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Clickable Radio Menu for DCS World v3.1 (it's now final/feature-closed and expect no further updates as long there are no bugs with DCS 1.2.6.17746 and upcoming DCS builds) v3.1 Fixes a logical flaw/bug when moving the selection down (RadioMenu_Ypos_Config) ; The selected radio-device indicator (UHF/VHF/Intercom) won't separate from the selection menu anymore. And it has now more configuration settings and a two-point calibration that allows you to change the text-size. The ReadMe.txt The configuration file (..DCS WorldConfigClickableRadioMenuConfig.lua) : Where to click with the Middle Mouse button for calibration: Changing the Mouse button and re-calibration on the fly: Please Vote! >>> Poll: Who wants a click-able radio menu ? [DOWNLOAD] ...for those that are interested why and how it works. The AHK code that runs the whole show: >>> http://forums.eagle.ru/showthread.php?p=1893452#post1893452

OK, then it might take you a long time to learn this sim. At least I did not tell you to RTFM. Give me some credit, friend. Ripcord EDIT: If I makes you feel better, I went to EASY radio communications today just to finally master which calls are VHF AM, which are VHF FM, UHF, etc. Decided it would be a useful step as a learning tool.

So learn to key the right radio.

So I got access to some training and operating procedures from Nellis (A-10 Weapons School) and updated the attached Operating Instruction. Unfortunately I can't release the original document as it's unclassified but For Official use Only but what I've done is use what isn't sensitive and updated the OI we use in the 25th for Air-to-Air qualifications. If includes picture references for formation with the tanker, precontact, contact, and gives the real world procedures for conducting refueling. Hopefully this will help some folks out.

Не о том товарищ мы говорим.В 1С и в ЕД прекрасно понимают какие цены ставить и где. Меня больше устраивает ответ Чижа , ибо прекрасно понимаю о чем он говорит( ресурсы , приоритеты и т.д)Поэтому нам нужно не пытаться как то изменить отношение к нам к русскоязычном пользователям, а воспринимать то как это есть на данном этапе и просто приспосабливаться под данные обстоятельства.А уже как это делать -это другой вопрос.Может быть и не патриотично высказывание.

http://forums.eagle.ru/showpost.php?p=546472&postcount=14 http://forums.eagle.ru/showpost.php?p=892531&postcount=5 Учесть, что ID джойстиков почти наверняка изменятся.

I have used two different methods for the vehicles. 1. Correct 2. Correct (the zone has nothing to do with what STOPS where) 3. It sets off trigger as it enters zone (it doesnt stop in zone) If you didnt use flags then it wouldnt be achievable as shown. A flag is a boolean, i.e. it can be true or false. In a programming language flags are usually alphanumeric e.g. x . In the DCS MissionEditor flags are numbers. So each number can be true or false. You can utilise these to good effect when constructing a mission. Google boolean flags as see some explanations if your still not sure.

Объединить одиночку с сетевой, зачем постоянно туда, сюда перезаходить. Надо например настроить джой... тебе придется выйти с сервера, с сетевой... потом запустить одиночку, настроится, выйти с одиночки ,запустить сетевую и зайти на сервер - сколько лишних действий!!! Зачем? соедините вы их... Кстати почему бы не сделать ранги? как в бателфилде=)) Зашел человек на сервер - все могут увидеть какой у него налет, сколько побед и наград и т.д.

Bought this: here: http://www.simw.com/jet-ranger-pitch-lever.html Yes, it is super expensive. :( Then added a couple more switches and an additionnal coolie hat from a scavenged thrustmaster joystick, to get that: The final integration is shown in this video:

Ну значит можно спокойно делать DCS Su-27 Flanker,и не париться по поводу продаж:music_whistling:

More pictures:)

Мануал вполне адекватен конечному продукту, ИМХО.

Купи своей девушке цветов лучше :)

Ok heres what they are: HARM POS = Position Known DL= Data link EOM= Equations of Motion RUK= Range Unknown PB= Pre Briefed HAS= Harm As Sensor RWR= Radar Warning Reciever MFD= Multi Function Display OF= Open Falcon IDM= Improved Data Modem DED= Data Entry Display HARM= High speed AntiRadiation Missile TMS= Target Management Switch HSD=Horizontal Situation Display Harm modes are: POS HAS DL POS the following flight profiles: HAS is what F4AF, OF and FF uses all the time where the Harm missile is used to detect the tgt. DL is the datalink mode ref my earlier post although it works by recieveing a SEAD message or CAS mission update and the TGT appears on the HSD. So a work around is as what I described just Markpoint/cursor pos message to aircraft or flight for SEAD tgt. TMS is the HAT on the HOTAS which is modeled in both OF and F4AF you have TMS up,down,left,right which manage TGT lock, unlock, radar modes/submodes and datalink to aircraft in flight.(OF only for DL, F4AF will show A/A tgts locked but not ground tgts).

Изначально вся команда работала на энтузиазме. О каком-то вознаграждении никто и не думал. Ребятам просто хотелось сделать посильный вклад в любимый проект, почувствовать причастность к чему-то большему. — Это больше чем деньги.:)

The easiest way is to make a trigger that looks something like, Once> Time More than 2 seconds > Stop and Deploy to template (group you want to stop) Then we have to make a trigger for them to resume their waypoints. Once> (whatever condition you want them to move> Group Resume Its as simple as that.

