MigBuster

http://www.youtube.com/watch?v=tj9UwKQKE3A&feature=player_embedded#t=15

Fascinating

http://www.youtube.com/watch?feature=player_embedded&v=103kHGjdy9w

A four-megaton nuclear bomb was one switch away from exploding over the US in 1961, a newly declassified US document confirms. Two bombs were on board a B-52 plane that went into an uncontrolled spin over North Carolina - both bombs fell and one began the detonation process. The document was first published in the UK's Guardian newspaper. The US government has acknowledged the accident before, but never made public how close the bomb came to detonating. The document was obtained by journalist Eric Schlosser under the Freedom of Information Act. Schlosser told the BBC such an explosion would have "changed literally the course of history". The plane was on a routine flight when it began to break up over North Carolina on 23 January 1961. As it was breaking apart, a control inside the cockpit released the two Mark 39 hydrogen bombs over Goldsboro. One fell to the ground unarmed. But the second "assumed it was being deliberately released over an enemy target - and went through all its arming mechanisms save one, and very nearly detonated over North Carolina," Mr Schlosser told the BBC's Katty Kay. Only the failure of a single low-voltage switch prevented disaster, he said. The bomb was almost 260 times powerful than the bombs that fell on Hiroshima and Nagasaki. The accident occurred during the height of the Cold War between US and Russia, just over a year before the Cuban missile crisis brought nuclear fears to the US's front door. There has been ongoing speculation ever since, including a 1961 book by former government scientist Dr Ralph Lapp. The newly declassified document was written eight years after the incident by US government scientist Parker Jones - who was responsible for mechanical safety of nuclear devices. In it, he comments on and corrects Lapp's narrative of the accident, including listing that three out of the four fail safe mechanisms failed, not five out of six as originally thought by Lapp. "One set off by the fall. Two rendered ineffective by aircraft breakup," Mr Jones writes. "It would have been bad news in spades." "One simple dynamo-technology low voltage switch stood between the United States and a major catastrophe." There has been no official comment to the newly declassified details. http://www.bbc.co.uk/news/world-us-canada-24183879

Would need to compare all the data inis for each missile as a start to see if there is a parameter in there

http://www.youtube.com/watch?feature=player_embedded&v=G3QrhdfLCO8

An easier way is to create folders for every terrain in each of your separate mod folders for each game So in the SF2I Terrains folder: Then in GermanyCE, VietnameSEA, icelandna, desert place a single ini file only - the ini file must be named properly but must be EMPTY. When you start up SF2I it will be as if it were standalone - all the terrains, missions, campaigns will be for SF2I only. And in a new install just copy over those folders into terrains again

You got a lock on tone before firing?

