MigBuster

<30 mins left and over the stretch goal of 150k http://www.kickstarter.com/projects/508681281/dcs-wwii-europe-1944

http://www.youtube.com/watch?v=hs_9s31Je7Y One of the benefits of Mark Anderson’s home security camera feed was that he could check to see if a package he had been waiting for was delivered while he was at work. It was delivered all right, but just how it was dropped off had the LaGrange, Ga., man flabbergasted. Anderson told TheBlaze Friday he installed the security cameras more to keep an eye on his disabled mother while the family was away during the day, rather than actual security issues (he has four Great Danes that he said good security assurance for that). Once back at his desk at work this week after a meeting, wanting to see if he received the package, he took at look at his private YouTube feed with his front door camera footage.... http://www.theblaze.com/stories/2013/10/04/its-almost-unbelievable-what-one-homeowners-security-camera-caught-a-u-s-postal-worker-doing/

You have to judge for your self - the first gen stuff is long gone from my HD There is a list of changes here is you are interested http://combatace.com/topic/56091-whats-new-in-the-sf2-series/ SF2NA is the biggest change regarding actual game play. It runs better on multicore hardware I would say and there are some good mods for it on here. Did you not even have a copy of the receipt so you can redownload from TW?

http://www.kickstarter.com/projects/508681281/dcs-wwii-europe-1944/posts/618787 Our First Backers-Only Development Update: WIP Bf.109 Cockpit Good morning backers! Let's try this out. With 24 hours to go on this kickstarter, we have a combined total of $139,871 + $3,317.82 = $143,188.82 That's less than 7K to go in the last 24 hours. I think we can do it! One very important point. First off, PayPal witholds about 5% of the total. Secondly, the amount shown is pledges, not charges. Backers' credit cards do not get charged until after the campaign ends, and there are always some backers whose pledges do not go through for one reason or another. That can be a few more % shaved off the total. We are taking the KS fee into account. That won't derail anything. However, we are not taking the uncharged credit cards into consideration because they're impossible to estimate. One or two $500+ level backers whose charges do not go would have some impact on the project, but again, we will recover and we will find a way to do the Me.262 even if say 5% of the backers' cards do not go through. Why am I saying all that? Another thing that a lot of kickstarter campaigns go through in their last hours is many backers decreasing or canceling their pledges because they see that the total's been reached. Say we're at $151,250 two hours before the campaign ends, and a couple of $100 backers figure, oh, we're there anyway, I might as well go down to $40. That might have a avalanche effect - people follow the leader - and end up pulling us down below 150K. And, in conjunction with some of the credit cards that do not go through, that will have even more of an impact on the total the team eventually receives. So, if your only reason for doing so would be "we've reached the goal anyway, my pledge is not needed" - please don't decrease or cancel it. It IS needed. And very much appreciated. Thank you everyone who put your faith in this project. Today we'll show you some WIP images of the Bf.109 cockpit. We'll do regular updates after the campaign ends. We'll probably find some sort of a regular schedule by type of update. Say, landscape updates on Tuesdays, 3D updates on Fridays, something like that. I have a HUGE task on my hands with setting up the infrastructure for the closed forum with invitations to KS and PP backers, the form that allows you to select your matrix-style rewards, etc. It will take a little while to get ready, so I'll provide updates on that as well. Anyone who has selected a DCS World P-51 reward should be receiving their license keys via email next week. If you suddenly decide you do not want it, please change your reward selection before this campaign ends! Anyway, until we have a closed forum, the only option for posting backer-only images is right here on kickstarter. Where images get shrunk down to 560 pixels. My only option right now for posting full-size versions is somewhere open to the public, so that kind of defeats the purpose. So I'll post the screenshots as is, shrunk down, and then take a few close-up crops of the same shots showing more detail in better resolution. Hope you guys like it! The pit is about 50% complete at this point. About six weeks left.