There is a lot of confusion for peeps as to what QNH, QFE, QNE and QFF settings all mean. Not sure if it's been explained before but I'll just do a quick info filler post for those new to altimeter pressure functions. Its a lot of info to take in but hopefully will ease the pain and I will summarise at the end. History -These 'Q codes' originate from days way back when. Voice radio was hard to make out clearly at times, especially on HF frequencies. The reversion back to using morse code was then required to establish a clear method of communication. These Q codes were a set of 3 letters beginning with a Q. They were set up to transmit a sentence quickly with just morsing 3 letters. This originally was to signify a question. QRB = What is your distance. QRC = what is your true bearing etc. As the codes developed they also incorporated statements such as QFE = Pressure at particular observation station (an airfield/port/oil rig/etc). Just out of interest, Q codes reserved for aviation use are QAA–QNZ. There are reserved sets of codes for maritime and sets for all services use. So, history lesson out the way... what do the pressure setting Q codes actually mean? ------------------------------------------------------------------------ QNH = The pressure at mean sea level. When set on your altimeter it will read your ALTITUDE. Sat on the tarmac at your airfield the altimeter will display the airfields elevation above mean sea level. This is the most commonly used pressure setting in the commercial world. Its probably the most useful setting to have, as nearly all aviation references to elevation are in relation to mean sea level. The mountain peaks on a map, airfield elevation, target elevation, minimum safe altitudes enroute etc. Incidently, QNH is given as a regional pressure setting and should be updated with new ones if you leave its area of reference into a new QNH pressure region. The QNH is the LOWEST FORECAST pressure at mean sea level for a given day to ensure that safe terrain seperation is maintained regardless of the days variation in pressure. ------------------------------------------------------------------------ QFE = Is mean sea level pressure corrected for temperature, adjusted for a specific site or datum like an airfield, being the most obvious example. When this is set on your altimeter, it will read your HEIGHT not altitude. It will read zero at airfield elevation and after take off will read your HEIGHT above that specific airfield. If you fly to another airfield of different elevation and/or different QFE pressure, you will have to ensure you reset that particular airfields QFE if you want your altimeter to read zero on touchdown. QFE is very good for new pilots who are remaining in the circuit around an airfield and keeps things simple for that task. ------------------------------------------------------------------------ QFE Example: Airfield A with elevation 250ft above mean sea level. Airfield B elevation 300ft AMSL. A to B = 10miles. Assuming a uniform atmospheric pressure in the region. Take off from A, altimeter reads 0ft on runway and after take-off reads HEIGHT above airfield A. Go and land at B and your altimeter will read 50ft on the runway. This is because B's HEIGHT is 50ft higher the A. In this example, if we set the regional QNH, then the altimeter will read ALTITUDE and therefore the airfields altitude AMSL. Airfield A, altimeter will read 250ft. Airfield B will read 300ft. This is why QNH is the primary pressure setting used in aviation at lower levels. It is far simpler working in a setting that gives ALTITUDE, so you can reference your vertical position from everything on a map or chart. (All airfield plates (charts) have their altitudes AMSL on the plate.) ------------------------------------------------------------------------ This is all good and well knowing that QNH is the best pressure setting to use in a region for vertical situational awareness. But it is not always possible to get the regional pressure setting QNH from accurate means and a reliable network of meteo stations. Remote airfields and isolated combat zones are just 2 examples where it'd be difficult to get an accurate QNH when you dont have access to good forecasts and numerous pressure sensing stations. If pressure info isn't available then you can get QFE easily by selecting an altimeter setting that reads zero on the airfield. The number in the altimeter pressure window is your QFE. To get QNH, you just need to know your elevation AMSL and set that in your altimeter. Airfield elevation = 250ft. Set altimeter to read 250ft. Pressure in the altimeter pressure window shows your QNH. (You have to remember that this wont be the lowest forecast QNH pressure for the day and just be cautious at low level. But thats why a radio altimeter is handy!) ------------------------------------------------------------------------ There are 2 other Q codes used for aviation pressure settings QNE = the Internation Standard Atmosphere (ISA). It is the average mean sea level pressure around the globe. It is planet earths mean atmospheric pressure at sea level basically. This pressure setting is refered to as STANDARD in aviation. STANDARD is set from QNH when climbing up through the "Transition Level". Your altimeter will then read your FLIGHT LEVEL. A reading of 25,000ft is FL250. 5,000ft = FL050. 13,500ft = FL135. ------------------------------------------------------------------------ The last one isn't really used in day to day aviation knowingly by pilots. To avoid info overload I have hidden it if you feel the above is alread a lot to digest ;) ------------------------------------------------------------------------ Summary QNH = Altitude (AMSL) QNE = Flight Level QFE = Height (AGL) QFF = Not used for altimeter settings In reality, QNH and STANDARD are the 2 most commonly used pressure settings. The other 2 - QFE is good for very local aerial work such as circuits at a specific airfield but not much use for wide area flight. QFF is used in meteorological weather charts. Hope this helps at least one person out there ;) Fly fast, take risks! Happy flying! ------------------------------------------------------------------------

Manual has been update to Version Number 2.3. I changed some issues acording to INS alignement as discussed on the page before.