wingnut

What I've been able to find so far, Performance The Su-25 can climb at the rate of 58m/s. The maximum speed of the aircraft is 950km/h. The combat radius and ferry range of the aircraft are 375km and 7,500km respectively. The normal range of the Su-25 is 750km. The service ceiling is 7,000m. The take-off and landing roll of the Su-25 are 750m and 600m respectively. The aircraft weighs around 10,740kg and its maximum take-off weight is 17,600kg.

MS hololens......WOW

Nice mission, thanks for sharing I'll have to download it! Great job on the editing with all the different views and overlays. Love the FC3 button box in that it isn't aircraft specific, is there a build thread for it? Never mind I found the thread for it.http://forums.eagle.ru/showthread.php?t=136509

They have been known to operate on grass, whether you would want to do that with your personel toy.:cry:

Back in the late 80's i was working on my Commercial multi IFR and me and another student where practicing IFR approaches. He was flying with a hood on ( basically a ball cap with a extra long lid so you can't see outside) I was the lookout. We were beacon outbound at 3000 AGL for an ILS (clear sunny day) I see this pin point of light straight ahead:huh:. Talking tip of a needle size light. Takes me 1-2 seconds to process. My partner is flying along :music_whistling:, when I grab the controls and roll full deflection right to what seems to 90 degrees of bank and pull. Buddy says what the FU...... and looks up out the left window and not more that 20' away you see the belly of a twin Beech Travelaire, panel lines, rivets oil stains and hear the roar of his engines.:shocking: I roll wings level and give him back control, he's not wearing the hood anymore. We fly along straight and level for what seems to be forever, not more than 10 minutes. Both of us not talking and have an awful sick feeling to our stomach. Finally I ask "you all done" he says "yup" "so go back and land then" "oh ya" That was my OH FUDGE moment! :drink:

I used Velcro to attach it, makes for easier removal if needed. Although it didn't move under normal use before I did that. I'll leave the extension to someone more qualified like Replika http://forums.eagle.ru/showthread.php?t=104154

So if your like me and don't have gaint hands that Saitek designed the X55 for:joystick:, then you can make this simple elevated hand rest. Start by going to the local arts and craft store. There I bought. Air dry Clay and paint First I wrapped the X55 in saran wrap then took a chunk of clay and started to mold it to the height I wanted and the slope down to the pinkie button. That took 10 minutes. Then I left it on the stick for a day then removed the mold. The longest part of all this is waiting for two more days till the Clay hardens. After that I trimmed it with and Xacto knife then sanded it smooth. 5-10 minutes Once that was done I painted it with the black paint and viola. 2 minutes It now fits like a glove and I can reach all the hat switches without leaving the hand rest. Doesn't look to getto and I'm very happy with the results. My daughter is also happy cause she got the majority of the clay that i didn't use. :)

Look at the stick inputs required for the formation flying in the last 6 seconds of the video.

Timber Sour is correct. This video is done at the Boeing manufacture plant near Seattle. Part of the certification of every aircraft is a flight verifying the operation of the RAT. The only time you should see the RAT deployed on a commercial flight is in an emergency electrical configuration (batts only) or depending on the aircraft (B787) low hydraulic pressure on all three systems.

Here is a vid of the Canadian Forces Snowbirds taken from a camera installed in one of the under slung tanks.

1)That's when the Captain left the flight deck 2)the Airbus has over speed protections and will not let you do Mach 1. The plane was doing a high speed descent. A regular thrust idle descent from FL380 to 6000' will take twice as much time. From the AOM As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions. The High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO, where the usual normal control laws are recovered. The autopilot disconnects when high speed protection goes active. PITCH ATTITUDE PROTECTION Pitch attitude is limited to : – 30° nose up in conf 0 to 3 (progressively reduced to 25° at low speed). – 25° nose up in conf FULL (progressively reduced to 20° at low speed). – 15° nose down (indicated by green symbols “=” on the PFD's pitch scale). 3) never will know that answer.

The door switch is a self centering toggle switch back to the NORM position.

I don't believe this is the first time something like this has happened. Although uncommon, such incidents are not unheard of. Since the mid-1970s, air-crash investigations have brought to light eight others in which intentional actions by a pilot or co-pilot to bring down an aircraft were either confirmed or suspected. The loss of Germanwings Flight 4U 9525 could take its place next to two others as the deadliest crashes in this category: Dec. 19, 1997: SilkAir Flight 185, a Boeing 737 en route from Jakarta to Singapore crashes in Indonesia, killing all 104 passengers and crew. The plane was cruising smoothly at 35,000 feet when it suddenly began a rapid descent from which it never recovered, crashing into a river jungle in Palembang on the island of Sumatra. Indonesian authorities were never able to determine a cause of the crash, but they rejected suicide as a possibility. However, U.S. investigators from the National Transportation Safety Board concluded "that the captain may have committed suicide by switching off both flight recorders and intentionally putting the Boeing 737 in a dive, possibly when the first officer had left the flight deck," according to Aviation Safety Network. The BBC writes: "In a letter to Indonesian investigators this week, the US National Transportation Safety Board (NTSB) said there was nothing wrong with the plane and "the accident can be explained by intentional pilot action". "The NTSB said investigations showed [Capt. Tsu Way Ming], once a stunt flyer with the Singapore Air Force, was in serious debt from financial market speculation and had been reprimanded by management several times in the weeks before the crash." Oct. 31, 1999: EgyptAir Flight 990, a Boeing 767 en route from Los Angeles to Cairo, crashes about 60 miles south of Nantucket Island, Mass., killing all 217 aboard. After a scheduled intermediate stop at New York's John F. Kennedy International Airport, the plane took off again bound for its intended destination, Cairo. Shortly after takeoff, the relief first officer, Capt. Gamil el Batouty, asked to relieve the command first officer at the controls three hours before his shift was to begin. His request was granted, and el Batouty proceeded to level the plane at 33,000 feet. Eight minutes later, the command captain left the flight deck to go to the toilet. Within a few minutes of reaching cruising altitude, el Batouty relieved the command first officer, something The Atlantic says was "unusual" because "with standard EgyptAir and international procedures, flights of 990's duration carry two crews — a command crew consisting of a lead pilot and first officer and a relief crew with the same complement. The lead pilot and first officer are responsible for departure and arrival as well as the first third and last third of the flight." In a chilling transcript of the flight's final moments, el Batouty can be heard saying to himself, "I rely on God." According to ASN, "the throttle levers were moved from their cruise power setting to idle, and, one second later, the FDR [flight data recorder] recorded an abrupt nose-down elevator movement and a very slight movement of the inboard ailerons." The captain, from the flight deck, can be heard asking loudly, "What's happening? What's happening?" El Batouty is heard saying, "I rely on God," a dozen more time before the plane crashes. Egyptian investigators refused to label the crash a pilot suicide. NTSB officials concluded in 2002 that Flight 990 crashed due "as a result of the relief first officer's flight control inputs," but said it could not determine the reason for el Batouty's actions.