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  • Please see the most recent updates in the "Where did the .com name go?" thread. Posts number 16 and 17.

    Post 16 Update

    Post 17 Warning

F-15E Paints

Coming back Winchester...

6086633745_a04b4a338e_b.jpg
 
Nice shot Diego! :applause:

Can we have a Mad Hatters one please, with the actual symbol on too? Thats how I rememeber these!:salute: Awesome paint jobs though, but the panel lines are far too much on the 48FW version, it doesn't rain oil in England you know! lol!
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Yes, I will paint a «Mad Hatters» as long as I can get proper photos of one.
I can not promise that this one will be finished within release, but I will proceed with the F-15 painting after release. :icon_lol:
 
krazycolin said:
Khaast, Please check out this:

http://www.sim-outhouse.com/sohforu...Series-F-15E-Eagle-Screenies&highlight=milviz

Feel free to compare that texture to the FS codes found on the net....
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I rest my case, colour is colour anyway. Too many variables to take into consideration. Just read an article on 'gunship quality' polyurethane delivered to the USAF, among them, grey 36118. It appears that the hue of this colour vary greatly with lighting conditions. Colours with a specular gloss factor of less than 5 would reflect with a different hue depending on the angle of the light beam/source. Standard angles are 20, 60 and 85°.
 
Part of our work is to create airbases and AI aircraft for the package.

Here are two screenshots showing one of the airbases, Hatzerim AFB, Israel, that we created, plus another showing the IAF livery touching down.

Hatzerim5.png


Hatzerim7.png


Cheers,

Ken
 
Oh man! This release just gets better and better! You guys have raised the bar of standards for releases. Working ordinance, airbases/AI, working avionics and paints. You are truly on par and beginning to accelerate beyond VRS in my opinion, and I really love VRS for their attention to detail. This will be a must buy for me once released. Since my deployment date may now be DEC, may actually get to see and enjoy the released product.

Matt
 
peter12213 said:
Heres some shots I'm tring to find better ones.

http://www.flickr.com/photos/43697832@N06/5273955092/

View attachment 46992

As hideous as the picture is you can see where the badge is on the port CFT. Btw all crew survived and are now back flying or so it says.

http://www.aircraftresourcecenter.com/Stories1/001-100/023_F-15 crash/05.jpg

View attachment 46993
Click to expand...

Airborne Again
F-15E crash survivor lives
to fly another day
CptJones.jpg
Capt. Don Jones is an Air Force weapons systems operator flying and training troops at a Naval air station in Pensacola, Fla. But it’s a miracle he’s still in the military at all. A year and a half ago, the F-15E fighter he was flying in at RAF Lakenheath, England, snapped in half on the runway during landing. The crash nearly tore off his arm and disintegrated his Air Force flying career.

Ten months after the Sept. 12, 2000, accident, Jones, 29, beat the odds. An F-15E weapons systems operator with the 494th Fighter Squadron at Lakenheath at the time, Jones, accompanied by his commander, flew again July 13. Shortly thereafter, he was reassigned as an Air Education and Training Command asset to NAS Pensacola, where he’s a navigator school instructor for future strike fighter weapons systems operators. He teaches air-to-air intercepts in the T-39.

Jones’ first flight back from injury was pretty tame for someone with more than 120 hours in combat. And this time the landing was typical ... unlike Jones’ last landing.

On the day of the mishap, Jones and Capt. Rex Ayers, a pilot with the 492nd Fighter Squadron, were at 29,000 feet and 310 knots over the Atlantic in an F-15E. The airmen were on day two of their return from a Green Flag training exercise at Nellis Air Force Base, Nev. The 6.5-hour mission started at Langley AFB, Va., and was nearing completion.

Ten minutes from RAF Lakenheath, Ayers piloted the Strike Eagle into a standard approach pattern. The aircraft touched down normally at about 170 knots.

Then, suddenly, something went terribly wrong.

“We both heard a ‘bang,’ or ‘popping’ sound,” Jones said. “Rex thought we had blown our left tire. It’s not a common thing, but it has happened before. It usually just means a little more drag on that side to be countered with more rudder. So that’s what we did.”

