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Not to be Debbie Downer but isn't it kind of pathetic that we're praising a company for, you know... having QA? Are things really that bad that *not* breaking your game makes you an awesome developer? :) Allow me to say what we all really felt when we first read the thread title: "GOD DAMMIT." I want meh shadows :D (Actually I want my new graphics cards first...)

Position lights (flash) on once APU powered up Position lights steady/Anti collision on when taking the active Landing/Taxi lights are pilots preference daytime and required at night Formation lights depend on the mission but aren't used much anymore when we fly with NVGs.... This is how the 23rd FG at Moody does it which I'm a part of...

No matter how hard you try sometime it's not enough. We are gonna get some pretty nice features in next patch. Obviously it's worth waiting. Ofcourse I would like to have it already but if it shouldn't be relased we can do nothing about it... Well, you ED Team are the professionals. I believe there was no other clever decision to be made than delay the release. I'm very satisfied with quality of Hog right now so there won't be any thunder thrown by me :D We're waiting "patiently" ;). Keep polishing this diamond.

Exclusive Area 51 Pictures: Secret Plane Crash Revealed http://news.nationalgeographic.com/news/2011/05/pictures/110520-spy-plane-area-51-cover-up-crash-cia-conspiracy/#/area-51-cover-up-plane-crash-intact-a-12_35803_600x450.jpg

You talk about a lot of "if"s. So it needs "if"-conditions to be added for SEAD-Missions to become fun! ;) So the mission design leaves also a lot of room for boring SEAD-Missions. ;) SEAD can for sure be big fun! ... as long as the mission is well designed. And yes, working with the AGM-88 ;) would of course be fun! :)

Uploaded v1.1 (now also includes Air-to-Air employment using AIM-9M sidewinder missiles). Will create the individual PDF documents now... Have fun EDIT: Single PDF files uploaded. Changed their version numbering to match the all-in-one file.

Deadman, I wanna say how glad I am how you have handled shipping issue. I am very impressed with the quality of the covers, they serve me well and fit great stuff I have around, thanks a ton! I would say to anyone who plans to purchase Warthog somewhen in the future - better get your covers now!

//comes up, takes a breath, goes back to testing

oops posted twice by accident.

Вот это да. РВВ пригодились бы. А то бывают случаи, случайно попался тебе в шквал вражеский истрибитель на дистанции 3км и как хочется его...=) Но в какой-то теме писали, что пуск Р-73 вызывает проблему в двигателях, а конкретно - помпаж. А вот иглы да...

Не мешало б в/в ракеты повешать 2хр73 на пилоны или 4хиглы на законцовки. Иногда очень нужны. Конструкция в реале позволяет это делать. Вот было б и улучшение без лишнего ковыряния всего остального.

Не меня до сих пор вот это штырит:)Вот это история была.Даже сейчас можно в ЛО . [ATTACH]51691[/ATTACH] П.С.Фланкер.Ха Фланкер так этжжж....то же Фланкер:)Мона даже ролик переснять.Какой ролик был.Могу побыть Хорнетом которого собьют.:)

Thanks Rooster. I'm glad you appreciate my challenge. That's a very detailed reference and similar to what I have found on the web. Here is the reference I was using for the lazy eight: http://www.flightsimbooks.com/jfs2/chapter2-8.php I realize I can't incorporate all the elements of a real check ride in what I am doing but I wanted to create a series of basic flight training missions that someone like me (a cadet) would have to pass first before going into combat. My hope is that I would learn some things and pass that on while giving users a sense of accomplishment in a non-combat environment. Maybe my premise is a mistake but I wanted to feel like I earned my wings first before flying combat missions. Silly me as programming these is becoming as challenging as flying them. Here is the reference for the spiral dive: http://www.flightsimbooks.com/jfs/page126.php Feedback is always welcome so keep the references coming. I'll check them against my learnings from Google and try to make the missions as accurate as I can. I am not an IP nor ever claimed to be so if you see something in the mission that's not accurate please post it to the forum and I'll fix it in the next update.

Lots of people get this confused. Even military JTACs in training. IR pointers are used for target identification at night. A JTAC can "sparkle" a target to show the pilot where he wants the bombs, just make sure he hits the right end of the beam :-). It only works at night. In DCS as in real life, CAS is easier at night for the JTAC and the pilot. IR pointers can also be used to id friendlies and even "rope" the aircraft. The Laser is used mainly for TGO, that's terminal guidance operations. You can also use the Laser for Laser Spot Search (LSS) which is a marking function but that's not used very often. Can be used during the day. Why both? Why all these toys? Because targets in real life and in DCS are hard to find and we need all the toys we can to find and determine exactly where the bombs need to go. Hope that helps.

great place for technical help http://www.sevenforums.com/ and http://forums.guru3d.com/

You don't install drivers from a CD supplied! :disgust: Ever. Download the latest ones from the OFFICIAL site. Use the system's Hardware Manager to determine the model name of your soundcard or the http://portableapps.com/apps/utilities/siw_portable If installing new driver won't fix it google for the specific error +audacity. If there will be no direct answer or a confirmed solution, head to audacity official forums and start a new topic there.

