MigBuster

He does state in part 1 The judgement of what is considered low and high-end purely reflects pricing and not performance.

Sorry to hear that - I thought there were quite a few serious players on the more hardcore side of things

if its for SF1 could be a ton of things wrong - enjoy: http://combatace.com/topic/44026-converting-older-planes-to-work-in-sf2-%E2%80%93-a-basic-guide-by-migbuster/

Well some got their P-51 - I'm going to give them the benefit of the doubt for now - their organisational skills seem pretty amateur. Although we are the customers you certainly have to put up with what little supply we can get in this business. I think they will come through.- no radars, MFDs, missiles etc - should be easy this WW2 lark :)

Full story and flight:

As Streak says - never give up - although I certainly hope things turn to the better for you. - I was expecting better news when I saw this - so am really sorry you are having this bad luck

Don't worry I've probably scared him off with may last comment

click on your name top right hand corner and there is a Donate button. thanks

The U.S. Air Force has recently announced that the 4 year repair process of the B-2 Spirit of Washington has been completed. The plane burnt down back in February 2010 during a take-off from Andersen Air Force Base on Guam. A minor engine fire turned out to be disastrous for the airframe and all four powerplants of the stealth bomber. The process took so long mainly due to the complicated structure of the bomber that is based on a composite airframe. USAF did not publicize the estimated costs of the repair. Both USAF engineers and Northrop Grumman professionals were involved in the process. The repair made the B-2 reachieve its full operational capability with the entire USAF force of stalth batwing planes back to 20 Spirit bombers out of 21 delivered (one was lost in an accident at Andersen AFB on Feb. 23, 2008). It was on Dec. 17. last year that Northrop Grumman celebrated the 20th anniversary of the first B-2 delivery. http://theaviationist.com/2014/01/10/spirit-of-washington-back/#comments

Knight: Thats easy!! Bridge keeper: what is your favorite colour? knight: Red..........................no blue...aaaaarrgghh