They didn’t know it then, but the left main gear connecting link failed, which caused the left main wheel to turn 90 degrees from the aircraft flight path. Once the left main gear tire and strut failed, Ayers lost directional control, initiating a horrific series of events.

At 130 knots, the aircraft whipped sharply to the left and went off the runway. The jet dug into the ground, standing the airframe vertically on its nose. In a grotesque ballet, the Strike Eagle twisted to the right and broke in half immediately behind Jones.

The wreckage slammed into the earth.

Before the aircraft had stood on its nose, Jones reached for the ejection handles.

“When we went vertical, I backed off,” Jones said. “The ejection would have skipped me across the ground. I knew I just had to ride it out. I remember hearing metal breaking and dirt going into my eyes.”

The nose section, cockpit and canopy broke off the jet, and the cockpit rolled into the dirt. Jones was momentarily stunned. He lay on his side and wondered how that was possible.

A second later, instinct and training took over. He started to safe the ejection system and work on his straps. He also started to feel pain; he was certain he had broken his arm.

Ayers was at the same angle in the seat as Jones. He had a long cut on his head, cuts to both hands and his back, and a sore neck. The seat angle caused tension on the straps and made egress difficult.

It had been less than 15 seconds since the initial “bang” heard in the cockpit.

From the 48th Operations Group conference room, 30 seconds earlier, Lt. Col. Steven Depalmer, 494th FS commander, and others watched through a window as the jets flew past on final approach. Depalmer remembers everyone was pleased the airmen and the jets were home.

Then the phone rang.
crash.jpg
“The director of staff answered the phone,” Depalmer said. “He went pale and said, ‘Oh my God! Oh my God!’ He hung up the phone and told us the last aircraft crashed, and the aircrew hadn’t made it out.”

Everyone in the room scrambled to the runway. On the way, Depalmer looked up the names of the aircrew in the last jet. On the radio it was announced someone was alive.

The squadron commander didn’t take in the full magnitude of the crash site as he approached it; his focus was on the men.

“I looked over and saw the medics taking care of [Ayers],” Depalmer said. “He was moving, and he looked all right. I started looking for [Jones]. He was being placed on a stretcher and loaded into an ambulance.”

Jones had serious injuries to his left arm. His anti-exposure suit, harness and flight suit had been ripped in two locations, and he was losing blood.

“I knew we had to stop the bleeding to keep him alive,” Depalmer said.

In the ambulance, Depalmer applied self-aid and buddy care — placing his hands deep inside Jones open wounds in an attempt to stop or slow the bleeding. The arm was nearly severed in two locations — above the elbow and on the shoulder — slicing through the triceps and deltoid muscles, among others. His left shoulder also was broken.

Side-by-side in the hospital, a neck brace prevented Ayers from seeing what was happening with Jones. The sounds told him his “backseater” was in severe pain. Unaware of the cause of the accident, Ayers was frustrated and angry, unable to think of what had gone so wrong.

Ayers spent one night in the hospital and returned to flight status nearly three weeks after the accident.

After five weeks in the hospital and five surgeries, Jones returned home to California and underwent therapy at Travis AFB for three months.

“It was hard and very painful,” said Jones, who says he was offered a medical discharge but never considered it.

“My parents helped me get to and from rehab until I was able to do it myself,” he said.

After returning to Lakenheath, Jones monitored wing-wide electronic warfare upgrade training and did a variety of other projects. At the time, he was unable to bend his arm more than 90 degrees. Another surgery solved it. Through it all, he stayed focused on returning to full flight status.

In the base hospital, Maj. Damian Rispoli, 48th Medical Support Squadron, operated on Jones.

“His spirit and effort to heal himself and return to flight status is the real accomplishment,” Rispoli said. “No one will ever know the pain and effort and care he went through to heal his body. Many people would have given up — not pursued the extra surgeries that brought back his full range of motion. It’s a phenomenal accomplishment.”

By late April, Jones nearly had full use of his arm, and by late June he had received a medical waiver. The last step was to receive U.S. Air Forces in Europe approval for abbreviated upgrade status. He got it, and flew for the first time July 13.

