Leaderboard

Hi All, I have had a mixed bag of results with the use of dumb bombs in CCIP and CCRP, generally speaking, flying skills apart, the issue is related to wind (not diet related, but atmospheric). I have just gone through the procedure of entering wind correction into the CDU to correct for this, and the results speak for themselves. Below is the walkthrough of the procedure I use, I hope it is of some use to you fellow sim pilots, and hope I am not teaching you to suck eggs! Sorry for all the pics!!! CCRP bombing, paired release @ 6000 ft 210kts. Wind 270 degrees 15m/s As shown above, the bombs missed their mark, and no damage done to the target. This was a stable release, wind accounting for the miss. Procedure for correction: 1) On the CDU panel, press the SYS button, then press the LASTE button: 2) Click the wind OSB to enter the wind correction page: 3) This is where you can enter the wind correction data. Start off by entering the altitude of the first layer of wind. I start with ground level. To do this, enter 00 in the scratch pad, then click the first empty line on the left to enter this altitude. 4) Repeat the process for other wind layers if known. What I did here was repeat the wind speed and direction data for my altitude, so the adjustment calculation took place. In this case I entered 06 (for 6000ft) and placed that altitude in the line beneath the first: 6) When you have enetered all the layers you desire, press the WndEdit button. In this step you enter the wind speed and direction. How you get this data is up to you :) You can get it form the mission editor, Air traffic, even the JTAC gives the wind vector for you. To enter the data you have to enter 5 digits. The first 3 digits is the direction of the wind, so 000 = north and so on. In this case, 270 was the wind direction. The 4th and 5th digits is the wind speed in m/s So wind speed 15 ms at 270 degrees, we enter 27015. If wind was at 10 degrees and 7 m/s, you should end 01007 Once entered, hit the OSB for the layer you want to add this data. Repeat this for all layers. 7) Next step is to add the temperature data for each layer. Again get this from the ME/brief. You also have the current temperature shown in the CDU on the top right. I just used this temperature accross all layers. 18 degrees here. 8) Once done, hit the WIndTemp OSB to go back a step and store the data: 9) Get yourself lined up.... and bombs away!!!! "Good bombs, good bombs" BDA flyby: As you can see from the result it seems to do the job nicely!!! The smoke also blows along the correction line... I would like to say there is no camera trickery here, and I hope the above isn't just a placebo, and my first run was just bad. But I tried this out a few times, and it appears to do the job. Let me know how you get on!!! Also, thanks ED for making this sim so involved, things like this are great! Happy bombing all!

Have you read the JTAC section in the flight manual starting at page 640? The most simplified way I can put it is: Contact JTAC and check-in. Wait for the 9-line to finish and after a short pause, they will say "advise when ready for remarks and further talk-on" Use the radio to say you're ready for remarks After receiving remarks, use the radio to provide the 9-line readback. JTAC will confirm readback okay, and say 'standby data'. You'll then receive a message on both MFCDs saying NEW TASKING; acknowledge this with the ack OSB at the bottom right or TMS LEFT SHORT. On your TAD, you will have a WILCO and a CNCMP option on the left and right. Use the WILCO option to accept the tasking. You'll see a red triangle on the TAD. Make the TAD the SOI, use the throttle slew control to put the cursor over the triangle, use TMS UP SHORT to hook the triangle, and then TMS UP LONG to make it the SPI. Use CHINA HAT FWD LONG to slew everything to the SPI (i.e. location of that triangle). At this point, your targeting pod will pointing at the coordinates the JTAC provided. Use it to locate the precise position of your target(s). Exactly how you prosecute the attack depends on the type of control in effect and how the target is marked; I'd suggest reading page 642 at the very least. If you just go in guns blazing without following procedure your JTAC will tell you to abort.

Так как периодически на форуме и не только возникают в разных темах потребность полетать 1 на 1 и темы переходят в оффтоп, предлагаю назначать и обсуждать поединки в этой теме. В частности планировался поединок между Беркутом и Котом...

