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Польщен что ролик понравился.....СПАСИБ Ка 52 там действительно есть, брал отдельные кадры где он в динамике не особо бросается в глаза. Поентому не ломайте голову. Кстати-почти готова вторая серия и если не трудно насыпте треков. Сам наснимать пока не могу по приятным семейным обстоятельствам РОДИЛАСЬ ДОЧКА

What a wonderful ride it has been following this sim through its dev process. Those of us that have tracked this wonderful sim from day one have been rewarded with one of the best sim experiences that is offered to the private sector. It started with the dev videos, then the flight manual download, and finally the actual software. It's been a great experience. Recently I've played around with some other flight sims, but I'm always drawn back to the Ka-50. And now as mods and tools are released by the community, this sim is finally taking it's place as one of the all time great classics. Are there areas for improvement...well sure there are. But they will be worked on. I flew a multi-player mission the other night. As I was sitting on the flight line, powering up my systems, I took pause in the fact that alot of people went to great lengths to make this possible. Finally as my APU came online and familiar rumble of the tubines kicked in, I just started to smile. If anyone is on the fence on purchasing this sim, I say do it. You will not be let down. You will crash, and you will curse as you try to maintain a hover, but you will love it in the end. Just wanted to say thanks to everyone involved SunDown

Кстати в игре очень порадовали голосвые команды самолету. Игра бодро переключается на режим Assistance off и обратно по крику: "Сосиска!" :D

You gotta stop chuckling, M8 - at the rate you're goin', you gonna crack a Rib! :megalol: :D

All changes will be, as usual, described in special text file included in patch.

Представим,что на дворе 1988 год.СССР ведёт войну в Афганистане...Что территория,на которой происходят события,не какой-то там горный массив Грузии,а самые настоящие горы Афгана!Такие близкие и чужие,нищие,но родные... Неподалёку расположен город Хост. Ну...никому ничего не напоминает?:music_whistling:http://ifolder.ru/10612820

Found this on another forum: :) Blue water Navy truism; There are more planes in the ocean than there are submarines in the sky. If the wings are traveling faster than the fuselage, it's probably a helicopter -- and therefore, unsafe. Navy carrier pilots to Air Force pilots: Flaring is like squatting to pee. When one engine fails on a twin-engine airplane you always have enough power left to get you to the scene of the crash. Without ammunition the USAF would be just another expensive flying club. What is the similarity between air traffic controllers and pilots? If a pilot screws up, the pilot dies; If ATC screws up, the pilot dies. Never trade luck for skill. The three most common expressions (or famous last words) in aviation are: "Why is it doing that?", "Where are we?" and "Oh S#!+!" Weather forecasts are horoscopes with numbers. Progress in airline flying; now a flight attendant can get a pilot pregnant. Airspeed, altitude or brains. Two are always needed to successfully complete the flight. A smooth landing is mostly luck; two in a row is all luck; three in a row is prevarication. I remember when sex was safe and flying was dangerous. Mankind has a perfect record in aviation; we never left one up there! Flashlights are tubular metal containers kept in a flight bag for the purpose of storing dead batteries. Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding it or doing anything about it. When a flight is proceeding incredibly well, something was forgotten. Just remember, if you crash because of weather, your funeral will be held on a sunny day. Advice given to RAF pilots during W.W.II. When a prang (crash) seems inevitable, endeavor to strike the softest, cheapest object in the vicinity as slowly and gently as possible. The Piper Cub is the safest airplane in the world; it can just barely kill you. (Attributed to Max Stanley, Northrop test pilot) A pilot who doesn't have any fear probably isn't flying his plane to its maximum. (Jon McBride, astronaut) If you're faced with a forced landing, fly the thing as far into the crash as possible. (Bob Hoover - renowned aerobatic and test pilot) If an airplane is still in one piece, don't cheat on it; ride the bastard down. (Ernest K. Gann, author & aviator) Though I Fly Through the Valley of Death I Shall Fear No Evil For I am at 80,000 Feet and Climbing. (sign over the entrance to the SR-71 operating location Kadena, Japan). You've never been lost until you've been lost at Mach 3. (Paul F. Crickmore - test pilot) Never fly in the same cockpit with someone braver than you. There is no reason to fly through a thunderstorm in peacetime. (Sign over squadron ops desk at Davis-Monthan AFB, AZ, 1970). The three best things in life are a good landing, a good orgasm, and a good bowel movement. The night carrier landing is one of the few opportunities in life where you get to experience all three at the same time. (Author unknown, but someone who's been there) "Now I know what a dog feels like watching TV." (A DC-9 captain trainee attempting to check out on the 'glass cockpit' of an A-320). If something hasn't broken on your helicopter, it's about to. An old Norwegian fighter pilot was invited to speak at an English woman's club luncheon about his flying experiences during WWII. "Und dere I vas at 4,000 ft... two Fokkers in front of me, a Fokker in back of me, four Fokkers above me!" At this point, some of the ladies became nervous about his language. The chairperson of the club then said, "Please don't be alarmed, Ladies. A Fokker is a type of German airplane... isn't that right, Mr.Olsen?" "Yah, yah, dat is right, but these Fokkers vas flyin' Messerschmitts!" For more, take a look at: http://www.freerepublic.com/focus/news/765476/posts

