Heli Shed

Is that the Geraldine from A2A? Lovely!

Ping was one of the reasons (and timeframe of course) why i founded the 74th. But FC2? bah, arcade game. ;-) 'T'

Try the Stallturn server run by 104th_Moa. The 104th haven't gone anywhere. They are just doing a lot of CLOD and other sims right now i thin you'll find. Biding their time for DCS: fighter no doubt!! Have faith corner. 'T'

i am, but not here. TS perhaps?

Sorry mate, just seen this and watching with eagerness. Thanks for a great product. 'T'

Evan, any news on compatability problems with TARS and v 3.03 of TS3? We at the 74th, seem to have compatability problems. could you assess and advise. ? Thank you. 'T'

Why not? If it can fly alongside an A-10C or Ka-50 in a combat enviornment in a mission, why not iglas? I'm curious. 'T'

Done. Good luck everyone! 'T'

Originally posted by one of our IP's - 74th_Sloth, this post will explain all you need to know. Regards 'T' ********************************************************** I posted the below in another thread but thought it actually might be of benefit as a thread of its own to help explain things for those who are interested in the who, what where and why! Please bear in mind I'm no instructor and my way of explaining things might not be as clear or easy to understand as I'd hoped. But please read and enjoy. Apologies for inaccuracies. I'm quoting what I can remember from my own past studies. Also, apologies if this has been covered before. I haven't found a thread similar and maybe it will spark interest or resolve mis-understandings to a new wave of simmers. Enjoy! ------------------------------------------------------------------------ There is a lot of confusion for peeps as to what QNH, QFE, QNE and QFF settings all mean. Not sure if it's been explained before but I'll just do a quick info filler post for those new to altimeter pressure functions. Its a lot of info to take in but hopefully will ease the pain and I will summarise at the end. History -These 'Q codes' originate from days way back when. Voice radio was hard to make out clearly at times, especially on HF frequencies. The reversion back to using morse code was then required to establish a clear method of communication. These Q codes were a set of 3 letters beginning with a Q. They were set up to transmit a sentence quickly with just morsing 3 letters. The Q originally was to signify a question. QRB = What is your distance. QRC = what is your true bearing etc. As the codes developed they also incorporated statements such as QFE = Pressure at particular observation station (an airfield/port/oil rig/etc). Just out of interest, Q codes reserved for aviation use are QAA–QNZ. There are reserved sets of codes for maritime and sets used by all services. Q codes we use on a day to day basis in aviation relate to headings too, QDM, QDR, QTE, QFU and QUJ. They all have a standard meaning attached to them and allowed the old morse operators to transmit info far more quickly. I wont go into these in this thread... maybe another future thread if there is enough interest So, history lesson out the way... what do the pressure setting Q codes actually mean? ------------------------------------------------------------------------ QNH = The pressure measured at station then reduced down to mean sea level pressure. When set on your altimeter it will read your ALTITUDE. Sat on the tarmac at your airfield the altimeter will display the airfields elevation above mean sea level. This is the most commonly used pressure setting in the commercial world. Its probably the most useful setting to have, as nearly all aviation references to elevation are in relation to mean sea level. The mountain peaks on a map, airfield elevation, target elevation, minimum safe altitudes enroute etc. Incidently, QNH is given as a regional pressure setting and should be updated with new ones if you leave its area of reference into a new QNH pressure region. The QNH is the LOWEST FORECAST pressure at mean sea level for a given day to ensure that safe terrain seperation is maintained regardless of the days variation in