After two F-14 Tomcats from the VF-41 Black Aces shot down two Su-22 Fitters on Aug. 19, 1981 and, above all, afterOperation El Dorado Canyon, the air strike launched on Apr. 15 1986 against Libya, Colonel Gaddafi and its regime went off the U.S. high priority agenda. But in late 1988, tensions between Washington and Tripoli raised again. In fact the United States government accused Libya of building a chemical weapons plant near the town of Rabta and once again Gaddafi warned the U.S. against interfering in Libyan affairs, reiterating the threat of military actions. In response to Gaddafi’s menace, the USS John F. Kennedy (CV-67) and its battle group were dispatched to conduct a “freedom of navigation” exercise off the Libyan coast. On Jan. 4, 1989, in the morning, four pairs of F-14s, two of those belonging to the VF-14 Tophatters and two with the VF-32 Swordsmen, were flying Combat Air Patrols (CAP) close to the Gulf of Sidra, while a single E-2C from the VAW-126 Sea Hawks supported them. For several years, due to terrorist concerns, the crews had to remain anonymous and their names withheld from reports, but today we know that the two VF-32 Tomcats on the southernmost CAP station, were the BuNo. 159610, call sign “Gipsy 207” flown by Swordsmen skipper Commander Joseph B. Connelly and by Commander Leo F. Enwright as Radar Intercept Officer (RIO) and the BuNo. 159437, call sign “Gipsy 202″ crewed by Lieutenant Hermon C. Cook III and Lieutenant Commander Steven P. Collins as RIO. The two F-14s were armed with four Sparrows and two Sidewinders, since they were launched before the intended loadout of four AIM-7s and four AIM-9s was complete. After being refueled by a KA-6D Intruder, the two F-14s with Gipsy 207 leading the section, returned to their CAP station, when the Hawkeye, call sign “Closeout”, warned them that two Libyan aircraft had taken off from Al Bumbah airfield. Almost immediately the contact was picked up by the Tomcats radars at a distance of about 72 miles and locked up: this procedure was aimed at alerting the Libyan fighters that they were monitored by armed F-14s. Several times this was enough to persuade them to turn away, but this time the bogeys kept coming. The Tomcats began the engagement at 20,000 feet descending toward the bogeys that were descending from 10,000 to 8,000 feet. The two F-14s performed also a thirty degrees turn away from the enemy fighters but the bogeys countered it with a turn which placed them in a fast collision course against the Tomcats. But the turn executed by the American fighters also to put the F-14s between the bogeys and the aircraft carrier, giving to the Tomcats an advantage position to provide protection to the USS Kennedy. What nobody could know, was that in a matter of few minutes the events that had started as an almost normal close encounter would turn into a real air to air combat, as reported by the Rear Admiral Paul t. Gillcrist in his book Tomcat! The Grumman F-14 Story. At 11:58:43 the US fighters leveled off at 3,000 feet and 475 knots, while the bogies were closing on a collision course at a range of 53 miles and descending. To avoid a head-on engagement with the enemy aircraft armed with radar guided air to air missiles, the F-14s turned a second time trying to offset themselves from the bogeys, hoping to gain a tactical advantage. Less than one minute later, at 11:59:16 the Libyans, controlled by their own ground controlled radar, had already turned back towards the Tomcats with a closure speed of about one thousand knots. The air warfare commander on Kennedy transmitted to the two Swordsmen crews the coded signal “Warning yellow, weapons hold, I repeat, warning yellow, weapons hold”. This radio call caused some misunderstanding since it was interpreted that the F-14s were not cleared to fire, but a “yellow, weapons hold” is used to alert the fighters that there is a possible threat to the battle group (warning yellow), and weapons hold reminds that peacetime ROE (Rules Of Engagemt) still apply and the fighters must assess hostile intent or threat, or act in self defense in order to shoot. At 12:00:53 Enwright reported that bogies had jinked at him for the fifth time and that the Libyans were inside of twenty miles: at this point he directed the section to turn “on” the master armament switches. At a range of exactly 12.9 miles Enwright aboard Gipsy 207 fired a Sparrow missile and Connelly executed thirty degree turn to the left while Cook III onboard Gipsy 204 performed the same maneuver to the right. In this way, at 12:01:20 the two F-14s turned back into the bogeys and Enwright fired a second Sparrow. Connelly still couldn’t see the enemy fighters but he noticed that on its right Gipsy 202 fired a Sparrow and at the same time Cook III called “Tally-ho, eleven o’ clock high. They are turning on me” and he casually told to Collins “They got one off”. This statement caused some confusion, since Enwright believed that the now detected MiG-23s had fired and he began to release defensive chaff bundles. Meanwhile Connelly followed Gipsy 202 missile flight which exploded into the right intake duct of the second Flogger. At 12:01:57 Gipsy 207 began a hard right turn to position himself to the six o’clock position of the lead MiG-23 which was passing in front of him from left to right. The second damaged Flogger instead, streaming black smoke entered a right turn and was lost from view after its pilot ejected. At 12:02:06 Connelly was at six o’ clock position of the first MiG-23 and reported “Good kill, good kill, I’ve got the other one” while switching on his stick to select Sidewinder. But no familiar tone came from the missile’s seeker head on his head set. While Enwright was shouting “Select Fox 2, shoot Fox 2”, Connelly switched back to Sparrow, but since they were overtaking the Flogger, he shifted again to Sidewinder which eventually emitted the right tone. Connelly pulled the trigger, the missile left the left wing station and hit the MiG-23 in the fuselage just behind the cockpit. At 12:02:36 Connelly reported to the E-2C that they had “splashed two Floggers and that there were two good ‘chutes in the air”. In the days after the engagement Libya tried to confuse things by asserting that the Floggers were unarmed reconnaissance aircraft, but the video footage recorded in the Tomcats TCS (the Television Camera System, the camera mounted under F-14’s nose which enhanced crew ability to identify the enemy early in an engagement) clearly showed that the MiG-23s were armed with air-to-air missiles, proving that Libyan fighters represented a real threat. In the video below you can hear the radio communications of the engagement and see the footage recorded by the F-14s. http://theaviationist.com/2014/01/04/f-14-vs-mig-23-1989/

http://www.youtube.com/watch?v=ULDZo7yXnps see also http://www.bbc.co.uk/news/world-asia-25685529

Finnmecanica have an active interest in F-35 - so I couldn't see them pulling out . http://www.finmeccanica.com/en/-/finmeccanica-alenia-aermacchi-contratto http://www.finmeccanica.com/en/-/f35 When the politicos say there is no money - it means there is no money to give to the general public - not for anything they deem politically significant

Su-30SM Yak-130

There are light sets available in the download section for most of the default TW runways that are used throughout the series (maybe 5 or 6 different styles). So you need to find or extract each _airfield.ini - then paste in the light set sections and light material section appropriate for each type. [LightSet001] LightOn=0.25 <--------this determines lights coming on Color=0.88,0.88,0.88 Material=LightMaterial Height=0.5000 Size=0.2000 Directional=FALSE Prefix=RPoint RPoint001=-45.0000,-1341.2285 RPoint002=-45.0000,-1310.7285 RPoint003=-45.0000,-1280.2285 RPoint004=-45.0000,-1249.7285 RPoint005=-45.0000,-1219.2285 .................. [LightSet002] ................. [LightMaterial] DepthBufferCheck=TRUE DepthBufferWrite=FALSE .....................

What about Italy and Norway?

Yeah it was funded on a kickstarter - been around a while The only issue is if you have to use a keyboard - once you get used to the motion sickness

Has anything official been stated by either to that effect?