Кадры из фильма Александра Ильина "Охотники на черных птиц" из цикла "Ударная сила" о создании бортовых систем. Вот так она выглядит, наша РИТА, Щербакова Нина Александровна:) Кто-то может уже и видел, но я увидел только вчера :)

Einstein's Opinion on Contra-Rotating Coaxial Rotor yaw and bank torque characteristi Sorry in advance for what must seem like a dissertation, but here's what I've learned so far. Corrections and/or feedback would be most appreciated: [hint: it may help to have a model or drawing of a helicopter in front of you while reading this] In a hover, the two rotor disks of the Ka50 contra-rotating coaxial rotor helicopter are designed so that they produce the same amount of torque (due to drag) in opposite directions. The lower rotor actually produces less lift/drag than the upper rotor for the same relative airspeed, but since it is working in the higher airspeed downwash of the upper rotor, they match torque production at a hover setting (at sea level on a standard day, <yawn>). This is per design. Whether this is accomplished by differing pitch angles of the blades of each rotor disk, or by using differing airfoils or differing total rotor sizes, I don't know. During forward flight, this difference in lift production capability results in the upper rotor generating more lift than the lower rotor. The upper rotor rotates clockwise, so you get a net counter-clockwise torque from drag, thus the left yawing tendency at airspeed. This yawing tendency, left uncorrected, will result in a uncoordinated flight which is messy and unprofessional so the Good Pilot needs to get the pointed nose where he's going. Which starts us on the path to our shared experiences. In the Ka50, yaw torque is controlled by varying the pitch of the blades of the two rotor disks. To yaw to the right, the pitch of the blades in the upper rotor disk is decreased which decreases lift which decreases drag which decreases the counter-clockwise (i.e., left-turning) torque. If nothing else was done, the helicopter would yaw right (due to the excess torque generated by the lower rotor disk), but it would also start sinking due to the loss in total lift. To counteract this, simultaneously, the pitch of the lower rotor pitch is increased, increasing lift which increases drag which increases the clockwise (i.e., right-turning) torque. Total lift change is zero while total change in torque is to the right. The opposite process happens for yawing to the left. This is all accomplished automatically by the helicopter control systems when you stomp on a rudder pedal. This technique was apparently pioneered by Mr. Kamov, by the way. So, in order to maintain steady-state coordinated level flight in a Kamov contra-rotating coaxial rotor helicopter, like the Ka-50, you need to apply right rudder. Unfortunately, that's not the end of the story. Due to a number of factors, including the fact that rotor blades are not infinitely stiff and thus flex a little, rotor blades slope upwards away from the rotor mast when the produce lift. This causes the rotor disk (which is pretty much flat while producing no lift) to form a cone shape, or rotor cone. In forward flight these cones are assymmetrical, even in single rotor disk helicopters, becuase of the "dissymmetry of lift". Basically, "dissymmetry of lift" is caused by the fact that the rotor blades on the side of the disk that is moving in the same direction as the helicopter are moving faster through the air and thus generate more lift making a steeper cone angle while the blades on the other side of the disk are moving slower through the air making less lift and making a shallower cone angle. From the outside it looks like the cone is leaning away from the side of the rotor that is headed in the helicopter's direction. This side of the cone is generating more lift than the other (hence the handy-dandy "dissymmetry of lift" moniker) which creates a banking torque on the helicopter. In the Ka-50 contra-rotating coaxial rotor, due to the higher lift production of the upper rotor (as mentioned eariler), this results in a net banking moment to the right. So, in addition to the right rudder needed due to the differing torque production of the two rotor disks at airspeed, left cyclic is also needed to maintain steady-state coordinated level flight. Hence the left stick right rudder we keep finding ourselves using. It's natural. And it's right. Now for the Dark Side: One of the cons of this design that we've all been experiencing is that the cones of the two rotor disks lean in opposite directions and, at a high enough airspeed, the two cones can cross, which, if you remember from Ghostbusters, is a bad thing. To make things worse, since the lower rotor disk is working in the downwash of the upper rotor disk, its coning angle is more severe than the angle of the upper disk's! If you look closely enough in forward flight you'll see the top rotor does cone a little towards the right, just not as severe as the lower disk's cone to the left. This is not an unanticipated aspect of the design. Mr. Kamov didn't have a MAX IAS warning system put in the chopper to keep pilots from getting speeding tickets - it's there to prevent intersecting cones. The system doesn't, however, seem to take into account rapid climbs at high speed using the collective (increased pitch = increased lift = increased coning = see Egon's saftey warning above). Stomping on the right rudder makes the upper rotor disk cone less, but the lower disk cones way more, increasing the likely hood of a strike. Throw in some cyclic controls in just the right direction and voila, rotor blade salad! My tip: at high airspeeds, limit climbing to very gentle rates and avoid strong cyclic or rudder inputs in any direction. If you will need to climb, pull back on the cyclic first while holding the collective steady. The helicopter will pitch up and start climbing without increasing the rotor coning angles. As your airpseed bleeds off slowly introduce collective to increase your climb rate. There's probably a table somewhere to help pilots figure out what sort of climb rates they can get at high airspeeds before the rotors clash, but I find I can comfortably climb/maneuver at 200-225 km/hr and save the higher speeds for straight and level cruises.