Could the Chinese media be as clueless as everyone else's per chance! Even if some analysts compared it to the F/A-18 Hornet, the Shenyang J-15 “Flying Shark” may not be the powerful and deadly threat to the U.S. Navy Air Power in the Pacific. Indeed, in spite of the recent claims that it had succesfully achieved full-load take off and landing on the Liaoning aircraft carrier, the China’s embarked plane may not be able to operate from Beijing’s first supercarrier. According to the Sina Military Network, that has (weirdly) criticized the Flyng Shark calling it a “flopping fish”, the recent tests with heavy weapons have limited the attack range of the J-15 to a distance of 120 kilometers from the carrier: whilst it is said to be capable to carry 12 tons of weapons, when the aircraft is fully loaded with fuel, it can’t carry more than 2 tons of missiles and munitions, meaning that only two YJ-83K anti-ship missiles and two PL-8 air-to-air missiles could be carried (in an anti-ship configuration). People’s Liberation Army Navy’s next generation carriers will have electromagnetic catapults that will safely launch heavy J-15s. The problem is the ski-jump ramp of the current, only PLA Navy aircraft carrier, that makes take off of aircraft exceeding 26 tons of total weight extremely difficult unless you have a more powerful aircraft, as the Mig-29K. That’s why a lone Soviet aircraft carrier with ski-jump is no match for a U.S. flattop. And a J-15 carrying only handful of medium and short range air-to-air missiles in air defense configuration to be able to launch for Liaoning would probably be no match for U.S. carrier-based F/A-18E/F Hornet. http://theaviationist.com/2013/09/30/j-15-critics/

According to Draken International the supply of MiG-21s from Poland has already started. The 25 aircraft will be refurbished and then will be used to extend the offer of Draken International, a company which offers threat simulation during various exercises in North America, both in the U.S. and Canada, as well as research and development and adversary support to various entities within the U.S. Military and defense industry. Draken International “owns and operates a fleet of more than 50 tactical jet aircraft. This includes the multi-role APG-66 radar equipped A-4K Skyhawks, the CAS/JTAC optimized AerMacchi MB-339CB and the supersonic and Jaybird radar-equipped Mikoyan Mig-21BIS.” Indeed, the company has bought MiG-21 Bis and MiG-21UM trainer versions of the Fishbeds that once served in the Polish Air Force. The interesting thing is that the ex-Polish MiGs will be flying over Florida, not far from the F-35s based at the international training center for the Lightning II at Eglin Air Force Base. Since 1961 and throughout the Cold War, MiG-21 was the main Polish interceptor. The aircraft’s nickname was “pencil“, because of its distinctive shape and short wings. The first “21s” with the Polish Air Force were the MiG-21 F-13 with a single cannon and ability to carry air-to-air guided missiles. Then the PF version came into service, with a better engine and a radar. The RP-21 Sapfir radar allowed the PF to operate in an adverse weather conditions and at night. Later, in the 1970s, Poland received MiG-21PFMs that featured a better radar that allowed the aircraft to act more autonomously. This version also featured a new engine and KM-1 ejection seat. What is more, the new engine allowed bleeding air over the trailing-edge flaps to energize airflow over the flaps and thus improve lift. This allowed for lowering of the high landing speed of the Fishbed. Short wings made its aerodynamics similar to the F-104, that required high speeds during the landing approach. The PFM also could carry a greater variety of armament. The modifications of PFM made it able to serve until late 90s / early 2000s. The mods included a new engine – R-25-300 and new radar, along with new navigation and aiming systems. Additionaly the jettisoned fuel tanks were elarged, extending the fighter’s (limited) range. The MiG in the first decade of the 2000s became a sort-of multirole jet, able to attack ground targets as well. Nevertheless in December 2003 the Polish Fishbeds were withdrawn from active service. Some of them can be seen in museums all around Poland with the Cracow Polish Aviation Museum holding the most impressive collection. The Polish MiG-21 can also be spotted on the Interpid Sea, Air and Space Museum in New York Cityaboard an USS Interpid aircraft carrier. The MiG-21 has been replaced in the Polish Air Force during the first decade of the 21st century by the F-16 Block 52+. http://theaviationist.com/2013/10/03/mig-21-eglin/