I thought I should reread the full thread just in case I was being over critical. Nope I am not. These guys deserve all the praise that is given to them. Imagine Ubisoft or Relic or BI/codemasters giving the same support to the paying public. Also after all the rubbish that was posted in the beta 6 thread there is no reason at all why encouragement is not warranted. I am no kiss ass but the testers AFAIK all have full time jobs all want to fly the A10 but sometimes have to put that stuff aside to test patches. I would not want that responsibility,

Not so. Installer worked fine. The patch itself introduced new blocking bugs. I agree that no-one should feel obliged to heap praise on ED for doing their job, but these blocking bugs were found by the tester team, and none of them were obvious. Also, I am not the world's biggest technophobe (but not far off it), but don't you need an installer to actually, you know, install the patch? As an aside, I also note that despite your criticism of the LII pod modelling in the sim, you never responded to my comments about the data ED used to model visual acuity... http://forums.eagle.ru/showpost.php?p=1191449&postcount=51

И вот опять Laivynas проталкивает английский. Всё это хорошо конечно, но вы думаете в Российской армии тоже на английский перейдут, чтоб вероятному противнику с переводом не надо было заморачиваться? П.С. И хватит мне предупреждения лепить :)

OK, so now I understand what you are doing. I must say that sounds almost impossible to do effectively. The problem with what you might be doing is creating an instrument course for which you are calling a contact course,...also there are many reasons this kind of training is done fluidly in one spot. Lazy eights have very simple parameters. For example we can use the USAF T-6II since it is what you would learn to do contact flying in. This is how a Lazy eight would be executed: It doesn't start with a dive... 6.18. Lazy Eight: 6.18.1. Objective. Maintain coordinated flight through two successive, symmetric, opposite direction turns that define the maneuver. 6.18.2. Description. This is a slow, lazy maneuver that describes a horizontal figure eight at the horizon. The horizon line bisects this figure eight lengthwise. Pitch, bank, and airspeed constantly change. The maneuver is complete after two 180-degree turns with the aircraft in level flight. 6.18.2.1. Airspeed. 200 to 220 KIAS. 6.18.2.2. Power. 50 to 60 percent torque. 6.18.2.3. Attitude. Entry: wings level, 90 degrees MAX bank, 45 degrees MAX nose-high pitch. 6.18.2.4. Altitude. Approximately 2,000 feet above and 1,000 below entry altitude. 6.18.2.5. FCP Visual Reference. Bottom foot on or slightly above horizon at top of leaf, feet splitting horizon as you come through horizon, top foot on horizon at bottom of leaf. 6.18.3. Procedure. Control pressure constantly changes because of changing bank, pitch, and airspeed. To help fly symmetrical leaves, select a prominent point on the horizon (90 degrees off aircraft heading, for example, off the shoulder) or a ground reference, such as a section line or road (perpendicular to aircraft). Selected points should be far enough from the aircraft (not beneath the wing) so you won‘t fly over it. Mentally project an imaginary line from the aircraft to the horizon. Look in the direction of flight turn and clear throughout the maneuver. Lazy Eight. 6.18.3.1. Begin in straight-and-level flight with briefed entry airspeed and power setting. Select the desired reference point on the horizon or ground, and align the aircraft so the reference point is directly off a wingtip. Blend aileron, rudder, and elevator pressures simultaneously to start a gradual climbing turn in the direction of the reference point. The initial bank should be very shallow to prevent excessive turn rate. As the nose is raised, the airspeed decreases, causing the rate of turn to increase. Time the turn and pull-up so the nose reaches the highest pitch attitude (approximately 45 degrees) when the aircraft has turned 45 degrees or halfway to the reference point. Use outside references and the attitude indicator to cross-check these pitch-and-bank attitudes. Bank continues to increase as the nose falls. The aircraft should be pointed at the reference point as a maximum bank of 80 to 90 degrees is reached and the nose reaches the horizon. The lowest airspeed occurs just as the nose reaches the horizon (approximately 100 knots below entry airspeed). 6.18.3.2. Do not freeze the pitch or bank at the horizon. Passing the horizon, let the nose fall, and begin rolling out of bank. The second half of the leaf (nose below horizon) should be symmetric and approximately the same size as the first half (nose above the horizon). The bank should change at the same rate as during the nose-up portion of the leaf. When the aircraft has turned 135 degrees, the nose should be at its lowest attitude and the bank should be 45 degrees. Continue blending control stick and rudder pressure to simultaneously raise the nose and level the wings. Monitor the progress of the turn by checking the outside reference point (off opposite shoulder from maneuver start). The aircraft should be wings level at entry airspeed as the nose reaches the horizon, having completed 180 degrees of turn. Without pausing, begin the second leaf in the opposite direction of the first. 6.18.4. Technique: 6.18.4.1. Set up perpendicular to a long road or section line. Visualize the road as the straight line part of a dollar sign ($). The two turns of the maneuver complete the ―S‖ portion of the dollar sign. If ground references are unavailable, the heading bug can be set to the initial heading and used to monitor the progress of the turns. 6.18.4.2. During the nose-up part of turns, pull to put the bottom foot (foot on inside of turn) on top of the horizon and roll around it until approximately reaching a 60-degree bank. 6.18.4.3. When bringing the nose back to the horizon from a nose-low attitude, the number of knots below wings level airspeed should be approximately equal to the number of degrees NL. Example: If the desired wings-level airspeed is 220 knots, the airspeed should be approximately 190 knots at 30 degrees NL, 200 knots at 20 degrees NL, etc. This same principle can apply to the Warthog with just slightly different parameters. Spiral Dives?? Not sure where that fits in logically during your training... I am not sure that I could explain in detail why I am not sure why this would work efficiently..... when you could just demo do the procedure and have a stud learn to do it properly,...also teaching how to manage energy in a MOA is a huge priority and if are teaching one manuever at a time without the flexibility to decide what maneuver you are currently opted for to stay in a MOA and also have enough SA to fly good aerobatics and learn energy management then it might defeat the purpose of traditional military training. Consider creating one large MOA and thats all and have the stud stay inside that MOA and complete all aero within that small box in the sky defined off of a TACAN or something. Energy Management, turn radius,turn rate, God's G, Basic Aircraft Control, Aircraft Handling Characteristics, Situational Awareness, Airmanship.....etc can be taught all in one with this type of training. Don't let me discourage you completely but I must say that there is more than meets the eye with this type of training. And the reasons for this way are many... Hope this helps or provides a thought, Sincerely, "Rooster"

