Hi guys! I downloaded the demo with no problems. I am running it on a windows 7 system with 8 gigs of ram.The graphics are unbelievable compared to FSX. I flew the default Cessna in a thunderstorm and when thelightning cracked and the thunder rolled, I almost jumped out of my skin. Great job guys However, I am stillthinking about purchasing it. The reason being, is that I have a ton of FSX planes in my hanger. I know eventually there will be a better selection of aircraft for X-Plane. I will let everyone know if and when I dopurchase it.
Signing-up for PRO gives you super fast, unrestricted speed to the thousands of MSFS, FSX, P3D & X-Plane downloads which include aircraft, scenery, and more - click here to view the library for free or...
Beneath all the problems was a fantastically realistic flight engine for the F-16 Fighting Falcon jet, an incredible dynamic campaign based on a modern Korean War, and industry-leading graphics. A fortuitous source code leak in 2002 allowed the community to have a crack at making the game better, which many did. The best of those came from Benchmark Simulations, who have continued to improve the game through the years, leading to the widely acknowledged \"true\" version of the game today being Falcon 4.0 BMS.
The F-16XL featured a novel 'cranked-arrow' type of delta wing with more than twice the area of the standard F-16 wing. Developed under a program originally known as the Supersonic Cruise and Maneuvering Program (SCAMP), the design was intended to offer low drag at high subsonic or supersonic speeds without compromising low-speed maneuverability. As a result, the F-16XL was able to cruise efficiently at supersonic speeds without using afterburner, commonly known as supercruise. In late 1980, the USAF agreed to provide GD with the third and fifth FSD F-16s for modification into single-seat and twin-seat F-16XL prototypes. To accommodate the larger wing, the aircraft was lengthened 56 in (142 cm) by the addition of a 30-inch (76 cm) plug in the forward fuselage and a 26-inch (66 cm) section to the aft fuselage just behind the landing gear bulkhead. The rear fuselage was also canted up by three degrees to increase the angle of attack on takeoff and landing. The F-16XL could carry twice the payload of the F-16 on 27 hardpoints, and it had a 40% greater range due to an 82% increase in internal fuel carriage. The single-seat F-16XL first flew on 3 July 1982, followed by the two-seater on 29 October 1982. The F-16XL competed unsuccessfully with the F-15E Strike Eagle in the Enhanced Tactical Fighter (ETF) program; if it had won the competition, the production versions were to have been designated F-16E/F. Following the February 1984 selection announcement, both examples of the F-16XL were placed in flyable storage.
In late 1988, the two prototypes were taken out of storage and turned over to the National Aeronautics and Space Administration (NASA) for use in a program designed to evaluate aerodynamic concepts for improving laminar airflow over the wing during sustained supersonic flight. From 1989 to 1999, both aircraft were used by NASA for several experimental research programs, and in 2007, NASA was considering returning the single-seat F-16XL to operational status for further aeronautical research.The F-16 XL had much better lift and maneuverability than the normal F-16 A/B Block15.
The DSI concept (Diverterless supersonic inlet) was introduced into the JAST/JSF program as a trade study item in mid-1994.The first Lockheed DSI was flown on 11 December 1996 as part of a Technology Demonstration project. A DSI was installed on an F-16 Block 30 fighter, replacing the aircraft's original intake diverter. The modified F-16 demonstrated a maximum speed of Mach 2.0 (Mach 2.0 is the F-16's clean certified maximum speed) and handling characteristics similar to a normal F-16. Subsonic specific excess power was slightly improved.The trade studies involved additional CFD, testing, and weight and cost analyses. A DSI was later incorporated into the design of the Lockheed Martin F-35 Lightning II after proving to be 30% lighter and showing lower production and maintenance costs over traditional inlets while still meeting all performance requirements.
The 2012 Ford F-150 full-size truck comes in flavors ranging from plain vanilla all the way to banana split with whipped cream, nuts and sprinkles, but one thing all levels share is a robust, hydro-formed, boxed-section chassis that offers superior torsional rigidity while actually being lighter than the old-fashioned ladder frames of the past. The level of standard safety equipment is truly outstanding, including AdvanceTrac with RSC traction and stability control, anti-lock brakes (ABS) and Safety Canopy side-curtain airbags with roll-fold technology for enhanced head protection in rollovers and side impacts. Safety is also enhanced by front seat-mounted side-impact airbags, \"smart\" airbags and seatbelts, a second-row center head restraint and integrated spotter mirrors. 1e1e36bf2d