-=NeO=-

thanks budds

I have reinstall et and my alldrivers with win7 64 bit before i install this version of windows and my graphic card updates its working with 125 FPS but now dropping them to 12 anyone can helo me please ?

On many forums I have seen people posting questions like how toremove shortcut virus from pendrive?, how to fix shortcut virus?, how to clean shortcut virus?, how to delete shortcut virus? and so on for that greedy shortcut virus. This problems also comes in PC with antivirus installed. This virus create shortcut folder inside your USB Pendrive, Hard disk, PC, Memory Cards. Here I am going to explain two methods to remove shortcut virus from pendrive and other USB devices. Method 1 Check whether the files present in USB are not in hidden mode. Follow the following steps. Step 1: Connect your pendrive/USB/Memory Card. Click on the given link and download the file “AutorunExterminator” Download AutorunExterminator. Extract it –> Double-click on “AutorunExterminator”. It works in background you will cross icon in notification bar as shown below. This process will remove the autorun.inf files from USB/Memory Card. Step 2: In this step you have to remove shortcut virus using CMD. Click on “Start” –>Run –> type cmd and click on OK. let me consider your drive letter as G: Enter the this command: attrib -h -r -s /s /d g:\*.* or attrib G:\*.* /d /s -h -r -s You can copy the above command –> Right-click in the Command Prompt and paste it. Click on image to enlarge it. Click To Enlarge Note: Don’t forget to replace the letter g with your drive letter. Give a look to your files. Step 3: Click To Enlarge Now Download the Malwarebytes’ Anti-Malware from the given link download-Malwarebytes Antimalware Update it –> Perform “Full Scan” Note: Default option is “Quick Scan” change it to “Full Scan” and select your drive which you want to full scan. Method 2 This tool actually is shortcut virus removal tool and vaccinate your USB against further viruses attack and creating shortcuts. Download “UsbFix” (developed by El Desaparecido) here [ Download Here] If your antivirus not allowing this application to run, disable antivirus temporary from control panel. Plug in your usb devices (USB Pendrive, Hard disk, PC, Memory Cards) Double click on UsbFix.exe Click on deletion Click To Enlarge Note that it will restart your PC. It will work itself. Access your deletion report at ( C:\UsbFix.txt ) For more tutorial you can visit official site [Click Here] This tool will help to remove shortcut virus from pendrive. I hope you enjoyed reading tutorial on how to remove shortcut virus from pendrive. If you know more USB shortcut virus removal tools or method please let us know via comment section.

its good

Welcome To The Forum BudDy..!

Need something to do during the pre-New Year lull? Blizzard is offering a 100 percent experience point bonus to all Diablo 3 players who log in between now and midnight on December 29. The deal actually went live on December 25, but none of us were around to notice it until now. Fortunately, there's still plenty of time to get in on the action. "All nephalem who log into Diablo III this weekend on any platform* will receive a +100% bonus to experience gain," Blizzard wrote on Battle.net. "As with previous buffs, the bonus provided will stack multiplicatively with other existing bonuses, including those provided by items, shrines, Pools of Reflection, and Paragon points." The asterisk donates the one little catch, although it doesn't apply to us: On consoles, the buff only applies to the Ultimate Evil Edition. The 100 percent experience bonus offer runs until 11:59 pm PST on December 29.