Thanks, revalence. Glad you liked it. Edited shots are allowed, right? :noexpression: My first composition shot in a long time (used to make some off IL2). Quite pleased with it, could've added few little things, but was utterly tired last night, so here goes. :smilewink:

http://www.af.mil/news/story.asp?id=123239542 1/24/2011 - EGLIN AIR FORCE BASE, Fla. (AFNS) -- Officials took a step forward in the F-15E Strike Eagle's continuous technological evolution as the Air Force's most versatile combat aircraft here Jan. 18. Officials from the 46th Test Wing launched the fourth generation fighter for the first time with a new and improved radar system, the APG-82(V)1. The APG-82 uses active electronically scanned array radar technology composed of numerous small solid-state transmit and receive modules. The standard radar, APG-70, is a mechanically scanned array housed in the nose of the aircraft. Although the current F-15E radar has undergone numerous updates and upgrades, it is still the same system the aircraft had on its maiden flight more than 24 years ago. "We've been able to get more out of it, but at this point it's pretty much maxed out," said 1st Lt. Nathaniel Meier, a radar modernization project manager with the Operational Flight Program Combined Test Force. The new radar lacks the motors and hydraulics of the old system and includes a new avionics and cooling system. Aircraft radar continuously sends out and receives energy to identify objects or targets around it. Due to its unique capabilities, the F-15E radar operates as air-to-air and air-to-ground radar, officials said. "One AESA-equipped F-15E can detect and track multiple targets simultaneously and gain the same battle picture and prosecute the same number of attacks that currently require several mechanically scanned radar assets," said Brad Jones, the Boeing director for U.S. Air Force development programs. "Adding AESA multiplies the effectiveness of the F-15E." The advantage AESA radar has over an MSA is its near-instantaneous ability to redirect its focus from air-to-air to air-to-ground mode, officials said. By no longer having to wait for the array to physically move to a new area of interest, the aircrew receives better situational awareness in less time, Lieutenant Meier said. The four-year-old project borrowed from existing technology to create the new system. The array system was taken from F-15C Eagle models and the avionics were borrowed from F-18 Hornets. The reason for the change was to improve the entire aircraft's reliability, availability and maintainability, Lieutenant Meier said. The new radar works as a plug-in-play system with newer, easily replaceable parts, the lieutenant said. It's expected to have approximately a 20-fold improvement in aircraft reliability, he said. The aircraft also stays mission-ready. An average failure for the radar component was previously measured in tens of hours and can now be measured in hundreds of hours, Lieutenant Meier said. The APG-82 has fewer moving parts and the new equipment lasts longer, which cuts down on the time needed for repairs, he said. The modification of the aircraft, which began in June 2010, was a concerted effort by members of Boeing, the 46th Maintenance Group, Raytheon, the 46th Technical Support Squadron and the OFP CTF. "Without their determination, (F-15E) RMP would not have been anywhere close to making its first flight," Lieutenant Meier said. The developmental test flight was considered successful, and the aircrew members said they liked what they saw during the flight. "There are huge performance increases," said Maj. Raja Chari, a 40th Flight Test Squadron member and the pilot for the first flight. "We're getting the benefit of two decades worth of technology. From what we saw in this flight, we're heading in the right direction." The developmental test process is about building incrementally into testing more complicated functions of the equipment and finding any flaws and problems based on usage in specific test profiles. "Really, the engineers put in the time and hard work," Major Chari said. "We have the easy part of seeing if it will do what they thought it would. It was interesting to see the engineers reacting and diagnosing the issues right away, based on our feedback." Capt. Chris Dupin, a 40th FTS member and the weapons system officer for the first flight, said he noticed improved capabilities during the initial flight. He said the radar was able to detect F-16s much farther away than ever before. "The kill chain for anything is the ability to detect, identify, target and engage a threat," Captain Dupin said. "If we can detect an air target earlier or farther away, that leaves more time and space to complete the rest of the kill chain. Completing the kill chain faster and earlier means we're better able to gain or maintain airspace superiority." The biggest "test" facing the project involves combining avionics and array systems from other aircraft and incorporating them into a totally different one. "By using (government and commercial) off-the-shelf equipment, the Air Force is able to save a large amount of the development costs, but the challenge is integrating these new systems and making them work as one," Lieutenant Meier said. Developmental testing is scheduled to continue through 2012, but the OFP CTF, being a shared unit of the 46th Test Wing and 53rd Wing, is unique in that its members can perform developmental tests while incorporating early operational testing. Officials have begun modifying a 53rd Wing F-15E with the new radar and they plan to begin some of the operational type of testing as early as March. The next stage of testing for the radar will be conducted by Air Force Operational Test and Evaluation Center officials before being incorporated in all F-15Es beginning in approximately 2014.

