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I present to you officially these models already finished and that will soon be for download it is the models FW-190A4, A6R11 (night fighter), these short nose FW-190A8, A8R2 (armored canopy) FW-190G8 long-distance attack FW-190F8 ground attack and support (late) Models with Jumo 213 engines FW-190D9 and FW-190D13 and the last model of the family that went into combat TA-152H (high altitude)

The last manned flight of this QT-33A T-Bird.

LGB locked final.

Hello fellow FE2 flyers, Please find attached below a zipped file that includes improved level-one lod views in the general ini file for Geezer's Pfalz D.3 and 3a. Also included are corrected, extra skin folders in DDS and lower-resolution (but easier to paint) BMP format for the Pfalz D.3a, not the D.3 (the early D.3 has one standard skin only in DDS format that Geezer made). Please read the directions included in the "note" on the pic. below, if painting/skinning the Pfalz for yourselves. Also, if you are installing the BMP skins instead of the DDS ones, install as well (copy over and replace) the older lod and out files provided in that folder, since otherwise the BMP skins won't show up. The Pfalz D.3a is available in the big download pack posted earlier in this thread. Happy flying, Von S

Problem with left screen map solved (thanks Crusader;-) ). Yellow line is WP bearing, green is course.

Korea War!

View File FW-190A4 This is one of the first versions of this German fighter, who believes for the sfp2 series. the file contains the model of the plane plus 4 skin, a template of high resolution, the armament plus the new sounds and how to install them, only the pilot is not my author and I do not know who created it, but he is grateful for his work. Sorry my bad english Torno & Banidos team Submitter torno Submitted 09/10/2018 Category FW-190  

I've managed to get through a good portion of Dale Brown's Patrick Mclanahan series of books over the past few months and it's inspired me to take out the B-1R for a few spins. Runway Destruction: Anti-Shipping: Bomber vs Bomber Intercept: Bringing her home:

not fully optimized Lod0001 can add to the load as well. Lack of distance lods has always been a major issue For our (Veltro and my) try these numbers in the main ini: B-17F: [LOD001] Filename=B-17F.LOD Distance=1500 [LOD002] Filename=B-17FLP1.LOD Distance=2500 [LOD003] Filename=B-17FLP2.lod Distance=8000 B-17G: [LOD001] Filename=B-17G.LOD Distance=1500 [LOD002] Filename=B-17GLP1.LOD Distance=2500 [LOD003] Filename=B-17GLP2.lod Distance=8000 see if that makes a difference. If not, revert to the originals

If you have already downloaded the first version, you will notice that the clean template is in high resolution, remember that unfortunately due to lack of time I could not create some signs and more details, only the TA 152 is full with details and historical records, because of this model create the rest, inverse to reality I hope you enjoy them

