whiteladder

Apart from the fact that its not only the Navy that are in the trade of sinking ships, I think most modern Airforces see the benefit of being able to attack a ship at sea from 200+ miles away rather than from a frigate 50 miles away. Also using your surface fleet to attack shipping is only an option when you don`t face a enemy that has invested in an air launched AshM or has a surface fleet that has missiles that outrange your own. The UK current Air launched anti-shipping capability is worse than it was in the 1960`s

This is especially true as the UK currently has no long range air launched AShM in its inventory, quite literally a shocking state of affairs.

Where exactly do the texture files currently reside? I have been looking for them ( and for some of the ships,) without much luck.

Ok found this Current AIM-120 has demonstrated ~0.59 pK in combat to date, 17 missiles fired for 10 kills.

The 120 has achieved 10 kills 6 BVR and 4 within visual range. I can only find the kill/launch figures for the BVR kill, so I`m not sure of the total PK.

Since 1991 the Aim120 has scored 6 BVR kills for 13 missiles launched a 46% kill ratio. The name Slammer originates from the first 3 AIM120 kill all being achieved with 1 missile/1 hit. These were all over the Iraqi No fly zone. There have been a number of misses since.

Thanks Bruce, this is something that has obviously change since the last time I fired the game up.

I can`t seem to get the target lock function to lock onto vehicles with the Ap round selected, it does lock onto incoming missiles. It works correctly with HE. Any Ideas? Edit: just found it will lock vehicles on my own team just not enemy targets.

Clearly the radar modelling for all of the ground unit is basic, with all the manual tasks of operating the radar missing. Having said that the search radar for the real Tunguska has selectable elevation coverage: 0 to 60 degrees, 40 to 80 degrees 0 to 30 degree. So yes it would be able to look within 10 degrees of vertical with the appropriate elevation coverage selected. "( I think you confuse 2d vs 3d radars, that can look vertical too.)" Having worked at the Royal Air Forces Signal Engineering establishment I have a fairly good idea how Radars work. Most people think that the elevation coverage of a radar involves the antenna being scanned in the vertical axis ( either mechanically or electronically by Phase). Many 2d search radars are able to change the elevation coverage by either having the signal horn in front of the radar movable or using movable spoilers on the antenna face or multiple feeds. I suspect the real system uses a movable signal horn.

"Today DCS radar limit seem to be like a cake shaped dome, with a small hole in center of it." For a 2d search radar, that`s pretty much what you would expect from the Radar coverage.

The average smart phone already has all the components built into make a workable guidance system.

Given that most these aircraft are design to be Low observable to radar they will tend to have similar design features i.e. the avoidance of 90 degree angles, blended body/wings etc.

DI Tomahawk now that is a classic!! I had it on the Amstrad 464 does anyone remember the copy protection for this game... it basically created a unique code each time the game started, which you could only read if you viewed it on screen through a special lens supplied with the game.

Ok this is from a retired V-22 pilot and seems to contradict the Pitch lock out. "The TCL moves fore and aft just like an airplane throttle, unlike a helicopter collective. It does operate as a collective control, however, and becomes a traditional throttle during the transition. While this may seem counter-intuitive to helicopter pilots, it actually makes a lot of sense, because regardless of the mode of flight, youre always doing the same thing: controlling the thrust vector." he goes on to say: Once the nacelles hit zero, the next step is to autobeep the rotor r.p.m. to the cruise speed of 84 percent by briefly flipping the nacelle thumbwheel forward and letting it spring back into position. The sound and vibration levels drop significantly at this point and the Osprey is flying with about a five- to seven-degree nose high platform while accelerating through 200 KCAS all in about 15 to 20 seconds. During transition, the flight controls switch from a helicopter to an airplane based upon a speed schedule contained in the flight control computers. Swashplate movements are reduced and the flaperons rise up to become very large ailerons. (One thing to note is that the TCL doesnt change its function; it still controls the thrust vector by collectively changing the proprotor pitch.) So it seems fair to say that in airplane mode the FADEC maintains the rpm at 84% and that pitch controls the amount of thrust.