Absolutely - the figures are always ambiguous - never clear what it actually represents, and the amount always portrayed depending on the argument of the author. You rarely see economies of scale taken into consideration either.

Ace - glad to hear it went ok - fingers crossed for the tests

Suppose it comes down to how much needs to be modified - if its a case of moving hook position and painting it Smurf blue then it could be a goer.

http://www.f-16.net/forum/viewtopic.php?f=46&t=24905&p=264462#p264462 Hello Dear friends i hope you had a wonderful time and happy new year! now i back to you with part of the old history of Iraqi air force hope you will enjoy when you read it Iraqi TU-22 - The ghost Blinders Strenuous efforts by Iraqi Air Force to ensured eight Tu-22Bs – including two Tu-22Ks damaged by engine before the war – and both Tu-22Us were operational again "early the eighties" and specifically 1981-82, plus a new group of personnel was trained and there were finally enough spares and maintainers to keep the fleet at a high readiness rate. As a result, Iraqi Air Force Blinders could now fly more missions than ever before, even if the number of available air frames never again reached previous levels. In response to a direct order from the Iraqi leadership the Iraqi Air Force changed its overall strategy and started targeting Iranian cities along the border, thus initiating what later became known as the “War of the Cities at 1984, In response to Iranian artillery bombardment to Iraqi cities and the capital Baghdad”. Iraqi Blinders were deployed intensively, mainly to strike targets deeper inside Iran – mainly in the Tehran area. Quite a few sorties reached their target areas and the Iraqi bomber fleet soon became a major headache for the Iranian people and the Iranian Air Force. As the Iraqi bombers increased their attacks on different cities, the Iranian religious and military leadership, as well as the public, began exerting severe pressure on the Iranian Air Force to stop the bombardments. The Iraqi air force succeed to lead the Iranian to doubt that the Iranian AF wasn't capable or even willing to intercept any Iraqi bombers or attack aircraft, The Iranian interceptors were flying at every opportunity and going after every Iraqi aircraft they could detect, and the flying was so intensive that normal maintenance schedules had to be ignored. While most of the Iraqi air strikes were succeeded & non intercepted. The first Tu-22 strikes of the “War of the Cities” were flown in mid-February 1984. Within a few days a number of cities in northern Iran – including Zanjun, Qazyin, and Rasht – had been hit, and soon enough the Blinders were attacking targets in the Tehran area again. The 4th Composite Bomber Wing – now equipped with Tu-16s and Tu-22s only – was still operating from the H-3 AB complex, but, most of the missions were staged through al-Huriyah AB, near Kirkuk north east Iraq, where pairs of Blinders would refuel before starting their 550km long high-speed runs against the Iranian capital. They would cruise at a very high speed, which made them extremely difficult to intercept - in order to catch any Iraqi bombers the Iranians had to be in the right place at the right time and this is just impossible to them, and as well the Iraqi crews were not there to make their job easier and most of them trained well by Soviets and the French. Iraqi ghost Blinders over Tehran! In March 1984 (soon after the seizure of Iraqi Majnoon islands during an Iranian offensive), a formation of five fast-moving Iraqi bombers were detected by Iranian F-14A, east of Qazyin City, just west of Tehran. This F-14 of the 73rd TFS was – together with two other Tomcats – based at Mehrabad AB. The five Iraqi planes were identified by the AWG-9 radar as four Tu-22 bombers, all underway at about 40,000 feet and high speed, and one Tu-16 bomber flying at about 45,000ft, just behind the Blinder formation. The IranianTFB.1 immediately scrambled pair of F-4Es and began to prepare four more Phantoms for take-off, while the SAM units were alerted that Tehran would soon come under attack. However, the Iraqi bombers detected the emission of the AWG-9 and were no longer intent on just flying into the open arms of the Iranian AF and Tehran’s air defenses: instead, these bombers and their Iraqi crews behaved somehow different today as a new strategy and they are about to show something never seen before. The Iranian F-4 led his wingman along to intercept vector towards the Iraqi bombers initially after take-off, he had a very good feeling that these five Iraqi planes had showed their plan early, and that they would now pay a high price for this. For once in the time Iranian climbed into their Phantoms and had solid information on their side: how many, what type, and where the Iraqi bombers is. Plus the Iranian air force had fighters in place to intercept our Blinders. However, the Iranian was still feeling somewhat apprehensive as they climbed to intercept our Blinders – for two main reasons. The first was that this was a large group of bombers and second that Iranian did not know why was there a lone Tu-16 tagging along behind the much faster Blinders!? Iraqi AF bombers were rarely to fly such large numbers, it was more common as a single bomber or in pairs or trios at most. Iranian was thinking at first that the Iraqi Badger was acting as "pathfinder" for the Tu-22s, but the Blinders were instead clearly leading the Tu-16 into the battle. Then Iranian came to the idea that the Tu-16 might have acted as a tanker, so to extend the endurance of