pressure. ------------------------------------------------------------------------ QFE = Is mean sea level pressure corrected for temperature, adjusted for a specific site or datum like an airfield, being the most obvious example. When this is set on your altimeter, it will read your HEIGHT not altitude. It will read zero at airfield elevation and after take off will read your HEIGHT above that specific airfield. If you fly to another airfield of different elevation and/or different QFE pressure, you will have to ensure you reset that particular airfields QFE if you want your altimeter to read zero on touchdown. QFE is very good for new pilots who are remaining in the circuit around an airfield and keeps things simple for that task. ------------------------------------------------------------------------ QFE Example: Airfield A with elevation 250ft above mean sea level. Airfield B elevation 300ft AMSL. A to B = 10miles. Assuming a uniform atmospheric pressure in the region. Take off from A, altimeter reads 0ft on runway and after take-off reads HEIGHT above airfield A. Go and land at B and your altimeter will read 50ft on the runway. This is because B's HEIGHT is 50ft higher then A. In this example, if we set the regional QNH, then the altimeter will read ALTITUDE and therefore the airfields altitude AMSL. Airfield A, altimeter will read 250ft. Airfield B will read 300ft. This is why QNH is the primary pressure setting used in aviation at lower levels. It is far simpler working in a setting that gives ALTITUDE, so you can reference your vertical position from everything on a map or chart. (All airfield plates (charts) have their altitudes AMSL on the plate.) ------------------------------------------------------------------------ This is all good and well knowing that QNH is the best pressure setting to use in a region for vertical situational awareness. But it is not always possible to get the regional pressure setting QNH from accurate means and a reliable network of meteo stations. Remote airfields and isolated combat zones are just 2 examples where it'd be difficult to get an accurate QNH when you dont have access to good forecasts and numerous pressure sensing stations. If pressure info isn't available then you can get QFE easily by selecting an altimeter setting that reads zero on the airfield. The number in the altimeter pressure window is your QFE. To get QNH, you just need to know your elevation AMSL and set that in your altimeter. Airfield elevation = 250ft. Set altimeter to read 250ft. Pressure in the altimeter pressure window shows your QNH. (You have to remember that this wont be the lowest forecast QNH pressure for the day and just be cautious at low level. But thats why a radio altimeter is handy!) ------------------------------------------------------------------------ There are 2 other Q codes used for aviation pressure settings QNE = the Internation Standard Atmosphere (ISA). It is the average mean sea level pressure around the globe. It is planet earths mean atmospheric pressure at sea level basically. This pressure setting is refered to as STANDARD in aviation. STANDARD is set from QNH when climbing up through the "Transition Level". Your altimeter will then read your FLIGHT LEVEL. A reading of 25,000ft is FL250. 5,000ft = FL050. 13,500ft = FL135. ------------------------------------------------------------------------ The last one isn't really used in day to day aviation knowingly by pilots. To avoid info overload I have hidden it if you feel the above is alread a lot to digest Spoiler: ------------------------------------------------------------------------ Summary QNH = Altitude (AMSL) QNE = Flight Level QFE = Height (AGL) QFF = Not used for altimeter settings In reality, QNH and STANDARD are the 2 most commonly used pressure settings. The other 2 - QFE is good for very local aerial work such as circuits at a specific airfield but not much use for wide area flight. QFF is used in meteorological weather charts. Hope this helps at least one person out there Fly fast, take risks! Happy flying! ------------------------------------------------------------------------