SCOTTISH COMPASSION A man was sitting on a blanket at the beach. He had no arms and no legs. Three women, from England, Wales, and Scotland, were walking past and felt sorry for the poor man. The English woman said, 'Have you ever had a hug?' The man said, 'No,' so she gave him a hug and walked on. The Welsh woman said, 'Have you ever had a kiss?' The man said, 'No,' so she gave him a kiss and walked on. The Scottish woman came to him and said, 'ave ya ever been fooked laddie?' The man broke into a big smile and said, ‘no’. She said, 'Aye - ya will be when the tide comes in.'

AFAIK, there're improvised approaches. You may check AC voltage across PE and Live, if you're not sure which one is live, try twice with both. If you ever get the reading close to nominal supply voltage, it may suggest you have a working PE. If you still suspect the PE can't carry enough current, you may connect a light bulb or something else across L and PE, instead of across L and N, if the RCD in your house trips, then it's at least capable of protecting you.

Жаль американцы Кондаурова не читали - у них таких проблем с лазером что-то не наблюдается.

А что значит НЕПЛОХО? Неплохо умеешь прыгать как заяц, забегать на крыши домов по стенам и стерлять бегая по зигазгообразной траектории в то время как тебя пытаются завалить другие ? Контра вообще никакого отношения как к войне так и к жизни не имеет. Ни в однолм нормаьном шутере пресонаж не должен прыгать вообще, ну или во всяком случае выше своей головы. это во первых. Во вторых. Много ли из фанатов контры хотели бы пойти служить в армию, и даже стать профессиональными военными? Уверен таких крайне мало. Потому что для большинства - "контра" -это просто желание порубится в комп. Да и среди верпилов надется не мало таких же "контрастрайковцев" которым двже ждойстик лень покупать. Но мы говорим, о действительно фанатах авиации, интересующихся темой, многие из которых посчитали за счастье полетать в реале. конечно сидя за компом летать как реальный летчик не получится, но получить определенные навыки, хотябы из разраяда "чего делать нельзя" можно и на компе, для чего собственно тренажеры и существуют.

And here's the stick calibration tool that they sent me. It seems to actually have worked. More testing needed, but I'm hopeful. It centers up now in the TARGET Device analyzer. Let me know if you guys get any use from it. Hey Mods, would you like to place these calibration tools as a sticky, since the only way to get them is contacting TM, and they're kind of a pain to deal with. HW_Stick Calibration_V1_11.rar

Guess I have to make my first post eventually, so let it be here. HELLOO!!! :P Wallpaper I made off DCS: A-10C