Нет. Так не получится. Ты можешь показать бой ботов, не трогая вертолет игрока пока тот спокойно стоит на стоянке, потом перекинуть камеру в вертолет и отдать игроку управление. Этот режим нужен для создания интро. Простой пример. Миссия в которой игроку нужно срочно вылететь на поддержку своих войск попавших в сложную ситуацию. При запуске миссии камера летает над полем боя, где наши войска героически держат оборону, показываются эффектные сцены (по степени фантазии автора), в эфире царит крик и мат (по вкусу), затем камера прыгает в кабину вертолета, трек заканчивается, далее все в руках игрока.

new suit here comes the nearlyfinal version of the suit. [ATTACH]25587[/ATTACH][ATTACH]25588[/ATTACH][ATTACH]25589[/ATTACH] i will corect the color with more yellow and less red.

I'd look at it a little differently. It's nice that they are telling us as much as they are before hand! There is an old adage, "Under promise, and over deliver". Basically, avoid setting expectations high, and then fail to produce results that are as good. Software coding is not a trivial matter, especially when the program has to run well on numerous different computer hardware platforms and multiple operating systems. Addressing one problem in code can create unexpected results elsewhere. So, the changes need to be tested to see if they can be left in, and hold up to the various ways people use the software, on the various hardware platforms running under various operating systems. It's far more important that they do it right, than that they do it fast and tell us all about it before hand. ;) Some things are worth waiting for, and just waiting to see how they turn out.

For the most part, ED's policy is to communicate features that are complete and and keep mostly quite about those in progress. Sometimes unexpected circumstances force them to change plans, and in the past some people from the communnity freaked out because they thought they were promised features.

Simple problem is that some features are not meant to be in the patch for sure. There's always the possibility that some of them can be removed in short or added behind schedule. But explain some of this decisions to the customer will be more complicated, than simple not tell him that this or that fix/feature was planned. It seems not about trying, if new features are working. It's more like... will they work together? Will arise more problems when they are implemented? Thats what I think. And like everytime surely there would be someone who says "But ED had said...". ;)

Some cases of MP game crashes are going to be fixed in patch, though the full list of fixes included will be available only with patch released.

I haven't tried installing both versions side by side myself so I am not sure (using dual-boot here), but I'll try to get an answer for you. In any case, if you want to be on the safe side I'd deactivate and uninstall the English version before installing the German one. Please don't do that, if you try to use both concurrently then install them into different directories. As Russian and English serials are incompatible I guess this will be the same for the other versions, too. And please let us know what you think of the translation! :)

Thx Bob! In fact the option is there, see user control panel -> edit options -> thread display options :)

Invisible FARP pads that are on ground level and adjust to terrain slope. Can be used to build custom FARPs for example in industrial areas, on parking lots, in soccer stadions etc. Can also be used to simulate field landings for transport helos etc. Should be a fairly quick object to create, basically a blank model and some config magic to reduce landing spots of existing FARPs from 4 to 1.

Bitte sehr!

Патч Аддон Технология поиска в Интернете

Well, there is always wider instead of higher...

The canards CAN move independently, but SAAB has chosen not to use them to aid roll do to the attripute of stress on the airframe, so they move in unison. The APU will shutdown 12 seconds after take-off and restart at WoW main landing gear (Weight on Wheel, not World of Warcraft). As previusly said, the elevons basicly work in unison, exept in high speed and high wing loading where the outer elevons will deflect more, this is to spread the stress better on the wing. The leading edges is mechically connected and will deflect basicly with the aircraft alfa.

Да конечно - я забыл про бизнес подоплёку ВСЕГО. Любой труд должен оплачаваться.....

Only once in nearly 3 months of flying have i encountered a crash with my wingie and that was due to me doing some very abrupt and uncoordinated maneuvering. I'm starting to think that the people who complain about their wingies are the same that complain about catastrophic in flight blade failure :huh:

Сам алгоритм подобного анализа картинки из видеопотока является ресурсоемкой задачей. Я бы даже сказал что FaceAPI очень гуманен в этом плане.