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Allright, the missing piece of information was that the serial number is on the manual - which was in my by now rather extensive shelf of game manuals (1942 PAW, RBII, the original B17FF etc... wow! Trip down memory lane.) and not the DVD box. All sorted now!

I blame it on the F-14. :)

Allright, I have the DVD. Do I have to reinstall in order to get a serial number? No serial number in the box, just the TrackIR commercials. Cheers, /Fred

FWIW, the solution seemed to be to stop using DCS for most of a year and then return with v2.5... (Read: The issue I was seeing on my end, whatever it was, has apparently been resolved somewhere between then and now.)

Still haven't found any way around this. It may be of interest that the TIR is still working when it happens.

I have this as well, as of a week or two ago. In my case it is most definitely when DCS loses focus. Over to my second monitor to flip up the next approach chart and the controls freeze. Clicking in DCS to bring focus back gets them working again. With charts, Teamspeak etc it is essentially a showstopper. No issues in other programs, e g FSX or P3D. Rgds, Fred

Is this the high speed dive test document referenced? http://forum.il2sturmovik.com/index.php?app=core&module=attach&section=attach&attach_id=21158 (Versuchs-Bericht Nr. 109 05 E 43 'Hochgeschwindigkeitsversuche mit Me 109' dated 1943-04-15, with English translation included in the above link)

Those where you can black yourself out are somewhat limited in their functionality as well and only lend themselves to very basic simulation functionality. Check post #27 in this thread though. :)

No. But carrier trials were performed, including retrofitting an arrestor hook. It's on the Wiki page. Carriers were used to ship Mustangs during the war, that's where the pictures of Mustang-stacked decks and hangar bays come from.

The inner ear does you no good. You only spend time learning to ignore it, as it is mainly a source of sensory illusions. Those with a well developed sense of balance get the additional joy of dealing with motion sickness. What you need is TrackBehind, as that's the sensory system at times used to supplement your primary sensors (i e vision and hearing). Simulation controlled pneumatic cushions are in use, and I've seen them in serious hobby level home pits... they work surprisingly well. Speaker elements in the seat is the next best thing I hear.

Mustang Manual Misquoting Please - drop the "excessive". It is a misquote - it's not in the manuals, P-51D or F-51D, even though the wording of the caution changed a bit. If it was in a DCS manual, it was probably under artistic license. It does not seem to be mentioned in the early manuals, so it was possibly a lesson learned the hard way while operating the aircraft. If you have a brake dragging by even an unnoticeable amount, things will be hot regardless of the amount of taxiing performed. Shredded Tyres It is true that you do not want to retract a spinning shredded tyre, as the rubber shreds can wreak havoc on the electrickery and hydraulics inside the wheel well. I wouldn't rule out denting a bit of structure either. On a big plane with several wheels per landing gear, it is a real risk. On a Mustang, or other WWII fighters with one wheel per landing gear, the likelihood of you shredding a tyre during the takeoff roll without noticing it is... let us say somewhat reduced. In theory you could hit a rare (and endangered) Southern Rebar Hedgehog just as you take the weight off the wheels and not notice that your tyre was ripped apart, but... Precession The gyroscopic forces are real, but nothing the torque links can't handle. Compare the precession loads with the punishment the gear has to take on the ground, and it'll be completely marginal. You'll find that some of the automated systems will apply brakes during the retraction, not prior to it. In other words, only once the gear is moving and the precession loads are already in place. Red herring/OWT. It's Getting Creepy Applying brakes after take off can lead to the tyre creeping on the rim. For this reason, and as mvsgas pointed out earlier, the automatic systems apply a limited amount of brake pressure (at times even on separate actuators, hooked up to the retraction system). Moderating the brake pressure finely is not an easy thing to do well manually every time as you're busy flying the departure. For tubeless tyres, tyre creep is merely bad. For tyres with inner tubes, you'll end up shearing a valve stem and find a completely flat tire upon landing. Not a good day in the office. Terminology Snubbers is the term I'm familiar with for the rubber pads braking mainly nose wheel tyres. 'Scrubber block' was a new one to me, and to Google it would seem. Where is that one found? Final Words As always: Go by the book. If you think the book is in error, get engineering to change the book and then continue to go by the book. In the meantime - and this may be surprising - you should go by the book. Cheers, /Fred

FWIW, IMNSHO TLAs and ETLAs are sierra hotel. YMMV. Sorry, couldn't help myself. ;)

Enter an ICAO identifier and you get a URL which you should be able to use for HTTP access from your code.

There are a couple. Google should help. One is at: http://www.aviationweather.gov/adds/metars/

From abother thread here: That removes some uncertainty. I also think you need to look at the azimuth you use for the downwind turn. I'm on the road, doing the calcs literally on the back of an envelope so I can't really post them, but I find a theoretical lateral distance from final if rolling out blind of around 1200 to 1800 meters at slightly short of the expected distances (17.4-19.6 km). It must be considered that in practise it takes time to initiate and roll out of the turns as well, extending the pattern. The intention isn't precision either, but to get close enough to a decent pattern even though the speeds dictate you'll rarely be visually oriented to the runway as you'd be at 80 KIAS. Finally, I've found it to work as expected in actual practise. Does your mileage differ? Post a track?