Depalmer had high praise after flying with Jones.

“He didn’t miss a beat,” Depalmer said. “It’s obvious he has remained engaged in his training. We pulled more than eight Gs without a problem, and I have high confidence in him.”

Jones said, “I don’t think I can put into words what something like this does to you. It felt great to be back in the jet again.”

Both aviators credit training for their survival.

“The accident gave me an appreciation for how many things need to go right at one time for a safe flight,” said Ayers, now an instructor pilot at Seymour-Johnson AFB, N.C.

“The crash reminded me that what we do is potentially very dangerous,” Jones said. “I learned that life support training pays off, because my first thought after the crash was to immediately safe my seat [the first step of the ground egress procedure]. ... Anything can happen at anytime, so it's important to be prepared for any eventuality. ”

Sergeant Miller is with the 48th Fighter Wing Public Affairs Office at RAF Lakenheath, England. This story is courtesy of U.S. Air Forces in Europe News Service and updated by Torch.
 
hmmmmm....not sure but the overall shine of the aircraft itself seems a bit too much. I just saw this on the F-15C also......a bit too much for my taste. Its too bad cause it looks like a great product otherwise.
 
I'm sorry you feel that way. There are, however, many MANY different F-15's that I have seen over the past near on 3 years of R and D on this plane, and I can tell you with no qualms that there are planes that are shinier and NONE that are matte entirely.

In the end, it's a matter of taste... and you can adjust the shine to your liking as we include the paint kit....
 
strykerpsg said:
Oh man! This release just gets better and better! You guys have raised the bar of standards for releases. Working ordinance, airbases/AI, working avionics and paints. You are truly on par and beginning to accelerate beyond VRS in my opinion, and I really love VRS for their attention to detail. This will be a must buy for me once released. Since my deployment date may now be DEC, may actually get to see and enjoy the released product.

Matt
Click to expand...

Thanks for the compliments :). As one of the coders on this baby i kinda drive the others a little crazy with my perfectionism but I cant stand the thought of anything less than what it should be.
 
skyhawka4m said:
hmmmmm....not sure but the overall shine of the aircraft itself seems a bit too much. I just saw this on the F-15C also......a bit too much for my taste. Its too bad cause it looks like a great product otherwise.
Click to expand...

As Colin said, don't buy a plane simply for the repaints, there will always be more repaints available in the future. Buy the plane based on it's systems, flight model, 3D model, etc. :)

Regards, Diego
 
Skyhawk18 said:
:icon_lol:...

When painting an aircraft, I collect as many photos as I can get of all part of it. I noticed that the IAF 267 appeared with different paint at the vert. stab. In such cases I will often use the «most interesting» combination for the livery. So, even if the eagle describes an older paint, I will prefer to choose this one. :salute:
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Absolutely. And the result looks great.
:ernae:
 
skyhawka4m said:
hmmmmm....not sure but the overall shine of the aircraft itself seems a bit too much. I just saw this on the F-15C also......a bit too much for my taste. Its too bad cause it looks like a great product otherwise.
Click to expand...

Please have a look at these then: :icon_lol:

http://wallpaperstock.net/f-15-front_wallpapers_12878_1920x1200_1.html

http://3.bp.blogspot.com/_5_rEthUGE0Q/SYregGUaOrI/AAAAAAAAAE4/ZZVevO6NXew/s320/f15.jpg

http://files.air-attack.com/MIL/f15/f15afghanistan_2_20081109.jpg

http://www.allamericanpatriots.com/files/images/f15-strike-eagle-afghanistan.jpg

http://www.bythedrop.com/gallery/va...Eagle-Taxis-Fighter-Airshow.jpeg?m=1306632903

The shine on the Milviz model only appears under certain light conditions. My post earlier in this thread shows 7 screenshots of the IAF livery. Only 2 of them appears with shine.
Studying pictures of real F-15's shows all kind of surfaces and color variations. :cool:
 
Stencils anyone? I put every single one of these on.. There are a LOT of them. I was going to put the panel numbers on as well but they were too small to read and just looked like more dirt.
 
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