Third DiD Mission for Ltn. Fritz Müller, Palestine theater, following the 20 rules for DiD (by Von S) --- August 31, 1918 "Seeing that it would take some time for me to recuperate from my ordeal at Port Said, Von Winklermann, our flight officer at Jenin, decided to send me temporarily to the aerodrome at Amman to oversee some of the novice pilots. I have been here already for two weeks but had not been in the air once since arriving. Amman is an Ottoman base and is lacking in equipment. Available is one obsolete Fokker E.II type that is no longer airworthy and sits dismantled in its hangar; also present is a Rumpler that is barely airworthy and on occasion engages in short reconnaissance flights; and the other three remaining aircraft are two Albatros D.V types and a solitary Pfalz döppeldecker as I had flown on missions from Jenin. One of the Albatroses was on an escort flight today with the Rumpler. This left me with the other Albatros and a young fellow by the name of Viktor Weihs with the Pfalz. I was by now feeling well enough to engage in short flights and was assigned an evening task, consisting of a wide circle from the aerodrome to the Amman Observation Post and its balloon, about five or six kilometers southwest of us, and then back. The flight officer at Amman had a propensity to send his men out on afternoon or evening flights, and to while away the hot days reading or playing chess in his tent, in contrast to the morning discipline found typically at Jenin. As we got underway, it was already raining and the clouds were settling low, with a light breeze. Vzfw. Weihs was comfortably sitting in his Pfalz with the engine started, before I could even climb into the cockpit of the Albatros. Eventually my mount sputtered to life too, and I immediately noticed that it was much noisier than my lovely Pfalz that the fisherman and I had to destroy unfortunately, for fear that it would fall into the hands of the English or Bedouin tribes that would often be found in that area. Soon we were off, climbing to an altitude of about 1200 meters, but not higher since we would become disoriented in the rain and fog. Checking our maps from time to time, we floated along from one point to another, and eventually to the outpost that was southwest of us. We cut our throttles slightly and circled several times but were unable to spot the observation balloon through the thick clouds. A buzzing sound directed our attention to two of those maneuverable English types, Sopwiths, that were about 500 meters above us - but these fellows seemed to have been coming back from a mission and did not notice us in the rolling fog below. Cautious of these types, I signaled to Weihs that we avoid engaging them - they could climb faster and were already at a height advantage, and there was no use in pursuing them since our observation balloon was safe from prying eyes in the fog, at least for tonight. We turned back gradually towards our aerodrome at Amman when the chattering of a gun drew my attention to a third aircraft, the same type of maneuverable British scout, closing fast on Weihs's tail - my companion being about half a kilometer behind me. Weihs also spotted this fellow and began a wide ascending turn in the Pfalz, but I had in the more nimble Albatros already pointed myself in the direction of the British scout. All three of us now did several oscillations to the left - once, twice, thrice. On the fourth or fifth one I fired my guns - but the difficulties in getting behind his tail were evident. This Englishman was indeed slippery and had a better plane than either of us, but I persevered. A few more well-placed shots were sent in his direction - and he turned on his back and disappeared into the rain and fog. Weihs soon rejoined me and we proceeded back to the base at Amman. There was no use loitering about too long since the weather was worsening and we were also not very enthusiastic to meet more of these maneuverable foes. It was a relief to be back at the aerodrome. The rain had settled in for the night with a slow but rhythmical wind thumping against our tent. Weihs had already fallen asleep, no doubt exhausted after the flight. I on the other hand remained awake a few more hours to read some notes on aerial tactics that I had been penning ever since my arrival here from Jenin - and also to contemplate my sixth victory."

