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damn, you have the auto hover button bound to your brain!?!...I need me one of those control systems ;)

SU-25 thread with pics : http://www.mycity-military.com/Avijacija-i-PVO/Predstavljanje-Jurisnik-SUHOJ-Su-25.html Lot of nice shots on that blog : http://elhangardetj.blogspot.com/search?updated-max=2008-09-10T04%3A55%3A00-07%3A00&max-results=50 on that blog TU-95 F-22 intercepted TU-160 Tornado intercepted stunning shot

Только что поставил последнюю сборку Win7 - 7048, StarForce не работает.

The aircraft Poland should have bought instead of the ******* ****** F16 :P

Although not able to join a squad for time reasons ATM, i would be happy to fly some coordinated missions with teamspeak if you happen to be interested. I'm sure i could find some time next week, so pm me if you want to. cheers

Надо написать админу - Const (Константин).

DCS: A-10 .... In A.D. 2101 War was beginning. GG_Tharos: What happen ? Kenan: Somebody set up us the bomb. CE_Mikemonster: We get signal. GG_Tharos: What ! CE_Mikemonster: Main screen turn on. GG_Tharos: It's you !! 159th_Viper: How are you gentlemen !! 159th_Viper: All your base are belong to us. 159th_Viper: You are on the way to destruction. GG_Tharos: What you say !! 159th_Viper: You have no chance to survive make your time. 159th_Viper: Ha ha ha ha .... CE_Mikemonster: Captain !! * GG_Tharos: Take off every 'ZIG'!! GG_Tharos: You know what you doing. GG_Tharos: Move 'ZIG'. GG_Tharos: For great justice. DCS: A-10 IT'S A TARP!

Happy Birthday Groove :yay:

click one button for engines startup then use the other one as a joystick (j/k) :megalol:

And ED does not agree with you, for reasons that are not necessarily obvious. :) This isn't a 'how to release the patch' thread or wishlist.

У нас в институте читал лекции по СВЧ устройствам доцент Голубев, так вот он в таких случаях говорил: - Проницательный студент сразу скажет: "Ага"! ("Ага" произносится не как "Да!", а с интонацией "Эврика!")

:director: Happy Birthday Groove!

To refuel you have to keep both the control and the r button pressed until the aircraft has been fully refuelled. You can open the chat window with control m. If you combine these, you can refuel without having to keep buttons pressed. So keep control and r pressed to start refuelling, then press the m button to open the chat window, and then release all keys. Refuelling should continue until the tanks are full.

From EECH .ini a couple of good options: -interpolate helicopter position for smoother visuals -pause server if no clients connected

Ммм... ты photoshop ска..купил? Теперь купи книжку или видеоуроки и учи photoshop.

I've just got to tell you this! :P I have spent about a 100 hours learning to fly the Shark and slowly but fairly acquiring skills on weapons deployment on stationary, friendly targets... Yesterday I tried something different... OMG! - the pace of action, the threat warnings, the shells flying meters away from the cockpit, the sound of explosions and ricochets bouncing off enemy armour... the destructive power of the Mi-24 and the burning wreckages of the destroyed vehicles... That is amazing!!! I mean it was just an Instant Mission but it blew my head off! Four choppers annihilated a convoy and it's defences within minutes! Total havoc! And we all lived to tell the tale... I know you guys have done it months ago and that the AI cannot be compared to a multiplayer game but I had the best 10 minutes in Black Shark so far! :thumbup: Going back this very afternoon... :pilotfly:

Why 9 months actually we wait for every next mod? Every aircraft is different and less or more complex. Almost like a pregnancy... :D

"In Vista unless the game specifically has a setting built in to disable Vsync, you cannot turn it off." Sorry but that is completely inaccurate information, i've been using Vista for ages now and have only just enabled vsync as i've got a new TFT monitor, the rotors looked really bad in-game without vsync, so i enabled it in the nvidia control panel. I have never had it enabled until now in any game.

Also see Squadron Directory for further info/links to BS/TS servers.

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.

Благодарю! Внешний сетевой экран блокиратором оказался.

А сетевая версия вроде же без старфорса, может с ней попробовать?

The simple answer: trim while heading, pitch and bank channels are on. Don't think that trim button is only for "locking" positions of controls. It is also used for controlling AP. You should almost always make corrections only when trim button is pressed (and is held pressed) and release it only when you are happy with attitude of your helicopter in pitch, bank and heading. This means that if you are hovering and want to change the direction you are facing to, you should press and hold trim button, apply rudder to change direction, stabilize the helicopter with opposite rudder when new desired direction is reached and then (only then) release trim button, so that AP would get right (the one you want) direction, which should be kept by AP. If you are hovering with heading channel turned off and you helicopter seems to be turning wildly, you may be over controlling it. This can be very likely when helicopter is controlled without stabilization and dampening due to its high inertia. Also keep in mind that with heading channel turned off, you probably won't be hovering nicely with centered rudder (you will have to hold/trim it a little bit to right or left).

It's No Biggy - Not as if we're all Knobbled waitin' for the patch......there's still fun to be had!

Во первых выбирай выражения! Не вражина, а противник или опонент. Во вторых 5 самолетов синей команды дисконектило, были фризы и лаги. Что свело на нет все усилия выполнить задачу на 100% синей команде. Нам просто второй раз тотально не везет. Черная полоса заканчивается белой, так что синяя команда перевернула эту лагающую странику. И готовимся к следующей битве.

After recent move to new apartment my setup (work and flight sim) looks like this:

Have you tried to verify MD5 checksums?

Thanks everyone!