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Not sure if this has anything to do with your specific graphics problems in Vista, but Talon posted some fixes here: http://www.virtualblueangels.net/forums/forum_posts.asp?TID=1196

Here the results of the joint training of Virtual Ukrainian Falcons and White Ravens participated best pilots both grup =) THE END :pilotfly:

That's a long bow to draw... Without knowing the nature of the occilations I'd say simple answers are usually the right ones & occilations after diconnecting & re-connecting the hydraulics would point to problems with the hydraulic systems themselves when re-energised (airlocks in lines/valves/rams, underdamping of unexpectedly large inputs etc) rather than indicate any deliberate cross linkage between the rudders & other flight control surfaces. If all the surface controls are hydraulically assisted from a common pressure source, & something is causing pressure fluctuations in the hydraulic system, all non-neutral controls are going to occilate when the pilot makes an input, regardless of whether there is any intended cross linkage or not. After checking the hydraulics themselves, I'd start looking for how a potential cross linkage could be causing the effect..

The difference you're referring to is STILL the time limit on the engine. Everything in the hash-lined region is the time limit. This time limit is MORE RESTRICTIVE for the 102% engine since the temps that the engine's running at are higher, thus the slope of the ops limited area is greater for the 102% engine vs the 95% engine. Just because you're using graphed data doesn't make it extrapolated!:D The reason for use of the vanilla STD Day data is that the entire curve is, more or less, within the confines of the envelope. There, we can see that at 45,000ft, the F-15 trimmed at 102% can stay pretty darn close to M2.3 all day long without any limitations while the F-15 trimmed to 95% can only hope to make M2.07, proving the aircraft generating more thrust is the one trimmed to a higher percentage of FTIT, right? I mean, after all, as a pilot, all I want to know is how quick can I get to a speed at a given altitude and when do I run into the ops limit/structural/whatever - brick wall. Actually where you have the mark is STD -7C day. The actual mark at 36K would have to be EXTRAPOLATED! :smilewink::P Quite true. Here's where you're wrong - The time-limited portion of the 102% graph is responsible for the slope of the curve changing at 34K. It's slope is greater for the 102% trimmed engine; thus the time-limit (ops limit) comes into play and restricts - to a greater extent than the 95% trimmed engine - the mach number that can be achieved. While the 102% trimmed engine can accelerate the Eagle faster and to a higher mach number, near the edge of the envelope it will also hit the "brick wall" faster than it would normally because it's operating at a higher FTIT. You're right, and Frost1e's pointed out why: ...which is due to the time-limited nature of operating a hotter engine. Clear as mud?:smilewink::smartass:

Так же как симер со стажем ты должен был заметить, что к продуктам от ЕД никогда не выходило патчей правящих быстродействие ;) Извините, но это писец. Логика железная! Пы.Сы. - вообще издателей пора наказывать за заведомо ложные сведения о требованиях к железу, допустим написали минимальные и максимальные, хорошо, берём две тачки с такими конфигурациями, на послабже тестим с минимальными настройками, на пошустрее с максимальными, если ФПС прыгает ниже определённого рубежа, в суд на издателя ибо нефик разводить людёв на деньги :)