SATAC – Squadron Air-To-Air Championship Lockon has had a lot of great community events. LOCERF, BSS, CI, CWE, OPFOR to name a few. These events aim at having a realistic environment and none of them catch a real competitive feel on a squad-to-squad level as you are involved in large coalition. SATAC is not aimed at being very realistic, all flights will be flown in a very 'clean' environment (no SAM). The focus will be on coordination, pilot skills and, of course, winning. There are 3 stages of the tournament, Group Stage, Semifinals and Finals. Each round must be completed within a specific time period. This means Squads can decided between them and their opponent when they should fly within this time period. Example: Squad A vs Squad B in semifinals. Squad A cannot fly on 1st, so they talk to Squad B and decide to fly on the 3rd at 1234 GMT. For the next match, Squad C and Squad D can both fly on the 1st, so they set up their match on the 1st accordingly. TIME OF EVENT: SATAC will take place over 17 days: POSTPONED 1st-15th: Group Stage 16th: Semifinals 17th: Third-place/Finals If you intend to apply for a slot, you must read through the rulebook (see below). Each team should consist of at least 6 pilots, but preferably 8-10 in order to have reserves (pilots can rotate in the match so everyone gets to fly). One squad can post several teams, but pilots may not jump between teams. TO APPLY: PM me with your Squad's name, how many teams and name of the pilots that will join. (CLOSED) APLICATION DEADLINE: I'll take applications until March 5th OR until 16 teams have been signed up. (CLOSED) Squads: 51st (10 pilots) UVAF Team 1 (12 Pilots) UVAF Team 2 (11 Pilots) RvAF (11 Pilots) NFI (11 Pilots) CNAF*HJ (6 Pilots) CNAF*FC (7 Pilots) CNAF*FB (6 Pilots) =4C= (10 pilots) TAG Alpha (11 Pilots) Rulebook: http://www.51st.org/vault/SATAC/SATAC%20-%20Rulebook_v3.pdf Mission (V2): http://www.51st.org/vault/SATAC/SATAC_v3.rar Teams have been drawn randomly into the two Groups presented below. Teams are encouraged to start organizing their matches. Each team must face all of their opponents in the same group at least once.

EDIT: As this topic has just been bumped, I will stress that this was done with Beta 4. I beleive that the surface friction model was tweaked for the final release so the results below may now be redundant. There have been many posts reguarding braking and stopping distances. Though many suggestions have been made all seem to be based on anecdotal evidence and texts. I have now tested over 50 landings and present the following empirical results. (Only the conclusion needs to be read, the rest is just detail). Conclusion: 1) Anti-skid GREATLY increases stopping distance under all conditions tested. 2) Best stopping distance is A/S off, 3/4 wheelbrakes, Full airbrakes. 3) Anti-skid greatly aids handling especially at speeds < 50 kts, but 3/4 wheelbrakes with no A/S is just as good. 4) Stopping times were LONGER with less weight. (Same as an underweight car). 5) Pumping the brakes made stopping distances much longer. 6) suggested landing configuration A/S on for safety, 3/4 wheelbrakes, full airbrakes. Turn off A/S if runway overrun is looming (long landing). THE FOLLOWING IS JUST DETAIL DON'T BOTHER READING UNLESS INTERESTED. Method: A track was created with overspeed landing at idle. Tests were conducted by taking control of the track at 130-140kts and applying brakes (slider assigned) at 120kts. Results were ALWAYS reproduceable within 1 second (OK sometimes 2), due to this, many measurements were performed only once. nb. My SaitekX52 timer was 20% slow (though it keeps good time) so it was not used. Results: (Beta 4) Notes: -Stopping time was measured not distance (too hard), but by eye it seemed a fairly accurate substitute for distance. -Using 3/4 brakes was almost always better than full brakes and even more important when A/S was on. -3/4 brakes (slider estimate by my eye) appears to be about 60% according to Ctrl-Enter Graphic. -Hydrolics were never seriously affected and remained near full pressure. -No tires were popped except under deliberate oversteer. -% Effect of turning A/S off was greater with higher grossweight and airbrakes extended. -With A/S off, airbrakes only had a minor effect! (by percentage) -Airbrakes may spoil lift and increase down pressure on ground thereby reducing skidding. -Wet weather may alter results and crosswinds may make A/S more important for control (not tested). It appears that the A/S is tuned for stability and safety rather than stopping power. Skidding was more effective than maintaining traction under these conditions.