AutorotationAutorotations are used to perform power off landings from altitude in the event of an engine failure. A JPEG or GIF sequence of photographs showing an autorotation is available. Maneuver DescriptionAn autorotation is used when the engine fails, or when a tail rotor failure requires the pilot to effectively shut down the engine. It is very similar to gliding in an airplane. The entryTo enter the autorotation, the pilot lowers collective all the way down, simultaneously adding right pedal. Lowering the collective maintains RPM during the entry to autorotation, and keeps the AOA (angle of attack) at a normal value during the glide. Adding the right pedal is necessary because in autorotation there is no torque. During power-on flight, the pilot was using a lot of left pedal to counter the torque being produced by the engine. Once the helicopter is autorotating, the engine disengages and produces no more torque. While the collective is being lowered, the nose of the helicopter has a tendancy to pitch down. The pilot needs to use aft cyclic to prevent this. Allowing the nose to pitch down creates two problems: it tends to reduce RPM because it decreases the amount of airflow through the rotor disk, and it tends to increase airspeed, usually far above the range you want to use while autorotating. Establishing the glideAs the air starts flowing up through the rotor system, the RPM will start to increase, and depending on how the helicopter is rigged, the RPM may get too high. In this case, as RPM gets high the pilot can increase collective pitch to lower RPM. The pilot should set up a normal autorotational attitude in order to get a normal airspeed. Although helicopters will autorotate at zero airspeed and even at negative airspeed, normally the pilot will want to hold between 60-70 knots of airspeed during the glide. Selecting a landing areaHopefully within the first few seconds the pilot will establish autorotation and will have selected a landing area. The approach to the landing should almost always be into the wind, so the pilot needs to select a spot which will allow him to maneuver for an upwind approach. The spot should normally be flat, firm, and fairly level. A spot like this is not always reachable, but is obviously preferred. One thing I quickly look for is poles which may have wires strung. If I have any other place to land, I'll stay away from one which may have wires. The last thing I need to be doing on short final is trying to duck wires! Once the pilot has selected a landing area, I recommend he visualize a standard traffic pattern imposed on the landing area and aligned with the wind. The pilot should figure out which leg he is currently on, and then fly the pattern so that he arrives on final approach at an altitude and airspeed which will allow him to land in the selected area. By flying a rectangular traffic pattern, the pilot can find himself on base leg, watching the angle to the landing area. When the angle is right, he simply turns final and will be very close to the desired spot. If the pilot starts to see the angle before he reaches the extended "centerline", he can simply turn final early. By cutting the corner he reduces the distance he has to fly, and makes it to the spot without ending up too low. If the pilot finds himself slightly high on base, he can simply fly through the extended centerline, and turn a little late onto final. The extra distance uses up some extra altitude, and he still makes it to his spot. A little overshoot is preferable to a little undershoot because it can be corrected easilly still leaving sufficient energy. An undershoot normally requires going to best glide airspeed and dragging the rotor RPM down to the lowest allowable value. If the pilot is not careful, the result may be reaching the spot with low RPM. This is probably not a problem with a light inertia rotor system, but in a high inertia rotor system the RPM might not be recovered before touchdown. The FlareThe pilot initiates the flare by using aft cyclic. No collective or pedal input is normally required. The height that the pilot should start to flare at depends on many factors, including the model helicopter, the descent rate, the airspeed, the descent rate, the headwind component, and how rapidly the pilot is going to move the cyclic. The purpose of the flare is twofold. First, it slows the descent rate of the helicopter, from 1,000 or 2,000 feet per minute to much less, so that a soft touchdown can be made. It also reduces the forward ground speed to just a few knots (we hope!) so that sliding on the landing gear is minimized. The flare must be timed to not zero the descent rate, because the helicopter would be left hanging in the air bleeding RPM, but rather the flare should be timed to slow the descent rate so that the helicopter is approaching the ground at a managable rate. The descent rate should be decreasing so that it either goes to zero just above the ground, or is low enough that a little collective pitch can bring it to zero. The LandingTouchdown is accomplished by (typically) putting the helicopter into a level attitude, and then using the collective to cushion the landing, just as in a hovering autorotation. The pedals are used to align the landing gear with the ground track. Power RecoveryIf the pilot is practicing an autorotation he may decide to recover to a hover, rather than touch down. The procedure is to start raising collective while still in the flare, just as flare effectiveness starts to go away, before any increase in sink rate is experienced. By starting the recovery early, the engine is not trying to play catch-up, and the recovery can be made with the RPM in the green range at all times. Common MistakesGosh there are a lot! Here are a few: Failure to Lower Collective all the way downIf the pilot forgets to lower collective and this is a real engine failure, it's a fatal mistake. Lowering collective is the most important part of doing an autorotation. If you remember to do that, you will probably walk away from the landing. Some pilots only put the collective pitch part of the way down. They get to "know" where it belongs. The only problem with this is that the position the collective needs to go to depends on many factors such as pitch link rigging, gross weight, and density altitude. These things can change from day to day. This method also delays recovery of rotor RPM, and there is no good reason to do that. The best method is to lower collective all the way, and as RPM starts to build back up some collective should be raised to stop the RPM somewhere in the operating range. Failure to trim with anti-torque pedalsPilots will either forget to push right pedal, or push too much, or even sometimes push the left pedal! In any case, the aircraft should be autorotated in trim, and the pilot can do this by putting in the correct