MigBuster

I'm sure many here are familiar with Bernie Fisher - respect

That's just the end of support for new features. Security Patches etc will go onto at least 2020

Pain the bringing

Should be light years difference just going from low end to mid/high and 770 is pretty much an upgraded 680.

From rather simplistic comparisons and based on what TK has put into SF2 I would definitely agree - something like: MiG-17 = Hunter F.4 MiG-17F = Hunter F.6 The F-100 is a challenge in game - even without the real life limitations it had - seems to have TW comparable to the MiG-17F/ Hunter F.6 but has much higher wingloading. I actually prefer flying the F-100 in SF2 - makes you work!

So it was fine before you added the mod? Was your version of WOE at the correct patch level for the mod? Did you back up the entire folder structure before installing the Mod in case it went like this?

Israel obtained and flew a few MiG-17s and a MiG-21F-13 in the 60s - not aware they had any 19s - so they perhaps assumed the MiG-19 was a combination of the 2 regarding performance. In Ospreys Mirage and Nesher Aces, Amos Amir states the MiG-19 as being an inferior aircraft and a bad fighter - though maybe just his opinion.

Former fighter pilot Scotty Wilson gives you the low-down on flying the magnificent ‘Hun’. 1. What were you were first impressions of the F-100? I transitioned to the Hun right out of UPT after flying the T-38. The T-38 was small, sleek, white and sexy. The Hun was, by comparison, huge, camouflaged, grimy and a workhorse. Best of all -it only had one engine and one seat. It was the most beautiful thing I had ever seen! 2. When did you fly it? With which units? I flew the Hun (C/D/F) from 1973 to 1979 for about 1500 hours, mostly with the 178 TFG (Ohio) and 131 TFW (Missouri) Air Guard units. 3. What was the best thing about it? It was an “honest” airplane with excellent control harmony and good visibility. It was simple and reliable. 4. What was the worst thing about flying it? Pilots like to say the Hun invented adverse yaw, and one did have to be careful with lateral stick input at high AOA. Final approach speeds were relatively high (166 KIAS + fuel in the D; higher in the C). It was underpowered – like a lot of the early Century-Series airplanes – and we had two power settings: “not enough” (military power); and “just okay” (afterburner). It was hard to fly really well. 5. Was it an effective weapon system? I never flew the Hun in combat, so I’m not the best one to ask. I have several friends who flew as “Misty FACs” (Forward Air Controller, a very dangerous mission) in South East Asia; I never heard them say a bad thing about the plane. In training missions, it was a stable bomb and gun platform. 6. Did you ever fly mock dogfights against any other types, what was this like and which types were the most challenging? We were commonly called-upon to do duty as MiG-15/17/19 simulators and as training partners in DACT with more advanced fighters such as the F-4, F-14 and F-15. We often flew “canned” scenarios or profiles specific to another unit’s training requirements. “Huge, camouflaged and grimy…the most beautiful thing I had ever seen!” Occasionally, we’d get an opportunity to do anything we wanted. A “clean” Hun – even the heavier D model – could climb to above 45,000 and get up to Mach 1.3 in a shallow dive. No one looked for us up that high, and we could usually engage from above unseen – the first time. We could generally win a 1-vs-1 guns-only or rear-aspect missile fight against a hard-winged F-4 and break even against a slatted E, unless the Phantom pilot was very good (Ron Keys comes to mind) and didn’t fight our fight. Same with the F-14. Best tactic was to go single-circle, co-plane. We’d give up knots for angles and out-rate the other guy, who would honor your nose position and become defensive immediately. (I have 2000 hours in F-4C/D/E and know those airplanes pretty well.) The F-15 was a superior airplane in every respect and it was rare you got the advantage on one unless the pilot was a doofus (and there were a few). 7. What three words best describe the F-100? Honest, reliable, predictable. 8. What was your most memorable flight in a F-100? 14 hours in the cockpit / 12 hours flight time during a winter-time redeployment from Ramstein AB Germany to Richards-Gebaur AFB, Missouri. We strapped in and started-up, then shut-down and waited in the cockpit while our tankers at RAF Mildenhall fixed a problem. After we got airborne and mid-way across the Atlantic both tankers lost their drogues (equipment, not pilot error). We found another tanker – this one scrambled out of Canada – using UHF-ADF and Air-to-Air TACAN while IMC in 1 NM visibility conditions. When we finally joined with two more tankers we flew…and flew…and continued flying westward because the weather at every AFB east of the Mississippi was below landing minimums. (The F-100D didn’t have ILS at the time.) I don’t think we ever saw groundspeeds in excess of 360 knots the entire route. Only if you have worn the old-style poopy suit* can you appreciate how enjoyable the last four hours of that flight was like. http://hushkit.wordpress.com/2013/04/17/f-100-super-sabre-a-fighter-pilots-perspective/

I think Wrench might be joking a tad

Where I am they have just rolled out Win 7 32 after about a 6 year upgrade project - the amount of corporate apps that needed reprogramming etc - big money! I was hoping to skip 8 and go onto 9 - if its not a cloud based SAS nightmare. 8 just seems like a beta to me - Apple dont feel the need to turn OSX into a mobile OS - they realize that a desktop PC is used differently. Win 8 just says to me that Microsoft are panicking and have had no direction - just embarrassing to watch really. that being said I need a tablet for reading while I'm on the PC - so might end up with 8 yet.

