MigBuster

Amazing program that - had no idea on how the deck is kept level or how magnetic mines were avoided.

http://www.bbc.co.uk/news/uk-28969069 HMS Illustrious was decommissioned in a ceremony at Portsmouth naval base. The aircraft carrier was in service for 32 years and travelled over 900,000 miles.

This is available for pre purchase http://forums.eagle.ru/showthread.php?p=2159646#post2159646

If you wanted a Mach 2 interceptor - then you may as well have stuck with the F-104C - M2 was never a realistic or practical combat speed for the F-16. At high alt and high Mach pure turbojets should be better but this is offset by fuel endurance somewhat - at usable combat speeds it was inferior. The following link also gives a thrust output figure for M2 - but outside of the F4 HDFM manual I dont have the dynamic thrust tables to compare. http://www.f-16.net/f-16_versions_article12.html Even with Combat Plus, performance of this new version of the J79 was significantly inferior to the F100, and Combat Plus could only be used for short periods of time when specific operating conditions were met: the engine had to be running in full AB, compressor inlet temperature should not exceed 15°F (-9°C) and certain combinations of high speed / low altitude would result in excessive internal pressure build-up (due to high airflow involved) and would place extremely high strain on the engine casing. Combat Plus was eventually fitted to Israeli Kfir C-7 aircraft, which were powered by a J79 variant. .......... The main drawback of the uprated J79-GE-17X, however, is its military power fuel consumption, which is far higher than that of the F100. This was not considered to be a mission-critical factor, as the FX requirement restrained the range of the export fighter (limited strike capability). Another modification was the mating of the engine to the fuselage-mounted gearbox in the F-16, driving generators and hydraulically pumps. This problem was solved by adding a transfer gearbox to the powerplant. ........ However, most air arms were less than enthusiastic about the F-16/79. Not only was the F-16/79 less powerful than the standard F-16A/B, it was also significantly heavier because of the additional thermal shielding that had to be carried. This made the performance of the F-16/79 distinctly inferior to that of the F-16A/B.

Even if they fixed the smoke issue and not looking at the likely poorer fuel consumption ( thus shorter range ) - the lower T/W coupled with the fact that it's a turbo jet means far worse acceleration/performance in vital parts of the envelope.

I'd rather not

On a dry, clear summer morning, Michael Macwilliam readied the QF-16 aerial target for its first live fire test...... http://www.boeing.com/boeing/Features/2014/08/bds_qf16_08_26_14.page

I ditched FE1 as soon as FE2 came out - main advantage for me would be the newer code base.

Flippin A-10 experts! Don't worry - its the same solid state tech that has kept everything from the A-10 to the F-16 in the air all these years.

Doesn't appear to be defined in the files - may be a case of measuring the object relative to scale?

Think it needs more work - I'm sure the PAK-FA had a big hole in the right engine intake and flames coming out of it

JHCMS A-10 - check out the speed of slow

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

Nicknamed Delta Dagger, the Convair F-102, which was referred to as “The Deuce” by its aircrew, entered service in 1954. The F-102A spent most of its career operating out of Alaska, Greenland, Iceland and in other NATO and SEATO (South East Asia Treaty Organization) countries to defend their airspace from possible raids conducted by the heavily armed Tu-16 Badger, Tu-95 Bear or Myasishchev M-4 Bison aircraft, three types of Soviet bombers introduced between 1954 and 1956 . Several accounts of the pilots involved in this kind of QRA (Quick Reaction Alert) service, are reported in Ted Spitzmiller’s book Century Series The USAF Quest for air supremacy 1950-1960. As the one in which George Andre, a former F-102 pilot, explains a typical alert base: “Most featured an alert hangar at the end of the longest runway with high-speed taxiways leading on to the runway for immediate scramble. […] Generally a pilot stood alert for 8, 12 or sometimes 24 hour period. We slept with our boots on, and always could make a less than 5 minute airborne time from the sound of the scramble horn.” Even if the interceptors were guided to the target by SAGE (Semi-Automatic Ground Environment, the system that coordinated the NORAD response to a Soviet air attack by providing command guidance for ground controlled interception by air defense aircraft) or by GCI (Ground Control Intercept) Radars, obviously the pilots remained responsible for flying the aircraft and for the weapon launch, as said by Roger Pile, another former Deuce driver: “On-board radar searched for the target, but it was up to the pilot to locate it, select the appropriate armament, lock on to it and fly the plane to the release point […] The pilot was also responsible to retain the attack in spite of radar jamming, dispensing chaff and to switch to alternative modes should it be necessary.” One of these “alternatives modes” was the installation on The Deuce of a passive infrared search and track (IRST) equipment, that could be selected by the pilot to avoid the enemy bombers counter-measures. Moreover the IRST could also be used to fire the Falcon missiles against the target as explained again by Pile: “It was a softball sized sensor-head located immediately in front of the center of the windshield. […] The pilot could select IR dominant with the radar in standby, search or slaved to the IR tracker after lock-on to the target. If the radar was in standby, the target might never know you were locked on to him as the IRST was a passive receptor only and did not emit any signals. If in “search mode”, he might think you were still searching for him. If the radar was slaved to the IR head, you might get “burn-through” (pick him up on the radar) to give you an accurate distance from him and lock on to him with the radar. This would also allow the radar-guided (AIM-4A) missiles to also lock on to him and be guided to the target as well as the heat seekers (AIM-4Ds).” But even if the Delta Dagger was basically a bomber interceptor, pilots discovered that, thanks to F-102’s lower wing loading, The Deuce had an advantage (in certain parts of its flight envelope) in dogfight against its opponents. “I flew the F-102 transitioning into the F-106. I was very impressed with its turning ability. Many pilots claim their aircraft turns better than other. Of course, aerial combat will prove this, but short of that, I found another way to measure the turning capability of different aircraft and used that for comparison. That is to take the aircraft to 10,000’ at initial approach airspeed and perform a split-S as tight as possible. The F-102 would do it under 2,500’. The T-33 about 3,300’. The F-106 at 3,100’ and the F-4 at about 7,000’. I repeat the F-4 at 7,000,” pilot Bill Jowett recalled. http://theaviationist.com/2014/08/17/pilots-explain-how-the-convair-f-102-delta-dagger-intercepted-soviet-bombers-in-the-1950s/

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.

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.