Did you install Tacview? Having that installed will fail the integrity check. Check this thread on our forums for the modman compatible pack of files that should allow you to join the server. You may want to back up the files and folders listed in that thread.

Here's a simple resized 1680x1050 version, can't really tell how much of a drop there is in quality as my native resolution is 1440x900. http://i1183.photobucket.com/albums/x462/Dowly/A10_Wallpaper_2_4_WashedColors_1680_1050.jpg

You know what's funny? I had that in mind right after posting the OP, when I saw the word "test" in the subject's title. *facepalm*

They made you a moderator??? Has the world gone topsy turvvy??

Легко! Ставится триггерная зона с условием "юнит вне зоны" и подачей сигнала например или взрывом ла. И как на ринге... вышел из зоны - звук и проигрыш

Переместил сюда (смысл темы более подходящий): Снарядить блоки Б-8 можно любыми ракетами С-8 как душе угодно, в любом сочетании. На ракете С-8 всего два контакта для подачи на них 27В для запуска. Но только смысл так заряжать? Также как и вместо ЛТЦ ДО снарядить. Переключаться между блоками можно только между внутренними либо внешними. А откуда в Ка-50 5 ракет за раз с одного блока? Или по одной? Надо выяснить какой у него ПУС стоит (они находятся в балочных держателях)? В блоках Б-8М1 пять групп стволов. В каждой группе по 4 ствола. Минимальное количество С-8 вылетаемое за раз с одного блока 4 штуки (1 группа). Подающие цепи в группе на ракеты запараллелены, сделать так, чтобы с одной группы ушла одна или две ракеты нельзя (только если снарядить группу не полностью, что часто делается при УБП) - это касательно Су-24М. Хотя С ПУС наверное можно вывести эл. цепи на каждый ствол. Пример работы СУО Су-24М при наличии 4 Б-8 (на двух симметричных точках подвески - 1 и 6, 2 и 5): Переключатель рода работ - НРС, переключатель варианта загрузки - ОДИН (нажатие БК - с каждого блока 1,2,5,6 т.п одновременно ушли по 4 ракеты, всего 16 шт); Переключатель рода работ - НРС, переключатель варианта загрузки - ЧАСТЬ (полная разгрузка с симметричных точек подвески. Первое нажатие - ушли все ракеты с 1 и 6 т.п., всего 40 штук, второе нажатие ушли ракеты со 2 и 5 т.п, еще 40 штук, итого 80 штук); Переключатель рода работ - НРС, переключатель варианта загрузки - ЗАЛП (наж. БК - полная разгрузка блоков всех точек подвески); Переключатель рода работ - НРС, переключатель варианта загрузки - СЕРИЯ (наж. БК - полная разгрузка симметричных пар точек подвески, 1 и 6, с переходом на следующую пару точек, 2 и 5, после полной разгрузки предыдущей). Выдержка из РЛЭ Су-24М: Вертолетные блоки нельзя вешать на самолеты. В самолетных блоках оттягивается носовой конус и устанавливается термопрокладка, которая защищает от нагрева головные части ракет. Полет без нее запрещен. СУВ вертолета понимает о типе НАР, но только не через блоки и ракеты, а через ввод данных в СУВ на земле специалистами авиационного вооружения через пульт ППК.

Наши лётчики не тренируют перегрузки на центрифугах. Переносимость перегрузок на центрифугах, проверяется (не тренируется) только у кандидатов в космонавты. Почему? Потому, что переносимость перегрузок - величина, зависящая от наследственных признаков на 40%, влётаности лётчика на 10%, и на 10% от наличия ограничителя безумия в голове лётчика. Остальные 40% приходится на экономическую несостоя... нецелесообразность проведения подобных тренировок. Посему, инструктору, в числе прочих, вменено в обязанность, при выполнении вывозной программы, свозить курсанта на перегрузку. Если глазки у сердешного закрылись - до побачення. А тратить деньги на закупку дорогостоящих установок допустимо только в том случае, когда эффект от проверки пилота на этой установке, ну не знаю, в миллион раз превысит затраты. К тому же не забывайте, что нормальный пилот, у которого начнут закрываться шторки от перегрузки (а не нормальных пилотов мы отсеяли в пятом абзаце), просто ослабит её и выйдет из серой пелены.