Developed in the late 1960s to protect US Navy Carrier Battle Groups (CVBG) from the raids conducted by the Soviet bombers armed with long-range cruise missiles, the F-14 was the best fleet defender thanks to its weapons system, the AWG-9 radar. This radar featured a large antenna, giving to the radar the possibility to scan huge part of airspace and the ability to track up twenty four targets. Furthermore, the AWG-9 could support six AIM-54 missiles attacking six different targets simultaneously at unmatched distance of one-hundred mile range and each Phoenix included a small onboard radar to guide itself during the last part of the run against the target. No contemporary aircraft, friend or foe, can match Tomcat since all these features gave to the F-14 unprecedented and unparalleled mission capabilities. But to have an edge above its adversaries by using this complex weapon system, the pilot was not sufficient on board the F-14: in fact it requires another skilled crew member in the back seat, called Radar Intercept Officer (RIO). The RIO had the responsibility to chose among four search radar modes, he selected the scan pattern of the radar from a dozen choices and assured the radar antenna search the correct portion of the sky. Once the targets are detected, the RIO advised the pilot where to fly to optimize radar performance and set up for the attack. He could also launch long range missiles pushing the red button in the rear cockpit. In other words a trained RIO would have been essential against a Soviet bomber raid. But the F-14 RIO was also responsible for communication and navigation and he assisted the pilot for the checklists. But also during a dogfight the RIO can make the difference giving its contribution reporting airspeed or fuel state and reporting to the pilot even more important information like the position of the bogey during the air to air combat. “Even though you’re doing the flying, I’m right here with you in the fight”, with these words a real Tomcat RIO, Dave “Bio” Baranek, in his book Topgun Days: Dogfighting, Cheating Death and Hollywood Glory as One of America’s Best Fighter Jocks, describes the crew coordination, the term which became an essential skill for every Tomcat crew. According to Topgun Days, a large fighter like the F-14, thanks to its design could win an engagement also against a smaller and more maneuverable fighter: a result that can be achieved only with an aggressive and trained crew. To help the reader to understand the challenge of flying the F-14 Tomcat, Bio provides inside his book not only the full story of his career as Naval Flight Officer (NFO), but also some short intelligence briefings where you can even find several details about the history of the legendary Fighter Weapons School, the official name for the unit known as Topgun. But the book is not only a detailed source of F-14 technical information since, as the title implies, Topgun Days also covers some never revealed before features about the realization of the most famous aviation movie, Top Gun. So we discover that the first intercept of the MiG-28 (the movie fictional name of the F-5) was filmed over the Pacific from a Learjet 25 belonged to the air-racing legend Clay Lacy on board of which there was film’s director, Tony Scott. After two head-on passes between the F-14s and MiG-28s, during which the two formations had been much closer than the normal 500-foot of separation generally required for safety purposes during training flights, the adrenaline that filled pilots was enough to make unforgettable that kind of experience. But Tony Scott commented on the radio “Can we do it one more time, only a bit closer?” Film’s director request was due to the fact that during the crucial passes between the black-painted bandits and the American Tomcats there was too much space between the aircraft and the two sections could not be fitted in the same frame. For pilots this meant that they had to fly an even closer pass. So, after the Tomcats made their turn, the lead Tomcat’s RIO called the distance every two miles, every twelve seconds and after this third thrilling faceoff at 700 MPH, Tony Scott eventually came up on the radio saying “That’s great gents! Super!” Baranek’s book also includes more secrets about the making of the movie, because “Bio” took part to Top Gun flying in the rear cockpit of the only F-5 in a two seat configuration among those used in the movie and this is perhaps the best feature of Topgun Days: the perspective whose flew with the best trained American fighter pilots. http://theaviationist.com/2013/10/02/top-gun-days/

Vo Nguyen Giap, the Vietnamese general who masterminded victories against France and the US, has died aged 102. His defeat of French forces at Dien Bien Phu in 1954 effectively ended French colonial rule in the region. He went on to oversee the Tet Offensive against American forces in 1968, often cited as one of the factors that led to the Americans' withdrawal. Gen Giap also published a number of works on military strategy. He was born into a peasant family in the central Quang Binh province of what was then French Indochina. At the age of 14, he joined a clandestine resistance movement. By 1938 he was a member of Ho Chi Minh's Indochinese Communist party and fled to China with Ho, ahead of the Japanese invasion of Vietnam. Gen Giap organised an army from his Chinese exile and returned to Indochina to wage guerrilla war against the occupying Japanese. While he was out of Vietnam, his first wife was arrested and died in a French prison. He later remarried and had three daughters and two sons. After his role in the war against the French, Gen Giap is also remembered for the 1968 Tet Offensive against US forces, when his troops attacked more than 40 provincial capitals and entered Saigon, then the capital of South Vietnam, briefly capturing the US embassy. After the war, Gen Giap retained his position as defence minister and was appointed deputy prime minister in 1976. However, he found himself sidelined by the regime and retired from government six years later. http://www.bbc.co.uk/news/world-asia-24402278

TrackIR should work as default - you may have to mod if you want a bit more head movement but should be fine

Id agree the video lacks credibility because I have a copy of that RAND report - and despite having RANDs name on it appears to show amateurish comparisons and a total lack of understanding - even goes as far as showing the F-105 as having better wing loading.(hmmmkay) btw if that EODAS thing works you wont want to be dogfighting against the F-35 in anything - and its touted as having FA-18 handling anyway so I'm really not seeing why people think its going to be bad close in.

