MigBuster

Good luck with the Op - make sure they draw on the right one

Suppose this type of PR is normal if you live in 1950s communist state http://www.bbc.co.uk/news/world-asia-25359939 Cant imagine the NK tourist board are too happy

F-16 has no fuel dump - and the EF is just a twin engine copy of that The old adage that you only have too much fuel when you're on fire I suspect

The USAFE - could start here: http://en.wikipedia.org/wiki/United_States_Air_Forces_in_Europe

Yeah best to do any intel before heading out when changing your waypoints The A-7 and Harrier GR1/3 do have moving maps at least in their cockpits.

Happens on all campaigns & missions - or just ones you have modified? Is this custom single mission or game created single mission?

Interesting - how did you come about that?

The first Eurofighter Typhoon of the so-called Tranche 3 standard, has started its flight tests at BAE Warton, UK. Tranche 3 is the latest version of the Typhoon which embedded hundreds of modifications to make the combat plane more attractive to current and potential export customers. Even if little has changed from an aesthetic point of view, the aircraft has a number of small panels on the fuselage that are there to accomodate the fitting of CFT (Conformal Fuel Tanks). A new internal structure in the nose secion was designed to accomodate wirings, power, cooling and electronics for the new E-Scan radar. Next-gen Typhoon features Hi-speed Data Networking capabilities, Fibre optics weapons bus and more computing power. The first Tranche 3 has been produced for the RAF by the Eurofighter consortium and assembled by BAE Systems. Under the Tranche 3A contract signed back in 2009, a total of 112 aircraft have been ordered by Germany, Italy, Spain and the UK, with 40 examples for Royal Air Force. The 400th Eurofighter Typhoon was delivered to the German Air Force during a special ceremony held at Cassidian’s Military Air Systems Center in Manching, Southern Germany, on Dec. 4, 2013. http://theaviationist.com/2013/12/09/tranche-3-eurofighter/#comments

These deficiencies were settled when a more advanced MiG-25 development, the MiG-31, entered in service in the 1980s: the Foxhound was armed with a missile very similar to the US AIM-54 Phoenix, the R-33 (AA-9 Amos as reported by NATO designation). This weapon was ideal not only for shooting down the American bombers, but also to intercept and destroy fast reconnaissance aircraft, such as the SR-71. This statement was dramatically confirmed in Paul Crickmore’s book Lockheed Blackbird: Beyond The Secret Missions. In this book one of the first Foxhound pilots, Captain Mikhail Myagkiy, who had been scrambled with its MiG-31 several times to intercept the US super-fast spy plane, explains how he was able to lock on a Blackbird on Jan. 31, 1986: “The scheme for intercepting the SR-71 was computed down to the last second, and the MiGs had to launch exactly 16 minutes after the initial alert. (…) They alerted us for an intercept at 11.00. They sounded the alarm with a shrill bell and then confirmed it with a loudspeaker. The appearance of an SR-71 was always accompanied by nervousness. Everyone began to talk in frenzied voices, to scurry about, and react to the situation with excessive emotion.” Myagkiy and its Weapons System Officer (WSO) were able to achieve a SR-71 lock on at 52,000 feet and at a distance of 120 Km from the target. The Foxhound climbed at 65,676 feet where the crew had the Blackbird in sight and according to Myagkiy: “Had the spy plane violated Soviet airspace, a live missile launch would have been carried out. There was no practically chance the aircraft could avoid an R-33 missile.” After this interception Blackbirds reportedly began to fly their reconnaissance missions from outside the borders of the Soviet Union. But the MiG-31s intercepted the SR-71 at least another time. On Sept. 3, 2012 an article written by Rakesh Krishman Simha for Indrus.in explains how the Foxhound was able to stop Blackbirds spy missions over Soviet Union on Jun. 3, 1986. That day, no less than six MiG-31s “intercepted” an SR-71 over the Barents Sea by performing a coordinated interception that subjected the Blackbird to a possible all angle air-to-air missiles attack. Apparently, after this interception, no SR-71 flew a reconnaissance missions over the Soviet Union and few years later the Blackbird was retired to be replaced with the satellites. Even if claiming that the MiG-31 was one of the causes of the SR-71 retirement is a bit far fetched, it is safe to say that towards the end of the career of the legendary spyplane, Russians proved to have developed tactics that could put theBlackbird at risk. The Mig-31 is still in service, but the SR-71 successor, dubbed SR-72 and capable to reach Mach 6, should be quite safe at hypersonic speed. http://theaviationist.com/2013/12/11/sr-71-vs-mig-31/

nooo - the shame of getting had by a biplane!