Правила боя на пушках 1 на 1 уже давно всем известны, особенно тем кто помнит бои Номада и Пакмана и люди, которым это известно обсуждают лишь вопросы стрелять или не стрелять на первой сходке, садиться или нет после победы и заправку топливом, если вылет начинается со стоянки на аэродроме. Я никогда не слышал, чтобы присуждали победу горящему самолету падающему без крыла, который умудрился выбить противнику РЛС или гидросистему, но оставил движки и управляемость. Поэтому я бы предложил так, кто упал - проиграл, кто остался лететь даже с 1 двигателем - выиграл.

Вихрями попасть в маневрирующий вертолёт шанс практический минимальный, их польза в том, что они заставляют противника маневрировать и не дают ему прицелится. В данном случае дуэльная ситуация, так что вопрос об обнаружении не стоит. А в простом бою - конечно же атаковать пушкой без ЛД, без вопросов. Опытов боёв на Ка-50 практически не имел, да и сомневаюсь, что хоть кто-то знает, как оно на самом деле. У меня было где-то 4 боевых ситуации в онлайне ЧА 1.01.: один раз меня сбили когда я висел (не помню, то ли Вихрем, то ли пушкой), второй раз я сбил вертолёт пушкой без включения ЛД, третий раз стрелял по вертолёту Вихрем, он разбился, выполняя маневр, 4 раз был настоящий вертолётный бой 2х2, было здорово, но всё продолжалось где-то 30 секунд, кто-то кого-то затимкиллил, и всё кончилось. В общем, нормального вертолётного боя я не встречал:). Но в теории сходки быть должны:) Перехлёст - он на большой скорости и резких манёврах, точно также можно блек поймать:)

Im pretty sure if you drove a McClarenF1 in GTR2 for eg. and it only reached a max speed of say 120mph and 0-60 in say 8 seconds you'd find reason to debate this as a realistic simulation even though you've never actually driven one. Capiche. :thumbup: Just because you don't understand the dynamics of aircraft doesn't mean you should be critical of the views of those who do.

Целиком поддерживаю саму мысль. И навязывать еще дополнительные правила дуэлей не совсем очевидно. Самое простое, дать возможность пилотам самим разобраться в тактике и умении. Почему-то видится самый простой выход, не навешивать вертушкам каких либо правил, пусть сходятся как хотят и маневрируют как хотят.

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:megalol: Not to mention the physical effects of air combat....g-lock and barf bags. Most falconers wouldn't survive the G test to begin with let alone survive ground school ;). The real deal is definitely in a category all it's own, there' a lot more discomfort involved that's for sure. :pilotfly: I can do a split S in falcon whilst drinking a tea after a heavy meal...tracking my target in a 6G dogfight is a simple zero resistance tweak of the neck and tracker IR fills in the rest ;). It's amazing back in the day (as a child) these graphics worked. Imagination seemed to fill in the rest, it seems as though now everything graphically must be hand delivered with a little bow and personal name card for it to satisfy. I know it's 2011 (technically it's only 25 days into 2011), but I'm still not sure what 2011 graphics are suppose to look like, especially in a flight sim. The genre has made loads of progress and will continue to do so no doubt about it. Here's to the past, present AND future :)

This is a funny thread... and sad at the same time...

Great news for the F-15E, thanks for sharing!

Yes, i know it performs well compared to the 1366 i7, and i have read tests, but i talked about conclusions that people jumped at after the graph that was posted above. One single test says about next to nothing.

