Fjordmonkey

Only thing I can say is.... SINNSYKT JÆVLA BRA!!!! To say that I'm looking forward to this is a gross understatement. I've been waiting for about 24 years for a proper Tomcat-sim, and this looks to be it. Hmm...that reminds me that I need to travel to Helsingborg, get Cobra hilariously drunk and get him to promise that the next module out will be the Viper :D

Hm! Interesting :D I completely forgot about the monster J58's. They're a rather special breed in general.

I know that some rocket-engines circulate cryogenic fuel through cooling-channels on/in the nozzle, but was unaware that any jet-engines used fuel to control the nozzle. This is also why I like the F100PW220E's, where the Nozzle is driven by the CENC, using compressed bleed-air. It's also one of the simplest ways to tell a GE-bird from a PW-bird, as the PW's tweet when the throttle-position is changed.

An oil-fuelled fire in a confined space with limited airflow, since the engine-bay airflow was disrupted through the shifted casing. Yeah, not really a situation I'd want to be in :P

Ouch! This could have ended VERY badly. Skimming through the accident-report tells me a few things: - Someone mistook the maint' shop for the church (Someone BELIEVED when they should have KNOWN. You believe in church, you know in the maint' shop) - Someone thought instead of making sure. - Someone hasn't kept up to speed on the obsoletion of parts and TCTO's. That this wasn't a complete write-off of the aircraft is down to pilot skill and blind luck, pretty much. Wouldn't be surprised if a few heads rolled in the 35MX over this.

Or failed starts during RS15-scrambles :D Since we ALWAYS used Start 2, a mis-start would mean near-empty JFS-bottles and the WORST stint of pushups you'd EVER experience due to having to manually pump up the pressure again with the T-handle. Wouldn't call it fun, but it was at least somewhat doable when we had new people with us in the shelter. 4 people taking turns pumping are FAR better than just two. It's a loooooong way from 150-200PSI and up to the needed 3000...

While I haven't done that in 120-degree weather, I HAVE helped remove the ventral fin and bathtub outside, at -15c and stiff winds off the sea. I still have scars from having to jam my entire arm up through one of the fire-hatches in order to remove the tiny little bolt. Absolutely hated doing it, since you were mostly working on feel alone. Good times :D

Goddamnit, mvsgas! Every time I come back to this thread, I miss working on the Vipers :D

Yep, seen that happen, too :P It's why I liked the older leather-covers more. They just smoked and smelled horrific, but didn't melt and ruin the probes. No such luck with the Crewchief-divider, though...

That right there is a very brave man, especially if Pitot-heat is on. I've made the mistake of touching the pitot-tube while running an elec-check on the aircraft, and that mofo is HOT!

I've done some testing after yesterdays update to 2.5, and I can get the server to run comfortably on ESXi 6.5 on a single-6-core CPU HPe Proliant DL360p WITHOUT having a GPU in it. Not too sure why I can't connect to it yet, but that's probably because of firewall-muppetry. Testing continues.

Dude, if ED came out with a full-feature DCS-level F16, I'd be on that train faster than the ass of a fly goes through its head when it collided with an X15. Then again, after working on the blasted thing for a year, I'm very much in love with the Viper.

Excellent, then I know what to do with some hardware I have flopping about :D

Please let me know how it goes, Teej :) I might be coming into a dual-node Dell VRTX-server in january/february, and I plan on using that for a DCS-server.

True, but I've got access to quite a bit of hardware and handle both VMWare and HyperV virtualization-systems pretty much every day through my job, I was wondering which of the two technologies was used. I haven't tested it out on VMWare due to the issues with not having a proper graphicscard forwarded from the host to the virtual machine (VMWare are notoriously picky about which cards they allow to be forwarded, and I personally don't want to mess with that if I can help it), but if I can get it to work on VMWare's drivers through some LUA-muppeting, I'll want to give it a shot.

Sorry for digging up this, but are you running HyperV or VMWare on this?

Better to have them and not need them than to need them and not have them.

I'm also looking to build a new box, but I'm waiting for AMD to launch the new Zen-architecture. It's said that this happens in October, so it will be interesting to see how it stacks up against the i7's both in terms of performance but also its pricepoint.

If those are the criteria, then the AH64 is probably the best :P But there's a lot of ways to define the best, which is what my point was :)

Define your criteria of what accounts for being the best, and THEN we can talk about it. Without specifying that, there is no "best". Or worst, for that matter.

Yep, looks like it. Big ones, too, by the looks of it.

Can't stop the Lada :D

This. Even here in the RNoAF, ANY work on flightcontrols, be they mechanics or, in the case of the F16, electrics/avionics, everything will be tested in the hangar where the work was done, inspected by the QA's, and then re-tested before the aircraft is cleared for operational flight and use. I find it strange that a mishap such as this could happen in the first place. Someone must have gack'ed up bigtime somewhere, be it on the flightline or in the development of the TCTO's for the job. Also, what mvsgas said about the TO's for the Viper is true. When you can teach an 18 year old kid with 2 weeks of bootcamp and 3 weeks of theory on the F16 how to perform a pre-, post- and throughflights, including launch/recovery both normal and RS15, in as little as 3 to 4 weeks, you know you've written something even a half-literate ape could follow. I haven't done much heavy maintnance on the F16's, but the little I HAVE done is pretty simple if you know how to read and understand pictures.

Better to be unpopular than to loose a jet and X number of people, I say. The same mentality got hammered into my head as a RNoAF groundcrew. One of the senior Crewchiefs had a very good way of saying things: There's two ways to do business around the aircraft. You either do what you're supposed to when you're supposed to and by the book, or you cut corners and will stand together with me and explain to the family of those that died due to your shortcuts or negligence just why they were gathered at the funeral of their loved ones. That really sunk in, and I never cut corners on an aircraft after that. Even to the point of arguing with both the Crewchief and the pilot, both of them captains while I was a mere Corporal.

During my service as a groundcrew in the RNoAF, Alert-recovery was actually more fun than alert-launches. Why? Because you have an AWFUL lot to do in very little time in order to get the jet readied for another launch. 15 minutes from shutdown isn't very much, even though the pilot aligns the INS before the jet shuts down. You get what you can done before shutdown, and stand ready to dive into the intake the second the engine stops rotating, hoping to get in before the fueltruck and/or weaponscrew arrives. The Vipers are launched pretty much like the Eagle is, although you only have one engine to start. From what I remember, the startup-procedure is somewhat shorter, though.