For NVidia or ATI/AMD its best to look at the series and work out which ones are actually the low/mid/high end Low end card traditionally always **** for flight sims IME - always avoid Mid end usually good enough Higher end is normally the only range that lets you max out settings for new games I have the GTX670 in that list - which is a mid end 600 series - and rightly beaten by the higher GTX 680 and 690 Notice how the older 590 high end from the 500 series beats it too (this consistent with all series ive seen over the years) I think Nvidia are on the 700 series now (without looking)

Really? - havnt used the amraam - but even the AIM-9B has a PK of 98% on ios Seen nothing official - TK would know I guess

Operationally many reasons to ditch them - Aviationintel.com had a video of an F-117A flying over Nellis in 2010 - so although not conclusive they could have kept a few around for testing. Like any technology Stealth coating, material and shaping is developing and evolving as time goes on - its certainly not sitting there waiting for radars to catch up. They were right at the time perhaps - the F-117A certainly wouldn't fly to well without Fly By Wire ( it's unstable in all 3 axis) - same goes for the B-2/ F-35/ F-22

An FA-18 has appeared now: https://twitter.com/thirdwire/status/410189525223104512/photo/1

Id never heard of Black Friday till this thread - anyone remember 'Love Day' in The Simpsons - gotta laugh really

Do you think the pilot gets payed per tree moved!

Check out the scenery and the very makeshift landing strips this guy deals with in his Pilatus http://vimeo.com/55589011#

Increased tail area usually improves stability in certain areas of the envelope.

Go to the bottom of the F-18_data.ini and try adjusting [NoseGear] SystemType=LANDING_GEAR ........... RollingRadius=0.275 <---------------------------------increase/decrease this number until you are satisfied that it looks ok. If that doesn't work try increasing or decreasing this line ShockStroke=0.21

You can speculate on alternatives - however a Europe dominated by Nazi Germany may not have been the best thing - especially if you are not a member of the master race and didnt subscribe to Hitlers Ideology. How far would they have expanded? - its a possibility they would be the only power with an Atom bomb as well by 1946 if everyone did nothing. Would France even exist - even if France didn't declare war why would Hitler not just take it anyway? Japans Empire would also include China and SEA - again how far would they go - the US and UK just sit there while the Axis powers take over important economic interests - was never going to happen - conflict was inevitable. I found this speech interesting - Hitler basing his decisions on Nazi ideology:

