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I sent the file to Kaspersky labs tech support. They analyzed it and returned this email to me: Hello, This message has been generated by an automatic message response system. The message contains details about verdicts that have been returned by Anti-Virus in response to the files (if any are included in the message) with the latest updates installed. lua-ED_demosceneAPI.dll - Trojan-Downloader.Win64.Agent.bb New malicious software was found in this file. It's detection will be included in the next update. Thank you for your help. Best Regards, Kaspersky Lab "39A/3 Leningradskoe Shosse, Moscow, 125212, Russia Tel./Fax: + 7 (495) 797 8700 http://www.kaspersky.com http://www.viruslist.com"

I agree. It opens you up to attack if you just ignore it.

I chatted with Kaspersky Labs. They did a bunch of diagnostics and downloaded all the logs and a copy of the file. It is being looked at by their techs. It will either get fixed or confirmed to be a virus/hack.

I have and it keeps picking it up. I am dead in the water for loading the game.

When I run the DCS repair and updater, the anti-virus picks it up again. If I tell the antivirus to ignore it, the game hangs up and does not load more than 10%.

It has never had an issue with anything from ED products until the latest update of DCS World 1.5 It is picking up a Tojan-downloader.Win64.Agent.bb.

Beautiful!! Cannot wait to get it!

I think that is a good idea. Then the reduced cockpit sounds will not be an impediment to simulating real world tactics.

Here is the burst limits for the Heavy Barrel Ground variant for comparison to the light barrel aerial weapon posted earlier in this thread. [ame]http://www.bits.de/NRANEU/others/amd-us-archive/FM23-65C2(02).pdf[/ame] Slow fire is the sustained rate of fire and what the weapon is designed to handle: Maximum rounds fired per minute for slow fire rate = 70 rounds Rapid rate of fire is used for emergencies for short periods of time. It is what is used for Final Protective Fires when the enemy is breaching your defensive parameter and in your trenches. Maximum number of rounds fired per minute for rapid fire = 84 rounds

Yes, you check the headspace after cleaning. However the instructions are quite clear. Checking the headspace after installation of the guns is a separate event. The basic rule with a .50 cal is check the headspace anytime you go to shoot it, have moved it, or your are not sure of it. Just like the manual says!! Comma emphasized... :music_whistling:

Sorry... :smilewink:

P-51D series Maintenance Instructions say to the headspace and timing must be checked before each take off.

So now the argument becomes reducing the throttle is not NORMAL operation of an engine. :doh:

The sound of the engine should drown out other sounds in the cockpit. Several times I have avoided being bounced because I heard the other aircraft.

Correct, the one that caused all the plug fouling and crashes. Desperate huh? You can see why the technical side never would recommend the fuel. However, the 8th USAAF fighters never used 75"Hg and used the fuel in late 1944 sometime after Overlord. It is not the majority of the USAAF P-51's in the ETO either. It should be an option when we get bombers to escort. I think it would be a good option in the drop down menu just like the both German fighters can select fuel or MW50 in the fuselage tank. The instructions for 8th USAAF P-51's to avoid the excessive lead fouling was to carry 100/130 grade for external fuel and fill the internal tanks with 100/150 grade. It could be an option when you select external tanks in the drop down menu.

I do not see where Yo-Yo says anything wrong. Combustion in the exhaust is the cause of after-firing NOR do I see where he agrees you are right so do not drag him into it. It is a common misconception when dealing with straight exhaust systems. I am not surprised it is controversial on an internet bulletin board. If the was the Aviation Maintenance Technician bulletin boards, it would be a short thread. The basic premise you stated for the cause of afterfiring is correct and several others have repeated that same cause. I told you that the first post. The differences is your claim that is it "normal" and that nothing else causes the popping sound. That is just wrong and an incomplete picture. 1. Normal popping noises heard in straight exhaust systems is not afterfiring. It is the collapse of the pressure impulses. 2. Afterfiring is not a normal condition. It represents a condition that needs to be troubleshot and corrected.