The page you requested was not found //grrr.............jumps up n down in seat as if on a spring!

er..........................no they're not ed, not in my experience anyway. After selecting which radio becomes the 'working radio' by the use of LCtrl & 1,2 or 3, the PTT mapped to HOTAS for teamspeak remains extant for the chosen net. The LCTRL system is nothing more than a software version of a Remote Combining Unit (but not line) for 3 radios. TARS works for us and interoperability with KA-50's is also fine. However, FM radio in the A-10c when tuned to the radio frequency presets of the R828 in the KA50, does not work for some reason, despite manual selection of the frequncy in Radio 3 and despite FM selection in the KA-50 and VHF 1 being selected on the SPU. However, VHF 1, when tuned, does work for internal comms between KA-50's on the same channel. Thoughts?

Great stuff. Thank you. 'T'

Great stuf again. The stuff of dreams fellas. 'T'

"Break" is a proword used in standard NATO Voice procedure in accordance with VP Pam No2. It is an additional proword to the 'Long Message' procedure. When transmitting a message on a radio, if the transmitting station transmits for longer than 30 seconds his ending prowords should be 'Roger so-far'. The receiving station then say's "Roger" - meaning he understands what has been sent. There is then a pause for 20 seconds to allow other stations on the net to interrupt and send information or messages of more more importance than that which is being transmitted by the long message procedure. In essence, long message procedure is used for 'Routine' messages. Where messages of significance is in the free speech stylist method (ie not formalised by a sequence such as 9 liner, 10 liner or other R2), such as a commander giving a set of orders via the radio, he may use the proword 'Break' to signify to all stations that what is being sent is of significant importance and unless you're in contact and about to send a contact report (or in the Joint Operations Theatre a SALTAU), you better stay the 'F***' off of the net. In summary. The proword 'Break' is used by commanders to free up the net for a very short period of time (sometimes only 2 or 3 seconds) so that there is a gap for stations to interrupt with messages of importance; usually a contact or to report TiC. The message being sent by the commander may go on for a significant period of time - 10 minutes or more of 'hogging' the net. 'T' PS: before the days of 'instant' DF'ing due to modern day technology, DF'ing by interception, so that deception or analysis could take place used to take 30 seconds with old analogue technology by triangulation, of the post war era (50-90's) - hence the reason for the long message procedure breaking off before the 30 second mark and then a 20 second break once the receiving unit acknowledged. Long message procedure is pretty much defunct for this reason now due to the instantaneous nature of DF'ing. However, as explained it is used for Routine less impoirtant message traffic. The 'Break' proword is used during important messages and these messages are fairly long. PPS: So....great Mod speed. No need to enter Break after each line. It is a formalised message and anyone on the net hearing it would know that, would know what is coming next and how long to wait until they could transmit something. a 9 liner, or a 10 liner (IED Find) is a Class one R2 messaage, as is a Contact report, TiC, Sghting or SALTAU, so consequently should not be interrupted.

Crazy huh?

No, but power plant has been massivly upgraded on some machines i saw at Duxford.

loads of us. Fact is, we know what a wonderfull job the dev's and testers of ED do!

P-51. TFC. Money is a wonderfull influence factor! Fairplay ED, a good business move, one which will undoubtedly flourish from a fair bit of support from the community, but to be frank perhaps a little less cloak and dagger about the development of the Fighter Series to appease what is undoubtedly, a fairly pissed off large portion of your audience? will be buying the P-51, but it wont form part of the 74th. shame. I have no doubt it will be a wonderful flight.

Tell me it's not going to be compatible with A-10C and BS2 is it? edit. // note to self, READ the statement! it will be compatible. Now this.....will be intereresting if not completely unrealistic. then again, A-10C and BS2 on the same side???? Hell, we make it work and the interopability mismatch is fun to work around.......but a prop? I have a feeling there will be a few 'prop' only servers appearing, a bit like the fps 'guns n knives only' ?? Great stuff anyway.

Fairplay, each to his own then.

i knew it! The horsemen in action coming up at a vfat near you! Nice Wags and the guys. GL with this. 'T'

And these missions differ to the versions distributed by ED at the file area how exactly? In fact, thats irrelevant, and i`m not inciting argument here, so forgive the terseness, but come on! selling missions? where will it end? It shouldn't be allowed, simple. If you bought them, more fool you. And as a tester, you need to learn how to fly the aircraft (BFT missions) ????? Hell, pop on our server anytime, i`ll run you through your paces for free!

Hmm....now that, is a different matter. :helpsmilie:

Being a bit cagey there GG. Either spill the beans or lend us your thoughts mate, come on. This bloke / blokes, is an ass and ruining the already dwindling FC2 MP community down to practically nothing but closed servers. (not that i fly FC2 anymore). I think this thread should be closed seeing as Rik has announced ED are looking into it (an i`m perfect aware i am not a moderator and what moderation is). It is just bringing about speculation and ambiguity as to who, why and how. Those vfs's that are suffering (make no mistake they are) because of the actions of this hack / cheat, should be afforded an area seperate where they can report further occasions of it happeneing to ED direct in a bid to assist them eradicate an exploit with 'their' product? 'T'

Interesting. ED? have you? because if you have and you deem it acceptable, then maybe although those fine missions out there already that are extremely proffessional that have been given to the community via the DCS Files area, that i find hard to believe can be made 'more' proffesional or commercial than they already are, should be costed and royalties distriubuted accordingly. This is the single most obnoxious and outrageous idea i have ever seen on ED Forums, and my god we see a lot. Payment for 'high quality' training videos firstly and now missions? Is the wordwide econmoinc downturn that bad that every single aspect or potential to make a buck from someone else has to be exploited? I know what would happen to these people in 'Tygerland'. It would involve a field and high fence and some firepower! Kenny Everett style. Thats it, i`m outa here!