Article originally Aviation Week 6 Dec 2013 by Amy Butler December 06, 2013 A large, classified unmanned aircraft developed by Northrop Grumman is now flying—and it demonstrates a major advance in combining stealth and aerodynamic efficiency. Defense and intelligence officials say the secret unmanned aerial system (UAS), designed for intelligence, surveillance and reconnaissance (ISR) missions, is scheduled to enter production for the U.S. Air Force and could be operational by 2015. Funded through the Air Force’s classified budget, the program to build this new UAS, dubbed the RQ-180, was awarded to Northrop Grumman after a competition that included Boeing and Lockheed Martin. The aircraft will conduct the penetrating ISR mission that has been left unaddressed, and under wide debate, since retirement of the Lockheed SR-71 in 1998. Neither the Air Force nor Northrop Grumman would speak about the classified airplane. When queried about the project, Air Force spokeswoman Jennifer Cassidy said, “The Air Force does not discuss this program.” The RQ-180 carries radio-frequency sensors such as active, electronically scanned array (AESA) radar and passive electronic surveillance measures, according to one defense official. It could also be capable of electronic attack missions. This aircraft’s design is key for the shift of Air Force ISR assets away from “permissive” environments—such as Iraq and Afghanistan, where Northrop Grumman’s non-stealthy Global Hawk and General Atomics’ Reaper operate—and toward operations in “contested” or “denied” airspace. The new UAS underpins the Air Force’s determination to retire a version of the RQ-4B Global Hawk after 2014, despite congressional resistance. The RQ-180 eclipses the smaller, less stealthy and shorter-range RQ-170 Sentinel. If the previous patterns for secret ISR aircraft operations are followed, the new UAV will be jointly controlled by the Air Force and the CIA, with the program managed by the Air Force’s Rapid Capabilities Office and flight operations sustained by the Air Force. This arrangement has been used for the RQ-170, which is operated by the Air Force’s 30th Reconnaissance Sqdn., according to a fact sheet the Air Force released after one of the aircraft turned up in Iran. Northrop Grumman’s financial reports point to a possible award of a secret UAS contract in 2008, when the company disclosed a $2 billion increase in the backlog in its Integrated Systems division. This is the operating unit responsible for building the B-2 bomber, Global Hawk and Fire Scout UAS and X-47B unmanned combat air system (UCAS) demonstrator. This year, Northrop Grumman financial reports acknowledged that an unnamed aircraft program entered low-rate initial production, the Pentagon term for low-volume deliveries that begin as testing nears completion and before the program is approved for full production. Beyond the financial disclosures, publicly available overhead imagery shows new shelters and hangars sized for an aircraft with a 130-ft.-plus wing span at Northrop’s Palmdale, Calif., plant and at Area 51, the Air Force’s secure flight-test center at Groom Lake, Nev. The company also pushed for a substantial expansion of its Palmdale production facilities in 2010, perhaps to support work on the RQ-180 (AW&ST Nov. 22, 2010, p. 28). The new aircraft’s existence explains an inconsistency: Air Force officials have frequently called for a new, penetrating ISR capability. Yet there has been no public evidence that the service has been planning to develop such an aircraft. At a House Armed Services Committee hearing in April, Lt. Gen. Charles Davis, the Air Force’s top uniformed acquisition official, said the service has no requirement for more Global Hawks beyond 2014 and wants to “use that money for much higher priorities.” Defending the planned cuts to the Global Hawk, Davis said, “We did not do that without carefully looking at how we cover that [mission] with the U-2 and other classified platforms.” But when asked during the open congressional hearing to explain, he said, “You’d probably need to go into detail within another forum.” In September, Lt. Gen. Robert Otto, the Air Force deputy chief of staff for ISR, said the service’s “first priority” in intelligence, surveillance and reconnaissance is “to rebalance and optimize our integrated ISR capabilities. “The mix is not where it needs to be,” he said. “We are over-invested in permissive ISR and we have to transform the force to fight and win in contested environments. We will seek a more balanced fleet of both manned and unmanned platforms that are able to penetrate denied airspace and provide unprecedented levels of persistence.” The Air Force could not afford to buy and maintain the target number of 65 MQ-9 Reaper and MQ-1 Predator combat air patrols beyond 2014, Otto added, possibly pointing to a shift in priorities to the new Northrop system. These public statements are a byproduct of an internal debate over the number of the new secret UAS to be acquired. While there is apparently agreement on the need for a small “silver-bullet” force for special military and CIA missions, a larger fleet could be an enabler for fighters and bombers against a wide range of targets. A 2009 report by the influential think tank the Center for Strategic and Budgetary Assessments recommends a force of five 10-aircraft squadrons of high-altitude, stealthy, ISR unmanned penetrators. But such a large fleet would be costly and could compete for funding with the Joint Strike Fighter, the Long-Range Strike Bomber and other high-priority programs. In addition, if the U.S. procures more than a few of the secret RQ-180 aircraft, it will be harder to keep them under wraps. Historically, the Air Force has resisted establishing operational units at Area 51, its most secure known operating base, because maintaining compartmentalization there between multiple secret programs becomes difficult. For example, workers are usually confined to their buildings when a classified program other than their own is performing tests outside. The disruption to work grows if one program is running at an operational tempo. In April, Otto’s predecessor as deputy chief of staff for