Best you can do is restrict the flight surfaces in the FM at certain speeds e.g. MaxControlSpeed=230.0 LockoutSpeed=257.0 The MiG-17F has these restrictions by default - although not sure they apply to AI considering the speeds they still appear roll at. These controls don't account for any changes due to altitude. Gail Peck mentioned the flight column got very stiff between 400-450kts on the MiG-17F with powered flight surfaces - it also snap rolled due to adverse yaw. TK probably assumed most players don't have rudders so adverse yaw is not apparent in any of the stock FMs. Comparing MiG-21F-13 to MiG-19S - on paper the MiG-21 has more fuel /less thrust, is lighter, lower wingloaded, has a bigger radar and a similar static TW. The North Viets seem to suggest they preferred either the MiG-21 or MiG-17 over the MiG-19S (J-6) - the Soviets were sure quick to get rid of it.

RIP - really enjoyed his work!

Not cancelled yet...........

If you’re in the market for a Harrier jet, look no further; a Red Deer man is selling one for a cool $1.5 million. But the way he’s chosen to sell the jet is somewhat less-than-traditional. He’s taken out an ad on Kijiji. http://globalnews.ca/news/1501830/weve-heard-from-some-dodgy-characters-red-deer-man-selling-1-5-million-jet-on-kijiji/

Long story short - we have put a lot of money into F-35 so that's what will be going on them basically.

You would need to create the same mod folder structure and move the files over. Because that is WOV 2008?? - you would have to account for the many changes in SF2 - so if you wanted it to work properly in SF2 you might have to replace a lot of the old ini files and add missing statements. I think one reason they had to stay with 2008 was because of the things removed in SF2 that some missions depend on - so you might have to alter missions to account for this.

Nice take off - could have gone either way

Sounds about right!

Pretty sure some 3rd party models use .dds

B-52s are all over the Linebacker II campaign

What are your system specs - dxdiag?