amount of right pedal when the engine fails. Allowing the nose to dropWe already discussed it, but I'm repeating this because it's one of the most common errors I see during the entry. Do not let the nose drop during the entry. Whatever attitude the helicopter is in, enter the autorotation in that attitude, and then after the autorotation is established the pilot can make any attitude adjustments required for proper airspeed. Allowing the nose to pitch down delays the recovery of RPM (it's like an anti-flare) plus it is not uncommon for pilots to overspeed the rotor by waiting until the airspeed builds to 80 knots or more, and then suddenly trying to fix it by yanking back on cyclic. The result is an almost instantaneous rotor overspeed. Failure to control Rotor RPM with collectiveMost helicopters are rigged so that at normal weights the collective will have to be raised somewhat to keep rotor RPM in the normal operating area. Common mistakes are either to leave the collective full down so long that a rotor overspeed occurs, or to overcontrol the collective, moving it up and down during the entire glide. The proper way to manipulate collective is to lower it full down during the entry to autorotation. Then, as RPM starts to increase toward the normal operating area raise enough collective to stop the RPM from changing. Wait a few seconds until it stabilizes, and make one final adjustment to place the RPM exactly where it is desired. Normally no further manipulation of the collective will be required during the glide. One exception is that during turns, especially at high speed, some collective may be required to prevent the RPM from climbing too high. Rolling out of the turn, the pilot should put the collective back to where it was before the turn was entered. By performing turns at lower airspeeds, little or no collective will be required. Failure to maneuver to the point of intended landingMany pilots get quite proficient at autorotating to the runway at their home airport, but have more trouble when trying to make a specific landing area in the off airport environment. I advocate setting up a (tight) traffic pattern to the landing area, just as is done at an airport. The pilot should figure out the wind, and therefore where "final" will be. Then the pilot should figure out where he currently is with respect to the traffic pattern (is he already on downwind, base, or final?). Once he knows what leg he is on, he can manipulate the length of the remaining legs to arrive on final at the proper altitude. I also suggest a very short final. The longer final is, the bigger the chance is of over or undershooting, with no easy way to correct once the under or overshoot is recognized. Instead, fly a very tight base and time your turn onto short final to give you the desired distance to the touchdown spot. If you are a little low, turn final slightly early. If you are a little high, delay the turn to final, overshoot the centerline somewhat, and use up the additional altitude on base. For gross errors, S-turns or zero (or negative) airspeed may be required. One final rule I have is never do a 360 degree turn. You lose track of your approach angle for too long. Instead, if you have massive amounts of altitude to lose, perform a figure-8 pattern on final. This way the spot is always visable, and you can turn back onto final when the angle begins to look right. Flaring at the wrong altitudeEach helicopter has a range of altitudes it needs to be flared at. The altitude will change from flight to flight based on gross weight, density altitude, wind, and airspeed. Generally, aircraft with higher disk loadings require a higher flare. If the pilot flares too high, the helicopter will stop it's descent too high above the ground to make a safe landing. If the pilot flares too low, he will be forced to level the helicopter (get rid of the flare) too early (to avoid hitting the tail on the ground). The result will be a high rate of descent (which he can probably fix by raising collective) and high forward ground speed (which he can't fix, so he'll slide hundreds of feet). Assuming we can't always make a perfect flare, which way we would rather err depends on the surface we are going to land on. If the surface is firm and level, some slide probably won't hurt, and we'd rather be a little bit low so we get a nice soft touchdown, followed by a little slide. If the surface does not appear to allow us to slide (swamp or such which will cause the skids to dig in) the flare should probably be a little high to insure we can get rid of all forward speed. We may touch down a little harder, but by being more vertical we reduce the chance of rolling over. One caveat is that human beings do not take vertical accelerations well at all, so if people are going to avoid back injuries, the flare better not be too high. Flaring too aggressively or not aggressively enoughThe speed with which the nose of the aircraft needs to be pitched up is related to gross weight, density altitude, wind, and airspeed. Generally if gross weight is high, a more aggressive flare will be required. If density altitude is high, a more aggressive flare is required. If wind is high, a less aggressive flare is required. And if airspeed is high, a less aggressive flare is required. Pilots can adjust for minor airspeed deviations by flaring at different altitudes, or with different amounts of aggressiveness. For instance, if the airspeed is 10 knots below optimal, a more aggressive flare will help to make up for this. Of course there are limits to the amount of correction that is possible. Failure to level the aircraftSome aircraft land in a slightly tail low attitude, but with many others it is critical to have the landing gear level before touchdown. Failure to do so can result in tail boom strikes and porpoising (where you hit on the heels, and then roll up onto the toes and flip over forward). Failure to maintain heading during the slideThere are a couple reasons that heading might not be maintained during any ground slide. One is just that the pilot fails to manipulate the pedals correctly, the other is that if rotor RPM gets too low the tail rotor may lose effectiveness. Failure to maintain heading can cause a skid gear to catch and roll the aircraft over on it's side. Most aircraft can perform fairly high speed slides if the skids are pointed in the direction the aircraft is moving. Moving the cyclic aft during the slideIt's human nature to want to stop the slide as early as possible, but moving the cyclic aft has two problems. One is that the main rotor is probably not generating much thrust at this point, so it won't help much anyway. The other is that flapping is at maximum because RPM is low, and moving the cyclic aft moves the rotor blades even closer to the tailboom. The rotor blades hitting the tailboom is a very real possibility.