I had the same problem initially, and I'm using win7 64. I was cursing TM! I just unplugged my stick and plugged it into a different usb port, which the cal tool recognized. I then unplugged it, and moved it back to the original port. (EDIT: It seems that people are also having luck by moving the stick and pushing buttons on it after pressing the spacebar.) The cal tool recognizes it at the original port now. I don't know why. I also don't know anything about the version discrepancy. I've just posted what TM emailed me. Yes! Calibrating makes a hell of a difference! My stick, after cal, reads 32768 X & Y! Dead-nuts center, and it's very noticeable in-game. I am happy. I'm also very surprised that the cal tools aren't incorporated into the TARGET software. Rushed to market? I think so. EDIT: My 100th post!! I'm finally a member!!

Хатка - это тоже кнопки. Настройка в "Виды - кабина", зоветётся "Обзорс с клавиатуры, быстрее"(а так же медленнее и нормальная скорость).

Перегрев ЛД это как вихревое кольцо, пока о нем не думаешь оно не появляется:)

я лично получаю удовольствие от полётов на термите, жаль миссии как бы недорабатывают или проще сказать не затачивают для каписятых.. вот и приходится гонять по 200км до цели.)))) давайте тогда ещё и Ка50 вс Ка50 ))

Пара ми24 - это проблема. Без ведомого разобраться с ними сложно. Я обычно действую так: после предупреждения или обнаружения вц ведомым захватываю ведомого ми 24 шквалом, отдаю приказ об атаке вц, совершаю пуск вихрем, при этом набераю скорость навстречу цели с увеличением высоты. Пара ми 24 начинает энергично маневрировать обнаружив пуски, обычно уходят виражем влево со снижением. (самое важное заставить вражеские вертолеты маневрировать, причем оба сразу, поэтому лучше вначале работать по дальнему вертолету, т к ведомый будет работать по ближнему, а следовательно по ведущему ми24). Затем я переключаюсь на пушку и уничтожаю вц оф боеприпасами когда он выходит из виража и пролетает намного ниже меня. Далее если ведущий ми 24 еще не сбит моим ведомым, то рвете его вместе.

Если все верпилы будут вести достойно, а то как прошлую тему быстро закроют. Давайте уважать друг друга , все таки эта игра.

на затылке штэпсельный разъём, красивый такой, блестящий...

Try this And in Options LUA: in windows display setup set 32" to the left and 22" on the right

Процедура активации, деактивации и другое описаны в мануале по быстрому старту.

Ну может традиции "набрать здоровых, а спрашивать как с умных" там и не так сильны :), но ошибок-трудностей роста и преодоления у них было нисколько не меньше.

So, as the old joke says: Muhammed change throttle with ali, Ali change trottle with Jahad, jahad change throttle with Iram, Jokes apart this was expected, you can try to check in the SN here and in Sim HQ Warthog section it can give us an idea is its belongs "to the comunity" ore some Jhon Doe. BINGO!!! I knew this number wasn t strange to me... Serial No. 935 FEED, page 7 of the Hotas Warthog serial number database of this site. He actually reported his throttle died, on both threads.

Ok, it's slow going but here's attempt #2 for engraving ...

Перезалил СТАРЫЕ скины для Су-30 Su-30 USSR AirForce SkinPack

Никада не говори НИКАДА(С)

F-94 as in F for fighter and 94 year you were born in... PS. actually I wanted to suggest stinkie :D

not really, the missile has to start off flying into the wind and that is where aircraft is heading... actually some racks are little facing inwards and downwards but that's because the airflow in that area is in same direction (air around airframe/wings does not travel in parallel) But while on this subject I've been wondering why don't they make a radar dome that can rotate more so that it can face 90° left/right so that it can allow your aircraft go into a beam without loosing lock

I guess not everybody is as henpecked as you are. :)

What's this? You have full purchase authority with your pay??? Outrageous!!!

What are you implying about my gunnery? :D

Тебя что ли "макнули"?

Я уж срашивал. Здесь: http://forums.eagle.ru/showthread.php?t=60098 :) В ГиперЛобби не было ничего. Будем копить на новые компы. Мне на это дело надо минимум 20 к. р.)