the Blinders "maybe this is what Iranian F-4 wingman agreed with formation leader that this must have been the case " and just It would not take long to learn that they were both of them wrong ! As they closed to the Iraqi TU-22s, he(the formation leader) started setting up an AIM-7 Sparrow attack, but, as he – briefly – attempted a lock-on onto the Iraqi lead Tu-22, any hope for a missile attack immediately vanished. The two leading Blinders both initiated their high-speed dashes, pulling ahead of the others in their flight. The Iranian F-4 thought at that moment, that perhaps they were going to intercept his flight ! but then they both climbed, and then made abrupt U-turns, one bomber going to the left and one to the right. It appeared to him at that moment, that the Iraqi pilots had chosen to run back home, and his wingman confirmed that he was thinking the same over radio... Even as they were talking, his WSO reported that the other three Iraqi bombers were holding their direction and speed. Thinking to himself again that this was bad, and that the Iraqis were splitting their formation in order to make it more difficult to intercept them and this is what really Iraqi Blinders planned for, now we can assure you that moments later things went from bad to worse to the Iranian F-4s, as all the Iraqi planes disappeared like ghosts from the radar display of Iranian Phantoms... Now what happened? The Iraqi TU-22s started to jammed the Iranian F-4s radars using SMALTA-5 ECM systems, and then also jammed their radio communication with the wingman and with their base: instead they could hear the low- and high-pitched sounds of jamming from the Soviet Pelena II electronic radio jammer. Later, while reconstructing the Iraqi operation on debriefing, the Iranian determined that the lead two Tu-22s had pulled ahead and climbed to drop a large package of chaff, forming a huge chaff cloud barrier in front of the remainder of their formation, before turning back towards Iraq. The bomb-bays was fully-loaded with chaff, to create a chaff cloud large enough to hide all the Blinders from Iranian radars. But, now Iranian did not only have to contend with this chaff cloud, but also they didn't know that at least one of the remaining three Iraqi bombers was also equipped with a powerful electronic warfare suite – manned obviously by a capable operator,now who of them will knew how we will operate it against them ? The Iraqis TU-22s dropped chaff and jammed them before, but not like this TU-22s were carrying flare and chaff cartridges usually in the rear of both of their main landing-gear pods, along with strike cameras... The Iranian F-4 pilot said in that time (Having no other plan in my mind, I used hand signals to tell my wingman to follow me into the chaff-cloud, and switch to Sidewinders. We still had enough fuel and a total of eight AIM-9s between us that could not be jammed by chaff – plus four pairs of good eyes, which were now our only hope for intercepting Iraqi bombers). now as the Iranian F-4 flew into this man-made “blind-zone” scanning the sky overhead for their targets, they did not know that the remaining two Tu-22s had dropped to a lower level and speed. Simultaneously, the lone Tu-16 was climbing at its top-speed to a higher altitude: soon it would become all too clear to Iranian that the powerful jammers and the good electronic warfare specialist were located aboard that Tu-16 Badger. The two Blinders, by then at only 600ft, launched a single AS-4 missile each towards Tehran: the missiles ignited properly and started climbing to a higher altitude for a maximum efficiency cruise, and then the bombers turned away back to Iraq. The lone Tu-16 continued towards Tehran at first, approaching to only some 30km from the city, and supplied the mid-course guidance update to the two missiles that were now at a high altitude, until they approached close enough for their own terminal guidance systems to activate and acquire the target: Mehrabad TFB.1. The air was suddenly free of most of Iraqi jamming, and the Tu-16 then also turned back towards Iraq, allowing the two of Iranian radars near Tehran to detect the AS-4s in their terminal dive at a very high speed from high altitude. The noise, surprise, and confusion caused by this attack did far more damage to the people of Tehran than the two 1,000kg warheads ever could. Meanwhile, Iranian F-4s had regained a clear picture on their radars, but by now it was too late for them to help and catch the Iraqi bombers. The Iranian F-4s were short on fuel and had to return back to TFB.1 even as the tower informed them that the airfield was hit. There was no joy for the Iranian air force and Iran on that day... This mission was carried by 36th Squadron of the Iraqi Air Force. According at least two of the crew involved in this task give their witness.

Depends on the Mod - they should state what they were tested under. If you want to use them in later patches (but you get issues) then - depends on the problem - you can extract the newer ini files and make changes to them to replace the old ini's that come with the mod. For anything else then there is likely a way round it - unless its a feature that a later patch has removed via core game coding.

Yes but you need to move the aircraft to keep the airborne target in camera view. if there is a way to lock the view onto aircraft like a point track mode in TGP or for TCS type thing then I havnt seen it being done yet. The cam above looks manually operated to keep the aircraft in view

Excellent - I emailed them and asked for this years back