The last thing you want on your PC is a virus. The second-to-last thing you want on your PC is antivirus software that slows down your computer when you're gaming. Spending money on your antivirus software doesn't guarantee that you're getting the best, either. These days, there are a ton of free antivirus options, and many of them will keep your computer perfectly safe from the trojans and spyware and adware that lurk on the Internet. So which do you choose? Our colleagues at TechRadar have us covered with their research into the best free antivirus options for 2014. We've picked out our favorites and listed them below—make sure you're using one of these programs to keep your computer protected. And if you're still running on Microsoft Security Essentials, it's time to upgrade. It has one of the worst detection rates of any free antivirus software tested byAV-Test. 1. Bitdefender Antivirus Free Edition Bitdefender topped AV-Test's performance and protection tests for 2013 software, making it the strongest, fastest antivirus software for home users. The free edition strips out most of the extras you may expect from antivirus software. It sets up in seconds, but lacks the ability to schedule scans, play with notifications, or change any other settings. It's refreshing simplicity: automatic and manual scans, real-time antivirus and antiphishing protection. That's it. If you want a more feature-packed security package, look elsewhere. If you want barebones, award-winning protection, grab Bitdefender. Download BitDefender Antivirus Free Edition 2. Avast! Free Antivirus Avast has been a mainstay of the free antivirus scene for years. Maybe it's that exciting exclamation point in the name. Maybe it's the fact that Avast has long been a great free tool: powerful, with lots of options, and easy to use. Avast scored in the middle of the pack in AV-Test's performance and protection tests, but still managed to block 97% of malware in an AV Comparitives test, and never wrongly blocked a safe file. Most competing programs blocked at least one safe file. Avast also offers a bunch of secondary features, if you want them, like a software updater tool, browser cleanup, and, naturally, anti-spyware and -malware protection. Download Avast! Free Antivirus 3. Panda Cloud Antivirus Free Long ago, when Panda Antivirus still used a panda as its brand mascot, I'd turn to its online tool to help root out spyware nothing else seemed to find. Today, the Panda Cloud Antivirus Free is one of the top-scoring free tools on AV-Test. The free version also recently got a UI facelift and some features previously reserved for the pro version, including USB scanning and scan scheduling. Panda scored the best rating in AV Comparatives' recent antivirus run-off, blocking 99.9% of the viruses thrown at it. Download Panda Cloud Antivirus Free 4. Avira Free Antivirus While Avira scored on the low end of AV-Test's best protection shortlist, it performed near the top of AV Comparatives' with a score of 99.7%. Avira offers constant protection, manual scans, as well as web protection, if you want to install an optional Avira toolbar. Avira has also recently integrated a new feature called Protection Cloud into the free antivirus, which checks files against a database in real-time. The goal is to ID any any brand new viruses as quickly as possible for day-zero attacks. Download Avira Free Antivirus 5. AVG Free Antivirus AVG scored just under Avast in AV-Test's protection tests, but it has one of the best performance ratings in the business, meaning it will barely impact your everyday Windows use and gaming. AVG has been around in the free game forever, and the software shows it. It includes all kinds of features, from the usual realtime antivirus and firewall to email scanning, web browser protection, and even mobile device protection. AV Comparitives latest testing scored it a 97.2% protection rate. Download AVG Free Antivirus 6. FortiNet FortiClient FortiNet mostly specializes in network security for the business world, but the free FortiClient is a strong antivirus option for home users. FortiNet scored a 99% in AV-Comparitives testing, and it has the usual suite of antivirus tools you expect: firewall, scheduled scanning, and vulnerability scanning. Parental controls, too, for gamer dads and gamer moms who want to keep gamer tykes safe from sketchy warez sites. Download FortiNet FortiClient 7. 360 Internet Security 2013 Chinese software company Qihoo launched 360 Internet Security as its first international antivirus software, and it's one of the best-performing programs on AV-Test's list. Only AVG and Bitdefender from this list scored higher. On the protection side, it was middle of the pack, but AV Comparitives rated it higher, finding that it stopped 99.4% of viruses in their tracks. It's simpler than some of the other programs on the list. Unlike the FortiClient, it doesn't have parental controls or a firewall, and unlike AVG's client it doesn't have a spam filter. But it does have mobile device scanning support, and if plain old virus scanning and protecting is all you care about, it does its job well - PCGAMER #gen.NeO