Pull 8 Gs with a can of beer in one hand................ "Most pilots come from the F-16, F-15 and A-10 legacy aircraft. Sensors on the front of the F-35 allow us to have that 360-degree awareness. That was the big leap forward. Computer technology that is 30 years or more advanced than the legacy aircraft is what makes the F-35 so advanced." Lt. Col. Anthony Pelkington is the 33rd FW chief of safety and was one of the first of the legacy pilots selected for the F-35 program. He said that for pilots transitioning from those legacy systems, the F-35 is a huge deal. "For 10 years in the F-16, I dealt with essentially monochrome cathode ray displays - approximately 6 inch square - and I've got two of them. Now I move up to a contiguous 8 x 20- inch color display that is a huge step forward for the pilot's situational awareness. Plus, there's a lot more capability in the display itself. "In the F-16, I had a radar display with a selectable, like turning pages in a book, something that would show my ordnances like I had a stick figure map with monochrome lines on a black background. It would try to give us a semblance of where we were to maybe a weapons system. But I had to choose. Every one of those displays was limited to the confines of that small 6-inch to 8-inch screen. "In the F-35, we now have this massive amount of screen real estate. I can now see multiple sensors at once, which is great because I don't have to pick and choose. I don't have to take away my situational awareness with what the radar is telling me in terms of traffic to bring up situational awareness and what the target pod looks like. It's all there available for me." Pelkington added that one of the best aspects of the fifth generation fighter is its ability to communicate with all aspects of the aircraft, as well as customize information to fit each pilot's needs. "The displays talk to each other, the sensors talk to each other, and a lot of information is displayed in sensible formats with other sensors in one combined picture. Now I can bring up large formats on displays so I can see things easier - I can even bring up many formats if I want with a different orientation on how the displays will look. Whatever I want to do to aid my situational awareness I can do and the reality, as a pilot, is that I can customize that setup quite easily to a format that best suits how a pilot understands." The wing's safety chief said that one of the biggest advantages to the F-35 over legacy aircraft is the growth in options. "Choosing between a pilot's eye and 'god's eye are all in the system now and weren't in the F-16. I had one particular display option for radar format for the F-16 - I couldn't choose anything else. I had to learn to read it in that manner. Which didn't necessarily match how somebody looking out on a battlefield could see the picture. So you always had to do that conversion in your mind. With the F-35 you can choose the display format that best suits your ability, and there are multiple options to allow you to see things from a 'god's eye' perspective. It allows me to see from a much greater perspective than the F-16 ever allowed." The equipment Tech. Sgt. Andre Baskin is the wing's aircrew flight equipment NCOIC, responsible for equipping pilots with the specialized gear required to fly the world's most state-of-the-art aircraft. He and his small staff of specialists agree that the differences between the F-35 helmet and the rest are many. "One of the biggest differences the F-35 helmet has over the others is that the new helmet encompasses multiple gadgets such as night vision goggles, and for that function you would have to modify the pilot's flying helmet and add the components on there," said Baskin. "With the F-35, it's all encompassed in the helmet. The cameras on the jet work in sync with the helmet and whatever the jet picks up visually will be displayed on the visor in the helmet." From a pilot's point of view, Renbarger agrees that the nicest part of the new helmet is that everything is self-contained. "The best thing about the F-35 helmet is that it has a big visor with a big display, and we can display a night vision camera visual on the visor and then a distributor aperture system that is basically a set of cameras that are all over the airplane and work in the infrared spectrum. That can be displayed on our visor as well. "When we get our helmet fit, there is actually a complicated scan process that takes an image of our heads and provides a laser cut-out foam insert for the helmet that is molded to our heads. Then there's ear cups that close the helmet around our head and a custom nape strap in the back that basically locks the helmet down on our heads. There's very little, if any, motion in the helmet when we move our head around. Very well balanced, a very well fit and it feels great wearing the helmet. It's very specific to each individual pilot." Pelkington also talked about the difference between the traditional G-suit, which offers pilots about a G and a half of protection, to the one used by F-35 pilots. "Some pilots acclimate to the Gs by genetic makeup, some by experience and can develop a tolerance for 5-ish Gs. With the new suit you can now go up to 7 or 8 Gs without ever having to strain. When you're focused on pulling Gs -- on making sure your eyesight doesn't gray out - your mind isn't thinking about the adversary or the situation or the awareness of the battlespace. When you can pull 7 or 8 Gs without having to think about it, combined with the fusion of all the systems and the display on the glass set up the way you want to see it...it's an amazing reduction in pilot workload." http://www.f-16.net/news_article4789.html

There are 3rd party jets like the ones you mentioned being worked on for DCS World yes How I read it was that back in the 90s flight sims were one of the biggest selling types of games - and the decline has been partly blamed on sims getting to difficult to play (there are probably other issues) . He compares hardcore flight sims with some other games that are difficult to learn today but actually still have many players. I would see most 90s games as being of a difficulty like SF2 but with more features and gameplay included - due to larger budgets. SF2 may have suffered due to poor marketing really. Ilya mentions that to survive they have to evolve. TK has had to evolve and gone to the mobile platform - otherwise he would have been out of business by now that's a fact - so any future changes to SF2 will be based on what makes money above anything else. Good luck to Ilya hope they do well - but I'm not convinced Hard Core sims will ever have a massive following - and I'm surprised there isn't a bigger Russian or Chinese market for his game tbh where they could make more money.

Will down load and have a look

The flight model also may vary on the game difficulty set in options btw

You sure? - I've shot one down with an AIM-9 before - you have to be in the right place at the right time - the main problem is that normally I'm no where near parameters for a missile shot What angle are you trying to down them from and with what weapon?

Placed with coordinates? What are you using to generate the lights?

in SF2NA they always seem to launch if given the chance - are you talking about the same setup?