This is from this website http://www.navair.navy.mil/v22/?fuseaction=faq.main: The process of rotating the nacelles between helicopter and airplane mode is called “transition”, and the reverse from airplane mode to helicopter mode, “conversion”. Transition and conversion procedures are simple, straightforward, and easy to accomplish. The amount and rate of nacelle tilt can be manually controlled by the pilot or can be performed automatically by the flight control system. The V-22 can perform a complete transition from helicopter mode to airplane mode in as little as 16 seconds. Conversions and transitions can be continuous, stopped partway through, or reversed as desired. A tiltrotor can fly at any degree of nacelle tilt within the authorized conversion corridor envelope. During vertical takeoff, the conventional helicopter controls are utilized. As the tiltrotor gains forward speed, the wing begins to produce lift and the ailerons, elevators, and rudders become more effective. Between 40 and 80 knots, the rotary-wing controls begin to be phased out by the flight control system. Once in airplane mode, the wing is fully-effective and pilot control of cyclic pitch of the proprotors is locked out. Because the nacelle angle can be commanded separately from the primary pitch controls of rotor cyclic and tail elevator, the conversion corridor (the range of permissible airspeeds for each angle of nacelle tilt) is very wide (about 100 knots). In both accelerating and decelerating flight, this wide corridor means that a tiltrotor can have a safe and comfortable transition or conversion, offering the combined advantages of speed and maneuverability for low level flight. So it would seem that Nacelle angle can be control manually, and that conversion between airplane/helicopter control mode is dependant on forward airspeed and therefore control effectiveness of the conventional flying surfaces., which would make sense. This is an interesting observation from an Israeli pilot who has tested it: "The pilot uses a control stick and a system that is similar to a throttle. In one standpoint, the control stick serves to determine altitude while the 'throttle' serves to determine speed. In the other standpoint, each of them serves the opposite role. In the mid-stage you feel like you're losing control of the plane. I imagined that the fly-by-wire system would function more smoothly, but discovered that in some cases we needed to intervene."

Also add into the mix that many jamming pods have directional antenna`s, which means that the host aircraft is not affected by its own jamming anyway. The electromaganetic environment is a hugely complex thing to model, with the possible combinations of different systems interacting with each other. M

This is a good point, the AI spotting it too good, it needs toning way down. I would image this is quite a hard thing to program, at the same range, spotting a tank in the open, against a treeline, on a ridge line should give different spotting results.

I have been playing as allied side quite a bit this week, I have to say that I'm not having this experince at all. I generally cruising at 50+ kmph and getting hits regularly at 4.5 to 6km . I'm hit v to stabilize the gun in azimuth, locking up the target and adjusting for wind, take a shot and watching the fall of shot and the adjust the aim point. I can quite happily stay outside the Russian tanks atgm range and picking them off. In fact I have found that running at right angles to the target to keep the range constant is best for hit accuracy and making yourself the hardest target. If anything I wish the AI was more aggressive, and was more inclined to manoeuvre to better position s.

Are you selecting Upgrade to BS1 Russian at the start of the installation process, there is a screen with a drop down menu with about 4 or 5 options. I had the same probem and it was because I had left the drop down item at the default (something like bs international version) and not upgrade from.

I don't see a key either, but the module now works.

Thanks this solved my problem

I`m having the same problem I have dcs black shark installed, I have downloaded and tried to launch the upgarded version. I have treid deleting the BS2 registry entry, but this has made no difference. I then unistalled every thing, and reinstalled, 1.2.4 dcs world, a10c, combined arms. installed dcs bs to the c:\program\eagle dynamic folder. This launches, but is didn`t ask me to reenter the serial key. Installed the bs2 module from the downloaded EXE and still get the invalid serial key error. Any ideas? If I launch dcs world and go to the module manager and click install against bs2 it say that dcs blackshark need to be installed, even though this is already installed and working.

Imagine the C**p storm that would be release in the British Press if this were to happen. They see most computer games as the tool of the devil as it is. If Jet Thunder had even been released they would have had a field day. I can see the Daily Mail headline now... Russian computer deviants cash in on Falklands Veterans memory/causes house prices to fall/take all our jobs (delete as appropriate) They had a fit over a Counter strike mod of Port Stanley.

Why?

Its about economys of scale, the $800 000 includes development cost. I would guess that thousands of HARMS have been built, giving a lower unit cost.