The B-1R stars in Dogfights of the Future (History Channel ) in a hypothetical scenario launching loads of AIM-120s as you say Never mind the B-1 can still be used to carry the rather large missile with 100s miles range.

Having watched the video - well I might have just put my foot down if I was in that Range Rover also Surrounded by how many bikers - then one of them intentionally slows down so you have to stop or hit them - The guy had his family in that car didn't he - yet that article runs a sob story for the biker. Don't know what was said but it spiraled out of control - and luckily one of the morons had a go pro on his purple helmet.

Never played this........Im sure so many people cant be wrong http://www.youtube.com/watch?v=wpk2el7e2EE&feature=player_embedded#t=152

The film adaptations were very good I thought - RIP to the guy - big loss for military fiction writing

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

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

The IAI Kfir, (“Lion Cub” in Hebrew) has just received an upgrade program to extend its life for another 40 years (possibly). During the late 1960′s the Israel Aircraft Industries were forced to look inwardly after France had imposed an arms embargo on Isreal (which lasted 42 years) after Israel had paid for development work by Dassault on the Mirage V, a fair weather ground attack aircraft to replace the Israeli Mirage III’s in that role. In short, avionics were removed from behind the cockpit to increase the fuel capacity and to lower maintenance costs and, in response to the arms embargo, Israel produced an unlicensed copy of the Mirage V and called it the Nesher, after it is thought that the blueprints for the engine and air frame had been acquired from third party Mirage producers. After the Six Day war, supplies of Mirage III were pretty low so producing a domestic version made sense and got around the embargo completely. The Kfir program began whens the need to enhance the Nesher became apparent due to the improving Soviet era jets that Israel’s neighbours were acquiring at the time. The first thing the Kfir designers were to look at was an engine; two engines were looked at: the Rolls Royce Spey Turbofan (which had been used in the Blackburn Buccaneer, F-4K Phantom in UK use and by the AMX project in Italy) and the General Electric J79 Turbojet, the same as in the McDonnell Douglas F-4 Phantom of which the Israeli Air Force (IAF) were just starting to take delivery of, which was selected and produced locally. Due to the need for increased cooling of the J79, the Israeli engineers shortened the Mirage III rear fuselage and widened it to accommodate wider air intakes and an additional air intake was also introduced to the bottom of the vertical stabilizer. A modified two seat Mirage IIIc took to the skies in 1970 powered by the new J79 engine shortly followed thereafter by a J79 powered Nesher during September 1971. But it was June 1973 when a highly modified Nesher powered by the J79 took to the skies for the first time, along with the Israeli avionics on board and re-arranged fuel tanks to improve range. The finished article entered IAF service during 1975 and saw its first combat during an air strike into Lebanon during 1977 and even got its first kill, a Syrian Mig-21, in 1979 the same day as the F-15 took its first air to air kill. By 1982 the Kfir was used mostly in the ground attack role, leaving the F-15′s & F-16′s to take on the air superiority role. The Kfir was retired from IAF service in 1996 but is still used by several export customers. Due to the J79 being a U.S design it meant that Israel had to gain permission from the U.S State Department to export the Kfir which did limit the export potential but was bought by Colombia, Ecuador and Sri Lanka and have been used extensively by those nations. Twenty five examples were also used by the U.S Navy as aggressor aircraft operating out of NAS Fallon and were given the name of F-21A. Israel has recently announced a new upgrade program to extend the life of the existing export examples named “Block 60.” The upgrade basically strips the aircraft back to its fuselage and then performs a nuts and bolts rebuilt, upgrading avionics and other systems including a new data-link system, something the Kfir never had being a third generation aircraft. IAI state that the improvements bring the Kfir up to a fourth generation aircraft and something that is suitable for the 21st Century. All of Colombia’s Kfir jets have gone through this program as well as the further twelve examples that were acquired; IAI is hoping that it can sell the Block 60 upgrade to the other two operators. http://theaviationist.com/2013/09/30/kfir-upgrade/

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