ISR, Lt. Gen. Larry James, acknowledged that the Air Force had learned lessons about the need to more widely disseminate information on classified programs to ensure operational commanders are fully aware of their capabilities. Responding to a question from Aviation Week at a Stimson Center event in Washington, James said, “We have a whole host of programs covering all the different environments, and we ensure that as we develop new capabilities we are in conversations with people at the right levels. We are much better today than we were 10-15 years ago, [when] you’d have this new super-secret thing and you’d turn up at the combatant commander’s door at the start of an operation. That’s not a good place to be.” The RQ-180 has its roots in Northrop Grumman’s Joint Unmanned Combat Air System (J-UCAS) project. The main reason for J-UCAS’s cancellation in late 2005 was the divergence in requirements. The Navy wanted a carrier-based aircraft, which led to the X-47B program. The Air Force sought a larger, longer-range “global strike enabler” that would be much more capable than the RQ-170, which was then being developed. A fiscal 2007 Navy budget document disclosed that the J-UCAS program had been split in December 2005 into a Navy demonstration effort (which led to the X-47B) and “an Air Force classified program.” At the same time, Northrop openly discussed a range of longer-winged X-47C configurations, the largest being a 172-ft.-span design with two engines derived from General Electric’s CF34 and capable of carrying a 10,000-lb. weapon load. The RQ-180 is smaller than that concept, and it is not clear whether it will conduct strike missions. It is similar in size and endurance to the Global Hawk, which weighs 32,250 lb. and can stay on station for 24 hr. 1,200 nm from its base. The much smaller RQ-170 is limited to 5-6 hr. of operation. A key feature of the RQ-180’s design is an improvement in all-aspect, broadband radar cross-section reduction over Lockheed Martin’s F-117, F-22 and F-35. This is optimized to provide protection from low- and high-frequency threat emitters from all directions. The design also merges stealth with superior aerodynamic efficiency for increased altitude, range and time on station. The aircraft uses a version of Northrop’s stealthy “cranked-kite” design, as does the X-47B, with a highly swept centerbody and long, slender outer wings. Northrop Grumman engineers publicly claimed (before the launch of the classified program) that the cranked-kite is scalable and adaptable, in contrast to the B-2’s shape, which has an unbroken leading edge. The RQ-180’s centerbody length and volume can be greater relative to the vehicle’s size. Computational fluid dynamics permit new stealth aircraft to achieve “sailplane-like” efficiency, industry officials say. The management of complex three-dimensional airflow is the key to achieving laminar flow over much of the wing and designing stealth-compatible exhaust and inlet systems that are lighter and more efficient than those on the B-2. Aerodynamics and stealth are often at odds. The B-2’s “toothpick” leading edges—sharp at the nose and wingtip and blunter in between—are the result of a hard-fought trade-off between the team trying to optimize aerodynamic performance and the group concerned with making it hard to detect. Maintaining a high degree of laminar flow on a swept wing is an achievement in itself, because spanwise air flow tends to induce turbulence and is not made any easier by possible spillage from overwing inlets. The pursuit of laminar flow and efficiency likely drove the development of new structural and manufacturing technologies. Scaled Composites, which Northrop Grumman acquired in 2007, is a world leader in building large composite airframes “outside-in” in female molds, resulting in a consistent and fastener-free surface. Engine integration always presents challenges for stealthy designs. The length and volume of the serpentine inlet and exhaust systems (used to shield metal engine components from radar) are proportional to engine diameter, because the duct curvature radius must increase with its area to avoid distortion. Also, higher-bypass engines, which are larger in diameter, tend to be less tolerant of flow distortion than low-bypass types. This is one reason why most subsonic stealth aircraft, including the B-2, use adapted fighter engines at a significant penalty to fuel economy. The RQ-180 could use a medium-­bypass-ratio engine, similar to the modified CF34 engine eyed for early X‑47-based concepts. Its engine probably has more power than the Global Hawk’s 7,600-lb.-thrust Rolls-Royce AE3007H, to provide better altitude performance and electrical power for payload growth. Operationally, the RQ-180’s range could be extended by inflight refueling, though it is unclear whether the UAS takes advantage of this technology. Before 2008, Northrop Grumman repeatedly stated its belief that the endurance of an X-47-based aircraft could be pushed to 100 hr. with refueling. Beyond that point, the need to reengineer components to extend the time they could be flown between inspections was predicted to be burdensome. The limiting factor on Global Hawk endurance beyond its onboard fuel capacity is oil life. The Navy pursued probe-and-drogue refueling under the X-47B program, but it used a manned surrogate aircraft for flight tests. The Air Force separately conducted tests in 2008 using its boom-equipped tankers and a manned surrogate, but after 2008, no progress with boom refueling of unmanned aircraft was reported publicly. Incorporating advances in stealth and aerodynamics, the RQ-180 shows that low-observable technologies can still adapt to counter new threats such as low-frequency radar. It is a stepping-stone to the development of the Air Force’s Long Range Strike Bomber, while also complementing the B-2 and other long-range strike assets. By contrast to its predecessors, the RQ‑180 secures a foothold for stealth in future war plans, in which extremely expensive “do everything” platforms are eclipsed by families of networked, cooperative systems.

I think the Northrop TCS was not added until post 1982 - so the MF model for that year would have it