Any unhappy customers from Austin Texas yet

Nightmare - you on the ground floor I hope!

http://www.youtube.com/watch?v=-1dv28W9KFs

http://www.youtube.com/watch?v=bSvoG78g4C8

http://www.youtube.com/watch?v=8o6zOuvhY-k&feature=youtu.be

Analysts are unsure about what markets Textron AirLand is targeting with its new jet-powered Scorpion light tactical aircraft. Ostensibly, the new attack aircraft is aimed at the US Air Force, but analysts are doubtful about the service’s desire to operate such an aircraft. Perhaps a more pressing question is the USAF’s ability to afford a new programme given the impact of Congression-mandated sequestration budget cuts. “Beyond the issue of being able to afford another new programme, many of the missions suggested for such an aircraft might be better performed by RPAs [remotely piloted aircraft],” says Mark Gunzinger, a noted airpower analyst at the Center for Strategic and Budgetary Assessments. “Possibly at less cost than a manned platform if you factor in the need to maintain pilot currency.” According to Textron AirLand, a joint venture between Textron and AirLand Enterprises, the Scorpion is being designed for irregular warfare, border patrol, maritime surveillance, emergency relief, counter narcotics and air defense operations and building partner nation capacity. The target market is the USAF’s Air National Guard component and foreign partner nations that cannot afford high-end combat aircraft like the Lockheed Martin F-35. “The target market that we have was kind of this hybrid of both ISR [intelligence, surveillance and reconnaissance] and light attack,” says Scott Donnelly, Textron’s chief executive officer. “This aircraft was designed because we saw a very, very large gap between very high performance aircraft and single-engined turboprops.” Donnelly says that acquiring the Scorpion would cost less than upgrading existing aircraft like the Fairchild Republic A-10 or Lockheed F-16. Additionally, sustainment costs for the new machine are expected to be much lower than either existing warplane. Oddly, while the Scorpion can be used as a trainer, Donnelly says this version of the aircraft is not aimed at the USAF’s nascent T-X jet trainer programme. It could, however, be modified to fit those requirements with a single engine and swept wings, he says. Historically, the USAF and most advanced air forces have shunned aircraft like the Scorpion for much higher performance machines, says Richard Aboulafia, an analyst at the Teal Group. It is doubtful that the USAF would have purchased this aircraft even at the height of the two Middle Eastern counter-insurgency wars. However, Aboulafia suspects that Textron must have specific foreign customers in mind already. “I’m not so sure anyone would be this committed to the programme if they didn’t have some kind of likely launch customer,” Aboulafia says. “I just don’t know who that could be.” Traditionally, the only solid market for an aircraft of this class has been the UAE. The Scorpion has a reconfigurable internal payload bay that would be able to carry a variety of weapons and sensors or fuel, but the aircraft will not have any dedicated built-in combat avionics such as radars or electro-optical cameras. Total capacity of the bay is 3,000lb (1362kg). The aircraft also carries 9,000lb of internal fuel. The aircraft is also being designed with six external hard-points that appear to carry a combined total of 6,200lb of weapons or fuel. At max gross take-off weight, the aircraft weights 21,250lbs and will have ferry range of 2,400nm (4440km). Donnelly says that the demonstrator aircraft that Textron is building will be powered by two Honeywell TFE731 geared turbofans, which provide a combined total of about 8,000lb (35.6kN) of thrust. The engines give the Scorpion a maximum speed of 450kt (833km/h). Textron is in the final stage of construction on its Scorpion demonstrator aircraft, Donnelly says. The aircraft is expected to make its first flight before the end of the year. If a customer can be found, the aircraft could enter production in 2015, Donnelly adds. Seems somehow familiar........................... http://www.flightglobal.com/news/articles/analysis-textrons-scorpion-will-struggle-to-find-a-niche-390725/

7th August 2013 Jet Thunder sorry no release date yet - just when its ready. We added some more features on and in the end had to rewrite some big sections of the game to meet requirements - for example - the terrain engine has been rewritten. https://www.facebook.com/JetThunder

http://video.boeing.com/services/player/bcpid1173939806001?bckey=AQ~~,AAAAukPAlqE~,oAVq1qtdRjwBrIkHYj2MSytJiEK9s5fy&bctid=2684464741001

Wicked!

Man to sit inside Helicopter while we fire at it. http://www.youtube.com/watch?v=_Fj9hdmEeBY