Again respectfully, it was you who started used the heli sim analogy:doh:, I was simply just putting it the correct way round. Take FaceTracknoir for example, it uses NONE of the code from ANY NP software AT ALL. It uses an API that is available on the FREE market to track a face from the webcam. The developer can then move that data input into the game in whatever way ED agree on. There has been NO reverse engineering or stealing of code so copyright does not apply. This is not about NP protecting their code or software, plain and simple its about keeping their market share.

:cry: Don't worry sorcer3r, they'll fix them up for DCS: F-15E :D

Don t you have a CD or something like that ? Or download the drivers from the site, execute it and use default places given by the instalation.

Really sorry to hear that:( These are such a great addition to the cockpit. I don't have any flightsim buddies so I can't really get you anymore orders. I think that if more Warthog owners knew of these great covers, they'd jump on the bandwagon :) Maybe you can find a way to get the word out better, I don't know. I just happened to see a post about them while scrolling down...prior to that, I'd never visited the "for sale" thread. It was pure luck. Well, good luck :pilotfly:

Bezels OKay - Here are pics of the canopy and glareshield. I had to make the frame larger with sheet plastic. The glareshield was made from MDF and I mounted a fan to add cooling for the monitor (it will run off my PC). The instrument panel shows how I had cut the plastic first then marked out the holes on the MDF. The picture with it in the cockpit was just a test fit (you can see the blue masking tape behind the MFCD's). I hadn't yet fully painted it or added the screws. When I drilled the holes in the MDF I screwed the panel to a large piece of Chipboard, so there was no chance of it moving around. Here is the link for the BK thread... http://forums.eagle.ru/showthread.php?t=67562

Covers arrived today , very nice HOTAS covers , quality is superb. Uploaded with ImageShack.us Thank very much :)

:lol: Mastering?:megalol: ...unbelievable! I guess the fun is mostly about managing (as opposed to mastering) the general procedures, systems and weapon deployment modes. Getting a feeling for the plane is more important, since we do not have the physical feedback of g-forces and the vibrations in a real plane. The instinctive flying is a most crucial part IMHO. To simply know how much to work the stick to not let her crank in a break turn at 100 ft and make another smoking hole in the ground. :Flush: I had a great insight, when I watched a track from 159th Viper about the inverted dive - I realised most of my problems came from harsh and to intense movements on the stick. After you can feel the A-10C, know how much to yank the stick, how it behaves in certain situations, flying is easy and you can concentrate on the business. The systems are easy to learn, once you understand them (except the CDU:helpsmilie:), but that does not mean you "master" them. You need to train and try things. That is the most rewarding part, when you see that procedures just flow like when you're driving a car. I started with the Beta in October and by end of November most basic stuff was manageable including GBU drops, CCRP bomb delivery etc. To just have some fun you might take a couple of days, if you cheat a little with "immortal" setting you may miss some training on start-up procedures though:D As already stated before you need practice, practice and perhaps a little practice to really master the A-10C, but honestly the way is part of the goal. If you are into flight sims this one is most rewarding in any way! Ah, yes... having some experiences with other flight sims helps a lot :music_whistling:

Good news - I hope you stay dry ... :-)