wow nice news bro let's see what is the gaet's new plan

There were many cool trailers released this year for movies opening in both 2014 and 2015, but we have narrowed it down to the 14 very best coming attractions we saw this year. Avengers: Age of Ultron From its Pinocchio call-outs to the Hulkbuster battle and Easter eggs of more to come in the MCU, the first trailer for Marvel's Avengers: Age of Ultron gave us a nerdgasm and then some. We simply can't wait to see Joss Whedon's follow-up to his 2012 blockbuster. The Babadook This Aussie import is one of the scariest and most acclaimed movies of 2014, and this creepy trailer does a hell of a job giving viewers a good idea why! Birdman The first trailer for the critically acclaimed Birdman perfectly captures the movie's dark comedy, mental meltdown of its main character (Michael Keaton), and the showbiz satire that make it one of 2014's best movies. Captain America: The Winter Soldier Like the movie itself, this second trailer for Captain America: The Winter Soldier was an awesome mix of action, drama, and political intrigue showing just how deep into trouble Cap finds himself when he uncovers a conspiracy within S.H.I.E.L.D. Dawn of the Planet of the Apes Tense and atmospheric, this second-to-last trailer for Dawn of the Planet of the Apes expertly established the brewing conflict between apes and humans while giving fans the sight of apes on horseback with machine guns! Furious 7 The Fast and the Furious gang are back! The Furious 7 trailer has muscle cars parachuting out of a cargo plane, people! Outside of being an action-packed teaser, the trailer also serves as a fitting tribute to the late Paul Walker, who died during production. His remaining scenes were rewritten and completed via special effects and with his brothers serving as body doubles. Godzilla It's a slow, tension-filled build to the final reveal of a roaring Godzilla in this preview highlighted by Bryan Cranston and Ken Watanabe's ominous narration. Guardians of the Galaxy Ooga chaka, ooga ooga, ooga chaka, ooga ooga, ooga chaka, ooga ooga, Ooga chaka, ooga ooga, ooga chaka, ooga ooga, ooga chaka, ooga ooga! The Hobbit: The Battle of the Five Armies As was heard around the IGN offices when this video dropped last month, "this is how you trailer!" This final trailer for The Hobbit: The Battle of the Five Armies offers just the right blend of spectacle, action, and dramatic heft for director Peter Jackson's swan song to Middle-earth. Inherent Vice This first look at Paul Thomas Anderson's adaptation of the Thomas Pynchon novel perfectly captures the movie's stoner sensibility, period feel, and loony humor, while also showcasing its stellar ensemble cast. Jurassic World A genetically modified dinosaur runs amok in this upcoming reboot of the Jurassic Park franchise. Set years after the events of the first movies, the public has grown ho-hum about an amusement park full of cloned dinos. In Jurassic World's attempt to offer customers something bigger and better, they literally create a monster. Chris Pratt and Bryce Dallas Howard star. Mad Max: Fury Road Mel Gibson is long gone now, but if you’re going to replace him, you couldn’t do any better than to go with Tom Hardy, who is reinventing Max Rockatansky in Mad Max: Fury Road. Charlize Theron, Nicholas Hoult, Zoe Kravitz, Riley Keough, Hugh Keays-Byrne, and Rosie Huntington-Whiteley also star in director George Miller's long-awaited return to the Wasteland! Star Wars: The Force Awakens This hotly anticipated first look at the J.J. Abrams-directed Episode VII opts not to show Han, Luke or Leia, focusing instead on the new characters played by John Boyega, Daisy Ridley, Oscar Isaac, and Adam Driver. From Andy Serkis' foreboding voice over to the final shots of the Millennium Falcon back in action, this trailer has indeed caused an awakening. Tomorrowland This secretive science fiction flick -- starring George Clooney and from Incredibles director Brad Bird and producer Damon Lindelof -- teased just the right amount of wonder and the fantastical. So those were our picks for the very best movie trailers of 2014, but what did you think? What are the strongest, most memorable trailers on our list, and what are some that you think we missed? Let me know!

thank you all my brothers..!

I am Gen Neo From Sri Lanka I am Playing ET Since 2012 . One Day I got a Server IP from a friend to FA server and I was connect to it Now I am a Regular User Of It.! My ass Is my ET Uncle and Mule Is My ET Teacher And I am Also Killing Emotion , Crazyhippo , mule and peewee So Nice To Meet You All..! Gen.NeO