BTW... You can see flames appear in any engine with straight pipes if the exhaust is short enough. Nothing at all to do with the impulse collapsing causing the popping noise. Just look at the P-51 POH Fredrich posted. The color was a good indication of the correct mixture setting.

:music_whistling: https://books.google.com/books?id=SPI6AQAAMAAJ&pg=PA183&lpg=PA183&dq=afterfiring+valve+timing&source=bl&ots=c_jW5ZIjpi&sig=1IOdBi7f-Wj1CauromNLDryAVcU&hl=en&sa=X&ved=0ahUKEwinkPfdz6fJAhWK7CYKHbrOBa8Q6AEIKDAB#v=onepage&q=afterfiring%20valve%20timing&f=false Solty, please read what you quoted. The PEP was introduced to try and stop the plug fouling issues of the original fuel. PEP was even worse for the engines and they went back to using the original fuel even with its plug fouling issues because it was safer than PEP. The plug fouling problems are from British 100/150 grade as used by the RAF ADGB, 2nd TAF, and 8th USAAF.

If it was pilot error milo....the 8th USAAF would have concluded it was pilot error and not withdrawn the fuel until a solution could be found..... Go get your Harley fixed too. :music_whistling:

It will be vulnerable when it has to land. Be a nice reason to fly that gaudy red bellied FW-190D9!

You are right it is in the vicinity. For a jet, best rate of climb equal equals best turn velocity. Props are a little different so best turn occurs at Prmin In Accordance With the velocity change in the thrust relationship for the specific speed but the premise you mention is correct. I like your work. PM me anytime if I can help or you need data! If I have it, I will share. :thumbup:

Interesting. I bound the key to my throttle and will check if it stops.

Depends on the frequencies of the impulses. That is why baffles work to stop it. I think you are familiar with harmonics, right? Really? So I guess the aviation mechanics are all taught wrong in this "theory" and we should go with your idea? I will let Aviation Maintenance Technician Society know they are teaching it all wrong and you can write American Society for Testing and Materials to straighten them out. https://books.google.com/books?id=SPI6AQAAMAAJ&pg=PA183&lpg=PA183&dq=afterfiring+valve+timing&source=bl&ots=c_jW5ZIjpi&sig=1IOdBi7f-Wj1CauromNLDryAVcU&hl=en&sa=X&ved=0ahUKEwinkPfdz6fJAhWK7CYKHbrOBa8Q6AEIKDAB#v=onepage&q=afterfiring%20valve%20timing&f=false I would agree. Modeling it in DCS would be modeling mechanics who do not know their job. No, it is not normal for any engine and can be harmful anytime it occurs. "Old" engines are just more likely to have something out of proper adjustment. The acoustics of straight pipes causes the popping sound in a correctly adjusted engine. Afterfiring is just not normal and indicates something is not adjusted properly. Any mechanic is going to shut down the engine and troubleshoot. No need for a 20 page thread, just crack a book on aircraft engine maintenance and it will tell you the same thing I just said.

Yes. However that does not change the fact that the 8th USAAF Mustangs crashed due to lead fouling caused by 100/150 grade. That was the cause of their deaths. It is just a fact that 100/150 grade fuel anti-knock properties came from the fact it had large amounts of lead. That large amount of lead leads to a greatly increased chance of lead fouling. Not modeling that property would be like modeling MW50 without its cooling properties. It is just how the system works. You have to clear the plugs with 100/150 grade because of the fouling, Fredrich. The warning to run at high power was issued because real aircraft spend most of their time at reduced throttle settings because real engines failure rates go way up if you run around at full throttle all the time. It is not fun to be an airplane when the engine quits in flight.

And? You must taxi to the runway which why some of the 8th USAAF P-51 accidents occurred at take off. Unlike gamers, real aircraft operate at cruise power settings and do not fly around with the throttle fire walled. The majority of the time an aircraft is in flight, it is at partial throttle.