The "Rusty B", HMS Bulwark 1966

Vickers Valiant B.1 - No.35 Squadron, RAF Far East Air Force, 1955

Here is the Second DiD Mission for Ltn. Fritz Müller, Palestine theater, following the 20 rules for DiD (by Von S) --- July 29, 1918 "This morning our new flight officer decided that I and Vzfw. Arnold Nowotny would do a reconnaissance flight to Port Said. The weather was pleasant enough with a light breeze and scattered clouds, but the flight would be a long and grueling one, and cold at the high altitudes we were to undertake the journey. We ascended slowly from our aerodrome at Jenin, gathering speed and altitude gradually, and making our way towards the open water. By this time we were at an altitude of about 4000 meters and were frequently battling a constant westerly wind* that kept pushing us in proximity of the coast, so that we had to fight our aircraft controls to go further over the water and remain unnoticed by any English forces that had crept northwards during these trying months. The journey was indeed a monotonous one with no friendly or enemy aircraft in sight* but at least the pretty clouds made our long flight to Port Said feel shorter. Eventually I lowered my left wing, peered over the side of the cockpit, and noticed the mouth of the Suez Canal coming into view, emerging here and there through the light cloud cover. I idled my engine and began a gradual, spiraling descent towards the port, with Nowotny following me. Feeling sure of ourselves, we descended quite low and sprinted across several fields and villages slightly south of the port when we noticed a caravan, made up of seven or eight camels and carrying supplies that seemed to consist of munitions and various boxes. I quickly signaled to my flight companion and we dove on this caravan - three or four passes were required but eventually the whole was a fiery mess, with black clouds of smoke being blown across the countryside. Seeing the commotion below, I began a wide ascending turn only to see that Vzfw. Nowotny had been caught unaware by a sly Nieuport that may have been hiding in some cloud cover. I was still about half a kilometer away but pointed my wide turn in the direction of the Nieuport that was already chattering away with its gun, following closely behind my companion. This Nieuport was not piloted by any novice however, for he soon broke off his attack and turned directly into me. We circled and danced, I doing wide turns to maintain speed and this brave fellow doing a few loops over me, and then below, and then with some tight turns thrown in to impress me further. I seized on the opportunity, found myself slightly below the fellow, and opened my guns. His engine began to burn soon. I did not wait to inspect details but began a fast climb away from him. When I leaned over my cockpit to survey the scene I saw that he had plummeted down in the vicinity of a village, trailed by a long plume of smoke. Nowotny had in the meantime joined up with me and was pointing upwards with his finger, towards what to my satisfaction was an observation balloon, roughly above the Canal and near a bridge. This balloon was surprisingly high, over 1000 meters, so we climbed some, did a few wide circles around it and then attacked. It was quick work and a descending ball of fire was then seen heading towards the bridge, with no sign of the balloon's occupant. We did not bother to circle the area any further but climbed slightly and headed in the direction of our lines, across the Canal. All was going well I thought, given the excitement of this flight, but I was premature in my conclusion. My propeller's revolutions suddenly slowed, and slowed some more, and it came to a stop … and then there was only the sound of the wind. Had I pushed my engine too much during this flight? I was close to 1500 RPMs for most of the journey. Perhaps it had overheated and seized?! But there was no evidence on the instruments that something was wrong. These and other questions went through my mind for the next minute - I realized the situation was serious. My flight companion had slowed down and was observing my still propeller. I had no choice however and, very grimly, signaled with my left hand that he fly back to our base at Jenin and inform all of my engine failure. Now I concentrated on bringing my crate down, careful not to stall since I knew the Pfalz's vices. I landed somewhat roughly but intact, and rolled to a quick stop about three or four kilometers east of the Canal, and about half a kilometer away from what seemed a fisherman's hut (I was very close to the coast). There was no way of knowing if English or our own and Ottoman troops were nearby since the front lines here were always changing, as the waves on the coast. I did not wait too long to think but gathered my map, compass, other items of sentimental importance from the Pfalz, and ran into the fisherman's hut. To my delight the old fellow inside, after calming down from seeing my strange presence, informed me pleasantly that he was helping to get much-needed supplies to the Ottomans and would frequently ferry such items in his fishing boat, back and forth - using the cover of moonless nights to slip by. For the next several days I remained huddled at the bottom of this fishing boat, feeding on salted fish and crabs, and viewing and reviewing my map, to see that we were headed east and slightly north towards our lines, careful to keep the coast visible but not to come too close. By the time I reached Jenin I had grown a beard and was unrecognizable to Nowotny and Steinmann. I would require several weeks rest before any flights were attempted; these were the orders of the flight officer. While I did not want to rest that long, I could still rejoice since my victories were confirmed two days before I arrived - the British caravan, an observation balloon, and the Nieuport that had impressed me with its aerobatic skills. This had brought my total aerial victories to five, and I would be receiving the Iron Cross 2nd Class!" --- Notes: The effects of wind drift are noticeable in FE2 above about 3500 meters altitude (11,000 to 12,000 feet) in these wooden planes (but not so noticeable lower down, which seems realistic) - and also it depends on the strength of wind in the environmentsystem.ini file that's installed in the Flight folder (see my FM update packs for those files). The low congestion modifications are also working very realistically - only a few aircraft so far are spotted per mission, as typical of these obscure theaters.

F-35A, 13th Sqn 'The Antelopes', Royal Dhimari Air Force, 2020

you do realize, that the guys that built these are no longer with us, right? So don't expect any updates from them. Other than ini/skin mods, like Viper's Pak, that it for physical model development