it’s flown 10 million hours, dropped 100,000 bombs, and downed enemy jets while jamming their radars. It’s the jet that does it all—dogfighter, bomber, jammer, lifeline for troops below. As it nears retirement, the Hornet’s legacy soars: a relentless, adaptable predator that ruled the skies and seas, stinging hard until the end. Come fly the hornet! Apply info on the website https://www.vtf77.com/?utm_source=discord&utm_medium=social&utm_campaign=DCSF

Auch in dem Video ist das Bild verhältnismäßig scharf. Scheint also ein individuelles Problem zu sein und einfach meiner Unfähigkeit geschuldet, zumindest habe ich nach langer Recherche niemanden gefunden (ausser Cupra), der das gleiche Problem hat. Macht aber nix, ich warte mal auf den nächsten Patch. Aber vielen Dank für Eure Hilfe!

This is one of the known issues

ED has stated that the FF F-15C will be strictly an Air to Air platform only and that it will not carry any A-G munitions, so unfortunately this is not happening.

It's called "Digital Combat Simulator" but that doesn't mean you have to fly combat all the time. The quality of the planes and maps allows not only for great combat flights, but just flights period. It's a sandbox after all, it's what you make of it. And I make a lot of great non-combat flights. For my part, I'm here first and foremost for the flying. And DCS, certainly for me, has the best flightsim characteristics of them all. For sure I'm gonna blow **** up, but that's secondary to the quality of the flying. If it was just about the "pew pew" I'd be over with the Blore Blunder crowd flying from an exterior view. Barf! But that's not my thing. DCS gives me the tighest rightest flgithsim and the ability to blow **** up. My choice. And my choice regarding the C-130, is a great big "Yes please!"

Maybe for the future it would be a solution to mark 3rd Party products with a lable, like "Source Code Secured" or something like that. Making it obvious for any customer if a product will be supported even in case a developer shuts down its business or leaves his modules abandoned. That could be a sales booster for such modules and an inducement for developers to accept contracts which force them to give the source code to ED, when publishing a module. The big problem I have is not, that there is a dispute between ED and Razbam, since things can happen and we don´t know who ist right or wrong. My problem is that I can not tell if something like this happens to any other of my beloved modules. I woul´d be very dissapointed, if the Strike Eagle stops working but when something like this heapens to my Phantom I would go crazy. There are several modules upcomming I am interrested in like Thyphoon or Tornado but the situation leaves me with a bad feeling about purchasing them.

if the 4090 works for you and DCS is your primary game / you don't care about the features of 5x series card ... just hang on to your 4090... i have a 1080ti that is still running from the factory (now in my daughters PC) but and i don't expect that my 4090 will have a much shorter life than that, which is what 8 years on or so ... when i moved from a 3090 to a 4090 i wanted the extra FPS for VR and i did sell that at the time ... but i was unhappy with the performance ... for DCS in VR.

?? As already stated, the Huey and Hip are very widely used transport helicopters, the Chinook is in ELS and we do have the free mod for the UH60. Like any aircraft type in DCS, I'm sure that we'd all like more, but that takes time. We do also have the script mods for both CTLD and CSAR. I personally embed them into ALL of my missions with helicopters in them. Could they be better? Yes, absolutely. The CSAR mod requires a shot down pilot (which can also be scripted), but wouldn't it be nice if we could spawn a downed airman without needing to shoot something down. Additionally, CSAR cannot be conducted over water, as pilots ejecting over water simply drown. I'd love to see them using life vests, life rafts and having homing beacons. For WW2 scenarios, I'd like to be able to direct rescue boats for downed pilots. So yes, CSAR can be improved, but for me, I see the key "opportunities" existing with the logic of how to conduct CSAR.

I understand, but we can not talk about specifics of different contracts. If that changes in the future we will let you know.

It only affects the resolution of the monitor. My understanding is that reducing the resolution has such minimal benefits that it's not even recommended.

Have you tried putting in setting for the AI aircraft of "afterburners" - disable? If not, give it a go. Apparently, the AI Warbird pilots can and will happily use WEP, and don't have the same time limits that we as pilots do. The "afterburners" setting, when disabled with a warbird, now prevents AI using WEP all the time.

I buy everything off Steam and always get the discounts. It's just that often they only kick in for a short time, maybe a week or so IIRC, and right at release.

Then why is possible to have an oficial statement about the new file sharing policy that ALL 3rd parties should sign but we cant know who signed? Then we know Razbam is not inside the program just because the "issue" arose, not because ED shared that info to have customers informed. For me that not make sense

I was wondering have you compared the radar ranges given in soviet, german and yugoslav manual as well as number of radar modes?

Its frustrating for you and us for sure. But until there is a resolution all we can do is wait. thanks

Sorry to hear that, but please understand we can not list this currently, as mentioned above there are confidentiality considerations. I hope in the future you will have confidence in us again. I wish you all the best.

I was angry seeing an AI P47 climbing like an UFO in front of my Corsair's nose.

Hi, Not sure if it’s a bug or user fault. Above a certain altitude 8/9.000ft i get engine fail 2. When going below i can start it back up in the air. I also did cold start above certain altitude were engine 2 fails. Known? Anyone else?

ED is responsible. Period. "Be patient" is not a customer service strategy. It just isn't. May be time to move on to something else. I've been burned by every issue, including the Hawk. Time to park entertainment dollars elsewhere.

It seems impossible to get a simple list of 3rd parties inside the file sharing policy since 2018. Something so simple, no contractual reveals, just Developer X-Y-Z have signed the file sharing. Developer A-B-C didnt. So because It seems impossible for ED to list that, for me is impossible to buy anything else.

Shay in DCS.flv

I hope once this is all over we can share more with you. What you are suggesting about making things clearer about third party products has already been discussed internally. But of course as mentioned there are confidentially agreements that need to be considered, maybe in the future we can add some more clarity. Thank you