The story of a lucky Intruder crew member who survived a partial ejection from a KA-6D From: http://theaviationist.com/2014/08/06/ka-6d-partial-ejection/ This things happen once every some million flights. The KA-6D was a tanker version of the A-6 attack aircraft obtained by converting existing Intruder airframes: radar and bombing equipment were removed and replaced with an internal hose-and-reel refueling package, with the drogue fairing protruding from underneath the rear fuselage. A total of 90 KA-6Ds were produced by Grumman for the U.S. Navy. One of the most famous events that involved a KA-6D during its operational life spanning from 1963 to 1997, took place on Jul. 9, 1991 to a VA-95 Green Lizard Intruder during an aerial refueling mission overhead its aircraft carrier, the USS Abraham Lincoln (CVN-72). On that day, Lt. Mark Baden and Lt. Keith Gallagher, who were the pilot and the bombardier and navigator (BN) of the Intruder “Lizard 515”, experienced a very unusual incident: a partial ejection from the aircraft. Both the crew members released their accounts of the mishap to Approach Magazine in November 1991 and the full story is today reported on www.gallagher.com. Gallagher himself explains: “Murphy’s Law says, “Whatever can go wrong, will, and when you least expect it.” (And, of course, we all know that Murphy was an aviator). […] Fortunately for me, however, he failed to follow through. On my 26th birthday I was blindsided by a piece of bad luck the size of Texas that should have killed me. Luckily, it was followed immediately by a whole slew of miracles that allowed me to be around for my 27th. We were the overhead tanker, one third of the way through cruise, making circles in the sky. Although the tanker pattern can be pretty boring midway through the cycle, we were alert and maintaining a good lookout doctrine because our airwing had a midair less than a week before, and we did not want to repeat.” After the third fuel update call, Lizard 515 aircrew decided that the left outboard drop was going to require a little help and as recommended by NATOPS (which is The Naval Air Training and Operating Procedures Standardization program, responsible for rules and regulations governing safe and correct operation of all naval aircraft), they applied positive and negative Gs to force the valve open. As explained by Gallagher, when the pilot moved the stick forward: “ I felt the familiar sensation of negative “G”, and then something strange happened: my head touched the canopy. For a brief moment I thought that I had failed to tighten my lap belts, but I knew that wasn’t true. Before I could complete that thought, there was a loud bang, followed by wind, noise, disorientation and more wind, wind, wind. Confusion reigned in my mind as I was forced back against my seat, head against the headrest, arms out behind me, the wind roaring in my head, pounding against my body. “Did the canopy blow off? Did I eject? Did my windscreen implode?” All of these questions occurred to me amidst the pandemonium in my mind and over my body. These questions were quickly answered, and replaced by a thousand more, as I looked down and saw a sight that I will never forget: the top of the canopy, close enough to touch, and through the canopy I could see the top of my pilot’s helmet. It took a few moments for this image to sink into my suddenly overloaded brain. This was worse than I ever could have imagined – I was sitting on top of a flying A-6!” The sensations experienced by Gallagher during this wild ride were extreme: “I couldn’t breathe. My helmet and mask had ripped off my head, and without them, the full force of the wind was hitting me square in the face. It was like trying to drink through a fire hose. I couldn’t seem to get a breath of air amidst the wind. My arms were dragging along behind me until I managed to pull both of them into my chest and hold them there.” While he was still trying to breathe, Gallagher thought that Baden would never have tried to land and he decided to start the ejection sequence once again: “I grabbed the lower handle with both hands and pulled-it wouldn’t budge. With a little more panic induced strength I tried again, but to no avail. The handle was not going to move. I attempted to reach the upper handle but the wind prevented me from getting a hand on it. As a matter of fact, all that I could do was hold my arms into my chest. If either of them slid out into the wind stream, they immediately flailed out behind me, and that was definitely not good.” In the meanwhile, Baden contacted the aircraft carrier: “Mayday, Mayday, this is 515. My BN has partially ejected. I need an emergency pull-forward!” The reply arrived immediately: “Roger, switch button six.” Baden switched to the UHF frequency preset on Channel 6 and said “Boss (the Air Officer who has to rule the flight deck), this is 515. My BN has partially ejected. I need an emergency pull-forward!” The Boss replied: “Bring it on in.” At this point Baden looked at his BN’s legs still moving and understood that Gallagher was not dead. So when the Boss came up and asked if the BN was still with the aircraft, Baden replied “Only his legs are still inside the cockpit.” Fortunately, the Boss understood what Baden meant and asked him if he was heading to the aircraft carrier for landing. When Baden confirmed he was returning to “homeplate,” the Boss told him that the aircraft carrier was ready to recover Lizard 515. But Gallagher’s conditions were really frantic: “The wind had become physically and emotionally overwhelming. It pounded against my face and body like a huge wall of water that wouldn’t stop. The roaring in my ears confused me, the pressure in my mouth prevented me from breathing, and the pounding on my eyes kept me from seeing. Time had lost all meaning. For all I knew, I could have been sitting there for seconds or for hours. I was suffocating, and I couldn’t seem to get a breath. I wish I could say that my last thoughts were of my wife, but as I felt myself blacking out, all I said was, “I don’t want to die.” While Baden headed to the USS Abraham Lincoln, he thought that he didn’t want to perform a perfect landing (the footage of which can be seen in the video below): “I had no intention of passing up any “perfectly good wires.” I touched down short of the 1-wire (the perfect carrier landing is dubbed OK 3 and it took place when the pilot engages the third of four wires placed on the carrier deck) and sucked the throttles to idle. The canopy shards directly in front of the BN’s chest looked like a butcher’s knife collection. I was very concerned that the deceleration of the trap was going to throw him into the jagged edge of the canopy.” Then after the landing Baden realized that Gallagher was still alive when he said: “Am I on the flight deck?” When Baden and Gallagher knew what really happened, it became obviously how much the Intruder BN had been lucky. Gallagher’s parachute had deployed and wrapped itself around the tail section of the plane then the timing release mechanism had fired and released the BN from the seat. The only things holding him attached to the plane were the parachute straps. For this well executed emergency landing Lt. Mark Baden was awarded the Air Medal for his decisive action on that day and the LSO (Landing Signal Officer), LCDR Mike Manazir, received the “Bug Roach Paddles Award” for his part in the recovery. The crew of the Lincoln was recognized for a well-executed emergency pull-forward – LT Baden had the jet on deck about six minutes after the emergency began. The Captain of the Lincoln would later read over the PA system, a portion of a letter written by Michelle Gallagher (LT Gallagher’s wife) where she thanked the crew of the Lincoln for saving her husband’s life, while the injuries suffered by the BN were later described by Gallagher himself: “My most serious injury was that 1/2 my right arm (the shoulder, bicep, and forearm) was paralyzed due to a stretched nerve in my shoulder. In addition, my left shoulder was damaged as well. I have all of the damage of someone who dislocated his shoulder, but it was not dislocated when I landed. My supposition is that it dislocated, and popped back in upon landing. Other than that, I was just extremely beat up. Via physical therapy, I recovered within 6 months. My right shoulder “came back” in about 1 month, my forearm in about 2-3 months, and my bicep returned in about 4-5 months. I had to re-do all of my physiological qualifications (swimming, etc) to prove that I was OK, but I flew again 6 months to the day after the accident.”

Wasn't aware we could barrel roll Google Type Do a barrel roll into Google: https://www.google.co.uk/

When I worked out what was going on 55 on second go. Way to wear out a mouse!